To understand why Toyota Camry with all-wheel drive has been holding one of the leading positions in the automotive market for many years, it is necessary to consider the moment of its creation, track the entire path of its development and improvement. This is how we can figure out how such a brand of car has undergone all stages of modernization and is now one of the modern and desirable acquisitions of true connoisseurs of automotive grace.
Stages of creating and upgrading a car
Stage 1
For the first time, acquaintance with the Toyota Camry took place in the Japanese car market in the early 1980s, but the car was sold under the name Toyota Vista. After a short time, it was already exported to European countries and the United States of America. This car was with sedan, hatchback bodies, was equipped with a 2 liter turbodiesel, as well as 1.8 and 2 liter units for gasoline.
Stage 2
The next stage of development came in 1986, the factories of Australia and the United States of America released a brand with sedan and universal bodies. The latest equipment contained 1.8–2 liter engines, a 2.5 liter six-cylinder V version and power from 82 to 160 horsepower.
Stage 3
The next modification of the Toyota Camry was created by Japanese car factories in the middle of 1990, had a V30 value and was intended exclusively for domestic sales.
The version intended for export had the index XV10, had the same denomination, but gained more dimensions, weighed more heavily and had a different look.
In Japan itself, the brand was sold as the Toyota Spectrum sedan and hardtop. Buyers were offered a car in an all-wheel drive version, equipped with 4-cylinder units for 1.8, 2, 2.2, a V-shaped engine for 2.3 liters with 6 cylinders.
The 1991 model, shown in America, was produced in sedan, station wagon and coupe versions, equipped with a 2.2-liter engine with a power of 130 hp. With. The most expensive types had V6 units, 3 liters and 185-190 liters. With.
Stage 4
In the next branch of modernization, Toyota Camry was divided into a model for Japan and an export option.
For sale in Japan, Camry with a V40 value began production from 1994. The car had a sedan body and retained a platform hybrid with Vista. This brand of car was equipped with a 1.8 and 2 engine for gasoline and a 2.2 liter turbodiesel. The all-wheel drive transmission appeared with 2 and 2.2 liter engines.
Camry with the XV20 index has been exported since 1996, including the Russian car market, but in Japan it was named Daihatsu Altis and Toyota Camry Grazia and has not undergone technical changes.
Since 1991, the Toyota Camry Solara coupe and convertible have been sold to American motorists.
Stage 5
Toyota Camry, produced for 6 years, since 2001, had a sedan body and became popular in Russia. In our market, the car was with motors:
- 4, with a power of 152 liters. With. and a four-speed automatic transmission (as an option);
- V6 3.0 and 186 hp. With. (standard).
stage 6
At the beginning of 2006, a new generation of Toyota Camry models was presented, and immediately in 2007, the assembly of Camry sedans began at a domestic plant located in the Leningrad Region.
The version for Russia was equipped with a 2.4 liter engine. and 167 l. With. in symbiosis with the "mechanics" or "automatic" box. The most expensive brand was equipped with a V-shaped six-cylinder power plant for 3.5 liters, 277 liters. With. and "automatic" in 6 steps.
- 5 l, power 181 l. With. and all-wheel drive;
- 4 l, power 188 l. With. and the mechanical part from the Prius.
A different model was delivered for sale in China and Asia under the Camry brand - a larger Aurion sedan, assembled on the previous platform.
Stage 7
The last step in the modernization of the car came in 2011, its result is an updated Toyota Camry sedan, equipped with one of three engine options (2.0, 2.5, 3.5) and an automatic six-speed gearbox. Cars for our car market are assembled at the plant in St. Petersburg.
Conclusion
Having traced the entire history of the creation, transformation and improvement of the all-wheel drive Toyota Camry brand, we can confidently say that it has rightfully held a leading position in the car markets of many countries for many years. A constantly new and modernized offer from the manufacturer Toyota annually increases the number of fans of the car.
Toyota Camry XV 40, sixth generation. Years of production (2006-2011)
In Russia, cars with 2.4 and 3.5 liter engines were presented, with automatic and manual gearboxes. Powers ranged from 167 hp. up to 277 hp, which in principle was acceptable for this type of car. The model was quite dynamic, but not too voracious with adequate operation. If the owner gave free rein to his right leg, then the flow could easily exceed 14-15 liters in the city. Probably the main drawback in the line of motors is the lack of diesel options.
Whether this is a design flaw or a miscalculation of the engineers who supplied the automatic transmission not designed for the powerful 3.5 V 6, it is difficult to say. There is another guess, perhaps when assembling automatic transmissions at other Toyota plants around the world, parts of lower quality are used than Japanese ones, so those who are lucky enough to purchase a thoroughbred version drive half a million km without problems, while others have to call in for a service and leave at them their hard earned.
Signs of an automatic transmission problem: gas shifting when shifting from 3rd to 4th gear, while extraneous sounds may be observed while driving on an unheated gearbox.
The reason, according to experts, is the loss of oil pressure due to the destruction of the thrust bearing and wear of the friction clutches.
For an automatic gearbox for a 2.4 liter engine, questions almost never arise. All the more rare problems.
Enginev6 errorCheckVSCSystem
A fairly common mistake on 3.5 liter engines. Basically, as the owners of the XV 40 say, you should not worry, it is not uncommon for an error to disappear after a certain time, the VSC sensor may make itself felt due to technical flaws in the system.
If after a while the error does not go away, but the car drives normally, check the sensor itself. It may need to be replaced.
In the event of unstable engine operation and the indicator goes off, the ignition coil will have to be replaced.
Also on the forums they write that they managed to "solve" the problem with an error by replacing the battery.
Cooling pump
With a run of 80,000-100,000 km, the cooling system pump may fail. The problem is solved by replacing it with a new one.
Belt tensioners
Also considered one of the weak points. They will warn of their imminent "death" with a soft click. This usually happens with a run of 90-110 thousand km.
starter bendix
If, when starting a cold engine, you hear a metallic rattle, the starter overrunning clutch (bendix) is most likely to blame. This happens due to the thickening of the lubricant.
Suspension
The suspension, like the entire car as a whole, is indestructible. The main problematic parts can be called the front and rear stabilizer bushings, which will give themselves away with a characteristic creak when driving over bumps.
Noise isolationCamry XV40
Another miscalculation, which some owners reproachfully talk about, is the poor sound insulation of the car. The engine compartment, doors and arches transmit too many extraneous sounds.
|
Average cost and average mileageToyota Camry XV40 |
||
|
Year |
Average cost |
Mileage (according to the indicated owners) |
|
2006 |
550.000 |
150.000 |
|
2007 |
600.000 |
130.000 |
|
2008 |
650.000 |
100.000 |
|
2009 |
700.000 |
95.000 |
|
2010 |
750.000 |
85.000 |
|
2011 |
800.000 |
79.000 |
Outcome:
If you are looking for a reliable car in the middle price range, the previous generation Camry is your choice. How pre-styling the version and the model produced from 2009 to 2011 are excellent for operation in style, minimum costs, maximum driving pleasure.
The most acceptable option with a 2.4 liter engine and automatic transmission. This model combines the same legendary reliability and high level of comfort.
Standard equipment
Permanent four-wheel drive with three non-locking differentials. The distribution of torque between the front and rear axles occurs in the RCP. Traction control functions are taken over by the ESP control unit (N30/4). Using the Downhill Speed Regulation (DSR) button located on the top control panel (N72/1), the driver can turn the hill assist function on or off. In addition, the Offroad button located on the top control panel (N72/1) can be used to activate the Offroad function, in which case the shift points in the automatic transmission will be shifted to higher engine speeds. In addition, depending on the speed and frequency of pressing the gas pedal, the engine control unit adapts to the driving style, and the ESP system activates the off-road ABS function.
Offroad Pro Package (SA)
Permanent four-wheel drive with two lockable differentials (center and rear axle) and one non-locking differential (front axle). It is possible to include a downshift in the RCP. The differential lock is controlled by the RCP control unit (N15/7) and the rear axle lock control unit (N15/9)
The DSR key is located on the bottom control panel of the UBF(N72)
Using the LR (Low Range) button, which is located on the lower control panel, the driver can change the gear ratio of the RCP.
The driver can lock the center and rear differentials using the adjusting wheel, which is located on the lower control panel.
Offroad-Pro package (optional code 430) consists of: mechanical locking center and rear differentials, Shift on the Move SOM, downhill speed control, compass, manual transmission mode and includes advanced options for air suspension installations (only in combination with bodywork code 489).
In addition, a body kit package (special equipment code U89) is available as an option, which includes optical underbody protection in front and rear in steel and a chrome-plated radiator grille.
Button for activating the speed control system when driving downhill (N72 / 1s24)
The downhill speed control function is an assistant when driving in the mountains. When this function is activated, the tempomat system must be switched off.
The instrument cluster (A1) can be used to set the driving speed from 4 to 18 km/h in 2 km/h increments. When driving downhill, the set speed can be changed with the cruise control lever. If the driver presses the gas pedal while the system is operating, the system is deactivated. If the driving speed has not exceeded 35 km/h, the system is reactivated and maintains the previously set speed. If the car accelerates faster than 35 km / h - the system turns off. In addition, a warning message is displayed on the multifunction display of the instrument cluster when the system is disabled.
The system maintains the set speed by acting on the engine, automatic transmission and braking system.
Offroad program switch (N72/1s25)
By pressing the "Offroad" button, the driver acts on the 4ESP, ASR and ABS systems. As well as changing the switching points of the automatic transmission.
The ESP system activates the off-road mode 4ESP/4ETS. In this operating mode, the system will allow the wheels to slip, thereby increasing the vehicle's traction.
Braking ABS will allow the wheels to be locked, which will provide more aggressive braking when driving off-road. This function is active when the vehicle speed is less than 30 km/h.
The ASR system will slightly reduce the engine torque in order to give the driver a better feel on the gas pedal.
The shift points of the automatic transmission will be shifted to the region of higher engine speed, when reversing, the second reverse gear will be engaged.
When driving on a slope with an inclination angle of more than 5°, the assistant is automatically activated. With the automatic transmission selector lever in the "D" or "R" position, when the brake pedal is released, the pressure from the brake cylinders will be released after 1 s. This will allow the driver to more comfortably transition from braking to accelerating.
Vehicle components as standard
Transfer gearbox (RKP)
It connects directly to the automatic transmission and is designed as a single-stage transfer gearbox with a non-locking center differential. Torque between the front and rear axles is distributed in a ratio of 50:50.
The input torque is transmitted through the input shaft (1) to the differential (3). The rear sun gear (3b) is directly connected to the rear axle drive flange (4).
The front sun gear (3a) is connected to the chain drive sprocket (2), which, by means of a chain (7), transmits the torque to the front axle drive flange (6).
Rear axle
We are talking about the usual bevel differential of the rear axle without locking.
front axle
This is a conventional front axle differential without locking.
Features of the vehicle with the special equipment package "Offroad"
Switch DSR (N72/s30)
Assistant when driving on a slope
Functions similar to standard version
Low Range Switch (N72/s31)
Designed to enable a downshift in the RCP. The driver, by pressing the N72 / s31 key, which is located on the lower control panel, shifts the RCP downshift.
When the N72/s31 button is pressed, the RKP control unit (N15/7) shifts to a lower gear.
If all conditions for downshifting are met, then the RCP control unit (N15/7) controls the electric motor (M46/2), which engages a downshift. A diode mounted in the LR key informs the driver about the current state of the system.
In addition, a so-called pre-selection function is offered: if the driver presses the LR key, and the conditions for changing the gear ratio of the RKP do not match, the diode on the power button starts flashing. With further movement, if the conditions for changing the gear ratio of the RKP coincide, a switch occurs. A warning message is displayed on the multifunction display.
If the LR key is pressed again while waiting, the preselection function will be cancelled. While waiting, a warning message is displayed on the instrument cluster.
The process of changing the gear ratio in the RCP is called Shift on the Move (switching while moving). Upshifting
The function and logic of the shift is the same as a shift from high to low.
Diagnostic instructions
In the process of switching from high to low and vice versa, the automatic transmission control unit (N15/11), upon a signal from the RCP control unit (N15/7), blocks the automatic transmission selector lever in the “N” position.
If an error occurs during the switching process (a tooth hits a tooth), the switching process will be repeated. In case the switching cannot be completed successfully, the RCP will return to its original position.
In the event that for any reason the shift to either side cannot be completed, the RCP remains in the neutral position and the driver is given an audible and optical warning.
Selecting the lock mode
Using a switch on the lower control panel, the driver can select one of the following lock modes:
Stage 1: automatic locking of the center differential, while the rear axle differential remains unlocked
Stage 2: full forced locking of the center differential, while the rear axle differential remains unlocked
Stage 3: full forced locking of the center differential and rear axle differential
Each step has a functional LED that lights up when the corresponding step is switched on.
When the ignition is turned off for more than 10 seconds, the first stage is automatically switched on, if less than 10 seconds have passed since the ignition was turned off, the last selected stage remains on.
In the automatic mode of operation, the RCP control unit monitors and prevents wheel spin. At the same time, the center differential lock works. The degree of differential lock depends on the engine torque, the selected gear in the automatic transmission, the speed of the vehicle and the position of the steering wheel. If the wheel still slips, the system increases the degree of blocking until the differential locks completely. To actuate the blocking, current is applied to the shift valve of the RCP. As a rule, this happens throughout the trip.
Torque transmission scheme
Torque from the engine is transmitted through the input shaft (1) to the center differential (5). In the center differential, the torque from the sun gear (5d) is transmitted to the pinion gears (5c) and pinion axles (5b). The pinion axles are connected to the differential housing (5a) and transmit torque to the differential axles (5f) and bevel gears (5g). Depending on the set gear ratio, the torque from the engine will be transmitted in a ratio of 1:1 (high gear, the planetary gear set rotates as a whole) or 2.93:1 (low gear, the torque is transmitted through the sun gear, satellites and epicycle to bevel gears). differential gears (5e, 5h)). The multi-plate package (3) closes the differential housing and the front bevel gear (5h), when it is turned on, the center differential locks.
The bevel gear (5e) is rigidly connected to the rear axle drive flange (6), which is connected to the rear axle drive cardan shaft. The bevel gear (5h) is rigidly connected to the chain drive sprocket (2) and from it, by means of the chain (11), the torque is transmitted to the front axle drive shaft (10). The output shaft (10) is connected to the cardan shaft of the front axle drive.
With a non-locked differential, the torque is distributed in a ratio of 50:50.
Differential
If the bevel gears (3) rotate at different speeds, then the satellites (4) rotate around their axes, which are installed in the housing supports (2).
The satellites, at the same time, roll over the bevel gears of the differential, rotating at different angular velocities.
Thus, the alignment of the angular velocities occurs.
planetary gear
The planetary gear set performs the following functions:
Transfers torque from the engine
Changing the gear ratio of the RCP
The sun gear (5) of a simple planetary gear set is connected to the input shaft of the RCP, the carrier (2) is at the same time the differential housing, in which the differential conical satellites are mounted.
Multi-plate clutch
A multi-plate clutch (5) is used to lock the center differential.
With the help of a multi-plate clutch, it is possible to close the outer and inner cages together. In turn, the outer cage is rigidly connected to the planet carrier, and the inner cage is rigidly connected to the bevel gear of the front axle drive.
Oil pump
The rotary type oil pump supplies oil to the rubbing parts and bearings of the RCP. The oil pump is driven from the RCP input shaft
Installation electric motor RKP (M46/2)
The setting motor (M46/2) is a worm gear DC motor. A Hall encoder with incremental wheel and direction of rotation detection and a temperature sensor are integrated into the setting motor.
The electric motor is controlled by the RCP control unit (N15/7). The electric motor is used to block the center differential and to change the gear ratio of the RCP. Switching magnet (Y108) is used to switch from differential lock to gear ratio change.
Switch magnet (Y108)
To switch from differential lock to change in the gear ratio of the RKP, a switching magnet (Y108) is used, which is controlled by the RKP control unit (N15/7). The switching magnet is a single-acting magnet, the pressing force is realized by a spring, the pressing force is realized by an electromagnet.
Absolute sensor RKP (V57)
The RKP absolute sensor is located on the RKP housing on the left in the direction of the vehicle. The sensor measures the steering angle and uses this value to determine the position of the shift fork in the RCP. Data on the position of the RKP shift fork is transmitted to the RKP control unit (N15/7) using a PWM signal. The absolute sensor receives the supply voltage from the RKP control unit (N15/7).
rear axle
Rear axle reducer
All units of the rear axle, as well as units of the front axle, are mounted on a subframe, which is connected to the car body through rubber and hydraulic bearings. The rear suspension is four linkage. The spring and shock absorber are located one behind the other.
Lock function
The torque distribution between the right and left sides of the rear axle is adjusted by the rear axle lock control unit. The control of the multi-plate clutch of the rear differential lock is carried out by the adjusting electric motor (M70). The electric motor is mechanically connected to the gear wheel (2), the side surface of which is supported by the balls on the swash plate (4). When the gear wheel turns, its side surface rolls over the balls, which, in turn, roll along the inclined surface on the other side. Thus, the rotation of the gear wheel is converted into an axial movement of the washer, which compresses the multi-disk package and creates a friction moment in it. When the lock is engaged, the differential housing and the differential bevel gear are connected to each other.
To optimize fuel consumption when the differential is locked for a long time, the gear wheel is held by a magnetic brake, which is built into the electric motor.
Adjusting electric motor of the rear axle reducer (M70)
The setting electric motor is located on the rear axle gear housing on the left in the direction of the vehicle. With the help of an electric motor, the rear axle differential is locked. The differential lock is commanded by the lock control unit (N15/9)
A hall sensor with direction of rotation detection and a temperature sensor are integrated into the housing of the setting motor.
Front axle
The front axle units, including the steering rack, together with the engine and gearbox are mounted on the front subframe of a welded structure. At the same time, the transmission of vibrations from the front axle to the body is reduced, the front subframe is connected to the body parts through rubber mounts.
An independent double wishbone design was chosen as the wheel suspension.
The serial version of the vehicle, as well as the version with the "Offroad Pro Pack", contains a front axle gearbox with a conical differential without locking.
Blocking is simulated by the 4-ETS system.
The units of the rear axle, as well as the front axle, are attached to the rear subframe, which is attached to the body through rubber and hydraulic mounts. The rear suspension uses a four-link independent suspension.
Spring and shock absorber are located one behind the other
The first generation of the Toyota Camry was introduced in Japan in 1982, and exports to the US and Europe soon began. The front-wheel drive model was produced with sedan and hatchback bodies and was equipped with 1.8 and 2.0 petrol engines, as well as a two-liter turbodiesel. In the Japanese market, the car was also sold as .
2nd generation (V20), 1986–1992
In 1986 came the second generation Camry. It was produced at factories in Japan, the USA and Australia with sedan and station wagon bodies. The range of power units included engines of 1.8 and 2.0 liters, as well as a 2.5-liter V6 engine, their power was from 82 to 160 hp. With.
3rd generation (V30, XV10), 1990–1996
The third-generation Toyota Camry with the factory index V30, which debuted in 1990, was intended only for the Japanese market. The export version of the XV10 was similar in design, but larger, heavier and featured a different design, and was sold in Japan as the Toyota Scepter.
The "Japanese" Camry had versions with sedan and hardtop bodies (a sedan without a B-pillar). The car was equipped with four-cylinder engines 1.8, 2.0, 2.2, as well as V-shaped “sixes” with a volume of 2 and 3 liters. There was also an all-wheel drive version in the range.
Introduced in 1991, the "American" version of the model was offered in sedan, station wagon and coupe body styles. The basic version of the Camry was equipped with a 2.2-liter engine (130 hp), and more expensive options were equipped with V6 3.0 engines with a capacity of 185-190 hp.
4th generation (V40, XV20), 1994–2001
In the fourth generation, the division into the Japanese and export versions of the model was preserved.
Toyota Camry for the local market with the V40 index began to be produced in Japan in 1994. The car was offered only with a sedan body, but as before it had a platform model. The cars were equipped with 1.8 and 2.0 petrol engines, as well as a 2.2-liter turbodiesel. All-wheel drive transmission was available in tandem with engines of 2 and 2.2 liters.
The export Camry XV20 of the 1996 model was sold, including on the Russian market, in my homeland I was known under the names Toyota Camry Gracia. The technical part has not changed compared to the previous generation machines: 2.2 and V6 3.0 engines with a capacity of 133 and 192 hp. With. respectively. Coupes and convertibles began to be offered to American customers in the late 1990s.
5th generation (XV30), 2001–2006
The fifth generation Toyota Camry sedan, well known in Russia, was produced from 2001 to 2006 only with a sedan body. We sold cars with 2.4 (152 hp) and V6 3.0 (186 hp) engines, paired with a less powerful engine, a four-speed “automatic” was an option, and in the second case it was included as standard. In other markets, for example, in the US, a version with a 3.3-liter power unit was also offered, and in Japan, the Toyota Camry was sold only with a 2.4-liter engine and automatic transmission, but it could have all-wheel drive. Sales of this model in Western Europe were discontinued in 2004.
6th generation (XV40), 2006–2011
The sixth generation of the model was introduced in 2006, and in 2007 the assembly of Camry sedans began at a plant near St. Petersburg. The basic version for the Russian market was equipped with a 2.4-liter engine (167 hp) paired with a five-speed gearbox, manual or automatic. The more expensive variant had a 3.5-liter V6 (277 hp) and a six-speed automatic transmission. As a result of restyling in 2009, Toyota Camry received a slightly updated appearance.
In other markets, a version with a 2.5-liter engine with a capacity of 169–181 hp was also offered. With. and an all-wheel drive option. Another modification is the Toyota Camry Hybrid with a 188-horsepower hybrid power plant, the electromechanical part of which was borrowed from "", and the gasoline engine had a volume of 2.4 liters. In China and Southeast Asia, a slightly different model was sold under the Camry name - a larger sedan, created on the same platform.
Toyota Camry car engine table
| Version | Engine model | engine's type | Volume, cm3 | Power, l. With.Note | |
| 1AZ-FSE | R4, petrol | 1998 | 155 | 2006-2009, not available in Russia | |
| 2AZ-FE | R4, petrol | 2362 | 158 / 167 | 2006-2012 | |
| 2AR-FE | R4, petrol | 2494 | 169 / 179 | 2008-2012, not available in Russia | |
| 2GR-FE | V6, petrol | 3458 | 277 | 2006-2012 | |
| Toyota Camry Hybrid | 2AZ-FXE | R4, petrol | 2362 | 150 | 2006-2012, hybrid, not available in Russia |
Vectra 4x4
The "Permanent all-wheel drive" system, when the engine is running, is in constant readiness. The drive force is automatically distributed between the front and rear wheels by means of a wear-free fluid clutch (Visco-Clutch) in accordance with the momentary ratio of the forces of interaction between the tires and the roadway.
With increasing slippage on the front axle (driving into a slippery road), most of the drive force is redistributed to the rear axle.
To ensure normal braking at speeds above 25 km / h, the rear wheel drive is disabled, and after the brake is released, it immediately turns on again.
For physical reasons, the braking performance of an all-wheel drive vehicle cannot be better than that of a two-wheel drive vehicle.
Therefore, you can not switch to a risky driving style.
The distribution of the drive force between the four wheels makes it possible, especially in winter conditions, to overcome slopes that cannot be overcome with a two-wheel drive. On descents, however, four-wheel drive offers no braking advantage over two-wheel drive. Drive through these sections of the road with caution.
A control lamp of a drive of all wheels
Ignition while driving, front-wheel drive only. If the lamp continues to burn after a new start, contact an Orel workshop for troubleshooting.
Flashing, long-term activation of all-wheel drive. Contact an authorized Opel workshop immediately and drive carefully as braking stability is limited in critical situations.
Four-wheel drive increases tractive effort. Gives advantages when starting off and driving slowly, as well as on slippery roads and difficult terrain.
The distribution of the drive force between the 4 wheels reduces their slippage, makes better use of the grip of the tires on the road surface and thus increases the efficiency of accelerations.
The strip holding stability is improved due to the increase in the transmitted lateral forces.
Reduced slip helps reduce tire wear. At the same time, the durability of tires under the same conditions is higher than that of tires on the drive axle of an all-wheel drive vehicle of the same power.
For perfect running of the machine, use tires of the same manufacturer, design, size and profile in the set.
Regularly check the depth of the profile. The profile depth on the front wheels must not be significantly less than the rear profile depth (maximum difference 2 mm). A large difference leads to jamming of the drive system.
If there is more wear on the front wheels than on the rear wheels, they should be swapped.
Do not tow at speeds over 80 km/h. Carry out towing with a raised front axle only with the ignition off or fuse 19 removed. Otherwise, the all-wheel drive mode will be activated.
