Escort Catalytic Converter

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Escort Catalytic Converter
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Among the automobile's mechanical assemblies, the exhaust system is seldom noticed. Part of the exhaust system is the muffler which when utilized collectively they can add more horsepower to your vehicle.

An exhaust system is basically a tubing system used to direct burnt gases away from the engine running into the muffler and going out in the open air. Depending on the system design, it will include several of the following systems:

• the muffler,
• the catalytic converter,
• the turbo charger, and
• the exhaust/cylinder head manifold.

Manifolds are intended to gather exhaust gasses spent by combusting fuel and channel them into one tube. They are often made of cast iron to endure tremendous heat.

Everything from the header back is called Header Back, which starts from the outlet of the header to the final vent to open air. Header back systems are normally made as after sales performance scheme for non-turbocharged vehicles.

A catalytic converter is a mechanism used to decrease the amount of poisonous gas emitted from a combustion engine. Launched in the US in 1975, it is still widely used today but for countries without exhaust prohibitions the converter may not be included to somewhat lower the cost of the vehicle.

The main function of a muffler is to reduce exhaust noise. They are usually installed along the exhaust pipe as component of the exhaust system of a combustion engine. The muffler uses a resonating chamber which is constructed to effect destructive interference thereby muffling a loud sound.

The tail pipe is the end of the exhaust pipe where it vents to open air. When seen from standing point of view, it is the lone visible part of the exhaust system and it usually ends with angled or straight cut. The tip is made of larger pipe than the rest of the exhaust structure to achieve a final cutback in pressure. You may install a fancy tip - to enhance the looks of your vehicle and prevent rusting in that area.

In general, one of the easiest systems in a vehicle to repair is the exhaust system. Because it is located externally and under the hood it is easy to reach and you can do the repair yourself if you have the proper equipment otherwise just bring your car to the nearest repair shop so your exhaust system can be fixed.

Learn all about Cherry Bomb Muffler & Muffler Silencer.

Mazda Diesel Engine

Straight-4

3.0 L HA - 2977 cc - Licensed built Perkins 4.182 related to S2 and XA

1.7 L PN - 1720 cc - Used in the Mazda Familia and Ford Laser

2.2 L R2 - 2184 cc - Used in the 1984 onwards Mazda Bongo

2.2 L S2 - 2209 cc - Licensed built Perkins 4.135 related to HA and XA, used in 1979 to 1984 Mazda Bongo, B2200, Ford Ranger

3.5 L SL - 3455 cc -

4.0 L TF - 4021 cc -

4.6 L TM - 4553 cc -

3.0 L VS - 2956 cc -

2.5 L WL - 2499 cc - Turbodiesel, used in non-US 1995 Mazda MPV.

2.5 L XA - 2522 cc - Licensed built Perkins 4.154 related to HA and S2

2.7 L XB - 2701 cc -

3.7 L XC - 3663 cc -

1.4 L-1.6 L MZ-CD diesel Z-family - 2004 Mazda3

RF

Naturally aspirated SOHC, 2 valves-per-cylinder, displacing 1998 cc with square internal dimensions of 86 mm bore and 86 mm stroke diesel RF engine was one of Mazda's more popular diesel engines. This powertrain is close related to the Mazda petrol FE engine sharing the same bell housing patterns and other block fixtures and dimensions.

Used also in the 19841986 Ford Tempo - Mercury Topaz, the 19841987 Ford Escort - Mercury Lynx and pre-2001 turbo diesel Suzuki Grand Vitara

Used in the Mazda Bongo and 1999 Mazda Demio

RF 1998

Latest emission improved version used in Mazda 323 adopts a new swirl chamber with an enlarged volume, revised swirl-chamber-to-main-chamber ratio and a narrower throat area. Engine produces 52 kW at 4500 rpm on a raised 21.7:1 compression ratio, and has an exceptionally wide spread of torque throughout its range, peaking with 128 Nm at 3000 rpm.

Further engine features:

optimized intake manifold, with inertia moment effect flow

camshaft with Mazda's Multi-Function cam profile theory (increases valve lift to 9.1 mm and enhances the engine's volumetric efficiency at lower speed range, resulting in an improved torque output, never falling below 108 Nm between 1500 rpm and 4500 rpm)

electrically controlled distributor-type fuel injection pump

electronically controlled EGR valve

RF-CX Comprex

ABB Comprex pressure wave supercharger

56 kW (76 PS; 75 hp) at 4000 rpm, 172 Nm (127 lbft) at 2000 rpm

introduced in June 1992 Mazda 626 Capella

RF-T DI 1998 (2.0 DiTD)

A direct-injection turbo version (101 bhp) 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.

There were three power versions:

66 kW (90 PS; 89 hp) at 4000 rpm with maximum torque 220 Nm (160 lbft) at 1800 rpm

74 kW (101 PS; 99 hp) at 4000 rpm with maximum torque 220 Nm (160 lbft) at 18002200 rpm

81 kW (110 PS; 109 hp) at 4000 rpm with maximum torque 230 Nm (170 lbft) at 20002600 rpm

Engines were mounted in:

Mazda 626 Capella since June 1998

Mazda Premacy as DE 2.0L (DIREC-D) Euro III

Also same engine was mounted on mazda 323, but it is limited to 99 bhp

RF 2002 (2.0 MZR-CD)

Next evolution of RF engine with common rail direct-injection was introduced in June 2002 European version Mazda 6 with output power 89 kW (121 PS; 119 hp) or 100 kW (136 PS; 134 hp) (both at 3500 rpm), depending on engine version (only difference between the two diesel drivetrains is the shape of their respective torque curves, the larger of the two engines being flatter). 2002 RF Mazda diesel engine includes new duel-mass flywheel and common rail Denso injection with max. pressure of 1800 bar, pilot and post-injection for operating smoothness and soft and acoustically unobtrusive combustion. Both versions have same compression ratio 18.3:1. Torque output (both versions have same maximum 310 Nm (230 lbft) at 2000 rpm), fuel efficiency and NOx emissions were improved by using:

expansive vertical vortex combustion (EVVC), which combines a special piston surface design, with ingenious fuel distribution, to produce a vertical swirl in the combustion chamber

variable turbine geometry (VNT) turbocharger

Combined fuel economy is achieving 6.5 litres per 100 km and emission rating Euro Stage III (D4) with on a regular basis mounted catalytic converter with Lambda probe and exhaust-gas recirculation system (EGR). Engines were mounted in (in order of appearance):

1st generation Mazda 6 Atenza (both versions) since June 2002

2nd generation Mazda MPV (only High Power version) since June 2002

RF 2005 (2.0 MZR-CD)

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 Ford Duratorq ZSD or PSA DW10 engines). Mazda applied several technologies to this MZR-CD engine to achieve Euro Stage IV:

new variable geometry turbocharger has 14 percent less inertial moment and is compacter in design (achieved, for instance, by a shorter distance between the exhaust gas inlet and the turbine shaft)

Denso's 1800 bar second generation common rail system that, depending on driving conditions, uses multi-stage injection of up to nine times per cycle with six-hole injectors

relatively low compression ratio of 16.7:1 improves power output and torque, while at the same time helping to lower combustion noise and emissions

NOx emissions were reduced by lowering the engine's combustion temperature

O2 sensor constantly measures residual oxygen in the exhaust gases and this information is sent to 32-bit powertrain control module (PCM), which continuously optimizes the air/fuel mix

There were two power versions of this engine: Standard Power 89 kW (121 PS; 119 hp) at 3500 rpm and a maximum torque of 320 Nm (240 lbft) at 2000 rpm, High Power 105 kW (143 PS; 141 hp) at 3500 rpm and a maximum torque of 360 Nm (270 lbft) at 2000 rpm. Both versions come with a DPF system standard, which traps soot in a coated ceramic filter. As soon as the filter's storage capacity is exhausted, exhaust gas temperature is raised for a short period (using only diesel pre and post-injection techniques, not any fuel burner additive) and the particles burn off. As a result, the RF 2005 engines emit 80 percent less particulate matter than required by Euro Stage IV standards. Engines were mounted in (in order of appearance):

1st generation Mazda 6 Atenza (both versions) since July 2005

Mazda 5 Premacy (both versions) since January 2006

1st generation Mazda 3 Axela (only High Power version) since March 2007

RF 2007 (2.0 MZR-CD)

Slightly detuned (103 kW (140 PS; 138 hp) at 3500 rpm and 330 Nm (240 lbft) at 2000 rpm) version of RF 2005 engine was introduced in November 2007's second generation Mazda 6. Newly calibrated powertrain control module mapping resulted in better drivability, fuel efiency and emission performance. This engine has changed layout of the intake/exhaust, with more efficient EGR cooler, better DPF and combined fuel consumption 5.6 L/100 km (50 mpg-imp; 42 mpg-US), less than its predecessor. Engine was mounted in (in order of appearance):

2nd generation Mazda 6 Atenza since November 2007

R2 2008 (2.2 MZR-CD)

New generation RF-based MZR-CD 2.2-litre turbo diesel engine (stroke was lengthened by 8 mm (0.3 in) in comparison to the MZR-CD 2.0 RF engine) was introduced in November 2002 and this powertrain is planned to totally replace RF 2007 and RF 2005 in the future with three (or more, see below) power versions:

MZR-CD 2.2 High Power: produces 136 kW (185 PS; 182 hp) at 3500 rpm and 400 Nm (300 lbft) of torque from 1800 to 3000 rpm, with combined fuel efficiency in 2nd generation Mazda 6: 5.6 L/100 km (50 mpg-imp; 42 mpg-US)/5.7 L/100 km (50 mpg-imp; 41 mpg-US) and CO2 emissions of 149/152 g/km (sedan and hatchback/wagon).

MZR-CD 2.2 Mid Power: produces 120 kW (163 PS; 161 hp) at 3500 rpm and 360 Nm (270 lbft) of torque from 1800 to 3000 rpm, with combined fuel efficiency in 2nd generation Mazda 6: 5.5 L/100 km (51 mpg-imp; 43 mpg-US)/5.6 L/100 km (50 mpg-imp; 42 mpg-US) and CO2 emissions of 147/149 g/km.

MZR-CD 2.2 Low Power: produces 92 kW (125 PS; 123 hp) at 3500 rpm and 310 Nm (230 lbft) of torque from 1800 to 2600 rpm, with combined fuel efficiency in 2nd generation Mazda 6: 5.5 L/100 km (51 mpg-imp; 43 mpg-US)/5.6 L/100 km (50 mpg-imp; 42 mpg-US) and CO2 emissions of 147/149 g/km.

MZR-CD 2.2 Standard Power in 2nd generation Mazda 3 Axela (internal code BL): produces 110 kW (150 PS; 148 hp) at 3500 rpm and 360 Nm (270 lbft) of torque from 1800 to 2600 rpm, with combined fuel efficiency 5.6 L/100 km (50 mpg-imp; 42 mpg-US) and CO2 emissions of 144 g/km.

MZR-CD 2.2 with Selective Catalytic Reduction system in 2009 facelift Mazda CX-7 produces 127 kW (173 PS; 170 hp) at 3500 rpm and 400 Nm (300 lbft) of torgue at a low 2000 rpm, with combined fuel efficiency 7.5 L/100 km (38 mpg-imp; 31 mpg-US) and CO2 emissions of 199 g/km.

2.2 MZR-CD engine features:

Denso HP3-based common rail with system injection pressure increased to 2000 bar/200 MPa

common rail injectors that have 10 spray small (0.119 mm) holes (instead of the 6 used on the MZR-CD 2.0) and higher response solenoids

low compression ratio of 16.3:1, made possible with highly atomizing injectors

VNT turbocharger with curved vanes and abradable seal

chain-driven DOHC valve system

aluminium lower block combined with low-friction, front chain-drive balancer shaft

newly developed, high thermal resistance DPF system with global-first ceramic support matrix structure

newly developed EGR cooler

Euro Stage V emission rating

new Selective Catalytic Reduction (SCR) system with AdBlue additive significantly reduces NOx emissions (currently only in Mazda CX-7, in special 15.5-litre tank located under the luggage compartment, lasts over 20000 km under normal driving conditions)

electro-hydraulic power-assisted steering

Engine is mounted in (in order of appearance):

2nd generation Mazda 6 Atenza since November 2008 (High, Mid and Low power versions), MZR-CD 2.0-litre turbo diesel remains in the line-up in some markets

2nd generation Mazda 3 Axela (High and Standard power versions)

1st generation 2009 facelift Mazda CX-7

Engine is planned for (in order of appearance):

1st generation Mazda 5 Premacy (High, Mid and Low power versions)

Mazda 2.2 MZR-CD R2 engine has absolutely nothing to do with family of belt-driven PSA DW12B twin turbo engine, produced in Trmery or Ford Duratorq ZSD-422 VNT engine, produced in Dagenham.

Next generation 2.2 MZR-CD twin turbo called SKY-D

Introduced at the 41st Tokyo Motor Show

high fuel pressure common-rail system that controls piezo injectors

aluminium block

significantly reduced size and weight of reciprocating and rotating parts (aluminum block, lightweight pistons and connecting rods)

similar weight to the petrol version

wide-range, high volume EGR

two stage (twin turbo) turbocharger with high turbopressure over a broader engine rev range

PM oxidation catalyst-supported diesel particulate filter (DPF) with shorter regeneration

selective reduction system that adds aqueous urea to exhaust, and a NOx storage system for exhaust gas purification

20 percent better fuel efficiency than Mazda 2.2 MZR-CD

Y4

Mazda Y4 engine (called 1.4 MZ-CD or 1.4 CiTD) is rebadged PSA DV4 engine, produced in PSA engine plant in Trmery or Ford engine plant in Dagenham. These 1399 ccm SOHC 8-valve turbo diesel engines with bore 73.7 mm, stroke 82 mm and compression ratio 18.0:1 were shipped to Valencia) (now with Mazda 2 DE to Hiroshima or Hofu plants) and mounted into Mazda 2 DY and Mazda 2 DE together with 5-speed manual transmission. Engine has maximum power 50 kW (68 PS; 67 hp) at 4000 rpm, maximum torque 160 Nm (120 lbft) Nm at 1750 rpm.

Engine features:

SOHC belt-driven

aluminium cylinder block with cast iron liners

dual-mass flywheel

drive by wire accelerator pedal

VNT turbocharger, without intercooling

Euro Stage III emission rating (Euro Stage IV with DPF system, catalytic additive in separate 1.8 L tank, refreshed every 60000 km)

Y6

Mazda Y6 engine (called 1.6 MZ-CD or 1.6 CiTD) is rebadged PSA DV6 engine, produced in PSA engine plant in Trmery or Ford engine plant in Dagenham. These 1560 ccm DOHC 16-valve turbo diesel engines with bore 75.0 mm, stroke 88.3 mm and compression ratio 18.3:1 are shipped to Hiroshima and mounted into Mazda 3 Axela and Mazda 2 DE in three versions together with 5-speed manual (Getrag-Ford developed, J65M-R) or 4-speed automatic "Activematic" transmission:

66 kW (90 PS; 89 hp) at 4000 rpm, 215 Nm (159 lbft) Nm at 1750 rpm

66 kW (90 PS; 89 hp) at 4000 rpm, 205 Nm (151 lbft) Nm at 2000 rpm mounted in Mazda 2 DE

81 kW (110 PS; 109 hp) at 4000 rpm, 240 Nm (180 lbft) Nm at 1750 rpm

Engine features:

DOHC belt-driven

aluminium cylinder block with cast iron liners

dual-mass flywheel

second generation Bosch common rail injection system with pilot injection phase and 1600 bar pressure

6-hole injectors

Bosch EDC16 powertrain control module

drive by wire accelerator pedal

Garrett GT15 (VNT15) turbocharger

large front mount intercooler (larger than 2.0 MZR-CD)

Euro Stage III emission rating (Euro Stage IV with DPF system, catalytic additive in separate 1.8 L tank, refreshed every 60000 km)

V6

4.1 L ZB - 4052 cc -

5.5 L ZC - 5494 cc -

See also

Mazda F engine

Mazda MZR engine

Mazda engines

Categories: Mazda enginesHidden categories: Articles lacking sources from December 2009 | All articles lacking sources
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