Suzuki G and M-series Engine Guide

Suzuki mightn’t have the reputation of Toyota or Nissan but this established Japanese manufacturer builds some of the most potent sub 2-litre engines in existence. If you need a small cube engine that produces good power along with exceptional reliability and at low cost, they’re hard to go past. The Swift GTi’s G13B engine is a favourite in 1300cc motorsport categories and, if you look closely, you’ll find other engines that are every bit a rival for the bigger brands. Go Suzi!

G-series Engines

The Suzuki badge was first associated with high performance with the mid ‘80s release of the Swift/Cultus GTi. Sure, there were already turbocharged Suzis in the local Japanese market but the Swift GTi was the company’s most groundbreaking global release.

The ‘Series 1’ Swift GTi is powered by a tuned version of the G13 engine which is found in bread and butter Swift and Sierra models. The G13B is an all-alloy in-line four which displaces 1.3-litres using a 74mm bore and 75.5mm stroke. Base versions of the G13 use a SOHC head and carburettor to produce around 50kW and there is a single-point EFI model that’s slightly better, but the tuned G13B version is in an entirely different league. The GTi’s G13B pumps out a fantastic 74.3kW at 6700 rpm and 108Nm at 5500 rpm. That equates to 56.9kW per litre naturally aspirated - amazing for a relatively cheap production engine from the mid ‘80s! This potent output comes from a DOHC, four-valve-per-cylinder head, a 10:1 compression ratio and multi-point fuel injection. It’s an extremely reliable engine that has proven itself in Australian and overseas motorsport categories.

In 1989, the ‘Series 2’ Swift GTi was released boasting a few mechanical enhancements. A strengthened block and hollow camshafts are the biggest changes, but it appears power output remained unchanged. The Japanese market Series 2 Swift GTi was pushed to even headier heights. With an 11.5:1 compression ratio, wilder cams, a revised intake manifold, improved headers and a thirst for high-octane fuel, you can enjoy a ballistic 85kW at 7500 rpm and 110Nm at 6500 rpm. Yep, it’s a screamer! Most of these engines are attached to a five-speed manual transaxle, but an auto version can also be found. A manual 4WD driveline was also available in the Cultus. Production continued into the late ‘90s.

Interestingly, Suzuki also released two slightly larger bore and stroke versions of the 1.3-litre G-series engine.

Using a 75mm bore and 84.5mm stroke, Suzuki created the G15A which is found in some Japanese Cultus models from 1991. With a 9.5:1 compression ratio and a SOHC four-valve-per-cylinder head, the G15A is rated at 71kW at 6000 rpm and 128Nm at 3200 rpm. Reasonable, but nothing in comparison to the GTi engine.

In addition, there was a 90mm stroked G-series engine displacing 1.6-litres – the G16A. In SOHC four-valve-per-cylinder, multi-point EFI spec, this engine makes up to 85kW at 6000 rpm and 146Nm at 4500 rpm. In local guise, the G16A comes in only SOHC form and is rated at 70 - 73kW. The G16A is available in transverse and longitudinal mounting configurations – it comes fitted to the Swift, Baleno and Vitara/Escudo. Be aware the Vitara was also released with a carburetted G16A making a lowly 55kW – stay away!

M-series Engines

As the G-series engine neared the end of its serviceable life, Suzuki set to work designing the all-new M-series four-cylinder which was locally introduced in 2001.

The ’01 released Australian-spec Suzuki Liana is powered by a 1.6-litre M16A engine boasting a DOHC, four-valve-per-cylinder head. With a 9.7:1 compression ratio and multi-point fuel injection, output is a pretty run-of-the-mill 76kW at 5500 rpm and 144Nm at 4000 rpm. A five-speed manual gearbox comes standard or an optional four-speed auto is fitted. The same engine, though making 5kW less, was also sold in the slightly bizarre looking Suzuki X-90.

In other markets, the Liana is known as the Aerio. The Aerio is typically installed with a slightly smaller capacity M15A engine which uses a 78mm bore and stroke (the 1.6-litre uses a 83mm stroke). With a 9.5:1 compression ratio as well as VVT (variable inlet valve timing), output is a credible 81kW at 6000 rpm with 143Nm at 4000 rpm. The same driveline is also found in the Japanese-spec Suzuki Cruze.

The 1.5-litre M15A engine can also be found in the local Suzuki Ignis Sport and newly released Swift. In Ignis Sport spec, the engine retains VVT but is mapped for high-octane unleaded. This achieves 83kW at 6400 rpm and 143Nm at 4100 rpm. Unfortunately, the Swift’s M15A engine is the least grunty of the lot – it makes a modest 75kW and 133Nm.

The ultimate version of the M-series engine can be found in the updated Liana/Aerio which was introduced in 2004. The updated model is powered by an 83mm bore and stroke G-series engine which is coded M18A. The compression ratio remains at 9.6:1 (as used in the 1.6-litre Liana) but, with the benefit of VVT, the ‘big’ M18A punches out 92kW at 5500 rpm and 170Nm at 4200 rpm. It’s more than enough to push the relatively simple Suzuki chassis near its limits.

Be aware that a bread-and-butter version of the M-series engine – the M13A – was sold in some markets. The M13A generates a modest 60kW in the local Suzuki Jimny 4x4 or 65kW in the Japanese version – these engines might be an option for sub-1300cc motorsport but, otherwise, make sure your local wrecker doesn’t inadvertently sell you one!

So what are our hot picks in the Suzuki G and M-series engine range?

Well, you can’t go past the late-model G13B twin-cam which cranks out 85kW in Japanese form. This is a wonderful little engine – but, given its 11:1 compression ratio, make sure you run it on high-octane fuel at all times. Our next pick is the M13A which is tuned for 83kW in the Ignis Sport. This engine is a close rival for the late-model GTi engine, but it’s slightly more sophisticated thanks to its VVT. Finally, the M18A engine deserves a mention – take a five-speed current-spec Liana for a spin and you’ll see how well this engine works in a relatively lightweight body!

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