Some explanations to the tables, as well as the mandatory remarks on the operation and the choice of consumables, would have made this material quite hard. Therefore, self-sufficient issues were made in separate articles.

Octane number
General Tips and Manufacturer's Recommendations - "What gasoline to Toyota?"

Motor oil
General advice on the choice of engine oil - "What oil to the engine?"

Spark plug
General Comments and Catalog of Recommended Candles - "Spark plug"

Batteries
Some recommendations and the regular battery catalog - "Batteries for Toyota"

Power
A little more about the characteristics - "Nominal TTH engines Toyota"

Filling tanks
Directory with manufacturer's recommendations - "Filling volumes and liquids"

GRM drive in historical cut

The development of the designs of gas distribution mechanisms at Toyota over several decades has passed on some spirals.

The most archaic OHV engines in their mass remained in the 1970s, but their individual representatives were modified and maintained in service until the mid-2000s (Series K). The lower camshaft was brought by a short chain or gears and the rods moved through the hydrotroders. Today OHV is used to Toyota only in the segment of cargo diesel engines.

Since the second half of the 1960s, SOHC and DOHC motors of different series began to appear - initially with solid double-row chains, with hydrocomathers or adjustment of valve gaps with washers between the camshaft and the pusher (less often - screws).

The first series with the timing belt drive (a) was born only in the late 1970s, but by the mid-1980s such engines - what we call "classics" became an absolute mainstream. At first, SOHC, then DOHC with a Literary G in the index - "wide twincam" with the drive of both camshafts from the belt, and then massive DOHC with a Literary F, where the belt was driven by one of the shafts associated with the gear transmission. The gaps in DOHC were regulated by the pucks over the pusher, but some engines with the head of development Yamaha remained the principle of placement of the washers under the pusher.

When the belt breaks on most massive valve engines and the pistons did not meet, with the exception of 4a-ge, 3S-GE forced, some V6, D-4 and, naturally diesel engines. In the latter, due to the characteristics of the design, the consequences are particularly severe - the valve is bent, the guide sleeves break, the camshaft is often rehearsed. For gasoline engines, a certain role is played by the accident - in the "non-bellible" motor covered with a thick layer of carnaming the piston and the valve are sometimes complained, and in the "bent", on the contrary, the valves can successfully hang in the neutral position.

In the second half of the 1990s, fundamentally new engines of the third wave appeared, on which the chain drive of the timing and the standard was the presence of mono-vvt (variable phases on the inlet). As a rule, the chains led both camshafts on row engines, on V-shaped between single head camshafts stood gear or short additional chain. Unlike old two-row, new long-row roller chains no longer differed in durability. The valve gaps are now almost always asked by the selection of adjusting pushers of different heights, which made the procedure too time-consuming, stretched over time, costly, and therefore unpopular - monitor the gaps of the owners in their mass simply stopped.

For the circuit-driven engines, the break cases are traditionally not considered, but in practice when skipping or improper installation of the chain in the overwhelming number of valve cases and pistons are found with each other.

A kind of derivation among the motors of this generation was the 2ZZ-GE with a variable lifting height of the valve (VVTL-I), but in this form did not receive the concept of distribution and development.

Already in the mid-2000s, the era of the next generation of engines began. In terms of timing of their main distinctive features - Dual-Vvt (variable phases on the inlet and release) and the revived hydraulic components in the valve drive. Another experiment was the second option for changing the lifting height - Valvematic on the Zr series.

The simple advertising phrase "The chain is designed for work during the entire service life of the car" Many people perceived literally, and on its basis began to develop a legend about the boundless resource of the chain. But, as they say, dreaming is not harmful ...

The practical advantages of the chain drive compared to the belt are simple: strength and durability - the chain, relatively speaking, does not break and requires less frequent planned replacements. The second winnings, layout, is important for the manufacturer: the drive of four valves per cylinder through two shafts (also with the mechanism of phase change), the drive of the pump, pump, pump, oil pump - require a sufficiently large belt width. Whereas the installation instead of a thin single-row chain allows you to save a pair of centimeters from the longitudinal size of the engine, and at the same time to reduce the transverse size and the distance between the camshafts, thanks to the traditionally smaller diameter of the stars compared to pulleys in the belt drives. Another plus is less than the radial load on the shafts due to the smaller preset.

But you can not forget about the standard minuses of chains.
- due to the inevitable wear and the appearance of a backlash in the hinges of the links chain in the process of work is drawn up.
- To combat the tension of the chain, it is required or a regular procedure for its "pull-up" (as on some archaic motors), or installation of an automatic tensioner (which makes most of the modern manufacturers). Traditional hydraulicer works from common system Engine lubricants, which negatively affects its durability (therefore on the chain engines of new generations Toyota. Places it outside, simplifying the replacement as possible). But sometimes the tension of the chain exceeds the limit of the adjusting capabilities of the tensioner, and then the consequences for the engine are very sad. And some third-party automakers are managed to install hydraulic machines without a snoring mechanism, which makes it even an inhabited chain "Play" each time.
- The metal chain in the process of work is inevitably "dormiles" shoes of tensioners and calm, gradually protects the steels asterisk, and wear products fall into motor oil. It is even worse that many owners when replacing the chain do not change asterisks and tensioners, although they must understand how quickly an old asterisk is capable of spoiling a new chain.
- Even a serviceable chain drive Timing always works noticeably noiser belt. Among other things, the speed of movement of the chain is uneven (especially with a small number of stars teeth), and when the link inlet, the engagement always strikes.
- The cost of the chain is always higher than the timing belt kit (and some manufacturers are simply inadequate).
- Replacing the chain more laborious (the old "Mercedes" way on Toyota does not work). And the process requires a fair accuracy, since the valves in the chain Toyotov engines are found with pistons.
- On some engines leading their origin from Daihatsu, not roller, but gear chains are used. They, by definition, quieter in work, more precisely and more durable, but for inexplicable reasons can sometimes slip on asterisks.

As a result, did the maintenance costs decreased with the transition to the chain in the timing? The chain drive requires one or another no less frequently than the belt - the hydraulicers are handed over, on average, the chain itself is stretched ... And the costs "on the circle" turn out to be higher, especially if you do not cut out all the necessary components simultaneously and replace Drive.

The chain can be good - if it is a double row, in the engine 6-8 cylinders, and on the lid there is a three-beam star. But on the classic Toyotovsky engines, the timing belt drive was so good that the transition to thin long chains has become an explicit step back.

"Goodbye, carburetor"

But not all archaic decisions are reliable, and a bright example is Toyotovsky carburetors. Fortunately, the absolute majority of the current Toyotovodov began immediately with injector engines (which appeared in the 70s), by passing Japanese carburetors, so they cannot compare their features in practice (although in the inner Japanese market, separate carburetor modifications have been launched until 1998, on the external - until 2004).

In the post-Soviet space, the carburetor system of nutrition of local manufacturing cars on maintainability and budget will never have competitors. All deep electronics - EPHH, the entire vacuum is an automatic development and ventilation of the crankcase, all kinematics - throttle, manual seats and a second chamber drive (Solex). Everything is relatively simple and understandable. The speaker value allows you to literally carry the second set of power and ignition systems in the trunk, although spare parts and "dehtura" could always be found somewhere nearby.

Toyotovsky carburetor is a different thing. It is enough to take a look at some 13T-U of the turn of the 70-80-X - a real monster with a multitude of tentacles of vacuum hoses ... Well, and the late "electronic" carburetors were generally the top of difficulty - catalyst, oxygen sensor, airflow of air to release, exhaust gas protection (EGR), electrical sewage control, two or three levels of electrical control over load (electromotors and gur), 5-6 pneumatic drives and two-stage dampers, ventilation of the tank and float chamber, 3-4 electropneumoclap , thermopneumoclap, EPHH, vacuum corrector, air heating system, complete set of sensors (coolant temperature, air, speed, detonation, DZ confusion), catalyst, the electronic unit Control ... It's amazing why there were such difficulties in general in the presence of modifications with normal injection, but somehow, such systems, tied to vacuum, electronics and kinematics of the drives, worked in very thin equilibrium. Balance of elementary - from old age and dirt is not insured by any carburetor. Sometimes everything was more stupid and easier - I don't remember the impulsive "master" that the hoses disconnected everything, but the places of their connection, naturally, did not remember. It is possible to revive this miracle, but to establish the right job (to simultaneously supported a normal cold start, normal heating, normal idling, normal load correction, normal fuel consumption) is extremely difficult. As it is easy to guess, the few carburetors with the knowledge of the Japanese specificity lived only within the Primorye, but after two decades, even the locals are unlikely to remember them.

As a result, Toyotovsky distributed injection initially turned out to be easier late Japanese carburetrators - electricians and electronics in it were not much more, but the vacuum was strongly degenerated and there were no mechanical drives with complex kinematics - which gave us so valuable reliability and maintainability.

At one time, the worshipers of the early engines D-4 realized that because of the extremely dubious reputation, they would simply be able to resemble their cars without tangible losses - and went to the offensive ... Therefore, listening to their "tips" and "experience", it was necessary to remember that they are not only morally but and mostly materially interested In the formation of a definitely positive public opinion regarding the engines with direct injection (HB).

The most unreasonable argument in favor of D-4 sounds as follows - "the direct injection will soon displace traditional motors." Even if it corresponded to the truth, in no way indicated that there were no alternatives to engines with HB now. For a long time, D-4 was understood as a rule, in general one particular engine - 3S-FSE, which was installed on relatively available mass cars. But they were equipped with only three Models of Toyota 1996-2001 (for the domestic market), and in each case a direct alternative was at least a version with a classic 3S-FE. And then the choice between D-4 and normal injection is usually preserved. And from the second half of the 2000s, Toyotov, generally abandoned the use of direct injection on the engines of the mass segment (see "Toyota D4 - Perspectives?" ) And they began to return to this idea only after a decade.

"The engine is excellent, just we have gasoline (nature, people ...) bad" - it is again from the area of \u200b\u200bscholastic. Let this engine are good for the Japanese, but what of this is from this in the Russian Federation? - country is not best gasoline, harsh climate and imperfect people. And where, instead of the mythical advantages of D-4, its disadvantages come out exclusively.

An extremely unfailed appeal to foreign experience - "But in Japan, but in Europe" ... The Japanese are deeply concerned about the controversial issue of CO2, the Europeans are combined to decline in emissions and efficiency (no wonder for more than half of the market there is a diesel engine). In the mass of its population of the Russian Federation, it cannot be compared with them for income, and the quality of local fuel is also inferior to the states, where the immediate injection has not been considered before a certain time - mostly precisely because of the inappropriate fuel (also the manufacturer of a frankly bad engine can be punished with a dollar .

The stories that "the D-4 engine consumes three liters less" - just simple disinformation. Even on the passport, the maximum savings of the new 3S-FSE compared to the new 3S-FE on one model was 1.7 l / 100 km - and this is in a Japanese test cycle with very calm modes (so the real savings have always been less). With dynamic urban driving D-4, operating in power mode, the flow rate does not give in principle. The same happens when quickly driving on the highway - the zone of the tangible efficiency of D-4 by turnover and speed is small. And in general, it is incorrect to reason about the "regulated" consumption for an extent not a new car - it is much more depends on the technical presentation of a particular car and travel manner. Practice showed that some of the 3S-FSE, on the contrary, spend significantly morethan 3s-Fe.

Often it was possible to hear "yes, change the pump speaking a penny and no problem." What do not say, but the obligation to regularly replace the main node fuel system The engine is relatively fresh Japanese cars (especially, Toyota) is just nonsense. Yes, and with regularity in 30-50 t.km, even the "penny" $ 300 became not the most pleasant spending (and the price of this only touched 3S-FSE). And little it was said that nozzles, who, too, often demanded a replacement, cost comparable to Money TNVD. Of course, diligently silent the standard and more than the fatal problems of 3S-FSE on the mechanical part.

Perhaps not everyone was thinking about the fact that if the engine already "caught the second level in the oil pan", most likely all the rubing parts of the engine were injured on the gas-oil emulsion (it is not necessary to compare gasoline grams that sometimes get into the oil during cold Pusk and evaporating the engine warming, with constantly dragging fuel in Carter).

No one warned that in this engine can not be attempted to "clean the choke" - all right Adjusting the elements of the engine control system required the use of scanners. Not everyone knew about how the EGR system poists the engine and covers the intake items, requiring regular disassembly and cleaning (conditionally every 30 tkm). Not everyone knew that an attempt to replace the timing belt "like 3S-FE" method leads to a meeting of pistons and valves. Not all represented, if there are at least one car service in their city, successfully decisive problems D-4.

What is generally Toyota appreciates in the Russian Federation (if there are Japan's cheaper-faster-sports-comforting- ..)? For "unpretentiousness", in the broadest sense of the word. Unpretentiousness in the work, unpretentiousness to fuel, to consumables, to the choice of spare parts, to repair ... It is possible, of course, to buy high-tech seals at the price of a normal machine. You can carefully choose gasoline and pour inward a variety of chemicals. You can recalculate each center saved on gasoline - whether the costs for the upcoming repair or not (excluding nerve cells). Local servicemen can be trained by the basics of repairing direct injection systems. You can remember the classic "something has not breakdown for a long time, when finally gets frozen" ... there is only one question - "Why?"

In the end, the choice of buyers is their personal matter. And the more people contact HB and other dubious technologies - the more customers will be at the services. But elementary decency requires still saying - purchase of a machine with a D-4 engine with other alternatives contradicts common sense.

Retrospective experience suggests - the necessary and sufficient level of reducing the emission of harmful substances was provided by already classical models engines japanese market In the 1990s or EURO II standard on the European market. All that was required for this is a distributed injection, one oxygen sensor and catalyst under the bottom. Such machines for many years worked in a regular configuration, despite the quality of gasoline, its own considerable age and mileage (sometimes required the replacement of completely exhausted oxygen), and it was easier to get rid of them from the catalyst - but usually there was no such need.

Problems began from the EURO III stage and correlating norms for other markets, and then they only expanded - the second oxygen sensor, moving the catalyst closer to the release, transition to "catckels", transition to broadband mixture composition sensors, electronic throttle control (or rather algorithms, Consciously worsening the response of the engine on the accelerator), an increase in temperature modes, chips of catalysts in the cylinders ...

Today, with the normal quality of gasoline and much more fresh cars, the removal of catalysts with flashing EUBU type EURO V\u003e II is massive. And if for older cars, in the end, it is possible to use an inexpensive universal catalyst instead of a suspended one, then for the freshest and "intellectual" machines alternative to the punching of the catcollector and program disconnection Emission control simply does not remain.

Several words for individual purely "environmental" excesses (gasoline engines):
- The recycling system of exhaust gases (EGR) is an absolute evil, at the first opportunity it should be jammed (taking into account the specific design and the presence of feedback), stopping the poisoning and pollution of the engine with its own waste of vital activity.
- Fuel vapor collection system (EVAP) - works fine on Japanese and European cars, problems occur only on the models of the North American market due to its emergency complications and "sensitivity".
- Release air supply system (SAI) - unnecessary, but also a relatively harmless system for North American models.

Immediately make a reservation that on our resource the concept of "best" means "the most trouble-free": reliable, durable, maintainable. Specific capacity, cost-effectiveness - are already secondary, and a variety of "high technologies" and "environmental friendliness" is due to definition.

In fact, the recipe is an abstract of the best engine simple - gasoline, R6 or V8, the atmospheric, cast iron block, the maximum safety margin, the maximum working volume, distributed injection, minimal forcing ... but alas, in Japan to meet this one can only be found on cars explicitly "anti-people "Class.

In an affordable mass consumer, younger segments can no longer do without compromises, so the engines here may not be better, but at least "good." The following task is to evaluate the motors with respect to their real use - whether they provide an acceptable tutorial and in which equipment are installed (perfect for compact models The engine will be clearly insufficient in the middle class, a constructively more successful engine may not be aggregated with fully drive etc.). And finally, the time factor is all our regrets of beautiful engines that were removed from production 15-20 years ago, do not mean at all that today it is necessary to buy ancient worn cars with these engines. So it makes sense only about the best engine in its class and on its time segment.

1990s. Among the classic engines it is easier to find some unsuccessful than choosing the best of the masses of good. However, two absolute leaders are well known - 4a-Fe STD type "90 in a small class and 3s-Fe type" 90 on average. In a large class, 1JZ-GE and 1G-FE type approval is equally deserved.

2000s. As for the third wave engines, the best words are found only to the address 1NZ-FE type "99 for a small class, the rest of the series can only compete for the rank of outsider, in the middle class even" good "engines are missing. In a large class it follows Paying for 1MZ-FE, which on the background of young competitors was not bad at all.

2010th. In general, the picture has changed a little - at least, the engines of the 4th waves still look better than the predecessors. In the younger class, there are still 1NZ-FE (unfortunately, in most cases it is "upgraded" for the worse type "03). In the older middle class segment, it shows that 2ar-Fe is good. As for the large class, then for a number of well-known Economic and political reasons for an ordinary consumer does not exist.

The question arising from the previous ones - why are the best named old engines in their older modifications? It may seem to appear that both Toyota and the Japanese are generally not capable of anything consciously worsen. But alas, above engineers in the hierarchy are the main enemies of reliability - "environmentalists" and "marketers". Thanks to them, car owners receive less reliable and alternating cars at a higher price and with greater maintenance costs.

However, it is better to see the examples than new versions of the engines turned out to be worse than old. About 1G-FE type "90 and type" 98 is already mentioned above, but what is the difference between the legendary 3S-FE type "90 and type" 96? All deterioration caused by the same "good intentions", such as reduced mechanical losses, reducing fuel consumption, reduce CO2 emissions. The third paragraph refers to a completely insane (but profitable for some) the idea of \u200b\u200bmythical combating mythical global warming, and the positive effect of the first two turned out to be disproportionately less than the fall in the resource ...

The deterioration in the mechanical part belongs to the cylinder-piston group. It would seem that the installation of new pistons with cropped (T-shaped in the projection) skirts to reduce friction losses could be welcomed? But in practice it turned out that such pistons begin to knock at the wrapper in NMT on much smaller runs than in the classic type "90. Yes, and this knock is not noise in itself, but an increased wear. It is worth mentioning and phenomenal nonsense of replacement of fully floating piston Finger pressed.

Replacing the rubbed ignition on DIS-2 in the theory is characterized only positively - no rotating mechanical elements, more service life of coils, higher ignition stability ... And in practice? It is clear that it is impossible to manually adjust the basic ignition advance angle. The resource of new ignition coils, compared with classic remote, even fell. The resource of high-voltage wires has decreased (now each candle has sparkled twice as much as) - instead of 8-10 years later they served 4-6. It is good that at least candles remained simple two-contact, and not platinum.

The catalyst moved from the bottom right to the graduation collector, in order to warm up faster and turn on to work. The result is the overall overheating of the operating space, reducing the efficiency of the cooling system. On the notorious consequences of the possible attachment of the abandoned elements of the catalyst in the cylinders mention is unnecessary.

Fuel injection instead of pairwise or synchronous became in many options type "96 purely sequental (in each cylinder one time per cycle) - more accurate dosage, reduction of losses," ecologia "... in fact, gasoline before hitting the cylinder has now been given There is much less time to evaporate, so the starting characteristics at low temperatures automatically deteriorated.

In fact, the debate about "million painters", "half-million bars" and other long-livers is clean and meaningless scholasticism, not applicable to cars that changed at its life at least two countries of residence and several owners.

More or less reliably, you can only talk about the "resource before the bulkhead" when the engine of the mass series required the first serious intervention in the mechanical part (not counting the replacement of the timing belt). Most of the classical engines of the bulkhead accounted for the third hundred runs (about 200-250 tkm). As a rule, the intervention was to replace the wear or cluttered piston rings And the replacement of oil-challenged caps - that is, it was the bulkhead, and not overhaul (the geometry of cylinders and Hon on the walls were usually preserved).

The next-generation engines require attention often on the second hundred. Mileage, and at best the case costs the replacement of the piston group (it is desirable to change the items to modified according to the latest service bulletins). With a tangible filling of the oil and noise of the piston shock on runs over 200 t.km, it should be prepared for a large repair - a strong wear of the sleeves leaves no other options. Toyota does not provide for the overhaul of aluminum blocks of cylinders, but in practice, of course, the blocks are transported and cleared. Unfortunately, solid firms, really qualitatively and at a high professional level performing the overhaul of modern "disposable" engines, in all countries can be actually recalculated on the fingers. But the cheerful reports on successful germination today come from mobile collective farm workshops and garage cooperatives - which one can say about the quality of work and about the resource of such engines - probably understandable.

This question is incorrect, as in the case of the "absolutely better engine." Yes, modern motors do not go in comparison with classic reliability, durability and survivability (at least with the leaders of past years). They are less maintained by the mechanical part, they become too promoted to unqualified service ...

But the fact is that there are no longer alternatives. The emergence of new generations of motors needs to be perceived as a given and every time to learn to work with them.

Of course, car owners should avoid individual unsuccessful engines and especially unsuccessful series. Avoid motors of the earliest issues, when the traditional "run-in on the buyer" is still being conducted. In the presence of several modifications of a particular model, it should always be chosen more reliable - even if it has been received by either finances, or technical characteristics.

P.S. In conclusion, it is impossible not to thank Toyot "that once it created the engines" for people ", with simple and reliable solutions, without many other Japanese and Europeans inherent in many other Japanese and Europeans. And let the owners of cars from" advanced and advanced "manufacturers We were negligiously called their conders - the better!

Timeline release diesel engines

The Toyota 4a-Fe (4a-Ge, 4a-Gze) engine is 1.6 liters.

Engine Characteristics Toyota 4A

Multiplers and repair of the engine 4a-Fe (4A-GE, 4A-GZE)

In parallel with all the well-known and popular engines of the S series, the low-pressure series A and one of the brightest and most popular series of the series became the engine 4a in various variations. Initially, it was a single carburetor low-power engine, nothing special from myself.
As you perfect, 4a got the first 16 valve head, and later 20 valve, on evil camshafts, injection, a modified inlet system, other piston, some versions were completed with a mechanical supercharger. Consider the entire path of continuous improvements 4a.

Toyota 4A engine modifications

1. 4A-C - the first carburetor version of the motor, 8 valve, with a capacity of 90 hp Designed for North America. Produced from 1983 to 1986.
2. 4A-L - analogue for European car market, compression ratio 9.3, Power 84 hp
3. 4A-LC - analogue for the Australian market, power 78 hp In production was located from 1987 to 1988.
4. 4A-E - Injector version, compression ratio 9, Power 78 hp Production years: 1981-1988.
5. 4A-ELU - analog 4A-E with a catalyst, compression ratio 9.3, Power 100 hp Was produced from 1983 to 1988.
6. 4a-F - Carburetor version with 16 valve head, compression ratio 9.5, Power 95 hp A similar version with a reduced working volume of up to 1.5 l - . Years of production: 1987 - 1990.
7. 4A-FE - analogue 4A-F, instead of a carburetor uses a fuel feed system, there are several generations of this engine:
7.1 4A-Fe Gen 1 is the first version with electronic fuel injection, power 100-102 hp Produced from 1987 to 1993.
7.2 4A-Fe Gen 2 - the second option, changed camshafts, injection system, valve lid Received fins, another SPG, another inlet. Power 100-110 hp Motor from 93rd to 98th year was produced.
7.3. 4a-Fe Gen 3 - last generation 4A-FE, analogue of Gen2 with small inlet drives and in the intake manifold. Power is raised to 115 hp Produced for the Japanese market from 1997 to 2001, and since 2000, a new one came to replace 4a-Fe.
8. 4A-FHE is an advanced version of 4a-Fe, with other camshafts, other intake and injection and other. Degree of compression 9.5, engine power 110 hp It was made from 1990 to 1995 and put on Toyota Carina and Toyota Sprinter Carib.
9. 4A-GE - Traditional Toyotovskaya version of high power, developed with the participation of Yamaha and is equipped with an already distributed fuel injection MPFI. The GE series, like FE, survived several restyings:
9.1 4A-GE Gen 1 "Big Port" - the first version, produced from 1983 to 1987. They have a modified GBC on more riding shafts, an intake manifold T-VIS with adjustable geometry. Compression ratio 9.4, Power 124 hp, for countries with rigid environmental requirements, Power is 112 hp
9.2 4A-GE Gen 2 - the second version, the compression ratio increased to 10, the capacity increased to 125 hp. The release began with 87th, ended in 1989.
9.3 4A-GE GEN 3 "Red TOP" / "Small Port" - another modification, intake channels are reduced (hence and name), replaced with a connecting rod-piston group, the compression ratio has increased to 10.3, the capacity was 128 hp. Years of production: 1989-1992.
9.4 4A-GE Gen 4 20V "Silver Top" - the fourth generation, the main innovation here, this is a transition to a 20-valve GBC (3 on the intake, 2 to release) with ripped shafts, 4th throttle inlet, phase change system appeared Gas distribution on the inlet VVTI, changed intake manifold, increased compression ratio to 10.5, power 160 hp at 7400 rpm. Motor from 1991 to 1995 was produced.
9.5. 4A-GE Gen 5 20V "Black Top" - the latest version of the evil atmospheric, the throttle valve is increased, pistons are facilitated, the flywheel, the intake and outlet channels are improved, even more riding shafts are installed, the compression ratio has reached 11, the power rose to 165 hp. at 7800 rpm. Motor has been produced from 1995 to 1998, mainly for the Japanese market.
10. 4a-Gze - Analog 4A-GE 16V with a compressor, below all generation of this engine:
10.1 4A-GZE Gen 1 - Compressor 4A-GE with a pressure of 0.6 bar, SC12 supercharger. Forged pistons with a compression ratio of 8, an intake manifold with a variable geometry was used. The power at the outlet 140 hp, was produced from 86th to the 90th year.
10.2 4A-GZE GEN 2 - Changed the inlet, increased the compression ratio to 8.9, increased pressure, now it is 0.7 bar, the power rose to 170 hp. Engines were made from 1990 to 1995.

Malfunctions and their causes

1. Large fuel consumption, in most cases, the guilt of the lambda probe and the problem is solved by its replacement. When soot appear on candlelight, black smoke from the exhaust pipe, the vibrations at idle, check the absolute pressure sensor.
2. Vibrations and high fuel consumption, most likely you have time to wash the nozzles.
3. Problems with revolutions, freezing, increased rev. Check the idling valve and clean the throttle, see the throttle position sensor and everything will come normal.
4. The engine 4a does not start, turn turns, here is the reason in the engine temperature sensor, check.
5. Floating turns. Clean the throttle block, khx, check the candles, nozzles, ventilation valve crankcase gases.
6. Strike the motor, see fuel filter, fuel pump, rubber.
7. High oil consumption. In principle, the plant is allowed to be a serious consumption (up to 1 l per 1000 km), but if the situation strains, then the replacement of the rings and oil cap will save you.
8. Engine knock. Usually, piston fingers are knocking, if the mileage is large, and the valve is not regulated, then adjust the valve gaps, this procedure is carried out at 100,000 km.

In addition, the oscilts of the crankshaft flow, the problems with the ignition, etc. All of the above is found not so much due to constructive miscalculations, but how much because of the huge mileage and the overall old-age engine 4a, to avoid all these problems, it is necessary to initially, when buying, look for the most alive motor. The resource of good 4A is at least 300,000 km.
It is not recommended to buy Lean Burn versions that operate on a depleted mixture having a lower power, some capriciousness and an increased cost of consumables.
It is worth noting, all of the above is characteristic of both motors created on the basis of 4a - and.

Tyuning Toyota 4a-Ge (4a-Fe, 4a-Gze)

Chip tuning. Atmo

The engines of the 4a series are born for tuning, it was on the basis of 4a-GE that the 4a-GE TRD is created, in the atmospheric version of the outstanding 240 hp And twisting up to 12000 rpm! But for successful tuning it is necessary to take 4a-ge as a basis, and not Fe version. Tuning 4A-FE The idea is dead initially and the replacement of the GBC on the 4a-GE here is not to help. If the hands are squeezed to finalize exactly 4a-Fe, then your choice is adding, buying a turbo whale, put on a standard piston, blow up to 0.5 bar, get your ~ 140 hp And travel while falling apart. To go long and happily, you need to change the crankshaft, the entire SPG is under a low degree, bring the head of the cylinder block, to put a large valve, nozzles, pump, simply speaking the native only the cylinder block will remain. And only then put the turbine and everything related, rationally?
That is why a good 4age is always taken as the basis, it's all easier: for the GE of the first generations, there are good shafts with a phase 264, the pushers are standard, the directing exhaust is put and get 150 hp. Few?
We remove the intake manifold T-VIS, take shafts with a phase 280+, with tuning springs and pushers, give the CBC to refinement, for Big Port, refinement includes grinding channels, adjusting the combustion chambers, for Small Port also pre-boring inlet and outline channels With the installation of increased valves, Spider 4-2-1, customize to ABIT or January 7.2, it will give up to 170 hp.
Further, forged piston under the degree of compression 11, Phase shafts 304, 4th throttle inlet, Equal Spider 4-2-1 and direct-flow exhaust on the pipe 63mm, the power will rise to 210 hp
We put a dry crankcase, change the oil pump to another from 1G, the shafts are maximum - phase 320, the power will reach 240 hp And it will be spinning for 10,000 rpm.
As we compress the compressor 4a-Gze ... We will carry out work with the GBC (polishing of channels and combustion chambers), the shafts 264 phase, exhaust 63mm, setting up and about 20 horses will write down in a plus. Bring power up to 200 forces will allow the SC14 compressor or more productive.

Turbine on 4A-GE / GZE

With a turbine, 4age immediately need to reduce the degree of compression, by installing the pistons from 4AGZE, we take camshafts with a phase 264, the turbocet of your taste and on 1 pressure bar we will get up to 300 hp. To get even higher power, as in the evil atmosphere, you need to bring the GBC, put a wrought crankshaft and piston degree ~ 7.5, more productive whale and blow 1.5+ bar, getting your 400+ hp

Automotive engines series and how, for example, the engine 4a FE In terms of reliability, they are not inferior to the Motors of the S series. They are foundally found more often. This is largely due to so successful design and layout that it is extremely difficult to find equal on these parameters. Add high maintainability to this, and will be understood by their emergency "vitality". Which only becomes more because of the abundance in our spare parts market for the above motors. These were installed power units on Cars C and D.

Read more about Engine

4A-FE - the most common engine of the A-series was produced without significant upgrades since 1988. Such a long life in production without refinement was possible due to the complete absence of serious design deficiencies.

In mass production, the 4a-Fe and 7a-Fe motors were installed on Corolla family cars without any changes. To install on Corona, Carina and Caldina, they began to be equipped with a system of work on a depleted mixture or in English LEAN BURN. This improvement as can be understood from the name, is intended to reduce toxicity exhaust gases and a specific fuel consumption. Modernization is improved in changing the form of cavities of the intake manifold and transfer fuel injectors to the block head as close as possible to the inlet valves.

Due to this, the uniformity of mixing the fuel and air mixture is improved, gasoline does not settle on the walls of the collector and does not fall into the cylinder with large drops. This leads to a decrease in loss of fuel and, as a result, the possibility of engine operation appears on the depleted mixture. With a normally operating system LEAN BURN, gasoline consumption can be sinking almost lower than 6 l / 100 km of run, and power loss will be no more than 6 liters. from.

But the engines operating on the depleted mixture are sensitive to the state of the spark plugs, high voltage wires and to the quality of flammable. Therefore, the complaints of our owners of Japanese cars with Lean Burn on the instability of idle speed and "failures" in transitional modes.

Specifications

• Type of engine - gasoline row four-cylinder;
• Gas distribution mechanism - 16 valve DOHC (2 camshafts);
• GRM camshaft drive - toothed belt;
• Working volume - 1.6 l;
• Max. Power at 5.6 thousand rod -1 - 110 liters. from;
• Max. Torque at 4.4 thousand about. min. -1 - 145 nm;
• Min. permissible octane number of fuel - 90;
• Fuel supply to the combustion chamber - EFI / MPFI (distributed multipoint injection);
• The distribution of sparks by cylinders is mechanical (using a traver);
• Adjustment of valve drive gaps - manual (without hydrocompensators);
• Adjusting the position of camshaft cams - VVT I coupling.

The experience of operating 4a-Fe engines shows that the need for the current repair of such motors (replacing the piston rings and groove valves of the timing valve, and sometimes the latter triggering to the saddles) occurs, as a rule, not earlier than 300 ± 50 thousand km of mileage.

The above-mentioned mileage value is indicative and is in a great dependence on the conditions in which the car is operated, the driver's ride manners, and the quality of the maintenance of the force aggregate.

When designing this engine, much attention was paid to reducing the specific fuel consumption. What contributed to the use of a distributed multipoint injection system, as in the labeling of the power unit indicates the letter E. The symbol F in the designation of the DVS suggests that this power unit of standard power with four-glove combustion chambers.

Pros and Minuses of Motor

Enters Troika the best engines Toyota "Golden Age". There are no shortcomings. Constructive errors too. It is noticed that our car owners are not always correct engines with LEAN BURN. But this is not explained by non-system design errors, but rather poor maintenance and flammable. So, dignity:

1. Unpretentious.
2. Reliability. Many masters note the lack of cases of depressurization of VVT I coupling or noise in it, as well as turning the crankshaft liners.
3. Low cost.
4. High maintainability.
5. Easy repair and maintenance.
6. Almost the uninterrupted availability of spare parts on sale.

Models equipped with this engine

• Avensis in the Body at-220 1997-2000 for the external market;
• Karina Kuzov AT-171/175 1988-1992 for Japan;
• Karina AT-190 1984-1996 for Japan;
• Karina II AT-171 1987-1992 for Europe;
• Karina E AT-190 1992-1997 for Europe;
• Selik AT-180 1989-1993 for the foreign market;
• Corolla AE-92/95 1988-1997;
• Corolla AE-101/104/109 1991-2002;
• Corolla AE-111/114 1995-2002;
• Corolla Cerez AE-101 1992-1998 for Japan;
• Corona AT-175 1988-1992 for Japan;
• Corona AT-190 1992-1996;
• Corona AT-210 1996-2001;
• Sprinter AE-95 1989-1991. for Japan;
• Sprinter AE-101/104/109 1992-2002. for Japan;
• Sprinter AE-111/114 1995-1998 for Japan;
• Sprinter Carib AE-95 1988-1990. for Japan;
• Sprinter Carib AE-111/114 1996-2001 for Japan;
• Sprinter Marino AE-101 1992-1998 for Japan;
• Corolla Conquest AE-92 / AE111 1993-2002 for South Africa;
• Geo Prism based on Toyota AE92 1989-1997.

We bring to your attention the price for a contract engine (without run in the Russian Federation) 4A FE.

Motors 4a-F, 4a-Fe, 5a-Fe, 7a-Fe and 4a-Ge (AE92, AW11, AT170 and AT160) 4-cylinder, in line, with four valves for each cylinder (two - intake, two - graduation ), with two high-location camshafts. 4a-ge engines are characterized by setting five valves for each cylinder (three inlets two graduation).

Engines 4a-F, 5a-F carburetor. All other engines have a distributed fuel injection system with electronic control.

4a-Fe engines were performed in three versions, which differed from each other in the main design of intake and exhaust systems.

The 5a-FE engine is similar to the 4a-Fe engine, but differs from it with the sizes of the cylinder-piston group. The 7A-FE engine has small design differences from 4a-Fe. The engines omeize the numbering of cylinders, starting from the side opposite to the selection of power. The crankshaft is full-resistant with 5 root bearings.

Bearing liners are made on the basis of aluminum alloy and installed in the boring of the engine crankcase and the covers of the indigenous bearings. Drills executed in the crankshaft shaft serve to supply oil to connecting rod bearings, rods of rods, pistons and other parts.

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

The head of the cylinder block, cast from the aluminum alloy, has transverse and arranged inlet and exhaust pipes arranged from opposite sides, composed with tent combustion chambers.

Spark plugs are located in the center of the combustion chambers. The 4a-F engine uses the traditional intake manifold design with 4 separate nozzles, which are combined into one channel under the flange of the carburetor fastening. The intake manifold has a liquid heating that improves engine pickup, especially when he warmed. The intake manifold 4a-Fe, 5a-FE has 4 independent connections of the same length, which, on the one hand, are combined with a common inlet air chamber (resonator), and on the other, they are joined with inlet channels of the cylinder head.

The intake manifold of the 4a-GE engine has 8 such nozzles, each of which is suitable for its inlet valve. The combination of the length of the intake nozzles with the phases of the engine gas distribution allows the use of an inertization phenomenon to increase the torque on the low and medium engine speeds. Exhaust and intake valves are mounted with springs having an uneven stepper step.

The distributional shaft, the exhaust valves of 4a-FE engines, 4a-Fe, 5a-Fe, 7a-Fe is driven by a crankshaft using a flat-to-face belt, and the camshaft of the intake valves is driven by the camshaft of the exhaust valves using the gear transmission. In the 4a-Ge engine, both shafts are driven by a spinning belt.

Switchgears have 5 supports located between the valve pushers of each cylinder; One of these supports is located at the front end of the cylinder head. Lubrication of supports and camshafts camshafts, as well as drive gears (for engines 4a-F, 4a-Fe, 5a-Fe), is carried out by a flow of oil, which comes through the oil channel, drilled in the center of the camshaft. The adjustment of the gap in the valves is carried out using the adjusting washers located between the cams and the valve pushers (in the twenty-fuel engines 4a-ge, adjustment spacers are located between the pusher and the valve terminal).

The cylinder block is cast from cast iron. It has 4 cylinders. The upper part of the cylinder block is covered with cylinder head, and the lower part of the block forms the engine crankcase in which the crankshaft is installed. Pistons are made of high-temperature aluminum alloy. On the bottoms of the pistons, deposits were made to prevent the piston meeting with Klpanans in VTM.

Piston fingers of 4a-Fe, 5a-Fe, 4a-F, 5a-F and 7a-Fe - FE - "fixed" type: they are installed with tension in the piston head of the connecting rod, but have a sliding fit in the piston buses. Piston fingers of the 4A-GE engine - "floating" type; They have a moving landing, both in the piston head of the connecting rod and in the piston buses. From axial offset, such piston fingers are fixed with retaining rings installed in the piston bosses.

The top coarsion 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 slimming ring is made of conventional steel and stainless steel alloy. The outer diameter of each ring is somewhat larger than the diameter of the piston, and the elasticity of the rings allows them to tightly cover the walls of the cylinder when the rings are installed in the piston grooves. Compression rings prevent the gases breakage from the cylinder into the engine crankcase, and the oiling ring removes excess oil from the cylinder walls, preventing its penetration into the combustion chamber.

Maximum non-reduction:

• 4a-Fe, 5a-Fe, 4a-ge, 7a-Fe, 4e-Fe, 5e-Fe, 2e ... ..05 mm

• 2C ................................................... 0.20 mm

The company Toyota produced many interesting samples of motors. The 4a FE engine and other representatives of the 4a family occupy a worthy place in the Toyota power units line.

Engine history

In Russia and the world, Japanese cars from the Toyota concern enjoy well-deservedly popular thanks to reliability, excellent specifications and relative pricing availability. A considerable role in such recognition was played japanese engines - The heart of the concern car. For several years, a number of products of the Japanese automaker, equipped with a 4a FE engine, whose technical characteristics look good to this day.

Appearance:

Its production began in 1987 and lasted for more than 10 years - until 1998. The figure 4 in the title denotes the sequence number of the engine in "A" sterition of the Toyota power units. The series itself appeared even earlier, in 1977, when the company's engineers stood before the task of creating an economical engine with acceptable technical indicators. Development was intended for the B-class car (subcompict on American classification) Toyota Tercel.

The result of engineering surveys were four-cylinder engines with a capacity from 85 to 165 horse power and volume from 1.4 to 1.8 liters. The aggregates were equipped with a DOHC gas distribution mechanism, a cast-iron case and aluminum heads. Their heir was the 4th generation considered in this article.

Interesting: The A-series is still produced at a joint venture Tianjin Faw Xiali and Toyota: 8a-Fe and 5a-Fe motors are produced there.

History of generations:

• 1a - years of production of 1978-80;
• 2a - from 1979 to 1989;
• 3A - from 1979 to 1989;
• 4A - from 1980 to 1998.

Specifications 4a-Fe

Consider more Engine marking:

• figure 4 - indicates the number in the series, as mentioned above;
• A - Engine series index, talking that it has been developed and began to be produced until 1990;
• F - Speaks about technical details: a four-cylinder, a 16-valve infamited engine driven by one camshaft;
• E - indicates the presence of a multipoint fuel injection system.

In 1990, power units in the series were upgraded to ensure the possibility of working on low-octane gasoline. To this end, the design introduced a special nutrition system to deplete the mixture - LeadBurn.

Illustration of the system:

Consider now what kind of engine 4a Fe Features. Engine main data:

The manufacturer declares the resource of the engine at 300 thousand km., In fact, the owners of the machines with it report about 350 thousand, without overhaul.

Features of the device

Design features 4a Fe:

• cylinders of inline layouts, bored directly in the cylinder unit itself without using sleeves;
• gas distribution - DOHC, with two upper camshafts, control occurs by 16 valves;
• one camshaft is driven by a belt, torque to the second comes from the first through the gear wheel;
• the injection phase of the fuel-air mixture is adjusted by the VVTI clutch, in the valve control, a design without hydrocompensators is used;
• the ignition is distributed from one coil of the rubber (but there is a late modification of LB, where there were two coils - one by a pair of cylinders);
• a model with an LB index, designed to work with low-fuel, has a reduced power reduced to 105 power and reduced torque.

I wonder: if the timing belt is breaking, the engine does not bend the valve, which adds it to the reliability and attractiveness from the consumer.

History of versions 4a-Fe

Throughout the life cycle, the motor passed several stages of development:

Gen 1 (first generation) - from 1987 to 1993.

• Electronic injection engine, power from 100 to 102 forces.

Gen 2 - came from conveyors from 1993 to 1998.

• Power ranged from 100 to 110 forces, a connecting rod-piston group, injection, was changed, the intake manifold configuration was changed. The GBC was also modified to work with new camshafts, the valve cover received fins.

Gen 3 - was produced by limited batches from 1997 to 2001, exclusively for the Japan market.

• This motor has increased to 115 "horses" with a power achieved by changing the geometry of collectors on the inlet and the release.

Pluses and Cons 4a-Fe Engine

The main advantage of 4a-Fe can be called a successful design, in which in the event of a remover of the timing belt, the piston does not raise the valve, allowing you to avoid costly overhaul. Among other advantages:

• the presence of spare parts and accessibility of those;
• relatively small operating costs;
• good resource;
• the engine can be repaired and maintain independently, since the design is quite simple, and attachments does not interfere with access to various elements;
• vvti coupling and crankshaft are very reliable.

Interesting: When the production of the Toyota Carina E production began in the UK in 1994, the first 2 internal engine 4a Fe was completed with the BOSH control unit, which had the possibility of flexible adjustment. It became a bait for tuners, since the engine could be reflashing, receiving more power from it and at the same time reducing emissions.

The main disadvantage is taken to be mentioned above the LEADBURN system. Despite explicit economy (which led to the wide distribution of LB in the Japanese car market), it is extremely sensitive to the quality of gasoline and in russian conditions Demonstrates serious capacity drawdown on medium turnover. It is important and the state of other components - armored wires, candles, has a critical value of engine oil.

Among other shortcomings, we note enhanced wear of the camshafts and the "non-paying" landing of the piston finger. This may lead to the need for overhaul, but it is relatively simply carried out by its own.

Oil 4a Fe.

Permissible viscosity indicators:

• 5W-30;
• 10W-30;
• 15W-40;
• 20W-50.

Oil should be chosen for season and air temperature.

Where 4a fe was put

The motor was equipped exclusively cars Toyota:

• Carina - Modifications of the 5th generation of 1988-1992 (sedan in the body T170, pre-and postwalk), 6 generation 1992-1996 in the body T190;
• Celica - 5 generation coupe in 1989-1993 (body T180);
• Corolla for European and US markets in various equipment from 1987 to 1997, for Japan - from 1989 to 2001;
• Corolla Ceres generation 1 - from 1992 to 1999;
• Corolla FX - Generation Hatchback 3;
• Corolla Spacio - Minivan 1 generation in the 110th body from 1997 to 2001;
• Corolla Levin - from 1991 to 2000, in E100 bodies;
• Corona - generation 9, 10 from 1987 to 1996, body T190 and T170;
• Sprinter Trueno - from 1991 to 2000;
• SPRINTER MARINO - from 1992 to 1997;
• SPRINTER - from 1989 to 2000, in different bodies;
• Premio Sedan - from 1996 to 2001, Body T210;
• Caldina;
• Avensis;

Service

Regulation of service procedures:

• replacing OI oil - every 10 thousand km;
• replacing fuel filter - every 40 thousand;
• air - after 20 thousand;
• candles are subject to replacement after 30 thousand, and need an annual verification;
• valve adjustment, crankcase ventilation - after 30 thousand;
• replacing antifreeze - 50 thousand;
• replacing the exhaust manifold - after 100 thousand, if he burned.

Fault

Typical problems:

• A knock out of the engine.

Piston fingers are probably worn out or valve adjustment is required.

• Engine "Eats" oil.

The oil surcharge rings, caps, need replacement.

• ICA will start and immediately stalls.

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