Ford-Mazda 2.0L Duratec HE/MZR LF engine

Engine characteristics Duratec HE 2.0/MZR LF

Production – Valencia Engine
Years of release - (2001 - 2010)
Cylinder block material - aluminum
Power system - injector
Type - in-line
Number of cylinders - 4
Valves per cylinder - 4
Stroke - 83.1 mm
Cylinder diameter - 87.5 mm
Compression ratio - 10.8
Engine volume - 1999 cm3.
Power - 141-155 hp /6000 rpm
Torque - 185Nm / 4500 rpm
Fuel - 95
Environmental standards - Euro 4
Fuel consumption — the city of 9.8 liters. | track 5.4 l. | mixed 7.1 l/100 km
Oil consumption - up to 500 g / 1000 km
Dry weight of Duratec 2.0 engine ~93 kg.
Geometrical dimensions of Focus 2.0 engine (LxWxH), mm —
Engine oil Focus 2.0:
5W-20
5W-30

Resource:
1. According to the plant - 350 thousand km.
2. In practice - up to 500 thousand km

TUNING
Potential - unknown
Without loss of resource - unknown

The engine was installed on:






Ford Galaxy Mk III

Malfunctions and engine repair Mondeo-Mazda 3/6 Duratec 2.0 MZR LF

Ford Duratec HE 2.0 L engine. 145 HP the design is the same, but with cylinders of a larger diameter (87.5 mm versus 83 mm). The MZR LF series was developed by the Japanese company Mazda and was used by Ford as part of the cooperation between the two companies. Compared to 1.8 liters, a two-liter counterpart looks preferable from all sides: the consumption is the same, more elastic, more powerful, quieter, free of the lack of floating speed, as at 1.8. The resource of the Ford Duratek / Mazda MZR 2.0 engine, according to the plant, is 350 thousand km. the real motor resource is about that, but there are cases of mileage of 400-450 thousand without a major overhaul.
There is also a timing chain drive, which significantly increases reliability (chain life 200-250 thousand km). All motors have the problem of the fragility of the camshaft seals. The thermostat often breaks even before 100 thousand km. and the engine does not heat up or vice versa overheats. You also need to monitor the condition of the candle wells, if oil is found there, you need to tighten the valve cover or replace the gasket. If after 3000 rpm the car refuses to drive and the Check Engine lights up, then the time has come to replace the intake manifold flap control valve. In addition, every 150-160 thousand km it is necessary to adjust the valve clearances, there are no hydraulic compensators on the Duratec HE 2.0, by the way, there are no hydraulic compensators on the Ford Focus,, 1.8, 2.0 engines at all. Despite all these little things, 2 liters. very good motor, reliable and considered one of the best Ford Duratec motors. In 2010, this motor was replaced by its own restyled version Duratec HE GDI Ti-VCT, with variable valve timing, 150 hp.

Tuning engine Ford Focus 2.0 145 hp Duratec HE/Mazda 3.6 MZR LF

Chip tuning Focus\Mondeo\Mazda 3 2.0

Tuning offices offer firmware with an increase in power up to 160-165 hp. As you know, in practice, only the firmware of a naturally aspirated engine will do little, no need to build illusions, in order to feel additional power, you need to change the receiver to a sports one (Cosworth for example), you need a cold air intake, a 60 mm throttle valve, reinforced connecting rod bolts, sports camshafts ( for example Cat Cams 277/269), 4-2-1 exhaust without a catalyst, but rather a full forward flow, skate online and get about 200-210 forces.

Compressor for Focus \ Mondeo 2.0

We do everything that is done on the younger Duratec HE \ MZR, a PK-23-e mechanical supercharger (or a more expensive and reliable compressor), an intercooler, injectors from Mondeo 2.3, MAF from ST focus, a thick cylinder head gasket, an intelligent tuner and all this collect in a heap. A well-tuned motor will give out 200-plus hp, this will be the most optimal approach to tuning such a motor. You don’t need to deal with a hellish collective farm and install even more powerful 1 bar compressors and try to surpass the 5-cylinder Duratec 2.5, the reasons are simple: it’s not financially profitable and not very reliable, you don’t want to hang on a lift more than ride? :)

The choice of a boat motor is complicated today by the fact that the market provides us with a wide range of products from different industries, both domestic and foreign.

Overview of Yamaha 2 hp outboard motor models with prices

Since the 60s of the last century, Yamaha has been considered a major global manufacturer of outboard motors for boats. Possessing high-quality characteristics, these motors have gained universal fame. There are seven types of motors and many of their modifications produced in factories in Japan.

In Russia, Yamaha supplies 4 main types of motors: Hi-Tec, Original, Four Stroke, Enduro. First model from 2-250 hp has a separate supply of oil and fuel, additional equipment. Original is a very reliable model with a small amount of equipment with additional characteristics and its power is 20-200 hp. Four Stroke, whose power is from 2.5 hp. 200 hp each, has a four-stroke engine. As for the fourth model, it is used in difficult conditions, for which it undergoes modern training.

Prices for motors occupy the budget, medium and even premium levels. That is, prices range from just over 20,000 to more than 800,000 rubles. For example, a Yamaha 2 HP model. with a manual start, a transom height of 381mm varies between 23,500 -25,500 rubles. You can buy the Enduro model starting from 186,000. And the Yamaha L 250 Getox costs 815,480 rubles.

The main characteristics of outboard motors 2 hp

It makes no sense to talk about which type of motor is better, since the choice of one or the other depends directly on the nature of their operation.

There are two types of outboard motors for boats:

• two-stroke;
• four-stroke.

Each type has a number of advantages, but is also not without disadvantages.

Returning to the Yamaha 2 hp outboard motor, its characteristic features should be mentioned, such as a two-stroke engine with one cylinder in a volume of 50 cubic cm, a 1.2-liter built-in is hidden under the engine and takes up little space, because it eliminates the need placement of a separate tank, high-quality maneuvering and traction when moving backwards is ensured using circular steering.

The advantage of the technical side is the loop purge of the engine cylinders, which in many ways improves gas emissions into the atmosphere, contributes to their effective removal, thereby increasing engine performance.

Peculiarities

• The motor weighs over 9 kg, has a tiller with all necessary control systems, has a configuration of 417 mm in transom height, electronic condenser ignition.
• Among fishermen and water enthusiasts, this model is also popular because it has a special emergency stop cord and includes professional multi-purpose protection against rust and salt.
• Instant engine start, long service life even under difficult weather conditions, low noise effect, environmental friendliness are also features of 2 hp.
• Motor model Yamaha 2 hp combines low cost, excellent performance, quality and modern manufacturability.
• The motor of this model among low-power ones has practically no competitors. And therefore, it does not leave the assembly line for quite a long time and does not have any significant changes. And given the fact that many corporations have removed two-stroke models from production altogether, the circle of choice has narrowed significantly.
• And even based on the rationality of buying a similar four-stroke engine instead of a two-stroke, the advantages of a light, convenient and inexpensive 2 hp are obvious.

Speed

If your goal is not to quickly swim for long kilometers, then this model can be safely purchased. Regardless of the length and design of the boat, the 2 hp motor. generates the same speed response on all boats.

The non-planing mode also does not significantly change the speed, despite the load of the boat. In still water, the speed is from 7 to 10 km h. Also 2 hp models. are also used as an auxiliary means with motors of greater power.

Control

The principle of operation of electric ignition is that the capacitor is charged by current and discharged by means of a transformer in the time necessary to ignite the fuel mixture. During ignition, the electronic key opens with an impulse, and it, in turn, discharges the capacitor through the spark plug.

It is connected directly to the crankshaft by means of a shaft and a gearbox. This means that while the motor is running, the screw is always in a rotating state. However, this fact does not cause any inconvenience.

To engage reverse, you need to turn the motor 180 degrees and throw the tiller in your direction. In the event of such a situation, when the driver of the vessel gets overboard, the engine is turned off automatically using the safety checks in order to prevent injury to a person on the propeller.

Running in

Yamaha engines work on 92 and 95 gasoline in combination with 100 to one oils. The recommended oil is Yamalube. But when the ratio changes to 25/1.

• Before mixing the fuel, it is necessary to leave the room, make sure that there are no smokers nearby, and do not use plastic utensils. When refueling the engine, it is necessary to ensure the complete absence of an electric spark.
• Mixing begins with a small amount of gasoline, then oil is added to a special bowl and then the rest of the gasoline is poured. After mixing everything, you need to carefully pour the contents into the tank.
• Let's start the engine. Do not run the engine out of water, otherwise the water pump may be damaged or the engine may overheat. It is also necessary to ensure that no body parts or hair get caught in the screw when starting.
• The gas supply must be small so that the launched boat does not pull ahead. All obstacles in the way of the boat must be removed.
• Before running the engine, you need to pour oil a little more than the norm, and within 10 hours the ratio was 1 to 25.
• In order not to spoil the motor and not to overheat the engine, you do not need to start it out of the water.
• In the first 15 minutes, when the engine is idling, you need to strictly monitor the cooling system.
• After that, the 2nd stage of running-in begins at speeds up to 3500. These speeds must be changed every 15 minutes.
• At stage 3, the revolutions are up to 4500. This time is from 2 to 4 hours.
• Stage 4 requires the use of gas for 1-2 minutes. Here you also need to change the speed and constantly monitor the water pump.

So, summing up all of the above, it should be emphasized once again that to purchase a 2 hp model. you need it if you have to calmly swim at low speeds, if the main thing for you is compactness and lightness.

Toyota 1HZ engine

1HZ motor specifications

Production	Toyota Motor Corporation
Engine brand	1HZ
Release years	1990-present
Block material	cast iron
engine's type	diesel
Configuration	in-line
Number of cylinders	6
Valves per cylinder	2
Piston stroke, mm	100
Cylinder diameter, mm	94
Compression ratio	22.4 22.7
Engine volume, cc	4164
Engine power, hp / rpm	131/3800
Torque, Nm/rpm	285/2200
Environmental regulations	-
Turbocharger	No
Engine weight, kg	-
Fuel consumption, l/100 km (for Land Cruiser 100) - city - track - mixed.	14.1 10.8 11.1
Oil consumption, g/1000 km	up to 1000
Engine oil	5W-30 10W-30 15W-40 20W-50
How much oil is in the engine, l	9.5
Oil change is carried out, km	7000-10000 (preferably 5000)
Operating temperature of the engine, hail.	-
Engine resource, thousand km - according to the plant - on practice	- 500+
Tuning, HP - potential - no loss of resource	- -
The engine was installed	Toyota Land Cruiser 70/105 Toyota Coaster

Reliability, problems and repair of the 1HZ engine

In 1990, the Toyota 1HZ engine was released, which was found on Land Cruiser 70, Land Cruiser 105 and Coaster cars. The cylinder block of this engine is made of cast iron and has an in-line 6-cylinder layout. The cylinder diameter is 94 mm, and inside there is a crankshaft with a piston stroke of 100 mm. This provides a working volume of 4.2 liters.

The block was covered with a cast-iron head with separated vortex combustion chambers. The cylinder head has one camshaft with two valves per cylinder. Inlet valves diameter 42.5 mm, exhaust 36 mm, valve stem thickness 8 mm.
1HZ valve adjustment is required after every 40 thousand km, but they can remain normal even with much higher mileage.Valve clearances (cold engine): inlet 0.15-0.25 mm, outlet 0.35-0.45 mm.
Rotates the camshaft toothed belt. The timing belt is replaced after 100 thousand kilometers, and in difficult conditions after 80 thousand kilometers.

Unlike related 1HD engines, the Toyota 1HZ diesel uses port fuel injection. In addition, the engine is atmospheric and there are no turbines.

Since 1998, the engines have received a reinforced cylinder block, the same reinforced crankshaft, the pistons have been modified, the glow plugs have been replaced, and the compression ratio has decreased to 22.4.

The EGR system, which was added in 2002, helps the engine meet environmental standards.

Production of the 1HZ internal combustion engine for Toyota's mainstream vehicles ended in 2007 and was replaced by the 1VD-FTV turbodiesel. But the release of the old aspirated continues to this day, it is put on the Land Cruiser 70.

Problems and disadvantages of Toyota 1HZ diesel engines

The motor is simple, reliable and very durable. It is unpretentious and can work for a long time on fuel of not the highest quality. He does not have any miscalculations, diseases and weaknesses. With normal and regular maintenance, the 1HZ resource easily exceeds 500-600 thousand km or more.

1HZ engine tuning

Cheaply this motor cannot be shaken in any way, it is worth putting up with it or buying a more powerful car. To add power to it, you will have to pay for the installation of a 1HZ turbine along with an intercooler, with everything related and with tuning. But this is true if the engine is fresh, otherwise it is better to do a 1HDT diesel swap with a turbine. Both options are expensive, cheaper and more reliable to buy a Land Cruiser with a 1HD engine.
If you have a donor 1HD-T, you can convert your 1HZ to 1HD-T. This requires a cylinder head, pistons, connecting rods, a turbine with a manifold and a downpipe, a pump, injectors, an intake system with a manifold and everything related. In the block, you need to make a hole for the oil supply to the turbine and organize an oil drain. This will add agility to the track.

Ford Focus 2.0 engine installed on the Focus of all three generations. True, the design of these power units is different. Naturally, the device and characteristics of the Focus 2 liter engines are different. The first Focus had a Zetec-E 2.0 series engine under the hood, on the second and third generations of the car, a motor from the Duratec-HE 2.0 and Duratec-HE Ti-VCT series, respectively, was installed. Today we will talk about all the power units in more detail.

So, on the Focus of the first generation, they installed Zetec-E 2.0 with 16 valves. This is a typical DOHC with a timing belt. Cast iron cylinder block. There are no automatic hydraulic tappets or hydraulic compensators in the valve mechanism, so the valve clearance must be adjusted manually. Engine specifications below.

Ford Focus 1 Zetec-E 2.0 engine

• Working volume - 1989 cm3
• Cylinder diameter - 84.8 mm
• Piston stroke - 88 mm
• HP power – 130 at 5500 rpm
• Torque - 178 Nm at 4500 rpm
• Timing Drive - Belt (DOHC)
• Compression ratio - 10
• Fuel consumption in the city - 11.7 liters
• Combined fuel consumption - 8.7 liters
• Fuel consumption on the highway - 6.9 liters

On the second Ford Focus, the Duratec-HE 2.0 engine appeared. The cylinder block of the 2-liter engine is cast from an aluminum alloy, the cylinder head is also aluminum, like the pan. The in-line four-stroke, 4-cylinder, 16-valve petrol unit has an electronic fuel injection control system. A feature of this motor is the presence of a chain in the timing drive.

There are no hydraulic compensators in the valve mechanism of the Focus 2 engine with a volume of 2.0 liters, so the thermal clearance must be adjusted manually. Between the camshaft cams and the valves are cylindrical pushers, the so-called “glasses” of the valves. It is the selection of pushers with different thicknesses of the bottom of the glass that the desired gap is selected. This is a rather time-consuming job, requiring the removal of camshafts. Motor specifications below.

Ford Focus 2 Duratek 2.0 engine

• Working volume - 1999 cm3
• Number of cylinders / valves - 4/16
• Cylinder diameter - 87.5 mm
• Stroke - 83.1 mm
• HP power - 145 (107 kW) at 6000 rpm
• Torque - 185 Nm at 4500 rpm
• Timing Drive - Chain (DOHC)
• Compression ratio - 10.8
• Fuel consumption in the city - 9.8 liters
• Combined fuel consumption - 7.1 liters
• Fuel consumption on the highway - 5.4 liters

The Ford Focus III received the same 2-liter Duratec, but the unit received a modern timing system, which added power and reduced fuel consumption. The chain in the timing drive remained. A photo of this power unit is below.

The characteristics of the 2-liter Focus engine of the 3rd generation are below.

Ford Focus 3 Duratek 2.0 engine

• Working volume - 1999 cm3
• Number of cylinders / valves - 4/16
• Cylinder diameter - 87.5 mm
• Stroke - 83.1 mm
• HP power – 150 (110 kW) at 6000 rpm
• Torque - 202 Nm at 4500 rpm
• Timing Drive - Chain (DOHC)
• Compression ratio - 11
• Fuel consumption in the city - 9.6 liters
• Combined fuel consumption - 6.7 liters
• Fuel consumption on the highway - 5 liters

The Duratec HE 2.0 of the second Focus differs from the third generation engine in the presence of a Ti-VCT system (variable valve timing system). In addition, there was a system of direct fuel injection GDI. All this made the motor very efficient and reliable.

2L is a member of Toyota's third family of diesel engines.

The L diesel engine family appeared in October 1977 and is still in production today! A simple single-shaft head with an intermediate shaft, a belt drive, a mechanical injection pump - this was the basis, and on the 2L modification, an electronic injection pump and a modified valve opening drive appeared.

The 2L engine was 2.4 liters, here are the options for its execution against the backdrop of the entire "family":

1977–1983 - 2.2 L (2.188 cm3) L

1980–200? – 2.4 L (2.446 cm3) 2L

19??-2006 - 2.4 L (2.446 cm3) 2L-TE

1989–20?? – 2.4 L (2.446 cm3) 2L-THE

1991-1997 - 2.8 L (2.779 cm3) 3L

1997-???? – 3.0 L (2.986 cm3) 5L

So, a 2L engine with a volume of 2.4 L (2,446 cm3) in-line four-cylinder diesel engine, a cylinder diameter of 92 mm and a piston stroke of 92 mm is the ideal proportion, such engines are the most successful! The compression ratio is high, about 22.3:1, and the maximum speed is 4800 min-1. Power output from 76 to 87 hp (57 - 65 kW) and torque 15.8–16.8 kg m (155–165 N m).

Engines 2L were remembered by all servicemen and repairmen for numerous breakdowns and cracks in the head - very often it failed due to overheating. This happened for two reasons - in many models the expansion barrel was too low and the system was easily aired. The second reason is an extremely inefficient pump, a design similar to the Zhiguli one:

Wow! Drive by an external service belt, which can break at the most inopportune moment, and a viscous coupling to turn on the heating fan - the design is not reliable, it causes motors to overheat in traffic jams! I don’t know, maybe in those distant times there were no traffic jams at all?

The design of the head is the same as in the old Zhiguli - one camshaft, 8 valves on the guide, drive through rocker arms, no hydraulic compensators and other difficulties.

The head is aluminum, the drive is made by a belt and, just like on the Zhiguli, there is an intermediate shaft - the injection pump drive is organized through it and it also performs the functions of a balancing shaft - after all, in-line four-cylinder engines with a volume of more than 2 liters are not produced without it. These shafts look like this:

It should be noted that the engine 2L in design it is similar not only to the engine from the old Zhiguli, it also has something from the "eight" engine: a trochoid-type oil pump, it is dressed on the bow of the crankshaft, we considered this design to be quite reliable, because it was on the VAZ -2108, and every master knows that the figure eight was a very reliable car:

We would now say that this motor is archaic, but the Japanese are brave people and stuck a turbine into it, so the simplest "turbo" revision appeared 2L-T.

The simplest turbine paired with a mechanical injection pump, this raised the power to 85-91 hp. (from 63 to 68 kW) at a speed of 4000 min-1, and the torque increased to a solid 188 N * m at 2200 min-1.

This revision of the motor was installed on the Hilux, Cresta Super Custom, Land Cruiser, Blizzard LD20 (1984-1990) models and even in English Metrocab TTT 67 kW (2000–2006):

The next cool experiment was the revision 2L-TE- "cunning" electronics were added to the high-pressure fuel pump and EFI(Electronic Fuel Injection) - electronic fuel injection.

It was already in 1982 year and it was very brave! Of course, before that EFI(electronic fuel injection) has been used on petrol models for several years, but they use a pump with much lower fuel pressure! Buying this motor in those years was a real suicide - these Toyota systems did not work properly for another 20 years! Only nowadays, systems similar to those, buyers began to buy without fear (by the way, in vain!)

Application of electronic injection ( EFI) on a diesel engine 2L-TE allowed to increase power and torque even more - now they began to remove 97 hp from the same iron. (72 kW) at 3800 min-1 and maximum torque 221 N*m at 2400 min-1.

It can be assumed that this "trick" did not add reliability at all .... but this motor was installed on the "top" models: Hilux, Land Cruiser Prado, Mark II / Chaser / Cresta, Toyota Hiace Super Custom.

But later an even more "evil" version appeared 2L-THE in it, a high-pressure supercharger was added to the electronic high-pressure pump, the maximum power increased to 100 hp. (74 kW) at 4000 min-1, and the maximum torque increased to 221 N * m at 2400 min-1.

Even in this engine, the design of the cylinder head was changed, doing everything the same as on the VAZ-2108, the shims on the valves and the camshaft above them (i.e. without rocker arms and intermediate shafts), well, with such a design of the valves as on the G8 "only eight:

Such "super-" engines were installed on the Crown in the 120th and 130th body, this lasted from 1983 to 1993 and I don’t remember that these cars would be popular with us ... diesel was considered very NOT reliable there .. ..