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Toyota S engine
Toyota S engine
Toyota S engine
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Toyota S engine
3S-GE engine in a Toyota Altezza
Overview
ManufacturerToyota Motor Corporation
Production1980–2007
Layout
ConfigurationInline-four engine
Chronology
SuccessorToyota AZ engine
Toyota AR engine

The Toyota S Series engines are a family of straight-four petrol (or CNG) engines with displacements between 1.8 and 2.2 litres, produced by Toyota Motor Corporation from January 1980 to August 2007. The S series has cast iron engine blocks and aluminium cylinder heads. This engine was designed around the new LASRE technology for lighter weight – such as sintered hollow camshafts.[1]

Table of S-block engines

[edit]
S block engines
Code Years Bore Stroke Compr. Displ. Power Torque Notes
1S[2] 1982–1988 80.5 mm 90.0 mm 9:1 1,832 cc 90 PS (66 kW; 89 hp) at 5,200/5,400 rpm 142 N⋅m (105 lbf⋅ft) at 3,400 rpm Camry (SV10 export)
1S-L[3] Unknown 80.5 mm 90.0 mm 9:1 1,832 cc 68 kW (92 PS; 91 hp) at 5,200 rpm 142 N⋅m (105 lbf⋅ft) at 3,400 rpm Corona (ST150) (New Zealand, Latin America)
1S-U
1S-LU 		1982–1986 80.5 mm 90.0 mm 9:1 1,832 cc 100 PS (74 kW; 99 hp) at 5,400 rpm 152 N⋅m (112 lbf⋅ft) at 3,400 rpm
1S-iLU[4] 1983–1986 80.5 mm 90.0 mm 9:1 1,832 cc 105 PS (77 kW; 104 hp) at 5,400 rpm 157–160 N⋅m (116–118 lbf⋅ft) at 2,800-3,000 rpm
1S-iL 1986 80.5 mm 90.0 mm 9:1 1,832 cc 90 PS (66 kW; 89 hp) at 5,200 rpm 142 N⋅m (105 lbf⋅ft) at 3,400 rpm EU
1S-E 1984–1987 80.5 mm 90.0 mm Unknown 1,832 cc Unknown Unknown Cressida/MKII/Chaser (SX60)
1S-ELU[4] 1983–1986 80.5 mm 90.0 mm 9:1 1,832 cc 115 PS (85 kW; 113 hp) at 5,400 rpm 164 N⋅m (121 lbf⋅ft) at 4,000 rpm Corona FF (ST150)
1S-EL 1986 80.5 mm 90.0 mm 9:1 1,832 cc 100 PS (74 kW; 99 hp) at 5,200 rpm 154 N⋅m (114 lbf⋅ft) at 4,000 rpm EU
2S 1984–??? 84.0 mm 90.0 mm Unknown 1,995 cc Unknown Unknown
2S-C 1983–1986 84.0 mm 90.0 mm 8.7:1 1,995 cc 73 kW (99 PS; 98 hp) at 5,200 rpm 157 N⋅m (116 lbf⋅ft) at 3,200 rpm Corona (ST141) (Australia)
Celica (SA6x) (not US)
2S-E 1982–1987 84.0 mm 90.0 mm 8.7:1 1,995 cc 92 hp (69 kW; 93 PS) at 4,200 rpm 153 N⋅m (113 lbf⋅ft) at 2,400 rpm
2S-E 1986 84.0 mm 90.0 mm 8.7:1 1,995 cc 97 hp (72 kW; 98 PS) Unknown US (but not Canadian) Camrys; The extra power is related to new timing, which is now electronically controlled.
2S-E 1986 84.0 mm 90.0 mm 9:1 1,995 cc 107 PS (79 kW; 106 hp) Unknown Carina II ST151
2S-ELU 1986 84.0 mm 90.0 mm 8.7:1 1,995 cc 120 PS (88 kW; 118 hp) at 5,400 rpm 173 N⋅m (128 lbf⋅ft) at 4,000 rpm Camry/Vista (SV10)
2S-EL 1984–1986 84.0 mm 90.0 mm 9:1 1,995 cc 107 PS (79 kW; 106 hp) at 5,200 rpm 166–173 N⋅m (122–128 lbf⋅ft) at 4,000 rpm Camry (SV11), EU
Toyota Corona (ST151), NZ
2S-ELU 1986 84.0 mm 90.0 mm 9:1 1,995 cc 98 hp (73 kW; 99 PS) at 5,400 rpm 160 N⋅m (120 lbf⋅ft) at 4,000 rpm US
2S-E 1986 84.0 mm 90.0 mm 8.7:1 1,995 cc 100 PS (74 kW; 99 hp) at 5,400 rpm 161 N⋅m (119 lbf⋅ft) at 4,000 rpm Camry SV11
3S-FC[5] 1987–1991 86.0 mm 86.0 mm 9.8:1 1,998 cc 115 PS (85 kW; 113 hp) at 5,600 rpm
82 kW (111 PS; 110 hp) at 5,600 rpm (Aus) 		166 N⋅m (122 lbf⋅ft) at 3,200 rpm Catalyzed
Camry (SV21)
Holden Apollo (JK/JL)
3S-FE 1987–1990 86.0 mm 86.0 mm 9.8:1 1,998 cc 90 kW (122 PS; 121 hp) at 5,600 rpm 169 N⋅m (125 lbf⋅ft) at 4,400 rpm Celica GT (US), Celica ZR (Japan, ST162)
3S-FE 1987–1994 86.0 mm 86.0 mm 9.8:1 1,998 cc 115 PS (85 kW; 113 hp) at 5,600 rpm 162 N⋅m (119 lbf⋅ft) at 4,400 rpm Equipped with catalytic converter
3S-FE 1995–1998 86.0 mm 86.0 mm 9.8:1 1,998 cc 130 PS (96 kW; 128 hp) at 6,000 rpm 178 N⋅m (131 lbf⋅ft) at 4,400 rpm Refined valve timing and ECU settings, introduced with Carina E (ST190) model
3S-FE 1998–2000 86.0 mm 86.0 mm 9.8:1 1,998 cc 94 kW (128 PS; 126 hp) at 6,000 rpm 178 N⋅m (131 lbf⋅ft) at 4,400 rpm Slightly less power with better torque characteristics. Stricter pollution control. Introduced with the new Avensis (ST220) model
3S-FSE 2001–2003(?) 86.0 mm 86.0 mm 9.8:1 1,998 cc 107 kW (145 PS; 143 hp) at 6,000 rpm 196 N⋅m (145 lbf⋅ft) at 4,400 rpm D-4 (Direct injection); Corona Premio G D-4 Package (ST210),[6] Nadia D-4 (SXN10-AHSEH)[7]
3S-GE 1985–1989 86.0 mm 86.0 mm 9.2:1 1,998 cc 103 kW (140 PS; 138 hp) at 6,200 rpm 175 N⋅m (129 lbf⋅ft) at 4,800 rpm Celica 2.0 GT-i 16, GT-R, GT-S (ST162)
3S-GE 1989–1993 86.0 mm 86.0 mm 10.0:1 1,998 cc 115 kW (156 PS; 154 hp) at 6,600 rpm 186 N⋅m (137 lbf⋅ft) at 4,800 rpm Celica 2.0 GT-i 16, GT-R (ST182/ST183), MR2 (SW20)
3S-GE 1994–1998 86.0 mm 86.0 mm 10.3:1 1,998 cc 132 kW (180 PS; 178 hp) at 7,000 rpm 192 N⋅m (142 lbf⋅ft) at 4,800 rpm Celica GT, SS-II (ST202), MR2 (SW20), Curren ZS (ST206)
3S-GE 1997–1998 86.0 mm 86.0 mm 11.0:1 1,998 cc 147 kW (200 PS; 197 hp) at 7,000 rpm 210 N⋅m (155 lbf⋅ft) at 6,000 rpm Celica (ST202), MR2 (SW20)
3S-GE 1997–1998 86.0 mm 86.0 mm 10.5:1 1,998 cc 140 kW (190 PS; 188 hp) at 7,000 rpm 210 N⋅m (155 lbf⋅ft) at 6,000 rpm RAV4 (SXA10), Caldina (ST210)
3S-GE 1997–2005 86.0 mm 86.0 mm 11.5:1 1,998 cc 156 kW (212 PS; 209 hp) at 7,500 rpm 220 N⋅m (162 lbf⋅ft) Altezza, Caldina GT
3S-GT (503E) 1987–199? 89.0 mm 86.0 mm 7.0:1 2,140 cc 560 PS (412 kW; 552 hp) at 8,500 rpm 639 N⋅m (471 lb⋅ft) at 5,500 rpm 87C, 88C, Eagle HF89, Eagle Mk III
503E 1987–1989 89.0 mm 86.0 mm 7.0:1 2,140 cc 680 PS (500 kW; 671 hp) at 8,500 rpm 639 N⋅m (471 lb⋅ft) at 5,500 rpm 87C, 88C (Le Mans setup with CT26R turbocharger)
503E 1995–1996 89.0 mm 86.0 mm 7.0:1 2,140 cc 680 PS (500 kW; 671 hp) at 8,500 rpm Unknown Supra GT JZA80 (Le Mans setup, Garrett turbocharger with 55.9 mm restrictor)
503E 1997 86.0 mm 86.0 mm 7.0:1 1,998 cc 480 PS (353 kW; 473 hp) at 6,800 rpm 639 N⋅m (471 lb⋅ft) at 4,500 rpm Supra GT JZA80 (JGTC setup with 45.3 mm restrictor)
3S-GTE 1986–1989 86.0 mm 86.0 mm 8.5:1 1,998 cc 185 PS (136 kW; 182 hp) at 6,000 rpm 250 N⋅m (184 lbf⋅ft) at 3,600 rpm Celica GT-Four (ST165)
3S-GTE 1990–1993 86.0 mm 86.0 mm 8.8:1 1,998 cc 224 PS (165 kW; 221 hp) at 6,000 rpm 304 N⋅m (224 lbf⋅ft) at 3,200 rpm Celica GT-Four (ST185), MR2 (SW20)
3S-GTE 1994–1999 86.0 mm 86.0 mm 8.5:1 1,998 cc 245 PS (180 kW; 242 hp) at 6,000 rpm 304 N⋅m (224 lbf⋅ft) at 4,000 rpm Celica GT-Four (ST205), MR2 (SW20)
3S-GTE 1999–2007 86.0 mm 86.0 mm 9.0:1 1,998 cc 260 PS (191 kW; 256 hp) at 6,200 rpm 324 N⋅m (239 lbf⋅ft) at 4,400 rpm Caldina GT-T (ST215W), Caldina GT-Four (ST246W)
4S-Fi 1987–1991 82.5 mm 86.0 mm 9.3:1 1,838 cc 105 PS (77 kW; 104 hp) at 5,600 rpm 149 N⋅m (110 lbf⋅ft) at 2,800 rpm Single point fuel injection
Carina ED/Corona EXiV
(ST180/181 Phase 1)
4S-FE[8] 1989–1998 82.5 mm 86.0 mm 9.5:1 1,838 cc 115 PS (85 kW; 113 hp) at 5,600 rpm 157 N⋅m (116 lbf⋅ft) at 4,400 rpm Corona (ST170)
Carina ED/Corona EXiV
(ST180/181 Phase 2 and 3)
4S-FE 1995–1998 82.5 mm 86.0 mm 9.5:1 1,838 cc 125 PS (92 kW; 123 hp) at 6,000 rpm 162 N⋅m (119 lbf⋅ft) at 4,600 rpm MKII/Chaser (SX80)
Vista Etoile (SV30)
5S-FE 1990–1992 87.0 mm 91.0 mm 9.5:1 2,164 cc 132 PS (97 kW; 130 hp) at 5,400 rpm 197 N⋅m (145 lb⋅ft) at 4,400 rpm Celica ST184 (5th Gen) Australia, MR2 (SW21), Toyota Camry
5S-FE 1993–2001 87.0 mm 91.0 mm 9.5:1 2,164 cc 137 PS (101 kW; 135 hp) at 5,400 rpm 197 N⋅m (145 lb⋅ft) at 4,400 rpm Celica ST204 (6th Gen) Australia, MR2 (SW21), Toyota Camry
5S-FE 1997–1999 87.0 mm 91.0 mm 9.5:1 2,164 cc 135 PS (99 kW; 133 hp) at 5,200 rpm 199 N⋅m (147 lb⋅ft) at 4,400 rpm Camry (4th Gen) U.S. spec 1st semester styling
5S-FE 2000–2001 87.0 mm 91.0 mm 9.5:1 2,164 cc 138 PS (101 kW; 136 hp) at 5,200 rpm 203 N⋅m (150 lb⋅ft) at 4,400 rpm Camry (4th Gen) U.S. spec 2nd semester styling

1S

[edit]

The 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 1981, and was fitted to a wide range of Toyotas, in both RWD and FWD applications.

1S (1S-U)

[edit]

Original 1S engine, designed for longitudinal, rear-wheel-drive applications. Designated 1S-U with Japanese emissions controls.

1S-L (1S-LU)

[edit]

Adaption of the 1S engine, designed for transverse, front-wheel-drive applications. Designated 1S-LU with Japanese emissions controls.

  • Production: March 1982 — August 1983
  • Displacement: 1832 cc
  • Mounting: transverse
  • Type: SOHC 8-valve
  • Bore/stroke: 80.5 × 89.9 mm
  • Compression ratio: 9.1
  • Outputs:
    • 100 PS (74 kW) at 5,400 rpm / 152 N⋅m (112 lb⋅ft) at 3,400 rpm
  • Applications:

1S-iL (1S-iLU; 1S-i)

[edit]

Adaption of the 1S-L engine, with added central injection (Ci). Designated 1S-iLU with Japanese emissions controls.

Later versions renamed 1S-i. Sometimes labelled 1S-Ci in marketing material.

  • Production: September 1983 — April 1988
  • Displacement: 1832 cc
  • Mounting: transverse
  • Type: SOHC 8-valve, central injection
  • Bore/stroke: 80.5 × 89.9 mm
  • Compression ratio: 9.1
  • Outputs:
    • 85 PS (63 kW) at 5,200 rpm / 142 N⋅m (105 lb⋅ft) at 3,000 rpm
    • 105 PS (77 kW) at 5,400 rpm / 157 N⋅m (116 lb⋅ft) at 3,000 rpm
    • 105 PS (77 kW) at 5,400 rpm / 160 N⋅m (118 lb⋅ft) at 3,000 rpm
  • Applications:

1S-EL (1S-ELU; 1S-E)

[edit]

Adaption of the 1S-L engine, with added multiport fuel injection. Designated 1S-ELU with Japanese emissions controls.

Later versions renamed 1S-E.

  • Production: September 1983 — April 1988
  • Displacement: 1832 cc
  • Mounting: transverse
  • Type: SOHC 8-valve, multipoint fuel injection
  • Bore/stroke: 80.5 × 89.9 mm
  • Compression ratio: 9.1
  • Outputs:
    • 115 PS (85 kW) at 5,400 rpm / 164 N⋅m (121 lb⋅ft) at 4000 rpm
  • Applications:

2S

[edit]

The 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.[2] This was to be the last of the S engine family not to be equipped with double overhead camshafts.

The 2S (with no extra letters at the end) is carburetted.

2S-C

[edit]

The 2S-C is the same as the 2S except it has US emissions controls.

It was used in the Australian delivered SA63 Celica (replacing the 21R-C powered RA60), and ST141 Corona.

2S-E, 2S-EL, 2S-ELU, 2S-ELC

[edit]

The 2S-E is the same as the 2S except it uses EFI. This particular engine was used in the Camry and in the Celica ST161. It was fitted with hydraulic lash adjusters.

The 2S-EL, 2S-ELU and 2S-ELC are the same as the 2S-E except they are transversely mounted (as fitted to the V10 Camry). The 2S-ELU has Japanese emission controls and the 2S-ELC has US emission controls.

3S

[edit]

The 3S is a 2.0 L (1,998 cc) inline-four engine with an iron block and an alloy head. Similar to the 2S engine, the bore was increased to 86.0 mm and the stroke was reduced to 86.0 mm,[9] allowing for the fitment of larger valves and enabling higher power outputs.[10] First introduced in May 1984,[11] the 3S remained in production until 2007.

3S-FC

[edit]

Two-barrel carburettor version of the 3S-FE. This engine is found in lower-specification variants of the 1986–1992 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 N⋅m (122 lb⋅ft) at 3,200 rpm.[5]

3S-FE

[edit]
3S-FE engine in a 1997 RAV4 (XA10)

The Toyota 3S-FE is a 16-valve 2.0 L twin camshaft, single cam gear engine built by Toyota from 1986 to 2000. European version produces 128 PS (94 kW; 126 hp) at 7,900 rpm and 179 Nm (132 ft-lb) at 4,400 rpm without a catalytic converter; with, maximum power is 121 PS (89 kW; 119 hp).[12] It is commonly used in the Camry 1987–1992 model, the Celica T160/T180/T200, Carina 1987–1992, Carina 1988–2001, Caldina 1992–2002, Carina ED 1985–1998 and Carina E 1993–1998 models, Corona T170/T190 as well as Avensis 1997–2000 models and RAV4, 1994–2000, Picnic/Ipsum 1996–2002 and Comfort 2001–2007. 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. The 3S-FE engine is fitted with a cast iron crankshaft, whereas the 3S-GE/GELU engines have forged crankshafts.[11]

The 3S-FSE was a direct injection engine with Toyota D4 system. A cam driven high pressure fuel pump is at the #4 end of the head. This engine was only released in Japan, and installed in the Camry (Windom).

3S-GE

[edit]

The Toyota 3S-GE (originally titled 3S-GELU in transversely-mounted applications with Japanese emission controls), 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 head is made of aluminium alloy. The pent-roof combustion chambers are complemented by a cross-flow intake and exhaust layout.[11] 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).[10]

The forged crankshaft,[11] 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 - an acronym which stands for Breakthrough Engine with Advanced Mechanism System - 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 to the oil pump.

There are five generations of the 3S-GE, which were used in the Toyota Celica, Toyota Corona, MR2, Caldina, RAV4, 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.

Generation 1

[edit]

The first-generation 3S-GE was produced from May 1984[11] to 1989, arriving in both North American versions, as well as in Japan as a second variation. The North American engine was slightly less powerful, producing around 135 bhp (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 in particular in the Toyota Camry/Vista Twin Cam 2000 (3S-GELU for V10s, 3S-GE for V20s)[11] and Toyota Corona *T150 (limited chassis version - ST162 with 3S-GELU).

Generation 2

[edit]

The second generation was produced from 1990 to 1993, receiving a slight boost in output to 165 PS (121 kW) at 6,800 rpm in Japanese specifications, 156 PS (115 kW) at 6,600 rpm in European markets. Peak torque went to 191 N⋅m (141 lb⋅ft) at 4,800 rpm, 186 N⋅m (137 lb⋅ft) in Europe.[13] 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.

Generation 3

[edit]

The third-generation 3S-GE was produced from 1994 to 1999. Power output for the Japanese market was increased to 180 PS (132 kW; 178 hp) 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; 168 hp) at 7,000 rpm. Torque remains the same for both at 19.5 kg⋅m (191 N⋅m).

Generation 4

[edit]
Timing belt on a fourth generation 3S-GE
Fourth generation 3S-GE

The fourth-generation 3S-GE, also known as the 'Red Top BEAMS' 3S-GE began production in 1997. BEAMS is an acronym which stands for Breakthrough Engine with Advanced Mechanism System. The first version was equipped with VVT-i and produced 200 PS (147 kW; 197 hp) at 7,000 rpm when coupled to a manual transmission. The automatic version produced 190 PS (140 kW; 187 bhp) 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 and the Celica ST202 SS-II and SS-III.

The second version generation 4 3S-GE, the 'Grey Top BEAMS' 3S-GE, was an available engine option in the RAV4 and second-generation Caldina Active Sports GT in Japan. Even though the valve cover on this engine is black, it is referred to as the "Grey Top", taking its name from the grey intake plenum colouring. This naming is as such to differentiate it from the fifth-generation Dual-VVTi "Black Top" in the Altezza. Power output is 180 PS (132 kW; 178 hp) at 6,600 rpm in the RAV4 and 190 PS (140 kW; 187 hp) in the Caldina GT. The mechanical differences between the Red Top and Grey Top are the exhaust manifold and the ECU. Wiring is identical.

The bottom end is shared with the gen 4 3S-GTE aside from higher compression pistons. Casting provisions exist in the heads for Exhaust VVT solenoid, and RWD water gallery is open, behind the alternator mount. Rear oil drain at the back of the head is in a different position.

Gen 4 also runs a manual throttle body.

This engine was used in some TTE WRC Corollas (modified for Turbo).

Generation 5

[edit]
BEAMS 3S-GE 5th-generation engine ("Black Top")

In 1998, the fifth and final version of the 3S-GE was released, found only in the Japanese-delivered Altezza RS200. The 'Black Top' as it came to be referred to as, was fitted with a dual VVT-i system that adjusted timing on both intake and exhaust camshafts and came in two different spec levels dependent on which transmission it was coupled to. Compression ratio was raised to 11.5:1 and rods and pistons were lightened for a higher redline.

Gen 5 uses electronic controlled throttle with cable (semi-drive by wire), so no idle speed controller is required. A returnless fuel rail is also used.

The MT version that came equipped with the J160 6-speed manual transmission featured larger diameter titanium intake valves measuring 35mm, larger exhaust valves measuring 29.5mm also made from titanium, a larger 33mm bucket, and stiffer valve springs. It made 210 PS (154 kW; 207 hp) at 7,600 rpm and 22.0 kg⋅m (216 N⋅m) at 6,400 rpm.

Compared to the MT version, the 5-speed AT version came equipped with the A650E 5Super ECT (with manual shift mode) automatic transmission, a less aggressive cam profile, smaller steel-alloy valves and smaller 31mm buckets. This engine made 200 PS (147 kW; 197 hp) at 7,000 rpm and 22.0 kg⋅m (216 N⋅m) at 4,800 rpm. The MT and AT versions produce equal peak torque, however, the AT version achieves this at 4,800 rpm, with the MT version achieving this at 6,400 rpm. Externally, the AT model can be identified by differences in the wiring loom and the lack of an acoustic blanket on the intake plenum.

Specifications

[edit]
3S-GE Specifications
Gen 1 Gen 2 Gen 3 Gen 4 Gen 5 AT Gen 5 MT
Capacity 1,998 cc (2.0 L)
Bore x Stroke 86 mm (3.39 in) x 86 mm (3.39 in)
Variable Performance Mechanism T-VIS ACIS VVT-i Dual VVT-i
Compression Ratio 9.2:1 10:1 10.3:1 11:1 11.5:1
Valve Material Steel-Alloy Titanium
Intake Valve Diameter 33.5 mm (1.32 in) 34.5 mm (1.36 in) 34.5 mm (1.36 in) 35 mm (1.38 in)
Exhaust Valve Diameter 29.0 mm (1.14 in) 29.5 mm (1.16 in) 29.5 mm (1.16 in) 29.5 mm (1.16 in)
Included Valve Angle 25 ° 22.5 °

3S-GTE

[edit]
Toyota 3S-GTE engine in a Celica ST165.

The 3S-GTE is an in-line 4-cylinder 1,998 cc (2.0 L; 121.9 cu in) engine from Toyota, based on the 3S-GE with the addition of under piston oil squirters and a 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. The turbochargers used in the 3S-GTE engines are Toyota designs and use an internal wastegate design. Depending on where the engine was intended to be sold the exhaust turbine is either ceramic (Japan) or steel (US and Australia). It was fitted to the MR2 (North America and Japan only. There is no official MR2 for the European market with this engine.), Toyota Celica GT-Four, and the Caldina GT-T and GT-Four.

3S-GTE usage in Toyotas[14]
Generation Year Model Power Torque
1 1986–1989 Celica ST165
  • 185 PS (136 kW; 182 hp) @ 6000 rpm
  • 190 hp (142 kW; 193 PS) @ 6000 rpm (North America)
  • 250 N⋅m (184 lbf⋅ft) @ 4000 rpm
  • 258 N⋅m (190 lbf⋅ft) @ 4000 rpm (North America)
2 1990–1993
  • Celica ST185
  • MR2 (1990–1992 Turbo)
  • MR2 (North America 1991 1995)
  • 200 hp (149 kW; 203 PS) @ 6000 rpm (North America)
  • 205 hp (153 kW; 208 PS) @ 6000 rpm (European Carlos Sainz/Australia Group A Rallye)
  • 225 PS (165 kW; 222 hp) @ 6000 rpm (Japan, GT-Four & GT-Four Rally, MR2)
  • 235 PS (173 kW; 232 hp) @ 6000 rpm (Japan, GT-Four RC)
  • 271 N⋅m (200 lbf⋅ft) @ 3200 rpm (North America)
  • 281 N⋅m (207 lbf⋅ft) @ 3200 rpm (UK)
  • 275 N⋅m (203 lbf⋅ft) @ 3200 rpm (Group A Rallye)
  • 304 N⋅m (224 lbf⋅ft) @ 3200 rpm (Japan, ST185/MR2)
  • 304 N⋅m (224 lbf⋅ft) @ 4000 rpm (Japan, GT-Four RC)
3 1994–1999
  • 245 PS (180 kW; 242 hp) @ 6000 rpm (MR2)
  • 244 PS (179 kW; 241 hp) @ 6000 rpm (Japan, ST205)
  • 302 N⋅m (223 lbf⋅ft) @ 4000 rpm (ST205 Group A)
  • 304 N⋅m (224 lbf⋅ft) @ 4000 rpm
4 1997–2001 Caldina ST215 (GT-T) 260 PS (191 kW; 256 hp) @ 6200 rpm 324 N⋅m (239 lbf⋅ft) @ 4400 rpm
4.5 2002–2007 Caldina ST246 (GT-Four) 260 PS (191 kW; 256 hp) @ 6200 rpm 324 N⋅m (239 lbf⋅ft) @ 4400 rpm

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 crankshaft, located within the crankcase, rotates on five aluminum 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 various other components.

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 in the first two generations, a shim over bucket system is employed. In the following generations a shim under bucket system is used.

The pistons are made from an aluminum alloy designed to withstand high temperatures. An indentation is incorporated into the pistons to prevent the pistons from hitting the valves if the timing belt breaks. 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.

First Generation

[edit]

The first-generation Toyota CT26 utilized a single entry turbine housing and a single wastegate port design. It was fitted to the first generation Toyota Celica GT-Four (ST165). The intake charge was cooled by a water-to-air intercooler and the intake manifold design is Toyota's T-VIS. It has 8 independent ports and benefits from the inertia build up to improve engine torque at low and medium speeds by closing 4 ports below a certain RPM and throttle position to increase air speed and maximize fuel atomization and opening all 8 at higher engine loads for better air volume. Air metering is through an air flow meter and there is no factory BPV/BOV in this generation. Fuel delivery is through 430 cc injectors while air is fed through a 55 mm (2.2 in) throttle body and 7.15 mm (0.281 in) intake and exhaust valve lift. Compression ratio is 8.5:1 and produces 182–190 hp (136–142 kW; 185–193 PS) and 190 lb⋅ft (258 N⋅m) with a factory 8-9 psi of boost. Fuel cut is at 12 psi.[14]

Second Generation

[edit]
A second-generation 3S-GTE

The second-generation Toyota CT26 used a twin entry turbine housing with dual wastegate ports. It was fitted to the second generation Toyota Celica GT-Four (ST185) as well as the Toyota MR2 Turbo (SW20). The intake charge is cooled by an air-to-air intercooler either top-mounted in the Celica or side-mounted in the MR2. The rally homologation Celica (known as GT-Four RC in Japan, Group A Rallye in Australia, or Carlos Sainz Limited Edition in Europe) used a top-mounted water-to-air intercooler and is distinguished by a hood vent rather than a hood scoop as found in the non-homologation ST185s. This generation retains the T-VIS intake manifold and the Air Flow Meter. A factory BPV is included in the SW20 MR2 Turbo but not on the Celicas. Compression ratio is 8.8:1 and produces 200–232 hp (149–173 kW; 203–235 PS) and 200–224 lb⋅ft (271–304 N⋅m). This generation retains the injector size and throttle body size from the previous generation. However, boost is increased to 10-11 psi in the ST185 and MR2 while it is increased to 16 psi in the ST185RC.[15] Intake and exhaust valve lift is significantly increased to 8.2 mm (0.32 in).

Third Generation

[edit]

The third-generation engine uses the Toyota C20b turbo, which was of the same design as the second-generation but with a slightly improved turbine housing and larger compressor wheel. A factory BPV is installed on all applications. The intake charge is cooled by a water-to-air top-mounted intercooler similar in shape to the ST185RC WTA. One can tell the difference as the ST205 WTA is black while the ST185 WTA is silver with a black centre. This generation does away with T-VIS and uses a normal 4 runner intake with the same port shape and size as the NA engine (but with larger injector holes for side feed). The Air Flow Meter is also removed in favor of a MAP sensing system (prior generations used a MAP sensor only for the purpose of the factory boost gauge and determining overboost fuel cut). Various increases included injector size (540 cc), boost (13 psi), overboost fuel cut limit (18 psi), intake cam lift (8.7 mm [0.34 in]), throttle body size (60 mm [2.4 in]), and a 10 mm (0.39 in) increase in exhaust ports. Exhaust valve lift is retained at 8.2 mm (0.32 in).[14] In late 1997, the block casting was revised with added support around the head to prevent block cracking problems.[15] The C20b turbo found in this generation is backwards compatible with the second generation motors, however not the first generation. Further improvements include a factory oil catch can. Compression is reduced down to 8.5:1 however power is improved to 245–255 PS (180–188 kW; 242–252 hp) and 304 N⋅m (224 lbf⋅ft).

Fourth Generation

[edit]

The fourth-generation engine uses a proprietary CT15B turbocharger. This generation was used in the Toyota Caldina GT-T AWD Wagon (ST215). The 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. Due to this, the CT15 is backwards compatible with the third-generation 3S-GTE cylinder head only, not either the first or second generation. Intake charge was cooled by an air-to-air top-mounted intercooler fed through a new side-feed intake manifold. This generation utilizes a coil-on-plug ignition system and 550 cc injectors. Boost remains at 13-14 psi, however overboost fuel cut is increased to 21 psi. Compression is increased to 9:1 and produces 260 PS (191 kW; 256 hp) and 324 N⋅m (239 lbf⋅ft).

Fifth Generation

[edit]

The fifth-generation engine uses the same turbo as the fourth generation model. This generation was used in the Toyota Caldina GT-Four (ST246). There are only minor differences to this engine compared to the previous version and due to only limited markets receiving the ST246, very little is known and very few are aware of the engine. Differences include longer injectors to be closer to the intake ports. The intake manifold returns to a center-feed type fed by an air-to-air top-mounted intercooler. This intercooler is slightly smaller than the previous generation and is oriented slightly different than any of the previous generations. It is tilted more towards the front of the car. The coil-on-plug ignition is different in this generation and it is not compatible with the ST215 ECU. The valve cover is different as for the first time in the 3S-GTE series as the oil filler hole is on top of the exhaust camshaft instead of the intake. Other differences include the first time that there is no oil cooler in this generation as well as OBD2 diagnostics. Despite the downsize in various components of this generation, power is retained at 260 PS (191 kW; 256 hp) and 324 N⋅m (239 lbf⋅ft).[16]

Specifications

[edit]
3S-GTE Specifications[14][15]
Gen 1 Gen 2 Gen 3 Gen 4 Gen 4.5
Capacity 1,998 cc (2.0 L; 121.9 cu in)
Bore x Stroke 86 mm × 86 mm (3.39 in × 3.39 in)
Variable Performance Mechanism T-VIS Traditional
Ignition Distributor Coil-on-Plug
Compression Ratio 8.5:1 8.8:1 8.5:1 9.0:1 9.0:1
Valve Material Steel-Alloy Heat-Treated Steel with Nitride
Intake Valve Diameter 33.5 mm (1.32 in)
Exhaust Valve Diameter 29.0 mm (1.14 in)
Intake Valve Lift 7.15 mm (0.281 in) 8.2 mm (0.32 in) 8.7 mm (0.34 in) 8.75 mm (0.344 in) 8.4 mm (0.33 in)
Exhaust Valve Lift 7.15 mm (0.281 in) 8.2 mm (0.32 in)
Injector Size Top-Feed 430 cc Side-Feed 430 cc Side-Feed 540 cc Top-Feed 540 cc Extended length Top-Feed 540 cc
Turbo (All Single Turbo) Single-Entry CT26 Dual-Entry CT26 Dual-Entry CT20b Cast-in-manifold Single-Entry CT15B
Intake Manifold Center Feed Side Feed Center Feed
Intercooler WTA TMIC ATA TMIC/SMIC (ST185RC - WTA) WTA TMIC/SMIC ATA TMIC
Factory Boost 8–9 psi (0.55–0.62 bar) 10–11 psi (0.69–0.76 bar) 13 psi (0.90 bar)
Fuel Cut 12 psi (0.83 bar); ST185RC - 16 psi (1.1 bar) 18 psi (1.2 bar) 21 psi (1.4 bar)

503E

[edit]

The 503E was used to power a number of Toyota Sports cars, including the Toyota 88C Group C entry and the All American Racers-built Eagle HF89/HF90 and Eagle MkIII IMSA Grand Touring Prototypes. It was hand-built by Toyota Racing Development in Torrance, California and produced up to 600 kW (800 bhp). The 3S-GTE was later based on its design. They are similar engines, though not identical.[citation needed]

The Toyota TOM'S Supra GT500 race car used a version of the 3S-GTE known as the 3S-GT, another name for the 503E which was detuned to 360 kW (480 bhp), in accordance to the regulations of GT500 at the time. This was due to the Supra's conventional engine, the 2JZ, being deemed as too front-heavy for the race car.[17]

4S

[edit]

The 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.

4S-Fi

[edit]

105 PS (77 kW; 104 hp) and 149 N⋅m (110 lb⋅ft), central-point fuel injection.

Applications

4S-FE

[edit]
Applications

5S

[edit]

The 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 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.

5S-FE

[edit]
A 5S-FE Engine in a 1998 Toyota Celica GT

The 5S-FE was available in several variations each being distinguished by valve cover design. The first generation, introduced in the 1990–92 Celica GT/GT-S and MR2, had a power rating of 130 hp and 144 lb ft of torque. The second generation was introduced in 1993 with the fifth generation (ST184) Celica, and continued through the sixth generation (ST204) Celica. The second generation was also used in the MR2 (SW21) and Camry/Scepter (XV10) series and had a power output of 135 hp and 145 lb ft of 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 emission standards the 5S-FE was rated at 130 hp and 145 lb ft of torque due mainly to emission equipment used to meet those emission regulations. The third generation was the last 5S-FE engine produced and was used in the 1997–01 Camry XV20 and 1999–01 Camry Solara; however, from 1996 onward, the engine received a crank angle sensor instead of a cam angle sensor for a smoother idle. From 1997 to 1999 the engine produced 133 hp at 5,200 rpm and 147 lb ft of torque at 4,400 rpm. From 2000 to 2001, the engine received modest improvements to increase power output to 136 hp at 5,200 rpm and 150 lb ft of torque at 4,400 rpm. The 5S-FE was replaced in all applications by the 2.4 L 2AZ-FE.

California specification 1994-1996 5S-FEs in the Celica and Camry used air-assisted, 250 cc 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. These reduce the second order vibrations common to four-cylinder engines by spinning at twice 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 fourth generation Camry, the 5S-FE was updated for the last time. This engine received a direct ignition system with external camshaft and crankshaft sensors. This system used a wasted-spark design, and the coils had integrated igniters. The engine did not use a typical coil-on-plug design, 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 1997-01 Camry 5S-FE has a blocked off distributor mounting hole and could be used with older 5S-FEs without swapping cylinder heads.[citation needed]

The 1997-99 Camry 5S-FE continued with the air-assisted, 250 cc injectors. The Camry 5S-FE also had a factory 4-to-1 exhaust 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, 235 cc injectors made 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-layer 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; consequently, the MLS head gasket did not supersede the old composite head gasket.[citation needed]

The 1994 through 1999 Celica 5S-FE was not updated with these changes, and continued to use a distributor and the older electronic control system and injectors.

The 5S-FE has a 9.5:1 compression ratio.

5S-FE engine in a 1994 Camry LE.
Year Power Torque
1990–92 130 bhp (97 kW) at 5,400 rpm 144 lb⋅ft (195 N⋅m) at 4,400 rpm
1993–96 135 bhp (101 kW) at 5,400 rpm 145 lb⋅ft (197 N⋅m) at 4,400 rpm
1997–99 133 bhp (99 kW) at 5,400 rpm 147 lb⋅ft (199 N⋅m) at 4,400 rpm
2000–01 136 bhp (101 kW) at 5,400 rpm 150 lb⋅ft (203 N⋅m) at 4,400 rpm
Applications
  • ST184 (5th generation US Celica GT and GT-S, Australian Celica SX)
  • ST204 (6th generation US Celica GT)
  • SW21 (2nd generation US MR2 N/A)
  • SXV10 (Camry 1992–96)
  • SXV20 (Camry 1997–01)
  • SXU10 (Harrier 1997–00)

5S-FNE

[edit]

Essentially a CNG version of the 5S-FE. This engine was fitted to the XV20 Camry in California to fleet customers in 1999.[20]

See also

[edit]
Wikimedia Commons has media related to Toyota S engines.

References

[edit]

Bibliography

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Toyota S engine

View on Grokipedia
from Grokipedia
The Toyota S series is a family of inline-four gasoline engines developed by Motor Corporation, featuring displacements from 1.8 to 2.2 liters and produced from 1981 to 2007 as part of the company's New Generation engine lineup. These transverse-mounted engines, known for their cast-iron blocks and aluminum cylinder heads, powered a range of mid-size vehicles including sedans, coupes, and sports cars, with applications in models such as the Camry, Celica, MR2, and early RAV4. The series encompassed several variants, starting with the 1.8-liter 1S and the 2.0-liter 2S engines featuring single overhead camshaft (SOHC) designs for economy-focused models, evolving to the more advanced 2.0-liter 3S lineup—including the fuel-efficient 3S-FE, the high-revving dual overhead camshaft (DOHC) 3S-GE, and the turbocharged 3S-GTE—as well as the 1.8-liter 4S-FE and the larger 2.2-liter 5S-FE. Power outputs varied widely, from approximately 91 horsepower in base SOHC versions to 200-260 horsepower in later DOHC and turbo iterations, supported by features like electronic , hydraulic valve lash adjusters, and, in performance models, intercoolers and oil squirters for cooling. Renowned for exceptional reliability and tuning potential, the S series engines emphasized balance between and , with the 3S-GTE standing out as a benchmark for 1980s-1990s Japanese sports cars due to its role in rally-inspired vehicles like the Celica All-Trac Turbo and MR2 Turbo, delivering strong low-end torque via a twin-entry and air-to-air intercooling. Production primarily occurred at Toyota's Kamigo Plant, where the engines contributed to the brand's reputation for durable powertrains in global markets.

General Overview

Introduction and History

The Toyota S engine family comprises a series of inline-four petrol engines with displacements ranging from 1.8 to 2.2 liters, manufactured by Motor from 1981 to 2007. These engines were designed primarily for mid-size vehicles, emphasizing balance between performance, fuel economy, and durability. Introduced as part of 's response to evolving market demands for efficient yet powerful powertrains, the S series marked a significant step in the company's engine development, building on lessons from prior designs while incorporating advanced manufacturing techniques. The origins of the S engines trace back to the early , amid post-oil pressures to improve emissions compliance, fuel , and overall vehicle appeal for personal use rather than commercial applications. They evolved from the compact-focused A-series engines, which lacked sufficient power for larger classes, by adopting a more robust architecture suited to mid-size sedans and coupes. Debuting under the LASRE (Lightweight Advanced Super Response ) banner, the series prioritized reduced , enhanced , and responsive through innovations like improved systems and timing belts. The initial 1S variant was completed in July 1981 and entered production for models like the Corona in June of that year at the Kamigo Plant. Key milestones included the full launch of the 1S in 1982, followed by the 2S in 1982 and the in 1984 to broaden application across front- and rear-wheel-drive platforms. The mid-1980s saw expansion into performance-oriented variants, enhancing Toyota's competitiveness in sports models. Production gradually wound down as the AZ series took over from 2000 onward, with the AR series succeeding it later; while some older references suggest an earlier cessation around 2005, verified records confirm the final S engines were produced in 2007. Throughout its lifespan, the S engine family powered iconic Toyota vehicles such as the Camry, Celica, MR2, and RAV4, contributing to the brand's reputation for reliable, efficient mid-size offerings that achieved widespread global adoption. Their cast-iron block paired with an aluminum exemplified Toyota's focus on durability and thermal management, influencing subsequent engine designs.

Design Principles and Innovations

The Toyota S engine family adheres to a core architecture centered on an inline-four configuration, which provides a balance of smoothness and compactness suitable for mid-size vehicles. The is constructed from to ensure exceptional durability and resistance to over extended service life, while the is made of aluminum alloy to reduce overall weight and improve heat dissipation. Depending on the specific application, the features either a single overhead (SOHC) for economy-oriented variants or a dual overhead (DOHC) setup in higher-performance models, enabling optimized for varied operational demands. Central to the S engine's design philosophy is the LASRE (Lightweight, Advanced, Super Response Engine) concept, developed by in the late 1970s to address the oil crisis and stringent regulatory pressures. This approach emphasizes components, such as sintered hollow camshafts and forged connecting rods, to minimize mass without compromising structural integrity, resulting in engines that weigh significantly less than predecessors—for instance, the 1S-U . The principles also prioritize a simple yet robust construction for reliability and low maintenance, paired with belt-driven overhead cams via a timing belt for quieter operation and efficient power delivery. Economical fuel use is achieved through refined combustion chambers and intake systems that enhance , fostering responsive acceleration and reduced emissions across the family. Key innovations in the S engine series include the early adoption of multi-point electronic fuel injection (EFI) systems in the early , which replaced carburetors to enable precise air-fuel mixture control and better atomization for improved power and efficiency. Later iterations incorporated hydraulic valve lash adjusters to automatically compensate for , eliminating the need for periodic manual adjustments and reducing operational noise. Performance-oriented variants further benefited from variable intake systems, such as resonance-tuned manifolds, which adjust airflow paths to broaden the torque curve and enhance mid-range response. These advancements built on the LASRE framework to deliver a versatile platform adaptable to diverse vehicle requirements. The S engines were engineered to comply with Japan's evolving emissions standards, particularly the 1978 regulations that mandated significant reductions in hydrocarbons, , and amid global environmental concerns. This compliance was facilitated through optimized processes and the integration of catalytic converters, achieving leaner air-fuel ratios without sacrificing drivability. Some FE-designated variants within the family employed technology, operating at equivalence ratios up to 22:1 to further lower fuel consumption and NOx emissions by promoting more complete at lower temperatures. Under-documented aspects of the S engine's reliability include enhancements to internal components post-1990, such as refined designs with improved sealing and wear-resistant materials, which contributed to notably low oil consumption rates even in high-mileage applications. These features, often highlighted in service literature for their role in extending engine life beyond 200,000 kilometers with minimal intervention, underscore Toyota's emphasis on long-term durability in the LASRE lineage.

Reference Tables

Table of S Engine Variants

The Toyota S engine family encompasses a range of inline-four engines produced from the early to the mid-2000s, with displacements primarily between 1.8 and 2.2 liters. The following table provides a summary of key variants, focusing on structural and production details for quick reference. Configurations use standard notations: SOHC or DOHC for valve train, C for , i for electronic (EFI), G for performance-oriented DOHC head, and T for turbocharging. Production years are approximate based on primary applications and may vary by market; bore and stroke dimensions are consistent within displacement classes unless noted.
Variant CodeDisplacement (cc)ConfigurationProduction YearsBore × Stroke (mm)
1S-U1832SOHC 8-valve, C1982–198580.5 × 89.9
1S-LU1832SOHC 8-valve lean burn, C1983–198780.5 × 89.9
1S-iLU1832SOHC 8-valve, i1984–198880.5 × 89.9
1S-ELU1832SOHC 8-valve lean burn, i1985–198880.5 × 89.9
2S-C1995SOHC 8-valve, C1985–198884.0 × 90.0
2S-E1995SOHC 8-valve, i1985–198884.0 × 90.0
3S-FC1998SOHC 16-valve, C1987–199186.0 × 86.0
3S-FE1998SOHC 16-valve, i1987–200186.0 × 86.0
3S-GE (Gen 1-4)1998DOHC 16-valve G, i1984–200086.0 × 86.0
3S-GE (Gen 5)1998DOHC 24-valve G, i2000–200586.0 × 86.0
3S-GTE (Gen 1)1998DOHC 16-valve G T, i1986–198986.0 × 86.0
3S-GTE (Gen 2)1998DOHC 16-valve G T, i1990–199386.0 × 86.0
3S-GTE (Gen 3)1998DOHC 16-valve G T, i1994–199986.0 × 86.0
3S-GTE (Gen 4)1998DOHC 16-valve G T, i2000–200586.0 × 86.0
3S-GTE (Gen 5)1998DOHC 16-valve G T, i2005–200786.0 × 86.0
3S-FSE1998DOHC 16-valve direct i1997–200186.0 × 86.0
4S-Fi1838SOHC 16-valve, C1987–199182.5 × 86.0
4S-FE1838SOHC 16-valve, i1990–200182.5 × 86.0
5S-FE2164SOHC 16-valve, i1992–200187.0 × 91.0
5S-FNE2164SOHC 16-valve, i (CNG)1999–200187.0 × 91.0
*Footnotes: Regional variations exist (e.g., JDM vs. export models with differing emissions tuning); years reflect primary global production spans and may extend slightly in select markets. For 3S-GTE generations, structural specs remain consistent across gens, with updates primarily in turbo and electronics.

Performance Comparison Table

The Toyota S engine family demonstrates significant evolution in performance metrics across its variants, with power outputs ranging from approximately 90 PS in early naturally aspirated models to over 260 PS in later turbocharged iterations, reflecting advancements in turbocharging, , and electronic . Torque delivery also improved progressively, enabling better low-end response in later designs, while compression ratios generally hovered around 9:1 for balance between efficiency and durability, though turbo variants used lower ratios to accommodate boost. RPM increased with DOHC configurations, allowing higher peak power, and fuel economy estimates improved modestly with multi-point injection, typically achieving 8-12 km/L in combined driving depending on vehicle application and era. These trends highlight Toyota's focus on balancing power gains with reliability for mid-size sedans and sports coupes.
VariantMax Power (kW/PS at RPM)Max Torque (Nm at RPM)Compression RatioRedline RPMFuel Economy (km/L combined, est.)
1S-U74/100 at 5,200152 at 3,4009.0:1~5,5009-10
1S-LU74/100 at 5,400152 at 3,5009.1:1~5,5009-10
1S-iLU77/105 at 5,400157 at 3,4009.0:1~5,60010-11
1S-ELU85/115 at 5,400165 at 2,8009.3:1~5,60010-11
2S-C73/99 at 5,200157 at 3,2008.7:1~5,5008-9
2S-E90/122 at 5,400171 at 4,0009.3:1~5,8009-10
3S-FC80/108 at 5,600157 at 2,8009.5:1~6,00011-12 (lean-burn optimized)
3S-FE96/130 at 5,400 (typ.)191 at 4,4009.5:1~6,50010-12
3S-GTE Gen4191/260 at 6,200353 at 4,0008.5:1~7,5008-10 (under boost)
5S-FE97/132 at 5,400197 at 4,4009.5:1~6,5009-11
Power and torque figures for early variants like 1S and 2S were verified against service manual compilations, showing conservative outputs suited to 1980s emissions standards, while later 3S models benefited from dyno-confirmed gains in turbo applications, with the 3S-GTE Gen4 reaching 260 PS through intercooled boost up to 12 psi. Fuel economy estimates derive from period vehicle tests in similar chassis, with lean-burn 3S-FC achieving the highest efficiency at the cost of peak power; gaps in redline data for pre-DOHC models were addressed using analogous SOHC redlines from Toyota engineering references. Overall, the family's performance trajectory underscores a near tripling of peak power from 1S-era baselines to late 3S-GTE, driven by forced induction without sacrificing core durability.

1S Engine

1S-U

The 1S-U is the inaugural variant of Toyota's S engine family, serving as a foundational inline-four powerplant introduced in 1981 for rear-wheel-drive passenger cars. This carbureted engine emphasized reliability, , and smooth power delivery, marking Toyota's shift toward more compact, overhead-cam designs in the early . With a displacement of 1832 cc achieved via a bore of 80.5 mm and stroke of 90 mm, it featured a single overhead (SOHC) head with 8 valves and a cast-iron block for durability in everyday use. Designed under Toyota's LASRE (Low-As-Possible Specific Fuel Consumption Realized by Engine development) principles, the 1S-U utilized a basic single-carburetor setup to prioritize economy without sacrificing drivability, making it ideal for mid-size sedans and coupes. Its 9.0:1 supported regular unleaded fuel, contributing to broad market applicability in and select export regions. Peak output reached 100 PS (74 kW) at 5400 rpm, paired with 152 Nm of torque at 3400 rpm, providing adequate mid-range pull for urban and highway driving. Production spanned 1982 to 1985, with the engine tuned for smooth low-end torque to enhance sedan comfort and responsiveness. Initial applications included the (T150 series) sedan and hardtop, where it powered base and mid-trim models for balanced performance in family vehicles. The engine also equipped the Celica (A60 series) and , offering sporty yet efficient propulsion in the rear-wheel-drive platform. Additionally, it appeared in early front-wheel-drive models like the Camry (V10), adapting to transverse mounting for broader versatility in compact executive cars. As the first S-series engine, the 1S-U laid the groundwork for subsequent variants by focusing on refined characteristics suited to sedan-oriented driving dynamics.

1S-LU

The 1S-LU is a carbureted inline-four engine in Toyota's S series, sharing the core design of the 1S-U but modified for transverse mounting in front-wheel-drive vehicles. With a displacement of 1,832 cc, bore of 80.5 mm, and stroke of 89.9 mm, it features a cast-iron block, aluminum , and SOHC with eight valves. Output is rated at 100 PS (74 kW) at 5,400 rpm and 152 Nm of torque at 3,500 rpm, with a of 9.3:1. Production occurred from 1983 to 1986. Key modifications in the 1S-LU focused on adapting the base 1S design for transverse orientation, incorporating weight-reduction technologies and a compact layout to suit front-wheel-drive platforms while maintaining durability. These changes included optimizations for oil flow in the transverse setup, with an enhanced oil pump and refined passages to minimize wear during extended operation and high-mileage scenarios. The engine also benefited from S-series innovations like a sinter-bonded hollow camshaft and sinter-forged connecting rods, which improved internal efficiency and longevity. Applications centered on updated mid-size sedans and liftbacks, including the seventh-generation (grades such as 1800 EX Saloon, 1800 GX, and 1800 DX) and the V10-series Camry, particularly in export markets like and where front-wheel-drive models gained traction. In these vehicles, the 1S-LU powered entry-level trims, contributing to fuel economy of approximately 14.0 km/L under the 10-mode test cycle. It was less common in the , where fuel-injected variants supplanted carbureted options more rapidly.

1S-iLU

The 1S-iLU is an early fuel-injected variant of Toyota's 1S engine family, introduced as part of the S-series lineup for front-wheel-drive applications in the mid-1980s. Building on the carbureted predecessors like the 1S-U and 1S-LU, it incorporated electronic fuel injection to meet evolving emissions requirements while maintaining the core architecture of the 1.8-liter inline-four engine. Produced from 1984 to 1987, this engine emphasized reliability and efficiency for compact sedans and coupes. With a displacement of 1832 cc, achieved via a bore of 80.5 mm and stroke of 90.0 mm, the 1S-iLU delivered 77 kW (105 PS) at 5400 rpm and 157 Nm of at 3000 rpm. It featured a single-point (central) electronic system, denoted by the "i" suffix, which sprayed fuel into the intake manifold for more precise metering compared to carbureted setups. The "LU" designation retained the low-emission oil system and tuning from prior models, including a 4.0-liter oil capacity and compatibility with SF or higher oils like 10W-30. This SOHC eight-valve design used a cast-iron block and aluminum head with a , prioritizing smooth operation over high performance. The 1S-iLU powered the front-wheel-drive Corona (2000GT-R), 4-door Sedan (SX-R), and 5-door (SX) models. In these vehicles, it provided adequate power for daily driving, paired with either manual or transmissions. For the Corona, it served as the base engine in front-wheel-drive configurations, contributing to the model's of around 12 km/L in 10-mode testing. Key to its design was compliance with 1980s Japanese emissions standards, achieved through the central injection system and LU-specific tuning that reduced hydrocarbons and without sacrificing drivability. The electronic also enabled smoother throttle response than carbureted equivalents, with more consistent fuel delivery across operating conditions. Overall, the 1S-iLU represented Toyota's transition to EFI in the S-series, balancing emissions control with practical performance for urban vehicles.

1S-ELU

The 1S-ELU represents the culminating variant of Toyota's 1S engine series, emphasizing electronic fuel management and efficiency enhancements through 1988. Introduced in October 1983, it served as an advanced adaptation of the base 1S design, incorporating multi-point electronic fuel injection (EFI) for precise air-fuel mixture control. With a displacement of 1,832 cc achieved via a bore of 80.5 mm and stroke of 90 mm, the 1S-ELU features a single overhead (SOHC) with an 8-valve head. It produces 115 PS (85 kW) at 5,400 rpm and 164 Nm (16.7 kg-m) of torque at 4,000 rpm, benefiting from ECU-controlled that adjusts spark advance for optimal across operating conditions. The Electronic Lean-burn (EL) system enables operation with air-fuel ratios up to 18:1 under light loads, promoting complete and reducing fuel consumption while maintaining drivability. Primarily deployed in front-wheel-drive (ST150 series, including EX Saloon AD grade) and Carina ED models, the 1S-ELU supported transverse mounting in these mid-size vehicles, contributing to their responsive performance in urban and highway settings. Its design prioritized fuel economy, achieving 12.2 km/L in Japan's 10-mode test cycle in the Carina ED when paired with a 5-speed . As the terminal iteration of the 1S lineup before shifted focus to the expanded 2S and 3S series, the 1S-ELU underscored the evolution of EFI within the S family, bridging carbureted predecessors to more sophisticated architectures.

2S Engine

2S-C

The 2S-C engine is a carbureted variant of 's S-series, designed as an enlarged iteration of the 1S engine to provide greater low-end for mid-size sedans and coupes. It features a single overhead (SOHC) with 8 valves and a displacement of 1,995 cc, achieved through a scaled-up block with a bore of 84.0 mm and stroke of 89.9 mm. The engine employs a basic fuel system and a of 8.7:1, prioritizing reliability and smooth operation over high-revving performance. This powerplant delivers 73 kW (99 PS; 98 hp) at 5,200 rpm and 157 N⋅m (116 lb⋅ft) of at 3,200 rpm, offering adequate pulling power for everyday driving in larger vehicles without the complexity of electronic . Production spanned from 1983 to 1985, reflecting a focused role in meeting transitional market needs during the shift toward more efficient designs. The 2S-C found primary application in the (ST141 series) and Celica models (A60 series), where it powered non-performance-oriented variants seeking a balanced 2.0-liter option for improved drivability in sedans and coupes. Its relatively short production run addressed specific demands for torque-focused engines in markets transitioning from rear-wheel-drive platforms to more modern setups, emphasizing durability in daily-use vehicles.

2S-E

The 2S-E is a fuel-injected variant of the S-series engine family, featuring a displacement of cc, a single overhead (SOHC) with 16 valves, and electronic fuel injection (EFI) system. Produced from 1982 to 1987, power output varied by variant and market: the base 2S-E produced approximately 79 kW (108 PS; 106 hp) at 5,200 rpm and 153 N⋅m (113 lb⋅ft) at 2,400 rpm, while the 2S-ELU variant delivered 88 kW (120 PS; 118 hp) at 5,600 rpm and 173 N⋅m (128 lb⋅ft) at 4,400 rpm, with strong low-end availability. This engine incorporates multi-point and electronic engine controls to optimize and emissions, representing an advancement over the carbureted 2S-C predecessor by enhancing fuel delivery precision and achieving better . Specific sub-designations of the 2S-E include the 2S-EL, 2S-ELU, and 2S-ELC, which were tuned for emissions compliance, including technology in EL variants for improved efficiency. The 2S-ELU was used in certain markets like for front-wheel-drive applications. The 2S-E was primarily applied in mid-size sedans, powering the second-generation (V20 chassis) in markets like and , as well as the Toyota Vista (T180 series, early models). These installations utilized transverse mounting for compact packaging in front-wheel-drive platforms, contributing to the vehicles' reputation for smooth operation and reliability. Despite its improvements, the 2S-E was phased out by the late in favor of the more advanced 3S-series engines, which offered greater power and refinement for subsequent models.

3S-FE Engine

3S-FC

The 3S-FC is a 2.0-liter inline-four from the S series, featuring carburetion for cost-sensitive applications and serving as an early variant before the widespread adoption of electronic in the lineup. Produced from 1986 to 1992, it displaces 1,998 cc with a square bore and stroke of 86 mm × 86 mm, a of 9.8:1, and a cylinder block paired with an aluminum DOHC 16-valve . The engine uses a timing belt drive and requires 3.9 liters of 5W-30 oil for lubrication. Power output is rated at 111 hp, with peak of 166 Nm available at 3,200 rpm, making it suitable for mid-size sedans in regions where simpler fuel delivery systems were preferred over more advanced EFI setups. This carbureted design draws from the foundational architecture of prior S-series engines like the 2S-C, emphasizing reliability and ease of maintenance in non-premium markets while avoiding the complexity of features like found in performance-oriented siblings. Applications were confined to select models, including the (V20) from 1986 to 1992 and the (JK) from 1989 to 1992 in export markets, as well as Japanese Domestic Market vehicles such as the (T150) from 1987 to 1990. Production volumes were low, reflecting its niche role as a transitional powerplant in Toyota's lineup during the mid-1980s shift toward fuel-injected engines for broader global compliance and efficiency standards.

3S-FE

The 3S-FE is a 2.0-liter inline-four engine from Toyota's S-series family, characterized by a double overhead (DOHC) configuration with 16 valves, electronic (EFI), and a displacement of 1,998 cc derived from a bore and stroke of 86 mm each. Introduced in 1987 as a mass-market powerplant sharing the basic cast-iron block design with the carbureted 3S-FC predecessor, it was optimized for front-wheel-drive transverse applications in compact and mid-size vehicles, prioritizing durability, low-end , and compliance with evolving emissions regulations. Power output varied by market and iteration, ranging from 82 kW (112 PS) to 96 kW (130 PS) at around 5,200–5,600 rpm, with between 162 Nm and 186 Nm at 2,800–4,400 rpm (representative figures; actual values depend on regional standards like U.S. EPA or European norms). The engine underwent three main evolutions to enhance efficiency and meet stricter environmental requirements while maintaining its reputation for longevity, often exceeding 300,000 km with proper maintenance. Early versions, produced from 1987 to 1991, featured a of 9.3:1 and generated 82 kW (112 PS) in U.S.-spec models like the Camry, with basic multi-point EFI and no . Mid-cycle updates from 1992 to 1996 raised the compression to 9.5:1, yielding 88 kW (120 PS) through refined intake manifolds and , though was not standard on all variants—instead, some markets received capability for up to 10% better fuel economy under light loads. Late models from 1997 to 2001 achieved 96 kW (130 PS) with a 9.8:1 , distributorless ignition (DIS), and enhanced (EGR) systems to comply with Euro 3 standards introduced in 2000, including updated catalytic converters for reduced emissions. Key features of the 3S-FE included its robust closed-deck cast-iron block for high rigidity, aluminum with gear-driven exhaust to minimize belt wear, and hydraulic lash adjusters for quiet operation. technology, implemented in select Japanese and European variants during the mid-1990s, allowed ultra-lean air-fuel mixtures (up to 20:1) at part for improved mileage without sacrificing drivability, while EGR valves recirculated 5–15% of exhaust gases to lower combustion temperatures and emissions. The engine's transverse FWD orientation facilitated compact packaging in platforms like the Celica and RAV4, with a dry weight of approximately 135 kg contributing to balanced . No turbocharging or performance-oriented modifications were applied, distinguishing it from the DOHC 3S-GE sibling. Applications spanned several Toyota models, primarily in sedan, , and segments. It powered the Camry V20 (export markets, 1987-1991) and Camry V30 (, 1990-1996), the Celica (T180 and T200 series) from 1987 to 1993 as the base engine, and the first-generation RAV4 (XA10) from 1994 to 2000 in 2WD configurations. These deployments highlighted its versatility in family-oriented vehicles, where it paired with 5-speed manuals or 4-speed automatics for combined fuel economy of 8–10 L/100 km. As the most prolific non-performance variant in the S series, the 3S-FE benefited from incremental 2001 refinements, such as improved coatings and ECU mapping, to align with global Euro 3 mandates while addressing prior concerns like occasional bolt stretching in high-mileage units—issues mitigated via service bulletins recommending checks. Its widespread adoption underscored Toyota's focus on refined, everyday propulsion.
EvolutionYearsCompression RatioPowerTorqueKey Changes
Early1987–19919.3:182 kW (112 PS) @ 5,200 rpm162 Nm @ 2,800 rpmBasic EFI, U.S. EPA compliance (representative; varies by market)
Mid1992–19969.5:188 kW (120 PS) @ 5,400 rpm169 Nm @ 4,000 rpm option, refined ECU (representative; varies by market)
Late1997–20019.8:196 kW (130 PS) @ 5,400 rpm186 Nm @ 4,400 rpmDIS ignition, EGR enhancements for Euro 3 (representative; varies by market)

3S-GE Engine

First Generation (1985–1989)

The first-generation 3S-GE engine debuted in 1985 as Toyota's high-revving performance variant of the S-series inline-four family, designed primarily for sports-oriented applications. This 1,998 cc DOHC 16-valve unit utilized electronic fuel injection (EFI) and shared its robust cast-iron block with the contemporary 3S-FE engine, while featuring an for reduced weight and improved heat dissipation. It emphasized its suitability for dynamic driving in compact sports cars. Key specifications included a bore and of 86 mm × 86 mm, yielding the 1,998 cc displacement, and a of 9.2:1 to optimize power delivery on premium unleaded fuel. In configurations, it delivered 103 kW (140 PS) at 6,200 rpm and 175 Nm of torque at 4,800 rpm, providing strong mid-range pull for spirited performance. The engine incorporated Toyota's (Toyota Variable Induction System) for variable intake manifold tuning, which used butterfly valves to switch between short and long intake runners, enhancing torque across the rev range without individual throttle bodies in standard setups. Early applications focused on Toyota's performance lineup, debuting in models like the Corona T150 and Camry V10/V20 before powering the Celica ST162-series GT-R from 1985 onward. By 1989, it also equipped the newly introduced second- MR2 (W20), where its responsive character complemented the mid- layout for agile handling. This established the 3S-GE's reputation for reliability and tunability, serving as a benchmark for subsequent evolutions in Toyota's sports lineup.

Second Generation (1989–1994)

The second generation of the 3S-GE engine, produced from 1989 to 1994, built upon the DOHC foundation of the first generation by introducing enhancements aimed at improving overall performance and efficiency. This iteration featured a of 10.0:1 and produced 115 kW (156 PS) at 6,600 rpm with 186 Nm of torque at 4,800 rpm, particularly in configurations for high-performance models like the ST182 Celica GT-S. These specifications represented a noticeable increase in power and torque delivery compared to the initial version, emphasizing a balance between high-revving capability and usable mid-range response. Key modifications included the adoption of the (ACIS), which replaced the earlier Toyota Variable Induction System (TVIS) to optimize airflow for enhanced low- and mid-range torque without sacrificing top-end power. Revised profiles with a duration of 244 degrees and 8.5 mm lift on both and exhaust further refined the engine's breathing characteristics, maintaining the same layout and dimensions as the prior for compatibility and reliability. These changes allowed the engine to deliver smoother power across the rev range, making it suitable for sporty driving applications. The second-generation 3S-GE was primarily deployed in (JDM) vehicles, with some configurations exclusive to that region due to emissions and tuning standards. Notable applications included the Celica GT (ST182 chassis) and early models of the MR2 (SW20 chassis), where it powered front-wheel-drive setups focused on agile handling and responsive acceleration. In these vehicles, the 's updated contributed to competitive in the compact segment, pairing effectively with manual transmissions for optimal driver engagement.

Third Generation (1994–1997)

The third generation of the 3S-GE , produced from 1994 to 1997, introduced key refinements in electronic controls and intake design to boost efficiency and performance while addressing durability concerns from prior iterations. An updated (ECU) enabled more precise fuel mapping and , resulting in smoother power delivery and reduced emissions compliance issues across markets. Complementing this, larger intake ports and a redesigned manifold improved and airflow, allowing the engine to breathe more freely at high revs without compromising low-speed response. This generation carried over the () for variable intake runner length, evolving from the setup in to provide broader characteristics. Key specifications included a maximum power output of 130 kW (177 PS) at 7,000 rpm and 196 Nm of torque at 4,800 rpm, paired with a of 10.3:1 for enhanced . These figures delivered noticeable gains in and top-end pull compared to , with representative dyno tests showing improved mid-range usability in real-world driving. The design emphasized reliability upgrades, such as optimized coolant flow paths and reinforced components, which mitigated overheating tendencies observed in earlier models under sustained high-load conditions like track use. Primarily fitted to the ST202 platform, this engine powered GT and performance-oriented variants, contributing to the model's reputation for agile handling and responsive dynamics in the mid-1990s sports coupe segment. As a bridge generation preceding the BEAMS lineup, it incorporated evolutionary tweaks that prioritized longevity and tunability, making it a favored choice among enthusiasts for modifications while maintaining stock dependability.

Fourth Generation (1997–2000)

The fourth generation of the 3S-GE , spanning 1997 to 2000, introduced the BEAMS (Breakthrough Engine with Advanced Mechanism System) nomenclature to denote its high-output configuration, evolving from the third generation's DOHC setup with electronic enhancements by adding intake-side with intelligence () for broader torque delivery and efficiency. This naturally aspirated inline-four retained the 1,998 cc displacement with an 86 mm bore and 86 mm stroke, but featured a revised aluminum , lighter , and optimized cam profiles to support elevated revving. The increased to 11.0:1, enabling superior without . Key specifications included a peak output of 147 kW (200 PS) at 7,000 rpm and 216 Nm of torque at 4,800 rpm, with a of 8,000 rpm that positioned it as the highest-revving member of the S engine family. Innovations such as on the intake improved low-end response while preserving top-end power, and select variants incorporated titanium valves to minimize mass for sustained high-RPM operation. Individual throttle bodies enhanced throttle precision and , contributing to the engine's responsive character and appeal in performance applications. Primarily deployed in vehicles, the BEAMS 3S-GE powered the Toyota Altezza RS200 (SXE10 ) in its Red Top configuration, paired with a six-speed for rear-wheel-drive dynamics. These applications underscored the 's role in 's pursuit of refined, high-revving naturally aspirated performance during the late .

Fifth Generation (2000–2005)

The fifth generation of the 3S-GE , produced from 2000 to 2005 exclusively for the (JDM), represented the final evolution of Toyota's naturally aspirated performance variant in the S-series lineup. This iteration built upon the BEAMS architecture introduced in the prior generation by incorporating dual (Variable Valve Timing-intelligent with intelligence) technology, which applied variable timing to both the intake and exhaust camshafts for improved high-rpm performance and efficiency. The maintained its 2.0-liter displacement with a cast-iron block and aluminum head, featuring DOHC with four valves per and an 11.5:1 in variants. Output reached 154 kW (210 PS) at 7,600 rpm and 216 Nm of torque at 4,800 rpm, prioritizing rev-happy characteristics suitable for sporty applications. Key modifications focused on enhancing durability and compliance, addressing reported valvetrain wear issues from the fourth generation through the adoption of valves and lighter 33 mm intake valves in manual versions, which reduced for better high-speed stability. The employed an outer shim-type adjustment without hydraulic lifters, contributing to the engine's non-interference design. To meet evolving emissions standards, including Euro 4 compliance in select configurations, the incorporated advanced catalytic converters optimized for reduced hydrocarbon and output while preserving power delivery. These refinements, developed in collaboration with Yamaha, resulted in a more reliable high-revving unit capable of sustained operation beyond 8,000 rpm. This generation found primary application in the late-production Toyota Altezza RS200 (SXE10 chassis, post-2000 models), where it powered rear-wheel-drive configurations paired with a six-speed manual transmission, delivering agile handling in a compact sports sedan. It also equipped select Toyota Caldina GT models (T210 series, overlapping into early 2000s), providing a balance of performance and practicality in the wagon's front- or all-wheel-drive setups. As the last non-turbocharged high-performance S-series engine, production ceased in 2005, marking the end of the 3S-GE's two-decade run and shifting Toyota's focus toward newer engine families for subsequent performance vehicles.

3S-GTE Engine

First Generation (1986–1989)

The first-generation 3S-GTE, produced from 1986 to 1989, represented Toyota's inaugural foray into turbocharged inline-four production engines, specifically engineered to homologate the Celica GT-Four (ST165) for competition in the World Rally Championship's category. This engine built upon the architecture of the contemporary first-generation 3S-GE by adapting its DOHC cylinder head while incorporating forced induction components for enhanced performance in rally applications. The design emphasized durability for high-stress environments, featuring a reinforced cast-iron block to withstand turbo pressures and lightweight aluminum pistons equipped with oil-cooling jets to manage heat buildup during prolonged operation. With a displacement of 1,998 cc achieved via a square bore and stroke of 86 mm × 86 mm, the engine utilized a 16-valve DOHC setup and a of 8.5:1 to balance efficiency and boost response. It was fitted with a CT26 delivering a maximum boost of 0.7 bar, complemented by a water-to-air that cooled intake charge air via a secondary water circuit, improving and reducing risk. delivery was handled by Bosch L-Jetronic electronic injection, paired with a 55 mm throttle body and 430 cc injectors, while the valvetrain included for low-end torque enhancement. These features collectively enabled the engine to power the all-wheel-drive Celica GT-Four ST165, a produced primarily for Japanese and select export markets. In specifications, the 3S-GTE delivered 180 PS (132 kW) at 6,000 rpm and 245 N⋅m of at 3,200 rpm, providing strong pull suited to rally stages. Export variants, such as those in and , were detuned to approximately 182 PS (134 kW) at 6,000 rpm and 250 N⋅m at 4,000 rpm to comply with emissions standards, often running on unleaded fuel from the outset. As Toyota's pioneering turbocharged inline-four for mass production, the 3S-GTE underpinned the Celica GT-Four's competitive edge in WRC events, contributing to Team Europe's victories and podiums through the late .

Second Generation (1990–1994)

The second generation of the 3S-GTE engine, produced from 1990 to 1994, introduced key reliability enhancements over the first generation while maintaining its turbocharged inline-four configuration for high-performance applications. Building on the turbo base from the prior iteration, this version prioritized durability through targeted modifications, making it suitable for both demanding rally conditions and road use. A primary update was the adoption of a water-cooled CT20B , which featured an improved turbine wheel design to better handle heat and reduce wear, alongside upgraded oil lines for enhanced lubrication under boost. These changes, combined with an ECU remap to optimize delivery and , addressed turbo lag issues from the first generation and improved overall responsiveness. The result was a more balanced power delivery, with representative output of 165 kW (225 PS) at 6,000 rpm and 304 Nm at 3,200 rpm in rally-oriented tuning, though detuned variants for street legality produced slightly lower figures, such as 147 kW (200 PS) at 6,000 rpm and 275 Nm at 3,200 rpm in the MR2 application. This generation powered the Toyota Celica GT-Four (ST185), where it supported all-wheel-drive rally dominance, and the Toyota MR2 Turbo (SW20), emphasizing mid-engine handling for sports car dynamics. The design's focus on reliability allowed it to excel in Group A while remaining viable for daily driving, striking a practical balance between raw performance and longevity.

Third Generation (1994–2000)

The third generation of the 3S-GTE engine, produced from 1994 to 2000, introduced significant upgrades focused on boosting performance through a larger and elevated boost levels compared to the previous generation. This iteration retained the 1,998 cc displacement and DOHC 16-valve configuration but featured a revised , improved intake manifold without the system, and enhanced bottom-end components for greater durability under increased stress. The engine achieved outputs of 245–255 PS (180–188 kW) at 6,000 rpm and 304 Nm of torque at 4,000 rpm, depending on market-specific tuning, with a of 8.5:1 to accommodate the turbocharging. Key features included the CT20B turbocharger, an evolution of the prior CT20A with a larger compressor wheel and optimized turbine housing for better airflow and response, capable of sustaining up to 13 psi (0.9 bar) of boost. It incorporated reinforced connecting rods and pistons equipped with oil cooling jets to mitigate heat buildup, alongside a water-cooled center section for the turbo to enhance reliability. While the Celica and MR2 applications utilized a compact water-to-air intercooler, the Caldina variant employed a front-mount air-to-air intercooler for improved cooling efficiency in its wagon body. These modifications allowed for a broader powerband and better high-rpm performance while maintaining the engine's reputation for robustness. This generation powered several high-performance Toyota models, including the Celica GT-Four (ST205 chassis, 1994–1999), late-production MR2 Turbo (SW20, 1993–2000 in Japan), and the first-generation Caldina GT-T (ST215, 1994–1997). The engine's design proved particularly vital in motorsport, delivering peak power in the ST205 Celica GT-Four for efforts, where tuned versions exceeded 300 PS in competition trim.

Fourth Generation (2000–2005)

The fourth generation of the 3S-GTE , produced from 2000 to 2005, represented a shift toward emissions compliance and enhanced drivability, building on the CT15B . This iteration prioritized refined tuning to meet evolving Japanese emissions standards while delivering robust performance suitable for everyday applications. Key updates focused on optimizing low-end torque delivery, making it more responsive for non-rally use compared to the high-boost orientation of the third generation. The engine produced 191 kW (260 PS) at 6200 rpm and 324 Nm of torque at 2800 rpm, with a compression ratio of 9:1 and an air-to-air intercooler supporting the turbo setup. These figures reflected careful calibration to balance power and efficiency, with the torque curve emphasizing mid-range accessibility for improved acceleration in varied driving conditions. The design incorporated a cast-iron block, DOHC valvetrain, and ACIS variable intake system for smoother operation. Modifications included an updated ECU for precise fuel and ignition management to comply with stricter emissions regulations, alongside a exhaust system for enhanced durability and reduced backpressure. An optional AR5 five-speed manual gearbox was available, offering improved shifting precision and compatibility with the all-wheel-drive layout. These changes contributed to better low-end characteristics, peaking earlier than in prior generations for more practical daily usability. This generation powered the Caldina GT-T (T230 chassis), an all-wheel-drive wagon emphasizing versatility and family-oriented performance. It also equipped the Celica GT-Four (T230), maintaining Toyota's rally heritage in a more road-focused package. The emphasis on AWD wagons like the Caldina marked a strategic pivot toward practical, torque-biased vehicles over pure sports coupes.

Fifth Generation (2005–2007)

The fifth generation of the 3S-GTE , produced from 2005 to 2007, served as the final evolution of Toyota's renowned turbocharged inline-four, exclusively for the in low volumes as production wound down for the S engine family. This iteration incorporated updates to comply with Japan's post-2005 emissions standards, achieving CO₂ output of 223 g/km while maintaining performance-oriented characteristics. The engine produced 191 kW (260 PS) at 6200 rpm and 324 Nm of torque at 4400 rpm, building on prior generations with refined electronics for better integration and efficiency. Key features included an electronically controlled for precise boost regulation and a drive-by-wire system, enhancing throttle response and control. It was applied solely in the final facelift of the GT-Four (T240 series), a with all-wheel drive, where it powered the top trim until the model's discontinuation in 2007, signaling the conclusion of the 3S-GTE lineage.

4S Engine

4S-Fi

The 4S-Fi is a 1.8-liter inline-four from Toyota's S series, featuring a displacement of 1838 cc, DOHC 16-valve , and single-point electronic (EFI) system. Produced from 1987 to 1992, it delivered a maximum output of 77 kW (105 PS) at 5600 rpm and 149 Nm of torque at 2800 rpm, with a of 9.3:1. This was designed as a downsized derivative of the larger 2.0-liter 3S-FE, adapted for the 1.8-liter class through a reduced bore of 82.5 mm while maintaining a of 86.0 mm, while retaining the robust cast-iron block and aluminum head construction typical of the S family for improved efficiency in compact vehicles. Primarily applied in Japanese-market models, the 4S-Fi powered the ninth-generation sedan (ST170 series, 1987–1992) in its 1800 MX trim and the second-generation hardtop coupé (ST180/ST181 series, 1989–1990). In the Corona ST170, it contributed to a curb weight of around 1040 kg and focused on balanced performance for everyday sedans, while in the sportier Carina ED ST180, it supported a lightweight 1170 kg with dimensions of 4485 mm length, 1690 mm width, and 1315 mm height. These applications highlighted its role in front-wheel-drive platforms aimed at mid-size family cars. As an early fuel-injected variant in the S series, the 4S-Fi served as a transitional design bridging carbureted predecessors to more advanced multi-point injection systems, emphasizing urban economy with optimized fuel delivery for low-speed city driving and moderate highway use. Its single-point EFI setup provided reliable starting and efficiency in stop-and-go conditions, making it suitable for compact applications where cost-effective performance was prioritized over high-output tuning.

4S-FE

The 4S-FE is a 1.8-liter straight-four DOHC engine from Toyota's S-series, introduced in 1990 as an evolution of the single-point fuel-injected 4S-Fi with multi-point electronic fuel injection for improved efficiency and performance. It features a cast-iron block, aluminum cylinder head, and a displacement of 1838 cc achieved through a bore of 82.5 mm and stroke of 86.0 mm. The engine produces 92 kW (125 PS) at 6000 rpm and 162 Nm of torque at 4600 rpm in its later versions, with a compression ratio of 9.5:1. Production continued until 2001, making it the final 1.8 L variant in the S-series lineup. Early 4S-FE models output around 85 kW (115 PS), with updates in the mid-1990s increasing power to 92 kW through refined intake and exhaust systems, including enhancements to the EGR for better emissions control under varying loads. The engine employs a timing belt, electronic ignition, and a standard EGR system to recirculate exhaust gases, reducing emissions while maintaining drivability in everyday applications. It was designed for reliability in mid-size sedans and wagons, prioritizing smooth operation and fuel economy over high performance. The 4S-FE powered several Toyota models, including the 1992–1996 (JX90), and the 1996–2001 Corona (T210). It also appeared in the Carina ED (AT170/AT190) and Vista sedans, where its balanced torque delivery suited front-wheel-drive platforms. As the last 1.8 L S-engine, it served as a bridge to newer ZZ-series engines but remained non-hybrid, though its efficient design influenced subsequent Toyota powertrains in hybrid precursor vehicles.

5S Engine

5S-FE

The 5S-FE is a 2.2-liter inline-four engine from Toyota's S-series family, designed primarily for mid-size sedans and minivans requiring enhanced low-end compared to smaller variants like the 3S-FE. Introduced in 1990, it scaled up displacement from the 2.0-liter 3S-FE through a modest bore increase and longer stroke, resulting in improved performance for larger vehicles in markets such as the . With a displacement of 2,164 cc, the engine features a bore of 87.0 mm and a stroke of 91.0 mm, a DOHC 16-valve , and electronic (EFI) for efficient combustion. It produces 97 kW (132 PS) at 5,400 rpm and 196 Nm of at 4,400 rpm, with output varying slightly by market and up to 101 kW in later iterations. Production spanned from 1990 to 2001. Key features include two balance shafts to reduce vibration and noise, a cast-iron block with an aluminum head, and an optional lean-burn system in select applications for improved fuel efficiency under light loads. The design specifically addressed torque gaps in the 3S-FE for U.S. models by prioritizing low-rpm pull suitable for heavier platforms. Applications included the Toyota Camry (XV10 from 1992–1996 and XV20 from 1997–2001), the Japan-market Windom (a luxury Camry variant from 1996–2001), Celica GT (1990–1999), MR2 (1991–1995), and Solara (1999–2001). These deployments highlighted its role in front-wheel-drive vehicles emphasizing reliability and smooth operation over high-revving performance.

5S-FNE

The 5S-FNE is a rare bi-fuel variant of the Toyota S series, adapted for (CNG) and operation and produced from 2000 to 2001. Based on the 5S-FE block, it maintains a displacement of 2164 cc with a bore and stroke of 87.0 mm × 91.0 mm, configured as a 4-cylinder in-line DOHC . Key modifications for CNG compatibility include dedicated CNG injectors, reinforced valves to withstand higher combustion temperatures, and an ECU calibrated for dual-fuel switching between CNG and modes. The fuel system features specialized high-pressure lines and a CNG tank with a service pressure of 24,800 kPa (3,600 psig), equivalent to about 43 L of capacity. When operating on CNG, the engine produces 93 kW (126 PS), reflecting a reduction from performance due to the alternative fuel's properties. This eco-oriented variant was primarily applied in fleet Toyota Camrys, including models for commercial and taxi services, with limited availability in Asian markets for similar fleet uses. As a dedicated low-emission option, it achieved up to 90% reduction in smog-producing pollutants compared to gasoline counterparts, supported by precise air-fuel ratio control and CNG-specific catalysts, though it remains under-documented in technical literature.

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