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Toyota M engine

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Toyota M engine
Overview
ManufacturerToyota
Production1965–1993
Layout
ConfigurationStraight-6
Cylinder block materialCast iron
Cylinder head materialAluminum
Combustion
Cooling systemWater-cooled
Chronology
SuccessorToyota JZ engine, Toyota G engine

Toyota Motor Corporation'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-driven 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 (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 family V8) for over 30 years. They were commonly found on the large Toyota Crown, Mark II, and Supra models.

M

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M

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The first M was a 2.0 L (1,988 cc) version produced from 1965 through 1988. It was a 2-valve SOHC engine. Cylinder bore and stroke was square at 75 mm (2.95 in). Output was 110–115 PS (108–113 bhp; 81–85 kW) at 5,200 to 5600 rpm, depending on specifications and model year. Typical torque is 157 N⋅m (116 lb⋅ft; 16 kg⋅m) at 3,800 rpm.

The "M-C" engine, for commercial vehicles such as the Crown Van produces 105 PS (104 bhp; 77 kW).[1]

Twin sidedraft SU Carburettors pushed output for the M-B and M-D to 125 PS (123 bhp; 92 kW) at 5,800 rpm.[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.

Applications (calendar years):

M-P

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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.

M-E

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1973 Toyota M-E engine.

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):

M-TEU

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The turbocharged M-TEU appeared in 1980 with 145 bhp (147 PS; 108 kW) at 5,600 rpm and 211 N⋅m (156 lb⋅ft; 21.5 kg⋅m) 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 160 bhp (162 PS; 119 kW) at 5,600 rpm and 230 N⋅m (170 lb⋅ft; 23.5 kg⋅m) at 3,000 rpm.

Applications (calendar years):

2M

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The 2-valve SOHC 2M was stroked to 85 mm (3.35 in) for 2.3 L (2,253 cc). It was produced from November 1966 to September 1974.[3][4] Output was 81–86 kW (109–115 bhp) at 5,200 rpm and 159–172 N⋅m (117–127 lb⋅ft; 16.2–17.5 kg⋅m) at 3,600 rpm.[5]

Applications (calendar years):

3M

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3M 2.0 Liter inline six

Another 1,988 cc (2.0 L; 121.3 cu in) naturally aspirated inline 6, with both squared bore and stroke of 75 mm (2.95 in) 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".[6] Output was 150 PS (148 hp; 110 kW) at 6,600 rpm and 175 N⋅m (129 lb⋅ft; 17.8 kg⋅m) at 5,000 rpm and a Compression ratio of 8.4:1.[7][8][9]

Applications (calendar years):

4M

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Toyota 4M engine.

The engine was bored out to 80 mm (3.15 in) to create the 2.6 L (2,563 cc) 2-valve SOHC 4M. Produced from 1972 through 1980, output was 108–123 bhp (109–125 PS; 81–92 kW) at 5,600 rpm and 181–191 N⋅m (134–141 lb⋅ft; 18.5–19.5 kg⋅m) 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 110 bhp (112 PS; 82 kW) at 4,800 rpm and 184 N⋅m (136 lb⋅ft; 18.8 kg⋅m) at 2,400 rpm.

Applications (calendar years):

5M

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The bore was up again to 83.1 mm (3.27 in) in the 2.8 L (2,759 cc) 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 116 hp (118 PS; 87 kW) at 4,800 rpm and 196 N⋅m (145 lb⋅ft; 20 kg⋅m) at 3,600 rpm.

In Australia the 5M-E (in 1985) had 103 kW (140 PS; 138 bhp) at 4,800 rpm and 226 N⋅m (166 lb⋅ft; 23 kg⋅m) 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 145 PS (143 bhp; 107 kW) in the Crown MS112 and the Celica Supra MA61.

Applications (calendar years):

5M-GE

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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.[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 5 PS (5 bhp; 4 kW) from August 1983.[12]

Output ranged from 145 to 175 bhp (108 to 130 kW), 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 230 bhp (172 kW) and 3.1 L for 250 bhp (186 kW). 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: 2,759 cc (2.8 L; 168.4 cu in)
  • Bore x stroke: 83 mm × 85 mm (3.27 in × 3.35 in)
  • Compression Ratio: 8.1:1 to 9.2:1
  • Power: 145–175 hp (108–130 kW)
  • Torque: 190–230 N⋅m (140–170 lb⋅ft; 19.4–23.5 kg⋅m)
  • Production: 1982–1988

Applications (calendar years):