:: Introduction
For a 27-year period Toyota relied on a single engine as the power plant
of the six cylinder production vehicles it produced. Spawning from 2 litres to 3, the M series engine is hailed as
one of the most versatile and reliable engines of their time.
It was the pioneer of Toyotas twin overhead cam, electronic fuel
injection, turbocharger and multi-valve technology, while powering many
different models of car. Rarely
does an engine series run for such a long time to be regularly referred to as bullet-proof
while keeping up with changes in technology and metallurgy.
So lets take a journey to discover the history of Toyotas M series
engine.
:: M
When the M engine first hit the
streets in 1965 powering the MS-41 Crown, it was given a warm reception. Being
hailed as smooth and quiet, vibration free. It was technically superior to most
other production sedan engines of the day.
With a displacement of 2 litres, chain driven single overhead cam, hemi
chambers, cross flow 12 port head, seven main bearings.
It can be claimed that it was competitive with the most advanced
production engines at that time.
 |
image:: The Original M
|
That same year debuting at the
1965 Tokyo motor show. A prototype was unveiled like none had ever seen before
and was something that no other Japanese manufacturer had at the time.
This car was simply the most awe-inspiring machine that anyone had seen
from Japan, full stop. It was the Toyota 2000GT.
 |
image:: The basic engine block was derived
from the all new 2000cc M series Crown of the day.
Designated the 3M, major changes to this engine were to the top and
bottom. |
The sump was an aluminium cast unit whilst the head was a brand new
twin-cam, 12 valve design with hemi' chambers from Yamaha.
The spark plugs were located centrally whilst recessed piston crowns
allowed valves to be angled at 79 degrees.
Interestingly Yamaha has was involved with head design of Toyota twin cam
sports engines for many years to come, examples of this are the 2T-G, 18R-G and
1G-GE engines.
 |
image:: Carburetion is done via three SU type carburettors and sported around 150
horsepower while retaining the 2 litre displacement. |
Engineers thoroughly tested the
2000GT in various racing venues from 1965 to 1967 before finally offering the
car to the general public in May of 1967. The car performed admirably,
shattering 11 international racing records including one in which the 2000GT
averaged 206.18km/h for 10,000miles and 72 hours.
In 1979 Toyota ran its first
production fuel injection system on the M engine designated as the M-EU (also
seen at the same time on the 4M-E) in the MA-46 Toyota Celica Supra or Celica XX.
It was still SOHC, ran a Bosch L-Jetronic multi-point fuel injection system
and it developed 110HP at 4800 rpm.
Not only did Toyota push the production engine envelope with twin cams
and electronic fuel injection, but also the M engine was the
first to receive turbo-charging technology.
While still SOHC and EFI the M-TEU ran a non-intercooled Garret T03 turbo
in 1980 to power the Japanese domestic markets MA-46 Supra, MZ-10 Soarer
plus other models such as the Crown and Mark II.
  |
image:: Pumping out 145HP at 5600rpm
Toyota then added in 1983 a water to air intercooler to raise it to 160HP
at 5600rpm.
|
::
Pics And Engine Data for the M below
Engine
|
Year
|
Capacity
|
Comp’
Ratio
|
HP
@ RPM
|
Carburetion
|
M
|
65 – 72
|
1988cc
|
8.8:1
|
110 @ 5600
|
Single Carb
|
M-B
|
65 – 72
|
1988cc
|
8.8:1
|
129 @ 5800
|
Twin SU
|
M-D
|
65 – 72
|
1988cc
|
8.8:1
|
129 @ 5800
|
Twin Down
|
M-U
|
74 – ??
|
1988cc
|
8.6:1
|
110 @ 5600
|
Single Carb
|
M-EU
|
79 – 85
|
1988cc
|
8.6:1
|
110 @ 5600
|
EFI
|
M-TEU
|
80 – 82
|
1988cc
|
7.6:1
|
145 @ 5600
|
EFI, Turbo
|
M-TE
|
83 – 85
|
1988cc
|
7.6:1
|
160 @ 5600
|
EFI, Water/Air Turbo
|
:: M-B
 |
image:: The
M-B with its twin SU carbs. |
:: M-D
 |
image::
The M-D with its twin down draft carbs. |
:: 2M
In March 1967 the 2M with its capacity increased to 2.3 litres was
released in the MS-45 Crown. Although
still a similar horsepower to the M the 2M gained some torque in order to
quieten the American and Australian motoring journalists who complained that the
M was an overall excellent engine it did lack the same pulling power of the
American built six cylinders of the time. This
engine went on to power the MS-50 series crown as well as some Mark II Coronas.
::
Pics And Engine Data for the 2M below
Engine
|
Year
|
Capacity
|
Comp’ Ratio
|
HP @ RPM
|
Carburetion
|
2M
|
67 – 70
|
2253cc
|
8.8:1
|
115 @ 5200
|
Single Carb
|
2M
|
72 – 74
|
2253cc
|
8.5:1
|
109 @ 5200
|
Single Carb
|
 |
image:: An interesting addition, the 2M
was also put into a special run of 9 2000GT’s called the MF-12.
|
:: 4M
From 1972 the 2.6 litre 4M was
powering the all new MS-60 series Crowns, spouting more displacement and more
load pulling torque this engine still has noticeable M heritage.
All the way up to 1979 the 4M was then released with Multi-Point
Electronic Fuel Injection (in conjunction with the M-EU in Japan) in the USA
powered MA-46 Celica Supra. Interestingly enough power is down from 122HP in the 4M to
110HP in the 4M-E, but with the Bosch EFI, driveability and fuel consumption
considerably improves.
::
Pics And Engine Data for the 4M below
Engine
|
Year
|
Capacity
|
Comp’ Ratio
|
HP @ RPM
|
Carburetion
|
4M
|
72 – 74
|
2563cc
|
8.5:1
|
122 @ 5600
|
Single Carb
|
4M
|
75 – 79
|
2563cc
|
8.5:1
|
108 @ 5000
|
Single Carb
|
4M-E
|
79 – 80
|
2563cc
|
8.5:1
|
110 @ 4800
|
EFI
|
 |
image:: Interestingly enough power is
down from 122HP in the 4M to 110HP in the 4M-E, but with the Bosch EFI,
driveability and fuel consumption considerably improves.
|
:: 5M
Once again in 1980 the M engine
gained a capacity increase to create the 2.8 litre 5M engine.
It also received an EFI system like the 4M-E and went on to power the
1981 MA-47 Celica Supra, MS-110 Crowns, and various other JDM models.
::
Engine Data for the 5M below
Engine
|
Year
|
Capacity
|
Comp’ Ratio
|
HP @ RPM
|
Carburetion
|
5M
|
80 – 82
|
2759cc
|
8.5:1
|
114 @ 4800
|
Single Carb
|
5M-E
|
80 – 82
|
2759cc
|
8.8:1
|
116 @ 4800
|
EFI
|
::
M Engines By Leaps And Bounds – DOHC
::
5M-GE
In 1982 the M engine had a
radical change for the better, gone was the chain driven single overhead
camshaft, the rocker style valve system, the carburettor, and the analogue
electronic fuel injection system. By
a leap and a bound the all new 5M-GE was introduced with wide angle double
overhead camshafts driven by a timing belt, and fully digital ECU controlling
sensors and fuel injection. This
powered the new MA-61 Supra with full options and Lotus designed suspension
gaining praise from motorists all over the world.
 |
image:: This engine also eventually
found its way into MX-73 Cressidas, MZ-20 Soarers, MS-120 Crowns and other
various JDM cars |
::
Engine Data for the 5M-GE below
Engine
|
Year
|
Capacity
|
Comp’ Ratio
|
HP @ RPM
|
Carburetion
|
5M-GE
|
82 – 83
|
2759cc
|
8.8:1
|
174 @ 4400
|
EFI
|
5M-GE
|
83 – 86
|
2759cc
|
9.2:1
|
178 @ 4400
|
EFI
|
5M-GEU
|
84 – 86
|
2759cc
|
9.2:1
|
160 @ 5600
|
EFI
|
::
6M-GE
Not much information is known on
the 6M-GE as it was never released out of Japan. Identical to the 5M-GE but 3 litres, this engine went to
power Crowns, Soarers and other JDM vehicles.
::
Engine Data for the 6M-GE below
Engine
|
Year
|
Capacity
|
Comp’ Ratio
|
HP @ RPM
|
Carburetion
|
6M-GE
|
84 – 87
|
2954cc
|
9.2:1
|
190 @ 5600
|
EFI
|
6M-GEU
|
84 – 86
|
2954cc
|
9.2:1
|
170 @ 5600
|
EFI
|
::
7M-GE
Making
its debut in the middle of 1986 in the new generation MA-70 Supra is the 7M-GE.
This 3 litre is the First and only M series engine to use a 4 valve per
cylinder head. With an awesome 200
horsepower made this one of the best Japanese inline production engines of its
time, rivalling the likes of engines turned out by the big German manufacturers.
 |
image:: It
was smooth quiet and propelled the supra and other saloons with ease. |
In 1987 the MA-71 Toyota Supra was released still with the 7M but running
an air to air intercooled CT26 turbo, it was called the 7M-GTE.
With 234 horsepower the MA-71 became the choice Japanese sports car
around the world. With simple
modifications tuners were able to extract globs of power from them, with figures
over 300 horsepower being not uncommon. Unfortunately
there has been a head gasket problem with the 7M engines that has seemed to have
tainted its reputation. Fixing this
problem with the recommended gaskets, head studs and torque settings, returns
the engine to its bullet-proof state.
 |
image::
People still seem to be very
quick to judge, especially now when there is a new series of engine on the
block that has replaced the M.
|
::
Engine Data for the 7M-GE below
Engine
|
Year
|
Capacity
|
Comp’ Ratio
|
HP @ RPM
|
Carburetion
|
7M-GE
|
86 – 92
|
2954cc
|
9.2:1
|
200 @ 6000
|
EFI
|
7M-GE
|
90 – 91
|
2954cc
|
9.8:1
|
190 @ 5600
|
EFI
|
7M-GEU
|
86 – 92
|
2954cc
|
9.2:1
|
190 @ 6000
|
EFI
|
7M-GTE
|
87 – 90
|
2954cc
|
8.4:1
|
230 @ 5600
|
EFI, Air/Air Turbo
|
7M-GTE
|
90 – 92
|
2954cc
|
8.4:1
|
234 @ 5600
|
EFI, Air/Air Turbo
|
::
M Engines: What Did 27 Years Spawn?
It may be clutching straws here
but its true, with out the M engines this engine would have never been spawned.
Regarded as one of the best turbocharged 6 cylinder engines of today,
with awesome amounts of power on tap, hailed by tuners around the world as being
more than bullet-proof, while still being driveable, fuel efficient, and clean.
Tuners run over 600 horsepower in them with stock bottom ends, engine
conversions ranging from supras, cressidas to falcons, commodores and yes I even
know of some nissans and mazdas that are powered by them **SHOCK HORROR** Why
didn’t they use an RB engine or Rotary!?!?!? they say………
:: Behold the JZ Series
::
Engine Data for the JZ engines below
Engine
|
Year
|
Capacity
|
Comp’ Ratio
|
HP @ RPM
|
Carburetion
|
1ZJ-GE
|
93 – 97
|
2491cc
|
10.0:1
|
200 @ 6000
|
EFI
|
1ZJ-GE
|
97 –
|
2491cc
|
10.5:1
|
200 @ 6200
|
EFI, VVTi
|
1JZ-GTE
|
93 – 97
|
2491cc
|
8.5:1
|
280 @ 6200
|
EFI, Air/Air Twin Parallel
Turbo
|
1JZ-GTE
|
97 –
|
2491cc
|
9.0:1
|
280 @ 6200
|
EFI, Air/Air, Single Turbo,
VVTi
|
2JZ-GE
|
93 – 97
|
2997cc
|
10.0:1
|
220 @ 5600
|
EFI
|
2JZ-GE
|
97 –
|
2997cc
|
10.5:1
|
220 @ 5800
|
EFI, VVTi
|
2JZ-GTE
|
93 – 97
|
2997cc
|
8.5:1
|
280 @ 5600
|
EFI, Air/Air Twin Sequential
Turbo
|
2JZ-GTE
|
97 –
|
2997cc
|
8.5:1
|
280 @ 5600
|
EFI, Air/Air Twin Sequential
Turbo, VVTi
|
Due to the gentlemen’s
agreement made by the Japanese car manufacturers maximum stated power figures
are 280 horsepower. You will find
that in many cases engines that have this stated horsepower actually exceed it.
::
Finale
With 27 years of production
history and over 30 years of development the M series Toyota engines were the
flagship six cylinders of their day. Toyota
always striving for technical excellence while also being powerful and
affordable, has made it one of the largest independently owned car manufacturers
in the world. Incorporating
in-house design philosophies Toyota has been able to parallel itself with German
technology, manufacturing and reliability, make it a shame we in Australia
hardly ever get to see these fine automobiles due to protection of our lagging
domestic market.
::
Various Pictures
 |
image:: 2JZ-GTE
in a MA-61 engine bay. |
 |
image:: Very
worked 2JZ-GE in a MX-23 engine bay. Oohh baby. |
 |
image::
5M-E with a turbo slapped on the side of it. Custom
intercooler and intake manifold all squeezed into a MS-75 crown. |
 |
image:: A
clean M-B engine sitting in the bay of another crown. |
 |
image:: Another
view of the spirited 3M engine. |
Written By
rob_RA40, any errors or emissions are welcome to be corrected,
information has been taken from considerably reliable sources on the internet
and Toyota enthusiast community. If
you have any questions, corrections or concerns feel free to email Ed at serotonergic@hotmail.com
|