05.06.2012
Air intake system The air intake system is used to supply air to the engine cylinders. The system consists of an air intake, an air filter housing, a turbocharger, a VSC (Variable Swirl Control) actuator and dampers, a throttle valve, an intake manifold, tubes and hoses. To facilitate starting a cold engine, glow plugs are installed in the intake ports.
Variable Air Intake System (VSC)
The system consists of an electro-pneumatic valve, an actuator and four dampers installed in the intake manifold and blocking one of the two intake ports of each engine cylinder. The system serves to reduce the toxicity of exhaust gases at low crankshaft speeds. At a low speed, at the signal of the engine control unit, the electro-pneumatic valve opens the vacuum channel, as a result of which vacuum is applied to the VSC system drive.Under the action of vacuum, the drive closes one of the inlet ports of each cylinder with the help of dampers, as a result of which air is supplied to the open inlet port with greater intensity and a swirl occurs in the cylinder, which contributes to better fuel evaporation, distribution of the air-fuel mixture over the volume of the combustion chamber, as well as helps to reduce smoke.
Turbocharger with variable vane geometry
A turbocharger with a variable geometry system (changes in the position of the blades located in the nozzle apparatus) VGT (Variable Geometry Turbocharger) is installed on the WL engine of the new generation. The main advantages of a fixed geometry turbocharger are as follows.
When operating at low engine speeds, for a conventional turbocharger with an exhaust gas bypass valve (previously installed on WL-T engines), there is a phenomenon called "turbo lag", caused by a decrease in the flow (amount) and pressure (and with it the speed) of the exhaust gases. gases. In other words, the flow of exhaust gases is insufficient to bring the turbine, connected directly to the compressor, to the operating speed at which the turbocharger is effective.
Consequently, the boost pressure drops, and with it, both the filling of the cylinders and the engine torque decrease. The use of a variable geometry turbocharger makes it possible to minimize the "turbo lag" phenomenon by changing the flow area in the turbine nozzle apparatus. With a decrease in the flow area in the turbine nozzle apparatus, the pressure of the exhaust gases in front of it increases, which is then converted after passing through the nozzle apparatus into the speed of the flow incident on the turbine wheel.
The speed of the turbine wheel increases, the speed of the compressor wheel increases, and hence the boost pressure.
The turbocharger uses the energy of the exhaust gases to further compress the intake air and deliver it to the cylinders with higher pressure and density, resulting in more power, lower fuel consumption and improved engine performance. The change in boost pressure is carried out by changing the position of the guide vanes mounted on the turbine housing. The position of the guide vanes is controlled by the engine control unit using the boost pressure control solenoid valve. At the signal of the engine control unit, the solenoid valve opens, connecting the vacuum channel between the vacuum pump and the air drive of the turbocharger guide vanes, as a result of which the drive rod connected to the lever of the vane position control mechanism begins to retract into the drive, thereby adjusting the opening angle of the guide vanes and pressure boost. When idle, the turbocharger blades are as open as possible and direct more exhaust gases to the turbine wheel, causing the turbine wheel to rotate faster under the energy of a small exhaust gas flow. Through the shaft, rotation is transmitted to the compressor wheel, which pumps more air into
intake tract, this contributes to an increase in boost pressure and cylinder filling at low crankshaft speeds.
With an increase in the crankshaft speed and an increase in the flow of exhaust gases, the engine control unit begins to regulate the opening angle of the guide vanes by applying vacuum to their drive through the solenoid valve. Under the action of the drive rod, the blades begin to close until they are completely closed. The flow of exhaust gases directed to the turbine wheel is reduced and the boost pressure is reduced. In this mode, the turbine wheel rotates at a lower speed with a higher exhaust gas flow. This is necessary to prevent damage to the turbocharger as a result of overload (exceeding the maximum speed) and damage to the engine. After passing through the compressor wheel and being compressed, the air heats up and its density decreases. To cool the charge air and increase its density, a cooler made ofaluminum alloy. This is necessary to improve the filling of the cylinders.
System of release and decrease in toxicity OG The exhaust system is used to clean the cylinders from the products of combustion of the air-fuel mixture. In the exhaust system, a number of elements and systems are installed to reduce the content of toxic components in exhaust gases. The system for reducing toxicity of this engine includes:
- Exhaust gas recirculation system and throttle valve - content reduction
NOx, as well as the reduction of soot in the exhaust gas (black smoke).
Oxidative neutralizer - reduction of NOx, CH, CO.
The engine has a forced crankcase ventilation system. The system serves to remove exhaust gases that have escaped from the combustion chamber into the engine crankcase. To do this, a hose connected to the intake manifold is connected to the cylinder head cover. The crankcase gases enter the intake manifold through the hose, and then into the combustion chamber.
Exhaust gas recirculation (EGR) system
The exhaust gas recirculation system EGR (Exhaust gas recirculation) is used to reduce the toxicity of exhaust gases by afterburning nitrogen oxides
NOx in the combustion chamber.
The system consists of an EGR valve with position sensor, two solenoid valves, a cooler and a pipe system.
With the help of a cooler, the temperature of the exhaust gases is reduced, which is necessary to prevent heating of the air when it is mixed with the exhaust gases entering the intake and, accordingly, to improve the filling of the cylinders and reduce the smoke of exhaust gases.
Exhaust gases in the EGR cooler are cooled by coolant supplied to the cooler from the engine cooling system.
The exhaust gas recirculation system is controlled by the engine control unit using solenoid valves.
The system has a solenoid valve No. 1 (vacuum valve) and a solenoid control valve No. 2 (vent valve), using both solenoid valves, the engine control unit controls the opening of the EGR valve. On a signal from the control unit, the solenoid valves open and close, supplying either vacuum from the vacuum pump (through the solenoid vacuum valve) or atmospheric pressure (through the vent valve connected to the atmosphere) to the valve diaphragm.
By opening the exhaust gas recirculation valve, the amount of exhaust gases passed into the intake manifold and further into the combustion chamber is regulated. Afterburning of NOx takes place in the combustion chamber.
The calculation of the required opening of the EGR valve is made by the engine control unit based on the engine speed, fuel cycling and the readings of the mass air flow sensor.
To improve the operation of the exhaust gas recirculation system, a pneumatic throttle valve is installed in the intake tract, controlled by the engine control unit using two solenoid valves.
When the exhaust gas recirculation system is activated, the throttle valve closes, as a result of which an additional vacuum is created in the intake manifold, which improves the flow of exhaust gases from the EGR system into the combustion chamber. When the engine is idling, the throttle valve is also covered, which helps to reduce intake air noise. The use of a throttle valve achieves smooth shutdown of the engine
when it stops, by closing the damper and stopping the air supply to the engine.
Fuel system "Common Rail"
The new generation WL-C engine is equipped with a common rail common rail fuel injection system from Bosch. The main functions of the system are the optimal and correct control of the diesel fuel injection process at the right time and in the required quantity, as well as at the required injection pressure, which is ensured by the use of an electronic control system. Such an organization of the injection process control ensures smooth and economical operation of the diesel engine. In this common rail fuel system, the fuel pressure can reach 160 MPa. This system allows to achieve a reduction in the content of particulate soot in exhaust gases and nitrogen oxides NOx.
The common rail common rail fuel system includes: a low pressure stage, a high pressure stage and an electronic engine management system.
The main elements of this system are electro-hydraulic injectors, high-pressure fuel pumps from Bosch (CP3) (with a fuel temperature sensor and a fuel pressure control valve), a fuel accumulator (with a fuel pressure sensor and a pressure reducing valve), sensors and valves of the engine management system and an electronic engine control unit.
In the fitting (2) of the injection pump for connecting the fuel supply hose from the fuel tank, an additional fuel filter is installed to better filter the fuel before it is supplied to the high pressure line.
The high pressure fuel pump is driven through a gear system from the crankshaft and supplies fuel at the required pressure to the accumulator fuel.
The injection pump includes a fuel priming pump (pumping fuel from the fuel tank into the plunger chamber), a fuel temperature sensor, a fuel pressure control valve, a camshaft, and three plungers (located at 120° relative to each other) pumping fuel at high pressure into the fuel accumulator .
The amount of fuel supplied to the high pressure plunger chamber is controlled by the fuel priming pump control valve. Through this valve
at increased crankshaft speed, some of the fuel returns to the fuel supply line. The fuel pressure control valve regulates the amount of fuel supplied to the accumulator, thereby maintaining a constant pressure in the fuel accumulator. The valve is controlled by the engine control unit
valve, at the signal of which the valve opens and excess fuel is supplied to the return line.
The fuel supplied from the priming pump passes into the inlet port inside the pump. A safety valve is located behind the inlet. If the pressure created by the fuel priming pump exceeds the opening pressure of the safety valve, then the fuel passes through the valve throttle into the injection pump lubrication and cooling circuit. The eccentric drive shaft moves the plunger according to the lift of the eccentric. The fuel passes through the inlet valve (1) of the injection pump into the high pressure chamber (5) of the pumping element and, when the plunger (8) moves downwards, implements the intake stroke (see the figure "Cross section of the injection pump"). The shaft (6) in the injection pump housing is installed in the central bearing. An eccentric (7) on the injection pump shaft ensures the reciprocating motion of the plungers. After reaching the bottom dead center BDC of the plunger, the inlet valve closes and the fuel can no longer exit the upper chamber of the pump element (plunger). Then, when movingPushing the plunger up, the fuel is compressed, the pressure rises and the outlet (discharge valve) (2) opens as soon as the pressure exceeds its level in the fuel accumulator. The compressed fuel then enters the high pressure circuit. The injection pump plunger continues to supply fuel until it reaches the TDC position (discharge stroke). After that, the pressure drops, the exhaust valve closes and the plunger moves down. When the pressure in the chamber of the pumping element exceeds the boost pressure, the inlet valve opens again and the process repeats. The fuel temperature sensor includes a measuring resistor and is powered by 5 V. The resistance of the resistor changes depending on the temperature of the fuel, which in turn affects the output voltage (signal) sent by the sensor to the unitmanagement. The control unit receives a signal from the sensor and determines the fuel temperature according to the algorithm stored in its memory. The data received from the fuel temperature sensor is used to calculate the cyclic fuel supply. High-pressure fuel from the injection pump enters the fuel accumulator, from where it is supplied to the injectors. Optimum pressure is maintained in the fuel accumulator (25 - 160 MPa). When the pressure exceeds 195 MPa, part of the fuel is drained through the pressure reducing valve (installed on the fuel accumulator) into the fuel return line.
A pressure sensor is installed on the fuel accumulator.
Injectors with an electromagnetic control valve are installed in the system. The injectors are controlled by the engine control unit. Each nozzle consists of a spring-loaded piston (2), a needle (1), an electromagnetic valve (6) and a hydraulic chamber (3) (see figure "Injector operation"). From the fuel accumulator, fuel is supplied to the injector, which enters the hydraulic chamber through the hole (8) and to the injector needle. In the hydraulic chamber, the fuel is under pressure equal to the pressure in the fuel accumulator. When the injector is closed, the fuel presses on the spring-loaded piston, which in turn acts on the injector needle, preventing it from opening. When the ECM issues a start control signal to the corresponding injector solenoid valve, the armature (5) with ball valve (4) is lifted. The ball valve opens the channel (7) connecting the hydraulic chamber with the fuel return line, as a result of which part of the fuel is drained and the pressure in the injector hydraulic chamber is reduced.
At the same time, the pressure of the fuel supplied to the nozzle needle overcomes the force of the piston spring and the needle opens, as a result of which the nozzle injects fuel into the cylinder.
A check valve is installed in the fuel return line from the injectors. This valve prevents the return line fuel from the injectors from flowing back to the injectors. The engine control unit controls the amount of fuel injected and the injection timing. This fuel system can provide up to three consecutive injections (multi-stage injection).
Each nozzle is connected to a fuel return line.
Fuel injection is controlled by the engine control unit, based on the signals from a number of sensors of the engine management system, as well as depending on the engine operating mode.
The control unit controls the amount of injected fuel, injection timing and the number of injections per stroke in each cylinder separately.
The amount of fuel injected by the injector is determined by the opening time of the injector needle, which in turn depends on the time during which the blockengine control sends a control signal to the injector solenoid valve. The injector needle opening time is controlled by the engine control unit.tel depending on pressing the accelerator pedal and the speed of the crankshaft. An adjustment is made to the calculated amount of fuel injecteddepending on intake air temperature, mass air flow, coolant temperature and atmospheric pressure. Also the control unitmakes adjustments to the amount of injected fuel for each injector depending on the injector identification code that follows the programto the memory of the engine control unit for each injector separately. This code encodes the mechanical characteristics that are individual for each individual injector.
The engine control unit constantly adjusts the amount of fuel injected into each cylinder depending on the change in the crankshaft speed (especially at idle), to reduce speed fluctuations and
vibration reduction.
The injection timing is calculated by the control unit based on the signals from various sensors, the engine operating mode, the crankshaft speed and the amount of fuel injected according to the algorithm stored in the memory of the control unit. The estimated fuel injection time is corrected based on intake air temperature, coolant temperature and atmospheric pressure. The injection pressure directly depends on the pressure in the fuel accumulator and is controlled by the engine control unit based on the signal from the pressure sensor in the fuel accumulator. The fuel pressure is regulated by the control unit depending on the crankshaft speed and cyclic fuel supply using the fuel pressure control valve installed in the injection pump. Creating the optimal fuel injection pressure for each engine operating mode helps to reduce the toxicity of exhaust gases. The number of injections produced by the injector into the cylinder is controlled by the engine control unit depending on the driving conditions of the vehicle and serves to reduce vibration and exhaust toxicity. This common rail system allows up to three injections per cylinder per cycle. Several optimal fuel injection algorithms are programmed in the memory of the control unit under various conditions. So, at low crankshaft speed and low load, three injections per cycle are made to reduce the likelihood of detonation. At high engine speed and high load, only one injection per cycle is performed to improve power performance and reduce fuel consumption.
The Mazda BT-50 pickup truck was sold in Russia from 2007 to 2011. Its constructive counterpart, the Ford Ranger, lasted a year longer. Both are on the used car market and have been quite popular in recent years.
Everyone knows that Ford and Mazda pickups are exactly the same. They were even produced at the same factory in Thailand. The difference is only in branded emblems and some design details. And in order not to get confused in the names, we will talk about the life of these pickups in the secondary market using the example of one of them - the Mazda BT-50.
The premiere of the mid-size pickup truck of the classic layout Mazda BT-50 took place in 2006. The company was definitely not going to surprise potential buyers with anything. The car turned out to be as simple as its predecessor, the Mazda B2500. True, it has become larger, more powerful, heavier and a little more comfortable. The basic scheme remained the same: a frame, a spring-dependent rear suspension, an independent torsion bar front, a separate body and a cramped interior with a high floor. There was only one engine - a 2.5-liter diesel. The box is only mechanical, 5-speed, Part-time drive with a reduction gear. The materials used are simple but solid. By the way, no frills for all the years of production did not appear. On the other hand, few people offered four airbags as standard in a pickup truck in those days. However, in Europe at that time there were not many pickups themselves. You can count on the fingers of one hand. Nissan Navara and NP300, Mitsubishi L200, yes, our couple - Ford Ranger with Mazda BT-50. The most comfortable and largest was, of course, Navara, Ranger and BT-50 took place after him, then L200 and the utilitarian and very simple NP300 closed the line. In general, Ford and Mazda were some kind of real pickup trucks, although they obviously fell short of their American counterparts in most respects. But these were cars with the capabilities of an SUV and a truck at the same time. And besides, it is cheaper than SUVs of similar dimensions.
The VT-50 diesel engine was installed on several Mazda models,
and spare parts are easy to find.
The quality of fitting elements of the interior of a pickup truck
envy any business sedan
Two Remigton 700s fit perfectly behind the back of the second row
or a small shovel and a pair of dirty gloves
TRUCK
You can only treat a pickup truck like an ordinary SUV if you are not going to carry passengers, or if they are very small. Even the front row of seats cannot be called spacious, and the rear one looks like an auxiliary one at all. In the homeland of a pickup truck, in Southeast Asia, this is easier, but here, in the "Land of the Giants", it will be crowded for everyone and always. In addition, it is not always convenient to put luggage in the body, which is usual for trips with the family, and there is no place for it in the cabin. Well, perhaps only on the floor, under your feet, and between the riders on the sofa. No, I haven't forgotten what a pickup truck is for, but I'm writing this for those who want to save some money and buy one instead of a crossover or SUV as the main car for the family. It’s also not worth counting on the fact that the pickup’s cross-country ability will be like that of an SUV of a similar class. The rear axle is unloaded, the articulation of the bridge with thick short springs is small, and the rear overhang is longer. In addition, like all Asian pickups, the transmission units are placed very low and, together with the crossbars, stick out from under the frame. They are covered with protective shields, but the configuration of the bottom is monstrous. About the long base and the lack of electronic assistants, I will not mention. Well, if there is a locking rear differential in the options list. In a word, a pickup truck from the very beginning, even before purchase, should be treated like a truck, and there will be less disappointment in the future.
Count on the fact that the patency of the pickup truck will be the same
like an SUV of a similar class, not worth it
FUEL NOT EVERYWHERE
Structurally, the Mazda BT-50 is conceived with a large margin of safety. A powerful frame, a body that resists corrosion well, a strong suspension, hardy springs, durable axle shafts. Mechanical failures are not characteristic of this pickup truck. That is, in principle, they are possible, but the loads must be abnormally high. So on it you can easily go on an expedition to the outback, without fear of a broken spring or a knocked out ball. Another thing is the engine and transmission. The weak links here are the diesel fuel system, clutch and gearbox. There are no complaints about the transfer case with a reduction of 2.6: 1 and the main pairs. But a few unsuccessful gas stations will lead to the fact that the car will start to light up the “check engine”, stop pulling and start up. First, low-quality fuel will hit the injectors, which, fortunately, can be washed or repaired. Then he will start to hand over the high-pressure fuel pump, and this is already a “hit” for a decent amount. The pump is being repaired, but at official services they prefer to change it. There were cases when unsuccessful refueling led to the replacement of almost all elements of the fuel system, with a bill of 150 thousand rubles. In general, the repair of the pump costs twenty thousand, and the replacement costs forty thousand rubles. Nozzles are washed for a couple of thousand, repaired for ten and changed for twenty-five thousand rubles. It's approximately. By the way, for fifty to sixty thousand rubles you can find a contract engine from Mazda Bongo, without an attachment, but with a guarantee. For overly active drivers, the turbine may fail. If this happens within the warranty period, it will be replaced free of charge. Otherwise, you need to prepare thirty thousand. Despite the light alloy head and cast iron block, Mazda's problems with overheating and subsequent replacement are not common. The block is short and the cooling system is efficient. The timing belt drives a belt that changes every 80 thousand km and costs four thousand without work with two rollers in the kit. Cold start can be affected by a small adjusting screw in the fuel line. It changes with a gasket and costs one and a half thousand rubles with work even at the dealer.
Heavy bridge, hard springs,
powerful shock absorbers - a ton of cargo will be taken away!
SAVE THE BOX
In 2008, the BT-50 was upgraded. The most important thing that has been done is the gearbox has been strengthened. Early versions had weak first and second gears, their bearings began to play, which led to clutch failure and transmission failures. The clutch can be replaced with a simpler, non-original one, since only a disk from Mazda will cost twenty thousand rubles. Unofficials will sell an analogue three times cheaper. It may require adjustment and replacement of the shift mechanism, which tends to knock out the gear off-road due to buildup and vibrations. This unpleasant property of a pickup truck is not tied to mileage and depends only on operating conditions. A consumable part during the entire production period was the steering pendulum. The mechanism here is worm gear, as it should be for a truck, but the strength of the elements is like that of a passenger car. The official pendulum costs crazy money. With work to replace about two hundred dollars. If you buy on the Internet and change in the garage, you can meet three thousand rubles. Suspension rubber bands are also inexpensive. As usual, the stabilizer struts and front shock absorber bushings are the first to be surrendered. The rear suspension goes for a very long time, especially for those who do not carry anything heavier than a dirty rag in the back. In the case of using a pickup truck for its intended purpose, there may be options. But, I repeat, you need to try very hard to break the spring. If this happens, then it will not be possible to pick up our analogues, and the original is replaced by a pair, which costs about seventy thousand rubles. It is possible, however, not to find the original, half the price, but this will require the help of those who understand the issue.
Mazda BT-50 and Ford Ranger pickups are often bought because they look like macho cars, not like a tadpole monster that escaped from the laboratory. They are strong, reliable and durable. There are few weak spots. At the same time, one must understand that with similar dimensions, it is not necessary to expect the comfort of business-class SUVs from trucks. Parking on a pickup truck, especially with a kung in the back, is not very comfortable. Rescues the camera, which appeared after restyling. In Moscow, this is a problem at all - pickups are still not allowed into the city center. However, one of my good friends not so long ago changed one pickup truck to another with the words: “I bought it not to go to the city, but to get out of the city.” And, believe me, everything will immediately fall into place!
Owner's opinion:
Valery, Mazda BT-50, 2008
I bought a three-year-old right after the end of the warranty period, directly from the service lift, where the car passed the last warranty MOT. Mileage 150 thousand km, all parts are original. According to the service campaign, the gearbox was replaced and the topic was closed. Found traces of swollen paint on the rear doors and chips on the hood. Yes, the paint is weak. I don't know what the problem is with the fuel system. Once “dry” on the track, filled a canister of fuel from the tractor driver. The car did not like the solarium, the thrust was gone. I drove to the service, changed the filter, drained the bad fuel, flushed the system and the problems disappeared. I think I have this pickup for a long time ...
Pickup trucks are considered to be cars for American farmers. But, as it turned out, in Russia this type of body has recently become very popular. True, the vast majority of their owners among our compatriots rarely use the cargo capabilities of such vehicles. More often, a pickup truck is purchased as a more affordable alternative to a conventional SUV. And one of the most popular of them today is Mazda BT-50 or its twin brother Ford Ranger.
The car, which will be discussed today, in fact, is no longer new. Mazda BT50 in 2006 replaced the well-known and popular in its circles "old man" B2500 (or simply B-Series). "Pensioner" got on the conveyor back in 1985 and since then, without global changes, it has been successfully sold for almost two decades. By the way, the B2500, like its successor BT-50, has a twin brother - the Ford Ranger. Both cars are not only structurally similar - they left (and leave, if we talk about the modern generation of these pickups) from the same assembly line and have the same “stuffing”.
In 2008, the BT-50 underwent a slight restyling - only the front end was changed. However, for the owners, the emergence of a new option, heated mirrors, has become much more important.
No alternative
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BT-50 is mounted on a solid frame, front suspension - independent, with double fork arms and anti-roll bar, rear - leaf spring. It is extremely rare on the roads to find “batashki” with a double cab and an extended loading platform - such versions of the pickup truck were not officially delivered to Russia. Domestic dealers did not offer alternatives - only the so-called Double Cab (five-seat four-door cab). There is no choice of engine or transmission. All BT-50s are powered by a 2.5-liter MZR-CD common rail turbodiesel with a five-speed manual transmission. It should be noted that in comparison with the B2500 model, the motor has become one third more powerful (143 hp versus 109), and the torque has also increased significantly. Due to this, the VT-50 behaves more confidently on the track, and the load does not greatly affect the dynamics. From the point of view of comfort, it is more pleasant to ride just on a loaded pickup truck: the springs, as you might guess, handle road bumps very mediocrely. In addition, those who have a trip on the back sofa will certainly “appreciate” both inconvenient access to the second row and cramped legs - tall passengers will most likely have to prop up the front seats with their knees.
Place for luggage
It’s easier for the driver: no special problems have been noticed with ergonomics. The seats are quite comfortable, the controls are in place ... Is there not enough space for small things, but the steering column is adjustable only in terms of tilt.
To use the cargo compartment, you will have to install a cover or a full-fledged kung, otherwise in the parking lots, even seemingly useless junk lying on the platform will disappear in the blink of an eye. "Booth" is better to buy in specialized "off-road" stores. Official dealers, as usual, seriously raise prices: practically the same product is one and a half times more expensive. On average, a kung painted in body color will cost 55,000–65,000 rubles. Installing it is quite simple: most modifications do not require drilling additional holes and are fastened with clamps from the inside, so it is quite possible to handle the installation yourself.
However, real pickup fans are skeptical about installing a kung: after such retrofitting, the car loses its zest and looks like a not too proportional SUV. Those who want to keep the style, but at the same time actively use the usable area of the loading platform, buy lifting covers - these cost from 40,000 rubles. The most budget option is an awning (about 8000 rubles). However, the "covered" platform is not everything. For the transportation of small items, it does not hurt to think about the organization of space, otherwise small things will fly around the luggage compartment. An insert into the body can help with this - it is usually made of plastic, has a corrugated floor and hooks on the sides for attaching nets.
Off-road, the BT-50 is simply superb, and for several reasons. Firstly, compared to a full-fledged SUV of the same dimensions, a pickup truck weighs less, so it easily slips where station wagons risk falling into the mud. If it comes to contact with bumps or the crest of a deep rut, there is nothing to be afraid of. The bottom of the pickup truck is quite even, there are no clearly protruding units, in addition, all important elements (engine crankcase, transmission, fuel system) are covered with protection.
Of course, structurally the BT-50 has a good arsenal for successfully forcing off-road obstacles. On asphalt, the car should be operated with rear-wheel drive. The front axle is connected forcibly by moving the transfer case lever to the “4H” position. In this case, the torque will be equally divided between the axles. In principle, the newtonometers issued by a turbodiesel are quite enough, but if necessary, you can also use a reduction gear (it is advisable to think about this in advance, since you will have to stop to turn on the “downshift”).
Expert opinion
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Eugene SEREDA,
Sales Director at Clarus Trading
Mazda BT-50 is an excellent car in terms of its combination of qualities. It is simple, reliable and unpretentious, and what else is required from a pickup truck? Structurally, the model has not changed for a long time, and in this case I cannot call it a minus. Time-tested solutions have their undeniable merits.
Of course, the BT-50 is more suitable for carrying cargo than passengers. But those who rely on frequent family trips, as a rule, choose comfortable cars or SUVs.
Not only do I constantly encounter Mazda VT-50 at work, but also recently became the owner of such a pickup truck, so I can judge from the standpoint of both a specialist and an owner. The basics of problem-free operation are competent car care and the use of high-quality (as far as this word is applicable to our diesel fuel) diesel fuel. Subject to these simple principles, neither the difficulties of winter start-up, nor other problems in the first hundred thousand are unlikely to be encountered. What happens next depends, among other things, on the operating conditions of the car and driving style. In any case, I do not think that a person who decides to buy a BT-50 pickup truck will be disappointed.
No problem
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In operation, the BT-50 does not cause serious problems. Of course, those who moved to a pickup truck from cars of a lower class will have to get used to the dimensions (especially when parking). Some are annoyed by the large turning radius - among other things, the BT50 has a rather “long” steering wheel, so you have to turn it diligently. The owners of these pickups also note such a feature: when the front wipers work, the driver's side window is heavily splashed. You can deal with this, in fact, in only one way - by installing deflectors. Turbodiesel is not particularly capricious, but still requires careful attention to the choice of refueling site. According to the observation of servicemen, almost everyone who came this winter with a complaint about the impossibility of starting the engine did not have preferences for gas stations and poured diesel fuel at the first station that came across.
With proper maintenance, caring for the condition of the BT-50 comes down to replacing consumables. The manufacturer recommends changing the engine oil every 15,000 km, but in practice, most pickup truck owners carry out maintenance every 10,000 km.
Urban operation with rare trips to nature is the most gentle mode for such a car. In this case, up to 100 thousand km, neither the chassis nor the steering require attention. But fans of mud rides also note the remarkable reliability of the BT-50. If the anthers after the off-road remain intact, the hinges will not require replacement for a long time. With self-maintenance, do not forget to inject the universal joint crosses every 20-30 thousand km.
Problems with a diesel engine can only arise for owners who are used to driving "until it breaks down." Not only do engines of this type need more frequent oil changes and fuel quality control, but the Common Rail system (again, it does not tolerate bad fuel) and a turbocharger have certain nuances. You can avoid additional costs (and in the case of a turbodiesel repair they can be rather big) by carefully reading the instruction manual or listening to the advice of servicemen.
In the rhythm of popularity
Demand for the new BT-50 clearly outstrips supply today. We called several dealers - the car can not only be bought, but also seen. Everything is sold out, including copies for a test drive. Note that the car is also very popular in the secondary market - hence the non-critical loss in price compared to the new one. However, as it is easy to guess from our material, there is something to love him for ...
| Specifications | |||
|---|---|---|---|
| Regular Cab | freestyle cab | double cab | |
| Geometric parameters | |||
| Length/width/height, mm | 5075/1805/1745 | ||
| Wheel base, mm | 3000 | ||
| Track front / rear, mm | 1445/1440 | ||
| Ground clearance, mm | 207 | ||
| Turning diameter, m | 13,6 | ||
| Load platform size (length/width/height), mm | 2280/1456/465 | 1753/1456/465 | 1530/1456/465 |
| Entry angle, degrees | 34 | 34 | 34 |
| Departure angle, degrees | 33 | 33 | 33 |
| Ramp angle, degrees | 22 | 22 | 22 |
| Standard tires | 235/75R15 (29.9")*, 245/70R16 (29.5")* | ||
| Technical specifications | |||
| Modification | 2.5D | ||
| Engine displacement, cm 3 | 2497 | ||
| Location and number of cylinders | R4 | ||
| Power, kW (hp) at rpm | 105 (143) at 3500 | ||
| Torque, Nm at rpm | 330 at 1800 | ||
| Transmission | 5MKP | ||
| Maximum speed, km/h | 158 | ||
| Acceleration time, s | 11,9 | 12,5 | 12,5 |
| Fuel consumption city / highway, l per 100 km | 10,9 (7,8) | 10,9 (7,8) | 10,9 (7,8) |
| Curb weight, kg | 1805 | 1855 | 1855 |
| Gross weight, kg | 3010 | 3049 | 2992 |
| Fuel/tank capacity, l | Dt/70 | Dt/70 | Dt/70 |
Owner opinions
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Kirill MIKHALEV
Age - 25 years old, Mazda BT-50 Double Cab 2.5D 5MKP (2007 onwards)
The car was bought in 2007 in the salon of an authorized dealer, and is serviced there to this day. For three years of operation, the mileage has already exceeded 150 thousand km. One of the most pronounced problems with the car arose at a run of 70 thousand km - the engine cooling fan stopped working. I came to the service: they sentenced the fan viscous coupling. I did not have to pay for the repair, as the case turned out to be under warranty. After the replacement, there were no problems with this node.
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Rostislav SEREGIN
Age - 27 years old, Mazda BT-50 Regular Cab 2.5D 5MKP (2006)
Mazda BT-50 I bought in 2006. The car starts well in winter, even at temperatures below -30°C. For four years it never broke down, I only changed consumables. Rust on the body during the use of the machine did not appear. The maximum operating speed for this car is 140 km / h, if it is exceeded, it becomes scary to drive. Fuel consumption - from 10 to 12 liters per 100 km. In general, the BT-50 is the best suited for hunting and fishing.
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Artem BELYAKOV
Age - 24 years old, Mazda BT-50 Double Cab 2.5D 5MKP (2008)
The car commands respect on the road. On the track it goes calmly, confidently, but it would not hurt her to add a little to the dynamics of acceleration. Turbocharged engine, 143 hp - this is very good, because after the third gear there is enough power for relatively high-speed driving. Very pleased with the car. I recommend it to anyone who builds something or likes trips out of town with the whole family. There this machine is indispensable. For example, I have a kung, a very convenient thing. Luggage is protected from rain and snow and does not rush into the eyes of passers-by.
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| Approximate prices for spare parts*, rub. | ||
|---|---|---|
| Spare parts | Original | Non-original |
| Front wing | 7100 | 5200 |
| Front bumper | 10 000 | 5200 |
| Front light | 7900 | 4900 |
| Windshield | 9600 | 5200 |
| Fuel filter | 1850 | 300 |
| Air filter | 2000 | 400 |
| Clutch disc | 13 500 | 3000 |
| Fuel pump | 70 000 | 25 000 |
| Tie rod end | 1400 | 700 |
| Front shock absorber | 3300 | 1800 |
| Rear shock absorber | 3200 | 1700 |
| Brake pads front | 3700 | 850 |
| Brake pads rear | 6700 | 1400 |
| Brake discs front | 8000 | 6000 |
| Brake drums rear | 8000 | 5500 |
| Maintenance Schedule for Mazda BT-50 | |||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|
| Operations | 12 months 15,000 km | 24 months 30,000 km | 36 months 45,000 km | 48 months 60,000 km | 60 months 75,000 km | 72 months 90,000 km | 84 months 105,000 km | 96 months 120,000 km | 108 months 135,000 km | 120 months 150,000 km |
|
| Engine oil and filter* | . | . | . | . | . | . | . | . | . | . | |
| Coolant | . | . | . | . | |||||||
| Air filter | . | . | . | ||||||||
| Fuel filter | . | . | . | . | . | ||||||
| timing belt | . | ||||||||||
| Timing belt tensioner | . | ||||||||||
| Injection of the crosspieces of the cardan shaft | . | . | . | . | . | ||||||
| Fluid in the brake system | . | . | . | . | . | ||||||
| Oil in transfer case | . | . | . | ||||||||
| Oil in front and rear gearboxes | . | . | . | . | . | ||||||
| Oil in a manual transmission | . | . | |||||||||
Manual Mazda BT 50. Operation, maintenance, repair in photographs.
Mazda BT 50 do-it-yourself repair without problems
Mazda BT 50 manual. Operation, maintenance, repair.
1. TECHNICAL CHARACTERISTICS AND OPERATION OF THE VEHICLE.
Operation of the car Mazda BT 50.
Car maintenance.
Changing the oil in the Mazda BT 50 gearbox.
Brake fluid replacement and brake bleeding Mazda BT 50.
Replacement of brake pads.
Coolant replacement.
Features of starting the Mazda BT 50 engine.
Checking the condition and replacing spark plugs.
Adjustment of valves.
Mazda BT 50 mirror replacement
2. COMPLEX ENGINE MANAGEMENT SYSTEM (FUEL INJECTION) Mazda BT 50.
Mazda BT 50 ignition system
Diagnostics of the engine management system.
Possible malfunctions of the fuel injection system, their causes and
elimination methods.
Fault codes in engine management systems
Gasoline and diesel Mazda BT 50
3. Mazda BT 50 ENGINES.
Description of the design of Mazda BT 50 engines
The main engine malfunctions, their causes and solutions.
Removal, disassembly, assembly and installation of the Mazda BT 50 engine.
4. TRANSMISSION Mazda BT 50.
Clutch. Transmission.
The main malfunctions of the gearbox, their causes and methods
elimination.
Removing the gearbox and replacing the clutch.
Articulated shafts (half shafts) Mazda BT 50.
5. RUNNING GEAR Mazda BT 50.
Front suspension.
Rear suspension.
Wheels and tires Mazda BT 50.
6.Mazda BT 50 brake system.
Removing the brake caliper and disc.
Groove of brake discs.
Adjustment of the parking brake ("handbrake").
7. Mazda BT 50 steering.
6. ELECTRICAL EQUIPMENT Mazda BT 50
System for starting, charging and other systems Mazda BT 50.
Generator Mazda BT 50.
Generator malfunctions and solutions.
Starter Mazda BT 50 .
Starter malfunctions and how to eliminate them.
Fuses and relays. Pinout and self-diagnosis Mazda BT 50
7. BODY, HEATING AND VENTILATION SYSTEM.
Mazda BT 50 Body Repair
Removing the bumper.
Wing replacement.
Removing glass.
Removal and installation of the Mazda BT 50 door lock.
Album of electrical circuits.
Wiring harnesses and wiring diagrams Mazda BT 50.
Dashboard harness connection table.
Electrical connectors Mazda BT 50 .
Layout diagram of rolling bearings mounted on
Mazda BT 50 cars
Rolling bearings installed on Mazda BT 50 vehicles
Sealing cuffs (glands), mounted on
Mazda BT 50 cars
Mazda BT50 car
The car of the Japanese Mazda Motor Corporation - Mazda BT 50 has been produced since 2006 in South Africa and Taiwan. In Japan, this car was never produced or even sold. The pickup truck was created on the basis of the Ford Ranger and was equipped with gasoline or diesel engines of various capacities. In 2010, the car was completely updated. Its base was the Ford Ranger T6. There were some cosmetic changes in 2011 and 2015, but the engines and running gear remained largely unchanged.
Mazda BT50 engines
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| Brand | Fuel type | Power (hp) | engine volume (l.) | |
|---|---|---|---|---|
| P4 Duratorq TDCi | DT | 143 | 2.5 | First generation |
| P4 Duratorq TDCi | DT | 156 | 3.0 | First generation |
| P4 Duratec | Petrol | 166 | 2.5 | Second generation |
| P4 Duratorq TDCi | DT | 150 | 2.2 | Second generation |
| P5 Duratorq TDCi | DT | 200 | 3.2 | Second generation |
Until 2011, BT-50s were equipped with 143 and 156 hp diesel engines. Subsequently, units with increased power were added to the engine line and a gasoline copy was added.
First generation engines
The entire first generation of Mazda BT 50s were powered by 16-valve Duratorq TDCi turbo diesel engines. The engines have a low level of vibration and noise, thanks to the double-walled cast-iron cylinder block and an additional jacket.
Despite the variety of configurations, cars with 143 hp engines are most common. These are old proven horses, long out of production, but still quite reliable. Buying a used car, you can safely trust this engine. Despite the relatively low power of the car with it, it moves confidently on the highway and off-road. 
P4 Duratorq TDCi engine - 156 hp distinguished by its economy. With this engine, installed on a full analogue of the BT-50 pickup truck - Ford Ranger, Norwegian motorists set a world record for the maximum distance traveled on one tank of fuel - 1616 km. Fuel consumption was less than 5 liters per 100 kilometers at an average speed of 60 km/h. This is 23% less than passport indicators. In real life, fuel consumption with this engine fluctuates around 12-13 liters per hundred kilometers.
Operation features
According to the owners of the BT-50, Duratorq TDCi engines have a lifespan of approximately 300,000 kilometers, subject to full maintenance. During operation, it should be borne in mind that the motor is quite capricious in relation to fuel quality, which requires the use of high-quality original fuel filters. The same applies to oil filters.
Also, engines of this series require mandatory warm-up after starting. After a long trip, the unit should cool down smoothly while idling. This is easily achieved by installing a turbo timer that will prevent the engine from being turned off prematurely. It should only be taken into account that by installing a turbo timer, you may lose the right to warranty service for a car.
Quite often, engines of this type have a timing chain jump, which entails an expensive overhaul of the power unit. This can be avoided by punctually observing the terms of routine maintenance, which include the replacement of:
- motor oil;
- filters;
- valve train chain
- and etc.
Often a chain jump occurs while the vehicle is being towed while trying to start the engine while running. It absolutely cannot be done.
Second generation car engines
Among the diesel engines that are equipped with the Mazda BT-50, the 166 hp Duratec gasoline engine, which is produced at the Ford plant in Valencia, stands out. The engines are quite reliable, the manufacturer claims a resource of 350 thousand kilometers, although it can be more if timely and high-quality maintenance is observed.
The main disadvantage of the Duratec 2.5 engine is high oil consumption. Manufacturers partially tried to solve this problem by turbocharging the engine, but the resource was more than halved. The Duratec engine series was produced for no more than 15 years and now its production has been discontinued, which indicates its recognition as not entirely successful, so it was used mainly in Asia, Africa and South America. 
Diesel turbo engines Duratorq 3.2 and 2.5, installed on the Mazda BT 50, are somewhat improved and powerful compared to their predecessors, but also have the same drawbacks. Thanks to the increased volume of combustion chambers - 3.2 liters, it was possible to bring the power up to 200 horsepower, which naturally led to an increase in fuel and engine oil consumption.
Also in the Duratorq 3.2 engine, the number of cylinders has been increased to 5 and valves to 20. This greatly reduced vibration and engine noise. The fuel system has direct injection. Peak engine power occurs at 3000 rpm. In the version of the engine with a volume of 2.5 liters, there is no turbo inflation.
Vehicle selection
When choosing a car, pay attention not only to the engine power, but also to its condition, mileage (if the car is not new). When buying a car, check:
- fuel consumption;
- engine oil consumption;
- compression in the cylinders;
- exhaust smokiness;
- vibration and noise in different modes;
- are there any oil leaks on the engine case;
- tightness of the cylinder block.
Checking the engine completely in a short time is not easy. It's good if the seller agrees to test the car in different conditions for some time. After that, we can talk about the price. It is also necessary to look into the service book and check the frequency of vehicle maintenance.
Despite the fact that the Mazda BT 50, made for sale in the CIS, has been modernized and can be used at low temperatures, in the Northern regions, where the temperature drops below -30 ° C in winter, it is not advisable to use a diesel unit.
Also, if you usually use a car in urban areas, it makes no sense to buy a pickup truck equipped with a powerful engine, overpaying for unnecessary horsepower.
Choosing a car is not an easy decision. It may be necessary to do this in the presence of a qualified specialist.
