Since 2001, the company Mazda began to use gasoline motors L-series in several versions with a volume of 1.8-2.3 liters. They are characterized by the manufacture of a block of light alloys, chain drive camshafts, there are no hydrocompensators. Earlier we have already had a review of the 2.0-liter engine of the family, now it is the turn of the more voluminous 2.3-liter unit.
In addition to the Mazda 6, a similar “engine” can be found on Mazda MPV minivans and Mazda Tribute crossovers, as well as the Ford Escape model, which is a redesigned version of the Japanese crossover.
To a certain extent, you can consider L3C1 and 2.3-liter unit Duratec-HE on Ford Mondeo of the third generation, it is based on the engine from Mazda, but already has quite a lot of original details and technical solutions.
General reliability
In general, it is accepted to note the good resource of the Japanese engine and the absence of serious problems. Nevertheless, there are still certain nuances in operation, in particular, oil burning. Often even its timely replacement does not help. By the way, the engine considered in the review has a punctured cylinder block. The reasons for such damage will be discussed below.
Fuel system
If the car does not want to start or spontaneously stalls in motion, in 99% of cases the cause lies in the malfunction of the fuel pump. Buying the original will cost about 500 dollars, and the price tag of analogs is around 100 USD. In some cases, the situation is saved by simple cleaning of the pump elements and the grid on the fuel intake. The latter can be replaced with a new one in case of severe contamination. Separately, you can buy an electric pump motor, but only an analog.
Right engine support
This support is hydraulic and on average serves about 200 thousand kilometers, after which it begins to crack with oil loss. The cost of the support in the original is 120 dollars.
The valve cover
Oil leaks from under the cover occur solely as a result of gasket wear. In the original version, they last for about 150 thousand kilometers. Identify the first signs of gasket destruction can be detected by oil fragments on the plugs, the cylinder head.
Throttle
There are no complaints about the work of the choke, its resource is about 300 thousand kilometers, but during this time several cleanings from the plaque will have to be carried out. With significant contamination, there are irregularities in idle speed. In extremely rare cases, you may encounter a malfunction of the throttle control electric motor.
Ignition
Originally, a single ignition coil was provided for the engine, but later the manufacturer began to install individual coils. You should not worry about their condition for the first 200 thousand kilometers, especially with timely replacement of plugs. The presence of problems with the coils is indicated by the appearance of errors on the panel, uneven speed dialing with jerks and the appearance of stalling.
EGR valve
Reliability of the EGR system is rather high. Most of the soot settles on the throttle flap, so the valve keeps its functionality for a long time. When EGR errors appear, it is quite enough to wash the valve, for this purpose a carburetor cleaner will do. An alternative is to plug the valve and disconnect the sensor. In this case, it will be necessary to re-flash the control unit.
Intake system
The intake manifold provides for swirl flaps, four for each of the channels. In addition, in the depth of the manifold are additionally installed flaps with variable geometry. At low speeds, by reducing the diameter of the intake channels, the airflow velocity was increased. The variable geometry dampers operate at full opening when the engine reaches speeds above 4000 rpm.
The vortex flaps are controlled via an actuator. Approximately, after 200 thousand mileage, the lug of its attachment to the damper axis simply breaks off. As a result, the damper loses controllability and just hangs in the flow, being a source of noticeable noise. At the same time, at low speeds the engine loses part of its traction properties. Buying an actuator will cost $100. It is not possible to buy a breakable lever separately, but in some cases masters make it and install it by themselves.
Variable geometry flaps are more functional and there are no problems with their performance.
The actuators themselves are vacuum, they are controlled through solenoid valves located on top of the intake manifold. They are connected to both the intake (providing vacuum) and the actuators below the throttle.
The valve on the left side is responsible for the operation of the swirl flaps and the one on the right for the geometry change flaps. When the engine is started, the vortex flaps are activated with movement of the actuator stem (retracts inward). Operability problems can consist of a broken winding on the solenoids with a corresponding error. The solenoid has a resistance in the neighborhood of 35 ohms when functional.
In the case of violation of tightness of numerous tubes and valves, the system will begin to give information about excess air and excessive enrichment of fuel with air mixture. Another way for air to enter the system is the actuator diaphragm, in case of cracks on its surface.
Crankcase Ventilation
The crankcase ventilation oil separator is connected to the intake manifold by a rubber hose that loses flexibility over time, after which additional air begins to enter the system. As a result, the engine at idle starts to produce higher revolutions, and there are fuel ignition misses. The tube is replaced with a new one.
The timing chain
The quality of the chain is quite good, both in Mazda and Ford, it has a safety margin of about 250 thousand kilometers. To prevent problems in the future, it is advisable to change it before reaching this mark and the appearance of a characteristic rattle. In the process of replacement, it is necessary to change the tensioner and guides. All components are sold as a set. If you allow the occurrence of a rumbling chain, almost immediately there is damage to the shaft pinion. If the chain overshoots, it will not be possible to avoid an expensive overhaul. When buying a chain, you should consider the fact that they are different for L3C1 motors manufactured before September 2006 or later.
Phase shifters
The only phase shifter is located on the intake shaft. In cars with significant mileage, it becomes a source of noise, similar to the work of a diesel. Replacement of the element also provides for two versions of parts, for motors manufactured up to August 2006 inclusive and after this period. Between themselves, the phasoregulators are distinguished by a gear. On older units, many small teeth are provided, and on “fresher” engines the number of teeth is reduced by increasing their size.
Balancer shafts
For the Mazda motor in question, balance shafts are provided. They work very reliably, even the helical gear of their drive has good resistance to wear. Problems with the balancer module are not noted.
Oil pump
There are no complaints about the performance of the oil pump. Its work is provided by a chain drive, and the chain break occurs at mileage of 450-500 thousand kilometers. Unfortunately, in case of breakage, it will not be possible to avoid motor jamming and subsequent expensive repair. Therefore, it is recommended to change this chain together with the timing chain or at least once in a while.
Oil complication
One of the weak points of the 2.3-liter Mazda motor is a significant oil consumption. If the oil rings are clogged, the growth of oil consumption can become terrifying, up to 1 liter per every thousand kilometers. If you return the rings to their original state, oil consumption will drop, but it is better not to experiment and replace them with new ones. During the procedure, it is necessary to check the geometry of cylinders, it is possible that boring for pistons-analogues from the repair kit will be required.