Toyota S engineFrom Wikipedia, the free encyclopediaJump to: navigation, search
Toyota S engine
Manufacturer Toyota Motor Corporation
Production 1982-2007
Successor Toyota AZ engine
Toyota AR engine
The Toyota S Series engines are a family of straight-4 engines with displacement from 1.8 L to 2.2 L produced by Toyota Motor Corporation. The series has cast iron engine blocks and alloy cylinder heads.
Contents [hide]
1 Table of S-block engines
2 1S
3 2S
3.1 2S-E
4 3S
4.1 3S-FC
4.2 3S-FE
4.3 3S-GE
4.3.1 Generation 1
4.3.2 Generation 2
4.3.3 Generation 3
4.3.4 Generation 4
4.3.5 Generation 5
4.3.6 Specifications
4.4 3S-GTE
5 4S
6 5S
6.1 5S-FE
6.2 5S-FNE
7 References
8 See also
[edit] Table of S-block enginesS block engines
Code Years Bore Stroke Compr. Displ. Power Torque Notes
1S[1] 82-88 80.5 mm 90.0 mm 9:1 1,832 cc 90 PS at 5,200/5,400 rpm 142 Nm at 3,400 rpm Camry (SV10 export)
1S-U
1S-LU 82-86 80.5 mm 90.0 mm 9:1 1,832 cc 100 PS at 5,400 rpm 152 Nm at 3,400 rpm Carina RWD (SA60)
Carina FWD (ST150)
Celica (SA6x)
Mark II/Chaser (SX6x/SX7x)
Corona (ST140)
Corona (ST150)
Camry/Vista (SV10)
1S-iLU[2] 86 80.5 mm 90.0 mm 9:1 1,832 cc 105 hp at 5,400 rpm 157-160 Nm at 2,800-3,000 rpm Carina (ST150)
Carina ED (ST160)
Corona FWD (ST150)
Camry/Vista (SV10)
1S-iL 86 80.5 mm 90.0 mm 9:1 1832 cc 90 hp at 5,200 rpm 142 Nm at 3,400 rpm EU
1S-E 84-87 80.5 mm 90.0 mm ? 1,832 cc ? ? Cressida/MKII/Chaser (SX6x)
1S-ELU[2] 85-86 80.5 mm 90.0 mm 9:1 1,832 cc 115 hp at 5,400 rpm 164 Nm at 4,000 rpm Corona FWD (ST150)
1S-EL 86 80.5 mm 90.0 mm 9:1 1,832 cc 100 hp at 5,200 rpm 154 Nm at 4,000 rpm EU
2S 84- 84.0 mm 90.0 mm - 1,995 cc ? ? -
2S-C 83-85 84.0 mm 90.0 mm 8.7:1 1,995 cc 73 kW at 5,200 rpm 157 Nm at 3,200 rpm Corona (ST141) (Australia)
Celica (SA6x) (US)
2S-E 82-87 84.0 mm 90.0 mm 8.7:1 1,995 cc 92 hp at 4,200 rpm 153 Nm at 2,400 rpm -
2S-E 86 84.0 mm 90.0 mm 8.7:1 1,995 cc 97 hp - US (but not Canadian) Camrys; The extra horsepower is related to new timing, which is now electronically controlled.
2S-E 86 84.0 mm 90.0 mm - 1,995 cc 116 hp - -
2S-ELU 86 84.0 mm 90.0 mm 8.7:1 1,995 cc 120
hp@5400 rpm 173
Nm@4000 rpm Camry/Vista (SV10)
2S-EL 84-86 84.0 mm 90.0 mm 9:1 1,995 cc 107 hp at 5,200 rpm 166-173 Nm at 4,000 rpm Camry (SV11), EU
2S-ELU 86 84.0 mm 90.0 mm 9:1 1,995 cc 98 hp at 5,400 rpm 160 Nm at 4,000 rpm US
2S-E 86 84.0 mm 90.0 mm 8.7:1 1,995 cc 74
kW@5400 rpm 161
Nm@4000 rpm Camry SV11
3S-FC[3] 87-91 86.0 mm 86.0 mm 9.8:1 1,998 cc 85 kW at 5,600 rpm
82 kW at 5,600 rpm (Aus) 166 Nm at 3,200 rpm Catalyzed
Camry (SV21)
Holden Apollo (JK/JL)
3S-FE 87-90 86.0 mm 86.0 mm 9.8:1 1,998 cc 90 kW at 5,600 rpm 169 Nm at 4,400 rpm Celica SSI (ST202)
3S-FE 87-94 86.0 mm 86.0 mm 9.8:1 1,998 cc 85 kW at 5,600 rpm 162 Nm at 4,400 rpm Equipped with catalytic converter
3S-FE 95-98 86.0 mm 86.0 mm 9.8:1 1,998 cc 96 kW at 6,000 rpm 178 Nm at 4,400 rpm Refined valve timing and ECU settings, introduced with Carina E (T19) model
3S-FE 19982000 86.0 mm 86.0 mm 9.8:1 1,998 cc 94 kW at 6,000 rpm 178 Nm at 4,400 rpm Slightly less power with better torque characteristics. Stricter pollution control. Introduced with the new Avensis (T22) model
3S-FSE 2001-2003(?) 86.0 mm 86.0 mm 9.8:1 1,998 cc 110 kW at 6,000 rpm 192 Nm at 4,000 rpm D-4 (Direct injection), VVT-i (only available in EU/Japan markets?)
3S-GE 85-89 86.0 mm 86.0 mm 9.2:1 1,998 cc 103 kW at 6,200 rpm 175 Nm at 4,800 rpm Celica 2.0 GT-i 16, GT-R (ST162)
3S-GE 89-93 86.0 mm 86.0 mm 10.0:1 1,998 cc 115 kW at 6,600 rpm 186 Nm at 4,800 rpm Celica 2.0 GT-i 16, GT-R (ST182/ST183), MR2 (SW20)
3S-GE 94-98 86.0 mm 86.0 mm 10.3:1 1,998 cc 132 kW at 7,000 rpm 192 Nm at 4,800 rpm Celica GT, SS-II (ST202), MR2 (SW20)
3S-GE 1998 only 86.0 mm 86.0 mm 11.0:1 1,998 cc 150 kW at 7,000 rpm 210 Nm at 6,000 rpm Celica (ST202), MR2 (SW20)
3S-GE 19972005 86.0 mm 86.0 mm 11.5:1 1,998 cc 156
kW@7500 rpm 220 Nm Altezza, Caldina GT
3S-GT (503E) 1987-199? 89.0 mm 86.0 mm 7.0:1 2,140 cc 560 hp at 8,500 rpm 471 ft·lbf at 5,500 rpm 87C, 88C, Eagle HF89, Eagle Mk III
3S-GT (503E) 19871989 89.0 mm 86.0 mm 7.0:1 2,140 cc 680 hp at 8,500 rpm 471 ft·lbf at 5,500 rpm 87C, 88C (Le Mans setup with CT26R turbocharger)
3S-GT (503E) 19951996 89.0 mm 86.0 mm 7.0:1 2,140 cc 680 hp at 8,500 rpm Supra GT JZA80 (Le Mans setup, Garrett turbocharger with 55.9 mm restrictor)
3S-GT (503E) 1997 86.0 mm 86.0 mm 7.0:1 1,998 cc 480 hp at 6,800 rpm 471 ft·lbf at 4,500 rpm Supra GT JZA80 (JGTC setup with 45.3mm restrictor)
3S-GTE 86-89 86.0 mm 86.0 mm 8.5:1 1,998 cc 136 kW (182 hp) at 6,000 rpm 250 Nm (184 ft·lbf) at 3,600 rpm Celica GT-Four (ST165)
3S-GTE 90-93 86.0 mm 86.0 mm 8.8:1 1,998 cc 165 kW (221 hp) at 6,000 rpm 304 Nm (224 ft·lbf) at 3,200 rpm Celica GT-Four (ST185), MR2 (SW20)
3S-GTE 94-99 86.0 mm 86.0 mm 8.5:1 1,998 cc 180 kW (241 hp) at 6,000 rpm 304 Nm (224 ft·lbf) at 4,000 rpm Celica GT-Four (ST205), MR2 (SW20)
3S-GTE 19992007 86.0 mm 86.0 mm 9.0:1 1,998 cc 191 kW (256 hp) at 6,200 rpm 324 Nm (239 ft·lbf) at 4,400 rpm Caldina GT-T (ST215), Caldina GT-Four (ST246)
4S-Fi 87-91 82.5 mm 86.0 mm 9.3:1 1,838 cc 77 kW at 5,600 rpm 149 Nm at 2,800 rpm Single point fuel injection
4S-FE[4] 89-98 82.5 mm 86.0 mm 9.5:1 1,838 cc 115 PS (85 kW) at 5,600 rpm 157 Nm at 4,400 rpm Corona (ST170)
4S-FE 95-98 82.5 mm 86.0 mm 9.5:1 1,838 cc 92 kW at 6,000 rpm 162 Nm at 4,600 rpm MKII/Chaser (SX8x)
Vista Etoile (SV-30)
5S-FE 1990-92 87.1 mm 90.9 mm 9.5:1 2,164 cc 130 hp (97 kW) at 5,400 rpm 145 ft·lbf (196 Nm) at 4,400 rpm Celica ST184 (5th Gen) Australia, MR2 (SW21), Toyota Camry
5S-FE 19932001 87.1 mm 90.9 mm 9.5:1 2,164 cc 135 hp (101 kW) at 5,400 rpm 145 ft·lbf (196 Nm) at 4,400 rpm Celica ST204 (6th Gen) Australia, MR2 (SW21), Toyota Camry
5S-FE 19971999 87.1 mm 90.9 mm .: 2,164 cc 133 hp at 5,200 rpm 147 ft·lbf at 4,400 rpm Camry (4th Gen) U.S spec 1st semester styling
5S-FE 20002001 87.1 mm 90.9 mm .: 2,164 cc 136 hp at 5,200 rpm 150 ft·lbf at 4,400 rpm Camry (4th Gen) U.S spec 2nd semester styling
[edit] 1SThe 1.8 L (1,832 cc) 1S is the first version of the S-series engine. It is a member of Toyota's Lasre engine family (Lightweight Advanced Super Response Engine). Bore and stroke are 80.5 x 90.0 mm. The engine was first seen in 1982, and was fitted to a wide range of Toyotas, in both RWD and FWD applications.
[edit] 2SThe 2S is a 2.0 L (1,995 cc) four cylinder engine with an iron block and an alloy head. Bore and stroke are 84.0 x 90.0 mm.[1] This was to be the last of the S engine family not to be equipped with twincams.
[edit] 2S-ESecond revision of the block. Already equipped with EFI. This particular engine was used in the Toyota Camry and in the Celica on the US market. The single overhead cam was fitted with hydraulic lash adjusters in at least all US and Canadian Camrys.
[edit] 3SThe 3S is a 2.0 L (1,998 cc) inline-four engine with an iron block and an alloy head. While based on the 2S engine of very similar displacement, Toyota went through the trouble of changing the long stroke dimensions of the 2S, giving it a 2 mm wider bore and a 4 mm shorter stroke,[2] allowing for the fitment of larger valves and enabling higher power outputs.[5] First introduced in May 1984,[6] the 3S remained in production until 2007.
[edit] 3S-FCTwo-barrel carburettor version of the 3S-FE. This engine is found in lower-specification variants of the 19861992 Toyota Camry and its Holden Apollo twin (SL and SLX versions). Power is 82 kW (111 PS) at 5,600 rpm, with max torque of 166 Nm at 3,200 rpm.[3]
[edit] 3S-FEThe Toyota 3S-FE is a 16 valve 2.0 L twin camshaft, single cam gear engine built by Toyota from 1986 to 2000. It is commonly used in the Camry 19871991 model, the Celica T160/T180/T200, Carina 19871992, Carina ED 19901992 and E 19931998 models, Corona T170/T190 as well as Avensis 19972000 models and RAV4, 19942000 and Picnic/Ipsum 19962002. The 3S-FE was also used in some MR2 Mk2 cars due to its torque band being suitable for the automatic models. The 3S-FE is fitted with EFI.
[edit] 3S-GEThe Toyota 3S-GE is an in-line 4 cylinder engine in the S engine family, manufactured by Toyota and designed in conjunction with Yamaha. While the block is iron, the cylinder heads are made of aluminium alloy. The pent-roof combustion chambers are complemented by a cross-flow intake and exhaust layout.[6] The spark plug is located in the center of the combustion chamber. The firing order is 1-3-4-2, with cylinder number 1 adjacent to the timing belt. The 3S-GE was designed to be light, the first iteration 3S-GELU weighing in at a low 143 kg (315 lb).[5]
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 journals are supported on five points between the valve lifters of each cylinder and on the front of the cylinder head, and are lubricated by an oiler port located in the middle of the camshaft.
The pistons are made from an aluminium alloy, designed 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 (this is not true of the later BEAMS motors). This is commonly referred to as a "non-interference" engine. Piston pins holding the pistons in place are locked by snap rings. The "Outer Shim Type System" allows for the replacement of the shims without the need to remove the camshaft. To adjust the valve clearance, adjust the shims above the valve lifters.
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. An oil pan baffle is used to ensure that there is sufficient oil available in the oil pan.
There are four generations of the 3S-GE, which were used in the Toyota Celica, MR2, Caldina, and Altezza. All 3S-GE engines had a displacement of 2.0 L (1,998 cc). Additionally, the turbocharged 3S-GTE engines are based on the 3S-GE platform.
[edit] Generation 1The first generation 3S-GE was produced from May 1984[6] to 1989, arriving in both Northern American versions, as well as In Japan as a second variation. The Northern American engine was slightly less powerful, producing around 135 hp (101 kW). This engine was the only 3S-GE to come to North America, in the Celica GT-S (ST162). Among other things, the Japanese market version sported a more aggressive ECU and lacked the EGR valve system, pushing the output to somewhere around 160 PS (118 kW) at 6,400 rpm and 19.0 kg·m (186 N·m) of torque. The engine was originally available only in the Toyota Camry/Vista Twin Cam 2000.[6]
[edit] Generation 2The second generation was produced from 1990 to 1993, receiving a slight boost in output to 165 PS (121 kW), 156 PS (115 kW) in European markets. Peak torque went to 19.5 kg·m (191 N·m). It also proved to be a slightly more reliable engine. The second generation also did-away with the T-VIS system, which was replaced by the ACIS (Acoustic Control Induction System), proving to be much more efficient. T-VIS was, however, retained on the second-generation 3S-GTE, the turbocharged counterpart.
[edit] Generation 3The third generation 3S-GE was produced from 1994 to 1999. Power output for the Japanese market was increased to 180 PS (132 kW) as the compression ratio was increased to 10.3:1, while motors for other markets received a minor revision in 1996 for emissions (EGR) which reduced power output slightly to 170 PS (125 kW) at 7,000 rpm. Torque remains the same for both at 19.5 kg·m (191 N·m).
[edit] Generation 4
BEAMS 3S-GE 4th generation engine ("Black Top")The fourth generation 3S-GE, also known as the BEAMS 3S-GE began production in 1997. The first version was equipped with VVT-i and produced 200 PS (147 kW) at 7,000 rpm when coupled to a manual transmission. The automatic version produced 187 hp (139 kW; 190 PS) at 7000 rpm, this is believed to be an ECU restriction implemented by Toyota due to gearbox limitations. It was available in a few models sold only in Japan - the MR2 G and G-Limited, the Celica ST202 SS-II and SS-III and the Caldina. BEAMS is an acronym which stands for Breakthrough Engine with Advanced Mechanism System.
The "Grey Top" BEAMS 3S-GE was an available engine option in the RAV4 and Caldina GT in Japan. Even though the valve cover on this engine is black, it is referred to as "Grey Top" due to the grey intake plenum, to differentiate it from the Dual-VVTi "Black Top" in the Altezza. Power output is 180 PS (132 kW) at 6,600 rpm in the RAV4 and 190 PS (140 kW) in the Caldina GT.
[edit] Generation 5In 1998 a second version was released with dual VVT-i (variable timing on both the intake and exhaust cams). It came in two different spec levels dependant on what transmission it was coupled to. The version intended to be coupled with a six-speed manual came with titanium valves, battery-backed injectors and a compression ratio of 11.5:1. It made 210 PS (154 kW) at 7,600 rpm and 22.0 kg·m (216 N·m) at 6,400 rpm. The 5 speed automatic transmission version had a slightly lower compression ratio of 11.1:1, less aggressive cam profile and steel alloy valves which made for 200 PS (147 kW) at 7,000 rpm and 22.0 kg·m (216 N·m) at a considerably lower 4,800 rpm. These engines powered only the Altezza RS200
These two variants are easily identifiable by colour. The cam covers and intake plenum on the earlier model are red and on the later model, black. They are often referred to as the "Red Top" and the "Black Top" respectively. They all had a BEAMS badge attached on the valve cover, differentiated by red or grey emblem writing.
[edit] SpecificationsThese are common to all 3S-G engines except for the BEAMS 3S-GE, which has a narrower valve angle.
Capacity 1,998 cc (2.0 L)
Bore x Stroke 86 mm (3.39 in) x 86 mm (3.39 in)
Intake Valve Diameter 33.5 mm (1.32 in)
Exhaust Valve Diameter 29.0 mm (1.14 in)
Included Valve Angle 44.5 °
External Links
JDM Spec Engines - Toyota 3S-GE Egnine
[edit] 3S-GTEThe 3S-GTE is an in-line 4-cylinder 1998cc engine from Toyota, based on the 3S-GE with reduced compression ratio to accommodate the addition of a turbocharger.
There are four generations of this engine, which started manufacture in 1986 and was built until 2007.
3S-GTE usage in Toyotas
Generation Year Model
1 19861989 Celica ST165
2 19901994 Celica ST185(-1993), MR2 SW20 (MR2 Turbo)
3 19941999 Celica ST205, MR2 SW20(1995+)
4 19972003, 20032007 Caldina ST215 (GT-T), ST246 (GT-Four)
The turbochargers used in the 3S-GTE engines are Toyota designs. The first generation Toyota CT26 utilized a single entry turbine housing and a single wastegate port design. The second generation Toyota CT26 used a twin entry turbine housing with dual wastegate ports. The third-generation engine uses the (enthusiast dubbed) Toyota CT20b turbo which was of the same design as the second generation but with a slightly improved turbine housing. The fourth generation engine uses a proprietary and once again enthusiast dubbed CT15b turbocharger whose exhaust housing is actually cast into the cylinder exhaust manifold, rather than the normal practice of a separate turbine housing after the cylinder exhaust manifold. The CT20b can be used on the second generation 3S-GTE head but it is not backwards compatible with the first generation 3S-GTE. The CT15b is backwards compatible with the third generation 3S-GTE cylinder head only. All Toyota's turbochargers for the 3S-GTE generations use an internal wastegate design.
A second generation 3S-GTEDepending on where the engine was intended to be sold the exhaust turbine is either ceramic (Japan) or steel (US). It was fitted to the MR2 , Toyota Celica GT-Four, and the Caldina. Its cylinders are numbered 1-2-3-4, cylinder number 1 is beside the timing belt. The Dual Over Head Cam (DOHC) 16 valve cylinder head designed by Yamaha is made of aluminum alloy. The pent-roof combustion chambers are complemented by a cross flow intake and exhaust layout. Spark plugs are located in the middle of the combustion chambers. A distributor based system is used to fire the cylinders in a 1-3-4-2 order.
The first and third Celica generation intake charge was cooled by a Water to Air intercooler while the second, third MR2, and fourth generation relied on an Air to Air system. Also, the second generation rally homologation Celica (known as Group A Rallye in Australia, RC in Japan and Carlos Sainz Limited Edition in Europe) used the Water to Air intercooler.
The crankshaft, located within the crankcase, rotates on 5 aluminum alloy bearings and is balanced by 8 weights. Oil holes are located in the middle of the crankshaft to provide oil to the connecting rods, bearing, pistons and various other components.
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. Due to the design of the intake manifold, cylinder number 3 runs lean under normal operation. Various aftermarket solutions exist all of which require replacing the intake headers or manifold. The first two generations of 3S-GTE engines are equipped with T-VIS. The third generation uses a normal 4-runner intake manifold.
A single timing belt drives the intake and exhaust camshaft along with the oil and water pumps. The cam journal is supported on 5 points between the valve lifters of each cylinder and on the front of the cylinder head. The cam journals are lubricated by oiler port located in the middle of the camshaft. To adjust the valve clearance, adjust the shims above the valve lifters (shim over bucket system). This allows for the replacement of the shims without the need to remove the camshaft.
The pistons are made from an aluminum alloy, design to withstand high temperatures. An indentation is incorporated into the pistons to prevent the pistons from "knocking" into the valves. The compression ratio is 8.5:1 for the first and third generation and 8.8:1 for the second generation. Piston pins holding the pistons in place are locked by snap rings.
The first compression ring and the oil ring is made of steel, the second compression ring is made of cast iron. 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.
[edit] 4SThe 4S is a 1.8 L (1,838 cc), a narrower bore version of the 3S (82.5 x 86.0 mm). This was essentially a multi-valve, twin cam replacement for the 1.8-litre 1S series, with parallel differences as those between the 2S and 3S. There were both 4S-Fi (central point fuel injection) and 4S-FE (multi-point fuel injection) versions.
[edit] 5SThe 5S engine was essentially the same basic design as the 3S, but features a slightly increased bore and an increased stroke (87.1 x 90.9 mm). The total displacement was thus increased to 2.2 L (2,164 cc). It was only marketed in the American and Australian markets, and are used in the fifth and sixth generation Celica, the second generation MR2, the third and fourth generation Camry, as well as the first generation Camry Solara. Like the 3S, the 5S is of a non-interference design to prevent the pistons from striking the valves in case of a timing belt failure.
[edit] 5S-FE
A 5S-FE Engine in a 1998 Toyota Celica GTThe 5S-FE was available in several variations each being distinguished by the valve cover design. The first gen, introduced in the 19901992 Celica GT/GT-S and MR2, had a power rating of 130 hp and 144 lbs-ft/torque. the second Gen was introduced in 1993 with the fifth Gen Celica ST184, and continued on throughout the sixth Gen Celica ST204. The second gen was also used in the MR2 (SW21) and Toyota Camry/Scepter (XV10) series and had a power output of 135 hp and 145 lbs-ft/torque. It had slightly less aggressive cams, no cold start injector, a knock sensor, and more aggressive tuning to give it slightly more power. In states that had adopted California state emissions the 5S-FE was rated at 130 hp and 145 lbs-ft/torque due mainly to emission equipment used in order to meet the emissions regulations of those states. The 3rd Gen was the last 5S-FE engine to be produced and was used in the 19972001 Camry XV20 and 19992001 Camry Solara, however 1996 models received a crank angle sensor instead of a cam angle sensor for a smoother idle. From 1997-1999 the engine produced 133 hp at 5,200 rpm and 147 lbs-ft/torque at 4,400 rpm. From 20002001, the engine received modest improvements to increase power output to 136 hp at 5,200 rpm and 150 lbs-ft/torque at 4,400 rpm. The 5S-FE was replaced in all applications by the 2.4l 2AZ-FE (Toyota AZ engine).
U.S.
California specification 1994-1996 5S-FEs in the Celica and Camry used air assisted, 250cc injectors, and sequential fuel injection for reduced emissions over the grouped (2+2) firing scheme. The 1994-1995 MR2 did NOT receive this change, nor did Camrys/Celicas in Federal emissions states.[citation needed]
Camry 5S-FEs have a counter-rotating balance shaft assembly to reduce noise, vibration, and harshness. They reduce the 2nd order vibrations common to 4-cylinder engines by spinning at two-times the crankshaft speed. The 1994-1999 Celica and 1991-1995 MR2 5S-FEs lack these balance shafts, so any 5S-FE engine with balance shafts likely came from a Camry.[citation needed]
In 1997, for the 4th generation Camry, the 5S-FE was updated for the last time. The engine received a direct ignition system with external camshaft and crankshaft sensors. This system used a wasted-spark setup, and the coils were complete with integrated igniters. The engine did not use a typical coil-on-plug setup, but rather two coil/igniter assemblies mounted near cylinder four, and provided spark via normal high-tension cords ("spark plug wires"). This change means that the 1997-2001 Camry 5S-FE no longer had a distributor mounting hole and could be used with older 5S-FEs without swapping the heads.[citation needed]
The 1997-1999 Camry 5S-FE continued with the air-assisted, 250cc injectors. The Camry 5S-FE also had a factory 4-to-1 header design - in Federal form, it had no pre-catalyst, although the California version did replace the collector design of the Federal version with a warm-up pre-catalyst for reduced cold start emissions.[citation needed]
For 2000 Toyota removed the air-assisted injectors and moved to superfine atomization (~50 micrometers), 12-hole, 235cc injectors manufactured by Denso. They are of a different design, and required a change in the cylinder head casting.[citation needed]
For 2001 Toyota started fitting factory MLS (multi-layered steel) head gaskets and other metal gaskets layered with Viton to engines, including the 5S-FE. MLS head gaskets require cylinder head and cylinder block resurfacing on older engines to ensure proper sealing. The MLS head gasket did not supersede the old composite head gasket. This is the reason why.[citation needed]
The 1994-1999 Celica 5S-FE was not updated with these changes, and continued to be driven by a distributor and the older electronic control system and injectors. Any used engine marked as a 1997-2001 Camry 5S-FE with a distributor is a Celica 5S-FE or older Camry 5S-FE.[citation needed]
Stats:
Engine:
2,164 cc four EFI DOHC
Horsepower:
199092 130 hp (97 kW) at 5,400 rpm
199396 135 hp (101 kW) at 5,400 rpm
199799 133 hp (99 kW) at 5,400 rpm
200001 136 hp (101 kW) at 5,400 rpm
Torque:
199092 144 ft·lb (195 N·m) at 4,400 rpm
199396 145 ft·lb (197 N·m) at 4,400 rpm
199799 147 ft·lb (199 N·m) at 4,400 rpm
200001 150 ft·lb (203 N·m) at 4,400 rpm
Bore:
87.1 mm (3.43 in)
Stroke:
90.9 mm (3.58 in)
Compression ratio:
9.5:1
Models with this engine:
ST204 (US Generation 6 Celica GT)
ST184 (US Generation 5 Celica GT, GT-S and SX. Australian Generation 5 Celica SX)
SW21 (US Generation 2 MR2 N/A)
SXV10 (Camry 199296)
SXV20 (Camry 199701)
[edit] 5S-FNEEssentially a CNG version of the 5S-FE. This engine was fitted to the XV20 Camry in California to fleet customers in 1999.[7]
[edit] References1.^ a b Büschi, Hans-Ulrich, ed (March 10, 1983). Automobil Revue '83. 78. Berne, Switzerland: Hallwag, AG. p. 526. ISBN 3-444-06065-3.
2.^ a b c World Cars 1985. Pelham, NY: The Automobile Club of Italy/Herald Books. 1985. pp. 391, 393, 395. ISBN 0-910714-17-7.
3.^ a b Mastrostefano, Raffaele, ed (1990) (in Italian). Quattroruote: Tutte le Auto del Mondo 1990. Milano: Editoriale Domus S.p.A. p. 337.
4.^ Tutte le Auto del Mondo 1990, p. 1033
5.^ a b All About the Toyota Twin Cam, 2nd ed., Tokyo, Japan: Toyota Motor Company, 1984, p. 17,
http://www.3sgte.com/page_19.htm
6.^ a b c d Toyota Twin Cam, p. 16
7.^ Johnson, Erik (November 2008). "Toyota Camry CNG Hybrid Concept - Auto Shows". Car and Driver. Hachette Filipacchi Media.
http://www.caranddriver.com/news/car/08q4/toyota_camry_cng_hybrid_concept-auto_shows. Retrieved 2010-06-15.
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