map SUZUKI SWIFT 2000 1.G SF310 Service User Guide

ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10) 6-27
ConditionPossible CauseReferring Item
Improper engine
idling or engine
fails to idleIgnition system out of order

Faulty spark plug

Leaky or disconnected high-tension cord

Faulty ignition coil with ignitor
Fuel system out of order

Fuel pressure out of specification

Leaky manifold, throttle body, or cylinder head
gasket
Engine and emission control system out of
order

Faulty idle control system

Faulty evaporative emission control system

Faulty fuel injector

Faulty fuel injector resistor

Poor performance of ECT sensor, TP sensor or
MAP sensor

Faulty ECM (PCM)
Engine overheating
Low compression
Others

Loose connection or disconnection of vacuum
hoses

Malfunctioning PCV valve
Spark plugs in Section 6F
High-tension cords in Section 6F
Ignition coil in Section 6F
Diagnostic Flow Table B-3 in
Section 6
Diagnostic Flow Table P0505
EVAP control system in Section
6E
Diagnostic Flow Table B-1
Fuel injector resistor in Section 6E1
ECT sensor, TP sensor or MAP
sensor in Section 6E1
Refer to “Overheating” section
Previously outlined
PCV system in Section 6E1

6-28 ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10)
ConditionPossible CauseReferring Item
Excessive
hydrocarbon (HC)
emission or carbon
monoxide (CO)Ignition system out of order

Faulty spark plug

Leaky or disconnected high-tension cord

Faulty ignition coil with ignitor
Low compression
Engine and emission control system out of
order

Lead contamination of three way catalytic
converter

Faulty evaporative emission control system

Fuel pressure out of specification

Closed loop system (A / F feed back
compensation) fails
–Faulty TP sensor
–Poor performance of ECT sensor or MAP
sensor

Faulty injector

Faulty fuel injector resistor

Faulty ECM (PCM)
Others

Engine not at normal operating temperature

Clogged air cleaner

Vacuum leaks
Spark plugs in Section 6F
High-tension cords in Section 6F
Ignition coil assembly in Section
6F
Refer to “Low compression”
section
Check for absence of filler neck
restrictor
EVAP control system in Section
6E1
Diagnostic Flow Table B-3
TP sensor in Section 6E1
ECT sensor or MAP sensor in
Section 6E1
Diagnostic Flow Table B-1
Fuel injector resistor in Section 6E1
Excessive nitrogen
oxides (NOx)
emissionIgnition system out of order

Improper ignition timing
Engine and emission control system out of
order

Lead contamination of catalytic converter

Fuel pressure out of specification

Closed loop system (A / F feed back
compensation) fails
–Faulty TP sensor
–Poor performance of ECT sensor or MAP
sensor

Faulty injector

Faulty fuel injector resistor

Faulty ECM (PCM)
See section 6F1
Check for absence of filler neck
restrictor.
Diagnostic Flow Table B-3
TP sensor in Section 6E1
ECT sensor or MAP sensor in
Section 6E1
Diagnostic Flow Table B-1
Fuel injector resistor in Section 6E1

ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10) 6-29
Ambient temp.
SCAN TOOL DATA
As the data values given below are standard values estimated on the basis of values obtained from the normally
operating vehicles by using a scan tool, use them as reference values. Even when the vehicle is in good condition,
there may be cases where the checked value does not fall within each specified data range. Therefore, judgment
as abnormal should not be made by checking with these data alone.
Also, conditions in the below table that can be checked by the scan tool are those detected by ECM (PCM) and
output from ECM (PCM) as commands and there may be cases where the engine or actuator is not operating (in
the condition) as indicated by the scan tool. Be sure to use the timing light to check the ignition timing.
NOTE:

With the generic scan tool, only star () marked data in the table below can be read.

When checking the data with the engine running at idle or racing, be sure to shift M / T gear to the neutral
gear position and A / T gear to the “Park” position and pull the parking brake fully. Also, if nothing or “no
load” is indicated, turn OFF A / C, all electric loads, P / S and all the other necessary switches.
SCAN TOOL DATAVEHICLE CONDITIONNORMAL CONDITION /
REFERENCE VALUES
FUEL SYSTEM B1 (FUEL
SYSTEM STATUS)At specified idle speed after warming upCLOSED (closed loop)

CALC LOAD
(CALCULATED LOADAt specified idle speed with no load after
warming up3 – 5%(
VALUE)At 2500 r / min with no load after warming up10 – 18%

COOLANT TEMP.
(ENGINE COOLANT
TEMP.)
At specified idle speed after warming up85 – 95C, 185 – 203F
SHORT FT BI (SHORT
TERM FUEL TRIM)At specified idle speed after warming up–20 – +20%
LONG FT BI (LONG
TERM FUEL TRIM)At specified idle speed after warming up–15 – +15%

MAP (INTAKE
MANIFOLD ABSOLUTE
PRESSURE)At specified idle speed with no load after
warming up29 – 48 kPa,
220 – 360 mmHg
ENGINE SPEEDAt idling with no load after warming upDesired idle speed
± 50 r / min
VEHICLE SPEEDAt stop0 km / h, 0 MPH

IGNITION ADVANCE
(IGNITION TIMING
ADVANCE FOR NO.1
CYLINDER)
At specified idle speed with no load after
warming up–1 – 18 BTDC
INTAKE AIR TEMP.At specified idle speed after warming up+35C (+63F)
–5C (–9F)
MAF (MASS AIR FLOW
RATE)
At specified idle speed with no load after
warming up1.0 – 3.0 gm / sec
RATE)At 2500 r / min with no load after warming up3.0 – 6.0 gm / sec

THROTTLE POS
(ABSOLUTEIgnition switch ON /Throttle valve fully closed7 – 18%
(ABSOLUTE
THROTTLE POSITION)
g
engine stoppedThrottle valve fully open70 – 90%
O2S B1 S1 (HEATED
OXYGEN SENSOR-1)At specified idle speed after warming up0.05 – 0.95 V
O2S B1 S2 (HEATED
OXYGEN SENSOR-2)When engine is running at 2000 r / min. for
3 min. or longer after warming up.0 – 0.95 V
O2S FT B1 S1At specified idle speed after warning up–20 – +20%
DIS. WITH MIL ON————

6-32 ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10)
SCAN TOOL DATA DEFINITIONS
FUEL SYSTEM (FUEL SYSTEM STATUS)
Air / fuel ratio feedback loop status displayed as either
open or closed loop. Open indicates that ECM (PCM)
ignores feedback from the exhaust oxygen sensor.
Closed indicates final injection duration is corrected
for oxygen sensor feedback.
CALC LOAD (CALCULATED LOAD VALUE, %)
Engine load displayed as a percentage of maximum
possible load. Value is calculated mathematically us-
ing the formula: actual (current) intake air volume

maximum possible intake air volume x 100%.
COOLANT TEMP.
(ENGINE COOLANT TEMPERATURE, C, F)
It is detected by engine coolant temp. sensor
SHORT FT B1 (SHORT TERM FUEL TRIM, %)
Short term fuel trim value represents short term
corrections to the air / fuel mixture computation. A val-
ue of 0 indicates no correction, a value greater than
0 means an enrichment correction, and a value less
than 0 implies an enleanment correction.
LONG FT B1 (LONG TERM FUEL TRIM, %)
Long term fuel trim Value represents long term correc-
tions to the air / fuel mixture computation. A value of 0
indicates no correction, a value greater than 0 means
an enrichment correction, and a value less than 0 im-
plies an enleanment correction.
MAP (INTAKE MANIFOLD ABSOLUTE
PRESSURE, kPa, inHg)
It is detected by manifold absolute pressure sensor and
used (among other things) to compute engine load.
ENGINE SPEED (rpm)
It is computed by reference pulses from crankshaft
position sensor.
VEHICLE SPEED (km / h, MPH)
It is computed based on pulse signals from vehicle
speed sensor.
IGNITION ADVANCE
(IGNITION TIMING ADVANCE FOR NO.1
CYLINDER, )
Ignition timing of NO.1 cylinder is commanded by
ECM (PCM). The actual ignition timing should be
checked by using the timing light.
INTAKE AIR TEMP. (C, F)
It is detected by intake air temp. sensor and used to
determine the amount of air passing into the intake
manifold as air density varies with temperature.
MAF (MASS AIR FLOW RATE, gm / s, lb / min)
It represents total mass of air entering intake manifold
which is computed based on signals from MAP sen-
sor, IAT sensor, TP sensor, etc.
THROTTLE POS
(ABSOLUTE THROTTLE POSITION, %)
When throttle position sensor is fully closed position,
throttle opening is indicated as 0% and 100% full open
position.
OXYGEN SENSOR B1 S1
(HEATED OXYGEN SENSOR-1, V)
It indicates output voltage of HO2S-1 installed on ex-
haust manifold (pre-catalyst).
OXYGEN SENSOR B1 S2
(HEATED OXYGEN SENSOR-2, V)
It indicates output voltage of HO2S-2 installed on ex-
haust pipe (post-catalyst). It is used to detect catalyst
deterioration.
DESIRED IDLE (DESIRED IDLE SPEED, rpm)
The Desired Idle Speed is an ECM (PCM) internal pa-
rameter which indicates the ECM (PCM) requested
idle. If the engine is not running, this number is not valid.
TP SENSOR VOLT (THROTTLE POSITION
SENSOR OUTPUT VOLTAGE, V)
The Throttle Position Sensor reading provides throttle
valve opening information in the form of voltage.
INJ PULSE WIDTH
(FUEL INJECTION PULSE WIDTH, msec.)
This parameter indicates time of the injector drive
(valve opening) pulse which is output from ECM
(PCM) (but injector drive time of NO.1 cylinder for
multiport fuel injection).
IAC FLOW DUTY (IDLE AIR (SPEED) CONTROL
DUTY, %)
This parameter indicates opening of the throttle valve
in terms of percentage to opening controllable by the
ISC actuator.
TOTAL FUEL TRIM (%)
The value of Total Fuel Trim is obtained by putting val-
ues of short Term Fuel Trim and Long Term Fuel Trim
together. This value indicates how much correction is
necessary to keep the air / fuel mixture stoichiomet-
rical.
BATTERY VOLTAGE (V)
This parameter indicates battery positive voltage in-
putted from main relay to ECM (PCM).

ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10) 6-39
INFORMATION SENSORS
-1. MAP sensor
-2. TP sensor
-3. IAT sensor
-4. ECT sensor
-5. Heated oxygen sensor-1
-6. VSS
-7. Ignition coil
-8. Battery
-9. CMP sensor (in Distributor)
-10. A/C contoller (if equipped)
-11. CKP sensor
-12. CTP switch (in ISC actuator)
-13. Heated oxygen sensor-2OTHERS
A: ECM (PCM)
B: Main relay
C: EVAP canister
D: Injector resistor
E: EFE heater
F: Electric load diode CONTROL DEVICES
a: Fuel injector
b: EVAP canister purge valve
c: Fuel pump relay
d: Malfunction indicator lamp
e: ISC actuator
f: Radiator fan control relay
g: Igniter
h: EFE heater relay
i: ISC actuator relay
COMPONENT LOCATION

MAP sensorTo TP sensor
To other sensors
6-44 ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10)
DTC P0105 MANIFOLD ABSOLUTE PRESSURE (MAP) CIRCUIT
MALFUNCTION
CIRCUIT DESCRIPTION
DTC DETECTING CONDITIONPOSSIBLE CAUSE

MAP: 5 kPa, 37.5 mmHg or less
(Low pressure – High vacuums – Low voltage)
or

MAP: 130 kPa, 975 mmHg or more
(High pressure – Low vacuums – High voltage)
“G” circuit open

“Lg” circuit open or shorted to ground

“Lg / R” circuit open or shorted to ground

MAP sensor malfunction

ECM (PCM) malfunction
NOTE:

When DTC P0105, and / or P0120, P0510 are indicated together, it is possible that “Lg” circuit is open.

When DTC P0105, P0110, P0115 and / or P0120 are indicated together, it is possible that “G” circuit is
open.
DTC CONFIRMATION PROCEDURE
1) Clear DTC, start engine and keep it at idle for 1 min.
2) Select “DTC” mode on scan tool and check DTC.

ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10) 6-45
Fig. 1 for Step 2 Fig. 2 for Step 3
Scan tool
DLC
INSPECTION
STEPACTIONYESNO
1Was “ENGINE DIAG. FLOW TABLE”
performed?Go to Step 2.Go to “ENGINE DIAG.
FLOW TABLE”.
2Check MAP Sensor and Its Circuit.
1) Connect scan tool to DLC with ignition
switch OFF.
2) Turn ignition switch ON.
3) Check intake manifold pressure.
See Fig. 1.
Is it 130 kPa or more or 5 kPa or less?Go to Step 3.Intermittent trouble.
Check for intermittent
referring to
“INTERMITTENT AND
POOR CONNECTION” in
Section 0A.
3Check Wire Harness.
1) Disconnect MAP sensor connector with
ignition switch OFF.
2) Check for proper connection of MAP
sensor at “Lg / R” and “G” wire
terminals.
3) If OK, then with ignition switch ON, check
voltage at each of “Lg” and “Lg / R” wire
terminals. See Fig. 2.
Is voltage about 4 – 6 V at each terminal?Go to Step 4.“Lg” wire open or
shorted to ground circuit or
shorted to power circuit,
“Lg / R” wire open or
shorted to ground, poor
C01-5 connection or
C01-1 connection.
If wire and connection are
OK, confirm that MAP
sensor is normal and then
substitute a known-good
ECM (PCM) and recheck.
NOTE: When battery
voltage is applied to
“Lg” wire, it is possible
that MAP sensor is also
faulty.
4Check MAP sensor according to “MAP
Sensor Individual Check” in Section 6E1.
Is it in good condition?“Lg” wire shorted to
“Lg / R” wire, “G” wire
open, poor C01-9
connection.
If wire and connection are
OK, substitute a known-
good ECM (PCM) and
recheck.Replace MAP sensor.

6-64 ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10)
Sensed
information
Exhaust
gasFuel
injector
A/F
mixtureSignal to decrease amount of fuel injection
Signal to increase amount of fuel injection
High voltage
Low voltage
INJECTORHEATED
OXYGEN
SENSOR-1
A / F mixture
becomes
richerOxygen
concentration
decreases
A / F mixture
becomes
leanerOxygen
concentration
increases ECM
(PCM)
ECM
(PCM)
Main
fuseIgnition switch“IG COIL METER”
Main relayTo other circuits
Injector resistor
To other
sensorFuel
injector
Heated oxygen sensor-1
HO2S-1
DTC P0171 FUEL SYSTEM TOO LEAN
DTC P0172 FUEL SYSTEM TOO RICH
CIRCUIT DESCRIPTION
DTC DETECTING CONDITIONPOSSIBLE CAUSE

When following condition occurs while engine running under
closed loop condition.
–Air / fuel ratio too lean
Total fuel trim (short and long terms added) is
more than 30%
or
–Air / fuel ratio too rich
(Total fuel trim is less than –30%)
2 driving cycle detection logic, continuous monitoring.
Vacuum leaks (air drawn in).

Exhaust gas leakage.

Heated oxygen sensor-1 circuit
malfunction.

Fuel pressure out of specification.

Fuel injector malfunction (clogged or
leakage).

MAP sensor poor performance.

ECT sensor poor performance.

IAT sensor poor performance.

TP sensor poor performance.

EVAP control system malfunction.

PCV valve malfunction.

6-1
ENGINE GENERAL INFORMATION AND DIAGNOSIS (SFI FOR G13) 6-1-1
GENERAL INFORMATION6-1- 3 . . . . . . . . . . . . . .
ENGINE DIAGNOSIS6-1- 6 . . . . . . . . . . . . . . . . . . .
General Description 6-1- 6. . . . . . . . . . . . . . . . . . .
On-Board Diagnostic System 6-1- 6. . . . . . . . . .
Precaution in Diagnosing Trouble 6-1- 9. . . . . . .
Engine Diagnostic Flow Table 6-1-10. . . . . . . . . .
Customer Problem Inspection From 6-1-12. . .
Malfunction Indicator Lamp Check 6-1-13. . . .
Diagnostic Trouble Code Check 6-1-13. . . . . .
Diagnostic Trouble Code Clearance 6-1-14. . .
Diagnostic Trouble Code Table 6-1-15. . . . . . .
Fail-safe Table 6-1-18. . . . . . . . . . . . . . . . . . . . .
Visual Inspection 6-1-19. . . . . . . . . . . . . . . . . . .
Engine Basic Inspection 6-1-20. . . . . . . . . . . . .
Engine Diagnosis Table 6-1-22. . . . . . . . . . . . .
Scan Tool Data 6-1-29. . . . . . . . . . . . . . . . . . . . . . .
Inspection of ECM (PCM) and Its
Circuits 6-1-33. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Voltage Check 6-1-33. . . . . . . . . . . . . . . . . . . . .
Resistance Check 6-1-37. . . . . . . . . . . . . . . . . .
Component Location 6-1-38. . . . . . . . . . . . . . . . . .
Table A-1 MIL Circuit Check
(Lamp does not come on) 6-1-39. . . . . . . . . . . . Table A-2 MIL Circuit Check
(Lamp remains ON) 6-1-40. . . . . . . . . . . . . . . . . .
Table A-3 ECM (PCM) Power and
Ground Circuit Check 6-1-41. . . . . . . . . . . . . . . .
DTC P0105 MAP Circuit Malfunction 6-1-43. . . .
DTC P0110 IAT Circuit Malfunction 6-1-46. . . . .
DTC P0115 ECT Circuit Malfunction 6-1-48. . . .
DTC P0120 Throttle Position Circuit
Malfunction 6-1-50. . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0121 Throttle Position Circuit
Range / Performance Problem 6-1-52. . . . . . . . .
DTC P0130 HO2S Circuit Malfunction
(Sensor-1) 6-1-54. . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0133 HO2S Circuit Slow
Response (Sensor-1) 6-1-56. . . . . . . . . . . . . . . .
DTC P0134 HO2S Circuit No Activity
Detected 6-1-57. . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0135 HO2S Heater Circuit
Malfunction (Sensor-1) 6-1-58. . . . . . . . . . . . . . .
DTC P0136 HO2S Circuit Malfunction
(Sensor-2) 6-1-60. . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0141 HO2S Heater Circuit
Malfunction (Sensor-2) 6-1-63. . . . . . . . . . . . . . .
DTC P0171 Fuel System Too Lean 6-1-65. . . . .
DTC P0172 Fuel System Too Rich 6-1-65. . . . . .
SECTION 6-1
ENGINE GENERAL INFORMATION
AND DIAGNOSIS
(SFI FOR G13)
WARNING:
For vehicles equipped with Supplemental Restraint (Air Bag) System:

Service on and around the air bag system components or wiring must be performed only by an autho-
rized SUZUKI dealer. Refer to “Air Bag System Components and Wiring Location View” under “Gener-
al Description” in air bag system section in order to confirm whether you are performing service on
or near the air bag system components or wiring. Please observe all WARNINGS and “Service Precau-
tions” under “On-Vehicle Service” in air bag system section before performing service on or around
the air bag system components or wiring. Failure to follow WARNINGS could result in unintentional
activation of the system or could render the system inoperative. Either of these two conditions may
result in severe injury.

Technical service work must be started at least 90 seconds after the ignition switch is turned to the
“LOCK” position and the negative cable is disconnected from the battery. Otherwise, the system may
be activated by reserve energy in the Sensing and Diagnostic Module (SDM).
CONTENTS

An Example of Freeze Frame Data
1. Trouble Code P0102 (1st)
2. Engine Speed 782 RPM
3. Eng Cool Tmp. 80C
4. Vehicle Spd. 0 km/h
5. MAP Sensor 39 kPa
6. St. Term FT1– 0.8% Lean
7. Lg. Term FT1– 1.6% Lean
8. Fuel 1 Stat. Closed Loop
9. Fuel 2 Stat. Not used
10. Load value 25.5%
1st, 2nd or 3rd in parentheses here represents which
position in the order the malfunction is detected.
ENGINE GENERAL INFORMATION AND DIAGNOSIS (SFI FOR G13) 6-1-7
Warm-up Cycle
A warm-up cycle means sufficient vehicle operation such that the
coolant temperature has risen by at least 22C (40F) from engine
starting and reaches a minimum temperature of 70C (160F).
Driving Cycle
A “Driving Cycle” consists of engine startup and engine shutoff.
2 Driving Cycle Detection Logic
The malfunction detected in the first driving cycle is stored in ECM
(PCM) memory (in the form of pending DTC and freeze frame data)
but the malfunction indicator lamp does not light at this time. It lights
up at the second detection of same malfunction also in the next driv-
ing cycle.
Pending DTC
Pending DTC means a DTC detected and stored temporarily at 1
driving cycle of the DTC which is detected in the 2 driving cycle
detection logic.
Freeze Frame Data
ECM (PCM) stores the engine and driving conditions (in the from
of data as shown at the left) at the moment of the detection of a mal-
function in its memory. This data is called “Freeze frame data”.
Therefore, it is possible to know engine and driving conditions (e.g.,
whether the engine was warm or not, where the vehicle was running
or stopped, where air / fuel mixture was lean or rich) when a mal-
function was detected by checking the freeze frame data. Also,
ECM (PCM) has a function to store each freeze frame data for three
different malfunctions in the order as the malfunction is detected.
Utilizing this function, it is possible to know the order of malfunctions
that have been detected. Its use is helpful when rechecking or diag-
nosing a trouble.
Priority of freeze frame data:
ECM (PCM) has 4 frames where the freeze frame data can be
stored. The first frame stores the freeze frame data of the malfunc-
tion which was detected first. However, the freeze frame data
stored in this frame is updated according to the priority described
below. (If malfunction as described in the upper square “1” below
is detected while the freeze frame data in the lower square “2” has
been stored, the freeze frame data “2” will be updated by the freeze
frame data “1”.)
PRIORITY
FREEZE FRAME DATA IN FRAME 1
1
Freeze frame data at initial detection of malfunction
among misfire detected (P0300-P0304), fuel
system too lean (P0171) and fuel system too rich
(P0172)
2Freeze frame data when a malfunction other than
those in “1” above is detected