Editing Toyota A engine (section)

===4A-GZE===
{{multiple image
| direction         = vertical
| image1            = 4A-GZE - Rebuilt by Marshall Farthing.jpg
| image2            = Toyota 4A-GZE Engine - Rebuilt by Marshall Farthing.jpg
| footer            = The 1st generation 4A-GZE used in the Toyota MR2 Supercharged. Note the roots type supercharger on the intake side in the first image. The 4A-GZE, [[Toyota G engine#1G-GZE|1G-GZE]] and [[Toyota TZ engine#2TZ-FZE|2TZ-FZE]] are the only factory supercharged engines manufactured by Toyota.
}}

The '''4A-GZE''' was a [[supercharger|supercharged]] version of the 4A-GE produced in various forms from August 1986 through 1995. All three generations shared forged and ceramic coated pistons, a SC12 [[Roots type supercharger]], and a stronger 7-rib block and crankshaft, similar to the 1987–1989 "Late Bigport" second-generation 4A-GE.<ref name="4A-GZE specs">{{cite web |url=https://www.club4ag.com/faq_and_tech_pages/4A-GZE_specs.htm |title=4AGZE Specs |website=Club4ag}}</ref> [[Toyota Racing Development]] also developed [[Toyota Racing Development#TRD supercharged engine list|supercharger kit]]s for the 4A-GZE engines.{{clarify|reason=How is the TRD supercharger different from the normal supercharger? Is it bigger? Or is it an upgrade for a 4A-GE?|date=March 2025}}

The 4A-GZE is popular for turbo conversions, as many parts do not need to be modified to support the extra boost.<ref>[http://www.toysport.com/Technical%20Information/4ag_tech_notes.htm 4AG Tech Notes] {{webarchive|url=https://web.archive.org/web/20050206180351/http://www.toysport.com/Technical%20Information/4ag_tech_notes.htm |date=2005-02-06 }}.</ref>

====First Generation====
The first-generation 4A-GZE produced {{convert|8|psi|bar|abbr=on}} peak manifold pressure. It used dished, forged and coated pistons with an 8.0:1 compression ratio. Compared to the 4A-GE, the main differences for the long block were casting holes for a knock sensor and coolant bypass pipes, lower duration cam timing (232º), the upgraded pistons, different valve covers, and the omission of [[T-VIS]]. The first-generation 4A-GZE was rated at {{cvt|145|PS|kW hp|0}} at 6400&nbsp;rpm and {{convert|19.4|kgm|0|abbr=on}} at 4400 rpm.

The 4A-GZE was first used in the 1986 supercharged [[Toyota MR2 (W10)|Toyota MR2 AW11]] until May 1989. It was also used in the 1987–1989 [[Toyota Corolla (E90)|Toyota Corolla AE92]] and [[Toyota Sprinter (E90)|Sprinter AE92]] (Japan-only). Despite having the same specifications, the MR2 was equipped with a distributor and a single ignition coil while the Corolla and Sprinter was equipped with a distributor-less design and twin coil packs.

Applications:
* AW11 [[Toyota MR2 (W10)|MR2]] 1986–1989 (Japan, 1988–1989 North America)
* AE92 [[Toyota Corolla (E90)|Corolla]] 1987–1989 (Japan only)
* AE92 [[Toyota Sprinter (E90)|Sprinter]] 1987–1989 (Japan only)

====Second Generation====
In late 1989, the 4A-GZE was updated with an 8.9:1 compression, and MAP D-[[Jetronic]] load sensing and a smaller supercharger pulley producing {{convert|10|psi|bar|abbr=on}}. These updated 4A-GZE engines were rated at {{cvt|165|PS|kW hp|0}} and {{convert|21.2|kgm|0|abbr=on}}.<ref name="4A-GZE">{{cite web |url=https://www.corollaae92gts.nl/EN_pages/tech/4/4A-GZE.html |title=Tech: 4A-GZE |website=Club4ag}}</ref> Fuel requirements were increased from this generation onwards, requiring at least 100 RON fuel. It can be denoted by a gray cover on the top-mounted intercooler with an emblem reading "Twin Cam 16 Supercharger". While this cover was also used on early AE92s with the first-generation 4A-GZE, the lack of AFM and its subsequent replacement with MAP in the later AE92s makes this generation easily recognizable.

Applications:
* AE92 [[Toyota Corolla (E90)|Corolla]] 1989–1991 (Japan only)
* AE92 [[Toyota Sprinter (E90)|Sprinter]] 1989–1991 (Japan only)

====Third Generation====
In mid 1991, the 4A-GZE was further upgraded with the "smallport" cylinder head and the block was equipped with piston skirt oil jets for cooling. These minimal updates further increased output to {{cvt|170|PS|kW hp|0}} and {{convert|21.2|kgm|0|abbr=on}}.<ref name="4A-GZE"/> It can be denoted by a black cover on the top-mounted intercooler with an emblem featuring Toyota's then-new logo followed by the word "Supercharger". While its naturally aspirated counterpart (4A-GE) used five valves per cylinder for a total of 20 valves in its redesigned cylinder head during this timeframe, the 4A-GZE's cylinder head remained unchanged and continued to use four valves per cylinder for a total of 16 valves.

Applications:
* AE101 [[Toyota Corolla (E100)|Corolla]] 1991–1995 (Japan only)
* AE101 [[Toyota Sprinter (E100)|Sprinter]] 1991–1995 (Japan only)

{| class="wikitable" style="text-align: center;"
|+ 4A-GZE Specifications<ref name="4A-GZE specs"/>
|-
!
! Gen 1
! Gen 2
! Gen 3
|-
| style="text-align: left;" | Production
| June 1985–May 1989
| May 1989–June 1991
| June 1991–May 1995
|-
| style="text-align: left;" | Layout
| colspan="3" | DOHC Straight-4 (Inline-4)
|-
| style="text-align: left;" | Capacity
| colspan="3" | {{cvt|1587|cc|L CID|1}}
|-
| style="text-align: left;" | Bore × Stroke
| colspan="3" | {{cvt|81.0x77.0|mm|2}}
|-
| style="text-align: left;" | Valves
| colspan="3" | 16 valves, 4 per each cylinder
|-
| style="text-align: left;" | Ignition
| Distributor (AW11), DLI (AE92)
| colspan="2" | DLI
|-
| style="text-align: left;" | Fuel Delivery System
| colspan="3" |[[electronic fuel injection|MPFI]]
|-
| style="text-align: left;" | Fuel Metering
| Air Flow Meter (AFM)
| colspan="2" | Manifold Absolute Pressure (MAP)
|-
| style="text-align: left;" | Fuel Requirements
| Regular / Premium Switch Selectable (US: 87–91 AKI; Japan: 90–100 RON)
| colspan="2" | 100 RON Premium (94 AKI or (R+M)/2)
|-
| style="text-align: left;" | Maximum Redline
| colspan="3" | 7,600&nbsp;rpm
|-
| style="text-align: left;" | Horsepower
| {{cvt|145|PS|kW hp|0}} at 6400rpm
| {{cvt|165|PS|kW hp|0}} at 6400rpm
| {{cvt|170|PS|kW hp|0}} at 6400rpm
|-
| style="text-align: left;" | Torque
| {{convert|19.4|kgm|0|abbr=on}} at 4400rpm
| colspan="2" | {{convert|21.2|kgm|0|abbr=on}} at 4400rpm
|-
| style="text-align: left;" | Compression Ratio
| 8.0:1
| 8.9:1
| 8.9:1
|-
| style="text-align: left;" | Variable Intake System
| colspan="3" | None
|-
| style="text-align: left;" | Intake Valve Diameter
| colspan="3" | {{cvt|29.5|mm}}
|-
| style="text-align: left;" | Exhaust Valve Diameter
| colspan="3" | {{cvt|25.5|mm}}
|-
| style="text-align: left;" | Intake Valve Lift
| colspan="3" | {{cvt|7.1|mm}}
|-
| style="text-align: left;" | Exhaust Valve Lift
| colspan="3" | {{cvt|7.1|mm}}
|-
| style="text-align: left;" | Injector Size
| colspan="3" | Top-Feed 365&nbsp;cc
|-
| style="text-align: left;" | Supercharger
| colspan="3" | SC12
|-
| style="text-align: left;" | Factory Boost
| {{convert|7|-|8|psi|bar|abbr=on}}
| colspan="3" | {{convert|9|-|10|psi|bar|abbr=on}}
|-
| style="text-align: left;" | Piston Cooling
| colspan="2" | No
| Oil Jets
|-
|}

{{anchor|racing applications}}