456
4A-GE (16-valve)
An early 4A-GE engine with the spark plug wires removed. The cam covers feature black-and-blue lettering and the 'T-VIS' acronym is present on the intake manifold plenum.
4A-GE with T-VIS
The most powerful of the 16-valve 4A-GE engines, commonly known as the "red top" (due to the red writing), which produces 94 kW (126 hp; 128 PS) at 6,600 rpm.
The cylinder head was developed by Yamaha Motor Corporation and was built at Toyota's Shimoyama plant alongside the 4A and 2A engines.[19] 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 1998.
First Generation "Blue Top" (Early Bigport)
The first-generation 4A-GE which was introduced in 1983 replaced the 2T-G as Toyota's most popular twincam engine.[20] 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 (271 lb) - over fifteen percent reduction compared to 2T-GEU. It was also 4 dB quieter.[20] 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.[21]
The 4A-GE produced 84 kW (112 hp; 114 PS) at 6,600 rpm and 13.4 kg⋅m (131 N⋅m; 97 lbf⋅ft) 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 94 kW (126 hp; 128 PS). However, this was a gross power rating and the engine was later re-rated at 88 kW (120 hp; 120 PS) net. Nonetheless, Japanese cars tested no faster than their American counterparts despite their higher power rating and a lower curb weight.[22]
Toyota 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.[21] Today, more modern high-revving engines have decreased the valve angle to 20 to 25 degrees, which is now believed to be ideal for high-revving engines with high specific power outputs. 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 rpms. 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.[23] 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 through 1987.
Second Generation "Red & Black Top" (Late Bigport)
The second-generation 4A-GE produced from 1987 to 1988 featured larger diameter bearings for the connecting-rod big ends 42 mm (1.65 in) and added four additional reinforcement ribs on the back of the engine block, for a total of seven. The T-VIS feature is maintained and MAP. 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 86 kW (115 hp; 117 PS). 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 1988 and was in production until 1992. 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 accept a 20 mm (0.79 in) fully floating gudgeon pin unlike the 18 mm (0.71 in) 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 (0.047 in) (top ring), 1.5mm (second ring) and 2.8 mm (0.11 in) (oil ring), this change in size made it difficult to obtain as compared to the earlier 16 valves versions of the 4AGE 1.5 mm (0.059 in) (top ring), 1.5 mm (0.059 in) (second ring), 3 mm (0.12 in) (oil ring).[citation needed] All non-U.S. market 4A-GEs continued to use a MAP sensor, while all of the U.S.-market 4A-GE engines came with a MAF sensor. For US-market cars this revision increased the power to 92 kW (123 hp; 125 PS) at 7200 rpm with a torque of 15.2 kg⋅m (149 N⋅m; 110 lbf⋅ft) at 4800 rpm (95 kW (128 hp; 130 PS) and 14.5 kg⋅m (142 N⋅m; 105 lbf⋅ft) Non US-Market versions (MAP Sensored) Make 8-10hp more at the crank
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 South Africa in 1993 the 4A-GE engine was dropped and replaced with the 7A-FE even as other countries moved towards the 20 valve 4A-GE, as South African fuel was not suitable at the time for the 4A-GE 20valve.
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 (based on Corolla AE82)
-
Geo Prizm GSi (based on Toyota AE92 chassis) 1990–1992
Specifications:
-
Engine displacement: 1.6 L (1,587 cc)
-
Layout: DOHC Inline-4
-
Bore and Stroke: 81 mm × 77 mm (3.19 in × 3.03 in)
-
Dry Weight (with T50 gearbox): 154 kg (340 lb)
-
Valves: 16, 4 per each cylinder
-
Power: 86–95 kW (115–128 hp; 117–130 PS) at 6,600 rpm
-
Torque: 15.1 kg⋅m (148 N⋅m; 109 lbf⋅ft) at 5,800 rpm
-
Redline: 7,600 rpm
-
Fuel Delivery System: MPFI
Piston Part numbers
-
13101-16020 = Standard AE86 GTS
-
13103-16020 = +0.5mm AE86 GTS
-
13101-16070 = Standard 7 rib
-
13103-16070 = +0.5mm 7 rib
-
13101-16100 = Supercharged AW11
-
13103-16100 = +0.5mm Supercharged
-
13101-16121 = standard small port AE92
-
13103-16121 = +0.5mm small port AE92
In short, "3 rib blocks" (early 80's 4age's, like whats in the AE86) come with 40mm cranks and 18mm piston pins that are press-fit. Eventually Toyota came out with the "7-rib" block (late 80's 4age's) with 42mm crank shafts and 20mm floating piston pins. All the 20v 4age's use 7-rib blocks too. The main bearing diameters of all the 4age blocks are the same though, which means as long as the internal components come from the same "generation" block, then they are interchangeable. For example this 7-rib AE92 motor I'm rebuilding; since it has a 42mm crankshaft, I can only use pistons and connecting rods from any 7-rib block, including 20v pistons and rods. I can not use my AE86 pistons or rods because the diameters are too small. BUT, I could theoretically swap my 3-rib AE86 crank, rods, and pistons into the 7 rib block no problem, if that makes sense.
All the different piston part numbers are for the various cars that have different compression ratios. For example the supercharged AW11 MR2s, even though it has a 7-rib block just like the naturally aspirated model AW11, FX16, or AE92, the compression ratio is different due to the forced induction. Another example is the small port pistons you guys have in stock. They're made to fit the 7-rib blocks, but Toyota increased the compression ratio for the 90-91 model AE92 when they changed the design of the 16v head (hence the "small port" name), so thats why its a different part number than the pistons that came in my block, 16070 were 7 rib pistons before the small port was a thing.
What helped me organize all this info (I used to do this all the time back when I was a Toyota Dealer parts guy), is type in the part numbers on our database, and then backtrack to see what cars that particular number is compatible with. Check out my old employer's website, a few years ago they started taking online orders so you don't have to call the store so much: https://parts.greenstoyotaoflexington.com/
I use that website all the time to look at assembly drawings and part numbers.
You can type in the part number, and then click on "what this fits"
4A-GE (20-valve)[edit]
Silver Top 20-Valve 4A-GE
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 115 kW (155 hp; 157 PS) at 7,400 rpm with 16.5 kg⋅m (162 N⋅m; 119 lbf⋅ft) 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)
Black Top 20-Valve 4A-GELU
Fifth Generation "Black Top"[edit]
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 (1.69 to 1.77 in), the exhaust ports diameter were increased by 3 mm, the intake cam lift was increased from 7.9 to 8.2 mm (0.31 to 0.32 in), 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 119 kW (160 hp; 162 PS) at 7,800 rpm with 16.5 kg⋅m (162 N⋅m; 119 lbf⋅ft) 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.
Toyota's 20-valve power figures are sometimes believed to be inflated, however this is more than likely caused by people using less than 100 RON fuel which both 20-valve engines require.[citation needed]
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 bigport variant of the 4A-GZE from the Toyota MR2 Supercharged. Note the roots type supercharger on the intake side.
The 4A-GZE, 1G-GZE and 2TZ-FZE were the only factory supercharged engines manufactured by Toyota.
The 4A-GZE (produced in various forms from August 1986 through 1995) was a supercharged version of the 4A-GE. Based on the same block and cylinder head, the 4A-GZE engine was equipped with a Roots type supercharger producing 8 psi (0.55 bar) peak manifold pressure, and the compression ratio was lowered to 8:1 with the use of forged and dished pistons. Although fitted with upgraded pistons, they still had the same ports, valve timing, and head gasket as the naturally aspirated 4A-GE engine, although T-VIS was omitted. It was used in the supercharged MR2, rated at 145 PS (107 kW; 143 bhp) at 6400 rpm and 19.4 kg⋅m (190 N⋅m; 140 lbf⋅ft) at 4400. In 1990 it was updated with the "smallport" cylinder head, 8.9:1 compression, and MAP D-Jetronic load sensing and a smaller supercharger pulley producing 10 psi (0.69 bar). These updated 4A-GZE engines were rated at 121 kW (163 hp; 165 PS) and 21.4 kg⋅m (210 N⋅m; 155 lbf⋅ft) for the 1990/1991 AE92 Corolla and 173 PS (127 kW) for the AE101.
The 4A-GZE is also popular for turbo conversions, as many parts do not need to be modified to support the extra boost.[24]
Applications:
-
AE92 Corolla 1987–1991 (Japan only)
-
AE101 Corolla 1991–1995 (Japan only)
-
AW11 MR2 1986–1989 (Japan, 1988-1989 North America)
-
AE92 Sprinter 1987–1991 (Japan only)
-
AE101 Sprinter 1991–1995 (Japan only)
Racing Applications[edit]
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 180 kW (242 hp; 245 PS) at 10,000 rpm.
7A
|
7A |
|
|
7A-FE Engine |
|
|
Overview |
|
|
Toyota |
|
|
Production |
1990–2002 |
|
Layout |
|
|
Inline 4 |
|
|
1,762 cc (1.8 L) |
|
|
81 mm (3.2 in) |
|
|
85.5 mm (3.37 in) |
|
|
Block material |
Cast iron |
|
Head material |
Aluminum |
|
DOHC 4 valves x cyl. |
|
|
9.5:1 |
|
|
Combustion |
|
|
Fuel system |
Fuel injection |
|
Fuel type |
Gasoline |
|
Water cooled |
|
|
Output |
|
|
78 kW (105 hp; 106 PS) 82 kW (110 hp; 110 PS) 86 kW (115 hp; 117 PS) 89 kW (120 hp; 120 PS) |
|
|
15.2 kg⋅m (149 N⋅m; 110 lbf⋅ft) 15.9 kg⋅m (156 N⋅m; 115 lbf⋅ft) 16 kg⋅m (157 N⋅m; 116 lbf⋅ft) 16.2 kg⋅m (159 N⋅m; 117 lbf⋅ft) 24.2 kg⋅m (237 N⋅m; 175 lbf⋅ft) |
|
|
Chronology |
|
|
Predecessor |
|
|
Successor |
|
The largest production A-series engine was the 1,762 cc (1.8 L) 7A-FE. Produced from 1993 to 2002, it was a 4-valve DOHC narrow-valve-angle economy engine stroked out from the 4A, also using the 4A-FE's slave-cam concept. Cylinder bore and stroke was 81 mm × 85.5 mm (3.19 in × 3.37 in).
An early Canadian version produced 86 kW (115 hp; 117 PS) at 5600 rpm and 15.2 kg⋅m (149 N⋅m; 110 lbf⋅ft) at 2800 rpm. The common (1993 to 1995 North American) version is rated at 82 kW (110 hp; 112 PS) at 5600 rpm and 15.9 kg⋅m (156 N⋅m; 115 lbf⋅ft) 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 78 kW (105 hp; 106 PS) at 5200 rpm and 16.2 kg⋅m (159 N⋅m; 117 lbf⋅ft) 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, 89 kW (120 hp; 120 PS) at 6000 rpm and 16 kg⋅m (157 N⋅m; 116 lbf⋅ft) at 4400 rpm, with 9.5 compression ratio. It appears in the 8th generation Corolla (AE112).
In the Australian market, the AE112 Corolla Sportivo had a turbocharged 7A-FE, sometimes referred to as a 7A-FTE. Output was 115 kW (154 hp; 156 PS) at 5,600 rpm, 24.2 kg⋅m (237 N⋅m; 175 lbf⋅ft) at 3600 rpm. Only 110 Corolla Sportivos were built.
It is a non-interference type engine.
Toyota never made a wide-valve angle "7A-GE" based on the 7A, but 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) 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:
-
AT211 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)
-
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)
-
AT191 Corona 1994–1997 (excluding Japan)
-
AT211 Corona 1996–2001 (Japan only)
-
AE115 Sprinter Carib 1995–2001 (Japan only)
-
AE112 Corolla 1998-2001 (Indonesia)
7A-GE hybrid build
A 7AGE is a hybrid motor that uses a 7AFE block, crank and sometimes other bottom end components and a 4AGE head and other components to make a 1.8 liter stroker motor.
3S-GE
The Toyota 3S-GE (originally titled 3S-GELU in transversely-mounted applications with Japanese emission controls), is an in-line 4 cylinder engine in the S engine family, manufactured by Toyota and designed in conjunction with Yamaha. While the block is iron, the cylinder head is made of aluminium alloy. The pent-roof combustion chambers are complemented by a cross-flow intake and exhaust layout.[10] 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 143 kg (315 lb).[9]
The forged crankshaft,[10] located within the crankcase, rotates on five aluminium 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 other moving components. The intake manifold has four independent ports and benefits from inertia build up to improve engine torque at low and medium speeds.
A single timing belt drives the intake and exhaust camshaft. The cam journals are supported on five points between the valve lifters of each cylinder and on the front of the cylinder head, and are lubricated by an oiler port located in the middle of the camshaft.
The pistons are made from an aluminium alloy, designed to withstand high temperatures. An indentation is incorporated into the piston head to prevent the pistons from hitting the valves, should the timing belt break (this is not true of the later BEAMS - an acronym which stands for Breakthrough Engine with Advanced Mechanism System - motors). This is commonly referred to as a "non-interference" engine. Piston pins holding the pistons in place are locked by snap rings. The "Outer Shim Type System" allows for the replacement of the shims without the need to remove the camshaft. To adjust the valve clearance, adjust the shims above the valve lifters.
The first compression ring and the oil ring are made of steel, the second compression ring is made of cast iron. Compression rings 1 and 2 prevent exhaust leakage from the combustion chamber while the oil ring works to clear oil off the cylinder walls, preventing excessive oil from entering the combustion chamber. An oil pan baffle is used to ensure that there is sufficient oil available in the oil pan.
There are five generations of the 3S-GE, which were used in the Toyota Celica, MR2, Caldina, RAV4, and Altezza. All 3S-GE engines had a displacement of 2.0 L (1,998 cc). Additionally, the turbocharged 3S-GTE engines are based on the 3S-GE platform.
Generation 1
The first-generation 3S-GE was produced from May 1984[10] to 1989, arriving in both North American versions, as well as In Japan as a second variation. The North American engine was slightly less powerful, producing around 135 bhp (101 kW). This engine was the only 3S-GE to come to North America, in the Celica GT-S (ST162). Among other things, the Japanese market version sported a more aggressive ECU and lacked the EGR valve system, pushing the output to somewhere around 160 PS (118 kW) at 6,400 rpm and 19.0 kg⋅m (186 N⋅m) of torque. The engine was originally available in particular in the Toyota Camry/Vista Twin Cam 2000 (3S-GELU for V10s, 3S-GE for V20s)[10] and Toyota Corona *T150 (limited chassis version - ST162 with 3S-GELU).
Generation 2
The second generation was produced from 1990 to 1993, receiving a slight boost in output to 165 PS (121 kW), 156 PS (115 kW) in European markets. Peak torque went to 19.5 kg⋅m (191 N⋅m). 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 180 PS (132 kW; 178 hp) 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 170 PS (125 kW; 168 hp) at 7,000 rpm. Torque remains the same for both at 19.5 kg⋅m (191 N⋅m).
Generation 4 // BEAMS
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.
BEAMS
The first version was equipped with VVT-i and produced 200 PS (147 kW; 197 hp) at 7,000 rpm when coupled to a manual transmission. The automatic version produced 190 PS (140 kW; 187 bhp) 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, the Celica ST202 SS-II and SS-III and the Caldina.
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 180 PS (132 kW; 178 hp) at 6,600 rpm in the RAV4 and 190 PS (140 kW; 187 hp) in the Caldina GT. The mechanical differences between the Red Top and Grey Top is the headers and the ECU. Wiring is identical.
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
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 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.
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) |
34.5 mm (1.36 in) |
35 mm (1.38 in) |
||
|
Exhaust Valve Diameter |
29.0 mm (1.14 in) |
29.5 mm (1.16 in) |
29.5 mm (1.16 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 in-line 4-cylinder 1,998 cc (2.0 L; 121.9 cu in) 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.
|
Generation |
Year |
Model |
Power |
Torque |
|
1 |
1986–1989 |
Celica ST165 |
|
|
|
2 |
1990–1993 |
|
|
|
|
3 |
1994–1999 |
|
|
|
|
4 |
1997–2001 |
Caldina ST215 (GT-T) |
260 PS (191 kW; 256 hp) @ 6200 rpm |
324 N⋅m (239 lbf⋅ft) @ 4400 rpm |
|
4.5 |
2002–2007 |
Caldina ST246 (GT-Four) |
260 PS (191 kW; 256 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 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 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 (258 N⋅m) with a factory 8-9 psi of boost. Fuel cut is at 12 psi.[12]
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 Toyota Celica GT-Four (ST185) as well as the Toyota MR2 Turbo (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.[13] Intake and exhaust valve lift is significantly increased to 8.2 mm (0.32 in).
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 (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).[12] In late 1997, the block casting was revised with added support around the head to prevent block cracking problems.[13] The C20b 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 Toyota Caldina GT-T AWD Wagon (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 (191 kW; 256 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 Toyota Caldina GT-Four (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 (191 kW; 256 hp) and 324 N⋅m (239 lbf⋅ft).[14]
Specifications
|
Gen 1 |
Gen 2 |
Gen 3 |
Gen 4 |
Gen 4.5 |
|
|
Capacity |
1,998 cc (2.0 L; 121.9 cu in) |
||||
|
Bore x Stroke |
86 mm × 86 mm (3.39 in × 3.39 in) |
||||
|
Variable Performance Mechanism |
Traditional |
||||
|
Ignition |
Distributor |
Coil-on-Plug |
|||
|
Compression Ratio |
8.5:1 |
8.8:1 |
8.5:1 |
9.0:1 |
9.0:1 |
|
Valve Material |
Steel-Alloy |
Heat-Treated Steel with Nitride |
|||
|
Intake Valve Diameter |
33.5 mm (1.32 in) |
||||
|
Exhaust Valve Diameter |
29.0 mm (1.14 in) |
||||
|
Intake Valve Lift |
7.15 mm (0.281 in) |
8.2 mm (0.32 in) |
8.7 mm (0.34 in) |
8.75 mm (0.344 in) |
8.4 mm (0.33 in) |
|
Exhaust Valve Lift |
7.15 mm (0.281 in) |
8.2 mm (0.32 in) |
|||
|
Injector Size |
Top-Feed 430 cc |
Side-Feed 430 cc |
Side-Feed 540 cc |
Top-Feed 540 cc |
Extended length Top-Feed 540 cc |
|
Turbo (All Single Turbo) |
Single-Entry CT26 |
Dual-Entry CT26 |
Dual-Entry CT20b |
Cast-in-manifold Single-Entry CT15B |
|
|
Intercooler |
WTA TMIC |
ATA TMIC/SMIC (ST185RC - WTA) |
WTA TMIC/SMIC |
ATA TMIC |
|
|
Factory Boost |
8–9 psi (0.55–0.62 bar) |
10–11 psi (0.69–0.76 bar) |
13 psi (0.90 bar) |
||
|
Fuel Cut |
12 psi (0.83 bar); ST185RC - 16 psi (1.1 bar) |
18 psi (1.2 bar) |
21 psi (1.4 bar) |
||
1JZ
2JZ
1ZZ
The Best, almighty, the VR6
FAQ
