3SG Engine

3SG Engine

Information on the Toyota 3SGE and 3SGTE engines

Toyota MR2 3SGTE engine



The Toyota 3SGE BEAMS engine








General Information


Cylinders
4
Displacement
1998cc
Firing Order
1,3,4,2
Cylinder Orientation (from drivers seat)
Cyl1 closest to timing belt 



Model Variants

3S-GE Non-Turbo

Generation
Year Range
Identifiable Differences
Gen 1
1984 - 1989
Distributor ignition, T-VIS, 9.2:1 comp
Gen 2
1990 - 1993
Distributor ignition, No T-VIS. ACIS intake added. 10.0:1 comp
Gen 3
1994 - 1999
Distributor ignition, 10.3:1 comp
Gen 4 (red top and grey top)
1997
Direct Fire Ignition, BEAMS VVTi intake only, cable throttle, 11.1:1 comp
Gen 5 (black top)
1998
Direct Fire Ignition, BEAMS VVTi intake and exhaust, ETCSi Throttle, 11.5:1 comp, returnless fuel
BEAMS - Breakthrough Engine with Advanced Mechanism System


3SGTE Turbo

Generation
Year Range
Identifiable Differences
Gen 1
1986 - 1989
Distributor ignition, T-VIS, MAF, 8.5:1 comp, top-feed 430cc injectors, no BOV, single entry turbo, water-air intercooler, ~9psi boost
Gen 2
1990 - 1993
Distributor ignition, T-VIS, MAF, 8.8:1 comp, side-feed 430cc injectors, BOV on MR2 models, twin entry turbo with dual wastegate ports, air-air intercooler, ~11psi boost
Gen 3
1994 - 1999
Distributor ignition, No T-VIS, No MAF, 8.5:1 comp, top-feed 540cc injections, BOV added, CT20B turbo, ~13psi boost
Gen 4
1997 - 2001
Direct Fire ignition, No T-VIS, 9.0:1 comp, CT15B Turbo with integrate manifold, top-feed 550cc injectors, air-air intercooler, side-feed intake manifold, stronger crank with nitriding
Gen 5
2002 - 2007
Direct Fire ignition, No T-VIS, 9.0:1 comp, CT15B Turbo with integrate manifold, extended top-feed 550cc injectors, air-air intercooler, centre-feed intake manifold, oil filler moved to exhaust cam cover side, no oil cooler, factory OBD2 support, stronger crank with nitriding









Sensor Information

Distributor

The 3SG engine with Distributor ignition all use the same trigger system which includes a 24x Reluctor for trigger and dual 1x sensors for sync.



DISTRIBUTOR WIRING



All models use Reluctor sensors negative sides joined to a common signal ground wire. This is called G- on these models.
OEM Wire Colour
Signal Name
Description
Haltech Wiring
Black
NE
24x signal
Trigger +
Green
G1
1x signal
Home +
White
G2
1x signal + 360deg
No connection
Red
G-
Signal Ground
Signal Ground





Crank Trigger Models without BEAMS

The crank trigger models without BEAM use a 36-2 (36 teeth with 2x missing) tooth wheel with a reluctor sensor.
On the cam is a single tooth reluctor sensor pickup.



Crank Trigger Models with BEAMS

The crank trigger models that have BEAMS use a 36-2 (36 teeth with 2x missing) tooth wheel with a reluctor sensor. 
Both cams have a 3-tooth reluctor sensor pickup.
All crank and cam sensors have their negative side joined to a common wire. OEM calls this NE- on this particular model.



Factory Connection
Haltech Connection
NE+ Crank
Trigger + (Yellow in Trigger 4-core)
G2+ Intake Cam
Home + (Yellow in Home 4-core)
GEX Exhaust Cam
Any Spare SPI
NE-
Signal Ground (Blue in Trigger 4-core)





Common 3SG Trigger Issues

It is a common issue to see 3SG Reluctor trigger systems (along with other similar models, 4AG, etc..) to be biased towards the negative side of 0V, usually crossing at -0.25V.  
To ensure correct operation it is often necessary to use a customer trigger configuration as below.


Trigger Configuration - 3SG Distributor Models


   
   




Trigger Configuration - 3SGTE Gen 4-5






Trigger Configuration - 3SGE BEAMS















Ignition System

Distributor Igniter

The distributor models use an external igniter. The igniter has the wiring connection listed on the underside of the connector.




Label
Function
OEM Wire Colour
Haltech Connection
C
Coil -
Black/White
No Connection
EXT
Tacho
Black
No Connection
B
Coil +
Black/Red
No Connection
T
IGT
White
Ignition Output#1
F
IGF
White/Red
No Connection


3SGTE Ignition Coil




Direct Fire Coils

All models with Direct Fire ignition feature coils with internal igniter modules.





Dwell Time

Distributor Models



Direct Fire Models












Throttle Position Sensor

3SGTE Gen 4 TPS



MR2 TPS Wiring
Pin
OEM Wire Colour
Description
1
Brown
Signal Ground
2
Purple
Idle Switch -  Not Used
3
White
TPS Signal
4
Red/Blue
5V+










MAP Sensor

From Gen 3-on the 3SGTE came with a MAP sensor.  They will read up to 126kpa of boost pressure, and typically are swapped for a higher reading MAP sensor. Using the internal Haltech MAP sensor is often a better choice.

Gen 3 MAP sensor



Gen 4 MAP sensor





OEM Label
Pin
Description
E2
1 - Brown
Signal Ground
PIM
2 - Yellow
Signal
VC
3 - Light Green/Red
5V+

Calibration: Use "xxxxxxxx.cal"











MAF Sensor

Early models used a Mass Air Flow Sensor for engine load calculation.  This can be used with a Haltech ECU however most tuners will remove it and move to MAP sensor operation, the same as Toyota did for Gen 3 to 5 models.



OEM Label
Description
Haltech Connection
1 - No Connection
---
---
2 - No Connection
---
---
3 - No Connection
---
---
4 - VC (Red/Blue)
5V+
5V+
5 - E2 (Brown)
Signal Ground
Signal Ground
6 - VS (Yellow/Blue)
MAF Signal
AVI
7 - THA1 (Black)
Air Temperature Signal
AVI










Idle Control

The 3SG  engine uses a dual-solenoid system. This uses 2x ECU outputs and a 12V+ power supply.  It natively sits half-open, one signal opens the valve, the other closes it from there.  
It is configured in the software as a BAC 3-wire with the Type as Bi-Directional.

Pin
Function
Haltech Connection
1
Open Signal
Spare Output
2
Power
12V+ Switched
3
Close Signal
Spare Output


Some models incorporate a second idle control valve that is simply an on/off solenoid, and is activated when Air Conditioning is being used. This can be configured as a Generic Output that is on whenever A/C Output is On.










Coolant Temperature Sensor

Located near the top radiator hose housing.

Wiring is not polarity sensitive

Calibration: Use "Temperature - Toyota 1FZ-FE Coolant Sensor.cal"
Created for Haltech ECUs using a 1k pullup to 5V










Air Temperature Sensor

Models with a MAF Sensor have the Air Temp Sensor as part of the MAF.
For MAP sensor models the inlet air temp sensor is located in the airbox. 
Both locations are not ideal for high performance application and the sensor should be swapped for a screw-in type and located after the intercooler, preferably in the intake plenum near the MAP sensor connection. 

Wiring is not polarity sensitive.

Calibration: Use "Temperature - xxxxxx.cal"
Created for Haltech ECUs using a 1k pullup to 5V













OEM ECU Information

MR2

The ECU is located in the boot/trunk on the firewall.
     


Celica













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