Engine Mazda WL-T

The Mazda WL-T 2.5-litre turbo diesel engine was built in Japan from 1995 to 2006 and fitted to rear and all-wheel drive models such as the MPV, Bongo Friendee and Proceed Marvie. Modifications of this power unit with an electronically controlled high pressure fuel pump are often referred to as WL‑TE.

In 1995, the Mazda WL pre-chamber diesel engine was equipped with a turbocharger and the WL-T engine appeared. Its design is quite classic for its time: a cast-iron block for four cylinders, an aluminum 12-valve SOHC head without hydraulic compensators (3 valves per cylinder), a combined timing belt drive from a camshaft to a high pressure fuel pump and a system of six gears. Versions of such a motor for 110 – 115 hp were equipped with a conventional IHI RHF5 turbine and an intercooler, and more powerful modifications of the unit had the same turbine, but with variable geometry. Also, to reduce engine vibrations, a block of balancing shafts is located in the crankcase.

Until September 1999, this diesel engine was equipped with a Zexel (aka Bosch) mechanical high-pressure fuel pump, and then received an electronically controlled Zexel high-pressure fuel pump. Sometimes such a motor is called WL-TE.

The engine was installed on:

• Mazda B-series 4 (UF) in 1995 – 1998;
• Mazda B-series 5 (UN) in 1998 – 2006;
• Mazda Bongo 4 (SG) in 1995 – 2005;
• Mazda Bongo Friendee 1 (SG) in 1995 – 2005;
• Mazda MPV 1 (LV) in 1995 – 1999;
• Mazda Proceed Marvie 1 (UV) in 1996 – 1999;
• Ford Courier Mk3 in 1995 – 1998;
• Ford Freda Mk1 in 1995 – 2000;
• Ford Raider Mk1 in 1996 – 1997;
• Ford Ranger Mk1 in 1998 – 2006.

Specifications

Disadvantages of the Mazda WL-T engine

• This is a fairly reliable and resourceful diesel unit, but it is very afraid of overheating. If gases appeared in the expansion tank, then replacing the gasket can no longer get off, cracks are usually found in the head of the block and you have to look for the cylinder head during disassembly.
• Another weak point of this unit is the crankshaft and camshaft oil seals, which are squeezed out so often that many update them when replacing the timing belt. Also, oil often climbs from under the valve cover or from under the intake manifold.
• On specialized forums, owners note a not very long resource of glow plugs, the vagaries of an electronically controlled high-pressure fuel pump, and also weak exhaust manifold studs. And do not forget about adjusting the thermal gaps, the valves here burn out quite often.