TeamSwift

Dear TeamSwift!

I thought it's time to open a thread for this project. Two Swifts are under construction, one is going to be a turbocharged FWD 1.6 GTi while the other is going to be AWD with circa the same specs as the FWD. (We will see the differencies when the cars are ready)

The building started two weeks ago when nearly all the ordered parts arrived from overseas.
While waiting for those parts an 'engine stand' was made to make the work of the exhaust company easier. That company made the exhaust manifold following our instructions.

A picture of the unfinished manifold:



The finished one:




That is not the engine which is under construction, it is just an empty 1.6 block with a GTi cylinder head bolted to it.


A few pictures were taken when the parts arrived. In these pictures you cannot see not all the parts that will be installed, just a bunch of them:

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2002 european 'Mk4'

Rods + pistons:





A little comparison - Wiseco pistons + Pauter rods vs. factory rods + pistons:

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2002 european 'Mk4'

The block is from a Vitara that was driven for only 40000 kms. Some modifications have been done to it.

- A yellow pipe was built into the block in order to lead the gas fumes out. This modification is not finished yet.

- The oil-jet system of the BMW was installed because the Pauter rods (and as far as I know all the aftermarket forged rods) do not have the holes on them for the oil so they do not allow the flow of the oil as the factory rods do.

- We also had to machine the block to suit the new rods.

The changes that were made:






A jet + the yellow pipe:



Four jets in the block:

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2002 european 'Mk4'

We wanted to see how the jets fit when the rods + pistons were installed.

They fit just right:

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2002 european 'Mk4'

There were some problems with the jets but those were solved. Some more pictures of them:

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2002 european 'Mk4'

Assembling the bottom end - as you can see we use SGP bearings:





We installed the braces, too - these were not installed in all of the G16 blocks:



Installing the pistons:

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2002 european 'Mk4'

The bottom end is near completion:

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2002 european 'Mk4'

While working on the bottom end some new parts arrived:

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2002 european 'Mk4'

Some work have been done to the cylinder head. It is far from being finished but at least the porting has started! The required diameter has been reached on one of the exhaust ports but a lot of porting and polishing is required to be done inside the head itself. We have to remove the valves to continue this work.

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2002 european 'Mk4'

I hope you will be interested in this engine build.
Please leave a comment if you had any questions or if you just wanted to express your feelings about the thread!

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2002 european 'Mk4'

I've been considering a similar build, what crank are you using?

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'99 Metro Sedan Auto 4cyl, '91 Metro Vert 3/5, '91 Metro 5dr 3cyl auto

Thank you for your question Mcmancuso!

We use the crank of the G16. It is supposed to be strong enough to bear the power of the turbocharged engine.

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2002 european 'Mk4'

I don't know why everyone is so worried about the 1.6 crank,i think the rods are the weak link and you already have that covered.Project coming along smoothly but what i wanna know is if you're gonna use oversized valves as the standard valves of the G13B were designed just for the displacement and i think in this case oversized valves best suit this application just my 2 cents.

this is a great build thread so far. good descriptions and great images .

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Silver 2000 Firefly 4DR; 16V SOHC, 3 to 5 speed swap, install PS and AC, remote and auto start, PL, PW, kill and start switch, Valentine 1, behind-bumper CAI, 55MM TB with coolant-bypass, polyurethane-fill engine/shifter mounts, modified to short shifter, upgraded electrical system, CS130 alternator, 90/160W headlights + relay mod, ceramic H4 plug/harness
To do: finish stereo, 4000K H4 HIDs, short block replacement
'sponsored' by Captain Crunch, Lordco, Felpro, Permatex, Royal Purple

Could u share part # on the pistons, jets and rods.... Thanks and good luck with the build

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89 Suzuki Swift Turbo
03 Infiniti G35 sedan

Yes, I totally agree with you! The standard G16 crank is a strong one.
To answer your question I have to say: no, we are not going to use oversized valves but the standard ones. I will try to express in English what we do in connection with the valves but please correct my words if I am not using a proper one. (English is my second language so I do not know all the proper names of the engine's parts ) We have enlarged the place where the valves are mounted in. It's diameter was 20 mm and now it is 21,5 mm. (Is that called valve seat in English? In Hungarian we call it 'szelepfészek' ) We think that this will result an increase that is enough for this application.
The exhaust ports have already been finished, their diameters have changed from the standard 32,5mm to 37,5 mm. A lot of porting and polishing is to be done in the following days I will post new pictures as soon as we are ready with this work.



Thank your so much for your kind comment TheSilverBullet!



Of course I could!

As I have mentioned before the jets come from the oil-jet system of the BMW.
Their part number is: 11111 739 907

The pistons are forged Wiseco Honda D16 pistons with a part number of: K543 M755

The rods are forged Pauter rods, we have only found these numbers on their box: SUZ-190-470-1395F

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2002 european 'Mk4'

Of course I could!

As I have mentioned before the jets come from the oil-jet system of the BMW.
Their part number is: 11111 739 907

The pistons are forged Wiseco Honda D16 pistons with a part number of: K543 M755

The rods are forged Pauter rods, we have only found these numbers on their box: SUZ-190-470-1395F[/quote]


Pistons are 0,5 oversized, and can be ordered in standard size, there are other D16 pistons existing, but this particular ones gives the lowest deck height and compression ratio (around 9,5:1), the other ones are nearly 2 mm taller. The 1,6 blocks are extremely durable, so oversized pistons aren't necessery, the factory honing marks are clearly noticeable way after 100k+ Kms, but in that case, the CR will be bigger. Can be bought from anywhere, I've got these ones from ebay, around 500$ with rings and any necessary stuff.

Rods are directly from Pauter, they doesn't keep them in stock, manufacturing time takes around 4-6 weeks, normal prices are around 800$ per set, I choose them because costs with shipping were nearly the same as Spools or PPM Racing ones.

Oil jets are from BMW, costs nearly ten times lower then the similar Nissan's CA18DET ones, we bought them around 10$ per piece. ARP head studs are also from BMW, but should know, the washer is a little bit bigger so need to get them separately, and the set contains 14 studs.

I'd like to comment but I'm too busy wiping the drool from my chin.

You guys are doing all the pics for me. Im bad about not taking them. I have a very similar motor in my swift. But mine is just a regular sidekick 1.6. I am using the pauter rods but mine are from a honda d16. 1mm oversized bearing puts the clearances correct and i think it was 0.14 off of the faces of the rods on big end. Plus we put a 0.05 groove in the big end to spray oil up to pistons. But i am using vitara ebay pistons in mine. The biggest thing in the head i found when porting was the exhaust ports bottle necked down like 1/3 size at the split to the valves. These motors will make lots and lots of tq. Mine with coil problems at about 3800rpms and maybe 4-5psi did 100whp and 150ftlb tq. This was on a very stingy dyno and the hp and tq curve where going straight up until it broke up. One thing for you guys to look at is when you put your headgasket on i used the factory mls. Check your oil return port. On mine the block and head over lapped and the headgasket was slightly off from both. So just make sure your return is good. The build looks good though. Was the exhaust gasket custom made or a part number that we can get??? Good luck and ill keep a watch on your progress. Ill post my dyno and a in car run video when i get my bugs worked out. What whp and tq numbers you guys looking for??? Thanks Stephen

Thank you guys for your comments!

stephennmm: It is very hard to figure out the end result now. We are planning to reach about 270-280 horsepowers at the crank and a torque of about 300-350 Nm.
Thank you for your advice in connection with the MLS head gasket!
What injectors are you using in your project? It can be that yours does not have problems with the ignition coil but with the injectors. We had the same thing on a GTi: it had problems with reving, it seemed that it had ignition problems above 4000rpm. We found the reason later: it did not get enough fuel.
The exhaust gasket is made by SCE. it's part number can be seen in the pictures: "Part # 9424 Suzuki Swift GTi copper embossed exhaust gasket". You can order them if you go to the company's website! As we enlarged the exhaust ports of the head the gasket had to be enlarged as well. I gave bad number last time, you will see the correct numbers in the following 24 pictures (we compared the factory head to the ported one in them). The head has been finished after 2 days of hard work:

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2002 european 'Mk4'

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2002 european 'Mk4'

question: how many hours to do the port and polish ? what is the benefit ? how much for the cost of required tools ?

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Silver 2000 Firefly 4DR; 16V SOHC, 3 to 5 speed swap, install PS and AC, remote and auto start, PL, PW, kill and start switch, Valentine 1, behind-bumper CAI, 55MM TB with coolant-bypass, polyurethane-fill engine/shifter mounts, modified to short shifter, upgraded electrical system, CS130 alternator, 90/160W headlights + relay mod, ceramic H4 plug/harness
To do: finish stereo, 4000K H4 HIDs, short block replacement
'sponsored' by Captain Crunch, Lordco, Felpro, Permatex, Royal Purple

Very nice buildup­. I'm surprised how much attention to details there is. I'm not too much worried about the 1.6 crank. The only downside is the stroke that limits power in the upper range. You can try reaching 7500rpm since the upgraded rods are now able to carry the huge tensile loads in those rpms. The VF38 is an excellent choice for low end torque. I reckon the twin scroll VF36 would be more appropriate for the kind of power you want to do. Since the manifold is already fabricated, I'd suggest swapping to the larger VF45 turbocharger if you an source one. The larger bloke will produce less heat at the same power level than the VF38.

Question for ya, what pressure level do those squirters open at?

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TheSilverBullet: It took about 16-18 man-hours to do the port and polish. Benefit? If you want to know the number of horsepowers it results I have to say: I do not know. Porting improves the quality and quantity of air flow in the head which brings the engine to a higher level of efficiency. Port grinding and polishing smoothes the internal surfaces of the inlet and exhaust ports, allowing air to pass through with less resistance. We just wanted the engine to be ready for a bigger turbo if we choose to go for a bigger one in the future. Cost of tools? You can do the work with a good quality drill so if you had one, it is perfect for that. The grinding/polishing heads cost about 100 dollars here in Hungary.

Jardamuth: Thank you! Your kind words are worthy for us since we know the name of 'Turbine Tech' very well. The AWD car's manifold was bought from you in 2008! You have a sharp eye: as you say the AWD car's turbo is a VF38. The FWD one will have a Garrett GT2554R. On the website of the company they say that using this turbo can result a maximum of 270 horsepowers. We would be very happy with that. What do you think of the Garrett?

Many thanks for your suggestion! You are right, it can be that swapping to the bigger turbo is a better option. We will see the end result when the car is ready. If the turbo is not good enough for this application, we will see what we can get instead of it. The car won't be used for racing, reliability and durability are also important. This is the reason for the choice of the Garrett GT2554.

Any of your remarks in connection with the buildup will be welcome in the future as well!

To answer your question: the jets open at the pressure level of about 30psi/2bar. So we can say that they open as soon as you turn the engine on.

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2002 european 'Mk4'

Okay, now I've gone and soiled my shorts!!