A series engine family Overview The A Series engines are a family of with displacement from 1.3 L to 1.8 L produced. The series has cast iron engine blocks and aluminum cylinder heads.
The development of the series began in the late 1970s, when Toyota wanted to develop a completely new engine for the, successor of Toyota's. 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, 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 and recently resumed production of the.
1A 1A Overview Toyota Production 1978–1980 Layout 1.5 L (1,452 cc) 77.5 mm 77.0 mm alloy cast-iron alloy aluminum Combustion Fuel type gasoline Chronology Predecessor Successor The 1.5 L 1A was produced between 1978 and 1980. All variants were belt-driven 8-valve counter-flow engine with a single, twin-barrel downdraft. 1A-C Applications:. AL10 1A-U Using Toyota TTC-C. Output:. 80 PS (59 kW) at 5,600 rpm and 11.5 kg⋅m (113 N⋅m) at 3,600 rpm (compression at 9.0:1) Applications:.
AL10 (Japan only). 2A 2A Overview Toyota Production 1979–1989 Layout 1.3 L (1,295 cc) 76.0 mm 71.4 mm alloy cast-iron alloy aluminum SOHC Combustion Fuel type gasoline Chronology Predecessor Successor The 1.3 L 2A was produced from 1979 through 1989. 2A engines in 1982 onwards have a slightly different valve cover and timing belt cover than early, as well as an, and automatically controlled (HAI) system.
It also has higher, and reformulated to improve the. All variants used belt-driven SOHC eight-valve counter-flow cylinder heads with a single downdraft carburetor. 2A, 2A-L, 2A-LC Output:. 65 PS (48 kW) at 6,000 rpm and 98 Nm at 3,800 rpm (compression at 9.3:1) Applications:.
1983–1985 (excluding Japan, 2A-LC in Australia). 1979–1982 (excluding Japan and North America). 1982–1984 (excluding Japan and North America) 2A-U, 2A-LU Using Toyota TTC-C catalytic converter. Output:. 75 PS (55 kW) at 6,000 rpm and 106 Nm at 3,600 rpm (compression at 9.3:1) Applications:. 1983–1985 (Japan only).
1982–1986 (Japan only). (Japan only). AL20 Corsa 1982–1989 (Japan only).
1983–1985 (Japan only). AL11 (Japan only). AL20 1982–1989 (Japan only). 3A 3A Overview Toyota Production 1979–1989 Layout 1.5 L (1,452 cc) 77.5 mm 77.0 mm alloy cast-iron alloy aluminum SOHC Combustion Fuel type gasoline Chronology Predecessor Successor 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.
3A, 3A-C Output:. 71 PS (52 kW) at 5,600 rpm and 108 Nm at 3,800 rpm (compression at 9.0:1, European spec). 44 kW (60 PS) at 4,500 rpm (N.America, AL-21 3 door liftback). 46 kW (62 PS) at 4,800 rpm (N.Anerica, AL-25 5-door wagon) Applications:. AL12 Tercel 1979–1982 (excluding Japan).
AL–1988 (excluding Japan) 3A-U, 3A-LU. 1979 Toyota 3A-U engine. Using Toyota TTC-C catalytic converter. On some models marked as 3A-II. 4A 4A Overview Production 1982–2002 Layout 1,587 cc (1.6 L) 81 mm (3.19 in) 77 mm (3.03 in) alloy cast iron alloy aluminum & Combustion Fuel type Gasoline Chronology Predecessor Successor The 4A was produced from 1980 through 2002. All 4A engines have a of 1,587 cc (1.6 L).
The was enlarged from the previous 3A engines at 81 mm (3.19 in), but the remained the same as the 3A at 77 mm (3.03 in), giving it an which favours high engine speeds. Numerous variations of the 4A design were produced, from basic 8- all the way to versions. The power output also varied greatly between versions, from 70 hp (52 kW) at 4,800 rpm in the basic California-spec 4A-C to 168 hp (125 kW) at 6,400 rpm in the.
4A, 4A-C, 4A-L, 4A-LC. Toyota 4A-C Engine in a 1987 SR5 Corolla. The basic 4A is a SOHC inline four (I4) 8-valve carburated engine which produces 78-90 hp (58-67 kW) at 4800 rpm and 85 lbft (115 Nm) torque at 2800 rpm, though the power and torque output figures vary between different regions of the world. At least in European versions, the combustion chambers were reformulated in early 1986, resulting in an increase of 2 hp (86 hp, 64 kW at 5600 rpm), along with improvements in fuel economy and emissions. 4A-FE engine sticker.
The 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 (introduced in the previous generation of Corollas), the most apparent difference being the electronic fuel injection system as noted by the E. The engine was succeeded by the, a 1.6-liter engine with 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 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 3.7 kW (5 bhp) compared to the second generation. Engine displacement: 1.6 L (1,587 cc). Layout: DOHC Inline-4 (Straight-4). Valves: 16, 4 for each cylinder. Redline: 6300 rpm. Compression ratio: 9.5:1.
Fuel Delivery System: North American market engines:. 113 hp (84 kW; 115 PS) at 5,800 rpm, and torque 101 lbft (145 Nm) at 4,800 rpm European market engines:. 105 PS (77 kW) at 6,000 rpm, and torque 105 lbft (142 Nm) at 3,200 rpm Asian market engines:. 116 PS (85 kW) at 6,000 rpm 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 100–105 hp in the US market.
Late-model engines are rumored to make slightly greater power but still received a 105 hp rating. The most powerful of the 16-valve 4A-GE engines, commonly known as the 'red top' (due to the red writing), which produces 128 PS (94 kW; 126 hp) at 6,600 rpm. The cylinder head was developed by 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 lasting through 1998. First Generation 'Blue Top' (Early Bigport) The first-generation 4A-GE which was introduced in 1983 replaced the 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 123 kg (271 lb) - 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 112 hp (84 kW) at 6,600 rpm and 131 N⋅m (97 lb⋅ft) of torque at 4,800 rpm in the American market.
The use of a vane-type (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 (MAP) sensor, was originally rated at 128 PS (94 kW). However, this was a gross power rating and the engine was later re-rated at 120 PS (88 kW) net. Nonetheless, Japanese cars tested no faster than their American counterparts despite their higher power rating and a lower curb weight. 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, 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 specific power outputs. 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 feature, in which dual intake runners are fitted with 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 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 feature is maintained. 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 115 hp (86 kW). 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 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 from 9.4:1 to 10.3:1. To correct the air-speed problems of the earlier generations, the intake ports in this 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 and it was replaced with a single-runner manifold. Additional engine modifications to extend life and reliability included under-piston cooling oil squirters, thicker and other components. Also of note, the pistons were changed to accept a 20 mm fully floating unlike the 18 mm 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 1.2mm (top ring), 1.5mm (second ring) and 2.8mm (oil ring), this change in size made it difficult to obtain as compared to the earlier 16 valves versions of the 4AGE 1.5mm (top ring),1.5mm (second ring), 3.0mm (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. This revision increased the power 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 (95 kW) and 105 lb⋅ft (142 N⋅m) for US-market cars). The 4A-GE engine was first introduced in the 1983 Trueno and the Levin.
The AE86 marked the end of the 4A-GE as a (RWD or FR) mounted engine. Alongside the RWD AE86/AE85 coupes, a (FWD or FF) Corolla was produced and all future Corollas/Sprinters were based around the FF layout. The continued use of the engine as a, midship. The engine was retired from North American Corollas in 1991, although it continued to be available in the GSi (sold through Chevrolet dealerships) from 1990 to 1992. All 4A-GE engines (including the 20-valve versions below) feature a forged 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. 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 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 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, however the vane-type 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 160 PS (118 kW) at 7,400 rpm with 16.5 kg⋅m (162 N⋅m) of torque at 5,200 rpm. Applications:. AE101 coupe 1991–1995 (Japan only). AE101 coupe 1991–1995 (Japan only). AE101 hardtop 1992–1995 (Japan only). AE101 hardtop 1992–1995 (Japan only).
AT210 1996–2001 (Japan only). AE101 1991–2000 (Japan only). AE101 1991–2000 (Japan only). Black Top 20-Valve 4A-GELU 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 43 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 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 transaxle. This revision increased the power 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' 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.
5afe Engine Manual
Due to the relatively high state of tuning of the stock engine, most power/torque gains come from higher lift cams and engine management. Applications:. AE111 coupe 1995–2000 (Japan only). AE111 coupe 1995–2000 (Japan only). AE101 hardtop 1995–1998 (Japan only). AE101 hardtop 1995–1998 (Japan only).
AE101G wagon 1995–1999 (Japan). AE111 1995–2000 (Japan only).
AE111 1995–1999 (Japan only). AE111 Sprinter Carib 1997–2000 (Japan only). AE111 1997–2002 (South Africa). AT210 1996-2001 (Japan only) 4A-GZE.
The 4A-GZE, and were the only factory supercharged engines manufactured by Toyota. The 4A-GZE (produced in various forms from August 1986 through 1995) was a version of the 4A-GE. Based on the same block and cylinder head, the 4A-GZE engine was equipped with a producing 8 psi (0.6 bar) 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 was omitted.
It was used in the supercharged, rated at 145 PS (107 kW; 143 bhp) at 6400 rpm and 190 N⋅m (140 ft⋅lbf) at 4400. In 1990 it was updated with the 'smallport' cylinder head, 8.9:1 compression, and MAP D- load sensing and a smaller supercharger pulley producing 10 psi (0.7 bar).
These updated 4A-GZE engines were rated at 165 PS (121 kW) and 210 N⋅m (155 ft⋅lbf) for the 1990/1991 AE92 and 173 PS (127 kW) 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:. AE92 1987–1991 (Japan only). AE101 1991–1995 (Japan only). AW11 1986–1989 (Japan, 1988-1989 North America). AE92 1987–1991 (Japan only).
AE101 1991–1995 (Japan only) 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 series, where in full race trim the engine will produce 180 kW (240 hp) at 10,000 rpm. 5A-FE A smaller 1.5 L (1498 cc) 5A-F was produced in 1987 and the 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 lbft (122 Nm) at 3600 rpm. Applications:. AT170 1988–1990 (Japan only). AE91 Corolla 1987–1989 (Japan only).
AT170 1987–1989 (Japan only). AE91 1987–1989 (Japan only) 5A-FE Toyota joint venture partner Tianjin FAW now produces the 5A-FE (dubbed 5A+) for its Vela and (C1) subcompact sedans. Output for the 1987 FI version was 104 hp (78 kW) at 6000 rpm and 97 lbft (131 Nm) at 4800 rpm. The later one produced 100 hp (75 kW) at 5600 rpm and 102 lbft (138 Nm) at 4400 rpm. The version now produced by produces 100 hp (75 kW) at 6000 rpm and 96 lbft (130 Nm) at 4400 rpm. Applications:.
(China). (China). AT170 1990–1992 (Japan only).
AT192 1992–1996 (Japan only). AT212 1996–2001 (Japan only).
AE91 1989–1992 (Japan only). AE100 1991–2001 (Japan only). AE110 1995–2000 (Japan only). AE100 1992–1998 (Japan only). AT170 1989–1992 (Japan only).
AL50 1996–2003 (Asia). AE91 1989–1992 (Japan only). AE100 1991–1995 (Japan only). AE110 1995–2000(Japan only). AE100 1992–1998 (Japan only). AXP42 2002–2006 (China only) 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 120HP due to slightly larger throttle than the standard 5A-FE and modestly competes better with AE101 Sprinter, Levins. The next major modification was the high-performance 5A-FHE, with the fuel injected version, the 5A-FHE, being the most powerful. 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. 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 1991 through 1999 for 16-valve versions and the 5-valve 5A-FHE lasted through 1998. Applications:. AE91 1989–1992 (Japan only).
AE91 1989–1992 (Japan only). AE91 1994–1999 (Japan only). AE100 1994–1999 (Japan only). Toyota 7A-FE Engine. The largest production A-series engine was the 1.8 L (1762 cc) 7A-FE. Produced from 1993 to 2002, it was a DOHC narrow-valve-angle economy engine stroked out from the 4A, also using the 4A-FE's slave-cam concept.
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 lbft (149 Nm) at 2800 rpm. The common (1993 to 1995 North American) version is rated at 110 hp (82 kW) at 5600 rpm and 115 lb⋅ft (156 N⋅m) 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 105 hp (78 kW) at 5200 rpm and 117 lbft (159 Nm) torque at 2800 rpm In the United States, the 7A-FE's most common application was in the 1993–1997 (7th generation). The engine was also used in some 1994–1999 (6th generation) at the base ST trim level, as well as the Toyota Corolla's clone, the. The Indonesian and Russian version of the 7A-FE has the strongest naturally aspirated output, 120 hp (89 kW) at 6000 rpm and 16 kgfm (157 Nm) at 4400 rpm, with 9.5 compression ratio. It appears in the 8th generation Corolla (AE112).
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The LNS servo motor control technology provides the Quick Load Servo III with a precision of bar positioning that is unrivalled on the market.
In the Australian market, the AE112 Corolla Sportivo had a turbocharged 7A-FE, sometimes referred to as a 7A-FTE. Output was 115 kW at 5,600 rpm, 237Nm 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. 8A 8A Overview Toyota Production 1990–2006 Layout 1.3 L (1342 cc) 78.7 mm 69.0 mm alloy cast-iron alloy aluminum DOHC Combustion Fuel type gasoline Chronology Predecessor Successor A 1.3 L 8A is now produced by Tianjin FAW for its and Toyota-based.
It uses the same cylinder bore of 78.7 mm (3.1 in) as the 5A with a reduced stroke of 69.0 mm and a four valves per cylinder DOHC head. Compression ratio is 9.3:1.
Output is 86 hp (64 kW) at 6,000 rpm and 81 lb⋅ft (110 N⋅m) at 5200 rpm. 8A-FE Applications:. AXP41 2002–2006 (China only). AXP41 2002–2006 (China only). (China). 2000–2012. 2005–2011.
(China). Production The 1.3 L and 1.5 L A engines are built in Tianjin FAW Toyota Engine Co., Ltd.
See also. References.