Mazda 2.3L DISI Turbo / L3-VDT Engine
Here in this post, I have gathered information about the Mazda 2.3L DISI Turbo / L3-VDT Engine from its official website, including its specifications, Problems, and Reliability.
We believe in providing reliable information to our readers, therefore we prefer to obtain information on the Mazda 2.3L DISI Turbo / L3-VDT Engine from authentic sources.
This article, which has been updated, has all the information you require about the Mazda 2.3L DISI Turbo / L3-VDT Engine.
An upgraded variant of the 2.3 MZR/L3-VE, the Mazda 2.3L DISI Turbo engine (also known as the L3-VDT) features a turbocharger.
It made its debut in 2005 as the Mazdaspeed6’s high-performance engine (Mazda6 MPS). Mazda CX-7 and Mazdaspeed3 vehicles both use L3-VDT displays now (Mazda3 MPS).
Mazda hasn’t made this kind of engine since 2012.
The 2.3 DISI shares a cylinder block with the NA variant. This balancing unit is constructed from aluminium alloy and features cast-iron sleeves and a cassette design.
The turbo model included sinter-forged connecting rods, pistons with a novel form designed for direct injection, and a forged steel crankshaft with eight counterweights.
The oil jets in the block are used to both lubricate and cool the pistons.
|Displacement, cc||2,260 cc (138 cu in)|
|Type of internal combustion engine||Four-stroke, turbocharged|
|Mazdaspeed6/ Mazda6 MPS/Atenza MPS, Mazda CX-7, Mazdaspeed3/ Mazda3 MPS/Axela MPS, Mazda MPV (JDM only)|
|Oil change interval, mile
||10,000 (15,000 km) /12 month|
|Engine oil capacity, liter||
5.7 (6.0 US qts)
|Engine oil weight||
~415 lbs (190 kg)`
|Torque, lb ft||
280 lb-ft (380 Nm)/3,000
263 hp (196 kW)/5,500
|Type of internal combustion engine
|Cylinder block material||
|Cylinder head material||Aluminium|
|Fuel system||Direct fuel injection|
|Number of cylinders||4|
|Valves per cylinder||4|
|Bore, mm||87.5 mm (3.44 in)|
|Stroke, mm||94.0 mm (3.70 in)|
Mazda 2.3L DISI Turbo / L3-VDT Engine Problems & Reliability
The 2.3-litre DISI Turbo L3-VDT engine in Mazdas that left the showroom was plagued with issues. This one is all about the gas tank! The CX-seven can use up to 15 litres of gas per 100 kilometres while riding in metropolitan areas.
What a horrible outcome. Astonishment at this engine’s performance No, not at all. One of them is the vehicle’s potent engine, and the other is the fact that the SUV in question here weighs in at about 1,800 kg. 2.3 T engines almost never use less than 10 litres of fuel per combustion.
The situation is made worse by the fact that his LPG setup is half the size of the average.
Japan’s engines use direct injection gasoline, which poses a supply issue. Because of this, the price of installation might range from $1,900 to $2,500.
Due to the sheer magnitude of the numbers involved, investing in cheaper fuel is only worthwhile if the driver does a great deal of driving.
If it weren’t for the LPG system, the Mazda 2.3 DISI Turbo engine wouldn’t have been able to achieve the kind of fuel savings that would make car buyers willing to pay for the upgrade.
The second issue is related to energy. Those who choose the Mazda 3 MPS or CX-7 and put them through a dynamometer test will likely be quite dissatisfied.
When it comes down to it, having 260 horsepower straight from the factory is more like a pipe dream.
Why? Several elements come into play here, the most important of which are things like poor lighting and an unbalanced composition.
The jolt that occurs during acceleration is directly proportional to the lack of power. One silver lining is that the manufacturer will likely swiftly fix the incorrect controller software.
The Mazda 2.3 DISI Turbo L3-VDT engine is not prone to failure as a result of a manufacturing flaw, but rather a lucky exception.
Furthermore, the timeline is the source of the initial error. Many CX-7 owners have complained on online forums that their vehicles’ powertrain components fail well before the 100,000-kilometer mark, despite the fact that these parts are designed to last the lifetime of the vehicle’s engine.
Spare sets can be somewhat pricey due to the difficulty of replacing them. A replacement timing gear will cost you between $350 and $890.
Users of the Labyrinth who have the 2.3 DISI Turbo engine are adamant that the issues with the L3-VDT engine extend further.
The variable valve timing wheel is only one example of a component that has been causing issues. Should the mechanism wear out, replacement components can be purchased for about $185.
Turbocharger damage, like the $ 270 regeneration cost and the premature clutch wear example, is a common occurrence.
Auto parts retailers will sell a high-torque clutch and a package of components, including double-mass wheels, for close to $815.`
Mazda 2.3L DISI Turbo / L3-VDT Engine Review Video
Mazda 2.3L DISI Turbo / L3-VDT Engine FAQ
Is the Mazda 2.3 Turbo engine reliable?
Both the VVT actuator and the motor in the 2.3L gasoline model are known to malfunction and cause overheating.
Both of these factors contribute to turbocharger failure and ultimately to engine failure. The VVT actuator changes the camshaft timing by using oil pressure.
What is L3 VDT?
In 2005, Mazda debuted the Mazda GG Mazda6 MPS, which included the Mazda L3-VDT, a turbocharged 2.3-litre four-cylinder gasoline engine with direct fuel injection.
Soon after, Mazda installed the L3-VDT motor in the BK Mazda3 MPS, BL Mazda3 MPS, and CX-7.
Who makes the 2.3 Mazda engine?
Ford Motor Company’s 2.3-liter Duratec 23 four-cylinder, often known as the Mazda L engine, is commonly found in tiny and medium cars, pickup trucks, and utility vehicles.
What is in the 2.3 L high-performance package?
Many Mustang enthusiasts are already aware that the 2.3L EcoBoost I-4 engine, which powers the Mustang 2.3L High-Performance Pack (HPP), is a special version with 330 horsepower and 350 pound-feet of torque.