engine SUZUKI SWIFT 2000 1.G RG413 Service Workshop Manual

IGNITION SYSTEM (ELECTRONIC IGNITION SYSTEM 6F1-5
ON-VEHICLE SERVICE
IGNITION SPARK TEST
1) Disconnect all injector couplers (1) from injectors.
2) Remove spark plug and check it for condition and type refer-
ring to “Spark Plugs” in this section.
3) If OK, connect ignition coil coupler to ignition coil assembly
and connect spark plug to ignition coil assembly or high-ten-
sion cord. Ground spark plug.
4) Crank engine and check if each spark plug sparks.
5) If no spark is emitted, inspect the related parts as described
under “Diagnosis” earlier in this section.
HIGH-TENSION CORDS
1) Remove air intake pipe and cylinder head upper cover.
2) Disconnect high-tension cords (2) from ignition coil assem-
blies (1) while gripping each cap.
3) Pull out high-tension cords from spark plugs while gripping
each cap.
4) Measure resistance of high-tension cord (1) by using ohm-
meter.
High-tension cord resistance
: 4 -10 k
Ω/m (1.2 - 3.0 kΩ/ft)
5) If resistance exceeds specification, replace high-tension
cord(s). WARNING:
Without disconnection of injector couplers, combustible
gas may come out from spark plug holes during this test
and may get ignited in engine room.
CAUTION:
Removal of high-tension cords together with clamps
will be recommended so as not to damage their inside
wire (resistive conductor).
For the same reason, pull out each connection by grip-
ping cap portion.

6F1-6 IGNITION SYSTEM (ELECTRONIC IGNITION SYSTEM)
6) Install high-tension cords (2) to spark plugs and ignition coil
assemblies (1) while gripping each cap.
SPARK PLUGS
1) Remove air intake pipe and cylinder head upper cover.
2) Pull out high-tension cords by gripping their caps and then
remove ignition coil assemblies referring to IGNITION COIL
ASSEMBLY in this section.
3) Remove spark plugs.
4) Inspect them for:
Electrode wear
Carbon deposits
Insulator damage
5) If any abnormality is found, adjust air gap, clean with spark
plug cleaner or replace them with specified new plugs.
For iridium/platinum spark plugs, replace them with new
plugs.
Spark plug air gap
“a” : 1.0 - 1.1 mm (0.040 - 0.043 in.)
Spark plug type
NGK : BKR6E-11, IFR5E11
DENSO : K20PR-U11 CAUTION:
Never attempt to use metal conductor high-tension
cords as replacing parts.
Insert each cap portion fully when installing high-ten-
sion cords.
NOTE:
NGK IFR5E11 is highly recommended for better engine
starting performance under -25°C(-13°F).
CAUTION:
When servicing the iridium/platinum spark plugs (slen-
der center electrode type plugs), do not touch the cen-
ter electrode to avoid damage to it. The electrode is not
strong enough against mechanical force as it is slen-
der and its material is not mechanically tough
Do not clean or adjust gap for the iridium/platinum
spark plugs.

6F1-8 IGNITION SYSTEM (ELECTRONIC IGNITION SYSTEM)
IGNITION TIMING
INSPECTION
1) When using SUZUKI scan tool, connect SUZUKI scan tool to
DLC with ignition switch OFF.
Special tool
(A) : 09931-76011 (SUZUKI scan tool)
(B) : Mass storage cartridge
(C) : 09931-76030 (16/14 pin DLC cable)
2) Start engine and warm it up to normal operating tempera-
ture.
3) Make sure that all of electrical loads except ignition are
switched off.
4) Check to be sure that idle speed is within specification.
(Refer to Section 6E1)
5) Fix ignition timing to initial one as follows.
Select “MISC” mode on SUZUKI scan tool and fix ignition
timing to initial one.
If scan tool is not available (vehicle without immobilizer indi-
cator lamp), connect D and E terminals of monitor connector
(1) by using service wire so that ignition timing is fixed on ini-
tial one.
6) Using timing light (1), check that ignition timing is within
specification.
Initial ignition timing (test switch terminal grounded or
fixed with SUZUKI scan tool)
: 5
± 3° BTDC at idle speed
Ignition order
: 1-3-4-2 NOTE:
Ignition timing is not adjustable. If ignition timing is
out of specification, check system related parts.
Before starting engine, place transmission gear shift
lever in “Neutral” (shift selector lever to “P” range for
A/T model), and set parking brake.
(C)
(A)
(B)
D
E1

IGNITION SYSTEM (ELECTRONIC IGNITION SYSTEM 6F1-9
7) If ignition timing is out of specification, check the followings:
CKP sensor
CKP sensor plate
TP sensor
Test switch signal circuit
VSS
Timing chain cover installation
8) After checking Initial Ignition Timing, release ignition timing
fixation by using SUZUKI scan tool or disconnect service
wire from monitor connector.
9) With engine idling (test switch terminal ungrounded, throttle
opening at closed position and car stopped), check that igni-
tion timing is about 7°–17° BTDC. (Constant variation within
a few degrees from 7°–17° indicates no abnormality but
proves operation of electronic timing control system.) Also,
check that increasing engine speed advances ignition timing.
If above check results are not satisfactory, check CKP sen-
sor, test switch terminal circuit and ECM.
SPECIAL TOOL
09931-76011 09931-76030
SUZUKI scan tool kit
(See NOTE.)Mass storage cartridge 16/14 pin DLC cable
NOTE:
This kit includes the following items.
1. Storage case, 2. Operator’s manual, 3. Tech 1A, 4. DLC cable (14/26 pin, 09931-76040),
5. Test lead/probe, 6. Power source cable, 7. DLC cable adaptor, 8. Self-test adaptor

6G-2 CRANKING SYSTEM
GENERAL DESCRIPTION
CRANKING CIRCUIT
DIAGNOSIS
DIAGNOSIS TABLE
Possible symptoms due to starting system trouble would be as follows:
Starting motor does not run (or runs slowly)
Starting motor runs but fails to crank engine
Abnormal noise is heard
Proper diagnosis must be made to determine exactly where the cause of each trouble lies.....in battery, wiring
harness, (including starting motor switch), starting motor or engine.
Do not remove motor just because starting motor does not run. Check following items and narrow down scope
of possible causes.
1) Condition of trouble
2) Tightness of battery terminals (including ground cable connection on engine side) and starting motor termi-
nals
3) Discharge of battery
4) Mounting of starting motor
1. Pinion drive lever 5. Plunger 9. Blank
2. Pinion & Over-running clutch 6. Magnetic switch contacts 10. A/T: Transmission range switch (shift lever switch)
3. Magnetic switch 7. Pull-in coil 11. Ignition & Starter switch
4. Hold-in coil 8. Starting motor 12. Battery

CRANKING SYSTEM 6G-3
Condition Possible Cause Correction
Motor not running
(No operating sound of
magnetic switch)Shift lever switch is not in P or N, or not adjusted
(A/T)Shift in P or N, or adjust switch.
Battery run down Recharge battery.
Battery voltage too low due to battery deteriora-
tionReplace battery.
Poor contact in battery terminal connection Retighten or replace.
Loose grounding cable connection Retighten.
Fuse set loose or blown off Tighten or replace.
Poor contacting action of ignition switch and mag-
netic switchReplace.
Lead wire coupler loose in place Retighten.
Open-circuit between ignition switch and magnetic
switchRepair.
Open-circuit in pull-in coil Replace magnetic switch.
Brushes are seating poorly or worn down Repair or replace.
Poor sliding of plunger and/or pinion Repair.
Motor not running
(Operating sound of
magnetic switch
heard)Battery run down Recharge battery.
Battery voltage too low due to battery deteriora-
tionReplace battery.
Loose battery cable connections Retighten.
Burnt main contact point, or poor contacting action
of magnetic switchReplace magnetic switch.
Brushes are seating poorly or worn down Repair or replace.
Weakened brush spring Replace.
Burnt commutator Replace armature.
Layer short-circuit of armature Replace.
Crankshaft rotation obstructed Repair.
Starting motor running
but too slow (small
torque) (If battery and
wiring are satisfac-
tory, inspect starting
motor)Insufficient contact of magnetic switch main con-
tactsReplace magnetic switch.
Layer short-circuit of armature Replace.
Disconnected, burnt or worn commutator Repair commutator or replace
armature.
Worn brushes Replace brush.
Weakened brush springs Replace spring.
Burnt or abnormally worn end bush Replace bush.
Starting motor run-
ning, but not cranking
engineWorn pinion tip Replace over-running clutch.
Poor sliding of over-running clutch Repair.
Over-running clutch slipping Replace over-running clutch.
Worn teeth of pinion gear Replace flywheel.
Noise
Abnormally worn bush Replace bush.
Worn pinion or worn teeth of pinion gear Replace pinion or flywheel.
Poor sliding of pinion (failure in return movement) Repair or replace.
Worn internal or planetary gear teeth Replace.
Lack of oil in each part Lubricate.
Starting motor does
not stop runningFused contact points of magnetic switch Replace magnetic switch.
Short-circuit between turns of magnetic switch coil
(layer short-circuit)Replace magnetic switch.
Failure of returning action in ignition switch Replace.

6H-2 CHARGING SYSTEM
GENERAL DESCRIPTION
BATTERY
The battery has three major functions in the electrical system.
It is a source of electrical energy for cranking the engine.
It acts as a voltage stabilizer for the electrical system.
It can, for a limited time, provide energy when the electrical load exceeds the output of the generator.
CARRIER AND HOLD-DOWN
The battery carrier should be in good condition so that it will support the battery securely and keep it level.
Before installing the battery, the battery carrier and hold-down clamp should be clean and free from corrosion
and make certain there are no parts in carrier.
To prevent the battery from shaking in its carrier, the hold-down bolts should be tight enough but not over-tight-
ened.
ELECTROLYTE FREEZING
The freezing point of electrolyte depends on its specific gravity. Since freezing may ruin a battery, it should be
protected against freezing by keeping it in a fully charged condition. If a battery is frozen accidentally, it should
not be charged until it is warmed.
SULFATION
If the battery is allowed to stand for a long period in discharged condition, the lead sulfate becomes converted
into a hard, crystalline substance, which will not easily turn back to the active material again during the subse-
quent recharging. “Sulfation” means the result as well as the process of that reaction. Such a battery can be
revived by very slow charging and may be restored to usable condition but its capacity is lower than before.
BUILT-IN INDICATOR (IF EQUIPPED)
The battery has a built-in temperature compensated indicator in the top of the battery. This indicator is to be
used with the following diagnostic procedure. When checking the indicator, make sure that the battery has a
clean top. A light may be needed in some poorly-lit areas.
Three types of indication available under normal operation are as
follows.
Green Dot
Battery is sufficiently charged for testing.
Dark
Battery must be charged before testing.
If there is a cranking complaint, battery should be tested as
described in Diagnosis section. Charging and electrical sys-
tems should also be checked at this time.
Clear or Light Yellow
This means that fluid level is below the bottom of hydrome-
ter. Its possible cause is excessive or prolonged charging, a
broken case, excessive tipping or normal battery deteriora-
tion. When the battery is found in such condition, it is possi-
ble that high charging voltage is caused by the faulty
charging system and therefore, charging and electrical sys-
tems need to be checked. If there is a trouble in cranking
and its cause lies in the battery, it should be replaced.

CHARGING SYSTEM 6H-3
CARE OF BATTERY
1) The battery is a very reliable component, but needs periodical attentions.
Keep the battery carrier clean
Prevent rust formation on the terminal posts
Keep the electrolyte up to the upper level uniformly in all cells.
When keeping battery on vehicle over a long period of time, follow instructions given below.
–Weekly, start the engine and run it until it reaches normal operating temperature with engine speed of
2000 to 3000 rpm. Make sure all electric switches are off before storing the vehicle.
–Recharge the battery twice a month to prevent it from discharging excessively. This is especially impor-
tant when ambient temperature is low.
The battery discharges even when it is not used, while vehicles are being stored. Battery electrolyte can
freeze and battery case can crack at cold ambient condition if battery is not properly charged.
2) Keep the battery cable connections clean.
The cable connections, particularly at the positive (+) terminal post, tend to become corroded. The product
of corrosion, or rust, on the mating faces of conductors resists the flow of current.
Clean the terminals and fittings periodically to ensure good metal-to-metal contact, and grease the connec-
tions after each cleaning to protect them against rusting.
3) Be always in the know as to the state of charge of the battery. The simplest way to tell the state of charge is
to carry out a hydrometer test. The hydrometer is an instrument for measuring the specific gravity (S.G.) of
the battery electrolyte. The S.G. of the electrolyte is indicative of the state of charge. Refer to “DIAGNOSIS”
of BATTERY in this section. WARNING:
Never expose battery to open flame or electric spark because of battery generate gas which is flam-
mable and explosive.
Do not allow battery fluid to contact eyes, skin, fabrics, or painted surfaces as fluid is a corrosive
acid. Flush any contacted area with water immediately and thoroughly.
Batteries should always be kept out of reach of children.

6H-6 CHARGING SYSTEM
GENERATOR
Trouble in charging system will show up as one or more of the fol-
lowing conditions:
1) Faulty indicator lamp operation.
2) An undercharged battery as evidenced by slow cranking or
indicator dark.
3) An overcharged battery as evidenced by excessive spewing
of electrolyte from vents.
Noise from generator may be caused by loose drive pulley, loose
mounting bolts, worn or dirty bearings, defective diode, or defec-
tive stator.
CHARGING INDICATOR LAMP OPERATION
CAUTION:
Do not mistake polarities of IG terminal and L terminal.
Do not create short circuit between IG and L terminals.
Always connect these terminals through a lamp.
Do not connect any load between L and E.
When connecting charger or booster battery to vehicle
battery, refer to this section describing battery charg-
ing.
B: Generator output (Battery terminal)
D: Dummy terminal
E: Ground
F: Field coil terminal
IG: Ignition terminal
L: Lamp terminal
Condition Possible Cause Correction
Charge light does not
light with ignition ON
and engine offFuse blown Check fuse.
Light burned out Replace light.
Wiring connection loose Tighten loose connection.
IC regulator or field coil faulty Check generator.
Poor contact between brush and slip ring Repair or replace.
Charge light does not go
out with engine running
(battery requires fre-
quent recharging)Drive belt loose or worn Adjust or replace drive belt.
IC regulator or generator faulty Check charging system.
Wiring faulty Repair wiring.

CHARGING SYSTEM 6H-7
UNDERCHARGED BATTERY
This condition, as evidenced by slow cranking or indicator clear
with red dot can be caused by one or more of the following condi-
tions even though indicator lamp may be operating normal.
Following procedure also applies to cars with voltmeter and
ammeter.
Make sure that undercharged condition has not been caused
by accessories left on for extended period of time.
Check drive belt for proper tension.
If battery defect is suspected, refer to BATTERY section.
Inspect wiring for defects. Check all connections for tight-
ness and cleanliness, battery cable connections at battery,
starting motor and ignition ground cable.
NO-LOAD CHECK
1) Connect voltmeter and ammeter as shown in left figure.
2) Run engine from idling up to 2,000 rpm with all accessories
turned off and read meters.
If voltage is higher than standard value, check ground of
brushes.
If brushes are not grounded, replace IC regulator.
If voltage is lower than standard value, proceed to following
check.
Specification for undercharged battery (No-load check)
Current: 10 A
Voltage: 14.2 – 14.8 V (at 25°C, 77°F) NOTE:
Use fully charged battery.
1. Generator
2. Ammeter (between generator (B) terminal and battery (+) terminal)
3. Voltmeter (between generator (B) terminal and ground)
4. Battery
5. Load
6. Switch
NOTE:
Consideration should be taken that voltage will differ
somewhat with regulator case temperature as shown in
left figure.
A: Regulated voltage (V)
B: Heatsink temperature (°C)
16.0
15.5
14.2 15.3
14.8
14.2
13.314.8
15.0
14.5
14.0
13.5
13.0
-30 0 25 135
[A]
[B]