Engine life Toyota Corolla 1.2, 1.3, 1.4, 1.5, 1.6, 1.8, 2.0, 2.2

Initially, the Toyota Corolla was created as a modern compact car using advanced automotive technology. In many ways, the manufacturer managed to preserve the basic idea and the model is still incredibly popular all over the world. The first copy of the Toyota Corolla was produced back in 1966. Since 2018, production of the twelfth generation E210 has been launched. The car is famous for its excellent dynamic performance, high level of comfort and reliable power units. In this article we will tell you what the service life of the Toyota Corolla engine is and what malfunctions may arise during the operation of the Japanese compact car.

Line of power units

The car appeared in Russia in 1991 in its seventh generation. The car was available as a sedan, and from the eighth generation also as a station wagon. If at first a modification with one 1.3-liter gasoline engine was available for purchase, then by 1999 the range of engines had expanded significantly. There were 1.4, 1.6 and 2.0-liter gasoline engines, as well as a 70-horsepower diesel unit. Both automatic and manual gearboxes were available as transmissions. The model was also favored by the fact that it was and is still considered one of the most liquid on the secondary market. Production of the car was launched in many European countries. Among the “Europeans” in Russia, in rare cases, you come across copies of the Turkish assembly. Most of them, however, come from Japan.

The line of engines in general looks like this:

• 2E - a gasoline 1.3-liter 72-horsepower engine, paired with a manual gearbox, was installed on the seventh generation of the sedan.
• 4E-FE is another 1.3-liter engine with a stated power of 86 horsepower, paired with an automatic and manual transmission.
• 4ZZ-FE is a 1.4-liter power unit capable of developing 95 horsepower and 130 nm of torque.
• 4A-FE - 1.6-liter naturally aspirated gasoline engine with 110 horsepower.
• 2C-E – two-liter 71-horsepower diesel engine.
• 3ZZ-FE – 1.6-liter petrol unit with 108-110 horsepower.
• 2ZZ-GE is the most powerful 192-horsepower engine for sports modifications with a valve lift system.
• 1NR-FE is a small-volume engine (1329 cc) capable of developing 101 horsepower.
• 1ZR-FE - 124-horsepower, the most popular Toyota Corolla engine with a displacement of 1.6 liters.
• 2ZR-FE – 140-horsepower 1.8-liter unit, coupled with a CVT gearbox in the 11th generation of the model.

The bulk of the cars are represented by a 1.6-liter 124-horsepower gasoline engine 1ZR-FE. Even the latest generation of Toyota Corolla is delivered to Russia with this engine paired with a manual transmission or CVT. Until 2009, modifications with a robotic gearbox were supplied, and after 2009 the main emphasis was placed on classic hydraulic automatic machines. The robot provides stronger acceleration and lower fuel consumption, but is pushed and kicked with gear changes. The automatic is less economical and sluggish, but provides smooth gear shifting. The image takes its toll and the Corolla remains in the minds of motorists as a reliable Japanese car with resourceful engines. This is partly true, but in comparison with sedan models from the 80s and 90s, the service life of the engine has significantly decreased. To assess the potential and service life of the Toyota Corolla engine, it is worth considering each engine separately.

Review of Toyota Corolla 1.6 16v VVT-i (2005)

Let's get acquainted!

Toyota Corolla, 2005. Collected in Turland. They named it like a small deer - Corolla. Or maybe this is not the name from him at all, but I know that somewhere in Asia there is such a small deer. Then they sent me to Russia. Rumor has it that my brand is the best-selling in the world and that it is of good quality. Well.., almost true... Along the way I learned about two troubles: fools and bad roads. I haven’t seen Durkov, it seems to be true about the roads. I couldn’t even imagine that in a country with such roads I could cost so much!

They bought me for 19,600 for their wife. Cheers cheers! Ugh... Banzai, banzai! No one will smoke me, no one will yell abuse into the phone... Shopping, figoping and others... Yo! Yo! The owner will carry two children, lipstick and creams in the glove compartment, diapers, a stroller, all sorts of shopping in the trunk... The owner used an SUV and rarely drove me, and it was a bit cramped for him. With his height of 180, the seat needs to be pushed back almost all the way, but the rear passengers did not complain too much about the tightness. In a word – I’m happy with my fate. Of course, I could travel around Europe, on good roads, carrying a burger or a pasta maker. So what next? Then... in three or four years we will still go to Russia. Therefore, it’s better to go straight to the front, so to speak, while I’m young, beautiful and healthy at heart. Speaking of the heart: engine 3ZZ-FE 1.6 l, 110 hp. equipped with a variable valve timing system VVT-i (Variable Valve Timing intelligent). (These letters were attached to my front fenders. Everyone is curious, they read and interpret in their own way. Amazing, satirists!) With such data, I am far from last in my class, but I am not the leader either. I can show decent dynamics at the start. Acceleration at speed is especially good from 60 to 120 km.h. But for God’s sake, don’t torture me after 120. It’s unlikely that I’ll be able to pull it quickly from such speeds. The machine works without interruption, but you need to get used to it. Sometimes kickdown won't tell me anything and I'll try to accelerate in a "high" gear. For this reason, be careful when overtaking!

At speeds up to 130, I hold the road confidently, but at higher speeds, the owner will have to “put me in my place”, “keep me in the rut” by steering. Speaking of ruts, I’m not an SUV and at speed it can drag me into a good rut. But with my clear and informative steering, this is not a problem, and the electric booster will certainly make the owner’s work easier. I don’t like driving on uneven, bad roads. The owner is very uncomfortable; the suspension, although reliable, is a bit harsh.

Noise insulation is mediocre, but clearly better than that of its cheap classmates. Stones in the arches, the sound of the engine after 3,000 rpm, the groans and screams of exhausted, dying, but not giving up car dumps - I protect from all this as best I can, but it doesn’t always work out great. Of course, what I saw driving (and how!!!) on Russian roads makes the discussion of sound insulation difficult in principle.

After looking inside, simplicity was revealed, but not poverty, quality and functionality. This is what the owners actually appreciated when purchasing. Of course, it wouldn’t hurt to have a little more fun, or something... But because of my reliability, they forgive a lot or deliberately don’t notice. The glass strip panel, which is used in more expensive trim levels (climate control), is uselessly “sparkling black” for me. Well, why do I need it? It would be better if they put in a Bose MP3, otherwise it’s just an SD, God knows whose! It would be great to change the dark synthetic material of the seats to velor. After all, the current material leaves stains even from stain remover!!! Side airbags make it impossible to use covers. In short, I want to end the contemplation of the inner “I” with ritual hara-kiri.

Outside. More often than not I like you. At least that's what I'd like to think. We came up with this one, so love it or don’t pay attention at all. I discovered that I have a windshield that is sensitive to sand. It became sandy, so to speak. The same problem with the headlights - they dimmed after 10,000 km. They also say nonsense: they say that my metal is too thin and if I press or lean on it, it will leave a dent. I am convinced that the root of this problem is not in the thinness of my metal, but, to put it mildly, in the violation of more subtle matters.

At the same time, I consume 10-12 liters of AI-95 per 100 km and am very picky about its quality. It happened that immediately after starting the engine, I would slow down the speed and, puffing so hard, begin to pick it up again, reminding the hostess that there is no need to pour such a mess into me...! The same version is also supported by service providers. The owner said that this is a disease and, due to the lack of normal specialists, there is no one to treat it yet, but it will find it and will not let you die. I never allow myself even a hint of boiling, regardless of the weather and mode of travel. But there were problems with the stove and air conditioner. The stove is rather weak for strong Russian frosts and this will be felt after -18-20C. The interior loses heat very quickly, even with all the windows and doors closed.

A strange, pungent smell periodically appeared in the cabin. Very ashamed in front of the hostess. I once heard the expression: “Dead, stinking skunk!” I don’t know who it is, but I guess this skunk smells better. The owners were told frighteningly scary stories about the quality of gasoline, meaningfully explained the structure of neutralizers and catalysts, etc., etc. However, the problem was solved unexpectedly simply. At 30,000 the air conditioner began blowing warm air. It turned out that the pressure was dropping. We washed all possible radiators and repaired the condenser. Everything worked as it should, and the smell also disappeared. We also changed the hazard warning light button and ashtray light bulbs.

Service is a separate issue. Every 10,000 km, servicemen advised changing the brake pads. The owner did not skimp on safety, and in general, he rarely skimps. But one day he was deceived. They said that the pads had been changed, but in fact they had not... The discussion of this case regarding the price was in the spirit of mutual understanding, but when discussing the topic of conscience, the interlocutors clearly did not understand the owner... Moreover, they offered to change the brake discs... that's it! And this is for 40,000 km. After a conversation with the manager, the owner called it all, it seems, BROTHERHOOD, and swore not to buy cars of my brand anymore, but to sell me. It’s strange, because brotherhood is good... Maybe I didn’t hear?! The lowest price for maintenance is 7,000 rubles. All others are at least 10,000 rubles. After the sale at 52,000 km, I found myself in good hands, I still run and make my new owners happy. Small technical problems are not as annoying as the shameless and indifferent attitude towards me at the service.

They say that the owner now uses a car that has a strange name, translated as “Listen” and also a letter with the number A3.

Good luck on the roads!

2E

An “ancient” 1.3-liter power unit with a design that was developed back in 1984. As for the Toyota Corolla, 2E was installed until 1998 - almost until the very end of production of the unit. In practice, the 2E did not shine with reliability and service life, but among car enthusiasts it established itself as a “workhorse”. It has a simple design with a carburetor and SOHC cylinder head. The camshaft drives a belt drive. The configuration is quite familiar - an in-line “four” made of cast iron, but the cylinder head here is a 12-valve aluminum one. The most simple motor without phase regulators, hydraulic compensators and other “bells and whistles”. Its cylinders are bored to 73 mm, and the piston moves to 77.4 mm.

The driver only needed to adjust the valve clearances and operate the car as intended. Subject to the conditions, 2E traveled an honest 240 thousand km. Unstable operation of the internal combustion engine is most often caused by incorrect carburetor settings. By putting a car with 2E under the hood in the hands of a professional, it’s easy to get it to work correctly. In second place are problems with the ignition system. The engine is very afraid of overheating and in case of overheating it breaks the cylinder head gasket. The service life of the Toyota Corolla 1.3 engine is not limited to 240,000 kilometers, but usually it is around this mark that the unit must be rebuilt and the rings replaced.

Engine characteristics

Models of these engines have been produced since the early eighties of the twentieth century and are still being manufactured.

Most Corollas were equipped with the 1.4 liter engine of the 1ZR FE model. These engines come with an automatic transmission, although some modifications that can be seen in Russia have a robotic gearbox. Cars usually came with robots until 2009. Then supplies stopped and they switched to automatic transmission.

Technical data

Let's consider some of the motors, since there is not enough time for everything. Let's start with the old 2 E. This engine had a volume of 1.3 liters. It appeared in 1984. Among car enthusiasts, he became famous as a workhorse.

It can be found in the body of the Toyota Corolla E 60. The timing mechanism drives the belt. The gearbox is mechanical. The cylinder head was installed with a 12-valve. The cylinders measure 73 mm, and the piston travels 77.4 mm.

Another type of motor is 4 E FE. The engine volume is also 1.3 liters. But it was invented in 1989. This is a four-cylinder power unit with an aluminum cylinder head. Although the block itself is made of cast iron. It also became famous among car enthusiasts as a reliable workhorse. Some engines are still in Corollas today, and people drive them. The model with the FTE brand of this series of power units was equipped with a turbocharger.

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The 4ZZ FE is a 1.6-liter Corolla engine. It is similar in design to the 3 ZZ FE model. The cylinder block and head are made entirely of aluminum. Only the timing mechanism is driven by a chain, and not a belt, as on earlier engines. The power unit lasts longer than the service life declared by the manufacturer. There is a VVTi phase regulator at the inlet. If the chain is not replaced in time, the shock from it will bend the valve.

Fuel consumption

Fuel consumption for Corolla engines, like all small cars, is normal and no different. On the highway, power units consume from 4 to 7 liters, depending on the Corolla engine model. In the city, their fuel consumption increases by a liter or two. But car owners complain about a serious increase only when some kind of engine failure occurs.

Engine oil consumption is also low. An increase in engine lubricant is observed only in the event of burnout of gaskets or leakage of oil seals. Therefore, these engines from Corolla are considered practically indestructible.

Attention! Experienced mechanics say that if you pay attention to engines and go for service every 10 thousand kilometers, then the car owner will not have any problems with them. Fuel consumption will always be 4-5 liters per 100 kilometers.

Motor modifications

Here are just some of the power units that were installed on the Toyota Corolla:

• 2E;
• 4E FE;
• 4ZZ FE;
• 4A FE;
• 2C E;
• 3ZZ FE.

These engines were installed on both two-door and four-door sedans. Some of them came straight away with a manual transmission, others, especially recent engines, came with an automatic transmission or a CVT.

The 4A C engine had the smallest volume. This car was considered economical, and the volume of the power unit was 1.2 liters. They were equipped with the fourth generation Toyota Corolla.

Similar article Technical characteristics of the Toyota 3S FSE engine

The last Corolla cars in the E 170 body had 1NZ FE engines. These are the latest developments of our time. However, according to experienced mechanics, they are not as durable as motors from the twentieth century.

Resource

Previously, the engine life of a Toyota Corolla car was prescribed by the manufacturer at 300 thousand kilometers and corresponded to it or exceeded it by several hundred thousand kilometers. Now the manufacturer writes 250 thousand kilometers, but the engine can go a maximum of 200 thousand before the first major overhaul. Some Corolla power units cannot be overhauled due to design features.

4E-FE

The engine is labeled 4E-FE, with a displacement of 1331 cc. cm, was invented by Toyota engineers in 1989. The power plant was installed on many cars of the concern, but in our market the engine is known primarily thanks to the Toyota Corolla. This is a naturally aspirated engine with an injection power system. There is a modification of the same engine with a turbocharging system, labeled 4E-FTE. The 4E-FE engine received an EFI fuel injection system. The inline four-cylinder block is made of cast iron. A 16-valve cylinder head made of aluminum is installed on top of the block. The timing belt is quite reliable, it rotates only one camshaft, the second is connected to the first using a gear.

The motor did not receive hydraulic compensators, so the driver needs to regularly adjust the thermal clearances. From a design point of view, it is quite simple, hence the reliable power unit. In total, three generations of 4E-FE engines can be noted. The generations differ from each other only in minor changes in the exhaust gas intake and exhaust system. In the first generation, the engine developed 99 horsepower and 117 Nm of torque at 5200 and 6600 crankshaft revolutions per minute, respectively. In the second generation (1996), the power was reduced to 88 forces. We slightly changed the exhaust system and reconfigured the control unit. In 1997, the 4E-FE was once again modernized and the power was further reduced to 86 horsepower.

Problems inherent to this motor:

1. Cylinder head gasket. The engine is very afraid of overheating; even a slight increase in temperature can result in a breach of the cylinder head gasket. From high temperatures, they first become tanned, and then the seals leak.
2. Unstable idle. The 4E-FE engine does not tolerate low quality gasoline. Quite quickly, the injectors become clogged, the throttle becomes covered with a layer of carbon deposits, the speed begins to fluctuate, and other unpleasant symptoms of failure appear.
3. Increased oil consumption. At a mileage of 180-200 thousand km, a slight excess consumption of engine oil usually appears. In the future, the oil burn progresses quite quickly. The reason is stuck rings and worn valve stem seals.
4. Timing belt. If the timing belt jumps or breaks, the valves will not bend. However, the belt here often stretches even before the first hundred thousand mileage.

There are really a lot of donors for this engine on the secondary market. Structurally simple and unpretentious power unit. But its resource is average - 300 thousand km. It's hard to count on more.

4ZZ-FE

After the appearance of the 1.6-liter 3ZZ-FE engine, Toyota decided to create a new small-volume engine based on this engine, which was later called 4ZZ-FE. It is based on the design from 3ZZ-FE, with the exception of a smaller crankshaft with a reduced piston stroke (the indicator has decreased from 81.5 to 71.3 mm). This power unit did not receive any other significant differences from the 1ZZ and 3ZZ. Its cylinder block (four-cylinder, in-line architecture) is made of aluminum, as is the 16-valve cylinder head. The cylinders are bored to 79 mm. The timing chain acts as a drive for the gas distribution mechanism. It is reliable and of high quality, and lasts throughout the engine service life declared by the manufacturer.

A VVT-i phase regulator is installed at the 4ZZ-FE intake. There are no hydraulic compensators, as are other features of the internal combustion engine. At peak it produces 95 horsepower and 130 Nm of torque. Far from being the most successful engine, assembled through the efforts of Toyota specialists. On average, the service life of a Toyota Corolla 1.4 engine is 250 thousand km. Even before the first hundred thousand, piston rings may become stuck, which will cause increased engine oil consumption. Aggressive driving leads to wear on the hydraulic tensioner, and the chain simply begins to rattle. The not-so-successful design of the intake manifold results in floating rpm over time. It needs to be cleaned periodically. Increased vibrations usually indicate worn motor mounts.

How to extend the life of the motor

Vehicle equipment is subject to wear and tear. The engine life depends on the actions and attentiveness of the owner:

• Maintenance of Toyota Prado 150 is carried out every 10 thousand km. However, malfunctions and malfunctions of units occur between these marks. Timely response to extraneous noise, sensor signals and errors will allow you to identify the causes of problems and eliminate problems with minimal financial costs.
• The requirement is for the quality of fuels and lubricants. Fuel and engine oil of low grades and dubious manufacturers shorten the life of the engine. The content of impurities in lubricants reduces the performance of the power unit.
• The car engine runs at high speeds. The equipment is exposed to high thermal stress. As a result, the engine overheats. To reduce the temperature, a cooling system is provided, the proper operation of which depends on flushing and periodic replacement of antifreeze.
• A car is a complex of systems and equipment that work in close interconnection. The failure of individual elements and assemblies has a negative impact on the operation of other equipment. The resource of the power device is affected by auxiliary devices, such as the battery, air and fuel filters, spark plugs and other consumables.

Having considered all aspects, we can conclude that the life of a car engine in most cases depends on the actions of its owner. Without proper maintenance, even the most reliable unit quickly becomes unusable.

4A-FE

One of the most prominent representatives of the series of small-volume engines is considered to be 4A-FE. This is a 1.6-liter power plant, which was supplied to Russia along with the eighth generation Toyota Corolla. Like the 4E-FE, this unit received three generations, but unlike the 1.4-liter analogue, subsequent generations received a number of serious changes. Initially, 4A-FE was installed on the Corolla in the E90 body, where it was a modest classic injector with an in-line arrangement of four cylinders. Its block is made of cast iron, and the 16-valve cylinder head is made of aluminum. The two camshafts were driven by a timing belt. There are no hydraulic compensators. It is best to adjust the valves before passing 100 thousand km.

The first generation 4A-FE engine is very easy to identify by the Toyota 16 VALVE EFI inscription on the valve cover. The second generation engine, the so-called 4A-FE Gen 2, got rid of the eloquent inscription, and its main defining feature was the valve cover, completely painted gray. The fuel injectors were moved from the cylinder head to the intake manifold. The engine differs from the first generation in a more reliable ignition system and different camshafts. Soon the third generation 4A-FE appeared, but cars with such an engine were intended for the Asian market.

What do car owners most often complain about?

1. The revolutions are floating. One of the main disadvantages of the 4A-FE is its floating speed. It is necessary to clean the throttle assembly, check the injectors, spark plugs and VCG valve.
2. High fuel consumption. Many drivers complain about the rather large “appetite” of the engine. The cause of gluttony must be sought in the lambda probe, absolute pressure sensor. It would not be a bad idea to replace them if the spark plugs are clean and there is no black smoke coming out of the chimney.
3. The engine stalls periodically. First of all, we check the fuel pump, distributor and all filters.
4. Engine oil consumption. Especially at high mileage, this engine begins to “eat” oil. The manufacturer, Toyota, allows consumption of up to 1 liter per 1000 kilometers. This is considered the norm. Anything above is no longer the norm. If the fact of adding oil is very disturbing, you need to change the piston rings and valve stem seals.

Quite a good option for purchase, but on the secondary market it is quite problematic to find a “live” Toyota Corolla with this power plant. However, the service life of the Toyota Corolla engine is at least 300 thousand km.

Which engine lasts longer: petrol or diesel?

There is a heated debate among owners about which type of engine is better. Some prefer the gasoline power unit for its power and ability to overcome the most difficult road surfaces. Others choose economical diesel engines. But the main advantage of car engines is their resource.

The gasoline power unit has a high degree of power of 282 horsepower. These parameters allow you to withstand the load in the most extreme driving conditions. With decent service, the timing belt does not bother the owner of a new car for 400 thousand km. Flushing the radiator grille will help avoid premature overheating of the power unit elements.

Considering the engine size, owners complain about the high tax of the vehicle.

A diesel engine is inferior in power to a gasoline engine. Its main advantage is lower fuel consumption. But at the same time, the power unit places high demands on the quality of the diesel fuel being poured. If low-grade fuel gets in, the fuel supply system will suffer and the fuel filter will soon have to be changed. According to reviews from fans, the service life of a Toyota Prado 150 on a diesel engine is 50–100 thousand km lower than a gasoline engine.

Before choosing between two types of engines, you should weigh the pros and cons and take into account the conditions under which the vehicle will be operated. When buying a new car, a diesel engine will fully pay for itself; it is better to purchase a used SUV with gasoline fuel, since its service life is longer.

2C-E

In 1997, production of the two-liter 2C-E diesel engine began. It was installed on the Toyota E110 until 2001. The 2C series differs from other engines in its electronically controlled high-pressure fuel pump manufactured by Denso. The 2C-E cylinder block is made of cast iron, and the cylinder head (2 valves per cylinder) is made of aluminum. Structurally simple engine with SOHC gas distribution system. The camshaft is driven by a belt. Another feature of the motor is the presence of pre-chambers.

The main complaints from car owners concern the cylinder head. Due to overheating, the cylinder head often cracks. The second most popular problem is valve seats. They are destroyed, and small particles fall into the cylinders and cause irreparable damage to the block. Another place that can become a source of penetration of abrasive into the combustion chambers is the air duct. The timing belt does not have a long service life. It is usually changed after 60-80 thousand km. In the event of a break, the valve bends. Another difficulty in maintaining and repairing the 2C-E diesel engine lies in the complex electronically controlled injection pump. Due to the intricate fuel equipment, sensitive cylinder head and low quality diesel fuel, it lasts an average of 250 thousand km.

3ZZ-FE

The 3ZZ-FE engine became a replacement for the A series. It is actually a copy of the 1ZZ-FE engine, with the exception that the piston runs 81.5 mm instead of 91.5 mm. The result was a square configuration, a working volume of 1598 cubic meters. cm. The height of the block decreased slightly, and the compression ratio increased to 10.5. The main difference between 3ZZ-FE and engines that were created according to the same principle is the absence of any modifications or generations. There is only one 3ZZ-FE engine, which was installed on the ninth generation Toyota Corolla E120. The engine is made entirely of aluminum, the head is 16-valve. At peak it produces 110 horsepower and 150 Nm of torque. It has a VVT-i system at the intake. Gas distribution mechanism drive with chain mechanism.

All engines produced before 2007 inclusive are prone to increased oil consumption. After a run of 150-180 thousand km, the 3ZZ-FE usually starts to work loudly. First of all, you should check the tensioner and timing chain. Towards this point it stretches and thunders. The intake manifold is not the best design. Carbon deposits quickly build up, which leads to floating speed and other unpleasant consequences. In general, the motor took over all the shortcomings from its “bigger” brother. Many motorists believe that 3ZZ-FE is much worse than 4A. It has all the weaknesses that the ZZ family of units are known for - low maintainability, disposability, low reliability. The Toyota Corolla engine resource is approximately 200 thousand km.

2ZZ-GE

Yamaha specialists developed a 1.8-liter 2ZZ-GE gasoline engine specifically for sports modifications. Compared to the 1ZZ, it received a composite cylinder block with a reduced crankshaft stroke and an increased cylinder diameter. The “feature” of the engine is considered to be an improved variable valve timing system, called VVTL-i. In fact, this is VVT-i from the 1ZZ-FE engine, but with the difference that after 6200 crankshaft revolutions per minute, the valves rise to 11.2 and the engine produces 192 horsepower at 7600 crankshaft revolutions per minute.

After driving 150 thousand km, all owners of cars with 2ZZ-GE under the hood will experience increased oil consumption. A smooth but steady increase in oil consumption indicates an impending major overhaul. You can delay global costs by performing decoking, but after a while you will still have to either refurbish the old motor or look for a contract one. Also quite noisy operation, floating speed - all this has not gone away and periodically causes problems for the driver. You need to look and clean the throttle assembly. It is extremely important to monitor and maintain the variable valve timing system. If it starts to malfunction, there will be a significant reduction in power. The engine life of the Toyota Corolla 2ZZ-GE is approximately the same as that of the 3ZZ-FE - 200 thousand kilometers.

List of car models in which 1ZR-FE was installed

Russia

• Toyota Auris (08.2012 - 01.2016) hatchback, 2nd generation, E180

• Toyota Auris (07.2010 - 11.2012) restyling, hatchback, 1st generation, E150
• Toyota Auris (10.2006 - 06.2010) hatchback, 1st generation, E150

Europe

• Toyota Auris (10.2006 - 06.2010) hatchback, 1st generation, E150
• Toyota Auris (10.2006 - 06.2010) hatchback, 1st generation, E150

Russia

• Toyota Corolla (03.2016 - present) restyling, sedan, 11th generation, E180
• Toyota Corolla (05.2012 - 07.2016) sedan, 11th generation, E180

• Toyota Corolla (07.2010 - 08.2013) restyling, sedan, 10th generation, E150
• Toyota Corolla (11.2006 - 06.2010) sedan, 10th generation, E150

Europe

• Toyota Corolla (11.2006 - 06.2010) sedan, 10th generation, E150

1NR-FE

Since 2008, a 1.3-liter power unit labeled 1NR-FE has been assembled in Japan. There are two known modifications that differ in environmental class - Euro-3 and Euro-4/5. Its block is made of aluminum, cast iron liners, cylinders with a diameter of 72.5 mm. An open cooling system is responsible for proper temperature conditions. A 16-valve cylinder head, also made of aluminum, is fixed on top of the block. The motor is difficult to overhaul, so in the event of a critical breakdown, they usually look for a contract copy. The gas distribution mechanisms located under the cylinder head are driven by a chain. She is reliable and there is basically no question about her resource. The chain is single-row and equipped with a hydraulic tensioner.

Feature of 1NR-FE – Dual VVT-i. The timing drive is located under a cast cover, there is also a water pump and an oil pump. The engine is quite common and was supplied to Russia along with the ninth generation Toyota Corolla. This power unit was also installed on Auris and Yaris. Another technological innovation that distinguishes the 1NR-FE is the ECTS-i system. It is designed to intelligently control the electromechanical throttle valve using impulses received from the accelerator position sensor.

Among the most well-known malfunctions of 1NR-FE it is worth noting:

1. Increased oil consumption. Again, a problem that appears at medium and high mileage. The problem is that once the connecting rods, pistons and pins are separated, they cannot be put back together. If the rings are stuck, repairs will be expensive. Pistons cannot be replaced separately from connecting rods.
2. Nagar. Usually forms on the walls of the combustion chambers and on the valves. Due to tar deposits, the compression level drops. There are difficulties starting the engine, complications caused by unstable idle speed. Another reason is the EGR valve. It also promotes the rapid formation of soot.
3. Ignition coils. This engine does not last long, however, neither does the cooling system pump.
4. Noisy operation. Many motorists attribute the rather high level of noise in the operation of 1NR-FE to the features of the VVT-i system. This drawback is practically impossible to eliminate.

If you hear metallic clanging when “cold,” then it’s worth checking the timing chain and tensioner. If the noise is too high, the timing drive mechanism must be replaced along with the hydraulic tensioner.

Very often, owners complain about errors P2111 and P2112 regularly appearing. As in many other cases, it all starts with activating the "Check Engine" indicator on the instrument panel. This problem can be eliminated by changing the throttle assembly and reflashing the “brains”. Taking into account all of the above, the 1NR-FE motor can hardly be called reliable. Its resource largely depends on the quality of service and the nature of operation. However, obvious “illnesses” and shortcomings will appear even with the most reverent attitude - it’s a matter of time. If we average the resource, we get a figure of 200 thousand km.

1ZR-FE

Production of 1ZR-FE is established at several car factories at once. The power plant was first introduced in 2006 and immediately found its place under the hood of many popular and mass-produced models of the concern. Its design was not a mystery and was quite typical for that time: an aluminum cylinder block (diameter 80.5 mm), cast iron liners, an open cooling room. A 16-valve cylinder head, also made of aluminum, is fixed on top of the block. The head received two camshafts and hydraulic compensators. The rotation of the camshafts is carried out using a chain drive. A feature of the 1ZR-FE can be considered the presence of a Dual VVT-i phase control system at the inlet and outlet.

That's it for the innovations and technology of the 1598 cc engine. cm does not end with: distributed fuel injection, ACIS system integrated into the intake manifold, variable length of the intake tract depending on the engine operating mode. As with the previous engine, you can find the ECTS-i electronic throttle, thanks to which environmental standards have been raised to Euro 5 levels. The engine is clearly superior to other engines in the family in many respects. It works smoothly on the AI-92, is easy to repair and is relatively inexpensive to maintain. The only problem is that its peak power on the Toyota Corolla E150 is 122 horsepower and torque is 160 Nm. The car's speed performance suits few drivers.

Among the shortcomings and breakdowns, the following can be noted:

1. Valve train chain. Does not have a high resource. It stretches quite quickly and requires replacement. Typically, measures to change the timing chain are carried out after 150-180 thousand kilometers. At the same time, it is best to check the phase regulators.
2. Coolant and oil leaks. The cooling system pump is considered one of the most vulnerable points of the 1ZR-FE. Car owners note that quite often oil leaks occur at the timing belt tensioner gasket.
3. VVT-i valve wedge. It is rare, but there are known cases when the VVT-i system valve jams. With such a problem, you should go to a service station.

The manufacturer has assured the resource of the 1.6-liter 1ZR-FE is equal to 200 thousand kilometers, but in practice the engine runs all 300 plus thousand kilometers. A proven, durable and reliable power unit, which is equipped with the latest generation of the model. Today 1ZR-FE is the main unit for Toyota Corolla, which is supplied to domestic dealerships.

2ZR-FE

In 2007, the Japanese introduced the new 2ZR-FE with a displacement of 1798 cc. see The engine replaced the 1ZZ, which was not particularly liked in automotive circles and was criticized. The power plant received an intermediate position between the “senior” 3ZR and the “junior” 1ZR. The cylinder diameter of this engine is 80.5 mm and the piston stroke is 88.3 mm. In the spirit of Japanese engine engineering, the 2ZR-FE features a four-row aluminum block and an aluminum 16-valve cylinder head. It is capable of developing 140 horsepower and 175 Nm of torque. The camshafts rotate due to the timing chain. The engine features ACIS and ETCS-i. The presence of hydraulic compensators frees the car owner from the need to adjust the valves.

The Dual VVT-i phase regulator is quite reliable and generally does not cause problems. The main complaints of car owners are in one way or another related to oil. The manufacturer allows lubricant consumption to a level of 1 liter per 1000 kilometers, but this suits few. There is only one solution - change the rings and caps. There are many complaints about the increased noise of the 2ZR-FE. First of all, you need to look at the chain, especially if it has never changed in 125-150 thousand kilometers. In rare cases, a water pump “lives” over 70 thousand km. Many car owners had to replace it even before completing 50 thousand km. The intake manifold and throttle body quickly become overgrown with carbon deposits, which requires periodic maintenance and attention from the driver. Average resource – 280 thousand km.

Prado 150 engine life

Toyota Prado 150 is a large car designed for off-road driving. The jeep overcomes uneven surfaces, holes, sand and mud. Extreme conditions increase the load on vehicle equipment. The main unit, the motor, experiences the main pressure.

The service life is determined by driving style. Constant braking, aggressive driving, and sharp turns expose the SUV to rapid wear. The condition is determined by the conditions in which the jeep is operated: within or outside the city limits.

Foreign bodies, dust, sand settle on the surface of equipment and systems. Blockages prevent stable operation of the units. Land Cruiser Prado 150 requires periodic inspection and thorough cleaning. The careless attitude of the owner will shorten the life of the SUV.

The Prado 150 4-liter gasoline engine with a service life of 300–400 thousand km will easily last with timely maintenance. The exact mileage depends on the installed unit. The more powerful the engine, the easier it copes with the dimensions of the Prado and the daily load. Auxiliary equipment - elements of the fuel supply system - last up to 200-300 thousand km, provided that high-quality fuel is used.

The specified values ​​apply to engines running on gasoline. With diesel engines, things are worse. The service life of a 3-liter Prado 150 diesel engine cannot be compared with the service life of a gasoline engine, and related equipment requires replacement after 100–150 thousand km.