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Discussion Starter · #1 ·
I work at a salvage yard. Perfect place for a tuner to work at. I was looking at a FE3 motor swap for my '91 626 LX, but they seem impossible to find. During looking for this car i stumbled into the BP, learnging more and more about them. I just happen to have a 5 Speed Escort GT in the yard that im hoping to pull this weekend. Also found out that an RX7 VAF plugs into this motor providing more air flow, i think i also have one these as well. And that cherry on the ice cream is i just got a Proteg'e in the yard with a BP as well, so ill get the right valve cover (the proteg'e is an auto). But a 1.8 DOHC swap with a 30 hp gain seems like alot of work for such a like horsepower. And idk how hard the swap itself will be. Anyone have any insight on this project? Id like to bore the block out a lil and have been thinking about boosting it as well, but first comes first. I need to know where to get internals.
 

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The BP is not related at all to a FE-DOHC (FE3), it is not a direct swap into the GD chassis (Mx6/626 from 1988-1992)

Don't bother with the BP, it just isn't worth it.

You won't be able to find a FE-DOCH in the states, in a junkyard, your best bet is to order one from a Japanese engine importer. They usually run around $500-700 or so.


The only thing stateside that the FE-DOHC came in, is the Kia Sportage, in certain years.
But that is setup for RWD, so you'd have to do a bit of work, custom IM, and swap over lots of bits, and you'd still have a de-tuned FE-DOHC, with lousy cams, and lower compression pistons.. It's good for spare parts, but that's about it.

If you are gonna do the FE-DOHC swap, do it right. That's pretty much the 1g concensus.
 

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Well there will be a whole new world of aftermarket bit's for the car after the swap. It'll rev (and make power) straight to a higher redline. Freak your friends out by running 5-8 hundred RPM past the redline marked on the tach lol.



I'm trying to figure out if theres a way to make a cheap 2.0L BP stroker using parts from another Mazda engine but I cant find all the specs I need to figure if it would need custom rods and or pistons.
 

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Discussion Starter · #7 ·
Well there will be a whole new world of aftermarket bit's for the car after the swap. It'll rev (and make power) straight to a higher redline. Freak your friends out by running 5-8 hundred RPM past the redline marked on the tach lol.



I'm trying to figure out if theres a way to make a cheap 2.0L BP stroker using parts from another Mazda engine but I cant find all the specs I need to figure if it would need custom rods and or pistons.
The BP or the FE...btw did i mention im on a budget and a 2 grand motor is kidna outta my range which is why i switched to the BP.
 

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The BP or the FE...btw did i mention im on a budget and a 2 grand motor is kidna outta my range which is why i switched to the BP.
Either one will work well. I was looking at stroking the BP but even at 1.8L it will run circles around a N/A F2.

BTW you can get a slightly different version of the FE 2.0 from the Kia Sportage SUV.

They are getting common around here and can be bought for under $100 with the accesories and manifolds stripped off. It will bolt directly into your 626 and use the stock accesories.

But there are challenges making it work in a FWD car since the Kia used a DIS ignition and the Kia manifolds wont fit a FWD car.

Theres some info on the site if you search. It can be done and cheaper than a "JDM" swap but it involves lots of custom work.
 

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just swap in a F2T out of a probe gt, or mx6/626gt. direct bolt in, and will make enough power for you to be happy with.

where do you work in rockford? if you ever need anything part wise hit me up. i have parted out quite a few 1st gens.
 

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There was a guy in Australia who put a BPT into a telstar (same as GD 5 door)...

Jesitrot posted up a link in someone elses thread about it, but I cant find the details.

Personally I dont like the idea of putting a smaller weaker motor in.....but thats not to say you cant get decent HP out of it...you can, and in some ways its easier to get parts for a BPT, you can buy alot more off the shelf stuff than you can with the FE3.

as for stroking a BP....Its got such a lousy rod ratio as is stroking it would make it alot worse....and even then you more or less end up with something thats almost an FS-ZE....so why not just get an FS-ZE?
 

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Either one will work well. I was looking at stroking the BP but even at 1.8L it will run circles around a N/A F2.
Clearly you've never driven a F2.

F2 is around 130 hp/150 crank ft/lbs. (110 whp/130 wheel ft/lbs)

BP 1.8 .. well.. it depends on which version...
anywhere from 115 to 130 crank hp, but only 120 ft/lbs of torque.

The BP isn't a bad engine in a lighter car, but it doesn't match the F2 in the heavier GD chassis that the OP has.

The BPT and BP-Z3 and BP-ZE are different stories entirely.. but the BP is a bad choice for a GD platform. It doesn't bolt up, and it has *less* power.


For a GD platform cars.. go either F2T, non-turbo FE-DOHC, turbo a FE-DOHC, or a go *completely * custom..

F2T/FE-DOHC bolt up to the existing transmission/suspension/engine mounts.
Nothing else fits.

A BP doesn't fit (well, not without custom engine mounts/transmission mounts/custome transmission bell housing) the GD platform, aka a 1991 626 LX.
 

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Discussion Starter · #13 ·
just swap in a F2T out of a probe gt, or mx6/626gt. direct bolt in, and will make enough power for you to be happy with.

where do you work in rockford? if you ever need anything part wise hit me up. i have parted out quite a few 1st gens.
Well i have a 96 ford probe out here, and i also have an automatci 626. Im thinkin i should just pull the F2 out of that, cuz the probe GT has a KLZE in it.My only problem with turbo F2 project is idk what i can do to the block and the tranny i have isnt a GT...so big power is bad....

BTW i work at LKQ my mazda is out front on every weekday
 

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93-97 Probe/MX6 are GE chassis, which is fairly different than the 88-92 GD chassis.

The KLZE would probably be more difficult than a BP/BPT/BP-ZE..

The G5M, the mtx from a '88-'92 will hold power of an F2T, provided you don't abuse it... aka.. power shifting and lots of launching/drag racing/wheel hop/0-60 runs..

Ademan and I are proof of that. I've got an F2T with a G5M, and its fine.

If you are going to beat on a transmission, you need the H5M, the stock 5 speed that came on the GD mx6/626/probe GT.. That's the strongest FWD 5 speed that was made for the F series motors by mazda. And you'll need improved differential.. but then we are talking 800 hp plus..

The G5M is good up to around 300-350 hp. If you are staying less than that, then don't worry about using a G5M, the non-turbo mtx from a GD chassis mx6/626/probe.

There are lots of G5M around. No worries.

The ATX are similar...

In all the mazda transmissions, the differential is the weakest part.


Of note, the 2g MX6, aka, the GE chassis vehicles.. 93-97 Probe/Mx6/626 use a variant of the G5M transmission.. but the bell housing is different.
The internal bits are similar if not identical, and there are swap potentials. the G5M was used in one form or another from '88-'03 for the G series vehicles, mx6/626/probe/protege(only later proteges were G series)

This is interesting because you can use the Mazdaspeed G series LSD diff on the older G5M transmissions.. so in someways, if you are willing to do a diff swap, the G5M can have good characteristics.. but the H5M is still stronger, and will take far more abuse than the G5M ever could.

All the G5M seem to break down around 300-350 hp... unless serious work is done. There are many many H5M at 500+ whp with no modifications.




Well i have a 96 ford probe out here, and i also have an automatci 626. Im thinkin i should just pull the F2 out of that, cuz the probe GT has a KLZE in it.My only problem with turbo F2 project is idk what i can do to the block and the tranny i have isnt a GT...so big power is bad....

BTW i work at LKQ my mazda is out front on every weekday
The F2 and F2T have the same block, save for some slightly different plugs. The cranks is the same. the intake is the same(different stickers on top..). The only difference.. exhaust valves, pistons, which plugs are in place (the F2 is tapped for all the stuf.. but has plugs in the knock sensor, oil return lines for the turbo, etc..)

Think of the F2 and F2T as being interchangable except for the turbo and electric sensors/bits.
The electrical stuff is totally and utterly different. The F2T has lots of sensors and bits that the F2 doesn't.
 

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Clearly you've never driven a F2.

F2 is around 130 hp/150 crank ft/lbs. (110 whp/130 wheel ft/lbs)

BP 1.8 .. well.. it depends on which version...
anywhere from 115 to 130 crank hp, but only 120 ft/lbs of torque.

F2 is just 110 HP and the BP in the USDM cars makes 137 HP.

F2 makes lot's of torque but it's still pig slow. It dosnt respond to boltons very well. I know a few people have made good power from an N/A F2 but the BP has much more potential and can be much faster.

A BP doesn't fit (well, not without custom engine mounts/transmission mounts/custome transmission bell housing) the GD platform, aka a 1991 626 LX.

Just use the BP's stock trans. The mount locations are all very close and it uses the same 5 mount scheme as the larger cars. A few simple mods or fabbed mounts and it's in.
 

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F2 is just 110 HP and the BP in the USDM cars makes 137 HP.
F2 is 110 hp @ wheels.. it's more at the crank.
BP might be 137 @ crank.. it's much less at the wheels..



F2 makes lot's of torque but it's still pig slow.

Define "pig slow" ..
Have you have seen a pig charge someone?
Pretty fast if you ask me.

Yeah, the F2 is bored out stroke FE, which is derived from the MA, which was designed as a truck motor. The F2 is a proverbial stump puller.. long stroke (94 mm), and lots of torque.

It's not super fast, but nor is it slow, but a stock F2 in a GD would be faster than a stock BP in a GD. And it would fit, without any changes.
A F2T would be faster still.


It dosnt respond to boltons very well.
That is a null argument. Who cares about bolt-ons? That's not the point of the discussion.

There aren't any *bolt-ons* for a F2.


Okay, that's not entirely true..

The two "bolt-ons" that exist both work great..
1) Pacesetter headers.. bolts right on, works great.
2) everything off an F2T.. bolts right on, works really great.
3) an FE-DOHC... .. it's a bolt-on..

Any thing else.. you have to more than just bolt-on.

Just use the BP's stock trans. The mount locations are all very close and it uses the same 5 mount scheme as the larger cars. A few simple mods or fabbed mounts and it's in.
Mounts are close.. but aren't the same.. and don't mention getting the drive shafts to fit..

BP doesn't bolt into a GD chassis. FE-DOHC does. End of story.
 

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learn up Moebius. Seriously we have enough misinformation on this site and i spend to much time re-educating people.

Powertrain Options and Availability
Base GL Probes used a 2.2-liter, overhead-cam 4-cylinder engine, rated 110 horsepower. A turbocharged, intercooled 4-cylinder went into GT Probes, while the mid-range held a 140-horsepower V6 engine. Either 5-speed manual shift or a 4-speed automatic transmission might be installed. For 1992, the V6 engine gained five horsepower and five pound-feet of torque.
Engines Size liters /
cu. in Horse- power Torque Transmission:
EPA city/hgwy Consumer Guide Observed

ohc I4 2.2 / 133 110 130 5-speed manual: 24/31
4-speed automatic: 21/28 5-speed manual: 25.3
4-speed automatic: --

Turbocharged ohc I4 2.2 / 133 145 190 5-speed manual: 21/27
4-speed automatic: 19/25 5-speed manual: 22.5
4-speed automatic:
1990-1992 Ford Probe Specs & Safety - Consumer Guide Automotive


How pathetic would it be if the F2T only made 15 extra HP :lol:

EG-T specs.

Powertrain Options and Availability
Two engines were available in 1991 Escorts: a carryover 1.9-liter, rated at 88 horsepower; or in the GT, a Mazda dual-overhead-cam 1.8-liter (four valves per cylinder) that made 127 horses. Transmissions were supplied by Mazda: either a 5-speed stick or an optional 4-speed automatic. For 1996, the 1.9-liter engine gained platinum-tipped spark plugs. Ford issued an all-new Escort as an early '97 model.
Engines Size liters /
cu. in Horse- power Torque Transmission:
EPA city/hgwy Consumer Guide Observed

ohc I4 1.9 / 114 88 108 5-speed manual: 31/38
4-speed automatic: 26/34 5-speed manual: --
4-speed automatic: 25.9

dohc I4 1.8 / 109 127 114 5-speed manual: 25/31
4-speed automatic: 23/29 5-speed manual: 21.6
4-speed automatic: --
It only makes 127 HP so I was wrong about that.
 

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Discussion Starter · #20 ·
so you work with rob, and kathy..

im there every sat. i have the taillights, disty, and door caps off the laser red 95 probe there, and that 626 has been my bitch since you opened.
Yessir, normaly out back on the drain rack or crushing cars. I'll be there tomorrow getting a new deck lid for my lumina, but since the chevys outta gas ill probably be in my mazda.


SE7EN X RACING sticker on back and i still have drag numbers cuz im a lazy a$$.
 
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