Contents. Table of S-block engines S block engines Code Years Bore Stroke Compr. Power Torque Notes 1S 1982–1988 80.5 mm 90.0 mm 9:1 1,832 cc 90 PS (66 kW; 89 hp) at 5,200/5,400 rpm 142 N⋅m (105 lbf⋅ft) at 3,400 rpm (SV10 export) 1S-L Unknown 80.5 mm 90.0 mm 9:1 1,832 cc 68 kW (92 PS; 91 hp) at 5,200 rpm 142 N⋅m (105 lbf⋅ft) at 3,400 rpm (New Zealand, Latin America) 1S-U 1S-LU 1982–1986 80.5 mm 90.0 mm 9:1 1,832 cc 100 PS (74 kW; 99 hp) at 5,400 rpm 152 N⋅m (112 lbf⋅ft) at 3,400 rpm. / (SV10) 1S-iL 1986 80.5 mm 90.0 mm 9:1 1,832 cc 90 PS (66 kW; 89 hp) at 5,200 rpm 142 N⋅m (105 lbf⋅ft) at 3,400 rpm EU 1S-E 1984–1987 80.5 mm 90.0 mm Unknown 1,832 cc Unknown Unknown Cressida/MKII/Chaser (SX60) 1S-ELU 1983–1986 80.5 mm 90.0 mm 9:1 1,832 cc 115 PS (85 kW; 113 hp) at 5,400 rpm 164 N⋅m (121 lbf⋅ft) at 4,000 rpm 1S-EL 1986 80.5 mm 90.0 mm 9:1 1,832 cc 100 PS (74 kW; 99 hp) at 5,200 rpm 154 N⋅m (114 lbf⋅ft) at 4,000 rpm EU 2S 1984–??? 84.0 mm 90.0 mm Unknown 1,995 cc Unknown Unknown 2S-C 1983–1985 84.0 mm 90.0 mm 8.7:1 1,995 cc 73 kW (99 PS; 98 hp) at 5,200 rpm 157 N⋅m (116 lbf⋅ft) at 3,200 rpm Corona (ST141) (Australia) Celica (SA6x) (not US) 2S-E 1982–1987 84.0 mm 90.0 mm 8.7:1 1,995 cc 92 hp (69 kW; 93 PS) at 4,200 rpm 153 N⋅m (113 lbf⋅ft) at 2,400 rpm 2S-E 1986 84.0 mm 90.0 mm 8.7:1 1,995 cc 97 hp (72 kW; 98 PS) Unknown US (but not Canadian); The extra power is related to new, which is now electronically controlled. BEAMS 3S-GE 5th-generation engine ('Black Top') In 1998, the fifth and final version of the 3S-GE was released, found only in the Japanese-delivered RS200.
May 28, 2015 3S-FSE D4 (1997 – 2003) is the first Toyota engine with direct fuel injection. Variable valve timing technology VVTi with an inlet valve, variable intake system, modified pistons, altered injectors and spark plugs, electronic throttle body, valve EGR were installed on that engine. The 3S-FSE has a cambelt. The 3S-FE is a plain twin cam, belt driven ordinary fuel injected engine with only 126bhp (20+ bhp less). From my research, it looks like the engine is a cross over between the 3S-FE and the 1AZ-FSE.
The 'Black Top' as it came to be referred to as, was fitted with a dual 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. 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 a compression ratio of 11.5:1. It made 210 PS (154 kW; 207 hp) at 7,600 rpm and 22.0 kg⋅m (216 N⋅m) 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 and had a lower compression ratio of 11.1:1, a less aggressive cam profile, smaller steel-alloy valves and smaller 31mm buckets.
This engine made 200 PS (147 kW; 197 hp) at 7,000 rpm and 22.0 kg⋅m (216 N⋅m) at a considerably lower 4,800 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-GE Specifications Gen 1 Gen 2 Gen 3 Gen 4 Gen 5 AT Gen 5 MT Capacity 1,998 cc (2.0 L) Bore x Stroke 86 mm (3.39 in) x 86 mm (3.39 in) Variable Performance Mechanism Compression Ratio 9.2:1 10:1 10.3:1 11.1:1 11.1:1 11.5:1 Valve Material Steel-Alloy Titanium Intake Valve Diameter 33.5 mm (1.32 in) 34.5 mm (1.36 in) 33.5 mm (1.32 in) 35 mm (1.38 in) Exhaust Valve Diameter 29.0 mm (1.14 in) 29.5 mm (1.16 in) 29.0 mm (1.14 in) 29.5 mm (1.16 in) Included Valve Angle 25 ° 22.5 ° 3S-GTE.
Toyota 3S-GTE engine in a Celica ST165. The 3S-GTE is an 1,998 cc (2.0 L; 121.9 cu in) engine from, based on the 3S-GE with the addition of under piston oil squirters and a reduced to accommodate the addition of a. 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 (North America and Japan only.There's no official MR2 for the European market.), and the GT-T and GT-Four. 3S-GTE usage in Toyotas Generation Year Model Power Torque 1 1986–1989 ST165. 302 N⋅m (223 lbf⋅ft) @ 4000 rpm (ST205 Group A). 304 N⋅m (224 lbf⋅ft) @ 4000 rpm 4 1997–2001 ST215 (GT-T) 260 PS (190 kW; 260 hp) @ 6200 rpm 324 N⋅m (239 lbf⋅ft) @ 4400 rpm 4.5 2002–2007 ST246 (GT-Four) 260 PS (190 kW; 260 hp) @ 6200 rpm 324 N⋅m (239 lbf⋅ft) @ 4400 rpm Its cylinders are numbered 1-2-3-4, cylinder number 1 is beside the. The Dual Over Head Cam (DOHC) 16-valve 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, located within the, rotates on five alloy bearings and is balanced by eight weights.
Oil holes are located in the middle of the crankshaft to provide oil to the, bearing, and various other components. A single timing belt drives the intake and exhaust along with the oil and water pumps. The cam journal is supported on 5 points between the 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 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, the second compression ring is made of. 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 (ST165). The intake charge was cooled by a water-to-air intercooler and the intake manifold design is Toyota's. It has 8 independent ports and benefits from the inertia build up to improve engine 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 55 mm (2.2 in) throttle body and 7.15 mm (0.281 in) intake and exhaust valve lift. Compression ratio is 8.5:1 and produces 182–190 hp (136–142 kW; 185–193 PS) and 190 lb⋅ft (260 N⋅m) with a factory 8-9 psi of boost. Fuel cut is at 12 psi. Second Generation. A second-generation 3S-GTE The second-generation Toyota CT26 used a twin entry turbine housing with dual wastegate ports.
It was fitted to the second generation (ST185) as well as the (SW20). The intake charge is cooled by an air-to-air intercooler either top-mounted in the Celica or side-mounted in the MR2. The rally homologation Celica (known as GT-Four RC in Japan, Group A Rallye in Australia, or Carlos Sainz Limited Edition in Europe) used a top-mounted water-to-air intercooler and is distinguished by a hood vent rather than a hood scoop as found in the non-homologation ST185s. This generation retains the T-VIS intake manifold and the Air Flow Meter. A factory BPV is included in the SW20 MR2 Turbo but not on the Celicas. Compression ratio is 8.8:1 and produces 200–232 hp (149–173 kW; 203–235 PS) and 200–224 lb⋅ft (271–304 N⋅m). This generation retains the injector size and throttle body size from the previous generation.
However, boost is increased to 10-11 psi in the ST185 and MR2 while it is increased to 16 psi in the ST185RC. Intake and exhaust valve lift is significantly increased to 8.2 mm (0.32 in). Third Generation 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 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 (8.7 mm 0.34 in), throttle body size (60 mm 2.4 in), and a 10 mm (0.39 in) increase in exhaust ports. Exhaust valve lift is retained at 8.2 mm (0.32 in).
In late 1997, the block casting was revised with added support around the head to prevent block cracking problems. The CT20b turbo found in this generation is backwards compatible with the second generation motors, however not the first generation. Further improvements include a factory oil catch can.
Compression is reduced down to 8.5:1 however power is improved to 245–255 PS (180–188 kW; 242–252 hp) and 304 N⋅m (224 lbf⋅ft). Fourth Generation The fourth-generation engine uses a proprietary CT15B turbocharger. This generation was used in the (ST215). The 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. Due to this, the CT15 is backwards compatible with the third-generation 3S-GTE cylinder head only, not either the first or second generation. Intake charge was cooled by an air-to-air top-mounted intercooler fed through a new side-feed intake manifold.
This generation utilizes a coil-on-plug ignition system and 550 cc injectors. Boost remains at 13-14 psi, however overboost fuel cut is increased to 21 psi. Compression is increased to 9:1 and produces 260 PS (190 kW; 260 hp) and 324 N⋅m (239 lbf⋅ft). Fifth Generation The fifth-generation engine uses the same turbo as the fourth generation model. This generation was used in the (ST246). There are only minor differences to this engine compared to the previous version and due to only limited markets receiving the ST246, very little is known and very few are aware of the engine. Differences include longer of the injectors to be closer to the intake ports.
The intake manifold returns to a center-feed type fed by an air-to-air top-mounted intercooler. This intercooler is slightly smaller than the previous generation and is oriented slightly different than any of the previous generations. It is tilted more towards the front of the car. The coil-on-plug ignition is different in this generation and it is not compatible with the ST215 ECU. The valve cover is different as for the first time in the 3S-GTE series as the oil filler hole is on top of the exhaust camshaft instead of the intake.
Other differences include the first time that there is no oil cooler in this generation as well as OBD2 diagnostics. Despite the downsize in various components of this generation, power is retained at 260 PS (190 kW; 260 hp) and 324 N⋅m (239 lbf⋅ft). A 5S-FE Engine in a 1998 Toyota Celica GT The 5S-FE was available in several variations each being distinguished by valve cover design. The first generation, introduced in the 1990–92 Celica GT/GT-S and MR2, had a power rating of 130 hp and 144 lbs-ft/torque. The second generation was introduced in 1993 with the fifth generation (ST184) Celica, and continued through the sixth generation (ST204) Celica. The second generation was also used in the MR2 (SW21) and 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.
In states that had adopted California emission standards the 5S-FE was rated at 130 hp and 145 lbs-ft/torque due mainly to emission equipment used to meet those emission regulations. The third generation was the last 5S-FE engine produced and was used in the 1997–01 Camry XV20 and 1999–01 Camry Solara; however, from 1996 onward, the engine received a crank angle sensor instead of a cam angle sensor for a smoother idle. From 1997 to 1999 the engine produced 133 hp at 5,200 rpm and 147 lbs-ft/torque at 4,400 rpm. From 2000 to 2001, the engine received modest improvements to increase power output to 136 hp at 5,200 rpm and 150 lbs-ft/torque at 4,400 rpm. The 5S-FE was replaced in all applications by the 2.4 L.
California specification 1994-1996 5S-FEs in the Celica and Camry used air-assisted, 250 cc injectors, and sequential fuel injection for reduced emissions over the grouped (2+2) firing scheme. The 1994-1995 MR2 did not receive this change, nor did Camrys/Celicas in federal emissions states. Camry 5S-FEs have a counter-rotating balance shaft assembly to reduce noise, vibration, and harshness. They reduce the 2nd order vibrations common to 4-cylinder engines by spinning at double the crankshaft speed. The 1994-1999 Celica and 1991-1995 MR2 5S-FEs lack these balance shafts, so any 5S-FE engine with balance shafts likely came from a Camry.
In 1997, for the fourth generation Camry, the 5S-FE was updated for the last time. This engine received a direct ignition system with external camshaft and crankshaft sensors. This system used a waste-spark design, and the coils had integrated igniters. The engine did not use a typical coil-on-plug design, but rather two coil+igniter assemblies mounted near cylinder four, and provided spark via normal high-tension cords (spark plug wires). This change means that the 1997-01 Camry 5S-FE has a blocked off distributor mounting hole and could be used with older 5S-FEs without swapping cylinder heads. The 1997-99 Camry 5S-FE continued with the air-assisted, 250 cc injectors. The Camry 5S-FE also had a factory 4-to-1 exhaust design - in Federal form, it had no pre-catalyst, although the California version did replace the collector design of the Federal version with a warm-up pre-catalyst for reduced cold start emissions.
For 2000 Toyota removed the air-assisted injectors and moved to superfine atomization (50 micrometers), 12-hole, 235 cc injectors made by Denso. They are of a different design, and required a change in the cylinder head casting. For 2001 Toyota started fitting factory MLS (multi-layer steel) head gaskets and other metal gaskets layered with Viton to engines, including the 5S-FE. MLS head gaskets require cylinder head and cylinder block resurfacing on older engines to ensure proper sealing; consequently, the MLS head gasket did not supersede the old composite head gasket.
The 1994-99 Celica 5S-FE was not updated with these changes, and continued to use a distributor and the older electronic control system and injectors. Any used engine marked as a 1997-01 Camry 5S-FE with a distributor is a Celica 5S-FE or older Camry 5S-FE.
The 5S-FE has a 9.5:1 compression ratio. 5S-FE engine in a 1994 Camry LE.
Year Power Torque 1990–92 130 bhp (97 kW) at 5,400 rpm 144 lb⋅ft (195 N⋅m) at 4,400 rpm 1993–96 135 bhp (101 kW) at 5,400 rpm 145 lb⋅ft (197 N⋅m) at 4,400 rpm 1997–99 133 bhp (99 kW) at 5,400 rpm 147 lb⋅ft (199 N⋅m) at 4,400 rpm 2000–01 136 bhp (101 kW) at 5,400 rpm 150 lb⋅ft (203 N⋅m) at 4,400 rpm 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) 5S-FNE Essentially a CNG version of the 5S-FE. This engine was fitted to the in to customers in 1999. See also Wikimedia Commons has media related to.
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