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Suzuki  Engine Information

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The following technical bulletins were published by AERA.


                                       Rear Main Oil Seal Leakage On
                            1996-98 Suzuki 1.8 & 2.0 & 2.5L DOHC Engines

The AERA Technical Committee offers the following information regarding rear main oil seal leakage. Engine oil leaks have been reported after rear main oil seal replacement. This leakage may be due to improper seal installation if the proper special installation tools were not used.

To reduce the likelihood of rear main oil seal leakage Suzuki advises using their oil seal guide and installation tool.  After obtaining the tools use the following diagram to assist installation of the rear main seal, Part #0928398002. 

1. Apply a light film of clean engine oil on the bore opening and crankshaft oil seal.
2. Make sure the large chamfer on the oil seal guide is facing away from the crankshaft before assembling the seal and installer ring. 
3. Note: The larger diameter of the installer ring should face toward the crankshaft. 
4. Use a plastic hammer and lightly tap the seal inward, rotating blows around the installation tool. 
5. Continue installation until tool bottoms out on the rear block face. 

                                                                          The AERA Technical Committee


                                             Upper Engine Oil Leaks On
                                  1989 Suzuki 1.3L DOHC (VIN 3) Engines

There have been instances of oil leaks on Suzuki 1.3L engines manufactured before February 10, 1989, caused by the front camshaft oil seal coming loose.  Suzuki has found that this problem may be corrected by reducing the width of the seal.  The original oil seal had a width of 8 mm and it has been replaced
with Part #09283-32026, which is 6 mm wide.

When installing the new seal, it is suggested that the front camshaft bearing cap be removed.  The seal should be installed so that the outer seal surface is flush with the machined surface surrounding the seal bore.  It is critical to ensure that the outer portion of the seal is not recessed in the seal housing bore (see illustration).  Seal recession may restrict the oil return passage and cause premature oil seal failure.  Re-torque the camshaft bearing cap bolts to 84-102 inch lbs. and the rocker cover bolts to 36-42 inch lbs.

Finally, inspect the timing belt for oil contamination.  The belt should be replaced if there is any contamination or residue present.  Operate the engine upon completion of this procedure and inspect for oil leaks.

                                                                       The AERA Technical Committee


                          Intake Manifold Modification Improves Cooling On
                                                    Suzuki 1.3L Engines

The AERA Technical Committee has recently become aware of a repair procedure on 1985-92 Suzuki 1.3L intake manifolds to improve engine cooling.  Beginning in June 1992, a revised intake manifold went into production to supplement engine cooling.  The change, effective VIN Code #JS4JC31C-N4102470 also involves a revised thermostat, which is not interchangeable with the older design.

It is possible to modify the older (1985-92) intake manifolds to take advantage of the revised thermostat and provide more effective engine cooling.  The modification involves enlarging the water port opening to 1.890 and the thermostat mounting counterbore to 2.224.  Refer to the illustrations below to
assist in the machining of the intake manifold.

The revised thermostat now incorporates a rubber O ring on the outside diameter to provide a more effective seal.  There are currently two thermostats available, Part #17670-56B00 for 180 degree Fahrenheit opening, and Part #17670-56B10 for 190 degree opening.

                                                                       The AERA Technical Committee


                                Revised Engine Specifications On 
                                1996-99 Suzuki 1.8L VIN 2 Engines

The AERA Technical Committee offers the following information on revised engine specifications for 1996-99 Suzuki 1.8L VIN 2 engines. Failure to use 
these specifications may result in premature engine failure after assembly. 

Apparently, Suzuki service manuals listed inaccurate information regarding connecting rod journal dimensions and torque values for the camshaft timing 
sprocket bolts and the main bearing cap bolts. The dimension for the connecting rod journal is listed for a .010 (.25mm) undersize diameter. The correct specifications are listed below.

Engine Part                                           Old Spec                          Revised Spec

.010 Undersize Rod Journal           1.9570-1.9591                    1.9580-1.9586
Cam Timing Sprocket                       43.5 ft/lbs                             57.5 ft/lbs
Main Bearing Cap Bolt                      18 ft/lbs                                19.5 ft/lbs

                                                                               The AERA Technical Committee


                               Revised Cylinder Head & Rocker Arms On
                                    1992-96 Suzuki 1.6L SOHC Engines 

AERA members have reported cylinder head and rocker arm modifications on 1992-96 Suzuki 1.6L SOHC engines. This design change occurred in June of 1992 and involved the spacing between the rocker arms. Intermixing of previous head, rocker arm and thrust springs should not be attempted. The changes affect the valve train geometry and could result in engine failure if the components are intermixed.

Cylinder heads may not be interchanged unless the rocker arms and spacer springs are also changed to the appropriate design. Currently both design heads are available from service parts under Part #111000-57B01 for the early head, and Part #111000-57B02 for the later.

Refer to the illustrations below to compare component differences.

                                                                             The AERA Technical Committee


                                           Connecting Rod Caution On
                                    1989-96 Suzuki 1.6L VIN O Engines

The AERA Technical Committee offers the following information regarding a connecting rod caution on 1989-96 Suzuki 1.6L VIN O engines. It has been reported there are two styles of connecting rods used in these engines. One 
uses a locked piston pin design and the other uses a full floating design. Using the incorrect rod for your application may lead to engine failure. 

Apparently, engines were manufactured first for an interference fit between the connecting rod small end bore and their piston pin, thus locking the pin to the rod. That design evolved to a full floating design and the piston pin is maintained in the piston by clips.

The confusion started at the time the full floating assembly was introduced, as the rod did not incorporate a piston pin bushing. The pin is allowed to float within the small-end housing bore. It appears the manufacturing process only increased the small end diameter to create the desired clearances. All other aspects of the connecting rod remained similar. 

Using a full floating rod on a locked style piston may cause an engine failure. Using a locked style rod on a full floating style piston may also cause an engine failure. 

Some aftermarket piston suppliers are supplying only the full floating piston design. Some engine builders are using only that style piston and machining all 1.6L connecting rods to small end housing bore of .7481-.7485 (19.002-
19.012 mm). The desired piston pin to connecting rod small end housing bore oil clearance is .0001-.0005 (.0025-.0127 mm). 

                                                                          The AERA Technical Committee


                                        Cylinder Head Oil Restrictor On
                                             1989-95 GM 1.0L Engines

AERA members have reported some confusion on the cylinder head oil restrictor used on 1989-95 GM 1.0L engines.  This engine uses hydraulic lash compensators in the cylinder head and the restrictor is used to control the amount of oil directed toward them.  The confusion has been the correct location of the restrictor.  Apparently some engines have it installed into the cylinder head and some in the cylinder block.

Regardless if the restrictor is screwed into the block or head, it also prevents excessive amounts of oil into the cylinder head area.  If the oil control plug (restrictor) is not installed, the additional oil may overwhelm the PCV system and cause oil consumption. 

When properly installed, this restrictor, Part #96051574, also acts as an anti-drainback valve and prevents lifter noise at start-up.  This engine is made for GM by Suzuki and they also offer this restrictor under Part #11112-73001.

                                                                   The AERA Technical Committee


                                                Timing Chain Rattling Noise On
                                                 1999-2002 Suzuki 2.5L Engines

The AERA Technical Committee offers the following information regarding a timing chain rattling noise on 1999-2002 Suzuki 2.5L engines. This noise comes from the front of the engine behind the timing cover and is normally heard the loudest when the engine is cold. Vehicles that are affected are the Grand Vitara & XL-7.  
There are 3 timing chain tensioners on this engine and causing this problem is the number 1 timing chain tensioner that is not properly adjusted. In order to fix this problem, Suzuki recommends replacement of the number 1 tensioner only as shown in the Figure 1 below. The new tensioner is being offered under Part #12831-85FA7. If there is a tensioner noise for the first 5 seconds of engine operation, Suzuki considers this normal under engine operation. 

After installation of the tensioner, properly clean the sealing surface on the timing chain cover, crankcase, cylinder block and cylinder heads for installation. Apply sealant ?A" Suzuki Bond 1207F (Part #99000-31250) to the timing chain cover sealing surface as shown in Figure 2. Apply sealant ?B" Suzuki Bond 1207B (Part #99104-31140) to the mating surface of the cylinder block and head. Use a plastic scraper as a jig to force the sealer into the air gap formed between the cylinder block, head and head gasket as shown in Figure 2A. 

NOTE: Failure to perform this step will result in an oil seepage that will migrate down the front of the block and be diagnosed as a crankshaft seal leak. 

                                                                          The AERA Technical Committee


                                      Oil Consumption & Smoking On
                              1985-98 GM 1.0L VIN 2,5,6 & M Engines

The AERA Technical Committee offers the following information on oil consumption and smoking for 1985-98 GM 1.0L VIN 2, 5, 6 & M engines.  Complaints of oil smoke out the tailpipe have been expressed whereas that condition was not evident before the head was removed.

The cause of this smoking condition may be the result of installing an incorrect cylinder head gasket. Through the above mentioned years there have been different gaskets used. Currently, there are two available, one for engines 
before 1989 and one for engines manufactured during 1989 and later. 

Head Gasket Selection

YEAR                    VINPart                 Number

1985-88                 5 & M                   96055143
1989-98                 6 &  2                   96062781

There are several significant differences in the openings of gaskets for coolant and crankcase air. One of the most noticeable differences is one opening labeled Ain the illustrations below. Suzuki, the manufacturer of these 
engines indicates that hole is designed for controlled flow of crankcase blow-by gases. The earlier designed engines use a gasket with an opening of approximately .580 (14.73 mm). While the later engines are designed for a .162 (4.11 mm) size opening at location A. 

Several reports of an incorrect head gasket installation have been made, which have resulted in this smoking condition. Installation of a head gasket with the correct size opening re-established the proper crankcase ventilation and eliminated the smoking condition. 

                                                                                The AERA Technical Committee

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