Toyota 7M engine - Revision history

Red marquis at 02:18, 18 November 2010

2010-11-18T02:18:11Z

← Older revision		Revision as of 02:18, 18 November 2010
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	\|Chief Engineer = '''Yukihiko Yaguchi'''		\|Chief Engineer = '''Yukihiko Yaguchi'''
	}}		}}
	The 7M, first released in 1986, is the final evolutionary step of the M series engine, which originally debuted in 1965. They were installed in the Toyota Supra, Toyota Soarer and the Toyota Cressida. All 7M engines use a DOHC valvetrain (solid shim-over-bucket lifters), with valves spaced at a performance-oriented 50° angle. Both camshafts are driven by a single cambelt from the crankshaft. Three derivatives exist; the 7M-GE, 7M-GTE and a 7M-GTEU. The 7M was finally discontinued in 1992, supplanted by the JZ series engines in all applications.		The '''Toyota 7M engine''', first released in 1986, is the final evolutionary step of the M series engine, which originally debuted in 1965. They were installed in the Toyota Supra, Toyota Soarer and the Toyota Cressida. All 7M engines use a DOHC valvetrain (solid shim-over-bucket lifters), with valves spaced at a performance-oriented 50° angle. Both camshafts are driven by a single cambelt from the crankshaft. Three derivatives exist; the 7M-GE, 7M-GTE and a 7M-GTEU. The 7M was finally discontinued in 1992, supplanted by the JZ series engines in all applications.

	==7M-GE==		==7M-GE==

86.195.43.171: /* 7M-GTEU */

2010-11-18T02:02:19Z

7M-GTEU

← Older revision		Revision as of 02:02, 18 November 2010
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	==7M-GTEU==		==7M-GTEU==

	This was a special run of the 7M, intended solely for the MkIII Toyota Supra Turbo-A in late 1988. A customised CT-26 turbocharger was installed, different inlet & exhaust camshafts with 10 degrees more duration and marginally more lift~~, and the~~ management was altered again, so rather than either the flapper style airflow meter, or Karmann Vortex airflow meter, the ECU sensed manifold pressure instead. All other specifications remained unchanged from the 7M-GTE.		This was a special run of the 7M, intended solely for the MkIII Toyota Supra Turbo-A in late 1988. A customised CT-26 turbocharger was installed, different inlet & exhaust camshafts with 10 degrees more duration and marginally more lift. The management was altered again, so rather than either the flapper style airflow meter, or Karmann Vortex airflow meter, the ECU sensed manifold pressure instead. All other specifications remained unchanged from the 7M-GTE.

	==Criticisms==		==Criticisms==

86.195.43.171 at 01:52, 18 November 2010

2010-11-18T01:52:26Z

← Older revision		Revision as of 01:52, 18 November 2010
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	\|Engine Name = Toyota 7M		\|Engine Name = Toyota 7M
	\|Manufacturer = [[Toyota]]		\|Manufacturer = [[Toyota]]
	\|aka = '''~~Type aka here, not up there~~'''		\|aka = '''N/A'''
	\|Type = ''Petrol''		\|Type = ''Petrol''
	\|Production/Introduction = 1986 - 1992		\|Production/Introduction = 1986 - 1992
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	This was a special run of the 7M, intended solely for the MkIII Toyota Supra Turbo-A in late 1988. A customised CT-26 turbocharger was installed, different inlet & exhaust camshafts with 10 degrees more duration and marginally more lift, and the management was altered again, so rather than either the flapper style airflow meter, or Karmann Vortex airflow meter, the ECU sensed manifold pressure instead. All other specifications remained unchanged from the 7M-GTE.		This was a special run of the 7M, intended solely for the MkIII Toyota Supra Turbo-A in late 1988. A customised CT-26 turbocharger was installed, different inlet & exhaust camshafts with 10 degrees more duration and marginally more lift, and the management was altered again, so rather than either the flapper style airflow meter, or Karmann Vortex airflow meter, the ECU sensed manifold pressure instead. All other specifications remained unchanged from the 7M-GTE.


	~~===Photos===~~

	~~<gallery>~~
	~~</gallery>~~

	~~==Unique Attributes==~~
	~~If there are any features of this [[automobile\|vehicle]] that sets it apart from other [[automobile\|vehicles]] in its class, then mention those ''unique attributes'' here.~~

	==Criticisms==		==Criticisms==
	~~Please make sure to '''''keep critiques in a third-person point of view'''''. If using criticisms from a reputable automotive source, then '''''please make sure to cite the quote'''''.~~


	~~==Worldwide==~~		The 7M's have a reputation for being especially unforgiving when it comes to maintenance schedules, and oil changes. Although the sump is baffled, often, if the oil level is lower than the maximum mark on the dipstick, oil starvation can occur under heavy cornering, acceleration or braking, leading to a drastic reduction in engine bearing life, usually resulting in a spun bearing. Regular oil changes with good quality 5w30 oil, and overfilling by 1 quart (0.9 litres) helps to reduce this occurrence.
	If the ~~[[automobile\|vehicle]]~~ is ~~sold in other markets worldwide~~, ~~then this~~ is the ~~section~~ to ~~mention that information~~. ~~Also~~, ~~mention if the <MODEL> goes~~ by ~~another name in these other markets~~.

	~~==Design quirks and oddities==~~		Likewise, all 7M's are susceptible to a blown head gasket, due mainly to the torque specifications of the cylinder head bolts. Originally, the design team intended to use an Asbestos gasket, however, this was quickly changed to a composite gasket due to regulations concerning the use of Asbestos being implemented worldwide. However, despite the change in materials, the original torque specification of 58 lb/ft remained unchanged. A simple fix to the solution is to change the headgasket, preferably with a high-quality Toyota replacement one, and torque the head bolts to 72 lb/ft. For further piece of mind, rather than using OEM headbolts, ARP Head Studs can be used, torqued to 78 lb/ft.
	~~Refer~~ to ~~any pop~~-~~culture tidbits about~~ the ~~[[Automobile\|vehicle]] in this section~~.

	~~==Awards==~~		The grade of aluminium used in the 7M's 24v Cylinder heads is also regarded as substandard, as they're prone to annealing after being overheated. As a result, exhaust studs are at risk of stripping the threads in the head, due to the fine pitch angle used (M10x1.25). Again - this can be rectified by drilling the threads and inserting helicoils
	~~List out notable~~ ''~~awards'' that~~ the ~~model has recieved while~~ in ~~production. '''Boldface''' the company or orgainization that gives out~~ the ~~award~~, ~~and ''Italicize''~~ the ~~name of~~ the ~~award.~~

	==See Also==		==See Also==

86.195.43.171 at 01:25, 18 November 2010

2010-11-18T01:25:33Z

← Older revision		Revision as of 01:25, 18 November 2010
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	\|Engine Name = Toyota 7M		\|Engine Name = Toyota 7M
	\|Manufacturer = [[Toyota]]		\|Manufacturer = [[Toyota]]
			\|aka = '''Type aka here, not up there'''
	\|Type = ''Petrol''		\|Type = ''Petrol''
	\|Production/Introduction = 1986 - 1992		\|Production/Introduction = 1986 - 1992

86.195.43.171 at 01:25, 18 November 2010

2010-11-18T01:25:09Z

← Older revision		Revision as of 01:25, 18 November 2010
Line 3:		Line 3:
	\|Engine Name = Toyota 7M		\|Engine Name = Toyota 7M
	\|Manufacturer = [[Toyota]]		\|Manufacturer = [[Toyota]]
	~~\|aka = '''Type aka here, not up there'''~~
	\|Type = ''Petrol''		\|Type = ''Petrol''
	\|Production/Introduction = 1986 - 1992		\|Production/Introduction = 1986 - 1992

86.195.43.171 at 01:22, 18 November 2010

2010-11-18T01:22:09Z

← Older revision		Revision as of 01:22, 18 November 2010
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	\|Configuration = Inline		\|Configuration = Inline
	\|Cylinders = 6		\|Cylinders = 6
	\|Fuel System = '''TCCS Fuel Injection'''		\|Fuel System = '''TCCS Electronic Fuel Injection'''
	\|Lubrification = '''Wet Sump'''		\|Lubrification = '''Wet Sump'''
	\|Output = 204 hp @ 6000 rpm<br>196 lb-ft. of [[torque]] @ 4800 rpm (7M-GE)<br><br>232 hp @ 5600 rpm<br>240 lb-ft. of [[torque]] @ 4000 rpm (7M-GTE)<br><br>267 hp @ 5600 rpm<br>264 lb-ft. of [[torque]] @ 4400 rpm (7M-GTEU)		\|Output = 204 hp @ 6000 rpm<br>196 lb-ft. of [[torque]] @ 4800 rpm (7M-GE)<br><br>232 hp @ 5600 rpm<br>240 lb-ft. of [[torque]] @ 4000 rpm (7M-GTE)<br><br>267 hp @ 5600 rpm<br>264 lb-ft. of [[torque]] @ 4400 rpm (7M-GTEU)

86.195.43.171 at 01:20, 18 November 2010

2010-11-18T01:20:56Z

← Older revision		Revision as of 01:20, 18 November 2010
Line 35:		Line 35:
	\|Chief Engineer = '''Yukihiko Yaguchi'''		\|Chief Engineer = '''Yukihiko Yaguchi'''
	}}		}}
	The 7M, first released in 1986, is the final evolutionary step of the M series engine, which originally debuted in ~~1963~~. They were installed in the Toyota Supra, Toyota Soarer and the Toyota Cressida. All 7M engines use a DOHC valvetrain (solid shim-over-bucket lifters), spaced at a performance-oriented 50° angle ~~and~~ driven by a single cambelt from the crankshaft. Three derivatives exist; the 7M-GE, 7M-GTE and a 7M-GTEU. The 7M was finally discontinued in 1992, supplanted by the JZ series engines in all applications.		The 7M, first released in 1986, is the final evolutionary step of the M series engine, which originally debuted in 1965. They were installed in the Toyota Supra, Toyota Soarer and the Toyota Cressida. All 7M engines use a DOHC valvetrain (solid shim-over-bucket lifters), with valves spaced at a performance-oriented 50° angle. Both camshafts are driven by a single cambelt from the crankshaft. Three derivatives exist; the 7M-GE, 7M-GTE and a 7M-GTEU. The 7M was finally discontinued in 1992, supplanted by the JZ series engines in all applications.

	==~~Derivatives~~==		==7M-GE==

			Originally released in the new MkIII Toyota Supra (A70 Chassis) midway through 1986, the engine remained largely unchanged throughout it's 6 year lifespan. It used Toyota's improved TCCS EFI system, using a flapper style airflow meter and a distributor. Power was fed to the wheels via either the W58 Manual transmission used in the previous MkII Toyota Supra (A60 Chassis) or an A340E 4-speed Automatic .

			==7M-GTE==

			Introduced in 1987, the 7M-GTE block differed from its normally aspirated brother by its lower compression pistons, and included oil squirters in the block to cool the underside of the pistons, due to the increased combustion temperatures. The intake cam also differed from the 7M-GE, although the exhaust cam remained the same. A single CT-26 turbocharger was installed, and set from 4.8 to 7psi (dependant on the fitment of either an R154 Manual transmission or toughened A340E Automatic transmission). Management wise, it also used TCCS, but instead of a flapper style airflow meter, it used a Karmann Vortex style airflow meter. Likewise, instead of a distributor, a camshaft position sensor and three wasted spark ignition coils were installed.

			==7M-GTEU==

			This was a special run of the 7M, intended solely for the MkIII Toyota Supra Turbo-A in late 1988. A customised CT-26 turbocharger was installed, different inlet & exhaust camshafts with 10 degrees more duration and marginally more lift, and the management was altered again, so rather than either the flapper style airflow meter, or Karmann Vortex airflow meter, the ECU sensed manifold pressure instead. All other specifications remained unchanged from the 7M-GTE.

86.195.43.171 at 00:47, 18 November 2010

2010-11-18T00:47:20Z

← Older revision		Revision as of 00:47, 18 November 2010
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	\|Type = ''Petrol''		\|Type = ''Petrol''
	\|Production/Introduction = 1986 - 1992		\|Production/Introduction = 1986 - 1992
	\|Status = ''~~In Production~~''		\|Status = ''Discontinued''
	\|Displacement = 3.0 litre		\|Displacement = 3.0 litre
	\|Aspiration = '''Normally Aspirated (7M-GE)<br>Turbocharged (7M-GTE & 7M-GTEU)'''		\|Aspiration = '''Normally Aspirated (7M-GE)<br>Turbocharged (7M-GTE & 7M-GTEU)'''
Line 35:		Line 35:
	\|Chief Engineer = '''Yukihiko Yaguchi'''		\|Chief Engineer = '''Yukihiko Yaguchi'''
	}}		}}
	The 7M is the final evolutionary step of the M series engine, which originally debuted in 1963. All 7M engines use a DOHC valvetrain, driven by a single cambelt from the crankshaft.		The 7M, first released in 1986, is the final evolutionary step of the M series engine, which originally debuted in 1963. They were installed in the Toyota Supra, Toyota Soarer and the Toyota Cressida. All 7M engines use a DOHC valvetrain (solid shim-over-bucket lifters), spaced at a performance-oriented 50° angle and driven by a single cambelt from the crankshaft. Three derivatives exist; the 7M-GE, 7M-GTE and a 7M-GTEU. The 7M was finally discontinued in 1992, supplanted by the JZ series engines in all applications.

	==Derivatives==		==Derivatives==

86.195.43.171 at 00:40, 18 November 2010

2010-11-18T00:40:16Z

← Older revision		Revision as of 00:40, 18 November 2010
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	\|Configuration = Inline		\|Configuration = Inline
	\|Cylinders = 6		\|Cylinders = 6
	~~\|Valves = 32~~
	~~\|Valvetrain Arrangement = DOHC~~
	\|Fuel System = '''TCCS Fuel Injection'''		\|Fuel System = '''TCCS Fuel Injection'''
	\|Lubrification = '''Wet Sump'''		\|Lubrification = '''Wet Sump'''
Line 37:		Line 35:
	\|Chief Engineer = '''Yukihiko Yaguchi'''		\|Chief Engineer = '''Yukihiko Yaguchi'''
	}}		}}
	The 7M is the final evolutionary step of the M series engine, which originally debuted in 1963.		The 7M is the final evolutionary step of the M series engine, which originally debuted in 1963. All 7M engines use a DOHC valvetrain, driven by a single cambelt from the crankshaft.

	==Derivatives==		==Derivatives==

86.195.43.171 at 00:35, 18 November 2010

2010-11-18T00:35:35Z

← Older revision		Revision as of 00:35, 18 November 2010
Line 11:		Line 11:
	\|Configuration = Inline		\|Configuration = Inline
	\|Cylinders = 6		\|Cylinders = 6
			\|Valves = 32
			\|Valvetrain Arrangement = DOHC
	\|Fuel System = '''TCCS Fuel Injection'''		\|Fuel System = '''TCCS Fuel Injection'''
	\|Lubrification = '''Wet Sump'''		\|Lubrification = '''Wet Sump'''