Suzuki G engine

From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
Suzuki G engine
Motor Suzuki G10A.JPG
G10A engine in a SF310 Swift
Overview
ManufacturerSuzuki
Layout
Configuration
Displacement
  • 1.0 L; 60.6 cu in (993 cc)
  • 1.2 L; 73.0 cu in (1,196 cc)
  • 1.3 L; 79.2 cu in (1,298 cc)
  • 1.3 L; 80.8 cu in (1,324 cc)
  • 1.4 L; 83.0 cu in (1,360 cc)
  • 1.5 L; 91.1 cu in (1,493 cc)
  • 1.6 L; 97.0 cu in (1,590 cc)
Cylinder bore{{ubl } 71 mm (2.80 in) | 72 mm (2.83 in) | 74 mm (2.91 in) }}
Piston stroke
  • 61 mm (2.40 in)
  • 75 mm (2.95 in) (Indonesia)
  • 75.5 mm (2.97 in)
  • 77 mm (3.03 in)
  • 84.5 mm (3.33 in)
  • 90 mm (3.54 in)
Block materialAluminum
Head materialAluminum
ValvetrainSOHC & DOHC, 2 & 4 valves x cyl.
Compression ratioFrom 8.3:1 to 9.8:1
RPM range
Redline7400-7600
Combustion
TurbochargerIn G10T only
Fuel systemCarburetor
Electronic fuel injection (Model Dependent)
Fuel typeGasoline
Cooling systemWater-cooled
Output
Power output48–113 hp (36–84 kW; 49–115 PS) at 5,100 rpm up to 5,500 rpm
Specific power48.3 hp (36.0 kW; 49.0 PS)-87.1 hp (65.0 kW; 88.3 PS) per litre
Torque output77–120 N⋅m (57–89 lb⋅ft) at 3,200 rpm up to 3,500 rpm

The Suzuki G engine is a series of three- and four-cylinder internal combustion engines manufactured by Suzuki Motor Corporation for various automobiles, primarily based on the GM M platform, as well as many small trucks such as the Suzuki Samurai and Suzuki Vitara and their derivatives.

Straight-threes[edit]

G10/G10 Turbo[edit]

The G10 (sometimes referred to as the "G10A" to set it apart from the later G10B) is a 1.0 L (993 cc) straight-three gasoline four-stroke engine using aluminum alloy for the block, cylinder head and pistons. It is equipped with either a carburetor or electronic fuel injection and was also offered as the G10T with an IHI RHB31/32 turbocharger and either MPFI or a carburetor. It has a single overhead camshaft driving six valves. Cylinder spacing is 84 mm (3.31 in), as for the four-cylinder G13/G15/G16 engines.

A 74 mm × 77 mm (2.91 in × 3.03 in) bore and stroke give the engine a total of 1.0 L; 60.6 cu in (993 cc) of displacement. It produces 48 hp (36 kW; 49 PS) at 5100 rpm and 77 N⋅m (57 lb⋅ft) at 3200 rpm with 9.5:1 compression in the carbureted model, 55 hp (41 kW; 56 PS) at 5700 rpm and 79 N⋅m (58 lb⋅ft) at 3300 rpm in the fuel-injected model. The original home market version originally offered a carbureted 60 PS (44 kW; 59 hp) JIS at 5500 rpm, later power output fluctuated around 52–55 PS (38–40 kW; 51–54 hp).

From 1984 to 1988 the standard G10 engine used a hemispherical head carbureted design with mechanical lifters. From 1989 to 2001 the engine received updates in the form of throttle-body fuel injection and hydraulic lifters. A detuned 49 hp (37 kW; 50 PS) unit, with a slightly different camshaft, two-ring pistons and differently tuned engine control unit, was used in the ultra-fuel-efficient Geo Metro XFi model, which delivered as much as 58 mpg‑US (4.1 L/100 km; 70 mpg‑imp). In the US, the G10 in the 2000 Chevrolet Metro became the last engine available on an American-sold vehicle to use throttle body injection for fuel delivery.

Through the 1985-1991 model years a turbocharged MPFI version of the G10 was offered in some markets. This engine delivered 70 hp (52 kW; 71 PS) at 5500 rpm and 79 lb⋅ft (107 N⋅m) at 3500 rpm. This turbocharged engine, with mechanical lifters, was available in both the US and Canadian Firefly/Sprint/Forsa from 1987-88. Only the Canadian Firefly/Sprint had this option, with hydraulic lifters, in the 1989-1991 model years. In the Japanese domestic market, the car was originally carbureted (80 PS (59 kW; 79 hp) JIS at 5500 rpm, 118 N⋅m (87 lb⋅ft) at 3500 rpm) and went on sale in June 1984. In October 1987, along with a facelift, the home market Turbo received fuel injection and power output went up to 82 PS (60 kW; 81 hp) JIS, torque to 120 N⋅m (89 lb⋅ft). It was a short-lived version, however, as by September 1988 the car was no longer on sale in the Japanese domestic market. As the only market in the world, Canada did continue to receive this engine for its versions of the second generation Cultus.

Because of the physics of the straight-three engine, the G10 tends not to idle as smoothly as other engines such as a straight-six engine. This engine has a non-interference valvetrain design.

Applications:

  • 1985–2001 Suzuki Cultus and global nameplate siblings: Chevrolet Sprint, Geo/Chevrolet Metro, Pontiac Firefly, Suzuki Swift, Suzuki Forsa
  • November 1984– Suzuki Cultus AA41S AB41S
  • 1988– Suzuki Cultus AA43S AA43V AB43S AA44S AB44S

Ultralight aircraft

Straight-fours[edit]

G10B[edit]

G10B was an all-aluminium engine. It was a four-cylinder 1.0 L (993 cc) 72 mm × 61 mm (2.83 in × 2.40 in) SOHC 12-valve engine and is an all-aluminium engine. It was sold in both carburetted and MPFI form. It was widely used in motorsport in India due to its light weight and tunability. The mounting points of the engine block were similar to that of the G13 and so an engine swap was a relatively easy task. It was phased out when production of Zen ceased in 2006. It was made only in India but was sold in all countries the Zen was sold.

G12[edit]

The G12B is an inline-four engine using aluminum alloy for the block, cylinder head and pistons. It is derived from the G13BB engine by reducing the bore to 71 mm (2.80 in) to displace 1.2 L (1,196 cc). Stroke remains the same at 75.5 mm (2.97 in). It has a SOHC 16V head and the fuel delivery is by multi-point fuel injection. It is Euro-4 emissions compliant. It has lighter pistons and other detail improvements to be a more fuel efficient engine than the G13BB on which it is based. Maruti modified the engine to displace less than 1200 cc to take advantage of the reduced excise duty on such vehicles in India.

G13[edit]

The G13 is an inline-four engine using aluminum alloy for the block, cylinder head and pistons. Displacing 1.3 L (1,324 cc) for the G13A and 1.3 L; 79.2 cu in (1,298 cc) for all other G13 engines, fuel delivery is either through a carburetor, throttle body fuel injection or multi-point fuel injection.

This engine was made with different valvetrain designs: 8 or 16 valve SOHC or 16 valve DOHC. All G13 engines have a bore and a stroke size of 74 mm × 75.5 mm (2.91 in × 2.97 in) except for the G13A engine which has a 77 mm (3.03 in) stroke. There was also a variant built in Indonesia which combines the longer stroke with a 75 mm (2.95 in) bore for an overall displacement of 1.4 L; 83.0 cu in (1,360 cc); this engine was used in the SL413 Suzuki Carry Futura beginning in 1991.[1]

G13A[edit]

The SOHC 8-valve G13A has a non-interference valvetrain design. It was used in the following vehicles:

G13B[edit]

This DOHC 16-valve engine is well known, it uses the older distributor driven off the intake camshaft, and produces approximately 100 hp (75 kW; 101 PS) at 6500 rpm / 112 N⋅m (83 lb⋅ft) at 5000 rpm. Redline is set at 7400-7600 rpm. This engine has an interference valvetrain design, making periodic timing belt changes vital to the engine's life.

G13B 85 PS (63 kW; 84 hp)/6000 rpm Maximum Torque 11.3 kg⋅m (111 N⋅m; 82 lbf⋅ft)/3000 rpm Displacement 1.3 L (1,298 cc) Bore × stroke 74 mm × 75.5 mm (2.91 in × 2.97 in) Compression Ratio 9.5

It was used in the following vehicles:

G13BA[edit]

The SOHC 8-valve G13BA has single-point fuel injection and produces 50 kW (68 PS; 67 hp) and 74 lb⋅ft (100 N⋅m) of torque. It has a non-interference valvetrain design. 1995 to 1997 U.S. and Canadian-market engines gained hydraulic lash adjusters.

It was used in the following vehicles:

G13BB[edit]

The SOHC 16-valve G13BB (introduced in March 1995) has electronic multi-point fuel injection (MPFI), generating 56–63 kW (76–86 PS; 75–84 hp) and 104–115 N⋅m (11–12 kg⋅m; 77–85 lb⋅ft).[2] The G13BB uses a wasted spark arrangement of two coils bolted directly to the valve cover. This engine uses a MAP sensor to monitor manifold pressure, similar to the G16B series. This engine has a non-interference valvetrain design. It uses the same G series block found in many other Suzuki models and so it is a popular conversion into the Suzuki Sierra/Samurai/Jimny 4WD, which uses either a G13A (85-88) or G13BA(88.5-98). This allows the engine to fit into the engine bay simply as engine and gearbox mounts are identical and both engines are mounted North-South.

It was used in the following vehicles:

G13K[edit]

The DOHC G13K was used in the aftermarket as a reference for the G13B dohc engine

G15A[edit]

This engine is a 1.5 L 16-valve (SOHC) (100 kW (136 PS; 134 hp) approx.). It has a 75 mm (2.95 in) bore in conjunction with an 84.5 mm (3.33 in) stroke.

Applications:

G16[edit]

The G16 is an inline-four engine displacing 1.6 L (1,590 cc). It shares the G15's 75 mm (2.95 in) bore, in a long block with a 90 mm (3.54 in) stroke.[3]

Applications:

G16A[edit]

Either 8 valve single over-head cam carb or 8 valve SOHC EPI before 1993 or 16 valve SOHC EPI after 1993

Applications:

  • 1990– Suzuki Escudo TA01R-3 TA01-2 TD0W-2
  • 1990– Suzuki Cultus ST413
  • Suzuki APV (outside Indonesian market)
  • 1996-1998 Suzuki Sidekick (Canadian)
  • 1996-1998 Geo Tracker (Canadian)
  • 1989-2001 Vitara 8V (First gen.)
  • 1992-1994 Vitara 16V
  • 2005–Present APV (Philippines and Australia)

G16B[edit]

The SOHC G16B was used in the following vehicles:

See also[edit]

Notes[edit]

  1. ^ Suzuki SL413 Service Manual (in Indonesian), Jakarta, Indonesia: PT. Indomobil Suzuki International Service Department, November 1993, p. 6A-51, 4 B/SM/SERV - R4/93V
  2. ^ "PKW Suzuki" (PDF). Victor Reinz. p. 1332 (p. 4 of pdf). Archived from the original (PDF) on 2011-07-19. Retrieved 2011-01-19.
  3. ^ Åhman, Michael, ed. (1991), BilKatalogen 1992 (Swedish edition of German Auto Katalog) (in Swedish), Borlänge, Sweden: Bilkatalogen AB, p. 260

References[edit]