Toyota Car Parts - A Series Engines

Cylinder bore was 76 mm (2·99 in) and stroke was 71·4 mm (2·81 in) 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 The engine was succeeded by the 3ZZ-FE, a 1·6-liter engine with VVT-i technology 5 L. 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) A kit version of the 4A-GE from Toyota Racing Development was used to power Formula Atlantic cars during this period 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 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 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 1·5 L (1452 cc) 1A was produced in 1978 and 1979. 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 first- and second-generation engines are very popular with racers and tuners because of the ease of modification, simple design, and lightness 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 only exception was the US-market 1990-91 Geo Prizm GSi, which was equipped with the MAP 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 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 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 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 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 Power output ranged from just 62 hp (46 kW) at 4800 rpm all the way to 90 hp (67 kW) at 6000 rpm. 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
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) Torque was less spread from 75 ft·lbf (101 N·m) at 2800 rpm to 89 ft·lbf (120 N·m) at 4000 rpm. New performance parts are still available for sale even today because of its strong fan base Numerous variations of the basic 4A design were produced, from SOHC 2-valve all the way to DOHC 5-valve versions. Toyota engineers had skillfully optimized the power and torque from the company's relatively low-displacement 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' Toyota models that had this engine:
Corolla AE85 (JDM)
Carina AA60The 4A was produced from 1980 through 1998. 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 Additional engine modifications to extend life and the reliability included under piston cooling oil squirters, thicker connecting rods and other components This engine has the silver cam covers with the words only written in red, hence the nickname 'red top' 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 4A-F used a carburetor, while the 4A-FE used electronic fuel injection system (notice the 'E') 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 1·3 L (1295 cc) 2A was produced from 1979 through 1986. This engine used a modified 16-valve head and produced approximately 240 horsepower at 8400 rpm 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 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 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 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 series has cast iron engine blocks and aluminum cylinder heads. 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. Toyota increased the compression ratios from 9·4:1 to 10·3:1 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). Also, the 4A-FE had extra power. An AE85 chassis code may be a base model Corolla, or an SR-5, with a 4A-C engine The 1987–1998 4A-FE is the descendant of the carbureted 4A-F. The first-generation 4A-GE which was introduced in 1983 replaced the 2T-G in most applications. The third-generation appeared in 1989 and was in production until 1991 The 1·5 L (1452 cc) 3A was produced from 1979 through 1988. 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). Only the AE86 version carried the 4A-GE engine and GT-S designations in the US In other markets, other designations were used 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 second generation engine was produced from 1992 until 1998. The A Series engines are a family of straight-4 internal combustion engines with displacement from 1·3 L to 1·8 L produced by Toyota Motor Corporation. Cylinder bore was 77·5 mm (3·05 in) and stroke was 77 mm (3·03 in). Although both have the same displacement and are DOHC, they were optimized for different uses. It was a 2-valve SOHC engine. 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. All 4A engines have a displacement of 1·6 L (1587 cc). 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 plus side of this design is that it improved fuel efficiency and torque, the down side is that it compromises power.

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