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Mazda diesel engines
Overview
ManufacturerMazda
Layout
ConfigurationInline-4, Inline-6
Displacement1.4 L (1,399 cc)
1.6 L (1,560 cc)
1.7 L (1,720 cc)
2.0 L (1,998 cc)
2.2 L (2,184 cc)
2.2 L (2,209 cc)
2.5 L (2,499 cc)
2.5 L (2,522 cc)
2.7 L (2,701 cc)
2.9 L (2,892 cc)
3.0 L (2,956 cc)
3.0 L (2,977 cc)
3.5 L (3,455 cc)
3.7 L (3,663 cc)
3.8 L (3,783 cc)
4.0 L (4,021 cc)
4.1 L (4,052 cc)
4.6 L (4,553 cc)
5.5 L (5,494 cc)
Cylinder bore75 mm (2.95 in)
73.7 mm (2.90 in)
86 mm (3.39 in)
93 mm (3.66 in)
95 mm (3.74 in)
Piston stroke82 mm (3.23 in)
86 mm (3.39 in)
88.3 mm (3.48 in)
92 mm (3.62 in)
94 mm (3.7 in)
102 mm (4.02 in)
Cylinder block materialCast iron, Aluminum
Cylinder head materialAlloy
ValvetrainSOHC, DOHC
Compression ratio16.3:1, 16.7:1, 18.0:1, 18.3:1, 21.7:1
Combustion
TurbochargerGarrett GT15 (VNT15) variable geometry with intercooler
Fuel systemCommon rail direct injection
ManagementBosch
Fuel typeDiesel
Cooling systemWater cooled
Output
Power output45–136 kW (61–185 PS; 60–182 hp)
Torque output108–400 N⋅m (80–295 lb⋅ft)

Mazda has a long history of building its own diesel engines, with the exception of a few units that were built under license.

Inline-fours

Perkins 200 series

The Perkins 200 series engines (GA/GB/GC in internal parlance) were manufactured by licensee Toyo Kogo (Mazda) for use in automotive and other applications. Perkins 4.135, 4.154, and 4.182 manufactured replacement engine parts are used interchangeably in the Mazda S2, XA, and HA engines, respectively.

All of these engines have cast iron blocks and heads, two overhead valves per cylinder driven by maintenance-free timing gears, crossflow heads, are indirect injection. US-market B2200 and Ford Ranger trucks - and possibly the others as well - had rotary Bosch VE-style injection pumps, built by Diesel Kiki under license from Bosch.

RF series

1983

A diesel variation of the 2.0 L (1,998 cc) FE engine which shares its square internal dimensions of 86 mm × 86 mm (3.39 in × 3.39 in) bore and stroke - it is virtually the same block, with identical bell housing pattern and block dimensions. This could be a testament to the F-block's strength as it was over-built for naturally aspirated duty. Its alloy head is entirely different though, with valves directly actuated rather than the rockers of the FE. The glow plugs are located in remote combustion chambers, with fuel delivered by a mechanical pump. The RF is light, with the original naturally aspirated version weighing in at 146 kg (322 lb), 10 kg (22 lb); more than the FE.[2] The RF The RF and R2 continue production to this day[needs update] as the MZR-CD, with counter-rotating balance-shafts mounted between the engine block and oil pan as well as much evolved head and direct-injection technology. The RF is a SOHC, two valves-per-cylinder engine. One of Mazda's more popular diesel engines, it was also available with a pressure wave supercharger called Comprex.

Applications:

  • 61 PS (45 kW; 60 hp) at 4000 rpm, 12.3 kg⋅m (121 N⋅m; 89 lb⋅ft) at 2750 rpm (DIN, naturally aspirated EU version)[3]

1997

The emission improved version used in the Mazda 323 from mid-1997 adopted a new swirl chamber with an enlarged volume, revised swirl-chamber-to-main-chamber ratio and a narrower throat area. Engine produces 52 kW (71 PS; 70 hp) at 4500 rpm on a raised 21.7:1 compression ratio, and has an exceptionally wide spread of torque throughout its range, peaking with 128 N⋅m (94 lb⋅ft) at 3000 rpm.

Further engine features:

Engines were mounted in:

RF-CX Comprex

RF-T DI (2.0 DiTD)

A direct-injection turbo version 101 bhp (75 kW; 102 PS) with four valves per cylinder, called the DiTD was introduced in the June 1998 Mazda 626 Wagon 2.0 DiTD. Engine has SOHC valve train with rocker arms and mechanically adjusted screws (no hydraulic valve lifters), with Denso V5 rotary injection pump and Denso PCM.

There were three power versions:

Engines were mounted in:

2002 (2.0 MZR-CD)

Next evolution of RF engine with common rail direct-injection was introduced in June 2002 European version Mazda 6 with output power 89 kW (121 PS; 119 hp) or 100 kW (136 PS; 134 hp) (both at 3500 rpm), depending on engine version (only difference between the two diesel drivetrains is the shape of their respective torque curves, the larger of the two engines being flatter). 2002 RF Mazda diesel engine includes new dual-mass flywheel and common rail Denso injection with max. pressure of 1800 bar, pilot and post-injection for operating smoothness and soft and acoustically unobtrusive combustion. Both versions have same compression ratio 18.3:1. Torque output (both versions have same maximum 310 N⋅m (229 lb⋅ft) at 2000 rpm), fuel efficiency and NOx emissions were improved by using:

Combined fuel economy is achieving 6.5 L/100 km (43 mpg‑imp; 36 mpg‑US) and emission rating Euro Stage III (D4) with on a regular basis mounted catalytic converter with Lambda probe and exhaust-gas recirculation system (EGR). Engines were mounted in (in order of appearance):

2005 (2.0 MZR-CD)

Production of improved, cleaner and more powerful common rail direct-injection turbocharged version of Mazda RF engine was started with July 2005 Mazda 6 facelift. This drivetrain still has most of typical features of its predecessor including belt-driven SOHC valve train with rocker arms and mechanically adjusted screws (in contrast to frequently mismatched, absolutely different ZSD or PSA DW10 Ford Duratorq engines). Mazda applied several technologies to this MZR-CD engine to achieve Euro Stage IV:

There were two power versions of this engine: Standard Power 89 kW (121 PS; 119 hp) at 3500 rpm and a maximum torque of 320 N⋅m (236 lb⋅ft) at 2000 rpm, High Power 105 kW (143 PS; 141 hp) at 3500 rpm and a maximum torque of 360 N⋅m (266 lb⋅ft) at 2000 rpm. Both versions come with a DPF system standard, which traps soot in a coated ceramic filter. As soon as the filter's storage capacity is exhausted, exhaust gas temperature is raised for a short period (using only diesel pre and post-injection techniques, not any fuel burner additive) and the particles burn off. As a result, the RF 2005 engines emit 80 percent less particulate matter than required by Euro Stage IV standards. Engines were mounted in (in order of appearance):

2007 (2.0 MZR-CD)

Slightly detuned 103 kW (140 PS; 138 hp) at 3500 rpm and 330 N⋅m (243 lb⋅ft) at 2000 rpm) version of RF 2005 engine was introduced in November 2007's second generation Mazda 6. Newly calibrated powertrain control module mapping resulted in better drivability, fuel efficiency and emission performance. This engine has changed layout of the intake/exhaust, with more efficient EGR cooler, better DPF and combined fuel consumption 5.6 L/100 km (50 mpg‑imp; 42 mpg‑US), less than its predecessor. Engine was mounted in (in order of appearance):

R2

A diesel variation of the 2.2 L (2,184 cc) F2 which shares its 86 mm × 94 mm (3.39 in × 3.70 in) bore and stroke. Displacement: 2,184 cc (2.2 L; 133.3 cu in) Power net:(Black Top) 51.5 kW (70 PS; 69 hp) (JIS net) at 4050 rpm Torque: 142 N⋅m (105 lb⋅ft) - at 2500 rpm Power net:(Silver Top) 58.1 kW (79 PS; 78 hp) (JIS net) at 4050 rpm Torque: 171 N⋅m (126 lb⋅ft) - at 2500 rpm

Applications:

2008 (2.2 MZR-CD)

New generation RF-based MZR-CD 2.2-litre turbo diesel engine (stroke was lengthened by 8 mm (0.31 in) in comparison to the MZR-CD 2.0 RF engine) was introduced in November 2002 and this powertrain is planned to totally replace RF 2007 and RF 2005 in the future with three (or more, see below) power versions:

2.2 MZR-CD engine features:

Engine is mounted in (in order of appearance):

Engine is planned for (in order of appearance):

Mazda 2.2 MZR-CD R2 engine has no relation to the family of belt-driven PSA DW12B twin turbo engine.

SH 2.2 SKYACTIV-D

Introduced at the 41st Tokyo Motor Show (2009)

WL-T 2.5

PSA-based engines

Y4

Mazda Y4 engine (called 1.4 MZ-CD or 1.4 CiTD) is a rebadged PSA DV4 engine, produced in the PSA engine plant in Trémery or Ford's engine plant in Dagenham. These 1.4 L (1,399 cc) SOHC 8-valve turbo diesel engines with bore and stroke of 73.7 mm × 82 mm (2.90 in × 3.23 in), and compression ratio 18.0:1 were shipped to Valencia (now in the Mazda 2 DE to Hiroshima or Hofu plants) and mounted into Mazda 2 DY and Mazda 2 DE together with a 5-speed manual transmission. The engine's maximum power is 50 kW (68 PS; 67 hp) at 4,000 rpm, maximum torque 160 N⋅m (118 lb⋅ft) at 1,750 rpm.

Engine features:

Y6

The Mazda Y6 engine (called 1.6 MZ-CD or 1.6 CiTD) is a rebadged PSA DV6 engine, produced in the PSA engine plant in Trémery and the Ford engine plant in Dagenham. This 1.6 L (1,560 cc) DOHC 16-valve turbo diesel engine has a bore and stroke of 75 mm × 88.3 mm (2.95 in × 3.48 in), and a compression ratio of 18.3:1. The engines are shipped to Hiroshima and mounted into the Mazda 3 (Axela) and Mazda 2 DE in three versions coupled to 5 or 6-speed manuals (Getrag-Ford developed, J65M-R) or 4-speed automatic "Activematic" transmission:

Engine features:

Inline six

See also

References

  1. ^ Ozeki, Kazuo (2007). 日本のトラック・バス 1918~1972 [Japanese Trucks and Buses 1918-1972] (in Japanese). Tokyo: Miki Press. p. 156. ISBN 978-4-89522-494-9.
  2. ^ McCarthy, Mike (June 1984). "Mazda's diesel debut". Wheels. Sydney, Australia: Murray Publishers: 91.
  3. ^ a b Büschi, Hans-Ulrich, ed. (March 1991). Automobil Revue 1991 (in German and French). Vol. 86. Berne, Switzerland: Hallwag AG. p. 384. ISBN 3-444-00514-8.
  4. ^ http://www.autokelly.sk/Catalog.aspx#PATH=3345620;8429419;8429424%7CCT=16%7CPCT=16%7CLNG=1 Archived 2014-02-13 at the Wayback Machine
  5. ^ http://www.autokelly.sk/Catalog.aspx#PATH=3345620;8429419;8429441%7CCT=16%7CPCT=16%7CLNG=1 Archived 2014-02-13 at the Wayback Machine
  6. ^ 自動車ガイドブック: Japanese motor vehicles guide book (in Japanese). Japan: Japan Automobile Manufacturers Association. 20: 251. 1973-10-30. ((cite journal)): Missing or empty |title= (help)