Suzuki M16A 1.6 Engine

Characteristics

Reliability, problems and repairs of the M16A engine

The Suzuki M16A engine was introduced in 2001 as a replacement for the previous G16A and G16B models, and differs from them with significant changes. The new aluminum cylinder block has cast iron liners with a height of 208 mm. Inside the block is a crankshaft with a piston stroke of 83 mm and cylinder bore of 78 mm. The compression height of the pistons is 30 mm and the length of the connecting rods reaches 136 mm. These characteristics provide the engine displacement of 1.6 liters, which corresponds to the designation M16A.

The M16A engine features a 16-valve aluminum head with twin camshafts and a VVT intake variable valve timing system. The inlet valves are 30 mm and the exhaust valves are 25 mm, with a valve stem thickness of 5.5 mm.

The valve adjustment interval is 30 thousand kilometers. Adjustment of valves is made with the use of washers. Valve clearances on cold are: inlet 0.18 – 0.22 mm, exhaust 0.28 – 0.32 mm; on hot: inlet 0.21 – 0.27 mm, exhaust 0.30 – 0.36 mm.

Distributed injection and hollow camshafts with 240/240 degree phase characterize this engine. It is equipped with a chain drive timing, which is characterized by high reliability and can last from 200 to 250 thousand kilometers and even longer. The diameter of the throttle valve is 50 mm.

Differences of the M16A

The first motors before 2004 went without the VVT system, had a lower compression ratio and are distinguished by an aluminum intake manifold and a small plastic engine cover. The power of such units is 103 hp.
In 2004, they were raised to 106 hp, and are characterized by a large plastic cover.

From 2005 to 2009, a 107 hp version was produced, where the cover is again small, and the intake manifold is now plastic. The air filter is located above the engine. These are engines with VVT system on the intake, here the wiring is different and there are sensors for the operation of the variable valve timing system. The compression ratio is increased to 11.1.

In 2009, a 112 hp version with IMT manifold with variable geometry and 4 ignition coils instead of 2.
Since 2013, a more modern modification for 117 hp is produced. Here the cylinder block is changed, it has removed the nozzles cooling pistons. Steel oil intake was replaced by a new plastic one. Also: lightened crankshaft, installed lighter pistons of modified design together with lightened connecting rods. The compression ratio has been reduced from 11.1 to 11. The exhaust manifold and exhaust system have been lightened, and the radiator and cooling fan have also lost weight. Engine cushions have been changed.

In addition to the usual M16A motors, sport modifications were produced for Suzuki Swift Sport.

The first sport version had 125 hp and came with camshafts with a phase of 240/232 degrees, lift height of 8.5/8.11 mm. The valves are the same as on the regular engine, but the springs are stiffer. The piston rings on the Sport have a slightly smaller thickness. This gives 125 hp at 6800 rpm, 148 Nm of torque at 4800 rpm.
In 2012, a new Swift Sport appeared, for it the sporty modification was finalized: here the exhaust is modified, a new intake camshaft with a lift of 9.0 mm is installed.

In addition to this M16A, the family of Suzuki M engines includes: M13A, M15A, M18A.

This motor is replaced by the turbocharged 1.0 K10C, and the M16A, on the 3rd generation Swift Sport is replaced by the K14C.

Problems and reliability of M16A engines

1. Lower cylinder-head gasket blowout. Usually with such a problem is observed antifreeze in the expansion tank, but all this is possible closer to 200 thousand kilometers. The problem is solved in service conditions quite quickly and easily. We can not say that this is a frequent malfunction, but it happens occasionally. You need to keep an eye on the cooling system, periodically clean the radiator and do not allow overheating.
2. Starts. It is very likely that it is a crankshaft sensor or camshaft sensor. Change it and everything will work with a high probability.

Occasionally there is an oil leak problem, usually VVT and only at high mileage.
Otherwise, this is probably the best Suzuki engine, you only need to maintain it regularly and qualitatively, preferably change oil every 7500 km.

With quiet operation, the motor is wildly reliable and almost never breaks down. Approximate resource of M16A in practice is 300-400 thousand kilometers.

M16A engine tuning

Atmo

To begin with, you can do with flashing and insertion of 4-1, it will give a few horses and sound. If you have a motor with VVT, then the next step is to put shafts from Swift Sport with valve springs, add cold intake, normal exhaust on the manifold 4-2-1 and if all this is adjusted, then you can achieve 140 hp or closer to 150 hp, if shafts from Swift Sport 136 hp.
Instead of shafts from Sport you can buy tuning most initial with narrow phase and lift 8.7/8.2 mm, the result will be the same – 140 hp at 7000 rpm.

This is the most popular configuration when tuning M16A, it is more than enough for this engine + there will be a pleasant soundtrack. You can do light porting and get close to 150 hp.

There are much more evil variants with the use of wide-phase camshafts with a large lift under a solid pushrod, which will allow you to spin 8500 rpm and get 180 hp from 1.6 liter volume, but there you need throttles, porting of the cylinder head, large valves (+1 mm or +1.5 mm), stiff springs, piston under high compression ratio, ARP bolts, good liners, refined fuel system, thick exhaust with manifold 4-2-1 or 4-1 + all this to tune. It’s unnecessarily expensive, but those options are out there too.

Stroker

You can go further and bore the block for a larger piston, usually practiced option with liners for 85mm piston. This increases the displacement from 1.6 liters to 1.9 liters. If you have a ported head, camshafts from Sport, 4-2-1 exhaust and cold intake, then there is a chance to get in the neighborhood of 160-170 hp and 200+ Nm of torque. On 248/248 shafts with 8.5/8.5 mm lift, you can get more than 170 hp. No one is stopping you from building a high revving 1.9 on the throttles and getting over 200hp.

M16A Turbo

There are many different turbo kits sold for this engine, ranging from cheap Chinese ones to solutions from HKS. Typical option is a TD04H turbo, boost pressure up to 0.5 bar and about 200 hp. Further it is better to put forged pistons under low compression ratio.

There is an alternative way to the turbine – to put a compressor kit Greddy or some other compressor with a small boost pressure (about 0.5 bar), that together with shafts from Swift Sport it will give +\- 170 hp and 200 Nm of torque.

ENGINE RATING: 5-