Post by Wickedtoyz on Mar 29, 2011 14:08:22 GMT -5
qouted from Richierich:
This is something I threw together adding bits of information here and there when I had time. It probably needs a good bit of revising, but it's good information that I should share with the community and I feel it should be out there more than it is. While I kept it in a general format, I'm leaving it open for discussion for the community. I'm not a turbo guru, but I know what needs to be done to get the swap done. There are too many 5SFE/3SGTE swap questions, as well as "how do I get power out of my Camry?" questions, so this should provide an extra option.
-----------------------------------------------------------------------------------------------------------
There is a misconception as to whether or not the head and block will match due to the water jackets on the block in comparison to the head gasket and cylinder head. Let’s clear that up. All 3SGTE cylinder heads will bolt on to your 5SFE block and vice versa! Although it may not be a direct bolt-on without modification for the +1994 5SFE engine blocks, 1992-1993 blocks should be a direct bolt on with the proper head gasket. 5SFE engine blocks that do require machining only need the water jackets to be drilled out and matched up to whichever head gasket that you will be using. With that said, you MUST use the same year components (in a particular grouping), whether it be the wiring harness, timing components, fuel rail, exhaust/intake manifold, igniter, etc. The same model 3SGTE parts are grouped by years: ’91-92’ (Rev. 1 Gen 2), ’93-95 (Rev. 2 Gen 2), +’96 (Gen 3).
Required/Minimum Parts Needed:
3SGTE Cylinder head
5SFE Crankshaft machined to fit 3SGTE Connecting Rods
5SFE Block
3SGTE Intake Manifold & Throttle Body
3SGTE Fuel rail w/ fuel injectors
3SGTE Timing Components: Timing Belt, Tensioner, Idler Pulley, Crankshaft Timing Gear, 1999-2003 5SFE Solara Oil Pump or 3SGTE (High-Volume) Oil Pump, ALL 3SGTE Timing cover components
5SFE Water Pump, Thermostat, Thermostat Housing (MR2's and Celica's should use the 91-93 MR2 5SFE water pump and thermostat housing AND 3S Thermostat.)
5SFE Coolant Hard lines aka Bypass Pipes (from a Camry. See "parts information" below for details.)
5SFE Oil Cooler
3SGTE Oil Pan (Refer to "Parts Information: Oil Pan" below)
3SGTE Oil Dipstick assembly
3SGTE Igniter/Coil
3SGTE Rotor, Cap, Spark Plug Wires, Distributor
3SGTE Crank Pulley (Rev. specific)
3SGTE 2bar MAP Sensor
MAF Sensor or AIT Sensor (GM)
3SGTE Exhaust Manifold
Turbo (i.e. CT20b/CT26) that is either internally or externally wastegated
3SGTE Engine Wiring Harness (to splice up with the 5SFE wiring harness. (Refer to "Parts Information: Engine Wiring Harness" below)
Cold Spark Plugs
Upgraded Fuel Pump
ATS Racing's 5SGTE Head Gasket or 3SGTE Head Gasket (Refer to "Parts Information: Head Gasket" below)
Stroker spec Pistons (manufacturers don’t list as 5SGE/5SGTE, may be listed as "5SFE block with 3SGTE head" or "5SFE/3SGTE Head")
3SGTE Connecting Rods
Fuel Pressure Regulator
Blow Off Valve
3SGTE Standalone Engine Management System or ECU
Custom Down Pipe
Custom Cat-Back Exhaust
Custom Intercooler and Piping
Recommendations:
Remove the balance shaft from the 5sfe crankshaft. These are prone to destroy themselves which can result in a damaged block.
+98 5SFE Block. (See "parts information" below for details.)
ARP Head Studs, Main Studs
Oil Catch Can
Dual Core-Radiator
Custom Torque Rod
Highly Recommended for +300hp:
CRW Racing Inner CV Joint Cages (not necessary for RWD/AWD applications)
ATS Racing Outer CV Joint Cages
Anti-Torque Rod
As far as turbo basics go, such as tapping the oil pan, oil lines, and other turbo information, see rdizzle’s "how to turbo your 5sfe Camry" or Hamsterman's How to Turbo the Camry - 5s-fTe tips and information for info. That information carries over as to how to turbo a Camry, but it doesn’t cover 5SGTE specific information.
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Parts Information:
This section will provide minimal information as to why each part is required.
Transmission Swap
If you do this hybrid motor swap, you should already have done the automatic to manual transmission swap.
For starters, I recommend getting the e153 transmission over the s54. Some people on this Camry forum believe that due to the longer gears, that it becomes a disadvantage versus the shorter geared s54 transmission. WRONG. I've seen track times posted over on MR2OC and there is in fact almost no difference on the 1/4" mile track times (1/10 second).
Depending on how much power you want to make, consider these two options when choosing your clutch:
Recommended: 3SGTE clutch and modified OEM or AFTERMARKET 3S flywheel (elongated holes to fit 5S crank) - there are clearance issues between the crank and flywheel. A 3SGTE clutch is recommended as it is larger and has a better holding capacity than the smaller 5SFE clutch.
Option 2: 5SFE clutch w/ 3SGTE spline, 5SFE flywheel - If you're going to have an entry level set up, this will do. It would be enough to get you by without having to spend the little extra to modify the flywheel. Whatever you do, do not use 4AGE ARP flywheel bolts. They fit, but on my current setup on my Camry, there is obviously play in what seems to be from the flywheel and it rattles. Use OEM 5SFE flywheel bolts.
Also, you'll have to use a modified e153 axle carrier bearing if you use the e153 transmission. The holes don't exactly line up (pretty close) so you'll either have to bore it out more or get the thing welded altogether. I had the work done by someone else but I was told it was about an inch off, but another member on TN said that it was thousands of an inch off; obviously two very different measurements. Just take note, those axle carrier bearings are cast so they are hard to weld.
Here is some addition information on the e153 transmissions are far as LSD and Non-LSD goes.
www.mr2oc.com/showthread.php?...ht=non-lsd+lsd
Transmission Swap Reference Information:
www.toyotanation.com/forum/showthread.php?t=204270&highlight=supercharged+5sp d
www.1jz.com/camry/guide-trans.htm
www.toyotanation.com/forum/showthread.php?t=223602&highlight=v6+transmission+ swap
www.toyotanation.com/forum/showthread.php?t=138538&highlight=solara+cables&pa ge=2
www.toyotanation.com/forum/showthread.php?t=296415
Auto to manual swap
Oil Pump
The timing components, requires that you use 3S parts, which is a given because of the cylinder head. The Solara oil pump on the other hand is optional to a certain degree, but at the same time required. You can go with a OEM 3SG(T)E oil pump, but you wouldn’t want to starve your engine of oil. The Solara oil pump has a gerotor that provides a higher flow and pressure.
Links are below for additional information:
oil pump swap
Turbo oil pump swap
Apparently in the 5SGTE set up, you pretty much have to have an upgraded oil pump.
In order to use this, you will also have to change the Crankshaft Timing Gear to a 3SGTE or 3SGE gear (The gear should be the same through all years). Reason being, the 3S timing gear has two less teeth (23 in total) so using 5S ones are no good. Hence why I pointed out the obvious in the beginning. The gear is part number 13521-88360.
Oil Pan
The oil pan must be modified on the flywheel side of the motor. The oil pan must be modified around where it bolts to the rear end seal. The connecting rods and rod bolts don't clear the oil pan. Simply you should slightly cut that area out (Don't cut the mounting holes out!!) and raise it about 1cm. When I get this done, I will post pictures and more detailed information. It's easier to see it when you have the parts in front of you...
Exhaust Manifold
For the exhaust manifold. For you guys that are going 5SFTE, this is something that I noticed that not a single 5SFTE thread has covered, which is what year exhaust manifold you’re supposed to use (5SFTE guys, use a ‘91-92 manifold!!!). The problem I found was that my custom manifold, which has the regular bolt pattern as the 5SFE, will not bolt to a +1993 3SGTE head. Only the early revision ’91-92 will work for the 5S because of the stud count on the head. Gen 2 has 7 studs, Gen 3 has 9 studs. I just wanted to throw that out there.
So if you decide to go with a Gen 3 3SGTE head, use Gen 3 3SGTE parts. But be warned, the aftermarket support isn’t as heavy as for the Gen 2.
Intake Manifold
The intake manifold would be one of the most critical parts to get if you want to achieve a lot of power. It may not be so necessary to upgrade at a 300hp goal, but once you break that, you should probably look into getting an aftermarket one. ATS Racing makes intake manifolds for the 3SGTE, but they may not fit our Camry’s. I say may not because I haven’t test fitted any, but the information I have gathered by calling some shops and taking measurements may prove otherwise. The OEM 3SGTE intake manifold is smaller than any aftermarket one and should fit.
The problems that an aftermarket intake manifold may pose are clearances between the head and firewall, and if it does clear, the manifold might knock the firewall because of the torque during a gear shift. Plus MR2’s are built with a lot more room behind the engine so there are no clearance problems with the intake manifold whatsoever. You will have to have a shop custom fabricate one that is built more toward the cylinder head rather than curving outward, which you would see in a 3SGTE aftermarket manifold.
Engine Management
As for the wiring harness and a full standalone EMS, there’s no information I can provide. I don’t have the wiring diagrams of the 5SFE harness or the 3SGTE harnesses. Both need to be spliced together accordingly. You shouldn’t have to delete any sensors. The plus side is that a plug-n-play AEM EMS doesn’t require a harness of its own. If you went with the AEM EMS, you would be using the 5SFE harness spliced with the 3SGTE engine harness, which plugs into the 3SGTE specific AEM EMS unit.
Let me also add that you can't use a piggyback!!
Phoenix Tuning provides a mail-in service for splicing harnesses. The link to their shop is at the end of this post.
Cylinder Head
Next up, the cylinder head. The main purpose of going through with the set up in the first place, along with a block with more displacement, is for more power (potentially). The reason why I ditched the 5SFE head is from the several discussions with MR2OC members, EngineLogics, and ATS Racing. Through their experiences and having in-depth knowledge of the 5SFE cylinder heads we use, they’ve apparently ported and have done angle jobs with minimal to almost no potential improvement for a turbo set up. Yes, there are some gains, but due to the angle on the ports and valves, there’s only so much the head is capable of doing. With that said, we already know that most of the power we get is from the cylinder head anyway, especially on a turbo set up where increased air volume/flow and fuel is essential. Right off the bat, the 3SGTE cylinder head outperforms the 5SFE head by almost double as far as air flow characteristics go. So if you decide to upgrade to a larger turbo or ‘big turbo’, you’ve saved yourself a lot of hassle rather than trying to upgrade the 5SFE head with overly-expensive custom parts. Meanwhile, those parts will still have limited output/improvement due to a bottlenecked cylinder head. Another positive side in swapping to a 3SGTE cylinder head is that you no longer have to try finding parts that no one has and the doors open to the world of aftermarket support. Also you’ll save money by not having to get custom spec parts (and more trying to get the measurements which no one seems to have i.e. valve stems). Wouldn’t it feel good to have the same aftermarket support as a Honda Civic and not be one of them?
Make sure you look at your options, per Generation. Rev. 1 and Rev. 2 Gen2, and Gen 3 for upgrades beforehand!
Head Gasket
The head gasket can either be from a 5SFE or a 3SGTE. If you want to save money, I suggest getting a 3SGTE one. Either way, it’s going to have to match up with the water jackets drilled out on the block. So if you went with a 5SFE one, you’re going to end up shelling out more money to get the head gasket modified to match the water jackets on the block. Although it isn't exactly necessary to do it with a 3sgte HG, it is still moderately restrictive and you probably should for better coolant flow . ATS Racing sells a custom 5sgte head gasket.
Coolant By-Pass Pipes
The coolant bypass pipes have to be modified to get coolant to and from the turbo. No big deal. I welded a tube/pipe on one of the bypass pipes to accommodate the -8an lines running to the turbo. Just remember, there are 2 different 5sfe Coolant bypass pipes. You need the coolant bypass pipes that has two outlets that run to/from the oil cooler. If your block doesn't have an oil cooler, then you have the wrong pipes, which is the likely case for +97 5sfe's.
+1998 5SFE Block
If you want to put out high numbers with some good reinforcement, the +1998 5SFE block is definitely the way to go.
It has 1mm larger bore and thicker cylinder walls which won't require that you sleeve
the block for high hp output.
The earlier 5SFE blocks (before 1998) are known to have a weak area by the water pump / cylinder area.
Engine Wiring Harness
Currently no 5sfe Wiring harness diagrams are posted.
Phoenix Tuning specializes in wiring harnesses so I would currently recommend sending your 5sfe engine harness to them to do the work.
Alternatively, if you do have both of the wiring harness diagrams and have the tools to splice them together, I would suggest buying new 3SGTE harness connectors from Phoenix Tunings Online Store.
Other Information
There are no custom mounts needed.
Don't need oil squirters; they aren't necessary and only come on a 3S block.
Other informational links:
How to put a 3S-GTE head on a 5SFE Block
How to Build a 5SGTE
www.koracing.net/viewarticle.php?article=6
Project 5S-GE Gen 3 Head 94 5SFE Celica Block - Part 1
Project 5S-GE Gen 3 Head 94 5SFE Celica Block - Part 2
Project 5S-GE Gen 3 Head 94 5SFE Celica Block - Part 3
5S-GTE thread repost…
Start of 5SGTE build (Documenting the process)
Parts and services sources:
Race Engineering
ATS Racing
WolfKatz
Horse Power Freaks
Phoenix Tuning
Thanks to Wraith, Swegyptian, Rdizzle (and others for their write-ups and questions) for providing some of this information!
This is something I threw together adding bits of information here and there when I had time. It probably needs a good bit of revising, but it's good information that I should share with the community and I feel it should be out there more than it is. While I kept it in a general format, I'm leaving it open for discussion for the community. I'm not a turbo guru, but I know what needs to be done to get the swap done. There are too many 5SFE/3SGTE swap questions, as well as "how do I get power out of my Camry?" questions, so this should provide an extra option.
-----------------------------------------------------------------------------------------------------------
There is a misconception as to whether or not the head and block will match due to the water jackets on the block in comparison to the head gasket and cylinder head. Let’s clear that up. All 3SGTE cylinder heads will bolt on to your 5SFE block and vice versa! Although it may not be a direct bolt-on without modification for the +1994 5SFE engine blocks, 1992-1993 blocks should be a direct bolt on with the proper head gasket. 5SFE engine blocks that do require machining only need the water jackets to be drilled out and matched up to whichever head gasket that you will be using. With that said, you MUST use the same year components (in a particular grouping), whether it be the wiring harness, timing components, fuel rail, exhaust/intake manifold, igniter, etc. The same model 3SGTE parts are grouped by years: ’91-92’ (Rev. 1 Gen 2), ’93-95 (Rev. 2 Gen 2), +’96 (Gen 3).
Required/Minimum Parts Needed:
3SGTE Cylinder head
5SFE Crankshaft machined to fit 3SGTE Connecting Rods
5SFE Block
3SGTE Intake Manifold & Throttle Body
3SGTE Fuel rail w/ fuel injectors
3SGTE Timing Components: Timing Belt, Tensioner, Idler Pulley, Crankshaft Timing Gear, 1999-2003 5SFE Solara Oil Pump or 3SGTE (High-Volume) Oil Pump, ALL 3SGTE Timing cover components
5SFE Water Pump, Thermostat, Thermostat Housing (MR2's and Celica's should use the 91-93 MR2 5SFE water pump and thermostat housing AND 3S Thermostat.)
5SFE Coolant Hard lines aka Bypass Pipes (from a Camry. See "parts information" below for details.)
5SFE Oil Cooler
3SGTE Oil Pan (Refer to "Parts Information: Oil Pan" below)
3SGTE Oil Dipstick assembly
3SGTE Igniter/Coil
3SGTE Rotor, Cap, Spark Plug Wires, Distributor
3SGTE Crank Pulley (Rev. specific)
3SGTE 2bar MAP Sensor
MAF Sensor or AIT Sensor (GM)
3SGTE Exhaust Manifold
Turbo (i.e. CT20b/CT26) that is either internally or externally wastegated
3SGTE Engine Wiring Harness (to splice up with the 5SFE wiring harness. (Refer to "Parts Information: Engine Wiring Harness" below)
Cold Spark Plugs
Upgraded Fuel Pump
ATS Racing's 5SGTE Head Gasket or 3SGTE Head Gasket (Refer to "Parts Information: Head Gasket" below)
Stroker spec Pistons (manufacturers don’t list as 5SGE/5SGTE, may be listed as "5SFE block with 3SGTE head" or "5SFE/3SGTE Head")
3SGTE Connecting Rods
Fuel Pressure Regulator
Blow Off Valve
3SGTE Standalone Engine Management System or ECU
Custom Down Pipe
Custom Cat-Back Exhaust
Custom Intercooler and Piping
Recommendations:
Remove the balance shaft from the 5sfe crankshaft. These are prone to destroy themselves which can result in a damaged block.
+98 5SFE Block. (See "parts information" below for details.)
ARP Head Studs, Main Studs
Oil Catch Can
Dual Core-Radiator
Custom Torque Rod
Highly Recommended for +300hp:
CRW Racing Inner CV Joint Cages (not necessary for RWD/AWD applications)
ATS Racing Outer CV Joint Cages
Anti-Torque Rod
As far as turbo basics go, such as tapping the oil pan, oil lines, and other turbo information, see rdizzle’s "how to turbo your 5sfe Camry" or Hamsterman's How to Turbo the Camry - 5s-fTe tips and information for info. That information carries over as to how to turbo a Camry, but it doesn’t cover 5SGTE specific information.
---------------------------------------------------------------------------------------------------------------------
---------------------------------------------------------------------------------------------------------------------
Parts Information:
This section will provide minimal information as to why each part is required.
Transmission Swap
If you do this hybrid motor swap, you should already have done the automatic to manual transmission swap.
For starters, I recommend getting the e153 transmission over the s54. Some people on this Camry forum believe that due to the longer gears, that it becomes a disadvantage versus the shorter geared s54 transmission. WRONG. I've seen track times posted over on MR2OC and there is in fact almost no difference on the 1/4" mile track times (1/10 second).
Depending on how much power you want to make, consider these two options when choosing your clutch:
Recommended: 3SGTE clutch and modified OEM or AFTERMARKET 3S flywheel (elongated holes to fit 5S crank) - there are clearance issues between the crank and flywheel. A 3SGTE clutch is recommended as it is larger and has a better holding capacity than the smaller 5SFE clutch.
Option 2: 5SFE clutch w/ 3SGTE spline, 5SFE flywheel - If you're going to have an entry level set up, this will do. It would be enough to get you by without having to spend the little extra to modify the flywheel. Whatever you do, do not use 4AGE ARP flywheel bolts. They fit, but on my current setup on my Camry, there is obviously play in what seems to be from the flywheel and it rattles. Use OEM 5SFE flywheel bolts.
Also, you'll have to use a modified e153 axle carrier bearing if you use the e153 transmission. The holes don't exactly line up (pretty close) so you'll either have to bore it out more or get the thing welded altogether. I had the work done by someone else but I was told it was about an inch off, but another member on TN said that it was thousands of an inch off; obviously two very different measurements. Just take note, those axle carrier bearings are cast so they are hard to weld.
Here is some addition information on the e153 transmissions are far as LSD and Non-LSD goes.
www.mr2oc.com/showthread.php?...ht=non-lsd+lsd
Transmission Swap Reference Information:
www.toyotanation.com/forum/showthread.php?t=204270&highlight=supercharged+5sp d
www.1jz.com/camry/guide-trans.htm
www.toyotanation.com/forum/showthread.php?t=223602&highlight=v6+transmission+ swap
www.toyotanation.com/forum/showthread.php?t=138538&highlight=solara+cables&pa ge=2
www.toyotanation.com/forum/showthread.php?t=296415
Auto to manual swap
Oil Pump
The timing components, requires that you use 3S parts, which is a given because of the cylinder head. The Solara oil pump on the other hand is optional to a certain degree, but at the same time required. You can go with a OEM 3SG(T)E oil pump, but you wouldn’t want to starve your engine of oil. The Solara oil pump has a gerotor that provides a higher flow and pressure.
Links are below for additional information:
oil pump swap
Turbo oil pump swap
Apparently in the 5SGTE set up, you pretty much have to have an upgraded oil pump.
In order to use this, you will also have to change the Crankshaft Timing Gear to a 3SGTE or 3SGE gear (The gear should be the same through all years). Reason being, the 3S timing gear has two less teeth (23 in total) so using 5S ones are no good. Hence why I pointed out the obvious in the beginning. The gear is part number 13521-88360.
Oil Pan
The oil pan must be modified on the flywheel side of the motor. The oil pan must be modified around where it bolts to the rear end seal. The connecting rods and rod bolts don't clear the oil pan. Simply you should slightly cut that area out (Don't cut the mounting holes out!!) and raise it about 1cm. When I get this done, I will post pictures and more detailed information. It's easier to see it when you have the parts in front of you...
Exhaust Manifold
For the exhaust manifold. For you guys that are going 5SFTE, this is something that I noticed that not a single 5SFTE thread has covered, which is what year exhaust manifold you’re supposed to use (5SFTE guys, use a ‘91-92 manifold!!!). The problem I found was that my custom manifold, which has the regular bolt pattern as the 5SFE, will not bolt to a +1993 3SGTE head. Only the early revision ’91-92 will work for the 5S because of the stud count on the head. Gen 2 has 7 studs, Gen 3 has 9 studs. I just wanted to throw that out there.
So if you decide to go with a Gen 3 3SGTE head, use Gen 3 3SGTE parts. But be warned, the aftermarket support isn’t as heavy as for the Gen 2.
Intake Manifold
The intake manifold would be one of the most critical parts to get if you want to achieve a lot of power. It may not be so necessary to upgrade at a 300hp goal, but once you break that, you should probably look into getting an aftermarket one. ATS Racing makes intake manifolds for the 3SGTE, but they may not fit our Camry’s. I say may not because I haven’t test fitted any, but the information I have gathered by calling some shops and taking measurements may prove otherwise. The OEM 3SGTE intake manifold is smaller than any aftermarket one and should fit.
The problems that an aftermarket intake manifold may pose are clearances between the head and firewall, and if it does clear, the manifold might knock the firewall because of the torque during a gear shift. Plus MR2’s are built with a lot more room behind the engine so there are no clearance problems with the intake manifold whatsoever. You will have to have a shop custom fabricate one that is built more toward the cylinder head rather than curving outward, which you would see in a 3SGTE aftermarket manifold.
Engine Management
As for the wiring harness and a full standalone EMS, there’s no information I can provide. I don’t have the wiring diagrams of the 5SFE harness or the 3SGTE harnesses. Both need to be spliced together accordingly. You shouldn’t have to delete any sensors. The plus side is that a plug-n-play AEM EMS doesn’t require a harness of its own. If you went with the AEM EMS, you would be using the 5SFE harness spliced with the 3SGTE engine harness, which plugs into the 3SGTE specific AEM EMS unit.
Let me also add that you can't use a piggyback!!
Phoenix Tuning provides a mail-in service for splicing harnesses. The link to their shop is at the end of this post.
Cylinder Head
Next up, the cylinder head. The main purpose of going through with the set up in the first place, along with a block with more displacement, is for more power (potentially). The reason why I ditched the 5SFE head is from the several discussions with MR2OC members, EngineLogics, and ATS Racing. Through their experiences and having in-depth knowledge of the 5SFE cylinder heads we use, they’ve apparently ported and have done angle jobs with minimal to almost no potential improvement for a turbo set up. Yes, there are some gains, but due to the angle on the ports and valves, there’s only so much the head is capable of doing. With that said, we already know that most of the power we get is from the cylinder head anyway, especially on a turbo set up where increased air volume/flow and fuel is essential. Right off the bat, the 3SGTE cylinder head outperforms the 5SFE head by almost double as far as air flow characteristics go. So if you decide to upgrade to a larger turbo or ‘big turbo’, you’ve saved yourself a lot of hassle rather than trying to upgrade the 5SFE head with overly-expensive custom parts. Meanwhile, those parts will still have limited output/improvement due to a bottlenecked cylinder head. Another positive side in swapping to a 3SGTE cylinder head is that you no longer have to try finding parts that no one has and the doors open to the world of aftermarket support. Also you’ll save money by not having to get custom spec parts (and more trying to get the measurements which no one seems to have i.e. valve stems). Wouldn’t it feel good to have the same aftermarket support as a Honda Civic and not be one of them?
Make sure you look at your options, per Generation. Rev. 1 and Rev. 2 Gen2, and Gen 3 for upgrades beforehand!
Head Gasket
The head gasket can either be from a 5SFE or a 3SGTE. If you want to save money, I suggest getting a 3SGTE one. Either way, it’s going to have to match up with the water jackets drilled out on the block. So if you went with a 5SFE one, you’re going to end up shelling out more money to get the head gasket modified to match the water jackets on the block. Although it isn't exactly necessary to do it with a 3sgte HG, it is still moderately restrictive and you probably should for better coolant flow . ATS Racing sells a custom 5sgte head gasket.
Coolant By-Pass Pipes
The coolant bypass pipes have to be modified to get coolant to and from the turbo. No big deal. I welded a tube/pipe on one of the bypass pipes to accommodate the -8an lines running to the turbo. Just remember, there are 2 different 5sfe Coolant bypass pipes. You need the coolant bypass pipes that has two outlets that run to/from the oil cooler. If your block doesn't have an oil cooler, then you have the wrong pipes, which is the likely case for +97 5sfe's.
+1998 5SFE Block
If you want to put out high numbers with some good reinforcement, the +1998 5SFE block is definitely the way to go.
It has 1mm larger bore and thicker cylinder walls which won't require that you sleeve
the block for high hp output.
The earlier 5SFE blocks (before 1998) are known to have a weak area by the water pump / cylinder area.
Engine Wiring Harness
Currently no 5sfe Wiring harness diagrams are posted.
Phoenix Tuning specializes in wiring harnesses so I would currently recommend sending your 5sfe engine harness to them to do the work.
Alternatively, if you do have both of the wiring harness diagrams and have the tools to splice them together, I would suggest buying new 3SGTE harness connectors from Phoenix Tunings Online Store.
Other Information
There are no custom mounts needed.
Don't need oil squirters; they aren't necessary and only come on a 3S block.
Other informational links:
How to put a 3S-GTE head on a 5SFE Block
How to Build a 5SGTE
www.koracing.net/viewarticle.php?article=6
Project 5S-GE Gen 3 Head 94 5SFE Celica Block - Part 1
Project 5S-GE Gen 3 Head 94 5SFE Celica Block - Part 2
Project 5S-GE Gen 3 Head 94 5SFE Celica Block - Part 3
5S-GTE thread repost…
Start of 5SGTE build (Documenting the process)
Parts and services sources:
Race Engineering
ATS Racing
WolfKatz
Horse Power Freaks
Phoenix Tuning
Thanks to Wraith, Swegyptian, Rdizzle (and others for their write-ups and questions) for providing some of this information!