Millions Toyota engines are legendary engines from Japan. Toyota engines strengths and weaknesses Toyota inline 4 cylinder engines
The most popular in Russia car brand Toyota is rightfully considered. These are cars of the Japanese concern, which have established themselves as reliable, economical, pleasant to drive and easy to repair. Of course, Toyota engines played a major role in this. The article provides an overview of Toyota engine models, the main features of engines, their areas of application, advantages and disadvantages.
Petrol engines
Series | Type of | Description | Peculiarities |
---|---|---|---|
A | 2A, 3A, 5A-FE | Gasoline four-cylinder carburetor engines. Installed on Corolla cars... Some of its variants are produced in factories in China for internal use and are not exported. | Installation along the longitudinal and transverse axis of the vehicle is possible. |
7A-FE | Slow-speed engines of a younger generation with increased displacement. | Used on Corolla, but can be installed on Corona, Carina, Caldina cars using LeanBurn - fuel combustion system. | |
4A-FE | Type of engines using electronic injection. It became widespread due to a successful design solution and the practical absence of defects. | ||
4A-GE | Forced version using 5 valves in one cylinder and VVT system - variable valve timing. | ||
E | 4E-FE, 5E-FE | Basic variants of this series. | Applicable for Corolla, Tercel, Caldina, Starlet |
4E-FTE | Turbocharged engine. | ||
G | 1G-FE | Most reliable engine developed in 1990. | Used on Mark II and Crown |
1G-FE VVT-i | New technologies have been applied: a variation of the intake manifold geometry and an electrically controlled throttle valve. | ||
S | 3S-FE, 4S-FE | Basic engine versions, widely used and reliable. | Installed on Corona, Vista, Camry |
3S-GE | Forced engine type. Used for sports cars. | ||
3S-GTE | Turbine engine. It is expensive to maintain. Expensive Toyota engine repair and maintenance. | ||
3S-FSE | Direct injection gasoline engine. The motor is difficult to maintain and repair. | ||
5S-FE | Fits on large front wheel drive vehicles. | ||
FZ | Classic option for Land cruiser in 80 and 100 bodies. | ||
JZ | 1JZ-GE, 2JZ-GE | Basic modification. | Used for Crown and Mark II |
1JZ-GTE, 2JZ-GTE | Turbocharged engines | ||
1JZ-FSE, 2JZ-FSE | Direct injection motors | ||
MZ | 1MZ-FE, 2MZ-FE | Aluminum frame motors manufactured by Toyota plants in the USA for export. | Camry-Gracia, Harrier, Estima, Kluger, Camry-Windom. |
3MZ-FE | Forced modification, manufactured for export to America | ||
RZ | Motors used in jeeps and minibuses. Have individual ignition coils for each cylinder | ||
TZ | 2TZ-FE, 2TZ-FZE | Basic and forced motor options for the Estima model | The propeller shaft has made any renovation work on the engine |
UZ | Engines designed for large SUVs like Tundra and models with rear wheel drive(Crown) | ||
VZ | A series of motors with high consumption of gasoline and oil. No longer produced | ||
AZ | Analogue of the S series. Used on cars of class C, B and E, SUVs and minivans. | ||
NZ | Hassle-free third generation forced engines. | ||
SZ | The series was developed by the Daihatsu plant for the Vits car | ||
ZZ | Series - replacement for class A. Installed on Rav 4 and Corolla, and were famous for their economy. Produced for export to Europe. | The disadvantage of the series is that due to the lack of Japanese counterparts, it is impossible to buy a contract Toyota engine. | |
AR | USA Mid-Range Engine Series | Powered by Highlander, Camry, Rav 4 | |
GR | A widespread type that replaces the MZ series. Applicable to many families of Toyota cars | The presence of a block of light alloys. | |
KR | Upgrade of the SZ series with three cylinders and the use of an alloy block | ||
NR | Small engines for Yaris and Corolla vehicles | ||
TR | Modifications of serial motors type MZ | ||
UR | Modern motors for jeeps and cars with rear wheel drive. Modification of the UZ series. | ||
ZR | Substitutes for AZ and ZZ. Equipped with DVVT system, hydraulic lifters and Valvematic. |
Diesel Engines
Series | Description |
---|---|
N | Engines of small resource and volume are no longer produced. |
2 (3) C-E | Motors equipped with an electronic fuel pump control system. Difficult to repair. |
2 (3) S-T | Short-lived turbocharged diesels suffering from constant overheating. |
2 (3) L | The most reliable engines in the naturally aspirated range. |
2L-T | The most unsuccessful turbodiesel. Overheats even after prolonged driving under normal conditions. |
1HZ | Reliable naturally aspirated diesel for Land Cruiser jeeps |
1ND-TV | Diesel of small volume, highly accelerated and equipped with a unique Common Rail system. |
1KZ-TE | Turbocharged successor of the 2L-T series with corrected shortcomings and increased volume. |
1KD-FTV | Modification of the previous version. Toyota engine device includes Common system Rail. |
). But here the Japanese "screwed up" the ordinary consumer - many owners of these engines faced the so-called "LB problem" in the form of characteristic dips at medium speed, 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 (to the state of the candles and high-voltage wires these engines are especially sensitive), or all together - but sometimes the lean mixture simply did not ignite.
"The 7A-FE LeanBurn engine is low-speed, and it is even more powerful than the 3S-FE due to the maximum torque at 2800 rpm."
The special high-torque at the bottom of the 7A-FE in the LeanBurn version is one of the common misconceptions. All civil 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 heights of these peaks are almost the same (within 5 Nm), but the STD motors get the second peak a little higher, and the 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 gives out already in the region 1700-1900 rpm.
4A-GE 20V (1991-2002)- the forced motor for small "sporty" 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, the VVT system (the first use of variable valve timing on Toyota), a redline tachometer at 8 thousand. Minus - such an engine was even initially inevitably stronger "ushatan" in comparison with the average serial 4A-FE of the same year, since it was bought in Japan not for economical and gentle driving.
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 conventions:
V - working volume [cm 3]
N - maximum power [h.p. at rpm]
M - maximum torque [Nm at rpm]
CR - compression ratio
D × S - cylinder diameter × piston stroke [mm]
RON - the manufacturer's recommended octane number of gasoline
IG - type of ignition system
VD - collision of valves and piston when the timing belt / chain is destroyed
"E"(R4, strap) |
4E-FE, 5E-FE (1989-2002)- basic 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)- turbo version that turned the Starlet GT into a mad stool
On the one hand, this series has few critical places, on the other, it is too noticeably inferior in the durability of the A series. Very weak crankshaft oil seals and a smaller resource of the cylinder-piston group are characteristic, moreover, formally not subject to overhaul. It should also be remembered that the engine power must correspond to the class of the car - therefore, quite suitable for Tercel, the 4E-FE is already weak for the Corolla, and the 5E-FE for the Caldina. Working to their maximum capacity, they have a lower resource and increased wear compared to larger 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 one name there were actually two different engine... In the optimal form - worked out, reliable and without technical refinements - the engine was produced in 1990-98 ( 1G-FE type "90). Among the disadvantages is the oil pump drive timing belt, which traditionally does not benefit the latter (during a cold start with heavily thickened oil, the belt may jump or shear the teeth, there is no need for extra oil seals leaking into the timing case), and a 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, due to an increase in the compression ratio and maximum revs, the power increased by 20 hp. The engine received a VVT system, an intake manifold geometry change system (ACIS), tamper-free ignition and a throttle valve with electronic control(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 hydraulic belt tensioner appeared, the cylinder block and the entire cylinder-piston group were updated, the crankshaft changed. Most of the spare parts 1G-FE type "90 and type" 98 have become non-interchangeable. Valve 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 simplicity, only one name remains 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 of the appearance of the series.
5K (1978-2013), 7K (1996-1998)- carburetor versions. The main and practically the only problem is a too complex 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 injection 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, strap) |
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 fumes (with a mileage of 200 t.km), the timing belt is overloaded by the pump and oil pump drive, 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 problem-free behavior. Serious defects should be attributed to those occurring, mainly in the late type "96, breaks of the connecting rod bolts - see. "3S Engines and the Fist of Friendship" ... Once again, it is worth recalling that on the S series it is dangerous to reuse connecting rod bolts.
4S-FE (1990-2001)- the version with a reduced working volume, in design and in operation, is completely similar to the 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 development block head", produced in a variety of options with varying degrees of boost and varying design complexity for sporty models based on the D-class. Its versions were among the first Toyota engines with VVT, and the first with DVVT (Dual VVT - variable valve timing system on the intake and exhaust camshafts).
3S-GTE (1986-2007)- turbocharged version. It is not out of place to recall the features of supercharged engines: the high cost of maintenance ( the best oil and the minimum frequency of its replacement, the best fuel), additional difficulties in maintenance and repair, a relatively low resource of a forced engine, a limited resource of turbines. All other things being equal, it should be remembered: even the first Japanese buyer took a turbo engine not for driving "to a bakery", so the question of the residual resource of the engine and the car as a whole will always be open, and this is triple critical for a car with mileage in Russia.
3S-FSE (1996-2001)- version with direct injection (D-4). The worst gasoline engine Toyota in history. An example of how easy it is to turn a great engine into a nightmare with an irrepressible thirst for improvement. Take cars with this engine strongly discouraged.
The first problem is the wear of the injection pump, as a result of which a significant amount of gasoline enters the crankcase, which leads to catastrophic wear of the crankshaft and all other "rubbing" elements. A large amount of carbon deposits accumulates in the intake manifold due to the operation of the EGR system, affecting the ability to start. "Fist of Friendship"
- standard end of career for most 3S-FSE (defect officially recognized by the manufacturer ... in April 2012). However, there are enough problems for the rest of the engine systems, which has little in common with normal S series motors.
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-disconnectable 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)- basic 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 most best options with direct injection.
The motors do not have significant drawbacks, they are very reliable with reasonable operation and proper care (unless they are sensitive to moisture, especially in the DIS-3 version, therefore it is not recommended to wash them). They are considered ideal tuning blanks for varying degrees of viciousness.
After modernization in 1995-96. the engines received the VVT system and tamblerless ignition, became a little more economical and more powerful. It would seem that one of the rare cases when the updated Toyota engine has not lost in reliability - however, we have repeatedly not only heard about problems with the connecting rod-piston group, but also saw the consequences of pistons sticking with their subsequent 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 liner cylinder block does not imply the possibility of overhaul with a bore for the overhaul size, there is a tendency to oil coking and increased carbon formation due to intense thermal conditions and cooling characteristics. 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)- version with increased displacement for the North American market and hybrid power plants.
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, in general it is characterized positively, you can pay attention only to the overcomplicated timing drive and balancer mechanism. The engine was often installed on the model of the Gorky and Ulyanovsk automobile plants of the Russian Federation. As for consumer properties, the main thing is not to count on a high thrust-to-weight ratio of rather 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)- a 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)- basic engine of the series, for passenger cars. In 1997, it received variable valve timing and a tamper-free ignition.
2UZ-FE (1998-2012)- version for heavy jeeps. In 2004 it 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 cars proved to be unreliable and capricious: a fair love of gasoline, eating oil, a tendency to overheat (which usually leads to warping and cracking of the cylinder heads), increased wear on the crankshaft main journals, a sophisticated hydraulic fan drive. And to all - the relative rarity of spare parts.
5VZ-FE (1995-2004)- used on HiLux Surf 180-210, LC Prado 90-120, large vans of the HiAce SBV family. This engine turned out to be unlike its counterparts and quite unpretentious.
Engine | V | N | M | CR | D × S | RON | IG | VD |
1VZ-FE | 1992 | 135/6000 | 180/4600 | 9.6 | 78.0 × 69.5 | 91 | dist. | yes |
2VZ-FE | 2507 | 155/5800 | 220/4600 | 9.6 | 87.5 × 69.5 | 91 | dist. | yes |
3VZ-E | 2958 | 150/4800 | 245/3400 | 9.0 | 87.5 × 82.0 | 91 | dist. | no |
3VZ-FE | 2958 | 200/5800 | 285/4600 | 9.6 | 87.5 × 82.0 | 95 | dist. | yes |
4VZ-FE | 2496 | 175/6000 | 224/4800 | 9.6 | 87.5 × 69.2 | 95 | dist. | yes |
5VZ-FE | 3378 | 185/4800 | 294/3600 | 9.6 | 93.5 × 82.0 | 91 | DIS-3 | yes |
"AZ"(R4, chain) |
For details on the design and problems, see the big review "Series AZ" .
The most serious and massive defect is the spontaneous destruction of the thread for the cylinder head bolts, leading to a leakage of the gas joint, damage to the gasket and all the ensuing consequences.
Note. For japanese cars 2005-2014 release is valid recall campaign by 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 series E and A, installed since 1997 on models of classes "B", "C", "D" (Vitz, Corolla, Premio families).
"NZ"(R4, chain)
For more details on the design and differences of modifications, see the large overview. "NZ Series" .
Despite the fact that the engines of the NZ series are structurally similar to the ZZ, they are quite forced and work even on class "D" models, they can be considered the most problem-free of all 3rd wave engines.
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) |
For details on the design and problems, see the overview "ZZ Series. No margin for error" .
1ZZ-FE (1998-2007)- the basic and most common engine of the series.
2ZZ-GE (1999-2006)- a forced engine with VVTL (VVT plus the first generation 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 models of the European market. 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) |
For details on the design and various modifications - see the overview "AR Series" .
Engine | V | N | M | CR | D × S | RON |
1AR-FE | 2672 | 182/5800 | 246/4700 | 10.0 | 89.9 × 104.9 | 91 |
2AR-FE | 2494 | 179/6000 | 233/4000 | 10.4 | 90.0 × 98.0 | 91 |
2AR-FXE | 2494 | 160/5700 | 213/4500 | 12.5 | 90.0 × 98.0 | 91 |
2AR-FSE | 2494 | 174/6400 | 215/4400 | 13.0 | 90.0 × 98.0 | 91 |
5AR-FE | 2494 | 179/6000 | 234/4100 | 10.4 | 90.0 × 98.0 | - |
6AR-FSE | 1998 | 165/6500 | 199/4600 | 12.7 | 86.0 × 86.0 | - |
8AR-FTS | 1998 | 238/4800 | 350/1650 | 10.0 | 86.0 × 86.0 | 95 |
"GR"(V6, chain) |
For details on the design and problems, see. great overview "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) |
For details on the design and modifications - see overview "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. Part of 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 phases at the inlet VVT-iE.
1UR-FE- with distributed injection, for cars and jeeps.
2UR-GSE- Forced version "with Yamaha heads", titanium intake valves, D-4S and VVT-iE - for -F Lexus models.
2UR-FSE- for hybrid power plants of top Lexus - with D-4S and VVT-iE.
3UR-FE- Toyota's largest gasoline engine for heavy SUVs, with multipoint injection.
Engine | V | N | M | CR | D × S | RON |
1UR-FE | 4608 | 310/5400 | 443/3600 | 10.2 | 94.0 × 83.1 | 91-95 |
1UR-FSE | 4608 | 342/6200 | 459/3600 | 10.5 | 94.0 × 83.1 | 91-95 |
1UR-FSE hp | 4608 | 392/6400 | 500/4100 | 11.8 | 94.0 × 83.1 | 91-95 |
2UR-FSE | 4969 | 394/6400 | 520/4000 | 10.5 | 94.0 × 89.4 | 95 |
2UR-GSE | 4969 | 477/7100 | 530/4000 | 12.3 | 94.0 × 89.4 | 95 |
3UR-FE | 5663 | 383/5600 | 543/3600 | 10.2 | 94.0 × 102.1 | 91 |
"ZR"(R4, chain) |
Typical defects: increased oil consumption in some versions, slag deposits in the combustion chambers, knocking of VVT drives at start-up, pump leakage, oil leakage from under the chain cover, traditional EVAP problems, forced idle errors, hot start problems due to pressure fuel, defect of the generator pulley, freezing of the starter retractor relay. In versions with Valvematic - the noise of the vacuum pump, controller errors, separation of the controller from the control shaft of the VM drive, followed by shutdown of the engine.
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 work, balance mechanism. Cylinder head - "laser-sprayed" valve seats (like the ZZ series), straightened intake ports, hydraulic lifters, DVVT (at the inlet - VVT-iE with electric drive), integrated EGR circuit with cooling. Injection - D-4S (mixed, inlet ports and in cylinders), petrol RH requirements are reasonable. Cooling - electric pump (first for Toyota), electronically controlled thermostat. Lubrication - variable displacement oil pump.
M20A (2018-)- the third engine of the family, for the most part similar to the A25A, of the notable 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 (inlet - VVT-iE with electric drive), "laser-sprayed" valve seats, twin-turbo (two parallel compressors integrated into the exhaust manifolds, WGT with electronic control) and two liquid intercoolers, mixed injection D-4ST (inlet ports and cylinders), electronically controlled thermostat.
Several common words about the choice of engine - "Gasoline or Diesel?"
"C"(R4, strap) |
The atmospheric versions (2C, 2C-E, 3C-E) are generally reliable and unpretentious, but they had too modest characteristics, and the fuel equipment on versions with electronic control of the injection pump required qualified diesel operators to service.
Turbocharged versions (2C-T, 2C-TE, 3C-T, 3C-TE) often showed a high tendency to overheat (with gasket burnout, cracks and warpage of the cylinder head) and rapid wear of the turbine seals. To a greater extent, this manifested itself on minibuses and heavy machines with more stressful working conditions, and the most iconic example of a bad diesel engine is 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 oil 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, strap) |
In terms of reliability, a complete analogy can be drawn with the C series: relatively successful, but low-power aspirated engines (2L, 3L, 5L-E) and problematic turbodiesels (2L-T, 2L-TE). For supercharged versions, the head of the block can be considered a consumable, and even critical modes are not required - a fairly long drive on the highway.
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, strap) |
They had modest characteristics (even with supercharging), worked in tense conditions, and therefore had a small resource. Sensitive to oil viscosity, prone to crankshaft damage during cold starts. There is practically no technical documentation (therefore, for example, it is impossible to carry out 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 its simple design (cast iron, SOHC with pushers, 2 valves per cylinder, simple injection pump, swirl chamber, aspirated) and the absence of forcing, it turned out to be the best Toyota diesel 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 control of the injection pump.
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 more complicated than the L series - a gear-belt drive of the timing, injection pump and balancing mechanism, mandatory turbocharging, a quick transition to an electronic injection pump. However, the increased displacement and significant increase in torque helped to get rid of many of the disadvantages of its predecessor, even though high cost spare parts. However, the legend of "outstanding reliability" was actually formed at a time when these engines were incomparably fewer 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 with a distributor injection pump.
The rest of the engines 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 even somewhat inferior to the AD series. Light-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 congenital problems with the timing chain, which the Bavarians have been solving since 2007.
Engine | V | N | M | CR | D × S |
1WW | 1598 | 111/4000 | 270/1750 | 16.5 | 78.0 × 83.6 |
2WW | 1995 | 143/4000 | 320/1750 | 16.5 | 84.0 × 90.0 |
"AD"(R4, chain) |
Design in the spirit of the 3rd wave - "disposable" light-alloy sleeve block with open cooling jacket, 4 valves per cylinder (DOHC with hydraulic compensators), timing chain drive, variable geometry turbine (VGT), on engines with a working volume of 2.2 liters the balancing mechanism is installed. The fuel system is common-rail, injection pressure is 25-167 MPa (1AD-FTV), 25-180 (2AD-FTV), 35-200 MPa (2AD-FHV), piezoelectric injectors are used on forced versions. Compared to the competition, the specific performance of the AD series engines is decent, but not outstanding.
Serious congenital disease- high oil consumption and the resulting problems with ubiquitous carbon formation (from clogging of the EGR and the intake tract to deposits on the pistons and damage to the cylinder head gasket), the warranty provides for the replacement of pistons, rings and all crankshaft bearings. Also characteristic: the departure of the coolant through cylinder head gasket, pump leaks, regeneration system failures particulate filter, destruction of the throttle valve drive, oil leakage from the sump, marriage of the injector amplifier (EDU) and the injectors themselves, destruction of the insides of the injection pump.
For more on design and issues - see the big overview "AD 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 eco-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 belt drive, a balancing mechanism (at 1KD), however, a VGT turbine is already in use. 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 in versions with Euro-5.
For a decade and a half on the assembly line, the series has become obsolete - modest by modern standards specifications, mediocre efficiency, "tractor" level of comfort (in terms of vibration and noise). The most serious design defect - piston destruction () - 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 sleeve block with 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 in the operation of modern diesel engines with a large list of only congenital "warranty" diseases - a violation of the tightness of the joint of the block head, overheating, destruction of the turbine, oil consumption and even excessive fuel drain into the crankcase with the recommendation of 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 chain gear (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 waste of oil is no longer considered a problem, with nozzles everything is traditional, but problems with liners 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 to the tables, as well as the obligatory notes on operation and the choice of consumables, would make this material very heavy. Therefore, questions that were self-sufficient in meaning were included in separate articles.
Octane number
General advice and recommendations of the manufacturer - "What kind of 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 a catalog of recommended candles - "Spark plug"
Batteries
Some recommendations and a catalog of standard batteries - "Batteries for Toyota"
Power
A little more about the characteristics - "Rated performance characteristics of Toyota engines"
Refueling tanks
Manufacturer's recommendation 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.
Since the second half of the 1960s, SOHC and DOHC engines of different series began to appear - initially with solid double-row chains, with hydraulic lifters or adjusting valve clearances with washers between the camshaft and the tappet (less often - screws).
The first series with a timing belt drive (A) was not born until the late 1970s, but by the mid-1980s, such engines - what we call "classics", became absolute mainstream. First SOHC, then DOHC with the letter G in the index - "wide Twincam" with both camshaft drive from the belt, and then the massive DOHC with the letter F, where one of the shafts, connected by a gear transmission, was driven by a belt. The DOHC clearances were adjusted with washers above the push rod, but some Yamaha-designed motors retained the washers under the push rod.
In the event of a belt break, valves and pistons were not found on most mass engines, with the exception of the forced 4A-GE, 3S-GE, some V6s, D-4 engines and, of course, diesels. In the latter, due to the design features, the consequences are especially severe - the valves bend, the guide bushings break, the camshaft often breaks. For gasoline engines, a certain role is played by chance - in a “non-bending” engine, the piston and valve covered with a thick layer of carbon sometimes collide, and in a “bending” engine, on the contrary, the valves can successfully hang in the neutral position.
In the second half of the 1990s, fundamentally new third-wave engines appeared, on which the timing chain drive returned and the presence of mono-VVT (variable intake phases) became standard. Typically, chains drove both camshafts on in-line engines, on V-shaped ones between the camshafts of one head there was a gear drive or a short additional chain. Unlike the old double-row chains, the new long single-row roller chains were no longer durable. The valve clearances were now almost always set by the selection of adjusting pushers of different heights, which made the procedure too laborious, time-consuming, costly, and therefore unpopular - the owners for the most part simply stopped monitoring the clearances.
For engines with a chain drive, cases of breakage are traditionally not considered, however, in practice, when the chain overshoots or improperly installs the chain, in the overwhelming majority of cases, the valve and pistons meet each other.
A kind of derivation among the motors of this generation turned out to be the forced 2ZZ-GE with a variable valve lift (VVTL-i), but in this form the concept of distribution and development was not developed.
Already in the mid-2000s, the era of the next generation of engines began. In terms of the timing, their main distinctive features- Dual-VVT (variable intake and exhaust phases) and revived hydraulic lifters in the valve drive. Another experiment was the second option for changing the valve lift - Valvematic on the ZR series.
The practical advantages of a chain drive compared to a belt drive are simple: strength and durability - the chain, relatively speaking, does not break and requires less frequent planned 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 injection pump, pump, oil pump - require a sufficiently large belt width. Whereas the installation of a thin single-row chain instead of it allows you to save a couple of centimeters from the longitudinal dimension of the engine, and at the same time to reduce the transverse dimension and the distance between the camshafts, due to the traditionally smaller diameter of the sprockets compared to pulleys in belt drives. Another small plus - less radial load on the shafts due to less pre-tension.
But we must not forget about the standard disadvantages of chains.
- Due to the inevitable wear and the appearance of play in the joints of the links, the chain stretches during operation.
- To combat chain stretching, either a regular "tightening" procedure is required (as on some archaic motors), or the installation of an automatic tensioner (which is what most modern manufacturers do). A traditional hydraulic tensioner operates from common system engine lubrication, which negatively affects its durability (therefore, new generations of Toyota places it outside, making replacement as easy as possible). But sometimes the chain stretching exceeds the limit of the tensioner adjustment capabilities, and then the consequences for the engine are very sad. And some third-rate car manufacturers manage to install hydraulic tensioners without ratchet allowing even the unworn chain to "play" every time you start.
- During operation, a metal chain inevitably "saws through" the shoes of tensioners and dampers, gradually wears out the sprockets of the shafts, and wear products get into the engine oil. Even worse, many owners do not change sprockets and tensioners when replacing a chain, although they should understand how quickly an old sprocket can ruin a new chain.
- Even a serviceable timing chain drive always works noticeably louder than a belt drive. Among other things, the speed of the chain is uneven (especially with a small number of sprocket teeth), and there is always an impact when the link engages.
- The cost of the chain is always higher than the timing belt kit (and is simply inadequate for some manufacturers).
- Changing the chain is more laborious (the old "Mercedes" method does not work on Toyota cars). And in the process, a fair amount of accuracy is required, since the valves in Toyota chain motors meet pistons.
- Some engines originating from Daihatsu do not use roller chains, but gear chains. By definition, they are quieter in operation, more accurate and more durable, however, for inexplicable reasons, they can sometimes slip on the asterisks.
As a result - have the maintenance costs decreased with the transition to timing chains? A chain drive requires one or another intervention no less often than a belt drive - hydraulic tensioners are rented out, on average, the chain itself stretches for 150 tkm ... and the costs "per circle" turn out to be 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, the engine has 6-8 cylinders, and there is a three-pointed star on the cover. But on classic Toyota engines, the timing belt drive was so good that the transition to thin long chains was a clear step backward.
"Goodbye carburetor" |
In the post-Soviet space carburetor system supplying locally made cars in terms of maintainability and budget will never have competitors. All deep electronics - EPHH, all vacuum - UOZ machine and crankcase ventilation, all kinematics - throttle, manual suction and drive of the second chamber (Solex). Everything is relatively simple and straightforward. The penny cost allows you to literally carry a second set of power and ignition systems in the trunk, although spare parts and "equipment" could always be found somewhere nearby.
The Toyota carburetor is another matter entirely. It is enough to look at some 13T-U from the turn of the 70s-80s - a real monster with a lot of tentacles of vacuum hoses ... oxygen sensor, exhaust air bypass, exhaust gas bypass (EGR), suction control electrics, two or three stages of idle speed control by load (power consumers and power steering), 5-6 pneumatic actuators and two-stage dampers, tank and float chamber ventilation, 3-4 electric pneumatic valves , thermo-pneumatic valves, EPHH, vacuum corrector, air heating system, full set sensors (coolant temperature, intake air, speed, detonation, DZ limit switch), catalyst, the electronic unit control ... It's surprising why such difficulties were needed at all with modifications with normal injection, but one way or another, such systems, tied to vacuum, electronics and drive kinematics, worked in a very delicate balance. It was elementary to break the balance - not a single carburetor is insured against old age and dirt. Sometimes everything was even more stupid and simpler - the excessively impulsive "master" disconnected all the hoses in a row, but, of course, did not remember where they were connected. Somehow it is possible to revive this miracle, but to establish the correct operation (so that at the same time a normal cold start, normal heating, normal idling, normal load correction, normal consumption fuel) is extremely difficult. As you might guess, a few carburetors with knowledge of Japanese specifics lived only within Primorye, but two decades later, even local residents are unlikely to remember them.
As a result, Toyota's distributed injection initially turned out to be simpler than later Japanese carburetors - there were not much more electrics and electronics in it, but the vacuum degenerated greatly and there were no mechanical drives with complex kinematics - which gave us such valuable reliability and maintainability.
The most unreasonable argument in favor of the D-4 is that "direct injection will soon replace conventional motors." Even if this was true, it would in no way indicate that there is no alternative to engines with HB. now... For a long time, D-4 meant, as a rule, one specific engine in general - the 3S-FSE, which was installed on relatively affordable mass-produced cars. But they were equipped with only three 1996-2001 Toyota models (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 usually remained. And since the second half of the 2000s, Toyota generally abandoned the use of direct injection on engines of the mass segment (see. "Toyota D4 - prospects?" ) and began to return to this idea only ten years later.
"The engine is excellent, it's just that our gasoline (nature, people ...) is bad" - this is again from the field of scholasticism. This engine may be good for the Japanese, but what is the use of this in Russia? - not the country itself the best gasoline, a harsh climate and imperfect people. And where, instead of the mythical advantages of D-4, only its disadvantages come out.
It is extremely unfair to appeal to foreign experience - "but in Japan, but in Europe" ... The Japanese are deeply concerned about the contrived CO2 problem, the Europeans combine blinkeredness on reducing emissions and efficiency (it is not for nothing that diesel engines occupy more than half of the market there). For the most part, the population of the Russian Federation cannot compare with them in 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) ...
The stories that "the D-4 engine consumes three liters less" is just plain misinformation. Even according to the passport, the maximum economy of the new 3S-FSE in comparison with the new 3S-FE on one model was 1.7 l / 100 km - and this is in the Japanese test cycle with very quiet modes (therefore real savings was always less). In dynamic city driving, the D-4 operating in power mode does not reduce consumption in principle. The same happens when driving fast on the highway - the zone of tangible efficiency of the D-4 in terms of revs and speeds is small. And in general, it is incorrect to argue about the "regulated" consumption for a by no means new car - it depends much more on the technical condition of a particular car and driving style. Practice has shown that some of the 3S-FSEs, on the contrary, spend significantly more than the 3S-FE.
You could often hear "yes, you will change the pump quickly and there is no problem." What do not you say, but the obligation to regularly replace the main unit fuel system engine relatively fresh Japanese car(especially Toyota) is just nonsense. And even with a regularity of 30-50 t.km, even a "penny" $ 300 was not the most pleasant waste (and this price concerned only 3S-FSE). And little was said about the fact that the injectors, which also often required replacement, cost money comparable to the injection pump. Of course, the standard and, moreover, already fatal problems of 3S-FSE in the mechanical part were diligently 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 rubbing parts of the engine have suffered from working on a petrol-oil emulsion (do not compare the grams of gasoline that sometimes get into the oil when cold starting and evaporating as the engine warms up, with liters of fuel constantly flowing into the crankcase).
Nobody warned that on this engine it is impossible to try to "clean the throttle" - that's all correct adjustments to the engine control system required the use of scanners. Not everyone knew about how EGR system poisons the engine and covers the intake elements with coke, requiring regular disassembly and cleaning (conventionally - every 30 t.km). Not everyone knew that trying to replace the timing belt with the "3S-FE similarity method" results in pistons and valves meeting. Not everyone imagined whether there was at least one car service in their city, successfully problem solver D-4.
Why is Toyota generally valued in Russia (if there are Japanese brands cheaper, faster, more sporty, 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 repair ... You can, of course, buy high-tech extracts at the price of a normal car. You can choose gasoline carefully and pour a variety of chemicals inside. You can count every cent you save on gasoline - whether the costs of the upcoming repairs will be covered or not (excluding nerve cells). You can train local servicemen in the basics of repairing direct injection systems. You can recall 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, buyers' choice is their own business. And the more people get in touch with HB and other dubious technologies, the more customers the services will have. But elementary decency still requires saying - buying a car with a D-4 engine with other alternatives is contrary to common sense.
Retrospective experience allows us to assert that the necessary and sufficient level of reducing the emission of harmful substances was provided by the classic engines of the models Japanese market in the 1990s or the Euro II standard in the European market. All that was required was multipoint injection, one oxygen sensor and an underbody catalyst. For many years, such machines worked in a standard configuration, despite the disgusting quality of gasoline at that time, their own considerable age and mileage (sometimes completely exhausted oxygenators needed to be replaced), and getting rid of the catalyst on them was as easy as shelling pears - but usually there was no such need.
The problems began with the Euro III stage and correlated norms for other markets, and then they only expanded - a second oxygen sensor, moving the catalyst closer to the outlet, switching to "collectors", switching to broadband mixture composition sensors, electronic throttle control (more precisely, algorithms, deliberately worsening the engine response to the accelerator), increasing temperature conditions, debris of catalysts in the cylinders ...
Today, with normal gasoline quality and much fresher cars, the removal of catalysts with re-flashing of Euro V> II type ECUs is massive. And if for older cars, in the end, you can use an inexpensive universal catalyst instead of an obsolete one, then for the freshest and most "intelligent" cars there are alternatives to breaking through the collector and software shutdown emission control simply does not remain.
A few words on some purely "ecological" excesses (gasoline engines):
- The exhaust gas recirculation (EGR) system is an absolute evil, as soon as possible it should be muffled (taking into account the specific design and the presence of feedback), stopping the poisoning and contamination of the engine with its own waste.
- Fuel vapor recovery system (EVAP) - works fine on Japanese and European cars, problems arise only on models of the North American market due to its extreme complexity and "sensitivity".
- The Exhaust Air Supply (SAI) system is unnecessary, but also relatively harmless for North American models.
In fact, the recipe for an abstractly better engine is simple - gasoline, R6 or V8, aspirated, cast iron block, maximum safety factor, maximum displacement, distributed injection, minimum boost ... but alas, in Japan this can only be found on cars that are clearly "anti-popular "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 motors taking into account their real 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 four-wheel drive etc.). And, finally, the time factor - all our regrets about the excellent motors that were discontinued 15-20 years ago does not mean at all that today we need to buy ancient worn-out cars with these engines. So it makes sense to talk only about the best engine in its class and in its time period.
1990s. It is easier to find a few unsuccessful engines among classic engines than to choose the best from a mass of good ones. However, two absolute leaders are well known - 4A-FE STD type "90 in the small class and 3S-FE type" 90 in the average. In the large class, the 1JZ-GE and 1G-FE type "90 are equally approved.
2000s. As for the third wave engines, kind words can be found only about 1NZ-FE type "99 for the small class, while the rest of the series can only compete with varying success for the title of outsider, even" good "engines are absent in the middle class. pay tribute to 1MZ-FE, which was not bad at all against the background of young competitors.
2010-th. In general, the picture has changed a little - at least the 4th wave engines still look better than their predecessors. In the junior class there is still 1NZ-FE (unfortunately, in most cases it is a "modernized" type "03" for the worse). In the senior segment of the middle class, the 2AR-FE performs well. economic and political reasons for the average consumer no longer exist.
However, it is better to look at examples to see how the new engine versions 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 the deteriorations are caused by the same "good intentions", such as reducing mechanical losses, reducing fuel consumption, and 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 lower 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 completely floating piston fingers pressed in.
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 base ignition timing. The resource of the new ignition coils, in comparison with the classic remote ones, has even dropped. The service life of high-voltage wires has expectedly decreased (now each candle sparks twice as often) - instead of 8-10 years they served 4-6 years. It is good that at least the candles remained simple two-pin, and not platinum.
The catalyst moved from under the bottom directly to the exhaust manifold in order to warm up faster and start working. 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 crumbled catalyst elements into the cylinders.
Fuel injection instead of pairwise or synchronous became purely sequential in many variants of the "96" type (in each cylinder once per cycle) - more accurate dosage, reduced losses, "ecology" ... In fact, gasoline was now given before entering the cylinder much less time for evaporation, therefore starting characteristics at low temperatures automatically deteriorated.
More or less reliably, we can only talk about the "resource before the bulkhead", when the mass series engine 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 of the run (about 200-250 t.km). As a rule, the intervention consisted in replacing worn out or buried piston rings and replacement valve stem seals- that is, it was just a bulkhead, and not a major overhaul (the geometry of the cylinders and the hone on the walls were usually preserved).
Engines of the next generation often require attention already at the second hundred thousand kilometers, and in the best case, the matter is to replace the piston group (in this case, it is advisable to replace parts with modified ones in accordance with the latest service bulletins). With a noticeable fumes of oil and the noise of piston shifting on runs over 200 t / km, you should prepare for a major repair - the strong 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 overheated and bored. Unfortunately, reputable companies that really perform high-quality and highly professional overhaul of modern "disposable" engines in all countries can really be counted on one hand. But vigorous reports of successful reloading today come already 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 "the absolute best engine". Yes, modern motors cannot be compared with the classic ones in terms of reliability, durability and survivability (at least with the leaders of the past years). They are much less maintainable mechanically, they become too advanced for an unqualified service ...
But the fact is that there is no longer an alternative to them. The emergence of new generations of motors must be taken for granted and every time you need to learn to work with them anew.
Of course, car owners should in every possible way avoid individual unsuccessful engines and particularly unsuccessful series. Avoid engines of the earliest releases, when the traditional "customer run-in" is still underway. If there are several modifications of a particular model, you should always choose a more reliable one - even if you compromise either finances or technical characteristics.
P.S. In conclusion, we cannot but thank Toyot "y for the fact that once she 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 they were scornfully called kondovye - so much the better!
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Diesel engine release timeline |
The Japanese company Toyota is one of the largest car manufacturers in the world. Toyota engines have established themselves as high-tech, reliable and durable power units.
The model range of this automaker can be found both economical three and four-cylinder engines, as well as powerful diesel engines with six and eight cylinders.
Economical Toyota engines, which are distinguished by their reliability and undemanding maintenance, are also very popular. We offer you a small overview of Toyota engines.
Specifications
4S Motor Specifications:
PARAMETER | MEANING |
---|---|
Years of release | 1987– 1999 |
Engine weight, | 155 kg |
Cylinder block material | cast iron |
Supply system | injector |
Type of | inline |
Engine displacement | 1.8 |
Power | 105-125 horsepower at 5600-6000 rpm |
Number of cylinders | 4 |
Number of valves | 4 |
Piston stroke | 86 |
Cylinder diameter | 82 |
Compression ratio | 9.3 |
Torque, Nm / rpm | 149-162Nm / 2800 |
Environmental standards | EURO 3 |
Fuel | Au 95 |
Fuel consumption | 6.7 l / 100 km combined |
Butter | 5W-30 - 10W-30 |
Oil volume | 4.2 |
When replacing the casting | 4.0 liters |
Oil change is carried out, | 10 thousand km |
Motor resource - according to the plant - on practice | n.d 300 |
The 4s engine is installed on Toyota: Corona, Camry, Caldina, Celica, Mark II, Carina.
Description
The most widespread today are turbocharged four-cylinder and atmospheric six-cylinder Toyota engines. All power units from this manufacturer are designed to use gasoline with octane number not lower than A 93.
Modern engines the beams series are equipped with a multi-point injection system, which simultaneously provides excellent fuel economy and improves vehicle dynamics.
Note that Toyota carburetor engines are widespread on the market, which can run on low-octane gasoline, are distinguished by their simplicity of design, ease of maintenance and repair.
- All modern motors from this manufacturer are equipped with hydraulic compensator systems, which eliminates the need for the car owner to adjust the valve clearance. This greatly simplifies the performance of service work.
- We also note that most models of six-cylinder engines from this manufacturer are equipped with a timing chain drive, which eliminates the need for servicing this unit. While most four-cylinder engines have a timing belt drive, which requires replacement, depending on its modification, after 50-70 thousand kilometers.
- The use of a two-shaft arrangement and modern control systems for the operation of the motor made it possible to significantly reduce the noise of the operating power unit... The car owner only needs to take into account that such Toyota motors place high demands on the quality of the engine oil used. That is why it is recommended to carry out all service work on time and not to save on the quality of consumables.
- One of the first Toyota four-cylinder injection engines was the 4S engine. This modification is an upgraded 2c engine. The volume of this power unit is 1.8 liters.
- Of the features of a power unit of this type, we can note a cylinder diameter reduced to 82 millimeters (for a 2c engine - 86 millimeters), as well as a modified shape of the exhaust and intake manifolds.
- For the first time, the 4s engine appeared in 1987 and was able to hold out on the assembly line until 1999. This engine, depending on its generation, produced power from 105 to 125 horsepower. Thanks to the use of an injector and completely automatic system Controlling this motor was distinguished by its smooth running and excellent traction in a wide range of revolutions. It should be noted that the 4S engines were omnivorous, which could run on low-octane gasoline.
- The 5E gasoline engine with a displacement of 1.5 liters has become, probably, one of the most massive power units produced by this Japanese automaker. This 5a engine had excellent fuel economy and at the same time was distinguished by decent power characteristics.
- The 5e engine appeared in 1990 and lasted 8 years on the assembly line. Over the years, about ten million copies of the 5e engines and its modifications 5a were produced, which were installed on Toyota Corolla and other mass-produced models from this Japanese automaker.
Maintenance
Of the advantages of this power unit, one can note the simplicity of its design and ease of repair. Service maintenance was not difficult and consisted of regular oil changes and work with the timing belt.
It must be said that the 4a series motor used a special internal structure, in which a break in the timing belt did not lead to problems with the valves. It is recommended to change the timing belt on this beams series motor every 100 thousand kilometers.
Modifications
Of the diesel modifications of Toyota engines, the 3C TE turbo engine and D4 engines are very popular. The 3C TE diesel engine has a displacement of 2.2 liters and is fully electronically controlled. Of the features of this power unit, it can be noted that it is omnivorous, which allows the use of low-quality diesel fuel.
3c engines have excellent power ratings of 94 horse power... At the same time, thanks to the high torque, vehicles with 3C TE are characterized by excellent dynamic characteristics and provide excellent acceleration.
Note that diesel engines have a timing belt drive. The car owner must take into account that if the belt breaks, it is necessary to perform an expensive overhaul... That is why it is necessary to carry out all service work in full compliance with the requirements of the car manufacturer.
Malfunctions
FAULTS | CAUSES AND REMEDIES |
---|---|
Elevated oil level and smell of gasoline. | This is typical for the failure of the fuel pump, which leads to the ingress of gasoline into the crankcase. Toyota engine repair in this case consists in replacing the damaged pump and engine oil with a filter. |
The engine does not pick up speed well, the car has lost power and dulls. | The EGR valve is most likely clogged. It is necessary to open the motor and clean the clogged valve. |
The revolutions are floating. | Dirty throttle valve or exhaust manifold. It is necessary to open the motor, clean the manifold and the throttle valve. |
The appearance of noticeable motor vibrations. | The pillow is out of order and needs to be replaced. In some cases, vibrations can occur due to one inoperative cylinder. |
Tuning
Tuning a Toyota power unit of the 4S series is a rather difficult and time-consuming job.
- It is possible to use a direct-flow exhaust and install an additional spider on the exhaust. This allows for about 10 additional horsepower.
- We would not recommend you to open the engine and make deep engineering tuning. Firstly, this work is difficult, and secondly, the car owner does not receive the proper increase in power. The same can be said for the installation of an additional turbine. Motors of the 4a and 4S series are not designed for a significant increase in power indicators, therefore, when installing even a low-power turbine, its resource indicators are noticeably reduced.
Toyota Corolla 1.6 engine liter is one of the most popular and successful engines on the Toyota Corolla. The motor model according to the manufacturer's internal classification is 1ZR-FE. This is a gasoline aspirated, 4-cylinder, 16-valve engine with a timing chain drive and an aluminum block of cylinders. Toyota designers have tried to make sure that the consumer does not look under the hood at all. The service life and reliability of the power unit are very decent. The main thing here is to change the oil on time and pour high-quality fuel.
Engine device Toyota Corolla 1.6
The Toyota Corolla 1.6 engine incorporates all the best developments of the previous generations of the Japanese manufacturer. The engine has advanced variable valve timing systems Dual VVT-i, valve lift valve Valvematic, in addition, the intake tract has a special design that allows you to change the air flow rate. All of these technologies have made the motor the most efficient powertrain possible.
Toyota Corolla 1.6 engine cylinder head
The cylinder head is a pastel for two camshafts with "wells" in the center for the spark plugs. The valves are arranged in a V-shape. A feature of this engine is the presence of hydraulic lifters. That is, once again regulate valve clearance don't have to. The only problem is associated with the use of low-quality oil, in this case the channels can be clogged and the hydraulic lifters will no longer perform their function. In this case, a characteristic unpleasant sound will come from under the valve cover.
Timing drive of the Toyota Corolla 1.6 engine
The designers and engineers of Toyota decided to make the chain drive of the engine as simple as possible, without all kinds of intermediate shafts, additional tensioners, dampers. In the timing drive, in addition to the crankshaft sprockets and camshafts, only the tensioner shoe, the tensioner itself and the damper are involved. The timing diagram is just below.
For the correct alignment of all timing marks, there are yellow-orange colored links on the chain itself. When installing, it is enough to match the marks on the camshaft and crankshaft sprockets with the painted chain plates.
Technical characteristics of the engine Toyota Corolla 1.6
- Working volume - 1598 cm3
- Number of cylinders - 4
- Number of valves - 16
- Cylinder diameter - 80.5 mm
- Piston stroke - 78.5 mm
- Timing drive - chain
- Power hp (kW) - 122 (90) at 6000 rpm. in min.
- Torque - 157 Nm at 5200 rpm. in min.
- Maximum speed - 195 km / h
- Acceleration to the first hundred - 10.5 seconds
- Fuel type - AI-95 gasoline
- Fuel consumption in the city - 8.7 liters
- Combined fuel consumption - 6.6 liters
- Fuel consumption on the highway - 5.4 liters
except timely replacement of high-quality oil, pay close attention to what you refuel the car with. If you do not pour anything into the engine, then the engine will delight you for many years. In practice, the motor resource is up to 400 thousand kilometers. True, repair dimensions for the piston group are not provided. Perhaps one more weak point is the sudden changes in temperature. If you overheat the engine, then the cylinder head or even the block may be deformed, and this is a significant financial loss. The 1ZR-FE engine was installed on almost all 1.6 liter Corollas (and other Toyota models) produced from 2006-2007.
In this article, we will determine the best engine car "Toyota", we will also analyze the characteristics of the motors. Going to the origins, the most successful series of engines were "Toyota" 1G, the creation of which took place at the end of the 20th century. To say that the 1G and its variants were perfect - no, but all because they were installed on larger Toyota models, instead of delighting owners of less impressive cars, such as " Toyota Corolla ", etc. Thus, the category of" Best engine "can be divided into classes, and already there the winners are determined:" C "- 4A-FE STD type" 90, "D and D +" - 3S-FE type "90," E "- 1G-FE type" 90. Please note: the choice was made not by us personally, but on the basis of reviews owners of Toyota.
Characteristics of engines on Toyota cars
Engine resource. More specifically, we can talk about the resource of the mass series of engines before the bulkhead, in other words, until the moment when the first serious intervention in the mechanical part of the car engine is required. According to statistics and reviews, engines for " Toyot»Require bulkheads after several hundred thousand kilometers (usually 200-250 thousand kilometers). However, it should be noted that the bulkhead is not a major overhaul, but only includes the replacement of piston rings, valve stem seals, etc.
Chain or belt. The chain drive is given higher priority thanks to a well-thought-out advertising campaign. Car owners are promised high strength rates and the absence of the need for frequent replacements. All this makes the chain drive more in demand, despite the existing drawbacks: mechanical deformations (formed over time), noisier operation, the laborious process of replacing the chain drive, etc. As a result, more time and money is needed to maintain or replace the chain drive (in comparison with the belt).
Modern means reliable? Everything is not so simple here. An established stereotype that both Toyota and others Japanese companies do not intentionally degrade anything - is true. However, environmentalists have an extremely negative impact, thanks to which, vehicle owners get a less reliable and durable car, but at a higher price and with increased requirements for operation. Over time, environmentalists have an increasing influence, which is why the best engines models of the 80-90s of the last century were named.
In what way exactly are old engines superior to new ones? The answer is simple, the reduction of mechanical losses in conjunction with a decrease in fuel consumption (which is called "good intentions") has significantly reduced the level of reliability, and all for the sake of achieving minimum indicators in terms of improving the environment.
Engines for Toyota: what reviews about them
Many now, probably, are thinking: “It turns out that modern means bad?”, But we will better answer the question, which engine for Toyota cars is better. As in the last paragraph, here, too, not everything is so simple. Of course, no ZZ or AZ can compare with classical engines in terms of quality, reliability and service life. All this is due non-repairable mechanical part, and for many car services, whose qualifications are not high enough, the complexity of the design will not allow repair work.
One way or another, there is no longer a replacement for them, if you do not take into account the synchronously updated line of motors on new models. That is why discussions on the topic of comparing a separate motor of the third wave with a specific motor of the second wave are meaningless. Modern engines " Toyota"you need to accept, and for further work, ideally study them.
In terms of design features and factory reliability, these engines have very similar performance. The only thing to avoid is engines the new generation of the earliest releases, when there were installation series, and a "check on customers" was carried out.