The
3S is a
inline-four engine with an iron block and an alloy head. Similar to the 2S engine, the bore was increased to 86.0 mm and the stroke was reduced to 86.0 mm, allowing for the fitment of larger valves and enabling higher power outputs. First introduced in May 1984, It is commonly used in the
Camry 1987–1992 model, the
Celica T160/
T180/
T200,
Carina 1987–1992,
Carina 1988–2001,
Caldina 1992–2002,
Carina ED 1985–1998 and Carina E 1993–1998 models,
Corona T170/
T190 as well as
Avensis 1997–2000 models and
RAV4, 1994–2000,
Picnic/Ipsum 1996–2002 and
Comfort 2001–2007. The 3S-FE was also used in some
MR2 Mk2 cars due to its torque band being suitable for the automatic models. The 3S-FE is fitted with
EFI. The 3S-FE engine is fitted with a cast iron crankshaft, whereas the 3S-GE/GELU engines have forged crankshafts. The
spark plug is located in the center of the combustion chamber. The
firing order is 1-3-4-2, with cylinder number 1 adjacent to the
timing belt. The 3S-GE was designed to be light, the first iteration 3S-GELU weighing in at a low . It also proved to be a slightly more reliable engine. The second generation also did away with the
T-VIS system, which was replaced by the ACIS (
Acoustic Control Induction System), proving to be much more efficient. T-VIS was, however, retained on the second-generation 3S-GTE, the turbocharged counterpart.
Generation 3 The third-generation 3S-GE was produced from 1994 to 1999. Power output for the Japanese market was increased to as the compression ratio was increased to 10.3:1, while motors for other markets received a minor revision in 1996 for emissions (
EGR) which reduced power output slightly to at 7,000 rpm. Torque remains the same for both at .
Generation 4 The fourth-generation 3S-GE, also known as the 'Red Top BEAMS' 3S-GE began production in 1997.
BEAMS is an acronym which stands for
Breakthrough
Engine with
Advanced
Mechanism
System. The first version was equipped with
VVT-i and produced at 7,000 rpm when coupled to a manual transmission. The automatic version produced at 7000 rpm; this is believed to be an ECU restriction implemented by Toyota due to gearbox limitations. It was available in a few models sold only in Japan: the
MR2 G and G-Limited and the
Celica ST202 SS-II and SS-III. The second version generation 4 3S-GE, the 'Grey Top BEAMS' 3S-GE, was an available engine option in the
RAV4 and second-generation
Caldina Active Sports GT in Japan. Even though the valve cover on this engine is black, it is referred to as the "Grey Top", taking its name from the grey intake plenum colouring. This naming is as such to differentiate it from the fifth-generation Dual-VVTi "Black Top" in the Altezza. Power output is at 6,600 rpm in the RAV4 and in the Caldina GT. The mechanical differences between the Red Top and Grey Top are the exhaust manifold and the ECU. Wiring is identical. The bottom end is shared with the gen 4 3S-GTE aside from higher compression pistons. Casting provisions exist in the heads for Exhaust VVT solenoid, and RWD water gallery is open, behind the
alternator mount. Rear oil drain at the back of the head is in a different position. Gen 4 also runs a manual throttle body. This engine was used in some TTE WRC Corollas (modified for Turbo).
Generation 5 In 1998, the fifth and final version of the 3S-GE was released, found only in the Japanese-delivered
Altezza RS200. The 'Black Top' as it came to be referred to as, was fitted with a dual
VVT-i system that adjusted timing on both intake and exhaust camshafts and came in two different spec levels dependent on which transmission it was coupled to. Compression ratio was raised to 11.5:1 and rods and pistons were lightened for a higher redline. Gen 5 uses electronic controlled throttle with cable (semi-drive by wire), so no idle speed controller is required. A returnless fuel rail is also used. The MT version that came equipped with the J160 6-speed manual transmission featured larger diameter titanium intake valves measuring 35mm, larger exhaust valves measuring 29.5mm also made from titanium, a larger 33mm bucket, and stiffer valve springs. It made at 7,600 rpm and at 6,400 rpm. Compared to the MT version, the 5-speed AT version came equipped with the A650E 5Super ECT (with manual shift mode) automatic transmission, a less aggressive cam profile, smaller steel-alloy valves and smaller 31mm buckets. This engine made at 7,000 rpm and at 4,800 rpm. The MT and AT versions produce equal peak torque, however, the AT version achieves this at 4,800 rpm, with the MT version achieving this at 6,400 rpm. Externally, the AT model can be identified by differences in the wiring loom and the lack of an acoustic blanket on the intake plenum.
Specifications 3S-GTE The
3S-GTE is an
in-line 4-cylinder engine from
Toyota, based on the 3S-GE with the addition of under piston oil squirters and a reduced
compression ratio to accommodate the addition of a
turbocharger. There are four generations of this engine, which started manufacture in 1986 and was built until 2007. The turbochargers used in the 3S-GTE engines are Toyota designs and use an internal wastegate design. Depending on where the engine was intended to be sold the exhaust turbine is either ceramic (Japan) or steel (US and Australia). It was fitted to the
MR2 (North America and Japan only. There is no official MR2 for the European market with this engine.),
Toyota Celica GT-Four, and the
Caldina GT-T and GT-Four. } @ 6200 rpm 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
crankshaft, located within the
crankcase, rotates on five
aluminum alloy bearings and is balanced by eight weights. Oil holes are located in the middle of the crankshaft to provide oil to the
connecting rods, bearing,
pistons and various other components. 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 in the first two generations, a shim over bucket system is employed. In the following generations a shim under bucket system is used. The pistons are made from an
aluminum alloy designed to withstand high temperatures. An indentation is incorporated into the pistons to prevent the pistons from hitting the valves if the timing belt breaks. 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.
First Generation The first-generation Toyota CT26 utilized a single entry turbine housing and a single wastegate port design. It was fitted to the first generation
Toyota Celica GT-Four (ST165). The intake charge was cooled by a water-to-air intercooler and the intake manifold design is Toyota's
T-VIS. It has 8 independent ports and benefits from the inertia build up to improve engine
torque at low and medium speeds by closing 4 ports below a certain RPM and throttle position to increase air speed and maximize fuel atomization and opening all 8 at higher engine loads for better air volume. Air metering is through an air flow meter and there is no factory BPV/BOV in this generation. Fuel delivery is through 430 cc injectors while air is fed through a throttle body and intake and exhaust valve lift. Compression ratio is 8.5:1 and produces and with a factory 8-9 psi of boost. Fuel cut is at 12 psi. Intake and exhaust valve lift is significantly increased to .
Third Generation The third-generation engine uses the Toyota C20b turbo, which was of the same design as the second-generation but with a slightly improved turbine housing and larger compressor wheel. A factory BPV is installed on all applications. The intake charge is cooled by a water-to-air top-mounted intercooler similar in shape to the ST185RC WTA. One can tell the difference as the ST205 WTA is black while the ST185 WTA is silver with a black centre. This generation does away with T-VIS and uses a normal 4 runner intake with the same port shape and size as the NA engine (but with larger injector holes for side feed). The Air Flow Meter is also removed in favor of a MAP sensing system (prior generations used a MAP sensor only for the purpose of the factory boost gauge and determining overboost fuel cut). Various increases included injector size (540 cc), boost (13 psi), overboost fuel cut limit (18 psi), intake cam lift (), throttle body size (), and a increase in exhaust ports. Exhaust valve lift is retained at .
Specifications 503E The 503E was used to power a number of Toyota Sports cars, including the
Toyota 88C Group C entry and the
All American Racers-built
Eagle HF89/HF90 and
Eagle MkIII IMSA
Grand Touring Prototypes. It was hand-built by
Toyota Racing Development in
Torrance, California and produced up to . The 3S-GTE was later based on its design. They are similar engines, though not identical. The Toyota
TOM'S Supra GT500 race car used a version of the 3S-GTE known as the 3S-GT, another name for the 503E which was detuned to , in accordance to the regulations of GT500 at the time. This was due to the Supra's conventional engine, the
2JZ, being deemed as too front-heavy for the race car. ==4S==