03.03.2017
Toyota Camry representative of cars belonging to the middle, partly business class. In the Toyota lineup, the Camry occupies a place between the Avensis/Corolla and the Avalon business sedan. The Camry was based on the widespread Toyota platform K, which is the base for cars such as Avalon, Highlander, Sienna, Venza. Camry's competitors are: Hyundai Sonata, Kia Optima, Ford Mondeo, Opel Insignia, Nissan Teana/Maxima/Altima, Mazda 6, Honda Accord, Volkswagen Passat, Subaru Legacy. Camry engines correspond to the dimensions of the car and have a displacement from 2 to 3.5 liters. We will talk about the characteristics of these engines, the oil and fuel used in them, common faults and how to fix them.
ENGINE TOYOTA 1AZ-FE/FSE 2.0 L.
The AZ series was developed in 2000. It was created to replace the popular and in-demand S family. The new engines had a lightweight cylinder block made of light aluminum, and there was a VVTi variable valve timing system on the intake shaft. Availability direct injection fuel, in order to reduce the load on the liners, an offset of the cylinder axis relative to the crankshaft axis is used. An electronic throttle valve is used. The 1AZ-FE/FSE engine is the successor to the 3S-FE/FSE, but the latter has more modifications. The Toyota 1AZ engine has the following modifications.
- 1AZ-FE base engine, with a compression ratio of 9.6 and 9.8. With a power of 145 and 150 hp. Produced since 2000.
- 1AZ-FSE (D4) is essentially similar to 1AZ-FE, but has direct fuel injection. Engine with compression ratio, 9.8, 10.5 and 11 based on modification. With engine power from 150 to 155 hp.
If we talk about 1AZ malfunctions, we can name the following.
- The thread on the cylinder head attachment block breaks. A common problem with most AZ engines. It is corrected by restoring the threads, or replacing the cylinder block with a new one, produced since 2007.
- Engine vibrations. They appear mainly with a drop to 500-600 rpm. This is not a malfunction, but a specific feature of the engine. Cleaning the idle air valve, throttle valve, injectors, EGR systems, checking the pillow.
- Jerking 1AZ engine. Cleaning the throttle body and carbon deposits on the intake manifold and flaps will probably correct the situation.
In addition, if such an engine overheats, loss of geometry may occur, which will ultimately lead to the need to replace the engine with a contract version. FSE (D4) variants are quite sensitive in relation to fuel; filling with low quality fuel can damage the fuel injection pump and injectors. Meanwhile, the timing chain is good and can withstand 200 thousand km. The block is disposable, but the engine has good resource, up to 300 thousand km. The engine is reliable if properly maintained. Based on it, he developed a larger volume unit, 2AZ 2.4 liters.
TUNING OPPORTUNITIES
There are ways to convert the engine to 2.4 liters. 2AZ, however, such options are a bit expensive. More available methods increase power, use boost. For AZ engines, manufacturers Blitz and TRD produced kit compressor options. You need to buy and install such a kit, and also add an intercooler, blowoff, thick cylinder head gasket, 440cc injectors, and a Walbro 255 lph pump. Then we remove the catalyst, or replace the exhaust with a direct-flow exhaust with a diameter of 63 mm. Then we set up Greddy E-manage Ultimate and squeeze out 200 hp.
ENGINE TOYOTA 2AR-FE/FSE/FXE
The 2AR-FE engine began coming out in 2008 to replace the 2AZ-FE with a 2.4 liter. The engine has an aluminum cylinder block and thin cast iron liners. The crankshaft has 8 counterweights, it is installed by shifting it by 10 mm in the exhaust direction. The crankshaft drives the steam balancer shafts. The pistons have been lightened and it has a floating pin. Three-layer metal gasket serves for installation of a two-shaft aluminum cylinder head and hydraulic compensators. It has a system of variable valve timing on Dual-VVTi camshafts. Phase adjustment 50 degrees for intake, 40 degrees for exhaust. The camshafts are driven by a single row timing chain. There was a 2AR-FSE version, which had different pistons (with 13 compression), as well as an excellent cylinder head, direct injection of D4-S fuel, and fresh camshafts. For Toyota and Lexus hybrids, they produced the 2AR-FXE engine, operating according to the Atkinson cycle, equipped with different pistons (compression 12.5). Based on the 2AR, they make the more serious 1AR-FE 2.7 liter. The engines are good, there are no significant complaints about their performance. But there are minor ones, such as: leaking pumps, knocking of the VVTi clutch. It is not expected that the engine can be repaired. However, the engine provided quality care and service, is distinguished by reliability and quality of work.
TUNING OPPORTUNITIES
To carry out significant tuning, you will need to invest a lot of money. A reasonable option would be to purchase a turbo kit for 2AR-FE based on the Garrett T3/T04E. They are placed under the stock piston and do not involve lowering the compression ratio. We also add a 63 mm exhaust. The presence of a boost of 0.7 bar allows you to achieve 320 hp. The stock piston can withstand 350 hp, but if it’s over 400 hp. then it’s worth purchasing forged ones. However, all this comes at a rather high cost.
ENGINE 2GR-FE/FSE/FXE/FZE
The 2GR engine was developed in 2005 to replace the 3MZ-FE, based on the 1GR 4 liter. The piston stroke was reduced to 83 mm. The engine's cylinder block is made of aluminum, liners are made of cast iron, the cylinder camber is 60 degrees, the piston is light, the connecting rods are forged. The timing belt is on a chain, with hydraulic compensators, there is no need to adjust the valves, it is equipped with a variable valve timing system for the Dual-VVTi intake and exhaust shafts. The engine also has modifications.
- 2GR-FE main engine, compression 10.8, has a power of 277 hp.
- 2GR-FSE (D4S) is similar to 2GR-FE and has direct fuel injection. Compression 11.8, has a power of 296-318 hp.
- 2GR-FXE is similar to 2GR-FE and functions according to the Atkinson cycle. Compression 12.5 - 13. Has a power of 249-295 hp.
- 2GR-FZE sport version. Installed on Lotus cars and Toyota Aurion TRD.
- 2GR-FKS is a hybrid of 2GR-FXE and 2GR-FSE and has direct fuel injection. Has a power of 278 hp. at 6000 rpm, torque 360 Nm at 4600 rpm. Lexuses with such an engine squeeze out 295-311 hp.
- 2GR-FXS hybrid 2GR-FKS. Has a power of 313 hp. at 6000 rpm, torque 335 Nm at 4600 rpm.
The following faults exist.
- Oil is leaking. On engines before 2010, it is necessary to replace the oil line with an all-metal one.
- Engine noise/crackling during startup. The problem is in the couplings, this is the specificity of the engine. The couplings need to be replaced.
- Low speed at Idling. The throttle valve needs to be cleaned. And repeat this every 50 thousand km.
TUNING OPPORTUNITIES
Opportunities high-quality tuning not so much. You can try installing MWR pistons with 12 compression, porting the cylinder head, installing a 3-1 exhaust, but the result will be insignificant. A good option there will be a boost installation. Similar to 1GR, kit compressors are produced for the engine by TRD and HKS. They are supplemented with Wiseco Piston pistons for SZh 9, 440 cc injectors, this gives a total of 350 hp. To go further, you need to install a powerful supercharger, Apexi Engine Management.
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Production |
Kamigo Plant |
Kamigo Plant |
Kamigo Plant |
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Engine make |
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Years of manufacture |
2005-present day |
2000-present day |
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Cylinder block material |
aluminum |
aluminum |
aluminum |
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Supply system |
injector |
injector |
injector |
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V-shaped |
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Number of cylinders |
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Valves per cylinder |
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Piston stroke, mm |
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Cylinder diameter, mm |
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Compression ratio |
10.8 |
10.4 (2AR-FE) |
9.6 |
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Engine capacity, cc |
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Engine power, hp/rpm |
249/6000 |
154/5700 |
145/6000 |
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Torque, Nm/rpm |
317/4800 |
187/4400 |
190/4000 |
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Environmental standards |
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Engine weight, kg |
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Fuel consumption, l/100 km (for Lexus RX350) |
14.3 |
11.0 |
11.4 |
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Oil consumption, g/1000 km |
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Engine oil |
0W-20 |
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How much oil is in the engine |
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Oil change carried out, km |
10000 |
10000 |
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Engine operating temperature, degrees. |
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Engine life, thousand km |
N.d. |
N.d. |
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Tuning |
350 |
300+ |
200+ |
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The engine was installed |
Toyota Avalon |
Toyota Avalon |
Toyota Avensis |
Select it and press Ctrl + Enter
A new fraud scheme was detected in Moscow. Owners of evacuated cars are offered the return of their cars without fines. More car enthusiasts from other cities fall for this trick.
Attackers are watching the work of the capital's tow trucks moving parked vehicles to the impound lot. After choosing a victim, criminals find out the phone number of the car owner, offering to quickly return the vehicle for a reward, avoiding paying a fine.
After receiving the money, the scammers hide or take the victim to a parking lot and then leave. You can find out the parking address by giving the license plate number to the support service operators.
It must be remembered that the traffic police representative must draw up a report before moving the car. To obtain a vehicle from the impound lot, you must first contact the traffic police department employees who detained the car.
Then you need to get a decision to return the car. Without these documents and a receipt confirming payment for parking, the car cannot be returned to the owner.
The 7th generation Toyota Camry sedan (restyling 2014) is offered in Russia with three gasoline engines: two four-cylinder units 2.0 (150 hp, 199 Nm) and 2.5 (181 hp, 231 Nm) liters, as well as a 3.5-liter V6 (249 hp, 346 Nm). The base engine was developed very recently and included in the line-up during the 2014 update. It replaced the previous 2.0 engine, which produced 148 hp. and torque 190 Nm. A feature of the new 2.0-liter Toyota Camry unit is the use of a combined injection system (each cylinder has two nozzles: one in the intake manifold channel, the other directly in the combustion chamber) and a valve timing control mechanism Dual VVT-i W (provides work on the Atkinson cycle on low revs and according to the Otto cycle - at high levels). The 2.5 and 3.0 engines have not been modernized, so they still use classic distributed injection and the Dual VVT-i system.
The only transmission option available for the Toyota Camry is a 6-speed hydromechanical automatic. Working with him in tandem base motor provides the sedan with acceleration to 100 km/h in 10.4 seconds, fuel consumption in mixed cycle– 7.2 liters. The top modification of the Toyota Camry 3.5 accelerates to “hundreds” in 7.1 seconds, consuming an average of 9.3 liters of fuel per 100 km.
Technical Toyota specifications Camry – summary table:
| Parameter | Toyota Camry 2.0 AT 150 hp | Toyota Camry 2.5 AT 181 hp | Toyota Camry 3.5 AT 249 hp |
|---|---|---|---|
| Engine | |||
| engine's type | petrol | ||
| Injection type | combined | distributed | |
| Supercharging | No | ||
| Number of cylinders | 4 | 6 | |
| Cylinder arrangement | in-line | V-shaped | |
| Number of valves per cylinder | 4 | ||
| Volume, cubic cm. | 1998 | 2494 | 3456 |
| Power, hp (at rpm) | 150 (6500) | 181 (6000) | 249 (6200) |
| 199 (4600) | 231 (4100) | 346 (4700) | |
| Transmission | |||
| Drive unit | front | ||
| Transmission | 6 automatic transmission | ||
| Suspension | |||
| Front suspension type | independent MacPherson type | ||
| Rear suspension type | independent, multi-link | ||
| Brake system | |||
| Front brakes | ventilated disc | ||
| Rear brakes | disk | ||
| Steering | |||
| Amplifier type | electric | ||
| Tires and wheels | |||
| Tire size | 215/60 R16 | 215/55 R17 | |
| Disk size | 6.5Jx16 | 7.0Jх17 | |
| Fuel | |||
| Fuel type | AI-95 | ||
| Environmental class | Euro 5 | ||
| Tank volume, l | 70 | ||
| Fuel consumption | |||
| Urban cycle, l/100 km | 10.0 | 11.0 | 13.2 |
| Extra-urban cycle, l/100 km | 5.6 | 5.9 | 7.0 |
| Combined cycle, l/100 km | 7.2 | 7.8 | 9.3 |
| dimensions | |||
| Number of seats | 5 | ||
| Number of doors | 4 | ||
| Length, mm | 4850 | ||
| Width, mm | 1825 | ||
| Height, mm | 1480 | ||
| Wheelbase, mm | 2775 | ||
| Front wheel track, mm | 1580 | ||
| Track rear wheels, mm | 1570 | ||
| Front overhang, mm | 990 | ||
| Rear overhang, mm | 1085 | ||
| Trunk volume, l | 483/506 | ||
| Ground clearance (clearance), mm | 160 | ||
| Weight | |||
| Curb, kg | 1505-1515 | 1530-1550 | 1615 |
| Full, kg | 2100 | ||
| Dynamic characteristics | |||
| Maximum speed, km/h | 210 | ||
| Acceleration time to 100 km/h, s | 10.4 | 9.0 | 7.1 |
Toyota Camry engines
| Parameter | Toyota Camry 2.0 150 hp | Toyota Camry 2.5 181 hp | Toyota Camry 3.5 249 hp |
|---|---|---|---|
| Engine code | 6AR-FSE | 2AR-FE | 2GR-FE |
| engine's type | petrol without turbocharging | ||
| Supply system | combined injection (two nozzles per cylinder), double electronic system valve timing control Dual VVT-iW, two camshafts (DOHC), timing chain drive | distributed injection, dual electronic valve timing control system Dual VVT-i, two camshafts (DOHC), timing chain drive | |
| Number of cylinders | 4 | 6 | |
| Cylinder arrangement | in-line | V-shaped | |
| Number of valves | 16 | 24 | |
| Cylinder diameter, mm | 86.0 | 90.0 | 94.0 |
| Piston stroke, mm | 86.0 | 98.0 | 83.0 |
| Compression ratio | 12.8:1 | 10.4:1 | 10.8:1 |
| Working volume, cubic meters cm. | 1998 | 2494 | 3456 |
| Power, hp (at rpm) | 150 (6500) | 181 (6000) | 249 (6200) |
| Torque, N*m (at rpm) | 199 (4600) | 231 (4100) | 346 (4700) |
6AR-FSE 2.0 liter 150 hp DOHC Dual VVT-iW
The new naturally aspirated “four” is equipped with a D-4S combined fuel injection system, which provides two injectors for each cylinder. Depending on load and speed crankshaft the unit can switch to operation either according to the Atkinson cycle or the Otto cycle. The special shape of the intake ports and the top of the pistons contributes to maximum complete combustion fuel while maintaining a very high compression ratio of 12.8:1. Increased efficiency is also ensured by the Dual VVT-iW variable valve timing system, water-cooled EGR exhaust gas recirculation, special coating piston skirts, timing chain drive with reduced friction.
2AR-FE 2.5 liters 181 hp DOHC Dual VVT-i
Distinctive features of the engine are variable intake manifold (ACIS), variable intake and exhaust timing (Dual VVT-i), roller rocker arms, lower resistance piston rings. 
2GR-FE 3.5 liters 249 hp DOHC Dual VVT-i
Technologies such as variable length are available for the V6 engine intake tract and phase reversals on both shafts. In Russia, the power of the unit is reduced to 249 hp, although the potential allows it to produce 273 hp. Maximum torque of 346 Nm is available at 4700 rpm. 
AZ series engines have appeared on Toyota cars since 2000 - they gradually replaced legendary engines S series and for ten years remained the main “mid-volume” of the company. Installed on a large number of original front-wheel drive models of classes “C”, “D”, “E”, vans, mid- and full-size SUVs.
| Engine | Working volume, cm 3 | Bore x Stroke, mm | Compression ratio | Power, hp | Torque, Nm | RON | Weight, kg | EMS | Standard | Model | Year |
| 1AZ-FE | 1998 | 86.0 x 86.0 | 9.8 | 147 / 6000 | 192 / 4000 | 95 | 117 | EFI-L | EEC | AZT250 | 2003 |
| 9.8 | 152 / 6000 | 194 / 4000 | 95 | 131 | EFI-L | EEC | ACA30 | 2006 | |||
| 9.5 | 137 / 5600 | 190 / 4000 | 95 | 112 | LG | EEC | AZT250 | 2003 | |||
| 1AZ-FSE | 1998 | 86.0 x 86.0 | 9.8 | 152 / 6000 | 200 / 4000 | 91 | - | D-4 | JIS | AZT240 | 2000 |
| 10.5 | 155 / 6000 | 192 / 4000 | 91 | - | D-4 | JIS | AZT240 | 2004 | |||
| 11.0 | 147 / 5700 | 196 / 4000 | 95 | 124 | D-4 | EEC | AZT250 | 2003 | |||
| 11.0 | 149 / 5700 | 200 / 4000 | 95 | - | D-4 | EEC | AZT220 | 2000 | |||
| 2AZ-FE | 2362 | 88.5 x 96.0 | 9.6 | 160 / 5600 | 221 / 4000 | 91 | - | EFI-L | JIS | ACM21 | 2002 |
| 9.8 | 170 / 6000 | 224 / 4000 | 91 | 138 | EFI-L | JIS | ANH20 | 2008 | |||
| 2AZ-FSE | 2362 | 88.5 x 96.0 | 11.0 | 163 / 5800 | 230 / 3800 | 95 | - | D-4 | JIS | AZT250 | 2006 |
| 2AZ-FXE | 2362 | 88.5 x 96.0 | 12.5 | 131 / 5600 | 190 / 4000 | 91 | - | EFI-L | JIS | ATH10 | 2007 |
| 12.5 | 150 / 6000 | 190 / 4000 | 91 | - | EFI-L | JIS | AHR20 | 2009 | |||
| 3AZ-FXE | 2362 | 88.5 x 96.0 | 12.5 | 150 / 6000 | 187 / 4400 | - | - | EFI-L | CHN | AHV40 | 2010 |
| 2AZ-FE (2.4 EFI) |
2AZ-FE - transverse, with distributed injection, for original front-wheel drive passenger cars, vans and SUVs. Installed on models: Alphard 10..20, Avensis Verso 20, Blade 150, Camry 30..40, Corolla/Matrix 140, ES 40, Estima 30/40..50, Harrier 10..30, Highlander 20, Ipsum 20 , Kluger, Mark X Zio, Previa 30..50, RAV4 20..30, Rukus 150, Scion TC 10, Solara 20..30, Vanguard 30.
In the early 2010s, it was gradually replaced by engines of the ZR and AR series.
Modifications:
- 2AZ-FXE - with distributed injection, for initially front-wheel drive passenger cars with a hybrid power plant(Alphard Hybrid 20, Camry Hybrid 40, Estima Hybrid 10..20, HS250h, Previa Hybrid 20, SAI).
- 3AZ-FXE - for passenger cars with a hybrid power plant (Camry Hybrid 40 CHN).
Cylinder block
The engine uses an aluminum (light alloy) cylinder block with thin-walled cast iron liners and an open cooling jacket. The sleeves are fused into the block material, and their special uneven outer surface promotes the most durable connection and improved heat dissipation. Major renovation engine manufacturer not provided by definition.
As is customary on Toyota “fours” with a displacement of more than two liters, a balancing mechanism with polymer (to reduce noise) gears is driven directly from the crankshaft. Unfortunately, in addition to improving comfort, it creates another potential weakness mechanical part of the engine.
On the 2006 type, a spacer appeared in the cooling jacket, thanks to which the coolant circulates more intensively in the area of the upper part of the cylinders, which improves heat dissipation and promotes more uniform thermal loading.
Timing drive
The gas distribution mechanism is a 16-valve DOHC, driven by a single-row roller chain (link pitch 8 mm), a hydraulic tensioner with ratchet mechanism, for lubrication - a separate oil nozzle.
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On the camshaft intake valves a VVT drive sprocket is installed (variable valve timing system), the phase change limit is 50° (type "2006 - 40°). Separate description of operating principles Toyota systems VVT-i given at the link
The clearance in the valve drive is adjusted using a set of pushers, without the use of washers or hydraulic compensators. Therefore, owners, as a rule, refrain from the adjustment procedure that has become overly complex and expensive.
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It is quite difficult to predict the life of a chain - in in rare cases it does not require replacement up to 300 thousand km, but sometimes it becomes critically longer to 150 thousand km (which is manifested by noise during operation, especially after starting, and errors in valve timing). When replacing it, it would be advisable to simultaneously replace all other drive elements (sprockets, tensioner, guide), since used elements contribute to the rapid “aging” of the new chain, but since the sprocket intake camshaft comes complete with a VVT drive (~$120), then not everyone follows this recommendation. Relatively frequent replacements requires a hydraulic chain tensioner, but this operation is performed from the outside, without removing the chain cover.
Lubrication
The block contains oil nozzles for cooling and lubrication of the pistons.
Inlet and outlet
The location of the collectors is more typical for Toyota engines previous generation- rear inlet, front outlet. A notable innovation - a plastic intake manifold (to reduce weight and cost, and reduce heating of the air entering the engine), turned out to be quite problem-free even for winter conditions.
Fuel injection system (EFI)
Fuel injection is traditional distributed, under normal conditions - sequential. In some modes (with low temperatures and low rotational speed) pairwise injection can be used. In addition, injection can be performed synchronized (once per cycle, at the same crankshaft position, with injection duration correction) or unsynchronized (simultaneously by all injectors).
Multi-point injectors are optimized for fine fuel dispersion.
In 2001-2003, a modification was produced with a mechanical throttle valve drive and a classic “rotary solenoid” idle speed controller.
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However, on most models it was initially installed throttle valve With electronically controlled(ETCS): motor drive direct current, two-channel potentiometric position sensor (in MY2003 replaced by a non-contact two-channel Hall effect sensor), plus a separate accelerator pedal position sensor (originally potentiometric, with type "2006 - Hall effect). ETCS performs the functions of idle speed control (ISC), cruise control and torque control when shifting gears.
Doubles oxygen sensors(89465) in front of the double converter,
- one oxygen sensor (89465) before the converter and one after,
- one AFS sensor (89467) before the converter and an oxygen sensor (89465) - after,
- doubles AFS sensors(89467) before the double converter and paired oxygen sensors (89465) - after...
Crank position sensors and camshafts remained traditional inductive.
By MY2003, a flat broadband piezoelectric knock sensor was introduced; unlike older resonant type sensors, it registers more wide range vibration frequencies.
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In the North American market, the ECM also had to manage a prohibitively complex (compared to European or Japanese versions) and capricious evaporative emission control (EVAP) system, which deserves a separate discussion.
In the 2006 type of some markets with strict eco-standards, an IMRV drive appeared at the inlet, which, when the engine is not warmed up at idle, closes the intake channels with special flaps, thereby creating strong turbulence that promotes turbulence of the charge and improves the efficiency of the combustion process.
Starter - with a planetary gearbox and a segmented armature winding; permanent and interpolating magnets are installed instead of the excitation winding.
Generator - after MY2003 new segmented conductor generators appeared. With MY2006, a freewheel with a spring between the inner and outer parts of the pulley was introduced, which transmits torque only in the direction of rotation of the crankshaft, reducing stress on the drive belt.
Practice
| . The main defect of all AZ series engines did not appear immediately, but turned out to be more than critical and widespread. During the operation of these engines, spontaneous destruction of the threads in the cylinder block under the head mounting bolts occurs, with a violation of the tightness of the gas joint, leakage of coolant through the gasket, possible overheating, violation of the geometry of the mating plane of the head, etc. sad consequences. Moreover, the owners and many repairmen initially did not even allow the thought of a design miscalculation on Toyota’s part and confused cause with effect, believing that the “breaking” of heads and pulling out of threads occurred due to overheating of various natures, while in reality it was the other way around. The problem was officially recognized only in 2007, after some modification (the length of the thread in the block was increased from 24 to 30 mm). The manufacturer recommended “treating” torn heads by replacing the cylinder block assembly (examples of defective parts - 11400-28130, -28490, -28050, price $3-4k). Since this approach was unacceptable outside of warranty, in practice the most optimal repair option was cutting threads of a larger diameter and installing threaded bushings for the bolts. standard size(it is recommended to modify all the holes, not limiting ourselves to the already torn out threads, and replace the fastening bolts with new ones). And in 2011, Toyota itself officially recommended a special repair kit of the “Time Sert” series for installing threaded bushings when repairing out-of-warranty cars (the only thing is that they ordered not to install bushings in corner holes). Compared to this, others possible malfunctions series are perceived as annoying little things. Traditional problems for Toyotas with VVT with a crackling sound after a cold start or with the appearance of codes for valve timing or VVT system. The manufacturer prescribed the replacement of the VVT drive (intake camshaft sprocket assembly) with the next version that was current at that time. On cars of the first years of production, at idle or with slight acceleration, the plastic intake manifold could make an unnatural noise, which was prescribed to be replaced with a modified model. Of course, the AZ series was not spared problems with leakage and noise from the coolant pump. By analogy with everyone modern engines Toyota, the pump should simply be considered another consumable with a normal service life of 40-60 thousand km. Limited resource of the generator pulley overrunning clutch. If there are problems for engines of the first releases increased consumption There was no oil on cars with low mileage, then after modification and the appearance of the 2006 type, a certain law of conservation worked - instead of problems with threads, problems with waste began (apparently due to the rapid occurrence of rings, which spontaneously affects some models of modern Toyota engines). However, the harm from these defects is still incomparable. One way or another, if the oil consumption exceeds 500 ml per 1000 km, the manufacturer prescribes the replacement of a set of pistons (example of defective parts - 13211-28110, -28111) and piston rings. As for the gradual increase in oil consumption with “age” (relatively, in the second hundred thousand mileage and beyond), the AZ series is not too different from classic Toyota engines. Non-progressive waste in the range of 200-300 ml / 1000 km during normal operation can be considered acceptable (although during long-term driving with high revs instantaneous jumps in consumption up to a liter or more are possible). In case of more noticeable or growing burnout, the issue can often be resolved by rebuilding the engine with replacing the piston rings and valve stem seals (one must not forget about checking the geometry of the block - it was on AZ that there were cases of cylinders with no signs of exhaustion moving to an ellipse). |
The legendary Toyota Camry was equipped at different times different types motors. All engines had, depending on the volume, similar characteristics, but in terms of reliability they had their own characteristics. One of the most common motors supplied to domestic market, became Camry 2 - engine size. This engine is not the most positive side was quite well known to domestic repairmen in the past, but its new reincarnation in last body partly trying to rectify the situation.
Why two-liter?
Specifications Toyota Camry-2 is quite simple for this class (in Russia, the model is considered the entry-level model in the business class and has the index D). Equipping the Camry with a 2-liter engine was caused by purely practical considerations - the economic crisis broke out, the ruble collapsed, and along with it the solvency of citizens collapsed. And although the model did not lose leadership positions in the classroom, sales dropped noticeably, so marketers had to urgently look for options to get out of the situation.
And the solution turned out to be installing a new engine. An engine with a similar displacement was familiar to owners of the Camry in the V30 body, but that engine had several main differences and fewer horses. Also new unit has many technical and design differences compared to its predecessor.
Description of the power unit
In general, the description of the motor must begin with the internal filling. Like its other brothers, the 2.0 unit is equipped with a timing chain. This mechanism is considered more reliable than a belt drive; its second advantage is its service life, which averages 200,000 kilometers.
Also, as an environmental addition, the engine has an improved neutral catalyst that filters out soot and other deposits in accordance with Euro 6 standards. Also, in comparison with other options, 2.0 is equipped with an improved piston group, which allows you to get noticeably as a result of flashing more power than stated.
Since the nameplate power is set to 149 Horse power, sum transport tax in any region of the country will be small compared to cars of a similar class.
The 2.0 engine is equipped with a phase change system, which allows optimal distribution of traction while driving at low speeds. Not all cylinders can carry out work, but with an increase, all are connected to it. Compared to its competitors, the 2.0 has a fairly modest gasoline consumption, consuming about 10 liters in the combined cycle (according to the manufacturer, about 8 liters, but measurements are carried out in ideal “greenhouse” conditions, which are quite difficult to achieve in practice).
Disadvantages of the unit
However, like any technically complex unit, these engines are not without some disadvantages. It is unknown for what reason, but the manufacturer has reduced the service life and replacement of some components (most likely due to lower volume), which affects the passage technical inspection big expenses. The main disadvantage is the insufficient level of acceleration dynamics for this class. How much is it?
The car accelerates to the “cherished” hundred in more than 10 seconds, which is enough in city traffic, but for confident overtaking on the highway this is not an outstanding result.
Bottom line
This engine is a combination of relatively high reliability, maintainability and low consumption fuel, which will be very pleasant for practical car enthusiasts without racing habits.
Motors – main reason pride of owners Toyota cars. If you pay attention to modern engine building, you will notice that all manufacturers have a tendency to make unreliable turbocharged engines with small volumes. This is done to comply with new environmental regulations.
Toyota took a different path, deciding to continue producing reliable naturally aspirated engines with large volumes.
Their environmental standard achieved through a number of modifications to the gas distribution system, the presence of additional injectors in intake manifold, as well as dual-mode operation.
Two-liter unit 6AR-FSE
For many years, time-tested 1AZ-FE engines were installed on all generations of Camry, which were only further refined, but general design had the same one. They were incredibly reliable: their service life reached 500 thousand kilometers. They were thoroughly redesigned for the model.
The engine, having the same volume, has become 13 percent more economical and 17 percent faster. Upgraded version accelerates the car a full two seconds faster than its predecessors. Such high technology affected the resource, which became smaller. This does not mean that the engine has become unreliable, it’s just that now its service life is 350 thousand kilometers, which is very good compared to modern engines, which can operate without breakdowns for half as long.
A huge advantage of the 6AR-FSE is chain drive A timing belt that can operate without problems for 200 thousand kilometers.
Combined injection system
New engine on idle speed and when driving it works in two different modes. This reduces CO2 emissions and saves fuel. At idle speed, the unit operates according to the Atkinson cycle, the essence of which is a lower compression ratio and less fuel supply. As soon as the motor is driven, it switches to normal operation.
IN normal mode the car works with increased degree compression, almost the same as that of sports units. Similar technology Mazda has it and it’s called Skyactive. But if Mazda’s high-tech engine is designed for 98-octane gasoline, then Toyota’s is designed for 92-octane gasoline.
This is the most popular engine Camry models, and most Camrys come with it.
The main characteristics of the motor are shown in the table below.
2.5 liter 2 AR-FE
The 2.5 liter engine for Toyota Camry was designed in 2012. This is the most good option in terms of dynamics and flow. If the 2-liter new 6AR-FSE is only enough to drive around the city quite comfortably, then the 2.5-liter can allow aggressive driving. Like everyone else Toyota equipment, this engine is reliable. Despite its large volume, the 25 Camry has only 4 in-line cylinders. This unit is the most reliable among the line and is capable of traveling 500 thousand kilometers without major repairs.
Important technical solution is the presence cast iron sleeves V aluminum block cylinders
Thanks to this, it turns out that 2 AR-FE is wear-resistant, just like cast iron, but is made of aluminum. Like its two-liter brother, it has a durable timing chain.
The big disadvantage of 2 AR-FE is that it is not repairable. It even says this in the description Toyota engine Camry at 2.5. Minor disadvantages include pump leakage and shaft knocking VVT-i systems. This problem does not affect the service life in any way, it only worsens the sound, but it is worth understanding that if a spare part makes a characteristic sound, it means that it will soon become unusable.
The main technical characteristics for the Camry 2.5 engine are given below.
Conclusion
Many people are faced with a choice: which engine is better to choose. If you buy a car for up to ten years, then will save fuel. Otherwise, 2.5 is ideal. All the units listed above are very reliable, but the best one is for the XV50 2.5 AT with 181 hp. This engine provides good dynamics and a long service life. The most popular 2-liter is also good, but has a more complex design and a slightly smaller safety margin. The two-liter 6AR-FSE, designed in 2012, is the most common not because it is the best, but because it is available on most Camry trim levels.
