Mazda 2008 MazdaSpeed3 Wartungshandbuch PDF herunterladen (Seite 6)

chamber blow-by and engine oil into the crankcase gases. If these gases are immediately sucked

into the PCV system, the probability of having significant oil contamination sent through the

running engine are high.

When the PCV system pulls from this source, it can then send these contaminated gases

back through the engine via the PCV exit located on the Turbo Inlet Hose (TIH). These

contaminated gases are then run through the combustion chamber and if oil is present in large

enough quantities, then you will visibly see the burned oil come out the tailpipe as a whitish/blue

smoke.

Another reason why the stock 1

Generation MS3/6/MPS (Gen1) PCV design is flawed is that

the PCV valve and rubber hoses can get clogged with these contaminants in the crankcase gases.

The valve and plumbing then won't allow the crankcase pressure to vent properly. This ends up

creating excessive crankcase pressures which blocks off or impedes the oil return line from the

turbo charger. Once this oil return line is impeded, the pressurized engine oil feeding the turbo has

no where else to go other than through the turbo shaft seal into the relatively lower pressure

intake tract when even more liquid oil is eventually sent through the engine to burn while at idle.

Four solutions for this issue exist:

Solution 1

You can have a service update performed by your local Mazda dealer if your vehicle is still under

warranty. With this TSB service update from the dealership, you will receive a new valve cover and

a newer TIH which match the current design on the 2

Generation (Gen2) MAZDASPEED3/MPS.

These new pieces have implemented a better PCV design and pull the positive crankcase

ventilation from the top of the engine assembly.

Solution 2

A second solution is to install a better flowing PCV valve and oil catch can or air/oil separator as is

described in our second Service Bulletin Update.

Solution 3

The third solution is to install an upgraded Gen1 TIH or Gen2 TIH which allows the engine to more

efficiently suck out the positive crankcase pressures.

Solution 4

The fourth solution can be implemented by downloading the free AccessTUNER Race software and

increasing the idle speed targets on your calibration by approximately 100 RPM to allow the engine

to pull more of the positive crankcase pressure out of the crankcase.

Insufficient fuel supply from the stock Camshaft Driven Fuel Pump (CDFP).

These vehicles are equipped with a ultra high pressure gasoline direct injection fuel system.

Many components are involved in compressing your Direct Injection Fuel Pressure (DIFP) into a

superfine mist of combustible magic. The journey begins with the low pressure fuel pump (LPFP)

inside of your fuel tank. This pump runs between 53-61psi and delivers fuel to the CDFP. The CDFP

then steps up the pressure to ~1650-1700psi on the way to the combustion chamber. This ultra

high pressurized fuel is sprayed in an extremely fine mist and ignited by your combustion cycle

and spark ignition. We have found that the stock LPFP is capable of delivering fuel to the CDFP up

to approximately 330whp. Unfortunately, the capability of the stock CDFP is vehicle dependent.

Our testing has shown that nearly every Gen2 and most Gen1 MS3 vehicles running Stage2

hardware and Stage2 calibrations exceed the fueling capacity of the stock CDFP.

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