The G10 is a straight-three gasoline four-stroke engine using aluminum alloy for the block, cylinder head and pistons. It is equipped with either a carburetor or electronic fuel injection and was also offered as the G10T with an IHI RHB31/32 turbocharger and either MPFI or a carburetor. It has a single overhead camshaft driving six valves. Cylinder spacing is, as for the four-cylinder G13/G15/G16 engines. A bore and stroke give the engine a total of of displacement. It produces at 5100 rpm and at 3200 rpm with 9.5:1 compression in the carbureted model, at 5700 rpm and at 3300 rpm in the fuel-injected model. The original home market version originally offered a carbureted JIS at 5500 rpm, later power output fluctuated around. 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 fuel injection and hydraulic lifters. A detuned unit, with a slightly different camshaft, two-ring pistons and differently tuned engine control unit, was used in the ultra-fuel-efficient Geo Metro XFi model, which delivered as much as. In the US, the G10 in the 2000 Chevrolet Metro became the last engine available on an American-sold vehicle to use throttle body injection for fuel delivery. Through the 1985-1991 model years a turbocharged MPFI version of the G10 was offered in some markets. This engine delivered at 5500 rpm and 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 Japanese domestic market, the car was originally carbureted 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 JIS, torque to. It was a short-lived version, however, as by September 1988 the car was no longer on sale in the Japanese domestic market. As the only market in the world, Canada did continue to receive this engine for its versions of the second generation Cultus. Because of the physics of the straight-three engine, the G10 tends not to idle as smoothly as other engines such as a straight-six engine. This engine has a non-interference valvetrain design. Applications:
The G10B was an all-aluminium engine, a four-cylinder SOHC16-valve engine which produces at 6000 rpm and of torque at 4500 rpm. 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.
The G12B is an inline-four engine using aluminum alloy for the block, cylinder head and pistons. It is derived from the G13BB engine by reducing the bore to to displace. Stroke remains the same at. It has a SOHC 16V head and the fuel delivery is by multi-point fuel injection. It is Euro-4 emissions compliant. It has lighter pistons and other detail improvements to be a more fuel efficient engine than the G13BB on which it is based. Maruti modified the engine to displace less than 1200 cc to take advantage of the reduced excise duty on such vehicles in India.
The G13 is an inline-four engine using aluminum alloy for the block, cylinder head and pistons. Displacing for the G13A and for all other G13 engines, fuel delivery is either through a carburetor, throttle body fuel injection or multi-point fuel injection. This engine was made with different valvetrain designs: 8 or 16 valve SOHC or 16 valve DOHC. All G13 engines have a bore and a stroke size of except for the G13A engine which has a stroke. There was also a "G13C variant built in Indonesia, combining the longer stroke with a bore.
G13A
The SOHC 8-valve G13A has a non-interference valvetrain design. It was used in the following vehicles:
1985-1988 Holden MB/ML Barina / Mk1 Suzuki Swift non-GTi
G13B
This DOHC 16-valve engine is well known, it uses the older distributor driven off the intake camshaft, and produces approximately at 6500 rpm / at 5000 rpm. Redline is set at 7400–7600 rpm. The compression ratio is between 10.0–11.5:1. 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:
The SOHC 8-valve G13BA has single-point fuel injection and produces and 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:
The SOHC 16-valve G13BB has electronic multi-point fuel injection, generating and. The G13BB uses a wasted spark arrangement of two coils bolted directly to the valve cover. This engine uses a MAP sensor to monitor manifold pressure, similar to the G16B 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/Samurai/Jimmy 4WD, which uses either a G13A or G13BA. 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:
The G13C was bored out by one millimeter, for a bore and stroke of and a displacement of. Maximum power was listed at at 6000 rpm in 1999. This engine was developed by Suzuki's Indonesian subsidiary and was not used anywhere else. It was first used in the 1991 Suzuki Carry Futura. It was used in the following vehicles:
"G13K" has been used in the aftermarket as a reference for the G13B DOHC engine.
G15A
This engine is a 1.5 L 16-valve SOHC engine configuration, generating between at 5500–6500 rpm and at 3000–4000 rpm. It has a bore in conjunction with an stroke. Applications:
