The Mazda FE (16V) is a 1,998 cc, inline‑four naturally aspirated petrol engine produced between 1986 and 1993. It features a dual overhead camshaft (DOHC) 16‑valve cylinder head and electronic fuel injection (EFI), delivering outputs ranging from 85 kW (114 PS) to 98 kW (132 PS) with torque figures between 165–172 Nm. Its twin‑cam design enabled higher revs and improved volumetric efficiency for its era.
Fitted to models such as the 626 (GD/GV), MX‑6 (GE), and Capella, the FE (16V) was engineered for a balance of smooth, refined performance and everyday drivability. Emissions compliance for its production period was managed through its EFI system and catalytic converter, meeting the applicable Japanese and European standards of the late 1980s and early 1990s.
One documented concern is premature failure of the distributor drive gear, particularly in higher-mileage examples, which can lead to ignition timing faults and engine stalling. This issue, referenced in Mazda Technical Service Bulletin TSB‑91‑004, is attributed to material wear. The FE-DOHC variant, introduced later, addressed several durability concerns of the initial 16V design.
Mazda
Production years 1986–1993 meet applicable Japanese and European emissions standards for their respective model years (JASIC Type Approval Data).
The Mazda FE (16V) is a 1,998 cc inline‑four naturally aspirated petrol engine engineered for mid‑size sedans and coupes (1986-1993). It combines electronic fuel injection with a DOHC 16-valve cylinder head to deliver smooth, linear power delivery. Designed to meet the emissions standards of its era, it prioritizes reliability and serviceability.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,998 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑4, DOHC, 16‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 86.0 mm × 86.0 mm | |
| Power output | 85–98 kW (114–132 PS) | |
| Torque | 165–172 Nm @ 4,000–4,500 rpm | |
| Fuel system | Electronic Fuel Injection (EFI) | |
| Emissions standard | Applicable standards for 1986–1993 (e.g., Japanese 1988, Euro 1) | |
| Compression ratio | 9.0:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Chain-driven camshafts | |
| Oil type | SAE 10W-40 (API SG/CD or equivalent) | |
| Dry weight | 140 kg (approx.) |
The DOHC 16-valve design provides a smooth, free-revving character but requires precise valve clearance adjustments every 60,000 km to maintain performance and prevent valve train noise. The non-interference design is forgiving of timing belt failure. Using high-quality 10W-40 oil is critical for protecting the hydraulic lifters and timing chain tensioner. The distributor, a known wear item, should be inspected regularly; failure can strand the vehicle. Upgraded aftermarket distributors or conversion to electronic ignition are common preventative measures.
Oil Specs: Requires SAE 10W-40 with API SG/CD rating or equivalent (Mazda Owner's Manual 626 1988). Modern equivalents meeting API SL or higher are acceptable.
Emissions: Compliance varies by market and model year (JASIC Type Approval Data). European models typically met Euro 1 from 1992 onwards.
Power Ratings: Measured under JIS D 1001 standards. Output varies by application and market (Mazda Product Catalogue 1990).
Mazda Workshop Manual (JM1 GD Series, 1987)
Mazda Owner's Manual (626, 1988)
Mazda Product Catalogue (1990)
Japan Automobile Standards Internationalization Center (JASIC) Type Approval Database
The Mazda FE (16V) was used across Mazda's GD/GE platforms with longitudinal mounting. This engine received platform-specific adaptations-different intake manifolds and engine mounts for the 626 sedan versus the MX-6 coupe. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front face of the cylinder block, just below the exhaust manifold (Mazda Workshop Manual JM1 GD). The code will read "FE" followed by a suffix (e.g., FE-DE for later variants). Visually, the 16V head is identified by its dual camshaft covers and distributor mounted at the rear of the head. Critical differentiation from the FE-DOHC: The 16V uses a single-row timing chain and a distributor, while the FE-DOHC uses a dual-row chain and coil packs. The intake manifold on the 16V is a single-piece aluminum casting.
The FE (16V)'s primary reliability risk is distributor drive gear failure, with elevated incidence in high-mileage or poorly maintained examples. Mazda TSB TSB-91-004 documents this issue, while owner club data suggests it is a common cause of roadside breakdowns for this engine. Infrequent oil changes and use of incorrect viscosity oil can accelerate wear on the timing chain and tensioner, making adherence to the maintenance schedule critical.
Analysis derived from Mazda technical bulletins (1986-1993) and JASIC failure statistics (1990-2000). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about MAZDA FE-16V.
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Regulation (EC) No 715/2007
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Commission Regulation (EU) 2017/1151
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