Toyota S engine

Toyota S engine
Toyota S engine
Overview
Manufacturer	Toyota Motor Corporation
Production	1982-2007
Chronology
Successor	Toyota AZ engine; Toyota AR engine

The Toyota S Series engines are a family of straight-4 engines with displacement from 1.8 L to 2.2 L produced by Toyota Motor Corporation. The series has cast iron engine blocks and alloy cylinder heads.

Table of S-block engines

S block engines
Code	Years	Bore	Stroke	Compr.	Displ.	Power	Torque	Notes
1S	82-88	80.5 mm	89.9 mm	-	1832 cc	90 hp@5200 rpm	141 Nm@3400 rpm	Cressida/MKII/Chaser (SX6x) -
1S-U	82-86	80.5 mm	89.9 mm	9:1	1832 cc	100 hp@5400 rpm	152 Nm@3400 rpm	Cressida/MKII/Chaser (SX6x) Carina A6 (SA60)
1S-U	86	80.5 mm	89.9 mm	9:1	1832 cc	95 hp@5200 rpm	152 Nm@3400 rpm	Cressida/MKII/Chaser (SX6x)
1S-E	84-87	80.5 mm	89.9 mm	?	1832 cc	?	?	Cressida/MKII/Chaser (SX6x)
1S-EU	85	80.5 mm	89.9 mm	9:1	1832 cc	105 hp@5400 rpm	160 Nm@2800 rpm	-
1S-ELU	86	80.5 mm	89.9 mm	9:1	1832 cc	115 hp@5400 rpm	164 Nm@4000 rpm	?
1S-ELU	86	80.5 mm	89.9 mm	9:1	1832 cc	100 hp@5200 rpm	154 Nm@4000 rpm	EU
1S-i	84-	80.5 mm	89.9 mm	-	1832 cc	?	?	-
1S-iLU	86	80.5 mm	89.9 mm	9:1	1832 cc	105 hp@5400 rpm	157 Nm@3400 rpm	-
1S-iLU	86	80.5 mm	89.9 mm	9:1	1832 cc	90 hp@5200 rpm	142 Nm@3400 rpm	EU
2S	84-	84.0 mm	89.9 mm	-	1995 cc	?	?	-
2S-C	83-85	84.0 mm	89.9 mm	8.7:1	1995 cc	73 kW @ 5200 rpm	157 Nm @ 3200 rpm	Corona (ST141) (Australia)
2S-E	82-87	84.0 mm	89.9 mm	8.7:1	1995 cc	92 hp@4200 rpm	153 Nm@2400 rpm	-
2S-E	86	84.0 mm	89.9 mm	8.7:1	1995 cc	97 hp	-	US (but not Canadian) Camrys; The extra horsepower is related to new timing, which is now electronically controlled.
2S-E	86	84.0 mm	89.9 mm	-	1995 cc	116 hp	-	-
2S-ELU	86	84.0 mm	89.9 mm	8.7:1	1995 cc	120 hp@5400 rpm	173 Nm@4000 rpm	-
2S-ELU	84-86	84.0 mm	89.9 mm	9:1	1995 cc	107 hp@5200 rpm	173 Nm@4000 rpm	EU
2S-ELU	86	84.0 mm	89.9 mm	9:1	1995 cc	98 hp@5400 rpm	160 Nm@4000 rpm	US
2S-E	-1986	84.0 mm	89.9 mm	8.7:1	1995 cc	74 kW@5400 rpm	161 Nm@4000 rpm	Camry SV11
3S-FC	87-91	86.0 mm	86.0 mm	9.8:1	1998 cc	85 kW@5600 rpm	166 Nm@4400 rpm	Equipped with catalytic converter, was available only in third-world markets
3S-FE	87-90	86.0 mm	86.0 mm	9.8:1	1998 cc	90 kW@5600 rpm	169 Nm@4400 rpm	-SS1 (ST202)
3S-FE	87-94	86.0 mm	86.0 mm	9.8:1	1998 cc	85 kW@5600 rpm	162 Nm@4400 rpm	Equipped with catalytic converter
3S-FE	95-98	86.0 mm	86.0 mm	9.8:1	1998 cc	96 kW@6000 rpm	178 Nm@4400 rpm	Refined valve timing and ECU settings, introduced with Carina E (T19) model
3S-FE	1998-2000	86.0 mm	86.0 mm	9.8:1	1998 cc	94 kW@6000 rpm	178 Nm@4400 rpm	Slightly less power with better torque characteristics. Stricter pollution control. Introduced with the new Avensis (T22) model
3S-FSE	2001-2003(?)	86.0 mm	86.0 mm	9.8:1	1998 cc	110 kW@6000 rpm	192 Nm@4000 rpm	D-4 (Direct injection), VVT-i (only available in EU/Japan markets?)
3S-GE	85-89	86.0 mm	86.0 mm	9.2:1	1998 cc	103 kW@6200 rpm	175 Nm@4800 rpm	Celica 2.0 GT-i 16, GT-R (ST162)
3S-GE	late-89-93	86.0 mm	86.0 mm	10.0:1	1998 cc	115 kW@6600 rpm	186 Nm@4800 rpm	Celica 2.0 GT-i 16, GT-R (ST182/ST183), MR2 (SW20)
3S-GE	94-98	86.0 mm	86.0 mm	10.0:1	1998 cc	137 kW@7000 rpm	192 Nm@4800 rpm	Celica GT, SS-II (ST202), MR2 (SW20)
3S-GE	1998 only	86.0 mm	86.0 mm	11.0:1	1998 cc	150 kW@7000 rpm	210 Nm@6000 rpm	Celica (ST202), MR2 (SW20)
3S-GE	1997 - 2005	86.0 mm	86.0 mm	11.5:1	1998 cc	156 kW@7500 rpm	220 Nm	Altezza, Caldina GT
3S-GT (503E)	1987-199?	89.0 mm	86.0 mm	7.0:1	2140 cc	kW (560 hp)	Nm (471 ft·lbf) @5500 rpm	87C, 88C, Eagle HF89, Eagle Mk III
3S-GT (503E)	1987-1989	89.0 mm	86.0 mm	7.0:1	2140 cc	kW (680 hp) @8500 rpm	@5500Nm (471 ft·lbf) @5500 rpm	87C, 88C (Le Mans setup with CT26R turbocharger)
3S-GT (503E)	1995-1996	89.0 mm	86.0 mm	7.0:1	2140 cc	kW (680 hp) @8500 rpm		Supra GT JZA80 (Le Mans setup, Garrett turbocharger with 55.9mm restrictor)
3S-GT (503E)	1997	86.0 mm	86.0 mm	7.0:1	1998 cc	kW (480 hp) @6800 rpm	Nm (471 ft·lbf) @4500 rpm	Supra GT JZA80 (JGTC setup with 45.3mm restrictor)
3S-GTE	86-89	86.0 mm	86.0 mm	8.5:1	1998 cc	136 kW (182 hp) @6000 rpm	250 Nm (184 ft·lbf) @3600 rpm	Celica GT-Four (ST165)
3S-GTE	90-93	86.0 mm	86.0 mm	8.8:1	1998 cc	165 kW (221 hp) @6000 rpm	304 Nm (224 ft·lbf) @3200 rpm	Celica GT-Four (ST185), MR2 (SW20)
3S-GTE	94-99	86.0 mm	86.0 mm	8.5:1	1998 cc	180 kW (241 hp) @6000 rpm	304 Nm (224 ft·lbf) @4000 rpm	Celica GT-Four (ST205), MR2 (SW20)
3S-GTE	1999-2007	86.0 mm	86.0 mm	9.0:1	1998 cc	191 kW (256 hp) @6200 rpm	324 Nm (239 ft·lbf) @4400 rpm	Caldina GT-T (ST215), Caldina GT-Four (ST246)
4S-Fi	87-91	82.5 mm	86.0 mm	9.3:1	1838 cc	77 kW@5600 rpm	149 Nm@2800 rpm	Single point fuel injection
4S-FE	95-98	82.5 mm	86.0 mm	9.5:1	1838 cc	92 kW@6000 rpm	162 Nm@4600 rpm	MKII/Chaser (SX8x) Vista Etoile (SV-30)
5S-FE	1990-92	87.1 mm	90.9 mm	9.5:1	2162 cc	130 hp (97 kW)@5400 rpm	145 ft·lbf (196 Nm)@4400 rpm	Celica ST184 (5th Gen) Australia, MR2 (SW21), Toyota Camry
5S-FE	1993-2001	87.1 mm	90.9 mm	9.5:1	2162 cc	135 hp (101 kW)@5400 rpm	145 ft·lbf (196 Nm)@4400 rpm	Celica ST204 (6th Gen) Australia, MR2 (SW21), Toyota Camry
5S-FE	1997-1999	.mm	.mm	.:	cc	133 hp @5200 rpm	147 ft·lbf @ 4400 rpm	Camry (4th Gen) U.S spec 1st semester styling
5S-FE	2000-2001	87.0mm	91.0mm	.:	2164cc	136 hp @5200 rpm	150 ft·lbf @4400 rpm	Camry (4th Gen) U.S spec 2nd semester styling

2.0 Litre

2S-E

Second revision of the block. Already equipped with EFI. This particular engine was used in the Toyota Camry and in the Celica on the US market. Last of the few S engines which is not equipped with twincams. The single overhead cam was fitted with hydraulic lash adjusters in at least all US and Canadian Camrys.

3S-FC

Two-barrel carburettor version of the 3S-FE. This engine is found in lower-specification variants of the 1986–1992 Toyota Camry and its Holden Apollo twin.

3S-FE

The Toyota 3S-FE is a 16 valve 2.0 L twin camshaft, single cam gear engine built by Toyota from 1986 to 2000. It is commonly used in the Toyota Camry 1987–1992 model, the Toyota Celica 1986–1989, Toyota Carina II 1987–1992, Toyota Carina ED 1990–1992 and E 1993–1998 models, Toyota Corona T190 as well as Toyota Avensis 1997–2000 models and Toyota RAV4, 1994–2000 and Toyota Picnic/Ipsum 1996–2002. It also powers the 6th generation Toyota Celica SS-I(Japanese Domestic Market only).

3S-GE

The Toyota 3S-GE is an in-line 4 cylinder engine manufactured by Toyota as part of the S engine family and tuned by Yamaha Motor Company. The cylinders are numbered 1-2-3-4 with cylinder number 1 beside the timing belt. The cylinder heads are made of aluminium alloy. The pent-roof combustion chambers are complemented by a cross-flow intake and exhaust layout. The spark plug is located in the center of the combustion chamber. The ignition order of the cylinders is in the 1-3-4-2 order.

The crankshaft, 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 journal is supported on five points between the valve lifters of each cylinder and on the front of the cylinder head. The cam journals are lubricated by an oiler port located in the middle of the camshaft.

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 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 3S-GE BEAMS motor). This is sometimes referred to as a "non-interference" engine. Piston pins holding the pistons in place are locked by snap rings.

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.

The cast iron cylinder block holds four cylinders which are approximately two times the length of the piston stroke. The top of the cylinders are covered by the cylinder head. Built into the cylinder block are coolant channels, which cool the block which houses the pistons.

At the bottom of the cylinder block is an oil pan which stores the oil. A baffle is used to ensure that there is 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.

There are four generations of the 3S-GE, which were used in the Toyota Celica, MR2, Caldina, and Altezza. All 3S-GE engines had a displacement of 2.0 L. Additionally, the 3S-GTE engines are based on the 3S-GE platform.

Gen 1

First generation 3S-GE was produced from 1986 to 1989, arriving in both Northern American versions, as well as In Japan as a second variation. The Northern American engine was slightly less powerful, producing around 135 bhp (101 kW). This engine was the only Gen 1 3S-GE to come to North America, in the Celica GT-S (ST162). Among other things, the JDM version sported a more aggressive ECU and lacked the EGR valve system, pushing the output to somewhere around 150 bhp (112 kW) and 129 ft·lbf (175 Nm) of torque.

Gen 2

The second generation was produced from 1990 to 1993, receiving a slight boost in output to 113 kW (154 PS). Peak torque went to 137 ft·lbf (186 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-GE's turbocharged counterpart.

Gen 3

The third generation 3S-GE was produced from 1994 to 1999. Power output was increased to 177 bhp (132 kW, 180 PS) over the gen 2, while torque figures stayed the same. Non JDM 3S-GE motors received a minor revision in 1996 for emissions (EGR) which reduced power output to 173 bhp (125 kW, 170 PS) @ 7000 rpm.

Gen 4

The fourth generation 3S-GE, also known as the BEAMS 3S-GE began production in 1997. The first version was equipped with VVT-i and produced 197 bhp (147 kW, 200 PS) @ 7000 rpm. 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. BEAMS is an acronym which stands for Breakthrough Engine with Advanced Mechanism System.

In 1998 a second version was released with dual VVT-i (variable timing on both the intake and exhaust cams), titanium valves, battery-backed injectors and a slightly higher compression ratio (11:1 instead of 10.5:1). This engine powered the Altezza RS200 and produced around 207 bhp (154 kW, 210 PS) @ 7600 rpm.

The two variants are easily identifiable by colour. The cam covers on the earlier model are red and on the later model, black. They are often referred to as the "Red Top" and the "Black Top" respectively.

The "Grey Top" BEAMS 3S-GE was an available engine option in the Rav4 and Caldina GT in Japan. Even though the valve cover on this engine is black, it is referred to as "Grey Top" due to the grey intake plenum to differentiate it from the Dual-VVTi "Black Top" in the Altezza. Power output is 177 bhp (132 kW, 180 PS) @ 6600 rpm.

Specifications

These are common to all 3S-G engines except for the BEAMS 3S-GE, which has a narrower valve angle.

Capacity	1,998 cc (121.93 cu in)
Bore x Stroke	86 mm (3.39 in) x 86 mm (3.39 in)
Intake Valve Diameter	33.5 mm (1.32 in)
Exhaust Valve Diameter	29.0 mm (1.14 in)
Included Valve Angle	44.5 °

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 compatiable with the third generation 3S-GTE cylinder head only. All Toyota's turbochargers for the 3S-GTE generations use an internal wastegate design.

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.

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 ration 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.

2.2 Litre

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 2163 cc. 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. In states that had adopted California State Emissions the 5S-FE was rated at 130 hp and 145 lbs-ft/torque, this was 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. 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 2.4 Liter engine the 2AZ-FE.

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@4400 rpm
1993–96 145@4400 rpm
1997–99 147@4400 rpm
2000–01 150@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)

5SGTE

The 5S-FE shares the same head stud pattern as the 3S-GE and 3S-GTE, Allowing one to Combine a 5SFE Block with a 3SGTE head, Pistons, Rods, and Turbo. To make a 2.2l 3SGTE, aka a 5S-GTE. Combining the strengths of the two engines. More Displacement and better Low End Torque of the 5SFE with the higher redline and lower Compression ratio of a 3S-GTE. Most notably done in the SW20 MR2 and ST204 Celica, creating a stroked variant of the 3S-GE/GTE engine.

A 5S-FE Engine in a 1998 Toyota Celica GT

External links

Toyota Petrol engine overview