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Discussion Starter #1
The 6 is on my list of considerations, but two things concen me.

Firstly, where does Mazda stop and Ford start? it would deeply concern me if it was injected with Fords so-called reliability.

Secondly, the car is an entirely new platform. Traditionally, as I understand it, new platforms usually have problems to be worked out.

--applejax
 

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Replying to Topic 'Concerns about the 6'

I guess that depends on how you look at it. I'm sure it is mostly Mazda with some Ford overseeing it. The I4 is a Mazda innovation, while the V6 is a Ford engine with some slight modifications by Mazda. So there is more Ford in the V6 version of the Mazda6 and less in the I4. How much is hard to say, because we aren't part of the corporate structure.

It is a new platform, but it still has its roots in the 626. It's not like it is totally new, and Mazda isn't a new car company. It should still rock even with problems. If you want to talk about service bulletins, I can show you a list for a Benz 230C and one for the Neon. The one for the Benz is longer. Does that make the neon a better car? Hell no!

I'm sure it will be fine, Mazda makes good cars, even if they lack in some areas.
 

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Replying to Topic 'Concerns about the 6'

Yes, toad, I did post something similar in the RX8 forum. I was wondering if we had any other cross-visitors. :D

I didn't expect such a complete reply in the RX8 forum, and originally doubled up my posts to obtain more info.

The 6 also has me concerned with the fact that it's a new platform. I've had bad luck with new platforms.
 

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Replying to Topic 'Concerns about the 6'

But, after rereading the previous post again, the 6 is as much a new platform as the 8. That is slightly more comforting...but not totally so...

And the 6 cyl. is more Ford? Darn, that's the one I was considering!
 

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Replying to Topic 'Concerns about the 6'

The Duratec V6 is a great engine. I am a member of the New Edge Cougar Owners club and there are no owners that I have heard of that had their engines just die on them out of nowhere. Many people had their engines blow up because of faulty oil filters that lost their seal and the engine lost its oil very quickly. Thus resulting in the engine seizing up and spinning its bearings.

The V6 likes to rev, especially when you add mods to it, and it will be a very smooth engine. It will sound throaty and sporty as well, I hope you like that. But I wouldnt be concerned with the engine at all.


Nikolas
 

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Replying to Topic 'Concerns about the 6'

:D I saw it on the RX-8 forum too :p

I heard from my dealer that the Tribute (=Ford Maverick/Escape) and the 121 (=Ford Fiesta) has the most problems :( But the new Fords are quite relayeble too, so that won't be such a problem. AND; Mazda always refines the engines
 

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Replying to Topic 'Concerns about the 6'

But the engine in the Tribute is the same engine going into the Mazda6. I don't know if the modifications that they made to the engine went into the Tribute. As far as I know it didn't, but still, if the Tribute is having problems, the V6 in the Mazda6 might have problems as well. It might make me want to get the I4 that is a product of Mazda Japan. I have a wait and see attitude, so we'll see.
 

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For those of you who are worried or concerned about the reliability of the 3.0 liter Duratec, here are a few facts:
1. The block and basic technology is sourced from Ford. This block is from all reports a very capable engine. Most complaints have come in the area of NVH and underlying fears about Ford reliability. In most cars, the engine block is the last thing you worry about as far as reliability goes. Engine block failures are rare. I'm sure Nikolas from Duratec performance can speak to the strengths of this block (although he may be a bit biased) :)
2. Mazda, having been burned with the Tribute has a very clear understanding of what their customers want, and what their customers want is not a sniff of Fordiness in their Mazda's. This goes for me too!
The following is an excerpt from the Cars Everything preview showcasing the engineering that went into the V-6. You can see that Mazda did several things to address NVH:
A. Silent drive chain
B. Structural cast aluminum oil pan
C. Iron cylinder liners and four main bearing caps and two longitudinal stiffening rails

Although personally I am waiting for the turbo 2.3l MazdaSpeed 6, I'm not overly worried about the V-6. I just wish that if they were going to use a V-6, they would bring back the Miller cycle V-6 from the Millenia. But that's another can of worms altogether!

QUOTE
New 3.0-liter V-6

The new Mazda 6 also offers a higher performance gasoline engine, a 3.0-liter aluminum V-6, optimized for low-friction efficiency and high power and torque output. The 24-valve engine also is equipped with sequential valve timing.

Powered by the 222-PS / 163 kW (219 HP) V-6 with S-VT, the engine achieves its peak horsepower at 6,250 rpm. Torque output peaks at 273 Nm (202 foot-pounds) at 4,500 rpm.

"The new V-6 with sequential valve timing gives Mazda 6 uncompromised power and torque," Saruwatari said. "We believe it is the ideal complement to the refined, fun-to-drive nature of the Mazda 6 chassis."

For maximum fuel efficiency, the new V-6 incorporates friction-fighting features. Roller finger cam followers, with bucket-style tappets, minimize valvetrain friction that could negatively impact fuel efficiency.

The V-6 also takes advantage of the same air cleaner with variable duct and reduced back-pressure exhaust strategies as the four-cylinder engine range.

The aluminum cylinder block is manufactured with iron cylinder liners for durability. Four main-bearing caps and two longitudinal stiffening rails are combined in one girdle casting that is bolted to the cylinder block. This girdle has nodular iron-stiffening inserts surrounded by die-cast aluminum.  

A structural cast-aluminum oil pan strengthens the bottom of the block and provides a rigid engine-to-transmission connection.  

Cast aluminum alloy cylinder heads feature a pentroof-shaped combustion chamber that provides a 10.0:1 compression ratio. Intake valves are 33.5 mm in diameter and exhaust valves are 28 mm in diameter for excellent breathing properties.  

The engine's forged steel crankshaft has nine fully machined counterweights. Connecting rods are sinter-forged for fracture-splitting. Pistons are a lightweight design with a graphite and molybdenum coating that minimizes piston skirt-to-cylinder-wall friction.  

A single silent chain - with hydraulic tensioning - drives both camshafts in each cylinder bank. Each tubular steel camshaft is assembled with sintered high-carbon steel lobes.  

The intake manifold is a two-piece composite-plastic design lower component that is integrated with the fuel delivery rail.  

Twin-spray top-feed injectors are supplied by a returnless fuel system and triggered sequentially in synch with each cylinder's intake valve opening. The fuel pump is located in the fuel tank and computer controlled to deliver a robust range of pressures, depending on demand. A rear electronic module commands the pump and monitors fuel-rail temperature to guard against vaporization; if the fuel is warm enough to verge on vapor formation, output pressure is raised to maintain mass flow at the injectors.  

A coil-on-plug ignition system eliminates secondary leads by positioning one coil triggered by the powertrain control module immediately above each spark plug.[/b]
 

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Replying to Topic 'Concerns about the 6'

I agree kenoka, the 2.3 Miller Cycle would be a very interesting engine in the 6. When ever anyone asks me how I like my Millennia S, I always say that it's a good car with a great engine and a very mediocre transmission. It just gets caught flat-footed too often, making the engine feel a bit sluggish at times. Other times it downshifts two gears when your expecting one and almost send you into the car in front of you. Annoying.

Nothing wrong with the engine though...except the pesky fact that the engine is too dirty to meet upcoming regulatory requirements. It might could be clean-up with a major re-design, but I guess the costs of doing so would be cost-prohibitive in Mazda's current fiscal condition.

What a pity....a moment of silence.

One thing I won't miss is explaining to everyone I meet what a Miller Cycle Engine is.

Me - "Well, as you know, the vast majority of engines in cars and trucks today are Otto Cycle Engines and...

Them - *Blank Stare*

Me - "It has a super-charger."

Them - "Ooooh."

:sarc
 
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