Tuning the Suzuki K6a 660cc engine
Discussion
Anybody have experience of tuning the Suzuki K6a engine or derivatives of ?
It was the one used in the Cappuccino and a few other things like the carry van and the Jap market Jimmny. I see various Japanese companies listing forged pistons, liners, steel cranks etc and read about a race car that was got up to nearly 200bhp.
Considering a project based around one of these so any info would be appreciated. With it already being turbo charged I suppose it is fairly low compression but how much boost can it stand and is there any room in the block to increase the capacity with different liners an pistons ? Do the heads respond to porting or are they already fairly god ?
It was the one used in the Cappuccino and a few other things like the carry van and the Jap market Jimmny. I see various Japanese companies listing forged pistons, liners, steel cranks etc and read about a race car that was got up to nearly 200bhp.
Considering a project based around one of these so any info would be appreciated. With it already being turbo charged I suppose it is fairly low compression but how much boost can it stand and is there any room in the block to increase the capacity with different liners an pistons ? Do the heads respond to porting or are they already fairly god ?
I can't speak for that particular Suzuki engine but I know that a lot of Turbo Kei's are mainly very restricted by the intake/exhaust side of things to meet the kei car BHP limit. Engine blocks by and large can cope with a fair bit more boost and power as standard.
If it helps My OH's Copen has a horrifically restrictive airbox, tiny inefficient intercooler, restrictive turbo downpipe amongst other things. Making it breathe better should be first port of call by installing an induction kit, bigger intercooler, bigger bore exhaust system, de-cat, those plus a BOV and fuel cut defender and you can make decent power on even the tiny standard turbos, probably about 90ish hp up from the low 60's thats before you start looking at better fuelling, remaps, bigger turbos and finally cracking the engines open to improve internals. Hope thats relevant to the Suzuki engine!
If it helps My OH's Copen has a horrifically restrictive airbox, tiny inefficient intercooler, restrictive turbo downpipe amongst other things. Making it breathe better should be first port of call by installing an induction kit, bigger intercooler, bigger bore exhaust system, de-cat, those plus a BOV and fuel cut defender and you can make decent power on even the tiny standard turbos, probably about 90ish hp up from the low 60's thats before you start looking at better fuelling, remaps, bigger turbos and finally cracking the engines open to improve internals. Hope thats relevant to the Suzuki engine!
Thanks for the reply.
Really for the project to be viable I need to get up to around 3bhp /kg. I am guessing it should be possible to get one of the cars down to say 550 Kg with a cage fitted so for it to be worth doing I will need around 185bhp.
The Cappuccino seems a good choice as it has proper suspension (wishbones) as standard and being a convertible has the structural weight lower to the ground.
Within the rules I can do what I like with the heads, induction, exhaust and internals. All I need to do is keep the block externally the same and the capacity below 820cc.
There must be someone who has already tried, it is just a case of finding them.
Really for the project to be viable I need to get up to around 3bhp /kg. I am guessing it should be possible to get one of the cars down to say 550 Kg with a cage fitted so for it to be worth doing I will need around 185bhp.
The Cappuccino seems a good choice as it has proper suspension (wishbones) as standard and being a convertible has the structural weight lower to the ground.
Within the rules I can do what I like with the heads, induction, exhaust and internals. All I need to do is keep the block externally the same and the capacity below 820cc.
There must be someone who has already tried, it is just a case of finding them.
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