The Toyota A Series engines are a family of inline-four 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. To make the engine as short as possible, the cylinders are siamesed.
The development of the series began in the late 1970s, when Toyota wanted to develop a completely new engine for the Toyota Tercel, the successor of Toyota's K engine. 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 DOHC, four-valve-per-cylinder 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 produces the 1.3 L 8A and resumed production of the 5A in 2007.
1A
The 1.5 L 1A was produced between 1978 and 1980. All variants were belt-driven 8-valve counter-flow SOHC engines with a single, twin-barrel downdraft carburetor. It used Toyota's Turbulence Generating Pot (TGP) lean combustion system to meet Japanese emissions standards at the time with only an oxidation (2-way) catalyst. The 1A engine was only long.
1A-C
Applications:
- AL10 Tercel
1A-U
Using Toyota two-way catalyst.
Output:
- at 5,600 rpm and at 3,600 rpm (compression at 9.0:1)
Applications:
- AL10 Tercel/Corsa (Japan only)
2A
The 1.3 L 2A was produced from 1979 through 1989. 2A engines in 1982 onwards AL20 Tercels have a slightly different valve cover and timing belt cover than early AL11 Tercels, as well as an automatic choke, and automatically controlled hot air intake (HAI) system. It also has higher compression ratio, and reformulated combustion chambers to improve the fuel economy and emissions. All variants used belt-driven SOHC eight-valve counter-flow cylinder heads with a single downdraft carburetor.
2A, 2A-L, 2A-LC
Output:
- at 6,000 rpm and at 3,800 rpm (compression at 9.3:1)
Applications:
- AE80 Corolla 1983–1985 (excluding Japan, 2A-LC in Australia)
- AL11 Tercel 1979–1982 (excluding Japan and North America)
- AL20 Tercel 1982–1984 (excluding Japan and North America)
2A-U, 2A-LU
Using Toyota TTC-C catalytic converter.
Output:
- at 6,000 rpm and at 3,600 rpm (compression at 9.3:1)
Applications:
- AE80 Corolla 1983–1985 (Japan only)
- AL20 Corolla II 1982–1986 (Japan only)
- AL11 Corsa (Japan only)
- AL20 Corsa 1982–1989 (Japan only)
- AE80 Sprinter 1983–1985 (Japan only)
- AL11 Tercel
- AL20 Tercel 1982–1989 (Japan only)
3A
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 but no longer used Toyota's "Turbulence Generating Pot" pre-combustion system from the 1A.
3A, 3A-C
Output:
- at 5,600 rpm and at 3,800 rpm (compression at 9.0:1, European spec)
- at 4,500 rpm (N. America, AL-21 3 door liftback)
- at 4,800 rpm (N. America, AL-25 5-door wagon)
Applications:
- AL12 Tercel 1979–1982 (excluding Japan)
- AL21/25 Tercel 1982–1988 (excluding Japan)
3A-U, 3A-LU
Using Toyota TTC-C catalytic converter. On some models marked as 3A-II.
Output:
- at 5,600 rpm and at 3,600 rpm (compression at 9.0:1)
Applications:
- AL21 Corolla II 1982–1984 (Japan only)
- AL21 Corsa 1982–1984 (Japan only)
- AL21 Tercel 1982–1984 (Japan only)
3A-SU
Twin carburetted swirl-intake version with Toyota TTC-C catalytic converter, introduced in August 1984 along with a facelift for the Tercel (and its sister variants) in Japan.
North American market engines:
- 4A-LC 1.6 L I4, 8-valve SOHC, at 4800 rpm
- 4A-C 1.6 L I4, 8-valve SOHC, at 5200 rpm
European (and other) market engines: (excepting Sweden and Switzerland)
- 4A-L 1.6 L, I4, 8-valve SOHC, at 5600 rpm, and torque at 4000 rpm (compression at 9.0:1) (Indonesia)
- 4A-L 1.6 L, I4, 8-valve SOHC, at 5600 rpm, and torque at 3600 rpm (compression at 9.3:1) (Europe)
Australian/Swiss/Swedish market engines:
Australia, Sweden, and Switzerland shared emissions rules for a period in the 1970s and eighties.
- 4A-LC 1.6 L, I4, 8-valve SOHC, at 5600 rpm
;Applications:
- AT151 Carina II 1983–1987 (Europe only)
- AT160 Celica 1985–1989 (excluding Japan)
- AE71 Corolla 1982–1984 (North America, Australia & South Africa only)
- AE82/86 Corolla 1983–1987 (excluding Japan)
- AT151 Corona 1983–1987 (excluding Japan)
- A60 Daihatsu Charmant 1984-1987 (excluding Japan)
- Elfin Type 3 Clubman
- Chevrolet Nova (USA NUMMI rebadged Sprinter) 1985-1988
4A-ELU
Fuel injection was added. This increased output to at 5600 rpm and at 4000 rpm.
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
thumb|4A-F engine in AE92 Toyota Corolla XL coupé.
A narrow-valve (22.3°) DOHC 16-valve carburetor-equipped version, the 4A-F, was produced from 1987 through 1990. Output was at 6,000 rpm and at 3,600 rpm (compression at 9.5:1, EU spec). This engine featured an aluminum-alloy cylinder head with scissor-gear driven twin overhead camshafts, centered spark plugs, and employed pent-roof combustion chambers which were designed to improve thermal efficiency. It also featured a fully counterweighted crankshaft with five journals and eight balance weights. The 4A-F was designed to provide more powerful torque in the low-to-mid RPM range as well improving top-end power output. The inlet camshaft acts as a slave camshaft to the exhaust camshaft (the latter acting as a master camshaft for the engine), which led to the system being unofficially known as the "slave-cam system". In contrast, on the 4A-GE engines, both camshafts are driven directly by the timing belts rather than being geared together.
There was a version which featured dual Weber carburetors for Thai market limited edition AE92 Corolla Sporty sedan in 1988, converted by TRD Thailand. It produced at 6,000 rpm and at 4,200 rpm.
Applications:
- AT171 Carina II 1987–1992 (Europe only)
- AE92/95 Corolla 1987–1992 (excluding Japan)
- AE95 Corolla 1988–1989 (Japan only)
- AE101 Corolla 1992–1998 (Asia, Africa & Latin-America)
- AE111 Corolla 1997–2001 (Asia, Africa & Latin-America)
- AT171/177 Corona 1987–1992 (excluding Japan)
- AE95 Sprinter 1988–1989 (Japan only)
4A-FE
alt=|thumb|200x200px|1st generation 4A-FE engine.
thumb|200px|2nd generation 4A-FE engine.
thumb|200px|4A-FE engine sticker.
The fuel injected 4A-FE is the successor of the carbureted 4A-F, manufactured from 1987–2001. Toyota designed this engine with fuel economy in mind. The 4A-FE is basically the same as the 4A-F (introduced in the sixth generation of Corollas), the most apparent difference being the electronic fuel injection system as noted by the 'E'. The engine was succeeded by the 3ZZ-FE, a 1.6-liter engine with VVT-i technology.
There are three generations of this engine, which 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 MAP load sensing and redesigned pistons, intake ports, and intake manifold. The second generation engine was produced from 1992–1998 (1993–1996 in the US).
Asian market engines:
- 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 Toyota's High-Mecha Twin Cam system, 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 the 16-valve versions and up to 2000 for the 20-valve 4A-GE versions.
Note: The 4A-GE was not created in collaboration with Yamaha Motor Corporation, evidenced by the absence of "YAMAHA" lettering on the timing cover and the fact that Yamaha did not claim credit for it.
First Generation "Blue Top" (Early Bigport)
The first-generation 4A-GE which was introduced in May 1983 replaced the 2T-G as Toyota's most popular twincam engine. This engine was called 4A-GEU ("U" for emission control) in Japan; 4A-GEC ("C" for California emission standard) for North American specifications; and the transverse version was named 4A-GEL/GELC/GELU. 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 - over fifteen percent reduction compared to 2T-GEU. It was also 4 dB quieter.
The 4A-GEC produced in the American market. The use of a vane-type air flow meter (AFM), which restricted air flow slightly but produced cleaner emissions that conformed to the U.S. regulations, limited the power considerably - the 4A-GEU Japanese model, which uses a manifold absolute pressure (MAP) sensor, was rated at in gross rating. Nonetheless, Japanese cars tested no faster than their American counterparts despite their higher power rating and a lower curb weight. In addition to North America, the 4A-GEC engine was also offered in Sweden, Switzerland and West Germany. In Sweden and Switzerland, the engine was rated higher at , while the version destined for West Germany was rated at . Both were rated in DIN net and the power differences were mainly due to the different exhaust systems. Another version of this engine was the standard 4A-GE similar to the Japanese version, but without a catalytic converter. The European version has a compression ratio of 10.0:1 instead of 9.4:1 for the rest of the world, and was rated at .
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. 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 until May 1987.
Second Generation "Red & Black Top" (Late Bigport)
The second-generation 4A-GE produced from June 1987 to May 1989 featured larger diameter bearings for the connecting-rod big ends and added four additional reinforcement ribs on the back of the engine block, for a total of seven. The T-VIS feature is retained, as well as the MAP sensor (MAF sensor in the US-market). 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 . The Japanese market was rated at , this time in net rating. 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 June 1989 and was in production until June 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 nicknamed 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 utilize a fully floating gudgeon pin unlike the 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 (top ring), 1.5mm (second ring) and (oil ring), this change in size made it difficult to obtain as compared to the earlier 16 valves versions of the 4A-GE (top ring), (second ring), (oil ring). All non-US market 4A-GEs continued to use a MAP sensor, while all of the North American market 4A-GE engines came with a MAF sensor. For North American market cars, this revision increased the power to . In non-NA market cars, this revision produced , depending on the market.
The 4A-GE engine was first introduced in the 1983 Sprinter Trueno AE86 and the Corolla Levin AE86. 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 was produced and all future Corollas/Sprinters were based around the FF layout. The AW11 MR2 continued use of the engine as a rear mid-engine, rear-wheel-drive layout, transversely-mounted midship. 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. All 4A-GE engines (including the 20-valve versions below) feature a forged crankshaft 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.
;Applications:
- AA63 Carina 1983.06–1985 (Japan only)
- AT160 Carina 1985–1988 (Japan only)
- AT171 Carina 1988–1992 (Japan only)
- AA63 Celica 1983–1985
- AT160 Celica 1985–1989
- AE82 Corolla 1984.10–1987
- AE86 Corolla Levin/Sprinter Trueno 1983.05–1987
- AE92 Corolla 1987–1993
- AT141 Corona 1983.10–1985 (Japan only)
- AT160 Corona 1985–1988 (Japan only)
- AW11 MR2 1984.06–1989
- AE82 Sprinter 1984.10–1987 (Japan only)
- AE92 Sprinter 1987–1992 (Japan only)
- Chevrolet Nova Twin Cam (based on Sprinter AE82 chassis) 1988
- Geo Prizm GSi (based on Sprinter AE92 chassis) 1990–1992
{| class="wikitable" style="text-align: center;"
|+ 4A-GE (16-valve) specifications
|-
!
! Gen 1 "Blue Top" (Early Bigport)
! Gen 2 "Red & Black Top" (Late Bigport)
! Gen 3 "Red Top" (Smallport)
|-
| style="text-align: left;" | Production
| May 1983–May 1987
| June 1987–May 1989
| June 1989–June 1991
|-
| style="text-align: left;" | Layout
| colspan="3" | DOHC Straight-4 (Inline-4)
|-
| style="text-align: left;" | Capacity
| colspan="3" |
|-
| style="text-align: left;" | Bore × Stroke
| colspan="3" |
|-
| style="text-align: left;" | Valves
| colspan="3" | 16 valves, 4 per each cylinder
|-
| style="text-align: left;" | Ignition
| colspan="3" | Distributor
|-
| style="text-align: left;" | Fuel Delivery System
| colspan="3" |MPFI
|-
| style="text-align: left;" | Fuel Metering
| colspan="3" | Manifold Absolute Pressure (MAP)<br />Air Flow Meter (AFM) (North America, Sweden, Switzerland and West Germany)
|-
| style="text-align: left;" | Fuel Requirements
| colspan="3" | Regular / Premium Switch Selectable (US: 87–91 AKI; Japan: 90–100 RON)
|-
| style="text-align: left;" | Maximum Redline
| colspan="3" | 7,600 rpm
|-
| style="text-align: left;" | Dry Weight
| colspan="3" | (early version)
|-
| style="text-align: left;" | Horsepower
| at 6,600 rpm (Japan; gross rating)<br /> at 6,600 rpm (Europe)<br /> at 6,600 rpm (Sweden and Switzerland)<br /> at 6,600 rpm (West Germany)<br /> at 6,600 rpm (North America)
| at 6,600 rpm (Europe)<br /> at 6,600 rpm (Japan)<br /> at 6,400 rpm (North America)
| at 7,200 rpm (Japan and general export)<br /> at 6,800 rpm (North America)<br /> at 7,000 rpm (Europe)
|-
| style="text-align: left;" | Torque
| at 5,200 rpm (Japan; gross rating)<br /> at 5,200 rpm (Europe)<br /> at 5,200 rpm (Sweden and Switzerland)<br /> at 4,800 rpm (North America)
| at 5,000 rpm (Europe)<br /> at 5,200 rpm (Japan)<br /> at 6,000 rpm (Europe)<br /> at 6,800 rpm (North America)
| at 6,000 rpm (Japan and general export)<br /> at 6,000 rpm (North America and Europe)
|-
| style="text-align: left;" | Compression Ratio
| colspan="2" |9.4:1<br /> 10.0:1 (Europe)
| 10.3:1
|-
| style="text-align: left;" | Variable Intake System
| colspan="2" | T-VIS
| None
|-
| style="text-align: left;" | Intake Valve Diameter
| colspan="3" |
|-
| style="text-align: left;" | Exhaust Valve Diameter
| colspan="3" |
|-
| style="text-align: left;" | Intake Valve Lift
| colspan="3" |
|-
| style="text-align: left;" | Exhaust Valve Lift
| colspan="3" |
|-
| style="text-align: left;" | Injector Size
| colspan="3" | Top-Feed 365 cc
|-
| style="text-align: left;" | Piston Cooling
| colspan="3" | No
|-
|}
4A-GE (20-valve)
thumb|200px|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 (VVT) 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 velocity stacks, however the vane-type airflow meter 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 at 7,400 rpm with of torque at 5,200 rpm.
In South Africa, the 7A-FE engine was used in place of the 20-valve 4A-GE engine in 1993 despite other countries (except North America) moving towards the new engine, as South African fuel was not suitable at the time for the 20-valve 4A-GE engines. The 20-valve 4A-GE engine would eventually arrive in the Corolla RXi and RSi in the "black top" revision in 1997.
Applications:
- AE101 Corolla Levin coupe 1991–1995 (Japan only)
- AE101 Sprinter Trueno coupe 1991–1995 (Japan only)
- AE101 Corolla Ceres hardtop 1992–1995 (Japan only)
- AE101 Sprinter Marino hardtop 1992–1995 (Japan only)
- AT210 Carina 1996–2001 (Japan only)
- AE101 Corolla 1991–2000 (Japan only)
- AE101 Sprinter 1991–2000 (Japan only)
thumb|200px|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 , the exhaust ports diameter were increased by 3 mm, the intake cam lift was increased from , 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 C160 transaxle. This revision increased the power to at 7,800 rpm with 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 drift scene. Due to the relatively high state of tuning of the stock engine, most power/torque gains come from higher lift cams and engine management.
Some people have said that the power figures of the 20-valve engines from Toyota are inflated; this statement was likely caused by using less than 100 RON fuel (Japanese premium fuel standard; roughly equivalent to 94 AKI or (R+M)/2 fuel) that both 20-valve engines require.
;Applications:
- AE111 Corolla Levin coupe 1995–2000 (Japan only)
- AE111 Sprinter Trueno coupe 1995–2000 (Japan only)
- AE101 Corolla Ceres hardtop 1995–1998 (Japan only)
- AE101 Sprinter Marino hardtop 1995–1998 (Japan only)
- AE101G Corolla BZ touring wagon 1995–1999 (Japan)
- AE111 Corolla 1995–2000 (Japan only)
- AE111 Sprinter 1995–1999 (Japan only)
- AE111 Sprinter Carib 1997–2000 (Japan only)
- AE111 Corolla RSi and RXi 1997–2002 (South Africa)
- AT210 Carina 1996-2001 (Japan only)
{| class="wikitable" style="text-align: center;"
|+ 4A-GE (20-valve) specifications
|-
!
! Gen 4 "Silver Top"
! Gen 5 "Black Top"
|-
| style="text-align: left;" | Production
| June 1991–May 1995
| May 1995–August 2000
|-
| style="text-align: left;" | Layout
| colspan="2" | DOHC Straight-4 (Inline-4)
|-
| style="text-align: left;" | Capacity
| colspan="2" |
|-
| style="text-align: left;" | Bore × Stroke
| colspan="2" |
|-
| style="text-align: left;" | Valves
| colspan="2" | 20 valves, 5 per each cylinder
|-
| style="text-align: left;" | Ignition
| colspan="2" | Distributor
|-
| style="text-align: left;" | Fuel Delivery System
| colspan="2" |MPFI
|-
| style="text-align: left;" | Fuel Metering
| Air Flow Meter (AFM)
| Manifold Absolute Pressure (MAP)
|-
| style="text-align: left;" | Fuel Requirements
| colspan="2" | 100 RON Premium (94 AKI or (R+M)/2)
|-
| style="text-align: left;" | Maximum Rev Limit
| 7,800 rpm
|8,200 rpm (Auto + 5spd) / 8,400 rpm (6spd)
|-
| style="text-align: left;" | Horsepower
| at 7,400 rpm
| at 7,800 rpm
|-
| style="text-align: left;" | Torque
| at 5,200 rpm
| at 5,600 rpm
|-
| style="text-align: left;" | Compression Ratio
| 10.5:1
| 11.0:1
|-
| style="text-align: left;" | Variable Valve Timing
| colspan="2" | Toyota VVT (intake cam)
|-
| style="text-align: left;" | Intake Valve Diameter
|
|
|-
| style="text-align: left;" | Exhaust Valve Diameter
|
|
|-
| style="text-align: left;" | Intake Valve Lift
|
|
|-
| style="text-align: left;" | Exhaust Valve Lift
|
|
|-
| style="text-align: left;" | Injector Size
| colspan="3" | Side-Feed 365 cc
|-
| style="text-align: left;" | Piston Cooling
| colspan="2" | No
|-
|}
4A-GZE
The 4A-GZE was a supercharged version of the 4A-GE produced in various forms from August 1986 through 1995. All three generations shared forged and ceramic coated pistons, a SC12 Roots type supercharger, and a stronger 7-rib block and crankshaft, similar to the 1987–1989 "Late Bigport" second-generation 4A-GE. Toyota Racing Development also developed supercharger kits for the 4A-GZE engines.
The 4A-GZE is popular for turbo conversions, as many parts do not need to be modified to support the extra boost.
First Generation
The first-generation 4A-GZE produced peak manifold pressure. It used dished, forged and coated pistons with an 8.0:1 compression ratio. Compared to the 4A-GE, the main differences for the long block were casting holes for a knock sensor and coolant bypass pipes, lower duration cam timing (232º), the upgraded pistons, different valve covers, and the omission of T-VIS. The first-generation 4A-GZE was rated at at 6400 rpm and at 4400 rpm.
The 4A-GZE was first used in the 1986 supercharged Toyota MR2 AW11 until May 1989. It was also used in the 1987–1989 Toyota Corolla AE92 and Sprinter AE92 (Japan-only). Despite having the same specifications, the MR2 was equipped with a distributor and a single ignition coil while the Corolla and Sprinter was equipped with a distributor-less design and twin coil packs.
Applications:
- AW11 MR2 1986–1989 (Japan, 1988–1989 North America)
- AE92 Corolla 1987–1989 (Japan only)
- AE92 Sprinter 1987–1989 (Japan only)
Second Generation
In late 1989, the 4A-GZE was updated with an 8.9:1 compression, and MAP D-Jetronic load sensing and a smaller supercharger pulley producing . These updated 4A-GZE engines were rated at and . Fuel requirements were increased from this generation onwards, requiring at least 100 RON fuel. It can be denoted by a gray cover on the top-mounted intercooler with an emblem reading "Twin Cam 16 Supercharger". While this cover was also used on early AE92s with the first-generation 4A-GZE, the lack of AFM and its subsequent replacement with MAP in the later AE92s makes this generation easily recognizable.
Applications:
- AE92 Corolla 1989–1991 (Japan only)
- AE92 Sprinter 1989–1991 (Japan only)
Third Generation
In mid 1991, the 4A-GZE was further upgraded with the "smallport" cylinder head and the block was equipped with piston skirt oil jets for cooling. These minimal updates further increased output to and . Output was at 5,600 rpm and torque was at 3600 rpm, thanks to an IHI RHF4B turbocharger with 0.55 bar of boost pressure. Only 110 Corolla Sportivos were built.
Toyota never made a wide-valve angle high-performance engine based on the 7A called the "7A-GE", however 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), and 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.
7A-FE
Applications:
- AT221 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 (excluding Japan)
- AE92 Corolla/Conquest September 1993 – circa 1998 (South Africa)
- AE93 Corolla 1990–1992 (Australia only)
- AE102/103 Corolla 1992–1998 (excluding Japan)
- AE102 Corolla/Prizm 1993–1997 (North America)
- AE111 Corolla 1997–2000 (South Africa)
- AE111 Corolla 1998–2002 (Brazil)
- AE112/115 Corolla 1997–2002 (excluding Japan)
- AE115 Corolla Spacio 1997–2001 (Japan only)
- AE115 Corolla Linea Terra 1997–1999 (Europe only)
- AT191 Corona 1994–1997 (excluding Japan)
- AT211 Corona 1996–2001 (Japan only)
- AE115 Sprinter Carib 1995–2001 (Japan only)
- AE112 Corolla 1998–2001 (Indonesia and Australia)
8A
The 8A was produced from 1990 through 2006 by Tianjin FAW Xiali for its Daihatsu and Toyota-based subcompacts. It uses the same cylinder bore of as the 5A but with a reduced stroke of . It uses a four valves per cylinder DOHC head with narrow-valve angles. The High-Mecha Twin Cam system from the 4A-FE and 5A-FE was retained. Compression ratio is 9.3:1.
Output is at 6,000 rpm and at 5200 rpm.
8A-FE
Applications:
- AXP41 Toyota Vios 2002–2006 (China only)
- AXP41 Xiali Vizi 2002–2006 (China only)
- Haima CA7130 (China)
- Xiali 2000/Vela 2000–2012
- Xiali A+ 2005–2011
- Xiali Weizhi (China)
- Etsong Lubao QE6400/QE6440/FAW Lubao CA6410/Jiefang CA6440UA
Production
The 1.3 L and 1.5 L A engines are built in Tianjin FAW Toyota Engine Co., Ltd. Plant No. 1.
See also
- List of Toyota engines
References
External links
- 4AGE.net—Articles & photos of 4AGE engined vehicles
- "4AGE to 7AGE conversion"—A good how-to
- "4A-GE engine rebuild by RSChita"
- 4A-GE tech notes
- The Stock 4AGE Description Page
- "S-86.com"—SQ Engineering - has many 4age related articles
- Phil Bradshaw's 4A-GE info page