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3S-GTE

The 3S-GTE is an in-line 4-cylinder 1998cc engine from Toyota, based on the 3S-GE with reduced compression ratio and addition of a turbocharger.

There are four generations of this engine, which started manufacture in 1986 to 2007.
3S-GTE usage in Toyotas
Generation     Year     Model
1     1986–1989     Celica ST165
2     1990–1994     Celica ST185(-1993), MR2 SW20 (MR2 Turbo)
3     1994–1999     Celica ST205, MR2 SW20(1995+)
4     1997–2003, 2003–2007     Caldina ST215 (GT-T), ST246 (GT-Four)

The turbochargers used in the 3S-GTE engines are Toyota designs. The first generation Toyota CT26 utilized a single entry turbine housing and a single wastegate port design. The second generation Toyota CT26 used a twin entry turbine housing with dual wastegate ports. The third-generation engine uses the (enthusiast dubbed) Toyota CT20b turbo which was of the same design as the second generation but with a slightly improved turbine housing. The fourth generation engine uses a proprietary and once again enthusiast dubbed CT15b turbocharger whose exhaust housing is actually cast into the cylinder exhaust manifold, rather than the normal practice of a separate turbine housing after the cylinder exhaust manifold. The CT20b can be used on the second generation 3S-GTE head but it is not backwards compatible with the first generation 3S-GTE. The CT15b is backwards compatible with the third generation 3S-GTE cylinder head only. All Toyota's turbochargers for the 3S-GTE generations use an internal wastegate design.
A second generation 3S-GTE

Depending on where the engine was intended to be sold the exhaust turbine is either ceramic (JDM) or steel (USDM). It was fitted to the MR2 , Toyota Celica GT-Four, and the Caldina. Its cylinders are numbered 1-2-3-4, cylinder number 1 is beside the timing belt. The Dual Over Head Cam (DOHC) 16 valve cylinder head designed by Yamaha is made of aluminum alloy. The pent-roof combustion chambers are complemented by a cross flow intake and exhaust layout. Spark plugs are located in the middle of the combustion chambers. A distributor based system is used to fire the cylinders in a 1-3-4-2 order.

The first and third Celica generation intake charge was cooled by a Water to Air intercooler while the second, third MR2, and fourth generation relied on an Air to Air system. Also, the second generation rally homologation Celica (known as Group A Rallye in Australia, RC in Japan and Carlos Sainz Limited Edition in Europe) used the Water to Air intercooler.

The crankshaft, located within the crankcase, rotates on 5 aluminum alloy bearings and is balanced by 8 weights. Oil holes are located in the middle of the crankshaft to provide oil to the connecting rods, bearing, pistons and various other components.

On the first two generations the intake manifold has 8 independent ports and benefits from the inertia build up to improve engine torque at low and medium speeds. Due to the design of the intake manifold, cylinder number 3 runs lean under normal operation. Various aftermarket solutions exist all of which require replacing the intake headers or manifold. The first two generations of 3S-GTE engines are equipped with TVIS. The third generation uses a normal 4-runner intake manifold.

A single timing belt drives the intake and exhaust camshaft along with the oil and water pumps. The cam journal is supported on 5 points between the valve lifters of each cylinder and on the front of the cylinder head. The cam journals are lubricated by oiler port located in the middle of the camshaft.

To adjust the valve clearance, adjust the shims above the valve lifters (shim over bucket system). This allows for the replacement of the shims without the need to remove the camshaft.

The pistons are made from an aluminum alloy, design to withstand high temperatures. An indentation is incorporated into the pistons to prevent the pistons from "knocking" into the valves. The compression ratio is 8.5:1 for the first and third generation and 8.8:1 for the second generation. Piston pins holding the pistons in place are locked by snap rings.

The first compression ring and the oil ring is made of steel, the second compression ring is made of cast iron. Compression ring 1 and 2, prevents gas leakages from the combustion chamber while the oil ring works to clear oil off the cylinder walls, preventing any excessive oil from entering the combustion chamber.

The cast iron cylinder block holds 4 86mm pistons and has a stroke of 86mm. Built into the cylinder block are coolant channels, which cools the block which houses the crankshaft.

At the bottom of the cylinder block is an oil pan which stores the oil. A panel is used to ensure that there are sufficient oil available in the oil pan, as the oil moves around the reservoir during movement of the vehicle. This prevents oil from being shifted away from the oil pump suction pipe.



5S-FE

This engine was essentially the same basic design as the 3S-FE, but features an increased stroke and slightly increased bore. The total displacement was increased to 2.2 Liters. It was only marketed for the American and Australian markets, and are used in the 5th and 6th generation Celica, the 2nd generation MR2, the 3rd and 4th generation Camry, as well as the 1st generation Camry Solara. The 5S-FE was available in several variations each being distinguished by the valve cover design. The 1st gen introduced in the 1990–1992 Celica GT/GT-S, and MR2 had a power rating of 130 hp and 144 lbs-ft/torque. the 2nd Gen was introduced in 1993 with the 5th Gen Celica ST184, and continued on throughout the 6th Gen Celica ST204. The 2nd gen was also used in the MR2 SW21 and Toyota Camry/Scepter XV10 series and had a power output of 135 hp and 145 lbs-ft/torque. It had slightly less aggressive cams, no cold start injector, a knock sensor, and more aggressive tuning to give it slightly more power. Like the 3S-FE, the 5S-FE is a non-interference design to prevent the pistons from striking the valves if either of the camshafts were rotated separately from the crankshaft (A Situation most commonly found during a timing belt failure). In states that had adopted California state emissions the 5S-FE was rated at 130 hp and 145 lbs-ft/torque due mainly to emission equipment used in order to meet the emissions regulations of those states. The 3rd Gen was the last 5S-FE engine to be produced and was used in the 1997–2001 Camry XV20 and 1999–2001 Camry Solara, however 1996 models received a crank angle sensor instead of a cam angle sensor for a smoother idle. From 1997-1999 the engine produced 133 hp @ 5200 rpm and 147 lbs-ft/torque @ 4400 rpm. From 2000–2001, the engine received modest improvements to increase power output to 136 hp @ 5200 rpm and 150 lbs-ft/torque @ 4400 rpm. The 5S-FE was replaced in all applications by the 2.4l 2AZ-FE (Toyota AZ engine).
A 5S-FE Engine in a 1998 Toyota Celica GT


Stats:
Engine:
2163 cc four EFI DOHC

Horsepower:
1990–92 130 hp (97 kW) @ 5400 rpm
1993–96 135 hp (101 kW) @ 5400 rpm
1997–99 133 hp (99 kW) @ 5400 rpm
2000–01 136 hp (101 kW) @ 5400 rpm

Torque:
1990–92 144 ft·lb (195 N·m) @ 4400 rpm
1993–96 145 ft·lb (197 N·m) @ 4400 rpm
1997–99 147 ft·lb (199 N·m) @ 4400 rpm
2000–01 150 ft·lb (203 N·m) @ 4400 rpm

Bore:
3.43 in (87,12mm)
Stroke:
3.58 in (90,93mm)
Compression ratio:
9.5:1

Models with this engine:

    * ST204 (US Generation 6 Celica GT)
    * ST184 (US Generation 5 Celica GT, GT-S and SX. Australian Generation 5 Celica SX)
    * SW21 (US Generation 2 MR2 N/A)
    * SXV10 (Camry 1992–96)
    * SXV20 (Camry 1997–01)

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