Suzuki K series Tuning

"All you need to know about tuning and performance parts on the Suzuki K series engine!"

The Suzuki K series provide a fun base for your project and with the optimum uprated mods like remaps, turbo upgrades and camshafts you will definitely improve your driving fun.

Let us outline options for your K series tuning and point out the optimum modifications.

History, Power & Specs of the K series Engine

K6A

  • 1994–1998 Suzuki Alto Works HA21/HB21
  • 1998–2005 Suzuki Alto HA22/23 / Mazda Carol
  • 2001–2002 Suzuki Kei HN11S/HN12S/HN21S/HN22S / Type E
  • 2004–2009. Suzuki Alto HA24
  • 1995–1998 Suzuki Jimny JA22
  • 1998–2018 Suzuki Jimny JB23
  • 1997–2001 Suzuki Wagon R
  • 2004–2009 Arctic Cat 660 Turbo (K6A-B 115 hp)
  • 2009–present Suzuki Alto HA25
  • Suzuki Cappuccino EA21R
  • 2013–2017 Caterham 7 160/165

K10B

  • 2009–2014 Suzuki Alto/A-Star/Nissan Pixo
  • 2008–2014 Suzuki Splash
  • 2009–2014 Maruti Suzuki Estilo/Karimun Estilo (India & Indonesia)
  • 2010–present Maruti Suzuki/Pak Suzuki Wagon R (India, Pakistan & Indonesia)
  • 2014–present Suzuki Celerio/Cultus
  • 2014–present Maruti Suzuki Alto K10
  • 2019–present Maruti Suzuki S-Presso

K10C - Turbocharged

  • 2017–present Suzuki Swift
  • 2015–present Suzuki Baleno
  • 2015–present Suzuki Vitara
  • 2015–present Suzuki SX4 S-Cross

K12A - 1.2 L

69 PS (68 hp)

  • 1998–2000 Suzuki Wagon R+/Solio

K12B - 1.2 L

90–91 PS (66–67 kW; 89–90 hp) at 6000 rpm & torque 118 Nm at 4400 rpm.2009–2016 Suzuki Splash

  • 2010–2017 Suzuki Swift
  • 2010–2015 Suzuki Solio
  • Mitsubishi Delica D
  • 2014–Suzuki Ciaz

K12C - 1.2 L

90 PS (66 kW; 89 hp) at 6000 rpm & torque 120 Nm at 4400 rpm.

  • 2015–present Suzuki Solio/Mitsubishi Delica
  • 2017–present Suzuki Swift
  • 2015–present Suzuki Ignis
  • 2015–present Suzuki Baleno

K12D - 1.2 L

83 PS (61 kW; 82 hp) at 6000 rpm & torque 107 Nm at 2000 rpm

  • 2020–present Suzuki Swift Hybrid
  • 2020–present Suzuki Ignis Hybrid

K12M - 1.2 L

83 PS (61 kW; 82 hp) at 6000 rpm & torque 113 Nm at 4200 rpm

  • 2009–2016 Suzuki Splash/Maruti Ritz
  • 2015–present Suzuki Baleno
  • 2017–present Suzuki Ignis
  • 2019–present Suzuki Wagon R
  • 2012–present Suzuki Swift
  • 2012–2017 Suzuki Swift Dzire
  • 2017–2020 Suzuki Dzire

K12N - 1.2 L

90 PS (66 kW; 89 hp) at 6000 rpm & torque 113 Nm at 4200 rpm

  • 2019– Suzuki Baleno SHVS/Toyota Glanza
  • 2020– Suzuki Dzire

K14B - 1.4 L

70 kW (95 PS; 94 hp).

  • Changhe Ideal
  • Changhe Freedom Landy (Suzuki Carry based minivan)
  • Suzuki Liana a+ (Changhe built, Chinese market only)
  • Changhe Big Dipper
  • 2012–2019 Suzuki/Proton Ertiga/Mazda VX-1
  • 2010–2017 Suzuki Swift
  • 2014– Suzuki Ciaz
  • 2017– Suzuki Baleno
  • 2020– Toyota Starlet

K14C - 1.4 L

140 PS (103 kW; 138 hp) at 5500 rpm & torque 230 Nm at 2500 rpm.

  • 2015– Suzuki Vitara/Escudo
  • 2016– Suzuki SX4 S-Cross (facelift)
  • 2018– Suzuki Swift Sport

K14D - 1.4 L

129 PS (95 kW; 127 hp) at 5500 rpm & torque 235 Nm at 2000 rpm

  • 2020– Suzuki S-Cross Hybrid
  • 2020– Suzuki Swift Sport Hybrid
  • 2020– Suzuki Vitara Hybrid

K15B - 1.5 L

102–105 PS (75–77 kW; 101–104 hp) @6000 rpm & 130–138 Nm @4400

  • 2018- Suzuki Ciaz (facelift)
  • 2018- Suzuki Ertiga
  • 2018- Suzuki Jimny Sierra (4th gen)
  • 2019- Suzuki XL6/XL7
  • 2020- Suzuki S-Cross
  • 2020- Suzuki Vitara Brezza
  • 2020- Toyota Urban Cruiser

K15B-C - 1.5 L

97 PS (71 kW; 96 hp) @5600 rpm & 135 Nm (14 kg⋅m) @4400 rpm

  • Suzuki Carry

Tuning the Suzuki K series and best K series performance parts.

Best K series modifications

When talking about the best modifications for your K series engine, we are going to focus on the tuning parts that give the best power gain for you spend.

Altering your K series camshaft will make a dramatic difference to the engine bhp. Choosing a higher performance camshaft profile raises the bhp accordingly.

Fast road cams commonly bump the torque over the rev range, you may lose a little low end torque but your higher rpm power will be lifted.

Competition cams, bump the higher rpm power band but as a result the car will not idle smoothly and low end power nearly always suffers.

In a car used daily you need to match your engines power to your driving style.

I'd be completely gobsmacked if you have ever thought or claimed that a K series Competition cam is a pleasure to live with when driving in heavy traffic. The low end idle will be very lumpy and irregular, so something you would notice on a track when you drive in the upper third of the rpm band, but on roads this is a serious issue and we've heard from lots of drivers lamenting their decision to add an extreme competition cam profile to their engine.

Each engine responds better to more aggressive cam durations check your engine on a rolling road.

The engine timing and fuel pump and injectors also will say much on the power gains you'll get.

A longer valve duration can alter the power band and on most engines the exhaust and intake durations do not need to match, although most cams and tuners use matched pairs there are some advantages to extending the intake or exhaust durations.

Typical stage 1 mods often include: Intake headers, Remaps/piggy back ECU, Sports exhaust manifold, Panel air filters, Fast road camshaft, drilled & smoothed airbox.

Typical stage 2 mods often include: Sports catalyst & performance exhaust, Fast road cam, fuel pump upgrades, high flow fuel injectors, Ported and polished head, induction kit.

Typical stage 3 mods often include: Twin charging conversions, Competition cam, Adding or Upgrading forced induction (turbo/supercharger), Internal engine upgrades (head flowing porting/bigger valves), Crank and Piston upgrades to alter compression, Engine balancing & blueprinting.

The K series units respond well to mods and we're pleased to see that there are quite a few choices of parts and tuning parts out there.

Mapping should help to fully realize the full potential of all the parts you've done to your K series.

(In some cases, as the factory ECU is locked flashing is not an option, so an aftermarket ECU is the route to take, and many of these will outperform factory ECU's but make sure it has knock protection and that you get it setup properly.)

It will usually give you around 30% more power on turbocharged vehicles and you can expect to see around 15% on NASP engines, but your mileage will rely on the parts you've carried out and the condition of your engine.

Feeding more air into each cylinder is the aim to any engine upgrade project.

The intake plenum carry the air from the filter and allow it to be sucked into the engine cylinders with fuel for the squish phase.

The size of bore and shape and flow characteristics of the Intake headers can make a big difference to to fuel atomisation on the K series.

On popular production engines air intake manifolds are improved through performance upgrades, although a few OEM provide decently flowing air intake manifolds.

Larger K series valves, doing a bit of K series port enlargement and head flowing will also improve bhp and torque, and significantly will permit raising the bhp and torque increase on other upgrades.

K series Turbo upgrades

NASP engines need quite a lot of work when you add a turbo, so we have a separate guide to help you take into account the pros and cons of going this route on your K series

The more air you can get into an engine, the more fuel it can burn and uprating the induction with a turbocharger upgrade makes impressive power gains.

If your motor is fitted with a turbo parts are simpler to install and you will discover turbo engines are made using harder and stronger components.

There are practical limits for every engine, with some being very over engineered and some only just able to handle stock powerSee where you'll find these limitations and upgrade to better quality crank and pistons to handle the power.

It's not unheard of tuners spending a loads of money on turbo charger upgrades on the K series only to suffer the indignity of watching the engine block explode when it's been enthusiastically driven.

Big upgraded turbo units commonly experience low end lag, and little turbo units spool up quickly but don't have the top end torque gains.

Thankfully the world of turbo units is always increasing and we now see variable vane turbo units, allowing the vane angle is altered according to speed to lower lag and increase top end power.

Twin scroll turbo units divert the exhaust gases into 2 channels and direct these at differently angled vanes in the turbo charger. They also boost the scavenging effect of the engine.

You'll commonly see there is a limit in the air flow sensor MAF/MAP on the K series when a lot more air is being fed into the engine.

We note 4 bar air sensors coping with quite large power gains, whereas the OEM air sensor limited power at a much lower level.

Adding a supercharger or additional turbo will make large performance gains, although more difficult to configure. We have this guide to twinchargers if you want to read more.

Fuelling

Don't miss you'll need to uprate the fuel system when you are increasing the bhp - it makes the car more thirsty. Don't forget to be generous with your injector capacity.

As a rule of thumb add 20% capacity when fitting an injector, which takes into account injector deterioration and provides you some spare capacity should the engine need more fuel.

We think this one is common sense, but you'll need to match your fuel injector to the type of fuel your car uses as well.

K series Performance Exhausts

You may need to increase your exhaust if the current exhaust is creating a restriction in flow.

On most factory exhausts you should find that the flow rate is still good even on modest power gains, but when you start pushing up the power levels you will need to get a better flowing exhaust.

Sports exhausts generally help improve air flow out of the engine but do not go too large or you could very well end up with a reduced flow rate. So generally speaking, keep to 1.5 to 2.5 inches as a rule of thumb.

Common exhaust restrictions can be traced to the emissions filters installed, so adding a better flowing performance catalyst removes the restriction. We note that performance cats perform similarly to decats and have the added benefit of keeping your car street legal, as decats or catalyst removal is illegal in most territories for road going cars.

Weak spots, Issues & problem areas on the K series

The K series engines are generally reliable and solid as long as they are regularly serviced and maintained.

Carbon build up in the head, particularly around the valves which will sap power or create flat spots, this is a larger issue on direct injection engines but should be looked out for on all engines. We have tips on removing carbon build up.

Some of our members have had issues with flat spots or glitches after applying mods and upgrades or tuning, this is not usually related to this engines design, so instead see our article on diagnosing flat spots and problems after tuning which should help you get the bottom of this issue.

Regular oil changes are vital on the K series, especially when tuned and will help extend the life and reliability of the engine.

If you would like to know more, or just get some friendly advice on Tuning your K series engine please join us in our friendly forum where you can discuss K series tuning options in more detail
with our K series owners. It would also be worth reading our unbiased Suzuki tuning articles to get a full grasp of the benefits and drawbacks of each modification.

Please help us improve these tips by sending us your feedback in the comments box below.

We love to hear what our visitors have got up to and which mods work best for them on each model of car. Comments are used to improve the accuracy of these K series articles which are continually updated.

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