Toyota S 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.

Table of S-block engines

{| class="wikitable"

|+ S block engines

! Code

! Years

! Bore

! Stroke

! Power

! Torque

! width="28%;" | Notes

| 1S

| 1982–1988

| 80.5 mm

| 90.0 mm

| 9:1

| 1,832 cc

| at 5,200/5,400 rpm

| at 3,400 rpm

| Camry (SV10 export)

| 1S-L

| 80.5 mm

| 90.0 mm

| 9:1

| 1,832 cc

| at 5,200 rpm

| 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

| at 5,400 rpm

| at 3,400 rpm

| 1S-iLU

| 1983–1986

| 80.5 mm

| 90.0 mm

| 9:1

| 1,832 cc

| at 5,400 rpm

| at 2,800-3,000 rpm

| 1S-iL

| 1986

| 80.5 mm

| 90.0 mm

| 9:1

| 1,832 cc

| at 5,200 rpm

| at 3,400 rpm

| EU

| 1S-E

| 1984–1987

| 80.5 mm

| 90.0 mm

| 1,832 cc

| Cressida/MKII/Chaser (SX60)

| 1S-ELU

| 1983–1986

| 80.5 mm

| 90.0 mm

| 9:1

| 1,832 cc

| at 5,400 rpm

| at 4,000 rpm

| Corona FF (ST150)

| 1S-EL

| 1986

| 80.5 mm

| 90.0 mm

| 9:1

| 1,832 cc

| at 5,200 rpm

| at 4,000 rpm

| EU

| 2S

| 1984–???

| 84.0 mm

| 90.0 mm

| 1,995 cc

| 2S-C

| 1983–1986

| 84.0 mm

| 90.0 mm

| 8.7:1

| 1,995 cc

| at 5,200 rpm

| 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

| at 4,200 rpm

| at 2,400 rpm

| 2S-E

| 1986

| 84.0 mm

| 90.0 mm

| 8.7:1

| 1,995 cc

| 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

| Carina II ST151

| 2S-ELU

| 1986

| 84.0 mm

| 90.0 mm

| 8.7:1

| 1,995 cc

| at 5,400 rpm

| at 4,000 rpm

| Camry/Vista (SV10)

| 2S-EL

| 1984–1986

| 84.0 mm

| 90.0 mm

| 9:1

| 1,995 cc

| at 5,200 rpm

| 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

| at 5,400 rpm

| at 4,000 rpm

| US

| 2S-E

| 1986

| 84.0 mm

| 90.0 mm

| 8.7:1

| 1,995 cc

| at 5,400 rpm

| at 4,000 rpm

| Camry SV11

| 3S-FC

| 1987–1991

| 86.0 mm

| 9.8:1

| 1,998 cc

| at 5,600 rpm at 5,600 rpm (Aus)

| at 3,200 rpm

| Catalyzed Camry (SV21) Holden Apollo (JK/JL)

| 3S-FE

| 1987–1990

| 86.0 mm

| 9.8:1

| 1,998 cc

| at 5,600 rpm

| at 4,400 rpm

| Celica GT (US), Celica ZR (Japan, ST162)

| 3S-FE

| 1987–1994

| 86.0 mm

| 9.8:1

| 1,998 cc

| at 5,600 rpm

| at 4,400 rpm

| Equipped with catalytic converter

| 3S-FE

| 1995–1998

| 86.0 mm

| 9.8:1

| 1,998 cc

| at 6,000 rpm

| at 4,400 rpm

| Refined valve timing and ECU settings, introduced with Carina E (ST190) model

| 3S-FE

| 1998–2000

| 86.0 mm

| 9.8:1

| 1,998 cc

| at 6,000 rpm

| 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

| 9.8:1

| 1,998 cc

| at 6,000 rpm

| at 4,400 rpm

| D-4 (Direct injection); Corona Premio G D-4 Package (ST210), Nadia D-4 (SXN10-AHSEH)

| 3S-GE

| 1985–1989

| 86.0 mm

| 9.2:1

| 1,998 cc

| at 6,200 rpm

| at 4,800 rpm

| Celica 2.0 GT-i 16, GT-R, GT-S (ST162)

| 3S-GE

| 1989–1993

| 86.0 mm

| 10.0:1

| 1,998 cc

| at 6,600 rpm

| at 4,800 rpm

| Celica 2.0 GT-i 16, GT-R (ST182/ST183), MR2 (SW20)

| 3S-GE

| 1994–1998

| 86.0 mm

| 10.3:1

| 1,998 cc

| at 7,000 rpm

| at 4,800 rpm

| Celica GT, SS-II (ST202), MR2 (SW20), Curren ZS (ST206)

| 3S-GE

| 1997–1998

| 86.0 mm

| 11.0:1

| 1,998 cc

| at 7,000 rpm

| at 6,000 rpm

| Celica (ST202), MR2 (SW20)

| 3S-GE

| 1997–1998

| 86.0 mm

| 10.5:1

| 1,998 cc

| at 7,000 rpm

| at 6,000 rpm

| RAV4 (SXA10), Caldina (ST210)

| 3S-GE

| 1997–2005

| 86.0 mm

| 11.5:1

| 1,998 cc

| at 7,500 rpm

| Altezza, Caldina GT

| 3S-GT (503E)

| 1987–199?

| 89.0 mm

| 86.0 mm

| 7.0:1

| 2,140 cc

| at 8,500 rpm

| 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

| at 8,500 rpm

| 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

| at 8,500 rpm

| Supra GT JZA80 (Le Mans setup, Garrett turbocharger with 55.9 mm restrictor)

| 503E

| 1997

| 86.0 mm

| 7.0:1

| 1,998 cc

| at 6,800 rpm

| at 4,500 rpm

| Supra GT JZA80 (JGTC setup with 45.3 mm restrictor)

| 3S-GTE

| 1986–1989

| 86.0 mm

| 8.5:1

| 1,998 cc

| at 6,000 rpm

| at 3,600 rpm

| Celica GT-Four (ST165)

| 3S-GTE

| 1990–1993

| 86.0 mm

| 8.8:1

| 1,998 cc

| at 6,000 rpm

| at 3,200 rpm

| Celica GT-Four (ST185), MR2 (SW20)

| 3S-GTE

| 1994–1999

| 86.0 mm

| 8.5:1

| 1,998 cc

| at 6,000 rpm

| at 4,000 rpm

| Celica GT-Four (ST205), MR2 (SW20)

| 3S-GTE

| 1999–2007

| 86.0 mm

| 9.0:1

| 1,998 cc

| at 6,200 rpm

| 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

| at 5,600 rpm

| at 2,800 rpm

| Single point fuel injection Carina ED/Corona EXiV (ST180/181 Phase 1)

| 4S-FE

| 1989–1998

| 82.5 mm

| 86.0 mm

| 9.5:1

| 1,838 cc

| at 5,600 rpm

| 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

| at 6,000 rpm

| 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

| at 5,400 rpm

| 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

| at 5,400 rpm

| 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

| at 5,200 rpm

| 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

| at 5,200 rpm

| at 4,400 rpm

| Camry (4th Gen) U.S. spec 2nd semester styling

1S

The 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)

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

Production: June 1981 — June 1988
Displacement: 1832 cc
Mounting: longitudinal
Type: SOHC 8-valve
Bore/stroke: 80.5 × 89.9 mm
Compression ratio: 9.1
Outputs:
at 5,400 rpm / at 3,400 rpm
Applications:
Toyota Celica (SA60)
Toyota Carina (SA60)
Toyota Corona (ST140)
Toyota Mark II (SX70)

1S-L (1S-LU)

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:
at 5,400 rpm / at 3,400 rpm
Applications:
Toyota Camry/Vista (SV10)
Toyota Corona (ST150)

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

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:
at 5,200 rpm / at 3,000 rpm
at 5,400 rpm / at 3,000 rpm
at 5,400 rpm / at 3,000 rpm
Applications:
Toyota Camry/Vista (SV10)
Toyota Camry/Vista (SV20)
Toyota Corona (ST150)

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

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:
at 5,400 rpm / at 4000 rpm
Applications:
Toyota Corona (ST150)

2S

The 2S is a four-cylinder engine with an iron block and an alloy head. Bore and stroke are 84.0 x 90.0 mm. First introduced in May 1984, 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. 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 . 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

The third-generation 3S-GE was produced from 1994 to 1999. Power output for the Japanese market was increased to 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 at 7,000 rpm. Torque remains the same for both at .

Generation 4

thumb|Timing belt on a fourth generation 3S-GE

thumb|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 at 7,000 rpm when coupled to a manual transmission. The automatic version produced 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 at 6,600 rpm in the RAV4 and 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

thumb|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 at 7,600 rpm and 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 at 7,000 rpm and 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

{| class="wikitable"

!colspan="7"| 3S-GE Specifications

!Gen 1

!Gen 2

!Gen 3

!Gen 4

!Gen 5 AT

!Gen 5 MT

| Capacity

| colspan="6" style="text-align: center;" |

| Bore x Stroke

| colspan="6" style="text-align: center;" | x

| Variable Performance Mechanism

| style="text-align: center;" | T-VIS

| colspan="2" style="text-align: center;" | ACIS

| style="text-align: center;" | VVT-i

| colspan="2" style="text-align: center;" | Dual VVT-i

| Compression Ratio

| style="text-align: center;" | 9.2:1

| style="text-align: center;" | 10:1

| style="text-align: center;" | 10.3:1

| style="text-align: center;" | 11:1

| colspan="2" style="text-align: center;" | 11.5:1

| Valve Material

| colspan="5" style="text-align: center;" width="120pt" | Steel-Alloy

| style="text-align: center;" width="120pt" | Titanium

| Intake Valve Diameter

| colspan="3" style="text-align: center;" width="120pt" |

| style="text-align: center;" width="120pt" |

| Exhaust Valve Diameter

| colspan="3" style="text-align: center;" |

| style="text-align: center;" |

| Included Valve Angle

| colspan="3" style="text-align: center;" | 25 °

| colspan="3" style="text-align: center;" | 22.5 °

3S-GTE

thumb|Toyota 3S-GTE engine in a Celica ST165.

The 3S-GTE is an in-line 4-cylinder 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.

{| class="wikitable"

|+ 3S-GTE usage in Toyotas

! Generation

! Year

! Model

! Power

! Torque

| 1

| 1986–1989

| Celica ST165

| 2

| 1990–1993

| 3

| 1994–1999

| 4

| 1997–2001

| Caldina ST215 (GT-T)

| @ 6200 rpm

| @ 4400 rpm

| 4.5

| 2002–2007

| Caldina ST246 (GT-Four)

| @ 6200 rpm

| @ 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

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 throttle body and intake and exhaust valve lift. Compression ratio is 8.5:1 and produces and with a factory 8-9 psi of boost. Fuel cut is at 12 psi. Intake and exhaust valve lift is significantly increased to .

Third Generation

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 (), throttle body size (), and a increase in exhaust ports. Exhaust valve lift is retained at .

Specifications

{| class="wikitable" style="text-align: center;"

|+ 3S-GTE Specifications

4S

The 4S is a , 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

and , central-point fuel injection.

;Applications:

1988–1989 Toyota Carina ED (ST163)
1989–1990 Toyota Carina ED/Corona EXiV (ST180/181)
1987-1989 Toyota Corona ST170
1988–1992 Toyota Camry (SV22)
1988-1990 Toyota Cresta (SX80)
1988-1990 Toyota Mark II (SX80)
1988-1990 Toyota Chaser (SX80)

4S-FE

;Applications:

1989–1992 Toyota Carina (ST170)
1992–1996 Toyota Carina (ST190)
1989–1992 Toyota Corona (ST170)
1992–1996 Toyota Corona (ST190)
1990–1993 Toyota Carina ED/Corona EXiV (ST180/181)
1993–1998 Toyota Carina ED/Corona EXiV (ST200/201)
1991-2001 Toyota Cresta (SX80/SX90/SX100)
1991-2001 Toyota Mark II (SX80/SX90/SX100)
1991-2001 Toyota Chaser (SX80/SX90/SX100)
1996–2001 Toyota Comfort (SXS11Y)
1997–2001 Toyota Chaser (SX100)

5S

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 . 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

thumb|right|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.

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.

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.

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.

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.

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.

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.

thumb|5S-FE engine in a 1994 Camry LE.

{| class="wikitable"

! Year

! Power

! Torque

| 1990–92 || at 5,400 rpm || at 4,400 rpm

| 1993–96 || at 5,400 rpm || at 4,400 rpm

| 1997–99 || at 5,400 rpm || at 4,400 rpm

| 2000–01 || at 5,400 rpm || 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

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

Toyota S engine

Table of S-block engines

1S

1S (1S-U)

1S-L (1S-LU)

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

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

2S

Generation 3

Generation 4

Generation 5

Specifications

3S-GTE

First Generation

Third Generation

Specifications

4S

4S-Fi

4S-FE

5S

5S-FE

5S-FNE

See also

References

Bibliography