Toyota M engine


's M family of engines were a longitudinally mounted straight-6 engine design. They were used from the 1960s through the 1990s. All M family engines were OHC designs. While the M family was born with a chain-driven single camshaft it evolved into a belt drive DOHC system after 1980. All M family engines used a cast-iron block with an aluminum cylinder head, and were built at the Toyota Kamigo plant in Toyota City, Japan.
The M-E variant, available only in the Japanese domestic market, was the first Toyota engine to be equipped with fuel injection. The [|4M-E] was the first Toyota engine to be equipped with fuel injection for non-Japanese markets. The M family were Toyota's most prestigious engines for 30 years. They were commonly found on the large Toyota Crown, Mark II, and Supra models.

M

The first M was a version produced from 1965 through 1988. It was a 2-valve SOHC engine. Cylinder bore and stroke was square at. Output was at 5,200 to 5600 rpm, depending on specifications and model year. Typical torque is at 3,800 rpm.
The "M-C" engine, for commercial vehicles such as the Crown Van produces.
Twin sidedraft SU Carburettors pushed output for the M-B and M-D to at 5,800 rpm.
Anti emissions versions, the M-U and M-EU, replaced the M and M-E on the Japanese market in mid 1976. The emissions system was called TTC, with a "-C" to denote the installation of a catalytic converter. For commercial vehicles, the emissions controlled carburetted version was called the M-J.
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An LPG version, the M-P and M-PU was produced from 1966 through 1989. The earliest models were simply called the M-LPG, with the emissions scrubbed M-PU replacing it in mid-1976.
The M-E appeared in the 1972–1976 Toyota Corona Mark II LG sedan and hardtop as sold in Japan. It was not sold outside Japan.
The M-E was redesignated as the M-EU for the Japanese market in December 1976 when it received the TTC-C, catalytic converter to meet anti-emissions laws.
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The turbocharged M-TEU appeared in 1980 with at 5,600 rpm and at 3,000 rpm. It used a Garret T-03 turbo.
In 1983, Toyota added an air/water intercooler to the M-TEU. Output was bumped to at 5,600 rpm and at 3,000 rpm.
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The 2-valve SOHC 2M was stroked to for. It was produced from September 1967 to September 1974. Output was at 5,200 rpm and at 3,600 rpm.
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Another naturally aspirated inline 6, with both squared bore and stroke of and equipped with 3 Mikuni-Solex 40 PHH carburetors, the 2 valves per cylinder DOHC 3M, was produced from 1966 through 1971. This special engine shared the original M's block but featured an aluminum sump, a special Yamaha-designed aluminum head with wide 79° valves and a hemispherical shape. It powered the Yamaha/Toyota MF10 2000GT, which 'Import Tuner' magazine has described as "the first true original Japanese supercar".. Output was at 6,600 rpm and at 5,000 rpm and a Compression ratio of 8.4:1.
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The engine was bored out to to create the 2-valve SOHC 4M. Produced from 1972 through 1980, output was at 5,600 rpm and at 3,600 rpm.
The fuel-injected 4M-E was produced from 1978 through 1980. It was also a 2-valve SOHC engine. Output was at 4,800 rpm and at 2,400 rpm.
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The bore was up again to in the 5M, produced from 1979 through 1988. Although 2-valve SOHC and carbureted versions were made, it is the fuel-injected DOHC 5M-GE that is the most common.
The SOHC engine produced just at 4,800 rpm and at 3,600 rpm.
In Australia the 5M-E was just at 4,800 rpm and at 3,600 rpm due to the leaded petrol at the time.
In Europe the 5M-E produced in the Crown MS112 and the Celica Supra MA61.
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The 12-valve DOHC 5M-GE is familiar as the engine of the Toyota Supra and Toyota Cressida of the 1980s. It was quite different from any previous member of the M family, with Bosch L-Jetronic-derived electronic fuel-injection, wide-angle valves, and belt-driven dual camshafts. It used hydraulic valve lifters, a first for Toyota. The use of rocker arms and valve lash adjusters eliminated the need for valve clearance maintenance, a world first for any twin cam engine. This version of the M made its US debut in 1982's Toyota Celica Supra MK2. The 1982 version had a vacuum-advance distributor, whereas the 1983–1988 versions found in the Celica Supra and Cressida had full electronic control of the ignition system and distributor. The newer engine control system found in these later cars was named TCCS, or Toyota Computer Control System and, together with different intake runners, increased max power by from August 1983.
Output ranged from, depending on exhaust system, emissions controls, compression ratio, intake runner shape, and ECU tuning.
There were aftermarket crank and piston kits offered for the 5M-GE that took the displacement up to 2.9 L for and 3.1 L for. Outfitted with kits like the Kuwahara 3100, these engines were often used quite successfully in powerboat racing in the mid 1980s.
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Differences between years on US model of the Celica Supra:
Toyota increased the 5M-GE's stroke to to create the 6M-GE. This necessitated the fitment of larger diameter intake runners versus. Only produced in 12-valve DOHC/fuel-injected versions, it was available as the 6M-GE and Japan-spec 6M-GEU from 1984 through 1987. The 6M engine used the same crank, machined to accept a different torsional damper, as the 1986–1989 7M-GE and 7M-GTE engines; this fact is witnessed by the designation "6M" stamped on the counterweight of the crank on the earlier 1986–1988 7M engines.
Output was at 5,600 rpm and at 4,400 rpm. The 6M-GEU is usually the lower powered variant of 6M engines, due to more restrictive exhaust and increased emissions-control hardware. Even though it was never offered in US-market vehicles, it is sometimes imported from countries where it was available and transplanted into US-market Celica Supras and MX63 and MX73 Cressidas, since it is externally identical to the 5M-GE.
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The Toyota 7M-GE introduced in the early months of 1986 is a 24-valve DOHC/fuel-injected engine. The valves are spaced at a performance-oriented 50° angle. Cylinder bore and stroke is.
The 7M-GE was produced from 1986 through 1992. Output was at 6,000 rpm and at 4,800 rpm.
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The turbocharged 7M-GTE was produced from 1986 to 1992. Output was at 5,600 rpm and at 4,000 rpm for most versions. It was Toyota's top performance engine until it was replaced by the JZ-series engines.
A special 7M-GTEU version, with a modified CT26 high-flow turbocharger and large volume intercooler, pushed output to at 5,600 rpm and at 4,400 rpm. This was used only in the racing homologation Toyota Supra Turbo A road and race cars. The Turbo A models also measured air based on manifold pressure rather than using an air flow meter, had a larger intercooler, larger throttle body, optimized CT-26 turbo, and various other differences. It was the fastest Japanese car at the time. The homologation was for the Group A series. The Group A Supra with a 7M-GTE and CT26 turbo produced.
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