I seem to remember another autocross fan favorite originally came with fwd, forced induction, and no lsd. It's not the end of the world if you can put enough power down in between corners and handle well enough to make it around the corners
I seem to remember another autocross fan favorite originally came with fwd, forced induction, and no lsd. It's not the end of the world if you can put enough power down in between corners and handle well enough to make it around the corners
There's an actual f series bellhousing for the rib case gearboxes, it came in some of the Mazda vans, I managed to get my hands on one today. When I get a chance, I'll check internal diameter and what bolt holes line up between the F and g6 bellhousings.
I'm going to be exploring turbocharging a na fe engine before going down the f2 path. Given the naturally aspirated fe and f2 are about 8.4:1 CR it should take boost fine. The 8 valve heads run a larger exhaust valve than the 12 valve, which could also be interesting.
In reply to daeman:
And you don't have to deal with stupid HLAs.
What vehicle is this going into? Do you already have the motor? I have an FET on a stand right now in case you need any measurements.
F2T = Engine code for a four cylinder turbocharged engine sold by Mazda from 1988 to 1992. Installed in the Ford Probe GT (Turbo badged), Mazda MX-6, and Mazda 626. Top spec motor in all three cars. 2.2 liters, undersquare, with a 12 valve head (two intake, one exhaust). Single overhead camshaft. Iron block, aluminum head. Attached to a Mazda manual transmission known as the H-type (like the G-type in other Mazda's but a bit more meat to it) or some automatic that I don't believe was very reliable. H-type's are not very strong. Cars were listed as having 145hp and 190lb/ft of torque from the factory although these numbers were most likely understated by Mazda a bit. IHI watercooled turbo that was on the small size; not much turbo lag, impressive torque increase in the mid-range, small front mounted intercoolers all contribute to some easy bolt-on power opportunities.
Engine comes from the older F family but not really related to the later FS or FP. F2T's were never factory installed in a rear wheel drive application but factory bits can be used to for such vehicles. Not much aftermarket support. Factory camshaft for the F2T is the same as the n/a F2 and the head does not flow well from the factory.
That help?
In reply to JamesMcD:
Very true, even if I get an F2 block I'll be considering using the 8v head just to see how well it does.
It'll be going into my 85 Ford courier (badge engineered b2000), it's already got the FE in it, I'll just be freshening it up and throwing boost at it. Thanks very much, i might need a bit of a hand with info here and there, the fe-t doesn't have much info available. I pulled one down a couple of years ago, other than oil squirters and deeper dished pistons I couldn't find much else different about it.
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