From MR2OC.net & 6gc.net:
GEN3 3SGTE differences
- MAP sensor (2.5 bar) instead of AFM
- Bosch D-Jetronic (Gen III) vs. L-Jetronic (relatively primitive) engine management
- updated turbo
- Boost raised from 10psi to 13psi
- Fuel cut raised from 12 psi to 18 psi
- 4 wire O2 sensor
- Shim under bucket valve shims
- slightly more aggressive cams (240° 8.7mm lift vs 236° 8.2mm lift)
- Revised cylinder head cooling passages/water jackets
- Revised intake manifold (8 'independent long ports' reduced to 4)
- intake manifold inlet air temperature sensor added. i.e. after turbo and intercooler.
- lower compression ratio (8.5:1 vs 8.8:1)
- stainless steel head gasket
- factory 540cc injectors replace 430cc injectors
- revised fuel rail with bigger bore and relocated pressure regulator
- TVIS eliminated
- throttle body increased from 55mm to 60mm
- inlet valve lift increased from 8.2 to 8.7
- Less restrictive exhaust elbow
- Aluminum oil pan
- more rigid alloy sump and additional oil baffles
- Factory Catch can
- Better Oil Cooler and relocated oil filter (bottom)
- No. 1 compression ring described as 'stainless steel' instead of just 'steel'. Oil ring is described as 'stainless steel' instead of 'a combination of steel and stainless steel'.
- The fuel pressure raised from 36 PSI (2.55 bar) to 41 PSI (2.9bar).
- Cold Start Injector eliminated
----------
Other 2nd / 3rd gen differences - not interchangeable
Alternator bracket
Tensioner bracket
Coolant neck /elbow
Water and Oil pumps
Idler bearing #1 assembly *** see below ***
upper / lower cam belt cover
valve cover
intake and exhaust manifolds
most gaskets and seals
------------
Plug Wires / Cap & Rotor / Coil :
The 3rd gen 3SGTE uses the same components as the 93 Celica Alltrac (ST185). 93-95 USDM 3SGTE MR2 can also be used, though main coil lead is different.
The 2nd gen versions can also be used without modification, but ALL of these components would need to be swapped over.
Igniter & Coil - same as 94+ 5SFE cars.
-----------
Also from MR2OC:
Thermostat PN# (from Aero)
For those of you needing to replace your Gen III t-stat, I found that one made for a Land Cruiser fits and works fine. The temperature that the valve opens is the same as the OEM Gen III.
PN# is 90916-03117.
The t-stat made for the US 3SGTE is too small in size.
From NoShoes:
FYI: the 3rd gen PCV valve is the same as the newer Camrys (2000 V6 model)
The part number is #PCV-301, for those doing maintenance on their 3rd gens.
-----------
Interchangeable parts (2nd gen and 3rd gen)
Rods & bearings
Crank & main bearings
Crank pulley
Pistons & rings (3rd gen has slightly lower compression , otherwise the same)
Flywheel and clutch
Cam gears
Idler bearing #2 (also same as 5SFE)
Distributer
Turbo and downpipe
Most engine sensors
Idler Bearing #1:
The difference between the 2nd and 3rd gen #1 idler bearing is the addition of an ear on the mounting bracket (and matching hole in the head) to help hold the assembly while installing the timing belt. Otherwise the idler bearing assemblies are the same. The bearing itself is not listed individually, but uses the same Koyo bearing as the #2 idler bearing.
GEN3 3SGTE differences
- MAP sensor (2.5 bar) instead of AFM
- Bosch D-Jetronic (Gen III) vs. L-Jetronic (relatively primitive) engine management
- updated turbo
- Boost raised from 10psi to 13psi
- Fuel cut raised from 12 psi to 18 psi
- 4 wire O2 sensor
- Shim under bucket valve shims
- slightly more aggressive cams (240° 8.7mm lift vs 236° 8.2mm lift)
- Revised cylinder head cooling passages/water jackets
- Revised intake manifold (8 'independent long ports' reduced to 4)
- intake manifold inlet air temperature sensor added. i.e. after turbo and intercooler.
- lower compression ratio (8.5:1 vs 8.8:1)
- stainless steel head gasket
- factory 540cc injectors replace 430cc injectors
- revised fuel rail with bigger bore and relocated pressure regulator
- TVIS eliminated
- throttle body increased from 55mm to 60mm
- inlet valve lift increased from 8.2 to 8.7
- Less restrictive exhaust elbow
- Aluminum oil pan
- more rigid alloy sump and additional oil baffles
- Factory Catch can
- Better Oil Cooler and relocated oil filter (bottom)
- No. 1 compression ring described as 'stainless steel' instead of just 'steel'. Oil ring is described as 'stainless steel' instead of 'a combination of steel and stainless steel'.
- The fuel pressure raised from 36 PSI (2.55 bar) to 41 PSI (2.9bar).
- Cold Start Injector eliminated
----------
Other 2nd / 3rd gen differences - not interchangeable
Alternator bracket
Tensioner bracket
Coolant neck /elbow
Water and Oil pumps
Idler bearing #1 assembly *** see below ***
upper / lower cam belt cover
valve cover
intake and exhaust manifolds
most gaskets and seals
------------
Plug Wires / Cap & Rotor / Coil :
The 3rd gen 3SGTE uses the same components as the 93 Celica Alltrac (ST185). 93-95 USDM 3SGTE MR2 can also be used, though main coil lead is different.
The 2nd gen versions can also be used without modification, but ALL of these components would need to be swapped over.
Igniter & Coil - same as 94+ 5SFE cars.
-----------
Also from MR2OC:
Thermostat PN# (from Aero)
For those of you needing to replace your Gen III t-stat, I found that one made for a Land Cruiser fits and works fine. The temperature that the valve opens is the same as the OEM Gen III.
PN# is 90916-03117.
The t-stat made for the US 3SGTE is too small in size.
From NoShoes:
FYI: the 3rd gen PCV valve is the same as the newer Camrys (2000 V6 model)
The part number is #PCV-301, for those doing maintenance on their 3rd gens.
-----------
Interchangeable parts (2nd gen and 3rd gen)
Rods & bearings
Crank & main bearings
Crank pulley
Pistons & rings (3rd gen has slightly lower compression , otherwise the same)
Flywheel and clutch
Cam gears
Idler bearing #2 (also same as 5SFE)
Distributer
Turbo and downpipe
Most engine sensors
Idler Bearing #1:
The difference between the 2nd and 3rd gen #1 idler bearing is the addition of an ear on the mounting bracket (and matching hole in the head) to help hold the assembly while installing the timing belt. Otherwise the idler bearing assemblies are the same. The bearing itself is not listed individually, but uses the same Koyo bearing as the #2 idler bearing.
