Both new-era trucks squawk. The Tundra's nightmare is covered — the Ford's wear item isn't.

Recall 24V-381 (Toyota 24TB07/24TA07) covers 2022–2023 Tundra and Lexus LX600 with the V35A engine: debris left from manufacturing can contaminate the engine and cause the main bearings to fail, resulting in an engine stall and loss of drive power. Complaints match the recall exactly — 'the engine was blown,' 'the motor blew up… this is the second motor,' loud clacking and oil-pressure loss, some as early as 42,000–50,000 miles. The remedy is a full engine-assembly replacement, free; expansion recall 25V-767 (25TB14/25TA14) adds a #1-main-bearing inspection using vehicle software and replaces the engine when needed (final remedy anticipated mid-2026). Independent-shop and owner estimates for an out-of-scope replacement run into five figures (one owner cited $18,000), which is why confirming the recall status by VIN is the whole ballgame. Critically, this recall does NOT cover the Tundra Hybrid.

Sources: NHTSA complaint database, 2022 Tundra + Tundra Hybrid · NHTSA recalls and manufacturer communications (24V-381 / 25V-767 engine recall, TCM/wastegate bulletins, Toyota internal codes) · Independent mechanic/community channel transcripts (Car Care Nut XK70 review; twin-turbo failure coverage)

The second-largest cluster in the file: a noticeable hesitation or 'dead pedal' when accelerating from a rolling or quick stop, worse when the truck is cold, with several owners reporting near-misses pulling into traffic. This is a distinct issue from the engine recall. Toyota addressed it by modifying the transmission-control-module (TCM) logic — a technical service bulletin, not a recall — and a related bulletin notes an 8th-gear surge at part throttle. Confirm any TCM reprogram was applied, and test-drive specifically from rolling stops; the fix reduces but has not fully eliminated the behavior for every owner.

Sources: NHTSA complaint database, 2022 Tundra + Tundra Hybrid · NHTSA recalls and manufacturer communications (24V-381 / 25V-767 engine recall, TCM/wastegate bulletins, Toyota internal codes) · Independent mechanic/community channel transcripts (Car Care Nut XK70 review; twin-turbo failure coverage)

Two more early-2022 items. Some trucks had a sticking turbo wastegate actuator (diagnostic codes P0243/P0247), addressed under warranty with a software/part update — the separate, earlier turbo issue mechanics say was 'blown out of perspective' but is real. And recall 22V-445 (Toyota 22TA05) covers the rear axle-shaft flange nuts, which can loosen over time and let a shaft separate from the axle housing — dealers inspect and tighten, free. Verify the axle recall by VIN.

Sources: NHTSA complaint database, 2022 Tundra + Tundra Hybrid · NHTSA recalls and manufacturer communications (24V-381 / 25V-767 engine recall, TCM/wastegate bulletins, Toyota internal codes) · Independent mechanic/community channel transcripts (Car Care Nut XK70 review; twin-turbo failure coverage)

Same as 2021: broken intake valves can total the engine (recall 24V-635). Dealers run an engine cycle test and replace failing engines free. On any 2.7 or 3.0 truck, confirming this test happened is the single most valuable question you can ask.

Sources: NHTSA complaint and recall databases, 2022 F-150 · Mechanic channel transcripts and owner-group reports (14th-gen F-150)

A loose internal bolt can prevent Park from engaging even when the shifter says Park (recall 23V-070) — rollaway risk; the transmission is inspected and replaced free if affected. Power train remains the top complaint category. Test Park on a slope, carefully.

Sources: NHTSA complaint and recall databases, 2022 F-150

The 10R80's documented hardware wear pattern — CDF clutch drum failure, with rebuilds commonly reported at 40,000–70,000 miles ($2,500 reman installed to $4,000+ rebuilds) — spans 2017–2023 builds, and Ford revised the drum in production around August 2022. That splits the 2022 model year: an early-build truck (check the door-jamb build date) likely carries the old drum; a late build likely has the updated part. Either way the defenses are the same: a Mercon ULV drain-and-fill every 30–60k despite the 'lifetime fluid' label (burnt, dark fluid is the walk-away tell), and if shift quality has merely drifted, a dealer reflash or FORScan adaptive reset before anyone sells you a rebuild.

Sources: Mechanic channel transcripts and owner-group reports (14th-gen F-150)