The 2.5-liter Mazda PY-VPS or SkyActiv-G 2.5 gasoline engine has been assembled by a Japanese company since 2013 and is installed on such popular models as 6, CX-5 and CX-8. In some markets, motor modifications are offered under other indices: PY-RPS and PY-VPR.
The engine appeared along with the two-liter version of SkyActive 2.0. The engine replaced the old Ford MZR L-series motors of 2.3 and 2.5 liters. Like all engines in this series, the motor is very modern. High Compression ratio 14:1, Dual S-VT phase change system, 4-2-1 outlet manifold (spider), direct fuel injection, specially shaped pistons that ensure optimal fuel combustion throughout the entire stroke, hydraulic lifters.
The engine was installed on:
- Mazda 6 GJ in 2013 – 2016;
- Mazda CX-5 KE in 2013 – 2017;
- Mazda CX-5 KF since 2017;
- Mazda CX-8 KG since 2017.
|Fuel system||direct injection|
|Power output, hp||185 – 195|
|Torque output, Nm||245 – 255|
|Cylinder block||aluminum R4|
|Block head||aluminum 16v|
|Cylinder bore, mm||89|
|Piston stroke, mm||100|
|Phase regulator||Dual S-VT|
|Recommended engine oil||0W-20|
|Engine oil capacity, liter||4.2|
|Euro standards||EURO 4/5|
|Fuel consumption, L/100 km (for Mazda CX-5 2015)
|Engine lifespan, km||~320 000|
When building the petrol aspirated Skyactiv-G, the predecessor MZR 2.0 with a compression ratio of 10.0 was taken as the basis. Increasing the compression ratio increases the temperature and pressure in the cylinder at the end of the compression stroke. This promises higher efficiency and power, but at the same time a strong tendency to detonation – the explosive combustion of the air-fuel mixture, which leads to overheating and destruction of rings and pistons. A compression ratio close to 14 is more typical for highly accelerated sports engines running on fuel with a high octane number that is resistant to detonation. A lot of innovations have been made to the Skyactiv-G design so that it can painlessly digest regular 95 gasoline and work to reduce mechanical losses in order to improve efficiency.
Ion sensors built into the ignition coils are designed to protect the engine from detonation. The whole point is that the operation of the motor is on the verge of detonation and ensures the most efficient combustion of the mixture. Ionic sensors are more sensitive and allow better control of the moment of detonation in each cylinder – and before that it was monitored by only one traditional guard installed in the block. The new sensor monitors detonation by fluctuations in the ion current in the gap between the spark plug electrodes after the mixture has ignited. When it burns, ions are formed that make the medium conductive. The sensor applies voltage to the center electrode of the spark plug and measures the current flowing between it and the grounded side electrode.
The updated fuel system with direct injection provides pressure up to 200 bar! With an increase in pressure in the cylinder, this became necessary for proper mixture formation (previously, Mazda used direct injection mainly for supercharged engines, but the pressure did not exceed 115 bar). At the output, this solution provides efficient combustion, that is, high power, efficiency and environmental friendliness of the engine.
As before, the high pressure fuel pump is driven by the camshaft, but this time from the exhaust. It is complemented by six-hole nozzles (for better fuel atomization). With good evaporation, gasoline also brings down the temperature in the combustion chamber, and this also reduces the likelihood of detonation.
Disadvantages of the PY-VPS engine
- Quite often, owners of cars with such an engine are faced with oil consumption;
- A strong drop in the level of lubrication often results in the replacement of connecting rod bearings;
- Also, the engine does not like bad gasoline, the fuel system quickly clogs in it;
- Ignition coils fail from low-quality fuel;
- Due to cracks in the plastic tension roller, the ribbed belt may burst.