Toyota A engine
The A Series engines are a family of inline-four internal combustion engines with displacement from 1.3 L to 1.8 L produced by Toyota Motor Corporation. The series has cast iron engine blocks and aluminum cylinder heads. To make the engine as short as possible, the cylinders are siamesed. The original 1A engine was only long. The development of the series began in the late 1970s, when Toyota wanted to develop a completely new engine for the Toyota Tercel, successor of Toyota's K engine. The goal was to achieve good fuel efficiency and performance as well  as low emissions with a modern design. The A-series includes one of the first Japanese mass-production DOHC, four-valve-per-cylinder engines, the 4A-GE, and a later version of the same engine was one of the first production five-valve-per-cylinder engines. Toyota joint venture partner Tianjin FAW Xiali still produces the 1.3 L 8A and resumed production of the 5A in 2007. 1A. The 1.5 L 1A was produced between 1978 and 1980. All variants were belt-driven 8-valve counter-flow SOHC engine with a single, twin-barrel downdraft carburetor. It used Toyota's  Turbulence Generating Pot (TGP) lean combustion system to meet Japanese emissions standards at the time with only an oxidation (2-way) catalyst. 1A-C. Applications: 1A-U. Using Toyota two-way catalyst. Output: Applications: 2A. The 1.3 L 2A was produced from 1979 through 1989. 2A engines in 1982 onwards AL20 Tercels have a slightly different valve cover and timing belt cover than early AL11 Tercels, as well as an automatic choke, and automatically controlled hot air intake (HAI) system. It also has higher compression ratio, and reformulated combustion chambers to improve the fuel economy and emissions. All variants used  belt-driven SOHC eight-valve counter-flow cylinder heads with a single downdraft carburetor. 2A, 2A-L, 2A-LC. Output: Applications: 2A-U, 2A-LU. Using Toyota TTC-C catalytic converter. Output: Applications: 3A. The 1.5 L 3A was produced from 1979 through 1989. The 3A engine is the successor of Toyota's first A engine, the 1A. All variants were belt-driven eight-valve counter-flow SOHC engines but no longer used Toyota's "Turbulence Generating Pot" pre-combustion system from the 1A. 3A, 3A-C. Output: Applications: 3A-U, 3A-LU. Using Toyota TTC-C catalytic converter. On  some models marked as 3A-II. Output: Applications: 3A-HU. High compression version with Toyota TTC-C catalytic converter. Output: Applications: 3A-SU. Twin carburetted swirl-intake version with Toyota TTC-C catalytic converter, introduced in August 1984 along with a facelift for the Tercel (and its sister variants) in Japan. Features two variable-venturi carburetors, which Toyota wanted to test in Japan before launching them in export along E series engine, albeit in single carburetted version. Because of the swirl-intake, the sealing surface between cylinder head and valve cover is different from other SOHC A-engines, featuring vertical  curves on the manifold side of the head. Thus, those parts are not interchangeable between each other. The swirl was supposed to improve burning of the air-fuel mixture, thus enabling cleaner emissions, improving fuel economy, and increasing power. Output: Applications: 4A. The 4A was produced from 1980 through 2002. All 4A engines have a displacement of . The cylinder bore was enlarged from the previous 3A engines at , but the stroke remained the same as the 3A at , giving it an over-square bore/stroke ratio which favours high engine speeds. Numerous variations of the 4A design were produced, from  basic SOHC 8-valve all the way to DOHC 20-valve versions. The power output also varied greatly between versions, from at 4,800 rpm in the basic California-spec 4A-C to at 6,400 rpm in the supercharged 4A-GZE. 4A, 4A-C, 4A-L, 4A-LC. The basic 4A is a SOHC inline 4 8-valve carburated engine which produces at 4800 rpm and of torque at 2800 rpm, though the power and torque output figures vary between different regions of the world. in European versions, the combustion chambers were reformulated in early 1986, resulting in an increase of  2 hp ( at 5600 rpm), along with improvements in fuel economy and emissions. North American market engines: European (and other) market engines: (excepting Sweden and Switzerland) Australian/Swiss/Swedish market engines: Australia, Sweden, and Switzerland shared emissions rules for a period in the 1970s and eighties. 4A-ELU. Fuel injection was added. This increased output to at 5600 rpm and at 4000 rpm in export form and at 5600 rpm and at 4000 rpm for Japan. This version is also equipped with Toyota TTC-C catalytic converter. Applications: 4A-F. A narrow-valve (22.3°) DOHC 16-valve carburetor-equipped  version, the 4A-F, was produced from 1987 through 1990. Output was at 6,000 rpm and at 3,600 rpm (compression at 9.5:1, EU spec). Applications: 4A-FE. The fuel injected 4A-FE is the successor of the carbureted 4A-F. It was manufactured between 1987–2001. Toyota designed this engine with fuel economy in mind. The 4A-FE is basically the same as the 4A-F (introduced in the 6th generation of Corollas), the most apparent difference being the electronic fuel injection system as noted by the E. The engine was succeeded by the 3ZZ-FE, a 1.6-liter engine with  VVT-i technology. There are three generations of this engine and can be identified by the external shape of the engine. The first generation (1987–1996) featured a plate on the head which read "16 valve EFI" and fuel injectors in the head. The second generation had a higher profile cam design in the head, a cam cover with ribs throughout its length, and fuel injectors in the intake manifold runners. Mechanically, the late-model engines received MAP load sensing and redesigned pistons, intake ports, and intake manifold. The second generation engine was produced from 1992–1998 (1993–1996 in the US). The  third generation (1996–2001) was released exclusively for the Asian market (Japan, Philippines, Pakistan, Thailand, Indonesia, and Malaysia) only. Although it is very similar to the second generation externally, it only has a slight difference in the top section of the intake manifold and throttle body. This last generation also has a higher additional output of compared to the second generation. North American market engines: European market engines: Asian market engines: South African market engines: "Note: power and torque specs for North America and Europe are from the 1988–1992 Corollas." The 4A-FE is different from the 4A-GE in terms  of performance and power. Although both have the same displacement and are DOHC, they were optimized for different uses. The first obvious difference are the valves, the engine's intake and exhaust valves were placed 22.3° apart (compared to 50° in the G-Engines). 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). 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. 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 RPM means that it has about 10% less power compared to the 4A-GE engine. This engine design improves fuel efficiency and torque, but compromises power. Power  rating varied from in the US market. Late-model engines are rumored to make slightly greater power but still received a rating. 4A-FHE. Same as the first generation 4A-FE, only more aggressive tune for more output. Called an EFI-S engine. Output: Applications: 4A-GE (16-valve). The cylinder head was developed by Yamaha Motor Corporation and was built at Toyota's Shimoyama plant alongside the 4A and 2A engines. 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 into other Toyota cars such as the KE70 and KP61. New performance parts are still available for sale even today because of its strong fan base. Production of the various models of this version lasted for five generations, from May 1983 through 1991 for 16-valve versions and the 20-valve 4A-GE lasting through 1998. First Generation ""Blue Top"" (Early Bigport). The first-generation 4A-GE which was introduced in 1983 replaced the "2T-G" as Toyota's most popular twincam engine. 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. It was extremely light and strong for a production engine using an all-iron block, weighing in at only - over fifteen percent reduction compared to 2T-GEU. It was also 4 dB quieter. While originally conceived of as a two-valve design, Toyota and Yamaha changed the 4A-GE to a four-valve after a year of evaluation. The 4A-GE produced at 6,600 rpm and of torque at 4,800 rpm in the American market. The use of a vane-type  air flow meter (AFM), which restricted air flow slightly but produced cleaner emissions that conformed to the U.S. regulations, limited the power considerably - the Japanese model, which uses a manifold absolute pressure (MAP) sensor, was originally rated at . However, this was a gross power rating and the engine was later re-rated at net. Nonetheless, Japanese cars tested no faster than their American counterparts despite their higher power rating and a lower curb weight. Yamaha 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. Today, more modern high-revving engines have decreased the valve angle to 20 to 25 degrees, which allows a smaller and more compact head, believed by some to be ideal for high-revving engines with high specific power outputs, however most high performance racing engines still employ wide valve angles which allow straighter ports and more efficient flow. The first generation 4A-GE is nicknamed the "bigport" engine because it had intake ports of a very large cross-sectional area. While the port cross-section was suitable for a very highly modified engine at very high engine speeds , it caused a considerable drop in low-end torque due to the decreased air speeds at those rpms. To compensate for the reduced air speed, the first-generation engines included the T-VIS feature, in which dual intake runners are fitted with butterfly valves that opened at approximately 4,200 rpm. The effect is that at lower rpm (when the airspeed would normally be slow) four of the eight runners are closed, which forces the engine to draw in all its air through half the runners in the manifold. This not only raises the airspeed which causes better cylinder filling, but  due to the asymmetrical airflow a swirl is created in the combustion chamber, meaning better fuel atomization. This enabled 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. 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. Production of the first-generation engine model lasted through 1987. Second Generation ""Red & Black Top"" (Late Bigport). The second-generation 4A-GE produced from 1987  to 1988 featured larger diameter bearings for the connecting-rod big ends and added four additional reinforcement ribs on the back of the engine block, for a total of seven. The T-VIS feature is maintained and MAP. It is visually similar to the first-generation engine (only the upper cam cover now featured red and black lettering) and the US market power output was only increased to . The first- and second-generation engines are very popular with racers and tuners because of their availability, ease of modification, simple design, and lightness. Third Generation ""Red Top"" (Smallport). The third-generation  appeared in 1988 and was in production until 1992. This engine has the silver cam covers with the words only written in red, hence the nickname "red top". Toyota increased the compression ratio from 9.4:1 to 10.3:1. To correct the air-speed problems of the earlier generations, the intake ports in this cylinder head were re-designed to have a smaller cross-section, and hence it has been nicknamed the "smallport" head. This change in the intake ports negated the need for the earlier twin-runner intake manifold and it was replaced with a single-runner manifold. Additional engine modifications  to extend life and reliability included under-piston cooling oil squirters, thicker connecting rods and other components. Also of note, the pistons were changed to accept a fully floating gudgeon pin unlike the pressed-in pins of the earlier versions. Other internal revisions were made to the pistons. They were slightly modified to make space for the under-piston cooling oil squirters found in this engine version. In addition to this, the piston ring size were changed to (top ring), 1.5mm (second ring) and (oil ring), this change in size made it difficult to obtain as compared to the  earlier 16 valves versions of the 4AGE (top ring), (second ring), (oil ring). All non-U.S. market 4A-GEs continued to use a MAP sensor, while all of the U.S.-market 4A-GE engines came with a MAF sensor. For US-market cars this revision increased the power to at 7200 rpm with a torque of at 4800 rpm ( and Non US-Market versions (MAP Sensored) Make 8-10hp more at the crank The 4A-GE engine was first introduced in the 1983 Sprinter Trueno AE86 and the Corolla Levin AE86. 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 was produced and all future Corollas/Sprinters were based around the FF layout. The AW11 MR2 continued use of the engine as a rear mid-engine, rear-wheel-drive layout, transversely-mounted midship. 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. All 4A-GE engines (including the 20-valve versions below) feature a forged crankshaft rather  than a cheaper and more commonly used cast version. Clarification: In the U.S. 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 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. The American Spec AE86 (VIN AE88, or GT-S) carried the 4A-GE engine. In other markets, other designations were used. 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. In South Africa in 1993 the 4A-GE engine was dropped and replaced with the 7A-FE even as other countries moved towards the 20 valve  4A-GE, as South African fuel was not suitable at the time for the 4A-GE 20valve. Specifications: 4A-GE (20-valve). Fourth Generation ""Silver Top"". The fourth-generation 4A-GE engine was produced from 1991 to 1995. It has silver cam covers with chrome lettering, hence the nickname "silver top". This engine yet again features a completely new cylinder head which uses five valves per cylinder instead of four. It uses Toyota's Variable Valve Timing (VVT) system on the intake cam, an increased compression ratio (10.5:1), and the intake system was replaced with a short manifold with individual  throttles and velocity stacks, however the vane-type airflow meter was retained, requiring the use of a plenum. The previous 16-valve head used a sharply curved intake port, while the 20-valve engine used a very upright straight port. This engine produces at 7,400 rpm with of torque at 5,200 rpm. Applications: Fifth Generation ""Black Top"". The fifth-generation 4A-GE engine produced from 1995 to 2000 is the final version of the 4A-GE engine and has black cam covers. It uses Toyota Variable Valve Timing (VVT) system on the intake cam. This engine is commonly known as  the "black top" due to the color of the valve cover, and yet again features an even higher compression ratio (11:1). The air flow sensor was replaced by a MAP sensor, the diameter of the four individual throttle bodies was increased from , the exhaust ports diameter were increased by 3 mm, the intake cam lift was increased from , and the intake ports were significantly improved in shape and contour, with the width of the opening at the head increased as well. Additionally, the black top had a lighter flywheel, a larger plenum, lighter connecting rods and revised rubber velocity stacks , and was also offered in 1997 with a six-speed C160 transaxle. This revision increased the power to at 7,800 rpm with of torque at 5,600 rpm. The 'Blacktop' has become a favorite among enthusiasts and is used as an easy power upgrade for the early Toyota Corolla models, especially for use in the drift scene. Due to the relatively high state of tuning of the stock engine, most power/torque gains come from higher lift cams and engine management. Toyota's 20-valve power figures are sometimes believed to be inflated, however this is more than likely caused by  people using less than 100 RON fuel which both 20-valve engines require. 4A-GZE. The 4A-GZE (produced in various forms from August 1986 through 1995) was a supercharged version of the 4A-GE. Based on the same block and cylinder head, the 4A-GZE engine was equipped with a Roots type supercharger producing peak manifold pressure, and the compression ratio was lowered to 8:1 with the use of forged and dished pistons. Although fitted with upgraded pistons, they still had the same ports, valve timing, and head gasket as the naturally aspirated 4A-GE engine, although T-VIS  was omitted. It was used in the supercharged MR2, rated at at 6400 rpm and at 4400. In 1990 it was updated with the "smallport" cylinder head, 8.9:1 compression, and MAP D-Jetronic load sensing and a smaller supercharger pulley producing . These updated 4A-GZE engines were rated at and for the 1990/1991 AE92 Corolla and for the AE101. The 4A-GZE is also popular for turbo conversions, as many parts do not need to be modified to support the extra boost. Applications: Racing Applications. Due to its durability, performance and relatively low cost, 4A-GE and 4A-GZE engines  and their derivatives have been popular for both professional and amateur racing since their introduction. The most notable application of the 4A-GE in racing was as in the Formula Atlantic series, where in full race trim the engine will produce at 10,000 rpm. 5A. A smaller 5A-F was produced in 1987 and the fuel injected 5A-FE was produced that year and again from 1995 through 1998. Both used a cylinder bore and stroke of . Both had 4 valves per cylinder with DOHC heads and used the narrow 22.3° valve angle. 5A-F. Output for the carb  version was at 6000 rpm and at 3600 rpm. Applications: 5A-FE. Toyota joint venture partner Tianjin FAW Xiali now produces the 5A-FE (dubbed 5A+) for its Vela and Weizhi (C1) subcompact sedans. Output for the 1987 FI version was at 6000 rpm and at 4800 rpm. The later one produced at 5600 rpm and at 4400 rpm. The version now produced by Xiali produces at 6000 rpm and at 4400 rpm. 5A-FHE. Same as the first generation 5A-FE, only more aggressive tune for more output. Called an EFI-S engine. This engine produces up to due  to slightly larger throttle than the standard 5A-FE and different cam profiles. Applications: 6A. The 6A-FC was the only 1.4 variant, produced from 1989 through 1992. Output was and . This was a 4-valve DOHC engine, mainly installed in Australian and European market Corollas. 6A-FC. Applications: 7A. The largest production A-series engine was the 7A-FE. Produced from 1993 to 2002, it was a 4-valve DOHC narrow-valve-angle economy engine stroked out from the 4A, also using the 4A-FE's slave-cam concept. Cylinder bore and stroke was . An early Canadian version produced  at 5600 rpm and at 2800 rpm. The common (1993 to 1995 North American) version is rated at at 5600 rpm and at 2800 rpm. The engine output was changed for the 1996 to 1997 (North American) version mainly due to a different antipollution system and different intake which made it rate at at 5200 rpm and of torque at 2800 rpm. In the United States, the 7A-FE's most common application was in the 1993–1997 Corolla (7th generation). The engine was also used in some 1994–1999 Celicas (6th generation) at the base ST trim level, as well as  the Toyota Corolla's clone, the Geo Prizm. The Indonesian and Russian version of the 7A-FE has the strongest naturally aspirated output, at 6000 rpm and at 4400 rpm, with 9.5 compression ratio. It appears in the 8th generation Corolla (AE112). In the Australian market, the AE112 Corolla Sportivo had a turbocharged 7A-FE, sometimes referred to as a 7A-FTE. Output was at 5,600 rpm, at 3600 rpm. Only 110 Corolla Sportivos were built. It is a non-interference type engine. Toyota never made a wide-valve angle "7A-GE" based on the 7A, but many enthusiasts have  created one using a combination of 7A-FE parts (block and crank), 4A-GE parts (head, pistons) and custom connecting rods. The '7A-FE' has a smaller crank journal, and smaller wrist pins (press fit) so a few companies have made special rods to accommodate these builds. Likewise, an unofficial supercharged "7A-GZE" has also been built from 7A-FE parts (block, crank), 4A-GZE parts (head, pistons) and custom connecting rods. 7A-FE. Applications: 8A. A 8A is now produced by Tianjin FAW Xiali for its Daihatsu and Toyota-based subcompacts. It uses the same cylinder bore of as  the 5A with a reduced stroke of and a four valves per cylinder DOHC head. Compression ratio is 9.3:1. Output is at 6,000 rpm and at 5200 rpm. 8A-FE. Applications: Production. The 1.3 L and 1.5 L A engines are built in Tianjin FAW Toyota Engine Co., Ltd. Plant No. 1.