Mazda 3 2.2 Diesel 2011
Arnold Gilgen
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.
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.
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.
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:
We are talking about a C-segment car weighing 1395 kilos (curb weight), with great driving dynamics. The engine is relatively large for such car and it's producing only a decent level of power. It's pretty obvious Mazda left some margin here. Also, engine and transmission are part per part identical to the Skyactiv-D 175 (175 hp - 420 Nm) sold on the Mazda 6 and CX-5. A 175 hp Mazda 3 has been sold in Japan and Australia and it's exactly the same car as mine, just flashed with a slightly different tune.
VersaTuner gives the possibility to unlock the 175 hp basically flashing the original Mazda tune, which has only a bunch of modified tables compared to the 150 hp (unsurprisingly, fuel injection limit and boost limit tables). I did it for some time and the results were very nice. But I wanted to push the boundaries a bit further, given that the engine is basically producing stock power. So I booked the wonderful diesel tuning course here and learnt a lot thanks to Nick (man, you are an amazing explainer, I loved the course so much) and upgraded my VersaTuner so I could create my own tune.
Why going on my own instead of a professional tuner? Mostly to be able to control what was done. And there are much less tuning options for the Skyactiv-D platform compared to, for example, TDI/GTD. Also, the engine is known to have some critical weak spots, potentially leading to catastrophic failure, that I didn't want to push.
- keep the tune as stock as possible, meaning not re-writing entire tables for the sake of doing it.. Mazda already mapped required injection quantities, timings, pulse width, boost and more for way more torque/power than the engine delivers. So I wanted to use as much as possible their tables. Also, I'm an amateur tuner with no experience, so the less I change, the better.
To do so, I basically only changed injection limits above 2000 rpms and accelerator mapping on the higher end, as Mazda already mapped everything already. The increases are gradual, very small at the beginning and proportionally bigger as the rpms go up, to create a gentle slope across all the range.
I made the fuel rail pressure go up steeper, to reach maximum value of 197 MPa around 700 rpms before the stock tune (around 3200 instead of around 3900). The reason is to speed-up fuel injection which has a positive impact (albeit small in this case) over EGTs. I was also planning to slightly advance the injection timings for the same reason, but after calculating them I noticed they are already quite advanced on the top-end range and any touch up would have been very tiny, so no need to bother.
Also the boost has been adjusted only for the second hi-end turbo, in the 3000-4000 range. The increase in boost pressure is quite small. The reason? In the 2000-3000 range there's not much changing in my tune, so we can work with stock boost. Then, lambda above 4000 rpms is not really a problem (I get 4-5% O2 concentration on hi-end WOT operations) and requesting more boost on that range generates huge oscillations and crazy wastegate behaviour.
The feeling for now is very good and the data logging showed no problems (I collected a long autobahn session and a short city one with quick bursts of acceleration). I didn't have the car dynoed yet but I will go in the next months. Just as reference, in the 4500-4600 range the amount of fuel getting into the cylinder is around 19-20% more than stock, so I expect the power to be between 200 and 210 hp (flywheel power).
For keeping everything under check I created my own dashboard with OBD Fusion and a BT OBD2 adapter. I can only recommend that if you tune your car. And if you spend some time on it the results are pretty cool:
Yes, Mazda licensed the Perkins 4.135 four cylinder diesel engine from the UK firm, one of the biggest sources of diesel engines and technology back in the day for passenger cars and light trucks, including Chrysler vehicles built for export or assembled in other countries. A Perkins diesel was even offered briefly on 1962 Dodge pickups in the US. That was a bit premature.
My dad ran a 1983 Diesel 2200 and when we finally parked it there was 575000 kms on it. Incredible fuel mileage but a strong breeze and you were in 4th gear lol. I learned to drive on that little beast. Fond memories
The early 80s was certainly a big but brief diesel boom. Even the Continental Mark VII came with a diesel for a short time. So many of these engines were available for only a year or three. This was one I had forgotten.
Wow, never knew the engine was a Perkins design. Saw very few of these back in the day, most common diesel mini-pickup was the Isuzu, with maybe the Toyota a distant 2nd.. There was a turbo-diesel Ram 50/Mighty Max, which may have been even more scarce than the Mazda.
It has a PACCAR sticker inside the door jam pure DAF chassis but cat engine ex milk tanker there were thousands of them here, a nice little earner untill Scanias replaced them, Ipresume its Dutch DAF is though it could have been assembled elsewhere DAF badged equivalent has a step on exhaust brake instead of proper Jacobs.
Prior model to the Alfa those have the same CAT C12 motor though nice trucks to drive and no difference to the CF from behind the wheel.
For a short period, in the mid nineties, DAF also used a Cummins 14 liter in their long distance top model. The 507 hp type 95.500, see tractor on the left below (photo courtesy of Truckstar.nl). In Europe DAFs never had a Caterpillar engine.
My daily driver is a 1985 Peugeot 505 turbo diesel wagon. I can imagine the original purchaser was very interested in the fact that it would easily double the average MPG of any comparably sized station wagon in the USA. There is a rather soothing sound and feel to older, quite primitive diesels. Having previously owned a 240d, the rough cold starts and vintage air cooled airplane sound of clatter appeals to me.
Peugeot diesel engines were also used by other automakers. Among them are Ford, Toyota, Suzuki, Lada and Rover. Mercedes-Benz and Peugeot are the most experienced diesel engine builders; of car diesels, that is.
there is an identical mazda diesel still clanging around Peterborough. I have to guess it spent a good chunk of its life somewhere salt free as most vehicles from that vintage died of terminal body rot eons ago. the primer and rust patches on this one get bigger every year but the old girl is still holding her own!
I never thought of this area being anything special vehicle wise, but since joining CC I am impressed with the interesting vehicles I spot!
nice looking diesel survivor i also have one now [1984] b2200 diesel , was my dads he bought it off a friend with low kms now has around 130,000 kms it lives in saskatoon saskatchewan canada looks the same as in the picture including colour nice little truck has never been winter driven may to september then put away for winter love the sound of that diesel rattle starts like new not a power house just a good old truck that survived
Still have 3 b2200 Mazda perkins diesels on the road in Peterborough, one with a higher ratio rear differential and a turbo !Have lots of extra parts lenses, electrical, dash , doors, hoods, etc . No engines , trannys, cabs, boxes .al
My Mazda 3 2.2 diesel shakes when starting up even when using auto stop/start in traffic or at a red light.I took it to a mechanic and they checked the clutch kit and flywheel but did not resolve it.Car shakes especially when the engine is warm.The mechanic changed the drive belt too.Thank you
Diesel engines have a much higher compression ratio than gasoline engines, so the first or last compression stroke that occurs when an engine starts or stops can be a bit violent. Some diesels have an "anti-shudder valve" that momentarily closes the air intake when the engine is shut down to rarify the air in the intake manifold and make shutdown more gentle. This doesn't work, of course on start-up.
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