3S-GE ACIS/Beams discussion, Discussion about ACIS, TVIS, VVT-i, etc. applicable to 3S-GE motors Options

[delusionz]

thats alright

how would i go about modding my ACIS?

rather than tell you how to mod it heres a way how not to mod it
http://toymods.net/forums/showthread.php?t...;highlight=ACIS

(also I recommend a new thread for 3SGE ACIS/Beams discussion)

I've been playing around with ACIS recently and I've discovered a few things about it,

The basics ... when the vacuum diaphragm pulls the throttles, the larger diameter in the corner of the inlet pipes open up (under the lid) for high rpm and when there is no vacuum to pull the throttles are free to return to the constricted low rpm position.

A few problems noted with ACIS:

1. When switching between high and low rpm modes, the vacuum diaphragm sometimes get stuck in the high rpm mode
2. The engage point is too late

First experiment was to see how the car behaved with the throttle pull lever tied up with cable ties as to lock the throttles in the high rpm position,

What I observed with the butt dyno was that under full throttle the rpm range where the car would "suddenly get up and go" was lower down, noticed in terms of road speed 65kph before, 55kph after (2nd gear) so in other words 5000-7000 was the get up and go range, without ACIS constriction in the intake the get up and go range was observed from 4000 to 7000.

No loss in acceleration was noticed from idle to 3000 under part throttle, but loss was noticed under full throttle, between 3000 and 4000 I couldn't tell either way in neither part throttle nor full throttle whether ACIS was better in low rpm or high rpm mode....

This suggests to me that 4000 is a better changeover point than 4800 for performance. 4800 is an rpm not reached by normal driving due to speed limits & gear selection thus ACIS seems to exist for the purpose of keeping intake noise down at legal road speeds rather than for improving low rpm torque as midrange torque takes a hit with this setup.

My proposed solution on how TO mod the ACIS, is to gutt the vacuum actuator system and replace it with a motorised cable pulling actuator triggered by a frequency switch relay at 4000 rpm the signal could be obtained by the ignitor right behind there.

[BonzaiCelica]

someone is detailing the conversion of Altezza motor into a FWD setup. https://www.mr2oc.com/threads/3s-ge-beams-b...rite-up.693735/

was told 70-72mm throttle body is a great addition to a set of more aggressive cams. however i have not seen any dyno graphs to confirm this and was told larger throttle body opening wont help much in the way of more air flow. the runners openings on the oem intake manifold are too narrow and restrict velocity into cylinder head

the Caldina Greytop (auto spec only) was produced until 2002

Benefits of Dual VVT-i motor over single vvt-i redtop:
Better flowing intake manifold, higher compression, exhaust vvt-i (greater flat torque curve), larger valves, different valve springs and more aggressive camshaft profile.

As Far as cooling is concerned, I was told by a member who has an ST185 Celica; that his oem koyorad radiator kept engine cool on track up to 400hp. better than the dual core alloy radiator. The OEM fans are quite large and flow a lot of cfm, but come close to contacting the oem exhaust manifold. Keep your OEM (Koyo brand plastic tank header and footer) and upgrade to SPAL IX-30101522 fans.

This post has been edited by BonzaiCelica: Today, 01:30 PM