Toyota Land Cruiser 200 is available with various types of engines. The most common is 8 2UZ-FE with a volume of 4.7 liters, recognizable from other cars of this company. After the 2012 update, the 4.6-liter 1UR-FE with 309 hp became the leader. The 4.5-liter turbodiesel 1VD-FTV Land Cruiser 200 received from the very beginning.
Auto mechanics are familiar with 2UZ-FE on the positive side. Starts up great in the cold, does not eat oil. Of the negative points - the dependence of the bearings of the bypass rollers of the belt on the presence or absence of protection from below. If it is not there, then they will break down quickly enough with all the ensuing problems. A broken belt can be caused by a leaking pump. It is located deep in the collapse of the cylinder block, tied to the timing drive and driven by a bending moment. The first problems can begin long before 100 thousand km. But it is far from always possible to see this, only if by the level of antifreeze. Need to control it! Otherwise, when the coolant crystallizes due to high temperatures, there is a risk of the belt breaking.
1UR-FE with combined injection also first appeared not on the TLC 200, but on the Lexus GS. Here, it lacks dual nozzles, left unchanged the gas distribution system, hollow camshafts and, unfortunately, problems similar to 2UZ. The pump in the new 8-ke is started by a separate belt, but this does not prevent it from still being a source of leaks and problems. In other aspects, the new "eight" is similar to the old one. It also has excellent starting qualities, no oil overeating and a good resource. Neither the hydraulic valve lifters nor the chain, according to which the definition of “long service life” is more or less like reality, let us down.
It is surprising that the 1VD-FTV diesel engine also has a weak point - this is a water pump. It can work for a long time, but also loses tightness up to 50 thousand km. Until 2009, this motor had another problem - oil consumption. However, the information on this is quite contradictory. There are those who complain and there are those who don't. Dealers claim such an expense - about 1 liter per 2-3 thousand km. They dumped it on the vacuum pump, then on the piston rings. There are no official comments on this matter.
But in another, a diesel 8 with a cast-iron block and two turbines is good. It does not interfere with minor problems, there is no particulate filter on it. EGR only needs to be cleaned and refueled at decent gas stations. It's nice that the fuel pump has a system for indicating its contamination. To "refresh" the element, it is enough just to remove the condensate. Separ will not be superfluous, but before installing it is worth finding out if this will affect your warranty. However, I believe that this particular engine is the best and will have the least problems with it.