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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 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 equally the 4U-GSE before adopting the FA20 name.

Key features of the FA20D engine included it:

• Open deck design (i.e. the space between the cylinder bores at the tiptop of the cylinder cake was open);
• Aluminium alloy block and cylinder head;
• Double overhead camshafts;
• Iv valves per cylinder with variable inlet and exhaust valve timing;
• Direct and port fuel injection systems;
• Compression ratio of 12.v: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 capacity of 1998 cc. Within the cylinder bores, the FA20D engine had cast fe liners.

Cylinder caput: camshaft and valves

The FA20D engine had an aluminium alloy cylinder caput with chain-driven double overhead camshafts. The four valves per cylinder – two intake and two exhaust – were actuated by roller rocker arms which had built-in needle bearings that reduced the friction that occurred between 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, check ball and bank check brawl spring. Through the use of oil pressure and spring strength, the lash adjuster maintained a constant zero valve clearance.

Valve timing: D-AVCS

To optimise valve overlap and utilise exhaust pulsation to heighten cylinder filling at loftier engine speeds, the FA20D engine had variable intake and exhaust valve timing, known as Subaru'south '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 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 duration was 255 degrees; and,
• Exhaust elapsing was 252 degrees.

The camshaft timing gear associates independent advance and retard oil passages, as well every bit a detent oil passage to brand intermediate locking possible. Furthermore, a sparse cam timing oil command valve associates was installed on the front surface side of the timing chain encompass to make the variable valve timing machinery more than 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 sleeping accommodation of the camshaft timing gear assembly.

To modify cam timing, the spool valve would exist activated past the cam timing oil control valve associates via a signal from the ECM and motion to either the right (to advance timing) or the left (to retard timing). Hydraulic force per unit area in the accelerate chamber from negative or positive cam torque (for advance or retard, respectively) would apply pressure to the accelerate/retard hydraulic bedchamber through the advance/retard cheque valve. The rotor vane, which was coupled with the camshaft, would and then rotate in the advance/retard direction against the rotation of the camshaft timing gear assembly – which was driven by the timing chain – and advance/retard valve timing. Pressed past hydraulic pressure from the oil pump, the detent oil passage would go blocked so that it did non operate.

When the engine was stopped, the spool valve was put into an intermediate locking position on the intake side by spring ability, and maximum advance state on the frazzle side, to ready for the side by side activation.

Intake and throttle

The intake arrangement for the Toyota ZN6 86 and Subaru Z1 BRZ included a 'sound creator', damper and a sparse rubber tube to transmit intake pulsations to the cabin. When the intake pulsations reached the audio 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 audio' 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 control which used the ECM to calculate 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 cruise control functions.

Port and straight injection

The FA20D engine had:

• A straight injection organization which included a high-pressure fuel pump, fuel commitment pipe and fuel injector associates; and,
• A port injection organization which consisted of a fuel suction tube with pump and estimate assembly, fuel pipage sub-associates 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 performance across the revolution range compared with a port-just injection engine, increasing power by upwardly to x kW and torque by up to 20 Nm.

As per the table below, the injection system had the following operating weather condition:

• Cold start: the port injectors provided a homogeneous air:fuel mixture in the combustion chamber, though the mixture around the spark plugs was stratified by pinch stroke injection from the directly injectors. Furthermore, ignition timing was retarded to heighten exhaust gas temperatures so that the catalytic converter could reach operating temperature more chop-chop;
• Low engine speeds: port injection and direct injection for a homogenous air:fuel mixture to stabilise combustion, meliorate fuel efficiency and reduce emissions;
• Medium engine speeds and loads: direct injection but to utilise the cooling issue of the fuel evaporating as it entered the combustion sleeping accommodation to increase intake air volume and charging efficiency; and,
• High engine speeds and loads: port injection and direct injection for high fuel catamenia book.

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 period through the detection surface area then that the air mass and flow charge per unit could exist measured directly. The mass air flow meter also had a built-in intake air temperature sensor.

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

Ignition

The FA20D engine had a straight ignition system whereby an ignition curlicue 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 associates.

The FA20D engine had long-attain, 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 nearly the combustion chamber to heighten cooling performance. The triple ground electrode type iridium-tipped spark plugs had sixty,000 mile (96,000 km) maintenance intervals.

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

Exhaust and emissions

The FA20D engine had a 4-ii-1 exhaust manifold and dual tailpipe outlets. To reduce emissions, the FA20D engine had a returnless fuel organisation with evaporative emissions control that prevented fuel vapours created in the fuel tank from being released into the atmosphere by communicable 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 'cheque 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 meeting manufacturing tolerances which caused the ECU to detect an aberration in the cam actuator duty cycle and restrict the operation of the controller. To set up, Subaru and Toyota adult new software mapping that relaxed the ECU's tolerances and the VVT-i/AVCS controllers were after manufactured to a 'tighter specification'.

There take been cases, however, 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 event, the hydraulically-controlled camshaft could not reply 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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