5sgte engine build (beams black top head, CNC ported) by cuttyman9

19 minute read

5sgte engine build (beams black top head, CNC ported) 

Compliments of cuttyman9 @ http://5thgencelica.com

3-5-2015

So the last big piece of this little Celica I’ve been wrenching on is the motor. I’ve swapped the trans, swapped the brakes, spruced up the body with better panels.
With any project the engine selection is critical, not only does it need to be unique(for me) but it has to make solid power.

My initial plan was to plop a 1mz in and build that up later but I landed a bunch of parts in the hopes I’d buy a local Alltrac but the deal fell through due to a flaky seller I had a change of heart and some of the parts I bought to use on that were rendered useless.
Among those parts were a few key components like a nice, complete gen 2 3S-GTE head, a bunch of injectors and rails with a pair of distributors, cams, two mr2 intakes, a set of rods and pistons, egr setups and a down pipe to make that alltrac smog legal.
Kinda in a transition position with the build I decided why not make use of the GTE head and the parts? Well that didn’t seem like a bad idea given I got the above parts list for $120 bucks. So what I decided to do was build a stout motor, so forged everything was a must, I figured since I was going that far I might as well get studs for both ends as well.
I figured if the same sensors are used technically I can run this motor on the same ECU and it wouldn’t know any different, this may be a very naïve thought but it’s a starting point. I have a Greddy Emanage Ultimate in case it doesn’t pan out.

So heres the list.
-Xcessive manufacturing 3sgte intake setup for a Q45 TB including an adapter for a Toyota TPS sensor.
-top feed injectors, probably going to start with the factory ones used on my 5s-fe (redone ones)
-KO Racing phenolic TVIS delete
-Gen 2 3S-GTE head, cut for 34.5/30mm valves and clearance for a big set of cams, milled 0.006”
-01 5S-FE Block (bahaha free!) decked 0.005”, bored 0.020”
-Bought a machined 5sfe crank, had it balanced, deleted balance shaft parts (91mm crank)
-ARP head studs
-ARP main studs
-beams red top cams, going to be modified for a distributor, VVT oil passage plugged. (10.2mm lift on the intake!)
-Ebay cam gears (one center custom to match the beams intake cam)
-Maxspeeding H beam rods with ARP 2000 bolts
-JE forged pistons, 0.020” overbore (87.5mm)
-Q45 82mm Throttle body
-egr block off
-Brian Crower Titanium valve spring retainers
-Brian Crower valve springs
-shim-less valve buckets
-NGK wires
-factory distributor
-Beams timing cover
-OEM Toyota 5S-FE oil pump
-Australian 4-2-1 header (or an extractor from those down under)

Things I’m still sorting is the fuel rail, I ended up picking up the wrong style Q45 TB (pretty much the same outside of the TPS mount and shaft attachment), Gen 1 3S-GE valve covers(either over the gen 2 machined to fit or standalone Gen 1’s) and a few other things that aren’t coming to mind.
The fuel rails I’ve tried; 5S-FE, gen 3 3S-GTE/3S-GE rail. I just received a gen 1 rail thanks to Joe Randall scavenging a Gen 1 GE rail from a local junkyard.
The 5s rail matched injector spacing but not on the hold down pattern, the gen 3 rail didn’t match either.

My plan with this setup is to try it NA first, the Beams cams will compliment that but I will start with gen 2 3S-GTE cams first and switch to the Beams cams later possibly with gen 3 3S-GE MT cams as an option depending on which has the most aggressive NA profile.
If the NA setup isn’t enough I’ll step up to boost, but as of right now my focus is getting it together and in the car.


UPDATE
Gen 1 rail will not work, this is the cheap alternative
http://www.mr2oc.com/showthread.php?t=213289&highlight=fuel+rail#/forumsite/20711/topics/213289?page=1
There is always the speed source rail if this doesn't work.
The O rings were 10.50 shipped.

Beams cams will require a bit more machining than initially thought, but plans with continue.
(Journal is 2mm larger on the gear side, sealing method is completely different and there is not end play control based on a width of the beams cam journal vs the gen 2 head)
I will still have to make a cam gear center for it, but I will just change my design to accommodate the seal.
On a good note, the cam clearancing did allow them to clear, by a small margin but they definitely aren't drop in.


*******Update June 2016******
Switched to a beams black top head CNC ported in Malaysia.
Plans are to run ITB's, build a custom plenum for those, stainless steel top mount manifold, Borg Warner EFR (6758 is where I'll start but more research has to be done)
Plan to run the stock beams valves and retain the VVT on both cams if possible with the AEM Ecu.

^where it started, picked up all of this because i wanted the downpipe so i could use it on the alltrac I was hoping to buy, but due to a flaky seller that got canceled so i made use of the parts in the purchase. Cant beat 120 bucks for all of this.

^how I received the free short block

^guy said center two were down on compression so he pulled it out in exchange for another 5s

^monster 3s ports, the only reason I used the head over the 5s stuff is because at this stage I had it so why not. The alltrac I thought I was gonna get made me think spares werent a bad idea to have.

^not a bad start, had some valves come apart in its past life so it took a bit of machining to clean up the quench areas of the head

^mock up

^came with a new oil pump from a late 5s too (40 bucks haha)

^interesting composition of the later 5s pistons, curious if they would handle abuse

teardown

3-15-2015

^balance shaft elimination

^finished

^stud PN and thread chasers

^Poor quality but studs in hand tight.

^bearings in for tolerances

^torqued, now removal for checking plastigage

^ removal of the caps (tough with out bolts)

^ roughly .0017" which is good.

^lubed up

^ebay crank, machined

^factory main cap markings at the back of the block

^factory rod markings

^new baffled pan

^crank markings

this shows the differences between the shim styles, the right side being the lightest and most stable at high RPMs

3-17-2015

A few other pics, the clips to keep the pins in suck ass to install.

^No real difference front to back for the rods that I can tell.
All are balanced equally on the crank so they can go anywhere until the rings are setup in each bore with the correct gap

^waiting on the ring filer

3-20-2015

Updates; beams exhaust cam is a bolt in deal in terms of fitting the head.
The cam gear needs a larger hole where the bolt goes.

Fuel rail mod should be somewhat easy, just need to make some brackets to mount the 5s rail.

Located a supercharger in case this doesn't do it for me.

3-21-2015

All of em match, pretty legit deal for a redone crank, rod and main bearings for 190 shipped

4-28-2015

Here's a few pics as updates.

Things to note;
5sfe driver side water neck won't fit the 3sg(t)e head,
Beams can will need some work to fit the non beams head,
5sfe rail is pretty close to fitting with custom brackets and the tip of the 3sgte rail hacked off (near injector tips,
5sfe water pump, oil pump, and idler are used but the tensioner is 3sgte when doing a 5sg(t)e,

Freeze plug time, 9 of the bastards all 35mm except one which was 40mm

Part number for 5sfe freeze plugs

The wonderful toyota engineers decided an m7x1.0 would be fun to use for cam caps lol

So buy an m7x1.0 chaser or tap to clean em out.

^ plans to build a rail holding device.
This will allow one to use a 5sfe rail on a gen 2 3sgte

5-20-2015

So a few updates;
The beams intake cam won't work without heavy mods.

I may buy joes beams head to tinker on, so I'm saving the intake cam

The tensioner, crank gear and tensioner pulley are all 3sg(t)e parts and the water pump, idler and oil pump are all 5sfe parts

Late 5s oil pump has a location for a crank position sensor for those who want a distributor less ignition. You need a 3s gear that has notches though.

Ring gap has been set for street/boost applications in case I change over.

I've since bought 3rd gen 3sge cams (manual trans) to make use of.

Beams exhaust cam does bolt in with no modifications, it has roughly 9.6mm lift.

Will post accurate specs of gen 2 cams and gen 3 cams along with beams intake cam(as best I can) and the beams exhaust cam

Preparing for paint^

^preparing for paint

^painting

^painting

^shiny and painted, British racing green!!

^rear seal

^head locators, need these for the oil pump too to align the seal correctly

^oil pump locators

^oil pump and water pump installed

^gf's legs

^oil pump pickup installed, 40 bucks through the dealer with the discount.

^studs installed for testing the spare head gasket, the thickness is 1.4mm for stock late 5sfe MLS gasket.

5sfe head gasket (late mls gasket, EBay replacement)

^ head installed for testing, so far all are non interference for gen 2 3sgte head/cam/big valve combo and the beams exhaust cam is also non interference. Will double check when the gen 3 cams arrive.

^ gears installed

12-29-2015

So a bit has changed.

I've determined that I'm not happy with the gen 2 head for this motor so I plan to pursue making a beams black top head fit.

The advantages are:
-Vvti(going to maintain at least the intake side which will allow me to achieve my midrange performance goals)
-ITB's off a 20V (easily adaptable and plenums are available)
-Top feed injectors
-Coil on plug (COP because the 5s late pump has a provision for a crank trigger, the beams gear has tick marks for it)
-Better flow path to the valves
-CNC'd versions are available
-valves are the same size as a +1 gen 2 valve

This shouldn't be too hard to make work, but I will have a bit more of a challenge.


Also other changes are going full standalone, changing to turbo as I recognized that one of my goals is to be faster than a 13.99 in the quarter (no this is not a drag car, that is just what I feel it should do if I'm investing this amount of money and NA will not achieve that)

Will add more pics and details as I go.