I would like to know a few things about the sp20/protege5 engine.

1. Do the valves actuate directly from the camshft or do they have rocker arms?

2. Does each spark plug have an individual coil that mounts directly to it or does the engine run one coil with leads to each plug?

3. What other mazda's have run this engine? Are they very strong for turboing etc?

4. They are belt driven cams not chain driven? correct?

Thanks in advance

 

Are you talking about the Australian Astina/Protege SP20 or the Japanese Familia Sport 20? The SP20 uses the same 130 hp FS-DE engine as the North American Protege5, but the Sport 20 uses the 170 hp FS-ZE. I'll go ahead and assume you're asking about the 130 hp FS-DE.

1) Directly from the cams; valve clearance is adjusted with shims.

2) The engine uses 2 ignitions coils that fire 2 spark plugs each. The plugs fire twice per cycle, at TDC of the compression/power stroke and TDC of the exhaust/intake stroke.

3) The basic engine has been used in several other Mazdas, but with several changes to the intake and ignition system that are unique to the 01+ Protege. The basic engine has seen duty in the 93-02 Mazda 626 and 93-97 Mazda MX-6/Ford Probe. Additionally, the 1.8L FP-DE used in the 99-00 Protege ES is basically an FS-DE that was destroked from 92mm to 85mm (there are a couple of other small differences also).

Strength for turboing? How strong do you want it? Not a whole lot of people have turboed the FS-DE, so it's hard to answer this question. Please do a search.

4) Belt driven.

Hope this helps!

 

The FS-DE used overseas are slightly better a live better to the 96kw claim. The overseas' FS-DE uses 9.7:1 compression pistons versus the 9.1:1 pistons found on the US FS-DE. Not sure whether the overseas version uses a better intake camshaft or not, but it's possible since Mazda claims max power happens at 6300rpm versus 6000rpm. Exhaust cams are the same, definately.

Ignition system is a mixed coil on plug/DIS system. It is a "waste spark" system in which the way the system works is "bipolar", meaning the spark plug in the companion cylinder is opposite of each other. Spark is simultaneous fired at the compression and exhaust stroke of the 2 companion cylinders. Because of such system, spark plug life is reduced by a half. The system however works fine and is very robust and modern (due to basically infinite timing advancement capabilities due to flexible dwell time control thanks to the removal of actual mechanical parts that limit those capabilities).

Basic engine has been the same since 1993, but there have been many changes. In late 1997, there was the addition of VICS (for European and Japanese version engines), forged crank (I think), newer rod and piston design (I think), addition of knock sensor, and the FS-ZE high performance version. The 1.8l FP-DE has been around since 1993, and therefore Mazda did *not* specially detuned/destroked the FS-DE for use in the 99/00 Proteges. The FP-DE was offered in Japan and Europe in the 626/Cronos/Capella as part of their 2 engine (FS/FP) line up back in 1993.

As far as the FS-DE goes, only the Proteges in the US market ever will receive the better VICS intake manifold as the now defunct 626 still got the POS 1 stage manifold.

 

thanks guys
you are a wealth of knowledge.

I was speaking about the australian fs-de with 9.7:1 comp ratio. What is the difference between fs-de and fs-ze? cams? comp ratio? etc... Are they basically the same, and therefore able to be swapped??

Not so sure if I like the ignition system for the old fs but the cam control i like. if it is simillar to a nissan rb series engine it should be very strong and a good basis for work later on.

is there any other differences between the sp20/protege5 from australia/usa and the japanese mazda sport 20?


thanks again

 

differences between "better"/"newer" FS-DE and FS-ZE:

intake cam
intake manifold
pistons

 

Don't forget the ECU. The FS-ZE ECU uses more aggressive timing and fuel maps to work with the hotter engine, and has a higher rev limiter (7500 rpm vs. 6800 rpm). The FS-ZE engine (or an FS-DE upgraded to FS-ZE specs) running on the U.S.-spec ECU will not put out the full 170 hp and will run into the low rev limiter while it's still in the middle of the powerband. The J-spec wiring harness is not compatible with the U.S.-spec wiring, so the ECU's can't be directly swapped; however, I'm not sure about the Aussie version.

Hope this helps!

 

I was sticking strictly to the mechanical stuff, not electronics... but yeah.... they're different

 

The U.S. spec FS-DE uses an OBD II system doesn't it? And the FS-ZE uses an OBD I. I thought that was why the harness were not compatible, but I could be wrong...