1AZFE engine: resource, characteristics and problems

The next line of Japanese Toyota engines is the AZ series. It replaced the popular 3S series power units, also produced by Toyota Motor Corporation. From the 3S line, the 3S-FE model became the first gasoline model with direct fuel injection (GDI) or, in the international designation GDI - gasoline direct injection. The Japanese advertised this, then new modification of the 3S engines, as “D4 Technology”, which meant: D-direct fuel supply, and 4-four cylinders. Next, a new engine 1AZ-FSE was developed.

ICE models 1AZ

Such motors were manufactured in two modifications:

The first variant of the AZ series was the 1AZ-FE engine. Model 1AZ-FSE was then constructed. The differences between them are that the FSE has direct fuel injection, while the FE has distributed fuel injection.

Instead of an epilogue

The mistake of the Jedi order was fanatical service to ideals. As a result of the loss of Humanity, they began to lose Strength. The same thing happened with 1AZ-FSE. The main priority of the developers was uncompromising adherence to the environmental requirements of “green” and fuel economy. At the same time, the unit lost some other qualities, namely: reliability, ease of maintenance and maintainability.

The first generation never became truly widespread, since the FSE engine compromised the entire 1AZ family, and the plate with the inscription “D-4” became a real scarecrow for Russian buyers. Ultimately, all of its representatives quickly left the scene, and at the moment only models of the 2nd family are produced: 2AZ-FE and 2AZ-FXE. Toyota's latest developments are in the field of combined direct-distributed injection.

Principle of operation

The 1AZ-FSE engine is capable of operating on a very lean fuel-air mixture (FA). The mass of fuel in such a mixture is 30-40 times less than the mass of air, that is, the ratio is (30-40):1.

While the stoichiometric system (system of rules and regulations) looks like this:

• For direct injection engines, the optimal ratio is 14.7:1.
• For injection internal combustion engines with distributed injection, the optimal ratio is considered to be (20-24):1.

In an engine with multipoint injection, fuel is sprayed unevenly, which is why the ratio for them is 20-24:1.

In 1az-fse, at the base of the pistons there are special reflective recesses that create vortices, the concentration in which is at its maximum value under the spark plug. In other places the working chamber of the cylinder remains lean.

The process of creating and launching engine operating cycles took place taking into account the latest developments: the fuel-air mixture is created layer by layer, the injectors operate in three modes, the VVTi system regulates the gas distribution, and the exhaust gases are subjected to afterburning.

The electronic control unit (ECU), depending on the speed and load, regulates the creation of the mixture. The ECU changes the injection time, the number of injections, the configuration of the fuel torch, and the position of the control flaps in the intake channel.

Operating modes of the D-4 internal combustion engine (D4 technology):

1. The gradual combustion of layers of the fuel-air mixture does not load the engine and maintains speed. When gasoline is injected during the compression stroke, streams of gasoline are reflected from the recess in the pistons and are sprayed in the area affected by the spark plugs. Under the candle, a saturated mixture is obtained, which ignites well and transfers the flame to the depleted layers of the mixture (ƛ = 17 - 40).
2. A homogeneous, that is, homogeneous mixture is created under such operating modes of the internal combustion engine when it operates unstably. Unstable operation is not only when something is broken in the design of the motor, but at the moment of starting the engine, during braking, during warming up, when creating sudden large loads. Gasoline fuel is supplied at the moment the piston begins to move away. The torch of injected fuel during piston afterburning is in a cone-shaped form, which is why the flame does not reflect from the piston. Due to the fact that the flame is not reflected from the piston at this moment, the mixture turns out to be stoichiometric, that is, it meets the standards and amounts to (ƛ = 12 - 15).
3. The mixture is formed in two stages. When the mode changes from layer-by-layer to single-layer, gasoline is injected 2 times - during discharge and during compression. The mixture in this case turns out to be rich - (ƛ = 15 - 25).

Design Features

The main achievement of the 1AZFE modification engine is the lightweight aluminum cylinder block and the VVT-i gas distribution system. The system consists of an electronic throttle valve. This makes the motor work stable. And the displacement of the crankshaft axis increases the service life of the liners.

The main disadvantage of the Japanese engine modification 1AZFE is the thermostat. It begins to act up in the harsh Russian winters. There are no problems with the generator. The generator can only be repaired after a mileage of 200 thousand kilometers.

Another feature of the budget engine is its operation on a lean mixture. Since injection occurs in the cylinders. Then the fuel evaporates and rises to the spark plugs, where the gas mixture is ignited.

Attention! The gearboxes for this 1AZFE engine are mechanical and automatic. If the engine works well with the mechanics, then with the four-speed automatic transmission there are problems with the forced engagement of the transmission. Experienced mechanics say that this is a problem with the automatic transmission rather than the 1AZFE engine.

Specifications

Compressor

The production of finished compressors for AZ engines is carried out by Blitz and TRD. Therefore, the owner only needs to purchase and install a compressor. Also, for its normal functioning, the design must be supplemented with the following elements:

• intercooler;
• blowoff;
• thick ironing of the cylinder head;
• injectors with a capacity of 440cc;
• pump Walbro 255.

It is also necessary to remove the catalyst or replace it with a direct-flow type exhaust with a diameter of 63 mm. After this, it is necessary to configure the Greddy E-manageUltimate to obtain a power of 200 hp. without changing the piston system. It is possible to leave the original engine management system, but the dynamic performance will be much worse.

We bring to your attention the price list for the contract engine (without mileage in the Russian Federation) 1AZ-FE

Price list

Differences between 1az-fse and 3s

The AZ series differs from the S series in the designs of these units, as well as in the materials. The cooling jacket in AZ series motors is open - “Open Desk”. Open means that the cylinders are cooled with antifreeze or antifreeze from all sides.

All channels are made through in AZ engines. This greatly simplified production. If in the S series some of the cooling channels were made blind and sand cores were used when they were cast, now all this is not needed. New engines began to be injection molded.

The center of the engine has also been heavily modified. The crankshaft was shifted from the vertical axis by 1 cm. This displacement is called desaxing.

Why is the crankshaft shifted?

The purpose of this design change is to reduce the lateral friction of the pistons against the cylinder walls.

Why is the engine considered disposable?

Some engines, including the AZ series, have thin cylinder block walls. This does not allow for major repairs by boring and installing liners.

Since the BC is not designed for repair sizes, it is disposable.

Timing or Chain

In S series engines, the timing mechanism was driven by a chain. And in new, for that time, automobile power units they began to use a timing belt drive.

Other design minor changes to the internal combustion engine design of the previous line:

• The additional dampers were driven by a vacuum servo drive and an electromagnetic valve. The diameters of the passage channels have been increased, which extends the service life, the walls are not clogged with soot.
• We started installing a smaller electronic throttle. The sensors do not require adjustment; they are hidden from view.
• The design of the fuel rail has been simplified. Now it has only one technological hole.
• We began to install a new high-pressure fuel pump (HPFP). They made one valve in it, not dismountable. A spring was made for the oil seal, this made it possible to eliminate the leak in the fuel pump. But this did not increase the pump’s overhaul period much.

Engine tuning options

To increase power, the 1AZFE modification engine is tuned. Will be needed after a run of 150 thousand kilometers. Because the car loses power. There are three types of tuning:

Similar article VAZ 21126 engine, technical characteristics of the engine

• chip tuning. This is done using software. Increase engine power to 170 horsepower. Does not cause any harm to the engine;
• boring the cylinder block. The output is a 2 AZ series motor, and the volume increases to 2.4 cubic centimeters. Power also increases significantly, but experienced mechanics will require an expensive fee for such tuning;
• installation of turbocharging 1AZFE. Can be purchased as a kit from the manufacturer TRD. They purchase new injectors, a thick cylinder head gasket, and an intercooler. The output power is 200 horsepower.

In addition, professionals remove factory settings and destroy software blocks installed by the manufacturer. Of course, all this gives new breath to the 1AZFE engine, but at the same time it reduces its durability. This is worth thinking about before you start tuning the engine.

FSE faults

Although the 1AZ-FSE model was significantly modified and improved, this modification of the internal combustion engine was not mass produced, because the 2AZ-FSE model was soon invented.

What malfunctions occur in AZ engines:

1. The injection pump often fails. In AZ diesel engines this high pressure fuel pump works great. And in gasoline versions it breaks down quickly due to different properties of the fuel. Diesel fuel itself is greasy and is also a lubricant. Gasoline, on the contrary, dries parts and is a degreaser. And, if you add additives to gasoline to comply with Euro-4 standards, then parts wear out faster.
2. The engine has developed the ability to burn secondary gases. But, such an improvement contributes to the fact that EGR settles on the walls of the intake manifold, flaps and throttle, and soot accumulates. Due to soot deposits, the car jerks when accelerating, there are dips (you press the gas, but there is no acceleration), and there is increased vibration at idle.
3. It is difficult to adjust the valves with your own hands, because this requires a special machine.
4. The threads on the cylinder head (cylinder head) mounting bolts are often stripped because they are not long enough. Therefore, coolant leaks and compression decreases. In 2007, manufacturers fixed this problem. The first model, that is, 1AZ-FE, in this regard, is easier to maintain than 1AZ-FSE, because it does not have a fuel injection pump.

I read the reviews about 1AZ-FSE, they are all good. I won’t describe it here.

Advantages and disadvantages

The key advantage of the 1AZ-FSE is optimal fuel consumption. At the same time, the presented motor produces good performance. Every consumer will feel the power on the road. Not from the lowest revs can you count on traction and fast acceleration. But on the highway, the power unit will not disappoint, as if it was created for high-speed driving. However, even this advantage is offset by a number of disadvantages that 1AZ-FSE has. Let's consider the main ones:

• lack of repair dimensions, without which it is impossible in conditions of poor road surfaces;
• To restore engine operation, it is necessary to replace spare parts as entire units. Repairs become expensive;
• A consumable item that quickly and often fails is the fuel pump and 1AZ-FSE injectors. Moreover, their cost is impressive;
• installing LPG is impossible, because there are many risks and all because of the plastic intake manifold.

Having assessed all these points, each owner realizes that engine repairs can cost him a significant amount. The main problem with the 1AZ-FSE is that it does not like high revs. At the same time, the power of the product can only be estimated at 4000 rpm.

How to increase engine life?

To do this, you must follow the regulatory rules:

1. Fill with good gasoline or diesel fuel. Fill in good oil that meets the factory specifications issued by the manufacturer Toyota Motors Corporation. If the gasoline is of low quality, for example, the sulfur content (S) is exceeded, the rubbing parts wear out faster.
2. Check the oil level frequently. Since the fuel injection pump in them does not have a long trouble-free service life, gasoline can drip into the crankcase and increase the fluid level. Make sure that the oil level in the crankcase is below the maximum level on the dipstick.
3. Clean the collectors occasionally. At idle speed, accelerate strongly so that the deposited soot comes off the walls and the carbon deposits of the cylinder-piston group parts fly off.
4. When replacing the timing belt, it is advisable to change the tensioner rollers as well. Use a quality belt.

Main recommendations for use

To extend the service life of the mechanisms, it is necessary to ensure favorable operating conditions for the unit.

1. Avoid using low-quality fuel or oil, which are so necessary for the full functioning of any engine. Even a small amount of sulfur, which may be present in gasoline, can cause wear on precision joints, as if from an abrasive powder.
2. To avoid the problem of gasoline leaking from the injection pump into the oil sump, it is recommended to constantly monitor the oil level. You don't have to have any equipment to do this; everything is done by touch. If the level rises, then it is worth diagnosing the condition of the pump.
3. The intake system must be under control. Therefore, it is necessary to ensure its complete cleaning. To do this, it is necessary to run the power unit at high speeds, which will get rid of possible carbon deposits on the ShPG parts.
4. When replacing the timing belt, it is important to ensure that the sprocket marks on the gear covers and on the chain itself match. All consumables for installation must be of high quality.