Mazda F engine | |
---|---|
Overview | |
Manufacturer | Mazda |
Production | 1977–2002 |
Layout | |
Configuration | Inline-4 |
Displacement | 1.8 L (1,769 cc) 1.8 L (1,789 cc) 1.8 L (1,839 cc) 2.0 L (1,970 cc) 2.0 L (1,991 cc) 2.0 L (1,998 cc) 2.2 L (2,184 cc) |
Cylinder bore | 80 mm (3.15 in) 81 mm (3.19 in) 83 mm (3.27 in) 86 mm (3.39 in) |
Piston stroke | 77 mm (3.03 in) 85 mm (3.35 in) 86 mm (3.39 in) 88 mm (3.46 in) 92 mm (3.62 in) 94 mm (3.7 in) 98 mm (3.86 in) |
Block material | Cast iron |
Head material | Alloy |
Valvetrain | SOHC 2 & 3 valves x cyl. DOHC4 valves x cyl. |
Compression ratio | 7.8:1, 8.6:1, 9.1:1, 9.2:1, 9.7:1, 10.0:1 |
Combustion | |
Turbocharger | IHI RHB5 VJ11 with air-to-air intercooler (some versions) |
Fuel system | Carburetor, Fuel injection |
Fuel type | Gasoline |
Cooling system | Water cooled |
Output | |
Power output | 73–170 hp (54–127 kW; 74–172 PS) |
Torque output | 89–190 lb⋅ft (121–258 N⋅m) |
The F engine family from Mazda is a mid-sized inline-fourpiston engine with iron block, alloy head and belt-driven SOHC and DOHC configurations. Introduced in 1983 as the 1.6-litre F6, this engine was found in the Mazda B-Series truck and Mazda G platform models such as Mazda 626/Capella as well as many other models internationally including Mazda Bongo and Ford Freda clone, Mazda B-series based Ford Courier, Mazda 929 HC and the GD platform-based Ford Probe
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MAZDA FE DOHC Engine Factory Service Manual (pdf version in CD) 2.0L engine. This is a comprehensive engine factory service manual for MAZDA FE DOHC. More than 1000 pages. This manual has been written in a format that is designed to meet the needs of Mazda technicians worldwide. Yale Forklift Mazda Engines Forklift and Mast Manuals – Download PDF Yale forklift manuals Here is our Yale reach forklift manual library (PDF formats) that includes the forklift operation, parts and repair documentation that you need for your warehouse or forklift-supported operation. Mazda engine workshop manual 13b-msp (multi side port) (71 pages) Engine Mazda L8 Workshop Manual (70 pages) Engine Mazda rx8 Troubleshooting Manual (189 pages) Engine Mazda RX-4 1974 Workshop Manual. Circle render (212 pages) Summary of Contents for Mazda SKYACTIV-G 2.5.
There were four basic head types within the F range, the diesel SOHC 8-valve (R-series), the petrol SOHC 8-valve, petrol SOHC 12-valve, and the petrol DOHC 16-valve. These heads came attached to multiple variations of the different blocks and strokes. Only the petrol 8-valve and 12-valve shared the same gasket pattern. It was built at the Miyoshi Plant in Miyoshi, Hiroshima, Japan.
Predecessors (VC/MA)[edit]
Mazda Fe Engine Timing
These engines are only the predecessors to the F-series engines, in no other way related. They were fitted to rear-wheel drive models in a longitudinal arrangement. This is in contrast to the successor engines that were designed for transversefront-wheel drive applications as had become the trend in the late-1970s and early-1980s.
VC[edit]
The VC is a 1.8 L (1,769 cc) overhead camshaft inline-four, with a bore and a stroke of 80 mm × 88 mm (3.15 in × 3.46 in). It was all new in 1975 and has an alloy eight-valve head on an iron block. Output varied considerably depending on market and installation, in a 1981 UK-market B1800 it is 84 hp (63 kW; 85 PS) DIN at 5000 rpm and 13.7 kg⋅m (134 N⋅m; 99 lb⋅ft) at 2500 rpm.[1]
Applications:
- 1975–1978 Mazda Luce / 929
- 1975–1977 Mazda Cosmo / 121
- 1977–1981 Mazda Luce / 929
- 1977–1984 Mazda B1800/ProceedPE2V
- 1978–1982 Mazda Capella/626
- 1972–1978 Ford Courier
- 1978–1983 Mazda Bongo
- 1974-1977 Mazda Parkway
MA[edit]
The 2.0 L (1,970 cc) was designated MA. Bore was as for the VC, 80 mm (3.15 in), but stroke was increased to 98 mm (3.86 in). This SOHC engine with a 2–barrel carburettor produced 89 hp (66 kW; 90 PS) and 109 lb⋅ft (148 N⋅m). A more fuel-efficient 1–barrel version produced 77 hp (57 kW; 78 PS). Fuel injection was available in 1981 and 1982. Other capacities were available in some markets, such as the NA 1.6 L, but this engine is closer related to the smaller fours used in the Familia/323. Later on, this engine was designated the F.
Applications:
- 1981–1982 Mazda Luce/Mazda Cosmo
- 1975–1980 Mazda Luce/929
- 1979–1982 Mazda Capella/626
- 1977–1985 Mazda B2000
- 1977–1985 Ford Courier
F6[edit]
The smallest of the F-family engines is the F6 8-valve SOHC engine. Essentially a de-bored and de-stroked version of the base FE 2.0 with a bore and stroke of 81 mm × 77 mm (3.19 in × 3.03 in). At a compression ratio of 8.6:1, output is 73 hp (54 kW; 74 PS) at 5500 rpm and 89 lb⋅ft (121 N⋅m) at 3500 rpm. It replaced the F/NA 1.6 from the previous generation.
Applications:
- 1983–1987 Mazda Capella/626
- 1983–1985 Mazda B1600
F8[edit]
![Manual Manual](/uploads/1/2/7/7/127773660/827235130.jpg)
A destroked FE at 77 mm (3.03 in), the 1.8 L (1,789 cc) F8 comes in several configurations including a 12-valve head and fuel injection later in its life. It has a very high rod/stroke ratio of 2:1, bore and a stroke of 86 mm × 77 mm (3.39 in × 3.03 in). With a compression ratio of 8.6:1, power output is 80 hp (60 kW; 81 PS) at 5500 rpm and 98 lb⋅ft (133 N⋅m) at 2500 for the 8-valve SOHC carburetted versions.
Applications:
- 1983–1991 Mazda Capella/626
- 1988-1992 Mazda Persona/Eunos 300
- 1984-2005 Mazda Bongo/Ford Econovan
- 1989-1994 Kia Capital
- 1988-1991 Kia Concord
F8-DOHC[edit]
The F8-DOHC is a DOHCF8 and basically a de-stroked version of the FE-DOHC displacing 1.8 L (1,789 cc). It uses the same exhaust cam, but a different intake cam with less lift and a long, single-runner intake manifold. The F8 is usually identified by its unpainted cam cover. Output was 115 PS (85 kW; 113 hp) at 6000 rpm and 115 lb⋅ft (156 N⋅m) at 5000 rpm. It is usually found in wagon variants.
Applications:
- 1988–1996 Mazda Capella/626
- 1990-1992 Mazda Persona/Eunos 300
FE[edit]
The 2.0 L (1,998 cc) FE has a square 86 mm (3.39 in) bore and stroke. It was available as an 8-valve SOHC and 12-valve SOHC. Outputs are 82 PS (60 kW; 81 hp) at 5000 rpm and 152 N⋅m (112 lb⋅ft) at 2500 rpm for the 8-valve carburetor version, or 120 PS (88 kW; 118 hp) at 5300 rpm and 178 N⋅m (131 lb⋅ft) at 3700 rpm with fuel injection, 12-valve SOHC and a higher compression ratio (10.0:1 vs 8.6:1).
Applications:
- 1983–1991 Mazda Capella/626
- 1982-1987 Ford Telstar
- 1985–1987 Mazda B-Series
- 1985–1999 Mazda E-series
- 1981–1990 Mazda 929
- 1987-1995 Kia Concord
FET[edit]
The 2.0 L (1,998 cc) fuel-injected, turbochargedFET version of the FE produced 135 hp (101 kW; 137 PS) at 5250 rpm and 175 lb⋅ft (237 N⋅m) at 2800 rpm. It was a variant of the 8-valve SOHC FE Featuring a small turbocharger and no intercooler producing 7 psi (0.48 bar) of boost. As such it features the same 86 mm (3.39 in) bore and stroke of the FE. The Japanese variant of this engine was dubbed the Magnum Turbo. Given that the peak power for the naturally aspirated, fuel-injected FE is 118 hp (88 kW; 120 PS), the rated power for the FET is said to be conservative.
Applications:
- 1986–1987 Mazda Capella/626
- 1986–1987 Ford Telstar Turbo
- 1986–1987 Mazda 929 coupe
FE-DOHC[edit]
The FE-DOHC is the 16 valve DOHC variant of the FE. Commonly called the FE3 because of its head castings, it was used in some 626s from Europe, New Zealand and Japan; but not the U.S. or Australia. After the GD platform stopped production in 1992, FE-DOHCs continued production until the end of the GV wagon in 1997. The FE-DOHC was also produced under license by Kia for the 1995+ Kia Sportage.
The FE-DOHC shares the same dimensions as the original FE-SOHC, including the square 86 mm (3.39 in) bore x stroke and it has an ideal 1.74 rod/stroke ratio. The FE-DOHC is usually identified by a gold coloured cam cover, however not always. There were at least five different FE-DOHC engines available with various compression ratio, camshaft and ECU tuning combinations however none were fitted with a turbocharger from the factory. Unlike many DOHC engines, this engine has a non-interference valvetrain design, making periodic timing belt changes important but not vital to the engine's life. Should the timing belt break the engine shouldn't need to be replaced as piston and valvetrain damage is unlikely.
Applications:
- 1988–1997 Mazda Capella/626
- 1991–1993 323 200i (South Africa)
- 1992–1993 Ford Laser 2.0iRS and Meteor 2.0 16v (South Africa)
- 1995–2003 Kia Sportage[2]
- 1992-1995 Kia Concord
F2[edit]
The F2 is a stroked version of the FE with a bore and stroke of 86 mm × 94 mm (3.39 in × 3.70 in), for a displacement of 2.2 L (2,184 cc). Introduced for the 1988–1992 GD platform cars, it can also be found in the B2200 pickup and Ford Probe. A high-output variant of the F2 coded F2H2 was used in RWD configuration in the Mazda 929 HC. The compression ratio was raised to 9.2:1 and produced 127 hp (95 kW; 129 PS)/141 lb⋅ft (191 N⋅m). Although available as an 8-valve SOHC in the B2200, this engine is most commonly a 12-valve SOHC. With an 8.6:1 compression ratio, it generates 110 hp (82 kW; 112 PS) at 4700 rpm and 130 lb⋅ft (176 N⋅m).
Applications:
- 1986–1991 Mazda 929
- 1988–1992 Mazda 626
- 1988–1992 Mazda MX-6
- 1989–1992 Ford Probe
- 1987–1999 Mazda B2200
F2T[edit]
The F2T is a turbocharged version of the F2 equipped with an IHI-supplied RHB5 VJ11 turbocharger and an air-to-air intercooler. Internally the engine retains its bore and stroke of 86 mm × 94 mm (3.39 in × 3.70 in), but has a lower compression ratio of 7.8:1. It produces 145 hp (108 kW; 147 PS) at 4300 rpm and 190 lb⋅ft (258 N⋅m). It is rumored that this figure was produced at the drive wheels, as this engine was suspected to be under-rated. However Mazda had only ever quoted these figures as SAE Net and DIN which are crankshaft rating standards, as required by law in the countries where the cars were sold. Due to the increased torque output, Mazda was forced to increase the strength of the transmission for the F2T, producing the H-type, the strongest FWD gearbox Mazda produced at the time.
Applications:
R-series[edit]
The R-series engines are diesel variants that are very closely related to the F-series, sharing essentially the same engine block.
Later engines with 'F' nomenclature[edit]
The FS and FP are structurally different from the original F-blocks with much smaller bore spacing, much shorter deck height and smaller head and journal dimensions. The FS and FP are more closely related to the Mazda BP engine than they are with the original F-engine.
FS[edit]
The 2.0 L (1,991 cc) FS has a bore and stroke of 83 mm × 92 mm (3.27 in × 3.62 in) and produces 130 hp (97 kW; 132 PS) and 135 lb⋅ft (183 N⋅m) in its most common variant up to 170 hp (127 kW; 172 PS) in the Japanese domestic market. In 1998 the engine evolved into the FS-DE by undergoing several changes, most notably a distributorless ignition as well as the move from hydraulic lifters to solid shim-on-bucket lifters. Japan received a couple of variations of the FS motor, all with increased power outputs. The highest being the Mazdaspeed Familia version of the FS-ZE which produced 170 hp (127 kW; 172 PS). Mazdaspeed US decided to turbocharge the US FS-DE, known as the FS-DET in 2003 for the Mazdaspeed Protegé and it generated 170 hp (127 kW; 172 PS) and 160 lb⋅ft (217 N⋅m), the same hp rating as the naturally aspirated Mazdaspeed Familia edition FS-ZE but with a sharper torque curve. This means that the Mazdaspeed Protegé's engine is internally identical to the regular FS-DE, except with a turbocharger installed.
The updated FS-DE engine did enjoy a few minor technical features, such as:
- Oil Squirters
- VICS (Variable Inertial Charge System) - A system that can vary the volume of the intake manifold resulting in a broader power band. There were known issues with this system, the most noteworthy was a defect which allowed screws that secured the VICS butterfly valves to come loose and end up being sucked into the engine. Some engines had to be replaced entirely due to the extent of the damage caused.[3]
- VTCS (Variable Tumble Control System) - A set of butterflies in the intake manifold that would close to promote low emissions combustion under cold start at low engine speeds. These had a reputation of being noisy at times.
- Windage Tray
Applications:
- 1993–2002 Mazda 626
- 1993–1997 Mazda MX-6
- 1999–2001 Mazda MPV (Japan)
- 1999–2003 Mazda Capella
- 2001–2003 Mazda Protegé
- 1993–1997 Ford Probe
- 1993–1999 Ford Telstar
- 1999-2006 Kia Carens
FP[edit]
The 1.8 L (1,839 cc) FP is a destroked version of the FS, with a bore and stroke of 83 mm × 85 mm (3.27 in × 3.35 in). It produces 122 hp (91 kW; 124 PS) and 120 lb⋅ft (163 N⋅m). This engine is often incorrectly called the F8, which is the earlier destroked engine based on the FE. The FP enjoys a much better power band vs the FS due to slightly different camshafts and a better rod ratio over the regular FS-DE.
The FP is very close to the FS in many ways and shares a large percentage of parts but has its own FP specific block, crank, rods, pistons and timing belt. The pistons for the FS produce a compression ratio of 9.1:1 (USDM) but when FP pistons are used in the FS they yield 9.7:1 compression ratio. The biggest performance difference is that the European 1.8L FP & 2.0L FS both have maximum compression of 15 bar (220 psi) vs the North American 2.0L FS which has a maximum compression of 11.5 bar (167 psi). The KL & FS ATX engines both require 10° BTDC ignition timing while the FS MTX & FP require 12° BTDC. The FP does not share the same G25M-R transmission as the FS. In the Protegé it uses a F25M-R instead.
Applications:
- 1992–1993 Eunos 500
- 1997–2001 Mazda Capella/Mazda 626
- 1999–2000 Mazda Protegé (ES models only)
- 1998-2003 Mazda 323 Astina & Protege (Australia)
- 1999-2006 Kia Carens
- 1998-2002 Ford Laser
- 1999-2004 Mazda Premacy
References[edit]
Mazda Fe Engine Manual Transmission
- ^The Mazda B1800 Pickup (brochure), Tunbridge Wells, Kent, UK: Mazda Car Imports (GB), May 1981, B1800/81/5
- ^FE Service Manual. Mazda. p. Section 1A page 14.
- ^[1] VICS recall information
3. Chilton's Repair and Tune-up guide Mazda Pickups 1971-86 copyright 19864. http://protegefaq.net/
External links[edit]
Wikimedia Commons has media related to Mazda F engines. |
Retrieved from 'https://en.wikipedia.org/w/index.php?title=Mazda_F_engine&oldid=975692749'
Mazda L engine | |
---|---|
Overview | |
Manufacturer | |
Also called | |
Production | 2001–present |
Layout | |
Configuration | Inline 4 |
Displacement |
|
Cylinder bore | |
Piston stroke |
|
Block material | Aluminum |
Head material | Aluminum |
Valvetrain | DOHC4 valves x cyl. with VVT (some versions) |
Compression ratio | 9.7:1, 10.0:1, 10.8:1, 12.1:1 |
Combustion | |
Turbocharger | On some versions since 2010 |
Fuel system | |
Fuel type | Gasoline |
Oil system | Wet sump |
Cooling system | Water-cooled |
Output | |
Power output | 125–285 hp (93–213 kW; 127–289 PS) |
Torque output | 122–280 lb⋅ft (165–380 N⋅m) |
Chronology | |
Predecessor | Mazda F engine |
Successor | Mazda SKYACTIV-G engine |
The MazdaL-series is a mid-sized inline 4-cylinder gasoline engine designed by Mazda as part of their MZR family, ranging in displacement from 1.8L to 2.5L. Introduced in 2001, it is the evolution of the cast-iron block F-engine. The L-series is used by Ford as their 1.8L to 2.5L Duratec world engine.
The L-engine uses a chain-driven DOHC, 16-valve valvetrain with an all-aluminum block construction and cast-iron cylinder liners. Other features include fracture-split forged powder metal connecting rods and a one-piece cast crankshaft.
Other features are intake cam-phasing VVT, VTCS, VICS, a stainless steel 4:1 exhaust manifold and a lower main bearing cage for increased block rigidity. Direct-injection is available on the 2.0 L LF-VD and the award-winning (DISI) turbocharged L3-VDT engine introduced in 2006 for the Mazdaspeed lineup of vehicles.
In 2010, Ford introduced a GDI turbo variant of the Mazda LF engine design as the EcoBoost 2.0L, using Ford's own manifold and engine control systems. Ford plans to use the L-engine well into the future for their EcoBoost and Duratec 4-cylinder generations. In 2011, Mazda ceased to develop the L-engine and replaced it with the SkyActiv-G engine - an extensively revised evolution of the Mazda L-engine. At this time, Ford will be the only manufacturer still using the Mazda L-engine design.
1.8 L (L8-DE, L8-VE)[edit]
The 1.8 L (1,798 cc (109.7 cu in)) version has a nearly-square 83 mm (3.27 in) bore and a 83.1 mm (3.3 in) stroke. Output is 125 hp (93 kW) at 6000 rpm with 122 lb⋅ft (165 N⋅m) of torque at 4250 rpm.
In 2001, Ford introduced its first European Ford engine to use gasoline direct injection technology, badged SCi (Smart Charge injection) for Direct-Injection-Spark-Ignition (DISI).[1] The range will include some turbocharged derivatives, including the 1.1-litre, three-cylinder turbocharged unit showcased at the 2002 Geneva Show.[1] The 1.8 L was the first European Ford engine to use direct injection technology, badged SCi for Smart Charge Injection. This appeared in the Mondeo in 2003 and is today available on the 2.0 L engine as well.
The SCi engines were designed at Ford's Cologne facility and assembled in Valencia, Spain. The SCi engine is paired with a specially designed six-speed manual transmission.
European 1.8 L and 2.0 L Duratec HE engines are built at the Valencia Engine Plant in Spain. Duratec FFV is a flex fuel version of the 1.8 L Duratec-HE modified to run on E85 fuel. 1.8L Focus C-Max and Focus Mk II versions use a drive-by-wire throttle to improve responsiveness.
Ford's versions are rated at 92 kW (123 hp; 125 PS) at 6000 rpm and 165 N⋅m (122 lb⋅ft) of torque at 4500 rpm with a 10.8:1 compression ratio.
- 2002-2012 Mazda6 for Europe
- 2004-2018 Mazda Premacy/Mazda5
- 2005-2015 Mazda MX-5 for Europe
- 2000-2007 Ford Mondeo
- 2005-2010 Ford Focus
- 2006-2009 Morgan 4/4 1800
2.0 L (LF-DE, LF-VE, LF-VD)[edit]
Mazda LF-DE
Duratec 20 under the hood of a 2009 Focus
The 2.0 L (1,999 cc (122.0 cu in)) version has 10.0:1 compression ratio, an 87.5 mm (3.44 in) bore and it shares the 83.1 mm (3.27 in) stroke of the 1.8 L. Changes to the engine include switching from a cast aluminum to a reinforced plastic intake manifold and from Sequential multi-port fuel injection to gasoline direct injection.
Ford's version is rated at 107 kW (143 hp; 145 PS) of power at 6000 rpm and 185 N⋅m (136 lb⋅ft) of torque at 4500 rpm with a 10.8:1 compression ratio. This engine is also used by Volvo, called B4204S3 (or B4204S4 as Flexifuel engine capable of running on E85).
On the 2007 Focus, output is 136 hp (101 kW; 138 PS) at 6000 rpm with 136 lb⋅ft (184 N⋅m) of torque at 4250 rpm. The 2007 Focus with the PZEVemissions package produces 130 hp (97 kW; 132 PS) at 6000 rpm with 129 lb⋅ft (175 N⋅m) of torque at 4000 rpm. On the 2008 Focus, output is 140 hp (104 kW; 142 PS) at 6000 ;rpm with 136 lb⋅ft (184 N⋅m) of torque at 4250 rpm. The 2009 Focus had 143 hp (107 kW; 145 PS) when equipped with manual transmission due to a higher flowing exhaust system. The 2008 Focus with the PZEV emissions package produces 132 hp (98 kW; 134 PS) at 6000 rpm and 133 lb⋅ft (180 N⋅m) of torque at 4250 rpm.[2]
Mazda's LF-VD version was equipped with Direct Injection Spark Ignition (DISI) and a higher compression ratio for improved efficiency in the JDM and EDM markets. It produces 148 hp (110 kW; 150 PS) at 6500 rpm and 187 N⋅m (138 lb⋅ft) of torque at 4000 rpm.
In 2011 Ford started selling the third generation Ford Focus in North America which comes with an updated version that utilizes direct injection and Ti-VCT. These features, along with an increased compression ratio of 12.1:1 allow the engine to generate 160 hp (119 kW; 162 PS) at 6000 rpm and 146 lb⋅ft (198 N⋅m) of torque at 4250 rpm. This version is referred to as the 'Duratec 20.'
The Ford Duratec 20 engines are built in Dearborn, Michigan, United States, and Chihuahua, Mexico, with some being built by Mazda in Hiroshima, Japan.
The plastic intake manifold on early versions of the 1.8 and 2.0 has a major fault due to poor-quality materials. The manifold has swirlplates mounted on a square shaft at the aperture where it mounts to the cylinder head. Early four-cylinder Duratec engines can be ruined when the swirlplates break off and enter a cylinder. Most cases are of single swirlplates but also the shaft can wear and break. Early signs of this fault are evidenced by a ticking noise emanating from the front of the engine. This can occur as early as 25K miles, with failure typically occurring after about 90,000 miles.
A turbocharged Ford EcoBoost version was introduced in 2010.
- 2004–2008 Mazda Axela/Mazda3
- 2002–2008 Mazda6 for Europe
- 2006–2007 Mazda Premacy/Mazda5
- 2006–2015 Mazda MX-5/Roadster
- 2008–2018 Mazda Biante
- 2007–2010 Ford C-Max
- 2004–present Ford EcoSport
- 2004–2008 Ford Fiesta ST
- 2004–2018 Ford Focus
- 2000–2007 Ford Mondeo
- 2010–2012 Ford Transit Connect
- 2006–2010 Volvo C30
- 2007–2010 Volvo S40
- 2007–2010 Volvo V50
- 2008–2010 Volvo V70
- 2007–2010 Volvo S80
- 2006–2012 Besturn B70
- 2015–2016 Zenos E10
- 2006–2012 Caterham 7 Superlight R300/400/500
- 2008–2014 Caterham 7 Roadsport 175/200
- 2009–2015 Caterham 7 CSR 175
- 2012–present Caterham 7 420/620R/S (supercharged)
- 2014–present Caterham 7 335/360/420/480/485
- 2012–2016 Caterham 7 Supersport R
- 2011–present Caterham-Lola SP/300.R (supercharged)
- 2005–2020 Morgan +4
- 2008–2018 Mitsuoka Himiko
- 2015–present Tatuus-Cosworth MSV F4-016 (developed by Cosworth)
- 2010–2016 Ginetta G40R
- 2000s–present Dare Ginetta G12
2.3L (L3-VE,L3-NS,L3-DE) [edit]
Mazda L3-VE
Duratec 23NS in a 2002 Ranger
The 2.3 L; 138.0 cu in (2,261 cc)[3] version uses the same 87.5 mm (3.44 in) bore as the 2.0 L but with a long 94 mm (3.70 in) stroke.[3] It produces around 122 kW (164 hp; 166 PS) at 6000 rpm and 195 N⋅m (144 lb⋅ft) between 4000–4500 rpm
The 23EW was built in Chihuahua, Mexico for transverse installation in several front-drive Ford/Mercury/Mazda vehicles through the 2009 model year. 'EW' in the Ford designation code denotes East-West configuration, or transverse mounting. Three versions of the 23EW have been produced. A standard DOHC 16V version was used in the North American Focus producing 151 hp (113 kW; 153 PS) at 5750 rpm with 154 lb⋅ft (209 N⋅m) of torque at 4250 rpm. An iVCT (intake variable cam timing)-equipped DOHC 16V version was used in the 2006–2009 Ford Fusion/Mercury Milan, and several generations of CD2-based crossovers.
The 23NS was built in Dearborn, Michigan, for the Ford Ranger and North American market Mazda B-Series from the 2001 model year to the 2011 model year. 'NS' denotes North-South configuration, or longitudinal mounting. These engines are tuned for torque-bias making them suitable for light-truck use and are not equipped with iVCT or VICS. There are two versions of the 23NS with slight differences:
2001-2003 Ranger 2.3L Duratec135 hp (101 kW; 137 PS) at 5050 rpm153 lb⋅ft (207 N⋅m) at 3750 rpmintake manifold runner control / swirl controlMAF housing a separate piece from the air box lid (with older style MAF sensor)electrically heated thermostatJ1850PWM OBD-II protocolrated 24 city 28 hwy (old EPA calcs) for the manual trans
2004+ Ranger 2.3L Duratec143 hp (107 kW; 145 PS) at 5250 rpm154 lb⋅ft (209 N⋅m) at 3750 rpmno IMRC / swirl controlMAF housing integrated into the air box lid (with newer style MAF sensor)regular t-statCAN OBD-II protocol for 2007-2011 trucksrated 24 city 29 hwy (old EPA calcs) for the manual trans
The Duratec 23E is a version of the Duratec 23 with California PZEV emissions.
In some Eastern and Middle Eastern models, the Mazda6 had a tuned version of the 2.3L producing 178 hp (133 kW; 180 PS) at 6500 rpm and 159 lb⋅ft (215 N⋅m) at 4000 rpm.
A high-efficiency Atkinson cycle version was used in the Ford Escape, Mercury Mariner, and Mazda Tribute Hybrids.
A Cosworth tuned version of this engine is found in the BAC Mono producing 285 bhp (213 kW; 289 PS) and 207 lb⋅ft (280 N⋅m) of torque, making it the most powerful version of this engine.
- 2001–2010 Mazda B-Series
- 2002–2005 Mazda MPV
- 2003–2008 Mazda Atenza/Mazda6
- 2004–2007 Mazda Axela/Mazda3
- 2006–2010 Mazda Premacy/Mazda5
- 2008–2018 Mazda Biante
- 2001–2011 Ford Ranger
- 2003–2007 Ford Focus
- 2005–2008 Ford Escape/Mazda Tribute/Mercury Mariner
- 2006–2009 Ford Fusion/Mercury Milan
- 2010–BAC Mono (developed by Cosworth)
- 2006–2012 Besturn B70
- 2004–? Caterham 7 CSR 200/260 (developed by Cosworth)
- 2000s–present Dare Ginetta G12
2.3L DISI Turbo (L3-VDT)[edit]
Mazda L3-VDT direct injected turbo
An award-winning turbocharged version of the 2.3 with direct injection spark ignition, or 'DISI' is also pronounced. It develops 263 hp (196 kW; 267 PS) at 5,500 rpm and 280 lb⋅ft (380 N⋅m) at 3,000 rpm and is capable of propelling the Mazdaspeed3 from 0–60 mph (97 km/h) in 5.6 seconds.[4]
While the 2.0 Ford EcoBoost engine and its later 2.3 variant share a cylinder block with the L3-VDT and are derived from the Mazda L architecture, little else is shared between the EcoBoost and L3-VDT and they should not be confused with one another. The EcoBoost engines have different turbochargers, Ford-designed heads, different direct injection systems along with featuring Ford's Ti-VCT variable valve timing system instead of Mazda's S-VT.[5]
- 2005–2007 Mazda Atenza MPS/Mazda6 MPS/Mazdaspeed6
- 2006–2010 Mazda MPV (JDM only)
- 2006–2012 Mazda CX-7
- 2006–2012 Mazda Axela MPS/Mazdaspeed3
2.5 L (L5-VE) [edit]
Introduced in non-North American markets for the MY2008 and North American markets for MY2009, the 2.5L L5-VE is an updated, bored and stroked version of the L3-VE 2.3L. The 2.5 L; 151.8 cu in (2,488 cc) L5 4-cylinder engine has an 89 mm (3.50 in) bore and a 100 mm (3.94 in) stroke, with a compression ratio of 9.7:1. The standard crankshaft is cast iron with eight counterweights. To increase durability of the bore, Mazda uses cast iron for the cylinder liners. This offers enhanced high-heat tolerance as well as reduced friction. The increased stroke of 100 mm (3.94 in), up from 94 mm (3.70 in) of the L3, allows a taller (numerically lower) final-drive ratio resulting in lower-rpm while cruising to increase fuel economy. It also uses iVCT. It produces 170 bhp (127 kW; 172 PS) at its 6000 rpm redline (168 hp (125 kW; 170 PS) in PZEV trim) and 167 lb⋅ft (226 N⋅m) of torque at 4000 rpm (166 lb⋅ft (225 N⋅m) in PZEV trim). Certain versions are rated at 175 hp (130 kW; 177 PS) at 6000 rpm with 172 lb⋅ft (233 N⋅m) of torque at 4500 rpm.
Ford has developed an Atkinson cycle variant of the Mazda L5 engine for use in the Ford Fusion Hybrid vehicle. This engine was named one of Ward's 10 Best Engines for 2010. Fuel saving features include adaptive knock control and aggressive deceleration fuel cutoff.[6] This and the 2.3 L competed with Toyota's 2.4 L 2AZ-FE engine, sharing similar technology.
- 2008–2012 Mazda Atenza/Mazda6 (non-North America)
- 2009–2013 Mazda6 (North America)
- 2009–2011 Mazda Tribute
- 2010–2013 Mazda Axela/Mazda3
- 2009–2019 Ford Escape
- 2010–2020 Ford Fusion
- 2014–2018 Ford Transit Connect
- 2010–2011 Mercury Milan
- 2012 Lincoln MKZ Hybrid
- 2000s–present Dare Ginetta G12
MZR-R[edit]
In late 2006, Mazda announced an agreement with Advanced Engine Research (AER) to develop the MZR-R motor for sports car racing. The engine is a 2.0 L turbocharged I4 based on the production MZR block. The engine will initially be used by the Mazda factory team in the American Le Mans Series as a replacement for their R20B rotary, then later sold to customer teams.
See also[edit]
References[edit]
- ^ abFord of Europe showcases most extensive range ever at the 2002 Paris ShowArchived 2011-10-16 at the Wayback Machine, Media.ford.com, 2002-09-26.
- ^'2008 Ford Focus [Specifications]'. Retrieved 2008-08-12.
- ^ ab'2010 Ford Escape Features | Official Site of the Ford Escape'. FordVehicles.com. Archived from the original on 2009-04-11. Retrieved 2009-08-21.
- ^'Sport Compact Car Comparison - Eight of today's hottest sport compacts tested'. Motor Trend. January 5, 2009. Retrieved June 3, 2018.
- ^'Does Ford's new 2.0-liter EcoBoost four = MazdaSpeed3 four? Not really'. Autoblog. Retrieved 20 September 2016.
- ^Sam Abuelsamid RSS feed. 'Tech Analysis: 2010 Ford Fusion/Mercury Milan powertrains, 38 mpg hybrid!'. Autobloggreen.com. Retrieved 2012-01-27.
External links[edit]
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