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4A-GE (16-valve)

An early 4A-GE engine with the sparkplug wires removed. The cam covers feature black-and-blue lettering and the 'T-VIS' acronym is present on the intake manifold block.
4A-GE with T-VIS
The most powerful of the 16-valve 4A-GE engines, commonly known as the "red top" (due to the red writing), which produces 140 PS (100 kW; 140 hp) at 6600 rpm.

The next major modification was the high-performance 4A-G, with the fuel injected version, the 4A-GE, being the most powerful. The 4A-GE was one of the earliest inline-4 engines to have both a DOHC 16 valve configuration (four valves per cylinder, two intake, two exhaust) and electronic fuel injection (EFI). The cylinder head was developed by Yamaha Motor Corporation. The reliability and performance of these engines has earned them a fair number of enthusiasts and a fan base as they are a popular choice for an engine swap into other Toyota cars such as the KE70 and KP61. New performance parts are still available for sale even today because of its strong fan base. Production of the various models of this version lasted for five generations, from 1983 through 1991 for 16-valve versions and the 5-valve 4A-GE lasted through 1998.

The first-generation 4A-GE which was introduced in 1983 replaced the 2T-G in most applications. This engine was identifiable via silver cam covers with the lettering on the upper cover painted black and blue, as well as the presence of three reinforcement ribs on the back side of the block. It was extremely light and strong for a production engine using an all-iron block, and produced 112 hp (84 kW) at 6600 rpm and 131 N·m (97 lb·ft) of torque at 4800 rpm in the American market. The use of a vane-type air flow meter (MAF), which restricted air flow slightly but produced cleaner emissions that conformed to the U.S. regulations, limited the power to 112 hp (84 kW); the Japanese model — which used a manifold absolute pressure (MAP) sensor — was originally rated at 130 PS (96 kW), however this was a gross power rating and the motor was later re-rated at 120 PS (88 kW) net.[7] Japanese cars tested no faster than their American counterparts, despite a higher power rating and a lighter curb weight,[8]

Toyota designed the engine for performance; the valve angle was a relatively wide 50 degrees, which at the time was believed to be ideal for high power production. Today, it should be noted that more modern high-revving engines have decreased the valve angle to 20 to 25 degrees, which is now believed to be ideal for high-revving engines with high power per litre. The first generation 4A-GE is nicknamed the "bigport" engine because it had intake ports of a very large cross-sectional area. While the port cross-section was suitable for a very highly modified engine at very high RPM, it caused a considerable drop in low-RPM torque due to the decreased air speeds at those RPM. To compensate for the reduced air speed, the first-generation engines included the T-VIS feature, in which dual intake runners are fitted with butterfly valves that opened at approximately 4200 rpm. The effect was that at lower RPM when the airspeed would normally be slow, four of the eight runners were closed, this forced the engine to draw in all its air through half the runners in the manifold. This raised the airspeed which caused better cylinder filling and also better fuel atomisation. This enabled the torque curve to still be intact at lower engine speeds, allowing for better performance across the entire speed band and a broad, flat torque curve around the crossover point. During rising engine speed, a slight lurch can occur at the crossover point and an experienced driver will be able to detect the shift in performance. Production of the first-generation engine model lasted through 1987.

The second-generation 4A-GE produced from 1987 to 1989 featured larger diameter bearings for the connecting-rod big ends (42 mm) and added four additional reinforcement ribs on the back of the engine block, for a total of seven. The T-VIS feature is maintained. It is visually similar to the first-generation engine (only the upper cam cover now featured red and black lettering) and the power output was only increased to 115 hp (86 kW). The first- and second-generation engines are very popular with racers and tuners because of their availability, ease of modification, simple design, and lightness.

The third-generation appeared in 1989 and was in production until 1991. This engine has the silver cam covers with the words only written in red, hence the nickname "red top". Toyota increased the compression ratio from 9.4:1 to 10.3:1. To correct the air-speed problems of the earlier generations, the intake ports in this cylinder head were re-designed to have a smaller cross-section, and hence it has been nicknamed the "smallport" head. This change in the intake ports negated the need for the earlier twin-runner intake manifold and it was replaced with a single-runner manifold. Additional engine modifications to extend life and reliability included under-piston cooling oil squirters, thicker connecting rods and other components. Also of note, the pistons were changed to accept a 20 mm fully floating gudgen pin unlike the 18 mm pressed-in pins of the earlier versions. All non-U.S. market 4A-GEs continued to use a MAP sensor, while all of the U.S.-market 4A-GE engines came with a MAF sensor. This revision increased the power to 140 PS (100 kW; 140 hp) at 7200 rpm with a torque of 149 N·m (110 lb·ft) at 4800 rpm (130 hp and 105 lb-ft for US-market cars).

The 4A-GE engine was first introduced in the 1983 Sprinter Trueno AE86 and the Corolla Levin AE86 sports version. The AE86 marked the end of the 4A-GE as a rear wheel drive (RWD or FR) mounted engine. Alongside the RWD AE86/AE85 coupes a front wheel drive (FWD or FF) corolla was produced and all future Corollas/Sprinters were based around the FF layout. The AW11 MR2 continued use of the engine as MR layout, transversely mounted midship. The engine was retired from North American Corollas in 1991, although it continued to be available in the Geo Prizm GSi (sold through Chevrolet dealerships) from 1990 to 1992. It should also be noted that all 4A-GE engines (including the 20-valve versions below) feature a forged crankshaft rather than a cheaper and more commonly used cast version.

Clarification: In the U.S. market, the 4A-GE engine was first used in the 1985 model year Corolla GT-S only, which is identified as an "AE88" in the VIN but uses the AE86 chassis code on the firewall as the AE88 is a "sub" version of the AE86. The 4A-GE engines for the 1985 model year are referred to as "blue top" as opposed to the later "red top" engines, because the paint color on the valve covers is different, to show the different engine revision, using different port sizes, different airflow metering, and other minor differences on the engine.

The American Spec AE86 (VIN AE88, or GT-S) carried the 4A-GE engine. In other markets, other designations were used. Much confusion exists, even among dealers, as to which models contained what equipment, especially since Toyota split the Corolla line into both RWD and FWD versions, and the GT-S designation was only well known as a Celica version at that time.

In South Africa in 1993 the 4A-GE engine was dropped and replaced with the 7A-FE, as other countries moved towards the 4A-GE 20valve, as South African fuel was not suitable at the time for the 4A-GE 20valve.

Applications:

    * AA63 Carina 1983–1985 (Japan only)
    * AT160 Carina 1985–1988 (Japan only)
    * AT171 Carina 1988–1992 (Japan only)
    * AA63 Celica 1983–1985
    * AT160 Celica 1985–1989
    * AE82/86 Corolla 1983–1987
    * AE92 Corolla 1987–1993
    * AT141 Corona 1983–1985 (Japan only)
    * AT160 Corona 1985–1988 (Japan only)
    * AW11 MR2 1984–1989
    * AE82/86 Sprinter 1983–1987 (Japan only)
    * AE92 Sprinter 1987–1992 (Japan only)
    * AE86/AE92 Corolla GLi Twincam/Conquest RSi 1986–1993 (South Africa)
    * Chevrolet Nova (based on Corolla AE82)
    * Geo Prizm GSi (based on Toyota AE92 chassis) 1990–1992

Specifications:

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

Toyota sponsored the Champ Car Atlantic Championship from 1990 to 2005. A kit version of the 4A-GE from Toyota Racing Development was used to power Formula Atlantic cars during this period. This engine used a modified 16-valve head and produced approximately 240 bhp (179 kW) at 8400 rpm, revving out to 10,000–12,000 rpm.

4A-GE (20-valve)

Silver Top 20-Valve 4A-GE

Fourth Generation "Silver Top"
The fourth-generation 4A-GE engine was produced from 1991 to 1995. It has silver cam covers with chrome lettering, hence the nickname "silver top". This engine yet again features a completely new cylinder head which uses five valves per cylinder instead of four. It uses Toyota Variable Valve Timing (VVT) system on the intake cam, an increased compression ratio (10.5:1), and the intake system was replaced with a short manifold with individual throttles and velocity stacks, however the vane-type airflow meter was retained, requiring the use of a plenum. The previous 16-valve head used a sharply curved intake port, while the 20-valve engine used a very upright straight port. This engine produces 160 PS (120 kW; 160 hp) at 7400 rpm with 16.5 kg·m (119 ft·lbf) at 5200 rpm of torque.

There was a Special Tuned Version which was used in Group A built by TRD. This 20v 4A-GE had more power than the standard 4A-GE but didn't have a VVT. The total potential is estimated to be 250 hp (186 kW) at 11,000 rpm. This is a racing engine that is not legal on the street. The engine is used in real life by Akira Lida in his AE86 and also in the fictional Initial D for Takumi's AE86.

Applications:

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

Black Top 20-Valve 4A-GELU

Fifth Generation "Black Top"
The fifth-generation 4A-GE engine produced from 1995 to 1998 is the final version of the 4A-GE engine and has black cam covers. This engine is commonly known as the "black top" due to the color of the valve cover, and yet again features an even higher compression ratio (11:1), the air flow sensor is replaced with a MAP sensor, the diameter of the four individual throttle bodies was increased from 42 mm to 45 mm, the exhaust port diameter was increased, the intake cam lift was increased from 7.9 mm to 8.2 mm and the intake ports were significantly improved in shape, contour and also the width at opening at the head was increased. Additionally, the black top had a lighter flywheel, a larger plenum, and revised rubber velocity stacks, and was also offered in 1997 with a six-speed C160 transaxle. This revision increased the power to 165 PS (121 kW; 163 hp) at 7800 rpm with 16.5 kg·m (119 ft·lbf) of torque at 5600 rpm. These figures were issued by Toyota and are considered optimistic. It is assumed that Toyota ran the motor without ancillaries to inflate the power ratings, as some companies did before the adoption of the SAE J1349 rating standards in 2005. Still, the 'Blacktop' has become a favorite among enthusiasts and is used as an easy power upgrade for the early Toyota Corolla models, especially for use in the drift scene. Squeezing extra power from such a highly strung N/A engine can be expensive because of the relatively high state of tuning of the stock motor, and most gains come from higher lift cams and engine management.

Applications:

    * AE101G Corolla BZ touring wagon 1995–1999 (Japan)
    * AE111 Corolla 1995–2000 (Japan only)
    * AE111 Sprinter 1995–1998 (Japan only)
    * AE111 Sprinter Carib 1997–2000 (Japan only)
    * AE111 Corolla RSi and RXi 1997–2002 (South Africa)