Mazda P5AT Specifications
| Engine Model: Mazda P5AT |
| Engine Type: 4-cycle 5-cylinder DOHC 20-valve turbocharged liquid-cooled diesel |
| Total Displacement: 195.2 cu.in (3.19 L) |
| Rated Engine Power: 197 Hp (147 kW) at 3000 rpm |
| Fuel System Type: Common rail direct injection |
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The Mazda P5AT is a 3.2-liter turbocharged inline-five
diesel engine from the MZ-CD (Duratorq) family, developed in collaboration with
Ford as part of the global Puma engine architecture. Introduced in 2011 with the
second-generation Mazda BT-50 (UP/UR series), this powerplant represented
Mazda’s entry into the high-capacity diesel pickup segment, sharing its core
architecture with the Ford 3.2-liter Duratorq found in the contemporary Ford
Ranger. The engine was engineered to deliver class-leading towing capacity,
low-end torque, and durability for demanding commercial and recreational
applications.
The five-cylinder configuration distinguishes the P5AT from both four-cylinder
and six-cylinder competitors, offering a balance between the refinement of a
six-cylinder and the packaging efficiency of a four-cylinder. The odd-firing
nature of the inline-five provides a distinctive exhaust note while delivering
smooth power delivery across a broad rpm range.
The engine features a dual overhead camshaft (DOHC) valvetrain with 20 valves,
driven by a maintenance-free timing chain. A cast iron cylinder block provides
the structural rigidity required for high cylinder pressures, while an aluminum
alloy cylinder head reduces overall weight.
The P5AT’s performance characteristics are defined by its long-stroke design
(100.8 mm stroke), which prioritizes low-speed torque production essential for
heavy towing and off-road applications. A Garrett electronically controlled
variable geometry turbocharger (VGT) optimizes boost delivery across the
operating range, while a high-pressure common rail injection system with
piezoelectric injectors enables precise fuel metering.
The engine incorporates a variable-flow oil pump to reduce parasitic losses and
comprehensive emissions aftertreatment including a Diesel Particulate Filter
(DPF) and Exhaust Gas Recirculation (EGR) system. The P5AT remained in
production throughout the BT-50’s second generation, establishing a reputation
for robust towing capability and long-term durability.
The engine operates on a four-stroke diesel cycle with a variable geometry
turbocharger and intercooler providing forced induction. It is configured for
longitudinal, front-engine, rear-wheel-drive or four-wheel-drive applications.
Engine management is controlled by a Bosch ECU utilizing a common rail direct
injection system with piezoelectric injectors.
Engine Type: Inline-5, water-cooled, 4-stroke diesel, CRDi, VGT.
Displacement: 3,198 cc (195.2 cu.in).
Bore x Stroke: 89.9 mm x 100.8 mm (3.54 in x 3.97 in).
Compression Ratio: 15.5:1.
Firing Order: 1-2-4-5-3.
Idle Speed: 750 ± 50 rpm (in neutral).
Maximum Power: 147 kW (200 PS / 197 hp) @ 3,000 rpm.
Maximum Torque: 470 Nm (347 lb-ft) @ 1,750 - 2,500 rpm.
Maximum Engine Speed: 4,800 rpm (governed).
Towing Capacity (BT-50): 3,500 kg (7,716 lb) braked.
The cylinder block is constructed from cast iron with a
closed-deck design, providing the structural rigidity required to withstand the
high cylinder pressures generated by turbocharged diesel combustion. The block
incorporates six main bearings to support the crankshaft, an additional bearing
compared to four-cylinder designs, reflecting the increased length of the
five-cylinder configuration. Reinforced bulkheads and thick cylinder walls
contribute to durability under sustained high-load operation.
Cylinder Bore Diameter: 89.9 mm (3.54 in).
Main Bearing Journal Diameter: 63.0 mm (2.48 in).
Number of Main Bearings: 6.
Piston Material: High-temperature aluminum alloy with a re-entrant combustion
bowl in the crown to optimize swirl and air-fuel mixing. Piston Cooling: Oil
jets are mounted in the cylinder block to direct a continuous spray of engine
oil to the underside of each piston crown for thermal management under high-load
operation.
Crankshaft: Forged steel, fully counter-weighted with eight balance weights to
manage the inherent vibrations of the inline-five configuration. Connecting
Rods: Powder metal forged steel, fracture-split construction for precise cap
alignment and enhanced strength. Cylinder Block Construction: Cast iron with
deep-skirt design for increased rigidity and reduced NVH.
The cylinder head is manufactured from aluminum alloy
and houses the DOHC valvetrain, hydraulic lash adjusters, and the piezoelectric
injectors. The combustion chamber design incorporates a centrally positioned
injector with a multi-hole nozzle to optimize fuel spray pattern.
The cylinder head integrates the exhaust manifold in a compact configuration to
minimize heat loss and position the turbocharger for optimal response. The
five-cylinder configuration results in a cylinder head length of approximately
580 mm.
Valvetrain: DOHC, chain-driven, with 20 valves total (4 valves per cylinder).
Hydraulic lash adjusters (HLA) are integrated into the valvetrain, maintaining
zero valve clearance automatically and eliminating manual adjustment
requirements.
Intake Valve Diameter: 30.0 mm (1.18 in).
Exhaust Valve Diameter: 26.0 mm (1.02 in).
Valve Material: Hollow stem construction in exhaust valves for improved heat
dissipation.
Valve Seat Material: High-strength sintered alloy with increased wear resistance
for diesel application.
Camshaft Drive: Silent-type Morse chain with automatic hydraulic tensioner and
guide rails.
The fuel system utilizes a high-pressure common rail
direct injection (CRDi) configuration with piezoelectric injectors. A
high-pressure pump supplies fuel to a common accumulator rail, from which the
injectors deliver precisely metered fuel to each cylinder. The system supports
multiple injection events per combustion cycle, including up to five separate
injections: pilot, pre, main, after, and post-injections, enabling precise
combustion control for reduced noise and emissions.
Fuel Injectors: Piezoelectric injectors with multi-hole nozzles, offering faster
response times and finer fuel metering compared to solenoid-type injectors.
High-Pressure Pump: Three-piston radial plunger pump driven by the camshaft.
Common Rail Pressure: 180 MPa (26,100 psi) maximum operating pressure.
Low-Pressure Fuel System Pressure: 400-600 kPa (58-87 psi).
Intake Manifold: Composite resin (plastic) construction with integrated charge
air temperature sensor and swirl control valves. Turbocharger: Garrett
electronically controlled variable geometry turbocharger (VGT) with electric
actuator for vane position control. The intercooler is air-to-air mounted in the
vehicle front end. Throttle Body: Electronically controlled intake throttle
valve for EGR management and engine shut-down refinement.
The lubrication system is a fully pressurized wet-sump
design incorporating a variable-flow oil pump. The pump adjusts its output based
on engine speed and load, reducing parasitic losses by supplying only the
necessary oil volume for current operating conditions. The system is designed to
accommodate the thermal and mechanical demands of high-output turbocharged
diesel operation and includes a dedicated oil circuit for the turbocharger
bearing.
Oil Pump Type: Variable-flow vane-type pump with electronic control.
Recommended Oil Viscosity: 5W-30, meeting ACEA C3 specification.
Low-SAPS (Sulphated Ash, Sulphur) oil is mandatory to prevent DPF clogging.
Oil Capacity (total, dry engine): 8.5 liters (9.0 qt).
Oil Capacity (service refill with filter change): 7.6 liters (8.0 qt).
Oil Pressure (at 3,000 rpm, warm): 350 - 450 kPa (50.8 - 65.3 psi).
Oil Pan Material: Stamped steel with integrated windage tray and baffling.
Oil Cooler: Plate-type oil-to-water heat exchanger mounted to the cylinder block
for oil temperature regulation.
The cooling system is a pressurized design utilizing a
high-flow centrifugal water pump driven by the engine’s accessory drive belt. A
wax-type thermostat regulates coolant flow. The system incorporates separate
circuits for the EGR cooler and, in some applications, for the automatic
transmission oil cooler. The increased cooling capacity is designed to manage
the thermal demands of high-load towing operations.
Coolant Type: Ethylene-glycol based antifreeze, phosphate and silicate-free
formulation suitable for aluminum and cast iron components. Coolant Capacity
(engine and radiator): 9.5-10.5 liters (10.0-11.1 qt), dependent on vehicle
platform and cooling package. Thermostat Opening Temperature: 82-88 °C (180-190
°F). Radiator Cap Pressure: 90-110 kPa (13.1-16.0 psi). Water Pump Type:
Centrifugal with a mechanical seal.
EGR (Exhaust Gas Recirculation): High-pressure EGR
system with an EGR cooler and electronically controlled valve. DOC (Diesel
Oxidation Catalyst): Mounted close-coupled to the turbocharger for CO and HC
reduction.
DPF (Diesel Particulate Filter): Catalyzed DPF with integrated oxidation
catalyst, requiring passive and active regeneration cycles. Exhaust
Aftertreatment: DOC and DPF assembly mounted in the exhaust system downstream of
the turbocharger.
Timing Drive: Silent-type Morse chain with an automatic
hydraulic tensioner utilizing engine oil pressure. The tensioner incorporates a
ratchet mechanism to maintain tension during engine start-up. The timing chain
drives the camshafts and the high-pressure fuel pump.
Accessory Drive: Single 7-rib serpentine belt driving the alternator, water
pump, air conditioning compressor, and power steering pump. An automatic
spring-loaded tensioner maintains consistent belt tension.
Engine Management System: Bosch ECU with
integrated boost pressure control, VGT vane position control, EGR
control, DPF regeneration management, and glow plug post-heating logic.
The ECU utilizes MAP (Manifold Absolute Pressure), MAF (Mass Air Flow),
and multiple exhaust gas temperature sensors for closed-loop control.
Overall Length: 790 mm (31.1 in)
Overall Width: 710 mm (28.0 in)
Overall Height: 780 mm (30.7 in)
Dry Weight (complete engine): 210 kg (463 lb)
Timing Chain: Chain condition should be assessed if
abnormal noise or timing correlation diagnostic trouble codes are present. The
hydraulic tensioner is a serviceable component. Glow Plug Replacement Interval:
Glow plugs are serviceable items with a recommended inspection every 100,000 km
(60,000 miles). Ceramic glow plugs require careful handling during removal.
Engine Oil Change Interval: 10,000 km (6,000 miles) or 12 months under normal
operating conditions. Shorter intervals (7,500 km / 4,500 miles) are recommended
for severe service including frequent towing, off-road operation, or short-trip
driving. Engine Oil Filter Change Interval: With every oil change. Coolant
Replacement Interval: 120,000 km (75,000 miles) or 5 years, then every 60,000 km
(37,500 miles) or 2 years thereafter.
Drive Belt Inspection: Every 10,000 km (6,000 miles) for cracks, fraying,
glazing, and proper tension. Air Filter Element: Replace every 40,000 km (25,000
miles); more frequent replacement is required in dusty or off-road environments.
Fuel Filter Replacement Interval: 30,000 km (18,000 miles) or 2 years. The water
separator should be drained periodically, particularly in regions with variable
fuel quality.
DPF Maintenance: Diesel Particulate Filter regeneration occurs automatically
under normal driving conditions. Frequent short trips or low-speed operation
preventing regeneration may require forced regeneration service. Ash
accumulation necessitates DPF cleaning or replacement at extended intervals,
dependent on oil consumption and operating conditions.
Cylinder Head Bolts: 49 Nm (36 lb-ft)
Main Bearing Cap Bolts: 30 Nm (22 lb-ft)
Connecting Rod Cap Bolts: 25 Nm (18 lb-ft)
Camshaft Bearing Cap Bolts: 14 Nm (10 lb-ft)
Intake Manifold Bolts: 22 Nm (16 lb-ft)
Exhaust Manifold Nuts: 25 Nm (18 lb-ft)
Turbocharger Mounting Nuts: 28 Nm (21 lb-ft)
Common Rail Mounting Bolts: 22 Nm (16 lb-ft)
High-Pressure Pump Mounting Bolts: 22 Nm (16 lb-ft)
Oil Pan Bolts: 12 Nm (9 lb-ft)
Valve Cover Bolts: 10 Nm (7 lb-ft)
Crankshaft Pulley Bolt: 200 Nm (148 lb-ft)
Flex Plate / Drive Plate Bolts: 120 Nm (89 lb-ft)
The Mazda P5AT engine was utilized across Mazda and
Ford’s global pickup and SUV platforms, serving as the high-capacity diesel
powertrain for heavy-duty applications.
2011 - 2020 Mazda BT-50 (UP / UR Series): The primary application for the P5AT.
This second-generation Mazda pickup shared its T6 platform architecture with the
Ford Ranger. The engine was offered as the top-tier diesel option, positioned
above the 2.2-liter four-cylinder Duratorq. Production spanned the pre-facelift
(UP) and facelift (UR) variants.
2011 - 2022 Ford Ranger (T6 Generation): The engine was designated as the
3.2-liter Duratorq or Puma in Ford applications. It served as the high-output
diesel engine option for the Ford Ranger in global markets including Australia,
Europe, Africa, South America, and Southeast Asia.
2015 - 2022 Ford Everest (UA Series): Applied in the Ford Everest mid-size SUV,
which shared the T6 platform with the Ranger. The 3.2-liter five-cylinder diesel
provided the necessary torque for this seven-seat SUV, particularly in markets
where the Everest was positioned as a towing-capable family vehicle.
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