Mazda E5T Specifications
| Engine Model: Mazda E5T |
| Engine Type: 4-cycle 4-cylinder SOHC 8-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 90.9 cu.in (1.49 L) |
| Rated Engine Power: 115 Hp (85 kW) at 5500 rpm |
| Fuel System Type: Multi-point fuel injection |
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The Mazda E5T represents a significant milestone in
Mazda’s history as the company’s first production turbocharged piston engine.
Introduced in 1983 under the banner of the E-series family, this 1.5-liter,
inline-four powerplant was developed to deliver enhanced performance without
sacrificing the compact packaging required for the brand’s front-wheel-drive
platforms. The engine was positioned in top-tier trim levels of the Mazda
Familia and its Ford Laser counterparts during the early-to-mid 1980s, providing
a performance-oriented alternative to the naturally aspirated variants that
dominated the segment.
The E5T employs a single overhead camshaft (SOHC) valvetrain with eight valves -
two per cylinder - a configuration chosen for its reliability, mechanical
simplicity, and robust low-end torque characteristics. To accommodate forced
induction, the compression ratio was lowered considerably compared to the
naturally aspirated E5 engine, allowing for increased boost pressure while
maintaining resistance to detonation.
The turbocharger system, supplied by IHI, is non-intercooled, reflecting the
design philosophies of the period for compact performance engines. A
chain-driven timing system distinguishes the E-series from the belt-driven
B-series engines that followed, underscoring a focus on long-term durability.
The E5T was predominantly a Japanese-market engine, though a carbureted variant
appeared in limited numbers in Australia, creating a unique chapter in the
engine’s production history.
The E5T is a water-cooled, four-stroke, turbocharged gasoline engine configured
for transverse mounting in front-wheel-drive architectures. Its design
prioritizes torque delivery across a broad range, aided by forced induction and
a robust bottom end.
Engine Type: Inline-4, 4-cycle, water-cooled, turbocharged.
Displacement: 1,490 cc (90.9 cu.in).
Bore and Stroke: 77.0 mm (3.03 in) x 80.0 mm (3.15 in).
Compression Ratio: 8.2:1.
Valvetrain: SOHC, 8-valve (2 valves per cylinder) with chain drive.
Fuel System: Multi-point electronic fuel injection (Japan-market).
Fuel System: Carburetor (Australia-market variant).
Firing Order: 1-3-4-2.
Maximum Power (JIS gross): 85 kW (115 Hp) at 5,500 rpm.
Maximum Torque: 162 Nm (119 lb-ft) at 4,500 rpm.
Turbocharger: IHI VJ1, non-intercooled, boost pressure 0.5 bar (7.3 psi).
Idle Speed: 750 ± 50 rpm.
Engine Redline: 6,500 rpm.
0The cylinder block is constructed from cast iron, a
material selected for its inherent rigidity, resistance to thermal distortion,
and ability to withstand the increased cylinder pressures generated by forced
induction. The block utilizes a closed-deck design, where the water jacket does
not fully expose the upper cylinder bore area, providing superior support for
the cylinder head gasket and maintaining bore roundness under high load
conditions. This construction is particularly critical for turbocharged
applications where combustion pressures and thermal loads exceed those of
naturally aspirated engines.
The block features five main bearing webs with two-bolt main bearing caps, each
machined in place with the cylinder block to ensure precise alignment of the
crankshaft bore. The crankshaft is supported by five bearings, providing
adequate support for the engine’s torque output. A stamped steel oil pan is
sealed to the lower crankcase, serving as the reservoir for the lubrication
system while contributing to overall engine mass reduction.
Block Material: Cast iron.
Bore Diameter (finished): 77.0 mm (3.03 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 choice that reduces overall engine mass and facilitates efficient heat
transfer away from the combustion chambers. This is particularly important for a
turbocharged engine where exhaust gas temperatures are elevated. The head
employs a cross-flow design with the intake manifold positioned on one side and
the exhaust manifold on the opposite side, minimizing heat transfer from the
exhaust to the intake charge.
The SOHC valvetrain actuates eight valves - two intake and two exhaust per
cylinder - through a system of rocker arms. The camshaft is driven by a roller
chain from the crankshaft, an arrangement that provides exceptional durability
and eliminates the need for scheduled replacement intervals common to
belt-driven systems.
Valve clearance is adjusted manually via adjustment screws on the rocker arms.
The combustion chambers are of a compact hemispherical design that promotes
efficient flame propagation. The engine is of interference design; in the event
of timing chain failure or significant timing deviation, valve-to-piston contact
can occur.
Head Material: Aluminum alloy.
Valve Configuration: SOHC, 2 valves per cylinder with rocker arms.
Valve Diameter (Intake): 38.0 mm (1.50 in).
Valve Diameter (Exhaust): 33.0 mm (1.30 in).
Valve Stem Diameter: 7.0 mm (0.28 in).
Valve Seat Angle: 45 degrees.
The primary variant of the E5T employs a multi-point
electronic fuel injection (EGi) system. This system utilizes four fuel injectors
mounted in the intake manifold, positioned to deliver fuel directly toward the
intake valves. The port injection arrangement provides precise fuel metering
across the engine’s operating range, which is essential for maintaining proper
air-fuel ratios under boost conditions.
The engine control unit (ECU) manages injection duration based on inputs from
the airflow sensor, throttle position sensor, coolant temperature sensor,
crankshaft position sensor, and a dedicated knock sensor. The knock sensor,
supplied by Mitsubishi, allows the ECU to retard ignition timing upon detection
of detonation, protecting engine internals when operating with lower-octane fuel
or under elevated intake air temperatures.
A rare Australia-market variant, designated informally as the “E5T Carb,” was
produced for the limited-edition Ford Laser White Lightning. This version
utilized a blow-through carburetor system featuring a Solex 32 DIS carburetor
with an IHI RHB52 turbocharger. In this arrangement, the carburetor is
pressurized by the turbocharger, requiring a sealed float chamber and fuel
delivery system capable of operating under boost.
Injection Type (Japan): Multi-point electronic fuel injection (port injection).
Fuel Pressure: 235-275 kPa (34.1-39.9 psi) with vacuum line disconnected.
Fuel Injector Resistance: 2.0-3.0 Ohms.
Fuel Requirement: 91 octane or higher (Research Octane Number).
Fuel Cutoff: 6,800 rpm.
Carburetor Type (Australia variant): Solex 32 DIS, blow-through configuration.
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 the stamped steel 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, and rocker arm assemblies.
A piston cooling oil jet system is incorporated to direct a stream of oil toward
the underside of each piston crown, a critical feature for managing thermal
loads in a turbocharged engine.
A pressure relief valve integrated into the oil pump maintains system pressure
within operational limits to prevent over-pressurization during cold starts or
high engine speeds.
Oil Type: SAE 10W-30, 10W-40, or 20W-50 (API SF, SG, or higher).
Oil Capacity (with filter): 3.5-4.0 liters (3.7-4.2 US qt).
Oil Pressure (at 3,000 rpm): 294-392 kPa (42.6-56.9 psi).
Oil Pump Type: Gear-type, crankshaft-driven.
Oil Filter Bypass Valve Opening Pressure: 78-98 kPa (11.3-14.2 psi).
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 chain, 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 additional thermal load generated
by the turbocharger. A dedicated coolant line supplies the turbocharger center
housing, where it circulates to prevent oil coking in the bearing housing after
engine shutdown.
Coolant Type: Ethylene-glycol based antifreeze with corrosion inhibitors.
Coolant Capacity: 5.5-6.0 liters (5.8-6.3 US qt).
Thermostat Opening Temperature: 82-86 °C (180-187 °F).
Thermostat Full-Open Temperature: 95 °C (203 °F).
Radiator Cap Pressure: 88-108 kPa (12.8-15.7 psi).
Water Pump Type: Centrifugal, timing chain-driven.
| Intake and Exhaust Systems |
Intake System: Cast aluminum intake manifold with
short, equal-length runners designed to enhance throttle response. The
non-intercooled system routes pressurized intake air from the turbocharger
compressor outlet directly to the throttle body. A blow-off valve is
incorporated to relieve excess pressure when the throttle is closed suddenly,
preventing compressor surge.
Exhaust System: Cast iron exhaust manifold with a single-entry flange designed
to mount the IHI VJ1 turbocharger directly. The manifold integrates the
wastegate passage. A single oxygen sensor is mounted in the exhaust downpipe for
closed-loop fuel control on fuel-injected variants.
Distributor-based ignition system with a
camshaft-driven distributor. The distributor incorporates mechanical and vacuum
advance mechanisms. A knock sensor is mounted on the cylinder block to monitor
detonation; the engine control unit utilizes this signal to retard ignition
timing under knock conditions. The system uses a separate ignition coil mounted
near the distributor.
Turbocharger System: The engine is equipped with an IHI
VJ1 turbocharger. This unit features a single-scroll turbine housing and a
compressor cover 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 or carburetor. Boost pressure is regulated by an
internal wastegate actuator set to open at approximately 0.5 bar (7.3 psi).
Timing Drive: A roller chain drives the camshaft from the crankshaft sprocket.
An automatic hydraulic tensioner maintains chain tension. The timing chain is
designed for the service life of the engine with no specified replacement
interval under normal operating conditions.
Overall Length: 590 mm (23.2 in)
Overall Width: 620 mm (24.4 in)
Overall Height: 680 mm (26.8 in)
Dry Weight (complete engine): 130 kg (287 lb)
Oil Change Interval: 5,000 km (3,000 mi) under normal
driving conditions; 3,000 km (1,800 mi) under severe conditions. Oil Filter
Change: At every oil change. Timing Chain Inspection: Inspect for noise and
tension at 40,000 km (25,000 mi) intervals. Engine Coolant Replacement: 40,000
km (25,000 mi) or 2 years.
Spark Plug Replacement: 20,000 km (12,000 mi) for standard plugs. Spark Plug
Type: NGK BPR6ES or equivalent. Spark Plug Gap: 0.8-0.9 mm (0.031-0.035 in).
Drive Belt (Accessory) Inspection: Every 10,000 km (6,000 mi) for tension,
cracking, and glazing. Air Filter Replacement: 20,000 km (12,000 mi) or as
indicated by inspection.
Fuel Filter Replacement: 40,000 km (25,000 mi) for external filter types. Valve
Clearance Adjustment: Inspect and adjust every 40,000 km (25,000 mi). Intake:
0.20-0.24 mm (0.0079-0.0094 in) cold. Exhaust: 0.24-0.28 mm (0.0094-0.0110 in)
cold. Idle Speed Adjustment: 750 ± 50 rpm with no electrical or accessory load.
Cylinder Head Bolts (M10 x 1.25), 1st pass: 25-30 Nm
(18-22 lb-ft).
Cylinder Head Bolts (M10 x 1.25), 2nd pass: 55-60 Nm (41-44 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).
Rocker Arm Shaft Bolts (M8 x 1.25): 18-22 Nm (13-16 lb-ft).
Intake Manifold Bolts (M8 x 1.25): 16-20 Nm (12-15 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).
Spark Plugs: 18-22 Nm (13-16 lb-ft).
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 Chain Tensioner Bolts (M8 x 1.25): 18-22 Nm (13-16 lb-ft).
Crankshaft Pulley Bolt (M14 x 1.5): 130-140 Nm (96-103 lb-ft).
Flywheel / Drive Plate Bolts (M10 x 1.25): 70-75 Nm (52-55 lb-ft).
The Mazda E5T engine was utilized across a limited
number of model lines, primarily in the Japanese domestic market and with a
brief appearance in the Australian market. Its production spanned the early to
mid-1980s.
Mazda Familia (BD series): 1982-1985 model years (XGi-R Turbo, XG-R Turbo).
Mazda Familia (BF series): 1985-1986 model years (XG Turbo sedan).
Ford Laser (KA/KB series): S Turbo and TX3 Turbo models (Japan and selected
export markets).
Ford Laser (KA series) White Lightning: 1985 limited-edition model for Australia
(carbureted E5T variant).
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