Mazda engines,

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Sixes
Mazda, though few people acknowledge it, also make a good selection of strong hi-performance six cylinder engines - and they're all compact size V6s.


The most scorching motor of the group is the KJ-ZEM - Mazda's exclusive Miller-Cycle engine. Displacing only 2.2 litres, this DOHC engine uses a screw-type supercharger and dual air-to-air intercoolers to boost its way to making an impressive 164kW at a laid-back 5500 rpm. It's an ultra smooth engine as well, as it was designed for use in the luxurious Eunos 800 saloon.

The second highest power output of Mazda's six cylinder range - at 149kW - is shared by the 3 litre DOHC JE-ZE, and the high-tuned 2.5 litre DOHC KL-ZE engine. These engines are configured to suit rear and front wheel drive respectively, however the KL-ZE is the more sports oriented engine, with its peak power achieved at 6500 rpm - 500 higher than the JE-ZE. The original JE series engine was released way back in early-mid '80s and used a conventional SOHC head and fuel injected intake system to develop up to 116kW at 5000 rpm - those fairly low peak power revs indicative of the poorer flowing head in comparison to the later DOHC versions. An engine released in various mid-sized cars such as the swoopy MX-6, the FWD J5-DE engine features a DOHC configuration on top of a 9.0:1 compression ratio, 2.5 litre block, and pushes out 211Nm at 3500 rpm with 119kW available at 6000 revs. It's not a hugely common motor, but it is very strong.


Another engine produced with the intention of powering a Eunos (the 500 compact saloon), the front wheel drive KF-ZE 2 litre double over head cam powerplant is good for up to 180Nm at 5500 and 119kW at 6500 revolutions per minute. Once again, smoothness was one of this engine's fortes since it came equipped to the luxo Eunos. The littlest V6 in the Mazda line-up is that fitted to the top-line Eunos 30X sports car. Displacing only 1.8 litres and using a 9.2:1 compression ratio, the K8-ZE engine offers excellent flexibility for its capacity category. It is also good for hitting out up to 157Nm at 4500 revs, and 108kW at a frantic 7000! 'Revy' is a good way to describe these unburstable little sixes.

Fours
In the mid-to-late '80s, Mazda started to flourish as a hi-performance four cylinder manufacturer - mainly thanks to the contemporary turbocharging trend. These turbo-boosted engines were first seen in early model 626 and 929 vehicles, with essentially the same 2.0 litre SOHC throttle-body injected four used in each. The main difference was that one was set-up for FWD, the other for RWD. In Australia, this FE turbo engine was credited with a mild power output of around 87kW and it was marketed very quietly in an attempt to "test the water". Power outputs of this engine were slightly higher in Japan, and there was also a Magnum version with a handful more kilowatts again. Interestingly, it used a very similar injection system to the Mitsubishi Cordia of the same era.

Another injected turbo to come along at about the same time was the smaller E5 motor, as found in early 323/Familias. Sweeping 1.5 litres, this engine used similar technology to the SOHC FE turbo and made around 75kW.

The late 80s saw Mazda adopt multi-valve and twin cam technology to further increase power of both their turbo and naturally aspirated products. One engine to go half way was the F2 2.2 litre transverse turbo engine, an optional fitment to the MX-6/Capella/626 (it was also re-badged as a Ford Telstar in Australia). Using a SOHC but 3 valves per cylinder, the air-to-air intercooled turbo engine could push out up to 108kW at 6000 rpm - so long as high octane fuel was being used. A variation of this engine was the 2.0 litre FE twin cam, which was the standard fitment engine to Japanese market MX-6/Capellas. Released only in naturally aspirated form, it could still muster nearly as much power as the 2.2 litre turbo, with 104kW on tap at 6000 revs. Torque was listed at 19.0kg/m, at a fairly high 4000 revs. It's twin cam, four valve per cylinder design (along with a 10.0:1 static compression ratio) helped it to rival its turbocharged F2 cousin.

The mid-to-late '80s 323/Familia hatches also sported DOHC technology that was similar to their larger capacity counterparts. The first was the B6 engine that came in a choice of either atmo or turbocharged versions. The former made only 82kW, while the blown and intercooled big brother was good for a respectable 104kW at 6000 rpm. That was enough grunt to see the 323/Familia turbos available with an option of constant four-wheel-drive, since the front wheel drive formula was giving bulk wheelspin and torque-steer problems.


An all-new 1.8 litre engine was released for the next model 323/Familia - the BP series. In NA guise, this motor was available to suit either front, rear, or four wheel drive and proved itself good for 101kW at 7000 revs. But the most relevant engine for us was the turbo variant. This baby has the goods to push out 136kW at 6000 rpm - enough to ensure all 323/Familias fitted with this engine had a need for constant four wheel drive to put the power down! Another engine was the F8 1.8 litre DOHC four. With the same capacity as the Eunos V6 version, this engine makes only 86kW at 8000 rpm (screeeeam!). The V6 is definitely the better engine to power the 30X, as it makes over 20kW more peak power, along with more torque over its entire rev range!