FE3N 2,0 DOHC engine
Posted: September 12th, 2008, 9:53 pm
anyone have any experience with this engine?
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FE3N 2,0 DOHC engine
https://trinituner.com/v4/forums/viewtopic.php?f=35&t=207835
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Posted: September 12th, 2008, 9:54 pm
nope...
Posted: September 12th, 2008, 10:27 pm
whaaaa?? do they have any of them there or any 97-01 Kia Sportage 2.0 there
thats an engine worth buying a car to put in :p
Posted: September 12th, 2008, 10:28 pm
this is the easiest engine to boost, stock rods will take 600whp http://www.youtube.com/watch?v=vhADTgIWFEw
Posted: September 14th, 2008, 1:25 am
I have have seen this engine personally in a 87 626 fully turbocharged
Really mean
Really mean
Posted: September 14th, 2008, 1:25 am
I have have seen this engine personally in a 87 626 fully turbocharged
Really mean
Really mean
Posted: September 14th, 2008, 8:05 am
ent sum bpt's does come with forged internals stock..., so this is a mazda engine in a kia?, i am confused...
Posted: September 14th, 2008, 2:40 pm
ghostbusters, yeah, everything about this engine is better than the BP in every way... bigger bore spacing, thicker cylinder walls, better rod angle, huge main and rod journals (54mm rod journals), main bearing braces, much bigger valves and port, thick forged rods even tho the engine come NA only from the factory... just in every way it better than the BP... Mazda sold KIA a license for this engine to use in 97-02 sportage 2.0L. Kia set it up for RWD (good for racing) and detuned it severely (no VICS, low cams). I wouldnt mind a boosted Mazda powered Sportage for them country roads
invader-ride, weyyy thats sick!! Is the guy on the forum? I feel to find one down ther cuz it hard to carry an engine in a suitcase on a plane
invader-ride, weyyy thats sick!! Is the guy on the forum? I feel to find one down ther cuz it hard to carry an engine in a suitcase on a plane
Posted: November 24th, 2008, 8:00 am
thought nobody knew the potential of this motor.....I got one which came original in a jap used MX626 drives great.
saw a used one in freeport for $6,000
saw a used one in freeport for $6,000
Posted: November 24th, 2008, 12:18 pm
ghostbusters wrote:ent sum bpt's does come with forged internals stock
...the GTR...
[/quote]Posted: November 24th, 2008, 12:31 pm
techspeak wrote:ghostbusters, yeah, everything about this engine is better than the BP in every way... bigger bore spacing, thicker cylinder walls, better rod angle, huge main and rod journals (54mm rod journals), main bearing braces, much bigger valves and port, thick forged rods even tho the engine come NA only from the factory... just in every way it better than the BP...
...bigger ain't always better...from what I've seen the BPs hold their own well enough from the Miatas to the 323/Familia/Proteges...and these are the under 2.0 Mazda NAs.
Posted: November 24th, 2008, 12:33 pm
techspeak, wah yuh want to put it in or yuh looking to get one?
Posted: November 24th, 2008, 1:13 pm
If yuh have a 323 type ride, save some time & $$ by getting ah B6T, BPT or FS ZE...really affordable performance, u'll be amazed, 626 and the like, F2T. Another good NA application for both variants cud be a KL ZE, hp yuh looking for and real torque.
Posted: December 6th, 2008, 1:07 am
great engine very powerful and extremely responsive under boost . if u lookin 4 de ultimate SR killer other than rotary u lookin for this engine otherwise get a F2T and crank up the boost yo. ! .
Posted: December 7th, 2008, 2:59 pm
wha is d differences between this an d 16v F8dohc!?!
i looking 4 a gearbox!!!
i looking 4 a gearbox!!!
Posted: December 7th, 2008, 3:08 pm
The FE3 motor part# FE3N was in the following cars: 87-92 626 Capella FWD &AWD, 626 Capella Coupe (MX-6), 626 Capella Wagon FWD & AWD,and a very limited edition 626 Capella AWD Turbo, and the Ford Telstar. They never used this engine in the Probes.
The engine design is based on the F series block, but a very similiar design of the B series engines, like the Mazda 323 GTX/GTR motor, the 90-94 Mazda Protege LX dual cam motor.
The FE3 motor is a 2.0 liter 1998cc 121.9cu.in DOHC 16-valve engine. The engine came mostly normally aspirated, but turbocharge briefly for a Rally team. The FE3 came with a lofty 170hp@6000 rpm and 160ft/lbs of torque @4500rpm, and turbocharge came with a beefy 260hp and 283ft/lbs of torque with 13.5 psi stock. The normally aspirated engine came with 9.5:1 compression, and the limited turbocharge one came 8.8:1. Both engines had the same bore and stroke. The bore is the same as the F2/F2T motor, which is 86mm, 3.39cu in. The stroke is also 86mm, 3.39cu in, as the F2/F2T is 94mm, 3.70cu in.
The F2/F2T and the FE3 block designs are the same, and both are F series blocks. The only difference in block are the deck height, and oil return hole from the cylinder head.
One of the main difference is that the FE3 engine comes with oil squirters that is drilled into the main oil gallery that points to the bottom of each piston, and sprays oil on the pistons to keep them cool. Also the main bearing section is a little different as well. The FE3 engine comes with an all cast aluminum oil pan, and the windage tray is bolted in the oil pan, and the main bearing caps are bolted also with a main bearing brace that keeps the bottom end from flexing.
Both turbo and non turbo FE3 motors come with this setup, the only difference is the compression. Some of the Rally guys I spoke with, they used the non turbo FE3 with turbos on them, and worked fine.
The crankshaft is forged, and the rods are too. The rods are shorter than the F2/F2T motor, but they are a little beefer than the F2/F2T rods. The pistons are hyper like the F2T motor, but the pistons are full-floating. Which means that the piston, the piston pin, and the rods are free. Meaning that the piston can glide on the piston pin, and the piston pin can glide on the rod, and the rod can glide on the piston pin. Which reduces friction on a high-revving engine like the FE3.
The factory redline on the FE3 is 7000 rpm, but the factory ECU was limited to 7400 rpm. But some people have rev them to 8800 rpm. The cam are very aggressive, with very high lift on both intake and exhaust valves. The exhaust cam has more duration, but both non turbo and turbo engines use the same cams. The cylinder head design is very B series engine like. But this is the only Mazda engine that come with 2 valve springs per valve. The springs are stiff, so you don't get valve float at high rpm's. The port design is 30% larger than the F2/F2T motor, and have a very downward valve angle port design. This is very good for turbocharging, Mazda did a very good job with valve angles with there engines, including the F2/F2T as well. The exhaust ports are 42% bigger than the F2/F2T motor.
The FE3 exhaust ports are the same size as the 93-98 Toyota Supra twin turbo, and the same angle. All the ports angle toward the middle of the engine, thus towards the turbocharger if fitted. The Toyota Supra is angled the same way. The valves are the same exact, I mean exact size of the 90-95 Nissan 300ZX twin turbo.
The intake manifold is very unique. The intake manifold system comes with 2 plenums. The first one is the one you see outside the engine when you see it. The second one is for the VICS system.
The VICS system is called Variable Interia Intake Control System. The system works very simple...As the engine is at idle up to 4400rpms, the VICS system has secondary plates in the intake runners. But when the engine is in this operating range of rpm's of idle up to 4400 rpm's, this extra air is held in the secondary plenum. So imagine if turbocharge? What ever pounds of boost you are running, that boost pressure is held in the secondary plenum chamber. The primary intake system works just like the F2/F2T engine. When the engine reaches 4500 rpms, the ECU opens the secondary plates, and release the held air or pressure to rush into the intake ports, and allow the engine to get air from two different ways, thus increasing the breathing on the engine.
These are the most asked questions...
Do the FE3 motor drops right into my ProbeGT or MX-6/626 GT?
Yes the motor drops right in.
Can I used the stock F2/F2T ECU to control the FE3 motor?
Well you can, but you have to modify the stock F2T distributor to fit. The FE3 distributor is longer, it actually extends further in the head than the F2 one. So you will have to extend the F2 distributor shaft to reach the FE3 exhaust cam. Both F2/FE3 cams are the same size on the distributor end.
Can I used the stock F2T transmission?
Yes you can! You can use the F2T transmission, flywheel, clutch, and motor mounts, and axles. Even the intermediate shaft of the transmission bolts right up to the FE3 block.
And yes you can use your stock motor mounts off your F2, and your alternator and bracket, powersteering and bracket, A/C and bracket on the FE3 motor.
Can I use the F2 sensors?
Yes you can, but you don't have to. The FE3 comes with the same sensors as the F2. The only difference is the distributor, and the VICS control solenoid, and the FE3 doesn't have a EGR valve.
The engine design is based on the F series block, but a very similiar design of the B series engines, like the Mazda 323 GTX/GTR motor, the 90-94 Mazda Protege LX dual cam motor.
The FE3 motor is a 2.0 liter 1998cc 121.9cu.in DOHC 16-valve engine. The engine came mostly normally aspirated, but turbocharge briefly for a Rally team. The FE3 came with a lofty 170hp@6000 rpm and 160ft/lbs of torque @4500rpm, and turbocharge came with a beefy 260hp and 283ft/lbs of torque with 13.5 psi stock. The normally aspirated engine came with 9.5:1 compression, and the limited turbocharge one came 8.8:1. Both engines had the same bore and stroke. The bore is the same as the F2/F2T motor, which is 86mm, 3.39cu in. The stroke is also 86mm, 3.39cu in, as the F2/F2T is 94mm, 3.70cu in.
The F2/F2T and the FE3 block designs are the same, and both are F series blocks. The only difference in block are the deck height, and oil return hole from the cylinder head.
One of the main difference is that the FE3 engine comes with oil squirters that is drilled into the main oil gallery that points to the bottom of each piston, and sprays oil on the pistons to keep them cool. Also the main bearing section is a little different as well. The FE3 engine comes with an all cast aluminum oil pan, and the windage tray is bolted in the oil pan, and the main bearing caps are bolted also with a main bearing brace that keeps the bottom end from flexing.
Both turbo and non turbo FE3 motors come with this setup, the only difference is the compression. Some of the Rally guys I spoke with, they used the non turbo FE3 with turbos on them, and worked fine.
The crankshaft is forged, and the rods are too. The rods are shorter than the F2/F2T motor, but they are a little beefer than the F2/F2T rods. The pistons are hyper like the F2T motor, but the pistons are full-floating. Which means that the piston, the piston pin, and the rods are free. Meaning that the piston can glide on the piston pin, and the piston pin can glide on the rod, and the rod can glide on the piston pin. Which reduces friction on a high-revving engine like the FE3.
The factory redline on the FE3 is 7000 rpm, but the factory ECU was limited to 7400 rpm. But some people have rev them to 8800 rpm. The cam are very aggressive, with very high lift on both intake and exhaust valves. The exhaust cam has more duration, but both non turbo and turbo engines use the same cams. The cylinder head design is very B series engine like. But this is the only Mazda engine that come with 2 valve springs per valve. The springs are stiff, so you don't get valve float at high rpm's. The port design is 30% larger than the F2/F2T motor, and have a very downward valve angle port design. This is very good for turbocharging, Mazda did a very good job with valve angles with there engines, including the F2/F2T as well. The exhaust ports are 42% bigger than the F2/F2T motor.
The FE3 exhaust ports are the same size as the 93-98 Toyota Supra twin turbo, and the same angle. All the ports angle toward the middle of the engine, thus towards the turbocharger if fitted. The Toyota Supra is angled the same way. The valves are the same exact, I mean exact size of the 90-95 Nissan 300ZX twin turbo.
The intake manifold is very unique. The intake manifold system comes with 2 plenums. The first one is the one you see outside the engine when you see it. The second one is for the VICS system.
The VICS system is called Variable Interia Intake Control System. The system works very simple...As the engine is at idle up to 4400rpms, the VICS system has secondary plates in the intake runners. But when the engine is in this operating range of rpm's of idle up to 4400 rpm's, this extra air is held in the secondary plenum. So imagine if turbocharge? What ever pounds of boost you are running, that boost pressure is held in the secondary plenum chamber. The primary intake system works just like the F2/F2T engine. When the engine reaches 4500 rpms, the ECU opens the secondary plates, and release the held air or pressure to rush into the intake ports, and allow the engine to get air from two different ways, thus increasing the breathing on the engine.
These are the most asked questions...
Do the FE3 motor drops right into my ProbeGT or MX-6/626 GT?
Yes the motor drops right in.
Can I used the stock F2/F2T ECU to control the FE3 motor?
Well you can, but you have to modify the stock F2T distributor to fit. The FE3 distributor is longer, it actually extends further in the head than the F2 one. So you will have to extend the F2 distributor shaft to reach the FE3 exhaust cam. Both F2/FE3 cams are the same size on the distributor end.
Can I used the stock F2T transmission?
Yes you can! You can use the F2T transmission, flywheel, clutch, and motor mounts, and axles. Even the intermediate shaft of the transmission bolts right up to the FE3 block.
And yes you can use your stock motor mounts off your F2, and your alternator and bracket, powersteering and bracket, A/C and bracket on the FE3 motor.
Can I use the F2 sensors?
Yes you can, but you don't have to. The FE3 comes with the same sensors as the F2. The only difference is the distributor, and the VICS control solenoid, and the FE3 doesn't have a EGR valve.
Posted: December 15th, 2008, 9:26 pm
Oh yeah I got the complete engine manual for the FE3N on CD must be about 500+ pages of stuff like ECU error codes
584whp and 457 lbs of TQ.Some NOS run 10.6 @ 135mph
Stock internals but turbo FE3N in a KA 2door 323/Lazer shell
584whp and 457 lbs of TQ.Some NOS run 10.6 @ 135mph
Stock internals but turbo FE3N in a KA 2door 323/Lazer shell
Posted: December 16th, 2008, 8:59 am
xtech, u know where i can get a gearbox for my f8 16v.....
right now i running it with the original 3-speed tranny from my coupe!!!
it really limiting the engine!!! or at least a real good tranny!!!!
right now i running it with the original 3-speed tranny from my coupe!!!
it really limiting the engine!!! or at least a real good tranny!!!!
Posted: December 16th, 2008, 9:01 am
saw a few down in Penal scraping...........did not investigate price
Re: FE3N 2,0 DOHC engine
Posted: October 26th, 2024, 10:16 am
Anybody want a FE3N 2.0 to buy
Re: FE3N 2,0 DOHC engine
Posted: December 21st, 2024, 8:10 pm
xtech wrote:Anybody want a FE3N 2.0 to buy
Wah price?