Parts for your 2018 Toyota Crown-Starter motor

2018 Toyota Crown startermotor: is it fitted, what it does, and how to look after it

Technical documentation shows the 2018 Toyota Crown (S220 series) came in multiple powertrains. Hybrid models (2.5 A25A-FXS “THS II” AZSH20/21 and 3.5 V6 Multi‑Stage Hybrid GWS224) do not use a conventional starter motor, engine cranking is handled by Motor‑Generator 1 (MG1) inside the hybrid transaxle. The non‑hybrid 2.0‑litre turbo petrol (8AR‑FTS, ARS220) does use a conventional 12‑volt starter motor. Sources: Toyota New Car Features (NCF) 2018 Crown Hybrid System and Multi‑Stage Hybrid sections, Toyota Repair Manual (RM) for Starting System, 8AR‑FTS, and the Electrical Wiring Diagram (EWD) for S220 Crown.

When the Crown is a hybrid (no conventional startermotor)
On 2018 Crown hybrids, the high‑voltage system spins the engine via MG1, so there’s no separate startermotor or alternator. The 12‑volt battery only powers ECUs, relays, and system wake‑up. This design removes the bendix engagement, reduces wear points, and makes restarts smooth during stop‑start or EV/ICE transitions. Service focus shifts to: keeping the 12‑volt battery healthy, following hybrid safety procedures, and checking hybrid cooling and system readiness. References: Toyota NCF Hybrid System overview, EWD hybrid power source control.

When the Crown is the 2.0‑litre turbo petrol (startermotor fitted)
For the ARS220 2.0T, the starter motor is the unsung hero that gets the show on the road. Hit the button and the solenoid shoves a small pinion into the flywheel ring gear, the motor cranks the 8AR‑FTS, and once it fires, the gear pops back. It’s quick, tidy, and should be barely noticeable from the cabin.

For servicing, the basics go a long way. A strong, correctly rated 12‑volt battery is essential, weak batteries make startermotors cop the blame. Keep terminals clean, check the main earth straps, and listen for the tell‑tale single click (solenoid) versus rapid chatter (low voltage). If the car has idle stop‑start, the starter works harder than usual, so battery condition and charge strategy really matter. Give the unit a visual once‑over for oil drips or heat soak near the exhaust, contamination shortens life.

• Don’t hold the starter on for more than about 10 seconds, let it cool briefly between attempts.
• If cranking is slow, voltage‑drop test the battery cables and the starter feed before condemning the motor.
• During replacement, disconnect the negative terminal, allow hot exhaust components to cool, and support the vehicle properly if access is from underneath.
• Refit mounting bolts snugly and reconnect wiring with clean, tight terminals, a loose B+ lead can mimic a bad starter.
• After installation, clear any stored DTCs and verify quick, clean starts hot and cold.

Quality matters with replacement units. An OE or reputable reman starter with the correct tooth count and nose profile prevents flywheel chatter and premature wear. Done right, a healthy 2.0T Crown should crank briskly and light off without fuss, kilometre after kilometre across Aus and Aotearoa.

How can I tell if my 2018 Toyota Crown actually has a starter motor?

Check the variant. If it’s a 2.0‑litre turbo (ARS220), it has a conventional starter. If it’s a 2.5 hybrid (AZSH20/21) or 3.5 Multi‑Stage Hybrid (GWS224), it doesn’t use a separate starter motor because MG1 performs engine starts.

You can also pop the bonnet and look low near the bellhousing for a compact cylindrical motor with a heavy B+ cable on petrol turbo cars. Hybrids won’t have that unit, instead you’ll find hybrid system hardware and a DC/DC converter in place of an alternator.

What are the common signs of a failing startermotor on the ARS220 2.0T?

Slow cranking, a single loud click with no rotation, grinding as the pinion hits the ring gear, or intermittent no‑crank with full dash power are the classics. Heat‑soak no‑start after a hot shutdown can also point to a tired unit or high resistance in cables.

Before calling it dead, rule out a weak battery, corroded terminals, or a dodgy earth. A quick voltage‑drop test on the positive and negative sides during cranking often pinpoints whether it’s wiring, battery, or the startermotor itself.

Do Crown hybrids use the 12‑volt battery to crank the engine?

No. On 2018 Crown hybrids, the high‑voltage system spins the engine via MG1, the 12‑volt battery only wakes up control modules, closes relays, and powers accessories. So there’s no conventional startermotor or alternator on these models.

If a hybrid won’t “Ready” or the engine won’t join in, check the 12‑volt battery state first, then follow hybrid system diagnostics. A flat 12‑volt won’t crank the engine, but it will stop the system from initiating a start.