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2.3L 16v - MZR DISI
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2.3L 16v - MZR DISI
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Set of 10 tri-metal crankshaft main bearing shells for the five main bearings of the Ford and Mazda Duratec, MZR and EcoBoost engines (Ø 52 mm).
ACL (5M8174H) and King (MB5442XP) each list a main bearing set for the following engines: Mazda 2.3 L L3 MZR (Mazda 3, 6, Tribute), Mazda 2.3 L L3-VDT DISI turbo (Mazda 3 MPS, 6, CX-7), Mazda 2.0 L LF MZR (Mazda 3, MX-5), Ford 2.3 L (L3) and 2.0 L (LF) Duratec, and Ford 2.0 L and 2.3 L EcoBoost turbo (Mustang, Focus RS). These four-cylinder petrol engines share the same crankshaft journal diameter: a single main bearing set covers the whole family.
The crankshaft of these engines runs on five main bearings. Each journal turns between two half shells, one seated in the block and the other in the main bearing cap: they carry the crankshaft. The ACL Race Series and KING RACING tri-metal sets shown here replace them on built engines.
A tri-metal bearing stacks three layers: a steel back, a copper-lead intermediate layer with high load capacity and an anti-friction running surface that protects the journal. The complete set contains 10 half shells, five pairs for five main bearings. The upper and lower half shells are different: each goes in its own position.
An aluminium bi-metal takes around 8,000 psi, a performance tri-metal up to 12,000 psi, 50% more. Hence better resistance and better durability on turbocharged, supercharged and high-revving engines.
| ACL bearings Crankshaft journal Ø 51.980 / 52.000 mm Housing bore Ø 57.019 / 57.037 mm Width 19.1 mm | King bearings Crankshaft journal Ø 51.979 / 51.999 mm Housing bore Ø 57.018 / 57.036 mm Width 19.1 mm, main bearing 3 : 25.8 mm |
| Reference | Brand and treatment | Size | Wall thickness (mm) |
|---|---|---|---|
| 5M8174H-STD | ACL Race - Untreated | Standard | 2.504 |
| 5M8174HX-STD | ACL Race - Untreated | Std, increased clearance (HX) | 2.491 |
| 5M8174H-.025 | ACL Race - Untreated | +0.025 | 2.5165 |
| 5M8174H-.25 | ACL Race - Untreated | +0.25 | 2.629 |
| MB5442XP | King Racing - Untreated | Standard | 2.504 |
| MB5442XP STDX | King Racing - Untreated | Std, increased clearance (STDX) | 2.491 |
| MB5442XP.026 | King Racing - Untreated | +0.026 | 2.517 |
| MB5442XP0.25 | King Racing - Untreated | +0.25 | 2.631 |
| MB5442XP0.5 | King Racing - Untreated | +0.50 | 2.758 |
The running clearance is the gap between the bearing and the journal where the oil film flows.
In operation, the crankshaft journal does not rub against the bearing: it rides on this oil film, which carries the load. Clearance sets the thickness of this film: too tight, oil flows poorly, temperature rises and the risk of seizure increases; too loose, oil escapes, the film loses load-carrying capacity and oil pressure drops. The right clearance is the balance between adequate lubrication and a well-maintained oil film.
| Size / grade | When to choose it | ACL Race Series | King XP |
|---|---|---|---|
| Standard (STD) | Standard journal, not reground | 0.055 to 0.065 mm | 0.052 mm - 0.065 mm |
| Increased clearance (HX / STDX) | Wider clearance: high oil flow, high rpm | 0.080 to 0.090 mm | 0.077 mm - 0.090 mm |
| +0.025 / +0.026 mm | Polished journal | 0.055 to 0.065 mm | 0.052 mm - 0.065 mm |
| +0.25 mm | Journal reground to 0.25 mm | 0.055 to 0.065 mm | 0.052 mm - 0.065 mm |
| +0.50 mm | Journal reground to 0.50 mm | 0.052 mm - 0.065 mm |
Check at assembly: lay a calibrated strip (Plastigauge) on the journal, tighten the main cap following the manufacturer's procedure, then compare the width of the crushed strip with the gauge to read the clearance.
The ACL and King main bearings shown here are trimetal bearings, designed for engine building and racing. Compared with an original bearing, they handle far higher loads: they cope with increased power, high rpm or the addition of a turbo or supercharger, where a standard bearing quickly reaches its limit.
 | ACL Bearing Company, an Australian manufacturer of high-performance engine bearings since 1949, offers with its Race Series precise tri-metal bearings, available in many sizes and proven on built engines worldwide. |
 | King Engine Bearings, an Israeli manufacturer of high-performance engine bearings since the 1960s, offers with its pMax Black tri-metal alloy bearings designed for heavy loads. |
| Criterion | ACL Race Series | King Racing |
| Cross-section |  |  |
| Type | High-performance trimetal bearing | High-performance trimetal bearing |
| Country of manufacture | Australia | Israel |
| Construction | Trimetal: steel back, copper layer, soft surface | Trimetal: steel back, copper layer, soft surface |
| Alloy | Race Series (copper-lead) | pMax Black (hardened copper-lead) |
| Protective coating | No | No |
| Available sizes | Standard to +0.25 mm (+ increased clearance HX) | Standard to +0.50 mm (+ increased clearance STDX) |
This main bearing set fits the Ford and Mazda Duratec, MZR and EcoBoost engines of the following vehicles:
| Brand | Model (chassis) | Engine code | Power | Years |
|---|---|---|---|---|
| FORD | FOCUS III 2.3 RS AWD | YVDA | 350 hp | 2015–2018 |
| MAZDA | 6 Saloon (GG) 2.3 MPS Turbo (GG3P) / 2.3 AWD / 2.3 AWD (GG3P) | L3-VDT, L3KG | 260–277 hp | 2005– |
| MAZDA | 3 (BK) 2.3 DiSi Turbo MPS (BK3P) / 2.3 MPS Turbo (BK14) / 2.3 MPS / 2.3 (BK3P) | L3-VDT, L3M6, L3YH | 250–267 hp | 2006–2009 |
| MAZDA | CX-7 (ER) 2.3 MZR DISI Turbo AWD (ER3P) / 2.3 DISi / 2.3 MZR DISI Turbo AWD (ER103, ER3P) / 2.3 / 2.3 AWD / 2.3 MZR DISI Turbo AWD / 2.3 MZR DISI Turbo / 2.3 MZR DISI Turbo (ER3P) | L3-VDT, L3K7, L3Y7 | 238–260 hp | 2006–2014 |
| MAZDA | 3 (BL) 2.3 MPS Turbo (BL14) / 2.3 MPS Turbo / 2.3 MPS Turbo (BL3FW, BL1031) | L3-VDT, L3Y7 | 260–267 hp | 2008–2014 |
| MAZDA | MPV III (LY) 2.3 4WD (LY3P) / 2.3 (LY3P) | L3-VDT | 245 hp | 2006– |
| MAZDA | 3 Saloon (BK) 2.3 MPS | L3-VDT | 260 hp | 2004–2009 |
| FORD | FOCUS I (DAW, DBW) 2.0 | AODA, AODE | 140–145 hp | 2005–2008 |
| FORD | FOCUS I Saloon (DFW) 2.0 | AODA, AODE | 140–145 hp | 2005–2009 |
| FORD | FOCUS II (DA_, HCP, DP) 2.0 | AODA, AODB, AODE, SYDA | 140–145 hp | 2004–2012 |
| FORD | FOCUS II Saloon (DB_, FCH, DH) 2.0 | AODA, AODB, AODE, SYDA | 141–148 hp | 2005–2013 |
| FORD | FOCUS II Turnier (DA_, FFS, DS) 2.0 | AODA, AODB, AODE, SYDA | 145 hp | 2004–2012 |
| FORD | FOCUS II Convertible 2.0 | AODA, AODB, AODE, SYDA | 145 hp | 2006–2010 |
| FORD | FOCUS C-MAX (DM2) 2.0 | AODA, AODB, AODE, SYDA | 145 hp | 2004–2007 |
| FORD | MONDEO IV (BA7) 2.0 | AOBA, AOBC, TBBA, TBBB | 145 hp | 2007–2015 |
| FORD | MONDEO IV Saloon (BA7) 2.0 | AOBA, AOBC, TBBA, TBBB | 145 hp | 2007–2015 |
| FORD | MONDEO IV Turnier (BA7) 2.0 | AOBA, AOBC, TBBA, TBBB | 145 hp | 2007–2015 |
| FORD | MONDEO IV Van 2.0 | AOBC | 145 hp | 2007–2014 |
| MAZDA | 3 (BK) 2.0 | LF-DE, LF-VE, LF50, LF72, LFN7, LFN8 | 141–150 hp | 2003–2009 |
| MAZDA | 3 Saloon (BK) 2.0 | LF-DE, LF-VE, LF50, LF72, LFN7, LFN8 | 141–150 hp | 2003–2009 |
| MAZDA | 3 (BL) 2.0 / 2.0 DISI | LF-VD, LF-VDS, LF-VE, LF5H, LF5W, LFZ2 | 143–151 hp | 2008–2014 |
| MAZDA | 3 Saloon (BL) 2.0 / 2.0 DISI | LF-VE, LF5H, LF5W, LFZ2 | 143–151 hp | 2009–2014 |
| MAZDA | MX-5 III (NC) 2.0 | LF-VE, LFG7, LFG8, LFY7, LFZD | 160–173 hp | 2005–2016 |
| FORD | MONDEO IV (BA7) 2.3 | SEBA | 160 hp | 2007–2015 |
| FORD | MONDEO IV Saloon (BA7) 2.3 | SEBA | 160 hp | 2007–2015 |
| FORD | MONDEO IV Turnier (BA7) 2.3 | SEBA | 160 hp | 2007–2015 |
| MAZDA | 3 (BK) 2.3 / 2.3 MZR / 2.3 MZR Sport | L3-V, L3-VE, L3YS, L3YT | 156–171 hp | 2003–2009 |
| MAZDA | 3 Saloon (BK) 2.3 / 2.3 SP23 | L3-V, L3-VE | 156–171 hp | 2003–2009 |
| MAZDA | 6 Saloon (GG) 2.3 | L3-VE, L3C1, L3X | 158–178 hp | 2002–2008 |
| MAZDA | 6 Hatchback (GG) 2.3 | L3-VE, L3C1, L3X | 158–178 hp | 2002–2008 |
| MAZDA | 6 Station Wagon (GY) 2.3 / 2.3 350GT Hybrid / 2.3 AWD | L3-VE, L3C1 | 162–178 hp | 2002–2008 |
| MAZDA | TRIBUTE 2.3 / 2.3 4WD | L3-VE | 155 hp | 2007–2008 |
| MAZDA | TRIBUTE (EP) 2.3 / 2.3 4WD / 2.3 AWD / 2.3 GX | L3, L3-VE | 148–155 hp | 2003–2008 |
