So lately I have been thinking about swapping back to a NA 3S-GE. I'm never going to be able to catch the V8(s) and turbo cars in my class. The engine size break is 2.4 liter, so if I went back to a 3S-GE, I would be close to the top of the lower class and be lot more competitive (instead of being at the bottom of the higher class). The only thing I would need to change would be the motor, harness, ECU and exhaust. I could sell the new aluminum flywheel I have and convert the custom aluminum radiator I am having built to work with the 3S motor. I could use the Camry tranny which is the same as the Turbo MR2 tranny with a different diff. gearing, but I should be able to swap the gears. The on-demand torque of the V6 is awesome, but I spin the tires coming out of a corner if I don't slowly roll into the throttle. There's a guy in our club that has a 2nd gen. MR2 that would be interested in the motor. I could probably sell the motor for enough to buy a first gen 3S-GE and (re)build it. I'd like to get a newer gen motor to get the horsepower, but I might be able to build a gen 1 cheaper than buyer a newer gen motor. Just another project to add to the list. By the time I'm done with this, the body is going to be the only thing that resembles a Celica.
why not go with the 5sfe and convert the head to ge? that would still give you the 2.2 litres plus a ge head and you could potentially get hp in the 150+ I would imagine. and would an lsd help at all with the wheel spins? this would be so sad to see the v6 celi go.
I already have a Quaife LSD. The problem is I'm spinning both tires. Better tires would help but not make the car fast enough to catch the V8's. The problem with building a 2.2 GE motor is the 5S-FE bottom end is built for low revs and the GE head is built for high revs. Swapping out the engine is last on my list right now. I have a bunch of suspension mods I want to do first. If I can close the gap enough I might consider some unique options on the V6 like going with a carb(s) instead of FI. FI is great for mileage and low emissions, not always that great for building NA power. An Idea I have is to put 2 side draft carbs above the middle of the engine pointing forward and making and intake with long U shaped tube runners similar to the 2nd gen 3S-GE. I'd have to put a bump in the hood but could draw air in directly from outside the engine bay. No ECU would be needed and I could run race gas and possibly bump up the compression. Although I would need a way to control the DIS (damn!). I'd have to hook up a TPS. Scratch the carb idea. Too much work to have an ECU just for the DIS.
Forget 5S, why is everyone reaching for the 5S when a 1mm overbore gives you the same bore? With 87mm gen3/4 pistons it would be fairly cheap, but a stoker crank would cost the earth & then plus the custom rods and pistons to make it work. You' have to settle for 2050cc odd with the GE crank, but a gen2/3 manifold could be chopped and the carbs made to sit above the head? Way easier than your current idea? Dellorto's have stronger squirters, so better suited for long intakes. I'm building a 87mm 2nd gen 3S-GE with carbs and a dizzy - how? The early 3S-FE's were downdraught carb fed and have a dizzy with the coil inside. The 3S carb has the same/similar footprint as a DGAS, DIR etc - so plenty of options there. A bit of machining is needed to get the dizzy fitted but not a problem as such, same goes for swapping intake flanges. I'm not after raw power but trying to build a blend of economy/power/reliability, it sounds real easy? I Figured an easier way to block the injectors today when I saw this Fraser parked up, it also has a gen2 dizzy with it's own CDI
