The 5A FE engine is a power unit manufactured by Toyota, a direct successor to the 4A. This motor has high specifications and quite a lot of varieties and modifications. The applicability of the power unit is wide.
Specifications
Motor 5A FE is one of the most popular power units produced by Toyota. At the beginning of production, it received a 16-valve cylinder head, and later a version with a 20-valve cylinder head was developed. The only difference from the standard engine is the cylinder diameter, which is reduced, due to which the volume was reduced to 1.5 liters.
5A engine under the hood of Toyota CarinaMain technical characteristics of the 5A engine:
Motor modifications
The 5A engine has quite a lot of modifications that are used on different vehicles produced by Toyota.
Engine 5A
- 5A-F - carburetor version, similar to 4A-F with a reduced volume. Compression ratio 9.8, power 85 hp. The engine was in production from 1987 to 1990.
- 5A-FE - analogue of 4A-FE, is a 5A-F with electronic fuel injection, compression ratio 9.6, power 105 hp. Production of the engine began in 1987, finished in 2006, after which production was transferred to FAW and is currently equipped with Chinese cars.
- 5A-FHE - version with a modified cylinder head, different camshafts, slightly modified intake, other exhaust manifold, power increased to 120 hp. It was in production from 19891 to 1999 and was installed on cars for the domestic Japanese market.
Service
Maintenance of the 5A engine is carried out at intervals of 15,000 km. Recommended maintenance must be performed every 10,000 km. So, let's look at the details technical card services:
The process of adjusting the valves of the 5A motor
TO-1: Oil change, replacement oil filter. Carry out after the first 1000-1500 km. This stage is also called the break-in stage, since the engine elements are grinding in.
TO-2: Second Maintenance carried out after 10,000 km. So, the engine oil and filter are changed again, as well as the air filter element. At this stage, the pressure on the engine is also measured and the valves are adjusted.
TO-3: At this stage, which is performed after 20,000 km, the standard procedure for changing the oil, replacing the fuel filter, as well as diagnosing all engine systems is carried out.
TO-4: The fourth maintenance is perhaps the simplest. After 30,000 km, only the oil and oil filter element are changed.
Conclusion
The 5A motor has fairly high technical characteristics. Fairly easy to maintain and repair. As for tuning, a complete overhaul of the engine. Chip tuning of the power plant is especially popular.
Reliable Japanese engines
04.04.2008
The most common and by far the most widely repaired of the Japanese engines is the Toyota series 4, 5, 7 A - FE engine. Even a novice mechanic or diagnostician knows about possible problems engines of this series.
I will try to highlight (gather into a single whole) the problems of these engines. There are not many of them, but they cause a lot of trouble for their owners.
Date from scanner:
On the scanner you can see a short but capacious date consisting of 16 parameters, by which you can really evaluate the operation of the main engine sensors.
Sensors:
Oxygen sensor - Lambda probe
Many owners turn to diagnostics due to increased fuel consumption. One of the reasons is a simple break in the heater in the oxygen sensor. The error is recorded by the control unit code number 21.
The heater can be checked with a conventional tester on the sensor contacts (R- 14 Ohm)
Fuel consumption increases due to the lack of correction during warming up. You will not be able to restore the heater - only replacement will help. The cost of a new sensor is high, and it makes no sense to install a used one (their service life is long, so it’s a lottery). In such a situation, less reliable ones can be installed as an alternative. universal sensors NTK.
Their service life is short, and their quality leaves much to be desired, so such a replacement is a temporary measure and should be done with caution.
When the sensitivity of the sensor decreases, fuel consumption increases (by 1-3 liters). The performance of the sensor is checked with an oscilloscope on the block diagnostic connector, or directly on the sensor chip (number of switchings).
temperature sensor
At Not proper operation The owner of the sensor will face a lot of problems. If the sensor's measuring element breaks, the control unit replaces the sensor readings and records its value at 80 degrees and records error 22. The engine, with such a malfunction, will operate in normal mode, but only while the engine is warm. As soon as the engine cools down, it will be difficult to start it without doping, due to the short opening time of the injectors.
There are often cases when the resistance of the sensor changes chaotically when the engine is running at idle. – the speed will fluctuate.
This defect can be easily detected on a scanner by observing the temperature reading. On a warm engine it should be stable and not change randomly from 20 to 100 degrees.
With such a defect in the sensor, a “black exhaust” is possible, unstable operation on the exhaust gas. and as a consequence, increased consumption, as well as the impossibility of starting “hot”. Only after a 10 minute standstill. If not full confidence in the correct operation of the sensor, its readings can be replaced by connecting it to its circuit variable resistor 1 ohm, or constant 300 ohm, for further testing. By changing the sensor readings, the change in speed at different temperatures is easily controlled.
Throttle position sensor
Many cars go through the assembly and disassembly procedure. These are the so-called “designers”. When removing the engine in field conditions and subsequent assembly, the sensors on which the engine is often leaned suffer. If the TPS sensor breaks, the engine stops throttling normally. The engine choke when revving up. The automatic shifts incorrectly. The control unit records error 41. When replacing, the new sensor must be configured so that the control unit correctly sees the sign of Х.Х. when the gas pedal is fully released (the throttle valve is closed). In the absence of a sign idle move there will be no adequate regulation of H.H. and there will be no forced idling mode when engine braking, which again will entail increased fuel consumption. On 4A, 7A engines, the sensor does not require adjustment; it is installed without the possibility of rotation.
THROTTLE POSITION……0%
IDLE SIGNAL……………….ON
Sensor absolute pressure MAP
This sensor is the most reliable of all installed on japanese cars. His reliability is simply amazing. But it also has its fair share of problems, mainly due to improper assembly.
Either the receiving “nipple” is broken, and then any passage of air is sealed with glue, or the tightness of the supply tube is broken.
With such a gap, fuel consumption increases, the level of CO in the exhaust increases sharply to 3%. It is very easy to observe the operation of the sensor using a scanner. The INTAKE MANIFOLD line shows the vacuum in the intake manifold, which is measured by the MAP sensor. If the wiring is broken, the ECU registers error 31. At the same time, the opening time of the injectors sharply increases to 3.5-5 ms. When over-gasping, a black exhaust appears, the spark plugs are seated, and shaking appears at idle. and stopping the engine.
Knock sensor
The sensor is installed to register detonation knocks (explosions) and indirectly serves as a “corrector” for the ignition timing. The recording element of the sensor is a piezoelectric plate. If the sensor malfunctions, or the wiring is broken, at revs over 3.5-4 tons, the ECU records error 52. Sluggishness is observed during acceleration.
You can check the functionality with an oscilloscope, or by measuring the resistance between the sensor output and the housing (if there is resistance, the sensor requires replacement).
Crankshaft sensor
7A series engines have a crankshaft sensor. A conventional inductive sensor is similar to the ABC sensor and is practically trouble-free in operation. But embarrassments also happen. When an interturn short circuit occurs inside the winding, the generation of pulses is disrupted at certain speeds. This manifests itself as a limitation of engine speed in the range of 3.5-4 rpm. A kind of cut-off, only on low revs. Detecting an interturn short circuit is quite difficult. The oscilloscope does not show a decrease in pulse amplitude or a change in frequency (during acceleration), and it is quite difficult to notice changes in Ohm fractions with a tester. If symptoms of rev limiting occur at 3-4 thousand, simply replace the sensor with a known good one. In addition, a lot of trouble is caused by damage to the drive ring, which is damaged by careless mechanics when carrying out replacement work. front oil seal crankshaft or timing belt. By breaking the teeth of the crown and restoring them by welding, they achieve only a visible absence of damage.
In this case, the crankshaft position sensor ceases to adequately read information, the ignition timing begins to change chaotically, which leads to a loss of power, unstable work engine and increased fuel consumption
Injectors (nozzles)
Over many years of operation, the nozzles and needles of the injectors become covered with resins and gasoline dust. All this naturally disrupts the correct spray pattern and reduces the performance of the nozzle. With severe contamination, noticeable engine shaking is observed and fuel consumption increases. It is possible to determine clogging by conducting a gas analysis; based on the oxygen readings in the exhaust, one can judge whether the filling is correct. A reading above one percent will indicate the need to flush the injectors (if correct installation timing and normal fuel pressure).
Either by installing the injectors on a stand and checking the performance in tests. The nozzles are easy to clean with Laurel and Vince, both in CIP installations and in ultrasound.
The valve is responsible for engine speed in all modes (warm-up, idling, load). During operation, the valve petal becomes dirty and the stem becomes jammed. The revolutions hang during warm-up or at idle (due to the wedge). Tests for changes in speed in scanners during diagnostics using this motor not provided. You can evaluate the performance of the valve by changing the readings of the temperature sensor. Put the engine into “cold” mode. Or, after removing the winding from the valve, twist the valve magnet with your hands. The jamming and wedge will be noticeable immediately. If it is impossible to easily dismantle the valve winding (for example, on the GE series), you can check its functionality by connecting to one of the control terminals and measuring the duty cycle of the pulses while simultaneously monitoring the idle speed. and changing the load on the engine. On a fully warmed-up engine, the duty cycle is approximately 40%; by changing the load (including electrical consumers), you can estimate an adequate increase in speed in response to a change in duty cycle. When the valve is mechanically jammed, there is a smooth increase in the duty cycle, which does not entail a change in the rotation speed.
You can restore operation by cleaning off carbon deposits and dirt with a carburetor cleaner with the windings removed.
Further adjustment of the valve consists of setting the idle speed. On a fully warmed up engine, by rotating the winding on the mounting bolts, achieve the table speed for of this type car (according to the tag on the hood). Having previously installed the jumper E1-TE1 in the diagnostic block. On “younger” 4A, 7A engines the valve was changed. Instead of the usual two windings, a microcircuit was installed in the body of the valve winding. We changed the valve power supply and the color of the plastic winding (black). It is already pointless to measure the resistance of the windings at the terminals.
Power and control signal are supplied to the valve rectangular shape variable duty cycle.
To make it impossible to remove the winding, they installed non-standard fasteners. But the wedge problem remained. Now if you clean with a regular cleaner, the grease is washed out of the bearings (the further result is predictable, the same wedge, but because of the bearing). You should completely remove the valve from the throttle valve block and then carefully wash the stem and petal.
Ignition system. Candles.
Very large percentage cars come to the service center with problems in the ignition system. When operating on low-quality gasoline The spark plugs are the first to suffer. They become covered with a red coating (ferrosis). There will be no high-quality spark formation with such spark plugs. The engine will run intermittently, with misfires, fuel consumption increases, and the level of CO in the exhaust rises. Sandblasting cannot clean such candles. Only chemistry (lasts for a couple of hours) or replacement will help. Another problem is increased clearance (simple wear).
Drying rubber tips high voltage wires, water that gets in when washing the engine, which all provoke the formation of a conductive path on the rubber tips.
Because of them, sparking will not be inside the cylinder, but outside it.
With smooth throttling, the engine runs stably, but with sharp throttling, it “splits”.
In this situation, it is necessary to replace both the spark plugs and the wires at the same time. But sometimes (in field conditions) if replacement is impossible, you can solve the problem with an ordinary knife and a piece of sandstone (fine fraction). Use a knife to cut off the conductive path in the wire, and use a stone to remove the strip from the ceramic of the candle.
It should be noted that you cannot remove the rubber band from the wire, this will lead to complete inoperability of the cylinder.
Another problem is related to the incorrect procedure for replacing spark plugs. The wires are forcefully pulled out of the wells, tearing off the metal tip of the reins.
With such a wire, misfires and floating speed are observed. When diagnosing the ignition system, you should always check the performance of the ignition coil on a high-voltage spark gap. The most simple check– with the engine running, check the spark at the spark gap.
If the spark disappears or becomes thread-like, this indicates an interturn short circuit in the coil or a problem in the high-voltage wires. Wire breakage is checked with a resistance tester. A small wire is 2-3k, then a longer wire is 10-12k.
The resistance of the closed coil can also be checked with a tester. The resistance of the secondary winding of the broken coil will be less than 12k.
The next generation coils do not suffer from such ailments (4A.7A), their failure is minimal. Proper cooling and the thickness of the wire eliminated this problem.
Another problem is the leaking seal in the distributor. Oil getting on the sensors corrodes the insulation. And when exposed high voltage The slider is oxidized (covered with a green coating). The coal turns sour. All this leads to a breakdown in spark formation.
While driving, chaotic shooting (into the intake manifold, into the muffler) and crushing are observed.
" Thin " malfunctions Toyota engine
On modern engines Toyota 4A, 7A, the Japanese changed the firmware of the control unit (apparently for more quick warm-up engine). The change is that the engine reaches idle speed only at a temperature of 85 degrees. The design of the engine cooling system was also changed. Now a small cooling circle intensively passes through the head of the block (not through the pipe behind the engine, as was before). Of course, the cooling of the head has become more efficient, and the engine as a whole has become more efficient in cooling. But in winter, with such cooling, when driving, the engine temperature reaches 75-80 degrees. And as a result, constant warm-up speeds (1100-1300), increased fuel consumption and nervousness of the owners. You can deal with this problem either by insulating the engine more, or by changing the resistance of the temperature sensor (by deceiving the ECU).
Oil
Owners pour oil into the engine indiscriminately, without thinking about the consequences. Few people understand that Various types oils are incompatible and when mixed they form an insoluble mess (coke), which leads to complete destruction of the engine.
All this plasticine cannot be washed off with chemicals; it can only be cleaned mechanically. It should be understood that if it is unknown what type of old oil is, then you should use flushing before changing. And one more piece of advice for owners. Pay attention to the color of the handle oil dipstick. He yellow color. If the color of the oil in your engine is darker than the color of the handle, it’s time to change it instead of waiting for the virtual mileage recommended by the manufacturer motor oil.
Air filter
The most inexpensive and easily accessible element is the air filter. Owners very often forget about replacing it, without thinking about the likely increase in fuel consumption. Often due to clogged filter The combustion chamber becomes very dirty with burnt oil deposits, the valves and spark plugs become very dirty.
When diagnosing, you may mistakenly assume that wear is to blame. valve stem seals, but the root cause is a clogged air filter, which increases the vacuum in the intake manifold when dirty. Of course, in this case the caps will also have to be changed.
Some owners don’t even notice that garage rodents are living in the air filter housing. Which speaks volumes about their complete disregard for the car.
Fuel filteralso deserves attention. If it is not replaced in time (15-20 thousand mileage), the pump begins to work with overload, the pressure drops, and as a result, the need to replace the pump arises.
Plastic parts of pump impeller and check valve wear out prematurely.
Pressure drops
It should be noted that the motor can operate at a pressure of up to 1.5 kg (with a standard pressure of 2.4-2.7 kg). With reduced pressure, constant shooting into the intake manifold is observed; starting is problematic (afterwards). The draft is noticeably reduced. It is correct to check the pressure with a pressure gauge. (access to the filter is not difficult). In field conditions, you can use the “return flow test”. If, when the engine is running, less than one liter of gasoline flows out of the return hose in 30 seconds, we can judge that the pressure is low. You can use an ammeter to indirectly determine the pump's performance. If the current consumed by the pump is less than 4 amperes, then the pressure is lost.
You can measure the current on the diagnostic block.
When using a modern tool, the filter replacement process takes no more than half an hour. Previously, this took a lot of time. Mechanics always hoped that they would be lucky and the lower fitting would not rust. But this is often what happened.
I had to rack my brain for a long time about which gas wrench to use to hook the rolled-up nut of the lower fitting. And sometimes the process of replacing the filter turned into a “movie show” with the removal of the tube leading to the filter.
Today no one is afraid to make this replacement.
Control block
Until 1998 release,
the control units did not have enough serious problems during operation.
The blocks had to be repaired only because"
hard polarity reversal"
. It is important to note that all terminals of the control unit are signed. It’s easy to find the required sensor pin for testing on the board,
or wire continuity. The parts are reliable and stable in operation at low temperatures.
In conclusion, I would like to dwell a little on gas distribution. Many “hands-on” owners perform the belt replacement procedure on their own (although this is not correct, they cannot tighten the crankshaft pulley correctly). Mechanics produce quality replacement for two hours (maximum) If the belt breaks, the valves do not meet the piston and fatal destruction of the engine does not occur. Everything is calculated down to the smallest detail.
We tried to talk about the most frequently occurring problems on Toyota A series engines. The engine is very simple and reliable and subject to very harsh operation on “water-iron gasoline” and dusty roads of our great and mighty Motherland and the “maybe” mentality of the owners. Having endured all the bullying, he continues to delight with his reliable and stable work, having won the status of the best Japanese engine.
We wish everyone a quick identification of problems and easy repair of the Toyota 4, 5, 7 A - FE engine!
Vladimir Bekrenev, Khabarovsk
Andrey Fedorov, Novosibirsk
© Legion-Avtodata
UNION OF AUTOMOBILE DIAGNOSTICS
You will find information on car maintenance and repair in the book(s):
Family A is part of the second wave (1980 - 2000) of the Japanese Toyota engine industry. Version 5A has a smaller piston diameter than the previous version 4A - 78.7 mm instead of 81 mm. Engine volume decreased to 1.5 liters, power to 105 hp. s., torque up to 143 Nm. Unlike the previous series, the 5A FE engine does not have GE sports versions, turbocharged modifications or generations with design changes.
Technical specifications 5A FE 1.5 l/105 l. With.
Initially, the Toyota A series engine included a margin of reliability, high maintainability and a huge supply of spare parts. The engine diagram looks like this:
- R4 – in-line four, cylinders are machined inside a cast iron body, lubrication/cooling channels are made during casting;
- the belt drives both the timing belt and attachments;
- The engines are designed for C/D class cars, the Caldina/Carina/Corona 170 – 210 and Corolla/Sprinter 90 – 110 families.
The internal combustion engine was manufactured in Japan for domestic market and in China for all of Southeast Asia. Important feature is the absence of piston/valve collision when the belt drive breaks. In other words, the 5A FE motor does not bend the valve.
In order to increase power, the design uses electronic EFI injection. The valves are located at an angle of 22.3 degrees relative to each other. The ignition system is first distributor, then without a charge carrier, two-coil DIS-2.
The technical characteristics of 5A FE correspond to the values given in the lower table:
| Manufacturer | Tianjin FAW Toyota Engines Plant No.1, North Plant, Deeside Engine Plant, Shimoyama Plant, Kamigo Plant |
| Engine brand | 5A FE |
| Years of production | 1987 – 2006 |
| Volume | 1498 cm3 (1.5 l) |
| Power | 77 kW (105 hp) |
| Torque moment | 143 Nm (at 4200 rpm) |
| Weight | 117 kg |
| Compression ratio | 9,8 |
| Nutrition | injector |
| Motor type | in-line petrol |
| Ignition | switching, contactless |
| Number of cylinders | 4 |
| Location of the first cylinder | TVE |
| Number of valves on each cylinder | 4 |
| Cylinder head material | aluminum alloy |
| silumin cast | |
| An exhaust manifold | cast iron |
| Camshaft | DOHC 16V circuit, two upper shafts |
| Cylinder block material | cast iron |
| Cylinder diameter | 78.7 mm |
| Pistons | original |
| Crankshaft | cast, 5 supports, 8 counterweights |
| Piston stroke | 77 mm |
| Fuel | AI-92-95 |
| Environmental standards | Euro-3 |
| Fuel consumption | highway – 4.5 l/100 km combined cycle 5.6 l/100 km city – 6.9 l/100 km |
| Oil consumption | 0.5 l/1000 km |
| What kind of oil to pour into the engine by viscosity | 5W30, 5W40, 0W30, 0W40 |
| Which engine oil is best by manufacturer | Liqui Moly, LukOil, Rosneft |
| Oil for 5A FE by composition | Synthetics, semi-synthetics |
| Engine oil volume | 3.3 l |
| Operating temperature | 95° |
| ICE resource | stated 150,000 km real 250000 km |
| Adjustment of valves | washers |
| Cooling system | forced, antifreeze |
| Coolant volume | 5.3 l |
| water pump | GMB GWT-83A, Toyota 16110-19205, Aisin WPT-018 |
| Spark plugs for 5A FE | Denso K16R-U11, Bosch 0242232802 |
| Spark plug gap | 1.1 mm |
| Timing belt | Bosch 1987AE1121, 1987949158, 117 teeth |
| Cylinder operating order | 1-3-4-2 |
| Air filter | Nitto, Knecht, Fram, WIX, Hengst |
| Oil filter | Vaico V70-0012, Bosch 0986AF1132, 0986AF1042 |
| Flywheel | for clutch 212 mm, 6 bolt holes |
| Flywheel mounting bolts | M12x1.25 mm, length 26 mm |
| Valve stem seals | Toyota 90913-02090 intake Toyota 90913-02088 exhaust |
| Compression | from 13 bar, difference in adjacent cylinders maximum 1 bar |
| Speed XX | 750 – 800 min-1 |
| Tightening force of threaded connections | spark plug – 23 Nm flywheel – 83 Nm crankshaft pulley – 98 – 147 Nm clutch bolt – 19 – 30 Nm bearing cap – 57 Nm (main) and 39 Nm (rod) cylinder head – three stages 29 Nm, 49 Nm + 90° |
The user manual contains a description of the power drive parameters, maintenance regulations and drawings of basic actions that allow you to carry out maintenance of the motor and its major repairs yourself.
Design Features
Official manual for atmospheric in-line engine 5A FE contains a description of the design:
- the block is cast iron, the cylinders are bored into the body without liners, which dramatically increases maintainability and reduces cost;
- double-shaft cylinder head with DOHC 16V gas distribution;
- At first, the ignition system consisted of a common coil, a distributor, and a bundle of high-voltage wires; later a second coil was added according to the DIS-2 scheme;
- there are no hydraulic compensators or VVTi clutch, so the requirements for oil quality are quite low;
- boosting is most often done by analogy with AvtoVAZ engines by boring the cylinders;
- major repairs are easily carried out in garages on their own;
- The design feature is a belt drive of one camshaft, the second gets rotation gear wheel From him.
The design is very simple, reliable, maintainable, and has a high resource life.
List of internal combustion engine modifications
There are only three engine options in the 5A series, one of which is the 5A-FE. The other two are its modifications, respectively:
- The carburetor version 5A-F was produced between 1987 and 1990, the internal combustion engine had a power of 85 hp. With. and compression ratio 9.8 units;
- version 5A-FHE has been upgraded intake manifold, camshafts with increased phases and cam lift height are installed inside the cylinder head, the engine was produced in 1991 - 1999, had a power of 120 hp. pp., was used exclusively on the domestic market.
Accordingly, original attachments were used that were not interchangeable with basic version 5A-FE.
Advantages and disadvantages
Inline atmospheric internal combustion engine device provides a number of benefits to the owner:
- savings in operating budget - AI-92, availability of spare parts, self-service and knee repairs;
- service life from 350,000 km, even on domestic gasoline;
- possibility of boosting to increase torque.
Disadvantages are also present, but Toyota engines there are not many of them:
- adjustment of valve thermal clearances every 30,000 km;
- defective piston pins - fixed, not floating fit;
- intensive wear of camshaft beds inside the cylinder head;
- problems with the ignition system.
The main advantage is the absence of collision between the valve and the piston in the event of a sudden break in the timing drive.
List of car models in which it was installed
The 5A FE motor was designed not only for specific classes C and D, but also for families Toyota cars:
- Carina – 1990 – 1992 in the AT170 body, 1992 – 1996 in the AT192 body and 1996 – 2001 in the AT212 body;
- Corolla - 1989 - 1992 in the AE91 body, 1991 - 2001 in the AE100 body, 1995 - 2000 in the AE110 body, Ceres 1992 - 1998 in the AE100 body;
- Corona – 1989 – 1992 in the AT170 body;
- Soluna – 1996 – 2003 in AL50 body for Southeast Asia;
- Sprinter – 1989 – 1992 in the AE91 body, 1991 – 1995 in the AE100 body, 1995 – 2000 in the AE110 body, Marino 1992 – 1998 in the AE100 body;
- Vios – 2002 – 2006 in the AXP42 body for China;
- Tercel – 1990 – 1994 sedan for Chile and coupe for Canada, USA.
The manufacturer valued both the engine characteristics and the successful design of the 5A FE, so even after these engines were no longer installed on Toyota, Chinese company FEW continued to release them for own cars FAW Xiali Weizhi.
Maintenance schedule 5A FE 1.5 l/105 l. With.
During operation, the 5A FE engine requires periodic maintenance at specific times:
- The timing belt and attachment belt need to be changed after 50,000 km;
- developers recommend regulating thermal clearances valves after 30,000 mileage;
- cleaning for crankcase ventilation is provided by the manufacturer every 20 thousand km;
- the manufacturer recommends replacing the engine oil and oil filter after 7500 km;
- the fuel filter lasts for an average of 40,000 miles;
- according to the manufacturer’s recommendation, a new air filter is installed every year;
- according to the release date of antifreeze from the factory, it lasts for two years or 40,000 km;
- Spark plugs for engines have a lifespan of 20,000 miles;
- the exhaust manifold will burn out after 60,000 km.
After boosting, the service life of friction pairs is reduced by 20–30%, so consumables will have to be changed more often.
Review of faults and methods for repairing them
As the mileage increases, the 5A FE motor may reveal the following problems:
| Knock | 1) carbon deposits on the valves 2) wear of piston pins | 1) decarbonization and adjustment of valve thermal clearances 2) finger replacement |
| Increased lubricant consumption by more than 1 l/1000 mileage | 1) production of oil scraper rings 2) wear of valve stem seals | 1) replacing rings 2) replacing caps |
| ICE stalls | 1) distributor failure 2) wear of the fuel pump 3) clogged fuel filter | 1) replacing the distributor 2) replacing the fuel pump 3) filter replacement |
| The revolutions are floating | 1) the crankcase ventilation valve is clogged 2) failure of injectors 3) broken spark plugs 4) wear of the idle air valve 5) clogged throttle valve | 1) cleaning the crankcase ventilation 2) replacing injectors 3) replacing spark plugs 4) replacing the IAC 5) flushing the throttle valve |
| The engine won't start | temperature sensor failure | sensor replacement |
The indicated malfunctions are typical for the entire A family of Toyota engines.
Engine tuning options
Initially, the 5A FE engine is derated compared to previous versions, so inexpensive mechanical tuning is possible here:
- cylinder boring up to 81 mm;
- using pistons from 4A-FE.
In fact, the user receives the previous version of the engine with a combustion chamber volume of 1.6 liters. Further tuning is performed according to the classical scheme:
- grinding the intake manifold and cylinder head channels;
- “evil” camshafts, at least from 5A FHE or with large phases;
- “spider” on the exhaust, “fake” instead of the second CO sensor;
The motor is a household one, therefore the best option is a swap on sports version 4A GE. Turbo tuning will cost a little less:
- China order for a low-power turbine;
- installation of high-performance 360cc injectors;
- direct-flow exhaust with a cross-section of 51 mm;
- usage fuel pump Walbro GSS342 with a capacity of 255 l/h;
- go to software Abit M11.3.
Upon receipt of 150 l. With. the life of the friction pairs and the engine as a whole will noticeably decrease. To restore it, you will have to modify the head, ShPG and replace the crankshaft.
Thus, the 5A-FE engine was created for two families of Toyota cars - Corolla / Sprinter and Karina / Kaldina C and D classes. Actuator very reliable, economical, designed for quiet city driving. The design is difficult to force, but is absolutely repairable.
If you have any questions, leave them in the comments below the article. We or our visitors will be happy to answer them
Lately on the roads Russian Federation You can see cars more and more often Japanese manufacturers, which hide 5A engines under the hood. Such engines can cause a lot of trouble for their owners. In this regard, I would like to tell you in more detail what problems may arise during the operation of these units and how to eliminate these problems.
Diagnostics and its parameters
These options include:
- Oxygen sensor (lambda probe)
If it breaks, error No. 21 “pops up” on the control unit. In addition, there is an increase in fuel consumption due to the lack of heating correction. Replacing it with a new one, which is very expensive, helps solve the problem. It is not recommended to install used great resource developments, which will ultimately soon lead to a repeat of the situation.
- temperature sensor
Its malfunction can lead to the inability to start the engine “hot” and increased fuel consumption.
- Throttle position sensor, called TPS sensor
If it breaks down, error No. 41 is recorded on the control unit. The problems it causes this malfunction, most concern cars with automatic transmissions in which incorrect gear shifting occurs. In cars in manual box, engine on high speed begins to “choke.” Replacing the sensor must include its configuration.
- MAP sensor
The most reliable, but it also fails. When it malfunctions, the CO level in the exhaust gases, a “black exhaust” appears and the spark plugs are “planted”.
- Knock sensor
If there are problems with it, error No. 52 is registered on the control unit. It manifests itself with sluggish acceleration.
- Injectors
At long-term operation needles and nozzles become covered with soot and resins. The result is a decrease in injector performance, increased fuel consumption and noticeable engine shaking. The solution to the problem is to install new ones or restore old ones (washing and processing).
- Spark plugs and ignition system
Such problems are the most common reason circulation not only of 5A engines, but also of all other devices. A red coating forms on the candles, as a result of which a spark does not form. The engine begins to operate intermittently, and fuel consumption increases. Replacement or restoration will help solve this problem.
In addition to the above problems, 5A engines may encounter problems with the control unit, fuel filter, air filter or any other malfunction. The most important thing to remember is that if something is knocking, you shouldn’t wait for it to fall apart; timely contacting service will extend the life of the car in general and the engine in particular. And all this will also cost you much less than, say, straightening and painting a car in Tolyatti. Therefore, watch your car, and it will watch your wallet.
Power unit 5A- FE was developed on the basis of the famous Toyota 4A series. in fact, this engine was obtained by simply reducing the cylinder diameter to 78.7 mm and obtaining a total displacement of 1.5. All the advantages and disadvantages of the progenitor 5A- FE scrupulously accepted the legacy - and continues to be produced to this day (since 1987). This is a purely “civilian” engine, not intended for racing or any sporting achievements. Motor 5A- FE in different years are completedToyota (Corolla, Corona, Carina, Touring, Vios, Sprinter, Tercel) And FAW Xiali Weizhi.
Some characteristics of 5A-FE
The 5A fe engine can be purchased in two versions: carburetor or injector. This is an in-line cast iron engine with 4 cylinders with a compression ratio of 9.6-9.8. Various modifications engines had a significant difference in power, speed and traction. All engines work on AI-92 and are quite different low consumption– about 5.0 liters per mixed cycle. Main modifications engine:
5A- F is a carbureted unit, a smaller version of the 4A, which was produced for only 3 years (1987-1990). Develops power up to 85 “horses”.
5A-FE - improved version 5A- F, received electronic injection and power 105 hp. Produced from 1987 to 2006 to complete cars Toyota; Now this motor is installed on Chinese cars FAW.
5A-FHE - this engine uses fundamentally new camshafts, a modified cylinder head, and modified intake and exhaust. 120 hp motor manufactured in 1989-1999 only for the Japanese market.
In principle, a good inexpensive engine, quite repairable. Find a used 5A fe engine good resource in reality, it can easily last 300 thousand or more if you change the oil on time, pour normal gasoline and regularly service the car.
Characteristic sores
Many of them are a consequence of age, and not design mistakes of the developers, but this does not make it any easier for the owners. So, what will you have to face when installing 5A-FE per car:
High consumption due to lambda probe (replacement solves the issue). The cause could also be the injectors or the absolute pressure sensor.
Floating or increasing speed, “freezing” - this is the idle air valve and/or being capricious throttle valve. Cleaning them will help, you can also check the spark plugs and crankcase ventilation valve.
Oil consumption is more than a liter per thousand. In principle, nothing wrong, but you can change the rings and caps.
A knock that develops after 100 thousand mileage is due to the absence of hydraulic compensators, the valve clearances have changed and need to be adjusted.
Contract engine 5A-fe
Constant attention to the engine is annoying, time-consuming and expensive. The unit is definitely not getting any younger, so only a “fresher” one will radically solve the problem. contract motor 5A fe.
We suggest ordering contract engine 5Afe from us or purchase one of the motors already in stock. All units have undergone serious diagnostics, are ready for immediate use, have real data on mileage and service life, and quality guarantees.
