{"model":"mk3","model_name":"MK3 Supra","vehicle":"Toyota Supra A70 (1986.5–1992, 7M-GE / 7M-GTE)","document":"Repair Manual","section":"EM","section_name":"Engine Mechanical","page":3,"pages_in_section":98,"title":"Engine Mechanical","section_header":"Engine Mechanical — Description","ocr_text":"The 7M-GE, 7M-GTE engines are an in-line\n6-cylinder engine with the cylinders numbered\n1-2-3-4-5-6 from the front. The crankshaft is sup-\nported by 7 bearings specified by the inside of the\ncrankcase. These bearings are made of kelmet.\n\nThe crankshaft is integrated with 12 weights\nwhich are cast along with it for balance. Oil holes\nare built into the crankshaft for supplying oil to the\nconnecting rods, pistons and other components.\n\nThese engine's ignition order is 1-5-3-6-2-4. The\ncylinder head is made of aluminum alloy, with a\ncross flow type intake and exhaust layout and with\npent roof type combustion chambers. The spark\nplugs are located in the center of the combustion\nchambers.\n\nExhaust and intake valves are equipped with ir-\nregular pitch springs with symmetrical ends made\nof oil tempered silicon chrome steel wire which are\ncapable of following the valves even at high engine\nspeeds.\n\nBoth the exhaust side cam shaft and the intake\nside cam shaft are driven by a single timing belt.\nThe cam journal is supported at 7 places between\nthe valve lifters of each cylinder and on the cylinder\nhead of front end. Lubrication of the cam journal\nand cam is accomplished by oil being supplied\nthrough the oiler port in the center of the cam shaft.\n\nAdjustment of the valve clearance is done by me-\nans of an outer shim type system, in which valve\nlifters and adjusting shims are arranged in series.\nThis permits replacement of the shims without\nremoval of the camshafts.\n\nThe resin timing belt cover is made in 2 pieces.\n\nPistons are made of high temperature resistant\naluminum alloy, and depressions are built into the\npiston head to prevent interference with valves.\n\nPiston pins are the full-floating type, with the pins\nfastened to neither the piston boss nor the connect-\ning rods. Instead, snap rings are fitted on both ends\nof the pins, preventing the pins from falling out.\n\nThe No. 1 compression ring is made of stainless\nsteel and the No. 2 compression ring is made of cast-\niron. The oil ring is made of a combination of stain-\nless steel and cast-iron. The outside diameter of rings\nis slightly larger than the diameter of the piston and\nthe flexibility of the rings allows them to hug the\ncylinder walls when they are mounted on the piston.\nCompression rings No. 1 and No. 2 work to pre-\nvent the leakage of gas from the cylinder and the\noil ring works to scrape oil off the cylinder walls\nto prevent it from entering the combustion\nchamber.\n\nThe cylinder block is made of cast iron. It has 6\ncylinders which are approximately 1.6 times the\nlength of the piston stroke. The top of the cylinders\nis shut off by the cylinder head and the lower end\nof the cylinders becomes the crankcase, in which\nthe crankshaft is installed. In addition, the cylinder\nblock contains a water jacket through which coolant\nis pumped to cool the cylinders.\n\nThe oil pan is bolted to the bottom of the cylinder\nblock. The oil pan is an oil reservoir made of pressed\nsteel sheet. A dividing plate is included inside the\noil pan to keep sufficient oil in the bottom of the\npan even when the vehicle is tilted. This dividing\nplate is also intended to prevent the oil sloshing when\nthe vehicle is stopped suddenly and thus shifting\nthe oil away from the oil pump suction 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transcript of a scanned Toyota factory manual page; verify critical values (torque specs, part numbers) against the image."}