Characteristics
| Characteristics | Data |
|---|---|
| Production | Sagara Plant |
| Engine make | J24 |
| Years of manufacture | 2004-now |
| Cylinder block material | aluminum |
| Power system | injector |
| Type | row |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 90 |
| Cylinder diameter, mm | 92 |
| Compression ratio | 10.0 |
| Engine displacement, cc | 2393 |
| Engine power, hp/rpm | 164/5000, 167/6000, 180/6500 |
| Torque, Nm/rpm | 225/3000, 227/3800, 230/4000 |
| Environmental standards | Euro-4, Euro-5 |
| Engine weight, kg | – |
| Fuel consumption, l/100 km | – city: 11.4, – highway: 7.6, – mixed: 9.0 (for Grand Vitara) |
| Oil consumption, g/1000 km | to 1000 |
| Engine oil | 0W-20, 5W-30, 10W-30, 10W-40 |
| How much oil in the engine, liters | 4.8 |
| Oil change is carried out, km | 7500 – 15000 |
| Engine operating temperature, deg. | 90 |
| Engine life, thousand km | – according to the factory data: -, in practice: 250+ |
| Tuning, hp | – potential: -, without loss of resource: – |
| Motor installed | Suzuki Grand Vitara, Suzuki Kizashi |
Reliability, problems and repair of the J24B engine
The largest motor of the Suzuki J family, with a working volume of 2.4 liters, was developed on the basis of the J20A, but it differs significantly from the 2.0. Here is a different cylinder block, it is also aluminum, but with thin cast iron liners and the alloy is different. For vibration damping there is a block of balancer shafts combined with an oil pump. The cylinder diameter of this block is increased from 84 mm to 92 mm. Inside it there is a crankshaft with a stroke of 90 mm, pistons with shorter skirts with a diameter of 92 mm and height of 30.7 mm, connecting rods with a length of 143.2 mm. Thanks to the larger cylinders, the displacement has increased to 2.4 liters.
It is covered with its own head, which differs from the J20A, there are two camshafts and 16 valves, as well as there is a system of variable valve timing on the intake shaft. There are enlarged valves: inlet 35.5 mm, exhaust 30.5 mm, rod diameter 5.5 mm.
There are no hydrocompensators – periodically it is necessary to adjust the valves, and to check whether it is required after every 30 thousand kilometers. Valve clearances on cold inlet 0.18-0.22 mm, on exhaust 0.28-0.32 mm; on hot inlet valves – 0.21-0.27 mm, exhaust valves 0.30-0.36 mm.
The camshafts rotate from the timing chain, unlike the J20A with its two chains, here it is one, multi-row silent. Serves around 150-200 thousand kilometers, but after 150 thousand kilometers you can change it and not wait for trouble.
On the inlet there is a manifold with variable length IMT, between the manifold and the head there are additional flaps, there is no EGR valve.
Continuing the theme of comparing it to the J20A here are different injectors, ignition coils, control unit and much more – the motors are significantly different.
There is also a version of the J24B for the Suzuki Kizashi, where power is increased to 180 hp by using its own intake manifold, different ECU firmware and exhaust.
Apart from the aforementioned J24B and J20A, the Suzuki J series also consists of the J18, J20B and J23.
Production of this motor continues even today, it is put on the Grand Vitara, which is still produced and sold in some countries.
Problems and reliability of engines J24B
1. Antifreeze leak on the block + overheating
Pre-2010 engines have a weak cylinder block, which tends to crack under the exhaust manifold. There is no way to solve this – you will be saved only by replacing the block with a block of a new design of 2010+ year of manufacture or buying a contract engine. You can weld the crack and everything works …a few days, then you go to weld the second (or several at once) and so on in a circle. It is also possible to put cold welding – the effect is the same.
There was a recall campaign for this problem, but today all the deadlines are out.
2. Overheating
You need to regularly monitor the cooling system and clean the radiator, otherwise sooner or later the radiator will get clogged, the engine will overheat, the head will lead and you will be repaired. The head leads here quite often.
Also on the engines of 2009 there are possible problems with cracks of the cylinder head, which leads to overheating and getting coolant into the oil. Another minus can be attributed to the lack of possibility to bore the block for the repair size, the liner is so thin that there is nothing to grind there, there are no repair sizes and the block is simply replaced by a new one or a contract engine. At least the fact that the motor resource is not so small – about 300 thousand kilometers, and with proper maintenance, oil change every 7500 km, and a share of luck, you can pass and 350 thousand kilometers.
Tuning engine J24B
Atmo
Refinements of this motor are not practiced in any form, except for the usual chip tuning. As tuners promise, after pouring the program, you will get about 180 hp on Vitara and about 190 hp on Kizashi. Other tweaks are possible, but you’ll have to customize almost everything and invest pounds of money in that J24.
ENGINE RATING: 4-