The Mazda L-series is a mid-sized inline 4-cylinder gasoline engine ranging in displacements from 1.8L to 2.5L. Introduced in 2001, they are the evolution of the cast-iron block F-engine. This engine is designed by Mazda and is also 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. Also featured are intake cam-phasing VVT, VTCS, VICS, a stainless steel 4:1 exhaust header and a lower main bearing cage for increased block rigidity. Direct-injection is available on the 2.0L LF-VD and the award-winning (DISI) turbocharged L3-VDT engine introduced in 2006 for the Mazdaspeed lineup of vehicles.
As of 2010, Ford is introducing a GDI turbo variant of the Mazda LF engine design as the EcoBoost 2.0L. They have developed their own manifold and engine control systems for use with the direct-injected, turbocharged EcoBoost. Ford plans to use the L-engine, as well as the Z-engine, well into the future for their EcoBoost and Duratec 4-cylinder generations. As of 2011, Mazda will cease to develop the L-engine, to be replaced by the SKYACTIV P-engine. At this time, Ford will be the only manufacturer still using the Mazda L- and Z-engine designs.
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The 1.8 L (1798 cc) MZR uses an 83.0 mm (3.3 in) bore and 83.1 mm (3.3 in) stroke.
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The 2.0 L (1998 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.
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The 2.3 L (2,261 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.
2260 cm³; 103.7 kW (138 bhp) bei 6000 1/min; 195 Nm @ 4000-4500 1/min
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An award-winning turbocharged version of the 2.3 with direct injection spark ignition, or "DISI" is also produced.
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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 standard crankshaft is forged-steel with eight counterweights like the turbocharged DISI 2.3L L3-VDT. To increase durability of the bore, Mazda uses a 4340 steel-molybdenum alloy material for the cylinder liners. This offers enhanced high-heat tolerance as well as reduced friction. The increased stroke of 100 mm (3.9 in), up from 94 mm (3.7 in) 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 its 6000 rpm redline (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 transaxle. 6-speed manual versions of the same car achieve 1 fewer mpg in the same EPA city/highway tests (20/29).
Ford has developed an Atkinson cycle variant of the Mazda L5 engine for use in the Ford Fusion Hybrid vehicle. The Atkinson cycle engine was named one of Ward's 10 Best Engines for 2010.
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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 [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.