Mazda F engine

Mazda F engine

The F engine family from Mazda is a mid-sized straight-4 piston engine with iron block, alloy head and belt-driven OHC. Introduced in 1983 as the 1.6L F6, this engine was found in the Mazda B-Series truck and Mazda G platform models such as Mazda 626 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.



This engine is only a predecessor to the F-series engines, in no other way related.

This 2.0 L (1970 cm3) was designated MA. Bore was 80 mm and stroke was 98 mm. This SOHC engine with a 2 barrel carburettor produced 77 hp (76 kW) and 109 ft·lbf (148 N·m).3. A more fuel-efficient 1 barrel version produced 90 hp (66 kW). Fuel injection was available in 81–82. Other capacities were available in some markets, such as the F/NA 1.6 L.



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 an 81 mm bore and 77 mm stroke. At a compression ratio of 8.6:1, output is 73 hp (53 kW) at 5500 rpm and 89 ft·lbf (121 N·m) at 3500 rpm. It replaced the F/NA 1.6 from the previous generation.



A destroked FE at 77mm, the 1.8 L (1,789 cc) 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 of 86 mm and a stroke of 77 mm. With a compression ratio of 8.6:1, power output is 80 hp (60 kW) at 5500 rpm and 98 ft·lbf (133 N·m) at 2500 for the 8-valve SOHC carburetted versions.



The F8-DOHC is a DOHC F8 and basically a de-stroked version of the FE-DOHC displacing 1789 cc – 1.8L. 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 113 hp (84 kW) at 6000 rpm and 115 ft·lbf (156 N·m) at 5000 rpm. It is usually found in wagon variants.



The 2.0 L (1998 cm3) FE has a square 86 mm bore and stroke. It was available as an 8-valve SOHC and 12-valve SOHC. Outputs are 90 hp (66 kW) for the 8-valve 1 barrel carburetor version, 80 hp (74 kW) at 4500 rpm and 110 N·m at 2500 rpm for the 2 barrel carburetor version 3., or 118 hp (88 kW) at 5300 rpm and 178 N·m at 3700 rpm with fuel injection, 12-valve SOHC and higher compression (10:1 vs 8.6:1).



The 2.0 L (1998 cm3) fuel-injected, turbocharged FET version of the FE produced 135 hp (101 kW) at 5250 rpm and 175 ft·lbf (237 N·m) at 2800 rpm. It was a variant of the 8-valve SOHC FE Featuring a small turbocharger and no intercooler producing 7 psi of boost. As such it features the same 86 mm bore and stroke of the FE. The Japanese variant of this engine was dubbed the Magnum Turbo. Given that the peak power for the naturally aspirated, fuel-injected FE is 118 hp (88 kW), the rated power for the FET is said to be conservative.



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 86mm bore x stroke and it has an ideal 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.



The F2 is a stroked version of the FE with an 86 mm bore and 94 mm stroke, for a displacement of 2,184 cc. 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 127 hp (93 kW)/141 ft·lbf (192 N·m). 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 110 hp (82 kW) at 4700 rpm and 130 ft·lbf (176 N·m).



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 86 mm bore and 94 mm stroke, but has a lower compression ratio of 7.8:1. It produces 145 hp (108 kW) at 4300 rpm and 190 ft·lbf (258 N·m). 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.



The R-series engines are diesel variants that are very closely related to the F-series sharing essentially the same engine block. This could be a testament to the F-block's strength as it was over-built for naturally aspirated duty. The RF and R2 continue production to this day as the MZR-CD, with counter-rotating balance-shafts mounted between the engine block and oil pan as well as much evolved head and direct-injection technology.


A diesel variation of the 1,998 cc FE which shares its 86 mm bore and stroke. It was also available with a pressure wave supercharger called Comprex. It produces 66 hp.


  • 61 PS (45 kW) at 4,000 rpm, 12.3 kg·m (121 N·m; 89 lb·ft) at 2,750 rpm (DIN, naturally aspirated EU version)[1]
  • 82 PS (60 kW) at 4,000 rpm, 18.5 kg·m (181 N·m; 134 lb·ft) at 2,000 rpm (JIS Netto, JDM Comprex version)[1]


A diesel variation of the 2,184 cc F2 which shares its 86 mm bore and 94 mm stroke.


Later engines with 'F' nomenclature

The FS and FP are structurally different than 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.


The 2.0 L (1991 cm3) FS has an 83 mm bore and 92 mm stroke and produces 130 hp and (97 kW) and 135 ft·lbf (183 N·m) in its most common variant up to 170 hp 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 higher-performance 170 hp version, known as the FS-ZE. Mazdaspeed decided to turbocharge the regular FS-DE, as the FS-DET in 2003 for the Mazdaspeed Protegé and it generated 170 hp (127 kW) and 160 ft·lbf (217 N·m), the same hp rating as the naturally aspirated JDM 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 onto it.

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.[2]

-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



The 1.8 L (1839 cm3) FP is a destroked version of the FS, with an 83 mm bore and 85 mm stroke. It produces 122 hp (91 kW) and 120 ft·lbf (163 N·m). 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.



  1. ^ a b Büschi, Hans-Ulrich, ed (March 1991) (in German/French). Automobil Revue 1991. 86. Berne, Switzerland: Hallwag AG. p. 384. ISBN 3-444-00514-8. 
  2. ^ [1] VICS recall information

3.Chilton's Repair and Tune-up guide Mazda Pickups 1971-86 copyright 1986

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