3sge engine notes Options

[4wheelWOnder]

The 3S-GE is an in-line 4 cylinder engine manufactured by Toyota and tuned by Yamaha Motor Company Ltd.. Its cylinders are numbered 1-2-3-4 with cylinder number 1 beside the timing belt. The cylinder heads are made of aluminium alloy. The pen-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 chamshaft. To adjust the valve clearance, adjust the shims above the valve lifters.

The pistons are made from an aluminium alloy, design 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. 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. Build into the cylinder block are coolant channels, which cools the block which houses the pistons.

At the bottom of the cylinder block is an oil pan which stores the oil. An panel 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.


From wikpedia.org





(General)
Engine Weight 137kg
Engine Specs:

Gen 1_
Production dates- 1986-1989
135-140hp 134ft.lbf
Comp| 9:8:1
Found in| Celica GT-S (st162)

Gen 2_
production dates-1990 to 1993
150-160hp 137ft.lbf
Comp| 10:0:1
Found in| Celica GT-R (st182/183)
Corona Exiv TR-G (st182/183-atpvf)
Caldina TZ-G (st195)
Rav4 Type G (E-Sxa11w)
Corona exiv GT-4WD (st205)~2
MR-2 GT-Bar (SW-20)~1


Gen 3_
production dates-1994 to 1996
175-180hp 142ft.lbf
Comp| 10:0:1
Found in| Celica SS-II/III (st202)
Curren ZS (st202/st206)
Caldina TZ-G (st195)
Corona 200gt (st202)
MR-2 G Limited (SW-20)~1

~1_indicates rwd engine
~2_indicates awd/4wd engine
note that MR-2s are mid-engines
All info is sourced from wikpedia.org,toysport.com,
and auto.vl.ru.




The gen-1 3sge's were equipped with the TVIS system, basically with dual runners and larger ports.The second and third gen had a new short/long ram induction system, which benefitted the engine by redirecting air, depending on throttle position and vaccum. Although, the third generation had a different valve setup, to correct a problem that occured in the second gen's with aftermarket or sports cams on. ( while at high rpm's the shim's were known to fall out of their "buckets", esp. with aftermarket cams on the engine).

As far as info on the cylinder heads, here is an a paragraph from TOYSPORT explaining it:

Cylinder Head: Like all Toyota G type 16 valve heads, only minor porting is required. Except for early All Trac heads (ST165), all heads can use the aftermarket cams. On the older ST165 All Tracs, you will need to modify the lifter or valve because they will bottom up. Always check the cam manufacturers suggestion specially if the lift is more than 7.5mm and duration is over 288! Convert to- shim-under-the bucket, valve adjustment if the car will see serious competition use. There is no advantage going bigger valves, unless they have to be replaced anyway. If the heads need to be resurfaced because of warpage- do not exceed 1mm cut. If it needs to be heated to straighten out- replace the head. The head has to be surfaced to a mirror finish if a metal head gasket is being used.

The 2nd generation (small port) head is advisable on a ground-up engine preparation. This head will flow better than the old TVIS type head- for turbo applications or individual throttle body installations (and carbs too!). The 3rd generation head, when available, is very hard to get and expensive, but still cheaper than buying the shim adjustment conversion package. We have some available. The 4th generation is almost impossible to set-up because all the electronic functions are electrically related to the ECU- meaning drivetrain, suspension controls, and steering inputs are first processed. Short of a stand-alone fuel injection, it cannot be modified. If you have to ask how- please do not even begin.

As far as swapping heads ,3sge head on 5s/3s block, yes it can be done, and yes ppl have done it.More than likely if your on this site looking at this post for info on how to do it, just search for it on the menu. For those of you who dont want "search" here are some links

http://www.6gc.net/forums/index.php?showtopic=27632&hl=3sge (5sfe)
http://www.6gc.net/forums/index.php?showtopic=35436&hl= (3sfe)

p.s. the 3sfe/3sge share the same blocks.

3sge block on other engines.....4age,3sgte;
4age dont do it......in a nutshell. It wont work. Not only are the blocks different, but he ecu's are diffrent, and besides, if you want to make some weird hybrid, ( a 34ge) just realize youll be destroying two good engines, and that it really wont be worth it.

3sgte, yes you CAN swap heads. The question is why? If you want a turbo engine, or a "strong n/a " engine, then both engines by themselves, are already built up for their intended pruposes...and if you skipped the above info, they are basically the same engines, but one is turbo the other isnt.....BUT if you do, try to stick with the generations....3rd gen 3sge w/3rd gen 3sgte..

Parts swapping is another thing. Btwn the generations, like toysport put it, btwn the three gens, there have been valve adjustments, so, ill things up to your own thoughts as far as what will and wont work. Although, I am pretty sure that with the 2nd and third gen, external parts, such as sensors, intake/exhaust manifolds are swappable, with little or no adjustments.......As far as the 3sgte, same thing, but try to stick within the generations...Gen 1 3sge w/gen 1 3sgte.


If anyone has anything else to post, pls feel free to. Ill try to post up some info on the beams 3sge when i get the chance........



This post has been edited by 4wheelWOnder: Apr 19, 2006 - 10:34 PM