Toyota Car Parts - A Series Engines

It was a 2-valve SOHC engine 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) 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) 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 Also, the 4A-FE had extra power The only exception was the US-market 1990-91 Geo Prizm GSi, which was equipped with the MAP 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) 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 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 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 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 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 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 The third-generation appeared in 1989 and was in production until 1991 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 1·5 L (1452 cc) 3A was produced from 1979 through 1988. 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 first- and second-generation engines are very popular with racers and tuners because of the ease of modification, simple design, and lightness 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 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 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 Only the AE86 version carried the 4A-GE engine and GT-S designations in the US In other markets, other designations were used 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 77·5 mm (3·05 in) and stroke was 77 mm (3·03 in). Toyota models that had this engine:
Corolla AE85 (JDM)
Carina AA60The 4A was produced from 1980 through 1998. Additional engine modifications to extend life and the reliability included under piston cooling oil squirters, thicker connecting rods and other components A kit version of the 4A-GE from Toyota Racing Development was used to power Formula Atlantic cars during this period The 4A-GE was first introduced in the 1983 Sprinter Trueno AE86 and the Corolla Levin AE86 sports version The series began in the late 1970s with the 1A, an SOHC engine with a displacement of 1. 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. 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. 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 Although both have the same displacement and are DOHC, they were optimized for different uses. 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 Cylinder bore was 76 mm (2·99 in) and stroke was 71·4 mm (2·81 in). The first generation 4AGE is nicknamed the 'bigport' engine because it had inlet ports of a very large cross sectional area Toyota joint venture partner Tianjin FAW Xiali still produces 1·3 L 8A and recently restarted production of the 5A. 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 Toyota engineers had skillfully optimized the power and torque from the company's relatively low-displacement engines. 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.
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) New performance parts are still available for sale even today because of its strong fan base. The 1·5 L (1452 cc) 1A was produced in 1978 and 1979. The series has cast iron engine blocks and aluminum cylinder heads. 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 second generation engine was produced from 1992 until 1998. Power output ranged from just 62 hp (46 kW) at 4800 rpm all the way to 90 hp (67 kW) at 6000 rpm. 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'. 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. It was a 2-valve SOHC like the 1A and 2A. Clarification: In the US market, the 4A-GE engine was first used in the 1985 model year Corolla GT-S only, which is identified as an 'AE88' in the VIN but uses the AE86 chassis code on the firewall as the AE88 is a 'sub' version of the AE86 This raised the airspeed which caused better cylender filling and also better fuel atomisation. 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 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. The next major modification was the high-performance 4A-G, with the fuel injected version, the 4A-GE, being the most powerful. The engine was succeeded by the 3ZZ-FE, a 1·6-liter engine with VVT-i technology. Toyota increased the compression ratios from 9·4:1 to 10·3:1.

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