2017 Mazdaspeed Engine

[CorkSport]

I noticed something interesting today while checking out the “Spy Shot” Cx9, which has been driving around for road testing here in the U.S. Check out the intercooler parked in the front end of the vehicle. This can mean one of two things. The first, which is massively unlikely courtesy of VW, is a 2.2 […]

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[Shwa]

You can see it extend from the lower opening to the bottom of the grill, so it's big. I really think it's the radiator. It almost looks like the fan can be seen too.

Eh I'm blind and probably wrong

[Brandon@corksport]

That a big truck.

[ALPINEST4RS]

its either the new turbo sky or a yota engine. 3.5L v6

[neganox]

INB4 people be like "OMG ITS A ROTARY. FAP FAP FAP FAP FAP."

[raynez]

Originally Posted by neganox INB4 people be like "OMG ITS A ROTARY. FAP FAP FAP FAP FAP."

Fap?

[neganox]

Rapid stroking of one's peen.

[Fusion_MS3]

Originally Posted by neganox Rapid stroking of one's peen.

Lol.

[Luke@corksport]

Originally Posted by neganox Rapid stroking of one's peen.

Oh dear lord this made me laugh!

[CorkSport]

The runners are going left to right and the radiator doesn't use that big of a runner. That is an intercooler.

Full size picture



Derrick

[Raider]

So...turbo rotary?!

[speedfreak44]

Looks like a bar and plate design but do any oems use that? Most likely a mock up of a future tube and fin design. As much as I would like to own a last year ms3 I do welcome them back to the market...just keep supporting the current platforms pleaseeeeeeee

[Brandon@corksport]

As long as people keep buying we will keep supporting!

[Tifosi42]

Looks like it will be a 2.5L Skyactive Turbo.

2016 Mazda CX-9 First Look Review - Motor Trend

[CorkSport]

Here is the engine.

[Raider]

I hope they will soon release a cover-less shot and pics of the goods out back. I can predict this to be the next Mazdaspeed motor, for the year 2021 when it is released.

[Djohns]

So Mazda is stepping up their front mount game? Sweet.

[Raider]

The CX-7 had a cover like that and was TMIC too. Need moar input.

2017 Mazda CX-9 packs turbo power, fresh style

One piece of technology is Mazda's Dynamic Pressure Turbo, the world's first turbocharger with the ability to vary the degree of exhaust pulsation depending on engine speed. The system routes engine exhaust to the turbocharger's turbine through smaller ports at low rpm. It works similarly to when one might place his or her thumb on a garden hose, creating a strong amount of pressure through a smaller outlet. This allows the turbocharger to spool up quickly, creating instant boost—up to 1.2 bar (17.4 psi) of pressure. When the engine is in the heart of its rev range, it opens up secondary valves, allowing for greater amounts of exhaust gas to pass through the turbocharger. The system is complemented by the 2.5-liter engine that already benefits from more torque at atmospheric pressure than a comparable 2.0-liter by virtue of its size.

Further assisting CX-9 to maximize turbocharger efficiency is a 4-3-1 exhaust. With this setup, the exhaust from the middle two cylinders (2 and 3) is joined into a single port, while the exhausts from the outer cylinders (1 and 4) each have their own ports. These three ports come together at the entrance to the turbocharger's exhaust side, where there is always one exhaust pulse arriving every 180 degrees of crankshaft rotation. Not only does this very compact manifold keeps the exhaust pulses separate for maximum energy extraction, it also harnesses each exhaust pulse to suck the residual exhaust from the adjacent ports.

That only tells so much of the story. In order to increase fuel-efficiency, SKYACTIV-G 2.5T employs the efficient combustion of Mazda's SKYACTIV-G 2.5-liter engine and marries it to a cooled exhaust gas recirculation (EGR) system, which helps prevent burning excessive amounts of fuel when the engine is running at higher temperatures. In many turbocharged cars, heat is controlled through adding more fuel to the combustion chamber; Mazda's cooled EGR reduces the need for that.

While Mazda sees no discernible benefits on regulated test cycles from this technology, it benefits the consumer through real-world gains.

The cooled EGR helps bring engine temperatures down from approximately 500 degrees C (932 F) to just over 100 degrees C (212 F), allowing SKYACTIV-G 2.5T to operate with a compression ratio of 10.5:1—one of the highest numbers of any gasoline-powered, turbocharged engine.

The net result: 310 lb-ft (420 N-m) of torque at a low 2,000 rpm and 250 horsepower at 5,000 rpm on 93-octane gasoline (227 horsepower on 87-octane gasoline). At 55 mph (88 km/h), a driver needs just 18 horsepower to maintain speed on flat roads with a front- wheel-drive model—a four-horsepower reduction versus the outgoing model, illustrating reduced friction in all parts of the driveline and enhanced aerodynamics.

There's some tech in this.

[RalliartRsX]

Originally Posted by Raider Further assisting CX-9 to maximize turbocharger efficiency is a 4-3-1 exhaust. With this setup, the exhaust from the middle two cylinders (2 and 3) is joined into a single port, while the exhausts from the outer cylinders (1 and 4) each have their own ports. These three ports come together at the entrance to the turbocharger's exhaust side, where there is always one exhaust pulse arriving every 180 degrees of crankshaft rotation........... .

Wait, what?? Must be a typo

That should be 4-2-1 manifold (which by the description, they are just doing a twin scroll setup).

Licking my chops for this! Please bring it in 4wd and they would have a willing customer!

[Voltwings]

Originally Posted by Raider The CX-7 had a cover like that and was TMIC too. Need moar input. 2017 Mazda CX-9 packs turbo power, fresh style One piece of technology is Mazda's Dynamic Pressure Turbo, the world's first turbocharger with the ability to vary the degree of exhaust pulsation depending on engine speed. The system routes engine exhaust to the turbocharger's turbine through smaller ports at low rpm. It works similarly to when one might place his or her thumb on a garden hose, creating a strong amount of pressure through a smaller outlet. This allows the turbocharger to spool up quickly, creating instant boost—up to 1.2 bar (17.4 psi) of pressure. When the engine is in the heart of its rev range, it opens up secondary valves, allowing for greater amounts of exhaust gas to pass through the turbocharger. The system is complemented by the 2.5-liter engine that already benefits from more torque at atmospheric pressure than a comparable 2.0-liter by virtue of its size. Further assisting CX-9 to maximize turbocharger efficiency is a 4-3-1 exhaust. With this setup, the exhaust from the middle two cylinders (2 and 3) is joined into a single port, while the exhausts from the outer cylinders (1 and 4) each have their own ports. These three ports come together at the entrance to the turbocharger's exhaust side, where there is always one exhaust pulse arriving every 180 degrees of crankshaft rotation. Not only does this very compact manifold keeps the exhaust pulses separate for maximum energy extraction, it also harnesses each exhaust pulse to suck the residual exhaust from the adjacent ports. That only tells so much of the story. In order to increase fuel-efficiency, SKYACTIV-G 2.5T employs the efficient combustion of Mazda's SKYACTIV-G 2.5-liter engine and marries it to a cooled exhaust gas recirculation (EGR) system, which helps prevent burning excessive amounts of fuel when the engine is running at higher temperatures. In many turbocharged cars, heat is controlled through adding more fuel to the combustion chamber; Mazda's cooled EGR reduces the need for that. While Mazda sees no discernible benefits on regulated test cycles from this technology, it benefits the consumer through real-world gains. The cooled EGR helps bring engine temperatures down from approximately 500 degrees C (932 F) to just over 100 degrees C (212 F), allowing SKYACTIV-G 2.5T to operate with a compression ratio of 10.5:1—one of the highest numbers of any gasoline-powered, turbocharged engine. The net result: 310 lb-ft (420 N-m) of torque at a low 2,000 rpm and 250 horsepower at 5,000 rpm on 93-octane gasoline (227 horsepower on 87-octane gasoline). At 55 mph (88 km/h), a driver needs just 18 horsepower to maintain speed on flat roads with a front- wheel-drive model—a four-horsepower reduction versus the outgoing model, illustrating reduced friction in all parts of the driveline and enhanced aerodynamics. There's some tech in this.

Originally Posted by someguyondrugs Seems like big turbo gen3s will need some neat manifolds.

Originally Posted by RalliartRsX Wait, what?? Must be a typo That should be 4-2-1 manifold (which by the description, they are just doing a twin scroll setup). Licking my chops for this! Please bring it in 4wd and they would have a willing customer!

Not sure if its a typo, but thats exactly how the 2.3L Ecoboost is set up. Its a pretty slick design.

What i think they mean is:
4 - coming out of each cylinder
3 - The combined 2/3 + 1 + 4 = 3
1 - you get the idea.

[someguyondrugs]

Seems like big turbo gen3s will need some neat manifolds.

[Raider]

EGR Delete will be interesting, since it is cooled.

[tegxsi]

Don't our EGR valves have coolant flowing through them?
I know some cars don't have EGRs and they use VVT to get the "EGR effect."

[Raider]

Yeah but it looks like it actually cools the air so less fuel needed in the mix so more better economy.

[RalliartRsX]

Yep, exactly as I mentioned, it's a twin scroll. They seemingly want to redefine the terminology lol! That picture has it as I stated (you can see the individual turbine "scrolls" in the green CFD modeling diagram): 1/4 to one scroll, and 2/3 to the other.

Semantics I guess

[Shwa]

So this will probably integrate the exhaust valves into the manifold like the Ecoboost pictured. Sounds like a bad thing for a tuner car and will limit turbo setups/locations because of expensive ass aftermarket manifolds and a whole lot more work switching them out.

Ideally they will optimize the stock setup and it won't be major benefits to an aftermarket manifold.

Also what is with Mazda and their grills? Seems like they make a neat looking grill, then decide to put it on steroids. juan = clean good looking grill then BAM Pu = hyper smile. 2014 mazda 6 = great looking, elongated grill. newer 3 is bigger and squashed and the cx-9 is slipping into Pu territory.

[Voltwings]

Originally Posted by Shwa So this will probably integrate the exhaust valves into the manifold like the Ecoboost pictured. Sounds like a bad thing for a tuner car and will limit turbo setups/locations because of expensive ass aftermarket manifolds and a whole lot more work switching them out. Ideally they will optimize the stock setup and it won't be major benefits to an aftermarket manifold. Also what is with Mazda and their grills? Seems like they make a neat looking grill, then decide to put it on steroids. juan = clean good looking grill then BAM Pu = hyper smile. 2014 mazda 6 = great looking, elongated grill. newer 3 is bigger and squashed and the cx-9 is slipping into Pu territory.

Valves are not part of the manifold, but the manifold is essentially integrated into the head. All it takes to swap a turbo is just an elbow adapter, one side matching the stock head, and the other matching whatever turbo. They have 500 whp ecoboosts out already, if the head isnt designed poorly, it will do quite well for most people.

[Shwa]

Originally Posted by Voltwings Valves are not part of the manifold, but the manifold is essentially integrated into the head. All it takes to swap a turbo is just an elbow adapter, one side matching the stock head, and the other matching whatever turbo. They have 500 whp ecoboosts out already, if the head isnt designed poorly, it will do quite well for most people.

Sorry meant the head, not valves. thank you for correcting that

Depending on clearance for a larger turbo/intake and other supporting mods it won't be an issue. But to run a top mount or some other orientation of the turbo may be much more of a pain in the ass than it already is.

[neganox]

EGRs can suck it.

[Brandon@corksport]

http://3.bp.blogspot.com/-k64j0DzHVH...BCX-9%2B35.jpg

[[R]usty]

Found some more. Exciting stuff!

[neganox]

That appears to be the legendary new awesome mazda 9 bolt downpipe design! CAN'T WAIT.

[CorkSport]

Originally Posted by neganox That appears to be the legendary new awesome mazda 9 bolt downpipe design! CAN'T WAIT.

Nah it is a 4 bolt design, take a look at the picture and you can see one of the studs missing already from the DP to turbo.

-Derrick

[Raider]

Can guarantee the FMIC hose clamps will be aimed toward the motor for zero access, too.

Impressed it is FMIC though. Piping should be cake to swap, and that looks like a TR6, so a TR10 should fit nicely.

[neganox]

These meaty forearms will shear through 4 bolt downpipes with ease.

[Balthazar]

All this technology makes me wonder, in 30 years how will we maintain our vintage cars!!

[blackms3_71]

250 hp

[aackthpt]

Originally Posted by ms3gt08 250 hp

250(at 5k)/310 (at 2k RPM) ... sounds like another rod-bending heartbreaker.

One would think they would re-tune the thing for some more horsepowers if this motor makes it into a mazdaspeed.

[CorkSport]

Originally Posted by aackthpt 250(at 5k)/310 (at 2k RPM) ... sounds like another rod-bending heartbreaker. One would think they would re-tune the thing for some more horsepowers if this motor makes it into a mazdaspeed.

And use a little bigger turbo..

[SarcasticOne]

Originally Posted by aackthpt 250(at 5k)/310 (at 2k RPM) ... sounds like another rod-bending heartbreaker. One would think they would re-tune the thing for some more horsepowers if this motor makes it into a mazdaspeed.

The focus puts out 300ftlb+ (rated 270 at crank) at sub 3k rpm once tuned... It doesn't bend rods

Just imagine what the mazda motor will hold once that torque is moved up the rev range!