Swaps. Engine, transmission and other things swaps.

Suzuki Sidekick or Geo Chevy TRACKER, SWAP PAGE, it’s mostly just a list! with really good links!

Swaps have no limits. (welder and plasma cutter in hand)
Swaps can be the most complex topic of all.
USA centric: (N. America, actually)
1989-98 and some newer motors / transmission and things, swapped between years or motor types.

  1. See Engine G16 in general
  2. Mixing G16 heads, all the pitfalls, the many issues. mixing MPI and TBI engines.
  3. G10/13 swaps?
  4. The G16 Esteem engine swap, sure. (but not the crank cog)
  5. Tranny swaps.
  6. Off site great links to swaps.
  7. The rules for splines are here, for transmission output, transfer case and axles.
  8. 2 liter engine swap? J20 swaps.
  9. The huge engine V6? extreme swap
  10. So you have a 2WD but want a 4WD?
  11. Doing very odd things with CARB. ‘s
  12. Acme Diesel swaps. But finding engines, is hard in the USA and if found they want your next unborn child, as payment.
  13. Can the Suzuki H25 2. 5L V6 fit in the old G16 narrow frame body? (why not just buy a Grand Vitara or Suzuki Sport and end the pain. )

Nothing is impossible swap wise. Given time and money, tools and no limits on any.

One thing that is surprising are all the reasons for a swap. The top 2 reasons are, my motors dead 8v and want at 16v upgrade. or don’t like my A/T tranny want a 5 speed for economy.

History. Suzuki has 56 engine now so, the list of swaps are, near limitless, for sure, the perumtations of bodies and drive line parts.

USA VIN engine code 0 hell. (the VIN code is 0 for both G16 engines)
G16A and G16B (8 valve TBI and the 16valve MPI systems)
Some USA stores sell and use the KV and KC identificaion. Meaning V for VAN and C or 2 door Canvas top. (yes, silly, because outside USA they have 2 doors with 16v engines, even in France. .
In the USA, Suzuki failed to have unique VIN code for 8v and 16valve engine (and wildly different EFI)

So, I use the world body TAG method if identification. A or B. Here is one sample of many, I have collected. See me also break down all the sub codes too, like 68.
In the USA, Suzuki cured this blunder (you will buy the wrong parts if not savvy) with the J18 sport engine on up. J20, H25, etc. All larger engines have a new VIN code.
Not only that, but so does WIKI, state that fact “A/B”, if you don’t like my A/B usages, then complain to WIKI! or rewrite it, good luck changing facts.
Many after market part venders don’t even know there are 2 engines, due to that blunder. (some sellers mention no engine options, or use KC/KV or the better, A/B. )

More code malarkey. . . (the engine serial has the year code on all USA cars by law )
The KC/KV is not marked any where on car or in the operators guide.
At Suzuki (C means Canvas top = 2Door and V means VAN or 4 doors and many countries have differnent engines, in both to KC/KV means nothing outside the USA.

RPO code on GEO glove box door. (there is no KV, or KC codes on that RPO TAG EVER)
GM L01 = 16 valve MPI

GM LS4 = 8 valve TBI LN0 = carb 8v.

In the USA, the GM/Geo Trackers have VIN #8th digit as U for 8v and 6 for 16v.
The horror!
The SUZUKI VIN codes are the same for 8v and 16v, are real travesty to buying parts in the USA for 1. 6L engines, , , , the VIN IS NO HELP HERE at all. (until 1996 Sport J20 engines happened and all non Sports here are G16B)
G16 A or B. engines.

The blocks are identical, as is the crank, but the pistons are big difference. (16v have notched out pistons, for the new 4 valves per cylinder)
The 16v head will not work with 8v pistons, unless you remove the pistons and fly cut them (sorry no depth or angle spec. here) and make it work. (or buy new 16v pistons oversized and bore and hone block to fit, at your machine shop)
The 8v head and 16v are radically different. (obvious valve count) and EFI system parts. (as are the intake and exhaust ports not the same at all, even the studs are different and the spacing)
Both engines are SOHC. (a single cam) with one cam timing belt. (60, 000 mile life span, using Gates quality belts or factory belt)
Cast in numbers? (Die Casted aluminum or the like)
Reading the block cast in place foundery numbers is futile. (read the impacted S/N stamps for year code, instead, seen on the left rear bell flange (RWD)!) Just behind the largest bell bolt.
In the USA, the Serial Number, G16Lnnnn serial shows the year, and that will tell you what year it is. L= year. , in other countries this year code is not there at all. (USA laws make ours like this, unique)
(the 8V head has a black color steel motor Valve cover, or bare cast Aluminum with words cast in place “16 valves” solves this riddle)
The short blocks are not the same.
In the USA 1996 they changed 4 things, a new pan, new oil pump and a new crank pulley tone wheel and matching CKP sensor (OBD2, USA laws) and (pistons, as the 8v TBU is now EPA illegal to sell new, in the USA)
So, you can move any 96’+ engine down hill no problem to 92-95 years cars 16v to 16v.
but not the old engines up hill, unless, you move the 96 parts listed above to the older engine.
There are 3 exhaust manifolds (16v) that need to fit up. to other stock exhuast parts (16v ) the 8v is not compatible at all to 16v exhaust in any manor.
The 16v intake manilfolds are different. The early have the quad port, EGR ports and in 1995. 5 switched to mono port EGR intake manifolds, and new EGR2 parts. Keep the old manifold in your car.
Do not crossmix, 8v intake parts from 89/90 to 92-95 and doing so on 16v is not possible.
What does all this mean, well it means, if you blew your 1996+ engine. (for example) you need a 96-98 engine, or any 1992-95 16v engine and swap the 3 parts, (pump, pan, CKP) but if really compelled to do lots of work with say a free 1991 8v engine? you’d need new pistons, pan, pump and CKP.
The sensors are different, and located in different places, and the 8v uses a MAP sensor to do fueling, but the 16v uses only the MAF sensor. (read, radially direrent. ) but is all a moot point anywhere, the manifolds are drifferent so. . . why ask about sensors?
Sure, if say moving all exhausts parts from a 1995 to a 1996, the rear Oxygen 02 sensors will not be missing. . . .

See here for complex Tracker marketing schemes ( perplexing, for Sunrunner, Asüna marque, and (1992 and 1993) the Sunrunner was re-branded as a Pontiac. , Pontiac Sunrunner was sold in Canada from 1994-1998 and others.

Data on G16, can vary by plant sources, Japan, Magyar Hungary, Santana Spain, and CAMI, in Canada. , and by market and by Branding, etc. (Pontiac Sunrunners sold to Canadians, GeoTracker, or Chevrolet Trackers)
Other Suzuki’s used the G16 engine.
The N. American Canadian plant called CAMI, made Suzuki’s and Geo’s and Sunrunners and even exported Vitara’s to Germany. (at the least)

The G16 is an inline 4 cylinder displacing 1. 6 L (1590 cc).

The 8v versions are sold all over the world, up to late 2000s (explaining 53 markets here, and now, is too much. they had carbs on some models is 2001 or later)

The 16v became a requied standard in USA in Calif first in 1994 and alwas always optional from 92 to 95 in all other FED USA states, up to when the EPA forced OBD2 and 16v, on all Sidekicks and Trackers. Canada when OBD2 in 1998.

In the USA, all Sidekicks had the choice of optional 16v motors starting in 1992

For the Geo Tracker, that was the same year, for this 16 valve head, as an option. but in California the 16v was mandatate by CAL, air research board for 1994, (killing the 8v there)

1995 Federal cars can be 8v or 16v. (USA)

In Canada they buy USA cars, Canada cars and some gray market cars back then. ( in 1998 they went OBD2)

So, Expect anything up there. (count the valves) Iv’e seen JDM Vitara’s up on Canada.

Expect unique driveline types in Canada. (2/4 doors and engines) same is true world wide, with 6 engine choices, and even CARB’s.

G16B (remember the, 16v block required has the special pistons and its own new MPI ECU)

The SOHC G16B was used in the following vehicles: The WIKI IS CLEAR?

One common car (donors) besides Trackers and Sidekick, state side, is the Suzuki ESTEEM that has 2 engines options 1. 6 and 1. 8. (you can use both in the Sidekick and the 2. 0 liter engine can be put into a 1. 8L body. (or the reverse)

Some folk pull the 1. 6L Esteem engines out and put it in their Sidekick, but this works great up until 1998, when they changed the crank sensor and ECU in the ESTEEM. (So put in a new timing belt with your old CKP tone wheel cog on said Esteem. )

If you fail to do this? cog swap, the ECU crashes, that is, goes quite nuts with the crazy wrong cog. It is even causes the scan tool to go nuts (drops comm’s). (seen on a 1996 Tracker with 2001 engine)

  • 1995–2002 Suzuki Esteem SY416, Warning, the Esteem CKP (crank) sensor is not any good for any 1996+ Sidekick or Tracker 1. 6L, The 1998 cog #52G00 and newer Suzuki Esteem engine has too many star teeth, the Sidekick has only 6 teeth.
  • Out side N. America the Esteem, starting with body tag SY416-2 has the wrong CKP tone wheel cog. -1 ok, dash 2 to 6 wrong.
  • The reverse it true too, moving the Sidekick engine to the 1. 6L Esteem will fail. for the same reasons, the CKP tone wheel is wrong, and maybe the CKP sender too. (in all cases, the CKP must match your ECU!)

end data:

My Good SWAP links section: 

A really good page on motor specs.
TeamSwift • View topic – G series specs database – put in your info here

No searching allowed with no account.
Piarte4x4 forum – The Facts on Suzuki Cylinder Heads!

Here are the links (Suzuki BIBLE) that answer most of the common questions.
like, how to lift this kick.
or tire sizes/pressures,

Motor swaps or Carbs:
Engine Upgrade and Performance

Tracker or Sidekick 1. 6L EFI, becomes, Carb car. (why, I don’t know, EFI is easy)?
Pulling the ECU and throwing it away, then adding the Harley CV Carb and then the adapter plate for the Samurai Distributor ( the sammi disty is for standalone carb cars. , ie, NO ECU)
The car with only a carb added, may start, but will run like crap in limphome, like a dead slug. The ECU knows all is dead. and dumps to limphome. 12MPG and no power. and a red hot exhaust manifold.

http://bbs. zuwharrie. com/content/topic, 68647. 0. html

AXLE SWAPS IFS, ( front axles went to 26 splines in 1996 (stronger), this makes older Locking Hubs, manual or Auto hubs, obsolete going forward)

http://bbs. zuwharrie. com/content/board, 71. 0. html

2wd to 4wd conversion, (all Suzuki) best of the best!
http://bbs. zuwharrie. com/content/topic, 104321. 0. html

Steel front axle. get ride of the weak aluminum axle housing.
http://bbs. zuwharrie. com/content/topic, 101299. 0. html

Quote the forums. . . Transfer case issues.
“The 89-98 tranny is mostly the same form factor, it fits but there are exceptions:
The transfer case changed in 96 with new out put spline changed. (and for sure prop shafts)
Input is the same. to XFR case.
input spline count is 23, BTW.
All t-case (transfer case or xfr case) input splines from 89 to at least 98 are the same size and count.
T-case output shaft splines are the same from 89-95 (26 spline) and from 96 to at least 98 they are 16 spline.
The output shaft size is 30mm (1. 81″). on all. “

2. 0 Liter swaps add more power but are lots of work. .
except wide frame to wide frame swaps.
J18 to J20 swaps work directly (long block, sans manifolds) both had wide frames.
same with reverse. (J18s are rare, but Esteems had it too)

J20 engine in to narrow frame G16b body. (say 1999 J20 engine to the 1995) or J18 to J16b swaps.

ACME Diesel:

EXTREME 4. 3L V6 (old post, some photos missing but the end of thread, are still there)
hthttp://bbs. zuwharrie. com/content/topic, 59327. 560. html

Builder Parts and crank kits;

http://www. lowrangeoffroad. com/index. php/suzuki/sidekick-tracker-x90. html

http://www. lowrangeoffroad. com/index. php/suzuki/sidekick-tracker-x90/1-6l-8v-engine. html?p=1

Zuwharrie is one of the best, with vast resources on what fits what?

http://bbs. zuwharrie. com/content/topic, 100361. 0. html

Spline count questions
http://bbs. zuwharrie. com/content/topic, 88973. 0. html

Axles similar rule 96 or (mid year 95)
Sammi swap shows other facts about compatibility.
http://zukioffroad. com/Tech_Library/engine_swaps. htm

http://www. zukikrawlers. com/showthread. php?t=18908

2WD to 4WD
The 5sp tranny has a longer main shaft on 4wd so is quite different than 2wd 5sp,

http://bbs. zuwharrie. com/content/topic, 104321. 0. html

Lockrite, axles mods

http://bbs. zuwharrie. com/content/topic, 29894. 0. html

G10<> G13 <> G16? Swaps?
The G13 cam has a different dizzy drive gear, (Samurai based 830xx) that does not fit the newer G16 60A or 56B distributors. You can use any G16A engine long blocks, 89-95 USA. You can put a 95 engine into a 89/90 sidekick. (Thanks to NEAL!)
The G10 has the exact same transmission bell, bolt pattern as the G13, and the G13 tranny can be bolted to the G16 at the top,
but the bottom bolts don’t line up – so you make an adapter or weld & drill –
It shouldn’t be that hard to do the same sort of thing, to get the Tracker tranny on the G10 – the top will line up, and you work on the bottom.

Tranny swaps. ( there are 3 transmissions, 5 speed manual and 2 A/T (3/4 speed)
5 Speed swaps. (manual tranny) 5sp to any a/t car.
There are 2 consideration, here?, do you need it to be exact? or just MOVE car down road? off road only?
Things that might effect your idea of an exact swap:

  1. All gear ratios’ and speedo matching that. The axles need to match the tranny gearing.
  2. Harnesses are unique by transmission 2/4wd, 2 or 4 doors and engine type. (as the least)
  3. Even the Reverse lights work different between them.
  4. If the 4speed, has errors, after a swap to it, you will fail the smog check and not get tags for car. ( P07xx errors and CEL glowing they fail you )
  5. Each transmission is a differnt length, so the drive shafts are unique to match that. .
  6. The ECU is Unique.

See rule of spines, first.

A good plan would be:
Try to find a donor car, 4wd to 4wd, 2door to 2 doors. The wrong body or 2/4wd many parts don’t fit.

4 speed needs an 4speed TCM brain up to 1996 then in 1997 the TCM was moved inside the ECU and the name changes to PCM.
No matter what, you need a new ECU and TCM (if before 1997), after just the PCM is needed.

Ticket getting speedo?
Each tranny has its own matching axle ratios.

Do you need all dash and console lamps to work and match transmission?

Example 1:
4 speed in to 3 speed body tranny swap from D. Dresslar. Into wrong SWB body! Short wheel base, (2doors)

WIRE HARNESS R/R (remove and replace)
1. complete engine harness
a. fender fuse box
b. tranny harness
2. Complete dash harness (close attention to routing, critical)
a. main harness to firewall
b. secondary harness to exit right side to engine compartment
c. third harness from right to left to power gage cluster, lights
d. SAR harness
e. computer ( no shift module for 97 ecu ) early years you need a TCM module or the transmission becomes, a manual transmission.
3. overdrive shifter A/T lever and console.
a. p/n switch – light- plg to pig tail – secondary harness “PRNDL” switch wire up.
 a. lengthen tranny side mount 3 1/2″
 b. adapter plate fab for bottom mount, detail drawing soon.
 a. front drive shaft lengthen 3 1/2″ (24 1/2″)
 b. rear drive shaft shorten 3 1/2″ ( 27″ C/L OF YOKE TO FLANGE )

Example 2:
SWAP The 3 speed tranny to the 5 speed body. (4wd to 4wd, 2door to 2 door)
I’ve not done it, but here is the theory and parts parts lists variances and know missing things.
The mounts are diffr. by (body 2dr/4dr, M/T, A/T, 4WD and 2WD)
Same for Prop shafts, but varies by Doors, A/T and M/T and not by A/T gear speed counts.
Different shifter and cables.
Different Speedo I/P cluster. (and speedo plastic gears )
The harness is completely different for each Tranny, dash, ECU, engine bay and tranny harness sections.
5sp has front side brace mounts, 3sp not. (called stiffener bars) abandon them.
3sp has special flywheel in base flange. and the base plate and flange varies by body VIN S/N ( ouch). and engine size.
the Torque converter is completely new, 5speed gone and its clutch.
The 4sp car has no vacuum modulator, so you must plug up this vacuum port.
New ECU ( if TCC lockup is needed)
New shifter and console and all cables.
Keeping 5speed ECU issues:
I think the park pins on the A/T ECU, will mess up idle is in the wrong logic, state. (5speed to 3sp swap)
if the A/T ecu is not wired right for park, idle gets messed up (goes dead)
if the M/T ecu is attached to 3speed, there is no park pin, and when you select from park to drive. the idle controls will fail. 800 rpm failure, hot. on the 3speed, ECU it has a very aggressive idle control in DRIVE, doing that, and is not there on M/T ecu.

One part that can be wrong is that the A/T has a unique fire wall, . (sure, wrong pedal mounts)
Many cars have, the fire wall tranny cut out bigger. (the 5 speed is tiny, in comparison) in this case, i cant predict it. (but my guess is it fits)
One could use a toggle switch for TCC lockup. and use a reverse lights, bypass jumper. A/T to M/T harness jump.
I also don’t know, if the A/T shift console fits a M/T car, may work, the parts list shows different body pan for A/T, M/T. (my guess is it fits, looking at body hole mounting flange)
The 5speed is missing the throttle body kickdown bell crank and cable, wrong TrottleBody, so no kick down for 3sp, both engines 8v/16, have A/T throttle bodies.
new radiator with A/T cooler. and lines.
Speedo cable ratio change, for wrong axle. the speedo will lie badly, at all speeds, and there are no speedo plastic gears for that tranny mix.
The driver with a this 3sp will just hate the 5. 12:1 ratio Axles, this engine will really scream at high way speeds, TCC or not. and 8v the worst.
See here for calculations, for if you did 3sp into 5. 12 gears
The ECU is tuned for the 3sp, too, but I dont think anyone will notice that. . . . gearing effects load, and is more touchy on the TBI engine. than MPI.
http://www. fixkick. com/part-time-test. html#SPEED
The Vacuum modulator fitting in the intake is missing on the M/T manifold, but you can use T fitting to steal vacuum for the 3sp, modulator.
Flywheel (drive flex plate) all parts aft of it, up to transfer case. and 2 drive plates there. these parts come in 4 flavors, 2wd, 4wd and 8v and 16v.
The 3sp don’t have the engine to trans stiffener bars, like 4 and 5speed do.
The 2door has same mounts for same engine, no special P/N for 3sp there.
end, 3sp to 5sp body.

USA KICK ENGINE parts and swaps. 1. 6L G16a/b motor. ( keep in mind, other countries transistioned generations and OBD2 at diffent times, as late 2001! So not tell helpers your location is a NO GO. .
The block and crank and rods are all mostly the same 89-98.

All cranks are the same, but some early ones 89? had less counter weights and people, many dont like these. All cranks are hollow cast iron. Only Swift G16 has steel turbo cranks. GTI
All crank journals are number coded and parts must not be mixed! Same with Rods and pistons, are color coded to each cylinder. (see stamp code to deck right front. 1, 2, 2, 1 (size code on my last build)

A 92 to 98 G16B swap?
You can move any 92 though 98 G16B long block (16v) UP OR DOWN grade. (long?don’t mean manifolds, do not mix manifolds across 95/96 boundary or 8v/16v) see here for exhaust matix for all motors 1. 6L
The new block goes to old gen 92-95 easy (just do it) but. .
Moving any pre 96 engine up to OBD2 96′ cars takes some parts swaps. Remove the bad 96+ engines, pan, oil pump and CKP sensor and put in on the running older engine 92-95. CKP is manditory on 96+ cars.
Really easy to do, but the pan glue on with RTV and you can not use the pan cork gasket, or the CKP dies {distance too much}. (seen in most overhaul gasket kits)
The G16b 16v block and or head can be moved from 96-98 year down to 92, as the older OBD1 ECU don’t care at all that your new engine has CKP crank sensor. (USA) (Canada when OBD2 in 98)
The older G16B 16v block and or head can be moved forward to 96+ from 92-95 generation, if you add newer oil pump and pan/ ckp (swap)
The inductions can not be swapped, old to new or new to old get (96 is first new) the EGR systems went from quad port EGR to mono port and work way different. 96 has new EGR VSV too.
Same with EVAP parts. do not mix. (some pars or same but not all)

The 16v pistons are unique (dished for valves). all piston are number coded to find The numbered cylinders, graded sizes, standard. do not mix Them. see number piston codes on block top deck.
The 8v and 16v heads are totally different, obviously ( I think all 16v heads are the same among 16v as are the 8v family heads. )
Putting 8v heads on 16v blocks causes the valves to hit.
Carb heads have fuel pumps, so EFI heads (mech pump) dont play on Carb engines. so buy an electic pump.
The 8v TBI EFI system is completely different than the 16V EFI system. The parts are all different except ECT. ( in some cases all EFI parts are different. ) Diff, ECU, harness, sensors, actuators.
The 1996 they changed to a OBD2 ECU with a new ECU, totally different harness and such.
The OBD2 ECU has 2 more sensors and some new VSVs, the 2 sensors are 02 rear (B1S2) and the CKP, crank sensor, new oil pump and pan to fit said CKP sensor. the new VSV is EGR#2 and 3.
The 92-98 MPI fuel injectors are all same Suzuki pn.
The 8v TBI parts are different from 89/90 gen the 91 and newer, and diff injector, diff throttle body, diff, ISC
The 98 induction pipes are all plastic now and the coolant heater to same is by passed. to Air cleaner changed radially. but can be swapped in the whole. mounts to same different
Some G16B even have a unique injection harness. Do to sensor changes or other factors.

The exhaust manifolds are diff on all motors. and different between CALIF and FED cars.
16v motors changed with an added VSV2 a the rear for EGR2 check funcition (OBD2) on 96 and newer, so it is best to keep same year, intake. (drill holes?)

The 8v induction all looks the same but the M/T is missing one A/T vacuum nipple. On M/T manual tranny induction manifold.
The distributors are all diff, 8v to 16v but the old 16v (pre 96) are not compatible with 96 for vast reasons. 96+OBD2 Distributor is new. ( and worse world wide)
Oil pumps are diff in all 3 gens, 89-91, 92-95 and 96 to 98.

Mre oddities, pit falls and some states or countries totally different.

  •  the induction plenum on 98 is no longer split its now Unified, (can be a big PITA for many)
  •  the mounts to the above air tube are diff.
  •  some 96s have the old 4 port EGR injection (used from 92-95. 5 and some 96s ) The ECU can get real upset with this 0BD1 <> OBD2.
  • and is not compatible with 98 plenum at all.
  •  ECU is different all years. vast differences, the closer you get to 98
  •  EGR on older motors do not have the EGR level 2 check VSV
  •  the EVAP2 system is different that the 96 Evap 1 system and harnesses in the bay are different due to that,
  •  the 4sp tranny puter TCM was deleted in 1997, and moved to ECU. s (harness changes big time all over)

Many find these issues just a speed bump (me) but other these issues are show stoppers (like passing California’s new pre visual smog inspections) so not telling the helper these facts make answers a NO GO.

The A/T unique parts on B16B 16v are:
special dual bell crank Throttle body throttle. for KICK down cable.
special intake Plenum ( larger tank on top )
special intake runners section.
A/T and M/T flywheels are not the same.
Special fly wheel and associated mounts.

G16A<>G16B swaps. (wrong heads) 
The G16B (MPI) Down grade to G16A (TBI) 16v to 8valve swap ( reason? a person found free 8v head, and tries to cut a fat hog?)
The MPI and TBI systems are totally differnent, for ECU, harness, heads, pistions, manifolds, and sensors; the MPI has 3 more injectors. . . . so. . . .

Or wants to put a 16v G16B block under the G16A 8v head, ( I think it only messes up CR, Compression Ratio)”the issue is CR and valve to pistion clearance.
The 16v head will never work on any 8v G16A block or bend valves. (see those fly cut top (cast really) 16v pistons there?)
You need to fly cut the pistons and make sure clearance happens (4 valves to pistion top).

G16 engines swaps, there are block swaps, head swaps, long block swaps and what I call pallet swaps. (the whole engine on a pallet with all manifolds and sensors, etc)
One of the wildest swaps, to me, is the putting of a 8v head on a 16v engine and EFI.
It’s true, that the block, crank and rods are the same, but not the pistons! nor lots of other things. . .
The word fit has many meanings, mechanical fit. Fits and runs a bit and not explode, fit runs and runs like new, and fits and runs and the smog man is happy (never happen in Calif “simple”)
The Consensus on http://bbs. zuwharrie. com/ is that we have these serious issues. (do your own research or do your own measurements when doing wild things)

  • The intake Manifold and it’s 4 injectors will not fit up. ( obvious? no manifolds can be swapped (the mounts are not the same). unless you whnt to cut then weld up custom manifolds )
  • The 16v distributor will not mount to a 8v head.
  • The exhaust manifolds are completely different. (and head mounts)
  • To mix heads and pistons you need to check deck /chamber volume and use that to find total Compression Ratio with known head chamber CC’s
  • If you get the idea to mix blocks (pistons) with heads, you need to check valve clearances to piston tops very carefully, with a dial indicator at valve stems and weak test spring and the clay test for radial and axial clearance!
  • The are 2 guys in this post running 8vh head over 16v block, and didn’t explode, but said, he never did the CR checks or the clearances tests (valve to pistion, dynamic tests and measurments covered in all motor builders books in print. )
  • The 16v induction manifold mounts don’t fit 8v head, nor do the water feed from head! not by a mile. nor the EGR path. nor. . . . . (the cam belts must be matched to head type, and cogs)
  • The external coolant outlets are not even close. Major changes.
  • The the 8v (TBI)on any G16B(MPI)Block the orig. ECU for TBI don’t do well with VE changes, (flow changes with 16valve now added) But the other way will work flow-wise, MPI ECU on a 8v head. (do to smarter batter MAF sensor )
  • Swapping head for sure changes the timing belt size and cog needs.
  • There may be serious compression ratio issues. (mixing pistons with combustion chambers) ( an cause pinging detonation issues (boom) if the pistons quench area’s are modified)
  • The pistons can be fly cut to fit the valves, as can too high compression ratio’s corrected.
  • All engines builds, if wrong parts used or stroked cranks, or milled head/block decks are cut very DEEP, need to be interference checked with clay. (or dial indicators methods)

One guy tried and Esteem engine G16 swap 1996, the CKP crank sensor is not to be used off the Esteem, as it has way too many tone wheel spikes, use only origional car sensors and crank COGS tone wheels. .
We do see one person putting a J20 long block into J18 Sidekick sport with no issues at all, the MAF just sucks it up. That is measures the full bore suck flow. The J20 is just a stroked J18. (and easier to find used)
In all cases, best is to avoid manifold swaps or using non stock for your year and engine sensors.

end, 8v down grade swap. I’m no expert on swaps, please see zuwharrie pages on swaps, they have DEEP DATA THERE. (every which way, but loose) I do have all part numbers of all sidekick parts, (to check a match)

Axle or Axle 3rd member carrier swaps.

http://bbs. zuwharrie. com/content/topic, 104882. 0. html

My axle ratio testing, axle in car, etc. some are funny.

My page on 4wd and axle ratio’s etc. calculations, etc.

Best place for asking questions is FixKick forum.

3 thoughts on “Swaps. Engine, transmission and other things swaps.”

  1. Hey Y’all

    Can I swap my Suzuki Grand Vitara 2.5 w/5spd into Chevy Tracker 2.0 w/5spd?

    Are the engine & trany mounts the same?

    Are the ECUs & harnesses the same?

    Thank You & God Bless
    US Army Vietnam Veteran

  2. I want to know if a 5 speed manual transmission off a 1.6 engine will work on a 2.0 engine .

  3. I have found a lot of good information on this site 🙂 🙂 😉 I have a 1996 Suzuki 1.6 ltr. 4wd 104,139 miles on it. I have been stopped every where I go ,with people asking me if I would sell it to them. Answer…No. no oil leaks on driveway, yet. I do my own maintenance. Oil change every 3000 miles, like on my 6.5 turbo diesel 1995 Chevy silverado,Silverado, 3000 miles. Thank you very much, for putting together all of this information. Thank you for your service to the USA ! And God bless.


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