Toyota Car Parts - 3S-GTE Engines

The turbochargers used in the 3S-GTE engines are Toyota designs The third generation uses a normal 4-runner intake manifold The first and second generations used the Toyota CT26, although the second-generation turbo was modified for increased reliability The pistons are made from an aluminum alloy, design to withstand high temperatures The third-generation engine uses the Toyota CT20b dual-entry turbo, and the fourth uses a proprietary CT20b turbocharger whose exhaust housing is actually cast into the cylinder exhaust manifold, rather than the normal practice of a separate exhaust housing after the cylinder exhaust manifold and it can only be used on the 4th Gen 3sgte head and not backwards compatible like the CT20b of the 3rd Gen 3sgte. Its cylinders are numbered 1-2-3-4, cylinder number 1 is beside the timing belt The first two generations of 3S-GTE engines are equipped with TVIS An indentation is incorporated into the pistons to prevent the pistons from 'knocking' into the valves Up to 260 hp in stock engine. The compression ration is 8 Spark plugs are located in the middle of the combustion chambers 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 The Dual Over Head Cam (DOHC) 16 valve cylinder head designed by Yamaha is made of aluminum alloy. 5:1 or 8 A distributor based system is used to fire the cylinders in a 1-3-4-2 order. To adjust the valve clearance, adjust the shims above the valve lifters (shim over bucket system) The crankshaft, located within the crankcase, rotates on 5 aluminum alloy bearings and is balanced by 8 weights. 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 Oil holes are located in the middle of the crankshaft to provide oil to the connecting rods, bearing, pistons and various other components. This allows for the replacement of the shims without the need to remove the camshaft 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. The 1st and 3rd Celica generation intake charge was cooled by a Water to Air intercooler while the 2nd, 3rd MR2, and 4th generation relied on an Air to Air system. This prevents oil from being shifted away from the oil pump suction pipe The pent-roof combustion chambers are complemented by a cross flow intake and exhaust layout. Various aftermarket solutions exist all of which require replacing the intake headers or manifold. Built into the cylinder block are coolant channels, which cools the block which houses the crankshaft. 8:1 depending on generation. A single timing belt drives the intake and exhaust camshaft along with the oil and water pumps.

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