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F6A vs K6A
Posted: Thu Dec 24, 2009 8:49 pm
by soldave
Just looking around the used parts market for myself and have come across a K6A engine from a Wagon R Turbo at a great price. Was wondering how similar/different these are in fitting/performance etc when compared to the earlier F6A. I know it would need a different ECU and therefore wiring harness, but other than that what would need to be changed? By the looks of it, the engine would come with manifolds and turbo.
Would it be worth it as a project engine to build up or would I be best sticking with an F6A twin-cam engine at the same price as a project, which is the same engine as currently in my car?
Posted: Thu Dec 24, 2009 9:51 pm
by Brayden
Better off building an F6A with SuzukiSport parts. Cappuccino guys are getting up towards 200hp from them, so there's no need to make more work for yourself by converting to K6A.
If you did, the WagonR inlet manifold would be no use because it is squat and tall to suit the engine bay. My measurements say it would be too tall for an Alto.
Posted: Thu Dec 24, 2009 9:54 pm
by soldave
Brayden wrote:Better off building an F6A with SuzukiSport parts. Cappuccino guys are getting up towards 200hp from them, so there's no need to make more work for yourself by converting to K6A.
If you did, the WagonR inlet manifold would be no use because it is squat and tall to suit the engine bay. My measurements say it would be too tall for an Alto.
Fair enough. Have to spend money to get this current F6A working reliably without trying to piss out oil and/or water at every available moment!
Posted: Thu Dec 24, 2009 11:15 pm
by stevan_istheman
Brayden, is it true that all the guys in japan still use F6A's because they're stronger than the K6A?
I heard the all alloy block (while being very light which is a plus) is too weak to take massive boost and RPM..
I'd really love an F6A with a K6A head... vvti goodness.
But a balanced F6A twincam will pull 12k anyday of the week anyway.
Also, less shit to go wrong.
Posted: Fri Dec 25, 2009 12:34 am
by Brayden
VVT is good, but if you want to make huge power then you need an aftermarket ECU capable of controlling it. Not many of those around.
I'm not sure where the info about the K6A being weak came from, but it sounds like half-baked bollocks. I know of G13B engines (all alloy) running 30PSI and making over 300hp at the wheels, and they seem to hold together okay.
Posted: Mon Jan 04, 2010 1:42 am
by greenzook89
Just a bit off topic here, did the F6A ever come out in RWD?
Posted: Mon Jan 04, 2010 8:29 am
by ike849
yes in the cappa(EA11R) and the carry trucks(DA52T) i think....
steve k6a uses a timing chain rather than a belt so it is unlikely you would be able to swap the heads....easily!!!!
Posted: Mon Jan 04, 2010 4:16 pm
by stevan_istheman
ike849 wrote:yes in the cappa(EA11R) and the carry trucks(DA52T) i think....
steve k6a uses a timing chain rather than a belt so it is unlikely you would be able to swap the heads....easily!!!!
orly?
didn't know that...
Meh, i gots a F6A Dohc now anyway. Just gotta get my landcruiser back on the road so i can take the MB off.
Posted: Mon Jan 04, 2010 5:33 pm
by grant4561
ike849 wrote:yes in the cappa(EA11R) and the carry trucks(DA52T) i think....
steve k6a uses a timing chain rather than a belt so it is unlikely you would be able to swap the heads....easily!!!!
Carry trucks, does anyone know what sort of diff was used in the carry truck's?
LSD or standard?
Posted: Mon Jan 04, 2010 6:58 pm
by Brayden
Standard open diff, integrated into the live axle. Not independent like the Cappa.
Re: F6A vs K6A
Posted: Sun Jan 17, 2016 2:42 pm
by Roboclan
Will k6a fit onto a alto f8b gearbox easerly