Toyota Car Parts - A Series Engines

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 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-F used a carburetor, while the 4A-FE used electronic fuel injection system (notice the 'E') 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 The 1·5 L (1452 cc) 3A was produced from 1979 through 1988 Power rating varies during certain generations that had the engine Also, the 4A-FE had extra power Toyota designed this engine with fuel economy in mind 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 engine was succeeded by the 3ZZ-FE, a 1·6-liter engine with VVT-i technology Although both have the same displacement and are DOHC, they were optimized for different uses 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 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 1987–1998 4A-FE is the descendant of the carbureted 4A-F Torque was less spread from 75 ft·lbf (101 N·m) at 2800 rpm to 89 ft·lbf (120 N·m) at 4000 rpm. 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. 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 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 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 only exception was the US-market 1990-91 Geo Prizm GSi, which was equipped with the MAP It was a 2-valve SOHC like the 1A and 2A. Numerous variations of the basic 4A design were produced, from SOHC 2-valve all the way to DOHC 5-valve versions. The series has cast iron engine blocks and aluminum cylinder heads. 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-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 Power output ranged from just 62 hp (46 kW) at 4800 rpm all the way to 90 hp (67 kW) at 6000 rpm. 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) Production of the first-generation engine model lasted through 1987 The next major modification was the high-performance 4A-G, with the fuel injected version, the 4A-GE, being the most powerful 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 engine used a modified 16-valve head and produced approximately 240 horsepower at 8400 rpm New performance parts are still available for sale even today because of its strong fan base 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 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. 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 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 first obvious difference are the valves, the engine's intake and exhaust valves were placed 22. The first generation 4AGE is nicknamed the 'bigport' engine because it had inlet ports of a very large cross sectional area 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 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 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 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 1·3 L (1295 cc) 2A was produced from 1979 through 1986. The first- and second-generation engines are very popular with racers and tuners because of the ease of modification, simple design, and lightness 5 L. 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. 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. This engine has the silver cam covers with the words only written in red, hence the nickname 'red top'. Toyota engineers had skillfully optimized the power and torque from the company's relatively low-displacement 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 Toyota models that had this engine:
Corolla AE85 (JDM)
Carina AA60The 4A was produced from 1980 through 1998. The 1·5 L (1452 cc) 1A was produced in 1978 and 1979. 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. Cylinder bore was 77·5 mm (3·05 in) and stroke was 77 mm (3·03 in). 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.

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