Toyota A engine


The Toyota A Series engines are a family of inline-four internal combustion engines with displacement from 1.3 L to 1.8 L produced by Toyota Motor Corporation. The series has cast iron engine blocks and aluminum cylinder heads. To make the engine as short as possible, the cylinders are siamesed.
The development of the series began in the late 1970s, when Toyota wanted to develop a completely new engine for the Toyota Tercel, the successor of Toyota's K engine. The goal was to achieve good fuel efficiency and performance as well as low emissions with a modern design. The A-series includes one of the first Japanese mass-production DOHC, four-valve-per-cylinder engines, the 4A-GE, and a later version of the same engine was one of the first production five-valve-per-cylinder engines.
Toyota joint venture partner Tianjin FAW Xiali produces the 1.3 L 8A and resumed production of the 5A in 2007.

1A

The 1.5 L 1A was produced between 1978 and 1980. All variants were belt-driven 8-valve counter-flow SOHC engines with a single, twin-barrel downdraft carburetor. It used Toyota's Turbulence Generating Pot lean combustion system to meet Japanese emissions standards at the time with only an oxidation (2-way) catalyst. The 1A engine was only long.

1A-C

Applications:

1A-U

Using Toyota two-way catalyst.
Output:
  • at 5,600 rpm and at 3,600 rpm
Applications:

2A

The 1.3 L 2A was produced from 1979 through 1989. 2A engines in 1982 onwards AL20 Tercels have a slightly different valve cover and timing belt cover than early AL11 Tercels, as well as an automatic choke, and automatically controlled hot air intake system. It also has higher compression ratio, and reformulated combustion chambers to improve the fuel economy and emissions. All variants used belt-driven SOHC eight-valve counter-flow cylinder heads with a single downdraft carburetor.

2A, 2A-L, 2A-LC

Output:
  • at 6,000 rpm and at 3,800 rpm
Applications:

2A-U, 2A-LU

Using Toyota TTC-C catalytic converter.
Output:
  • at 6,000 rpm and at 3,600 rpm
Applications:

3A

The 1.5 L 3A was produced from 1979 through 1989. The 3A engine is the successor of Toyota's first A engine, the 1A. All variants were belt-driven eight-valve counter-flow SOHC engines but no longer used Toyota's "Turbulence Generating Pot" pre-combustion system from the 1A.

3A, 3A-C

Output:
  • at 5,600 rpm and at 3,800 rpm
  • at 4,500 rpm
  • at 4,800 rpm
Applications:
  • AL12 Tercel 1979–1982
  • AL21/25 Tercel 1982–1988

3A-U, 3A-LU

Using Toyota TTC-C catalytic converter. On some models marked as 3A-II.
Output:
  • at 5,600 rpm and at 3,600 rpm
Applications:
  • AA60 Carina 1981–1987
  • AT150 Carina 1984–1988
  • AE70 Corolla 1979–1983
  • AE81/85 Corolla 1983–1987
  • AL21 Corolla II 1982–1986
  • AT140 Corona (T140)|Corona] 1982–1987
  • AT150 Corona 1983–1987
  • AL12 Corsa
  • AL21/25 Corsa 1982–1989
  • AW10 MR2 (W10)|MR2] 1984–1989
  • AE70 Sprinter (E70)|Sprinter] 1979–1983
  • AE81/85 Sprinter 1983–1987
  • AL25 Sprinter Carib 1982–1988
  • AL21/25 Tercel 1982–1989

3A-HU

High compression version with Toyota TTC-C catalytic converter.
Output:
  • at 6,000 rpm and at 4,000 rpm
Applications:
  • AL21 Corolla II 1982–1984
  • AL21 Corsa 1982–1984
  • AL21 Tercel 1982–1984

3A-SU

Twin carburetted swirl-intake version with Toyota TTC-C catalytic converter, introduced in August 1984 along with a facelift for the Tercel in Japan. Features two variable-venturi carburetors, which Toyota wanted to test in Japan before launching them in export along E series engine, albeit in single carburetted version. Because of the swirl-intake, the sealing surface between cylinder head and valve cover is different from other SOHC A-engines, featuring vertical curves on the manifold side of the head. Thus, those parts are not interchangeable between each other. The swirl was supposed to improve burning of the air-fuel mixture, thus enabling cleaner emissions, improving fuel economy, and increasing power.
Output:
  • at 6,000 rpm
Applications:

4A

The 4A was produced from 1980 through 2002. All 4A engines have a displacement of. The cylinder bore was enlarged from the previous 3A engines at, but the stroke remained the same as the 3A at, giving it an over-square bore/stroke ratio which favours high engine speeds.
Numerous variations of the 4A design were produced, from basic SOHC 8-valve all the way to DOHC 20-valve versions. The power output also varied greatly between versions, from at 4,800 rpm in the basic California-spec 4A-C to at 6,400 rpm in the supercharged 4A-GZE.

4A, 4A-C, 4A-L, 4A-LC

The basic 4A is a SOHC 8 valve carburated engine which produces at 4800 rpm and of torque at 2800 rpm, though the power and torque output figures vary between different regions of the world. in European versions, the combustion chambers were reformulated in early 1986, resulting in an increase of 2 hp, up to at 5600 rpm, along with improvements in fuel economy and emissions.
North American market engines:4A-LC 1.6 L I4, 8-valve SOHC, at 4800 rpm4A-C 1.6 L I4, 8-valve SOHC, at 5200 rpm
European market engines: 4A-L 1.6 L, I4, 8-valve SOHC, at 5600 rpm, and torque at 4000 rpm 4A-L 1.6 L, I4, 8-valve SOHC, at 5600 rpm, and torque at 3600 rpm
Australian/Swiss/Swedish market engines:
Australia, Sweden, and Switzerland shared emissions rules for a period in the 1970s and eighties.4A-LC 1.6 L, I4, 8-valve SOHC, at 5600 rpm
;Applications:

4A-ELU

Fuel injection was added. This increased output to at 5600 rpm and at 4000 rpm.
This version is also equipped with Toyota TTC-C catalytic converter.
Applications:

[|4A-F]

A narrow-valve DOHC 16-valve carburetor-equipped version, the 4A-F, was produced from 1987 through 1990. Output was at 6,000 rpm and at 3,600 rpm. This engine featured an aluminum-alloy cylinder head with scissor-gear driven twin overhead camshafts, centered spark plugs, and employed pent-roof combustion chambers which were designed to improve thermal efficiency. It also featured a fully counterweighted crankshaft with five journals and eight balance weights. The 4A-F was designed to provide more powerful torque in the low-to-mid RPM range as well improving top-end power output.
This engine was the first in the series to use Toyota's dual camshaft system known as High-Mecha Twin Cam, where the timing belt drives the exhaust camshaft and the exhaust camshaft then drives the inlet camshaft via scissor gears. The inlet camshaft acts as a slave camshaft to the exhaust camshaft, which led to the system being unofficially known as the "slave-cam system". In contrast, on the 4A-GE engines, both camshafts are driven directly by the timing belts rather than being geared together.
There was a version which featured dual Weber carburetors for Thai market limited edition AE92 Corolla Sporty sedan in 1988, converted by TRD Thailand. It produced at 6,000 rpm and at 4,200 rpm.
Applications:

4A-FE

The fuel injected 4A-FE is the successor of the carbureted 4A-F, manufactured from 1987–2001. Toyota designed this engine with fuel economy in mind. The 4A-FE is basically the same as the 4A-F, the most apparent difference being the electronic fuel injection system as noted by the 'E'. The engine was succeeded by the 3ZZ-FE, a 1.6-liter engine with VVT-i technology.
There are three generations of this engine, which can be identified by the external shape of the engine. The first generation featured a plate on the head which read "16 valve EFI" and fuel injectors in the head.
The second generation had a higher profile cam design in the head, a cam cover with ribs throughout its length, and fuel injectors in the intake manifold runners. Mechanically, the late-model engines received MAP load sensing and redesigned pistons, intake ports, and intake manifold. The second generation engine was produced from 1992–1998.
The third generation was released exclusively for the Asian market only. Although it is very similar to the second generation externally, it only has a slight difference in the top section of the intake manifold and throttle body. This last generation also has a higher additional output of compared to the second generation.Engine displacement: Layout: DOHC Inline-4Valves: 16, 4 for each cylinderRedline: 6300 rpmCompression ratio: 9.5:1Fuel Delivery System: TCCS or MPFI
North American market engines:
  • at 5,800 rpm, and torque at 4,800 rpm
European market engines:
  • at 6,000 rpm, and torque at 3,200 rpm
Asian market engines:
  • at 6,000 rpm
Note: power and torque specs for North America and Europe are from the 1988–1992 Corollas.
The 4A-FE is different from the 4A-GE in terms of performance and power. Although both have the same displacement and are DOHC, they were optimized for different uses. The first obvious difference are the valves, the engine's intake and exhaust valves were placed 22.3° apart. The second is that it employed Toyota's High-Mecha Twin Cam system, where both camshafts are geared together with a singular timing belt driving the exhaust camshaft and the exhaust camshaft drives the inlet camshaft via scissor gears. Some of the less directly visible differences were compact combustion chamber designs with heavily shrouded valves, less aggressive camshaft profiles, a cast crankshaft, ports of a small cross sectional area, a very restrictive intake manifold with long runners joined to a small displacement plenum and other changes. Even though the valve angle is closer to what is considered in some racing circles to be ideal for power, its other design differences and the intake which is tuned for a primary harmonic resonance at low RPM means that it has about 10% less power compared to the 4A-GE engine. This engine design improves fuel efficiency and torque, but compromises power. Power ratings varied from in the US market.
;Applications:
  • AT220 Avensis 1997–2000
  • AT171/175 Carina 1988–1992
  • AT190 Carina 1984–1996
  • AT171 Carina II 1987–1992
  • AT190 Carina E 1992–1997
  • AT180 Celica 1989–1993
  • AE92/95 Corolla 1988–1997
  • AE101/104/109 Corolla 1991–2002
  • AE111/114 Corolla 1995–2002
  • AE101 Corolla Ceres 1992–1998
  • AE111 Corolla Spacio 1997–2001
  • AT175 Corona 1988–1992
  • AT190 Corona 1992–1996
  • AT210 Corona 1996–2001
  • AE95 Sprinter 1989–1991
  • AE101/104/109 Sprinter 1992–2002
  • AE111/114 Sprinter 1995–1998
  • AE95 Sprinter Carib 1988–1990
  • AE111/114 Sprinter Carib 1996–2001
  • AE101 Sprinter Marino 1992–1998
  • AE92/AE111 Corolla/Conquest 1993–2002
  • Geo Prizm base model 1989–1997

4A-FHE

Same as the first generation 4A-FE, only more aggressive tune for more output. Called an EFI-S engine.
Output:
  • at 6,000 rpm and at 4,800 rpm
Applications:

4A-GE (16-valve)

The 4A-GE was a series of high-performance four-cylinder twincam engines made by Toyota and was built at Toyota's Shimoyama plant alongside the 4A and 2A engines. The reliability and performance of these engines has earned them a fair number of enthusiasts and a fan base as they are a popular choice for an engine swap into other Toyota cars such as the KE70 and KP61. New performance parts are still available for sale even today because of its strong fan base. Production of the various models of this version lasted for five generations, from May 1983 through 1991 for the 16-valve versions and up to 2000 for the 20-valve 4A-GE versions.
Note: The 4A-GE was not created in collaboration with Yamaha Motor Corporation, evidenced by the absence of "YAMAHA" lettering on the timing cover and the fact that Yamaha did not claim credit for it.

First Generation ''"Blue Top"'' (Early Bigport)

The first-generation 4A-GE which was introduced in May 1983 replaced the 2T-G as Toyota's most popular twincam engine. This engine was called 4A-GEU in Japan; 4A-GEC for North American specifications; and the transverse version was named 4A-GEL/GELC/GELU. This engine was identifiable via silver cam covers with the lettering on the upper cover painted black and blue, as well as the presence of three reinforcement ribs on the back side of the block. It was extremely light and strong for a production engine using an all-iron block, weighing in at only - over fifteen percent reduction compared to 2T-GEU. It was also 4 dB quieter. While originally conceived of as a two-valve design, Toyota changed the 4A-GE to a four-valve after a year of evaluation.
The 4A-GEC produced in the American market. The use of a vane-type air flow meter, which restricted air flow slightly but produced cleaner emissions that conformed to the U.S. regulations, limited the power considerably - the 4A-GEU Japanese model, which uses a manifold absolute pressure sensor, was rated at in gross rating. Nonetheless, Japanese cars tested no faster than their American counterparts despite their higher power rating and a lower curb weight. In addition to North America, the 4A-GEC engine was also offered in Sweden, Switzerland and West Germany. In Sweden and Switzerland, the engine was rated higher at, while the version destined for West Germany was rated at. Both were rated in DIN net and the power differences were mainly due to the different exhaust systems. Another version of this engine was the standard 4A-GE similar to the Japanese version, but without a catalytic converter. The European version has a compression ratio of 10.0:1 instead of 9.4:1 for the rest of the world, and was rated at.
Toyota designed the engine for performance; the valve angle was a relatively wide 50 degrees, which at the time was believed to be ideal for high power production. Today, many modern high-revving engines use narrower valve angles at around 20 to 25 degrees, which allows for a more smaller and compact cylinder head design to be used and is now believed to be ideal for high-revving engines with high specific power outputs. Despite this, however, most high-performance racing engines still employ wide valve angles, which allowed for straighter ports and more efficient air flow.
The first-generation 4A-GE is nicknamed the "bigport" engine because it had intake ports of a very large cross-sectional area. While the port cross-section was suitable for a very highly modified engine at very high engine speeds, it caused a considerable drop in low-end torque due to the decreased air speeds at those rpm. To compensate for the reduced air speed, the first-generation engines included the T-VIS feature, in which dual intake runners are fitted with butterfly valves that opened at approximately 4,200 rpm. The effect is that at lower rpm four of the eight runners are closed, which forces the engine to draw in all its air through half the runners in the manifold. This not only raises the airspeed which causes better cylinder filling, but due to the asymmetrical airflow a swirl is created in the combustion chamber, meaning better fuel atomization. This enabled the torque curve to still be intact at lower engine speeds, allowing for better performance across the entire speed band and a broad, flat torque curve around the crossover point. During rising engine speed, a slight lurch can occur at the crossover point and an experienced driver will be able to detect the shift in performance. Production of the first-generation engine model lasted until May 1987.

Second Generation ''"Red & Black Top"'' (Late Bigport)

The second-generation 4A-GE produced from June 1987 to May 1989 featured larger diameter bearings for the connecting-rod big ends and added four additional reinforcement ribs on the back of the engine block, for a total of seven. The T-VIS feature is retained, as well as the MAP sensor. It is visually similar to the first-generation engine and the US-market power output was only increased to. The Japanese market was rated at, this time in net rating. The first- and second-generation engines are very popular with racers and tuners because of their availability, ease of modification, simple design, and lightness.

Third Generation ''"Red Top"'' (Smallport)

The third-generation appeared in June 1989 and was in production until June 1991. This engine has the silver cam covers with the words only written in red, hence the nickname "red top". Toyota increased the compression ratio from 9.4:1 to 10.3:1. To correct the air-speed problems of the earlier generations, the intake ports in this cylinder head were re-designed to have a smaller cross-section, and hence it has been nicknamed the "smallport" head. This change in the intake ports negated the need for the earlier twin-runner intake manifold and it was replaced with a single-runner manifold. Additional engine modifications to extend life and reliability included under-piston cooling oil squirters, thicker connecting rods and other components. Also of note, the pistons were changed to utilize a fully floating gudgeon pin unlike the pressed-in pins of the earlier versions. Other internal revisions were made to the pistons. They were slightly modified to make space for the under-piston cooling oil squirters found in this engine version. In addition to this, the piston ring size were changed to, 1.5mm and, this change in size made it difficult to obtain as compared to the earlier 16 valves versions of the 4A-GE,, . All non-US market 4A-GEs continued to use a MAP sensor, while all of the North American market 4A-GE engines came with a MAF sensor. For North American market cars, this revision increased the power to. In non-NA market cars, this revision produced, depending on the market.
The 4A-GE engine was first introduced in the 1983 Sprinter Trueno AE86 and the Corolla Levin AE86. The AE86 marked the end of the 4A-GE as a rear wheel drive mounted engine. Alongside the RWD AE86/AE85 coupes, a front wheel drive Corolla was produced and all future Corollas/Sprinters were based around the FF layout. The AW11 MR2 continued use of the engine as a rear mid-engine, rear-wheel-drive layout, transversely-mounted midship. The engine was retired from North American Corollas in 1991, although it continued to be available in the Geo Prizm GSi from 1990 to 1992. All 4A-GE engines feature a forged crankshaft rather than a cheaper and more commonly used cast version.
Clarification: In the U.S. market, the 4A-GE engine was first used in the 1985 model year Corolla GT-S only, which is identified as an "AE88" in the VIN but uses the AE86 chassis code on the firewall as the AE88 is a "sub" version of the AE86. The 4A-GE engines for the 1985 model year are referred to as "blue top" as opposed to the later "red top" engines, because the paint color on the valve covers is different, to show the different engine revision, using different port sizes, different airflow metering, and other minor differences on the engine.
The American Spec AE86 carried the 4A-GE engine. In other markets, other designations were used. Much confusion exists, even among dealers, as to which models contained what equipment, especially since Toyota split the Corolla line into both RWD and FWD versions, and the GT-S designation was only well known as a Celica version at that time.
;Applications:

4A-GE (20-valve)

Fourth Generation ''"Silver Top"''

The fourth-generation 4A-GE engine was produced from 1991 to 1995. It has silver cam covers with chrome lettering, hence the nickname "silver top". This engine yet again features a completely new cylinder head which uses five valves per cylinder instead of four. It uses Toyota's Variable Valve Timing system on the intake cam, an increased compression ratio, and the intake system was replaced with a short manifold with individual throttles and velocity stacks, however the vane-type airflow meter was retained, requiring the use of a plenum. The previous 16-valve head used a sharply curved intake port, while the 20-valve engine used a very upright straight port. This engine produces at 7,400 rpm with of torque at 5,200 rpm.
In South Africa, the 7A-FE engine was used in place of the 20-valve 4A-GE engine in 1993 despite other countries moving towards the new engine, as South African fuel was not suitable at the time for the 20-valve 4A-GE engines. The 20-valve 4A-GE engine would eventually arrive in the Corolla RXi and RSi in the "black top" revision in 1997.
Applications:

Fifth Generation ''"Black Top"''

The fifth-generation 4A-GE engine produced from 1995 to 2000 is the final version of the 4A-GE engine and has black cam covers. It uses Toyota Variable Valve Timing system on the intake cam. This engine is commonly known as the "black top" due to the color of the valve cover, and yet again features an even higher compression ratio. The air flow sensor was replaced by a MAP sensor, the diameter of the four individual throttle bodies was increased from, the exhaust ports diameter were increased by 3 mm, the intake cam lift was increased from, and the intake ports were significantly improved in shape and contour, with the width of the opening at the head increased as well. Additionally, the black top had a lighter flywheel, a larger plenum, lighter connecting rods and revised rubber velocity stacks, and was also offered in 1997 with a six-speed C160 transaxle. This revision increased the power to at 7,800 rpm with of torque at 5,600 rpm. The 'Blacktop' has become a favorite among enthusiasts and is used as an easy power upgrade for the early Toyota Corolla models, especially for use in the drift scene. Due to the relatively high state of tuning of the stock engine, most power/torque gains come from higher lift cams and engine management.
Some people have said that the power figures of the 20-valve engines from Toyota are inflated; this statement was likely caused by using less than 100 RON fuel that both 20-valve engines require.
;Applications:

[|4A-GZE]

The 4A-GZE was a supercharged version of the 4A-GE produced in various forms from August 1986 through 1995. All three generations shared forged and ceramic coated pistons, a SC12 Roots type supercharger, and a stronger 7-rib block and crankshaft, similar to the 1987–1989 "Late Bigport" second-generation 4A-GE. Toyota Racing Development also developed supercharged engine list|supercharger kit]s for the 4A-GZE engines.
The 4A-GZE is popular for turbo conversions, as many parts do not need to be modified to support the extra boost.

First Generation

The first-generation 4A-GZE produced peak manifold pressure. It used dished, forged and coated pistons with an 8.0:1 compression ratio. Compared to the 4A-GE, the main differences for the long block were casting holes for a knock sensor and coolant bypass pipes, lower duration cam timing, the upgraded pistons, different valve covers, and the omission of T-VIS. The first-generation 4A-GZE was rated at at 6400 rpm and at 4400 rpm.
The 4A-GZE was first used in the 1986 supercharged Toyota MR2 AW11 until May 1989. It was also used in the 1987–1989 Toyota Corolla AE92 and Sprinter AE92. Despite having the same specifications, the MR2 was equipped with a distributor and a single ignition coil while the Corolla and Sprinter was equipped with a distributor-less design and twin coil packs.
Applications:

Second Generation

In late 1989, the 4A-GZE was updated with an 8.9:1 compression, and MAP D-Jetronic load sensing and a smaller supercharger pulley producing. These updated 4A-GZE engines were rated at and. Fuel requirements were increased from this generation onwards, requiring at least 100 RON fuel. It can be denoted by a gray cover on the top-mounted intercooler with an emblem reading "Twin Cam 16 Supercharger". While this cover was also used on early AE92s with the first-generation 4A-GZE, the lack of AFM and its subsequent replacement with MAP in the later AE92s makes this generation easily recognizable.
Applications:

Third Generation

In mid 1991, the 4A-GZE was further upgraded with the "smallport" cylinder head and the block was equipped with piston skirt oil jets for cooling. These minimal updates further increased output to and. It can be denoted by a black cover on the top-mounted intercooler with an emblem featuring Toyota's then-new logo followed by the word "Supercharger". While its naturally aspirated counterpart used five valves per cylinder for a total of 20 valves in its redesigned cylinder head during this timeframe, the 4A-GZE's cylinder head remained unchanged and continued to use four valves per cylinder for a total of 16 valves.
Applications:

Racing Applications

Due to its durability, performance and relatively low cost, 4A-GE and 4A-GZE engines and their derivatives have been popular for both professional and amateur racing since their introduction. The most notable application of the 4A-GE in racing was as in the Formula Atlantic series, where in full race trim the engine will produce at 10,000 rpm.

[|5A]

The 5A was produced from 1987 through 2006. The carbureted 5A-F was produced in 1987 and the fuel injected 5A-FE was produced that year and again from 1995 through 1998. Both used a cylinder bore and stroke of and had 4 valves per cylinder with DOHC heads using the narrow-valve angle. It uses the same High-Mecha Twin Cam system from the 4A-F and 4A-FE.

5A-F

Output for the carb version was at 6000 rpm and at 3600 rpm.
Applications:
  • AT170 Carina 1988–1990
  • AE91 Corolla 1987–1989
  • AT170 Corona 1987–1989
  • AE91 Sprinter 1987–1989

5A-FE

Output for the 1987 FI version was at 6000 rpm and at 4800 rpm. A later one produced at 5600 rpm and at 4400 rpm.
Toyota joint venture partner Tianjin FAW Xiali produces the 5A-FE for its Vela and Weizhi subcompact sedans. This version produces at 6000 rpm and at 4400 rpm.
;Applications:

5A-FHE

Same as the first generation 5A-FE, only more aggressive tune for more output. This engine produces up to due to slightly larger throttle than the standard 5A-FE and different cam profiles. Called an EFI-S engine.
Applications:
  • AE91 Corolla 1989–1992
  • AE91 Sprinter 1989–1992
  • AE91 Toyota G Touring 1994–1999
  • AE100 Toyota G Touring 1994–1999

6A

The 6A-FC was produced from 1989 through 1992. It is the only 1.4 variant of the A-series engines. Output is and.
It is a 4-valve, narrow-valve angle DOHC engine using Toyota's High-Mecha Twin Cam system, mainly installed in Australian and European market Corollas.

6A-FC

Applications:
  • AE90 Corolla and Holden Nova 1989–1992

7A

The 7A was produced from 1990 through 2002. Cylinder bore and stroke was. The largest production A-series engine was the 7A-FE, produced from 1993 through 2002. It is a 4-valve DOHC narrow-valve angle economy engine stroked out from the 4A, also using the 4A-FE's High-Mecha Twin Cam concept. It is a non-interference type engine.
An early Canadian version produced at 5600 rpm and at 2800 rpm. The common version is rated at at 5600 rpm and at 2800 rpm. The engine output was changed for the 1996 to 1997 version mainly due to a different antipollution system and different intake which made it rate at at 5200 rpm and of torque at 2800 rpm.
In the United States, the most common application of the 7A-FE was in the 1993–1997 Corolla. It was also used in some 1994–1999 Celicas at the base ST trim level, as well as the Toyota Corolla's clone, the Geo Prizm.
The Indonesian and Russian versions of the 7A-FE has the strongest naturally aspirated output at at 6000 rpm and at 4400 rpm. It was used in the AE112 Corolla from 1998 to 2001.
In the Australian market, the AE112 Corolla Sportivo had a turbocharged and intercooled 7A-FE, sometimes unofficially referred to as the "7A-FTE". This was a conversion as opposed to a ground-up turbo design, and retains the same 9.5:1 compression ratio used in the naturally aspirated 7A-FE. Output was at 5,600 rpm and torque was at 3600 rpm, thanks to an IHI RHF4B turbocharger with 0.55 bar of boost pressure. Only 110 Corolla Sportivos were built.
Toyota never made a wide-valve angle high-performance engine based on the 7A called the "7A-GE", however many enthusiasts have created one using a combination of 7A-FE parts, 4A-GE parts and custom connecting rods. The 7A-FE has a smaller crank journal and smaller wrist pins, and so a few companies have made special rods to accommodate these builds. Likewise, an unofficial supercharged "7A-GZE" has also been built from 7A-FE parts, 4A-GZE parts and custom connecting rods.

7A-FE

Applications:

8A

The 8A was produced from 1990 through 2006 by Tianjin FAW Xiali for its Daihatsu and Toyota-based subcompacts. It uses the same cylinder bore of as the 5A but with a reduced stroke of. It uses a four valves per cylinder DOHC head with narrow-valve angles. The High-Mecha Twin Cam system from the 4A-FE and 5A-FE was retained. Compression ratio is 9.3:1.
Output is at 6,000 rpm and at 5200 rpm.

8A-FE

Applications:

Production

The 1.3 L and 1.5 L A engines are built in Tianjin FAW Toyota Engine Co., Ltd. Plant No. 1.