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.

[Rusty]

Sounds like you're splitting hairs 0.8PS (Pferdestärke) is 0.8HP or 0.588kw. Also 15-11=8.82 just stick to 1 form of measurement


Did you ever get your Celica dyno'd Bonzai to see what your base power is and go from there? So you know roughly what your gains are when you do buy & install some parts for your beams.

When I installed the Tom's ecu I got a print out of the O2 readings from the exhaust. No since we have never had some sort of smog checking, I can't really compare my results to others locally. Would be interesting to compare - if it is comparable, to people in the States

[BonzaiCelica]

Nope. I don't plan to do any dyno unless it's real cheap. And adding other engine parts isn't realistic. Got other plans. I was just putting the info so people know what to expect. With a full system.

Oh yea sorry. I just fixed that post ��

This post has been edited by BonzaiCelica: Feb 10, 2016 - 2:28 PM

[BonzaiCelica]

3SGE Redtop Single VVT-i has a 2300 rpm power band

This post has been edited by BonzaiCelica: Nov 16, 2024 - 10:26 PM

[BonzaiCelica]

Link MonsoonX G4X Plug and play ECU with Base Map (internal MAP Sensor)
https://panicmade.com/wiring/p/red-top-beams-pnp-kit

Larger Fuel Injectors (with flowchart data) $380
https://www.fiveomotorsport.com/toyota-550c...jEb_kR2ZgwFNkPG
Larger Fuel pump is needed (3rd Gen 3SGTE, 2JZGE and 2UZFE are same) $130
https://www.rockauto.com/en/moreinfo.php?pk...256&jsn=980

It is recommended by the engine builder that I port and polish the exhaust ports of cylinder head
Camshafts dyno tested by Bad Beams FB group. Intake : 280deg CA 11.2mm Exhaust: 280deg CA 11.2mm @ $825
Note: He does not recommend any heavier valve springs or more durable retainers. These profiles were made to be used on compression ratio of a 12:0.1

OEM 3S-GE Blacktop Valve Springs (manual trans) Intake Valve Springs 90501-33016 x 8 = $40
OEM 3S-GE Blacktop Valve Springs (manual trans) Exhaust Valve Springs 90501-33017 x 8 = $40
Note: All Redtop and Blacktop engines share same valve spring retainer.

JE Forged 12.5:1 Pistons $950 or opt for the OEM 11.5:1 Altezza Pistons $290-350 (more durable and can handle the 8K rpm)
https://www.realstreetperformance.com/catal...q=+3sge+pistons
Manley Forged connecting rods. $570
https://throtl.com/products/manley-86-99-to...e0mkgNWPsrq3zyi

Racing Main/Rod Bearings and Thrust Washers $125
https://jdtracing.com/products/acl-bundle-r...5W5A_CPREHihTmQ

Lower Oil Pan spacer for increased oil capacity. MR2 heaven will soon release weld on baffles However perform your own oil pressure logging before determining if this upgrade is necessary.
https://mr2heaven.com/products/gen3-4-5-3sg...es-oil-capacity

This post has been edited by BonzaiCelica: Nov 2, 2024 - 11:34 PM

[BonzaiCelica]

4.933 ring and pinion by Justin Towers, on Flickr

This post has been edited by BonzaiCelica: Nov 6, 2024 - 1:40 AM

[BonzaiCelica]

bump. for tuning parts....

[BonzaiCelica]

OEM Spec Camshaft duration (IN/EX) - 256°/244° (advertised duration) (Unknown) @ 1mm lift / (Unknown) @ 0.050in. lift Camshaft lift: (IN/EX) - 10.5mm/9.2mm

apparently TRD used to sell cams for Redtop motor as mentioned by Pheonix on this forum) however not sure why it isnt listed in 2002 TRD catalog.


This post has been edited by BonzaiCelica: Oct 29, 2024 - 11:44 AM

[BonzaiCelica]

TRD made an second oil pan with larger oil capacity along with baffles built in and offered spacers for the oil pick up. This is probably where mr2 heaven got the idea from.
https://www.trdparts.jp/parts/archive/parts...gine-3s-ge.html

This post has been edited by BonzaiCelica: Oct 29, 2024 - 5:49 PM

[Rusty]

While over the ditch, NZ make these custom ones...

They can do 45mm, 48mm or 50mm






Not sure on price. But gen 3 owners could use their lower intake runners, and possibly a small adaptor bracket between that and the itb's

[BonzaiCelica]

I think this is a 120 degree angle, but only because it was fitted into a newer corolla that originally had an 1ZZ motor. While the one you picture looks like a 90 degree bend.

IMG-20171130-WA0003 by Justin Towers, on Flickr
IMG-20171130-WA0001 by Justin Towers, on FlickrIMG-20171109-WA0001 by Justin Towers, on Flickr
IMG-20170306-WA0005 by Justin Towers, on Flickr

pics of how cat cams come in the mail

IMG-20180329-WA0004 by Justin Towers, on Flickr

This post has been edited by BonzaiCelica: Dec 15, 2022 - 1:22 PM

[BonzaiCelica]

Valve Clearance Spec for 3SGE Beams Redtop


Intake .17-27mm
Exhaust: .32-.42mm

upgrading your transaxle to the 1994-1995 E56 trans gearing and swapping out final drives from the 96-2000 RAV4:

Increase in torque from 4.176 - 4.529 is 9.24%.
Increase in torque from 4.176 - 4.933 is 18.14%

Which means a 4.933 final drive in your E56 transaxle will gain 27 ft lb torque + 152 ft lb (engine torque) = 179 ft lb tq

more details here in this video: https://www.youtube.com/watch?v=kb3F5238fco

This post has been edited by BonzaiCelica: May 15, 2023 - 1:01 PM

[BonzaiCelica]

MAF intake adapter
https://www.driftmotion.com/2JZGTE-VVTi-MAF...pe-p/dm3584.htm

Manifold flange with enlarged exhaust ports for those that plan on doing proper cylinder headwork
https://www.sq-engineering.com/product/3sge...1QQm4nx2w817u3o

3sge Beams motors have an intake manifold thermal spacer. something that is not found on Honda's B18C or K20A motors.

Furthermore the Beams has an improved PCV system over gen 3 design. This allow crankcase pressure to remain much lower and not push as much oil out the valve cover. These improvements were carried over to the 4th gen 3SG-TE platform

despite better PCV system. blow by still occurs and oil puddles inside the intake manifold. Would recommend an catch can set up.

This post has been edited by BonzaiCelica: Oct 28, 2024 - 1:38 PM

[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/
another member on fb has attached a C64 transaxle onto 3S-GE Dual VVT-i engine and is putting it into an ST202. he'll keep my updated as soon as its installed but mentioned january 2025 is more than likley when i'll get on a dyno

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 buckets/lifters, 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: Nov 2, 2024 - 8:45 PM

[BonzaiCelica]

castings for the redtop/greytop and dual vvt-i blacktop manual trans head are the same. To my understanding. you cant use blacktop cams in a redtop cylinder head because the exhaust cams lobes are way wider due to the 3mm larger diameter blacktop buckets.

tuning that Toyota produced the Altezza engine. https://www.trdparts.jp/parts/archive/parts...gine-3s-ge.html

note: camshaft design made by bad beams fb group is the same duration as what TRD used in the cylinder head (Altezza), with the exception of lift spec.

This post has been edited by BonzaiCelica: Nov 15, 2024 - 2:46 PM