4A-GE History and Family Tree
by Richard White...(thanks for so much
work...)
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