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MG Midget and Sprite Technical - Searching Datsun and Suzuki conversions

I have been here for a long long while and I seem to have lost my way. there used to be a lot of threads about Datsun A15 conversion. I see very little now. I have the A15 conversion and am considering doing a Suzuki conversion. Parts for the Datsun engine have become difficult to get. Too old. So what other engine & trans are people using?

Thanx
Don Anderson

How about this thread...

http://www2.mgcars.org.uk/cgi-bin/gen5?runprog=mgbbs&access=&mode=archiveth&subject=97&subjectar=97&thread=2003121303034317498
Dave O'Neill 2

Don,

Are you still in asia?

thats going to be tough if you are, Im not sure whats aviable over there...beyond front wheel drive.

But the suzuki swift is a really nice conversion, Ive seen a bugeye with it...and it was vary cool...he calls it the ...

"Bugzukie"

here is his website...its really good.

Prop

http://www.ado13.com/dohczuke/dohc.htm
Prop

Thanx Prop, I checked into the Swift engine a few years ago and it seems like those engines were hard to get your hands on now. Same story as the A15. Too old. If you have a line on where to get one that would be great. And is it easy to get parts for that engine as well?

As I write, I am in California. My car is here too. Going back into storage as I'm headed back to Indonesia long term in just a couple of days.

Don
Don Anderson

I was going to mention Bugzuki, but Prop beat me to it. Having seen that car in the summer of '08, I can certainly vouch for the conversion. It's a pretty impressive piece of work, and if it runs like it looks, it must be fierce!

-:G:-
Gryf Ketcherside

hey Don

I looked up some info from wikipedi on the Suzuki swift...It appears to be a matter of how complex you want to go....It also appears chevy used the same set up on alot of its cars

Seriously...Id just Ebay a whole car, and use the complete drive train from engine to rear end, most likely easier cheaper and less hassle...Id rebuild the engine 1st.

the chevy geo metro looks like a promising set-up. But Im sure a little snooping in a salvage yard would turn up lots of these cars

Anyway here is what I found

Prop


G10
The G10 is a inline 1.0 liter 3 cylinder four stroke cycle gasoline engine utilizing aluminum alloy for the block, cylinder head and pistons. It is equipped with either a carburetor or electronic fuel injection and was also offered with G10T it a IHI RHB31/32 turbocharger and MPFI. It has a single overhead camshaft driving six valves.

A 73.9 mm (2.91 in) bore and 77 mm (3.03 in) stroke give the engine a total of 1.0 L (993 cc/60 in³) of displacement. It produces 48 hp (36 kW) at 5100 rpm and 77 N·m (57 lb·ft) at 3200 rpm with 9.5:1 compression in the carburated model, 55 hp (41 kW) at 5700 rpm and 79 N·m (58 lb·ft) at 3300 rpm in the fuel injected model. The original home market version originally offered a carburated 60 hp (45 kW) JIS at 5500 rpm, later power output fluctuated around 52-55 hp

From 1984 to 1988 the standard G10 engine used a hemispherical head carbureted design with mechanical lifters. From 1989 to 2001 the engine received updates in the form of throttle body injection and hydraulic lifters. A detuned 49 hp (37 kW) unit, with a slightly different camshaft, 2-ring pistons and differently tuned engine control unit, was used in the ultra-fuel-efficient Geo Metro XFi model, which delivered as much as 58 miles per gallon.

Through the 1985-1991 model years a turbocharged MPFI version of the G10 was offered in some markets. This engine delivered 73 hp (54 kW) at 4500 rpm and 115 lb·ft (156 N·m) at 3500 rpm. This turbocharged engine, with mechanical lifters, was available in both the US and Canadian Firefly/Sprint/Forsa from 1987-88. Only the Canadian Firefly/Sprint had this option, with hydraulic lifters, in the 1989-1991 model years. In the domestic Japanese market, the car was originally carburated (80 hp JIS @ 5500 rpm, 118 N·m (87 lb·ft) @ 3500 rpm) and went on sale in June 1984. In October 1987, along with a facelift, the home market Turbo received fuel injection and power output went up to 82 hp (61 kW) JIS, torque to 120 N·m (89 lb·ft). It was a shortlived version, however, as by September 1988 the car was no longer on sale in Japan.

As is inherent in the physics of the straight-3 engine, the G10 tends not to idle as smoothly as other engines such as a straight-6 engine.

This engine has a non-interference valvetrain design.

Applications:

1985–2001 Suzuki Cultus and global nameplate siblings: Chevrolet Sprint, Geo/Chevrolet Metro, Pontiac Firefly, Suzuki Swift, Suzuki Forsa
November 1984– Suzuki Cultus AA41S AB41S
1988– Suzuki Cultus AA43S AA43V AB43S AA44S AB44S
[edit] G10B
G10B was an all aluminium engine debuted in Maruti Zen in India in 1993. It was a 4 cylinder 993cc engine and is the first all-aluminum engine Suzuki made for the Indian market. It was sold in both carburetted and MPFI form. It was widely used in motorsport in India due to its light weight and tunability. The mounting points of the engine block were similar to that of the G13 and so an engine swap was a relatively easy task. It was phased out when production of Zen ceased in 2006. It was made only in India but was sold in all countries the Zen was sold.

[edit] G13
The G13 is an in line 4 cylinder engine utilizing aluminum alloy for the block, cylinder head and pistons. Displacing 1.3 L (1324 cc/ in³) for the G13A and (1298 cc/79 in³) for all other G13 engines, fuel delivery is either through a carburetor, single point fuel injection or multi-point fuel injection.

This engine was made with different valvetrain designs: 8 or 16 valve SOHC or 16 valve DOHC.

[edit] G13A
The SOHC 8-valve G13A has a non-interference valvetrain design. It was used in the following vehicles:

November 1984– Suzuki Cultus AB51S
November 1984– Suzuki Cultus AB51B
1986–1989 Suzuki Samurai
1994–2000 Maruti Esteem
– Suzuki SJ413
[edit] G13B
This DOHC 16-valve engine is well known, it uses the older distributor driven off the intake camshaft, and produces approximately 100 hp(74 kW) @ 6500rpm / 83 ft·lb(112Nm) @ 5000rpm. Redline is set at 7400-7600RPM. Like many DOHC engines, this engine has an interference valvetrain design, making periodic timing belt changes vital to the engine's life. It was used in the following vehicles:

1986-1989– Suzuki Swift GTi AA33S
1988– Suzuki Cultus AA34S AB34S
1990– Suzuki Cultus AB34S
1989– Suzuki Swift AC34S DOHC
[edit] G13BA
The SOHC 8-valve G13BA has single-point fuel injection and produces 50 kW (68 PS; 67 hp) and 74 lb·ft (100 N·m) of torque. It has a non-interference valvetrain design. 1995 to 1997 U.S. and Canadian-market engines gained hydraulic lash adjusters. It was used in the following vehicles:

1989 Suzuki Sidekick
1989–1997 Suzuki Swift
1992–1997 Geo Metro
1990– 1995 Suzuki SJ413
[edit] G13BB
The SOHC 16-valve G13BB has electronic MPFI Multi-point fuel injection, generating 56–59 kW (75–79 hp) at 6,000 rpm and 104–115 N·m (77–85 ft·lbf) at 4,500 rpm. The G13BB has 2 coil packs bolted directly to the valve cover, although early models still had the coil packs mounted to the left side of the head, traditionally where the distributor was located. This engine uses a MAP sensor to monitor manifold pressure, unlike the G16 series. This engine has a non-interference valvetrain design. It uses the same G series block found in many other Suzuki models and so it is a popular conversion into the Suzuki Sierra 4wd, which uses either a G13A(85-88) or G13BA(88.5-98). This allows the engine to fit into the engine bay simply as engine and gearbox mounts are identical and both engines are mounted North-South.

It was used in the following vehicles:

1995– Suzuki Baleno
1998–2004 Suzuki Jimny, Suzuki Swift
1998–2001 Geo/Chevrolet Metro
1999–2007 Maruti Esteem
2000–present Maruti Gypsy King
Ultralight aircraft [1]
[edit] G13K
The DOHC G13K was used in the following vehicles:

1988– Suzuki Cultus GTI AA34S AB34S
[edit] G15A
Prop

The G13b is a good engine. In addition to midgets my other projects include a Suzuki Samurai. I however don't see any real benefit of fitting a Suzuki engine into a Spridget. The G13 has a cross flow head, but horsepower is not much different form the A-series which is already designed for our LBC's. Stock G13b in Suzuki Samurai with one Hitachi carb...65bhp. The same output as a 1967 1275cc Spridget. My G13b in my samurai... big valve head, cam, h/c pistons, dual Mikuni PHH40's and tuned exhaust 115bhp. The A-series can be built to reach similar figures.


Ron Koenig

hey ron,

what about the price tag od high performance parts on a suzuki, are they better priced then the 1275

does your suzuki have a 5 speed or 4

is the susukie liter weight engine then the 1275
Prop

Datsun A-series (12, 14 or 15) is similar to BMC A-series but has 5 main bearings and is essentially eternal. Would be an much easier conversion than the Suzuki but, of course, the engine is much heavier and output is more in line with BMC A.
Glenn Mallory

My engine is stock 5-speed yes.

Lighter?

Why yes it is. I've tried picking up an A-series block... a G13A block is all aluminum and much lighter and therefore I can by myself, I think its around 80lbs.

Pricing...

A high-output G13a can be bought for under $1500 here in the states. That's a completely assembled block and head.

But that's not the point. You put a Suzuki engine in a Spridget, is that really British anymore?


Ron Koenig

Thanks all. When I started this thread I was getting ready to put my car into long term storage once again as I headed back to Asia. But when I do get to play with it again, the info here helps with the decision to rebuild the Datsun or do another swap. I'm thinking I should be happy with the engine in it now and just make it right. I would like to get my hands on another Datsun engine and just make it ready to slap in rather than pull this one and rebuild it. Parts are not impossible to get. just not as easy as it used to be. Everyting I crack the hood in front of a mechanic I hear "so you put in an old pushrod engine huh?".
Don Anderson

ROn,

I have to say that is vary impressive set up, the more I look into it, the more I like it, granted Im still a fan of the ford crosworth engine as an exchange and even the the rover K-Series engine, but the swift for this side of the pond makes so much common scence

as to why a differant engine...Im pretty sure we already had that discussion about 2 weeks ago. I belive its no longer a midget when you change out the rear view mirrior...LOL

granted I stayed with the 1275 when I built my engine, for the same reason...To me it wouldnt be a midget with out the heart of a 1275, But in 20/20 hind site...For the bucks I had to spend to get some serious horse power, It would be hard not to at least look at the S. swift set up...esp. with a 5 speed...thats half the trick shot right there a datsun 5 speed along with a rivergate kits comes in around $2000. So that advantage alone is worth the price of admission.



Prop
Prop

Thanks, Prop.




Ron Koenig

Prop,
I am afraid that you are not allowed to use phrases like "for the bucks I had to spend to get some serious horse power" until AFTER the car is back on the road and you have at least one other BBSer as a witness.
There is a 2hp loss for every violation.
David "project police" Lieb
David Lieb

Prop,
I am afraid that you are not allowed to use phrases like "for the bucks I had to spend to get some serious horse power" until AFTER the car is back on the road and you have at least one other BBSer as a witness.
David "project police" Lieb
David Lieb

Prop - its been so long. Can you remind us of the Serious horsepower and spec of your engine ?
Dean Smith ('73 RWA)

Sure thing Dean,

Just go to several hi performance spridget websites with really cool catologs, and thumb thur, If it says high performance .... I got it, LOL


Prop
Prop

This thread was discussed between 13/02/2010 and 23/02/2010

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