First of all, it is necessary to clarify that in the case of the Toyota engine, designated D-4D, we are talking about two radically different power units. The oldest of them was produced until 2008, had a volume of 2 liters and developed a power of 116 hp. It consisted of a cast-iron block, a simple 8-valve aluminum head, and had a belt-type timing drive. These motors were designated by the code 1CD-FTV. Owners of cars with such engines rarely complained about serious malfunctions. All claims concerned only nozzles (easy to restore), as well as components typical of modern diesel engines - an exhaust gas recirculation valve and a turbocharger. In 2008, the CD series turbodiesel disappeared from the Toyota range.
In 2006, the Japanese introduced a new family of diesel engines with a displacement of 2.0 and 2.2 liters, which were also designated D-4D. Among the differences: an aluminum block and a 16-valve head, and in exchange for a belt - a durable timing chain drive. The new product received the AD index.
The 2.2 liter version was obtained by increasing the piston stroke from 86 to 96 mm, with the same cylinder diameter - 86 mm. Thus, the volume increased from 1998 cm3 to 2231 cm3. 2.0 was marked as 1AD, and 2.2 as 2AD.
Due to the increased piston stroke, 2.2 was additionally equipped with a balancing shaft module driven by the crankshaft through gears. The module is located at the bottom of the crankcase.
The timing chain of both turbodiesels connects the crankshaft and the exhaust camshaft. The intake shaft is connected to the exhaust by means of gears. The intake camshaft drives the vacuum pump, and the exhaust camshaft drives the injection pump. Valve clearances are adjusted using hydraulic tappets.
Diesels of the AD series use the Common Rail injection system of the Japanese company Denso. The simplest 1AD-FTV / 126 hp Throughout the entire production, it was equipped with reliable electromagnetic nozzles operating with pressure from 25 to 167 MPa. They also got 2AD-FTV (2.2 D-4D) / 177 hp.
Version 2.2 D-CAT (2AD-FHV) / 150 HP uses more sophisticated Denso piezoelectric injectors that generate pressure from 35 to 200 MPa. In addition, a fifth nozzle is installed in the 2.2 D-CAT exhaust system. This solution can be seen in some Renault engines. Such a scheme is very convenient for efficient and safe regeneration of the particulate filter. The risk of diluting the oil with diesel fuel is completely eliminated.
The AD series engines had a total of three exhaust aftertreatment options, depending on the emission standard. Versions of Euro-4 were content with a conventional redox catalyst. Some versions of Euro 4 and all Euro 5 used a particulate filter. The D-CAT variant, in addition to the catalyst and the DPF filter, was equipped with an additional nitrogen oxide catalyst.
Problems and malfunctions
First impressions were only positive - higher returns and low fuel consumption. But it soon became clear that the new engine had several weaknesses.
The most important and terrible is the oxidation of aluminum in contact with the head gasket, which occurs after about 150-200 thousand km. The defect is so serious that it will not be possible to get rid of it by simply replacing the gasket. Grinding of the surface of the head and block is necessary. To grind the cylinder block, the motor must be removed from the car. This type of repair can only be done once. Troubleshooting again will cause the head to drop so that the pistons will meet the valves when trying to start the engine. Thus, the second repair is impossible and economically unjustified. Only the replacement of the block or “de facto” - the installation of a new engine will save.
Toyota, at least in theory, dealt with the problem in late 2009. On serviced vehicles, in the event that this malfunction was detected after modernization, the manufacturer changed the engine at his own expense. However, the problem with the head gasket still exists. Most often, the defect pops up in heavily used Toyotas with the most powerful 2.2-liter version of the engine, i.e. 2.2 D-4D (2AD-FTV).
Before buying a vehicle equipped with a diesel D-4D AD series, be sure to ask the owner about previous repairs, and ask if possible to show repair invoices or certificates of work performed. There are a lot of diesel cars on the market that have already survived the first repair. Remember, a second repair is not possible, only an engine replacement!
Another ailment concerns the Common Rail injection system. Injectors, whether electromagnetic or piezoelectric, are very sensitive to fuel quality. The SCV valve can also immobilize the car. Its task is to regulate the amount of diesel fuel in the fuel rail. The valve is located on the high pressure fuel pump and is fortunately available as a separate part.
Application: Avensis II, Auris, RAV4 III, Corolla E15, Lexus IS 220d.
Conclusion
After the sad episode with the head of the block and its gasket, Toyota preferred BMW engines instead of developing its own diesel engine that meets the Euro-6 emission standard. The 1WWW index hides a Bavarian 1.6-liter engine, and 2WWW - 2.0 liters. At one time, German motors suffered from problems with the timing chain drive. At present, the disease is almost defeated.
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.
Toyota is considered to be the most popular car brand in Russia. These are cars of the Japanese concern, which have proven themselves to be reliable, economical, pleasant to drive and easy to repair. Of course, Toyota engines played a major role in this. The article provides an overview of Toyota engine models, the main features of engines, their areas of application, advantages and disadvantages.
Gasoline engines
| Series | Type | Description | Peculiarities |
|---|---|---|---|
| A | 2A, 3A, 5A-FE | Carburetor four-cylinder gasoline engines. Installed on Corolla cars. Some of its variants are produced in factories in China for domestic use and are not exported. | Installation on a longitudinal and cross axis of the car is possible. |
| 7A-FE | Low-speed engines of a younger generation with an increased volume. | They are used on Corolla, but can be installed on Corona, Carina, Caldina cars using LeanBurn - a fuel combustion system. | |
| 4A-FE | Type of engines using electronic injection. It has become widespread due to a successful design solution and the practical absence of defects. | ||
| 4A-GE | Forced version using 5 valves in one cylinder and VVT system - variable valve timing. | ||
| E | 4E-FE, 5E-FE | Basic versions of this series. | Applies to Corolla, Tercel, Caldina, Starlet |
| 4E-FTE | Turbocharged engine. | ||
| G | 1G-FE | The most reliable engine developed in 1990. | Applied to Mark II and Crown |
| 1G-FE VVT-i | New technologies have been applied: intake manifold geometry variation and electrically controlled throttle. | ||
| S | 3S-FE, 4S-FE | Basic versions of the engine, widely used and reliable. | Installed on Corona, Vista, Camry |
| 3S-GE | Boosted engine type. Used for sports cars. | ||
| 3S-GTE | Turbine engine. It is expensive to maintain. Expensive Toyota engine repair and maintenance. | ||
| 3S-FSE | Gasoline engine with direct injection. The motor is difficult to maintain and repair. | ||
| 5S-FE | It is installed on large cars with front-wheel drive. | ||
| FZ | The classic version for Land Cruiser in 80 and 100 bodies. | ||
| JZ | 1JZ-GE, 2JZ-GE | Basic modification. | Used for Crown and Mark II |
| 1JZ-GTE, 2JZ-GTE | turbocharged engines | ||
| 1JZ-FSE, 2JZ-FSE | Direct injection engines | ||
| MZ | 1MZ-FE, 2MZ-FE | Motors with aluminum construction, produced by Toyota factories in the USA for export. | Camry-Gracia, Harrier, Estima, Kluger, Camry-Windom. |
| 3MZ-FE | Forced modification, produced for export to America | ||
| RZ | Motors used in jeeps and minibuses. Have individual ignition coils for each cylinder | ||
| TZ | 2TZ-FE, 2TZ-FZE | Basic and uprated motor options for the Estima model | The cardan shaft has complicated any repair work on the engine |
| USD | Engines designed for large jeeps such as Tundra and rear-wheel drive models (Crown) | ||
| VZ | A series of engines with high consumption of gasoline and oil. No longer produced | ||
| AZ | An analogue of the S series. They were used on cars of class C, B and E, SUVs and minivans. | ||
| NZ | Trouble-free forced engines of the third generation. | ||
| SZ | Series developed by Daihatsu for Vits | ||
| ZZ | The series is a replacement for class A. They are installed on Rav 4 and Corolla, and were famous for their efficiency. Produced for export to Europe. | The disadvantage of the series is that due to the lack of Japanese analogues, it is impossible to buy a contract Toyota engine. | |
| AR | US mid-size engine series | Motors supply Highlander, Camry, Rav 4 | |
| GR | Widespread type, which is a replacement for the MZ series. Applicable to many families of Toyota vehicles | The presence of a block of light alloys. | |
| KR | Update of the SZ series with three cylinders and the use of an alloy block | ||
| NR | Small Engines for Yaris and Corolla | ||
| TR | Modifications of serial motors type MZ | ||
| UR | Modern engines for jeeps and cars with rear wheel drive. Modification of the UZ series. | ||
| ZR | They are a replacement for AZ and ZZ. Equipped with DVVT system, hydraulic lifters and Valvematic. |
Diesel engines
| Series | Description |
|---|---|
| N | Engines of small resource and volume are no longer produced. |
| 2(3) C-E | Motors equipped with an electronic injection pump control system. Difficult to repair. |
| 2(3) S-T | Short-lived turbocharged diesels suffering from constant overheating. |
| 2(3) L | The most reliable engines from the atmospheric range. |
| 2L-T | Worst turbodiesel ever. Overheats even during long driving under normal conditions. |
| 1HZ | Reliable naturally aspirated diesel for Land Cruiser jeeps |
| 1ND TV | Diesel of small volume, highly accelerated and equipped with a unique Common Rail system. |
| 1KZ-TE | Turbocharged follower of the 2L-T series with corrected deficiencies and increased volume. |
| 1KD-FTV | Modification of the previous version. The Toyota engine device includes a Common Rail system. |
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.
