The most accurate Toyota Innova MPG estimates based on real world results of 1.0 million miles driven in 98 Toyota Innovas.

KUALA LUMPUR, Feb 18 ― After testing the all-new Toyota Innova in mid-December 2016, I got my hands on a test unit, courtesy of UMW Toyota Motor Sdn Bhd, for a more in-depth test, with particular attention to be paid on the subject of fuel consumption. I did say in my article then that I would be looking forward to doing a longer test drive to check out the fuel consumption, and UMW Toyota was prompt to offer the second test with no questions asked. Actually I was quite sceptical as to whether this gasoline-powered 2.0 litre Toyota Innova would even make the grade, considering the fact that I had actually driven the 2.8 litre diesel-powered variant in India just a few days before the local Innova test drive.

Going over the specifications again, there are numerous improvements over the outgoing model that should contribute to improvements in fuel consumption ― these include:- Download free sandra paintings in yellow rare.

1. An improved engine that now features Dual VVTi (Variable Valve Timing for both inlet and exhaust side, plus variable ignition timing) which is one level higher than the older engine it replaces. Power output is 139PS, up 3PS, while maximum torque is just 1 Nm more at 183Nm.

2. A six-speed automatic transmission, and (I suspect) a new final drive ratio which accords more flexibility in gearing, plus a higher top gear ratio to allow high speed travel with lower engine revolutions. The gain, if any, in fuel consumption would be mainly attributable to this one component; the previous model had a 4-speed auto. The new model is also offered with a 5 speed manual transmission, and although I have not tested the manual, I would expect little or no improvement in fuel consumption when comparing the two manual transmission units.

Whilst the new drive train would make positive contributions to fuel consumption, the additional accessories, trim and goodies put into the new Innova gives it a penalty of 105 kilogrammes ― this in turn sets it back a little in terms of fuel consumption, but overall, there appears to be a substantial improvement in fuel consumption, which I shall explain in more detail forthwith.

Bearing in mind that driving style can affect fuel consumption, I decided to adopt what I would call a “typical” driving style. The whole idea is to try to emulate the driving style of about 80 percent of the drivers of such a vehicle ― light to moderate acceleration, lifting off between 3,500 to 4,000 rpm to allow an up-shift, cruise at between 100 to 120km/h on highways, and maintain between 80 ― 90 km/h on trunk roads. Overtaking is done with full throttle (for safety) and once safely past, I would go back to normal cruising speed. The air-conditioner was on at all times, and in the typical Malaysian style, I had the temperature set on ‘Lo’ and fan speed on the second speed.

The first 109 kilometres I drove the Innova after resetting the on-board display was in an urban environment, in Petaling Jaya to be precise ― there was the usual heavy traffic that is typical of Petaling Jaya, and I got my first figure ― 13.2 litres per 100 kilometres. This is actually quite an encouraging figure, but perhaps I was light-footing it a little, because I expected the consumption to be a little worse than that. To put things in the right perspective, I did not venture out during the rush hour periods; if I did, then it’s anybody’s guess what type of ridiculously high consumption numbers I would get.

I reset the odometer and the fuel consumption numbers, and took the next step ― long distance driving. Starting from Centre Point Petaling Jaya, my drive partner and I joined the NKVE at the Damansara interchange (Exit 106), heading towards Klang. Taking the turn-off at Shah Alam, we joined the Elite highway heading towards Putrajaya, and took the Putrajaya exit to join the Putrajaya Dengkil expressway, after which we took the rather crowded Salak Tinggi ― Nilai highway.

Again, using my “typical” driving style, my first 100 kilometres on highway driving yielded 7.8 litres per 100 kilometres, which is quite impressive, considering the kerb weight is 1,715 kg.

Moving on, we took the trunk road section from Salak Tinggi, through Sepang and on to Port Dickson. The road conditions changed from smooth driving in a highway type environment to a winding country road, with moderate traffic ― fuel consumption went up from the 7.8 litres per 100km to 8.5 litres per 100km by the time we hit 139 kilometres. We had to do some heavy overtaking of slow traffic, and the consumption went up because of the need to floor the accelerator every once in a while.

From the consumption figures above, I must say that I am pleasantly surprised at the results. In terms of absolute power, the Innova will not be breaking any land speed records, nor is it a sporty vehicle in any way. Its power is actually quite marginal, but there is enough if you are not too demanding. If you are the type who is always pushing pedal to the metal, the fuel consumption is likely to suffer, and you are advised to wait for the diesel version, but whether it will make its way here or not is another matter.

The ToyotaTR engine is a family of gasoline engines that appeared in 2004. They are mainly used for vehicles in the Toyota IMV platform such as the HiLux, Innova, and Fortuner; and are designed to be mounted longitudinally for pickup RWD and 4WD pickup applications.

1TR-FE[edit]

The 1TR-FE is a 2.0 L (1,998 cc) Straight-4gasoline engine. It features DOHC, 16 valves and VVT-i. Its power is 100 kW (134 hp; 136 PS) at 5,600 rpm, and 18.6 kg⋅m (182 N⋅m; 135 lbf⋅ft) of torque at 4,000 rpm with redline of 6000 rpm.

Just like its sister, the 2TR-FE engine, the 1TR-FE engine also received a Dual VVT-i update. The updated power is 102 kW (137 hp; 139 PS) at 5,600 rpm.

Applications

1TR-FPE[edit]

The 1TR-FPE is an LPG version of the 1TR-FE engine. Its power is 85 kW (114 hp; 116 PS) at 4,800 rpm and torque is 19.3 kg⋅m (189 N⋅m; 140 lbf⋅ft) at 3,700 rpm. The compression ratio is 10.6:1. Bore and stroke is 86 mm × 86 mm (3.39 in × 3.39 in).^[1]

Applications

• Toyota Comfort Taxi
• Toyota Dyna Medium-Duty Truck

2TR-FE[edit]

The 2TR-FE is a 2.7 L (2,693 cc) Straight-4 gasoline engine. It features DOHC, 16 valves and VVT-i. Maximum power is 118 kW (158 hp; 160 PS) at 5,200 rpm, and 25.1 kg⋅m (246 N⋅m; 182 lbf⋅ft) of torque at 3,800 rpm with redline of 5500 rpm. The bore and stroke are 95 mm × 95 mm (3.74 in × 3.74 in). Average fuel consumption using the JC08 method is 9 km/L (25 mpg_‑imp; 21 mpg_‑US).

The 2TR-FE received updates in 2015 to feature Dual VVT-i. The maximum power with Dual VVT-i is 120 kW (161 hp; 163 PS) at 5,200 rpm, and 25 kg⋅m (245 N⋅m; 181 lbf⋅ft) of torque at 3,800 rpm.^[2]

Applications

• Toyota Land Cruiser Prado (updated with Dual VVT-i)
• Toyota Fortuner (updated with Dual VVT-i)
• Toyota Tacoma (updated with Dual VVT-i)
• Toyota Coaster (Bolivia and Hong Kong)
• Toyota Innova (in some countries)
• Toyota Hilux (in some countries and updated with Dual VVT-i)
• Toyota 4Runner (2010 MY)
• GAC Changfeng Liebao Q6 (Four wheel drive based on the Mitsubishi Pajero V20 for the Chinese market under GAC Changfeng since 1995; aka Liebao Heijingang/Qibing (2002/2009 until 2014)

See also[edit]

References[edit]

1. ^'Crown Comfort Specs'. Toyota. 2010. Archived from the original on 11 January 2010. Retrieved 2 June 2010.
2. ^'トヨタ 夏改良予定のランクルプラド情報' [Toyota Land Cruiser Prado's Engine Update]. Car Drive. Japan. 26 April 2015. Retrieved 18 May 2015.