Toyota E series
The Toyota E engine family is a straight-4 piston engine series, utilizing a timing belt rather than a chain. Like many of Toyota's other engine designs, the E engine series features a cast iron block, along with an aluminum cylinder head. The members of the E engine family, range from 1.0 L to 1.5 L. 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 especially all the 4E and 5E engines which all share the same block.
All E series engines can be mated to any C series transmission
1E
Starting from the beginning, this is not in any jdm's, just exports, not much info on it but almost none of the parts are interchangable with other e series engines.
The 1E is a 1.0L (999 cc) carbureted 12 valve SOHC engine. Bore was 70.5 mm and stroke was 64.0 mm. Compression ratio was 9.0:1. It appeared in 1985. Output 55 hp (41 kW) at 6000 rpm. And torque was 75 lbf·ft (102 N·m) @ 3500 rpm . These engines attain excellent fuel economy although performance is left to be desired. :haha:
2E
The 2E is a 1.3 L SOHC version. Output ranged from 65 hp (48 kW) to 82 hp (61 kW) at 6000 rpm with 72 ft·lbf (98 N·m) of torque at 3600 rpm to 77 ft·lbf (104 N·m) of torque at 5200 rpm. It appeared in 1985, and was discontinued after 1998. The 2E engines appeared in both carbureted and fuel-injected versions. The 2E-TE, appearing in 1986, was a turbocharged engine producing 101 hp (75 kW). A later version, the 2E-TELU produced 110 hp (82 kW).
3E
The 3E is a 1.5 L (1456 cc) SOHC version. Output ranged from 78 hp (58 kW) to 87 hp (65 kW) at 6000 rpm with 87 ft·lbf (118 N·m) of torque at 4000 rpm to 89 ft·lbf (121 N·m) of torque at 4800 rpm. It appeared in 1986, and was discontinued after 1994. The 3E engines appeared in both carbureted and fuel-injected applications. The 3E-TE, appearing in 1986, was a turbocharged engine producing 113 hp (84 kW) at 5600 rpm with 127 ft·lbf (172 N·m) of torque at 3200 rpm.
The '3E' and '3E-E' engines are considered slightly less reliable than other Toyota engines, although they are also among the easiest engines to work on. The most common problems to affect these engines are carbon buildup in the intake valves, premature valve stem seal (nitrile) failure, and collapse of the oil control ring on the piston. Any of these conditions can lead to rough idling, stalling, and fouled spark plugs, and therefore need to be differentially diagnosed. The valve stem seals, at least, can be replaced with silicone or viton which last much longer
4E
Now we're getting somewhere! The 4E engines were the first DOHC E series engines, and what all of us grease monkeys on gt turbo are interested in. it was available in a number of different variants, both carburated and EFI and, of course, 1 legend with a turbo, the 4E-FTE.
All 4e's are 1331cc in capacity, all have a bore of 74mm and a stroke of 77.4mm.
all of the cylinder heads, blocks, camshafts, valves, springs are identical.
4E-F
caburated yoke, i'm sure no one here wants to hear any more! but i'll just say a few words anyway. available on early jdm starlets, and were very similar to their fuel injected counterparts.
headgaskets @ 1mm thick, shared with 4EFE
pistons and rods shared with 4EFE
Crankshaft also shared with 4EFE
Distributor shared with 4EFE (2 versions availible tho: pre and post 1992)
obviously a unique intake manifold for carb
however the exhaust shared with 4EFE
unique throttle in carburator
4E-FE
DOHC, 16 valves, EFI, 4 injectors, those toyota boys finally got something spot on :rockon: there a 2 distinct generations of this engine which can be easily distinguished by the intake manifold which is a long runner type on 2nd gen (glanza, corrolla, etc.)
1st Gen 4E-FE
The first generation of 4E engines found in the Starlet GI and Soleil models were produced from 1989 until 1996 the engine found in these two models obtained power figures of up to 99 bhp (74 kW) @ 6600 rpm and 86 ft·lbf (117 N·m) @ 5200 rpm.
This engine was also used in export models in europe in the Starlet XLi and the Corrolla. Engine management was different in the export models to accomadate for a lower standard of fuel and hence output from these models were down on the jdm models.
All of the parts on this engine were common to both jdm and export markets.
2nd Gen 4E-FE
The 2nd Generation of the 4E-FE was introduced in 1996 producing less peak power: 85 bhp (63 kW) @ 5500 rpm, but with a slight increase in peak torque 87 ft·lbf (118 N·m) at 4400 rpm. The 2nd generation of the 4E-FE was essentially the same engine as the 1st but the inlet and exhaust manifolds were changed along with a slight alteration of the ecu in order to try and reduce emissions.
4E-FTE :rockon:
The 1st generation 4E-FE was the basis of the 4E-FTE, appearing in 1989, which was a turbocharged engine producing 135 hp at 6400 rpm with 116 ft·lbf (157 N·m) of torque at 4800 rpm. The 4E-FTE was the most powerful of the E series engines ever produced. It was produced exclusively for the Toyota Starlet GT Turbo (Japan Only) and its replacement, the Toyota Glanza V (Japan only). However the 4E-FTE was a very popular conversion engine by enthusiasts for many small Toyota cars such as the Corolla and Tercel, which it fitted into with standard Toyota parts. The 4E-FTE differed internally from the 4E-FE only by its stronger connecting rods, lower compression pistons and different head gasket. The crankshaft also posesses a different part no to the 4EFE however the physical difference remains unknown, if any. It also features a harmonic damper instead of a normal crankshaft pulley. The oil filter on the block has also been relocated in order to accomodate the fitting of a turbocharger. The turbocharger fitted to the 4E-FTE was Toyota's own CT9 which featured an internal waste gate and had 2 modes; low (0.4 bar/40 kPa) and high (0.65 bar/65 kPa) boost. The low boost mode was electronically controlled by a solenoid valve and the ecu and the overall or high boost was controlled by the actuator connected to the turbocharger. The 4E-FTE also had a "Top mounted", air cooled, intercooler. The 4E-FTE was mated to the Toyota C150 transmission or the optional C151 transmission which featured an LSD.
5E
The 5E is a 1.5 L (1497 cc) DOHC version. Output ranged from 94 hp (70 kW) at 5400 rpm to 110 hp (82 kW) at 6400 rpm with 91 ft·lbf (123 N·m) of torque at 3200 rpm to 100 ft·lbf (140 N·m) of torque at 4000 rpm. It appeared in 1991, and was discontinued after 1998. All 5E engines were fuel-injected.
1st Gen 5E-FE
This engine came in the 1st gen Paseos when the 3E-E was in the Tercels. It boasted a 16 valve engine and 18 more horsepower than the same sized 12 valve 3E-E. This makes it a significant step up from the 3E-E, which also makes it a great replacement for those who have had their 3E-E engines die out on their cars. The 1st gen 5E-FE shares the crankshaft and connecting rods with the 3E and 3E-E. The head on the 1st gen 5E-FE is shared with the 4E-FE, 4E-FTE, and 5E-FHE, although the 5E-FHE has different camshafts.
2nd Gen 5E-FE
While slightly less powerful, this 5E-FE puts out slightly more peak torque than its predecessor. This is due to a few things. First off the throttle body bore is slightly smaller (45mm vs 50mm on the 1st gen). The intake manifold is a quite a bit different. It incorperates smaller diameter and longer runners along with a smaller plenum. And, while it shares the same intake manifold bolt pattern the port shape of the intake ports on the head and manifold are much more oval shaped than the 1st gen 5E-FE. Oddly enough the cross sectional area of the two intake port shapes are nearly identical. The exhaust ports and bolt pattern remained the same.
The 2nd gen 5E-FE is also more technically advanced than its older brother. It utilizes knock sensing and a distributorless ignition system. It is also OBDII compliant.
In 1997 there was a small redesign done to the 2nd gen 5E-FE. Toyota was able to pass emissions without the use of an EGR valve and instead used an advanced charcoal canister system. Along with this change they altered the fuel system to be a returnless type.
5E-FHE
The 5E-FHE is essentially a beefed up 1st gen 5E-FE. It boasts a higher compression ratio, more agressive cams (higher lift/duration), a factory 4-2-1 exhaust manifold, and a harmonic damper was added to deal with the rev limiter because it was increased to 7200 rpm. In some instances it also came with an dual runner ACIS (acustic control induction system) intake manifold. To cope with this added stress Toyota threw in fairly strong connecting rods that are known to hold up to quite a bit of power. This is the strongest and largest of the E series engines which makes it the difinitive favorite of the bunch.
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