Strangely, even though TOYOTA is one of the world's top three car manufacturers, its products vary greatly in quality between different engine models. And if certain brands of diesel engines are clearly underdeveloped, then others can be considered the height of reliability and perfection. I have not seen such a range of quality, perhaps, from any other Japanese automaker.
1N, 1NT- diesel engine with a volume of 1.5 liters, pre-chamber, with a camshaft drive and high pressure fuel pump by a belt. It is installed on the smallest minicars - Corsa, Corolla II, Tersel and so on.
There are no design flaws, except for one - a small engine size. Unfortunately, this drawback is also the main trouble of all small diesel engines. The service life of all diesel engines less than 2.0 liters is extremely low. Well, such diesel engines do not last long, and that's it! The whole reason is the very rapid wear of the CPG and a sharp drop in compression. Although, if you figure it out, the minicars themselves don’t run for a long time either, everything is crumbling - suspension, steering, ...
After reading the above, you will probably grab your head and say: “I don’t care about such cars!” I dare to assure you that our Zhiguli (not to mention other brands) are pouring much more often. Everything is relative. Therefore, do not listen to me much when I find fault with Japanese technology. This is a comparison with high-quality cars, and not with DIY kits that run around our streets under the Zhiguli, Volga, Moskvich brands.
1C, 2C, 2CT- diesel engines with a volume of 1.8 and 2.0 liters, respectively, pre-chamber with a high-pressure fuel pump and camshaft driven by a belt.
Weaknesses - head, turbine, rapid wear of the piston and valves. Oddly enough, but this is basically not a design flaw in the engine itself. The reason lies in the constructive ill-conceivedness of installing these engines on a car.
At the mention of the 2CT engine, most minders will unanimously say: "Yes, his heads are constantly cracked!" Indeed, heads overheated in cracks are a fairly common occurrence in these engines. However, the reason is not in poor-quality manufacture of heads.
About five years ago, we argued with my good friend, the top manager of the Vladivostok TOYOTA service, about the reason for this phenomenon on 2CT and 2LT engines. At that moment, he claimed that the reason lies in the low-quality coolants used in our country. Perhaps there was some truth in his statements. However, this did not explain the fact that many 2CT and especially 2LT contract engines that arrived from Japan had head cracks. In this case, one would have to argue that their coolants are of poor quality.
The reason for the numerous overheating of these engines lies much deeper, and on the other hand lies on the surface itself. Heating, and even overheating of the engine, is not the cause of cracks in the block head. The reason for the appearance of cracks is a sharp temperature drop in the area of the head of the block and, as a result, large internal stresses that occur in these places. If there is a sufficient amount of coolant, local overheating does not occur.
In this case, besides the fact that these engines are extremely thermally stressed, they have one significant drawback, which is the main reason for the formation of cracks. Expansion tanks for coolant in both cases are below the level of the block head. As a result, when the engine heats up, the coolant, expanding, is displaced into the expansion tank. When cooled, it must return to the engine cooling system under the action of vacuum. However, if the valve on the radiator filler plug is even slightly leaky, instead of coolant, not antifreeze will enter the cooling system, but air from the atmosphere. As a result, air bubbles will be in the head of the block, just in its upper part, which is the most thermally stressed, which will lead to local overheating and the formation of cracks. Well, then the process grows like an avalanche. Internal stresses cause warping of the head itself, as a result, the gasket is not able to seal the seals, and the bubbling increases more and more.
And then the following happens. As a rule, water-cooled turbines are installed on these engines. Since the engine overheats and the water line is filled with air, the turbines also overheat. As a result, the oil that works in severe temperature conditions, on the one hand, liquefies - the oil wedge in the mates decreases, on the other hand, it cokes in the oil supply channels and, as a result, there is an even greater oil starvation of the turbine (and not only it) . The turbine, as a rule, does not run for a long time after such extreme conditions.
And the way out of these ridiculous situations is quite simple. It is enough to install an expansion tank above the level of the head of the block and it will not be aired, which means that the probability of failures due to cracks in the head will be significantly reduced. In the same type of LD20T-II engine on Nissan Largo, this is exactly what was done. The expansion tank in the form of a heating pad is installed above the engine and the problem of head cracks is practically removed.
One of my clients came to exactly the same conclusion. When the next, third time, his head burst on Town Ace, he welded an expansion tank out of iron, installed it behind the passenger seat, and since then the problems have disappeared. Even in the heat, when driving uphill, critical overheating does not occur.
The second typical defect of the 2C, 2CT engine is the disappearance of compression in individual cylinders - most often these are the 3rd and 4th cylinders. The main reason is the leakage of air pipelines from the air filter to the turbine or air manifold. Dust entering these slots forms, together with oil penetrating from the crankcase exhaust pipe, an excellent abrasive mixture that wears out both the cylinder-piston group and the intake valve disc. As a result, the thermal gaps in the intake valves disappear, and consequently, the compression in the engine also disappears.
Another reason for the disappearance of compression is a malfunction of the exhaust gas recirculation system. Soot with oil is also a good abrasive. In some cases, the intake manifolds are covered with a layer of viscous soot over one centimeter thick.
A feature of the 2C and 2CT engines is much less wear on engines installed in passenger cars compared to their counterparts in buses. Significantly lower loads explain this factor.
In recent years, electronically controlled injection pumps (2C-E, 2CT-E) have been installed on these engines. Despite the fact that there are clear advantages when switching to electronic control of the high-pressure fuel pump: reduced fuel consumption, reduced toxicity, more uniform and quiet engine operation, there are also clearly negative sides. Unfortunately, it must be admitted that in the vast majority of services there is no equipment that allows diagnosing and regulating such high-pressure fuel pumps in full; no specialists who could carry out these works; no spare parts for these equipments, since DENSO does not supply most items for these injection pumps.
The only thing that pleases me is that recently there has been some breakthrough in information support on this issue. It is possible that these injection pumps will soon become as maintainable as conventional mechanical ones.
3C, 3C-E, 3CT-E- more modern diesel engines from the same series as the previous ones, but with a volume of 2.2 liters. At the moment, there are no obvious negative sides. since the volume is larger, the power is also significantly higher, which as a result is reflected in the lower load on the engine itself, since they are installed on cars comparable in weight to older models.
L, 2L- old-style engines of 2.2 and 2.5 liters were produced until 1988 inclusive. The camshaft transmitted force to the valves through rocker arms. It is very ancient, and although it is still sometimes found, I will not consider it, since it is very rare to find such an engine in good condition now.
2L, 2LT, 3L new design - produced since the end of 1988. The engine capacity is 2.5 and 2.8 liters, respectively. 2LT - turbocharged. The camshaft presses the valves directly through the glasses. Despite the fact that the name of this engine has passed from the previous one, there is practically nothing in common between them.
The reliability of these engines varies greatly. If non-turbo engines 2L and 3L are quite reliable, especially in the simplest Hayes configuration, then 2LT has the same disadvantages as 2CT: turbine, overheating of the head.
2LT-E- has been produced since 1988, before that 2LTH-E was produced. The mechanical part is practically the same as that of the 2LT, with the exception of the crankshaft, block and sensor system with injection pump. Accordingly, the same disadvantages as those of 2LT (in terms of the mechanical part) and 2CT-E (electronic part and high pressure fuel pump).
5L- The engine is relatively new and I can not give any recommendations yet.
1KZ-T- three-liter diesel. The injection pump drive is gear, the camshaft is driven by a belt. The injection pump control is mechanical. There are no obvious defects, the only thing is that spare parts are hard to find and they are very expensive compared to 2LT. However, if the 2LT engine is clearly not enough for Surf and Runner, then they cannot be recognized with this engine, throttle response is at the level of a passenger car.
1KZ-TE- the same engine as 1KZT, but electronically controlled injection pump. It is almost impossible to find used fuel equipment in good condition, as well as a new plunger pair and other spare parts for high-pressure fuel pumps. And the new equipment is too expensive.
1HZ- six-cylinder engine, non-turbo, pre-chamber, volume 4.2 liters. The engine is installed on the Land Cruiser 80 and 100, as well as on the Koester bus.
This is one of the best diesels I have come across. Its reliability, durability and economy are simply amazing.
About seven years ago I made an injection pump for this engine. The plunger pair was worn out, the engine stopped starting. The defect, with our quality of fuel, is quite common, there was nothing to be surprised at. When I was already installing the equipment, we talked with the driver. He said that he has been working on this Land Cruiser since its purchase, during this time he did nothing with the engine, only changed the timing belt four times. At first I didn’t understand: “Why do you change belts so often?” He told me: "So it's supposed to be changed every 100 thousand kilometers, now it has 420 thousand." This is where I got stuck. Unpleasant thoughts immediately ran through my head about the lack of compression in the engine, especially since the car was operated in a timber industry enterprise, where nothing except Kamaz and Krazov drives. "The point is that I repaired the equipment, if there is no compression, the engine will still not start. And with such a mileage and such operation, it probably will not happen!" However, he did not say all this out loud. What was my surprise when wearing the timing belt, began to rotate the crankshaft. You rotate it in the direction of travel, and it returns back - compression is like a new one. I didn’t have a diesel compression gauge then, and the rotational force was the main criterion for the condition of the engine. After pumping the high-pressure fuel pump and tubes, the engine started up with a half turn, even with an inaccurately set ignition. At that time, I considered it an accident - maybe the engine got so indestructible, maybe the driver followed it from the bottom of his heart. However, when this began to occur regularly, I realized that a mileage of 700-800 thousand kilometers for this engine is not the limit.
Problems with this engine are possible only for a reason, if you deliberately kill it with all sorts of rubbish. For example:
- bending of the connecting rods due to the fact that they drove deep into the water and it got through the air ducts into the combustion chamber (water hammer);
- when the plunger pair is worn out and the start is poor, they begin to use ether (the pistons fall apart);
- pour gasoline into the tank by accident or to improve starting (piston, valves burn out);
- engine overheating due to lack of coolant;
and so on.
A week ago, one of the old customers drove up to me again in a Land Cruiser. The plunger pair is once again worn out. Compression is on average 30. Mileage is over a million kilometers (I hit it myself). In the engine, I once replaced several pistons without boring the block, and then out of my own stupidity: when the plunger pair wore out for the first time, and the car stopped starting hot, I started it for a long time with the help of ether. Naturally, several pistons cracked. Didn't do anything else to the engine. He works in the regional hunting farm and, of course, travels mainly in the taiga. Judging by the state, if nothing extraordinary happens, another 200-300 thousand will leave without capital. Of course, it will not work to start at -35 degrees like on a new one, but it will be possible to ride it for a long time.
In addition to reliability, the 1HZ has very good economy. Carrying such a colossus as the Land Cruiser, and in most cases not going beyond 12 liters per 100 kilometers, is not often seen, especially the 4.2-liter engine. Even Toyota Surf, with its 2LT (only 2.5 liters), rarely boasts of this, but its dimensions and weight are much less.
- Reprinting is permitted only with the permission of the author and subject to the placement of a link to the source
You can’t look for external changes - it’s still the same good old “Pradik” of the 2013 model year with a strange design of the front end and “conjunctivitis” headlights.
Now available in dark brown finish and aluminum look inserts. The upholstery of the chairs is rough, and their profile is quite simple, which, however, does not prevent them from taking a free pose.
With a new, more modern 6-band automatic, which replaced the 4- and 5-speed automatic transmission, acceleration has become much more pleasant to manage.
The Prado is always ready for the transportation of oversized cargo: both the impressive volume and the wagon layout of the luggage compartment have it. Full size spare wheel under the bottom.
The design of the angular panel is perhaps a little outdated, although the ergonomics are generally not bad: many will like the usual control of functions. Visibility here is good even without a surround view system, and the dashboard with a pleasant design and an informative central display is especially pleasing to the eye. Salon quality.
Unlike many competitors, the management of the off-road arsenal here is placed in a separate sector of the center console. Comfortable! Moreover, the Prado has something to offer the sophisticated jeeper: blocking of the center and rear center differentials, downshift, proprietary cruise control for off-road Crawl Control ... But the differences between the different modes of operation of the shock absorbers could not be noticed.
Very efficient LED low beam headlights are available in rich trim levels - from the Prestige version.
And without activating all the off-road lotions, the remarkable potential of the Prado is impressive.
The profile of the rear seats is flat, and the armrest is too low. But it's spacious.
Diesel versions are the most popular with us (more than 70% of sales).
Now, instead of a timing belt, there is a chain, and for the sake of a high resource, the Japanese decided to limit themselves to a low degree of forcing - the increase in power is insignificant. More interesting is that the new motor here is quieter and “nobler” than on the new Hylax. That's what competent soundproofing means!
- A full-fledged classic SUV with all the consequences
- Without offroad driving - the acquisition is clearly unjustified
In the mid-2000s, Toyota engineers completed the development of a new diesel engine, as a result, the production of Toyota 1AD-FTV and 2AD-FTV engines was launched on the assembly line of the automaker. These power units, with a working volume of 2 and 2.2 liters, respectively, become the most popular Toyota diesel engine of the late 2000s for Toyota RAV4 and Toyota Corolla Verso, Avensis. In our review, we will look at the features of the rarer 2 AD-FTV (2.2 liter) engine compared to the two-liter version.
Characteristics and design features
The 2AD-FTV engine is a four-cylinder in-line power unit with 4 valves per cylinder (with hydraulic lifters), a timing chain drive equipped with an oil-cooled VGT (variable guide vane geometry) turbine and a Common Rail (DENSO) power system. A distinctive feature of the Toyota 2.2 liter diesel engine is the presence of a balancing mechanism driven by a crankshaft gear. The engine was based on a new for that time, and now used by most automakers, "one-time design" - an alloy cylinder block with cast-iron liners, which does not provide for major repairs. Nevertheless, these motors are considered quite reliable and allow the car to roll out up to 400-450 thousand kilometers.
Denso injectors, which are equipped with 2AD-FTV diesel engines, have proven to be a very reliable element of the fuel system. They do not cause problems up to 200-250 thousand kilometers, and after that, in most cases, they easily undergo restoration and prevention and continue to work properly. True, the nozzles of this company cost a lot - one new nozzle will cost you about 20,000 rubles. After the modification of the engine in 2009 (the new engine was marked 2AD-FHV), piezoelectric injectors began to be used in the fuel system, which can no longer be restored.
Typical malfunctions
The most common malfunction of Toyota 2.2 liter 2AD-FTV diesel engines manufactured before 2009 is the erosion of the engine block at the junction with the cylinder head as a result of the interaction of metal and coolant. As a result, on many engines, liquid from the cooling system begins to enter the oil, as a result - an expensive overhaul. Although the 2AD-FTV engine was installed on several Toyota models, problems with block erosion were most often encountered on the 2nd generation Toyota Avensis, some of the cars were recalled by the manufacturer for preventive maintenance - polishing the block and replacing the gasket. The presence or absence of such a problem also directly depends on the operating conditions of the engine.
Structurally, 2AD-FTV engines are classified as "gluttonous" in relation to oil power units, i.e. suggest a fairly high oil consumption, and this, in turn, entails a number of potentially possible and regularly occurring troubles associated with the widespread formation of soot. Because of this, the life of the EGR valve is reduced, it requires regular cleaning. When using low-quality oil, carbon deposits quickly form on the pistons, which increases the risk of serious damage to the mechanical part of the power unit.
Also, typical difficulties that arise during the operation of a Toyota 2.2 2 AD-FTV diesel engine include:
- cylinder head gasket leak;
- pump leak;
- oil leak from under the pan gasket.
In general, the 2AD-FTV engine cannot be classified as a "millionaire", but this power unit works out a normal resource for a diesel engine. In our online store you can purchase a 2008 Toyota 2.2 2AD-FTV contract engine from Spain with a confirmed original mileage of 92,000 km. The condition of the engine is excellent, the donor car was damaged by fire from the side of the trunk - the engine compartment and the engine were not affected.
Japanese manufacturers have reliable diesel engines. And what is the most reliable diesel engine among all reliable in Japan?
Let's look at the most common modern diesel engines in the Japanese car industry.
What are these diesel engines, what are the strengths and weaknesses of Japanese diesel engines. They now dominate mainly in Europe, but quite often began to appear in Russia.
But, unfortunately, they also have problems when their runs exceed one hundred thousand kilometers, and even some up to one hundred thousand.
The caution in the supply of diesel engines from Japan is due to their capricious attitude to fuel. Their fuel system is rather weak to the use of our diesel fuel.
Another problem is the availability of spare parts. There are practically no non-original spare parts from reliable manufacturers. Chinese ones appear, but their quality leaves much to be desired and does not at all correspond to Japanese quality.
Hence their very high price is dictated, much higher than for German spare parts. There are many factories in Europe that produce spare parts of decent quality and at prices much lower than the original ones.
The most reliable diesel engine from Japan
So what is the most reliable diesel engine from Japan? Let's rank the TOP 5 of the best diesel engines.
5th place
In fifth place, you can safely put the 2.0-liter Subaru engine. Four-cylinder, turbocharged, boxer, 16-valve. Common rail intake system.
It must be said that this is the only boxer diesel engine in the world.
A boxer engine is when mutual pairs of pistons work in a horizontal plane. In this arrangement, careful balancing of the crankshafts is not required.
The weaknesses of this engine are a two-mass flywheel, it failed even up to five thousand kilometers. Crankshaft cracking, until 2009, crankshafts and shaft bearings were destroyed.
This engine is very interesting in its design, with good performance, but the lack of spare parts for such engines nullifies its advantages. Therefore, we give him the fifth place of honor in the Japanese series of diesel engines.
4th place
In fourth place will be the Mazda 2.0 MZR-CD engine. This diesel engine has been produced since 2002 and installed on Mazda 6, Mazda 6, MPV. It was Mazda's first Common Rail engine.
Four cylinders, 16 valves. Two versions - 121 hp and 136 hp, both of which developed a torque of 310 Nm at 2000 rpm.
In 2005, it underwent modernization, with an improved injection system and a new high-pressure fuel pump. Reduced compression ratio and adaptation of the engine with a catalyst for the emission of harmful gases. Power became 143 hp.
Two years later, a version with a 140 hp engine was released, in 2011 this engine disappeared from the line of installed engines for unknown reasons.
This engine calmly nursed 200,000 kilometers, after which it was necessary to change the turbine and the dual-mass flywheel.
When buying, you should carefully study its history, but it is better to remove the pan and look at the oil sump.
3rd place
Also a Mazda engine, Mazda 2.2 MZF-CD. The same engine of increased, but increased volume. Engineers tried to eliminate all the jambs of the old two-liter engine.
In addition to the increased volume, the injection system has been modernized, another turbine has been installed. On this engine, they put piezo injectors, changed the compression ratio and radically changed the particulate filter, which had all the problems of the previous model of the two-liter engine.
But the worldwide fight for the environment, both in Europe and Japan, adds gimoroya to all engines, and a system is installed on this one, with the addition of urea to the diesel fuel mixture.
All this reduces exhaust emissions to Euro5, but as always, in Russia this adds problems to all modern diesel engines without exception. This is simply solved by us, the particulate filter is thrown out and the afterburning valve of the unburned exhaust is turned off.
The rest of the engine is reliable and unpretentious
2nd place
Toyota 2.0/2.2 D-4D engine.
The first two-liter Toyota 2.0 D-4D CD appeared in 2006. Four-cylinder, eight-valve, cast iron block, timing belt, 116 hp The engines came with the "CD" index.
Complaints about this engine were very rare, they all came down only to the injectors and the exhaust gas recirculation system. In 2008, it was discontinued, and a new one was launched instead, with a volume of 2.2 liters.
Toyota 2.0/2.2 D-4D AD
They have already begun to make a chain, there are already 16 valves for four cylinders. The block began to be made of aluminum with cast-iron sleeves. The index of this engine became "AD".
The engine is available in both 2.0 liters and 2.2.
The best reviews about such an engine, and good returns, and low fuel consumption. But there were also complaints, the main one being the oxidation of the aluminum head at the point of contact with the cylinder head gasket, approximately in the period of 150-200 thousand km. run.
Replacing the head gasket does not help, only grinding the cylinder head and block, and this procedure is only possible with the removal of the engine. And such a repair is possible only once, the motor will not withstand the second grinding of the head and block, the depth will be critical with the possibility of meeting the valves with the head. Therefore, if the motor passed 300-400 thousand kilometers, with one grinding, it is only for replacement. Although this is a very decent resource.
Toyota in 2009 solved this problem, with such malfunctions, they even got me under warranty for new engines at their own expense. But the problem is very rare, but it does occur. Mostly for those who are not weak on the strongest version of this 2.2-liter engine model.
Such engines are still produced and installed on various car models: Raf4, Avensis, Corolla, Lexus IS and others.
1 place
Diesel engine Honda 2.2 CDTi. The most reliable small diesel engine. Very productive and very economical diesel engine.
Four-cylinder, 16-valve, variable displacement turbocharged, common rail injection system, sleeved aluminum block.
The injectors are used by Bosch, not capricious and expensive Japanese Denso.
The predecessor of this engine was built back in 2003 with the marking 2.2 i-CTDi. He turned out to be very successful. Trouble-free, dynamic and economical in fuel consumption.
The modern Honda 2.2 CDTi engine in question appeared in 2008.
Of course, typical malfunctions did not pass, but all of them were extremely rare. Exhaust manifold cracks, but they occurred in the first releases, the Japanese reacted and this was not observed in subsequent releases.
Sometimes there were malfunctions of the timing chain tensioner. Also, sometimes the play of the turbine shaft appeared prematurely.
All of these failures arose from excessive constant loads and poor maintenance.
Honda installed this engine on Honda Civic, Accord, CR-V and others.
Of course, this engine has the smallest number of failures and breakdowns in relation to all other engines of Japanese automakers.
We put him five points out of five, assign him the first place of honor and wish you to have a similar one on your car.
). 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)- 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 | 78.7.0×69.0 | 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 | 75.0×75.0 | 91 | dist. | no |
| 1G-FE type"98 | 1988 | 160/6200 | 200/4400 | 10.0 | 75.0×75.0 | 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) |
Passenger options proved to be unreliable and capricious: a fair love for gasoline, eating oil, a tendency to overheat (which usually leads to warping and cracking of cylinder heads), increased wear on the crankshaft main journals, and a sophisticated fan hydraulic drive. And to everything - the relative rarity of spare parts.
5VZ-FE (1995-2004)- used on HiLux Surf 180-210, LC Prado 90-120, large vans of the HiAce SBV family. This engine turned out to be unlike its counterparts and quite unpretentious.
| engine | V | N | M | CR | D×S | RON | IG | VD |
| 1VZ-FE | 1992 | 135/6000 | 180/4600 | 9.6 | 78.0x69.5 | 91 | dist. | yes |
| 2VZ-FE | 2507 | 155/5800 | 220/4600 | 9.6 | 87.5×69.5 | 91 | dist. | yes |
| 3VZ-E | 2958 | 150/4800 | 245/3400 | 9.0 | 87.5×82.0 | 91 | dist. | no |
| 3VZ-FE | 2958 | 200/5800 | 285/4600 | 9.6 | 87.5×82.0 | 95 | dist. | yes |
| 4VZ-FE | 2496 | 175/6000 | 224/4800 | 9.6 | 87.5×69.2 | 95 | dist. | yes |
| 5VZ-FE | 3378 | 185/4800 | 294/3600 | 9.6 | 93.5×82.0 | 91 | DIS-3 | yes |
| "AZ"(R4, chain) |
Details about the design and problems - see the big review "A-Series" .
The most serious and massive defect is the spontaneous destruction of the thread for the cylinder head bolts, leading to a violation of the tightness of the gas joint, damage to the gasket and all the ensuing consequences.
Note. For Japanese cars 2005-2014 issue valid recall campaign on oil consumption.
engine V N M CR D×S RON
1AZ-FE 1998
150/6000
192/4000
9.6
86.0×86.0 91
1AZ-FSE 1998
152/6000
200/4000
9.8
86.0×86.0 91
2AZ-FE 2362
156/5600
220/4000
9.6
88.5×96.0 91
2AZ-FSE 2362
163/5800
230/3800
11.0
88.5×96.0 91
Replacement of the E and A series, installed since 1997 on models of classes "B", "C", "D" (Vitz, Corolla, Premio families).
"NZ"(R4, chain)
For more information about the design and differences in modifications, see the large review "NZ Series" .
Despite the fact that the engines of the NZ series are structurally similar to the ZZ, they are sufficiently forced and work even on class "D" models, of all the engines of the 3rd wave they can be considered the most trouble-free.
| engine | V | N | M | CR | D×S | RON |
| 1NZ-FE | 1496 | 109/6000 | 141/4200 | 10.5 | 75.0×84.7 | 91 |
| 2NZ-FE | 1298 | 87/6000 | 120/4400 | 10.5 | 75.0×73.5 | 91 |
| "SZ"(R4, chain) |
| engine | V | N | M | CR | D×S | RON |
| 1SZ-FE | 997 | 70/6000 | 93/4000 | 10.0 | 69.0×66.7 | 91 |
| 2SZ-FE | 1296 | 87/6000 | 116/3800 | 11.0 | 72.0×79.6 | 91 |
| 3SZ-VE | 1495 | 109/6000 | 141/4400 | 10.0 | 72.0×91.8 | 91 |
| "ZZ"(R4, chain) |
Details about the design and problems - see the review "Series ZZ. No room for error" .
1ZZ-FE (1998-2007)- the basic and most common engine of the series.
2ZZ-GE (1999-2006)- uprated engine with VVTL (VVT plus the first generation variable valve lift system), which has little in common with the base engine. The most "gentle" and short-lived of the charged Toyota engines.
3ZZ-FE, 4ZZ-FE (1999-2009)- versions for European market models. A special drawback - the lack of a Japanese analogue does not allow you to purchase a budget contract motor.
| engine | V | N | M | CR | D×S | RON |
| 1ZZ-FE | 1794 | 127/6000 | 170/4200 | 10.0 | 79.0×91.5 | 91 |
| 2ZZ-GE | 1795 | 190/7600 | 180/6800 | 11.5 | 82.0×85.0 | 95 |
| 3ZZ-FE | 1598 | 110/6000 | 150/4800 | 10.5 | 79.0×81.5 | 95 |
| 4ZZ-FE | 1398 | 97/6000 | 130/4400 | 10.5 | 79.0×71.3 | 95 |
| "AR"(R4, chain) |
Details about the design and various modifications - see the review "AR Series" .
| engine | V | N | M | CR | D×S | RON |
| 1AR-FE | 2672 | 182/5800 | 246/4700 | 10.0 | 89.9×104.9 | 91 |
| 2AR-FE | 2494 | 179/6000 | 233/4000 | 10.4 | 90.0×98.0 | 91 |
| 2AR-FXE | 2494 | 160/5700 | 213/4500 | 12.5 | 90.0×98.0 | 91 |
| 2AR-FSE | 2494 | 174/6400 | 215/4400 | 13.0 | 90.0×98.0 | 91 |
| 5AR-FE | 2494 | 179/6000 | 234/4100 | 10.4 | 90.0×98.0 | - |
| 6AR-FSE | 1998 | 165/6500 | 199/4600 | 12.7 | 86.0×86.0 | - |
| 8AR-FTS | 1998 | 238/4800 | 350/1650 | 10.0 | 86.0×86.0 | 95 |
| "GR"(V6, chain) |
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 regular 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.
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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" |
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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.
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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.
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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.
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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.
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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!
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| Timeline for the production of diesel engines |
