Toyota Car Parts - A Series 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 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 third-generation appeared in 1989 and was in production until 1991 The plus side of this design is that it improved fuel efficiency and torque, the down side is that it compromises power 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 Power output ranged from just 62 hp (46 kW) at 4800 rpm all the way to 90 hp (67 kW) at 6000 rpm This engine used a modified 16-valve head and produced approximately 240 horsepower at 8400 rpm A kit version of the 4A-GE from Toyota Racing Development was used to power Formula Atlantic cars during this period 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 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 5 L. The TVIS feature is maintained 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 next major modification was the high-performance 4A-G, with the fuel injected version, the 4A-GE, being the most powerful 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 4A engines have a displacement of 1·6 L (1587 cc) Toyota joint venture partner Tianjin FAW Xiali still produces 1·3 L 8A and recently restarted production of the 5A. Only the AE86 version carried the 4A-GE engine and GT-S designations in the US In other markets, other designations were used 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 series began in the late 1970s with the 1A, an SOHC engine with a displacement of 1. 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 Production of the first-generation engine model lasted through 1987 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. It was a 2-valve SOHC engine. Cylinder bore was 77·5 mm (3·05 in) and stroke was 77 mm (3·03 in). 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 It was a 2-valve SOHC like the 1A and 2A. Additional engine modifications to extend life and the reliability included under piston cooling oil squirters, thicker connecting rods and other components 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 4A-F used a carburetor, while the 4A-FE used electronic fuel injection system (notice the 'E'). 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 first- and second-generation engines are very popular with racers and tuners because of the ease of modification, simple design, and lightness The only exception was the US-market 1990-91 Geo Prizm GSi, which was equipped with the MAP An AE85 chassis code may be a base model Corolla, or an SR-5, with a 4A-C engine Cylinder bore was 76 mm (2·99 in) and stroke was 71·4 mm (2·81 in). 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 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 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 Numerous variations of the basic 4A design were produced, from SOHC 2-valve all the way to DOHC 5-valve versions. 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. Power rating varies during certain generations that had the engine. 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 1·5 L (1452 cc) 1A was produced in 1978 and 1979. 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 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 generation engine was produced from 1992 until 1998. The first-generation 4A-GE which was introduced in 1983 replaced the 2T-G in most applications. New performance parts are still available for sale even today because of its strong fan base. 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. 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 The 4A-GE was one of the earliest inline-4 engines to have both a DOHC 16 valve configuration (four valves per cylinder, two inlet, two exhaust) and electronic fuel injection (EFI). Torque was less spread from 75 ft·lbf (101 N·m) at 2800 rpm to 89 ft·lbf (120 N·m) at 4000 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. The 1·5 L (1452 cc) 3A was produced from 1979 through 1988. Toyota engineers had skillfully optimized the power and torque from the company's relatively low-displacement engines. 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.

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