BY ENGINE/ASERIES
From AE86 Driving Club FAQ
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 series has cast iron engine blocks and aluminum cylinder heads. The series began in the late 1970s with the 1A, an SOHC engine with a displacement of 1.5 L. Toyota joint venture partner Tianjin FAW Xiali still produces 1.3 L 8A and recently restarted production of the 5A. 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.
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1A
The 1.5 L (1452 cc) 1A was produced in 1978 and 1979. It was a 2-valve SOHC engine.
2A
The 1.3 L (1295 cc) 2A was produced from 1979 through 1986. Cylinder bore was 76 mm (2.99 in) and stroke was 71.4 mm (2.81 in). It was a 2-valve SOHC design like its predecessor.
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.
3A
The 1.5 L (1452 cc) 3A was produced from 1979 through 1988. Cylinder bore was 77.5 mm (3.05 in) and stroke was 77 mm (3.3 in). It was a 2-valve SOHC like the 1A and 2A. There were California-spec (3A-C), Japan-spec (3A-U), transverse (3A-L), and swirl-intake (3A-S) versions of the same basic design.
Power output ranged from just 62 hp (46 kW) at 4800 rpm all the way to 90 hp (67 kW) at 6000 rpm. Torque was less spread from 75 ft·lbf (101 N·m) at 2800 rpm to 89 ft·lbf (120 N·m) at 4000 rpm.
4A
The 4A was produced from 1980 through 1998. All 4A engines have a displacement of 1.6 L (1587 cc). 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).
Numerous variations of the basic 4A design were produced, from SOHC 2-valve all the way to DOHC 5-valve versions. 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.
4A-C
The basic 4A and Cal-spec 4A-C was an SOHC 8-valve carbureted engine, rated at 90 hp (67 kW) at 4800 rpm. Torque was good for a small engine, at 85 ft·lbf (115 N·m) at 2800 rpm in even the "strangled" early-1980s California-spec version.
4A-E
fuel injection was added for the 1981 through 1988 4A-E. This pushed output to 78 hp (58 kW) at 5600 rpm and 87 ft·lbf (117 N·m) at 4000 rpm in export form.
A special Japan-spec transverse 4A-ELU was also produced in 1986. Output for this engine was 100 hp (75 kW) at 5600 rpm and 101 ft·lbf (136 N·m) at 4000 rpm.
4A-F
A narrow-valve (22.3°) DOHC 4-valve carb version, the 4A-F, was produced from 1987 through 1990. Output was 90 hp (67 kW) at 6000 rpm and 95 ft·lbf (128 N·m) at 3600 rpm. Toyota models that had this engine:
Corolla AE92 SR5 - FWD Corolla AE92 sedan - FWD Corolla AE92 Break - FWD
4A-FE
1st generation 4A-FE Engine 2nd generation 4A-FE Engine 4A-FE engine stickerThe 1987-1998 4A-FE is the descendant of the carburated 4A-F. 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. 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 camshaft's 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 cam-shaft 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 revs means that it has about 20% less power compared to the 4A-GE.The plus side of this design that it improved fuel efficiency and torque, on the down side it compromises power. Power rating varies during certain generations that had the engine.
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 with the second generation which has a higher profile design in the head, the cam cover having ribs throughout its length and the injectors in the intake manifold runners. The second generation engine was produced from 1992 until 1998.[1]
Toyota designed this engine with fuel economy in mind. The 4A-FE is basically the same as the 4A-F (introduced in the previous generation of Corollas), the most apparent difference being the fuel delivery system. The 4A-F used a carburetor, while the 4A-FE used electronic fuel injection system (notice the 'E'). Also, the 4A-FE had extra power. The engine was succeeded by the 3ZZ-FE, a 1.6-liter engine with VVT-i technology.
Engine displacement - 1.6 liters (1587 cc) Layout - DOHC Inline-4 (Straight-4) Valves - 16, 4 for each cylinder Power - 105 hp (77 kW) @ 5800 rpm (Europe/Japan spec - 115 hp (84 kW) @ 6000 rpm)
Torque - 101 ft·lbf (137 N·m) @ 4800 rpm Redline - 6300 rpm Fuel Delivery System - MPFI Note - power and torque specs are from the 1988-1992 North American Corollas.
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). Toyota engineers have skillfully optimized the power and torque from its relatively low-displacement engines.
The engine was used in the Toyota Corolla Sedan from 1988 to 1998 and in the 5th Generation Celica ST models from 1989-1993 both in North America and Europe , as well as the Camry from '87 to '91.
4A-G (16-valve)
The next major modification was the high-performance 4A-G, with the fuel injected version, the 4A-GE, being the most powerful. 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 & stroke dimensions are similar and there are many similarities in the engine design making it a reliable engine for motorsports applications. The reliability and performance of these engines has earned them a fair amount of enthusiasts and fan base as they are a popular choice for an engine swap in to 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 1983 through 1991 for 16-valve versions and the 5-valve 4A-GE lasted through 1998.
First generation 4A-GE (notice the black and blue words) in mint condition dismantled from a 1983 Toyota AE86 Corolla Sprinter TruenoThe first-generation 4A-GE which as introduced in 1983 replaced the 2T-G in most applications. This engine was identifiable with the silver cam covers with words which were painted black and blue. It was extremely light and strong for an all-iron engine block, and produced 112 hp (84 kW) @ 6600 rpm and 97 ft·lbf (131N·m) of torque @ 4800 rpm (the American model has a lower power rating due to the use of an Air Flow sensor which restricted air flow but produced cleaner emissions that conformed to the US regulations whereas the Japanese models which use MAP sensors produced about 120 hp). The 4A-GE was one of the earliest inline-4 engines to have both DOHC 16 valves and electronic fuel injection (EFI). Toyota designed this engine with performance in mind; its twin camshafts are 50 degrees apart to allow decent power, but this sacrifices torque. This engine is very popular with racers and tuners because of its ease of modification, simple design, and lightness. Production of this engine model lasted through 1987.
The second-generation 4A-GE produced from 1987 to 1989 featured larger diameter bearings and added reinforcement ribs on the engine block. This engine has similar power output as the first generation engine and has the same cam silver covers but with the words painted red and black.
The third-generation appeared in 1989 and was in production till 1991. This engine has the silver cam covers with the words only written in red hence the nick name red top is coined for this version. It features a redesigned engine head (TVIS is removed, smaller intake ports with the intake manifold inverted for transverse mounting in to a front wheel drive configuration for the AE92), piston-cooling oil sprays, higher compression ratios (upped from 9.4:1 to 10.3:1) and the internal parts such as the con rods are built tougher to take the added load. All of the engines produced in this version used MAP sensors. This engine revision upped the power to 138 hp (103 kW) @ 7200 rpm with 110 ft·lbf (149 N·m) @ 4800 rpm of torque.
The 4A-GE was first introduced in the 1983 Sprinter Trueno AE86 and the Corolla Levin AE86 sports version. 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 corolla/sprinter's were all based around the FF layout. 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 1990-1992.
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. 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.
An AE86 chassis code may be a base model Corolla, or an SR-5, with a 4A-C engine. Only the AE88 version carried the 4A-GE engine and GT-S designations in the US. 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.
Toyota models that have had this engine:
Toyota MR2 AW11 - Mid-engine RWD Corolla AE88 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 Other models equipped with the 4A-GE:
Chevrolet Nova (based on Toyota AE82 chassis; 1984-1988-- These 4A-GE cars were exceptionally rare) Geo Prizm GSi (based on Toyota AE92 chassis; 1990-1992) Specifications:
Engine displacement - 1.6 litres (1587 cc) Layout - DOHC Inline-4 (Straight-4) Bore and Stroke - 81 mm x 77 mm Valves - 16, 4 per each cylinder Power - 115-140 hp (96-103 kW) @ 6600 rpm Torque - 109 ft·lbf (148 N·m) @ 5800 rpm Redline - 7600 rpm Fuel Delivery System - MPFI Toyota sponsored the Champ Car Atlantic Championship from 1990 to 2005. A kit version of the 4A-GE from Toyota Racing Development was used to power Formula Atlantic cars during this period. This engine used a modified 16-valve head and produced approximately 240 horsepower at 8400 rpm.
4A-GE (20-valve)
black-top 20 Valve 4A-GELU Engine(Japanese-spec) in 1996 Carina GTThe fourth-generation 4A-GE was produced from 1991 to 1995 has silver cam covers with chrome letters hence the nick name silver top. This engine yet again features a completely revamped head where the 16-valve design is replaced with a 20-valve design,Toyota VVT is used in the intake cam for improved low rpm torque and economy, increased compression ratio (10.5:1), the cam shafts are not widely spaced as they used to be and the throttle body is replaced with a quad individual throttle body system governed by an air flow sensor. This engine produces 158 hp (118 kW) @ 7400 rpm with 162 N·m @ 5200 rpm of torque.
The fifth-generation 4A-GE was produced from 1995 to [1998]] is the final version of the 4A-GE and has black cam covers. This engine is fondly known as the black top yet again features even higher compression ratio (11:1) and the air flow sensor is replaced with a MAP sensor and the diameter of the 4 individual throttle bodies is increased. This revision upped the power to 162 hp (121 kW) @ 7800 rpm with 162 N·m @ 5200 rpm of torque.
Some Racing team participating in the Group A of the JGTC, using either the AE101, AE86 or AE82 corollas, used a specially modified version of the engine, rated at 240 HP at 11,000 RPM. [citation needed]
Applications:
1992 Toyota Corolla Levin, Sprinter Trueno AE101 (silver-top) All GT models (GT Apex GT-V etc) 1995 Toyota Corolla Levin, Sprinter Trueno AE111 (black-top) All BZ models (BZG, BZR, BZV etc)
4A-GZE
The 4A-GZE (produced in various forms from 1986 through 1995) was the supercharged version. Based on the same block and head, the 4A-GZE was equipped with a roots-type supercharger and therefore the compression ratio, valve timing and ports were modified. It was used in the supercharged AW11 Toyota MR2, rated at 145 hp (108 kW) and 140 ft·lbf (190 N·m). Later versions of this engine are rated 165 hp (127 kW) and 155 ft·lbf (210 N·m) for the AE92 and AE101 Corolla.
These engines are also popular for a turbo conversion, as many parts don't need to be modified to support the extra boost.
See also: 4AG Tech Notes
5A
A smaller 1.5 L (1498 cc) 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 of 78.7 mm (3.1 in) and a stroke of 77 mm (3.0 in). Both had 4 valves per cylinder with DOHC heads and used the narrow 22.3° valve angle.
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 carb version was 85 hp (63 kW) at 6000 rpm and 90 ft·lbf (122 N·m) at 3600 rpm. Output for the 1987 FI version was 104 hp (78 kW) at 6000 rpm and 97 ft·lbf (131 N·m) at 4800 rpm. The later one produced 100 hp (75 kW) at 5600 rpm and 102 ft·lbf (138 N·m) @ 4400 rpm. The version now produced by Xiali produces 100 hp (75 kW) at 6000 rpm and 96 ft·lbf (130 N·m) @ 4400 rpm.
6A
The 1.4 L (1397 cc) 6A-FC was the only 1.4 variant, produced from 1989 through 1992. Output was 82 hp (61 kW) at rpm and 87 ft·lbf (117 N·m) at rpm. Cylinder bore was 76 mm (3 in) and stroke was 77 mm (3.03 in) for this 4-valve DOHC engine.
7A
The largest A-series engine was the 1.8 L (1762 cc) 7A-FE. Produced from 1993 to 1998, it was a 4-valve DOHC narrow-valve-angle economy engine. Cylinder bore was 81 mm (3.19 in) and stroke was 85.5 mm (3.37 in).
An early Canadian version produced 115 hp (86 kW) at 5600 rpm and 110 ft·lbf (149 N·m) at 2800 rpm. The most common version is rated at 115 hp (86 kW) at 5600 rpm and 115 ft·lbf (155 N·m) at 2800 rpm engine.
In the United States, the 7A-FE's most common application was in the 1993–1997 Toyota Corolla (7th generation). The engine was also used in some 1994–1999 Toyota Celicas (6th generation) at the base ST trim level, as well as the Toyota Corolla's clone, the Geo Prizm.
Since the 7A shares the same layout as the 4A it is possible to create a 7A-G(Z)E out of a 7A-FE bottom and a 4A-G(Z)E head. Since the 7A is a very common engine the upgrade from 4A-G(Z)E to 7A-G(Z)E should be relatively cheap. This is a popular upgrade amongst drifters (mostly AE86 drivers) who are always in need of more torque.
The Indonesian and Russian version of 7A-FE has strongest output, 120 hp (89 kW) at 6000 rpm and 16 kgf·m (157 N·m) at 4400 rpm, with 9.5 compression ratio. It appears in the 8th generation Corolla (AE112).
It is a noninterference type engine.
8A
A 1.3 L (1342 cc) 8A is now produced by Tianjin FAW Xiali for its Daihatsu and Toyota-based subcompacts. It uses the same cylinder bore of 78.7 mm (3.1 in) as the 5A with a reduced stroke of 69 mm (2.7 in) and a 4 valves per cylinder DOHC head.
Output is 86 hp (64 kW) at 6000 rpm and 81 ft·lbf (110 N·m) @ 5200 rpm.
