3S-GE ACIS/Beams discussion, Discussion about ACIS, TVIS, VVT-i, etc. applicable to 3S-GE motors |
3S-GE ACIS/Beams discussion, Discussion about ACIS, TVIS, VVT-i, etc. applicable to 3S-GE motors |
Sep 13, 2008 - 11:05 PM |
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Enthusiast Joined Feb 11, '08 From Auckland, New Zealand Currently Offline Reputation: 0 (0%) |
thats alright QUOTE how would i go about modding my ACIS? rather than tell you how to mod it heres a way how not to mod it http://toymods.net/forums/showthread.php?t...;highlight=ACIS (also I recommend a new thread for 3SGE ACIS/Beams discussion) I've been playing around with ACIS recently and I've discovered a few things about it, The basics ... when the vacuum diaphragm pulls the throttles, the larger diameter in the corner of the inlet pipes open up (under the lid) for high rpm and when there is no vacuum to pull the throttles are free to return to the constricted low rpm position. A few problems noted with ACIS: 1. When switching between high and low rpm modes, the vacuum diaphragm sometimes get stuck in the high rpm mode 2. The engage point is too late First experiment was to see how the car behaved with the throttle pull lever tied up with cable ties as to lock the throttles in the high rpm position, What I observed with the butt dyno was that under full throttle the rpm range where the car would "suddenly get up and go" was lower down, noticed in terms of road speed 65kph before, 55kph after (2nd gear) so in other words 5000-7000 was the get up and go range, without ACIS constriction in the intake the get up and go range was observed from 4000 to 7000. No loss in acceleration was noticed from idle to 3000 under part throttle, but loss was noticed under full throttle, between 3000 and 4000 I couldn't tell either way in neither part throttle nor full throttle whether ACIS was better in low rpm or high rpm mode.... This suggests to me that 4000 is a better changeover point than 4800 for performance. 4800 is an rpm not reached by normal driving due to speed limits & gear selection thus ACIS seems to exist for the purpose of keeping intake noise down at legal road speeds rather than for improving low rpm torque as midrange torque takes a hit with this setup. My proposed solution on how TO mod the ACIS, is to gutt the vacuum actuator system and replace it with a motorised cable pulling actuator triggered by a frequency switch relay at 4000 rpm the signal could be obtained by the ignitor right behind there. -------------------- Mike W
1996 Toyota Celica ST205 GT-FOUR GT2860RS turbine, TiAL mvr44, JE 86.5φ piston, Clutchmasters FX400, APEX P-FC 269awhp / 273ft-lbs |
Jun 8, 2009 - 3:41 AM |
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Moderator Joined Nov 5, '07 From New Zealand Currently Offline Reputation: 3 (100%) |
Right there has been some recent discussion lately about the 3S-GE so I thought I'd do my bit and best inform people with what information I know.
I've already stated this in another topic but I'll add it here now anyway QUOTE Camshaft Sizes 2. Gen 3S-GE In: 244deg, 8.5mm lift (timing 7/57) Valve diameter: 33.5mm Ex: 244deg, 8.5mm lift (timing 57/7) Valve diameter: 29.0mm 2. Gen 3S-GTE In: 236deg, 8.2mm lift (timing 8/ ) Valve diameter: 33.5mm Ex: 236deg, 8.2mm lift (timing 56/0) Valve diameter 29.0mm 3. Gen 3S-GE A/T In: 240deg, 8.7mm lift (timing 7/53) Valve diameter: 33.5mm Ex: 240deg, 8.2mm lift (timing 53/7) Valve diameter: 29.0mm 3. Gen 3S-GE M/T In: 252deg, 9.8mm lift (timing 7/65) Valve diameter: 33.5mm Ex: 240deg, 8.2mm lift (timing 53/7) Valve diameter: 29.0mm 3 Gen 3S-GTE In: 240deg, 8.7mm lift (timing 7/53) Valve diameter: 33.5mm Ex: 236deg, 8.2mm lift (timing 50/6) Valve diameter: 29.0mm 4 Gen BEAMS Redtop 3S-GE IN: 256deg, 10.5mm lift (timing /) Valve diameter: 34.5mm EX: 244deg, 9.2mm lift (timing /) Valve diameter: 29.5mm 4 Gen 3S-GTE IN: deg, .mm lift (timing /) Valve diameter: .mm EX: deg, .mm lift (timing /) Valve diameter: .mm **please note no newer gen camshaft are interchangeable with gen 1 3S engines (ie gen1 with gen3 cams = no. however gen1 3sgte with gen1 3sge = yes) QUOTE Compression 2 Gen 3SGTE 8.8:1 3 Gen 3SGE A/T 10.3:1 3 Gen 3SGE M/T 10.3:1 3 Gen 3SGTE M/T 8.5:1 4 Gen (RED BEAMS) 3SGE A/T 11:1 4 Gen (RED BEAMS) 3SGE M/T 11:1 now 3.gen 3sge uses MAP while the 4.genR 3SGE uses MAF this thread has some good info relating to that. that'll do for now more tomorrow **please note all figures above are based on Japanese celica models** here's something to think over, which piston is which gen 3S-GE? This post has been edited by Rusty: Dec 3, 2010 - 5:48 PM -------------------- |
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