Toyota VALVEMATIC For Sale

"); Paul Tan's Automotive News Paul Tan on the Automotive Industry Toyota reveals Valvematic technology June 13, 2007 at 3:28 am By Paul Tan Filed Under Cars, International News, Technology, Toyota Toyota has something new up it’s sleeves – Valvematic, an evolution of the VVT-i mechanism which now incorporates continuous valve lift control together with VVT-i’s existing valve timing control. Valvematic also eliminates the need for a throttle valve, instead controlling the volume of intake air using valve lift instead. According to Toyota, an improvement of 5% to 10% can be seen with fuel efficiency, as well as an improvement of 10% with the power output on a similiar engine displacement comparison. Toyota also mentions reduced CO2 emission as well as improved acceleration responsiveness. The first Valvematic-equipped engine will be a 2.0 liter model, most likely a replacement for the 145 horsepower 1AZ-FE engine which has been pretty much slotted with different tune levels into all Toyota cars in the C-segment and above. The trademark “Valvematic” was registered by Toyota a few months ago, so alot of people have been expecting this. One of the first few cars to get the new Valvematic 2.0 liter engine are the 2.0 liter versions of the recently launched twin sedans Toyota Allion and Toyota Premio. The 2.0 liter variants are set to debut in Winter 2007. The new Toyota Valvematic 2.0 liter engine will most likely be christened the 3ZR-FAE, and will put out 158 PS at 6,200rpm and 196Nm at 4,400rpm. Being part of the new ZR engine family, variable valve timing features will be the same as the 2ZR-FE’s Dual VVT-i system – valve timing on both intake and exhaust valves. Honda also recently announced an engine with continuous valve lift control combined with variable valve timing, a technology it calls AVTEC. Check out a patent application filed by Toyota in March 2007 by clicking here – I think it is the patent for Valvematic. Be warned though, it’s pretty long. Comments e-nabilll says: 13/6/2007 at 4:43 am i tink i need to take my annual leave jus to finish reading the whole thread ! all i knw is the output is actually comparable to similar 2 litre engines from honda,vw n othrs…so as usual with toyota ,noting special….even the perdana v6 has 150hp… Reply 0 0 Tommy Peters says: 13/6/2007 at 5:44 am Come to think of it, the collective gasps are about an auto industry fine tuning a century old invention – the 4 stroke internal combustion engine – still operating on fuel derived from crude. I hope Valvematic and Avtec etc. are marketing cards under their sleeves and that the industry is actually focused on setting aside the ICE. Reply 0 0 drgn86 says: 13/6/2007 at 6:02 am too lazy to read all of this really…… well, paul, can u tell me what would be the difference between this new piece of technology and the vvtl-i ones? (variable valve timing and lift with intellingence – correct me if i’m wrong)….. Reply 0 0 normaluser says: 13/6/2007 at 7:43 am e-nabilll, the perdana’s engine is nothing to shout about. Its actually 149hp and 178Nm Torque, got no VVT, lack in performance plus high fuel consumption. This engine produces 158hp and 196Nm. For a 2.0L normal aspirated engine, that would make it on par with european 2.0L engines, namely Alfa and BMW. Reply 0 0 kington says: 13/6/2007 at 8:18 am I agree with normaluser, you can’t just look at the output figures. Besides, engine figures are all quoted wihtought taking into consideration the car’s weight and etc. Run a car on a dyno and you’ll see why no less than 30% of the engines’ quoted figures are usually irreflective of what engine can perform in the particular car. Reply 0 0 mits27 says: 13/6/2007 at 10:17 am I really hope this engine can soon replace on current camry 2.0L engine, maybe next camry facelift… Reply 0 0 tHe CuLpRit says: 13/6/2007 at 10:28 am wow. the longest Paultan.org post ever. by the time i finish reading the post, cars would’ve been flying and running on water. heh, no offense Paul, im just kidding Reply 0 0 LittleFire85 says: 13/6/2007 at 10:36 am Well, i think is like the i-VTEC from Honda, just it have VVT on both Intake and output cams, while i-VTEC only have in intake.. controlling the valve lift is technology from the celica, name is as VVTL-i.. So this technology is not new anywayz, just add here plug in that and run it, wa lah! Anywayz is this a direct injection engine? I tot Toyota is selling direct injection petrol engine in Japan already i think D-4D petrol engine. Check their new camry, mark-X and see.. if it is a direct injection engine should be more quite and more torque.. Reply 0 0 Paul Tan says: 13/6/2007 at 10:45 am LittleFire85: vvtl-i is not continuous valve lift, just switching over 2 preset lifts Reply 0 0 happymeal says: 13/6/2007 at 11:01 am errr… i do not think this is anywhere as similar to ivtec. ivtec still uses hydraulic pins for VVLift , camphaser for VVT and good-old THROTTLE VALVE. this valvematic doesnt need 1, as on the first paragraph. this is probably in the same league as BMWs valvetronic, but of course, different way of changing valve lift to replace the throttle valve. no time to read, but seems abit more complex than BMWs valvetronic. Reply 0 0 KL-ATR says: 13/6/2007 at 11:03 am Wow… this is a blue print description of all the components!!! Paul, no animated video on this new engine??? BTW, I would like to suggest that you pool all those technical videos under 1 category. That way, it’s easy for visitors to look through all those informative videos, especially when it touches on technical features like the BMW Adaptive Drive system. Is there a video on how the VW’s DSG works? Reply 0 0 ganz says: 13/6/2007 at 11:12 am good info… BTW.. i still waiting our OWN valve technolgy from PROTON… the much awaited.. CAMPRO Reply 0 0 kanazai2001 says: 13/6/2007 at 11:18 am comparison between BMW, Honda and Toyota: (A) continuous variable valve lifting – BMW valvetronic (B) cam profile switching – Honda VTEC (C) continuous variable cam phasing – Toyota VVT-i (B) + (C) = Honda iVTEC, Toyota VVTL-i (A) + (C) = BMW VANOS, Honda AVTEC, Toyota Valvematic correct me if im wrong. argument?! latest trend is (A) + (C) because it reduces throttle loss, CO2 and toxic gas emission. (B) – out dated. that is why toyota and honda are going for AVTEC and Valvematic. no offend to all VTEC admirers. Reply 0 0 floyd says: 13/6/2007 at 11:45 am is this something new from toyota? i doubt it. They always do it later than the other giant car makers…hmmm…. but they do it right most of the time. toyota’s common rail for diesel engines are behind the others in term of tuning and power output, or did toyota make their diesel cars less powerful for reasons known only to them? Toyotas still using older common rail when others are already on 2nd generation. Reply 0 0 fandango says: 13/6/2007 at 12:30 pm I think the main benefit of having continous valve lift and timing is the shape of the powerband, especially the torque curve. no doubt the PEAK hp and torque figures may seem ordinary, but the technology enables far better throttle response and drivability by raising the torque curve early on and keeping it there over a longer part of the rpm range. all this is coupled with better emissions and economy. so far bmw has it (valvetronic+vanos), honda (avtec) and now toyota. not sure who else has it. as for proton’s campro, i think it’s just an intake cam implementation of a variable valve timing mechanism. something that toyota first served up in 1992. Reply 0 0 azolkipl says: 13/6/2007 at 1:44 pm Dynamic Lift and Cam phasing in ANY engine is definitely a benefit, as it allows the engine to adjust to different kinds of driving ‘styles’. If you press on the pedal hard to get more power, the valve lift and cam phasing could be adjusted to allow more air and fuel in longer to give better power performance. If you are driving in ‘economy’ mode, the lift and phasing can be adjusted to allow optimal (minimal) amounts of fuel and air to not waste energy. Normally, a normal driving behaviour would always include overtaking maneuvers, stop-and-go driving and long set-speed drives (highway). Now, with dynamic lift and phasing engines, you can get benefits of better fuel consumption, better power delivery, better torque, AND better emissions in a single engine. That’s what AVTEC, valvetronic, bi-vanos, and valvematic is all about. Reply 0 0 LittleFire85 says: 13/6/2007 at 2:54 pm I tot i read it somewhere that the new toyota valvematic is a replacement of Toyota VVTL-i engine… Valvematic*, a variable valve lift mechanism created through combining VVT-i (Variable Valve Timing-intelligent), which continuously controls intake valve opening/closing timing, with a new mechanism that continuously controls the intake valve lift volume. You can see the toyota VVTL-i rocker arm in below.. almost the same with Valvematic.. http://www.autozine.org/technical_school/engine/vvt_31.htm VVTL-i animation: http://fr.toyota.be/innovation/technology/glossary/gloss_vvtl_i.aspx# Reply 0 0 Paul Tan says: 13/6/2007 at 3:04 pm VVTL-i is not continuous (stepless), it just switches between 2 lift stages. Reply 0 0 proton GL says: 13/6/2007 at 4:40 pm anyway it means to optimised the engine breathing through out the rev range in what ever mean to control the amount of gases, and gives best swirl effect for low rpm combustion, any acceptable design then pattened, about the cps of proton it is said to be developed from vario cam, which is by adjusting the timing chain to alter the cam timing, but the engine design doesnt likely to fit the existing engine, the possible machenism they might use is the one from vario plus, which is vvt with 2 stage lift, which might be as good as vvti-L and the tunable intake could further improve lower end as is if lower valve lift in effect though not instantinously like valvetronic. —— anyway what i recon now is the engine become more complex but of course for good, anyway still admire the simplicity of TSI for more gain. Reply 0 0 BanyakMasukWorkshop says: 13/6/2007 at 5:07 pm toyota always had sound, reliable engineering. whatever the technology behind it, they will definitely make it available everywhere, and at an affordable cost. now if only they could make some cars with soul like they used to. Reply 0 0 jamsbong says: 13/6/2007 at 5:51 pm Looking at the design patent, this system looks really brilliant. it is much like honda’s system. from the patent design, there looks like there are 3 different variation. Toyota has elected to have a separate space away from the camshaft to do these tricks. This is much like the VVT-iL system. Honda’s system looked more compact. In terms of power output from the 2L engine. I would say the engine is tuned for efficiency and good response. With a different setup, the potential is there to make the engine go wild. The difference between a non-vvt engine would be the response. Yes, non-vtec engine probably has about the same output or oven higher, but it will be horrible at the low end. Just have a look at some OLD porsche’s engines and you’ll be surprise that big HP in a small engine had been around for a long time. Reply 0 0 torishimeyakuin says: 13/6/2007 at 7:16 pm Woww you guys here above are really somebody !! Seems that most of you are very good and having such profound knowledges pertaining car’s engines. Impressive !! I think Proton or Perodua should hire some of you guys….really, i really mean that. Reply 0 0 torishimeyakuin says: 13/6/2007 at 7:23 pm Or is there any possibility that, most of you guys above are the engineers who are already working at Proton or Perodua ? Hehehe…No offence please just kidding. Reply 0 0 LittleFire85 says: 13/6/2007 at 7:31 pm Well if we are the engineers of the P1/P2 i think the car industry will be even better.. but sometime is not the engineers fault, but is the management.. Louzy management..If the head is useless the rest will be useless also… Is like having good strong body but with a brain of a prawn… Haiz… Reply 0 0 adlanar says: 13/6/2007 at 8:12 pm its just running the engine in miller cycle as opposed to normal otto cycle. mazda have been experimenting with this for a long time. the old 626 xedos had miller cycle engines in japan and some euro market. now they’re doin it on small engines starting with the new mazda2. running on miller cycle does give better fuel economy as the combustion gases are allowed to fully expand throughout the exhaust stroke. slight performance increase are usually gained as well. Reply 0 0 adlanar says: 13/6/2007 at 8:16 pm sorry, that should read atkinson cycle. miller cycle is when the intake stroke is compressed. the old xedos used a combination atkinson-miller hence the confusion between the two. been a long time since my engine final year project. Reply 0 0 azolkipl says: 13/6/2007 at 8:29 pm miller cycle power gains can only be accomplished if you can provide more volume of air during the intake stroke, as you leave the intake valve open longer into the compression stroke (meaning air will leave the chamber thru the intake vavle). And most write-ups about it always suggest turbos or superchargers. Reply 0 0 shooter says: 13/6/2007 at 8:50 pm anyone seen the dyno graph for this new engine? i want to see those curves, it puts the the paper output into perspective…. Reply 0 0 shooter says: 13/6/2007 at 9:26 pm if its running on a modified miller cycle, shouldnt it be forced fed? Reply 0 0 king says: 14/6/2007 at 1:23 am no big deal…..other european marques already using this tech long time ago…toyota is playing it safe by letting others bcome guinea pig. then they use the same tech and make a big hoo-haa out of it. their engines have always been outdated especially the diesels in the “new” hilux ( underpowered plus high consumption)…they save the best only for lexus( but you have to pay dearly for it) while toyotas get cheap ancient motors with cekap name only. Reply 0 0 bmpower says: 14/6/2007 at 9:29 am typically toyota , alway said “fuel efficiency”. but does it really do?. prtffffff.. Reply 0 0 The Unicons says: 15/6/2007 at 10:44 am Having new technologies especially with cleaner emission is good for our environment and to our earth. However if fuel efficiency is concern, I don’t think it is 100% true. It’s all depends on how you drive. Usually calculations have been done on 90KM/h or 100KM/h either urban or city driving constaintly in speed. If you drive the car like turtle having this 2 litre valvematic VVT-i engine, it will cost you even more plus, you actually might spoil your engine and transmission as it always keep in low gear and engine doesn’t really working up… I’ve been looking many people driving like turtle even on right line. Reply 0 0 jamsbong says: 15/6/2007 at 10:55 pm Hi guys, The Miller cycle is design to be efficient. However, it is certainly not powerful on its own. Also, millar cycle does not have to be force-fed, ie. no turbo-charging necessary. Prius’ 1.3L engine is an example. non-turbo and saves fuel, but no great power. The basic principle is that if you have less volume of compress, then u need less effort thus less energy loss from the compressing stroke. Which is why valves are closed late. At the same time, the expansion stroke will travelling fully to the bottom, salvaging as much energy as possible on the power stroke before the exhaust valves are open. All automotive companies today are getting a lot of pressure from regulations so that less CO2 and other pollutants are produced. This is the main reason why smart valvetronic and other technology are coming up. There are other reasons, but this is the biggest reason. Reply 0 0 mystvearn says: 16/6/2007 at 7:07 pm Does the honda A Vtec works the same way? Reply 0 0 kanazai2001 says: 28/6/2007 at 2:10 pm ironically, first VALVEMATIC engine of toyota found in a VAN… NOAH and VOXY (both are the same but with different trims); it is the new 3ZR-FAE: Total cubic displacement: 1.986 L The highest output : 116kW (158PS) /6,200r.p.m. Largest torque : 196N m (20.0kg m) /4,400r.p.m. Reply 0 0 bernauli says: 20/1/2008 at 8:42 pm there is no throttle valve, this is the importance of this engine, can you all imagine!! if you push your gas, because there is no throttle valve the cam would go deeper push the valve and regulate the air!!! it’s not about the vtec or vvti it is the combination of those……i just imagine, are this kind of engine still need an super engine cleaner!! because most of it, just function to clean the throttle valve Reply 0 0 The Sabahan says: 28/4/2009 at 11:56 am the primary reason for such technology is to improve low end swirl which multivalve engine suffer that is why these engine tech is coming around. apparently the highest speed the intake air travel is through the throttle butterfly choke area(i am talking normal driving conditions) and valve opening time but the problem if you have the throttle body is that it created turbulance that hampers whatever potential the air going round the valve could muster. using the valve as throttle, on low throttle application, the highest speed of air would be generated around the valves into the combustion chamber resulting in quicker air velocities into the combustion chamber for both better atomization and swirl. swirl, determines the speed of explosion (combustion) so having a good swirl for better burning during low rpm is ciritical especially with these modern 4 valve 6500 redline engine. the turbulance too would be generated in a non-critical area which would be the combustion chamber where swirl is near turbulance itself. proton should look into this and mate it with direct injection on a very high compression ratio petrol engine if proton still fail to produce any high tech turbo diesels. to cut it short, this technology draws high velocity air even when the engine is operating on low velocity. it bring the efficientcy of both advantages together. Reply 0 0 The Sabahan says: 28/4/2009 at 12:02 pm just too add, valve throttle engines do have any throttle butterfly or flaps to control air and instead uses the cam lift. bmw’s valvetronic and nissans vvel does the same. Reply 0 0 sahad says: 10/5/2009 at 7:33 pm hi Im very like vvt-i but I need more information about valvematic Reply 0 0 hardy says: 4/12/2009 at 1:22 pm hey guys vvti and valvematics r gud but which 1 better option vvti or vtvt Reply 0 0 Trackbacks/Pingbacks Toyota Noah with Valvematic engine! says: 1/7/2007 at 1:14 am [...] of the first few cars to feature Toyota’s new Valvematic engine has been unveiled – the new generation Toyota Noah (and it’s more aggressively-styled cousin [...] Reply New Toyota Corolla Altis for Malaysians in 2008 says: 12/9/2007 at 8:26 pm [...] 2.0 liter 3ZR-FE Dual VVT-i engine making 143 PS, but if we’re really lucky we could get the Valvematic 3ZR-FAE which makes 158 PS at 6,200rpm – this would make the Toyota Corolla Altis 2.0 liter Valvematic the [...] Reply Leave a Comment Click here to cancel reply. Name Email Website Submit Comment Notify me of followup comments via e-mail Previous Story: 2009 Hyundai Elantra LPG Hybrid planned Next Story: Fiat reveals new 188hp 1.9 liter JTD M turbodiesel "); "); "); "); Search by Google Enter your search terms Web paultan.org Submit search form Navigation What is Paul Tan’s Automotive News? Privacy Policy Contact Details Car Jargon Email Subscription Disclosure Policy Advertise! Terms Of Use Search Recent Posts Team Lotus reverts to green colour scheme for 2011 Saudi Arabia’s KACST presents Proton Persona-based Aseelah car at Riyadh Motor Show 2010 Race Against The Machine Sepang 2010 contest Formula 1 to use 1.6L four-cylinder engines from 2013, ban on team orders lifted for 2011 Nissan GT-R sets new 0-100 kph benchmark – 3.046 secs VW teams with Fender for Premium Audio System Group Lotus wants to be more than just a title sponsor BMW 1-Series M Coupe is finally out in the open! Test Drive Reviews DRIVEN! 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Upgrade Now or More Info. close 32,321 Like Add to Share Embed Short URL Email MySpace orkut hi5 Blogger Live Spaces Bebo StumbleUpon Loading... This feature is not available right now. Please try again later. Sign In or Sign Up now! n2k2u | June 16, 2009 | 29 likes, 0 dislikes no description available n2k2u | June 16, 2009 | 29 likes, 0 dislikes no description available Category: Autos & Vehicles Tags: VALVEMATIC Features Link to this comment: Share to: Uploader Comments (n2k2u) n2k2u 1 year ago vtec is like old VVT-i at Toyota. After VVT-i came Dual VVT-i and after that they come wiht valvematic n2k2u 1 year ago see all Video Responses This video is a response to BMW Valvetronic see all All Comments (17) Respond to this video... Sign In or Sign Up now to post a comment! josh182389 1 day ago this can't even be compared with fiat's multi air engines... Fiat's system is far more complete and efficient josh182389 1 day ago nattawutxp 2 months ago เลีบยแบบ Honda V-tec ชัดๆ... nattawutxp 2 months ago nattawutxp 2 months ago เลีบยแบบ Honda V-tec ชัดๆ nattawutxp 2 months ago saberj2x 8 months ago @n2k2u vtec is like vvt L -i thank you for using the internet, have a nice day saberj2x 8 months ago dir114 9 months ago @dir114 BMW's valvetronic only has 2 stage valve-lift. vtec has 1 stage valve-lift. but this one has continuosly vary valve-lift. thats whay it was called as continiously variable-valve dir114 9 months ago veltpak6 10 months ago it's far more advanced than current vtec, but is it really the most advanced valve tech currently veltpak6 10 months ago veltpak6 10 months ago so this system requires no throttle body, is that correct? veltpak6 10 months ago View all Comments » 1 2 Next Reply Block UserUnblock User Loading... 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Load more suggestions This video has been added to your Favorites. This video has been removed from your Favorites. You dislike this video. Thanks for the feedback! “” results Loading... About Press & Blogs Copyright Creators & Partners Advertising Developers Help Safety Privacy Terms Report a bug Language: English Location: Worldwide Safety mode: Off Loading... Queue (0) Options Clear all videos from your Queue More information about this playlist Learn more Your queue is empty. Add videos to your queue using this button: or sign in to load a different list.Loading...Saving... Add to queue Sign in to add this to a playlist || Toyota ZR engine From Wikipedia, the free encyclopedia Jump to: navigation, search 2ZR-FE Introduced in 2007 by Toyota Motor Corporation, the ZR engine family uses a DOHC 16-valve cylinder head with a 4-cylinder die-cast block. Engines displace either 1.6 liters, 1.8-liters or 2.0-liters. All engines in this family are equipped with Toyota's dual VVT-i technology that optimizes both intake and exhaust valve timing. This engine family is also first to use Toyota's Valvematic system first appearing on the Noah and Voxy in 2007 and then the European Avensis in 2009. Contents 1 1.6-liter 1.1 1ZR-FE 1.2 1ZR-FAE 1.3 4ZR-FE 2 1.8-liter 2.1 2ZR-FE 2.2 2ZR-FAE 2.3 2ZR-FXE 3 2.0-liter 3.1 3ZR-FE 3.2 3ZR-FAE 4 Production 5 References 6 External links 7 See also [edit] 1.6-liter [edit] 1ZR-FE The Toyota 1ZR-FE is a DOHC, 16-valve, 1.6 L (1598cc) engine equipped with dual VVT-i. This engine is available with either manual gearbox (5 Speed) or a "multi-mode" manual transmission (MM-T 5 Speed). Output for this engine is rated at 124 hp (92 kW) at 6000 rpm and 116 lb·ft (157 N·m) of torque at 5200 rpm net. Specs: Engine type : In-Line 4-cylinder DOHC 16-valve Bore x Stroke : 80.5 x 78.5 mm Compression Ratio : 10.2:1 Applications: Toyota Auris (ZRE151) (Europe only) Toyota Corolla (ZRE151) (Europe only) [edit] 1ZR-FAE The Toyota 1ZR-FAE is a DOHC, 16-valve, 1.6 L (1,598 cc) engine also equipped with Dual VVT-i and Valvematic. Output for this engine is rated at 130 hp (97 kW) at 6,400 rpm and 118 lb·ft (160 N·m) of torque at 4,400 rpm for the Avensis[1]. Applications: Toyota Auris (ZRE151) (Europe only) Toyota Avensis (ZRT270) Toyota Verso (ZGR20) Lotus Elise 1.6 [edit] 4ZR-FE Output for this engine is rated at 87 kW at 6000 rpm and 150Nm of torque at 4400 rpm. Applications: Toyota Corolla EX (ZRE120) (China only) Toyota Yaris (ZSP91) (China only) Toyota Vios (ZSP92) (China only) [edit] 1.8-liter [edit] 2ZR-FE The Toyota 2ZR-FE is a DOHC, 16-valve, 1.8 L (1797 cc) engine also equipped with Dual VVT-i. This new engine is now replacing the 1ZZ-FE engine in most applications. Output for this engine is rated at 132 hp (98 kW) at 6000 rpm and 128 lb·ft (174 N·m) of torque at 4400 rpm for the Corolla, Matrix, and Vibe and 128 hp and 126 lb ft of torque in the Scion xD. Specs: Engine Type : In-Line 4-cylinder DOHC 16-valve Bore x Stroke = 80.5 x 88.3 mm Compression Ratio : 10.0:1 Weight : 97 kg (without fuel) Applications: Toyota Allion (ZRT260/265) Toyota Premio (ZRT260/265) Toyota Corolla (ZRE142/152) Toyota Auris (ZRE152/154) Toyota Yaris (ZSP90) (Europe only) Toyota Matrix/Pontiac Vibe (ZRE142) (North America only) Scion xD (ZSP110) [edit] 2ZR-FAE The Toyota 2ZR-FAE is a DOHC, 16-valve, 1.8 L (1797 cc) engine also equipped with Dual VVT-i and the Valvematic system. This all-new engine is now replacing the 1ZZ-FED engine in most applications. Output for this engine is rated at 147 hp (110 kW) at 6400 rpm and 132 lb·ft (179 N·m) of torque at 4000 rpm for the Avensis. Applications: Toyota Auris (ZRE152) (Europe and Japan only) Toyota Avensis (ZRT271) Toyota Corolla Axio (ZRE142/144) (Japan only) Toyota Corolla Fielder (ZRE142/144) (Japan only) Toyota Corolla Rumion (ZRE152/154) (Japan only) Toyota iSt (ZSP110) (Japan only) Toyota Wish (ZGE20/25) Toyota Verso (ZGR21) [edit] 2ZR-FXE The Toyota 2ZR-FXE is a 1.8 L (1798 cc) Atkinson cycle variant of the 2ZR-FE.[2] It has the same bore and stroke, but the compression ratio is increased to 13.0:1, and the inlet valve closing is retarded. The net result is that the engine has a greater effective expansion than compression. Output is 73 kW (98 hp) at 5200 rpm with 142 Nm (105 ft·lbf) of torque at 4000 rpm. Applications: 2011 Lexus CT200h 2010 Toyota Auris Hybrid 2010 Toyota Prius (ZVW30) [edit] 2.0-liter [edit] 3ZR-FE The Toyota 3ZR-FE is a 2.0 L (1,986cc) DOHC, 16-valve engine with Dual VVT-i. A flex fuel version was introduced in March 2010 in Brazil with 152 PS when running on ethanol. Its compression ratio is 12.0:1. Specs: Engine type : In-Line 4-cylinder DOHC 16-valve Bore x Stroke : 80.5 × 97.6 mm Compression Ratio : 10.0:1 143 PS (105 kW) at 5,600 rpm 194 Nm (19.8 kg.m) of torque 3,900 rpm 31.5 mpg 13.4 km/L fuel consumption (10-15 Japanese test cycle) Applications: 2007 Toyota Voxy (ZRR70/75) 2007 Toyota Noah (ZRR70/75) Toyota Avensis (ZRT272) (ex. Europe) 2009 Toyota Corolla (Altis) (ZRE143) (Asia-Pacific ex. Japan) [edit] 3ZR-FAE 3ZR-FAE Toyota's newest addition to the ZR series is the 3ZR-FAE. It is a 2.0 L (1,986cc) DOHC, 16-valve engine with Toyota's new variable lift intake technology or Valvematic. Specs: Engine type : In-Line 4-cylinder DOHC 16-valve Bore x Stroke : 80.5 × 97.6 mm Compression Ratio : 10.0:1 158 PS (155 hp/116 kW) at 6,200 rpm 144 lb·ft (195 N·m) of torque 4,400 rpm 33 mpg 14.2 km/L fuel consumption (10-15 Japanese test cycle) 164 g/km of CO² emissions Applications: Toyota Allion (ZRT261) Toyota Premio (ZRT261) Toyota RAV4 (ZSA30/35) (Europe only) Toyota Avensis (ZRT272) Toyota Wish (ZGE21/22) Toyota Voxy (ZRR70/75) Toyota Noah (ZRR70/75) [edit] Production The 1.6L and 1.8L ZR engines are built in Tianjin FAW Toyota Engine Co., Ltd. (TFTE) Plant No. 2, beginning in April 2007.[3] [edit] References ^ http://www.toyotagb-press.co.uk/protected/vehicles/current/press_packs/avensis/tech_spec.pdf ^ http://pressroom.toyota.com/pr/tms/toyota/document/2010_Prius_Product_Info_FINAL.pdf ^ Tianjin FAW Toyota Engine's Plant No. 2 to Mark Engine Production Start [edit] External links News Release 27 June 2007, Toyota Launches Fully Redesigned Voxy and Noah Toyota reveals new Valvematic technology for ZR engine family Toyota China Vios Site [edit] See also Wikimedia Commons has media related to: Toyota ZR engines List of Toyota engines List of Toyota transmissions || Yahoo! My Yahoo! Mail Help Sign In New User? Sign Up Yahoo! Search Web Search Yahoo! Cars Search Yahoo! Cars Photos Search Yahoo! Cars New & Used if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['9t8CQFf4eEM-']='&U=13ldmcbch%2fN%3d9t8CQFf4eEM-%2fC%3d200101456.201965577.203250011.200060250%2fD%3dN%2fB%3d200784459%2fV%3d1'; HomeBuy New & UsedNewsReviewsFeaturesPhotosVideoMotor ShowsParis Motor Show 2010British Motor Shows 2010Geneva Motor Show 2010Detroit Auto Show 2010LA Auto Show 2009Tokyo Motor Show 2009Frankfurt Motor Show 2009GreenFirst DrivesGeneral ReviewsTwin TestsLong TermWomen´s ReviewsVan ReviewsActualit� automobile sur Yahoo! Auto - news, nouveaut�s if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['_N8CQFf4eEM-']='&U=12ao50af2%2fN%3d_N8CQFf4eEM-%2fC%3d-1%2fD%3dMH%2fB%3d-1%2fV%3d0'; Show more Photos Related Content » Toyota Prius» Toyota iQ» Toyota Avensis Tourer Photos : Toyota Toyota Auris 1.6 Valvematic : CASH IN THE MATIC Expert Rating: Toyota's 1.6-litre Valvematic Auris has value on its side. Steve Walker reports.The car industry is a difficult thing to stay on top of. Just when you think you've got a handle on the latest trends and conventions, they have a nasty habit of shifting, perceived wisdom morphing into a load of old rubbish in the blink of an eye. Family hatchback buyers doing their research over the last few years can't help but have noted the popularity of diesel-engines. They'll have been shown the superior fuel economy and torque you get from a diesel and told that the petrol alternatives were lagging behind. This was undoubtedly true but, inevitably, the car industry has been on the move again and petrol engines like the 1.6-litre Valvematic in Toyota's Auris are fighting back.Diesel leapt ahead of petrol in the desirability stakes with the arrival of the common-rail injection technology which is now used by every mainstream manufacturer. It brought new levels of refinement, efficiency and performance to affordable diesel cars and petrol began to look a little passé. More recently, petrol has been fighting back with some smart technology of its own. The use of turbocharging has allowed more performance to be extracted from smaller, more economical engines, while technology like Toyota's Valvematic has refined the combustion process to the point where valves and injectors respond to the driver's inputs, optimising economy or performance as required. It's all clever stuff but what does it mean for great petrol vs diesel debate? The 1.6-litre Dual VVT-i engine that the Toyota Auris was launched with was no dullard. Its variable valve timing technology treated every last droplet of unleaded like it was Château Lafite Rothschild 1996. This 1.6-litre Valvematic unit refines the process with a series of modifications that Toyota dubs Optimal Drive. You'd need a degree in engineering to understand the more convoluted tinkering but the key improvement is that the amount of valve lift is now controlled by the engine management computer as well as the timing of both inlet and exhaust valves. The results include an 8bhp increase in power to 131bhp and a nine per cent boost to economy. Torque might not be of diesel engine proportions but the 160Nm is available usefully low in the rev range at 4,400rpm helping the 1.6-litre Auris to a 0-62mph sprint of 10s and a 121mph top speed. Specifying the MultiMode automatic transmission blunts 0-62mph performance by nearly two seconds."The Auris is a car that makes all kinds of financial and practical sense"The Auris has never been the most thrilling prospect from a driver's perspective but it's still above the class average in the way it goes stops and turns. The steering and suspension lack the feedback that other manufacturers work so hard to build into their cars but in time honoured Toyota fashion, the Auris is comfortable, refined and easy to drive. Rather than anything extreme, the Auris' exterior shape is `evolutionary.' A less charitable verdict would be unadventurous. If Toyota really wanted to position the Auris as a different and higher quality car than the old Corolla, step one should be to ensure it doesn't look broadly similar in dimension and style to that car. Yet despite the neater touches, well, it does. While Toyota senior suits talk about J-factor, vibrant clarity and emotional identity, most of us think it represents a missed opportunity. The car is thoroughly inoffensive but lacks the sparkle to stand out in a family hatch sector that's increasingly full of good-looking alternatives. Toyota obviously sees the bigger picture and has gone for mass appeal in the worldwide market rather than pandering to cappuccino drinking Europeans. The cabin is smart and well built with a clear dash design and OPTITRON instruments but materials quality is slightly hit and miss. There's also a significant lack of oddments stowage space. For a car that namechecks the Volkswagen Golf amongst its key rivals, the Auris is more than a little behind the curve here. On the plus side, longer overhangs offer decent luggage capacity (354 litres) and generous rear legroom. The 1.6-litre Valvematic engine is slotted into two mainstream trim grades, TR and T Spirit. It's available as a TR with either the three or five door bodystyles but the plush T Spirit is five-door only. The pricing looks competitive next to equivalent engine options offered in key rivals like Ford's Focus, Vauxhall's Astra and Volkswagen's Golf but it's particularly tempting compared to the diesel alternatives. Toyota charges a £800 premium for its 1.4-litre D-4D diesel engine which is extremely economical but noticeably slower than the Valvematic. To get an oil-burner with stronger performance, you'll need the 2.0-litre D-4D and another £2,500. Equipment on the TR is fairly comprehensive. Buyers get the Auris safety kit of front, side and curtain airbags plus a driver's knee airbag, ABS and EBD but there's no stability or traction control. Electric windows, electric heated mirrors, dual-zone air conditioning, a six speaker stereo and 16" alloy wheels are also included. In addition, the T Spirit has keyless entry, rain sensing wipers and automatic headlamps. With the standard six-speed manual gearbox, the 1.6-litre Valvematic Auris returns 43.5mpg but the MultiMode automatic actually increases economy to 45.6mpg. Both are some way short of the kind of parsimony that owners of diesel-powered Auris models benefit from with the 1.4 D-4D returning over 60mpg and the 2.0-litre D-4D getting 54mpg but considering the price differential, the Valvematic will make sense for many buyers. Emissions are measured at 153g/km for the manual car. Toyota are very keen to push this petrol-powered Auris with Fleet customers who are likely to appreciate its mix of low upfront costs, reliability and economy better than most. Compared to the market's top selling models, it looks like an astute financial bet for business and private buyers alike. Diesel was shaping up as an increasingly compelling choice for buyers of family hatchbacks but the latest crop of petrol engines is redressing the balance. Toyota's 1.6-litre Valvematic petrol engine as fitted to the Auris is a prime example of a modern petrol unit that stacks up well in monetary terms compared to the diesel alternatives. Indeed, it does a commendable job of trumping the equivalent petrol engines offered by rival manufacturers too. If you can live with the dull but worthy Auris package, the 1.6 Valvematic should do wonders for your bottom line. The Auris is a car that makes all kinds of financial and practical sense but you can't help wishing that it had a little more personality. With the 1.6 Valvematic engine it's a typically sensible effort from Toyota and if the marque ever gets the hang of enthralling design and showroom wow factor, its rivals will really be in trouble.Facts At A Glance CAR: Toyota Auris 1.6 Valvematic PRICES: £13,895-£15,835 - on the road INSURANCE GROUPS: 5E-6E CO2 EMISSIONS: 153g/km PERFORMANCE: 0-60mph 10.0s / Max Speed 121mph FUEL CONSUMPTION: (urban) 53.6 (extra urban) 52.3 (combined) 43.5 mpg STANDARD SAFETY FEATURES: Nine airbags / ABS /EBD WILL IT FIT IN YOUR GARAGE?: [5dr] length/width/heightmm 4220/1760/1515 Build Comfort Depreciation Economy Equipment Handling Insurance Performance Styling Value Friday April 24 Send by Messenger Email this article Print ADVERTISEMENT if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['998CQFf4eEM-']='&U=13oh1t1sk%2fN%3d998CQFf4eEM-%2fC%3d200101456.201942216.203232434.201252045%2fD%3dLREC%2fB%3d200784458%2fV%3d1'; Car Videos Paris Motor Show See the world's newest carsbefore they hit the road. 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To learn more about how we use your information, see our » Privacy Policy if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['AeACQFf4eEM-']='&U=13oudc7nq%2fN%3dAeACQFf4eEM-%2fC%3d200071361.201868164.203117308.201371868%2fD%3dBLAP%2fB%3d200814485%2fV%3d1'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['_98CQFf4eEM-']='&U=12cpbfuvu%2fN%3d_98CQFf4eEM-%2fC%3d-1%2fD%3dRTG1%2fB%3d-1%2fV%3d0'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['AeACQFf4eEM-']='&U=13oudc7nq%2fN%3dAeACQFf4eEM-%2fC%3d200071361.201868164.203117308.201371868%2fD%3dBLAP%2fB%3d200814485%2fV%3d1'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['AuACQFf4eEM-']='&U=12dagvp43%2fN%3dAuACQFf4eEM-%2fC%3d-1%2fD%3dYMPIX%2fB%3d-1%2fV%3d0'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['_98CQFf4eEM-']='&U=12cpbfuvu%2fN%3d_98CQFf4eEM-%2fC%3d-1%2fD%3dRTG1%2fB%3d-1%2fV%3d0'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['_t8CQFf4eEM-']='&U=13plq8dd3%2fN%3d_t8CQFf4eEM-%2fC%3d200059816.201632878.202868799.201153647%2fD%3dADBCN%2fB%3d200780185%2fV%3d1'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['AeACQFf4eEM-']='&U=13oudc7nq%2fN%3dAeACQFf4eEM-%2fC%3d200071361.201868164.203117308.201371868%2fD%3dBLAP%2fB%3d200814485%2fV%3d1'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['_98CQFf4eEM-']='&U=12cpbfuvu%2fN%3d_98CQFf4eEM-%2fC%3d-1%2fD%3dRTG1%2fB%3d-1%2fV%3d0'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['AeACQFf4eEM-']='&U=13oudc7nq%2fN%3dAeACQFf4eEM-%2fC%3d200071361.201868164.203117308.201371868%2fD%3dBLAP%2fB%3d200814485%2fV%3d1'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['AuACQFf4eEM-']='&U=12dagvp43%2fN%3dAuACQFf4eEM-%2fC%3d-1%2fD%3dYMPIX%2fB%3d-1%2fV%3d0'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['_98CQFf4eEM-']='&U=12cpbfuvu%2fN%3d_98CQFf4eEM-%2fC%3d-1%2fD%3dRTG1%2fB%3d-1%2fV%3d0'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['_t8CQFf4eEM-']='&U=13plq8dd3%2fN%3d_t8CQFf4eEM-%2fC%3d200059816.201632878.202868799.201153647%2fD%3dADBCN%2fB%3d200780185%2fV%3d1'; if(window.yzq_p==null)document.write(""); if(window.yzq_p)yzq_p('P=Yo9Ds1f4ec9uHpqWTQID7wFQUd_.BU0FLyQACLY1&T=14guvi9db%2fX%3d1292185380%2fE%3d97572518%2fR%3dukie_cars%2fK%3d5%2fV%3d1.1%2fW%3dJR%2fY%3dUKIE%2fF%3d816524295%2fG%3dCnVraWVkYXRhCgo-%2fS%3d1%2fJ%3dCD79F857'); if(window.yzq_s)yzq_s(); || HOME NEW CARS NEW VANS USED CARS CAR NEWS HELP MY BUYACAR SIGN IN / REGISTER Review of the new Toyota Avensis 1.8 Valvematic TOYOTA AVENSIS BUY A NEW AVENSIS BUY A USED AVENSIS SUMMARY NEW CAR REVIEW USED CAR REVIEW SAFETY VALVE TOYOTA AVENSIS 1.8 VALVEMATIC (7.6 out of 10) REVIEW DATE: 2008-12-09 18:33:00.0 Toyota's latest Avensis is aiming to retain its core attributes while injecting a little more sparkle into proceedings. Steve Walker checks out the 1.8 petrol model. TOYOTA AVENSIS 1.8 VALVEMATIC NEW CAR ROAD TEST The Toyota Avensis has always focused on being solid and dependable and the latest version follows that familiar theme. In 1.8-litre petrol form, it delivers high levels of comfort and refinement with good performance given the engine size and strong economy. Build quality is first rate, equipment levels are high and the interior is neatly designed. When Toyota finally gets a handle on design flair and handling verve, it'll be unstoppable. Toyota freely admits that its second generation Avensis was somewhat dull. It's a refreshingly open approach at a time when most manufacturers would rather put their hands up to a spate of arson attacks on orphanages than concede that one of their products is anything less than wonderful. Admitting your mistakes can often be a first step on the road to rectifying them which is partly why hopes were reasonably high for the third generation Avensis. Here we look at that car in 1.8-litre Valvematic petrol form. It's not the most obvious point in the range to seek out an injection of charisma but it is a version that will account for quite a chunk of overall sales.Toyota's strengths are well known. It builds practical, functional cars to very high standards of fit and finish, instilling them all with its trademark dauntless reliability in the process. What it struggles to do is to design the sort of vehicle that has prospective buyers swooning with admiration in the showroom and distracted pedestrians tripping over their dogs when one passes them in the street. If Toyota could do that, it'd be borderline unbeatable. The hope with today's Avensis is that it can nudge the marque's dull but worthy medium range family car model line in a more desirable direction. The car is built in the UK at the Burnaston plant which deserves to carry some weight with buyers over here and in the shape of the 1.8-litre Valvematic unit, it has an engine that's very much of the times. The 1.8-litre petrol engine acts as the mid-point to the Avensis petrol range in the UK. It employs Toyota's latest generation petrol engine technology which is known as Valvematic. This is a progression from the previous generation dual VVT-i powerplants because as well as varying the valve timing according to throttle inputs, it can also adjust the valve lift. The end result is greater efficiency manifested in better fuel economy and more power. This 1.8-litre engine develops an impressive 147bhp and can sprint from zero to sixty in 9.4s. Most notable however is its torque, which gives far better flexibility at lower to medium engine speeds than Toyota's less advanced VVT-i powerplants did. The engine sounds sweet enough and doesn't become harsh if you do hold onto the gears. Motorway refinement is also strong. The engine is certainly good enough to raise questions over the need for the 152bhp 2.0-litre Valvematic engine that sits above it in the range. "The Avensis is another example of Toyota doing what it does well.." If you've experience of other Avensis models, you won't get into this third generation one expecting to embark on a rollercoaster ride of thrills and exhilaration. Toyota's past efforts have been competent from a driving perspective and little more but we can state from the outset here that this Avensis is something more. I'm willing to push the boat right out and declare it 'extremely competent'. That's praise indeed. At least, it is for a Toyota saloon. The Avensis serves up an assured ride and maintains its composure even if you corner it fairly quickly. It will fidget a little over minor surface imperfections and the seats could be more supportive but this is a genuinely comfortable car. The steering has a nice weight and the wheel is well shaped but there's little feedback and a lack of accuracy from the helm. The Avensis is neither one of the best nor worst handlers in the sector and that middle of the road position is a step forward for Toyota. As a tool for commuting and devouring motorway marathons, however, it's much nearer the top of the pile.Much of the desirability that Toyota has set its sights on achieving with the Avensis is rooted in the way a car looks. There's no doubt that Toyota's designers have been allowed to let their hair down a little but, at risk of overplaying the metaphor, it looks like the top brass have drawn the line at dreadlocks and bubble perms. The car still plays it very safe. The shallow side windows, defined shoulder line and raked windscreen give some purpose and there are nice touches, particularly around the rear of the saloon version, but the unusual headlamps and deep grille still need work. Inside, the cabin is sober but predictably well put together. There are some upmarket finishes and the controls layout is as easy to fathom as you could wish for. Everything works and feels like it will continue to do so for a long time to come. The Avensis has resisted the trend amongst large family cars to indulge in serious middle age spread between generations. It's scarcely any bigger than the MKII car. This means that it lags behind the sector's most spacious offerings but there's still room for a couple of six-footers in the rear and the boot is nothing to be sniffed at. The car uses fully independent suspension all-round and Toyota has assembled a fine line-up of transmission options, the 1.8-litre engine being offered with the six-speed manual or a 7-speed CVT 'box that's dubbed Multidrive S.There are four Avensis trim levels but as a 1.8-litre Valvematic customer, your choice will be limited to entry-level T2, the second rung TR and the T4 models. The basic package includes air-conditioning, a 6-speaker stereo system, electric heated mirrors, an electronic parking brake and remote central locking. The TR is the most popular trim level in the whole range and it adds 17" alloys wheels, front fog lights, automatic lights and wipers, cruise control with a speed limiter, electric rear windows and an AUX input for an MP3 player. Toyota isn't offering a hatchback, so buyers can either choose the saloon or the Tourer estate at a premium of just under £1,000. All models have VSC+ stability control and an array of airbags.The medium range family car sector has been losing customers to premium range compact executive models for some time now so there's no surprise that Toyota is following the lead of the market's other major players in aiming to push the Avensis upmarket. There's certainly plenty of equipment and advanced features but Toyota has resisted the urge to increase the price accordingly, keeping the car at similar levels to its predecessor.The advanced combustion system on Toyota's Valvematic engines comes with major cost benefits. The 1.8-litre unit achieves economy or 43.5mpg on the combined cycle with CO2 emissions of 154g/km. This marks it out as one of the most efficient engines of its size in the sector and will go down a storm with the fleet customers that constitute the lion's share of the medium range market. It's true that close to 80 per cent of all Avensis models will find their way into the hands of company car users and Toyota is at great pains to emphasise what a cost-effective product the Avensis will be for fleet customers. Strong residual values and long service intervals will work in conjunction with the efficient engines to maximise affordability.The Toyota's Avensis has always been a car that you bought with your head while your heart wasn't looking and despite attempts to instil the latest model with some additional pizzazz, that seems unlikely to change. The Avensis drives competently and is extremely well put together, while the Valvematic technology gives Toyota's petrol engines a real edge in efficiency over most rival units. In 1.8-litre form particularly, it's a car that's well-suited to the number-crunching fleet managers who green light most purchases in the medium range sector but private buyers spending their own money might want a little extra excitement.The Avensis is another example of Toyota doing what it does well. Even in 1.8-litre petrol form, the car gets the basics right and would serve ably as a comfortable, reliable, affordable family car. The fun factor is still sadly lacking but by playing to its strengths, the Avensis will persuade buyers who keep their heads screwed on and their hearts on a tight leash. TOP 5 AVENSIS DEALS The results below show the top AVENSIS deals on buyacar Toyota Avensis 1.8 V-matic T4 Nav 5dr Tourer Price 18653.00 Read Avensis Reviews Save 4058.24 Toyota Avensis 1.8 V-matic T4 Nav 5dr CVT Auto Tourer Price 19462.00 Read Avensis Reviews Save 4247.99 Toyota Avensis 1.8 V-matic T2 4dr Saloon Price 11490.00 Read Avensis Reviews Save 3101.43 Toyota Avensis 1.8 V-matic T2 5dr Tourer Price 15393.00 Read Avensis Reviews Save 3293.87 Toyota Avensis 1.8 V-matic TR Nav 4dr Saloon Price 16214.00 Read Avensis Reviews Save 3486.31 VIEW MORE DISCOUNT AVENSIS DEALS RATING OUT OF 10 For AVENSIS 1.8 VALVEMATIC OVERALL 7.6 OUT OF 10 Performance 6 Comfort 8 Handling 7 Economy 8 Space / Versatility 7 Styling 7 Equipment 8 Build 9 Depreciation 8 Insurance 8 Value 8 VIEW DISCOUNT AVENSIS Let our car quote assistant help you configure your ideal new Avensis - it's 100% free and easy to use... AVENSIS MODELS & PRICES Click below for more information: Avensis Diesel Saloon Diesel, 4 Door Saloon, 5 Seats, From �15,359 Avensis Diesel Tourer Diesel, 5 Door Estate, 5 Seats, From �16,180 Avensis Saloon Petrol, 4 Door Saloon, 5 Seats, From �11,490 Avensis Tourer Petrol, 5 Door Estate, 5 Seats, From �14,997 NEW AVENSIS REVIEWS Toyota Avensis D-4D Range SLOW BURNER Toyota Avensis 1.6 Valvematic RELEASE THE VALUE VALVE Toyota Avensis 1.8 Valvematic SAFETY VALVE Toyota Avensis Range TOY WONDER Toyota Avensis 2.2 D-CAT 150 CAT EYED ALTERNATIVE AVENSIS REVIEWS BIG AVENT USED AVENSIS REVIEWS SO SOLID DEBUT SMOOTH OPERATOR ADVANTAGE AVENSIS THINGS TO DO WITH THIS PAGE Email this page to a friend Bookmark this page Make a comment Report a problem Tag this page About us Contact us FAQ's Loans Buyacar blog Copyright © 2010 Buy a car ltd Site Map SiteNav TOYOTA AVENSIS Click to go back: Cars Toyota Toyota Avensis Toyota: Auris Avensis Aygo IQ Landcruiser Prius RAV 4 Urban Cruiser Verso Yaris Toyota Avensis Toyota Avensis Home Review of New Toyota Avensis D-4D Range's Read all Toyota Avensis Reviews Find a new Toyota Avensis New Car Search Search by car: Or by budget: Advanced Search Find a Car Review Call us now 0845 226 0101 CLICK HERE FOR CONTACT DETAILS AND OPENING HOURS 0845 226 0101 Contact Buyacar › Live Help › Buyer's Guides › About Buyacar › Value My Car › See Top Deals › My Buyacar ›