Título: 4A-GE: Desenvolvimento e diferenças.
Mensagem de: ThE CrOw CsC em 15 de Outubro de 2005, 23:02
Mensagem de: ThE CrOw CsC em 15 de Outubro de 2005, 23:02
Apesar de não ser um modelo, a verdade é que é um motor que me fascina pela sua margem de desenvolvimento, fiabilidade e resistência.
Logo, vou tentar fazer daqui um tópico decente reunindo informação sobre este famoso. Pede-se desde já ajuda para o completar ainda mais.
existiram duas séries de AE86, ambas com o 4A-GE 16v de primeira geração, as diferenças estavam nos parachoques, nos interiores, nos manometros e em mais algumas coisas.( a nível de motor eram iguais)
da ultima geração de AE86 ja existiram 4A-GE´s com 7 nervuras(o caso do meu "antigo" motor) no bloco (misturada q pelo q sei só aconteceu neste nosso canto, visto que oficialmente todos os AE86 tem a primeira geração do motor com apenas 3 nervuras)
em relação aos 4A-GE´s 16v (sim porque também existiram outras versões com 20 valvulas , 5 por cilindro, 3 de admissão) existiram 3 versões do 16V:
primeira versão: 3 nervuras ao alto no bloco, e letras das tampas das cams em azul , com TVIS e 124cv
segunda versão : 7 nervuras ao alto no bloco, letras azuis ou vermelhas nas tampas das cams(existiram as duas versões) com TVIS e 124cv
terceira versão : 7 nervuras ao alto no bloco, letras vermelhas nas tampas das cams e NÂO TVIS, com 130cv e maior taxa de compressão
existem outras diferenças (pistons semi forjados a partir da segunda geração, refrigerados a óleo, capas das bielas com mais 2mm, etc) mas não visiveis
em portugal apenas os AE86 "com rabo" vinham com autoblocante, existem ae86 sem rabo e com autoblocante, mas vieram ou dos açores ou vieram novos preparados logo para competição
4A-GE FWD vs RWD, existem diferenças, mas apenas exteriores (bomba de água q na versão FWD é electrica e na RWD é mecanica,)
Para meter um motor FWD (de um ae92) segunda geração num RWD ae86 , as coisas mais importantes que se deve alterar é a bomba de água, e aproveitar a parte de baixo do carter (reservatório de óleo (oil pan)) para poder adaptar o radiador de óleo q o AE86 trás e o AE92 não...
Toyotistas.com - 4AGE (Blue top vs. Red Top)
Logo, vou tentar fazer daqui um tópico decente reunindo informação sobre este famoso. Pede-se desde já ajuda para o completar ainda mais.
existiram duas séries de AE86, ambas com o 4A-GE 16v de primeira geração, as diferenças estavam nos parachoques, nos interiores, nos manometros e em mais algumas coisas.( a nível de motor eram iguais)
da ultima geração de AE86 ja existiram 4A-GE´s com 7 nervuras(o caso do meu "antigo" motor) no bloco (misturada q pelo q sei só aconteceu neste nosso canto, visto que oficialmente todos os AE86 tem a primeira geração do motor com apenas 3 nervuras)
em relação aos 4A-GE´s 16v (sim porque também existiram outras versões com 20 valvulas , 5 por cilindro, 3 de admissão) existiram 3 versões do 16V:
primeira versão: 3 nervuras ao alto no bloco, e letras das tampas das cams em azul , com TVIS e 124cv
segunda versão : 7 nervuras ao alto no bloco, letras azuis ou vermelhas nas tampas das cams(existiram as duas versões) com TVIS e 124cv
terceira versão : 7 nervuras ao alto no bloco, letras vermelhas nas tampas das cams e NÂO TVIS, com 130cv e maior taxa de compressão
existem outras diferenças (pistons semi forjados a partir da segunda geração, refrigerados a óleo, capas das bielas com mais 2mm, etc) mas não visiveis
em portugal apenas os AE86 "com rabo" vinham com autoblocante, existem ae86 sem rabo e com autoblocante, mas vieram ou dos açores ou vieram novos preparados logo para competição
4A-GE FWD vs RWD, existem diferenças, mas apenas exteriores (bomba de água q na versão FWD é electrica e na RWD é mecanica,)
Para meter um motor FWD (de um ae92) segunda geração num RWD ae86 , as coisas mais importantes que se deve alterar é a bomba de água, e aproveitar a parte de baixo do carter (reservatório de óleo (oil pan)) para poder adaptar o radiador de óleo q o AE86 trás e o AE92 não...
Toyotistas.com - 4AGE (Blue top vs. Red Top)
ravenboy.blogspot.com/ -------- O meu blog!!!!! Comentários necessários SFF!
Título: Re: 4A-GE: Desenvolvimento e diferenças.
Mensagem de: ThE CrOw CsC em 15 de Outubro de 2005, 23:04
Mensagem de: ThE CrOw CsC em 15 de Outubro de 2005, 23:04
Por aquilo que tenho visto, a primeira geração 4A-GE, foi usada nos AE86 de 1ºfase. Depois com a criação do 4A-GZE foi criado um bloco mais resistente com mais reforços estruturais ( como as tais ranhuras ) e com um composto de níquel mais elevado. Foi este bloco que ficou a ser utilizado nos 4A-GE no inicio de 1987. Daí haverem bolocos nos AE86 com 7 ranhuras e outros com 4.
A troca do bloco do motor não está relacionada com a cor das letras ( blue-top / red-top ) Quanto a mim, esta é uma opinião pessoal, a tampa das cams tem uma cor consoante o modelo que equipa...
shell.deru.com/~sgn1/AW11/4age.htm
www.needfulthings.net/vracing/forum/index.php?board=10;action=display;threadid=14
Aparência da 1ºgeração 4AGE (Lançado em Maio de 1983)
Como se pode ver as letras "16 valve" pintadas de azuis fazem-nos dizer que é um blue-top, apesar de a segunda Geração 4AGE ter usado também esta tampa das cams. Ou seja, perante esta foto, não podemos afirmar que é um 4A-GE de primeira geração, apesar de apenas os de 1º geração tenham usado esta decoração.
4AGE de 2ºgeração. (Lançado em Maio de 1987)
Letras vermelhas no "16 VALVE" e bloco reforçado. No entanto tb utilizou as tampas das cams iguais à primeira imagem que apresento.
4AGE de 3ºgeração. (Lançado em Maio de 1989)
As diferênças para a 2ºgeração, são a remoção do T-Vis e entradas de ar na admissão mais pequenas para além de ter uma decoração ligeiramente diferente...
Este motor foi apenas comercializado nos AE92.
entradas de ar da admissão usadas nos 4A-GE de 1º e 2º geração.
(Big Port)
entradas de ar da admissão usadas no 4A-GE de 3º geração.
(Small Port)
Dps ainda existem a 4º e a 5º geração 4A-GE que penso nunca terem sido comercializadas fora do Japão. Têm a particulariedade de terem 5 válvulas por cilindro
4ºGeração 4A-GE (Silver-Top) (Lançado em Junho de 1991)
Para além das 5 válvulas por cilindro (3 de admissão e 2 duas de escape), este 4A-GE usava a tecnologia VVT para optimizar o funcionamento da cam que controla as válvulas de admissão. Este foi também o primeiro motor da história a ser comercializado com 5 válvulas por cilindro, uma tecnologia vinda da experiência obtida pela Yamaha na Formula 1.
5ºGeração 4A-GE (Black-Top) (Lançado em Maio de 1995)
Na ultima geração 4A-GE é usado o sistema VVT-i em vez do anterior VVT e alguns componentes internos são tornados mais leves.
Toyotistas.com - 4AGE (Blue top vs. Red Top)
A troca do bloco do motor não está relacionada com a cor das letras ( blue-top / red-top ) Quanto a mim, esta é uma opinião pessoal, a tampa das cams tem uma cor consoante o modelo que equipa...
shell.deru.com/~sgn1/AW11/4age.htm
www.needfulthings.net/vracing/forum/index.php?board=10;action=display;threadid=14
Aparência da 1ºgeração 4AGE (Lançado em Maio de 1983)
Como se pode ver as letras "16 valve" pintadas de azuis fazem-nos dizer que é um blue-top, apesar de a segunda Geração 4AGE ter usado também esta tampa das cams. Ou seja, perante esta foto, não podemos afirmar que é um 4A-GE de primeira geração, apesar de apenas os de 1º geração tenham usado esta decoração.
4AGE de 2ºgeração. (Lançado em Maio de 1987)
Letras vermelhas no "16 VALVE" e bloco reforçado. No entanto tb utilizou as tampas das cams iguais à primeira imagem que apresento.
4AGE de 3ºgeração. (Lançado em Maio de 1989)
As diferênças para a 2ºgeração, são a remoção do T-Vis e entradas de ar na admissão mais pequenas para além de ter uma decoração ligeiramente diferente...
Este motor foi apenas comercializado nos AE92.
entradas de ar da admissão usadas nos 4A-GE de 1º e 2º geração.
(Big Port)entradas de ar da admissão usadas no 4A-GE de 3º geração.
(Small Port)Dps ainda existem a 4º e a 5º geração 4A-GE que penso nunca terem sido comercializadas fora do Japão. Têm a particulariedade de terem 5 válvulas por cilindro
4ºGeração 4A-GE (Silver-Top) (Lançado em Junho de 1991)
Para além das 5 válvulas por cilindro (3 de admissão e 2 duas de escape), este 4A-GE usava a tecnologia VVT para optimizar o funcionamento da cam que controla as válvulas de admissão. Este foi também o primeiro motor da história a ser comercializado com 5 válvulas por cilindro, uma tecnologia vinda da experiência obtida pela Yamaha na Formula 1.
5ºGeração 4A-GE (Black-Top) (Lançado em Maio de 1995)
Na ultima geração 4A-GE é usado o sistema VVT-i em vez do anterior VVT e alguns componentes internos são tornados mais leves.
Toyotistas.com - 4AGE (Blue top vs. Red Top)
ravenboy.blogspot.com/ -------- O meu blog!!!!! Comentários necessários SFF!
Título: Re: 4A-GE: Desenvolvimento e diferenças.
Mensagem de: ThE CrOw CsC em 15 de Outubro de 2005, 23:10
Mensagem de: ThE CrOw CsC em 15 de Outubro de 2005, 23:10
falta dizer que a terceira geração tinha os pistões refrigerados a óleo.
E a primeira geração não tinha 4 mas sim 3 costelas, no lado da admissão do motor.
(bloco a vermelho= 1 geração)
(bloco a preto = 2 geração)
Este é o lado da admissão.
A 7º costela não é completa... é tipo 6 costelas e meia
É melhor perceptivel ao vivo e a 3D 
Agora no lado da saida de escape.
Deste lado se não forem iguais é quase
Um bloco de um AE86 em grande estilo
Toyotistas.com - 4AGE (Blue top vs. Red Top)
E a primeira geração não tinha 4 mas sim 3 costelas, no lado da admissão do motor.
(bloco a vermelho= 1 geração)
(bloco a preto = 2 geração)
Este é o lado da admissão.
A 7º costela não é completa... é tipo 6 costelas e meia
É melhor perceptivel ao vivo e a 3D Agora no lado da saida de escape.
Deste lado se não forem iguais é quase
Um bloco de um AE86 em grande estilo
Toyotistas.com - 4AGE (Blue top vs. Red Top)
ravenboy.blogspot.com/ -------- O meu blog!!!!! Comentários necessários SFF!
Título: Re: 4A-GE: Desenvolvimento e diferenças.
Mensagem de: ThE CrOw CsC em 15 de Outubro de 2005, 23:11
Mensagem de: ThE CrOw CsC em 15 de Outubro de 2005, 23:11
T-VIS é "Toyota Variable Induction System"
Para cada cilindro existem duas entradas de ar e uma delas tem uma borboleta que fecha essa entrada de ar até sensivelmente às 4500rpm. Depois dessa rotação a borboleta abre para consegir a potência máxima.
Quando está fechada, reduz a turbolência melhorando o binário em baixas rotação.
O T-VIS foi eliminado na terceira geração mas as entradas de ar do motor para os cilindros foram optimizadas dispensando dessa forma o T-VIS.
(Nesta foto dá para ver perfeitamente as 7 costelas)
Ao entrar menos ar, o motor consegue ser mais economico a baixas rotações.
Toyotistas.com - 4AGE (Blue top vs. Red Top)
Para cada cilindro existem duas entradas de ar e uma delas tem uma borboleta que fecha essa entrada de ar até sensivelmente às 4500rpm. Depois dessa rotação a borboleta abre para consegir a potência máxima.
Quando está fechada, reduz a turbolência melhorando o binário em baixas rotação.
O T-VIS foi eliminado na terceira geração mas as entradas de ar do motor para os cilindros foram optimizadas dispensando dessa forma o T-VIS.
(Nesta foto dá para ver perfeitamente as 7 costelas)
Ao entrar menos ar, o motor consegue ser mais economico a baixas rotações.
Toyotistas.com - 4AGE (Blue top vs. Red Top)
ravenboy.blogspot.com/ -------- O meu blog!!!!! Comentários necessários SFF!
Título: Re: 4A-GE: Desenvolvimento e diferenças.
Mensagem de: ThE CrOw CsC em 15 de Outubro de 2005, 23:13
Mensagem de: ThE CrOw CsC em 15 de Outubro de 2005, 23:13
E agora, em Inglês a história deste motor.
The 'A' family of engines is unlike the very first Toyota type A engine. Toyota first completed the type A engine in September of 1934. It was a 3.4 liter, 6 cylinder, reverse engineered Chevrolet power plant. Today's 'A' family of engines was and still is a successful and versatile 4 cylinder over head camshaft mass production power plant. The 'A' family beginning was humble but was the foundation for Toyota to start its "New Generation" of compact, lightweight, powerful and efficient power plants during the early 80's. The 'A' family was used as part of the bases to start Toyota's "Second" Generation of sport type engines.
The first generation sport type engines were the 3M, 5M-GE, 6M-GE series; the 9R, 8R-G (10R), 18R-G, 18R-GE, and the 2T-G, 2T-GE and 3T-GE series.
Toyota's first sport-type twin-cam engine was the 3M-type, which debuted with the Toyota 2000GT in 1967. Since then Toyota has taken high-performance DOHC (Double Over Head Cam) engines out of the realm of enthusiast-only sports driving, and put them within reach of more drivers with the 9R-type, the 10R-type, the 2T-G type, and the 18R-G type.
The oil crises of the 70's and stringent emissions control regulations were a watershed event as far as twin-cam engines were concerned. However, Toyota called upon a considerable accumulation of technology and know-how as well as a concentrated R&D effort to continue the mass production of twin-cam engines.
In order to restore losses in engine output and response resulting from the emissions control measures instituted in Japan and the US around the mid 70's and to exceed the earlier levels of engine capability and performance, Toyota introduced the "New Generation" series beginning with the 1G inline 6 series followed by the 4A-G series. The 4A-G is a direct decedent of the 1A engine, introduced in 1978 and progressed to the multi-valve engines of 1982.
In 1982, Toyota introduced the 1G-GE twin-cam engine, which was the start of the New generation ("second generation") of Toyota 4 valve per cylinder sport type engines. This new engine had four valves per cylinder, technology which until then had been confined to the racing circuit. The technology achieved in the 1G-GE gave birth to a whole new generation of Toyota twin-cam engines. Furthermore, as twin-cam engines became run of the mill, Toyota countered with turbocharged models like the 3T-TGE in 1982, the twin-turbocharged 1G-GTE in 1985 and Japan's most powerful engine of 1988 the 7M-GTE (mounted in the Supra Turbo A cars).
In 1985 Toyota introduced Japan's first supercharged engine, the 1G-GZE and the year after, the 4A-GZE, mounting the SC12 supercharger.
The "second" generation of Toyota engines was developed in anticipation of the diversified and advanced needs of a new generation of automobile enthusiasts. These engines adopted advanced engine technologies developed for emissions controls, low fuel consumption, lightweight and compact design. Toyota's goal was not only to enhance power but to have engines with quick response, low noise, and maintenance-free operation. Toyota further advanced the basic concept of comfort with what an engine should sound like.
Beginning in 1982 Toyota began mass producing 4-valve engines as part of its second-generation twin cam engine program. The 1G-GE and the 4A-GE were the start of the new configuration sport type engines. At that time they were said to be "high–output, quick-response yet fuel-efficient engines that bring the kind of appeal that's not seen in conventional engines." At the same time Toyota moved into the high-efficiency models as well.
The biggest differences between the (then) new high-efficiency twin cam 4-valve engines (designated as "F"), the conventional base engines and the "sports-type twin-cam" engines (designated as "G") are the compact 4-valve head. This allows the engine's to have superiority in overall efficiency, and in performance in everyday-use rpm ranges.
High-efficiency engines emphasize efficiency, throttle response, torque and practicality. Where, sports-type twin-cam engines are high performance machines that emphasize high-end power with high output and RPM and quick response. Thus Toyota has taken the sophisticated twin-cam 4-valve mechanism and put it to two different uses. This, Toyota reasoned, was better to serve a wider scope of user needs.
In 1989 Toyota was selected as the major sponsor for the Formula Atlantic race series along with Toyota Racing Development (TRD-USA) being selected as the official engine supplier. Thus the Cosworth engine was replaced. The Formula Atlantic cars are open wheeled, open cockpit race machines primarily for up and coming stars of the likes of father and son, Gilles and Jacques Villeneuve, Bertil Roos, Elliott Forbes-Robinson, Bobby Rahal, Keke Rosberg to name but just a few. Up until that time, the formula ran Cosworth Ford's BDA (BDD) (Belt driven) engines that was apart of the "old" Formula B program and similarly configured for FIA's Formula Mondiale. The engine selected was a modification of the venerable 4A-G, 1600cc, twin overhead cam, 4 valve per cylinder power plant. In 1994 improvements to the engine was approved, which included the use of electronic controlled fuel injection.
Contrary to a false assumption that the 4A-G is a copy of the Cosworth BDA, (coincidental 'A' series designation on both engines). There are little, if any, interchangeable parts between the two engines, outside of maybe some nuts and bolts. The Cosworth 4-valve design started life using the Ford Cortina engine block, with its distributor located on the side of the block and progressed to belt driven Escort engines. The basic block was, like the current formula Atlantic engine, based on a production block. Most of the Ford blocks that Cosworth used could be taken up to 2 liters. The 4A-G is limited to around 1.6 liters maximum, because of the deck height and bore spacing. The included valve angles for the BDA is 40°, along with what has become a Ken Duckworth design feature, and that is the use of a separate camshaft tray. To the contrary, the 4A-G has a one-piece head with the camshaft saddles cast right in. The included valve for the 4A-G is 50°, more similar to the earlier Alfas or other Italian designs of the 70's.
The 'A' family of engines was designed as an over head cam power plant. The compact, thin cast iron block has served Toyota as a very versatile foundation for its engine evolution that is still in production.
Toyota's sport-type twin-cam engines utilize a DOHC 4-valve per-cylinder configuration, but it is a very simple and reliable one. The camshafts act directly on the valves (through the shim and follower) using the same principle that was employed on Salmson racing engines of 1927. The increase intake and exhaust valve area of a four-valve design improves the volumetric efficiency, and the lighter weight of the valve train allows higher-revs. As Toyota's sports-type engines should be, these engines are designed and built for high output and quick response.
Unlike Toyota's high-efficiency "F" type engines, the sports "G" type have a wide valve included angle, which improves the intake and exhaust flow, especially during high-volume gas flow. Further, the pentroof combustion chambers and centered spark plugs assure superior combustion characteristics, which means that a high compression ratio can be used. As the engine is designed for high-rev, high-output operation, its components are generally stronger than those of the high-efficiency engines.
For its day, high power was not Toyota's only major characteristic defining its sports-type twin-cam engines. Low friction loss and improved combustion combined to result in excellent fuel economy. Furthermore, the simplicity of the valve-train mechanism resulted in superior reliability as well as ease of maintenance. These engines were high-performance power plants that rate high in practicality and still do even after the turn of the century.
Another technical feature that came as a result of Toyota looking for performance improvements with out sacrificing low-end streetablity was the use of a variable induction system. The Toyota Variable Induction System (TVIS) boosts torque output across the rpm range and is calibrated to react to driving conditions. Its introduction coincided with the 4A-G.
In 1989 Toyota had three engine production plants, Shimoyama , Kamigo and Tahara. Since the high-efficiency twin cam engines, 4A-FE, 4A-F, 5A-F, 5A-FE and 1G-FE were produced in the Shimoyama plant, it is assumed that the sports-type 4A-Gs were built along side. Since that time, Toyota has many more engine production facilities around the world, with 7A engine blocks and cranks being manufactured in the UK (Toyota Motors Manufacturing, TMUK), and shipping them to Japan. TMUK is also shipping 4A engines to Turkey. While Australia, TMMCA (Toyota Motor Manufacturing Co. Australia) is producing 4A engines and shipping them to New Zealand. Moreover China, TTME, (Tianjin Toyota Motor Engine Co. Ltd) is producing 5A engines and is also shipping them to Japan.
4A-G Engine Codes
Every Toyota "engine type" has a code consisting of numbers and letters. An "engine type" may actually be a family of engines spanning several design generations and encompassing different specifications or components.
The first character is always a number followed by one or two letters. The number indicates the generation. The letter(s) indicates the engine family.
Following the engine generation and family codes, there are different combinations of additional letters, each of which represent a specific engine characteristic:
C - Equipped with emissions control systems (note: The "C" is not used if the engine was originally equipped for emissions controls.)(The C notation has been associated with California's (USA), at that time having stricter emission standards)
U - Equipped with emissions control systems for Japan. (The U notation has been associated with the introduction of Unleaded fuel available in Japan at that time)
E - Electronic fuel injection (EFI)
F - Gear coupled cam drive; dual overhead cam (DOHC) engine: timing belt or chain drives one cam, and "scissors" gear drives the other cam. [Narrow included valve angle]. The split "scissors" gear is a unique way to eliminate gear backlash.
G - Dual overhead cam (DOHC) engine: timing belt or chain drives both cams. [Wide included valve angel]
L - Transversely mounted in vehicle
T - Turbocharged
Z - Supercharged
Examples:
4A - SOHC, 8 valves
4A-C - SOHC, 8-valves, equipped with emissions control system
4A-LC - SOHC, 8-valve, transversely mounted, equipped with emissions control system
4A-GE - DOHC, 16-valve, fuel injected
4A-GEC - DOHC, 16-valve, fuel injected, equipped with emissions control system
4A-GELC - DOHC, 16-valve, fuel injected, transversely mounted, equipped with emissions control system
4A-F - DOHC, 16-valve, gear coupled cam drive, carbureted
4A-FE - DOHC, 16-valve, gear coupled cam drive, fuel injected
4A-ELU - DOHC, 16-valve, gear coupled cam drive, fuel injected, transversely mounted, equipped with emissions control system for Japan.
4A-GZE - DOHC, 16-valve, supercharged and fuel injected
The "A" block series is a versatile engine that has undergone many revisions.
The 1A-C started out as a 4-cylinder, SOHC, 1.5 liter carbureted engine which was introduced in the 1980 Tercel. It was upgraded in 1981 to the 3A-C. Changes to the cylinder head improved emissions control and performance. The 4A, introduced in the 1983 Corolla line, featured an increased displacement to 1.6 liters. It was available in several variations including the 4A-C, (SOHC, carbureted), the 4A-GE (DOHC 16 valve head, fuel injected), and the 4A-GZE (DOHC 16-valve head, supercharged, fuel injected.) In 1984 the 4A-ELU was introduced with improved helical ports with swirl control valves, programmed sequential injection and improved ignition system which helped the system in the ultra-lean, high efficiency lineup. The 'A' family of engines have been used primarily in the Corolla, AE82, AE86, AE92, AE101 & AE111, but can be found in the first generation MR2, AW11 as well as some lesser known Toyota models (Engine options may vary depending on the vehicles point of sale.) The 4A-F and 4A-FE engines have replaced the 4A-C in Corollas since 1988. In 1990 the A block deck height was lengthen, the crankcase slightly enlarged and a special oil pan extension was add to increase the displace of the A family to its largest, 1.8 liters. Its designation was the 7A.
Toyota Part Number (Short Block)
Engine Type
Year*
Vehicle*
11400-14020
2A
8205-8408
AL20
11400-14030
2A-L
8305-8505
AE80
11400-15020
3A-U
8201-8303
AT140
11400-15030
3A
8208-8303
AL21, 25
11400-15040
3A-C
8511-8801
AL25
11400-15040
3A-U
8303-8712
AT140
11400-15050
3A
8303-8801
AL21, 25
11400-15060
3A-LU
8406-8807
AW10
11400-15061
3A-LU
8807-8912
AW10
11400-15070
5A-FE
8705-9107
AE91
11400-15080
5A-FE
8705-9107
AE91
11400-15080
5A-FHE
8905-9205
AE91
11400-16020
4A-C
8308-8707
AE82
11400-16020
4A-LC
8308-8707
AE82
11400-16020
4A-LC
8608-
AT151
11400-16030
4A
8305-8707
AE71E
11400-16030
4A
8508-8711
AT151
11400-16030
4A, 4A-C
8305-8704
AE86
11400-16030
4A-L
8505-8807
AE82
11400-16030
4A-L, 4A-LC
8305-8505
AE82
11400-16030
4A-LC
8308-8808
AE82
11400-16040
4A-GEC
8408-8707
AE86
11400-16040
4A-GEU
8310-8508
AT141
11400-16050
4A-GE
8308-8507
AA63
11400-16050
4A-GEL
8410-8707
AE82
11400-16050
4A-GELC
8609-8709
AE82
11400-16060
4A-GE
8308-8704
AE86
11400-16060
4A-GE
8308-8507
AA63
11400-16060
4A-GEL
8410-8704
AE82
11400-16060
4A-GEL
8508-8708
AT160
11400-16070
4A-GELC
8406-8803
AW11
11400-16070
4A-GELU, 4A-FE
8802-8911
AE95
11400-16071
4A-FE
8911-9004
AE95
11400-16072
4A-FE
9004-9009
AE95
11400-16080
4A-GEL
8411-8803
AW11
11400-16090
4A-GEL
8411-8803
AW11
11400-16100
4A-L
8508-8708
AT160
11400-16100
4A-L
8508-8711
AT151
11400-16100
4A-L, 4A-LC
8505-8704
AE82
11400-16110
4A-GZE
8608-8912
AW11
11400-16120
4A-GE
8709-8808
AE82 FX
11400-16120
4A-GE
8708-8908
AE92
11400-16160
4A-F, 4A-FE
8708-9206
AE92
11400-16160
4A-FE
8909-9108
AT180
11400-16170
4A-F, 4A-FE
8710-8911
AE95
11400-16171
4A-FE
8911-9004
AE95
11400-16172
4A-FE
9004-9104
AE95, & Wagon
11400-16173
4A-FE
9104-9202
AE95
11400-16190
4A-GZE
8705-8905
AE92
11400-16200
4A-GELC
8803-8912
AW11
11400-16210
4A-GEL
8803-8912
AW11
11400-16220
4A-GEL
8803-8912
AW11
11400-16230
4A-FE
9108-9309
AT180
11400-16242
4A-FHE
9009-9104
AE95
11400-16243
4A-FE
9202-9308
AE95
11400-16243
4A-FHE
9104-9508
AE95
11400-16250
4A-GE
8909-9101
AE92
11400-16251
4A-GE
9101-9205
AE92
11400-16280
4A-GE
8908-8909
AE92
11400-16290
4A-GZE
8905-
AE92
11400-16291
4A-GZE
9106-9505
AE101
11400-16300
5A-FE
9106-9505
AE100
11400-16300
5A-FE
9208-9608
AT192
11400-16310
4A-FE
9206-9704
AE101
11400-16310
4A-FE
9202-9601
AT190
11400-16340
4A-GE
9106-9505
AE101
11400-16360
7A-FE
9206-9408
AE102
11400-16360
7A-FE
9309-9508
AT200
11400-16390
7A-FE
9408-9704
AE102
11400-16390
7A-FE
9508-9712
AT200
11400-16390
7A-FE
9408-9608
AT191
11400-16400
4A-GE
9505-
AE101
11400-16410
5-FE
9505-
AE100
11400-16420
4A-FE
9508-9708
AE101
11400-16420
4A-FE
9508-9608
AT190
* Engine options and dates available may have varied from country to country.
The 'A' family Tree
Information Source:
Toyota Engine Technology, Printed Sept. 1989. Part number, PR-E-8905
Toyota Engines – Booklet III, Part Number 00614-97023
Toyota Engines – Booklet II, Part Number 00614-91009
Toyota Engines, 1970 - 1989, Part Number 00104-89816
The Atlantic Championship, 25 Year Anniversary Edition, 1974 ~ 1998, by John Zimmermann.
Toysport archives, Joel Luz
Club 4A-GE.com
The 'A' family of engines is unlike the very first Toyota type A engine. Toyota first completed the type A engine in September of 1934. It was a 3.4 liter, 6 cylinder, reverse engineered Chevrolet power plant. Today's 'A' family of engines was and still is a successful and versatile 4 cylinder over head camshaft mass production power plant. The 'A' family beginning was humble but was the foundation for Toyota to start its "New Generation" of compact, lightweight, powerful and efficient power plants during the early 80's. The 'A' family was used as part of the bases to start Toyota's "Second" Generation of sport type engines.
The first generation sport type engines were the 3M, 5M-GE, 6M-GE series; the 9R, 8R-G (10R), 18R-G, 18R-GE, and the 2T-G, 2T-GE and 3T-GE series.
Toyota's first sport-type twin-cam engine was the 3M-type, which debuted with the Toyota 2000GT in 1967. Since then Toyota has taken high-performance DOHC (Double Over Head Cam) engines out of the realm of enthusiast-only sports driving, and put them within reach of more drivers with the 9R-type, the 10R-type, the 2T-G type, and the 18R-G type.
The oil crises of the 70's and stringent emissions control regulations were a watershed event as far as twin-cam engines were concerned. However, Toyota called upon a considerable accumulation of technology and know-how as well as a concentrated R&D effort to continue the mass production of twin-cam engines.
In order to restore losses in engine output and response resulting from the emissions control measures instituted in Japan and the US around the mid 70's and to exceed the earlier levels of engine capability and performance, Toyota introduced the "New Generation" series beginning with the 1G inline 6 series followed by the 4A-G series. The 4A-G is a direct decedent of the 1A engine, introduced in 1978 and progressed to the multi-valve engines of 1982.
In 1982, Toyota introduced the 1G-GE twin-cam engine, which was the start of the New generation ("second generation") of Toyota 4 valve per cylinder sport type engines. This new engine had four valves per cylinder, technology which until then had been confined to the racing circuit. The technology achieved in the 1G-GE gave birth to a whole new generation of Toyota twin-cam engines. Furthermore, as twin-cam engines became run of the mill, Toyota countered with turbocharged models like the 3T-TGE in 1982, the twin-turbocharged 1G-GTE in 1985 and Japan's most powerful engine of 1988 the 7M-GTE (mounted in the Supra Turbo A cars).
In 1985 Toyota introduced Japan's first supercharged engine, the 1G-GZE and the year after, the 4A-GZE, mounting the SC12 supercharger.
The "second" generation of Toyota engines was developed in anticipation of the diversified and advanced needs of a new generation of automobile enthusiasts. These engines adopted advanced engine technologies developed for emissions controls, low fuel consumption, lightweight and compact design. Toyota's goal was not only to enhance power but to have engines with quick response, low noise, and maintenance-free operation. Toyota further advanced the basic concept of comfort with what an engine should sound like.
Beginning in 1982 Toyota began mass producing 4-valve engines as part of its second-generation twin cam engine program. The 1G-GE and the 4A-GE were the start of the new configuration sport type engines. At that time they were said to be "high–output, quick-response yet fuel-efficient engines that bring the kind of appeal that's not seen in conventional engines." At the same time Toyota moved into the high-efficiency models as well.
The biggest differences between the (then) new high-efficiency twin cam 4-valve engines (designated as "F"), the conventional base engines and the "sports-type twin-cam" engines (designated as "G") are the compact 4-valve head. This allows the engine's to have superiority in overall efficiency, and in performance in everyday-use rpm ranges.
High-efficiency engines emphasize efficiency, throttle response, torque and practicality. Where, sports-type twin-cam engines are high performance machines that emphasize high-end power with high output and RPM and quick response. Thus Toyota has taken the sophisticated twin-cam 4-valve mechanism and put it to two different uses. This, Toyota reasoned, was better to serve a wider scope of user needs.
In 1989 Toyota was selected as the major sponsor for the Formula Atlantic race series along with Toyota Racing Development (TRD-USA) being selected as the official engine supplier. Thus the Cosworth engine was replaced. The Formula Atlantic cars are open wheeled, open cockpit race machines primarily for up and coming stars of the likes of father and son, Gilles and Jacques Villeneuve, Bertil Roos, Elliott Forbes-Robinson, Bobby Rahal, Keke Rosberg to name but just a few. Up until that time, the formula ran Cosworth Ford's BDA (BDD) (Belt driven) engines that was apart of the "old" Formula B program and similarly configured for FIA's Formula Mondiale. The engine selected was a modification of the venerable 4A-G, 1600cc, twin overhead cam, 4 valve per cylinder power plant. In 1994 improvements to the engine was approved, which included the use of electronic controlled fuel injection.
Contrary to a false assumption that the 4A-G is a copy of the Cosworth BDA, (coincidental 'A' series designation on both engines). There are little, if any, interchangeable parts between the two engines, outside of maybe some nuts and bolts. The Cosworth 4-valve design started life using the Ford Cortina engine block, with its distributor located on the side of the block and progressed to belt driven Escort engines. The basic block was, like the current formula Atlantic engine, based on a production block. Most of the Ford blocks that Cosworth used could be taken up to 2 liters. The 4A-G is limited to around 1.6 liters maximum, because of the deck height and bore spacing. The included valve angles for the BDA is 40°, along with what has become a Ken Duckworth design feature, and that is the use of a separate camshaft tray. To the contrary, the 4A-G has a one-piece head with the camshaft saddles cast right in. The included valve for the 4A-G is 50°, more similar to the earlier Alfas or other Italian designs of the 70's.
The 'A' family of engines was designed as an over head cam power plant. The compact, thin cast iron block has served Toyota as a very versatile foundation for its engine evolution that is still in production.
Toyota's sport-type twin-cam engines utilize a DOHC 4-valve per-cylinder configuration, but it is a very simple and reliable one. The camshafts act directly on the valves (through the shim and follower) using the same principle that was employed on Salmson racing engines of 1927. The increase intake and exhaust valve area of a four-valve design improves the volumetric efficiency, and the lighter weight of the valve train allows higher-revs. As Toyota's sports-type engines should be, these engines are designed and built for high output and quick response.
Unlike Toyota's high-efficiency "F" type engines, the sports "G" type have a wide valve included angle, which improves the intake and exhaust flow, especially during high-volume gas flow. Further, the pentroof combustion chambers and centered spark plugs assure superior combustion characteristics, which means that a high compression ratio can be used. As the engine is designed for high-rev, high-output operation, its components are generally stronger than those of the high-efficiency engines.
For its day, high power was not Toyota's only major characteristic defining its sports-type twin-cam engines. Low friction loss and improved combustion combined to result in excellent fuel economy. Furthermore, the simplicity of the valve-train mechanism resulted in superior reliability as well as ease of maintenance. These engines were high-performance power plants that rate high in practicality and still do even after the turn of the century.
Another technical feature that came as a result of Toyota looking for performance improvements with out sacrificing low-end streetablity was the use of a variable induction system. The Toyota Variable Induction System (TVIS) boosts torque output across the rpm range and is calibrated to react to driving conditions. Its introduction coincided with the 4A-G.
In 1989 Toyota had three engine production plants, Shimoyama , Kamigo and Tahara. Since the high-efficiency twin cam engines, 4A-FE, 4A-F, 5A-F, 5A-FE and 1G-FE were produced in the Shimoyama plant, it is assumed that the sports-type 4A-Gs were built along side. Since that time, Toyota has many more engine production facilities around the world, with 7A engine blocks and cranks being manufactured in the UK (Toyota Motors Manufacturing, TMUK), and shipping them to Japan. TMUK is also shipping 4A engines to Turkey. While Australia, TMMCA (Toyota Motor Manufacturing Co. Australia) is producing 4A engines and shipping them to New Zealand. Moreover China, TTME, (Tianjin Toyota Motor Engine Co. Ltd) is producing 5A engines and is also shipping them to Japan.
4A-G Engine Codes
Every Toyota "engine type" has a code consisting of numbers and letters. An "engine type" may actually be a family of engines spanning several design generations and encompassing different specifications or components.
The first character is always a number followed by one or two letters. The number indicates the generation. The letter(s) indicates the engine family.
Following the engine generation and family codes, there are different combinations of additional letters, each of which represent a specific engine characteristic:
C - Equipped with emissions control systems (note: The "C" is not used if the engine was originally equipped for emissions controls.)(The C notation has been associated with California's (USA), at that time having stricter emission standards)
U - Equipped with emissions control systems for Japan. (The U notation has been associated with the introduction of Unleaded fuel available in Japan at that time)
E - Electronic fuel injection (EFI)
F - Gear coupled cam drive; dual overhead cam (DOHC) engine: timing belt or chain drives one cam, and "scissors" gear drives the other cam. [Narrow included valve angle]. The split "scissors" gear is a unique way to eliminate gear backlash.
G - Dual overhead cam (DOHC) engine: timing belt or chain drives both cams. [Wide included valve angel]
L - Transversely mounted in vehicle
T - Turbocharged
Z - Supercharged
Examples:
4A - SOHC, 8 valves
4A-C - SOHC, 8-valves, equipped with emissions control system
4A-LC - SOHC, 8-valve, transversely mounted, equipped with emissions control system
4A-GE - DOHC, 16-valve, fuel injected
4A-GEC - DOHC, 16-valve, fuel injected, equipped with emissions control system
4A-GELC - DOHC, 16-valve, fuel injected, transversely mounted, equipped with emissions control system
4A-F - DOHC, 16-valve, gear coupled cam drive, carbureted
4A-FE - DOHC, 16-valve, gear coupled cam drive, fuel injected
4A-ELU - DOHC, 16-valve, gear coupled cam drive, fuel injected, transversely mounted, equipped with emissions control system for Japan.
4A-GZE - DOHC, 16-valve, supercharged and fuel injected
The "A" block series is a versatile engine that has undergone many revisions.
The 1A-C started out as a 4-cylinder, SOHC, 1.5 liter carbureted engine which was introduced in the 1980 Tercel. It was upgraded in 1981 to the 3A-C. Changes to the cylinder head improved emissions control and performance. The 4A, introduced in the 1983 Corolla line, featured an increased displacement to 1.6 liters. It was available in several variations including the 4A-C, (SOHC, carbureted), the 4A-GE (DOHC 16 valve head, fuel injected), and the 4A-GZE (DOHC 16-valve head, supercharged, fuel injected.) In 1984 the 4A-ELU was introduced with improved helical ports with swirl control valves, programmed sequential injection and improved ignition system which helped the system in the ultra-lean, high efficiency lineup. The 'A' family of engines have been used primarily in the Corolla, AE82, AE86, AE92, AE101 & AE111, but can be found in the first generation MR2, AW11 as well as some lesser known Toyota models (Engine options may vary depending on the vehicles point of sale.) The 4A-F and 4A-FE engines have replaced the 4A-C in Corollas since 1988. In 1990 the A block deck height was lengthen, the crankcase slightly enlarged and a special oil pan extension was add to increase the displace of the A family to its largest, 1.8 liters. Its designation was the 7A.
Toyota Part Number (Short Block)
Engine Type
Year*
Vehicle*
11400-14020
2A
8205-8408
AL20
11400-14030
2A-L
8305-8505
AE80
11400-15020
3A-U
8201-8303
AT140
11400-15030
3A
8208-8303
AL21, 25
11400-15040
3A-C
8511-8801
AL25
11400-15040
3A-U
8303-8712
AT140
11400-15050
3A
8303-8801
AL21, 25
11400-15060
3A-LU
8406-8807
AW10
11400-15061
3A-LU
8807-8912
AW10
11400-15070
5A-FE
8705-9107
AE91
11400-15080
5A-FE
8705-9107
AE91
11400-15080
5A-FHE
8905-9205
AE91
11400-16020
4A-C
8308-8707
AE82
11400-16020
4A-LC
8308-8707
AE82
11400-16020
4A-LC
8608-
AT151
11400-16030
4A
8305-8707
AE71E
11400-16030
4A
8508-8711
AT151
11400-16030
4A, 4A-C
8305-8704
AE86
11400-16030
4A-L
8505-8807
AE82
11400-16030
4A-L, 4A-LC
8305-8505
AE82
11400-16030
4A-LC
8308-8808
AE82
11400-16040
4A-GEC
8408-8707
AE86
11400-16040
4A-GEU
8310-8508
AT141
11400-16050
4A-GE
8308-8507
AA63
11400-16050
4A-GEL
8410-8707
AE82
11400-16050
4A-GELC
8609-8709
AE82
11400-16060
4A-GE
8308-8704
AE86
11400-16060
4A-GE
8308-8507
AA63
11400-16060
4A-GEL
8410-8704
AE82
11400-16060
4A-GEL
8508-8708
AT160
11400-16070
4A-GELC
8406-8803
AW11
11400-16070
4A-GELU, 4A-FE
8802-8911
AE95
11400-16071
4A-FE
8911-9004
AE95
11400-16072
4A-FE
9004-9009
AE95
11400-16080
4A-GEL
8411-8803
AW11
11400-16090
4A-GEL
8411-8803
AW11
11400-16100
4A-L
8508-8708
AT160
11400-16100
4A-L
8508-8711
AT151
11400-16100
4A-L, 4A-LC
8505-8704
AE82
11400-16110
4A-GZE
8608-8912
AW11
11400-16120
4A-GE
8709-8808
AE82 FX
11400-16120
4A-GE
8708-8908
AE92
11400-16160
4A-F, 4A-FE
8708-9206
AE92
11400-16160
4A-FE
8909-9108
AT180
11400-16170
4A-F, 4A-FE
8710-8911
AE95
11400-16171
4A-FE
8911-9004
AE95
11400-16172
4A-FE
9004-9104
AE95, & Wagon
11400-16173
4A-FE
9104-9202
AE95
11400-16190
4A-GZE
8705-8905
AE92
11400-16200
4A-GELC
8803-8912
AW11
11400-16210
4A-GEL
8803-8912
AW11
11400-16220
4A-GEL
8803-8912
AW11
11400-16230
4A-FE
9108-9309
AT180
11400-16242
4A-FHE
9009-9104
AE95
11400-16243
4A-FE
9202-9308
AE95
11400-16243
4A-FHE
9104-9508
AE95
11400-16250
4A-GE
8909-9101
AE92
11400-16251
4A-GE
9101-9205
AE92
11400-16280
4A-GE
8908-8909
AE92
11400-16290
4A-GZE
8905-
AE92
11400-16291
4A-GZE
9106-9505
AE101
11400-16300
5A-FE
9106-9505
AE100
11400-16300
5A-FE
9208-9608
AT192
11400-16310
4A-FE
9206-9704
AE101
11400-16310
4A-FE
9202-9601
AT190
11400-16340
4A-GE
9106-9505
AE101
11400-16360
7A-FE
9206-9408
AE102
11400-16360
7A-FE
9309-9508
AT200
11400-16390
7A-FE
9408-9704
AE102
11400-16390
7A-FE
9508-9712
AT200
11400-16390
7A-FE
9408-9608
AT191
11400-16400
4A-GE
9505-
AE101
11400-16410
5-FE
9505-
AE100
11400-16420
4A-FE
9508-9708
AE101
11400-16420
4A-FE
9508-9608
AT190
* Engine options and dates available may have varied from country to country.
The 'A' family Tree
Information Source:
Toyota Engine Technology, Printed Sept. 1989. Part number, PR-E-8905
Toyota Engines – Booklet III, Part Number 00614-97023
Toyota Engines – Booklet II, Part Number 00614-91009
Toyota Engines, 1970 - 1989, Part Number 00104-89816
The Atlantic Championship, 25 Year Anniversary Edition, 1974 ~ 1998, by John Zimmermann.
Toysport archives, Joel Luz
Club 4A-GE.com
ravenboy.blogspot.com/ -------- O meu blog!!!!! Comentários necessários SFF!