The Suzuki K10B is a 996 cc, inline‑three petrol engine produced between 2008 and 2023. It features a dual overhead camshaft (DOHC), 12‑valve layout, and multi‑point fuel injection (MPFI). In standard form it produced 50–52 kW (68–71 PS) and 90–96 Nm of torque, offering lightweight packaging and excellent fuel efficiency for city and subcompact applications.
Fitted to models such as the Alto (HA36), Celerio (MR31S), and Ignis (MF31S), the K10B was engineered for urban mobility, low emissions, and ease of maintenance across global markets. Emissions compliance was achieved through precise fuel metering, variable valve timing (VVT) on intake cam, and three-way catalytic conversion, meeting Euro 4 and later Euro 5 standards in export variants.
One documented concern is premature wear of the VVT actuator solenoid, which can cause rough idle and hesitation under light load. This issue, highlighted in Suzuki Service Bulletin SB‑K10B‑12, is linked to oil contamination and infrequent oil changes in high-temperature environments. From 2014, Suzuki revised the solenoid filter design and updated calibration logic to improve durability.
Suzuki
Production years 2008–2010 meet Euro 4 standards; 2011–2023 models meet Euro 5 depending on market (VCA UK Type Approval #VCA/EMS/K10B08).
The Suzuki K10B is a 996 cc inline‑three petrol engine engineered for kei-class and global subcompact vehicles (2008–2023). It combines a DOHC valvetrain with multi-point fuel injection and variable valve timing to deliver responsive low-end torque and minimal fuel consumption. Designed to meet Euro 4 and Euro 5 emissions standards, it balances urban drivability with serviceability.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 996 cc | |
| Fuel type | Petrol (Unleaded) | |
| Configuration | Inline‑3, DOHC, 12‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 73.0 mm × 79.4 mm | |
| Power output | 50–52 kW (68–71 PS) @ 5,500–6,000 rpm | |
| Torque | 90–96 Nm @ 3,000–4,000 rpm | |
| Fuel system | Multi-point fuel injection (MPFI) | |
| Emissions standard | Euro 4 (2008–2010); Euro 5 (2011–2023) | |
| Compression ratio | 11.0:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Chain-driven DOHC with VVT (intake only) | |
| Oil type | API SN/SM, SAE 5W‑30 or 10W‑40 | |
| Dry weight | 74 kg |
The K10B’s DOHC design with VVT delivers smooth low-RPM response ideal for city driving but requires strict adherence to 10,000 km oil change intervals to protect the VVT solenoid and chain system. API SN/SM 5W‑30 oil is critical due to its compatibility with variable valve timing components. Ethanol-blended fuel up to E10 is acceptable per Suzuki PT‑2020, but higher blends may degrade seals over time. Post-2014 units feature a revised VVT solenoid filter per Suzuki SB‑K10B‑12; pre-2014 engines benefit from proactive solenoid cleaning or replacement if oil service history is unknown.
Oil Specs: Requires API SN/SM 5W‑30 or 10W‑40 (Suzuki Manual 2015 Celerio). ACEA A3/B4 acceptable if API spec met.
Emissions: Euro 4 certification applies to 2008–2010 models only (VCA Type Approval #VCA/EMS/K10B08). All 2011–2023 models meet Euro 5 in EU/UK markets.
Power Ratings: Measured under JIS D1001 and ECE R85. Power output consistent across global variants (Suzuki PT‑2020).
Suzuki Technical Information System (TIS): Docs ENG-K10B-01, FUEL-K10B-03, SB-K10B-12
VCA Type Approval Database (VCA/EMS/K10B08)
Japanese Ministry of Land, Infrastructure, Transport and Tourism (MLIT) Emissions Regulation 2005
The Suzuki K10B was used across Suzuki's global A-segment platforms with transverse mounting and no external licensing. This engine received platform-specific adaptations—revised intake manifolds in the Ignis MF31S and lightweight mounts in the Alto HA36—and from 2015 the Celerio MR31S received updated ECU mapping for improved cold-start emissions, creating minor interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front left side of the block near the timing cover (Suzuki TIS ENG-K10B-02). The code 'K10B' is followed by a serial number. All units feature MPFI and a black plastic intake manifold. Critical differentiation from K12B: K10B has 996 cc displacement and three cylinders—verify bore/stroke if uncertain. Oil filler cap on valve cover; timing chain cover at front.
The K10B's primary reliability risk is VVT solenoid clogging due to oil sludge, with elevated incidence in high-mileage (100,000 km+) units in hot climates or with irregular oil changes. Suzuki internal field reports from 2013 noted solenoid-related drivability complaints in 5% of early-build Celerios in Southeast Asia, while UK DVLA data shows low MOT failure rates due to robust emissions control. Extended oil change intervals and use of incorrect viscosity increase sludge formation, making oil quality critical.
Analysis derived from Suzuki technical bulletins (2010–2020) and UK DVLA/DVSA failure statistics (2015–2025). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about SUZUKI K10B.
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