| Mazda L engine | |
| Production: | 2001–present |
| Predecessor: | Mazda F engine |
| Successor: | Mazda Skyactiv-G engine |
| Configuration: | Inline-four |
| Block: | Aluminum |
| Head: | Aluminum |
| Valvetrain: | DOHC 4 valves x cyl. with VVT (some versions) |
| Compression: | 9.7:1, 10.0:1, 10.8:1, 12.1:1 |
| Turbocharger: | On some versions since 2010 |
| Fueltype: | Gasoline |
| Oilsystem: | Wet sump |
| Coolingsystem: | Water-cooled |
| Weight: | 392pounds(178kg)410pounds(190kg)415pounds(190kg) |
The Mazda L-series is a mid-sized inline 4-cylinder gasoline piston engine designed by Mazda as part of their MZR family, ranging in displacement from 1.8 to 2.5 liters. Introduced in 2001, it is the evolution of the cast-iron block F-engine. It was co-developed with Ford, who owned a controlling stake in Mazda at the time. Ford uses it as their 1.8 L to 2.5 L Duratec world engine and holds a license to develop engines based on the L-series in perpetuity.
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-liter LF-VD and the DISI turbocharged L3-VDT engine introduced in 2006 for the Mazdaspeed lineup of vehicles.
In 2010, Ford introduced a 2.0-liter GDI turbo variant of the Mazda LF engine design as the EcoBoost, 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 four-cylinder generations. In 2011, Mazda ceased further developments of the L-engine and replaced it with the SkyActiv-G engine—an extensive evolution of the Mazda L-engine. At this time, Ford will be the only manufacturer still using the Mazda L-engine design.
The 1.8-litre version has a nearly-square 832NaN2 bore and a 83.11NaN1 stroke. Output is at 6000 rpm with 122lbft 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. 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 92abbr=onNaNabbr=on at 6000 rpm and 1650NaN0 of torque at 4500 rpm, with a 10.8:1 compression ratio.
The 2.0-litre version has 10:1 compression ratio, an 87.5mm bore and it shares the 83.1mm 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 1070NaN0 of power at 6000 rpm and 1850NaN0 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 1360NaN0 at 6000 rpm with 136lbft of torque at 4250 rpm. The 2007 Focus with the PZEV emissions package produces 1300NaN0 at 6000 rpm with 129lbft of torque at 4000 rpm. California legal emissions PZEV cars utilized advanced air injection into the oem tubular manifold to not only lower emissions, but raise engine efficiency. On the 2008 Focus, output is 1400NaN0 at 6000 ;rpm with 136lbft of torque at 4250 rpm. The 2009 Focus had 1430NaN0 when equipped with manual transmission due to a higher flowing exhaust system pulled from the 2006/2007 models. The 2008 Focus with the PZEV emissions package produces 1320NaN0 at 6000 rpm and 133lbft 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 1480NaN0 at 6500 rpm and 1870NaN0 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 1600NaN0 at 6000 rpm and 146lbft 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.[3] 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.[3] 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.[4]
A turbocharged Ford EcoBoost version was introduced in 2010.
The 2261cc[5] version uses the same 87.5mm bore as the 2.0 L but with a long 94mm stroke.[5] It produces around at 6000 rpm and 1950NaN0 between 4000 and 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 at 5750 rpm with 154lbft 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 Duratec | 2004+ Ranger 2.3L Duratec | |
|---|---|---|
| at 5050 rpm | at 5250 rpm | |
| 153lbft at 3750 rpm | 154lbft at 3750 rpm | |
| intake manifold runner control/swirl control | no IMRC / swirl control | |
| MAF housing a separate piece from the air box lid (with older style MAF sensor) | MAF housing integrated into the air box lid (with newer style MAF sensor) | |
| electrically heated thermostat | regular thermostat | |
| J1850PWM OBD-II protocol | CAN OBD-II protocol (2007–2011) | |
| rated 24 city, 28 hwy (old EPA calcs) for MT | rated 24 city, 29 hwy (old EPA calcs) for MT |
The Duratec 23E is a version of the Duratec 23 which meets California PZEV emissions standards.
In some Eastern and Middle Eastern models, the Mazda6 had a tuned version of this 2.3-liter engine producing 1780NaN0 at 6500 rpm and 215Nm 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 and 280Nm of torque,[6] making it the most powerful version of this engine.
Introduced in 2005 with the Mazdaspeed6, the L3-VDT is a turbocharged version of the 2.3 L with Direct Injection Spark Ignition (DISI). It develops 2630NaN0 at 5,500 rpm and 2800NaN0 at 3,000 rpm and is capable of propelling the Mazdaspeed3 from 0–60mph in 5.6 seconds.[7]
The L3-VDT features a bore of 87.5 mm and a stroke of 94.0 mm, identical to the naturally aspirated L3-VE.[8] The 16V setup is controlled by a chain driven DOHC.
L3s produced prior to 2010 are notorious for losing tension in the chain. The loose timing chain causes the timing of the engine and the VVT in particular to be improperly timed, often resulting in pistons colliding with the valves.
In 2010 the L3-VDT was revised to fix some of the common failures: the shape of the cylinder head was reworked, possibly to concentrate fuel near the sparkplug, the ECU was made faster and featured more air/fuel cells to reduce the chance of the engine leaning out. Another change was a fix for the timing chain tension issues. The turbo seals were also updated.
While the 2.0 L Ford EcoBoost engine and its later 2.3 L 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.[9]
Introduced in non-North American markets for the MY2008 and North American markets for MY2009, the 2.5 L L5-VE is an updated, bored and stroked version of the L3-VE 2.3 L. The 2488cc L5 4-cylinder engine has an 89mm bore and a 1002NaN2 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 1002NaN2, up from 942NaN2 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 1700NaN0 at its 6000 rpm redline (1680NaN0 in PZEV trim) and 1670NaN0 of torque at 4000 rpm (166lbft in PZEV trim). Certain versions are rated at 1750NaN0 at 6000 rpm with 1720NaN0 of torque at 4500 rpm.
Ford has developed an Atkinson cycle variant of the Mazda L5 engine for use in the Ford Fusion Hybrid, Ford Escape Hybrid and Ford Maverick Hybrid vehicles. They also used this variant under the Duratec engine family name in the 2010-2019 Ford Fusion. 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.[10] This and the 2.3 L competed with Toyota's 2.4 L 2AZ-FE engine, sharing similar technology.
In late 2006, Mazda announced an agreement with Advanced Engine Research (AER) to develop the MZR-R motor for sports car racing. It 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.