brake SUZUKI SWIFT 2000 1.G SF310 Service Repair Manual

1. Final gear
2. Differential gear assembly
3. Counter shaft
4. 1st and reverse brake
5. Counter driven gear11. Forward clutch
12. Direct clutch
13. Input shaft
14. Torque converter
15. Oil pump 6. Output shaft
7. Rear planetary gear
8. Front planetary gear
9. Valve body assembly
10. Oil strainer
AUTOMATIC TRANSMISSION (3 A / T) (VEHICLE WITH WU-TWC) 7B-3
GENERAL DESCRIPTION
The automatic transmission consists of the hydraulic torque converter, electronically controlled 3-speed automatic
transmission, countershaft and differential.
The transmission consists of 2 planetary gears, 2 disk clutches, 1 band brake, 1 disk brake and 1 one-way clutch.
Its operation is controlled by selecting a position from 6 positions (P, R, N, D, 2 and L ranges) manually by means
of the selector lever installed on the compartment floor.
In the D or 2 range, the gear ratio is changed for the 1st, 2nd or 3rd speed (D range only) automatically by engine
control module (electronic control).
For the automatic transmission fluid, DEXRON
-

E, DEXRON-


or its equivalent must be used. Lubrication
in the automatic transmission is provided by the oil pump which is operated by the engine revolution. Therefore,
the engine should not be stopped even during coasting to obtain proper lubrication.
When it becomes necessary to be towed, front wheels must be raised so as not to roll them.

7B-4 AUTOMATIC TRANSMISSION (3 A / T) (VEHICLE WITH WU-TWC)
COMPONENTS OPERATION CHART
RangeGearForward
ClutchDirect
ClutchSecond
Brake1st & Reverse
BrakeOne-way
ClutchParking Lock
Pawl
PParking–––****–
RReverse––––
NNeutral––––––
1st––––
D2nd––––
3rd––––
21st––––22nd––––
L1st–––L*2nd––––
: Operated
*: To prevent over-revolution of engine, this 2nd gear is operated only when selector lever is shifted to L range
at a higher than 37 km / h (23 mile / h) (G10 engine model), 40 km / h (25 mile / h) (G13 engine model) speed.
**: When engine is running.

[G10 Engine Model]
1. PCM
2. Camshaft position (CMP) sensor
3. Throttle position (TP) sensor
4. Engine coolant temperature (ECT) sensor
5. Transmission range sensor (shift switch)
6. Output shaft speed sensor (A / T VSS)7. Malfunction indicator lamp (MIL)
8. Data link connector (DLC)
9. Shift solenoid-A
(No.1, Direct clutch solenoid valve)
10. Shift solenoid-B
(No.2, 2nd brake solenoid valve)11. Ignition switch
12. Main relay
13. Inhibitor switch
14. To starter
15. Terminal arrangement of PCM coupler
(Viewed from harness side)
AUTOMATIC TRANSMISSION (3 A / T) (VEHICLE WITH WU-TWC) 7B-5
ELECTRONIC SHIFT CONTROL SYSTEM

7B-6 AUTOMATIC TRANSMISSION (3 A / T) (VEHICLE WITH WU-TWC)
[G13 Engine Model]
1. PCM
2. Camshaft position (CMP) sensor
3. Throttle position (TP) sensor
4. Engine coolant temperature (ECT) sensor
5. Transmission range sensor (shift switch)
6. Output shaft speed sensor (A / T VSS)7. Malfunction indicator lamp (MIL)
8. Data link connector (DLC)
9. Shift solenoid-A
(No.1, Direct clutch solenoid valve)
10. Shift solenoid-B
(No.2, 2nd brake solenoid valve)11. Ignition switch
12. Main relay
13. Inhibitor switch
14. To starter
15. Terminal arrangement of PCM coupler
(Viewed from harness side)

1. PCM
2. Instrument panel
TP sensor
Transmission range sensor
Output shaft speed sensor
(A / T VSS)
Shift solenoid-B
(2nd brake solenoid valve)
Shift solenoid-A
(Direct clutch solenoid valve)PCM
1. Throttle position sensor
2. Throttle body
A: Ground
3. Ground terminal
4. Reference voltage
terminal
5. Output voltage terminal
6. TP sensor
C: Output voltage
(opening angle signal)
D: Power supply from ECM
(reference voltage)
[G10 engine model]
[G13 engine model]
AUTOMATIC TRANSMISSION (3 A / T) (VEHICLE WITH WU-TWC) 7B-7
POWERTRAIN CONTROL MODULE (PCM)
The powertrain control module controls the shift solenoid B (2nd
brake solenoid valve) and the shift solenoid A (direct clutch sole-
noid valve) by sending electric signals to them so as to attain auto-
matic gear shift between the 1st and 2nd gears, and the 2nd and
3rd gears. Equipped as PCM sensed parameters are the throttle
position sensor, transmission range switch and vehicle speed sen-
sor. These switch and sensors sense the throttle valve opening, se-
lector lever’s position and vehicle speed, and send those signals to
the powertrain control module. Then, the powertrain control module
opens and closes valves of the above solenoids according to these
signals. The powertrain control module is installed to the underside
of the instrument panel at the driver’s seat side.
GEAR SHIFT CONTROL SYSTEM
THROTTLE POSITION SENSOR (TP sensor)
The throttle position sensor consisting of a potentiometer is con-
nected to the throttle valve shaft.
Throttle valve opening signal (output voltage) is transmitted from
throttle position sensor to PCM as voltage signal. PCM uses it as
one of the signals to control transmission gear shift.

1. Transmission range sensor
2. Select cable
1. Transmission
2. Shift solenoid-B
(No.2, 2nd brake solenoid valve)
3. Shift solenoid-A
(No.1, direct clutch solenoid valve)
4. Oil strainer
7B-8 AUTOMATIC TRANSMISSION (3 A / T) (VEHICLE WITH WU-TWC)
TRANSMISSION RANGE SENSOR (SHIFT SWITCH)
Being linked with the selector lever, this sensor changes selector
lever positions into electric signals and send them to the engine
control module. The contact points of this sensor for P and N ranges
are also connected with the starting motor circuit.
So when the selector lever is shifted to the P or N range position,
the contact points for P or N range are connected and cause the
starting motor to operate by turning the starter switch ON.
When the selector lever is in any other position than P and N
ranges, the sensor remains OFF and therefore the starting motor
cannot be operated, that is, the engine cannot be started.
Also, as its contact point for R range is connected with the backup
lamp circuit, only when the selector lever is shifted to R range, the
contact point contacts to light the backup lamp.
DIRECT CLUTCH AND 2ND BRAKE SOLENOID
VALVES
These solenoid valves are mounted on the valve body. They are
turned ON and OFF by the signals from the engine control module
and actuate each shift valve (1 – 2 and 2 – 3 valves) so as to control
transmission gear shift.
Shift solenoid-B (2nd brake solenoid valve) operates 1 – 2 shift
valve, and shift solenoid-A (direct clutch solenoid valve) does 2 –
3 shift valve.
OPERATION OF DIRECT CLUTCH AND 2ND BRAKE SOLENOIDS
RangeD2LP, N & R
Gear1st2nd3rd1st2nd1st(2nd)–
Shift solenoid-A (No.1)
(Direct clutch solenoid valve)





Shift solenoid-B (No.2)
(2nd brake solenoid valve)





: Operated (Solenoid Valve is Open)
: Unoperated (Solenoid Valve is Closed)

7B-20 AUTOMATIC TRANSMISSION (3 A / T) (VEHICLE WITH WU-TWC)
SYMPTOM-TO-INSPECTION TABLE
SYMPTOM
APPLICABLE DIAGNOSTIC FLOW TABLE. OR
CHECK
(DESCRIBED IN THIS SECTION)
No starting or slipping in any drive rangeA / T DIAGNOSTIC FLOW TABLE A-1
Gear change failureA / T DIAGNOSTIC FLOW TABLE A-2
Excessive shock at range selection or gear changeA / T DIAGNOSTIC FLOW TABLE A-3
Engine brake fails to operateENGINE BRAKE TEST
Gear shift failure in “D” or “2” rangeA / T DIAGNOSTIC FLOW TABLE B-1
Gear is shifted to 2nd in “L” rangeA / T DIAGNOSTIC FLOW TABLE B 2Vehicle does not move backward in “R” rangeA/T DIAGNOSTIC FLOW TABLE B-2

1. PCM
2. Shift solenoid-A (No.1, Direct clutch solenoid)
3. Shift solenoid-B (No.2, 2nd brake solenoid)
4. Terminal arrangement of PCM coupler
(Viewed from harness side)*1: For G10 engine model
*2: For G13 engine model
7B-26 AUTOMATIC TRANSMISSION (3 A / T) (VEHICLE WITH WU-TWC)
DTC P0753 SHIFT SOLENOID-A (NO.1) ELECTRICAL
DTC P0758 SHIFT SOLENOID-B (NO.2) ELECTRICAL
CIRCUIT DESCRIPTION – Refer to “GENERAL DESCRIPTION” of this section.
DTC DETECTING CONDITION
POSSIBLE CAUSE
Output command from PCM and output voltage do not
agree.DTC P0753:

“G/W” circuit open or short

Shift solenoid-A malfunction

PCM malfunction
DTC P0758:

“G/Or” circuit open or short

Shift solenoid-B malfunction

PCM malfunction
DTC CONFIRMATION PROCEDURE
1) Turn ignition switch OFF.
2) Clear DTC with ignition switch ON and warm up engine to normal operating temperature at “P” range.
3) Shift selector lever to “D” range for 1 sec. or longer.
4) Shift it to “P” range and check DTC.

7B-30 AUTOMATIC TRANSMISSION (3 A / T) (VEHICLE WITH WU-TWC)
TABLE A-1 NO STARTING OR SLIPPING IN ANY DRIVE RANGE
STEPACTIONYESNO
1Was “AUTOMATIC TRANSMISSION DIAGNOSTIC
FLOW TABLE” performed?Go to Step 2.Go to
“AUTOMATIC
TRANSMISSION
DIAGNOSTIC FLOW
TABLE”.
2Is engine rpm at stall test normal?Transmission
failure.Go to Step 3.
3Is engine rpm at stall test too low in any range?Poor engine power or
torque converter
defective.Go to Step 4.
4Is engine rpm at stall test too high only in “D” range?Go to Step 7.Go to Step 5.
5Is engine rpm at stall test too high only in “R” range?Go to Step 9.Go to Step 6.
6Is line pressure proper?Transmission failure.Oil pump defective,
Regulator valve
operation failure,
Throttle valve
operation failure or
Accelerator cable
and oil pressure
control cable
maladjusted.
7Does engine rpm at stall test become normal when
coupler of solenoid valve wire is disconnected?One-way clutch
operation failure.Go to Step 8.
8Is line pressure proper?Forward clutch worn.Oil leak in forward
clutch oil circuit or Oil
leak in “D” range oil
circuit.
9Does engine rpm at stall test become normal when
coupler of solenoid valve wire is disconnected?1st-Reverse brake
worn.Go to Step 10.
10Is line pressure proper?Direct clutch worn.Oil leak in direct
clutch oil circuit or Oil
leak in “R” range oil
circuit.

AUTOMATIC TRANSMISSION (3 A / T) (VEHICLE WITH WU-TWC) 7B-31
TABLE A-2 GEAR CHANGE FAILURE
STEPACTIONYESNO
1Was “AUTOMATIC TRANSMISSION DIAGNOSTIC
FLOW TABLE” performed?Go to Step 2.Go to “AUTOMATIC
TRANSMISSION
DIAGNOSTIC FLOW
TABLE”.
2Disconnect solenoid valve wire coupler and perform
manual road test.
Is upshift from 1st to 2nd possible?Go to Step 3.1-2 shift valve sticks
or Shift solenoid-B
(2nd brake solenoid)
valve sticks.
3Is upshift from 2nd to 3rd possible?Gear shift control
system defective.
Go to A / T Diagnostic
Flow Table B.2-3 shift valve sticks
or Shift solenoid-A
(Direct clutch
solenoid) valve
sticks.
TABLE A-3 EXCESSIVE SHOCK AT RANGE SELECTION OR GEAR CHANGE
STEPACTIONYESNO
1Was “AUTOMATIC TRANSMISSION DIAGNOSTIC
FLOW TABLE” performed?Go to Step 2.Go to “AUTOMATIC
TRANSMISSION
DIAGNOSTIC FLOW
TABLE”.
2Is line pressure proper?Go to Step 3.Regulator valve
defective, Throttle
valve defective or
Accelerator cable
maladjusted.
3Does excessive shock occur when selecting “D” range
from “N” range?Forward clutch
accumulator
operation failure,
Forward clutch worn
or Forward clutch oil
circuit check ball
operation failure. Go to Step 4.
4Does excessive shock occur when selecting “R” range
from “N” range?1st-Reverse brake
worn, 1st-Reverse
brake oil circuit check
ball operation failure.Go to Step 5.
5Does excessive shock occur at 1st to 2nd gear
change?2nd brake
accumulator
defective, 2nd brake
worn, 2nd brake oil
circuit check ball
operation failure.In case of excessive
shock at 2nd to 3rd
gear change, Direct
clutch worn or Direct
clutch oil circuit check
ball operation failure.