will a 1.3 twin cam gti head fit on a 1.6 vitara block will the twin cam timing belt fit the 1600 block?
thanks
jimbo
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twin cam gti head
twin cam gti head
current truck, 105 series GXL diesel 6" springs & twin pro lockers
sierra LWB spoa one wide track diffs twin locked
Sierra Parts Wanted pm me
sierra LWB spoa one wide track diffs twin locked
Sierra Parts Wanted pm me
supposed to be a mad combo although you might have issues with the dizzy sticking straight out the back of the head. Conversion right angle drive can be had for big $$$. Autospeed has an article on the this.
http://autospeed.com/cms/A_110289/article.html
http://autospeed.com/cms/A_110289/article.html
Work - KPD4X4.COM - KPD Industries Australian Distributor of Diesel Power Modules - Germany.
Play - dank's zook
Play - dank's zook
1.6 twin cam dyno result ... (ohh and a little work)
http://www.redlinegti.com/quarter/dynoslips/tjm.jpg
this one used a t164 belt , but it could vary depending on deck height and how much the head has been shaved.
http://www.redlinegti.com/quarter/dynoslips/tjm.jpg
this one used a t164 belt , but it could vary depending on deck height and how much the head has been shaved.
Posts: 912
Joined: Tue Nov 09, 2004 6:29 pm
Joined: Tue Nov 09, 2004 6:29 pm
Location: {Sydney, Australia or Rio, Brazil Ride: Sierra JXi}
shaving the head shouldnt change it that much that you need a different sized beltsuzimad wrote:1.6 twin cam dyno result ... (ohh and a little work)
http://www.redlinegti.com/quarter/dynoslips/tjm.jpg
this one used a t164 belt , but it could vary depending on deck height and how much the head has been shaved.
current truck, 105 series GXL diesel 6" springs & twin pro lockers
sierra LWB spoa one wide track diffs twin locked
Sierra Parts Wanted pm me
sierra LWB spoa one wide track diffs twin locked
Sierra Parts Wanted pm me
You wouldn't wanna shave the head too much or you'd be waaaaaay high in compression and need to run a really thick gasket. I'd like to see one of these with some work done to the internals (forgies, shotpeened rods and cryo treated crank) and about 11.5:1 compression with some lumpy sticks. would be uber 
Build Thread - http://www.outerlimits4x4.com/viewtopic.php?f=16&t=168546&p=1927514&hilit=GRPABT1%27s+zook#p1927514
just found this info
SUZUKI
Conversion:
Twin cam G13B head onto G16A block.
The head from this:
...onto this blockBenefits:
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.
## PLEASE READ BELOW CAREFULLY ##
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.
SUZUKI
Conversion:
Twin cam G13B head onto G16A block.
The head from this:
...onto this blockBenefits:
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.
## PLEASE READ BELOW CAREFULLY ##
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.
current truck, 105 series GXL diesel 6" springs & twin pro lockers
sierra LWB spoa one wide track diffs twin locked
Sierra Parts Wanted pm me
sierra LWB spoa one wide track diffs twin locked
Sierra Parts Wanted pm me
...and if you had clicked on the link in the third post on this thread you would have found that exact info around 3 weeks agojimbo jones wrote:just found this info
SUZUKI
Conversion:
Twin cam G13B head onto G16A block.
Work - KPD4X4.COM - KPD Industries Australian Distributor of Diesel Power Modules - Germany.
Play - dank's zook
Play - dank's zook
woopsdank wrote:...and if you had clicked on the link in the third post on this thread you would have found that exact info around 3 weeks agojimbo jones wrote:just found this info
SUZUKI
Conversion:
Twin cam G13B head onto G16A block.
current truck, 105 series GXL diesel 6" springs & twin pro lockers
sierra LWB spoa one wide track diffs twin locked
Sierra Parts Wanted pm me
sierra LWB spoa one wide track diffs twin locked
Sierra Parts Wanted pm me
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