The volume of oil in the engine a f 4a. "Reliable Japanese engines"

28.10.2019

The most common and most widely repaired Japanese engine is the (4,5,7) A-FE series. Even a novice mechanic, diagnostician knows about possible problems engines of this series. I will try to highlight (put together) the problems of these engines. There are not many of them, but they cause a lot of trouble to their owners.

Sensors.

Oxygen sensor - Lambda probe.

"Oxygen sensor" - used to fix oxygen in exhaust gases. Its role is invaluable in the fuel trim process. Read more about sensor problems in article.

Many owners turn to diagnostics for a reason increased fuel consumption... One of the reasons is a banal break in the heater in the oxygen sensor. The error is fixed by the control unit code number 21. The heater can be checked with a conventional tester on the sensor contacts (R-14 Ohm). Fuel consumption increases due to the lack of fuel supply correction during warming up. You will not be able to restore the heater - only replacing the sensor will help. The cost of a new sensor is high, but it does not make sense to install a used one (the resource of their operating time is large, so this is a lottery). In such a situation, as an alternative, you can install equally reliable universal sensors NTK, Bosch or original Denso.

The quality of the sensors is not inferior to the original, and the price is significantly lower. The only problem may be the correct connection of the sensor leads. When the sensor sensitivity decreases, the fuel consumption also increases (by 1-3 liters). The performance of the sensor is checked with an oscilloscope on the block diagnostic connector, or directly on the sensor chip (number of switchings). The sensitivity drops when the sensor is poisoned (contaminated) with combustion products.

Engine temperature sensor.

The "temperature sensor" is used to register the temperature of the motor. If the sensor does not work properly, the owner will face a lot of problems. In the event of a break in the measuring element of the sensor, the control unit replaces the sensor readings and fixes its value at 80 degrees and fixes error 22. The engine, with such a malfunction, will operate in normal mode, but only while the engine is warm. Once the engine has cooled down, it will be problematic to start it without doping, due to the short opening time of the injectors. It is not uncommon for the resistance of the sensor to change chaotically when the engine is running on H.H. In this case, the revolutions will float. This defect is easy to fix on the scanner, observing the temperature reading. On a warm engine, it should be stable and not change randomly from 20 to 100 degrees.

With such a defect in the sensor, a "black acrid exhaust" is possible, unstable operation on the Х.Х. and as a consequence, increased consumption, as well as the impossibility of starting a heated engine. It will be possible to start the engine only after 10 minutes of rest. If there is no complete confidence in the correct operation of the sensor, its readings can be substituted by including a variable resistor of 1kΩ, or a constant 300Ω in its circuit, for further verification. By changing the sensor readings, it is easy to control the change in speed at different temperatures.

Throttle position sensor.

Position sensor throttle shows on-board computer in what position is the throttle.

A lot of cars went through the disassembly assembly procedure. These are the so-called "constructors". When removing the engine in the field and subsequent assembly, the sensors suffered, on which the engine is often leaned against. If the TPS sensor breaks, the engine stops throttling normally. The engine chokes when accelerating. The machine switches incorrectly. The control unit fixes error 41. When replacing a new sensor, it must be configured so that the control unit correctly sees the X.X sign when the gas pedal is fully released (throttle valve closed). In the absence of a sign of idling, adequate regulation of X.X will not be carried out, and there will be no forced idle mode when braking by the engine, which again will entail increased fuel consumption. On engines 4A, 7A, the sensor does not require adjustment, it is installed without the possibility of rotation-adjustment. However, in practice, there are frequent cases of bending of the petal, which moves the sensor core. In this case, there is no sign of x / x. Adjustment of the correct position can be carried out using a tester without using a scanner - on the basis of idling.

THROTTLE POSITION …… 0%
IDLE SIGNAL ……………… .ON

MAP absolute pressure sensor

The pressure sensor shows the computer the real vacuum in the manifold, according to its readings, the composition of the fuel mixture is formed.

This sensor is the most reliable of all installed on Japanese cars. Its reliability is simply amazing. But it also has a lot of problems, mainly due to improper assembly. It either breaks the receiving "nipple", and then seals any air passage with glue, or breaks the tightness of the supply tube. With such a rupture, the fuel consumption increases, the level of CO in the exhaust increases sharply up to 3%. It is very easy to observe the sensor's operation using the scanner. The line INTAKE MANIFOLD shows the vacuum in the intake manifold, which is measured by the MAP sensor. If the wiring is broken, the ECU registers error 31. At the same time, the opening time of the injectors sharply increases to 3.5-5ms. When gas is re-gassed, a black exhaust appears, the candles are planted, a shaking appears on the X.H. and stopping the engine.

Knock sensor.

The sensor is installed to register detonation knocks (explosions) and indirectly serves as a "corrector" for the ignition timing.

The recording element of the sensor is a piezoplate. In the event of a sensor malfunction, or a break in the wiring, at overgasings of more than 3.5-4 tons. The ECU registers an error 52. You can check the performance with an oscilloscope, or by measuring the resistance between the sensor terminal and the case (if there is resistance, the sensor needs to be replaced).

Crankshaft sensor.

The crankshaft sensor generates pulses from which the computer calculates the rotational speed crankshaft engine. This is the main sensor by which all motor operation is synchronized.

A crankshaft sensor is installed on the 7A series engines. A conventional inductive sensor, similar to the ABC sensor, is practically trouble-free in operation. But embarrassment also happens. With a turn-to-turn closure inside the winding, the generation of pulses is disrupted at certain speeds. This manifests itself as a limitation of engine speed in the range of 3.5-4 t. Revolutions. A kind of cutoff, only on low revs... It is quite difficult to detect an interturn short circuit. The oscilloscope does not show a decrease in the amplitude of pulses or a change in frequency (with acceleration), and it is rather difficult to notice changes in Ohm fractions with a tester. If you experience symptoms of speed limitation at 3-4 thousand, just replace the sensor with a known good one. In addition, a lot of troubles are caused by damage to the driving ring, which is broken by mechanics, making replacement work front oil seal crankshaft or timing belt. Having broken the teeth of the crown, and restoring them by welding, they achieve only a visible absence of damage. At the same time, the crankshaft position sensor ceases to adequately read information, the ignition timing begins to change chaotically, which leads to a loss of power, unstable work engine and increased fuel consumption.

Injectors (nozzles).

Injectors are solenoid valves which inject pressurized fuel into the engine intake manifold. The operation of the injectors is controlled by the engine computer.

During many years of operation, the nozzles and needles of the injectors are covered with resins and gasoline dust. All this naturally interferes with the correct spray pattern and reduces the performance of the nozzle. In case of heavy pollution, noticeable shaking of the engine is observed, and fuel consumption increases. It is realistic to determine the clogging by conducting a gas analysis, according to the oxygen readings in the exhaust, it is possible to judge the correctness of the filling. A reading greater than one percent will indicate the need to flush the injectors (if correct installation Timing and normal fuel pressure). Or by installing the injectors on the stand, and checking the performance in tests, in comparison with the new injector. The nozzles are very efficiently washed by Laurel and Vince, both in CIP installations and in ultrasound.

Idle valve, IAC

The valve is responsible for the engine speed in all modes (warm-up, idle, load).

During operation, the valve petal becomes dirty and the stem wedges. The revolutions freeze on heating or on H.H. (due to a wedge). Tests for changing the speed in scanners during diagnostics for this motor are not provided. You can evaluate the valve's performance by changing the readings of the temperature sensor. Put the engine in "cold" mode. Or, removing the winding from the valve, twist the valve magnet with your hands. Sticking and wedge will be felt immediately. If it is impossible to easily dismantle the valve winding (for example, on the GE series), you can check its operability by connecting to one of the control outputs and measuring the duty cycle of the pulses, while simultaneously monitoring the speed of H.H. and changing the load on the engine. On a fully warmed-up engine, the duty cycle is approximately 40%, changing the load (including electrical consumers), it is possible to estimate an adequate increase in speed in response to a change in the duty cycle. With mechanical jamming of the valve, there is a smooth increase in the duty cycle, which does not entail a change in the speed of H.H. You can restore work by cleaning carbon deposits and dirt with a carburetor cleaner with the winding removed. Further adjustment of the valve consists in setting the H.H. speed. On a fully warmed-up engine, by rotating the winding on the mounting bolts, tabular revolutions are achieved for of this type car (on the tag on the hood). By pre-installing jumper E1-TE1 in the diagnostic block. On the "younger" motors 4A, 7A, the valve was changed. Instead of the usual two windings, a microcircuit was installed in the body of the valve winding. Changed the valve power and the color of the winding plastic (black). It is already pointless to measure the resistance of the windings at the terminals on it. The valve is supplied with power and a square-wave variable duty cycle control signal. For the impossibility of removing the winding, non-standard fasteners were installed. But the problem of the stock wedge remained. Now if you clean it with an ordinary cleaner, the grease is washed out from the bearings (the further result is predictable, the same wedge, but due to the bearing). It is necessary to completely dismantle the valve from the throttle body and then carefully flush the stem with a petal.

Ignition system. Candles.

A very large percentage of cars come to service with problems in the ignition system. When operating on low-quality gasoline, spark plugs are the first to suffer. They are covered with a red coating (ferrosis). There will be no high-quality sparking with such candles. The engine will run intermittently, with gaps, fuel consumption increases, the level of CO in the exhaust rises. Sandblasting cannot clean such candles. Only chemistry (silite for a couple of hours) or replacement will help. Another problem is the increase in clearance (simple wear). Drying rubber tips high-voltage wires, water entering during washing of the motor provokes the formation of a conductive path on the rubber tips.

Because of them, sparking will not be inside the cylinder, but outside it. With smooth throttling, the engine runs stably, and with sharp throttling, it crushes. In this position, it is necessary to replace both candles and wires at the same time. But sometimes (in the field), if replacement is impossible, you can solve the problem with an ordinary knife and a piece of emery stone (fine fraction). With a knife we cut off the conductive path in the wire, and with a stone we remove the strip from the ceramic of the candle. It should be noted that it is impossible to remove the rubber band from the wire, this will lead to the complete inoperability of the cylinder.
Another problem is related to the incorrect procedure for replacing the plugs. The wires are pulled out of the wells forcibly, ripping off the metal tip of the rein, causing misfires and floating rpm. When diagnosing the ignition system, always check the performance of the ignition coil on the high-voltage arrester. The simplest check is to look at the spark on the spark gap while the engine is running.

If the spark disappears or becomes threadlike, this indicates an interturn short circuit in the coil or a problem in the high-voltage wires. Wire breakage is checked with a resistance tester. Small wire 2-3kΩ, further to increase the long 10-12kΩ. The resistance of the closed coil can also be checked with a tester. The secondary resistance of the broken coil will be less than 12kΩ.

The next generation coils (remote) do not suffer from such ailments (4A.7A), their failure is minimal. Proper cooling and wire thickness eliminated this problem.

Another problem is the leaking oil seal in the distributor. Oil on the sensors corrodes the insulation. And when exposed to high voltage, the slider is oxidized (covered with a green coating). The coal turns sour. All this leads to the disruption of sparking. In motion, chaotic lumbago is observed (into the intake manifold, into the muffler) and crushing.

Subtle faults

On modern engines 4A, 7A, the Japanese changed the firmware of the control unit (apparently for more quick warm-up engine). The change lies in the fact that the engine reaches H.H. rpm only at a temperature of 85 degrees. The design of the engine cooling system has also been changed. Now the small cooling circle passes intensively through the block head (not through the branch pipe behind the engine, as it was before). Of course, the cooling of the head has become more efficient, and the engine as a whole has become more efficient. But in winter, with such cooling when driving, the engine temperature reaches a temperature of 75-80 degrees. And as a result, constant warming up revolutions (1100-1300), increased fuel consumption and anxiety of the owners. You can deal with this problem either by insulating the engine more strongly, or by changing the resistance of the temperature sensor (by deceiving the ECU), or by replacing the thermostat for the winter with more high temperature discoveries.
Butter
Owners pour oil into the engine without special analysis without thinking about the consequences. Few people understand that different types of oils are not compatible and, when mixed, form an insoluble slurry (coke), which leads to the complete destruction of the engine.

All this plasticine cannot be washed off with chemistry, it can only be cleaned mechanically. It should be understood that if you do not know what type of old oil, then you should use flushing before changing. And more advice to the owners. Pay attention to the color of the dipstick handle. He yellow color... If the color of the oil in your engine is darker than the color of the handle - it's time to make a change, and not wait for the virtual mileage recommended by the manufacturer engine oil.
Air filter.

The most inexpensive and readily available element is the air filter. Owners very often forget about replacing it, without thinking about the likely increase in fuel consumption. Often due to clogged filter the combustion chamber is very heavily contaminated with oily burnt deposits, valves and candles are heavily contaminated. When diagnosing, it can be mistakenly assumed that the wear of the valve stem seals is to blame, but the root cause is a clogged air filter, which increases the vacuum in the intake manifold when contaminated. Of course, in this case, the caps will also have to be changed.
Some owners do not even notice about living in the building air filter garage rodents. Which speaks of their utter disregard for the car.

The fuel filter is also noteworthy. If it is not replaced in time (15-20 thousand mileage), the pump starts to work with overload, the pressure drops, and as a result, it becomes necessary to replace the pump. The plastic parts of the pump impeller and non-return valve wear out prematurely.

Pressure drops. It should be noted that the operation of the motor is possible at a pressure of up to 1.5 kg (with a standard 2.4-2.7 kg). At reduced pressure, there are constant lumbago in the intake manifold, the start is problematic (after). Traction is noticeably reduced. Check the pressure correctly with a pressure gauge (access to the filter is not difficult). In the field, you can use the "return filling test". If, when the engine is running, less than one liter flows out of the gas return hose in 30 seconds, it is possible to judge the reduced pressure. You can use an ammeter to indirectly determine the pump's performance. If the current consumed by the pump is less than 4 amperes, then the pressure is sagged. You can measure the current on the diagnostic block.

When using a modern tool, the process of replacing the filter takes no more than half an hour. Previously, it took a lot of time. Mechanics always hoped in case that they were lucky and the lower fitting did not rust. But it often did. I had to puzzle for a long time how to use a gas wrench to hook the rolled nut of the lower fitting. And sometimes the process of replacing the filter turned into a "movie show" with the removal of the tube leading to the filter. Today, no one is afraid to make this replacement.

Control block.

Until the 98th year of release, the control units did not have enough serious problems during operation. The blocks had to be repaired only because of the hard polarity reversal. It is important to note that all outputs of the control unit are signed. It is easy to find on the board the required sensor lead to check or wire continuity. Parts are reliable and stable at low temperatures.

In conclusion, I would like to dwell a little on gas distribution. Many owners "with hands" perform the belt replacement procedure on their own (although this is not correct, they cannot properly tighten the crankshaft pulley). Mechanics make a quality replacement within two hours (maximum). If the belt breaks, the valves do not meet the piston and the engine does not fatally break down. Everything is calculated to the smallest detail.
We tried to tell you about the most common problems on engines of this series. The engine is very simple and reliable, and under the condition of very tough operation on "water - iron gasoline" and dusty roads of our great and mighty Motherland and the "auto" mentality of the owners. Having endured all the bullying, he continues to delight his reliable and stable work, having won the status of the most reliable Japanese engine.
Vladimir Bekrenev, Khabarovsk.
Andrey Fedorov, Novosibirsk.

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Engines for Toyota produced in the A series are the most common and are quite reliable and popular. In this series of motors, the motor takes its rightful place 4A in all its modifications. At the beginning engine had low power. It was manufactured with a carburetor and one camshaft, the engine head had eight valves.

In the process of modernization, it was manufactured first with a 16 valve head, then with a 20 valve head and two camshafts and with electronic fuel injection. In addition, the engine got hold of another piston engine. Some modifications were assembled with a mechanical supercharger. Let's take a closer look at the 4A motor with its modifications, we will reveal it weak spots and disadvantages.
Modifications engine 4 A:

4A-C;
4A-L;
4A-LC;
4A-E;
4A-ELU;
4A-F;
4A-FE;
4A-FE Gen 1;
4A-FE Gen 2;
4A-FE Gen 3;
4A-FHE;
4A-GE;
4A-GE Gen 1 "Big Port";
4A-GE Gen 2;
4A-GE Gen 3 "Red Top" / Small port ";
4A-GE Gen 4 20V "Silver Top";
4A-GE Gen 5 20V "Black Top";
4A-GZE;
4A-GZE Gen 1;
4A-GZE Gen 2.

Cars with the 4A engine and its modifications were produced Toyota:

Corolla;
Corona;
Karina;
Karina E;
Celica;
Avensis;
Kaldina;
AE86;
Ceres;
Levin;
Spasio;
Sprinter;
Sprinter Caribbean;
Sprinter Marino;
Sprinter Trueno;

In addition to Toyota, engines were installed on cars:

Chevrolet Nova;
Geo Prism.

Weaknesses of the 4A engine

Lambda probe;
Absolute pressure sensor;
Engine temperature sensor;
Crankshaft oil seals.

Weak spots more engine detail ...

Failure of the lambda probe or, in another way, the oxygen sensor does not happen often, but in practice this occurs. Ideally, for a new engine, the life of the oxygen sensor is small, 40 - 80 thousand km, if the engine has a problem with piston and with fuel and oil consumption, then the resource is significantly reduced.

Absolute pressure sensor

As a rule, the sensor fails due to a poor connection of the inlet fitting with the intake manifold.

Engine temperature sensor

Refuses not often, as they say rarely but aptly.

Crankshaft oil seals

The problem with the crankshaft oil seals is associated with the elapsed engine resource and the elapsed time from the moment of manufacture. It manifests itself simply - leakage or squeezing out of oil. Even if the car has low mileage, the rubber from which the oil seals are made loses its physical qualities after 10 years.

Disadvantages of the 4A engine

Increased fuel consumption;
The engine idle speed is floating or increased.
The engine does not start, stalls with floating revolutions;
The motor stalls;
Increased oil consumption;
The engine knocks.

disadvantages motor 4A in detail ...

Increased fuel consumption

Increased fuel consumption can be caused by:

malfunction of the lambda probe. The disadvantage is eliminated by replacing it. In addition, if there is soot on the candles, and black smoke from the exhaust, and the engine vibrates on Idling- check the absolute pressure sensor.
Dirty nozzles, if so, then they must be rinsed and blown out.

The engine idle speed is floating or increased

The cause may be a malfunction of the idle valve and carbon build-up on the throttle valve, or a misaligned throttle position sensor. Just in case, clean the throttle valve, flush the idle valve, check the spark plugs - the presence of carbon deposits also contributes to the problem with the engine idle speed. It will not be superfluous to check the nozzles and the operation of the crankcase ventilation valve.

The engine does not start, stalls with floating revolutions

This problem indicates a malfunction. temperature sensor engine.

Motor stalls

In this case, this may be due to a hammered fuel filter... In addition to finding the cause of the malfunction, check the operation of the fuel pump and the condition of the distributor.

Increased oil consumption

The manufacturer allows normal consumption oil up to 1 liter per 1000 km, if it is more, then there is a problem with the piston. Alternatively, a replacement can help piston rings and valve stem seals.

Engine knocks

Engine knocking is a signal of piston pins wear and a violation of the valve timing in the engine head. According to the operating manual, the valves are adjusted after 100,000 km.

As a rule, all flaws and weaknesses are not manufacturing or structural defects, but are the result of non-compliance with correct operation. After all, if you do not service the equipment in a timely manner, it will eventually ask you to do it. You must understand that basically all breakdowns and problems begin after a certain resource has been developed (300,000 km), this is the first reason for all malfunctions and shortcomings in work motor 4A.

Cars with engines of the Lean Burn version will be very expensive, they run on a lean mixture and from which their power is much lower, they are more capricious, and consumables are expensive.

All described weaknesses and disadvantages are also relevant for engines 5A and 7A.

P.S. Dear Toyota owners with 4A engine and its modifications! You can add your comments to this article, for which I will be grateful to you.

In terms of reliability, popularity and prevalence, A-series motors are not inferior to Toyota S-series power drives. The 4A FE engine was created for cars of classes C and D, that is, numerous modifications and restyled versions of Carina, Corona, Caldina, Corolla and Sprinter. Initially, the internal combustion engine does not have complex units, it can be repaired and serviced by the owner in the garage without visiting a service station.

In the basic version, the manufacturer has laid down 115 liters. with., but for some markets it is recommended to artificially lower the power to 100 liters. with. for decreasing transport tax and insurance premiums.

Specifications 4A FE 1.6 l / 110 l. with.

Engine markings manufacturer Toyota completely informative, albeit slightly encrypted. For example, the presence of 4 cylinders is indicated not by a number, but by the Latin F, the first letter A denotes the series of the motor. Thus, 4A-FE stands for:

4 - in its series, the motor is developed the fourth in a row;
A - one letter indicates that it began to leave the factory before 1990;
F - four-valve engine diagram, drive to one camshaft, transfer of rotation from it to the second camshaft, no forcing;
E - multipoint injection.

In other words, the peculiarity of these engines is the "narrow" cylinder head and the DOHC gas distribution scheme. Since 1990, the power drives have been modernized to convert them to low-octane gasoline. For this, the LeanBurn power system was used, which allows the fuel mixture to be leaner.

To familiarize yourself with the capabilities of the 4A FE motor, its specifications summarized in the table:

Manufacturer	Tranjin FAW Engines Plant # 1, North Plant, Deeside Engine Plant, Shimoyama Plant, Kamigo Plant
ICE brand	4A FE
Production years	1982 – 2002
Volume	1587 cm3 (1.6 L)
Power	82 kW (110 hp)
Torque	145 Nm (at 4400 rpm)
The weight	154 kg
Compression ratio	9,5 – 10,0
Nutrition	injector
Motor type	inline gasoline
Ignition	mechanical, distributor
Number of cylinders	4
Location of the first cylinder	TBE
Number of valves per cylinder	4
Cylinder head material	aluminum alloy
Intake manifold	duralumin
An exhaust manifold	steel welded
Camshaft	phases 224/224
Cylinder block material	cast iron
Cylinder diameter	81 mm
Pistons	3 overhaul sizes, original with counterbore for valves
Crankshaft	cast iron
Piston stroke	77 mm
Fuel	AI-92/95
Environmental standards	Euro-4
Fuel consumption	highway - 7.9 l / 100 km combined cycle 9 l / 100 km city - 10.5 l / 100 km
Oil consumption	0.6 - 1 l / 1000 km
What kind of oil to pour into the engine by viscosity	5W30, 15W40, 10W30, 20W50
Which oil is best for the engine by manufacturer	BP-5000
Oil for 4A-Fe by composition	Synthetics, semi-synthetics, mineral
Engine oil volume	3 - 3.3 l depending on the vehicle
Working temperature	95 °
Internal combustion engine resource	declared 300,000 km real 350,000 km
Adjustment of valves	nuts, washers
Cooling system	forced, antifreeze
Coolant volume	5.4 L
water pump	GMB GWT-78A 16110-15070, Aisin WPT-018
Candles for RD28T	BCPR5EY from NGK, Champion RC12YC, Bosch FR8DC
Candle gap	0.85 mm
Timing belt	Belt Timing 13568-19046
The order of the cylinders	1-3-4-2
Air filter	Mann C311011
Oil filter	Vic-110, Mann W683
Flywheel	6 bolt fixing
Flywheel retaining bolts	М12х1.25 mm, length 26 mm
Valve stem seals	Toyota 90913-02090 intake Toyota 90913-02088 exhaust
Compression	from 13 bar, difference in adjacent cylinders max. 1 bar
Turnovers XX	750 - 800 min-1
Tightening force of threaded connections	candle - 25 Nm flywheel - 83 Nm clutch bolt - 30 Nm bearing cover - 57 Nm (main) and 39 Nm (connecting rod) cylinder head - three stages 29 Nm, 49 Nm + 90 °

The manufacturer's instruction manual Toyota recommends changing the oil after 15,000 km. In practice, this is done twice as often, or at least after passing 10,000 runs.

Design features

In its series, the 4A FE engine has average characteristics and has the following design features:

in-line arrangement of 4 cylinders bored directly in the body of the cast-iron block without liners;
two DOHC overhead camshafts to control valve timing through 16 valves inside an aluminum cylinder head;
belt drive of one camshaft, transmission of rotation from it to the second camshaft by a gear wheel;
distributor distribution of ignition from one coil, with the exception of the later versions of LB, in which each pair of cylinders had its own coil according to the DIS-2 scheme;
engine options for low-octane LB fuel have lower power and torque - 105 hp. with. and 139 Nm., respectively.

The motor does not bend the valves, like the whole series A, therefore overhaul if the timing belt suddenly breaks, you do not have to do it.

List of ICE modifications

There were three versions of the 4A FE powertrain with the following design features:

Gen 1 - produced in the period 1987 - 1993, had a capacity of 100 - 102 liters. with., had electronic injection;
Gen 2 - injected in 1993 - 1998, had a capacity of 100 - 110 hp. s, the injection scheme, ShPG, intake manifold has changed, the cylinder head has been modernized for new camshafts, valve cover ribbing has been added;
Gen 3 - years of manufacture 1997 - 2001, power increased to 115 hp. with. by changing the geometry of the intake and exhaust manifolds, the internal combustion engine was used only for cars on the domestic market.

The management of the company replaced the 4A FE motor with a new family of 3ZZ FE power drives.

Advantages and disadvantages

The main advantage of the 4A FE design is the fact that the piston does not bend the valve when the timing belt breaks. Other advantages are:

availability of spare parts;
low operating budget;
high resource;
the possibility of self-repair / maintenance, as attachments does not interfere with this;

The main disadvantage is the LeanBurn system - in the domestic Japanese market, such machines are considered very economical, especially in traffic jams. For gasoline of the Russian Federation, they are practically not suitable, since at medium speeds there is a power failure, which cannot be cured. Motors become sensitive to the quality of fuel and oil, the condition of high-voltage wires, lugs and spark plugs.

Due to the non-floating fit of the piston pin and the increased wear of the camshaft beds, overhaul occurs more often, but you can do it yourself. The manufacturer used high-resource attachments, the power drive has three modifications, in which the volumes of the combustion chambers are preserved.

List of car models in which it was installed

Initially, the 4A FE engine was created exclusively for the cars of the Japanese manufacturer Toyota:

Carina - V generation in the back of T170 sedan 1988 - 1990 and 1990 - 1992 (restyling), VI generation in the back of T190 sedan 1992 - 1994 and 1994 - 1996 (restyling);
Celica - V generation in the back of T180 coupe 1989 - 1991 and 1991 - 1993 (restyling);
Corolla (European market) - VI generation in the back of E90 hatchback and station wagon 1987 - 1992, VII generation in the back of E100 hatchback, sedan and station wagon 1991 - 1997, VIII generation in the back of E110 station wagon, hatchback and sedan 1997 - 2001;
Corolla (domestic market of Japan) - 6th, 7th and 8th generation in the bodies of E90, E100 and E110 sedan / wagon 1989-2001, respectively;
Corolla (American market) - 6th and 7th generation in the bodies of E90 and E100 station wagon, coupe and sedan from 1988 to 1997, respectively;
Corolla Ceres - I generation in the back of the E100 sedan 1992 - 1994 and 1994 - 1999 (restyling);
Corolla FX - III generation in the back of the E10 hatchback;
Corolla Levin - 6th and 7th generation in E100 and E100 coupe bodies 1991 - 2000;
Corolla Spacio - I generation in the back of the E110 minivan 1997 - 1999 and 1999 - 2001 (restyling);
Corona - IX and X generation in the bodies of T170 and T190 sedan 1987 - 1992 and 1992 - 1996, respectively;
Sprinter Trueno - 6th and 7th generation in the bodies of E100 and E110 coupes 1991-1995 and 1995-2000, respectively;
Sprinter Marino - I generation in the back of the E100 sedan 1992 - 1994 and 1994 - 1997 (restyling);
Sprinter Carib - II and III generation in the bodies of E90 and E110 station wagon 1988 - 1990 and 1995 - 2002, respectively;
Sprinter - 6, 7 and 8 generations in the bodies of AE91, U100 and E110 sedan 1989 - 1991, 1991 - 1995 and 1995 - 2000, respectively;
Premio - I generation in the back of T210 sedan 1996 - 1997 and 1997 - 2001 (restyling).

This engine was installed in Toyota AE86, Caldina, Avensis and MR2, the characteristics of the engine made it possible to equip them with Geo Prizm, Chevrolet Nova and Elfin Type 3 Clubman cars.

Service schedule 4A FE 1.6 l / 110 l. with.

Inline Gas engine 4A FE must be serviced within the following times:

the engine oil resource is 10,000 km, then the lubricant and filter need to be replaced;
the fuel filter must be replaced after 40,000 mileage, the air filter is twice as often;
the service life of the battery is set by the manufacturer, on average it is 50 - 70 thousand km;
candles should be changed after 30,000 km, and checked annually;
crankcase ventilation and adjustment of valve thermal clearances are performed at the turn of 30,000 car mileage;
the replacement of antifreeze occurs after 50,000 km, you need to inspect the hoses and the radiator constantly;
the exhaust manifold can burn out after 100,000 km.

The initially simple ICE device allows for maintenance and repair on their own in the garage.

Overview of faults and how to repair them

Due to its design features, the 4A FE motor is prone to the following "diseases":

Knocking inside the internal combustion engine	1) at high mileage, wear of the piston pins 2) with a slight violation of the thermal clearances of the valves	1) finger replacement 2) adjustment of clearances
Increased oil consumption	working out valve stem seals or rings	diagnostics and replacement of consumables
Motor starts and stalls	fuel system malfunction	cleaning injectors, distributor, fuel pump, replacing the fuel filter
Floating revolutions	clogging of crankcase ventilation, throttle valve, injectors, wear of the IAC	cleaning and replacing spark plugs, injectors, idle speed regulator
Increased vibration	clogged nozzles or candles	replacement of nozzles, candles

Gaps with XX rpm and engine start occur after the sensors are exhausted or damaged. A burned-out lambda probe may increase fuel consumption and form carbon deposits on the spark plugs. Some Toyota cars engines were installed with Lean system Burn. Owners can fill in gasoline with a low octane number, but the turnaround time is reduced by 30-50%.

Engine tuning options

Within its power actuator series Toyota engine 4A FE is considered unsuitable for retrofitting. Usually tuning is done for versions 4A GE, which, by the way, has a turbocharged up to 240 hp. with. analogue. Even when installing a turbo kit on a 4A FE, you get a maximum of 140 hp. with., which is incommensurable with the initial investment.

However, atmospheric tuning is possible in the following way:

reduction of the compression ratio by replacing the crankshaft and ShPG;
grinding the cylinder head, increasing the diameter of valves and seats;
use of high-performance nozzles and a pump;
replacement of camshafts with products with a longer valve opening phase.

In this case, tuning will provide the same 140 - 160 hp. with., but already without reducing the operational resource of the engine.

Thus, the 4A FE motor does not bend the valves, has a high resource of 250,000 km and a base power of 110 hp. with., which is artificially underestimated on the conveyor for some car models.

If you have any questions - leave them in the comments below the article. We or our visitors will be happy to answer them.

The first digit in the modern encoding of Toyota engines shows the serial number of the modification, i.e. the first (base) motor is marked1 A, athe first modification of this motor - 2A , the next modification is called3A and finally 4 A (under "modification" is meant the release of a motor of a different volume based on an existing motor).

Family A originated in 1978 year, motor 1A had volume 1.5 L(piston diameter 77.5mm., stroke 77.0mm), the main goals of creation were: compactness, low noise level, environmental friendliness, good torque characteristics and no need for maintenance.

Various engine variations 4A issued from 1982 on 2002 , v lineup Toyota this engine took the place of the "venerable old man" (with Hemi head by the way), and he was later replaced by a much less successful... All the brilliance of engineering over the past 40 years, I reflected in the table:

	2T- C	4A -C	3ZZ-FE
Volume	1588 cm3	1587 cm3	1598 cm3
Bore \ Stroke	85mm \ 70mm	81mm \ 77mm	79mm \ 85.1mm
Compression ratio	8.5:1	9.0:1	10:1
Max. power (rpm / minutes) Max. moment (about. \ minutes)	88 hp (6000) 91 N * m (3800)	90 hp (4800) 115 (2800)	109 hp (6000) 150 (3800)
Camshaft \ hydraulic lifters	OHV \ no	SOHC \ no	DOHC \ no
Timing drive	Chain	Belt	Chain
Estimated service life	450 t.km	300 t.km	210 t.km
Years of release (whole family)	1970-1985	1982 -2002	2000 - 2006

As you can see, engineers are able to raise the compression ratio, reduce durability and gradually made a more "compact" long-stroke engine out of a short-stroke engine ...

I had personally in operation and repair (carburetor with 8 valves and 17 tubes to the carburetor and various pneumatic valves that you can't buy anywhere) I can't say anything good about it - the valve guide has broken in the head, you can't buy it separately, so a replacement heads (only, where can I find an 8-valve head?). It is better to change the crankshaft than to sharpen it - it took me only 30 thousand after boring to the first repair size. The oil receiver is not at all successful (the mesh is closed with a casing, in which there is one hole at the bottom, the size of a penny coin) - it was clogged with some kind of nonsense, which caused the engine to knock ...

The oil pump was made even more interesting: the design of almost 3 parts and a valve is mounted in the front cover of the engine, which is worn on the crankshaft (by the way, the front crankshaft oil seal is difficult to change). Actually, the oil pump is driven by the front end of the crankshaft. I specially looked at the Toyota engines of those years of the series R,T and K, well, or the next series S and G- Such a solution (the drive of the oil pump by the front end of the crankshaft directly or through a gear) has never been used anywhere! I still remember from the institute times a Russian book on engine design, which said why this should not be done (I hope the smart ones themselves know, but I will tell fools only for money).

Okay, let's figure out the marking of engines: the letter WITH after the dash meant the presence of an emission control system ( C not used if the engine was originally equipped for emission control, associated C from California, then only there were strict emission standards),

Letter E after the dash meant electronic fuel injection (EFI), imagine an injector on an 8-valve Toyota engine! I hope you never see this again! (Was installed on AE82, if anyone is interested).

/. Letter L after the dash meant that the engine is installed across the car, and the letter U(from Unleaded fuel) that the emission control system was designed for gasoline, which was only available in Japan at that time.

Fortunately, you won't find Series A 8 valve engines anymore, so let's talk about 16 and 20. valve engines... Their distinctive feature is the presence in the name of the engine after the dash of the letter F(an engine of a standard power range with four valves per cylinder, or as marketers came up with - High Efficiency Twincam Engine), in such engines, the drive from the timing belt or chain has only one camshaft, the second is driven from the first through a gear (engines with a so-called narrow cylinder head), for example, 4A-F. Or letters G is an engine, each of camshafts which has its own drive from the timing belt (chain). Toyota marketers call these engines High Performance Engine, and their camshafts are driven through their own gears (with a wide cylinder head).

Letter T stands for Turbocharged, and the Z stands for Supercharged for a mechanical supercharger (compressor).

- a good choice to buy only if it is not equipped with a system LEAN BURN:

If the belt breaks, the valves in the engine bend!
The 4A-FE LEAN BURN (LB) engine differs from the conventional 4A-FE in the design of the cylinder head, where four of the eight intake ports have a vortex lug at the cylinder inlet. Fuel injectors are installed directly in the cylinder head and inject fuel into the area of the intake valve. The injection is carried out alternately by each nozzle (according to the sequential scheme).
On most LB engines of the second half of the 90s, an ignition system of the DIS-2 type (Direct Ignition System) is used, with 2 ignition coils and special plugs with platinum-coated electrodes.
In the LB scheme of European models, new type oxygen sensors (Lean Mixture Sensor), which are significantly more expensive than conventional ones, and at the same time do not have inexpensive analogues. In the scheme for Japanese market a conventional lambda probe is used.
A pneumatically controlled damper system is installed between the intake manifold and the cylinder head.
The damper blades are driven by a vacuum supplied to the common pneumatic actuator using an electro-pneumatic valve on a signal electronic unit control (ECU) depending on the degree of opening of the throttle valve and the speed.

As a result, the differences between 4A-FE LB and 4A-FE are simple:

1. The ignition coil is removed from the distributor (ignition distributor) to the wall of the engine compartment.
2. There is no knock sensor.
3. The injectors are located not on the intake manifold, but on the head and inject the fuel mixture almost immediately before the intake valve.
4. At the junction of the intake manifold and the head of the block there are additional controlled flaps.
5. The injectors work alternately all four, not in pairs.
6. Candles must only be platinum.

- installed only on some modifications of CARINA E-AT171, SPRINTER CARIB E-AE95G, SPRINTER CARIB E-AE95G<4WD>- there are a lot of engines on disassembly, it is better to immediately take the contract one, and do not try to repair the old one!

Number of cylinders, layout, type of timing, number of valves: R4; DOHC, 16 Valve;
Engine displacement, cm3 (Displacement (cc)): 1587;
Engine power, hp / rpm: 115/6000;
Torque, n-m / ob.min: 101/4400;
Compression Ratio: 9.50;
Diameter (Bore) / Piston stroke (Stroke), mm: 81.0 / 77.0

Originals who are not looking for easy ways may well like the compressor version of this engine, it was installed on:

COROLLA LEVIN -CERES E-AE101, COROLLA LEVIN -CERES E-AE92, MR-2 E-AW11, MR-2 E-AW11, SPRINTER TRUENO-MARINO E-AE101, SPRINTER TRUENO-MARINO E-AE92

Engine model: 4A-GZE,
Number of cylinders, layout, type of timing, number of valves: R4; DOHC, 16 Valve;
Engine displacement, cm3: 1587;
Engine power, hp / rpm: 145/6400;
Torque, n-m / ob.min: 140/4000;
Compression ratio: 8.00;
Diameter / Piston stroke, mm: 81.0 / 77.0

You can easily find the engine on disassembly, the only problem: the MR2 has its own engine, which is not interchangeable with the rest.

Okay, you can talk about these engines for a long time, but you need some kind of result: I'm glad that I was able to get acquainted with the design of this engine, it was much ahead of its time, and its design is in many ways better than the later Toyota engines, although it even managed to I do not consider it successful to spoil the environmental theme and the design of the oil pump and oil receiver a little. But, after all, the engineers were not obliged to create an engine that will survive the body ... I would not recommend you to buy a Toyota with this engine, simply because the car as a whole will turn out to be a trash heap (although Audi, Mercedes and even Mazda of the same years, perhaps they will drive even more cheerfully) - nothing can be done, apparently, the real slogan of Toyota is "you don't need more, the main thing is that the fence should be even!"

Well, and the last, complete history of Serie A:

Engines 4A-F, 4A-FE, 5A-FE, 7A-FE and 4A-GE (AE92, AW11, AT170 and AT160) 4-cylinder, in-line, with four valves per cylinder (two intake, two exhaust ), with two overhead camshafts. 4A-GE engines are distinguished by the installation of five valves per cylinder (three inlet, two outlet).

Engines 4A-F, 5A-F carburetor. all other engines have electronically controlled multipoint fuel injection.

The 4A-FE engines were made in three versions, which differed from each other mainly in the design of the intake and exhaust systems.

The 5A-FE engine is similar to the 4A-FE engine, but differs from it in the size of the cylinder-piston group. The 7A-FE engine has small design differences from 4A-FE. Engines will have cylinder numbering starting from the side opposite to the power take-off. The crankshaft is full support with 5 main bearings.

The bearing shells are made on the basis of an aluminum alloy and are installed in the bores of the engine crankcase and main bearing caps. The drills in the crankshaft are used to supply oil to the connecting rod bearings, connecting rod rods, pistons and other parts.

The order of the cylinders: 1-3-4-2.

The cylinder head, cast from an aluminum alloy, has transverse and opposite inlet and outlet pipes arranged with hipped combustion chambers.

The spark plugs are located in the center of the combustion chambers. The 4A-f engine uses a traditional intake manifold design with 4 separate intake manifolds that are combined into a single channel under the carburetor mounting flange. The intake manifold is liquid-heated, which improves the throttle response of the engine, especially when it is warmed up. The intake manifold of 4A-FE, 5A-FE engines has 4 independent pipes of the same length, which, on the one hand, are united by a common intake air chamber (resonator), and on the other, they are joined to the intake channels of the cylinder head.

The intake manifold of the 4A-GE engine has 8 of these, each fitting a different intake valve. The combination of the length of the intake pipes with the valve timing of the engine allows the phenomenon of inertial boost to be used to increase torque at low and medium engine speeds. The outlet and inlet valves mate with springs that have an uneven pitch.

The camshaft of the exhaust valves of engines 4A-F, 4A-FE, 5A-FE, 7A-FE is driven from the crankshaft using a flat-toothed belt, and the intake camshaft is driven from camshaft exhaust valves using gear transmission. In the 4A-GE engine, both shafts are driven by a flat toothed belt.

The camshafts have 5 bearings located between the valve tappets of each cylinder; one of these supports is located at the front end of the cylinder head. Lubrication of the bearings and cams of the camshafts, as well as the drive gears (for engines 4A-F, 4A-FE, 5A-FE), is carried out by an oil flow entering through an oil channel drilled in the center of the camshaft. The valve clearance is adjusted using shims located between the cams and the valve tappets (for 20-valve 4A-GE engines, the adjusting spacers are located between the tappet and the valve stem).

The cylinder block is cast from cast iron. it has 4 cylinders. The upper part of the cylinder block is covered by the cylinder head, and the lower part of the block forms the crankcase in which the crankshaft... The pistons are made of high temperature aluminum alloy. Recesses are made on the piston bottoms to prevent the piston from meeting the valves in the TMV.

The piston pins of the 4A-FE, 5A-FE, 4A-F, 5A-F and 7A-FE engines are of the “fixed” type: they are fitted with an interference fit in the piston head of the connecting rod, but have a sliding fit in the piston bosses. Piston pins of the 4A-GE engine - "floating" type; they have a sliding fit both in the piston head of the connecting rod and in the piston bosses. Such piston pins are secured against axial displacement by retaining rings installed in the piston bosses.

The upper compression ring is made of stainless steel (4A-F, 5A-F, 4A-FE, 5A-FE and 7A-FE engines) or steel (4A-GE engine), and the 2nd compression ring is cast iron. The oil scraper ring is made of an alloy of common steel and stainless steel. Outside diameter of each ring is slightly larger than the piston diameter, and the elasticity of the rings allows them to tightly wrap around the cylinder walls when the rings are installed in the piston grooves. Compression rings prevent gases from escaping from the cylinder into the crankcase, and an oil scraper ring removes excess oil from the cylinder walls, preventing it from entering the combustion chamber.