Mazda F engine – Wikipedia, the free encyclopedia

31 Jan 2015 | Author: | Comments Off on Mazda F engine – Wikipedia, the free encyclopedia
Mazda Bongo

Mazda F engine

Carburetted FE engine in a 1983 626 GC

The F engine from Mazda is a mid-sized piston engine with block, alloy head and SOHC and DOHC configurations. in 1983 as the 1.6 litre F6. this was found in the Mazda B-Series and Mazda G platform models as Mazda 626 /Capella as well as other models internationally Mazda Bongo and Ford clone, Mazda B-series Ford Courier. Mazda 929 HC and the GD -based Ford Probe

were four basic types within the F range, the SOHC 8-valve ( R -series), the SOHC 8-valve, petrol 12-valve, and the petrol DOHC These heads came to multiple variations of the different and strokes. Only the petrol and 12-valve shared the same pattern.


Predecessors [ edit ]

These engines are the predecessors to the F-series engines, in no way related. They were to rear-wheel drive models in a arrangement. This is in contrast to the engines that were for transverse front-wheel drive as had become the trend in the late-1970s and

VC [ edit ]

MA [ edit ]

The 2.0#160;L was designated MA . Bore was as for the VC, 80#160;mm, but was increased to 98#160;mm. This engine with a 2#160;barrel produced 90#160;hp (76#160;kW) and (148#160;N·m). A more fuel-efficient version produced 77#160;hp

Fuel injection was available in and 1982. Other capacities available in some markets, as the NA 1.6#160;L, but this engine is related to the smaller fours in the Familia/323. Later on, this was designated the F .

F6 [ edit ]

F8 [ edit ]

[ edit ]

FE [ edit ]

FET [ edit ]

The (1998#160;cc) fuel-injected, turbocharged FET of the FE produced 135#160;hp (101#160;kW) at and 175#160;lbf·ft (237#160;N·m) at 2800#160;rpm. It was a of the 8-valve SOHC FE Featuring a turbocharger and no intercooler producing of boost. As such it features the 86#160;mm bore and … of the FE.

The Japanese variant of this was dubbed the Magnum Turbo . that the peak power for the aspirated, fuel-injected FE is 118#160;hp the rated power for the FET is said to be

FE-DOHC [ edit ]

The FE-DOHC is the 16 DOHC variant of the FE. Commonly the FE3 because of its head castings, it was in some 626s from New Zealand and Japan; but not the U.S. or After the GD platform stopped in 1992, FE-DOHCs continued until the end of the GV wagon in 1997. The was also produced under by Kia for the 1995+ Kia Sportage .

The FE-DOHC the same dimensions as the original including the square 86mm x … and it has an ideal 1.74 ratio. The FE-DOHC is usually by a gold coloured cam cover, not always. There were at five different FE-DOHC available with various ratio, camshaft and ECU tuning however none were with a turbocharger from the

F2 [ edit ]

The F2 is a stroked version of the FE an 86#160;mm bore and 94#160;mm for a displacement of 2,184#160;cc. Introduced for the GD platform cars, it can also be in the B2200 pickup and Ford A high-output variant of the F2 coded was used in RWD configuration in the Mazda 929 HC. The ratio was raised to 9.2:1 and 127#160;hp (93#160;kW)/141#160;lb·ft (192

Although available as an 8-valve in the B2200, this engine is commonly a 12-valve SOHC. an 8.6:1 compression ratio, it 110#160;hp (82#160;kW) at 4700#160;rpm and (176#160;N·m).

F2T [ edit ]

The F2T is a turbocharged of the F2 equipped with an IHI-supplied VJ11 turbocharger and an air-to-air Internally the engine retains its bore and 94#160;mm …, but has a compression ratio of 7.8:1. It 145#160;hp (108#160;kW) at 4300#160;rpm and (258#160;N·m). It is rumored that figure was produced at the drive as this engine was suspected to be

However Mazda had only quoted these figures as SAE Net and DIN are crankshaft rating standards, as by law in the countries where the cars sold. Due to the increased torque Mazda was forced to increase the of the transmission for the F2T, producing the the strongest FWD gearbox Mazda at the time.

R-series [ edit ]

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The R-series are diesel variants that are closely related to the F-series, essentially the same engine

Later engines with nomenclature [ edit ]

The FS and FP are structurally than the original F-blocks much smaller bore much shorter deck and smaller head and journal The FS and FP are more closely related to the BP engine than they are the original F-engine.

FS [ edit ]

The (1991#160;cc) FS has an 83#160;mm bore and … and produces 130#160;hp and and 135#160;lbf·ft (183#160;N·m) in its most variant up to 170#160;hp in the Japanese Market. In 1998 the engine into the FS-DE by undergoing changes, most notably a ignition as well as the move hydraulic lifters to solid lifters. Japan received a 170#160;hp version, known as the

Mazdaspeed decided to turbocharge the FS-DE, as the FS-DET in 2003 for the Protegé and it generated 170#160;hp and 160#160;lbf·ft (217#160;N·m), the same hp as the naturally aspirated JDM FS-ZE but a sharper torque curve. means that the Mazdaspeed engine is internally identical to the FS-DE, except with a installed onto it.

The updated FS-DE engine did a few minor technical features, as:

-Oil Squirters

-VICS Inertial Charge System) A system that can vary the of the intake manifold resulting in a power band. There known issues with system, the most noteworthy was a which allowed screws secured the VICS butterfly to come loose and end up being into the engine. Some had to be replaced entirely due to the extent of the caused. [ 2 ]

-VTCS (Variable Control System) – A set of in the intake manifold that close to promote low emissions under cold start at low speeds. These had a reputation of noisy at times.


FP [ edit ]

The 1.8#160;L (1839#160;cc) FP is a destroked of the FS, with an 83#160;mm bore and …. It produces 122#160;hp and 120#160;lbf·ft (163#160;N·m). This is often incorrectly called the F8 . is the earlier destroked engine on the FE.

The FP enjoys a much better band vs the FS due to slightly different and a better rod ratio over the FS-DE.

The FP is very close to the FS in ways and shares a large of parts but has its own FP specific block, rods, pistons and timing The pistons for the FS produce a compression of 9.1:1 (USDM) but when FP are used in the FS they yield compression ratio.

The biggest difference is that the European FP 2.0L FS both have compression of 15.0 bar (213 vs the North American 2.0L FS has a maximum compression of 11.5 bar PSI). The KL FS ATX engines both 10* BTDC ignition timing the FS MTX FP require 12* BTDC. The FP shares the G25M-R transmission as the FS.

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