Toyota Car Parts - A Series Engines

The engine was succeeded by the 3ZZ-FE, a 1·6-liter engine with VVT-i technology The third-generation appeared in 1989 and was in production until 1991 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. 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 Torque was less spread from 75 ft·lbf (101 N·m) at 2800 rpm to 89 ft·lbf (120 N·m) at 4000 rpm An AE85 chassis code may be a base model Corolla, or an SR-5, with a 4A-C engine 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 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 only exception was the US-market 1990-91 Geo Prizm GSi, which was equipped with the MAP The first obvious difference are the valves, the engine's intake and exhaust valves were placed 22 The next major modification was the high-performance 4A-G, with the fuel injected version, the 4A-GE, being the most powerful 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 Toyota models that had this engine:
Corolla AE85 (JDM)
Carina AA60The 4A was produced from 1980 through 1998 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 Also, the 4A-FE had extra power This engine used a modified 16-valve head and produced approximately 240 horsepower at 8400 rpm 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 Numerous variations of the basic 4A design were produced, from SOHC 2-valve all the way to DOHC 5-valve versions It was a 2-valve SOHC like the 1A and 2A. 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 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 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 Toyota increased the compression ratios from 9·4:1 to 10·3:1 Power rating varies during certain generations that had the engine 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 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 first generation 4AGE is nicknamed the 'bigport' engine because it had inlet ports of a very large cross sectional area Cylinder bore was 76 mm (2·99 in) and stroke was 71·4 mm (2·81 in). 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 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. 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. Additional engine modifications to extend life and the reliability included under piston cooling oil squirters, thicker connecting rods and other components 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 raised the airspeed which caused better cylender filling and also better fuel atomisation 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. 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. The TVIS feature is maintained 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. The first-generation 4A-GE which was introduced in 1983 replaced the 2T-G in most applications. 3° apart (compared to 50° in the G-Engines). 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. 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. 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. Cylinder bore was 77·5 mm (3·05 in) and stroke was 77 mm (3·03 in). 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) 1A was produced in 1978 and 1979. 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 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 series began in the late 1970s with the 1A, an SOHC engine with a displacement of 1. 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 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 It was a 2-valve SOHC design like its predecessor. 5 L. 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'). The 1·5 L (1452 cc) 3A was produced from 1979 through 1988.

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