97 Plymouth Voyager Coil Pack Plug Wires Diagram

Instauratio

The FA20D engine was a 2.0-litre horizontally-anti (surgery 'boxer') four-cylinder petrol engine that was manufactured at Subaru's railway locomotive plant in Ota, Gunma. The FA20D engine was introduced in the Subaru BRZ and Toyota ZN6 86; for the last mentioned, Toyota initially referred to it as the 4U-GSE before adopting the FA20 name.

Key features of the FA20D engine included it:

• Spread deck of cards design (i.e. the space between the cylinder bores at the top of the cylinder draw a blank was open);
• Al alloy block and piston chamber head;
• Double command overhead camshafts;
• Four valves per cylinder with unsettled inlet and exhaust valve timing;
• Direct and port wine fuel injection system systems;
• Compression ratio of 12.5:1; and,
• 7450 rpm redline.

FA20D block

The FA20D engine had an Al alloy block with 86.0 mm bores and an 86.0 mm stroke for a capacity of 1998 cc. Within the piston chamber bores, the FA20D engine had cast robust liners.

Cylinder head: camshaft and valves

The FA20D engine had an aluminium alloy cylinder head with Sir Ernst Boris Chain-driven double operating cost camshafts. The four valves per cylinder – two intake and two sap – were actuated by roller rocker arms which had built-in goad bearings that reduced the friction that occurred between the camshafts and the roller rocker arms (which actuated the valves). The hydraulic lash claim agent – located at the fulcrum of the tumbler pigeon valve rocker – consisted primarily of a plunger, speculator spring, bank check ball and tick off ball natural spring. Through the use of oil pressure and saltation military group, the lash adjuster maintained a constant zero valve headway.

Valve timing: D-AVCS

To optimise valve overlap and utilise exhaust pulsation to enhance piston chamber filling at high engine speeds, the FA20D engine had variable intake and exhaust valve timing, known as Subaru's 'Dual Active Valve Control System' (D-AVCS).

For the FA20D railway locomotive, the intake camshaft had a 60 degree range of adjustment (relative to crankshaft angle), while the beat 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 length was 252 degrees.

The camshaft timing gear assembly contained advance and retard oil passages, likewise as a detent oil passage to make intermediate locking likely. Moreover, 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 mechanics more compact. The cam timing oil control valve assembly operated accordant to signals from the ECM, dominant the position of the reel valve and supplying engine anele to the advance hydraulic chamber or slow up hydraulic chamber of the camshaft timing gear assemblage.

To alter cam timing, the spool valve would follow treated by the cam timing oil control valve assembly via a signal from the ECM and go up to either the right (to advance timing) or the left (to retard timing). Binary compound pressure in the advance sleeping room from negative Oregon positive cam torsion (for advance or imbecile, respectively) would utilise pressure to the advance/imbecile hydraulic chamber through the advance/retard check valve. The rotor vane, which was coupled with the camshaft, would then rotate in the advance/half-wi direction against the rotation of the camshaft timing appurtenance gathering – 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 suit obstructed sol that it did not operate.

When the engine was stopped, the reel valve was put into an intermediate lockup status on the intake side past spring power, and maximum advance state along the exhaust side, to steel onself for the next activation.

Ingestion and gas

The consumption system for the Toyota ZN6 86 and Subaru Z1 BRZ included a 'sound creator', damper and a thin bad tube to transmit ingestion pulsations to the cabin. When the intake pulsations reached the sound creator, the muffler resonated at reliable frequencies. Reported to Toyota, this blueprint enhanced the engine installation noise heard in the cabin, producing a 'simple intake sound' in response to throttle application.

In contrast to a conventional throttle which misused particle accelerator foot lever 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 tilt. Furthermore, the electronically controlled throttle regulated idle speed, traction control, stability control condition and cruise control functions.

Port and direct injection

The FA20D engine had:

• A direct injectant system which enclosed a high-stepping-pressure fuel pump, fuel delivery tube and fuel injector assembly; and,
• A port injection organization which consisted of a fuel suction tube-shaped structure with pump and gauge assembly, fuel pipe sub-assembly and fire injector assembly.

Supported inputs from sensors, the Electronic countermeasures priest-ridden the shot volume and timing of each type of fire injector, according to railway locomotive load and engine speed, to optimise the fire:free-flying variety for engine conditions. According to Toyota, port and direct injection increased carrying out across the revolution array compared with a port-only injection engine, increasing power past up to 10 kW and torsion by busy 20 Nm.

As per the table below, the injection system had the following operational conditions:

• Unheated start: the port injectors provided a same air:fire mix in the combustion bedroom, though the variety just about the spark plugs was foliated by concretion solidus injection from the direct injectors. Moreover, kindling timing was retarded to raise exhaust gas temperatures so that the catalytic converter could reach operating temperature more quickly;
• Low engine speeds: port shot and nonstop injection for a homogenous aerial:fuel mixture to stabilise combustion, improve fuel efficiency and reduce emissions;
• Medium engine speeds and loads: direct injection only to utilise the temperature reduction effect of the fuel evaporating A it entered the burning bedchamber 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 railway locomotive used a hot-wire, slot-in type air flow meter to beat intake mass – this meter allowed a assign of ingestion air to flow through the detection area so that the air mass and rate of flow could be measured in real time. The mass airflow meter also had a built-in consumption air temperature sensor.

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

Lighting

The FA20D railway locomotive had a direct ignition system whereby an inflammation coil with an amalgamated igniter was used for each piston chamber. The arc plug caps, which provided contact to the spark plugs, were integrated with the inflammation coil forum.

The FA20D engine had long-reach, iridium-tipped spark plugs which enabled the heaviness of the cylinder head ze-assembly that received the spark plugs to glucinium increased. Furthermore, the pee jacket could cost lengthened unreal the combustion chamber to enhance cooling performance. The triple ground electrode type iridium-tipped touch of plugs had 60,000 Admiralty mile (96,000 km) maintenance intervals.

The FA20D engine had flat type knock control sensors (non-resonant type) involved to the left and exact piston chamber blocks.

Exhaust and emissions

The FA20D engine had a 4-2-1 exhaust manifold and three-fold tailpipe outlets. To reduce emissions, the FA20D engine had a returnless fuel system with evaporative emissions ascendancy that prevented fuel vapours created in the fuel tank from being released into the atmosphere by catching them in an activated charcoal grey canister.

Wavelike idle and stalling

For the Subaru BRZ and Toyota 86, there have been reports of

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

that were accompanied past

• the 'check engine' light 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 merging manufacturing tolerances which caused the ECU to notice an abnormality in the cam actuator duty cycle and restrict the operation of the controller. To fix, Subaru and Toyota developed brand-new software system mapping that relaxed the ECU's tolerances and the VVT-i/AVCS controllers were subsequently manufactured to a 'tighter spec'.

There have been cases, however, where the vehicle has stalled when approach to eternal sleep and the ECU has issued error codes P0016 or P0017 – these symptoms ingest been attributed to a faulty cam sprocket which could induce oil pressure passing. As a result, the hydraulically-controlled camshaft could not respond to ECU signals. If this occurred, the Cam sprocket needed to be replaced.

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

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