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Mazda3 2004 - 2011 Gregorys Workshop Repair Manual

The Mazda3 or Mazda 3 (known as the Mazda Axela in Japan and Trinidad) is a compact car manufactured in Japan by the Mazda Motor Corporation. It was introduced for the 2004 model year, replacing the Familia/323A more performance-oriented version of the Mazda3 is marketed as the Mazdaspeed3 in North America and the Mazda3 MPS in Europe.

A second generation Mazda3 for the 2010 model 12 months had been unveiled in late 2008, with the sedan premiering at the Los Angeles Auto Show and the hatchback at the Bologna Auto Show. For the 2012 model year, Mazda began offering the Mazda3 because of their newly developed SkyActiv technology, including a more rigid body, a new direct injection engine, and a new 6-speed transmission.

The Mazda3 has been generally well received by the automotive press for its performance, handling, styling and interior, with some describing it as feeling like a more costly sport sedan despite its value-oriented price. Some criticisms have actually included gas economy and crash test results (only receiving four out of a maximum five stars from the EURO NCAP Safety Testing Programme) the latter of which had been rectified by making six airbags standard. In 2006 the Mazda3 was the 2nd best-selling car in Canada as well as the best selling car in Israel during 2005–2007.

The Mazda3 is based on the Ford global C1 platform, shared with the latest European Ford Focus and Volvo S40. Based on the styling of the MX-Sportif concept car, the Mazda3 is available in two body styles, a four-door sedan, marketed as in Europe, and a five-door hatchback, branded the Sport version in Canada, Japan, and the United States. The lead stylist for this model generation had been Moray Callum.

The front suspension comprises MacPherson struts, with coil springs and an anti-roll bar. The rear suspension is a Ford-designed "E-link" multi-link suspension, with four locating links per wheel and an anti-roll bar, suspended on coil springs that are mounted inboard of the shock absorbers to reduce suspension intrusion into the cargo area. Four-wheel Disc brakes are fitted, with 300 mm (11.8 in) discs in the front and 279 mm (11 in) discs in the rear; ABS and electronic brake force circulation are available or standard, according to the model. Wheel and tire sizes vary with model, from 15" on base models to optional 17" wheels on upper-level models.

When first introduced, United States-market Mazda3 models were available in only two trim levels, i and s, with the 2.0 L and 2.3 L engines, correspondingly. Since then Mazda has introduced additional models under the Touring and Grand Touring labels. British Mazda3s are offered in TS2, TS, Sport, S, and a top end 2.3ltr turbocharged Mazda3 MPS (Mazda Performance Series) models. Since April 2008, whenever there was a mainly cosmetic facelift of the Mazda3, there have been some changes to the trim designations for UK cars, with the models now being the entry level S, then Takara (which replaces TS & TS2), the Tamara Special Edition and the Sport and MPS as before.

All 3 models use the inline-4 Mazda MZR engine, with various outputs, displacements and types including the MZ-CD turbodiesel, according to market and model. Transmissions are a five-speed manual transmission and a four-speed automatic transmission; since the 2006 model year, a five-speed automatic is optional on models with the 2.3 L engine. This transmission has now been made standard on the 2.0 L engine in Japan (FWD models just), as component of a minor facelift in early 2008 which includes different front/rear bumper designs, brand new wheel designs and body colors, stiffened chassis, and better interior materials. The MPS / Mazdaspeed variation is only available with a six-speed manual.

The Mazda3 features the following engines:

Japanese market (JIS ratings):

A governor, or speed limiter, is a device utilized to regulate and measure the speed of a machine, such as an engine. A classic example may be the centrifugal governor, also known as the Watt or fly-ball governor, which uses loads mounted on spring-loaded arms to determine how fast a shaft is spinning, and then uses proportional control to regulate the shaft speed.Today, BMW, Audi, Volkswagen and Mercedes-Benz restrict their manufacturing automobiles to 250 kilometres per hour (155 mph). Certain quattro GmbH and AMG cars, and the Mercedes/McLaren SLR are exceptions. The BMW Rolls-Royces are limited to 240 kilometres per hour (149 mph). Jaguars, although British, also have a limiter. As do the Swedish Saab and Volvo on cars where it is necessary.

German manufacturers at first started the "gentlemen'an arrangement", electronically limiting their vehicles to a top rate of 250 kilometres per hour (155 miles per hour), since such high speeds are more likely on the Autobahn. This was done to reduce the political willpower to introduce a legal speed limit.In European markets, General Motors Europe sometimes choose to discount the contract, meaning that particular high-powered Opel or Vauxhall vehicles can go beyond the 250 kilometres per hour (155 mph) level, whereas their Cadillacs do not. Maserati, Aston, Lamborghini, Porsche, Ferrari Martin and Bentley also do not limit their cars, at least not to 250 kilometres per hour (155 mph). The Chrysler 300C SRT8 is limited to 270 km/h. Most Japanese domestic market vehicles are limited to just 180 kilometres per hour (112 mph) or 190 kilometres per hour (118 mph). The top rate is a strong sales argument, though speeds above about 300 kilometres per hour (190 mph) are not likely reachable on public roads.

Many performance cars are limited to a speed of 250 kilometres per hour (155 miles per hour) to limit insurance costs of the vehicle, and reduce the risk of tires failing.Official performance figures for the European Mazda3 1.4 S, the lowest-powered model, are 0–100 km/h in 14.3 seconds, with a maximum speed of 170 km/h (106 mph). Wheels magazine reported an 8.7-second 0–100 km/h time for the Australian 2.0 model in its May 2004 issue.The 1.6 CiTD 80 kW diesel (as sold in Europe) with a five-speed manual does 100 km/h in 11.6 seconds and has top of 182 km/h (113 mph) according to the official Mazda specifications.

In test results for the 2012 Mazda 3 Maxx Sport five-door 2.0-litre engine, it's been reported as having an acceleration time of 9.2 seconds (0–100 km/h) and a top speed of 190 km/h.In its test results for the 2004 Mazda3 five-door with the 2.3-litre engine, vehicle and Driver magazine reported a 0–60 mph (0–97 km/h) acceleration time of 7.4 seconds and a governor-limited top speed of 190 km/h (118 mph).The fuel consumption of these models averages in the 10 L/100 km (24 mpg-US; 28 mpg-imp), with the 2-litre 2008 Mazda3 automatic-transmission model scoring a 10 L/100 km (24 mpg-US; 28 mpg-imp)/7.6 L/100 km (31 mpg-US; 37 mpg-imp) city/highway United States Environmental Protection Agency (EPA) score.

For the 2006 model 12 months, Mazda added variable valve timing and variable-length intake runners to the 2.0 L engine resulting in a power increase to 150 bhp (112 kW; 152 PS). Than automated transmission used in Mazda3 S trim with the 2.3 L motor was changed from a four-speed to a five-speed design. The larger 2.3 L engine was PZEV-certified (Partial Zero Emissions Vehicle) for vehicles sold in California and other states that have adopted California automotive emission standards. The 2.0 L engine had already been PZEV-certified. The color palette was also simplified in 2006, with the deletion of Canary Yellow and Lava Orange Mica.In interior combustion engines, variable valve timing (VVT) is the process of altering the timing of a valve lift event, and is often used to improve performance, gas economy or emissions. It is increasingly being used in combination with variable valve lift systems. There are numerous ways in which this can be achieved, ranging from mechanical devices to camless and electro-hydraulic systems. Increasingly strict emissions regulations are causing many automotive manufacturers to use VVT systems.The valves within an inner combustion engine are used to control the movement of the intake and exhaust gases into and out of the combustion chamber. The lift, time and period of these valve events has a significant impact on engine performance. Without variable valve timing or variable device lift, the valve timing must be the same for all engine speeds and conditions, therefore compromises are necessary. An engine equipped with a adjustable device timing actuation system is freed from this constraint, allowing performance to be improved over the engine operating range.

Piston engines usually use valves which are driven by camshafts. The cams start the valves (lift) for a certain quantity of time (duration) during each intake and exhaust cycle. The timing of the device opening and closing is also important. The camshaft is driven by the crankshaft through timing belts, gears or chains.

An engine calls for large amounts oan atmosphere whenever operating at high speeds. However, the intake valves may close before enough air has entered each combustion chamber, reducing performance. On the other hand, if the camshaft keeps the valves start for longer periods of time, as with a racing cam, problems start to take place at the lower motor speeds. This will cause unburnt fuel to leave the engine since the valves are still open. This results in lower engine performance and increased emissions.

Early variable valve timing systems utilized discrete (stepped modification). For example, one timing would be utilized below 3500 rpm and another used above 3500 rpm.

Much more advanced "continuous variable valve timing" systems offer continuous (infinite) adjustment of the valve timing. Therefore the time can be optimised to suit all engine speeds and conditions.

The simplest form of VVT is cam-phasing, where the angle of a camshaft is rotated forwards or backwards (general to the crankshaft). Thus the valves open and near earlier or later on, however the camshaft lift and extent cannot be altered with a cam-phasing system.

Achieving variable duration on a VVT system requires a more complex system, such as multiple cam profiles or oscillating cams.

Late intake valve closing The very first difference of continuous variable valve timing involves holding the intake valve open slightly longer than a traditional engine. This results in the piston actually pushing air out of the cylinder and back into the intake manifold during the compression stroke. The air which is expelled fills the manifold with higher force, and on subsequent intake strokes the atmosphere which is taken in is at a higher pressure. Late intake valve closing has shown to reduce pumping losses by 40% during partial load conditions, in addition to decreasing nitric oxide emissions by 24%. Peak engine torque showed only a 1% decline, and Hydrocarbon emissions were unchanged.

Early intake valve closing Another way to decrease the pumping losses associated with low engine speed, high vacuum conditions is by closing the intake valve earlier than regular. This involves closing the intake valve midway through the intake stroke. Air/fuel needs are so low at low-load conditions and the work required to fill the cylinder is fairly high, so Early intake device closing greatly reduces pumping losses. Studies have shown early intake valve closing to reduce pumping losses by 40%, as well as to increase fuel economy by 7%. It also has reduced nitric oxide emissions by 24% at partial load conditions. A possible disadvantage to early intake valve closing is that it considerably lowers the temperature of the combustion chamber, which can boost hydrocarbon emissions.

Early intake valve opening Early intake valve opening is another variation that has significant potential to reduce emissions. In a traditional engine, a process called valve overlap is used to aid in controlling the cylinder temperature. By opening the intake valve early, some of the inert/combusted exhaust gas will back flow out of the cylinder, via the intake valve, where it cools momentarily in the intake manifold. This inert gas then fills the cylinder in the subsequent intake stroke, which aids in controlling the heat of the cylinder and nitric oxide emissions. It also improves volumetric performance, because there is less exhaust fuel to be expelled on the exhaust stroke.

Early/late exhaust valve closing Early and late exhaust valve closing can also reduce emissions. Traditionally, the exhaust valve opens, and exhaust gas is pushed out of the cylinder and into the exhaust manifold by the piston as it travels upward. By manipulating the time of the exhaust valve, designers can control how much exhaust gas is left in the cylinder. By holding the exhaust valve start slightly longer, the cylinder is more emptied and ready to be filled with a bigger air/fuel charge on the intake stroke. By closing the valve somewhat early, more exhaust gasoline remains in the cylinder which increases fuel efficiency. This enables for more effective operation under all conditions.

The desirability of being able to vary the valve opening duration to match an engine’s rotational speed first became apparent in the 1920s whenever maximum allowable RPM limits were generally starting to rise. Until about this time an engine’s idle RPM and its operating RPM were very similar, meaning that there was little need for variable valve duration. It was in the 1920s that the first patents for variable extent valve opening started appearing – for example United States patent U.S. Patent 1,527,456

In 1958 Porsche made application for a German Patent, additionally applied for and published as British Patent GB861369 in 1959. The Porsche patent used an oscillating cam to increase the valve lift and duration. The desmodromic cam driven via a push/pull pole from an eccentric shaft or swashplate. It is unknown if any working model had been ever made.

Fiat was the first auto manufacturer to patent a functional automotive variable valve timing system which included variable lift. Developed by Giovanni Torazza in the late 1960s, the system used hydraulic pressure to vary the fulcrum of the cam followers (US Patent 3,641,988). The hydraulic pressure changed according to engine speed and intake stress. The typical opening variation was 37%.

Alfa Romeo had been the first manufacturer to use a variable valve timing system in manufacturing cars (US Patent 4,231,330). The fuel injected models of the 1980 Alfa Romeo Spider 2000 had a mechanical VVT system. The system was engineered by Ing Giampaolo Garcea in the 1970s.

In 1987, Nissan was the first manufacturer to release an electronically-controlled VVT engine. The NVCS system fitted to the 300ZX (Z31) 300ZR model alters cam phasing, to improve idle quality and low-rev torque.

In 1989, Honda released the VTEC system. Where the Nissan NVCS alters the phasing of the camshaft, VTEC switches to a separate cam profile at high engine speeds to improve peak power. The first VTEC motor Honda produced was the B16A which was set up in the Integra, CRX, and Civic hatchback available in Japan and Europe.

In 1992, Porsche initially introduced VarioCam, which was the first system to supply continuous adjustment (all previous systems used discrete adjustment). The system had been released in the Porsche 968 and operated on the intake valves only.

The BMW Double VANOS was the first system which could provide electronically controlled, continuous time variation for both the intake and exhaust valves.

The bumper-to-bumper warranty was reduced to 36 months / 36,000 miles while the powertrain warranty was increased to 60 months / 60,000 miles in many markets. In the British all Mazda3s have actually a 3 year unlimited mileage warranty, 3 year roadside assistance and 12 year anti perforation warranty as standard.

Canadian Mazda3s received standard seat mounted body and side-airbags shell mounted side curtain airbags across the model range. Previously both airbag types were not available.

An additional trim level included the Sport GX with a 2.0L engine, previously all Sport hatchbacks had a 2.3L motor and came only in GS or GT trims. Compared to the GX sedan, the GX hatchback has body-coloured door handles, and fog lamps. Options for the Sport GX include air conditioning, a convenience package containing powean add-ons and 15-inch alloys, and a rear trunk spoiler.

The GS sedan received standard 16-inch alloy wheels, previously just available with the moonroof option, while the GX had 15-inch alloy wheels added to the convenience package (which includes steering-wheel mounted audio power, controls house windows, power locks, and remote entry). The GS hatchback now comes with factory-installed air conditioning. GT models got standard xenon headlights, previously part of the leather package.

In the U.S., the i Touring trim level was replaced by the i Touring Value model. This new model added a body-color front grille, fog lights and 17" alloy wheels, giving it a very comparable appearance to the more expensive s models. The interioan additionally received leather-covered steering wheel and shift knob from the s model. Anti-lock brakes and side-impact airbags, previously optional, had been now standard.

Initial news reports indicated the 2009 model year would receive a minor face-lift with exterior design modifications that included chrome door handles, a new roof spoiler, expanded use of black moldings on the back bumper, and new alloy-wheel options. This turned out to not occur in the US or Canadian market. The 2009 model 12 months had been just a few months long as manufacturing ceased in November 2008.

In October 2008 Mazda released photographs and video showing the following generation design of the Mazda3. Mazda has restyled the exterior to reflect its then design language and a dual exhaust. Two engines are offered in the US and Canadian markets, the 2.0L petrol engine offered in the previous generation and a new 2.5L inline-4 that is shared with the second-generation Mazda6.

The C1 architecture, a collaboration of Ford, Mazda, and Volvo, from the earlier generation is carried over. The new model is marginally wider, longer and lighter than the previous generation Mazda3. The 2.3L engine was replaced with a 2.5L engine that produces 167 bhp (125 kW; 169 PS) and 167 lbà of torque. In other markets, more engines are offered including a new 2.2L turbodiesel motor.

Mazda unveiled the 2010 Mazda3 sedan at the Los Angeles Auto Show on 19 November 2008. The new Mazda3 is slightly larger than the older Mazda3 and is available in "i" and "s" variations. The "i" is powered by a 148 horsepower (110 kW) 2.0L engine while the "s" is powered by a 167 horsepower (125 kW) 2.5L engine adapted from the Mazda6. Both machines are also available in PZEV variations, the 2.0L producing 144 hp (107 kW) and the 2.5L producing 165 hp (123 kW). The 3s Grand Touring model adds leather seats, power driver's seat, rain-sensing windshield wipers, dual-zone automatic climate control, and steerable active bi-xenon headlights as standard equipment. The hatchback was unveiled a few weeks after the sedan at the Bologna Motor Show.

The European model includes the i-stop feature for the 2.0L DISI engine with a calculated increase fuel economic climate in city cycle by roughly 12%. This function stops the engine each time the car comes to a complete stop, it quickly starts up again without the need of a starter when the vehicle profits.

Full images and details of the high-powered Mazdaspeed3 (aka Mazda3 MPS) were released at the Geneva Motor Show in March 2009. Like the previous generation, the Mazda3 hatchback variant has been selected as the basis for the 2nd generation Mazdaspeed3.

Changes occurred to the options and features of the Mazda3 midway through 2010. Functions such as part mirrors with integrated turn signals, footwell lighting, and power seat memory functions were removed.

The 2012 Mazda3 with SkyActiv powertrain had been unveiled at the Canadian global car Show in Toronto, February 2011. It comes with Mazda’s SkyActiv-G 2.0-liter, direct-injection gasoline motor, and SkyActiv-Drive 6-speed automatic or SkyActiv-MT 6-speed manual transmission. There are small exterior revisions: revised air and grille intakes, and a reshaped rear valance panel. Skyactiv designs receive a blue ring around the projectors in the headlamps. Car and Driver reported that such a Mazda3 can reach estimated EPA fuel-economy ratings of 30 mpg city and 39 to 40 highway.

The third generation 2014 Mazda3 was revealed in Australia on 26 June 2013.

Two SkyActiv engines will be offered in North American markets, the 2.0L (with 150lb-ft and 155hp of torque) and the 2.5L (with 184hp and 182lb-ft of torque). Initially only the smaller engine is available with 6-speed manual, the bigger motor is only matched to the automatic transmission, but later on manual gearbox will also offered with the 2.5 liter engine. Model grades are Touring, Sport, and Grand Touring.

In Europe, the 1.5 liter gasoline and 2.2 liter Skyactiv-D (Diesel) are also offered.

Mazda 3 2004 - 2011 Gregorys Workshop Owners Service and Repair Manual 2005 2006 2007 2008 2009 2010

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