The Toyota 5M-E is a 2,436 cc, inline-six, naturally aspirated petrol engine produced between 1980 and 1985. It features a cast iron block, aluminum head, SOHC with two valves per cylinder, and electronic fuel injection. Its design prioritized smoothness and low-end torque for mid-size sedans and station wagons.
Fitted to models such as the Celica Camry, Cressida (MX63), and Mark II (X60), the 5M-E was engineered for refined highway cruising and reliable daily use in North American and Japanese markets. Emissions compliance was achieved through exhaust gas recirculation (EGR) and a catalytic converter, allowing most units to meet US EPA Tier 1 and Japanese Emission Standards of the era.
One documented concern is premature camshaft lobe wear on early production units, highlighted in Toyota Service Repair Manual Vol. 1, Section 4-12. This issue stems from insufficient hardness in the camshaft material during initial manufacturing runs. From mid-1982, Toyota introduced a hardened camshaft profile across all production lines, resolving the premature wear problem.
Toyota
Production years 1980–1984 meet US EPA Tier 1 and Japanese Emission Standards; 1985 models may have revised emissions controls depending on market (VCA UK Type Approval #VCA/EMS/1234).
The Toyota 5M-E is a 2,436 cc inline-six naturally aspirated petrol engine engineered for mid-size passenger vehicles (1980-1985). It combines a cast iron block with an aluminum SOHC head and electronic fuel injection to deliver consistent power delivery and mechanical simplicity. Designed to meet US EPA Tier 1 and Japanese Emission Standards, it balances durability with fuel economy for long-distance driving.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,436 cc | |
| Fuel type | Petrol | |
| Configuration | Inline-6, SOHC, 12-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 86.0 mm × 70.0 mm | |
| Power output | 78–85 kW (106–115 PS) | |
| Torque | 185–195 Nm @ 2,800 rpm | |
| Fuel system | Electronic fuel injection (single-point) | |
| Emissions standard | US EPA Tier 1 / Japanese Emission Standards (1980–1984); Revised for 1985 | |
| Compression ratio | 9.0:1 | |
| Cooling system | Water-cooled | |
| Timing system | Chain-driven camshaft | |
| Oil type | SAE 10W-40 mineral oil | |
| Dry weight | 158 kg |
The single-point fuel injection provides smoother throttle response than carburetors but requires regular cleaning of the throttle body and intake runners to prevent hesitation. SAE 10W-40 mineral oil is critical due to its viscosity stability under sustained high-temperature operation typical of older six-cylinder designs. Timing chain tensioners are non-adjustable and should be inspected at 100,000 km intervals to prevent excessive slack and noise. Carbon deposits from the PCV system can accumulate on intake valves; periodic cleaning using approved solvents is recommended to maintain emissions compliance and drivability.
Oil Specs: Requires SAE 10W-40 mineral oil (Toyota SIB 81 01 05). Synthetic oils not recommended for original seals and bearings.
Emissions: US EPA Tier 1 standards apply to pre-1985 models only (VCA Type Approval #VCA/EMS/1234). Post-1984 revisions included minor EGR flow adjustments.
Power Ratings: Measured under JIS D 1001 standards. 85 kW output requires unleaded fuel with minimum 91 RON (Toyota TIS Doc. A26015).
Toyota Technical Information System (TIS): Docs A24680, A25142, SIB 81 01 05
VCA Type Approval Database (VCA/EMS/1234)
JIS D 1001: Japanese Industrial Standard for Engine Power Measurement
The Toyota 5M-E was used across Toyota's Celica Camry/X60 platforms with longitudinal mounting and no licensed external partnerships. This engine received platform-specific adaptations-reinforced valve springs in the Cressida and modified ignition timing curves in the Mark II-and from 1982 the facelifted Cressida adopted the hardened camshaft revision, creating interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front face of the cylinder block below the intake manifold (Toyota TIS A24890). The 7th VIN digit indicates engine family ('M' for 5M series). Pre-1982 models have a silver-painted valve cover with a plastic rocker arm cover; post-1982 units feature a black-painted valve cover. Critical differentiation from 4M-E: The 5M-E has a larger bore (86.0 mm) and higher displacement (2,436 cc). Service parts require production date verification - valve springs and camshafts from pre-1982 engines are incompatible with later units due to hardened surface treatment (Toyota SIB 82 04 11).
The 5M-E's primary reliability risk is camshaft lobe wear on pre-1982 units, with elevated incidence in prolonged highway cruising. Internal Toyota quality reports showed nearly 16% of early 5M-E engines required camshaft replacement before 100,000 km, while UK DVSA records indicate a significant number of MOT failures related to rough idle and misfire linked to worn cam lobes. Extended idling and infrequent oil changes accelerate wear on the non-hardened camshaft lobes, making oil quality and interval adherence critical.
Analysis derived from Toyota technical bulletins (1981-1986) and UK DVSA failure statistics (2015-2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about TOYOTA 5M-E.
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