Mazda Engine

Engine E1 E3 E5 E5S

Capacity
1136 (1.1) 1296 (1.3) 1490 (1.5)
cc (litres)

Fuel system Carb

Valvetrain SOHC 8-valve

Timing Chain drive

Bore x Stroke
77 x 61 77 x 69.6 77 x 80
mm

Compression
9.2:1 9.0:1 10.0:1
ratio

Power
41(56)/5750 49(67)/5750 54(72)/5500 58(79)/5500
kW(ps)/rpm

Torque
8.0/3500 9.6/3500 11.2/3500 11.9/3500
kg-m/rpm

Availability L Ghia
GL Sport
(NZ) GL Sport

Availability
(Japan)

Chassis codes
(Japan)

Notes *Indicates net power figure (all other power figures are gross values)

Engine E3 E5 E5S E5F E5T carb E5T

Capacity
1296 (1.3) 1490 (1.5)
cc (litres)

Fuel system Carb EGI Carb turbo EGI turbo

Valvetrain SOHC 8-valve

Timing Chain drive

Bore x Stroke
77 x 69.6 77 x 80
mm

Compression
9.2:1 9.0:1 10.0:1 9.0:1 8.0:1
ratio

Power (gross)
49(67)/5750 54(72)/5500 58(79)/5500 59(80)/5800 78(106)/5400 85(115)/5800
kW(ps)/rpm

Torque
9.6/3500 11.2/3500 11.9/3500 12.6/4000 16.0/3200 16.5/3500
kg-m/rpm

Availability L Turbo limited

Ghia Sport
(NZ) GL edition**

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 Mazda Engine

GL
Availability L
Ghia Ghia Sport turbo
(Japan) GL
Sport

Chassis codes
E-BE3PF E-BE5PF E-BE5PF E-BE5PF
(Japan)

*Indicates net power figure (all other power figures are gross values)
Notes
**NZ-spec Laser turbo limited edition released Jun 1985 (500 units produced)

Engine E3 E5 E5F E5T B6F B6D B6T

Capacity
1296 (1.3) 1490 (1.5) 1597 (1.6)
cc (litres)

EGI EGI turbo with

Fuel system Carb EGI EGI
turbo intercooler

Valvetrain SOHC 8-valve DOHC 16-valve

Timing Chain drive Belt drive

Bore x
Stroke 77 x 69.6 77 x 80 78 x 83.6
mm

Compression
9.2:1 9.0:1 8.0:1 9.3:1 9.4:1 7.9:1
ratio

Power 54(72)/55 85(115) 63*(85*)/ 80*(110*) 103*(140*)/6

49(67)/5750 59(80)/5800
kW(ps)/rpm 00 /5800 5500 /6500 000

Torque 16.5/35
10.5/3500 11.2/3000 12.6/4000 12.5/2500 13.5/4500 19.0/5000
kg-m/rpm 00

Availability L GL
TX3
(NZ) GL Ghia

Cabriole GL turbo
GL
Availability L t TX3 turbo
GL 4WD TX3 S
(Japan) GL TX3 TX3 turbo
Ghia
turbo 4WD

Chassis
E-BF5PF E-BF5SF E-BFMPF
codes E-BF3PF E-BF5PF E-BFMPF
E-BF5RF E-BF5PF E-BFMRF
(Japan)

Notes *Indicates net power figure (all other power figures are gross values)

Engine B3 B5 B6F B6D B6T**

Capacity
1323 (1.3) 1498 (1.5) 1597 (1.6)
cc (litres)

EGI turbo with

Fuel system Carb EGI
intercooler

Valvetrain SOHC 8-valve DOHC 16-valve

Timing Belt drive

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 Mazda Engine

Bore x Stroke
71 x 83.6 78 x 78.4 78 x 83.6
mm

Compression
9.7:1 9.5:1 9.3:1 9.4:1 7.9:1
ratio

Power
49(67)/5500 56(76)/6000 63*(85*)/5500 80*(110*)/6500 103(140*)/6000
kW(ps)/rpm

Torque
10.4/5500 11.4/3500 12.5/2500 13.5/4500 19.0/5000
kg-m/rpm

L
Availability XL Ghia TX3 turbo
XL
(NZ) GL TX3 TX3 turbo 4WD
GL

GL-X
Availability Ghia Cabriolet TX3 turbo
LX GL-X 4WD
(Japan) Ghia 4WD S TX3 turbo 4WD
Ghia

Chassis codes E-BFSPF E-BFMPF E-BFMSF E-BFMPF

E-BFTPF
(Japan) E-BFSRF E-BFMRF E-BFMPF E-BFMRF

*Indicates net power figure (all other power figures are gross values)
Notes **NZ-spec Laser TX3 turbo and turbo 4WD had 100kW(136ps)/6000rpm and 18.7kg-
m/3000rpm

Engine B3 B5 B5 DOHC B6(-2E) B6 DOHC BP DOHC BPT

Capacity
1323 (1.3) 1498 (1.5) 1597 (1.6) 1840 (1.8)
cc (litres)

EGI turbo
Fuel system Carb EGI Carb EGI with
intercooler

DOHC 16- SOHC 16- DOHC 16-

Valvetrain SOHC 16-valve DOHC 16-valve
valve valve valve

Timing Belt drive

Bore x
Stroke 71 x 83.6 78 x 78.4 78 x 83.6 83 x 85
mm

Compression
9.4:1 9.6:1 9.4:1 9.2:1 10.0:1 9.0:1 8.2:1
ratio

Power 56(76)/65 67(91)/65 81(110)/650 67(91)/65 96(130)/700 99(135)/7 132*(180*)

kW(ps)/rpm 00 00 0 00 0 000 /6000

Torque
10.3/4000 12.4/4000 12.9/5500 13.0/3000 14.0/5500 16.0/4500 24.2/3000
kg-m/rpm

GL
Availability XL XL
Ghia TX3
(NZ) GL GL
Lynx

Ghia
Availability Ghia Ghia 4WD GT-X turbo
LX GL-X (DOHC) GT-X
(Japan) S GT-X 4WD 4WD
GT-X

Chassis E-BG3PF E-BG5PF E-BG5PF E-BG6RF E-BG6PF E-BG8PF E-BG8RF

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 Mazda Engine

codes
(Japan)

Notes *Indicates net power figure (all other power figures are gross values)

E1
The 1.1 L (1136 cc) E1 was found in the 1980-1982 Mazda Familia and Ford Laser. It used a
77 mm bore and 61 mm stroke. It was phased out in 1982, most likely due to poor performance. The
E1 was never offered to Australia.

E3
The larger E3 displaced 1.3 L (1296 cc) with a longer 69.6 mm stroke. It was found in the 1980-
1985 Mazda Familia, Ford Laser and FWD 1981-1986 Mazda GLC.

E5
The 1.5 L (1490 cc) E5 pushed the stroke to an oversquare 80 mm. It was used in the 1980-1985
Mazda Familia, Ford Laser and FWD 1981-1986 Mazda GLC. In certain markets a twin-
carburetted, high-compression version exists, dubbed the E5S.

Displacement
Type Family Name Years
(cc)
356
V2 V-twin 1960–1963
577
I4 358
586
OHV 782 1961–1974
987
1169
PC 985
TC 1272
UC 1416
xC D5 1490 1965–1984
1600 1590
VC 1769
1800 1797
E E1 1136 1980–1987
E3 1296
E5 1490

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 Mazda Engine

MA 1970
FE 1998
F2 2184
F FS 1991 1977–2002
FP 1839
RF 1998
R2 2184
G6 2606
G G5 2500 1989–1999
GY 2494
B1 1138
B3 1324
B B5 1498 1985–
B6 1597
B8/BP 1839
Z5 1489
Z ZL 1498 1995–
ZM 1598
ZJ 1349
ZY 1498
Z6 1598
MZR 1995–
L8 1798
LF 1999
L3 2261
JF 2000
J J5 2500 1986–1994
JE 2954
V6 K8 1845
KF 1995
K 1991–2002
KJ 2300
KL 2497
L8A 798
10A 982
12A/12B 1146
13A 1310
Wankel Mazda 1963–
13B 1308
20B 1962
26J/26B 2622
Renesis 1310

B1
1.1 L (1138 cc) B1 - (68x78.4 mm) - came only as a SOHC 8-valve. It was available in the 1987-
1989 Mazda 121 and later model Kia Pride in European and Asian markets. A fuel injected variant
was used in select European market 1991-1995 Mazda 121s

B3
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 Mazda Engine

1.3 L (1324 cc) B3 - (71x83.6 mm). It was available in SOHC and DOHC variants and was found in
the Kia-built 1988-1993 Ford Festiva, the 1987-1989 Mazda Familia and the 1987-1989 Ford Laser,
and 1994-1997 Ford Aspire. Later variants were used in the Mazda Demio microcar as late as 1999.

B5
1.5 L (1498 cc) B5 - (78x78.4 mm) - The SOHC B5 upped the displacement to 1.5 L and was found
in the rear-wheel drive 1977 Familia/GLC, the 1987-1989 Mazda Familia and the 1987-1989 Ford
Laser. Later variants were used in the Kia Sportage, Sephia, Ford Festiva and Mazda Demio
microcar as late as 1999.

B5 DOHC
1.5 L (1498 cc) B5 - (78x78.4 mm) - A Japanese-only variant of the B5 with fuel injection and
revised head/intake system. Found in the 1989-1994 Mazda Familia Interplay and Ford Laser S.
Power output 81 kW (110 PS) at 6500 rpm and 12.9 kgf·m (127 N·m) at 5500 rpm.

B6
1.6 L (1597 cc) B6 - (78x83.6 mm) - This was a bored-out version of the B3. The 8-valve SOHC B6
was found in the 1985-1989 Mazda 323, the 1988-1990 Mercury Tracer, and the 1990-1994 Mazda
323, and the 1992 Mazda mx-3. The B6 produced 82 hp (61 kW).

In Japan and Australia a fuel-injected version called the B6F was available.

B6-2E
1.6 L (1597 cc) B6-2E - (78x83.6 mm), also known as B6-ME - This was a variant of the B6-E
with a 16-valve cylinder head. It is found in the 1992-1994 California-spec Mazda 323 and 1992-
1996 Mazda MX-3. The B6-ME produced 88 hp (66 kW) and 96 ft·lbf (130 N·m).

B6T
1.6 L (1597 cc) B6T - (78x83.6 mm) - The ubiquitous turbocharged, fuel-injected and intercooled
16-valve DOHC B6, released in 1985 and used in numerous models worldwide including the 323
GT-X, 1985-1989 Mazda Familia GT-X/GT/Infini, 1985-1989 Ford Laser TX3 turbo, and later
Mercury Capris. This engine was most commonly found mated to a 4WD drivetrain although FWD
models were also available. Power and torque outputs varied across markets due to emission and
fuel standards, but the Japanese version of the B6T was the most powerful, producing 147 hp
(110 kW) and 137 ft·lbf (186 N·m)

B6D
1.6 L (1597 cc) B6D - (78x83.6 mm) - The same strengthened and fuel-injected 16-valve DOHC B6
but with higher compression, no turbo, and the first Mazda engine to feature VICS (Variable Inertia
Charge System). Most commonly found in the 1985-1988 Japanese market Familias, Etudes and
Lasers, this engine was updated in 1989 with revised compression, heads and intake system (in a
similar vein to the B5 DOHC) for the 1989-1991 Familia and Laser, then further refined for the
1991-1994 Mercury Capri and 1994-1996 2nd Generation Mazda MX-3 RS. The third generation

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 Mazda Engine

B6D features an alloy cam cover, a VLIM (VICS) intake, had a 9:1 compression ratio and produced
107 hp (79kW).

Mazda B6D, 3rd generation

B6ZE(RS)
1.6 L (1597 cc) B6ZE(RS) - (78x83.6 mm) - Developed for the Mazda Miata (1989-93). The
engine uses a DOHC 16-valve alloy head with a lightened crankshaft and flywheel to allow a 7200
rpm redline. An aluminum sump with cooling fins is an unusual feature of this engine. The Japanese
version of the engine had a 9.4:1 compression ratio and produced 120 hp (90 kW) and 100 ft·lbf
(136 N·m).

B8
The 1.8 L (1839 cc) B8 is not just a bored and stroked B6. Rather, a new block with widened
cylinder spacing. The bore is 83 mm and the stroke is 85 mm. This SOHC engine was used in
various Australian Mazda 323s and the American 1990-1994 Mazda Protege. It came in both 8 (B8-
E) and 16-valve variants (B8-ME).

The B8ME is also found in Canadian variants of the 323 hatchback.

BP
The 1.8 L (1839 cc) BP is a dual-overhead variant of the B8. It was first found in the 1989 Mazda
Familia and American-market 1990 Mazda Protege LX. This engine was dubbed BP-ZE and
featured a forged crankshaft, piston oil squirters, an aluminum baffled oil pan, and Variable Inertia
Charging System (VICS). This particular variant can be found in the following vehicles:

 1989-1994 Mazda Familia GT (European & Australian Market)

 1989-1994 Ford Laser TX3 (Australian Market)
 1990-1994 Mazda Protege LX (with VICS)
 1990-1991 and 1993 Mazda Protege GT (Canadian Market)
 1990-1993 Mazda 323 (European Market)
 1992-1993 Ford Escort LX-E
 1991-1996 Ford Escort GT
 1991-1996 Mercury Tracer LTS
 1994-1997 Kia Sephia GS
 1994-1998 Mazda Familia (Japanese Market)
 1994-1997 Mazda MX-5/Miata (this did not have VICS until 1999)

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 Mazda Engine

There is also a non-performance version that is most easily recognized by its black stamped-steel oil
pan. It also features a cast crankshaft, no oil squirters, a plastic oil pickup tube and less aggressive
camshafts. It is found in the 1995-1998 Mazda Protege ES.

BPT
The BPT is a turbocharged and intercooled variant of the BP. It produced 179 hp (134 kW) and
174 ft·lbf (237 N·m) of torque.

The most powerful version was named the BPD. It is commonly known as the 'big turbo' variant as
it utilised a much larger IHI RHF6CB turbocharger. The BPT was used as the basis for the engine,
with changes such as sodium filled exhaust valves, larger (and front mounted) intercooler, bigger
fuel injectors and stronger engine internals helping to up the performance of the engine to produce
206 hp (154 kW) and 184 ft·lbf (250 N·m).The VICS system of the N/A BP has been removed. This
engine was designed to power Mazda to a world rally championship win, and was thus used in the
limited production Mazda Familia GT-R (2200 built) and GTAe (300 built).

Mazda BPT - Turbocharged 1.8L

Applications:

 1989-1994 Mazda Familia GT-X (Japan)

 1992-1993 (BPD) Mazda Familia GT-R / GTAe (Japan)
 1989-1994 Ford Laser TX3 turbo (Australia)
 Ford Laser GT-X

BP-4W
The 1999 Miata uses a modified BP, the BP-4W, which replaces the old Hall Effect dual Cam
Angle Sensor unit mounted at the back of the exhaust cam with two separate Hall Effect units at the
front - one on the intake cam gear and one mounted on the oil pump, to the side of the crankshaft
pulley. It also has an improved intake system (a better flowing engine head because of the angle of
the intake ports being changed). The United States 2004-2005 Mazdaspeed MX-5 turbo is based on
this engine rather than the newer BP-Z3 and produces 178 hp (133 kW) and 166 ft·lbf (225 N·m)
with slightly-reduced compression.

Applications:

 1998-2000 Mazda MX-5/Miata

 2004-2005 Mazdaspeed MX-5 (turbo)

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 Mazda Engine

BP-Z3
In 2001, Mazda introduced the BP-Z3 (also called BP-VE) variant of the BP engine with S-VT
variable valve timing on the intake side, no more VICS, now replaced with the Variable Tumble
Control System (VTCS), a similar torque enhancing set of partial butterflies that increases velocity.
This was found in the 2001+ Miata. The Z family is an evolution of this engine.

In Australia, a turbocharged version of this engine produced 210 hp (157 kW) and 206 ft·lbf
(280 N·m) in the Mazda MX-5 SP. The United States 2004-2005 Mazdaspeed MX-5 turbo is a BP-
4W, not a BP-Z3.

Applications:

 2001-2005 Mazda MX-5/Miata

 Mazda MX-5 SP (Australian turbo)

MA
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 103 hp (76 kW) and 123 ft·lbf (167 N·m). 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.

Applications:

 1981–1982 Mazda Luce/Mazda Cosmo

 1975–1980 Mazda Luce/929
 1979–1982 Mazda Capella/626
 1977–1985 Mazda B2000
 1977–1985 Ford Courier

F6
The smallest of the second generation of F-family engines was the F6, a destroked and debored
version of the base FE 2.0. It replaces the F/NA 1.6 from the previous generation. It was an 8-valve
SOHC engine with an 81 mm bore and 77 mm stroke, with a compression ratio of 8.6:1. Output was
73 hp (53 kW) at 5500 rpm and 89 ft·lbf (121 N·m) at 3500 rpm.

Applications:

 1983–1987 Mazda Capella/626

F8
A destroked FE, the F8 had a capacity of 1.8 litres, and came in several configurations including a
12-valve head and fuel injection later in its life. It had a bore of 86 mm and a stroke of 77 mm, with

9
 Mazda Engine

a compression ratio of 8.6:1. Power output was 80 hp (60 kW) at 5500 rpm and 98 ft·lbf (133 N·m)
at 2500 for the 8-valve SOHC carburetted versions.

Applications:

 1983–1991 Mazda Capella/626

F8-DOHC

The F8-DOHC is a destroked version of the FE-DOHC displacing 1789 cc – 1.8L. It shares the
common bore of 86 mm with other F-blocks and has a shortened stroke of 77 mm. 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.

Applications:

 1988–1996 Mazda Capella/626

FE
The 2.0 L (1998 cm3) FE was very different with a square 86 mm bore and stroke. It was an 8-valve
SOHC engine for front-wheel drive and rear wheel drive pickup use. Output was 90 hp (66 kW) for
the 1 barrel carburetor version, 100 hp (74 kW) at 5600 rpm and 156 N·m at 3700 rpm for the
2 barrel carburetor version, or 118 hp (88 kW) at 5300 rpm and 178 N·m at 3700 rpm with fuel
injection and higher compression (10:1 vs 8.6:1).

Applications:

 1983–1991 Mazda Capella/626

 1985–1987 Mazda B-Series
 1983–1990 Mazda E-series
 1981–1990 Mazda 929

FET

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.

Applications:

 1986–1987 Mazda Capella/626

 1986–1987 Ford Telstar Turbo
 1986–1987 Mazda 929 coupe

FE-DOHC

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 Mazda Engine

Main article: Mazda FE-DOHC engine

The FE-DOHC was the 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 some dimensions with the original FE, including the 86 mm bore and stroke.
The FE-DOHC is usually identified by a gold cam cover, however this is not a guarantee. There
were at least six different FE-DOHC engines available with various compression ratios and
camshafts. Sadly, due to a lack of information in non-destined markets, some believe that all FE-
DOHC's are fitted with forged crank, however this is not the case; forged cranks do exist but they
are very rare. In 10.0:1 compression, non-catalytic trim, the FE-DOHC produces 148 hp (109 kW)
at 6000 rpm and 133 ft·lbf (180 N·m) at 4000 rpm. The 9.2:1 compression, catalytic converter
version produces 138 hp (103 kW).

Applications:

 1988–1997 Mazda Capella/626

 1992–1993 Ford Laser 2.0iRS (South Africa)
 1995–2003 Kia Sportage

F2
The F2 is a stroked version of the FE, introduced for the 1988–1992 GD platform cars, it can also
be found in the B2200 pickup. Although available as an 8-valve SOHC in the B2200, this engine is
most commonly a 12-valve SOHC, with an 86 mm bore and 94 mm stroke with an 8.6:1
compression ratio. It generates 110 hp (82 kW) at 4700 rpm and 130 ft·lbf (176 N·m).

Applications:

 1988–1992 Mazda 626

 1988–1992 Mazda MX-6
 1988–1992 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 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) at the drive wheels. Crank shaft figures were never released. Due to the
increased torque output, Mazda were 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
 Mazda MX-6
 Ford Probe

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 Mazda Engine

R-series
The R-series engines are diesel variants that are very closely related to the F-series sharing the same
bell housing patterns and other block fixtures and dimensions.

RF

A diesel variation of the FE which shares its 86 mm bore and stroke. It was also available with a
pressure wave supercharger.

Applications:

 1988–1992 Mazda Capella/Mazda 626

 1983–1990 Mazda E-series

R2

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

Applications:

 1987–1991 Mazda B-series

Later engines with 'F' nomenclature

FS

The 2.0 L (1991 cm3) FS was one of the last F-family engines. With an 83 mm bore and 92 mm
stroke, it produced up to 130 hp (97 kW) and 135 ft·lbf (183 N·m). 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 also received a higher-
performance version, known as the FS-ZE. A special version of the FS was produced in 2003 for the
Mazdaspeed Protegé which was turbocharged, and generated 170 hp (127 kW) and 160 ft·lbf
(217 N·m). This was known as the FS-DE-T. It's worth noting that the internals of the FS-DE-T
were identical to those found in the standard FS-DE, which were not known for their strength.

The FS-DE engine did enjoy a few minor technical features, such as:

-Oil Squirters

-VICS (Variable Initial 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 that the small screws would come loose from the butterfly system that drove this and end up
running through the motor.

-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.

Applications:

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 Mazda Engine

 1993–2002 Mazda 626

 1993–1997 Mazda MX-6
 1999–2001 Mazda MPV (Japan)
 1999–2003 Mazda Capella
 2001–2003 Mazda Protegé (2.0L models only)
 2001 Mazda Protegé MP3
 2002–2003 Mazda Protegé 5
 2003-2003.5 Mazdaspeed Protegé
 1993–1997 Ford Probe

FP

It should be noted that the FP engine is totally unrelated to the earlier F-series engines with the
exception of a similar name and capacity.

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.

Applications:

 1992–1993 Eunos 500

 1997–2001 Mazda Capella
 1999–2000 Mazda Protegé (ES models only)

Retrieved from "http://en.wikipedia.org/wiki/Mazda_F_engine"

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