>thats alright

>
rather than tell you how to mod it heres a way how not to mod it
http://toymods.net/forums/showthread.php?t...;highlight=ACIS

(also I recommend a new thread for 3SGE ACIS/Beams discussion)

Acoustic Control Induction System, or ACIS, is an implementation of a Variable Length Intake Manifold system designed by Toyota.

Simply put, the ACIS system uses a single intake air control valve located in the intake to vary the length of the intake tract in order to optimize power and torque, as well as provide better fuel efficiency and reduce intake "roar".[1].

The ECU controls the position of the intake air control valve based on input signals from throttle angle and engine RPM. The vacuum switching valve (VSV) which controls the vacuum supply to the actuator is normally closed and passes vacuum to the actuator when it is energized by the ECU. By energizing the VSV vacuum is passed to the actuator, closing the air control valve. This effectively lengthens the intake manifold run. By de-energizing the VSV, vacuum to the actuator is blocked and trapped vacuum is bled off of the actuator diaphragm. Without vacuum, the air control valve opens, effectively shortening intake runner length[1]. This logic is the same as that used on the T-VIS system, the primary difference being that T-VIS actuates at a set RPM value whereas ACIS attempts to maintain a constant powerband by opening progressively.

>Toyota Variable Induction System, or T-VIS, is a variable intake system designed by Toyota.

It improves the low-end torque of high-performance, small displacement four-stroke engines by changing the geometry of the intake manifold according to the engine rotation speed. The system uses two separate intake runners per cylinder, one being equipped with a butterfly valve that can either open or close the runner. All valves are attached to a common shaft which is rotated by a vacuum actuator outside the manifold.

The engine control unit allows vacuum into the actuator by powering a solenoid valve when the engine rotation speed is below 4200 rpm.Above this engine speed vacuum is cut off and a spring inside the actuator causes the butterfly valve to fully open. The theory behind the system is that in the lower speed band the velocity of the intake air can be improved because the intake runner cross section per cylinder is smaller. However, when the engine gains speed, the required air flow volume is more significant so the second runner is opened to improve the flow. With upgraded engines (more flow) you may want to have your T-VIS open earlier than stock because it begins to choke the airflow at a lower RPM, since the airflow per RPM is greater with upgraded turbos, intakes, and exhaust. There is now a T-VIS controller on the marketT-VIS controller.

>VVT-i, or Variable Valve Timing with intelligence, is an automobile variable valve timing technology developed by Toyota, similar to the i-VTEC technology by Honda. The Toyota VVT-i system replaces the Toyota VVT offered starting in 1991 on the 4A-GE 20-Valve engine. The VVT system is a 2-stage hydraulically controlled cam phasing system.

VVT-i, introduced in 1996, varies the timing of the intake valves by adjusting the relationship between the camshaft drive (belt, scissor-gear or chain) and intake camshaft. Engine oil pressure is applied to an actuator to adjust the camshaft position. In 1998, "Dual" VVT-i (adjusts both intake and exhaust camshafts) was first introduced in the RS200 Altezza's 3S-GE engine. Dual VVT-i is also found in Toyota's new generation V6 engine, the 3.5L 2GR-FE V6. This engine can be found in the Avalon, RAV4, and Camry in the US, the Aurion in Australia, and various models in Japan, including the Celica. Dual VVT-i is also used in the Toyota Corolla (1.6 dual VVT-i 124bhp). Other Dual VVT-i engines include the 1.8L 2ZR-FE I4, used in Toyota's next generation of compact vehicles such as the Scion XD. It is also used in the 2JZ-GE and 2JZ-GTE engines used in the Lexus IS300 and in the Toyota Supra. By adjusting the valve timing engine start and stop occurs virtually unnoticeably at minimum compression. In addition fast heating of the catalytic converter to its light-off temperature is possible thereby reducing hydrocarbon emissions considerably. VVT-i Video

>In 1998, Toyota started offering a new technology, VVTL-i, which can alter valve lift (and duration) as well as valve timing. In the case of the 16 valve 2ZZ-GE, the engine has 2 camshafts, one operating intake valves and one operating exhaust valves. Each camshaft has two lobes per cylinder, one low rpm lobe and one high rpm, high lift, long duration lobe. Each cylinder has two intake valves and two exhaust valves. Each set of two valves are controlled by one rocker arm, which is operated by the camshaft. Each rocker arm has a slipper follower mounted to the rocker arm with a spring, allowing the slipper follower to move up and down with the high lobe without affecting the rocker arm. When the engine is operating below 6000 rpm, the low lobe is operating the rocker arm and thus the valves. When the engine is operating above 6000 rpm, the ECU activates an oil pressure switch which pushes a sliding pin under the slipper follower on each rocker arm. This in effect, switches to the high lobe causing high lift and longer duration.


Toyota has now ceased production of its VVTL-i engines for most markets, because the engine does not meet Euro IV specifications for emissions. As a result, some Toyota models have been discontinued... Celica

>i say try another vid but go in a straight line, the 45 sec one you can hear a change but not see it because the camera is looking at the fuel guage.

>Camshaft Sizes
2. Gen 3S-GE
In: 244deg, 8.5mm lift (timing 7/57) Valve diameter: 33.5mm
Ex: 244deg, 8.5mm lift (timing 57/7) Valve diameter: 29.0mm

2. Gen 3S-GTE
In: 236deg, 8.2mm lift (timing 8/ ) Valve diameter: 33.5mm
Ex: 236deg, 8.2mm lift (timing 56/0) Valve diameter 29.0mm


3. Gen 3S-GE A/T
In: 240deg, 8.7mm lift (timing 7/53) Valve diameter: 33.5mm
Ex: 240deg, 8.2mm lift (timing 53/7) Valve diameter: 29.0mm

3. Gen 3S-GE M/T
In: 252deg, 9.8mm lift (timing 7/65) Valve diameter: 33.5mm
Ex: 240deg, 8.2mm lift (timing 53/7) Valve diameter: 29.0mm


3 Gen 3S-GTE
In: 240deg, 8.7mm lift (timing 7/53) Valve diameter: 33.5mm
Ex: 236deg, 8.2mm lift (timing 50/6) Valve diameter: 29.0mm


4 Gen BEAMS Redtop 3S-GE
IN: 256deg, 10.5mm lift (timing /) Valve diameter: 34.5mm
EX: 244deg, 9.2mm lift (timing /) Valve diameter: 29.5mm

4 Gen 3S-GTE
IN: deg, .mm lift (timing /) Valve diameter: .mm
EX: deg, .mm lift (timing /) Valve diameter: .mm

>Compression
2 Gen 3SGTE
8.8:1

3 Gen 3SGE A/T
10.3:1

3 Gen 3SGE M/T
10.3:1

3 Gen 3SGTE M/T
8.5:1

4 Gen (RED BEAMS) 3SGE A/T
11:1

4 Gen (RED BEAMS) 3SGE M/T
11:1

>These are common to all 3S-G engines.
Capacity 1,998 cc (121.93 cu in)
Bore x Stroke 86 mm (3.39 in) x 86 mm (3.39 in)
Intake Valve Diameter 33.5 mm (1.32 in)
Exhaust Valve Diameter 29.0 mm (1.14 in)
Included Valve Angle 44.5 °

>Gen3
The sump is 2 pieces, with a large alloy part bolted to the block & a very small pressed steel piece below it.
Gen4
Same as Gen 3.

>Gen3
The oil filter is down on the alloy intermediate sump.
Gen4
Same as Gen 3.

>Gen3
The cylinder head has the valve clearance shims under the bucket.
Gen4
The cylinder head is Gen 3 type but has variable cam timing on the inlet only. The cam cover is red & has the word “beams” in silver script.

>Redtop Specifications

VVT-I = Variable Valve Timing - Intelligent

Intake cam is VVT-I enabled

Aerodynamic volume displacement (cc) = 1998

Piston bore vs stroke (mm×mm) = 86.0×86.0

Compression ratio = 11:1

Rod pin diameter = 22mm

Rod big end bore = 51mm

Rod big end width = 21mm

Rod lendth to center = 138mm

The highest output (ps/rpm) = 200/7,000

Largest torque (kg-m/rpm) = 21.0/6,000

Injector size = 315cc

Cylinder head chamber compression = 33-34cc

Buckets/lifters = 31mm

Intake Valve Diameter: 34.5mm

Exhaust Valve Diameter: 29.5mm

>The 3S-GE is an in-line 4 cylinder engine with the cylinders numbered 1-2-3-4 from the front. The cranshaft is supported by 5 bearings inside the crankcase. These bearings are made out of alumium alloy.
The crankcase is integrated with 8 weights for balance. Oil holes are placed inthe centre of the crankshaft to supply oil to the connecting rods, pistons and other components.
The ignition order is 1-3-4-2. The cylinder head is made of of [haha they made a typo] an aluminum alloy, with a cross flow type intake and exhaust layout with a pent roof type combustion chambers. The spark plugs are located in the centre of the combustion chamber.
The intake manifold has 4 independent long ports and utilises the intertial supercharging effect to improve engine tourque at low and mudium speeds.
Both the intake and the exhaust camshafts are driven by a single timing belt. The cam journal is supported at 5 places between the valve lifters of each cylinder and on the front end of the cylinder head. Lubrication of the cam journal and cams is accomplished by oil being supplied through the oil port in the centre of the camshaft.
Adjusting of the valve clearance is done by means of an inner shim type system, in which valves adjusting shims are located below the valve lifters. To replace the shims, the camshafts must be be removed.
Pistons are made of high temperature - resistant aluminum alloy, and a depression is built into the piston head to prevent interface with the valves.
Piston pins are the full-floating type, with the pins fastened to neither the piston boss nor the connecting rod. Instead, snap rings are fitted on both end of the pins, preventing the pins from falling out.
The No.1 compression ring is made of stainless steel and the No.2 compression ring is made of cast iron. The oil ring is made out of stainless steel. The outer diameter of each piston ring is slightly larger than the diameter of the piston and the flexibility of the rings allow the to hug the cylinder walls when they are mounted to the piston. Compression rings No.1 and No.2 work to prevent gas leakage from the cylinder and the oil ring works to scrape oil off the cylinder walls to prevent it from entering the combustion chambers.
The cast iron cylinder block has 4 cylinders which are approximattly twice the length of the piston stroke. The top of each cylinder is closed off by the cylinder head and the lower end of the cylinders become the crankcase, in which the cranksaft is installed. In addition, the cylinder contains a wet jacket, through which coolant is pumped to cool the cylinders.
The No.1 and No.2 oil pans are bolted onto the bottom of the cylinder block. The No.1 oil pan is made of alumimum alloy. The No.2 is an oil reservoir made of pressed steel. The dividing plate also prevents the oil from shifting away from the oil pump suction pipe when the vehicle is stopped suddenly.

The 294 grind by webcams is just a reference number they use, not the actual duration. The actual duration at 0.050" is 218 degrees, so they are a really mild cam.

>Umm the vvt-i only applies to the intake manifold on the 3sge beams redtop. if you change cams on the altezza's 3sge beams engine. that will affect the vvti becuase blacktop beams has vvt-i on intake and exhaust cams.

>what you not happy with the BEAMS power?:D

>3.gen 3SGE M/T
In: 252deg, 9.8mm lift (timing 7/65)
Ex: 240deg, 8.2mm lift (timing 53/7)

3.gen 3SGTE
In: 240deg, 8.7mm lift (timing 7/53)
Ex: 236deg, 8.2mm lift (timing 50/6)

>Compression
2. gen 3SGTE
8.8:1

3.gen 3SGTE M/T
8.5:1

>Cyclinder Head
>