Post #2287 says approximately 437k vehicles within the production range mid August 2018 to mid August 2022. That's a lot of vehicles. Not sure if this is for North America or the US but if your vehicle is in that range and not covered Toyota should explain this.
High Voltage Cable Big Corrosion Problem
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Received my letter today. CSP22TE09. Has a Tear Off portion to place in Owners Manual if I sell the vehicle for the new owner. Going to keep that in the File Cabinet for now as it seems to contain my specific vehicle information as far as Date of First Use and specific parts extended the 8/100,000.
Live in Upstate, NY.
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Has anyone on this thread (site) have this done? If so, could you take a photo of the "new part"?
We got our CSP22TE09 letter today as well. We live in Florida so we are not really worried but we occasionally go up to the mountains (Western NC/Eastern TN/North GA) in the winter to see the snow. We will make sure to gently wash and brush the cable area afterward.
Back to the letter, there are pictures in the notification that show what may appear in Multi-Information Display and/or in the Head Unit Display. However the littlel pictures are too small to see what they are trying to say. Can anyone help?
Back to the letter, there are pictures in the notification that show what may appear in Multi-Information Display and/or in the Head Unit Display. However the littlel pictures are too small to see what they are trying to say. Can anyone help?
Yeah, the pictures in the letter are pretty blurry. I think the MID message says “hybrid system malfunction call dealer”. The infotainment screen message looks like “hybrid system- a malfunction in the hybrid system has been detected. Contact your Toyota dealer in order to have your vehicle inspected”.
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Is the 437K limited to Rav4H only? How about Rav4P and Venza, which share the same design and components, were they included?
Don't believe so at this time.
The document in post#2287 applies to the RAV4 Hybrid only.
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Not that I’m aware of. Could be a couple reasons:
1. Venza, well they just don’t sell many compared to the RAV HV. Fewer cars, less failures. I have not seen the Venza named in any Class Actions either. My gut feels we would not have received the extension without the Class Actions. Shame on Toyota.
2. Prime: I know the rear motor is different (more power) but the connector looks similar. However, I have never been under a Prime to see it up close. Once again we have the quantity equation. While an excellent PIHV RAV the fact is not as many are sold as the RAV HV. The gap is fairly large. Also I have not seen a Prime named in a Class Action. So……………
Just MO 🧐
I am periodically checking on this thread to see if anyone has seen the rear connector on a 2023 model.
I realize there is also a theory that a supplier/manufacturing process may be the issue, but I am very curious to see if the 2023 model has the same drainage cutout as the 2022 and earlier interim fix Toyota did.
I realize there is also a theory that a supplier/manufacturing process may be the issue, but I am very curious to see if the 2023 model has the same drainage cutout as the 2022 and earlier interim fix Toyota did.
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I thought somebody recently posted pictures of a 2023 connector and confirmed it looks the same. (can't remember if it was here or on the CableGate FB group).
I've been meaning to crawl under my new 2023 to take a look myself, but haven't got to it yet. If there is anything in particular anybody wants me to check, I'd be happy to do so.
The looks exactly the same. Unless it was a material supply issue/change, I suspect the 2023's will be affected with the same problem.
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I've read through much of this thread and followed discussions on the Facebook group (Cablegate) and it's been interesting to watch the root cause theories evolve over the past year.
It seems, to me, that now the alloy(s) of the connector itself are in question- the failed cables seem to be more corrosion prone at the connector, presumably allowing water intrusion through the subsequent pitting around the seal surface.
I wonder if the cable supplier(s) received connectors made from an inferior alloy. Incoming quality inspection at the cable supplier or Toyota would probably not have detected the wrong alloy and passed it along to production. This theory might explain why it seems some people are being notified and others not. Was Toyota able to trace back exactly which VINs have the potentially bad cable? I've always found it odd that as certain as the cable failure seems to be that more vehicles haven't been effected so far.
It seems, to me, that now the alloy(s) of the connector itself are in question- the failed cables seem to be more corrosion prone at the connector, presumably allowing water intrusion through the subsequent pitting around the seal surface.
I wonder if the cable supplier(s) received connectors made from an inferior alloy. Incoming quality inspection at the cable supplier or Toyota would probably not have detected the wrong alloy and passed it along to production. This theory might explain why it seems some people are being notified and others not. Was Toyota able to trace back exactly which VINs have the potentially bad cable? I've always found it odd that as certain as the cable failure seems to be that more vehicles haven't been effected so far.
It could be more a condition of exposure to salt on the roads during winter (Canada) and northern US states quickens the failure rate of the cable.
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I totally agree that the salt accelerates the failure. Since the first failures were detected after last winter, and we're approaching the end of this winter, I was expecting many more failures to occur. I don't have any real data, other than FB chatter, but it just seems like the failure rate is lower than I would expect if this is only a design problem. Granted, I think most of us agree that the design is not the best for this application. To me, the failure rate seems to corelate to some other variation (e.g. wrong connector material use for some % of cables). Or, maybe just wishful thinking on my part.
the failure rate variation is based on how much salty mist gets under there and stays under there and is
refreshed. typically need highway speeds and constant grime mist to be swirling under there to accelerate the
corrosion. around town, splashing puddles on occasion, not super bad. but if you drive a ton and at speed, the salty
mist gets everywhere no matter how hidden, and keeps packing it on. any of it will cause corrosion... but a lot
of highway use in winter will see the worst as it really soaks everything with grime
that flat black plastic cover is not for corrosion, it is for aerodynamics and doesn't do a dang thing to protect
the connector from grime. maybe it deflects some, but at speed grime swirls everywhere and the cover is useless.
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The higher-speed = more corrosion theory makes sense to me. I guess we'll have to see how this all plays out, or if somebody comes along with a definitive explanation (from Toyota). In the meantime, I'm making an effort to spray that area with water the best I can periodically during the salty months. (I'm still on the fence about whether to apply other products to the connector)
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