In Berlin as in break, the Mazda 6 renewed at the end of 2007 is part of the general family of builders the most attractive. Few flaws, the absence of 6-cylinder in high-end petrol and a 2-liter diesel engine that starts to confess his age. This weakness will be erased early in the spring of 2009 with a brand new diesel available in three power levels, from 125 horses. We have already tried 163 and 185 horses. First impressions.

The first generation Mazda6 began so beautifully in 2002 the rise in sales of Mazda in Europe. It, taking another 5% market share in 2007 on a segment (the family), which represents 1.6 million units annually on the old continent, above the penetration Mazda all segments combined. The current marketed since late 2007 continues the momentum and found 80 000 customers in one year.

With a new diesel in 2009, the Japanese treats his fetish model, which should see its sales grow again, to nearly 85 000 copies, still in Europe.
Soon forgotten the 2.0 MZR-CD 2.0 of 103 kW/140 hp and 330 Nm? Not quite, it will remain available on some European markets. Without doubt those outside the Community, not subject to pollution standards more stringent. A good engine in the absolute, simple and fairly unobtrusive (except accelerations), despite a more efficient box a little long, penalized at times in 6th (with a report which draws more than 58 km / h at 1000 rpm!).
The rationale for the new engine turbo MZR-CD 2.2-liter is proposing emission levels even lower, consumption increasingly reduced, and a range of customers with a broader offer available in three powers, 125,163 and 185 horses.

After the first Mazda6 Diesel (120 and 136 hp) in 2002 or when it restyled in 2005 (121 hp and 143 hp), one could believe that his two liters of diesel drifting designed in 2001 by the Ford Mondeo 2.0 TDCi (115 and 130 hp) at the time, because of the displacement, bore, running, etc, identical. False, the Japanese manufacturer claiming full authorship, arguing that it derives from the block 2 liters fitted to the 626 already in the early 90s (61 sec in air and 82 hp with Comprex !!!). Today, even the shadow of a doubt, the new 2.2 is extrapolated from 2 liters of the Mazda6 by the Japanese engine and not taken from the ephemeral and yet advisable Mondeo 2.2 TDCi 155 Nm of ch/360 course since 2004 and displacement differ slightly. It is of course always manufactured in Japan, even if the European continent alone represents the vast majority of opportunities. And he retains a name that only extension to the sellers retain the brand …

After this background, let some significant technical details of this new engine, before summarizing the actual page, the declination of the baleze to the soft, furtive and our test prints.

In detail, the technical evolution of the engine, apart from the increased displacement by increasing the stroke (86 to 94 mm), involves the injection system common rail injectors with 10 holes (against 6 for the injectors Engine MZR-CD 2.0 liters), with valves higher reactivity (minimum interval of 0.2 ms between injections against 0.3 ms for the MZR-CD 2.0 – a speed increase of about 30 %) for more power, less consumption and lower emissions. For the same purpose, the injection pressure from 1800 to 2000 bar (200 MPa), a value rarely reached among others (some Mercedes engines, and one or two for now).
It also notes the low compression ratio of 16.3: 1 (16.7 on 2 liters), obtained through injection of high-fuel spraying (allows a lowering of the temperature contribution to reducing the consumption of fuel), or an EGR system more efficient. Finally, a new particulate filter, high thermal resistance with the world premiere of a ceramic substrate for a faster recovery in stock, a shorter time in excess consumption of diesel. In short, an engine that seems born, but one wonders why it does not meet the standards of Euro 4 pollution at Diesel where several are already marketed in accordance with future Euro 5 standards.