Toyota millionaire engines are legendary engines from Japan. Toyota engines strengths and weaknesses Toyota six-cylinder in-line engine

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 regular 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 development of the designs of gas distribution mechanisms at Toyota for several decades has gone in a kind of spiral.

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 various 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 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 of distribution and development did not receive.

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.

A simple advertising phrase "the chain is designed to work throughout the life of the car" was taken literally by many, and on its basis they began to develop the legend of the unlimited resource of the chain. But, as they say, dreaming is not harmful ...

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 "pulling" procedure is required (as on some archaic motors), or the installation of an automatic tensioner (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 this or that intervention at least as often as a belt drive - hydraulic tensioners are rented, 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"

But not all archaic solutions are reliable, and Toyota's carburetors are a vivid example of this. Fortunately, the vast majority of current Toyota drivers started immediately with injection engines (which appeared back in the 70s), bypassing Japanese carburetors, so they cannot compare their features in practice (although in the domestic Japanese market, individual carburetor modifications lasted until 1998, on the external - until 2004).

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 (electrical 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 if there were 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 a lot and there were no mechanical drives with complex kinematics - which gave us such valuable reliability and maintainability.

At one time, the owners of the early D-4 engines realized that, due to their extremely dubious reputation, they simply could not resell their cars without tangible losses - and went on the offensive ... Therefore, listening to their "advice" and "experience", one had to remember that they are not only morally but chiefly financially interested in the formation of a decidedly positive public opinion regarding direct injection (DI) engines.

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 conditions (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 the "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 has 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 repairs ... 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 arise only 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.

Let's make a reservation right away that on our resource the concept of "best" means "the most problem-free": reliable, durable, maintainable. Specific power indicators, efficiency are already secondary, and various "high technologies" and "environmental friendliness" are, by definition, disadvantages.

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 available 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, there are only good words for the 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 this is the "modernized" type "03" for the worse). In the older segment of the middle class, the 2AR-FE performs well. As for the large class, according to a number of economic and political reasons for the average consumer it no longer exists.

The question arising from the previous ones is why the old engines in their older modifications are named the best? It may seem that both Toyota and the Japanese in general are organically incapable of anything consciously worsen. But alas, above engineers in the hierarchy are the main enemies of reliability - "environmentalists" and "marketers". Thanks to them, car owners get less reliable and durable cars at a higher price and with higher maintenance costs.

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 the 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.

In fact, the debate about "millionaires", "half-millionaires" and other centenarians is pure and meaningless scholasticism, not applicable to cars that have changed at least two countries of residence and several owners along their life path.

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 of run, 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 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!

Timeline for the production of diesel engines

This brief overview focuses on common Toyota engines from the 1990s-2010s. The data is based on experience, statistics, feedback from owners and repairers. Despite the criticality of the assessments, it should be remembered that even a relatively unsuccessful Toyota engine is more reliable than many creations of the domestic auto industry and is at the level of most world models.

Since the beginning of the mass import of Japanese cars into the Russian Federation, several conditional generations of Toyota engines have already changed:

• 1st wave(1970s - early 1980s) - now reliably forgotten motors of the old series (R, V, M, T, Y, K, early A and S).
• 2nd wave(second half of the 1980s - late 1990s) - Toyota classics (late A and S, G, JZ), the basis of the company's reputation.
• 3rd wave(since the late 1990s) - "revolutionary" series (ZZ, AZ, NZ). Characteristic features are light-alloy ("disposable") cylinder blocks, variable valve timing, timing chain drive, the introduction of ETCS.
• 4th wave(since the second half of the 2000s) - the evolutionary development of the previous generation (ZR, GR, AR series). Characteristic features - DVVT, versions with Valvematic, hydraulic lifters. Since the mid-2010s - the re-introduction of direct injection (D-4) and turbocharging

"Which engine is the best?"

It is impossible to single out the best engine abstractly, if you do not take into account the base car on which it was installed. The recipe for creating such a unit is known in principle - you need an in-line six-cylinder gasoline engine with a cast-iron block, as large as possible and as little forced as possible. But where is such an engine and how many models was it installed on? Perhaps, Toyota came closest to the “best engine” at the turn of the 80-90s with the 1G engine in its various variations and with the first 2JZ-GE. But…

First, structurally and 1G-FE is not ideal in itself.

Secondly, being hidden under the hood of some Corolla, he would have served there forever, satisfying almost any owner with both survivability and power. But it was really installed on much heavier machines, where its two liters were not enough, and work at maximum efficiency affected the resource.

Therefore, we can only say about the best engine in its class. And here the "big three" are well-known:

4A-FE STD type'90 in class "C"

Toyota 4A-FE first saw the light in 1987 and did not leave the assembly line until 1998. The first two characters in its name indicate that this is the fourth modification in the A series of engines manufactured by the company. The series began ten years earlier, when the company's engineers set out to create a new engine for Toyota Tercel, which would provide more economical fuel consumption and better technical performance. As a result, four-cylinder engines with a capacity of 85-165 hp were created. (volume 1398-1796 cm3). The engine casing was made of cast iron with aluminum heads. In addition, the DOHC gas distribution mechanism was used for the first time.

It is worth noting that the 4A-FE resource until the bulkhead (not overhaul), which consists in replacing valve stem seals and worn piston rings, is approximately 250-300 thousand km. Much, of course, depends on the operating conditions and the quality of maintenance of the unit.

The main goal in the development of this engine was to achieve a reduction in fuel consumption, which was achieved by adding an EFI electronic injection system to the 4A-F model. This is evidenced by the attached letter "E" in the marking of the device. The letter "F" denotes standard power engines with 4-valve cylinders.

The mechanical part of the 4A-FE motors is designed so well that it is extremely difficult to find an engine with a more correct design. Since 1988, these engines have been produced without significant modifications due to the absence of design defects. Automotive engineers have managed to optimize the power and torque of the 4A-FE internal combustion engine in such a way that, despite the relatively small volume of cylinders, they have achieved excellent performance. Together with other products of the A series, motors of this brand occupy a leading position in terms of reliability and prevalence among all similar devices manufactured by Toyota.

Repairing 4A-FE will not be difficult. A wide range of spare parts and factory reliability give you a guarantee of operation for many years. FE engines are free from such shortcomings as cranking of the connecting rod bearings and leakage (noise) in the VVT ​​clutch. A very simple valve adjustment brings undoubted benefits. The unit can run on 92 gasoline, consuming (4.5-8 liters) / 100 km (due to operating mode and terrain)

Toyota 3S-FE

3S-FE in "D/D+" class

The honor to open the list falls to the Toyta 3S-FE motor, a representative of the well-deserved S series, which is considered one of the most reliable and unpretentious units in it. A two-liter volume, four cylinders and sixteen valves are typical indicators for mass engines of the 90s. Camshaft drive by belt, simple distributed injection. The engine was produced from 1986 to 2000.

Power ranged from 128 to 140 hp. More powerful versions of this engine, 3S-GE and turbocharged 3S-GTE, inherited a successful design and a good resource. The 3S-FE engine was installed on a number of Toyota models: Toyota Camry (1987-1991), Toyota Celica T200, Toyota Carina (1987-1998), Toyota Corona T170 / T190, Toyota Avensis (1997-2000), Toyota RAV4 (1994- 2000), Toyota Picnic (1996-2002), Toyota MR2, and turbocharged 3S-GTE also on Toyota Caldina, Toyota Altezza.

Mechanics note the amazing ability of this engine to endure high loads and poor service, the convenience of its repair and the overall thoughtfulness of the design. With good maintenance, such motors exchange a mileage of 500 thousand kilometers without major repairs and with a good margin for the future. And they know how not to bother the owners with minor problems.


The 3S-FE engine is considered one of the most reliable and durable among petrol fours. For the power units of the 90s, it was quite ordinary: four cylinders, sixteen valves and a 2-liter volume. Camshaft drive by belt, simple distributed injection. The engine was produced from 1986 to 2000.

Power ranged from 128 to 140 "horses". The 3S-FE engine has been installed in a number of popular Toyota models, including: Toyota Camry, Toyota Celica, Toyota MR2, Toyota Carina, Toyota Corona, Toyota Avensis, Toyota RAV4, and even Toyota Lite/TownACE Noah. More powerful versions of this engine, such as 3S-GE and turbocharged 3S-GTE, installed on Toyota Caldina, Toyota Altezza, inherited a successful design and a good resource of the progenitor.

A distinctive feature of the 3S-FE engine is its good maintainability, the ability to withstand high loads and, in general, the thoughtfulness of the design. With good and timely maintenance, motors can easily “run back” 500,000 kilometers without major repairs. And there will still be a margin of safety.

1G-FE in class "E".

The 1G-FE engine belongs to the family of in-line 24-valve six-cylinder internal combustion engines with a belt drive to one camshaft. The second camshaft is driven from the first through a special gear ("TwinCam with a narrow cylinder head").

The 1G-FE BEAMS engine is built according to a similar scheme, but has a more complex design and cylinder head filling, as well as a new cylinder-piston group and a crankshaft. Of the electronic devices in the internal combustion engine, there is an automatic variable valve timing system VVT-i, an electronically controlled throttle valve ETCS, contactless electronic ignition DIS-6 and an intake manifold geometry control system ACIS.
The Toyota 1G-FE engine was installed on most E class rear-wheel drive cars and on some E + class models.

A list of these cars with their modifications is given below:

• Mark 2 GX81/GX70G/GX90/GX100;
• Chaser GX81/GX90/GX100;
• Cresta GX81/GX90/GX100;
• Crown GS130/131/136;
• Crown/Crown MAJESTA GS141/ GS151;
• Soarer GZ20;
• Supra GA70

More or less reliably, we can only talk about the “resource before the bulkhead”, when the engine of a mass series, like A or S, will require the first serious intervention in the mechanical part (not counting the replacement of the timing belt). For most engines, the bulkhead falls on the third hundred mileage (about 200-250 thousand km). As a rule, this intervention consists in replacing worn or stuck piston rings, and at the same time valve stem seals, that is, it is just a bulkhead, and not a major overhaul (the geometry of the cylinders and the hone on the walls of the cylinder block are usually preserved).

Andrey Goncharov, expert of the Car Repair section

Overview of Toyota engines Gasoline engines "A" (R4, belt) A series engines share the championship with the S series in terms of prevalence and reliability. As for the mechanical part, it is difficult to find more successfully designed engines. At the same time, they have good maintainability and do not create problems with spare parts. They were installed on cars of classes "C" and "D" (Corolla / Sprinter, Corona / Carina / Caldina families). 4A-FE - the most common engine in the series, has been produced without significant changes since 1988, has no pronounced design defects 5A-FE - a variant with a reduced displacement, is still produced in Chinese factories for Toyota of the Asian market and joint models 7A-FE - late modification with increased working volume In the optimal production version, 4A-FE and 7A-FE went to the Corolla family. However, being installed on cars of the Corona/Carina/Caldina line, they eventually received a LeanBurn-type power supply system designed for burning lean mixtures and helping to save Japanese fuel during a quiet ride and in traffic jams (more about the design features, on which models the LB was installed ). But the Japanese pretty much "messed up" the ordinary Russian consumer - many owners of these engines are faced with the so-called "LB problem", which manifests itself in the form of characteristic failures at medium speeds, the cause of which cannot be properly established and cured - either the poor quality of local gasoline is to blame, either problems in the power and ignition systems (these engines are especially sensitive to the condition of candles and high-voltage wires), or all together - but sometimes the lean mixture simply does not ignite. Small additional disadvantages are the tendency to increased wear of the camshaft beds, non-floating piston pins, formal difficulties with adjusting the gaps in the intake valves, although in general it is very convenient to work with these engines. 4A-GE 20V - uprated 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. Minus - such an engine will inevitably be stronger "ushatan" compared to the average serial 4A-FE of the same year, since it was originally bought in Japan not for economical and gentle driving. The requirements for gasoline (high compression ratio) and oils (VVT drive) are more serious, so it is intended primarily for those who know and understand its features. With the exception of 4A-GE, engines are successfully powered by gasoline with an octane rating of 91 (including LB, for which the requirements for octane are even milder). Ignition system - with a distributor ("distributor") for serial versions and DIS-2 (Direct Ignition System, one ignition coil for each pair of cylinders) for later LBs. "E" (R4, belt) The main "subcompact" series of engines. Used on models of classes "B", "C", "D" (Starlet, Tercel, Corolla, Caldina families). 4E-FE - the base engine of the series 5E-FE - a variant with an increased displacement 5E-FHE - an early version, with a high redline and a system for changing the geometry of the intake manifold (to increase maximum power) 4E-FTE - it is worth highlighting the turbo version that turned the Starlet GT into a "mad stool" On the one hand, this series has very 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, moreover, are not overhaul. Although it should always be remembered that the engine power must correspond to the class of the car - therefore quite suitable for the Tercel, the 4E-FE is already weak for the Corolla, and the 5E-FE for the Caldina. Working at maximum capacity, they have a shorter resource and a lot of wear compared to larger engines on the same models. The minimum requirements for gasoline for conventional modifications are 91st. Ignition system - distributor, on the latest versions (since 1997) - DIS-2. "G" (R6, belt) 1G-FE is one of the best Toyota engines and the former leader of the informal reliability rating. Installed on rear-wheel drive "E" class models (Mark II, Crown families). It should be noted that under the same name there are 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 clearly does not benefit the latter (during a cold start with a very thickened oil can jump the belt or cut the teeth, there is no need for extra oil seals leaking inside the timing case), and the 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, but this was achieved at a high price. 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 - only the general layout and part of the dimensions were preserved here. The design and filling of the block head has completely changed, a belt tensioner has appeared, the cylinder block and the entire cylinder-piston group have been updated, the crankshaft has changed. It should be noted that for the most part 1G-FE type 90 and type 98 spare parts are not interchangeable. In addition, the valves now began to bend when the timing belt broke. The reliability and resource of the new engine have certainly decreased, but the main thing is that only one name remains from the legendary indestructibility, ease of maintenance and unpretentiousness. "S" (R4, belt) The most successful and proven series of engines, and taking into account their mass character, they are generally the best Toyota engines. They were installed on cars of classes "D" (Corona, Vista families), "E" (Camry, Mark II), minivans and vans (Ipsum, TownAce), SUVs (RAV4, Harrier). 3S-FE - the base engine of the series - powerful, reliable and unpretentious. Without characteristic shortcomings, with the exception of some noise, "slow oil flow to the camshafts at startup" and oil consumption for waste in older (with a mileage of 200 t.km) engines. Constructive disadvantages for maintenance - the timing belt is overloaded, which also leads to the pump and the oil pump, the engine is inconveniently located under the hood (littered with the engine shield). The best modifications of the engine were produced in 1990-96, but the updated version that appeared in 1996 could no longer boast of the same trouble-free operation. Serious defects include breaks of connecting rod bolts, especially on type 96, followed by the appearance of a “fist of friendship.” 4S-FE is a variant with a reduced working volume, completely similar in design and operation to 3S-FE. Its characteristics are sufficient for most models The 3S-GE was an uprated engine with a "Yamaha design head" that came in a variety of overpowered and intricate designs for sportier D-class based models. among the first Toyota engines with VVT, and the first with DVVT (Dual VVT - variable valve timing on the intake and exhaust camshafts). 3S-GTE - a turbocharged version. It is worth recalling the disadvantages of supercharged engines: the cost of operation (the best oil and the minimum frequency of its replacements ), complexity in maintenance and repair, relatively low resource of the forced engine, limited resource of turbines. Ceteris paribus, it should be remembered: the Japanese buyer did not take the turbo engine for driving "to the bakery", so the question of the residual life of the engine and the car as a whole will always be open, this is triple critical for a used car in the Russian Federation. 3S-FSE - direct injection version (D4), the worst gasoline engine in the range. An example of how easily an irrepressible thirst for improvement can turn an excellent engine into a nightmare. It is definitely not recommended to take cars with this engine. Or, if it seems so inevitable, one should really imagine what the owner will face, how and for how much he will be able to periodically restore it, and most importantly, why he needs these problems. The main 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" due to breakage of connecting rod bolts - the standard end of a career for many 3S-FSE (the defect was officially recognized by the manufacturer ... in April 2012). However, there are enough problems for the rest of the engine systems, which have little in common with the normal engines of the S series. 5S-FE is a version with an increased displacement. 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. Ignition system - distributor on early engines, from the middle of 1996 DIS-2 or DIS-4. Gasoline - 91st for civilian modifications and, preferably, 95th for forced ones. "FZ" (R6, chain+gears) Replacing the old F-series, a solid classic large displacement engine. Installed on heavy jeeps (Land Cruiser 80..100). "JZ" (R6, belt) A massive top-series of the 1990s, in various versions, it was installed on all passenger rear-wheel drive Toyota models (Mark II, Crown families). 1JZ-GE - base engine, for the domestic market. 2JZ-GE - "world wide" variant with increased displacement. 1JZ-GTE, 2JZ-GTE - high power turbocharged versions (without limiter 300-320 hp). 1JZ-FSE, 2JZ-FSE - direct injection options. They did not have significant shortcomings, they are very reliable with proper operation and proper care. Minus - the drive of all mounted units with one long belt with a hydraulic tensioner, which is not distinguished by durability. It should be noted that JZ engines are sensitive to moisture, especially in the DIS-3 version, so washing is not recommended. 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 those rare cases when the updated Toyota engine has not lost too much in reliability. However, more than once I had to not only hear about the problems of fresh JZ with a connecting rod and piston group, but also see the consequences of piston sticking, followed by their destruction and bending of the connecting rods. "MZ" (V6, belt) One of the first heralds of the "third wave" were V-shaped sixes for the original front-wheel drive cars of the "E" class (Camry), as well as SUVs and vans based on them (Harrier / RX300, Kluger / Highlander , Estima/Alphard). 1MZ-FE, 2MZ-FE - improved replacement for the VZ series. The light-alloy lined cylinder block does not imply the possibility of a major overhaul with a bore to the repair size; there is a tendency to coking the oil and increased carbon formation due to intense thermal conditions and cooling features. With this, as well as with not very competent operation, there are also cases of mechanical destruction of such motors. On the 2MZ-FE and later versions of the 1MZ-FE, a variable valve timing mechanism was used. 3MZ-FE - Larger displacement variant, designed mainly for the foreign (American) market "RZ" (R4, chain) Base inline gasoline engines for medium jeeps and vans (HiLux, LC Prado, HiAce families). 3RZ-FE - the largest in-line four in the Toyota range, is generally characterized positively, you can only pay attention to the overcomplicated timing drive and balancing mechanism. The ignition system in early versions is distributor, in later versions it is DIS-4 (a separate ignition coil for each cylinder). 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. "TZ" (R4, chain) Horizontal engine, designed specifically for placement under the floor of the body (Estima/Previa 10..20). This arrangement made the drive of mounted units (carried out by cardan gear) and the lubrication system (something like a "dry sump") much more complicated. Hence, great difficulties arose when carrying out any work on the engine, a tendency to overheat, and sensitivity to the condition of the oil. Like almost everything related to the first generation Estima - an example of creating problems from scratch. 2TZ-FE is the base engine of the series. 2TZ-FZE - a less common forced version with a mechanical supercharger (supercharger). "UZ" (V8, belt) For almost two decades - the top series of Toyota engines, designed for large rear-wheel drive business class (Crown, Celsior) and heavy SUVs (LC 100..200, Tundra / Sequoia). Very successful motors with a good margin of safety. In the 2000s, variable valve timing was received. "VZ" (V6, belt) A generally unsuccessful series of engines that quickly and almost completely disappeared from the scene. They were installed on front-wheel drive business class cars (Camry) and medium jeeps (HiLux, LC Prado). They proved to be unreliable and capricious: a fair love for gasoline, a little less for eating oil, a tendency to overheat (which usually leads to warpage and cracks in the cylinder head), increased wear on the crankshaft main journals, a sophisticated fan hydraulic drive. And to everything - the relative rarity and high cost of spare parts. 5VZ-FE - used since 1995 on HiLux Surf / LC Prado 185/90..210/120 models and large vans of the HiAce family. This engine turned out to be the best in the series and quite unpretentious. "AZ" (R4, chain) Representative of the 3rd wave - "disposable" engines with an alloy block that replaced the S series. Installed on models of classes "C", "D", "E" (Corolla, Premio, Camry families), vans based on them (Ipsum, Noah, Estima), SUVs (RAV4, Harrier, Highlander). Details about the design and problems The most serious and massive 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. "NZ" (R4, chain) Replacement of series E and A, installed on models of classes "B", "C", "D" (Vitz, Corolla, Premio families). More about the design 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, nevertheless, of all the engines of the 3rd wave, they can be considered the most trouble-free. "SZ" (R4, chain) The SZ series owes its origin to the Daihatsu division and is an independent and rather curious "hybrid" of 2nd and 3rd wave engines. Installed on "B" class models (Vitz family, related Daihatsu models). More about the design. The disadvantages include the occasional timing chain jump, which inevitably leads to valve damage. "ZZ" (R4, chain) The next generation of engines replaced the good old A series after 1998. Moreover, it cannot be said that the Japanese made a breakthrough in terms of power indicators - more attention was paid to efficiency, "ecology", and the prospects for modernization. And manufacturability, which, unfortunately, still prevailed in the fight against durability. They were installed on models of classes "C" and "D" (Corolla, Premio families), SUVs (RAV4) and minivans. Pros. Someone may consider the timing chain drive more reliable, the VVT ​​system has improved traction characteristics at the bottom, the power density and torque have increased, and the engine weight has decreased. Minuses. There is a reason to talk more specifically here. - The VVT ​​mechanism (including a pulley, valve and filter) is of little repair, and in operation it requires exceptionally high-quality and clean oil. However, the real problems with VVT, comparable to Opel's, began with the next generation - ZR engines. - A chain with a hydraulic tensioner also places special demands on the oil, concessions in favor of compactness and noise reduction inevitably turned into a minus of durability. And most importantly, changing a belt with rollers after 80-100 thousand km is cheaper than after 150 "stretched" chain with tensioners, dampers and sprockets. - The compression ratio has noticeably increased - therefore, now you should not recklessly rely on the traditional Toyota gasoline omnivorousness. - The problem of increased oil consumption for waste has become a standard disease of the ZZ series, caused by design features - wear and tear of piston rings, often accompanied by wear of the liner. - And, finally, maintainability. Adopting global traditions, Toyota also managed to make a literally "disposable" engine - its aluminum construction does not provide for such a thing as a "repair size", there are neither original repair pistons nor the possibility of boring. 1ZZ-FE is the basic and most common engine in the series. More about the design, features and disadvantages 2ZZ-GE is an uprated engine with VVTL (VVT plus the first generation variable valve lift system), which has little in common with the base engine. Unfortunately, this is the most "gentle" and short-lived of the charged Toyota engines. More about the design. 3ZZ-FE, 4ZZ-FE - versions for European market models. The main drawback - the lack of a Japanese analogue does not allow you to purchase a budget contract motor. "AR" (R4, chain) New mid-size transverse engine series with DVVT, complementing and replacing the 2AZ-FE. Installed on class "D" models (Camry family) and SUVs (RAV4, Highlander, RX). Since the AR motors appeared later than other related series and are installed on a smaller number of models, the list of characteristic defects is still extremely short: the knock of the VVT ​​drives at startup, the cooling system pump is leaking. "GR" (V6, Chain) A replacement for the MZ series, introduced in the mid-2000s, featuring light alloy blocks with an open cooling jacket, timing chain, VVT or DVVT. Longitudinal or transverse, installed on many models of different classes - Corolla (Blade), Camry, modern rear-wheel drive vehicles (Mark X, Crown, IS, GS), top versions of SUVs (RAV4, RX), medium and heavy jeeps (LC Prado 120. .150, LC 200). "KR" (R3, chain) Three-cylinder replacement for the youngest engine of the SZ series, made according to the general canon of the 3rd wave - with a light-alloy sleeved cylinder block and a conventional single-row chain. "NR" (R4, chain) New subcompact engine with DVVT replacing 2NZ-FE and 2SZ-FE. It is installed on models of classes "A", "B", "C" (iQ, Yaris, Corolla). "TR" (R4, chain) A modified version of the RZ series engines with a new block head, VVT system and hydraulic compensators in the timing drive. It is installed on jeeps (HiLux, LC Prado), vans (HiAce), utility rear wheel drive vehicles (Crown 10). "UR" (V8, chain) Replacing the UZ series - engines for top-end rear-wheel drive vehicles (Crown, GS, LS) and heavy jeeps (LC 200, Sequoia), made in the modern tradition with an alloy block, DVVT and with a D-4 version. "ZR" (R4, chain) Replacement of the ZZ series and two-liter AZ. The characteristic features of the new generation are DVVT, Valvematic (on versions -FAE - a system for smoothly changing the valve lift height), hydraulic compensators, crankshaft desaxage. They are installed on models of classes "B", "C" and "D" (Corolla, Premio families), minivans and SUVs based on them (Noah, Isis, RAV4). Typical defects: increased oil consumption, sludge deposits in combustion chambers, knocking of VVT actuators at start-up, pump leaks, oil leakage from under the chain cover, traditional EVAP problems, forced idle errors, problems during hot start due to low fuel pressure, defective alternator pulley, noise from the vacuum pump, freezing of the starter solenoid relay, Valvematic controller errors, separation of the controller from the control shaft of the Valvematic drive, followed by engine shutdown.