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.
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.
Applications: A destroked FE at 77 mm (3.03 in), the 1.8 L (1,789 cc) F8 comes in several configurations including a 12-valve head and fuel injection later in its life.
With a compression ratio of 8.6:1, power output is 80 hp (60 kW; 81 PS) at 5500 rpm and 98 lb⋅ft (133 N⋅m) at 2500 for the 8-valve SOHC carburetted versions.
[citation needed] It was a variant of the 8-valve SOHC FE Featuring a small turbocharger and no intercooler producing 7 psi (0.48 bar) of boost.
The Japanese variant of this engine was dubbed the Magnum Turbo and produces 145 PS (107 kW; 143 hp).
The official Mazda engine codes of newer iterations are FE-DE and FE-ZE, depending on output level.
The FE-DOHC shares the same dimensions as the original FE-SOHC, including the square 86 mm (3.39 in) bore x stroke and it has a 1.74 rod/stroke ratio.
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.
Alongside the sedan, hatch and coupé models the FE-DOHC was also being used in the GV wagon, which ran until 1997.
The Sportage variant was reconfigured for rear-wheel drive configuration with long single-runner intake manifold, low-duration cams and exclusively in the low compression ratio of 9.2:1.
Applications: The Mazda FE-DOHC uses a wide-angle, DOHC, belt-driven valvetrain configuration with flat-tappet 33 mm HLA bucket lifters.
The head gasket used on the Kia version can be sourced in North America, but the builder must note that the coolant passage holes are configured for a RWD cooling system.
It was operated by a vacuum solenoid based on the engine's current speed, actuating a pair of butterflies inside the manifold to open or close the short runners past 5400 RPM.
Two versions of the VICS intake system exist, one has steeper straighter runners than the other, which is kinked for vehicle packaging reasons.
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.
The FS and FP are more closely related to the Mazda BP engine than they are with the original F-engine.
Japan received a couple of variations of the FS motor, all with increased power outputs.
This model generates 170 hp (127 kW; 172 PS), practically the same as the naturally aspirated Mazdaspeed Familia edition FS-ZE but with a plumper torque curve.
This means that the Mazdaspeed Protegé's engine is internally identical to the regular FS-DE, except with a turbocharger installed.
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.