This engine is found in lower-specification variants of the 1986–1992 Toyota Camry and its Holden Apollo twin (SL and SLX versions).

[10] The forged crankshaft,[11] located within the crankcase, rotates on five aluminium alloy bearings and is balanced by eight weights.

The intake manifold has four independent ports and benefits from inertia build up to improve engine torque at low and medium speeds.

Among other things, the Japanese market version sported a more aggressive ECU and lacked the EGR valve system, pushing the output to somewhere around 160 PS (118 kW) at 6,400 rpm and 19.0 kg⋅m (186 N⋅m) of torque.

Power output for the Japanese market was increased to 180 PS (132 kW; 178 hp) as the compression ratio was increased to 10.3:1, while motors for other markets received a minor revision in 1996 for emissions (EGR) which reduced power output slightly to 170 PS (125 kW; 168 hp) at 7,000 rpm.

The first version was equipped with VVT-i and produced 200 PS (147 kW; 197 hp) at 7,000 rpm when coupled to a manual transmission.

The automatic version produced 190 PS (140 kW; 187 bhp) at 7000 rpm; this is believed to be an ECU restriction implemented by Toyota due to gearbox limitations.

The second version generation 4 3S-GE, the 'Grey Top BEAMS' 3S-GE, was an available engine option in the RAV4 and second-generation Caldina Active Sports GT in Japan.

Casting provisions exist in the heads for Exhaust VVT solenoid, and RWD water gallery is open, behind the alternator mount.

The 'Black Top' as it came to be referred to as, was fitted with a dual VVT-i system that adjusted timing on both intake and exhaust camshafts and came in two different spec levels dependent on which transmission it was coupled to.

Externally, the AT model can be identified by differences in the wiring loom and the lack of an acoustic blanket on the intake plenum.

Depending on where the engine was intended to be sold the exhaust turbine is either ceramic (Japan) or steel (US and Australia).

The crankshaft, located within the crankcase, rotates on five aluminum alloy bearings and is balanced by eight weights.

A single timing belt drives the intake and exhaust camshaft along with the oil and water pumps.

It has 8 independent ports and benefits from the inertia build up to improve engine torque at low and medium speeds by closing 4 ports below a certain RPM and throttle position to increase air speed and maximize fuel atomization and opening all 8 at higher engine loads for better air volume.

Compression ratio is 8.5:1 and produces 182–190 hp (136–142 kW; 185–193 PS) and 190 lb⋅ft (258 N⋅m) with a factory 8-9 psi of boost.

[14] The second-generation Toyota CT26 used a twin entry turbine housing with dual wastegate ports.

The rally homologation Celica (known as GT-Four RC in Japan, Group A Rallye in Australia, or Carlos Sainz Limited Edition in Europe) used a top-mounted water-to-air intercooler and is distinguished by a hood vent rather than a hood scoop as found in the non-homologation ST185s.

The third-generation engine uses the Toyota C20b turbo, which was of the same design as the second-generation but with a slightly improved turbine housing and larger compressor wheel.

This generation does away with T-VIS and uses a normal 4 runner intake with the same port shape and size as the NA engine (but with larger injector holes for side feed).

The valve cover is different as for the first time in the 3S-GTE series as the oil filler hole is on top of the exhaust camshaft instead of the intake.

It was hand-built by Toyota Racing Development in Torrance, California and produced up to 600 kW (800 bhp).

[citation needed] The Toyota TOM'S Supra GT500 race car used a version of the 3S-GTE known as the 3S-GT, another name for the 503E which was detuned to 360 kW (480 bhp), in accordance to the regulations of GT500 at the time.

Like the 3S, the 5S is of a non-interference design to prevent the pistons from striking the valves in case of a timing belt failure.

California specification 1994-1996 5S-FEs in the Celica and Camry used air-assisted, 250 cc injectors, and sequential fuel injection for reduced emissions over the grouped (2+2) firing scheme.

[citation needed] Camry 5S-FEs have a counter-rotating balance shaft assembly to reduce noise, vibration, and harshness.

These reduce the second order vibrations common to four-cylinder engines by spinning at twice the crankshaft speed.

This engine received a direct ignition system with external camshaft and crankshaft sensors.

This change means that the 1997-01 Camry 5S-FE has a blocked off distributor mounting hole and could be used with older 5S-FEs without swapping cylinder heads.

[citation needed] The 1994 through 1999 Celica 5S-FE was not updated with these changes, and continued to use a distributor and the older electronic control system and injectors.