Двигатели Toyota серии S

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.

+ S block engines Code Years Bore Stroke Compr. (Compression) Displ. (Displacement) Power Torque 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 U1S LU 1982–1986 80.5 mm 90.0 mm 9:1 1,832 cc at 5,400 rpm at 3,400 rpm Toyota Carina (A60), Carina RWD (SA60), Toyota Carina (T150), Carina FF (ST150), Toyota Celica (A60), Celica (SA60), Toyota Mark II, Mark II, Chaser, Cresta, Toyota Corona (T140), Corona (ST140), Toyota Corona (T150), Corona FF (ST150), Toyota Camry (V10), Camry, Vista 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 Toyota Carina (T150), Carina (ST150), Toyota Carina ED (T160), Carina ED (ST160), Toyota Corona (T150), Corona FF (ST150), Toyota Camry (V10), Camry, Vista 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 1987–1991 86.0 mm 86.0 mm 9.8:1 1,998 cc at 5,600 rpm at 5,600 rpm (Aus) at 3,200 rpm CatalyzedCamry (SV21)Holden Apollo (JK/JL) 3S FE 1987–1990 86.0 mm 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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) 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

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.

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. allowing for the fitment of larger valves and enabling higher power outputs. 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.

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 .

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).

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.

3S GE SpecificationsGen 1Gen 2Gen 3Gen 4Gen 5 ATGen 5 MT Capacity Bore x Stroke x 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 Exhaust Valve Diameter Included Valve Angle 25 ° 22.5 °

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 .

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 .

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.

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.

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