In terms of reliability, popularity and prevalence, A-series motors are not inferior to Toyota S-series power drives. The 4A FE engine was created for cars of classes C and D, that is, numerous modifications and restyled versions of Carina, Corona, Caldina, Corolla and Sprinter. Initially, the internal combustion engine does not have complex components, it can be repaired and serviced by the owner in the garage without visiting the service station.
In the basic version, the manufacturer has 115 liters. s., but for some markets an artificial underestimation of power to 100 liters is recommended. With. to reduce vehicle tax and insurance premiums.
Specifications 4A FE 1.6 l/110 l. With.
The markings in the engine of the manufacturer Toyota are completely informative, although a little encrypted. For example, the presence of 4 cylinders is indicated not by a number, but by the Latin F, the first letter A indicates the series of the motor. Thus, 4A-FE stands for:
- 4 - in its series, the motor was developed fourth in a row;
- A - one letter indicates that it began to leave the factory before 1990;
- F - four-valve engine layout, drive to one camshaft, transmission of rotation from it to the second camshaft, no forcing;
- E - multi-point injection.
In other words, a feature of these engines is the “narrow” cylinder head and the DOHC gas distribution scheme. Since 1990, power drives have been modernized to transfer them to low-octane gasoline. For this, the LeanBurn power system was used, which allows the fuel mixture to be leaner.
To get acquainted with the capabilities of the 4A FE motor, its technical characteristics are summarized in the table:
Manufacturer | Tranjin FAW Engines Plant #1, North Plant, Deeside Engine Plant, Shimoyama Plant, Kamigo Plant |
ICE brand | 4AFE |
Years of production | 1982 – 2002 |
Volume | 1587 cm3 (1.6 l) |
Power | 82 kW (110 HP) |
Torque | 145 Nm (at 4400 rpm) |
Weight | 154 kg |
Compression ratio | 9,5 – 10,0 |
Nutrition | injector |
motor type | in-line petrol |
Ignition | mechanical, distributor |
Number of cylinders | 4 |
Location of the first cylinder | TVE |
Number of valves per cylinder | 4 |
Cylinder head material | aluminum alloy |
Intake manifold | duralumin |
An exhaust manifold | steel welded |
camshaft | phases 224/224 |
Block material | cast iron |
Cylinder diameter | 81 mm |
Pistons | 3 repair sizes, original with counterbores for valves |
Crankshaft | cast iron |
piston stroke | 77 mm |
Fuel | AI-92/95 |
Environmental standards | Euro 4 |
Fuel consumption | highway - 7.9 l / 100 km combined cycle 9 l/100 km city - 10.5 l / 100 km |
Oil consumption | 0.6 - 1 l / 1000 km |
What kind of oil to pour into the engine by viscosity | 5W30, 15W40, 10W30, 20W50 |
Which oil is best for the engine by manufacturer | BP-5000 |
Oil for 4A-Fe by composition | Synthetic, semi-synthetic, mineral |
Engine oil volume | 3 - 3.3 liters depending on the vehicle |
Operating temperature | 95° |
ICE resource | claimed 300,000 km real 350,000 km |
Adjustment of valves | nuts, washers |
Cooling system | forced, antifreeze |
coolant volume | 5.4 l |
water pump | GMB GWT-78A 16110-15070, Aisin WPT-018 |
Candles for RD28T | BCPR5EY from NGK, Champion RC12YC, Bosch FR8DC |
spark plug gap | 0.85 mm |
timing belt | Belt Timing 13568-19046 |
The order of operation of the cylinders | 1-3-4-2 |
Air filter | Mann C311011 |
Oil filter | Vic-110, Mann W683 |
Flywheel | 6 bolt mounting |
Flywheel mounting bolts | M12x1.25 mm, length 26 mm |
Valve stem seals | Toyota 90913-02090 intake Toyota 90913-02088 exhaust |
Compression | from 13 bar, difference in neighboring cylinders max. 1 bar |
Turnover XX | 750 – 800 min-1 |
Tightening torque for threaded connections | candle - 25 Nm flywheel - 83 Nm clutch bolt - 30 Nm bearing cap - 57 Nm (main) and 39 Nm (rod) cylinder head - three stages 29 Nm, 49 Nm + 90° |
The Toyota manufacturer's manual recommends changing the oil after 15,000 km. In practice, this is done twice as often, or at least after passing 10,000 runs.
Design features
In its series, the 4A FE engine has average performance and has the following design features:
- in-line arrangement of 4 cylinders bored directly in the body of a cast-iron block without liners;
- two overhead camshafts according to the DOHC scheme for gas distribution control through 16 valves inside an aluminum cylinder head;
- belt drive of one camshaft, transmission of rotation from it to the second camshaft by a gear wheel;
- distributor distribution of ignition from one coil, with the exception of later versions of the LB, in which each pair of cylinders had its own coil according to the DIS-2 scheme;
- engine options for low-octane LB fuel have less power and torque - 105 hp. With. and 139 Nm., respectively.
The motor does not bend the valves, like the entire A series, so you won’t have to do a major overhaul if the timing belt suddenly breaks.
List of engine modifications
There were three versions of the 4A FE power drive with the following design features:
- Gen 1 - produced in the period 1987 - 1993, had a capacity of 100 - 102 hp. with., had electronic injection;
- Gen 2 - let in in 1993 - 1998, had a power of 100 - 110 hp. c, the injection scheme, SHPG, intake manifold have changed, the cylinder head has been modernized for new camshafts, valve cover fins have been added;
- Gen 3 - years of production 1997 - 2001, power increased to 115 hp. With. by changing the geometry of the intake and exhaust manifolds, the internal combustion engine was used only for domestic cars.
Replaced the management of the company with the 4A FE motor with a new family of 3ZZ FE power drives.
Advantages and disadvantages
The main advantage of the 4A FE design is the fact that the piston does not bend the valve when the timing belt breaks. The rest of the advantages are:
- availability of spare parts;
- low operating budget;
- high resource;
- the possibility of self-repair / maintenance, since attachments do not interfere with this;
The main disadvantage is the LeanBurn system - in the domestic market of Japan, such machines are considered very economical, especially in traffic jams. They are practically unsuitable for RF gasoline, since at medium speeds there is a power failure, which cannot be cured. Motors become sensitive to the quality of fuel and oil, the condition of high-voltage wires, tips and candles.
Due to the non-floating landing of the piston pin and increased wear of the camshaft beds, overhauls happen more often, but you can do it yourself. The manufacturer used high-life attachments, the power drive has three modifications, in which the volumes of the combustion chambers are preserved.
List of car models in which it was installed
Initially, the 4A FE engine was created exclusively for cars of the Japanese manufacturer Toyota:
- Carina - V generation in the back of the T170 sedan 1988 - 1990 and 1990 - 1992 (restyling), VI generation in the back of the T190 sedan 1992 - 1994 and 1994 - 1996 (restyling);
- Celica - V generation in the back of the T180 coupe 1989 - 1991 and 1991 - 1993 (restyling);
- Corolla (European market) - VI generation E90 hatchback and station wagon 1987 - 1992, VII generation E100 hatchback, sedan and station wagon 1991 - 1997, VIII generation E110 station wagon, hatchback and sedan 1997 - 2001;
- Corolla (Japanese domestic market) - 6th, 7th and 8th generation in the bodies of E90, E100 and E110 sedan / station wagon 1989 - 2001, respectively;
- Corolla (American market) - 6th and 7th generation in the bodies of the E90 and E100 station wagon, coupe and sedan 1988 - 1997, respectively;
- Corolla Ceres - I generation in the back of the E100 sedan 1992 - 1994 and 1994 - 1999 (restyling);
- Corolla FX - III generation in the back of an E10 hatchback;
- Corolla Levin - 6th and 7th generation in E100 and E100 coupe bodies 1991 - 2000;
- Corolla Spacio - I generation in the back of the E110 minivan 1997 - 1999 and 1999 - 2001 (restyling);
- Corona - IX and X generation in the bodies of T170 and T190 sedan 1987 - 1992 and 1992 - 1996, respectively;
- Sprinter Trueno - 6th and 7th generation in E100 and E110 coupe bodies 1991 - 1995 and 1995 - 2000, respectively;
- Sprinter Marino - I generation in the back of the E100 sedan 1992 - 1994 and 1994 - 1997 (restyling);
- Sprinter Carib - II and III generation in the bodies of the E90 and E110 station wagon 1988 - 1990 and 1995 - 2002, respectively;
- Sprinter - 6th, 7th and 8th generations in the bodies of AE91, U100 and E110 sedan 1989 - 1991, 1991 - 1995 and 1995 - 2000, respectively;
- Premio - I generation in the back of the T210 sedan 1996 - 1997 and 1997 - 2001 (restyling).
This engine was used in Toyota AE86, Caldina, Avensis and MR2, engine characteristics allowed them to be equipped with Geo Prizm, Chevrolet Nova and Elfin Type 3 Clubman cars.
Service schedule 4A FE 1.6 l / 110 l. With.
The 4A FE in-line gasoline engine must be serviced at the following times:
- the engine oil resource is 10,000 km, then the lubricant and filter must be replaced;
- the fuel filter must be replaced after 40,000 runs, the air filter twice as often;
- battery life is set by the manufacturer, on average it is 50 - 70 thousand km;
- candles should be changed after 30,000 km, and checked annually;
- crankcase ventilation and adjustment of thermal valve clearances are carried out at the turn of 30,000 car mileage;
- antifreeze is replaced after 50,000 km, hoses and a radiator must be inspected constantly;
- the exhaust manifold can burn out after 100,000 km of run.
Initially, a simple ICE device allows you to carry out maintenance and repairs on your own in the garage.
Overview of faults and how to fix them
Due to the design features, the 4A FE motor is subject to the following "diseases":
Knocking inside the engine | 1) with high mileage, piston pin wear 2) with a slight violation of the thermal clearances of the valves | 1) replacement fingers 2) gap adjustment |
Increasing oil consumption | production of valve stem seals or rings | diagnostics and replacement of consumables |
Engine starts and stops | fuel system malfunction | cleaning injectors, distributor, fuel pump, replacing the fuel filter |
floating speed | clogging of crankcase ventilation, throttle valve, injectors, IAC wear | cleaning and replacing spark plugs, injectors, idle speed regulator |
Increased vibration | blockage of nozzles or candles | replacing injectors, spark plugs |
Gaps with idle speed and engine start occur after the sensors have run out of service life or have been damaged. Due to a burned-out lambda probe, fuel consumption may increase and soot can form on candles. On some Toyota cars, engines with the Lean Burn system were installed. Owners can fill in gasoline with a low octane number, but the overhaul period is reduced by 30 - 50%.
Motor tuning options
Within Toyota's powertrain series, the 4A FE engine is considered unsuitable for retrofit. Usually tuning is done for versions 4A GE, which, by the way, has a turbocharged up to 240 hp. With. analog. Even when installing a turbo kit on a 4A FE, you get a maximum of 140 hp. with., which is incommensurable with the initial investment.
However, atmospheric tuning is possible in the following way:
- reduction in the compression ratio due to the replacement of the crankshaft and BHPG;
- cylinder head grinding, increase in the diameter of valves and seats;
- use of high-performance nozzles and pump;
- replacing camshafts with products with a longer valve opening phase.
In this case, tuning will provide the same 140 - 160 hp. with., but without reducing the operational life of the engine.
Thus, the 4A FE motor does not bend the valves, has a high resource of 250,000 km and a base power of 110 hp. with., which is artificially lowered on the conveyor for some car models.
If you have any questions - leave them in the comments below the article. We or our visitors will be happy to answer them.
Brief characteristics of 4 A Ge engines
Page dedicated to modification 4A - GE
In this article, I talk about the various improvements that will be needed to
in order to increase the power of the 4A - GE engine (from Toyota with a volume of 1600
cubes) from low 115 hp. up to 240 hp gradually with an increase of 10l.s. on
every stage, and maybe with a big increase!
To begin with, there are four types of 4A engines - GE -
Large bore (large valve bore) with TVIS
Small channel without TVIS
20 valve version
Version with mech. supercharger (supercharger)
To say that writing a page like this is difficult, it's nothing to say!
The number of deviations in power for all 4A-SAME in the world, this is the number
115 HP - 134 hp
This is the difference in horsepower between standard 4A-SAME in the world. The Air Flow Meter
(incoming air counter, hereinafter AFM) on the TVIS version issues
115 HP common to the US and other countries. air pressure sensor
intake manifold (The manifold Air Pressure Sensor = MAP) with TVIS version,
which is even more common, will produce 127 hp. These are most often
found in Japan, Australia and New Zealand. Both types of these kits
put on AE-82. AE-86 and other Corollas, and have a large intake
windows. 4A-ZHE Corolla AE-92 does not have TVIS, and therefore small intake
150 HP - 160 HP
Timing of the standard camshaft continues 240 degrees, from a standstill
into place, and this is typical of the modern two-shaft motor path. Pair
camshafts at 256 degrees and the aforementioned tweaks will give you from 140 hp.
150 HP this paragraph will give you approximately 150 hp. If everyone
correct, but if you need more, then of course you will need camshafts with
mark 264 degrees. This is the maximum size of the camshafts that you
can be used with the factory computer, as for proper operation
you will have to ignore the vacuum values in the VP. collector. Version with sensor
AFM might be a little richer, but I don't have any information on that.
You can't get 160 hp. with a standard computer, and you also
will have to spend a few dollars on additional systems. I would
advised to take a programmable system than chips or any other
additives to a standard computer. because if you want more
horses later, then you will not be limited in your capabilities, unlike
150 HP -160 hp this is such a mark in which some
head work. Fortunately, there is not much to finish and if
You head is off, then you can effectively spend a little more time and
make dorobotki that will allow you to pull out of your engine up to 180-190
There are 4 areas on 4A - GE heads that need attention
The area above the valve seats, the combustion chamber, and the ports themselves
valves and valve seats themselves.
The area above the saddles is a bit too parallel and needs a little
narrowing to create a little Venturi effect.
The combustion chamber has numerous sharp edges that are necessary
smooth to prevent early ignition of the fuel, etc.
Inlet and outlet ports (holes) are quite normal in standard, but
they are not much big in the head with large walk-through windows and a little
160 HP - 170 hp
Now let's start shooting some serious power. You can forget about giving some
or emission regulations that may apply in your country J .
You will need camshafts at least 288 degrees, and you can already
start thinking about changing the bottom dead center (BDC in the future).
It also starts approaching the limit of the intake manifold, and this is already
the mark from which things become expensive.
All head work described in the preceding paragraph will include
to the sum of power for this paragraph, so as to improve 150
hp -160 hp you will need to increase the compression in the engine (cylinders
engine). There are two options _ grinding the head of the block or buying
new pistons. Standard pistons are quite normal for 160 hp. without
doubt, but after that I recommend using good non-standard
kits such as Wisco. You will need 10.5:1 compression. a c
using gasoline with an octane rating of 96, it is possible to raise the compression
up to 11:1 without worrying too much about detonation!
Standard pins (piston pin) can be used up to 170 hp. But
then you should change them to the best you can get, for example
ARP or small block Chevy. (I mean, if you are going to change
them it will also be useful work.
You must also be prepared to rev the engine up to 8000 rpm. And maybe
8500 rpm
The intake manifold is a bit of a problem, but if you're smart enough, then
you can make a double (split collector) for a throttle for each in style
Weber, which will be much cheaper (for example, all work with materials
will cost 150 Australian dollars, but if you do the same work with
buying branded spare parts it will easily result in 1200 av. dollars!) And I
did this. kuvil cast plate about 8 mm thick. And
thick-walled pipe with a diameter of 52 mm. Then I cut out the flange for the base.
Weber and under the cylinders on the head. Then I cut four pipes of equal length
and partially crushed them so that they looked like inlet windows. And further
spent two days on grinding and sharpening so that all the details fit, and already
then welded it all up. Spent two hours smoothing seams from welding.
Then I ran a special machine to check the throughput
right angle between head and throttles.
190 HP - 200 hp
We ran into the maximum allowable size of the camshafts - 304 degrees. And you
you need 11:1 compression; 200 HP an approximate aisle for a head with small
After 200 hp 4A-Zhe is becoming an increasingly serious engine, and therefore
requires more and more attention to detail. From this point we start
spend more and more money for less results. But if you still
want extra horses you have to spend dollars:
The reason I jumped from 200hp up to 220 hp this is what i know
there are not many people who have done something like this from 4A-SAME, so
I don't have much information about them. I find that after the 180 mark
hp these are real racers who do their best to achieve
more than 200hp although it is a small jump. The reason why I
missed values 170 hp-180 hp -190 hp - 200 hp it is one and the same
differences between these marks. You do little here and there with compression
etc. It really doesn't take much work to jump from 170
hp up to 200 hp
So we need shafts with a marking of 310 degrees. and a rise of 0.360 / 9.1 mm.
You should also start thinking about where to get cup liners,
which have shims of at least 13 mm. it will be
preferable than 25 mm. washers that sit on the glass itself.
Because camshafts greater than 300 degrees. and valve lift 8 mm (approx.)
the edges of the washers that are installed above the glass will rarely touch
with a camshaft protrusion, while the cam will be thrown to the side, which
will instantly lead to the destruction of the glass and, more truthfully, a piece of the
heads in milliseconds! Sets of cup washers (gaskets)
can be bought both from the turbojet engine and in other sports stores, but this
will cost a lot of money!
Large seat valves are also expensive, but again I know the way to lower
price. I found out that the valves from 7M-ZhTE (Toyota Supra) look like a set of large
It is preferable to use a small crankshaft up to 220 hp. than
large, because larger bushings create more friction at the same time
large diameter (42 mm. vs. 40 mm.) has better radial speed on
I would be happy to use standard cranks (with the above bolts
from) up to 220 hp but after that it would be better to install something like Carillo's,
Cunningham, or Crower connecting rods. They must be made in such a way that
weight was 10% less than standard to reduce reciprocating
Pistons from also passed their limit, and so it is better to take it high -
high-quality (and of course expensive) pistons for example. Mahle
Using a standard oil pump, we run the risk of overflowing grease in five
areas, and the solution to this problem may be, or the purchase of an expensive
unit from the turbojet engine, or simply adjust the 1GG pump. They cost enough
If I had a bag of money and a lot of free time, then I could
get 260 hp from 4A-SAME. More is better. I would make the piston stroke shorter and
bored sleeves to put the piston as much as possible, trying
store a volume of about 1600 cubes. Further I would install titanium connecting rods
upgraded or purchased pneumatic valve springs so that
spin the engine up to 15,000 rpm, or more if possible.
Or, I would just take a regular 4A-ZHE, reduce the compression to 7.5: 1 and put
turbine:.
Getting even more horses for less cost.
Okay, now seriously, the best way to get a wheezy turbo engine.
(4A-ZTE) will, just buy 4A-ZHE, sell the supercharger and manifold,
then, with the money received, a bearing turbine and RWD collectors from AE-86.
Buy bent pipes in some exhaust systems store, make
exhaust manifold for the turbine, and you can even try to leave
standard computer from 4A-ZhZE or, saving a lot of time and avoiding
problems, buy a programmable advanced computer.
Using my computer dyno program, I calculated that with enough
a low pressure of 16 psi will give you about 300 hp. You will also need
intercooler, they are quite common these days. I also put
camshafts are larger than standard - 260 degrees.
300 HP - 400 hp (maybe more?)
To get more than 300 hp needs a little more work
something similar to dorobotki 4A-ZHE for 220 hp (see above). The same
forged crankshaft, non-serial connecting rods, low compression pistons (somewhere
7:1), large valves and washers for valve cups. Plus a turbine
collector. (I doubt factory manifolds will be good enough
so the above will have to be done by hand. It's not so much
difficult, how long will it take some time)
And again on the dyno test. So with a pressure of 20 psi, the engine produces 400 hp.
If you can make an engine capable of withstanding 30
psi you can jump over the 500 hp mark.
Doing more than this is possible, in my opinion, because turbocharged
Formula 1 engine. late 80s, with a volume of 1500 cubes
more than 1000 hp I don't think it's possible with the above
alterations based on 4A-SAME, but. J
4A-ZHE 20 valve engines
I have never worked with 20 valves, but by and large the engine
there is an engine. The only difference is that this engine has three
intake valves, so some of the usual rules don't work. Toyota
advertises them as 162 hp. (165 hp) for the first version and 167 hp. for the second
(latest) version. FWIW, the first version has a silver valve cover and
AFM sensor, and on the second black and MAP sensor.
Toyota may be lying when they say a 20-valve valve puts out that much.
horses - judging by the measurements that I have ever heard
they give out 145hp. - 150 hp So I think the best way to raise
power of the standard 4A-ZHE (16 valve version) with 115 hp -134 hp before
150 HP - it's just to stick an engine with a 20 valve version. Exception
there will only be rear wheel drive cars like the AE-86. just needs to be done
hole in the fireproof partition (between the engine compartment and the passenger compartment) for
distributor (breaker-distributor) or.
As far as I can see, there is not much to do, except for grinding the intake
windows and polygonal work with valve seats (seats)
great return, and again, all this up to 200 hp. will continue to change
insides into stronger and lighter knots. It turns out the same
a combination to increase power, but mainly with an increase in speed
145 HP -165 HP
The earliest 4A-ZhZE is equipped with 145 hp. and there are 3 options (on my
look) get more horses in the herd - just install more
later version, which already has 165 hp. or put a big gear
crankshaft (this will allow you to rotate the supercharger faster, at lower speeds,
and therefore get more air) anything from HKS or
Cusco. And the third option is the same as what you would do with the usual
165 HP - 185 HP
Again, the easiest way to go from 165 hp. up to 185 hp - it's simple
put in bigger camshafts and maybe a little grinding work
(stripping) constrictions in the intake and exhaust manifolds. At the end of this
power scale, I think that the intake manifold is too narrow, because.
the supercharger blows into one barrel, which then divides it into four
channel, one channel for each cylinder. The problem is that three of these
channels enter the head at an angle far from a straight line and therefore an acute angle
will create unwanted turbulence (FWIW, channel for the first
cylinder fits at a ridiculous angle.) If you spend a little time and
put enough effort into making a quality calector (or
it is possible to simply put a collector like from the rear-wheel drive AE-86),
which will easily give you an extra 20 hp.
Large camshafts at 264 degrees. will make a great contribution, but as with
The best 4A-JZE I have ever heard of was
something around 200 hp I believe that no issues on it were made
the above modifications. I think the best way to get
more output power is to install a supercharger from 1ЖЖЗЕ, which, when
pumps 17 percent more air at the same speed than the standard
this also means that it has to spin slower to get
the same amount (as on standard) air at one speed. This
means that the engine will suffer a loss of power (failure) rather than
it would be with a smaller supercharger. The failure I'm talking about is
power that is not enough when the tachometer needle goes beyond the red
line. Then the power increases sharply, in accordance with the rpm
Engine Toyota 4A-FE (4A-GE, 4A-GZE) 1.6 l.
Toyota 4A engine specifications
Production | Kamigo Plant Shimoyama Plant Deeside Engine Plant North Plant Tianjin FAW Toyota Engine's Plant No. 1 |
Engine brand | Toyota 4A |
Release years | 1982-2002 |
Block material | cast iron |
Supply system | carburetor/injector |
Type | in-line |
Number of cylinders | 4 |
Valves per cylinder | 4/2/5 |
Piston stroke, mm | 77 |
Cylinder diameter, mm | 81 |
Compression ratio | 8
8.9 9 9.3 9.4 9.5 10.3 10.5 11 (see description) |
Engine volume, cc | 1587 |
Engine power, hp / rpm | 78/5600
84/5600 90/4800 95/6000 100/5600 105/6000 110/6000 112/6600 115/5800 125/7200 128/7200 145/6400 160/7400 165/7600 170/6400 (see description) |
Torque, Nm/rpm | 117/2800
130/3600 130/3600 135/3600 136/3600 142/3200 142/4800 131/4800 145/4800 149/4800 149/4800 190/4400 162/5200 162/5600 206/4400 (see description) |
Fuel | 92-95 |
Environmental regulations | - |
Engine weight, kg | 154 |
Fuel consumption, l/100 km (for Celica GT) - city - track - mixed. |
10.5 7.9 9.0 |
Oil consumption, g/1000 km | up to 1000 |
Engine oil | 5W-30 10W-30 15W-40 20W-50 |
How much oil is in the engine | 3.0-4A-FE 3.0 - 4A-GE (Corolla, Corolla Sprinter, Marin0, Ceres, Trueno, Levin) 3.2-4A-L/LC/F 3.3 - 4A-FE (Carina before 1994, Carina E) 3.7 - 4A-GE/GEL |
Oil change is carried out, km | 10000
(preferably 5000) |
Operating temperature of the engine, hail. | - |
Engine resource, thousand km - according to the plant - on practice |
300 300+ |
tuning - potential - no loss of resource |
300+ n.a. |
The engine was installed | Toyota MR2 Toyota Corolla Ceres Toyota Corolla Levin Toyota Corolla Spacio Toyota Sprinter Toyota Sprinter Toyota Sprinter Toyota Sprinter Trueno Elfin Type 3 Clubman Chevrolet Nova GeoPrizm |
Malfunctions and engine repairs 4A-FE (4A-GE, 4A-GZE)
In parallel with the well-known and popular engines of the S series, the low-volume A series was produced, and the 4A engine in various variations became one of the brightest and most popular engines of the series. Initially, it was a single-shaft carbureted low-power engine, which was nothing special.
As the 4A improved, first it received a 16 valve head, and later a 20 valve head, on evil camshafts, injection, a modified intake system, another piston, some versions were equipped with a mechanical supercharger. Consider the whole path of continuous improvements 4A.
Toyota 4A engine modifications
1. 4A-C - the first carburetor version of the engine, 8 valves, 90 hp. Intended for North America. Produced from 1983 to 1986.
2. 4A-L - analogue for the European car market, compression ratio 9.3, power 84 hp
3. 4A-LC - analogue for the Australian market, power 78 hp It was in production from 1987 to 1988.
4. 4A-E - injection version, compression ratio 9, power 78 hp Years of production: 1981-1988.
5. 4A-ELU - analogue of 4A-E with a catalyst, compression ratio 9.3, power 100 hp. Produced from 1983 to 1988.
6. 4A-F - carburetor version with 16 valve head, compression ratio 9.5, power 95 hp. A similar version was produced with a reduced working volume of up to 1.5 liters - . Years of production: 1987 - 1990.
7. 4A-FE - an analogue of 4A-F, instead of a carburetor, an injection fuel supply system is used, there are several generations of this engine:
7.1 4A-FE Gen 1 - the first version with electronic fuel injection, power 100-102 hp Produced from 1987 to 1993.
7.2 4A-FE Gen 2 - the second option, the camshafts, the injection system were changed, the valve cover received fins, another ShPG, another inlet. Power 100-110 hp The motor was produced from the 93rd to the 98th year.
7.3. 4A-FE Gen 3 - the latest generation of 4A-FE, an analogue of Gen2 with minor adjustments to the intake and intake manifold. Power increased to 115 hp It was produced for the Japanese market from 1997 to 2001, and since 2000, the 4A-FE has been replaced by a new one.
8. 4A-FHE - an improved version of 4A-FE, with different camshafts, different intake and injection, and more. Compression ratio 9.5, engine power 110 hp It was produced from 1990 to 1995 and was installed on the Toyota Carina and Toyota Sprinter Carib.
9. 4A-GE - the traditional Toyota version of increased power, developed with the participation of Yamaha and equipped with MPFI already distributed fuel injection. The GE series, like the FE, has gone through several restylings:
9.1 4A-GE Gen 1 "Big Port" - the first version, produced from 1983 to 1987. They have a modified cylinder head on higher shafts, a T-VIS intake manifold with adjustable geometry. The compression ratio is 9.4, the power is 124 hp, for countries with stringent environmental requirements, the power is 112 hp.
9.2 4A-GE Gen 2 - second version, compression ratio increased to 10, power increased to 125 hp The release began with the 87th, ended in 1989.
9.3 4A-GE Gen 3 "Red Top" / "Small port" - another modification, the intake channels were reduced (hence the name), the connecting rod and piston group was replaced, the compression ratio increased to 10.3, the power was 128 hp. Years of production: 1989-1992.
9.4 4A-GE Gen 4 20V "Silver Top" - the fourth generation, the main innovation here is the transition to a 20-valve cylinder head (3 for intake, 2 for exhaust) with top shafts, 4-throttle intake, a phase change system has appeared valve timing at the VVTi intake, the intake manifold has been changed, the compression ratio has been increased to 10.5, the power is 160 hp. at 7400 rpm. The engine was produced from 1991 to 1995.
9.5. 4A-GE Gen 5 20V "Black Top" - the latest version of the evil aspirated, increased throttle valves, lighter pistons, flywheel, improved inlet and outlet channels, even higher shafts were installed, the compression ratio reached 11, the power rose to 165 hp. at 7800 rpm. The motor was produced from 1995 to 1998, mainly for the Japanese market.
10. 4A-GZE - an analogue of 4A-GE 16V with a compressor, below are all generations of this engine:
10.1 4A-GZE Gen 1 - compressor 4A-GE with a pressure of 0.6 bar, supercharger SC12. Forged pistons with a compression ratio of 8 were used, an intake manifold with variable geometry. Power output 140 hp, produced from the 86th to the 90th year.
10.2 4A-GZE Gen 2 - the intake has been changed, the compression ratio has been increased to 8.9, the pressure has been increased, now it is 0.7 bar, the power has risen to 170 hp. Engines were produced from 1990 to 1995.
Malfunctions and their causes
1. High fuel consumption, in most cases, the lambda probe is the culprit and the problem is solved by replacing it. If soot appears on candles, black smoke from the exhaust pipe, vibrations at idle, check the absolute pressure sensor.
2. Vibrations and high fuel consumption, most likely it's time for you to wash the nozzles.
3. Problems with speed, freezing, increased speed. Check the idle valve and clean the throttle, watch the throttle position sensor and everything will return to normal.
4. The 4A engine does not start, the speed fluctuates, here the reason is in the engine temperature sensor, check.
5. Swim speed. We clean the throttle valve block, KXX, check the candles, nozzles, crankcase ventilation valve.
6. The engine stalls, see the fuel filter, fuel pump, distributor.
7. High oil consumption. In principle, a serious consumption is allowed by the plant (up to 1 liter per 1000 km), but if the situation is annoying, then replacing the rings and oil seals will save you.
8. Engine knock. Usually, piston pins knock, if the mileage is high and the valves have not been adjusted, then adjust the valve clearances, this procedure is carried out every 100,000 km.
In addition, crankshaft oil seals are leaking, ignition problems are not uncommon, etc. All of the above occurs not so much because of design miscalculations, but because of the huge mileage and general old age of the 4A engine, in order to avoid all these problems, you must initially, when buying, look for the most lively engine. The resource of a good 4A is at least 300,000 km.
It is not recommended to buy lean burn versions of Lean Burn, which have lower power, some capriciousness and increased cost of consumables.
It is worth noting that all of the above is also typical for motors created on the basis of 4A - and.
Tuning engine Toyota 4A-GE (4A-FE, 4A-GZE)
Chip tuning. Atmo
The engines of the 4A series were born for tuning, it was on the basis of the 4A-GE that the well-known 4A-GE TRD was created, which produces 240 hp in the atmospheric version. and spinning up to 12000 rpm! But for successful tuning, you need to take the 4A-GE as a basis, and not the FE version. Tuning 4A-FE is a dead idea from the very beginning and replacing the cylinder head with a 4A-GE will not help here. If your hands are itching to modify exactly 4A-FE, then your choice is boost, buy a turbo kit, put on a standard piston, blow up to 0.5 bar, get your ~ 140 hp. and drive until it falls apart. In order to drive happily ever after, you need to change the crankshaft, the entire ShPG to a low degree, bring the cylinder head, install large valves, injectors, a pump, in other words, only the cylinder block will remain native. And only then to put the turbine and everything related, is it rational?
That is why a good 4AGE is always taken as the basis, everything is simpler here: for the first generations of GE, good shafts with phase 264 are taken, pushers are standard, a direct-flow exhaust is installed and we get around 150 hp. Few?
We remove the T-VIS intake manifold, take shafts with a phase of 280+, with tuning springs and pushers, give the cylinder head for revision, for the Big Port, the refinement includes grinding the channels, fine-tuning the combustion chambers, for the Small Port it also pre-boring the intake and exhaust channels with the installation of larger valves, spider 4-2-1, set to Abit or January 7.2, this will give up to 170 hp.
Further, a forged piston for a compression ratio of 11, phase 304 shafts, a 4-throttle intake, a 4-2-1 equal-length spider and a straight-through exhaust on a 63mm pipe, the power will rise to 210 hp.
We put a dry sump, change the oil pump to another one from 1G, the maximum shafts are phase 320, the power will reach 240 hp. and will spin at 10,000 rpm.
How will we refine the compressor 4A-GZE ... We will carry out work with the cylinder head (grinding channels and combustion chambers), shafts 264 phase, exhaust 63mm, tuning and about 20 horses we will write ourselves a plus. To bring the power up to 200 forces will allow the compressor SC14 or more productive.
Turbine on 4A-GE/GZE
When turbocharging 4AGE, you immediately need to lower the compression ratio, by installing pistons from 4AGZE, we take camshafts with phase 264, a turbo kit of your choice and at 1 bar we get pressure up to 300 hp. To get even higher power, as in an evil atmosphere, you need to finish the cylinder head, set the forged crankshaft and piston to a degree of ~ 7.5, a more efficient kit and blow 1.5+ bar, getting your 400+ hp.
). But here the Japanese "cheated" 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 is to blame, or problems in the systems power supply and ignition (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 area 1700-1900 rpm.
4A-GE 20V (1991-2002)- the 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 seals and a smaller resource of the cylinder-piston group are characteristic, moreover, 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 capacity, they have a shorter 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 serious changes affected the mechanical part, where only the general layout was preserved - the design and filling of the block head completely changed, a belt tensioner appeared, the cylinder block and the entire cylinder-piston group were updated, the crankshaft 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 the too complicated power system, instead of trying to repair or adjust it, it is optimal to immediately install a simple carburetor for locally produced cars.
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, a large amount of carbon accumulates, which affects 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. The disadvantage is that, as on most gasoline engines with a volume of more than two liters, the Japanese used a gear-driven balancing mechanism here (non-switchable and difficult to adjust), which could not but affect the overall level of reliability.
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). They are considered ideal blanks for tuning of varying degrees of 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 count on the high thrust-to-weight ratio of fairly heavy models equipped with this engine.
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) |
Light 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 | 78.0×69.5 | 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) |
Details about the design and problems - see the big 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 a mixed injection D-4S and an electric drive for changing the phases at the inlet VVT-iE.
1UR-FE- with distributed injection, for cars and jeeps.
2UR-GSE- uprated version "with Yamaha heads", titanium inlet 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 on some versions, sludge deposits in combustion chambers, knocking of VVT actuators at start-up, pump leaks, oil leak from under the chain cover, traditional EVAP problems, forced idle errors, hot start problems due to pressure fuel, defective alternator pulley, freezing of the starter retractor relay. 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 (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, mixed injection D-4ST (intake ports and 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 showed a high tendency to overheat (with gasket burnout, cylinder head cracks and warping) and rapid wear of turbine seals. To a greater extent, this manifested itself in minibuses and heavy vehicles with more stressful working conditions, and the most canonical example of a bad diesel engine is the Estima with 3C-T, where the horizontally located engine 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 are traditional common rail turbocharged engines, 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) |
3rd wave design - "disposable" light alloy sleeved block with open cooling jacket, 4 valves per cylinder (DOHC with hydraulic lifters), timing chain drive, variable geometry turbine (VGT), on engines with a displacement of 2.2 l balancing mechanism is installed. 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 leaving through the cylinder head gasket, pump leaks, failures of the particulate filter regeneration system, destruction of the throttle actuator, oil leakage from the sump, defective injector booster (EDU) and the injectors themselves, destruction of the injection pump internals.
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). The most serious design defect - the destruction of the pistons () - is 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 a large list of only congenital "warranty" diseases is a violation of the tightness of the block head joint, 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 were now almost always set by the selection of adjusting tappets of different heights, which made the procedure too laborious, time-consuming, costly, and therefore unpopular - for the most part, the owners simply stopped monitoring the clearances.
For engines with a chain drive, cases of breakage are traditionally not considered, however, in practice, when the chain slips or is incorrectly installed, in the vast majority of cases, valves and pistons meet each other.
A peculiar derivation among the engines of this generation was the forced 2ZZ-GE with variable valve lift (VVTL-i), but in this form the concept of distribution and development did not receive.
Already in the mid-2000s, the era of the next generation of engines began. In terms of timing, their main distinguishing features are Dual-VVT (variable phases at the inlet and outlet) and the revived hydraulic compensators in the valve drive. Another experiment was the second option for changing the valve lift - Valvematic on the ZR series.
The practical advantages of a chain drive compared to a belt drive are simple: strength and durability - the chain, relatively speaking, does not break and requires less frequent scheduled replacements. The second gain, layout, is important only for the manufacturer: the drive of four valves per cylinder through two shafts (also with a phase change mechanism), the drive of the high-pressure fuel pump, pump, oil pump - require a sufficiently large belt width. Whereas installing a thin single-row chain instead of it allows you to save a couple of centimeters from the longitudinal size of the engine, and at the same time reduce the transverse size and distance between the camshafts, due to the traditionally smaller diameter of sprockets compared to pulleys in belt drives. Another small plus is less radial load on the shafts due to less preload.
But we must not forget about the standard minuses of the chains.
- Due to the inevitable wear and the appearance of play in the hinges of the links, the chain is stretched during operation.
- To combat chain stretch, either a regular "pulling" procedure is required (as on some archaic motors), or the installation of an automatic tensioner (which is what most modern manufacturers do). The traditional hydraulic tensioner works from the general engine lubrication system, which negatively affects its durability (therefore, on new generation chain engines, Toyota places it outside, simplifying replacement as much as possible). But sometimes the stretching of the chain exceeds the limit of the adjusting capabilities of the tensioner, and then the consequences for the engine are very sad. And some third-rate automakers manage to install hydraulic tensioners without ratchet, which allows even an unworn chain to “play” with every start.
- The metal chain in the process of work inevitably "saw through" the shoes of the tensioners and dampers, gradually wears out the sprockets of the shafts, and the wear products get into the engine oil. Even worse, many owners do not change sprockets and tensioners when replacing a chain, although they must understand how quickly an old sprocket can ruin a new chain.
- Even a serviceable timing chain drive always works noticeably noisier than a belt drive. Among other things, the speed of the chain is uneven (especially with a small number of sprocket teeth), and when the link enters the engagement, a blow always occurs.
- The cost of the chain is always higher than the timing belt kit (and some manufacturers are simply inadequate).
- Replacing the chain is more laborious (the old "Mercedes" method does not work on Toyotas). And in the process, a fair amount of accuracy is required, since the valves in Toyota chain engines meet pistons.
- Some Daihatsu-derived engines use toothed chains instead of roller chains. By definition, they are quieter in operation, more accurate and more durable, but for inexplicable reasons they can sometimes slip on sprockets.
As a result - have the maintenance costs decreased with the transition to timing chains? A chain drive requires this or that intervention at least as often as a belt drive - hydraulic tensioners are rented, on average, the chain itself stretches over 150 t.km ... and the costs "per circle" are higher, especially if you do not cut out the details and replace all the necessary components at the same time drive.
The chain can be good - if it is two-row, in an engine of 6-8 cylinders, and there is a three-beam star on the cover. But on classic Toyota engines, the timing belt was so good that the transition to thin long chains was a clear step back.
"Goodbye Carburetor" |
In the post-Soviet space, the carburetor power supply system for locally produced cars will never have competitors in terms of maintainability and budget. All deep electronics - EPHH, all vacuum - automatic UOZ and crankcase ventilation, all kinematics - throttle, manual suction and drive of the second chamber (Solex). Everything is relatively simple and understandable. A penny cost allows you to literally carry a second set of power and ignition systems in the trunk, although spare parts and "dokhtura" could always be found somewhere nearby.
Toyota carburetor is a completely different matter. Just look at some 13T-U of the turn of the 70-80s - a real monster with a lot of vacuum hose tentacles ... Well, the later "electronic" carburetors generally represented the height of complexity - a catalyst, an oxygen sensor, air bypass to exhaust, bypass exhaust gases (EGR), electric suction control, two or three stages of idle control on load (electrical consumers and power steering), 5-6 pneumatic actuators and two-stage dampers, ventilation of the tank and float chamber, 3-4 electro-pneumatic valves, thermo-pneumatic valves, EPHX, vacuum corrector , air heating system, a full set of sensors (coolant temperature, intake air, speed, detonation, DZ limit switch), catalyst, electronic control unit ... It's surprising why such difficulties were needed at all if there were modifications with normal injection, but either way otherwise, such systems, tied to vacuum, electronics and drive kinematics, worked in a very delicate balance. The balance was broken in an elementary way - not a single carburetor is immune from old age and dirt. Sometimes everything was even more stupid and simpler - an excessively impulsive "master" disconnected all the hoses in a row, but, of course, he did not remember where they were connected. Somehow it is possible to revive this miracle, but it is extremely difficult to establish the correct operation (to simultaneously maintain a normal cold start, normal warm-up, normal idle, normal load correction, normal fuel consumption). As you might guess, a few carburetors with knowledge of Japanese specifics lived only within Primorye, but after two decades, even local residents are unlikely to remember them.
As a result, Toyota distributed injection initially turned out to be simpler than late Japanese carburetors - there were not much more electrics and electronics in it, but the vacuum degenerated a lot and there were no mechanical drives with complex kinematics - which gave us such valuable reliability and maintainability.
The most unreasonable argument in favor of the D-4 is as follows - "direct injection will soon replace traditional engines." Even if this were true, it would in no way indicate that there is no alternative to LV engines already Now. For a long time, D-4 was understood, as a rule, in general, one specific engine - 3S-FSE, which was installed on relatively affordable mass-produced cars. But they were completed only three Toyota models from 1996-2001 (for the domestic market), and in each case the direct alternative was at least the version with the classic 3S-FE. And then the choice between D-4 and normal injection was usually preserved. And since the second half of the 2000s, Toyota generally abandoned the use of direct injection on engines in the mass segment (see. "Toyota D4 - prospects?" ) and began to return to this idea only ten years later.
"The engine is excellent, we just have bad gasoline (nature, people ...)" - this is again from the field of scholasticism. Let this engine be good for the Japanese, but what is the use of this in the Russian Federation? - a country of not the best gasoline, a harsh climate and imperfect people. And where instead of the mythical advantages of the D-4, only its shortcomings come out.
It is extremely dishonest to appeal to foreign experience - "but in Japan, but in Europe" ... The Japanese are deeply concerned about the far-fetched problem of CO2, the Europeans combine blinkers on reducing emissions and efficiency (it's not for nothing that more than half of the market there is occupied by diesel engines). For the most part, the population of the Russian Federation cannot compare with them in terms of income, and the quality of local fuel is inferior even to states where direct injection was not considered until a certain time - mainly because of unsuitable fuel (besides, the manufacturer of a frankly bad engine can be punished there with a dollar) .
Stories that "the D-4 engine consumes three liters less" are just plain misinformation. Even according to the passport, the maximum savings of the new 3S-FSE compared to the new 3S-FE on one model was 1.7 l / 100 km - and this is in the Japanese test cycle with very quiet conditions (so the real savings were always less). With dynamic city driving, the D-4, operating in power mode, does not in principle reduce consumption. The same thing happens when driving fast on the highway - the zone of tangible efficiency of the D-4 in terms of speed and speed is small. And in general, it is incorrect to talk about the "regulated" consumption for a car that is by no means new - it depends to a much greater extent on the technical condition of a particular car and driving style. Practice has shown that some of the 3S-FSE, on the contrary, consume significantly more than 3S-FE.
One could often hear "yes, you will change the cheap pump quickly and there are no problems." Whatever you say, but the obligation to regularly replace the main assembly of the engine fuel system with respect to a fresh Japanese car (especially a Toyota) is simply nonsense. And even with a regularity of 30-50 t.km, even "penny" $ 300 became not the most pleasant waste (and this price concerned only 3S-FSE). And little was said about the fact that the nozzles, which also often required replacement, cost money comparable to high-pressure fuel pumps. Of course, the standard and, moreover, already fatal problems of the 3S-FSE in terms of the mechanical part were carefully hushed up.
Perhaps not everyone thought about the fact that if the engine has already "caught the second level in the oil pan", then most likely all the rubbing parts of the engine suffered from working on a benzo-oil emulsion (you should not compare grams of gasoline that sometimes get into the oil when cold start-up and evaporating with the engine warming up, with liters of fuel constantly flowing into the crankcase).
No one warned that on this engine you should not try to "clean the throttle" - that's all correct adjusting the elements of the engine control system required the use of scanners. Not everyone knew about how the EGR system poisons the engine and coke the intake elements, requiring regular disassembly and cleaning (conditionally - every 30 t.km). Not everyone knew that trying to replace the timing belt with the "similarity method with 3S-FE" leads to a meeting of pistons and valves. Not everyone could imagine if there was at least one car service in their city that successfully solved the problems of D-4.
Why is Toyota valued in the Russian Federation in general (if there are Japanese brands cheaper-faster-sportier-more comfortable-..)? For "unpretentiousness", in the broadest sense of the word. Unpretentiousness in work, unpretentiousness to fuel, to consumables, to the choice of spare parts, to repairs ... You can, of course, buy high-tech squeezes for the price of a normal car. You can carefully choose gasoline and pour a variety of chemicals inside. You can recalculate every cent saved on gasoline - whether the costs of the upcoming repairs will be covered or not (excluding nerve cells). It is possible to train local servicemen in the basics of repairing direct injection systems. You can remember the classic "something has not broken for a long time, when will it finally fall down" ... There is only one question - "Why?"
In the end, the choice of buyers is their own business. And the more people contact HB and other dubious technologies, the more customers the services will have. But elementary decency still requires to say - buying a car with a D-4 engine in the presence of other alternatives is contrary to common sense.
Retrospective experience allows us to assert that the necessary and sufficient level of emission reduction was already provided by the classic engines of the Japanese market models in the 1990s or by the Euro II standard in the European market. All that was required for this was distributed injection, one oxygen sensor and a catalyst under the bottom. Such cars worked for many years in a standard configuration, despite the disgusting quality of gasoline at that time, their own considerable age and mileage (sometimes completely exhausted oxygen tanks required replacement), and it was easy to get rid of the catalyst on them - but usually there was no such need.
The problems began with the Euro III stage and correlating standards for other markets, and then they only expanded - the second oxygen sensor, moving the catalyst closer to the outlet, switching to "cat collectors", switching to wide-band mixture composition sensors, electronic throttle control (more precisely, algorithms, deliberately worsening the response of the engine to the accelerator), increased temperature conditions, fragments of catalysts in the cylinders ...
Today, with the normal quality of gasoline and much more recent cars, the removal of catalysts with a flashing of an ECU of the Euro V> II type is massive. And if for older cars, in the end, it is possible to use an inexpensive universal catalyst instead of an obsolete one, then for the freshest and "intelligent" cars there is simply no alternative to breaking through the collector and software disabling emission control.
A few words on individual purely "environmental" excesses (gasoline engines):
- The exhaust gas recirculation (EGR) system is an absolute evil, as soon as possible it should be turned off (taking into account the specific design and the presence of feedback), stopping the poisoning and contamination of the engine with its own waste products.
- The evaporative emission system (EVAP) - works fine on Japanese and European cars, problems arise only on North American market models due to its extreme complexity and "sensitivity".
- Exhaust air supply (SAI) - an unnecessary but relatively harmless system for North American models.
In fact, the abstract recipe for the best engine is simple - gasoline, R6 or V8, aspirated, cast-iron block, maximum safety margin, maximum working volume, distributed injection, minimum boost ... but alas, in Japan this can only be found on cars clearly "anti-people "class.
In the lower segments available to the mass consumer, it is no longer possible to do without compromises, so the engines here may not be the best, but at least “good”. The next task is to evaluate the motors taking into account their actual application - whether they provide an acceptable thrust-to-weight ratio and in what configurations they are installed (an ideal engine for compact models will be clearly insufficient in the middle class, a structurally more successful engine may not be aggregated with all-wheel drive, etc.) . And, finally, the time factor - all our regrets about the excellent engines that were discontinued 15-20 years ago do not mean at all that today we need to buy ancient worn-out cars with these engines. So it only makes sense to talk about the best engine in its class and in its time period.
1990s Among classic engines, it is easier to find a few unsuccessful ones than to choose the best from a mass of good ones. However, the two absolute leaders are well known - 4A-FE STD type "90" in the small class and 3S-FE type "90 in the middle class. In a large class, 1JZ-GE and 1G-FE type "90 are equally worthy of approval.
2000s As for the engines of the third wave, there are only good words for the 1NZ-FE type "99 for the small class, while the rest of the series can only compete for the title of an outsider with varying success, in the middle class there are even no "good" engines. to pay tribute to 1MZ-FE, which turned out to be not bad at all against the background of young competitors.
2010s. In general, the picture has changed a little - at least the engines of the 4th wave still look better than their predecessors. In the lower class, there is still 1NZ-FE (unfortunately, in most cases this is the "modernized" type "03" for the worse). In the older segment of the middle class, the 2AR-FE performs well. As for the large class, according to a number of economic and political reasons for the average consumer it no longer exists.
However, it is better to see with examples how the new versions of the engines turned out to be worse than the old ones. About 1G-FE type "90 and type" 98 has already been said above, but what is the difference between the legendary 3S-FE type "90" and type "96"? All deteriorations are caused by the same "good intentions", such as reducing mechanical losses, reducing fuel consumption, reducing CO2 emissions. The third point refers to the completely insane (but beneficial for some) idea of a mythical fight against mythical global warming, and the positive effect of the first two turned out to be disproportionately less than the resource drop...
Deteriorations in the mechanical part refer to the cylinder-piston group. It would seem that the installation of new pistons with trimmed (T-shaped in projection) skirts to reduce friction losses could be welcomed? But in practice, it turned out that such pistons begin to knock when shifting to TDC at much shorter runs than in the classic type "90. And this knock does not mean noise in itself, but increased wear. It is worth mentioning the phenomenal stupidity of replacing fully floating piston pressable fingers.
Replacing the distributor ignition with DIS-2 in theory is characterized only positively - there are no rotating mechanical elements, longer coil life, higher ignition stability ... But in practice? It is clear that it is impossible to manually adjust the basic ignition timing. The resource of new ignition coils, in comparison with classic remote ones, even fell. The resource of high-voltage wires has expectedly decreased (now each candle sparked twice as often) - instead of 8-10 years, they served 4-6. It's good that at least the candles remained simple two-pin, and not platinum.
The catalyst has moved from under the bottom directly to the exhaust manifold in order to warm up faster and get to work. The result is a general overheating of the engine compartment, a decrease in the efficiency of the cooling system. It is unnecessary to mention the notorious consequences of the possible ingress of crushed catalyst elements into the cylinders.
Instead of pairwise or synchronous fuel injection, on many types of type "96, fuel injection became purely sequential (into each cylinder once per cycle) - more accurate dosage, loss reduction, "ecology" ... In fact, gasoline was now given before entering the cylinder much less time for evaporation, therefore, start-up characteristics at low temperatures automatically deteriorated.
More or less reliably, we can only talk about the "resource before the bulkhead", when the engine of the mass series required the first serious intervention in the mechanical part (not counting the replacement of the timing belt). For most classic engines, the bulkhead fell on the third hundred run (about 200-250 t.km). As a rule, the intervention consisted in replacing worn or stuck piston rings and replacing valve stem seals - that is, it was just a bulkhead, and not a major overhaul (the geometry of the cylinders and hone on the walls were usually preserved).
Next generation engines often require attention already in the second hundred thousand kilometers of run, and in the best case, it costs to replace the piston group (in this case, it is advisable to change the parts to those modified in accordance with the latest service bulletins). With a noticeable waste of oil and the noise of piston shifting on runs over 200 t.km, you should prepare for a big repair - severe wear of the liners leaves no other options. Toyota does not provide for the overhaul of aluminum cylinder blocks, but in practice, of course, the blocks are re-sleeved and bored. Unfortunately, reputable companies that really do high quality and professionally overhaul modern "disposable" engines throughout the country can really be counted on the fingers. But peppy reports of successful re-engineering today come from mobile collective farm workshops and garage cooperatives - what can be said about the quality of work and the resource of such engines is probably understandable.
This question is posed incorrectly, as in the case of "absolutely the best engine." Yes, modern motors cannot be compared with classic ones in terms of reliability, durability and survivability (at least with the leaders of past years). They are much less maintainable mechanically, they become too advanced for unskilled service...
But the fact is that there is no alternative to them anymore. The emergence of new generations of motors must be taken for granted and each time re-learn how to work with them.
Of course, car owners should in every possible way avoid individual unsuccessful engines and especially unsuccessful series. Avoid engines of the earliest releases, when the traditional "running on the buyer" is still underway. If there are several modifications of a particular model, you should always choose a more reliable one - even if you sacrifice either finances or technical characteristics.
P.S. In conclusion, one cannot fail to thank Toyot for the fact that it once created engines “for people”, with simple and reliable solutions, without the frills inherent in many other Japanese and Europeans. And let the owners of cars from “advanced and advanced” manufacturers disparagingly called them kondovy - so much the better!
|
Timeline for the production of diesel engines |
"The simplest Japanese engine"
Engines 5А,4А,7А-FE
The most common and today the most widely repaired of Japanese engines is the engines of the (4,5,7) A-FE series. Even a novice mechanic, diagnostician knows about the possible problems of engines of this series. I will try to highlight (collect into a single whole) the problems of these engines. There are few of them, but they cause a lot of trouble to their owners.
Date from scanner:
On the scanner, you can see a short but capacious date, consisting of 16 parameters, by which you can really evaluate the operation of the main engine sensors.
Sensors
Oxygen sensor - Lambda probe
Many owners turn to diagnostics due to increased fuel consumption. One of the reasons is a banal break in the heater in the oxygen sensor. The error is fixed by the control unit code number 21. The heater can be checked with a conventional tester on the sensor contacts (R- 14 Ohm)
Fuel consumption increases due to the lack of correction during warm-up. You will not be able to restore the heater - only a replacement will help. The cost of a new sensor is high, and it makes no sense to install a used one (their operating time is large, so this is a lottery). In such a situation, less reliable universal NTK sensors can be installed as an alternative. The term of their work is short, and the quality leaves much to be desired, so such a replacement is a temporary measure, and it should be done with caution.
When the sensor sensitivity decreases, fuel consumption increases (by 1-3 liters). The operability of the sensor is checked by an oscilloscope on the diagnostic connector block, or directly on the sensor chip (number of switching).
Temperature sensor.
If the sensor does not work correctly, the owner will have a lot of problems. If the measuring element of the sensor breaks, the control unit replaces the sensor readings and fixes its value by 80 degrees and fixes error 22. The engine, with such a malfunction, will operate normally, but only while the engine is warm. As soon as the engine cools down, it will be problematic to start it without doping, due to the short opening time of the injectors. There are frequent cases when the resistance of the sensor changes randomly when the engine is running at H.X. - the revolutions will float.
This defect is easy to fix on the scanner, observing the temperature reading. On a warm engine, it should be stable and not randomly change values from 20 to 100 degrees.
With such a defect in the sensor, a “black exhaust” is possible, unstable operation on H.X. and, as a result, increased consumption, as well as the inability to start "hot". Only after 10 minutes of sludge. If there is no complete confidence in the correct operation of the sensor, its readings can be replaced by including a 1 kΩ variable resistor or a constant 300 ohm resistor in its circuit for further verification. By changing the readings of the sensor, the change in speed at different temperatures is easily controlled.
Throttle position sensor
A lot of cars go through the process of assembly and disassembly. These are the so-called "constructors". When removing the engine in the field and subsequent assembly, the sensors suffer, on which the engine is often leaned. When the TPS sensor breaks, the engine stops throttling normally. The engine bogs down when revving. The machine switches incorrectly. Error 41 is fixed by the control unit. When replacing a new sensor, it must be adjusted so that the control unit correctly sees the sign of X.X., with the gas pedal fully released (throttle closed). In the absence of a sign of idling, adequate regulation of H.X. will not be carried out. and there will be no forced idling mode during engine braking, which again will entail increased fuel consumption. On engines 4A, 7A, the sensor does not require adjustment, it is installed without the possibility of rotation.
THROTTLE POSITION……0%
IDLE SIGNAL……………….ON
MAP absolute pressure sensor
This sensor is the most reliable of all installed on Japanese cars. His resilience is simply amazing. But it also has a lot of problems, mainly due to improper assembly. Either the receiving “nipple” is broken, and then any passage of air is sealed with glue, or the tightness of the supply tube is violated.
With such a gap, fuel consumption increases, the level of CO in the exhaust increases sharply up to 3%. It is very easy to observe the operation of the sensor on the scanner. The line INTAKE MANIFOLD shows the vacuum in the intake manifold, which is measured by the MAP sensor. When the wiring is broken, the ECU registers error 31. At the same time, the opening time of the injectors sharply increases to 3.5-5ms. and stop the engine.
Knock sensor
The sensor is installed to register detonation knocks (explosions) and indirectly serves as a "corrector" of the ignition timing. The recording element of the sensor is a piezoelectric plate. In the event of a sensor malfunction, or a break in the wiring, at over 3.5-4 tons of revs, the ECU fixes error 52. Sluggishness is observed during acceleration. You can check the performance with an oscilloscope, or by measuring the resistance between the sensor output and the housing (if there is resistance, the sensor needs to be replaced).
crankshaft sensor
On 7A series engines, a crankshaft sensor is installed. A conventional inductive sensor is similar to the ABC sensor and is practically trouble-free in operation. But there are also confusions. With an interturn circuit inside the winding, the generation of pulses at a certain speed is disrupted. This manifests itself as a limitation of engine speed in the range of 3.5-4 tons of revolutions. A kind of cut-off, only at low speeds. It is quite difficult to detect an interturn circuit. The oscilloscope does not show a decrease in the amplitude of the pulses or a change in frequency (during acceleration), and it is rather difficult for a tester to notice changes in Ohm's shares. If you experience symptoms of speed limit at 3-4 thousand, simply replace the sensor with a known good one. In addition, a lot of trouble causes damage to the master ring, which is damaged by negligent mechanics while replacing the front crankshaft oil seal or timing belt. Having broken the teeth of the crown, and restored them by welding, they achieve only a visible absence of damage. At the same time, the crankshaft position sensor ceases to adequately read information, the ignition timing begins to change randomly, which leads to loss of power, unstable engine operation and increased fuel consumption
Injectors (nozzles)
During many years of operation, the nozzles and needles of the injectors are covered with tar and gasoline dust. All this naturally interferes with the correct spray and reduces the performance of the nozzle. With severe pollution, a noticeable shaking of the engine is observed, fuel consumption increases. It is realistic to determine clogging by conducting a gas analysis; according to the readings of oxygen in the exhaust, one can judge the correctness of filling. A reading above one percent will indicate the need to flush the injectors (with the correct timing and normal fuel pressure). Or by installing the injectors on the stand, and checking the performance in the tests. Nozzles are easily cleaned by Lavr, Vince, both on CIP machines and in ultrasound.
Idle valve, IACV
The valve is responsible for engine speed in all modes (warm-up, idling, load). During operation, the valve petal becomes dirty and the stem is wedged. Turnovers hang on warming up or on X.X. (due to the wedge). Tests for changes in speed in scanners during diagnostics for this motor are not provided. The performance of the valve can be assessed by changing the readings of the temperature sensor. Enter the engine in the "cold" mode. Or, having removed the winding from the valve, twist the valve magnet with your hands. Jamming and wedge will be felt immediately. If it is impossible to easily dismantle the valve winding (for example, on the GE series), you can check its operability by connecting to one of the control outputs and measuring the duty cycle of the pulses while simultaneously controlling the RPM. and changing the load on the engine. On a fully warmed-up engine, the duty cycle is approximately 40%, by changing the load (including electrical consumers), an adequate increase in speed in response to a change in duty cycle can be estimated. When the valve is mechanically jammed, a smooth increase in the duty cycle occurs, which does not entail a change in the speed of H.X. You can restore work by cleaning soot and dirt with a carburetor cleaner with the winding removed.
Further adjustment of the valve is to set the speed X.X. On a fully warmed up engine, by rotating the winding on the mounting bolts, they achieve tabular revolutions for this type of car (according to the tag on the hood). Having previously installed the jumper E1-TE1 in the diagnostic block. On the “younger” 4A, 7A engines, the valve has been changed. Instead of the usual two windings, a microcircuit was installed in the body of the valve winding. We changed the valve power supply and the color of the winding plastic (black). It is already pointless to measure the resistance of the windings at the terminals. The valve is supplied with power and a control signal of a rectangular shape with a variable duty cycle.
To make it impossible to remove the winding, non-standard fasteners were installed. But the wedge problem remained. Now, if you clean it with an ordinary cleaner, the grease is washed out of the bearings (the further result is predictable, the same wedge, but already because of the bearing). It is necessary to completely dismantle the valve from the throttle body and then carefully flush the stem with the petal.
Ignition system. Candles.
A very large percentage of cars come to the service with problems in the ignition system. When operating on low-quality gasoline, spark plugs are the first to suffer. They are covered with a red coating (ferrosis). There will be no high-quality sparking with such candles. The engine will work intermittently, with gaps, fuel consumption increases, the level of CO in the exhaust rises. Sandblasting is not able to clean such candles. Only chemistry (silit for a couple of hours) or replacement will help. Another problem is the increase in clearance (simple wear). Drying of the rubber lugs of high-voltage wires, water that got in when washing the motor, which all provoke the formation of a conductive path on the rubber lugs.
Because of them, sparking will not be inside the cylinder, but outside it.
With smooth throttling, the engine runs stably, and with a sharp one, it “crushes”.
In this situation, it is necessary to replace both the candles and the wires at the same time. But sometimes (in the field), if replacement is impossible, you can solve the problem with an ordinary knife and a piece of emery stone (fine fraction). With a knife we cut off the conductive path in the wire, and with a stone we remove the strip from the ceramics of the candle. It should be noted that it is impossible to remove the rubber band from the wire, this will lead to the complete inoperability of the cylinder.
Another problem is related to the incorrect procedure for replacing candles. The wires are pulled out of the wells with force, tearing off the metal tip of the rein.
With such a wire, misfires and floating revolutions are observed. When diagnosing the ignition system, you should always check the performance of the ignition coil on the high-voltage arrester. The simplest test is to look at the spark gap on the spark gap with the engine running.
If the spark disappears or becomes filiform, this indicates an inter-turn short circuit in the coil or a problem in the high voltage wires. A wire break is checked with a resistance tester. Small wire 2-3k, then to increase the long 10-12k.
The closed coil resistance can also be checked with a tester. The resistance of the secondary winding of the broken coil will be less than 12 kΩ.
The next generation coils do not suffer from such ailments (4A.7A), their failure is minimal. Proper cooling and wire thickness eliminated this problem.
Another problem is the current oil seal in the distributor. Oil, falling on the sensors, corrodes the insulation. And when exposed to high voltage, the slider is oxidized (covered with a green coating). The coal turns sour. All this leads to disruption of sparking. In motion, chaotic shootings are observed (into the intake manifold, into the muffler) and crushing.
"
Subtle "faults"
On modern 4A, 7A engines, the Japanese have changed the firmware of the control unit (apparently for faster engine warm-up). The change is that the engine reaches idle speed only at 85 degrees. The design of the engine cooling system was also changed. Now a small cooling circle intensively passes through the head of the block (not through the pipe behind the engine, as it was before). Of course, the cooling of the head has become more efficient, and the engine as a whole has become more efficient. But in winter, with such cooling during movement, the temperature of the engine reaches a temperature of 75-80 degrees. And as a result, constant warm-up revolutions (1100-1300), increased fuel consumption and nervousness of the owners. You can deal with this problem either by insulating the engine more strongly, or by changing the resistance of the temperature sensor (by deceiving the computer).
Oil
Owners pour oil into the engine indiscriminately, without thinking about the consequences. Few people understand that different types of oils are not compatible and, when mixed, form an insoluble porridge (coke), which leads to the complete destruction of the engine.
All this plasticine cannot be washed off with chemistry, it is cleaned only mechanically. It should be understood that if it is not known what type of old oil, then flushing should be used before changing. And more advice to the owners. Pay attention to the color of the oil dipstick handle. He is yellow. If the color of the oil in your engine is darker than the color of the pen, it's time to change instead of waiting for the virtual mileage recommended by the engine oil manufacturer.
Air filter
The most inexpensive and easily accessible element is the air filter. Owners very often forget about replacing it, without thinking about the likely increase in fuel consumption. Often, due to a clogged filter, the combustion chamber is very heavily polluted with burnt oil deposits, valves and candles are heavily contaminated. When diagnosing, it can be erroneously assumed that the wear of the valve stem seals is to blame, but the root cause is a clogged air filter, which increases the vacuum in the intake manifold when contaminated. Of course, in this case, the caps will also have to be changed.
Some owners do not even notice that garage rodents live in the air filter housing. Which speaks of their complete disregard for the car.
Fuel filter also deserves attention. If it is not replaced in time (15-20 thousand mileage), the pump starts to work with overload, the pressure drops, and as a result, it becomes necessary to replace the pump. The plastic parts of the pump impeller and check valve wear out prematurely.
The pressure drops. It should be noted that the operation of the motor is possible at a pressure of up to 1.5 kg (with a standard 2.4-2.7 kg). At reduced pressure, there are constant shots into the intake manifold, the start is problematic (after). The draft is noticeably reduced. It is correct to check the pressure with a pressure gauge. (access to the filter is not difficult). In the field, you can use the "return filling test". If, when the engine is running, less than one liter flows out of the gasoline return hose in 30 seconds, it can be judged that the pressure is low. You can use an ammeter to indirectly determine the performance of the pump. If the current consumed by the pump is less than 4 amperes, then the pressure is squandered. You can measure the current on the diagnostic block.
When using a modern tool, the process of replacing the filter takes no more than half an hour. Previously, this took a lot of time. Mechanics always hoped in case they were lucky and the bottom fitting did not rust. But often that is what happened. I had to rack my brains for a long time with which gas wrench to hook the rolled-up nut of the lower fitting. And sometimes the process of replacing the filter turned into a “movie show” with the removal of the tube leading to the filter.
Today, no one is afraid to make this change.
Control block
Until 1998, control units did not have enough serious problems during operation.
The blocks had to be repaired only because of the "hard polarity reversal". It is important to note that all conclusions of the control unit are signed. It is easy to find on the board the necessary sensor output for checking, or continuity of the wire. The parts are reliable and stable in operation at low temperatures.
In conclusion, I would like to dwell a little on gas distribution. Many “hands on” owners perform the belt replacement procedure on their own (although this is not correct, they cannot properly tighten the crankshaft pulley). Mechanics make a quality replacement within two hours (maximum). If the belt breaks, the valves do not meet the piston and there is no fatal destruction of the engine. Everything is calculated to the smallest detail.
We tried to talk about the most common problems on the engines of this series. The engine is very simple and reliable, and subject to very tough operation on “water-iron gasolines” and dusty roads of our great and mighty Motherland and the “maybe” mentality of the owners. Having endured all the bullying, to this day he continues to delight with his reliable and stable work, having won the status of the best Japanese engine.
All the best with your repairs.
Vladimir Bekrenev
Khabarovsk
Andrey Fedorov
Novosibirsk city