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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'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 it as the 4U-GSE before adopting the FA20 proper name.

Central features of the FA20D engine included information technology:

• Open deck blueprint (i.e. the space between the cylinder bores at the top of the cylinder block was open up);
• Aluminium alloy block and cylinder head;
• Double overhead camshafts;
• Iv valves per cylinder with variable inlet and exhaust valve timing;
• Straight 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 iron liners.

Cylinder head: camshaft and valves

The FA20D engine had an aluminium alloy cylinder head with chain-driven double overhead camshafts. The four valves per cylinder – ii intake and ii frazzle – were actuated past roller rocker artillery which had born 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 brawl and bank check ball leap. Through the apply of oil pressure and spring force, the lash adjuster maintained a constant nothing valve clearance.

Valve timing: D-AVCS

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

For the FA20D engine, the intake camshaft had a 60 degree range of aligning (relative to crankshaft bending), while the exhaust camshaft had a 54 caste 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,
• Frazzle duration was 252 degrees.

The camshaft timing gear assembly contained advance and retard oil passages, as well as a detent oil passage to make intermediate locking possible. Furthermore, a thin cam timing oil control valve assembly was installed on the front surface side of the timing concatenation comprehend to make the variable valve timing machinery more compact. The cam timing oil control valve assembly operated according to signals from the ECM, decision-making the position of the spool valve and supplying engine oil to the advance hydraulic sleeping room or retard hydraulic chamber of the camshaft timing gear assembly.

To alter cam timing, the spool valve would be activated past the cam timing oil control valve assembly via a bespeak from the ECM and move to either the right (to advance timing) or the left (to retard timing). Hydraulic pressure in the accelerate sleeping accommodation 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 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 go blocked so that information technology did not operate.

When the engine was stopped, the spool valve was put into an intermediate locking position on the intake side by jump power, and maximum advance land 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 sparse prophylactic tube to transmit intake pulsations to the cabin. When the intake pulsations reached the sound creator, the damper resonated at certain frequencies. Co-ordinate to Toyota, this pattern enhanced the engine induction racket 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 bending and a throttle control motor to control the angle. Furthermore, the electronically controlled throttle regulated idle speed, traction control, stability command and cruise command functions.

Port and direct injection

The FA20D engine had:

• A direct injection system which included a loftier-pressure fuel pump, fuel delivery pipe and fuel injector assembly; and,
• A port injection system which consisted of a fuel suction tube with pump and gauge associates, fuel pipe 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 direct injection increased performance across the revolution range compared with a port-only injection engine, increasing ability past upwards to 10 kW and torque by up to 20 Nm.

As per the tabular array below, the injection arrangement had the post-obit operating conditions:

• Common cold start: the port injectors provided a homogeneous air:fuel mixture in the combustion bedroom, though the mixture around the spark plugs was stratified past compression stroke injection from the direct injectors. Furthermore, ignition timing was retarded to enhance exhaust gas temperatures and then that the catalytic converter could reach operating temperature more apace;
• Low engine speeds: port injection and direct injection for a homogenous air:fuel mixture to stabilise combustion, improve fuel efficiency and reduce emissions;
• Medium engine speeds and loads: direct injection just to utilize the cooling issue of the fuel evaporating as it entered the combustion chamber to increase intake air volume and charging efficiency; and,
• High engine speeds and loads: port injection and direct injection for high fuel flow volume.

The FA20D engine used a hot-wire, slot-in blazon air flow meter to measure intake mass – this meter immune a portion of intake air to menstruum through the detection area so that the air mass and flow rate could be measured straight. The mass air menses meter also had a congenital-in intake air temperature sensor.

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

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 ringlet assembly.

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 h2o jacket could be extended about the combustion chamber to enhance cooling performance. The triple basis electrode type iridium-tipped spark plugs had threescore,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 4-2-1 exhaust manifold and dual tailpipe outlets. To reduce emissions, the FA20D engine had a returnless fuel organisation with evaporative emissions command that prevented fuel vapours created in the fuel tank from being released into the atmosphere past 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;
• rough idling;
• shuddering; or,
• stalling

that were accompanied by

• the 'cheque 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 non meeting manufacturing tolerances which caused the ECU to detect an abnormality in the cam actuator duty wheel and restrict the operation of the controller. To gear up, Subaru and Toyota adult new software mapping that relaxed the ECU's tolerances and the VVT-i/AVCS controllers were subsequently manufactured to a 'tighter specification'.

At that place have been cases, nonetheless, where the vehicle has stalled when coming to balance and the ECU has issued error codes P0016 or P0017 – these symptoms have been attributed to a faulty cam sprocket which could crusade oil pressure loss. Every bit a outcome, the hydraulically-controlled camshaft could not answer 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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