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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'southward 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 information technology every bit the 4U-GSE earlier adopting the FA20 proper name.

Key features of the FA20D engine included it:

• Open deck blueprint (i.e. the space betwixt 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 exhaust valve timing;
• Direct 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 chapters of 1998 cc. Within the cylinder bores, the FA20D engine had cast atomic number 26 liners.

Cylinder head: camshaft and valves

The FA20D engine had an aluminium alloy cylinder caput with concatenation-driven double overhead camshafts. The four valves per cylinder – two intake and ii exhaust – were actuated by roller rocker arms which had born needle bearings that reduced the friction that occurred between the camshafts and the roller rocker artillery (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 leap. Through the utilise of oil pressure and spring force, the lash adjuster maintained a abiding cypher valve clearance.

Valve timing: D-AVCS

To optimise valve overlap and utilise frazzle pulsation to enhance cylinder filling at loftier engine speeds, the FA20D engine had variable intake and exhaust valve timing, known as Subaru's 'Dual Active Valve Control Organisation' (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,
• Exhaust duration was 252 degrees.

The camshaft timing gear assembly independent advance and retard oil passages, every bit well as a detent oil passage to make intermediate locking possible. Furthermore, a thin cam timing oil command valve assembly was installed on the forepart surface side of the timing chain embrace to brand the variable valve timing mechanism more compact. 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 sleeping accommodation or retard hydraulic chamber of the camshaft timing gear associates.

To modify cam timing, the spool valve would be activated by the cam timing oil command valve associates via a signal from the ECM and move to either the right (to accelerate 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 apply pressure to the accelerate/retard hydraulic chamber through the advance/retard check valve. The rotor vane, which was coupled with the camshaft, would then rotate in the accelerate/retard management against the rotation of the camshaft timing gear assembly – which was driven by the timing concatenation – and advance/retard valve timing. Pressed by hydraulic pressure from the oil pump, the detent oil passage would go blocked and 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 by jump ability, and maximum advance country on the exhaust side, to set up 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 thin rubber 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 design enhanced the engine induction noise heard in the cabin, producing a 'linear intake sound' in response to throttle application.

In contrast to a conventional throttle which used accelerator pedal endeavour to make up one's mind throttle bending, the FA20D engine had electronic throttle control which used the ECM to summate the optimal throttle valve angle and a throttle command motor to control the bending. Furthermore, the electronically controlled throttle regulated idle speed, traction control, stability control and prowl control functions.

Port and straight injection

The FA20D engine had:

• A directly injection system which included a loftier-pressure fuel pump, fuel delivery pipage and fuel injector assembly; and,
• A port injection organisation which consisted of a fuel suction tube with pump and gauge associates, fuel pipage sub-assembly and fuel injector assembly.

Based on inputs from sensors, the ECM controlled the injection volume 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 directly injection increased performance 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 beneath, the injection system had the post-obit operating conditions:

• 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 compression stroke injection from the direct injectors. Furthermore, ignition timing was retarded to raise frazzle gas temperatures so that the catalytic converter could reach operating temperature more quickly;
• 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: directly injection only to use the cooling effect of the fuel evaporating as it entered the combustion bedchamber to increase intake air volume and charging efficiency; and,
• High engine speeds and loads: port injection and straight 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 allowed a portion of intake air to flow through the detection surface area and then that the air mass and flow rate could exist measured direct. The mass air catamenia meter also had a congenital-in intake air temperature sensor.

The FA20D engine had a compression ratio of 12.5:1.

Ignition

The FA20D engine had a straight 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 head sub-assembly that received the spark plugs to be increased. Furthermore, the water jacket could be extended about the combustion bedchamber to enhance cooling performance. The triple basis electrode type iridium-tipped spark plugs had lx,000 mile (96,000 km) maintenance intervals.

The FA20D engine had flat type knock control sensors (not-resonant type) attached to the left and correct 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 being 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;
• crude idling;
• shuddering; or,
• stalling

that were accompanied by

• the 'check engine' light illuminating; and,
• the ECU issuing error codes P0016, P0017, P0018 and P0019.

Initially, Subaru and Toyota attributed these symptoms to the VVT-i/AVCS controllers not meeting manufacturing tolerances which caused the ECU to detect an abnormality in the cam actuator duty bicycle and restrict the functioning of the controller. To ready, Subaru and Toyota developed new software mapping that relaxed the ECU's tolerances and the VVT-i/AVCS controllers were later on manufactured to a 'tighter specification'.

There have been cases, still, where the vehicle has stalled when coming to residue and the ECU has issued fault codes P0016 or P0017 – these symptoms take been attributed to a faulty cam sprocket which could cause oil force per unit area loss. As a effect, the hydraulically-controlled camshaft could not 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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