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Introduction
The FA20D engine was a 2.0-litre horizontally-opposed (or 'boxer') four-cylinder petrol engine that was manufactured at Subaru's engine institute in Ota, Gunma. The FA20D engine was introduced in the Subaru BRZ and Toyota ZN6 86; for the latter, Toyota initially referred to it every bit the 4U-GSE earlier adopting the FA20 name.
Key features of the FA20D engine included it:
- Open up deck pattern (i.eastward. the space between the cylinder bores at the top of the cylinder block was open);
- Aluminium blend block and cylinder caput;
- Double overhead camshafts;
- Four valves per cylinder with variable inlet and frazzle valve timing;
- Direct and port fuel injection systems;
- Compression ratio of 12.5:i; and,
- 7450 rpm redline.
FA20D block
The FA20D engine had an aluminium alloy block with 86.0 mm bores and an 86.0 mm stroke for a chapters of 1998 cc. Within the cylinder bores, the FA20D engine had bandage atomic number 26 liners.
Cylinder head: camshaft and valves
The FA20D engine had an aluminium alloy cylinder head with chain-driven double overhead camshafts. The four valves per cylinder – two intake and two exhaust – were actuated by roller rocker arms which had built-in needle bearings that reduced the friction that occurred betwixt the camshafts and the roller rocker arms (which actuated the valves). The hydraulic lash adjuster – located at the fulcrum of the roller rocker arm – consisted primarily of a plunger, plunger jump, cheque ball and cheque ball spring. Through the use of oil pressure and spring force, the lash adjuster maintained a constant zero valve clearance.
Valve timing: D-AVCS
To optimise valve overlap and utilise exhaust pulsation to enhance cylinder filling at high engine speeds, the FA20D engine had variable intake and exhaust valve timing, known as Subaru'southward 'Dual Active Valve Control System' (D-AVCS).
For the FA20D engine, the intake camshaft had a 60 degree range of adjustment (relative to crankshaft angle), while the frazzle camshaft had a 54 degree range. For the FA20D engine,
- Valve overlap ranged from -33 degrees to 89 degrees (a range of 122 degrees);
- Intake duration was 255 degrees; and,
- Frazzle duration was 252 degrees.
The camshaft timing gear assembly contained advance and retard oil passages, as well as a detent oil passage to make intermediate locking possible. Furthermore, a sparse cam timing oil control valve assembly was installed on the front surface side of the timing chain encompass to make the variable valve timing machinery more meaty. The cam timing oil control valve associates operated according to signals from the ECM, controlling the position of the spool valve and supplying engine oil to the advance hydraulic bedroom or retard hydraulic chamber of the camshaft timing gear assembly.
To alter cam timing, the spool valve would be activated by the cam timing oil control valve assembly via a signal from the ECM and move to either the right (to advance timing) or the left (to retard timing). Hydraulic pressure in the advance chamber from negative or positive cam torque (for advance or retard, respectively) would employ pressure to the advance/retard hydraulic bedroom through the advance/retard bank check valve. The rotor vane, which was coupled with the camshaft, would so rotate in the advance/retard direction against the rotation of the camshaft timing gear assembly – which was driven by the timing concatenation – and advance/retard valve timing. Pressed past hydraulic pressure from the oil pump, the detent oil passage would get blocked and then that information technology did not operate.
When the engine was stopped, the spool valve was put into an intermediate locking position on the intake side by spring ability, and maximum advance country on the frazzle side, to set for the next activation.
Intake and throttle
The intake system for the Toyota ZN6 86 and Subaru Z1 BRZ included a 'audio creator', damper and a thin rubber tube to transmit intake pulsations to the motel. When the intake pulsations reached the sound creator, the damper resonated at certain frequencies. According to Toyota, this design enhanced the engine induction noise heard in the motel, producing a 'linear intake sound' in response to throttle application.
In contrast to a conventional throttle which used accelerator pedal effort to determine throttle angle, the FA20D engine had electronic throttle control which used the ECM to calculate the optimal throttle valve angle and a throttle control motor to control the angle. Furthermore, the electronically controlled throttle regulated idle speed, traction control, stability control and cruise command functions.
Port and directly injection
The FA20D engine had:
- A direct injection system which included a high-pressure level fuel pump, fuel delivery piping and fuel injector assembly; and,
- A port injection organisation which consisted of a fuel suction tube with pump and judge associates, fuel pipe sub-associates and fuel injector assembly.
Based on inputs from sensors, the ECM controlled the injection book and timing of each blazon of fuel injector, according to engine load and engine speed, to optimise the fuel:air mixture for engine conditions. According to Toyota, port and direct injection increased functioning across the revolution range compared with a port-only injection engine, increasing power past up to 10 kW and torque past up to 20 Nm.
Equally per the tabular array below, the injection organisation had the following operating conditions:
- Cold beginning: the port injectors provided a homogeneous air:fuel mixture in the combustion chamber, though the mixture effectually the spark plugs was stratified by compression stroke injection from the directly injectors. Furthermore, ignition timing was retarded to raise exhaust gas temperatures so that the catalytic converter could reach operating temperature more rapidly;
- Low engine speeds: port injection and direct injection for a homogenous air:fuel mixture to stabilise combustion, better fuel efficiency and reduce emissions;
- Medium engine speeds and loads: direct injection only to use the cooling effect of the fuel evaporating every bit it entered the combustion chamber to increase intake air book and charging efficiency; and,
- High engine speeds and loads: port injection and direct injection for high fuel flow volume.
The FA20D engine used a hot-wire, slot-in type air flow meter to measure intake mass – this meter allowed a portion of intake air to menstruum through the detection area so that the air mass and flow rate could exist measured directly. The mass air flow meter also had a built-in intake air temperature sensor.
The FA20D engine had a compression ratio of 12.5:1.
Ignition
The FA20D engine had a direct ignition system whereby an ignition coil with an integrated igniter was used for each cylinder. The spark plug caps, which provided contact to the spark plugs, were integrated with the ignition coil assembly.
The FA20D engine had long-reach, iridium-tipped spark plugs which enabled the thickness of the cylinder caput sub-associates that received the spark plugs to be increased. Furthermore, the water jacket could be extended near the combustion sleeping accommodation to heighten cooling performance. The triple basis electrode blazon iridium-tipped spark plugs had 60,000 mile (96,000 km) maintenance intervals.
The FA20D engine had flat type knock control sensors (not-resonant type) attached to the left and right cylinder blocks.
Exhaust and emissions
The FA20D engine had a 4-2-1 exhaust manifold and dual tailpipe outlets. To reduce emissions, the FA20D engine had a returnless fuel system with evaporative emissions control that prevented fuel vapours created in the fuel tank from existence released into the atmosphere by catching them in an activated charcoal canister.
Uneven idle and stalling
For the Subaru BRZ and Toyota 86, there have been reports of
- varying idle speed;
- rough idling;
- shuddering; or,
- stalling
that were accompanied by
- the 'bank check engine' light illuminating; and,
- the ECU issuing fault codes P0016, P0017, P0018 and P0019.
Initially, Subaru and Toyota attributed these symptoms to the VVT-i/AVCS controllers non meeting manufacturing tolerances which acquired the ECU to notice an abnormality in the cam actuator duty cycle and restrict the operation of the controller. To fix, Subaru and Toyota adult new software mapping that relaxed the ECU's tolerances and the VVT-i/AVCS controllers were after manufactured to a 'tighter specification'.
In that location have been cases, all the same, where the vehicle has stalled when coming to remainder and the ECU has issued fault codes P0016 or P0017 – these symptoms have been attributed to a faulty cam sprocket which could cause oil force per unit area loss. As a result, the hydraulically-controlled camshaft could non reply to ECU signals. If this occurred, the cam sprocket needed to be replaced.
Source: http://www.australiancar.reviews/Subaru_FA20D_Engine.php