The J-Spec FS Series FS-ZE: This engine setup uses a 4 cylinder 16 valve 2.0L motor. It is only equipped in cars sold in the japanese domestic market. The FS-ZE and the whole FS series is based off the Mazda BP engine, it doesn't really have much similar features with the other F-Series engines. The FSZE series presents a serious problem for swapping, it doesn't share any parts (with some exceptions) with the stock 1.6L MX3 engine. This requires a lot of work, mainly rewiring the near 100 wires that connect the engine to the Engine Control Unit (ECU). Performance wise the FSZE is awesome because it combines a small 4 cylinder engine, into a turbocharger ready block. The engine is built so tough, that anyone can assume that the designers were expecting us to turbocharger it. This gives it a disadvantage in drag racing where "Turbo Lag" will make it accelerate slower than the KLZE. However, the turbocharger does allow it to gain a lot of power in an autocross event when revving high. The FSZE uses the VICS technology to give it an advantage over the traditional engine, the characteristics of this technology will be discussed later in this post. Swapping this engine is a major investment in time but there is only a very small number of these modified cars around (less than 100).
The J-Spec KL Series KL-ZE: This engine setup uses a 6 cylinder 24 valve 2.5L motor. It is also only equipped in cars sold in the Japanese domestic market. The KLZE follows the K-Series platform in almost all its features. A big majority of parts are interchangeable and swapping the engine is very simple. The swap with a 1.8L MX3 engine is very strait-forward, the ECU doesn't even have to be modified. The same transmission can be used, the main concern is that you cannot use the KLZE ignition distributor (without modification), you need the original 1.8L one. The KLZE will give better performance from a stop since it doesn't have any turbocharger. It will also dominate the FSZE stock as the KLZE produces 200 Horsepower (HP) compared to the FSZE which produces 170 HP. The KLZE uses the VRIS technology to give it an advantage over the traditional engine, the characteristics of this technology will be discussed later in this post. Overall, it is an easier swap but it is less unique than the FSZE.
The F-Series VICS Technology: This technology stands for Variable Initial Charge System (VICS). The system works by providing two air intake passages per cylinder. One passage is a thin and long, the other is short and fat. At lower RPMs the engine needs more pressure as little vacuum is produced by the engine, the thin and long tube serves that purpose. At higher RPMs the engine has plenty of vacuum but needs more air, thus the short and fat tube. The ECU determines when it is best to switch tubes. Typically this happens around 3500-3800 RPM.
The K-Series VRIS Technology: This technology stands for Variable Resonance Induction System (VRIS). The computer determines the frequency at which the air resonates and opens the chamber tuned to that frequency. You will notice three plastic air chambers attached to the Intake Manifold and solenoids to engines equipped with VRIS. The VRIS objective is to lengthen the useable torque on the engine improving overall performance.
2. เครื่อง 6 สูบ 2.1 เครื่องติดรถมาคือ KF ZE V6 DOHC 24 V. 2.2 สเต็ปแรงสุดของเครื่องV6 ตรงรุ่นตัวนี้ก็คือ KLZE V6 DOHC 24 V.
1.1 เครื่องยนต์ 4 สูบเรียง ของเดิม FSDE 2,000 cc. AUS Version has: OBD-1, VICS, no VTCS
VTCS (Variable Tumble Control System): The intake manifold found on the stock 2.0l and 1.8l CA spec Protegé's have the VTCS component designed to control cold start emissions to help achieve the ULEV Emissions standard (Also other European emission standards). This same system also causes some minor restrictions and air turbulence in the intake manifold runners.
VICS (Variable Inertial Charge System): By setting the precise length of the inlet pipe to ensure an even blend of fuel vapour with air and optimising air pressure, maximum energy and perfect burn is delivered. To boost torque at higher speeds. Conceptually, it is like a variable valve timing system (but is not the same thing) in that it allows more air to be drawn in at speeds above 4750 rpm, thereby keeping the torque curve at a higher level rather than falling off.
FS The 2.0 L (1991 cm3) FS has an 83 mm bore and 92 mm stroke and produces 130hp and (97 kW) and 135 ft·lbf (183 N·m) in it's most common varient up to 170hp in the Japanese Domestic Market. 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 received a higher-performance 170hp version, known as the FS-ZE. Mazdaspeed decided to turbocharge the regular FS-DE, as the FS-DET in 2003 for the Mazdaspeed Protegé and it generated 170 hp (127 kW) and 160 ft·lbf (217 N·m), the same hp rating as the naturally-aspirated JDM FS-ZE but with a sharper torque curve. This means that the Mazdaspeed Protegé's engine is internally identical to the regular FS-DE, except with a turbocharger installed onto it.
The updated 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. (For more info on VICS and VTCS see here: //www.mazda6tech.com/index. ... ;id=14&Itemid=1)