Mazda 2.0 SkyActiv-G Engine Specs, Problems, Reliability. The 2.0 SkyActiv-G (Mazda’s PE-VPS) is 2.0-litre 4 cylinders gasoline engine, and it was first presented in 2011. The engine includes non-standard technical solutions, which is standard for Mazda’s engineering.
The Skyactiv-G is based on predecessor the MZR 2.0 with a compression ratio of 10.0. The compression ratio of the brand-new engine was increased as much as uncommon specifications for gasoline engines – 14.0/ 13.0. Increasing the compression ratio increases the temperature level and pressure in the cylinder at the end of the compression stroke and gives high performance and power, however also a strong propensity for detonation – explosive combustion of the air-fuel mixture, which leads to overheating and damage of the piston rings and pistons. To secure the engine from a surge, the engine has ion sensors constructed into the ignition coils. Ionic sensing units are more delicate and permit better control of the moment of appearance of detonation in each cylinder.
The 2.0 SkyActiv-G engine has an aluminum alloy block and an aluminum-silicon cylinder head. There is a thinner crankshaft which is 690 grams lighter now. The engine has actually the shape optimized and lighter (127 grams per cylinder) pistons and connecting rods. On top of the head are the double overhead camshafts are driven by a timing chain. The chain is immediately tensioned utilizing the chain tensioner activated by oil pressure and the spring.
The engine has 4 valves per cylinder, which are activated by rocker arms with needle roller followers for friction reduction, instead of container tappets on the predecessor. There is the system calls Dual S-VT (Dual Sequential Valve Timing) which provided variable consumption and exhaust valve timing.
The fuel is injected directly into the combustion chamber of the 2.0 SkyActiv-G. That means that SkyActiv-G engine has a direct injection system and high-presser fuel pump. The fuel pump is driven straight by exhaust camshaft. Since of high compression ratio and more top presser in the combustion chamber, the updated fuel system with direct injection provides pressure up to 2900 Psi (200 bar). The basic gasoline engines have a conventional fuel pump pressure of 1600 Psi (115 bar).
The 2.0 SkyActiv-G engine was geared up with the 4-2-1 exhaust system. 4-2-1 is the exhaust manifold setup. This setup lowers the resistance when exhaust gases leave the cylinders. The exhaust gases pass a longer distance and create a rarefaction wave that helps with the exhaust from the next cylinder. In addition to increasing the power, this lowers the temperature in the combustion chamber and the possibility of detonation.
To lower pumping losses in the engine and boost performance, engineers taught him to deal with 2 cycles: Atkinson and the more standard Otto cycle for gasoline engines. The very first is utilized at low loads when there is no requirement for high torque. The intake valves are closed later on, already at the compression stroke, and some amount of gases exits through them back to the intake manifold. That reduces the actual compression ratio and pumping losses. This cycle makes the engine more effectively. And with medium and high loads, the consumption valves close earlier (the usual Otto cycle) and the cylinders are filled. The compression ratio again reaches 14 – and the engine produces high torque. The Atkinson cycle required engineers to consist of in the intake system an air pump for the normal operation of the brake booster. The vacuum pump is integrated with the high-pressure fuel pump.
There are more small touches like new plastic impeller for the water pump, or smaller oil pump, etc. In the result, the 2.0-litre SkyActiv-G engine is 10% lighter than its predecessor, more powerful and fuel effective. The engines please exhaust gas emissions basic Euro VI in Europe.
anyway if you want to know also about Mazda 1.5 SkyActiv-G it’s good too.
2.0 SkyActiv-G Engine Problems and Reliability
Oddly enough, there are no severe problems. Since the start of sales, there have actually been a number of cases of oil pumps replacement, which for some reason did not establish the maximum pressure. It deserves keeping in mind the wear on the cams of the intake camshaft, which increases the noise of the engine. The engine produces knocking at cold starts. Then the sound vanishes when the engine is warmed up. Whatever described can be associated rather to exceptions to the rule – the 2.0 SkyActiv-G engines are trusted enough.
you must see more engine detail in here: Engine – US Cars News or you can see on wiki here
Mazda 2.0 SkyActiv-G Engine Specs
|Production years||2011-present day|
|Cylinder block material||Aluminum|
|Cylinder head material||Aluminum|
|Fuel system||Direct fuel injection|
|Number of cylinders||4|
|Valves per cylinder||4|
|Bore, mm||83.5 (3.29 in)|
|Stroke, mm||91.2 (3.59 in)|
|Displacement, cc||1,998 cc (129.1 cu in)|
|Type of internal combustion engine||Four-stroke, naturally aspirated|
|Compression Ratio||14.0:1 (13.0:1 – the U.S. version)|
|Power, hp||155-162 hp (116-120kW)/ 6,000|
|Torque, lb ft||150-154 lb-ft (200-210 Nm)/ 4,000|
|Engine oil weight||SAE 5W-30, 5W-20;
SAE 0W-20 (USA, Canada)
|Engine oil capacity, liter||4.2 (4.4 US qt) – with oil filter;
4.0 (4.2 US qt.) – without oil filter.
|Oil change interval, mile||12,000 (20,000 km)/12 months|
|Applications||Mazda3, Mazda6, Mazda CX-5, Mazda CX-3, Mazda MX-5|