Toyota M20A-FKS engine
The appearance of each regular series of new power units is associated with the improvement of their predecessors. The M20A-FKS engine was created as an alternative solution to the previously produced models of the AR series.
Description
ICE M20A-FKS is a product of the evolutionary development of a new series of gasoline engines. Design features include a number of innovative solutions that improve reliability and energy efficiency.
The engine was created by Japanese engine builders of Toyota Corporation in 2018. Installed on cars:
It is a 2,0 liter inline 4-cylinder naturally aspirated petrol engine. It has a high compression ratio and a dual fuel injection system.
Intake efficiency is provided by a change in the angle between the intake and exhaust valves and the D-4S system, which, along with increased efficiency, reduces emissions of harmful substances into the atmosphere. The overall thermal efficiency of the engine reaches 40%.
The cylinder block is made of aluminum alloy. The cylinder head is also aluminum, but unlike its predecessors, it has laser-sprayed valve seats.
Another notable feature of the CPG is the presence of a laser notch on the piston skirt.
Timing belt is two-shaft. To facilitate its maintenance during operation, hydraulic compensators were introduced into the design. Fuel injection is carried out in two ways - into the intake ports and into the cylinders (D-4S system).
The Toyota M20A-FKS engine is equipped with a GRF (Particulate Filter) that significantly reduces the emission of harmful particulate matter from the combustion of fuel.
The cooling system has been slightly changed - the conventional pump has been replaced with an electric pump. The operation of the thermostat is carried out by electronic control (from the computer).
A variable displacement oil pump is installed in the lubrication system.
To dampen the vibration of the engine during operation, a built-in balancing mechanism is used.
Technical specifications
| Engine family | Dynamic Force Engine |
|---|---|
| Volume, cm³ | 1986 |
| Power, HP | 174 |
| Torque, Nm | 207 |
| Compression ratio | 13 |
| Cylinder block | aluminum |
| Cylinder head | aluminum |
| Number of cylinders | 4 |
| Cylinder diameter, mm | 80,5 |
| The piston stroke, mm | 97,6 |
| Valves per cylinder | 4 (DOHC) |
| Timing drive | chain |
| Camshaft adjuster | Dual VVT iE |
| The presence of hydraulic lifters | + |
| Fuel system | D-4S (mixed injection) electronic system |
| Fuel | Petrol AI 95 |
| Turbocharging | no |
| Used oil in the lubrication system | Ow-30 (4,2 l.) |
| CO₂ emission, g/km | 142-158 |
| Toxicity rate | Euro 5 |
| Resource, km | 220000 |
Reliability, weaknesses and maintainability
The M20A-FKS power unit has been on the market for a short time, so there is no information about its reliability yet. Many changes in the design most likely indicate simplification of operation. Although, here you can draw a parallel - the easier it is to operate, the more reliable. But this parallel is most likely ephemeral. For example, without going into details, it is not so easy to justify such an event as fuel injection. Accurate dosage, increased efficiency, improved ecology of the emission of combustion products have led to a decrease in the time for gasoline to evaporate before entering the cylinder. The result - the engine has become more powerful, more economical in operation, but at the same time, starting at low temperatures has noticeably deteriorated.
By the way, difficult starting at low temperatures is one of the weak points of modern Japanese engines. Based on experience, there is reason to believe that the VVT-i phase distribution system is also not a reliable enough node. This is confirmed by a number of cases when, after a run of 200 thousand km, various knocks occur, soot appears in the intake manifold.
Traditionally, the weak link in Japanese internal combustion engines has been the water pump. But taking into account its replacement with an electric one, there was hope for correcting the situation.
The complex design of the fuel supply system (electronic control, mixed injection) can also be a weak point in the engine.
All of the above assumptions have not yet been confirmed by specific cases from the practice of operating the M20A-FKS.
Maintainability. The cylinder block is bored and re-sleeved. On previous models, such work was successfully carried out. Replacing the rest of the components and parts is not very difficult. Thus, a major overhaul is possible on this motor.
Tuning
The M20A-FKS motor can be tuned without making changes to its mechanical part. To do this, you need to connect the pedal-box module from DTE-systems (DTE PEDALBOX) to the electric circuit for controlling the gas pedal. Booster installation is a simple operation that does not require alteration of the fuel supply system. ECU settings also remain unchanged.
At the same time, it must be remembered that chip tuning increases engine power slightly, only from 5 to 8%. Of course, if for someone these figures are fundamental, the tuning option will be acceptable. But, according to reviews, the engine does not receive a significant gain.
There is no data on other types of tuning (atmospheric, piston replacement, etc.).
Toyota is producing a new generation engine that meets all consumer requirements. Whether all the constructive and technological innovations incorporated into it will be viable, only time will tell.
