has anyone here ever tried this combo?
i was tinkering with a couple motors last night and it seems to have enough valve to piston clearance even though the 8 valve pistons have diffrent valve releifs

i know honda guys do a similar combo to raise the compression ratio...

any info greatly appreciated

also have a TBI head and auto trans for sale, check the classifieds

Both should fit, however, the intake is completely different, multipoint injection to throtle body injection.
I don't know if you guys have them there, but we have a street car called 'swift' wich came out with a carburated 16v 1.6 engine, wich is nearly plug-and-play on a 1.6 8v tracker engine block.

the situation is I have a tracker with a MPFI 1.6 16 valve but the lower end is shot

but i have another block from a 8valve

i am attempting to use the 8 valve block with the 16 valve head using all 16 valve parts

Both should fit, however, the intake is completely different, multipoint injection to throtle body injection.
I don't know if you guys have them there, but we have a street car called 'swift' wich came out with a carburated 16v 1.6 engine, wich is nearly plug-and-play on a 1.6 8v tracker engine block.

In the UK the early Vitaras (old shape Track/Kick) were carburettor motors with the mechanical fuel pump. I do know that the 8V head will fit on a 16V bottom end OK, I believe that the other way round will give a lower CR as the piston cutouts on the 8V pistons are larger. If you have both heads then you can measure the combustion chamber sizes and cutout volumes to verify this. There may also be an issue with the sensors as I believe some of them have a Crankshaft Position Sensor that the 8V doesn't have.

  The later 16v will run open loop without a cps so thats no biggie ,if the pistons wont hit then id say yep,did you clay them up and measure for clearance?They prolly need at least .090 to .120 to clear rod stretch...

     I am looking for an extra 8V head.  I have a 16v head I'll trade you for.
Let me know I am in Central FL.  I am also looking for a 1.3L intake manifold too.

the situation is I have a tracker with a MPFI 1.6 16 valve but the lower end is shot

but i have another block from a 8valve

i am attempting to use the 8 valve block with the 16 valve head using all 16 valve parts

as long as you use the 16v parts you will be fine. the only difference between the 8v and 16v BLOCKS are the pistons

so we had to use the 16v crank pulley and tensioner because the timing belt is wider but everything else went great
truck runs very nice now

thanks for the help guys
and to the trade for a 16v head...
thanks but i'll pass, i don't want any more parts sitting around

Th

e later 16v will run open loop without a cps so thats no biggie ,if the pistons wont hit then id say yep,did you clay them up and measure for clearance?They prolly need at least .090 to .120 to clear rod stretch...

isn't the crank position sensor in the actual distributor?
i am using the 16 valve head will ALL 16v parts, including the distributor...?

isn't the crank position sensor in the actual distributor?
i am using the 16 valve head will ALL 16v parts, including the distributor...?

Early 16V and 8V have a Camshaft Position Sensor (CPS) in the distributor, later 16V are sequential injection and have a Camshaft Position Sensor in the distributor, referred to as a CMP Sensor and a Crankshaft Position Sensor, referred to as a CKP sensor. The distributor rotates at half engine speed and therefore can't differentiate between exhaust stroke and compression stroke. I don't know what year it changed as US model changes differ from UK models.
Its useful to know that this swap works, it opens up a few more options, thanks for the info.

Quote from: reckedracing on November 06, 2006, 06:29:27 AM

isn't the crank position sensor in the actual distributor?
i am using the 16 valve head will ALL 16v parts, including the distributor...?

Early 16V and 8V have a Camshaft Position Sensor (CPS) in the distributor, later 16V are sequential injection and have a Camshaft Position Sensor in the distributor, referred to as a CMP Sensor and a Crankshaft Position Sensor, referred to as a CKP sensor. The distributor rotates at half engine speed and therefore can't differentiate between exhaust stroke and compression stroke. I don't know what year it changed as US model changes differ from UK models.
Its useful to know that this swap works, it opens up a few more options, thanks for the info.

the CMP sensor was used on all 1.3l TFI and 1991 1.6l engines.  the CKP sensor is only found on the 1996-1998 1.6l engines which are MPFI.  the CKP sensor is located in the oil pan front gasket flange.  the CMP is located in the distributor.