Mazda FE-DOHC engine
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| Mazda FE-DOHC | |
|---|---|
| Manufacturer | Mazda |
| Also called: | FE-DE, FE-ZE and FE3 |
| Type: | Inline 4-cylinder |
| Production: | Hiroshima, Japan Hofu, Japan |
| Predecessor: | Mazda FE |
| Successor: | Mazda FS |
| Bore: | 86mm |
| Stroke: | 86mm |
| Displacement: | 1998cc |
| Block alloy: | Cast iron |
| Head alloy: | Aluminium |
| Valvetrain: | DOHC 16-valve |
| Fuel system: | EFI |
| Fuel type: | Petrol |
| Cooling system: | Water |
| Power output: | 140ps,145ps,148ps,150ps, and 165ps |
| Specific power: | 54kW/L |
| Torque output: | 133lb/ft (182Nm) |
| Compression ratio: | 10:1 |
The Mazda FE-DOHC was the DOHC variant of the FE. Commonly called the FE3 because of its head castings, the FE-DOHC shares some dimensions with the original FE, including the 86mm bore and stroke. The FE-DOHC is usually identified by a gold cam cover, however this is not a guarantee. There were at least five different FE-DOHC engines available with various compression ratios and camshafts. The common belief all FE-DOHC have forged crankshaft is incorrect, most cranks are cast while the forged unit exists too. In European 10.0:1 compression, non-catalytic trim, the FE-DOHC produces 148ps (108kW) @ 6000rpm and 133lb/ft (182Nm) @ 4000rpm. The 9.2:1 compression, catalytic converter version produces 140ps. Japanese variants are reported to be between 140ps and 150ps, with the late manual 4wd GV having 165ps in some years.
Contents |
[edit] Applications
The FE-DOHC was a European and Japanese market engine only, and as such was only ever delivered in vehicles by Mazda to countries in those markets, with the exception of New Zealand who also received European market models. The engine was first fitted to the GD model 1988-1992 626 GT, 1987-1991 Capella and the 626 Coupe GT 2.0i/Capella C2 GT-X and GT-R.
Alongside the sedan, hatch and coupe models the FE-DOHC was also being used in the GV wagon, which ran until 1997.
The rest of the world received the FE-DOHC in the 1995-2003 Kia Sportage, built under license. The Kia variant was reconfigured for RWD and a lower compression ratio of 9.2:1.
[edit] Camshafts
The FE-DOHC came in several trims in its lifespan. As such there were several cam options available.
| Camshaft | Lift (mm) | Duration (deg) |
|---|---|---|
| FE5A | 8.855 | 245° |
| FE3N | 8.852 | 240° |
| FEAP | 8.650 | ? |
| F8KI | 6.800 | ? |
The F8KI was the intake camshaft for the F8-DOHC, only listed due to family ties.
The combinations available:
| Intake | Exhaust |
|---|---|
| FE5A | FE5A |
| FE3N | FE3N |
| FEAP | FE3N |
| F8KI | FE3N |
[edit] VICS
The FE-DOHC featured Mazda's VICS system, a variable intake setup. Much like Toyota's TVIS, it had two sets of intake runners, one set longer than the other. It was operated by a vacuum solenoid based on the engine's current speed, actuating a set of butterflies inside the manifold to open or close the short runners as required. This system has been used on many Mazda engines since including the BP. The K-series V6 engines used a different principle to the same effect (dubbed VRIS for the V6s).
[edit] Pit Falls
[edit] Headgasket
The headgasket used on the kia version has different coolant holes to attempt to even out the flow through the head. when used with the fwd thermostat layout (a superior layout) this promotes overheating of the rear of the engine, number 4 particularly. The Australia market seems to receive the fwd style gasket from kia spare parts, bad new for the kia owners, and good new for the genuine fe3 owners.
[edit] external links
www.mx6.com/forums/fe-dohc/
