The AE86 was available with a fuel-injected 4-cylinder twin-cam 1587 cc 4A-GEU engine in Japan and Europe which was also used in the first-generation Toyota MR2 (AW11). This engine had a maximum power output of 130 PS (97 kW) and 103 ft·lbf (140 Nm) of torque in standard form.^[1] The AE86 came with a 5-speed manual gearbox, and later came with the option of an automatic. The 4A-GE engines used in the AE86 and AW11 were equipped with T-VIS (Toyota Variable Induction System). The AE86 had an optional Limited Slip Differential (LSD).^[1]
In North America, a modified 4A-GEC engine was used to comply with California emissions regulations. Power was rated at 112 bhp (84 kW), and 100 ft·lbf (136 Nm) of torque.


The AE86 used ventilated disc brakes. The car was equipped with a MacPherson strut style independent suspension at the front and a four-link live axle with coil springs for the rear. Stabilizer bars were present at both ends.^[1]
Lower-spec American AE86 SR5 models used the 1587 cc 4A-C SOHC unit, did not have an optional LSD, and had rear drum brakes.
Models
equipped with the 4A-GE engine received a 6.7" rear differential, while
3A-U, 4A-U, and 4A-C models received a smaller, weaker, 6.38" rear
differential.
The AE86 SR5
(4A-C equipped) had an optional automatic transmission, though the GT-S
model (with the 4A-GE DOHC engine) only came with a standard 5-speed
manual gearbox.

huhuhu..... any blacktop info just drop in bro...... heheh!!

blacktop info

ikankalui wrote:

blacktop info

huhu... taiko kau lagi banyak info kan.... update la....

Variable Valve Timing explained

Variable valve timing, or VVT, is a generic term for an automobile piston engine technology. VVT allows the lift or duration or timing (some or all) of the intake or exhaust valves (or both) to be changed while the engine is in operation. Two stroke engines use a Power valve system to get similar results to VVT.
Overview


Valve timing gears on a Ford Taunus V4 engine — the small gear is on the crankshaft, the larger gear is on the camshaft. Since the camshaft gear is twice the diameter of the crankshaft gear, it runs at half the crankshaft RPM. See gear ratio. (The small gear left is on the balance shaft)
Piston engines normally use poppet valves for intake and exhaust. These are driven (directly or indirectly) by cams on a camshaft. The cams open the valves (lift) for a certain amount of time (duration) during each intake and exhaust cycle. The timing of the valve opening and closing is also important. The camshaft is driven by the crankshaft through timing belts, gears or chains.
The profile, or position of the cam lobes on the shaft, is optimized for a certain engine rpm, and this tradeoff normally limits low-end torque or high-end power. VVT allows the cam profile to change, which results in greater efficiency and power.
At high engine speeds, an engine requires large amounts of air. However, the intake valves may close before all the air has been given a chance to flow in, reducing performance.
On the other hand, if the cam keeps the valves open for longer periods of time, like with a racing cam, problems start to occur at the lower engine speeds. This will cause unburnt fuel to exit the engine since the valves are still open. This leads to lower engine performance and increased emissions.
Pressure to meet environmental goals and fuel efficiency standards is forcing car manufacturers to turn to VVT as a solution. Most simple VVT systems (like Mazda's S-VT) advance or retard the timing of the intake or exhaust valves. Others (like Honda's VTEC) switch between two sets of cams at a certain engine rpm. Still others can alter duration and lift continuously.

History
The first experimentation with variable valve timing and lift was performed by General Motors. GM was actually interested in throttling the intake valves in order to reduce emissions. This was done by minimizing the amount of lift at low load to keep the intake velocity higher, thereby atomizing the intake charge. GM encountered problems running at very low lift, and abandoned the project.
The first functional variable valve timing system, including variable lift, was developed at Fiat. Developed by Giovanni Torazza in the 1970s, the system used hydraulic pressure to vary the fulcrum of the cam followers. The hydraulic pressure changed according to engine speed and intake pressure. The typical opening variation was 37%.
The next big step was taken by Honda in the late 1980s and 90s, where Honda began by experimenting with variable valve lift. Pleased with the results, engineers took the knowledge and applied it to the B16A engine, fitted to the 1989 EF9 Honda Civic. From there it has been used in a variety of applications, from sport to utility, by many different auto makers.
In the year 1992, BMW introduced VANOS, their version of a variable valve timing system, on the BMW M50 engine used in the 3 Series. VANOS significantly enhances emission management, increases output and torque, and offers better idling quality and fuel economy. The latest version of VANOS is double-VANOS, used in the new M3. Double-VANOS adds an adjustment of the intake and outlet camshafts.
One thing that separates the BMW variable timing from what Honda developed is that VANOS provides stepless adjustments to the valve timing throughout a rpm regime to provide optimum timing at all engine speeds within that regime. Honda's VTEC triggers a single step change at in the timing when the engine speed reaches a preset rpm (this rpm occurs near high rpm ranges).
Variable valve timing was the sole domain of overhead cam engines until 2005, when General Motors began offering the LZE and LZ4, pushrod V6 engines with VVT. For the 2006 model year, General Motors will introduce the Vortec 6200, the first mass-produced pushrod engine with variable valve timing.
VVT Implementations
• BMW VANOS - Varies intake and exhaust timing by rotating the camshaft in relation to the gear.
• Ford Variable Cam Timing - Varies valve timing by rotating the camshaft
• GM DCVCP (Double Continuous Variable Cam Phasing) - Varies timing with hydraulic vane type phaser (see also Ecotec LE5).
• Honda VTEC - Varies intake, duration, and lift by using two different sets of cam lobes
• Honda i-VTEC - Adds cam phasing (timing) to traditional VTEC
• Hyundai/Kia CVTT
• Mazda S-VT - Varies timing by rotating the camshaft
• Mitsubishi MIVEC - Varies valve lift
• Nissan N-VCT - Varies the rotation of the cam(s) only, does not alter lift or duration of the valves.
• Nissan VVL - Varies intake, duration, and lift by using two different sets of cam lobes
• Porsche VarioCam - Varies intake timing by adjusting tension of a cam chain
• Porsche VarioCam Plus - Varies intake timing by adjusting tension of a cam chain as well as valve lift by different cam profiles
• Rover VVC - Varies timing with an eccentric disc
• Suzuki VVT
• Subaru AVCS - Varies timing (phase) with hydraulic pressure
• Toyota VVT-i - Varies intake timing by advancing the cam chain
• Toyota VVTL-i - Varies timing by advancing the cam chain and switching between two sets of cam lobes

mmg knowledge eleanor klu BT mantap !

hihihihi..... copy dari internet jak tu bro.....

tp ko psl BT mmg mantap !

dea les lagi mantap bro... kalau ko nampak enjin dia BT jak tapi BT kahwin oooooo.... nasib baik dia yang sebut modifikasinya semalam, selama nie saja jak tak mau sebut mana tau dia mau rahsiakan jadi malas mau kacau org punya sisik sorok..... biarla rahsia siti ooooooo

mmg mantap tu,buka2 jak nampak Di....hehehehe...

Bley tanya ka....apa beza injin 4A-GE blacktop dengan 3S-GTE ??

NunukRagang wrote:

Bley tanya ka....apa beza injin 4A-GE blacktop dengan 3S-GTE ??

banyak perbezaan nya, tapi yang ketara banar, 4age n/a, 3sgte forced induction

sdil_trdtoms wrote:

mmg knowledge eleanor klu BT mantap !

na lau dah bro dea_les, bro eleanor dan bro kalui ni tiko2 4age 20v bersuara bagus kita ambik perhatian dengan teliti utk meningkatkan perfomance. ok taiko2 teruskan kami ingin tahu bro.

4age 20 n 4a-gze...

is it different??

burjawi wrote:

4age 20 n 4a-gze...

is it different??

ani pun ada beza jua, 4agze atu pakai supercharger, tapi 4agze ani lebih mirip arah 4age 16v, pasal both is 16v, liat valve cover pun sama, kalau 4age 20v jauh beza lah, tapi dari segi hp, memang kurang lebih lah 4agze sama 4age 20v ani, tapi 4agze ni yang best nya iya punya torque lah

ani serba sedikit saja lah perbezaan nya, antara yg ketara lagi ialah, 4age 20v ani pakai ITBs, ITBs ani dalam erti kata lain ialah individual throttle body, each engine cylinder have their own throttle body, biasa kereta katani ada single throttle body saja, bunyi pun sedap ni 20v ani

ni info sikit copy dari internet ja

6 silider
==============
1JZ-GTE 24v 2.5 litre twin turbo/single turbo VVT-i =147kW (soarer/supra)
2JZ-GE 24v 3.0 litre =158k/169kW turbo (soarer/supra/altezza/lexus)
1G-GZE 24v 2.0 litre supercharged =125kW (crown)

4 silider
==============
4A-GE 16v 1.6 litre =88/100kW 2nd version (corolla)
4A-GZE 16v 1.6 litre supercharged =107kW (corolla)
3S-GTE 16v 2.0 litre turbo =136 - 191kW (cilica/caldina) (5 generations)
4E-FTE 1.3 litre turbo =100kW (starlet)

*4AGE ada 5 generation..dua N/A tp ada torque yg power
4th generation 20v Silvertop VVT 120kW
5th generation 20v Blacktop individual throttle body 121kW

p/s:engine paling senang mo modified 4AGE,byk spare part n murah..block tahan preassure etc...kalau ada silap tlg tegur/betulkan.tq.

Toyota A engine

A series engine familyManufacturer

Toyota

The A Series engines are a family of straight-4 internal combustion engines with displacement from 1.3 L to 1.8 L produced by Toyota Motor Corporation. The series has cast iron engine blocks and aluminum cylinder heads. The series began in the late 1970s with the 1A, an SOHC engine with a displacement of 1.5 L. Toyota joint venture partner Tianjin FAW Xiali still produces the 1.3 L 8A and recently restarted production of the 5A. In between, many interesting variations were produced, including one of the first mass-production 5-valve engines (the 20V 4A-GE) and the 170 hp (127 kW) supercharged 4A-GZE.
1A


1AManufacturerProductionPredecessorSuccessorDisplacementCylinder borePiston strokeBlock alloyHead alloyValvetrainFuel type

Toyota

1979-1980

T

3A

1.5 L (1452 cc)

77.5 mm

77.0 mm

cast-iron

aluminum

SOHC

gasoline

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

Applications:

• AL10 Tercel 1979-1980 (North America only)
  

1A-U


Using Toyota TTC-C catalytic converter.
Output:

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

Applications:

• AL10 Corsa (Japan only)
  

2A


2AManufacturerProductionPredecessorSuccessorDisplacementCylinder borePiston strokeBlock alloyHead alloyValvetrainFuel type

Toyota

1979-1989

4K

2E

1.3 L (1295 cc)

76.0 mm

71.4 mm

cast-iron

aluminum

SOHC

gasoline

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


Output:

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

Applications:

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

2A-U, 2A-LU


Using Toyota TTC-C catalytic converter.
Output:

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

Applications:

• 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 (Japan only)
  
• AL20 Tercel 1982-1989(Japan only)
  

3A


3AManufacturerProductionPredecessorSuccessorDisplacementCylinder borePiston strokeBlock alloyHead alloyValvetrainFuel type

Toyota

1979-1989

1A

5A 3E

1.5 L (1452 cc)

77.5 mm

77.0 mm

cast-iron

aluminum

SOHC

gasoline

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


Output:

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

Applications:

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

3A-U, 3A-LU



1979 Toyota 3A-U engine.

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

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

Applications:

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

3A-HU

High compression version with Toyota TTC-C catalytic converter.
Output:

• 63 kW at 6000 rpm
  

Applications:

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

3A-SU

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

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

Applications:

• AL21 Corolla II 1984-1986 (Japan only)
  
• AL21/25 Corsa 1984-1989 (Japan only)
  
• AL25 Sprinter Carib 1984-1988 (Japan only)
  
• AL21/25 Tercel 1984-1989 (Japan only)
  

4A

4AManufacturerProductionPredecessorSuccessorDisplacementCylinder borePiston strokeBlock alloyHead alloyValvetrainFuel type

Toyota

1982-2002

2T

3ZZ

1.6 L (1587 cc)

81.0 mm

77.0 mm

cast-iron

aluminum

SOHC & DOHC

gasoline

The 4A was produced from 1980 through 1998. All 4A engines
have a displacement of 1.6 L (1587 cc). The cylinder bore was enlarged
from the previous 3A engines at 81 mm (3.19 in), but the stroke
remained the same as the 3A at 77 mm (3.03 in), giving it an
over-square bore/stroke ratio which favours high RPM.
Numerous variations of the basic 4A design were produced, from SOHC 2-valve all the way to DOHC 5-valve versions. The power output also varied greatly between versions, from 70 hp (52 kW) at 4800 rpm in the basic California-spec 4A-C to 170 hp (127 kW) at 6400 rpm in the supercharged 4A-GZE.
4A, 4A-C, 4A-L, 4A-LC



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





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

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

European market engines:

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

Australian market engines:

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

Applications:

• AT151 Carina II 1983-1987 (Europe only)
  
• AT160 Celica 1985-1989 (ex. Japan)
  
• AE71 Corolla 1982-1984 (North America, Australia & South Africa only)
  
• AE82/86 Corolla 1983-1987 (ex. Japan)
  
• AT151 Corona 1983-1987 (ex. Japan)
  
• Elfin Type 3 Clubman
  

4A-ELU

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

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

4A-F

A narrow-valve (22.3°) DOHC 16-valve carb-equipped version, the 4A-F, was produced from 1987 through 1990. Output was 94 hp (70 kW) at 6000 rpm and 95 ft·lbf (135 N·m) at 3600 rpm.
Applications:

• AT171 Carina II 1987-1992 (Europe only)
  
• AE92/95 Corolla 1987-1992 (ex. Japan)
  
• AE95 Corolla 1988-1989 (Japan only)
  
• AE101 Corolla 1992-1998 (Asia, Africa & Latin-America)
  
• AE111 Corolla 1997-2001 (Asia, Africa & Latin-America)
  
• AT171/177 Corona 1987-1992 (ex. Japan)
  
• AE95 Sprinter 1988-1989 (Japan only)
  

4A-FE



1st generation 4A-FE engine.



2nd generation 4A-FE engine.



4A-FE engine sticker.


Toyota designed this engine with fuel economy in mind. The 4A-FE is basically the same as the 4A-F
(introduced in the previous generation of Corollas), the most apparent
difference being the fuel delivery system. The 4A-F used a carburetor, while the 4A-FE used electronic fuel injection system (notice the "E"). Also, the 4A-FE had more power. The engine was succeeded by the 3ZZ-FE, a 1.6-liter engine with VVT-i technology.

• Engine displacement: 1.6 liters (1587 cc)
  
• Layout: DOHC Inline-4 (Straight-4)
  
• Valves: 16, 4 for each cylinder
  
• Power: 105 hp (78 kW) @ 5800 rpm
  (Europe/Japan spec: 115 PS (85 kW; 113 hp) @ 6000 rpm)
  
• Torque: 101 ft·lbf (137 N·m) @ 4800 rpm
  
• Redline: 6300 rpm
  
• Fuel Delivery System: MPFI
  

Note: power and torque specs are from the 1988–1992 North American Corollas.
Although not as powerful as the 4A-GE, both engines are renowned for
the power they produce from such a low displacement (relative to other
engines). Toyota engineers had skillfully optimized the power and
torque from the company's relatively low-displacement engines.
Applications:

• AT220 Avensis 1997–2000 (ex. Japan)
  
• AT171/175 Carina 1988–1992 (Japan only)
  
• AT190 Carina 19984–1996 (Japan only)
  
• AT171 Carina II 1987–1992 (Europe only)
  
• AT190 Carina E 1992–1997 (Europe only)
  
• AT180 Celica 1989–1993 (ex. Japan)
  
• AE92/95 Corolla 1988–1995
  
• AE101/104/109 Corolla 1991–2002
  
• AE111/114 Corolla 1995–2002
  
• AE101 Corolla Ceres 1992–1998 (Japan only)
  
• AE111 Corolla Spacio 1997–2001 (Japan only)
  
• AT175 Corona 1988–1992 (Japan only)
  
• AT190 Corona 1992–1996
  
• AT210 Corona 1996–2001
  
• AE95 Sprinter 1989–1991 (Japan only)
  
• AE101/104/109 Sprinter 1992–2002 (Japan only)
  
• AE111/114 Sprinter 1995–1998 (Japan only)
  
• AE95 Sprinter Carib 1988–1990(Japan only)
  
• AE111/114 Sprinter Carib 1996–2001 (Japan only)
  
• AE101 Sprinter Marino 1992–1998 (Japan only)
  
• AE111 Corolla 1996–2000 (South Africa)
  

4A-FHE

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

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

Applications:

• AT171 Carina 1990-1992 (Japan only)
  
• AE95 Sprinter Carib 1990-1995 (Japan only)
  

4A-GE (16-valve)



An early 4A-GE engine with the sparkplug wires removed. The cam covers
feature black-and-blue lettering and the 'T-VIS' acronym is present on
the intake manifold block.




4A-GE with T-VIS



The most powerful of the 16-valve 4A-GE engines, commonly known as the
"red top" (due to the red writing), which produces 140 PS (100 kW;
140 hp) at 6600 rpm.

The next major modification was the high-performance 4A-G, with the fuel injected version, the 4A-GE, being the most powerful. The 4A-GE was one of the earliest inline-4 engines to have both a DOHC 16 valve configuration (four valves per cylinder, two intake, two exhaust) and electronic fuel injection (EFI). The cylinder head was developed by Yamaha Motor Corporation.
The reliability and performance of these engines has earned them a fair
number of enthusiasts and a fan base as they are a popular choice for
an engine swap into other Toyota cars such as the KE70 and KP61. New
performance parts are still available for sale even today because of
its strong fan base. Production of the various models of this version
lasted for five generations, from 1983 through 1991 for 16-valve
versions and the 5-valve 4A-GE lasted through 1998.
The first-generation 4A-GE which was introduced in 1983 replaced the 2T-G
in most applications. This engine was identifiable via silver cam
covers with the lettering on the upper cover painted black and blue, as
well as the presence of three reinforcement ribs on the back side of
the block. It was extremely light and strong for a production engine
using an all-iron block, and produced 112 hp (84 kW) at 6600 rpm and
131 N·m (97 lb·ft) of torque at 4800 rpm in the American market. The
use of an air flow meter
(MAF) sensor, which restricted air flow slightly but produced cleaner
emissions that conformed to the U.S. regulations, limited the power to
112 hp (84 kW) whereas the Japanese model—which used a manifold absolute pressure (MAP) sensor—produced 130 hp (97 kW).
Toyota designed the engine for performance; the valve angle was a
relatively wide 50 degrees, which at the time was believed to be ideal
for high power production. Today, it should be noted that more modern
high-revving engines have decreased the valve angle to 20 to 25
degrees, which is now believed to be ideal for high-revving engines
with high power per litre. The first generation 4A-GE is nicknamed the
"bigport" engine because it had intake ports of a very large
cross-sectional area. While the port cross-section was suitable for a
very highly modified engine at very high RPM, it caused a considerable
drop in low-RPM torque due to the decreased air speeds at those RPM. To
compensate for the reduced air speed, the first-generation engines
included the T-VIS

feature is maintained. It is visually similar to the first-generation
engine and the power output is unchanged, but the upper cam cover now
featured red and black lettering. The first- and second-generation
engines are very popular with racers and tuners because of the ease of
modification, simple design, and lightness. The T-VIS equipped model is an ideal candidate for the addition of a turbocharger because it contains the so-called "big-port head", meaning the head had the large cross-sectional area intake ports.

The 4A-GE engine was first introduced in the 1983 Sprinter Trueno AE86 and the Corolla Levin AE86 sports version. The AE86 marked the end of the 4A-GE as a rear wheel drive (RWD or FR) mounted engine, alongside the RWD AE86/AE85 coupes a front wheel drive (FWD or FF) corolla (the AE82) was produced and all future Corollas/Sprinters were based around the FF layout. The MR-2AW11 continued use of the engine as MR layout, transversely mounted midship, this used the bigport 4A-GE with T-Vis. The engine was retired from North American Corollas in 1991, although it continued to be available in the Geo Prizm GSi (sold through Chevrolet dealerships) from 1990 to 1992.
Clarification: In the U.S. market, the 4A-GE engine was first used
in the 1985 model year Corolla GT-S only, which is identified as an
"AE88" in the VIN but uses the AE86 chassis code on the firewall as the
AE88 is a "sub" version of the AE86. The 4A-GE engines for the 1985
model year are referred to as "blue top" as opposed to the later "red
top" engines, because the paint color on the valve covers is different,
to show the different engine revision, using different port sizes,
different airflow metering, and other minor differences on the engine.
The American Spec AE86 (VIN AE88, or GT-S) carried the 4A-GE engine.
In other markets, other designations were used. Much confusion exists,
even among dealers, as to which models contained what equipment,
especially since Toyota split the Corolla line into both RWD and FWD
versions, and the GT-S designation was only well known as a Celica
version at that time.
Applications:

• AA63 Carina 1983-1985 (Japan only)
  
• AT160 Carina 1985-1988 (Japan only)
  
• AT171 Carina 1988-1992 (Japan only)
  
• AA63 Celica 1983-1985
  
• AT160 Celica 1985-1989
  
• AE82/86 Corolla 1983-1987
  
• AE92 Corolla 1987-1993
  
• AT141 Corona 1983-1985 (Japan only)
  
• AT160 Corona 1985-1988 (Japan only)
  
• AW11 MR-2 1984-1989
  
• AE82/86 Sprinter 1983-1987 (Japan only)
  
• AE92 Sprinter 1987-1992 (Japan only)
  
• AE92 Corolla TwinCam ±1990 - ±1995 (South Africa)
  
• Chevrolet Nova (based on Corolla AE82)
  
• Geo Prizm GSi (based on Toyota AE92 chassis) 1990–1992
  

Specifications:

• Engine displacement: 1.6 litres (1587 cc)
  
• Layout: DOHC Inline-4 (Straight-4)
  
• Bore and Stroke: 81 mm × 77 mm
  
• Dry Weight (with T50 gearbox): 154 kg (340 lb)
  
• Valves: 16, 4 per each cylinder
  
• Power: 115–140 hp (86–104 kW) @ 6600 rpm
  
• Torque: 148 N·m (109 lb·ft) @ 5800 rpm
  
• Redline: 7600 rpm
  
• Fuel Delivery System: MPFI
  

Toyota sponsored the Champ Car Atlantic Championship from 1990 to 2005. A kit version of the 4A-GE from Toyota Racing Development
was used to power Formula Atlantic cars during this period. This engine
used a modified 16-valve head and produced approximately 240 horsepower
(180 kW) at 8400 rpm, revving out to 10-12,000 rpm.
4A-GE (20-valve)



Silver-Top 20-Valve 4A-GE

Fourth Generation "Silver-Top"
The fourth-generation 4A-GE engine was produced from 1991 to 1995. It
has silver cam covers with chrome lettering, hence the nick-name
"silver top". This engine yet again features a completely revamped
cylinder head which replaces the 16-valve design with a 20-valve
design. The Toyota Variable Valve Timing (VVT)
system is used on the intake cam for improved low-RPM torque and fuel
economy, an increased compression ratio (10.5:1), the valve angle was
decreased to 37.5 degrees from the previous 50 degrees and the intake
system was replaced with a short manifold and four individual throttle
bodies governed by an air flow sensor. Another large change from the
previous 4A-GE engines was the intake port angle, while the previous
engines used an old-fashioned curved intake port, the 20-valve engines
used a very upright straight port. This engine produces 158 hp (118 kW)
at 7400 rpm with 162 N·m (119 ft·lbf) at 5200 rpm of torque.
Applications:

• AT210 Carina 1996-2001 (Japan only)
  
• AE101 Corolla 1991-2000 (Japan only)
  
• AE101 Corolla Ceres 1991-1998 (Japan only)
  
• AE101 Sprinter 1991-1998 (Japan only)
  
• AE101 Sprinter Marino 1991-1998 (Japan only)
  

Black-Top 20-Valve 4A-GELU

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

• AE101G Corolla BZ touring wagon 1995-1999 (Japan)
  
• AE111 Corolla 1995-2000 (Japan only)
  
• AE111 Sprinter 1995-1998 (Japan only)
  
• AE111 Sprinter Carib 1997-2000 (Japan only)
  
• AE111 Corolla RSi and RXi 1997-2000 (South Africa)
  

4A-GZE

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

• AE92 Corolla 1987-1991 (Japan only)
  
• AE101 Corolla 1991-1995 (Japan only)
  
• AW11 MR-2 1986-1989
  
• AE92 Sprinter 1987-1991 (Japan only)
  
• AE101 Sprinter 1991-1995 (Japan only)
  

5A

5AManufacturerProductionPredecessorSuccessorDisplacementCylinder borePiston strokeBlock alloyHead alloyValvetrainFuel type

Toyota

1987-2006

3A

1NZ

1.5 L (1498 cc)

78.7 mm

77.0 mm

cast-iron

aluminum

DOHC

gasoline

5A-FE

A smaller 1.5 L (1498 cc) 5A-F was produced in 1987 and the fuel injected 5A-FE
was produced that year and again from 1995 through 1998. Both used a
cylinder bore of 78.7 mm (3.1 in) and a stroke of 77 mm (3.0 in). Both
had 4 valves per cylinder with DOHC heads and used the narrow 22.3° valve angle.
5A-F

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

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

5A-FE

Toyota joint venture partner Tianjin FAW Xiali now produces the 5A-FE (dubbed 5A+) for its Vela and Weizhi (C1) subcompact sedans.
Output for the 1987 FI version was 104 hp (78 kW) at 6000 rpm and
97 ft·lbf (131 N·m) at 4800 rpm. The later one produced 100 hp (75 kW)
at 5600 rpm and 102 ft·lbf (138 N·m) @ 4400 rpm. The version now
produced by Xiali produces 100 hp (75 kW) at 6000 rpm and 96 ft·lbf (130 N·m) @ 4400 rpm.
Applications:

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

5A-FHE

Same as the first generation 5A-FE, only more aggressive tuned for more output. Called an EFI-S engine.
This engine produces upto 120HP due to slightly larger throttle than
standard 5AFE and modestly competes better with AE101 Sprinter, Levins.
Potential for upgrades to produce up to 180HP.^{[citation needed]}
The next major modification was the high-performance 5A-FHE, with
the fuel injected version, the 5A-FHE, being the most powerful. The
5A-FE was one of the earliest inline-4 engines to have both a DOHC 16
valve configuration (four valves per cylinder, two intake, two exhaust)
and electronic fuel injection (EFI).^{[citation needed]}
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.^{[citation needed]} New performance parts are still available for sale even today because of its strong fan base.^{[citation needed]}
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.^{[citation needed]}

Applications:

• AE91 Corolla 1989-1992 (Japan only)
  
• AE91 Sprinter 1989-1992 (Japan only)
  
• AE100 Toyota G Touring 1994-1999 (Japan only)
  

6A

6AManufacturerProductionDisplacementCylinder borePiston strokeBlock alloyHead alloyValvetrainFuel type

Toyota

1988-1992

1.4 L (1397 cc)

76.0 mm

77.0 mm

cast-iron

aluminum

DOHC

gasoline

The 1.4 L 6A-FC was the only 1.4 variant, produced from 1989
through 1992. Output was 82 hp (61 kW) at rpm and 87 ft·lbf (117 N·m)
at rpm. This was a 4-valve DOHC engine.
[edit] 6A-FC


Applications:

• AE90 Corolla 1989-1992 (Australia only)
  

7A

7AManufacturerProductionPredecessorSuccessorDisplacementCylinder borePiston strokeBlock alloyHead alloyValvetrainFuel type

Toyota

1990-2002

3T

1ZZ

1.8 L (1762 cc)

81.0 mm

85.5 mm

cast-iron

aluminum

DOHC

gasoline

The Indonesian and Russian version of the 7A-FE has the strongest
output, 120 hp (89 kW) at 6000 rpm and 16 kgf·m (157 N·m) at 4400 rpm,
with 9.5 compression ratio. It appears in the 8th generation Corolla
(AE112).
It is a non-interference type engine.
Toyota never made a wide-valve angle 7A-GE based on the 7A, but many
enthusiasts have created one using a combination of 7A-FE parts (block,
crank, rods) and 4A-GE parts (head, pistons). Likewise, an unofficial
supercharged "7A-GZE" could be built from 7A-FE and 4A-GZE parts.
7A-FE

Applications:

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

8A

8AManufacturerProductionPredecessorSuccessorDisplacementCylinder borePiston strokeBlock alloyHead alloyValvetrainFuel type

Toyota

1990-2002

3T

1ZZ

1.8 L (1762 cc)

81.0 mm

85.0 mm

cast-iron

aluminum

DOHC

gasoline

A 1.3 L 8A is now produced by Tianjin FAW Xiali for its Daihatsu and Toyota-based subcompacts. It uses the same cylinder bore of 78.7 mm (3.1 in) as the 5A with a reduced stroke and a 4 valves per cylinder DOHC head.
Output is 86 hp (64 kW) at 6000 rpm and 81 ft·lbf (110 N·m) @ 5200 rpm.
[edit] 8A-FE

Applications:

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

bro....gua nk taye skit...
gua pkai se toyota ,sarung blacktop 6speed.
skg gua nk tau cane nk kuat kn injin ni!
nk pkai clutch pa yg elok?