Toyota Camry engines. What are the costs, pros and cons?

4432 Apr 20

Toyota Camry is rightfully considered the bestseller of the domestic market in its segment, and 20,000 copies sold annually eloquently confirm these words. However, even if the future buyer has decided on the model, there will be a difficult choice of other parameters of the car, since the Japanese manufacturer offers a fairly wide range of options, configurations and power units. And it is the power unit that a rational consumer should first pay attention to. When talking about this model, the question almost always arises: which Camry is better - 2.4 or 3.0.

Advantages and disadvantages of the Camry 40 car

According to reviews from car owners, despite the reliability of the Toyota Camry 40, some problems and design flaws are revealed during operation. Below is a table that describes the pros and cons of the car.

Appearance and dimensions

The appearance of these premium sedans looks ultra-modern, and most likely there will not be a car enthusiast who will criticize the exterior of the Toyota Camry and Kia K5. Basically, the design of these vehicles is dominated by sporty and aggressive features. Narrow head optics, compact radiator grilles and massive air intakes on the front bumpers stand out. Not only the front of the car looks stylish and modern, but also the rear. At the same time, the food of the South Korean sedan is more interesting.

As for the sizes of these cars, they are almost identical, and it will be almost impossible to visually discern the difference at the first glance at the models. These cars have the following dimensions:

1. The cars have the same curb weight of 1,575 kg.
2. The length of Kia is 4,906 mm, that of Toyota is 4,879 mm.
3. The width of the K5 is 1,860 mm, that of the Camry is 1,839 mm.
4. The height of premium sedans is 1,445 mm.
5. The wheelbase of the Korean is 2,850 mm, that of the Japanese is 2,825 mm.
6. The ground clearance of the Korean sedan is 135 mm, that of the Camry is 155 mm.

In general, these cars are very similar in size, despite the fact that their appearance differs significantly, which will not allow you to experience discomfort if you have to change from one model to another.

Engines

The engines are very reliable. They have a timing chain drive with a service life of about 250 - 300 thousand km. In rare cases, overheating of the cylinder head of 2.4-liter engines occurs, followed by a change in the geometry of the block.

One of the weak points is the drive belt tensioner, which “ends” after 100,000 km. He gives himself away by “clicking.”

In frosts below 10 degrees, many owners were puzzled when they heard a short “squeak” or metallic grinding sound when starting a cold engine. Its source is the Bendix (overrunning clutch designed to “disengage” the starter from a running engine). The lubricant in the starter freezes, and the “retractor” does not have time to get out. Despite this, starters are quite tenacious. If you want to get rid of the metallic grinding noise in the morning, you need to disassemble the starter and lubricate the sun gear with the Bendix guide splines with a more plastic lubricant.

Toyota Camry VI (2006 -2009)

Often the cooling system pump (pump) also fails prematurely - with a mileage of more than 80 - 100 thousand km. A pink coating and marks on the sound insulation of the hood will tell about his imminent death. The generator pulley may fail after 150 - 200 thousand km.

2.4-liter versions with automatic transmission consume up to 13-15 liters in the city and 7-9 liters on the highway. More powerful 3.5-liter engines are content with 15-16 liters in the city and 9-11 liters on the highway.

Ride quality, maneuverability and handling

When considering purchasing any of these cars, you need to understand that we are talking about premium class sedans, which do not stand out for their cross-country ability due to their low ground clearance. However, despite this, these models will still be able to surprise their owner if they have to continue driving over rough terrain. At the same time, virtually no vibration will be transmitted into the cabin for the simple reason that the cars have a fairly soft suspension system. This will prevent the driver and passengers from experiencing discomfort when they have to overcome uneven sections of the road. Also, these sedans will be able to please their future owner with dynamics, excellent handling and excellent driving performance.

The South Korean Kia K5 sedan is a dynamic car, which does not feel so much speed. This model handles perfectly, clearly responds to the rotation of the steering wheel, and also allows you to enjoy the comfort of your trip regardless of the condition of the road surface. It is pointless to consider the cross-country ability of this car, since the vehicle is primarily intended for use in the city and on the highway. The manufacturer equipped this car with an independent MacPherson spring suspension with anti-roll bars and ventilated disc brakes at the front. The rear axle has an independent multi-link system with anti-roll bars and conventional disc brakes.

The Japanese car Toyota Camry is a reliable and unpretentious premium sedan that will allow the motorist to fully enjoy the comfort of the trip. The suspension on this model is quite soft. An independent spring system with anti-roll bars and disc brakes is installed along the perimeter. The model instantly reacts to changes in the position of the steering wheel and is distinguished by its excellent dynamics and maneuverability. On this car, as in the case of the Kia K5, you don’t feel the speed, and correct suspension settings forgive the car owner many mistakes.

AZ family

This is a relatively young line of power units, first appearing under Toyota hoods in 2000. They replaced the legendary S-series engines that were equipped with older versions of the Toyota Camry, until 2001. As for the AZ, these are inline 4-cylinder engines with an aluminum block. In Camry, the most widespread is the 2AZ-FE - the 2.4-liter version. Its dynamic performance was quite sufficient for comfortable driving around the city, due to which it lasted under the hoods of these cars right up to the XV40 body. Acceleration to the first hundred was around ten seconds in all generations, the difference of tenths of a second was determined by the use of an automatic or manual transmission. Power varied from 152 to 167 horsepower, however, acceleration remained at the same level, since the impact was leveled out by the increasing mass of each new generation of Camry. Consumption of 95 gasoline is about 13 liters in the city, 8.6 on the highway, and also about 10.8 in mixed use.

Engine Toyota Camry 2003 2AZ-FE

1AZ-FE is an earlier incarnation of the line. Nevertheless, it received its reflection as the main power unit of our sedan only with the arrival of the XV50 generation on the market. Its acceleration with 148-horsepower output was 12.5 seconds. The consumption of the same 95 gasoline here is somewhat more modest than that of its larger “brother”: 11.4 in the city, 7.3 on the highway and about 9.8 in mixed use. Installing such a low-power engine in a luxury car is justified only by the reduction in the cost of the model during the initial sale. Perhaps the presence of such a configuration of the Camry XV50 became the beginning of the appearance of the “Comfort” section in a taxi. As for the shortcomings, they are common to 1AZ-FE and 2AZ-FE. Here, as in MZ engines, the VVTi system appeared, direct fuel injection, hated by many, was added, and an electronic throttle was added.

Disadvantages of AZ series motors

• Jerky nature of the work. It can be solved by cleaning the throttle and exhaust manifold or servicing the VVTi and lambda probe.
• Strong vibration of the Camry engine at idle speed. There is no way to eliminate it; you can only soften the vibrations by cleaning the injectors, idle air valve, EGR system, mass air flow sensor, or replace the engine mounts.
• Broken cylinder head block mounting thread. The problem is most pressing for models released before 2007. Signs of such a malfunction include the presence of antifreeze on the motor housing, loss of geometry, or overheating. The only solution is to replace the damaged unit with a new one.
• Sensitivity to fuel quality. This only applies to FSE versions, so if the engine has this marking, it is better not to refuel at suspicious gas stations.

In general, the power units are reliable. The timing drive here is chain driven; the chain needs to be changed every 200,000 kilometers. Often the mileage of a Camry with such an engine exceeded half a million kilometers, however, the estimated resource of the AZ-series is 300,000 km. As for repairs, according to official data it cannot be repaired. Therefore, in the event of a major breakdown, it is better to immediately take a closer look at the contract spare parts market.

Technical characteristics of 2AR-FE

Block 2AR
The 2AZ-FE series of power units no longer corresponded to the technical “development” of the cars being produced, so the next generation of 2AR-FE engines was prepared to replace it. The engineering team had to work hard to ensure that the new family complied with the latest achievements of the automotive industry, and endowed the new product with a whole range of new characteristics that were not available in previous engine lines.

Using innovative achievements in engine engineering, the developers endowed the 2AR-FE with:

• an aluminum cylinder block, inside of which thin-bodied cast iron liners were placed;
• updated crankshafts and camshafts, which received more counterweights and improved balancing;
• Dual-VVTi injection system, which was called “smart direct feed”;
• increased working volume up to 2.5 l;
• lightweight piston and floating pins;
• aluminum 16-valve cylinder head (cylinder head), for the manufacture of which 2-shaft technology was used;
• hydraulic compensators;
• timing chain drive;
• acoustic control of the ACIS intake system;
• ETCS-i electronic throttle control system;
• MPI injector;
• piston stroke 98 mm and compression ratio 10.4.

The 2AR-FE modifications had some different characteristics. A version for hybrid all-wheel drive cars was provided.

Fuel consumption

The 2AR family is powered by AI-92 fuel. You can use fuel with a higher octane number, although it is better to adhere to operating standards so that you do not have to repair the car.

This engine and its modifications are quite economical in fuel consumption. Although fuel consumption largely depends on the weight of the car and the gearbox paired with the Toyota 2.5 2AR engine, so there may be a slight difference of up to 1 liter.

The declared consumption of the new Camry XV70 2.5 2AR-FE 6 automatic transmission: 11.5 in the city, 6.4 on the highway and 8.3 mixed. Rav 4 in the XA40 body (4 generations) with the same power plant, 6-speed automatic transmission and all-wheel drive consumes: 11.4 liters in the city, 6.8 liters on the highway and 8.5 in the combined cycle. Camry XV50 with a 2AR-FE engine and 6 automatic transmission consumes: 11 liters in the city, 6 liters outside the city and about 8 liters in mixed mode. The minimum gasoline consumption, which was shown during testing of the 2AR-FE engine, practically coincides with these data. The only difference is the costs in mixed mode – 7.8 – and on the highway – 5.9.

Good looking

Modifications of the 2AR motor

The 2AR engine had several modifications. For the Toyota and Lexus model lines equipped with hybrid units, production of the 2AR-FXE version has been launched. This engine operated on the Atkinson cycle and was equipped with a piston system with a compression ratio of 12.5.

2AR-FXE under the hood of Camry XV50

The 2AR-FSE modification differed from the main one with a different cylinder head, equipped with a direct supply of D4-S fuel, a new model of camshafts and modified brains, as well as a compression ratio of 13.

Versions of the Toyota 2AR engine include the 2.7-liter 1AR-FE, characterized by an increased block height and a compression ratio of 10. Otherwise, the designs are identical.

Toyota engines of the ZZ, AZ and AR series. It was bad, it became cool

Toyota in the late 90s and early 2000s, like others, rushed to create something new. We talked about promising systems (remember the first experience with direct injection within the framework of the 3S-FSE unit), and about modern lines of engines. We talked about the NZ and ZR series. It was the turn of the motors of the ZZ and AZ lines, which by the end of the 2000s were continued in the AR family. And looking ahead, it can be called one of the best among Toyota's. And, in principle, among modern engines. Yes, yes, making mistakes and stumbling, the “people's brand” finally designed engines for which there is no shame.

Replacing the NZ series with the A series, Toyota, naturally, could not ignore the 1.8 liter engines. Moreover, in the same A line there was an 1800 cc 7A-FE. And the engine of the same volume is among the S family (4S-FE). They needed to be changed!

“Zets”: vegetable and with charge

Long-stroke (cylinder diameter and piston stroke 79x91.5 mm), like 1NZ, 1ZZ-FE debuted in the same 1997.

Developing from 122 to 132 hp, this engine became the top engine for the same Corolla, and for most models - Allion/Premio, Avensis, Caldina, Celica, Vista, RAV4, Opa, Isis, Wish - the base and, in fact, main It was also installed on the Chevrolet Prizm (Corolla clone), Pontiac Vibe/Toyota Matrix and Lotus Elise.

By modern standards, Zet Zet did not carry any know-how. However, at that time its design was perceived as something extraordinary. Aluminum block, open cooling jacket, timing chain drive and intake phase shifter. By the way, until mid-1999 there was an option without VVT-i, but only for foreign markets. At first, the intake manifold was made of aluminum - with pipes of equal length. But soon it was replaced with a technologically advanced and inexpensive plastic one.

From TRD and GM Performance 1ZZ-FE for Corolla, Matrix and Pontiac Vibe received drive superchargers that increased power by 40 horsepower. There was also a version of the motor - 1ZZ-FED. With enlarged intake valves, which gave ten additional “horses” (142 hp). This “Zet Zet” was installed, for example, on the MR-S/MR2.

In addition to the FED modification, an FBE version was produced that ran on ethanol and was offered in Brazil. And also the Chinese version, which existed on models of Baojun and Wuling brands unknown to us.

Well, a fully charged variation of 1ZZ should be considered 2ZZ-GE. Although this engine, developed jointly with Yamaha, not only did not fit into the “cubes” - both its cylinder diameter (82 mm) and piston stroke (85 mm) were different. The main thing is that he did not carry the usual cast iron sleeves. The cylinder walls were made using European technology - with silicon strengthening.

Finally, not just a variable valve timing system was used here - VVTL-I, Variable Valve Timing and Lift. For a pair of intake valves there were two cams with different profiles and two tappets. At 6200 rpm, the oil pressure locked the corresponding pushrod with the rocker using a special locking pin.

Plus a wide arrangement of valves and 170, and in the most common modification 190 forces. On the Lotus Elise, Exige and Eleven, when equipped with a drive supercharger, the 2ZZ-GE developed from 218 to 260 horsepower.

There were a couple more engines in the ZZ line - a 1.4-liter 4ZZ-FE (98 hp) and a 1.6-liter 3ZZ-FE that developed 110 hp. These engines were mostly sold in Asian markets, reaching us only occasionally.

“A Zetki”: with an emphasis on savings

Somewhat later - in 2000 - a replacement came for the S series motors. AZ engines in terms of block, timing drive, cooling systems and valve timing were created according to all of the above canons. But unlike ZZ, no power goals were set here. On the contrary, the 2.0-liter 1AZ, which turned out to be “square” (86x86 mm), appeared in two versions - FE with conventional injection and FSE with direct injection. The return, however, was the same - about 150 forces.

The 2.4-liter 2AZ, also offered in FE and FSE versions and developing from 160 to 177 hp, also did not shine with “horses”.

The drive supercharger, however, was still screwed onto it. True, only on the overseas Scion tC. But based on the 2AZ-FE and the same coupe there was a drift car with an engine deployed longitudinally. Naturally, a piece product.

Nevertheless, 2AZ-FE once became the engine for a “hotter” modification - it was installed on the Blade hatchback. The same Auris, but with a 2.4 liter engine (and 3.5 liter V6).

More 2AZ was used in the FXE version. With a compression ratio increased to 12.5:1, the ability to operate on the Atkinson cycle and as part of a hybrid power plant.

Power was even slightly reduced compared to FE and FSE. But due to the electric motor, the total output, for example, of the Camry Hybrid was up to 214 hp. By the way, the 2.4-liter “four” had a couple of design differences from the 2.0-liter. It carried a block of balancer shafts driven from the crankshaft by a package of plastic gears. And oil nozzles that cooled the pistons from below.

“A Eras”: both across and sometimes along

The AR series, whose first representatives appeared in 2008, replaced “A Zetas”. But since by that time Toyota had a 2.0-liter “four” 3ZR-FE, this line initially dispensed with an engine with this affordable volume. However, AR still got its 2.0 liter, but much later. And the debutants of the family were the 1AR-FE (2.7 l, 185–190 hp) and 2AR-FE (2.5 l, 170–180 hp) units.

It is curious that at that time the company already had a 2.7-liter 2TR-FE for Prado, Fortuner, Hilux, Hiace and other cargo-passenger and off-road vehicles. Now an engine with similar characteristics (even longer stroke - 90x105 mm) has been created for Highlander, Sienna, Venza. And in Russia we first met him on a Lexus RX270.

2AR-FE was received by RAV4, Camry/Lexus ES, Alphard. The Hybrid version was not long in coming, in which the 2AR, as usual, works in the FXE version - with a high compression ratio, working according to the Atkinson cycle, but being derated to 154 forces (total output of about 200 hp). Such power plants existed on Camry, Avalon, Harrier, Lexus NX, etc.

At the beginning of the last decade, the “four” was deployed longitudinally in the engine compartment. Interestingly, the 2AR-FSE had D4-S, that is, combined fuel injection, but did not work on the Atkinson cycle. But, like the FXE, it operated as part of a hybrid power unit. Moreover, it was not strangled (it developed about 180 horsepower), and the total output of the installation was 220 hp. In this form, 2AR-FSE was officially known even in our market (Lexus IS300h and GS300h). In addition, it came from the Japanese domestic market in the 14th generation Crown.

For the RAV4 and Camry of the Chinese market there was a 2.5-liter modification 5AR-FE. True, it is unclear how it differed from the “Japanese” one. In 2014, the 2.0-liter 1AZ-FE was finally replaced - a 150-horsepower (in some markets 165-horsepower) 6AR-FSE appeared on the Asian and Russian Camry and ES200. Its combined injection is combined with VVT-iW on the intake camshaft - an electrically driven clutch that allows you to change phases over a wider range and simulate the Atkinson cycle.

The latest in the line in the middle of the last decade was 8AR-FTS.

It was placed in the engine compartment as desired, and therefore it is found both under the hood of the rear-wheel drive Lexus RC and on the NX with a transverse power unit. On GS, IS, Crown and at the same time on RX, Highlander and Harrier.

With it, Toyota went all out - combined injection, VVT-iW, Atkinson cycle and turbocharging with a twin-scroll unit. Power - within 235-245 hp. In general, a typical representative of the downsizing generation. But other “A Eras” are, by modern standards, as simple as anvils. Yes, we can’t live without Dual VVT-i these days. And balancer shafts driven by plastic gears, the same as on AZ, are a typical solution. A polymer insert into an open jacket is also a typical way to increase the efficiency of a cooling system. No one can be scared now by hydraulic compensators and ACIS - a system for changing the geometry of the intake tract. And a separate camshaft bed is a purely technological thing, although it makes you think about an extra joint that needs to be sealed. On 1AR-FE and 2AR-FE there was even no EGR. And yet we know that the simplest designs can have inherent weaknesses and have a low resource.

Work on mistakes

Unlike NZ, ZZ and AZ very quickly demonstrated their bad character. And it wasn’t just the peculiarities of exploitation, although its primitive level undoubtedly only intensified the problems.

For example, 1ZZ was initially distinguished by its impressive oil consumption per waste. They blamed the corroding piston rings, which were supposedly replaced in 2001. This didn't solve the problem. They either wore out or quickly deteriorated, and even during the warranty period the “oil burn” could reach up to half a liter per 1000 km. In the early 2000s, this was something out of the ordinary. More or less successful pistons and rings (more drainage holes appeared) began to be used in 2005. Although even in this case there is oil, it’s crazy “Z Zet” started after 150,000 km, and the fatal loss of compression occurred closer to a quarter of a million. Well, maybe a little later.

At decent mileage, axial play appears at the crankshaft. There is another characteristic design feature - the absence of the usual valve seats. Instead, there is a 3 mm layer of metal, sprayed in some way. Over time, it burns out along with the valve and...

We have learned to restore this. From European manufacturers there are seat blanks that are pressed into the “head”.

The 1ZZ timing chain resource is about 150,000 km. 2ZZ has even less - the power potential affects it, which is conducive to constant “annealing”. The cylinder-piston group also suffers from the latter, the service life of which is less than that of the “vegetable” 1ZZ. VVTL-i also causes problems. Firstly, breakage of the locking pin connecting the pusher and rocker. Secondly, cut bolts securing the rocker arm axis. These so-called “lift bolts” are generally advised to be replaced preventively, citing the fact that their service life is only 50,000–80,000 km. The best case scenario is just a loss of valve lift adjustment. The worst is that parts of the bolts get into the engine.

So if you buy a car with 2ZZ-GE, then only after a comprehensive study of its condition. And it’s better to immediately set aside a budget for major restoration. In general, 1ZZ requires the same.

And “A Zetas”, by the way, too. The resource of both the 2.0 and the 2.4-liter “four” is approximately the same - 250,000 km. Timing chains - 150,000 km. There are examples when, when changing the oil after 7000–8000 km, both took longer to take care of. Let's say the timing drive could withstand a quarter of a million km. But it is extremely likely that problems will overtake the owner long before the CPG resource is exhausted. The fact is that both “epic” engines readily boil – in the most seemingly hothouse conditions. In this case, the “head” becomes a “house” and pulls the bolts from the block - along with the threads.

However, there is another opinion as to what is the cause and what is the effect. They say that the root cause is precisely the destruction of the threads in the block, which breaks the tightness of the joint along the mating plane of the cylinder head. The gasket burns out and antifreeze enters the oil. Overheating and warping of the “head” and cylinder block occurs. One way or another, the owner ends up with instrumental correction of the hardware and drilling and installation of bushings into the block for standard bolts. Allegedly, in 2007, the length of the thread in the block was increased, and the problem seemed to be history.

However, a “butter-eater” appeared. Toyota changed the pistons, even increasing the warranty to ten years and 150,000 miles in the US. And this disease seems to have been overcome. At least for “Japanese” and “Russian” age “A Zetas” the typical oil consumption for waste is in the range of 200–300 ml/1000 km, which is not so bad by modern standards. And the components of direct injection - both fuel injection pumps and injectors - are quite durable. Although, along with the design, this is due to the increased quality of gasoline.

Both ZZ and AZ have a low lifespan pump (40,000–60,000 km) and the overrunning clutch of the generator pulley fails at approximately twice the mileage. On FSE you need to clean the EGR. And on all of them there is a throttle valve block. Otherwise, the idle speed starts to fluctuate.

And with this heritage, Toyota introduced the AR series. Bearing in mind all the negative nuances of its predecessors, one would expect the same surprises from it. Fortunately, the company took into account all the mistakes and created units that, admittedly, do not fit well into current ideas about the service life and reliability of internal combustion engines. Let's listen to the opinion of the mechanic from the dealership:

— 2AR-FE, of course, is more common among us than other representatives of the line - the Camry on which it is installed is one of the main cars of all kinds of corporate fleets. But there are also enough statistics on the 2.7-liter 1AR-FE. Moreover, these motors are structurally very similar, have the same service life and problems.

Another thing is that there are a minimum of problems. So, at 50,000–70,000 km the pump begins to leak. Toyota changed it before. However, at some point a form arrived - change it only if the antifreeze is already flowing in a stream. And sweating and coolant stains are considered normal. There were several other situations when the “coolant” leaked in the area of ​​the pipe pressed into the “head” of the block. But no oil leaks were noticed behind these engines.

As well as any noticeable oil burn during the first 200,000 km. Then it can appear - within a liter and a half per 7500 km. But this does not always happen. And such waste expenditure itself does not seem to be something extraordinary now. Moreover, these “fours” are capable of covering about 400,000 km. And this is not an isolated case; there are plenty of examples.

The timing chain is almost as durable - it lasts more than 300,000 km. That is, it is designed for its entire service life. This is probably due to the oil nozzle that lubricates the chain. But another timing component - phase shifters - has not yet won. More precisely, even so - it is on AR, unlike ZZ and AZ, that they are especially disturbing with sound. They strum when cold, immediately after starting, both in winter and in summer. Nevertheless, they do not spin up, as was the case, for example, on the GR “sixes”. They simply create an unpleasant accompaniment, but they work while continuing to adjust the phases. They had to be replaced under warranty. But only according to the demands of concerned clients.

By and large, the 2AR-FE has one global drawback that must be taken into account even if you have a passenger sedan. The oil receiver above the pan is located very low, literally one centimeter. A small blow from below, the oil receiver is pressed by the deformed pan - and oil starvation occurs. Yes, it would seem a harmless situation, but not only Camrys, even Lexus ES, have come in with failed engines more than once.

Let us also add that Toyota systematically fought with VVT-i couplings, refining them and replacing them with updated ones. On the 2AR-FE, in addition, the chain tensioner was changed (although it did not fail before or after). But 8AR-FTS went through several service campaigns. The turbine bypass valve, its housing and hoses were replaced. In addition, this “turbo-four” has gone through several software updates. We can say that the study of 8AR-FTS continues. And we will probably return to it again. Ordinary “A Eras” turned out to be extremely tenacious, hardy, and resourceful. And devoid of minor flaws. This is rare now.

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Advantages and disadvantages of Toyota Camry

If we talk about a car with a V6, then in this case the buyer receives a six-speed automatic transmission U660E. Unfortunately, some complaints have arisen against it in our country. The owners pointed to insufficient resources and interruptions in work. Restyling of the 2009 Camry 40 allowed the introduction of the U760E version. In the modified version, all the nuances have been corrected. In this regard, it is worth choosing the model that is younger and has less mileage. Of course, low mileage is not a 100% guarantee.

It is important to consider driving style and style, as well as maintenance. If the oil was changed on time, and the driver did not constantly race, then the service life of the box can be 200 thousand

If the owner ignored the basic needs of the car, then the purchase can result in serious problems, for example, wear of the torque converter, a clogged valve body and other troubles.

As for motors, everything is much simpler here. The manufacturer offers two options, which, as practice has shown, are reliable and “to the taste” of domestic users. The base 2.4-liter engine is the most common. It is known that the percentage of cars with this engine in Russia reaches 75%. The advantages include durability and simplicity, since there is no turbine, hydraulic compressors, timing chain, etc. In this regard, the timing belt can withstand more than 200,000 kilometers, and the engine life often reaches 400,000. A bonus to the list of advantages is inexpensive car maintenance. Thus, a hydraulic tensioner for the timing belt in the original version for the Toyota Camry 45 will cost 1,500 rubles; for a phase shifter you will have to pay 10,000 rubles. If you take a non-original spare part, you can save almost twice.

Mechanics talk about how you can extend the life of a vehicle, so you can get all the necessary information during an inspection at a service center. A 2006 Camry 40 certainly needs more consideration when purchasing than, say, a 2011 Camry 40. But, if you properly care for the car, the difference is not so critical. The list of mandatory actions must include monitoring the cooling system, observing maintenance intervals, choosing high-quality oil, and constantly checking valve clearances. Despite the absence of squeaks and knocks, you should not skimp on technical inspection. Some elements may fail silently. During maintenance, problems with the small drive chain of the oil pump or shaft balancing may be revealed.

Advantages:

• premium car for little money;
• spacious interior;
• reliable suspension;
• soft control;
• ease of repair;
• liquidity in the secondary market;
• modern security systems.

The obvious shortcomings of the 6th generation Camry cannot be ignored. We are talking about “inconvenient” engine power. The most common 2.4-liter engine overheats quite often, which requires regular flushing of the radiator and air conditioner. For a 3.5-liter with 277 horsepower, after 150,000 miles, individual ignition coils are at risk. In the Camry 40 of 2008, the production of which was established in Russia, the horsepower was “cut” to 249 hp. The 3.5-liter engine has a similar design to the “younger” one. There is also no turbine or hydraulic compensators, but the manufacturer immediately stipulates an underestimated guaranteed service life. Repairing the cooling system, for example, the radiator and pump, as well as phase shifters, will cost a large sum.

What engines are on the Toyota Camry?

In relation to the production of Toyota Camry, many internal combustion engines with different technical characteristics were used. These include:

• Engine 2021 (in Russia since 2018), 9th generation sedan - XV70. This model is available in three modifications. 1) 2 l, 150 hp, brand 6AR-FSE; 2) 2.5 l, 181 hp, brand 2AR-FE; 3) 3.5 l, 249 hp, brand 2GR-FKS.
• The 2021 engine, the 8th generation sedan - XV55, as well as the 2014 predecessor of the same generation have the same types, modifications and brands as in the XV70, except for the 3.5 liter version, here we have the 2GR-FE brand.
• The 2011 engine in the 8th generation sedan model is XV50. 1) 2 l, 148 hp, brand 1AZ-FE; 2) 2.5 l, 181 hp, brand 2AR-FE; 3) 3.5 l, 249 hp, brand 2GR-FE; 4) 3.5 l, 277 hp, brand 2GR-FE.
• The Camry XV40, 7th generation, produced in 2006 and 2009, used two modifications of the internal combustion engine. 1) 2.4 l, 167 hp, brand 2AZ-FE; 2) 3.5 l, 277 hp, brand 2GR-FE.
• In 2001, the XV30 engine was released, which was used in 6th generation sedans. In 2004, a restyling of the same engine appeared, which included 2 modifications. 1) 2.4 l, 152 hp, brand 2AZ-FE; 2) 3.0 l, 186 hp, brand 1MZ-FE.

Other types are presented in the table:

If we touch on the issue of the advantages of the engines installed in the Toyota Camry, then most car enthusiasts highlight the following:

• The injectors show virtually no response to the quality of the fuel used. So, if necessary, you can use something that is not very expensive. This will not negatively affect the operation of the engine. And if it does, it won’t be very soon.
• The engine is equipped with a good cooling system, so that during operation, problems with the radiator occur very rarely, which other engine models cannot boast of.
• Aluminum alloy is used in the components. Thanks to this, the design remains quite light, but at the same time the quality characteristics do not decrease.
• The generator is quite simple in terms of maintenance. It is enough to simply replace the brushes in it and it will last for at least 200,000 km.

If we talk about frequent malfunctions that arise in relation to work, we can highlight the following:

• When idling, the unit begins to vibrate. The vibration is quite noticeable. This no longer applies even to malfunctions, but to the peculiarities of the engine’s operation, but you need to know this point so as not to get scared in the process.
• If the car drives at low speeds, a shaking effect is observed.
• Engine injectors get clogged very often and quickly, and cleaning them costs quite a significant amount. So in this regard you will have to spend money often.
• During operation, oil scraper rings must be changed regularly. If this is not done on time, then interruptions in work will certainly occur.

Technical structure

At the time of its creation, the Toyota 2.5 2AR engine was considered one of the most innovative, since it used a light-alloy lined aluminum block. An open type of jacket was used for cooling.

Spacer in the cylinder block

The cast crankcase, which was used as the top of the oil pan, is attached to the cylinder block. And to reduce the load in the piston system at maximum pressure, a 10-mm desaxing (axis displacement) is provided for the crankshaft.

The crankshaft itself is equipped with:

• 8 counterweights;
• necks with reduced width;
• separate caps on the main bearings.

Crankshaft and balancing mechanism

A drive gear transmission is provided from it to a balancing mechanism with polymer gears. Engineers equip four-cylinder Toyota engines with a volume exceeding 2 liters with this unit.

The structure of the light alloy pistons is T-shaped with a rudimentary skirt. The groove of the compression ring has an anodized layer, and its edge is coated using vapor condensation technology. The pistons are connected to the connecting rods using floating pins.

b - alumite coating, c - polymer coating, d - PVD coating

For intensive circulation of the coolant, there is a spacer in the cooling jacket. This structure helps to evenly distribute the thermal load and improve heat dissipation in the upper part of the cylinders.

The camshafts are installed separately in a special housing, mounted separately on the cylinder head to simplify maintenance. To adjust valve clearances, hydraulic compensators are used together with roller tappets or rockers. There is a line in the head cover to supply lubricant to them.

Timing chain drive, single-row. To check the hydraulic tensioner and locking mechanism, which are located on the inside of the cover, there is a service hole. The drive is lubricated separately using an oil nozzle.

1 - intake shaft sprocket, 2 - damper, 3, 4 - intake and exhaust shafts, respectively, 5 - rocker, 6 - shoe, 7 - tensioner, 8 - exhaust shaft sprocket, 9 - damper, 10, 11 - intake and exhaust valves respectively, 12 - hydraulic compensator

One feature distinguishes the 2AR series from all its predecessors is the installation of variable valve timing drives on the camshafts and intake and exhaust valves. The range of indicators for intake is within 50 degrees and 40 for exhaust.

The cycloidal gear oil pump is driven by a chain coming from the crankshaft. The block itself has oil nozzles that “work” to lubricate the pistons.

For an oil filter mounted vertically under the engine, dismountable cassettes are provided. This structure is quite economical, since replacement cartridges are cheaper than the device.

Demountable oil filter

A few words about engines on Camry

The power units of this model have performed well, as evidenced by reviews from experts and car owners.

The engine design is high-tech; high-pressure aluminum alloy is used to manufacture the main components.

A chain is used to drive the camshaft, and the shaft itself is equipped with a VVT-i system, which is designed to change phases. Plastic gears in the drive and polymers for the intake manifold made the engine lighter.

Two-liter engine

The seventh generation Camry, until 2014, was equipped with the XV50 engine, later it was replaced by the more improved 6AP-FSE. The working volume for them is the same and equal to 2.0 liters. The upgraded engine received distributed direct injection. The engine power was 147 hp. s., then it was possible to increase it by 3 horses. The timing chain drive, 4-speed automatic transmission was replaced by an automatic transmission with six steps.

The service life of the engines is at least 300 thousand km, and with competent, timely and high-quality maintenance, more than 450 thousand km.

Camry V40 with 2.4-liter engine

The end of the last century was marked by the appearance of the V40 2.4-liter 2AZ-FE engine; its design did not belong to highly accelerated units, but was an economical engine, which made it possible to bring the car closer to the business class.

Important! The motor has a separate chain drive for the oil pump, this ensures an instant supply of lubricant to the rubbing pairs

The fuel consumption of a Toyota Camry with such a “heart”, when traveling in the urban cycle, is in the range of 11–12 liters per hundred km. The service life is at least 300,000 km.

Engine 2.5 l

In 2012, a 2AP-FE engine with a displacement of 2.5 liters was designed and launched into production. The engine has four cylinders, which are arranged in one row. It is still considered by experts to be the most successful design in terms of dynamic performance and fuel consumption. Competent maintenance and the use of high-quality consumables allow the owner to drive 500 thousand kilometers or more without much stress. The cylinder block is cast from aluminum, in which there are cast iron liners.

The main drawback of the engine, which is indicated in the description of the machine, is that the power unit is not repairable.

Engine 3.5 l

The company's designers managed to achieve high reliability, manufacturability, and simplicity of power units that are not equipped with complex systems to reduce harmful emissions into the atmosphere. A working volume of 3.5 liters allows you to produce almost 250 horses, and after the 2GR modernization it is already more than 270 hp. With.

The cylinder block is cast from aluminum, in which cast iron liners are installed. The block design is V-shaped and has six cylinders. Engine specialists tune it and get almost 400 horses.

The timing mechanism is driven by a chain, which without any problems lasts 200 thousand km or more. The engine life is about 450 thousand km.

Toyota Camry remains one of the best-selling car brands in the world in its class. This is largely due to reliable, economical power units.

Design and characteristics of engines of the previous Camry family

If the buyer is faced with a choice regarding a body with the V30 index, he will have to choose between engine sizes of 2.4 or 3.0 liters. These engines, in a slightly modified version, have survived to this day (they have undergone an increase in volume and power, as well as the introduction of various electronic innovations). At the same time, the very fact of such a long life on the assembly line (even if undergoing modernization) speaks of the reliability of the design.

The motors easily pass the reliability test in almost any area of ​​our country and withstand domestic cold weather well.

At the same time, the development of customer service and the prevalence of the model allow us to hope for qualified assistance in our country. According to experts, the engines are highly reliable and have excellent wear resistance (they lack most of the shortcomings of their “younger” brother with a 2.0-liter capacity). They also pass the oil-guzzling test with flying colors. So what is the ultimate difference if both engines are so good?

An engine with a smaller volume, consuming less gasoline, generally does not provide high traction and acceptable acceleration dynamics, and an engine with more power, having excellent acceleration dynamics, will upset the driver with irrepressible fuel consumption.

Therefore, these two engines are intended for different groups of drivers.

MZ family

One of the oldest engines among modern Camrys is the 1MZ FE. This is a 3-liter power unit produced from 1994 to 2007. Before it, the place of the 3-liter internal combustion engine under the hood of the sedan was occupied by a fairly old 3VZ. The internal combustion engine is an in-line six, the block of which is made of aluminum. The cylinder camber, according to the manufacturer, was 60 degrees, and power was transferred to the automatic transmission by rotating a forged crankshaft. The gas distribution system here is a belt system; it is recommended to change the belt every 130-150 thousand kilometers, depending on the condition. In addition to the usual VVTi variable valve timing system, there is an electronic throttle valve and an EGR system responsible for exhaust gas recirculation.

The engine output was small for such a volume: only 192 or 210 horsepower, depending on the configuration and market. Its main advantage is its relatively low fuel consumption: 11 liters in the combined cycle, 15.7 in the city cycle and about 8.3 liters when driving on the highway. Acceleration, however, takes a little more than 9 seconds. If we talk about reliability, we cannot fail to mention the absence of hydraulic compensators on the valves, which is why they need to be adjusted every 100-150 thousand kilometers. Nobody does this, of course, but this does not prevent the engine from providing up to 300,000 km without major repairs

By the way, about repairs: the engine is considered difficult to repair, so in the event of a major breakdown, you should pay attention to the contract power plant market

Typical 1MZ-FE problems

• Loss of traction, dullness of the engine, spins up poorly. This problem can be corrected by simply replacing the knock sensors, since on the MZ series they often fail.
• High oil consumption. As a rule, these engines have long mileage, which means that a slight “eating” of oil is normal for them. It will not be possible to eliminate it 100%; you can only reduce it to a minimum by replacing the oil scraper rings and gaskets.
• Floating speed is a classic problem. Due to poor quality gasoline, the throttle valve and injectors may become clogged. Another reason is a broken VVTi valve. Due to his fault, the engine may stall, “diesel”, twitch or vibrate excessively. Replacing the valve or cleaning the injectors along with the throttle valve will help get rid of the deficiency.

The 1MZ engine is relatively simple and reliable. Repairing it doesn't cost a pretty penny if it's been taken care of. The use of 5W-30 oil and 95 gasoline, coupled with high-quality maintenance, can provide up to 400,000 kilometers to this, albeit old, but very reliable engine.

1JZ-GE

1JZ-GE is a true Toyota legend, developed in 1990. This was the first engine in the JZ line, which is now used not only in conventional cars, but also in motorsports. The 1JZ-GE has established itself as a reliable motor that uses the latest technology of its time. At the same time, it is a very powerful unit and easy to operate. This engine was equipped with: Mark II, Cresta, Crown, Chaser and Progres.

The 1JZ-GE consists of 24 valves and has a volume of 2.5 liters. Engine power reaches 200 horsepower at 6000 rpm. The fuel compression ratio is 10.0. The engine was produced in 2 generations. In the first generation it had a distributor ignition, but in the second generation the engineers installed a coil ignition with a VVT-i valve timing system. This increased the power of the 2nd generation by 20 hp. Compared to the first, it also reduced the amount of exhaust gases. The first generation was produced in 1990-1996, the second lived longer, from 1996 to 2007.

The 1JZ-GE engine works great on 92 and 95 gasoline, but problems begin with 98, the engine starts to start worse, although its productivity increases. With proper maintenance, engine overhauls will not be necessary until 400 thousand km. Consumption averages 11 liters per 100 km in the city.

For all its advantages, 1JZ-GE has a number of problems:

• The engine is afraid of frost, so it is not suitable for residents of northern regions.
• Like many other Toyota 1JZ-GE engines, it consumes a lot of oil.
• The engine may knock or knock, as a rule, this is caused by the VVT-i system; to solve the problem, it should be replaced.

To tune the 1JZ-GE, it is enough to install a Walbro 255 pump, buy a Blitz brain, an intercooler and a bloff, this will increase the power by 50 hp.

Toyota 2AR-FE/FSE engine tuning

2AR Turbo. Compressor

Forget right away the idea of ​​​​building an aspirated engine, this is a vegetable engine and making something sensible out of it will cost a considerable amount of money. The easiest way is to buy a turbo kit for 2AR-FE based on Garrett T3/T04E (or another). Such kits are installed on stock pistons and do not require a reduction in the compression ratio. Don't forget to add a 63mm exhaust to this. At 0.7 bar boost, you'll get over 320 hp. Stock pistons can withstand more than 350 hp, but for 400+ hp. It's better to buy forged ones. The cost of such solutions is considerable, so it’s easier to sell the car and buy a more powerful one (Camry V6 with 2GR would be an excellent choice).

ENGINE RATING: 4

Engine and its errors

On an Engine with a volume of 3.5 liters, a system check error is quite common. The ECU may report a problem at the most unexpected moment for the car owner. There are also cases that the error disappears on its own after some time. According to experts, this is most likely due to technical shortcomings in the diagnostic system.

Most often one of the sensors fails:

• crankshaft revolutions;
• mass air flow.

If the engine of a Toyota Camry 40 is unstable and often produces ignition errors, then in this case the car owner needs to pay attention to the coil. Also, some drivers managed to get rid of the problem by replacing the battery

GR Series

The well-known 1GR, which replaced the UZ series engines, became the basis for the development of a smaller version with fewer cylinders. This is how the V6 2GR was born. It replaced the 3MZ-FE in the line, and was developed in 2005. It first appeared under the hood of the Camry around the same time. Similar to the AR line, this is an aluminum block with cast iron liners, only the cylinders are arranged not in one row, but in two, with a camber angle of about 60 degrees. There is also a Dual-VVTi system, an ACIS manifold on the intake and possible direct injection systems as options. Camry in almost all markets was equipped with a base 3.5-liter 2GR-FE with an output of 277 horsepower. The Russian version also had this power until the XV50 generation, after which the engine was derated to 249 hp. This had a positive effect on sales of the configuration, since the tax on 277 horsepower is higher than on 249.

Engine Toyota Camry 2021 3.0 249 hp 2GR-FKS

As for 2GR-FKS, it is used only starting with the current generation of Camry XV70, where the code FKE means a combination between FXE and FSE, that is, the engine operates on the Atkinson cycle with direct injection. Acceleration to 100 km/h with such an engine can take only 7.7 seconds, and for the 2GR-FE version - from 6.8 to 7.1 seconds, depending on the generation. Consumption due to the volume is quite high: 14.3 liters of 95 gasoline in the city, 10.6 if you sometimes go on the highway, and also about 8.4 liters if you drive only on highways.

Problems of the GR series

• Cracking sound when starting the engine “cold”. It is associated with the unpleasant features of VVTi couplings. It can be solved by simply replacing faulty parts, however, the crunching does not affect the service life in any way.
• Oil consumption. This is due to the design of the oil pipe, which is a component of the VVTi system. It is composite, a metal-rubber-metal design, and the middle part can leak. The solution is to replace the tube, and after 2010 a solid metal tube of identical dimensions appeared.
• Clogged throttle valve. Like all engines operating in Russian realities, it quickly becomes clogged, which means the engine begins to reduce speed.
• Pump leaks after 50-70 thousand kilometers. This, unfortunately, is a design feature and can be solved by simply replacing the pump.

The engine is more reliable than not. With proper care, it can run more than 300,000 kilometers. The manufacturer does not provide for major repairs, which means that major breakdowns can only be corrected by purchasing a contract power unit. It is worth remembering that you need to maintain your car on time and efficiently. Only under this condition will it bring positive emotions during operation.

Comparison of configurations and prices

To choose which is better - Kia K5 or Toyota Camry, you must consider the cost of the vehicles, as well as the configurations and technical equipment provided by the manufacturers. This is where the sedan of the South Korean company stands out more, which will receive a lower price tag regardless of the version compared to its Japanese competitor. As for the options and included configurations, there is no clear favorite, therefore, choosing one of the two models will be quite difficult and you will have to focus on some other vehicle indicators.

The new Kia K5, whose premiere will take place the other day, will delight the potential buyer with an acceptable price, as well as an abundance of options. At the moment, the exact price of the car has not been announced, but presumably the price tag will start at 1.4 million rubles. This premium sedan will go on sale in several trim levels. Extended option packages will also be available. Today there is information that the manufacturer will equip this model with numerous driver assistance systems, and will also use all modern technological developments for the car so that this premium sedan is fully consistent with its class.

Options and prices (Kia K5)

* — information on prices is for reference only. Check with your local dealer for exact pricing.

The Japanese Toyota Camry is currently sold in Russia with a price tag from 1,690,000 to 2,653,000 rubles, depending on the configuration. The car can be purchased in five different variations, as well as with a set of additional options. As standard, the Camry is equipped with climate control, a multifunction steering wheel, active power steering, push-button engine start, LED headlights, a light sensor and many other options. More expensive versions include all-round cameras, parking sensors, keyless entry, a rain sensor, a blind spot monitoring system, lane monitoring, traffic sign recognition, advanced audio preparation and a modern infotainment complex with a large touch screen.

Options and prices (Toyota Camry)

* — information on prices is for reference only. Check with your local dealer for exact pricing.

Technical characteristics of a supported “Japanese”

Owners often choose the Toyota Camry 40 due to its unpretentious nature. The design of this car is simple. The only thing it can boast of is MacPherson-type rear struts instead of the classic multi-link design. As a result, in the event of a breakdown, you can fix the car “on your knees.” There are no fancy elements like pneumatic cylinders or adjustable shock absorbers

During the preliminary inspection, you need to pay attention to the “sore” areas: the condition of the wheel bearings, wheel alignment of the rear wheels and silent blocks

There are no surprises in the transmission either. There are some models with all-wheel drive and right-hand drive, but this is more the exception than the rule. According to statistics, only 10% of cars sold aftermarket have a 5-speed manual transmission. By the way, the “mechanics” on this car is worthy of respect - a proven and problem-free gearbox with the index E351. When talking about business class, we always mean “comfort”, hence the most common versions with an Aisin automatic transmission.

When purchasing, it is important to pay attention to the number of stages, since depending on the engine, either a five-speed U250E or a 6-speed U660E is installed. Toyota Camry 40 uses the former for base engines, providing excellent service life. The 3.5-liter V6 is powerful, the 2.4-liter is responsible for the “base”

The latter has already proven its reliability, which is why this engine prevails on the market. It is worth noting that if the box was not “raped” and the oil was simply changed every 50-60 thousand kilometers, then there is every chance of living without major repairs for at least 300,000 kilometers

The 3.5-liter V6 is powerful, while the 2.4-liter is responsible for the base. The latter has already proven its reliability, which is why this engine prevails on the market. It is worth noting that if the box was not “raped” and the oil was simply changed every 50-60 thousand kilometers, then there is every chance of surviving at least 300,000 kilometers without major repairs.

Some owners blindly believe in statistics, so they needlessly ignore basic checks for oil loss and shift gears jerkily, for example, from R to D and back. If your driving behavior is aggressive, then you need to carefully check the gearbox. Of course, problems with repair and replacement should not arise, but if you have to install a new one, then you should not agree to a unit from “related” models. If the box was installed on a more powerful engine, then it is impossible to unravel the mystery of the residual potential.

Results. What to choose - a “zero” Solaris or a used Camry?

Returning to the topic of choice, it is worth noting the differences that are observed between the Solaris from the showroom and a supported 10-year-old Camry. Firstly, of course, we will talk about the configurations. Solaris for this money can only be purchased in the basic version, which does not allow installation of most equipment. In addition, the “Japanese” is larger than its Korean “brother”. The length of the Camry is 4.8 meters, while the rival is more compact - only 4.4 meters. An additional 40 centimeters has a positive effect on the spaciousness of the cabin and luggage compartment. But, this can be a negative point for those who are used to smaller dimensions.

Solaris is suitable for those who are not ready to “fork out” for powerful engines. Unlike the Camry, it has a 123-horsepower 1.6-liter engine. For power and agility, it’s still better to buy a Japanese car. Another indicator by which the “Korean” is ahead of the Asian is ground clearance. The ground clearance is 160 mm, but the Camry is not valued for this quality, but for its status and position on the road. Toyota Camry 40, the price of which is 650,000-1,100,000 rubles, makes it possible to use a 2.4 and 3.5 liter engine. A connoisseur of comfort, speed and endurance can buy this model. True, you will have to pay for this with the high fuel consumption of the AI-95.