Ep91 glanza7/9/2023 Custom wiring loom and sequential injection. Motec M4 Pro ecu with launch control, In gear boost mapping, wide band lambda and logging. TRD Engine mounts are used to mount the engine.Ī custom stainless exhaust manifold has been made to suit the Garrett GT25 Ball bearing turbocharger, Custom exhaust downpipe. The engine also benefits from Alloy Crank, Alternator & Power Steering pulleys to reduce rotational mass. The head sits on a metal head gasket and ARP head bolts. The Cylinder head is ported and polished and dowelled to the inlet manifold which has been modified to accept a larger 4A-GE throttle body. The standard crank is balanced along with the lightened flywheel and Alloy crank pulley. The engine has been built using an ultrasonic tested block for cylinder wall thickness, after checking the block for irregularities and approved "fit for tuning" the block received Wossner forged pistons and Fensport Racing con rods with floating gudgeon pins. Have a look below at the pics & spec list below for an idea of how much work has gone in to this car. This engine was discontinued in 1999.240 BHP and only 900Kgs makes for a very lively Starlet Glanza, the car has been built by owner Pete and the attention to detail is truly amazing. In 1997 the intake manifold was changed again along with the ECU and the result was 85 bhp for the Corolla and 82 bhp for the Starlet. The 2nd generation of the 4E-FE was 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. The 2nd Generation of the 4E-FE was introduced in 1996 producing less peak power: 88 bhp (66 kW) at 5,500 rpm, but with a slight increase in peak torque 87 lb The 4E-FTE was mated to the Toyota C52 transmission (for the EP82 Starlet GT) and the C56 transmission (for the EP91 Glanza V). The 4E-FTE also had a top mounted, air cooled intercooler. The low boost mode was electronically controlled by a solenoid valve and the ECU and the high boost was controlled by an actuator connected to the turbocharger. The turbocharger fitted to the 4E-FTE was Toyota's own CT9 model, which featured an internal waste gate and had 2 modes: low (0.4 bar/40 kPa) and high (0.65 bar/65 kPa) boost. It also featured a harmonic damper instead of a normal crankshaft pulley. The 4E-FTE differed internally from the 4E-FE only by its stronger connecting rods, lower compression cylinder head and up-rated valve springs. However the 4E-FTE was a very popular conversion engine by enthusiasts for many small Toyota cars such as the Corolla, Tercel, Paseo and Sera which it fitted into with standard Toyota parts. It was produced exclusively for the Toyota Starlet GT Turbo (Japan Only) and its replacement, the Toyota Glanza V (Japan only). The 4E-FTE was the most powerful of the E series engines ever produced. The first generation 4E-FE was the basis of the 4E-FTE in 1989, which was a turbocharged engine producing 133 hp (99 kW) at 6,400 rpm with 116 lb This engine had more in common with the 4E-FTE, sharing the same throttle body, and slightly larger fuel injectors. The engine found in these two models produces 99 bhp (74 kW) at 6,600 rpm and 86 lb The first generation of 4E engines found in the Starlet GI, Soleil and Corolla models were produced from 1989 until 1996.
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