"A" (R4, strap)
Engines of the A series, in terms of prevalence and reliability, share, perhaps, superiority with the S series. As for the mechanical part, it is generally difficult to find more competently designed motors. At the same time, they have good maintainability and do not create problems with spare parts.
Installed on cars of classes "C" and "D" (families Corolla / Sprinter, Corona / Carina / Caldina).

4A-FE - the most common engine in the series, no significant changes
produced since 1988, has no pronounced design defects
5A-FE - a variant with a reduced working volume, which is still produced at chinese factories Toyota for domestic needs
7A-FE - more recent modification with increased volume

In the optimal production version, the 4A-FE and 7A-FE went to the Corolla family. However, when installed on cars of the Corona / Carina / Caldina line, they eventually received a LeanBurn-type power system, designed for combustion of lean mixtures and helping to save japanese fuel at calm ride and in traffic jams (more about design features - cm. in this material on which models the LB was installed - It should be noted that here the Japanese pretty much "spoiled" our ordinary consumer - many owners of these engines are faced with
the so-called "LB problem", which manifests itself in the form of characteristic dips at medium speed, the cause of which cannot be properly established and cured - either the low quality of local gasoline is to blame, or problems in the power supply and ignition systems (to the state of the candles and high-voltage wires these engines are especially sensitive), or all together - but sometimes the lean mixture simply does not ignite.

Small additional disadvantages are the tendency to increased wear of the camshaft beds and formal difficulties with adjusting the clearances in the intake valves, although in general it is convenient to work with these engines.

"The 7A-FE LeanBurn engine is slow-running, and it is even more powerful than the 3S-FE due to the maximum torque at 2800 rpm."

Outstanding grip on low revs the 7A-FE motor in the LeanBurn version is one of the common misconceptions. All civil engines of the A series have a "double humped" torque curve - with the first peak at 2500-3000 and the second at 4500-4800 rpm. The heights of these peaks are almost the same (the difference is almost 5 Nm), but the STD engines get the second peak a little higher, and the LB has the first. Moreover, the absolute maximum torque for STD is still greater (157 versus 155). Now let's compare with the 3S-FE. The maximum moments of 7A-FE LB and 3S-FE type "96 are 155/2800 and 186/4400 Nm, respectively. But if we take the characteristics as a whole, then the 3S-FE, with the same 2800, comes out at the moment of 168-170 Nm, and 155 Nm - gives out already in the region of 1700-1900 rpm.

4A-GE 20V - a forced monster for small GTs replaced in 1991 the previous base engine of the entire A series (4A-GE 16V). To provide power of 160 hp, the Japanese used a block head with 5 valves per cylinder, a VVT system (for the first time using variable valve timing on Toyota), a redline tachometer at 8 thousand. Minus - such an engine will inevitably be more "ushatan" in comparison with the average 4A-FE of the same year, since it was originally bought in Japan not for economical and gentle driving. More serious requirements for gasoline ( high degree compression) and to oils (VVT drive), so it is intended primarily for those who know and understand its features.

With the exception of 4A-GE, the engines are successfully powered by gasoline with octane number 92 (including LB, for which the RF requirements are even milder). Ignition system - with distributor ("distributor") for serial versions and DIS-2 for later LB (Direct Ignition System, one ignition coil for each pair of cylinders).

Engine	5A-FE	4A-FE	4A-FE LB	7A-FE	7A-FE LB	4A-GE 20V
V (cm 3)	1498	1587	1587	1762	1762	1587
N (hp / at rpm)	102/5600	110/6000	105/5600	118/5400	110/5800	165/7800
M (Nm / at rpm)	143/4400	145/4800	139/4400	157/4400	150/2800	162/5600
Compression ratio	9,8	9,5	9,5	9,5	9,5	11,0
Gasoline (recommended)	92	92	92	92	92	95
Ignition system	trample.	trample.	DIS-2	trample.	DIS-2	trample.
Valve bend	not	not	not	not	not	yes**

Toyota's "A" series power units were one of the best developments that allowed the company to get out of the crisis in the 90s of the last century. The largest in terms of volume was the 7A engine.

The 7A and the 7K engine should not be confused. These power units have no relationship. The 7K ICE was produced from 1983 to 1998 and had 8 valves. Historically, the "K" series began its existence in 1966, and the "A" series in the 70s. In contrast to the 7K, the A-series engine developed as a separate line of development for 16 valve motors.

The 7 A engine was a continuation of the refinement of the 1600 cc 4A-FE engine and its modifications. The volume of the engine increased to 1800 cm3, the power and torque increased, which reached 110 hp. and 156Nm, respectively. The 7A FE engine was produced at the main production of Toyota Corporation from 1993 to 2002. Power units of the "A" series are still produced at some enterprises using licensing agreements.

Structurally power unit made according to the in-line scheme of a gasoline four with two top-mounted camshaftsaccordingly, the camshafts control the operation of 16 valves. The fuel system is injected with electronic control and distributor ignition. Timing belt drive. If the belt breaks, the valve does not bend. The head of the block is made similar to the head of the block of engines of the 4A series.

There are no official options for the refinement and development of the power unit. Supplied with a single number-letter index 7A-FE to complete different cars up to 2002. The successor to the 1800 cc drive appeared in 1998 and was indexed 1ZZ.

Constructive improvements

The engine received a block with an increased vertical size, a modified crankshaft, a cylinder head, increased piston stroke while maintaining the diameter.

The uniqueness of the 7A engine design consists in the use of a two-layer metal head gasket and a double-case crankcase. The upper part of the crankcase, made of aluminum alloy, was attached to the block and the gearbox housing.

The lower part of the crankcase was made of steel sheet, and made it possible to dismantle it without removing the engine during maintenance. The 7A motor has improved pistons. In the groove of the oil scraper ring there are 8 holes for draining the oil into the crankcase.

The upper part of the cylinder block is fastened similarly to the 4A-FE internal combustion engine, which allows using the cylinder head from a smaller engine. On the other hand, the heads of the blocks are not exactly identical, as the diameters of the intake valves have been changed on the 7 A series from 30.0 to 31.0 mm, and the diameter exhaust valves left unchanged.

At the same time, other camshafts provide a larger opening of the intake and exhaust valves of 7.6 mm versus 6.6 mm on a 1600 cc engine.

Changes were made to the design of the exhaust manifold for attaching the WU-TWC converter.

Since 1993, the fuel injection system has changed on the engine. Instead of single-stage injection in all cylinders, they began to use pairwise injection. Changes were made to the settings of the gas distribution mechanism. Changed the opening phase of the exhaust valves and the closing phase of the intake and exhaust valves. That allowed to increase power and reduce fuel consumption.

Until 1993, the engines used the cold injector start system used on the 4A series, but then, after the cooling system was revised, this scheme was abandoned. The engine control unit remains the same, with the exception of two additional options: the ability to test the system performance and knock control, which were added to the ECM for the 1800 cc engine.

Specifications and reliability

The 7A-FE had different characteristics. The motor had 4 versions. A 115 hp motor was produced as a basic configuration. and 149Nm of torque. The most powerful version of the internal combustion engine was produced for the Russian and Indonesian markets.

She had 120 hp. and 157 Nm. for the American market, a "clamped" version was also produced, which produced only 110 hp, but with an increased torque of 156 Nm. The weakest version of the engine produced 105 hp, as well as the 1.6 liter engine.

Some of the engines are designated 7a fe lean burn or 7A-FE LB. This means that the engine is equipped with a lean-burn combustion system, which first appeared on Toyota engines in 1984 and was hidden under the acronym T-LCS.

The LinBen technology allowed to reduce fuel consumption by 3-4% when driving in the city and a little over 10% when driving on the highway. But this same system reduced the maximum power and torque, therefore, the assessment of the effectiveness of the application of this structural refinement is twofold.

LB-equipped engines were installed on Toyota Carina, Caldina, Corona and Avensis. Corolla cars have never been equipped with engines with such a fuel economy system.

In general, the power unit is quite reliable and not whimsical in operation. The service life before the first overhaul exceeds 300,000 km. During operation it is necessary to pay attention to the electronic devices serving the engines.

The general picture is spoiled by the LinBern system, which is very picky about the quality of gasoline and has an increased cost of operation - for example, it requires spark plugs with platinum inserts.

Major malfunctions

The main malfunctions of the engine are associated with the functioning of the ignition system. A distributor spark system implies wear on the distributor bearings and gearing. With the accumulation of wear, a shift in the spark supply moment is possible, which entails either a misfire or a loss of power.

High-voltage wires are very demanding on cleanliness. The presence of contamination causes a spark breakdown along the outer part of the wire, which also leads to the triplet of the engine. Another cause of tripping is worn or dirty spark plugs.

Moreover, the operation of the system is also affected by carbon deposits formed when using watered or ferrous-sulphide fuel, and external contamination of the surfaces of the candles, which leads to a breakdown on the cylinder head housing.

The malfunction is eliminated by replacing the candles and high-voltage wires in the kit.

The hang of engines equipped with the LeanBurn system, in the region of 3000 rpm, is often recorded as a malfunction. The malfunction occurs because there is no spark in one of the cylinders. Usually caused by the wear and tear of platinum lights.

New high voltage kit may require cleaning fuel system to eliminate contamination and restore the operation of injectors. If this does not help, then the malfunction can be found in the ECM, which may require reflashing or replacement.

Engine knocking is caused by the operation of valves that require periodic adjustment. (At least 90,000 km). Piston pins in 7A engines are pressed-in, so an additional knock from this engine element is extremely rare.

The increased oil consumption is structurally incorporated. Technical certificate engine 7A FE indicates the possibility of natural consumption in operation up to 1 liter engine oil for 1000 km of run.

Maintenance and technical fluids

As the recommended fuel, the manufacturing plant indicates gasoline with an octane number of at least 92. The technological difference in determining the octane number according to Japanese standards and GOST requirements should be taken into account. Unleaded 95 fuel can be used.

Engine oil is selected in terms of viscosity in accordance with the mode of operation of the vehicle and the climatic characteristics of the region of operation. Most fully covers all possible conditions synthetic oil viscosity SAE 5W50, however, for everyday average operation, an oil with a viscosity of 5W30 or 5W40 is sufficient.

For a more precise definition, refer to the instruction manual. Oil system capacity 3.7 liters. When replacing the filter, up to 300 ml of lubricant may remain on the walls of the internal channels of the engine.

It is recommended to perform engine maintenance every 10,000 km. In case of heavily loaded operation, or using the car in mountainous areas, as well as with more than 50 engine starts at temperatures below -15C, it is recommended to reduce the service period by half.

The air filter changes according to the state, but at least 30,000 km. The timing belt requires replacement, regardless of its condition, every 90,000 km.

NB. When passing MOT, it may be necessary to verify the engine series. The engine number should be located on the platform located at the rear of the engine under the exhaust manifold at the generator level. Access to this area is possible with a mirror.

Tuning and revision of the 7A engine

The fact that the internal combustion engine was originally designed on the basis of the 4A series allows the use of a block head from a smaller engine and the modification of the 7A-FE motor to 7A-GE. Such a replacement will give an increase of 20 horses. When performing such a revision, it is also advisable to replace the original oil pump on a 4A-GE unit with a higher capacity.

Turbocharging of 7A series engines is allowed, but leads to a decrease in resource. There are no special crankshafts and liners for pressurization.

A-series car engines such as engine 4a fe in terms of reliability, they are in no way inferior to the S series motors. They are found almost more often. This is largely due to such a successful design and layout that it is extremely difficult to find equal to them in these parameters. Add to this high maintainability, and their extreme "survivability" becomes clear. Which is only getting bigger due to the abundance in our market of spare parts for the aforementioned motors. These power units were installed on cars of classes C and D.

More about the engine

4a-fe - The most common A-series engine has been produced without major upgrades since 1988. Such a long life in production without modifications was possible due to the complete absence of serious design flaws.

In serial production, the 4a-fe and 7a-fe engines were installed on cars of the Corolla family, without any changes. For installation on Corona, Carina and Caldina, they began to be equipped with a lean-burn system or Lean Burn in English. This improvement, as the name implies, is designed to reduce toxicity. exhaust gases and specific fuel consumption. The modernization consists in changing the shape of the cavities of the intake manifold and transfer fuel injectors into the block head as close to the intake valves as possible.

Due to this, the uniformity of mixing of the air-fuel mixture is improved, gasoline does not settle on the manifold walls and does not enter the cylinder in large drops. This leads to a decrease in fuel losses and, as a consequence, it becomes possible to operate the engine on a lean mixture. With a normally working Lean Burn system, gasoline consumption can drop almost below 6 l / 100 km, and the power loss will be no more than 6 liters. with.

But lean-burn engines are sensitive to spark plugs, high-voltage wires and fuel quality. Therefore, our owners of Japanese cars with Lean Burn often complain about the instability of revolutions. idle move and "failures" in transient conditions.

Specifications

• ICE type - gasoline inline four-cylinder;
• Gas distribution mechanism - 16 valve DOHC (2 camshafts);
• Timing camshaft drive - toothed belt;
• Working volume - 1.6 liters;
• Max. power at 5.6 thousand rpm -1 - 110 hp with;
• Max. torque at 4.4 thousand rpm min. -1 - 145 Nm;
• Min. permissible octane number of fuel - 90;
• Fuel supply to the combustion chamber - EFI / MPFI (multipoint multipoint injection);
• Spark distribution over the cylinders - mechanical (using a distributor);
• Valve drive clearance adjustment - manual (without hydraulic compensators);
• Correction of the position of the camshafts - vvt i coupling.

Operating experience of 4a-fe engines shows that the need for current repair such motors (replacement of piston rings and oil seals of timing valves, and sometimes grinding the latter to the seats) occurs, as a rule, not earlier than 300 ± 50 thousand kilometers.

The above mileage value is approximate and is highly dependent on the conditions in which the car is operated, the driver's driving style, and the quality of maintenance of the power unit.

When designing this engine, great attention was paid to reducing the specific fuel consumption. This was also facilitated by the use of a distributed multipoint injection system, as evidenced by the letter E in the marking of the power unit. The symbol F in the ICE designation indicates that this power unit of standard power with four-valve combustion chambers.

Pros and cons of the motor

One of the top three best engines Toyota's "golden age". There are no disadvantages. Design mistakes too. It has been noticed that our car owners have engines with Lean Burn not always working correctly. But this is not due to system design errors, but rather poor maintenance and fuel consumption. So, the advantages:

1. Unpretentiousness.
2. Reliability. Many craftsmen note the absence of cases of depressurization of the vvt i clutch or noises in it, as well as cranking the crankshaft liners.
3. Low cost.
4. High maintainability.
5. Ease of repair and maintenance.
6. Almost uninterrupted availability of spare parts for sale.

Models equipped with this engine

• Avensis in the back of AT-220 1997-2000 for the foreign market;
• Karina body AT-171/175 1988-1992 for Japan;
• Karina AT-190 1984-1996 for Japan;
• Karina II AT-171 1987-1992 for Europe;
• Karina E АТ-190 1992-1997 for Europe;
• Celica AT-180 1989-1993 for the external market;
• Corolla AE-92/95 1988-1997;
• Corolla AE-101/104/109 1991-2002;
• Corolla AE-111/114 1995-2002;
• Corolla Ceres 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 list for a contract engine (without mileage in the Russian Federation) 4a fe

Svyatoslav, Kiev ( [email protected])

The phenomenon and repair of "diesel" noise on old (mileage 250-300 thousand km) 4A-FE engines.

"Diesel" noise occurs most often during throttle release or engine braking. It is clearly audible from the passenger compartment at 1500-2500 rpm, as well as at open hood when discharging gas. Initially, it may seem that this noise in frequency and in sound resembles the sound of unregulated valve clearances, or a dangling camshaft. Because of this, those who want to eliminate it often begin repairs from the cylinder head (adjusting valve clearances, lowering the yokes, checking if the gear is cocked on the driven camshaft). Another of the proposed repair options is an oil change.

I tried all these options, but the noise remained unchanged, as a result of which I decided to replace the piston. Even when changing the oil by 290,000, I filled in Hado 10W40 semi-synthetics oil. And he managed to press in 2 repair tubes, but the miracle did not happen. The last of the possible reasons - play in the finger-piston pair.

The mileage of my car (Toyota Carina E XL station wagon 95 onwards; English assembly) was 290,200 km at the time of repair (according to the odometer), moreover, I can assume that on a station wagon with kondeem, the 1.6-liter engine was somewhat overloaded by compared to a conventional sedan or hatchback. That is, the time has come!

To replace the piston, you need the following:

- Belief in the best and hope for success !!!

- Tools and devices:

1. Socket wrench (head) for 10 (under a square for 1/2 and 1/4 inches), 12, 14, 15, 17.
2. Socket wrench (head) (asterisk for 12 beams) for 10 and 14 (for a 1/2 "square (necessarily not a smaller square!) And made of high quality steel !!!). (Required for cylinder head bolts and connecting rod bearing nuts).
3. 1/2 and 1/4 inch socket wrenches (ratchet).
4. Torque wrench (up to 35 N * m) (for tightening critical connections).
5. Socket wrench extension (100-150 mm)
6. A spanner key for 10 (for unscrewing hard-to-reach fasteners).
7. An adjustable wrench for turning the camshafts.
8. Pliers (remove the spring clamps from the hoses)
9. Bench vise small (jaw size 50x15). (I clamped the head in them by 10 and unscrewed the long studs securing the valve cover, and also with their help I pressed out and pressed the fingers into the pistons (see photo with the press)).
10. Press up to 3 tons (for repressing fingers and clamping the head by 10 in a vice)
11. Several flat screwdrivers or knives to remove the pallet.
12. Phillips screwdriver with a hexagonal blade (for loosening the bolts of the PB yokes near the candle wells).
13. Scraper plate (for cleaning the surfaces of the cylinder head, BC and pallet from the remnants of sealant and gaskets).
14. Measuring tool: 70-90 mm micrometer (for measuring the piston diameter), bore gauge set to 81 mm (for measuring the geometry of cylinders), vernier caliper (for determining the position of the finger in the piston when pressing in), a set of feelers (for monitoring valve clearance and clearances in the ring locks with the pistons removed). You can also take a micrometer and a 20 mm bore gauge (to measure the diameter and wear of the fingers).
15. Digital camera - for a report and additional information when assembling! ;about))
16. A book with the dimensions of the CPG and the moments and techniques for disassembling and assembling the engine.
17. Hat (so that oil does not drip onto the hair when the pallet is removed). Even if the sump has been removed long ago, the drop of oil that was going to drip all night will drip just when you are under the engine! Repeatedly checked with a bald spot !!!

- Materials:

1. Carburetor cleaner (large can) - 1 pc.
2. Silicone sealant (oil resistant) - 1 tube.
3. VD-40 (or other flavored kerosene for loosening the intake pipe bolts).
4. Litol-24 (for tightening the ski mounting bolts)
5. Rags h.b. in unlimited quantities.
6. Several cardboard boxes for folding the fasteners and camshaft yokes (PB).
7. Containers for draining antifreeze and oil (5 liters each).
8. Tray (with dimensions 500x400) (place it under the engine when removing the cylinder head).
9. Engine oil (according to the engine manual) in the required quantity.
10. Antifreeze in the required quantity.

- Spare parts:

1. A set of pistons (usually offered standard size 80.93 mm), but just in case (not knowing the past of the car) I also took (with the condition of return) a repair size, larger by 0.5 mm. - $ 75 (one set).
2. A set of rings (the original also took 2 sizes) - $ 65 (one set).
3. A set of engine gaskets (but one could get by with one gasket under the cylinder head) - $ 55.
4. Gasket exhaust manifold / front pipe - $ 3.

Before disassembling the engine, it is very useful to wash the entire engine compartment - extra dirt is useless!

Decided to disassemble to a minimum, since it was very limited in time. Judging by the set of engine gaskets, it was for a regular, not a lean 4A-FE engine. Therefore, I decided not to remove the intake manifold from the cylinder head (so as not to damage the gasket). And if so, then the exhaust manifold could be left on the cylinder head by undocking it from the intake pipe.

I will briefly describe the disassembly sequence:

At this point, in all the instructions, the negative terminal of the battery is being removed, but I deliberately decided not to remove it, so as not to reset the computer memory (for the purity of the experiment) ... and to listen to the radio during the repair; o)
1. Abundantly filled the VD-40 with rusty bolts of the intake pipe.
2. Drained the oil and antifreeze by unscrewing the bottom plugs and caps on the filler neck.
3. Detached hoses of vacuum systems, wires of temperature sensors, fan, position throttle, wires of the cold start system, lambda probe, high-voltage, spark plug wires, wires of LPG injectors and hoses for supplying gas and petrol. In general, anything that fits the intake and exhaust manifolds.

2. He removed the first yoke of the inlet RV and screwed in a temporary bolt through the spring-loaded gear.
3. Sequentially loosened the bolts of the remaining yokes PB (to unscrew the bolts - the pins, on which the valve cover is attached, I had to use a 10 head, clamped in a vice (using a press)). I unscrewed the bolts near the candle wells with a small head by 10 with a Phillips screwdriver inserted into it (with a hexagonal tip and a spanner wrench put on this hexagon).
4. He removed the inlet RV and checked whether the head 10 (asterisk) fits the cylinder head bolts. Fortunately, it fits perfectly. In addition to the sprocket itself, the outer diameter of the head is also important. It should not be more than 22.5 mm, otherwise it will not fit!
5. He took off the exhaust RV, first unscrewing the timing belt gear mounting bolt and removing it (the head is 14), then, sequentially loosening first the extreme bolts of the yoke fastening, then the central ones, he removed the RV itself.
6. He removed the distributor by unscrewing the distributor yoke and adjusting bolts (12 head). Before removing the distributor, it is advisable to mark its position relative to the cylinder head.
7. Removed the power steering bracket mounting bolts (12 head),
8. Timing belt cover (4 bolts M6).
9. He removed the oil dipstick tube (bolt M6) and took it out, also unscrewed the cooling pump pipe (12 head) (the dipstick tube is attached to this flange).

3. Since access to the pallet was limited due to an incomprehensible aluminum trough connecting the gearbox to the cylinder block, I decided to remove it. I unscrewed 4 bolts, but the trough could not be removed because of the ski.

4. I thought to unscrew the ski under the engine, but could not unscrew the 2 front ski mounting nuts. I think that before me this car was broken and instead of the required studs and nuts there were bolts with self-locking M10 nuts. When I tried to unscrew, the bolts turned, and I decided to leave them in place, unscrewing only the back of the ski. As a result, I unscrewed the main bolt of the front engine mount and 3 rear bolts of the ski.
5. As soon as I unscrewed the third rear bolt of the ski, it bent back, and the aluminum trough fell out with a twist ... in my face. It hurt ...: o /.
6. Next, I unscrewed the M6 \u200b\u200bbolts and nuts that secure the engine pan. And he tried to pull it off - and pipes! I had to take all possible flat screwdrivers, knives, probes for tearing off the pallet. As a result, bending the front sides of the pallet, I removed it.

Also, I did not notice some kind of brown connector of an unknown system, located somewhere above the starter, but it successfully undocked itself when the cylinder head was removed.

Otherwise, the removal of the cylinder head was successful. I pulled it out myself. The weight in it is no more than 25 kg, but you have to be very careful not to demolish the protruding ones - the fan sensor and the oxygen sensor. It is advisable to measure the adjusting washers (with a regular marker, wiping them first with a rag with a carbcliner) - this is for the case of washers falling out. I put the removed cylinder head on a clean cardboard - away from sand and dust.

Piston:

The piston was removed and put in turn. To unscrew the connecting rod nuts, a star head of 14 is required. The unscrewed connecting rod with the piston moves with your fingers upward until it falls out of the cylinder block. In this case, it is very important not to confuse the falling out connecting rod bushings !!!

I examined the dismantled unit and measured it as far as possible. The pistons were changed before me. Moreover, their diameter in the control zone (25 mm from the top) was exactly the same as on the new pistons. The radial play in the piston-finger connection was not felt by the hand, but this is due to the oil. Axial movement along the finger is free. Judging by the carbon deposits on the upper part (up to the rings), some pistons were displaced along the axes of the fingers and rubbed against the cylinders with the surface (perpendicular to the axis of the fingers). Having measured the position of the fingers with a barbell relative to the cylindrical part of the piston, I determined that some of the fingers were displaced along the axis by up to 1 mm.

Further, when pressing in new fingers, I controlled the position of the fingers in the piston (I chose the axial clearance in one direction and measured the distance from the end of the finger to the piston wall, then in the other direction). (I had to drive my fingers back and forth, but in the end I achieved an error of 0.5 mm). For this reason, I believe that seating a cold finger in a hot connecting rod is only possible under ideal conditions, with controlled finger support. In my conditions it was impossible and I did not bother with landing "hot". Pressing in, lubricating the hole in the piston and connecting rod with engine oil. Fortunately, the end face was tucked in with a smooth radius on the fingers and neither the connecting rod nor the piston jiggled.

The old pins had noticeable wear in the areas of the piston bosses (0.03 mm in relation to the center of the pin). It was not possible to accurately measure the development on the piston bosses, but there was no particular ellipseness. All rings were movable in the piston grooves, and the oil channels (holes in the area of \u200b\u200bthe oil scraper rings) were free of carbon deposits and dirt.

Before pressing in new pistons, I measured the geometry of the central and upper parts of the cylinders, as well as new pistons. The goal is to put larger pistons in more exhausted cylinders. But the new pistons were almost identical in diameter. By weight, I did not control them.

Another one important point when pressing in - the correct position of the connecting rod, relative to the piston. There is an influx on the connecting rod (above the crankshaft liner) - this is a special marker indicating the location of the connecting rod to the front of the crankshaft (alternator pulley) (the same influx is also on the lower beds of the connecting rod liners). On the piston - on the top - two deep cores - also to the front of the crankshaft.

I also checked the gaps in the ring locks. To do this, a compression ring (first old, then new) is inserted into the cylinder and lowered by the piston to a depth of 87 mm. The gap in the ring is measured with a feeler gauge. On the old ones there was a gap of 0.3 mm, on the new rings 0.25 mm, which means that I changed the rings completely in vain! Allowable clearance, let me remind you - 1.05 mm for ring No. 1. Here the following should be noted: If I had guessed to mark the positions of the locks of the old rings relative to the pistons (when pulling out the old pistons), then the old rings could be safely put on the new pistons in the same position. This would save $ 65. And engine break-in time!

Next, it is necessary to install piston rings on the pistons. Set without adjusting fingers. First, the oil scraper ring separator, then the lower scraper of the oil scraper ring, then the upper one. Then the 2nd and 1st compression rings. The location of the locks of the rings is mandatory according to the book !!!

With the pallet removed, it is still necessary to check the axial play of the crankshaft (I did not do this), it seemed visually that the play is very small ... (and the allowable is up to 0.3 mm). When removing - installing connecting rod assemblies, the crankshaft rotates manually by the generator pulley.

Assembly:

Before installing the pistons with connecting rods in the block, lubricate cylinders, piston pins and rings, connecting rod bushings with fresh engine oil. When installing the lower beds of the connecting rods, it is necessary to check the position of the liners. They must remain in place (no displacement, otherwise they may jam). After installing all the connecting rods (tightening torque 29 Nm, in several approaches), it is necessary to check the ease of rotation of the crankshaft. It should rotate by hand on the generator pulley. Otherwise, it is necessary to look for and eliminate the skew in the liners.

Installing the pallet and skis:

Free from the old sealant, the pallet flange, like the surface on the cylinder block, is thoroughly degreased with a carbcliner. Then a layer of sealant is applied to the pallet (see instructions) and the pallet is set aside for a few minutes. Meanwhile, the oil receiver is installed. And behind it is a pallet. First, 2 nuts are attached in the middle - then everything else is tightened by hand. Later (after 15-20 minutes) - with a key (head 10).

You can immediately put the hose from the oil cooler on the pallet and install the ski and the bolt for attaching the front engine mount (it is advisable to lubricate the bolts with Litol - to slow down rusting of the threaded connection).

Installing the cylinder head:

Before installing the cylinder head, it is necessary to thoroughly clean the cylinder head and BC plane with a scraper plate, as well as the pump connection flange (near the pump from the rear of the cylinder head (the one where the oil dipstick is attached)). It is advisable to remove oil-antifreeze puddles from the threaded holes so as not to split when tightening the BC with bolts.

Put a new gasket under the cylinder head (I slightly missed it with silicone in areas close to the edges - according to old memory of multiple repairs of the Moskvich 412th engine). I missed the pump nozzle with silicone (the one with the oil slug). Further cylinder head can be installed! One peculiarity should be noted here! All cylinder head mounting bolts from the intake manifold side are shorter than from the exhaust side !!! I tighten the installed head with the bolts by hand (using a 10 star head with an extension). Then I screw on the pump pipe. When all the cylinder head mounting bolts are baited, I start tightening (the sequence and methodology are as in the book), and then another test tightening of 80 Nm (this is just in case).

After cylinder head installations R-shafts are being installed. The contact planes of the yokes with the cylinder head are thoroughly cleaned of debris, and the threaded mounting holes - from oil. It is very important to put the yoke in its place (for this they are marked at the factory).

I determined the position of the crankshaft by the "0" mark on the timing belt cover and the notch on the alternator pulley. The position of the exhaust PB is along the pin in the flange of the belt gear. If it is at the top, then PB is in the TDC position of the 1st cylinder. Then I put the PB oil seal on the place cleaned by the carbcliner. I put the belt gear together with the belt and tightened it with a fastening bolt (head 14). Unfortunately, the timing belt could not be put in its old place (previously marked with a marker), but it was desirable to do this. Then I installed the distributor, after removing the old sealant and oil with a carbcliner, and applying a new sealant. I set the position of the distributor according to the previously applied mark. By the way, as for the distributor, the photo shows burnt electrodes. This may be the reason uneven work, triplet, "weakness" of the engine, and as a result - increased fuel consumption and the desire to change everything in the world (candles, explosive wires, lambda probe, car, etc.). Eliminated is elementary - it is carefully scraped off with a screwdriver. Similarly - on the opposite contact of the slider. I recommend cleaning every 20-30 t.km.

Next, the inlet RV is installed, be sure to align the necessary (!) Marks on the shaft gears. First, the central yokes of the inlet RV are placed, then, after removing the temporary bolt from the gear, the first yoke is placed. All mounting bolts are tightened to the required torque in the appropriate sequence (according to the book). Next, put a plastic timing belt cover (4 bolts M6) and only then, carefully wiping the contact area with a rag with a carbcliner valve cover and the cylinder head and applying a new sealant - the valve cover itself. That is, in fact, all the tricks. It remains to hang up all the tubes, wires, tighten the power steering and generator belts, pour in antifreeze (before filling, I recommend wiping the radiator neck, create a vacuum on it with your mouth (so to check the tightness)); pour oil (do not forget to tighten drain plugs!). Install an aluminum trough, a ski (lubricated with salidol bolts) and a front pipe with gaskets.

The launch was not instantaneous - it was necessary to pump empty containers with fuel. The garage was filled with thick oily smoke - this is from piston grease. Further - the smoke becomes more burnt by the smell - oil and dirt burn out from the exhaust manifold and the intake pipe ... Further (if everything worked out) - we enjoy the absence of "diesel" noise !!! I think it will be useful to observe a gentle mode when driving - to run the engine (at least 1000 km).

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.

The markings in the Toyota engine are fully informative, albeit a bit encrypted. For example, the presence of 4 cylinders is indicated not by a number, but by the Latin F, the first letter A indicates 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 gasoline with a low octane number. For this, the LeanBurn power system was used, which makes it possible to lean the fuel mixture.

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)
Weight	154 kg
Compression ratio	9,5 – 10,0
Food	injector
Motor type	inline petrol
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
Ecology standards	Euro 4
Fuel consumption	highway - 7.9 l / 100 km combined cycle 9 l / 100 km city \u200b\u200b- 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 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 performance 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 later versions of LB, in which there was its own coil for each pair of cylinders according to the DIS-2 scheme;
• engine options for low-octane LB fuel have a 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 power drive 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 - was 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 production 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.

Pros and cons

The main advantage of the 4A FE design is the fact that the piston does not bend the valve when the timing belt breaks. The 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. They are practically not suitable for gasoline of the Russian Federation, since at medium speed 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 plugs.

Due to the non-floating fit of the piston pin and 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 the 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 in Japan) - 6th, 7th and 8th generation in the bodies of E90, E100 and E110 sedan / station wagon 1989-2001, respectively;
• Corolla (American market) - 6th and 7th generation in the bodies of E90 and E100 station wagon, coupe and sedan of 1988 - 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 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 the 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;
• replacement of antifreeze occurs after 50,000 km, you need to inspect the hoses and radiator constantly;
• the exhaust manifold can burn out after 100,000 km.

Initially, a simple ICE device allows you to carry out maintenance and repairs on your own in the garage.

Overview of faults and how to repair them

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

Knocking inside the ICE	1) at high mileage, wear of piston pins 2) with a slight violation of the thermal clearances of the valves	1) finger replacement 2) adjustment of clearances
Increased oil consumption	worn out valve stem seals or rings	diagnostics and replacement of consumables
Motor starts and stalls	fuel system malfunction	cleaning nozzles, 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 with the Lean Burn system were installed. Owners can fill in gasoline with a low octane number, but the turnaround time is reduced by 30-50%.

Engine tuning options

Inside their power line toyota actuators the 4A FE engine 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 with the turbo kit installed on the 4A FE, you get a maximum of 140 hp. with., which is incommensurate 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;
• the 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.

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