Nissan

What is the service life of the Camry 2.4 engine. Motors installed in Toyota Camry. What is the difference between FSE and FE engine modifications?

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
2AZ-FE	2362	88.5 x 96.0	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
2AZ-FXE	2362	88.5 x 96.0	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.
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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 kilometers. The service life is at least 300,000 km.

Engine 2.5 l

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

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

Engine 3.5 l

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

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

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

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

The AZ series has become an excellent replacement for S category engines. The AZ collection of the largest Japanese automaker includes in-line four-cylinder gasoline engines. This product includes an aluminum cylinder head with special camshafts and an aluminum engine block made of cast iron cylinder lenses.

A distinctive feature of this series of engines was the use of the latest engineering technologies (for example, inclined combustion chambers of the “squish” type with mixed centers of the crankshaft and cylinders). It is also worth noting that the steel crankshaft is equipped with five high-quality bearings and eight main counterweights, which ensures the balance and stability of the entire mechanism. The 2AZ-FE engine itself has the following parameters: 62.6 * 60.8 * 68.1 centimeters. New engines of the AR series brand are now being actively distributed.

Technical parameters of Toyota 2AZ-FE engines

The main technical characteristics of this modification of motors include:

Number of cylinders – 4.
Number of valves – 16.
The highest power rating is 160 horsepower.
Volume – 2.4 liters.
The moment of force – at 400 revolutions is equal to 220 N*m.
The cylinder diameter is 8.85 centimeters.
The compression ratio is 9.1 to 1.
Knock resistance of fuel (octane rating of gasoline) – from 95.

Due to the versatility of the above technical characteristics of the motor, this mechanism is widely used in vehicles of different price categories. However, the constant development of modern technologies has significantly reduced the authority of the 2AZ-FE series engines around the world. The main technical and operational advantages of engines undoubtedly include: a large number of technical innovations, economical fuel consumption, and simplicity of design. The disadvantage is the expensive and often difficult repair of the unit.

Technical parameters of 2AZ-FSE engines

The main technical characteristics of motors in this series include:

Volume – 2.4 liters.
The highest power rating is 163 horsepower.
The cylinder diameter is 8.9 centimeters.
Engine type – chain drive with gasoline fuel.
Fuel consumption per 100 kilometers is 9.5 liters.
Compression value – 11.
The piston stroke is 9.6 centimeters.
There is no start-stop mechanism.

Difference between Toyota 2AZ engine models

the first basic modification of the engine with a compression ratio of 9.6 is 2AZ-FE. This device has a maximum power of 160 horsepower. At the end of 2008, the engine design underwent significant changes - the camshafts were replaced, due to which the compression value increased to 9.6 and power to 166 horsepower;
the second model of the 2AZ-FSE engine is equipped with an instantaneous fuel injection system, the compression value is 11, and the power is 163 horsepower. To date, the production of the unit has been completed;
the third model in this series, a hybrid engine based on the Atkinson principle - 2AZ-FXE. Compared to previous versions, the engine has a modified camshaft design and a high compression ratio (12.5), and the engine power is 130 or 150 horsepower.

What is the difference between FSE and FE engine modifications?

Experts include the following differences between the FSE and FE motors:

high pressure fuel pump for diesel engines. The pressure of a mechanical pump can reach 120 bar (typical for diesel engines). The pressure of the electric pump (for injection engines) is about 3 bar;
engine injector. Vortex injectors can create different shapes of the fuel torch depending on the operating mode of the engine: in power mode - a conical shape, in lean mixture combustion mode - a narrow cylindrical shape;
functioning of the engine piston. There is a special hole at the base of the unit, through which the direction of the air-fuel mixture is determined towards the spark plug;
engine intake system. The FSE model is equipped with vertical intake channels - they create a “reverse vortex” in the cylinder, determining the direction of the air-fuel mixture to the combustion plug (standard engines have the opposite direction of the vortex in the cylinder);
throttle operating on the principle of electronic control. Thus, the motorist does not control the operation of the damper; its operation is carried out using the accelerator pedal position sensor. The electric control unit then operates the throttle valve via an electric motor. Such a mechanism takes a heavy toll on the car owner’s wallet.

Disadvantages of engines

Most car owners who have encountered the operation of the 2AZ-FE engine note rapid overheating of the device during long trips. This unit is not intended for long-term driving at high speeds. Drivers cite expensive maintenance and repairs as another significant disadvantage of the mechanism (for example, if the rings are stuck, a complete replacement of all cylinders is necessary). The plastic intake manifold is also characterized by poor reliability.

One of the most important disadvantages of this unit is the lack of repair parameters. This situation leads to the fact that when individual engine parts depreciate (often due to long-term operation or the use of low-quality fuel), a complete replacement of the unit is necessary. This is due to the fact that the thin-walled cylindrical block is not intended for the use of repair components. To avoid this problem, many drivers use contract engines.

Gas distribution mechanism of the drive

The timing drive refers to a sixteen-valve DOHC, the power drive is carried out through a single-row roller chain. The chain tension is carried out using a specialized hydraulic tensioner, and lubrication is carried out with an oil-type nozzle.

The intake camshaft is equipped with a VVT modification drive sensor (mechanism for determining valve timing periods), as well as a phase limit indicator of 50 degrees. The presence of a set of pushers allows you to adjust the clearance in the valve drive. This prevents drivers from having to make expensive and difficult mechanical adjustments.

Chain wear resistance is a rather unpredictable parameter. It is almost impossible to predict when the life of the chain will end - it can be either 300,000 or 150,000 kilometers. Chain wear is reflected by unpleasant noise during operation and defects in valve timing. Experienced motorists recommend a complete replacement of the chain and all drive components, since old working parts lead to “obsolescence” of the repaired or new chain. However, not all drivers adhere to this advice, because the intake camshaft sprocket is included in the VVT drive kit. The hydraulic tensioner of the system requires timely repair, but this is the fastest and most inexpensive process.

What do drivers think of the engine?

In summer, fuel consumption is about ten liters, but in winter it can reach twelve liters. About three hundred milliliters of oil are consumed per ten thousand kilometers - this is despite the fact that the engine is used in urban conditions when driving at high speeds. Some drivers note that oil consumption for Toyota engines is slightly too high.

We bring to your attention the price list for a contract engine (without mileage in the Russian Federation) 2AZ-FE

Petrol engine Toyota Camry 2.4 liter from the 2AZ-FE series appeared at the turn of 2000. The engine has become quite in demand not only on the Toyota Camry, but also on other models. The power unit could also be found on Lexus of different years of production. The basis for creating the 2AZ-FE with a volume of 2.4 liters was the unit 1AZ-FE with a volume of 2 liters. For a 4-cylinder engine with a larger volume, the manufacturer increased the piston stroke and slightly increased the diameter of the pistons.

Toyota Camry 2.4 engine design

2.4 liter 2AZ-FE received quite a few modifications, for example FSE received direct fuel injection, and FXE was used for hybrid power plants. This is an in-line 4-cylinder 16 valve unit with an aluminum cylinder block and a timing chain drive. Depending on the settings, compression ratio and other parameters, the power unit in different years produced from 149 to 170 hp. Naturally, in our country the engine was adjusted to meet a more favorable road tax, that is, less than 150 hp. The engine received a variable valve timing system on the intake shaft. The engine is very sensitive to overheating, because this leads to a loss of geometry of the light-alloy cylinder block.

The engine features Variable Valve Timing Intelligent (VVT-i), Separate Ignition System (DIS), Advanced Throttle Control System (ETCS-i). When creating the engine, the goal was to achieve high power, low noise levels, low fuel consumption and acceptable toxicity. 12-hole injectors with a high degree of crushing are used for a better spray pattern of the fuel mixture. Long-lasting spark plugs with iridium surfacing on the electrode are used.

Camry 2.4 engine cylinder head

Cylinder head of the 2AZ-FE engine made of magnesium-aluminum alloy. The use of a tent chamber with wedge displacers increased fuel efficiency and reduced the tendency to detonation. The falling intake duct improves cylinder filling. By the way, the intake manifold is made of special plastic. The location of the fuel injectors in the intake channel allows fuel to be injected as close as possible to the combustion chamber. Thanks to this design, fuel condensation on the walls of the intake channels is prevented, which helps reduce the hydrocarbon content in the exhaust gases.

Thanks to the successful organization of coolant circulation, high cooling efficiency of the cylinder head has been achieved. To reduce the weight and number of parts used, a bypass channel for coolant is made under the exhaust channels.

It is worth noting that valve adjustment will have to be done manually by selecting valve pushers of the appropriate thickness. The adjusting valve tappets are available in 35 different sizes in 0.02mm increments, from 5.06mm to 5.74mm.

Camry 2.4 engine timing drive

Timing drive Toyota Camry 2.4 chain. Torque is transmitted from the crankshaft sprocket to the camshaft sprockets. A damper and tensioner are used to ensure optimal chain tension and drive durability. There are two chains. The second small chain rotates the oil pump sprocket. We look at the engine timing diagram just below.

Engine characteristics of Toyota Camry 2.4 l.

Working volume – 2362 cm3
Number of cylinders – 4
Number of valves – 16
Cylinder diameter – 88.5 mm
Piston stroke – 96 mm
Timing drive - chain (DOHC)
Power hp (kW) – 167 (123) at 6000 rpm. per minute
Torque – 224 Nm at 4000 rpm. per minute
Maximum speed – 210 km/h
Acceleration to the first hundred – 9.1 seconds
Fuel type – gasoline AI-95
Fuel consumption in the city – 11.6 liters
Fuel consumption in the combined cycle – 8.5 liters
Fuel consumption on the highway – 6.7 liters

The Toyota Camry engine is quite power-hungry, especially with an automatic transmission, which is not surprising given such a substantial volume. Our table above shows fuel consumption for the manual transmission version.

Toyota Camry 2006–2011

The secondary market is dominated by dealer versions. Moreover, in 2008, Camry assembly was established in Russia. Cars with local registration are preferable, since they are adapted to our operating conditions, and their technical and criminal history can be identified by VIN number. There are many specimens brought from America and the Middle East. Arabic versions are not the best option. They are popular with local taxi drivers and usually travel up to 500 thousand km before being sold. In addition, Middle Eastern cars have an engine cooling system and climate control designed for heat, and the anti-corrosion treatment is weaker.

We officially sold sedans (there were no other body versions), adapted to Russian operating conditions: with increased ground clearance and adapted suspension. Dealer cars also featured rich equipment. Already in the basic Comfort version (with a 2.4 liter engine) there were six airbags, dual-zone climate control with an air ionizer and an audio system with a six-disc CD changer. And the Comfort Plus version was complemented by a 5-speed automatic transmission. The Elegance option included a parking radar and leather seats (front ones with electric drive). The Prestige package included cruise control, stability control and xenon headlights. And the top Luxury, among other things, was equipped with a V6 engine and a 6-speed automatic transmission.

To say that Camry is popular in Russia means to say nothing. In terms of sales in our market, the model is the leader in its segment by a large margin over its competitors. And, despite not the most outstanding driving performance and far from stunning design, the car is in demand due to its durability and high quality workmanship. In addition, a used Toyota Camry will delight you with low maintenance costs, high liquidity and good maintainability.

Engine

Dealership Camrys were equipped with gasoline power units: a 2.4-liter four (167 hp) and a 3.5-liter V6 (277 hp). Both are equipped with a durable timing chain with VVT-i variable timing system. The valves are adjusted by selecting washers, but this operation is required after 150 thousand km. But the officials carry out maintenance every 10 thousand kilometers. Maybe that's why engines are so durable?! Among the recurring malfunctions, one can highlight the generator pulley turning at 100 thousand km (RUB 1,200). At the same time, the generator itself lasts one and a half times longer, and the pulley is replaced separately.

The most popular engine is 2.4 liters. He is very reliable. The most serious thing that can happen to it is the block head moving away (RUB 45,000) due to overheating.

Do not skimp on replacement times and quality of engine oil - both engines prefer synthetics. Otherwise, the VVT-i system coupling will fail ahead of schedule (RUB 7,300). It is recommended to wash the throttle valve unit once every 30–40 thousand km (RUB 32,000) so as not to replace the unit ahead of schedule. Oxygen sensors (RUB 4,200) and mass air flow sensors (RUB 5,500) fail due to surrogate fuel.

“Fours” are afraid of overheating, so every two years you need to clean the engine and air conditioner radiators. Otherwise, you will have to buy a new cylinder head (from 45,000 rubles). By 100 thousand km, the drive belt tensioner mechanism is usually rented out (RUB 2,700). And the imminent death of the water pump (3,200 rubles) is indicated by traces of antifreeze under the hood and increased noise from the pump.

On a V6, at 150 thousand km, one by one, individual ignition coils begin to “burn” (2,800 rubles each). But the main problem is oil leakage due to a leaky oil cooler pipe. Since 2009, the oil line became all-metal, and the problem went away. In this regard, the company conducted a recall campaign.

Transmission

The 2.4 liter engine was combined with 5-speed manual and automatic transmissions. And the V6 was equipped only with a 6-speed automatic transmission. “Mechanics” is impeccable in terms of reliability. True, by 40–60 thousand km, gears can be engaged with noticeable effort due to premature wear of the clutch release bearing. Replacement - 4300 rub. And by 100 thousand km, the driven disc (RUB 3,300) usually becomes unusable.

The Aisin U250E automatic transmission is durable. If the automatic selector fails, do not panic. This is usually the fault of the limit sensor (RUB 650), located under the brake pedal. It happens that the contact in the automatic transmission control unit disappears (RUB 30,000). Don’t rush to order a new one - we have learned how to repair it.

The six-speed automatic transmission Aisin U660E is also reliable. But its service life depends on your driving style. In cars of aggressive owners, the clutches wear out by 100 thousand km, clogging the valve body channels with wear products. Repairs cost 50,000–80,000 rubles. Therefore, it is advisable to change the oil in the box more often, after 80 thousand km. By this time, the outer CV joints, which come assembled with the axle shaft, will begin to knock (RUB 15,000).

Chassis and body

The Camry's suspension is borrowed from its predecessor with the V30 index and is as strong as mammoth tusks. The first to wear out at 50–80 thousand km are the stabilizer bushings. Front levers (6,000 rubles) are replaced every 130 thousand km due to wear of the silent blocks, and ball joints (2,000 rubles each) and shock absorbers (6,500 rubles each) are maintained up to 200 thousand km. Rear wishbones and shock absorbers (6,500 rubles each) can last 200 thousand km. Rebuilding the rear suspension will cost 20,000 rubles.

The front and rear suspensions are designed with MacPherson struts. There are practically no problem areas in the chassis. Even bushings (400 rubles each) of the stabilizer (front and rear) “live” 50–80 thousand km. And other parts last even longer...

There are practically no problem areas in the chassis. Even bushings (400 rubles each) of the stabilizer (front and rear) “live” 50–80 thousand km. And other parts last even longer. But the brake system quickly wears out the front discs (4,500 rubles each), which warp from sudden braking.

But the brake system quickly wears out the front discs (4,500 rubles each), which warp from sudden braking.

In the steering, on average, 130 thousand km withstand traction (1,800 rubles each). And the rack itself (32,000 rubles) will easily “survive” the 200,000th milestone. But the steering shaft universal joint wears out ahead of schedule, and the oil seals and high-pressure hose of the power steering pump may also leak.

In the braking system, the front discs warp from overheating (4,500 rubles each) and by 100 thousand km the calipers (12,500 rubles assembled) become sour, which are recommended to be lubricated at every maintenance.

The corrosion-resistant body has a rather weak paint coating, which is easily scratched and dulled by frequent washing. However, you will not see any rust on the body. On early cars, the front bumper burst exactly in the middle, under the lower air intake grille. After restyling, this problem was cured. Headlight washer nozzles often get stuck in the open position, and in xenon headlights, bulbs and ignition units burn out by 100 thousand km (from 18,500 rubles). The instrument panel is also glitchy. And in the cabin, the fabric and leather upholstery wears out and becomes shiny very quickly. There are also crickets here.

Restyling

Externally, the Toyota Camry, updated in the summer of 2009, differs from its predecessor in the sweeping design of the radiator grille, modified front bumper and the presence of turn signals in the side mirror housings, as well as more generous chrome decor. By the way, after the January restyling, the American version of the Camry, which has been the perennial best-selling passenger car in the United States for the past decades, began to look exactly the same. A 2.5-liter gasoline engine, paired with a 6-speed automatic transmission, appeared in its arsenal. But for the Russian versions, which were produced in Shushary, the technical filling remained the same. But in the cabin, the bluish plastic of the center console, which is not so appropriate for a business sedan, was replaced with silver, and instead of the monochrome audio system display, a color touch monitor appeared. And the main innovation for the Camry was the Russified navigation system paired with a rear view camera.