It used Toyota's Turbulence Generating Pot (TGP) lean combustion system to meet Japanese emissions standards at the time with only an oxidation (2-way) catalyst.

All variants were belt-driven eight-valve counter-flow SOHC engines but no longer used Toyota's "Turbulence Generating Pot" pre-combustion system from the 1A.

Twin carburetted swirl-intake version with Toyota TTC-C catalytic converter, introduced in August 1984 along with a facelift for the Tercel (and its sister variants) in Japan.

[12] Features two variable-venturi carburetors, which Toyota wanted to test in Japan before launching them in export along E series engine, albeit in single carburetted version.

[16][17] This engine featured an aluminum-alloy cylinder head with scissor-gear driven twin overhead camshafts, centered spark plugs, and employed pent-roof combustion chambers which were designed to improve thermal efficiency.

The 4A-FE is basically the same as the 4A-F (introduced in the sixth generation of Corollas), the most apparent difference being the electronic fuel injection system as noted by the 'E'.

[20] Some of the less directly visible differences were poorly shaped ports in the earlier versions, a slow burning combustion chamber with heavily shrouded valves, less aggressive camshaft profiles, a cast crankshaft (rather than a forged crankshaft in the 4A-GE), ports of a small cross sectional area, a very restrictive intake manifold with long runners joined to a small displacement plenum and other changes.

It was extremely light and strong for a production engine using an all-iron block, weighing in at only 123 kg (271 lb) - over fifteen percent reduction compared to 2T-GEU.

Nonetheless, Japanese cars tested no faster than their American counterparts despite their higher power rating and a lower curb weight.

[26] Yamaha designed the engine for performance; the valve angle was a relatively wide 50 degrees, which at the time was believed to be ideal for high power production.

[25] Today, more modern high-revving engines have decreased the valve angle to 20 to 25 degrees, which allows for a smaller and more compact cylinder head.

To compensate for the reduced air speed, the first-generation engines included the T-VIS feature, in which dual intake runners are fitted with butterfly valves that opened at approximately 4,200 rpm.

This not only raises the airspeed which causes better cylinder filling, but due to the asymmetrical airflow a swirl is created in the combustion chamber, meaning better fuel atomization.

[27] During rising engine speed, a slight lurch can occur at the crossover point and an experienced driver will be able to detect the shift in performance.

The second-generation 4A-GE produced from June 1987 to May 1989 featured larger diameter bearings for the connecting-rod big ends 42 mm (1.65 in) and added four additional reinforcement ribs on the back of the engine block, for a total of seven.

It is visually similar to the first-generation engine (only the upper cam cover now featured red and black lettering) and the US-market power output was only increased to 115 hp (86 kW).

The first- and second-generation engines are very popular with racers and tuners because of their availability, ease of modification, simple design, and lightness.

Additional engine modifications to extend life and reliability included under-piston cooling oil squirters, thicker connecting rods and other components.

The engine was retired from North American Corollas in 1991, although it continued to be available in the Geo Prizm GSi (sold through Chevrolet dealerships) from 1990 to 1992.

Clarification: In the U.S. market, the 4A-GE engine was first used in the 1985 model year Corolla GT-S only, which is identified as an "AE88" in the VIN but uses the AE86 chassis code on the firewall as the AE88 is a "sub" version of the AE86.

This engine is commonly known as the "black top" due to the color of the valve cover, and yet again features an even higher compression ratio (11:1).

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.

Applications: 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 10 psi (0.69 bar).

Applications: 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.

[30] 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".

Due to its durability, performance and relatively low cost, 4A-GE and 4A-GZE engines and their derivatives have been popular for both professional and amateur racing since their introduction.

Toyota joint venture partner Tianjin FAW Xiali produces the 5A-FE (dubbed 5A+) for its Vela and Weizhi (C1) subcompact sedans.

This engine produces up to 120 PS (88 kW; 118 hp) due to slightly larger throttle than the standard 5A-FE and different cam profiles.

It is a 4-valve, narrow-valve angle DOHC engine using Toyota's High-Mecha Twin Cam system, mainly installed in Australian and European market Corollas.

The engine was also used in some 1994–1999 Celicas (6th generation) at the base ST trim level, as well as the Toyota Corolla's clone, the Geo Prizm.