The Toyota L family of engines are diesel units with many advantages in their simple design. Motors appeared in 1977, the production of some modifications continues to this day. It is simply impossible to summarize the characteristics of all motors in a single table. Toyota Corporation has implemented hundreds of alterations and modifications during the engine production process, so it would be more logical to consider different generations separately.
Such a diesel inline four will fully satisfy the requirements of even the most sophisticated motorist. The design is quite simple; the injection pump system does not cause significant problems, as is the case with classmates. But there are plenty of individual shortcomings in the engine.
First family - Toyota L engine
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This engine has a 2.2 liter volume and only 72 hp. power. No electronics, no automatic systems, everything is extremely simple and clear. Torque of 142 Nm compensates for the low power, but still leaves the engine one of the weakest in its environment.
The first generation L was installed on the Blizzard (1980-1984), Chaser (1980-1984), Crown (1979-1983), Hiace (1982-1989), Hilux (1983-1988) and Mark II (1980-1984).
The unit is quite old, but it became the basis for more modern variations of the diesel engine, which we will talk about in more detail.
Mass version 2L – basic parameters of the series
Diesel engines turned out to be in demand, and already in 1980 there was a need to improve the engine, which the Japanese successfully did. The reconstruction affected the cylinder head, cylinders, injection pump system and other mechanisms.
To understand the features of the 2L motor, it is worth indicating its main characteristics:
| Working volume | 2.4 l |
| Engine power | 85 hp |
| Torque | 167 N*m |
| Cylinder block | cast iron |
| Block head | aluminum |
| Number of cylinders | 4 |
| Number of valves | 8 |
| Cylinder diameter | 92 mm |
| Piston stroke | 92 mm |
| Fuel type | diesel fuel |
| Fuel consumption: | |
| - urban cycle | 9 l/100 km |
| - suburban cycle | 7 l/100 km |
| Timing system drive | belt |
The main problem of the power unit was the unreliable cylinder head. Overheating, which occurred en masse on these models of units, turned out to be just a terrible problem. The pump is unreliable and the expansion tank is set too low. This combination of factors killed many members of the family.
The 2L was installed on the same cars as the first generation of this engine. Like the first generation, the 2L did not yet have a turbo. This disorder was corrected in the next generations.
Modifications of the not very successful 2L – turbo and electronics
The world demanded change, and in the early 1980s, Toyota began working on installing turbines on its main diesel engines. The power of 85 horsepower was not enough for any owner of the L line of engines. Playing with electronics and superchargers led to the appearance of several more versions of this engine:
As you can see, the struggle was for every horsepower. Today, all these engines have lost their relevance. Buying 2L versions as a swap option also makes no sense. Motors overheat, the cylinder head is destroyed, there are a number of problems with EFI and injection pump automation in more advanced versions.
3L – advanced diesel with a simple design
By increasing the displacement to 2.8 liters, the corporation received a 3L engine. It was installed on a limited number of models - Hiace 1993-2004, as well as Hilux 1988-1994. There are no turbines, electronic injection options or other unreliable elements, so the engine is quite durable.
Weak points include the cooling system pump, as well as the demands on service. If the timing belt breaks, you will have to replace almost the entire cylinder head and spend a lot of money on repairs.
In general, this unit turned out to be much more reliable than all its predecessors. Its resource is estimated at 500-600 thousand km. After this, you can complete the capital and drive up to 1 million km. Of course, some minor problems occur, especially with poor quality service.
5L – senior modification of the family
The motor was developed in 1997 and was installed on Hiace 1998-2004, Hilux 1997-2004, Regius Ace 1999-2004. The cylinder diameter was increased to 99.5 mm, the piston stroke was also added to 96 mm. This made it possible to increase the working volume to 3 liters. The engine power without a turbine was 97 horses, but the volume made it possible to produce a good torque of 192 N*m.
Among the advantages are the following features:
- lack of a turbine and complex electronics with various childhood diseases;
- fairly high reliability, excellent service life over 600,000 km;
- timing belt drive, it is enough to change the belt once every 60,000 km;
- simple maintenance, no expensive spare parts or specific fluids;
- a simple design in which there is nothing to break among the main components.
Problems were again caused by the pump with an archaic design and the entire cooling system. Due to overheating, cylinder head parts could fail, even leading to rupture of the head housing. But this happened extremely rarely. The oil pump is not the best, but the engine did not have any significant problems with lubrication.
5L-E - the most successful modification of the unit
This engine for the Japanese market was installed on two generations of Toyota Land Cruiser Prado 2002-2009, as well as 2009-2013. Of course, it would not have gained popularity in Russia because of its 100 hp. power. We want more horses on a car like this. And the torque of 201 N*m is not encouraging.
But otherwise, this 3-liter engine is doing very well. There is no turbine, there is a series of electronics for the absence of constant settings. Everything works reliably and does not cause any problems.
The 5L-E version turned out to be the most durable among all members of the family. It is this motor that can be considered as a swap. Its consumption on the Prado is about 10 liters per 100 km in the combined cycle - this is simply a godsend for this class.
Conclusions on Toyota's L Engine Family
Generation L motors extended their existence from 1977 to 2013. Some modifications of power units are still produced today as spare parts for already produced cars. The latest generations 3L and 5L are quite successful; they do not have significant problems or premature failure.
Older generations turned out to be less reliable; they are more likely to encounter childhood diseases of various types. All L units suffer from a cooling system, only in the 5L-E it was changed and corrected. But all engines of the family easily reach 500,000 km without significant problems or repairs. This indicates high reliability and excellent quality of power plants.
Strangely, despite the fact that TOYOTA is one of the three largest car manufacturers in the world, its products vary wildly in quality between different engine models. And if certain brands of diesel engines are clearly unfinished, others can be considered the height of reliability and perfection. I have never seen such a range of quality among, perhaps, any other Japanese automaker.
1N, 1NT- 1.5 liter diesel engine, pre-chamber, with camshaft drive and fuel injection pump belt. Installed on the smallest minicars - Corsa, Corolla II, Tersel and so on.
There are no design flaws, except for one - small engine capacity. Unfortunately, this drawback is the main problem of all small diesel engines. The service life of all diesel engines less than 2.0 liters is extremely low. Well, such diesel engines don’t last long, and that’s all! The whole reason is the very rapid wear of the CPG and a sharp drop in compression. Although, if you look at it, the minicars themselves don’t run for long either, everything falls apart - suspension, steering,...
After reading the above, you will probably grab your head and say: “Why do I need such cars!” I dare to assure you that our Zhiguli (not to mention other brands) break down much more often. Everything is relative. Therefore, don’t listen to me too much when I criticize Japanese technology. This is a comparison with high-quality cars, and not with “Do it yourself” spare parts kits that run around our streets under the brands “Zhiguli”, “Volga”, “Moskvich”.
1C, 2C, 2CT- diesel engines with a volume of 1.8 and 2.0 liters, respectively, pre-chamber with fuel injection pump and camshaft drive by a belt.
Weaknesses - head, turbine, rapid wear of piston and valves. Oddly enough, this is mainly not a design flaw in the engine itself. The reason lies in the design thoughtlessness of installing these engines on a car.
When mentioning the 2CT engine, most motorists will unanimously declare: “Yes, its heads are always cracked!” Indeed, overheated heads in cracks are quite a common occurrence in these engines. However, the reason is not poor-quality manufacturing of the heads.
About five years ago, we argued with a good friend of mine, a top manager at the Vladivostok TOYOTA service, about the reason for this phenomenon on 2CT and 2LT engines. At that moment, he claimed that the reason lay in the low-quality coolants used in our country. Perhaps there was some truth in his statements. However, this did not explain the fact that many contract 2CT and especially 2LT engines arriving from Japan had cylinder head cracks. In this case, one would have to argue that their coolants are also of poor quality.
The reason for the numerous overheating of these engines lies much deeper, and on the other hand lies on the surface itself. Heating, and even overheating of the engine, does not cause cracks in the cylinder head. The reason for the appearance of cracks is a sharp temperature difference in the area of the block head and, as a consequence, large internal stresses arising in these places. If there is a sufficient amount of coolant, local overheating does not occur.
In this case, in addition to the fact that these engines are extremely thermally stressed, they have one significant drawback, which is the main reason for the formation of cracks. The expansion tanks for coolant in both cases are located below the level of the cylinder head. As a result, when the engine heats up, the coolant expands and is forced into the expansion tank. When cooled, it must return under vacuum to the engine cooling system. However, if the valve on the radiator filler plug is even slightly leaky, instead of coolant, it will not be antifreeze that will enter the cooling system, but air from the atmosphere. As a result, air bubbles will end up in the block head, just in its upper part, which is the most thermally stressed, which will lead to local overheating and the formation of cracks. Well, then the process grows like an avalanche. Internal stresses cause the head itself to warp, as a result, the gasket is unable to seal the seals, and bubbling increases more and more.
And then the following happens. As a rule, these engines have water-cooled turbines. Since the engine overheats and the water line is filled with air, the turbines also overheat. As a result, the oil, which operates under severe temperature conditions, on the one hand dilutes - the oil wedge in the interfaces decreases, on the other hand, it cokes in the oil supply channels and, as a result, even greater oil starvation of the turbine (and not only it) occurs. . The turbine, as a rule, does not run for a long time after such extreme conditions.
And the way out of these ridiculous situations is quite simple. It is enough to install the expansion tank above the level of the block head and it will not become airy, which means that the likelihood of failures due to cracks in the head will be significantly reduced. This is exactly what is done in the LD20T-II engine of the same type at Nissan Largo. An expansion tank in the form of a heating pad is installed above the engine and the problem of cracks in the cylinder head is practically eliminated.
One of my clients came to the exact same conclusion. When the head burst on the Town Ace for the third time, he welded an expansion tank from iron, installed it behind the passenger seat, and from then on the problems disappeared. Even in hot weather, when driving uphill, critical overheating does not occur.
The second typical defect of the 2C, 2CT engine is the disappearance of compression in individual cylinders - most often these are the 3rd and 4th cylinders. The main reason is a leak in the air pipes from the air filter to the turbine or air manifold. The dust that gets into these cracks forms, together with the oil penetrating from the crankcase gas suction tube, an excellent abrasive mixture that wears out both the cylinder-piston group and the intake valve plate. As a result, thermal gaps in the intake valves disappear, and therefore compression in the engine also disappears.
Another reason for the loss of compression is a malfunction of the exhaust gas recirculation system. Soot with oil is also a good abrasive. In some cases, the intake manifolds are coated with a layer of viscous soot over one centimeter thick.
A special feature of the 2C and 2CT engines is the much lower wear of engines installed on passenger cars compared to their counterparts on buses. Significantly lower loads explain this factor.
In recent years, electronically controlled fuel injection pumps (2C-E, 2CT-E) have begun to be installed on these engines. Despite the fact that when switching to electronic control of the fuel injection pump, there are clear advantages: reduced fuel consumption, reduced toxicity, more uniform and quiet engine operation, there are also clearly negative aspects. Unfortunately, we must admit that the vast majority of services do not have equipment that allows them to diagnose and fully regulate such fuel injection pumps; no specialists who could carry out this work; no spare parts for these equipment, since DENSO does not supply most of the items for these injection pumps.
The only good thing is that recently there has been some breakthrough in information support on this issue. Perhaps these fuel injection pumps will soon become as repairable as conventional mechanical ones.
3C, 3C-E, 3CT-E- more modern diesel engines from the same range as the previous ones, but with a volume of 2.2 liters. At the moment, there are no obvious negative aspects noted. since the volume is larger, the power is also noticeably higher, which as a result is reflected in less load on the engine itself, since they are installed on cars comparable in weight to older models.
L, 2L- old-style engines with a volume of 2.2 and 2.5 liters were produced until 1988 inclusive. The camshaft transmitted force to the valves through rocker arms. It is very ancient, and although it is still sometimes found, I will not consider it, since finding such an engine in good condition now is very rare.
2L, 2LT, 3L new model - produced since the end of 1988. Engine volume is 2.5 and 2.8 liters, respectively. 2LT - turbocharged. The camshaft presses the valves directly through the valves. Despite the fact that the name of this engine was transferred from the previous one, there is practically nothing in common between them.
The reliability of these engines varies greatly. If the non-turbocharged 2L and 3L engines are quite reliable, especially in the simplest configuration for Hayes, then the 2LT has the same disadvantages as the 2CT: turbine, head overheating.
2LT-E- produced since 1988, before that 2LTH-E was produced. The mechanical part is almost the same as the 2LT, with the exception of the crankshaft, block and sensor system with fuel injection pump. Accordingly, the same shortcomings as the 2LT (mechanical part) and 2CT-E (electronic part and fuel injection pump).
5L- the engine is relatively new and I can’t give any recommendations yet.
1KZ-T- three-liter diesel. The injection pump drive is gear driven, the camshaft is driven by a belt. The injection pump control is mechanical. There are no obvious defects, the only thing is that spare parts are hard to find and they are very expensive compared to the 2LT. However, if the 2LT engine is clearly not enough for the Surf and Runner, then with this engine they are unrecognizable, the throttle response is at the level of a passenger car.
1KZ-TE- the same engine as 1KZT, but electronic fuel injection pump control. It is almost impossible to find used fuel equipment in good condition, as well as a new plunger pair and other spare parts for injection pumps. And new equipment is too expensive.
1HZ- six-cylinder engine, non-turbocharged, pre-chamber, volume 4.2 liters. The engine is installed on the Land Cruser 80 and 100, as well as on the Coester bus.
This is one of the best diesels I've ever encountered. Its reliability, durability and efficiency are simply amazing.
About seven years ago I made a fuel injection pump for this engine. The plunger pair was worn out and the engine stopped starting. The defect, given our quality of fuel, is quite common, there was nothing to be surprised about. When I was already installing the equipment, we got into a conversation with the driver. He said that he has been working on this Land Cruiser since the moment it was purchased, during which time he has not done anything to the engine, only changing the timing belt four times. At first I didn’t understand: “Why do you change the belts so often?” He told me: “Well, it’s supposed to be changed every 100 thousand kilometers, now it has 420 thousand.” This is where I faded away. Unpleasant thoughts immediately ran through my head about the lack of compression in the engine, especially since the car was used in the timber industry, where nothing except Kamaz and Krazov drives. “The point is that I repaired the equipment, if there is no compression, the engine still won’t start. And with such mileage and such use, it probably won’t!” However, he did not say all this out loud. Imagine my surprise when I put on the timing belt and began to rotate the crankshaft. You rotate it in the direction of travel, and it comes back - the compression is like new. At that time I did not yet have a diesel compression gauge and the rotational force was the main criterion for the condition of the engine. After bleeding the fuel injection pump and pipes, the engine started at half a turn even with the ignition set incorrectly. At that time I considered it an accident - maybe the engine was so indestructible, maybe the driver was watching it from the heart. However, when this began to happen regularly, I realized that a mileage of 700-800 thousand kilometers for this engine is not the limit.
Problems with this engine are possible only for a reason if you deliberately kill it with all sorts of rubbish. For example:
- bending of the connecting rods due to the fact that they drove deep into the water and it entered the combustion chamber through the air ducts (water hammer);
- when the plunger pair wears out and starts poorly, they begin to use ether (pistons fall apart);
- gasoline is poured into the tank by accident or to improve starting (pistons and valves burn out);
- engine overheating due to lack of coolant;
and so on.
A week ago, one of my old clients drove up to me again in a Land Cruiser. The plunger pair is worn out again. Compression is on average 30. The mileage is over a million kilometers (I drove it myself). I once replaced several pistons in the engine without boring the block, and then out of my own stupidity: when the plunger pair wore out for the first time and the car stopped starting when hot, I started it for a long time using ether. Naturally, several pistons were cracked. I didn't do anything else to the engine. He works in the regional hunting sector and, naturally, travels mainly in the taiga. Judging by the state, if nothing extraordinary happens, another 200-300 thousand will leave without capital. Of course, you won’t be able to start it at -35 degrees like a new one, but you can drive it for a long time.
In addition to reliability, 1HZ has very good efficiency. Carrying such a colossus as the Land Cruser, and in most cases not going beyond 12 liters per 100 kilometers - this is not often seen, especially with a 4.2 liter engine. Even the Toyota Surf, with its 2LT (volume of only 2.5 liters), can rarely boast of this, and yet its dimensions and weight are much smaller.
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Description of the 2L engine
The L series of engines dates back to October 1977, it was then that the first engine labeled L with a volume of 2.2 liters appeared, its power was negligible - only 72 horsepower, Toyota engineers quickly realized this and in 1980 the 2L was born, volume was increased to 2.4 liters and therefore the engine power increased to 85 horsepower.
Production of the power plant began in the early 80s and continued until the end of the century.
The power unit is built on the basis of a cast iron block and an aluminum cylinder head, which often causes problems for its owners. The cylinder head uses the OHC system - only one camshaft is installed, there are 2 valves per cylinder, hydraulic compensators are not provided, the valves are manually adjusted. The timing belt is driven by a belt. The piston stroke and cylinder diameter are the same and equal to 92 mm; the architecture of such engines is usually called square. Such parameters make it possible to achieve an optimal value between engine torque and thrust. By the way, the maximum possible engine speed is 4800 per minute. However, the engine rarely spins up to such speeds, because maximum torque is achieved at 2400 rpm. and it is equal to 167 Hm.
The engine was low-power and the engineers understood this, and therefore a year later a turbocharged version of the 2L-T engine appeared, this was quite a bold step, yes, the power increased slightly - by only 6 horsepower, but the turbine greatly influenced the torque - it rose to an impressive 188 Hm.
2LTE was equipped with turbocharging and EFI injection system In 1982, the engine was again modified and equipped with EFI electronic injection, for that time, this modification was a real breakthrough in the engine industry, engine power rose to 97 horsepower, and torque increased to 221 Hm, such indicators were considered quite serious at that time , but buying a diesel engine with electronic injection in the late 80s meant buying yourself a headache, because the system was very unfinished, and at that time electronic injection was already used on gasoline cars, but these are completely different things.
By the way, the engine has a very bad reputation among car enthusiasts, constant problems with the cylinder head and many design flaws have formed a negative opinion about the 2L series engines. To this day, motorists avoid this engine.
Service Schedule 2L
The engine is not reliable; maintaining it in normal technical condition requires close monitoring of fluid levels and timely maintenance, as well as using only high-quality components.
Oil is the most important consumable for engines; engines of the 2L series work well on mid-price oil, they do not need expensive oils, the main thing is that the lubrication level is always normal, and the lubricant is selected in accordance with the manual. The manufacturer recommends oils with a viscosity of 5w-30, 5w-40 on a synthetic or semi-synthetic base.
The maintenance schedule is presented below:
- Filter elements should be replaced every 30 thousand kilometers; if this is not done, the engine will not run smoothly, may stall while driving, and at some point simply refuse to start due to a clogged fuel filter.
- Adjusting the valves is one of the most important parts of maintenance; it is recommended to do this procedure once every 30 thousand km, or when rattling of the valves occurs; if this action is neglected, the clatter of the valve mechanism will increase every day until the engine stops starting .
- The cooling system of this engine requires great attention due to the fact that the unfinished cylinder head is afraid of the slightest overheating; due to the flimsy design, any overheating causes the head to become covered with microcracks. The cooling system should be checked every 10 thousand kilometers traveled, it is important to check the coolant level in the expansion tank, inspect the cooling system for leaks, and also monitor the operation of the radiator cap, it must hold pressure, this can be checked by starting and warming up the engine, if the pipes have become elastic, then there is pressure, but if they are easily pressed through and no zilch occurs when the cork is opened, then we can conclude that the cork no longer fulfills its functions. In this case, the radiator cap needs to be replaced.
- The condition of the pump also needs to be monitored every 10 thousand kilometers; it should be checked for play and leaks; for your own peace of mind, it is recommended to change the pump every 50 thousand kilometers.
- The timing belt requires replacement at around 100 thousand kilometers; if this is not done, then at some point the belt will break, which will lead to a meeting of valves and pistons. Disastrous consequences cannot be avoided; after a belt break, the engine will need to be overhauled. The drive belts should simply be checked and replaced if necessary.
The timing belt is driven by a belt; replacing it is mandatory and must be done every 100 thousand km. 2L fault overview
Due to design flaws in the cooling system, 2L series engines are prone to overheating. The aluminum cylinder head does not tolerate overheating. If there is overheating, there are two options: either the mating plane and the cylinder head gasket will suffer, or the head will become covered with microcracks; there is also the option that everything will happen at once. If only the mating plane is damaged, then you can get away with grinding the cylinder head and replacing the gasket. If microcracks occur, it is impossible to get away with repairs; the cylinder head needs to be replaced; before installing it, it should be crimped and milled, this will help ensure that the cylinder head is in good condition.
The 2L cylinder head suffered from the slightest overheating Also, when overheating, the turbine suffers, as it is cooled using antifreeze. During overheating, the supercharger starves of oil and fails. The worst case scenario could be that oil gets thrown into the intake; as a result of lubricant getting into the cylinders, the engine can go into overdrive, in 70% of cases this happens due to the fact that oil is a good fuel for diesel engines. If the engine has gone to pieces, then repairing it will be extremely problematic; it is easier to replace the power plant with a new one.
The role of the supercharger on the 2L-T engine was performed by the CT20 turbine Since the EFI and electronic fuel injection pump control system was frankly “crude,” car owners often experienced problems with the engine precisely because of unfinished electronics.
The main number of problems occurred due to the fact that the engine operated under high load conditions; it was simply low-powered for heavy premium Toyota sedans; due to the fact that there was not enough power, the engine had to be turned and the gas pedal pressed harder than on its more powerful counterparts. And if on sedans the engine somehow coped with its duties, then on 2-ton jeeps and minivans, the engine simply died at low mileage, from overheating, from scuffing in the CPG - there were many reasons.
2L tuning options
Almost no one was involved in tuning these engines. You need to understand that the power plant is simply not designed for this and tuning it will not bear fruit, it simply does not have the potential. Yes, you can increase the turbine pressure, but this will give an increase of 5-6 horsepower. It is worth noting that an already loaded engine simply will not survive tuning; its service life will decrease significantly. There are no ready-made tuning kits for the 2L engine series. You can increase the compression ratio by milling the cylinder head and doing porting. This will give an increase of 1-3 hp.
List of car models in which it was installed
Toyota Blizzard
Toyota Blizzard
(05.1984 — 04.1990)
open body, 2nd generation, LD20
Toyota Blizzard
(05.1984 — 04.1990)
suv, 2nd generation, LD20
Toyota Chaser
Toyota Chaser
(07.1990 — 09.1992)
restyling, sedan, 4th generation, X80
Toyota Chaser
(08.1988 — 07.1990)
sedan, 4th generation, X80
Toyota Chaser
(08.1984 — 07.1988)
sedan, 3rd generation, X70
Toyota Chaser
(08.1998 — 06.2001)
restyling, sedan, 6th generation, X100
Toyota Chaser
(09.1996 — 07.1998)
sedan, 6th generation, X100
Toyota Chaser
(09.1994 — 08.1996)
restyling, sedan, 5th generation, X90
Toyota Chaser
(10.1992 — 08.1994)
sedan, 5th generation, X90
Toyota Cresta
Toyota Cresta
(08.1990 — 09.1992)
restyling, sedan, 3rd generation, X80
Toyota Cresta
(08.1988 — 07.1990)
sedan, 3rd generation, X80
Toyota Cresta
(08.1984 — 07.1988)
sedan, 2nd generation, X70
Toyota Cresta
(08.1998 — 06.2001)
restyling, sedan, 5th generation, X100
Toyota Cresta
(09.1996 — 07.1998)
sedan, 5th generation, X100
Toyota Cresta
(09.1994 — 08.1996)
restyling, sedan, 4th generation, X90
Toyota Cresta
(10.1992 — 08.1994)
sedan, 4th generation, X90
Toyota Crown
Toyota Crown
(07.1997 — 07.2001)
Toyota Crown
(07.1997 — 08.1999)
restyling, sedan, 10th generation, S150
Toyota Crown
(12.1995 — 06.1997)
sedan, 10th generation, S150
Toyota Crown
(07.1995 — 06.1997)
sedan, 10th generation, S150
Toyota Crown
(10.1991 — 11.1999)
2nd restyling, station wagon, 8th generation, S130
Toyota Crown
(10.1991 — 11.1995)
2nd restyling, sedan, 8th generation, S130
Toyota Crown
(08.1983 — 09.1987)
station wagon, 7th generation, S120
Toyota Crown
(08.1983 — 09.1987)
sedan, 7th generation, S120
Toyota Crown
(08.1983 — 09.1987)
sedan, 7th generation, S120
Toyota Hiace
Europe
Toyota Hiace
(08.1995 — 08.2006)
minivan, 5th generation, XH10
Toyota Hiace
(08.1998 — 08.2004)
restyling, minivan, 4th generation, H100
Toyota Hiace
(01.1989 — 07.1998)
minivan, 4th generation, H100
Japan
Toyota Hiace
(08.1989 — 07.1993)
minivan, 4th generation, H100
Toyota Hilux Pick Up
Toyota Hilux Pick Up
(11.1983 — 08.1988)
pickup, 4th generation, N50, N60, N70
Toyota Hilux Pick Up
(09.1997 —
07.2001)
pickup, 6th generation, N140, N150, N160, N170
Toyota Hilux Pick Up
(08.1994 —
08.1997)
2nd restyling, pickup, 5th generation, N80, N90, N100, N110, N120, N130
Toyota Hilux Surf
Toyota Hilux Surf
(05.1984 — 04.1989)
suv, 1st generation, N60
Toyota Hilux Surf
(08.1991 — 11.1995)
restyling, suv, 2nd generation, N120, N130
Toyota Hilux Surf
(05.1989 — 07.1991)
suv, 2nd generation, N120, N130
Toyota Mark II
Toyota Mark II
(08.1990 — 08.1996)
restyling, sedan, 6th generation, X80
Toyota Mark II
(08.1988 — 07.1990)
sedan, 6th generation, X80
Toyota Mark II
(08.1984 — 08.1988)
sedan, 5th generation, X70
Toyota Mark II
(08.1998 — 09.2000)
restyling, sedan, 8th generation, X100
Toyota Mark II
(09.1996 — 07.1998)
sedan, 8th generation, X100
Toyota Mark II
(09.1994 — 08.1996)
restyling, sedan, 7th generation, X90
Toyota Mark II
(10.1992 — 08.1994)
sedan, 7th generation, X90
Toyota Land Cruiser Prado
Toyota Land Cruiser Prado
(08.1987 —
04.1993)
suv, 1st generation, J70
List of modifications 2L
This power plant had 3 modifications in the period from 1980 to 1982, thanks to the fact that Toyota engineers experimented with installing superchargers and turbochargers on engines:
- 2L - basic modification, 4-cylinder diesel engine without a turbocharger, developing power up to 85 horsepower, fuel injection pump control is completely mechanical.
- 2L-T - a modified version equipped with a turbocharger, its power reached 91 hp and torque was 188 Hm
- 2L-TE - the most popular unit in the line, was equipped with a turbine and an electronic fuel injection system, and developed a power of 97 hp. and could boast a torque of 221 Hm, which was quite enough for Toyota sedans
- 2L-THE is the most powerful unit in the 2L engine line; Toyota engineers equipped it with the famous supercharger, the engine power was 100 horsepower. Unfortunately, this unit is rarely found on cars.
2L-TE cross-section 2L Engine Specifications
| Engine capacity, cc | 2446 |
| Maximum power, hp | 73 — 100 |
| Maximum torque, N*m (kg*m) at rpm. |
| Code | Volume cm3 |
Qty. cyl. |
TT* | Power | Kr. moment |
valves | Diameter | Move | Compr. | ||||
| HP | Kv | RPM | Nm | RPM | mm | mm | |||||||
| B (GAS) | 3386 | 6 | C.G. | 85 | 63 | 3200 | 216 | 1600 | 12 | OHV | 84 | 102 | 6.4:1 |
| B | 2977 | 4 | ID | 80 | 56 | 3600 | 187 | 2200 | 8 | OHV | 95 | 105 | 21:1 |
| 2B | 3168 | 4 | ID | 93 | 62 | 3600? | 201 | 2200 | 8 | OHV | 98 | 105 | 21:1 |
| 3B | 3431 | 4 | ID | 90 | 66 | 3500 | 216 | 2200 | 8 | OHV | 102 | 105 | 20:1 |
| 3B-II | 3431 | 4 | ID | 96 | 72 | 3500 | 216 | 2200 | 8 | OHV | 102 | 105 | 20:1 |
| 13B-T | 3431 | 4 | TDD | 120 | 91 | 3400 | 280 | 2000 | 8 | OHV | 102 | 105 | 17.6:1 |
| 14B | 3661 | 4 | DD | 96 | - | 3400 | - | 2200 | 8 | OHV | 102 | 112 | 18.0:1 |
| 15B-FT | 4104 | 4 | TDD | 155 | - | 3200 | - | 1800 | 16 | OHV | 108 | 112 | 17.8:1 |
| F (-60) | 3878 | 6 | C.G. | 105 | 77 | 3200 | 265 | 2000 | 12 | OHV | 90 | 102 | 6.8:1 |
| F (60-) | 3878 | 6 | C.G. | 125 | 92 | 3600 | 284 | 2000 | 12 | OHV | 90 | 102 | 7.5:1 |
| 4230 | 6 | C.G. | 135 | 99 | 3600 | 294 | 1800 | 12 | OHV | 94 | 102 | 7.8:1 | |
| 3955 | 6 | C.G. | 155 | 101 | 4000 | 275 | 3000 | 12 | OHV | 94 | 95 | ||
| 3F-E | 3955 | 6 | EFIG | 155 | 114 | 4200 | 298 | 2200 | 12 | OHV | 94 | 95 | 8.1:1 |
| 1FZ-F | 4477 | 6 | C.G. | 190 | 140 | 4400 | 363 | 2800 | 24 | DOHC | 100 | 95 | 9.0:1 |
| 1FZ-FE | 4477 | 6 | EFIG | 212 | 158 | 4600 | 373 | 3000 | 24 | DOHC | 100 | 95 | 9.0:1 |
| 3576 | 6 | ID | 90 | 66 | 3600 | 205 | 2200 | 12 | OHV | 88 | 98 | 21.0:1 | |
| H | 3576 | 6 | ID | 95 | 3600 | - | 2200 | 12 | OHV | 88 | 98 | 19.5:1 | |
| 3980 | 6 | ID | 103 | 76 | 3500 | 241 | 2000 | 12 | OHV | 91 | 102 | 20.7:1 | |
| 12H-T | 3980 | 6 | TDD | 135 | 100 | 3500 | 315 | 2000 | 12 | OHV | 91 | 102 | 18.6:1 |
| 1HD-T | 4163 | 6 | TDD | 165 | 123 | 3600 | 360 | 2000 | 12 | SOHC | 94 | 100 | 18.6:1 |
| 1HD-FT | 4163 | 6 | TDD | 168 | 125 | 3600 | 380 | 2500 | 24 | SOHC | 94 | 100 | 18.6:1 |
| 4163 | 6 | TDD | 205 | 152 | 3400 | 431 | 2500 | 24 | SOHC | 94 | 100 | 18.8:1 | |
| 1PZ | 3469 | 5 | ID | 115 | 85 | 4000 | 238 | 2600 | 10 | SOHC | 94 | 100 | 22.7:1 |
| 1HZ | 4163 | 6 | ID | 135 | 96 | 4000 | 280 | 2200 | 12 | SOHC | 94 | 100 | 22.7:1 |
| 2982 | 4 | TID | 125 | 92 | 3600 | 295 | 2000 | 8 | SOHC | 96 | 103 | 21.2:1 | |
| 1KZ-TE | 2982 | 4 | TEID | 130 | 96 | 3600 | 289 | 2000 | 8 | SOHC | 96 | 103 | 21.2:1 |
| 1KZ-FTV | 2982 | 4 | TCRD | 130 | 3600 | - | 2000 | 8 | SOHC | 96 | 103 | 21.2:1 | |
| 2446 | 4 | ID | 72 | 53 | 4000 | 155 | 2200 | 8 | SOHC | 92 | 92 | 22.3:1 | |
| 2L-T | 2446 | 4 | TID | 86 | 63 | 4000 | 188 | 2400 | 8 | SOHC | 92 | 92 | 20.0:1 |
| 2446 | 4 | TID | 90 | 66 | 4000 | 215 | 2400 | 8 | SOHC | 92 | 92 | 21.0:1 | |
| 2779 | 4 | ID | 91 | 67 | 4000 | 188 | 2400 | 8 | SOHC | 96 | 96 | 22,2:1 | |
| 22R | 2367 | 4 | C.G. | 105 | 77 | 4800 | 184 | 2800 | 8 | SOHC | 92 | 89 | 9.0:1 |
| 22R-E | 2367 | 4 | EFIG | 114 | 84 | 4600 | 192 | 3400 | 8 | SOHC | 92 | 89 | 9.0:1 |
| 3RZ-FE | 2693 | 4 | EFIG | 150 | - | 4800 | 235 | 4000 | 8 | SOHC | 95 | 95 | 9.5:1 |
| 4663 | 8 | EFIG | 228 | 170 | 4800 | 421 | 3400 | 32 | QOHC | 94 | 84 | 9.6:1 | |
| 5VZ-FE | 3378 | 6 | EFIG | 185 | - | 4800 | 294 | 3600 | 32 | DOHC | 93.5 | 82 | 9.6:1 |
| 2982 | 4 | DD | 170 | 125 | 3400 | 352 | 1800 | 16 | DOHC | 96 | 103 | 18,4:1 | |
| 2KD-FTV | 2494 | 4 | DD | 88 | 65 | 3800 | 192 | 1200 | 32 | DOHC | 92 | 93.8 | 18.5:1 |
Column - Fuel Type (TT)
ID - Indirect Injection Diesel
DD - Direct Injection Diesel
T - Turbo
EFIG - Gas Electronic Fuel Injection
Engine. Operational features.
Unfortunately, I do not have sufficiently complete information regarding all motors. Below is just some information on the operational characteristics and features of the H (B) and L series engines.
2H is perhaps the optimal motor for use in severe off-road conditions. Its power and torque are enough for confident movement in any conditions. Unfortunately, the engine cannot be called racing, which is primarily reflected in the maximum speed. In my understanding, for 60-series cars this figure does not exceed 130 km/h (on a straight line), and I consider the statements of individual owners about reaching 160 or more to be somewhat disingenuous. Acceleration dynamics are at the level of Lada cars, and even then - only up to 60 km/h.
The undoubted advantages include phenomenal survivability even with the most obscene service. Easily digests any oil. At the same time, even on a completely dead engine, the knee can be within the “tolerance” of the nominal value.
Attention!. Even with completely dead cylinders and partial fallout of the upper piston rings, the engine can start quite well. Therefore, the “cold start” diagnostics that are common for other diesel engines are of little use here.
Not prone to overheating. Even a shortage of 5 liters of coolant may not manifest itself in any way during quiet driving.
The oil pressure dial indicator deserves special mention. Its design is such that over time it begins to greatly underestimate the true pressure. So, before you rush to remove and grind the knee, you need to clarify the following. Firstly, the machine has an emergency oil pressure sensor that automatically turns off the engine when its value is abnormally low. If a hot engine periodically stalls at idle, the problem really is rubbish, although complete engine demise may still be a long way off. If this is not observed, it means either the above-mentioned system is faulty, or the motor in its corresponding part (knee, etc.) is still quite alive. Next, we look at the behavior of the oil pressure indicator. We note its readings on a cold engine at idle and in the position of maximum deviation. We repeat the tests on a hot engine. If the difference between the “cold” idle and the “cold” maximum does not exceed 2 times and the “cold” maximum differs little from the “hot” one, everything is very good (regardless of what part of the scale this all happens). Finally, you can simply unscrew the oil pressure sensor, connect an air pump with a pressure gauge to its input and check the oil pressure indicator scale (do not forget to turn on the ignition during the tests and connect the sensor to its electrical wiring).
The in-line fuel injection pump is quite consistent with the rest of the engine and practically does not kill. A conversation with a service offering diesel diagnostics is indicative.
- I have an in-line fuel injection pump from a Toyota, I want to carry out diagnostics.
- Private? What is there to diagnose and what will happen to him?
- But I still want to check it out.
- Okay, does the engine start normally when “hot”?
- No problem. (this is the main sign of a living pump)
- Well, besides, there’s no point in watching it.
I nevertheless insisted on my opinion and, having paid 50 USD, I personally became convinced that the unit was in full working order. At the same time, the master looked at me as if I were a capricious child.
The only thing that can happen over time is that the fuel injection advance angle “goes away” (usually to a later one). At the same time, the traction characteristics deteriorate (sometimes quite noticeably) and increased smoke may appear when “gasping”. The “departure” of the injection angle is caused by wear of the timing gears and the fuel injection pump camshaft (which has virtually no effect on other characteristics of the pump). The angle can be adjusted without any problems. The process is described in Book. To what was said there we can only add the following points.
You can control the injection moment directly at the pump outlet fitting. Not as convenient as with a special device, but more than possible.
When adjusting, the fuel supply lever should be in the “starting” position (the extreme position opposite to the ignition off state). Otherwise, the slow rotation of the crankshaft may not cause fuel to appear at the pump outlet.
After completing the adjustments, make sure all connections are tight. Especially “input” highways. Air leaks will prevent even an ideal pump from working normally. One final note on this engine. The most vulnerable (in comparison with other) components are the injector nozzles. According to some reports, they do not go more than 100 thousand, although this figure is most likely arbitrary. At least, even after 300 thousand mileage, the injectors continue to work. Although, exhaust toxicity obviously increases, and power decreases somewhat. However, Attention! There is a very strong suspicion that “dead” injectors can cause “coking” of the piston rings, their “stagnation” and subsequent “killing” of the piston and cylinder. In practice, I encountered such a situation on a freshly rebuilt engine (which apparently aggravated the situation). As a result, five pistons had to be “soaked”, and the sixth one had to be completely relined. After replacing the nozzles everything became OK.
A complete overhaul of such an engine only for spare parts and those works that you cannot do yourself will exceed 1500 USD. and you should only climb into it as a last resort.
Maybe I forgot something else, but that’s already a lot. Even if the valves can be machined, and F.K. do not change. I suspect that everything said is true for engines B, 2B and 3B. Adjusted for some boost (the same 2B, having a noticeably smaller volume, produces almost the same power.
L series engines (2L, 3L, 2LT). These motors are noticeably inferior in strength to the previous ones. Primarily due to the single-plunger injection pump and the presence of a turbine (2LT). In addition, the power extracted per liter of volume from these engines is greater than that of the same 2N, which also does not increase the service life. The 2LT is the least suitable for severe off-road conditions. And, although rumors about its pronounced tendency to overheat are greatly exaggerated, there is a certain amount of truth in them. Therefore, when purchasing a car with such an engine, you should carefully inspect the radiator and cooling system pipes for leaks - this is the main reason for overheating. In addition, it is necessary to open the cooling system filler cap with the engine running (but not hot!) and check the system for fullness (the fluid level in the expansion tank does not mean anything and the antifreeze must be “standing” right in the filler neck). Finally, when the engine is running, no air bubbles should appear in the filler neck, indicating the presence of cracks in the block head - the consequences of a certain amount of overheating.
Engines 2L, 3L (due to lower load) are noticeably less prone to overheating and allow you to continue driving even with a strong 20-30% lack of coolant (without extremism, of course). Alas, you won’t get the same dynamics that you get from the 2LT (although this engine is not even capable of competing with the 22R carburetor petrol). So, for heavy off-road driving, 2L, 3L are conditionally preferable (although the first may lack a little power), and for city driving, 2LT.
Engine. Diagnostics.
First, you need to decide what parts a diesel engine actually consists of from the point of view of its diagnostics.
- Firstly, this is a cylinder-piston group.
- Secondly, the crankshaft with main and connecting rod bearings
- Thirdly, the cylinder head with a gas distribution mechanism.
- Fourthly - the fuel system (mainly fuel injection pump).
- And finally, fifthly - the turbine.
Let us consider in order the typical wear patterns of the above components and their external manifestations.
The cylinder-piston group consists of cylinders, pistons and piston rings. The most complete state of the CPG can be determined by measuring the compression in each of the cylinders. I see no point in describing this process in detail; I will only dwell on some of its features.
- Compression on diesel engines (as opposed to gasoline engines) is measured “cold”. Moreover, it is advisable that the engine “cools down” for at least 12 hours before measurement.
- As a rule, measurement is carried out through the glow plug holes. This is easier and cheaper (if you unscrew the injectors, you must install new heat sink washers under them). However, it must be borne in mind that on engines of the KZ series, and possibly some others (but not the L, H, B series), these same spark plugs are quite delicate and require very careful handling.
- There are some features of the “oil test” (when a little oil is poured into a cylinder with poor compression and the measurement is repeated. If the compression increases sharply, the cylinder-piston-rings are to blame. If it remains low, the reason is most likely in the valves). So, when conducting such a test, it is necessary to take into account the presence or absence of pre-chambers on your motor. If there are prechambers (for example, 2H), more oil should be poured (about 20 cc) and given a few minutes to flow into the cylinder. Otherwise, the test results will be insignificant.
- Measuring compression on any diesel engine requires a special “diesel” compression gauge.
- As a rule, engines with low compression start poorly when cold. True, there are two “buts”. Firstly, if the engine has a temperature of at least 20-30 degrees, this may be enough to start even with a thoroughly damaged CPG. Secondly, some representatives of the Toyota diesel family (for example, 2H) face difficult starting, unless they completely collapse. Finally, thirdly, a bad cold start will definitely be observed with faulty glow plugs (see starting aid system) even with a fully operational CPG.
- CPG wear is always accompanied by the so-called “crankcase gas breakdown.” The essence of the phenomenon is that exhaust gases seep into the gap between the cylinder wall and the compression rings and enter the engine crankcase. Strictly speaking, breakdown of crankcase gases is observed even on a completely new engine. That is why there is a special “crankcase gas exhaust pipe” through which these same gases are “driven” back into the intake manifold and further into the cylinders. However, when the CPG wears out, the above-mentioned tube no longer copes with its “responsibilities” and noticeable excess pressure arises in the engine crankcase. In order to detect this, just open the oil filler neck and put your hand on it (be prepared that drops of oil may fly out of the open neck). If at the same time there is a smooth, barely noticeable outflow of crankcase gases, then everything is normal. If it “puffs” into your hand quite noticeably, and even with obvious bursts, it’s rubbish and at least the piston rings are already far from ideal. Attention, this test is largely subjective, so if you do not have any significant experience, it is advisable to first see how it all looks on a known-good motor.
- As a rule, wear on the CPG begins with piston rings in general and oil scraper rings in particular. To identify this circumstance, it is necessary to “spin” the engine to maximum speed (at least up to 3000) with the car standing and see if blue smoke appears in the exhaust. However, even here the following must be kept in mind: smoke should appear immediately after the engine reaches high speeds - the presence of a bluish exhaust at the moment of releasing the gas will indicate wear of the valve stem seals, not the rings. In addition, bluish smoke during “off-gas” may appear due to the late timing of fuel injection. A small cloud of black smoke when you sharply press the gas is a completely normal and even “correct” phenomenon.
- An indirect sign of CPG wear will be the presence of a significant amount of engine oil in the pipe leading from the air filter to the intake manifold. Although, in fact, oil may be present at the entrance to the intake manifold (in the area where the crankcase gas exhaust pipe is connected).
As you can see, any of the listed signs of CPG ill health, taken separately, has its own reservations and does not allow us to unambiguously judge the condition of this part of the engine. However, the overall picture turns out to be quite objective and makes it possible to draw reliable conclusions.
The next element of the engine from the point of view of its diagnostics is the crankshaft with all the liners.
Strictly speaking, you can check the knee only by removing it and measuring each neck with a micrometer. Regarding the comprehensive knee and liner inspection described in Book, then I have never used it, on the one hand because, like you, I do not have a special “measuring” wire, and on the other hand, the inserts are relatively inexpensive (along with grinding the knee within 100 USD and if you They removed the knee, it makes direct sense to change them).
Everything is fine, you say, but how can you assess the condition of the knee without disassembling the engine? There are two ways to do this. Both of them are based on the assumption that the oil pressure in the engine lubrication system directly depends on the condition of the knee. Alas, this postulate, while generally correct, requires two clarifications. Firstly, in addition to the elbow, the lubrication system includes a camshaft, oil nozzles for cooling the pistons and simply pipelines. Theoretically, a malfunction of any of these elements (except perhaps the injectors) can lead to a drop in oil pressure even with a fully functional elbow. However, in practice, pipelines rarely break, and the camshaft, due to its low load, can survive more than one knee. And the effect of its wear on the pressure in the lubrication system is insignificant. And secondly, low oil pressure can be caused by a malfunction or wear of the oil pump. And this circumstance must be taken into account when conducting the test.
Option one. Testing using a standard oil pressure indicator (some machines, for example LJ-72, do not have one). But even on those machines that have this indicator, its readings are more qualitative than quantitative. The design of the oil pressure sensor in this case is such that over time it begins to greatly underestimate the actual oil pressure in the system. Although it may overestimate. Therefore, it is impossible to draw conclusions about the pressure in the system only on the basis that the needle is at zero or, on the contrary, jumps to the maximum.
So, we carry out four measurements:
1. Idling on a cold engine
2. Maximum deviation on a cold engine (after pressing the gas, the needle will creep up as the speed increases, but at some point it will reach a maximum and stop, no longer reacting to a further increase in speed).
3.4 The same two measurements on a fully warmed up engine.
With a more or less serviceable engine, the maximum deviation of the pressure indicator needle in hot and cold states differs quite a bit (no more than 20%), and the difference between the idle pressure and the maximum on a cold engine differs by no more than two to three times. Finally, the oil pressure at idle speed of a hot engine should not trigger the engine shutdown system when the oil pressure is abnormally low (on those machines that have such a system, for example HJ-60). There is no such system on L series machines.
Option two. This entire analysis can be significantly simplified if you connect a pressure gauge instead of the standard oil pressure sensor and simply measure the oil pressure in different modes. Data on what pressure is considered normal is available in the Book. Alternatively, you can connect an air pump (car compressor) with a pressure gauge to the inlet of your oil pressure sensor and see what deviation of the arrow of your pressure gauge corresponds to a particular pressure. (Do not forget to turn on the ignition and connect the removed sensor to its wiring). After such “taring”, you can directly measure the pressure with your dial indicator and compare it with the “nominal”.
And finally, one last note. If almost “zero” oil pressure on a warm engine at idle increases sharply with a slight increase in engine speed, and everything else indicates complete serviceability of the knee, most likely the oil pump is at least “not very good”.
The next point in the “program” will be “disassembly” of the block head.
The main malfunctions here will be a breakdown of the head gasket (usually due to overheating of the head) and microcracks in the same head (as a result of the same overheating). According to unverified data, the heads of the 2LT engine are most susceptible to “cracking,” but the same 2H, with all its indestructibility, can present a similar surprise (although overheating alone here, perhaps, will not be enough, unless you splash cold water on the “hot” engine “on the fly”) ).
The main sign of cracks in the head will be air bubbles in the open neck for filling coolant (not to be confused with the cap on the expansion tank). The check must be carried out with the system completely filled (the liquid must fill the neck up to the hole connecting it to the expansion tank). The neck should be opened when the engine is not yet fully warmed up (you can do it directly when it’s cold). Next, we observe the liquid in the neck, while simultaneously “reheating” the engine. The presence of any air bubbles (not to be confused with water breakers from a running pump) will be a very serious reason to think about it.
As for a broken gasket, it is manifested by the same bubbles in the cooling system and/or the presence of oil in the coolant (in the form of oil spots on the surface of the coolant) and/or coolant in the oil (in the latter case an emulsion may form clearly visible on the oil dipstick). I repeat once again that the gasket does not break through “just like that” and therefore a statement like “replace the gasket and everything will be okay” is most likely not true.
Diagnostics of the injection pump is carried out on a special stand, where the performance of the pump is measured and the operation of the system that regulates the amount of fuel injected is checked. As you might guess, in order to put the pump on a stand, you need to have this stand (for example, in a special service that repairs diesel engines). In addition, the pump, to begin with, will have to be removed and then put back, which in itself is quite labor-intensive.
Therefore, it makes sense to diagnose a pump on a stand only if there are clear signs that a working motor does not develop the required power, operates intermittently, etc. and only after:
All supply lines have been checked for possible air leaks.
The coarse/fine fuel filter has been cleaned/replaced.
The injection advance angle setting has been checked.
But even in this case, it is useful to first discuss the situation with “colleagues”.
Finally, according to available information, a sign of dying plunger pairs in an in-line pump (engines of the H and B series) is difficulty starting a hot motor. Therefore, if a hot engine with an in-line pump starts at half a turn (usually this happens), then you should look for the cause of “poor traction” and so on either in the system for controlling the amount of fuel injected or not in the fuel injection pump at all
Attention, before you start looking for a place where you will diagnose the pump, decide on two points:
An in-line or single-plunger injection pump is installed on your car (the test benches for diagnosing them are different)
What is the control system for the amount of injected fuel in your injection pump (vacuum or centrifugal). This information also influences the choice of stand. Both can be found in the engine table.
