The cycloid type gear oil pump is installed in the timing chain cover and is driven directly from the crankshaft. The block is equipped with oil nozzles for cooling and lubricating the pistons.
Cooling
The cooling system is classic: pump drive from the outside of the common accessory drive belt, "cold" (80-84 ° C) mechanical thermostat, throttle body is heated with anti-freeze fluid, traditional stepped control of radiator fans.
On the 2.7 engine, a separate fan motor control unit is used, which allows you to adjust its speed depending on the coolant temperature, air conditioning refrigerant pressure, vehicle speed and crankshaft speed.
Inlet and outlet
The plastic intake manifold is mounted at the rear, the steel exhaust manifold is at the front.
At the inlet of the 2.7 engine, an AICS pneumatic actuator is used, blocking one of the two channels between the air intake and the filter. At low speeds, the system should reduce noise, at high speeds - increase power.
The intake manifold is equipped with vacuum-operated ACIS dampers that change the effective length of the intake tract to increase power. At medium speed and high load, the ACIS valve is closed and air enters through a long channel, in other ranges the valve is open and air passes through a shorter path.
At the end of the intake manifold, behind the throttle valve, Tumble Control System dampers are installed with electric control and position sensor feedback. On a cold engine, the damper closes completely, helping to increase the flow rate and create turbulence in the combustion chamber, this improves lean-burn performance immediately after a cold start. In parallel with this, a later ignition is set in order to reduce the amount of unburned mixture (increase the completeness of fuel combustion) and accelerate the heating of the catalyst. The vacuum created behind the damper contributes to better atomization of the fuel and prevents the formation of a liquid film on the walls of the air channels. On a warm engine, the actuator fully opens the choke, minimizing air resistance.
Accelerator pedal position sensor - non-contact two-channel, Hall effect.
- Camshaft position sensors - magnetoresistive (unlike inductive ones, they provide a digital signal at the output and work properly at low speeds).
- Knock sensor - flat broadband piezoelectric (unlike old resonant type sensors, it registers a wider range of vibration frequencies).
- The first oxygen sensor is a planar fuel mixture sensor (AFS) (89467-), the sensor behind the catalyst is a conventional oxygen sensor.
- Injectors with an extended nozzle are installed in the head of the block and inject fuel as close as possible to the intake valves.
- Fuel line - without return line, pressure pulsation damper - external on the fuel manifold.
electrical equipment
Ignition system - traditional DIS-4 (separate ignition coil for each cylinder). Spark plugs - thin "iridium" SK16HR11 with an elongated threaded part, turnkey "14".
The charging system uses generators with a segment conductor, with a return of 100 A.
In the starting system - a new sample starter with a power of 1.7 kW, with a planetary gearbox and a segmented armature winding, permanent magnets are installed instead of the excitation winding.
Attached units are driven by a single belt, with a separate spring tensioner.
Practice
The key to the reliability of the base engines of this series was their relative simplicity, so the list of characteristic defects is extremely small - the knock of VVT drives that are standard for new Toyotas at startup and the cooling system pump leaks. In general, they can be considered the best representatives of new generations of Toyota engines.
- Variable valve timing system VVT-iW - .
Note. In reviews and articles about Camry, the "electric drive" of phase change was repeatedly mentioned, supposedly used on this particular engine. In fact, a VVT-iW hydraulic drive is installed here, albeit visually unlike past Toyota samples, but still.
It is possible to operate the engine according to the Miller / Atkinson cycle -.
- The injection pump is driven from an additional cam on the intake camshaft.
- A vacuum pump is driven from the rear of the exhaust camshaft.
- Direct injection nozzles appeared in the head of the block.
Lubricant
- Added oil level sensor in the crankcase (top of the sump).
Cooling
- Added EGR liquid cooler and EGR control valve cooling.
Inlet and outlet
- One of the most annoying innovations is the EGR system, which guarantees the traditional problems with carbon formation throughout the intake tract. EGR control - stepper motor.
Unlike 1AR / 2AR, there are no additional drives for changing geometry at the inlet, but a manifold has appeared for a uniform supply of bypassed exhaust gases.
Fuel injection system (D-4S)
Fuel injection - mixed: direct into the combustion chamber and distributed into the intake duct. At low and medium loads, both mixed injection and distributed or direct injection can be used, ensuring the creation of a homogeneous mixture for stable combustion and reduced emissions. Under heavy load, direct fuel injection is used - the evaporation of fuel in the cylinder improves mass filling and reduces the tendency to knock.
Operating modes
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- Mode of layered mixing. Fuel is supplied to the intake port on the exhaust stroke. On the intake stroke, after the valves open, a homogeneous lean mixture enters the cylinder. At the end of the compression stroke, additional fuel is injected directly into the cylinder, enriching the spark plug area. This facilitates initial ignition, which then propagates to the lean mixture charge in the rest of the combustion chamber volume. This mode is used after a cold start of the engine in order to reduce the ignition timing, increase the temperature of the exhaust gases and accelerate the heating of the converter.
injection pump. Single plunger, with dosing and check valve, with pressure relief valve, as well as with a pressure pulsation damper at the inlet to the low pressure circuit. Mounted on the valve cover and driven by a 4-lobed cam located on the intake camshaft. Fuel pressure is regulated within 4..20 MPa depending on driving conditions.
On the intake stroke (A), plunger 2 descends and draws fuel into the pressure chamber.
- At the beginning of the compression stroke (B), part of the fuel is returned back as long as the metering valve 1 is open (thus the required fuel pressure is set).
- At the end of the compression stroke, the metering valve closes and high pressure fuel is pumped through the opening check valve 3 into the fuel manifold.
Fuel manifold (high pressure). Made of cast iron, a pressure sensor is installed in the manifold, providing feedback to the engine control unit.
nozzles(high pressure). The slotted injector injects fuel into the cylinder in the form of a fan flame, which entrains a significant amount of air and increases the mass filling. Teflon/PTFE sealing rings further reduce sprayer vibrations.
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Spark plug. "Iridium" (Denso FK16HBR-J8), gap 0.7-0.8 mm.
- High pressure fuel pump drive from an additional cam on the intake camshaft.
- Vacuum pump drive from the exhaust camshaft (to ensure the operation of the brake booster and turbocharger control drive).
Plastic head cover, with built-in oil separator.
- Two-level cooling jacket in the block head.
- The exhaust manifold is built into the head of the block.
. Crankcase ventilation system.
The use of pressurization means both an increase in the amount of crankcase gases and the impossibility of their removal only in the traditional way using a vacuum in the manifold. Therefore, an ejector operating in pressurization mode is installed in the head cover, so that gases with a high content of hydrocarbons do not enter the atmosphere, but return to the intake and then burn in the cylinder. Thanks to the creation of effective ventilation, Toyota claims the same oil change interval for 8AR as for naturally aspirated engines (however, this is hardly a good idea).
Also in the cover are additional labyrinth chambers of the separator (oil separator) and a conventional PCV valve.
On the block there is another separator chamber for trapping oil from crankcase gases.
In boost mode, crankcase gases are forcibly removed by means of an ejector to the intake.
The ejector operates according to the Venturi principle - crankcase gases are sucked off into the flow of passing compressed air.
Cooling
The engine is equipped with three thermostats at once:
- a traditional thermostat (opening temperature 82°C) in the cooling system inlet pipe controls the flow of fluid through the radiator
- thermostat on the cylinder block (opening temperature 82°C) controls the flow of fluid through the block to ensure the fastest possible heating of the cylinders
- manifold thermostat (closing temperature 83°C), in the fluid supply line to the throttle valve, shuts off the flow at high temperature, in order to avoid excessive heating of the intake air.
- An exhaust manifold built into the head of the block also allows the exhaust gases to be cooled before entering the turbocharger.
Lubricant
Variable displacement oil pump, similar to the ZR Valvematic - series engines.
Oil supply control through nozzles.
The pressure reducing and control valves are installed, oddly enough, in the inlet pipe of the cooling system.
1) Oil is supplied to the rear of the pressure reducing valve, cutting off the oil supply to the nozzles.
2) The oil supply for the back pressure of the pressure reducing valve is stopped, the valve opens and oil is supplied to the nozzles.
. A "two-chamber" oil pan that excludes some of the oil from circulation. In this case, the circulating volume of oil warms up faster, and a separate volume serves as additional thermal insulation. After the engine is stopped, all the oil is mixed through the connection window, acquiring the same properties in terms of aging.
Inlet and outlet
Turbocharger - type twin-scroll (double scroll) - gases from cylinders 1/4 and 2/3 are fed to the turbine impeller through separate channels at different angles, which provides some increase in efficiency without the use of variable guide vane geometry.
The turbocharger itself is declared as a development of Toyota / Lexus (Miyoshi plant), the steel volute is made of a material with a reduced nickel content to reduce thermal deformation, the impeller is made by electron beam welding. The maximum boost pressure is about 1.17 bar, the maximum speed is 180.000 rpm.
The boost pressure is controlled through the classic wastegate (gas bypass valve past the turbine).
With the engine off, the WGT valve is open.
- At startup, the vacuum control valve cuts off the vacuum from the pump to the drive, which in turn opens the WGT. As a result, hot exhaust gases flow directly into the converter to speed up its warm-up.
- At light loads where boost is not needed, an open WGT reduces drag and exhaust pumping losses. By reducing the amount of residual gases, the stability of the combustion process is increased.
At high load, the WGT closes and the turbine starts up.
The air bypass valve is used to prevent a situation where, when the throttle is closed abruptly, the pressure between the turbocharger and the throttle increases, up to the occurrence of a reverse flow, accompanied by extraneous noise.
The turbocharging system uses an independent cooling circuit with an electric pump and its own radiator.
Intercooler (intermediate charge air cooler) - water-air type.
- With the help of a controlled electric pump, the ECM changes the flow rate of the liquid and the degree of cooling.
Fuel injection system (D-4ST)
The mixed injection system operates in the same modes as on the 6AR-FSE, with some difference in the load / speed ranges.
Spark plug- NGK DILFR7K9G, gap 0.9 mm.
Launch system
The introduction of the Stop-Start system entailed the installation of a new starter type TS (tandem solenoid / dual solenoids). Independent solenoids for the pull-in winding and for the electric motor, allow engagement with the rotating ring of the flywheel, providing the ability to quickly start immediately after turning off the engine.
Toyota's AR engine series began its history relatively recently - the first units appeared in 2008. At the moment, these are popular engines that are respected by Japanese car drivers to a greater extent in the United States and Canada. Although, some members of the family are spreading around the world.
Specifications 2AR-FE
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For the 2AR-FE motor, the characteristics were created taking into account the versatility of its application. The technical data of the unit allows you to install it in almost any car of the concern, except for its smallest representatives and large SUVs. The main indicators of the engine are as follows:
A reliable fuel system and moderate power prophesy to the engine such reliability in operation, which Toyota engines were famous for in the early 90s of the last century. The Japanese abandoned many technologies that marked the third generation of the group's engines. Because of this, the unit began to weigh as much as 147 kilograms, to produce less power per usable volume, but at the same time it began to save fuel. Compared to its predecessor, the 2AR-FE engine consumes 10-12% less gasoline. The increased resource of the motor is also interesting. Now it can be repaired, because thin-walled aluminum cylinder blocks are a thing of the past. Before the first overhaul during normal operation, the engine can drive 200 thousand kilometers. Then repairs will require each 70-100 thousand. But the unit cannot be called a millionaire either - the maximum resource is 400-500 thousand kilometers.
Technical problems
2AR-FE installed in Toyota Camry
To date, there is not too much data on the popular problems of Toyota 2AR-FE engines. Not so long ago, the production of cars with this unit began in Indonesia, China, Taiwan, and before that, the operation of the unit took place in excellent conditions in the USA, Canada and Japan.
And yet, the unit has several childhood diseases. This is a knock in the timing belt mechanism area. The VVT timing change actuators are knocking. In conditions of not too good fuel, they quickly fail.
Also, not very reliable operation of the cooling system pump was noticed. She often leaks.
The rest of the 2AR-FE does not compromise itself as a bad power unit. So far, 2AR-FE reviews allow us to consider it one of the best units of the latest generation of Toyota.
Where was the engine installed?
The list of models that the unit sets in motion is not so large. These are the following models:
- Camry (in two versions);
- Scion TC.
Probably, in the future, the line of cars in which the 2AR-FE engine is installed will expand, because the unit shows itself only from the best side.
Motors are the main reason for the pride of Toyota car owners. If you pay attention to modern engine building, you can see that all manufacturers tend to make unreliable turbocharged engines with small volumes. This is done to comply with new environmental regulations.
Toyota took a different path, deciding to continue to produce reliable aspirated with large volumes.
Their environmental standard is achieved through a number of improvements to the gas distribution system, the presence of additional nozzles in the intake manifold, as well as dual-mode operation.
Two-liter unit 6AR-FSE
Over the years, time-tested 1AZ-FE engines were installed on all generations of Camry, which were only being finalized, but the overall design was the same. They were incredibly reliable: their resource reached 500 thousand kilometers. For the model, they were altered thoroughly.
The engine, having the same volume, has become 13 percent more economical and 17 percent faster. The upgraded version accelerates the car by as much as two seconds faster than its predecessors. Such high manufacturability has affected the resource, which has become smaller. This does not mean that the engine has become unreliable, just now its resource is 350 thousand kilometers, which is very good compared to modern engines that can work half as much without breakdowns.
A huge advantage of the 6AR-FSE is the timing chain drive, which is able to work without problems for 200 thousand kilometers.
Combined injection system
The new engine at idle and while driving operates in two different modes. This reduces CO2 emissions and saves fuel. At idle, the unit operates according to the Atkinson cycle, the essence of which is a lower compression ratio and a lower fuel supply. As soon as the drive is applied to the motor, it switches to normal operation.
In normal mode, the car runs with a high compression ratio, almost the same as that of sports units. Mazda has a similar technology called Skyactive. But if Mazda's high-tech engine is designed for 98th gasoline, then Toyota's is imprisoned for 92nd.
This is the most popular Camry engine and most Camrys come with it.
The main characteristics of the motor are shown in the table below.
2.5 liter 2 AR-FE
The 2.5 liter Toyota Camry engine was designed in 2012. This is the best option in terms of dynamics and consumption. If the new 6AR-FSE's 2.0-litre is only enough to comfortably ride around town, the 2.5-litre can allow aggressive driving. Like all Toyota vehicles, this engine is reliable. Despite the large volume, Camry 25 has only 4 in-line cylinders. Such a unit is the most reliable among the line and is able to drive 500 thousand kilometers without major repairs.
An important technical solution is the presence of cast-iron liners in an aluminum cylinder block.
As a result, the 2 AR-FE is as durable as cast iron, but made of aluminium. Like a two-liter counterpart, it has a durable timing chain.
The big disadvantage of 2 AR-FE is that it is not repairable. This is even stated in the description for the Toyota Camry 2.5 engine. Of the minor disadvantages, one can name the flow of the pump and the knock of the shafts of the VVT-i system. This problem does not affect the resource in any way, it only worsens the sound, but it should be understood that if the spare part makes a characteristic sound, then it will soon become unusable.
The main specifications for the Camry 2.5 engine are given below.
Conclusion
Many are faced with a choice: which engine is better to choose. If you buy a car for up to ten years, then will save fuel. Otherwise, 2.5 is ideal. All the units listed above are very reliable, but the best is for the XV50 2.5 AT with 181 hp. This engine gives good dynamics and a high resource. The most popular 2-liter is also good, but has a more complex design and a slightly lower margin of safety. The two-liter 6AR-FSE, designed in 2012, is the most common, not because it is the best, but because it is available on most Camry trim levels.
Engine Toyota Camry 2.5 liters of the 2AR-FE series began to be installed on the Camry after 2008. In various modifications, the power unit produces from 154 to 181 hp. Today, in our country, dealers offer Camry 2.5 with a capacity of 181 hp. Read more about this motor below. 
Camry 2.5 engine device
The in-line 4-cylinder 16-valve naturally aspirated unit has an aluminum cylinder block and a timing chain drive. For ease of maintenance in the cylinder head, the camshaft bearing housing is made separately. There are also hydraulic lifters. The motor has a variable valve timing system on both shafts. Cast iron sleeves are fused into the material of the block, and their special uneven outer surface contributes to the most durable connection and improved heat dissipation. Unfortunately, a major overhaul of an engine with a bore or sleeve is not provided. That is, after the allotted service life, or the loss of block geometry (due to engine overheating), the cylinder block can be thrown into the trash.
The VVT-i system (DVVT - Dual Variable Valve Timing) allows you to change the valve timing within 50 ° for intake and 40 ° for exhaust, which allows you to make the most efficient use of the resources of the Toyota Camry 2.5 liter engine. The EFI engine management system includes distributed, sequential fuel injection, electronically controlled throttle. Interestingly, the control of engine operating modes takes into account the presence of an anti-slip system and takes on some of the functions of the stabilization system and cruise control.
A feature of the engine can be considered the displacement of the crankshaft relative to the axis of the pistons to reduce the load on the piston group. The crankshaft has 8 counterweights on the cheeks, reduced width journals and traditional separate main bearing caps. A balance mechanism with polymer gears is driven from the crankshaft by means of a gear transmission. Look at the picture below.
Cylinder head Toyota Camry 2.5
The cylinder head is made of aluminum alloy and is made of -
1 - bearing cap, 2 - camshaft housing, 3 - cylinder head, 4 - spark plug hole, 5 - exhaust valve, 6 - intake valve. look at the picture above.
Camry camshafts are installed in a separate housing, which is then mounted on the block head - this simplifies the design and processing technology of the cylinder head itself. The valve actuator uses hydraulic valve clearance compensators and roller tappets/rockers.
Camry 2.5 engine timing drive
The gas distribution mechanism is driven by a single-row chain (pitch 9.525 mm). The hydraulic chain tensioner with a locking mechanism is installed on the inside of the cover, but has access through the service hole. The chain is lubricated with a separate oil nozzle. Timing drive diagram Toyota Camry 2.5 further in the figure.
Timing chain drive and consists of the following elements.
1 - intake camshaft sprocket
2 - damper
3 - intake camshaft
4 - exhaust camshaft
5 - rocker
6 - tensioner shoe
7 - chain tensioner
8 - exhaust camshaft sprocket
9 - damper, 10 - inlet valve
11 - exhaust valve
12 - hydraulic compensator
13 - chain.
There is actually another small chain that transfers torque from the crankshaft sprocket to the oil pump sprocket.
Characteristics of the engine Toyota Camry 2.5 l.
- Working volume - 2494 cm3
- Number of cylinders - 4
- Number of valves - 16
- Cylinder diameter - 90 mm
- Piston stroke - 98 mm
- Timing Drive - Chain (DOHC)
- HP power (kW) - 181 (133) at 6000 rpm in min.
- Torque - 231 Nm at 4000 rpm. in min.
- Maximum speed - 210 km / h
- Acceleration to the first hundred - 9 seconds
- Fuel type - gasoline AI-92
- Fuel consumption in the city - 11 liters
- Combined fuel consumption - 7.8 liters
- Fuel consumption on the highway - 5.9 liters
The Camry engine is only mated to an automatic 6-speed torque converter transmission. What is interesting, especially for Russia, the engine was tuned for the use of AI-92 gasoline.
Toyota Rav 4 has always positioned itself as a compact crossover, more designed for young people. Actually, the decoding of the RAV abbreviation speaks of the main idea laid down by the manufacturer at the heart of the Japanese car - the Recreational Active Vehicle 4 Wheel Drive. What does it mean - all-wheel drive vehicle for outdoor activities. It is the number 4 that indicates that the torque from the engine in this car is transmitted to all four wheels. RAV 4 has been a leader in its segment for several years.
The first generation was released back in 1994. At that time, it was a truly unique car: 3-door or 5-door layout, independent wheel suspension and load-bearing body structure. Crossover with great enthusiasm began to acquire drivers leading an active lifestyle. Over the years, the model has not lost its relevance, on the contrary, it has become even more popular. Today, the fourth generation of the model is successfully rolling off the assembly line. And already in 2019, Toyota will begin production of the 5th generation of cars. In this article we will talk about what is the resource of the Toyota Rav 4 engine of the very first and latest generations.
Line of power units
Toyota does not hide the fact that each new generation of the model is mainly intended for a young category of drivers aged 25-30 years. A bold statement, one might say that it is even a challenge. However, the Japanese do not give up their words at all - they constantly offer new equipment. The line of power units Rav 4 is updated with an enviable frequency, as well as the design, interior and functionality of the crossover. Initially, the model was equipped with a 2.0-liter 3S-FE engine with a capacity of 135 forces, after some time a modification of the 3S-GE engine with 178 forces appeared. Both motors are aggregated with a manual or automatic transmission.
Performance characteristics 3S-FE:
- Fuel used: AI-92, AI-95;
- Cylinder diameter: 82 mm;
- Number of valves: 16;
- Valves per cylinder: 4;
It is worth saying that Toyota has always had not only all-wheel drive, but front-wheel drive modifications that have found a buyer in North America and Japan. Already with the release of the 2nd generation, the Japanese offer new options for power plants: a 2-liter 1AZ-FE, 1AZ-FSE with 150 horsepower, a 2.4-liter 2AZ-FE and 2AZ-FSE with a declared power of 160 hp. The two-liter D-4D diesel engine, which is characterized by good traction, also finds its customers.
Characteristics of 1AZ-FE:
- Engine type: 4-cylinder DOHC;
- Fuel used: AI-95;
- Environmental standard: Euro-5
- Cylinder diameter: 86 mm;
- Potential resource: 400 thousand km.
But, perhaps, the Japanese offer the greatest variety with the release of the 4th generation Toyota Rav 4. At this time, two brand new 2.0 and 2.2 liter turbodiesels immediately appear. The 2.4 engine that has gone down in history successfully replaces the structurally improved 2.5-liter engine with 180 horsepower. As for the popularity of certain types of power plants, the domestic drivers liked the 2.0-liter 1AZ-FE gasoline engine the most - it is unpretentious, reliable, resource-intensive. The 2.2-liter turbodiesel, which appeared in the fourth generation of the crossover, is also gaining popularity.
Nominal and actual motor life
A chain serves as a timing drive in all gasoline crossover engines. Its resource is noticeably higher than on other representatives of this auto segment - 150 thousand km. The owners of Rav 4 note that after this mark, its stretching begins, therefore, it is not recommended to operate the car on the same chain for more than 150,000 km. A two-liter naturally aspirated 1AZ-FE engine, with high-quality and timely service, travels at least 300 thousand km. The cases when this engine traveled 400 and even 500 thousand kilometers are not isolated. The potential in this modification of the power plant is rather big.
Approximately the same resource for another aspirated 2.0 liter - 3S-FE. This is a fairly reliable power unit, which is an exact copy of the 2.2-liter engine from Toyota Camry, but with one difference - it does not have balancing shafts. The motor works fine on the AI-92, its valves do not suffer in the event of a break in the timing drive. Together with the drive, the roller and pump are also changed. The main thing is to respond in time to the slightest malfunctions, as well as to replace consumables with high-quality counterparts or original parts.
The 2.2-liter AD-FTV turbodiesel is equipped with a belt drive. As a rule, the motor does not cause any particular problems during the first 250-280 thousand kilometers. After that, it may be necessary to replace the injectors, which are seriously affected by poor quality fuel. Often, owners have to clean the VRV and EGR vacuum valve ahead of schedule. In some cases, these elements fail prematurely. Their replacement costs 30-50 thousand rubles. Potentially, the 2.2-liter engine is capable of driving 300,000 km on Russian roads. To extend the life of the unit, it is recommended to clean the nozzles every 10-15 thousand kilometers.
Owner reviews Toyota RAV 4
The 2.5-liter petrol engine appeared relatively recently. It is not yet possible to say unequivocally what its resource is in practice. However, there is no reason to doubt the high quality of the assembly of the power plant. 2AR-FE proved itself from the best side even during installation on Toyota Camry. It is structurally perfect, has no obvious shortcomings and chronic "sores". Perhaps the only weakness of the modification is that the 2AR-FE cannot be overhauled. On the other hand, with the systematic passage of maintenance, the engine is able to work out 400 thousand kilometers. About what is the resource of the Toyota Rav 4 engine, an exhaustive answer will be given by the reviews of the owners.
Engine 2.0 (1AZ-FE, 3S-FE, 3ZR-FAE)
- Kirill. Novokuznetsk. In 2002, he purchased a Toyota RAV 4, generation 2, 1AZ-FE engine. Now there are 280 thousand km on the odometer. So far, the engine feels cheerful: it starts easily, I don’t add oil, black smoke from the exhaust pipe doesn’t come down. Always adhered to the regulations for maintenance, poured only the recommended oil. The only thing I don't like is the installation cylinder block. It is made of aluminum, and cast-iron sleeves are pressed into it. Capital is almost impossible to implement, although some craftsmen take on such work and give a guarantee of 20 thousand km, which, of course, is ridiculous. I hope the car will last another 100-120 thousand, 400,000 crossovers go with such a motor.
- Sergey, Kazan. Many say that it is impossible to carry out a major overhaul on the 1AZ-FE, and so, I hasten to dispel the myths. In 2010, Rav 4, 3rd generation, with a 2.0-liter “killed” engine, got it. The car was produced in 2007, and at that time the mileage was 50 thousand kilometers. In general, the former owner never changed the oil at all, plus the engine constantly overheated. 1AZ-FE is terribly afraid of overheating, whatever the mileage. In general, I took a car at a bargain price and decided to repair the engine. What they did: grinding the cylinder head, replacing parts of the connecting rod and piston group and rings, cleaning the crankcase ventilation. Repair cost 70 thousand rubles. Now the mileage is already 200 thousand kilometers, the flight is normal.
- Yuri, Moscow. I have a Toyota RAV 4 3S-FE, 1st generation, 1998. The car is now 20 years old. During this time, 400,000 km were covered. Major repairs were not done. I know many who have already undergone the same modification for half a million and at least something. This assembly is sensitive to engine oil quality. Filling it up is not worth it. For 3S-FE engines manufactured before 1996, the recommended oil with a viscosity of 5W40 is best suited, and for those manufactured after 96, 5W30. You need to pour only a quality product. Chain resource - 150,000 km. The motor is of high quality, reliable, troubles over trifles begin only after overcoming the mark of 200,000 km.
- Albert, St. Petersburg. I have a Toyota 3ZR-FAE, a 2010 car. There are no complaints about the quality of the car. The power unit pleases, for 160,000 km of run it actually did not bother with anything. Requires only high-quality oil and fuel. "Maslozhor" did not notice, on average it consumes 8 liters per 100 km. There were problems only with the control unit, but in the end I solved it quickly at the service center. In general, another high-quality unit from Japanese engineers.
There is no doubt about the reliability and quality of Toyota Rav 4 atmospheric power plants with a working volume of 2 liters. Potentially, they can go half a million, and only because of a careless attitude to the motors and non-compliance with the regulations for scheduled maintenance, in most cases, these motors exhaust their resource at the turn of 300 thousand km.
Engine 2.2 (2AD-FTV turbodiesel)
- Alexey, Novorossiysk. Toyota Rav 4, 2013, 2.2 liter turbodiesel, 150 horsepower. Passed already 75 thousand km. There were no problems. You can get the most out of a diesel engine if you follow some rules. Change the fuel filter every 30 thousand km, oil after 7-8 thousand km, fill in only the recommended one. Take care of the turbine, after long trips do not immediately turn off the engine, let it run for 10 minutes without load. This engine is picky about the quality of diesel fuel. Even one unsuccessful refueling can break the engine. At the service station they told me recently that the resource of a turbodiesel is quite large, but what exactly is one can only guess. No official data, only personal experience. I assume that 300-350 thousand 2AD-FTV is able to pass.
- Vyacheslav, Tula. I took the car in 2015, a 2.2-liter turbodiesel. Wound 60,000 km in three years. I travel a lot, went on a big trip around Russia. What can I say about the car and its engine? The crossover feels great at low revs, I especially like the movement on the Rav 4 along the serpentine. Pulls uphill well, no problems. In terms of dynamics - playful and cheerful. The dealership said that with proper maintenance, there would be no problems at all up to 200 thousand km. They recommended pouring ECTO-diesel into Lukoy, saying that the engine does not experience problems with it, and there will be no breakdowns in the fuel system. Let's see.
The owners of the turbodiesel modification note the high dynamic performance of the car. The diesel engine runs quietly, there are no extraneous sounds in the cabin. At the same time, the motor is quite reliable - the actual resource of the Toyota Rav 4 2.2 liter engine is 300,000 km. The turbine is also of high quality, operating smoothly for 200,000 km, after which it may need minor repairs.
Engine 2.5 (2AR-FE)
- Anatoly, Kostroma. I used to drive a Toyota Camry, after which I decided to purchase a Rav 4 with a new 2.5-liter 2AR-FE engine with an Aisin U760E gearbox. Crossover 4th generation, 2014 release. The 2AR-FE installation replaced the 2.4-liter 2AZ-FE, I recommend that everyone pay attention to the first engine when choosing. What can I say about its reliability? In four years, little has been covered - 80 thousand kilometers. Its cylinders are cast from aluminum alloy - take care of the motor from overheating. 2AR-FE is better than 2AZ-FE in all respects, and its resource is longer. Connoisseurs say that it is quite realistic to go half a million on it, perhaps its only drawback is a weak chain. After 100 thousand km, it needs to be replaced, I haven’t gone through it myself yet, but I’m already getting ready. Listen to the work of the “heart” of the car, if there is a knock, check the VVT drive.
- Ilya, Tyumen. Toyota RAV 4 2AR-FE can rightfully be called one of the most successful assemblies of recent generations. Firstly, the "oil burner" was completely eliminated, this engine consumes everything in moderation. Secondly, bugs with the notorious . Personally, in the two years of operation of the crossover (I have been driving since 2017) I have not experienced any problems. As for gasoline. There is good fuel in Russia, I myself know several good gas stations. The resource of the Toyota Rav 4 engine entirely depends on the owner. Someone walks 300-350 thousand km without the slightest intervention, someone manages to “put down” the engine for 100 thousand mileage.
- Vasily, Moscow. Today, without much difficulty, you can find companies that manufacture cast iron sleeves and press them into the 2AR-FE aluminum block. The Toyota RAV 4 2.5 has already covered 200,000 km. During this time, I changed only the chain and after 120 thousand km the catalyst flew. There were no more breakdowns. Naturally, I change consumables and purchase a lubricant recommended by the manufacturer. I refuel at Lukoil AI-95, as for me, there is the best fuel. It is felt that the crossover is still at least the same. And then you can carry out major repairs at your own peril and risk.
The 2AR-FE power unit is quite good in terms of design, it does not have any serious flaws and shortcomings. With quality service and due attention, it will definitely not let you down during the first 350 thousand kilometers.
