5M-GE
The 2-valve 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. 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 1983-1987 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.

Output ranged from 145 to 175 hp (108 and 130 kW respectively), 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 hp/171 kW) and 3.1 L (for 250 hp/186 kW). Outfitted with kits like the Kuwahara 3100, these engines were often used quite successfully in powerboat racing in the mid 1980s.

Applications:

1982–1986 Toyota Celica Supra MK2 MA-60 and MA-61 (US)
1983–1988 Toyota Cressida MX-73
Toyota Crown MS-120
Toyota Soarer MZ-20
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
The 5M was stroked to 91 mm (3.58 in) to create the 3.0 L (2954 cc) 6M. Only produced in 2-valve DOHC/fuel injected versions, it was available as the 6M-GE and Japan-spec 6M-GEU from 1984 through 1987 when it was replaced by the 7M. The 6M engine used the same crank, machined to accept a different torsional dampener, as the 1986-1989 7M-GE engines; this fact is witnessed by the designation "7M" stamped on the counterweight of the crank.

Output was 170-190 hp (127-142 kW) at 5600 RPM and 170-192 ft.lbf (230-260 Nm) at 4400 RPM.

Applications:

Toyota Crown
Toyota Soarer

7M
All 3.0 L (2954 cc) 7M engines were also fuel injected and DOHC, now with 4-valve heads. The valves are spaced at a performance-oriented 50° angle. Cylinder bore was 83 mm (3.27 in) and stroke was 91 mm (3.58 in).

The engine block is a Chevy type. The engine was the most powerful engine Toyota produced until the 2JZ-GTE. The engine is also quite fuel efficient compared to others in its class.


7M-GE
The 7M-GE was produced from 1986 through 1992. Output was 190-204 hp (142-152 kW) at 6000 RPM and 185-196 ft.lbf (250-265 Nm) at 4800 RPM.

Applications:

1986.5–1992 Toyota Supra MK3 MA-70
1989–1992 Toyota Cressida
1988–1993 Toyota Soarer
Toyota Cressida Mark II
Toyota Chaser
Toyota Crown

7M-GTE
The turbocharged 7M-GTE was Toyota's top performance engine from 1987 through 1992. Output was near 230 hp (172 kW) at 5600 RPM and 240 ft.lbf (325 Nm) at 4000 RPM for most 5 psi/0.35 bar versions.

A special evolution version with a different turbocharger pushed output to 265 hp (198 kW) at 5600 RPM and 264 ft.lbf (357 Nm) at 4400 RPM.

Applications:

1987–1992 Toyota Supra MK3 (MA-70, MA-71) Turbo
1987–1992 Toyota Cressida
1988–1993 Toyota Soarer