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Thread: How much can 2.3 T stand

  1. #61
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    Quote Originally Posted by LittleredMPS View Post
    Its alright mate...Maybe I should have put in that the car had done 6000km when this happened.

    It was also the only time it ever happened.
    And that's definately weird.
    1.5L in a week is surely enough to label a fault.
    That suggests to me an intermittent fault that has occurred once only on your vehicle.

    If one was to imagine the PCV scenario being responsible for the oil consumption, then perhaps it is not too much of a stretch to see a set of conditions where a vehicle displaying the oil consumption fault yours showed at 6000K could produce hydrolock.

    That imagining assumes of course that PCV is where the oil has gone. It has to go somewhere.

    What does the Gen2 PCV look like next to Gen1?

    If there's no difference then I think we can throw out the PCV theory, because mazda would not be keeping it if there was any issue with the vehicle under their engineering parameters...that's a straightforward warranty maintenance costs thing.

    **Correction** - throw out PCV issue as a design flaw.
    If it operates perfectly enough for them to keep it after several years on gen1 with some people suspecting a problem, then.....there's not a design flaw as such. Not as far as meeting engineering parameters goes. As a cause on tuned engines? Perhaps, but I'm doubtful.
    Last edited by Nexus; 26-12-2009 at 10:18 PM.

  2. #62

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    As far as I know mate...This PT mob is still looking into whether the Gen 2 is the same setup.

    They certainly feel sure that mazda is aware of this fault.

    Thats what lent relevance to the claims the PCV was a contributing factor...certainly not the only one...but a major one.

    My motor was not the only one to see this sort of situation either. When it happened I searched oz and usa forums and found quite a lot of situations just like mine, some of them proving terminal, across a variety of different mileages.
    Last edited by RadiantKnackers; 26-12-2009 at 10:18 PM.
    MPS is gone. Ghey Trail enabled....Not Happy. MPS 6 to come

  3. #63
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    Quote Originally Posted by LittleredMPS View Post
    They certainly feel sure that mazda is aware of this fault.

    Thats what lent relevance to the claims the PCV was a contributing factor...certainly not the only one...but a major one.
    Last I read of the PT pull downs, by heresay only from PT's sources, which isn't much credebility. I haven't read that from other credible sources? Would be interesting to hear on Gen2 config.

    I know there was a bulletin suggesting a PCV fix for turbo's that didn't flow oil as well as desired on some gen1, and this was related to the turbo seals and blowing smoke - the issue was apparently inadequate oil drainage flow from some (a batch?) turbo's....and if turbo passed a seal test, the PCV fix increasing turbo drainage was to be applied instead of replacement turbo.

    This was a "fix pending" bulletin that I can't vouch for it's authenticity other than it certainly read the part.

  4. #64

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    Now thats interesting indeed.

  5. #65

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    Quote Originally Posted by kmh001 View Post
    While it's true that a small percentage of owners will abuse their car to destruction, it's also true that there is something else causing problems and blown engines for some MPS owners.

    For anyone who has trawled through the copious amount of info out there on many different forums the evidence is clear and there is no doubt that the problem is associated with map transition. The thing that remains to be determined is whether it simply coincides with map transition or is caused by it. There could be an error in the code, a defect in the code, or oil vapour reducing the octane enough to induce knock, or even something that hasn't yet been thought of. Quite possibly it's more than one thing occurring at the same time.

    In my own experience I've had the death rattles several times, usually on cruise control, always at low rpm and always with a thick cloud of smoke ejected from the exhaust. I have no doubt that I have been a bee's dick away from having my stock engine blow while the car was being driven like a nana and under very little stress.

    There was a flurry of PCM updates released throughout 2006 and into 2007 and the discussions I had with a Mazda engineer around that time indicated they were trying to resolve a number of engine operating issues including the cruise control exploders and the sudden power loss syndrome that was deemed a safety hazard (anyone remember that one?). It's also worth remembering that not all blown engine victims are forum members. There are more blown engines that we don't get to hear about.

    Like any problem with an elusive cause, people will advance all kinds of theories and that's perfectly natural, one of them eventually has to be right, however I agree with Russell and I don't think the hydro lock theory has any credibility. Meanwhile, I think it's significant somehow that not all MPS's are equally affected.

    If you do enough reading and research you'll discover that virtually all direct petrol injection engines are experiencing problems of some sort or another and it's worthwhile looking at this in a broader context. Porsche owners are having lots of issues and I read about a GT3 owner who used an old American V8 trick and set up his engine to have the exhaust extract the crank case gasses, which apparently eliminated his oil control and internal contamination issues. The risk with this setup is that he might blow more visible smoke from the exhaust, but at least his inlet tract stays clean, his fuel retains its octane number and his engine doesn't blow.

    In the mean time I'm using the adaptive part of the PCM to my advantage by the way I drive the car, by getting on it enough to keep the PCM out of nana mode I get no stutter, no hesitation, no death rattles and little knock retard. Whether that's because the nana maps have bugs, the transition is buggy, or because nana driving causes the engine to choke on its own oil I don't know, but I am convinced that the engine is safer. The only catch is higher fuel consumption.
    You might be right...

    I have 118000kms...original turbo and all other parts...

    Hasnt been serviced by mazda since 70000kms...

    No PCM updates since 60000kms...

    I dont drive like a nanna...EVER...

    And i change my oil and filter myself every 5000kms.

    And my car still runs like it did the day i bought it with 162.2Kw atfw

    Happy Motoring
    duglet

  6. Default

    sorry duglet but i think your the only owner of a mps that hasn't had an issue, but then again maybe it shows that keeping it stock, drive it well (intermittent hard and normal driving) serviced regularly and it will putter along for long time

  7. #67
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    Hi Guys

    I had to get a stronger diff with just 264AWHP. Compared to my Falcon Turbo (480rwbhp) these mazdas just dont hold up to much power.

  8. #68

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    Last edited by mpsJOE; 27-01-2010 at 05:20 AM.
    .

  9. #69

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    Quote Originally Posted by Ice429 View Post
    Hi Guys

    I had to get a stronger diff with just 264AWHP. Compared to my Falcon Turbo (480rwbhp) these mazdas just dont hold up to much power.
    Your car dyno'd 264 AWHP with just a BOV?
    Nuliaj: Hatches are only really half a car anyway.
    shinslinger66: And you forgot to add that they are also a girls car!

  10. #70

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    a reliable evo 8 with 300kw atw would cost $38K + $12K for mods in australia. (Add about 5-7 for suspension and brake mods)

    Far less than what it would cost to get an mps or xr5 for that matter running reliable at that level


    by all means if you want to be different go for it.

    If you dont believe me; find yourself a good example MR 8 (hard part), give me $15 K and i will give you back a practically unbreakable evo 8
    Last edited by MaN|aC; 27-01-2010 at 09:30 AM.

  11. #71

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    Quote Originally Posted by Ice429 View Post
    Hi Guys

    I had to get a stronger diff with just 264AWHP. Compared to my Falcon Turbo (480rwbhp) these mazdas just dont hold up to much power.
    stronger diff? or diffs? 195 awkw with a CAI and BOV?


    Current: 2002 Nissan S15 200SX SPEC R
    Previously: 2006 Mazda 6 MPS ,MY00 WRX CLUB SPEC EVO IV Hatch ,97' Nissan S14A 200sx, Nissan R34 GT-T, Nissan S12 Silvia

  12. #72

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    Quote Originally Posted by nissanman View Post
    stronger diff? or diffs? 195 awkw with a CAI and BOV?

    i think the dyno was smoking something
    <img src=http://i493.photobucket.com/albums/rr300/maniac747/tunedbytunehouse.jpg border=0 alt= />

    Peak Power output is for talking, torque is for winning.

    How's my posting? If you have a complaint Call: 1 800 555 BLWME

  13. #73

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    Quote Originally Posted by man|ac View Post
    i think the dyno was smoking something
    :lol:

  14. Default pan vac system

    is this the sort of system you men are on a bout
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  15. #75

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    Strength of internals is one but not the only issue. Balance is key. And the more rpm you run, the more it is critical. You can have the strongest internals known to man but start slinging even a few asymmetric grams around at 5000+ rpm then you are asking for trouble.

    Given that most modders here, including me, are bolting on power and upgrading fuel pumps to feed the new appetite and not pulling the engines apart to either strengthen rods or blueprint all rotationals, for obvious reasons of cost and effort, then we can expect what we get.

    So I wouldn't be too critical of the engines themselves as they are doing what they were designed to do, and a decent margin above perhaps, but no more.

    It's all then made worse by the fact that some factory ECU's (all cars) get the occasional brainstorm, and even Xedes and Standbacks seem to get occasional minds of their own, meaning that there is a risk of an unbalanced and internally weak engine, possibly at high rpm, slamming headlong into the solid brick wall of a mis-timing issue.

    In this context, I believe that KMH001's comment above "there is no doubt that the problem is associated with map transition" is valid. Similarly, I don't think hydro-lock is a regular cause, it may be one, for reasons I won't explore here, but once an engine has shot its bolt, it's pretty hard to tell where all the oil came from and whether its presence is cause or effect.
    Last edited by Doug_MPS6; 17-02-2010 at 12:37 PM.
    CP_e Standback & PNP; CP_e 3" SS Downpipe; Corksport FMIC with Top-mount K&N filter & OEM Ram CAI; Turbosmart BOV; Dashhawk; Prosport Boost Guage; JBR solid shift bushes; DBA 4000 Wiper-Slot front rotors; Hawk Ferro-Carbon HPS Street front brake pads (@ 69,000km); Sumitomo HTRZIII's in 225/45 x 18

  16. #76

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    Quote Originally Posted by tenchu View Post
    is this the sort of system you men are on a bout
    Yeah that's essentially the same system that I was talking about. Do you know the history of the car in those photo's, has it been successful?

    Gone to Volvo


  17. Default

    can not find the site it was on, but it was mostly used for drag racing,they also said that this system free up 20bhp more than stock pvc valves,pretty good mod in my opinion

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