Engine Toyota 1AZ-FSE

The 2.0-liter Toyota 1AZ-FSE engine was produced by the Japanese concern from 2000 to 2009 and was installed on many popular company models, such as Caldina, Ipsum, RAV4 and Avensis. This unit stood out in the lineup by the presence of a proprietary D4 direct fuel injection system.

The AZ family also includes engines: 1AZ‑FE, 2AZ‑FE, 2AZ‑FSE and 2AZ‑FXE.

In 2000, along with the conventional 1AZ-FE engine, a version with direct fuel injection appeared. In addition to the proprietary D4 system, it had its own piston and liquid oil cooler. Otherwise, this is a completely classic AZ series engine with an aluminum 4-cylinder block, cast-iron liners, a 16-valve head with a pair of camshafts and no hydraulic lifters, a single-row timing chain, a VVT-i variable valve timing system at the inlet.

In 2004, this motor was slightly updated and the so-called power unit type 04 appeared. The main difference was the replacement of the absolute pressure sensor with a mass air flow sensor. Like its brothers in the series, in 2006 the 1AZ-FSE received cylinder head bolts with longer threads.

The engine was installed on:

• Toyota Allion 1 (T240) in 2001 – 2007;
• Toyota Avensis 1 (T220) in 2000 – 2002; Avensis 2 (T250) in 2003 – 2009;
• Toyota Avensis Verso 1 (XM20) in 2001 – 2009;
• Toyota Caldina 3 (T240) in 2002 – 2007;
• Toyota Gaia 1 (XM10) in 2001 – 2004;
• Toyota Ipsum 2 (XM20) in 2001 – 2009;
• Toyota Noah 1 (R60) in 2001 – 2007;
• Toyota Opa 1 (XT10) in 2000 – 2005;
• Toyota Premio 1 (T240) in 2001 – 2007;
• Toyota RAV4 2 (XA20) in 2000 – 2005; RAV4 3 (XA30) in 2005 – 2008;
• Toyota Voxy 1 (R60) in 2001 – 2007;
• Toyota Wish 1 (AE10) in 2003 – 2009.

Specifications

Disadvantages of the 1AZ-FSE engine

• Owners of AZ series engines have often encountered mixing oil and antifreeze. The short-threaded head bolts, which could not withstand the load, were to blame for everything. The manufacturer increased the length of the thread in 2006 and this problem has almost disappeared.
• The second generation D4 direct injection system is used here, which is more reliable than the first, but the demands on fuel quality or the frequency of filter replacement are the same. Also, this motor is prone to spontaneous vibrations when any sensor fails.
• Lubrication consumption due to the occurrence of oil scraper rings usually appears by 100 thousand km. By the way, updated engines after 2006 suffer from oil burn more often.
• A single-row timing chain and a phase control system often give up to 150,000 kilometers. There is a crackling on the cold, twitching, errors due to failures of the gas distribution phases.
• The weak points of this unit include the water pump, the overrunning clutch of the generator, and also the EGR valve, thanks to which this engine is very quickly overgrown with soot. On the motors of the first years, the plastic intake manifold vibrated at low speeds. There are no hydraulic compensators and the thermal clearances of the valves are regulated by the selection of pushers.