stop start SUZUKI SWIFT 2000 1.G SF310 Service Service Manual

6E2-20 ENGINE AND EMISSION CONTROL SYSTEM (SFI FOR G13)
[Using SUZUKI scan tool]
a) Connect SUZUKI scan tool to DLC with ignition switch OFF.
b) Turn ignition switch ON and then select “DATA LIST” mode on
scan tool.
c) Make sure that vehicle condition is as following.

Vehicle speed = 0 KPH

Engine speed = 0 RPM

Fuel tank level
15%
d) Clear DTC by using “CLEAR INFO” mode.
e) Check fuel pressure by using “FUEL PUMP CONT” mode in
“MISC TEST” menu.
CONDITIONFUEL PRESSURE
With fuel pump operating
2.7 – 3.1 kg / cm2
270 – 310 kPa
38.4 – 44.0 psi
Within 1 min. after fuel pump
stop (Pressure reduces as
time passes)Over 2.0 kg / cm2
200 kPa
28.4 psi
If measured pressure doesn’t satisfy specification, refer to
“Diagnostic Flow Table B-3” and check each possibly defective
part. Replace if found defective.
f) Start engine and warm it up to normal operating temperature.
And then check fuel pressure.
CONDITIONFUEL PRESSURE
At specified idle speed
2.0 – 2.4 kg / cm2
200 – 240 kPa
28.4 – 34.1 psi
If measured pressure doesn’t satisfy specification, refer to
“Diagnostic Flow Table B-3” and check each possibly defective
part. Replace if found defective.
g) After checking fuel pressure, remove fuel pressure gauge.
CAUTION:
As fuel feed line is still under high fuel pressure, make
sure to release fuel pressure according to following pro-
cedures.

Place fuel container under joint.

Cover joint with rag and loosen joint nut slowly to re-
lease fuel pressure gradually.
h) Remove special tools from fuel delivery pipe.
i) Connect fuel feed hose to fuel delivery pipe and clamp it secure-
ly.
j) With engine OFF and ignition switch ON, check for fuel leaks.
Tightening Torque
Fuel pressure regulator bolt: 11 N
.m (1.1 kg-m, 8.0 lb-ft)

6E2-34 ENGINE AND EMISSION CONTROL SYSTEM (SFI FOR G13)
FUEL CUT OPERATION
Inspection
NOTE:
Before inspection, check to make sure that gear shift lever is
in neutral position (with A / T model, selector lever in “P”
range), A / C is OFF and that parking brake lever is pulled all the
way up.
1) Warm up engine to normal operating temperature.
2) While listening to sound of injector (1) by using sound scope (2)
or such, increase engine speed to higher than 3,000 r / min.
3) Check to make sure that sound to indicate operation of injector
stops when throttle valve is closed instantly and it is heard again
when engine speed is reduced to less than about 2,000 r / min.
RADIATOR FAN CONTROL SYSTEM
System Inspection
WARNING:
Keep hands, tools, and clothing away from engine cooling
fan to help prevent personal injury. This fan is electric and
can come on whether or not the engine is running. The fan
can start automatically in response to the ECT sensor with
the ignition switch in the ON position.
Check system for operation referring to Flow Table B-8 in Section
6.
If radiator fan fails to operate properly, check relay, radiator fan and
electrical circuit.
Radiator Fan
Inspection
1) Check continuity between each two terminals.
If there is no continuity, replace radiator fan motor.

ENGINE AND EMISSION CONTROL SYSTEM (SFI FOR G13) 6E2-37
1) Disconnect purge hose (1) from EVAP canister.
2) Place finger against the end of disconnected hose and check
that vacuum is not felt there when engine is cool and running at
idle speed.
3) Connect purge hose to EVAP canister and warm up engine to
normal operating temperature.
4) Disconnect purge hose from EVAP canister.
5) Also check that vacuum is felt when engine is running at idle
speed.
NOTE:
The EVAP canister purge system does not perform purging
(vacuum is not detected at the purge hose) unless the en-
gine is sufficiently warmed up and the heated oxygen sen-
sor is activated fully. Also, when the purge hose is discon-
nected in Step 4), the air is drawn into the purge line. As a
result, ECM (PCM) detects a change in the purge gas con-
centration and sometimes stops purging but this indicates
nothing abnormal.
If check result is not satisfactory, check vacuum passage, hoses,
EVAP canister purge valve, wire harness and ECM (PCM).
Vacuum Passage Inspection
Start engine and run it at idle speed. Disconnect vacuum hose (1)
from EVAP canister purge valve (2). With finger placed against
hose disconnected, check that vacuum is applied.
If it is not applied, clean vacuum passage by blowing compressed
air.
Vacuum Hose Inspection
Check hoses for connection, leakage, clog and deterioration. Re-
place as necessary.
EVAP Canister Purge Valve Inspection
Check EVAP canister purge valve referring to step 1 of DTC P0443
Flow Table.
If found malfunction, replace.

1. Crankshaft pulley
2. Water pump pulley
A: To be advanced
B: To be retarded
1. Distributor flange bolt
2. Distributor
IGNITION SYSTEM 6F-9
IGNITION TIMING
NOTE:
Before starting engine, place transmission gear shift lever in
“Neutral” (shift selector lever to “P” range for A/T model), and
set parking brake.
INSPECTION AND ADJUSTMENT
1) Connect SUZUKI scan tool (1) to DLC (2) with ignition switch
OFF.
2) Start engine and warm it up to normal operating temperature.
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) Set timing light to No.1 high-tension cord.
6) Fix ignition timing to initial one as follows:
Select “MISC” made on SUZUKI scan tool and fix ignition tim-
ing to initial one.
7) Using timing light, check that timing is within specification.
Initial ignition timing (Ignition timing fixed):
5 ±3 BTDC (at idle speed)
Ignition order: 1-3-2
Special Tool
(A): 09900-27301 or 09930-76420
8) If ignition timing is out of specification, loosen flange bolts, ad-
just timing by turning distributor assembly while engine is run-
ning, and then tighten bolts.
Tightening Torque
(a): 15 N
.m (1.5 kg-m, 11.0 lb-ft)
9) After tightening distributor flange bolts, recheck that ignition
timing is within specification.
10) After checking and/or adjusting Initial Ignition Timing, release
ignition timing fixation by SUZUKI scan tool.
11) With engine idling (ignition timing not fixed, idle switch ON and
car stopped), check that ignition timing is about 10 BTDC.
(Constant variation within a few degrees from 10 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 CTP switch,
test switch terminal circuit and ECM.

ACCEPTABLE RANGE
1st gear (solenoids ON and ON)
2nd gear
(solenoids ON and OFF)
3rd gear
(solenoids OFF and OFF)
Vehicle speed
Engine speed
7B-28 AUTOMATIC TRANSMISSION (3 A / T) (VEHICLE WITH WU-TWC)
DTC P0751 SHIFT SOLENOID-A (No.1) PERFORMANCE OR STUCK OFF
DTC P0756 SHIFT SOLENOID-B (No.2) PERFORMANCE OR STUCK OFF
CIRCUIT DESCRIPTION
PCM monitors throttle opening, engine speed, vehicle speed and gear position and compares the actual engine
speed and its specified value (i.e., engine speed obtained by PCM through calculation using the throttle open-
ing / gear position and vehicle speed).
DTC DETECTING CONDITION
POSSIBLE CAUSE

While running in “D” range after engine warmed up,
engine speed as compared with vehicle speed is not
within acceptable range.
2 driving cycle detection logic, continuous
monitoring.
A / T oil pressure control cable maladjusted

Selector cable maladjusted

Mechanical malfunction of shift solenoid valve
(stick or leakage)

Mechanical malfunction in transmission

Torque converter malfunction
DTC CONFIRMATION PROCEDURE
WARNING:

When performing a road test, select a place where there is no traffic or possibility of a traffic accident
and be very careful during testing to avoid occurrence of an accident.

Road test should be carried out with 2 persons, a driver and a tester, on a level road.
1) Turn ignition switch OFF.
2) Clear DTC with ignition switch ON and warm up engine to normal operating temperature.
3) Shift selector lever to “D” range.
4) Start vehicle and increase vehicle speed to 40 – 55 km / h ( 25 – 35 mile / h) by depressing accelerator pedal half
a stroke.
5) Keep vehicle at above speed for 5 sec. or longer.
6) Increase vehicle speed to 75 – 90 km / h (45 – 55 mile / h) by depressing accelerator pedal half a stroke and keep
it at that speed for 5 sec. or longer.
7) Stop vehicle and check pending DTC and DTC.

1. Front drive shaft (LH)
2. Oil pan
AUTOMATIC TRANSMISSION (3 A / T) (VEHICLE WITH WU-TWC) 7B-33
LINE PRESSURE TEST
This test is to check oil pressure system for operation by measuring
oil pressure in oil pressure line. Make sure to perform this test only
when transmission fluid is at normal operating temperature.
NOTE:

Make sure that transmission fluid level is between FULL HOT
and LOW HOT marks on oil level gauge at normal operating
temperature which corresponds to 70–80C (155–176F) of
fluid. (Refer to “Fluid level” in this section.)

Check that transmission is free from fluid leakage.
1) With engine at stop, remove plug and connect oil pressure
gauge to plug hole.
Special Tool
(A): 09925-37811-001
2) Install tachometer.
3) Apply parking brake and block vehicle wheels.
4) With selector lever shifted to P range, start engine.
5) Depress brake pedal fully.
6) Shift selector lever to D range and check oil pressure with engine
running at idling speed and at stall speed respectively.
7) Repeat the same check as in step 6) with selector lever shifted
to R range.
CAUTION:
Do not run engine at stall more than 5 seconds continu-
ously, for oil temperature may rise excessively high.
8) If line pressure is within respective specification in table below,
oil pressure system is in good condition.
[G10 Engine Model]
Engine speedLine pressureEngine s eedD rangeR range
Idling speed
200 – 390 kPa
2.0 – 3.9 kg / cm2
28.4 – 55.5 psi
540 – 780 kPa
5.4 – 7.8 kg / cm2
76.8 – 110.9 psi
Stall speed
390 – 590 kPa
3.9 – 5.9 kg / cm2
55.5 – 83.9 psi
880 – 1230 kPa
8.8 – 12.3 kg / cm2
125.1 – 174.9 psi
[G13 Engine Model]
Engine speedLine pressureEngine s eedD rangeR range
Idling speed
260 – 460 kPa
2.6 – 4.6 kg / cm2
37.0 – 65.4 psi
660 – 900 kPa
6.6 – 9.0 kg / cm2
93.9 – 128.0 psi
Stall speed
660 – 850 kPa
6.6 – 8.5 kg / cm2
93.9 – 120.9 psi
1330 kPa or more
13.3 kg / cm2 or more
189.0 psi or more

AUTOMATIC TRANSMISSION (3 A / T) (VEHICLE WITH WU-TWC) 7B-35
ROAD TEST
This test is to check if upshift and downshift take place at specified
speeds while actually driving vehicle on a level road.
WARNING:

Carry out the test in very little traffic area to prevent an ac-
cident.

The test requires 2 persons, a driver and a tester.
1) Warm up engine.
2) With engine running at idle, shift selector lever to D range.
3) i) Accelerate vehicle speed by depressing accelerator pedal
very little (within 4 deg. of throttle valve opening).
ii) Check if upshift takes place from 1st to 2nd at about 18 km / h
(11 mile / h) and from 2nd to 3rd at about 30 km / h (19 mile / h).
iii)
[For G10 Engine Model]
Stop vehicle once. Then start it again and while accelerating
by depressing accelerator pedal fully, check if upshift takes
place from 1st to 2nd at 52 km / h (33 mile / h) and from 2nd to
3rd at 97 km / h (61 mile / h).
[For G13 Engine Model]
Stop vehicle once. Then start it again and while accelerating
by depressing accelerator pedal fully, check if upshift takes
place from 1st to 2nd at 58 km / h (36 mile / h) and from 2nd to
3rd at 110 km / h (69 mile / h).
iv) Stop vehicle again.
v) Start vehicle and keep it running at 25 km / h (15 mile / h) and
then release accelerator pedal completely. 1 or 2 seconds lat-
er, depress accelerator pedal fully and check if downshift
from 2nd to 1st takes place.
vi) Keep vehicle running at 75 km / h (47 miles / h) and in the
same way as in step v), check if downshift from 3rd to 2nd
takes place.
vii) If upshift or downshift fails to take place at each specified
speed in the road test, possible causes for such failure are as
follows. Check each part which is suspected to be the cause.
Condition
Possible causes
No upshift from 1st
to 2nd
1 – 2 shift valve defective

2nd brake solenoid valve defective

PCM defective, or disconnection or
poor connection in electric circuit
No upshift from
2nd to 3rd
2-3 shift valve defective

Direct clutch solenoid valve defective

PCM defective, or disconnection or
poor connection in electric circuit
No downshift from
2nd to 1st or 3rd to
2nd
Throttle position sensor defective

PCM defective, or disconnection or
poor connection in electric circuit

1. Solenoid valve wire coupler (Disconnected)
2. Transmission
7B-36 AUTOMATIC TRANSMISSION (3 A / T) (VEHICLE WITH WU-TWC)
MANUAL ROAD TEST
This test checks the gears being used in L, 2 or D range when driven
with unoperated gear shift control system.
Test drive vehicle on a level road.
1) With selector lever in P range, start engine and warm it up.
2) After warming up engine, disconnect coupler of solenoid valve
wire as shown in left figure.
3) With selector lever in L range, start vehicle and accelerate to
30 km / h (19 mile / h). Check in this state that 1st gear is being
used.
4) At 30 km / h (19 mile / h), shift selector lever to 2 range and accel-
erate to 60 km / h (37 mile / h).
Check in this state that 2nd gear is being used.
5) At 60 km / h (37 mile / h), shift selector lever to D range and check
that 3rd gear is used when speed is higher than 60 km / h
(37 mile / h).
6) After above checks, stop vehicle then engine, and connect sole-
noid valve wire coupler.
ENGINE BRAKE TEST
WARNING:
Before test, make sure that there is no vehicle behind so as
to prevent rear-end collision.
1) While driving vehicle in 3rd gear of D range, shift selector lever
down to 2 range and check if engine brake operates.
2) In the same way as in step 1), check engine brake for operation
when selector lever is shifted down to L range.
3) If engine brake fails to operate in above tests, possible cause for
such failure are as follows.
Check each part which is suspected to be the cause.
Condition
Possible causes
Fails to operate when
shifted down to 2 rangeSecond brake defective
Fails to operate when
shifted down to L range1st-reverse brake defective

Ignition key
Transponder
code
Immobilizer
Control
Module
ECM
(1)(2)
(3)(4)
1. Coil antenna
2. Immobilizer Control
Module
3. Engine Control Module
(ECM)
4. Ignition key
8G-2 IMMOBILIZER CONTROL SYSTEM
GENERAL DESCRIPTION
The immobilizer control system designed to prevent vehicle burglar consists of following components.

Engine Control Module (ECM)

Immobilizer Control Module

Ignition key (with built-in transponder)

Coil antenna
Operation of this system is as follows.
(1) Each ignition key has its own code (Transponder code) stored in memory. When the ignition switch is turned
ON, Immobilizer Control Module tries to read the Transponder code through the coil antenna installed to the
steering lock assembly.
(2) Immobilizer Control Module compares the Transponder code read in (1) and that registered in Immobilizer Con-
trol Module and checks if they match.
(3) When it is confirmed that two Transponder codes match each other as described above, Immobilizer Control
Module and ECM check if ECM/Immobilizer Control Module codes registered in them respectively match.
(4) Only when it is confirmed that ECM/Immobilizer Control Module codes match, the engine starts running. If
Transponder codes in Step (2) or ECM/Immobilizer Control Module codes in Step (3) do not match, ECM will
stop operation of the injector and the ignitor (i.e., ignition of spark plug).