Engine 1.3 DSI fuel injected Page
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1300 DOC (2 Camshafts) Homepage Cooling System Exhaust System Fuel System Ignition System Fuel Injection Reduction Drive Nessa II Nessa IV EA 81 project
Nessa IV is flying with '97 1300 single camshaft, fuel injected using RaceTech Inc. SDS EM-3D
Digital, programmable microprocessor to control port injection and ignition.
I mounted the engine in the same angle as in the car,
this allows the engine oil pick-up to work as designed
no internal modifications.
Flying 1300 in Nessa IV C-GJZM
R4 Drive 2.12 ratio
26 lb of 8" round 6061-t6 ended up at 5 lb 6 oz sprocket
see Reduction Drive
THE ENGINES
I have been working in a GM store since 1969 (mechanic); I can state that only in one case did I see an internal engine failure. The 3 cylinder turbo charged had a seized piston pin, it did not crank, the oil was so thick that it would not pour, so this was a result of owner not changing the oil.
The early 3 cylinders with steel valve cover and carburetor got about 45HP.
1989 model year the 1000cc engine was on line with TBI at 55HP @ 5700 rpm, 74lb.-ft @ 3300 rpm. This engine did have some issues at first, since GM design the head, a second generation of valve lifter was introduced, the original would not leak down and in some cases the engine experienced a no start due weak or no compression (cold days only). Later the alloy valve cover was re-design (taller) to prevent oil consumption via engine crankcase ventilation (PCV) circuit. The other problem that surface with time was the TBI unit fuel regulator spring rusted and dropped the fuel pressure, engine went into a lean burn condition, this will burn valves if ignored. Never seen a 1300, 1600 or any other Suzuki designed engines in our GM product open at the Dealer that I work.
Why not the 3 cylinder. This engine has harmonic problems, it roc-n-rolls at low end. Example; you will need to install a heavy flywheel; the 4 lb flex plate from the automatic transmission will fail on you. If this lets go at 5000 rpm it will cause damage. Even after separation if nothing else you will poop your pants. You will not know what caused the entire racket, you may decide to force land and because it is going to be a bad day, now you also damaged the aircraft and if you did not get physical damage yourself, your mind will! This will lead to lock of confidence in the installation. One of my experiences, not the pooping.
The reduction drive that I have worked out did not leave space for the distributor, besides keeping in mind that most distributors do not have advance mechanisms now it becomes work to further solve.
I was able to take the 1300 single shaft engine and install it with less weight then the 3 cylinders, it has more HP or torque, it is smoother, easier on the airframe, simpler to fuel, simpler to cool and simpler to spark. Even if you have one (3 cyl) already I still recommend the four cylinders. A bare engine no intakes, exhausts, electrics or flywheels works out to be 15 lb. in favour of the 1000cc.
Four cylinder:
1300 cc 1.3 litre L3 with TBI 1992 to 1997 70HP @ 5500 74 lb.-ft. @ 3000
1.3 litre L4 with MFI 1998 to 2001 80HP @ 6000 75 lb.-ft. @ 3000
Prior to 92 the 1.3 came with a steel valve cover this will tell you that it is solid lifters it is much louder, extremely noisy operating at high revs. This same engine TBI ones, the cooling water came out by the intake manifold between cyl 1&2 and 3&4 easy to cool. This head had no water port over transaxle.
92 to 97 the intake for the TBI is different, coolant in the car installation ports over the transaxle, it is difficult to cool when the coolant cools #1, then #2, then #3, by the time it gets to #4 cylinder the coolant is very hot. One-way of solving is to install the intake manifold of a TBI prior to alloy valve cover see (intake). Some early TBIs steel valve covers had a distributor with vacuum and mechanical advance; some people install the distributor on the cam drive side using brackets and sprockets with a small timing belt. Dont recommend it, it adds complications, a lot of moving parts and more weight. We need to keep things simple; if you question every componate as you deal with it you will eliminate un-wanted stuff. If is not needed it also will not fail.
Newer engines use the distributor as sensors for the ECU, the ECU fires the coil then the distributor distributes spark to the appropriate cylinder (see Ignition). These distributors are not useful for our needs.
Remember the Horsepower that the manufacture claims unless you are a magician you are not going to get magic figures.
History will tell us that 1 HP per cubic in. for a normal aspirated engine is the result: 1298 cc is the displacement /16.397=79.16 cu in = 79.16HP if more valves are added like the double overhead 16 valve 1.3L Suzuki Swift one will get 1.26 hp per cu in. Tune exhaust may have a 1.1 figure. The other item that people forget is the RPM if as an example because propeller or ratio of drive combination only allows the engine to turn to 5000 rpm you can be sure that you will not like the climb rate. You need the rated RPM on engine to produce full HP. Here is a non scientist way of figuring out; 80HP/6000=. 01333333x5252=70.026 lb.-ft of torque, we know that torque peaks out at 75 lb.-ft. @ 3000 rpm at 5000 the most that may be available is 70 (a guess) so 70x5000= 350,000= 350,000/5252=66.64HP. My guess is, that all you get on this example is 66.64HP; 13.35HP is about 17% short if we have 80HP available at 6000 rpm.
The double overhead cam Swift GT engine, I have one it was installed in one of my planes 35 lb. heavier, but it had 100 ponies, it was removed because of the additional weight needed the nose gear re-engineered. see DOC 1300
Tuned exhaust is like free HP Nessa IV installation Custom intake with throtle body 4lb 4oz
PVC elbow from hardware store, the box collects cold
air from cowling Naca inlet (forward of windshield)
WEIGHTS
1300 single shaft 1997 model
engine assembled with:
intake, throttle valve, airfilter, fuel injectors rail, crankcase vent lines
water pump, alternator, starter
rear engine mount bosses, crankshaft trigger & brackets
flex plate, reduction drive, belts
ready for aircraft installation dry weight of installation 150.0 lbs
*using 3 cyl. starter and alternator
List of weight for parts, assemblies and other
Engine block, head, valve cover, oil pan,
Water pump, oil filter dry 106
Crankshaft pulley, screws '97 1.7
Water pump pulley and belt, screws 1.2
Flex plate with aluminum stifner 4.0
Flex plate bare 3.0
Flex plate crankshaft spacer .6
Flywheel machined 8.5
Alternator brackets, bolts 1.5
Alternator (4 cyl) 50 amps 8.5
Alternator (4 cyl) 55 amps 9.5
Alternator (3 cyl) 45Amps 7.0
Starter (4 cyl) 7.5
Starter (3 cyl) 7.0
Fuel rail regulator hoses and 4 injectors 2.0
Home made intake manifold with throttle body, air filter 4.5
Stock intake manifold 4.5
Stock TBI injector 5.0
Quick silver carb 2.0
"j" pipe and elbow to install carb to stock intake add 1.1
Exhaust system 16 gauge mild steel 15.0
Ignition coils and wires 2.5
Ignition magnetic sensor (2) and (2) modules 2.0
Reduction drive 2.21, belt, all hardware to install 14.0
Reduction drive 2.25 72/32 15.0
Reduction drive 2.5 90/36 19.0
Plates for rear motor mounts and crank sensor 1.2
Computer to operate fuel injection 3.0
Fuel pumps 3.0
Rad (evaporator) and hoses 5.0
Coolant expansion tank & cap 1.2
Coolant 5 liters 11.0
Engine oil 3.6L 7.0
FOR INFORMATION ON LOW TECH INSTALLATION LOOK AT FUEL