Toyota Car Parts - A Series Engines

While the port cross section was suitable for a very highly modified engine at very high revs it caused a considerable drop in low down torque due to the decreased air speeds at those revs The first- and second-generation engines are very popular with racers and tuners because of the ease of modification, simple design, and lightness This change in the intlet ports negated the need to have the need for the earlier twin runner manifold and was replaced with a single runner manifold The 1·5 L (1452 cc) 3A was produced from 1979 through 1988 The engine was succeeded by the 3ZZ-FE, a 1·6-liter engine with VVT-i technology The series has cast iron engine blocks and aluminum cylinder heads. The plus side of this design is that it improved fuel efficiency and torque, the down side is that it compromises power During rising engine speed, a slight lurch can occur at the crossover point and an experienced driver will be able to detect the shift in performance Toyota models that had this engine:
Corolla AE85 (JDM)
Carina AA60The 4A was produced from 1980 through 1998 The second is that it employed a 'slave cam system', the camshafts being geared together and driven off one camshaft's sprocket (both camshafts' sprockets on the G-Engine are rotated by the timing belt) This engine has the silver cam covers with the words only written in red, hence the nickname 'red top' It is visually similar to the first-generation engine and the power output is unchanged, but the upper cam cover now featured red and black lettering The AE86 marked the end of the 4A-GE as a rear wheel drive (RWD or FR) mounted engine, alongside the RWD AE86/AE85 coupes a front wheel drive (FWD or FF) corolla (the AE82) was produced and future Corollas/Sprinters were all based around the FF layout Power rating varies during certain generations that had the engine The second generation had a higher profile cams design in the head, the cam cover having ribs throughout its length and the injectors in the intake manifold runners The 4A-GE was one of the earliest inline-4 engines to have both a DOHC 16 valve configuration (four valves per cylinder, two inlet, two exhaust) and electronic fuel injection (EFI) Toyota joint venture partner Tianjin FAW Xiali still produces 1·3 L 8A and recently restarted production of the 5A. Torque was less spread from 75 ft·lbf (101 N·m) at 2800 rpm to 89 ft·lbf (120 N·m) at 4000 rpm. Much confusion exists, even among dealers, as to which models contained what equipment, especially since Toyota split the Corolla line into both RWD and FWD versions, and the GT-S designation was only well known as a Celica version at that time All 4A engines have a displacement of 1·6 L (1587 cc). The effect was that at lower revs where the airspeed would normally be slow, four of the eight runners were closed, this forced all the engine to draw in all its air through half the runners in the manifold The reliability and performance of these engines has earned them a fair number of enthusiasts and a fan base as they are a popular choice for an engine swap in to other Toyota cars such as the KE70 and KP61 Toyota designed the engine for performance; the valve angle was a relatively wide 50 degrees, which at the time was believed to be ideal for high power production Only the AE86 version carried the 4A-GE engine and GT-S designations in the US In other markets, other designations were used Although both have the same displacement and are DOHC, they were optimized for different uses. To compansate for the reduced air speed the first-generation engines included the TVIS feature, in which dual intake runners are fitted with butterfly valves that opened at approximetly 4200 RPM It is speculated that the 4A-GE is actually a road-going version of the Ford Cosworth BDA racing engine, reverse engineered by Toyota as the bore and stroke dimensions are similar and there are many similarities in the engine design, making it a reliable engine for motorsports applications This version, although from the same series and the same generation as the 4A-GE, is different from its 'brother' in terms of performance and power. The A Series engines are a family of straight-4 internal combustion engines with displacement from 1·3 L to 1·8 L produced by Toyota Motor Corporation. 3° apart (compared to 50° in the G-Engines). Numerous variations of the basic 4A design were produced, from SOHC 2-valve all the way to DOHC 5-valve versions. Also of note the pistons were changed to accept a 20mm fully floating gudgen pin unlike the 18mm pressed in pins of the earlier versions Cylinder bore was enlarged from the previous 3A engines at 81 mm (3·19 in), but stroke remained the same as the 3A at 77 mm (3·03 in). To correct the air-speed problems of the earlier genrations of engine the heads inlet ports were redesigned to have smaller cross section inlet ports, and hence has been nickanmed as the 'smallport head' The engine was retired from North American Corollas in 1991, although it continued to be available in the Geo Prizm GSi (sold through Chevrolet dealerships) from 1990 to 1992 A kit version of the 4A-GE from Toyota Racing Development was used to power Formula Atlantic cars during this period It was a 2-valve SOHC engine. The 4A-GE engines for the 1985 model year are referred to as 'blue top' as opposed to the later 'red top' engines, because the paint color on the valve covers is different, to show the different engine revision, using different port sizes, different airflow metering, and other minor differences on the engine The second generation engine was produced from 1992 until 1998. The TVIS equipped model is an ideal candidate for a turbocharging overhaul because it contains the so-called 'big-port head', meaning the head had the large cross sectional area intlet ports All non-US market 4A-GEs continued to use a MAP sensor, while all of the US-market Toyota 4A-GE came with a MAF sensor Production of the first-generation engine model lasted through 1987 New performance parts are still available for sale even today because of its strong fan base. Cylinder bore was 77·5 mm (3·05 in) and stroke was 77 mm (3·03 in). This raised the airspeed which caused better cylender filling and also better fuel atomisation The first-generation 4A-GE which was introduced in 1983 replaced the 2T-G in most applications. Toyota increased the compression ratios from 9·4:1 to 10·3:1 The difference between the two generations of this engine can be identified by the external shape of the engine, the first generation (1987–1993) have a more rugged look, a plate on the head which read '16valve EFI', and the fuel injectors in the head. Output ranged from 65–75 hp (48–56 kW) at 5400–6000 rpm and 72–79 ft·lbf (97–107 N·m) at 3600 rpm. An AE85 chassis code may be a base model Corolla, or an SR-5, with a 4A-C engine This engine revision upped the power to 138 hp (103 kW) at 7200 rpm with a torque of 110 ft·lbf (149 N·m) at 4800 RPM. The second-generation 4A-GE produced from 1987 to 1989 featured larger diameter bearings for the con-rod big ends (42mm) and added four additional reinforcement ribs on the back of the engine block, for a total of seven. There were California-spec (3A-C), Japan-spec (3A-U), transverse (3A-L), and swirl-intake (3A-S) versions of the same basic design. The 4A-FE is basically the same as the 4A-F (introduced in the previous generation of Corollas), the most apparent difference being the fuel delivery system.

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