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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 it as 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 top of the cylinder block was open);
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;
Pinch ratio of 12.5:1; and,
7450 rpm redline.

FA20D block

The FA20D engine had an aluminium alloy cake 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 atomic number 26 liners.

Cylinder head: camshaft and valves

The FA20D engine had an aluminium alloy cylinder head with chain-driven double overhead camshafts. The 4 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, cheque ball and check ball spring. Through the use of oil pressure and leap force, the lash adjuster maintained a abiding zero valve clearance.

Valve timing: D-AVCS

To optimise valve overlap and utilize frazzle pulsation to raise cylinder filling at high engine speeds, the FA20D engine had variable intake and exhaust valve timing, known every bit Subaru's 'Dual Active Valve Command System' (D-AVCS).

For the FA20D engine, the intake camshaft had a 60 degree range of aligning (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 duration was 252 degrees.

The camshaft timing gear associates contained accelerate and retard oil passages, equally well 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 encompass to make the variable valve timing mechanism 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 chamber of the camshaft timing gear associates.

To alter cam timing, the spool valve would be activated by the cam timing oil control valve assembly via a signal from the ECM and move to either the right (to advance timing) or the left (to retard timing). Hydraulic pressure in the advance chamber from negative or positive cam torque (for accelerate or retard, respectively) would utilise pressure to the advance/retard hydraulic chamber through the advance/retard bank check valve. The rotor vane, which was coupled with the camshaft, would then rotate in the advance/retard direction confronting the rotation of the camshaft timing gear assembly – which was driven past 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 information technology did non 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 accelerate state on the exhaust side, to prepare for the next activation.

Intake and throttle

The intake organization 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 motel. When the intake pulsations reached the sound creator, the damper resonated at sure frequencies. According to Toyota, this design enhanced the engine induction noise heard in the cabin, 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 control motor to control the bending. Furthermore, the electronically controlled throttle regulated idle speed, traction control, stability control and prowl control functions.

Port and directly injection

The FA20D engine had:

A directly injection system which included a high-pressure fuel pump, fuel commitment pipe and fuel injector assembly; and,
A port injection organization which consisted of a fuel suction tube with pump and gauge assembly, fuel piping 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 ability past up to ten kW and torque by upwards to 20 Nm.

Every bit per the tabular array below, the injection organization had the following 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 by compression 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;
Depression 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: straight injection but to utilise the cooling effect of the fuel evaporating as information technology entered the combustion chamber to increment intake air volume and charging efficiency; and,
High engine speeds and loads: port injection and direct injection for high fuel flow book.

FA20/4U-GSE direct and port injection at various engine speeds and loads
The FA20D engine used a hot-wire, slot-in blazon air menstruation meter to mensurate intake mass – this meter allowed a portion of intake air to flow through the detection surface area so that the air mass and period rate could be measured directly. The mass air flow meter as well 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 direct ignition arrangement 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 associates.

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 exist increased. Furthermore, the water jacket could be extended near the combustion chamber to enhance cooling functioning. The triple ground 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 correct cylinder blocks.

Exhaust and emissions

The FA20D engine had a 4-two-ane exhaust 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 past catching them in an activated charcoal canister.

Uneven idle and stalling

For the Subaru BRZ and Toyota 86, there take been reports of

varying idle speed;
rough idling;
shuddering; or,
stalling

that were accompanied past

the 'check engine' lite 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 caused the ECU to detect an abnormality in the cam actuator duty bicycle and restrict the operation of the controller. To fix, Subaru and Toyota adult new software mapping that relaxed the ECU'south tolerances and the VVT-i/AVCS controllers were after manufactured to a 'tighter specification'.

There have been cases, notwithstanding, 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 level loss. As a consequence, the hydraulically-controlled camshaft could non respond to ECU signals. If this occurred, the cam sprocket needed to exist replaced.