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Powered by the 222-PS / 163 kW (219 HP) V-6 with S-VT, the engine achieves its peak horsepower at 6,250 rpm. Torque output peaks at 273 Nm (202 foot-pounds) at 4,500 rpm.
"The new V-6 with sequential valve timing gives Mazda 6 uncompromised power and torque," Saruwatari said. "We believe it is the ideal complement to the refined, fun-to-drive nature of the Mazda 6 chassis."
For maximum fuel efficiency, the new V-6 incorporates friction-fighting features. Roller finger cam followers, with bucket-style tappets, minimize valvetrain friction that could negatively impact fuel efficiency.
The V-6 also takes advantage of the same air cleaner with variable duct and reduced back-pressure exhaust strategies as the four-cylinder engine range.
The aluminum cylinder block is manufactured with iron cylinder liners for durability. Four main-bearing caps and two longitudinal stiffening rails are combined in one girdle casting that is bolted to the cylinder block. This girdle has nodular iron-stiffening inserts surrounded by die-cast aluminum.
A structural cast-aluminum oil pan strengthens the bottom of the block and provides a rigid engine-to-transmission connection.
Cast aluminum alloy cylinder heads feature a pentroof-shaped combustion chamber that provides a 10.0:1 compression ratio. Intake valves are 33.5 mm in diameter and exhaust valves are 28 mm in diameter for excellent breathing properties.
The engine's forged steel crankshaft has nine fully machined counterweights. Connecting rods are sinter-forged for fracture-splitting. Pistons are a lightweight design with a graphite and molybdenum coating that minimizes piston skirt-to-cylinder-wall friction.
A single silent chain - with hydraulic tensioning - drives both camshafts in each cylinder bank. Each tubular steel camshaft is assembled with sintered high-carbon steel lobes.
The intake manifold is a two-piece composite-plastic design lower component that is integrated with the fuel delivery rail.
Twin-spray top-feed injectors are supplied by a returnless fuel system and triggered sequentially in synch with each cylinder's intake valve opening. The fuel pump is located in the fuel tank and computer controlled to deliver a robust range of pressures, depending on demand. A rear electronic module commands the pump and monitors fuel-rail temperature to guard against vaporization; if the fuel is warm enough to verge on vapor formation, output pressure is raised to maintain mass flow at the injectors.
A coil-on-plug ignition system eliminates secondary leads by positioning one coil triggered by the powertrain control module immediately above each spark plug.
http://www.carseverything.com/content/article/1346.3/?SID=759869a62618a193146058936667652a
"Mazda puts the SVT into Ford's engine"
Prices are not officially released yet, but the car will probably cost a little more than the 626 it replaces.
A couple of posts above said regular gas can be used in the V6 engine.
This plant has introduced the "Cosworth casting process," which is also used for the peak performance F1 auto-racing engine. This casting process technology has been provided by Ford and Cosworth from England, and then matured and innovated by Mazda-specific technology. Through this, the mass production of quality, lightweight, and compact engines has been attained, and an epoch-making production process, producing at a lower cost than cast iron engines, realized.
http://www.mazda.com/mnl/200204/jisedai.html
I don;t remember if it was turbocharged or NA.
The 2.5L V-6 in my '00 626 is very well engineered, but both these new 6 engines appear to be even better. Anyone here on the board ever work on a Duratec? How easy are they to work on? The under-hood layout and design of the 2.5L in my 626 make working on it rather painless most of the time. Mazda seems to have good attention to detail in that regard. I can't say that much for the manufacturers of many other FWD cars I've worked on, however (especially domestics). Hopefully the new 6 will be comparable to the 626 in that respect, although I am a bit concerned that the larger Duratec will be a rather tight fit under that sleek looking sheet metal.
http://www.mazdaatenza.com/images/imggal/pages/yellow3.htm
stock will be the 5 poing grill with the chrome bar across the top.
I think for NA, they're reserved for the Mazdaspeed version (and aftermarket add-ons available through the select dealerships, of course).
No car *needs* more than 150 hp or so. Period. That is more than enough to reach speed limits and pass trucks on the highway. More than that is just for fun... or to compensate for something else!!
Many people think that only hps make a car fun to drive. It's not, it's the whole experience... It's the handling, the sound of the engine, how it communicates the feeling of the road, how it corners, how it makes you feel the speed... It's not about how fast it can go or how quick it can reach 60, it's how it makes you feel getting there.
And my question was "Why is 20hp more in a heavier (and uglier, but that's personal opinion) vehicle (such as the Accord or Altima) such a big deal?" I merely do not share this silly fascination with larger numebrs that the masses seem to have, when it comes to large numbers in the hp column.
Drivability is a whole different issue, and in almost all cases, the lack of 20hp (around 8%) in a car over 5% lighter will be impossible to notice, whereas higher torque will make a huge difference, particularly in city driving. Add the amazing handling the 6 offers to the package, and I just don't see the logic behind the hp fanatics' case!
I've driven my fair share of large displacement 6 cylinder vehicles - rentals, borrowed cars etc - and none of them has the sprightly feel that 4-cylinder sedans offer!
but the body that wrap around this impressive piece of engineering.... um.... eh...... yeah....
I think we should move this engine discussion over to the comparison board before Pat come around and putting the law down :-)
For a true auto enthusiast, the handling, looks, chassis, ride, steering, gearchange, engine, etc. etc. ALL contribute to whether the car is right for them.
I did not buy my ZX3 because of its engine, I bought it because of all the other reasons which made the car so much fun to drive. As long as the engine doesn't impede on the fun (which it doesn't), it's only one issue to be considered and nothing that can really rule out the purchase.
But as things stand, you recognize the superior overall value of the Mazda package vis-a-vis the Accord
ie: The (relatively benign, and harmless, in this case) Ford-ness of the Mazda 6s engine is easily overcome by the vehicle's design, performance and handling! Just what we've been saying all along, just not in so many words! Glad we're on the same page now :-)
Still not sure about The_big_h though.
4-speed with the 4-cylinder engine, 5-speed auto with the V6 from what I have heard.
Although, in your defense (and mine too
But I so wish I had a 5 speed! Next time, I guess :0
I agree with that statement 99%. IMO, the new Accord's styling is as offensive as Andrew Dice Clay performing at a Feminist's convention. The styling is definately a turn off. Even if I was fall down drunk, it still wouldn't look good.
I think it would be great if magazines would start publishing the integral values of the horsepower curve from about 800 RPM to the peak HP RPM. That would be a very valuable number. Well..at least to me and those who can still remember calculus.
BTW, they'll show the car at the Paris Auto Show in about three weeks.
http://www.mazda.com/publicity/public/200209/0903e.html
As the owner of a 3 year old Galant V6 I can tell you I've never been happier with the performance and reliability of a car and that includes the Hondas and Toyotas I've owned in the past.
My car has knock out looks, good performance and has been near trouble free for three years. I recently completed a 1500 mile trip where my 190hp V6 got 32 mpg on the highway with the air conditioning running all the way. If you think a good looking Mitsubishi should be disqualified from consideration for other reasons you might want to think again. This Mitsubishi has been "so dissappointing" to me that I plan on buying the car when it comes off lease in November. I've never condsidered doing that with any other car in the past. Yes, it is a Mitsubishi and that's not a bad thing. The 6 may well get my consideration a year or two out when I decide to sell my Galant, but for now I look forward to continuing to enjoy it.