I'm redoing my 92 st185. It's been sitting since Oct 2005, when I damaged the engine. Here's what happened...
Clearly, I was running WAY too much overall timing advance, due to a misgrinding issue on my distributor for the Autronic SMC installation I had done. I only discovered this was the cause about a week ago.
All the pistons show signs of meltdown on top, and piston #1 finally let a chunk fly loose. That, in turn, caused a section of ring to break free, which then was sandwich pounded between the piston top and the head a few times, then went on its merry way past the valves (I think -- I'm still looking for all the pieces).
3s cyl 1
3s cyl 2
3s cyl 3
3s cyl 4
3s head chamber 1 -- see the melted aluminum stuck to the exhaust valves, and the grooves from the pounding of the ring chunk.
On my 3s block, everything was OE stock -- crank, rods, bearings, pistons, etc -- except the pistons had been dished down a bit to reduce CR. I had purchased that shortblock new from Toyota.
The 3s has some small grooves in the bores now, so I'll be selling it, with the understanding that the buyer will need to overbore a bit to use it safely. I also still need to pull off the oil pan and look down there.
I pulled the engine a couple of weeks ago.
So I was finally convinced I need to build a 5S-GTE, stroked to 2.3L, to run on E85.
Last Fall I found a 98 Camry 5s block down in Colorado Springs. Whoa, it was rough. Here it is after significant time with the wire brush wheel.
My engine builder (recommended by slownrusty, if any of you know him from the old AE86 crowd) has completed the initial boring of the block. ATS Racing ground the crank, and my engine guy will be balancing everything, line boring the cylinders after the ARP mains go in, modifying the oil pan for the ARPs, etc.
Here's the 5s as it looks now -- he's not done with it yet.
And the stroked 5s crank.
So here's the plan and parts list:
5s-gte
5s from a 98 Camry, with stronger walls near water pump
5s balance shafts removed, oil feed plugged
Stroked to 2.3L
Pauter rods
Wiseco 8.5:1 pistons with heavy duty options (skirts, pins)
ACL bearings
ARP main bolts
L19 head studs
ATS HG
Moroso oil pan
5s high flow oil pump with crank angle sensor
Caldina 3s timing gear pulley with crank angle teeth modified for Autronic SMC (maybe, if I can avoid ordering from Japan)
Gen 2 3sgte head is being repaired, cleaned, etc. Already has Ferrea SS valves, Chevy 361 inner valve springs, extensive porting.
ID2000 injectors
ATS fuel rail
Fuelab pump, switched by Autronic for low and full speed modes based on load/rpm
Fuelab filter
-8 fuel line from pump
OE fuel feed and return lines used simultaneously for fuel return
Twin waste spark setup with Bosch ignition modules
Mitsu or Bosch dual-ended coils
PT 6266 dual BB turbo (probably)
GReddy T67 ex manifold (probably), tungsten coated
PT 46mm wastegate (probably)
ATS downpipe
Aussie midpipe
Aussie catback, resonator removed
Clutch -- I just can't decide
Ron Davis alum radiator
FMIC -- who knows
Suspension is already Tein HA, Whiteline, SuperPro
AP Racing 4-piston front brakes, custom brackets
ST205 rear brakes
Factory p-valve removed, adjustable p-valve used instead
AND ... I'm adding f'in AIR CONDITIONING back into this car. Colorado just gets too hot sometimes.
I may just run my old stock T04E/46 turbo setup for now, just to get it running and to spread out the cost of all the new parts over a few months. Ya, the bottom end build-up is WAY overkill for the CFM the factory turbo is [in]capable of flowing, but hey, maybe I can prove a few things first.
I gotta publicly thank Scott at ATS Racing for all the support during this project. He's supplied many of the parts and has given a ton of advice based on their experiences setting up E85 cars. I highly recommend working with them!
So, I'll try to document it all here.
Clearly, I was running WAY too much overall timing advance, due to a misgrinding issue on my distributor for the Autronic SMC installation I had done. I only discovered this was the cause about a week ago.
All the pistons show signs of meltdown on top, and piston #1 finally let a chunk fly loose. That, in turn, caused a section of ring to break free, which then was sandwich pounded between the piston top and the head a few times, then went on its merry way past the valves (I think -- I'm still looking for all the pieces).
3s cyl 1
3s cyl 2
3s cyl 3
3s cyl 4
3s head chamber 1 -- see the melted aluminum stuck to the exhaust valves, and the grooves from the pounding of the ring chunk.
On my 3s block, everything was OE stock -- crank, rods, bearings, pistons, etc -- except the pistons had been dished down a bit to reduce CR. I had purchased that shortblock new from Toyota.
The 3s has some small grooves in the bores now, so I'll be selling it, with the understanding that the buyer will need to overbore a bit to use it safely. I also still need to pull off the oil pan and look down there.
I pulled the engine a couple of weeks ago.
So I was finally convinced I need to build a 5S-GTE, stroked to 2.3L, to run on E85.
Last Fall I found a 98 Camry 5s block down in Colorado Springs. Whoa, it was rough. Here it is after significant time with the wire brush wheel.
My engine builder (recommended by slownrusty, if any of you know him from the old AE86 crowd) has completed the initial boring of the block. ATS Racing ground the crank, and my engine guy will be balancing everything, line boring the cylinders after the ARP mains go in, modifying the oil pan for the ARPs, etc.
Here's the 5s as it looks now -- he's not done with it yet.
And the stroked 5s crank.
So here's the plan and parts list:
5s-gte
5s from a 98 Camry, with stronger walls near water pump
5s balance shafts removed, oil feed plugged
Stroked to 2.3L
Pauter rods
Wiseco 8.5:1 pistons with heavy duty options (skirts, pins)
ACL bearings
ARP main bolts
L19 head studs
ATS HG
Moroso oil pan
5s high flow oil pump with crank angle sensor
Caldina 3s timing gear pulley with crank angle teeth modified for Autronic SMC (maybe, if I can avoid ordering from Japan)
Gen 2 3sgte head is being repaired, cleaned, etc. Already has Ferrea SS valves, Chevy 361 inner valve springs, extensive porting.
ID2000 injectors
ATS fuel rail
Fuelab pump, switched by Autronic for low and full speed modes based on load/rpm
Fuelab filter
-8 fuel line from pump
OE fuel feed and return lines used simultaneously for fuel return
Twin waste spark setup with Bosch ignition modules
Mitsu or Bosch dual-ended coils
PT 6266 dual BB turbo (probably)
GReddy T67 ex manifold (probably), tungsten coated
PT 46mm wastegate (probably)
ATS downpipe
Aussie midpipe
Aussie catback, resonator removed
Clutch -- I just can't decide
Ron Davis alum radiator
FMIC -- who knows
Suspension is already Tein HA, Whiteline, SuperPro
AP Racing 4-piston front brakes, custom brackets
ST205 rear brakes
Factory p-valve removed, adjustable p-valve used instead
AND ... I'm adding f'in AIR CONDITIONING back into this car. Colorado just gets too hot sometimes.
I may just run my old stock T04E/46 turbo setup for now, just to get it running and to spread out the cost of all the new parts over a few months. Ya, the bottom end build-up is WAY overkill for the CFM the factory turbo is [in]capable of flowing, but hey, maybe I can prove a few things first.
I gotta publicly thank Scott at ATS Racing for all the support during this project. He's supplied many of the parts and has given a ton of advice based on their experiences setting up E85 cars. I highly recommend working with them!
So, I'll try to document it all here.