Toyota Car Parts - A Series Engines

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) The third-generation appeared in 1989 and was in production until 1991 Toyota models that had this engine:
Corolla AE85 (JDM)
Carina AA60The 4A was produced from 1980 through 1998 5 L. There were California-spec (3A-C), Japan-spec (3A-U), transverse (3A-L), and swirl-intake (3A-S) versions of the same basic design It was a 2-valve SOHC engine In between, many interesting variations were produced, including one of the first 5-valve engines (the 4A) and the 170 hp (127 kW) supercharged 4A-GZE. The only exception was the US-market 1990-91 Geo Prizm GSi, which was equipped with the MAP 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 New performance parts are still available for sale even today because of its strong fan base 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 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 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 The first-generation 4A-GE which was introduced in 1983 replaced the 2T-G in most applications Numerous variations of the basic 4A design were produced, from SOHC 2-valve all the way to DOHC 5-valve versions 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 engine was succeeded by the 3ZZ-FE, a 1·6-liter engine with VVT-i technology A kit version of the 4A-GE from Toyota Racing Development was used to power Formula Atlantic cars during this period Even though the valve angle is closer to what is considered in some racing circles to be ideal for power (approximately 25 degrees), its other design differences and the intake which is tuned for a primary harmonic resonance at low revs means that it has about 20% less power compared to the 4A-GE Power was also extremely varied, from 70 hp (52 kW) at 4800 rpm in the basic California-spec 4A-C to 170 hp (127 kW) at 6400 rpm in the supercharged 4A-GZE 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) The second generation engine was produced from 1992 until 1998
Other models equipped with the 4A-GE:
Chevrolet Nova (based on Toyota AE82 chassis; 1984–1988—these 4A-GE cars were exceptionally rare)
Geo Prizm GSi (based on Toyota AE92 chassis; 1990–1992) An AE85 chassis code may be a base model Corolla, or an SR-5, with a 4A-C engine Although it is to be noted that more modern high reving engines have since closed up the valve angle to 20 to 25 degrees which is now believed to be ideal for high reving engines with high power per litre 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 All 4A engines have a displacement of 1·6 L (1587 cc). It was a 2-valve SOHC design like its predecessor. Applications:
1992 Toyota Corolla Levin, Sprinter Trueno AE101 (silver top): All GT models (GT Apex, GT-V etc)
1995 Toyota Corolla Levin, Sprinter Trueno AE111 (black top): All BZ models (BZG, BZR, BZV etc) Toyota sponsored the Champ Car Atlantic Championship from 1990 to 2005 Power rating varies during certain generations that had the engine. The 4A-GE was first introduced in the 1983 Sprinter Trueno AE86 and the Corolla Levin AE86 sports version 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 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. Production of the various models of this version lasted for five generations, from 1983 through 1991 for 16-valve versions and the 5-valve 4A-GE lasted through 1998 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). The use of an air flow meter (MAF) sensor, which restricted air flow slightly but produced cleaner emissions that conformed to the US regulations, limited the power to 112 hp whereas the Japanese model — which used a manifold absolute pressure (MAP) sensor — produced 130 PS (96 kW) The next major modification was the high-performance 4A-G, with the fuel injected version, the 4A-GE, being the most powerful. 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. The plus side of this design is that it improved fuel efficiency and torque, the down side is that it compromises power. Toyota designed this engine with fuel economy in mind. 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 Toyota increased the compression ratios from 9·4:1 to 10·3:1 3° apart (compared to 50° in the G-Engines). The 1987–1998 4A-FE is the descendant of the carbureted 4A-F. This enabled the the torque curve to still be intact at lower engine speeds, allowing for better performance across the entire speed band and a broad, flat torque curve around the crossover point. Cylinder bore was 76 mm (2·99 in) and stroke was 71·4 mm (2·81 in). Torque was less spread from 75 ft·lbf (101 N·m) at 2800 rpm to 89 ft·lbf (120 N·m) at 4000 rpm. 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. 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' 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 Toyota models that have had this engine:
Toyota MR2 AW11: Mid-engine RWD
Corolla AE85/AE86 GT-S: RWD (often referred to as generic AE86 chassis group)
Corolla AE82 FX-16: FWD
Corolla AE92 GT-S: FWD
SE Sedan (North America): (RWD from 1983-87 and FWD from 1988-91)
Some Celicas Toyota joint venture partner Tianjin FAW Xiali still produces 1·3 L 8A and recently restarted production of the 5A. It was a 2-valve SOHC like the 1A and 2A. This engine has the silver cam covers with the words only written in red, hence the nickname 'red top'. The first- and second-generation engines are very popular with racers and tuners because of the ease of modification, simple design, and lightness. Although both have the same displacement and are DOHC, they were optimized for different uses. 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 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. Although not as powerful as the 4A-GE, both engines are renowned for the power they produce from such a low displacement (relative to other engines). The TVIS feature is maintained. The 4A-F used a carburetor, while the 4A-FE used electronic fuel injection system (notice the 'E'). It was extremely light and strong for a production engine using an all-iron block, and produced 112 hp (84 kW) at 6600 rpm and 97 ft·lbf (131N·m) of torque at 4800 rpm in the American market.

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