okay i found both of these engines in the junkyard.

they both have their bellhouseings

but the 5mge has been pulled from the car (1985 supra). and the car is now gone. so there is no wiring harness, or electronics to run the motor. it has 85,000 miles on it and looks to be in really good shape. the only major problem is the water pump was broken in the wreck. and the dude said i could have it for $300.

the 4mge is still in the car (1980 supra) with all of its electronics. but the odometer reads 60,000, not sure if its 60 K or 160 K. but it has all the electronics. and bellhousing. i'm not sure on the price of this one. its also fuel injected.

are the electronics the same between the motors? they look almost identical.

where can i get a wiring harness for the 5mge?

thanks

if you want power, hunt down parts for the 5mge. the 4mge is basically a super smooth 20R with a few more cubes of displacement and about 20 more horsepower ;)

that 5M-GE should have around 160 horse, where as that 4M-E you're looking it is pushing around 100. Yes, 100 horse. The 5M-GE is a stout engine, I've got one in my car and love it. They are also relatively simple as far as fuel injected engines go.

Also, you can get a 5M-GE to run on the 4M-E electronics, as long as you use an AFM from a '79-82 Supra, and you'll also need to get a vacuum advance distributor from an '82 only Supra. Feel free to email me with any questions, I'm running a similar setup in my car, I have an '83 5M-GE running on the '81 Supra electronics, which are nearly identical to the electronics in that '80 you are looking at. Let me know if you need any help.

heavy metal

do you know where i can find the front of the engine?

thealuminum piece behind the timing cover is broken off at the water pipe inlet.

i found a harness. hopefully it'll be mine! i'll grab the afm off the 4mge and hook it to this engine then.

heavy metal

do you know where i can find the front of the engine?

thealuminum piece behind the timing cover is broken off at the water pipe inlet.

i found a harness. hopefully it'll be mine! i'll grab the afm off the 4mge and hook it to this engine then. ,aybe my k&n drop in filter will also fit the air box!

i am just finishing up this swap into my friends 4runner. i am five monhts into it and am still tracking down wiring problems. feel free to pm with questions. btw we swapped a 6m in.

how hard was it to get you engine mounts set up and will the stock radiator work. i am using a ford taurus 2 speed fan. i'll probably have to mount that infront of the radiator.

here is some really interesting info i found about the 5mge on the internet!

check it out!

The 5MGE 2800cc DOHC (dual overhead cam) was introduced in the U.S. Supra in 1982. This Twin Cam was also used on the U.S. Cressida in 1983. This engine was the first production 6 cylinder Toyota Twin Cam- since the 3M Toyota 2000GT (a limited production model). This power plant was one of the main reasons the Supra became very popular, and a Toyota milestone model. In 1984 the EFI (electronic fuel injection) was updated to a digital system and the compression raised, this brought the horsepower up from 145 to 160.
In Japan, a 6MGE 3000cc model was introduced in 1986 that was rated at 200 HP. The engine was identical to the 5MG in design, but related parts to the pistons and crankshaft were different. It is interesting to note that the 6MG was rated by Toyota with the same horsepower as the successor 7MGE 3000cc (a 24 valve model) but with a better torque band! In fact it used a 7MG crankshaft before the 7MG was introduced.
The Twin Cam head is a G type- meaning Sports Type. Also a first for Toyota- the head featured hydraulic valve adjustment, eliminating the shims (which most mechanics feared). This engine allowed Toyota to position the Supra above all the other Japanese models and on par with the leading European manufacturers.
Toyota's philosophy in product design, which is based on continuing evolution, shows distinctly in this engine. The M block started life as a 2000cc, became the 2M 2300cc., the 4M 2600cc., and the 5M 2800 cc. The 5MG and 6MG Twin Cam (12 valves), which preceded the 7MG (24 valves), allowed Toyota Twin Cam power in a whole new market segment (the 6 cylinder Twin Cam heads were previously available only in the 3M). Toyota's vaunted dependability and reliability is evolved. The Twin Cam head is a crowning act on Toyota's legendary block.
In competition we used the 5MG-powered Supras for showroom stock racing (SCCA SSA) and in the IMSA Firestone Endurance Series. The cars ran trouble free, won a lot of races, and even held track records in Willow Springs. (In fact Nissan supplied us with an Anniversary 300ZX to campaign also, but it was not as successful.) As a real GT (Grand Touring) the 5MG was incomparable to any engine in its class.
This engine ignited a lot of interest for aftermarket parts manufacturers. Engine kits for 2900cc and even 3100cc were available, but very expensive. Powerboat racing saw many 5MGs screaming in open sea events- another testimony to the engines durability. In power boat racing the engines are revving flat-out like in 1st gear all the time.
MODIFYING THE 5MG/ 6MG
Block: The 5th generation 5MG has a tested and proven bottom end. The 5MG responds extremely well to the 2900cc conversion or the 3100cc engine kit. In 2900cc form we have proved that the Supra will out accelerate Mustangs and Camaros in the racetracks and actually outrace them on the straights. Basic block preparation is all that is needed, no secrets here. The head gasket can cause serious wear on the block surface, so it is a good idea to deck them. A cost effective upgrade is to go 6MG.
Although the 6MG looks externally similar- internal components are different. You cannot drop a 6MG crank on a 5MG without changing related pieces- timing cover, pulleys, pistons, etc. For practical and cost purposes if you want to have 3000cc., get a complete 6MG. The 5MG / 6MG has a durable bottom end and will out last the cylinder heads before needing attention.
Cylinder Head: The cylinder heads suffer from abnormal wear from carbon build up. The EGR causes oil to deteriorate sooner than some engines and leaves a lot of accumulated carbon. Prepare the head with a port and polish treatment, this is a good value in terms of added performance. Headers and exhaust systems will help allow the engine to breath since the cars they powered were tuned for quiet GT luxury touring.
The 6MG intake manifold uses bigger intake runners. This will bolt to the 5MG head, but does not have provisions for EGR. In fact, if you are upgrading to a 6MG- you have to transfer all the related 5MG EGR pieces to the new engines. Everything is transferable. Make sure that the EGR is clean and decarbonized- it will ensure passing smog requirements.
There are aftermarket cams available, but unless the compression is raised the cams are of no use. Adjustable cam gears are also mandatory because these engines are very sensitive to camshaft settings. The cam towers need close inspection during rebuilding. Since the cams have a tendency to wear out- the towers may also be bad.
Turbo-upgrade: For all-out power Turbo charging is the way to go. Mandatory forged pistons will allow the engine to see and survive boost levels higher than the 7MGTE. An advantage is that the valves are bigger (although less in number) which will survive the heat better than the smaller valves of the 7MGTE (24 valves). Under boost the advantage of 24 valves is minimized. EFI upgrades are necessary to maintain the correct A/F ratio. There are Twin Turbo manifolds available from HKS and we have a couple remaining, this includes a new plenum! Properly set-up, a 5MG Turbocharged easily outrun 7MGTs similarly equipped with upgrades (the bodies were considerably lighter and the engines responded better- pound for pound of boost.
Fuel System: The fuel injection system was upgraded in the later models, but the effect on performance was from raised compression. Unless the engine is turbocharged there is no need for any modification.
Ignition System: Any modified engine will need step colder spark plugs. The standard ignition is adequate, but can be supplemented with ignition upgrades. Although advancing the timing setting helps, be conservative (past the factory specs) since the knock sensors will automatically retard the ignition.

Some Recommended Set-ups:
For Stock configuration- The six cylinder in-line engine is a smooth power plant. The Twin Cam head allows it to rev much higher than any head configuration. This provides a smooth and powerful power source. Upgrade to the 84 pistons if you need to oversize. The cylinder head can be ported with no effect on emissions. Use a machine shop that is experienced in working with these aluminum heads and thoroughly inspect the cam towers also.
For Modified configuration- The 2900cc piston set or the 3100cc will be the ultimate set-up in naturally aspirated form. These will produce over 230 (2.9L) / 250 (3.1L) HP with no further modifications. Head preparation must be done to allow the bigger displacement to breathe properly.
The 6MG is a cost effective alternative. The fuel injection system on the late 5MG and 6MG are the same, to install the 6MG in an early 5MG- all the sensors including the TPS (throttle positioner sensor) must be transferred.
For Racing configuration- Race regulations allow specific limited modifications. If allowed the displacement upgrades will be ideal. Radical camshafts will need a reprogrammed ECU or an entirely new one (Tech II or similar unit). Anticipated horsepower over 400 will need new connecting rods, the crankshaft will be fine with correct bearing clearances and chamfered oil holes. Disable the EGR. We have available a limited number of Triple side draft manifolds- which will also need a direct fire ignition system (since the distributor is disabled).

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Sent you and email, miniyota.

had to get custom radiator because the owner insited on using the mechanical fan. i think it would be possible to use the original of the supra rad oif you can get it, also we had to fabricate our mounts. we cut the mounts off the 4runner frame and the top plates off the supra frame mount and welded them together the we welded the to the frame using 1.5" angle to reinfore it.

i'm going to use my radiator. i have an electric fan. if worse comes to worse i'll cut the core support and put the radiator next to the grill. i'll see how everything fits up when i get the engine.

i found a good sight with the 5mge service manual.

go to

http://www.cygnusx1.net/supra/library/TSRM_MKII/ma/MA_001.html

this is really going to help with the wiring on the engine! and other tune up stuff.

just got to go over to school and take advantage of the laser printer again.!!!:D

the engine is a shoehorn fit anyways. for ease of installation oyu may need to cut the core support out. thats what i had to do. the radiator mounts directly under the core support. now have to use hood pins, the radiator measure 22"x16" but could be alittle wider. the biggest challeng will be the wiring harness. there are 2 connector an the enine harness that go to the computer, they will not be canged. there is a connector on the 22r harness that is 14 pins that will be a 24 pin on the 5mge. you wil have to rearrange the wires in the connector and add 5 wires to the body harness of the vehicle that you are putting the engine into. i will have to look at my books to find out what they are. you will need access to the wiring diragrams and the repair manuals for both the donor and reciever. i used the body harness in the 4runner and just added the necessary wires and moved the other around. you will also need to rearrange the wires in the engine harness to body harness connector. it really sucks. but is worth it in the end. btw my email is offroadr1@excite.com
feel free to email me any questions and ill try to find my pictures.

any help in the wiring will be greatly appreciated!

i should get my harness and computer from the ups man next week. i also got a rear timing cover since the one on the engine was trashed in the wreck. that should be here tuesday.

i'm also going to get the clutch diaphram out of a supra this weekend, and the hard hyralic lines. the last piece of the puzzle will be the afm. to bad i can't use the stock one.

does the 22re starter work on the 5mge?

here are some parts that are interchangable between the 22re and the 5mge

fuel pump
fuel injectors

not sure about these still

starter
fuel filter


won't work
clutch
airfilter
afm
coil igniter

Thought I might chime in a bit for what it's worth!
I just got my 5m swap driveable, and the thing moves! its supprising how SMOOTHE this engine is. revs up without a wimper. has an excellent power curve. The biggest improvement I think is the 50-80+mph acceleration. as for the wiring, I went with the bare essentials. wired the AFM to the computer(5 wires i believe). wired up the alternator to the stock pickup harness. wired the starter into the pickup harness. hard-wired the fuel pump to the ignition(used to be carbed).wired the coil/igniter to the pickup harness. used the supra radiator.
just wanted to share some info,
good luck

I have a chance at a complete 1982 Celica Supra with the 5mge and a 5 speed behind it. 160,000 mi. and starts, runs, but won't rev up real high. I have not seen or heard the engine run yet, but I am am a little interested in this swap. I have a few question that were not covered in this thread so far.
If the original posters can shed some light or anybody else that has knowledge of these motor swaps.

1. Will the tranny bolt to a T-case? Edit: Yes
2. Will an L,G,W,R series tranny bolt to this motor? Edit: Stock is a W58 so, yes
3. Will it be an easier wiring nightmare in a 1st Gen. Carbed truck?

1. Will the tranny bolt to a T-case? Edit: Yes
2. Will an L,G,W,R series tranny bolt to this motor? Edit: Stock is a W58 so, yes
3. Will it be an easier wiring nightmare in a 1st Gen. Carbed truck?

Little vague?
1) 2wd transmission will not bolt to the tcases. If you swap some internal parts with a 4wd transmission than it will work.

2) Naturally asperated 5mge's had the w58. With that bellhousing you can attach a w or g series transmission only. Turbo 7mge had the r154 trans. This will bolt to a 4wd r150/151, but the inputs different lengths. The r154 input is required. So, back to mixing two transmissions.

i have a 5me with a 4 speed in my truck and a 7mgte on an engine stand waiting for me to do something with it. you can put a truck w58 behind the 7m you just need a 5m bell housing and clutch from the second gen supra's (like the 82 you are getting) mine is a bell from an 85 that had the w58 in it. it all bolts in trust me i have done it. as for wiring i am an ASE tech but am not good at wiring at all. I took the motor harness from the supra separated it from the body harness plugged it in the same way i took it out of the car and powered it works great. Not complicated at all just make sure you get all the sensors and such.

i did the swap many years ago.

switch the bellhousings from the supra tranny to the truck tranny.

i don't have any of the info about the wiring anymore. it was on an old computer that died about 5 years ago. it was a nightmare until i decided to throw away the stock wiring harness and use my own relays and wiring. i burned up two computers trying to use the stock wiring.

replace the stock clutch with something from marlin. i put in a ceramic clutch for a minitruck. it worked great and held up fine. the stock clutch behind the supra motor burned up within a month from the extra power.

it was an excellent motor. i sold the truck about 6 months later. the next owner rolled it 14 times down the side of a mountain. he lived because it had a cage. the truck did not make it.