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SUVs Mazda CX-7 Mazda CX-7: Long term reliability of the 2.3LT engine
12 messages, Last post on Nov 19, 2008 at 1:21 PM
You are in the Mazda CX-7 Forum. Your Hosts are steve_ & tidester
| I drive my vehicles to ~130,000 miles. I sell them as very good running vehicles that have no oil consumption or other issues. The 2.3 L turbo engine is a long stroke 2.0 L engine. Usually this leads to a less than reliable engine, at least for the long haul. Does Mazda use this engine in any other vehicles or must we wait and see. I'm thinking that Mazda took the cheap way out to gain Cu Ins. Most new turbo engines use a square or over square design with respect to Piston Bore vs Stroke. Comments ? | |
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Replying to: erhayes (Dec 18, 2006 11:59 am) |
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Replying to: erhayes (Dec 18, 2006 11:59 am) As to the specifics on how the displacement was reached, I cannot accurately answer that. |
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Replying to: erhayes (Dec 18, 2006 11:59 am)  I'm staking a dinner on the fact that the engine won't implode if you just follow Mazda's maintenance recommendations.
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Replying to: carlitos92 (Dec 18, 2006 3:30 pm)
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Replying to: audia8q (Dec 19, 2006 1:28 pm) |
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I had just begun my usual drive to work and all seemed OK. But suddenly, when accelerating from a light, I had NO power - despite flooring the accelerator, the car just would not go any faster (about 20-30 mph) for a few seconds. Then, just as suddenly, it spun up and I had my power back. Now it's OK but I'm VERY concerned. There's still plenty of time on the warranty but I want to be sure the dealer is aware. Any suggestions? Anyone had turbo problems with this car?
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Replying to: pctech (Aug 07, 2008 2:30 pm) Turbo lag is one thing but this is a bit extreme. I would have it checked out ASAP along with your electronics. tidester, host SUVs and Smart Shopper |
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Replying to: pctech (Aug 07, 2008 2:30 pm) The old system, simple gear type ATF pump, pressure holding/sustaining accumulator, and spring loaded pressure relief valve, has been abandoned in favor of the lighter weight, "compact", and more fuel efficient electronic ATF line pressure control technique. What that appears to mean to you as a driver is that the new system cannot sustain enough line pressure for two gear changes in quick succession. For instance, you lift the throttle slightly and the transaxle reacts, just as it should, always has, by upshifting. But now, quickly, you need/want to return acceleration (traffic light went green..??) and depress the gas pedal accordingly. Oops, the ECU has "relaxed" the line pressure (FE, remember..??) in accordance with being in 4th(??) gear cruise mode and now there is no line pressure to support a downshift sequence let along enough pressure to hold the downshift clutches fully and firmly closed under acceleration torque levels. What to do, what to do...??!! Oh, use the DBW, E-throttle system to delay the engine torque rise until the ECU can command an increase in line pressure, then the line pressure can rise to the level required. A quick transition to full throttle from "cruise".... Same problem, no line pressure.. If you wish to accelerate fairly quickly then a reasonably slow depression of the gas pedal will get you there QUICKER. A quick "stab" of the gas pedal will find the engine/transaxle ECU unprepared for the acceleration level of torque and it will delay engine torque rise until the line pressure can be "pumped up" enough to support the downshift and hold the downshift clutches "tight". Welcome to the brave new world of high technology.
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Replying to: wwest (Aug 08, 2008 8:17 am) |
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