Suzuki G16A / G16B 1.6 engine

Characteristics

Reliability, problems and repairs of the G16A engine

Production of G16A engines began in 1988 specifically for Suzuki Escudo cars, the basis for its creation was the G13A engine. It uses an aluminum cylinder block with increased height (213.8 mm vs. 186.6 mm for G13A). The block has a crankshaft with a 90 mm piston stroke (vs. 75.5 mm for the G13A), the cylinder bore has been increased from 74 mm to 75 mm, and 139.6 mm long connecting rods and 28.3 mm high pistons have been installed. The result is a high-block, long-stroke 1.6-liter engine.

The cylinder block was originally equipped with an 8-valve single overhead camshaft (SOHC) head. The diameter of the intake valves was 36 mm, and the exhaust valves were 32.5 mm. The camshaft is driven by the timing belt, which requires replacement every 100 thousand kilometers. If the belt breaks, the valves do not bend. If you use a non-original belt, then it is recommended to change it every 60 thousand kilometers. These motors were both carbureted and with mono injection, with their own piston and compression ratio of 8.9.

Such motors are called G16A.

In 1990, 16-valve heads with a single camshaft began to be installed. The characteristics of the camshaft are as follows: phase – 232/238 degrees, lift – 7.3/8.08 mm. Valve diameter: intake – 29.2 mm, exhaust – 25 mm, valve stem – 5.5 mm. The camshaft drive is also belted, the timing belt serves 100 thousand kilometers, when breaking the valves do not bend. It is recommended to change the belt every 60 thousand kilometers.

According to the regulations, every 20 thousand km it is necessary to check valve clearances. Valve clearances on cold: intake – 0.13-0.17 mm, exhaust – 0.17-0.21 mm; valve clearances on hot: intake – 0.23-0.27 mm, exhaust – 0.28-0.32 mm.

These motors are equipped with distributed injection and piston with a compression ratio of 9.5.

Such motors are called G16B worldwide, but in Japan, Indonesia and some other countries the name remains the same – G16A. The difference between G16A and G16B is only in the heads (8 valves in G16A and 16 valves in G16B), Japanese versions have only one name – G16A.

The Suzuki G engine family also includes other variants: G10, G10 Turbo, G10B, G12, G13A, G13B, G13BA, G13BB, G13C, G13K, G15A.

This engine lasted on the main assembly line until 2001, when the M16A appeared, which within a year almost completely replaced the G16A / G16B on all cars. Engines produced after 2001 can be found in the Indian Suzuki Baleno and the Suzuki APV minivan.

This engine is still produced for markets in the Middle East and Africa, South and Central America, and Asia, where the G16A is still installed.

Problems and reliability of G16A engines

1. Antifreeze Leaks

Periodically on very old motors with high mileage (or low mileage, but twisted before you) there are cracks in the cylinder block, which occur, presumably, due to the cold climate and temperature fluctuations. It is treated by replacing the cylinder block, it makes no sense to weld, there is a great chance to catch another crack and disassemble the motor again.

2. Extraneous noises + increased gasoline consumption

Probably there is a crack in the exhaust manifold, which is not uncommon for G16A. It is possible to weld a crack on cast iron, but there are not so many skillful people, and having welded it somewhere else it will appear again in the same place very soon – it usually happens. This problem was solved near the end of 1993, respectively, in such cases it is customary to replace the manifold with the same manifold from 1994+.

3. Oil Leak

The most popular place from where it leaks is the trampler. Usually everything is smeared with sealant + under the bogey too and everything works fine.

4. Will not start

Check whether the battery is charged, whether the starter turns, well, and then look whether the gas pump is humming, whether the relay is not sour, whether the plugs are not flooded.

5. Pouring plugs

It is necessary to check whether the injectors do not pour, in what condition the plugs and dry them, and also it is worth paying attention to the coil, trambler and wires.

Also the motor should not be overheated, as it can easily cause cracks in the cylinder-head. Otherwise, the motor is structurally simple and reliable (when new), its resource easily exceeds 400 thousand kilometers. But G16A engines on the CIS territory are already 20+ years old, during this time countless owners have been changed, the mileage was rolled over one by one, the service was unknown – any troubles are possible here. Therefore, today it is very difficult to talk about the reliability of this engine.

Tuning engine G16A

The only more or less adequate tuning option is to install a compressor SC14 from Toyota on your engine. Together with it intercooler, to finalize the cooling system, fuel system, put pistons under low compression ratio, exhaust on 63 mm pipe, ECU January or on what it will be possible to adjust it. That way there is a chance to get 150+ hp on a 16 valve motor. Of course, the idea of significantly upping the load on a high mileage motor where the block is cracking and the head is not particularly strong is highly questionable and, the best choice here would be another car or a swap of a more powerful engine.

MOTOR RATING: 4