Mazda 6. Manual - part 7

ENGINE 

B–17

B

Structure

•

The surface of No.1 engine mounting rubber is made of aluminum alloy. The form is torque rod structure, which 
regulates the conventional rubber function and the rotation from the power train, and it has a vibration isolator.

•

The No.3 engine mounting rubber is oil-filled for noise reduction and vibration isolation.

•

The No.3 engine-mounting bracket is integrated with the aluminum alloy engine front cover.

.

•

The engine is supported at the following three points: front part of the engine (No.3 engine mounting), one side 
of the transaxle (No.1 engine mounting), and rear upper part of the transaxle (No.4 engine mounting). The 
supporting point at the side of the tranaxle (No.1 engine mounting) has been set at the transaxle's lowest edge. 
With this layout, the No.1 engine mounting absorbs the rotation force, generated under the engine torque's 
fluctuation and transmitted to the power train, and distributes the rotation force to the front and rear part of the 
engine (pendulum).

AME2224N015

1

No.3 engine joint bracket

2

No.1 engine mount rubber

3

Rubber part

4

No.3 engine mount rubber sectional view

5

Oil

B–18

ENGINE 

.

End Of Sie

AME2224N016

1

Power train system upper surface

2

No.3 engine mount 

3

Engine

4

Vehicle front

5

Vehicle rear

6

No.1 engine mount 

7

Transaxle

8

No.4 engine mount

9

Power train system back

10

Engine front

11

Torque

12

Engine back

VALVE MECHANISM 

B–19

B

VALVE MECHANISM

A6E221112111T08

Outline

•

There are two intake ports and two exhaust ports per No. 1 cylinder. Totally 16 valves are directly driven by two 
camshafts. 

•

The variable valve timing mechanism, which insures the best valve timing depending on the drive condition by 
constantly changing the phase of the intake port side camshaft, has been adopted for the L3 engine models.

Structural view

.

VALVE MECHANISM

AME2211N001

1

Camshaft

2

Timing chain

3

Camshaft sprocket

4

Tensioner arm

5

Chain tensioner

6

Crankshaft sprocket

7

Chain guide

8

Valve assembly

9

Tappet

10

Oil control valve (OCV)

11

Variable valve timing actuator

B–20

VALVE MECHANISM 

End Of Sie

CAMSHAFT

A6E221112420T01

Structure

•

The cast iron 5 axis-hole, which has great rigidity, has been adopted for the camshaft to insure higher reliability.

•

The endplay of the camshaft is regulated at the rear of the No. 1 journal.

•

The lubricating oil is supplied through the oil supply hole at each journal. Additionally the cam nose part has 
been chilled to improve the abrasion resistance and to make the cam hill part lightweight by shortening the 
width.

•

The positioning pin or key slot, which was used when installing the camshaft sprocket to the edge of the 
camshaft, has been decommissioned. And the lubrication process has been adopted for the camshaft sprocket 
tightening bolt to prevent instability in the axis during tightening.

•

There is an oil line, by which the oil is supplied to the variable valve timing actuator, located at the L3 engine 
models intake port side camshaft (front of camshaft).

Camshaft Specification.

.

•

The detection unit or the camshaft position (CMP) sensor, which is integrated with the camshaft, is at the intake 
port side camshaft for L8 engine models and LF engine models.

•

The detection unit (trigger plate) for the camshaft position (CMP) sensor is at the intake port side camshaft for 
L3 (with variable valve timing mechanism) engine models.

•

The groove for securing the No.1 TDC for the camshaft, is provided at the rear of the intake and exhaust 
camshaft.

ITEM

L8

LF

L3 

IN

EX

IN

EX

IN

EX

LIFT

(mm{in})

7.5 {0.29}

7.7 {0.30}

8.8 {0.34}

7.7 {0.30}

9.1 {0.35}

7.8 {0.31}

Overlap

(

°

)

8

8

30

AME2211N004

1

TDC

2

Variable domain

3

EX

4

IN

5

BDC