First of all, it is necessary to clarify that in the case of the Toyota engine, designated D-4D, we are talking about two radically different power units. The oldest of them was produced until 2008, had a volume of 2 liters and developed a power of 116 hp. It consisted of a cast-iron block, a simple 8-valve aluminum head, and had a belt-type timing drive. These motors were designated by the code 1CD-FTV. Owners of cars with such engines rarely complained about serious malfunctions. All claims concerned only nozzles (easy to restore), as well as components typical of modern diesel engines - an exhaust gas recirculation valve and a turbocharger. In 2008, the CD series turbodiesel disappeared from the Toyota range.
In 2006, the Japanese introduced a new family of diesel engines with a displacement of 2.0 and 2.2 liters, which were also designated D-4D. Among the differences: an aluminum block and a 16-valve head, and in exchange for a belt - a durable timing chain drive. The new product received the AD index.
The 2.2 liter version was obtained by increasing the piston stroke from 86 to 96 mm, with the same cylinder diameter - 86 mm. Thus, the volume increased from 1998 cm3 to 2231 cm3. 2.0 was marked as 1AD, and 2.2 as 2AD.
Due to the increased piston stroke, 2.2 was additionally equipped with a balancing shaft module driven by the crankshaft through gears. The module is located at the bottom of the crankcase.
The timing chain of both turbodiesels connects the crankshaft and the exhaust camshaft. The intake shaft is connected to the exhaust by means of gears. The intake camshaft drives the vacuum pump, and the exhaust camshaft drives the injection pump. Valve clearances are adjusted using hydraulic tappets.
Diesels of the AD series use the Common Rail injection system of the Japanese company Denso. The simplest 1AD-FTV / 126 hp Throughout the entire production, it was equipped with reliable electromagnetic nozzles operating with pressure from 25 to 167 MPa. They also got 2AD-FTV (2.2 D-4D) / 177 hp.
Version 2.2 D-CAT (2AD-FHV) / 150 HP uses more sophisticated Denso piezoelectric injectors that generate pressure from 35 to 200 MPa. In addition, a fifth nozzle is installed in the 2.2 D-CAT exhaust system. This solution can be seen in some Renault engines. Such a scheme is very convenient for efficient and safe regeneration of the particulate filter. The risk of diluting the oil with diesel fuel is completely eliminated.
The AD series engines had a total of three exhaust aftertreatment options, depending on the emission standard. Versions of Euro-4 were content with a conventional redox catalyst. Some versions of Euro 4 and all Euro 5 used a particulate filter. The D-CAT variant, in addition to the catalyst and the DPF filter, was equipped with an additional nitrogen oxide catalyst.
Problems and malfunctions
First impressions were only positive - higher returns and low fuel consumption. But it soon became clear that the new engine had several weaknesses.
The most important and terrible is the oxidation of aluminum in contact with the head gasket, which occurs after about 150-200 thousand km. The defect is so serious that it will not be possible to get rid of it by simply replacing the gasket. Grinding of the surface of the head and block is necessary. To grind the cylinder block, the motor must be removed from the car. This type of repair can only be done once. Troubleshooting again will cause the head to drop so that the pistons will meet the valves when trying to start the engine. Thus, the second repair is impossible and economically unjustified. Only the replacement of the block or “de facto” - the installation of a new engine will save.
Toyota, at least in theory, dealt with the problem in late 2009. On serviced vehicles, if this malfunction was detected after modernization, the manufacturer changed the engine at his own expense. However, the problem with the head gasket still exists. Most often, the defect pops up in heavily used Toyotas with the most powerful 2.2-liter version of the engine, i.e. 2.2 D-4D (2AD-FTV).
Before purchasing a vehicle equipped with a diesel D-4D AD series, be sure to ask the owner about previous repairs, and ask if possible to show repair invoices or certificates of work performed. There are a lot of diesel cars on the market that have already survived the first repair. Remember, a second repair is not possible, only an engine replacement!
Another ailment concerns the Common Rail injection system. Injectors, whether electromagnetic or piezoelectric, are very sensitive to fuel quality. The SCV valve can also immobilize the car. Its task is to regulate the amount of diesel fuel in the fuel rail. The valve is located on the high pressure fuel pump and is fortunately available as a separate part.
Application: Avensis II, Auris, RAV4 III, Corolla E15, Lexus IS 220d.
Conclusion
After the sad episode with the head of the block and its gasket, Toyota preferred BMW engines instead of developing its own diesel engine that meets the Euro-6 emission standard. The 1WWW index hides a Bavarian 1.6-liter engine, and 2WWW - 2.0 liters. At one time, German motors suffered from problems with the timing chain drive. At present, the disease is almost defeated.
Toyota Corolla 1.6 engine liter is one of the most popular and successful engines on the Toyota Corolla. The motor model according to the manufacturer's internal classification is 1ZR-FE. This is a gasoline aspirated, 4-cylinder, 16-valve engine with a timing chain drive and an aluminum cylinder block. Toyota designers tried to make sure that the consumer does not look under the hood at all. The motor resource and reliability of the power unit are very decent. The main thing here is to change the oil on time and pour high-quality fuel.
Toyota Corolla 1.6 engine device
The Toyota Corolla 1.6 engine has absorbed all the best developments of previous generations of engines from the Japanese manufacturer. The motor has advanced Dual VVT-i variable valve timing systems, a Valvematic valve lift system, and the intake tract has a special design that allows you to change the air flow rate. All these technologies have made the motor the most efficient power unit.
Toyota Corolla 1.6 engine cylinder head
The cylinder head is a pastel for two camshafts with "wells" in the center for spark plugs. The valves are arranged in a V-shape. A feature of this engine is the presence of hydraulic lifters. This means you don't have to adjust the valve clearance. The only problem is the use of low-quality oil, in which case the channels can be clogged and the hydraulic lifters will stop performing their function. In this case, a characteristic unpleasant sound will come from under the valve cover.
Toyota Corolla 1.6 engine timing drive
Toyota designers and engineers decided to make the chain drive of the engine as simple as possible, without all kinds of intermediate shafts, additional tensioners, dampers. In addition to the crankshaft sprockets and camshafts, only the tensioner shoe, the tensioner itself and the damper are involved in the timing drive. Timing diagram below.
For the correct alignment of all timing marks, there are links painted in yellow-orange color on the chain itself. When installing, it is enough to align the marks on the camshaft and crankshaft sprockets with the painted chain plates.
Technical characteristics of the Toyota Corolla 1.6 engine
- Working volume - 1598 cm3
- Number of cylinders - 4
- Number of valves - 16
- Cylinder diameter - 80.5 mm
- Stroke - 78.5 mm
- Timing Drive - Chain
- HP power (kW) - 122 (90) at 6000 rpm in min.
- Torque - 157 Nm at 5200 rpm. in min.
- Maximum speed - 195 km / h
- Acceleration to the first hundred - 10.5 seconds
- Fuel type - gasoline AI-95
- Fuel consumption in the city - 8.7 liters
- Combined fuel consumption - 6.6 liters
- Fuel consumption on the highway - 5.4 liters
In addition to the timely replacement of high-quality oil, carefully monitor what you fill the car with. If you do not pour anything into the engine, then the engine will delight you for many years. In practice, the motor resource is up to 400 thousand kilometers. True, repair dimensions for the piston group are not provided. Perhaps another weak point is sudden changes in temperature. If you overheat the engine, then the cylinder head or even the block may be deformed, and this is a significant financial loss. The 1ZR-FE engine has been installed on almost all 1.6-liter Corollas (and other Toyota models) manufactured since 2006-2007.
Hello everybody! The most reliable engines of Japanese Toyota cars that do not break down, let's talk about them. An engine that can travel up to a million kilometers or more. And this is not a myth, this is a reality proven by more than one thousand eyewitnesses.
Toyota engines are good, well thought out and easy to repair. They differ slightly from the German ones only in that they may have fewer lotions, such as balancing shafts, gas phase change systems, and others.
The Japanese have a much better organized engine compartment, unlike the Germans, where it is much more difficult to get to fix a trifling malfunction. For example, on a Mercedes OM642 engine and the like, in order to replace the heat exchanger gasket, you need to disassemble the entire collapse of the cylinders. The approximate cost will be 30-35 thousand rubles.
Therefore, Toyota cars are very fond of servicemen, they are easy to maintain and repair.
And so, the engines are centenarians.
Toyota D4-D engine
I want to draw your attention to the first generation engines. Diesel. It can be safely attributed to the millionaires, because in reality, cars with such an engine, with minor malfunctions, took care of 700-800 thousand kilometers or more.
The oldest was produced until 2008. It had a volume of 2 liters, developed a power of 116 hp, had the usual classic layout. Cast iron block, eight-valve timing, aluminum block head, conventional timing belt drive.
Such motors were designated by the index "CD". The owners of such motors had practically no complaints about the work, if they happened, it was only about the work of the injectors, which were easy to restore. There were also problems associated with systems related to environmental protection, namely particulate filters and USR valves.
Well, it all depends on the quality of the fuel and have a mediocre relationship to the design. For the same reason, after 500 thousand km. out of order TNVD.
Toyota 3S-FE engine
This engine is considered by many to be one of the most tenacious. Just not killable. It appeared in the late 80s and was installed on almost all Toyota cars.
Atmospheric, four-cylinder, 16-valve, engine power varied from 128 to 140 hp. Camry, Carina, Avensis, Rav4 and others, this is an incomplete list of cars on which this engine was installed.
This motor was produced from 1986 to 2000. There was also a more powerful version of this 3S-GTE engine, it was already turbocharged and, having acquired all the positive design qualities from the 3S-FE, was also a fairly reliable version of this unique engine.
This motor was installed on Camry, Vista, Carina, CarinaED, Chaser, Mark II, Cresta.
So our hero endured all the hardships of poor service, working in unbearable conditions, he never failed, he was very convenient and easy to repair. It could be disassembled and assembled in the garage, field conditions, so to speak, to fix the problem, of course, with skill and knowledge.
With good service, such a motor went out quietly 600 thousand, then with minor repairs it was possible to squeeze a million out of it.
Toyota 1JZ-GE and 2JZ-GE engine
The 1JZ-GE engine was 2.5 liter, the 2JZ-GE was 3.0 liter. Both engines are in-line, 6-cylinder, atmospheric (no turbine).
The longevity of these engines is amazing. For them to skate a million km. no major repairs, no problems at all!!! Unless, of course, you intentionally kill him.
And if after the appropriate repair, then it still runs at least 500 thousand kilometers. He needs a statue somewhere! Honor and praise to the Japanese engineers who developed such engines.
Mechanics all over the world, without exception, respect this engine, even calling it an engine for a tank. Because their reliability and margin of safety is such that a 3.0 liter 2JZ-GE, with appropriate tuning, installation of turbines and fine-tuning it to the maximum forcing, can be squeezed out of it up to 500 hp. For comparison, a Lexus IS-300 with this engine in 3.0 is 214 hp.
There are also from the same series, but they are quite rare, these are 3JZ-GE and 4JZ-GE. Eight and ten cylinder engines.
Everything that was said good above applies to these engines, this exotic layout is simply endlessly surprising. Such motors still serve somewhere and certainly please their owners.
To summarize all these motors, which we put in the first place. Very strong, let's say, fittings, the basis of this engine. And simple and reliable electronics. They have practically no disadvantages! Nothing breaks!
There is no oil starvation, and in this regard, the resource is very large. There are no new confusing technologies, just a good layout and good metal in the places where it should be good.
The only negative is the high fuel consumption and the lack of non-original spare parts. Only original.
They put such motors on Toyotas and Lexuses of various modifications.
Toyota Corolla engines have been considered reliable and unpretentious since 1993. The Japanese know how to create designs that, with a small volume, have high power, while boasting minimal consumption. These are technically perfect and practical units with a long resource.
Toyota Corolla 1.6 1ZR FE engine
The Toyota Corolla 1.6 1ZR FE engine can be called the most popular and successful. This engine contains 4 cylinders, 16 valves, a timing chain drive, which practically eliminates problems with it.
The engine resource is quite large.
It will pass the first 200 thousand without any intervention, the main thing is to make sure that the oil consumption is not too high, change fluids in time (preferably after 10-15 thousand runs) and fill in high-quality fuel, since the 1.6 1ZR FE engine is quite sensitive to impurities in gasoline.
How is this motor built?
The engine for the 1.6 1ZR FE is found in the back of the E160 and E150, it was developed based on previous experience, created using advanced technologies. The gas distribution has a VVTI system, thanks to which the power supply is of the highest quality. In addition, electronics controls the valve lift, air flow into the system, which makes the unit work most efficiently.
1.6 VVT is equipped with two camshafts at once, the valve arrangement is V-shaped. There are hydraulic lifters, so valve adjustment is not required. It is necessary to monitor the quality of the oil, it is desirable to fill in the original substance. If you do not do this, the hydraulic lifters fail, you can find out about this if there is a knock in the engine.
Drive Features
The device of the Toyota Corolla 1.6 1ZR FE engine is as reliable and simple as possible: the engineers removed all unnecessary tensioners and shafts, leaving a strong metal chain. For proper operation of the chain, only one tensioner and damper are installed.
For ease of adjustment, the desired links are colored orange.
Technical details
The Toyota Corolla 1ZR FE ICE is distinguished by the following characteristics:
- Engine capacity - 1.6 liters.
- 4 cylinders, power - 122 liters. With.
- Acceleration to hundreds is carried out in 10.5 seconds.
The engine is powered by AI 95, the consumption on the highway is 5.5 liters, the combined cycle is more per liter, in the city - about 9-10 liters. The working resource is 400 thousand km. A feature is the absence of repair dimensions for cylinders. In addition, the engine suffers greatly from overheating. Such motors were installed in almost all cars manufactured before 2008.
Motor Toyota Corolla 1.6 3ZZ
Toyota Corolla was equipped with other engines. In cars with an E150 body, you can often find the 3ZZ I engine. Most often it is found in cars manufactured in 2002, 2005, but the line was equipped with such engines from 2000 to 2007. This engine is considered an upgraded 1ZZ-FE.
Main characteristics
The motor has an injection power system, so it can be denoted by the letter I. 4 cylinders, volume is 1.6 liters, power - 190 liters. With.; city consumption is the same as the previous version, on the highway consumption will be about 6 liters, with mixed use - 7.
The body is made of aluminum, which made the power unit lighter and saved it from overheating. Main disadvantages:
- A common problem is high oil consumption. If oil consumption is increased, the problem should be sought in the oil scraper rings. You need to carefully look at which oil filter is installed. When using a non-original oil consumption may increase due to poor cleaning.
- The timing chain can stretch over time, so a characteristic knock appears. Rarely, valves are the cause.
- The liner can become a big problem if the motor is serviced irregularly. The problem of overheating, although significantly reduced, was not completely eliminated.
The resource of this Toyota engine is at least 200 thousand km. Repairable cylinders allow it to be increased.
You need to be careful about changing the oil, it needs to be done every 10 thousand km, for which you need to purchase 4.2 liters.
Toyota Corolla 1.6 VVT I engine
The VVT I motor is often found on cars manufactured for the Russian Federation. They have 4 cylinders, an aluminum body, 16 valves, an injection power system and a timing chain. It was possible to improve the characteristics of the unit thanks to the use of VVT-I technology. The valve timing is adjusted almost perfectly, so the engine turned out to be quite dynamic with economical consumption (below 10 liters).
Cars from 2011-2014 received hydraulic lifters, which eliminates the need to adjust the valves. A serious disadvantage of VVT-I is its poor maintainability, cylinders can hardly be bored. The characteristics of the motor model are similar to the 1ZR FE.
Conclusion
Engines on Toyota Corolla from 1993 and later (E80, 150, 160, etc. with volumes of 1.5, 1.6 and others) cause few complaints from car owners. You can learn more about these units with the help of videos on the Internet.
). But here the Japanese "cheated" the average consumer - many owners of these engines encountered the so-called "LB problem" in the form of characteristic failures at medium speeds, the cause of which could not be properly established and cured - either the quality of local gasoline is to blame, or problems in the systems power supply and ignition (these engines are especially sensitive to the condition of candles and high-voltage wires), or all together - but sometimes the lean mixture simply did not ignite.
"The 7A-FE LeanBurn engine is low revving and even more torquey than the 3S-FE due to its maximum torque at 2800 rpm"
The special traction on the bottoms of the 7A-FE in the LeanBurn version is one of the common misconceptions. All civilian engines of the A series have a "double-humped" torque curve - with the first peak at 2500-3000 and the second at 4500-4800 rpm. The height of these peaks is almost the same (within 5 Nm), but for STD engines the second peak is slightly higher, and for LB - the first. Moreover, the absolute maximum torque for STD is still greater (157 versus 155). Now let's compare with 3S-FE - the maximum moments of 7A-FE LB and 3S-FE type "96 are 155/2800 and 186/4400 Nm, respectively, at 2800 rpm 3S-FE develops 168-170 Nm, and 155 Nm already produces in the area 1700-1900 rpm.
4A-GE 20V (1991-2002)- forced motor for small "sported" models replaced in 1991 the previous base engine of the entire A series (4A-GE 16V). To provide power of 160 hp, the Japanese used a block head with 5 valves per cylinder, a VVT system (the first use of variable valve timing in Toyota), a redline tachometer at 8 thousand. The downside is that such an engine, even initially, was inevitably more "ushatan" compared to the average production 4A-FE of the same year, since it was not bought in Japan for economical and gentle driving.
engine | V | N | M | CR | D×S | RON | IG | VD |
4A-FE | 1587 | 110/5800 | 149/4600 | 9.5 | 81.0×77.0 | 91 | dist. | no |
4A-FE hp | 1587 | 115/6000 | 147/4800 | 9.5 | 81.0×77.0 | 91 | dist. | no |
4A-FE LB | 1587 | 105/5600 | 139/4400 | 9.5 | 81.0×77.0 | 91 | DIS-2 | no |
4A-GE 16V | 1587 | 140/7200 | 147/6000 | 10.3 | 81.0×77.0 | 95 | dist. | no |
4A-GE 20V | 1587 | 165/7800 | 162/5600 | 11.0 | 81.0×77.0 | 95 | dist. | yes |
4A-GZE | 1587 | 165/6400 | 206/4400 | 8.9 | 81.0×77.0 | 95 | dist. | no |
5A-FE | 1498 | 102/5600 | 143/4400 | 9.8 | 78.7×77.0 | 91 | dist. | no |
7A-FE | 1762 | 118/5400 | 157/4400 | 9.5 | 81.0×85.5 | 91 | dist. | no |
7A-FE LB | 1762 | 110/5800 | 150/2800 | 9.5 | 81.0×85.5 | 91 | DIS-2 | no |
8A-FE | 1342 | 87/6000 | 110/3200 | 9.3 | 78.7.0×69.0 | 91 | dist. | - |
* Abbreviations and symbols:
V - working volume [cm 3]
N - maximum power [hp at rpm]
M - maximum torque [Nm at rpm]
CR - compression ratio
D×S - cylinder bore × stroke [mm]
RON is the manufacturer's recommended octane rating for gasoline.
IG - type of ignition system
VD - collision of valves and piston when the timing belt / chain is destroyed
"E"(R4, belt) |
4E-FE, 5E-FE (1989-2002)- base engines of the series
5E-FHE (1991-1999)- version with a high redline and a system for changing the geometry of the intake manifold (to increase maximum power)
4E-FTE (1989-1999)- a turbo version that turned the Starlet GT into a "crazy stool"
On the one hand, this series has few critical points, on the other hand, it is too noticeably inferior in durability to the A series. Very weak crankshaft seals and a smaller resource of the cylinder-piston group are characteristic, moreover, formally beyond repair. You should also remember that the engine power must match the class of the car - therefore, quite suitable for Tercel, 4E-FE is already weak for Corolla, and 5E-FE for Caldina. Working at their maximum capacity, they have a shorter life and increased wear compared to larger displacement engines on the same models.
engine | V | N | M | CR | D×S | RON | IG | VD |
4E-FE | 1331 | 86/5400 | 120/4400 | 9.6 | 74.0×77.4 | 91 | DIS-2 | no* |
4E-FTE | 1331 | 135/6400 | 160/4800 | 8.2 | 74.0×77.4 | 91 | dist. | no |
5E-FE | 1496 | 89/5400 | 127/4400 | 9.8 | 74.0×87.0 | 91 | DIS-2 | no |
5E-FHE | 1496 | 115/6600 | 135/4000 | 9.8 | 74.0×87.0 | 91 | dist. | no |
"G"(R6, belt) |
It should be noted that under the same name there were two actually different engines. In the optimal form - proven, reliable and without technical frills - the engine was produced in 1990-98 ( 1G-FE type"90). Among the shortcomings is the drive of the oil pump by the timing belt, which traditionally does not benefit the latter (during a cold start with very thickened oil, the belt may jump or the teeth may be cut, there is no need for extra oil seals flowing inside the timing case), and traditionally weak oil pressure sensor. In general, an excellent unit, but you should not demand the dynamics of a racing car from a car with this engine.
In 1998, the engine was radically changed, by increasing the compression ratio and maximum speed, the power increased by 20 hp. The engine received a VVT system, an intake manifold geometry change system (ACIS), distributorless ignition and an electronically controlled throttle valve (ETCS). The most serious changes affected the mechanical part, where only the general layout was preserved - the design and filling of the block head completely changed, a belt tensioner appeared, the cylinder block and the entire cylinder-piston group were updated, the crankshaft changed. For the most part, 1G-FE type 90 and type 98 spare parts are not interchangeable. Valves when the timing belt breaks now bent. The reliability and resource of the new engine have certainly decreased, but most importantly - from the legendary indestructibility, ease of maintenance and unpretentiousness, one name remained in it.
engine | V | N | M | CR | D×S | RON | IG | VD |
1G-FE type"90 | 1988 | 140/5700 | 185/4400 | 9.6 | 75.0x75.0 | 91 | dist. | no |
1G-FE type"98 | 1988 | 160/6200 | 200/4400 | 10.0 | 75.0x75.0 | 91 | DIS-6 | yes |
"K"(R4, chain + OHV) |
Extremely reliable and archaic (lower camshaft in the block) design with a good margin of safety. A common drawback is the modest characteristics corresponding to the time the series appeared.
5K (1978-2013), 7K (1996-1998)- carburetor versions. The main and practically the only problem is the too complicated power system, instead of trying to repair or adjust it, it is optimal to immediately install a simple carburetor for locally produced cars.
7K-E (1998-2007)- the latest injector modification.
Engine | V | N | M | CR | D×S | RON | IG | VD |
5K | 1496 | 70/4800 | 115/3200 | 9.3 | 80.5x75.0 | 91 | dist. | - |
7K | 1781 | 76/4600 | 140/2800 | 9.5 | 80.5×87.5 | 91 | dist. | - |
7K-E | 1781 | 82/4800 | 142/2800 | 9.0 | 80.5×87.5 | 91 | dist. | - |
"S"(R4, belt) |
3S-FE (1986-2003)- the base engine of the series is powerful, reliable and unpretentious. Without critical flaws, although not ideal - quite noisy, prone to age-related oil burnout (with a mileage of over 200 thousand km), the timing belt is overloaded with a pump and oil pump drive, and is inconveniently tilted under the hood. The best engine modifications have been produced since 1990, but the updated version that appeared in 1996 could no longer boast of the same trouble-free operation. Serious defects include broken connecting rod bolts, which occur mainly on the late type "96 - see Fig. "3S Engines and the Fist of Friendship" . Once again it is worth recalling that it is dangerous to reuse connecting rod bolts on the S series.
4S-FE (1990-2001)- variant with a reduced working volume, in design and operation is completely similar to 3S-FE. Its characteristics are sufficient for most models, with the exception of the Mark II family.
3S-GE (1984-2005)- a forced engine with a "Yamaha head block", produced in a variety of options with varying degrees of forcing and varying design complexity for sported models based on the D-class. Its versions were among the first Toyota engines with VVT, and the first with DVVT (Dual VVT - a variable valve timing system on the intake and exhaust camshafts).
3S-GTE (1986-2007)- turbocharged version. It is useful to recall the features of supercharged engines: high maintenance costs (the best oil and the minimum frequency of its replacements, the best fuel), additional difficulties in maintenance and repair, a relatively low resource of a forced engine, and a limited resource of turbines. Ceteris paribus, it should be remembered: even the first Japanese buyer did not take a turbo engine to drive "to the bakery", so the question of the residual life of the engine and the car as a whole will always be open, and this is triple critical for a used car in the Russian Federation.
3S-FSE (1996-2001)- version with direct injection (D-4). Worst Toyota gasoline engine ever. An example of how easily an irrepressible thirst for improvement can turn an excellent engine into a nightmare. Take cars with this engine absolutely not recommended.
The first problem is the wear of the injection pump, as a result of which a significant amount of gasoline enters the engine crankcase, which leads to catastrophic wear of the crankshaft and all other "rubbing" elements. In the intake manifold, due to the operation of the EGR system, a large amount of carbon accumulates, which affects the ability to start. "Fist of Friendship"
- standard end of career for most 3S-FSE (defect officially recognized by the manufacturer ... in April 2012). However, there are enough problems in other engine systems, which have little in common with normal S-series engines.
5S-FE (1992-2001)- version with increased working volume. The disadvantage is that, as on most gasoline engines with a volume of more than two liters, the Japanese used a gear-driven balancing mechanism here (non-switchable and difficult to adjust), which could not but affect the overall level of reliability.
engine | V | N | M | CR | D×S | RON | IG | VD |
3S-FE | 1998 | 140/6000 | 186/4400 | 9,5 | 86.0×86.0 | 91 | DIS-2 | no |
3S-FSE | 1998 | 145/6000 | 196/4400 | 11,0 | 86.0×86.0 | 91 | DIS-4 | yes |
3S-GE vvt | 1998 | 190/7000 | 206/6000 | 11,0 | 86.0×86.0 | 95 | DIS-4 | yes |
3S-GTE | 1998 | 260/6000 | 324/4400 | 9,0 | 86.0×86.0 | 95 | DIS-4 | yes* |
4S-FE | 1838 | 125/6000 | 162/4600 | 9,5 | 82.5×86.0 | 91 | DIS-2 | no |
5S-FE | 2164 | 140/5600 | 191/4400 | 9,5 | 87.0×91.0 | 91 | DIS-2 | no |
FZ (R6, chain+gears) |
engine | V | N | M | CR | D×S | RON | IG | VD |
1FZ-F | 4477 | 190/4400 | 363/2800 | 9.0 | 100.0×95.0 | 91 | dist. | - |
1FZ-FE | 4477 | 224/4600 | 387/3600 | 9.0 | 100.0×95.0 | 91 | DIS-3 | - |
"JZ"(R6, belt) |
1JZ-GE (1990-2007)- the base engine for the domestic market.
2JZ-GE (1991-2005)- "worldwide" option.
1JZ-GTE (1990-2006)- turbocharged version for the domestic market.
2JZ-GTE (1991-2005)- "worldwide" turbo version.
1JZ-FSE, 2JZ-FSE (2001-2007)- not the best options with direct injection.
The motors do not have significant drawbacks, they are very reliable with reasonable operation and proper care (except that they are sensitive to moisture, especially in the DIS-3 version, so it is not recommended to wash them). They are considered ideal blanks for tuning of varying degrees of viciousness.
After modernization in 1995-96. engines received a VVT system and distributorless ignition, became a little more economical and more powerful. It would seem that this is one of the rare cases when the updated Toyota motor did not lose its reliability - however, more than once I had to not only hear about problems with the connecting rod and piston group, but also see the consequences of piston sticking, followed by their destruction and bending of the connecting rods.
engine | V | N | M | CR | D×S | RON | IG | VD |
1JZ-FSE | 2491 | 200/6000 | 250/3800 | 11.0 | 86.0×71.5 | 95 | DIS-3 | yes |
1JZ-GE | 2491 | 180/6000 | 235/4800 | 10.0 | 86.0×71.5 | 95 | dist. | no |
1JZ-GE vvt | 2491 | 200/6000 | 255/4000 | 10.5 | 86.0×71.5 | 95 | DIS-3 | - |
1JZ-GTE | 2491 | 280/6200 | 363/4800 | 8.5 | 86.0×71.5 | 95 | DIS-3 | no |
1JZ-GTE vvt | 2491 | 280/6200 | 378/2400 | 9.0 | 86.0×71.5 | 95 | DIS-3 | no |
2JZ-FSE | 2997 | 220/5600 | 300/3600 | 11,3 | 86.0×86.0 | 95 | DIS-3 | yes |
2JZ-GE | 2997 | 225/6000 | 284/4800 | 10.5 | 86.0×86.0 | 95 | dist. | no |
2JZ-GE vvt | 2997 | 220/5800 | 294/3800 | 10.5 | 86.0×86.0 | 95 | DIS-3 | - |
2JZ-GTE | 2997 | 280/5600 | 470/3600 | 9,0 | 86.0×86.0 | 95 | DIS-3 | no |
"MZ"(V6, belt) |
1MZ-FE (1993-2008)- Improved replacement for the VZ series. The light-alloy lined cylinder block does not imply the possibility of a major overhaul with a bore for the repair size, there is a tendency to coking the oil and increased carbon formation due to intense thermal conditions and cooling features. On later versions, a mechanism for changing the valve timing appeared.
2MZ-FE (1996-2001)- a simplified version for the domestic market.
3MZ-FE (2003-2012)- Larger displacement variant for the North American market and hybrid powertrains.
engine | V | N | M | CR | D×S | RON | IG | VD |
1MZ-FE | 2995 | 210/5400 | 290/4400 | 10.0 | 87.5×83.0 | 91-95 | DIS-3 | no |
1MZ-FE vvt | 2995 | 220/5800 | 304/4400 | 10.5 | 87.5×83.0 | 91-95 | DIS-6 | yes |
2MZ-FE | 2496 | 200/6000 | 245/4600 | 10.8 | 87.5×69.2 | 95 | DIS-3 | yes |
3MZ-FE vvt | 3311 | 211/5600 | 288/3600 | 10.8 | 92.0×83.0 | 91-95 | DIS-6 | yes |
3MZ-FE vvt hp | 3311 | 234/5600 | 328/3600 | 10.8 | 92.0×83.0 | 91-95 | DIS-6 | yes |
"RZ"(R4, chain) |
3RZ-FE (1995-2003)- the largest in-line four in the Toyota range, on the whole it is characterized positively, you can only pay attention to the overcomplicated timing drive and balancing mechanism. The engine was often installed on models of the Gorky and Ulyanovsk automobile plants of the Russian Federation. As for consumer properties, the main thing is not to count on the high thrust-to-weight ratio of fairly heavy models equipped with this engine.
engine | V | N | M | CR | D×S | RON | IG | VD |
2RZ-E | 2438 | 120/4800 | 198/2600 | 8.8 | 95.0×86.0 | 91 | dist. | - |
3RZ-FE | 2693 | 150/4800 | 235/4000 | 9.5 | 95.0×95.0 | 91 | DIS-4 | - |
"TZ"(R4, chain) |
2TZ-FE (1990-1999)- base engine.
2TZ-FZE (1994-1999)- forced version with a mechanical supercharger.
engine | V | N | M | CR | D×S | RON | IG | VD |
2TZ-FE | 2438 | 135/5000 | 204/4000 | 9.3 | 95.0×86.0 | 91 | dist. | - |
2TZ-FZE | 2438 | 160/5000 | 258/3600 | 8.9 | 95.0×86.0 | 91 | dist. | - |
UZ(V8, belt) |
1UZ-FE (1989-2004)- the base engine of the series, for passenger cars. In 1997, he received variable valve timing and distributorless ignition.
2UZ-FE (1998-2012)- version for heavy jeeps. In 2004 received variable valve timing.
3UZ-FE (2001-2010)- 1UZ replacement for passenger cars.
engine | V | N | M | CR | D×S | RON | IG | VD |
1UZ-FE | 3968 | 260/5400 | 353/4600 | 10.0 | 87.5×82.5 | 95 | dist. | - |
1UZ-FE vvt | 3968 | 280/6200 | 402/4000 | 10.5 | 87.5×82.5 | 95 | DIS-8 | - |
2UZ-FE | 4663 | 235/4800 | 422/3600 | 9.6 | 94.0×84.0 | 91-95 | DIS-8 | - |
2UZ-FE vvt | 4663 | 288/5400 | 448/3400 | 10.0 | 94.0×84.0 | 91-95 | DIS-8 | - |
3UZ-FE vvt | 4292 | 280/5600 | 430/3400 | 10.5 | 91.0×82.5 | 95 | DIS-8 | - |
"VZ"(V6, belt) |
Lightweight options proved to be unreliable and capricious: a fair amount of love for gasoline, oil consumption, a tendency to overheat (which usually leads to warping and cracking of cylinder heads), increased wear on the crankshaft main journals, and a sophisticated fan hydraulic drive. And to everything - the relative rarity of spare parts.
5VZ-FE (1995-2004)- used on HiLux Surf 180-210, LC Prado 90-120, large vans of the HiAce SBV family. This engine turned out to be unlike its counterparts and quite unpretentious.
engine | V | N | M | CR | D×S | RON | IG | VD |
1VZ-FE | 1992 | 135/6000 | 180/4600 | 9.6 | 78.0×69.5 | 91 | dist. | yes |
2VZ-FE | 2507 | 155/5800 | 220/4600 | 9.6 | 87.5×69.5 | 91 | dist. | yes |
3VZ-E | 2958 | 150/4800 | 245/3400 | 9.0 | 87.5×82.0 | 91 | dist. | no |
3VZ-FE | 2958 | 200/5800 | 285/4600 | 9.6 | 87.5×82.0 | 95 | dist. | yes |
4VZ-FE | 2496 | 175/6000 | 224/4800 | 9.6 | 87.5×69.2 | 95 | dist. | yes |
5VZ-FE | 3378 | 185/4800 | 294/3600 | 9.6 | 93.5×82.0 | 91 | DIS-3 | yes |
"AZ"(R4, chain) |
Details about the design and problems - see the big review "A-Series" .
The most serious and widespread defect is the spontaneous destruction of the thread for the cylinder head bolts, leading to a violation of the tightness of the gas joint, damage to the gasket and all the ensuing consequences.
Note. For Japanese cars 2005-2014 issue valid recall campaign on oil consumption.
engine V N M CR D×S RON
1AZ-FE 1998
150/6000
192/4000
9.6
86.0×86.0 91
1AZ-FSE 1998
152/6000
200/4000
9.8
86.0×86.0 91
2AZ-FE 2362
156/5600
220/4000
9.6
88.5×96.0 91
2AZ-FSE 2362
163/5800
230/3800
11.0
88.5×96.0 91
Replacement of the E and A series, installed since 1997 on models of classes "B", "C", "D" (Vitz, Corolla, Premio families).
"NZ"(R4, chain)
For more information about the design and differences in modifications, see the large review "NZ Series" .
Despite the fact that the engines of the NZ series are structurally similar to the ZZ, they are sufficiently forced and work even on class "D" models, of all the engines of the 3rd wave they can be considered the most trouble-free.
engine | V | N | M | CR | D×S | RON |
1NZ-FE | 1496 | 109/6000 | 141/4200 | 10.5 | 75.0×84.7 | 91 |
2NZ-FE | 1298 | 87/6000 | 120/4400 | 10.5 | 75.0×73.5 | 91 |
"SZ"(R4, chain) |
engine | V | N | M | CR | D×S | RON |
1SZ-FE | 997 | 70/6000 | 93/4000 | 10.0 | 69.0×66.7 | 91 |
2SZ-FE | 1296 | 87/6000 | 116/3800 | 11.0 | 72.0×79.6 | 91 |
3SZ-VE | 1495 | 109/6000 | 141/4400 | 10.0 | 72.0×91.8 | 91 |
"ZZ"(R4, chain) |
Details about the design and problems - see the review "Series ZZ. No room for error" .
1ZZ-FE (1998-2007)- the basic and most common engine of the series.
2ZZ-GE (1999-2006)- uprated engine with VVTL (VVT plus the first generation variable valve lift system), which has little in common with the base engine. The most "gentle" and short-lived of the charged Toyota engines.
3ZZ-FE, 4ZZ-FE (1999-2009)- versions for European market models. A special drawback - the lack of a Japanese analogue does not allow you to purchase a budget contract motor.
engine | V | N | M | CR | D×S | RON |
1ZZ-FE | 1794 | 127/6000 | 170/4200 | 10.0 | 79.0×91.5 | 91 |
2ZZ-GE | 1795 | 190/7600 | 180/6800 | 11.5 | 82.0×85.0 | 95 |
3ZZ-FE | 1598 | 110/6000 | 150/4800 | 10.5 | 79.0×81.5 | 95 |
4ZZ-FE | 1398 | 97/6000 | 130/4400 | 10.5 | 79.0×71.3 | 95 |
"AR"(R4, chain) |
Details about the design and various modifications - see the review "AR Series" .
engine | V | N | M | CR | D×S | RON |
1AR-FE | 2672 | 182/5800 | 246/4700 | 10.0 | 89.9×104.9 | 91 |
2AR-FE | 2494 | 179/6000 | 233/4000 | 10.4 | 90.0×98.0 | 91 |
2AR-FXE | 2494 | 160/5700 | 213/4500 | 12.5 | 90.0×98.0 | 91 |
2AR-FSE | 2494 | 174/6400 | 215/4400 | 13.0 | 90.0×98.0 | 91 |
5AR-FE | 2494 | 179/6000 | 234/4100 | 10.4 | 90.0×98.0 | - |
6AR-FSE | 1998 | 165/6500 | 199/4600 | 12.7 | 86.0×86.0 | - |
8AR-FTS | 1998 | 238/4800 | 350/1650 | 10.0 | 86.0×86.0 | 95 |
"GR"(V6, chain) |
Details about the design and problems - see the big review "GR Series" .
engine | V | N | M | CR | D×S | RON |
1GR-FE | 3955 | 249/5200 | 380/3800 | 10.0 | 94.0×95.0 | 91-95 |
2GR-FE | 3456 | 280/6200 | 344/4700 | 10.8 | 94.0×83.0 | 91-95 |
2GR-FKS | 3456 | 280/6200 | 344/4700 | 11.8 | 94.0×83.0 | 91-95 |
2GR-FKS hp | 3456 | 300/6300 | 380/4800 | 11.8 | 94.0×83.0 | 91-95 |
2GR-FSE | 3456 | 315/6400 | 377/4800 | 11.8 | 94.0×83.0 | 95 |
3GR-FE | 2994 | 231/6200 | 300/4400 | 10.5 | 87.5×83.0 | 95 |
3GR-FSE | 2994 | 256/6200 | 314/3600 | 11.5 | 87.5×83.0 | 95 |
4GR-FSE | 2499 | 215/6400 | 260/3800 | 12.0 | 83.0×77.0 | 91-95 |
5GR-FE | 2497 | 193/6200 | 236/4400 | 10.0 | 87.5×69.2 | - |
6GR-FE | 3956 | 232/5000 | 345/4400 | - | 94.0×95.0 | - |
7GR-FKS | 3456 | 272/6000 | 365/4500 | 11.8 | 94.0×83.0 | - |
8GR-FKS | 3456 | 311/6600 | 380/4800 | 11.8 | 94.0×83.0 | 95 |
8GR-FXS | 3456 | 295/6600 | 350/5100 | 13.0 | 94.0×83.0 | 95 |
"KR"(R3, chain) |
engine | V | N | M | CR | D×S | RON |
1KR-FE | 996 | 71/6000 | 94/3600 | 10.5 | 71.0×83.9 | 91 |
1KR-FE | 996 | 69/6000 | 92/3600 | 12.5 | 71.0×83.9 | 91 |
1KR-VET | 996 | 98/6000 | 140/2400 | 9.5 | 71.0×83.9 | 91 |
"LR"(V10, chain) |
engine | V | N | M | CR | D×S | RON |
1LR-GUE | 4805 | 552/8700 | 480/6800 | 12.0 | 88.0×79.0 | 95 |
"NR"(R4, chain) |
Details about the design and modifications - see the review "NR Series" .
engine | V | N | M | CR | D×S | RON |
1NR-FE | 1329 | 100/6000 | 132/3800 | 11.5 | 72.5×80.5 | 91 |
2NR-FE | 1496 | 90/5600 | 132/3000 | 10.5 | 72.5×90.6 | 91 |
2NR-FKE | 1496 | 109/5600 | 136/4400 | 13.5 | 72.5×90.6 | 91 |
3NR-FE | 1197 | 80/5600 | 104/3100 | 10.5 | 72.5×72.5 | - |
4NR-FE | 1329 | 99/6000 | 123/4200 | 11.5 | 72.5×80.5 | - |
5NR-FE | 1496 | 107/6000 | 140/4200 | 11.5 | 72.5×90.6 | - |
8NR-FTS | 1197 | 116/5200 | 185/1500 | 10.0 | 71.5×74.5 | 91-95 |
"TR"(R4, chain) |
Note. Some 2013 2TR-FE vehicles are under a global recall campaign to replace defective valve springs.
engine | V | N | M | CR | D×S | RON |
1TR-FE | 1998 | 136/5600 | 182/4000 | 9.8 | 86.0×86.0 | 91 |
2TR-FE | 2693 | 151/4800 | 241/3800 | 9.6 | 95.0×95.0 | 91 |
"UR"(V8, chain) |
1UR-FSE- the base engine of the series, for passenger cars, with a mixed injection D-4S and an electric drive for changing the phases at the inlet VVT-iE.
1UR-FE- with distributed injection, for cars and jeeps.
2UR-GSE- uprated version "with Yamaha heads", titanium inlet valves, D-4S and VVT-iE - for -F Lexus models.
2UR-FSE- for hybrid power plants of top Lexus - with D-4S and VVT-iE.
3UR-FE- the largest Toyota gasoline engine for heavy jeeps, with distributed injection.
engine | V | N | M | CR | D×S | RON |
1UR-FE | 4608 | 310/5400 | 443/3600 | 10.2 | 94.0×83.1 | 91-95 |
1UR-FSE | 4608 | 342/6200 | 459/3600 | 10.5 | 94.0×83.1 | 91-95 |
1UR-FSE hp | 4608 | 392/6400 | 500/4100 | 11.8 | 94.0×83.1 | 91-95 |
2UR-FSE | 4969 | 394/6400 | 520/4000 | 10.5 | 94.0×89.4 | 95 |
2UR-GSE | 4969 | 477/7100 | 530/4000 | 12.3 | 94.0×89.4 | 95 |
3UR-FE | 5663 | 383/5600 | 543/3600 | 10.2 | 94.0×102.1 | 91 |
"ZR"(R4, chain) |
Typical defects: increased oil consumption on some versions, sludge deposits in combustion chambers, knocking of VVT actuators at start-up, pump leaks, oil leak from under the chain cover, traditional EVAP problems, forced idle errors, hot start problems due to pressure fuel, defective alternator pulley, freezing of the starter retractor relay. Versions with Valvematic - vacuum pump noise, controller errors, controller separation from the VM drive control shaft, followed by engine shutdown.
engine | V | N | M | CR | D×S | RON |
1ZR-FE | 1598 | 124/6000 | 157/5200 | 10.2 | 80.5×78.5 | 91 |
2ZR-FE | 1797 | 136/6000 | 175/4400 | 10.0 | 80.5×88.3 | 91 |
2ZR-FAE | 1797 | 144/6400 | 176/4400 | 10.0 | 80.5×88.3 | 91 |
2ZR-FXE | 1797 | 98/5200 | 142/3600 | 13.0 | 80.5×88.3 | 91 |
3ZR-FE | 1986 | 143/5600 | 194/3900 | 10.0 | 80.5×97.6 | 91 |
3ZR-FAE | 1986 | 158/6200 | 196/4400 | 10.0 | 80.5×97.6 | 91 |
4ZR-FE | 1598 | 117/6000 | 150/4400 | - | 80.5×78.5 | - |
5ZR-FXE | 1797 | 99/5200 | 142/4000 | 13.0 | 80.5×88.3 | 91 |
6ZR-FE | 1986 | 147/6200 | 187/3200 | 10.0 | 80.5×97.6 | - |
8ZR-FXE | 1797 | 99/5200 | 142/4000 | 13.0 | 80.5×88.3 | 91 |
"A25A/M20A"(R4, chain) |
Design features. High "geometric" compression ratio, long-stroke, Miller/Atkinson cycle operation, balancing mechanism. Cylinder head - "laser-sprayed" valve seats (like the ZZ series), straightened inlet channels, hydraulic lifters, DVVT (at the inlet - VVT-iE with electric drive), built-in EGR circuit with cooling. Injection - D-4S (mixed, into the intake ports and into the cylinders), the requirements for the octane of gasoline are reasonable. Cooling - electric pump (a first for Toyota), electronically controlled thermostat. Lubrication - variable displacement oil pump.
M20A (2018-)- the third motor of the family, for the most part similar to the A25A, of noteworthy features - a laser notch on the piston skirt and GPF.
engine | V | N | M | CR | D×S | RON |
M20A-FKS | 1986 | 170/6600 | 205/4800 | 13.0 | 80.5×97.6 | 91 |
M20A-FXS | 1986 | 145/6000 | 180/4400 | 14.0 | 80.5×97.6 | 91 |
A25A-FKS | 2487 | 205/6600 | 250/4800 | 13.0 | 87.5×103.4 | 91 |
A25A-FXS | 2487 | 177/5700 | 220/3600-5200 | 14.1 | 87.5×103.4 | 91 |
"V35A"(V6, chain) |
Design features - long-stroke, DVVT (intake - VVT-iE with electric drive), "laser-sprayed" valve seats, twin-turbo (two parallel compressors integrated into the exhaust manifolds, electronically controlled WGT) and two liquid intercoolers, mixed injection D-4ST (intake ports and cylinders), electronically controlled thermostat.
A few general words about the choice of engine - "Gasoline or diesel?"
"C"(R4, belt) |
Atmospheric versions (2C, 2C-E, 3C-E) are generally reliable and unpretentious, but they had too modest characteristics, and fuel equipment on versions with electronically controlled high-pressure fuel pumps required qualified diesel operators to service them.
Turbocharged variants (2C-T, 2C-TE, 3C-T, 3C-TE) often showed a high tendency to overheat (with gasket burnout, cylinder head cracks and warping) and rapid wear of turbine seals. To a greater extent, this manifested itself in minibuses and heavy vehicles with more stressful working conditions, and the most canonical example of a bad diesel engine is the Estima with 3C-T, where the horizontally located engine regularly overheated, categorically did not tolerate fuel of "regional" quality, and at the first opportunity knocked out all the oil through the seals.
engine | V | N | M | CR | D×S |
1C | 1838 | 64/4700 | 118/2600 | 23.0 | 83.0×85.0 |
2C | 1975 | 72/4600 | 131/2600 | 23.0 | 86.0×85.0 |
2C-E | 1975 | 73/4700 | 132/3000 | 23.0 | 86.0×85.0 |
2C-T | 1975 | 90/4000 | 170/2000 | 23.0 | 86.0×85.0 |
2C-TE | 1975 | 90/4000 | 203/2200 | 23.0 | 86.0×85.0 |
3C-E | 2184 | 79/4400 | 147/4200 | 23.0 | 86.0×94.0 |
3C-T | 2184 | 90/4200 | 205/2200 | 22.6 | 86.0×94.0 |
3C-TE | 2184 | 105/4200 | 225/2600 | 22.6 | 86.0×94.0 |
"L"(R4, belt) |
In terms of reliability, one can draw a complete analogy with the C series: relatively successful, but low-power aspirated (2L, 3L, 5L-E) and problematic turbodiesels (2L-T, 2L-TE). For supercharged versions, the head of the block can be considered a consumable item, and even critical modes are not required - a long drive along the highway is enough.
engine | V | N | M | CR | D×S |
L | 2188 | 72/4200 | 142/2400 | 21.5 | 90.0×86.0 |
2L | 2446 | 85/4200 | 165/2400 | 22.2 | 92.0×92.0 |
2L-T | 2446 | 94/4000 | 226/2400 | 21.0 | 92.0×92.0 |
2L-TE | 2446 | 100/3800 | 220/2400 | 21.0 | 92.0×92.0 |
3L | 2779 | 90/4000 | 200/2400 | 22.2 | 96.0×96.0 |
5L-E | 2986 | 95/4000 | 197/2400 | 22.2 | 99.5×96.0 |
"N"(R4, belt) |
They had modest characteristics (even with supercharging), worked in stressful conditions, and therefore had a small resource. Sensitive to oil viscosity, prone to crankshaft damage on cold start. There is practically no technical documentation (therefore, for example, it is impossible to perform the correct adjustment of the injection pump), spare parts are extremely rare.
engine | V | N | M | CR | D×S |
1N | 1454 | 54/5200 | 91/3000 | 22.0 | 74.0×84.5 |
1N-T | 1454 | 67/4200 | 137/2600 | 22.0 | 74.0×84.5 |
"HZ" (R6, gears+belt) |
1HZ (1989-) - due to the simple design (cast iron, SOHC with pushers, 2 valves per cylinder, simple injection pump, swirl chamber, aspirated) and the lack of forcing, it turned out to be the best Toyota diesel in terms of reliability.
1HD-T (1990-2002) - received a chamber in the piston and turbocharging, 1HD-FT (1995-1988) - 4 valves per cylinder (SOHC with rocker arms), 1HD-FTE (1998-2007) - electronic injection pump control.
engine | V | N | M | CR | D×S |
1HZ | 4163 | 130/3800 | 284/2200 | 22.7 | 94.0×100.0 |
1HD-T | 4163 | 160/3600 | 360/2100 | 18.6 | 94.0×100.0 |
1HD-FT | 4163 | 170/3600 | 380/2500 | 18.,6 | 94.0×100.0 |
1HD-FTE | 4163 | 204/3400 | 430/1400-3200 | 18.8 | 94.0×100.0 |
"KZ" (R4, gears+belt) |
Structurally, it was made more complicated than the L series - a gear-belt drive for the timing, injection pump and balancing mechanism, mandatory turbocharging, a quick transition to an electronic injection pump. However, the increased displacement and a significant increase in torque contributed to getting rid of many of the shortcomings of the predecessor, even despite the high cost of spare parts. However, the legend of "outstanding reliability" was actually formed at a time when there were disproportionately fewer of these engines than the familiar and problematic 2L-T.
engine | V | N | M | CR | D×S |
1KZ-T | 2982 | 125/3600 | 287/2000 | 21.0 | 96.0×103.0 |
1KZ-TE | 2982 | 130/3600 | 331/2000 | 21.0 | 96.0×103.0 |
"WZ" (R4, belt / belt+chain) |
1WZ- Peugeot DW8 (SOHC 8V) - a simple atmospheric diesel engine with a distribution injection pump.
The rest are traditional common rail turbocharged engines, also used by Peugeot/Citroen, Ford, Mazda, Volvo, Fiat...
2WZ-TV- Peugeot DV4 (SOHC 8V).
3WZ-TV- Peugeot DV6 (SOHC 8V).
4WZ-FTV, 4WZ-FHV- Peugeot DW10 (DOHC 16V).
engine | V | N | M | CR | D×S |
1WZ | 1867 | 68/4600 | 125/2500 | 23.0 | 82.2×88.0 |
2WZ-TV | 1398 | 54/4000 | 130/1750 | 18.0 | 73.7×82.0 |
3WZ-TV | 1560 | 90/4000 | 180/1500 | 16.5 | 75.0×88.3 |
4WZ-FTV | 1997 | 128/4000 | 320/2000 | 16.5 | 85.0×88.0 |
4WZ-FHV | 1997 | 163/3750 | 340/2000 | 16.5 | 85.0×88.0 |
"WW"(R4, chain) |
The level of technology and consumer qualities corresponds to the middle of the last decade and is partly even inferior to the AD series. Alloy sleeve block with closed cooling jacket, DOHC 16V, common rail with electromagnetic injectors (injection pressure 160 MPa), VGT, DPF+NSR...
The most famous negative of this series is the inherent problems with the timing chain, which have been solved by the Bavarians since 2007.
engine | V | N | M | CR | D×S |
1WW | 1598 | 111/4000 | 270/1750 | 16.5 | 78.0×83.6 |
2WW | 1995 | 143/4000 | 320/1750 | 16.5 | 84.0×90.0 |
"AD"(R4, chain) |
3rd wave design - "disposable" light alloy sleeved block with open cooling jacket, 4 valves per cylinder (DOHC with hydraulic lifters), timing chain drive, variable geometry turbine (VGT), on engines with a displacement of 2.2 l balancing mechanism is installed. Fuel system - common-rail, injection pressure 25-167 MPa (1AD-FTV), 25-180 (2AD-FTV), 35-200 MPa (2AD-FHV), forced versions use piezoelectric injectors. Against the background of competitors, the specific characteristics of the AD series engines can be called decent, but not outstanding.
Serious congenital disease - high oil consumption and the resulting problems with widespread carbon formation (from clogging the EGR and intake tract to deposits on the pistons and damage to the cylinder head gasket), the guarantee covers the replacement of pistons, rings and all crankshaft bearings. Also characteristic: coolant leakage through the cylinder head gasket, pump leakage, failures of the particulate filter regeneration system, destruction of the throttle actuator, oil leakage from the sump, defective injector booster (EDU) and the injectors themselves, destruction of the injection pump internals.
More about the design and problems - see the big overview "A-Series" .
engine | V | N | M | CR | D×S |
1AD-FTV | 1998 | 126/3600 | 310/1800-2400 | 15.8 | 86.0×86.0 |
2AD-FTV | 2231 | 149/3600 | 310..340/2000-2800 | 16.8 | 86.0×96.0 |
2AD-FHV | 2231 | 149...177/3600 | 340..400/2000-2800 | 15.8 | 86.0×96.0 |
"GD"(R4, chain) |
For a short period of operation, special problems have not yet had time to manifest themselves, except that many owners have experienced in practice what "modern environmentally friendly Euro V diesel with DPF" means ...
engine | V | N | M | CR | D×S |
1GD-FTV | 2755 | 177/3400 | 450/1600 | 15.6 | 92.0×103.6 |
2GD-FTV | 2393 | 150/3400 | 400/1600 | 15.6 | 92.0×90.0 |
"KD" (R4, gears+belt) |
Structurally close to KZ - a cast-iron block, a timing gear-belt drive, a balancing mechanism (on 1KD), however, a VGT turbine is already used. Fuel system - common-rail, injection pressure 32-160 MPa (1KD-FTV, 2KD-FTV HI), 30-135 MPa (2KD-FTV LO), electromagnetic injectors on older versions, piezoelectric on versions with Euro-5.
For a decade and a half on the assembly line, the series has become morally obsolete - technical characteristics are modest by modern standards, mediocre efficiency, a "tractor" level of comfort (in terms of vibrations and noise). The most serious design defect - the destruction of the pistons () - is officially recognized by Toyota.
engine | V | N | M | CR | D×S |
1KD-FTV | 2982 | 160..190/3400 | 320..420/1600-3000 | 16.0..17.9 | 96.0×103.0 |
2KD-FTV | 2494 | 88..117/3600 | 192..294/1200-3600 | 18.5 | 92.0×93.8 |
"ND"(R4, chain) |
Design - "disposable" light alloy sleeved block with an open cooling jacket, 2 valves per cylinder (SOHC with rockers), timing chain drive, VGT turbine. Fuel system - common-rail, injection pressure 30-160 MPa, electromagnetic injectors.
One of the most problematic modern diesel engines in operation with a long list of only congenital "warranty" diseases is a violation of the tightness of the block head joint, overheating, destruction of the turbine, oil consumption and even excessive draining of fuel into the crankcase with a recommendation for the subsequent replacement of the cylinder block ...
engine | V | N | M | CR | D×S |
1ND TV | 1364 | 90/3800 | 190..205/1800-2800 | 17.8..16.5 | 73.0×81.5 |
"VD" (V8, gears+chain) |
Design - cast iron block, 4 valves per cylinder (DOHC with hydraulic lifters), timing gear-chain drive (two chains), two VGT turbines. Fuel system - common-rail, injection pressure 25-175 MPa (HI) or 25-129 MPa (LO), electromagnetic injectors.
In operation - los ricos tambien lloran: congenital oil waste is no longer considered a problem, everything is traditional with nozzles, but problems with liners have exceeded any expectations.
engine | V | N | M | CR | D×S |
1VD-FTV | 4461 | 220/3600 | 430/1600-2800 | 16.8 | 86.0×96.0 |
1VD-FTV hp | 4461 | 285/3600 | 650/1600-2800 | 16.8 | 86.0×96.0 |
General remarks |
Some explanations for the tables, as well as obligatory comments on the operation and selection of consumables, would make this material very heavy. Therefore, questions that are self-sufficient in meaning were moved to separate articles.
Octane number
General advice and recommendations from the manufacturer - "What gasoline do we pour into Toyota?"
Engine oil
General tips for choosing engine oil - "What kind of oil do we pour into the engine?"
Spark plug
General notes and catalog of recommended candles - "Spark plug"
Batteries
Some recommendations and a catalog of standard batteries - "Batteries for Toyota"
Power
A little more about the characteristics - "Rated performance characteristics of Toyota engines"
Refueling tanks
Manufacturer's Guide - "Filling volumes and liquids"
Timing drive in historical context |
The most archaic OHV engines for the most part remained in the 1970s, but some of their representatives were modified and remained in service until the mid-2000s (K series). The lower camshaft was driven by a short chain or gears and moved the rods through hydraulic pushers. Today, OHV is used by Toyota only in the truck diesel segment.
From the second half of the 1960s, SOHC and DOHC engines of different series began to appear - initially with solid double-row chains, with hydraulic compensators or adjusting valve clearances with washers between the camshaft and the pusher (less often with screws).
The first series with a timing belt drive (A) was born only in the late 1970s, but by the mid-1980s such engines - what we call "classics" - became an absolute mainstream. First SOHC, then DOHC with the letter G in the index - "wide Twincam" with the drive of both camshafts from the belt, and then the massive DOHC with the letter F, where one of the shafts connected by a gear was driven by a belt. Clearances in DOHC were adjusted by washers above the pushrod, but some motors with Yamaha-designed heads retained the principle of placing the washers under the pushrod.
When the belt broke on most mass-produced engines, valves and pistons did not occur, with the exception of forced 4A-GE, 3S-GE, some V6s, D-4 engines and, of course, diesel engines. In the latter, due to the design features, the consequences are especially severe - valves bend, guide bushings break, and the camshaft often breaks. For gasoline engines, chance plays a certain role - in a “non-bending” engine, the piston and valve covered with a thick layer of soot sometimes collide, and in a “bending”, on the contrary, valves can successfully hang in a neutral position.
In the second half of the 1990s, fundamentally new engines of the third wave appeared, on which the timing chain drive returned and the presence of mono-VVT (variable intake phases) became standard. As a rule, chains drove both camshafts on in-line engines, on V-shaped ones, a gear drive or a short additional chain was between the camshafts of one head. Unlike the old double-row chains, the new long single-row roller chains were no longer durable. Valve clearances were now almost always set by the selection of adjusting tappets of different heights, which made the procedure too laborious, time-consuming, costly, and therefore unpopular - for the most part, the owners simply stopped monitoring the clearances.
For engines with a chain drive, cases of breakage are traditionally not considered, however, in practice, when the chain slips or is incorrectly installed, in the vast majority of cases, valves and pistons meet each other.
A peculiar derivation among the engines of this generation was the forced 2ZZ-GE with variable valve lift (VVTL-i), but in this form the concept did not receive distribution and development.
Already in the mid-2000s, the era of the next generation of engines began. In terms of timing, their main distinguishing features are Dual-VVT (variable phases at the inlet and outlet) and the revived hydraulic compensators in the valve drive. Another experiment was the second option for changing the valve lift - Valvematic on the ZR series.
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The practical advantages of a chain drive compared to a belt drive are simple: strength and durability - the chain, relatively speaking, does not break and requires less frequent scheduled replacements. The second gain, layout, is important only for the manufacturer: the drive of four valves per cylinder through two shafts (also with a phase change mechanism), the drive of the high-pressure fuel pump, pump, oil pump - require a sufficiently large belt width. Whereas installing a thin single-row chain instead of it allows you to save a couple of centimeters from the longitudinal size of the engine, and at the same time reduce the transverse size and distance between the camshafts, due to the traditionally smaller diameter of sprockets compared to pulleys in belt drives. Another small plus is less radial load on the shafts due to less preload.
But we must not forget about the standard minuses of the chains.
- Due to the inevitable wear and the appearance of play in the hinges of the links, the chain is stretched during operation.
- To combat chain stretch, either a regular chain “tightening” procedure is required (as on some archaic motors), or an automatic tensioner is installed (which is what most modern manufacturers do). The traditional hydraulic tensioner works from the general engine lubrication system, which negatively affects its durability (therefore, on new generation chain engines, Toyota places it outside, simplifying replacement as much as possible). But sometimes the stretching of the chain exceeds the limit of the adjusting capabilities of the tensioner, and then the consequences for the engine are very sad. And some third-rate automakers manage to install hydraulic tensioners without ratchet, which allows even an unworn chain to “play” with every start.
- The metal chain in the process of work inevitably "saw through" the shoes of the tensioners and dampers, gradually wears out the sprockets of the shafts, and the wear products get into the engine oil. Even worse, many owners do not change sprockets and tensioners when replacing a chain, although they must understand how quickly an old sprocket can ruin a new chain.
- Even a serviceable timing chain drive always works noticeably noisier than a belt drive. Among other things, the speed of the chain is uneven (especially with a small number of sprocket teeth), and when the link enters the engagement, a blow always occurs.
- The cost of the chain is always higher than the timing belt kit (and some manufacturers are simply inadequate).
- Replacing the chain is more laborious (the old "Mercedes" method does not work on Toyotas). And in the process, a fair amount of accuracy is required, since the valves in Toyota chain engines meet pistons.
- Some Daihatsu-derived engines use toothed chains instead of roller chains. By definition, they are quieter in operation, more accurate and more durable, but for inexplicable reasons they can sometimes slip on sprockets.
As a result - have the maintenance costs decreased with the transition to timing chains? A chain drive requires one or another intervention no less than a belt drive - hydraulic tensioners are rented out, on average, the chain itself stretches over 150 t.km ... and the costs "per circle" are higher, especially if you do not cut out the details and replace all the necessary components at the same time drive.
The chain can be good - if it is two-row, in an engine of 6-8 cylinders, and there is a three-beam star on the cover. But on classic Toyota engines, the timing belt was so good that the transition to thin long chains was a clear step back.
"Goodbye Carburetor" |
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In the post-Soviet space, the carburetor power supply system for locally produced cars will never have competitors in terms of maintainability and budget. All deep electronics - EPHH, all vacuum - automatic UOZ and crankcase ventilation, all kinematics - throttle, manual suction and drive of the second chamber (Solex). Everything is relatively simple and understandable. A penny cost allows you to literally carry a second set of power and ignition systems in the trunk, although spare parts and "dokhtura" could always be found somewhere nearby.
Toyota carburetor is a completely different matter. Just look at some 13T-U of the turn of the 70-80s - a real monster with a lot of vacuum hose tentacles ... Well, the later "electronic" carburetors generally represented the height of complexity - a catalyst, an oxygen sensor, air bypass to exhaust, bypass exhaust gases (EGR), electric suction control, two or three stages of idle control on load (electric consumers and power steering), 5-6 pneumatic actuators and two-stage dampers, ventilation of the tank and float chamber, 3-4 electro-pneumatic valves, thermo-pneumatic valves, EPHX, vacuum corrector , air heating system, a full set of sensors (coolant temperature, intake air, speed, detonation, DZ limit switch), catalyst, electronic control unit ... It's surprising why such difficulties were needed at all in the presence of modifications with normal injection, but either way otherwise, such systems, tied to vacuum, electronics and drive kinematics, worked in a very delicate balance. The balance was broken in an elementary way - not a single carburetor is immune from old age and dirt. Sometimes everything was even more stupid and simpler - an excessively impulsive "master" disconnected all the hoses in a row, but, of course, he did not remember where they were connected. Somehow it is possible to revive this miracle, but it is extremely difficult to establish the correct operation (to simultaneously maintain a normal cold start, normal warm-up, normal idle, normal load correction, normal fuel consumption). As you might guess, a few carburetors with knowledge of Japanese specifics lived only within Primorye, but after two decades, even local residents are unlikely to remember them.
As a result, Toyota distributed injection initially turned out to be simpler than late Japanese carburetors - there were not much more electrics and electronics in it, but the vacuum degenerated greatly and there were no mechanical drives with complex kinematics - which gave us such valuable reliability and maintainability.
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The most unreasonable argument in favor of the D-4 is as follows - "direct injection will soon replace traditional engines." Even if this were true, it would in no way indicate that there is no alternative to LV engines already now. For a long time, D-4 was understood, as a rule, in general, one specific engine - 3S-FSE, which was installed on relatively affordable mass-produced cars. But they were completed only three Toyota models from 1996-2001 (for the domestic market), and in each case the direct alternative was at least the version with the classic 3S-FE. And then the choice between D-4 and normal injection was usually preserved. And since the second half of the 2000s, Toyota generally abandoned the use of direct injection on engines in the mass segment (see. "Toyota D4 - prospects?" ) and began to return to this idea only ten years later.
"The engine is excellent, we just have bad gasoline (nature, people ...)" - this is again from the field of scholasticism. Let this engine be good for the Japanese, but what is the use of this in the Russian Federation? - a country of not the best gasoline, a harsh climate and imperfect people. And where instead of the mythical advantages of the D-4, only its shortcomings come out.
It is extremely dishonest to appeal to foreign experience - "but in Japan, but in Europe" ... The Japanese are deeply concerned about the far-fetched problem of CO2, the Europeans combine blinkers on reducing emissions and efficiency (it's not for nothing that more than half of the market there is occupied by diesel engines). For the most part, the population of the Russian Federation cannot compare with them in terms of income, and the quality of local fuel is inferior even to states where direct injection was not considered until a certain time - mainly because of unsuitable fuel (besides, the manufacturer of a frankly bad engine can be punished there with a dollar) .
Stories that "the D-4 engine consumes three liters less" are just plain misinformation. Even according to the passport, the maximum savings of the new 3S-FSE compared to the new 3S-FE on one model was 1.7 l / 100 km - and this is in the Japanese test cycle with very quiet modes (so the real savings were always less). With dynamic city driving, the D-4, operating in power mode, does not in principle reduce consumption. The same thing happens when driving fast on the highway - the zone of tangible efficiency of the D-4 in terms of speed and speed is small. And in general, it is incorrect to talk about "regulated" consumption for a car that is by no means new - it depends to a much greater extent on the technical condition of a particular car and driving style. Practice has shown that some of the 3S-FSE, on the contrary, consume significantly more than 3S-FE.
One could often hear "yes, you will change the cheap pump quickly and there are no problems." Whatever you say, but the obligation to regularly replace the main assembly of the engine fuel system with respect to a fresh Japanese car (especially a Toyota) is simply nonsense. And even with a regularity of 30-50 t.km, even "penny" $ 300 became not the most pleasant waste (and this price concerned only 3S-FSE). And little was said about the fact that the nozzles, which also often required replacement, cost money comparable to high-pressure fuel pumps. Of course, the standard and, moreover, already fatal problems of the 3S-FSE in terms of the mechanical part were carefully hushed up.
Perhaps not everyone thought about the fact that if the engine had already "caught the second level in the oil pan", then most likely all the rubbing parts of the engine suffered from working on a benzo-oil emulsion (you should not compare grams of gasoline that sometimes get into the oil when cold start-up and evaporating with the engine warming up, with liters of fuel constantly flowing into the crankcase).
No one warned that on this engine you should not try to "clean the throttle" - that's all correct adjusting the elements of the engine control system required the use of scanners. Not everyone knew about how the EGR system poisons the engine and coke the intake elements, requiring regular disassembly and cleaning (conditionally - every 30 t.km). Not everyone knew that trying to replace the timing belt with the "similarity method with 3S-FE" leads to a meeting of pistons and valves. Not everyone could imagine if there was at least one car service in their city that successfully solved the problems of D-4.
Why is Toyota valued in the Russian Federation in general (if there are Japanese brands cheaper-faster-sportier-more comfortable-..)? For "unpretentiousness", in the broadest sense of the word. Unpretentiousness in work, unpretentiousness to fuel, to consumables, to the choice of spare parts, to repair ... You can, of course, buy high-tech squeezes for the price of a normal car. You can carefully choose gasoline and pour a variety of chemicals inside. You can recalculate every cent saved on gasoline - whether the costs of the upcoming repairs will be covered or not (excluding nerve cells). It is possible to train local servicemen in the basics of repairing direct injection systems. You can remember the classic "something has not broken for a long time, when will it finally fall down" ... There is only one question - "Why?"
In the end, the choice of buyers is their own business. And the more people contact HB and other dubious technologies, the more customers the services will have. But elementary decency still requires to say - buying a car with a D-4 engine in the presence of other alternatives is contrary to common sense.
Retrospective experience allows us to assert that the necessary and sufficient level of emission reduction was already provided by the classic engines of the Japanese market models in the 1990s or by the Euro II standard in the European market. All that was required for this was distributed injection, one oxygen sensor and a catalyst under the bottom. Such cars worked for many years in a standard configuration, despite the disgusting quality of gasoline at that time, their own considerable age and mileage (sometimes completely exhausted oxygen tanks required replacement), and it was easy to get rid of the catalyst on them - but usually there was no such need.
The problems began with the Euro III stage and correlating standards for other markets, and then they only expanded - the second oxygen sensor, moving the catalyst closer to the outlet, switching to "cat collectors", switching to wide-band mixture composition sensors, electronic throttle control (more precisely, algorithms, deliberately worsening the response of the engine to the accelerator), increased temperature conditions, fragments of catalysts in the cylinders ...
Today, with the normal quality of gasoline and much more recent cars, the removal of catalysts with a flashing of an ECU of the Euro V> II type is massive. And if for older cars, in the end, it is possible to use an inexpensive universal catalyst instead of an obsolete one, then for the freshest and "intelligent" cars there is simply no alternative to breaking through the collector and software disabling emission control.
A few words on individual purely "environmental" excesses (gasoline engines):
- The exhaust gas recirculation (EGR) system is an absolute evil, as soon as possible it should be turned off (taking into account the specific design and the presence of feedback), stopping the poisoning and contamination of the engine with its own waste products.
- The evaporative emission system (EVAP) - works fine on Japanese and European cars, problems only occur on North American market models due to its extreme complexity and "sensitivity".
- Exhaust air supply (SAI) - an unnecessary but relatively harmless system for North American models.
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In fact, the abstract recipe for the best engine is simple - gasoline, R6 or V8, aspirated, cast-iron block, maximum safety margin, maximum working volume, distributed injection, minimum boost ... but alas, in Japan this can only be found on cars clearly "anti-people "class.
In the lower segments accessible to the mass consumer, it is no longer possible to do without compromises, so the engines here may not be the best, but at least “good”. The next task is to evaluate the motors taking into account their actual application - whether they provide an acceptable thrust-to-weight ratio and in what configurations they are installed (an ideal engine for compact models will be clearly insufficient in the middle class, a structurally more successful engine may not be aggregated with all-wheel drive, etc.) . And, finally, the time factor - all our regrets about the excellent engines that were discontinued 15-20 years ago do not mean at all that today we need to buy ancient worn-out cars with these engines. So it only makes sense to talk about the best engine in its class and in its time period.
1990s Among classic engines, it is easier to find a few unsuccessful ones than to choose the best from a mass of good ones. However, the two absolute leaders are well known - 4A-FE STD type "90" in the small class and 3S-FE type "90 in the middle class. In a large class, 1JZ-GE and 1G-FE type "90 are equally worthy of approval.
2000s As for the engines of the third wave, kind words can be found only in the address of 1NZ-FE type "99 for the small class, while the rest of the series can only compete for the title of an outsider with varying success, in the middle class there are even no "good" engines. to pay tribute to 1MZ-FE, which turned out to be not bad at all against the background of young competitors.
2010s. In general, the picture has changed a little - at least the engines of the 4th wave still look better than their predecessors. In the lower class, there is still 1NZ-FE (unfortunately, in most cases it is type "03" "upgraded" for the worse). In the older segment of the middle class, 2AR-FE performs well. As for the large class, according to a number of well-known economic and political reasons for the average consumer it no longer exists.
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However, it is better to see with examples how the new versions of the engines turned out to be worse than the old ones. About 1G-FE type "90 and type" 98 has already been said above, but what is the difference between the legendary 3S-FE type "90" and type "96"? All deteriorations are caused by the same "good intentions", such as reducing mechanical losses, reducing fuel consumption, reducing CO2 emissions. The third point refers to a completely insane (but beneficial for some) idea of a mythical fight against mythical global warming, and the positive effect of the first two turned out to be disproportionately less than the resource drop...
Deteriorations in the mechanical part refer to the cylinder-piston group. It would seem that the installation of new pistons with trimmed (T-shaped in projection) skirts to reduce friction losses could be welcomed? But in practice, it turned out that such pistons begin to knock when shifting to TDC at much shorter runs than in the classic type "90. And this knock does not mean noise in itself, but increased wear. It is worth mentioning the phenomenal stupidity of replacing fully floating piston pressable fingers.
Replacing the distributor ignition with DIS-2 in theory is characterized only positively - there are no rotating mechanical elements, longer coil life, higher ignition stability ... But in practice? It is clear that it is impossible to manually adjust the basic ignition timing. The resource of new ignition coils, in comparison with classic remote ones, even fell. The resource of high-voltage wires has expectedly decreased (now each candle sparked twice as often) - instead of 8-10 years, they served 4-6. It's good that at least the candles remained simple two-pin, and not platinum.
The catalyst has moved from under the bottom directly to the exhaust manifold in order to warm up faster and get to work. The result is a general overheating of the engine compartment, a decrease in the efficiency of the cooling system. It is unnecessary to mention the notorious consequences of the possible ingress of crushed catalyst elements into the cylinders.
Instead of pairwise or synchronous fuel injection, on many types of type "96, fuel injection became purely sequential (into each cylinder once per cycle) - more accurate dosage, loss reduction, "ecology" ... In fact, gasoline was now given before entering the cylinder much less time for evaporation, therefore, start-up characteristics at low temperatures automatically deteriorated.
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More or less reliably, we can only talk about the "resource before the bulkhead", when the engine of the mass series required the first serious intervention in the mechanical part (not counting the replacement of the timing belt). For most classic engines, the bulkhead fell on the third hundred run (about 200-250 t.km). As a rule, the intervention consisted in replacing worn or stuck piston rings and replacing valve stem seals - that is, it was just a bulkhead, and not a major overhaul (the geometry of the cylinders and hone on the walls were usually preserved).
Next-generation engines often require attention already in the second hundred thousand kilometers, and in the best case, it costs to replace the piston group (in this case, it is advisable to change the parts to those modified in accordance with the latest service bulletins). With a noticeable waste of oil and the noise of piston shifting on runs over 200 t.km, you should prepare for a big repair - severe wear of the liners leaves no other options. Toyota does not provide for the overhaul of aluminum cylinder blocks, but in practice, of course, the blocks are re-sleeved and bored. Unfortunately, reputable companies that really do high quality and professionally overhaul modern "disposable" engines throughout the country can really be counted on the fingers. But peppy reports of successful re-engineering today come already from mobile collective farm workshops and garage cooperatives - what can be said about the quality of work and the resource of such engines is probably understandable.
This question is posed incorrectly, as in the case of "absolutely the best engine." Yes, modern motors cannot be compared with classic ones in terms of reliability, durability and survivability (at least with the leaders of past years). They are much less maintainable mechanically, they become too advanced for unskilled service...
But the fact is that there is no alternative to them anymore. The emergence of new generations of motors must be taken for granted and each time re-learn how to work with them.
Of course, car owners should in every possible way avoid individual unsuccessful engines and especially unsuccessful series. Avoid engines of the earliest releases, when the traditional "running on the buyer" is still underway. If there are several modifications of a particular model, you should always choose a more reliable one - even if you sacrifice either finances or technical characteristics.
P.S. In conclusion, one cannot fail to thank Toyot for the fact that it once created engines “for people”, with simple and reliable solutions, without the frills inherent in many other Japanese and Europeans. And let the owners of cars from “advanced and advanced” manufacturers disparagingly called them kondovy - so much the better!
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Timeline for the production of diesel engines |