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Introduction

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

Central features of the FA20D engine included it:

• Open deck design (i.east. the space between the cylinder bores at the top of the cylinder block was open);
• Aluminium alloy block and cylinder head;
• Double overhead camshafts;
• Four valves per cylinder with variable inlet and frazzle valve timing;
• Direct and port fuel injection systems;
• Pinch 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 chapters of 1998 cc. Inside 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 iv valves per cylinder – two intake and ii exhaust – were actuated past 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 spring, cheque brawl and bank check brawl spring. Through the use of oil force per unit area and spring force, the lash adjuster maintained a abiding nil 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 Agile Valve Command Organisation' (D-AVCS).

For the FA20D engine, the intake camshaft had a sixty caste range of adjustment (relative to crankshaft angle), 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 elapsing was 255 degrees; and,
• Exhaust 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 thin cam timing oil control valve associates was installed on the forepart surface side of the timing chain cover to make 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 assembly.

To modify cam timing, the spool valve would exist activated by the cam timing oil control valve assembly via a signal from the ECM and move to either the right (to accelerate timing) or the left (to retard timing). Hydraulic pressure level in the advance chamber from negative or positive cam torque (for advance or retard, respectively) would apply pressure to the advance/retard hydraulic bedroom through the advance/retard 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 associates – which was driven by the timing concatenation – and advance/retard valve timing. Pressed past hydraulic force per unit area from the oil pump, the detent oil passage would become blocked and then that it did not operate.

When the engine was stopped, the spool valve was put into an intermediate locking position on the intake side by spring power, and maximum advance country on the exhaust side, to set for the next activation.

Intake and throttle

The intake system for the Toyota ZN6 86 and Subaru Z1 BRZ included a 'sound creator', damper and a sparse prophylactic 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 dissonance heard in the motel, producing a 'linear intake audio' in response to throttle application.

In contrast to a conventional throttle which used accelerator pedal endeavor 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 bending. Furthermore, the electronically controlled throttle regulated idle speed, traction control, stability command and prowl control functions.

Port and direct injection

The FA20D engine had:

• A direct injection system which included a high-pressure fuel pump, fuel delivery piping and fuel injector assembly; and,
• A port injection system which consisted of a fuel suction tube with pump and gauge assembly, fuel pipe 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 functioning 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 organization had the following operating conditions:

• Cold start: the port injectors provided a homogeneous air:fuel mixture in the combustion chamber, though the mixture effectually the spark plugs was stratified by pinch stroke injection from the direct injectors. Furthermore, ignition timing was retarded to raise frazzle gas temperatures then that the catalytic converter could reach operating temperature more quickly;
• Low engine speeds: port injection and straight injection for a homogenous air:fuel mixture to stabilise combustion, improve fuel efficiency and reduce emissions;
• Medium engine speeds and loads: direct injection only to employ the cooling issue of the fuel evaporating as it entered the combustion chamber to increment intake air book and charging efficiency; and,
• Loftier 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 mensurate intake mass – this meter immune a portion of intake air to menses through the detection area so that the air mass and flow rate could be measured directly. The mass air menstruation meter besides had a built-in intake air temperature sensor.

The FA20D engine had a compression ratio of 12.five:1.

Ignition

The FA20D engine had a direct ignition system whereby an ignition curl 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 assembly.

The FA20D engine had long-attain, iridium-tipped spark plugs which enabled the thickness of the cylinder head sub-associates that received the spark plugs to exist increased. Furthermore, the h2o jacket could exist extended near the combustion chamber to enhance cooling performance. The triple ground electrode type iridium-tipped spark plugs had 60,000 mile (96,000 km) maintenance intervals.

The FA20D engine had flat type knock command sensors (non-resonant type) attached to the left and right cylinder blocks.

Exhaust and emissions

The FA20D engine had a four-2-one exhaust manifold and dual tailpipe outlets. To reduce emissions, the FA20D engine had a returnless fuel organization with evaporative emissions command that prevented fuel vapours created in the fuel tank from existence released into the atmosphere past catching them in an activated charcoal canister.

Uneven idle and stalling

For the Subaru BRZ and Toyota 86, in that location have been reports of

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

that were accompanied by

• the '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 coming together manufacturing tolerances which caused the ECU to notice an abnormality in the cam actuator duty bike and restrict the performance 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 subsequently manufactured to a 'tighter specification'.

At that place have been cases, all the same, where the vehicle has stalled when coming to rest and the ECU has issued error codes P0016 or P0017 – these symptoms have been attributed to a faulty cam sprocket which could cause oil pressure loss. As a result, the hydraulically-controlled camshaft could non respond to ECU signals. If this occurred, the cam sprocket needed to exist replaced.

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

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