Navigating pitfalls: What to consider with used Japanese engines
Japanese cars and engines are generally known for their durability and reliability. With this assumption, buying a Japanese vehicle often seems smart. However, it's important to remember that Japanese designers have also made mistakes, not minor ones. Here are some examples of how easy it is to make a mistake and buy a problematic car when you intend to get a good one.
Let's start with a brand often perceived as producing the most reliable cars. One of Toyota's biggest flops was the D-4D diesel, which divided drivers into satisfied owners and those who regretted their choice. The history of this engine is long and complicated.
Diesel 2.0 D-4D – good, bad, good, bad
The story began in the 1990s when, in 1999, Toyota introduced its popular diesel with Common Rail injection. Initially, the engine labelled 1CD-FTV was well-regarded (seen in models like the Avensis I and RAV4 II). Still, typical Common Rail system faults emerged over time, and improper repairs led to more issues. In hindsight, these engines were successful, although costly to repair. Today, there's no need to fear them.
The breakthrough came with its successor, the 1AD-FTV, which increased in capacity from about 2.0 to around 2.2 litres. Introduced in 2006 (in models like the Avensis II and RAV4 III), it was a disappointment. While not all units were problematic, many experienced significant issues with the head, block, DPF filter, and injection system.
After 2011, most problems were addressed, and it's now generally accepted that Toyotas from the facelift or new generations introduced during this period have engines free of these defects. This includes models like the Auris II, the 2012 Avensis (facelift), or the fourth-generation RAV4.
Caution is still advised, though. In 2015, both the Avensis and RAV4 were refreshed, and Toyota's diesels were discontinued due to the new Euro 6 emissions standards. However, diesel wasn't completely withdrawn; a new engine, the 2.0 D-4D, was introduced, a BMW design labelled N47. This engine was notorious for timing chain problems, making replacements expensive and challenging.
When purchasing a Toyota with a 2.0 D-4D diesel, it's crucial to approach the decision wisely. Spending more on an older Avensis I or RAV4 II might be better than buying the cheapest Avensis II or RAV4 III. The best 2.0 diesels were in the pre-facelift Avensis III and RAV4 IV, but only until the 2015 facelift. BMW diesels aren't terrible, but they're more prone to faults and are less durable due to high emissions standards. So, once again, it's better to go for a good pre-facelift car than to opt for a cheap post-facelift model.
Gasoline engines aren't much better
There are potential pitfalls in the gasoline engine category as well. One of the biggest is the ZZ-FE family, known for high oil consumption and several other shortcomings, making it Toyota's least successful gasoline design after 2000.
ZZ engines were available in three variants: 1.4 litres, 1.6 litres, and 1.8 litres—produced until 2008. They were installed, among others, under the hood of the Corolla IX, Avensis I and II, and RAV4 II. In contrast, the successors featured improved engines from the ZR family, also known as Valvematic, although it wasn't used in all models. These are now considered some of Toyota's best designs.
When looking for these models, you could stumble into another trap. For example, buying a RAV4 II with a 2.0-litre engine can offer peace of mind because the engine belongs to the 1AZ-FE family, which is a very solid design.
In the Avensis II, the 2-litre engine also falls under the 1AZ family but includes an FSE appendage, which indicates direct gasoline injection. Although the engine is fairly reliable, parts are becoming harder to find, and installing a gas conversion is practically impossible—unlike with the RAV4 and any Valvematic engine.
Good and bad Honda engines
The VTEC acronym is highly respected. Historically, Honda engines have been seen as nearly perfect and very durable. However, a significant issue arose in 2001 with the K20 series engines, only becoming evident years later. The 2.0 i-VTEC unit wasn't made with the best materials, leading to worn camshafts. Excessive oil consumption and piston swelling are also concerns with this unit. It's important to note, though, that this doesn't apply to every engine, and some people are still quite satisfied.
Therefore, relying on solid Japanese engineering when buying an Accord VII or Honda CR-V II might lead to disappointment. A much better option is a newer model (Accord VIII and CR-V III) with a 2.0 i-VTEC engine. This is a completely different design, labeled R20, known for its exceptional reliability and durability. Though it had an initial two-year issue with oil consumption, the piston rings have since been improved.
Three diesels, two excellent
Honda has made some of the world's best diesels. Initially, there was the relatively simple 2.2 i-CTDi, followed by its successor, the 2.2 i-DTEC, which faced problems with the DPF filter but remains a perfect design. Many people trusted the 1.6 i-DTEC following this trend, but unfortunately, that was a mistake.
This engine has been widely used since 2013 in Civics and under the hood of the larger Honda CR-V. It is appreciated not only for its dynamics but also for its low fuel consumption and smooth operation.
Over time, however, it has shown that it doesn't last forever. This becomes evident when high emissions standards start affecting it. After approximately 97,000 to 145,000 kilometres, issues with the injection system, exhaust gas cleaning system, and, after higher mileage, axial clearance on the camshaft occur. Cases of cracking heads and blown gaskets have been reported. These quality issues affect only units made up until the 2016 model year.
Two cuckoo's eggs
While not directly related to this article's theme, it's worth mentioning two cases where you might unknowingly end up with engines that don't quite belong to the brand.
The first case is the 2.0 DI-D diesel used in the Mitsubishi Lancer and Outlander II. With its 138 horsepower, this engine is a Volkswagen 2.0 TDI PD design with a vulnerable head and problematic lubrication system. While the engine is generally decent, it's risky. The upside is that good parts are available, and repair options are cheaper than those of the original Mitsubishi diesel engine. Still, it's important to know this isn't a Japanese engine.
The same applies to the 1.9 dCi (DDIS) unit used in the Suzuki Grand Vitara. Suzuki never produced its own diesel, and for example, the 1.9 DDiS engine in the Suzuki SX4 is a Fiat design, known as the 1.9 JTD. In the Grand Vitara, this engine is too weak for the vehicle, resulting in excessive strain that affects not only the bearings (for which this engine is known) but also the injection system.
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