{"id":10403,"date":"2018-09-06T08:27:51","date_gmt":"2018-09-06T16:27:51","guid":{"rendered":"https:\/\/corksport.com\/blog\/?p=10403"},"modified":"2024-05-28T13:57:07","modified_gmt":"2024-05-28T21:57:07","slug":"mazdas-dynamic-pressure-turbo-an-introduction","status":"publish","type":"post","link":"https:\/\/corksport.com\/blog\/mazdas-dynamic-pressure-turbo-an-introduction\/","title":{"rendered":"Mazda\u2019s Dynamic Pressure Turbo \u2013 An Introduction"},"content":{"rendered":"\n

The SkyActiv 2.5T has been around for a few years in the CX-9<\/a> however, things started to get interesting when the engine was dropped in the Mazda 6 for 2018<\/a><\/span>+ models. While lacking a manual and not a true Mazdaspeed<\/a>, it\u2019s a step in the right direction for the enthusiast. With one of the new Mazda 6s in the CorkSport garage, we\u2019ve been getting curious about where all of that 310lb-ft comes from.<\/strong> Well, we decided to call up Mazda and purchase a turbo to see how it all works.<\/span><\/p>\n\n\n\n

\"Mazda<\/figure>\n\n\n\n

There\u2019s a lot to take in on the turbocharger and there are quite a few things that have changed from the K04 that made its home in the Speeds. <\/strong><\/p>\n\n\n\n

For starters, this turbocharger is pretty big. The wheels themselves are not large, with the compressor wheel very close in size to the old Mazdaspeed K04<\/a> & the turbine wheel only slightly larger than the K04 Turbo<\/a>. However, with the dual inlet turbine housing, 90\u00b0 compressor outlet, and lots of attached electronics, the whole package takes up a lot of room in your engine bay.<\/span><\/p>\n\n\n\n

\"2018+<\/figure>\n\n\n\n

The turbine housing is not far from the old K04. A large five-bolt inlet flange has two rectangular inlets to work with the dynamic pressure system (more on that later) and even a port where the EGR system sources its exhaust gases. The outlet is much simpler, using a five-bolt flange to mount to the downpipe<\/a>, yet does house a surprisingly large wastegate port. <\/strong><\/span><\/p>\n\n\n\n

From a performance standpoint, the large wastegate should help eliminate boost creep but the turbine housing will likely need a larger scroll to get some more serious power out of the engine.<\/span><\/p>\n\n\n\n

\"OEM<\/figure>\n\n\n\n

The compressor side is packed full of features. As usual, the wastegate actuator bolts to the compressor housing, however, Mazda<\/a> has switched to an electric actuator. Interestingly, the bypass valve is also electric and is even mounted to the face of the compressor housing. <\/span><\/p>\n\n\n\n

Some fancy casting design leaves a pathway between the high and low-pressure sides of the compressor and let the BPV decide when the passage is open or closed. These two electric actuators will mean easy and consistent boost control.<\/strong> The final plastic component on the housing we believe is a boost-assisted vacuum source for the vehicle. Finally, the inlet is a typical clamp connection while the outlet uses a 90\u00b0 turn and two-bolt flange for better accessibility around the wastegate actuator.<\/span><\/p>\n\n\n\n

\"2018+<\/figure>\n\n\n\n

With the housings removed, the CHRA of the dynamic pressure turbo is very simple & standard. Oil feed in the top, two-bolt oil drain in the bottom, and standard crossflow engine coolant ports. The compressor wheel is a cast 6×6 unit and the turbine wheel is a basic 11-blade unit.<\/span><\/p>\n\n\n\n

\"Mazda<\/figure>\n\n\n\n

We are looking forward to waking up the Sky-T in the coming months and making the 2018+ MZ6<\/a> into something a little closer to a Speed. Stay tuned, there\u2019s much more fun to be had from the 2.5T!<\/span><\/p>\n\n\n\n

-Daniel<\/span><\/p>\n\n\n\n

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