MZR is a brand name that refers to Mazda's latest and current Straight-4 gasoline and diesel powered engines. The MZR name can refer to either the 1.8L to 2.5L Mazda L-engine, the 1.3L to 1.6L Mazda Z-engine or the new-generation MZR-CD 2.0L and 2.2L common-rail diesel Mazda R-engine. Each MZR engine has its own proper engine code and for accuracy should be identified as such.
The MZR generation of engines feature a special long intake manifold for added torque, S-VT continuous variable valve timing. The DISI turbocharged MZR L3-VDT was on the Ward's 10 Best Engines list for 3 consecutive years for 2006, 2007 and 2008.
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1.4
The 1.4 L (1349 cc) version has a 74.0 mm (2.9 in) bore and 78.4 mm (3.1 in) stroke.
Applications:
1.5
The 1.5 L (1498 cc) version has a 78.0 mm (3.1 in) bore and shares the 1.4's 78.4 mm (3.1 in) stroke.
Applications:
1.6
The 1.6 L (1598 cc) version shares the 78.0 mm (3.1 in) bore of the 1.5 but uses a longer 83.6 mm (3.3 in) stroke.
Applications:
1.8L (L8-DE)
The 1.8 L (1798 cc) MZR uses an 83.0 mm (3.3 in) bore and 83.1 mm (3.3 in) stroke.
Applications:
- Mazda6 for Europe
- Mazda MX-5 for Europe
- 2005 Mazda Premacy/Mazda5
2.0L (LF-DE, LF-VE, LF-VD)
The 2.0 L (1999 cc) version has 10.0:1 Compression Ratio, an 87.5 mm (3.4 in) bore and shares the 83.1 mm (3.3 in) stroke of the 1.8. The LF-VD was also equipped with DISI direct injection and a higher compression ratio for improved efficiency in the JDM and EDM markets.
Applications:
- Mazda Axela/Mazda3
- Mazda6 for Europe
- 2005 Mazda Premacy/Mazda5
- 2006– Mazda MX-5
2.3L (L3-VE, L3-DE)
The 2.3 L (2261 cc) MZR uses the same 87.5 mm (3.4 in) bore as the 2.0 but with a long 94 mm (3.7 in) stroke. Applications:
2.3L DISI Turbo (L3-VDT)
An award-winning turbocharged version of the 2.3 with direct injection spark ignition, or "DISI" is also produced.
Applications:
2.5L (L5-VE)
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 2.5L (2488 cc) L5 engine has an 89.0 mm (3.50 in) bore and a 100.0 mm (3.94 in) stroke, with a compression ratio of 9.7:1. The crankshaft is now forged-steel and dual-counterweighted just as the L3-VDT Mazdaspeed DISI 2.3L. To increase strength and durability of the bore, a new steel-molybdenum alloy is used for the cast-in cylinder liners. This offers greatly enhanced high-heat, high-pressure tolerance as well as reduced friction. The increased stroke of 100 mm, up from 94 mm of the L3, allows a higher final-drive ratio resulting in lower-RPM while cruising to increase fuel economy. It produces 170 bhp (127 kW; 172 PS) at 6000 rpm (168 bhp in PZEV trim) and 167 lb·ft (226 N·m) of torque at 4000 rpm (166 ft·lbf in PZEV trim). EPA fuel economy estimates for the US market are 21 city/30 highway for the all-new 2009 Mazda6 equipped with the 5-speed automatic. 6-speed manual versions of the same car achieve 1 mpg less in the same EPA city/highway tests (20/29).
Applications:
- 2008- Mazda Atenza/Mazda6 (non-North America)
- 2009- Mazda6 (North America)
- 2009- Mazda Tribute
- 2010- Mazda Axela/Mazda3
- 2010- Mazda CX-7
MZR-R
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 similar in structure to the production MZR block [1]. 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
Sources
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