98+ 5S-FE picture thread., Might be of interest to you if planning to go EMS. Options

[Syaoran]

So I bought a new 5S-FE engine for a total of $963. It's the newer 5S-FE which comes with various upgrades, some of which include a crank angle sensor, cam angle sensor and 2 coils for a distributorless ignition.

I'll put some pics with descriptions where necessary, and I've found this is the engine to buy and build if you're going the 5S-FE route, be it N/A or F/I, or 5S-GTE. It's more EMS-friendly than the older engines, I'll explain why with the pics.


Even though the newer engine is better in some things, the older ones are better in others. Here are the fuel rails side-by-side.



As you can see, the injectors are the same. However if you look closely, the new 98+ rail is returnless (as it came in the engine I bought, they had 2 and both were the same). It is also smaller, much smaller.


Returnless systems are worse than ones with return because the AFRs are less stable. The return system basically uses the fuel pressure regulator to keep the system feeding fuel to the engine more constantly. Ideally you'd install an adjustable FPR, but in my case that won't be necessary for the time being. The stock FPR I believe runs at 43.5PSI of pressure which is good enough.



Here's one of the more important pics:



That is the crank angle sensor wheel. I consulted with a friend of mine who has experience with these, and he told me it's a 36-2 wheel. It's missing 2 consecutive teeth. The beginning and end of that longer tooth slightly protrude, so you can count 32 separate teeth plus 2 on that longer one, and it's missing another two.

The engine I bought also has this:



That's a cam angle sensor with a single tooth. I'm not sure what the tooth indicates the sensor (camshaft position) but I believe it is either TDC or several degrees BTDC.


Here are the coils:



They're 2, 1 for each 2 spark plugs. They have 4 wires and I believe they are power, ground, signal and spark confirmation. I have to consult a wiring diagram to confirm that.

That's it for now, I'll add more pics as I go through the engine. You can request any pics you'd like.

[Smaay]

they look like return rails to me and your information is wrong about returnless having less stable AFRs. since every toyota is returnless now why would they do that?

[Syaoran]

they look like return rails to me and your information is wrong about returnless having less stable AFRs. since every toyota is returnless now why would they do that?

The newer one (smaller one) comes with a block-off plate on the fuel return port. I had removed it in this pic to see what it was. The other engine at the importer was the same. They have the port to make it return-type, but they came returnless.

It's easier to run a returnless system (and safer too) since there's one less line to worry about.

Return vs Returnless

The general consensus on it is that a return system can cope with a sudden high demand on fuel, whereas a returnless cannot.

[Smaay]

The general consensus on it is that a return system can cope with a sudden high demand on fuel, whereas a returnless cannot.

well thats true, but in a stock NA application its not an issue.

let me tell a little story. in my 7th gen with the turbo kit on it and 750cc injectors, i maxed them out at about 350 HP and 15psi. as soon as i converted the car to a return system the injector duty dropped down to 60% and i was able to boost 30psi and made the 545 HP. i ran out of fuel pump but the injectors were getting pretty close to maxing out.

Personally i like return systems. thats why on my 1MZ swap i converted the rails to return style.