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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'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 information technology equally the 4U-GSE before adopting the FA20 name.

Fundamental features of the FA20D engine included information technology:

• Open deck design (i.eastward. the space between the cylinder bores at the meridian 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;
• Straight and port fuel injection systems;
• Compression ratio of 12.five:1; 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 iron liners.

Cylinder head: camshaft and valves

The FA20D engine had an aluminium alloy cylinder head with chain-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 betwixt 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, check ball and check ball spring. Through the use of oil pressure and bound force, the lash adjuster maintained a constant nothing valve clearance.

Valve timing: D-AVCS

To optimise valve overlap and apply 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 Agile Valve Command System' (D-AVCS).

For the FA20D engine, the intake camshaft had a 60 degree 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 advance and retard oil passages, too as 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 cover to brand the variable valve timing mechanism more compact. 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 sleeping room of the camshaft timing gear assembly.

To alter cam timing, the spool valve would be activated by the cam timing oil control valve assembly via a indicate from the ECM and movement to either the correct (to advance timing) or the left (to retard timing). Hydraulic pressure in the advance chamber from negative or positive cam torque (for advance or retard, respectively) would use pressure level to the advance/retard hydraulic bedchamber through the advance/retard check valve. The rotor vane, which was coupled with the camshaft, would and so rotate in the advance/retard direction confronting the rotation of the camshaft timing gear associates – which was driven by the timing concatenation – and accelerate/retard valve timing. Pressed by hydraulic pressure from the oil pump, the detent oil passage would go blocked then 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 power, and maximum advance country on the exhaust side, to prepare for the side by side activation.

Intake and throttle

The intake arrangement for the Toyota ZN6 86 and Subaru Z1 BRZ included a 'sound creator', damper and a thin safety tube to transmit intake pulsations to the motel. 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 motel, producing a 'linear intake sound' in response to throttle application.

In contrast to a conventional throttle which used accelerator pedal effort 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 control motor to control the angle. Furthermore, the electronically controlled throttle regulated idle speed, traction control, stability command and cruise control functions.

Port and direct 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 system which consisted of a fuel suction tube with pump and gauge associates, 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. Co-ordinate to Toyota, port and direct injection increased performance beyond the revolution range compared with a port-only injection engine, increasing power by upward to 10 kW and torque by up to 20 Nm.

Every bit per the table beneath, the injection system had the post-obit operating conditions:

• 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 then that the catalytic converter could achieve operating temperature more quickly;
• Depression 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: directly injection but to utilise the cooling effect of the fuel evaporating as it entered the combustion bedroom to increase intake air volume and charging efficiency; and,
• High engine speeds and loads: port injection and straight injection for high fuel menses volume.

The FA20D engine used a hot-wire, slot-in type air flow meter to measure out intake mass – this meter immune a portion of intake air to flow through the detection area so that the air mass and menstruation charge per unit could be measured directly. The mass air flow meter also had a built-in intake air temperature sensor.

The FA20D engine had a pinch ratio of 12.5:1.

Ignition

The FA20D engine had a direct ignition system 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 curl associates.

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 h2o jacket could be extended virtually the combustion chamber to raise 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 (not-resonant type) attached 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 arrangement with evaporative emissions control that prevented fuel vapours created in the fuel tank from beingness released into the temper by catching them in an activated charcoal canister.

Uneven idle and stalling

For the Subaru BRZ and Toyota 86, in that location have been reports of

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

that were accompanied by

• the 'bank check engine' lite illuminating; and,
• the ECU issuing error 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 detect an abnormality in the cam actuator duty bike and restrict the operation of the controller. To fix, Subaru and Toyota developed new software mapping that relaxed the ECU'due south tolerances and the VVT-i/AVCS controllers were after manufactured to a 'tighter specification'.

There take been cases, however, where the vehicle has stalled when coming to residue and the ECU has issued mistake codes P0016 or P0017 – these symptoms accept been attributed to a faulty cam sprocket which could crusade oil pressure loss. As a outcome, the hydraulically-controlled camshaft could not reply 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