6G Celicas Forums

i'm basically following suite with scandanavian_link. i'm looking to by an st204 shift rod to fit into my st165.

PM me or post here if you've got one for sale. pics would be nice, but i'm mainly just concerned that it hasn't been hacked or used as a lawn-dart or anything.

thank ya.

alright. first one to show me $1000 gets the GTE stuffs.

i'm willing to part with the intercooler setup and turbo setup for $1000.

that is everything from the intake ports to the exhaust ports:

turbo
exhaust manifold
intercooler
heat exchanger
throttle body
intake manifold
TVIS

$1500 and you get the whole thing.

okay. my st165 has to go to the dyno on thursday and i'm needing the money. now accepting low-ball offers!

then make an offer. i'm just trying to recoup the money i spent that replaced this all.

eithey way this is a freshly rebuilt head with documentation, 264 degree cams and cam gears, which are both new (~$750 retail).

last time i posted this i had a good amount of traffic about it, but 6gc is very strict with their posting rules and it was deleted. i fixed it and am reposting it.

FRESHLY REBUILT 1st gen GE head
264 degree cams
fidanza adjustable cam gears
fuel rail, injectors
intake manifold (with TVIS!)
throttle body
intake piping
MAF sensor
exhaust manifold
ct26 turbo
st165 intercooler w/ piping and heat exchanger (the whole thing!)

^ THAT'S A FULL GTE SWAP! ^

stock pistons
st165 ecu
NEW b+g springs
stock springs
stock brake lines
ACT street clutch w/ pressure plate (used but in good condition)
st165 flywheel

everything has <75k miles except the head, which is freshly rebuilt (hasn't been used).

please do not post offers below. i'm wanting to keep this thread for questions/answers only.

EMAIL me with offers (i've got this post up on a number of boards, and would like to keep track of them): killer_siller@yahoo.com

http://pg.photos.yahoo.com/ph/killer_sille...253as,1%253af,0


if you want the full GTE swap stuff i'm asking $2500 shipped (shipping on these parts is EXPENSIVE).

do all-tracs count?

a guy on alltrac.net (pat chinshu, i think that's how his last name is spelled) has a 5s-gte st185 that is putting down somewhere around 600HP at the wheels last i checked.

a 5sgte is a 5sgte is a 5sgte, no matter what block, head, etc you use.

all it means is that it's a turbo charged 2.2L S block with a GE head.

GE heads and GTE heads are the same PER GENERATION. so using a GE head is really no different than using a GTE head because they are the same.

99 percent of the GE heads/manifolds you are going to encounter in the US are going to be built for TVIS (only 3rd gens came without them), so you are going to need a tvis eliminator plate if you are going for outright HP tuning. if not, i would suggest leaving the TVIS on because it helps with turbo spool and low end torque. also, only third gens came with MAP sensors. all other GE modles (and the FE if i'm not mistaken) had MAF sensors.

i honestly have no idea if an FE intake manifold will mount up to a GE head. other than that any manifold built for a GE head will work on a GE head (GTE inclusive), just be sure that if it's built for a 1st/2nd gen head that you get a TVIS eliminator or use TVIS (depending on what you want).

honestly, if you are building it from scratch (which it sounds like you are) a stand-alone EMS would probably be just about as hard as getting all the crap together OEM. it might cost a bit more, but the hassle is going to be just the same. and as a bonus you can use a MAP with it rather than a MAF, which means a BOV without screwing your A/F ratio.

if you are planning on doing ANY kind of an Xsgte build, browse around the mr2 and all-trac forums. you'll learn alot. call up ATS racing and KO racing. they can point you in the right direction.

by all means, correct me if i'm wrong! the purpose of boards like this is to share information! if you know of any exceptions to what i've said, let everyone know!

it isn't insulting, it's just correction.

i don't normally post in forums i don't normally visit, and i know this post is a month old, but i had to dive into this one. for starters i'll say a little about myself. i own a 1988 toyota celica all-trac turbo st165. i'm just going to assume that everyone knows what that is. if you don't you can go to www.alltrac.net and find out. i'm in the middle of a 5sgte build, myself.

i'm not sure about the later 5sfe, but i know for a fact that the earlier model 5s shared blocks with the 3s. i don't know if the later 5s had aluminum block. the only aluminum S series block i know of is the dual vvt-i 3s-ge beams. anyway, because they shared blocks, early blocks and heads are interchangable (1st and second gen 3s-gte's that i know of). you will want to use a 3s-gte block for this simple reason:

oil squirters

3sgte blocks came with oil squirters. 3sge blocks did not, 3sfe blocks did not, 5sfe blocks did not.

you can take your 3sgte block and it's beautiful oil squirters and drop in a 5sfe crank (if you want to use your 5s or 3s-ge block you can have oil squirters drilled in rather easily, but you really don't have to if you get a 3s-gte block). they are beefy, and they are strong, and they're the only way you're going to make 2.2L, so you're going to have to use the 5s crank. the 3s series has a bore of 86mm, where-as the 5s series has a bore of 87mm (how you make that other 100cc). so if you use your 3s pistons, you only get 2.1L. you aren't going to want to use your 5s pistons, though because they are cast, not forged. it would be a good idea to go with aftermarket pistons since you already have your block open. you are going to want to use 3s rods though, because 5s rods won't cut it, in order to do this you are going to need to have the crank journalled for these rods, though. if you can find some good aftermarket 5s rods so you don't need to journal the crank, more power to you, but i haven't been able to find them. you might as well go with eagle h-beam 3s rods because they are 30% lighter than normal 3s rods (and lighter is better).

since we are on it, you are going to want to use an st185 or sw20 head, because st165 heads take their own cams, and they only come in 1 aftermarket form with a 272 duration (from HKS), might be a little much for a daily driven car. while you're at it you can get 1zzfe shimless buckets (for the second / third gen head) for your spacing, and rev a little happier.

if you can REALLY afford it you need to get a st205 head (or late-model sw20), because they have larger ports and take the st185 cams.

just for reference, all the GE heads are the same for their generation, so you can grab a GE head and use it if you want to. if you are scrounging for parts the GE intake cam was a little more aggressive than the corresponding GTE intake cam (good to know for 1st gen heads). the exhaust cams are the same per generation.

you can use 3s-gte or 3s-ge intakes on these heads. the ge intake might be a good idea if you are piecing your motor together from scratch, because it intakes from the side, not the top. this is good for front mount intercoolers, and come pretty cheap. i believe you still need a tvis elimination plate for spacing purposes, though. if you can't get your hands on a 3s-ge intake (or have plans for bigger numbers than that), a 3s-gte intake will do just fine. get a 1st gen intake, because they have top mount injectors rather than side-mount.

you can also bolt any 3s-gte exhaust manifold to any 3s-g(t)e head. you might want to use the 2nd or 3rd gen exhaust for the dual inlet because your turbo options are a little better, though a 1st gen exhaust manifold will let you use a ma70 (mk III supra) ct26, which has a larger inducer/compressor and better flowing exhaust housing.

you will need to use a 6 bolt flywheel. i've only heard of people using the st165 one, i don't know if it differs from the 5s-fe one or not.

also, a good to know for you FWD guys, the sw20 LSD will work with celica FWD transmissions. in fact, this entire transmission will work with very little modification.

if you can spend any money on machine work have all the oil and coolant passages ground clean and have the passages around cylinder 3 bored a little bit, becaue this cylinder tends to get a little hot. it also ends up running a little lean because of the make up of the injector rail and intake. you can port the head a little bit, but just polish it smooth. you really don't need to do any extravagant porting or grinding to anything, as the stock valves and porting are generally just fine.

use all ARP fastennings. you'll thank yourself later. use a TTE stock-size metal head gasket, again, thank yourself later.

doing that, and upgrading your oil pump, and you will have a 5s-gte that will put out gobs of power. your limiting factors are going to be your turbo, exhaust, and intake, but your block will make 425HP reliably (toyota reliably, not pontiac reliably).

you should call up ATS racing for a turbo kit if you want any more. they work with sw20s and know their s series engines like no one else.

just some trivia: they never made the 5S in japan, it was an american-market only motor. in japan taxes are applied to motors greater than 2.0L, so motors like the 5s-fe wouldn't exist (N/A celicas and mr2's in japan got the 3s-ge and later the 3s-ge BEAMS). wheras motors like the honda H22 were limited to cars like the prelude, which is more of a luxury car than a sports car in japan, also why the WRX STi and s2000 are both 2.0L rather than larger.

also worth noting: to my knowledge (that i know of this is still speculative) all 6th gen celica liftbacks shared chassis, so you can get a 205 or 185 drivetrain and drop it into a 6th gen liftback with relatively small amounts of modification.

anywho, thats my S series schpeal.

any questions?
email me
killer_siller@yahoo.com