Mazda produces a wide range of vehicles for different applications and also manufactures a large range of engines. Unlike many Japanese car companies, some of the engines produced used innovative technologies - such as the famous rotary and Miller-Cycle motors. Mazda was also one of the market leaders in the 1980s turbo era, with a multitude of its cars available with a puffer bolted on. This sort of technology (especially when combined with the rotary engine) gives unbelievable horsepower per cube.
Honda has also always been renowned for manufacturing highly engineered engines capable of producing extra high power levels from a modest capacity. It was the first Japanese company credited with the use of variable valve control (Honda dubbed their system VTEC), and to this day their B and F series fours are widely used in motorsport circles. Modified and turbocharged street-level CRXs capable of running reliable low 11s are also quite common in the US. Efficiency is the key word with most of these engines.
Here's how to identify Mazda and Honda motors:
Mazda
Rotary engine identification:
12A = twin rotor Wankel rotary
13B = twin rotor Wankel rotary
20B = triple rotor Wankel rotary
Piston engine identification:
JE = V6 3.0 litre
J5 = V6 2.5 litre
KF = V6 2.0 litre
KJ-M = V6 2.2 litre Miller Cycle
KL = V6 2.5 litre
K8 = V6 1.8 litre
B6 = four cylinder 1.6 litre
BP = four cylinder 1.8 litre
FE = four cylinder 2.0 litre (naturally aspirated only)
F2 = four cylinder 2.2 litre (turbo only)
F8 = four cylinder 1.8 litre
Honda
Prefixes:
C = V6 engine family
B = four cylinder engine family
F = four cylinder engine family
H = four cylinder engine family
ZC = four cylinder engine family
Numerals:
16 = 1.6 litre
20 = 2.0 litre
32 = 3.2 litre etc...
Suffixes:
A = first generation engine
B = second generation engine
Mazda
Rotaries
Mazda's innovative rotary engine was first seen in mass production (no, we haven't forgotten the Cosmo - 'mass production', we said!) in the late '60s R100, but since then it has continued to be developed extensively.
The first real modern high performance versions appeared in the early '80s in the form of the 12A turbo and the 13B EFI. The 12A turbo (Mazda's first rotary turbo) came non-intercooled, but managed to produce a maximum of 123kW at 6500 rpm. For aftermarket tuners though, it's easy to get more by fitting an intercooler, increasing boost etc. From what we've seen, they are commonly under-rated.
The 13B EFI first came fitted to the Cosmo and RX7 and in its atmospherically inducted form, put out up to 120kW at 6500 revs - with a significant torque advantage over the 12A. Probably the most widely known rotary, though, is the 13B turbo. With its top-mounted air-to-air intercooler, large turbo and efficient breathing, this small powerhouse is good for an amazing 150kW at 6500 and 294Nm of torque at 5000.
Out of all the twin-rotor engines, the el-supremo is the 13B REW twin turbo - with its twin intercoolers and staged turbos that help it on the way to delivering 190kW at the same 6500 rpm engine speed. But the biggest and baddest rotary everyone drools over is the later model 20B triple-rotor twin turbo - it's essentially a 13B with another rotor on the end. This resulting extra torque (402Nm at 3000 rpm) gives it a huge advantage over the other rotaries, and in standard guise it is capable of 208kW at 6500 rpm - although in reality it is probably more! This engine is fitted to the Japanese market Cosmo only.
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!
Honda
Sixes
Honda's range of six cylinders is all based on the same basic block design - the C block.
The most highly tuned is the 3.2 litre DOHC C32A, as fitted to the NSX supercar. With a high (10.2:1) compression ratio and excellent breathing thanks to VTEC, this engine is good for an exciting 210kW at a high 7300 rpm - more than enough to push the NSX along at break-neck speeds. It also produces 294Nm of torque at a high engine speed of 5400 rpm.
The rest of the V6 range built by Honda has all gone into their luxurious Legend model. There are four capacities that have been used - 2.0, 2.5, 2.7 and 3.2 litre. The largest - the late model SOHC C32A - had a torque advantage that enabled it to produce up to 175kW at 6300 rpm. The next step down in power output was not the 2.7 litre, but the DOHC VTEC 2.5. Increased head flows were the main reason this 2.7 litre V6 was able to make 142kW at 6500, as opposed to the 124kW of the SOHC C27A. The smallest and oldest C-series Honda V6s, the 2.0 litre SOHC C20A, was adequate for gathering together 108kW at 6500 revolutions. Not bad, but pale in comparison to the others!
Fours
Honda's latest range of four cylinders has been a big hit - both in the factory guise and in the aftermarket tuning industry.
Two point two litres is the largest four cylinder Honda has made for its line up of modern cars, and there are two series of engines that share that same capacity - the F22B and the H22A. If your preference is for power, it's certainly the H22A that's for you. This engine uses a high compression ratio, the VTEC system (incorporating DOHCs and 4 valves per cylinder) to stomp out 142kW at 6800 rpm. In comparison, the F22B makes 108kW, at a more conservative 5800 revs.
Next is the B-series fours. The 2.0 litre B20A again uses DOHC and multi-valves to conjure up its maximum of 119kW at 6300 rpm, while the smaller 1.6 litre B16A version puts out 127kW at a lofty 7800 rpm and 157Nm of torque at 7300. Huh, what's this? The smaller swept capacity accompanied by an increase in peak power can be attributed to Honda's wonderful VTEC system. Last but not least is the ZC FWD 1.6 litre SOHC four that came fitted to Japanese Civics, CRXs and Integras. Its 89kW at 6300 revs and 141Nm at 5700 looks a bit out of place amongst the other engines, but in its day (the early 80s) it was a good performer.
Mazda and Honda performance motors at a glance...
Mazda
|
Rotaries |
|
|
12A turbo |
123kW |
|
13B EFI |
120kW |
|
13B turbo |
150kW |
|
13B REW twin turbo |
190kW |
|
20B twin turbo |
208kW |
|
Sixes |
|
|
KJ-ZEM |
164kW |
|
KL-ZE 2.5 litre DOHC turbo |
149kW |
|
JE-ZE 3.0 litre DOHC |
149kW |
|
JE 3.0 SOHC |
116kW |
|
J5-DE 2.5 DOHC |
119kW |
|
KF-ZE 2.0 DOHC |
119kW |
|
K8-ZE 1.8 DOHC |
108kW |
|
Fours |
|
|
F2 2.2 SOHC turbo |
108kW |
|
FE 2.0 DOHC |
104kW |
|
FE SOHC turbo |
87kW |
|
BP 1.8 DOHC turbo |
136kW |
|
BP-ZE 1.8 DOHC |
101kW |
|
F8 1.8 litre DOHC |
86kW |
|
B6 1.6 DOHC turbo |
104kW |
|
B6 1.6 DOHC |
82kW |
|
E5 1.5 SOHC turbo |
Approximately 75kW |
|
B5-ZE 1.5 DOHC |
93kW |
Honda
|
Sixes |
|
|
C30A 3.0 DOHC |
210kW |
|
C32A 3.2 SOHC |
175kW |
|
C27A 2.7 DOHC |
134kW |
|
C25A 2.5 SOHC |
142kW |
|
C20A 2.0 SOHC |
108kW |
|
Fours |
|
|
F22B 2.2 SOHC |
108kW |
|
H22A 2.2 DOHC |
142kW |
|
B20A 2.0 DOHC |
119kW |
|
B16A 1.6 DOHC - VTEC |
127kW |
|
ZC 1.6 SOHC |
89kW |
We're in the home stretch of the Engine Epic series now. But please, if you still haven't seen the manufacturer you're waiting for, just chill - it'll come!
Engine Epic Part 8 - Mitsubishi Engines
Engine Epic Part 6 - Jaguar
Engine Epic Part 5 - Aussie Engines
Engine Epic Part 4 - Subaru, Daihatsu, Suzuki and Isuzu
Engine Epic Part 3 - BMW
Engine Epic Part 2 - Toyotas
Engine Epic Part 1 - Nissans
|