Toyota Car Parts - A Series Engines

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 3° apart (compared to 50° in the G-Engines) Although both have the same displacement and are DOHC, they were optimized for different uses 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 Toyota designed this engine with fuel economy in mind 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 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 Cylinder bore was 76 mm (2·99 in) and stroke was 71·4 mm (2·81 in) The 1·5 L (1452 cc) 3A was produced from 1979 through 1988 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) Only the AE86 version carried the 4A-GE engine and GT-S designations in the US In other markets, other designations were used 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 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 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 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 design like its predecessor. 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. New performance parts are still available for sale even today because of its strong fan base This engine used a modified 16-valve head and produced approximately 240 horsepower at 8400 rpm Toyota joint venture partner Tianjin FAW Xiali still produces 1·3 L 8A and recently restarted production of the 5A. Additional engine modifications to extend life and the reliability included under piston cooling oil squirters, thicker connecting rods and other components The first generation 4AGE is nicknamed the 'bigport' engine because it had inlet ports of a very large cross sectional area The first obvious difference are the valves, the engine's intake and exhaust valves were placed 22 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 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. There were California-spec (3A-C), Japan-spec (3A-U), transverse (3A-L), and swirl-intake (3A-S) versions of the same basic design. It was a 2-valve SOHC engine. 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 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 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 series began in the late 1970s with the 1A, an SOHC engine with a displacement of 1. The third-generation appeared in 1989 and was in production until 1991 It was a 2-valve SOHC like the 1A and 2A. 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 The series has cast iron engine blocks and aluminum cylinder heads. 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 The plus side of this design is that it improved fuel efficiency and torque, the down side is that it compromises power. 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 next major modification was the high-performance 4A-G, with the fuel injected version, the 4A-GE, being the most powerful. 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. The second generation engine was produced from 1992 until 1998. 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 first- and second-generation engines are very popular with racers and tuners because of the ease of modification, simple design, and lightness The TVIS feature is maintained. 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 engineers had skillfully optimized the power and torque from the company's relatively low-displacement engines. 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. 5 L. 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. Numerous variations of the basic 4A design were produced, from SOHC 2-valve all the way to DOHC 5-valve versions. The 4A-F used a carburetor, while the 4A-FE used electronic fuel injection system (notice the 'E'). 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). 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 1·5 L (1452 cc) 1A was produced in 1978 and 1979. 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 engine was succeeded by the 3ZZ-FE, a 1·6-liter engine with VVT-i technology.

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