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Introduction

The FA20D engine was a ii.0-litre horizontally-opposed (or 'boxer') 4-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 name.

Central features of the FA20D engine included it:

Open deck pattern (i.e. the space between the cylinder bores at the pinnacle of the cylinder block was open);
Aluminium alloy block and cylinder caput;
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:i; 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 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 past roller rocker arms which had congenital-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 bound, check ball and check ball spring. Through the apply of oil pressure and spring strength, the lash adjuster maintained a abiding cypher valve clearance.

Valve timing: D-AVCS

To optimise valve overlap and utilise exhaust pulsation to raise cylinder filling at high engine speeds, the FA20D engine had variable intake and frazzle valve timing, known as Subaru'south 'Dual Active Valve Control 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 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,
Exhaust elapsing was 252 degrees.

The camshaft timing gear assembly independent accelerate and retard oil passages, every bit well equally a detent oil passage to brand intermediate locking possible. Furthermore, a thin cam timing oil command valve associates was installed on the front surface side of the timing concatenation cover 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 bedroom of the camshaft timing gear assembly.

To alter cam timing, the spool valve would exist activated by the cam timing oil control valve associates via a signal from the ECM and move to either the right (to accelerate timing) or the left (to retard timing). Hydraulic pressure level in the advance chamber from negative or positive cam torque (for advance or retard, respectively) would apply pressure level to the accelerate/retard hydraulic bedroom through the advance/retard cheque 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 concatenation – 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 bound power, and maximum accelerate country on the exhaust side, to gear up for the next activation.

Intake and throttle

The intake system for the Toyota ZN6 86 and Subaru Z1 BRZ included a 'sound creator', damper and a sparse rubber tube to transmit intake pulsations to the motel. When the intake pulsations reached the sound creator, the damper resonated at certain frequencies. According to Toyota, this pattern 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 bending and a throttle control motor to control the angle. Furthermore, the electronically controlled throttle regulated idle speed, traction command, stability control and cruise control functions.

Port and directly injection

The FA20D engine had:

A direct injection arrangement which included a high-pressure level fuel pump, fuel commitment piping and fuel injector assembly; and,
A port injection system which consisted of a fuel suction tube with pump and gauge assembly, fuel pipe sub-assembly and fuel injector assembly.

Based on inputs from sensors, the ECM controlled the injection book and timing of each type of fuel injector, co-ordinate to engine load and engine speed, to optimise the fuel:air mixture for engine atmospheric condition. According to Toyota, port and direct injection increased performance beyond the revolution range compared with a port-only injection engine, increasing power by up to 10 kW and torque by up to twenty Nm.

As per the tabular array below, the injection arrangement had the following operating atmospheric condition:

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 raise exhaust gas temperatures so that the catalytic converter could achieve operating temperature more quickly;
Low engine speeds: port injection and directly injection for a homogenous air:fuel mixture to stabilise combustion, amend fuel efficiency and reduce emissions;
Medium engine speeds and loads: direct injection only to utilise the cooling effect of the fuel evaporating as 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.

FA20/4U-GSE direct and port injection at various engine speeds and loads
The FA20D engine used a hot-wire, slot-in type air period meter to measure intake mass – this meter immune a portion of intake air to menses through the detection area and so that the air mass and period rate could be measured straight. The mass air catamenia meter likewise had a congenital-in intake air temperature sensor.

The FA20D engine had a pinch ratio of 12.five:1.

Ignition

The FA20D engine had a direct ignition system whereby an ignition curlicue 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 whorl assembly.

The FA20D engine had long-accomplish, iridium-tipped spark plugs which enabled the thickness of the cylinder caput sub-assembly that received the spark plugs to be increased. Furthermore, the water jacket could exist extended near the combustion chamber to enhance cooling performance. The triple basis electrode type iridium-tipped spark plugs had threescore,000 mile (96,000 km) maintenance intervals.

The FA20D engine had apartment type knock command sensors (non-resonant blazon) attached to the left and right cylinder blocks.

Frazzle and emissions

The FA20D engine had a 4-2-1 frazzle 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 take 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 meeting manufacturing tolerances which caused the ECU to notice an aberration in the cam actuator duty cycle and restrict the performance 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'.

There have been cases, however, where the vehicle has stalled when coming to residue and the ECU has issued error codes P0016 or P0017 – these symptoms have been attributed to a faulty cam sprocket which could crusade oil pressure loss. As a result, the hydraulically-controlled camshaft could not respond to ECU signals. If this occurred, the cam sprocket needed to be replaced.