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This article needs additional citations for. Unsourced material may be challenged and removed. (December 2009) () The Toyota Caldina is an automobile manufactured by for the Japanese market and released in 1992. It replaced the and wagons, and was sold at both and Toyopet Store locations in Japan. While the Caldina has never been officially exported by Toyota outside Japan, its 4WD capability and large capacity have made it a popular grey import in Australia, New Zealand, Russia and many South American countries. The Caldina was discontinued in 2007, with the wagon assuming the market position previously held by the Caldina.

Toyota Caldina 2.0 GT-T (ST215, Japan) Sharing a platform with and, the Caldina is the Japanese version of the European wagon, launched in Japan in mid-1997. The models are coded ST215, and were also offered as Active Sports GT models with the 3S-GE engine. The top of the line GT-T came with the turbocharged 260 PS (191 kW; 256 hp) fourth generation 3S-GTE engine, and included an all-wheel drive system similar to the. The GT-T also came with optional electronic stability control (VSC, standard on Active Sports versions). The Aerial version features a large sunroof and countoured roof racks as standard. Weighing 1,440 kg (3,175 lb), the manual Caldina GT-T has a 0–100 km/h time of 6.4 seconds, with the automatic version only 0.1 seconds slower.

A refresh was given in 2000 with new bumpers and a new plastic headlight design. The interior was also updated. In 2001, an extra lug was added to the turbo manifold to prevent the manifold from warping which had been a common issue on earlier GT-T models.

2002 Toyota Caldina GT-Four (early model) The all-new Caldina launched in September 2002 is a pure sports wagon and does not share body panels with Allion, Premio and Avensis. Engines for the Caldina are 1.8 L, 2.0 L, or 2.0 L turbo. Trim levels are 1.8 X, 1.8 Z, 2.0 Z, 2.0 ZT, and 2.0 GT-Four (the latter is coded ST246). There is also an MKII Model for the years 2005-2007 with a minor refresh given to them.

All models have an automatic transmission and the GT-Four only comes in a Tiptronic transmission. With the discontinuation of, the Caldina was one of the sportiest Toyota models sold in Japan. The facelift model 2005 Toyota Caldina ZT As a tribute to Toyota's motorsports development guru and the creator of the first GT-Four,, a special edition Caldina GT-Four was produced. The Caldina GT-Four “N” edition. (N for Naruse).

This model was equipped with several performance enhancements specified by Naruse: • Sport ABS • Improved shocks and altered spring ratings • Front upper strut bar • Torsen rear LSD • front seats and interior trim Production of the third generation Caldina ended in mid-2007, without a real successor. That was also the end of both the 3S-GTE engine and the 'GT-Four' name in Toyota's line-up. The Caldina GT-Four was featured in the video games Gran Turismo 4 & 5, as well as Kaido Battle 2: Chain Reaction and Kaido Battle: Touge No Densetsu.

Contents • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Table of S-block engines [ ] S block engines Code Years Bore Stroke Compr. BEAMS 3S-GE 5th-generation engine ('Black Top') In 1998, the fifth and final version of the 3S-GE was released, found only in the Japanese-delivered RS200.

The 'Black Top' as it came to be referred to as, was fitted with a dual system that adjusted timing on both intake and exhaust camshafts and came in two different spec levels dependent on which transmission it was coupled to. Gen 5 uses electronic controlled throttle with cable (semi-drive by wire), so no idle speed controller is required. A returnless fuel rail is also used.

The MT version that came equipped with the J160 6-speed manual transmission featured larger diameter titanium intake valves measuring 35mm, larger exhaust valves measuring 29.5mm also made from titanium, a larger 33mm bucket and a compression ratio of 11.5:1. It made 210 PS (154 kW; 207 hp) at 7,600 rpm and 22.0 kg⋅m (216 N⋅m) at 6,400 rpm. Compared to the MT version, the 5-speed AT version came equipped with the A650E Tiptronic automatic transmission and had a lower compression ratio of 11.1:1, a less aggressive cam profile, smaller steel-alloy valves and smaller 31mm buckets. This engine made 200 PS (147 kW; 197 hp) at 7,000 rpm and 22.0 kg⋅m (216 N⋅m) at a considerably lower 4,800 rpm.

Externally, the AT model can be identified by differences in the wiring loom and the lack of an acoustic blanket on the intake plenum. Specifications [ ] 3S-GE Specifications Gen 1 Gen 2 Gen 3 Gen 4 Gen 5 AT Gen 5 MT Capacity 1,998 cc (2.0 L) Bore x Stroke 86 mm (3.39 in) x 86 mm (3.39 in) Variable Performance Mechanism Compression Ratio 9.2:1 10:1 10.3:1 11.1:1 11.1:1 11.5:1 Valve Material Steel-Alloy Titanium Intake Valve Diameter 33.5 mm (1.32 in) 34.5 mm (1.36 in) 33.5 mm (1.32 in) 35 mm (1.38 in) Exhaust Valve Diameter 29.0 mm (1.14 in) 29.5 mm (1.16 in) 29.0 mm (1.14 in) 29.5 mm (1.16 in) Included Valve Angle 25 ° 22.5 ° 3S-GTE [ ]. Toyota 3S-GTE engine. The 3S-GTE is an 1998 cc engine from, based on the 3S-GE with the addition of under piston oil squirters and a reduced to accommodate the addition of a. There are four generations of this engine, which started manufacture in 1986 and was built until 2007.

The turbochargers used in the 3S-GTE engines are Toyota designs and use an internal wastegate design. Depending on where the engine was intended to be sold the exhaust turbine is either ceramic (Japan) or steel (US and Australia). It was fitted to the,, and the GT-T and GT-Four. A second-generation 3S-GTE The second-generation Toyota CT26 used a twin entry turbine housing with dual wastegate ports. It was fitted to the second generation ST185 Toyota Celica GT-Four as well as the SW20 MR2 Turbo. The intake charge is cooled by an air-to-air intercooler either top-mounted in the Celica or side-mounted in the MR2.

The rally homologation Celica (known as Group A Rallye in Australia, RC in Japan and Carlos Sainz Limited Edition in Europe) used a top-mounted water-to-air intercooler and is distinguished by a hood vent rather than a hood scoop as found in the non-homologation ST185s. This generation retains the T-VIS intake manifold and the Air Flow Meter. A factory BPV is included in the SW20 MR2 Turbo but not on the Celicas. Compression ratio is 8.8:1 and produces 200-232HP and 200-224 lb-ft. This generation retains the injector size and throttle body size from the previous generation.

However, boost is increased to 10-11psi in the ST185 and MR2 while it is increased to 16psi in the ST185RC. Intake and exhaust valve lift is significantly increased to 8.2mm. This generation also is known for the infamous Hose from Hell (HFH) and Hose from Hell on Earth (HFHOE) as two small coolant hoses are known to require replacement sometime after 100k miles and is sandwiched in all directions by components. Third Generation [ ] The third-generation engine uses the (enthusiast-dubbed) Toyota CT20b turbo, which was of the same design as the second-generation but with a slightly improved turbine housing and larger compressor wheel. A factory BPV is installed on all applications. The intake charge is cooled by a water-to-air top-mounted intercooler similar in shape to the ST185RC WTA.

One can tell the difference as the ST205 WTA is black while the ST185 WTA is silver with a black centre. This generation does away with T-VIS and uses a normal 4 runner intake with the same port shape and size as the NA engine (but with larger injector holes for side feed). The Air Flow Meter is also removed in favor of a MAP sensing system (prior generations used a MAP sensor only for the purpose of the factory boost gauge and determining overboost fuel cut). Various increases included injector size (540cc), boost (13psi), overboost fuel cut limit (18psi), intake cam lift (8.7mm), throttle body size (60mm), and a 10mm increase in exhaust ports. Exhaust valve lift is retained at 8.2mm. In late 1997, the block casting was revised with added support around the head to prevent block cracking problems.

The CT20b turbo found in this generation is backwards compatible with the second generation motors, however not the first generation. Further improvements include a factory oil catch can. Compression is reduced down to 8.5:1 however power is improved to 245-255PS(242-251HP) and 304 Nm (224 lb-ft). Fourth Generation [ ] The fourth-generation engine uses a proprietary CT15B turbocharger. This generation was used in the 1997-2002 ST215 Caldina GT-T AWD Wagon. The exhaust housing is actually cast into the cylinder exhaust manifold, rather than the normal practice of a separate turbine housing after the cylinder exhaust manifold. Due to this, the CT15 is backwards compatible with the third-generation 3S-GTE cylinder head only, not either the first or second generation.

Intake charge was cooled by an air-to-air top-mounted intercooler fed through a new side-feed intake manifold. This generation utilizes a coil-on-plug ignition system and 550cc injectors. Boost remains at 13-14psi, however overboost fuel cut is increased to 21psi.

Compression is increased to 9:1 and produces 260PS (256 hp) and 324Nm (239 lb-ft). Fifth Generation [ ] The fifth-generation engine uses the same turbo as the fourth generation model. This generation was used in the 2002-2007 ST246 Caldina GT-Four AWD Wagon. There are only minor differences to this engine compared to the previous version and due to only limited markets receiving the ST246, very little is known and very few are aware of the engine. Differences include longer of the injectors to be closer to the intake ports. The intake manifold returns to a center-feed type fed by an air-to-air top-mounted intercooler.

This intercooler is slightly smaller than the previous generation and is oriented slightly different than any of the previous generations. It is tilted more towards the front of the car. The coil-on-plug ignition is different in this generation and it is not compatible with the ST215 ECU.

The valve cover is different as for the first time in the 3S-GTE series as the oil filler hole is on top of the exhaust camshaft instead of the intake. Metin2 Privat Romanesc Download Music. Other differences include the first time that there is no oil cooler in this generation as well as OBD2 diagnostics. Despite the downsize in various components of this generation, power is retained at 260PS (256 hp) and 324Nm (239 lb-ft). A 5S-FE Engine in a 1998 Toyota Celica GT The 5S-FE was available in several variations each being distinguished by valve cover design. The first generation, introduced in the 1990–92 Celica GT/GT-S and MR2, had a power rating of 130 hp and 144 lbs-ft/torque.

The second generation was introduced in 1993 with the fifth generation (ST184) Celica, and continued through the sixth generation (ST204) Celica. The second generation was also used in the MR2 (SW21) and Camry/Scepter (XV10) series and had a power output of 135 hp and 145 lbs-ft/torque. It had slightly less aggressive cams, no cold start injector, a knock sensor, and more aggressive tuning to give it slightly more power. In states that had adopted California emission standards the 5S-FE was rated at 130 hp and 145 lbs-ft/torque due mainly to emission equipment used to meet those emission regulations. The third generation was the last 5S-FE engine produced and was used in the 1997–01 Camry XV20 and 1999–01 Camry Solara; however, from 1996 onward, the engine received a crank angle sensor instead of a cam angle sensor for a smoother idle. From 1997 to 1999 the engine produced 133 hp at 5,200 rpm and 147 lbs-ft/torque at 4,400 rpm. From 2000 to 2001, the engine received modest improvements to increase power output to 136 hp at 5,200 rpm and 150 lbs-ft/torque at 4,400 rpm.

The 5S-FE was replaced in all applications by the 2.4 L. California specification 1994-1996 5S-FEs in the Celica and Camry used air-assisted, 250 cc injectors, and sequential fuel injection for reduced emissions over the grouped (2+2) firing scheme. The 1994-1995 MR2 did not receive this change, nor did Camrys/Celicas in federal emissions states. [ ] Camry 5S-FEs have a counter-rotating balance shaft assembly to reduce noise, vibration, and harshness. They reduce the 2nd order vibrations common to 4-cylinder engines by spinning at double the crankshaft speed.

The 1994-1999 Celica and 1991-1995 MR2 5S-FEs lack these balance shafts, so any 5S-FE engine with balance shafts likely came from a Camry. [ ] In 1997, for the fourth generation Camry, the 5S-FE was updated for the last time.

This engine received a direct ignition system with external camshaft and crankshaft sensors. This system used a waste-spark design, and the coils had integrated igniters. The engine did not use a typical coil-on-plug design, but rather two coil+igniter assemblies mounted near cylinder four, and provided spark via normal high-tension cords (spark plug wires). This change means that the 1997-01 Camry 5S-FE has a blocked off distributor mounting hole and could be used with older 5S-FEs without swapping cylinder heads. [ ] The 1997-99 Camry 5S-FE continued with the air-assisted, 250 cc injectors. The Camry 5S-FE also had a factory 4-to-1 exhaust design - in Federal form, it had no pre-catalyst, although the California version did replace the collector design of the Federal version with a warm-up pre-catalyst for reduced cold start emissions. [ ] For 2000 Toyota removed the air-assisted injectors and moved to superfine atomization (~50 micrometers), 12-hole, 235 cc injectors made by Denso.

They are of a different design, and required a change in the cylinder head casting. [ ] For 2001 Toyota started fitting factory MLS (multi-layer steel) head gaskets and other metal gaskets layered with Viton to engines, including the 5S-FE. MLS head gaskets require cylinder head and cylinder block resurfacing on older engines to ensure proper sealing; consequently, the MLS head gasket did not supersede the old composite head gasket. [ ] The 1994-99 Celica 5S-FE was not updated with these changes, and continued to use a distributor and the older electronic control system and injectors.

Any used engine marked as a 1997-01 Camry 5S-FE with a distributor is a Celica 5S-FE or older Camry 5S-FE. [ ] Stats: Engine: 2,164 cc four EFI DOHC Power: 1990–92 130 bhp (97 kW) at 5,400 rpm 1993–96 135 bhp (101 kW) at 5,400 rpm 1997–99 133 bhp (99 kW) at 5,400 rpm 2000–01 136 bhp (101 kW) at 5,400 rpm Torque: 1990–92 144 lb⋅ft (195 N⋅m) at 4,400 rpm 1993–96 145 lb⋅ft (197 N⋅m) at 4,400 rpm 1997–99 147 lb⋅ft (199 N⋅m) at 4,400 rpm 2000–01 150 lb⋅ft (203 N⋅m) at 4,400 rpm Bore: 87.1 mm (3.43 in) Stroke: 90.9 mm (3.58 in) Compression ratio: 9.5:1 Models with this engine: • ST204 (US Generation 6 Celica GT) • ST184 (US Generation 5 Celica GT, GT-S and SX. Australian Generation 5 Celica SX) • SW21 (US Generation 2 MR2 N/A) • SXV10 (Camry 1992–96) • SXV20 (Camry 1997–01) 5S-FNE [ ] Essentially a CNG version of the 5S-FE. This engine was fitted to the in to customers in 1999. See also [ ] Wikimedia Commons has media related to. Download Film Countdown Thailand Subtitle Indonesia here. • References [ ].