Toyota M engine#M-TEU

The first M was a {{convert|1988|cc|L|1|abbr=on|order=flip}} version produced from 1965 through 1988. It was a 2-valve SOHC engine. Cylinder bore and stroke was square at {{convert|75|mm|in|2|abbr=on}}. Output was {{convert|110|-|115|PS|bhp kW|0|abbr=on}} at 5,200 to 5600 rpm, depending on specifications and model year. Typical torque is {{convert|16|kgm|Nm lbft kgm|0|abbr=on|order=out}} at 3,800 rpm.

The "M-C" engine, for commercial vehicles such as the Crown Van produces {{convert|105|PS|bhp kW|0|abbr=on}}.{{citation | title = Toyota Commercial Cars (Catalog) | publisher = Toyota | year = 1969 | page = 2 }}

Twin sidedraft SU Carburettors pushed output for the M-B and M-D to {{convert|125|PS|bhp kW|0|abbr=on}} at 5,800 rpm.{{cite journal | title = Automobil Revue '71 | editor1-last = Braunschweig | editor1-first = Robert | publisher = Hallwag SA | pages = 509–510 | location = Berne, Switzerland | volume = 66 | date = March 11, 1971 |display-editors=etal}}

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 (Toyota Total Clean), with a "-C" to denote the installation of a catalytic converter. For commercial vehicles, the emissions controlled carburetted version was called the M-J.

Applications (calendar years):

• 1962–1967 Toyota Crown MS40 (second generation)
• 1967–1971 Toyota Crown MS50 (third generation)
• 1971–1974 Toyota Crown MS60/62/70 (fourth generation)
• 1974–1979 Toyota Crown MS80/82/87/90/100/102/107 (fifth generation)
• 1979–1983 Toyota Crown MS117V (seventh generation)
• 1972–1979 Toyota Corona Mark II X10/20/30/40 (second generation)

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.

• 1983–1987 Toyota Crown MS120 (seventh generation)
• 1987–1989 Toyota Crown MS130 (eighth generation)

{{anchor|M-E}}

{{anchor|M-EU}}

File:1973 Toyota M-E Type engine front.jpg

The M-E fuel injected induction system appeared in the 1973–1976 Toyota Mark II (X10) "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 (Toyota Total Clean), catalytic converter to meet anti-emissions laws.

Applications (calendar years):

• 1973–1980 Toyota Mark II (X10) L and LG sedan and hardtop
• 1977-1980 Toyota Chaser (X30) SG Touring, SGS, GS sedan and hardtop

{{clear}}

{{anchor|M-TE}}

{{anchor|M-TEU}}

The turbocharged M-TEU appeared in 1980 with {{convert|145|bhp|PS kW|0|abbr=on}} at 5,600 rpm and {{convert|21.5|kgm|Nm lbft kgm|0|abbr=on|order=out}} 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 {{convert|160|bhp|PS kW|0|abbr=on}} at 5,600 rpm and {{convert|23.5|kgm|Nm lbft kgm|0|abbr=on|order=out}} at 3,000 rpm.

Applications (calendar years):

• 1980 Toyota Supra MA46
• 1980 Toyota Soarer MZ10
• 1980 Toyota Crown
• 1980 Toyota Corona Mark II
• 1982–1986 Toyota Celica XX (Japan)

{{anchor|2M}}

The 2-valve SOHC 2M was stroked to {{convert|85|mm|in|abbr=on|2}} for {{convert|2253|cc|L|1|abbr=on|order=flip}}. It was produced from November 1966 to September 1974.{{cite book |publisher=Toyota Motor Sales Co., Ltd. Export-Sales Division. |title=Toyota Crown MS45, MS45-B, MS45-C Parts Catalog |id=Pub. No. 93398-66 |date=1966}}{{cite book |publisher=Toyota Motor Sales Co., Ltd. Export-Sales Division. |title=Toyota Genuine Parts Master Catalog, Crown (Sep. 1967-) |date=June 1974}} Output was {{convert|109|-|115|bhp|kW|abbr=on|0|disp=flip}} at 5,200 rpm and {{convert|16.2|-|17.5|kgm|Nm lbft kgm|abbr=on|0|order=out}} at 3,600 rpm.{{cite book |publisher=Toyota Motor Sales Co., Ltd. Export-Technical Division. |title=Toyota 2M & M Engine Repair Manual |id=Pub. No. 96110 |date=September 1966 |pages=0–3}}

Applications (calendar years):

• Crown MS45/47 (November 1966 – August 1967)
• Crown MS51/53/55/57 (September 1967 – January 1971)
• Crown MS64/67 (February 1971 – September 1974)
• Corona Mark II MX12/22/28 (1972–74)
• 2000GT MF12

File:Toyota 2m engine.jpg|2M in a Crown

File:Toyota 2000gt 2m engine.jpg|2M in the 2000GT (MF12)

{{clear}}

{{anchor|3M}}

File:2000gtengine.jpg

Another {{convert|1988|cc|L cuin|1|abbr=on}} naturally aspirated inline 6, with both squared bore and stroke of {{convert|75|mm|in|2|abbr=on}} 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".{{cite web |url=http://www.importtuner.com/events/impp_0808_four_one_one/1967_toyota_2000_gt.html |url-status=dead |archive-url=https://web.archive.org/web/20080930225001/http://www.importtuner.com/events/impp_0808_four_one_one/1967_toyota_2000_gt.html |archive-date=2008-09-30 |title=Four One One - 1967 Toyota 2000 GT - Import Tuner Magazine}} Output was {{convert|150|PS|hp kW|0|abbr=on}} at 6,600 rpm and {{convert|17.8|kgm|Nm lbft kgm|0|abbr=on|order=out}} at 5,000 rpm and a Compression ratio of 8.4:1.{{Cite web|url=http://members.iinet.net.au/~stepho/brochures/2000GT/67xx-Japan/p02.jpg|title=1967 Japanese brochure|accessdate=2010-01-09}}{{cite web|url=https://www.carfolio.com/specifications/models/car/?car=34859|title=1968 Toyota 2000 GT MF10|website=carfolio.com|language=en-US|access-date=2018-06-10}}{{cite web|url=https://www.ultimatecarpage.com/spec/476/Toyota-2000GT.html|title=1967 -1970 Toyota 2000 GT specifications|website=ultimatecarpage.com|language=en-US|access-date=2018-06-10}}

Applications (calendar years):

• Toyota 2000GT MF10

{{clear}}

{{anchor|4M}}

{{anchor|4M-E}}

File:Toyota 4M Engine.jpg

The engine was bored out to {{convert|80|mm|in|2|abbr=on}} to create the {{convert|2563|cc|L|1|abbr=on|order=flip}} 2-valve SOHC 4M. Produced from 1972 through 1980, output was {{convert|108|-|123|bhp|PS kW|0|abbr=on}} at 5,600 rpm and {{convert|18.5|–|19.5|kgm|Nm lbft kgm|0|abbr=on|order=out}} 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 {{convert|110|bhp|PS kW|0|abbr=on}} at 4,800 rpm and {{convert|18.8|kgm|Nm lbft kgm|0|abbr=on|order=out}} at 2,400 rpm.

Applications (calendar years):

• 1978–1980 Toyota Supra
• 1974–1980 Corona Mark II/Cressida
• 1971–1979 Toyota Crown

The bore was up again to {{convert|83.1|mm|in|2|abbr=on}} in the {{convert|2759|cc|L|1|abbr=on|order=flip}} 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 original federalized version of the SOHC engine produced just {{convert|116|hp|PS kW|0|abbr=on}} at 4,800 rpm and {{convert|20|kgm|Nm lbft kgm|0|abbr=on|order=out}} at 3,600 rpm.

In Australia the 5M-E (in 1985) had {{cvt|140|PS|kW PS bhp|0|order=out}} at 4,800 rpm and {{convert|23|kgm|Nm lbft kgm|0|abbr=on|order=out}} at 3,600 rpm due to the particular emissions standards at the time. This engine was used in the Supra in Australia as well as Sweden and Switzerland, while Swiss buyers were also offered this engine in the Cressida and the Crown.

In Europe (aside from Sweden and Switzerland, who received the same spec engine as Australia) the 5M-E produced {{convert|145|PS|bhp kW|0|abbr=on}} in the Crown MS112 and the Celica Supra MA61.

Applications (calendar years):

• 5M
• Toyota Crown MS112, MS122, MS132
• 5M-EU (Japan), 5M-E
• 1979–1989 Toyota Crown MS112, MS122, MS133
• 1980–1986 Toyota Celica Supra MA47, MA56, MA61
• 1980–1984 Toyota Cressida MX62/63
• 1984–1988 Toyota Cressida MX72/73{{cite web | url = https://www.amayama.com/en/genuine-catalogs/epc/toyota-general/cressida/MX73L | title = Spare parts for Toyota Cressida, MX73L | work = Online Car Parts Catalogue | publisher = Amayama Trading Co., Ltd }}
• 1988–1993 Toyota Cressida MX82

{{anchor|5M-GEU}}

The 12-valve (2 valves per cylinder) 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 (using an AFM intake measuring scheme), 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.{{citation | title = All About the Toyota Twin Cam, 2nd ed. | url = http://www.3sgte.com/page_10.htm | page = 8 | publisher = Toyota Motor Company | year = 1984 | location = Tokyo, Japan }} 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 {{convert|5|PS|bhp kW|0|abbr=on}} from August 1983.[http://www.3sgte.com/page_11.htm Toyota Twin Cam], p. 9

Output ranged from {{convert|145|to|175|bhp|kW|0|abbr=on}}, depending on exhaust system, emissions controls, compression ratio, intake runner shape (earlier models had round intake runners and later models had D-shaped intake runners), 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 {{convert|230|bhp|kW|0|abbr=on}} and 3.1 L for {{convert|250|bhp|kW|0|abbr=on}}. Outfitted with kits like the Kuwahara 3100, these engines were often used quite successfully in powerboat racing in the mid-1980s.

Specifications:

• Valvetrain: DOHC 2 valves per cylinder
• Forced Induction: None
• Displacement: {{convert|2759|cc|L cuin|abbr=on|1}}
• Bore x stroke: {{convert|83x85|mm|in|abbr=on|2}}
• Compression Ratio: 8.1:1 to 9.2:1
• Power: {{convert|145|-|175|hp|kW|abbr=on|0}}
• Torque: {{convert|19.4|-|23.5|kgm|Nm lbft kgm|abbr=on|order=out|0}}
• Production: 1982–1988

Applications (calendar years):

• 1981.07–1986 Toyota Celica XX/Supra MA61
• 1982–1988 Toyota Cressida MX62, MX63, MX72, MX73
• 1981.08–1984.08 Toyota Crown MS120
• 1981.02–1983.08 Toyota Soarer MZ11

Differences between years on US model of the Celica Supra:

• 1982 Supra 5M-GE had vacuum-advance distributors and 9-to-0 volt output AFMs.
• 1982–1983 Supra 5M-GE had dual V-belt accessory drive, 65 amp alternator, square-tooth camshaft belts, 8.8:1 compression ratio, shallower oil pan, and round intake runners.
• 1983–1985.5 Supra 5M-GE had 0- to 5-volt output AFM's and TCCS.
• 1984–1985.5 Supra 5M-GE had 7-rib serpentine accessory drive belts, 60 amp alternator, round-tooth camshaft belts, 9.2:1 compression ratio, knock sensor, deeper oil pan, and D-shaped intake runners.

{{anchor|6M-GE}}

{{anchor|6M-GEU}}

Toyota increased the 5M-GE's stroke to {{convert|91|mm|in|2|abbr=on}} to create the {{convert|2954|cc|L|1|abbr=on|order=flip}} 6M-GE. This necessitated the fitment of larger diameter intake runners {{convert|37|mm|in|2|abbr=on}} versus {{convert|35|mm|in|2|abbr=on}}. Only produced in 12-valve (2 valves per cylinder) 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 {{convert|170|-|190|bhp|PS kW|0|abbr=on}} at 5,600 rpm and {{convert|23.5|–|26.5|kgm|Nm lbft kgm|0|abbr=on|order=out}} 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.

Applications (calendar years):

• Toyota Crown
• Toyota Soarer (MZ12)

{{anchor|7M-GE}}

{{anchor|7M-GEU}}

The Toyota 7M-GE introduced in the early months of 1986 is a {{convert|2954|cc|L|1|abbr=on}} 24-valve (4 valves per cylinder) DOHC/fuel-injected engine. The valves are spaced at a performance-oriented 50° angle. Cylinder bore and stroke is {{convert|83x91|mm|in|2|abbr=on}}.

The 7M-GE was produced from 1986 through 1992. Output was {{convert|190|-|204|bhp|PS kW|0|abbr=on}} at 6,000 rpm and {{convert|25.5|–|27|kgm|Nm lbft kgm|0|abbr=on|order=out}} at 3,600 rpm.{{Cite web|title=Supra Statistics | url=http://www.cygnusx1.net/Supra/TechTips/statistics.aspx|access-date=2021-05-28|website=Cygnus X1 }}

Specifications:

• Displacement: {{convert|2954|cc|L cuin|abbr=on|1}}
• Bore x stroke: {{convert|83x91|mm|abbr=on|2}}
• Compression Ratio: 9.1:1
• Weight: {{convert|199|kg|lb|abbr=on|0}}

Applications (calendar years):

• 1986–1992 Toyota Supra MkIII (MA70)
• 1989–1992 Toyota Cressida Mark II (MX83)
• Toyota Chaser
• Toyota Crown
• Toyota Cressida 3.0i Twincam/3.0GLS (MX75) South Africa only

7mge head.jpg|Cylinder head from front

7MGE head.jpg|Inlet side of cylinder head

7MGE build1.jpg|Partially built 7MGE

7MGE build2.jpg|Partially built 7MGE

7MGE toyota.jpg| Modified 7MGE engine

{{anchor|7M-GTE}}

{{anchor|7M-GTEU}}

The turbocharged 7M-GTE was produced from 1986 to 1992. Output was {{convert|232|hp|kW PS|0|abbr=on}} at 5,600 rpm and {{convert|35.1|kgm|Nm lbft kgm|0|abbr=on|order=out}} at 3,200 rpm for most {{convert|5|psi|bar|abbr=on}} versions. It was Toyota's top performance engine until it was replaced by the JZ-series engines.

Toyota produced a variant of the existing Japanese-market 7M-GTEU which featured a modified CT26 high-flow turbocharger and large volume intercooler, pushed output to {{convert|267|hp|kW|0|abbr=on}} at 5,600 rpm and {{convert|36.5|kgm|Nm lbft kgm|order=out|0|abbr=on}} 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 one of the fastest Japanese cars at the time. The homologation was for the Group A series. The Group A Supra with a 7M-GTE and CT26 turbo produced {{convert|580|bhp|abbr=on|disp=flip|0}}.

Specifications:

• Displacement: {{convert|2954|cc|L cuin|1|abbr=on}}
• Bore x stroke: {{convert|83x91|mm|in|2|abbr=on}}
• Compression Ratio: 8.4:1
• Weight: {{convert|210|kg|lb|0|abbr=on}}

Applications (calendar years):

• 1986–1992 Toyota Supra (MA70)Toyota Supra parts catalog USA & Canada, MA70 (1988.08-1993.05), No. 49422-93, Nov 1993,
• 1986–1991 Toyota Soarer (MZ20/MZ21)

File:7M-GTE_side_view.jpg| left side view

File:7M-GTE upside down view.jpg| View of bottom end, with crankshaft and oil pump pickup

File:7M-GTE oil pump.jpg| oil pump and internals

File:7M-GTE_front.jpg| front part, upside down

File:7M-GTE piston.jpg| piston with rod on top of engine

File:7mgte mounted.jpg| engine mounted and running

File:7MGTE_replanted.JPG| engine in bay, refurbished partially

File:CT26_charger.JPG| CT 26 standard turbocharger

• List of Toyota engines
• Toyota UZ engine
• Toyota JZ engine

{{reflist}}

{{commons category|Toyota M engines}}

• [http://www4.tpgi.com.au/users/loats/technical/mhistory/mhistory.html The Illustrated History of the M engine]
• [https://web.archive.org/web/20041204180149/http://www.toysport.com/webpages/Techinfo/Enginemod/5m_6m_tech_notes.htm 5M and 6M engine Tech Notes]
• [https://web.archive.org/web/20041204180900/http://www.toysport.com/webpages/Techinfo/Enginemod/7m_tech_notes.htm 7M engine Tech Notes]

{{DEFAULTSORT:Toyota M Engine}}

M

Category:Straight-six engines