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1.6L 16v - 4A-GE
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1.6L 16v - 4A-GE
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Set of 8 trimetal connecting rod half-bearings for the Toyota 4A-GE 16V and 20V four-cylinder and the supercharged 4A-GZE.
Launched in 1983, the 4A-GE is the sporting four-cylinder of Toyota's A family: 1.6 litres (1,587 cc), double overhead camshafts, 16 valves and then 20 valves on the last versions. It powered the Corolla, Levin and Sprinter, the Celica, Carina and Corona and the MR2 AW11; the 4A-GZE is its supercharged version. All share the same crankpin diameter: a single bearing set covers the whole family.
From the factory, this engine is fitted with standard production connecting rod bearings, sized for the loads of the original engine: as soon as power, engine speed or boost pressure increase, they reach their limits.
In a trimetal bearing, a steel back carries a copper-lead intermediate layer with high load capacity, itself covered by an anti-friction running layer that spares the crankpin. The set is supplied complete: 8 half shells, i.e. 4 pairs.
Trimetal targets high, sustained loads, whereas aluminium bi-metal is limited to low to medium loads: about 8,000 psi for the latter, up to 12,000 psi for a performance trimetal, 50% more. The benefit shows in strength and durability on turbo, supercharged and high-revving engines.
| ACL / King bearings Crankpin Ø 41.985 / 42.000 mm Housing bore Ø 45.000 / 45.024 mm Width 17.1 mm |
| Reference | Brand and treatment | Size | Wall thickness (mm) |
|---|---|---|---|
| 4B1780H-STD | ACL Race - Untreated | Standard | 1.487 |
| 4B1780HX-STD | ACL Race - Untreated | Std, increased clearance (HX) | 1.474 |
| 4B1780H-.025 | ACL Race - Untreated | +0.025 | 1.500 |
| 4B1780H-.25 | ACL Race - Untreated | +0.25 | 1.612 |
| 4B1780H-.50 | ACL Race - Untreated | +0.50 | 1.737 |
| CR4032XP | King Racing - Untreated | Standard | 1.488 |
| CR4032XP STDX | King Racing - Untreated | Std, increased clearance (STDX) | 1.475 |
| CR4032XP.026 | King Racing - Untreated | +0.026 | 1.501 |
| CR4032XP0.25 | King Racing - Untreated | +0.25 | 1.615 |
| CR4032XP0.5 | King Racing - Untreated | +0.50 | 1.742 |
Running clearance is the gap between the bearing and the crankpin, filled by the oil film.
While the engine turns, the crankpin floats on this oil film, which carries the load without direct contact with the bearing. Film thickness depends on clearance: too tight, oil passes poorly, temperature rises and the risk of seizure grows; too wide, oil escapes, the film carries less and oil pressure decreases. A correct clearance ensures both sufficient lubrication and a well-maintained film.
| Size / grade | When to choose it | ACL Race Series | King XP |
|---|---|---|---|
| Standard (STD) | Standard journal, not reground | 0.047 to 0.055 mm | 0.042 mm - 0.051 mm |
| Increased clearance (HX / STDX) | Wider clearance: high oil flow, high rpm | 0.072 to 0.080 mm | 0.067 mm - 0.076 mm |
| +0.025 / +0.026 mm | Polished journal | 0.047 to 0.055 mm | 0.042 mm - 0.051 mm |
| +0.25 mm | Journal reground to 0.25 mm | 0.047 to 0.055 mm | 0.042 mm - 0.051 mm |
| +0.50 mm | Journal reground to 0.50 mm | 0.047 to 0.055 mm | 0.042 mm - 0.051 mm |
Checking on assembly: lay a calibrated strip (Plastigauge) on the journal, torque the rod cap to spec (see the torque table below), then compare the crushed strip against the gauge to read the clearance.
| Bolts | By torque | By stretch (gauge) |
| Forged rod ZRP, ARP2000 (3/8″ × 38 mm) | 61 Nm | 0.140 to 0.152 mm |
| Forged rod ZRP, ARP L19 (3/8″ × 38 mm) | 67.8 Nm | 0.152 to 0.165 mm |
ARP recommends the stretch method (gauge).
These ACL and King trimetal connecting rod bearings are aimed at built engines and racing: where a standard bearing quickly reaches its limit, they accept more power, more rpm and more boost. The range includes the standard size, a +0.025 / +0.026 mm size for a crankpin that has only been polished, +0.25 and +0.50 mm regrind sizes and the HX / STDX version with increased clearance for high-revving engines or engines needing a high oil flow. It allows the same part number to be kept after the crankshaft is reground and the clearance to be tailored to the oil used and the engine's duty.
 | An Australian specialist in high-performance engine bearings since 1949, ACL Bearing Company produces the Race Series: precisely made trimetal bearings, available in numerous sizes and recognised on built engines across the world. |
 | Since the 1960s, Israel's King Engine Bearings has built high-performance engine bearings; its pMax Black trimetal alloy bearings are sized for heavy loads. |
| Criterion | ACL Race Series | King Racing |
| Cross-section |  |  |
| Type | High-performance trimetal bearing | High-performance trimetal bearing |
| Country of manufacture | Australia | Israel |
| Construction | Trimetal: steel back, copper layer, soft surface | Trimetal: steel back, copper layer, soft surface |
| Alloy | Race Series (copper-lead) | pMax Black (hardened copper-lead) |
| Protective coating | No | No |
| Available sizes | Standard to +0.50 mm (+ increased clearance HX) | Standard to +0.50 mm (+ increased clearance STDX) |
This connecting rod bearing set fits the 4A-GE and 4A-GZE four-cylinder engines of the following Toyota models:
| Brand | Model (chassis) | Engine code | Power | Years |
|---|---|---|---|---|
| TOYOTA | COROLLA Coupe (AE86) 1.6 GT 16V / 1.6 16V / 1.6 GTi Twin Cam / 1.6 | 4A-GE, 4A-GEC | 115–131 hp | 1983–1987 |
| TOYOTA | SPRINTER Hatchback 1.6 GTi | 4A-GE, 4A-GEC, 4A-GEU | 124–131 hp | 1983–1987 |
| TOYOTA | CELICA (_A6_) 1.6 | 4A-GE | 124 hp | 1983–1985 |
| TOYOTA | CELICA Coupe (_A6_) 1.6 | 4A-GE | 124 hp | 1983–1985 |
| TOYOTA | MR2 I (AW1_) 1.6 16V / 1.6 Supercharged / 1.6 | 4A-GELC, 4A-GEL, 4A-GZE | 109–146 hp | 1984–1990 |
| TOYOTA | SPRINTER Coupe 1.6 GTi | 4A-GEC | 124 hp | 1984–1987 |
| TOYOTA | COROLLA FX Compact (E8B) 1.6 GT 16V / 1.6 | 4A-GEL, 4A-GELC | 116–121 hp | 1985–1987 |
| TOYOTA | COROLLA Liftback (_E8_) 1.6 | 4A-GEC, 4A-GELC | 117 hp | 1985–1987 |
| TOYOTA | CORONA Coupe (_T16_) 1.6 | 4A-GELU | 131 hp | 1985–1987 |
| TOYOTA | CELICA Hatchback (_T16_) 1.6 GT 16V / 1.6 GT / 1.6 GTI 16V | 4A-GEL, 4A-GELC | 116–125 hp | 1985–1989 |
| TOYOTA | CELICA Coupe (_T16_) 1.6 GT 16V | 4A-GEL | 124 hp | 1986–1989 |
| TOYOTA | COROLLA (_E9_) 1.6 i 20V / 1.6 | 4A-GE (20V), 4A-GE | 116–139 hp | 1987–1994 |
| TOYOTA | COROLLA Coupe (_E9_) 1.6 | 4A-GE | 117–136 hp | 1987–1992 |
| TOYOTA | COROLLA Liftback (_E9_) 1.6 GTI / 1.6 i 20V | 4A-GE, 4A-GE (20V) | 125–139 hp | 1987–1993 |
| TOYOTA | COROLLA Compact (_E9_) 1.6 GTi | 4A-GE | 116 hp | 1987–1994 |
| TOYOTA | CARINA V Saloon (_T17_) 1.6 | 4A-GE | 120–140 hp | 1988–1992 |
| TOYOTA | COROLLA LEVIN Coupe (E9_) 1.6 | 4A-GE | 140 hp | 1989–1991 |
| TOYOTA | COROLLA (_E10_) 1.6 i 20V | 4A-GE (20V) | 159 hp | 1991–1998 |
| TOYOTA | COROLLA LEVIN Coupe (_E10_) 1.6 GT-Z | 4A-GZE | 170 hp | 1991–1997 |
| TOYOTA | SPRINTER Saloon (_E1_) 1.6 | 4A-GE (20V) | 160–165 hp | 1991–2000 |
| TOYOTA | COROLLA LEVIN Coupe (_E11_) 1.6 | 4A-GE (20V) | 165 hp | 1995–2000 |
| TOYOTA | CARINA VII Saloon (_T21_) 1.6 | 4A-GE (20V) | 165 hp | 1996–2001 |
| TOYOTA | COROLLA (_E11_) 1.6 i 20V | 4A-GE (20V) | 156 hp | 1998–2000 |
Replacing the bearings during a build or rebuild guards against the most expensive failure: a worn-out connecting rod bearing scores the crankpin, contaminates the oil circuit with debris and forces at least a crankshaft regrind, or even a new rod and block. Against such costs a new set weighs little: it is the cheapest part of the rotating assembly, but the one whose failure costs the most.
