2L - a representative of the third family of Diesel engines of Toyota.

Family of diesel engines L appeared in October 1977 and is available to this day! Simple monomial head with intermediate shaft, belt drive, mechanical TNVD - it was based on, and an electronic TNTVD appeared on modification 2L and a modified valve opening drive.

The 2L engine was 2.4 liters, here are the options for its execution against the background of the whole "family":

1977-1983 - 2.2 L (2,188 cm3) L

1980-200? - 2.4 L (2,446 cm3) 2L

19 ?? - 2006 - 2.4 L (2.446 cm3) 2L-TE

1989-20 ?? - 2.4 L (2,446 cm3) 2L-The

1991-1997 - 2.8 L (2,779 cm3) 3L

1997 - ???? - 3.0 L (2,986 cm3) 5L

So, the 2L engine is 2.4 L (2.446 cm3) in line four-cylinder diesel engine, 92 mm cylinder diameter and 92 mm piston stroke - an ideal proportion, such motors are most successful! The compression ratio is high, about 22.3: 1, and maximum revs - 4800 min-1. Output power from 76 to 87 hp (57 - 65 kW) and torque 15.8-16.8 kg m (155-165 n M).

Engines 2L We remember all servicemen and repairmen with numerous breakdowns and cracks in the head - very often it failed due to overheating. It happened for two reasons - in many models, the expansion barrel stood too low and the system was easily delivered. The second reason in extremely not effective pump, a design similar to Zhigulevskaya:

Wow! The drive of an external service belt, which can be broken at the most inopportune moment and viscous meat to turn on the heating fan - the design is not reliable, the motors will overheat in traffic jams! I do not know, maybe in those distant traffic times was not at all?

The design of the head, the same as in old Zhiguli - one camshaft, 8 valves on the guide, drive through the rocker, no hydrocomathers and other difficulties.

Aluminum head, the drive is made by the belt and, just like on the Zhiguli, there is intermediate shaft - The TNVD drive is organized through it and it also performs the functions of the balancing shaft - after all, the row four-cylinder motors with a volume of more than 2 liters are not released without it. These trees look like this:

It should be noted, the engine 2L According to the design, it is similar not only on the engine from the old Zhiguli, it has something from the "eight" motor: oil pump Trochoid type, he is dressed on the nose of the crankshaft, we had such a design pretty reliable, because it was standing on the VAZ-2108, and each master knows, the eight was a very reliable car:

We would now say that the engine is an archaic, but the Japanese people are brave and stuck turbine in it, so the simplest "turbo" audit appeared 2L-T..

The simplest turbine in a pair with a mechanical pump, it raised the power up to 85-91 hp (from 63 to 68 kW) on turns of 4000 min-1, and the torque rose to solid 188 n * m per 2200 min-1.

This revision of the motor on the Hilux model, Cresta Super Custom, Land Cruiser., BLIZZARD LD20 (1984-1990) and even in English Metrocab TTT. 67 KW (2000-2006):

The next steep experiment was the audit 2L-TE. - in the TNVD added "cunning" electronics and EFI (Electronic Fuel Injection) - Electronic fuel injection.

It was already in 1982 year and it was very bold! Of course, before that EFI (Fuel injection) for several years applied on gasoline models, but there is a pump with much less fuel pressure there! To buy this motor in those years was a real suicide - these systems at Toyota did not worked for another 20 years! Only today, the systems are similar to those, buyers began to buy without fear (by the way, in vain!)

Application electronic injection (EFI) on the diesel motor 2L-TE. allowed even more to raise power and torque - now from the same iron they began to shoot 97 hp (72 kW) at 3800 min-1 and the maximum torque of 221 N * m at 2400 min-1.

It can be assumed that the reliability of this "focus" did not add anyway .... And this motor was put on the "top" models: Hilux, Land Cruiser Prado, Mark II / Chaser / Cresta, Toyota Hiace Super Custom.

But later there was even more "evil" version 2L-The in it to the electronic pump high pressure Added also seprecharger of high pressure, maximum power increased to 100 hp (74 kW) per 4000 min-1, and the maximum torque rose to 221 N * M per 2400 min-1.

Even in this motor, the GBC design changed, making it all the same as on the VAZ-2108, the adjusting washers on the valves and camshabked over them (i.e. without risk and intermediate shafts), Well, with such a design of the closures as on the "eight" only eight:

Such "super-" engines on the crane in the 120th and 130th body were put on, it lasted from 1983 to 1993 and I do not remember that we would have been popular with these cars ... Diesel was considered very not reliable there .. ..

Toyota 1Hz engine

Engine characteristics 1Hz.

Production	Toyota Motor Corporation.
Engine brand	1Hz.
Years of release	1990-N.V.
Cylinder block material	cast iron
engine's type	diesel
Configuration	in line
Number of cylinders	6
Valves on cylinder	2
Piston stroke, mm	100
Cylinder diameter, mm	94
Compression ratio	22.4 22.7
Engine volume, ccmm	4164
Engine Power, L.S. / Ob. Min	131/3800
Torque, Nm / Ob.min	285/2200
Environmental norms	-
Turbocharger	no
Engine weight, kg	-
Fuel consumption, l / 100 km (for Land Cruiser 100) - city - Rouss - Mixed.	14.1 10.8 11.1
Oil consumption, gr. / 1000 km	up to 1000.
Engine oil	5W-30 10W-30 15W-40 20W-50
How much oil in the engine, l	9.5
Replacing the oil is carried out, km	7000-10000 (better than 5000)
Engine operating temperature, hail.	-
Engine resource, thousand km - According to the plant - on practice	- 500+
Tuning, L.S. - Potential - without loss of resource	- -
The engine was installed	Toyota Land Cruiser 70/105 Toyota Coaster

Reliability, problems and repair of engine 1Hz

In 1990 was released toyota engine 1Hz who met on land cars Cruiser 70, Land Cruiser 105 and Coaster. The block of cylinders of this motor is made of cast iron and has a row 6-cylinder layout. The diameter of cylinders is 94 mm, and inside the crankshaft with a piston move 100 mm. This provides a working volume of 4.2 liters.

The block of the cast iron head with separated by vortex combustion chambers was covered. A single camshaft with two valves per cylinder is installed in the GBC. The diameter of the inlet valves is 42.5 mm, graduation 36 mm, the thickness of the valve rod 8 mm.
1Hz valve adjustment is required after every 40 thousand km, but they can remain normally even with much larger runs.Valve gaps ( cold Engine): Intake 0.15-0.25 mm, Issue 0.35-0.45 mm.
Rots camshafts toothed belt. Replacing the timing belt is allowed after 100 thousand km of run, and in heavy conditions After 80 thousand km.

Unlike the elevated 1HD engines, a distributed fuel injection is used on the Toyota Dailey. In addition, atmospheric motor and there are no turbines.

Since 1998, the motors have received a reinforced block of cylinders, the same enhanced crankshaft, fed the pistons, replaced the glow candles, and the compression ratio decreased to 22.4.

Compliance environmental standards The engine recirculation system of the exhaust gases of EGR, which was added in 2002, helps the engine.

The production of 2HZ production for the main cars Toyota was completed in 2007 and it was replaced with 1VD-FTV turbodiesel. But the release of an old atmospheric continues to this day, it is put on Land Cruiser 70.

Problems and Disadvantages of Diesel Engines Toyota 1Hz

Motor is simple, reliable and very durable. He is unpretentious and can work long on fuel yet high Quality. Any miscalculations, diseases and weak places he does not have. With normal I. regular maintenanceThe 1Hz resource easily exceeds 500-600 thousand km and more.

1Hz engine tuning

Cheap this motor will not be able to dig, with this it is worth coming or buying more powerful car. To add it power to it, you will have to pay for the installation of a turbine at 1Hz along with the intercooler, with all related and with the setting. But this is relevant if the engine is fresh, otherwise it is better to make a 1HDT swap diesel with a turbine. And the other option is expensive, cheaper and more reliable to buy a Land Cruiser with a 1HD engine.
In the presence of a donor 1HD-T, you can remake your 1Hz in 1HD-T. For this, you need a cylinder head, pistons, rods, a turbine with a collector and a downpailer, pump, nozzles, an inlet system with a collector and all related. In the block, you need to make a hole under Maslopodachu on the turbine and organize the carnip. This will add acu on the track.

The engine is the main and most expensive unit, from its reliability depends largely, whether the maintenance of the car will be. This is especially true for buyers of used machines. At least because usually the motors begin to demand attention after warranty period - more often in second or third owners. It is the first to be addressed to their rating, prepared together with the Moscow company Inomotor, which about twenty years is engaged in professional engine repair.

We planned several comparative materials in which we consider the engines of different volumes. Let's start with atmospheric gasoline two-liter engines. Since good overhaul - The pleasure is not cheap, the units of smaller cube almost do not bring the motorists: their recovery will cost more than the so-called contract Engine With mileage brought from abroad. Therefore, statistics on such motors are too scarce for comparative analysis.

The ranking presents well-studied and popular engines, debuting 10-15 years ago. At about this time there was a significant drop in quality - the resource of motors and their reliability were significantly reduced. For the most part, these aggregates put on cars of the penultimate generation, many of which became bestsellers on secondary market. They rolled solid runs, allowing enough material for reflection on reliability.

The main criterion for the distribution of places is the overall resource of the engines. In addition, we estimate the reliability of their individual systems and elements, as well as the quality of the manufacture of parts. We considered the technology of repair in detail in the "Second Life" material (SMS, 2015, No. 1). Almost all elements of motors can be restored - the question is only in economic feasibility. Approaches to the repair of engines presented in the review are identical, the difference is only in the number of parts requiring treatment. Therefore, as an additional comparison criterion, we consider the cost and availability of spare parts.

In general, atmospheric gasoline motors a volume of 2.0 liters is quite a resource and not the most problematic group; Many engines of the same families, but with a major volume, for example, 2.3-2.5 liters, significantly capricious. This is true for the "winners" of our rating.

8th place: bmw

Engines BMW Series N43, N45 and N46 belong to one family, although they have constructive differences. Their main carriers are models 318i, 320i (E90) and 520i (E60) - representatives of the penultimate generations of the BMW of the Third and Fifth Series.

The average cylinder wear motors resource piston group Estimated below 150,000 km - the quality of the manufacture of parts is not outstanding. Engines are technically complex for their time - perhaps even too much. They have many systems and nodes, beginners to capricious before the onset of natural wear of cylinders and piston rings.

Motors are constructively prone to oil consumption, and the situation exacerbate some faults. Due to the failure of the rubber diaphragm of the ventilation valve of crankcase gases, the oil begins to enter the inlet pipeline - the car smokes like the locomotive. To 100,000 km of run due to wear of the guide bushings, an increased reference of the valve valves arises, as a result of oil through valve stem seals Fits straight into the combustion chamber. In addition, the incomplete closure of the valves leads to ignition pass and interruptions with a cold start of the motor in the winter.

Up to 150,000 km, usually do not survive the timing chain and couplings of changing phases of gas distribution. Due to uneven lengthening, the chain begins to make noise, it is possible even a break, and then the meeting of the pistons with valves is inevitable. But more often it only jumps into several teeth without catastrophic consequences. In addition to the mechanical wear of the couplings of the phase changes approximately 100,000 km of mileage oil sediments score the control of them solenoid - the motor goes into an emergency mode.

Caprigance and the inlet lifting height system (valvetronic), which works instead of the familiar throttle. After 100,000 km run by oil sediments, an expensive electromotor is clogged, and in the end it encourages it. Due to the frequent driving on traffic jams on the valves, the Nagar is growing, which turns into their incomplete closure. On revolutions idle move Sensitive system perceives it as a serious malfunction, the motor starts working with interruptions, lights up control lamp Check Engine.

These BMW motors, like many of their contemporaries, do not have factory repair sizes. In the case of critical wear of the walls of cylinders, motorists are mounted and sleeves blocks, while maintaining the nominal size of the piston group. Alas, original spare parts bMW motors - The most expensive among others from our selection, and there are practically no analogues. The overhaul of these motors is the most expensive.

7th place: Volkswagen

Motors 2.0 FSI put on many models concern Volkswagen.. The most common - Golf V, Passat B6, Octavia and AUDI A3 second generation.

The average resource of engines is 150,000 km. Motorists estimate the level of quality of making their elements as medium. Like BMW Motors, Volkswagen units 2.0 FSI due to a technically complex design do not shine reliability, but the scale is smaller.

Fuel apparatus direct injection Caprip. Expensive, but short-lived nozzles and TNLD die after 100,000 km of run. In addition, due to constructive drawback Power supply systems occurs uneven wear of cylinders: the nozzle sprays gasoline almost to the opposite wall of the cylinder, thereby flushing the oil from it. Already to 120,000 km of run, the cylinder in this zone due to wear has a distinct barrel shape.

Another lack of direct injection: does not clean fuel inlet valves from Nagara. Sooner or later, this leads to their incomplete closure and unstable cold engine launches, especially in winter. Exacerbates the situation rapid wear of the guide sleeves of valves (like BMW engines), which in addition leads to increased flow Oil.

FSI engines and frequent running piston rings were noted. A noticeable reduction in their thickness significantly affected the rigidity. By the way, this is one of the trends in modern engine station: a loss of mass affects reliability. Less rigid rings lose their original geometry faster, they are locked and actually cease to work. One of the harbingers of this is difficult cold launch Motor in winter.

Repair dimensions for FSI motors are not provided. Original spare parts are not cheap. Fortunately, there are plenty of substitutes in the market. In general, the cost of capital repairs of FSI engines is high, more expensive in BMW aggregates.

6th place: Ford / Mazda

Shareboard ford companies And Mazda - Duratec He / MZR family engines. These identical motors are widespread, they were installed on mass models such as Mazda 3 and Mazda 6 of the first two generations, Focus and Mondeo previous generations.

Motor resources - 150,000-180,000 km. Stretchly they are pretty simple, but, alas, the quality of the details leaves much to be desired. In addition, these engines are especially sensitive to oil starvation and overheating.

With active ride, oil consumption increases significantly. If the owner did not follow his level, the risk of aging of connecting rod and the root liners of the crankshaft was great. On these engines, the liners are made without locks and the insertion is installed - in place they are held only due to the elasticity of the metal. Unfortunately, today is another common solution. Non-smaller enough oil starvation or minor overheating of the motor, and liners lose their geometry.

When cranked the liners suffer from crankshafts and its bed in the cylinder block. When repairing them, the mediocre quality of manufacture pops up. There are often cases when shaft neck cracks: expensive shaft - on the release. And when unscrewed the bolts of the root covers from the holes, the threads are poured. Obviously, when assembling it will not withstand the desired tightening moment. It is necessary to restore it with a hood.

The engines have no repair sizes. At the same time for engines ford models Parts separately are not available - only as a short block (block of cylinders assembled). Fortunately, there are similar details of Mazda on sale. The market presents and non-original spare parts. The cost of capital repairs of motors average.

5th place: Renault-Nissan

M4R / MR20 Renault-Nissan Concern Motors are more familiar by japanese crossovers. MR20 aggregate armed X-Trail previous generation, and Qashqai did not break up with him and so on. The French analogue was standing on the megane of the third generation and is still available for Flyuens.

The resource of the motor brothers is 180,000-200,000 km. The quality of the details is better than the nearest competitors - motors for car Ford. And Mazda, but without weak points, it also did not cost. Sometimes cracks appear on cervix crankshafts And the fourth cylinder deformation occurs - as a rule, when the servicemen are tightened when installing the gearbox tighten the mounting bolts. The timing chain is short-lived: it is already stretched by 80,000 km of run.

As usual, the repair dimensions are not provided. The original spare parts are available separately. According to the cost of overhaul, these engines are comparable to Ford / Mazda pair.

4th place: Mitsubishi

MITSUBISHI 4B11 Series Motor opens the subgroup of engines, deprived of serious diseases. It was put on the Outlander of the previous generation and the Lancer of the first years of release.

Engine resource - 180,000-200,000 km. The quality of the manufacture of its elements is good. The overall reliability of the motor is largely due to the simplicity of the design, devoid of capricious systems. As a rule, the engines fall to repairmen due to the natural wear of the cylindrophone group.

Motor has a repair size. The original spare parts are available separately.

According to the cost of recovery, the Mitsubishi engine is comparable to Renault, Nissan, Ford Motors, Mazda.

3rd place: Honda

The Honda R20 series was mainly on the seventh and eighth generation accord and on the CR-V of the last two generations.

The resource is about 200,000 km. The quality of the manufacture of parts is slightly higher than that of the Mitsubishi motor. The R20 engine is reliable and constructively simple. Simple scheme Adjusting the valves "Screw - Nut" does not require selection and replacement of valve pushers. Under the compliance with the regulations of this operation (every 45,000 km), R20 will not be harvested up to the occurrence of natural wear of the cylindrophone group.

Repair dimensions for the engine are not provided. Spare parts for Honda Motors are silence, so overhaul is one of the most expensive in the Japanese subgroup.

2nd place: Toyota

The resource is about 200,000 km. The quality of the manufacture of elements is very good. In our list, two explicit leaders for this indicator are Toyota and Subaru. The 1-AZ engine was ahead of the Hondovsky R20 and other than another parameter: the original parts for it are among the cheapest. Engine restoration price 1-AZ is the lowest in our ranking.

1st place: Subaru

The most reliable and "long-playing" engine in the Motorists group called the SUBARU Opposite Unit of the EJ20 series, familiar from the end of the 1990s. It is still put on some models intended for the Japanese market. In Europe, the era of this oppository ended in 2011, when the updated Motor of the FB series was replaced with the timing of the timing of timber instead of the belt. Among the latest common sUBARU models Motor EJ20 is equipped with Forester and third-generation impedition.

Resource - 250,000 km. The quality of the details is as high as the Toyotovsky 1-AZ, and in addition, the EJ20 has another trump card. This is one of the few engines from our list for which at least one factory repair size is provided - a rarity for motors of the early 2000s.

However, the subaru engine has its own minus. Although there is an alternative to the chalzing of the block, but the original parts are expensive, and there are very few analogues.

Among the Japanese "Big Four", the SUBARU motor will require the greatest overhaul costs. High resource and reliability cost money.

We thank LLC "Inomor" (Moscow) for help in preparing the material

Engine Ford-Mazda 2.0 l Duratec He / MZR LF

DRATEC HE 2.0 / MZR LF Engine Characteristics

Production - Valencia Engine
Years of release - (2001 - 2010)
Cylinder Block Material - Aluminum
Power system - Injector
Type - inline
Number of cylinders - 4
Valves on the cylinder - 4
Piston stroke - 83.1 mm
Cylinder diameter - 87,5 mm
Compression ratio - 10.8
Motor volume - 1999 cm. Cube.
Power - 141-155 hp / 6000 Ob.min.
Torque - 185nm / 4500 Ob.min
Fuel - 95.
Environmental norms - Euro 4
Fuel consumption is a city of 9.8 liters. | Route 5.4 liters. | mixed 7.1 l / 100 km
Oil consumption - up to 500 g / 1000 km
Dry weight of the engine DURATEC 2.0 ~ 93 kg.
Geometric engine sizes Focus 2.0 (DHSHV), mm -
Oil into the engine focus 2.0:
5W-20
5W-30

Resource:
1. According to the plant - 350 thousand km.
2. In practice - up to 500 thousand km

Tuning
Potential - Unknown
Without loss of resource - unknown

The engine was installed on:






Ford Galaxy MK III

Mondeo-Mazda 3/6 Duratec 2.0 MZR LF Engine Repair

Engine Ford Duratec He 2.0 l. 145 hp According to the design, the same, but with larger diameter cylinders (87.5 mm versus 83 mm). Designed was japanese company Mazda MZR Series Model LF, used Ford in the framework of cooperation between two companies. Compared to 1.8 liters, the two-liter fellow from all sides looks preferable: consumption is the same, more powerful, it works quieter, deprived of a lack of floating revolutions, as for 1.8. The resource of the Ford Duratetek / Mazd MZR 2.0 according to the plant is 350 thousand km. Real Motion Togo, but there are mileage cases of 400-450 thousand without overhaul.
Here also chain drive TRM, which significantly increases reliability (chain resource 200-250 thousand km). All engines have a challenge of the debris distribution Vala.. The thermostat is often breaking up to 100 thousand km. And the engine does not heat or the opposite overheats. You still need to control the condition of the candlestones, in case of detection there, oil needs to tighten valve cover Or replace the gasket. If after 3000 rpm machine refuses to go and lights up Check Engine, then it has approached the replacement of valve valve valve intake manifold. In addition, once every 150-160 thousand km, it is necessary to regulate valve gaps, hydrocomathers on Duratec He 2.0 no, by the way, speaking hydrocomathers on the Ford focus engines ,, 1.8, 2.0 is not at all. Despite all these little things, 2 liters. very good motor, reliable and considered one of best motor Ford Duratec. In 2010, this motor was replaced by its restyled version of DURATEC HE GDI Ti-VCT, with variable gas distribution phases, with a capacity of 150 hp

Tuning Engine Ford Focus 2.0 145 hp DURATEC HE / MAZDA 3.6 MZR LF

Focus chip tuning \\ Mondeo \\ Mazda 3 2.0

Tuning offices offer firmware with an increase in power up to 160-165 hp. As you know, in practice alone firmware atmospheric motor Little will give, you do not need to build illusions to feel the additional power you need to change the receiver for sports (Cosworth, for example), you need a cold air intake, throttle valve 60 mm, reinforced connecting rod bolts, sports camshafts (for example Cat Cams 277/269), exhaust 4-2-1 without a catalyst, and better full forward flow, roll back online and will turn out to press about 200-210 forces.

Compressor on Focus \\ Mondeo 2.0

Do all the fact that both on the younger Duratec He \\ MZR, the mechanical PC-23-E (or more expensive and reliable compressor), the intercooler, the nozzles from the Mondeo 2.3, MAF from the focus st, thick gasket GBC., an intelligent adjustment and we collect all this in a bunch. A well-tuned motor will issue 200 with a tail of HP, it will be the most optimal approach to tuning such a motor. To engage in the hellish collective farm and put even more powerful compressors on 1 bar and try to surpass 5 cylinder DURATEC 2.5 do not need, the reasons are simple: it is not profitable from a financial point of view and is not very reliable, you do not want to hang on a lift more than ride? :)