ZUKIWORLD Online | Suzuki 4x4 Editorial and Forum
ZUKIWORLD Discussion Forum => Suzuki 4x4 Forum => Topic started by: 92jx on March 20, 2006, 03:41:59 PM
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what the most power somebody has made n/a with a SOHC 16v? i would like 140 whp but don't know how realistic that is i can't seem to find anything for this engine like cams or pistons
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You could squeeze 120 out of one, but
you would loose low end grunt in search
of your HP figures.
I could steer you in the right direction on parts,
but I need to know if you have a limit on your
buildup.
Wild
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What do you want to acheive? What is your budget? How far are you prepared to go? There are options available but it will require some work on your part to source them and get it put together in a way that will work for you. Do you want to keep it stock internally or are you willing to resleeve it for 78 or 79mm pistons? Cams can be sourced but it depends on what type of cam spec you want as to whether you may need to look at your rockers. Headers are available but again depending on what you are trying achieve you may need to look at custom building some to suit. 1.3 flywheels will help a manual and underdrive and adjustable cam pulleys are available. Some port matching and undercutting the valves is an option. Also there is a crank scraper to suit and a windage tray can be organised. Honda D16 pistons could be used for more compression etc, etc. I know of someone who builds these motors for speedway racing here for high rpm power. There is always aftermarket computers.
In mine I just did a cam and adjustable cam gear and some Tri-Y headers with a 2" exhaust and freeflowing cat and turbo muffler. It certainly woke it up without losing any reliability as I used it as a daily driver as well as offroad.
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Hey Wild you are right again...
You can build 140hp from a 1,6/16v, but you are not gonna want to 4X4 with it. The cam timing needed, injection mods, exhaust and head mods are going to produce a rice rocket style motor.....lots up top but little down low.
If you just gotta have that kind of normally aspirated power yoou should be looking at a 2.0 swap. 130hp out of the box, lots of torque easy parts availability.
Zag
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How many HP is the adj cam gear worth? What about $? And where can I get it?
Thx,
-Steve
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adjust. cam gear doesn't realy make hp on sohc..it just allow you to move your power and torque curve around at high end or low end depend on where you want your power to be .. on dohc you can dial them to the right valves over lap ..that would
make lil hp .. good luck
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If you just gotta have that kind of normally aspirated power yoou should be looking at a 2.0 swap. 130hp out of the box, lots of torque easy parts availability.
Or you could always swap in the 2.5 V-6 and have 165 HP and 162 ft-lbs torque or even the 2.7 V-6 and have 185 HP and 184 ft-lbs torque!!! :o ;D
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How many HP is the adj cam gear worth? What about $? And where can I get it?
Thx,
-Steve
As mentioned, the adjustable cam gear doesn't make hp as such but lets you shift the power/torque curves either way. What that means is the amount of power/torque available to you at a certain rpm can be increased more in line with where you want it. For example by bringing the powr 500rpm earlier on a 16v you could now have say 20% more power at 3000rpm than you did previously.
You can get them from Adam at http://occracing.com/
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I wish I could swap in a 2.0 legally here in CA >:(
Ive heard that it is possible to put a DOHC Head on the 16v...not sure if anyone here has attempted it or if its worth it
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1.3 Swift GT DOHC head will fit,
but they are hard to find.
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you can as long as it is the same year or newer motor for the vehicle and meets all smog laws. you cant go back in technology, but you can go forward. so if its for your 93, you should be fine.
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I would like to do a diesel swap, like a peugeot 1.9 out of a 505. There are a few of them out there, and nobody cares about them. Or,a Isuzu I-mark diesel swap, as nobody cares about these either. their only downfall is that they are more rare than the 505. I saw one in the pick and pull and wanted the whole car, but the d bags at pick and pull said that if a car is in the back area of the lot, then it goes to the crusher ::) >:(. It is really too bad, as I have seen some vehicles out there with low miles and excellent condition.
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I would like to do a diesel swap, like a peugeot 1.9 out of a 505. There are a few of them out there, and nobody cares about them. Or,a Isuzu I-mark diesel swap, as nobody cares about these either. their only downfall is that they are more rare than the 505. I saw one in the pick and pull and wanted the whole car, but the d bags at pick and pull said that if a car is in the back area of the lot, then it goes to the crusher ::) >:(. It is really too bad, as I have seen some vehicles out there with low miles and excellent condition.
Wouldn't it be fairly difficult to get all the OBD II sensors running in a new car such as mine on this swap?
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Diesel is exempt from OBDII until around 2001
or so.
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As mentioned, the adjustable cam gear doesn't make hp as such but lets you shift the power/torque curves either way. What that means is the amount of power/torque available to you at a certain rpm can be increased more in line with where you want it. For example by bringing the powr 500rpm earlier on a 16v you could now have say 20% more power at 3000rpm than you did previously.
You can get them from Adam at http://occracing.com/
I dont understand.
If you can move the torque curve with the cam gear... and you move it upwards in RPM to say 4800 RPM 100 ft/lbs pk TQ instead of 4200 RPM 100 ft/lbs pk TQ, since HP = (TQ*RPM)/5252, then how can you not be making more HP?
-Steve
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You are just shifting the curve up or down the rev range. Yes, you may be making more power at a given rpm but the peak power doesn't change. If you are making 100hp peak at 6000rpm then all you are doing is shifting that peak to maybe 5000rpm or 7000rpm for example but it is still only giving you 100hp. For our purposes driving offroad we don't want our power up high but rather down low so if we can get what we had at say 4000rpm now coming on at 3000rpm then that's a good thing and the fact that our peak may now be at 5000rpm instead of 6000rpm isn't really a big problem.
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Look at the graph and change the rpm numbers on the bottom by say 500rpm or 1000rpm either way and then see what the torque and power figures are now for that new rpm and you will get the idea of what is going on. The graph itself does not change.
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Diesel is exempt from OBDII until around 2001
or so.
I was a bit vauge on that
I was reffering to a 2.0 tracker engine.
To restate: Getting the sensors to work into a new host vehical would seem like a fair amount of work
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I dont understand.
If you can move the torque curve with the cam gear... and you move it upwards in RPM to say 4800 RPM 100 ft/lbs pk TQ instead of 4200 RPM 100 ft/lbs pk TQ, since HP = (TQ*RPM)/5252, then how can you not be making more HP?
-Steve
cj is correct .. by moving the cam gear you don't change the cam lift or duration ..you re just advance and retard the cam lift and duration ,that moved your power band .....still the same cam profile
example if you want power at low rpm you can advance the gear or retard the gear for power on top end..that's on single cam motor..  on twim cams  can can advance the intake cam and retard the exhaust cam for valves over lap..that will net some hp  because exhaust help pull the intake air in ..but we are talking about most of 5hp depend on what motor and set up
this my set up ..254whp 140ft N/A
(http://i46.photobucket.com/albums/f124/slow86crx/aae.jpg)
(http://i46.photobucket.com/albums/f124/slow86crx/aac.jpg)
(http://i46.photobucket.com/albums/f124/slow86crx/aad.jpg)