![]() ![]() A more fuel-efficient 1–barrel version produced 77 hp (57 kW 78 PS). This SOHC engine with a 2–barrel carburettor produced 89 hp (66 kW 90 PS) and 109 lb⋅ft (148 N⋅m). Bore was as for the VC, 80 mm (3.15 in), but stroke was increased to 98 mm (3.86 in). Output varied considerably depending on market and installation, in a 1981 UK-market B1800 it is 84 hp (63 kW 85 PS) DIN at 5000 rpm and 13.7 kg⋅m (134 N⋅m 99 lb⋅ft) at 2500 rpm. It was all new in 1975 (pre-1975 1.8 Couriers got the earlier, long-stroke VB engine) and has an alloy eight-valve head on an iron block. The VC is a 1.8 L (1,769 cc) overhead camshaft inline-four, with a bore and a stroke of 80 mm × 88 mm (3.15 in × 3.46 in). This is in contrast to the successor engines that were designed for transverse front-wheel drive applications as had become the trend in the late-1970s and early-1980s. They were fitted to rear-wheel drive models in a longitudinal arrangement. These engines are only the predecessors to the F-series engines, in no other way related. It was built at the Miyoshi Plant in Miyoshi, Hiroshima, Japan. Only the petrol 8-valve and 12-valve shared the same gasket pattern. These heads came attached to multiple variations of the different blocks and strokes. There were four basic head types within the F range, the diesel SOHC 8-valve ( R-series), the petrol SOHC 8-valve, petrol SOHC 12-valve, and the petrol DOHC 16-valve. Introduced in 1983 as the 1.6-litre F6, this engine was found in the Mazda B-Series truck and Mazda G platform models such as Mazda 626/ Capella as well as many other models internationally including Mazda Bongo and Ford Freda clone, Mazda B-series based Ford Courier, Mazda 929 HC and the GD platform-based Ford Probe The F engine family from Mazda is a mid-sized inline-four piston engine with iron block, alloy head and belt-driven SOHC and DOHC configurations. IHI RHB5 VJ11 with air-to-air intercooler (some versions) Unlike its hatchbacks sibling, Mazda offered the sedan exclusively with a front-wheel-drive.Carburetted 8-valve FE engine in a 1983 626 GCħ.8:1, 8.6:1, 9.1:1, 9.2:1, 9.7:1, 10.0:1 Under the hood, the Japanese carmaker installed a very wide choice of engines, from a frugal 1.3-liter to a performance 1.8-liter turbodiesel. There was not too much room in the rear, but two adults could fit well. Depending on the version, Mazda offered the 323 with either bucket seats or with high-bolstered seats for the front passengers. Inside, the 323 featured the same plain design with straight lines like it was at the beginning of the '80s. Still, there was a shy tendency to soften the edges on the hood and the rear quarter panels. The straight lines and flat body panels of the 323 were similar to some of the '80s European cars. While other carmakers already started to round up their vehicles' design, Mazda played the last card for a wedged-shaped vehicle. Depending on the engine version, it could have been fuel-efficient or quick on its feet. It shared some components with the European Ford Escort since Ford was a big stakeholder in Mazda. It was a complete evolution over its predecessor and an important step toward getting more traction on the European market. The 1989 323 sedan might have looked like a facelifted version for the fifth generation, but it wasn't. The sedan was more family-oriented, and it was named Protege on the North American market. Mazda introduced the sixth generation of its compact-segment contender, the 323, in a few body shapes. ![]()
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