What engine for Toyota Camry 2.4. Toyota Camry V40 is a well-deserved crown. What drivers think about the engine

Toyota Camry depends on the design of the engine itself. Cars of this model have been produced for more than thirty years. Accordingly, various power units were installed on the car. They differ in design, displacement and power.

The latest generations of this car were supplied to the Russian market with four powertrain options:

2.0 liters, power 148 hp;

2.4 liters, power 167 hp.

2.5 liters, power 181 hp;

3.5 liters, power 249 or 277 hp.

In this article we will talk about repairing the Camry 2.4 liter az series engine. The two-liter and its relative, increased in volume to 2.4 liters, have a simple design without direct injection. But they have a rather big drawback. The cylinder block is made of aluminum. Cast iron sleeves are built into it. On the one hand, it becomes lighter in weight, but on the other, this makes it much more difficult to overhaul the engine - it is necessary to replace the liners. But this motor is especially afraid of overheating. It is enough to just boil the engine a little and the cylinder head will warp. A bent cylinder head usually results in its mounting bolts being pulled out of the cylinder block. After this, you will have to restore their threads in the cylinder block.

WHEN SHOULD YOU THINK ABOUT ICE REPAIR

The following may be cause for concern and early repair of the az series engine:

• Difficulty starting the engine.
• Unstable idle speed and possible stops.
• Power dips in transient conditions.
• Overheat.
• Antifreeze leak behind the intake manifold (the thread in the 2az block has been pulled out, you can determine it this way, see )
• Smell of gases in the expansion tank.

Reasons for Toyota engine repair camry 2az-fe

A little background. One day, one sunny day, our client was driving a car along the Moscow Ring Road and suddenly he heard a bang. Got out of the car. I lifted the hood, and there the drive belt was scattered all over the engine compartment. He turned off the car and came towards us. After diagnosing the car, it was possible to draw a conclusion.

Reasons for failure:

- .

Result of the breakdown:

Raised the cylinder head;

Emulsion in the engine (mixture of oil and coolant);

Load on power units and broken drive belt.

Checking the cylinder head for cracks;

Replacing the cylinder head gasket;

Engine flushing and fluid replacement.

Now let's talk about everything in order. Notice we didn’t say a word about , a little later you will understand why we did this.

Toyota Camry engine disassembly

	Toyota camry with a 2.4 liter engine.
	Toyota Camry 2az-fe engine repair.
	This is what the emulsion in Toyota Camry engine oil looks like. Now we are partially disassembling the engine for repair. We drain the oil and see this picture. As you can see from the photo, there is an emulsion throughout the engine. Now we disassemble the timing belt.
	Engine camshafts 2az-fe . At first glance, nothing special, but let's take a closer look.
	Cylinder head mounting. When repairing the threads in the block, studs were made. If you look closer, when you open the engine valve cover, you can see that the cylinder head is completely covered in emulsion.

We did not mention the restoration of the elongated threads in the Toyota Camry cylinder block, for the reason that when restoring the cylinder block, studs were previously made.

REMOVING THE CYLINDER HEAD

The engine of this car had already undergone restoration of the threads in the cylinder block, and the decision to repair the Toyota Camry engine was to install studs. The tightening torque was observed, and the owner came to re-tighten the bolts after repairing the Camry engine.

The disadvantage and subsequent reason for the repair was that when installing studs under the nuts, it is necessary to place groovers to create tension and prevent the nuts from unscrewing themselves.

CYLINDER HEAD REPAIR

The plane of the cylinder head was smooth and no grinding was required, so we will not consider this point, but rather we will analyze the repair of the cylinder head in more detail. It is necessary to grind the valves to achieve tightness.

TOYOTA CAMRY ENGINE ASSEMBLY

	Install the block head. tighten the cylinder head bolts.
	Grover washer to prevent the nuts from unscrewing.
	Tightening the cylinder head of the 2az engine.
	We install camshafts and assemble the timing mechanism.
	We perform final assembly of the Toyota Camry engine.

STARTING THE ENGINE AFTER ASSEMBLY. VIDEO

The sixth generation Toyota Camry XV40, produced from 2006 to 2011, has become one of the most popular business class sedans. In 2009, the model underwent a “facelift”, as a result of which the radiator grille and front bumper were updated, turn signals appeared on the side mirrors, and a chrome trim was added to the trunk lid. In the cabin, the display has increased in size, and a new silver trim has appeared on the center console. At the end of 2011, the XV40 was replaced by the new Camry XV50.

The sedan was assembled for the Russian market in Japan, and since the end of 2007 in Russia (in Shushary, Leningrad region). Cars officially sold in Russia were equipped with a 2.4-liter in-line 4-cylinder gasoline engine (163 hp before 2009 and 167 hp after 2009, 2AZ-FE I4) with a 5-speed manual transmission or a 5-speed automatic transmission (U250E), as well as a V-shaped 6-cylinder naturally aspirated 3.5 liter (277 hp, 2GR-FE V6) with a 6-speed automatic transmission (U660E).

As operating experience shows, the Toyota Camry is very durable and hardy. Serious problems in some cases arise with a mileage of more than 200 thousand km. In the UAE, such cars are rolled out as taxis for 300–500 thousand km before they begin to “crumble.” In addition, the Toyota Camry is not at all expensive to maintain.

But, like any mechanism, it also has weaknesses. Fortunately, all these manifestations do not have the character of a mass “disease” and do not occur often. First things first.

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.

Transmission

On Toyota Camrys of recent years with a manual transmission, vibrations are sometimes observed when driving in 5th gear and pressing the gas pedal. The likely culprits are the clutch and gearbox synchronizer hub.

The automatic transmission is quite reliable. Problems with automatic transmissions occur on cars with a 3.5 liter engine with a mileage of more than 80 – 100 thousand km, especially if the driver likes to “ignite”. The first signs are “kicks” when switching from 3rd to 4th, sometimes accompanied by clanking and revving on a gearbox that is not yet warmed up. Reasons: loss of oil pressure or failures in the control algorithm due to destruction of the support bearing and wear of the clutches. Wear products clog the channels of the automatic transmission valve body, interfering with its proper functioning. A new box will cost 170-250 thousand rubles, a used one – 50-90 thousand rubles (its repair will cost approximately the same amount).

Toyota Camry VI (2009 -2011)

Chassis

The suspension as a whole is quite durable. Replacement of bushings and stabilizer struts will be needed after 80 - 100 thousand km. Shock absorbers last more than 150,000 km, and the silent blocks in the levers take the same amount of care.

The steering rack may begin to leak after 160 - 180 thousand km.

Front brake discs (6-8 thousand rubles) can lead already at 30 - 40 thousand km, those who are lucky roll back at 70 - 90 thousand km. Rear brake discs last longer - up to 100 - 110 thousand km or more. Front brake pads (3-8 thousand rubles) remain in use for 50-80 thousand km, rear brake pads (2-3 thousand rubles) for 80-120 thousand km.

Body

The paintwork on the body is good, as is the hardware itself. Bare metal in places of chips is not prone to corrosion. But the wiper arms quickly lose their presentation. Their coating swells after a mileage of more than 40 – 60 thousand km (after 2-3 years of operation). Such phenomena sometimes occur with paintwork on wheel rims.

Toyota Camry VI (2006 -2009)

On pre-restyling models, a crack sometimes appears in the lower part of the front bumper - exactly in the middle. It occurs even after light contact with an obstacle. The reason is an unsuccessful design - there is a seam that does not withstand loads well. It is treated by strengthening the problem area, for example, by applying a “splint” from the inside.

Xenon lamps last more than 150 - 200 thousand km.

Interior

The interior of a business sedan is usually quiet and silent. In rare cases, the panels and driver's seat squeak. The leather on the seats and gear knob may lose its luster and become scuffed after 60 - 80 thousand km.

The air conditioner evaporator sometimes starts to “spit dandruff” after 60-90 thousand km. This phenomenon occurs when the evaporator oxidizes, which will have to be replaced: 25 - 30 thousand rubles and 8 - 10 thousand rubles for work.

Toyota Camry VI (2009 - 20011)

Conclusion

Having carefully re-read what has been written, it is difficult to disagree: the Toyota Camry is a fairly reliable car. Yes, sometimes the air conditioner evaporator fails, and the “automatic” is not friendly only to racers. But these are minor things. Comfort, reliability and prestige are the components of success that allowed the sixth generation Toyota Camry to become the sales leader in its class.

2AZ-FE, as well as many other cars from the Japanese concern Toyota.

Scheme 2AZ. Image by toyota-club.net.

AZ series engines use lightweight pistons

Replacing the timing chain

The timing chain is replaced with a 2AZ-FE as the main elements included in the gas distribution mechanism wear out. The cost of the original repair kit is very high, so it is more rational to use analog options. Their price can range from 3,500 to 10,000 rubles. Produced by the Japanese company OSK. You will also need to purchase engine oil, an oil filter and sealant. The purchase of these materials will cost three thousand rubles. When replacing the timing chain in service centers, the cost of the work will be about 12,000 rubles.

Hydraulic chain tensioner AZ. Image by toyota-club.net

When replacing the timing chain, it is necessary to match all the marks provided in the 2AZ-FE. With their help, the following elements are set in relation to each other:

• crankshaft pulley with a zero mark on the frontal part;
• camshaft sprockets with camshaft bearing caps;
• intake and exhaust camshaft sprockets.

Toyota 2AZ engine tuning

You can use ready-made solutions to increase the power of a gasoline Toyota 2.4 2AZ. Its value reaches more than three hundred horsepower. To do this, you will need to use a turbo kit, with the necessary components, based on the T04E.

Motor modifications

Toyota 2AZ has the following modifications:

• 2AZ-FE – basic version of the engine with power from 149 hp;
• 2AZ-FSE (163 hp) – 2AZ-FE analog engine with direct injection system;
• 2AZ-FXE – used for hybrid models.

The hybrid Camry XV40 is equipped with 2AZ-FXE

Conclusion

Toyota 2AZ series show sufficient reliability. The service life of 2AZ is about three hundred thousand kilometers (cases of mileage without major repairs of up to 400 - 450 thousand km are not uncommon), subject to proper operation. To do this, it is necessary to timely service the key elements and pour only high-quality motor oil regulated by the operating instructions.

AZ series engines have appeared on Toyota cars since 2000 - they gradually replaced the legendary S series engines and for ten years remained the company’s main “mid-volume” engines. Installed on a large number of original front-wheel drive models of classes “C”, “D”, “E”, vans, mid- and full-size SUVs.

Engine	Working volume, cm 3	Bore x Stroke, mm	Compression ratio	Power, hp	Torque, Nm	RON	Weight, kg	EMS	Standard	Model	Year
1AZ-FE	1998	86.0 x 86.0	9.8	147 / 6000	192 / 4000	95	117	EFI-L	EEC	AZT250	2003
			9.8	152 / 6000	194 / 4000	95	131	EFI-L	EEC	ACA30	2006
			9.5	137 / 5600	190 / 4000	95	112	LG	EEC	AZT250	2003
1AZ-FSE	1998	86.0 x 86.0	9.8	152 / 6000	200 / 4000	91	-	D-4	JIS	AZT240	2000
			10.5	155 / 6000	192 / 4000	91	-	D-4	JIS	AZT240	2004
			11.0	147 / 5700	196 / 4000	95	124	D-4	EEC	AZT250	2003
			11.0	149 / 5700	200 / 4000	95	-	D-4	EEC	AZT220	2000
2AZ-FE	2362	88.5 x 96.0	9.6	160 / 5600	221 / 4000	91	-	EFI-L	JIS	ACM21	2002
			9.8	170 / 6000	224 / 4000	91	138	EFI-L	JIS	ANH20	2008
2AZ-FSE	2362	88.5 x 96.0	11.0	163 / 5800	230 / 3800	95	-	D-4	JIS	AZT250	2006
2AZ-FXE	2362	88.5 x 96.0	12.5	131 / 5600	190 / 4000	91	-	EFI-L	JIS	ATH10	2007
			12.5	150 / 6000	190 / 4000	91	-	EFI-L	JIS	AHR20	2009
3AZ-FXE	2362	88.5 x 96.0	12.5	150 / 6000	187 / 4400	-	-	EFI-L	CHN	AHV40	2010

2AZ-FE (2.4 EFI)

2AZ-FE - transverse, with distributed injection, for initially front-wheel drive passenger cars, vans and SUVs. Installed on models: Alphard 10..20, Avensis Verso 20, Blade 150, Camry 30..40, Corolla/Matrix 140, ES 40, Estima 30/40..50, Harrier 10..30, Highlander 20, Ipsum 20 , Kluger, Mark X Zio, Previa 30..50, RAV4 20..30, Rukus 150, Scion TC 10, Solara 20..30, Vanguard 30.
In the early 2010s, it was gradually replaced by engines of the ZR and AR series.

Modifications:
- 2AZ-FXE - with distributed injection, for initially front-wheel drive passenger cars with a hybrid power plant (Alphard Hybrid 20, Camry Hybrid 40, Estima Hybrid 10..20, HS250h, Previa Hybrid 20, SAI).
- 3AZ-FXE - for passenger cars with a hybrid power plant (Camry Hybrid 40 CHN).

Cylinder block

The engine uses an aluminum (light alloy) cylinder block with thin-walled cast iron liners and an open cooling jacket. The sleeves are fused into the block material, and their special uneven outer surface promotes the most durable connection and improved heat dissipation. Engine overhaul manufacturer not provided by definition.

As is customary on Toyota “fours” with a displacement of more than two liters, a balancing mechanism with polymer (to reduce noise) gears is driven directly from the crankshaft. Unfortunately, in addition to improving comfort, it creates another potential mechanical weakness in the engine.

On the 2006 type, a spacer appeared in the cooling jacket, thanks to which the coolant circulates more intensively in the area of ​​the upper part of the cylinders, which improves heat dissipation and promotes more uniform thermal loading.

Timing drive

The gas distribution mechanism is a 16-valve DOHC, driven by a single-row roller chain (link pitch 8 mm), a hydraulic tensioner with a ratcheting mechanism is used to tension the chain, and a separate oil nozzle is used for lubrication.

A VVT (variable valve timing system) drive sprocket is installed on the intake valve camshaft, the phase change limit is 50° (type "2006 - 40°). Separate description of the operating principles of the Toyota VVT-i system given at the link

The clearance in the valve drive is adjusted using a set of pushers, without the use of washers or hydraulic compensators. Therefore, owners, as a rule, refrain from the adjustment procedure that has become overly complex and expensive.
.

It is quite difficult to predict the service life of a chain - in rare cases it does not require replacement up to 300 thousand km, but sometimes it critically lengthens to 150 thousand km (which is manifested by noise in operation, especially after starting, and errors in valve timing). When replacing it, it would be advisable to simultaneously replace all other drive elements (sprockets, tensioner, guide), since used elements contribute to the rapid “aging” of the new chain, but since the intake camshaft sprocket is assembled with the VVT ​​drive (~$120) , then not everyone follows this recommendation. The hydraulic chain tensioner requires relatively frequent replacement, but this operation is performed externally, without removing the chain cover.

Lubrication

The block contains oil nozzles for cooling and lubrication of the pistons.

Inlet and outlet

The arrangement of the manifolds is more typical for Toyota engines of the previous generation - intake at the rear, exhaust at the front. A notable innovation - a plastic intake manifold (to reduce weight and cost, and reduce heating of the air entering the engine), turned out to be quite problem-free even for winter conditions.

Fuel injection system (EFI)

Fuel injection is traditional distributed, under normal conditions - sequential. In some modes (at low temperatures and low speeds), pairwise injection can be used. In addition, injection can be performed synchronized (once per cycle, at the same crankshaft position, with injection duration correction) or unsynchronized (simultaneously by all injectors).

Multi-point injectors are optimized for fine fuel dispersion.

In 2001-2003, a modification was produced with a mechanical throttle valve drive and a classic “rotary solenoid” idle speed controller.

However, most models were originally equipped with Electronically Controlled Throttle Control (ETCS): a DC motor-driven, two-channel potentiometric position sensor (replaced by a non-contacting two-channel Hall effect sensor for MY2003), plus a separate accelerator pedal position sensor (originally potentiometric, with " 2006 - Hall effect) ETCS performs the functions of idle speed control (ISC), cruise control and shift torque control.

Twin oxygen sensors (89465) in front of the double converter,
- one oxygen sensor (89465) before the converter and one after,
- one AFS sensor (89467) before the converter and an oxygen sensor (89465) - after,
- paired AFS sensors (89467) before the double converter and paired oxygen sensors (89465) - after...

The crankshaft and camshaft position sensors remained traditional inductive ones.

For MY2003, a flat broadband piezoelectric knock sensor was introduced; unlike older resonant type sensors, it detects a wider range of vibration frequencies.

In the North American market, the ECM also had to manage a prohibitively complex (compared to European or Japanese versions) and capricious evaporative emission control (EVAP) system, which deserves a separate discussion.

In the 2006 type of some markets with strict eco-standards, an IMRV drive appeared at the inlet, which, when the engine is not warmed up at idle, closes the intake channels with special flaps, thereby creating strong turbulence that promotes turbulence of the charge and improves the efficiency of the combustion process.

Starter - with a planetary gearbox and a segmented armature winding; permanent and interpolating magnets are installed instead of the excitation winding.

Generator - after MY2003 new segmented conductor generators appeared. With MY2006, a freewheel with a spring between the inner and outer parts of the pulley was introduced, which transmits torque only in the direction of rotation of the crankshaft, reducing stress on the drive belt.

Practice

. The main defect of all AZ series engines did not appear immediately, but turned out to be more than critical and widespread. During the operation of these engines, spontaneous destruction of the threads in the cylinder block under the head mounting bolts occurs, with a violation of the tightness of the gas joint, leakage of coolant through the gasket, possible overheating, violation of the geometry of the mating plane of the head, etc. sad consequences. Moreover, the owners and many repairmen initially did not even allow the thought of a design miscalculation on Toyota’s part and confused cause with effect, believing that the “breaking” of heads and pulling out of threads occurred due to overheating of various natures, while in reality it was the other way around. The problem was officially recognized only in 2007, after some modification (the length of the thread in the block was increased from 24 to 30 mm). The manufacturer recommended “treating” torn heads by replacing the cylinder block assembly (examples of defective parts - 11400-28130, -28490, -28050, price $3-4k). Since this approach was unacceptable outside of warranty, in practice the most optimal repair option turned out to be cutting a thread of a larger diameter and installing threaded bushings into it for bolts of standard size (it is recommended to modify all the holes, not limiting ourselves to the already torn threads, and replace the fastening bolts with new ones) . And in 2011, Toyota itself officially recommended a special repair kit of the “Time Sert” series for installing threaded bushings when repairing out-of-warranty cars (the only thing is that they ordered not to install bushings in corner holes). In comparison, other possible malfunctions of the series are perceived as annoying little things. Traditional problems for Toyotas with VVT include a crashing sound after a cold start or the appearance of codes for the valve timing or the VVT ​​system. The manufacturer prescribed the replacement of the VVT ​​drive (intake camshaft sprocket assembly) with the next version that was current at that time. On cars of the first years of production, at idle or with slight acceleration, the plastic intake manifold could make an unnatural noise, which was prescribed to be replaced with a modified model. Of course, the AZ series was not spared problems with leakage and noise from the coolant pump. By analogy with all modern Toyota engines, the pump should simply be considered another consumable with a normal service life of 40-60 thousand km. Limited resource of the generator pulley overrunning clutch. If for engines of the first releases the problem of increased oil consumption on cars with low mileage did not exist, then after modification and the appearance of the 2006 type, a certain conservation law worked - instead of problems with threads, problems with waste began (apparently due to the rapid occurrence of rings, which spontaneously affects some models of modern Toyota engines). However, the harm from these defects is still incomparable. One way or another, when oil consumption exceeds 500 ml per 1000 km, the manufacturer prescribes the replacement of a set of pistons (an example of defective parts is 13211-28110, -28111) and piston rings. As for the gradual increase in oil consumption with “age” (relatively, in the second hundred thousand mileage and beyond), the AZ series is not too different from classic Toyota engines. Non-progressive waste in the range of 200-300 ml/1000 km during normal operation can be considered acceptable (although during long-term driving at high speeds, instantaneous jumps in consumption up to a liter or more are possible). In case of more noticeable or growing burnout, the issue can often be resolved by rebuilding the engine with replacing the piston rings and valve stem seals (one must not forget about checking the geometry of the block - it was on AZ that there were cases of cylinders with no signs of exhaustion moving to an ellipse).

This car, with its elegance, reliability, and efficiency, won the hearts of car enthusiasts in many countries around the world, including the Russian Federation and the CIS. Toyota Camry occupies an intermediate place between medium and business class vehicles.

In various configurations, the power unit can be installed with a displacement from 2 to 3.5 liters. Many drivers, both those who already own this car and potential car buyers, will be interested in learning in more detail the technical characteristics of the car and its engine, fuel consumption in various driving modes, and engine life.

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 stages.

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