Two of the smaller car companies based in Japan – Daihatsu and Suzuki –
haven’t exactly been splurging money with new designs since our original 1999
Engine Epic. Nevertheless, there are some welcome additions to the range
that are worth covering – we take you on a tour on everything from 550cc turbo
threes to a 2.7-litre V6. We’ll also go over the performance engines made by
Isuzu.
Here’s how to decipher the engine codes used by each of these
manufacturers...
Daihatsu
HD-EG - 1.6 litre 4-cylinder, SOHC, 16-valve EFI
HD-EP - 1.6 litre 4-cylinder, SOHC, 16-valve EFI
HD-E - 1.6 litre 4-cylinder, SOHC, 16-valve EFI
HE-EG - 1.5 litre 4-cylinder, SOHC, 16-valve EFI
HC-E - 1.3 litre 4-cylinder, SOHC, 16-valve EFI
HC-EJ - 1.3 litre 4-cylinder, SOHC, 16-valve EFI
K3-VET - 1.3 litre 4-cylinder, DOHC, 16-valve EFI
turbo
K3-VE2 - 1.3 litre 4-cylinder, DOHC, 16-valve
EFI
JB-DET - 660cc 4-cylinder, DOHC, 16-valve EFI
turbo
CB60 – 1.0 litre, 3-cylinder, SOHC, 6 valve carburetted turbo
CB70 - 1.0 litre, 3-cylinder, DOHC, 12 valve EFI turbo
EJ-VE – 1.0 litre DOHC, 12 valve EFI
EF-JL – 660cc 3-cylinder, SOHC, 12-valve EFI turbo
EB – 550cc, 3-cylinder, SOHC, 6-valve carburetted turbo
Suzuki
K27A – 2.7 litre V6, DOHC, 24-valve EFI
K25A - 2.5 litre V6, DOHC, 24-valve EFI
H25A - 2.5 litre V6, DOHC, 24-valve EFI
J20A – 2.0 litre 4-cylinder, DOHC, 16-valve EFI
J18A – 1.8 litre 4-cylinder, DOHC, 16-valve EFI
G13B – 1.3 litre 4-cylinder, DOHC, 16-valve EFI
G16A - 1.6 litre 4-cylinder, SOHC, 16-valve EFI
M18A – 1.8 litre 4-cylinder, DOHC, 16-valve EFI
M16A – 1.6 litre 4-cylinder, DOHC, 16-valve EFI
M15A -1.5 litre 4-cylinder, DOHC, 16-valve EFI
M13A – 1.3 litre 4-cylinder, DOHC, 16-valve EFI
K10A – 1.0 litre 4-cylinder, DOHC, 16-valve turbo
K6A – 660cc 3-cylinder, DOHC, 12-valve EFI (turbo and atmo)
F5 – 550cc 3-cylinder, SOHC and DOHC versions, EFI turbo
F6 - 660cc 3-cylinder, SOHC and DOHC versions, EFI turbo
Isuzu
4XE1 – 1.6 litre 4-cylinder, DOHC, 16-valve EFI (turbo and atmo)
4ZC1 – 2.0 litre 4-cylinder, SOHC, 8-valve EFI turbo
G200 – 2.0 litre 4-cylinder, DOHC, 8-valve EFI
G180 – 1.8 litre 4-cylinder, DOHC, 8-valve EFI
Daihatsu
Daihatsu Fours...
Daihatsu’s most common range of four-cylinder engines is the H-series.
The most powerful in the H-series is the HD-EG 1.6-litre SOHC, 16-valve
engine. This engine – as fitted to the mid/late ‘90s Japanese market DeTomaso
Charade – generates an impressive 92kW peak at 6300 rpm. Maximum torque is 144Nm
at 4000 rpm.
The next step down is the HD-EP 1.6-litre engine as fitted to the Daihatsu
Pyzar. In Japanese form, this SOHC, 16-valve fuel injected motor (very similar
to the DeTomaso Charade’s) makes up to 85kW at 6300 rpm and 140Nm at 3600 rpm.
In Australian guise, the Pyzar’s 1.6-litre four makes just 67kW and 126Nm.
Note that the local Daihatsu Applause also uses a derivative of this engine –
the HD-E – and is good for up to 77kW.
The first-generation Pyzar and the contemporary Charade were also available
with a HE-EG 1.5-litre SOHC, 16-valve engine that was rated at 66kW and 119Nm.
Again, the Japanese version is more powerful – the J-spec Pyzar HE-EG 1.5-litre
cranks out up to 74kW and 128Nm.
The smallest member of the H-series line-up is the HC-E 1.3-litre engine, as
fitted to the G100/G200-series Charade. With a SOHC, 16-valve head and EFI this
engine makes 62kW. A slightly revised version – the HC-EJ – is fitted to the
local Terios, which is rated at 61kW.
In Japan, the current Daihatsu
Terios and YRV are available with a 1.3-litre turbocharged engine. The 1.3 DOHC,
16-valve intercooled turbo K3-VET engine uses a 8.5:1 static compression ratio
and achieves up to 103kW at 6400 rpm and 177Nm at a surprisingly low 3200 rpm.
We hope to see this engine in the local YRV soon.
A high-performance atmo version
of the K3 1.3-litre – K3-VE2 – is also available with variable cam timing. In
the top-line Japanese Storia, this engine spits out an impressive 81kW at 7000
rpm with 126Nm of torque. The same engine is used in the locally delivered
Sirion GTvi, though it’s rated at a more modest 75kW.
Also new is the miniscule 660cc
four-cylinder turbo engine in the Daihatsu Copen convertible. The Copen’s JB-DET
660cc uses an 8.2:1 static compression ratio and an intercooled turbocharger to
help generate 47kW at 6000 rpm and 110Nm at 3200 rpm (in Japanese spec).
Note that the same JB-DET
engine in the Japanese Move Custom (and others) makes a less thrilling 100Nm at
3200 rpm. Interestingly, the Japanese-market Daihatsu Move is also available
with a turbocharged EF-DET 3-cylinder engine – which we’ll come to...
Daihatsu Threes...
Amongst all of the performance
3-cylinder engines available in Japan, Daihatsu’s are amongst the most popular –
relatively simple design and great strength are the big attractions.
The all-time 3-cylinder bruiser is the CB70 1.0-litre as fitted to the
Japanese market Charade G100 GT-ti. The CB70 (a development of the earlier CB60)
sports a DOHC, 12-valve head with multi-point injection and an air-to-air
intercooled IHI turbocharger. These features give the one-litre motor 77kW at 6500 rpm. Peak torque is 130Nm at 3500 rpm.
The earlier CB60 1.0-litre turbo three – as fitted to the G11 and G100
Charade turbos – uses a SOHC, 6-valve alloy head with a blow-through
carburettor. No intercooler is fitted. In Japanese-spec this motor made up to
59kW at 5500 rpm and 118Nm at 3500. Australian-delivered versions made 50kW at
5500 rpm and 106Nm at just 3200 rpm.
Using the same 1.0-litre displacement is the current EJ-VE engine as fitted
to the Japanese Storia (essentially a rebadged Sirion). Using a DOHC, 12-valve
head this naturally aspirated engine makes 47kW at 6000 rpm and 94Nm at 3600
rpm. Note that the EJ-VE engine in the Australian Sirion, Cuore and new model
Charade is rated at only 41kW and 88/89Nm.
The rest of the Daihatsu performance 3-cylinder range uses a 660cc swept
capacity. Let’s take a look at a selection...
The late ‘80s 660cc EF-JL
engine uses a single camshaft, 12 valves, EFI and a tiny intercooled IHI RHB51
turbo to produce 47kW at 7500 rpm and 92Nm at 4000 rpm. This design has recently
graduated into the EF-DET DOHC, 12-valve turbo with an 8.5:1 static compression
ratio and producing 47kW at 6400 rpm and up to 107Nm of torque at 3200 rpm.
For interest's sake, back in
1985 Daihatsu introduced its 550cc EB turbo engine using a blow-through carby
(like the 1.0-litre CB60). This very simple engine (available in Japan only)
made around 38kW and 78Nm – not much but it was a showing of things to
come!
Suzuki
Suzuki Sixes...
The most powerful engine in
the current Suzuki line-up can be found in the Grand Vitara/ Escudo V6 4WD. The
Vitara’s K27A 2.7-litre V6 uses DOHC, 4-valve-per-cylinder heads, 9.5:1
compression and multipoint injection. In Australian form, this engine is rated
at 135kW at 6000 rpm and 250Nm at 3300 rpm.
A smaller version of this
engine – the 2.5-litre K25A – is also available in the Japanese market Escudo.
This motor generates 118kW at 6500 rpm and 221Nm at 3500 rpm.
Before release of the K-series
V6, the most desirable Suzuki V6 was the H25A – this engine continues in
lower-spec versions of the Grand Vitara/Escudo. With similar design to the later
K-series, this 2.5-litre engine currently makes 116kW at 6200 rpm and 213Nm at
3500 rpm. Note that the last Japanese versions of this engine made a tad more
power and torque.
Suzuki Fours...
Without question the most
acclaimed Suzuki performance vehicle engine is the G13B, as fitted to the Swift
(aka Cultas) GTi. First released in 1986 and continuing through ‘till 1999, the
G13B powered Suzuki to numerous GT-P class wins and earned a solid performance
reputation. Its DOHC, 16-valve, EFI layout remained fundamentally unchanged –
and so did its 74kW and 108Nm output. In Japan, however, an 11.5:1 compression
version was released making 86kW and 110Nm at 7500 and 6500 rpm respectively.
This remains one of the most impressive 1.3-litre engines ever built.
A larger 1.6-litre version of
the G-series four-cylinder was also released in the later model Swift sedan and
Vitara. Unlike the GTi engine, the G16A came only with a SOHC head and a simple
single-point EFI system. Not surprisingly, peak output was just 74kW at 6000
rpm, but with fairly generous torque at low rpm. Australian delivered versions –
as found in the top-line Swift of the early ‘90s – was rated at 4kW less.
For the ultimate Suzuki four,
it is possible to attach the G13B DOHC head to the G16A block (as we've
discussed at "Head
Start").
But straight outa the box you
can’t go past the technology of the M18A 1.8-litre DOHC, 16-valve four with
variable inlet cam timing. Fitted to the top-line Japanese-spec Aerio (aka
Liana), this 9.6:1 compression engine is rated at 92kW at 5500 rpm and 170Nm at
4200 rpm.
The next step down is the
Japanese-market top-line Cruze and base-spec Aurio’s M15A 1.5-litre DOHC engine
with variable valve timing and a 9.5:1 compression ratio. This engine makes 81kW
at 6000 rpm and 143Nm of torque at 4000 rpm. The MA15 VVT engine is also fitted
to the local Ignis Sport, which is rated at a slightly healthier 83kW at 6400
rpm and 143Nm at 4100 rpm.
Using the same engine design
is the larger M16A 1.6-litre and M13A 1.3-litre. The M16A DOHC four – as fitted
to the Australian-spec Liana – generates a meagre 76kW but with a decent 144Nm
of torque. The little M13A DOHC 1.3-litre – fitted to the Japanese-market Swift
and base Cruze – makes 65kW and 118Nm. The M13A is also fitted to the local
Suzuki Jimny and Ignis, where it makes 60/61kW and 110Nm.
More powerful than those
4-cylinders so-far is the J20A DOHC engine – it sweeps 2.0-litres (more than any
other Suzi four). Fitted to the current Australian-spec Vitara 3-door, this
9.3:1 compression engine is listed at 94kW and 174Nm (at 5900 and 4300 rpm
respectively). A smaller 1.8-litre J18A engine was also available in the go-fast
Beleno – this makes a high 99kW/157Nm in Japanese form and 89kW/152Nm in
Australian form.
The only turbocharged four in
the line-up is the K10A engines, as found in the pre-2000 Japanese market Wagon
R+ (chassis code MA61S). This 1.0-litre DOHC, 16-valve, VVT turbo intercooled
engine uses an 8.4:1 static compression ratio and makes 74kW at 6500 rpm and
122Nm at 3000 rpm.
Suzuki Threes...
The latest and greatest Suzuki
three-cylinder is the K6A turbo found in the current J-spec Wagon R and Keis.
This 660cc DOHC, 12-valve three features an air-to-air intercooler and
turbocharger helping deliver up to 47kW at 6500 rpm and 106Nm at 3500 rpm.
A gun atmo version of this
engine is also available – the 10.5:1 K6A with VVT makes a decent 40kW and 63Nm.
That same 47kW output is also
reached by the Japanese F6A and F6B 660cc DOHC turbo engines. Earlier versions
of the F6A – with just a SOHC head – were rated at 47 and 43kW depending on age
and spec. These SOHC F6A engines were built during the late ‘80s before the
introduction of the DOHC replacement.
A tiny 550cc DOHC turbo engine
- the F5A – was also available in the 1987 series Japanese-market Alto. This was
the first Kei-class engine to attain the regulation 47kW max output – along with
72Nm.
Isuzu
Isuzu Fours...
Isuzu hasn’t released any more
performance-based motors since our original Engine Epic. Nevertheless, here’s
what remains available...
The most powerful Isuzu performance four is the 4XE1 Turbo, which displaces
1.6-litres and uses DOHCs, 16 valves, EFI and an intercooled turbo. This engine
pumps out a handy 134kW at 6600 rpm, complemented by 208Nm of torque at 4800
rpm. Find this engine in the Japanese-market Isuzu JT-series Gemini 4WD.
Note that a naturally aspirated version was also available producing 104kW
and up to 142Nm of torque.
Next is the 4ZC1 that was seen in Australian-delivered Holden Piazza turbos.
Displacing 2.0 litres, it uses a SOHC, 8-valve head, air-to-air intercooled
turbo and EFI to push out 110kW at 5400 rpm and 225Nm at 3400.
The engine that started it all off for Isuzu was the Lotus-inspired G180
DOHC, which put out up to 97kW at 6400 rpm from its injected 8 valve DOHC
design. But the ‘big daddy’ of the G-engines was the G200 DOHC, with the same
basic design but 101kW at 6200 and 167Nm at 5000. These are widely regarded as
super-strong engines that are capable of taking quite a hiding.
Daihatsu, Suzuki and Isuzu Engines at a Glance...
Daihatsu
Fours |
|
K3-VET 1.3 litre turbo |
103kW |
|
HD-EG 1.6-litre |
92kW |
|
HD-EP 1.6 litre |
67/85kW |
|
K3-VE2 1.3 litre (Japanese
version) |
75/81kW |
|
HD-E 1.6 litre |
77kW |
|
HE-EG 1.5 litre (Japanese version) |
66/74kW |
|
HC-E 1.3 litre |
61/62kW |
|
JB-DET 660cc turbo |
47kW |
Threes |
|
|
CB70 1.0 litre turbo |
77kW |
|
CB60 1.0 litre turbo |
59/50kW |
|
EJ-VE 1.0 litre |
41/47kW |
|
EF-JL 660cc turbo |
47kW |
|
EF-DET 660cc turbo |
47kW |
|
EB 550cc turbo |
38kW |
Suzuki
Sixes |
|
|
K27A 2.7 litre |
130kW |
|
K25A 2.5 litre |
118kW |
|
H25A 2.5 litre |
118kW |
Fours |
|
J18A 1.8 litre |
89/99kW |
J20A 2.0 litre |
94kW |
M18A 1.8 litre |
92kW |
|
G13B 1.3 litre |
74/88kW |
|
M15A 1.5 litre |
81/83kW |
|
M16A 1.6 litre |
76kW |
|
K10A 1.3 litre turbo |
74kW |
|
G16A 1.6 litre |
70/74kW |
|
M13A 1.3 litre |
60-65kW |
Threes |
|
|
K6A 660cc turbo |
47kW |
|
F5A/F5B/F6A/F6B 660cc turbo |
47kW |
|
K6A 660cc 10.5:1 |
40kW |
Isuzu
Fours |
|
|
4XE1 1.6 litre turbo |
134kW |
|
4ZC1 2.0 litre turbo |
110kW |
|
4XE1 1.6-litre |
104kW |
|
G200 2.0 litre |
101kW |
|
G180 1.8 litre |
97kW |
|