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Suzuki G engine
The Suzuki G engine is a series of three- and four-cylinder internal combustion engines manufactured by Suzuki Motor Corporation for various automobiles, primarily based on the GM M platform, as well as many small trucks such as the Suzuki Samurai and Suzuki Vitara and their derivatives.
The G10 (sometimes referred to as the "G10A" to set it apart from the later G10B) and G10T are a 1.0 L (993 cc) straight-three gasoline four-stroke engine using aluminum alloy for the block, cylinder head and pistons. A 74 mm × 77 mm (2.91 in × 3.03 in) bore and stroke give the engine a total of 1.0 L; 60.6 cu in (993 cc) of displacement. Depending on year and market, the G10 could come with either a carburetor or electronic fuel injection, and was also offered as the G10T featuring an IHI RHB31/32 turbocharger. It has a single overhead camshaft driving six valves. Cylinder spacing is 84 mm (3.31 in), as for the four-cylinder G13/G15/G16 engines. Both the G10 and G10T engines came with forged iron connecting rods.
Early G10 engines (1988 and older) used a hemispherical head design with rocker arms and mechanical lifters. Valve sizes were 36 millimeter for the intake and 30 millimeter exhaust. Later G10 engines (1989 and newer) received throttle-body fuel injection and replaced the rocker arm valvetrain for a direct-acting camshaft with hydraulic lifters. Coolant now left the engine via the cylinder head, and the valve sizes decreased to 35 millimeter intake and 28 millimeter exhaust. Despite the smaller valves, more restrictive cylinder head and identical compression ratio, horsepower numbers actually increased for the 1989 update. A detuned 49 hp (37 kW; 50 PS) 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 58 mpg‑US (4.1 L/100 km; 70 mpg‑imp). 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.
Most naturally-aspirated models had a 9.5:1 compression ratio, though early carbureted fuel economy-based variants had a higher 9.8:1 ratio. Early and late G10T engines shared an 8.3:1 compression ratio. Engine output numbers fluctuated throughout the years and tended to vary between regions; with Japanese models often having the highest ratings. For the Netherlands in 1982, the G10 was rated for 50 PS (39 kW, 49 BHP) at 5800 RPM and 74.5 Nm (55 lb·ft) at 3600 RPM. For Japan in 1983, the G10 was rated at a much higher 60 PS (59 BHP) at 5500 RPM and 8.5 kg-m (61 lb·ft) of torque, while the Japanese G10T made 80 PS (59 kW) at 5500 rpm and 12.0 kg·m (87 lb·ft) of torque at 3500 rpm. Meanwhile, for North America, the standard G10 was rated for the 48 horsepower at 5100 RPM and 57 lb·ft at 3200 RPM. Despite having a higher compression ratio, horsepower ratings for the efficiency-focused G10 seen in the Chevrolet Sprint ER were lowered to 46 horsepower at 5100 RPM, with torque at 58 lb·ft at 3200 RPM. The early North American G10T was rated for 70 hp (52 kW) at 5500 rpm and 79 lb·ft at 3500 rpm, with torque increasing to 80 lb·ft as of 1989. Other differences between markets include "Electronic Fuel Injection" for some North American models (most commonly on the 1989+ G10T), instead of "Electronic Petrol Injection" internationally (and on some early North American models), and Japanese models being equipped with a different air filter shroud.
For 1989, the G10 engines were updated, with the most significant changes being the fuel injection and valvetrain changes listed above. Compression remained at 9.5:1, but power increased for most markets (with the exception being Japan). In the Netherlands, power and torque increased to 53 PS (39 kW) at 5700 RPM, and 80 N⋅m (59 lb⋅ft) at 3000 rpm. For North America, ratings went up to 55 horsepower at 5700 rpm and 58 lb·ft at 3300 RPM on the standard G10, 49 horsepower at 4700 rpm and 58 lb·ft of torque at 3300 rpm for the economy G10, but nearly unchanged for the G10T with 70 horsepower at 5500 rpm and 80 lb·ft at 3500 rpm. In Japan, power dropped slightly to 57 horsepower at 6000 RPM and 58 lb·ft of torque at 3500 RPM.
The G10 was updated again in 1992 for some markets, albeit with much smaller changes than in 1989. These changes aligned with the facelift that the GM M-Body cars received. The vacuum-controlled ignition advance was replaced with electronic advance, controlled by the ECU. Nearly all markets now sold the G10 equipped with an exhaust gas recirculation system. The valve cover was also replaced with a smoother, finned housing, compared to the flat blocky cover found previously. Power numbers remained unchanged, except for in 1992 specifically, where they dropped to 52 horsepower at 5700 rpm and 56 lb·ft of torque at 3300 rpm.
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.
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Suzuki G engine AI simulator
(@Suzuki G engine_simulator)
Suzuki G engine
The Suzuki G engine is a series of three- and four-cylinder internal combustion engines manufactured by Suzuki Motor Corporation for various automobiles, primarily based on the GM M platform, as well as many small trucks such as the Suzuki Samurai and Suzuki Vitara and their derivatives.
The G10 (sometimes referred to as the "G10A" to set it apart from the later G10B) and G10T are a 1.0 L (993 cc) straight-three gasoline four-stroke engine using aluminum alloy for the block, cylinder head and pistons. A 74 mm × 77 mm (2.91 in × 3.03 in) bore and stroke give the engine a total of 1.0 L; 60.6 cu in (993 cc) of displacement. Depending on year and market, the G10 could come with either a carburetor or electronic fuel injection, and was also offered as the G10T featuring an IHI RHB31/32 turbocharger. It has a single overhead camshaft driving six valves. Cylinder spacing is 84 mm (3.31 in), as for the four-cylinder G13/G15/G16 engines. Both the G10 and G10T engines came with forged iron connecting rods.
Early G10 engines (1988 and older) used a hemispherical head design with rocker arms and mechanical lifters. Valve sizes were 36 millimeter for the intake and 30 millimeter exhaust. Later G10 engines (1989 and newer) received throttle-body fuel injection and replaced the rocker arm valvetrain for a direct-acting camshaft with hydraulic lifters. Coolant now left the engine via the cylinder head, and the valve sizes decreased to 35 millimeter intake and 28 millimeter exhaust. Despite the smaller valves, more restrictive cylinder head and identical compression ratio, horsepower numbers actually increased for the 1989 update. A detuned 49 hp (37 kW; 50 PS) 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 58 mpg‑US (4.1 L/100 km; 70 mpg‑imp). 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.
Most naturally-aspirated models had a 9.5:1 compression ratio, though early carbureted fuel economy-based variants had a higher 9.8:1 ratio. Early and late G10T engines shared an 8.3:1 compression ratio. Engine output numbers fluctuated throughout the years and tended to vary between regions; with Japanese models often having the highest ratings. For the Netherlands in 1982, the G10 was rated for 50 PS (39 kW, 49 BHP) at 5800 RPM and 74.5 Nm (55 lb·ft) at 3600 RPM. For Japan in 1983, the G10 was rated at a much higher 60 PS (59 BHP) at 5500 RPM and 8.5 kg-m (61 lb·ft) of torque, while the Japanese G10T made 80 PS (59 kW) at 5500 rpm and 12.0 kg·m (87 lb·ft) of torque at 3500 rpm. Meanwhile, for North America, the standard G10 was rated for the 48 horsepower at 5100 RPM and 57 lb·ft at 3200 RPM. Despite having a higher compression ratio, horsepower ratings for the efficiency-focused G10 seen in the Chevrolet Sprint ER were lowered to 46 horsepower at 5100 RPM, with torque at 58 lb·ft at 3200 RPM. The early North American G10T was rated for 70 hp (52 kW) at 5500 rpm and 79 lb·ft at 3500 rpm, with torque increasing to 80 lb·ft as of 1989. Other differences between markets include "Electronic Fuel Injection" for some North American models (most commonly on the 1989+ G10T), instead of "Electronic Petrol Injection" internationally (and on some early North American models), and Japanese models being equipped with a different air filter shroud.
For 1989, the G10 engines were updated, with the most significant changes being the fuel injection and valvetrain changes listed above. Compression remained at 9.5:1, but power increased for most markets (with the exception being Japan). In the Netherlands, power and torque increased to 53 PS (39 kW) at 5700 RPM, and 80 N⋅m (59 lb⋅ft) at 3000 rpm. For North America, ratings went up to 55 horsepower at 5700 rpm and 58 lb·ft at 3300 RPM on the standard G10, 49 horsepower at 4700 rpm and 58 lb·ft of torque at 3300 rpm for the economy G10, but nearly unchanged for the G10T with 70 horsepower at 5500 rpm and 80 lb·ft at 3500 rpm. In Japan, power dropped slightly to 57 horsepower at 6000 RPM and 58 lb·ft of torque at 3500 RPM.
The G10 was updated again in 1992 for some markets, albeit with much smaller changes than in 1989. These changes aligned with the facelift that the GM M-Body cars received. The vacuum-controlled ignition advance was replaced with electronic advance, controlled by the ECU. Nearly all markets now sold the G10 equipped with an exhaust gas recirculation system. The valve cover was also replaced with a smoother, finned housing, compared to the flat blocky cover found previously. Power numbers remained unchanged, except for in 1992 specifically, where they dropped to 52 horsepower at 5700 rpm and 56 lb·ft of torque at 3300 rpm.
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: