The A family is part of the second wave (1980 - 2000) of the Japanese Toyota engine industry. Version 5A has a smaller piston diameter than the previous version 4A - 78.7 mm instead of 81 mm. Engine displacement decreased to 1.5 liters, power up to 105 liters. with., torque up to 143 Nm. Unlike the previous series, the 5A FE engine does not have GE sports versions, turbocharged modifications and generations with design changes.
Specifications 5A FE 1.5 l/105 l. With.
Initially, the Toyota A-series engine has a safety margin, high maintainability and a huge stock of spare parts. The engine diagram looks like this:
- R4 - in-line four, cylinders are machined inside a cast-iron body, lubrication / cooling channels are made during casting;
- the belt drives both the timing and attachments;
- motors are designed for cars C / D classes, families Caldina / Carina / Corona 170 - 210 and Corolla / Sprinter 90 - 110.
ICE was manufactured in Japan for the domestic market and in China for the whole of Southeast Asia. An important feature is the absence of piston/valve impact when the belt drive breaks. In other words, the 5A FE motor does not bend the valve.
In order to increase power, the design uses electronic EFI injection. The valves are located relative to each other at an angle of 22.3 degrees. The ignition system is initially distributor, then without a charge carrier, two-coil DIS-2.
The technical specifications of 5A FE correspond to the values given in the lower table:
| Manufacturer | Tianjin FAW Toyota Engines Plant #1, North Plant, Deeside Engine Plant, Shimoyama Plant, Kamigo Plant |
| ICE brand | 5AFE |
| Years of production | 1987 – 2006 |
| Volume | 1498 cm3 (1.5 l) |
| Power | 77 kW (105 HP) |
| Torque | 143 Nm (at 4200 rpm) |
| Weight | 117 kg |
| Compression ratio | 9,8 |
| Nutrition | injector |
| motor type | in-line petrol |
| Ignition | switching, non-contact |
| Number of cylinders | 4 |
| Location of the first cylinder | TVE |
| Number of valves per cylinder | 4 |
| Cylinder head material | aluminum alloy |
| silumin cast | |
| An exhaust manifold | cast iron |
| camshaft | DOHC 16V circuit, two upper shafts |
| Block material | cast iron |
| Cylinder diameter | 78.7 mm |
| Pistons | original |
| Crankshaft | cast, 5 supports, 8 counterweights |
| piston stroke | 77 mm |
| Fuel | AI-92-95 |
| Environmental standards | Euro 3 |
| Fuel consumption | highway - 4.5 l / 100 km combined cycle 5.6 l/100 km city - 6.9 l / 100 km |
| Oil consumption | 0.5 l/1000 km |
| What kind of oil to pour into the engine by viscosity | 5W30, 5W40, 0W30, 0W40 |
| Which oil is best for the engine by manufacturer | Liqui Moly, LukOil, Rosneft |
| Oil for 5A FE by composition | Synthetics, semi-synthetics |
| Engine oil volume | 3.3 l |
| Operating temperature | 95° |
| ICE resource | claimed 150,000 km real 250,000 km |
| Adjustment of valves | washers |
| Cooling system | forced, antifreeze |
| coolant volume | 5.3 l |
| water pump | GMB GWT-83A, Toyota 16110-19205, Aisin WPT-018 |
| Candles for 5A FE | Denso K16R-U11, Bosch 0242232802 |
| spark plug gap | 1.1 mm |
| timing belt | Bosch 1987AE1121, 1987949158, 117 teeth |
| The order of operation of the cylinders | 1-3-4-2 |
| Air filter | Nitto, Knecht, Fram, WIX, Hengst |
| Oil filter | Vaico V70-0012, Bosch 0986AF1132, 0986AF1042 |
| Flywheel | for clutch 212 mm, 6 holes for bolts |
| Flywheel mounting bolts | M12x1.25 mm, length 26 mm |
| Valve stem seals | Toyota 90913-02090 intake Toyota 90913-02088 exhaust |
| Compression | from 13 bar, difference in neighboring cylinders max. 1 bar |
| Turnover XX | 750 – 800 min-1 |
| Tightening torque for threaded connections | candle - 23 Nm flywheel - 83 Nm crankshaft pulley - 98 - 147 Nm clutch bolt - 19 - 30 Nm bearing cap - 57 Nm (main) and 39 Nm (rod) cylinder head - three stages 29 Nm, 49 Nm + 90° |
The user manual contains a description of the parameters of the power drive, maintenance regulations and drawings of the main actions that allow you to do your own maintenance of the motor and its overhaul.
Design features
The official manual for the naturally aspirated 5A FE in-line engine contains a description of the design:
- cast-iron block, cylinders are bored in the body without sleeves, which dramatically increases maintainability and reduces the cost;
- twin-shaft cylinder head with gas distribution DOHC 16V;
- at first, the ignition system consisted of a common coil, a distributor, a bundle of high-voltage wires, later a second coil was added according to the DIS-2 scheme;
- there are no hydraulic compensators or VVTi clutches, so the requirements for oil quality are quite low;
- forcing is most often done by analogy with AvtoVAZ engines by boring cylinders;
- overhaul is easily carried out in garages on their own;
- a design feature is the belt drive of one camshaft, the second receives rotation by a gear wheel from it.
The design is very simple, reliable, maintainable, high resource.
List of engine modifications
There are only three engine options in the 5A series, one of which is the 5A-FE. The other two are its modifications, respectively:
- carburetor version 5A-F was produced in the period 1987 - 1990, the internal combustion engine had a capacity of 85 liters. With. and a compression ratio of 9.8 units;
- in version 5A-FHE, the intake manifold was modernized, camshafts with increased phases and cam lift were installed inside the cylinder head, the motor was produced in 1991-1999, had a power of 120 hp. with., was used exclusively in the domestic market.
Accordingly, the original attachments were used, which are not interchangeable with the basic version 5A-FE.
Advantages and disadvantages
The in-line atmospheric ICE device provides a number of advantages to the owner:
- savings in the operating budget - AI-92, the availability of spare parts, self-maintenance and repair on the knee;
- resource from 350,000 km, even on domestic gasoline;
- the possibility of forcing to increase torque.
Disadvantages are also present, but there are not so many of them in Toyota engines:
- adjustment of thermal valve clearances every 30,000 km;
- piston pin flaw - fixed, not floating fit;
- intensive wear of the camshaft beds inside the cylinder head;
- problems with the ignition system.
The main advantage is the absence of a collision between the valve and the piston in the event of a sudden break in the timing drive.
List of car models in which it was installed
The 5A FE engine was designed, not only for specific classes C and D, but also for families of Toyota cars:
- Carina - 1990 - 1992 in the back of AT170, 1992 - 1996 in the back of AT192 and 1996 - 2001 in the back of AT212;
- Corolla - 1989 - 1992 in the back of AE91, 1991 - 2001 in the back of AE100, 1995 - 2000 in the back of AE110, Ceres 1992 - 1998 in the back of AE100;
- Corona - 1989 - 1992 in the back of AT170;
- Soluna - 1996 - 2003 in the back of AL50 for Southeast Asia;
- Sprinter - 1989 - 1992 in the back of AE91, 1991 - 1995 in the back of AE100, 1995 - 2000 in the back of AE110, Marino 1992 - 1998 in the back of AE100;
- Vios - 2002 - 2006 in the back of AXP42 for China;
- Tercel - 1990 - 1994 sedan for Chile and coupe for Canada, USA.
The manufacturer appreciated both the characteristics of the engine and the successful design of the 5A FE, so even after Toyota stopped installing these engines, the Chinese company FEW continued to produce them for its own FAW Xiali Weizhi cars.
Service schedule 5A FE 1.5 l / 105 l. With.
During operation, the 5A FE engine requires periodic maintenance at specific times:
- you need to change the timing belt and the attachment after 50,000 km;
- the developers recommended adjusting the thermal clearances of the valves after 30,000 runs;
- cleaning for crankcase ventilation by the manufacturer is provided every 20 thousand km;
- the manufacturer recommends replacing the engine oil and oil filter after 7500 km;
- the fuel filter is enough for an average of 40,000 runs;
- according to the manufacturer's recommendation, a new air filter is installed every year;
- according to the date of release of antifreeze from the factory, it lasts for two years or 40,000 km;
- spark plugs for engines have a resource of 20,000 mileage;
- the exhaust manifold will burn out after 60,000 km.
After forcing, the resource of friction pairs is reduced by 20 - 30%, so consumables will have to be changed more often.
Overview of faults and how to fix them
With an increase in mileage, the 5A FE motor may reveal the following problems:
| Knock | 1) soot on the valves 2) piston pin wear | 1) carbonization and adjustment of thermal valve clearances 2) replacement fingers |
| Increase in lubricant consumption by more than 1 l / 1000 run | 1) development of oil scraper rings 2) wear of valve stem seals | 1) replacement rings 2) replacement caps |
| ICE stalls | 1) breakdown of the distributor 2) fuel pump wear 3) clogged fuel filter | 1) replacement of the distributor 2) replacement of the fuel pump 3) filter replacement |
| Revs float | 1) crankcase ventilation valve clogged 2) failure of injectors 3) breakage of candles 4) idle valve wear 5) clogged throttle valve | 1) cleaning the crankcase ventilation 2) replacement of nozzles 3) replacement of candles 4) CHX replacement 5) Throttle flush |
| Motor won't start | temperature sensor failure | sensor replacement |
These faults are typical for the entire family A of Toyota engines.
Motor tuning options
Initially, the 5A FE engine is derated relative to previous versions, so inexpensive mechanical tuning is possible here:
- cylinder boring up to 81 mm;
- using pistons from 4A-FE.
In fact, the user receives the previous version of the engine with a combustion chamber volume of 1.6 liters. Further tuning is performed according to the classical scheme:
- grinding of intake manifold and cylinder head channels;
- "evil" camshafts, at least from 5A FHE or with large phases;
- "Spider" on the exhaust, "trick" instead of the second CO sensor;
The motor is domestic, so the best option is to swap to the sports version of the 4A GE. Turbo tuning will cost a little cheaper:
- a whale order for a low-power turbine;
- installation of high-performance, type 360cc nozzles;
- direct-flow with a cross section of 51 mm exhaust;
- use of a Walbro GSS342 fuel pump with a capacity of 255 l / h;
- transition to Abit M11.3 software.
Upon receipt of 150 liters. With. the resource of friction pairs and the engine as a whole will noticeably decrease. To restore it, you will have to modify the head, ShPG and replace the crankshaft.
Thus, the 5A-FE engine was created for two families of Toyota cars - Corolla / Sprinter and Karina / Kaldina C and D classes. The power drive is very reliable, economical, designed for quiet driving in the urban cycle. The design is difficult to force, but it is absolutely maintainable.
If you have any questions - leave them in the comments below the article. We or our visitors will be happy to answer them.
In 1987, the Japanese auto giant Toyota launched a new series of engines for passenger cars, which was called "5A". The production of the series continued until 1999. The Toyota 5A engine was produced in three modifications: 5A-F, 5A-FE, 5A-FHE.
The new 5A-FE engine had a DOHC 4-valve valve per cylinder design, i.e. an engine equipped with two camshafts in the Double OverHead Camshaft block head, where each camshaft drives its own set of valves. With this arrangement, one camshaft drives two intake valves, the other two exhaust valves. The valve drive is carried out, as a rule, by pushers. The DOHC scheme in the Toyota 5A series engines has significantly increased their power.
The second generation of Toyota 5A series engines
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An improved version of the 5A-F engine was the second generation 5A-FE engine. Toyota designers have thoroughly worked on improving the fuel injection system, as a result, the updated version of the 5A-FE was equipped with an electronic fuel injection system EFI - Electronic Fuel Injection.
| Volume | 1.5 l. |
| Power | 100 HP |
| Torque | 138 Nm at 4400 rpm |
| Cylinder diameter | 78.7 mm |
| piston stroke | 77 mm |
| Cylinder block | cast iron |
| cylinder head | aluminum |
| Gas distribution system | DOHC |
| Fuel type | petrol |
| Predecessor | 3A |
| Successor | 1NZ |
Toyota 5A-FE modification engines were equipped with cars of classes "C" and "D":
| Model | Body | Of the year | A country |
|---|---|---|---|
| carina | AT170 | 1990–1992 | Japan |
| carina | AT192 | 1992–1996 | Japan |
| carina | AT212 | 1996–2001 | Japan |
| Corolla | AE91 | 1989–1992 | Japan |
| Corolla | AE100 | 1991–2001 | Japan |
| Corolla | AE110 | 1995–2000 | Japan |
| Corolla Ceres | AE100 | 1992–1998 | Japan |
| corona | AT170 | 1989–1992 | Japan |
| Soluna | AL50 | 1996–2003 | Asia |
| Sprinter | AE91 | 1989–1992 | Japan |
| Sprinter | AE100 | 1991–1995 | Japan |
| Sprinter | AE110 | 1995–2000 | Japan |
| Sprinter Marino | AE100 | 1992–1998 | Japan |
| Vios | AXP42 | 2002–2006 | China |
If we talk about the quality of the design, it is difficult to find a more successful motor. At the same time, the engine is very maintainable and does not cause difficulties for car owners with the purchase of spare parts. A Japanese-Chinese joint venture between Toyota and Tianjin FAW Xiali in China still produces this engine for its Vela and Weizhi small cars.
Japanese motors in Russian conditions
5A-FE under the hood of Toyota Sprinter
In Russia, owners of Toyota cars of various models with 5A-FE modification engines give a generally positive assessment of the performance of 5A-FE. According to them, the 5A-FE resource is up to 300 thousand km. run. With further operation, problems with oil consumption begin. should be replaced at a run of 200 thousand km, after which the replacement should be carried out every 100 thousand km.
Many Toyota owners with 5A-FE engines are faced with a problem that manifests itself in the form of noticeable dips at medium engine speeds. This phenomenon, according to experts, is caused either by poor-quality Russian fuel, or problems in the power supply and ignition system.
Subtleties of repair and purchase of a contract motor
Also, during the operation of 5A-FE motors, minor shortcomings are revealed:
- the engine is prone to high wear of the camshaft beds;
- fixed piston pins;
- difficulties sometimes arise with adjusting the clearances in the intake valves.
However, the overhaul of the 5A-FE is quite rare.
If you need to replace the entire motor, on the Russian market today you can easily find a 5A-FE contract engine in very good condition and at an affordable price. It is worth explaining that it is customary to call engines that have not been operated in Russia contracted. Speaking of Japanese contract engines, it should be noted that most of them have low mileage and all manufacturer's maintenance requirements are met. Japan has long been considered the world leader in the speed of renewal of the car lineup. Thus, a lot of cars get to auto-dismantling there, the engines of which have a fair amount of service life.
Engine Toyota 5A-F/FE/FHE 1.5 l.
Toyota 5A engine specifications
| Production | Kamigo Plant Shimoyama Plant Deeside Engine Plant North Plant Tianjin FAW Toyota Engine's Plant No. 1 |
| Engine brand | Toyota 5A |
| Release years | 1987-now |
| Block material | cast iron |
| Supply system | carburetor/injector |
| Type | in-line |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 77 |
| Cylinder diameter, mm | 78.7 |
| Compression ratio | 9.8 |
| Engine volume, cc | 1498 |
| Engine power, hp / rpm | 85/6000
100/5600 105/6000 120/6000 |
| Torque, Nm/rpm | 122/3600
138/4400 131/4800 132/4800 |
| Fuel | 92 |
| Environmental regulations | - |
| Engine weight, kg | - |
| Fuel consumption, l/100 km (for Carina) - city - track - mixed. |
6.8 4.0 5.0 |
| Oil consumption, g/1000 km | up to 1000 |
| Engine oil | 5W-30 10W-30 15W-40 20W-50 |
| How much oil is in the engine | 3.0 |
| Oil change is carried out, km | 10000
(preferably 5000) |
| Operating temperature of the engine, hail. | - |
| Engine resource, thousand km - according to the plant - on practice |
n.a. 300+ |
| tuning - potential - no loss of resource |
n.a. n.a. |
| The engine was installed | Toyota Corolla Ceres Toyota G Touring Toyota Sprinter Toyota Sprinter Toyota Tercel Toyota Vios FAW Xiali Weizhi |
5A-F/FE/FHE Engine Faults and Repairs
The Toyota 5A engine is an analogue of the 4A engine, in which the cylinder diameter is reduced from 81 mm to 78.7 mm, thus obtaining a volume of 1500 cc. Otherwise, we have the same 4A-F / FE / FHE, with all its pluses and minuses. An ordinary civilian motor, sports versions of GE / GZE based on the 5A were not developed.
Toyota 5A engine modifications
1. 5A-F - carbureted version, similar to 4A-F with reduced volume. Compression ratio 9.8, power 85 hp The engine was in production from 1987 to 1990.
2
. 5A-FE - analogue of 4A-FE, is a 5A-F with electronic fuel injection, compression ratio 9.6, power 105 hp. The production of the engine was started in 1987, finished in 2006, after which the production was transferred to FAW and is currently equipped with Chinese cars.
3. 5A-FHE - version with a modified cylinder head, other camshafts, a slightly modified intake, a different exhaust manifold, power increased to 120 hp. In production was from 19891 to 1999 and was put on cars for the domestic Japanese market.
Malfunctions and their causes
The design of the motor repeats the 4A motor one to one, all those malfunctions that are relevant for 4A also apply to 5A: problems with the distributor, with the lambda probe, with the engine temperature sensor, after which the engine does not start, the speed floats due to a dirty damper, idle sensor move and so on. There are no hydraulic compensators for 5A, so every 100 thousand we carry out the procedure for adjusting the valves, after the same run we also change the timing belt. In general, everything is standard for the A series, see the full list of engine diseases.
Toyota 5A-F/FE/FHE engine tuning
Chip tuning. Atmo. Turbo
Exactly as with the atmospheric version, the motor will not show anything supernatural. The only thing that makes sense is to bore the cylinders to a diameter of 81 mm, for a 4A-FE piston, thus we get a working volume of 1.6 liters and, in fact, a 4A-FE engine, but there is a risk of running into casting defects. You can put a straight-through exhaust with a 4-2-1 spider, but this will not do anything serious.
Turbine on 5A-FE
Initially, this motor was developed for the most relaxed movement, no sport was provided, therefore, any serious tuning will entail the replacement of all regular junk, with tuning and for the turbine, this applies very opportunely. The most reasonable option possible is to order a kit for a 4A-FE on a small turbine and install it on a standard piston one, having previously installed 360cc nozzles, a Walbro 255 pump and a direct-flow outlet on the 51st pipe, we set it up on Abit. It will give it up to 140-150 hp, the resource will be greatly reduced. If you want a resource, change the crankshaft, shpg, cut the cylinder head ... or swap 4A-GE)).
The 5A FE engine is a power unit manufactured by Toyota, the direct successor to the 4A. This motor has high technical characteristics and a lot of varieties and modifications. The applicability of the power unit is wide.
Specifications
The 5A FE engine is one of the most popular power units manufactured by Toyota. At the beginning of production, he received a 16-valve block head, and later there was a developed version with a 20-valve cylinder head. The only difference from the standard motor is the cylinder diameter, which is reduced, due to which the volume was reduced to 1.5 liters.
5A engine under the hood of Toyota CarinaMain technical characteristics of the 5A engine:
Motor modifications
The 5A engine has a lot of modifications that are used on various Toyota vehicles.
Engine 5A
- 5A-F - carbureted version, similar to 4A-F with reduced volume. Compression ratio 9.8, power 85 hp The engine was in production from 1987 to 1990.
- 5A-FE - analogue of 4A-FE, is a 5A-F with electronic fuel injection, compression ratio 9.6, power 105 hp. The production of the engine was started in 1987, finished in 2006, after which the production was transferred to FAW and is currently equipped with Chinese cars.
- 5A-FHE - version with a modified cylinder head, different camshafts, a slightly modified intake, a different exhaust manifold, power increased to 120 hp. It was in production from 19891 to 1999 and was put on cars for the domestic Japanese market.
Service
Maintenance of the 5A engine is carried out at intervals of 15,000 km. Recommended maintenance should be carried out every 10,000 km. So, consider a detailed technical service card:
5A motor valve adjustment process
TO-1: Oil change, oil filter replacement. Carried out after the first 1000-1500 km of run. This stage is also called break-in, since the elements of the motor are lapped.
TO-2: The second maintenance is carried out after 10,000 km of run. So, the engine oil and filter are changed again, as well as the air filter element. At this stage, the pressure on the engine is also measured and the valves are adjusted.
TO-3: At this stage, which is performed after 20,000 km, a standard oil change procedure, fuel filter replacement, and diagnostics of all engine systems are carried out.
TO-4: The fourth maintenance is perhaps the easiest. After 30,000 km, only the oil and the oil filter element change.
Conclusion
The 5A motor has fairly high technical characteristics. Fairly easy to maintain and repair. As for tuning, then a complete overhaul of the engine. Chip tuning of the power plant is especially popular.
The most common and most widely repaired of Japanese engines is the (4,5,7)A-FE series engines. Even a novice mechanic, diagnostician knows about the possible problems of the engines of this series. I will try to highlight (collect into a single whole) the problems of these engines. There are not many of them, but they bring a lot of trouble to their owners.
Sensors.
Oxygen sensor - Lambda probe.
"Oxygen sensor" - used to detect oxygen in the exhaust gases. Its role is invaluable in the process of fuel correction. Read more about sensor problems in article.
Many owners turn to diagnostics for the reason increased fuel consumption. One of the reasons is a banal break in the heater in the oxygen sensor. The error is fixed by the control unit code number 21. The heater can be checked with a conventional tester on the sensor contacts (R- 14 Ohm). Fuel consumption increases due to the lack of fuel correction during warm-up. You will not succeed in restoring the heater - only replacing the sensor will help. The cost of a new sensor is high, and it makes no sense to install a used one (their operating time is large, so this is a lottery). In such a situation, as an alternative, no less reliable universal sensors NTK, Bosch or original Denso can be installed.
The quality of the sensors is not inferior to the original, and the price is much lower. The only problem may be the correct connection of the sensor leads. When the sensor sensitivity decreases, fuel consumption also increases (by 1-3 liters). The operability of the sensor is checked by an oscilloscope on the diagnostic connector block, or directly on the sensor chip (number of switching). The sensitivity drops when the sensor is poisoned (contaminated) with combustion products.
Engine temperature sensor.
"Temperature sensor" is used to register the temperature of the motor. If the sensor does not work correctly, the owner will have a lot of problems. If the measuring element of the sensor breaks, the control unit replaces the sensor readings and fixes its value by 80 degrees and fixes error 22. The engine, with such a malfunction, will operate normally, but only while the engine is warm. As soon as the engine cools down, it will be problematic to start it without doping, due to the short opening time of the injectors. There are frequent cases when the resistance of the sensor changes randomly when the engine is running at H.X. - the revolutions will float in this case. This defect is easy to fix on the scanner, observing the temperature reading. On a warm engine, it should be stable and not randomly change values from 20 to 100 degrees.
With such a defect in the sensor, a “black caustic exhaust” is possible, unstable operation on H.X. and, as a result, increased consumption, as well as the inability to start a warm engine. It will be possible to start the engine only after 10 minutes of sludge. If there is no complete confidence in the correct operation of the sensor, its readings can be replaced by including a 1 kΩ variable resistor or a constant 300 ohm resistor in its circuit for further verification. By changing the readings of the sensor, the change in speed at different temperatures is easily controlled.
Throttle position sensor.
The throttle position sensor tells the on-board computer what position the throttle is in.
A lot of cars went through the assembly disassembly procedure. These are the so-called "constructors". When removing the engine in the field and subsequent assembly, the sensors suffered, on which the engine is often leaned. When the TPS sensor breaks, the engine stops throttling normally. The engine bogs down when revving. The machine switches incorrectly. Error 41 is fixed by the control unit. When replacing a new sensor, it must be adjusted so that the control unit correctly sees the sign of X.X., with the gas pedal fully released (throttle closed). If there is no sign of idling, adequate X.X control will not be carried out, and there will be no forced idling mode during engine braking, which again will entail increased fuel consumption. On engines 4A, 7A, the sensor does not require adjustment, it is installed without the possibility of rotation-adjustment. However, in practice, there are frequent cases of bending the petal, which moves the sensor core. In this case, there is no sign of x / x. The correct position can be adjusted using a tester without using a scanner - on the basis of idling.
THROTTLE POSITION……0%
IDLE SIGNAL……………….ON
MAP absolute pressure sensor
The pressure sensor shows the computer the real vacuum in the manifold, according to its readings, the composition of the fuel mixture is formed.
This sensor is the most reliable of all installed on Japanese cars. His resilience is simply amazing. But it also has a lot of problems, mainly due to improper assembly. They either break the receiving “nipple”, and then seal any passage of air with glue, or violate the tightness of the inlet tube. With such a break, fuel consumption increases, the level of CO in the exhaust rises sharply up to 3%. It is very easy to observe the operation of the sensor on the scanner. The line INTAKE MANIFOLD shows the vacuum in the intake manifold, which is measured by the MAP sensor. If the wiring is broken, the ECU registers error 31. At the same time, the opening time of the injectors sharply increases to 3.5-5ms. When regassing, a black exhaust appears, the candles are planted, shaking appears on H.X. and stop the engine.
Knock sensor.
The sensor is installed to register detonation knocks (explosions) and indirectly serves as a "corrector" of the ignition timing.
The recording element of the sensor is a piezoelectric plate. In the event of a sensor malfunction, or a break in the wiring, at over 3.5-4 tons of revs, the ECU fixes error 52. Sluggishness is observed during acceleration. You can check the performance with an oscilloscope, or by measuring the resistance between the sensor output and the housing (if there is resistance, the sensor needs to be replaced).
crankshaft sensor.
The crankshaft sensor generates pulses, from which the computer calculates the speed of rotation of the engine crankshaft. This is the main sensor by which the entire operation of the motor is synchronized.
On 7A series engines, a crankshaft sensor is installed. A conventional inductive sensor is similar to the ABC sensor and is practically trouble-free in operation. But there are also confusions. With an interturn circuit inside the winding, the generation of pulses at a certain speed is disrupted. This manifests itself as a limitation of engine speed in the range of 3.5-4 tons of revolutions. A kind of cut-off, only at low speeds. It is quite difficult to detect an interturn circuit. The oscilloscope does not show a decrease in the amplitude of the pulses or a change in frequency (during acceleration), and it is rather difficult for a tester to notice changes in Ohm's shares. If you experience symptoms of speed limit at 3-4 thousand, simply replace the sensor with a known good one. In addition, a lot of trouble causes damage to the master ring, which mechanics break when replacing the front crankshaft oil seal or timing belt. Having broken the teeth of the crown, and restored them by welding, they achieve only a visible absence of damage. At the same time, the crankshaft position sensor ceases to adequately read information, the ignition timing begins to change randomly, which leads to loss of power, unstable engine operation and increased fuel consumption.
Injectors (nozzles).
Injectors are solenoid valves that inject pressurized fuel into the engine's intake manifold. Controls the operation of the injectors - the engine computer.
During many years of operation, the nozzles and needles of the injectors are covered with tar and gasoline dust. All this naturally interferes with the correct spray and reduces the performance of the nozzle. With severe pollution, a noticeable shaking of the engine is observed, fuel consumption increases. It is realistic to determine clogging by conducting a gas analysis; according to the readings of oxygen in the exhaust, one can judge the correctness of filling. A reading above one percent will indicate the need to flush the injectors (with the correct timing and normal fuel pressure). Or by installing the injectors on the stand, and checking the performance in tests, in comparison with the new injector. Nozzles are very effectively washed by Lavr, Vince, both on CIP machines and in ultrasound.
Idle valve.IAC
The valve is responsible for engine speed in all modes (warm-up, idling, load).
During operation, the valve petal becomes dirty and the stem is wedged. Turnovers hang on warming up or on X.X. (due to the wedge). Tests for changes in speed in scanners during diagnostics for this motor are not provided. The performance of the valve can be assessed by changing the readings of the temperature sensor. Enter the engine in the "cold" mode. Or, having removed the winding from the valve, twist the valve magnet with your hands. Jamming and wedge will be felt immediately. If it is impossible to easily dismantle the valve winding (for example, on the GE series), you can check its operability by connecting to one of the control outputs and measuring the duty cycle of the pulses, while simultaneously controlling the speed of X.X. and changing the load on the engine. On a fully warmed-up engine, the duty cycle is approximately 40%, by changing the load (including electrical consumers), an adequate increase in speed in response to a change in duty cycle can be estimated. When the valve is mechanically jammed, a smooth increase in the duty cycle occurs, which does not entail a change in the speed of H.X. You can restore work by cleaning soot and dirt with a carburetor cleaner with the winding removed. Further adjustment of the valve is to set the speed X.X. On a fully warmed up engine, by rotating the winding on the mounting bolts, they achieve tabular revolutions for this type of car (according to the tag on the hood). Having previously installed the jumper E1-TE1 in the diagnostic block. On the “younger” 4A, 7A engines, the valve has been changed. Instead of the usual two windings, a microcircuit was installed in the body of the valve winding. We changed the valve power supply and the color of the winding plastic (black). It is already pointless to measure the resistance of the windings at the terminals. The valve is supplied with power and a control signal of a rectangular shape with a variable duty cycle. To make it impossible to remove the winding, non-standard fasteners were installed. But the problem of the stem wedge remained. Now, if you clean it with an ordinary cleaner, the grease is washed out of the bearings (the further result is predictable, the same wedge, but already because of the bearing). It is necessary to completely dismantle the valve from the throttle body and then carefully flush the stem with the petal.
Ignition system. Candles.
A very large percentage of cars come to the service with problems in the ignition system. When operating on low-quality gasoline, spark plugs are the first to suffer. They are covered with a red coating (ferrosis). There will be no high-quality sparking with such candles. The engine will work intermittently, with gaps, fuel consumption increases, the level of CO in the exhaust rises. Sandblasting is not able to clean such candles. Only chemistry (silit for a couple of hours) or replacement will help. Another problem is the increase in clearance (simple wear). Drying of the rubber lugs of high-voltage wires, water that got in when washing the motor, provoke the formation of a conductive path on the rubber lugs.
Because of them, sparking will not be inside the cylinder, but outside it. With smooth throttling, the engine runs stably, and with a sharp one, it crushes. In this situation, it is necessary to replace both the candles and the wires at the same time. But sometimes (in the field), if replacement is impossible, you can solve the problem with an ordinary knife and a piece of emery stone (fine fraction). With a knife we cut off the conductive path in the wire, and with a stone we remove the strip from the ceramics of the candle. It should be noted that it is impossible to remove the rubber band from the wire, this will lead to the complete inoperability of the cylinder.
Another problem is related to the incorrect procedure for replacing candles. The wires are pulled out of the wells with force, tearing off the metal tip of the rein. With such a wire, misfiring and floating revolutions are observed. When diagnosing the ignition system, you should always check the performance of the ignition coil on the high-voltage arrester. The simplest test is to look at the spark gap on the spark gap with the engine running.
If the spark disappears or becomes filiform, this indicates an inter-turn short circuit in the coil or a problem in the high voltage wires. A wire break is checked with a resistance tester. A small wire is 2-3k, then a long 10-12k is further increased. The resistance of a closed coil can also be checked with a tester. The resistance of the secondary winding of the broken coil will be less than 12 kΩ.
Coils of the next generation (remote) do not suffer from such ailments (4A.7A), their failure is minimal. Proper cooling and wire thickness eliminated this problem.
Another problem is the current oil seal in the distributor. Oil, falling on the sensors, corrodes the insulation. And when exposed to high voltage, the slider is oxidized (covered with a green coating). The coal turns sour. All this leads to disruption of sparking. In motion, chaotic shootings are observed (into the intake manifold, into the muffler) and crushing.
Subtle faults
On modern 4A, 7A engines, the Japanese have changed the firmware of the control unit (apparently for faster engine warm-up). The change is that the engine reaches idle speed only at 85 degrees. The design of the engine cooling system was also changed. Now a small cooling circle intensively passes through the head of the block (not through the pipe behind the engine, as it was before). Of course, the cooling of the head has become more efficient, and the engine as a whole has become more efficient. But in winter, with such cooling during movement, the temperature of the engine reaches a temperature of 75-80 degrees. And as a result, constant warm-up revolutions (1100-1300), increased fuel consumption and nervousness of the owners. You can deal with this problem by either insulating the engine more, or by changing the resistance of the temperature sensor (deceiving the computer), or by replacing the thermostat for the winter with a higher opening temperature.
Oil
Owners pour oil into the engine indiscriminately, without thinking about the consequences. Few people understand that different types of oils are not compatible and, when mixed, form an insoluble porridge (coke), which leads to the complete destruction of the engine.
All this plasticine cannot be washed off with chemistry, it is cleaned only mechanically. It should be understood that if it is not known what type of old oil, then flushing should be used before changing. And more advice to the owners. Pay attention to the color of the oil dipstick handle. He is yellow. If the color of the oil in your engine is darker than the color of the pen, it's time to change instead of waiting for the virtual mileage recommended by the engine oil manufacturer.
Air filter.
The most inexpensive and easily accessible element is the air filter. Owners very often forget about replacing it, without thinking about the likely increase in fuel consumption. Often, due to a clogged filter, the combustion chamber is very heavily polluted with burnt oil deposits, valves and candles are heavily contaminated. When diagnosing, it can be erroneously assumed that the wear of the valve stem seals is to blame, but the root cause is a clogged air filter, which increases the vacuum in the intake manifold when contaminated. Of course, in this case, the caps will also have to be changed.
Some owners do not even notice that garage rodents live in the air filter housing. Which speaks of their complete disregard for the car.
The fuel filter also deserves attention. If it is not replaced in time (15-20 thousand mileage), the pump starts to work with overload, the pressure drops, and as a result, it becomes necessary to replace the pump. The plastic parts of the pump impeller and check valve wear out prematurely.
The pressure drops. It should be noted that the operation of the motor is possible at a pressure of up to 1.5 kg (with a standard 2.4-2.7 kg). At reduced pressure, there are constant shots into the intake manifold, the start is problematic (after). Significantly reduced traction. It is correct to check the pressure with a pressure gauge (access to the filter is not difficult). In the field, you can use the "return filling test". If, when the engine is running, less than one liter flows out of the gasoline return hose in 30 seconds, it can be judged that the pressure is low. You can use an ammeter to indirectly determine the performance of the pump. If the current consumed by the pump is less than 4 amperes, then the pressure is squandered. You can measure the current on the diagnostic block. 
When using a modern tool, the process of replacing the filter takes no more than half an hour. Previously, this took a lot of time. Mechanics always hoped in case they were lucky and the bottom fitting did not rust. But often that is what happened. I had to rack my brains for a long time, with which gas wrench to hook the rolled-up nut of the lower fitting. And sometimes the process of replacing the filter turned into a “movie show” with the removal of the tube leading to the filter. Today, no one is afraid to make this change.
Control block.
Until the year 98, control units did not have sufficiently serious problems during operation. The blocks had to be repaired only because of a hard polarity reversal. It is important to note that all conclusions of the control unit are signed. It is easy to find on the board the necessary sensor output to check or continuity of the wire. The parts are reliable and stable in operation at low temperatures.
In conclusion, I would like to dwell a little on gas distribution. Many “hands on” owners perform the belt replacement procedure on their own (although this is not correct, they cannot properly tighten the crankshaft pulley). Mechanics make a quality replacement within two hours (maximum). If the belt breaks, the valves do not meet the piston and fatal destruction of the engine does not occur. Everything is calculated to the smallest detail.
We tried to talk about the most common problems on the engines of this series. The engine is very simple and reliable, and subject to very tough operation on "water - iron gasoline" and dusty roads of our great and mighty Motherland and the "maybe" mentality of the owners. Having endured all the bullying, to this day he continues to delight with his reliable and stable work, having won the status of the most reliable Japanese engine.
Vladimir Bekrenev, Khabarovsk.
Andrey Fedorov, Novosibirsk.
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