Year of issue: 2004
Engine: 3.3
I have been using the car since the end of June 2007. Mileage during this time amounted to 12 thousand km. I will describe the main impressions:
1. The appearance of this car is a controversial issue: older people say that it is beautiful, young people often mention boring design. I like it only in black.
2. Salon: very roomy and comfortable. I got one of the simplest kits, in which there is neither skin nor an on-board computer. But there is a sunroof, power driver's seat, front armrests, third row of seats, 8 airbags. The spare is under the trunk. Review from driver's seat and fit in general are excellent. The mirrors are huge, like on a minibus. Some reviews complained that the side pillars limited the view. They don't bother me. In addition, they have 2 airbags. The usefulness of the third row of seats is a very individual matter. My family consists of two people, so the need to use it arose only once. At the same time, in this case, you can hardly put anything in the trunk itself, you have to take out the subwoofer, etc. Soundproofing for a rather expensive car is average. At speeds of 130-140 km / h, aerodynamic noise begins to interfere. The engine is almost inaudible. I completely replaced all the music, as the standard equipment is from the last century: a CD player, a radio with American (odd) frequencies and acoustics below average. Now everything is different: Clarion CD / MP3 receiver, Audison amplifier, a couple of capacitors, DLS front speakers, Focal rear. Oh, and a subwoofer. With such dimensions of the cabin, the sound turned out to be excellent. The entire interior is simply studded with cup holders: in the front in the middle there are two for small bottles of 0.5 liters, plus two more 1.5 liters each enter the box between the seats. Behind, two in the doors, two more in the wide armrest of the rear seat. Passengers like to ride both in front and behind: there is a lot of space, the suspension is comfortable. Also at their service are three "stoves" - for each of the rows. The rearmost can only be turned on by the passengers themselves.
3. Engine. Since 2004, a Highlander modification has appeared with a 3.3 liter engine (230 hp). The same was installed on the Lexus 330, which is technically the twin of the Highlander. The engine "loves" the 95th gasoline, although it calmly "digests" the 92nd. In the first case, the power output is noticeably higher. 230 HP allow you to almost always be the first when starting from a traffic light. Power for a machine weighing 1900 kg is just enough. Very nice set up exhaust system: when you press the gas pedal sharply, the engine emits a noble roar so that it is clear to everyone (including the driver) that under the hood is a V6. The acceleration is also impressive. Fuel consumption is in reality 17-18 l / 100km in the city and 10-12 on the highway at speeds of 120-140km / h. I think if you do not try to be among the first in the city stream, then there will be less. But 230 "horses" ...!
4. AKKP. Since 2004, the "automatic" has become a 5-band. Thoughtfulness is present, but when compared with the working "Tussant" (2.7l), it can be called "quick-firing". There are modes "3", "2", "L" and an overdrive button. All this allows you to brake the engine. The "automatic" works gently, there are no complaints about jerks.
5. Suspension and handling. The suspension is set up in an American way: very soft and long-stroke. This gives excellent comfort at speeds up to 130 km / h, and uncertainty at speeds higher. In turns, the body rolls noticeably, although the chassis is ready to withstand significantly higher speeds. It is very comfortable to ride on graders and rolled primers. Small pits are not noticeable at all, large ones do not cause breakdowns of shock absorbers. Loading 5 people with luggage does not affect the behavior of the car much. Steering is something that greatly spoils the driving experience. The steering wheel is categorically uninformative. At high speed, driven by a dynamic engine, the impression is that the wheels are on ice. That is, their position cannot be determined at the level of feelings. Yes, the “steering wheel” itself is made of some kind of nasty material that quickly becomes sticky. In connection with the above, "cruising" speed for me is 120-130 km / h. More is probably not needed.
5. Brakes and security systems. The brakes are unified like those of the Lexus with the Camry (all disc, ventilated in front). And more weight. I had to sharpen the discs immediately after the purchase. There were no more questions for them. The vehicle is equipped with brake force distribution (EBD) and exchange rate stability(VSC) and ABS, of course. In practice, everything works like this: on an excellent track, I drive in the pouring rain of 150 km / h, I start to overtake KAMAZ, a VAZ appears from somewhere towards me. Emergency braking “to the floor”, the whole car shudders, the crackling of the stabilization system is heard. And I calmly drive into my lane behind the truck. On my previous car, the Impreza, this would have resulted in a skid, as the grip of the tires is weak in the rain.
7. Off-road capabilities. There are practically none. Went fishing on it. Conclusion: with a clearance of 18 cm and such a long base, it is better not to leave the asphalt. Although the high "jeep" landing initially causes the feeling that you are driving an SUV.
8. Long trips. I went to Kazakhstan twice, each time for 4000 km. Highlander is the perfect trucker: I drive 1400 km a day without feeling like a zombie. If you do not set the goal of achieving the goal in the minimum time, then you will reach very comfortably. Overtaking is easy, the engine just asks for "gas". In the mountains (I went to Gorny Altai) it is convenient to use the overdrive button: a simple press (shutdown) adds 20% of power per second due to an increase in speed. So, let me summarize. I like the Highlander: a powerful and well-tuned engine, comfortable and roomy interior, energy intensity of the suspension and the best price-quantity-quality ratio in this used car segment.
I don't like: "cotton" steering, not in harmony with the capabilities of the engine, the softness of the suspension at high speeds, noise isolation, lack of documentation in Russian.
Who will like this car: those who need a roomy interior, who drive a lot on long trips, who like fast accelerations, but not high speeds.
Who will be disappointed when buying: those who used to drive BMW, Subaru and other cars with perfect handling. Well, in general, I am satisfied with the car, the next one would like a new LC Prado 4.0l.
Altai Territory, Barnaul. 08.10.2007
Review about Toyota Highlander V6 left: Eugene from Barnaul
15.02.2015
The updated Toyota Highlander is not only a changed appearance, it is an even more comfortable “quiet” interior and expanded equipment. Exclusively for the Russian car enthusiast - 249 horsepower, V-shaped six-cylinder gasoline engine and a budget front-wheel drive version equipped with a four-cylinder in-line engine.
Features of the updated design
Even with a cursory glance, you can see the difference between the two generations of Toyota Highlander. For example, the rear-view camera was also on the old Highlander, but on the new generation car it was equipped with a distance scale and trajectory tips.
Automatic windows were only on the driver's door, now they are automatic at all, in addition, a special servo slows down the movement in the last centimeters and the glass closes without the previous unpleasant knock. Steering wheel received heating, front seats - ventilation, and the driver's seat also received memory.
front seats Toyota_Highlander
rear seat Toyota_Highlander
trunk Toyota_Highlander
The mirrors are removed by means of a button, and the luggage compartment lid servo, as before, controlled, including using a key fob, a button in the cabin or a button on the sash itself, as well as the driver's seat was equipped with memory. This is done so that people of average height do not reach for the “running away” door, as well as for owners of garages with a low ceiling. Now you can "remember" the lifting height, above which it will not rise until the door is reprogrammed.
In addition, the updated version received LED headlights dipped beam and the option of automatic transition from "far" to "near" and vice versa. dashboard and the center console was completely redrawn, using better materials for these nodes. As a result, “wood-like” accents began to look much “richer” and more respectable, in the spirit of the latest trends added LED lights salon.
front panel Toyota_Highlander
However, the main “highlight” of the instrument panel is a long illuminated shelf with partitions and a special cable opening, thanks to which it became possible to connect a device lying on the shelf (smartphone, mobile phone, tablet, etc.) to the USB connector located below.
In the second row, everything is also spacious, the wheelbase has not changed, and the “American” craving for comfort and gigantism has manifested itself in the form of a glove box located between the front seats. Also, Toyota Highlander was equipped with a new multimedia system "Toyota Touch 2 & Go" with an eight-inch (in basic version six-inch) touch screen and double the resolution.
multimedia Toyota Highlander 2014
In addition, this system in the Prestige configuration is equipped with a navigator, and the new MirrorLink option allows you to control gadgets through the car's touchscreen. The climate control system was retrofitted with a display of operating modes.
Changes "under the hood"
There are no "global" changes here. True, there are a couple of innovations, the first of which will appeal primarily to Russian motorists. This refers to the flagship six-cylinder V-engine.
Toyota Highlander V6 engine
A similar motor is familiar from the previous generation Toyota Highlander. However, during the operation, it was “deformed” especially for the Russians from the powerful “tax” 273 hp. up to "sparing" 249 "horses. So, if earlier for 273 hp. in the capital one had to pay 41,000 rubles of tax; now, all other things being equal, one can get by with 19,000 rubles.
Technical parameters and characteristics
Modification name: Toyota Highlander 2.7 FWD; Toyota Highlander 3,5 AWD
Dimensions: 4865x1925x1730 mm.
Base: 2790 mm.
Ground clearance: 197 mm.
Front track: 1635 mm.
Rear track: 1650 mm.
Turning radius: 5.9 m.
Luggage compartment volume: 269-813 liters.
Power plant: 4-cylinder in-line gasoline engine; V-shaped six-cylinder gasoline engine.
Power: 188 HP at 5800 rpm: 249 hp at 6200 "revs".
Torque: 252 Nm at 4200 rpm; 337 Nm at 4700 rpm.
Cylinder volume: 2672 cm3; 3456 cm3.
Weight: 1955-2015 kg; 2080-2140 kg.
Drive: forward: full connected.
Gearbox: 6-automatic transmission.
Maximum speed: 180 km/h.
Dynamics 0-100 km / h: 10.3 s; 8.7 s
gasoline consumption,
- "City": 13.3 l; 14.4 l.
- "Countryside": 7.9 l: 8.4 l.
- Mixed: 9.9 l; 10.6 l.
Motor fuel: gasoline A-95.
Tank volume: 72 l.
Compact V-engines are used in large Toyota models. There is not enough power of the four cylinders of the in-line engine. Even the standard 2.5 liters on the Toyota Camry give only 181 hp. With. - not bad, but two additional cylinders will give the car owner another 1 liter of volume and priceless 68 horses on top. On the road, this device will be out of competition, in-line brothers do not give even half the thrill of the trip.
increase length standard engine did not have to: V-motors developed and patented back in 1889, it remains for Toyota engineers to create their own V6 and V8 engines, refine them, and get rid of vibration. The power plant is compactly located under the hood, gives the driver one and a half times more power. With regular and careful maintenance, Toyota's V6 and V8 engines operate without problems and confirm the common opinion about the "indestructibility" of Japanese engines.
Toyota models with V6 and V8 engines
The first car in the modern line of models that has acquired such a device is the Toyota Camry. The business class sedan looks solid, rides powerfully and confidently. Additional horsepower allows you to sharply maneuver, avoid difficult situations, instantly rebuild. The V-shaped "six" is offered in two top trim levels - "Elegance Drive" and "Lux".
The same device is installed on Highlander and accelerates this massive crossover to 100 km / h in just 8.7 seconds. Together with the plug-in all-wheel drive and automatic transmission, the engine makes the Highlander one of the best offers control manufacturer. The developers also decided to equip the prestigious minivan Alphard with a 2GR-FE engine ...
land Cruiser Prado received an improved version - a four-liter gasoline engine, which, compared with the second option (diesel, 2.8 liters), produces almost twice more power. Flagship Land model The Cruiser 200 boasts the most voluminous and powerful V8 powertrains: petrol (4.6L) and diesel (4.5L). To date, these are Toyota's maximum parameters for a line of general-purpose vehicles.
Service of V-shaped engines in the official dealer center
The design consists of two rows of cylinders, which are located at an angle to each other. The connecting rods of the paired pistons are mounted on the same neck of the crankshaft and simultaneously perform a stroke in different phases. In the Toyota V6, everything looks even more complicated, it works more unusually: the movements of the V8 even slightly resemble a twin inline four-cylinder engine.
Maintenance and repair of such motors require special experience - they are best understood by car service mechanics in official dealerships. Here, the staff is regularly trained, the repairmen are aware of the latest innovations, methods of diagnostics and repair. Maintenance takes place according to a clear scheme, no actions "at random" - only a competent approach to a complex device.
). But here the Japanese "littered" the average consumer - many owners of these engines encountered the so-called "LB problem" in the form of characteristic failures at medium speeds, the cause of which could not be properly established and cured - either the quality of local gasoline was to blame, or 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 did not ignite.
"The 7A-FE LeanBurn engine is low revving and even more torquey than the 3S-FE due to its maximum torque at 2800 rpm"
The special traction on the bottoms of the 7A-FE in the LeanBurn version is one of the common misconceptions. All civilian engines of the A series have a "double-humped" torque curve - with the first peak at 2500-3000 and the second at 4500-4800 rpm. The height of these peaks is almost the same (within 5 Nm), but for STD engines the second peak is slightly higher, and for LB - the first. Moreover, the absolute maximum torque for STD is still greater (157 versus 155). Now let's compare with 3S-FE - the maximum moments of 7A-FE LB and 3S-FE type "96 are 155/2800 and 186/4400 Nm, respectively, at 2800 rpm 3S-FE develops 168-170 Nm, and 155 Nm already produces in the region of 1700-1900 rpm.
4A-GE 20V (1991-2002)- forced 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. The downside is that such an engine even initially was inevitably more "ushatan" compared to the average production 4A-FE of the same year, since it was not bought in Japan for an economical and gentle ride.
engine | V | N | M | CR | D×S | RON | IG | VD |
4A-FE | 1587 | 110/5800 | 149/4600 | 9.5 | 81.0×77.0 | 91 | dist. | no |
4A-FE hp | 1587 | 115/6000 | 147/4800 | 9.5 | 81.0×77.0 | 91 | dist. | no |
4A-FE LB | 1587 | 105/5600 | 139/4400 | 9.5 | 81.0×77.0 | 91 | DIS-2 | no |
4A-GE 16V | 1587 | 140/7200 | 147/6000 | 10.3 | 81.0×77.0 | 95 | dist. | no |
4A-GE 20V | 1587 | 165/7800 | 162/5600 | 11.0 | 81.0×77.0 | 95 | dist. | yes |
4A-GZE | 1587 | 165/6400 | 206/4400 | 8.9 | 81.0×77.0 | 95 | dist. | no |
5A-FE | 1498 | 102/5600 | 143/4400 | 9.8 | 78.7×77.0 | 91 | dist. | no |
7A-FE | 1762 | 118/5400 | 157/4400 | 9.5 | 81.0×85.5 | 91 | dist. | no |
7A-FE LB | 1762 | 110/5800 | 150/2800 | 9.5 | 81.0×85.5 | 91 | DIS-2 | no |
8A-FE | 1342 | 87/6000 | 110/3200 | 9.3 | 78.7.0x69.0 | 91 | dist. | - |
* Abbreviations and symbols:
V - working volume [cm 3]
N - maximum power [hp at rpm]
M - maximum torque [Nm at rpm]
CR - compression ratio
D×S - cylinder bore × stroke [mm]
RON is the manufacturer's recommended octane rating for gasoline.
IG - type of ignition system
VD - collision of valves and piston when the timing belt / chain is destroyed
"E"(R4, belt) |
4E-FE, 5E-FE (1989-2002)- base engines of the series
5E-FHE (1991-1999)- version with a high redline and a system for changing the geometry of the intake manifold (to increase maximum power)
4E-FTE (1989-1999)- a turbo version that turned the Starlet GT into a "crazy stool"
On the one hand, this series has few critical points, on the other hand, it is too noticeably inferior in durability to the A series. Very weak crankshaft oil seals and a shorter cylinder life are characteristic. piston group, besides, formally beyond repair. You should also remember that the engine power must correspond to the class of the car - therefore, quite suitable for Tercel, 4E-FE is already weak for Corolla, and 5E-FE for Caldina. Working at the maximum of their capabilities, they have a smaller resource and increased wear compared to larger displacement engines on the same models.
engine | V | N | M | CR | D×S | RON | IG | VD |
4E-FE | 1331 | 86/5400 | 120/4400 | 9.6 | 74.0×77.4 | 91 | DIS-2 | no* |
4E-FTE | 1331 | 135/6400 | 160/4800 | 8.2 | 74.0×77.4 | 91 | dist. | no |
5E-FE | 1496 | 89/5400 | 127/4400 | 9.8 | 74.0×87.0 | 91 | DIS-2 | no |
5E-FHE | 1496 | 115/6600 | 135/4000 | 9.8 | 74.0×87.0 | 91 | dist. | no |
"G"(R6, belt) |
It should be noted that under the same name there were 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 traditionally does not benefit the latter (during a cold start with very thickened oil, the belt may jump or the teeth may be cut, there is no need for extra oil seals flowing inside the timing case), and 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. The engine received a VVT system, an intake manifold geometry change system (ACIS), distributorless ignition and an electronically controlled throttle valve (ETCS). The most significant changes affected mechanical part, where only the general layout has been preserved - the design and filling of the block head have completely changed, a hydraulic belt tensioner has appeared, the cylinder block and the entire cylinder-piston group have been updated, the crankshaft has changed. For the most part, 1G-FE type 90 and type 98 spare parts are not interchangeable. Valves when the timing belt breaks now bent. The reliability and resource of the new engine have certainly decreased, but most importantly - from the legendary indestructibility, ease of maintenance and unpretentiousness, one name remained in it.
engine | V | N | M | CR | D×S | RON | IG | VD |
1G-FE type"90 | 1988 | 140/5700 | 185/4400 | 9.6 | 75.0x75.0 | 91 | dist. | no |
1G-FE type"98 | 1988 | 160/6200 | 200/4400 | 10.0 | 75.0x75.0 | 91 | DIS-6 | yes |
"K"(R4, chain + OHV) |
Extremely reliable and archaic (lower camshaft in the block) design with a good margin of safety. A common drawback is the modest characteristics corresponding to the time the series appeared.
5K (1978-2013), 7K (1996-1998)- carburetor versions. The main and practically the only problem is a too complicated power system, instead of trying to repair or adjust it, it is optimal to immediately install a simple carburetor for cars local production.
7K-E (1998-2007)- the latest injector modification.
Engine | V | N | M | CR | D×S | RON | IG | VD |
5K | 1496 | 70/4800 | 115/3200 | 9.3 | 80.5×75.0 | 91 | dist. | - |
7K | 1781 | 76/4600 | 140/2800 | 9.5 | 80.5×87.5 | 91 | dist. | - |
7K-E | 1781 | 82/4800 | 142/2800 | 9.0 | 80.5×87.5 | 91 | dist. | - |
"S"(R4, belt) |
3S-FE (1986-2003)- the base engine of the series is powerful, reliable and unpretentious. Without critical flaws, although not ideal - quite noisy, prone to age-related oil burnout (with a mileage of over 200 thousand km), the timing belt is overloaded with a pump and oil pump drive, and is inconveniently tilted under the hood. The best engine modifications have been produced since 1990, but the updated version that appeared in 1996 could no longer boast of the same trouble-free operation. Serious defects include broken connecting rod bolts, which occur mainly on the late type "96 - see Fig. "3S Engines and the Fist of Friendship" . Once again it is worth recalling that it is dangerous to reuse connecting rod bolts on the S series.
4S-FE (1990-2001)- variant with a reduced working volume, in design and operation is completely similar to 3S-FE. Its characteristics are sufficient for most models, with the exception of the Mark II family.
3S-GE (1984-2005)- a forced engine with a "Yamaha head block", produced in a variety of options with varying degrees of forcing and varying design complexity for sported models based on the D-class. Its versions were among the first Toyota engines with VVT, and the first with DVVT (Dual VVT - a variable valve timing system on the intake and exhaust camshafts).
3S-GTE (1986-2007)- turbocharged version. It is not superfluous to recall the features of supercharged engines: high maintenance costs (the best oil and the minimum frequency of its replacements, the best fuel), additional difficulties in maintenance and repair, a relatively low resource of a forced engine, and a limited resource of turbines. Ceteris paribus, it should be remembered: even the first Japanese buyer did not take a turbo engine to drive "to the bakery", so the question of the residual life of the engine and the car as a whole will always be open, and this is triple critical for a used car in the Russian Federation.
3S-FSE (1996-2001)- version with direct injection (D-4). Worst Toyota gasoline engine ever. An example of how easily an irrepressible thirst for improvement can turn an excellent engine into a nightmare. Take cars with this engine absolutely not recommended.
The first 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, accumulates a large number of soot, affecting the ability to start. "Fist of Friendship"
- standard end of career for most 3S-FSE (defect officially recognized by the manufacturer ... in April 2012). However, there are enough problems in other engine systems, which have little in common with normal S-series engines.
5S-FE (1992-2001)- version with increased working volume. Disadvantage - like most gasoline engines with a volume of more than two liters, the Japanese used here a gear-driven balancing mechanism (non-switchable and difficult to adjust), which could not but affect the overall level of reliability.
engine | V | N | M | CR | D×S | RON | IG | VD |
3S-FE | 1998 | 140/6000 | 186/4400 | 9,5 | 86.0×86.0 | 91 | DIS-2 | no |
3S-FSE | 1998 | 145/6000 | 196/4400 | 11,0 | 86.0×86.0 | 91 | DIS-4 | yes |
3S-GE vvt | 1998 | 190/7000 | 206/6000 | 11,0 | 86.0×86.0 | 95 | DIS-4 | yes |
3S-GTE | 1998 | 260/6000 | 324/4400 | 9,0 | 86.0×86.0 | 95 | DIS-4 | yes* |
4S-FE | 1838 | 125/6000 | 162/4600 | 9,5 | 82.5×86.0 | 91 | DIS-2 | no |
5S-FE | 2164 | 140/5600 | 191/4400 | 9,5 | 87.0×91.0 | 91 | DIS-2 | no |
FZ (R6, chain+gears) |
engine | V | N | M | CR | D×S | RON | IG | VD |
1FZ-F | 4477 | 190/4400 | 363/2800 | 9.0 | 100.0×95.0 | 91 | dist. | - |
1FZ-FE | 4477 | 224/4600 | 387/3600 | 9.0 | 100.0×95.0 | 91 | DIS-3 | - |
"JZ"(R6, belt) |
1JZ-GE (1990-2007)- the base engine for the domestic market.
2JZ-GE (1991-2005)- "worldwide" option.
1JZ-GTE (1990-2006)- turbocharged version for the domestic market.
2JZ-GTE (1991-2005)- "worldwide" turbo version.
1JZ-FSE, 2JZ-FSE (2001-2007)- not the best options with direct injection.
The motors do not have significant drawbacks, they are very reliable with reasonable operation and proper care (except that they are sensitive to moisture, especially in the DIS-3 version, so it is not recommended to wash them). Considered ideal blanks for tuning varying degrees viciousness.
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 one of the rare cases when the updated Toyota motor did not lose reliability - however, more than once I had to not only hear about problems with the connecting rod and piston group, but also see the consequences of piston sticking, followed by their destruction and bending of the connecting rods.
engine | V | N | M | CR | D×S | RON | IG | VD |
1JZ-FSE | 2491 | 200/6000 | 250/3800 | 11.0 | 86.0×71.5 | 95 | DIS-3 | yes |
1JZ-GE | 2491 | 180/6000 | 235/4800 | 10.0 | 86.0×71.5 | 95 | dist. | no |
1JZ-GE vvt | 2491 | 200/6000 | 255/4000 | 10.5 | 86.0×71.5 | 95 | DIS-3 | - |
1JZ-GTE | 2491 | 280/6200 | 363/4800 | 8.5 | 86.0×71.5 | 95 | DIS-3 | no |
1JZ-GTE vvt | 2491 | 280/6200 | 378/2400 | 9.0 | 86.0×71.5 | 95 | DIS-3 | no |
2JZ-FSE | 2997 | 220/5600 | 300/3600 | 11,3 | 86.0×86.0 | 95 | DIS-3 | yes |
2JZ-GE | 2997 | 225/6000 | 284/4800 | 10.5 | 86.0×86.0 | 95 | dist. | no |
2JZ-GE vvt | 2997 | 220/5800 | 294/3800 | 10.5 | 86.0×86.0 | 95 | DIS-3 | - |
2JZ-GTE | 2997 | 280/5600 | 470/3600 | 9,0 | 86.0×86.0 | 95 | DIS-3 | no |
"MZ"(V6, belt) |
1MZ-FE (1993-2008)- Improved replacement for the VZ series. The light-alloy lined cylinder block does not imply the possibility of a major overhaul with a bore for the repair size, there is a tendency to coking the oil and increased carbon formation due to intense thermal conditions and cooling features. On later versions, a mechanism for changing the valve timing appeared.
2MZ-FE (1996-2001)- a simplified version for the domestic market.
3MZ-FE (2003-2012)- Larger displacement variant for the North American market and hybrid powertrains.
engine | V | N | M | CR | D×S | RON | IG | VD |
1MZ-FE | 2995 | 210/5400 | 290/4400 | 10.0 | 87.5×83.0 | 91-95 | DIS-3 | no |
1MZ-FE vvt | 2995 | 220/5800 | 304/4400 | 10.5 | 87.5×83.0 | 91-95 | DIS-6 | yes |
2MZ-FE | 2496 | 200/6000 | 245/4600 | 10.8 | 87.5×69.2 | 95 | DIS-3 | yes |
3MZ-FE vvt | 3311 | 211/5600 | 288/3600 | 10.8 | 92.0×83.0 | 91-95 | DIS-6 | yes |
3MZ-FE vvt hp | 3311 | 234/5600 | 328/3600 | 10.8 | 92.0×83.0 | 91-95 | DIS-6 | yes |
"RZ"(R4, chain) |
3RZ-FE (1995-2003)- the largest in-line four in the Toyota range, on the whole it is characterized positively, you can only pay attention to the overcomplicated timing drive and balancing mechanism. 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 rely on high thrust-to-weight ratio enough heavy models equipped with this motor.
engine | V | N | M | CR | D×S | RON | IG | VD |
2RZ-E | 2438 | 120/4800 | 198/2600 | 8.8 | 95.0×86.0 | 91 | dist. | - |
3RZ-FE | 2693 | 150/4800 | 235/4000 | 9.5 | 95.0×95.0 | 91 | DIS-4 | - |
"TZ"(R4, chain) |
2TZ-FE (1990-1999)- base engine.
2TZ-FZE (1994-1999)- forced version with a mechanical supercharger.
engine | V | N | M | CR | D×S | RON | IG | VD |
2TZ-FE | 2438 | 135/5000 | 204/4000 | 9.3 | 95.0×86.0 | 91 | dist. | - |
2TZ-FZE | 2438 | 160/5000 | 258/3600 | 8.9 | 95.0×86.0 | 91 | dist. | - |
UZ(V8, belt) |
1UZ-FE (1989-2004)- the base engine of the series, for passenger cars. In 1997, he received variable valve timing and distributorless ignition.
2UZ-FE (1998-2012)- version for heavy jeeps. In 2004 received variable valve timing.
3UZ-FE (2001-2010)- 1UZ replacement for passenger cars.
engine | V | N | M | CR | D×S | RON | IG | VD |
1UZ-FE | 3968 | 260/5400 | 353/4600 | 10.0 | 87.5×82.5 | 95 | dist. | - |
1UZ-FE vvt | 3968 | 280/6200 | 402/4000 | 10.5 | 87.5×82.5 | 95 | DIS-8 | - |
2UZ-FE | 4663 | 235/4800 | 422/3600 | 9.6 | 94.0×84.0 | 91-95 | DIS-8 | - |
2UZ-FE vvt | 4663 | 288/5400 | 448/3400 | 10.0 | 94.0×84.0 | 91-95 | DIS-8 | - |
3UZ-FE vvt | 4292 | 280/5600 | 430/3400 | 10.5 | 91.0×82.5 | 95 | DIS-8 | - |
"VZ"(V6, belt) |
Passenger options proved to be unreliable and capricious: a fair love for gasoline, eating oil, a tendency to overheat (which usually leads to warping and cracking of cylinder heads), increased wear on the crankshaft main journals, and a sophisticated fan hydraulic drive. And to everything - the relative rarity of spare parts.
5VZ-FE (1995-2004)- used on HiLux Surf 180-210, LC Prado 90-120, large vans of the HiAce SBV family. This engine turned out to be unlike its counterparts and quite unpretentious.
engine | V | N | M | CR | D×S | RON | IG | VD |
1VZ-FE | 1992 | 135/6000 | 180/4600 | 9.6 | 78.0x69.5 | 91 | dist. | yes |
2VZ-FE | 2507 | 155/5800 | 220/4600 | 9.6 | 87.5×69.5 | 91 | dist. | yes |
3VZ-E | 2958 | 150/4800 | 245/3400 | 9.0 | 87.5×82.0 | 91 | dist. | no |
3VZ-FE | 2958 | 200/5800 | 285/4600 | 9.6 | 87.5×82.0 | 95 | dist. | yes |
4VZ-FE | 2496 | 175/6000 | 224/4800 | 9.6 | 87.5×69.2 | 95 | dist. | yes |
5VZ-FE | 3378 | 185/4800 | 294/3600 | 9.6 | 93.5×82.0 | 91 | DIS-3 | yes |
"AZ"(R4, chain) |
Details about the design and problems - see the big review "A-Series" .
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.
Note. For Japanese cars 2005-2014 issue valid recall campaign on oil consumption.
engine V N M CR D×S RON
1AZ-FE 1998
150/6000
192/4000
9.6
86.0×86.0 91
1AZ-FSE 1998
152/6000
200/4000
9.8
86.0×86.0 91
2AZ-FE 2362
156/5600
220/4000
9.6
88.5×96.0 91
2AZ-FSE 2362
163/5800
230/3800
11.0
88.5×96.0 91
Replacement of the E and A series, installed since 1997 on models of classes "B", "C", "D" (Vitz, Corolla, Premio families).
"NZ"(R4, chain)
For more information about the design and differences in modifications, see the large review "NZ Series" .
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, of all the engines of the 3rd wave they can be considered the most trouble-free.
engine | V | N | M | CR | D×S | RON |
1NZ-FE | 1496 | 109/6000 | 141/4200 | 10.5 | 75.0×84.7 | 91 |
2NZ-FE | 1298 | 87/6000 | 120/4400 | 10.5 | 75.0×73.5 | 91 |
"SZ"(R4, chain) |
engine | V | N | M | CR | D×S | RON |
1SZ-FE | 997 | 70/6000 | 93/4000 | 10.0 | 69.0×66.7 | 91 |
2SZ-FE | 1296 | 87/6000 | 116/3800 | 11.0 | 72.0×79.6 | 91 |
3SZ-VE | 1495 | 109/6000 | 141/4400 | 10.0 | 72.0×91.8 | 91 |
"ZZ"(R4, chain) |
Details about the design and problems - see the review "Series ZZ. No room for error" .
1ZZ-FE (1998-2007)- the basic and most common engine of the series.
2ZZ-GE (1999-2006)- uprated engine with VVTL (VVT plus the first generation variable valve lift system), which has little in common with the base engine. The most "gentle" and short-lived of the charged Toyota engines.
3ZZ-FE, 4ZZ-FE (1999-2009)- versions for European market models. A special drawback - the lack of a Japanese analogue does not allow you to purchase a budget contract motor.
engine | V | N | M | CR | D×S | RON |
1ZZ-FE | 1794 | 127/6000 | 170/4200 | 10.0 | 79.0×91.5 | 91 |
2ZZ-GE | 1795 | 190/7600 | 180/6800 | 11.5 | 82.0×85.0 | 95 |
3ZZ-FE | 1598 | 110/6000 | 150/4800 | 10.5 | 79.0×81.5 | 95 |
4ZZ-FE | 1398 | 97/6000 | 130/4400 | 10.5 | 79.0×71.3 | 95 |
"AR"(R4, chain) |
Details about the design and various modifications - see the review "AR Series" .
engine | V | N | M | CR | D×S | RON |
1AR-FE | 2672 | 182/5800 | 246/4700 | 10.0 | 89.9×104.9 | 91 |
2AR-FE | 2494 | 179/6000 | 233/4000 | 10.4 | 90.0×98.0 | 91 |
2AR-FXE | 2494 | 160/5700 | 213/4500 | 12.5 | 90.0×98.0 | 91 |
2AR-FSE | 2494 | 174/6400 | 215/4400 | 13.0 | 90.0×98.0 | 91 |
5AR-FE | 2494 | 179/6000 | 234/4100 | 10.4 | 90.0×98.0 | - |
6AR-FSE | 1998 | 165/6500 | 199/4600 | 12.7 | 86.0×86.0 | - |
8AR-FTS | 1998 | 238/4800 | 350/1650 | 10.0 | 86.0×86.0 | 95 |
"GR"(V6, chain) |
For details about the design and problems - see. great review "GR Series" .
engine | V | N | M | CR | D×S | RON |
1GR-FE | 3955 | 249/5200 | 380/3800 | 10.0 | 94.0×95.0 | 91-95 |
2GR-FE | 3456 | 280/6200 | 344/4700 | 10.8 | 94.0×83.0 | 91-95 |
2GR-FKS | 3456 | 280/6200 | 344/4700 | 11.8 | 94.0×83.0 | 91-95 |
2GR-FKS hp | 3456 | 300/6300 | 380/4800 | 11.8 | 94.0×83.0 | 91-95 |
2GR-FSE | 3456 | 315/6400 | 377/4800 | 11.8 | 94.0×83.0 | 95 |
3GR-FE | 2994 | 231/6200 | 300/4400 | 10.5 | 87.5×83.0 | 95 |
3GR-FSE | 2994 | 256/6200 | 314/3600 | 11.5 | 87.5×83.0 | 95 |
4GR-FSE | 2499 | 215/6400 | 260/3800 | 12.0 | 83.0×77.0 | 91-95 |
5GR-FE | 2497 | 193/6200 | 236/4400 | 10.0 | 87.5×69.2 | - |
6GR-FE | 3956 | 232/5000 | 345/4400 | - | 94.0×95.0 | - |
7GR-FKS | 3456 | 272/6000 | 365/4500 | 11.8 | 94.0×83.0 | - |
8GR-FKS | 3456 | 311/6600 | 380/4800 | 11.8 | 94.0×83.0 | 95 |
8GR-FXS | 3456 | 295/6600 | 350/5100 | 13.0 | 94.0×83.0 | 95 |
"KR"(R3, chain) |
engine | V | N | M | CR | D×S | RON |
1KR-FE | 996 | 71/6000 | 94/3600 | 10.5 | 71.0×83.9 | 91 |
1KR-FE | 996 | 69/6000 | 92/3600 | 12.5 | 71.0×83.9 | 91 |
1KR-VET | 996 | 98/6000 | 140/2400 | 9.5 | 71.0×83.9 | 91 |
"LR"(V10, chain) |
engine | V | N | M | CR | D×S | RON |
1LR-GUE | 4805 | 552/8700 | 480/6800 | 12.0 | 88.0×79.0 | 95 |
"NR"(R4, chain) |
Details about the design and modifications - see the review "NR Series" .
engine | V | N | M | CR | D×S | RON |
1NR-FE | 1329 | 100/6000 | 132/3800 | 11.5 | 72.5×80.5 | 91 |
2NR-FE | 1496 | 90/5600 | 132/3000 | 10.5 | 72.5×90.6 | 91 |
2NR-FKE | 1496 | 109/5600 | 136/4400 | 13.5 | 72.5×90.6 | 91 |
3NR-FE | 1197 | 80/5600 | 104/3100 | 10.5 | 72.5×72.5 | - |
4NR-FE | 1329 | 99/6000 | 123/4200 | 11.5 | 72.5×80.5 | - |
5NR-FE | 1496 | 107/6000 | 140/4200 | 11.5 | 72.5×90.6 | - |
8NR-FTS | 1197 | 116/5200 | 185/1500 | 10.0 | 71.5×74.5 | 91-95 |
"TR"(R4, chain) |
Note. Some 2013 2TR-FE vehicles are under a global recall campaign to replace defective valve springs.
engine | V | N | M | CR | D×S | RON |
1TR-FE | 1998 | 136/5600 | 182/4000 | 9.8 | 86.0×86.0 | 91 |
2TR-FE | 2693 | 151/4800 | 241/3800 | 9.6 | 95.0×95.0 | 91 |
"UR"(V8, chain) |
1UR-FSE- the base engine of the series, for passenger cars, with mixed injection D-4S and electric drive phase changes at the VVT-iE intake.
1UR-FE- with distributed injection, for cars and jeeps.
2UR-GSE- forced version "with Yamaha heads", titanium intake valves, D-4S and VVT-iE - for -F Lexus models.
2UR-FSE- for hybrid power plants of top Lexus - with D-4S and VVT-iE.
3UR-FE- the largest Toyota gasoline engine for heavy jeeps, with distributed injection.
engine | V | N | M | CR | D×S | RON |
1UR-FE | 4608 | 310/5400 | 443/3600 | 10.2 | 94.0×83.1 | 91-95 |
1UR-FSE | 4608 | 342/6200 | 459/3600 | 10.5 | 94.0×83.1 | 91-95 |
1UR-FSE hp | 4608 | 392/6400 | 500/4100 | 11.8 | 94.0×83.1 | 91-95 |
2UR-FSE | 4969 | 394/6400 | 520/4000 | 10.5 | 94.0×89.4 | 95 |
2UR-GSE | 4969 | 477/7100 | 530/4000 | 12.3 | 94.0×89.4 | 95 |
3UR-FE | 5663 | 383/5600 | 543/3600 | 10.2 | 94.0×102.1 | 91 |
"ZR"(R4, chain) |
Typical defects: increased oil consumption in some versions, slag deposits in combustion chambers, knocking of VVT drives during start-up, pump leakage, oil leakage from under the chain cover, traditional EVAP problems, forced idle errors, problems during hot start due to fuel pressure, defective alternator pulley, starter solenoid relay freezing. Versions with Valvematic - vacuum pump noise, controller errors, controller separation from the VM drive control shaft, followed by engine shutdown.
engine | V | N | M | CR | D×S | RON |
1ZR-FE | 1598 | 124/6000 | 157/5200 | 10.2 | 80.5×78.5 | 91 |
2ZR-FE | 1797 | 136/6000 | 175/4400 | 10.0 | 80.5×88.3 | 91 |
2ZR-FAE | 1797 | 144/6400 | 176/4400 | 10.0 | 80.5×88.3 | 91 |
2ZR-FXE | 1797 | 98/5200 | 142/3600 | 13.0 | 80.5×88.3 | 91 |
3ZR-FE | 1986 | 143/5600 | 194/3900 | 10.0 | 80.5×97.6 | 91 |
3ZR-FAE | 1986 | 158/6200 | 196/4400 | 10.0 | 80.5×97.6 | 91 |
4ZR-FE | 1598 | 117/6000 | 150/4400 | - | 80.5×78.5 | - |
5ZR-FXE | 1797 | 99/5200 | 142/4000 | 13.0 | 80.5×88.3 | 91 |
6ZR-FE | 1986 | 147/6200 | 187/3200 | 10.0 | 80.5×97.6 | - |
8ZR-FXE | 1797 | 99/5200 | 142/4000 | 13.0 | 80.5×88.3 | 91 |
"A25A/M20A"(R4, chain) |
Design features. High "geometric" compression ratio, long-stroke, Miller/Atkinson cycle operation, balancing mechanism. Cylinder head - "laser-sprayed" valve seats (like the ZZ series), straightened inlet channels, hydraulic lifters, DVVT (at the inlet - VVT-iE with electric drive), built-in EGR circuit with cooling. Injection - D-4S (mixed, into the intake ports and into the cylinders), the requirements for the octane of gasoline are reasonable. Cooling - electric pump (a first for Toyota), electronically controlled thermostat. Lubrication - variable displacement oil pump.
M20A (2018-)- the third motor of the family, for the most part similar to the A25A, of noteworthy features - a laser notch on the piston skirt and GPF.
engine | V | N | M | CR | D×S | RON |
M20A-FKS | 1986 | 170/6600 | 205/4800 | 13.0 | 80.5×97.6 | 91 |
M20A-FXS | 1986 | 145/6000 | 180/4400 | 14.0 | 80.5×97.6 | 91 |
A25A-FKS | 2487 | 205/6600 | 250/4800 | 13.0 | 87.5×103.4 | 91 |
A25A-FXS | 2487 | 177/5700 | 220/3600-5200 | 14.1 | 87.5×103.4 | 91 |
"V35A"(V6, chain) |
Design features - long-stroke, DVVT (at the intake - VVT-iE with electric drive), "laser-sprayed" valve seats, twin-turbo (two parallel compressors integrated into the exhaust manifolds, electronically controlled WGT) and two liquid intercoolers, D-4ST mixed injection (into the intake ports and into the cylinders), electronically controlled thermostat.
A few general words about the choice of engine - "Gasoline or diesel?"
"C"(R4, belt) |
Atmospheric versions (2C, 2C-E, 3C-E) are generally reliable and unpretentious, but they had too modest characteristics, and fuel equipment on versions with electronically controlled high-pressure fuel pumps required qualified diesel operators to service them.
Turbocharged variants (2C-T, 2C-TE, 3C-T, 3C-TE) often exhibited a high tendency to overheat (with gasket burnout, cylinder head cracks and warpage) and rapid wear turbine seals. To a greater extent, this manifested itself in minibuses and heavy vehicles with more intense working conditions, and the most canonical example bad diesel- it was Estima with 3C-T, where the horizontally located motor regularly overheated, categorically did not tolerate fuel of "regional" quality, and at the first opportunity knocked out all the oil through the seals.
engine | V | N | M | CR | D×S |
1C | 1838 | 64/4700 | 118/2600 | 23.0 | 83.0×85.0 |
2C | 1975 | 72/4600 | 131/2600 | 23.0 | 86.0×85.0 |
2C-E | 1975 | 73/4700 | 132/3000 | 23.0 | 86.0×85.0 |
2C-T | 1975 | 90/4000 | 170/2000 | 23.0 | 86.0×85.0 |
2C-TE | 1975 | 90/4000 | 203/2200 | 23.0 | 86.0×85.0 |
3C-E | 2184 | 79/4400 | 147/4200 | 23.0 | 86.0×94.0 |
3C-T | 2184 | 90/4200 | 205/2200 | 22.6 | 86.0×94.0 |
3C-TE | 2184 | 105/4200 | 225/2600 | 22.6 | 86.0×94.0 |
"L"(R4, belt) |
In terms of reliability, one can draw a complete analogy with the C series: relatively successful, but low-power aspirated (2L, 3L, 5L-E) and problematic turbodiesels (2L-T, 2L-TE). For supercharged versions, the head of the block can be considered a consumable item, and even critical modes are not required - a long drive along the highway is enough.
engine | V | N | M | CR | D×S |
L | 2188 | 72/4200 | 142/2400 | 21.5 | 90.0×86.0 |
2L | 2446 | 85/4200 | 165/2400 | 22.2 | 92.0×92.0 |
2L-T | 2446 | 94/4000 | 226/2400 | 21.0 | 92.0×92.0 |
2L-TE | 2446 | 100/3800 | 220/2400 | 21.0 | 92.0×92.0 |
3L | 2779 | 90/4000 | 200/2400 | 22.2 | 96.0×96.0 |
5L-E | 2986 | 95/4000 | 197/2400 | 22.2 | 99.5×96.0 |
"N"(R4, belt) |
They had modest characteristics (even with supercharging), worked in stressful conditions, and therefore had a small resource. Sensitive to oil viscosity, prone to crankshaft damage on cold start. There is practically no technical documentation (therefore, for example, it is impossible to perform the correct adjustment of the injection pump), spare parts are extremely rare.
engine | V | N | M | CR | D×S |
1N | 1454 | 54/5200 | 91/3000 | 22.0 | 74.0×84.5 |
1N-T | 1454 | 67/4200 | 137/2600 | 22.0 | 74.0×84.5 |
"HZ" (R6, gears+belt) |
1HZ (1989-) - due to the simple design (cast iron, SOHC with pushers, 2 valves per cylinder, simple injection pump, swirl chamber, aspirated) and the lack of forcing, it turned out to be the best Toyota diesel engine in terms of reliability.
1HD-T (1990-2002) - received a chamber in the piston and turbocharging, 1HD-FT (1995-1988) - 4 valves per cylinder (SOHC with rocker arms), 1HD-FTE (1998-2007) - electronic injection pump control.
engine | V | N | M | CR | D×S |
1HZ | 4163 | 130/3800 | 284/2200 | 22.7 | 94.0×100.0 |
1HD-T | 4163 | 160/3600 | 360/2100 | 18.6 | 94.0×100.0 |
1HD-FT | 4163 | 170/3600 | 380/2500 | 18.,6 | 94.0×100.0 |
1HD-FTE | 4163 | 204/3400 | 430/1400-3200 | 18.8 | 94.0×100.0 |
"KZ" (R4, gears+belt) |
Structurally, it was made more complicated than the L series - a gear-belt drive for the timing, injection pump and balancing mechanism, mandatory turbocharging, a quick transition to an electronic injection pump. However, the increased displacement and a significant increase in torque contributed to getting rid of many of the shortcomings of the predecessor, even despite the high cost of spare parts. However, the legend of "outstanding reliability" was actually formed at a time when there were disproportionately fewer of these engines than the familiar and problematic 2L-T.
engine | V | N | M | CR | D×S |
1KZ-T | 2982 | 125/3600 | 287/2000 | 21.0 | 96.0×103.0 |
1KZ-TE | 2982 | 130/3600 | 331/2000 | 21.0 | 96.0×103.0 |
"WZ" (R4, belt / belt+chain) |
1WZ- Peugeot DW8 (SOHC 8V) - a simple atmospheric diesel engine with a distribution injection pump.
The rest of the motors are traditional common rail turbocharged, also used by Peugeot/Citroen, Ford, Mazda, Volvo, Fiat...
2WZ-TV- Peugeot DV4 (SOHC 8V).
3WZ-TV- Peugeot DV6 (SOHC 8V).
4WZ-FTV, 4WZ-FHV- Peugeot DW10 (DOHC 16V).
engine | V | N | M | CR | D×S |
1WZ | 1867 | 68/4600 | 125/2500 | 23.0 | 82.2×88.0 |
2WZ-TV | 1398 | 54/4000 | 130/1750 | 18.0 | 73.7×82.0 |
3WZ-TV | 1560 | 90/4000 | 180/1500 | 16.5 | 75.0×88.3 |
4WZ-FTV | 1997 | 128/4000 | 320/2000 | 16.5 | 85.0×88.0 |
4WZ-FHV | 1997 | 163/3750 | 340/2000 | 16.5 | 85.0×88.0 |
"WW"(R4, chain) |
The level of technology and consumer qualities corresponds to the middle of the last decade and is partly even inferior to the AD series. Alloy sleeve block with closed cooling jacket, DOHC 16V, common rail with electromagnetic injectors (injection pressure 160 MPa), VGT, DPF+NSR...
The most famous negative of this series is the inherent problems with the timing chain, which have been solved by the Bavarians since 2007.
engine | V | N | M | CR | D×S |
1WW | 1598 | 111/4000 | 270/1750 | 16.5 | 78.0×83.6 |
2WW | 1995 | 143/4000 | 320/1750 | 16.5 | 84.0×90.0 |
"AD"(R4, chain) |
Design in the spirit of the 3rd wave - a "disposable" light-alloy sleeved block with an open cooling jacket, 4 valves per cylinder (DOHC with hydraulic compensators), a timing chain drive, a turbine with a variable geometry guide vane (VGT), a balancing mechanism is installed on engines with a working volume of 2.2 liters. Fuel system - common-rail, injection pressure 25-167 MPa (1AD-FTV), 25-180 (2AD-FTV), 35-200 MPa (2AD-FHV), forced versions use piezoelectric injectors. Against the background of competitors, the specific characteristics of the AD series engines can be called decent, but not outstanding.
A serious congenital disease - high oil consumption and the resulting problems with widespread carbon formation (from clogging the EGR and intake tract to deposits on the pistons and damage to the cylinder head gasket), the guarantee covers the replacement of pistons, rings and all crankshaft bearings. Also characteristic: coolant escape through cylinder head gasket, pump leaks, failures of the particulate filter regeneration system, destruction of the throttle actuator, oil leakage from the sump, marriage of the injector booster (EDU) and the injectors themselves, destruction of the internals of the injection pump.
More about the design and problems - see the big overview "A-Series" .
engine | V | N | M | CR | D×S |
1AD-FTV | 1998 | 126/3600 | 310/1800-2400 | 15.8 | 86.0×86.0 |
2AD-FTV | 2231 | 149/3600 | 310..340/2000-2800 | 16.8 | 86.0×96.0 |
2AD-FHV | 2231 | 149...177/3600 | 340..400/2000-2800 | 15.8 | 86.0×96.0 |
"GD"(R4, chain) |
For a short period of operation, special problems have not yet had time to manifest themselves, except that many owners have experienced in practice what "modern environmentally friendly Euro V diesel with DPF" means ...
engine | V | N | M | CR | D×S |
1GD-FTV | 2755 | 177/3400 | 450/1600 | 15.6 | 92.0×103.6 |
2GD-FTV | 2393 | 150/3400 | 400/1600 | 15.6 | 92.0×90.0 |
"KD" (R4, gears+belt) |
Structurally close to KZ - a cast-iron block, a timing gear-belt drive, a balancing mechanism (on 1KD), however, a VGT turbine is already used. Fuel system - common-rail, injection pressure 32-160 MPa (1KD-FTV, 2KD-FTV HI), 30-135 MPa (2KD-FTV LO), electromagnetic injectors on older versions, piezoelectric on versions with Euro-5.
For a decade and a half on the assembly line, the series has become morally obsolete - technical characteristics are modest by modern standards, mediocre efficiency, a "tractor" level of comfort (in terms of vibrations and noise). Most serious defect designs - destruction of pistons () - officially recognized by Toyota.
engine | V | N | M | CR | D×S |
1KD-FTV | 2982 | 160..190/3400 | 320..420/1600-3000 | 16.0..17.9 | 96.0×103.0 |
2KD-FTV | 2494 | 88..117/3600 | 192..294/1200-3600 | 18.5 | 92.0×93.8 |
"ND"(R4, chain) |
Design - "disposable" light alloy sleeved block with an open cooling jacket, 2 valves per cylinder (SOHC with rockers), timing chain drive, VGT turbine. Fuel system - common-rail, injection pressure 30-160 MPa, electromagnetic injectors.
One of the most problematic modern diesel engines in operation with big list only congenital "warranty" diseases - violation of the tightness of the joint of the block head, overheating, destruction of the turbine, oil consumption and even excessive draining of fuel into the crankcase with a recommendation for the subsequent replacement of the cylinder block ...
engine | V | N | M | CR | D×S |
1ND TV | 1364 | 90/3800 | 190..205/1800-2800 | 17.8..16.5 | 73.0×81.5 |
"VD" (V8, gears+chain) |
Design - cast iron block, 4 valves per cylinder (DOHC with hydraulic lifters), timing gear-chain drive (two chains), two VGT turbines. Fuel system - common-rail, injection pressure 25-175 MPa (HI) or 25-129 MPa (LO), electromagnetic injectors.
In operation - los ricos tambien lloran: congenital oil waste is no longer considered a problem, everything is traditional with nozzles, but problems with liners have exceeded any expectations.
engine | V | N | M | CR | D×S |
1VD-FTV | 4461 | 220/3600 | 430/1600-2800 | 16.8 | 86.0×96.0 |
1VD-FTV hp | 4461 | 285/3600 | 650/1600-2800 | 16.8 | 86.0×96.0 |
General remarks |
Some explanations for the tables, as well as obligatory comments on the operation and selection of consumables, would make this material very heavy. Therefore, questions that are self-sufficient in meaning were moved to separate articles.
Octane number
General advice and recommendations from the manufacturer - "What gasoline do we pour into Toyota?"
Engine oil
General tips for choosing engine oil - "What kind of oil do we pour into the engine?"
Spark plug
General notes and catalog of recommended candles - "Spark plug"
Batteries
Some recommendations and a catalog of standard batteries - "Batteries for Toyota"
Power
A little more about the characteristics - "Rated performance characteristics of Toyota engines"
Refueling tanks
Manufacturer's Guide - "Filling volumes and liquids"
Timing drive in historical context |
The most archaic OHV engines for the most part remained in the 1970s, but some of their representatives were modified and remained in service until the mid-2000s (K series). The lower camshaft was driven by a short chain or gears and moved the rods through hydraulic pushers. Today, OHV is used by Toyota only in the truck diesel segment.
From the second half of the 1960s, SOHC and DOHC engines of various series began to appear - initially with solid double-row chains, with hydraulic compensators or adjusting valve clearances with washers between the camshaft and the pusher (less often with screws).
The first series with a timing belt drive (A) was born only in the late 1970s, but by the mid-1980s such engines - what we call "classics" - became an absolute mainstream. First SOHC, then DOHC with the letter G in the index - "wide Twincam" with the drive of both camshafts from the belt, and then the massive DOHC with the letter F, where one of the shafts connected by a gear was driven by a belt. Clearances in DOHC were adjusted by washers above the pushrod, but some motors with Yamaha-designed heads retained the principle of placing the washers under the pushrod.
When the belt broke on most mass-produced engines, valves and pistons did not occur, with the exception of forced 4A-GE, 3S-GE, some V6s, D-4 engines and, of course, diesel engines. In the latter, due to the design features, the consequences are especially severe - valves bend, guide bushings break, and the camshaft often breaks. For gasoline engines, chance plays a certain role - in a “non-bending” engine, the piston and valve covered with a thick layer of soot sometimes collide, and in a “bending”, on the contrary, valves can successfully hang in a neutral position.
In the second half of the 1990s, fundamentally new engines of the third wave appeared, on which the timing chain drive returned and mono-VVT (variable intake phases) became standard. As a rule, chains drove both camshafts on in-line engines, on V-shaped ones, a gear drive or a short additional chain was between the camshafts of one head. Unlike the old double-row chains, the new long single-row roller chains were no longer durable. Valve clearances are now almost always set by the selection of adjusting pushers different heights, which made the procedure too laborious, time-consuming, costly, and therefore unpopular - for the most part, the owners simply stopped monitoring the gaps.
For engines with a chain drive, cases of breakage are traditionally not considered, however, in practice, when the chain slips or is incorrectly installed, in the vast majority of cases, valves and pistons meet each other.
A peculiar derivation among the engines of this generation was the forced 2ZZ-GE with variable valve lift (VVTL-i), but in this form the concept of distribution and development did not receive.
Already in the mid-2000s, the era of the next generation of engines began. In terms of timing, their main distinguishing features are Dual-VVT (variable phases at the inlet and outlet) and the revived hydraulic compensators in the valve drive. Another experiment was the second option for changing the valve lift - Valvematic on the ZR series.
The practical advantages of a chain drive compared to a belt drive are simple: strength and durability - the chain, relatively speaking, does not break and requires less frequent scheduled replacements. The second gain, layout, is important only for the manufacturer: the drive of four valves per cylinder through two shafts (also with a phase change mechanism), the drive of the high-pressure fuel pump, pump, oil pump - require a sufficiently large belt width. Whereas installing a thin single-row chain instead of it allows you to save a couple of centimeters from the longitudinal size of the engine, and at the same time reduce the transverse size and distance between the camshafts, due to the traditionally smaller diameter of sprockets compared to pulleys in belt drives. Another small plus is less radial load on the shafts due to less preload.
But we must not forget about the standard minuses of the chains.
- Due to the inevitable wear and the appearance of play in the hinges of the links, the chain is stretched during operation.
- To combat chain stretch, either a regular "pulling" procedure is required (as on some archaic motors), or the installation of an automatic tensioner (which is what most modern manufacturers do). The traditional hydraulic tensioner is powered by common system engine lubrication, which negatively affects its durability (therefore, on new generation chain engines, Toyota places it outside, simplifying replacement as much as possible). But sometimes the stretching of the chain exceeds the limit of the adjusting capabilities of the tensioner, and then the consequences for the engine are very sad. And some third-rate automakers manage to install hydraulic tensioners without ratchet, which allows even an unworn chain to “play” with every start.
- The metal chain in the process of work inevitably "saw through" the shoes of the tensioners and dampers, gradually wears out the sprockets of the shafts, and the wear products get into the engine oil. Even worse, many owners do not change sprockets and tensioners when replacing a chain, although they must understand how quickly an old sprocket can ruin a new chain.
- Even a serviceable timing chain drive always works noticeably noisier than a belt drive. Among other things, the speed of the chain is uneven (especially with a small number of sprocket teeth), and when the link enters the engagement, a blow always occurs.
- The cost of the chain is always higher than the timing belt kit (and some manufacturers are simply inadequate).
- Replacing the chain is more laborious (the old "Mercedes" method does not work on Toyotas). And in the process, a fair amount of accuracy is required, since the valves in Toyota chain engines meet pistons.
- Some Daihatsu-derived engines use toothed chains instead of roller chains. By definition, they are quieter in operation, more accurate and more durable, but for inexplicable reasons they can sometimes slip on sprockets.
As a result - have the maintenance costs decreased with the transition to timing chains? A chain drive requires this or that intervention at least as often as a belt drive - hydraulic tensioners are rented out, on average, the chain itself stretches over 150 t.km ... and the costs "per circle" turn out to be higher, especially if you do not cut out the details and replace everything at the same time necessary components drive.
The chain can be good - if it is two-row, in an engine of 6-8 cylinders, and there is a three-beam star on the cover. But on classic Toyota engines, the timing belt was so good that the transition to thin long chains was a clear step back.
"Goodbye Carburetor" |
In the post-Soviet space carburetor system supply of locally produced cars in terms of maintainability and budget will never have competitors. All deep electronics - EPHH, all vacuum - automatic UOZ and crankcase ventilation, all kinematics - throttle, manual suction and drive of the second chamber (Solex). Everything is relatively simple and understandable. A penny cost allows you to literally carry a second set of power and ignition systems in the trunk, although spare parts and "dokhtura" could always be found somewhere nearby.
Toyota carburetor is a completely different matter. Just look at some 13T-U of the turn of the 70-80s - a real monster with a lot of tentacles of vacuum hoses ... Well, the later "electronic" carburetors generally represented the height of complexity - a catalyst, an oxygen sensor, an air bypass to the exhaust, an exhaust gas bypass (EGR), an electric suction control, two or three stages of idle control by load (electric consumers and power steering), 5-6 pneumatic actuators and two-stage dampers, ventilation of the tank and float chamber, 3-4 electro-pneumatic valves, thermo-pneumatic valves, EPHH, vacuum corrector, air heating system, a full set of sensors (coolant temperature, intake air, speed, detonation, DZ limit switch), catalyst, electronic control unit ... It's amazing why such difficulties were needed at all in the presence of modifications with normal injection, but one way or another, similar systems tied to vacuum, electronics and drive kinematics, worked in a very delicate balance. The balance was broken in an elementary way - not a single carburetor is immune from old age and dirt. Sometimes everything was even more stupid and simpler - an excessively impulsive "master" disconnected all the hoses in a row, but, of course, he did not remember where they were connected. Somehow it is possible to revive this miracle, but it is extremely difficult to establish the correct operation (to simultaneously maintain a normal cold start, normal warm-up, normal idle, normal load correction, normal fuel consumption). As you might guess, a few carburetors with knowledge of Japanese specifics lived only within Primorye, but after two decades, even local residents are unlikely to remember them.
As a result, the Toyota distributed injection initially turned out to be simpler than the later Japanese carburetors - there were not much more electricians and electronics in it, but the vacuum degenerated greatly and there was no mechanical drives with complex kinematics - which gave us such valuable reliability and maintainability.
The most unreasonable argument in favor of the D-4 is as follows - "direct injection will soon replace traditional engines." Even if this were true, it would in no way indicate that there is no alternative to LV engines already Now. For a long time, D-4 was understood, as a rule, in general, one specific engine - 3S-FSE, which was installed on relatively affordable mass-produced cars. But they were completed only three Toyota models from 1996-2001 (for the domestic market), and in each case the direct alternative was at least the version with the classic 3S-FE. And then the choice between D-4 and normal injection was usually preserved. And since the second half of the 2000s, Toyota generally abandoned the use of direct injection on engines in the mass segment (see. "Toyota D4 - prospects?" ) and began to return to this idea only ten years later.
"The engine is excellent, we just have bad gasoline (nature, people ...)" - this is again from the field of scholasticism. Let this engine be good for the Japanese, but what is the use of this in the Russian Federation? - a country of not the best gasoline, a harsh climate and imperfect people. And where instead of the mythical advantages of the D-4, only its shortcomings come out.
It is extremely dishonest to appeal to foreign experience - "but in Japan, but in Europe" ... The Japanese are deeply concerned about the far-fetched problem of CO2, the Europeans combine blinkers on reducing emissions and efficiency (it's not for nothing that more than half of the market there is occupied by diesel engines). For the most part, the population of the Russian Federation cannot compare with them in terms of income, and the quality of local fuel is inferior even to states where direct injection was not considered until a certain time - mainly because of unsuitable fuel (besides, the manufacturer of a frankly bad engine can be punished there with a dollar).
Stories that "the D-4 engine consumes three liters less" are just plain misinformation. Even according to the passport, the maximum economy of the new 3S-FSE compared to the new 3S-FE on one model was 1.7 l / 100 km - and this is in a Japanese test cycle with very quiet modes (therefore real savings has always been smaller). With dynamic city driving, the D-4, operating in power mode, does not in principle reduce consumption. The same happens when fast driving on the highway - the area of \u200b\u200btangible efficiency D-4 in terms of speed and speed is small. And in general, it is incorrect to talk about the "regulated" consumption for a car that is by no means new - it depends to a much greater extent on the technical condition of a particular car and driving style. Practice has shown that some of the 3S-FSE, on the contrary, consume significantly more than 3S-FE.
One could often hear "yes, you will change the cheap pump quickly and there are no problems." Don’t say anything, but the obligation to regularly replace the main assembly of the engine’s fuel system with relatively fresh Japanese car(especially Toyotas) is just nonsense. And even with a regularity of 30-50 t.km, even "penny" $ 300 became not the most pleasant waste (and this price concerned only 3S-FSE). And little was said about the fact that the nozzles, which also often required replacement, cost money comparable to high-pressure fuel pumps. Of course, the standard and, moreover, already fatal problems of the 3S-FSE in terms of the mechanical part were carefully hushed up.
Perhaps not everyone thought about the fact that if the engine has already "caught the second level in oil pan", then most likely all the rubbing parts of the engine suffered from working on a benzo-oil emulsion (you should not compare the grams of gasoline that sometimes get into the oil during a cold start and evaporate when the engine warms up, with liters of fuel constantly flowing into the crankcase).
No one warned that on this engine you should not try to "clean the throttle" - that's all correct adjusting the elements of the engine control system required the use of scanners. Not everyone knew about how the EGR system poisons the engine and coke the intake elements, requiring regular disassembly and cleaning (conditionally - every 30 t.km). Not everyone knew that trying to replace the timing belt with the "similarity method with 3S-FE" leads to a meeting of pistons and valves. Not everyone could imagine whether there is at least one car service in their city, successfully problem solver D-4.
Why is Toyota valued in the Russian Federation in general (if there are Japanese brands cheaper-faster-sportier-more comfortable-..)? For "unpretentiousness", in the broadest sense of the word. Unpretentiousness in work, unpretentiousness to fuel, to consumables, to the choice of spare parts, to repairs ... You can, of course, buy high-tech squeezes for the price of a normal car. You can carefully choose gasoline and pour a variety of chemicals inside. You can recalculate every cent saved on gasoline - whether the costs of the upcoming repairs will be covered or not (excluding nerve cells). It is possible to train local servicemen in the basics of repairing direct injection systems. You can remember the classic "something has not broken for a long time, when will it finally fall down" ... There is only one question - "Why?"
In the end, the choice of buyers is their own business. And the more people contact HB and other dubious technologies, the more customers the services will have. But elementary decency still requires to say - buying a car with a D-4 engine in the presence of other alternatives is contrary to common sense.
Retrospective experience allows us to state - the necessary and sufficient level of emission reduction harmful substances already provided by the classic engines of the Japanese market models in the 1990s or by the Euro II standard in the European market. All that was required for this was distributed injection, one oxygen sensor and a catalyst under the bottom. Such cars worked for many years in a standard configuration, despite the disgusting quality of gasoline at that time, their own considerable age and mileage (sometimes completely exhausted oxygen tanks required replacement), and it was easy to get rid of the catalyst on them - but usually there was no such need.
Problems started with the Euro III stage and correlating norms for other markets, and then they only expanded - a second oxygen sensor, moving the catalyst closer to the outlet, switching to "cat collectors", switching to broadband sensors mixture composition, electronic control throttle valve(more precisely, algorithms that deliberately worsen the response of the engine to the accelerator), increasing temperature conditions, fragments of catalysts in cylinders ...
Today, with the normal quality of gasoline and much more recent cars, the removal of catalysts with a flashing of an ECU of the Euro V> II type is massive. And if for older cars, in the end, it is possible to use an inexpensive universal catalyst instead of an obsolete one, then for the freshest and "intelligent" cars there is simply no alternative to breaking through the collector and software disabling emission control.
A few words on individual purely "environmental" excesses (gasoline engines):
- The exhaust gas recirculation (EGR) system is an absolute evil, as soon as possible it should be turned off (taking into account the specific design and the presence of feedback), stopping the poisoning and contamination of the engine with its own waste products.
- The evaporative emission system (EVAP) - works fine on Japanese and European cars, problems arise only on North American market models due to its extreme complexity and "sensitivity".
- Exhaust air supply (SAI) - an unnecessary but relatively harmless system for North American models.
In fact, the abstract recipe for the best engine is simple - gasoline, R6 or V8, aspirated, cast-iron block, maximum safety margin, maximum working volume, distributed injection, minimum boost ... but alas, in Japan this can only be found on cars of a clearly "anti-people" class.
In the lower segments available to the mass consumer, it is no longer possible to do without compromises, so the engines here may not be the best, but at least “good”. The next task is to evaluate the motors taking into account their real application - whether they provide an acceptable thrust-to-weight ratio and in what configurations they are installed (ideal for compact models the engine will be clearly insufficient in the middle class, a structurally more successful engine may not be aggregated with all-wheel drive, etc.). And, finally, the time factor - all our regrets about the excellent engines that were discontinued 15-20 years ago do not mean at all that today we need to buy ancient worn-out cars with these engines. So it only makes sense to talk about the best engine in its class and in its time period.
1990s Among classic engines, it is easier to find a few unsuccessful ones than to choose the best from a mass of good ones. However, the two absolute leaders are well known - 4A-FE STD type "90" in the small class and 3S-FE type "90 in the middle class. In a large class, 1JZ-GE and 1G-FE type "90 are equally worthy of approval.
2000s As for the engines of the third wave, there are only good words for the 1NZ-FE type "99 for the small class, while the rest of the series can only compete for the title of an outsider with varying degrees of success, even "good" engines are absent in the middle class. In the large class, we should pay tribute to 1MZ-FE, which turned out to be not bad at all against the background of young competitors.
2010s. In general, the picture has changed a little - at least the engines of the 4th wave still look better than their predecessors. In the junior class, there is still 1NZ-FE (unfortunately, in most cases it is the "modernized" type "03" for the worse). In the older segment of the middle class, 2AR-FE performs well. As for the large class, for a number of well-known economic and political reasons, it no longer exists for the average consumer.
However, it is better to see with examples how the new versions of the engines turned out to be worse than the old ones. About 1G-FE type "90 and type" 98 has already been said above, but what is the difference between the legendary 3S-FE type "90" and type "96"? All deteriorations are caused by the same "good intentions", such as reducing mechanical losses, reducing fuel consumption, reducing CO2 emissions. The third point refers to the completely insane (but beneficial for some) idea of a mythical fight against mythical global warming, and the positive effect of the first two turned out to be disproportionately less than the resource drop...
Deteriorations in the mechanical part refer to the cylinder-piston group. It would seem that the installation of new pistons with trimmed (T-shaped in projection) skirts to reduce friction losses could be welcomed? But in practice, it turned out that such pistons begin to knock when shifting to TDC at much shorter runs than in the classic type "90. And this knock does not mean noise in itself, but increased wear. It is worth mentioning the phenomenal stupidity of replacing fully floating piston pins with press-fit ones.
Replacing the distributor ignition with DIS-2 in theory is characterized only positively - there are no rotating mechanical elements, longer coil life, higher ignition stability ... But in practice? It is clear that it is impossible to manually adjust the basic ignition timing. The resource of new ignition coils, in comparison with classic remote ones, even fell. The resource of high-voltage wires has expectedly decreased (now each candle sparked twice as often) - instead of 8-10 years, they served 4-6. It's good that at least the candles remained simple two-pin, and not platinum.
The catalyst has moved from under the bottom directly to the exhaust manifold in order to warm up faster and get to work. The result is a general overheating of the engine compartment, a decrease in the efficiency of the cooling system. It is unnecessary to mention the notorious consequences of the possible ingress of crushed catalyst elements into the cylinders.
Fuel injection instead of pairwise or synchronous has become purely sequential on many types of type 96 (into each cylinder once per cycle) - more accurate dosage, reduced losses, "ecology" ... In fact, gasoline was now given much less time to evaporate before entering the cylinder, so starting characteristics automatically deteriorated at low temperatures.
More or less reliably, we can only talk about the "resource before the bulkhead", when the engine of the mass series required the first serious intervention in the mechanical part (not counting the replacement of the timing belt). For most classic engines, the bulkhead fell on the third hundred run (about 200-250 t.km). As a rule, the intervention consisted in replacing worn or stuck piston rings and replacement of valve stem seals - that is, it was just a bulkhead, and not a major overhaul (the geometry of the cylinders and hone on the walls were usually preserved).
Next generation engines often require attention already in the second hundred thousand kilometers of run, and in the best case, it costs to replace the piston group (in this case, it is advisable to change the parts to those modified in accordance with the latest service bulletins). With a noticeable waste of oil and the noise of piston shifting on runs over 200 t.km, you should prepare for big renovation- strong wear of the sleeves leaves no other options. Toyota does not provide for the overhaul of aluminum cylinder blocks, but in practice, of course, the blocks are re-sleeved and bored. Unfortunately, reputable companies that really do high quality and professionally overhaul modern "disposable" engines throughout the country can really be counted on the fingers. But peppy reports of successful re-engineering today come from mobile collective farm workshops and garage cooperatives - what can be said about the quality of work and the resource of such engines is probably understandable.
This question is posed incorrectly, as in the case of "absolutely the best engine." Yes, modern motors cannot be compared with classic ones in terms of reliability, durability and survivability (at least with the leaders of past years). They are much less maintainable mechanically, they become too advanced for unskilled service...
But the fact is that there is no alternative to them anymore. The emergence of new generations of motors must be taken for granted and each time re-learn how to work with them.
Of course, car owners should in every possible way avoid individual unsuccessful engines and especially unsuccessful series. Avoid engines of the earliest releases, when the traditional "running on the buyer" is still underway. If there are several modifications of a particular model, you should always choose a more reliable one - even if you sacrifice either finances or technical characteristics.
P.S. In conclusion, one cannot help but thank Toyot for the fact that it once created engines “for people”, with simple and reliable solutions, without the frills inherent in many other Japanese and Europeans. And let the owners of cars from “advanced and advanced” manufacturers disparagingly call them condos - so much the better!
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Timeline for the production of diesel engines |
The third Toyota Highlander is a typical child of its time, possessing a great variety of talents - it is chosen for: aggressive appearance, interior space, good cross-country ability, rich equipment and the famous “surname” (cars of this brand are famous for their unpretentiousness and reliability) ... In addition, he is a wonderful family man - this is perhaps the most accurate description of this big car.
In its third generation, the Highlander made its debut in the spring of 2013 at the New York Auto Show - compared to its predecessor, it noticeably matured and put on airs, acquired new engines and transmissions, and also received much richer functionality.
In March 2016, all in the same Big Apple, the premiere of a restyled version of this mid-size crossover took place - its main acquisitions were: a redesigned appearance, an upgraded V6, new box transmissions on eight bands and an extended list of equipment.
Outwardly, the third generation Highlander is a real alpha male: he looks brutal and complete, but at the same time not too catchy and moderately modern. The full-face car is as aggressive as possible - the credit for this is given to the "squinted" headlights and the huge "grill" of the radiator grille, reaching the lower edge of the bumper. But from other angles, it looks no worse: a powerful silhouette with a pronounced relief of the sidewalls and rounded-square wheel arches and a harmonious “sirloin” part with high-lying expressive lights, cut-off glass and a neat bumper.
The “third” Toyota Highlander is a very large crossover: the “Japanese” is 4890 mm long, and its height and width are 1770 mm and 1925 mm, respectively. The wheelbase of the SUV reaches 2790 mm, and the ground clearance is 200 mm. Depending on the modification of the five-door in the "combat" state, it weighs from 1880 to 2205 kg.
The interior of the crossover "plays" in unison with the exterior - it looks like a man: non-trivial, sweeping and a little rude. In addition, inside the car captivates with a neat fit of all elements, impeccable ergonomics without any punctures and high-quality finishing materials (nice plastics, metal-like and wood-like inserts, genuine leather). The front panel has a complex but interesting architecture, and in the central part it houses an 8-inch “TV” of the multimedia system and a visual “microclimate” unit with its own display and large switches. Harmoniously fit into the overall picture and a very large multifunctional steering wheel, and a nice, not overloaded with information instrument cluster with a 4.2-inch scoreboard between analog dials.
The front seats of the Toyota Highlander offer an American-style imposing, but quite a comfortable fit, a bunch of various electric adjustments, heating and ventilation. Passengers in the middle row have the ability to adjust the sofa in the longitudinal direction and in terms of the level of the backrest, but its flat profile breaks the idyll. It’s frankly crowded in the “gallery”: maximum children of middle school age can comfortably accommodate here.
The third incarnation of the Highlander's cargo compartment varies from 269 to 2370 liters, and when both rear rows of seats are folded down, an almost flat floor is formed. In addition to this, it also provides an underground niche where the necessary tools are laid. "Dokatka", which is included in the initial configuration of the SUV, is fixed under the bottom.
Specifications. In the Russian market for the "third" Toyota Highlander, only one power unit is possible - engine compartment The car is “filled” with a 3.5-liter (3456 cubic centimeter) petrol V-shaped “atmospheric” with direct injection, an intake tract of variable length, a 32-valve timing and a gas distribution mechanism at the inlet and outlet.
It produces a maximum of 249 "horses" at 5000-6600 rpm and 356 Nm of torque at 4700 rpm, and works in conjunction with an 8-speed "automatic" Direct Shift and intelligent all-wheel drive technology.
In normal mode, most of the traction goes to the front wheels, however, if necessary, the JTEKT multi-plate clutch, electronically controlled, connects the rear axle, directing up to 50% of the moment to it.
On hard surfaces, the car feels more than confident: it rushes from standstill to the first “hundred” after 8.8 seconds, accelerates to 180 km / h and “drinks” about 9.5 liters of fuel in combined conditions.
In other markets, the Highlander 3 is also available in a front-wheel drive version equipped with a 2.7-liter four-cylinder gasoline engine (188 horsepower and 252 Nm of torque generated) and in a hybrid version with a 3.5-liter V6, three electric motors and lithium-ion batteries (280 stallions and 337 Nm).
At the heart of the third generation Toyota Highlander is a “stretched bogie” from the Camry sedan with a longitudinally located power unit, a load-bearing body in which high-strength steels are widely used, and an independent front suspension with McPherson struts. On the rear axle of the car, a multi-link system is installed ( transverse stabilizers involved "in a circle"), borrowed from the Lexus RX.
The brakes of the crossover are ventilated discs both front and rear, working with ABS, EBD and other modern electronics, and its steering system is represented by rack and pinion and electric amplifier management.
Options and prices. In 2017, the third-generation restyled Highlander was offered on the Russian market in three versions: Elegance, Prestige and Safety Suite.
- For the first, they ask for a minimum of 3,226,000 rubles, and its functionality combines: six airbags, 19-inch wheel rims, light and rain sensors, an electric tailgate, a keyless entry system, ABS, EBD, BAS, cruise control, VSC, rear parking sensors, an ERA-GLONASS system, “music” with six speakers, a multimedia complex with a 6.1-inch screen, a rearview camera, leather trim and three zone climate. In addition, the starting version includes: heated front and rear seats, electric steering wheel heating and windshield in the rest part of the windshield wipers, ISOFIX fasteners and some other equipment.
- For intermediate equipment, you will have to pay at least 3,374,000 rubles, and in addition it “flaunts”: a more advanced infotainment center with an 8-inch display, blind spot tracking technology, a navigator, electric drive and ventilation of the front seats, side sun blinds for second-row riders, etc.
- The "top" modification costs from 3,524,000 rubles, and its privileges are: adaptive cruise control, four panoramic cameras, JBL premium audio system with 12 speakers, front parking sensors, as well as monitoring systems for road markings, traffic sign recognition, driver fatigue monitoring and forward collision warning.