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Introduction

The FA20D engine was a ii.0-litre horizontally-opposed (or 'boxer') four-cylinder petrol engine that was manufactured at Subaru's engine establish 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.

Cardinal features of the FA20D engine included it:

• Open up deck design (i.east. the space between the cylinder bores at the top of the cylinder block was open up);
• Aluminium blend block and cylinder head;
• Double overhead camshafts;
• Four valves per cylinder with variable inlet and exhaust valve timing;
• Direct and port fuel injection systems;
• Pinch ratio of 12.5:ane; 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 cast fe liners.

Cylinder head: camshaft and valves

The FA20D engine had an aluminium blend cylinder head with chain-driven double overhead camshafts. The four valves per cylinder – ii intake and two exhaust – were actuated by roller rocker arms which had born needle bearings that reduced the friction that occurred betwixt 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 spring. Through the utilise of oil pressure and spring strength, the lash adjuster maintained a abiding zilch valve clearance.

Valve timing: D-AVCS

To optimise valve overlap and utilise exhaust pulsation to raise cylinder filling at high engine speeds, the FA20D engine had variable intake and exhaust valve timing, known as Subaru'south 'Dual Active Valve Control System' (D-AVCS).

For the FA20D engine, the intake camshaft had a 60 degree 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,
• Frazzle duration was 252 degrees.

The camshaft timing gear assembly contained advance and retard oil passages, besides every bit a detent oil passage to make intermediate locking possible. Furthermore, a sparse cam timing oil control valve associates was installed on the front surface side of the timing chain cover to brand the variable valve timing machinery 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 assembly.

To alter cam timing, the spool valve would be activated by the cam timing oil command valve assembly via a indicate from the ECM and move to either the right (to advance timing) or the left (to retard timing). Hydraulic pressure in the advance sleeping accommodation from negative or positive cam torque (for advance or retard, respectively) would utilise 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 management confronting the rotation of the camshaft timing gear assembly – which was driven by the timing chain – and advance/retard valve timing. Pressed by hydraulic pressure from the oil pump, the detent oil passage would become 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 by spring power, and maximum accelerate country on the exhaust side, to prepare for the side by side activation.

Intake and throttle

The intake system for the Toyota ZN6 86 and Subaru Z1 BRZ included a 'audio creator', damper and a sparse 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 pattern enhanced the engine induction racket heard in the motel, producing a 'linear intake sound' in response to throttle awarding.

In contrast to a conventional throttle which used accelerator pedal effort to determine throttle angle, the FA20D engine had electronic throttle command 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 prowl command functions.

Port and direct injection

The FA20D engine had:

• A directly injection system which included a high-pressure fuel pump, fuel delivery piping and fuel injector assembly; and,
• A port injection organization which consisted of a fuel suction tube with pump and approximate assembly, fuel piping sub-assembly and fuel injector assembly.

Based on inputs from sensors, the ECM controlled the injection book 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-simply injection engine, increasing power by upward to 10 kW and torque by up to twenty Nm.

As per the table beneath, the injection arrangement had the following operating conditions:

• Cold kickoff: the port injectors provided a homogeneous air:fuel mixture in the combustion chamber, though the mixture around the spark plugs was stratified by compression stroke injection from the direct injectors. Furthermore, ignition timing was retarded to heighten exhaust gas temperatures so 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 utilise the cooling effect of the fuel evaporating every bit information technology entered the combustion chamber to increase intake air volume and charging efficiency; and,
• Loftier engine speeds and loads: port injection and direct injection for high fuel flow book.

The FA20D engine used a hot-wire, slot-in type air flow meter to measure out intake mass – this meter allowed a portion of intake air to menstruation through the detection area so that the air mass and flow rate could be measured direct. The mass air flow meter too had a built-in intake air temperature sensor.

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

Ignition

The FA20D engine had a direct 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-achieve, iridium-tipped spark plugs which enabled the thickness of the cylinder head sub-assembly that received the spark plugs to exist increased. Furthermore, the water jacket could be extended about the combustion sleeping room to enhance cooling performance. 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) attached to the left and correct cylinder blocks.

Exhaust and emissions

The FA20D engine had a 4-2-ane frazzle manifold and dual tailpipe outlets. To reduce emissions, the FA20D engine had a returnless fuel system with evaporative emissions command 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;
• rough idling;
• shuddering; or,
• stalling

that were accompanied past

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

Initially, Subaru and Toyota attributed these symptoms to the VVT-i/AVCS controllers not meeting manufacturing tolerances which acquired the ECU to detect an abnormality in the cam actuator duty cycle and restrict the performance 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 subsequently manufactured to a 'tighter specification'.

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