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Discussion Starter #1
MAZDA3 2.0D: EVEN MORE APPEALING THAN BEFORE

New 143ps, 2.0-litre turbo diesel model boosts Mazda3 line-up for 2007
High power diesel hatchback available in TS2 and Sport trim
Maximum Torque of 360Nm at only 2,000 rpm
Strong performance (0-to-62 mph in 9.9 sec) with 47.1mpg combined economy
Priced from £16,735 (on-the-road), until 30 April 2007

During the second half of 2006 Mazda enhanced and expanded its successful Mazda3 line‑up by introducing a major upgraded version and, more recently, the all-new flagship model Mazda3 MPS super-hatch, one of the most powerful front-wheel drive compact cars in the world. Now Mazda is expanding the engine line up for its popular C-segment model with a powerful, high-torque 2.0 MZR-CD 143ps common-rail turbo diesel which will make the Mazda3 line-up even more appealing than before.

The introduction of two 2.0-litre common-rail turbo diesel hatchback models (in TS2 and Sport trim) with upgraded chassis and brakes and refined 126mph performance, will meet the demands of British drivers looking for a compact diesel that gives them Zoom-Zoom sportiness coupled to low operating costs.

“The high-power turbo diesel and the compact Mazda3 make a great combination that is sure to broaden the appeal of this model,” enthused Rob Lindley, Managing Director Mazda Motors UK. “The Mazda3 2.0-litre diesel is the kind of car that can deliver complete customer satisfaction in so many areas – with a hard-to-beat blend of outright performance, fuel economy, refinement, comfort, practicality and low ownership costs.”

The new Mazda3 2.0-litre diesel will ensure that the Mazda3 remains the company’s best‑selling model worldwide and a close sales rival to the top-selling Mazda6 in the UK. Since the original Mazda3 was introduced, it has been the sales star of Mazda’s new‑generation line-up, forming the core for strong sales results and record profits.

On 8 September 2006, the 1 millionth Mazda3 rolled off the line in Hiroshima, making it the fastest Mazda vehicle to ever achieve this milestone. Since then, its popularity has remained high, especially in the UK where annual sales passed the 13,500 mark in 2006.

2. Powertrain
New Sporty and Frugal Common-rail Turbo Diesel

MZR-CD 2.0-litre common-rail turbo diesel with high power and high torque
Low fuel consumption, returning 47.1mpg (combined cycle)
Low operating noise for petrol-like refinement
The MZR-CD 143ps 2.0-litre turbo diesel is the ideal addition to the Mazda3 model range, which already offers five engines and two distinct body styles, plus the high-performance Mazda3 MPS super-hatch flagship model. The new 143ps diesel completes the diesel powertrain line-up – consisting of 90ps and 109ps derivatives of a MZ-CD 1.6-litre turbocharged engine – with a performance-oriented power unit targeting Europeans looking for Zoom-Zoomdriving fun without having to pay a penalty at the fuel pump.

The Mazda3 MZR-CD 2.0-litre turbo diesel is the same popular and responsive engine as used in the Mazda5 and Mazda6. This unit produces 143ps of power at 3,500rpm and an extremely generous maximum torque of 360Nm at just 2,000rpm. It employs a variable‑geometry turbocharger, which maximizes torque across a wide range of engine speeds.

The turbocharger has an optimised design that makes it smaller, with a turbine that has lower inertia. Combined with drive shafts strengthened specifically for the new engine’s high torque output, the variable-geometry turbocharger with intercooler contributes to smooth, linear acceleration and high maximum output while minimizing torque steer. It also makes the most of its 360 Nm of torque for superior engine response and sporty driving fun. Powered by this new engine, the Mazda3 hatchback accelerates to 62mph in just 9.9 seconds, reaches a top speed of 126mph and has a CO2 rating of 162g/km, qualifying for a Band D road fund licence.

Low NVH and Fuel Consumption, and a new Muffler System
Despite all this power and torque, Mazda3’s new 2.0 MZR-CD is nearly as smooth-running and refined as an equally powerful petrol engine. It achieves this in various ways, including an ultra-high pressure common-rail injection system (up to 1800 bar) that allows for multi‑stage injection of up to six times per cycle (including pre-injections at low revs), which prevents a steep pressure increase in the cylinders and suppresses diesel knock and overall combustion noise.

The engine also uses a dual-mass flywheel that limits transmission noise and vibration, while new insulation of the engine bay (introduced with Mazda3 facelift in 2006) and a newly-designed exhaust system, with a new pre-silencer, all combine to deliver excellent refinement.

Not only is Mazda3’s new turbo diesel sporty and refined, it also uses fuel sparingly. Its common-rail system has six-hole injectors designed to produce the best possible fuel atomization. Fuel injection volume, frequency and timing are electronically optimised based on accelerator pedal position, engine speed and other variables, to ensure the best possible overall combustion efficiency.

The 2.0 MZR-CD also employs a low compression ratio of 16.7:1, which has several advantages – it lowers pumping losses, improves thermal efficiency at middle and high engine load, improves fuel consumption and reduces idle noise significantly.

Euro Stage4 Emissions
To achieve Euro Stage4 compliance, Mazda3’s 2.0 MZR-CD employs the latest in Mazda diesel engine technology and a diesel particulate filter system. Its multi-stage fuel injection is programmed to keep particulate matter (PM) left over after combustion to a minimum. The engine has an electronically-controlled intake shutter valve and exhaust-gas recirculation (EGR) valve to reduce the production of NOx.

These engine technologies are combined with Mazda’s catalyzed diesel particulate filter system that reduces PM emissions to almost zero and ensures Euro Stage4 compliance and lower operating costs. The system is fitted with a silicon carbide ceramic filter with a honeycomb structure that captures PM in the exhaust, while letting gases pass through.

Over time, the captured PM accumulates at the porous dividing walls of the filter. In order to prevent the filter from becoming blocked with PM, self regeneration takes place at certain intervals. When this occurs is determined by the Mazda3’s powertrain control module (PCM), which monitors the amount of PM in the filter.

When filter capacity is reached, the PCM initiates burn-off of the accumulated PM in the filter by injecting small amounts of fuel during the exhaust cycle, raising the exhaust gas temperatures for a short period. Further measures to increase the exhaust gas temperature are closing the EGR valve and intake shutter valve.

Mazda3 uses a catalysed diesel particulate filter with channels in the filter coated with platinum, which lowers the light-off temperature of the collected PM and allows filter regeneration at a lower exhaust gas temperature of between 350ºC to 500°C. This means that the new Mazda3 MRZ-CD 2.0‑litre turbo diesel does not need a special fuel additive and is maintenance-free. It also allows the diesel particulate filter system to regenerate under normal driving conditions that mixes urban and extra-urban driving.

Sporty Six-speed Manual Transmission from Mazda3 MPS
Mazda3 2.0 MZR-CD has a six-speed manual transmission based on the one used by the high-performance Mazda3 MPS. With a self-adjusting clutch, it allows the driver to get the most out of the car’s high torque and power, delivering responsive driving fun in the first five gears, and low-noise cruising at motorway speeds in sixth gear.

The transmission has a three-shaft design, with a primary shaft and two secondary shafts that make it compact enough for application in Mazda3. First, second and third gears have triple-cone synchronizers and fourth gear has a double-cone synchronizer, which allow full utilization of the engine’s high torque at low revs, while delivering smooth shifting characteristics and improved durability. The transmission’s sixth gear also functions as an overdrive gear that uses engine output fully and allows high speed cruising without using high amounts of fuel.


3. Exterior & Interior
Low Cabin Noise and Enhanced Driving Comfort

MZR-CD 2.0-litre common-rail turbo diesel with low operating noise
Cruise control added for enhanced drive comfort on motorways (Sport only)
During the second half of 2006, Mazda introduced an upgraded version of its best-seller with many updates that included subtle exterior and interior changes that enhance the car’s visual appeal and quality feel – both major strengths of the original model.

On the outside, there are now new press lines at the front for a powerful looking nose, and a subtle rear bumper enhancement and new black bezels for the rear lamps that support a sportier and strong rear end. Also introduced were new wheel designs and seven new colours, and a newly updated Sports Styling kit (Sport only).

The inside of Mazda3 upgrade was given new interior colours (Black & Red cloth, TS2) and a sports-oriented black interior (in cloth or optional leather for Sport models) along with higher quality seat fabrics.

Mazda3 upgrade also introduced features to improve noise, vibration and harshness (NVH) which combined with the new smooth-operating and high-torque 143ps diesel engine, make even sporty driving a comfortable pleasure on a daily basis. These NVH features include new insulation material added to the underside of the bonnet, Thinsulate™, plus acoustic soundproofing to the cabin, and low roll-noise tyres. Taken together, these contribute to making the Mazda3 2.0 MZR-CD one of the quietest cars in its segment. Cruise control (standard on the Sport), makes prolonged motorway driving comfortable – perfect for the new turbo diesel with an overdrive sixth gear.



4. Chassis and Safety
Enhanced Body Stiffness and Suspension

Body shell reinforcements from high-performance Mazda3 MPS
Specially tuned coil spring and damper rates, and larger stabilizers
Larger brakes, ABS, EBD and Emergency Brake Assist (EBA) as standard
The new powerful and high-torque Mazda3 2.0 MZR-CD comes with several body shell and suspension upgrades to ensure the car handles in a completely controllable and predictable fashion. Mazda engineers took the already rigid body shell of Mazda3 upgrade – that introduced a new bracket that reduces suspension housing deformation – and added reinforcements from the super-hatch Mazda3 MPS that include the front suspension upper plate, front cowl member and larger middle tunnel cross member. Together, these features minimise wheel camber change when cornering, give a more linear steering response and enable the Mazda3 2.0 MZR-CD to deliver some of the segment’s most exhilarating handling attributes.

Mazda3 upgrade’s MacPherson strut front suspension and multi-link rear suspension were also enhanced for improved steering response, stability and to deliver an even flatter ride. Suspension updates included optimizing the mounting point of the steering knuckle arm, which reduces understeer during fast cornering and lowers toe-out when driving over bumps.

Also new are rear monotube dampers with a larger piston diameter, for better short stroke damping force, and a new mounting point position for the rear suspension’s lateral link in front of the knuckle, which increases toe-in when driving over bumps. For models with the new 2.0 MZR-CD, engineers made the diameter of the stabilizers 2mm larger front and rear, and retuned the coil spring rates and dampers to deliver Zoom-Zoom handling that is a good mix of sportiness and drive comfort. Like the sporty flagship Mazda3 MPS, the MZR‑CD 2.0-litre version utilises a hydraulic power assisted steering for more response and an optimal driving feel.

These enhancements are supported by improvements in Mazda3 upgrade’s aerodynamics that saw the introduction of a centre under floor cover (hatchback only) and flow deflectors ahead of each tyre. These drag-reducing measures contribute to improved overall handling stability and improved overall fuel economy, especially with the new, high-torque diesel under the bonnet.

Bigger brakes enhance Safety

Mazda3 2.0 MZR-CD also has the same, larger brakes as the 2.0-litre petrol version, to deliver reliable deceleration performance. The system boats 300mm ventilated front discs and 280mm solid rear discs. These form the basis for a complete package of active safety systems – ABS, Electronic Brake-force Distribution (EBD), Dynamic Stability Control (DSC), Traction Control System (TCS) and Emergency Brake Assist (EBA) are standard, with available auto light and rain-sensing wiper systems available on the Sport only.

On the inside, Mazda3 has seatbelt pretensioners with load-limiters for front occupants, plus front, side and curtain airbags. Introduced with the Mazda3 upgrade is a new seatbelt reminder system that warns the driver if anyone in the car (front and rear) is not buckled up. Also new is a safety padding on the steering column that works together with a new steering wheel adjustment lever design to further reduce the risk of injury to the driver’s knees in a frontal collision.
 

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I'd wager that Mazda has been one of the main beneficiaries of MGRs demise. The cars in many ways were not dissimiliar, the Mazda6 in particular being a good match for the 75.
 

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Discussion Starter #4
Is that the joint Ford / PSA engine as used in Focus, Mondeo & 307 etc
The PSA engines haven't been used in the Mondeo up until now. The new Mondeo that is on sale from July will use them, however.

Anyway, this engine doesn't appear to be a PSA engine, as the Mazda3 2.0 Diesel has 1998cc, whereas the PSA one is 1997cc.
 

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Its not like Ford not to commonise parts. The Mazda 3 is basically a Focus and uses most of the Ford / Mazda Duratecs. I am intruiged by the MPS using a blown 2.3 Duratec as this would probably be the basis of the Cosworth I would have built rather than the Volvo engined ST.

I need to do some more research....
 

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Discussion Starter #6
The 2.0D engine in the Mazda3 is the same as the one in the Mazda6.

I guess, logisitically, it doesn't make sense to ship in a Dagenham made Engine, when the cars are built in Japan ;)
 

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Its a funny old world - Duractecs are Mazda developed so I'd assume Ford are building them at an alternate factory to the Japanese one.
Given that Ford got together with PSA to develop the new 1.6, 2.0, 2.2 and 2.7 V6 I cant see the logic in them allowing Mazda to waste money developing their own engines.
 

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It might be a good engine but where is the appeal of the 3? The saloon is ok-sih but on the hatch you approach the front, rm.. ok the side oo,erm, then the rear and its full :sick:time.
 

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It might be a good engine but where is the appeal of the 3? The saloon is ok-sih but on the hatch you approach the front, rm.. ok the side oo,erm, then the rear and its full :sick:time.
Sort-of agree on the styling. The car is very good looking imo but there's something not 100% about the back end - it looks like the numberplate should've been on the boot them was changed to the bumper at the last moment.
 

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Sort-of agree on the styling. The car is very good looking imo but there's something not 100% about the back end - it looks like the numberplate should've been on the boot them was changed to the bumper at the last moment.
It is quite a bizarre looking thing. I'm sure it will be uber reliable etc but frankly it's rather hideous.

Not my type of car ,you may be surprised to hear.
 

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Ford made their own.
And they still do. The 'Lynx' 1.8, 'Puma' 2.0/2.2/2.4/2.5 I4 and the upcoming Puma 3.2 I5 are Ford's own work, and live on in the Focus/Mondeo/S-Max/Galaxy (in the case of the 1.8), X-type, Defender, Transit, Ranger and PSA's commercial vehicles.

Additionally, the Lion 2.7 V6 and 3.6 V8 engines are all Ford's own work, although PSA supplied some packaging constraints for the V6 so that they could use it.

The other engines (1.4/1.6/2.0/2.2) are largely PSA's own work.
 

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Discussion Starter #15
What will the 3.2 i5 unit be used for Andy? Is it a commercial vehicle engine, or passenger car engine?
 

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What will the 3.2 i5 unit be used for Andy? Is it a commercial vehicle engine, or passenger car engine?

It's a commercial vehicle engine, announced at the Commercial Vehicle show last week.

It'll see service in the Transit by the end of the year. It's based on the 2.4 I4 Puma, with a slightly longer stroke and of course an additional cylinder. It makes 200PS, with a torque peak of 470Nm.
 
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