The 1.6-liter Suzuki G16B gasoline engine was produced by the company from 1990 to 2005 and was installed on such popular concern models as the Baleno, Swift, Vitara or Grand Vitara. This unit was essentially a modification of the 16-valve version of the G16A for some markets.
In 1990, a 16-valve version of the G16A engine appeared and in some countries it is called the G16B. The design of the motor is very simple: it has an aluminum cylinder block with cast-iron liners, an aluminum cylinder head with a single 16-valve camshaft and a timing belt drive. Fuel injection is most often distributed, but there are also carburetor and single injection.
Depending on the car, the motor can be located transversely, for example, on the Swift or Baleno, as well as longitudinally, as on all the numerous modifications of the Vitara and Grand Vitara models. Most versions are not equipped with hydraulic lifters, the valves here are adjusted by a screw.
|Fuel system||distributed injection|
|Power output, hp||90 – 100|
|Torque output, Nm||125 – 140|
|Cylinder block||aluminum R4|
|Block head||aluminum 16v|
|Cylinder bore, mm||75|
|Piston stroke, mm||90|
|Recommended engine oil||5W-30, 5W-40|
|Engine oil capacity, liter||4.2|
|Euro standards||EURO 2/3|
|Fuel consumption, L/100 km (for Suzuki Vitara 2000)
|Engine lifespan, km||~350 000|
|Weight, kg||89 (without attachments)|
The engine was installed on:
- Suzuki Baleno 1 (EG) in 1995 – 2002;
- Suzuki Grand Vitara 1 (FT) in 1998 – 2005;
- Suzuki Swift 2 (EA) in 1990 – 1995;
- Suzuki Vitara 1 (ET) in 1991 – 1998; Vitara 2 (FT) in 1998 – 2005.
Disadvantages of the Suzuki G16B engine
- The most serious problem of the motor is the formation of cracks in the cooling jacket. It makes no sense to try to weld an aluminum block with an antifreeze leak, it will burst again.
- The second most common failure is the formation of cracks in the exhaust manifold. And you can brew it or find an updated version that was produced after 1994.
- As in any engine of those years, the outdated ignition system throws up a lot of trouble and especially often floods the spark plugs here during long attempts to start in the cold.
- The belt replacement schedule according to the manual is once every 90,000 km, but only the original goes so much, and many use cheap substitutes. And it’s good that when the belt breaks, the valves do not bend here.
- A significant part of the complaints on the specialized forums are somehow related to lubrication leaks and usually the oil here climbs either from under the distributor or directly through its pressure sensor.