Mazda F6JA Specifications
| Engine Model: Mazda F6JA |
| Engine Type: 4-cycle 4-cylinder SOHC 8-valve turbocharged liquid-cooled diesel |
| Total Displacement: 85.4 cu.in (1.39 L) |
| Rated Engine Power: 68 Hp (50 kW) at 4000 rpm |
| Fuel System Type: Common rail direct injection |
____________________________________________________________________________________
The Mazda F6JA, marketed under the names 1.4 CiTD or
1.4 MZ-CD, is a 1.4-liter turbo-diesel engine developed through a joint venture
between Ford and the PSA Group (Peugeot-Citroen). This collaboration produced
the DV4 engine family, which became a mainstay in subcompact and compact
vehicles across Europe and other markets during the 2000s. In the Mazda lineup,
the F6JA served as the diesel powertrain for the first-generation Mazda 2 (DY
series) from 2003 to 2007, where it was valued for its fuel economy, low
emissions, and suitability for urban driving conditions.
The F6JA is an inline four-cylinder engine featuring a single overhead camshaft
(SOHC) valvetrain with two valves per cylinder - a configuration that emphasizes
low-end torque and mechanical simplicity. The adoption of common rail direct
injection represents a significant advancement over earlier indirect-injection
diesel designs, enabling precise fuel metering, reduced combustion noise, and
improved cold-start performance.
The engine is constructed with an aluminum alloy block and cylinder head, a
departure from the cast iron construction prevalent in older diesel engines,
contributing to reduced overall mass and improved thermal efficiency. While
modest in peak power output, the F6JA delivers a broad torque curve well-suited
to urban and extra-urban driving, with a fixed-geometry turbocharger providing
responsive boost at low engine speeds.
The F6JA is a water-cooled, four-stroke, turbocharged diesel engine utilizing
common rail direct injection. Its architecture is optimized for low fuel
consumption, reduced emissions, and compact packaging in front-wheel-drive
vehicle platforms.
Engine Type: Inline-4, 4-cycle, water-cooled, turbocharged diesel.
Displacement: 1,399 cc (85.4 cu.in).
Bore and Stroke: 73.7 mm (2.90 in) x 82.0 mm (3.23 in).
Compression Ratio: 17.9:1 to 18.0:1 (variant dependent).
Valvetrain: SOHC, 8-valve (2 valves per cylinder) with belt drive.
Fuel System: Common rail direct injection.
Firing Order: 1-3-4-2.
Maximum Power: 50 kW (68 Hp) at 4,000 rpm.
Maximum Torque: 160 Nm (118 lb-ft) at 2,000 rpm.
Turbocharger: Fixed-geometry KKK KP35, non-intercooled.
Idle Speed: 850 ± 50 rpm.
Maximum Engine Speed: 4,800 rpm.
The cylinder block is manufactured from aluminum alloy
with cast-iron cylinder liners pressed into the block. This construction
combines the weight-saving benefits of an aluminum block with the wear
resistance and surface finish characteristics of iron liners, which are
essential for accommodating piston ring movement in a diesel engine.
The open-deck block design, where the cylinder bores are partially surrounded by
the water jacket at the top deck surface, enhances cooling around the upper
cylinder area, reducing thermal stress on the head gasket sealing surfaces.
The block incorporates five main bearing webs with two-bolt main bearing caps. A
structural aluminum oil pan is sealed to the lower crankcase, contributing to
overall engine rigidity and serving as the oil reservoir. The crankshaft is
supported by five bearings and is constructed from forged steel to withstand the
elevated cylinder pressures inherent to diesel combustion.
Block Material: Aluminum alloy with cast iron cylinder liners.
Bore Diameter (finished): 73.7 mm (2.90 in).
Main Bearing Caps: Cast iron, two-bolt design.
Cylinder Bore Deformation Limit: 0.05 mm (0.0020 in).
The cylinder head is manufactured from aluminum alloy,
a selection that reduces overall engine mass and facilitates rapid heat transfer
from the combustion chambers. The cross-flow design positions the intake
manifold on the front side and the exhaust manifold on the rear side, optimizing
airflow characteristics and minimizing thermal interference between intake and
exhaust tracts.
The SOHC valvetrain actuates eight valves - two intake and two exhaust per
cylinder - through a system of roller rocker arms, which reduce frictional
losses compared to sliding-follower designs. The camshaft is driven by a
reinforced rubber timing belt from the crankshaft, with an automatic
spring-loaded tensioner maintaining belt tension.
Valve clearance is maintained by hydraulic lash adjusters integrated into the
roller rocker arms, eliminating the need for manual adjustment throughout the
engine’s service life. The combustion chambers are of a swirl-type design that
promotes efficient mixing of fuel and air for complete combustion. The engine is
of interference design; in the event of timing belt failure, valve-to-piston
contact occurs, resulting in significant internal damage.
Head Material: Aluminum alloy.
Valve Configuration: SOHC, 2 valves per cylinder with roller rocker arms and
hydraulic lash adjusters.
Valve Diameter (Intake): 28.0 mm (1.10 in).
Valve Diameter (Exhaust): 25.0 mm (0.98 in).
Valve Stem Diameter: 6.0 mm (0.24 in).
Valve Seat Angle: 45 degrees.
The F6JA employs a common rail direct injection system,
a design that decouples fuel injection pressure from engine speed. A
high-pressure fuel pump, driven by the timing belt, draws fuel from the tank and
delivers it to the common rail accumulator at pressures up to 160 MPa (1,600
bar). The rail distributes pressurized fuel to four solenoid-operated injectors,
which are controlled by the engine control unit (ECU) to deliver precise fuel
quantities at precisely timed intervals.
The system allows for multiple injection events per combustion cycle - including
pilot, main, and post injections - which reduces combustion noise, lowers
particulate emissions, and improves cold-start performance. The ECU monitors
inputs from the crankshaft position sensor, camshaft position sensor, coolant
temperature sensor, intake air pressure sensor, and a rail pressure sensor to
optimize injection parameters across all operating conditions.
Injection Type: Common rail direct injection.
Injection Pressure: 160 MPa (23,200 psi) maximum.
High-Pressure Pump Type: Radial piston pump, timing belt-driven.
Injector Type: Solenoid-operated, 5-hole nozzle.
Fuel Requirement: Diesel fuel meeting EN 590 (minimum cetane number 51).
Fuel Cutoff: 4,800 rpm.
The lubrication system is a fully pressurized, wet-sump
design utilizing a gear-type oil pump mounted to the front of the crankshaft.
The oil pump draws lubricant from a structural aluminum oil pan through a mesh
strainer and circulates it through a full-flow, replaceable oil filter before
entering the main oil gallery. From the gallery, pressurized oil is distributed
to the crankshaft main bearings, connecting rod bearings, camshaft bearings,
hydraulic lash adjusters, and turbocharger bearing housing.
A pressure relief valve integrated into the oil pump maintains system pressure
within operational limits to prevent over-pressurization during cold starts. The
lubrication system is designed to accommodate the extended oil change intervals
associated with modern diesel engines while providing adequate protection
against soot accumulation and thermal degradation.
Oil Type: Synthetic or semi-synthetic, SAE 5W-30 or 5W-40 ( ACEA B3, B4, or C3).
Oil Capacity (with filter): 3.8 liters (4.0 US qt).
Oil Pressure (at 3,000 rpm): 250-350 kPa (36.3-50.8 psi).
Oil Pump Type: Gear-type, crankshaft-driven.
Oil Filter Type: Cartridge-type, replaceable element.
The cooling system is a pressurized, liquid-cooled
design employing a cross-flow aluminum radiator with an electric cooling fan. A
centrifugal-type water pump, driven by the timing belt, circulates coolant
through the engine block, cylinder head, turbocharger center housing, and heater
core. A wax-pellet thermostat regulates coolant flow to maintain optimal
operating temperature, with a bypass circuit that allows the engine to warm
rapidly by circulating coolant only within the engine until the thermostat
opens.
The cooling system is sized to accommodate the thermal load generated by the
turbocharger and the elevated combustion temperatures characteristic of diesel
operation. A dedicated coolant line supplies the turbocharger center housing,
where it circulates to prevent oil coking after engine shutdown.
Coolant Type: Ethylene-glycol based antifreeze with corrosion inhibitors.
Coolant Capacity: 5.5 liters (5.8 US qt).
Thermostat Opening Temperature: 83-88 °C (181-190 °F).
Thermostat Full-Open Temperature: 95 °C (203 °F).
Radiator Cap Pressure: 110-130 kPa (16.0-18.9 psi).
Water Pump Type: Centrifugal, timing belt-driven.
| Intake and Exhaust Systems |
Intake System: Composite plastic intake manifold with
short runners designed to enhance throttle response. The intake system
incorporates an air cleaner housing with a dry-type paper filter element. A mass
airflow sensor and intake air temperature sensor are integrated into the intake
tract. An electronically controlled throttle body regulates airflow into the
engine, though the F6JA relies primarily on fuel quantity for load control.
Exhaust System: Cast iron exhaust manifold with a single-entry flange mounting
the turbocharger directly. An exhaust gas recirculation (EGR) system is
integrated to reduce nitrogen oxide emissions by recirculating a portion of
exhaust gas back into the intake manifold. The EGR valve is electronically
controlled by the ECU. The exhaust system incorporates an oxidation catalytic
converter. Models produced from late 2006 onward may include a diesel
particulate filter (DPF) to meet Euro 4 emissions standards.
Turbocharger System: The engine is equipped with a
fixed-geometry KKK KP35 turbocharger. This unit features a single-scroll turbine
housing sized for rapid response in the low-to-mid engine speed range. The
system is non-intercooled; compressed air from the turbocharger is routed
directly to the intake manifold. Boost pressure is regulated by an internal
wastegate actuator set to open at 0.7 bar (10.2 psi). A boost pressure sensor
provides feedback to the ECU for fuel delivery adjustments.
Timing Drive: A reinforced rubber timing belt with integral teeth drives the
camshaft and high-pressure fuel pump from the crankshaft sprocket. An automatic
spring-loaded tensioner maintains belt tension. The timing belt is a scheduled
maintenance item with a defined replacement interval. The engine is of
interference design.
Overall Length: 570 mm (22.4 in)
Overall Width: 610 mm (24.0 in)
Overall Height: 670 mm (26.4 in)
Dry Weight (complete engine): 112 kg (247 lb)
Oil Change Interval: 20,000 km (12,500 mi) under normal
driving conditions; 10,000 km (6,200 mi) under severe conditions. Oil Filter
Change: At every oil change. Timing Belt Replacement: 160,000 km (100,000 mi) or
10 years. Engine Coolant Replacement: 100,000 km (62,000 mi) or 5 years.
Glow Plug Replacement: Inspect as required; replacement at 100,000 km (62,000
mi) or as indicated by starting difficulties. Drive Belt (Accessory) Inspection:
Every 20,000 km (12,500 mi) for tension, cracking, and glazing. Air Filter
Replacement: 30,000 km (18,600 mi) or as indicated by inspection. Fuel Filter
Replacement: 40,000 km (25,000 mi).
Cylinder Head Bolts (M10 x 1.25), 1st pass: 20 Nm (15
lb-ft).
Cylinder Head Bolts (M10 x 1.25), 2nd pass: 40 Nm (30 lb-ft).
Main Bearing Cap Bolts (M10 x 1.25): 45-50 Nm (33-37 lb-ft).
Connecting Rod Cap Bolts (M8 x 1.0): 25-28 Nm (18-21 lb-ft).
Camshaft Bearing Cap Bolts (M8 x 1.25): 18-22 Nm (13-16 lb-ft).
Intake Manifold Bolts (M8 x 1.25): 20-25 Nm (15-18 lb-ft).
Exhaust Manifold Nuts (M8 x 1.25): 23-28 Nm (17-21 lb-ft).
Turbocharger Mounting Nuts (M8 x 1.25): 30-35 Nm (22-26 lb-ft).
Glow Plugs: 10-12 Nm (89-106 lb-in).
Oil Pan Bolts (M6 x 1.0): 8-10 Nm (71-89 lb-in).
Water Pump Bolts (M6 x 1.0): 8-10 Nm (71-89 lb-in).
Timing Belt Tensioner Bolt (M8 x 1.25): 23-25 Nm (17-18 lb-ft).
Crankshaft Pulley Bolt (M16 x 1.5): 50 Nm (37 lb-ft).
Flywheel / Drive Plate Bolts (M10 x 1.25): 45-50 Nm (33-37 lb-ft).
The Mazda F6JA engine was utilized primarily in one
model line within the Mazda brand, with the DV4 engine family appearing across a
range of Ford and PSA vehicles during the same period.
Mazda 2 (DY series): 2003-2007 model years (1.4 CiTD / 1.4 MZ-CD).
Ford Fiesta (Mark V / Mark VI): DV4 variant (1.4 TDCi).
Ford Fusion: DV4 variant (1.4 TDCi).
____________________________________________________________________________________
| Car Engines Technical Specifications |
| Small Engines Technical Specifications |
| Industrial Engines Technical Specifications |
| Outboard Engines Technical Specifications |
