text:
U.S. Route 378

U.S. Route 378 (US 378) is a spur of US 78 in the U.S. states of Georgia and South Carolina. The U.S. Highway runs 234.30 mi from US 78, Georgia State Route 10 (SR 10), SR 17, and SR 47 in Washington, Georgia, east to US 501 Business in Conway, South Carolina. US 378 connects the Central Savannah River Area in both states with the Midlands and Pee Dee regions of South Carolina. The U.S. Highway's western portion, which connects Washington and Lincolnton in Georgia and McCormick, Saluda, and Lexington in South Carolina, is mainly a rural highway. US 378 is a major suburban and urban highway through Lexington and South Carolina's state capital, Columbia. The highway has a lengthy concurrency with US 76 between Columbia and Sumter and serves as a major route between the Midlands and the Myrtle Beach area, between which the highway has a business route through Lake City.

Route description

 * GA
 * 23.41 mi
 * SC
 * 210.89 mi
 * Total
 * 234.30 mi
 * }
 * Total
 * 234.30 mi
 * }

US 378 has a length of 23.41 mi in Georgia and spans 210.89 mi in South Carolina. The U.S. Highway is a part of the National Highway System from US 178 in Saluda east to US 501 and US 701 in Conway.

Georgia
US 378 begins at an intersection on the eastern edge of the city of Washington with US 78, SR 10, and SR 17, which form the north–south axis of the junction, and US 78 Business, SR 47, SR 10 Business, and SR 17 Business, which heads west on Robert Toombs Avenue toward downtown Washington. US 378 and SR 47 head east on Lincolnton Road, also known as Joe Wheeler Highway, which starts as a four-lane divided highway but becomes two lanes a short distance east of the intersection. Shortly after the Wilkes–Lincoln county line, the highways, now part of Washington Highway, meet the western end of SR 220, a C-shaped route through southern Lincoln County. US 378 and SR 47 gradually curve north and enter the city of Lincolnton as Washington Street. SR 47 splits east from the U.S. Highway and SR 43 begins to run concurrently with US 378 at their intersection with Elm Street. The highways pass along the west side of downtown Lincolnton and curve northeast, meeting the southern end of SR 79 (Goshen Street) before leaving the city.

US 378 and SR 43 continue northeast on McCormick Highway, which meets the northern end of SR 43 Connector (Old Petersburg Road) a short distance east of the city limits at Wright's Crossing. The highways cross the Soap Creek branch of the Savannah River reservoir known as Clarks Hill Lake in Georgia and Lake Strom Thurmond in South Carolina.

State line to Saluda
US 378 and SR 43 meet the eastern end of SR 220 just west of Elijah Clark State Park. SR 43 reaches its northern terminus at the state line at the thalweg of the Savannah River in the center of the lake crossing. US 378 enters Sumter National Forest and crosses the Little River branch of the lake, on the east side of which is Baker Creek State Park. The highway continues to the town of McCormick, through which the highway follows Gold Street. US 378 intersects SC 28 (Mine Street) on the west side of downtown; US 221 leaves its concurrency with SC 28 coming from Augusta and joins US 378 through the downtown area. The U.S. Highways have a grade crossing of CSX's McCormick Subdivision and diverge on the east side of town, with US 221 heading northeast as Greenwood Highway.

US 378 leaves McCormick, passes McCormick County Airport, and forms the southern boundary of Sumter National Forest east of the town. East of Liberty Hill, where the highway fully enters the national forest, the road crosses the McCormick–Edgefield county line. US 378 again forms the southern boundary of Sumter National Forest from its intersection with SC 67 (Callison Highway). The highway also intersects US 25 and SC 430 (Meeting Street Road) while passing along the northern tier of Edgefield County. US 378 leaves the national forest shortly after entering Saluda County. The highway enters the town of Saluda along Church Street and intersects Main Street, which carries US 178, SC 39, and SC 121. Two blocks to the east, US 378 turns north onto Jennings Street, then turns east on Travis Avenue at its junction with SC 194, which heads north on Jennings Street, and US 178 Connector, which heads west on Travis Avenue to connect with US 178.

Saluda to Sumter
US 378 crosses the Little Saluda River and leaves Saluda along Columbia Highway. After crossing Clouds Creek, the highway meets SC 391 (Prosperity Highway/Summerland Highway) at a roundabout and enters Lexington County. East of the Hollow Creek and Horse Creek branches of Lake Murray, US 378 expands to a four-lane road with center turn lane. The highway becomes concurrent with US 1 (Main Street) on the western edge of the town of Lexington. After US 1 splits southeast to head to the center of town, US 378 continues on Columbia Avenue, then has a brief concurrency with SC 6 along Lake Drive. The U.S. Highway exits the town along Sunset Boulevard. US 378 has a partial cloverleaf interchange with I-20 and a single-point urban interchange with I-26 before entering the city of West Columbia. The highway meets the northern ends of SC 35 (12th Street) and SC 12 Connector (9th Street), which provides access to westbound SC 12. East of the connector route, US 378 becomes a four-lane undivided highway. The highway has a partial interchange with SC 12 (Jarvis Klapman Boulevard) that only allows access to and from Columbia.

US 378 meets US 1 (Meeting Street) and the northern end of SC 2 (State Street) just before the two U.S. Highways cross the Congaree River on the four-lane Gervais Street Bridge into Richland County and the city of Columbia. The highways follow four-lane divided Gervais Street past EdVenture and the South Carolina State Museum and intersect Huger Street, which carries US 21, US 176, and US 321. US 378 and US 1 cross over Norfolk Southern Railway's W Line and pass through the Congaree Vista neighborhood. At the intersection with SC 48 (Assembly Street), the highways pass between the South Carolina State House and Capitol Center. US 378 begins its long concurrency with US 76 when the latter highway turns onto Gervais Street from Bull Street. The three U.S. Highways cross over Norfolk Southern's Columbia District rail line before reaching Millwood Avenue, where US 1 turns north and US 378 and US 76 turn south. Gervais Street continues east as an unnumbered street several blocks through a residential area before reaching its eastern terminus.

US 378 and US 76 follow Millwood Avenue, a four-lane street with center turn lane, southeast to an oblique intersection with Devine Street. Devine Street carries US 21 Connector and US 76 Connector west through Five Points and the University of South Carolina campus. The U.S. Highways continue east along Devine Street to their intersection with SC 16 (Beltline Boulevard), where the road expands to six lanes. A short distance to the east, US 378 and US 76 have an intersection with SC 760 (Fort Jackson Boulevard), which heads east toward the namesake military installation, and a second US 76 Connector that follows Cross Hill Road north to SC 16. East of their intersection with a third US 76 Connector, which heads east on Wildcat Road and west on Rosewood Drive, the U.S. Highways continue as Garners Ferry Road. US 378 and US 76 meet the western end of SC 262 (Leesburg Road) just west of the U.S. Highways' and state highway's partial cloverleaf interchanges with I-77 (Veterans Memorial Freeway). Southeast of I-77, the road becomes a four-lane divided highway, leaves the city of Columbia, and meet the northern end of SC 768 (Pineview Road). US 378 and US 76 enter a rural area and pass through Horrell Hill, where they meet the northern end of SC 769 (Congaree Road), pass McEntire Joint National Guard Base, and have a junction with the western end of SC 764 (Old Eastover Road). The U.S. Highways have a diamond interchange with US 601 (McCords Ferry Road) and an intersection with SC 263 (Vanbloken Road) north of Eastover before they cross the Wateree River into Sumter County.

Sumter to Conway
East of the extensive swamp surrounding the Wateree River, US 378 and US 76 pass south of the village of Stateburg and intersect SC 261 (Kings Highway). East of SC 441, Peach Orchard Road/Patriot Parkway), the U.S. Highways enter the city of Sumter, through the western portion of which they follow Broad Street. US 378 and US 76 have a trumpet interchange with Shaw Drive, the main access to Shaw Air Force Base, and follow the southern boundary of the military reservation. East of the base, the highways pass through a commercial area and meet the northern end of SC 120 (Alice Drive) just west of where Broad Street continues along US 76 Business while the U.S. Highways continue along the Robert E. Graham Freeway. Just east of the business route, US 378 and US 76 have a half-diamond interchange with US 521 (Camden Highway) allowing access with US 521 to and from the east; the other movements are made via US 76 Business and Jefferson Road. A pair of frontage roads parallels the freeway; the U.S. Highways have right-in/right-out interchanges with the frontage roads just west of the overpass of US 15 (Main Street). The frontage roads end at the freeway's diamond interchange with US 401. US 378 and US 76 cross a rail spur before highways exit the city of Sumter and the frontage roads reappear along the freeway. The U.S. Highways diverge at their partial cloverleaf interchange with the eastern end of US 76 Business (Liberty Street); US 76 heads east as Florence Highway while US 378 continues southeast along the freeway to East Sumter, where it ends at the eastern terminus of SC 763 (Myrtle Beach Highway).

US 378 continues east as Myrtle Beach Highway, a four-lane divided highway. The highway crosses the Black River and intersects SC 527 (Brick Church Road) at McBrides Corner. US 378 has an acute junction with SC 53 (Narrow Paved Road) and a diamond interchange with I-95 before entering Clarendon County, where the route follows Clarence Coker Highway. The highway becomes undivided as it enters the town of Turbeville. US 378 runs concurrently with US 301 along four-lane undivided Main Street, which intersects SC 58 (Gamble Street) one block north of the US 378–US 301 junction. The two U.S. Highways split near the northern end of town, with US 378 continuing east as a four-lane road with center turn lane. The highway enters Florence County, where its name changes to Turbeville Highway, then returns to the county line and runs atop the southern boundary of Florence County. During this stretch, the county to the south of the highway becomes Williamsburg County. Soon after US 378 fully enters Florence County, the highway intersects SC 341 (Olanta Highway). The two highways briefly run together before SC 341 continues straight concurrent with US 378 Business on Lake City's Main Street while US 378 splits northeast to bypass Lake City. North of the town, the U.S. Highway has a diamond interchange with US 52 (Ron McNair Boulevard). US 378 crosses over CSX's Charleston Subdivision before collecting the eastern end of US 378 Business (Myrtle Beach Highway).

US 378 continues northeast as Myrtle Beach Highway. The highway crosses the Lynches River and curves southeast and then east through the hamlet of Hannah. SC 51 (Pamplico Highway) joins US 378 on a tangent curve at Salem and follows the U.S. Highway east to Kingsburg, where SC 51 turns south onto Kingsburg Highway and SC 41 joins the U.S. Highway as it curves northeast U.S. Highway 378 reduces to two lanes near Capitola Road in Johnsonville. and crosses the Great Pee Dee River into Marion County. The two highways curve southeast and cross over CSX's Andrews Subdivision before SC 41 splits to the north on a tangent curve. The U.S. Highway meets the southern end of SC 908 south of Brittons Neck before it curves east and crosses the Little Pee Dee River into Horry County. US 378 expands to a four-lane road with center turn lane shortly after passing Conway-Horry County Airport and enters the city of Conway as Wright Boulevard. West of downtown, the U.S. Highway has an oblique intersection with Church Street, which carries US 501 through the intersection and US 701 north of the intersection. Southbound US 701 continues south on Church Street to a ramp to 4th Avenue while northbound US 701 runs concurrently with US 378 from 4th Avenue, which heads west as US 701 toward Georgetown and east as SC 905. US 378 curves northeast, becomes 3rd Avenue, and reduces to two lanes as it enters the Conway Downtown Historic District, where it reaches its eastern terminus at US 501 Business (Main Street) next to the Old Conway County Courthouse.

History
In the early part of the 21st century, the bridge crossing the Georgia–South Carolina state line over the Savannah River was deemed to be "structurally deficient". It wasn't until 2014 that Alabama-based Scott Bridge Company began construction on a replacement for the bridge. It wasn't determined that the bridge was in danger of collapse; rather, the term was used in reference to a possible crack or split in the concrete of the bridge. Construction began in April 2010. However, in 2012, construction was halted due to a "rare chemical reaction", known as delayed ettringite. This condition caused the support columns of the bridge to swell up and begin splitting. It was the first time this condition was ever encountered in Georgia. It was discovered after personnel from GDOT, Scott Bridge Company, and scientists from the Georgia Institute of Technology conducted a thorough examination of the bridge and supporting structure. In Spring 2014, construction resumed, using a new method in which water cools freshly-poured concrete while it cures. The $36.2 million bridge opened on December 21, 2016.

South Carolina Highway 54
South Carolina Highway 54 (SC 54) was a state highway that was established around 1926 from SC 3 (now US 76 Business) in Sumter east to SC 4 (now US 301) in Turbeville. In 1929, it was extended to the east to end at SC 341 in Lake City. In 1939, SC 54, along with US 52 and SC 341, was extended farther into Lake City. Then, SC 54 was extended to SC 51 in Salem. Between 1943 and 1947, its path just west of the Lynches River was straightened out. In late 1951, it was decommissioned; most of its path was redesignated as part of US 378.

Sumter business loop
U.S. Route 378 Business (US 378 Bus.) was a 6.6 mi business route of US 378 that existed in Sumter. It used Broad Street, Liberty Street, and Myrtle Beach Boulevard. It was established in 1958 as a renumbering of mainline US 378 through downtown Sumter.

Lake City business loop
U.S. Route 378 Business (US 378 Bus.) is a 4.490 mi business route of US 378 through Lake City. The highway travels from US 378 and South Carolina Highway 341 (SC 341) west of the city to US 378 east of the city. US 378 Bus. begins heading east from US 378 (Turbeville Highway) concurrent with SC 341 along two-lane Main Street. The two highways enter the city just east of Lake City Memorial Park. In the center of the city, US 378 Bus. and SC 341 have an intersection with US 52 (Ron McNair Boulevard). One block after their grade crossing of CSX's Charleston Subdivision, the highways diverge. The main highway continues east on Main Street while the business route turns north onto Church Street. US 378 Bus. leaves the city limits at its crossing of Lake Swamp and reaches its eastern terminus at US 378 (Myrtle Beach Highway).

Conway truck route
U.S. Route 378 Truck (US 378 Truck) is a truck route of US 378 that partially exists in Conway and Red Hill. It directs truck traffic onto US 501, South Carolina Highway 544 Connector (Red Hill 1) (SC 544 Conn.), US 501 Business (US 501 Bus.), SC 90, Old Reaves Ferry Road, and SC 905. Its entire length is concurrent with US 701 Truck. It is loosely signed, frequently in Conway and Red Hill, and infrequently outside the city limits of both locales.

title: U.S. Route 378


text:
Vaporole

Vaporole may refer to:

 * A brand of smelling salts
 * A brand of recreational alkyl nitrites

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Vaporole


text:
Talk:Bonsall, California

I wouldn't call Bonsall a town so much as a large unincorporated rural region of the county. -Branddobbe 02:07, Aug 16, 2004 (UTC)

The Bonsall Unified School District will be merging with Bonsall Union School District on July 1st to just be Bonsall Unified School District. I am using Bonsall Unified because that is what the official website uses currently instead of making a distinction. Ghostkrashers (talk) 03:48, 18 May 2014 (UTC)

External links modified
Hello fellow Wikipedians,

I have just modified 1 one external link on Bonsall, California. Please take a moment to review my edit. If you have any questions, or need the bot to ignore the links, or the page altogether, please visit this simple FaQ for additional information. I made the following changes:
 * Added archive https://web.archive.org/web/20130911234518/http://factfinder2.census.gov to http://factfinder2.census.gov

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title: Talk:Bonsall, California


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Toyota A engine

The Toyota A Series engines are a family of inline-four internal combustion engines with displacement from 1.3 L to 1.8 L produced by Toyota Motor Corporation. The series has cast iron engine blocks and aluminum cylinder heads. To make the engine as short as possible, the cylinders are siamesed.

The development of the series began in the late 1970s, when Toyota wanted to develop a completely new engine for the Toyota Tercel, the successor of Toyota's K engine. The goal was to achieve good fuel efficiency and performance as well as low emissions with a modern design. The A-series includes one of the first Japanese mass-production DOHC, four-valve-per-cylinder engines, the 4A-GE, and a later version of the same engine was one of the first production five-valve-per-cylinder engines.

Toyota joint venture partner Tianjin FAW Xiali produces the 1.3 L 8A and resumed production of the 5A in 2007.

1A
The 1.5 L 1A was produced between 1978 and 1980. All variants were belt-driven 8-valve counter-flow SOHC engines with a single, twin-barrel downdraft carburetor. 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. The 1A engine was only 21.6 in long.

1A-C
Applications:
 * AL10 Tercel

1A-U
Using Toyota two-way catalyst.

Output:
 * 80 PS at 5,600 rpm and 11.5 kgm at 3,600 rpm (compression at 9.0:1)

Applications:
 * AL10 Tercel/Corsa (Japan only)

2A
The 1.3 L 2A was produced from 1979 through 1989. 2A engines in 1982 onwards AL20 Tercels have a slightly different valve cover and timing belt cover than early AL11 Tercels, as well as an automatic choke, and automatically controlled hot air intake (HAI) system. It also has higher compression ratio, and reformulated combustion chambers to improve the fuel economy and emissions. All variants used belt-driven SOHC eight-valve counter-flow cylinder heads with a single downdraft carburetor.

2A, 2A-L, 2A-LC
Output:
 * 65 PS at 6,000 rpm and 98 Nm at 3,800 rpm (compression at 9.3:1)

Applications:
 * AE80 Corolla 1983–1985 (excluding Japan, 2A-LC in Australia)
 * AL11 Tercel 1979–1982 (excluding Japan and North America)
 * AL20 Tercel 1982–1984 (excluding Japan and North America)

2A-U, 2A-LU
Using Toyota TTC-C catalytic converter.

Output:
 * 75 PS at 6,000 rpm and 106 Nm at 3,600 rpm (compression at 9.3:1)

Applications:
 * AE80 Corolla 1983–1985 (Japan only)
 * AL20 Corolla II 1982–1986 (Japan only)
 * AL11 Corsa (Japan only)
 * AL20 Corsa 1982–1989 (Japan only)
 * AE80 Sprinter 1983–1985 (Japan only)
 * AL11 Tercel
 * AL20 Tercel 1982–1989 (Japan only)

3A
The 1.5 L 3A was produced from 1979 through 1989. The 3A engine is the successor of Toyota's first A engine, the 1A. 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.

3A, 3A-C
Output:
 * 71 PS at 5,600 rpm and 108 Nm at 3,800 rpm (compression at 9.0:1, European spec)
 * 60 hp at 4,500 rpm (N. America, AL-21 3 door liftback)
 * 62 hp at 4,800 rpm (N. America, AL-25 5-door wagon)

Applications:
 * AL12 Tercel 1979–1982 (excluding Japan)
 * AL21/25 Tercel 1982–1988 (excluding Japan)

3A-U, 3A-LU
Using Toyota TTC-C catalytic converter. On some models marked as 3A-II.

Output:
 * 83.5 PS at 5,600 rpm and 118 Nm at 3,600 rpm (compression at 9.0:1)

Applications:
 * AA60 Carina 1981–1987 (Japan only)
 * AT150 Carina 1984–1988 (Japan only)
 * AE70 Corolla 1979–1983 (Japan only)
 * AE81/85 Corolla 1983–1987 (Japan only)
 * AL21 Corolla II 1982–1986 (Japan only)
 * AT140 Corona 1982–1987 (Japan only)
 * AT150 Corona 1983–1987 (Japan only)
 * AL12 Corsa (Japan only)
 * AL21/25 Corsa 1982–1989 (Japan only)
 * AW10 MR2 1984–1989 (Japan only)
 * AE70 Sprinter 1979–1983 (Japan only)
 * AE81/85 Sprinter 1983–1987 (Japan only)
 * AL25 Sprinter Carib 1982–1988 (Japan only)
 * AL21/25 Tercel 1982–1989 (Japan only)

3A-HU
High compression version with Toyota TTC-C catalytic converter.

Output:
 * 86 PS at 6,000 rpm and 121 Nm at 4,000 rpm (compression at 9.3:1)

Applications:
 * AL21 Corolla II 1982–1984 (Japan only)
 * AL21 Corsa 1982–1984 (Japan only)
 * AL21 Tercel 1982–1984 (Japan only)

3A-SU
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. 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. Because of the swirl-intake, the sealing surface between cylinder head and valve cover is different from other SOHC A-engines, featuring vertical curves on the manifold side of the head. Thus, those parts are not interchangeable between each other. The swirl was supposed to improve burning of the air-fuel mixture, thus enabling cleaner emissions, improving fuel economy, and increasing power.

Output:
 * 90 PS at 6,000 rpm (compression at 9.3:1)

Applications:
 * AL21 Corolla II 1984–1986 (Japan only)
 * AL21/25 Corsa 1984–1989 (Japan only)
 * AL25 Sprinter Carib 1984–1988 (Japan only)
 * AL21/25 Tercel 1984–1989 (Japan only)

4A
The 4A was produced from 1980 through 2002. All 4A engines have a displacement of 1587 cc. The cylinder bore was enlarged from the previous 3A engines at 81 mm, but the stroke remained the same as the 3A at 77 mm, giving it an over-square bore/stroke ratio which favours high engine speeds.

Numerous variations of the 4A design were produced, from basic SOHC 8-valve all the way to DOHC 20-valve versions. The power output also varied greatly between versions, from 70 hp at 4,800 rpm in the basic California-spec 4A-C to 170 PS at 6,400 rpm in the supercharged 4A-GZE.

4A, 4A-C, 4A-L, 4A-LC
The basic 4A is a SOHC 8 valve carburated engine which produces 78 - 90 PS at 4800 rpm and 115 Nm of torque at 2800 rpm, though the power and torque output figures vary between different regions of the world. in European versions, the combustion chambers were reformulated in early 1986, resulting in an increase of 2 hp, up to 86 PS at 5600 rpm, along with improvements in fuel economy and emissions.

North American market engines:
 * 4A-LC 1.6 L I4, 8-valve SOHC, 70 hp at 4800 rpm

 * 4A-C 1.6 L I4, 8-valve SOHC, 74 hp at 5200 rpm

European (and other) market engines: (excepting Sweden and Switzerland)
 * 4A-L 1.6 L, I4, 8-valve SOHC, 79 PS at 5600 rpm, and torque 12.5 kgm at 4000 rpm (compression at 9.0:1) (Indonesia)
 * 4A-L 1.6 L, I4, 8-valve SOHC, 84 PS at 5600 rpm, and torque 13.3 kgm at 3600 rpm (compression at 9.3:1) (Europe)

Australian/Swiss/Swedish market engines: Australia, Sweden, and Switzerland shared emissions rules for a period in the 1970s and eighties.
 * 4A-LC 1.6 L, I4, 8-valve SOHC, 78 PS at 5600 rpm

 * Applications:
 * AT151 Carina II 1983–1987 (Europe only)
 * AT160 Celica 1985–1989 (excluding Japan)
 * AE71 Corolla 1982–1984 (North America, Australia & South Africa only)
 * AE82/86 Corolla 1983–1987 (excluding Japan)
 * AT151 Corona 1983–1987 (excluding Japan)
 * A60 Daihatsu Charmant 1984-1987 (excluding Japan)
 * Elfin Type 3 Clubman
 * Chevrolet Nova (USA NUMMI rebadged Sprinter) 1985-1988

4A-ELU
Fuel injection was added. This increased output to 100 PS at 5600 rpm and 13 kgm at 4000 rpm. This version is also equipped with Toyota TTC-C catalytic converter.

Applications:
 * AT151 Carina 1984–1988 (Japan only)
 * AE82 Corolla 1983–1987 (Japan only)
 * AE82 Sprinter 1983–1987 (Japan only)

4A-F
A narrow-valve (22.3°) DOHC 16-valve carburetor-equipped version, the 4A-F, was produced from 1987 through 1990. Output was 95 PS at 6,000 rpm and 13.0 kgm at 3,600 rpm (compression at 9.5:1, EU spec). This engine featured an aluminum-alloy cylinder head with scissor-gear driven twin overhead camshafts, centered spark plugs, and pent-roof combustion chambers which were designed to improve thermal efficiency. It also featured a fully counterweighted crankshaft with five journals and eight balance weights. It even employed a "slave cam system", in which the camshafts are geared together and driven off one camshaft's sprocket. The 4A-F was designed to provide more powerful torque in the low-to-mid RPM range, as well improve top-end power output.

Applications:
 * AT171 Carina II 1987–1992 (Europe only)
 * AE92/95 Corolla 1987–1992 (excluding Japan)
 * AE95 Corolla 1988–1989 (Japan only)
 * AE101 Corolla 1992–1998 (Asia, Africa & Latin-America)
 * AE111 Corolla 1997–2001 (Asia, Africa & Latin-America)
 * AT171/177 Corona 1987–1992 (excluding Japan)
 * AE95 Sprinter 1988–1989 (Japan only)

4A-FE

The fuel injected 4A-FE is the successor of the carbureted 4A-F, manufactured from 1987–2001. Toyota designed this engine with fuel economy in mind. 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'. The engine was succeeded by the 3ZZ-FE, a 1.6-liter engine with VVT-i technology.

There are three generations of this engine, which can be identified by the external shape of the engine. The first generation (1987–1996) featured a plate on the head which read "16 valve EFI" and fuel injectors in the head.

The second generation had a higher profile cam design in the head, a cam cover with ribs throughout its length, and fuel injectors in the intake manifold runners. Mechanically, the late-model engines received MAP load sensing and redesigned pistons, intake ports, and intake manifold. The second generation engine was produced from 1992–1998 (1993–1996 in the US).

The third generation (1996–2001) was released exclusively for the Asian market (Japan, Philippines, Pakistan, Thailand, Indonesia, and Malaysia) only. Although it is very similar to the second generation externally, it only has a slight difference in the top section of the intake manifold and throttle body. This last generation also has a higher additional output of 5 hp compared to the second generation.

 * Engine displacement: 1587 cc
 * Layout: DOHC Inline-4
 * Valves: 16, 4 for each cylinder
 * Redline: 6300 rpm
 * Compression ratio: 9.5:1
 * Fuel Delivery System: TCCS or MPFI

North American market engines:
 * 102 hp at 5,800 rpm, and torque 14.8 kgm at 4,800 rpm

European market engines:
 * 105 PS at 6,000 rpm, and torque 14.5 kgm at 3,200 rpm

Asian market engines:
 * 115 PS at 6,000 rpm

Note: power and torque specs for North America and Europe are from the 1988–1992 Corollas.

The 4A-FE is different from the 4A-GE in terms of performance and power. Although both have the same displacement and are DOHC, they were optimized for different uses. The first obvious difference are the valves, the engine's intake and exhaust valves were placed 22.3° apart (compared to 50° in the G-Engines). The second is that it employed a "slave cam system", the camshafts being geared together and driven off one camshaft's sprocket (both camshafts' sprockets on the G-Engine are rotated by the timing belt). 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. Even though the valve angle is closer to what is considered in some racing circles to be ideal for power (approximately 25 degrees), its other design differences and the intake which is tuned for a primary harmonic resonance at low RPM means that it has about 10% less power compared to the 4A-GE engine. This engine design improves fuel efficiency and torque, but compromises power. Power ratings varied from 100 – in the US market.

 * Applications:

 * AT220 Avensis 1997–2000 (excluding Japan)
 * AT171/175 Carina 1988–1992 (Japan only)
 * AT190 Carina 1984–1996 (Japan only)
 * AT171 Carina II 1987–1992 (Europe only)
 * AT190 Carina E 1992–1997 (Europe only)
 * AT180 Celica 1989–1993 (excluding Japan)
 * AE92/95 Corolla 1988–1997
 * AE101/104/109 Corolla 1991–2002
 * AE111/114 Corolla 1995–2002
 * AE101 Corolla Ceres 1992–1998 (Japan only)
 * AE111 Corolla Spacio 1997–2001 (Japan only)
 * AT175 Corona 1988–1992 (Japan only)
 * AT190 Corona 1992–1996
 * AT210 Corona 1996–2001
 * AE95 Sprinter 1989–1991 (Japan only)
 * AE101/104/109 Sprinter 1992–2002 (Japan only)
 * AE111/114 Sprinter 1995–1998 (Japan only)
 * AE95 Sprinter Carib 1988–1990 (Japan only)
 * AE111/114 Sprinter Carib 1996–2001 (Japan only)
 * AE101 Sprinter Marino 1992–1998 (Japan only)
 * AE92/AE111 Corolla/Conquest 1993–2002 (South Africa)
 * Geo Prizm base model (based on Toyota AE92/AE101 chassis) 1989–1997

4A-FHE
Same as the first generation 4A-FE, only more aggressive tune for more output. Called an EFI-S engine.

Output:
 * 110 PS at 6,000 rpm and 14.5 kgm at 4,800 rpm (compression at 9.5:1)

Applications:
 * AT171 Carina 1990–1992 (Japan only)
 * AE95 Sprinter Carib 1990–1995 (Japan only)

4A-GE (16-valve)

The 4A-GE was a series of high-performance four-cylinder twincam engines made by Toyota in collaboration with Yamaha Motor Corporation. The cylinder head was developed by Yamaha and was built at Toyota's Shimoyama plant alongside the 4A and 2A engines. The reliability and performance of these engines has earned them a fair number of enthusiasts and a fan base as they are a popular choice for an engine swap into other Toyota cars such as the KE70 and KP61. New performance parts are still available for sale even today because of its strong fan base. Production of the various models of this version lasted for five generations, from May 1983 through 1991 for 16-valve versions and the 20-valve 4A-GE lasting through 2000.

First Generation "Blue Top" (Early Bigport)
The first-generation 4A-GE which was introduced in May 1983 replaced the 2T-G as Toyota's most popular twincam engine. This engine was identifiable via silver cam covers with the lettering on the upper cover painted black and blue, as well as the presence of three reinforcement ribs on the back side of the block. It was extremely light and strong for a production engine using an all-iron block, weighing in at only 123 kg - over fifteen percent reduction compared to 2T-GEU. It was also 4 dB quieter. While originally conceived of as a two-valve design, Toyota and Yamaha changed the 4A-GE to a four-valve after a year of evaluation.

The 4A-GE produced 112 hp at 6,600 rpm and 13.4 kgm of torque at 4,800 rpm in the American market. The use of a vane-type air flow meter (AFM), which restricted air flow slightly but produced cleaner emissions that conformed to the U.S. regulations, limited the power considerably - the Japanese model, which uses a manifold absolute pressure (MAP) sensor, was originally rated at 130 PS. However, this was a gross power rating and the engine was later re-rated at 120 PS in net output. Nonetheless, Japanese cars tested no faster than their American counterparts despite their higher power rating and a lower curb weight.

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. 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. This is now believed to be ideal for high-revving engines with high specific power outputs, however most high-performance racing engines still employ wide valve angles which allow for straighter ports and more efficient air flow.

The first-generation 4A-GE is nicknamed the "bigport" engine because it had intake ports of a very large cross-sectional area. While the port cross-section was suitable for a very highly modified engine at very high engine speeds, it caused a considerable drop in low-end torque due to the decreased air speeds at those rpm. 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. The effect is that at lower rpm (when the airspeed would normally be slow) four of the eight runners are closed, which forces the engine to draw in all its air through half the runners in the manifold. 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. This enabled the torque curve to still be intact at lower engine speeds, allowing for better performance across the entire speed band and a broad, flat torque curve around the crossover point. 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. Production of the first-generation engine model lasted until May 1987.

Second Generation "Red & Black Top" (Late Bigport)
The second-generation 4A-GE produced from June 1987 to May 1989 featured larger diameter bearings for the connecting-rod big ends 42 mm and added four additional reinforcement ribs on the back of the engine block, for a total of seven. The T-VIS feature is retained, as well as the MAP sensor (MAF sensor in the US-market). 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. The first- and second-generation engines are very popular with racers and tuners because of their availability, ease of modification, simple design, and lightness.

Third Generation "Red Top" (Smallport)
The third-generation appeared in June 1989 and was in production until June 1991. This engine has the silver cam covers with the words only written in red, hence the nickname "red top". Toyota increased the compression ratio from 9.4:1 to 10.3:1. To correct the air-speed problems of the earlier generations, the intake ports in this cylinder head were re-designed to have a smaller cross-section, and hence it has been nicknamed the "smallport" head. This change in the intake ports negated the need for the earlier twin-runner intake manifold and it was replaced with a single-runner manifold. Additional engine modifications to extend life and reliability included under-piston cooling oil squirters, thicker connecting rods and other components. Also of note, the pistons were changed to utilize a 20 mm fully floating gudgeon pin unlike the 18 mm pressed-in pins of the earlier versions. Other internal revisions were made to the pistons. They were slightly modified to make space for the under-piston cooling oil squirters found in this engine version. In addition to this, the piston ring size were changed to 1.2 mm (top ring), 1.5mm (second ring) and 2.8 mm (oil ring), this change in size made it difficult to obtain as compared to the earlier 16 valves versions of the 4A-GE 1.5 mm (top ring), 1.5 mm (second ring), 3 mm (oil ring). All non-US market 4A-GEs continued to use a MAP sensor, while all of the US-market 4A-GE engines came with a MAF sensor. For US-market cars, this revision increased the power to 125 PS at 7200 rpm with a torque of 15.2 kgm at 4800 rpm. In non-US market cars, this revision produced 140 PS at 7200 rpm and torque at 15 kgm at 4800 rpm.

The 4A-GE engine was first introduced in the 1983 Sprinter Trueno AE86 and the Corolla Levin AE86. The AE86 marked the end of the 4A-GE as a rear wheel drive (RWD or FR) mounted engine. Alongside the RWD AE86/AE85 coupes, a front wheel drive (FWD or FF) Corolla was produced and all future Corollas/Sprinters were based around the FF layout. The AW11 MR2 continued use of the engine as a rear mid-engine, rear-wheel-drive layout, transversely-mounted midship. 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. All 4A-GE engines (including the 20-valve versions below) feature a forged crankshaft rather than a cheaper and more commonly used cast version.

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. The 4A-GE engines for the 1985 model year are referred to as "blue top" as opposed to the later "red top" engines, because the paint color on the valve covers is different, to show the different engine revision, using different port sizes, different airflow metering, and other minor differences on the engine.

The American Spec AE86 (VIN AE88, or GT-S) carried the 4A-GE engine. In other markets, other designations were used. Much confusion exists, even among dealers, as to which models contained what equipment, especially since Toyota split the Corolla line into both RWD and FWD versions, and the GT-S designation was only well known as a Celica version at that time.

In 1993, the 4A-GE engine was dropped and replaced with the 7A-FE engine in South Africa even though other countries (except North America) moved towards the newly-developed 20-valve 4A-GE engine, as South African fuel was not suitable at the time for the 20-valve 4A-GE engines. The 20-valve 4A-GE engine would arrive later in the Corolla RXi and RSi in the "black top" revision in 1997.

 * Applications:

 * AA63 Carina 1983.06–1985 (Japan only)
 * AT160 Carina 1985–1988 (Japan only)
 * AT171 Carina 1988–1992 (Japan only)
 * AA63 Celica 1983–1985
 * AT160 Celica 1985–1989
 * AE82 Corolla saloon, FX 1984.10–1987
 * AE86 Corolla Levin 1983.05–1987
 * AE92 Corolla 1987–1993
 * AT141 Corona 1983.10–1985 (Japan only)
 * AT160 Corona 1985–1988 (Japan only)
 * AW11 MR2 1984.06–1989
 * AE82 Sprinter 1984.10–1987 (Japan only)
 * AE86 Sprinter Trueno 1983.05–1987 (Japan only)
 * AE92 Sprinter 1987–1992 (Japan only)
 * AE82/AE92 Corolla GLi Twincam/Conquest RSi 1986–1993 (South Africa)
 * Chevrolet Nova Twin Cam (based on Corolla AE82) 1988
 * Geo Prizm GSi (based on Corolla AE92 chassis) 1990–1992

Fourth Generation "Silver Top"
The fourth-generation 4A-GE engine was produced from 1991 to 1995. It has silver cam covers with chrome lettering, hence the nickname "silver top". This engine yet again features a completely new cylinder head which uses five valves per cylinder instead of four. It uses Toyota's Variable Valve Timing (VVT) system on the intake cam, an increased compression ratio (10.5:1), and the intake system was replaced with a short manifold with individual throttles and velocity stacks, however the vane-type airflow meter was retained, requiring the use of a plenum. The previous 16-valve head used a sharply curved intake port, while the 20-valve engine used a very upright straight port. This engine produces 160 PS at 7,400 rpm with 16.5 kgm of torque at 5,200 rpm.

Applications:
 * AE101 Corolla Levin coupe 1991–1995 (Japan only)
 * AE101 Sprinter Trueno coupe 1991–1995 (Japan only)
 * AE101 Corolla Ceres hardtop 1992–1995 (Japan only)
 * AE101 Sprinter Marino hardtop 1992–1995 (Japan only)
 * AT210 Carina 1996–2001 (Japan only)
 * AE101 Corolla 1991–2000 (Japan only)
 * AE101 Sprinter 1991–2000 (Japan only)

Fifth Generation "Black Top"
The fifth-generation 4A-GE engine produced from 1995 to 2000 is the final version of the 4A-GE engine and has black cam covers. It uses Toyota Variable Valve Timing (VVT) system on the intake cam. 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). The air flow sensor was replaced by a MAP sensor, the diameter of the four individual throttle bodies was increased from 43 to 45 mm, the exhaust ports diameter were increased by 3 mm, the intake cam lift was increased from 7.9 to 8.2 mm, and the intake ports were significantly improved in shape and contour, with the width of the opening at the head increased as well. Additionally, the black top had a lighter flywheel, a larger plenum, lighter connecting rods and revised rubber velocity stacks, and was also offered in 1997 with a six-speed C160 transaxle. This revision increased the power to 165 PS at 7,800 rpm with 16.5 kgm of torque at 5,600 rpm. The 'Blacktop' has become a favorite among enthusiasts and is used as an easy power upgrade for the early Toyota Corolla models, especially for use in the drift scene. Due to the relatively high state of tuning of the stock engine, most power/torque gains come from higher lift cams and engine management.

It has been believed that Toyota's power figures for the 20-valve engines are inflated; this statement was more than likely caused by people using less than 100 RON fuel (Japanese premium fuel standard) that both 20-valve engines require.

 * Applications:

 * AE111 Corolla Levin coupe 1995–2000 (Japan only)
 * AE111 Sprinter Trueno coupe 1995–2000 (Japan only)
 * AE101 Corolla Ceres hardtop 1995–1998 (Japan only)
 * AE101 Sprinter Marino hardtop 1995–1998 (Japan only)
 * AE101G Corolla BZ touring wagon 1995–1999 (Japan)
 * AE111 Corolla 1995–2000 (Japan only)
 * AE111 Sprinter 1995–1999 (Japan only)
 * AE111 Sprinter Carib 1997–2000 (Japan only)
 * AE111 Corolla RSi and RXi 1997–2002 (South Africa)
 * AT210 Carina 1996-2001 (Japan only)

4A-GZE

The 4A-GZE was a 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 uses the stronger 7-rib block and crankshaft as with the 1987–1989 "Late Bigport" second generation 4A-GE.

The 4A-GZE is popular for turbo conversions, as many parts do not need to be modified to support the extra boost.

First Generation
The first generation 4A-GZE produced 8 psi peak manifold pressure. It used dished, forged and coated pistons with an 8.0:1 compression ratio. Compared to the naturally aspirated 4A-GE engine, the only 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 145 PS at 6400 rpm and 19.4 kgm at 4400 rpm.

This generation 4A-GZE was first used in the 1986 supercharged Toyota MR2 AW11 until May 1989. It was also used in the 1987–1989 Toyota Corolla AE92 and 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 MR2 1986–1989 (Japan, 1988–1989 North America)
 * AE92 Corolla 1987–1989 (Japan only)
 * AE92 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 10 psi. These updated 4A-GZE engines were rated at 165 PS and 21.2 kgm. This generation can be denoted by a gray cover on the top-mounted intercooler with an emblem reading "Twin Cam 16 Supercharger". While this same gray cover is also used on the early AE92s with the first generation 4A-GZE, the lack of AFM and replacement with MAP in the later AE92s makes the second generation 4A-GZE easily recognizable.

Applications:
 * AE92 Corolla 1989–1991 (Japan only)
 * AE92 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 170 PS and 21.2 kgm. This generation 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".

Applications:
 * AE101 Corolla 1991–1995 (Japan only)
 * AE101 Sprinter 1991–1995 (Japan only)

Racing Applications
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. The most notable application of the 4A-GE in racing was as in the Formula Atlantic series, where in full race trim the engine will produce 250 PS at 10,000 rpm.

5A
The 1498 cc 5A was produced from 1987 through 2006. The carbureted 5A-F was produced in 1987 and the fuel injected 5A-FE was produced that year and again from 1995 through 1998. Both used a cylinder bore and stroke of 78.7x77 mm and had 4 valves per cylinder with DOHC heads using the narrow-valve (22.3°) angle. It uses the same slave-cam system from the 4A-F and 4A-FE.

5A-F
Output for the carb version was 85 PS at 6000 rpm and 12.4 kgm at 3600 rpm.

Applications:
 * AT170 Carina 1988–1990 (Japan only)
 * AE91 Corolla 1987–1989 (Japan only)
 * AT170 Corona 1987–1989 (Japan only)
 * AE91 Sprinter 1987–1989 (Japan only)

5A-FE
Output for the 1987 FI version was 105 PS at 6000 rpm and 13.4 kgm at 4800 rpm. A later one produced 100 PS at 5600 rpm and 14.1 kgm at 4400 rpm.

Toyota joint venture partner Tianjin FAW Xiali produces the 5A-FE (dubbed 5A+) for its Vela and Weizhi (C1) subcompact sedans. This version produces 100 PS at 6000 rpm and 13.3 kgm at 4400 rpm.

 * Applications:

 * Yema SQJ6451
 * Xiali Vela (China)
 * Xiali Weizhi (China)
 * Geely CK (China)
 * Geely MK (China)
 * AT170 Carina 1990–1992 (Japan only)
 * AT192 Carina 1992–1996 (Japan only)
 * AT212 Carina 1996–2001 (Japan only)
 * AE91 Corolla 1989–1992 (Japan only)
 * AE100 Corolla 1991–2001 (Japan only)
 * AE110 Corolla 1995–2000 (Japan only)
 * AE100 Corolla Ceres 1992–1998 (Japan only)
 * AT170 Corona 1989–1992 (Japan only)
 * AL50 Soluna 1996–2003 (Asia)
 * AE91 Sprinter 1989–1992 (Japan only)
 * AE100 Sprinter 1991–1995 (Japan only)
 * AE110 Sprinter 1995–2000(Japan only)
 * AE100 Sprinter Marino 1992–1998 (Japan only)
 * AXP42 Vios 2002–2006 (China only)

5A-FHE
Same as the first generation 5A-FE, only more aggressive tune for more output. Called an EFI-S engine.

This engine produces up to 120 PS due to slightly larger throttle than the standard 5A-FE and different cam profiles.

Applications:
 * AE91 Corolla 1989–1992 (Japan only)
 * AE91 Sprinter 1989–1992 (Japan only)
 * AE91 Toyota G Touring 1994–1999 (Japan only)
 * AE100 Toyota G Touring 1994–1999 (Japan only)

6A
The 1397 cc 6A-FC was produced from 1989 through 1992. It is the only 1.4 variant of the A-series engines. Output is 60 kW and 11.9 kgm.

It is a 4-valve, narrow-valve angle DOHC engine using the slave-cam system, mainly installed in Australian and European market Corollas.

6A-FC
Applications:
 * AE90 Corolla and Holden Nova 1989–1992 (Australia only)

7A
The 1762 cc 7A was produced from 1990 through 2002. Cylinder bore and stroke was 81x85.5 mm. The largest production A-series engine was the 7A-FE, produced from 1993 through 2002. It is a 4-valve DOHC narrow-valve angle economy engine stroked out from the 4A, also reusing the 4A-FE's slave-cam concept. It is a non-interference type engine.

An early Canadian version produced 115 hp at 5600 rpm and 15.2 kgm at 2800 rpm. The common (1993 to 1995 North American) version is rated at 110 hp at 5600 rpm and 15.9 kgm at 2800 rpm. The engine output was changed for the 1996 to 1997 (North American) version mainly due to a different antipollution system and different intake which made it rate at 105 hp at 5200 rpm and 16.2 kgm of torque at 2800 rpm.

In the United States, the 7A-FE's most common application was in the 1993–1997 Corolla (7th generation). 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.

The Indonesian and Russian version of the 7A-FE has the strongest naturally aspirated output, with 120 PS at 6000 rpm and 16 kgm at 4400 rpm, with 9.5 compression ratio. It appears in the eighth generation Corolla (AE112).

In the Australian market, the AE112 Corolla Sportivo had a turbocharged and intercooled 7A-FE, sometimes unofficially referred to as a 7A-FTE. Output was 115 kW at 5,600 rpm, torque 24.2 kgm at 3600 rpm, thanks to an IHI RHF4B turbocharger with 0.55 bar of boost pressure. This was a conversion rather than a ground-up turbo design, with the same 9.5:1 compression ratio as the naturally aspirated 7A-FE. Only 110 Corolla Sportivos were built.

Toyota never made a wide-valve angle high-performance engine based on the 7A called the "7A-GE", however many enthusiasts have created one using a combination of 7A-FE parts (block and crank), 4A-GE parts (head, pistons) and custom connecting rods. The 7A-FE has a smaller crank journal and smaller wrist pins (press fit), and so a few companies have made special rods to accommodate these builds. Likewise, an unofficial supercharged "7A-GZE" has also been built from 7A-FE parts (block, crank), 4A-GZE parts (head, pistons) and custom connecting rods.

7A-FE
Applications:
 * AT221 Avensis 1997–2000 (Europe only)
 * AT191 Caldina 1996–1997 (Japan only)
 * AT211 Caldina 1997–2001 (Japan only)
 * AT191 Carina 1994–1996 (Japan only)
 * AT211 Carina 1996–2001 (Japan only)
 * AT191 Carina E 1994–1997 (Europe only)
 * AT200 Celica 1993–1999 (excluding Japan)
 * AE92 Corolla/Conquest September 1993 – circa 1998 (South Africa)
 * AE93 Corolla 1990–1992 (Australia only)
 * AE102/103 Corolla 1992–1998 (excluding Japan)
 * AE102 Corolla/Prizm 1993–1997 (North America)
 * AE111 Corolla 1997–2000 (South Africa)
 * AE111 Corolla 1998–2002 (Brazil)
 * AE112/115 Corolla 1997–2002 (excluding Japan)
 * AE115 Corolla Spacio 1997–2001 (Japan only)
 * AE115 Corolla Linea Terra 1997–1999 (Europe only)
 * AT191 Corona 1994–1997 (excluding Japan)
 * AT211 Corona 1996–2001 (Japan only)
 * AE115 Sprinter Carib 1995–2001 (Japan only)
 * AE112 Corolla 1998–2001 (Indonesia and Australia)

8A
The 1342 cc 8A was produced from 1990 through 2006 by Tianjin FAW Xiali for its Daihatsu and Toyota-based subcompacts. It uses the same cylinder bore of 78.7 mm as the 5A with a reduced stroke of 69 mm and a four valves per cylinder DOHC head with narrow-valve angles. The slave-cam system from the 4A-FE and 5A-FE was retained. Compression ratio is 9.3:1.

Output is 86 hp at 6,000 rpm and 11.2 kgm at 5200 rpm.

8A-FE
Applications:
 * AXP41 Toyota Vios 2002–2006 (China only)
 * AXP41 Xiali Vizi 2002–2006 (China only)
 * Haima CA7130 (China)
 * Xiali 2000/Vela 2000–2012
 * Xiali A+ 2005–2011
 * Xiali Weizhi (China)
 * Etsong Lubao QE6400/QE6440/FAW Lubao CA6410/Jiefang CA6440UA

Production
The 1.3 L and 1.5 L A engines are built in Tianjin FAW Toyota Engine Co., Ltd. Plant No. 1.

title: Toyota A engine


text:
Supagroup

Supagroup is an American rock and roll band from New Orleans, Louisiana. Their current lineup includes vocalist and rhythm guitarist Chris Lee, lead guitarist Benji Lee, bassist Brian "Bruiser" Broussard, and drummer Leon Touzet. Chris Lee is married to former White Zombie bassist Sean Yseult. In early 2003, the band won the New Orleans regional poll in The 2nd Annual Independent Music Awards for their song "She's Hot (I'm On A Roll)."

Background
Supagroup was formed in the mid-1990s by Chinese American brothers Chris Lee and Benji Lee from Anchorage, Alaska while students at Tulane University in New Orleans, Louisiana. They have headlined with Vince Neil of Mötley Crüe, Queens of the Stone Age, Supersuckers, Fu Manchu, Drive-By Truckers and Alice Cooper, among others. In 2004, Supagroup received a standing ovation for Alice Cooper, something Cooper claimed hasn't happened since Guns N' Roses opened his shows. The band commonly calls their followers supagroupies.

The band's first album, Planet Rock, was self-produced and self-released on their own Prison Planet label. They followed that with a live album. In 2001, Rock and Roll Tried to Ruin My Life, produced by Jack Endino, was released in a limited quantity. 2004's self-titled album was produced by Benji Lee and Trina Shoemaker. The band's 2007 album, Fire for Hire includes a number of studio versions of songs that first appeared on their We Came to Rock You live album, as well as songs influenced by the events surrounding Hurricane Katrina.

Albums

 * Planet Rock (1996, Prison Planet Records)
 * We Came to Rock You: Live at the Mermaid Lounge (1999, Prison Planet Records)
 * Rock and Roll Tried to Ruin My Life (2001, Prison Planet Records)
 * Supagroup (2003, Foodchain Records)
 * Rules (2005, Foodchain)
 * Fire for Hire (2007, Merovingian/Foodchain)
 * Hail! Hail! (2011)

Singles

 * "When in Rome" 7" (2001, Telegraph Company)
 * Supersuckers vs Supagroup split CD (2003)
 * "What's Your Problem" promo DVD (2004)

title: Supagroup


text:
U.S. Route 177

U.S. Route 177 (US-177) is a spur of U.S. Route 77. It currently runs for 233 miles (375 km) from South Haven, Kansas at US-81 to Madill, Oklahoma at US-70. It passes through the states of Kansas and Oklahoma.

Oklahoma
US-177 begins concurrent with State Highway 199 at the US-70 junction near Madill, Oklahoma. From this point, it heads northwest, serving as the southern terminus of State Highway 1 and the main street of Mannsville. The route turns northward in Dickson, where it splits from SH-199. East of Gene Autry, it is the eastern end of SH-53. US-177 then runs through the Chickasaw National Recreation Area and the town of Sulphur, where it has a brief concurrency with SH-7. On the north side of Sulphur lies an interchange with the Chickasaw Turnpike.

US-177 continues north into western Garvin County, serving as the eastern terminus of SH-29 and crossing SH-19 in Stratford. The route then cuts across the narrow eastern tip of McClain County, where it begins concurrencies with both State Highway 59 and State Highway 3W. The three highways then cross the Canadian River into Pottawatomie County, where they meet SH-39 at a four-way stop in Asher.

Near unincorporated Pearson, SH-59 splits off to the east. US-177/SH-3W continue north to Tecumseh, where they have an interchange with SH-9. At this interchange, US-270 joins the concurrency. The three highways run along the west side of Shawnee. At the Interstate 40 interchange, SH-3W reunites with SH-3E, and the unified SH-3 (along with US-270) follows I-40. US-177 continues northward alone.

After crossing into Lincoln County, US-177 meets US-62 in Jacktown. Just west of Warwick, it meets SH-66 (old Route 66), and then passes under Interstate 44 (the Turner Turnpike), with no interchange. I-44 is accessed through the SH-66 – Wellston (Exit 157) interchange. US-177 then continues north, connecting to the town of Carney via SH-40A, the shortest state highway in Oklahoma. West of Tryon, it intersects State Highway 105. It then enters Payne County just south of the Cimarron River.

In Payne County, US-177 almost immediately passes through the town of Perkins. North of that community, it has a one-mile (1.6 km) concurrency with State Highway 33. It then passes through the county seat, Stillwater, the home of Oklahoma State University. There, it intersects SH-51. North of Stillwater, it serves as the western terminus of the Cimarron Turnpike Spur. Farther north, in Noble County, it crosses US-64 and the mainline of the Cimarron Turnpike. It then has a four mile (6.4 km) concurrency with State Highway 15.

US-177 then enters its final county in Oklahoma, Kay County. It serves Ponca City, where it begins a wrong-way concurrency with its parent, US-77, as well as US-60 (which is signed the "correct" direction). The routes split near Tonkawa. US-177 then runs through Blackwell and Braman. North of Braman, the route is the northernmost exit on Interstate 35 in Oklahoma. Six miles (9.7 km) after the I-35 junction, US-177 leaves Oklahoma.

Kansas
US-177 then enters Sumner County, Kansas near Hunnewell. Only 4 mi (6.4 km) north of the state line, US-177 ends at US-81 in downtown South Haven, Kansas. The terminus is less than a mile from the western terminus of US-166 (also on US-81) north of town.

History
Originally, the highway functioned as a shortcut for Wichita to Oklahoma City traffic traveling between US-81 at South Haven, KS and US-77 at Three Sands Jct, Oklahoma (where US-77 and State Highway 156 intersect outside Marland, Oklahoma today).

During the 1960s, the highway was extended south to Madill, Oklahoma, replacing the entire length of State Highway 40 from Ponca City, Oklahoma to then-US-66 (near Wellston, Oklahoma) and the portion of State Highway 18 between Shawnee, Oklahoma and Madill, Oklahoma (the segment between US-66 and Shawnee was constructed at this time). Vestiages of these highways remain in spur routes State Highway 40A, located entirely in Carney, Oklahoma and State Highway 18A, located south of Sulphur, Oklahoma.

During this extension, the alignments of US-77 and US-177 were altered in North Central Oklahoma as follows:

US-77 was relocated to run north from Three Sands Jct to Tonkawa, Oklahoma on the former route of US-177, then east on US-60 to Ponca City, Oklahoma. This also involved a new US-60 alignment between Tonkawa, Oklahoma and Ponca City, Oklahoma, where US-60, US-77, and US-177 all overlap on the same highway (which results in northbound US-77, eastbound US-60, and southbound US-177 traffic running in the same compass direction: east).

State Highway 40A
State Highway 40A is an 0.35 mi highway in Lincoln County, Oklahoma. It is numbered after State Highway 40, the predecessor to US-177. It is the shortest state highway in Oklahoma.

The highway connects US-177 to the town of Carney, Oklahoma. It has a 25 mph (40 km/h) speed limit.

Related routes

 * U.S. Route 77
 * U.S. Route 277
 * U.S. Route 377

title: U.S. Route 177


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WrestleMania 2

WrestleMania 2 was the second annual WrestleMania professional wrestling pay-per-view (PPV) event produced by the World Wrestling Federation (WWF, now WWE). The event took place on April 7, 1986 (a Monday), making it the only WrestleMania that was not held on the traditional Sunday until the two-night WrestleMania 36 in April 2020. The event took place at three venues simultaneously: the Nassau Veterans Memorial Coliseum in Uniondale, New York, the Rosemont Horizon in the Chicago suburb of Rosemont, Illinois, and the Los Angeles Memorial Sports Arena in Los Angeles, California.

Each venue had its own card of four matches each, totaling 12 matches for WrestleMania 2. The main event in Uniondale was a boxing match pitting Mr. T against "Rowdy" Roddy Piper. In Chicago, the main event saw The British Bulldogs challenge The Dream Team for the Tag Team Championship. The main event in Los Angeles featured WWF World Heavyweight Champion Hulk Hogan defending his title against King Kong Bundy in a steel cage match. The undercard in Uniondale also saw WWF Intercontinental Heavyweight Champion "Macho Man" Randy Savage defend his title against George "The Animal" Steele, while the event in Chicago featured a 20-man battle royal involving WWF wrestlers and National Football League players.

Background
Following the success of WrestleMania I in 1985, the World Wrestling Federation (WWF, now WWE) scheduled a second WrestleMania for the following year, thus establishing WrestleMania as an annual pay-per-view (PPV) event for the promotion. Unlike the previous year, WrestleMania 2 was scheduled to be held at three venues simultaneously on Monday, April 7, 1986: the Nassau Veterans Memorial Coliseum in Uniondale, New York, the Rosemont Horizon in the Chicago suburb of Rosemont, Illinois, and the Los Angeles Memorial Sports Arena in Los Angeles, California. Each location was scheduled to have its own card of four matches each.

Broadcasters
The event featured separate commentary and announce teams in each location. The commentating teams consisted of Vince McMahon and Susan Saint James in New York; Gorilla Monsoon, Gene Okerlund, and Cathy Lee Crosby in Chicago; and Jesse Ventura, Alfred Hayes, and Elvira in Los Angeles. The ring announcers were Howard Finkel (New York), Chet Coppock (Chicago), and Lee Marshall (Los Angeles).

Celebrities
Ray Charles sang a rendition of "America the Beautiful" before the show at the Nassau Veterans Memorial Coliseum in New York. Celebrity guests in attendance for the New York segment included: Cab Calloway, Darryl Dawkins, G. Gordon Liddy, Joan Rivers, Joe Frazier, Lou Duva, Herb, and Susan Saint James. Celebrity guests in attendance for the Chicago segment included: Clara Peller, Dick Butkus, Ed Jones, Ozzy Osbourne, Bill Fralic, Ernie Holmes, Harvey Martin, Jim Covert, Russ Francis, William Perry, and Cathy Lee Crosby. The Los Angeles segment included celebrity guests Ricky Schroder, Robert Conrad, Tommy Lasorda, and Elvira.

Storylines
The card featured 12 matches, which resulted from scripted storylines and had results predetermined by the WWF. Building to the event, storylines between characters played out on WWF's primary television programs, Championship Wrestling, All-Star Wrestling, Saturday Night's Main Event and Prime Time Wrestling.

Three of the main-event feuds were set up on the March 1, 1986, Saturday Night's Main Event V. The main feud heading into WrestleMania 2 was between Hulk Hogan and King Kong Bundy, with the two battling over the WWF World Heavyweight Championship. Although they had wrestled occasionally before, their first nationally televised encounter was on the November 2, 1985, Saturday Night's Main Event III where Hogan teamed up with André the Giant against André's rivals Bundy and Big John Studd. Hogan and André won the match by disqualification. On March 1, Hogan defended his WWF title against The Magnificent Muraco. Just as Hogan was about to pin Muraco, Bundy ran into the ring and—with Muraco's help—initiated a 2-on-1 assault on Hogan, repeatedly crushing him with his body weight (with a move called the "Avalanche") to break his ribs. Hogan had a very serious (scripted) injury, while Bundy (gloating over his actions) challenged Hogan for the title. With revenge on his mind, Hogan decided not to heed his doctor's advice and accepted the challenge; a match was then booked between the two in a steel cage for the WWF title.

The second feud heading into the event was between Mr. T and Rowdy Roddy Piper. Piper established himself as the top heel in the WWF in 1984. A year later he joined Paul Orndorff and Bob Orton to feud with Hulk Hogan and Mr. T who defeated them in the main event of the first-ever WrestleMania. The Piper-Mr. T feud restarted in 1986 after their real-life hatred for each other became known, prompting the WWF to turn their animosity for one another into a feud. Piper and others in the locker room disliked Mr. T because he was an actor and had no prior wrestling training. In response, Mr. T became a special WWF boxer and began competing in boxing matches. On the March 1 Saturday Night's Main Event V, Mr. T defeated Orton in a boxing match. After the match, Piper distracted Mr. T, allowing Orton to attack from behind and start a 2-on-1 assault. Mr. T then demanded revenge, leading to his boxing match against Piper.

The third main feud heading into WrestleMania was between The Dream Team (Greg Valentine and Brutus Beefcake) and The British Bulldogs (Davey Boy Smith and Dynamite Kid) over the WWF Tag Team Championship. On August 24, 1985, Beefcake and Valentine won the tag titles from The U.S. Express (Barry Windham and Mike Rotundo). The British Bulldogs challenged Beefcake and Valentine for their titles immediately after their win. They retained their titles against the Bulldogs at a house show on September 11 by getting disqualified. They again defended the titles against the Bulldogs Saturday Night's Main Event V, where they emerged victorious against them. After the Bulldogs twice failed to win the titles, Dream Team agreed to defend their titles against them for a final time with a title match set at WrestleMania.

The other major feud heading into WrestleMania 2 was between Randy "Macho Man" Savage and George "The Animal" Steele. Its genesis came after Steele, who used a neanderthal, "missing link"-type gimmick, became smitten with Savage's manager, the beautiful Miss Elizabeth (Savage's real-life wife, although unacknowledged on television). Their first meeting took place on a Saturday Night's Main Event IV aired shortly before Savage won the Intercontinental Championship. Steele would frequently be distracted by Elizabeth, which Savage used to his advantage. Along with former champion Tito Santana (who was on the Los Angeles segment of the event), Steele became one of Savage's top challengers for the title.

Event
WrestleMania 2 emanated from three arenas: Nassau Veterans Memorial Coliseum in Uniondale, New York, the Rosemont Horizon in Rosemont, Illinois and the Los Angeles Memorial Sports Arena in Los Angeles.

New York
In the first match of the show in the New York arena, Paul Orndorff faced "The Magnificent" Muraco. In the early part of the match, Orndorff body slammed Muraco. As the crowd reacted and Orndorff celebrated, he turned towards Mr. Fuji and made a racist slanty-eyed gesture followed by an Italian salute. This controversial moment is edited out of most home video versions of the match and is edited out of the version shown on the WWE Network. Both men fought to a double count-out.

Next was a WWF Intercontinental Heavyweight Championship match between "Macho Man" Randy Savage and George "The Animal" Steele, where Savage was seconded by his real-life wife Miss Elizabeth. Late in the match, Steele became the first man to ever kick out of Savage's signature elbow from the top turnbuckle. Savage pinned Steele with a roll-up and put both of his feet on the ropes for leverage. As a result, Savage retained the Intercontinental Heavyweight Title.

The third match from the Coliseum was between Jake Roberts and George Wells. Roberts hit a DDT on Wells and pinned him to win the match. After the match, Roberts allowed his snake Damian to slither over Wells, who foamed from the mouth.

The last match was a boxing match between Mr. T and Rowdy Roddy Piper. T was seconded by boxer Joe Frazier while Piper was seconded by boxing trainer Lou Duva. Piper was disqualified for bodyslamming T at 1:15 in the fourth round.

Chicago
The first match from the Chicago portion of WrestleMania 2 was a WWF Women's Championship match between The Fabulous Moolah and Velvet McIntyre. McIntyre attempted a splash on Moolah from the second turnbuckle, but Moolah sidestepped and McIntyre missed the move. Moolah took advantage and pinned McIntyre to retain her title.

The second match was a flag match between Corporal Kirchner and Nikolai Volkoff. Freddie Blassie seconded Volkoff. He threw his cane to Volkoff, but Kirchner caught it and hit Volkoff with it and then pinned him for the victory.

The third match was a 20-man battle royal involving WWF wrestlers and National Football League players including: Jimbo Covert, Bill Fralic, Russ Francis, Ernie Holmes, Harvey Martin and William "The Refrigerator" Perry. The WWF stars included: André the Giant, Ted Arcidi, Tony Atlas, The Hart Foundation (Bret Hart and Jim Neidhart), The Killer Bees (B. Brian Blair and Jim Brunzell), Hillbilly Jim, The Iron Sheik, King Tonga, Pedro Morales, Bruno Sammartino, Danny Spivey and Big John Studd. In the end of the match, André the Giant and both members of the Hart Foundation were the final three participants. André first eliminated Neidhart and then Hart to win the battle royal.

The last match was a WWF Tag Team Championship match between The British Bulldogs (Davey Boy Smith and Dynamite Kid) and The Dream Team (Greg Valentine and Brutus Beefcake). Ex-Black Sabbath lead singer Ozzy Osbourne and Lou Albano seconded the Bulldogs. After 13 minutes of back-and-forth action, Smith pushed Valentine into the corner where Valentine knocked heads with Dynamite Kid. Kid fell to the floor while Smith pinned Valentine to win the tag titles and end Dream Team's seven-month reign.

Los Angeles

In Los Angeles, there were four more matches. Ricky Steamboat faced Hercules in the first match. Hercules tried to hit a flying bodypress but missed it. Steamboat followed by hitting a flying body press of his own for a pinfall victory.

Adrian Adonis, seconded by Jimmy Hart, defeated Uncle Elmer after a diving headbutt.

The Funk Brothers faced Junkyard Dog and Tito Santana in a tag team match. Jimmy Hart accompanied the Funk brothers. Hoss Funk distracted the referee. Hart took advantage and gave his megaphone to Terry Funk, who hit Junkyard Dog and then pinned him to get the win.

Finally, the main event of WrestleMania 2: a WWF World Heavyweight Championship steel cage match in which Hulk Hogan defended his title against King Kong Bundy. Hogan's ribs were heavily taped due to an assault by Bundy on the March 1, 1986, edition of Saturday Night's Main Event V where Bobby Heenan seconded Bundy.

At the start, Bundy removed the tape from Hogan's ribs. However, Hogan fought back and rammed Bundy's head into the steel cage. He tried to hit a scoop slam on Bundy but missed it. Bundy hit an avalanche and a big splash on Hogan. However, Hogan "Hulked up" and hit a power slam on Bundy followed by a leg drop. He climbed the steel cage, but Bundy caught his legs. Hogan kicked Bundy and climbed over the top of the steel cage and down to the floor to win the match and retain the title. After the match, Hogan caught Heenan inside the cage; as Bundy was reeling from the match, Hogan rammed Heenan's head into the cage before atomic dropping him outside.

Reception
Critical response to the show was poor, with the decision to host the show in three locations being highly criticized. John Canton, of TJRwrestling.net said: "I'm sure that the idea of doing this show from three different venues sounded like a good idea on paper to Vince McMahon, but it was not effective in terms of producing a quality program." Voices of Wrestling's Bryan Rose commented that he could "see why WWE went with just one arena from this point forward". Jason Powell of prowrestling.net was also happy to learn that subsequent WrestleManias would not be held in three arenas, saying "Overall, WrestleMania 2 was excessive. The idea of running the show in three separate markets was an ill-conceived cash grab and I'm happy they never went down that road again."

John Canton, of TJR Retro was also very critical of the show's promoted main events. He commented that "every one of the big matches on the show was a disappointment from the Hogan/Bundy cage match, the battle royal and the Piper/Mr. T boxing match. If the big matches are that poor it hurts the whole show."

411Mania.com's Rob McNew also had a negative opinion of the three "main" matches. McNew gave the boxing match 1 star out of 5 stars, saying: "Big pull-apart brawl afterward. Absolute crap that took way too long and ended in a non-finish." He gave the steel cage match between Hogan and Bundy 2 stars, saying it "felt more like a Saturday Night Main Event match than a WrestleMania main event". McNew awarded the entire event a score of 2 out of 10 and said: "It lacks the historical significance of WrestleMania I to even watch it for that purpose. This was three hours of pain I'd love to have back. Thankfully the WWF would redeem themselves in a huge way the next year, but for this show, huge disappointment."

However, of the WWF Tag Team Championship match, McNew said: "Tremendous match that breaks the streak of suck that had been this show thus far. One of the things that I really liked about this match was it seemed to break from the traditional tag team formula. There was no extended face in peril sequence nor was there a hot tag at any point. Easily the match of the night." He awarded it three and a half stars out of five. Despite general poor reviews for WrestleMania 2, Brandon Stroud from Uproxx, called the event superior to WrestleMania I, commenting: "WrestleMania 2 is (believe it or not) a gigantic improvement over WrestleMania I... It's not the best show ever—it's nowhere near as important as III, and we wouldn't get a great-in-total WrestleMania until X—but it's the kind of thing that kicks your ass when you're a kid, and that's important."

Aftermath
Macho Man Randy Savage and George The Animal Steele continued their feud with each other throughout 1986. This led to two rematches for the WWF Intercontinental Heavyweight Championship on Saturday Night's Main Event IX in early 1987, both times with the Intercontinental title on the line and the second time with the management services of Elizabeth on the line; Steele lost both times. Savage also feuded intensely with Hogan, but was unsuccessful in winning the WWF World Heavyweight Championship from him.

The new WWF Tag Team Champions The British Bulldogs (Davey Boy Smith and Dynamite Kid) prepared to face challenging tag teams. On October 4, 1986, Saturday Night's Main Event VII, they defeated former champions Dream Team (Greg Valentine and Brutus Beefcake) in a two out of three falls match to retain the titles.

Hulk Hogan continued his WWF World Heavyweight Championship reign. In addition to Savage, his top competition during 1986 included "Adorable Adrian" Adonis, Hercules Hernandez, Kamala and, in his biggest feud of the year, Paul Orndorff. A storyline was developed focusing on the friendship between Hogan and Orndorff with Adrian Adonis eventually starting trouble between the two causing Orndorff to turn against Hogan. Bundy, meanwhile, would team with Big John Studd on occasion (and begin his feud with The Machines). He would also challenge Hogan on-and-off for the World Heavyweight Championship during the next year and a half, until leaving the WWF in early 1988.

Following his battle royal win, André the Giant's career was at a crossroads. Not yet evident to fans, he was beginning to suffer the health effects of his terminal illness known as acromegaly, a syndrome resulting from an excessive production of growth hormone that led to his gigantic size. Because of his health, a planned tour of Japan and accepted a starring role in the movie The Princess Bride, André took a brief hiatus from the ring. To explain his absence, a storyline was devised to have André no-show for a tag team match pitting him and a partner of his choosing against long-time rivals Big John Studd and King Kong Bundy. André would then be suspended at the insistence of manager Bobby Heenan. André would return but compete under a mask as part of a new team called The Machines. Studd and Bundy insisted—but were never able to prove—that André and "The Giant Machine" were the same person.

WrestleMania 2 marked the last major pay-per-view appearance for Roddy Piper during his initial heel run. Shortly before the event, he taped four weeks worth of Piper's Pit segments that would air on the WWF's syndicated programs in April, and then took a four-month hiatus from the ring. When Piper returned to the WWF in August, he became a face and began a violent feud with Adonis, who had in the meantime started his own Piper's Pit-type talk show called The Flower Shop. Jesse "the Body" Ventura also took a leave of absence after WrestleMania 2; like Piper, he filmed several weeks worth of his talk show segment, The Body Shop, to air in the coming weeks. Afterward, The Magnificent Muraco would be the fill-in host of the segment until the final installment, aired August 30, 1986. In late August, Ventura returned for television tapings of the first WWF Superstars of Wrestling, continuing his role as a heel-favoring color commentator.

WrestleMania 2 was seen as a financial success from a pay-per-view purchase standpoint, earning an estimated $5 million, leading Cable Television Business Magazine to compliment the event stating "If anything, we learned from (WrestleMania), it's that the right promotion makes an event successful". The magazine also described how Cablevision saw an increase in 5,300 subscribers the week of the pay-per-view alone compared to new subscriber numbers on average of 300 to 400 while stating it was the third-most purchased pay-per-view event ever to that point. WrestleMania 2 would air in reruns on Showtime in July 1986 even after some of the storylines that were started at the event had concluded.

title: WrestleMania 2


text:
Carlos Delfino

Carlos Francisco Delfino (born 29 August 1982) is an Argentine professional basketball player for Baltur Cento of the Italian Serie A2 Basket. Standing at 1.98 m, he plays at the small forward and shooting guard positions. He is also noted for his defense and three point shooting skills.

Early years
The son of Carlos and Cristina Delfino, he began his professional career playing in the Argentine Basketball League for Olimpia de Venado Tuerto in the 1998–99 season, and he then transferred to Unión de Santa Fe in 1999–2000.

Italian clubs
Delfino moved to Italy in 2000 and played four seasons in the Italian A League, the first two with Reggio Calabria and the other two seasons with Skipper Bologna.

In his first season in Italy, he played for Reggio Calabria. In just under 21 minutes per game he averaged 8.8 points, 2.5 rebounds and 1.9 steals. He scored a season-high 25 points in his second game against Scavolini Pesaro, making five of eight three-point attempts. He scored 15 points in just 20 minutes against Cordivari Roseto and tallied 14 points apiece against Paf Bologna, Muller Verona and Kinder Bologna. He hit at least one three-pointer in 19 of 24 games.

In his first season with Skipper Bologna, he moved into the starting lineup in the third game of the season and averaged about 26 minutes. He scored 18 points, including shooting 3-of-5 from three-point range, versus Euro Roseto and posted double-doubles against Benetton Treviso (13 points, 13 rebounds), Oregon Scientific Cantù (15 points, 11 rebounds) and Pippo Milano (14 points, 11 rebounds). He suffered torn ligaments in his ankle late in the season, but returned in late May.

Detroit Pistons (2004–2007)
Beginning in 2004, Delfino signed to play for the Detroit Pistons of the National Basketball Association, who made him the 25th pick in the first round of the 2003 NBA draft, making him the first Argentine player ever to be selected in the first round of the NBA draft. In November 2004, he suffered a knee injury that kept him on the injured list for over three months. He had an operation in the U.S. and then another in Argentina, where he recovered. However, Delfino did not immediately return to form after his rehabilitation, and was left off the Pistons' 2005 playoff roster. After he recovered from the knee injury, Delfino averaged 15.3 minutes, 3.9 points, 1.8 rebounds, and 1.3 assists per game in 30 games under coach Larry Brown. Many regarded Brown as having limited space for Delfino's offensive creativity. It was perceived that under the Pistons upcoming new coach Flip Saunders, that Delfino would thrive.

In his second season on the Pistons' active roster, Carlos averaged 10.7 minutes, 3.6 points, 1.7 rebounds, and 0.6 assists per game. Delfino played off the bench substituting for either Tayshaun Prince or Richard Hamilton. He had three straight games where he scored in double digits before being sidelined for the next 4 with the flu. Delfino became an important change-of-pace player in Flip Saunders' offensive scheme.

Toronto Raptors
On June 15, 2007, the Detroit Pistons traded Delfino to the Toronto Raptors for 2nd-round draft picks in both the 2009 NBA draft and the 2011 NBA draft. The 2007–08 season was his most productive in the NBA, as he averaged 9 points, 4.4 rebounds and 1.8 assists per game during the regular season.

On June 16, 2009, the Toronto Raptors extended a qualifying offer to Delfino.

Khimki
In the summer of 2008, Delfino signed a 3-year contract with the Russian Super League club Khimki Moscow Region. Delfino was one of the highest-paid basketball players in Europe, earning about US$10 million per season, plus a house, a car and a driver, and savings on taxes. He averaged 13.0 points, 3.6 rebounds, 2.6 assists, and 1.5 steals per game in Europe's secondary level competition, the EuroCup, during the 2008–09 season.

Milwaukee Bucks (2009–2012)
On August 18, 2009, the Raptors signed and traded Delfino to the Milwaukee Bucks along with Roko Ukić in exchange for Amir Johnson and Sonny Weems.

Delfino had a breakout season with the Bucks, as he posted career highs in points per game, rebounds per game, assists per game, steals per game and blocks per game, while playing 30 minutes per game. He also played a major role in the playoffs, shooting a career-high .405 from behind the 3-point line.

Houston Rockets (2012–2013)
On August 20, 2012, Delfino signed with the Houston Rockets. After being a starter for three years in Milwaukee, Delfino became the sixth man for the Rockets in 2012–13. On June 30, 2013, Delfino was waived by the Rockets.

Delfino's final NBA game ever was during Game 5 of the 2013 Western Conference First Round on May 1, 2013. In that game, Houston would defeat the Oklahoma City Thunder 107 - 100 with Delfino playing for 10 minutes and the only stat he recorded was 1 assist. He missed the entire second half due to discomfort in his right foot, which was later found to have a fracture that caused him to miss the rest of the playoffs.

Injury-riddled seasons (2013-2016)
Delfino spent the next three years off the court due to various complications to the injury suffered while playing for Houston, which required nine surgical interventions. On July 17, 2013, Delfino signed with the Milwaukee Bucks. However, he never appeared in a game for the Bucks during the 2013–14 season due to his broken foot. On August 26, 2014, Delfino was traded, along with Miroslav Raduljica and a 2015 second-round draft pick, to the Los Angeles Clippers in exchange for Jared Dudley and a 2017 conditional first-round draft pick. Three days later, he was waived by the Clippers.

Comeback (2016-2017)
Delfino made his return to the courts in 2016 when he joined Argentina's senior basketball team at the Summer Olympics. On March 6, 2017, Delfino signed with the Argentine team Boca Juniors. There, he joined his brother Lucio, who was also recovering from injury.

On September 27, 2017, Delfino signed with Spanish club Baskonia. On October 26, 2017, Delfino finished his stint with Baskonia.

Return to Italy (2018–2023)
On July 3, 2018, Delfino came back to Italy after 14 years and signed a deal with Italian club Auxilium Torino.

On February 27, 2019, Delfino returned to Bologna and signed on the Lavoropiù Bologna.

After one year where Delfino didn't play anywhere, Jasmin Repeša, new coach of VL Pesaro, wanted him in his new team and he was the first hire for the season 2020-21 for Pesaro.

National team career
Delfino was a member of Argentina's junior national team that won the bronze medal at the 2001 FIBA Under-21 World Championship that was held in Saitama, Japan. Delfino was also a part of the senior Argentine national basketball team that won the gold at the 2004 Summer Olympics. He also played with Argentina's senior national team at the 2006 FIBA World Championship and at the 2008 Summer Olympics, where he helped Argentina to win the bronze medal.

In 2011, he won the gold medal in the 2011 FIBA Americas Championship, held in Mar del Plata.

After years of absence following injury, he played with Argentina's senior basketball team at the 2016 Summer Olympics.

In 2022, Delfino won the gold medal in the 2022 FIBA AmeriCup held in Recife, Brazil. He was the Argentina´s starting small forward in the tournament

EuroLeague

 * align="left" | 2002–03
 * align="left" | Bologna
 * 16 || 15 || 31.8 || .393 || .291 || .673 || 7.1 || 1.7 || 1.7 || .3 || 12.0 || 13.4
 * align="left" | 2003–04
 * align="left" | Bologna
 * 21 || 16 || 30.9 || .414 || .338 || .778 || 6.0 || 2.2 || 1.7 || .1 || 12.4 || 13.7
 * align="left" | 2017–18
 * align="left" | Baskonia
 * 2 || 0 || 5.0 || .000 || .000 || .000 || 1.0 || 0.0 || 0.0 || 0.0 || 0.0 || 0.0
 * - class="sortbottom"
 * style="text-align:center;" colspan="2"| Career
 * 39 || 31 || 31.3 || .405 || .314 || .732 || 6.5 || 2.0 || 1.7 || .2 || 12.2 || 13.6
 * - class="sortbottom"
 * style="text-align:center;" colspan="2"| Career
 * 39 || 31 || 31.3 || .405 || .314 || .732 || 6.5 || 2.0 || 1.7 || .2 || 12.2 || 13.6

title: Carlos Delfino


text:
U.S. Route 277

U.S. Route 277 (US 277, US-277) is a north–south United States Highway that is a spur route of U.S. Route 77. It no longer connects to its parent route, US 77, although it does intersect another one of its spur (U.S. Route 377). It runs for 633 miles (1,019 km) across Oklahoma and Texas. US 277's northern terminus is in Newcastle, Oklahoma at Interstate 44, which is also the northern terminus of the H.E. Bailey Turnpike. Its southern terminus is in Carrizo Springs, Texas at U.S. Route 83. It passes through the states of Oklahoma and Texas.

Most of U.S. 277's route through the two states overlaps other U.S. highways. Those include U.S. 62 from Newcastle to Chickasha, Oklahoma, U.S. 62 and U.S. 281 from five miles (8 km) west of Elgin, Oklahoma, to Lawton, U.S. 281 from Lawton to Wichita Falls, Texas, U.S. 82 from Wichita Falls to Seymour, Texas, and U.S. 83 from Anson, Texas to Abilene, Texas. Through the Lawton area and again from Randlett, Oklahoma, to near downtown Wichita Falls, U.S. 277 is also co-signed with I-44.

Route description

 * TX
 * 508.9
 * 819.0
 * OK
 * 124.1
 * 199.7
 * }
 * 199.7
 * }

Texas
The highway begins at an intersection with US 83 in Carrizo Springs, about 60 miles northwest of Laredo. The highway runs in an east-west direction, until reaching Eagle Pass. From here to Del Rio, the highway parallels the Rio Grande at the U.S.-Mexico border. The highway overlaps US 377 for about 26 miles, with the highways passing the Amistad National Recreation Area.

US 277 crosses I-10 near Sonora, before traveling to Eldorado and eventually San Angelo. The highway overlaps both US 67 and US 87 in the city. In Abilene, the highway overlaps with US 83 and US 84, with the latter leaving shortly after. US 83 leaves in Anson, traveling to Aspermont, while US 277 travels to Stamford. In Seymour, US 82 begins an overlap with US 277. The two highways enter the city of Wichita Falls, with US 82 leaving the highway at US 281/US 287. US 277 joins US 281/287 and the three highways travel into the downtown area of the city, where I-44 begins. US 287 leaves the freeway, while I-44/US 277/US 281 travel to Burkburnett, before crossing the Red River into Oklahoma.

Oklahoma
U.S 277 and 281 enter into Oklahoma with Interstate 44 from Texas by crossing the Red River. After six miles, U.S. 277-281 leave the H.E. Bailey Turnpike and run concurrently for three miles eastward with U.S. 70. On the outskirts of Randlett, this ends as U.S. 277-281 turn northward and pass under I-44 (with no interchange there) before entering Cookietown. North of Cookietown, U.S. 277-281 travel along SH 5. Near the town of Geronimo, U.S. 277-281 join I-44 at Exit 30 to bypass Lawton, but separate once again along with U.S. 62 north of the city at Exit 46. After a distance just under four miles, U.S. 277 separates from U.S. 62-281 and heads east for the town of Elgin. The route proceeds from there to serve several other towns bypassed by I-44, such as Fletcher, Cyril, and Cement, crossing the turnpike twice without direct access. Entering the town of Chickasha with U.S. 81, U.S. 277 turns east along U.S. 62 and follows it all the way to its northern terminus at I-44 near Newcastle.

Free road alternative to the H.E. Bailey Turnpike
From Newcastle to the Red River north of Wichita Falls, Texas, U.S. 277 (and concurrent sections of U.S. 62, U.S. 81 and U.S. 281) serves as an alternate free route to the two sections of the H.E. Bailey Turnpike between Oklahoma City and the Red River from Newcastle southwest of Oklahoma to near Medicine Park north of Lawton and from near Geronimo south of Lawton to Randlett just north of the Red River near Burkburnett, Texas.

Former U.S. 277 route in Lawton now U.S. 281 Business
The former route of U.S. 277 (and 281) through the City of Lawton via 2nd Street and 11th Street (and a diagonal street connecting those two streets) has been designated as U.S. 281 Business since the completion of Lawton's Pioneer Expressway (now I-44) in 1964 from present I-44 Exit 39-B to Exit 33. Present U.S. 281 Business and former U.S. 277-281 follows 2nd Street south of I-44 (Exit 39B) into the downtown area and south of Lee Boulevard (Oklahoma 7), curves into the diagonal route to 11th Street and still locally designated by the City of Lawton as Highway 277 even though it is officially designated as U.S. 281 Business. From the end of the diagonal route at 11th and Tennessee Avenue south past the Lawton-Fort Sill Regional Airport to Exit 33 of Interstate 44, the former U.S. 277-281 and current U.S. Business 281 route follows 11th Street. South of this point, U.S. 281 Business ends/begins and current U.S. 277-281 continues to run concurrent with I-44 for another 3 miles to Exit 30 (the starting/ending point for the southern section of the H.E. Bailey Turnpike), bypassing 3 miles of the former U.S. 277-281 concurrency that followed 11th Street south of Lawton until the completion of the present I-44 route south of Lawton in 1964, when the former highway reverted to local jurisdiction. At Exit 31, Oklahoma 36 begins its route to Chattanooga and Grandfield west of I-44 while U.S. 277-281 uses the same route east of the interstate for a half-mile and turning south toward Geronimo, over the continuation of Lawton's 11th Street.

History
When US 277 was commissioned in 1930, it ended at the Mexico–United States border in Del Rio, Texas. It was extended southeast to its present terminus in 1952. The original northern terminus was in Oklahoma City at its intersection with parent route US 77 and US 62. The northern terminus remained there until 1964. when it was truncated to its present terminus following the completion of the H.E. Bailey Turnpike and the connecting US 62 freeway into Oklahoma City, which would become I-44 in the 1980s. The section of highway through Wichita Falls was recently upgraded to a freeway. Known as Kell Boulevard, the freeway opened in late-2009/early-2010.

As of February 2010, US 277 allows a speed limit of 75 mph only in Dimmit County, Texas.

Future
On March 15, 2022, a bill was signed by President Joe Biden that added the extension of I-27 north to Raton, New Mexico, and south to Laredo to the Interstate Highway System. The extension would utilize the US 277 corridor between San Angelo and Carrizo Springs, Texas.

Business U.S. Route 277

 * Wichita Falls, Texas
 * Holliday, Texas
 * Seymour, Texas
 * Munday, Texas
 * Weinert, Texas
 * Haskell, Texas
 * Stamford, Texas
 * Eagle Pass, Texas

Related routes

 * U.S. Route 77
 * U.S. Route 177
 * U.S. Route 377

title: U.S. Route 277


text: Category:Ammonium compounds

title: Category:Ammonium compounds