Engine Toyota 1AD-FTV

The 2.0-liter Toyota 1AD-FTV or 2.0 D4D diesel engine was assembled from 2005 to 2018 and was installed on the company’s models for the European market, such as Auris, Avensis, Corolla or Verso. With the transition to Euro 5, this power unit received piezo nozzles instead of electromagnetic ones.

Toyota’s new diesel family with Denso’s Common Rail system debuted in 2005. And these were aluminum engines with cast-iron sleeves and an open cooling jacket, a 16-valve head with a pair of camshafts, hydraulic lifters and a timing chain drive. Supercharging was carried out by a variable geometry turbine manufactured by the Japanese company IHI.

In 2009, this power unit was seriously upgraded in connection with the transition to Euro 5. In addition to a different exhaust system, the engine received piezo nozzles instead of electromagnetic ones.

The AD family includes diesel engines: 1AD‑FTV, 2AD‑FTV, 2AD‑FHV.

The engine was installed on:

  • Toyota Auris 1 (E150) in 2006 – 2012; Auris 2 (E180) in 2012 – 2015;
  • Toyota Avensis 2 (T250) in 2005 – 2009; Avensis 3 (T270) in 2009 – 2015;
  • Toyota Corolla 10 (E150) in 2006 – 2013;
  • Toyota RAV4 4 (XA40) in 2012 – 2015;
  • Toyota Verso AR10 in 2006 – 2009; Verso 1 (AR20) in 2009 – 2018.

Specifications

Production years 2005-2018
Displacement, cc 1998
Fuel system Common Rail
Power output, hp 122 – 127
Torque output, Nm 300 – 310
Cylinder block aluminum R4
Block head aluminum 16v
Cylinder bore, mm 86
Piston stroke, mm 86
Compression ratio 15.8 – 16.8
Hydraulic lifters yes
Timing drive chain
Turbocharging yes
Recommended engine oil 0W-30, 5W-30
Engine oil capacity, liter 6.7
Fuel type diesel
Euro standards EURO 4/5
Fuel consumption, L/100 km (for Toyota Avensis 2006)
— city
— highway
— combined
6.7
4.6
5.4
Engine lifespan, km ~250 000
Weight, kg 180

Disadvantages of the 1AD-FTV engine

  • The most famous problem of such diesel engines is the regular breakdown of the cylinder head gasket. These motors also suffer from mating surface erosion, which exacerbates the situation.
  • In second place in terms of the number of complaints is the progressive consumption of lubricant. There were even a number of revocable campaigns to replace pistons, but oil consumption did not disappear.
  • Once every 60,000 km, it is advisable to replace the washers under the nozzles or they will burn out and then only a cool specialist can dismantle the soured nozzles without breaking them.
  • All of the problems listed below apply to almost any modern diesel engine: rapid contamination of the EGR valve, regeneration failures and failure of the particulate filter, jamming of the turbine geometry and low resource of piezo injectors.

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