6G Celicas Forums

Redtop Specifications

VVT-I = Variable Valve Timing - Intelligent

Intake cam is VVT-I enabled

Aerodynamic volume displacement (cc) = 1998

Piston bore vs stroke (mm×mm) = 86.0×86.0

Compression ratio = 11:1

Rod pin diameter = 22mm

Rod big end bore = 51mm

Rod big end width = 21mm

Rod lendth to center = 138mm

The highest output (ps/rpm) = 200/7,000

Largest torque (kg-m/rpm) = 21.0/6,000

Injector size = 315cc

Cylinder head chamber compression = 33-34cc

Buckets/lifters = 31mm

Intake Valve Diameter: 34.5mm

Exhaust Valve Diameter: 29.5mm

The 3S-GE is an in-line 4 cylinder engine with the cylinders numbered 1-2-3-4 from the front. The cranshaft is supported by 5 bearings inside the crankcase. These bearings are made out of alumium alloy.
The crankcase is integrated with 8 weights for balance. Oil holes are placed inthe centre of the crankshaft to supply oil to the connecting rods, pistons and other components.
The ignition order is 1-3-4-2. The cylinder head is made of of [haha they made a typo] an aluminum alloy, with a cross flow type intake and exhaust layout with a pent roof type combustion chambers. The spark plugs are located in the centre of the combustion chamber.
The intake manifold has 4 independent long ports and utilises the intertial supercharging effect to improve engine tourque at low and mudium speeds.
Both the intake and the exhaust camshafts are driven by a single timing belt. The cam journal is supported at 5 places between the valve lifters of each cylinder and on the front end of the cylinder head. Lubrication of the cam journal and cams is accomplished by oil being supplied through the oil port in the centre of the camshaft.
Adjusting of the valve clearance is done by means of an inner shim type system, in which valves adjusting shims are located below the valve lifters. To replace the shims, the camshafts must be be removed.
Pistons are made of high temperature - resistant aluminum alloy, and a depression is built into the piston head to prevent interface with the valves.
Piston pins are the full-floating type, with the pins fastened to neither the piston boss nor the connecting rod. Instead, snap rings are fitted on both end of the pins, preventing the pins from falling out.
The No.1 compression ring is made of stainless steel and the No.2 compression ring is made of cast iron. The oil ring is made out of stainless steel. The outer diameter of each piston ring is slightly larger than the diameter of the piston and the flexibility of the rings allow the to hug the cylinder walls when they are mounted to the piston. Compression rings No.1 and No.2 work to prevent gas leakage from the cylinder and the oil ring works to scrape oil off the cylinder walls to prevent it from entering the combustion chambers.
The cast iron cylinder block has 4 cylinders which are approximattly twice the length of the piston stroke. The top of each cylinder is closed off by the cylinder head and the lower end of the cylinders become the crankcase, in which the cranksaft is installed. In addition, the cylinder contains a wet jacket, through which coolant is pumped to cool the cylinders.
The No.1 and No.2 oil pans are bolted onto the bottom of the cylinder block. The No.1 oil pan is made of alumimum alloy. The No.2 is an oil reservoir made of pressed steel. The dividing plate also prevents the oil from shifting away from the oil pump suction pipe when the vehicle is stopped suddenly.

The 294 grind by webcams is just a reference number they use, not the actual duration. The actual duration at 0.050" is 218 degrees, so they are a really mild cam.

Umm the vvt-i only applies to the intake manifold on the 3sge beams redtop. if you change cams on the altezza's 3sge beams engine. that will affect the vvti becuase blacktop beams has vvt-i on intake and exhaust cams.

what you not happy with the BEAMS power?:D

3.gen 3SGE M/T
In: 252deg, 9.8mm lift (timing 7/65)
Ex: 240deg, 8.2mm lift (timing 53/7)

3.gen 3SGTE
In: 240deg, 8.7mm lift (timing 7/53)
Ex: 236deg, 8.2mm lift (timing 50/6)

Compression
2. gen 3SGTE
8.8:1

3.gen 3SGTE M/T
8.5:1

Found this - not sure if its already been found - but just thought I'd share.

Not sure how much different in extra HP if any from the OEM - but it looks nic. Price is expensive too.

Aftermarket Header

Fujitsubo 3SGE Beams Header

sorry 2bcelica but thats for the pre beams ss3, you can tell because the flange where it meets the head is very different, as the port spacing and shape is tottally different, as is the bolt pattern, its a real pita to find a manifold for the beams, i think the only one is the phoenix power unless you go custom. That fujitsubo manifold i think would fit any gen 3 3s-ge

thats not true, the gen 4 is not a gen4 type with variable cam timing, its a completely different head, nothing between them is compatible, the cam angle is different, the conbustion chamber is completely different , the valves in the beams are bigger as are the buckets. I have one sitting here in bits if an illustration is needed.

There are tuning options for the redtop, i see the name gbooth mentioned, he is the guy to talk to, you can get hold of him through the beams redtop forum and he will supply you with anything you need to tune a redtop or blacktop beams. Cams are not compatible between the red and blacktop though. Its well worth retaining the vvti when tuning it aswell. Theres a 240whp redtop in a gen 5 celica that mr booth built, peak power is at 8600rpm . Theres a lot to be gained from just an aftermarket ecu aswell, my freinds mr2 is putting out 183bhp@7000rpm at the wheels with just intake + decat and ecu.

Wonder if the GE would make a better head to swap to the GTE engine... and also give some low end torque back to the GE engine?

Or maybe just the intake camshafts?

just wondering if you ment "thats not true, the gen 4 is not a gen3 type with variable cam timing"
I know what your saying, (its just not a gen 3 head painted red) yes it is differnet, but I think what they were simply trying to say was its similar to the 3gen but close up there are quite a few difference as you point out.

by all means post up pics really need more info on here, as there isn't too much floating around, (I can hopfully find the 3gen sizes etc to compare) one thing I really would like to know are the camshaft sizes (duration and lift)
and if you have any more info on the redtop beams ive missed please post it up


delusionz im not to sure, NA require it as this is how they make their power (which is why a 3gen can run up to +300deg cams)

yeah sorry i wasnt having a go at anyone, i'm really not like that its hard sometimes to not sound like that on a forum, i spend a lot of time correcting information about the beams There is of course many similarities between the gen3/4 as in the bucket setup etc

Gen 4 3S-GE (Redtop) :
Power - 200ps (197bhp) @ 7000rpm
Torque - 21kg-m (152ft.lb) @ 6000rpm
compression ratio - 11:1
Cam duration (IN/EX) - 256°/244°
Cam lift (IN/EX) - 10.5mm/9.2mm
Valve diameter (IN/EX) - 34.5mm/29.5mm
Throttle body diameter - 65mm
Injector size - 340cc (going by the book, flow testing puts them at 315cc)
Notes - VVTI

3.gen 3SGE M/T
In: 252deg, 9.8mm lift (timing 7/65)
Ex: 240deg, 8.2mm lift (timing 53/7)
compression 10.3:1
4.gen 3SGE M/T
In: 256deg, 10.5mm lift
Ex: 244deg, 9.2mm lift
compression 11:1

that one off hole (oil hole) inbetween cylinder 1 & 2 is for controling vvti right on the blacktop? same on the redtop or is it that extra machinering your talking about?