EJ20G SUBARU ENGINE
The triple ground electrode type iridium-tipped spark plugs had 60,000 mile maintenance intervals. To optimise valve overlap and utilise 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 Active Valve Control System' (D-AVCS). A port injection system which consisted of a fuel suction tube with pump and gauge assembly, fuel pipe sub-assembly and fuel injector assembly. The EJ20G engine had an air bypass valve to prevent the suction noise that can otherwise occur when the throttle valve is suddenly closed and causes a sudden rise in air pressure between the turbocharger and the throttle body. The air bypass valve was actuated by the vacuum created by the closure of the throttle valve and allowed the suction air to bypass the turbocharger and flow upstream, thereby lowering the pressure in the air passage.
The turbocharger was lubricated by the engine oil and used full-floating type bearings to form lubrication films. Furthermore, engine coolant from the coolant drain hose flowed to a coolant passage in the turbocharger bearing housing. After cooling the bearing housing, the coolant flowed into the coolant filler tank via a pipe. To prevent excessive boost pressure, which could cause knocking and heavier thermal loads on the pistons, the EJ20G engine had a wastegate valve. Once boost pressure reached its maximum, the wastegate valve would open so that part of the exhaust gas would bypass the turbine and flow into the exhaust pipe.
The timing belt consisted of a strong and inflexible core wire, wear-resistant canvas and heat-resistant rubber material. The timing belt cover was a made from a synthetic resin moulding and used rubber at the mating surface of the cylinder block to absorb noise and vibrations. 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 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.
Each camshaft was supported by three journals with three camshaft caps, while each camshaft flange was supported by a groove in the cylinder head to receive thrust force. During their manufacture, the camshaft ‘nose’ was subjected to a chill treatment to increase wear resistance and anti-scuffing properties. The intake system for the Toyota ZN6 86 andSubaru Z1 BRZ 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 application.
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 an aluminium alloy block with 86.0 mm bores and an 86.0 mm stroke for a capacity of 1998 cc.
To 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 or the left . Hydraulic pressure in the advance chamber from negative or positive cam torque 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. 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.
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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 by roller rocker arms which had built-in needle bearings that reduced the friction that occurred between the camshafts and the roller rocker arms . 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 spring force, the lash adjuster maintained a constant zero valve clearance. The cross-flow cylinder head for the EJ20G was made from die-cast aluminium and had double overhead camshafts per cylinder bank. A single timing belt was used to drive the four camshafts, while the back of the belt also drove the water pump.
Since the turbocharging process increased the temperature of the intake air, it was then passed through an air-cooled intercooler that received air via the bonnet duct. The intercooler was mounted on top of the engine and cooled the intake air to increase its density. The FA20D engine had flat type knock control sensors (non-resonant type) attached to the left and right cylinder blocks. 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 state on the exhaust side, to prepare for the next activation.
The EJ20G engine had a die-cast aluminium alloy cylinder block with 92.0 mm bores and a 75.0 mm stroke for a capacity of 1994 cc. The cylinder block had an open-deck design to enhance cooling efficiency and dry-type, cast iron cylinder liners. Furthermore, the electronically controlled throttle regulated idle speed, traction control, stability control and cruise control functions. There have been cases, however, where the vehicle has stalled when coming to rest and the ECU has issued error codes P0016 or P0017 – these symptoms have been attributed to a faulty cam sprocket which could cause oil pressure loss.
The FA20D engine was a 2.0-litre horizontally-opposed (or 'boxer') four-cylinder petrol engine that was manufactured at Subaru's engine plant in Ota, Gunma. Subaru's EJ20G was a turbocharged, 2.0-litre horizontally-opposed (or 'boxer') four-cylinder petrol engine.
The turbocharger was lubricated by the engine oil and used full-floating type bearings to form lubrication films. Furthermore, engine coolant from the coolant drain hose flowed to a coolant passage in the turbocharger bearing housing. After cooling the bearing housing, the coolant flowed into the coolant filler tank via a pipe. To prevent excessive boost pressure, which could cause knocking and heavier thermal loads on the pistons, the EJ20G engine had a wastegate valve. Once boost pressure reached its maximum, the wastegate valve would open so that part of the exhaust gas would bypass the turbine and flow into the exhaust pipe.
- A single timing belt was used to drive the four camshafts, while the back of the belt also drove the water pump.
- Each camshaft was supported by three journals with three camshaft caps, while each camshaft flange was supported by a groove in the cylinder head to receive thrust force.
- Furthermore, the corners of the crankshaft journals and webs, and the crank pins and webs, had a fillet-roll finish to increase stiffness.
- Once boost pressure reached its maximum, the wastegate valve would open so that part of the exhaust gas would bypass the turbine and flow into the exhaust pipe.
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The timing belt consisted of a strong and inflexible core wire, wear-resistant canvas and heat-resistant rubber material. The timing belt cover was a made from a synthetic resin moulding and used rubber at the mating surface of the cylinder block to absorb noise and vibrations. 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 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.
Crankshaft And Pistons
Each camshaft was supported by three journals with three camshaft caps, while each camshaft flange was supported by a groove in the cylinder head to receive thrust force. During their manufacture, the camshaft ‘nose’ was subjected to a chill treatment to increase wear resistance and anti-scuffing properties. The intake system for the Toyota ZN6 86 andSubaru Z1 BRZ 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 application.
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 an aluminium alloy block with 86.0 mm bores and an 86.0 mm stroke for a capacity of 1998 cc.
To 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 or the left . Hydraulic pressure in the advance chamber from negative or positive cam torque 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. 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.
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Subaru Ej20g Engine
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 by roller rocker arms which had built-in needle bearings that reduced the friction that occurred between the camshafts and the roller rocker arms . 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 spring force, the lash adjuster maintained a constant zero valve clearance. The cross-flow cylinder head for the EJ20G was made from die-cast aluminium and had double overhead camshafts per cylinder bank. A single timing belt was used to drive the four camshafts, while the back of the belt also drove the water pump.
Since the turbocharging process increased the temperature of the intake air, it was then passed through an air-cooled intercooler that received air via the bonnet duct. The intercooler was mounted on top of the engine and cooled the intake air to increase its density. The FA20D engine had flat type knock control sensors (non-resonant type) attached to the left and right cylinder blocks. 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 state on the exhaust side, to prepare for the next activation.
The EJ20G engine had a die-cast aluminium alloy cylinder block with 92.0 mm bores and a 75.0 mm stroke for a capacity of 1994 cc. The cylinder block had an open-deck design to enhance cooling efficiency and dry-type, cast iron cylinder liners. Furthermore, the electronically controlled throttle regulated idle speed, traction control, stability control and cruise control functions. There have been cases, however, where the vehicle has stalled when coming to rest and the ECU has issued error codes P0016 or P0017 – these symptoms have been attributed to a faulty cam sprocket which could cause oil pressure loss.
The FA20D engine was a 2.0-litre horizontally-opposed (or 'boxer') four-cylinder petrol engine that was manufactured at Subaru's engine plant in Ota, Gunma. Subaru's EJ20G was a turbocharged, 2.0-litre horizontally-opposed (or 'boxer') four-cylinder petrol engine.