FS Engine/Revision/Cam Specs

FS Revisions & Redesigns​

Reference by year:

Quick reference by part:

FS Camshaft Specifications​

Foot notes:

Other cams:
FS1G: Basically an FSD7 intake cam modified to be emissions friendly.
FS1E: Torque biased cam from 99-00 Japan and Euro MPV.

Shim spec: ≈ 0.01 (1 onehundreth of an inch)
0.225—0.295mm / 0.0089—0.0116" (0.260.035mm / 0.0100.001")

Valve Lift = Adv. Cam lift - Shim gap
Overlap = Exhaust valve close event(After TDC) + intake valve open event(Before TDC)

FS9P-A: Revised Mazdaspeed exhaust cam. Valve open and close events revised for less overlap.
TSB: Fixed stalling/idling issues under cold engine conditions(≈1%-1.5% loss in power @ 6000 RPM).

bumpin and old thread for so great info!

didn't know this thread existed... it has mostly good info but it isn't exactly accurate and it covers the US version only

the 93 model head didn't get revised in late 93, it got revised in late 92!
ALL cars produced before May 1, 1992 got the FS01 head... automatics were the first to get the "revised" FS02 head on May 1, 1992... manuals followed on August 26, 1992 (in otherwords, all cars after that date have FS02 heads)

the cams didn't get revised in 94, they got the "B" revision cams on January 31, 1992... which means MOST of these early engines got the revised cams anyway... I'm inclined to believe that the changes are purely changes in the manufacturing process, not change in specs... perhaps better metallurgy?

the crankshaft revision happened on September 15, 1993 (part improvements to FS01 crank), and again on May 19, 1994 (design change to weaker/cheaper to make cast FS07 crank)
the 93 626 service highlights manual shows it using a forged crank, just like the 2000 626 service highlights manual shows the "change" to a forged crank... both main part numbers are the same (FS01)... the protege FS-DE and FS-ZE also shows to use the FS01 crank, further proving the 93 engine was forged

while the intake manifold revised 7 times up till the 95 models, 95 models did NOT get any intake manifold design changes as it was NOT an OB2 compliant car... 96 models DID get a new intake manifold (with 4 revisions to it on the original FS-DE engine)... the design itself may not have really changed (which is not certain), but the vacuum routing system has changed for the OBD2 intake manifold

the exhaust manifold changed from the 4-1 header style to a cast iron design with a close couple warm up catalyst for the OBD2 models

the crankshaft revision didn't happen again until January 19, 1996

piston revision happened on December 9, 1993, and again on November 12, 1993 (thus early 98 models have the 2nd revision pistons)

the FSH9 (FS9 casting) head that has larger intake ports DID NOT happen until 2000 for the 626... a high performance metal head gasket was also used with this head... along with the forged (FS01) crank added back

the distributor was removed for the 98 engines (97 overseas) and a coil pack system was installed in its place

there was NEVER any valve spring revisions or changes

the intake manifold changed again for 2000 due to fuel injector and vacuum hose routing changes

the USDM intake cam change in 2000 (FS1G) was NOT for emissions but for better mid range power/torque.... no duration or timing changes but lift was increased

the coils were moved directly over the spark plugs for the non-US built cars (proteges, overseas 626, mpv) in 2000

Does anyone know what the other casting numbers on the head mean? 20:1, 10:1 and I think I saw a picture of one that was 14:1. Does that tell you what cam is installed or something completely different?

Wrong section really, Going to move it to the correct one.

the FP-DE engine (a related destroked version of the FS-DE) has been around since 1992 overseas... it used the same head and cams as the non-US FS-DE up until the 94 models in europe (japan continued to use the same cams until the 626 got redesigned in 97)... general market FP-DEs always had different cams from the FS-DE but the same head... the non-US heads are different... the heads were revised but not changed/redesigned throughout the 92-96 production years for all non-US markets

european (certain models) and certain general market versions (hot climates) always had a factory oil cooler, thus the engine block was different during the early years until the redesigned 626 came about.... JDM engines never got an oil cooler

the non-US 626s always had the 4-1 header style exhaust manifold... the 97 model redesign brought about a cast iron 4-1 exhaust manifold instead...

all the 97-98 non-US 626s had the same exhaust cam (for FP-DE and FS-DE)... intake cam was different between FP-DE (FP33 casting) and FS-DE... a "high power" version of the engine was available in japan/europe and used the higher lift and longer duration FSH9 cam... JDM 626s had a choice of a regular FS-DE, or the FS-ZE... europe had 3 different power choices for the FS-DE, with the "low power" version having different ECU tuning as the "normal power" version but have same engine parts), the "high power" version also got a forged crankshaft (even back in 97) while the "low" and "normal" power ones got cast cranks, all the way till the 626 was discontinued in 2002... all 3 (626) FS-DE versions received the FSH9 (FS9 casting) head, even back in 1997.... the FP-DE received the smaller intake port FSD7 head for 97-98 models, but got the large port FSH9 head in 99 and also a different exhaust cam (FP47, same as 99-00 protege)

an LPG version of the engine was available... only difference was the head... FP63 head for the FP-DE LPG, and the FSS9 head for the FS-DE LPG... exhaust valves were also different... everything else was the same (except for ECU of course)... these engines also received a forged crank

non-US FS-DEs also received the same style intake manifold as the US version, but a plastic resonator box was added for resonance tuning... the 323F sport received VICS in the intake manifold but no VTCS (like MP3) on both the FP-DE and FS-DE... both higher performance versions of the engines, like the protege got... all non-US FS-DEs/FP-DEs got 9.7:1 compression except for Japan (9.1:1) and some general markets

the 626 and MPV engines ALWAYS had lower power ratings than the 323/protege versions due to the intake manifold differences (except for FS-ZE which was available on both JDM 626 and familia sport20)... the 323/protege FS-DE also received the larger fuel injectors off the FS-ZE

99-00 MPVs also received the FS-DE engine... it had all the same parts as the non-US 626 engine except for 9.1:1 compression and torque biased cams (both say FS1E)... a larger oil cooler was also used (europe only)... manual transmission was only available for use with this engine

finally, ALL these 2.0 engines on this thread are refered to as "FS-DE", even for the 93-97 engines... they are NOT "FS01", "FS", whatever... Mazda Japan refered to it officially as the FS-DE.. the FS-DE was not a "new thing" for 98 and up

97+ european manual transmission versions also received a progressive throttle body (FSJ1) for easier low speed (low gear) control... it has the same 55mm size as the FSD7/FS1G automatic version (which is what all non-european 97/98+ FS-DE and FP-DEs ones got, including japan)... it is the true fix for the low speed bucking problem that has plagued our cars... no european owner has ever complained about a bucking problem compared to us... it is also better for a high power MSP for easier daily driving and better launch control... it will bolt on but requires the EDM throttle cable and cable bracket

http://www.club323f.com/club323f/forum/viewtopic.php?t=20667&start=30




and also, the VICS design on the regular protege FS-DE has been cheaped out... the FP-DE, FS-ZE, FS-DET, and MP3 FS-DE all use a more secure mounting design... instead of the butterfly plates screwed on top of the actuator rod (that is in the normal protege FS-DE), the rod is slotted and the plate sides through the middle of the rod before being screwed in... it is very secure this way and can handle lots of airflow without problems, unlike the cheaper design that can have the plates vibrate loose and fall out!

sean22306 said:

FS Engine Specifications​

93-97 FS
Horsepower: 118 @ 5500 RPM
Torque(lbs/ft): 127 @ 4500 RPM
Displacement Volume: 2.0L / 1991cc / 121.5ci
Cylinder Configuration: Inline-Four(I4)
Type: 4 Stroke Otto Cycle
Bore: 83mm / 3.268"
Stroke: 92mm / 3.622"
Bore:Stroke Ratio: 0.902 Undersquare(Torque Biased)
Rod:Stroke Ratio: 1.467 Poor(Torque Biased)
Rod Length: 135mm / 5.315"
Compression Ratio: 9.0:1
Induction Type: Natural
Intake Manifold: Single Stage | Long Runners(Torque Biased)
Valvetrain: DOHC 16 Valve | Hydralic Lash Adjustment | Timing Belt
Valve/Valveseat Angle: 45/45
Intake Cam: FS01
Exhaust Cam: FS01
Ignition Type: Distributor
Fuel System: Multipoint EFI
Fuel Injector Rate: 220ml/min
Manual Transmission Type: G15M-R | 4.105 Final | Open

98-03 FS-DE
Horsepower: 130 @ 6000 RPM
Torque(lbs/ft): 135 @ 4000 RPM
Displacement Volume: 2.0L / 1991cc / 121.5ci
Cylinder Configuration: Inline-Four(I4)
Type: 4 Stroke Otto Cycle
Bore: 83mm / 3.268"
Stroke: 92mm / 3.622"
Bore:Stroke Ratio: 0.902 Undersquare(Torque Biased)
Rod:Stroke Ratio: 1.467 Poor(Torque Biased)
Rod Length: 135mm / 5.315"
Compression Ratio: 9.1:1
Induction Type: Natural
Intake Manifold: Dual Stage VICS | VTCS(Protege)
Intake Manifold: Single Stage | Medium Length Runners(626)
Valvetrain: DOHC 16 Valve | Direct Shim Over Tappet Actuation | Timing Belt
Intake Cam: FSD7
Exhaust Cam: FSD7
Ignition Type: Distributor-less Coil Pack
Fuel System: Multipoint EFI
Fuel Injector Rate: 285ml/min
Manual Transmission Type: G15M-R | 4.105 Final | Open

2001 MP3 FS-DE
Horsepower: 140 @ 6000 RPM
Torque(lbs/ft): 142 @ 4500 RPM
Factory Tuned ECU: Advanced Ignition Timing(Requires Premium Fuel)
Axle-Back Exhaust: Manufactured by Racing Beat(2.375")
Revised VICS Intake Manifold: Mazda VTC System Removed(Hindered Intake Velocity)

2003 MSP FS-DET
Horsepower: 170 @ 6000 RPM
Torque(lbs/ft): 160 @ 3500 RPM
Co-Engineer: Callaway Cars
Turbocharger: Garrett T-25 | 6psi-9max | Internal Wastegate
Exhaust Manifold: Callaway Log-Style Turbo-Manifold
Axle-back Exhaust: Manufactured by Racing Beat(2.375")
By-Pass/Blow-Off Valve: Modified FD RX7 Unit
Intercooler: Turbo Diesel 323 | Air-to-Air
Radiator: Turbo Diesel 323 | Air-to-Coolant
Oil Cooler: Water Cooled
Transmission: G15M-R | 4.105 Final | 2-way LSD
Release Bearing and Clutch Pivot Fork: Upgraded

99-03 FS-ZE
Horsepower: 168 @ 6800 RPM
Torque(lbs/ft): 131 @ 5000 RPM
Compression Ratio: 10.4:1
Intake Manifold: Revised VICS | High Performance(FS-ZE)
Intake Cam: FSH9
Exhaust Cam: FSD7

2001 MSF FS-ZE
Horsepower: 173 @ 6800 RPM
Torque(lbs/ft): 134 @ 5000 RPM
Units Produced: 209
Compression Ratio: 10.7:1
Exhaust Manifold: 4-2-1 MazdaSpeed Header
Muffler: MazdaSpeed Sport Sound
Flywheel: MazdaSpeed Chromoly Lightened
Intake Cam: FSH9
Exhaust Cam: FS9P

99-00 1.8L FP-DE
Horsepower: 122 @ 6000 RPM (US/Can) / 133 @ 6200 RPM(Japan) / 113 @ 6000 RPM(Euro)
Torque(lbs/ft): 120 @ 4000 RPM (US/Can) / 117 @ 4500 RPM (Japan) / 117 @ 4000 RPM (Euro)
Available in Japan: 92-01
Displacement: 1839cc
Bore: 83mm
Stroke: 85mm
Bore:Stroke Ratio: 0.9765 Square(No Bias)
Rod:Stroke Ratio: 1.52 Good(No Bias)
Rod Length: 129.2mm / 5.087"
Compression Ratio: 9.1:1(US/Can) / 9.1:1(Japan) / 9.7:1(Euro)
Fuel injector rate: 235ml/min
Transmission: F25M-R(US/Can) / G25MX-R(Japan) / F25M-R(Euro)
Intake Cam: FP39
Exhaust Cam: FP47

Misc.
Piston Interchangeability:
FS-DE 9.1:1
FS-DE 9.7:1 (9.1:1 when used with FP-DE)
FS-ZE 10.4:1 (9.7:1 when used with FP-DE)
FS-ZE 10.7:1

Bore:Stroke Ratio:
X ≤ 0.94 = Undersquare(Torque Bias)
0.95-1.04 = Square(No Bias)
X ≥ 1.05 = Oversquare(Power Bias)

Rod:Stroke Ratio:
X ≤ 1.49 = Poor(Torque Bias)
1.5-1.624 = Average(No Bias)
1.625-1.74 = Good(Power Bias)
X ≥ 1.75 = Superb​

Click to expand...

some of the engine specs are incorrect!

the protege FS-DE had FS1G intake cam, and FSD7 exhaust cam

the 98-02 626 FS-DE had 125hp, NOT 130hp... 98-99 FSD7 intake/exhaust cam is correct, but NOT correct for 2000-2002 which was FS1G intake cam, FSD7 exhaust cam

the last FS-ZE was also depowered to 163hp due to the USDM style exhaust manifold/cat

I think i got screwed and i'm hoping you can help. I have, or well had, an FSDE 2.0 in my 02 protege5. i stuck a rod through the side of it, and just bought what was supposed to be another 2.0 from a japanese engine importer.

I had previously bought another motor from a probe that turned out to be the wrong one. No knock sensor port, and had a distributer.

So i looked this one over and it all looked correct. same numbers on head, valve cover, knock sensor, same coil packs, the only thing that didnt match was the main crank pulley had only 4 "high spots" to tick the crank sensor and ours have lots of teeth. so i swapped them out.

I noticed though that when i swapped the valve cover from my old motor (i have the mounts on it for the mazdaspeed cover) that the cams said FP something on them. I just assumed they were different because it was a jdm motor.

After reading this thread, it looks like i got a damn 1.8 and not a 2.0. that really pisses me off. Anything else i should look for to see what i really got?

The motor is in and runs perfect. When i get forged internals for this motor can i just get the rods/pistons for a 2.0 and that should fix the stroke issue, making it a 2.0 again, or do i need the 2.0's crank too? would putting my fs cams in help on the power i lost too? which cams would be better for a turbo setup?

I'm pissed.

rods won't fit but pistons will

you should've noticed the big "FP" on the side of the block!

TheMAN said:

rods won't fit but pistons will

you should've noticed the big "FP" on the side of the block!

Click to expand...

So pistons are same, but if i put in an FS crank and rods too wouldnt that lengthen the stroke making it a 2.0 again?

ya ya, i dont know why i didnt even check. I checked the head to make sure it said fs 3 like my old one, and i checked for the knock sensor, but didnt even notice the big ass FP on the other side. It was behind the exhaust manifold that came on it, and when it came off the turbo went on.



what about putting my FS cams in? that should be better since they are made for a larger CC motor and have more lift that should be great with the turbo right?

also is the block shorter too? i noticed that the brace that goes from the intake down to the block from my fs is too long now. And the wastegate sits lower to the power steering pump.

I have a quick question.
I bought the JDM Camshafts from protege garage. What I got was the cams from the 2001 MSF FS-ZE (FSH9 and FS9P). I am trying to install these in a 2003 P5. I followed all of the directions in the service manual, but after I got the new cams in they were very difficult to turn. I tried loosening each journal to see if one was causing it to bind, but it seems to be all of them. So my question is are the journals a different size in the MSF FS-ZE than the P5's FS-DE?
When I get a hold of some good mics I will measure the two sets myself, but any help would be nice.

Thanks,
Matt

it should be a direct swap

Hi guys, i bought a jdm camshaft from cork sport. fsh9, but when i opened and removed my stock intake camshaft from my 2.0 FS-DE its FSH9 too.. damn.. im from the philippines. how about there in the US. is your stock intake camshaft FSD7? or FSH9?

mateo9944 said:

I have a quick question.
I bought the JDM Camshafts from protege garage. What I got was the cams from the 2001 MSF FS-ZE (FSH9 and FS9P). I am trying to install these in a 2003 P5. I followed all of the directions in the service manual, but after I got the new cams in they were very difficult to turn. I tried loosening each journal to see if one was causing it to bind, but it seems to be all of them. So my question is are the journals a different size in the MSF FS-ZE than the P5's FS-DE?
When I get a hold of some good mics I will measure the two sets myself, but any help would be nice.

Thanks,
Matt

Click to expand...

I'm in the process of changing the cams as well with the same JDM cams (FSH9, and FS9P) I have the engine out of the car and am wondering if I should buy new lifters and valve springs and change them as well.

What do you think? Please advise!

K

I'm considering to buying Corksport's exhaust cam (LINK), but I was wondering that the text says that it has distributor drive... But it should fit for all FS-engines?

Is it straight bolt-on and doesn't matter that my FS-engine has coil-packs and not distributor? Just like all the proteges.

Just wanting to be sure..

If you're going to go turbo, why not just turbocharge the FS that's in there, already?

niky said:

If you're going to go turbo, why not just turbocharge the FS that's in there, already?

Click to expand...

Well because the compression ratio on the stock fs motor is too high for normal boost. and its really high mileage. 231,000+ to be exact. not that i have issues with this engine it just need to be rebuilt to put a turbo on it. and id have to custom fab the turbo manifold and everything. they dont make kits for this head. and like i said i dont want to fiddle around with engine internals. i just want to drop something else in.

any suggestions would be great for that.