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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.

Cardinal 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;
• Four valves per cylinder with variable inlet and exhaust valve timing;
• Direct and port fuel injection systems;
• Compression ratio of 12.5:1; and,
• 7450 rpm redline.

FA20D cake

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 atomic number 26 liners.

Cylinder head: camshaft and valves

The FA20D engine had an aluminium alloy cylinder head with concatenation-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 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, cheque ball and check ball spring. Through the use of oil pressure and leap force, the lash adjuster maintained a constant zero valve clearance.

Valve timing: D-AVCS

To optimise valve overlap and utilise frazzle pulsation to heighten cylinder filling at high engine speeds, the FA20D engine had variable intake and exhaust valve timing, known equally Subaru’southward ‘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 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 elapsing was 252 degrees.

The camshaft timing gear assembly contained accelerate and retard oil passages, too 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 chain cover to brand the variable valve timing mechanism more than 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 chamber or retard hydraulic bedchamber 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 bespeak from the ECM and move to either the right (to accelerate timing) or the left (to retard timing). Hydraulic pressure in the advance bedroom from negative or positive cam torque (for advance or retard, respectively) would apply pressure to the advance/retard hydraulic chamber through the advance/retard check valve. The rotor vane, which was coupled with the camshaft, would then rotate in the advance/retard direction against the rotation of the camshaft timing gear associates – 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 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 spring ability, and maximum accelerate country on the exhaust side, to set for the next 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 noise heard in the cabin, producing a ‘linear intake sound’ in response to throttle application.

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 control and cruise control functions.

Port and direct injection

The FA20D engine had:

• A direct injection organisation which included a high-force per unit area fuel pump, fuel delivery piping and fuel injector assembly; and,
• A port injection organisation which consisted of a fuel suction tube with pump and estimate assembly, fuel pipe sub-assembly and fuel injector assembly.

Based on inputs from sensors, the ECM controlled the injection book and timing of each blazon of fuel injector, co-ordinate to engine load and engine speed, to optimise the fuel:air mixture for engine conditions. According to Toyota, port and directly injection increased functioning across the revolution range compared with a port-merely injection engine, increasing power past upward to 10 kW and torque by upwards to 20 Nm.

As per the table below, the injection organization had the following operating conditions:

• Common 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 direct injectors. Furthermore, ignition timing was retarded to raise exhaust gas temperatures and then that the catalytic converter could attain operating temperature more apace;
• 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 use the cooling upshot of the fuel evaporating as it entered the combustion chamber to increase intake air book 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 type air flow meter to measure intake mass – this meter allowed a portion of intake air to flow through the detection surface area and then that the air mass and flow charge per unit could be measured directly. The mass air period meter also had a built-in intake air temperature sensor.

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

Ignition

The FA20D engine had a direct ignition organisation 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 roll assembly.

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 h2o jacket could be extended nearly the combustion chamber to raise cooling performance. The triple footing electrode blazon iridium-tipped spark plugs had threescore,000 mile (96,000 km) maintenance intervals.

The FA20D engine had apartment type knock control sensors (not-resonant type) attached to the left and right cylinder blocks.

Frazzle and emissions

The FA20D engine had a 4-2-i 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 existence released into the atmosphere by communicable them in an activated charcoal canister.

Uneven idle and stalling

For the Subaru BRZ and Toyota 86, in that location have been reports of

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

that were accompanied by

• the ‘check engine’ low-cal 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 not meeting manufacturing tolerances which caused the ECU to detect an abnormality in the cam actuator duty cycle and restrict the operation of the controller. To ready, 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’.

There have been cases, nonetheless, where the vehicle has stalled when coming to rest and the ECU has issued mistake 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 be replaced.