4A-F
A narrow-valve (22.3) DOHC 16-valve carburetor-equipped variation, the 4A-F, was created from 1987 through 1990. Output had been 95 hp (71 kW) at 6,000 rpm and 135 N*m (100 lb*ft) at 3,600 rpm (compression at 9.5:1, EU spec).
4A-F engine in AT171 Toyota Carina II.
Applications:
AT171 Carina II 1987--1992 (Europe best)
AE92/95 Corolla 1987--1992 (excluding Japan)
AE95 Corolla 1988--1989 (Japan only)
AE101 Corolla 1992--1998 (Asia, Africa & Latin-America)
AE111 Corolla 1997--2001 (Asia, Africa & Latin-America)
AT171/177 Corona 1987--1992 (excluding Japan)
AE95 Sprinter 1988--1989 (Japan only)
4A-FE
first generation 4A-FE motor.
2nd generation 4A-FE engine.
4A-FE engine sticker.
The gasoline inserted 4A-FE could be the successor associated with carbureted 4A-F. It had been produced between 1987--2001. Toyota designed this system with gasoline economy in your mind. The 4A-FE is basically exactly like the 4A-F (launched in the last generation of Corollas), probably the most obvious huge difference becoming the digital gas injections program as noted by the E. The motor is been successful by the 3ZZ-FE, a 1.6-liter system with VVT-i tech.
You can find three years of this system and that can feel identified because of the exterior model of the motor. The very first generation (1987--1993) showcased a plate on head which study "16 valve EFI" and gas injectors in the mind.
The second generation have a greater profile cam build when you look at the mind, a cam cover with ribs throughout their size, and gasoline injectors into the intake manifold runners. Mechanically, the late-model engines got MAP burden sensing and redesigned pistons, intake ports, and intake manifold. The next generation system is created from 1992--1998 (1993--1997 when you look at the US).
The third generation (1997--2001) was released exclusively for the Asian market (Japan, Philippines, Pakistan, Thailand, Indonesia, and Malaysia) best. Although it is quite similar to the second generation externally, they has only hook difference in the very best section of the intake manifold and throttle body. This final generation has a higher additional result of 3.7 kW (5 bhp) set alongside the second generation.
Motor displacement: 1.6 L (1,587 cc)
Layout: DOHC Inline-4 (Straight-4)
Valves: 16, 4 for every cylinder
Redline: 6300 rpm
Compression ratio: 9.5:1
Gasoline Shipping Program: TCCS or MPFI
North American market motors:
113 hp (84 kW; 115 PS) at 5,800 rpm, and torque 101 lb*ft (145 N*m) at 4,800 rpm
European markets motors:
105 PS (77 kW) at 6,000 rpm, and torque 105 lb*ft (142 N*m) at 3,200 rpm
Asian marketplace machines:
116 PS (85 kW) at 6,000 rpm
Note: energy and torque specs for the united states and European countries come from the 1988--1992 Corollas.
The 4A-FE differs from the others from 4A-GE regarding results and power. Although both have the same displacement and they are DOHC, these people were optimized for various applications. The first apparent distinction are the valves, the system's consumption and fatigue valves were put 22.3 apart (when compared with 50 in G-Engines). The second is it employed a "slave cam system", the camshafts becoming tailored together and driven off one camshaft's sprocket (both camshafts' sprockets in the G-Engine are turned by the time buckle). A few of the less right visible distinctions are badly formed harbors in the last versions, a slow burning combustion chamber with greatly shrouded valves, less aggressive camshaft profiles, harbors of a small cross-sectional area, a very limiting consumption manifold with longer runners joined up with to a tiny displacement plenum and other modifications. Although the valve position are closer to what exactly is considered in some sporting sectors become perfect for energy (about 25 levels), their other build variations and also the consumption which is tuned for a primary harmonic resonance at reasonable RPM means it's around 10% less energy set alongside the 4A-GE system. This motor design improves gas effectiveness and torque, but compromises energy. Energy rating varied from 100--105 hp in the usa markets. Late-model engines were rumored to make slightly greater energy but nonetheless obtained a 105 hp score.
Solutions:
AT220 Avensis 1997--2000 (excluding Japan)
AT171/175 Carina 1988--1992 (Japan just)
AT190 Carina 1984--1996 (Japan just)
AT171 Carina II 1987--1992 (European countries best)
AT190 Carina age 1992--1997 (European countries only)
AT180 Celica 1989--1993 (excluding Japan)
AE92/95 Corolla 1988--1997
AE101/104/109 Corolla 1991--2002
AE111/114 Corolla 1995--2002
AE101 Corolla Ceres 1992--1998 (Japan only)
AE111 Corolla Spacio 1997--2001 (Japan only)
AT175 Corona 1988--1992 (Japan best)
AT190 Corona 1992--1996
AT210 Corona 1996--2001
AE95 Sprinter 1989--1991 (Japan just)
AE101/104/109 Sprinter 1992--2002 (Japan just)
AE111/114 Sprinter 1995--1998 (Japan only)
AE95 Sprinter Carib 1988--1990 (Japan only)
AE111/114 Sprinter Carib 1996--2001 (Japan just)
AE101 Sprinter Marino 1992--1998 (Japan only)
AE92/AE111 Corolla/Conquest 1993--2002 (South Africa)
Geo Prizm base model (predicated on Toyota AE92 framework) 1989--1997
4A-FHE
Identical to initial generation 4A-FE, just much more intense track for lots more result. Known as an EFI-S engine.
Output:
110 PS (81 kW) at 6,000 rpm and 14.5 kg*m (142 N*m; 105 lb*ft) at 4,800 rpm (compression at 9.5:1)
Solutions:
AT171 Carina 1990--1992 (Japan only)
AE95 Sprinter Carib 1990--1995 (Japan best)
4A-GE (16-valve)
An early on 4A-GE system using sparkplug cables eliminated. The cam addresses feature black-and-blue lettering in addition to 'T-VIS' acronym exists regarding intake manifold block.
4A-GE with T-VIS
The absolute most effective for the 16-valve 4A-GE machines, popularly known as the "red top" (as a result of the red writing), which produces 128 PS (94 kW; 126 hp) at 6,600 rpm.
The cylinder mind was developed by Yamaha engine firm and is built at Toyota's Shimayama plant alongside the 4A and 2A motors. The reliability and performance of these engines possess earned all of them a reasonable quantity of lovers and a fan base since they are a well known option for an engine swap into other Toyota cars like the KE70 and KP61. New efficiency components are nevertheless available for purchase even today due to its strong group of followers. Creation of various models of this variation lasted for five years, from May 1983 through 1991 for 16-valve models and the 20-valve 4A-GE lasting through 1998.
The first-generation 4A-GE that has been launched in 1983 replaced the 2T-G as Toyota's most popular twincam motor. This engine ended up being identifiable via gold cam covers utilizing the lettering on the higher cover coated black-and-blue, along with the presence of three reinforcement ribs on straight back region of the block. It was acutely light and powerful for a production system utilizing an all-iron block, weighing-in of them costing only 123 kg (271 lb) - over fifteen % decrease compared to 2T-GEU. It was additionally 4 dB quieter. While originally conceived of as a two-valve design, Toyota and Yamaha altered the 4A-GE to a four-valve after annually of evaluation.
The 4A-GE produced 112 hp (84 kW) at 6,600 rpm and 131 N*m (97 lb*ft) of torque at 4,800 rpm inside US marketplace. The utilization of a vane-type venting meter (AFM), which limited air flow slightly but created cleaner emissions that conformed towards the U.S. laws, limited the energy considerably - japan model, which makes use of a manifold absolute pressure (MAP) sensor, was initially rated at 128 PS (94 kW). However, this is a gross energy score in addition to engine had been later on re-rated at 120 PS (88 kW) net. Nevertheless, Japanese vehicles tested no faster than their United states counterparts despite their particular greater energy rating and a diminished curb body weight.
Toyota designed the engine for efficiency; the valve position ended up being a comparatively wider 50 degrees, which during the time was believed to be well suited for high power production. Nowadays, newer high-revving machines has diminished the valve position to 20 to 25 degrees, which can be now thought to be ideal for high-revving motors with a high certain power outputs. The very first generation 4A-GE are nicknamed the "bigport" engine because it have intake harbors of a tremendously large cross-sectional region. Whilst the slot cross-section was appropriate an extremely extremely changed system at high motor speeds, they triggered a large drop in low-end torque because of the diminished environment rates at those rpms. To pay for the paid off air-speed, the first-generation machines included the T-VIS showcase, by which double intake athletes were installed with butterfly valves that exposed at roughly 4,200 rpm. The result is the fact that at reduced rpm (once the airspeed would usually be sluggish) four for the eight runners tend to be shut, which makes the system to attract in every their environment through half the athletes in manifold. This not only increases the airspeed which causes much better cylinder filling, but due to the asymmetrical airflow a swirl is created in the combustion chamber, meaning better gasoline atomization. This allowed the torque bend to remain intact at reduced motor speeds, permitting much better efficiency over the whole rate band and an easy, level torque bend all over crossover point. During increasing motor speeds, a small lurch can occur in the crossover aim and a professional driver will be able to identify the change in results. Production of the first-generation engine design lasted through 1987.
The second-generation 4A-GE produced from 1987 to 1989 showcased larger diameter bearings when it comes to connecting-rod huge stops (42 mm) and included four extra support ribs on back of this engine block, for a total of seven. The T-VIS feature try maintained. Its visually like the first-generation system (only the top cam cover today showcased purple and black lettering) and the people marketplace energy output was only risen to 115 hp (86 kW). Initial- and second-generation machines are very favored by racers and tuners because of their availability, easy customization, simple design, and lightness.
The third-generation appeared in 1989 and was in manufacturing until 1991. This engine has got the silver cam covers because of the phrase best written in red, hence the nickname "red top". Toyota increasing the compression proportion from 9.4:1 to 10.3:1. To improve the air-speed difficulties of early in the day generations, the intake ports in this cylinder mind are re-designed to have an inferior cross-section, and hence it was nicknamed the "smallport" head. This change in the intake harbors negated the need for the earlier twin-runner intake manifold and it is changed with a single-runner manifold. Additional engine adjustments to give lifestyle and reliability included under-piston cooling oils squirters, thicker connecting rods alongside equipment. Also of note, the pistons had been changed to just accept a 20 mm completely floating gudgeon pin unlike the 18 mm pressed-in pins regarding the earlier incarnations. All non-U.S. markets 4A-GEs continuing to use a MAP sensor, while most of the U.S.-market 4A-GE engines came with a MAF sensor. This revision increased the ability to 125 PS (92 kW; 123 hp) at 7200 rpm with a torque of 149 N*m (110 lb*ft) at 4800 rpm (128 hp and 105 lb-ft for US-market cars).
The 4A-GE motor was launched in the 1983 Sprinter Trueno AE86 and the Corolla Levin AE86. The AE86 noted the end of the 4A-GE as a rear wheel drive (RWD or FR) mounted system. Alongside the RWD AE86/AE85 coupes, a front wheel drive (FWD or FF) Corolla had been produced and all future Corollas/Sprinters were centered across the FF design. The AW11 MR2 continued utilization of the engine as a MR design, transversely attached midship. The motor ended up being retired from us 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 motors (such as the 20-valve versions below) function a forged crankshaft instead of a less expensive plus widely used throw version.
Clarification: into the U.S. marketplace, the 4A-GE motor was first used in the 1985 design seasons Corolla GT-S only, which will be recognized as an "AE88" inside VIN but uses the AE86 framework code on firewall since the AE88 is a "sub" type of the AE86. The 4A-GE motors for the 1985 design 12 months are named "blue top" as opposed to the later "red top" machines, as the paint color from the device protects is different, to show the different engine modification, using different slot sizes, various airflow metering, as well as other lesser distinctions from the system.
The American Spec AE86 (VIN AE88, or GT-S) held the 4A-GE system. Various other markets, other designations were utilized. Much confusion is out there, even among dealers, regarding which products contained what products, particularly since Toyota split the Corolla line into both RWD and FWD models, while the GT-S designation was just well-known as a Celica variation during those times.
In Southern Africa in 1993 the 4A-GE system ended up being fallen and replaced with all the 7A-FE whilst other countries moved towards the 20 device 4A-GE, as South African gasoline was not ideal at the time for 4A-GE 20valve.
Programs:
AA63 Carina 1983.06--1985 (Japan best)
AT160 Carina 1985--1988 (Japan best)
AT171 Carina 1988--1992 (Japan best)
AA63 Celica 1983--1985
AT160 Celica 1985--1989
AE82 Corolla saloon, FX 1984.10--1987
AE86 Corolla Levin 1983.05--1987
AE92 Corolla 1987--1993
AT141 Corona 1983.10--1985 (Japan only)
AT160 Corona 1985--1988 (Japan best)
AW11 MR2 1984.06--1989
AE82 Sprinter 1984.10--1987 (Japan best)
AE86 Sprinter Trueno 1983.05--1987 (Japan best)
AE92 Sprinter 1987--1992 (Japan best)
AE86/AE92 Corolla GLi Twincam/Conquest RSi 1986--1993 (Southern Africa)
Chevrolet Nova (based on Corolla AE82)
Geo Prizm GSi (predicated on Toyota AE92 chassis) 1990--1992
Requirements:
Motor displacement: 1.6 L (1,587 cc)
Layout: DOHC Inline-4 (Straight-4)
Bore and Stroke: 81 mm 77 mm
Dry Weight (with T50 gearbox): 154 kg (340 lb)
Valves: 16, 4 per each cylinder
Energy: 115--128 hp (86--95 kW) at 6,600 rpm
Torque: 148 N*m (109 lb*ft) at 5,800 rpm
Redline: 7,600 rpm
Fuel Shipping System: MPFI
4A-GE (20-valve)
Silver Top 20-Valve 4A-GE
4th Generation "Silver Top"
The fourth-generation 4A-GE motor had been produced from 1991 to 1995. It has silver cam protects with chrome lettering, hence the nickname "gold top". This system just as before features a totally brand new cylinder mind which makes use of five valves per cylinder in place of four. It uses Toyota's Variable Valve time (VVT) program from the intake cam, an elevated compression proportion (10.5:1), and intake system had been replaced with a quick manifold with individual throttles and velocity stacks, however the vane-type airflow meter had been retained, requiring the usage a plenum. The last 16-valve head put a sharply curved intake interface, although the 20-valve motor utilized a very upright straight port. This engine creates 160 PS (118 kW) at 7,400 rpm with 16.5 kg*m (162 N*m) of torque at 5,200 rpm.
Applications:
AE101 Corolla Levin coupe 1991--1995 (Japan only)
AE101 Sprinter Trueno coupe 1991--1995 (Japan just)
AE101 Corolla Ceres hardtop 1992--1995 (Japan best)
AE101 Sprinter Marino hardtop 1992--1995 (Japan only)
AT210 Carina 1996--2001 (Japan only)
AE101 Corolla 1991--2000 (Japan best)
AE101 Sprinter 1991--2000 (Japan best)
Ebony Top 20-Valve 4A-GELU
5th Generation "Ebony Top"
The fifth-generation 4A-GE motor produced from 1995 to 1998 is the best form of the 4A-GE motor and contains black cam protects. They makes use of Toyota Variable Valve Timing (VVT) system from the intake cam. This motor is usually known as the "black top" because of the colour of the device cover, but again features a much higher compression ratio (11:1). The air flow sensor was replaced with a MAP sensor, the diameter for the four individual throttle bodies ended up being enhanced from 42 mm to 45 mm, the fatigue slot diameter had been enhanced, the consumption cam carry was increasing from 7.9 mm to 8.2 mm plus the intake ports had been substantially enhanced fit, contour because width at opening at the head was enhanced. Furthermore, the black colored top had a lighter flywheel, a bigger plenum, light connecting rods and modified rubberized velocity piles, and has also been available in 1997 with a six-speed C160 transaxle. This revision increasing the energy to 165 PS (121 kW) at 7,800 rpm with 16.5 kg*m (162 N*m) of torque at 5,600 rpm. The 'Blacktop' is now a well liked amongst fans and it is utilized as a straightforward energy improvement when it comes to very early Toyota Corolla brands, specifically for use in the drift scene. As a result of the reasonably highest condition of tuning of the stock engine, many power/torque gains originate from higher lift cameras and engine management.
Programs:
AE111 Corolla Levin coupe 1995--2000 (Japan only)
AE111 Sprinter Trueno coupe 1995--2000 (Japan just)
AE101 Corolla Ceres hardtop 1995--1998 (Japan only)
AE101 Sprinter Marino hardtop 1995--1998 (Japan only)
AE101G Corolla BZ touring truck 1995--1999 (Japan)
AE111 Corolla 1995--2000 (Japan just)
AE111 Sprinter 1995--1998 (Japan just)
AE111 Sprinter Carib 1997--2000 (Japan just)
AE111 Corolla RSi and RXi 1997--2002 (South Africa)
AT210 Carina 1996-2001 (Japan just)
