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Introduction

The FA20D engine was a 2.0-litre horizontally-opposed (or 'boxer') iv-cylinder petrol engine that was manufactured at Subaru'southward 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 information technology every bit the 4U-GSE earlier adopting the FA20 name.

Key features of the FA20D engine included information technology:

• Open deck design (i.e. the space betwixt the cylinder bores at the peak of the cylinder block was open up);
• Aluminium alloy cake and cylinder head;
• Double overhead camshafts;
• Four valves per cylinder with variable inlet and exhaust valve timing;
• Directly and port fuel injection systems;
• Compression ratio of 12.5:ane; 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 chapters of 1998 cc. Within the cylinder bores, the FA20D engine had cast fe 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 congenital-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, check ball and check ball spring. Through the use of oil pressure and spring force, the lash adjuster maintained a constant zero valve clearance.

Valve timing: D-AVCS

To optimise valve overlap and employ exhaust pulsation to enhance cylinder filling at loftier engine speeds, the FA20D engine had variable intake and exhaust valve timing, known as Subaru's 'Dual Active Valve Command System' (D-AVCS).

For the FA20D engine, the intake camshaft had a 60 caste 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 elapsing was 255 degrees; and,
• Exhaust duration was 252 degrees.

The camshaft timing gear assembly independent advance and retard oil passages, as well equally 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 comprehend to make the variable valve timing machinery more 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 bedroom 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 associates via a signal from the ECM and movement to either the right (to advance timing) or the left (to retard timing). Hydraulic pressure in the accelerate chamber from negative or positive cam torque (for advance or retard, respectively) would apply pressure to the advance/retard hydraulic bedchamber through the advance/retard check valve. The rotor vane, which was coupled with the camshaft, would then rotate in the accelerate/retard management against the rotation of the camshaft timing gear assembly – which was driven past the timing concatenation – 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 spring ability, and maximum advance state on the exhaust side, to prepare for the side by side activation.

Intake and throttle

The intake system 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 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 dissonance 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 make up one's mind throttle bending, the FA20D engine had electronic throttle control which used the ECM to calculate 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 straight injection organization which included a high-pressure fuel pump, fuel commitment piping and fuel injector assembly; and,
• A port injection organisation which consisted of a fuel suction tube with pump and gauge assembly, fuel pipage sub-associates and fuel injector assembly.

Based on inputs from sensors, the ECM controlled the injection volume 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 straight injection increased functioning across the revolution range compared with a port-only injection engine, increasing power by upwardly to 10 kW and torque by upwardly to twenty Nm.

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

• Cold start: the port injectors provided a homogeneous air:fuel mixture in the combustion sleeping room, though the mixture around the spark plugs was stratified by compression stroke injection from the direct injectors. Furthermore, ignition timing was retarded to raise exhaust gas temperatures so that the catalytic converter could accomplish operating temperature more than quickly;
• Low engine speeds: port injection and straight injection for a homogenous air:fuel mixture to stabilise combustion, amend fuel efficiency and reduce emissions;
• Medium engine speeds and loads: direct injection just to employ the cooling event of the fuel evaporating equally it entered the combustion chamber to increase intake air volume and charging efficiency; and,
• High engine speeds and loads: port injection and directly injection for loftier 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 menstruum through the detection area so that the air mass and flow charge per unit could be measured straight. The mass air flow 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 straight ignition organisation whereby an ignition gyre 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 associates.

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 nearly the combustion chamber to enhance cooling performance. The triple ground electrode type iridium-tipped spark plugs had lx,000 mile (96,000 km) maintenance intervals.

The FA20D engine had flat type knock control sensors (non-resonant type) fastened 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 system with evaporative emissions control that prevented fuel vapours created in the fuel tank from being released into the atmosphere by catching them in an activated charcoal canister.

Uneven idle and stalling

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

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

that were accompanied by

• the '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 meeting manufacturing tolerances which acquired 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's tolerances and the VVT-i/AVCS controllers were later on manufactured to a 'tighter specification'.

In that location take been cases, however, where the vehicle has stalled when coming to rest and the ECU has issued error codes P0016 or P0017 – these symptoms accept been attributed to a faulty cam sprocket which could cause oil force per unit area loss. As a result, the hydraulically-controlled camshaft could not respond 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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