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Toyota2001–2024 Critical issues documented

Toyota Camry XV30: common faults & what to check

The XV30 is the Toyota Camry built 2002–2006. It was sold here with the 2.4 petrol and 3.0 V6 petrol. Of the 54 faults documented for the Camry, 9 apply to this generation, each with its symptoms, what to inspect and a typical repair cost. Free, no account needed.

Check this exact Toyota Camry

  • Odometer history
  • Money owing
  • Reported stolen
  • Ownership history
  • Official NZ vehicle register data
  • NZ owned and operated

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54

Documented faults

Critical

Most serious

$650–$2,200

Typical repair

26

Service milestones

You're looking at the XV30

2 engine variants are documented for this generation. Pick yours to narrow further, or keep reading for the generation as a whole.

Choose a different generation

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

A 2002 Toyota Camry is the XV30 generation (2002 to 2006).

Start your free check on this Toyota Camry

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Toyota Camry XV30Engine not picked yet

Pick the engine above first: the Camry came with 2, and without it the report has to show all of their faults. Pick the engine

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Can't confirm for this car

Toyota Camry · 2002

Narrowed to the year. No engine is recorded for this vehicle. Pick an engine to see which faults apply.

Tell us the engine, or check the engine code on the car, before relying on this.

  • No engine is recorded for this vehicle.

matched on year only

What to look out for

The checks worth doing on a Toyota Camry before you hand over any money. Every documented fault is listed below, each with its own page.

  • Serious issue

    Pull the ATF dipstick and inspect fluid colour — healthy ATF is red or amber, never pink or foamy.

    See why

    Radiator ATF Cooler Failure — Coolant/Trans Fluid Mix

    Toyota Camry automatic transmissions are cooled via an internal heat exchanger built into the bottom tank of the plastic-aluminium radiator. When the plastic radiator tank cracks with age or the internal cooler tubes corrode, engine coolant and automatic transmission fluid cross-contaminate. ATF contaminated with coolant turns pink and foamy, destroying clutch packs and valve body seals within a short distance. Replacement of both the radiator and the automatic transmission is frequently required. The failure is accelerated in vehicles where coolant has not been changed on schedule.

    What you would notice

    • Pink or strawberry-milkshake-coloured fluid on ATF dipstick
    • Transmission slipping, delayed engagement, or hard shifting
    • Coolant reservoir showing oily contamination or milky appearance
    • Overheating warning light if coolant level drops due to leak

    Typically $900–$8,500 to put right.

  • Costly issue

    Scan for fault codes P0010, P0011, P0012 before buying.

    See why

    VVT-i Oil Control Valve Sludge Blockage

    The Variable Valve Timing-intelligent (VVT-i) system on Toyota four and six-cylinder engines relies on oil pressure delivered through a solenoid-controlled oil control valve (OCV) to advance or retard camshaft timing. Oil sludge or degraded oil deposits block the fine mesh screen inside the OCV and the feed galleries to the camshaft phaser actuator. A blocked OCV causes the engine to run on a fixed cam timing, producing rough idle, poor fuel economy, and misfires. The solenoid itself can also fail electrically. Toyota issued service bulletins covering OCV cleaning procedures and replacement intervals.

    What you would notice

    • Check engine light with cam timing or VVT-i fault codes (P0010, P0011, P0012)
    • Rough idle especially when cold
    • Reduced fuel economy and sluggish acceleration
    • Engine stalling at idle in cold conditions

    Typically $350–$950 to put right.

  • Common issue

    Look at the instrument cluster with the ignition on: the check-engine light must illuminate with the key and go out once running.

    See why

    EVAP charcoal canister failure - persistent P0440/P0442/P0446 check-engine light

    The evaporative-emissions charcoal canister on the XV30 Camry is a documented weak point. When it clogs or its internal valves fail, the check-engine light comes on with codes P0440, P0442 or P0446 and will keep returning even after the cheap fixes (fuel cap, hoses) are tried. The car drives normally, which is exactly why sellers ignore it - but it will fail an emissions-related inspection where applicable, and a replacement canister assembly is a genuinely expensive part for a cheap car. A lit check-engine light also hides any new fault that appears later.

    What you would notice

    • Check-engine light on with EVAP codes P0440, P0442 or P0446
    • Light returns within days of being cleared
    • Occasional fuel smell near the rear of the car

    Typically $400–$900 to put right.

Toyota Camry service schedule

The 4 engines a 2002 Toyota Camry was sold with, each with its own intervals. Pick your engine above to narrow this to one. These are the model’s intervals — the car’s own service book is the only thing that can tell you what has actually been done to it.

XV30 · 2002–2006 · 2.4L (2AZ-FE) - Altise/GL/Executive

Petrol

Due by distance

  1. 150,000 km

    Check the drive belt and the idler pulleys.

  2. 200,000 km

    Assess the suspension struts and shock absorbers to get the ride back.

  3. 250,000 km

    Make sure the cooling system hoses have been checked so tired rubber does not start leaking.

XV30 · 2002–2006 · 3.0L (1MZ-FE) V6 - Sportivo/Grande

Petrol

Due by distance

  1. 150,000 km

    Find out whether the timing belt has been replaced, because this is an interference engine and it matters.

  2. 200,000 km

    Expect to check the suspension bushings and shock absorbers for perishing.

  3. 250,000 km

    Refresh the cooling system including the radiator and thermostat so the V6 keeps its temperature right.

XV20 (Facelift) · 2000–2002 · 2.2L (5S-FE) - Executive/CSI

Petrol

Due by distance

  1. 150,000 km

    This is the second timing belt interval for the 5S-FE engine.

  2. 200,000 km

    Assess the cooling system parts such as the radiator and water pump.

  3. 250,000 km

    Suspension bushings and struts often need renewing here to keep the classic Camry ride.

XV20 (Facelift) · 2000–2002 · 3.0L (1MZ-FE) V6 - Touring/Vienta

Petrol

Due by distance

  1. 150,000 km

    Make sure the cooling system parts such as the radiator and hoses have been renewed so it does not overheat.

  2. 200,000 km

    Check the alternator and starter motor, whose internals may be close to the end of their intended life.

  3. 250,000 km

    Suspension dampers and strut mounts usually need replacing here to keep the smooth ride Toyota is known for.

See all 9 issues for this oneDocumented for the exact year and engine you picked, including 2 rated critical.
Engine, transmission & cooling1 critical4

01Radiator ATF Cooler Failure — Coolant/Trans Fluid Mix

Pull the ATF dipstick and inspect fluid colour — healthy ATF is red or amber, never pink or foamy.2001–2017Transmission
OccasionalTransmission $900–$8,500 to fix

Toyota Camry automatic transmissions are cooled via an internal heat exchanger built into the bottom tank of the plastic-aluminium radiator. When the plastic radiator tank cracks with age or the internal cooler tubes corrode, engine coolant and automatic transmission fluid cross-contaminate. ATF contaminated with coolant turns pink and foamy, destroying clutch packs and valve body seals within a short distance. Replacement of both the radiator and the automatic transmission is frequently required. The failure is accelerated in vehicles where coolant has not been changed on schedule.

Symptoms to notice

  • Pink or strawberry-milkshake-coloured fluid on ATF dipstick
  • Transmission slipping, delayed engagement, or hard shifting
  • Coolant reservoir showing oily contamination or milky appearance
  • Overheating warning light if coolant level drops due to leak

What to check

  1. Pull the ATF dipstick and inspect fluid colour — healthy ATF is red or amber, never pink or foamy.
  2. Check coolant reservoir for an oily film on the surface.
  3. Inspect radiator bottom tank for cracks, staining, or seepage.
  4. On any vehicle over 120,000 km, budget for radiator replacement as a precaution.
  5. Confirm no transmission fault codes before purchase.

Where to look: Radiator bottom tank — integrated ATF-to-coolant heat exchanger

Parts involved: Radiator.

Ask the seller

  • “Has the radiator ever been replaced, and if so, when?”
  • “What colour is the automatic transmission fluid on the dipstick?”
  • “Has the transmission ever been serviced or had fluid replaced?”

02VVT-i Oil Control Valve Sludge Blockage

Scan for fault codes P0010, P0011, P0012 before buying.petrol2002–2017Engine
OccasionalEngine $350–$950 to fix

The Variable Valve Timing-intelligent (VVT-i) system on Toyota four and six-cylinder engines relies on oil pressure delivered through a solenoid-controlled oil control valve (OCV) to advance or retard camshaft timing. Oil sludge or degraded oil deposits block the fine mesh screen inside the OCV and the feed galleries to the camshaft phaser actuator. A blocked OCV causes the engine to run on a fixed cam timing, producing rough idle, poor fuel economy, and misfires. The solenoid itself can also fail electrically. Toyota issued service bulletins covering OCV cleaning procedures and replacement intervals.

Symptoms to notice

  • Check engine light with cam timing or VVT-i fault codes (P0010, P0011, P0012)
  • Rough idle especially when cold
  • Reduced fuel economy and sluggish acceleration
  • Engine stalling at idle in cold conditions

What to check

  1. Scan for fault codes P0010, P0011, P0012 before buying.
  2. Inspect service history for evidence of regular oil changes — VVT-i faults are strongly associated with extended oil change intervals or use of incorrect viscosity oil.
  3. On a warmed-up engine, listen for a lumpy or uneven idle.
  4. Ask if any cam timing codes have appeared in the past.

Where to look: Intake camshaft — oil control valve/solenoid on cylinder head

Ask the seller

  • “Has the check engine light ever illuminated with a VVT-i or cam timing code?”
  • “What oil viscosity and brand has been used, and how often was it changed?”
  • “Has the oil control valve or camshaft phaser ever been serviced?”

03EVAP charcoal canister failure - persistent P0440/P0442/P0446 check-engine light

Look at the instrument cluster with the ignition on: the check-engine light must illuminate with the key and go out once running.2002–2006Engine
CommonEngine $400–$900 to fix

The evaporative-emissions charcoal canister on the XV30 Camry is a documented weak point. When it clogs or its internal valves fail, the check-engine light comes on with codes P0440, P0442 or P0446 and will keep returning even after the cheap fixes (fuel cap, hoses) are tried. The car drives normally, which is exactly why sellers ignore it - but it will fail an emissions-related inspection where applicable, and a replacement canister assembly is a genuinely expensive part for a cheap car. A lit check-engine light also hides any new fault that appears later.

Symptoms to notice

  • Check-engine light on with EVAP codes P0440, P0442 or P0446
  • Light returns within days of being cleared
  • Occasional fuel smell near the rear of the car

What to check

Look at the instrument cluster with the ignition on: the check-engine light must illuminate with the key and go out once running. If it stays on, ask the seller directly what the stored code is - on this model an EVAP code is the common answer. Be suspicious of a light that is off but a freshly disconnected battery (radio presets lost, clock reset) - clearing codes before a viewing is a classic move. Smell around the fuel filler and under the rear of the car after the test drive. If a workshop inspection is possible: read the codes and the EVAP monitor readiness status with a scan tool; a 'not ready' EVAP monitor right after a code clear confirms recent tampering.

Where to look: Charcoal canister mounted near the fuel tank under the rear of the car

Ask the seller

  • “Has the check-engine light ever been on? What was the code?”
  • “Has the battery been disconnected recently?”
  • “Has the charcoal canister or any EVAP part been replaced?”

04Worn engine mounts (dog-bone / torque strut) causing vibration and clunk

petrol2002–2006Engine
CommonEngine

The hydraulic and rubber engine mounts on the XV30 Camry wear out with age and mileage, with the upper torque-strut ('dog-bone') mount usually failing first and then loading up the remaining mounts. As the rubber perishes or a hydraulic mount loses its fluid, the engine is no longer damped and the car shakes noticeably at idle in Drive, with a distinct clunk or bang felt through the body when selecting gears or lifting on/off the throttle. It is a wear item rather than a recall issue and is very common on high-mileage examples; owners report cheap aftermarket mounts deteriorating quickly, so genuine Toyota or quality mounts are preferred. Vibration that clearly eases when shifting to Neutral or Park points at the mounts rather than the engine itself.

Symptoms to notice

  • Noticeable shake through the cabin at idle while in Drive with brake on
  • Clunk or bang felt when shifting between Park, Reverse and Drive
  • Vibration that smooths out in Neutral or Park
  • Engine 'jumping' feel on hard acceleration or throttle lift-off
  • Increased steering-wheel or seat buzz at idle

What to check

With the handbrake and footbrake on, hold the car in Drive at idle and watch for excessive engine rock and cabin vibration, then compare against Neutral. Open the bonnet and have an assistant blip the throttle while you watch the engine rock on its mounts; inspect the upper torque-strut (dog-bone) mount and hydraulic mounts for split, perished or oil-weeping rubber.

Where to look: Engine mounts - upper torque strut (dog-bone), passenger-side hydraulic mount, driver-side transmission mount and front mount

Parts involved: Shock absorber / strut.

Ask the seller

  • “Have any engine or transmission mounts been replaced, and were they genuine parts?”
  • “Do you feel a clunk when moving the shifter between gears?”
  • “Does the car vibrate more at idle in Drive than in Park?”
  • “Any recent knocking noise over bumps from the engine bay?”
Body, brakes, suspension & interior1

05Steering intermediate shaft clunk and slack (XV30)

The intermediate shaft that links the steering column to the rack develops play in its splined joint on 2002-2006 Camrys.2002–2006Suspension
CommonSuspension $350–$750 to fix

The intermediate shaft that links the steering column to the rack develops play in its splined joint on 2002-2006 Camrys. The steering feels loose around centre and clunks or pops when you turn the wheel at low speed or reverse out of a park. Toyota issued a service bulletin (ST001-06, later revised as T-SB-0296-08) that first replaced and later re-greased the shaft, but most cars are decades past any goodwill coverage. It is annoying rather than dangerous in the short term, but the slack slowly worsens and masks the feel of the front end.

Symptoms to notice

  • Clunk or pop felt through the wheel when turning at parking speed
  • Small dead spot or looseness around straight-ahead
  • Squeak or notchy feel when winding lock on and off

What to check

With the car stationary and engine running, rock the steering wheel gently left-right through the free play and listen for a single dull clunk from behind the dash or under the bonnet near the firewall. Then do a slow three-point turn on the test drive: winding from lock to lock at walking pace is when the knock shows up. Ask a helper to stand by the open bonnet while you rock the wheel - a worn joint is often audible at the base of the column. Distinguish it from sway-bar links, which knock over bumps rather than with steering input while parked.

Where to look: Steering shaft between the base of the steering column and the steering rack, passing through the firewall on the driver's side

Ask the seller

  • “Has the steering intermediate shaft ever been replaced or re-greased?”
  • “Does the steering clunk when parking? Has a workshop looked at it?”
Depends on the exact engine — 4 moreDocumented for a specific engine we could not confirm from what you picked. Check the engine code on the car.
Engine, transmission & cooling4

011MZ-FE 3.0 V6 Engine Oil Sludge

Remove oil filler cap and inspect inside valve cover with a torch for brown or black sludge deposits.petrol2001–2006Engine
OccasionalEngine $2,000–$6,500 to fix

Can't confirm for this car

The 1MZ-FE 3.0-litre V6 engine is documented to develop severe oil sludge accumulation in the cylinder head galleries, oil passages, and timing chain cover when oil changes are delayed or when short-trip driving prevents the engine reaching operating temperature. Sludge blocks the oil feed to the variable valve timing actuators and upper engine bearings, leading to bearing failure and camshaft damage. Toyota Australia extended goodwill coverage on some affected vehicles, and Toyota US implemented a formal extended warranty programme for this defect.

Symptoms to notice

  • Oil pressure warning light illuminating at idle
  • Valve clatter or ticking noise from cylinder heads
  • Visible dark thick sludge on dipstick or inside oil filler cap
  • Rough idle and loss of power from blocked VVT-i feed passages

What to check

  1. Remove oil filler cap and inspect inside valve cover with a torch for brown or black sludge deposits.
  2. Pull dipstick and rub oil between fingers — sludge appears tar-like.
  3. Check service history for adherence to 5,000 km oil change intervals.
  4. Listen for upper-engine ticking on cold start.
  5. Request a bore-scope inspection of the oil gallery if sludge is suspected.

Where to look: Cylinder heads, oil galleries, VVT-i actuators, timing chain cover

Parts involved: Cylinder head, Timing chain.

Ask the seller

  • “Is there a complete service history with oil change dates and mileage?”
  • “Has the engine ever had a sludge flush or cylinder head work performed?”
  • “Was the vehicle used primarily for short trips or city driving?”

022AZ-FE 2.4 Piston Ring Oil Consumption

Verify oil level against service book to calculate consumption per kilometre.petrol2002–2011EngineRead the full fault: symptoms, where to look, what to ask the seller

034-speed automatic torque-converter lock-up shudder and 2-3 shift flare

On a test drive hold a light steady throttle at cruise and feel for a fine shudder, and accelerate gently to feel for rev flare on the 2-3 change.petrol2002–2006Transmission
CommonTransmission

Can't confirm for this car

The 4-speed automatics used across the XV30 range (U241E behind the 2.4L 2AZ-FE, U140E behind the 3.0L V6) develop a torque-converter lock-up shudder felt as a light vibration or 'wiggle' of 100-200 rpm under gentle throttle at cruise, plus flaring (revs jumping) on the 2-3 upshift as valve-body pressures bleed off. These are wear symptoms rather than a design fault and generally do not appear until high mileage, commonly beyond about 200,000-250,000 km, and are strongly accelerated by neglected or never-changed transmission fluid. Caught early, a drain-and-fill or flush with the correct Toyota fluid often restores smooth operation; left burnt and black, the valve body or converter wears and a rebuild follows.

A cutaway automatic transmission torque converter showing the internal turbine and stator.Example of the part — not this vehicle

A torque converter, sectioned. The lock-up clutch inside is what shudders.

No machine-readable author provided. BerndB~commonswiki assumed (based on copyright claims). · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • Light shudder or vibration under light throttle at 60-90 km/h
  • Engine revs flare or jump between 2nd and 3rd gear
  • Brief delay before Drive engages on a cold morning
  • Dark or burnt-smelling automatic transmission fluid
  • Harsh or clunky shifts once warm

What to check

On a test drive hold a light steady throttle at cruise and feel for a fine shudder, and accelerate gently to feel for rev flare on the 2-3 change. Check the ATF condition where accessible (colour and smell) and ask when it was last serviced; scan for stored transmission trouble codes if a reader is available.

Where to look: Transaxle (front, driver's side of engine bay); torque converter and valve body

Parts involved: Torque converter.

Ask the seller

  • “When was the transmission fluid last changed, and with what fluid?”
  • “Do you feel any shudder at a steady cruise around 70-80 km/h?”
  • “Has the transmission ever been flushed, rebuilt or had a solenoid replaced?”
  • “Any warning lights or gearbox codes come up?”

04Front air-fuel ratio sensor failure (2AZ-FE / 1MZ-FE)

Check the check-engine light behaves correctly (on with ignition, off when running).petrol2002–2006Engine
CommonEngine $250–$550 to fix

Can't confirm for this car

The front air-fuel ratio sensor (the wideband oxygen sensor before the catalytic converter) fails often on 2002-2006 Camrys, both the 2.4 four-cylinder and the 3.0 V6. It brings on the check-engine light, hurts fuel economy and can cause light hesitation. The genuine Denso sensor is not cheap, so cars are commonly sold with the fault present or with a low-quality substitute fitted that fails again quickly. Left alone it can eventually take the catalytic converter with it, which is the expensive version of this problem.

Symptoms to notice

  • Check-engine light with air-fuel or oxygen sensor codes
  • Fuel economy noticeably worse than expected
  • Slight hesitation or uneven idle

What to check

Check the check-engine light behaves correctly (on with ignition, off when running). Ask what the last stored code was and whether the sensor replaced was a genuine Denso unit or a cheap aftermarket one - the cheap ones commonly re-fail within a year on these engines. On the test drive, note whether the engine hesitates on light throttle and whether fuel consumption on the trip computer (if fitted) looks sane. If a workshop inspection is possible: read live fuel-trim data; long-term trims beyond roughly plus-or-minus 10 percent point to a lazy sensor or an intake leak that needs sorting before the sensor is blamed.

Where to look: Screwed into the exhaust manifold at the front of the engine, before the catalytic converter

Parts involved: Catalytic converter.

Ask the seller

  • “Has an oxygen or air-fuel sensor been replaced? Genuine Denso or aftermarket?”
  • “What was the last check-engine code?”
Other Toyota Camry engines and years45 documented issues that do not apply to the one you picked.
Engine, transmission & cooling23

01E-CVT MG2 Resolver Fault P315A After Water Ingress

Scan for P315A or resolver DTCs.hybrid2017 onwardTransmission
RareTransmission $6,500–$18,000 to fix

Does not apply

The hybrid transaxle houses MG2 (the primary drive motor) and its resolver position sensor, which feeds rotor angle data to the hybrid ECU for precise torque control. Deep water crossings can allow water to enter the transaxle through seals, contaminating the resolver and causing erratic position signals or outright sensor failure. This stores resolver-related DTCs (including P315A, P0A4B, or P0A92) and triggers hybrid and traction warning lights, typically putting the vehicle into fail-safe mode. Transaxle fluid appearing milky indicates internal water contamination. Repair typically requires transaxle assembly replacement as resolver access is not feasible in the field.

Symptoms to notice

  • Hybrid system and traction warning lights activate together
  • Vehicle enters limp-home fail-safe mode
  • Abnormal vibration or whine from transaxle area
  • P315A, P0A4B, or P0A92 DTCs
  • Milky or water-contaminated transaxle fluid

What to check

Scan for P315A or resolver DTCs; drain and inspect transaxle fluid for milky or water-contaminated appearance; ask owner about history of driving through deep puddles or flooded roads; inspect transaxle housing seals for deterioration; check for water staining on underbody near transaxle.

Where to look: Hybrid transaxle assembly on passenger side of engine bay, low-mounted; resolver sensor internal to transaxle

Ask the seller

  • “Has the vehicle ever been driven through deep water or flooded roads?”
  • “Has a traction or hybrid system warning light ever illuminated?”
  • “Has the transaxle fluid ever been tested or changed?”

022AR-FE Internal Water Pump Seal Failure

Check coolant level and condition in the reservoir.petrol2011–2017Cooling
OccasionalCooling $900–$1,800 to fix

Does not apply

The 2AR-FE uses a timing-chain-driven internal water pump whose shaft seal deteriorates with age and mileage, typically presenting after 100,000 km. Coolant weeps past the failed seal and can migrate into the engine oil via the pump housing, causing emulsification visible on the dipstick. In some cases coolant exits through an external weep hole at the front of the timing cover. Failure escalates to overheating if undetected. The repair requires timing chain cover removal, making it labour-intensive relative to a conventional external pump.

Symptoms to notice

  • Coolant level dropping without a visible external leak
  • Milky or emulsified engine oil visible on dipstick
  • Coolant staining or residue at front timing cover weep hole area
  • Sweet coolant odour from engine bay
  • Overheating in neglected or advanced cases

What to check

  1. Check coolant level and condition in the reservoir.
  2. Inspect the engine oil dipstick for milky emulsification indicating coolant contamination.
  3. Look for coolant staining or dried residue at the front of the engine block near the timing cover.
  4. If a workshop inspection is possible: Pressure-test the cooling system to confirm leak source.

Where to look: Front of engine block behind timing chain cover — internal water pump shaft seal

Parts involved: Water pump.

Ask the seller

  • “Has the coolant ever been found low without an obvious external leak?”
  • “When was the coolant last changed and was a pressure test performed?”
  • “Has the oil ever appeared milky or had a sweet smell?”

03Hybrid Inverter Coolant Pump Failure

hybrid2017 onwardCooling
OccasionalCooling $750–$9,500 to fix

Does not apply

The power electronics assembly — including the main inverter and DC-DC converter — is cooled by a dedicated closed-loop circuit with a small electric water pump separate from the engine cooling system. This electric pump runs whenever the hybrid system is active and is a known wear item; bearing failure or impeller seizure causes inverter coolant temperature to spike, triggering a limp-mode shutdown to prevent inverter damage. Without prompt repair the inverter itself can be heat-damaged, turning a sub-$1,000 pump job into a $5,000–$9,000 inverter replacement.

Symptoms to notice

  • Red triangle master warning light with 'Check Hybrid System' message during normal driving
  • Sudden reduction in power with vehicle forced into limp mode
  • Inverter cooling reservoir level drops without visible external puddle
  • Faint grinding or rattling from the front of the engine bay unrelated to the drive belt
  • DTC P0A93 (inverter cooling system performance) or P0A94 stored in hybrid system ECU

What to check

  1. Listen with the bonnet open for a faint whirring or grinding from the inverter electric pump (distinct from the engine cooling fan) after the car reaches operating temperature.
  2. Ask if the hybrid system has ever shown a triangle warning or thermal warning.
  3. Check inverter coolant reservoir level — low level indicates a slow leak from a failing pump seal.

Where to look: Engine bay — inverter cooling circuit electric water pump, passenger-side firewall area

Parts involved: Water pump.

Ask the seller

  • “Has the hybrid system ever shown a warning triangle or forced the car into reduced-power mode?”
  • “Has the inverter coolant been inspected or topped up at any service?”
  • “Has any dealer mentioned the inverter cooling pump during a service inspection?”

04UA80E 8-Speed Auto Harsh Shift, Shift Flare and Torque Converter Clutch Fault (2GR-FKS V6)

Start the car cold and make sure no check engine or master warning light stays on after the engine starts.petrol2017–2021Transmission
OccasionalTransmission $250–$9,000 to fix

Does not apply

The 3.5 V6 (2GR-FKS) Camry uses the UA80E eight-speed automatic. Early units can shift harshly, flare (revs jump between gears) or set a check engine light for a torque converter clutch that sticks on (P07407E) or a clutch pressure fault (P27567F). Toyota changed an internal clutch in late 2017 and rewrote the engine and transmission software; its bulletin T-SB-0122-20 warns that a transmission with mismatched hardware and software can shift harshly or flare until the control unit is correctly reprogrammed. Transmission rebuilders also report the line pressure solenoid as the most common wear item on this gearbox. Ignored, clutch wear and overheating can end in a transmission replacement. The 2.5 four cylinder petrol Camry sold new in NZ and AU from 2017 to early 2021 used a different six-speed automatic and is not affected by this row.

A cutaway automatic transmission torque converter showing the internal turbine and stator.Example of the part — not this vehicle

A torque converter, sectioned. The lock-up clutch inside is what shudders.

No machine-readable author provided. BerndB~commonswiki assumed (based on copyright claims). · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • Thump or jolt on the 1-2 or 2-3 upshift, or when slowing to a stop
  • Revs flare briefly between gears on light throttle
  • Delay or shunt when accelerating again just after slowing down
  • Check engine light, sometimes with a master warning on the dash
  • Shudder at 50 to 80 km/h when the torque converter locks up

What to check

Start the car cold and make sure no check engine or master warning light stays on after the engine starts. Shift from Park to Reverse to Drive and feel for a heavy clunk. On the test drive accelerate gently from rest through the first four gears and feel for thumps or rev flares between gears. Slow to walking pace then accelerate firmly again, which is where a delayed or harsh shift shows up. Hold a steady 60 to 80 km/h on light throttle and feel for a shudder through the floor. Ask for the service history and whether a Toyota dealer has done any transmission software update. If a workshop inspection is possible: scan the engine and transmission control units for stored and history codes (especially P07407E, P27567F, P0741 and shift solenoid codes), confirm the latest calibration is loaded, and check the transmission fluid condition and smell at the check plug.

Where to look: Eight-speed automatic transmission on the left side of the engine bay, and the engine control unit

Parts involved: Torque converter, Clutch.

Ask the seller

  • “Has the transmission ever been reprogrammed or had software updates at a Toyota dealer?”
  • “Has the check engine light ever come on, and what was done about it?”
  • “Has the transmission fluid ever been changed?”
  • “Does it ever thump when slowing down and then accelerating again?”

05A25A-FXS Engine Oil Consumption

Check the engine oil dipstick cold before the test drive — note the level, then recheck after a 20-minute highway run.hybrid2017 onwardEngineRead the full fault: symptoms, where to look, what to ask the seller

06U250E Automatic Transmission Solenoid Pack Failure

Drive the vehicle through all gears including kickdown from 100 km/h.petrol2006–2011TransmissionRead the full fault: symptoms, where to look, what to ask the seller

072GR-FE Secondary Timing Chain Tensioner Rattle

Start the engine from cold and listen immediately for a rattle emanating from behind the engine (rear bank).petrol2006–2011Engine
OccasionalEngine $1,800–$4,500 to fix

Does not apply

The 2GR-FE 3.5-litre V6 fitted to XV40 Camry V6 has two secondary timing chains (one per bank) in addition to the primary chain. The secondary chain tensioners — particularly on the rear bank — can develop rattle on cold start or after extended oil drain intervals. The rear bank tensioner is difficult to access and labour-intensive to replace. This is a documented pattern in 2GR-FE-powered vehicles across multiple Toyota and Lexus platforms from the same era.

The front of a dual overhead camshaft engine with the timing cover removed, exposing the timing chain and sprockets.Example of the part — not this vehicle

The front of a twin-cam engine with the timing cover off — chain, sprockets and guides.

Logansenf · CC BY-SA 4.0 · Wikimedia Commons

Symptoms to notice

  • Rattling or clattering from the engine on cold start, particularly from the rear of the V6
  • Noise typically clears within 30–60 seconds as oil pressure builds
  • May be accompanied by VVT-related fault codes on higher-mileage examples
  • Rattle can become permanent on severely worn tensioners

What to check

  1. Start the engine from cold and listen immediately for a rattle emanating from behind the engine (rear bank).
  2. Note if and when it clears.
  3. Request a cold-start video from the seller if inspecting a warm engine.
  4. Scan for VVT-i fault codes.
  5. Review oil service intervals.

Where to look: V6 engine — secondary timing chain tensioners, particularly rear bank near firewall

Parts involved: Timing chain.

Ask the seller

  • “Does the engine make any noise on cold start?”
  • “What oil change interval has been followed?”
  • “Has any timing chain or tensioner work been done?”

08U660E / U760E Auto Torque Converter Shudder

Drive at 80 km/h on a flat road with very light throttle maintaining steady speed and feel for a rapid oscillating shudder through the floor and seat.petrol2007–2017Transmission
OccasionalTransmission $200–$4,500 to fix

Does not apply

The U660E six-speed and U760E seven-speed automatic transmissions fitted to Camry and Aurion models develop a torque converter shudder caused by friction material wear on the lock-up clutch. The shudder typically presents as a rapid oscillating vibration between 60–100 km/h during light cruise throttle when the torque converter is in partial lock-up. Toyota issued service bulletins across multiple markets specifying a transmission fluid drain and refill with Toyota WS ATF as the primary fix. Cases where the fluid has not been changed on schedule frequently require torque converter replacement.

A cutaway automatic transmission torque converter showing the internal turbine and stator.Example of the part — not this vehicle

A torque converter, sectioned. The lock-up clutch inside is what shudders.

No machine-readable author provided. BerndB~commonswiki assumed (based on copyright claims). · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • Vibration or shudder felt in the cabin at 60–100 km/h under light throttle
  • Shudder disappears under firm acceleration or when coasting
  • Transmission hesitation or hunting between gears
  • Slight fuel consumption increase due to impaired lock-up efficiency

What to check

  1. Drive at 80 km/h on a flat road with very light throttle maintaining steady speed and feel for a rapid oscillating shudder through the floor and seat.
  2. Check ATF colour — Toyota WS should be red/pink, not dark brown.
  3. Verify transmission fluid has been changed within the last 60,000 km.
  4. Check for transmission fault codes.
  5. Confirm no delay on take-off engagement.

Where to look: Automatic transmission — torque converter lock-up clutch assembly

Parts involved: Torque converter.

Ask the seller

  • “Has the automatic transmission fluid ever been changed, and if so when?”
  • “Have you noticed any vibration at highway speed under light throttle?”
  • “Has any transmission servicing or warranty work been carried out?”

09A25A-FXS 2.5L Timing Chain Cold-Start Rattle

Arrange to inspect the car after an overnight cold soak — start the engine immediately and listen for chain rattle.hybrid2018 onwardEngine
OccasionalEngine $1,500–$3,500 to fix

Does not apply

The A25A-FXS 2.5-litre four-cylinder hybrid engine fitted to XV70 Camry Hybrid has been documented on NZ and AU owner forums as developing a cold-start timing chain rattle from around 60,000–80,000 km. The pattern mirrors the 2ZR-FE and M20A-FKS history — oil drain-back from the upper chain circuit when the engine is at rest causes a brief but audible rattle until oil pressure re-establishes. Extended oil change intervals or use of low-quality oil accelerates chain and tensioner wear. Toyota has not issued a recall but the pattern is consistent across multiple examples in the region.

The front of a dual overhead camshaft engine with the timing cover removed, exposing the timing chain and sprockets.Example of the part — not this vehicle

The front of a twin-cam engine with the timing cover off — chain, sprockets and guides.

Logansenf · CC BY-SA 4.0 · Wikimedia Commons

Symptoms to notice

  • Rattling from the engine in the first 15–40 seconds after a cold start
  • Noise clears once oil pressure is established
  • May trigger VVT or camshaft correlation fault codes at higher mileage
  • Hybrid ready indicator may briefly behave erratically during severe rattle events

What to check

Arrange to inspect the car after an overnight cold soak — start the engine immediately and listen for chain rattle. Do not accept a test drive in a pre-warmed car as the first start. Scan for P001x-range camshaft codes. Ask for oil service records and note the interval used.

Where to look: Front of A25A engine, timing chain and upper tensioner assembly

Parts involved: Timing chain.

Ask the seller

  • “Does the engine produce any noise when started cold after sitting overnight?”
  • “What oil grade and service interval has been used?”
  • “Has a Toyota dealer noted any timing-related fault during a service?”

102AR-FE Timing Chain Tensioner Cold-Start Rattle

Cold-start the engine after it has sat overnight and listen for a rattling or clattering from the front/top of the engine for the first 2–5 seconds.petrol2012–2017EngineRead the full fault: symptoms, where to look, what to ask the seller

11AB60F Torque Converter Lock-Up Shudder

Road test at a steady 80 km/h with light throttle to reproduce shudder.petrol2012–2017TransmissionRead the full fault: symptoms, where to look, what to ask the seller

122AR-FE Oil Consumption from Piston Ring Wear

Check oil level frequently.petrol2011–2017Engine
CommonEngine $500–$3,000 to fix

Does not apply

The ACV50 Camry 2AR-FE 2.5 engine consumes oil from piston ring wear and valve stem seal degradation on high-mileage examples. Oil consumption above 1 litre per 5000km is abnormal.

Symptoms to notice

  • Blue smoke from exhaust on startup and deceleration
  • Frequent oil level top-ups needed between regular service intervals

What to check

Check oil level frequently. Blue smoke from exhaust on startup after overnight park indicates valve stem seal or ring wear.

Where to look: 2AR-FE engine cylinder bores, piston rings, and valve stem seals

Ask the seller

  • “Has the 2ar-fe oil consumption from piston been inspected or repaired?”

13Hybrid Inverter Coolant Pump Failure (2AR-FXE / A25A-FXS)

Listen for the inverter coolant pump running when the car is switched on — it should be audible.hybrid2012–2016CoolingRead the full fault: symptoms, where to look, what to ask the seller

14A25A-FKS Electric Water Pump Leak and P26CA Coolant Pump Fault

Before starting, check the coolant reservoir level against the marks and look at the coolant colour (it should be clean pink, not rusty or oily).petrol2018–2024Cooling
OccasionalCooling $900–$2,000 to fix

Does not apply

The 2.5 Dynamic Force petrol engine (A25A-FKS) fitted to the facelifted petrol Camry (sold new in Australia as the Ascent from 2021; NZ-new Camrys from 2021 were hybrid only) uses an electric water pump. Toyota tech tip T-TT-0733-23 covers 2022 to 2024 Camry (petrol and hybrid) with the A25A engine leaking coolant from the water pump and/or setting codes P26CA14 or P26CA31 (coolant pump circuit or no signal). A leaking or failed pump lets the engine run hot, and overheating an aluminium engine risks head gasket damage. The repair is a new pump, coolant and bleed.

Symptoms to notice

  • Coolant level in the reservoir keeps dropping
  • Pink or white crusty residue around the front lower part of the engine
  • Sweet coolant smell after driving
  • Check engine light, temperature warning or reduced heater output

What to check

Before starting, check the coolant reservoir level against the marks and look at the coolant colour (it should be clean pink, not rusty or oily). Use a phone torch to look around the water pump area low on the front of the engine for pink or white crust, dried drip marks or wet patches. Check the ground under the engine for coolant drips. On the test drive watch the temperature gauge or display stays normal, and check the heater blows hot. Make sure no warning lights remain on. If a workshop inspection is possible: pressure test the cooling system, scan for P26CA14 / P26CA31 and other cooling codes, and check whether the water pump has already been replaced under warranty.

Where to look: Front of the engine, electric water pump near the lower timing cover, plus coolant reservoir

Parts involved: Water pump.

Ask the seller

  • “Has the coolant ever needed topping up between services?”
  • “Has the water pump been replaced, and was it done under warranty?”
  • “Has the car ever shown a temperature warning or check engine light?”

152AZ-FE Timing Chain Tensioner Cold-Start Rattle

Cold-start from overnight cold and listen for metallic rattle from front of engine.petrol2006–2011Engine
CommonEngine $600–$1,800 to fix

Does not apply

The 2AZ-FE timing chain tensioner loses oil pressure overnight causing metallic rattle on cold start. Extended rattle beyond 5-10 seconds indicates worn tensioner or plastic guides.

The front of a dual overhead camshaft engine with the timing cover removed, exposing the timing chain and sprockets.Example of the part — not this vehicle

The front of a twin-cam engine with the timing cover off — chain, sprockets and guides.

Logansenf · CC BY-SA 4.0 · Wikimedia Commons

Symptoms to notice

  • Metallic rattle from engine front on cold start
  • Rattle persisting beyond 10 seconds or at operating temperature indicating worn tensioner

What to check

Cold-start from overnight cold and listen for metallic rattle from front of engine. Normal: clears in under 5 seconds. Check oil level and condition.

Where to look: Front of engine, timing chain tensioner

Parts involved: Timing chain.

Ask the seller

  • “Has the 2az-fe timing chain tensioner cold-start been inspected or repaired?”

16A25A-FXS Intake Valve Carbon Buildup & P0300

Watch for: Rough idle especially when cold.hybrid2017 onwardEngine
OccasionalEngine $600–$1,300 to fix

Does not apply

Despite the A25A-FXS using Toyota's D-4S dual-injection system combining port and direct injection, crankcase oil vapour still deposits carbon on intake valve stems and heads over time, especially in stop-and-go urban driving. Buildup restricts airflow into cylinders, causing rough idle, hesitation under acceleration, and P0300 random or cylinder-specific misfire codes. Walnut blasting of intake ports at 60,000-80,000 km intervals is the accepted correction. Severe cases can cause stalling at idle or cold-start stumble.

Symptoms to notice

  • Rough idle especially when cold
  • P0300 random misfire or P0301-P0304 cylinder-specific misfire codes
  • Hesitation or stumble under light acceleration
  • Engine stumble at low RPM in traffic
  • Slight increase in fuel consumption

What to check

Watch for: Rough idle especially when cold. If a workshop inspection is possible: Use a borescope through intake ports to visually inspect valve heads for black carbon deposits; check live data and stored misfire DTCs P0300-P0304 with scan tool; ask about driving history dominated by short urban trips under 10 km.

Where to look: Intake valves in cylinder head, accessible after intake manifold removal

Ask the seller

  • “Has the intake ever been walnut blasted or carbon cleaned?”
  • “Any history of rough idle, misfire warning lights, or hesitation?”
  • “Is the majority of driving city stop-and-go or highway?”

17Fuel pump failure recall - engine stall without restart (Denso low-pressure pump)

2018–2019Engine
OccasionalEngine $0–$1,000 to fix

Does not apply

Toyota recalled 75,905 Australian vehicles including 2013-2019 Camrys (recall REC-001320, campaign VGG05, April 2020) because the low-pressure fuel pump can stop working. The engine runs rough, warning lights appear, and the car can stall and refuse to restart - a genuine breakdown-lane problem rather than a wear item. Dealers replace the pump free of charge under the recall, and Toyota later ran a separate fuel-pump recall for hybrid Camrys. Whether THIS car had the work done is a VIN-specific question, and an unrepaired car is still driving around with the fault.

Symptoms to notice

  • Engine cranks but will not start, or stalls while driving
  • Rough running with check-engine light before failure
  • Warning messages on the instrument panel

What to check

This one is paperwork, not eyes and ears: take the VIN from the windscreen or door pillar and run it through Toyota's official recall checker (toyota.co.nz or toyota.com.au) on your phone at the viewing. If an open fuel-pump recall shows, the fix is free at any Toyota dealer - but factor in the hassle and do not pay extra for a car with outstanding safety recalls. On the test drive include a few minutes of idling and low-speed running; a pump on its way out often stumbles at idle when hot.

Where to look: Fuel pump inside the fuel tank, under the rear seat area

Ask the seller

  • “Can you show dealer paperwork that the fuel pump recall was completed?”
  • “Has the car ever stalled or failed to start?”

18Coolant Bypass Valve Failure P2681 & HV Overtemp

hybrid2018 onwardCoolingRead the full fault: symptoms, where to look, what to ask the seller

192AZ-FE 2.4L excessive oil consumption — Toyota Warranty Enhancement ZE7

Pull the dipstick with the engine off and level and note if oil is low or very dark.petrol2006–2011Engine
CommonEngine

Does not apply

The 2.4L four-cylinder 2AZ-FE in XV40 Camrys is prone to excessive oil consumption because the original low-tension piston oil-control rings carbonise and lose their seal, letting oil burn past the pistons. It typically emerges around 150,000-180,000 km and can empty the sump between services, risking oil starvation if the owner doesn't top up. Toyota addressed it with a piston/ring redesign and an oil-consumption-test procedure under Warranty Enhancement ZE7, but many cars showed symptoms only after the powertrain warranty lapsed. On an import with no history this is a buy/no-buy check.

Symptoms to notice

  • Oil level well down on the dipstick between services with no visible leak
  • Blue-grey smoke from the exhaust on start-up or acceleration
  • Oil warning light
  • Frequent need to top up oil

What to check

  1. Pull the dipstick with the engine off and level and note if oil is low or very dark.
  2. Ask when oil was last topped up and check for a top-up bottle in the boot.
  3. Watch the exhaust at cold start and under acceleration for blue smoke.
  4. Confirm it is the 2.4 four-cylinder, not the V6.

Where to look: 2.4L four-cylinder engine (dipstick, tailpipe, exhaust)

Ask the seller

  • “Is this the 2.4 four-cylinder or the 3.5 V6?”
  • “How much oil does it use between services, and do you top it up?”
  • “Has an oil-consumption test or piston/ring repair been done under Toyota's warranty enhancement (ZE7)?”
  • “Do you have oil-change and service records?”

20V6 U660E 6-speed automatic torque-converter shudder (Flex Lock-Up clutch glazing)

On the test drive, hold a light steady throttle while cruising at roughly 40-80 km/h and feel for a fine shudder as the transmission locks up.petrol2007–2011Transmission
CommonTransmission

Does not apply

The V6 XV40 Camry uses the U660E 6-speed automatic (introduced on the 2007 Camry/ES350), prone to a torque-converter shudder felt as a vibration or 'rumble-strip' sensation, typically between about 40-80 km/h under light-to-moderate throttle. It stems from Toyota's fuel-saving Flex Lock-Up strategy that partially applies the converter clutch at low speed, glazing the friction lining over time; degraded fluid and valve-body/solenoid wear make it worse. A fresh fluid service sometimes helps, but a glazed converter usually needs replacement.

A cutaway automatic transmission torque converter showing the internal turbine and stator.Example of the part — not this vehicle

A torque converter, sectioned. The lock-up clutch inside is what shudders.

No machine-readable author provided. BerndB~commonswiki assumed (based on copyright claims). · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • Shudder, vibration or 'rumble-strip' feeling at light throttle around 40-80 km/h
  • Buzzing/vibration through the floor or seat when cruising
  • Feels like rough tarmac on a smooth road

What to check

  1. On the test drive, hold a light steady throttle while cruising at roughly 40-80 km/h and feel for a fine shudder as the transmission locks up.
  2. Check the transmission-fluid condition if a dipstick or service record is available (dark or burnt-smelling fluid is a bad sign).
  3. Confirm it is the V6 with the 6-speed auto.

Where to look: V6 6-speed automatic transaxle (torque converter)

Parts involved: Torque converter, Clutch.

Ask the seller

  • “Does it shudder or vibrate at light throttle around 40-80 km/h?”
  • “Has the automatic-transmission fluid ever been changed, and when?”
  • “Has a torque-converter or transmission software update ever been done?”

21Hybrid Transaxle Motor-Generator Bearing Hum

hybrid2017 onwardTransmission
OccasionalTransmission $1,800–$4,500 to fix

Does not apply

The P710 hybrid transaxle houses two motor-generators (MG1 and MG2) whose rotor bearings can develop a low-frequency resonant hum as mileage accumulates, typically presenting above 80,000 km. The noise is load-dependent and often most noticeable under light throttle at highway speeds when MG2 is actively generating, making it easy to confuse with road or tyre noise. Bearing failure that progresses to advanced wear risks introducing metallic debris into the transaxle fluid and can damage the planetary gear set.

Symptoms to notice

  • Low-frequency droning hum audible at 80–120 km/h that varies with vehicle speed not engine RPM
  • Hum intensifies under regenerative braking or light throttle highway cruising
  • Noise disappears or changes character when the driver coasts in neutral, isolating it to the driven transaxle
  • Transaxle fluid shows metallic sheen or grey discolouration on the dipstick or drain plug magnet

What to check

During the highway portion of the test drive, vary throttle between 90 and 110 km/h and listen for a constant drone that changes pitch with speed but not with road surface changes (ruling out tyres). The hum should be audible from inside the cabin with the radio off. Have the transaxle fluid inspected — metallic particle contamination in the CVT fluid indicates bearing wear has progressed.

Where to look: Transaxle housing — MG1/MG2 rotor bearings, left side of engine bay

Ask the seller

  • “Have you noticed any persistent humming or droning sound on the motorway that is hard to locate?”
  • “Has the transaxle fluid ever been inspected or replaced, and was any metallic residue noted on the drain plug?”
  • “Has any technician commented on a noise from the drivetrain during a warrant of fitness or service inspection?”

22EGR System Carbon Buildup — A25A-FXS

If the vehicle is mainly used for short city commutes, request an engine management scan for P0400/P0401 codes (EGR flow).hybrid2017 onwardEngine
OccasionalEngine $450–$1,200 to fix

Does not apply

The A25A-FXS uses a high-pressure EGR circuit routed through a water-cooled EGR cooler; the recirculated exhaust gases deposit carbon on the EGR valve, cooler passages, and intake manifold walls. Hybrid duty cycles exacerbate the problem because short urban trips never fully heat-soak the EGR cooler, allowing condensate and soot to accumulate faster than on conventional vehicles. Partial EGR blockage triggers rough idle and P0401/P0400 codes; full blockage elevates NOx emissions and causes misfires under load.

Symptoms to notice

  • Rough idle or hunting idle that worsens when cold
  • Check engine light with DTC P0400 (EGR flow malfunction) or P0401 (EGR flow insufficient)
  • Slight hesitation or stumble under moderate load at low RPM
  • Black oily deposit visible inside intake air hose near throttle body
  • Fuel consumption increase of 0.5–1.0 L/100 km over the vehicle's normal baseline

What to check

  1. If the vehicle is mainly used for short city commutes, request an engine management scan for P0400/P0401 codes (EGR flow).
  2. Inspect the air intake hose for oily carbon residue, which indicates heavy EGR recirculation deposits escaping upstream.
  3. Ask whether the vehicle has ever been driven regularly on motorways — sustained high-speed running self-cleans the EGR circuit.

Where to look: Intake manifold and EGR valve — passenger side of engine, upper block

Parts involved: EGR valve.

Ask the seller

  • “Has the car been used mostly for short city trips or does it regularly do motorway driving?”
  • “Has a check engine light ever appeared, and if so what fault code was stored?”
  • “Has the EGR valve or intake manifold been cleaned as part of any scheduled maintenance?”

23Engine Coolant Crossover Pipe O-Ring Weeping

After a full warm-up drive, open the bonnet with the engine off and allow it to heat soak for 5 minutes.petrol2006–2017Cooling
CommonCooling $220–$550 to fix

Does not apply

Both the 2AZ-FE and 2AR-FE engines route coolant through a metal crossover or bypass pipe that bridges sections of the cooling system around the rear of the engine. This pipe is sealed at each end with rubber O-rings that harden and crack over time from heat cycling. The resulting weep is slow — typically 50–100mL per month — and presents as a coolant smell under the bonnet after the engine reaches operating temperature rather than as a visible puddle. The staining accumulates on the rear of the block and is often mistaken for a head gasket weep. O-ring replacement is a low-cost repair if caught early but requires coolant drain and often throttle body or intake manifold removal for access. Ignored, the weep can worsen to a drip causing low coolant and overheating.

Symptoms to notice

  • Sweet coolant smell from the engine bay after reaching operating temperature, particularly noticeable when parked indoors
  • Dried white or rust-coloured mineral deposits on the rear face of the engine block around the coolant crossover pipe fittings
  • Coolant reservoir level slowly dropping over weeks without any visible drip under the vehicle
  • Coolant temperature gauge running slightly higher than normal in slow traffic as coolant level drops below optimal

What to check

After a full warm-up drive, open the bonnet with the engine off and allow it to heat soak for 5 minutes. Inspect the rear of the engine block and the underside of the intake manifold for dried white or brown coolant mineral deposits indicating a slow weep. Use a torch to examine the coolant pipe O-ring seats at both ends of the crossover pipe. Check the coolant reservoir level at cold versus the previous cold check to detect any slow loss.

Where to look: Rear of engine block — coolant crossover or bypass pipe O-ring seals at pipe-to-block and pipe-to-water-pump connections

Parts involved: Intake manifold, Head gasket.

Ask the seller

  • “Has the coolant level ever dropped unexpectedly and if so was the cause identified?”
  • “Is there a sweet smell from the engine bay after a drive?”
  • “Have the coolant pipe O-rings on the rear of the engine been replaced as a preventive measure?”
Electrical8

01HV Inverter MG1 Isolation Fault P3009/P3105

Scan with Toyota Techstream for P3009 or P3105 codes.hybrid2017 onwardElectrical
RareElectrical $7,000–$22,000 to fix

Does not apply

The Power Control Unit houses the MG1 generator inverter and MG2 traction inverter. A P3009 (high-voltage isolation failure) or P3105 (Battery ECU communication circuit fault linked to inverter-side signal loss) causes the hybrid system to illuminate the traction warning and master warning lights and enter fail-safe reduced-power mode. Root causes include coolant intrusion into the inverter from a cracked case following minor collision damage, degraded internal insulation on IGBT modules, or corrosion of high-voltage DC bus cables. Repair requires inverter assembly replacement and high-voltage isolation testing with a megohmmeter.

Symptoms to notice

  • Traction control and master warning lights illuminate simultaneously
  • Hybrid system warning message on multi-information display
  • Vehicle enters limp/fail-safe mode with severely reduced power
  • Possible refusal to enter Ready mode in severe cases
  • P3009 or P3105 DTCs stored in hybrid ECU

What to check

Scan with Toyota Techstream for P3009 or P3105 codes; test high-voltage bus isolation resistance with a megohmmeter (should exceed 500 kohm); inspect Power Control Unit housing for cracks or coolant staining; check HV cable connectors for corrosion; verify front-end accident history from the vehicle's history records.

Where to look: Power Control Unit (PCU/inverter assembly) mounted in engine bay on passenger side near brake master cylinder

Parts involved: Body corrosion.

Ask the seller

  • “Has the hybrid system warning light or traction warning ever activated?”
  • “Any history of high-voltage system repairs or inverter replacement?”
  • “Has the vehicle been in a front-end collision, even minor?”

02High-Voltage Traction Battery Capacity Degradation

hybrid2017–2021Electrical
CommonElectrical $4,500–$12,000 to fix

Does not apply

The nickel-metal hydride (NiMH) high-voltage battery pack in the AXVH70/AXVA70 loses usable capacity progressively, with earlier 2017–2019 examples now reaching the age where significant degradation is observable. Cell imbalance develops as weaker cells are repeatedly brought to voltage extremes relative to healthier ones, accelerating failure in those individual modules. Severe degradation results in reduced EV-only range, more frequent engine engagement at low speeds, higher fuel consumption, and ultimately fault codes that force the vehicle into limp mode.

Symptoms to notice

  • Engine starts and runs at very low speeds or immediately after key-on rather than staying in EV mode
  • Fuel consumption noticeably higher than the rated 4.2–4.5 L/100 km combined
  • HV battery charge gauge oscillates rapidly or sits at extremes (full/empty) during normal city driving
  • MIL or hybrid system warning light on dash; DTC P0A80 (replace hybrid battery pack) stored
  • Audible cooling fan for the HV battery runs continuously even after the car is parked and locked

What to check

  1. Request a Toyota Techstream or equivalent OBD-II HV battery health scan before purchase — look for cell voltage spread greater than 0.3 V or state-of-health below 70 %.
  2. On the test drive, note how frequently the combustion engine kicks in at parking-lot speeds; a degraded pack engages the engine much earlier.
  3. Check whether the HV battery warning light has ever illuminated.

Where to look: Under rear seat / boot floor — high-voltage battery pack

Ask the seller

  • “Has the vehicle had any hybrid system warning lights, and has a dealer ever scanned the HV battery health?”
  • “Is the HV battery still within Toyota's 8-year hybrid battery warranty period, and can you show me the original delivery paperwork?”
  • “Has fuel consumption changed noticeably compared to when the car was new?”

03AHV40 Hybrid NiMH Battery Cell Degradation

Connect a Toyota-compatible scanner and check hybrid battery cell voltages for imbalance.hybrid2006–2011Electrical
CommonElectrical $1,500–$5,000 to fix

Does not apply

The AHV40 Camry hybrid NiMH traction battery loses cell capacity with age causing reduced electric assist and poor fuel economy. Battery warning appears when cell voltage spread exceeds normal limits.

Symptoms to notice

  • Hybrid system warning light with noticeable decline in fuel economy from rated figure
  • More frequent combustion engine operation at low speeds as electric assist declines

What to check

  1. Connect a Toyota-compatible scanner and check hybrid battery cell voltages for imbalance.
  2. Note fuel economy decline from rated figure.
  3. Ask if hybrid battery warning has ever illuminated.

Where to look: Hybrid NiMH traction battery under rear seat

Ask the seller

  • “Has the ahv40 hybrid nimh battery cell been inspected or repaired?”

04ASV50 Hybrid MG2 Transaxle Resolver Fault

Scan HV system with Toyota Techstream for motor-resolver fault codes P0A3C, P0A43, and P0A46.hybrid2012–2017Electrical
OccasionalElectrical $800–$4,500 to fix

Does not apply

The MG2 motor-generator resolver sensor embedded in the P410 hybrid transaxle can develop electrical faults or wiring harness chafing, causing the hybrid control ECU to lose rotor position data. The system triggers a traction warning light and forces the vehicle into reduced-power limp mode. Fault codes P0A3C, P0A43, or P0A46 are typically stored and require Toyota Techstream to retrieve from the HV system. Wiring harness connector corrosion at the transaxle is a common root cause; severe cases require transaxle removal to access the resolver stator.

Symptoms to notice

  • Traction control or VSC warning light illuminated
  • Red triangle hybrid system warning on instrument cluster
  • Loss of electric motor drive assist
  • Vehicle enters reduced-power limp mode
  • P0A3C, P0A43, or P0A46 HV system fault codes stored

What to check

  1. Scan HV system with Toyota Techstream for motor-resolver fault codes P0A3C, P0A43, and P0A46.
  2. Inspect resolver wiring harness at the transaxle connector for chafing, corrosion, or damaged insulation.
  3. Assess hybrid traction battery state of health as a secondary check.

Where to look: P410 hybrid transaxle — MG2 resolver stator and wiring harness, front engine bay

Parts involved: Body corrosion.

Ask the seller

  • “Has the traction control or VSC warning light ever illuminated?”
  • “Has the hybrid system entered reduced-power or limp mode?”
  • “Has the transaxle or HV inverter been inspected by a Toyota hybrid specialist?”

052AR-FXE Hybrid NiMH Battery Degradation

Check for hybrid system warnings.hybrid2011–2017Electrical
CommonElectrical $800–$3,500 to fix

Does not apply

The AVV50 Camry Hybrid 2AR-FXE NiMH traction battery degrades with age causing reduced electric assist and declining fuel economy.

Symptoms to notice

  • Hybrid system warning light with reduced electric assist
  • Fuel economy declining significantly from the rated figure as battery capacity falls

What to check

  1. Check for hybrid system warnings.
  2. Note fuel economy decline from the rated figure.
  3. A Toyota-compatible scanner can read individual battery cell voltages to identify degraded cells.

Where to look: NiMH traction battery pack under the boot floor

Ask the seller

  • “Has the 2ar-fxe hybrid nimh battery degradation been inspected or repaired?”

0612V Auxiliary Battery Drain and Premature Failure

Ask when the 12V battery was last replaced — factory fitment on a 2017–2019 example is almost certainly past service life.hybrid2017 onwardElectrical
Very commonElectrical $220–$450 to fix

Does not apply

Toyota hybrids impose a continuous parasitic draw on the 12V auxiliary battery from the keyless entry ECU, the hybrid system's standby monitoring, and the security module, drawing approximately 20–30 mA even when the car is locked. The 12V battery does not receive a meaningful charge from the DC-DC converter unless the Ready light is on, so vehicles left parked for more than a week — or those with a degrading 12V battery — frequently fail to start the hybrid system at all. Toyota issued multiple TSBs addressing excessive draw from the smart-key ECU in this generation.

Symptoms to notice

  • Hybrid system will not enter Ready mode; dash shows 'Ready' cycling on/off or not illuminating at all
  • Keyless entry remote functions but pressing the start button produces no response
  • All accessories work but hybrid Ready light will not engage
  • Intermittent loss of radio presets, clock reset, or power window re-calibration required
  • Jump-starting resolves the no-start immediately but issue returns within days

What to check

  1. Ask when the 12V battery was last replaced — factory fitment on a 2017–2019 example is almost certainly past service life.
  2. Check for any aftermarket accessories (dashcam hardwired, after-market alarm) that add draw.
  3. Confirm the car starts without hesitation after sitting overnight.
  4. If a workshop inspection is possible: Test the 12V battery voltage with a load tester (should hold above 12.4 V at rest).

Where to look: Boot — 12V AGM auxiliary battery (behind trim panel)

Parts involved: 12V battery.

Ask the seller

  • “When was the 12V auxiliary battery last replaced, and do you have the receipt?”
  • “Has the car ever failed to start after sitting parked for a few days?”
  • “Are there any hardwired accessories such as a dashcam or aftermarket alarm that may be drawing extra current?”

07ASV50 Hybrid Auxiliary 12V Battery Failure

Check the battery date code — replace if older than 4 years regardless of apparent condition.hybrid2012–2017ElectricalRead the full fault: symptoms, where to look, what to ask the seller

08Electric Power Steering Rack Rattle

Drive over rough surfaces at low speed and listen for rattle from the steering rack area.2011–2017Electrical
CommonElectrical $600–$2,200 to fix

Does not apply

EPS rack develops internal rattle at low speeds over rough surfaces.

Symptoms to notice

  • Knocking or rattling from steering rack at low speeds
  • Vibration through steering wheel during slow manoeuvring

What to check

Drive over rough surfaces at low speed and listen for rattle from the steering rack area.

Where to look: Electric power steering rack assembly

Parts involved: Steering rack.

Ask the seller

  • “Has the electric power steering rack rattle been inspected or repaired?”
Body, brakes, suspension & interior11

01Electric Brake Actuator (Brake Booster) Malfunction

hybrid2017 onwardBrakes
RareBrakes $2,500–$6,500 to fix

Does not apply

The AXVH70/AXVA70 uses an electro-hydraulic brake actuator (replacing the conventional vacuum booster) to blend regenerative and friction braking seamlessly. The actuator contains an electric motor, accumulator, and hydraulic control unit; internal motor brush wear or ECU faults cause erratic brake pressure modulation or complete loss of power-assisted braking. Several NHTSA complaints describe unexpectedly long stopping distances or a sudden hard pedal without warning. Toyota has investigated this component across multiple hybrid platforms.

Symptoms to notice

  • Brake pedal suddenly feels very hard or offers little travel before maximum braking force
  • Brake warning light or ABS warning light illuminates during normal driving
  • Vehicle takes noticeably longer to stop than expected with normal pedal effort
  • Grinding or whirring sound from brake actuator area during initial pedal application after cold start
  • DTC C1241 (low battery positive voltage) or C1256 (brake actuator motor circuit) stored in brake ECU

What to check

During the test drive perform three firm full-stops from 60 km/h to assess pedal feel consistency — any sponginess, pulsation, or unexpected hardness warrants investigation. Check whether any brake system warning light appears on the dashboard, and ask if the dealer has ever updated brake actuator firmware. If a workshop inspection is possible: Scan for brake system DTCs (C1241, C1256 range) with an OBD-II tool capable of reading ABS/brake ECU codes.

Where to look: Engine bay — brake actuator assembly, driver-side firewall

Ask the seller

  • “Has the brake pedal ever felt unusually hard, spongy, or inconsistent, particularly when the car was cold?”
  • “Has any brake warning light appeared on the dashboard, even briefly?”
  • “Has the vehicle been subject to any Toyota brake system recall or technical service bulletin, and if so was the repair completed?”

02Air Conditioning Evaporator Core Pinhole Leak

2006–2017Interior
OccasionalInterior $1,200–$2,800 to fix

Does not apply

The aluminium evaporator core in the ACV40 and ACV50 Camry heater box is susceptible to formicary corrosion, where formic acid produced by organic material in condensation draining across the core surface pits the aluminium walls. The resulting pinholes allow refrigerant (R134a) to slowly escape into the cabin air stream and the refrigerant oil to coat the evaporator fins. The evaporator is located inside the heater box behind the dashboard centre stack, making replacement a full dashboard removal job. In NZ the common presentation is a musty or sweet chemical odour from the vents with the AC running, accompanied by slowly degrading cooling performance as refrigerant charge drops. Recharging without fixing the leak is a temporary measure only.

Symptoms to notice

  • Musty, sour, or faintly sweet chemical odour from the cabin air vents when AC is running, not present with AC off
  • Progressive loss of cooling performance over weeks or months as refrigerant charge drops through pinhole leaks
  • AC compressor cycling on and off more frequently than normal as low-pressure cut-out triggers from depleted refrigerant
  • Oily residue or UV dye visible at the evaporator condensate drain tube outlet under the vehicle when inspected with a UV lamp

What to check

  1. Run the AC on maximum cold for 5 minutes with recirculation on and windows up, then smell the vent output for any musty, oily, or faintly sweet chemical odour.
  2. Check AC cooling performance — a slow-leak system will cool adequately initially then progressively lose performance over a season.
  3. Have the refrigerant charge weighed by an AC technician and request a UV dye leak test with a lamp under the dashboard evaporator drain tube to detect dye-stained refrigerant oil.

Where to look: HVAC heater box assembly — evaporator core behind the centre dashboard stack, requiring full dash disassembly to access

Parts involved: Body corrosion.

Ask the seller

  • “Has the air conditioning been re-gassed within the last 12 months and if so why?”
  • “Is there any unusual smell from the air vents when the AC is running?”
  • “Has the evaporator core ever been replaced?”

03Hydraulic Power Steering Rack Seal Weeping

Check the rack body and tie rod area for fluid residue or dried PSF deposits.petrol2006–2011SuspensionRead the full fault: symptoms, where to look, what to ask the seller

04Rear Suspension Lateral Link and Trailing Arm Bush Collapse

Check for uneven rear tyre wear or a vehicle that crab-walks slightly when viewed from behind at speed.2006–2017SuspensionRead the full fault: symptoms, where to look, what to ask the seller

05Front Lower Arm Inner Pivot Bush Wear

With wheels raised off the ground, grasp each lower arm and apply firm fore-aft force to check for bush compliance or movement.2011–2017SuspensionRead the full fault: symptoms, where to look, what to ask the seller

06Front Lower Arm Ball Joint Wear

Inspect the boot for splitting.2011–2017Suspension
CommonSuspension $350–$800 to fix

Does not apply

Front lower arm ball joints wear causing clunking and handling imprecision.

The front wheel of a car splayed outward with the lower control arm hanging down after a ball joint separation.Example of the part — not this vehicle

A separated lower ball joint: the control arm has dropped and the wheel has splayed out under the guard.

Elfix · CC0 · Wikimedia Commons

Symptoms to notice

  • Clunking from front suspension over bumps
  • Imprecise handling feel when cornering

What to check

Inspect the boot for splitting. If a workshop inspection is possible: With vehicle raised, lever the lower arm and check for ball joint play.

Where to look: Front lower suspension control arms

Parts involved: Ball joint.

Ask the seller

  • “Has the front lower arm ball joint been inspected or repaired?”

07Brake Caliper Guide Pin Seizure

Check for pulling under braking.2011–2017Brakes
CommonBrakes $200–$600 to fix

Does not apply

Front and rear brake caliper guide pins seize from corrosion causing uneven pad wear.

Symptoms to notice

  • Vehicle pulling to one side under braking
  • One disc hotter than the other after moderate use

What to check

  1. Check for pulling under braking.
  2. Feel for uneven wheel heat.
  3. Inspect guide pins.

Where to look: Front and rear brake calipers

Parts involved: Brake disc and pads.

Ask the seller

  • “Has the brake caliper guide pin seizure been inspected or repaired?”

08XV70 Camry rear centre seatbelt may not lock: 2019 safety recall (built August to October 2019)

Check the build date on the compliance or build plate in the driver door jamb, or ask the seller.2019–2020Interior
RareInterior $0 to fix

Does not apply

XV70 Camrys of every engine built between 19 August and 11 October 2019 (NZ notice; the Australian notice gives 21 August to 6 September 2019) were recalled because one of the two locking mechanisms in the rear seatbelt retractor may not work, caused by an incorrectly installed spring. In a crash the person in that seat may not be held properly. Toyota NZ recalled 181 cars and Toyota Australia 1,058 (REC-001309, campaign UGG59). The dealer repair is free and takes about 1.5 hours.

Symptoms to notice

  • Usually no symptom: the belt pulls out and retracts normally
  • Belt may not lock when pulled sharply

What to check

Check the build date on the compliance or build plate in the driver door jamb, or ask the seller. If it was built between August and October 2019, ask for proof the seatbelt recall was done (dealer invoice or service book stamp). In the back seat, pull the centre seatbelt out sharply: it should lock. Any Toyota dealer can check the VIN for outstanding recalls for free.

Where to look: Rear seat, centre seatbelt retractor

Ask the seller

  • “Has the 2019 rear seatbelt recall been done, and can I see the paperwork?”
  • “When was the car built?”

09E-Four Rear Electric Motor Drive Shaft Clunk (AWD Models)

In a quiet car park, accelerate gently from rest then immediately lift off — listen for a single clunk from the rear.hybrid2017 onwardSuspension
OccasionalSuspension $900–$2,800 to fix

Does not apply

The AXVH70 E-Four variant adds a rear-mounted electric motor driving the rear axle through short half-shafts with tripod-type constant-velocity joints. The rear CV joints are smaller and less robustly specified than those on equivalent AWD combustion vehicles; the joints develop axial play that produces a clunk when transitioning from acceleration to deceleration or during low-speed parking manoeuvres, particularly after 80,000 km. This is distinct from normal driveline lash and indicates CV joint wear that will worsen to shaft failure if ignored.

Symptoms to notice

  • Single clunk or knock from the rear when transitioning from drive to engine braking at low speed
  • Clunking during tight low-speed parking manoeuvres when rear electric motor engages
  • Grease flung onto rear wheel arch inner panel indicating split CV boot
  • Vibration felt through the rear floor at motorway speeds if CV wear progresses to shaft imbalance

What to check

In a quiet car park, accelerate gently from rest then immediately lift off — listen for a single clunk from the rear. Repeat with the steering slightly turned left and right to load the CV joints differently. Inspect the CV joint boots for cracks or grease splattering on the inner wheel arch, indicating a split boot accelerating joint wear. This only applies to E-Four (AWD) models; confirm the model code is AXVH70 not AXVA70.

Where to look: Rear subframe — E-Four rear electric motor drive shafts and CV joints, both sides

Parts involved: CV joint and boot.

Ask the seller

  • “Have you noticed any clunking or knocking from the rear of the car when accelerating from a stop or lifting off the throttle?”
  • “Has the rear drive unit or rear driveshafts ever been inspected, and were the CV boots found to be intact?”
  • “Is this the AWD E-Four model, and has the rear electric motor ever shown any warning light or fault code?”

10Sticky / melting dashboard top surface in heat and humidity

Press firmly on the top of the dashboard near the windscreen and around the vents.2006–2011Interior
CommonInterior $500–$1,800 to fix

Does not apply

The dashboard top-pad on 2007-2011 Camry and Camry Hybrid can turn sticky, shiny and gooey when exposed to sustained heat and sunlight, a real concern for NZ/AU cars that live outdoors. The softened surface becomes tacky to the touch, develops a glare that reflects into the windscreen, and can crack. It is cosmetic and does not affect running, but a full dash-pad replacement is expensive. Toyota issued Warranty Enhancement Program ZE6 covering cracked/sticky/melting dashboards, but that coverage has expired for these model years, so a used buyer inherits the cost.

Symptoms to notice

  • Dashboard top feels tacky, sticky or greasy to the touch
  • Shiny or glossy patches on the dash that glare in the windscreen
  • Cracking or bubbling of the dash top surface
  • Marks left on fingers or cloth when wiped

What to check

  1. Press firmly on the top of the dashboard near the windscreen and around the vents; a healthy dash is firm and matte, an affected one is soft, tacky or leaves a residue.
  2. Look for glare/reflection in the windscreen from a glossy dash surface.

Where to look: Upper dashboard pad, along the top near the windscreen and around the centre vents

Ask the seller

  • “Was the dashboard ever replaced under the ZE6 warranty enhancement?”
  • “Does the car live outside in the sun, and has the dash gone sticky in hot weather?”

11Front Strut Top Mount Bearing Failure

The front MacPherson strut top mount on both ACV40 and ACV50 Camry incorporates a thrust bearing that allows the strut to rotate with the steering.2006–2017Suspension
CommonSuspension $280–$750 to fix

Does not apply

The front MacPherson strut top mount on both ACV40 and ACV50 Camry incorporates a thrust bearing that allows the strut to rotate with the steering. This bearing is a low-maintenance sealed unit but deteriorates from age, water ingress through the dust seal, and the constant cyclic loading of NZ road surfaces. A failed bearing causes the strut to bind during steering rather than rotating smoothly, transmitting a clunk or creak directly through the steering wheel. At full lock the characteristic noise is a single knock per steering input. Worn bearings also allow strut alignment to shift slightly under hard braking, contributing to brake pull complaints. Both sides typically degrade at similar mileage so paired replacement is standard practice.

Symptoms to notice

  • Single clunk or thump from the front suspension when turning the steering wheel from straight ahead, particularly when stationary or at low speed
  • Creaking or grinding sensation felt through the steering wheel during slow-speed parking manoeuvres
  • Steering wheel returning to centre sluggishly after a turn, or requiring extra effort to complete full lock
  • Knocking from front suspension over speed humps that differs in character from a worn strut (single knock vs. continuous bounce)

What to check

With the bonnet open and an assistant turning the steering wheel slowly from lock to lock, place a hand on the strut top mount and feel for binding, grinding, or a step-click sensation. Alternatively, with the car stationary on a flat surface, turn the steering wheel quickly from straight ahead to half lock — a single dull thump from one or both front corners indicates a failed thrust bearing. Check for cracked or collapsed rubber in the top mount itself.

Where to look: Front suspension — strut top mount and thrust bearing at the upper spring seat inside the engine bay, one per side

Parts involved: Shock absorber / strut.

Ask the seller

  • “Has the front suspension been inspected for strut top mount bearing play or replaced?”
  • “Is there any clunking or knocking from the front suspension when turning at low speed or when stationary?”
Fluid leaks3

01Recall/campaign: 3.5 V6 (2GR-FE) VVT-i rubber oil-supply hose can rupture — Limited Service Campaign 90K

petrol2007–2010Fluid Leaks
OccasionalFluid Leaks

Does not apply

On XV40 Camrys with the 3.5L 2GR-FE V6, the rubber section of the VVT-i actuator oil-supply hose degrades and can develop a pinhole that expands (worsened by corrosive PCV gases) until the hose ruptures, dumping engine oil rapidly and causing severe damage from oil starvation. Toyota ran a Limited Service Campaign (90K) to replace the hose with a redesigned part free of charge, but because it was a limited campaign many cars were never done — verify the update on the VIN.

Symptoms to notice

  • Sudden oil-pressure warning light
  • Ticking/rattle from oil loss
  • Large oil leak or oil sprayed across the engine bay
  • Rapid drop in oil level

What to check

  1. Open the bonnet and look at the oil-supply line to the VVT-i actuator near the front of the V6: an original rubber hose section is the at-risk part, a redesigned/metal line is the fix.
  2. Check the engine bay and undertray for oil residue or spray.
  3. Ask for paperwork showing the VVT-i oil-line campaign (LSC 90K) was completed.

Where to look: 3.5L V6 engine — oil-supply hose to the VVT-i actuator (front of engine)

Parts involved: PCV / oil separator.

Ask the seller

  • “Has the VVT-i oil-line campaign (LSC 90K) been done on this V6?”
  • “Is the current line the original rubber or the updated type?”
  • “Has it ever lost oil pressure or had an oil-line leak repaired?”

02A25A-FXS Water Pump Seal Failure & Coolant Loss

Inspect water pump body and electrical connector for pink coolant weeping or dried residue.hybrid2022–2024Fluid Leaks
OccasionalFluid Leaks $650–$1,500 to fix

Does not apply

The mechanical water pump on the A25A-FXS is driven by the timing chain and relies on a shaft seal to contain coolant. Toyota's pink Super Long Life Coolant becomes acidic after approximately five years of use, degrading the pump's internal plastic impeller and seal material. This causes external coolant weeping from the pump body or electrical connector area, potentially accompanied by check engine codes P26CB71, P26CA14, or P26CA31. Toyota issued TSB T-TT-0614-20 and T-SB-0103-20 addressing this on 2020 model year A25A-engined vehicles. Ignored leaks escalate to coolant loss and engine overheating.

Symptoms to notice

  • Pink or orange coolant puddle under front of engine after parking
  • White mineral crust or staining around water pump housing
  • Low coolant warning light
  • Check engine light with P26CB71, P26CA14, or P26CA31 codes
  • Engine overheating in advanced cases

What to check

Inspect water pump body and electrical connector for pink coolant weeping or dried residue; check coolant reservoir level; ask when coolant was last replaced (should be every 5 years regardless of mileage); check service history for TSB T-TT-0614-20 completion.

Where to look: Mechanical water pump on front of engine block, driven by timing chain, behind plastic engine cover

Parts involved: Water pump.

Ask the seller

  • “Has the coolant been replaced on a 5-year schedule?”
  • “Has Toyota TSB T-TT-0614-20 water pump inspection been completed?”
  • “Any low coolant warnings or pink staining under the car?”

032GR-FKS V6 Oil Leak from Cam Sensor Bolt Holes (Camshaft Housing)

petrol2017–2019Fluid Leaks
OccasionalFluid Leaks $900–$3,000 to fix

Does not apply

Early 3.5 V6 (2GR-FKS) engines can leak engine oil from the bolt holes of the camshaft position sensors, which are threaded into the camshaft housings on top of the engine. Toyota covered it with a service bulletin for the 2018 Camry and other 2GR-FKS models: the fix is a new camshaft housing and upgraded sensor bolts, not just a new seal. Oil runs down the cylinder head and can drip onto the exhaust, causing a burning smell and a mess that hides other leaks. It is not a sudden failure, but it is a labour heavy repair once out of warranty.

Symptoms to notice

  • Burning oil smell after a drive, especially when stopped
  • Oily film or wet patch on top of the engine near the cam sensors
  • Oil level dropping slowly between services
  • Oil spots under the front of the car

What to check

With the engine cold and the bonnet up, use a phone torch to look at the top and sides of the V6, around the small sensors bolted at the front ends of both cylinder heads. Look for wet oil, dust stuck to oily film, or fresh degreaser marks that suggest someone cleaned it for the sale. After the test drive, stand by the bonnet for a minute and smell for burning oil. Check the ground where the car was parked for oil spots. Pull the dipstick and check the level is near full. If a workshop inspection is possible: raise the car and check the heads, timing cover and underside for oil tracking down from the cam housings, and check the parts history for replaced camshaft housings or upgraded sensor bolts.

Where to look: Top of the V6 engine, camshaft position sensors at the ends of both camshaft housings

Parts involved: Cylinder head.

Ask the seller

  • “Has anyone fixed an oil leak on the engine, and do you have the invoice?”
  • “Does it use any oil between services?”
  • “Was any Toyota service bulletin or warranty work done on the engine?”

Toyota Camry faults in detail

Narrowed to the Toyota Camry · 2002. Each of these has its own page: the symptoms, where to look, what to ask the seller and what the repair costs. Free, no account needed.

2AZ-FE 2.4 Piston Ring Oil ConsumptionMajor · Engine

What these repairs cost on other cars

Some of the Toyota Camry’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.

Buying guides that cover the Toyota Camry

Other Toyota models

Toyota Prado64 documented faultsToyota RAV463 documented faultsToyota Hilux59 documented faultsToyota Alphard52 documented faultsToyota Vellfire49 documented faultsToyota Corolla47 documented faults

Toyota Camry buyer questions

Is the Toyota Camry reliable?

Like any used car, it depends on the specific example and its service history. Across the 54 documented faults for the Toyota Camry, the recurring problem areas are electrical, transmission, and engine. A Toyota Camry with a full service history and no signs of the issues listed on this page can be a sound buy but each one needs to be checked individually before you commit.

What are the most common problems with a used Toyota Camry?

We've catalogued 54 known faults for the Toyota Camry, covering electrical, transmission, and engine. All 54 are written out in full on this page, with the symptoms to notice, what to inspect, and typical repair costs for each. Free to read, no account needed.

How much do repairs cost on a Toyota Camry?

Most single repairs on the Toyota Camry fall between $650–$2,200 at NZ independent-workshop rates. Some of the 54 documented faults cost less and a few cost considerably more, and no one car needs them all. Knowing which ones to look for before you view is what lets you negotiate the price down or walk away.

Should I get a pre-purchase inspection on a Toyota Camry?

Yes. A Toyota Camry inspection focused on its known weak points is the single best way to avoid an expensive mistake. KickTyres gives you a guided, model-specific inspection plus a market valuation and negotiation figure for $24.90 far less than the cost of missing one of the faults on this page.