Engine Suzuki G16A

The 1.6-liter Suzuki G16A engine in its first version was introduced back in 1988 and became widespread thanks to such models as Escudo, X-90, Cultus or Swift. There are two modifications for 8 and 16 valves, the older one being better known as the G16B.

Engines of the G-series: G10A, G13B, G13BA, G13BB, G15A, G16A, G16B.

In 1988, a 1.6-liter engine appeared as part of the G-series compact engine family. By design, there is an aluminum cylinder block with cast-iron liners, a timing belt drive and an aluminum 8-valve cylinder head without hydraulic lifters (valve clearance is adjusted by a screw). There were versions of the engine with a carburetor, single injection or distributed injection.


Production years 1988-2002
Displacement, cc 1590
Fuel system carburetor / mono injection (8-valve ver.)
distributed injection (16-valve ver.)
Power output, hp 75 – 85 (8v ver.)
90 – 105 (16v ver.)
Torque output, Nm 120 – 130 (8v ver.)
130 – 140 (16v ver.)
Cylinder block aluminum R4
Block head aluminum 8v
aluminum 16v
Cylinder bore, mm 75
Piston stroke, mm 90
Compression ratio 8.9 (8v ver.)
9.5 (16v ver.)
Hydraulic lifters no
Timing drive belt
Turbocharging no
Recommended engine oil 5W-30, 5W-40
Engine oil capacity, liter 4.2
Fuel type petrol
Euro standards EURO 1 (8v ver.)
EURO 2 (16v ver.)
Fuel consumption, L/100 km (for Suzuki Escudo 1995)
— city
— highway
— combined
Engine lifespan, km ~300 000
Weight, kg 86 (without attachments)

The engine was installed on:

  • Suzuki Cultus 2 (SF) in 1992 – 1995; Cultus 3 (SY) in 1995 – 2002;
  • Suzuki Escudo 1 (ET) in 1988 – 1998;
  • Suzuki Swift 2 (EA) in 1991 – 1995;
  • Suzuki X-90 1 (LB) in 1995 – 1998.

Disadvantages of the Suzuki G16A engine

  • The most famous problem of such units are cracks in the cooling jacket. If you run out of antifreeze, then do not try to weld an aluminum block, but look for another one.
  • Even here, the exhaust manifold often cracks, but it can be welded. In 1994, a stronger version of the manifold appeared, and if you change it, it’s better to use it.
  • As in any engine with an outdated ignition system, it throws up a lot of trouble. But the engine also has a proprietary weak spot, in winter it constantly floods candles.
  • According to the regulations, the timing belt changes every 90 thousand km, but most owners use non-original belts with a shorter resource. And it’s good that the valves do not bend.
  • On specialized forums, owners of cars with such an engine constantly complain about leaks, and especially often grease oozes from under the distributor or directly through its pressure sensor.

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