3sgte Limits???

[Joshstix]

still good that you salvaged the 3s block by sleeving it though. Not to shit-stir but do you think the block cracked due to the weakening by the 20thou boring. Even though 20 thou is sweet F.A still couldve struck a chord

I'm sure it didn't help but if the block is too weak to handle 10 psi on the first oversize then it's too weak to be a seriously good high performance block.

I'm not saying the 3S is gay and takes it in the ring, though I have been known to. Al I'm saying is that the block is far too fragile and you are better of getting rid of it up front if you want a reliable high horsepower build.

[o_man_ra23]

I'll be running an aftermarket oil cooler, as the angled base plate for the factory oil cooler off the 3sgte doesn't bolt up, and without it, the oil filter would foul on my custom exhaust manifold. I'll use the bungs on the hard pipe that'd originally be used for oil cooler lines to feed the turbo oil cooling. Having a hole drilled and tapped into the block for the oil feed. As the 5sfe block doesn't have oil squirters, I'm getting a thermal barrier compound applied to the piston crowns to assist combat heat transfer through to the skirt/underside.

All going well should be a beast of a motor. I don't expect to have it in car and tuned until mid to late March though.

forgot about the oil squirters... might go with sleeving the 3S block on account of that

Cheers, Owen

[Joshstix]

You can get the oil sqirters put in the 5S block if you really want them. In my opinion for street and drag type use there is no need for the squirters. I would not have gone to the effort to have them put in my engine unless I was going to use it for endurance type work.

[-Totenkopf-]

You can get the oil sqirters put in the 5S block if you really want them. In my opinion for street and drag type use there is no need for the squirters. I would not have gone to the effort to have them put in my engine unless I was going to use it for endurance type work.

Yeah, takes a fair bit of time, and time is money (for the oil squirters, need to locate oil galleries, drill holes, tap them, make sure the rotating assembly isn't going to foul with the squirters, etc). People generally don't bother. One of there uses is to assist cool the underside of the piston, I thought I'd remove that need by applying a ceramic coating. Also I don't know to what extent they aid to lubricate the bores. Hopefully I wont have any excessive ring wear from the bore being relatively dry.

Now, somewhat unrelated, but does anyone have a borked 5sfe crank lying around? I need to find a 5sfe crank to get my custom twin plate build underway. The people producing the flywheel would appreciate it if I could supply one so they can confirm fitment. I'll probably end up cutting the hub section off with an oxy, so if can be cracked, scored, whatever, I dont care. Anyone know where I should look? I don't really want to pay an arm and a leg.

[o_man_ra23]

Totenkomf, go down to your local engine reconditioner. If they have a screwed one, im sure they would be happy to let it go your way.

Cheers, Owen

[BeRad]

have a squiz at www.ozcelica.com if you havnt already.... someone there might have one lieing around.

[-Totenkopf-]

have a squiz at www.ozcelica.com if you havnt already.... someone there might have one lieing around.

Yeah I have.

I might give Terry @ Road and Track a call sometime, see if hes got a rooted 5s crank around.

[aw11man]

Can anyone tell me if there is a difference between the gen 4 caldina n/a block and the gen 2/3 blocks. Have heard that the caldina n/a block is stronger and used in rally corollas. I need to know cos i am planning on turboeing the caldina block but if there is no real difference then i might as well find another block and re-sleeve it for probably cheaper.

Im not chaseing huge power outputs, 300+ rwhp perhaps but want some day in day out reliability.

[Joshstix]

If you really want to use a 3S block rather than 5S, I'd suggest you buy a couple of the best condition blocks of whatever generation suits you and have them sonically tested for cylinder wall thickness then have the thickest one crack tested and use it.

Obviously a Gen2 is going to be far cheaper, hell I bought a Gen2 3SGTE block for a carton of Coke of one of the club members through this forum.

[trd3sg]

[QUOTE=Joshstix]I'm sure it didn't help but if the block is too weak to handle 10 psi on the first oversize then it's too weak to be a seriously good high performance block.
.[/QUOTE

definitely agree here

my isuzu block has been bored 120 thou but still has a bit of meat left in it - the good thing about this is the siamese bores, the only isuzu 4 cyl to ever have such a design.

my na gen 3 3sge will very soon (ie australia day long weekend) be receivng a bit of boost (11psi on 10.5:1) and im hoping the block will hold up for the 250 fwhp im hoping for. I eventually want to drop the compression to something like 10:1 and run 15-17psi through it for a hopeful 280-300 fwhp on stock n/a bottom end. This has now got me thinking twice with your advice above - the only argument i can put forward is that perhaps the gen 3 n/a has been exposed to less cylinder pressures than a gte block, and hopefully therefore will not have weakened\formed a hairline fracture as severely as the gte block would have.

what you think - possible to keep my gen 3 n/a bottom end as it was from oem (maybe a balance and shot peen rods - MAYBE) to handle 380-400 flywheel horsies?

[off-road]

Turbo 3sg run around 8.5 compression. If you are going to run 15 lb on 10:1 tread very carefully and use very good fuel.

[Andrew162]

yeah I thought the comp ratio was a little too high to squeeze that much boost out of it, as mentioned 8.5:1 for the GTE, and as I've seen in Gary Georgiou's ST205, they're good for at least 20PSI (crazy bastard). having said that, trd3sg it's probably better if you had it on avgas and bottle-fed for those kinds of figures on high-comp internals.

[JustCallMeOrlando]

There I've seen an S2000 with factory 11:1+ compression turbocharged running decent boost. They key was good tuning, a decent sized (read: efficient for boost level) turbo and good intercooling. Got driven nearly every day to my uni too.

Not to mention JustenGT8's car. He's running 18psi(?) on factory bottom end.

[JustenGT8]

Good ECU, good IC, good fuel and good tuning = happy hi-comp boosting

[sw20r]

Turbo 3sg run around 8.5 compression. If you are going to run 15 lb on 10:1 tread very carefully and use very good fuel.

Im running 9:6:1 Compression on my GEN 2 3SGTE and its still going strong. Tuned for 98ron from BP or shell it doesnt hurt the engine. Does 14psi boost all day with power fc, stock turbo + 440cc injectors 186RWKW for now and shes all fine so far