The Toyota E engine series are a family of straight-fourmulti-valvepiston engines produced by Toyota Motor Corporation from 1985 to 1999. Like many other Toyota engines of the era, the E engine series features a cast ironblock along with an aluminiumcylinder head, and uses timing belts rather than chains. The members of the E engine family range from 1.0L to 1.5L. The E family supplanted the K engines in most applications. A large number of parts in the E engine series are interchangeable between each other.
The E engine series was one of the first engines made by Toyota that were designed with fuel economy, practicality and everyday use in mind (rather than performance). They are designed to provide power and torque in the low-to-mid RPM range, as well as improving fuel efficiency. These engines are lightweight compared to earlier Toyota engines due to its hollow crankshaft, thinned casting of the cylinder block, and several other reductions in auxiliaries as well as in the engine itself. Carbureted versions include a newly-designed, variable-venturi carburetor. All of these changes improved fuel economy and emissions.[1]
The SOHC variants of the E engine series use three valves per cylinder for a total of 12 valves, which contrasted with other straight-four SOHC engines which typically have two valves per cylinder for a total of eight valves. DOHC variants of the E engine series have four valves per cylinder for a total of 16 valves, and used narrow-valve angles instead of the wide-valve angles used in some performance-oriented DOHC engines. The DOHC engines also used Toyota's High-Mecha Twin Cam system which involves a single timing belt driving the two scissor geared camshafts together, with the timing belt driving the exhaust camshaft and the exhaust camshaft driving the inlet camshaft via scissor gears.[2][3] This is in stark contrast to other Toyota engines, which sometimes have both camshafts being driven by the timing belts or chains.
1E
Toyota 1E engine
The 1E is a 1.0L (999cc)SOHC version with three valves per cylinder. Output ranges to about 55hp (41kW) at 6,000rpm, while torque is 102N⋅m (75lb⋅ft) at 3,500rpm. It appeared in 1985, and was discontinued after 1994. Bore and stroke is 70.5mm ×64mm (2.78in ×2.52in). Compression ratio is 9.0:1. The 1E engines came in both carbureted and fuel-injected versions, which includes the 1E-FE, a fuel-injected DOHC version of the 1E with four valves per cylinder.
The 2E is a 1.3L (1,295cc) SOHC version with three valves per cylinder. Output ranges from 65 to 88hp (48 to 66kW; 66 to 89PS) at 6,000rpm with 72lb⋅ft (98N⋅m) of torque at 3600rpm to 77lb⋅ft (104N⋅m) of torque at 5200rpm. It appeared in 1985, and was discontinued after 1998. The 2E engines appeared in both carbureted and fuel-injected (called 2E-E) versions. The 2E-TE, appearing in 1986, is a turbocharged engine producing 100PS (74kW; 99hp). A later version, the 2E-TELU produces 110PS (81kW; 108hp).
The 3E is a 1.5L (1,456cc) SOHC version with three valves per cylinder. Output ranges from 79 to 88PS (58 to 65kW; 78 to 87hp) at 6,000rpm with 87lb⋅ft (118N⋅m) of torque at 4,000rpm to 89lb⋅ft (121N⋅m) of torque at 4,800rpm. It appeared in 1986, and was discontinued after 1994. The 3E engines appeared in both carbureted (3E) and fuel-injected (3E-E) applications. The 3E-TE, appearing in 1986, is a turbocharged engine producing 115PS (85kW; 113hp) at 5,600rpm with 17.5kg⋅m (172N⋅m; 127lb⋅ft) of torque at 3,200rpm.
These engines are considered to be slightly less reliable than other Toyota engines, despite being one of the easiest engines to service. The most common problems of these engines are premature valve stem seal (nitrile rubber) failure, carbon buildup on the intake valves, and collapse of the oil control ring on the piston. This can lead to symptoms such as rough idling, stalling, and fouled spark plugs, and therefore needs to be differentially diagnosed. Fortunately, the valve stem seals, at least, can be replaced with silicone or Viton-based seals, which lasts much longer.[6]
The 4E is a 1.3L (1,331cc)DOHC version with four valves per cylinder. Bore and stroke is 74mm ×77.4mm (2.91in ×3.05in). Output ranges from 74hp (55kW; 75PS) at 6,400rpm to 99hp (74kW; 100PS) at 6,600rpm with 81lb⋅ft (110N⋅m) of torque at 3,600rpm to 86lb⋅ft (117N⋅m) of torque at 4,000rpm. It appeared in 1989, and was discontinued after 1998. The 4E engines appeared in both carbureted (4E-F) and fuel-injected (4E-FE) applications.
The first generation of the 4E-FE was produced from 1989 until 1996. The engine found in the Starlet GI, Soleil and Corolla models produces 88bhp (66kW; 89PS) at 6,600rpm and 86lb⋅ft (117N⋅m) at 5,200rpm. The first generation of the 4E-FE is directly related to its turbocharged variant, the 4E-FTE, found only in the Starlet GT Turbo and Glanza V models, which shares many parts with it including the throttle body and fuel injectors.
Specs
Bore x stroke 74mm ×77.4mm (2.91in ×3.05in)
9.6:1 compression ratio
Second generation 4E-FE
The second generation of the 4E-FE was introduced in 1996 producing less peak power: 75PS (55kW; 74hp) at 5,500rpm, but with a slight increase in peak torque 87lb⋅ft (118N⋅m) at 4,400rpm. The second generation of the 4E-FE is essentially the same engine as the first but the intake and exhaust manifolds were changed along with a slight alteration of the ECU meant to reduce exhaust emissions. It was discontinued in 1997.
Specs
Bore x stroke 74.3mm ×77.4mm (2.93in ×3.05in)
9.6:1 compression ratio
Third generation 4E-FE
In 1997 the intake manifold was changed again along with the ECU and the result was 85PS (63kW; 84hp) for the Corolla and 82PS (60kW; 81hp) for the Starlet. It was discontinued in 1999.
4E-FTE
Toyota 4E-FTE engine
The first generation of the 4E-FE became the basis for the 4E-FTE in 1989, which is a turbocharged engine producing 135PS (99kW; 133hp) at 6,400rpm with 116lb⋅ft (157N⋅m) of torque at 4,800rpm. The 4E-FTE is the most powerful of the E series engines ever produced. It was produced exclusively for the Toyota Starlet GT Turbo and its successor, the Toyota Glanza V (both Japan only), however it also was a very popular conversion engine by enthusiasts for many small Toyota cars such as the Corolla, Tercel, Paseo and Sera which it fit into with standard Toyota parts. It shares the same throttle body and slightly larger fuel injectors with the first generation 4E-FE. The 4E-FTE differs internally from the 4E-FE with its stronger connecting rods, lower compression pistons (reduced from 9.6:1 to 8.5:1) and stronger crankshaft. The cylinder head is identical with the valve train featuring higher lift on the inlet camshaft, and stronger valve springs to the 4E-FE. The 4E-FTE also features a harmonic damper instead of a normal crankshaft pulley. The turbocharger fitted to the 4E-FTE was Toyota's own CT9 model, which features an internal waste gate and has two modes: low 0.4bar (5.8psi) and high 0.65bar (9.4psi) boost. The low boost mode is electronically controlled by a solenoid valve and the ECU and the high boost is controlled by an actuator connected to the turbocharger. The 4E-FTE also has a top-mounted, air-cooled intercooler. The 4E-FTE is mated to the Toyota C52 transmission (for the EP82 Starlet GT) and the C56 transmission (for the EP91 Glanza V).
Specs
Bore x stroke 74mm ×77.4mm (2.91in ×3.05in)
8.5:1 compression ratio
5E
Toyota 5E-FE engine
The 5E is a 1.5L (1,497cc) DOHC version with four valves per cylinder. Output ranges from 94PS (69kW; 93hp) at 5,400rpm to 110PS (81kW; 108hp) at 6,400rpm with 91lb⋅ft (123N⋅m) of torque at 3,200rpm to 100lb⋅ft (136N⋅m) of torque at 4,000rpm. It was introduced in 1990 and discontinued in 1998. All 5E engines are fuel-injected. It uses a cast crankshaft which interestingly enough has 3E markings (instead of the intended 5E ones). In 1995 Toyota changed the ignition system to a distributor-less (DIS), coil-on-plug design, switched from OBD-I to OBD-II and began using flat-topped pistons. This ignition design uses two coils. Each coil mounts on top of a spark plug, but also has a cable run to another cylinder's spark plug. This is known as a "wasted spark design". It is electrically similar to engines that have a coil pack. The spark plug fires in both directions (center-to-side, and side-to-center). Double platinum plugs are used with this engine to prevent premature side electrode wear. A much thinner 0.26mm (0.01in) head gasket is used to increase compression after the piston domes were removed, and dual electrode spark plugs were installed on California emission models.[citation needed] In 1996 the connecting rods changed to the same thinner ones similar to those used in the second generation 4E-FE. In 1997 a return-less fuel system was added.
The 5E-FHE uses the harmonic damper from the 4E-FTE and has slightly more aggressive higher lift cams (approximately 8.2mm inlet side, and 7.7mm exhaust side), high compression pistons (although they have a lower dome than 4E-FE pistons), cast 4-2-1 exhaust headers, and stronger internals (including the thicker connecting rods as found in the first generation 5E-FE which are factory forged, and a stronger factory forged crankshaft which has 5E markings instead of 3E markings). Maximum power for the 5E-FHE was increased to 110PS (81kW; 108hp), while maximum engine speed was increased to 7,200 rpm in the first generation and 7,900 rpm for the second generation.
Some versions of the 5E-FHE (but not for the Sera) are fitted with an ACIS intake manifold which is claimed to increase power to 130PS (96kW; 128hp).[citation needed]
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