The A241H is a gearbox with simple hydraulic control and the locking control in it is quite primitive (), while the more advanced A540H has full electronic feedback control ().
The maximum blocking coefficient is realized by the control system in the "L" and "R" ranges.
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Rated for everyday driving is exactly auto mode, it can be turned off only when towing the car or using a spare wheel ( excerpt from instructions).
| Model | Release | Transmission | Differential locks |
| Caldina 190 | 1992-2002 | 4AT A540H+AF2BE | |
| Carina 190 | 1992-1996 | 4AT A540H+AF2BE | interaxle - hydromechanical clutch with electronic control |
| Carina 210 | 1996-08.1998 | 4AT A540H+AF2BE | interaxle - hydromechanical clutch with electronic control |
| Carina ED 200 | 1993-1998 | 4AT A540H+AF2BE | interaxle - hydromechanical clutch with electronic control |
| Corolla / Sprinter 90 | 1987-1992 | 4AT A241H | |
| Corolla / Sprinter 100 | 1992-2002 | 4AT A241H | interaxle - hydromechanical coupling |
| Corolla / Sprinter 110 | 1995-2000 | 4AT A241H | interaxle - hydromechanical coupling |
| Corolla Spacio 110 | 1997-2002 | 4AT A241H | interaxle - hydromechanical coupling |
| Corona 190 | 1992-1996 | 4AT A540H+AF2BE | interaxle - hydromechanical clutch with electronic control |
| Corona 210 | 1996-12.1997 | 4AT A540H+AF2BE | interaxle - hydromechanical clutch with electronic control |
| Corona Exiv 200 | 1993-1998 | 4AT A540H+AF2BE | interaxle - hydromechanical clutch with electronic control |
| Ipsum 10 | 1996-04.1998 | 4AT A540H+AF2BE | interaxle - hydromechanical clutch with electronic control |
| RAV4 10 | 1994-2000 | 4AT A540H+AF2BE | interaxle - hydromechanical clutch with electronic control, rear - Torsen (optional) |
| Sprinter Carib 95 | 1988-1995 | 4AT A241H | interaxle - hydromechanical coupling |
| Sprinter Carib 110 | 1995-2002 | 4AT A241H | interaxle - hydromechanical coupling |
| Vista/Camry 20 | 1988-1990 | 4AT A540H+AF2BE | interaxle - hydromechanical clutch with electronic control |
| Vista/Camry 30 | 1990-1994 | 4AT A540H+AF2BE | interaxle - hydromechanical clutch with electronic control |
| Vista/Camry 40 | 1994-1998 | 4AT A540H+AF2BE | interaxle - hydromechanical clutch with electronic control |
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1.1.2. STD II circuit |
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In this scheme, an optional rear limited-slip differential of the Torsen type was often used.
| Model | Release | Transmission | Differential locks |
| Alphard 10 | 2002-2008 | 4AT U140F+MF2AV | interaxle - viscous coupling, rear - Torsen (optional) |
| Caldina 215W GTT | 1997-2002 | 4AT U140F+MF2AV | interaxle - viscous coupling |
| Caldina 246 GT4 | 2002-2007 | 4AT U140F+MF2AV | interaxle - viscous coupling, rear - Torsen (optional) |
| Harrier 10 | 1997-2003 | 4AT U140F+MF2AV | interaxle - viscous coupling, rear - Torsen (optional) |
| Harrier ACU35/GSU3# | 2003-2013 | 4AT U140F+MF2AV 5AT U151F+MF2AV | interaxle - viscous coupling, rear - Torsen (optional) |
| Highlander 20 | 2000-2003 | 4AT U140F+MF2AV | interaxle - viscous coupling, rear - Torsen (optional) |
| Kluger | 2000-2007 | 4AT U140F+MF2AV | interaxle - viscous coupling, rear - Torsen (optional) |
| Lexus RX MCU3# | 1998-2003 | 4AT U140F+MF2AV | interaxle - viscous coupling, rear - Torsen (optional) |
| Lexus RX350 GSU3# | 2006-2008 | 5AT U151F+MF2AV | interaxle - viscous coupling |
| RAV4 20 | 2000-2006 | 4AT U140F+MF2AV | interaxle - viscous coupling, rear - Torsen (optional) |
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1.1.3. VSC+ circuit |
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The emulation of locks is carried out using the stabilization system (VSC) - the slipping wheel is forcibly braked, thereby increasing the torque on the other wheel of the same axis. Likewise, the torque is redistributed between the front and rear axles.
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1.2.1. V-Flex I circuit |
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A viscous coupling filled with silicone liquid connects the two parts of the intermediate driveshaft and is activated when there is significant slipping of the front wheels; the rest of the time the car remains front-wheel drive.
| Model | Release | Transmission |
| bB 30 | 2000-2005 | 4AT U340F |
| Funcargo | 1999-2005 | 4AT U340F |
| East 60 | 2002-2007 | 4AT U340F |
| Platz | 1999-2005 | 4AT U340F |
| Porte 10 | 2004-2012 | 4AT U340F |
| Probox/Succeed 50 | 2002-2014 | 4AT U340F |
| Probox/Succeed 160 | 2014-.. | CVT K310F |
| Raum 10 | 1997-2003 | 4AT A244F+CF1A |
| Raum 20 | 2003-2011 | 4AT U340F |
| Starlet 80 | 1989-1996 | 4AT A244F+CF1A |
| Starlet 90 | 1996-1999 | 4AT A244F+CF1A |
| Tercel / Corsa / Corolla II 40 | 1990-1994 | 4AT A244F+CF1A |
| Tercel / Corsa / Corolla II 50 | 1994-1999 | 4AT A244F+CF1A |
| Vitz 10 | 1999-2005 | 4AT U340F+MF1A |
| Will Cypha | 2002-2005 | 4AT U340F |
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1.2.2. V-Flex II circuit |
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A viscous coupling filled with silicone liquid connects the driveshaft to the input shaft of the rear gearbox and is activated when there is significant slipping of the front wheels; the rest of the time the car remains front-wheel drive.
| Model | Release | Transmission |
| Avensis 250 | 2003-2008 | 4AT A248F |
| bB 20* | 2006-2016 | - |
| Belta | 2005-2012 | 4AT U441F |
| Caldina 215G | 1997-2002 | 4AT A241F,A243F+MF1A |
| Caldina 240 | 2002-2007 | 4AT A248F+MF1A |
| Camry / Camry Gracia / Mark II Qualis V20 | 1997-2001 | 4AT A541F |
| Camry V30 | 2001-2006 | 4AT U140F"" |
| Camry V40 | 2006-2011 | 4AT U140F"" |
| Carina 210 | 08.1998-2001 | 4AT A241F,A243F+MF1A |
| Corolla/Fielder/Runx/Allex 120 | 2000-2006 | 4AT U340F,U341F+MF1A |
| Corolla Axio / Fielder 140 | 2006-2012 | CVT K310F, K311F |
| Corolla Spacio 120 | 2001-2007 | 4AT U341F |
| Corona 210 | 12.1997-2001 | 4AT A241F,A243F+MF1A |
| Duet* | 1998-2004 | - |
| Matrix 130 | 2002-2006 | 4AT U341F |
| Opa | 2000-2005 | 4AT U341F+MF1A |
| Passo 10* | 2004-2010 | - |
| Passo 20* | 2010-2016 | - |
| Passo 700* | 2016-.. | - |
| Pixis Epoch* | 2012-2017 | - |
| Pixis Joy* | 2016-.. | - |
| Pixis Mega* | 2015-.. | - |
| Pixis Space* | 2011-.. | - |
| Premio / Allion 240 | 2001-2007 | 4AT U341F+MF1A |
| Premio / Allion 260 | 2007-2014 | CVT K311F |
| Ractis 100 | 2005-2010 | 4AT U340F |
| Sienta 80 | 2003-2015 | 4AT U340F |
| Tank/Roomy* | 2016-.. | - |
| Vista 50 | 1998-2003 | 4AT U240F+MF1A |
| Vitz 90 | 2005-2010 | 4AT U441F |
| Voltz | 2002-2004 | 4AT U341F |
| Will VS | 2001-2004 | 4AT U341F |
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1.2.3. ATC circuit (DTC) |
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The coupling connects the driveshaft to the input shaft of the rear gearbox. In most cases, the car remains front-wheel drive, but if necessary, the control system automatically maintains the programmed value of the torque transmitted to the rear wheels ().
The original name was “Active Torque Control”; after 2012, on some models the system received the designation “Dynamic Torque Control”.
There are several options for implementing driver-side control:
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With the "LOCK" button (SUVs) - "AUTO 4WD" and "LOCK" modes. The usual mode is automatic control of all-wheel drive connection; pressing a button causes the unit to maintain the maximum possible degree of locking of the electromechanical clutch.
Without buttons (some models of the Japanese market) - the automatic all-wheel drive control mode is constantly activated.
| Model | Release | Transmission |
| Alphard/Vellfire 20 | 2008-2015 | 6AT U660F |
| Alphard/Vellfire 30 | 2015-.. | CVT K115F |
| Auris 150 | 2007-2012 | CVT K310F,K311F |
| Auris 180 | 2012-2018 | CVT K310F |
| Blade 150 | 2007-2012 | CVT K112F |
| C-HR | 2016-.. | CVT K313F |
| Corolla Axio / Fielder 160 | 2012-.. | CVT K310F |
| Corolla Rumion 150 | 2007-2016 | CVT K311F |
| Corolla Sport 210 | 2018-.. | CVT K310F |
| Estima 40 | 1999-2006 | 4AT U140F""" |
| Estima 50 | 2006-.. | 6AT U660F""" |
| Gaia | 1998-2004 | 4AT A243F+MF1A |
| Harrier 60 | 2013-.. | CVT K114F |
| Highlander 50 | 2013-.. | 6AT U660F |
| Ipsum 10 | 04.1998-2001 | 4AT A243F+MF1A |
| Ipsum 20 | 2001-2009 | 4AT A243F+MF1A |
| Isis | 2004-2017 | CVT K111F, K311F |
| Ist 110 | 2007-2016 | CVT K310F |
| Lexus NX | 2014-.. | 6AT U661F |
| Lexus RX GGL15 | 2008-2015 | 6AT U660F |
| Lexus RX AL20 | 2015-.. | 6AT U661F, 8AT U881F |
| Mark X Zio | 2007-2013 | CVT K112F |
| Matrix 140 | 2008-2013 | 4AT U140F"" |
| Nadia | 1998-2003 | 4AT A243F+MF1A |
| Noah/Voxy 60 | 2001-2007 | CVT K111F, 4AT A248F |
| Noah/Voxy 70 | 2007-2014 | CVT K111F |
| Noah/Voxy/Esquire 80 | 2014-.. | CVT K114F |
| Porte / Spade 140 | 2012-.. | CVT K310F |
| Premio / Allion 260 | 2014-.. | CVT K311F |
| Ractis 120 | 2010-2016 | CVT K310F |
| RAV4 30/Vanguard | 2006-2016 | CVT K111F,K112F, 5/6AT U151F, U660F |
| RAV4 40 | 2013-2018 | CVT K111F, 6AT U660F,U760F |
| RAV4 50 (low grade) | 2018-.. | CVT K120F |
| Sienna 30 | 2010-.. | 6AT U660F |
| Sienta 170 | 2015-.. | CVT K310F |
| Venza 10 | 2008-2017 | 6AT U660F, U760F |
| Vitz 130 | 2010-.. | CVT K310F |
| Wish 10 | 2003-2009 | 4AT U341F |
| Wish 20 | 2009-2017 | CVT K311F |
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1.2.4. DTV scheme |
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In most cases, the car remains front-wheel drive; if necessary, the control system automatically adjusts the amount of torque transmitted to each of the rear wheels. In addition, the power transmission in the transfer case and rear gearbox is disconnected so that in 2WD mode the driveshaft and gears do not rotate in vain.
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1.3.1. E-4WD diagram |
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Two types of rear power modules with an electric motor and gearbox are used - a classic three-shaft (in several power and torque options) and a compact two-shaft with a low-power electric motor (HV4WD).
| Model | Release | Rear electric motor (kW/Nm) |
| Alphard ATH10 | 2003-2008 | 1FM (18/108) |
| Alphard/Vellfire ATH20 | 2008-2015 | 2FM (50/130) |
| Alphard/Vellfire AYH30 | 2015-.. | 2FM (50/139) |
| Estima AHR10 | 2001-2006 | 1FM (18/108) |
| Estima AHR20 | 2006-.. | 2FM (50/130) |
| Harrier MHU38 | 2005-2012 | 2FM (50/130) |
| Harrier AVU65 | 2013-.. | 2FM (50/139) |
| Highlander MHU28 | 2005-2007 | 2FM (50/130) |
| Highlander MHU48 | 2007-2010 | 2FM (50/130) |
| Highlander GVU48 | 2010-2014 | 2FM (50/130) |
| Highlander GVU58 | 2014-.. | 2FM (50/139) |
| Kluger MHU28 | 2005-2007 | 2FM (50/130) |
| Lexus RX400h MHU38 | 2005-2008 | 2FM (50/130) |
| Lexus RX450h GYL15 | 2009-2015 | 2FM (50/130) |
| Lexus RX450h GYL25 | 2015-.. | 2FM (50/139) |
| Lexus NX300h AYZ15 | 2014-.. | 2FM (50/139) |
| Lexus UX250h MZAH15 | 2018-.. | 1MM (5/55) |
| Prius ZVW55 | 2015-.. | 1MM (5.3/55) |
| RAV4 AVA44 | 2015-.. | 2FM (50/139) |
| RAV4 AXAH54 | 2018-.. | - (40/120) |
Legend: TM - transmission (gearbox, variator), TR - transfer case, FD - front differential, RD - rear differential, CD - center differential, CDC - hydromechanical clutch, VC - viscous clutch, EC - electromechanical clutch.
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Development, efficiency, reliability |
The countdown for Toyota 4WD on original front-wheel drive cars can be traced back to 1988.
Scheme STD I, which appeared in the most “fat years” of the Japanese automotive industry, has remained the most advanced, reliable and efficient among all all-wheel drive variations of Toyota passenger cars. This "Full-Time 4WD" was truly permanent, complete and, importantly, built on the basis of trouble-free and durable automatic boxes. The only fundamental drawback (by modern standards) is the absence of any inter-wheel locks, which makes the cars sensitive to conditional diagonal hanging. Unfortunately, the release latest models with STD I ended back in 2002.
For the youngest B-class models, Toyota limited itself to plug-in all-wheel drive according to the scheme and adhered to this concept from the late 1980s until the 2010s. Currently, the scheme is used on a single, utilitarian Toyota model.
The protracted crisis of the 1990s made total savings a new trend - on materials, on useful options, and, of course, on the perfection of designs. For Toyota 4WD, the turning point came after 1997 - with the launch and mass implementation of the scheme, one of the most advanced systems was replaced by the most primitive. Her congenital defects are well known:
- delayed “operation” of the viscous coupling,
- potential danger during active driving,
- low durability of the coupling itself.
Of course, even such a dubious 4WD remained preferable to a single-wheel drive, but the problem was that experienced Toyota owners had nothing to compare it with. After 2015, V-Flex II is no longer used on Toyota’s own developments, remaining an attribute only of rebadged Daihatsu models.
The most common type of all-wheel drive in the world today - with an electromechanical clutch for connecting the rear wheels - appeared on Toyotas back in 1998 ( ATC). Initially - on minivans, but gradually it came to the lower grades, displacing V-Flex, and to SUVs, eliminating the remnants of full-time. Disadvantages of the scheme:
- limited degree of blocking,
- limited operating time under load,
- wear of the coupling support bearings ().
Overall, ATC is not as efficient as full-time all-wheel drive, but is significantly superior to V-Flex.
It is worth noting one more point - the end of the 1990s was marked by the appearance of new models of Toyota/Aisin automatic transmissions (the latest versions of the A24# series, U-series), the service life of which was radically reduced compared to their predecessors, which was especially noticeable under conditions of increased loads from all-wheel drive . As a result, 4WD transmissions have become not only less efficient, but also less reliable.
For the class of SUVs/crossovers that was just gaining momentum at that time, Toyota retained permanent all-wheel drive in the most simplified version (), which they actually borrowed from previous models with manual transmissions (except by placing five satellites in the center differential instead of four). The expected low efficiency of viscous couplings compared to hydromechanical ones affected the performance characteristics in this case as well.
By the mid-2000s, technological developments made it possible to completely abandon viscous couplings, leaving all three differentials free ( VSC+) - now the locks were emulated using the braking system. This solution did not remain in production for too long, and a generation later all SUVs received ATC-type all-wheel drive.
In general, with the active introduction of stabilization systems (for Japanese brands - from the second half of the 2000s) and the advent of emulation of cross-axle differential locks using brakes, a new stage in the development of all-wheel drive began in the world. For some manufacturers, the combination of plug-in 4WD and ESP gives a better effect than even some variants of classic permanent all-wheel drive with excessively “soft” center locking or its emulation. But not in the case of Toyota - when comparing the real behavior of modern SUVs of different brands, one must admit that Toyota’s settings for plug-in all-wheel drive and emulation of cross-wheel locks are extremely unsuccessful.
The rejection of automatic transmissions in favor of CVTs, which gradually began in the mid-2000s, did not have the best effect on the capabilities of all-wheel drive (mono-wheel drive versions received them even earlier). If for light cars of lower classes this is not so important, then for minivans and, especially, crossovers, it is the variator that becomes the narrowest, most vulnerable and expensive place in the power transmission chain from the engine to the wheels.
Another type of conditionally all-wheel drive, known since 2001, has been formed by numerous hybrid models ( E-4WD). Despite the outward tempting of the idea, beautiful numbers and graphs of the torque of the rear electric motor, in reality the traction capabilities did not live up to expectations - in terms of efficiency, the E-4WD does not even reach the ATC of similar non-hybrid models.
Own circuit working on the principle of "torque vectoring" ( DTV) Toyota introduced it only in 2018, eight years later than Nissan, almost fifteen later than Honda and two decades after MMC. Potius sero quam nunquam.
To understand why all-wheel drive has held one of the leading positions in the automotive market for many years, it is necessary to consider the moment of its creation and track the entire path of its development and improvement. This is how we can figure out how such a car brand has undergone all stages of modernization and is now one of the modern and desirable acquisitions of true connoisseurs of automotive grace.
Stages of creating and modernizing a car
Stage 1
The first acquaintance with the Toyota Camry occurred in the Japanese car market in the early 1980s, but the car was sold under the name Toyota Vista. After a short time, it was already exported to European countries and the United States of America. This car had sedan and hatchback bodies, was equipped with a 2 liter turbodiesel, as well as 1.8 and 2 liter petrol units.
Stage 2
The next stage of development came in 1986, when factories in Australia and the United States of America produced the brand with sedan and universal bodies. The newest configuration contained engines of 1.8–2 liters, a six-cylinder V version of 2.5 liters and a power of 82 to 160 Horse power.
Stage 3
The next modification of the Toyota Camry was created by Japanese car factories in the middle of 1990, had a V30 value and was intended exclusively for sales within the country.
The version intended for export had the index XV10, had the same denomination, but gained larger sizes, weighed heavier and had a different appearance.
In Japan itself, the brand was sold as the Toyota Specter sedan and hardtop. Buyers were offered a car in an all-wheel drive version, equipped with 4-cylinder units of 1.8, 2, 2.2, and a V-shaped engine of 2.3 liters with 6 cylinders.
The 1991 model, demonstrated in America, was produced in sedan, station wagon and coupe versions, equipped with a 2.2-liter engine with a power of 130 hp. With. The most expensive types had V6, 3 liter and 185–190 liter units. With.
Stage 4
In the next branch of modernization, Toyota Camry was divided into a model for Japan and an export version.
For sale in Japan, Camry with the value V40 began production in 1994. The car had a sedan body and retained the hybrid platform with Vista. This brand of car was equipped with a 1.8 and 2 petrol engine and a 2.2 liter turbodiesel. All-wheel drive transmission appeared with 2 and 2.2 liter engines.
Camry with the index XV20 has been presented for export since 1996, including the Russian car market, but in Japan it bore the name Daihatsu Altis and Toyota and has not undergone any technical changes.
Since 1991, Toyota coupes and convertibles have been sold to American car enthusiasts.
Stage 5
Toyota Camry, produced for 6 years, starting in 2001, had a sedan body and became popular in Russia. In our market, the car had the following engines:
- 4, power 152 hp. With. and a four-speed automatic transmission (as an option);
- V6 3.0 and 186 hp. With. (standard).
Stage 6
At the beginning of 2006, a new generation of Toyota Camry models was presented, and immediately in 2007, the assembly of Camry sedans began at the domestic plant, which is located in the Leningrad region.
The version for Russia was equipped with a 2.4 liter engine. and 167 l. With. in symbiosis with a “mechanical” or “automatic” gearbox. The most expensive brand was equipped with a V-shaped six-cylinder power plant of 3.5 liters, 277 hp. With. and “automatic” in 6 steps.
- 5 l, power 181 l. With. and all-wheel drive;
- 4 l, power 188 l. With. and mechanical parts from a Prius.
A different model was delivered for sale in China and Asia under the Camry brand - a larger Aurion sedan, assembled on the previous platform.
Stage 7
The last step in modernizing the car took place in 2011, its result is an updated Toyota Camry sedan, equipped with one of three engine options (2.0, 2.5, 3.5) and a six-speed automatic transmission. Cars for our car market are assembled at the St. Petersburg plant.
Conclusion
Having traced the entire history of the creation, transformation and improvement of the Toyota Camry all-wheel drive car brand, we can confidently say that it has rightfully held a leading position in the car markets of many countries for many years. And the constantly new and modernized offer from the manufacturer Toyota annually increases the number of fans of the car.
Toyota Camry engine, or more precisely three engines. Today, for Russian buyers the manufacturer new Toyota The Camry offers a good selection. All three engines are gasoline, naturally aspirated, of varying displacement, power and design. Today we will try to talk in detail about technical specifications Camry power units. By the way, the car is assembled in Russia, but the engines are supplied from foreign assembly plants.
The Dual VVT-iW system varies the timing of the engine's intake valves over a very wide range depending on driving style, allowing it to operate on either the traditional Otto cycle or the innovative Atkinson cycle, which improves fuel efficiency without compromising vehicle dynamics.
The design uses multi-fuel injection (D-4S) for each cylinder - 1 injector per cylinder + 1 injector per manifold.
Toyota Camry engine 2.0 fuel consumption, dynamics
- Engine model – 1AZ-FE/FSE
- Working volume – 1998 cm3
- Cylinder diameter – 86 mm
- Piston stroke – 86 mm
- Power hp/kW – 150/110 at 6500 rpm
- Torque – 199 Nm at 4600 rpm
- Acceleration to the first hundred – 10.4 seconds
- Fuel consumption in the city – 10 liters
- Fuel consumption in the combined cycle – 7.2 liters
- Fuel consumption on the highway - 5.6 liters
The more powerful Camry power unit with a displacement of 2.5 liters already produces 181 hp. This is a 4-cylinder, 16 valve engine with an aluminum cylinder head and cylinder block. There is a chain in the timing drive. The new 2.5L Dual VVT-i engine features excellent fuel efficiency and high low-end torque. The Dual VVT-i system controls valve timing, and the intake manifold swirl valve (TCV) system optimizes air flow, ensuring low level emissions and good dynamics. Engine specifications are below.
Toyota Camry engine 2.5 fuel consumption, dynamics
- Working volume – 2494 cm3
- Number of cylinders/valves – 4/16
- Cylinder diameter – 90 mm
- Piston stroke – 98 mm
- Power hp/kW – 181/133 at 6000 rpm
- Torque – 231 Nm at 4100 rpm
- Maximum speed – 210 kilometers per hour
- Acceleration to the first hundred – 9 seconds
- Fuel consumption in the city – 11 liters
- Fuel consumption in the combined cycle – 7.8 liters
- Fuel consumption on the highway - 5.9 liters
Well, the most powerful engine of the Toyota Camry is a 6-cylinder V-shaped power unit, which according to the technical data sheet in Russia produces 249 hp. However, in other markets where taxes are not tied to the amount of horsepower of the car, the same engine miraculously develops more power. Like previous Camry engines, this one has an aluminum cylinder block and a timing chain, but has 24 valves. In addition, it is reliably known that there are hydraulic compensators that automatically adjust the valve clearance in the cylinder head of the 3.5 L V6.
The Dual VVT-i system controls intake and exhaust valve opening, timing and lift, while the Acoustic Controlled Intake System (ACIS) optimizes air intake, increasing efficiency and torque across all engine ranges. The ACIS system itself changes the geometry of the intake manifold depending on the operating mode of the engine. Toyota characteristics Camry 3.5L V6 below.
Toyota Camry engine 3.5 fuel consumption, dynamics
- Engine model – 2GR
- Working volume – 2494 cm3
- Number of cylinders/valves – 6/24
- Cylinder diameter – 94 mm
- Piston stroke – 83 mm
- Power hp/kW – 249/183 at 6200 rpm
- Torque – 346 Nm at 4700 rpm
- Maximum speed – 210 kilometers per hour
- Acceleration to the first hundred – 7.1 seconds
- Fuel consumption in the city – 13.2 liters
- Fuel consumption in the combined cycle – 9.3 liters
- Fuel consumption on the highway - 7 liters
The V6 engine turns the Camry into a very decent sports sedan, but you have to pay for dynamic acceleration not only when purchasing this car, but when driving to a gas station, since this power unit can hardly be called economical.
Serial equipment
Permanent all-wheel drive with three non-locking differentials. The distribution of torque between the front and rear axles occurs in the manual gearbox. The traction control function is performed by the ESP control unit (N30/4). Using the Downhill Speed Regulation (DSR) button located on the top control panel (N72/1), the driver can turn the downhill assist function on or off. In addition, using the Offroad button, which is located on the upper control panel (N72/1), you can activate the “Offroad” function, in which case the gear shift points in the automatic transmission will be shifted to higher engine speeds. In addition, depending on the speed and frequency of pressing the gas pedal, the engine control unit adapts to the driving style, and the ESP system activates the ABS function for off-road driving.
Offroad-Pro package (SA)
Permanent all-wheel drive with two locking differentials (center and rear axle) and one non-locking differential (front axle). It is possible to enable a lower gear in the manual transmission. The differential locks are controlled by the manual transmission control unit (N15/7) and the rear axle lock control unit (N15/9)
The DSR key is located on the lower control panel of the UBF(N72)
Using the LR (Low Range) key, which is located on the lower control panel, the driver can change the manual transmission gear ratio.
The driver can lock the center and rear differentials using the adjustment wheel located on the lower control panel.
Offroad-Pro package (additional equipment code 430) consists of: rigid mechanical locking of the center and rear differentials, Shift on the Move SOM function, downhill speed control function, compass, manual automatic transmission mode and includes advanced settings options for air suspension (only in combination with option code 489).
In addition, it is offered as optional equipment car body kit (special equipment code U89), which includes optical underbody protection at the front and rear made of steel and a chrome radiator grille.
Downhill speed control activation key (N72/1s24)
The downhill speed control function is an assistant when driving in the mountains. When activating this function, the tempomat system must be switched off.
On the instrument cluster (A1), you can set the driving speed from 4 to 18 km/h in increments of 2 km/h. When driving downhill, the set speed can be changed using the tempomat lever. If the driver begins to press the gas pedal while the system is operating, the system is deactivated. If the driving speed does not exceed 35 km/h, the system is reactivated and maintains the previously set speed. If the car accelerates faster than 35 km/h, the system turns off. Additionally, a warning message about system shutdown is displayed on the multifunction display of the instrument cluster.
The system maintains a given speed by influencing the engine, automatic transmission and braking system.
Offroad program switch (N72/1s25)
By pressing the "Offroad" button, the driver acts on the 4ESP, ASR and ABS systems. The automatic transmission switching points also change.
The ESP system activates the 4ESP/4ETS off-road operating mode. In this operating mode, the system will allow the wheels to slip, thereby increasing the traction qualities of the car.
The ABS system will allow the wheels to be locked when braking, which will provide more intense braking when driving off-road. This function is active when the vehicle speed is less than 30 km/h.
The ASR system will slightly reduce engine torque to give the driver better feel of the gas pedal.
The automatic transmission shift points will be shifted to the area of higher engine speed, and when reversing, the second reverse gear will engage.
When driving on a slope of more than 5°, the assistant is automatically activated. In the automatic transmission selector lever position “D” or “R”, when the brake pedal is released, the pressure from the brake cylinders will be released after 1 second. This will allow the driver to more comfortably transition from braking to acceleration.
Components of a vehicle as standard
Transfer gearbox (RTG)
It is connected directly to the automatic transmission and is designed as a single-stage transfer gearbox with a non-locking center differential. Torque between the front and rear axles is distributed in a ratio of 50:50.
The input torque is transmitted through the input shaft (1) to the differential (3). The rear sun gear (3b) is directly connected to the rear axle drive flange (4).
The front sun gear (3a) is connected to the chain drive sprocket (2), which, using a chain (7), transmits torque to the front axle drive flange (6).
Rear axle
We are talking about a conventional bevel differential on the rear axle without locking.
Front axle
We are talking about a conventional front axle differential without locking
Features of a car with the “Offroad” special equipment package
DSR switch (N72/s30)
Slope assist
Functions similar to standard version
Low Range Switch (N72/s31)
Designed to engage a lower gear in the manual transmission. The driver, by pressing the N72/s31 button, which is located on the lower control panel, engages a downshift in the manual transmission.
When you press the N72/s31 key, the manual transmission control unit (N15/7) engages a downshift.
If all the conditions for engaging a downshift are met, then the manual transmission control unit (N15/7) controls the electric motor (M46/2), which engages the downshift. A diode mounted in the LR button informs the driver about the current state of the system.
In addition, a so-called pre-selection function is offered: if the driver presses the LR key and the conditions for changing the manual transmission gear ratio do not match, the diode on the power button begins to flash. During further movement, if the conditions for changing the gearbox gear ratio coincide, a switch occurs. A warning message appears on the multifunction display.
If you press the LR key again while waiting, the preselection function will be canceled. While waiting, a warning message is displayed on the instrument cluster.
The process of changing the gear ratio in the manual gearbox is called Shift on the Move (switching while moving). Shifting from downshift to upshift
The switching function and logic is similar to switching from upshift to downshift.
Diagnostic guidelines
During the process of switching from upshift to downshift and vice versa, the automatic transmission control unit (N15/11), following a signal from the manual transmission control unit (N15/7), locks the automatic transmission selector lever in the “N” position.
If an error occurs during the switching process (a tooth hits a tooth), the switching process will be repeated. If the switching cannot be completed successfully, the control gear will return to its original position.
If for any reason the switching in either direction cannot be completed, the manual transmission remains in the neutral position, and the driver is given an audible and optical warning.
Selecting a lock mode
Using a switch on the lower control panel, the driver can select one of the following locking modes:
1st stage: automatic locking of the center differential, while the rear axle differential remains unlocked
Stage 2: full forced locking of the center differential, while the rear axle differential remains unlocked
Stage 3: full forced locking of the center differential and rear axle differential
Each stage has a functional LED, which lights up when the corresponding stage is turned on.
When the ignition is turned off for more than 10 seconds, the first stage is automatically turned on, if less than 10 seconds have passed since the ignition was turned off, the last selected stage remains on.
In automatic operating mode, the control unit monitors and prevents wheel slip. At the same time, the center differential lock works. The degree of differential lock depends on the engine torque, the selected gear in the automatic transmission, vehicle speed and steering wheel position. If the wheel does slip, the system increases the degree of locking until the differential is completely locked. To actuate the lock, current is supplied to the manual transmission switching valve. As a rule, this happens throughout the trip.
Torque transmission diagram
Torque from the engine is transmitted through the input shaft (1) to the center differential (5). In the center differential, the torque from the sun gear (5d) is transmitted to the satellites (5c) and the satellite axles (5b). The pinion axes are connected to the differential housing (5a) and transmit torque to the differential axles (5f) and bevel gears (5g). Depending on the set gear ratio, the torque from the engine will be transmitted in a ratio of 1:1 (overdrive, the planetary gear rotates as a single unit) or 2.93:1 (low gear, the torque is transmitted through the sun gear, satellites and epicycle to the bevel gears). differential gears (5e, 5h)). The multi-disc package (3) connects the differential housing and the front bevel gear (5h); when it is turned on, the center differential is locked.
The bevel gear (5e) is rigidly connected to the rear axle drive flange (6), which is connected to the rear axle drive drive shaft. The bevel gear (5h) is rigidly connected to the chain drive sprocket (2) and from it, using a chain (11), the torque is transmitted to the front axle drive shaft (10). The output shaft (10) is connected to the propeller shaft of the front axle drive.
When the differential is not locked, the torque is distributed in a ratio of 50:50.
Differential
If the bevel gears (3) rotate at different speeds, the satellites (4) rotate around their axes, which are installed in the housing supports (2).
At the same time, the satellites roll along the bevel gears of the differential, rotating at different angular speeds.
In this way, the angular velocities are equalized.
Planetary series
The planetary gear performs the following functions:
Transmits torque from the engine
Changing the RCP gear ratio
The sun gear (5) of a simple planetary gear set is connected to the input shaft of the gearbox, the carrier (2) is also a differential housing in which the bevel gears of the differential are mounted.
Multi-plate clutch
To lock the center differential, a multi-disc clutch (5) is used.
Using a multi-disc clutch, you can close the outer and inner races together. In turn, the outer race is rigidly connected to the planetary carrier, and the inner race is rigidly connected to the bevel gear of the front axle drive.
Oil pump
A rotary-type oil pump supplies oil to the rubbing parts and bearings of the gearbox. The oil pump is driven from the RCP input shaft
Installation electric motor RKP (M46/2)
The setting motor (M46/2) is a DC worm gear motor. A Hall sensor with an incremental wheel and direction of rotation recognition, as well as a temperature sensor are integrated into the installation motor.
The electric motor is controlled by the manual transmission control unit (N15/7). The electric motor is used to lock the center differential and to change the gear ratio of the manual transmission. In order to switch from differential lock to changing the gear ratio, a switch magnet (Y108) is used.
Switching magnet (Y108)
To switch from locking the differential to changing the gear ratio of the manual transmission, a switching magnet (Y108) is used, which is controlled by the manual transmission control unit (N15/7). The switching magnet is a single-acting magnet, the pressing force is realized by a spring, the squeezing force is realized by an electromagnet.
Absolute sensor RKP (B57)
The absolute sensor of the manual transmission is located on the manual transmission housing on the left in the direction of travel of the vehicle. The sensor measures the rotation angle and uses this value to determine the position of the shift fork in the manual transmission. Data on the position of the manual transmission shift fork is transmitted to the manual transmission control unit (N15/7) using a PWM signal. The absolute sensor receives supply voltage from the manual transmission control unit (N15/7).
Rear axle
Rear axle gearbox
All rear axle units, as well as front axle units, are mounted on a subframe, which is connected to the car body through rubber and hydraulic supports. The rear suspension is four-link. The spring and shock absorber are located one behind the other.
Lock function
The torque distribution between the right and left sides of the rear axle is adjusted by the rear axle locking control unit. The multi-plate rear differential locking clutch is controlled by a mounting electric motor (M70). The electric motor is mechanically connected to a gear (2), the side surface of which rests on an inclined washer (4) through balls. When the gear wheel turns, its side surface rolls along the balls, which in turn, on the other side, roll along an inclined surface. Thus, the rotation of the gear wheel is converted into axial movement of the washer, which compresses the multi-disk package and creates a friction moment in it. When the lock is engaged, the differential housing and the differential bevel gear are connected to each other.
To optimize fuel consumption when the differential is locked for a long time, the gear wheel is held by a magnetic brake, which is built into the electric motor.
Rear axle gearbox installation motor (M70)
The installation electric motor is located on the rear axle gearbox housing on the left in the direction of vehicle movement. The rear axle differential is locked using an electric motor. The command to lock the differential is supplied by the lock control unit (N15/9)
A Hall sensor with recognition of the direction of rotation and a temperature sensor are integrated into the housing of the installation motor.
Front axle
Front axle units, including steering rack, together with the engine and gearbox, are installed on the front subframe of a welded structure. At the same time, the transmission of vibrations from the front axle to the body is reduced; the front subframe is connected to the body parts through rubber supports.
An independent double wishbone design was chosen for the wheel suspension.
The serial version of the vehicle, like the version with the “Offroad Pro Packet”, contains a front axle gearbox with a bevel differential without locking.
The blockage is simulated by the 4-ETS system.
The rear axle units, like the front axle, are attached to the rear subframe, which is attached to the body through rubber and hydraulic supports. The rear suspension is a four-link independent suspension.
The spring and shock absorber are located behind each other
