Exit second generation Mazda6 Japanese company Mazda presented not only a fresh generation of the model, but a new concept called Zoom-zoom.
In addition, this time the Japanese refused to work closely with the rival concern Ford and, without outside help, developed a new platform with which they were going to wipe their noses at rivals fighting for leadership in the D-class.
Thus was born the second generation Mazda6, which received the GH index. O weaknesses ah of this model, we will talk in this review.
First about the benefits
Let's be honest, dig up some really serious problems in terms of the motor-motor part, we did not succeed. This rarely happens, but the most common complaint concerns oil consumption in cars with mileage "well over a hundred." There are also cases of coolant leaking through a bursting main radiator.
Mazda6 GH (2010-2012). The restyling of 2010 was more remembered not for an easy design update, but for the appearance of an automatic transmission for the “top-end” 2.5 engine
With a Mazda6 with a 2.5-liter engine, it is worth asking about the service history, since the cars of the first years of production needed a recall campaign initiated by the manufacturer to replace the piston circlips.
All motor line The "six" does not require capital investments until the time comes to replace the chain. This procedure is carried out every 200 thousand km. up to this point, it will only be necessary to replace the drive belt (100,000 km.) And on a run of 120 thousand km. set valve clearances. Floating speed, as a rule, indicates that it is time to clean throttle valve.
The transmission of the Mazda6 GH is generally reliable. Manual transmission scolded mainly for the hard-to-shift second gear, accusing the model of imitating Lada. At the same time, about global transmission repairs up to the mark of 200 thousand km. there is no speech. Up to this point, you will have time to change the clutch basket twice. Do not forget that 1.8-liter “sixes” with manual transmission have 5 gears, all the rest have 6.
The Mazda6's automatic transmission proved to be reliable and, according to the owners, agile. Mazda6 of the second generation has become one of those cars that, in variation with automatic transmission, present fewer problems during operation than with conventional "mechanics"
Mazda6 rack problems
Everything is complicated with the running and steering systems. There are at least three weaknesses here.
Probably everyone who has ever been interested in this model knows that the Mazda6 has problems with steering. Dealers were bombarded with complaints about knocking sounding from the steering rack on bumps or when the steering wheel wiggles from side to side. However, warranty replacements were rare. Moreover, after 20-30 thousand km. the knot began to knock again.
It is indecent to voice the cost of a new rail on the Mazda6, therefore, without waiting for an adequate response, people began to look for alternative ways. The source of the problem was found quickly. The sounds are made by a plastic sleeve (guide), which, to the extent of its congestion, is erased in a short period of time and leaves an unfortunate gap. Do you know who solved the problem of motorists? Russian turners, who turn the sleeve in size from more wear-resistant materials. After such an upgrade, the noise disappears for a long time, if not forever. Only by the 150,000th run is the limit of the resource of the steering tips. Can they also be made in Russia?
We change bearings
Another weak point of the "six" is the hub bearings. Their resource is usually limited to 40-50 thousand kilometers, although, unlike the rail, these parts are quickly, easily and inexpensively changed for better substitutes.
By the standards of the bulk of the car rack rear stabilizer"live" for a long time - 100 thousand km, but they are usually joined ball joints upper front arms. After another 50-100 thousand, you can prepare money for capital investments in the chassis.
The brake discs turned out to be very wear-resistant, while the friction pads of the pads have to be changed every 20-30 thousand km. depending on the nature of the driver.
Look into her eyes
As in many other cars, condensation in the headlights of the "six" is a common thing.
The Mazda6 GH has two functions that periodically cooperate with each other and engage in mazahism, or rather kill themselves. This is an AFC function that illuminates the corners when the steering wheel is turned and automatically turns on the low beam when the engine is started. While you are driving a car, it's okay, these systems will not bring you. If you stop, then it is better not to turn the wheels, otherwise you risk overheating and melting expensive plastic optics.
Corrosion "six" does not like, but one place where she manages to feast on metal is still there and experienced owners know about it - these are the guide skids of the side windows at the back. In short, a trifle. To paintwork no comments at all.
But there are complaints about the rubber seals in the rear of the cabin, due to which water gets into the trunk. Sealant can be used to seal leaks. If you really decide to do this, then it will not be out of place to process the seals of the button for opening the compartment lid, as it also sometimes brings surprises.
In the cabin of the "six" something breaks extremely rarely, and even then only after exposure to excessive kinetic impact. The weakest point is the driver's seat, which loosens over time and needs to be slightly improved. Cricket zones in the interior of the Mazda6 to a minimum - rear shelf and a central mirror. And quite from the little things - chrome on the gearshift knob, which "climbs" from it, like from a mad horse.
Should I buy a Mazda6
As you already understood, in general, the Japanese beauty Mazda6 is unpretentious and hardy. There are, of course, moments that can simply make your head hurt, for example, rake, which not everyone will dare to do. If desired, any problem voiced in the article can be eliminated or prevented on your own. Whether you want to do it or not is a completely durga question.
Mazda6 competitors
In our market, Mazda6 was sold with three bodies: sedan, liftback and station wagon. For this reason, she can count the most direct rivals in the D-segment on her fingers. The closest and similar in design and price, of course, Ford Mondeo. Both of these models are automotive market running out Opel Insignia, which has the same body variations in the lineup. However, the actual competition to all of them is also Volkswagen Passat, Toyota Avensis and Hyundai Sonata.
Text: Denis Putkov, Andrey Bulychev
Mazda6 (2007-2012) - About Zoom-zoom problems updated: December 2, 2016 by: Stop autohlam
The model was first introduced in September 2007, official sales in Russia began only in 2008, and in the first year sales beat all experts' forecasts. The car turned out to be very successful and popular with domestic motorists.
After 2 years, the "six" is undergoing restyling, updated with light optics with lenses, modified bumpers and interior details, appears in 2011 on the Russian market. After that, the model was still successfully produced until the end of 2013 ...
Complete sets and technical characteristics
From the very beginning, the car was presented to the consumer in three bodies, namely a sedan, station wagon and hatchback. For American market the cars had some differences from the European versions. The choice of the six was supposed to install gasoline and diesel power plants, the latter, unfortunately, were not available to Russian motorists.
The base engine was considered to be gasoline inline engine volume 1800 cm3, capacity 120 Horse power, which was supplied with a manual transmission (the same engine was installed on Ford cars). Average equipment included a 2000 cc engine. with a capacity of 147 "horses" and was equipped with two types of transmissions, automatic and traditional mechanics. The top version had a 2.5-liter engine producing 170 hp, working exclusively with automatic transmission. All engines had direct distributed injection, without the use of turbocharging.
Weaknesses of the Mazda 6
Of course, despite the decent initial cost of the car, the Mazda 6 did not get rid of the standard sores inherent in the entire family, and many of them are even recognized by the manufacturer as natural and are not eliminated under warranty.
Let's start with engines
All engines have a timing chain drive. The tension is checked every 150 thousand and, if necessary, is changed to a new chain and hydraulic tensioner. In order for the hydraulic tensioner not to fail prematurely, it is recommended to regularly change the oil and filters, in accordance with the regulations or even more often. Harsh and vigorous accelerations will lead to early chain stretching, and a corresponding noise and clanging in the engine will appear. In advanced cases, the chain slips and the timing phase shifts.
Engines with a volume of 2500 cm3 have an oil consumption of about 1.5 liters per 10,000 km. and this indicator comes from the factory, on new cars. To a run of 100,000 km. oil consumption begins to progress in about half of the cars on the market.
Gasket leak valve cover to run 80 t.km. this is a disease of engines with a volume of 2.0 and 2.5 liters, there is no such problem at 1.8.
Chassis, suspension, steering
The entire family of "sixes" of the second generation has rack and pinion steering with electric power and this is clearly considered one of the biggest weaknesses of the car. A knock in the steering rack usually appears by 30-40 thousand, but there have been cases when it began to knock as much as 5000 km. The electric amplifier is a very capricious and unreliable thing, even the manufacturer himself agreed with this. The failure of the electric power steering is observed in 80% of cars by a mileage of 100,000 km.
HOW TO CHECK?
Verify steering rack You can vigorously shake the steering wheel left and right on a car with the engine turned off, while turning the key so that the steering wheel is not locked. If you hear a knock at the bottom, most likely this is the resulting lift in the steering rack mechanisms (or malfunctions of other hinged steering elements).
The electric booster should rotate the steering wheel with the same effort in both directions, if you notice a difference in effort when rotating in one direction, know that the electric booster is faulty. Unfortunately, this node is changed along with the steering rack.
By suspension and hodovka
Wheel bearings not intended for Russian roads, their design does not withstand loads of more than 30-40 thousand kilometers and this is also one of the biggest weaknesses of the car. Especially quickly they fail when driving on low profile tires and by bad roads, also do not like driving through deep puddles and moisture.
The suspension is also not without surprises, thrust bearings shock absorber struts are nursed for about 60 thousand kilometers, while the shock absorbers themselves sometimes nurse for 120 thousand kilometers, but their properties and characteristics are far from their original ones, which makes handling more slurred.
28.09.2016
Mazda 6 second generation, at the beginning of sales, was one of the most sought after cars in its class. By most parameters, the owners praise this car very much, but, as you know, there are no cars without minuses at all. But what they are and what to look for before buying a Mazda 6 with mileage, now let's try to find out.
A bit of history:
Mazda 6 second generation marked its world debut in 2007 at the Frankfurt Motor Show. As with previous generation, three body modifications are available - sedan, hatchback and station wagon, but the charged version mps, after being phased out in 2007, decided not to resume. The model was built on new platform GH– upgraded version GG platform, on which the first generation Mazda 6 was built. The car received an elongated wheelbase and increased body dimensions, which made it possible to gain a foothold in the prestigious business class. In 2009, in the North American market, its own version of the Mazda 6 appeared, which differed from the European-Asian one in slightly larger body dimensions, an extended wheelbase and a slightly different interior design. In 2010, as part of Paris Motor Show, Japanese manufacturer presented a restyled model. After which, at the six, appeared: a new radiator grille, an improved front and rear optics The interior has also changed a bit. , was introduced in the summer of 2012 and is still in production today.
Disadvantages Mazda 6 with mileage.
Paintwork like most Japanese cars, very weak and requires special attention and care (many owners eliminate this shortcoming wrapping the body with vinyl film). Like many competitors, the car body resists corrosion well, bugs appear in places of paint chips over time, but if measures are taken in time, this will not lead to serious consequences. It is worth noting that body parts on the this car very expensive, so many cars that have been involved in an accident have non-original parts installed. Also, the replacement of the front optics will not be cheap (the original will cost 300 USD). If the headlights are equipped xenon lamps with an auto-corrector, make sure that the wheels are straight before starting the engine, otherwise you can melt the ceiling. When you inspect the car, be sure to look at the thresholds and the bottom, the fact is that the car does not have a large ground clearance, because of this, careless owners often bend them.
The second generation Mazda 6 was equipped with four gasoline engines- 1.8 (120 hp), 2.0 (147 hp), 2.5 (170 hp) and 3.7 (273 hp), there were also two diesel engines volume of 2.0 and 2.2 liters. Basically, on secondary market there are cars with gasoline engines 1.8, 2.0 and 2.5, with regard to reliability, there are practically no problems with them. All power units are equipped chain drive Timing, this unit is quite reliable and does not require special attention ( replacement required after 200,000 km). One of the points that will need to be done is on a run of 120,000 km - adjust the valves. On the same mileage, to be replaced drive belt and throttle body cleaning.
For motorists who are looking for a car with some sporting inclinations, a 1.8 and 2.0 engine will not be enough, it would seem that you can take a 2.5 engine, but such a power unit will hit your pocket very hard with fuel costs (fuel consumption 13 - 15 liters per hundred) . The best option for purchase - there will be a car with a 2.0 engine - acceleration from 0 to 100 in 10 seconds, and fuel consumption - does not exceed 11 liters per 100 km in the urban cycle. There is nothing to say about the reliability of diesel power units, since cars with such engines were not officially sold with us, but according to those that were imported from abroad with very long runs it is impossible to draw objective conclusions. 
If it's about front wheel drive cars there are practically no surprises. One of the main weaknesses in terms of resource - outboard bearing: he, as in the case of the hub, requires regular replacement. After hundreds of thousands, you can already keep a new "in reserve".
There are quite reliable CV joints, their anthers and decent manual transmissions. True hydraulic clutch release is not implemented in the best way, often airy, or even leaking due to damage to the tubes. There are two reasons: the low quality of manufacturing of flexible elements and cylinder seals and a banal miscalculation with vibrations power unit. When its supports begin to "walk", it does not quietly and peacefully fit on the pillows and begins to vibrate, but dangles and beats against everything in a row. Well, the clutch drive suffers.
A five-speed and six-speed manual transmission up to a mileage of 200-250 thousand and relatively careful handling of the owner will not be disturbed, and if they did not forget to change the oil, they did not miss the level and generally took care of it, then the boxes with a mileage of 300 thousand are in excellent condition. However, it is advisable to check the condition of the flywheel studs: here they are prone to twisting over time, which can lead to damage to the box body. And for five-speed boxes with mileage, problems with the inclusion of reverse gear are characteristic.
Replacing a "five-step" with a slightly more reliable "six-step" is not always easy: a more "fresh" unit does not have a speed sensor drive gear inside, it will have to be disassembled and installed. And after assembly and disassembly, they usually break the sixth gear plastic lubrication tube, which significantly reduces the life of the box.
On all-wheel drive vehicles, the transmission is noticeably more capricious. drive clutch rear axle and control system provide excellent handling, and in the case of MPS - dynamics, but any difference in the diameter of the wheels on the front and rear axles can disable the clutch in very short term. The price of the components is quite high, they are rarely used, and new roads - about a hundred thousand rubles for a new set of clutches with a solenoid. The situation is complicated by the fact that in such situations, the rear differential also comes under replacement.
There were quite a few automatic transmissions on the Mazda 6 GG / GY - unlike other manufacturers who prefer one or two related automatic transmission models, Mazda surprised.
Cars with a four-speed gearbox own design Ford / Mazda are not so rare. The 4F27E unit is considered very reliable, and besides, it is well mastered in repair: it was put on ford cars for Europe in particular.
The resource of boxes is often limited primarily by oil pollution when the linings of the gas turbine engine block are worn out and is 200-250 thousand kilometers. But given the fairly powerful engines on Mazda, there are also quite rare difficulties for Fords with the burnout of the clutches of the Overdrive / Revers e packages. Moreover, the problem develops sequentially: first, due to wear on the seat of the Revers e drum, a pressure leak begins on the rear cover caliper. And then, little by little, due to a progressive lack of oil, the wear of the mechanics begins.
Moreover, a more aggressive box setting on Mazda and more powerful motors- it was set not only from 1.6, but also from 2.0 - leads to the fact that on the Mazda 6 the reliability of the unit depends very much on the driving style. It all starts with vibration due to cover wear, and if you continue to drive with a malfunction, the friction clutches will wear out first, and then the drum will also become unusable. It is better not to tighten it - if the cover is to be restored, then the drum can only be replaced.
The five-speed Jatco JF506E is one of the “hits” among the “five-steps” of the early 2000s. Highly reliable box with a huge resource, it was installed along with 2.3 and 3.0 engines, and this automatic transmission is also well known to Europeans, and not only thanks to the Ford / Jaguar / Land Rover models on which it was installed, but also thanks to the VW concern, which put it as 09A/09B on , , Jetta and Sharan .
The mechanics of the box is very reliable, it can go far beyond 300 thousand, if the valve body and gas turbine linings are in good order. But the valve body solenoids, wiring and sensors are not so strong, it is their share that accounts for the bulk of failures. If we neglect the first symptoms, then jerks can also finish off the mechanical part of the unit. At runs over 200-250 thousand, at least the line pressure solenoid and the 2-4 gear brake solenoid usually require replacement. But it is recommended to replace the entire set of solenoids - this is the only way to ensure the correct and reliable performance automatic transmission in the future. The speed sensors also require replacement, in case of failures, they are first changed to known working ones.
The box is very sensitive to thermal conditions and the installation of a good external ATF cooler with a filter is highly recommended. At lovers to twist cold motor before the cutoff, there is such a funny problem as the “shooting” of the hollow input shaft boxes, as a result of which almost the entire box remains without pressure, and the car is motionless ... You also need to carefully monitor the cleanliness of the oil and the operation of the gas turbine engine blocking pads - with runs over 150 thousand, it may be necessary to repair the "donut" to replace them. Moreover, both “racers” and lovers of “vomiting” along the highway at low speed with a trailer are at risk.
Pictured: Mazda6 Sedan (GG)" 2002–05 But the FS5A-EL automatic transmission, which appeared on cars after restyling, is again a design from Ford / Mazda. This time it was five-speed, and they installed it with 2.0 and 2.3 liter engines on cars after 2005. In fact, this is a modification of the “four-stage”, so the problems are exactly the same. At risk are the Overdrive / Reverse drum and the back cover: exactly the same symptoms and causes.
However, a more modern box has a noticeably shorter resource for the valve body solenoids, primarily for the linear pressure solenoid and blocking of the gas turbine engine. Also, the resource of the gas turbine blocking pads is much less - their working conditions are much tougher. On older cars with this automatic transmission, the same improvements are recommended as in the case of Jatco: an external heat exchanger and external filter, as well as frequent replacement oils. And the box is very sensitive to driving style: the “racer” will have a unit even with real low mileage in much worst condition than those who prefer a more measured driving style.
Motors
Mazda's MZR series motors are very familiar to all fans. European cars. After all, variants of these engines with a volume of 1.8, 2.0, 2.3 and 2.5 liters were installed on Ford, Volvo, Jaguar and Land Rover cars, including supercharged and direct injection versions.
Of course, the "kinship" mainly lies in the design of the cylinder block and cylinder head, attachments everyone has their own. But in operation, the motors are very similar. All engines of the series - with an alloy cylinder block and cast-iron liners, with a timing chain drive, an optional phase shifter (for Mazda only for a 2.3-liter unit). Injection - conventional distributed atmospheric engines, and directly from the supercharged 2.3 engine for the Mazda MPS.
In the photo: Under the hood of the Mazda6 MPS (GG) "2005–07 Valve train chain
original price
4 262 rubles
Quite a decent resource for both the piston group - more than 300-350 thousand kilometers, and the timing drive - about 200-250 thousand for atmospheric engines. The early version for Mazda is distinguished by its original pistons - unlike the "Ford" ones, which are much more prone to coking and designed to use mainly low-viscosity SAE 30 and even SAE 20 oils.
On cars after restyling, the engine is exactly the same as that of Ford - probably produced in the same place, at a factory in Spain. Of course, in case of serious troubles, compatibility with Ford's inexpensive shot blocks is maintained, keep in mind.
But in general, there are enough spare parts for Mazda, including it is not a problem to find officially missing repair dimensions of parts. Well, there are significantly more contract units for Mazda, and they are noticeably better quality than those of Fords.
Pictured: Mazda6 MPS (GG)" 2005–07 Of the "eternal" disadvantages of this series of motors, there is a tendency to leak due to the unsuccessful design of the crankcase ventilation system, weak camshaft seals and the widespread use of plastic in the design and sealant connections. Unsuccessful inlet, prone to leaks and warping when overheated with dampers wedging and even getting into the cylinders.
The probability of overheating is high, the standard thermostat is prone to wedging, and on Mazda the radiators are also frankly weak, and the plastic of the pipes is aging quickly - after 10 years, you need to check at each MOT for leaks and cracks, especially one under the number L3271517Z. Well, of course, you must not forget to adjust the valves about once every 100 thousand, but it is worth checking the gaps more often, at least once every 40-50 thousand mileage, or when any extraneous noise appears.
Inlet phase shifter 2.0
original price
10 703 rubles
For 2.3 engines with an inlet phase shifter with runs of more than 100 thousand, you need to monitor the condition of the clutch and control valves. If a clear knock is heard during a cold start, it may be worth the cost of replacing it. The price of the original is about 11 thousand rubles, which seems excessive to many Mazda owners. Although the same part in the Ford catalog is much more expensive.
It can also be noted that the motor suspension is made weak and structurally unsuccessful. When the lower supports fail, the engine begins to live its own life and even beats with the box body against the body. Along the way, breaking the clutch actuators and damaging the wiring engine compartment. But spare parts are inexpensive, and besides, you can supply slightly cheaper parts from the Mazda 6 GH, gaining another thousand and a half rubles. You just need to put a couple of washers to compensate for the insufficient length of the silent block.
Pictured: Mazda6 Wagon (GY)" 2002–05 The exhaust system repeats. In the sense that it rots quickly and easily. By the age of 10, cars usually already have a second set, and especially economical ones have a heavily cooked first or a combined hodgepodge from cans of Zhiguli and Gazelle exhaust ... Pay attention when buying so that later it would not be excruciatingly painful for a well-groomed car.
In the photo: Under the hood of the Mazda6 Wagon (GY) "2002–05 2.3 turbo engines stand a little apart. Unlike atmospheric counterparts, there is a much more capricious system direct injection, a small resource of the turbine and the resource of the piston group and timing is greatly reduced. But the owners do not complain, since the motor has excellent prospects for forcing. As for the engines V 6 3.0 of the MZI series, there is little information on them, but mostly the opinion of the owners about them is positive.
Summary
Mazda 6 - great car if the body is intact. Of course, it is noisy, the interior is too simple, but otherwise everything is very good. The motors are strong, the boxes are pleasing, the electrics are reliable. What else is needed? That's right - so that you do not have to slow down with your feet through the fallen floor. And here is the problem with this.
Pictured: Mazda6 (GG)" 2002–07 If the first owner did not attend to serious anti-corrosion treatment and improvements like replacing felt lockers, then the second one was most likely engaged in cosmetic restoration, and now in best case the machine retains its appearance, but bears traces of inevitable destruction. Exceptions are rare, but they do happen, and not even overpriced. With luck, you can find.
True, there are much more chances that a car “shamanized” in a hurry will come across, since outbids are able to restore the external gloss relatively inexpensively. Typical Buyer hardly able to detect traces similar repair- at a minimum, you will need the help of professionals.
Officially in Russia, only front wheel drive cars. And mechanical part transmission is almost perfect. Unless it is worth more often than usual to control the integrity of the CV joint covers, they are very fragile.
Both mechanical boxes gears, both five-speed and six-speed, owners usually do not cause serious trouble. You just need to monitor the oil level, especially in six-speed ones, and change the clutch in time. And that's just the resource of the clutch disc there are complaints.
Many owners note that the original kit somehow wears out suspiciously quickly even with very careful handling: sometimes by 30-40 thousand the disk is worn out to rivets. However, typical resource two and a half times more, but this seems to the owners not enough. And accustomed to very inexpensive operation, they are looking for (and finding!) Ways to save money. For example, the clutch disc "fits perfectly" with an older Mazda 626 with two-liter engines. You just need to shorten the center sleeve a little. This is despite the fact that the original for 2.0 engines costs 5 thousand rubles ... SHRUS anthers from Niva also “fit”. In general, there are chances to find an unexpected "collective farming".
When buying a car with a mileage of more than 200 thousand with a manual transmission, check the operation of the gearbox without double squeeze and peregazovki. Synchronizers of the second and third gears are often worn out for such a run, and when shifting quickly, the box rests and crunches. The switching mechanism during such runs also loses its former clarity, the cables tend to turn sour for those who leave the car for a long time without movement, and the backstage simply wears out for such a run. The price of the node, by the way, is high - under 40 thousand rubles. Officially, it is not separable, so there is no way to do without a “collective farm”.
FROM automatic boxes gears are pretty good too. The vast majority of cars have a very lucky box own design Mazda / Ford FNR 5 / FS 5A -EL, the same one that was on the previous generation of the car and has already proven itself well. But for our extremely rare versions with a 3.7-liter V 6, they installed Aisin automatic transmission, TF 80SC, well known to fans Volvo cars and Opel. Both boxes have a solid resource and, if the heat exchangers are in good condition and timely service allow for runs of 200 thousand kilometers, you don’t have to worry about anything especially.
But a small “puncture” came out with the heat exchanger: it leaks on the Mazda 6, and the antifreeze gets into the oil. The consequences are usually the most severe - the box has to be completely sorted out with the replacement of all friction clutches and the repair of the gas turbine engine, and often with re-wiring and replacement of the oil pump and solenoids. Therefore, when buying a car with automatic transmission, a test for the content of antifreeze in transmission fluid, and, of course, the installation of an external box radiator is recommended. If an original radiator is installed, then pay attention to the traces of fluid leaks at the fittings from the automatic transmission heat exchanger, which is located in the lower tank. If there are leaks, then you need to change it urgently. A box on an emulsion cannot work for a long time, but there have been cases of a happy cure without a bulkhead. It's funny, but exactly the same problem haunted the Aisin automatic transmission on almost all European cars of the early 2000s, but by 2005-2006 they had basically been solved.
Box FNR 5 is considered one of the most successful. Its resource for careful drivers is limited by the moment of wear of the gas turbine engine blocking lining, which is approximately 200-250 thousand kilometers. But if you replace the pads in time, then it can go even longer. If the owner preferred an aggressive driving style, then you can expect burnt clutches of the Overdrive / Reverse package due to wear on the rear cover caliper. In the initial stage, the problem manifests itself as vibration and a drop in operating pressure in the corresponding clutches, and then one can expect a complete failure of the assembly with contamination of the box with wear products.
In the photo: Mazda 6 (GH) Front cost brake pads
for the original
3 749 rubles
Also, fans of driving may not be able to withstand the differential: usually the axis of the satellites grabs, and it comes out, breaking the body of the box. When buying, carefully monitor the cleanliness of the oil and the noise during operation of the differential.
Typical companions of overheating and oil contamination are shocks due to poor functioning of the solenoids. If the oil is changed irregularly, then wear after 150-180 thousand mileage will require the valve body to be rebuilt. First of all, solenoids of linear pressure and blocking of gas turbine engines suffer, bad job the first one is well felt by jolts when Drive / Reverse is turned on, and the poor operation of the blocking solenoid - by twitching during intensive acceleration at a speed of 70-120 km / h.
With two-liter engines, the box works much better than with 2.5-liter ones, on which they began to install it after restyling. With more powerful engine its problems are manifested more prominently, repair of the mechanical part and linings of the gas turbine engine is often required.
Aisin box a rarity, so there is no data on its operation on Mazda. But given the extensive experience accumulated by the operation of these automatic transmissions on Volvo cars, Saab and Opel, we can say that with a reliable mechanical part, the box has a valve body that is very sensitive to pollution and overheating. When operating with a heavy load, it necessarily requires the installation of an external radiator. Otherwise, a very good automatic transmission in every sense, except that it is noticeably more expensive to repair than the design from Mazda / Ford.
Motors
Radiator cost
for the original
25 355 rubles
As on its predecessor, the main engines here are Mazda's own engines of the MZR-L family, but with some modifications from Ford. Engines with a volume of 1.8 and 2 liters are practically twin brothers, and the 2.5-liter engine is slightly different both in the design of the timing and hinged units and inlet. But by and large, all the problems they have in common. I must say right away that these are one of the most reliable motors in their class. Successfully arranged, resource and inexpensive to repair. Of course, they also have their own characteristics.
For example, keyless landing of crankshaft and camshaft sprockets implies a high degree of care in the timing of work with the obligatory use of templates and torque wrenches. The abundance of plastic in the intake structure with age significantly increases the chances of air leaks and loss of tightness. Sometimes you have to adjust the valves, and check the gaps at least once every 50 thousand kilometers.
Not the best design of the cooling system will require you to regularly check the condition of the thermostat. It is even better to change it preventively.
You will have to change the body of the LF941517Z pipe at least once every four to five years, and in general you need to monitor the radiators: they are not of the best quality. In addition to the loss of tightness of the automatic transmission heat exchanger, they are also prone to leaks and loss of honeycombs in the lower part.
You will have to clean the throttle valve and the crankcase ventilation system on age-related engines regularly, otherwise consumption will increase and traction will deteriorate, and the engine will begin to eat oil.
Oil leak in candle wells leads to failure of the tips of the candles and breakdowns of the ignition system.
In spite of cast iron sleeves and valve seats, the motor does not really like a variety of HBO and bad air filters. Its materials are rather soft, and the owners note that in these cases a characteristic annular development appears in the TDC zone, and the valves burn out at runs of less than one and a half hundred thousand kilometers.
This engine does not like low viscosity oils. Although SAE 20 and SAE 30 are recommended from the factory, it is better not to fill in engines with oil mileage with a viscosity below SAE 40 - it can lift up the liners.
The oil pump quickly loses pressure, it dissolves in the worn phase shifter and crankshaft liners. And for those who start engines in severe frost“from the pusher”, the oil pump drive circuit may break, but here this is a very rare malfunction.
But the leaks of the water-oil heat exchanger, which stands above the filter, are a common thing. Without it, the oil temperature slowly rises after the start, but under load it rises much above 120 degrees, so you should not remove it. And when buying, be sure to check its availability. At the same time, add one more touch to the picture of car maintenance from the previous owner.
Leaks for age-related motors of this series are very characteristic, this may be due to a clogged ventilation system - it is too simple here, or wear of the piston group.
When buying pre-styling cars with a 2.5-liter engine and manual transmission, check with the dealer if they are included in the group with defective piston pin retaining rings, this can be extremely unpleasant surprise. But at good service piston group can withstand all 300-350 thousand kilometers before the first repair, and the resource of the timing chain is about 180-200 thousand, which is very, very much in modern times.
The engine control system works stably, the ignition modules are inexpensive and in general everything is done “for people”. By the way, repair with the purchase of a "short block" in practice is not such a bad thing. She guarantees good quality and costs less than a set of original oversize pistons and liners, and you get a new block almost for free. AT last resort, the blocks are perfectly sleeved, and there are also repair sizes from unofficial suppliers.
Timing chain cost 2.0
for the original
4 262 rubles
V 6 motors are a huge rarity with us, and are mainly presented on big crossovers CX-9. But they have performed well.
Diesel cars are better not to buy. 2.0 liter engines have problems with carbon formation, spoilage since birth particulate filter and fuel leaks into the oil. And the engines until 2010 also had problems with oil pressure.
The 2.2 liter engine turned out to be more successful, but it fuel equipment also differs in capriciousness, and fuel in oil is also not uncommon for him. As a result, the resource of these engines is less than that of gasoline engines, and the repair costs are higher.
And one more thing: without an official service, you can expect numerous difficulties with maintenance.
Summary
A careful calculation of the operating costs of this generation Mazda 6 shows that the purchase of such a car is even more profitable than the purchase of the "record holder" of this segment - Toyota Camry. With a significantly lower price and more pleasant driving performance, reliability must be recognized as outstanding. Yes, the body rusts a little, it was not possible to completely get rid of the dangerous tendency in this generation, but the process at this age is still well controlled. Maybe the interior is a bit rustic. But driving performance at a very decent level, and the prices for spare parts are low.
To joy modern drivers, automatic transmission here you can not be afraid. The design of the "machines" is quite modern, with good dynamics and efficiency, and the resource is acceptable, especially with careful operation and careful maintenance.
The appearance of a 2.5-liter engine in the lineup allows you to get quite a lot of power with a simple design and very good acceleration dynamics. Unless the automatic transmission with such an engine is already hard.
