Millionaire engines. Is this reality, or echoes of the constant struggle between European, Japanese and American cars? Many automotive experts do not get tired of arguing about this. There, moreover, new, more advanced models of units are constantly appearing on the market, and in practice they simply have not had time to show their real resource yet.
Nevertheless, there is a strong belief among the people that one of the most reliable engines in the world is installed on Toyota cars. In particular, we are talking about the Toyota Avensis model, which has become one of the most popular in the world today.
It is easy to guess that the reason is not only in the current design, spacious interior and excellent driving characteristics. The engines of all three generations of Toyota Avensis are considered unique in their kind, which is why many connoisseurs of good units will prefer to purchase a used Toyota Avensis instead of a new car from another manufacturer.
Advantages of Toyota Avensis engines
There are a couple of reasons why the best Toyota engines have gained worldwide popularity:
- Well-organized engine compartment compared to other equally popular car brands. As a result, engine repair does not require disassembling a large number of components and removing many attachments just to make diagnostics or perform scheduled maintenance. It becomes cheaper as a result.
- Toyota Avensis engines are worthy of respect due to the fact that their development has always been well funded, because the engines have really excellent performance even compared to units of more expensive cars.
- All indicators of reliability and durability are observed. These are: slow wear of friction parts, failure-free operation of all units of the unit, excellent maintainability.
Overview of the best Toyota Avensis engines
At one time, the Toyota Avensis model replaced the Carina E and Corona, which were popular at that time. The car under the new name was more relevant and modern. This oversized sedan first saw the light of day in 1997. It had a completely European appearance and was distinguished by excellent quality characteristics. The model became scandalous because in some European countries they refused to sell it. It was just a matter of competitiveness compared to more native brands. But in general, the car differed in the following characteristics:
- excellent build quality;
- modern, fresh design;
- high level of comfort and safety;
- excellent quality unit.
First generation
Buyers of the first generation Toyota Avensis had a choice of three petrol units with a volume of 1.6, 1.8 and 2.0 liters. A 2.0-liter turbodiesel option was also introduced. Accordingly, a 1.6-liter engine produces 1-9 horses, a 1.8-liter engine also produces 109 hp. s, and the 2.0-liter unit - 126 horsepower. We can agree that at that time the indicators were more than impressive. In turn, the turbodiesel produces 89 hp. With.
In 2001, the exclusive Avensis Verso model was introduced to the market. This overall car was recognized as the best among the Toyota Avensis models in Australia. Today, its platform is considered more advanced than the second generation.
Important! All units of the first generation Toyota Avensis had excellent build quality, they used the latest technologies, such as a variable valve timing system.
Second generation
The restyled version of Toyota Avensis, produced from 2003 to 2008, had the following engine options:
- 1.6 l at 109 HP;
- 1.8 L delivering 127 HP;
- two-liter turbodiesel with 125 horses;
- later a 2.4 L four-cylinder unit with 124 horsepower was added.
Important! The developers of the car were able to create the best suspension in its class and a unique security system. Japanese crash tests gave the model all possible prestigious stars.
third generation
At the Paris Motor Show in 2008, the third generation of Toyota Avensis was presented. The release of the car continues to this day. Its engines are presented in six variants. Three petrol and the same diesel:
- a two-liter diesel engine produces 126 hp. With.;
- 2.2-liter diesel unit, issuing 150 horses;
- 2.2-liter diesel with 177 horses;
- 1.6 liter petrol engine producing 132 hp With.;
- 1.8 liter unit, produces 147 hp at the output. With.;
- 2.0 liter gasoline engine with a capacity of 152 liters. With.
In conclusion, we can say that the first and second versions of Toyota Avensis are widely used by motorists today. The two-liter unit from the first generation 3S-FE is one of the three most reliable units in the world, it also deserves the title of a millionaire motor.
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 softer). 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.
Toyota Corolla engines have been considered reliable and unpretentious since 1993. The Japanese know how to create designs that, with a small volume, have high power, while boasting minimal consumption. These are technically perfect and practical units with a long resource.
Toyota Corolla 1.6 1ZR FE engine
The Toyota Corolla 1.6 1ZR FE engine can be called the most popular and successful. This engine contains 4 cylinders, 16 valves, a timing chain drive, which practically eliminates problems with it.
The engine resource is quite large.
It will pass the first 200 thousand without any intervention, the main thing is to make sure that the oil consumption is not too high, change fluids in time (preferably after 10-15 thousand runs) and fill in high-quality fuel, since the 1.6 1ZR FE engine is quite sensitive to impurities in gasoline.
How is this motor built?
The engine for the 1.6 1ZR FE is found in the back of the E160 and E150, it was developed based on previous experience, created using advanced technologies. The gas distribution has a VVTI system, thanks to which the power supply is of the highest quality. In addition, electronics controls the valve lift, air flow into the system, which makes the unit work most efficiently.
1.6 VVT is equipped with two camshafts at once, the valve arrangement is V-shaped. There are hydraulic lifters, so valve adjustment is not required. It is necessary to monitor the quality of the oil, it is desirable to fill in the original substance. If you do not do this, the hydraulic lifters fail, you can find out about this if there is a knock in the engine.
Drive features
The device of the Toyota Corolla 1.6 1ZR FE engine is as reliable and simple as possible: the engineers removed all unnecessary tensioners and shafts, leaving a strong metal chain. For proper operation of the chain, only one tensioner and damper are installed.
For ease of adjustment, the desired links are colored orange.
Technical data
The Toyota Corolla 1ZR FE ICE is distinguished by the following characteristics:
- Engine capacity - 1.6 liters.
- 4 cylinders, power - 122 liters. With.
- Acceleration to hundreds is carried out in 10.5 seconds.
The engine is powered by AI 95, the consumption on the highway is 5.5 liters, the combined cycle is more per liter, in the city - about 9-10 liters. The working resource is 400 thousand km. A feature is the absence of repair dimensions for cylinders. In addition, the engine suffers greatly from overheating. Such motors were installed in almost all cars manufactured before 2008.
Motor Toyota Corolla 1.6 3ZZ
Toyota Corolla was equipped with other engines. In cars with an E150 body, you can often find the 3ZZ I engine. Most often it is found in cars manufactured in 2002, 2005, but the line was equipped with such engines from 2000 to 2007. This engine is considered an upgraded 1ZZ-FE.
Main characteristics
The motor has an injection power system, so it can be denoted by the letter I. 4 cylinders, volume is 1.6 liters, power - 190 liters. With.; city consumption is the same as the previous version, on the highway consumption will be about 6 liters, with mixed use - 7.
The body is made of aluminum, which made the power unit lighter and saved it from overheating. Main disadvantages:
- A common problem is high oil consumption. If oil consumption is increased, the problem should be sought in the oil scraper rings. You need to carefully look at which oil filter is installed. When using a non-original oil consumption may increase due to poor cleaning.
- The timing chain can stretch over time, so a characteristic knock appears. Rarely, valves are the cause.
- The liner can become a big problem if the motor is serviced irregularly. The problem of overheating, although significantly reduced, was not completely eliminated.
The resource of this Toyota engine is at least 200 thousand km. Repairable cylinders allow it to be increased.
You need to be careful about changing the oil, it needs to be done every 10 thousand km, for which you need to purchase 4.2 liters.
Toyota Corolla 1.6 VVT I engine
The VVT I motor is often found on cars manufactured for the Russian Federation. They have 4 cylinders, an aluminum body, 16 valves, an injection power system and a timing chain. It was possible to improve the characteristics of the unit thanks to the use of VVT-I technology. The valve timing is adjusted almost perfectly, so the engine turned out to be quite dynamic with economical consumption (below 10 liters).
Cars from 2011-2014 received hydraulic lifters, which eliminates the need to adjust the valves. A serious disadvantage of VVT-I is its poor maintainability, cylinders can hardly be bored. The characteristics of the motor model are similar to the 1ZR FE.
Conclusion
Motors on Toyota Corolla from 1993 and later releases (E80, 150, 160, etc. with volumes of 1.5, 1.6 and others) cause few complaints from car owners. You can learn more about these units with the help of videos on the Internet.
Car owners have a legend. About an engine that doesn't break down. And not just one, but many. These legends are overgrown with amazing biographies over time, giving rise to unceasing disputes on the topic "German versus Japanese versus American."
Many eyewitnesses are ready to testify to the reliability of this or that motor with a mileage of half a million to a million kilometers, not in the least embarrassed by the fact that its origin is hidden in the darkness of centuries, and it has been observed by eyewitnesses for several years at most. But the legends do not lie: such engines exist. We have combined them into a list, in the preparation of which we provided all possible assistance to auto mechanics with a solid work experience.
The list turned out to be rather big - over the past few decades, automakers have managed to create enough masterpieces of engine building. And we will make a reservation that not all motors will be included in our review, but only ten, the most famous and massive ones. Those that were installed on the iconic models of their time won races. Some kind of celebrity in the world of cars.
Diesels
Diesel power plants are traditionally considered the most reliable. Largely due to the fact that ten years ago it was difficult to imagine a car with a sporty character and a diesel unit, and even now diesel engines are taken by those who need to travel a lot, which means that the engine works in the best conditions. In addition, older generations of engines have a relatively simple design with a good margin of safety.
Mercedes-Benz OM602
The family of OM602 diesel engines, five-cylinder, with two valves per cylinder and a Bosch mechanical injection pump deservedly holds the palm in terms of mileage, resistance to life's difficulties and the number of cars left on the move with them. These diesels were produced from 1985 to 2002 - almost twenty years.
Not the most powerful, from 90 to 130 hp, they were famous for their reliability and efficiency. This family had quite worthy ancestors, the OM617 generation, and quite worthy successors - OM612 and OM647.
You can meet such motors on Mercedes in the back of W124, W201 (MB190), on G-class SUVs, on T1 and Sprinter vans, and even on later W210s. The runs of many instances exceed half a million kilometers, and the record ones - in two. And if you take care of the failing fuel equipment and attachments in time, then the design will not let you down.
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BMW M57
Bavarian engines are no less deserved than Stuttgart ones. These in-line six-cylinder diesels, in addition to impressive reliability, were also distinguished by a very lively disposition, contributing a lot to changing the image of the diesel engine. It is no longer possible to perceive the BMW 330D in the E46 body as a slow car for pensioners or taxi drivers, it is a driver car, but with a powerful and high-torque diesel engine.
The power of these motors in different versions ranged from 201 hp. up to 286 hp, and they were produced from 1998 to 2008 and were on most Bavarian models of the decade. All of them, from the third series to the seventh, had variants with the M57. They are also found on the Range Rover - the engine of the legendary Mumusik was from this series.
By the way, our hero had a no less legendary ancestor, albeit not so common. The M51 engine family was produced from 1991 to 2000. The engines had enough minor problems, but the mechanics are unanimous: serious breakdowns are rare and it “runs” well, at least up to 350-500 thousand runs.
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Petrol in-line fours
Petrol engines in Russia are still loved more than diesel ones. Still, gasoline does not freeze in winter, and they are simpler. And if the diesels in the list of finalists turned out to be only relatively large, then among the gasoline "legends" there will be smaller engines, ordinary in-line "fours".
Toyota 3S-FE
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.
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Mitsubishi 4G63
Another epic Japanese family of two-liter gasoline engines. Its first variants appeared in 1982, and licensed copies and successor models are still being produced. Initially, the engine was produced with a single camshaft (SOHC) and three valves per cylinder, but in 1987 a DOHC version with two camshafts appeared. The latest versions of the unit were installed on the Mitsubishi Lancer Evolution IX until 2006. The motors of the family found a place under the hood of not only Mitsubishi cars, but also Huyndai, Kia, as well as the Chinese brand Brilliance.
Over the years of production, the engine has been repeatedly upgraded, its most recent versions have a timing system for adjusting the timing and more complex power and boost systems. All this does not affect reliability in the best way, but maintainability and ease of layout remain. Only naturally aspirated versions of the engine are considered "millionaires", although turbocharged ones can also have a very large resource, by the standards of competitors.
Honda D series
Another Japanese family of engines, which includes more than a dozen varieties with a volume of 1.2 to 1.7 liters, which have rightfully earned the status of practically "indestructible". They were produced from 1984 to 2005. The D15 and D16 options are considered the most reliable, but they all have one thing in common - the will to live and high tachometer readings.
Power reaches 131 hp, and operating speed - up to 7 thousand. Such motors were installed on the Honda Civic, HR-V, Stream, Accord and Acura Integra. With a combat nature and a small working volume, the resource before overhaul of 350-500 thousand can be considered outstanding, and the well-thought-out design gives chances for a second life and another 350 thousand mileage.
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Opel 20ne
The list of excellent and simple "fours" is closed by the representative of the European school of engine building - x20se from the Opel 20ne engine family. This member of the GM Family II engine family became famous for often outliving the cars it was installed on.
A simple design - 8 valves, a camshaft belt drive - and a simple multiport injection system are the secrets of longevity. Like the most successful examples of the Japanese school, it has a volume of two liters and the same ratio of bore and piston stroke as on the 3S-FE - 86 x 86mm.
The power of different options ranges from 114 to 130 hp. Motors were produced from 1987 to 1999 and installed on models such as Kadett, Astra, Vectra, Omega, Frontera, Calibra, as well as Australian Holden and American Buick and Oldsmobile. In Brazil, they even produced a turbocharged version of the engine - Lt3 with a capacity of 165 hp.
The sixteen-valve version, the famous C20XE, was used on Lada and Chevrolet cars in the WTCC racing championship until last year (we talk about the successes of the AvtoVAZ factory team), and its turbocharged version, C20LET, managed to be noted in the rally and is considered one of the simplest and most successful.
Simple versions of the engine can exchange not only half a million mileage without a major overhaul, but with a careful attitude, they will try to go for a million. Sixteen-valve varieties, X20XEV and C20XE, do not have such "health", but they can also please the owner for a long time, and their design is just as simple and logical.
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V-shaped "eight"
V8 motors for passenger cars usually do not have an extra long resource - the lightweight design and layout complexity of such a large motor do not add reliability to the unit as a whole. This does not quite apply to American V8s, but they are a separate conversation.
Really reliable V-shaped motors, which do not annoy the owners with large and small breakdowns, can easily cross the threshold of half a million kilometers, can be counted on the fingers.
BMW M60
And again in the list of reliable motors - Bavarian products. The company made the first passenger car V8 in many years to fame: a two-row chain, a nickel-plated cylinder coating and a good margin of safety. A relatively small degree of forcing and a good design study made it possible to create a truly resourceful motor.
The use of a nickel-silicon coating (Nikasil) makes the cylinders of such a motor virtually wear-free. By half a million kilometers, it is often not necessary to change even the piston rings in the engine. But such a durable nickel coating is afraid of sulfur in the fuel, and after numerous cases of engine damage in the USA, its use was abandoned in favor of Alusil technology, with a more "gentle" coating. Despite the same high hardness, it crumbles over time under the influence of shock loads and other factors. These motors were installed on the BMW 5th and 7th series models in 1992-1998.
Simplicity of design, high power, a good margin of safety allows them to cover more than half a million kilometers. Unless, of course, you run on high-sulphur Canadian gasoline... Later engines, the M62, have become much more complex and, as a result, much less reliable. They can compete in terms of resource before overhaul, but not in terms of the number of breakdowns. Early versions of the M62 also used a nikasil coating, later replaced by alusil.
Petrol in-line "sixes"
Surprisingly, it is a fact: there are a lot of in-line six-cylinder engines among millionaires. Relatively simple design, balance (and therefore lack of vibration) and power bear fruit in the form of reliability and resource.
Toyota 1JZ-GE and 2JZ-GE
These 2.5 and 3 liter engines have earned the right to be called legendary. An excellent resource with a very lively character - this is the formula for success. They were produced from 1990 to 2007 in various versions. There were also turbocharged versions of them - 1JZ-GTE and 2JZ-GTE.
In Russia, they are best known in the Far East due to the prevalence of right-hand drive "Japanese". Among others, 1JZ and 2JZ were installed on Toyota Mark II, Soarer, Supra, Crown, Chaser, as well as the American Lexus Is 300, GS300, which are incomparably less common in our country. By the way, we wrote about right-hand drive legends of the 90s in ours.
Atmospheric versions of these engines are capable of driving a million kilometers before major repairs, which is facilitated by a simple and very well-designed design and good workmanship.
In this article, we will determine the best engine Toyota car, we will also analyze the characteristics of the motors. Going back to the origins, the most successful series of engines were "Toyota" 1G, the creation of which took place at the end of the 20th century. To say that 1G and its varieties were ideal is not, but all because they were installed on larger Toyota models, instead of pleasing the owners of less impressive cars, such as " Toyota Corolla”, etc. Thus, the category of “Best Engine” can be divided into classes, and already there the winners are determined: “C” - 4A-FE STD type “90”, “D and D +” - 3S-FE type “90, “ E "- 1G-FE type" 90. Please note: the choice was not made by us personally, but on the basis of reviews Toyota owners.
Characteristics of engines on Toyota cars
Engine resource. More specifically, we can talk about the resource of a mass series of engines before a bulkhead, in other words, until the moment when the first serious intervention in the mechanical part of a car engine is required. According to statistics and reviews, engines For " Toyota"require a bulkhead after several hundred thousand kilometers (usually 200-250 thousand km.). However, it is worth noting that a bulkhead is not a major overhaul, but only includes the replacement of piston rings, valve stem seals, etc.
Chain or belt. The chain drive is more of a priority due to a well-thought-out advertising campaign. Car owners are promised high durability and no need for frequent replacements. All this makes the chain drive more in demand, despite the existing shortcomings: mechanical deformations (form over time), noisier operation, the laborious process of replacing the chain drive, etc. As a result, more time and money are needed to maintain or replace the chain drive (in compared to belt).
Modern means reliable? Here everything is not so clear. The stereotype that both Toyota and other Japanese companies don't make things worse on purpose is true. However, environmentalists have an extremely negative impact, thanks to which the owners of vehicles receive a less reliable and durable car, but at a higher price and with increased requirements for operation. Over time, environmentalists have an increasing influence, which is why the models of the 80-90s of the last century were named the best engines.
In what exactly are older engines superior to new ones? The answer is simple, the reduction of mechanical losses in combination with the reduction of fuel consumption (which is called "good intentions") has significantly reduced the level of reliability, and all for the sake of achieving minimum performance in terms of improving the environment.
Toyota engines: what are the reviews about them
Many now, probably, are thinking: “It turns out that modern means bad?”, But you and I will better answer the question of which engine for Toyota cars is better. As in the previous paragraph, everything here is also not so simple. Of course, with classic engines in terms of quality, reliability and service life, not a single ZZ or AZ can be compared. All this is due to non-repairable mechanical part, and for many car services, whose qualifications are not high enough, the complexity of the design will not allow for repair work.
One way or another, there is no replacement for them, if you do not take into account the synchronously updated line of motors on new models. That is why discussions on the topic of comparing a separate motor of the third wave with a specific motor of the second wave are meaningless. Modern engines" Toyota should be accepted, and for further work, ideally, they should be studied.
As for the design features and factory reliability, these engines have very similar performance. The only thing to avoid is engines a new generation of the earliest releases, when there were installation series, and a "test on the buyers" was carried out.
