The Suzuki M13A engine is an inline four-cylinder gasoline engine with an injector feed system. Production of this engine was carried out at Sagara Plant from 1999 to 2018. The M13A has become popular due to its reliability, efficiency and use in various models of Suzuki vehicles.
Characteristics
Main Features
| Characteristics | Value |
|---|---|
| Production | Sagara Plant |
| Engine make | M13A |
| Years of production | 1999-2018 |
| Cylinder block material | Aluminum |
| Power system | Injector |
| Type | Ready |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 69.5 |
| Cylinder diameter, mm | 78 |
| Compression ratio | 9.5 |
| Engine displacement, cc | 1328 |
Power and Torque
The M13A engine is available in several power variants:
- 84 hp at 6,000 rpm
- 91 hp at 5800 rpm
The engine torque is:
- 110 Nm at 4100 rpm
- 116 Nm at 4200 rpm
Environmental Standards and Fuel
The M13A engine meets Euro 3, Euro 4 and Euro 5 environmental standards, making it environmentally friendly and up to date. Fuel with an octane rating of 92 or higher is recommended for its operation.
Oil system
- Oil consumption, g/1000 km: up to 1000
- Oil in the engine: 5W-30, 10W-30, 10W-40
- Oil volume in the engine, liters: 4.0
- Interval of oil change, km: 5000 – 10000
Operating and performance parameters
- Engine operating temperature, deg: 90
- Real life in practice: 300+ thousand km
Application
The M13A engine has been fitted to a wide range of Suzuki models including:
- Suzuki Swift
- Suzuki Jimny
- Suzuki Ignis
- Suzuki Wagon R Solio
Reliability and repair of the M13A engine
The ancestor of the Suzuki M-series engine family – M13A engine first appeared in 1999 on the Suzuki Wagon R Solio microcar, where this 1.3-liter engine was the largest in the line. It was intended as the next generation after the G13BB. It has the same aluminum cylinder block as the M15A or M16A with cast iron liners, its height is 208 mm. Inside there is a crankshaft with a 69.5 mm stroke and 45 mm journals (on the larger brothers the journals are 52 mm in diameter). Piston size is 78mm, compression height is 30mm and connecting rods are 143mm long. As a result, we get 1.33 liters of working volume.
On top of this block is an aluminum head with two camshafts for 16 valves. Since 2004, this cylinder head is equipped with VVT intake timing system, such heads also have a different intake camshaft. Inlet valves are 30 mm in diameter, exhaust valves are 25 mm, valve stem thickness is 5.5 mm – all the same as on the M16A. The camshafts are narrower and the valve lift is less than the M16A.
Suzuki M13A does not have hydrocompensators and the manufacturer prescribes every 30 thousand kilometers to check the need to adjust the valve clearances. Adjustment is carried out by selecting washers. Valve clearances for cold engine: intake – 0.18 – 0.22 mm, exhaust 0.28 – 0.32 mm; for hot: intake 0.21 – 0.27 mm, exhaust 0.3 – 0.36 mm.
As on other M-family motors, camshafts rotate from the chain. The timing chain is reliable and trouble-free, its resource is 250+ thousand kilometers.
The intake is the same as in older engines, but the throttle has a smaller diameter – 46 mm.
The series of Suzuki M engines, except for the hero of the material, consists of: M15A, M16A and the Australian M18A.
This powerplant left the market in 2018, giving way to the modern K12C, K12B, and on the Jimny it was replaced by a more powerful K15B.
Problems and disadvantages of M13A engines
- Vehicle overheating + antifreeze in the expansion tank. The cause is probably a burned out cylinder-head gasket. This happens occasionally, but without serious consequences. Make sure not to overheat the engine and clean the radiator.
- Starts, RPM problems. Usually a problem with the crankshaft sensor, there may also be a problem with the camshaft sensor. In general, problems with all sorts of sensors can happen here.
Otherwise, if the motor is serviced not as it is, but to do it qualitatively and systematically, then it is wildly reliable. Usually, the resource of M13A is 300-400 thousand kilometers, and probably more, but all this at soft operation with oil change every 7500 km. In severe conditions and with oil change after 15000 km the motor can be ruined for 200-250 thousand kilometers.
Tuning the engine M13A
There are two options of tuning this motor: to make a swap of M15A, M16A or M18A, it will give more power and torque without loss of resource; the second option is to put your head on the block M15A, M16A or M18A. After any of these options you can go the way of tuning M16A and without problems to achieve 140 hp on the atmospheric configuration or with a turbine to get under 200 forces.
Staying on 1.3 and investing money in them is the most unproductive and not used by anyone option. The usual firmware will not help the case, as it did not go, and will not go. And to invest many thousands of dollars in camshafts, head sawing, intake/exhaust and tuning to get 120 hp on top is a dubious pleasure.
ENGINE RATING: 4+