Toyota Car Parts - A Series Engines

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 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 first obvious difference are the valves, the engine's intake and exhaust valves were placed 22 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 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 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 Additional engine modifications to extend life and the reliability included under piston cooling oil squirters, thicker connecting rods and other components Numerous variations of the basic 4A design were produced, from SOHC 2-valve all the way to DOHC 5-valve versions 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) Power output ranged from just 62 hp (46 kW) at 4800 rpm all the way to 90 hp (67 kW) at 6000 rpm Toyota designed this engine with fuel economy in mind 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. 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 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 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 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 The 1·5 L (1452 cc) 3A was produced from 1979 through 1988. Toyota joint venture partner Tianjin FAW Xiali still produces 1·3 L 8A and recently restarted production of the 5A. 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 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. Toyota increased the compression ratios from 9·4:1 to 10·3:1 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 first-generation 4A-GE which was introduced in 1983 replaced the 2T-G in most applications The engine was succeeded by the 3ZZ-FE, a 1·6-liter engine with VVT-i technology 3° apart (compared to 50° in the G-Engines). 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 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 third-generation appeared in 1989 and was in production until 1991 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. 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 The plus side of this design is that it improved fuel efficiency and torque, the down side is that it compromises power. Torque was less spread from 75 ft·lbf (101 N·m) at 2800 rpm to 89 ft·lbf (120 N·m) at 4000 rpm. 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 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 Toyota engineers had skillfully optimized the power and torque from the company's relatively low-displacement engines. It was a 2-valve SOHC design like its predecessor. 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 1·5 L (1452 cc) 1A was produced in 1978 and 1979. An AE85 chassis code may be a base model Corolla, or an SR-5, with a 4A-C engine This engine has the silver cam covers with the words only written in red, hence the nickname 'red top' This engine used a modified 16-valve head and produced approximately 240 horsepower at 8400 rpm 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. 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.
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) 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 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. This raised the airspeed which caused better cylender filling and also better fuel atomisation. 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. Cylinder bore was 76 mm (2·99 in) and stroke was 71·4 mm (2·81 in). Only the AE86 version carried the 4A-GE engine and GT-S designations in the US In other markets, other designations were used The 4A-GE was first introduced in the 1983 Sprinter Trueno AE86 and the Corolla Levin AE86 sports version. The next major modification was the high-performance 4A-G, with the fuel injected version, the 4A-GE, being the most powerful.

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