Toyota 3S-GTE engine: Difference between revisions
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{{Cleanup|date=September 2007}} |
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{{Unreferenced|date=September 2007}} |
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The '''3S-GTE''' is an [[in-line]] [[4-cylinder]] 1998cc engine from [[Toyota]], based on the [[Toyota 3S-GE|3S-GE]] with reduced [[compression ratio]] and addition of a [[turbocharger]]. |
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There are four generations of this engine, which started manufacture in 1986 to 2007. |
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{| class="wikitable" |
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!colspan="3"| 3S-GTE usage in Toyotas |
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|- |
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!Generation |
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!Year |
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!Model |
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|- |
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|1 |
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|1986-1989 |
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|[[Celica]] ST165 |
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|- |
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|2 |
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|1990-1994 |
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|[[Celica]] ST185(-1993), [[MR2]] SW20 (MR2 Turbo) |
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|- |
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|3 |
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|1994-1999 |
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|[[Celica]] ST205, [[MR2]] SW20(1995+) |
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|- |
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|4 |
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|1997-2003, 2003-2007 |
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|[[Caldina]] ST215 (GT-T), ST246 (GT-Four) |
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|} |
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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. |
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[[Image:3SGTEengine.jpg|thumb|A second generation 3SGTE]] |
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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. |
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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. |
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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 rod]]s, bearing, [[piston]]s and various other components. |
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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. |
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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 lifter]]s 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. |
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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. |
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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. |
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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. |
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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. |
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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. |
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==References== |
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{{reflist}} |
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[[de:3S-GTE]] |
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[[Category:Toyota engines|S3-GTE]] |
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Revision as of 00:30, 20 January 2010
This Article has Been Moved to Toyota S Engine