Seat Toledo AFN --> Mazda 323 tdi | Posts 16+

Take a look at the ADAC statistics to see which cars have the fewest breakdowns; it's Toyota and Mazda, not an Audi B5.

The statistics aren't bad, but we should consider that, for example, there are more VWs than Mazdas.

Sir Tortsch wrote:

The statistics aren't bad, but we should consider that, for example, there are more VWs than Mazdas.

What is this text trying to tell us?

Oops, what I meant to say was...

Do these statistics also take into account that there are not as many Mazda cars on the road as Volkswagen cars?

Do these statistics also take into account the fact that there are not as many Mazda cars on the road as there are Volkswagen cars?
@SirTorsch:
Of course, that's taken into account! The statistics calculate the number of defects or TÜV (German technical inspection) issues per x number of registered vehicles of the relevant age.

However, the mileage of the vehicles is often not taken into account. But that discussion doesn't belong here!

@Konjoy:
Here's the translation:

'First of all: Does the Mazda already produce visible smoke from the exhaust? If so, then any increase in power will only be possible through increasing the turbocharger's boost pressure. Otherwise, it will be simpler.'

But first of all:
Try to find out for sure if you really have a direct injection engine! After all the documents that Bertil has posted, your statements unfortunately seem questionable!

Without reliable information, we will not be able to help you.

Regards,
Private.

On the engine itself, it says: 'direct injection, 16 valve, turbo diesel.'
The car doesn't produce any smoke, even when accelerating suddenly or under heavy load. I haven't seen any signs of soot buildup so far.

The car has a powerbox from Alpin installed. I inquired about a similar box in an eBay auction to see if it was adjustable. The seller said that the box can be adjusted using three jumpers, which would allow me to increase the fuel injection amount.

Where can I find a table showing the correct placement of the Jumper cables for a specific power output? Does anyone know the Alpin website? And does anyone know how I can increase the boost pressure on this car?

And does anyone perhaps know how I can increase the boost pressure on this car?

You don't need to increase the boost pressure as long as there's no smoke. So, leave that alone for now, and focus on increasing the fuel injection amount instead. (Otherwise, you'd have to tell us how the boost pressure control works on your system. Does a pressure hose run to the engine control unit? Is there a (pressure) sensor in the boost pressure line? How is the turbocharger controlled? But that probably won't be necessary right now.)

Unfortunately, I don't know of a suitable page from Alpin, but:
'If you can already see jumpers inside the box, then you must have it open. Can you recognize how it works? (I don't know how familiar you are with electronics). Maybe read the article about the '10cent Tuning' project (/viewtopic.php?t=3208) and compare if the box might work similarly. Otherwise, please post a clear, close-up photo of the top and bottom of the box's circuit board, and we should be able to see more clearly. Where is the box connected?'

Or, of course, the 'trial and error' method: Just try different settings; there aren't that many possibilities with just three jumpers. And in the worst case, the motor shouldn't start if the settings are wrong, or it might just produce excessive soot.

Regards,
Private.

I haven't taken the box apart yet. I learned about the jumpering from someone else. The cables from the box run to the pump connector and to the fuel temperature sensor.

'When I open the box, I'll figure out how it works. If my knowledge of electrical engineering isn't enough, I'll take a picture of it. I'm a student at a technical high school with electrical engineering as a major subject, but unfortunately, we only have theory. I know how to calculate things and I know all the different components of electrical parts, but we're never shown what things actually look like.'

I only asked about increasing the boost pressure because the car is smoking when the injectors are increased. There's a sensor in the boost pressure line. The engine is actually quite simple in its design; once the snow stops here, I'll take a closer look at the turbocharger.

Hello, I own a Mazda 626 GF DITD with 101 horsepower, first registered in December 1998, and it now has 160,000 kilometers on the clock.
According to the Mazda dealer, the 90/100/110 horsepower versions only differ in the engine control unit. This unit controls the fuel injection duration, resulting in more or less power (according to the dealer).

The engine is known as the 'RF-turbo engine,' which can be seen, for example, on Mazda's workshop orders. It was also installed in the Premacy.
See also: http://www.autoindex.org/maker.plt?no=85
(The Mazda 626 is called Capella in Japan, and the 323 is called Lantis.)

He uses a distributor injection pump from Denso, which is said to be very similar to the Bosch VP44.
Several Mazda dealerships had previously offered the Alpin box (www.motortunig.de), but Mazda then decided that they no longer wanted them to do so.

On motor-blödtalk.de, there were/are some discussions about the engine, although it was mostly used in the 626 model.

Due to the high mileage, I haven't been able to decide yet whether to install a subwoofer (please no attempts to modify the ECU); I'm wondering whether an Alpin or a Hopa would be better.

There are definitely extensive discussions about the Alpin-Box on motor-talk.de.

@konjoy: If you need any specific information, I can check my collection.

schnick1970 wrote:

According to the Mazda dealer, the 90/100/110 horsepower versions only differ in the engine control unit. This control unit allows for longer or shorter injection times, resulting in more or less power (according to the dealer).

For the 626 model, since May 1998, only the engine with 100 hp (74 kW) has been available (identified by the KBA code DUD: Diesel, unregulated catalytic converter, direct injection).
The 323 also has this engine, but only since 10/00, which is 2 years later. The 90 hp engine is designated as D or DU4 (Diesel, Diesel - Uncatalyzed - 4-stroke). Were there two versions of this engine, one with a catalytic converter and one without?
Unfortunately, the engine codes are only listed starting with the 2001 catalog, and all 2.0-liter turbo diesel engines in Mazda have the same code: RF. However, the 90 horsepower version is no longer included in that list.
Unfortunately, the 90 horsepower engine is listed without an engine identification number in the older list.
With the 100 horsepower engine, the Mazda 323 changes its designation from 323 TD (90 horsepower) to 323 DITD (100 horsepower). The 626 is only available as a DITD model. This information can be found on the Schwacke website.

Quote:

He uses a distributor injection pump from Denso, which is said to be very similar to the Bosch VP44.

It's probably even a licensed production of a Bosch pump.

Well, as I said, the information comes from the dealer.
Here's a quote from a press release from the Geneva Motor Show regarding the 2001 facelift:

The OHC turbo-diesel engine features 16 valves and a displacement of 1998 cm3.
Direct injection is achieved through a turbocharger with variable geometry.
um 11 PS stärker und liefert nun 101 PS (74 kW) bei 4000/min. The
In this process, the torque increases to 230 Nm at an engine speed of 2000 rpm.

Sure, here is the translation of the text from German to English:

'End quote.'

Either Mazda isn't taking the press reports seriously, or the DITD (Direct Injection Turbocharged Diesel) is an upgraded version of the 90 horsepower engine.

Regarding the catalytic converter (Kat): There were 626 DITD versions available with and without a catalytic converter, but according to DAT or Schwacke (as I recall), they did not differ in terms of performance.

Which Bosch pump was manufactured under license, the VP37?

What I completely forgot to mention: The DITD engine revs very high, with 5000 RPM being the redline. The peak power is achieved at 4200 RPM, but beyond that, it doesn't offer much benefit for acceleration.

The reason for the perceived lack of performance improvement compared to the Seat is legal and financial: The TÜV (German technical inspection authority) accepts a performance increase of 20% without requiring adjustments to the braking system, etc.

schnick1970 wrote:

Regarding the catalytic converter: There were 626 DITD versions with and without a catalytic converter, but according to DAT or Schwacke (as I recall), they did not differ in performance.

I can't find any of the 100 horsepower versions without a catalytic converter.
Meine Frage galt dem 90er. With or without a cat?

Quote:

Which Bosch pump was manufactured under license, the VP37?

I can't really say anything specific about that.
I think it might have been a VP37. I'll search again to see if I can find anything about it.

Quote:

What I completely forgot to mention: The DITD engine revs very high, reaching 5000 RPM, which is its maximum RPM. However, the peak power output is achieved at 4200 RPM. Beyond that, it doesn't provide much benefit for acceleration.

"However, 5000 RPM is normal for a VW VP TDI engine as well."

Quote:

The reason for the perceived lack of performance improvement compared to the Seat is legal and/or financial: The TÜV (German Technical Inspection Association) accepts a performance increase of 20% without requiring adjustments to the brakes, etc.

That is understandable. However, there is definitely room for improvement .

Does anyone have experience with Alpin Box? I'm talking about how to increase the fuel injection amount.

So, the 323 with the 90 horsepower engine has been available since October 1998.
Probably (!), Mazda offered a slightly less powerful version in the smaller vehicles (323, Premacy); I will ask my workshop manager about it at the next opportunity.
In my opinion, my 101 horsepower engine (model 9 also does not have a variable turbine geometry. The response in the lower RPM range is simply too poor .

Regarding the catalytic converter: When I bought the 626 two years ago, the parts list included variants with and without a catalytic converter; today, this is no longer the case.
To what extent is the catalytic converter relevant for performance enhancement, and what is the impact of back pressure from the exhaust system?
Or are engine variants without a catalytic converter tuned differently?

Regarding performance: There's definitely room for improvement. Tuners claim power increases from 101 hp to between 118 and just under 130 hp (for the 110 hp version, increases up to around 145 hp are possible). However, there's naturally the risk of losing insurance coverage; each individual needs to consider that.