Toyota Car Parts - A Series Engines

New performance parts are still available for sale even today because of its strong fan base This raised the airspeed which caused better cylender filling and also better fuel atomisation Although both have the same displacement and are DOHC, they were optimized for different uses Toyota increased the compression ratios from 9·4:1 to 10·3:1 The first-generation 4A-GE which was introduced in 1983 replaced the 2T-G in most applications Additional engine modifications to extend life and the reliability included under piston cooling oil squirters, thicker connecting rods and other components The engine was succeeded by the 3ZZ-FE, a 1·6-liter engine with VVT-i technology The 1·3 L (1295 cc) 2A was produced from 1979 through 1986 It was a 2-valve SOHC engine. 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 Cylinder bore was 76 mm (2·99 in) and stroke was 71·4 mm (2·81 in). The second generation engine was produced from 1992 until 1998 This engine has the silver cam covers with the words only written in red, hence the nickname 'red top' 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 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 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. 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 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 It was a 2-valve SOHC like the 1A and 2A. 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 Torque was less spread from 75 ft·lbf (101 N·m) at 2800 rpm to 89 ft·lbf (120 N·m) at 4000 rpm. 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 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 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 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 series began in the late 1970s with the 1A, an SOHC engine with a displacement of 1. The first generation 4AGE is nicknamed the 'bigport' engine because it had inlet ports of a very large cross sectional area 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. 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 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) The series has cast iron engine blocks and aluminum cylinder heads. 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. 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 Cylinder bore was 77·5 mm (3·05 in) and stroke was 77 mm (3·03 in). 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). Production of the first-generation engine model lasted through 1987 The third-generation appeared in 1989 and was in production until 1991 All 4A engines have a displacement of 1·6 L (1587 cc). 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 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 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. 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. 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 4A-GE was first introduced in the 1983 Sprinter Trueno AE86 and the Corolla Levin AE86 sports version 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 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. 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' Numerous variations of the basic 4A design were produced, from SOHC 2-valve all the way to DOHC 5-valve versions. 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 obvious difference are the valves, the engine's intake and exhaust valves were placed 22. 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. Also, the 4A-FE had extra power. 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. It was a 2-valve SOHC design like its predecessor.

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