Faulty vvti valve. where is the vvti valve located and how to check it

Possible causes of valve failure

There are not many main causes of valve failure. There are two that are particularly common. So, the VVTI valve may fail due to breaks in the coil. In this case, the element will not be able to respond correctly to voltage transfers. Diagnosis of the malfunction is easily carried out by checking the resistance measurement of the sensor coil winding.

The second reason why the VVTI (Toyota) valve does not work correctly or does not work at all is jamming in the stem. The cause of such jamming may be simple dirt that has accumulated in the channel over time. It is also possible that the sealing rubber inside the valve is deformed. In this case, restoring the mechanism is very simple - just clean the dirt from there. This can be done by soaking or soaking the element in special liquids.

VVT file extension

How to open a VVT file?

Problems accessing VVT can be caused by various reasons. On the other hand, the most common problems associated with Vivien Template files are not complex. In most cases, they can be resolved quickly and effectively without the help of a specialist. We have prepared a list that will help you resolve your problems with VVT files.

Step 1. Get Vivien

Step 2: Update Vivien to the latest version

Are you still unable to access VVT files even though Vivien is installed on your system? Make sure your software is up to date. Software developers can implement support for more modern file formats in updated versions of their products. This may be one of the reasons why VVT files are not compatible with Vivien. All file formats that were handled perfectly by previous versions of this program should also be opened with Vivien.

Step 3: Assign Vivien to VVT Files

After installing Vivien (the most recent version), make sure it is set as the default application to open VVT files. The next step shouldn't be a problem. The procedure is simple and largely system independent

Selecting your first choice app in Windows

• Clicking the VVT ​​with right mouse button will bring a menu from which you should select the Open with option
• Next, select the Select another app option and then use More apps to open the list of available apps.
• To complete the process, select Find another app on this... and use File Explorer to select the Vivien folder. Confirm by checking Always use this app to open VVT files
  and clicking OK button.

Selecting your first choice app on Mac OS

• Right click on the VVT ​​file and select Information.
• Open the Open with section by clicking its name
• Select the appropriate program from the list and confirm by clicking Change for everyone.
• If you followed the previous steps, you should see a message: This change will be applied to all files with a VVT extension
  . Then click the Forward button to complete the process.

Step 4: Make sure the VVT ​​file is complete and free of errors

Have you carefully followed the steps listed in points 1-3, but the problem is still present? You should check if the file is a valid VVT file. The file is likely corrupted and therefore inaccessible.

Make sure VVT ​​is not infected with a computer virus

If the file is infected, the malware found in the VVT ​​file interferes with attempts to open it. Scan the VVT ​​file and your computer for malware or viruses. If the scanner detects that the VVT ​​file is unsafe, follow your antivirus program's instructions to neutralize the threat.

Check if the file is damaged

If the VVT ​​file was sent to you by someone else, ask that person to send you the file. It is possible that the file was copied by mistake and the data has lost its integrity, preventing access to the file. When downloading the file with VVT extension from the internet, an error may occurred resulting in incomplete file. Try downloading the file again.

Make sure you have the appropriate access rights

There is a possibility that this file can only be accessed by users with sufficient system privileges. Sign out of your current account and sign in to an account with sufficient access rights. Then open the Vivien Template file.

Check if your system can handle Vivien

If the system is under havy load, it may not be able to handle the program that you use to open files with a VVT extension. In this case, close other applications.

Make sure you have the latest drivers, system updates, and patches installed

Up-to-date system and drivers not only make your computer more secure, but can also solve problems with the Vivien Template file . VVT files may be working correctly with updated software that resolves some system errors.

Japanese-style valve timing control

Let's start with decoding.

The abbreviation VVT-i sounds in the original language as Variable Valve Timing intelligent, which we translate as intelligent change of valve timing.

This technology was first introduced to the market by Toyota ten years ago, in 1996. All automakers and brands have similar systems, which indicates their usefulness. They are called, however, all differently, confusing ordinary motorists.

What did VVT-i bring to the engine industry? First of all, an increase in power, uniform throughout the entire speed range. Motors have become more economical and therefore more efficient.

Control of valve timing or control of the moment of raising and lowering the valves occurs by turning the camshaft to the desired angle.

Let's look at how this is technically implemented below.

Detailed job description

The main control mechanism of the system - the clutch - is installed on the engine camshaft pulley. Its body is connected to a sprocket or toothed pulley.

The rotor is connected directly to the camshaft.

Oil from the lubrication system is supplied from one or both sides to each rotor lobe on the clutch, thereby causing the camshaft to turn.

When the engine is not running, the system automatically sets the maximum retard angles. They correspond to the latest opening and closing of the intake valves.

When the engine starts, the oil pressure is not strong enough to open the VVTI valve.

To avoid any shocks in the system, the rotor is connected to the coupling body with a pin, which, as the lubricant pressure increases, will be pressed out by the oil itself.

The operation of the system is controlled by a special valve.

Upon a signal from the ECU, an electric magnet using a plunger will begin to move the spool, thereby passing oil in one direction or the other.

When the motor is stopped, this spool moves due to the spring so as to set the maximum delay angle.

To rotate the camshaft to a certain angle, high-pressure oil is supplied through a spool to one side of the lobes on the rotor. At the same time, a special cavity opens for drainage. It is located on the other side of the petal. Once the ECU understands that the camshaft has been rotated to the desired angle, the pulley channels overlap and it will continue to be held in this position.

Vvti toyota what is it or how does the VVT-i valve timing work?

Toyota VVT-i system, we understand what it is and what it is for. Time to delve into her insides.

The main elements of this engineering masterpiece:

• VVT-i coupling;
• solenoid valve (OCV - Oil Control Valve);
• Control block.

The operating algorithm of this entire structure is simple. The clutch, which is a pulley with cavities inside and a rotor mounted on the camshaft, is filled with oil under pressure.

There are several cavities, and the VVT-i valve (OCV), which operates according to commands from the control unit, is responsible for this filling.

Under the pressure of oil, the rotor together with the shaft can rotate at a certain angle, and the shaft, in turn, determines when the valves rise and fall.

In the starting position, the position of the intake camshaft provides maximum thrust at low engine speeds.

As engine speed increases, the system rotates the camshaft so that the valves open earlier and close later - this helps increase output at high speeds.

As you can see, the VVT-i technology, the operating principle of which we discussed, is quite simple, but nevertheless effective.

VVT-iW

VVT-iW

(Variable Valve Timing - intelligent wide) was introduced with a 2.0 turbocharged one installed on the Lexus NX200t. VVT-iW uses VVT-iW on the intake valves and VVT-i on the exhaust valves. The intake cam has a mid-position cam locking mechanism that slows down the timing adjustment. It offers extended valve angles (wide), allowing the engine to operate in a modified Atkinson cycle at low speeds for improved economy and reduced emissions, and in the Otto cycle at high speeds for better performance, delivering high torque throughout the rev group.

Operating principle of the phase regulator

To understand why the phase regulator cracks or its valve jams, it makes sense to understand the principle of operation of the entire system. This will give a better understanding of breakdowns and further actions to repair them.

The engine does not perform the same at different speeds. Idle and low speeds are characterized by so-called “narrow phases”, in which the exhaust gas removal rate is low. Conversely, high speeds are characterized by “wide phases”, when the volume of gases released is large. If “wide phases” are used at low speeds, then the exhaust gases will mix with the newly incoming ones, which will lead to a decrease in engine power, and even stop it. And when “narrow phases” turn on at high speeds, it will lead to a decrease in engine power and its operating dynamics.

Changing the phases from “narrow” to “wide” allows you to increase engine power and increase its efficiency by closing and opening valves at different angles. This is the main task of the phase regulator.

There are several types of phase control systems. VVT (Variable Valve Timing), developed by Volkswagen, CVVT - used by Kia and Hyindai, VVT-i - used by Toyota and VTC - installed on Honda engines, VCP - Renault phase regulators, Vanos / Double Vanos - system used in BMW. Next, we will consider the principle of operation of the phase regulator using the example of a Renault Megane 2 car with a 16-valve K4M engine, since its failure is a “childhood disease” of this car and its owners most often encounter a non-working phase regulator.

Control occurs through a solenoid valve, the oil supply to which is regulated by electronic signals with a discrete frequency of 0 or 250 Hz. This entire process is controlled by an electronic control unit based on signals received from engine sensors. The phase regulator is switched on when the engine load increases (rpm value from 1500 to 4300 rpm) when the following conditions are met:

• serviceable crankshaft position sensors (DPKV) and camshaft position sensors (DPRV);
• there are no malfunctions in the fuel injection system;
• the phase injection threshold value is observed;
• the coolant temperature is within +10°…+120°С;
• increased engine oil temperature.

The phase regulator returns to its original position when the speed decreases under the same conditions, but with the difference that zero phase shift is calculated. In this case, the locking plunger blocks the mechanism. Thus, the “culprits” for a malfunction of the phase regulator can be not only the phase regulator itself, but also the solenoid valve, engine sensors, malfunctions in the motor, and malfunctions of the ECU.

VVT (Variable Valve Timing), KIA-Hyundai (CVVT), Toyota (VVT-i), Honda (VTC)

One of the first to propose turning the crankshaft (relative to the initial position) was Volkswagen, with its VVT system (many other manufacturers built their systems on its basis)

What does it include:

Phase shifters (hydraulic) are installed on the intake and exhaust shafts. They are connected to the engine lubrication system (it is actually the oil that is pumped into them).

If you disassemble the coupling, there is a special sprocket inside the outer casing, which is fixedly connected to the rotor shaft. The housing and rotor may move relative to each other when pumping oil.

The mechanism is fixed in the cylinder head, it has channels for supplying oil to both couplings, and the flows are controlled by two electro-hydraulic distributors. By the way, they are also attached to the block head housing.

In addition to these distributors, the system has many sensors - crankshaft frequency, engine load, coolant temperature, camshaft and crank position. When you need to turn or adjust the phases (for example, high or low speeds), the ECU, reading the data, gives orders to the distributors to supply oil to the clutches, they open and the oil pressure begins to pump the phase shifters (thus they turn in the right direction).

Idling - turning occurs in such a way that the “intake” camshaft ensures later opening and later closing of the valves, and the “exhaust” camshaft turns so that the valve closes much earlier before the piston approaches top dead center.

It turns out that the amount of spent mixture is reduced almost to a minimum, and it practically does not interfere with the intake stroke; this has a beneficial effect on the operation of the engine at idle speed, its stability and uniformity.

Medium and high speeds are where the task is to produce maximum power, so “turning” occurs in such a way as to delay the opening of the exhaust valves. Thus, the gas pressure remains on the power stroke. The intake valves, in turn, open after the piston reaches top dead center (TDC), and close after BDC. Thus, we seem to get a dynamic effect of “recharging” the engine cylinders, which brings with it an increase in power.

Maximum torque - as it becomes clear, we need to fill the cylinders as much as possible. To do this, you need to open the intake valves much earlier and, accordingly, close them much later, to save the mixture inside and prevent it from escaping back into the intake manifold. The “exhaust” valves, in turn, close with some advance before TDC in order to leave a slight pressure in the cylinder. I think this is understandable.

BUT these are not ideal, they can only shift the phases to one side or the other, but cannot really “narrow” or “expand” them. Therefore, more advanced systems are now beginning to appear.

Self-cleaning procedure for Vvt-i

There are usually many signs associated with dysfunction, so it makes sense to look at those signs first.

So, the main signs of disruption of normal functioning are:

1. The car suddenly stalls;
2. The vehicle cannot maintain speed;
3. The brake pedal becomes noticeably stiff;
4. The brake pedal does not pull.

Now we can move on to consider the Vvti purification process. We will carry out Vvti cleansing step by step.

So, the algorithm for Vvti cleansing is:

• Remove the plastic cover of the car engine;
• Unscrew the bolts and nuts;
• We remove the iron cover, the main task of which is to fix the machine generator;
• Remove the Vvti connector;
• Unscrew the bolt by ten. Don't be afraid, you can't make a mistake, since there's only one there.
• We remove Vvti. Just do not pull on the connector under any circumstances, because it fits quite tightly to it and there is a sealing ring on it.
• We clean the Vvti using any cleaner that is designed to clean the carburetor;
• To completely clean the Vvti, remove the filter of the Vvti system. The presented filter is located under the valve and looks like a plug with a hole for a hexagon, but this item is optional.
• Cleaning is complete, all you have to do is put everything back in the reverse order and tighten the belt without resting on Vvti.

Toyota 1ZR engine characteristics

Typical symptoms of VVTI system problems

So, the system must change the phases of operation. If any problems arise with it, then the car will not be able to function normally in one or more operating modes. There are several symptoms that indicate a malfunction.

So, the car does not keep idle speed at the same level. This indicates that the VVTI valve is not working as it should. Also, the “braking” of the engine will indicate various problems in the system. Often, if there are problems with this phase change mechanism, the motor is not able to operate at low speeds. Error P1349 may also indicate problems with the valve. If the idle speed is high when the power unit is warm, the car does not move at all.

FreeValve

Many manufacturers are completely abandoning shafts, throttle and timing drive (chain or belt), but the Swedes were the first to do this in their Koenigsegg supercar, which, by the way, develops as much as 1,500 hp.

How does it work? Instead of shafts, there are special electromagnetic actuators with built-in pneumatic springs. The ECU controls each such valve and is capable of opening and closing it very quickly (up to 100 times per second) and at any distance required. This allows you to adjust the phases to any given value! AND THIS IS REALLY REALLY COOL.

Tests have shown that such a motor is up to 30% more powerful and efficient than analogues with a distribution system, and it is also economical by the same 30%. The ride quality is excellent here.

The downside so far is that such a motor is noisy, so many electromagnetic valves create a clicking sound when opening, and it increases with increasing speed. Also, the cost of the unit is still very high, but if it is put into production, the price could drop significantly.

Well, here we are, looking at the main types of phase shifters and simply gas distribution systems without them. For those who don’t really understand, watch the video version, where I’ll try to explain everything simply and in a simple manner.

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How the system works

The operating principle of the VVT-I system promotes a smooth change in valve timing, depending on the operating conditions of the power unit. This occurs due to the rotation of the intake camshaft in relation to the drive gear in the range from 40 to 60 degrees.

The VVT ​​drive, equipped with a vane rotor, is mounted on the intake shaft. If the engine is at rest, then normal starting is ensured by a special clamp that holds the camshaft in the maximum delay position.

1 — VVT-i control valve, 2 — camshaft position sensor, 3 — coolant temperature sensor, 4 — crankshaft position sensor, 5 — VVT drive

Due to the electromagnetic valve controlled by the electronic unit, the oil supply in the delay and advance cavities of the VVT ​​drive is adjusted. Information on the dosage of supplied oil is taken from the signals of the camshaft position sensor. The maximum delay angle when the engine is off is created thanks to the spool, which is moved by a special spring.

Commands to the solenoid valve come from the engine control unit. Depending on the specific motor mode, the following may occur:

the valve goes into advanced mode and moves the spool of the control mechanism. In this case, the oil flow is directed to the rotor from the side of the advance cavity, turning the camshaft;

Oil movement inside the VVT-I valve and coupling

• the valve goes into delay mode and moves the spool of the control mechanism. In this case, the oil flow is directed to the rotor from the side of the delay cavity, which leads to rotation of the camshaft in the same direction;
• holding the valve in neutral position without changes.

Construction[ | ]

The VVT-i actuator is located in the camshaft pulley - the drive housing is connected to a sprocket or toothed pulley, the rotor is connected to the camshaft.

VVTI clutch for Toyota Corolla II

Oil is supplied from one or the other side of each of the rotor blades, causing it and the shaft itself to turn. If the engine is stopped, the maximum delay angle is set (that is, the angle corresponding to the latest opening and closing of the intake valves).

Disassembled coupling

To ensure that immediately after startup, when the pressure in the oil line is still insufficient to effectively control the VVT-i, shocks do not occur in the mechanism, the rotor is connected to the housing with a locking pin (then the pin is pressed out by oil pressure).

VTT-i coupling. View from above

VVT-i is controlled using the VVT-i valve (OCV - Oil Control Valve). Based on a signal from the control unit, the electromagnet moves the main spool through the plunger, bypassing the oil in one direction or another. When the engine is stopped, the spool is moved by a spring so that the maximum delay angle is established.

Development of VVT-i technology: what else have the Japanese come up with?

There are other varieties of this technology. So, for example, Dual VVT-i controls the operation of not only the intake camshaft, but also the exhaust camshaft.

This made it possible to achieve even higher engine parameters. Further development of the idea was called VVT-iE.

Here, Toyota engineers have completely abandoned the hydraulic method of controlling the camshaft position, which had a number of disadvantages, because in order to rotate the shaft it was necessary for the oil pressure to rise to a certain level.

This drawback was eliminated thanks to electric motors - now they turn the shafts. Just like that.

Thank you for your attention, now you yourself can answer anyone’s question “VVT-i Toyota, what is it and how does it work.” Don't forget to subscribe to our blog and see you next time!

Don't forget to subscribe to our blog and see you next time!

Well, I found myself behind the wheel of my first Toyota.

!
How at one time I found myself behind the wheel of my first and second Okushka, an old 1998 Mazda
323 (blind-eyed), a new
Accent
, a fresh
VAZ
1114... And of course, I immediately felt the difference between the quality of the very old Japanese, the new Korean and our father. car and a relatively young Japanese woman. I also haven’t used an automatic transmission until now.

I got the car from my parents. At first I didn’t want to take a car that a lot of girls drive in our city. And I didn’t like the color - silver... And even a hatch. I've always liked sedans. In general, keeping to myself my complaints about the car, smoothed over by the very pleasant price for it, I bought it.

And after a few days he looked guiltily at his Japanese girlfriend: “How could I think such things about you, dear?” The silver color turned out to be very practical. Especially after the black Hyundai Ankcent, when after a trip from the car wash to the parking lot the car was immediately covered with a visible layer of dust. In which alleys have I turned around on it when I was driving girls back from dates. It would be more difficult to do this on sedans!

The automatic transmission is just a fairy tale. I used to be scared like hell (stereotypes). The engine is nimble, the dynamics are excellent. And if you press the treasured button (it seems to be responsible for the fuel saving mode), then the machine generally “fries”, oh my gosh! Well, he eats decently in this mode. Up to 17 liters. If you drive calmly, you can do it in 8k. The suspension was just a little disappointing. Hard. But it is justified by excellent handling. It takes turns with almost no roll. (Again I remember the Accent. When turning, a strong roll and drift of the ass are guaranteed. But softer on the move - yes...)

But they sold me the car with a problem. It took a long time to figure out why the stronger the frost, the more difficult it was for it to start. Official dealers harassed me and my Japanese wife 4 times. They left me overnight, changing alarm units, relays... It’s useless. Until the entire ignition was replaced under warranty. It’s just that the previous owner often left the ignition key on when the car was already starting.

I drove the Toyota for about 15,000. I passed the maintenance with a delay of 5,000. The diagnosis was made: replacement of the oil seal, front brake discs, back linings and timing belt. For everything about everything 18,000 rubles. Everything is original. To be honest, I don’t even mind spending on such a car. Not to say, of course, that every morning I run to Corollina like Romeo to Juliet, but the pleasure of driving and the feeling of reliability cannot be taken away, definitely. On the Accent, I always changed clutch bearings and brake pads with enviable consistency.

By the way, I liked the softer suspension and sound insulation in the new Corolla. But the interior decoration was disappointing. It will be interesting to ride the Auris.

Lifehack Blog VVT-i Diagnostics

How to check the solenoid valve of a gas boiler

This entry is a continuation of the topic about disassembling and troubleshooting the VVT-i controller (Nonsense Blog. VVT-i coupling). Or rather, this is most likely prehistory. Since you first need to diagnose a breakdown, and then defect something, disassemble and repair it. At one time, I quite often had to answer questions regarding the performance of VVTL or VVT, about errors P1349, P1693, etc.

Suddenly, an error message came on telling you to throw out the engine (Check Engine), but nothing special happens, the car just drove and drove, only over time comes the realization that it has become more fuel-consuming and less responsive at medium speeds. Having considered the error, Let's say that you received one of the most common VVT errors, this is P1349 or P1346. If P1349 directly hints at a defect in the VVT ​​mechanism, then P1346 signals an error associated with the camshaft position sensor, but one way or another, it may indicate irregularities in the operation of VVT, for example incorrect Timing phases.

Diagnostics. First of all, it is necessary to determine which node the brain makes for us. Consider the main 3 mechanical malfunctions1. VVT valve filter

A banal mesh, but it can be a little dirty)

and thereby lead to disruption of the VVT2 system. OCV VALVE, aka VVT Solenoid, aka VVT valve

A rather delicate device, which is a several-port solenoid that transfers oil into one channel or another (to advance or retard the shaft).

Many people assume that it works and is controlled according to an algorithm - “closed” - “held pressure” Not quite so. The VVT ​​valve is controlled by the ECU via PWM, and this is done continuously. This is how the valve works in the engine

Although the valve design is commonplace, when working in an aggressive environment, weak points often suffer, for example, deformation of the sealing ring, which leads to sticking of the rod, or weakening of the return spring, which does not return the valve to its original position. And so... we diagnose. We take 2 wires, preferably with connectors

We connect to the valve and to the battery, do not connect the second pole yet

We close the second wire to positive (without fanaticism, short circuits can burn the winding) and listen

It clicks, goes back and forth... If it doesn’t click... then, in principle, everything is clear. However, a small correction. This valve may work fine when you remove it from the engine, but not work in the engine itself. This is due to the fact that the valve can only stick when warm. Therefore, before this test, warm up the engine to operating temperature...

3. VVT couplingAcceptable valve is working. The next Test is the activation of the VVT ​​controller. This can also be done without a dealer scanner. Start the engine and apply voltage to the VVT ​​valve

If there are no changes in the operation of the engine... Then the VVT ​​controller is more likely dead than alive) What should have happened? By applying voltage, you open a channel that brings the VVT ​​Clutch to the position corresponding to the maximum overlap of the intake and exhaust valves.

At idle, the engine cannot operate with such overlap, as the breakthrough of exhaust gases into the intake increases. And the engine stalls.

If the oil pressure in the system is sufficient... then mechanically there is simply nothing left to break.

Wiring, electronics, timing timing and camshaft position sensor. With P1346, you should check whether the timing marks are set correctly, as well as the functionality of the sensor, the integrity of the wiring, whether there is oxidation in the connectors... Well, the worst and most difficult to diagnose is the ECU...

What is Dual VVT-i and VVT-iE

Of course, Toyota did not stop there and improved the dynamic gas distribution system. The next evolutionary stage was the Dual VVT-i system, which learned to control the camshaft of not only the intake but also the exhaust valves. The latest modification is VVT-iE, its differences are much deeper. Thus, the adjustment of the rotation angles of the timing shafts is now carried out not by oil pressure, but by a special electric motor. All these improvements have brought a number of advantages:

• fuel consumption indicators decreased even more, to 10-12 percent;
• an additional increase in power and torque was obtained;
• electronic control in VVT-iE eliminated delays;
• for the same reason, VVT-iE learned to work from the moment the engine was started;
• adjustment of valve timing has become more subtle and dynamic.

Do-it-yourself VVTI valve replacement

Often cleaning and lubrication do not provide the required result, and then the question arises of completely replacing the part. In addition, after replacement, many car owners claim that the car began to work much better and fuel consumption decreased.

First, remove the generator control bar. Then remove the hood lock fasteners and gain access to the generator bolt. Unscrew the bolt that holds the desired valve. The old element can be pulled out and thrown away, and a new one can be put in place of the old one. Then the bolt is tightened and the car can be driven.

Specifications

Summary table of technical characteristics of the 2JZ-GE engine

Engine 1UZ-FE

1UZ-FE non VVT-i (1989—1997)

The basic version of the UZ series engine debuted in August 1989 on the Toyota Crown S130 series, and in October 1989 on the Lexus LS (Toyota Celsior) of the first series (UCF10). It soon appeared on a number of other Toyota and Lexus models.

According to the Toyota labeling system, the engine was designated 1UZ-FE. In the designation, the first digit indicates the generation (1 - first generation), the letters behind the number - the family (UZ), the remaining letters - the version (F - DOHC valve mechanism with “economical” narrow phases, E - electronically controlled fuel injection).

The 90° V-twin engine has a cylinder diameter of 87.5 mm and a piston stroke of 82.5 mm. The intercylinder distance of the cylinder block is 4.15″ (105.41 mm), connecting rod length is 146 mm. The crankshaft has five main plain bearings, the camshafts and pump are driven by a toothed belt. The crankshaft, like the connecting rods, is made of steel. The pistons are made of a special alloy of aluminum and silicon. There are no hydraulic valve clearance compensators; the clearance is adjusted with washers.

The ignition system is contactless, with two coils and two ignition distributors.

In the stock version of the engine, the compression ratio was 10:1, power 245 hp, torque 353 Nm. The engine was coupled only with a four-speed automatic transmission Aisin A-340 series

In August 1994, a slightly modified engine began to roll off the assembly line. The connecting rods were lightened (previous - 628 g, lightweight - 581 g), the compression ratio increased to 10.4. These modifications made it possible to increase power to 261 hp and torque to 363 Nm.

1UZ-FE VVT-i (1997—2002)

In July 1997, the updated 1UZ-FE began to be produced. The engine received the proprietary Toyota VVT-i (“Variable Valve Timing with intelligence”) variable valve timing system, the compression ratio increased to 10.5. The ignition system has been modernized: Hall sensors have been installed instead of ignition distributors, and individual ignition coils have been used.

These major changes raised power to 280 hp and torque to 407 Nm. After a little adjustment of the control unit, the engine installed on the Lexus GS400 showed 300 hp. and 420 Nm. The engine was coupled with a new “smart” five-speed automatic transmission.

The 1UZ-FE with VVT-i system was one of the ten best engines according to Ward's AutoWorld magazine from 1998 to 2000.

Development of VVT-i technology: what else have the Japanese come up with?

There are other varieties of this technology. So, for example, Dual VVT-i controls the operation of not only the intake camshaft, but also the exhaust camshaft.

This made it possible to achieve even higher engine parameters. Further development of the idea was called VVT-iE.

Here, Toyota engineers have completely abandoned the hydraulic method of controlling the camshaft position, which had a number of disadvantages, because in order to rotate the shaft it was necessary for the oil pressure to rise to a certain level.

This drawback was eliminated thanks to electric motors - now they turn the shafts. Just like that.

Thank you for your attention, now you yourself can answer anyone’s question “VVT-i Toyota, what is it and how does it work.” Don't forget to subscribe to our blog and see you next time!

Don't forget to subscribe to our blog and see you next time!

Soft start or Fiat (MultiAir), BMW (Valvetronic), Nissan (VVEL), Toyota (Valvematic)

If you want smoothness, please, and here the first company in development was (drum roll) – FIAT. Who would have thought, they were the first to create the MultiAir system, it is even more complex, but more accurate.

“Smooth operation” is applied here to the intake valves, and there is no camshaft at all. It is preserved only on the exhaust part, but it also has an effect on the intake (I’m probably confused, but I’ll try to explain).

Principle of operation. As I said, there is one shaft and it controls both the intake and exhaust valves. HOWEVER, if it affects the “exhaust” exhaust mechanically (that is, simply through the cams), then the influence is transmitted to the intake through a special electro-hydraulic system. On the shaft (for intake) there is something like “cams” ​​that press not on the valves themselves, but on the pistons, and they transmit orders through the solenoid valve to the working hydraulic cylinders to open or close. In this way, the desired opening can be achieved within a certain period of time and speed. At low speeds, the phases are narrow, at high speeds they are wide, and the valve moves to the desired height because everything here is controlled by hydraulics or electrical signals.

This allows for smooth activation depending on engine speed. Now many manufacturers also have such developments, such as BMW (Valvetronic), Nissan (VVEL), Toyota (Valvematic). But these systems are not completely ideal, what’s wrong again? Actually, here again there is a timing drive (which takes up about 5% of the power), there is a camshaft and a throttle valve, this again takes a lot of energy, and accordingly steals efficiency, I wish I could give them up.

List of car models in which the engine was installed

Toyota bB

Toyota bB (10.2008 - 07.2016) restyling, hatchback, 2nd generation, QNC20

Toyota bB (10.2005 - 09.2008) hatchback, 2nd generation, QNC20

Toyota Passo

Toyota Passo (12.2006 - 01.2010) restyling, hatchback, 1st generation, XC10

Toyota Passo (06.2004 - 11.2006) hatchback, 1st generation, XC10

Daihatsu Boon

Daihatsu Boon (12.2006 - 02.2010) restyling, hatchback, 1st generation, M300

Daihatsu Boon (06.2004 - 11.2006) hatchback, 1st generation, M300

Daihatsu Terios

Europe

Daihatsu Terios (06.2000 - 12.2005) restyling, suv, 1st generation, J102, J122

Japan

Daihatsu Terios (05.2000 - 01.2006) restyling, suv, 1st generation

What is VVT-i on Toyota

So, motorists want more power, efficiency and environmental friendliness at the same time, but these desires contradict each other. After all, to increase power, you need to keep the intake valve open longer so that the cylinder receives more fuel mixture. At the same time, the efficiency and purity of the exhaust naturally decreases. Finding the golden mean is very difficult due to the fact that engine operating conditions are constantly changing.

There is also a more prosaic problem - the valve timing does not work instantly, but with some delay. For example, some, albeit rather short, time passes between the opening of the intake valve and the intake of the fuel mixture. And these delays vary depending on the speed and other factors. It is almost impossible to make a fixed, highly efficient gas distribution setting under such conditions.

Therefore, in 1996, Toyota introduced VVT-i into its engines, an intelligent valve timing system that adjusts timing settings on the fly, depending on the current operating conditions of the engine. The first generation VVT-i allowed for tangible improvements:

• power and torque increased by 10% on average;
• fuel consumption in the urban cycle decreased by 6-8 percent;
• the concentration of nitrogen oxide in the exhaust dropped by 40%;
• improved car behavior at low speeds;
• more efficient use of turbocharging.

VVT-i (variable gas timing system)

New generation Toyota engine combines driving pleasure with environmental responsibility

Toyota VVT-i, VVT-i D4, VVTL-i, Toyota Hybrid System (THS) and D4D engines have gone a long way to enhance your driving experience, delivering greater power and efficiency.

• VVT-i (variable gas timing system)
• VVT-i D4
• VVTL-i (variable throttle and travel timing system)

VVT-i (Variable Throttle Timing System) Designed to increase power and maintain an active state.

Award-winning Variable Throttle Timing (VVT-i) technology uses an advanced computer to vary intake valve timing based on driving conditions and engine load.

By setting the timing of the exhaust valves closing and the timing of the intake valves opening, the engine characteristics can be changed so that the desired engine torque is provided during operation. This delivers the best results in two areas: powerful acceleration and greater savings. In addition, more complete combustion of fuel at a higher temperature reduces environmental pollution.

Since Toyota created VVT-i technology, it has been possible to consistently change timing, ensuring optimal engine performance under all conditions. This is why there is no need to set the timing of the valves, trying to prepare the engine for the given driving conditions in advance. Or, in other words, your engine runs equally smooth both in the city and on Alpine mountain roads.

Malfunctions and repairs of the 1ZR-FE/FAE engine

These motors were presented to the public in 2007 and were considered as a successor to the unsuccessful ZZ series. The family consisted of a 1.6 liter 1ZR, 1.8 liter. , 2.0 l. , as well as Chinese 4ZR, with a displacement of 1.6 liters. and 5ZR 1.8 l. Let's consider the youngest representative of the main model range - 1ZR; this engine was intended to replace the motor. In the new 1ZR, to reduce the load on the liner, the cylinder axis does not intersect with the crankshaft axis, Dual VVT-i began to be used, in other words, a system for changing valve timing on the intake and exhaust shafts, at the same time, the Valvematic system appeared, changing valve lift (range 0.9 - 10.9 mm), hydraulic compensators have appeared and now you won’t have to adjust the valves on the 1ZR. According to the new Toyota tradition, the ZR engine is disposable, in an aluminum block, without repair dimensions, with all that it implies.

Toyota 1ZR engine modifications

1. 1ZR-FE - main engine, equipped with dual VVTi, compression ratio 10.2, power 124 hp. This engine was used in Toyota Corolla and Toyota Auris. 2. 1ZR-FAE - analogous to 1ZR-FE, but together with Dual-VVTi, Valvematic is used, the compression ratio is increased to 10.7, engine power is 132 hp.

Malfunctions, problems of 1ZR and their causes

1. High oil consumption. The problem is typical for the first ZR models, it is solved by pouring oil with a viscosity of W30, instead of 0W-20, 5W-20. If the mileage is serious, then measure the compression. 2. Knock of the 1ZR engine. Noise at mid speed? Change the timing chain tensioner. In addition, the generator drive belt may also make noise (whistle), so replace it. 3. Problems with idle speed. Swimming and other troubles are caused by the throttle position sensor and a dirty throttle body itself.

In addition, the pump on the 1ZR likes to leak, make noise and ask to be scrapped after 50-70 thousand km, the thermostat often dies and the engine refuses to warm up to operating temperature, the VVTi valve can jam with subsequent dullness of the car and loss of power. However, these problems do not occur all the time; the 1ZR engine turned out to be quite good, with a normal service life (+\- 250 thousand km) and with stable maintenance, it does not cause problems for the owner.

Read with this

• 2zr
• Toyota 3zz fe engine
• After the engine warms up, the oil pressure light comes on
• egr valve
• Engine crankcase ventilation system: device, principle of operation, main malfunctions
• 1gr
• 1jz
• Engine 1zz
• 2mz-fe
• Engine oil viscosity

Disadvantages, breakdowns and problems of Toyota 1UZ-FE

The need to periodically adjust valve thermal clearances

Rapid failure of spark plugs and difficulty in replacing them

Relatively short resource of the water pump and the danger of its wedge

On versions with VVT-i, if the valve belt breaks, it bends in 100% of cases

The hydraulic tensioner breaks very easily when replacing the timing belt.

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Toyota
Manufacturer	Toyota Motor Corporation
Engine code	UZ
Type	petrol
Configuration	V8
Cylinders	8
Valves	32
Cooling	liquid
Valve mechanism	DOHC
Clock (number of clock cycles)	4
Media files on Wikimedia Commons

Toyota UZ

- a family of gasoline automobile engines produced by Toyota Corporation. 32-valve V-8 engines are used in luxury and sports cars from the Toyota and Lexus brands. Since 1989, three main versions have been produced: 1UZ-FE, 2UZ-FE, and 3UZ-FE. All engine options were combined only with Aisin automatic transmissions.

The UZ-series is currently being replaced by the UR-series, but the 3UZ-FE engines continue to be produced for the Crown Majesta 4WD (Japanese market only).