The camshaft timing gear assembly contained advance and retard oil passages,
as well 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 make the variable valve
timing mechanism more compact. The cam timing oil control valve assembly
operated according 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.
alter cam timing, the spool valve would be activated by the cam timing oil
control valve assembly via a signal from the ECM and move to either the
right (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 apply 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 by hydraulic
pressure from the oil pump, the detent oil passage would become blocked so
that it did not operate.
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 system for the
Toyota ZN6 86
included a 'sound
creator', damper and a thin rubber tube to transmit intake pulsations to the
cabin. When the intake pulsations reached the sound creator, the damper
resonated at certain frequencies. According to Toyota, this design enhanced
the engine induction noise heard in the cabin, producing a ‘linear intake
sound’ in response to throttle
In contrast to a
which used accelerator pedal effort to determine
angle, the FA20D engine had electronic throttle
control which used the
ECM to calculate the optimal throttle
valve angle and a throttle
motor to control the angle. Furthermore, the electronically controlled
regulated idle speed, traction control, stability control
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 assembly, fuel pipe sub-assembly and fuel injector
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 performance across the revolution range
compared with a port-only injection engine, increasing power by up to 10 kW and
torque by up to 20 Nm.
As per the table below, the injection system had the
following 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 direct
injectors. Furthermore, ignition timing was retarded to raise exhaust
gas temperatures so that the catalytic converter could reach 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 it entered the combustion
chamber to increase intake air volume and charging efficiency; and,
- High engine speeds and loads: port injection and direct injection
for high fuel flow volume.
The FA20D engine used a hot-wire, slot-in type air
flow meter to measure intake mass – this meter allowed a portion of intake
air to flow through the detection area so that the air mass and flow rate
could be measured directly. 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.
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 coil 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 be extended near the combustion chamber to enhance
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 (non-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 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.