The history of the Mazda 2.2 MZR-CD diesel engine began in the 80s with the R2 motor, which appeared after boring of the RF engine, which had a cylinder capacity of 2.0 liters. The Japanese manufacturer mainly used the power unit for vans and other light commercial vehicles.
In 2008, in preparation for the use of the motor on the most popular on the market passenger cars Mazda 3, Mazda 6 and crossovers CX-7, its radical modernization was carried out, and the differences from the similar 2.0-liter sample were more than significant. For example, the timing drive received a chain, a pair of camshafts is provided for the cylinder head, the chain drive after the update is provided for the oil pump. Only cylinder diameter, Common Rail fuel equipment and the method of regulating the value of thermal gaps are common between the two motors.
Mazda 2.2 MZR-CD made its debut in the summer of 2008 with the launch of Mazda 6. A little later it appeared on the two above-mentioned models of the brand. Depending on the settings of electronics, such a diesel is able to give out within 125-185 “horses” of power.
At a more detailed consideration of the unit, and first of all its reliability, it is necessary to point out the presence of a number of congenital defects that make the operation very problematic, and the reliability is mediocre. Not surprisingly, there is a steady demand for Mazda 2.2 MZR-CD on the contract motor market.
Mazda R2AA 2.2 motor specifications
| Characteristics | Parameter |
|---|---|
| Exact volume | 2184 cm³ |
| Power system | Common Rail |
| Engine power | 150 – 185 hp |
| Torque | 360 – 400 Nm |
| Cylinder block | Cast iron, R4 |
| Cylinder head | Aluminum, 16 valves |
| Cylinder diameter | 86 mm |
| Piston stroke | 94 mm |
| Compression ratio | 16.3 |
| Engine Features | DOHC, balancer shafts |
| Hydrocompensators | No |
| Transmission timing | Chain |
| Fasor regulator | No |
| Turbocharger | IHI VJ42 |
| Oil | 4.7 liters 5W-30 |
| Fuel type | Diesel |
| Environmental class | Euro 4/5 |
| Example service life | 275,000 km |
| Engine weight | 202 kg (with attachments) |
General Powertrain Reliability
Despite the fact that the reliability of the 2.2-liter unit is higher than that of its 2.0-liter counterpart, it is far from ideal. Having several defects, laid down at the stage of design and production, the Japanese engine is prone to burnout of washers, placed under the injectors, and in this case the engine will have to be completely replaced. The weak point is also insufficient resource of the timing chain.
Oil in the sump
The particulate filter of the motor is not as problematic as on the 2.0-liter unit, but here too there are drawbacks. Regeneration of the filter is carried out on average after 200 kilometers of mileage, and in case it coincides with the period of engine operation without load (less than 2000 rpm), fuel penetrates into the sump. The reason for this is the increased fuel supply in order to finally burn the fuel inside the filter, but in fact the fuel leaks between the cylinder walls and the rings, collecting in the sump.
When driving mainly in urban conditions, after 6-8 months the level of oil-fuel mixture in the sump exceeds critically acceptable values. The problem can be detected both by simply measuring the oil with a dipstick, which has a corresponding risk with the designation “X”, and by a flashing light of oil pressure in the system.
The only way to counteract the occurrence of such a problem is regular driving on country roads, if possible with a good load on the engine.
Turbo
Mazda uses an IHI VJ42 turbine for this engine. The unit itself, which has a variable geometry, turned out to be reliable and high quality, but its life is most negatively affected by mixing oil with diesel fuel. As a result of deterioration of lubrication quality, the shaft with bearings wears out at an accelerated rate, the probability of backlash and getting into the system increases.
In the vast majority of cases, there are no complaints about the geometry change, and it works throughout the life of the unit without problems. Failure of the turbine position sensor will be reflected not only by the occurrence of an error, but also by a drop in motor power. Mazda does not consider it as a separate element, offering it as a complete set with the turbine assembly, but there is a single analog on the market.
The fuel injector
For fuel supply is responsible for the Denso HP3 fuel injector, in general quite a good pump, but having the only serious drawback – the reliability of the metering valve. It is responsible for the volume of fuel delivered to the plunger. In general, it is fully consistent with the fuel pump used in conjunction with the updated 2.0-liter RF7J motor.
In the case of problems with the performance of the valve immediately begin difficulties with starting the engine, the stability of revolutions when working without load, it is possible to occur bouncing and spontaneous stopping. In the process of diagnostics of the fuel injector, the problem is easily identified, and the valve itself can be replaced with a new one.
Fuel injectors
The supplier of injectors for the diesel engine under consideration from Mazda is the company Denso. Referring to the third generation, they demonstrate a fairly good survivability, especially when using high-quality diesel fuel. The fuel supply provides for a pressure of 2000 bar.
The most common problem of injectors is the failure of the two-way valve, which is forced to constantly work under heavy loads. Its wear leads to the fact that a significant part of the supplied fuel is sent to the return. To replace the valve with a new one is not a big problem, but it is additionally recommended to prescribe it in the engine ECU. Not necessarily, but it is better to do. Recommendations of Mazda engineers also provide for calibration of injectors, which will require connecting them to the mass of the fuse panel contact.
Washers under the injectors
This is the most dangerous of the problems characteristic of the Japanese motor. Burned washers open the access of combustion products under the valve cover, as a result of which oil burnout occurs at a high rate. Fractions formed in this process clog the oil receiver, reduces the supply of lubricant to the main working parts with a sharp acceleration of wear. The camshafts and crankshaft journals are the first to suffer. Actions not taken immediately cause the engine to fail without the possibility of repair.
Fuel ramp
The main elements that require attention are the pressure sensor, which gives the command to open the emergency valve when the pressure in the system reaches above 2410 bar.
The timing chain
The chain ensures the operation of the vacuum pump and the exhaust camshaft. In turn, the camshaft, responsible for the intake, rotates helical gear. In this case, its resources are ridiculous 50-100 thousand kilometers, after which the stretching exceeds critically acceptable values. In this case, it can simply slip off with the destruction of valves after the impact of pistons.
You can check the stretching in the process of engine diagnostics, and not necessarily at official dealers. Deviation between the shafts of 10.45 degrees and above is a sufficient condition for mandatory replacement of the chain. Change is better to carry out in a set, changing all the tensioning elements and the chain to the oil pump. If you buy analogs, you will have to spend about $300 for spare parts.
Valve drive
The manufacturer’s recommended interval for adjusting thermal gaps is 120 thousand kilometers, and the procedure does not require the use of any special tools.
Stretching the timing chain
The chain on the Mazda 2.2 MZR-CD engine stretches at ridiculous mileage from 50,000 to 100,000 kilometers. Problems with it manifested themselves during the warranty period, so Mazda conducted service campaigns to replace it. A stretched chain, as usual, starts rattling on a cold engine and can jump, causing the pistons to hit the valves.