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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'due south 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.

Fundamental features of the FA20D engine included information technology:

• Open up deck design (i.e. the space between the cylinder bores at the top of the cylinder block was open);
• Aluminium alloy cake and cylinder head;
• Double overhead camshafts;
• Four valves per cylinder with variable inlet and exhaust valve timing;
• Direct and port fuel injection systems;
• Pinch ratio of 12.5:ane; and,
• 7450 rpm redline.

FA20D block

The FA20D engine had an aluminium blend 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 caput with chain-driven double overhead camshafts. The four valves per cylinder – two intake and two exhaust – were actuated past roller rocker arms which had built-in needle bearings that reduced the friction that occurred betwixt 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 brawl spring. Through the apply of oil pressure and leap forcefulness, the lash adjuster maintained a constant zero 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 exhaust valve timing, known as Subaru's 'Dual Agile Valve Control System' (D-AVCS).

For the FA20D engine, the intake camshaft had a 60 caste range of adjustment (relative to crankshaft angle), while the frazzle 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 elapsing was 255 degrees; and,
• Exhaust elapsing was 252 degrees.

The camshaft timing gear associates contained advance and retard oil passages, equally well as a detent oil passage to make intermediate locking possible. Furthermore, a thin cam timing oil control valve associates was installed on the front surface side of the timing chain cover to brand the variable valve timing machinery more than 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 chamber or retard hydraulic sleeping accommodation of the camshaft timing gear assembly.

To alter cam timing, the spool valve would be activated past the cam timing oil control valve associates via a indicate from the ECM and move to either the correct (to advance timing) or the left (to retard timing). Hydraulic pressure in the advance bedchamber from negative or positive cam torque (for advance or retard, respectively) would utilize pressure to the advance/retard hydraulic sleeping room 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 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 become blocked so that it did not operate.

When the engine was stopped, the spool valve was put into an intermediate locking position on the intake side by leap power, and maximum advance state on the exhaust side, to prepare 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 thin condom 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 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 attempt to determine throttle bending, the FA20D engine had electronic throttle control which used the ECM to summate the optimal throttle valve angle 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-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 assembly, fuel pipage 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-but injection engine, increasing ability by upwardly to 10 kW and torque past up to 20 Nm.

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

• Cold start: the port injectors provided a homogeneous air:fuel mixture in the combustion chamber, though the mixture effectually the spark plugs was stratified by compression stroke injection from the direct injectors. Furthermore, ignition timing was retarded to raise frazzle gas temperatures so that the catalytic converter could reach operating temperature more quickly;
• 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 only to use the cooling effect 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 period meter to measure intake mass – this meter allowed a portion of intake air to menses through the detection surface area and so that the air mass and flow rate could be measured directly. The mass air flow meter likewise had a born intake air temperature sensor.

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

Ignition

The FA20D engine had a direct ignition organization 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 coil 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 be increased. Furthermore, the water jacket could exist extended about the combustion chamber to raise cooling performance. The triple ground electrode type iridium-tipped spark plugs had 60,000 mile (96,000 km) maintenance intervals.

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

Exhaust and emissions

The FA20D engine had a iv-2-i exhaust manifold and dual tailpipe outlets. To reduce emissions, the FA20D engine had a returnless fuel system with evaporative emissions control that prevented fuel vapours created in the fuel tank from being released into the temper 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;
• rough idling;
• shuddering; or,
• stalling

that were accompanied by

• the 'bank check 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 not coming together manufacturing tolerances which acquired the ECU to detect an aberration in the cam actuator duty cycle and restrict the operation of the controller. To gear up, Subaru and Toyota developed new software mapping that relaxed the ECU'south tolerances and the VVT-i/AVCS controllers were subsequently manufactured to a 'tighter specification'.

There accept 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 level loss. Every bit a effect, 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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