Toyota E engine
The Toyota E engine family is a straight-four piston engine series, and uses timing belts rather than chains. The E engines were the first multi-valve engines from Toyota designed with economy, practicality and everyday use in mind (rather than performance). Like many other Toyota engines from the era, the E engine series features a cast iron block, along with an aluminium cylinder head. E engines are lighter than earlier Toyota engines, due to the hollow crankshaft, thinned casting of the cylinder block, and several other reductions in auxiliaries as well as in the engine itself . Carbureted versions include a newly designed, variable-venturi carburetor. All of these changes improved economy and emissions. The members of the E engine family, range from 1.0 L to 1.5 L. The E family supplanted the "K" engines in most applications. A large number of parts in the E engine series are interchangeable between each other. 1E. The 1E is a carbureted 12-valve SOHC engine. Bore and stroke is . Compression ratio is 9.0:1. It appeared in 1985. Output ranges to about at 6,000 rpm, while torque is at 3,500 rpm. 2E. The 2E is a SOHC version with three  valves per cylinder. Output ranges from at 6,000 rpm with of torque at 3600 rpm to of torque at 5200 rpm. It appeared in 1985, and was discontinued after 1998. The 2E engines appeared in both carbureted and fuel-injected (called 2E-E) versions. The 2E-TE, appearing in 1986, is a turbocharged engine producing . A later version, the 2E-TELU produces . 3E. The 3E is a SOHC version with three valves per cylinder. Output ranges from at 6,000 rpm with of torque at 4,000 rpm to of torque at 4,800 rpm. It appeared in 1986, and was discontinued after  1994. The 3E engines appeared in both carbureted (3E) and fuel-injected (3E-E) applications. The 3E-TE, appearing in 1986, is a turbocharged engine producing at 5,600 rpm with of torque at 3,200 rpm. The "3E" and "3E-E" engines are considered slightly less reliable than other Toyota engines, although they are also among the easiest engines to service. The most common problems affecting these engines are premature valve stem seal (nitrile rubber) failure, carbon buildup on the intake valves, and collapse of the oil control ring on the piston. Any of these conditions can lead to rough idling , stalling, and fouled spark plugs, and therefore need to be differentially diagnosed. The valve stem seals, at least, can be replaced with silicone or Viton-based seals which last much longer. 4E. The 4E is a DOHC version. Bore and stroke is . Output ranges from at 6,400 rpm to at 6,600 rpm with of torque at 3,600 rpm to of torque at 4,000 rpm. It appeared in 1989, and was discontinued after 1998. The 4E engines appeared in fuel-injected applications. First generation 4E-FE. The first generation of 4E engines found in the Starlet GI, Soleil and Corolla models  were produced from 1989 until 1996. The engine found in these two models produces at 6,600 rpm and at 5,200 rpm. This engine has more in common with the 4E-FTE, sharing the same throttle body, and slightly larger fuel injectors. Second generation 4E-FE. The second generation of the 4E-FE was introduced in 1996 producing less peak power: at 5,500 rpm, but with a slight increase in peak torque at 4,400 rpm. The second generation of the 4E-FE is essentially the same engine as the first but the intake and exhaust manifolds were changed along with a  slight alteration of the ECU meant to reduce exhaust emissions. Third generation 4E-FE. In 1997 the intake manifold was changed again along with the ECU and the result was for the Corolla and for the Starlet. This engine was discontinued in 1999. 4E-FTE. The first generation of the 4E-FE was the basis of the 4E-FTE in 1989, which is a turbocharged engine producing at 6,400 rpm with of torque at 4,800 rpm. The 4E-FTE is the most powerful of the E series engines ever produced. It was produced exclusively for the Toyota Starlet GT Turbo  (Japan Only) and its successor, the Toyota Glanza V (Japan only). However the 4E-FTE was a very popular conversion engine by enthusiasts for many small Toyota cars such as the Corolla, Tercel, Paseo and Sera which it fit into with standard Toyota parts. The 4E-FTE differs internally from the 4E-FE with its stronger connecting rods, lower compression pistons (reduced from 9.6:1 to 8.5:1) and stronger crankshaft. The cylinder head is identical with the valve train featuring higher lift on the inlet camshaft, and stronger valve springs to the 4E-FE. The 4E-FTE also features a harmonic  damper instead of a normal crankshaft pulley. The turbocharger fitted to the 4E-FTE was Toyota's own CT9 model, which features an internal waste gate and has two modes: low and high boost. The low boost mode is electronically controlled by a solenoid valve and the ECU and the high boost is controlled by an actuator connected to the turbocharger. The 4E-FTE also has a top-mounted, air-cooled intercooler. The 4E-FTE is mated to the Toyota C52 transmission (for the EP82 Starlet GT) and the C56 transmission (for the EP91 Glanza V). 5E. The 5E is  a DOHC 16-valve version. Output ranges from at 5,400 rpm to at 6,400 rpm with of torque at 3,200 rpm to of torque at 4,000 rpm. It was introduced in 1990 and discontinued in 1998. All 5E engines are fuel-injected. In 1995 Toyota changed the ignition system to a distributor-less (DIS), coil-on-plug design, switched from OBD to OBD-II and began using flat topped pistons. This ignition design uses two coils. Each coil mounts on top of a spark plug, but also has a cable run to another cylinder's spark plug. This is known  as a "wasted spark design". It is electrically similar to engines that have a coil pack. The spark plug fires in both directions (center-to-side, and side-to-center). Double platinum plugs are used with this engine to prevent premature side electrode wear. A much thinner head gasket is used to increase compression after the piston domes were removed, and dual electrode spark plugs were installed on California emission models. In 1996 the connecting rods changed to the same thinner ones used in the second generation 4E-FE. In 1997 a return-less fuel system was added. 5E-FHE . Maximum power for the 5E-FHE was increased to or with the ACIS intake on. The maximum engine speed was increased to 7,200 rpm in the first generation, and 7,900 for the second generation. It uses the harmonic damper from the 4E-FTE, slightly more aggressive intake cam (1mm extra lift), some versions (not the Sera) have the ACIS intake, high compression pistons, 4-2-1 exhaust headers, and stronger internals (including the thicker connecting rods as found in the first generation 5E-FE).