Design features of the Mazda 6 engine lubrication system

The engine lubrication system is combined: the most loaded parts are lubricated under pressure, and the rest are lubricated either by directed spraying or spraying of oil flowing from the gaps between mating parts

The lubrication system is pressurized by a gear oil pump mounted externally at the front of the cylinder block and driven by a chain from the crankshaft.

1.8L engine lubrication system: 1 - return line; 2 - camshafts; 3 - cylinder head; 4 - pressure line; 5 - cylinder block; 6 - oil filter; 7 - pallet; 8 - oil nozzle; 9 - oil receiver; 10 - oil pump; 11 - crankshaft; 12 - oil cooler; 13 - line to the oil filter; 14 - line from the oil pump; 15 - timing chain tensioner

The pump sucks oil from the engine oil sump through the oil receiver and delivers it through a full-flow oil filter with a porous paper filter element to the main oil line located in the body of the cylinder block.

Lubrication system for 2.0L and 2.5L engines:
1 - return line; 2 – a camshaft of final valves; 3 - electromagnetic valve of the phase regulator; 4 – a camshaft of final valves; 5 - the mechanism of the phase regulator of the intake camshaft; 6 - main oil line; 7 - cylinder head; 8 - cylinder block; 9 - drive gear for balancing shafts (engines 2.5 l); 10 - oil sump; 11 - balancing shafts (engines 2.5 l); 12 - oil receiver; 13 - oil nozzle; 14 - oil pump; 15 - crankshaft; 16 - oil cooler; 17 - oil filter; 18 - timing chain tensioner

The oil supply channels to the main bearings of the crankshaft depart from the main line

Oil is supplied to the connecting rod bearings through channels made in the body of the crankshaft, and then sprayed onto the cylinder walls and piston bottoms by oil nozzles.

To lubricate the camshaft bearings, oil from the vertical channel enters the camshaft channels through a radial hole in the bearing journals and is distributed over them.

The camshaft cams are lubricated with oil coming from the central axial channels through the radial holes in the cams

Excess oil is drained from the cylinder head into the oil sump through vertical drain channels

Oil jets installed in the cylinder block and aimed at the piston bottoms serve to cool the pistons by splashing oil

The oil pressure in the engine lubrication system acts on the ball valve in the oil nozzle, opens and closes the oil channel in the nozzle, controlling the start and stop of the oil supply.

A feature of the lubrication system for engines with a working volume of 2.0 and 2.5 liters is the presence of a variable valve timing system, in the hydraulic system of which oil is supplied from the main oil line 6 (Fig. 2) of the engine.

Solenoid valve 3, at the signals of the engine control unit, supplies oil to the working cavities of the variable valve timing mechanism, or drains oil from these cavities

Possible malfunctions of the lubrication system and methods of elimination

Insufficient oil pressure in a warm engine

- using the wrong brand of oil

Change the recommended oil

- dilution or foaming of the oil due to the penetration of fuel or coolant into the oil sump

Remove causes of fuel or coolant intrusion. Change oil

- pollution of the working cavity or wear of the oil pump

Flush or repair the oil pump

- clogged oil filter

Change the oil filter

- loosening or clogging of the oil receiver

Fix the oil receiver, wash its filter

- increased clearance between the main or connecting rod bearing shells and the crankshaft journals

Sand the necks and replace the liners

- cracks, pores in the walls of the oil channels of the cylinder block or clogging of the oil lines

Repair the cylinder block. If it is impossible to eliminate the defect, replace the block

- loose installation of oil channel plugs or their absence

Restore the tightness of the plugs, install the missing plugs

Increased oil consumption

- oil leakage through the engine seals

Tighten fasteners or replace gaskets and seals

- the crankcase ventilation system is clogged

Clean the parts of the crankcase ventilation system

- wear of piston rings or engine cylinders

Rebore cylinders and replace pistons and rings

- breakage of piston rings

Replace rings

- coking of oil scraper rings or grooves in piston grooves

Clean the rings and grooves from soot, change the engine oil

- wear or damage to valve stem seals

Replace oil seals

- increased wear of valve stems or guide bushings

Replace valves, repair cylinder head

Changing engine oil and oil filter

According to the manufacturer's recommendation, the engine oil should be changed after 1 year of operation or 15 thousand kilometers (whichever comes first).

In severe operating conditions in a large city or very dusty area, change the oil and filter every 10,000 km.

The manufacturer recommends using ACEA VZ, API SJ oil of SAE 10W-40 or 5W-30 viscosity grade (depending on climatic conditions).

You will need: engine oil, an oil filter, a clean rag, a container (at least 5 liters) for draining oil, a “17” key, a special key for unscrewing the oil filter.

Drain the oil after driving, while the engine is still warm

If the engine is cold, start it and warm it up to operating temperature

Pour in the same brand of oil as the oil that was in the engine

If you still decide to change the brand or type of oil, flush the lubrication system with flushing oil or oil of the brand that will be used.

To do this, after draining the old oil, fill in new oil to the lower hole of the dipstick

Start the engine and let it idle for 10 minutes

Drain the oil before changing the oil filter.

Now you can fill in new oil to the required level (up to the top hole on the dipstick).