low oil pressure SUZUKI SWIFT 2000 1.G SF310 Service Workshop Manual

1. Full level mark (hole)
2. Low level mark (hole)
Oil pan capacity
Oil filter capacity
Others
Total1.0 L and 1.3 L Engine
About 3.1 liters
(6.5 / 5.5 US / lmp pt.)
About 0.2 liter
(0.4 / 0.3 US / lmp pt.)
About 0.3 liter
(0.6 / 0.5 US / lmp pt.)
About 3.6 liters
(7.5 / 6.3 US / lmp pt.)
0B-8 MAINTENANCE AND LUBRICATION
7) Replenish oil until oil level is brought to FULL level mark on dip-
stick (oil pan and oil filter capacity). Filler inlet is at the top of cyl-
inder head cover.
8) Start engine and run it for three minutes. Stop it and wait another
5 minutes before checking oil level. Add oil, as necessary, to
bring oil level to FULL level mark on dipstick.
Engine Oil Capacity
NOTE:
Engine oil capacity is specified as left table.
However, note that amount of oil required when actually
changing oil may somewhat differ from data in left table de-
pending on various conditions (temperature, viscosity, etc.).
9) Check oil filter and drain plug for oil leakage.
ITEM 1-5
Engine Coolant Change
WARNING:
To help avoid danger of being burned, do not remove radia-
tor cap while engine and radiator are still hot. Scalding fluid
and steam can be blown out under pressure if cap is taken
off too soon.
CAUTION:
When changing engine coolant, use mixture of 50% water
and 50% ethylene-glycol base coolant (Anti-Freeze/Anti-
corrosion coolant) for the market where ambient tempera-
ture falls lower than –16C (3F) in winter and mixture of
70% water and 30% ethylene-glycol base coolant for the
market where ambient temperature doesn’t fall lower than
–16C (3F).
Even in a market where no freezing temperature is antici-
pated, mixture of 70% water and 30% ethylene-glycol base
coolant should be used for the purpose of corrosion protec-
tion and lubrication.
Refer to SECTION 6B for COOLANT CAPACITY.

HOSE CONNECTION
Clamp securely at a position 3 to
7mm (0.12–0.27 in.) from hose end. With short pipe, fit hose as far as it reaches pipe joint as
shown.
Hose
Pipe
ClampClamps securely at a position
3 to 7 mm (0.12–0.27 in.)
from hose end.
With following type pipe, fit hose as far as its peripheral
projection as shown.
Clamp securely at a position
3 to 7 mm (0.12–0.27 in.)
from hose end.
With bent pipe, fit hose as its bent part as shown or till pipe
is about 20 to 30 mm (0.79–1.18 in.) into the hose.
Clamp securely at a
position 3 to 7 mm
(0.12–0.27 in.) from hose
end.
With straight pipe, fit hose till pipe is, about 20 to 30 mm
(0.79–1.18 in.) into the hose.
Hose
20 to 30 mm
(0.79–1.18 in.)
Clamp
6-4 ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10)
PRECAUTION ON FUEL SYSTEM SERVICE

Work must be done with no smoking, in a well-ventilated area and
away from any open flames.

As fuel feed line (between fuel pump and fuel delivery pipe) is still
under high fuel pressure even after engine was stopped, loosen-
ing or disconnecting fuel feed line directly may cause dangerous
spout of fuel to occur where loosened or disconnected.
Before loosening or disconnecting fuel feed line, make sure to re-
lease fuel pressure according to “FUEL PRESSURE RELIEF
PROCEDURE”. A small amount of fuel may be released after the
fuel line is disconnected. In order to reduce the chance of person-
al injury, cover the fitting to be disconnected with a shop cloth. Put
that cloth in an approved container when disconnection is com-
pleted.

Never run engine with fuel pump relay disconnected when engine
and exhaust system are hot.

Fuel or fuel vapor hose connection varies with each type of pipe.
When reconnecting fuel or fuel vapor hose, be sure to connect
and clamp each hose correctly referring to left figure Hose Con-
nection.
After connecting, make sure that it has no twist or kink.

When installing injector or fuel delivery pipe, lubricate its O-ring
with spindle oil or gasoline.

When connecting fuel pipe flare nut, first tighten flare nut by hand
and then tighten it to specified torque.

ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10) 6-19
Operation
VISUAL INSPECTION
Visually check following parts and systems.
INSPECTION ITEM
REFERRING SECTION

Engine oil ––––– level, leakage

Engine coolant ––––– level, leakage

Fuel ––––– level, leakage

A / T fluid ––––– level, leakage

Air cleaner element ––––– dirt, clogging

Battery ––––– fluid level, corrosion of terminal

Water pump belt ––––– tension, damage

Throttle cable ––––– play, installation

Vacuum hoses of air intake system ––––– disconnection,
looseness, deterioration, bend

Connectors of electric wire harness ––––– disconnection, friction

Fuses ––––– burning

Parts ––––– installation, bolt ––––– looseness

Parts ––––– deformation

Other parts that can be checked visually
Also check following items at engine start, if possible

Malfunction indicator lamp

Charge warning lamp

Engine oil pressure warning lamp

Engine coolant temp. meter

Fuel level meter

Tachometer, if equipped

Abnormal air being inhaled from air intake system

Exhaust system ––––– leakage of exhaust gas, noise

Other parts that can be checked visuallySection 0B
Section 0B
Section 0B
Section 0B
Section 0B
Section 0B
Section 6E1
Section 8
Section 6
Section 6H
Section 8 (section 6 for pressure check)
Section 8
Section 8

ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10) 6-23
ConditionPossible CauseReferring Item
Low oil pressure
Improper oil viscosity

Malfunctioning oil pressure switch

Clogged oil strainer

Functional deterioration of oil pump

Worn oil pump relief valve

Excessive clearance in various sliding partsEngine oil and oil filter change in
Section 0B
Oil pressure switch inspection in
Section 8
Oil pan and oil pump strainer
cleaning in Section 6A
Oil pump in Section 6A
Oil pump in Section 6A
Engine noise
Note: Before
checking mechanical
noise, make sure
that:

Specified spark
plug in used.

Specified fuel is
used.Valve noise

Improper valve lash

Worn valve stem and guide

Weak or broken valve spring

Warped or bent valve
Piston, ring and cylinder noise

Worn piston, ring and cylinder bore
Connecting rod noise

Worn rod bearing

Worn crank pin

Loose connecting rod nuts

Low oil pressure
Crankshaft noise

Low oil pressure

Worn bearing

Worn crankshaft journal

Loose bearing cap bolts

Excessive crankshaft thrust play
Valve lash in Section 6A
Valves inspection in Section 6A
Valve springs inspection in
Section 6A
Valves inspection in Section 6A
Pistons and cylinders inspection
in Section 6A
Crank pin and connecting rod
bearing inspection in Section 6A
Crank pin and connecting rod
bearing inspection in Section 6A
Connecting rod installation in
Section 6A
Previously outlined
Previously outlined
Crankshaft and bearing
inspection in Section 6A
Crankshaft and bearing
inspection in Section 6A
Crankshaft inspection in
Section 6A
Crankshaft thrust play inspection
in Section 6A

6-24 ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10)
ConditionPossible CauseReferring Item
Overheating
Inoperative thermostat

Poor water pump performance

Clogged or leaky radiator

Improper engine oil grade

Clogged oil filter or oil strainer

Poor oil pump performance

Faulty radiator fan control system

Dragging brakes

Slipping clutch

Blown cylinder head gasketThermostat in Section 6B
Water pump in Section 6B
Radiator in Section 6B
Engine oil and oil filter change in
Section 0B
Oil pressure check in Section 6A
Oil pressure check in Section 6A
Radiator fan control system in
Section 6E1
Trouble diagnosis in Section 5
Trouble diagnosis in Section 7C
Cylinder head in Section 6A
Poor gasoline
mileageIgnition system out of order

Leaks or loose connection of high-tension cord

Faulty spark plug (improper gap, heavy deposits
and burned electrodes, etc.)
Engine and emission control system out of
order

High idle speed

Poor performance of TP sensor, ECT sensor or
MAP sensor

Faulty fuel injector

Faulty fuel injector resistor

Faulty ECM (PCM)
Low compression
Others

Poor valve seating

Dragging brakes

Slipping clutch

Thermostat out of order

Improper tire pressure
High-tension cords in Section 6F
Spark plugs in Section 6F
Refer to item “Improper engine
idle speed” previously outlined
TP sensor, ECT sensor or MAP
sensor in Section 6E1
Diagnostic Flow Table B-1
Fuel injector resistor in Section 6E1
Previously outlined
Valves inspection in Section 6A
Trouble diagnosis in Section 5
Trouble diagnosis in Section 7C
Thermostat in Section 6B
Refer to Section 3F
Excessive engine
oil consumptionOil leakage

Blown cylinder head gasket

Leaky camshaft oil seals
Oil entering combustion chamber

Sticky piston ring

Worn piston and cylinder

Worn piston ring groove and ring

Improper location of piston ring gap

Worn or damaged valve stem seal

Worn valve stem
Cylinder head in Section 6A
Camshaft in Section 6A
Piston cleaning in Section 6A
Pistons and cylinders inspection
in Section 6A
Pistons inspection in Section 6A
Pistons assembly in Section 6A
Valves removal and installation in
Section 6A
Valves inspection in Section 6A

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

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.

ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10) 6-69
Below
specified value DTC DETECTING CONDITION
POSSIBLE CAUSE

Engine under other than high revolution condition

Not on rough road

Engine speed changing rate

Manifold absolute
pressure changing rate

Throttle opening changing rate

Misfire rate per 200 or 1000 engine revolutions (how
much and how often crankshaft revolution speed
changes) is higher than specified value
Engine overheating

Vacuum leaks (air inhaling) from air intake system

Ignition system malfunction (spark plug(s), high-
tension cord(s), ignition coil assembly)

Fuel pressure out of specification

Fuel injector malfunction (clogged or leakage)

Engine compression out of specification

Valve lash (clearance) out of specification

Manifold absolute pressure sensor malfunction

Engine coolant temp. sensor malfunction

PCV valve malfunction

EVAP control system 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.
1) Turn ignition switch OFF.
2) Clear DTC with ignition switch ON.
3) Check vehicle and environmental condition for:
–Altitude (barometric pressure): 2400 m, 8000 ft or less (560 mmHg, 75 kPa or more)
–Ambient temp.: –10C, 14F or higher
–Intake air temp.: 70C, 158F or lower
–Engine coolant temp.: –10 – 11 0C, 14 – 230F
4) Start engine and keep it at idle for 2 min. or more.
5) Check DTC in “DTC” mode and pending DTC in “ON BOARD TEST” or “PENDING DTC” mode.
6) If DTC is not detected at idle, consult usual driving based on information obtained in “Customer complaint analy-
sis” and “Freeze frame data check”.

HOSE CONNECTION
Clamp securely at a position 3 to
7mm (0.12–0.27 in.) from hose end. With short pipe, fit hose as far as it reaches pipe joint as
shown.
Hose
Pipe
ClampClamps securely at a position
3 to 7 mm (0.12–0.27 in.)
from hose end.
With following type pipe, fit hose as far as its peripheral
projection as shown.
Clamp securely at a position
3 to 7 mm (0.12–0.27 in.)
from hose end.
With bent pipe, fit hose as its bent part as shown or till pipe
is about 20 to 30 mm (0.79–1.18 in.) into the hose.
Clamp securely at a
position 3 to 7 mm
(0.12–0.27 in.) from hose
end.
With straight pipe, fit hose till pipe is, about 20 to 30 mm
(0.79–1.18 in.) into the hose.
Hose
20 to 30 mm
(0.79–1.18 in.)
Clamp
6-1-4 ENGINE GENERAL INFORMATION AND DIAGNOSIS (SFI FOR G13)
PRECAUTION ON FUEL SYSTEM SERVICE

Work must be done with no smoking, in a well-ventilated area and
away from any open flames.

As fuel feed line (between fuel pump and fuel delivery pipe) is still
under high fuel pressure even after engine was stopped, loosen-
ing or disconnecting fuel feed line directly may cause dangerous
spout of fuel to occur where loosened or disconnected.
Before loosening or disconnecting fuel feed line, make sure to re-
lease fuel pressure according to “FUEL PRESSURE RELIEF
PROCEDURE”. A small amount of fuel may be released after the
fuel line is disconnected. In order to reduce the chance of person-
al injury, cover the fitting to be disconnected with a shop cloth. Put
that cloth in an approved container when disconnection is com-
pleted.

Never run engine with fuel pump relay disconnected when engine
and exhaust system are hot.

Fuel or fuel vapor hose connection varies with each type of pipe.
When reconnecting fuel or fuel vapor hose, be sure to connect
and clamp each hose correctly referring to left figure Hose Con-
nection.
After connecting, make sure that it has no twist or kink.

When installing injector or fuel delivery pipe, lubricate its O-ring
with spindle oil or gasoline.

When connecting fuel pipe flare nut, first tighten flare nut by hand
and then tighten it to specified torque.