Mazda F Engine

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

There were four basic head types within the F range, the diesel SOHC 8-valve (R-series), the petrol SOHC 8-valve, petrol SOHC 12-valve, and the petrol DOHC 16-valve. These heads came attached to multiple variations of the different blocks and strokes. Only the petrol 8-valve and 12-valve shared the same gasket pattern. It was built at the Miyoshi Plant in Miyoshi, Hiroshima, Japan.

Predecessors (VB/VC/MA/F)

These engines are only the predecessors to the F-series engines, in no other way related. They were fitted to rear-wheel drive models in a longitudinal arrangement. This is in contrast to the successor engines that were designed for transverse front-wheel drive applications as had become the trend in the late-1970s and early-1980s.

VB

A stroked to 94 mm (3.70 in) 1.8 L (1,796 cc) version of the UB/NA, retaining the same 78 mm (3.07 in) bore, was used in the 1968-1972 Luce 1800 and the 1975-1979 Mazda B1800s for the US market. In Canadian market B-series trucks, it was installed as early as 1970. Output for the 1972 Luce was 100 PS (74 kW; 99 hp) JIS at 5500 rpm and 15.5 kg⋅m (152 N⋅m; 112 lbf⋅ft) at 3000 rpm. Export model outputs varied, with European market models claiming 104 hp (78 kW; 105 PS) DIN (all other figures remaining the same).
Applications:
* 1968-1972 Mazda Luce / 1800 SVA
* 1970-1977 Mazda B1800 (BVD61, North America)
* 1977-1979 Mazda B1800 (US)
* 1972-1979 Ford Courier

VC

The VC is a overhead camshaft inline-four, with a bore and a stroke of . It was all new in 1975 (pre-1975 1.8 Couriers got the earlier, long-stroke VB engine) and has an alloy eight-valve head on an iron block. Output varied considerably depending on market and installation, in a 1981 UK-market B1800 it is DIN at 5000 rpm and at 2500 rpm.

Applications:
* 1975–1978 Mazda Luce / 929
* 1975–1977 Mazda Cosmo / 121
* 1977–1981 Mazda Luce / 929
* 1977–1984 Mazda B1800/Proceed PE2V
* 1978–1982 Mazda Capella/ 626
* 1972–1978 Ford Courier
* 1978–1983 Mazda Bongo
* 1974-1977 Mazda Parkway

MA/F

The was designated MA. Bore was as for the VC, , but stroke was increased to . This SOHC engine with a 2–barrel carburettor produced and . A more fuel-efficient 1–barrel version produced . Later on, this engine was designated the F.

Applications:
* 1981–1982 Mazda Luce/Mazda Cosmo
* 1975–1980 Mazda Luce/929
* 1979–1988 Mazda 929 Wagon
* 1979–1982 Mazda Capella/ 626
* 1977–1985 Mazda B2000 (Officially, there was no 1985 year model for the B-Series in the USA. They skipped to 1986 for this line of vehicles for that market.)
* 1977–1985 Ford Courier (The Ford Courier was canceled in the USA in 1982 to make room for the Ford Ranger the following year.)

F6

The smallest of the F-family engines is the F6 8-valve SOHC engine. Essentially a de-bored and de-stroked version of the base FE 2.0 with a bore and stroke of . At a compression ratio of 8.6:1, output is at 5500 rpm and at 3500 rpm. It replaced the F/NA 1.6 from the previous generation.

Applications:
* 1983–1987 Mazda Capella/ 626
* 1983–1985 Mazda B1600

F8

A destroked FE at , the F8 comes in several configurations including a 12-valve head and fuel injection later in its life. It has a very high rod/stroke ratio of 2:1, bore and a stroke of . With a compression ratio of 8.6:1, power output is at 5500 rpm and at 2500 for the 8-valve SOHC carburetted versions.

Applications:
* 1983–1991 Mazda Capella/ 626
* 1988-1992 Mazda Persona/Eunos 300
* 1984-2005 Mazda Bongo/Ford Econovan
* 1989-1994 Kia Capital
* 1988-1991 Kia Concord
* 1993-1999 Asia Rocsta

F8-DOHC

The F8-DOHC is a DOHC F8 and basically a de-stroked version of the FE-DOHC displacing . It uses the same exhaust cam, but a different intake cam with less lift and a long, single-runner intake manifold. The F8 is usually identified by its unpainted cam cover. Output was at 6000 rpm and at 5000 rpm. It is usually found in wagon variants.

Applications:
* 1988–1996 Mazda Capella/ 626
* 1990-1992 Mazda Persona/Eunos 300

FE

The FE has a square bore and stroke. It was available as an 8-valve SOHC and 12-valve SOHC. Outputs are at 5000 rpm and at 2500 rpm for the 8-valve carburetor version, or at 5300 rpm and at 3700 rpm with fuel injection, 12-valve SOHC and a higher compression ratio (10.0:1 vs 8.6:1).

Applications:
* 1983–1991 Mazda Capella/ 626
* 1982-1987 Ford Telstar
* 1985–1987 Mazda B-Series
* 1985–1999 Mazda E-series
* 1981–1990 Mazda 929
* 1987-1995 Kia Concord

FET

The fuel-injected, turbocharged FET version of the FE produced at 5250 rpm and at 2800 rpm. It was a variant of the 8-valve SOHC FE Featuring a small turbocharger and no intercooler producing of boost. As such it features the same bore and stroke of the FE. The Japanese variant of this engine was dubbed the ''Magnum Turbo'' and produces . Given that the peak power for the naturally aspirated, fuel-injected FE is , the rated power for the FET is said to be conservative.

Applications:
* 1986–1987 Mazda Capella/ 626
* 1986–1987 Ford Telstar Turbo
* 1986–1987 Mazda 929 coupe

FE-DOHC

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

The FE-DOHC shares the same dimensions as the original FE-SOHC, including the square bore x stroke and it has a 1.74 rod/stroke ratio . The FE-DOHC is usually identified by a gold coloured cam cover, however not always. There were at least five different FE-DOHC engines available with various compression ratio, camshaft and ECU tuning combinations however none were fitted with a turbocharger from the factory. Unlike many DOHC engines, this engine has a non-interference valvetrain design, making periodic timing belt changes important but not vital to the engine's life. Should the timing belt break the engine shouldn't need to be replaced as piston and valvetrain damage is unlikely.

Applications:
* 1988–1997 Mazda Capella/ 626
* 1991–1993 323 200i (South Africa)
* 1992–1993 Ford Laser 2.0iRS and Meteor 2.0 16v (South Africa)
* 1995–2003 Kia Sportage
* 1992-1995 Kia Concord

F2

The F2 is a stroked version of the FE with a bore and stroke of , for a displacement of . Introduced for the 1988–1992 GD platform cars, it can also be found in the B2200 pickup and Ford Probe. A high-output variant of the F2 coded F2H2 was used in RWD configuration in the Mazda 929 HC. The compression ratio was raised to 9.2:1 and produced /. Although available as an 8-valve SOHC in the B2200, this engine is most commonly a 12-valve SOHC. With an 8.6:1 compression ratio, it generates at 4700 rpm and .

Applications:
* 1986–1991 Mazda 929
* 1988–1992 Mazda 626
* 1988–1992 Mazda MX-6
* 1989–1992 Ford Probe
* 1987–1999 Mazda B2200

F2T

The F2T is a turbocharged version of the F2 equipped with an IHI-supplied RHB5 VJ11 turbocharger and an air-to-air intercooler. Internally the engine retains its bore and stroke of , but has a lower compression ratio of 7.8:1. It produces at 4300 rpm and . It is rumored that this figure was produced at the drive wheels, as this engine was suspected to be under-rated. However Mazda had only ever quoted these figures as SAE Net and DIN which are crankshaft rating standards, as required by law in the countries where the cars were sold. Due to the increased torque output, Mazda was forced to increase the strength of the transmission for the F2T, producing the H-type, the strongest FWD gearbox Mazda produced at the time.

Applications:
* Mazda 626 GT
* Mazda MX-6 GT
* Ford Probe GT
* Ford Telstar TX5 Turbo

R-series

The R-series engines are diesel variants that are very closely related to the F-series, sharing essentially the same engine block.

Later engines with 'F' nomenclature

The FS and FP are structurally different from the original F-blocks with much smaller bore spacing, much shorter deck height and smaller head and journal dimensions. The FS and FP are more closely related to the Mazda BP engine than they are with the original F-engine.

FS

The FS has a bore and stroke of and produces and in its most common variant up to in the Japanese domestic market. In 1998 the engine evolved into the FS-DE by undergoing several changes, most notably a distributorless ignition as well as the move from hydraulic lifters to solid shim-on-bucket lifters. Japan received a couple of variations of the FS motor, all with increased power outputs. The highest being the Mazdaspeed Familia version of the FS-ZE which produced . Mazdaspeed US decided to turbocharge the US FS-DE, known as the FS-DET in 2003 for the Mazdaspeed Protegé and it generated and , the same hp rating as the naturally aspirated Mazdaspeed Familia edition FS-ZE but with a sharper torque curve. This means that the Mazdaspeed Protegé's engine is internally identical to the regular FS-DE, except with a turbocharger installed.

The updated FS-DE engine did enjoy a few minor technical features, such as:
* Oil Squirters
* VICS ( Variable Inertial Charge System) - A system that can vary the volume of the intake manifold resulting in a broader power band. There were known issues with this system, the most noteworthy was a defect which allowed screws that secured the VICS butterfly valves to come loose and end up being sucked into the engine. Some engines had to be replaced entirely due to the extent of the damage caused.
VICS recall information
* VTCS (Variable Tumble Control System) - A set of butterflies in the intake manifold that would close to promote low emissions combustion under cold start at low engine speeds. These had a reputation of being noisy at times.
* Windage Tray

Applications:
* 1993–2002 Mazda 626
* 1993–1997 Mazda MX-6
* 1999–2001 Mazda MPV (Japan)
* 1999–2003 Mazda Capella
* 2001–2003 Mazda Protegé
* 1993–1997 Ford Probe
* 1993–1999 Ford Telstar

FP

The FP is a destroked version of the FS, with a bore and stroke of . It produces and . This engine is often incorrectly called the F8, which is the earlier destroked engine based on the FE. The FP enjoys a much better power band vs the FS due to slightly different camshafts and a better rod ratio over the regular FS-DE.

The FP is very close to the FS in many ways and shares a large percentage of parts but has its own FP specific block, crank, rods, pistons and timing belt. The pistons for the FS produce a compression ratio of 9.1:1 ( USDM) but when FP pistons are used in the FS they yield 9.7:1 compression ratio. The biggest performance difference is that the European 1.8L FP & 2.0L FS both have maximum compression of vs the North American 2.0L FS which has a maximum compression of . The KL & FS ATX engines both require 10° BTDC ignition timing while the FS MTX & FP require 12° BTDC. The FP does not share the same G25M-R transmission as the FS. In the Protegé it uses a F25M-R instead.

Applications:
* 1992–1993 Eunos 500
* 1997–2001 Mazda Capella/Mazda 626
* 1999–2000 Mazda Protegé (ES models only)
* 1998-2003 Mazda 323 Astina & Protege (Australia)
* 1998-2002 Ford Laser
* 1999-2004 Mazda Premacy

References

3. Chilton's Repair and Tune-up guide Mazda Pickups 1971-86 copyright 1986
4. http://protegefaq.net/

External links

{{Mazda vehicles
Mazda engines
Straight-four engines
Gasoline engines by model