Service manual

ManualsBrandsMazda ManualsAutomotive2008 MazdaSpeed3

MAZDASPEED3/6 and MPS Service Bulletin

Table of Contents

Introduction................................................................................................................................................1

Suggested Servicing From the Factory......................................................................................................2

Factory Technical Service Bulletins (TSB)................................................................................................2

Which AccessPORT calibration do I install on my ECU?.........................................................................3

Which map (AKA calibration) do I choose for installation?.................................................................3

What is the difference between Stage1 and Stage2?.............................................................................3

What do all of the numbers in the map name mean?............................................................................3

What do all of these +SF, +TIH, and +IC acronyms stand for?............................................................4

What if I upgraded my turbo / air intake / Intercooler (IC) / etc?.........................................................4

Issues you will likely run into while modifying your vehicle....................................................................5

Rapidly wearing spark plugs.................................................................................................................5

Inability for the stock BOV to hold turbo boost pressure above 17-18psi............................................5

Excessive crankcase pressures due to poor Positive Crankcase Ventilation (PCV) design – Burning

oil at idle................................................................................................................................................5

Solution 1..........................................................................................................................................6

Solution 2..........................................................................................................................................6

Solution 3..........................................................................................................................................6

Solution 4..........................................................................................................................................6

Insufficient fuel supply from the stock Camshaft Driven Fuel Pump (CDFP).....................................6

Excessive carbon build up on your intake valves..................................................................................8

Failure of the stock DI fuel injector seals in high horsepower applications (350+WHP).....................9

Service Bulletin Update - Appropriate Spark Plugs.................................................................................10

Service Bulletin Update - Installing a Catch Can or Air/Oil Separator...................................................11

Service Bulletin Update - Intake Valve Cleaning....................................................................................18

What is the most beneficial upgrade path for my car?.............................................................................32

1) AccessPORT + free flowing intake system.....................................................................................32

2) CDFP upgrade + Turbo Inlet Hose (TIH).......................................................................................32

3) COBB DP or free flow exhaust system + upgraded BOV...............................................................32

4) IC upgrade + modified fueling system............................................................................................32

5) Upgraded turbo...............................................................................................................................33

6) Upgraded exhaust manifold (EXM)................................................................................................33

Introduction

This Service Bulletin has been created to help keep you informed about properly

maintaining your MAZDASPEED3/6 and MPS vehicle running the L3T DISI (Direct Injection Spark

Ignited) engines. This bulletin will also keep you informed of some engineering short-comings from

the factory that you may experience while modifying your vehicle and to keep you up-to-date with

some extended service techniques that can be used to make sure that your vehicle is performing

optimally at all times.

Summary of content (28 pages)

PAGE 1
MAZDASPEED3/6 and MPS Service Bulletin Table of Contents Introduction................................................................................................................................................1 Suggested Servicing From the Factory......................................................................................................2 Factory Technical Service Bulletins (TSB)................................................................................................
PAGE 2
Suggested Servicing From the Factory In order for the AccessPORT to work properly on your vehicle, your vehicle must be in proper mechanical order. The AccessPORT has been designed to allow you to reflash your factory ECU for performance, driving quality, and fuel economy gains. Installing the AccessPORT on your vehicle is not going to fix any mechanical problems that currently exist on your vehicle.
PAGE 3
Which AccessPORT calibration do I install on my ECU? Brought to you by Braden Bergher of If you have any difficulties installing your AccessPORTTM please contact the Cobb Tuning authorized dealer you purchased the device from. Which map (AKA calibration) do I choose for installation? ● Map or calibration files are named according to the modifications they support and the type of fuel being used.
PAGE 4
● ● The “v2XX” number is the revision of the calibration, the higher the number, the newer the calibration. We recommend you install the most current calibration. All calibrations are compatible with Ethanol mixtures up to 10% (E10) and are not compatible with blends of E85.
PAGE 5
COBB TUNING TM Issues you will likely run into while modifying your vehicle. This section has been put together to help explain what mechanical issues you may run into as you continue to modify your vehicle from stock. The stock components were designed with specific applications in mind. When you increase the power output, efficiency, and other functional aspects of the engine several stock components will no longer be up to the job of supporting the increased power output. Rapidly wearing spark plugs.
PAGE 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).
PAGE 7
We've created Safe Mode calibrations for Mazdaspeed3 vehicles that will limit the achievable boost levels in order to keep the fueling demands within the fueling capacity of the stock CDFP. For those with Stage2 hardware whom are not looking to push the power output of your engine, these Safe Mode calibrations are your best choice in order to keep the fueling demands within the capacity of the stock CDFP.
PAGE 8
2000 100 1800 90 1600 80 1400 70 1200 60 1000 50 800 40 600 30 400 20 200 10 0 17 50 18 39 20 47 23 00 25 73 29 40 33 33 38 11 42 25 45 81 49 57 Throttle/Boost DIFP Stock CDFP Failure Throttle Position (%) DI Fuel Press. (PSI) Boost (PSI) 0 RPM The above graph is from the same datalog.
PAGE 9
– – – Poor fuel economy Excessive valve train wear & Poor power production We've documented a cleaning process that you can use to help keep your engine running optimally. Depending on various factors including intake filter efficiency, quality of engine oil and fuel used, duration of time/mileage between engine oil changes, cleanliness of the PCV and EGR system, etc. the intake valves on the L3T DISI engines can generate excessive build up as soon as 10,000 miles.
PAGE 10
false knock is to fill your fuel tank with 2-4 gallons of higher octane unleaded race fuel, around 100 octane will suffice. If the KR is still present, it's likely that your current DI fuel injector seals are failing or have failed. Several manufacturers offer after market alloy injector seals that are better suited for the higher temperatures and cylinder pressures realized by higher horsepower MAZDASPEEDs.
PAGE 11
Service Bulletin Update - Installing a Catch Can or Air/Oil Separator Brought to you by Tim Bailey of Installing an oil catch can or air/oil separator and upgraded Positive Crankcase Ventilation (PCV) system in the Mazdaspeed3/6 & MPS Turbocharged engines often develop positive pressure inside the crankcase because combustion pressure escapes past the piston rings separating the combustion chamber from the crankcase.
PAGE 12
The system consists of the following items: 1. Approximately 6 feet of vacuum resistant 5/8 inch ID tubing. This tubing must be reinforced so as to resist high vacuum. Some forms of tubing will collapse under vacuum and will make this system totally ineffective. Make sure to specify vacuum resistant tubing. 2. A secondary PCV valve. We used NAPA part number 2-9303. 3. A catch can and mounting bracket – Any manufacturer can be substituted with reasonable results.
PAGE 13
PCV Valve Attach to Intake Manifold (~39” long total) Attach to Crankcase (~36” long) Catch Can Close up of PCV valve from above Closed Closed under under boost boost and and open open under under vacuum vacuum 4) Attach the tube with the in-line PCV valve to the intake manifold fitting.
PAGE 14
5) Using a hose clamp, secure the 5/8 barbed adapter to the stock tube which has been removed from the intake manifold. Attach 5/8 barb straight fitting to the stock tubing removed from the intake manifold 6) Attach the longer section of tube, without the PCV valve, to the straight barb fitting.
PAGE 15
7) Locate the catch can behind the lower passenger side bumper, just ahead of the front wheels. Front Front wheel Catch Can location looking from under the car toward the passenger tire • All service manual information is Copyright © 2008-2011 Information of Mazda Motor Corporation All Other Information Copyright © 2011 Cobb Tuning Products, LLC All Rights Reserved.
PAGE 16
8) Secure lines between catch can, intake manifold, and crank case so they do not rub and wear against any of the undercarriage. Front wheel Front Catch Can location just in front of the passenger tire behind the bumper 9) Reinstall the plastic under tray. The improved PCV system will help remove pressurized air from entering the crankcase and help prevent oil contaminated air from entering the inlet air stream. The crankcase will now properly ventilate only under vacuum.
PAGE 17
Service Bulletin Update - Intake Valve Cleaning Brought to you by Evan Goldberg of This update is a brief summary explaining how to clean the intake valves on a L3T Mazda DISI engine. This particular engine has just over 30,000 miles on it and has used only premium grade 93 octane fuel along with fully synthetic oil. The vehicle’s EGR was deleted at 24,000 miles.
PAGE 18
for the cylinder closest to the Exhaust Gas Recirculation (EGR) port, pictured above, have the greatest amount of carbon build up. This carbon build up is more common with DISI engines since a fuel injector is no longer located in the port, firing above the intake valves in order to help wash the carbon off of the valves. It can be assumed that the closer in proximity to the return for the EGR system, the greater carbon build up on the intake valves will occur.
PAGE 19
Cylinder #2 Unfortunately, we managed to not capture a picture of the #1 cylinder before the cleaning. As we mentioned, the carbon build up was less intense on the cylinders that are located further away from the EGR return. To clean the valves, a variety of solvents were tested. Each solvent was allowed to soak for 15 minutes inside the port before any brushing or physical cleaning took part. The following were our impressions as to how each solvent interacted with the carbon buildup on the valves.
PAGE 20
I. Denatured Alcohol – Had the strongest effect on the buildup and did the best job in turning the solution inside the port into a homogenous liquid saturated with the carbon build up. When scrubbed and siphoned away, the alcohol performed the best at removing the most buildup each subsequent “soak”. • All service manual information is Copyright © 2008-2011 Information of Mazda Motor Corporation All Other Information Copyright © 2011 Cobb Tuning Products, LLC All Rights Reserved.
PAGE 21
II. Sea Foam – Had a strong effect on the buildup but unlike the alcohol, did not dissolve the build up as much as it broke it down into a removable “goop” that could be scraped away and removed from the port. Unlike any other solution, the Sea Foam allowed me to scoop up material that would stick to the tools. III.
PAGE 22
minimal compared with the alcohol and Sea Foam. The cleaning ability is similar to carburetor & choke cleaner. IV. Carburetor & Choke Cleaner – While after soaking and scrubbing, the siphoned liquid from the port was obviously saturated with carbon material, the overall affect it had on the valve surfaces was minimal compared with the alcohol and Sea Foam. The cleaning ability is similar to brake & parts cleaner.
PAGE 23
To physically clean the valves, we used a combination of gun cleaning tools, consisting of various picks and wire brushes to agitate and remove the carbon buildup. The pick tool comes in handy when attempting to remove buildup on the back side of the valve. Some bending/flattening of your tools may be necessary to better accommodate the job. While in the end, the valves in no way resemble a new part, we can state that they were sufficiently clean for the task at hand.
PAGE 24
Cylinder #1 After Cylinder #2 After • All service manual information is Copyright © 2008-2011 Information of Mazda Motor Corporation All Other Information Copyright © 2011 Cobb Tuning Products, LLC All Rights Reserved.
PAGE 25
Cylinder #3 After Cylinder #4 After After the car was put back together and started, it was immediately noticeable that a smoother idle was achieved. We also noticed that the engine was clearly breathing better due to the +18% LTFTs that were present after the cleaning. The MAF calibration curve had already been dialed in perfectly.
PAGE 26
The above dyno graph is the before and after intake valve cleaning comparisons on the same vehicle running the exact same tuned calibration. The “before” runs (blue) were done in the morning in approximately 90 degree temperatures. The “after” run (red) was done in the afternoon with 100+ degree temperatures. While the numbers may appear to be inconclusive, you can see that we’ve gained more peak torque due to the ability for the car to reach boost targets at an earlier RPM range.
PAGE 27
even though these numbers cannot describe smoothness. We are now also able to run up to 18* of timing up top where that was not possible before the cleaning. Mid and higher RPM knock events have been clearly reduced as well. We hope this latest service bulletin update has been helpful and we look forward to working with the community to push these platforms even further.
PAGE 28
5) Upgraded turbo. At this point in time, the stock turbo is working at its maximum capacity and you can see this through the WGDC values that you log through the AccessPORT. The WGDC values will likely be at or above 90% from the mid RPM range to redline...letting you know that the stock turbo is spinning its head off. 6) Upgraded exhaust manifold (EXM). We suggest this after the turbo upgrade because the turbo is working it heart off and this becomes one of the limiting flow variables at this point.