Mazda P3-VPS Specifications
| Engine Model: Mazda P3-VPS |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve Dual S-VT liquid-cooled gasoline |
| Total Displacement: 79.2 cu.in (1.29 L) |
| Rated Engine Power: 83-91 Hp (62-68 kW) at 6000 rpm |
| Fuel System Type: Gasoline direct injection |
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The Mazda P3-VPS is a 1.3-liter inline-4 gasoline
engine belonging to the Skyactiv-G family. Introduced in 2011, it represented
Mazda’s first small-displacement implementation of the Skyactiv technology
suite, engineered to achieve exceptional thermal efficiency through an
ultra-high compression ratio combined with advanced valvetrain control. The
engine utilizes a lightweight aluminum alloy construction throughout, gasoline
direct injection, and a dual sequential valve timing system that enables
Miller-cycle operation at part loads.
The P3-VPS was developed primarily for the Mazda Demio (Mazda2) platform, where
it delivered fuel economy figures competitive with hybrid powertrains while
maintaining naturally aspirated simplicity and responsiveness. Its 14.0:1
compression ratio ranked among the highest ever achieved in mass-production
naturally aspirated gasoline engines at the time of its release.
Engine Type: Inline 4-cylinder, 4-cycle, water-cooled, naturally aspirated
gasoline.
Displacement: 1,298 cc (79.2 cu.in).
Bore: 71.0 mm (2.80 in).
Stroke: 82.0 mm (3.23 in).
Compression Ratio: 14.0:1.
Firing Order: 1-3-4-2.
Maximum Power (Standard): 83 hp (62 kW) @ 5,400 rpm.
Maximum Power (High-output): 91 hp (68 kW) @ 6,000 rpm.
Maximum Torque (Standard): 112-113 Nm (83 lb-ft) @ 4,000 rpm.
Maximum Torque (High-output): 121 Nm (89 lb-ft) @ 4,000 rpm.
Valvetrain Configuration: Dual Overhead Camshaft (DOHC) operating 16 valves (4
valves per cylinder). The valvetrain incorporates Dual Sequential Valve Timing
(Dual S-VT) with independent control of intake and exhaust camshaft phasing.
Camshafts are driven by a maintenance-free timing chain.
The cylinder block is manufactured from high-pressure
die-cast aluminum alloy with cast-in iron cylinder liners. The open-deck design
incorporates a deep-skirt architecture extending below the crankshaft centerline
to maintain structural rigidity despite the lightweight material selection. Bore
diameter measures 71.0 mm (2.80 in).
The crankshaft is forged steel with a narrowed main bearing journal width of
18.0 mm (0.71 in) - a reduction of approximately 20 percent compared to prior
Mazda four-cylinder engines - to reduce friction losses. Four main bearings
support the crankshaft. The block incorporates integrated oil galleries
positioned to minimize pressure drop and utilizes a structural aluminum alloy
lower crankcase (bedplate) that replaces traditional main bearing caps,
increasing overall block stiffness while maintaining low mass.
The cylinder head is manufactured from aluminum alloy
with a pent-roof combustion chamber design optimized for high compression ratio
operation. Valve Seat Inserts: Sintered alloy with a multi-angle seat geometry
(three-angle intake, three-angle exhaust) designed to improve flow coefficients
at high compression ratios.
Valves: 16 total; 8 intake, 8 exhaust.
Intake Valve Diameter: 28.5 mm (1.12 in).
Exhaust Valve Diameter: 25.0 mm (0.98 in).
Valve Stem Diameter: 5.5 mm (0.22 in) for both intake and exhaust, reduced from
6.0 mm to lower reciprocating mass and friction.
Valve Guides: Powder metal guides pressed into the cylinder head.
Valve Lift: Intake valve lift is 8.5 mm (0.33 in); exhaust valve lift is 8.5 mm
(0.33 in).
Camshafts: Hollow steel camshafts with assembled lobes to reduce rotational
inertia. The intake camshaft incorporates a phase angle adjustment range of 75
degrees; the exhaust camshaft incorporates a phase angle adjustment range of 45
degrees. Valve Springs: Low-friction beehive-type springs with reduced seat
pressure to minimize parasitic losses.
Dual S-VT System: Electrically controlled
hydraulic valve actuators on both camshafts. At part-load operation, the
intake valve closing timing is significantly retarded to reduce pumping
losses and enable Miller-cycle combustion, improving thermal efficiency.
Under high-load conditions, valve timing reverts to conventional
Otto-cycle operation to maximize power output.
The fuel system employs high-pressure gasoline direct
injection (GDI) with a multi-hole injector configuration. Injection Type: Direct
injection into the combustion chamber with injectors mounted centrally between
the intake and exhaust valves. Injector Configuration: Six-hole nozzle with a
fan-shaped spray pattern optimized for mixture formation at high compression
ratios.
Fuel Pressure: Low-pressure circuit supplies fuel from the in-tank pump at
3.0-4.0 bar (44-58 psi). A high-pressure mechanical pump driven by the intake
camshaft elevates pressure to a maximum of 150 bar (2,175 psi). High-Pressure
Pump: Single-piston plunger pump with a fuel metering valve controlling rail
pressure based on engine load and speed.
Combustion Chamber Design: Piston crown features a shallow bowl with a
re-entrant shape that directs the fuel spray toward the spark plug while
suppressing wall wetting. This design enables stable combustion at the 14.0:1
compression ratio without requiring knock sensor intervention under normal
operating conditions. Engine Management System: Mazda-engineered ECU with
advanced knock control algorithms utilizing ion-sensing detection through the
spark plugs.
The lubrication system is a full-flow, pressurized
design utilizing a variable displacement oil pump to reduce parasitic losses
across the operating range. Oil Capacity: 4.2-4.4 liters (4.4-4.6 qt) including
oil filter replacement. Recommended Oil Viscosity: 0W-20 (primary
recommendation) or 5W-30.
Oil Pump Type: Variable displacement vane-type pump mounted to the front of the
crankshaft. Pump displacement is regulated by the engine control unit via a
solenoid valve that adjusts the pump’s stroke based on engine speed, load, and
oil temperature.
Oil Quality Requirement: ILSAC GF-5 or ACEA A5/B5 classification. Low-viscosity
oils are specified to minimize friction losses in the valvetrain and rotating
assembly. Oil Filter: Full-flow spin-on canister type with a bypass valve
integrated into the filter housing.
Oil Pressure: At warm idle, pressure ranges from 1.0-1.5 bar (14-22 psi). Under
load, the variable displacement pump adjusts to maintain pressure between
3.0-4.5 bar (44-65 psi) based on demand.
The cooling system is pressurized and utilizes a
centrifugal water pump driven by the timing chain. Water Pump Type: Centrifugal
pump with a die-cast aluminum housing and stamped steel impeller. Thermostat:
Wax-pellet type with integrated housing. Opening temperature is 82-88 °C
(180-190 °F). Full opening occurs at 95 °C (203 °F).
Coolant Capacity: 5.2-5.8 liters (5.5-6.1 qt) inclusive of engine block, heater
core, and radiator. Coolant Specification: Phosphate and silicate-free ethylene
glycol-based coolant meeting Mazda FL22 specifications, designed for extended
service intervals.
Radiator: High-efficiency aluminum cross-flow core with plastic end tanks.
Cooling fan configuration consists of a single electric fan with variable speed
control based on coolant temperature and air conditioning load. System Pressure:
Radiator cap rated at 1.1 bar (16 psi).
| Intake and Exhaust Systems |
Exhaust System: Cast iron exhaust manifold with a 4-2-1
collector configuration designed to reduce exhaust gas interference between
cylinders. This layout minimizes residual gas in the combustion chamber at high
compression ratios, suppressing knock without requiring enriched fuel mixtures.
A single catalytic converter is mounted close to the exhaust ports for rapid
light-off during cold starts.
Intake Manifold: Aluminum dual-runner manifold with integrated intake air
temperature sensor and throttle body. Runner length is optimized for mid-range
torque while accommodating the Miller-cycle valvetrain operation.
Direct ignition system with individual pencil-type
ignition coils mounted directly over each spark plug. Coils are controlled by
the engine control unit with integrated ion-sensing circuitry for knock
detection and misfire monitoring.
Spark Plug Type: Laser-iridium center electrode with a fine-wire ground
electrode.
Electrode gap is factory-set and not adjustable.
Spark Plug Gap: 0.9-1.0 mm (0.035-0.039 in).
Timing System: Maintenance-free timing chain system
with a single roller chain driving both camshafts. The system incorporates a
hydraulic chain tensioner supplied by the engine lubrication circuit and two
fixed guide rails. Timing chain replacement is condition-based rather than
interval-based.
Crankcase Ventilation: Closed-loop Positive Crankcase Ventilation (PCV) system
with a heated PCV valve to prevent ice formation in cold climates. Blow-by gases
are routed to the intake manifold downstream of the throttle body.
Friction Reduction Features: Narrow crankshaft main bearings (18.0 mm width),
low-tension piston rings (oil ring tension reduced by 30 percent compared to
prior engines), roller-type camshaft followers with a 0.2 mm reduced diameter,
and a low-friction timing chain with optimized pin geometry.
Overall Length: 580 mm (22.8 in) measured from
accessory drive pulley face to transmission mounting flange.
Overall Width: 590 mm (23.2 in) inclusive of intake manifold and direct
injection fuel system components.
Overall Height: 660 mm (26.0 in) from oil pan bottom surface to valve cover top
surface.
Dry Weight: 92-96 kg (203-212 lb) inclusive of aluminum block, aluminum cylinder
head, and all ancillary components.
Valve Clearance (mechanical lash adjusters): Intake
0.20-0.28 mm (0.008-0.011 in) cold; Exhaust 0.25-0.33 mm (0.010-0.013 in) cold.
Inspection interval is 120,000 km (75,000 miles). Timing Chain Inspection
Interval: Chain, tensioner, and guides inspection recommended at 120,000 km
(75,000 miles). Replacement is condition-based.
Fuel Filter Replacement: The high-pressure fuel filter is integrated with the
high-pressure pump; replacement is not specified under normal operating
conditions. The low-pressure in-tank filter is a lifetime component. Idle Speed
(warm, neutral): 650-750 rpm depending on accessory load and coolant
temperature.
Engine Oil Change Interval: 10,000 km (6,200 miles) or 12 months, whichever
occurs first. Severe service interval: 5,000 km (3,100 miles). Coolant Change
Interval: 120,000 km (75,000 miles) or 10 years for FL22 specification coolant;
thereafter 60,000 km (37,000 miles) or 5 years. Injection Timing: Electronically
controlled with closed-loop feedback from oxygen sensors and knock detection; no
manual adjustment possible.
Valve Timing (synchronization): Crankshaft positioned at top dead center (TDC)
No. 1 cylinder. Camshaft sprocket alignment marks positioned at the 12 o’clock
orientation relative to the cylinder head upper surface. Timing chain colored
links aligned with sprocket timing marks.
Cylinder Head Bolts (cold): 30 Nm (22 lb-ft).
Crankshaft Damper Pulley Bolt: 180-200 Nm (133-148 lb-ft).
Connecting Rod Cap Bolts: 20 Nm (15 lb-ft).
Main Bearing Cap Bolts (bedplate-to-block): 25 Nm (18 lb-ft).
Camshaft Bearing Cap Bolts: 12-15 Nm (9-11 lb-ft).
Camshaft Sprocket Bolts: 90-100 Nm (66-74 lb-ft).
Valve Cover Bolts: 8-10 Nm (6-7 lb-ft).
Intake Manifold Bolts: 20-25 Nm (15-18 lb-ft).
Exhaust Manifold Nuts: 30-35 Nm (22-26 lb-ft).
Oil Pan Bolts: 10-12 Nm (7-9 lb-ft).
Timing Chain Tensioner Bolt: 25-30 Nm (18-22 lb-ft).
Timing Chain Guide Bolts: 20-25 Nm (15-18 lb-ft).
Water Pump Bolts: 20-25 Nm (15-18 lb-ft).
High-Pressure Fuel Pump Mounting Bolts: 20-25 Nm (15-18 lb-ft).
Fuel Injector Clamp Bolts: 25-30 Nm (18-22 lb-ft).
Flywheel / Drive Plate Bolts: 90-100 Nm (66-74 lb-ft).
Spark Plugs: 20-25 Nm (15-18 lb-ft).
Mazda Demio / Mazda2 (DE series): 2011-2014 model
years. The P3-VPS was introduced in the DE-series Demio as part of Mazda’s
Skyactiv technology rollout. This application utilized the standard 84 PS (62
kW) calibration paired exclusively with a continuously variable transmission
(CVT) to maximize fuel economy.
Mazda Demio / Mazda2 (DJ series): 2014-present. The DJ-series Demio continued
with the P3-VPS in Japanese domestic market configurations. Later DJ-series
variants received the high-output 92 PS (68 kW) calibration with 121 Nm (89
lb-ft) of torque, available with either a six-speed automatic transmission or
the CVT. The engine remained in production for the DJ platform throughout its
lifecycle, with continuous refinements to emissions calibration and fuel
economy.
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