Toyota Car Parts - A Series Engines

Toyota designed this engine with fuel economy in mind Although both have the same displacement and are DOHC, they were optimized for different uses The TVIS feature is maintained Power output ranged from just 62 hp (46 kW) at 4800 rpm all the way to 90 hp (67 kW) at 6000 rpm 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 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 Also, the 4A-FE had extra power Production of the first-generation engine model lasted through 1987 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 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 The first- and second-generation engines are very popular with racers and tuners because of the ease of modification, simple design, and lightness It was a 2-valve SOHC engine. Toyota increased the compression ratios from 9·4:1 to 10·3:1 The 4A-GE was first introduced in the 1983 Sprinter Trueno AE86 and the Corolla Levin AE86 sports version 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 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) This engine has the silver cam covers with the words only written in red, hence the nickname 'red top' Only the AE86 version carried the 4A-GE engine and GT-S designations in the US In other markets, other designations were used Some of the less directly visible differences were poorly shaped ports in the earlier versions, a slow burning combustion chamber with heavily shrouded valves, less aggressive camshaft profiles, ports of a small cross sectional area, a very restrictive intake manifold with long runners joined to a small displacement plenum and other changes Numerous variations of the basic 4A design were produced, from SOHC 2-valve all the way to DOHC 5-valve versions. 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 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 The 1987–1998 4A-FE is the descendant of the carbureted 4A-F. 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 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 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 Toyota joint venture partner Tianjin FAW Xiali still produces 1·3 L 8A and recently restarted production of the 5A. New performance parts are still available for sale even today because of its strong fan base 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 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 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 This raised the airspeed which caused better cylender filling and also better fuel atomisation 3° apart (compared to 50° in the G-Engines). 5 L. Cylinder bore was 77·5 mm (3·05 in) and stroke was 77 mm (3·03 in). The engine was succeeded by the 3ZZ-FE, a 1·6-liter engine with VVT-i technology. 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. This engine used a modified 16-valve head and produced approximately 240 horsepower at 8400 rpm The engine was used in the Toyota Corolla Sedan from 1988 to 1998 and in the 5th Generation Celica ST models from 1989 to 1993 both in North America and Europe, as well as the Camry from '87 to '91. Torque was less spread from 75 ft·lbf (101 N·m) at 2800 rpm to 89 ft·lbf (120 N·m) at 4000 rpm. A kit version of the 4A-GE from Toyota Racing Development was used to power Formula Atlantic cars during this period All 4A engines have a displacement of 1·6 L (1587 cc). 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' 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. The plus side of this design is that it improved fuel efficiency and torque, the down side is that it compromises power. The series has cast iron engine blocks and aluminum cylinder heads. Power rating varies during certain generations that had the engine. It was a 2-valve SOHC like the 1A and 2A. Additional engine modifications to extend life and the reliability included under piston cooling oil squirters, thicker connecting rods and other components. 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 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. The 4A-F used a carburetor, while the 4A-FE used electronic fuel injection system (notice the 'E').

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