Head Swapping

carfreak · Street 2NR Joined: 24 Jul 2007 Tech posts: 56 My 2NRide:

Conversion:
Twin cam G13B head onto G16A block.

Benefits:
Replaces the narrow angle 16 valve SOHC design fitted with throttle-body injection for a 16 valve DOHC equipped with multi-point EFI.

Mods Required:
Firstly (in case you're thinking of another way), the 1600 engine's crank is slightly too long to fit in the 1300 twin cam block, which is why this head conversion is the only viable option for a big cube Swift.

A 16 valve 1600 bottom end is the best platform, as it already has valve recesses in each piston. Stud patterns, bolt sizes and galleries all match perfectly. The block should be then equipped with a 1.8mm Vitara head gasket (Part No 1114171C00) to lower the CR to a more manageable level. Compression ratio with this head gasket will work out to just over 10:1.

A cam belt sourced from a belt supplier (such as Gates), is also needed to compensate for the 1600's 30mm taller block. The belt must be connected to the GTi's crank pulley (Part No 12631 53B00) while a smaller diameter tensioner (Part No 12810 53B01000) may give more flexibility when choosing the belt. In addition, custom cam belt covers will need to be fabricated.

The safest and most effective method of controlling fuel and ignition is to use an aftermarket ECU suitably programmed.

Readers' Response
Regarding the Suzuki head conversion: yes the head fits on easily enough. However to get the block to fit into the Suzuki GTi's engine bay, the gear box must be removed, the block alloy welded, and new holes drilled to match the existing holes on the gearbox. When this is done, shavings will enter the cylinders and the heat from the welding may distort the block. Also, new engine mounts must be fabricated to mount the new block. The engine will sit a lot higher, so cooling is an issue. In many cases, the oil pump will need rebuilding to provide enough oil pressure to operate the buckets properly. These are just a few extra things to consider if you wish to under take this conversion.

katastrophic · Posted: Wed May 07, 2008 6:43 pm Post subject:

this sounds like a lot of work... might also be a lot of fun....

Suzuki Sportsman · Posted: Thu May 08, 2008 2:57 pm Post subject:

the G16A also has multi point EFI (SOHC 16-valve) which is better than the GTi head swap IMO Twisted Evil

Ignorant Ignis · Posted: Thu May 08, 2008 3:00 pm Post subject:

Suzuki Sportsman · Posted: Thu May 08, 2008 3:07 pm Post subject:

I have to look for a website in which a guy boosted the G16A and used the stock head instead of the common GTi head swap

xxSTAY TUNEDxx · Posted: Thu May 08, 2008 5:35 pm Post subject:

actually the gti head dosent flow as much air as an worked 1.6 head...
all you relly need to do is just get the cam reground for the 1.6 head and you good to go ,porting is optional....
hope that helps... Wink

Swifted · Ricer Joined: 17 May 2008 Tech posts: 18 My 2NRide:

the GTi Head is pretty much a knock off of the old RS1600 Ford pentroof twin cam 16V design, hence for a lil 1300cc 4 banger, it's VERY well respected! i mean, even now some form of Variable Valve timming has to be used to develope the same or fractionally more HP/litre that the G13B did on fixed cam timming. don't talk about Boosting the G13B!! that unleashes a very different animal! with a lowly 1/2 Bar, you get 60% more HP & torque on the standard engine. the only failure poaint a finger at with GTi's is the gearbox ...second gear to be specific. but frequent oil changes, and changing over to Red Line MTL synthetic Gear Oil solves these problems once and for all!

and good luck with the 1600cc Conversion. unfortunately, the crank won't survive revs much above 7000rpm for long. the G13B crank (in fact, the entire bottom end) was good for 10,000rpm! i heard that the Cultuc actually cam with Forged Pistons too!