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Toyota A engine

 
Wikipedia: Toyota A engine
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A series engine family
Toyota 3A
Manufacturer Toyota

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 mass-production 5-valve engines (the 20V 4A-GE) and the 170 hp (127 kW) supercharged 4A-GZE.

Contents

1A

1A
Manufacturer Toyota
Production 1979-1980
Predecessor T
Successor 3A
Displacement 1.5 L (1452 cc)
Cylinder bore 77.5 mm
Piston stroke 77.0 mm
Block alloy cast-iron
Head alloy aluminum
Valvetrain SOHC
Fuel type gasoline

The 1.5 L 1A was produced between 1979 and 1980. All variants were belt-driven 8-valve counter-flow SOHC engine with a single downdraft carburator.

1A-C

Applications:

  • AL10 Tercel 1979-1980 (North America only)

1A-U

Using Toyota TTC-C catalytic converter.

Output:

  • 59 kW at 5600 rpm and 113Nm at 3600 rpm (compression at 9.0:1)

Applications:

  • AL10 Corsa (Japan only)

2A

2A
Manufacturer Toyota
Production 1979-1989
Predecessor 4K
Successor 2E
Displacement 1.3 L (1295 cc)
Cylinder bore 76.0 mm
Piston stroke 71.4 mm
Block alloy cast-iron
Head alloy aluminum
Valvetrain SOHC
Fuel type gasoline

The 1.3 L 2A was produced from 1979 through 1989. All variants where belt-driven 8-valve counter-flow SOHC engine with a single downdraft carburator.

2A, 2A-L, 2A-LC

Output:

  • 48 kW at 6000 rpm and 98Nm at 3800 rpm (compression at 9.3:1)

Applications:

  • AE80 Corolla 1983-1985 (ex. Japan, 2A-LC in Australia)
  • AL11 Tercel 1979-1982 (ex. Japan)
  • AL20 Tercel 1982-1984 (ex. Japan)

2A-U, 2A-LU

Using Toyota TTC-C catalytic converter.

Output:

  • 51 kW at 6000 rpm and 94Nm at 3600 rpm (compression at 9.3:1)

Applications:

3A

3A
Manufacturer Toyota
Production 1979-1989
Predecessor 1A
Successor 5A
3E
Displacement 1.5 L (1452 cc)
Cylinder bore 77.5 mm
Piston stroke 77.0 mm
Block alloy cast-iron
Head alloy aluminum
Valvetrain SOHC
Fuel type gasoline

The 1.5 L 3A was produced from 1979 through 1989. All variants where belt-driven 8-valve counter-flow SOHC engine with a single downdraft carburator.

3A, 3A-C

Output:

  • 52 kW at 5600 rpm and 108Nm at 3800 rpm (compression at 9.0:1)

Applications:

  • AL12 Tercel 1979-1982 (ex. Japan)
  • AL21/25 Tercel 1982-1988 (ex. Japan)

3A-U, 3A-LU

Using Toyota TTC-C catalytic converter. On some models marked as 3A-II.

Output:

  • 61 kW at 5600 rpm and 118Nm at 3600 rpm (compression at 9.0:1)

Applications:

  • AA60 Carina 1981-1987 (Japan only)
  • AT150 Carina 1984-1988 (Japan only)
  • AE70 Corolla 1979-1983 (Japan only)
  • AE81/85 Corolla 1983-1987 (Japan only)
  • AL21 Corolla II 1982-1986 (Japan only)
  • AT140 Corona 1982-1987 (Japan only)
  • AT150 Corona 1983-1987 (Japan only)
  • AL12 Corsa (Japan only)
  • AL21/25 Corsa 1982-1989 (Japan only)
  • AW10 MR-2 1984-1989 (Japan only)
  • AE70 Sprinter 1979-1983 (Japan only)
  • AE81/85 Sprinter 1983-1987 (Japan only)
  • AL25 Sprinter Carib 1982-1988 (Japan only)
  • AL21/25 Tercel 1982-1989 (Japan only)

3A-HU

High compression version with Toyota TTC-C catalytic converter.

Output:

  • 63 kW at 6000 rpm

Applications:

  • AL21 Corolla II 1982-1984 (Japan only)
  • AL21 Corsa 1982-1984 (Japan only)
  • AL21 Tercel 1982-1984 (Japan only)

3A-SU

Swirl-intake version with Toyota TTC-C catalytic converter.

Output:

  • 66 kW at 6000 rpm (compression at 9.3:1)

Applications:

4A

4A
Manufacturer Toyota
Production 1982-2002
Predecessor 2T
Successor 3ZZ
Displacement 1.6 L (1587 cc)
Cylinder bore 81.0 mm
Piston stroke 77.0 mm
Block alloy cast-iron
Head alloy aluminum
Valvetrain SOHC & DOHC
Fuel type gasoline

The 4A was produced from 1980 through 1998. All 4A engines have a displacement of 1.6 L (1587 cc). The cylinder bore was enlarged from the previous 3A engines at 81 mm (3.19 in), but the stroke remained the same as the 3A at 77 mm (3.03 in), giving it an over-square bore/stroke ratio which favours high RPM.

Numerous variations of the basic 4A design were produced, from SOHC 2-valve all the way to DOHC 5-valve versions. The power output also varied greatly between versions, 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, 4A-C, 4A-L, 4A-LC

Toyota 4A-C Engine in a 1987 AE86 SR5 Corolla.

The 4A-C was a SOHC inline four (I4) 8-valve carburettor-equipped engine which produces 78-90hp (58-67 kW) @ 4800 rpm, torque: 85 ft·lbf (115 N·m) @ 2800 rpm* (may vary). The power and torque output figures vary between different regions of the world.

North American market engines:

  • 4A-C 1.6 L I4, 8-valve SOHC, carb, 90 hp (67 kW) @ 4800 rpm

European market engines:

  • 4A-C 1.6 L, I4, 8-valve SOHC, carb, 84 hp (63 kW) @ 4800 rpm

Australian market engines:

  • 4A-C 1.6 L, I4, 8-valve SOHC, carb, 78 hp (58 kW) @ 4800 rpm

Applications:

4A-ELU

Fuel injection was added. This increased output to 78 hp (58 kW) at 5600 rpm and 87 ft·lbf (117 N·m) at 4000 rpm in export form and 100 hp (75 kW) at 5600 rpm and 101 ft·lbf (136 N·m) at 4000 rpm for Japan. This version is also equipped with Toyota TTC-C catalytic converter.

Applications:

  • AT151 Carina 1984-1988 (Japan only)
  • AE82 Corolla 1983-1987 (Japan only)
  • AE82 Sprinter 1983-1987 (Japan only)

4A-F

A narrow-valve (22.3°) DOHC 16-valve carb-equipped version, the 4A-F, was produced from 1987 through 1990. Output was 96 hp (67 kW) at 6000 rpm and 95 ft·lbf (128 N·m) at 3600 rpm.

Applications:

  • AT171 Carina II 1987-1992 (Europe only)
  • AE92/95 Corolla 1987-1992 (ex. 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 (ex. Japan)
  • AE95 Sprinter 1988-1989 (Japan only)

4A-FE

1st generation 4A-FE engine.
2nd generation 4A-FE engine.
4A-FE engine sticker.

The 1987–1998 4A-FE is the descendant of the carbureted 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 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 20% less power compared to the 4A-GE engine. The advantage of this engine design is that it improved fuel efficiency and torque, the disadvantage is that 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. 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 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 more power. The engine was succeeded by the 3ZZ-FE, a 1.6-liter engine with VVT-i technology.

(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 had skillfully optimized the power and torque from the company's relatively low-displacement engines.

Applications:

4A-FHE

Same as the first generation 4A-FE, only more aggressive tuned for more output. Called an EFI-S engine.

Output:

  • 81 kW at 6000 rpm and 142Nm at 4800 rpm (compression at 9.5:1)

Applications:

4A-GE (16-valve)

An early 4A-GE engine with the sparkplug wires removed. The cam covers feature black-and-blue lettering and the 'T-VIS' acronym is present on the intake manifold block.
4A-GE with T-VIS
The most powerful of the 16-valve 4A-GE engines, commonly known as the "red top" (due to the red writing), which produces 140 PS (100 kW; 140 hp) at 6600 rpm.

The next major modification was the high-performance 4A-G, with the fuel injected version, the 4A-GE, being the most powerful. The 4A-GE was one of the earliest inline-4 engines to have both a DOHC 16 valve configuration (four valves per cylinder, two intake, two exhaust) and electronic fuel injection (EFI). The cylinder head was developed by Yamaha Motor Corporation. 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 1983 through 1991 for 16-valve versions and the 5-valve 4A-GE lasted through 1998.

The first-generation 4A-GE which was introduced in 1983 replaced the 2T-G in most applications. 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, and produced 112 hp (84 kW) at 6600 rpm and 131 N·m (97 lb·ft) of torque at 4800 rpm in the American market. The use of an air flow meter (MAF) sensor, which restricted air flow slightly but produced cleaner emissions that conformed to the U.S. regulations, limited the power to 112 hp (84 kW) whereas the Japanese model—which used a manifold absolute pressure (MAP) sensor—produced 130 hp (97 kW).

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. Today, it should be noted that more modern high-revving engines have decreased the valve angle to 20 to 25 degrees, which is now believed to be ideal for high-revving engines with high power per litre. 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 RPM, it caused a considerable drop in low-RPM torque due to the decreased air speeds at those RPM. 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 approxmently 4200 rpm. The effect was that at lower RPM when the airspeed would normally be slow, four of the eight runners were closed, this forced the engine to draw in all its air through half the runners in the manifold. This raised the airspeed which caused better cylinder filling and also better fuel atomisation. 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.

The second-generation 4A-GE produced from 1987 to 1989 featured larger diameter bearings for the connecting-rod big ends (42 mm) and added four additional reinforcement ribs on the back of the engine block, for a total of seven. The T-VIS feature is maintained. It is visually similar to the first-generation engine and the power output is unchanged, but the upper cam cover now featured red and black lettering. The first- and second-generation engines are very popular with racers and tuners because of the ease of modification, simple design, and lightness. The T-VIS equipped model is an ideal candidate for the addition of a turbocharger because it contains the so-called "big-port head", meaning the head had the large cross-sectional area intake ports.

The third-generation appeared in 1989 and was in production until 1991. 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 nick-named 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 20 mm fully floating gudgen pin unlike the 18 mm pressed-in pins of the earlier versions. 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. The only exception was the U.S.-market 1990-91 Geo Prizm GSi, which was equipped with the MAP. This change increased the power to 140 PS (100 kW; 140 hp) at 7200 rpm with a torque of 149 N·m (110 lb·ft) at 4800 rpm.

The 4A-GE engine 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 all future Corollas/Sprinters were based around the FF layout. The MR-2AW11 continued use of the engine as MR layout, transversely mounted midship, this used the bigport 4A-GE with T-Vis. 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.

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.

Applications:

Specifications:

  • Engine displacement: 1.6 litres (1587 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
  • Power: 115–140 hp (96–103 kW) @ 6600 rpm
  • Torque: 148 N·m (109 lb·ft) @ 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 (180 kW) at 8400 rpm, revving out to 10-12,000 rpm.

4A-GE (20-valve)

Silver-Top 20-Valve 4A-GE

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 nick-name "silver top". This engine yet again features a completely revamped cylinder head which replaces the 16-valve design with a 20-valve design. The Toyota Variable Valve Timing (VVT) system is used on the intake cam for improved low-RPM torque and fuel economy, an increased compression ratio (10.5:1), the valve angle was decreased to 37.5 degrees from the previous 50 degrees and the intake system was replaced with a short manifold and four individual throttle bodies governed by an air flow sensor. Another large change from the previous 4A-GE engines was the intake port angle, while the previous engines used an old-fashioned curved intake port, the 20-valve engines used a very upright straight port. This engine produces 158 hp (118 kW) at 7400 rpm with 162 N·m (119 ft·lbf) at 5200 rpm of torque.

Applications:

Black-Top 20-Valve 4A-GELU

Fifth Generation "Black-Top"
The fifth-generation 4A-GE engine produced from 1995 to 1998 is the final version of the 4A-GE engine and has black cam covers. This engine is fondly known as the "black top", and yet again features an even higher compression ratio (11:1), the air flow sensor is replaced with a MAP sensor, the diameter of the four individual throttle bodies was increased from 42 mm to 45 mm, the exhaust port diameter was increased, the intake cam lift was increased from 7.9 mm to 8.2 mm and the intake ports were significantly improved in shape, contour and also the width at opening at the head was increased. This revision increased the power to 165 PS (121 kW; 163 hp) at 7800 rpm with 162 N·m (119 ft·lbf) at 5200 rpm of torque.

Applications:

4A-GZE

The 4A-GZE (produced in various forms from 1986 through 1995) was a supercharged version. Based on the same block and cylinder head, the 4A-GZE engine was equipped with a roots-type supercharger and therefore the compression ratio was lowered via the use of forged dished pistons. Although fitted with forged pistons they still had the same ports, valve timing and head gasket as the standard 4A-GE engine, although TVIS was omitted as it was not needed in this boosted application. It was used in the supercharged AW11 MR-2, rated at 145 PS (107 kW; 143 bhp) at 6400 rpm and 190 N·m (140 ft·lbf) at 4400. Later versions were equipped with MAP (D-JET) air sensors instead of AFM (L-JET) with smaller SC pulley and were rated at 165 PS (121 kW; 163 bhp) and 210 N·m (150 ft·lbf) for the AE92 and 170 PS (125 kW; 168 bhp) and 210 N·m (150 ft·lbf) for AE101 Corolla. These engines are also popular for a turbo conversion, as many parts do not need to be modified to support the extra boost.[2]

Applications:

5A

5A
Manufacturer Toyota
Production 1987-2006
Predecessor 3A
Successor 1NZ
Displacement 1.5 L (1498 cc)
Cylinder bore 78.7 mm
Piston stroke 77.0 mm
Block alloy cast-iron
Head alloy aluminum
Valvetrain DOHC
Fuel type gasoline
5A-FE

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.

5A-F

Output for the carb version was 85 hp (63 kW) at 6000 rpm and 90 ft·lbf (122 N·m) at 3600 rpm.

Applications:

  • AT170 Carina 1988-1990 (Japan only)
  • AE91 Corolla 1987-1989 (Japan only)
  • AT170 Corona 1987-1989 (Japan only)
  • AE91 Sprinter 1987-1989 (Japan only)

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 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.

Applications:

  • Vela (China only)
  • AT170 Carina 1990-1992 (Japan only)
  • AT192 Carina 1992-1996 (Japan only)
  • AT212 Carina 1996-2001 (Japan only)
  • AE91 Corolla 1989-1992 (Japan only)
  • AE100 Corolla 1991-2000 (Japan only)
  • AE110 Corolla 1995-2000 (Japan only)
  • AE100 Corolla Ceres 1992-1998 (Japan only)
  • AT170 Corona 1989-1992 (Japan only)
  • AL50 Soluna 1996-2003 (Asia)
  • AE91 Sprinter 1989-1992 (Japan only)
  • AE100 Sprinter 1991-1995 (Japan only)
  • AE110 Sprinter 1995-2000(Japan only)
  • AE100 Sprinter Marino 1992-1998 (Japan only)
  • AXP42 Vios 2002-2006 (China only)

5A-FHE

Same as the first generation 5A-FE, only more aggressive tuned for more output. Called an EFI-S engine.

Applications:

6A

6A
Manufacturer Toyota
Production 1988-1992
Displacement 1.4 L (1397 cc)
Cylinder bore 76.0 mm
Piston stroke 77.0 mm
Block alloy cast-iron
Head alloy aluminum
Valvetrain DOHC
Fuel type gasoline

The 1.4 L 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. This was a 4-valve DOHC engine.

6A-FC

Applications:

  • AE90 Corolla 1989-1992 (Australia only)

7A

7A
Manufacturer Toyota
Production 1990-2002
Predecessor 3T
Successor 1ZZ
Displacement 1.8 L (1762 cc)
Cylinder bore 81.0 mm
Piston stroke 85.5 mm
Block alloy cast-iron
Head alloy aluminum
Valvetrain DOHC
Fuel type gasoline

The largest production 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 stroked out from the 4A. 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 common (1993 to 1994 North American) version is rated at 115 hp (86 kW) at 5600 rpm and 115 ft·lbf (155 N·m) at 2800 rpm. The engine output was changed for the 1995 to 1997 (North American) version mainly due to a change in the intake camshaft which made it rate at 105 hp (78 kW) at 5200 rpm and 117 ft·lbf (159 N·m) 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 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 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, crank, rods) and 4A-GE parts (head, pistons). Likewise, an unofficial supercharged "7A-GZE" could be built from 7A-FE and 4A-GZE parts.

7A-FE

Applications:

  • AT211 Avensis 1997 - 2000 (Europe only)
  • AT191 Caldina 1996 - 1997 (Japan only)
  • AT211 Caldina 1997 - 2001 (Japan only)
  • AT191 Carina 1994 - 1996 (Japan only)
  • AT211 Carina 1996 - 2001 (Japan only)
  • AT191 Carina E 1994 - 1997 (Europe only)
  • AT200 Celica 1993 - 1999 (ex. Japan)
  • AE92 Corolla ±1993 - ±97 (South Africa)
  • AE93 Corolla 1990 - 1992 (Australia only)
  • AE102/103 Corolla 1992 - 1998 (ex. Japan)
  • AE111 Corolla ±1997 - ±2000 (South Africa)
  • AE112/115 Corolla 1997-2002 (ex. Japan)
  • AE115 Corolla Spacio 1997-2001 (Japan only)
  • AT191 Corona 1994-1997 (ex.Japan)
  • AT211 Corona 1996-2001 (Japan only)
  • AE115 Sprinter Carib 1995-2001 (Japan only)

8A

8A
Manufacturer Toyota
Production 1990-2002
Predecessor 3T
Successor 1ZZ
Displacement 1.8 L (1762 cc)
Cylinder bore 81.0 mm
Piston stroke 85.0 mm
Block alloy cast-iron
Head alloy aluminum
Valvetrain DOHC
Fuel type gasoline

A 1.3 L 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 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.

8A-FE

Applications:

  • AXP41 Vios 2002-2006 (China only)
  • AXP41 VIZI 2002-2006 (China only)

Production

The 1.3L and 1.5L A engines are built in Tianjin FAW Toyota Engine Co., Ltd. Plant No. 1.[3]

See also

References

  1. ^ "toyoland.com 4af and 7af engines". http://www.toyoland.com/engines/4A-F.html. Retrieved 2007-07-18. 
  2. ^ 4AG Tech Notes.
  3. ^ [http://www2.toyota.co.jp/en/news/07/0420_02.html Tianjin FAW Toyota Engine's Plant No. 2 to Mark Engine Production Start]

External links


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