Toyota 4A-GE engines

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Phil Bradshaw

Introduction

The aim of this article is to explain the variations between the different engine generations to assist you in selecting the best one for your application, and provide some advice on conversion to RWD.

 

The 4AGE is arguably the best option available for installation in a small kit car – it is compact, powerful, reliable, plentiful and cheap. It is also easier and cheaper to convert to RWD than engines such as the 3SGE. The only real limitation is the standard upper horsepower limit of around 165 for factory engines, although 240 is achievable in Formula Atlantic trim, if your pockets are sufficiently well lined.

 

The 4AGE engine was designed from the outset to be the performance engine for the FWD Corolla/Sprinter range (AE82, AE92, AE101 and AE111 models), which have been its main home. It was also fitted to the first generation (AW11) MR2, RWD (AE86) Corollas (GT, Levin and Trueno, depending on the market) and the odd RWD (AA63) Celica. In simple terms the engine has been upgraded every 4 years, although some changes have occurred at the 2 year point, generally keeping in step with model changes and facelifts to the Corolla.

 

Given that it was introduced in May 1983 and that (I believe) production ceased in 1999, it is not surprising that there are a variety of engines around: five naturally aspirated versions, and three supercharged ones. Sadly there is no such thing as factory turbocharged versions or supercharged 20 valve models, although the good news is you can easily build one pretty much from factory parts.

 

The 4AGE itself displaces 1587cc and is in a belt driven 16 valve twin cam configuration, running multi-point fuel injection. No factory engines were produced with carburettors. All engines were produced in transverse configuration with a transaxle, with the exception of the early (1983-87) RWD units fitted to some Corolla GTs, Levins, Truenos and Celicas. These engines are becoming increasingly rare but remain the easiest option for RWD installation, despite the fact that they produce less horsepower than later models and are all getting pretty tired by now. The saving grace is that all later generations of the engine will literally bolt up to a RWD gearbox, opening up the availability of a wide range of power outputs.

 

The downside comes from the fact that the newer generation engines are optimised for transverse configuration only and in most cases require varying degrees of modification to fit into a RWD body shell. Bolting a FWD 4AGE to a RWD gearbox and mounting the unit in a car is the easy part - the difficulty lies in getting the intake systems, radiator plumbing and (in some cases) distributors to fit.

 

I will now describe in brief terms the features of each generation of engine; full details of the variations are included in a table at the end for easier reference. I will also describe conversion of later engines to RWD. The methods I propose are what I consider to be the easiest, cheapest and most effective, but are by no means the only way to achieve the end result. Finally I will describe some of the more common modifications that are possible. On with the show.

 

First Generation 4AGE (83.5-87.5)

The first generation 4AGE was introduced in May 1983 and remained in production until May 1987. Engines can be roughly aged by the year printed on the spark plug leads – provided they are original. The engine is externally identified by silver cam covers with black and blue lettering, hence they are often referred to as 'blue and black tops'. This generation was produced in transverse form (AW 11 MR2 and AE 82 FWD Corolla) and RWD longitudinal from (AE 86 Corolla GT/Corolla Levin/Sprinter Trueno and AA 63 Celica). Transverse engines have the throttle body at the flywheel end of the inlet manifold while RWD have the inlet at the pulley end.

This generation features the Toyota Variable Intake System (TVIS), which is a set of four butterflies located in the inlet system next to the head. These butterflies remain shut below approximately 4500 RPM, effectively limiting airflow to one valve per cylinder, increasing the air speed and thus improving mid range torque. They are opened above this speed by the ECU via a small plastic vacuum tank and solenoid triggered actuator located under the inlet manifold. The feel is similar to a second throat opening on a carburettor. These engines develop in the vicinity of 88 kW in transverse configuration, but around 95 in some RWD models. I am not sure if this applies to all RWD models, or only those that do not run a factory exhaust sensor (such as the NZ new leaded petrol versions). RWD versions are all MAP sensored; some Japanese sourced transverse engines may be air flow meter equipped.

These engines have a weaker block and crank than later versions, and suffered from the crank pulley bolt coming loose, allowing the pulley to damage the crank and key way. Later model engines have a separate bolt and washer, whilst these first generation engines have an integral unit.

Second Generation 4AGE (87.5-89.5)

The second generation engines were released in May 1987 and are identified by silver cam covers with red and black writing, hence ‘red and black top’. Effectively these engines retained the previous head and TVIS, but employed an all new, stronger block (identified by seven vertical ribs as opposed to three on the 1^st generation engines), heavier duty crank and conrods. These engines remained on the market until May 1989 and have similar performance to the first generation transverse models, but are more robust. These engines were only produced in FWD, hence all throttle bodies are located at the flywheel end of the engine.

A supercharged model (4AGZE) was also released. This engine has unpainted cam covers. The engine fitted to MR2s has the supercharger outlet to the intercooler facing the flywheel end of the engine block and a normal distributor. The model fitted to the FWD Trueno/Levin has the intercooler plumbing facing upwards (the intercooler mounts on top of the cam covers) and has a crank angle sensor fitted in place of the distributor. This engine is fitted with twin coil packs instead of a conventional distributor arrangement. Power output is 107 kW for both supercharged configurations.

All 2^nd generation engines are equipped with an air flow meter and were fitted to AE 92 Corolla/Levin/Truenos and face-lifted AW 11 MR2s.

Third Generation 4AGE (89.5-91.6)

The next generation engines were introduced in May 1989 and remained in production until June 1991. These engines effectively retained the heavier duty block but added a new head with smaller intake ports, hence the TVIS was discontinued. Some engines have silver cam covers with red lettering only (and so are called red tops), while others continued with black and red lettering. The easiest way to identify these engines is by the ribbing on the top surface of the intake manifold (earlier models have smooth tops) and an external oil drain from the head to the sump, located on the inlet side behind #4 inlet port. The sump is slightly different to earlier models.

These engines all have oil cooled pistons and the ignition leads run underneath a cover between the cam covers. Power is increased to 100 kW and all engines are MAP sensored. I believe these engines all feature a knock sensor, located near the top of the block on the inlet side between #2 and #3 cylinders. This is the final naturally aspirated 16 valve variant produced.

The 4AGZE has the same additions and utilises the twin coil distributor less ignition system, as it was only available in FWD AE 92 Levins and Truenos. Power increased to 120 kW and the supercharger has a smaller diameter pulley compared to the earlier version.

Fourth Generation 4AGE (91.6-95.5)

The fourth generation, released June 1991, saw the demise of the 16 valve in naturally aspirated form and its replacement with the 20 valve. This engine utilises the same block as the previous generation, however, an all new head is fitted that features three inlet valves per cylinder and variable inlet cam timing. The pistons are different to suit the clearances required around the extra valve. Knock sensing and oil cooled pistons are utilised to cope with the higher compression over the earlier models. The distributor is mounted off the back of the exhaust cam. The engine is fitted with 4 throttle bodies and is air flow meter sensored. This engine was sold new in Japan only, and also has factory tubular headers. Power output is 120 kW but with less torque than the 4AGZE.

Pre facelift engines (91/5-93/5) can be identified by the throttle linkage mechanism, in that an additional horizontal bell crank arm is fitted between where the throttle cable attaches and the vertical link to the throttle bodies themselves. Later engines do not have this link fitted.

The 4AGZE remained as a 16 valve and is virtually identical to the previous model, but produces slightly more power. This was the final 4AGZE produced. Both engines were available in the AE 101 model only.

Fifth Generation (4AGE 95.5-99.5?)

The final generation of 4AGE is available in 20 valve variant only, and was released in May 1995. This engine is distinguished by black cam covers (surprise - 'black top') and features MAP sensored air flow measurement, otherwise it looks similar to the previous version. Power output is 123 kW and it is only available in the AE 111 Corolla series. This engine has a different intake air box to the earlier 20 valve and has rubber intake trumpets instead of the plastic ones of its predecessor. The throttle bodies are also slightly larger diameter.

 

Naturally Aspirated 4AGE This information is Japanese sourced from Hyper Rev AE 86/92/101/111 Levin/Trueno Magazine Volume 18 (News Publishing Co Japan). Power figures are approximate.
Engine Generation	One	One	Two	Three	Four	Five
Cam Box Colours/ Lettering Colour	Blue & Black on Silver background	Blue & Black on Silver background	Red & Black	Red and Black (or Red only) on Silver background	Chrome on Silver background	Black on Black background
Valves	16	16	16	16	20	20
Power PS @ rpm	130 @ 6600	130 @ 6600	120 @ 6600	140 @ 7200	160 @ 7400	165 @ 7800
Torque kg-m @ rpm	15.2 @ 5200	15.2 @ 5200	14.5 @ 5200	15.0 @ 6000	16.5 @ 5200	16.5 @ 5600
Power kW @ rpm	95.5 @ 6600	95.5 @ 6600	88 @ 6600	103 @ 7200	118 @ 7400	121 @ 7800
Torque Nm @ rpm	149 @ 5200	149 @ 5200	142 @ 5200	141 @ 6000	162 @ 5200	162 @ /5600
Bore x Stroke	81.0 x 77.0	81.0 x 77.0	81.0 x 77.0	81.0 x 77.0	81.0 x 77.0	81.0 x 77.0
Compression	9.4:1	9.4:1	9.4:1	10.3:1	10.5:1	11:1
Production dates Year/Month	83/5-87/5	84/6-87/5	87/5-89/5	89/5-91/6	91/6-95/5	95/5-99/5?
Car Model	AE82 FWD Corolla; AE86 RWD Trueno/Levin; AA63 RWD Celica	AW11 MR2	Early AE92 FWD Corolla/Levin/Trueno; AW11 MR2	Later (Facelift) AE92 FWD Corolla/Levin/Trueno	AE101 FWD Corolla/Levin/Trueno/ Marino	AE111 FWD Corolla/Levin/Trueno/ Marino
TVIS (Toyota Variable Intake System). Note: TVIS is a set of butterflies that close off one of the intake valve ports per cylinder below 4500 rpm to increase air flow and fuel atomisation. They are operated by manifold vacuum. 16 valve engines without TVIS have smaller intake ports.	Yes	Yes	Yes	No	No	No
Intake Manifold Details Note: Engines fitted to AE86/AA63 are the only 16 valve units with throttle body located at the front of the engine. All other engines have the intake at the flywheel end. RWD models only may make 130 HP; similar generation FWD may make only 118 HP / 88 kW.	Smooth cast aluminium.	Smooth cast aluminium.	Smooth cast aluminium.	Ribbed cast aluminium.	Pressed steel air box. Silver top section, black lower.	Pressed black steel air box.
Exhaust Manifold Details Note: 20 valve engines have identical ports to 16 valve except extreme manifold studs are in different position. 16 valve manifolds will fit with minor modification.	Cast Iron 4-2 section with 2-1 steel tube secondaries.	Cast Iron 4-2 section with 2-1 steel tube secondaries.	Cast Iron 4-2 section with 2-1 steel tube secondaries.	Cast Iron 4-2 section with 2-1 steel tube secondaries.	Tubular Steel 4-2 section with 2-1 steel tube secondaries.	Tubular Steel 4-2 section with 2-1 steel tube secondaries.
Injection	D-Type Manifold Absolute Pressure (MAP) Sensing. Paired Injector Triggering. Top Fuel inlet injectors.	D-Type Manifold Absolute Pressure (MAP) Sensing. Paired Injector Triggering. Top Fuel inlet injectors.	D-Type Manifold Absolute Pressure (MAP) Sensing. Paired Injector Triggering. Top Fuel inlet injectors.	D-Type Manifold Absolute Pressure (MAP) Sensing. Sequential Injector Triggering. Top Fuel inlet injectors.	L-Type Air Flow Meter (AFM) Sensing. Sequential Injector Triggering. Side Fuel inlet injectors. Note top fuel inlet injectors will fit but require fuel rail from 3rd generation 16 valve due different injector spacing to 1st & 2nd generation engines.	D-Type Manifold Absolute Pressure (MAP) Sensing. Sequential Injector Triggering. Side Fuel inlet injectors. Note top fuel inlet injectors will fit but require fuel rail from 3rd generation 16 valve due different injector spacing to 1st & 2nd generation engines.
Ignition	Electronic Distributor controlled by ECU. HT leads mounted on top of cover between cam covers.	Electronic Distributor controlled by ECU. HT leads mounted on top of cover between cam covers.	Electronic Distributor controlled by ECU. HT leads mounted on top of cover between cam covers.	Electronic Distributor controlled by ECU. HT leads hidden under cover between cam covers. Knock sensor fitted to block under intake manifold between #2 and #3 cylinders.	Electronic Distributor controlled by ECU. HT leads hidden under cover between cam covers. Knock sensor fitted to block under intake manifold between #2 and #3 cylinders.	Electronic Distributor controlled by ECU. HT leads hidden under cover between cam covers. Knock sensor fitted to block under intake manifold between #2 and #3 cylinders.
Intake ports	Large	Large	Large	Small	Quad Throttle. Engines pre-93/5 (pre facelift) have a horizontal intermediate bell crank between throttle cable and vertical linkage to throttle bodies. Post 93/5 models do not have this intermediate link. Rigid plastic intake trumpets.	Larger Quad Throttle bodies than earlier model. Flexible rubber intake trumpets in larger air box.
Number of vertical block ribs	3	3	7	7	7	7
Gudgeon Pin Diameter	18 mm	18 mm	20 mm	20 mm	20 mm	20 mm
Conrod Big End Diameter	40 mm	40 mm	42 mm	42 mm	42 mm	42 mm
Main Bearing Diameter	48 mm	48 mm	48 mm	48 mm	48 mm	48 mm
External Head to block oil drain (Rear of #4 piston inlet port )	No	No	No	Yes	No	No
Oil Cooled Pistons	No	No	No	Yes	Yes	Yes

Supercharged 4AGZE This information is Japanese sourced from Hyper Rev AE 86/92/101/111 Levin/Trueno Magazine Volume 18 (News Publishing Co Japan). Power figures are approximate.
Power PS @ rpm	145/ @ 400	145/ @ 400	165 @ 6400	170 @ 6400
Torque kg-m @ rpm	19.0 @ 4400	19.0 @ 4400	21.0 @ 4400	21 @ 4400
Power kW @ rpm	107 @ 6400	107 @ 6400	121 @ 6400	125 @ 6400
Torque Nm @ rpm	186 @ 4400	186 @ 4400	206 @ 4400	206 @ 4400
Compression	8:1	8:1	8.9:1	8.9:1
Car Model	AW11 MR2	AE92 FWD Levin/Trueno	AE92 FWD Levin/Trueno	AE101 FWD Levin/Trueno
Production dates Year/Month	86/8-89/5	87/5-89/5	89/5-91/6	91/6-95/5
Injection Type	L-Type Air Flow Meter (AFM) Sensing. Paired Injector Triggering. Top fuel inlet injectors.	L-Type Air Flow Meter (AFM) Sensing. Paired Injector Triggering. Top fuel inlet injectors.	D-Type Manifold Absolute Pressure (MAP) Sensing. Sequential Injector Triggering. Top Fuel inlet injectors.	D-Type Manifold Absolute Pressure (MAP) Sensing. Sequential Injector Triggering. Top Fuel inlet injectors.
Ignition System	Conventional electronic coil controlled by ECU. Distributor cap and leads generally red.	Distributorless ignition system utilising twin coil waste spark system firing two cylinders simultaneously.	Distributorless ignition system utilising twin coil waste spark system firing two cylinders simultaneously.	Distributorless ignition system utilising twin coil waste spark system firing two cylinders simultaneously.
Intercooler	18 row mounted above transaxle.	12 row mounted above engine.	12 row mounted above engine.	12 row mounted above engine.
Intake Port Size Note: TVIS is not fitted to big port heads.	Large	Large	Small	Small
External Head to block oil drain (Rear of #4 piston inlet port )	No	No	Yes	Yes
Gudgeon Pin Diameter	20 mm	20 mm	20 mm	20 mm
Conrod Big End Diameter	42 mm	42 mm	42 mm	42 mm
Main Bearing Diameter	48 mm	48 mm	48 mm	48 mm
Number of vertical block ribs	7	7	7	7
Oil Cooled Pistons	No	No	Yes	Yes

One SAE/British Horsepower is 746 watts/0.746 kilowatts.

One DIN/JIS HP/PS is 735.5 watts.

SAE = Society of Automotive Engineers.

DIN = International Standards Organisation.

PS = Abbreviation for German term for horsepower.

JIS = Japanese Standards Institute.

1 DIN/JIS hp = 0.986 SAE/British hp

So yes, it is true - Japanese horses are smaller than European ones!

 

4AGEnt (17.01.2005)

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