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Much has been written about swapping Suzuki’s G16B 1.6 liter 16-valve engine into the Samurai. It is mechanically very simple (as engine swaps go) but the wiring can be a daunting challenge for many. To date it has been necessary for the DIY builder to perform extensive research, gather all the information they can find, try to make sense of it, and take their best shot (or pay someone that has already done it). There is no one “correct” way to make this engine swap. The variations are nearly endless. Much of it involves personal preference. What is presented here is a process that is known to be successful, along with some of the more familiar options. ALL WIRING SHOULD BE DONE WITH THE BATTERY REMOVED FROM THE VEHICLE 1.1. It is HIGHLY RECCOMMENED that you purchase the appropriate Field Service Manual for your engine model year (either digital or print copy). Though there are only two sections that are relevant to a transplanted engine the information is absolutely invaluable. Much – but not all – of the required Information is also available in most aftermarket vehicle specific service manuals (Haynes, Chilton’s, etc.) The pertinent sections (6 & of the 1996 Tracker FSM may be downloaded for free from Acksfaq.com (donations are appreciated). 1.2. 1992 through 1998 Suzuki/Geo (GM) vehicles with G16B (1.6 liter 16-valve) engines can be identified by the 8th digit in the Vehicle Identification Number. “0” for Suzuki badged vehicles, “6” for Geo’s (“U” indicates an 8-valve 1.6L). 1.3. The most common set-up, and arguably the simplest, mates a donor Tracker or Sidekick engine, with the Samurai 5- spd Manual Transmission. Donor engines with Automatic Transmissions (3 or 4 A/T) are easily rewired to work with the Samurai 5-spd M/T. Specific notations for installing the donor engine with a 3 A/T appear where necessary. The 4 A/T is significantly more complicated and is not included in these instructions. 1.4. It is preferred (but not required) that the ECM and engine be of the same model year. However, as long as the computer has all the necessary inputs and outputs it makes no difference what motor it is physically controlling. It should be noted that OBD1 vehicles (1995 & earlier) are much less complex than OBD2 vehicles (1996 & after). The earlier technology is far easier for the amateur auto electrician to manage. OBD2, being more modern, has nearly twice as many sensors & controls. Properly tuned, OBD2 engines will provide slightly more power, better fuel economy, and cleaner emissions. Replacement parts are also easier to find, but of course, are more expensive.

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FORD: 2005 Mustang 2004-2005 F-150 2005 Expedition, F-250, F-350 This article supersedes TSB 05-15-8 to update the Service Procedure. ISSUE Some vehicles equipped with a 4.6L 3-valve or 5.4L 3-valve engine may exhibit a ticking and/or knocking noise after reaching normal operating temperature. The noise may be described as “ticks”, “taps”, “knocks”, or “thumps”. In some cases the noise may be a normal characteristic of these engines. In other cases the noise may require further investigation. Sorting out and defining the noise as reported by the customer is important to successfully diagnose and/or repair the condition. ACTION Before starting diagnosis, it is critical to determine the specific engine noise the customer is concerned with. The customer should be interviewed to get their detailed perception and description of the noise, and to determine if the noise occurs at idle or above idle speed, and if the engine is cold, hot, or both. Attempt to duplicate the noise, and determine the source of the symptom. Refer to the following Service Procedure to help determine the source of the noise and if a repair is needed. LINCOLN: 2005 Navigator PRE-CHECKS 1. 2. 3.

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2005 Mustang 2004-2005 F-150 2005 Expedition, F-250, F-350 Some vehicles equipped with a 4.6L 3-valve or 5.4L 3-valve engine may exhibit a ticking and / or knocking noise after reaching normal operating temperature, or a rattle upon starting. The noise may be described as ticks, taps, knocks, or thumps. In some cases the noise may be a normal characteristic of these engines. In other cases the noise may require further investigation. Sorting out and defining the noise as reported by the customer is important to successfully diagnose and / or repair the condition. ACTION Before starting diagnosis, it is critical to determine the specific engine noise the customer is concerned with. The customer should be interviewed to get their detailed perception and description of the noise, and to determine if the noise occurs at idle or above idle speed, and if the engine is cold, hot, or both. Attempt to duplicate the noise, and determine the source of the symptom. Refer to the following Service Procedure to help determine the source of the noise and if a repair is needed. SERVICE PROCEDURE

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Incidentally, that Renaultsport 172 deserves a special mention, because it looks as though it could well be the new king of the hot hatches, thanks to the blistering performance provided by its 172bhp, two-litre, 16-valve engine and lowered chassis. We’ve driven it and will be reporting on it in due This new twin-cam unit is already used in the Megane and Scenic and certainly deserves this wider application because it’s a real little sweetie, whose “warm hatch” performance belies its capacity – curious that Renault insists that size matters! While happy to tip-toe through traffic, it really comes alive out on the open road. Not only is it smooth and quiet, but take it beyond 3000rpm and it’s a decidedly swift performer that loves to rev yet still manages to remain mechanically refined. Complementing the new engine are the deft gearchange and nicely weighted clutch that give added driving pleasure. Such is the way that the powertrain is mounted, however, that the gear lever gives an unseemly lurch forward as you back off the accelerator

Powertrain • 4.6L V-8 DOHC SMPI 32 valve engine with variable intake manifold • Output: 302 hp @ 5,750 rpm
• 110 amp alternator • 650 amp 72 amp hours (Ah) battery with run down protection • Engine block heater, HD radiator, transmission oil cooler
• 5-speed electronic automatic transmission with overdrive, lock-up • Full-time all-wheel drive with permanent locking hubs • 3.73 axle ratio • Stainless steel exhaust Steering and Suspension • Hydraulic power-assist rack and pinion steering with speed-sensing assist • Steering cooler • 4 wheel disc brakes with front vented discs • Independent front suspension • Front short and long arm suspension • Front anti-roll bar • Front coil springs • Rear independent suspension • Rear short and long arm suspension • Rear anti-roll bar • Rear coil springs • Front and rear 17.0″ x 7.50″ machined alloy wheels • P245/65SR17.0 BSW AS front and rear tires • Underbody w/crankdown mounted full-size alloy spare wheel

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