Toyota's Six-Engine Gasoline Lineup

Toyota and Lexus together cover the broadest gasoline engine portfolio in the US market. The Camry, RAV4, Highlander, and Sienna run one family of inline-fours and V6s; the Tacoma, 4Runner, and Land Cruiser 250 share a different turbo-four; the Tundra, Sequoia, and Land Cruiser 300 use the twin-turbo V6; the older Tundra and Sequoia ran a legendary V8. Lexus pulls from all of these. Plus the i-FORCE MAX hybrid system layers an electric motor on top of the gas engines.

This guide covers every gas Toyota and Lexus engine in the current and recent catalog, matches each to the right Cerma product, and gives you honest framing on the known issues - including the V35A-FTS recall, the legacy 2GR-FE oil supply line, and what the new 2.4L Turbo i-FORCE looks like from a friction-protection perspective.

Engine quick-reference card

2.5L Dynamic Force I4 (A25A) - The Modern Toyota Workhorse

The A25A-FKS is the high-compression, naturally-aspirated 2.5-liter four-cylinder you'll find under the hood of most modern Toyota sedans and crossovers - Camry, RAV4, Corolla Cross, Highlander four-cylinder, Lexus ES 250, NX 250. There is also the A25A-FXS hybrid variant (Atkinson-cycle) used in the Camry Hybrid, RAV4 Hybrid, and other hybrid models.

The Dynamic Force engine family is one of the most reliable engines on the road. Toyota addressed the carbon buildup issue common to pure direct-injection engines by using port-and-direct dual injection - the port injector washes the intake valves with fuel during normal operation, preventing the carbon deposits that plague competitor direct-injection engines.

Where Cerma helps:

• Universal friction reduction across cylinder walls, bearings, and valvetrain
• High-mileage A25A engines (150,000+ miles) where compression has slowly degraded
• Cold-start protection - critical on direct-injection engines that see momentary dry-start conditions
• Stop-start cycle protection on hybrids, where the gas engine starts and stops dozens of times per drive

Cerma sizing for 2.5L Dynamic Force (A25A): 2oz Gas Engine Treatment ($105.60).

2.4L Turbo i-FORCE (T24A-FTS) - The Tacoma's New Heart

The T24A-FTS is the all-new 2.4-liter turbocharged four-cylinder that replaced the long-running 3.5L 2GR-FKS V6 in the 2024 Tacoma and now powers the 2025+ 4Runner, the Land Cruiser 250, the Highlander, the Lexus TX 350, and the Crown Signia. In Tacoma trim, it makes 278 hp and 317 lb-ft - more power and dramatically more torque than the V6 it replaced.

The 2.4L i-FORCE uses a single turbocharger, port-and-direct dual injection (same as the Dynamic Force philosophy), and pairs with an 8-speed automatic in non-hybrid form or with the i-FORCE MAX electric motor and 8-speed in hybrid form (Tacoma Hybrid, Land Cruiser 250 Hybrid).

The honest caveat: the T24A is new. It debuted in 2024. There is no large-scale long-term failure data yet. Early field reports are largely positive - no widespread issues have surfaced - but every modern downsized turbo engine has a long-term wear curve that takes years of fleet data to map. The conservative engineering choices (cast-iron sleeves, conventional bearings, mature dual-injection layout) are all good signs.

Where Cerma helps the 2.4L i-FORCE:

• Preventive friction reduction from the first oil change - getting ceramic protection in place before any wear develops
• Single-turbo bearing protection - paired with the Cerma Turbo Treatment, strongly recommended on any forced-induction platform
• High-pressure fuel pump and direct-injection valvetrain - friction reduction at the cam and pump lobes

Cerma sizing for 2.4L Turbo i-FORCE (T24A): 2oz Gas Engine Treatment ($105.60). Add the Cerma Turbo Treatment ($65) for the turbocharger system.

3.5L Twin-Turbo V35A-FTS - The Recall Engine

The V35A-FTS is the 3.5L twin-turbo V6 that replaced the legendary 5.7L V8 across Toyota's largest trucks and SUVs - the Tundra, Sequoia, Land Cruiser 300, Lexus LX 600, and Lexus GX 550. On paper it makes more power and significantly better fuel economy than the V8 it replaced. In practice, it has become the most consequential engine reliability story in Toyota's recent history.

For V35A-FTS owners outside the recall window

Vehicles built after April 2024 have updated machining and cleaning processes plus revised main bearing tolerances designed to handle higher debris loads. These engines are not under recall and are not believed to share the failure mechanism. For these owners, Cerma STM-3 is appropriate as preventive friction protection from the first oil change.

Cerma sizing for 3.5L Twin-Turbo V35A-FTS: 2oz Gas Engine Treatment ($105.60). Add the Cerma Turbo Treatment ($65) for the twin-turbo system.

5.7L V8 (3UR-FE) - The Legend

The 3UR-FE 5.7L V8 powered the Toyota Tundra from 2007 through 2021 and the Sequoia and Lexus LX 570 through their respective transition years. It is one of the most reliable V8s ever produced. 250,000-mile original-engine Tundras are common. 300,000-mile examples are not rare. There is a thriving online community of owners specifically committed to keeping their 5.7L Tundras in service indefinitely - particularly given the V35A-FTS recall situation has many owners actively seeking out used 5.7L trucks.

Common high-mileage concerns on the 3UR-FE:

• Timing chain wear - typically 200,000+ miles before any tensioner or chain replacement
• Water pump replacement - common around 150,000 miles
• Accumulated valvetrain wear - mild and slow, but measurable past 200,000 miles
• Oil consumption creep - half a quart between changes by 200,000 miles is normal

None of these are catastrophic. They are wear-and-tear maintenance items, and the 3UR-FE handles them without serious consequence.

Why the 5.7L Tundra is the highest-value Cerma application in the Toyota lineup

Cerma STM-3 reduces friction on every metal surface it bonds to. On a high-mileage engine showing slow valvetrain wear, accumulated bearing wear, and ring-to-wall seal degradation - exactly the wear pattern of a 200,000-mile 3UR-FE - Cerma's friction reduction translates directly to extended remaining engine life. For owners committed to keeping their 5.7L Tundra past 300,000 miles, applying Cerma at the 150,000-200,000 mile mark is a rational investment in years of additional service.

Cerma sizing for 5.7L V8 (3UR-FE): 2oz Gas Engine Treatment ($105.60).

4.0L V6 (1GR-FE) - The Off-Road Workhorse

The 1GR-FE 4.0L V6 powered the 4Runner from 2003 through 2024, the Tacoma V6 through 2023, the FJ Cruiser through 2014, and the Lexus GX 460 through its recent transition. It is a cast-iron-block, aluminum-head naturally-aspirated V6 with a reputation for nearly indestructible reliability.

The 1GR-FE has no widely-reported failure mode. Common service items at high mileage: timing belt at 90,000 miles (early models had a belt; later models are timing chain), water pump, valve cover gaskets. Beyond that, the engine routinely runs past 300,000 miles without major intervention.

Cerma's value on the 1GR-FE is the same as the 3UR-FE: high-mileage friction reduction translates to extended service life. Off-road and overland enthusiasts in particular appreciate that the ceramic protection survives the kind of dust, water, and thermal cycling that aggressive use puts an engine through.

Cerma sizing for 4.0L V6 (1GR-FE): 2oz Gas Engine Treatment ($105.60).

i-FORCE MAX and Hybrid Synergy Drive - How Cerma Fits

Toyota uses two distinct hybrid architectures. i-FORCE MAX is the truck-and-SUV system: a turbo gasoline engine (T24A or V35A) with an electric motor sandwiched between the engine and the 10-speed automatic transmission. This is what's in the Tundra Hybrid, Sequoia Hybrid, Tacoma Hybrid, Land Cruiser 250 Hybrid, and Lexus LX 700h.

Hybrid Synergy Drive is the car system: a planetary gearset that combines a gasoline engine, two electric motors, and a battery into a continuously-variable hybrid powertrain. This is in the Camry Hybrid, RAV4 Hybrid, Highlander Hybrid, Prius, Corolla Hybrid, and most Lexus hybrid models.

From Cerma's perspective, both architectures work the same way: Cerma protects the gasoline engine. The electric motor, lithium-ion battery, inverter, and (in HSD) the planetary CVT are sealed systems that do not share oil with the gas engine. Cerma's ceramic bonds to cylinder walls, bearings, valvetrain, and camshafts in the gas engine and stays there.

Why hybrids actually benefit more from Cerma than non-hybrids

Hybrid gas engines start and stop dozens of times per drive. Every start is a brief period of dry-start operation before oil pressure builds. Cerma's bonded ceramic layer is in place even during those zero-pressure moments - exactly the operating condition where hybrid engines accumulate the most wear per minute of operation.

Cerma sizing for any Toyota or Lexus hybrid: 2oz Gas Engine Treatment ($105.60).

Engine-to-Product Matching at a Glance

One application is permanent. The Nano Silicon Carbide ceramic bonds to engine metal over the first 3,000 to 5,000 miles of driving and lasts the life of the engine. The treatment survives every oil change.

The 2GR-FE Oil Supply Line Honest Disclosure

If you own an older Camry V6, ES 350, Highlander, Sienna, RX 350, or any Toyota/Lexus with the 2GR-FE 3.5L V6 (model years roughly 2007-2016), there is one specific known issue worth flagging:

Early-production 2GR-FE engines used a rubber-lined VVT-i oil supply line that could deteriorate and rupture, causing rapid oil loss and potential engine damage. Toyota issued TSB T-SB-0188-08 and replaced the original line with an updated all-metal version under warranty extension. If your vehicle had the line replaced, the issue is resolved. Newer 2GR-FKS engines (2017+) use the updated line from the factory.

For 2GR-FE engines beyond 150,000 miles, oil consumption tends to creep up. This is a normal ring-to-wall seal degradation pattern, not a defect. Cerma STM-3 is one of the highest-value applications in the Toyota lineup at this point - the friction reduction restores ring seal and reduces consumption. Many high-mileage 2GR owners report measurable improvement.

Frequently Asked Questions