Mazda E engine

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Mazda E engine
Mazda E5T engine of a 1986 Mazda Familia (BF5P) XG turbo sedan 01.jpg
E5T engine in a 1986 Mazda Familia XG Turbo.
Overview
ManufacturerMazda
Production1980-1987
Layout
ConfigurationInline-4
Displacement1.1 L (1,071 cc)
1.3 L (1,296 cc)
1.5 L (1,490 cc)
Cylinder bore70 mm (2.76 in)
77 mm (3.03 in)
Piston stroke69.6 mm (2.74 in)
80 mm (3.15 in)
Block materialCast iron
Head materialAlloy
ValvetrainSOHC 8-valve
Combustion
TurbochargerIHI VJ1 or RHB52 (on E5T)
Fuel systemSolex 32 DIS carburettor (on E5)
Multi-point fuel injection
Fuel typeGasoline
Cooling systemWater-cooled
Output
Power output55–115 PS (40–85 kW)
Torque output162 N⋅m (119 lb⋅ft)
Chronology
PredecessorxC

The iron-block, alloy head E family was an evolution of Mazda's xC design. It was released in June 1980 with the introduction of the first front-wheel drive Mazda Familias and Ford Lasers. Some later variants of the E5-powered Mazda Familia and Ford Laser in Japan incorporated a full-time 4WD drivetrain. All E engines were chain-driven, 8-valve SOHC. Notable features include siamesed cylinders, aluminium rocker arms and pistons, thin block walls, and single valve springs - all in the interest of reducing weight.[1]

E1[edit]

The 1.1 L (1,071 cc) E1 was found in the 1980-1985 Mazda Familia and Ford Laser. It used a 70 mm × 69.6 mm (2.76 in × 2.74 in) bore x stroke and produced 55 PS (40 kW) at 6,000 rpm.[2] It was not replaced when the new Familia/323 appeared in 1985. The E1 was strictly intended for export markets where taxes based on engine size made this a popular alternative. It was never available in Japan, nor in North America or Australia.

E3[edit]

The larger E3 displaces 1.3 L (1,296 cc) with a wider 77 mm (3.03 in) bore. It was found in the 1980-1985 Mazda Familia, Ford Laser and FWD 1981-1986 Mazda GLC. It was used until August 1994 for the Mazda Familia Van/Wagon (323).

E5[edit]

The 1.5 L (1,490 cc) E5 pushed the stroke to an undersquare 77 mm × 80 mm (3.03 in × 3.15 in). It was used in the 1980-1985 Mazda Familia, Ford Laser and FWD 1981-1986 Mazda GLC. It was also fitted to the rear-wheel drive Familia Cargo/323 Wagon in the mid-eighties, replacing the earlier UC engine.[3] In certain markets a twin-carburetted, high-compression version exists, dubbed the E5S.

E5F[edit]

The E5F was a fuel-injected variant of the E5, released in 1982 and available only in Japan.

E5T[edit]

The flagship turbocharged, fuel-injected and non-intercooled variant of the E5 was the E5T. Released in 1983 and available only in Japan, the E5T utilized an IHI-supplied VJ1 turbocharger running approximately 0.5 bar (7.3 psi) to produce as much as 115 PS (85 kW) and 162 N⋅m (119 lb⋅ft). Other notable advancements included an integrated knock sensor (supplied by Mitsubishi) and multi-point fuel injection as standard.

This was Mazda's first production 4-cylinder turbo engine and was found in the top of the line 1982-1985 Mazda Familia XGi-R Turbo and Ford Laser S Turbo as well as the early Mazda Familia XG Turbo, XG-R Turbo and Ford Laser TX3 Turbo models. Most of the technological features found in this engine were carried over to the later Mazda B6T.

E5T Carb[edit]

A strange carburettor turbocharged version of the E5 was the E5T Carb. It was exclusively available in Australia as part of the White Lightning Ford Laser limited-edition package of just 300 cars released in June 1985. The engine started out as a normal E5S and then an IHI RHB52 turbocharger was fitted, setup in a blow-through style, with boost limited to just 5.1 psi (0.35 bar). A modified version of the stock carburettor known as a "Solex 32 DIS (turbo)" was fitted to provide fuelling. A Compuspark ignition system with knock sensor was also added to prevent engine damage if the driver ever used a lower octane fuel than the 97 RON that was recommended. As the carburettors were not boost referenced, they were difficult to maintain and often suffered from float rupture or excessive flooding. Unlike its more reliable fuel-injected counterpart, the E5T carb turbo setup was notoriously difficult to maintain and some cars had the turbo systems removed instead of having them replaced.

See also[edit]

References[edit]

  1. ^ Mazda Annual Report 1980, Hiroshima, Japan: Toyo Kogyo Co., Ltd., March 1981, p. 17
  2. ^ Büschi, Hans-Ulrich, ed. (March 10, 1983). "Automobil Revue '83" (in German and French). 78. Berne, Switzerland: Hallwag, AG: 359. ISBN 3-444-06065-3.
  3. ^ Automobil Revue, p. 360

External links[edit]