The 1.3-liter Suzuki M13A gasoline engine was produced by the company from 1999 to 2018 and was installed on many popular models of the Japanese concern, such as Ignis, Jimny and Swift. There were versions of this power unit both with and without a phase shifter at the intake.
In 1999, the first unit of the M family with a volume of 1.3 liters appeared on the Suzuki Wagon R Solio. The engine has distributed fuel injection, an aluminum cylinder block with cast-iron liners and an open cooling jacket, an aluminum 16-valve cylinder head without hydraulic lifters, a timing chain drive and a VVT variable valve timing system on the intake camshaft.
There were motor modifications that in the early years of production did not have a phase regulator, and when they received it, they were very often called M13AA to distinguish them from their predecessor.
|Fuel system||distributed injection|
|Power output, hp||82 – 94|
|Torque output, Nm||110 – 118|
|Cylinder block||aluminum R4|
|Block head||aluminum 16v|
|Cylinder bore, mm||78|
|Piston stroke, mm||69.5|
|Recommended engine oil||5W-30, 5W-40|
|Engine oil capacity, liter||4.2|
|Euro standards||EURO 3/4|
|Fuel consumption, L/100 km (for Suzuki Jimny 2010)
|Engine lifespan, km||~350 000|
|Weight, kg||90 (without attachments)|
The engine was installed on:
- Suzuki Ignis 1 (FH) in 2000 – 2006; Ignis 2 (MH) in 2003 – 2008;
- Suzuki Jimny 3 (FJ) in 2001 – 2018;
- Suzuki Liana 1 (ER) in 2001 – 2006;
- Suzuki Swift 3 (MZ) in 2004 – 2010;
- Suzuki Wagon R Solio 1 (MA63) in 1999 – 2010;
- Subaru Justy 3 (MHY) in 2003 – 2007.
Disadvantages of the Suzuki M13A engine
- The main problem of the motor in the oil burner is due to the wear of the oil scraper rings and caps. But if replacing them does not help, then see the condition of the seats and valve guides.
- This aluminum motor is afraid of overheating and regularly breaks through the cylinder head gasket. The situation is usually aggravated by 200,000 km due to a slight subsidence of the sleeves.
- Even the owners of these engines are often faced with floating idle speeds. Most often, the banal contamination of the throttle assembly is to blame, a little less often the EGR valve.
- Some sensors, and especially the crankshaft position sensor or the camshaft position sensor, are not very reliable either, ignition coils serve quite a bit here, sometimes they are changed along with candles.
- The weak points of this powertrain include mounts, a short-lived catalyst, and a lubricant pressure sensor that often leaks. And don’t forget to adjust the valves.