Strangely, even though TOYOTA is one of the world's top three car manufacturers, its products vary greatly in quality between different engine models. And if certain brands of diesel engines are clearly underdeveloped, then others can be considered the height of reliability and perfection. I have not seen such a range of quality, perhaps, from any other Japanese automaker.
1N, 1NT- diesel engine with a volume of 1.5 liters, pre-chamber, with a camshaft drive and high pressure fuel pump by a belt. It is installed on the smallest minicars - Corsa, Corolla II, Tersel and so on.
There are no design flaws, except for one - a small engine size. Unfortunately, this drawback is also the main trouble of all small diesel engines. The service life of all diesel engines less than 2.0 liters is extremely low. Well, such diesel engines do not last long, and that's it! The whole reason is the very rapid wear of the CPG and a sharp drop in compression. Although, if you figure it out, the minicars themselves don’t run for a long time either, everything is crumbling - suspension, steering, ...
After reading the above, you will probably grab your head and say: “I don’t care about such cars!” I dare to assure you that our Zhiguli (not to mention other brands) are pouring much more often. Everything is relative. Therefore, do not listen to me much when I find fault with Japanese technology. This is a comparison with high-quality cars, and not with DIY kits that run around our streets under the Zhiguli, Volga, Moskvich brands.
1C, 2C, 2CT- diesel engines with a volume of 1.8 and 2.0 liters, respectively, pre-chamber with a high-pressure fuel pump and camshaft driven by a belt.
Weaknesses - head, turbine, rapid wear of the piston and valves. Oddly enough, but this is basically not a design flaw in the engine itself. The reason lies in the constructive ill-conceivedness of installing these engines on a car.
At the mention of the 2CT engine, most minders will unanimously say: "Yes, his heads are constantly cracked!" Indeed, heads overheated in cracks are a fairly common occurrence in these engines. However, the reason is not in poor-quality manufacture of heads.
About five years ago, we argued with my good friend, the top manager of the Vladivostok TOYOTA service, about the reason for this phenomenon on 2CT and 2LT engines. At that moment, he claimed that the reason lies in the low-quality coolants used in our country. Perhaps there was some truth in his statements. However, this did not explain the fact that many 2CT and especially 2LT contract engines that arrived from Japan had head cracks. In this case, one would have to argue that their coolants are of poor quality.
The reason for the numerous overheating of these engines lies much deeper, and on the other hand lies on the surface itself. Heating, and even overheating of the engine, is not the cause of cracks in the block head. The reason for the appearance of cracks is a sharp temperature drop in the area of the head of the block and, as a result, large internal stresses that occur in these places. If there is a sufficient amount of coolant, local overheating does not occur.
In this case, besides the fact that these engines are extremely thermally stressed, they have one significant drawback, which is the main reason for the formation of cracks. Expansion tanks for coolant in both cases are below the level of the block head. As a result, when the engine heats up, the coolant, expanding, is displaced into the expansion tank. When cooled, it must return to the engine cooling system under the action of vacuum. However, if the valve on the radiator filler plug is even slightly leaky, instead of coolant, not antifreeze will enter the cooling system, but air from the atmosphere. As a result, air bubbles will be in the head of the block, just in its upper part, which is the most thermally stressed, which will lead to local overheating and the formation of cracks. Well, then the process grows like an avalanche. Internal stresses cause warping of the head itself, as a result, the gasket is not able to seal the seals, and the bubbling increases more and more.
And then the following happens. As a rule, water-cooled turbines are installed on these engines. Since the engine overheats and the water line is filled with air, the turbines also overheat. As a result, the oil that works in severe temperature conditions, on the one hand, liquefies - the oil wedge in the mates decreases, on the other hand, it cokes in the oil supply channels and, as a result, there is an even greater oil starvation of the turbine (and not only it) . The turbine, as a rule, does not run for a long time after such extreme conditions.
And the way out of these ridiculous situations is quite simple. It is enough to install an expansion tank above the level of the head of the block and it will not be aired, which means that the probability of failures due to cracks in the head will be significantly reduced. In the same type of LD20T-II engine on Nissan Largo, this is exactly what was done. The expansion tank in the form of a heating pad is installed above the engine and the problem of head cracks is practically removed.
One of my clients came to exactly the same conclusion. When the next, third time, his head burst on Town Ace, he welded an expansion tank out of iron, installed it behind the passenger seat, and since then the problems have disappeared. Even in the heat, when driving uphill, critical overheating does not occur.
The second typical defect of the 2C, 2CT engine is the disappearance of compression in individual cylinders - most often these are the 3rd and 4th cylinders. The main reason is the leakage of air pipelines from the air filter to the turbine or air manifold. Dust entering these slots forms, together with oil penetrating from the crankcase exhaust pipe, an excellent abrasive mixture that wears out both the cylinder-piston group and the intake valve disc. As a result, the thermal gaps in the intake valves disappear, and consequently, the compression in the engine also disappears.
Another reason for the disappearance of compression is a malfunction of the exhaust gas recirculation system. Soot with oil is also a good abrasive. In some cases, the intake manifolds are covered with a layer of viscous soot over one centimeter thick.
A feature of the 2C and 2CT engines is much less wear on engines installed in passenger cars compared to their counterparts in buses. Significantly lower loads explain this factor.
In recent years, electronically controlled injection pumps (2C-E, 2CT-E) have been installed on these engines. Despite the fact that there are clear advantages when switching to electronic control of the high-pressure fuel pump: reduced fuel consumption, reduced toxicity, more uniform and quiet engine operation, there are also clearly negative sides. Unfortunately, it must be admitted that in the vast majority of services there is no equipment that allows diagnosing and regulating such high-pressure fuel pumps in full; no specialists who could carry out these works; no spare parts for these equipments, since DENSO does not supply most items for these injection pumps.
The only thing that pleases me is that recently there has been some breakthrough in information support on this issue. It is possible that these injection pumps will soon become as maintainable as conventional mechanical ones.
3C, 3C-E, 3CT-E- more modern diesel engines from the same series as the previous ones, but with a volume of 2.2 liters. At the moment, there are no obvious negative sides. since the volume is larger, the power is also significantly higher, which as a result is reflected in the lower load on the engine itself, since they are installed on cars comparable in weight to older models.
L, 2L- old-style engines of 2.2 and 2.5 liters were produced until 1988 inclusive. The camshaft transmitted force to the valves through rocker arms. It is very ancient, and although it is still sometimes found, I will not consider it, since it is very rare to find such an engine in good condition now.
2L, 2LT, 3L new design - produced since the end of 1988. The engine capacity is 2.5 and 2.8 liters, respectively. 2LT - turbocharged. The camshaft presses the valves directly through the glasses. Despite the fact that the name of this engine has passed from the previous one, there is practically nothing in common between them.
The reliability of these engines varies greatly. If non-turbo engines 2L and 3L are quite reliable, especially in the simplest Hayes configuration, then 2LT has the same disadvantages as 2CT: turbine, overheating of the head.
2LT-E- has been produced since 1988, before that 2LTH-E was produced. The mechanical part is practically the same as that of the 2LT, with the exception of the crankshaft, block and sensor system with injection pump. Accordingly, the same disadvantages as those of 2LT (in terms of the mechanical part) and 2CT-E (electronic part and high pressure fuel pump).
5L- The engine is relatively new and I can not give any recommendations yet.
1KZ-T- three-liter diesel. The injection pump drive is gear, the camshaft is driven by a belt. The injection pump control is mechanical. There are no obvious defects, the only thing is that spare parts are hard to find and they are very expensive compared to 2LT. However, if the 2LT engine is clearly not enough for Surf and Runner, then they cannot be recognized with this engine, throttle response is at the level of a passenger car.
1KZ-TE- the same engine as 1KZT, but electronically controlled injection pump. It is almost impossible to find used fuel equipment in good condition, as well as a new plunger pair and other spare parts for high-pressure fuel pumps. And the new equipment is too expensive.
1HZ- six-cylinder engine, non-turbo, pre-chamber, volume 4.2 liters. The engine is installed on the Land Cruiser 80 and 100, as well as on the Koester bus.
This is one of the best diesels I have come across. Its reliability, durability and economy are simply amazing.
About seven years ago I made an injection pump for this engine. The plunger pair was worn out, the engine stopped starting. The defect, with our quality of fuel, is quite common, there was nothing to be surprised at. When I was already installing the equipment, we talked with the driver. He said that he has been working on this Land Cruiser since its purchase, during this time he did nothing with the engine, only changed the timing belt four times. At first I didn’t understand: “Why do you change belts so often?” He told me: "So it's supposed to be changed every 100 thousand kilometers, now it has 420 thousand." This is where I got stuck. Unpleasant thoughts immediately ran through my head about the lack of compression in the engine, especially since the car was operated in a timber industry enterprise, where nothing except Kamaz and Krazov drives. "The point is that I repaired the equipment, if there is no compression, the engine will still not start. And with such a mileage and such operation, it probably will not happen!" However, he did not say all this out loud. What was my surprise when wearing the timing belt, began to rotate the crankshaft. You rotate it in the direction of travel, and it returns back - compression is like a new one. I didn’t have a diesel compression gauge then, and the rotational force was the main criterion for the condition of the engine. After pumping the high-pressure fuel pump and tubes, the engine started up with a half turn, even with an inaccurately set ignition. At that time, I considered it an accident - maybe the engine got so indestructible, maybe the driver followed it from the bottom of his heart. However, when this began to occur regularly, I realized that a mileage of 700-800 thousand kilometers for this engine is not the limit.
Problems with this engine are possible only for a reason, if you deliberately kill it with all sorts of rubbish. For example:
- bending of the connecting rods due to the fact that they drove deep into the water and it got through the air ducts into the combustion chamber (water hammer);
- when the plunger pair is worn out and the start is poor, they begin to use ether (the pistons fall apart);
- pour gasoline into the tank by accident or to improve starting (piston, valves burn out);
- engine overheating due to lack of coolant;
and so on.
A week ago, one of the old customers drove up to me again in a Land Cruiser. The plunger pair is once again worn out. Compression is on average 30. Mileage is over a million kilometers (I hit it myself). In the engine, I once replaced several pistons without boring the block, and then out of my own stupidity: when the plunger pair wore out for the first time, and the car stopped starting hot, I started it for a long time with the help of ether. Naturally, several pistons cracked. Didn't do anything else to the engine. He works in the regional hunting farm and, of course, travels mainly in the taiga. Judging by the state, if nothing extraordinary happens, another 200-300 thousand will leave without capital. Of course, it will not work to start at -35 degrees like on a new one, but it will be possible to ride it for a long time.
In addition to reliability, the 1HZ has very good economy. Carrying such a colossus as the Land Cruiser, and in most cases not going beyond 12 liters per 100 kilometers, is not often seen, especially the 4.2-liter engine. Even Toyota Surf, with its 2LT (only 2.5 liters), rarely boasts of this, but its dimensions and weight are much less.
- Reprinting is permitted only with the permission of the author and subject to the placement of a link to the source
The new Toyota Fortuner II generation was released in 2015 and at the same time the Japanese company announced its 2.8-liter 1GD-FTV series diesel. It was this motor, designed for the Hilax pickup truck, that was installed under the hood of Fortuner. He replaced the KD family, which by that time was outdated in almost every respect.
It must be admitted that this diesel turned out to be successful and performs well. Although it did not receive a decisive advantage over the engines of the previous series in terms of power and traction. However, background noise has dropped significantly, as has vibration.
Specifications Toyota Fortuner 2.8 1GD-FTV
| Engine | 1GD-FTV |
| Construction type | inline |
| Cylinder arrangement | transverse |
| Number of cylinders | 4 |
| Number of valves | 4 |
| Working volume | 2,755 cm³ |
| Cylinder diameter | 92 mm |
| piston stroke | 103.6 mm |
| Compression ratio | 15.6 |
| Maximum power according to ECE regulations | 177 l. With. (130 kW)/3,400 rpm |
| Maximum torque according to ECE regulations | 450 Nm/1,600 – 2,400 rpm |
| Fuel | DT, cetane number 48 and above |
Peculiarities
The main "chip" of the Toyota Fortuner diesel engine was the ESTEC - Superior Thermal Efficient Combustion technology used in its creation. This technology implies dual injection of diesel fuel in 1 working cycle and significantly increases the efficiency of the power unit. There is also a VVT-i gas distribution system.
The principle of operation of the ESTEC system is demonstrated in the video
The result of using this technology in the design of the Toyota Fortuner diesel engine was almost 100% combustion of fuel, and this made it possible to optimize environmental performance.
Design
If we consider the main design points of the engine, then we can distinguish several defining moments.
Cylinder block and cylinder head
The cylinder block is non-linered and made of cast iron, like the previous family. But the cylinder head is made of an alloy based on aluminum. The head itself is covered with a special plastic cover, inside which oil channels are equipped - through them the lubricant is supplied to the rockers.
Pistons
They are the hallmark of the Toyota Fortuner diesel. These are full-sized components made of light alloy and having a developed combustion chamber. The piston skirt is coated with a polymer layer with anti-friction properties. The groove of the upper ring (compression) is equipped with a niresist insert, and the head is equipped with a channel that promotes cooling.
Toyota Fortuner pistons
The bottom of the piston is covered with a thermally insulating coating of the SiRPA type - a layer of anodic aluminum oxide (porous) and perhydropolysilazane. This guarantees a 30% reduction in losses during the cooling process. Floating pins are used to connect the pistons to the connecting rods.
Japanese manufacturers have reliable diesel engines. And what is the most reliable diesel engine among all reliable in Japan?
Let's look at the most common modern diesel engines in the Japanese car industry.
What are these diesel engines, what are the strengths and weaknesses of Japanese diesel engines. They now dominate mainly in Europe, but quite often began to appear in Russia.
But, unfortunately, they also have problems when their runs exceed one hundred thousand kilometers, and even some up to one hundred thousand.
The caution in the supply of diesel engines from Japan is due to their capricious attitude to fuel. Their fuel system is rather weak to the use of our diesel fuel.
Another problem is the availability of spare parts. There are practically no non-original spare parts from reliable manufacturers. Chinese ones appear, but their quality leaves much to be desired and does not at all correspond to Japanese quality.
Hence their very high price is dictated, much higher than for German spare parts. There are many factories in Europe that produce spare parts of decent quality and at prices much lower than the original ones.
The most reliable diesel engine from Japan
So what is the most reliable diesel engine from Japan? Let's rank the TOP 5 of the best diesel engines.
5th place
In fifth place, you can safely put the 2.0-liter Subaru engine. Four-cylinder, turbocharged, boxer, 16-valve. Common rail intake system.
It must be said that this is the only boxer diesel engine in the world.
A boxer engine is when mutual pairs of pistons work in a horizontal plane. In this arrangement, careful balancing of the crankshafts is not required.
The weaknesses of this engine are a two-mass flywheel, it failed even up to five thousand kilometers. Crankshaft cracking, until 2009, crankshafts and shaft bearings were destroyed.
This engine is very interesting in its design, with good performance, but the lack of spare parts for such engines nullifies its advantages. Therefore, we give him the fifth place of honor in the Japanese series of diesel engines.
4th place
In fourth place will be the Mazda 2.0 MZR-CD engine. This diesel engine has been produced since 2002 and installed on Mazda 6, Mazda 6, MPV. It was Mazda's first Common Rail engine.
Four cylinders, 16 valves. Two versions - 121 hp and 136 hp, both of which developed a torque of 310 Nm at 2000 rpm.
In 2005, it underwent modernization, with an improved injection system and a new high-pressure fuel pump. Reduced compression ratio and adaptation of the engine with a catalyst for the emission of harmful gases. Power became 143 hp.
Two years later, a version with a 140 hp engine was released, in 2011 this engine disappeared from the line of installed engines for unknown reasons.
This engine calmly nursed 200,000 kilometers, after which it was necessary to change the turbine and the dual-mass flywheel.
When buying, you should carefully study its history, but it is better to remove the pan and look at the oil sump.
3rd place
Also a Mazda engine, Mazda 2.2 MZF-CD. The same engine of increased, but increased volume. Engineers tried to eliminate all the jambs of the old two-liter engine.
In addition to the increased volume, the injection system has been modernized, another turbine has been installed. On this engine, they put piezo injectors, changed the compression ratio and radically changed the particulate filter, which had all the problems of the previous model of the two-liter engine.
But the worldwide fight for the environment, both in Europe and Japan, adds gimoroya to all engines, and a system is installed on this one, with the addition of urea to the diesel fuel mixture.
All this reduces exhaust emissions to Euro5, but as always, in Russia this adds problems to all modern diesel engines without exception. This is simply solved by us, the particulate filter is thrown out and the afterburning valve of the unburned exhaust is turned off.
The rest of the engine is reliable and unpretentious
2nd place
Toyota 2.0/2.2 D-4D engine.
The first two-liter Toyota 2.0 D-4D CD appeared in 2006. Four-cylinder, eight-valve, cast iron block, timing belt, 116 hp The engines came with the "CD" index.
Complaints about this engine were very rare, they all came down only to the injectors and the exhaust gas recirculation system. In 2008, it was discontinued, and a new one was launched instead, with a volume of 2.2 liters.
Toyota 2.0/2.2 D-4D AD
They have already begun to make a chain, there are already 16 valves for four cylinders. The block began to be made of aluminum with cast-iron sleeves. The index of this engine became "AD".
The engine is available in both 2.0 liters and 2.2.
The best reviews about such an engine, and good returns, and low fuel consumption. But there were also complaints, the main one being the oxidation of the aluminum head at the point of contact with the cylinder head gasket, approximately in the period of 150-200 thousand km. run.
Replacing the head gasket does not help, only grinding the cylinder head and block, and this procedure is only possible with the removal of the engine. And such a repair is possible only once, the motor will not withstand the second grinding of the head and block, the depth will be critical with the possibility of meeting the valves with the head. Therefore, if the motor passed 300-400 thousand kilometers, with one grinding, it is only for replacement. Although this is a very decent resource.
Toyota in 2009 solved this problem, with such malfunctions, they even got me under warranty for new engines at their own expense. But the problem is very rare, but it does occur. Mostly for those who are not weak on the strongest version of this 2.2-liter engine model.
Such engines are still produced and installed on various car models: Raf4, Avensis, Corolla, Lexus IS and others.
1 place
Diesel engine Honda 2.2 CDTi. The most reliable small diesel engine. Very productive and very economical diesel engine.
Four-cylinder, 16-valve, variable displacement turbocharged, common rail injection system, sleeved aluminum block.
The injectors are used by Bosch, not capricious and expensive Japanese Denso.
The predecessor of this engine was built back in 2003 with the marking 2.2 i-CTDi. He turned out to be very successful. Trouble-free, dynamic and economical in fuel consumption.
The modern Honda 2.2 CDTi engine in question appeared in 2008.
Of course, typical malfunctions did not pass, but all of them were extremely rare. Exhaust manifold cracks, but they occurred in the first releases, the Japanese reacted and this was not observed in subsequent releases.
Sometimes there were malfunctions of the timing chain tensioner. Also, sometimes the play of the turbine shaft appeared prematurely.
All of these failures arose from excessive constant loads and poor maintenance.
Honda installed this engine on Honda Civic, Accord, CR-V and others.
Of course, this engine has the smallest number of failures and breakdowns in relation to all other engines of Japanese automakers.
We put him five points out of five, assign him the first place of honor and wish you to have a similar one on your car.
Toyota Rav 4 has always positioned itself as a compact crossover, more designed for young people. Actually, the decoding of the RAV abbreviation speaks of the main idea laid down by the manufacturer at the heart of the Japanese car - the Recreational Active Vehicle 4 Wheel Drive. What does it mean - all-wheel drive vehicle for outdoor activities. It is the number 4 that indicates that the torque from the engine in this car is transmitted to all four wheels. RAV 4 has been a leader in its segment for several years.
The first generation was released back in 1994. At that time, it was a truly unique car: 3-door or 5-door layout, independent wheel suspension and load-bearing body structure. Crossover with great enthusiasm began to acquire drivers leading an active lifestyle. Over the years, the model has not lost its relevance, on the contrary, it has become even more popular. Today, the fourth generation of the model is successfully rolling off the assembly line. And already in 2019, Toyota will begin production of the 5th generation of cars. In this article we will talk about what is the resource of the Toyota Rav 4 engine of the very first and latest generations.
Line of power units
Toyota does not hide the fact that each new generation of the model is mainly intended for a young category of drivers aged 25-30 years. A bold statement, one might say that it is even a challenge. However, the Japanese do not give up their words at all - they constantly offer new equipment. The line of power units Rav 4 is updated with an enviable frequency, as well as the design, interior and functionality of the crossover. Initially, the model was equipped with a 2.0-liter 3S-FE engine with a capacity of 135 forces, after some time a modification of the 3S-GE engine with 178 forces appeared. Both motors are aggregated with a manual or automatic transmission.
Performance characteristics 3S-FE:
- Fuel used: AI-92, AI-95;
- Cylinder diameter: 82 mm;
- Number of valves: 16;
- Valves per cylinder: 4;
It is worth saying that Toyota has always had not only all-wheel drive, but front-wheel drive modifications that have found a buyer in North America and Japan. Already with the release of the 2nd generation, the Japanese offer new options for power plants: a 2-liter 1AZ-FE, 1AZ-FSE with 150 horsepower, a 2.4-liter 2AZ-FE and 2AZ-FSE with a declared power of 160 hp. The two-liter D-4D diesel engine, which is characterized by good traction, also finds its customers.
Characteristics of 1AZ-FE:
- Engine type: 4-cylinder DOHC;
- Fuel used: AI-95;
- Environmental standard: Euro-5
- Cylinder diameter: 86 mm;
- Potential resource: 400 thousand km.
But, perhaps, the Japanese offer the greatest variety with the release of the 4th generation Toyota Rav 4. At this time, two brand new 2.0 and 2.2 liter turbodiesels immediately appear. The 2.4 engine that has gone down in history successfully replaces the structurally improved 2.5-liter engine with 180 horsepower. As for the popularity of certain types of power plants, the domestic drivers liked the 2.0-liter 1AZ-FE gasoline engine the most - it is unpretentious, reliable, resource-intensive. The 2.2-liter turbodiesel, which appeared in the fourth generation of the crossover, is also gaining popularity.
Nominal and actual motor life
A chain serves as a timing drive in all gasoline crossover engines. Its resource is noticeably higher than on other representatives of this auto segment - 150 thousand km. The owners of Rav 4 note that after this mark, its stretching begins, therefore, it is not recommended to operate the car on the same chain for more than 150,000 km. A two-liter naturally aspirated 1AZ-FE engine, with high-quality and timely service, travels at least 300 thousand km. The cases when this engine traveled 400 and even 500 thousand kilometers are not isolated. The potential in this modification of the power plant is rather big.
Approximately the same resource for another aspirated 2.0 liter - 3S-FE. This is a fairly reliable power unit, which is an exact copy of the 2.2-liter engine from Toyota Camry, but with one difference - it does not have balancing shafts. The motor works fine on the AI-92, its valves do not suffer in the event of a break in the timing drive. Together with the drive, the roller and pump are also changed. The main thing is to respond in time to the slightest malfunctions, as well as to replace consumables with high-quality counterparts or original parts.
The 2.2-liter AD-FTV turbodiesel is equipped with a belt drive. As a rule, the motor does not cause any particular problems during the first 250-280 thousand kilometers. After that, it may be necessary to replace the injectors, which are seriously affected by poor quality fuel. Often, owners have to clean the VRV and EGR vacuum valve ahead of schedule. In some cases, these elements fail prematurely. Their replacement costs 30-50 thousand rubles. Potentially, the 2.2-liter engine is capable of driving 300,000 km on Russian roads. To extend the life of the unit, it is recommended to clean the nozzles every 10-15 thousand kilometers.
Owner reviews Toyota RAV 4
The 2.5-liter petrol engine appeared relatively recently. It is not yet possible to say unequivocally what its resource is in practice. However, there is no reason to doubt the high quality of the assembly of the power plant. 2AR-FE proved itself from the best side even during installation on Toyota Camry. It is structurally perfect, has no obvious shortcomings and chronic "sores". Perhaps the only weakness of the modification is that the 2AR-FE cannot be overhauled. On the other hand, with the systematic passage of maintenance, the engine is able to work out 400 thousand kilometers. About what is the resource of the Toyota Rav 4 engine, an exhaustive answer will be given by the reviews of the owners.
Engine 2.0 (1AZ-FE, 3S-FE, 3ZR-FAE)
- Kirill. Novokuznetsk. In 2002, he purchased a Toyota RAV 4, generation 2, 1AZ-FE engine. Now there are 280 thousand km on the odometer. So far, the engine feels cheerful: it starts easily, I don’t add oil, black smoke from the exhaust pipe doesn’t come down. Always adhered to the regulations for maintenance, poured only the recommended oil. The only thing I don't like is the installation cylinder block. It is made of aluminum, and cast-iron sleeves are pressed into it. Capital is almost impossible to implement, although some craftsmen take on such work and give a guarantee of 20 thousand km, which, of course, is ridiculous. I hope the car will last another 100-120 thousand, 400,000 crossovers go with such a motor.
- Sergey, Kazan. Many say that it is impossible to carry out a major overhaul on the 1AZ-FE, and so, I hasten to dispel the myths. In 2010, Rav 4, 3rd generation, with a 2.0-liter “killed” engine, got it. The car was produced in 2007, and at that time the mileage was 50 thousand kilometers. In general, the former owner never changed the oil at all, plus the engine constantly overheated. 1AZ-FE is terribly afraid of overheating, whatever the mileage. In general, I took a car at a bargain price and decided to repair the engine. What they did: grinding the cylinder head, replacing parts of the connecting rod and piston group and rings, cleaning the crankcase ventilation. Repair cost 70 thousand rubles. Now the mileage is already 200 thousand kilometers, the flight is normal.
- Yuri, Moscow. I have a Toyota RAV 4 3S-FE, 1st generation, 1998. The car is now 20 years old. During this time, 400,000 km were covered. Major repairs were not done. I know many who have already undergone the same modification for half a million and at least something. This assembly is sensitive to engine oil quality. Filling it up is not worth it. For 3S-FE engines manufactured before 1996, the recommended oil with a viscosity of 5W40 is best suited, and for those manufactured after 96, 5W30. You need to pour only a quality product. Chain resource - 150,000 km. The motor is of high quality, reliable, troubles over trifles begin only after overcoming the mark of 200,000 km.
- Albert, St. Petersburg. I have a Toyota 3ZR-FAE, a 2010 car. There are no complaints about the quality of the car. The power unit pleases, for 160,000 km of run it actually did not bother with anything. Requires only high-quality oil and fuel. "Maslozhor" did not notice, on average it consumes 8 liters per 100 km. There were problems only with the control unit, but in the end I solved it quickly at the service center. In general, another high-quality unit from Japanese engineers.
There is no doubt about the reliability and quality of Toyota Rav 4 atmospheric power plants with a working volume of 2 liters. Potentially, they can go half a million, and only because of a careless attitude to the motors and non-compliance with the regulations for scheduled maintenance, in most cases, these motors exhaust their resource at the turn of 300 thousand km.
Engine 2.2 (2AD-FTV turbodiesel)
- Alexey, Novorossiysk. Toyota Rav 4, 2013, 2.2 liter turbodiesel, 150 horsepower. Passed already 75 thousand km. There were no problems. You can get the most out of a diesel engine if you follow some rules. Change the fuel filter every 30 thousand km, oil after 7-8 thousand km, fill in only the recommended one. Take care of the turbine, after long trips do not immediately turn off the engine, let it run for 10 minutes without load. This engine is picky about the quality of diesel fuel. Even one unsuccessful refueling can break the engine. At the service station they told me recently that the resource of a turbodiesel is quite large, but what exactly is one can only guess. No official data, only personal experience. I assume that 300-350 thousand 2AD-FTV is able to pass.
- Vyacheslav, Tula. I took the car in 2015, a 2.2-liter turbodiesel. Wound 60,000 km in three years. I travel a lot, went on a big trip around Russia. What can I say about the car and its engine? The crossover feels great at low revs, I especially like the movement on the Rav 4 along the serpentine. Pulls uphill well, no problems. In terms of dynamics - playful and cheerful. The dealership said that with proper maintenance, there would be no problems at all up to 200 thousand km. They recommended pouring ECTO-diesel into Lukoy, saying that the engine does not experience problems with it, and there will be no breakdowns in the fuel system. Let's see.
The owners of the turbodiesel modification note the high dynamic performance of the car. The diesel engine runs quietly, there are no extraneous sounds in the cabin. At the same time, the motor is quite reliable - the actual resource of the Toyota Rav 4 2.2 liter engine is 300,000 km. The turbine is also of high quality, operating smoothly for 200,000 km, after which it may need minor repairs.
Engine 2.5 (2AR-FE)
- Anatoly, Kostroma. I used to drive a Toyota Camry, after which I decided to purchase a Rav 4 with a new 2.5-liter 2AR-FE engine with an Aisin U760E gearbox. Crossover 4th generation, 2014 release. The 2AR-FE installation replaced the 2.4-liter 2AZ-FE, I recommend that everyone pay attention to the first engine when choosing. What can I say about its reliability? In four years, little has been covered - 80 thousand kilometers. Its cylinders are cast from aluminum alloy - take care of the motor from overheating. 2AR-FE is better than 2AZ-FE in all respects, and its resource is longer. Connoisseurs say that it is quite realistic to go half a million on it, perhaps its only drawback is a weak chain. After 100 thousand km, it needs to be replaced, I haven’t gone through it myself yet, but I’m already getting ready. Listen to the work of the “heart” of the car, if there is a knock, check the VVT drive.
- Ilya, Tyumen. Toyota RAV 4 2AR-FE can rightfully be called one of the most successful assemblies of recent generations. Firstly, the "oil burner" was completely eliminated, this engine consumes everything in moderation. Secondly, bugs with the notorious . Personally, in the two years of operation of the crossover (I have been driving since 2017) I have not experienced any problems. As for gasoline. There is good fuel in Russia, I myself know several good gas stations. The resource of the Toyota Rav 4 engine entirely depends on the owner. Someone walks 300-350 thousand km without the slightest intervention, someone manages to “put down” the engine for 100 thousand mileage.
- Vasily, Moscow. Today, without much difficulty, you can find companies that manufacture cast iron sleeves and press them into the 2AR-FE aluminum block. The Toyota RAV 4 2.5 has already covered 200,000 km. During this time, I changed only the chain and after 120 thousand km the catalyst flew. There were no more breakdowns. Naturally, I change consumables and purchase a lubricant recommended by the manufacturer. I refuel at Lukoil AI-95, as for me, there is the best fuel. It is felt that the crossover is still at least the same. And then you can carry out major repairs at your own peril and risk.
The 2AR-FE power unit is quite good in terms of design, it does not have any serious flaws and shortcomings. With quality service and due attention, it will definitely not let you down during the first 350 thousand kilometers.
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, in the event that 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 buying 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.
