most horsepower on a stock 3s-gte block?

what is the safest amount of horsepower that you can get from one of these motors with stock internals? including turbo upgrades, and whatnot? thanks

I am well beyond 308 RWHP with an entirely stock engine.

550 RWHP is the most I have seen documented on a 100% OEM bottom end.

with proper tuning and a good headgasket i have read someone making close to 650whp on a stock bottom end. There is a jdm tuner that made close to 700whp on a stock bottom with only a headgasket. Tuning is the key.

toyota didn't mess around when they designed these blocks; the 3sgte is esentially 2/3 of the 2jz and that engine is damn near invincible

i would say 700whp is a pretty good idea of the most power you're going to make on stock internals. i am pretty sure the stock crank i rated to handle about that much horsepower but not any more than that

Matt

wow thanks a lot guys. i was thinking like 300-350. i appriciate it.

Oh my wow.... 700whp in a MR2..... with 308whp Jekyl is running 11.8's.... you would be running at least mid to low 9's with 700whp.... wow...

would it? i thought the fastest mr2 was a low 10? i mean 700 HP is a lot, but what does the power curve look like? interesting to find out though!

700 rwhp is not possible on the stock internals.
There has been evidence, just in the last 30 days, that the OEM rods start to bend around 500 rwhp.

There will be a 9 second pass done by an MR2 this year and it will have less than 700 rwhp, but over 600 rwhp.

My 11.8 was not done at 308 rwhp.
My car was tuned at 308 rwhp at 20 psi of boost.
My 11.8 was run at 22 psi on a colder day at lower elevation.
Everything seems to indicate that my 11.8 was done around 330-340 rwhp.

good info. thanks

some info for you guys:

"3S-GE / 3S-GTE

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The 3SG was introduced in 1986. This engine series was initially available in a FWD, AWD, or mid-ship configuration. Transverse. The block is based on the S series engines- a lightweight steel block that was earlier used with SOHC heads. Again this is an evolutionary engine. The 16-valve design is very similar to the 4AG and 7MG, in fact valves, springs, lifters- are very close dimensionally. The head is of the G type, meaning it was designed as the performance model as compared to the F types that are designed for torque and low-end response. Our concern here is performance so we will discuss only the G models.

There are 4 distinct generations. The 1st generation, most common in the US, is TVIS inducted (dual-runners with large ports) available in NA or Turbo editions. The 2nd generation was also available in both NA and Turbo forms, but had a different intake system (and smaller ports). The old TVIS system was replaced with a new short/long ram induction system on the NA models. This was achieved using a plenum that redirected air thru a shorter or longer passage- depending on throttle position and vacuum. On the turbo models the manifold just went straight to the head. This resulted in a much better throttle response, and with the added compression gained both HP and torque. The 3rd generation revised the valve adjustment set-up. The shim adjustment originally on top of the lifter, was moved under the bucket- like the old 2TG/18RG set-up. This was to correct a problem with shims falling out at very high RPM’s (on modified engines specially with aftermarket sports cams). This was a modification introduced earlier for higher lift and longer duration cams by sport tuners.

The 4th generation was upgraded to incorporate variable timing and lift, similar to the later model 2JZ Supra / Lexus engines. This engine finally found itself in RWD form in the Toyota Altezza / Lexus IS200! Maybe Toyota is starting to listen. Finally the 3SG in the important 2000cc class had power equivalent (or close enough) to other offerings from other manufacturers.

In international competition the 3SG has powered formula type cars that have been consistent international winners specially under the TOM’S Racing Banner. The 3SGTE engines in WRC won for TTE (Toyota Team Europe) several Championships for Toyota. It is also the engine used in the WRC Champion Toyota Corolla, set up to a limited 300HP.

The engine is very similar to the JTCC / IMSA Champion 503E engine- but none of the parts are interchangeable. In fact the development of the 503 was the basis of the 3SG, in effect the 3SG was based on a racing engine! A 503 was running even before the first 3SG.

This lightweight 2000cc block and 16 valve head with Toyota lineage- is a must have for the old school Toyota camp, needing (wanting?) a modern powerplant. We have available RWD conversion kits to retrofit these engines for RWD!

With Toyota’s introduction of aluminum blocks, this may be the last of the 4 cylinder iron blocks. This is important to note because current new generations of aluminum blocks will need major preparation to be able to reliably sustain HP outputs that this iron block will easily survive. For ultimate Toyota power in the 2000cc class the 3SG is the final answer"

-toysport

the 3s-gte is also used in the the racing supras such as Tom's among other