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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 earlier 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 summit of the cylinder cake was open);
• Aluminium blend block 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 12.5:1; 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 iron liners.

Cylinder caput: camshaft and valves

The FA20D engine had an aluminium blend cylinder head with chain-driven double overhead camshafts. The four valves per cylinder – 2 intake and two exhaust – were actuated past roller rocker artillery which had born 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 force per unit area and spring force, 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 Active Valve Control System' (D-AVCS).

For the FA20D engine, the intake camshaft had a 60 degree range of adjustment (relative to crankshaft bending), 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,
• Frazzle duration was 252 degrees.

The camshaft timing gear associates contained advance and retard oil passages, as well as a detent oil passage to make intermediate locking possible. Furthermore, a thin cam timing oil command valve associates was installed on the forepart surface side of the timing chain cover to brand the variable valve timing mechanism more meaty. The cam timing oil control valve assembly operated co-ordinate 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 assembly.

To modify cam timing, the spool valve would be activated by the cam timing oil control valve assembly via a betoken from the ECM and move to either the right (to accelerate 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 utilize force per unit area to the advance/retard hydraulic bedchamber through the advance/retard check valve. The rotor vane, which was coupled with the camshaft, would and 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 and so that it did non operate.

When the engine was stopped, the spool valve was put into an intermediate locking position on the intake side by spring power, and maximum advance state on the exhaust side, to prepare for the next activation.

Intake and throttle

The intake arrangement for the Toyota ZN6 86 and Subaru Z1 BRZ included a 'sound creator', damper and a thin condom 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 design enhanced the engine induction dissonance heard in the motel, producing a 'linear intake sound' in response to throttle application.

In dissimilarity to a conventional throttle which used accelerator pedal attempt to make up one's mind throttle angle, the FA20D engine had electronic throttle control which used the ECM to summate the optimal throttle valve angle and a throttle control motor to command the angle. Furthermore, the electronically controlled throttle regulated idle speed, traction control, stability control and cruise control functions.

Port and directly injection

The FA20D engine had:

• A direct injection system which included a high-pressure fuel pump, fuel delivery pipe and fuel injector assembly; and,
• A port injection organization which consisted of a fuel suction tube with pump and gauge assembly, fuel pipe sub-associates and fuel injector associates.

Based on inputs from sensors, the ECM controlled the injection volume and timing of each type 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 operation across the revolution range compared with a port-only injection engine, increasing ability by up to 10 kW and torque by up to xx Nm.

As per the tabular array below, the injection system had the following operating weather condition:

• Cold kickoff: 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 enhance exhaust gas temperatures then that the catalytic converter could attain 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 utilise the cooling effect of the fuel evaporating as information technology entered the combustion bedchamber to increase intake air volume and charging efficiency; and,
• High engine speeds and loads: port injection and straight injection for high fuel flow volume.

The FA20D engine used a hot-wire, slot-in blazon air flow meter to measure intake mass – this meter immune a portion of intake air to menstruum through the detection surface area and then that the air mass and menses rate 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 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 scroll 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 well-nigh 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 apartment type knock control sensors (not-resonant blazon) attached to the left and right cylinder blocks.

Exhaust and emissions

The FA20D engine had a four-ii-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 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 mistake codes P0016, P0017, P0018 and P0019.

Initially, Subaru and Toyota attributed these symptoms to the VVT-i/AVCS controllers non coming together manufacturing tolerances which caused the ECU to find an abnormality in the cam actuator duty cycle and restrict the performance of the controller. To fix, Subaru and Toyota developed new software mapping that relaxed the ECU's tolerances and the VVT-i/AVCS controllers were afterwards manufactured to a 'tighter specification'.

In that location have been cases, nonetheless, 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 crusade oil pressure level 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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