A series

4A-F

A narrow-valve (22.3°) DOHC 16-valve carb-equipped version, the 4A-F, was produced from 1987 through 1990. Output was 94 hp (70 kW) at 6000 rpm and 95 ft·lbf (135 N·m) at 3600 rpm.

4A-F engine in AT171 Toyota Carina II.

Applications:

• AT171 Carina II 1987–1992 (Europe only)
• AE92/95 Corolla 1987–1992 (ex. Japan)
• AE95 Corolla 1988–1989 (Japan only)
• AE101 Corolla 1992–1998 (Asia, Africa & Latin-America)
• AE111 Corolla 1997–2001 (Asia, Africa & Latin-America)
• AT171/177 Corona 1987–1992 (ex. Japan)
• AE95 Sprinter 1988–1989 (Japan only)

[edit] 4A-FE

1st generation 4A-FE engine.

2nd generation 4A-FE engine.

4A-FE engine sticker.

The 1987–1998 4A-FE is the descendant of the carbureted 4A-F.
The two generations of this engine can be identified by the external shape of the engine. The first generation (1987–1993) featured a plate on the head which read "16 valve EFI" and fuel injectors in the head. The second generation had a higher profile cam design in the head, a cam cover with ribs throughout its length, and fuel injectors in the intake manifold runners. Mechanically, the late-model motors received MAP load sensing and redesigned pistons, intake ports, and intake manifold. The second generation engine was produced from 1992–1998 (1993–1997 in the US).^[6]
Toyota designed this engine with fuel economy in mind. The 4A-FE is basically the same as the 4A-F (introduced in the previous generation of Corollas), the most apparent difference being the electronic fuel injection system as noted by the E. The engine was succeeded by the 3ZZ-FE, a 1.6-liter engine with VVT-i technology.

• Engine displacement: 1.6 liters (1587 cc)
• Layout: DOHC Inline-4 (Straight-4)
• Valves: 16, 4 for each cylinder
• Power: 105 hp (78 kW) @ 5800 rpm
  (Europe/Japan spec: 115 PS (85 kW; 113 hp) @ 6000 rpm)
• Torque: 101 ft·lbf (137 N·m) @ 4800 rpm
• Redline: 6300 rpm
• Fuel Delivery System: MPFI

Note: power and torque specs are from the 1988–1992 North American Corollas.
The 4A-FE is different from the 4A-GE in terms of performance and power. Although both have the same displacement and are DOHC, they were optimized for different uses. The first obvious difference are the valves, the engine's intake and exhaust valves were placed 22.3° apart (compared to 50° in the G-Engines). The second is that it employed a "slave cam system", the camshafts being geared together and driven off one camshaft's sprocket (both camshafts' sprockets on the G-Engine are rotated by the timing belt). Some of the less directly visible differences were poorly shaped ports in the earlier versions, a slow burning combustion chamber with heavily shrouded valves, less aggressive camshaft profiles, ports of a small cross sectional area, a very restrictive intake manifold with long runners joined to a small displacement plenum and other changes. Even though the valve angle is closer to what is considered in some racing circles to be ideal for power (approximately 25 degrees), its other design differences and the intake which is tuned for a primary harmonic resonance at low RPM means that it has about 10% less power compared to the 4A-GE engine. This engine design improves fuel efficiency and torque, but compromises power. Power rating varied from 100–105 hp in the US market. Late-model engines are rumored to make slightly greater power but still received a 105 hp rating.
Although not as powerful as the 4A-GE, both engines are renowned for the power they produce from such a low displacement relative to other engines. Toyota engineers had skillfully optimized the power and torque from the company's relatively low-displacement engines.