Toyota E engine


The Toyota E engine series are a family of straight-four multi-valve piston engines produced by Toyota Motor Corporation from 1985 to 1999. Like many other Toyota engines of the era, the E engine series features a cast iron block along with an aluminium cylinder head, and uses timing belts rather than chains. The members of the E engine family range from 1.0 L to 1.5 L. The E family supplanted the K engines in most applications. A large number of parts in the E engine series are interchangeable between each other.
The E engine series was one of the first engines made by Toyota that were designed with fuel economy, practicality and everyday use in mind. They are designed to provide power and torque in the low-to-mid RPM range, as well as improving fuel efficiency. These engines are lightweight compared to earlier Toyota engines due to its hollow crankshaft, thinned casting of the cylinder block, and several other reductions in auxiliaries as well as in the engine itself. Carbureted versions include a newly-designed, variable-venturi carburetor. All of these changes improved fuel economy and emissions.
The SOHC variants of the E engine series use three valves per cylinder for a total of 12 valves, which contrasts with other straight-four SOHC engines which typically have two valves per cylinder for a total of eight valves. DOHC variants of the E engine series have four valves per cylinder for a total of 16 valves, and used narrow-valve angles instead of the wide-valve angles used in some performance-oriented DOHC engines. The DOHC engines also used Toyota's High-Mecha Twin Cam system which involves a single timing belt driving the two scissor geared camshafts together, with the timing belt driving the exhaust camshaft and the exhaust camshaft driving the inlet camshaft via scissor gears. This is in stark contrast to other Toyota engines, which sometimes have both camshafts being driven by the timing belts or chains.

1E

The 1E is a SOHC version with three valves per cylinder. Output ranges to about at 6,000 rpm, while torque is at 3,500 rpm. It appeared in 1985, and was discontinued after 1994. Bore and stroke is. Compression ratio is 9.0:1. The 1E engines came in both carbureted and fuel-injected versions, which includes the 1E-FE, a fuel-injected DOHC version of the 1E with four valves per cylinder.
;Specs:
  • Bore x stroke:
  • Displacement:
  • Valve clearance: Intake: ; Exhaust:
  • Ignition timing : 10 degrees BTDC
  • Oil capacity:
;Gearbox :
;Applications:

2E

The 2E is a SOHC version with three valves per cylinder. Output ranges from at 6,000 rpm with of torque at 3600 rpm to of torque at 5200 rpm. It appeared in 1985, and was discontinued after 1998. The 2E engines appeared in both carbureted and fuel-injected versions. The 2E-TE, appearing in 1986, is a turbocharged engine producing. A later version, the 2E-TELU produces.
;Specs:
  • Bore x stroke:
  • Displacement:
  • Compression ratio: 9.5:1
  • Ignition timing : 10 degrees BTDC
  • Ignition timing : 5 degrees BTDC at 800 rpm
;Gearbox :
  • 4-speed and 5-speed manual gearbox: C40, C150, C152
  • Automatic transmission: A132
;Applications:

3E

The 3E is a SOHC version with three valves per cylinder. Output ranges from at 6,000 rpm with of torque at 4,000 rpm to of torque at 4,800 rpm. It appeared in 1986, and was discontinued after 1994. The 3E engines appeared in both carbureted and fuel-injected applications. The 3E-TE, appearing in 1986, is a turbocharged engine producing at 5,600 rpm with of torque at 3,200 rpm.
These engines are considered to be slightly less reliable than other Toyota engines, despite being one of the easiest engines to service. The most common problems of these engines are premature valve stem seal failure, carbon buildup on the intake valves, and collapse of the oil control ring on the piston. This can lead to symptoms such as rough idling, stalling, and fouled spark plugs, and therefore needs to be differentially diagnosed. Fortunately, the valve stem seals, at least, can be replaced with silicone or Viton-based seals, which lasts much longer.
;Specs:
  • Bore x stroke
  • 9.3:1 compression ratio
;Applications:

4E

The 4E is a DOHC version with four valves per cylinder. Bore and stroke is. Output ranges from at 6,400 rpm to at 6,600 rpm with of torque at 3,600 rpm to of torque at 4,000 rpm. It appeared in 1989, and was discontinued after 1998. The 4E engines appeared in both carbureted and fuel-injected applications.
;Applications:

First generation 4E-FE

The first generation of the 4E-FE was produced from 1989 until 1996. The engine found in the Starlet GI, Soleil and Corolla models produces at 6,600 rpm and at 5,200 rpm. The first generation of the 4E-FE is directly related to the turbocharged 4E-FTE, sharing many parts with it including the throttle body and fuel injectors.
;Specs:
  • Bore x stroke
  • 9.6:1 compression ratio

Second generation 4E-FE

The second generation of the 4E-FE was introduced in 1996 producing less peak power: at 5,500 rpm, but with a slight increase in peak torque at 4,400 rpm. The second generation of the 4E-FE is essentially the same engine as the first but the intake and exhaust manifolds were changed along with a slight alteration of the ECU meant to reduce exhaust emissions. It was discontinued in 1997.
;Specs:
  • Bore x stroke
  • 9.6:1 compression ratio

Third generation 4E-FE

In 1997 the intake manifold was changed again along with the ECU and the result was for the Corolla and for the Starlet. It was discontinued in 1999.

4E-FTE

The first generation of the 4E-FE became the basis for the 4E-FTE in 1989, which is a turbocharged engine producing at 6,400 rpm with of torque at 4,800 rpm. The 4E-FTE is the most powerful of the E series engines ever produced. It was produced exclusively for the Toyota Starlet GT Turbo and its successor, the Toyota Glanza V, however it also was a very popular conversion engine by enthusiasts for many small Toyota cars such as the Corolla, Tercel, Paseo and Sera which it fit into with standard Toyota parts. It shares the same throttle body and slightly larger fuel injectors with the first generation 4E-FE. The 4E-FTE differs internally from the 4E-FE with its stronger connecting rods, lower compression pistons and stronger crankshaft. The cylinder head is identical with the valve train featuring higher lift on the inlet camshaft, and stronger valve springs to the 4E-FE. The 4E-FTE also features a harmonic damper instead of a normal crankshaft pulley. The turbocharger fitted to the 4E-FTE was Toyota's own CT9 model, which features an internal waste gate and has two modes: low and high boost. The low boost mode is electronically controlled by a solenoid valve and the ECU and the high boost is controlled by an actuator connected to the turbocharger. The 4E-FTE also has a top-mounted, air-cooled intercooler. The 4E-FTE is mated to the Toyota C52 transmission and the C56 transmission.
;Specs:
  • Bore x stroke
  • 8.5:1 compression ratio

5E

The 5E is a DOHC version with four valves per cylinder. Output ranges from at 5,400 rpm to at 6,400 rpm with of torque at 3,200 rpm to of torque at 4,000 rpm. It was introduced in 1990 and discontinued in 1998. All 5E engines are fuel-injected. It uses a cast crankshaft which interestingly enough has 3E markings. In 1995 Toyota changed the ignition system to a distributor-less, coil-on-plug design, switched from OBD-I to OBD-II and began using flat-topped pistons. This ignition design uses two coils. Each coil mounts on top of a spark plug, but also has a cable run to another cylinder's spark plug. This is known as a "wasted spark design". It is electrically similar to engines that have a coil pack. The spark plug fires in both directions. Double platinum plugs are used with this engine to prevent premature side electrode wear. A much thinner head gasket is used to increase compression after the piston domes were removed, and dual electrode spark plugs were installed on California emission models. In 1996 the connecting rods changed to the same thinner ones similar to those used in the second generation 4E-FE. In 1997 a return-less fuel system was added.
;Specs:
  • Bore x stroke
  • 9.4:1 compression ratio
;Applications:

5E-FHE

The 5E-FHE uses the harmonic damper from the 4E-FTE and has slightly more aggressive higher lift cams, high compression pistons, cast 4-2-1 exhaust headers, and stronger internals. Maximum power for the 5E-FHE was increased to, while maximum engine speed was increased to 7,200 rpm in the first generation and 7,900 rpm for the second generation.
Some versions of the 5E-FHE are fitted with an ACIS intake manifold which is claimed to increase power to.