The M-E variant, available only in the Japanese domestic market, was the first Toyota engine to be equipped with fuel injection (around the same time as the 4-cylinder 18R-E). 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 (apart from the uncommon V familyV8) for over 30 years. They were commonly found on the large Toyota Crown, Mark II, and Supra models.
M
The first M was a 2.0L (1,988cc) version produced from 1965 through 1988. It was a 2-valve SOHC engine. Cylinder bore and stroke was square at 75mm (2.95in). Output was 110–115PS (108–113bhp; 81–85kW) at 5,200 to 5600rpm, depending on specifications and model year. Typical torque is 157N⋅m (116lb⋅ft; 16kg⋅m) at 3,800rpm.
The "M-C" engine, for commercial vehicles such as the Crown Van produces 105PS (104bhp; 77kW).[1]
Twin sidedraft SU Carburettors pushed output for the M-B and M-D to 125PS (123bhp; 92kW) at 5,800rpm.[2]
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.
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 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.
The turbochargedM-TEU appeared in 1980 with 145bhp (147PS; 108kW) at 5,600rpm and 211N⋅m (156lb⋅ft; 21.5kg⋅m) at 3,000rpm. It used a Garret T-03 turbo.
In 1983, Toyota added an air/water intercooler to the M-TEU. Output was bumped to 160bhp (162PS; 119kW) at 5,600rpm and 230N⋅m (170lb⋅ft; 23.5kg⋅m) at 3,000rpm.
The 2-valve SOHC2M was stroked to 85mm (3.35in) for 2.3L (2,253cc). It was produced from November 1966 to September 1974.[3][4] Output was 81–86kW (109–115bhp) at 5,200rpm and 159–172N⋅m (117–127lb⋅ft; 16.2–17.5kg⋅m) at 3,600rpm.[5]
Another 1,988cc (2.0L; 121.3cuin)naturally aspiratedinline 6, with both squared bore and stroke of 75mm (2.95in) and equipped with 3 Mikuni-Solex 40 PHH carburetors, the 2 valves per cylinderDOHC3M, 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".[6] Output was 150PS (148hp; 110kW) at 6,600 rpm and 175N⋅m (129lb⋅ft; 17.8kg⋅m) at 5,000rpm and a Compression ratio of 8.4:1.[7][8][9]
The engine was bored out to 80mm (3.15in) to create the 2.6L (2,563cc) 2-valve SOHC4M. Produced from 1972 through 1980, output was 108–123bhp (109–125PS; 81–92kW) at 5,600rpm and 181–191N⋅m (134–141lb⋅ft; 18.5–19.5kg⋅m) at 3,600rpm.
The fuel-injected4M-E was produced from 1978 through 1980. It was also a 2-valve SOHC engine. Output was 110bhp (112PS; 82kW) at 4,800rpm and 184N⋅m (136lb⋅ft; 18.8kg⋅m) at 2,400rpm.
The bore was up again to 83.1mm (3.27in) in the 2.8L (2,759cc)5M, produced from 1979 through 1988. Although 2-valve SOHC and carbureted versions were made, it is the fuel-injectedDOHC5M-GE that is the most common.
The original federalized version of the SOHC engine produced just 116hp (118PS; 87kW) at 4,800rpm and 196N⋅m (145lb⋅ft; 20kg⋅m) at 3,600rpm.
In Australia the 5M-E (in 1985) had 103kW (140PS; 138bhp) at 4,800rpm and 226N⋅m (166lb⋅ft; 23kg⋅m) at 3,600rpm 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 145PS (143bhp; 107kW) in the Crown MS112 and the Celica Supra MA61.
The 12-valve (2 valves per cylinder) DOHC5M-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 BoschL-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.[11] 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 5PS (5bhp; 4kW) from August 1983.[12]
Output ranged from 145 to 175bhp (108 to 130kW), 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 2.9L for 230bhp (172kW) and 3.1L for 250bhp (186kW). Outfitted with kits like the Kuwahara 3100, these engines were often used quite successfully in powerboat racing in the mid 1980s.
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.
6M-GE
Toyota increased the 5M-GE's stroke to 91mm (3.58in) to create the 3.0L (2,954cc)6M-GE. This necessitated the fitment of larger diameter intake runners 37mm (1.46in) versus 35mm (1.38in).[12] 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 170–190bhp (172–193PS; 127–142kW) at 5,600rpm and 230–260N⋅m (170–192lb⋅ft; 23.5–26.5kg⋅m) at 4,400rpm. 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.
The Toyota 7M-GE introduced in the early months of 1986 is a 2,954cc (3.0L) 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 83mm ×91mm (3.27in ×3.58in).
The 7M-GE was produced from 1986 through 1992. Output was 190–204bhp (193–207PS; 142–152kW) at 6,000rpm and 250–265N⋅m (184–195lb⋅ft; 25.5–27kg⋅m) at 3,600rpm.[13]
Toyota Cressida 3.0i Twincam/3.0GLS (MX75) South Africa only
Cylinder head from front
Inlet side of cylinder head
Partially built 7MGE
Partially built 7MGE
Modified 7MGE engine
7M-GTE
The turbocharged7M-GTE was produced from 1986 to 1992. Output was 232hp (173kW; 235PS) at 5,600rpm and 344N⋅m (254lb⋅ft; 35.1kg⋅m) at 3,200rpm[13] for most 5psi (0.34bar) 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 267hp (199kW) at 5,600rpm and 358N⋅m (264lb⋅ft; 36.5kg⋅m) at 4,400rpm. 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 433kW (580bhp).
The Toyota Supra is a sports car and grand tourer manufactured by the Toyota Motor Corporation beginning in 1978. The name "supra" is derived from the Latin prefix, meaning "above", "to surpass" or "go beyond".
The Toyota A Series engines are a family of inline-four internal combustion engines with displacement from 1.3 L to 1.8 L produced by Toyota Motor Corporation. The series has cast iron engine blocks and aluminum cylinder heads. To make the engine as short as possible, the cylinders are siamesed.
A multi-valve or multivalve engine is one where each cylinder has more than two valves. A multi-valve engine has better breathing, and with more smaller valves may be able to operate at higher revolutions per minute (RPM) than a two-valve engine, delivering more power.
The Mitsubishi 4G9 engine is a series of straight-4 automobile engines produced by Mitsubishi Motors. All are 16-valve, and use both single- and double- overhead camshaft heads. Some feature MIVEC variable valve timing, and it was the first modern gasoline direct injection engine upon its introduction in August 1996.
The 6G7 series or Cyclone V6 engine is a series of V6 piston engines from Mitsubishi Motors. Five displacement variants were produced from 1986 to 2021, with both SOHC and DOHC, naturally aspirated and turbo charged layouts. While MIVEC variable valve timing has also been implemented in some versions the 2.5, 3.0, and 3.5 L versions were also available with gasoline direct injection. This engine has been the flagship powerplant of the company except when they briefly built a V8 in 1999–2001. The staple of their high-end sedans, it was given twin-turbos for the Mitsubishi GTO, and became the most powerful car ever built by the company at the time.
The Toyota JZ engine family is a series of inline-6 automobile engines produced by Toyota Motor Corporation. As a replacement for the M-series inline-6 engines, the JZ engines were 24-valve DOHC engines in 2.5- and 3.0-litre versions.
The Toyota ZZ engine family is a straight-4 piston engine series. The ZZ series uses a die-cast aluminium engine block with thin press-fit cast iron cylinder liners, and aluminium DOHC 4-valve cylinder heads. The camshafts are chain-driven. The two 1.8 L members of the family, the 1ZZ and 2ZZ, use different bore and stroke. The former was optimised for economy, with torque emphasised in lower revolutions per minute operating range, while the latter is a "square" design optimised for high-RPM torque, yielding higher peak power. The ZZ family replaced the extremely popular cast-iron block 4A engines.
The Toyota RZ engine family is a straight-four piston engine series built in Japan. The RZ series uses a cast-iron engine block and aluminum SOHC or DOHC cylinder heads. It has electronic fuel injection (EFI), 2 or 4 valves per cylinder and features forged steel connecting rods.
The Toyota R family was a series of inline-four gasoline automobile engines. Designed for longitudinal placement in such vehicles as the Celica and Hilux and in production from 1953 through 1997, usage faded out as many of Toyota's mainstream models moved to front-wheel drive. Overhead cam (OHC) versions featured a chain-driven camshaft.
The Toyota T series is a family of inline-4 automobile engines manufactured by Toyota beginning in 1970 and ending in 1985. It started as a pushrod overhead valve (OHV) design and later performance oriented twin cam (DOHC) variants were added to the lineup. Toyota had built its solid reputation on the reliability of these engines.
The Toyota Motor Corporation G-family engine is a family of straight-6 piston engines produced from 1979 to 2008. It is notable in that only a single displacement, 2.0 L (1,988 cc), was produced in this series. Initially belt-driven OHC non-interference engines, multivalve DOHC and variable valve timing were added later during the production run. The 1G-GEU was Toyota's first mass produced four-valve twincam engine. A prototype version of the 1G-GEU called the LASREα–X, featuring twin-turbos, variable valve timing and intake as well as variable displacement, was fitted to the Toyota FX-1 show car at the 1983 Tokyo Motor Show. It showcased a number of technologies which were later to become commonplace. This engine was designed around the new LASRE technology for lighter weight – such as sintered hollow camshafts. These engines were used as a lower-displacement alternative to the more upmarket M family and JZ family straight-sixes.
The Toyota GR engine family is a gasoline, open-deck, piston V6 engine series. The GR series has a 60° die-cast aluminium block and aluminium DOHC cylinder heads. This engine series also features 4 valves per cylinder, forged steel connecting rods and crankshaft, one-piece cast camshafts, a timing chain, and a cast aluminium lower intake manifold. Some variants use multi-port fuel injection, some have D4 direct injection, and others have a combination of direct injection and multi-port fuel injection or D4-S.
The Prince G-series engine was the company's only straight-four and straight-six engines which began production in 1955. A number of variations were made, with both OHV and OHC heads. A diesel four-cylinder with 1.9 L (1,862 cc) was also built, called the D-6. The G series was used in the Skyline, the Laurel, and the Gloria from the 1950s to the early 1970s.
The Honda F-Series engine was considered Honda's "big block" SOHC inline four, though lower production DOHC versions of the F-series were built. It features a solid iron or aluminum open deck cast iron sleeved block and aluminum/magnesium cylinder head.
The Toyota S Series engines are a family of straight-four petrol engines with displacements between 1.8 and 2.2 litres, produced by Toyota Motor Corporation from January 1980 to August 2007. The S series has cast iron engine blocks and aluminium cylinder heads. This engine was designed around the new LASRE technology for lighter weight – such as sintered hollow camshafts.
The Toyota E engine family is a straight-four piston engine series, and uses timing belts rather than chains. The E engines were the first multi-valve engines from Toyota designed with economy, practicality and everyday use in mind. Like many other Toyota engines from the era, the E engine series features a cast iron block, along with an aluminium cylinder head. E engines are lighter than earlier Toyota engines, due to the hollow crankshaft, thinned casting of the cylinder block, and several other reductions in auxiliaries as well as in the engine itself. Carbureted versions include a newly designed, variable-venturi carburetor. All of these changes improved economy and emissions. The members of the E engine family, range from 1.0 L to 1.5 L. The E family supplanted the K engines in most applications. A large number of parts in the E engine series are interchangeable between each other.
The Honda R engine is an inline-four engine launched in 2006 for the Honda Civic (non-Si). It is fuel injected, has an aluminum-alloy cylinder block and cylinder head, is a SOHC 16-valve design and utilizes Honda's i-VTEC system. The R series engine has a compression ratio of 10.5:1, features a "drive by wire" throttle system which is computer controlled to reduce pumping losses and create a smooth torque curve.
The Toyota UR engine family is a 32-valve dual overhead camshaft V8 piston engine series which was first introduced in 2006, as the UZ series it replaced began phasing out. Production started with the 1UR-FSE engine with D-4S direct injection for the 2007 Lexus LS. The series launched with a die-cast aluminum engine block, aluminum cylinder heads and magnesium cylinder head covers. All UR engines feature variable valve timing for both intake and exhaust cams or Dual VVT-i. Timing chains are used to drive the camshafts. The UR engine has been produced in 4.6, 5.0, and 5.7-liter displacement versions.
The ZR engine is a family of straight-four 16-valve all-aluminum and water cooled gasoline engines with a die-cast aluminum block and variable valve timing developed by Toyota Motor Corporation, produced from 2007. Engines displace from 1.6 to 2.0 liters. Most engines in this family are equipped with Toyota's dual VVT-i technology that optimizes both intake and exhaust valve timing. This engine family is also the first to use Toyota's Valvematic system, first appearing on the Noah and Voxy in 2007 and then the European Avensis in 2009.
References
↑ Toyota Commercial Cars (Catalog), Toyota, 1969, p.2
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