Toyota Car Parts - A Series Engines

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 A kit version of the 4A-GE from Toyota Racing Development was used to power Formula Atlantic cars during this period 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 The 4A-F used a carburetor, while the 4A-FE used electronic fuel injection system (notice the 'E') The series began in the late 1970s with the 1A, an SOHC engine with a displacement of 1. The 1987–1998 4A-FE is the descendant of the carbureted 4A-F 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) Toyota models that had this engine:
Corolla AE85 (JDM)
Carina AA60The 4A was produced from 1980 through 1998 Also, the 4A-FE had extra power 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 5 L. 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 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 This engine has the silver cam covers with the words only written in red, hence the nickname 'red top' 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 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 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). Numerous variations of the basic 4A design were produced, from SOHC 2-valve all the way to DOHC 5-valve versions. Additional engine modifications to extend life and the reliability included under piston cooling oil squirters, thicker connecting rods and other components 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 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 The only exception was the US-market 1990-91 Geo Prizm GSi, which was equipped with the MAP 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 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 It was a 2-valve SOHC like the 1A and 2A. The 4A-GE was first introduced in the 1983 Sprinter Trueno AE86 and the Corolla Levin AE86 sports version Toyota designed this engine with fuel economy in mind. 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 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 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 engine was succeeded by the 3ZZ-FE, a 1·6-liter engine with VVT-i technology. An AE85 chassis code may be a base model Corolla, or an SR-5, with a 4A-C engine 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). Power output ranged from just 62 hp (46 kW) at 4800 rpm all the way to 90 hp (67 kW) at 6000 rpm. 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 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. The first obvious difference are the valves, the engine's intake and exhaust valves were placed 22. 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. The third-generation appeared in 1989 and was in production until 1991 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. All 4A engines have a displacement of 1·6 L (1587 cc). The 1·3 L (1295 cc) 2A was produced from 1979 through 1986. Although both have the same displacement and are DOHC, they were optimized for different uses. 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'. 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. Toyota increased the compression ratios from 9·4:1 to 10·3:1. This raised the airspeed which caused better cylender filling and also better fuel atomisation. The TVIS feature is maintained. Torque was less spread from 75 ft·lbf (101 N·m) at 2800 rpm to 89 ft·lbf (120 N·m) at 4000 rpm. Toyota joint venture partner Tianjin FAW Xiali still produces 1·3 L 8A and recently restarted production of the 5A. 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. 3° apart (compared to 50° in the G-Engines). This engine was identifiable via silver cam covers with the lettering on the upper cover painted black and blue, as well as the presence of three reinforcement ribs on the back side of the block. 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.

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