When it comes to purchasing a car, most buyers prioritize reliability and for good reason. Nobody wants to invest in a vehicle only for it to be in the shop constantly.
Since the engine is arguably the heart of any automobile, it’s a logical place to begin evaluating a vehicle’s dependability. Engines are complex machines with numerous parts, and even the most reliable ones can have occasional hiccups.
However, if an engine can deliver between 200,000 to 300,000 miles without requiring significant repairs or a rebuild, it can be confidently deemed reliable.
Reliability is often linked with older cars in popular belief. Although some iconic engines from decades past deserve recognition, the idea that vintage vehicles are more reliable than modern ones is a misconception.
Today’s cars typically require less maintenance, experience fewer breakdowns, and benefit from modern diagnostics thanks to sensors and OBD II systems.
While it’s still rare to find a car reaching a million miles, modern vehicles rolling off dealership lots today are significantly less likely to be lemons compared to those made in the 1970s or 1980s.
That’s largely due to more refined engineering and greater consistency in manufacturing. Nevertheless, aside from a few exceptions, there are engines that have earned a near-indestructible reputation. These engines are celebrated for their exceptional durability and longevity.
Engines That Last Forever
Among them are motors like the one that powered a Toyota Corolla to over a million miles and another that remained in production for three decades simply because it was that dependable. Below are some of the most reliable engines we’ve identified.
Toyota 22RE
Toyota has built a reputation for reliability, largely because of engines like the 22RE. This engine is one of Toyota’s famous one-million-mile performers and we’ll mention another one later.
The 22RE is a 2.4-liter inline-four engine that produced 116 horsepower and 140 lb-ft of torque in its original configuration. It underwent several revisions over the years, and even had a turbocharged version, the 22RTE, available briefly during the 1980s.
It belonged to Toyota’s R engine family, which was in production from 1953 to 1997. Specifically, the 22RE made its debut in 1981 and remained in production until 1995.
Constructed mainly from cast iron and aluminum, the specific material composition varied depending on the model year. Notably, the 22RE became one of the first Toyota engines to adopt electronic fuel injection in 1982, which significantly enhanced its reliability.
While the turbocharged 22RTE had some unique components like distinct pistons, block, and head the overall engine architecture remained largely consistent. Another variation was the 22REC, created to comply with California’s stricter emissions standards.
During the 1980s and 1990s, the 22RE powered several Toyota models, including the 1981 Toyota Celica, the Toyota Hilux (1981–1995), the 4Runner (1985–1995), and the Toyota Standard Pickup (1985–1995).
Numerous anecdotes on Reddit and automotive forums detail these engines running strong with hundreds of thousands of miles.
The only notable downside is that, being a four-cylinder, it sometimes left larger vehicles feeling underpowered.
The Toyota 22R/RE engine has earned a legendary reputation for its unmatched reliability and durability. Introduced in 1981 as the fuel-injected successor to the 2.2L 20R engine, the 22R/RE became a cornerstone of Toyota’s automotive lineup, powering various vehicles for over a decade.
The 22R began production in 1981, and it marked the beginning of Toyota’s commitment to reliability and performance in their engines. In 1983, the 22RE, with early forms of electronic fuel injection (EFI), was introduced, offering improved fuel efficiency and performance compared to its predecessor.
By 1985, the 22RE featured an upgraded engine management system, with the introduction of the “Laser Block,” a variant with different head and deck heights from the 1981-1984 models.
The 22RTE, a turbocharged version, was introduced in 1986 but discontinued in 1988, making it one of the most sought-after models in North America due to its limited production. The 22RE engine’s production continued until 1995 in U.S. models, but its legacy endures in countless Toyota vehicles known for their longevity.
The 22R/RE engine found its home in several iconic Toyota models, including the Toyota Celica, Toyota 4Runner, and Toyota Pickup. In 1981, the Toyota Celica emerged as a symbol of the era, combining sporty appeal with practicality. Its sleek, aerodynamic design was both modern and refined, appealing to those who desired style and performance.
The 1981 Celica, particularly the GT model, was powered by the 22R engine, which was a step up from the previous 20R. This new engine gave the Celica more power, and for enthusiasts, the platform was a popular choice for modifications.
Beyond its aesthetics, the 1981 Celica offered an engaging driving experience with its rear-wheel-drive layout, which was appreciated for its balance and handling.
Its impact transcended its era, laying the foundation for future Toyota models like the Celica GT-Four, which would go on to dominate the World Rally Championship. Today, the 1981 Celica remains a beloved classic among car enthusiasts, celebrated for its blend of performance, reliability, and timeless design.
The Toyota Pickup from 1985 to 1995, known as the Hilux in international markets, became a legend in its own right. With its simple yet rugged design, it prioritized utility, durability, and practicality over luxury, and paired with the 22RE engine, it became one of the most reliable trucks on the road.
The 22RE engine’s strength lay in its reliability and efficiency, making it a perfect match for the Pickup. This combination allowed the Toyota Pickup to endure long hours of hard work, often exceeding 300,000 miles with minimal issues.
Whether used as a workhorse by farmers, contractors, or adventurers, this truck was built to last. The 1985-1995 Toyota Pickup’s reputation for toughness and longevity, coupled with the availability of parts and its simple mechanics, made it a favorite among off-road enthusiasts and those who valued durability.
This enduring legacy is a testament to Toyota’s commitment to producing vehicles designed to last, with the 22RE engine standing out as an example of how simplicity can achieve greatness.
The Toyota 4Runner, first introduced in 1984, was another vehicle that benefited from the 22RE engine. Originally based on the Toyota Pickup, the first-generation 4Runner offered off-road enthusiasts a vehicle that combined rugged performance with the practicality of a compact SUV.
The 4Runner featured a removable fiberglass top, transforming it from a pickup into a versatile vehicle suitable for both daily driving and off-road adventures.
The introduction of the 22RE engine provided the 4Runner with the reliability and power needed for off-road challenges. Over the years, the 4Runner saw continuous refinement, including features like permanent four-wheel drive, anti-lock brakes, and the option of a V6 engine, solidifying its place as a leader in off-road capability.
The 1984-1995 4Runner’s legacy goes beyond its popularity, inspiring a sense of adventure among its owners and continuing to influence the design of modern SUVs. Even today, the 4Runner remains a classic among off-road enthusiasts, cherished for its simple mechanics, robust construction, and timeless design.
The legacy of the 22RE engine is rooted in its simple, reliable, and robust design. Throughout its production run, the engine remained relatively unchanged, making it easy to maintain and repair.
Despite no longer being in production, the 22RE continues to inspire a strong following, with performance engineers and Toyota enthusiasts providing parts to keep these vehicles running for years to come. T
oyota’s commitment to producing durable and long-lasting vehicles is clearly demonstrated by the enduring popularity of the 22R/RE engine, which has earned a permanent place in the hearts of car enthusiasts and off-road adventurers. The 22RE engine’s reputation for reliability continues to resonate, making it an iconic piece of Toyota’s history.
Also Read: 5 Engines That Are Easy To Service And 5 That Require Removing The Front End
Toyota 5S-FE DOHC Inline-4
Numerous accounts detail Toyota Camrys from the late 1990s reaching half a million miles or even a million. All of them were powered by the 5S-FE DOHC engine.
This 2.2-liter inline-four delivered about 132 horsepower and 145 lb-ft of torque. It’s one of the most reliable powerplants in Toyota’s S engine family, which is already known for its extended life spans.
The 5S-FE was in production from 1990 through 2001 and was the final S-series engine before being succeeded by the AZ and AR series.
Much like the 22RE, the 5S-FE was made from a combination of cast iron, forged iron, and aluminum.
The engine went through three generations, with the second incorporating a knock sensor and the third adding further sensors.
Structurally, the engine stayed largely the same across all generations, with only minor tweaks. It wasn’t built for high output, but it offered sufficient performance, good fuel efficiency, and benefited from the electronic fuel injection system first introduced with the 22RE.
This engine powered several Toyota vehicles during its run, including the Camry, Celica, and Solara. Interestingly, Toyota never used it in smaller models like the Corolla, which had a 1.6-liter engine instead.
Even today, there are countless examples of cars with the 5S-FE still running well past the 200,000-mile mark. Stories of owners keeping these vehicles for decades are commonplace. The 5S-FE DOHC rightfully ranks among Toyota’s finest.
Jeep 4.0 Engine
The Jeep 4.0 engine is often regarded as one of the most durable powerplants the brand has ever produced. It’s capable of exceeding 200,000 miles with only minor upkeep.
While it’s not frequently credited with achieving the half-million-mile club, that’s largely due to how Jeeps are used.
Owners regularly take them through extreme terrain mountains, swamps, and more. A less robust engine wouldn’t survive the punishment. In a more typical daily driving scenario, however, the 4.0 could easily see 300,000 miles or more.
First produced by AMC in 1986, the engine began appearing in vehicles by 1987. Jeep continued to use it until 2006, at which point it was replaced by a 3.8-liter OHV V6.
The 4.0 was a straight-six design, outputting around 190 horsepower and 235 lb-ft of torque, depending on the specific year and model.
It featured a cast-iron block and head, with only minimal revisions even after Chrysler took over the lineup. By the time it was retired in 2006, the engine had become legendary within the Jeep community.
It was utilized in a number of Jeep models, including the Cherokee (1987–2001), Wagoneer (1987–1990), Wrangler (1991–2006), and Grand Cherokee (1993–2004).
Any 1990s Cherokee or Grand Cherokee owner is likely familiar with the solid performance and reliability of the Jeep 4.0.
Buick 3800
The GM 3800, commonly known as the Buick 3800, is a powerplant celebrated for its incredible longevity. It’s so well-regarded that it’s been written about extensively.
Buick employed this V6 engine from 1988 to 2008. When supercharged, it was capable of producing up to 300 horsepower and 280 lb-ft of torque. Despite bearing the Buick name, it also found homes in numerous GM and Chevrolet models.
Stories of the 3800 surpassing 300,000 miles aren’t rare. Built with a cast-iron block and a relatively simple design, it avoided many of the complicated components seen in newer engines.
This simplicity, combined with high-quality materials and craftsmanship, made the engine almost indestructible. While GM had manufactured many V6 engines over the years, the 3800 stood out as particularly exceptional.
The engine’s first variant, the LN3 or Pre-Series I, gave way to the L27 (Series I) and then the more popular and reliable 3800 Series II. The 3800 powered a wide range of GM vehicles, including nearly all of Buick’s full-size lineup, the Chevy Impala and Monte Carlo, the Oldsmobile Eighty-Eight, and the Pontiac Bonneville and Grand Prix.
Running from the late 1980s to 2008, this engine proved itself time and again. Few engines have earned the level of trust and admiration the 3800 enjoys it truly was bulletproof.
Chrysler Slant-Six Family
The Chrysler Slant-Six is one of the brand’s most iconic engines, known for both its unique design and resilience. First introduced in 1960, it was used until 1984 in most vehicles and until 1987 in Dodge trucks.
During its prime, the engine offered 225 horsepower and nearly 200 lb-ft of torque, though stricter emissions regulations in the 1970s eventually led to reduced output.
Despite that, Chrysler continued to use the engine due to its proven dependability. Many enthusiasts report these engines exceeding 300,000 miles with ease.
Over its 27-year lifespan, the engine went through numerous revisions, evolving significantly by the time it was retired. Early versions featured aluminum blocks, though cast iron became the norm.
The engine also borrowed piston heads from Chrysler’s B-series V8s, streamlining production and making it easier for mechanics already familiar with V8 maintenance to service.
The Slant-Six was widely deployed across more than a dozen models in the Chrysler, Dodge, and Plymouth families.
Chrysler models included the Fifth Avenue, LeBaron, and Valiant. Dodge vehicles such as the Challenger, Charger, Dart, Demon, Lancer, Monaco, Ram Van, and Ram trucks all used it at various times.
Plymouth also employed it in the Barracuda, Belvedere, Duster, Valiant, and others. The final vehicle to carry the engine was the Dodge Ram, which used it until the engine’s retirement in 1987.
Also Read: Top Engines That Can Survive Without a Working Cooling Fan
Engines That Fail Too Soon
The engine serves as the core of any vehicle its beating heart. Its efficiency and refinement play a crucial role when choosing which car to purchase.
Although every engine comes with its own distinct traits, all of them will ultimately wear out over time.
The engine you select can significantly shape your experience as a car owner, whether it becomes a hassle-free delight or turns into a constant source of frustration.
Given the wide range of engine configurations currently on the market, we’ve created a guide to help you steer clear of engines that carry the greatest risk of failure.
Mazda 1.3 Renesis (2004–2012)
Mazda has been known for its extraordinary rotary engines from the golden ‘80s to the recent naughties.
The 1.3-liter Renesis engine used in the Mazda RX-8 could deliver a similar amount of power to bigger engines. However, there are more things required for the engine to be identified as a great one.
If there was a championship of the worst engines in the history of the automotive industry, this particular 1.3-liter Renesis motor would be a serious contender.
Having fewer moving parts, these motors were supposed to be much more efficient.Mazda engineers have often highlighted various qualities of their engine, such as less friction and more power.
In reality, rotaries are thirsty both for fuel and oil, reminiscent of an old-school two-stroke engine. Serious wear of apex seals usually causes significant compression loss, resulting in big power loss.
Some sources say that the lifespan of this particular standard rotary engine is close to 40,000 miles (64,000 km), although the biggest fans of Mazda engineering can extend it.
Yet, another tricky part is your car’s maintenance. It’s quite a challenge to find yourself a workshop capable of servicing this charismatic yet troublesome motor.
Engine codes: 13B-MSP
Models fitted with this engine: Mazda RX-8
BMW 2.0 (2007–2012)
A noticeable rattle in diesel engines is one of their most significant features. However, some engines rattle more than others, and this is especially the case when it comes to the family of BMW N47 engines.
One of the reasons these motors are so loud and deserve their place on the list of worst engines is significant timing chain wear and almost inevitable failure.
N47 engines offer excellent power delivery with little fuel. However, saving money on fuel this way may eventually result in a steep repair bill, as the timing chain wears out quickly and can cause collateral damage.
This catastrophic failure is odd, because the engine control unit switches to limp mode when the timing chain gets worn out.
The lesson here is simple: if you go for a BMW, make sure the infamous N47 four-cylinder diesel doesn’t power it.
Engine codes: N47D20 – Models fitted with this engine: BMW 118d / 120d / 123d, BMW 318d / 320d, BMW 520d, BMW X1 18d / 20d / 23d, BMW X3 18d / 20d
The BMW N47 engine series marks a significant advancement in the development of diesel powertrains by the esteemed German automaker. Introduced in 2007 as the successor to the M47 engine, the N47 brought notable improvements in terms of efficiency, performance, and emissions.
This engine became a common choice in a wide array of BMW models, ranging from the compact 1 Series to the more executive 5 Series, and quickly gained a substantial presence in the market.
Recently, the N47 has garnered attention due to a major recall that impacted nearly 800,000 vehicles worldwide. But what about its reliability? Let’s explore the strengths and weaknesses of the N47 engine in more detail.
The BMW N47 engine family consists of turbocharged diesel engines with displacements ranging from 1.6 to 2.0 liters. Featuring an aluminum crankcase, this engine is both lighter and more efficient than its predecessor, the M47.
It is equipped with a double overhead camshaft (DOHC) design, common-rail direct fuel injection, and a turbocharger, all of which work together to enhance performance while reducing emissions.
The N47 was engineered with BMW’s EfficientDynamics philosophy, focusing on optimizing fuel consumption and minimizing CO2 emissions, all without sacrificing the driving experience that BMW is renowned for.
Despite its technological advancements, the N47 engine series has been subject to criticism regarding its reliability, with several issues surfacing over time. One of the most significant concerns has been timing chain failure. The timing chain is located at the rear of the engine, which makes repairs particularly complicated and costly. A common indicator of this issue is a rattling noise originating from the rear of the engine.
Should the timing chain fail, it may require a complete engine replacement or a very expensive repair. Additionally, there have been reports of problems with the swirl flaps and the exhaust gas recirculation (EGR) valves, which can result in reduced performance and higher emissions.
In 2018, BMW issued a recall for over 1.6 million vehicles to address the EGR valve issue. To address these problems in later models, BMW implemented service campaigns, including the use of reinforced components and updated maintenance procedures.
Owners are encouraged to follow a regular maintenance schedule and take preventive measures, such as inspecting the timing chain and removing swirl flaps, to improve the engine’s overall reliability.
On the positive side, the N47 engine’s fuel efficiency is one of its most compelling features. Thanks to its advanced design and turbocharging, the N47 offers exceptional highway mileage, making it a great option for long-distance driving.
This impressive fuel economy does not come at the cost of performance, as the engine still provides a responsive and dynamic driving experience that BMW’s diesel engines are known for. The N47’s power output varies between 94 and 215 horsepower, making it suitable for a wide range of driving needs, from economical daily commuting to more spirited, performance-oriented driving.
Nissan 1.5/1.8 (1999–2006)
Japanese engines are known for their above-average durability, and tend to use timing chains to reduce maintenance.
However, not all of them are reliable. Especially, if we’re talking about Nissan’s 1.5-liter and 1.8-liter QG engines. Due to their wear-prone piston rings, these engines annoy drivers with an immoderate need for oil.
The oil consumption rate exceeds 1 l/1000 km, and sometimes even 1.5 l/1000 km. And that’s not the worst part.
The oil sump holds less than 3 l, so engine failure can be simply a matter of time. Nissan replaced these faulty engines with new ones during the warranty period.
Aside from that, there’s little that can be done. Repair costs will be high, so repairing this engine just doesn’t make any sense.
Engine codes: QG15DE, QG18DE
Models fitted with this engine: Nissan Almera, Nissan Primera, Nissan Pulsar, Nissan Sentra, Nissan Sunny, Nissan Expert, Nissan Avenir
Toyota 1.8 VVT-i (1999–2007)
Toyota’s 1ZZ-FE was a 1.8-liter inline four-cylinder gasoline engine from the ZZ engine family. It was first introduced in 1998 and kept in production until December 2007.
This engine was primarily available in front-wheel-drive vehicles, such as the Toyota Corolla and Celica GT, and rear-wheel-drive cars such as the MR2 Spyder.
While it was used in many Toyota models, it’s one of the most unreliable Toyota engines ever manufactured.
High oil consumption is a common issue in 1ZZ engines, caused by a flaw in the design of oil piston rings. While they were revised and improved in 2005, it didn’t help to change the engine’s reputation.
Engine codes: 1ZZ-FE – Models fitted with this engine: Toyota MR2, Toyota Corolla, Toyota Avensis, Toyota Celica, Toyota Caldina, Toyota Vista, Toyota Premio, Toyota Matrix XR, Toyota Allion, Toyota Opa, Toyota Isis, Toyota Wish, Toyota WiLL VS, Chevrolet Prizm, Pontiac Vibe, Lotus Elise
Volkswagen 1.4/1.6 FSI (2001–2008)
Volkswagen has been manufacturing durable, economical, and quiet 1.4-liter and 1.6-liter petrol engines for a very long time. Owners of many of these engines could also install LPG equipment to lower maintenance and fuel costs. Simply brilliant.
However, in the early 2000s, the company decided to offer customers more advanced and efficient engines that could power different types of vehicles.
The new engines developed a similar amount of power compared to older engines, while, theoretically, consuming about 0.5 l/100 km less fuel.
However, the fuel efficiency wasn’t as great as expected and the new generation engines were not friendly with the gas equipment.
The biggest issues, however were carbon deposits in the intake system and valves, faulty and expensive sensors, and timing chains.
As a result, these engines had exceptionally terrible durability from the start of production. Considering these engines were fitted to budget cars, four-figure high repair bills are simply unacceptable.
Engine codes: BAG / BLF / BLP – Models fitted with this engine: Audi A3 Mk2, Škoda Octavia Mk2, Volkswagen Golf Mk5, Volkswagen Jetta Mk5, Volkswagen Eos, Volkswagen Touran, Volkswagen Passat B6
Recently, I had the opportunity to drive two new Mk V cars as courtesy vehicles while my own car was at the dealer: a 1.4 S 3-door and a 1.6 FSI Auto SE 5-door, both 2006 models.
The 1.4 model, which isn’t FSI, is the smallest engine in the Mk V range, offering 75 bhp. Despite this, I didn’t find it unpleasant to drive. The engine revved freely and was relatively quiet, though it only provided brisk acceleration at best.
One noticeable difference was the much lighter steering compared to my own 1.9 TDI. I’m not sure if this was due to a different power-assisted steering setup or if it was a result of having less weight over the front wheels, but it was noticeably lighter.
While this lighter steering made the car feel nippier at low speeds, it also made the car feel lighter and less substantial on a motorway cruise. Overall, this engine seemed more suited to city driving than long motorway journeys.
I was also surprised by the amount of road noise. Despite the fact that this car had the same Goodyear NCT5 tyres as my own, the noise was significantly louder than I had ever experienced. Upon inspection, I noticed that the S-spec car lacked some of the soundproofing found under the bonnet of my 1.9 TDI SE-spec car.
I wondered if there was a similar reduction in soundproofing elsewhere, which could have contributed to the increased road noise. However, a closer look at the wheels revealed the cause. This car had 16” alloys and lower-profile 205/55R16 tyres. While they gave the car a sportier look, I found the level of road noise to be uncomfortable.
A few other observations included some interior updates. The brushed aluminium door handles in the 2006 model were a nice touch compared to the chrome ones in my car.
While the radio was the same RCD 300 unit, the new bee-sting aerial, instead of the integrated rear windscreen aerial, picked up more stations and allowed the SCAN function to move through channels faster and with less delay. I also appreciated the rear wash-wipe now having an extra “drip-wipe” function, similar to the front wipers. All in all, it was a nice car.
As for the 1.6 FSI Auto SE, it had the same specifications as my 2005 model 1.9 TDI SE, but the 2006 version included a mid-line multifunction computer, electric rear windows, and a three-spoke steering wheel—features that would be nice additions to my own car. Like mine, the 1.6 FSI Auto also had electrically folding door mirrors, but it also featured a centre armrest, which made the interior appear more luxurious. However, I’m not sure how much more practical it was.
The Tiptronic automatic gearbox added to the car’s luxurious feel and made for a more relaxed driving experience. I’ve used automatic gearboxes before, but typically in larger cars in the United States.
