Engine Toyota 2AD-FTV

The 2.2-liter Toyota 2AD-FTV or 2.2 D4D diesel engine was produced from 2005 to 2018 and was installed on such popular models in the European market as Avensis, Verso, RAV4. The unit was updated during the transition to Euro 5 and received piezo nozzles instead of electromagnetic ones.

In 2005, a new 2.2-liter diesel engine debuted on the Avensis model. This motor has an aluminum block with cast iron sleeves and an open cooling jacket, an aluminum 16-valve block head with a pair of camshafts and hydraulic lifters, a timing chain and an IHI variable geometry turbocharger with a vacuum drive. Injection here is carried out by Denso’s modern Common Rail system with HP3 injection pump. Like many units with a volume of more than 2.0 liters, this one is equipped with a block of balancer shafts.

During the release, the motor was modernized more than once, and the appearance of piezo injectors instead of electromagnetic ones when adapting the engine to Euro 5 in 2009 is considered the most serious update.

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

The engine was installed on:

  • Toyota Avensis 2 (T250) in 2005 – 2009; Avensis 3 (T270) in 2009 – 2015;
  • Toyota RAV4 3 (XA30) in 2006 – 2012; RAV4 4 (XA40) in 2012 – 2018;
  • Toyota Verso AR10 in 2006 – 2009; Verso 1 (AR20) in 2009 – 2018;
  • Lexus IS XE20 in 2010 – 2013.


Production years 2005-2018
Displacement, cc 2231
Fuel system Common Rail
Power output, hp 136 – 150
Torque output, Nm 310 – 360
Cylinder block aluminum R4
Block head aluminum 16v
Cylinder bore, mm 86
Piston stroke, mm 96
Compression ratio 15.7 – 16.8
Hydraulic lifters yes
Timing drive chain
Turbocharging yes
Recommended engine oil 0W-30, 5W-30
Engine oil capacity, liter 6.5
Fuel type diesel
Euro standards EURO 4/5
Fuel consumption, L/100 km (for Toyota RAV4 2014)
— city
— highway
— combined
Engine lifespan, km ~250 000
Weight, kg 190

Disadvantages of the 2AD-FTV engine

  • A well-known problem of the motor is the erosion of the mating surfaces of the block with the cylinder head and the frequent breakdown of the gasket with a breakthrough of gases into the cooling system or oil into the cylinder.
  • Such diesel engines are also known for high lubricant consumption, most often from the first kilometers of run. There were even promotions for replacing pistons under warranty, but oil consumption did not decrease.
  • It is advisable to change the washers under the nozzles every 60,000 km, but rarely does anyone do this and they burn out over time. Because of this, the nozzles turn sour and break during dismantling.
  • Like any modern diesel engine, this engine has a quite typical set of problems: regeneration failures and failure of the particulate filter, frequent contamination of the EGR valve, low resource of piezo injectors and jamming of the turbocharger geometry due to soot.

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