วันอาทิตย์ที่ 19 เมษายน พ.ศ. 2563

3s Beams

3s Beams

In 1998, the fifth and final version of the 3S-GE was released, found only in the Japanese-delivered Altezza RS200. The 'Black Top' as it came to be referred to as, was fitted with a dual VVT-i system that adjusted timing on both intake and exhaust camshafts and came in two different spec levels dependent on which transmission it was coupled to.

Gen 5 uses electronic controlled throttle with cable (semi-drive by wire), so no idle speed controller is required. A returnless fuel rail is also used.

The MT version that came equipped with the J160 6-speed manual transmission featured larger diameter titanium intake valves measuring 35mm, larger exhaust valves measuring 29.5mm also made from titanium, a larger 33mm bucket and a compression ratio of 11.5:1. It made 210 PS (154 kW; 207 hp) at 7,600 rpm and 22.0 kg⋅m (216 N⋅m) at 6,400 rpm.

Compared to the MT version, the 5-speed AT version came equipped with the A650E 5Super ECT (with manual shift mode) automatic transmission and had a lower compression ratio of 11.1:1, a less aggressive cam profile, smaller steel-alloy valves and smaller 31mm buckets. This engine made 200 PS (147 kW; 197 hp) at 7,000 rpm and 22.0 kg⋅m (216 N⋅m) at a considerably lower 4,800 rpm. Externally, the AT model can be identified by differences in the wiring loom and the lack of an acoustic blanket on the intake plenum.

2JZ

The 2,997 cc (3.0 L; 182.9 cu in) 2JZ has been produced since 1991 (first released in the 1991 Toyota Aristo). Cylinder bore and stroke is 86 mm × 86 mm (3.39 in × 3.39 in). VVT-i variable valve timing was added later in 1997 for the 1998 model year. This engine is not merely a stroked version of the 1JZ (although they share a common bore size, bore pitch, and general architecture), but has a taller block deck and longer connecting rods to accommodate the 14.5 mm (0.57 in) stroke increase.

2JZ-GE

The 2JZ-GE is a common version. Output is 215–230 PS (158–169 kW; 212–227 bhp) at 5800 to 6000 rpm and 209–220 lb⋅ft (283–298 N⋅m) of torque at 4800 to 5800 rpm.

It uses Sequential Electronic Fuel Injection, has an aluminum head and 4 valves per cylinder, along with a cast-iron cylinder block, with some versions using VVT-i. The VVT-i version also featured DIS in favor of the traditional distributor set-up previously seen on the 2JZ-GE. Despite common misconception it was not a true COP (Coil-On-Plug, also known as Plug-top coil) ignition system instead relying on one coil to fire two cylinders, one of which was by spark plug wire.

Applications:

2JZ-GTE

The 2JZ-GTE is an inline-layout, six-cylinder, belt-driven dual overhead camshaft, air-intercooled, twin-turbocharged, cast-iron block, aluminium cylinder headed engine designed and manufactured by Toyota Motor Corporation that was produced from 1991 until 2002 in Japan. Development and evolution of the engine was, principally, a response to Nissan's relatively new and then-successful RB26DETT engine^{[citation needed]} which had achieved palpable success in FIA Group A and Group N touring car championships.

For all road car applications, two gearboxes were available for the engine:

Toyota A340E 4-speed automatic
Toyota V160 and V161 6-speed manual (jointly developed with Getrag as the Type 233)

The 2JZ-GTE originally powered the Toyota Aristo V (JZS147) in 1991 before becoming Toyota's flagship performance engine in the Toyota Supra RZ (JZA80). Its mechanical basis was the existing 2JZ-GE, but differed in its use of sequential twin turbochargers and an air-to-air side-mounted intercooler. The engine block, crankshaft, and connecting rods of the Supra's 2JZ-GE and 2JZ-GTE are the same, with notable differences being that the 2JZ-GTE has recessed piston tops (giving a lower compression ratio), oil spray nozzles to aid in cooling the pistons and a different head (redesigned inlet/exhaust ports, cams and valves). Toyota's VVT-i variable valve timing technology was added to the engine beginning in September 1997, hence it phased out the original engine. Consequently, maximum torque and horsepower was raised for engines selling in all markets. These later 2JZ-GE VVT-i equipped models (Aristo, Altezza, Mark II) share a different part number for weaker connecting rods.

The addition of twin turbochargers, jointly developed by Toyota with Hitachi, in sequential configuration had raised its commercially cited output from 230 PS (169 kW; 227 hp) to the contemporary industry maximum of 280 PS (206 kW; 276 hp) at 5600 rpm. In its first appearance, torque was advertised as 44.3 kg⋅m (320 lb⋅ft; 434 N⋅m) at 4000 rpm to be later recited as 46 kg⋅m (333 lb⋅ft; 451 N⋅m) with the introduction VVT-i in production year 1997. The mutually agreed, industry-wide output ceiling was enforced by Japan's now-defunct Gentlemen's Agreement exclusively between Japanese automakers selling to the Japanese domestic market. Engine power in the North American and European markets, as documented by Toyota, was increased to 325 PS (239 kW; 321 hp) at 5600 rpm.^[4]

The export version of the 2JZ-GTE achieved its higher power output with the use of newer stainless steel turbochargers (ceramic for Japanese models), revised camshafts, and larger injectors (550 cc/min for export, 440 cc/min for Japanese). The mechanical similarities between the Japanese-specification CT20 turbine and export-specification CT12B turbine allow interchangeability of the exhaust-side propeller shaft. Additionally, the export-exclusive CT12B turbine received more durable turbine housings and stainless steel turbine and impeller fins. Multiple variants of the Japanese CT20 turbine exist discretely, which are identified with the B, R, and A part number suffixes (e.g.: CT20A).

2JZ-GTE - 594 lbs w/ Getrag V160 Applications:

Toyota Aristo 3.0V JZS147 (Japan-only)
Toyota Aristo V300 JZS161 (Japan-only)
Toyota Supra RZ/Turbo JZA80

2JZ-FSE[edit]

The 3-litre 2JZ-FSE uses the same direct injection principle as the smaller 1JZ-FSE but runs an even higher 11.3:1 compression ratio. This engine matches the conventional VVT-i 2JZ-GE with 162 kW (217 hp; 220 PS) and 294 N⋅m (217 lb⋅ft) of torque. The 2JZ-FSE is always used with an automatic transmission. Weight: 200 kg (440 lb)

Applications:

วันเสาร์ที่ 18 เมษายน พ.ศ. 2563

4AGE Supercharger

4A-GZE

The 4A-GZE (produced in various forms from August 1986 through 1995) was a supercharged version of the 4A-GE. Based on the same block and cylinder head, the 4A-GZE engine was equipped with a Roots type supercharger producing 8 psi (0.55 bar) peak manifold pressure, and the compression ratio was lowered to 8:1 with the use of forged and dished pistons. Although fitted with upgraded pistons, they still had the same ports, valve timing, and head gasket as the naturally aspirated 4A-GE engine, although T-VIS was omitted. It was used in the supercharged MR2, rated at 145 PS (107 kW; 143 bhp) at 6400 rpm and 19.4 kg⋅m (190 N⋅m; 140 lbf⋅ft) at 4400. In 1990 it was updated with the "smallport" cylinder head, 8.9:1 compression, and MAP D-Jetronic load sensing and a smaller supercharger pulley producing 10 psi (0.69 bar). These updated 4A-GZE engines were rated at 121 kW (163 hp; 165 PS) and 21.4 kg⋅m (210 N⋅m; 155 lbf⋅ft) for the 1990/1991 AE92 Corolla and 173 PS (127 kW) for the AE101. The 4A-GZE is also popular for turbo conversions, as many parts do not need to be modified to support the extra boost.[23] Applications: AE92 Corolla 1987–1991 (Japan only) AE101 Corolla 1991–1995 (Japan only) AW11 MR2 1986–1989 (Japan, 1988-1989 North America) AE92 Sprinter 1987–1991 (Japan only) AE101 Sprinter 1991–1995 (Japan only)

Racing Applications

Due to its durability, performance and relatively low cost, 4A-GE and 4A-GZE engines and their derivatives have been popular for both professional and amateur racing since their introduction. The most notable application of the 4A-GE in racing was as in the Formula Atlantic series, where in full race trim the engine will produce 179 kW (240 hp; 243 PS) at 10,000 rpm.

วันศุกร์ที่ 17 เมษายน พ.ศ. 2563

AE 86 Time Attack

How This Naturally-Aspirated

Toyota AE86

Broke 1 Minute at Tsukuba

For the generation who grew up reading Initial D manga and idolizing Keiichi Tsuchiya, Toyota’s humble AE86 is nothing short of legendary, yet it’s hard to believe the original Hachiroku is now 33-years old. And even though the AE86 is no spring chicken, tuners are still able to find ways to teach the old dog new tricks. ircuit

Takumi Hayashi’s Carbon Junkie Toyota Levin AE86 track monster is built for time attack and managed to break the one-minute barrier at Tsukuba Circuit back in January this year. Even for cars like the Toyota Supra Turbo and Nissan Skyline GT-R, Tsukuba’s one-minute barrier is considered the tuner’s equivalent to Mount Everest—many people spend their whole lives chasing that time. And for an old naturally-aspirated Hachi, the climb to the summit is exponentially more difficult.

Under the hood, the Carbon Junkie AE86 retains a 16-valve 4AGE engine tuned
to 220PS, or about 216 horsepower. It’s an impressive figure for an N/A AE86 for sure, but 1-minute Tsukuba challengers often boast power figures that are twice as great. So how does Hayashi-san manage that disadvantage? Lightness - we’re talking about a full-carbon diet.

The Carbon Junkie AE86 took about six years to develop. In that time, its aero bumpers, massive front splitter, custom hood, hatch, door skins, roof, fenders, chassis-mounted GT wing, quarter glass, virtually everything, has been converted to dry carbon fiber. Inside, the cabin is completely stripped and the factory dashboard has also been replaced by a carbon fiber panel housing a RacePak digital gauge cluster. Is it overkill? Maybe, but the numbers don’t lie: Hayashi’s carbon 86 with full aero weighs less than 800kg—less than a Lotus Elise.

As tuners have moved on to more powerful platforms like the Mitsubishi Evo IX or more aerodynamic platforms like the Mazda FD3S RX-7, it’s exciting to see Hayashi-san stick with the old icon and continue to push its envelope. We can’t wait to see what’s next for the Carbon Junkie Hachiroku.

วันพฤหัสบดีที่ 16 เมษายน พ.ศ. 2563

4AGE TWINCAM 20 VALVE

4A-GE (20-valve)

Fourth Generation "Silver Top"Edit

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's 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 114 kW (153 hp; 155 PS) at 7,400 rpm with 16.5 kg⋅m (162 N⋅m; 119 lbf⋅ft) of torque at 5,200 rpm.

Applications:

AE101 Corolla Levin coupe 1991–1995 (Japan only)
AE101 Sprinter Trueno coupe 1991–1995 (Japan only)
AE101 Corolla Ceres hardtop 1992–1995 (Japan only)
AE101 Sprinter Marino hardtop 1992–1995 (Japan only)
AT210 Carina 1996–2001 (Japan only)
AE101 Corolla 1991–2000 (Japan only)
AE101 Sprinter 1991–2000 (Japan only)

Fifth Generation "Black Top"Edit

The fifth-generation 4A-GE engine produced from 1995 to 2000 is the final version of the 4A-GE engine and has black cam covers. It uses Toyota Variable Valve Timing (VVT) system on the intake cam. 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 was replaced by a MAP sensor, the diameter of the four individual throttle bodies was increased from 43 to 45 mm (1.69 to 1.77 in), the exhaust port diameter was increased, the intake cam lift was increased from 7.9 to 8.2 mm (0.31 to 0.32 in), and the intake ports were significantly improved in shape and contour, with the width of the opening at the head increased as well. Additionally, the black top had a lighter flywheel, a larger plenum, lighter connecting rods and revised rubber velocity stacks, and was also offered in 1997 with a six-speed C160 transaxle. This revision increased the power to 121 kW (163 hp; 165 PS) at 7,800 rpm with 16.5 kg⋅m (162 N⋅m; 119 lbf⋅ft) of torque at 5,600 rpm. 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. Due to the relatively high state of tuning of the stock engine, most power/torque gains come from higher lift cams and engine management.

Toyota's 20-valve power figures are widely believed to be inflated.^{[citation needed]}

Applications

AE111 Corolla Levin coupe 1995–2000 (Japan only)
AE111 Sprinter Trueno coupe 1995–2000 (Japan only)
AE101 Corolla Ceres hardtop 1995–1998 (Japan only)
AE101 Sprinter Marino hardtop 1995–1998 (Japan only)
AE101G Corolla BZ touring wagon 1995–1999 (Japan)
AE111 Corolla 1995–2000 (Japan only)
AE111 Sprinter 1995–1999 (Japan only)
AE111 Sprinter Carib 1997–2000 (Japan only)
AE111 Corolla RSi and RXi 1997–2002 (South Africa)
AT210 Carina 1996-2001 (Japan only)

4AGE TWINCAM 16 VALVE

4A-GE (16-valve)

The cylinder head was developed by Yamaha Motor Corporation and was built at Toyota's Shimoyama plant alongside the 4A and 2A engines. 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 May 1983 through 1991 for 16-valve versions and the 20-valve 4A-GE lasting through 1998. The 4AGE shares the same bore/stroke ratio (81mm x 77mm), the same valve sizes (29.5mm & 25.5mm) and similar port designs (In some variations) as the Cosworth BDA

First Generation "Blue Top" (Early Bigport)

The first-generation 4A-GE which was introduced in 1983 replaced the 2T-G as Toyota's most popular twincam engine. 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, weighing in at only 123 kg (271 lb) - over fifteen percent reduction compared to 2T-GEU. It was also 4 dB quieter.^[19] While originally conceived of as a two-valve design, Toyota and Yamaha changed the 4A-GE to a four-valve after a year of evaluation.

The 4A-GE produced 84 kW (112 hp; 114 PS) at 6,600 rpm and 13.4 kg⋅m (131 N⋅m; 97 lbf⋅ft) of torque at 4,800 rpm in the American market. The use of a vane-type air flow meter (AFM), which restricted air flow slightly but produced cleaner emissions that conformed to the U.S. regulations, limited the power considerably - the Japanese model, which uses a manifold absolute pressure (MAP) sensor, was originally rated at 94 kW (126 hp; 128 PS). However, this was a gross power rating and the engine was later re-rated at 88 kW (120 hp; 120 PS) net. Nonetheless, Japanese cars tested no faster than their American counterparts despite their higher power rating and a lower curb weight.

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.^[20] Today, 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 specific power outputs. 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 engine speeds, it caused a considerable drop in low-end torque due to the decreased air speeds at those rpms. 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 4,200 rpm. The effect is that at lower rpm (when the airspeed would normally be slow) four of the eight runners are closed, which forces the engine to draw in all its air through half the runners in the manifold. This not only raises the airspeed which causes better cylinder filling, but due to the asymmetrical airflow a swirl is created in the combustion chamber, meaning better fuel atomization. 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.

Second Generation "Red & Black Top" (Late Bigport)

The second-generation 4A-GE produced from 1987 to 1988 featured larger diameter bearings for the connecting-rod big ends 42 mm (1.65 in) and added four additional reinforcement ribs on the back of the engine block, for a total of seven. The T-VIS feature is maintained and MAP. It is visually similar to the first-generation engine (only the upper cam cover now featured red and black lettering) and the US market power output was only increased to 86 kW (115 hp; 117 PS). The first- and second-generation engines are very popular with racers and tuners because of their availability, ease of modification, simple design, and lightness.

Third Generation "Red Top" (Smallport)

The third-generation appeared in 1988 and was in production until 1992. 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 (0.79 in) fully floating gudgeon pin unlike the 18 mm (0.71 in) pressed-in pins of the earlier versions. Other internal revisions were made to the pistons. They were slightly modified to make space for the under-piston cooling oil squirters found in this engine version. In addition to this, the piston ring size were changed to 1.2 mm (0.047 in) (top ring), 1.5mm (second ring) and 2.8 mm (0.11 in) (oil ring), this change in size made it difficult to obtain as compared to the earlier 16 valves versions of the 4AGE 1.5 mm (0.059 in) (top ring), 1.5 mm (0.059 in) (second ring), 3 mm (0.12 in) (oil ring).^{[citation needed]} 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. For US-market cars this revision increased the power to 92 kW (123 hp; 125 PS) at 7200 rpm with a torque of 15.2 kg⋅m (149 N⋅m; 110 lbf⋅ft) at 4800 rpm (95 kW (128 hp; 130 PS) and 14.5 kg⋅m (142 N⋅m; 105 lbf⋅ft) Non US-Market versions (MAP Sensored) Make 8-10hp more at the crank

The 4A-GE engine was first introduced in the 1983 Sprinter Trueno AE86 and the Corolla Levin AE86. 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 a rear mid-engine, rear-wheel-drive 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. 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 even as other countries moved towards the 20 valve 4A-GE, as South African fuel was not suitable at the time for the 4A-GE 20valve.