Rollaclub - User contributions [en]

Talk:Tech:Engine/A Series/Cooling Guide

2010-10-13T06:58:37Z

Sam Q: Created page with 'I changed the descroption of the last picture as it shows an inncorect heater bypass connection- Sam-Q'

I changed the descroption of the last picture as it shows an inncorect heater bypass connection-

Sam-Q

Tech:Engine/A Series/Cooling Guide

2010-10-13T06:58:01Z

Sam Q: /* Comparison */

== Comparison ==

'''Water Pump:'''

A front wheel drive (FWD) 4A-GE water pump off either an AE82 or AE92/3 is fundamentally different from a rear wheel drive (RWD) 4A-GE pump from a JDM AE86. To begin with, the RWD pump is taller than the FWD pump (i.e. Sticks out further from the engine block). The RWD pump also has better bearings in order to support the weight of a pump mounted radiator fan. Note: If you attach a fan to the front of a FWD pump it will soon fail and no longer function. Interestingly, a RWD 4A-C water pump is almost identical to that of a RWD 4A-GE pump. The only difference is the position of the little ridge on which the cam cover sits.

[[Image:Water pumps.jpg]]

'''Water Pump Rear Housing:'''

Once again the FWD variety of the 4A-GE rear housing is very different to the RWD version. It consists of only a single large water inlet (from thermostat) and an outlet which bolts directly onto the front of the 4A-GE block. The RWD version on the other hand has in integrated thermostat just after the water inlet as well as a bypass inlet from the front water outlet on the head. There is also another inlet which comes from the heater core and had the same outlet bolted onto the block. The RWD 4A-C rear housing is identical to that of a RWD 4A-GE one.

[[Image:Rear housings.jpg]]

'''Water Pulley:'''

A FWD 4A-GE has a pulley with a smaller offset than the RWD 4A-GE one in order to compensate for the shortness of the FWD water pump. The RWD 4A-GE one is considerably more offset. The RWD 4A-C version has the same offset as the RWD 4A-GE one but it uses a single V belt rather than a 5-rib belt.

[[Image:Pulleys.jpg]]

'''Front Water Outlet from Head:'''

Both FWD and RWD 4A-GE versions have outlets that point forward from the front of the motor but on the RWD version there is a short bypass pipe which goes directly down into the back of the water pump rear housing. On the FWD version a small bypass pipe runs down the length of the block to a remote thermostat. A RWD 4A-C has a short outlet which points out perpendicular to the length of the engine and a bypass pipe slightly longer than the RWD 4A-GE version which goes into the water pump rear water housing.

[[Image:Top outlets.jpg]]

'''Rear Water Pipes:''' (From the back of the water pump rear housing)

As mentioned before, The FWD 4A-GE has a large inlet pipe coming from the remote thermostat. The RWD 4A-GE system has one main pipe which comes from the heater core, It also has some smaller pipes which direct water into the throttle body. The RWD 4A-C pipe is just a single return from the heater core.

[[Image:Water pipes.jpg]]

'''Rear Water Outlet from Head:'''

There are 2 different FWD versions of this outlet the AE92/3 4A-GE has a pipe which protrudes out further from the block than the AE82 4A-GE version. The RWD version from an AE86 4A-GE is very similar to the outlet from an AE82 4A-GE except the outlet pipe is longer and has another small pipe coming off it for the throttle body. The RWD 4A-C one is not at all similar to any 4A-GE version.

[[Image:Rear oultets.jpg]]

'''Thermostat:'''

As mentioned before the RWD 4A-GE pump housing rear has a thermostat integrated, again this is similar but not exactly the same as the RWD 4A-C one, it isn't really ideal to use on the RWD 4A-GE setup. The small inlet pipe from the radiator does not have any provision for a temp sensor and is the same for both RWD 4A-C and 4A-GE. The thermostat for a FWD motor on the other hand is different, it is in its own remotely located housing, there are 2 different types, one from an AE82 and the other from the AE92/3. They are fairly similar and both have provision for a temp sensor on the inlet.

[[Image:Thermo housings.jpg]]

[[Image:Thermo_Inlet_Revised.jpg]]

'''Alternator Bracket:'''

There are 2 main different types of alternator bracket for the 4A-GE the FWD one bolts on at the bottom of the block and sits the alternator relatively high. And adjuster strap is mounted to the front water outlet from the head. The RWD one on the other hand bolts to the same place but sits the alternator lower and has an adjuster strap mount on itself. It also has one extra bolt, sitting on top of the RWD engine mount. Why does this matter? You cannot run a RWD water pump and rear housing without it, otherwise the inlet will be blocked by the alternator.

[[Image:Alt bracket.jpg]]

'''Harmonic Balancer:'''

RWD Harmonic Balancers are different to the FWD AE92 version. The inner part of the pulley has a greater diameter on the RWD version. What this means it that the alternator will more than likely be pulled closer to the block on a RWD engine but I can confirm that the standard AE92 4AGE harmonic balancer works just fine with the RWD alternator bracket and strap.

'''RWD Water System on a Smallport 4A-GE'''

As some may already know, you cannot use RWD 4AGE heater return on a 4AGE with a knock sensor (small port, GZE etc). I devised another plan which was to use the heater return off the 4AC RWD and twist it 180 so that it sat off the block and also sat lower than the sensor. Here are a couple of photos to explain.

You can see here the small amount I had to lop off to make the pipe fit in (otherwise it just goes straight into the sandwich plate).
I cut up an old battery strap to make a mount for the pipe and it works brilliantly:

[[Image:P5100042.jpg]]

Shown is the incorrect connection of the heater water line, if a heater is not being used both ends should be plugged not connected together as shown above. This above water make an effective radiator bypass.

(Sam-Q)

[[Image:P5110050.jpg]]

'''''Additional FAQ'''''

Can you use a RWD 4A-C water pump on a RWD 4AGE? Yes, you just need to file off a little of the timing cover ridge and you must also use a RWD rear pump housing too.

Can the RWD 4A-GE rear water pipes be used on a Small Port 4A-GE (100kw) motor? No, unfortunately they cannot, they interfere with the knock sensor on the block. (Work-around in the next section)

Can the RWD 4A-C rear water pipe be used on a RWD 4A-GE? Yes, it can, but it wont allow you to run the throttle body cooling. Same problem as with the 4A-GE pipes on the Small Port in standard configuration also.

Is there any way to keep the FWD alternator bracket when using a RWD water system? Maybe, but it’ll require some modification of either the thermostat input pipe or the bracket itself.

How can I incorporate a temperature sensor (for a thermo fan etc) into my RWD water setup? By using one of the thermostat inlets from the remote thermostats of either the AE82 or AE92 you can use the inlet pipe in place of the regular one which has a temp switch built in.

Can I use a FWD pulley on the RWD water pump? No, if you do the belts will not line up.

Do I need the proper RWD head rear water outlet to run the RWD water system? Yes, unless you do not wish to use the throttle body cooling part.

Can I use the front water outlet pipe on the head of a RWD 4A-C on a RWD 4A-GE instead? No, it will not bolt onto the 4A-GE head.

Can the bypass pipe leading from the front water oulet to the rear pump housing of a RWD 4A-C be used on a RWD 4A-GE setup? No, but it would probably be possible to shortern it to fit.

See also

* http://www.rollaclub.com/board/index.php?showtopic=19896 (Discussion On 16V 4AGE Cooling On Forum).

----

''Article by Golberg''

----

Back to [http://www.rollaclub.com/faq/index.php?title=Main_Page#A_Series A Series Engines]

Back to [http://www.rollaclub.com/wiki/index.php?title=Main_Page Main Page]

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[[Media:Example.ogg]]

Tech:Engine/A Series/Converting to RWD

2007-04-06T23:08:40Z

Sam Q:

Converting A-Series engines to RWD can be done.

List of things that you might want to consider when installing a 4AGE based engine into an KE70/AE71/AE86.

[[Crossmembers]]

''Engine Crossmember'' - You can use the engine crossmember from an AE71/AE86 as the engine mounts will bolt straight up. If you have a KE70 crossmember, you will have to get custom engine mounts made.

''Gearbox Crossmember'' - You can use the gearbox crossmember from an AE71/AE86 as the gearbox mount will bolt straight up. If you have a KE70 crossmember you will have to re-drill some holes to mount the gearbox.

[[Engine Mounts]]

You can use the engine mounts from an AE71/AE86 4A-C engine or have some custom made. Realise that custom made engine mounts require engineering.

[[Flywheel / Clutch / Pressure Plate / Throwout Bearing]]

There are 2 different size 4AGE flywheels, for 200mm and 212mm clutches. If yours is the 200mm clutch, just buy an AE71/AE86 200mm clutch kit. If yours is the 212mm Clutch, you will have to buy an AE92 100KW 4AGE 212mm clutch kit (also you will have to buy a throwout bearing from an AE86, as the AE92 clutch kit throwout bearing is completely different). Apparently the 212mm clutch will get better grip as it has more surface area.

[[Spigot Bearing]]

FF / MR mount 4AGE engines do not have a spigot bearing in the crankshaft. You can press a spigot bearing from an AE71/AE86 4A-C into the crankshaft. Part number for the Spigot/Pilot bearing is 6001 from most bearing shops.

[[Gearbox]]

There are 2 main options for a gearbox

''T50 Gearbox'' - You can source a T50 gearbox from an australian AE71/AE86 or get one from an imported AE86. There is 1 main difference between the australian and japanese T50 gearboxes. Both of these should handle stock power without a problem.

ADM T50 (Australian Domestic Market) - Clutch fork on passenger side of car.

JDM T50 (Japanese Domestic Market) - Clutch fork on drivers side of car.

''W5x Gearbox'' - You can use a W55 gearbox with a bellhousing adapter, people usually swap to these when their engines are putting out high power figures as T50 gearboxes are a lot weaker. Note that you will have to modify your tailshaft to suit the different gearbox output shaft.

[[Clutch Master / Slave Cylinders]]

If you install a 4AGE into a KE70, it is easiest to put the pedal box and clutch master cylinder in from an AE71 (as the KE70 came with a cable clutch). With an AE71/AE86 you should already have a clutch pedal and clutch master cylinder (provided its not an automatic gearbox). You can use whatever slave cylinder came with your gearbox, though you may need to get the metal clutch lines made up.

[[Tailshaft]]

What tailshaft option you take depends on what gearbox you have and what diff you're adapting it to. Some people decide to have a custom 1 piece talshaft made out of their existing tailshaft. Also you may chose to install a tailshaft loop in case the tailshaft decides to let go.

[[Intake Manifolds]]

There are 3 options for your intake, these are also dependant on if your 4AGE is smallport or largeport.

''JDM AE86 Intake Manifold'' - The stock intake manifold that came on the large port blue top 4AGEs can be used if you already have one or are able to source one cheaply. You can use these on a smallport motor but you will need an adapter to go inbetween the manifold and the head.

''Cut n Shut Intake Manifold'' - This is a popular option for converting the FF / MR intake manifolds to a RWD layout. This is probably a better option as they are more common and cheaper to buy. You will have to find someone that can cut the throttle body mount off and swap it onto the opposite side of the intake manifold.

''Quad Throttle Bodies'' - Nothing beats the sounds of quad throttle bodies, its a good way to go if you want a tough N/A engine.

[[Cooling System]]

''Radiator'' - A standard AE86 radiator will have no problems keeping a 4AGE cool. However if a more effective/readily available option is wanted then a 90s model Hyundai excel radiator comes close to fitting. The normal model has a single integral fan while the air conditioned model has dual thermo fans.

''Rear Water Outlet'' - Some rear water outlets will want to brush up against the firewall, an AE82 4AGE rear water outlet is very similar to the JDM AE86 4AGE rear water outlet and should clear any firewall. A 4AGZE rear water outlet will clear the firewall no problems on an AE86.

''External Thermostat'' - If your 4AGE came in a FF or MR layout, you will want to run an external thermostat. This means you will have to cut some of the origional piping, be sure you mount it low so it doesn't get any air locks inside.

''Thermo Fan'' - To keep the radiator cool, install an aftermarket thermo fan, you will also want to fabricate a shroud to direct the air flow across the radiator.

''Article by Medicine_Man''

Tech:Engine/A Series/Internals

2007-03-31T03:43:16Z

Sam Q: added info

'''Crankshafts'''

- Early 4ac and 7afe engines had six bolts on crankshaft to hold the flywheel on while the others all had eight bolts.

- The AE86 and AE82 bigport 4AGE engines all had 40mm diameter big-end bearing diameters.
- The AE92, AE101 & AE111 (japanese levin/trueno only) 4AGE smallport and 20 valve engines all had 42mm big-end bearing diameters.

'''Pistons'''

-

'''Con Rods'''

Here is an example of Carillo "Formula Atlantic" Conrods to suit a 4AGE

[[Image:Fa-carillo-rods.jpg]]

Tech:Engine/A Series/Heads

2007-03-31T03:17:09Z

Sam Q:

Basically there are four different types of head available for the A-series motors. This information is definitely applicable to the 4A variant, but the heads can also be used on the 7A (1.8L block). The heads are as follows:

'''SOHC -''' this version was used on the 4A-C version of the 4A. It was available in some Corollas (AE71, AE82) and the Australian-spec Sprinter. It was created because it was cheap, and is not designed for high-performance or even economy. I features a wedge shaped combustion chamber in a non-crossflow design. While it would be possibly to improve the performance of a 4A-C while sticking with the SOHC head, there is no point, as it would be cheaper to swap to a DOHC head.

'''DOHC (F) -''' this is the narrow angle head used on the majority of 4A motors. It was available in Corollas from the AE92 through to the AE102R. It was, like the SOHC head, a low performance economy design, however it had 16-valves instead of 8. It can also be modified to provide more power, but also like the SOHC head, would require many parts to be custom made (eg. cams) and it would therefore be cheaper to swap to a DOHC (G) head.

'''DOHC (G) -''' the G-head is the most common of the performance heads available for the 4A motor. It had a wider angle between valves than the F-head, creating more theoretical potential for higher power, however it stuck with 4-valves per cylinder. This engine was available in Corollas from the AE82 Twin-Cam through to the AE101. This head has the most aftermarket performance parts available to it, making it the best option for many revheads. It features a shim over bucket design that while under normal use is highly reliable can however provide problems with high lift cam-shafts causing it to "flick a shim". This is where the adge of the cam lobe will push against the side of the shim causing damage. It can be converted to a bucket over shim design using either aftermarket or OEM parts (off a 1GG engine I beleive).

'''DOHC (G 20 valve) -''' this variant of the G-head first became available in the AE101 Corolla in Japan and only lasted until the AE111. While it was designated as a wide valve angle Head by Toyota (G -series head) the angle between valves it was much narrower than a 16 valve at 12 degrees. However the biggest difference was that it had 5-valves per cylinder versus the 16-valves' 4-valves per cylinder. This is an uncommon setup, used only in a few other engines including the 3.6L V8 in the Ferrari 360 and the 1.8L Audi 4-cylinder (Audi S3). Interestingly there is some debate to be had on whether a four valve head is adventagous over a five valve, the reason being of the larger area shrouded between the intake valves which restricts flow. Some theories sujest it is adventagous only up to a 800cc engine. The two main advantages that the 20 valve engine had over the 16 valve and they were that firstly it had a far superior intake port angle. On a 16 valve engine it had a conventional angled short port, however on a 20 valve engine it had a very long and straight port much like a motorbike head. The other feature that both the 20 valve engines had that none of the other 4A engines has is a form of variable valve timing. It was variable in only the crudest form being in that it was just a two stage step in the intake cam valve opening angle. While the 20 valve already had a bucket over shim design it was fitted with small buckets that are very limiting with maximum valve lift. It is generally regarded that 9.5mm of lift is the maximum without special measures before the cam libe starts to push a sideways force on the bucket. Interestingly the highest power figure heard of from a naturally aspirated 4A-GE 20-valve is about 220hp, whilst the 16-valve has been known to produce 250hp whilst naturally aspirated. This could be put down to the over shrouded valves combined with the limited valve lift and lastly the fact that the vallves can only be upsized 1mm. Parts for the 20-valve head are more expensive than the 16-valve head (eg. about 20% more for Toda camshafts).

Tech:Engine/A Series/Heads

2007-03-31T03:11:40Z

Sam Q: more info and changes

Basically there are four different types of head available for the A-series motors. This information is definitely applicable to the 4A variant, but the heads can also be used on the 7A (1.8L block). The heads are as follows:

SOHC - this version was used on the 4A-C version of the 4A. It was available in some Corollas (AE71, AE82) and the Australian-spec Sprinter. It was created because it was cheap, and is not designed for high-performance or even economy. I features a wedge shaped combustion chamber in a non-crossflow design. While it would be possibly to improve the performance of a 4A-C while sticking with the SOHC head, there is no point, as it would be cheaper to swap to a DOHC head.

DOHC (F) - this is the narrow angle head used on the majority of 4A motors. It was available in Corollas from the AE92 through to the AE102R. It was, like the SOHC head, a low performance economy design, however it had 16-valves instead of 8. It can also be modified to provide more power, but also like the SOHC head, would require many parts to be custom made (eg. cams) and it would therefore be cheaper to swap to a DOHC (G) head.

DOHC (G) - the G-head is the most common of the performance heads available for the 4A motor. It had a wider angle between valves than the F-head, creating more theoretical potential for higher power, however it stuck with 4-valves per cylinder. This engine was available in Corollas from the AE82 Twin-Cam through to the AE101. This head has the most aftermarket performance parts available to it, making it the best option for many revheads. It features a shim over bucket design that while under normal use is highly reliable can however provide problems with high lift cam-shafts causing it to "flick a shim". This is where the adge of the cam lobe will push against the side of the shim causing damage. It can be converted to a bucket over shim design using either aftermarket or OEM parts (off a 1GG engine I beleive).

DOHC (G 20 valve) - this variant of the G-head first became available in the AE101 Corolla in Japan and only lasted until the AE111. While it was designated as a wide valve angle Head by Toyota (G -series head) the angle between valves it was much narrower than a 16 valve at 12 degrees. However the biggest difference was that it had 5-valves per cylinder versus the 16-valves' 4-valves per cylinder. This is an uncommon setup, used only in a few other engines including the 3.6L V8 in the Ferrari 360 and the 1.8L Audi 4-cylinder (Audi S3). Interestingly there is some debate to be had on whether a four valve head is adventagous over a five valve, the reason being of the larger area shrouded between the intake valves which restricts flow. Some theories sujest it is adventagous only up to a 800cc engine. The two main advantages that the 20 valve engine had over the 16 valve and they were that firstly it had a far superior intake port angle. On a 16 valve engine it had a conventional angled short port, however on a 20 valve engine it had a very long and straight port much like a motorbike head. The other feature that both the 20 valve engines had that none of the other 4A engines has is a form of variable valve timing. It was variable in only the crudest form being in that it was just a two stage step in the intake cam valve opening angle. While the 20 valve already had a bucket over shim design it was fitted with small buckets that are very limiting with maximum valve lift. It is generally regarded that 9.5mm of lift is the maximum without special measures before the cam libe starts to push a sideways force on the bucket. Interestingly the highest power figure heard of from a naturally aspirated 4A-GE 20-valve is about 220hp, whilst the 16-valve has been known to produce 250hp whilst naturally aspirated. This could be put down to the over shrouded valves combined with the limited valve lift and lastly the fact that the vallves can only be upsized 1mm. Parts for the 20-valve head are more expensive than the 16-valve head (eg. about 20% more for Toda camshafts).

Tech:Engine/A Series/Heads

2007-03-31T02:00:31Z

Sam Q: still editing

Tech:Engine/A Series/Blocks

2007-03-31T01:53:41Z

Sam Q: /* Specifications */

== Toyota A Series Engines ==

Below is a listing of the basic specifications of some of the Toyota A-Series Engines. These are currently restricted to engines that were released in Australian specification Corollas, or that are now readily available from halfcuts from Japan.

=== Specifications ===

<table border="1" width="100%">
<tr>
<td width="14%">Engine</td>
<td width="6%">Years</td>
<td width="6%">Bore</td>
<td width="6%">Stroke</td>
<td width="10%">Displacement</td>
<td width="10%">Valvetrain</td>
<td width="8%">BHP</td>
<td width="8%">lb-ft</td>
<td width="12%">Compression Ratio</td>
<td width="20%">Notes</td>
</tr>
<tr>
<td width="14%">4A-C</td>
<td width="6%">1983-86</td>
<td width="6%">81.0mm</td>
<td width="6%">77.0mm</td>
<td width="10%">1587cc</td>
<td width="10%">SOHC 8v</td>
<td width="8%">70@4800</td>
<td width="8%">85@2800</td>
<td width="12%">9.0:1</td>
<td width="20%">AE71, AE86</td>
</tr>
<tr>
<td width="14%">4A-F</td>
<td width="6%">1987-90</td>
<td width="6%">81.0mm</td>
<td width="6%">77.0mm</td>
<td width="10%">1587cc</td>
<td width="10%">DOHC 16v</td>
<td width="8%">90@6000</td>
<td width="8%">95@3600</td>
<td width="12%">9.5:1</td>
<td width="20%">AE82, AE92</td>
</tr>
<tr>
<td width="14%">4A-FE</td>
<td width="6%">1989-93</td>
<td width="6%">81.0mm</td>
<td width="6%">77.0mm</td>
<td width="10%">1587cc</td>
<td width="10%">DOHC 16v</td>
<td width="8%">103@5600</td>
<td width="8%">101@4800</td>
<td width="12%">9.5:1</td>
<td width="20%">AE92</td>
</tr>
<tr>
<td width="14%">4A-FE</td>
<td width="6%">1993-98</td>
<td width="6%">81.0mm</td>
<td width="6%">77.0mm</td>
<td width="10%">1587cc</td>
<td width="10%">DOHC 16v</td>
<td width="8%">115@6000</td>
<td width="8%">109@4800</td>
<td width="12%">9.5:1</td>
<td width="20%">AE102R, AE112R</td>
</tr>
<tr>
<td width="14%">4A-GE</td>
<td width="6%">1985-86</td>
<td width="6%">81.0mm</td>
<td width="6%">77.0mm</td>
<td width="10%">1587cc</td>
<td width="10%">DOHC 16v</td>
<td width="8%">112@6600</td>
<td width="8%">97@4800</td>
<td width="12%">9.4:1</td>
<td width="20%">AE82 GTi & Seca SX, AW11 MR2, Bigport</td>
</tr>
<tr>
<td width="14%">4A-GE</td>
<td width="6%">1985-89</td>
<td width="6%">81.0mm</td>
<td width="6%">77.0mm</td>
<td width="10%">1587cc</td>
<td width="10%">DOHC 16v</td>
<td width="8%">122@6600</td>
<td width="8%">105@5000</td>
<td width="12%">10.0:1</td>
<td width="20%">Bigport</td>
</tr>
<tr>
<td width="14%">4A-GE</td>
<td width="6%">1990</td>
<td width="6%">81.0mm</td>
<td width="6%">77.0mm</td>
<td width="10%">1587cc</td>
<td width="10%">DOHC 16v</td>
<td width="8%">130@6800</td>
<td width="8%">102@5800</td>
<td width="12%">9.5:1</td>
<td width="20%">Smallport</td>
</tr>
<tr>
<td width="14%">4A-GE</td>
<td width="6%">1991-92</td>
<td width="6%">81.0mm</td>
<td width="6%">77.0mm</td>
<td width="10%">1587cc</td>
<td width="10%">DOHC 16v</td>
<td width="8%">130@6800</td>
<td width="8%">105@6000</td>
<td width="12%">10.3:1</td>
<td width="20%">AE92 GTi, Smallport</td>
</tr>
<tr>
<td width="14%">4A-GZE</td>
<td width="6%">1986-90</td>
<td width="6%">81.0mm</td>
<td width="6%">77.0mm</td>
<td width="10%">1587cc</td>
<td width="10%">DOHC 16v</td>
<td width="8%">145@6400</td>
<td width="8%">140@4000</td>
<td width="12%">8.0:1</td>
<td width="20%">AW11, early AE92, 8psi, bigport</td>
</tr>
<tr>
<td width="14%">4A-GZE</td>
<td width="6%">1989-91</td>
<td width="6%">81.0mm</td>
<td width="6%">77.0mm</td>
<td width="10%">1587cc</td>
<td width="10%">DOHC 16v</td>
<td width="8%">165@6400</td>
<td width="8%">140@4400</td>
<td width="12%">8.9:1</td>
<td width="20%">AE92, 10psi, smallport</td>
</tr>
<tr>
<td width="14%">4A-GZE</td>
<td width="6%">1991-95</td>
<td width="6%">81.0mm</td>
<td width="6%">77.0mm</td>
<td width="10%">1587cc</td>
<td width="10%">DOHC 16v</td>
<td width="8%">170@6400</td>
<td width="8%">152@4400</td>
<td width="12%">8.9:1</td>
<td width="20%">AE101, 10psi, smallport</td>
</tr>
<tr>
<td width="14%">4A-GE 20v (Silvertop)</td>
<td width="6%">1991-98</td>
<td width="6%">81.0mm</td>
<td width="6%">77.0mm</td>
<td width="10%">1587cc</td>
<td width="10%">DOHC 20v VVT</td>
<td width="8%">165@7800</td>
<td width="8%">120@5600</td>
<td width="12%">10.5:1</td>
<td width="20%">AE101</td>
</tr>
<tr>
<td width="14%">4A-GE 20v (Blacktop)</td>
<td width="6%">1998-00</td>
<td width="6%">81.0mm</td>
<td width="6%">77.0mm</td>
<td width="10%">1587cc</td>
<td width="10%">DOHC 20v VVT-i</td>
<td width="8%">170@?</td>
<td width="8%">?@?</td>
<td width="12%">11.0:1</td>
<td width="20%">AE111</td>
</tr>
<tr>
<td width="14%">6A-FC</td>
<td width="6%">1985-88</td>
<td width="6%">76.0mm</td>
<td width="6%">77.0mm</td>
<td width="10%">1397cc</td>
<td width="10%">DOHC 16v</td>
<td width="8%">82@?</td>
<td width="8%">87@?</td>
<td width="12%">9.5:1</td>
<td width="20%">AE82</td>
</tr>
<tr>
<td width="14%">7A-FE</td>
<td width="6%">1993-00</td>
<td width="6%">81.0mm</td>
<td width="6%">85.5mm</td>
<td width="10%">1762cc</td>
<td width="10%">DOHC 16v</td>
<td width="8%">115@5600</td>
<td width="8%">115@2800</td>
<td width="12%">9.5:1</td>
<td width="20%">AE102R, AE112R</td>
</tr>
</table>

Tech:Engine/T Series/Gearboxes

2007-03-31T01:51:07Z

Sam Q: spelling and aditional info

Uses T40 and T50 gearboxes, but there is only 20 splines instead of the AE86-T50 that has 22 splines on the output shaft, uses a T series bellhousing and also has a different shifter position. There is some rumors that says the T40 is a stronger than the T50 gearbox, I don't know if this is true?