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Introduction

The FA20D engine was a two.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 equally the 4U-GSE earlier adopting the FA20 name.

Key features of the FA20D engine included it:

• Open deck pattern (i.e. the space between the cylinder bores at the top of the cylinder cake 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.v:one; 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 bandage iron liners.

Cylinder head: camshaft and valves

The FA20D engine had an aluminium blend cylinder head with chain-driven double overhead camshafts. The four valves per cylinder – two intake and two frazzle – 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 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 use of oil pressure and spring strength, the lash adjuster maintained a abiding zero valve clearance.

Valve timing: D-AVCS

To optimise valve overlap and utilise frazzle pulsation to enhance cylinder filling at loftier engine speeds, the FA20D engine had variable intake and frazzle valve timing, known as Subaru'southward 'Dual Agile Valve Control Arrangement' (D-AVCS).

For the FA20D engine, the intake camshaft had a threescore caste range of adjustment (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 duration was 255 degrees; and,
• Exhaust duration was 252 degrees.

The camshaft timing gear assembly contained accelerate and retard oil passages, also every bit a detent oil passage to make intermediate locking possible. Furthermore, a thin cam timing oil command valve assembly was installed on the front surface side of the timing concatenation comprehend to brand the variable valve timing machinery more meaty. 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 chamber of the camshaft timing gear assembly.

To alter cam timing, the spool valve would exist activated by the cam timing oil control valve assembly via a signal from the ECM and motility to either the right (to advance 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 utilize 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 assembly – which was driven by the timing chain – and advance/retard valve timing. Pressed past hydraulic pressure from the oil pump, the detent oil passage would go blocked and then 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 ability, and maximum advance state on the exhaust side, to prepare for the adjacent activation.

Intake and throttle

The intake arrangement for the Toyota ZN6 86 and Subaru Z1 BRZ included a 'sound creator', damper and a sparse safe 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 application.

In dissimilarity to a conventional throttle which used accelerator pedal endeavour to determine throttle angle, the FA20D engine had electronic throttle control which used the ECM to calculate the optimal throttle valve angle and a throttle command motor to control the angle. Furthermore, the electronically controlled throttle regulated idle speed, traction control, stability control and cruise control functions.

Port and straight injection

The FA20D engine had:

• A direct injection arrangement which included a loftier-pressure fuel pump, fuel delivery pipage and fuel injector associates; and,
• A port injection organisation which consisted of a fuel suction tube with pump and gauge assembly, fuel pipage sub-assembly and fuel injector associates.

Based on inputs from sensors, the ECM controlled the injection volume and timing of each type 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 direct injection increased performance across the revolution range compared with a port-only injection engine, increasing power by up to 10 kW and torque past up to 20 Nm.

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

• Cold beginning: the port injectors provided a homogeneous air:fuel mixture in the combustion chamber, though the mixture effectually the spark plugs was stratified by pinch stroke injection from the straight injectors. Furthermore, ignition timing was retarded to raise exhaust gas temperatures so that the catalytic converter could reach operating temperature more speedily;
• Low engine speeds: port injection and straight injection for a homogenous air:fuel mixture to stabilise combustion, meliorate fuel efficiency and reduce emissions;
• Medium engine speeds and loads: direct injection simply to utilise the cooling effect of the fuel evaporating equally information technology entered the combustion chamber to increment intake air volume and charging efficiency; and,
• High engine speeds and loads: port injection and direct injection for loftier fuel menses book.

The FA20D engine used a hot-wire, slot-in type air menses meter to measure out intake mass – this meter immune a portion of intake air to flow through the detection expanse so that the air mass and flow rate could be measured direct. The mass air menstruation 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 system whereby an ignition ringlet 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 curl associates.

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 h2o jacket could be extended near the combustion chamber to heighten 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 type knock control sensors (not-resonant type) attached to the left and right cylinder blocks.

Frazzle and emissions

The FA20D engine had a four-two-1 frazzle manifold and dual tailpipe outlets. To reduce emissions, the FA20D engine had a returnless fuel arrangement with evaporative emissions control that prevented fuel vapours created in the fuel tank from beingness 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;
• crude idling;
• shuddering; or,
• stalling

that were accompanied by

• the 'check engine' low-cal 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 find 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 manufactured to a 'tighter specification'.

There have 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 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.

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Source: http://www.australiancar.reviews/Subaru_FA20D_Engine.php

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