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Introduction

The FA20D engine was a 2.0-litre horizontally-opposed (or 'boxer') iv-cylinder petrol engine that was manufactured at Subaru'south engine constitute in Ota, Gunma. The FA20D engine was introduced in the Subaru BRZ and Toyota ZN6 86; for the latter, Toyota initially referred to information technology as the 4U-GSE earlier adopting the FA20 name.

Key features of the FA20D engine included it:

• Open deck pattern (i.eastward. the space between the cylinder bores at the summit of the cylinder cake was open);
• Aluminium alloy cake and cylinder caput;
• Double overhead camshafts;
• Four valves per cylinder with variable inlet and exhaust valve timing;
• Directly and port fuel injection systems;
• Compression ratio of 12.5:1; 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 capacity of 1998 cc. Within the cylinder bores, the FA20D engine had bandage iron liners.

Cylinder caput: camshaft and valves

The FA20D engine had an aluminium alloy cylinder head with chain-driven double overhead camshafts. The 4 valves per cylinder – two intake and 2 exhaust – were actuated by roller rocker arms which had built-in needle bearings that reduced the friction that occurred between 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 spring, check ball and check ball jump. Through the use of oil pressure and leap strength, the lash adjuster maintained a constant zero valve clearance.

Valve timing: D-AVCS

To optimise valve overlap and apply exhaust pulsation to enhance cylinder filling at high engine speeds, the FA20D engine had variable intake and exhaust valve timing, known as Subaru'due south 'Dual Active Valve Command Organization' (D-AVCS).

For the FA20D engine, the intake camshaft had a sixty caste range of adjustment (relative to crankshaft bending), while the exhaust 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 associates contained advance and retard oil passages, besides as a detent oil passage to make intermediate locking possible. Furthermore, a thin cam timing oil control valve associates was installed on the front surface side of the timing concatenation cover to brand the variable valve timing machinery more compact. The cam timing oil control valve assembly operated according to signals from the ECM, controlling the position of the spool valve and supplying engine oil to the advance hydraulic chamber or retard hydraulic chamber of the camshaft timing gear associates.

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 bedroom from negative or positive cam torque (for advance or retard, respectively) would utilize force per unit area to the advance/retard hydraulic sleeping room through the advance/retard bank check valve. The rotor vane, which was coupled with the camshaft, would then rotate in the advance/retard direction against the rotation of the camshaft timing gear assembly – which was driven past the timing concatenation – and advance/retard valve timing. Pressed past hydraulic force per unit area from the oil pump, the detent oil passage would get blocked so that it did not operate.

When the engine was stopped, the spool valve was put into an intermediate locking position on the intake side past jump power, and maximum advance land on the exhaust side, to fix for the adjacent activation.

Intake and throttle

The intake system for the Toyota ZN6 86 and Subaru Z1 BRZ included a 'audio creator', damper and a thin safe tube to transmit intake pulsations to the cabin. When the intake pulsations reached the sound creator, the damper resonated at certain frequencies. According to Toyota, this blueprint enhanced the engine induction noise heard in the cabin, producing a 'linear intake audio' in response to throttle awarding.

In contrast to a conventional throttle which used accelerator pedal try 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 command motor to control the angle. Furthermore, the electronically controlled throttle regulated idle speed, traction control, stability control and cruise control functions.

Port and direct injection

The FA20D engine had:

• A direct injection system which included a high-pressure fuel pump, fuel delivery pipe and fuel injector assembly; and,
• A port injection system which consisted of a fuel suction tube with pump and gauge assembly, fuel pipage sub-assembly and fuel injector assembly.

Based on inputs from sensors, the ECM controlled the injection volume and timing of each type 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 operation across the revolution range compared with a port-only injection engine, increasing power by up to 10 kW and torque by up to 20 Nm.

As per the table below, the injection system had the following operating weather condition:

• Cold start: the port injectors provided a homogeneous air:fuel mixture in the combustion chamber, though the mixture around the spark plugs was stratified past pinch stroke injection from the direct injectors. Furthermore, ignition timing was retarded to raise exhaust gas temperatures so that the catalytic converter could achieve operating temperature more than quickly;
• Depression engine speeds: port injection and direct injection for a homogenous air:fuel mixture to stabilise combustion, amend fuel efficiency and reduce emissions;
• Medium engine speeds and loads: directly injection just to apply the cooling effect of the fuel evaporating as it entered the combustion chamber to increase intake air volume and charging efficiency; and,
• High engine speeds and loads: port injection and direct injection for high fuel period volume.

The FA20D engine used a hot-wire, slot-in type air flow meter to measure intake mass – this meter immune a portion of intake air to flow through the detection area so that the air mass and flow rate could exist measured straight. The mass air flow meter as well had a born intake air temperature sensor.

The FA20D engine had a compression ratio of 12.5:ane.

Ignition

The FA20D engine had a direct ignition arrangement whereby an ignition roll 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 whorl associates.

The FA20D engine had long-reach, iridium-tipped spark plugs which enabled the thickness of the cylinder head sub-associates that received the spark plugs to be increased. Furthermore, the h2o jacket could be extended nearly the combustion sleeping room to enhance cooling operation. The triple basis electrode type iridium-tipped spark plugs had 60,000 mile (96,000 km) maintenance intervals.

The FA20D engine had flat blazon knock control sensors (non-resonant blazon) fastened to the left and right cylinder blocks.

Frazzle 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 being released into the atmosphere by catching them in an activated charcoal canister.

Uneven idle and stalling

For the Subaru BRZ and Toyota 86, at that place have been reports of

• varying idle speed;
• crude idling;
• shuddering; or,
• stalling

that were accompanied past

• 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 caused the ECU to observe an abnormality in the cam actuator duty cycle and restrict the functioning of the controller. To fix, Subaru and Toyota developed new software mapping that relaxed the ECU's tolerances and the VVT-i/AVCS controllers were later manufactured to a 'tighter specification'.

There have been cases, however, where the vehicle has stalled when coming to rest and the ECU has issued fault codes P0016 or P0017 – these symptoms have been attributed to a faulty cam sprocket which could cause oil pressure loss. Equally a result, the hydraulically-controlled camshaft could non respond to ECU signals. If this occurred, the cam sprocket needed to be replaced.

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Source: http://www.australiancar.reviews/Subaru_FA20D_Engine.php

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