welcome to the home of the Jspec V6 engine

KLZE.nl

The Mazda K-series automobile engine is a short stroke, 60° V6 24-valve with belt-driven DOHC and aluminum-alloy cylinder heads and block. Their displacements range from a tiny 1.8 L to 2.5 L. They all use a 27-degree DOHC valvetrain with directly actuated hydraulic (HLA) bucket lifters. The K-series also feature a highly-rigid, all-aluminum split-crankcase engine block design with 4 & 6 bolts for each main journal, internally balanced forged crankshaft with long, lightweight forged carbon steel connecting rods. They were designed to be as compact as possible for short-hood front-wheel drive applications.

A unique innovation of the K-series is the introduction of Variable Resonance Induction System (VRIS). Based on the Helmholtz resonance principle, the intake manifold is equipped with 3 chambers tuned to a specific resonant frequency. The computer dynamically switches between each resonant chamber to achieve the appropriate resonant frequency for the engine's RPM. This effect optimizes volumetric efficiency over a given RPM range to provide maximum torque over the entire RPM range. VRIS is used on the K8, KF, and KL but nearly all modern V6 engines are now using this technology.

The K-series all have a 7,000 RPM redline with 7500 RPM limiter, which given the engine design is conservative. The KJ-ZEM Miller cycle engine had a 6,000 rpm redline, but was only available with an automatic transmission.

The Mazda K-series was conceptualized and co-developed with Suzuki in which Mazda handled the bulk of the engineering with valuable input from Porsche. The early 2.0 L Suzuki H20A and Mazda KF share the same bore, stroke and displacement but the similarities end there. The Suzuki uses a timing chain, configured for RWD and as a result is physically larger. Suzuki focused on building ever-larger torque-producing engines for their SUV lineup, while Mazda focused on high-technology and power output. The Suzuki and Mazda engines do not share any components at all.