Diesel engines Toyota GD series. Engines Milliones Toyota - Legendary Motors from Japan Diesel Engine Toyota 2 liters

04.11.2019

Toyota Rav 4 always positioned itself as a compact crossover, to a greater extent intended for youth. Actually, deciphering the RAV abbreviation and speaks of the main idea laid down by the Japanese car manufacturer - Recreational Active Vehicle 4 Wheel Drive. That translated means - all-wheel drive car For outdoor activities. It was the number 4 that indicates that the torque from the engine in this machine is transmitted to all four wheels. RAV 4 for several years occupies a leading position in its segment.

The first generation was released back in 1994. At that time, it was a truly unique car: a 3-door or 5-door layout, an independent suspension of wheels and the bearing body design. The crossover with great enthusiasm began to have drivers leading an active lifestyle. Over the years, the model has not lost the relevance, on the contrary, it has become even more popular. Today, the fourth generation of the model successfully comes from the conveyor. And already in 2019 toyota company Starting the production of 5 generation cars. In this article, we will tell about what the resource of the engine Toyota is the equity of the very first and recent generations.

Line of power aggregates

Toyota does not hide that every new generation of the model is mainly intended for a young category of drivers aged 25-30 years. A bold statement, we can say that it is even a challenge. However, the Japanese do not utterly refuse their words - constantly offer new configurations. The line of power units of RAY 4 with enviable frequency is updated, as well as the design, interior and functional of the crossover. Initially, the model was completed with a 2.0-liter 3S-FE motor with a power of 135 forces, after some time a modification of the 3S-GE engine appeared on 178 forces. Both motors are aggregated by a mechanical or automatic box.

Performance 3S-Fe:

Fuel used: AI-92, AI-95;
Cylinder diameter: 82 mm;
Number of valves: 16;
Valves on the cylinder: 4;

It is worth saying that in the presence of Toyota has always been not only all-wheel drive, but the front-wheel drive modifications that have found the buyer in North America and Japan. Already with 2 generations, the Japanese offer new options. power plants: 2-liter 1AZ-FE, 1AZ-FSE 150 horse power, 2.4-liter 2AZ-FE and 2AZ-FSE with a stated capacity of 160 hp Finding its buyers and a two-liter diesel engine D-4D, which is characterized by a good traction.

Characteristics 1AZ-Fe:

Motor Type: 4-Cylinder DOHC;
Fuel used: AI-95;
Environmental norm: Euro-5
Cylinder diameter: 86 mm;
Potential resource: 400 thousand km.

But, perhaps, the greatest variety of the Japanese offer with the release of 4 generation Toyota Raving 4. At this time, two new turboodiesels at 2.0 and 2.2 liters immediately appear. The 2.4 engine that went to the history of the engine successfully replaces a constructively improved 2.5-liter engine with a capacity of 180 forces. As for the popularity of certain types of power plants, the Gasoline 2.0-liter 1AZ-Fe motor 1AZ-FE is greatest in love with domestic drivers - it is unpretentious, reliable, resource-intensive. Also gaining popularity 2.2-liter turbodiesel, which appeared in the fourth generation of the crossover.

Nominal and actual motor resource

A chain serves as a timing of timber in all gasoline engines. Its resource is noticeably higher than on other representatives of this segment of the car - 150 thousand km. Rabbill 4 note that after this mark its stretching begins, therefore, to operate the car on the same chain is not recommended longer than 150,000 km. A two-liter atmospheric Motor 1AZ-FE with high-quality and timely service takes at least 300 thousand km. Cases when this engine passed 400 and even 500 thousand kilometers, not one. The potential in this modification of the power plant is largely laid.

Approximately the same resource for another atmospheric on 2.0 liters - 3s-Fe. This is a fairly reliable power unit, which is an accurate copy of the 2.2-liter engine from Toyota Camry.But with one difference - there are no balancing shafts. The motor works great on AI-92, its valves do not suffer in the event of a vehicle breakdown. Together with the drive also change the roller and pump. The main thing is to respond to the slightest malfunctions, as well as replacing consumables Qualitative analogues or original details.

AD-FTV turbodiesel at 2.2 liters is equipped with a belt transmission. As a rule, the motor does not deliver special problems during the first 250-280 thousand kilometers. After it may be needed to replace nozzles that are seriously affected by low-quality fuel. Often earlier than the deadline for owners have to clean VRV and EGR vacuum valve. In some cases, these elements are premature. Their replacement costs 30-50 thousand rubles. Potentially 2.2-liter engine is able to go through russian roads 300 thousand km. To extend the service life of the unit, it is recommended to clean the nozzles after every 10-15 thousand kilometers of the mileage.

Toyota RAV 4 Owners Reviews

A gasoline 2.5-liter engine appeared relatively recently. To say unequivocally, what is his resource in practice, so far it does not seem possible. However, it is not necessary to doubt the high quality assembly of the power plant. 2Ar-FE has proven itself from the best side while installing at Toyota Camry. It is structurally perfect, does not have obvious deficiencies and chronic "sores". Perhaps the only weakness of modification - 2Ar-FE is not amenable to overhaul. On the other hand, with a systematic passage, the engine is able to work 400 thousand kilometers. About what the resource of the engine Toyota RAV 4 exhaustive answer will give reviews of the owners.

Engine 2.0 (1AZ-FE, 3S-Fe, 3ZR-FAE)

Kirill. Novokuznetsk. In 2002, I purchased Toyota RAV 4, generation 2, 1AZ-Fe engine. Now on the odometer 280 thousand km. So far, the motor feels cheerfully: it's easy to start, but oil does not top up, black smoke with exhaust pipe Does not valit. Always adhered to the rules of the implementation, only the recommended oil was poured. The only thing I don't like is the installation cylinder block. It is made of aluminum, and it is pressed cast iron sleeves.. Capital is almost impossible to implement, although some masters are taken for such a job, 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 overhaul on 1AZ-FE cannot be carried out, so, I have a hurry to dispel myths. In 2010, the favor of 4, 3 generation with a 2.0-liter "killed" engine was laughed. Machine 2007 release, and at that time, the mileage was 50 thousand kilometers. In general, the old hostess never changed the oil, plus the engine was constantly overheated. 1AZ-FE is terribly afraid of overheating, whatever the mileage. In general, at a bargain price took a car and decided to repair the engine. What they did: Grinding the GBC, replacing the part of the connecting rod-piston group and the rings, cleaning the ventilation of crankcase gases. Repairs cost 70 thousand rubles. Now the mileage is already 200 thousand kilometers, normal flight.
Yuri, Moscow. I have a Toyota RAV 4 3S-FE, 1 generation, 1998. Now the car is already 20 years old. During this time, 400,000 km was passed. Overhaul Not done. I know many who have the same modification has passed half a million and if only. This assembly is sensitive in quality motor oil. You don't stand anywhere. For the 3S-FE engines released until 1996, the recommended oil with a viscosity of 5W40 is best suited, and for the 5W30 released after the 96th year. You only need a quality product. Chain resource - 150,000 km. Motor quality, reliable, troubles on trifles begin only after overcoming the mark of 200,000 km.
Albert, St. Petersburg. I have Toyota 3ZR-FAE, the car of 2010. There are no complaints about the quality of the car. The power unit pleases, for 160,000 km, the mileage was actually not bored. It requires only high-quality oil and fuel. "Masedor" did not notice, on average spending 8 liters per 100 km. There were problems only with the control unit, but in the end I decided quickly at the service center. In general, another high-quality unit from Japanese engineers.

In the reliability and quality of atmospheric power plants, Toyota Rail 4 with a working volume of 2 liters should not doubt. Potentially, they can pass half a million, and only because of a negligent attitude to the motors and non-compliance with the regulations for the 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, turbodiesel 2.2 liters, power of 150 horsepower. It has already been 75 thousand km. There were no problems. It is possible to squeeze the maximum of a diesel resource if you follow some rules. Replacing the fuel filter after every 30 thousand km, oil through 7-8 thousand km, fill only the recommended. Take care of a turbine carefully, after long trips, do not immediately shower the motor, let it work 10 minutes without load. To the quality of the diesel engine, this engine is picky. Even one unsuccessful refueling can break the engine. For a hundred, I recently told me that the resource of Turbodiesel is large enough, but what exactly - it remains only to guess. No official data personal experience. I assume that 300-350 thousand 2AD-FTV is able to pass.
Vyacheslav, Tula. I took the car in 2015, turbodiesel at 2.2 liters. For three years, wrapped 60,000 km. I go a lot, drove on a big trip across Russia. What can I say about the car and its engine? The crossover feels perfectly at low turns, especially I like moving on the Rav 4 in the serpentine. Mountain is well pulling, no problem. According to the dynamics - frisky and cheerful. The dealership said that proper service In general, no problems will not be up to 200 thousand km. Recommended to pour an ecto-diesel on Luka, they say, with him the engine does not experience problems, and there will be no breakdown of the fuel system. We'll see.

The owners of the turbo diesel modification mark high dynamic car indicators. Diesel works quietly, do not come to the salon outsided sounds. In this case, the motor is quite reliable - the actual resource of the engine Toyota Rail 4 2.2 liter is 300,000 km. The turbine is highly manufactured, smoothly working for 200,000 km, after which it may be necessary for its insignificant repairs.

Engine 2.5 (2AR-FE)

Anatoly, Kostroma. I used to go to Toyota Camry, after which I decided to purchase Rav 4 with a new 2.5-liter engine 2ar-Fe with a Box of AISIN U760E. Crossover 4 generation, 2014 release. Installing the 2AR-FE came to shift 2.4-liter 2AZ-Fe, I recommend to all when choosing to pay attention to the first engine. What can I say about his reliability? Four years passed a little - 80 thousand kilometers. His cylinders are poured out of aluminum alloy - take care of the motor from overheating. 2AZ-FE in all parameters is better than 2AZ-Fe, and its resource is more. Expellations say that it is quite realistic to pass half a million, the only one, perhaps, its drawback - weak chain. After 100 thousand km, it demands a replacement, it has not passed himself, but I'm already preparing. Listen to the work of the "Heart" of the car if the knock appears - check the VVT \u200b\u200bdrive.
Ilya, Tyumen. Toyota RAV 4 2AR-FE can rightly be called one of the most successful assemblies of recent generations. First, the "Mased" was completely eliminated, this engine is entirely spending in moderation. Secondly, the shortcomings with the notorious. Personally, in two years of operation of the crossover (from 2017 I drive) did not experience any problems. As for gasoline. There is good fuel in Russia, I know some good gas stations myself. The resource of the Toyota motor is the entire and completely depends on the owner. Someone without the slightest intervention of 300-350 thousand km go, someone for 100 thousand runs managed to "put" the motor.
Vasily, Moscow. Today, without much difficulty, you can find firms that are engaged in the production of cast-iron sleeves and their pressing in the aluminum block 2ar-Fe. At Toyota RAV 4 2.5 has passed 200,000 km. During this time, only the chain changed and after 120 thousand km flew the catalyst. There was no longer no breakdown. Naturally, I change the consumables and acquire the grease recommended by the manufacturer. I refuel at LUKOIL AI-95, as for me, there is the best fuel. It feels that the crossover is still at least the same. And then you can attend the risk of overhaul.

The power unit 2AR-FE is quite good in a constructive plan, no serious flaws and disadvantages have no shortcomings. FROM qualitative service And due attention will not make sure for the first 350 thousand kilometers.

Application

The GD series engines are presented in 2015, as the replacement of obsolete KD - the most massive Toyotovian diesel engines. Initially, they are installed on the LC Prado and Hilux families. It is with this motor that the diesel passenger Toyota is returned to the inner Japanese market.

Characteristics

Note. Mass of engines, taking into account the full refueling of working fluids - 270-300 kg.

The previous diesel series for a half dozen years of release has already been outdated for a variety of indicators - economy, ecology, specific characteristics, noise ... And at the end also "became famous" in history with cracking pistons. GD engines perfect in all respects, however the expected improvement dynamic characteristics It did not happen - the passport increase of the moment "dissolved" somewhere in the econoritatives and settings. Immediately noticeable the advantage of new diesel engines only in terms of reducing vibrations and, most importantly, noise.

Mechanical part

The series has retained a traditional cast iron ungilent cylinder block.

On top versions (for the Prado family) from crankshaft With the help of a separate chain transmission, a balance sheet is provided. Unlike KD, it is located in a separate case under the block. At modifications for the Hilux family, balancers are not used.

Pistons are alloy, full-size, with a developed combustion chamber. In the groove for the upper compression ring, a loavest insert is installed, a cooling canal passes in the head, an antifriction polymer coating is applied to the skirt of the piston. To the upper part of the bottom also caused a thermal insulation coating (Toyotovsky designation - "Sirpa", in fact - a film of porous anode oxide alumina, hardened on top of perhydropolisylase). Pistons are connected to the rods with fully floating fingers.

Scheme of the gas distribution mechanism - DOHC 16V: two camshafts in the block head and four valves per cylinder. The "two-stage" drive - from the crankshaft by a primary single-row roller chain (step 9.525 mm) is driven by the TNVD shaft, then both camshafts are given from it with a secondary chain (step 8.0 mm). The tension of the chain is maintained by a spring-loaded hydraulic mechanism. A vacuum pump is given from the back of the camshaft. In the valve drive, hydraulic gaps and roller pushers / rockers are used.

Hinged equipment is provided with a single polyclinite belt with an automatic tensioner.

Lubrication system

Trooide type oil pump is given by gear transmission from the crankshaft. A liquid oil radiator is installed on the engine lobster. In the cylinder block there are oil boosal oils and piston lubrication.

Cooling system

The cooling system stands out except for the number of components in need of cooling or heating. Pump drive - a common belt of attached aggregates, a thermostat - "cold" (80-84 ° C) mechanical.

Inlet system

The GD series uses turbochargers with variable geometry A second-generation guide (VGT or VNT) (with an electric drive). Their advantages are to maintain optimal pressure in a wide range of revolutions, reducing the backpressure at a high speed frequency, an increase in power at a low rotational speed, no need for a bypass mechanism. Cooling turbocharger - liquid.

With a small load and low speed frequency, the drive moves the control ring, and the blades are rotated, which are partially closed. As a result, the speed of gases entering the turbine increases, the pressure is growing and the engine torque increases.
- With high load and high speed of rotation, the blades are moved to the open position, thereby maintaining the required pressure and reduces the resistance on the release.

. For cooling upper air, the front intercooler is installed on the car.
. In the intake tract there is a throttle with an electric drive. It is used to reduce the noise of work at idle or at a slowdown, for the smooth stop of the engine as joining.
. In intake manifold The valve changes are established with a pneumatic transmission geometry, overlapping one of the intake ports for the formation of the vortex at the inlet to the cylinder and improve the combustion process.

Fuel system / management

Common Rail Fuel System - fuel is supplied using the TNVD to the total fuel collector (ramp) and is injected into the cylinders via electronic control nozzles. The injection pressure is 35-220 MPa (today it is a record value for Toyotovsky diesel engines). Component manufacturer - DENSO.

Injection can be carried out several times per cycle: two short pilotes (up to VMT compression tact), long-term main (in the VMT compression tact and at the beginning of the expansion tact), added (late injection on expansion tact).

The fuel pressure control is carried out by dosing the fuel supply at the inlet to the TNVD and dosing drain from the collector through the pressure reset valve.

The following sensors are used in the management system:
- Pressure pressure
- Pressure fuel
- Crankshaft positions (MRE-type)
- camshaft positions (MRE-type)
- Mass flow of air (MAF), combined with air temperature sensor on the inlet
- Provisions throttle valve (on the Hall Effect)
- The positions of the accelerator pedal (on the Hall effect)
- Differential pressure - measures the pressure drop on the DPF, allowing you to determine the degree of it to fill the soot.
- The temperatures of the exhaust gas - thermistor type are located to the oxidative neutralizer, to DPF, after DPF and after the SCR of the neutralizer.
- composition of the mixture (AFS), set after DPF
- NOX, installed in the central outlet tube

Fuel system / TNVD

Fuel pump high pressure - HP5S type, consists of a cam shaft, a plunger, a check valve, pulling the pump and the dosing valve. On simple modifications without DPF there is no additional section of low pressure.

When rotating the cam through the pusher moves the plunger up. If at the same time the dosing valve is closed, the pressure increases and fuel from the pump enters the ramp. ECM manages the closing point of the dosing valve and thus ensures a given pressure level in the fuel collector. If the plunger does not fit the cam, then it returns down under the action of the spring.

With a late closure of the dosing valve, the return of fuel reset increases and the feed decreases.

The system can use fuel filter High pressure designed for additional protection against PTWF contamination, manifold and nozzles.

Fuel system / collector

Fuel system / nozzle

In accordance with the latest trends of diesel production, electromagnetic nozzles are again used on the GD series. Characteristics (model code, individual feed correction) are indicated on the nozzle housing as a QR code and be sure to be programmed in the control unit.

The operation of the nozzles is somewhat different from the former CR Toyota:
- In the closed state, the valve is held by the spring. The pressure in the control chamber is high. The pressure of the fuel acting on the needle from the bottom is not enough to open it.
- When the current is submitted to the winding, the valve opens the channel by which the fuel is reset from the control chamber. There is a pressure difference, thanks to which the nozzle stop needle opens and the fuel injection.
- With the termination of the current supply, the valve closes. The spool is lowered and the control chamber is filled with fuel under pressure, which acts on top on the needle. The needle nozzle closes and the injection stops. After leveling the pressure in the control chamber, the spool returns to the upper position under the action of the spring.

An additional low pressure nozzle is built into the exhaust collector, through which the fuel directly from the pump is supplied to the release to increase the DPF temperature and burning accumulated particulate parts.

Toxicity reduction systems

Depending on the sales market, several levels of complexity are provided:
- EGR - Euro 2, for third-world countries
- EGR + Doc - Euro 4, for third-world countries
- EGR + Doc + DPF - Euro 5, for Australia and RF
- EGR + Doc + DPF + SCR - EURO 6, for Europe and Japan

. Egr. (The recycling system of exhaust gases) - due to the reversal of a certain amount of gases on the inlet, reduces the maximum temperature in the cylinder and helps reduce the emissions of nitrogen oxides. EGR valve drive - DC electric motor with contactless position sensor on the Hall effect.

In order to avoid excessive cooling of the air-entering air cylinders when working with a small load, a valve is installed in the EGR liquid cooler, the reassigning exhaust gases by the radiator.

. DOC (oxidative neutralizer) - the primary stage of purification of exhaust gases - oxidizes hydrocarbons (CH) and carbon monoxide (CO) to water (H 2 O) and carbon dioxide (CO 2).

. DPF. (Dairy filter) - serves to accumulate and remove / burning the particulate particles.

The process of passive regeneration of the particulate filter can be carried out by itself under the condition of a sufficient temperature of the exhaust gases. However, over time, the amount of soot in the filter increases, its bandwidth decreases and the need for active regeneration occurs. The control unit determines the filter clogging based on the analysis of the operating conditions of the engine, uses the main nozzles, the fuel supply nozzle to the release, incandescent candles and controls the rotational frequency. The temperature of the material in the particulate filter rises and the particles of soot burn.
But if the vehicle movement conditions do not automatically perform active regeneration for a long time, the soot accumulations may exceed the set limits, after which the system includes the DPF indicator, offering the driver to move at a constant speed of more than 60 km / h to be able to perform active regeneration. If the maximum level of accumulation is exceeded, the indicator will flash, offering the driver to proceed to the service to perform the regeneration in manual mode. In the end, in order to avoid damage to DPF for further operation, the system will turn on emergency mode With engine power limit.
On Hilux, a switch of manual regeneration mode is offered as an option.

. SCR. - Reducing the nox content in the exhaust gases under the norm EURO 6 due to the injection of the urea solution.
After injection of the solution there is evaporation of water, and then the thermolysis of urea, as a result of which it decays to isocyanic acid and ammonia.
CO (NH 2) 2\u003e NH 3 + HNCO
At an elevated temperature, isocyanic acid in the process of hydrolysis decomposes on carbon dioxide and ammonia.
HNCO + H 2 O\u003e NH 3 + CO 2
Ammonia accumulates in the neutralizer and reacts with exhaust gas nitrogen oxides, as a result of which pure nitrogen and water is formed.
NO + NO 2 + 2NH 3\u003e 2N 2 + 3H 2 O

The pump for feeding the reagent simultaneously performs the functions of the urea supply to the exhaust system (under a pressure of about 0.5 MPa), heating (the freezing temperature of the solution is about -11 ° C), filtering and controlling the level of the reagent in the tank.

When the engine is idling at idle and the low velocity of the car, the vacuum pump is pumped through the electropneumoculate to the diaphragm, which opens the channels for the flow of fluid inside the support. This allows you to more "gently" damping vibration from the engine.
- If the engine leaves the mode idle move, ECM turns off the electropneumoclap, stopping the pouring to the diaphragm. In this state, the liquid circulates in support only one channel with relatively large resistance.

Japanese manufacturers have reliable diesel engines. And what is the most reliable diesel engine from all reliable in Japan?

Let's consider the most common modern diesel engines of the Japanese car industry.

What is these dieselks, what weak and strengths Japanese diesel engines. They are now dominated mainly in Europe, but quite often began to appear in Russia.

But, unfortunately, they also have problems when their runs are passing for a hundred thousand kilometers of run, and even some of a hundred thousand people.

Caution supply diesel engines From Japan is due to their capricious attitude to fuel. Them fuel system rather weak to use our diesel fuel.

Another problem is the presence of spare parts. There are practically no original surplus from reliable manufacturers. Chinese appear, but the quality of them leaves much to be desired and does not correspond to Japanese quality.

From here and their very high price is dictated, much higher than the German surplus. In Europe, many plants producing spare parts of decent quality and prices are significantly lower than the original.

The most reliable diesel engine from Japan

So what is the most reliable diesel engine from Japan? Let's build on the rank of the top 5 of the best diesel engines.

5th place

You can safely put a 2.0 liter subaru engine (subaru) into fifth. Four-cylinder, turbocharged, opposite, 16 valve. COMMON RAIL inlet.

It must be said is the only opposite diesel engine in the world.

Opposite engine, this is when mutual pairs of pistons operate in a horizontal plane. This layout does not require careful balancing balancing.

The weaknesses of this engine, this is a two-mask flywheel, he failed even up to five thousand kilometers of mileage. The cracking of the crankshaft, until 2009, crankshafts and shaft supports were destroyed.

This engine is very interesting in its design, with good characteristicsBut the absence of such engines of recruitment drives its advantage. Therefore, in a Japanese series of diesel engines to take the fifth honorable place.

4th place

On the fourth place we dissiminate the engine Mazda 2.0 MZR-CD. This diesel has become released since 2002, and installed on car Mazda. 6, Mazda 6, MPV. It was the first Mazda Motor with the COMMON Rail system.

Four cylinders, 16 valves. Two versions - 121 hp and 136 hp, both developed the moment of force of 310 nm at 2000 rpm.

In 2005 survived modernization, with an improved injection system and new TNVD. Reduced the degree of compression and adaptation of the motor with a catalyst for emissions of harmful gases. Power has become 143 hp

Two years later, a version with a motor in 140 hp was released, in 2011 this engine disappeared from the line of installed engines for unknown reasons.

This engine calmly looked at 200,000 kilometers, after which it was necessary to change the turbine and two-mask flywheel.

When buying should be carefully studying his story, and it is better to remove the pallet and see the oil bar.

3rd place

Also, the Mazda engine, Mazda 2.2 MZF-CD. The same engine of increased, but increased volume. Engineers tried to eliminate all the shoals of the old two-liter engine.

In addition to the increased volume, the injection system is upgraded, another turbine is installed. On this motor, they put piezo-forming, changed the degree of compression and radically subjected to changes in the particulate filter due to which all the problems of the previous model of the two-liter engine were.

But the global struggle for the ecology, both in Europe and in Japan, adds Gimoroy to all engines and this establishes the system, with the addition of urea to the diesel fuel mixture.

It all reduces exhaust to Euro5, but as always, in Russia it adds problems to everyone without exception to modern diesel engines. It is simply solved with us, the particulate filter is thrown out and the hovering valve of the unlawful exhaust is thrown out.

The rest of the engine is reliable and unpretentious

2nd place

Engine Toyota 2.0 / 2.2 D-4D.

The first two-liter Toyota 2.0 D-4D CD appeared in 2006. Four-cylinder, eight-valve, pig-iron block, belt drive timing, 116 hp The engine was walked with the index "CD".

Complaints on this engine were very rare, they all reduced only to nozzles and to the recirculation system exhaust gases. In 2008, he was removed from production, and in return was launched a new one, with a volume of 2.2 liters.

Toyota 2.0 / 2.2 D-4D AD

Already began to make chain, for four cylinder already 16 valves. The block began to make aluminum with cast iron sleeves. The index of this engine has become "AD".

The engine is available as 2.0 liters and 2.2.

Self good feedback About such an engine, and good return, and low fuel consumption. But there were also complaints, most of them, it is the oxidation of the aluminum head in the place of touch with gasket GBC., about 150-200 thousand km. Run.

Replacing the blocking of the block head does not help, only grinding of the GBC and block, and this procedure is possible only with the removal of the engine. And this repair is possible only once, the second grinding of the head and the motor unit will not stand it, the depth will be critical with the possibility of meeting the valves with the head. Therefore, if the motor passed 300-400 thousand kilometers, with one grinding, it is only for replacement. Although this is a very decent resource.

Toyota in 2009 solved this problem, with such malfunctions, they even guarantee the guarantees of the motors on new at their own expense. But the problem is very rare, but it is found. Basically, those who do not lightly light on the strongest version of this engine model 2.2 liters.

Such engines are still manufactured and installed on various car models: RAF4, Avensis, Corolla, Lexus IS and others.

1st place

Diesel Motor Honda 2.2 CDTI. The most reliable small diesel engine. Very productive and very economical diesel engine.

Four-cylinder, 16 valve, with turbocharged performance variable, with a Common Rail injection system, a guilized aluminum block.

The nozzles are used by Bosch, and not capricious and expensive Japanese Denso.

The predecessor of this engine was built back in 2003 with marking 2.2 I-CTDI. He was very successful. Single, dynamic and economical in fuel consumption.

Modern considered engine Honda. 2.2 CDTI appeared in 2008.

Of course not minimized typical faults, but they were all extremely rare. The cracks of the exhaust manifold, but they arose in the first releases, the Japanese responded and in subsequent issues were not observed.

Sometimes there were faults of the tensioner chain of the gas distribution mechanism. Sometimes the backlash of the turbine shaft appeared prematurely.

All of these faults occurred from excessive constant loads and poor maintenance.

This engine Hondovtsy was installed on models Honda Civic, ACCORD, CR-V and others.

Of course, this engine has a smaller number of failures and breakdowns in relation to all other engine motors of Japanese automakers.

We put five points from five points, we assign the first honorable place to him and wish you to have a similar one in your car.

First of all, it is necessary to clarify that in the case of the Toyota engine, denoted by D-4D, we are talking about two, fundamentally different force aggregates. The oldest of them was produced until 2008, had a volume of 2 liters and developed the capacity of 116 hp. It consisted of a cast-iron block, a simple 8-valve aluminum head and had a timber-type timeline. These motors were designated 1CD-FTV code. Car owners with such engines rarely complained about serious malfunctions. All claims concerned only nozzles (simple in recovery), as well as typical components for modern diesel engines - valves of the exhaust gas recycling system and turbocharger. In 2008, the CD series turbodiesel disappeared from the Toyota assortment.

In 2006, the Japanese presented a new family of diesel engines with a working capacity of 2.0 and 2.2 liters, which were also denoted by D-4D. Among the differences: Aluminum block and 16-valve head, and in the replacement of the belt - the durable chain drive timing. The new product obtained the AD index.

The 2.2-L capacity version was obtained by increasing the stroke of the piston from 86 to 96 mm, with the unchanged diameter of the cylinders - 86 mm. Thus, the volume has grown from 1998 cm3 to 2231 cm3. 2.0 was labeled as 1ad, and 2.2 - as 2AD.

Due to the increased stroke of the piston 2.2, they additionally equipped the balancing shaft module caused by movement crankshaft through gears. The module is located at the bottom of the crankcase.

The timing chain of the timing of both turbo diesel engines the crankshaft and the outlet camshaft. The intake shaft is associated with the graduation using gears. Inlet camshaft Cars the vacuum pump, and the graduation - TNVD. Valve gaps are regulated using hydraulic pushers.

Diesels of the Hell series use Common Rail injection system by the Japanese company Dance. The easiest 1ad-FTV / 126 hp Throughout the production, it was completed with reliable electromagnetic nozzles working with a pressure of 25 to 167 MPa. They got 2AD-FTV (2.2 D-4D) / 177 hp

Version 2.2 D-Cat (2AD-FHV) / 150 hp Uses more complex DENSO piezoelectric nozzles, creating pressure from 35 to 200 MPa. Besides, in exhaust system 2.2 D-Cat installed fifth nozzle. This solution can be seen in some RENAULT engines. Such a scheme is very convenient for efficient and safe regeneration of the particulate filter. The risk of oil dilution with diesel fuel is completely excluded.

The AD series engines have a total of three options for cleaning exhaust gases, depending on the emission standard. Euro-4 versions were satisfied with the usual redox catalyst. Some versions of Euro-4 and all Euro-5 used solid particle filter. The D-CAT variant In addition to the catalyst and the DPF filter, it was equipped with an additional catalyst for nitrogen oxides.

Problems and malfunctions

The first impressions were only positive - a higher return and a small fuel consumption. But soon it turned out that new engine He has several weak points.

The most important and terrible is the oxidation of aluminum when contacting the block of the block head, which occurs approximately after 150-200 thousand km. The defect is so serious that it will not be able to get rid of it a simple replacement of the gasket. It is necessary to grind the surface of the head and block. To polish the cylinder block, the motor must be removed from the car. This kind of repair can be carried out only once. Repeated malfunction will result in the head so much so that when trying to start the engine, the pistons will meet with valves. Thus, the second repair is impossible and is not economically justified. Ensure only the replacement of the block or "de facto" - setting a new engine.

Toyota, at least, theoretically, coped with the problem at the end of 2009. On serviced cars, in case of detection of this malfunction after modernization, the manufacturer has changed the engine at its own expense. However, the problem with the gasket under the head of the block exists so far. Most often, the defect pops up in the intensively operated Toyota with the strongest 2.2-liter version of the motor, i.e. 2.2 D-4D (2AD-FTV).

Before buying a car equipped with a diesel D-4D AD series, be sure to ask the owner of previously executed repairs, and ask if it is possible to show bills for the repair or acts of work performed. There are many cars with diesel in the market that have already experienced the first repairs. Remember, the second repair is not possible, only the engine replacement!

Other ailments applies to the Common Rail injection system. Nozzles, regardless of whether electromagnetic or piezoelectric, very sensitive to the quality of the fuel. SCV valve can be immobilized. His task is to adjust the amount of diesel fuel in the fuel ramp. Valve is located on fuel pump High pressure and, fortunately, available as a separate part.

Application: AVENSIS II, AURIS, RAV4 III, COROLLA E15, LEXUS IS 220D.

Conclusion

After a sad episode with the head of the block and its laying Toyota, instead of developing its own diesel engine, which corresponds to the EURO-6 emission standard, preferred bMW engines. The 1www index hides the Bavarian 1.6 liter motor, and 2www is 2.0 liters. In my time, german motors suffered from problems with chain drive timing. Currently, the disease is almost defeated.

Toyota car company has in its product line Diesel engines AD series. These engines are mainly produced on the European 2.0 liter market: 1ad-FTV and 2.2 2AD-FTV.

These aggregates were developed by Toyota specifically for its small and medium-sized cars, as well as suvs. The engine was first installed in the second-generation AVENSIS cars after restyling models (since 2006 release) and on the RAX 4 of the third generation.

Specifications

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Version of DVS			2AD-FTV 136	2AD-FTV 150
Injection system	COMMON RAIL.	COMMON RAIL.	COMMON RAIL.	COMMON RAIL.
The volume of DVS	1 995 cm3	1 995 cm3	2 231 cm3	2 231 cm3
Power of DVS	124 hp	126 hp	136 hp	150 hp
Torque	310 Nm / 1 600-2 400	300 nm / 1 800-2 400	310 Nm / 2 000-2 800	310 nm / 2 000-3 100
Compression ratio	15.8	16.8	16.8	16.8
Fuel consumption	5.0 l / 100 km	5.3 l / 100 km	6.3 l / 100 km	6.7 l / 100 km
CO2 release, g / km	136	141	172	176
Filling volume	6.3	6.3	5.9	5.9
Cylinder diameter, mm	86	86	86	86
Piston stroke, mm	86	86	96	96

The engine data number of the models is knocked down from the exhaust manifold side on the KBS unit, namely: on the protruding part in the place where the engine with a gearbox is docked.

Motor reliability

To create this engine, an aluminum block and cast iron sleeves were used. In earlier generations, DENSO Common Rail fuel nozzles were used and a catalytic converter. Next began to use not maintainable piezoelectric nozzles and soot filters. These engines obtained 2AD-FHV modification. All modifications are installed turbine.

At the first time of operation of these engines, serious problems arose such as the oxidation of the cylinder block and the seasure inlet system The engine, which led to a large number of removal cars under warranty. In engines released after 2009, these shortcomings corrected. But still it is customary to consider these engines unreliable. These engines for cars were installed mainly with mechanical box Transmissions, only a six-speed automatic was put on the version of 150-severe. The timing chain changes at the interval of 200,000 -250,000 km. The resource of these models was laid by the manufacturer to 500,000 km, in fact it turned out to be significantly less.

Maintainability

Despite the fact that the engine is a sleeve, it is not maintained. Due to the use of an aluminum block and an open cooling system shirt. Do not stand the load of the two-mask flywheel and often requires replacement. As mentioned above, until 2009, a "disease" was observed in the form of an oxide of the cylinder block on a run from 150,000 to 200,000 km. "Treated" this problem Grinding block and replacement of block head gasket. This procedure was possible to do only once, further - replacing the block or engine entirely.

Also, on the first modifications, DENSO fuel injectors were stood with a resource of 250,000 km and maintainability. The FTV modification fuel ramp of the modification of the FTV is set to a mechanical pressure reset valve, which changes with the fuel ramp when breakdown. Tosol drain is carried out through water Pompe cooling systems.

One of the major "sores" of these engines is the plantation in the EGR system, in the intake path and on the piston group - this is all due to the increased "Mouse" and leads to the root of the pistons and laying between the block and the head.

This problem is the company Toyota is considered warranty and it is possible to replace the damaged guarantee details. Even if your motor does not consume oil, then procedures for cleaning systems from soot are better to spend every 20,000 - 30,000 km. Among the owners of diesel engines during their operation, an error of 1428 often occurs, but it occurs only on 2AD-FHV engines and means that there is some kind of problem with the differential pressure sensor.

Different with each other 1AD and 2AD as follows: in the volume and in the engine model 2AD-FTV uses a system of balancers. The drive of the gas distribution mechanism chain. Oil in 1AD models is better to fill with a diesel admission for diesel engines through the API - CF system by ACEA -B3 / B4. For model 2AD - with admission for diesel engines with summer filter C3 / C4 by ACEA system, according to API - CH / CI / CJ. The use of engine oil with additives for the particulate filters will extend the resource of this spare part.