Sump SUZUKI SWIFT 2007 2.G Service Workshop Manual

Downloaded from www.Manualslib.com manuals search engine 1A-8 Engine General Information and Diagnosis:
CAN communication system uses the serial communication in which data is transmitted at a high speed. It uses a
twisted pair of two communication lines for the high-speed da ta transmission. As one of its characteristics, multiple
control modules can communicate simultaneously. In addition, it has a function to detect a communication error
automatically. Each module reads necessary data from the received data and transmits data. ECM communicates
control data with each control module as follows.
ECM Transmission Data
NOTE
• In communication between ECM and combination meter and between ECM and steering angle sensor (ESP ® model), data is transmitted only from ECM to combination meter and steering angle
sensor. (Combination meter and steering angle sensor does not transmit data to ECM.)
• *1: Hong Kong model only.

ECM Reception Data
Engine torque signal
Accelerator pedal position signal
Throttle position signal
Brake pedal switch signal
A/C refrigerant pressure signal
A/C compressor clutch signal
Fuel consumption signal
Immobilizer indicator light control signal
MIL control signal
Diagnostic trouble code (DTC)
Engine coolant temperature signal
Engine speed signal
Vehicle speed signal
ECM-keyless start control module code TCM BCM
Combination
Meter Keyless Start
ControlModule
Transmit DATA
ECM
ESP® Control
Module ABS Control
Module
(Non-ESP® model)
*1
I7RS0B110002-01
TCM BCM Keyless Start
Control Module
DATA
ECM
Torque request signal
A/T select lever position signal
Transmission actual gear position signal
Transmission oil temperature signal
A/C switch ON signal
Electric load signal
ESP® status signal
ABS active signal
Wheel speed signal (front right)
Wheel speed signal (front left)
ECM-keyless start control module code
ID code of keyless start control module
Receive
ABS Control
Module
(Non-ESP® model)
ESP® Control
Module
I7RS0B110003-02

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Generator Control System DescriptionS7RS0B1101010
Generator Control System consists of a generator (1), electric load current sensor (7) located in the main fuse box (4)
and ECM (5).
ECM controls generated electricity (adjusting voltage of IC regulator (2)) so that it is suitable for the engine and electric
load conditions. When the electric load increases quickly, generation load of the generator increases quickly and
causes idling to change. To prevent this, ECM makes generated electricity volume vary gradually to stabilize idling.
Also, it reduces the engine load caused by temporary incr ease in electricity generation to cope with the engine
condition (such as when accelerating).
Operation
ECM controls the generated voltage of the generator using “C” terminal (generator control terminal) duty, based on
following information.
• Engine condition (ECT, vehicle speed, engine speed, TP, etc.) (9)
• Battery voltage (ECM backup power voltage) (10)
• Electric load condition (blower motor, rear defogger, head lights, radiator fan, A/C, etc.) (11)
• “FR” terminal output (field coil (3) cont rol duty) which indicates the operation rate (electricity generation condition) of
the generator.
Then the generator uses “C” terminal duty to regulate the adju sting voltage of the IC regulator with the field coil control
duty so as to control its generated voltage (“B” terminal output voltage).
(For more information of the generated voltage, refer to “Charging System Specifications in Section 1J”.)
Furthermore, the generation condition of the generator is co ntrolled to the optimum level by the electric load current
sensor (7) which detects the electrical load condition (cur rent consumption) linearly even when a sudden electrical
load variation occurs and thus the engine load is reduced.
B
IG
L
C
E
6
2
3
FR
5
12 13
14
1IG1
7
4
8
11
10 9
CMO
FCD
GCD
I6RW0H110005-01
6. Ignition switch
12. BCM 14. CAN driver
8. Battery 13. Combination meter

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TP SENSOR 2 VOLT (THROTTLE POSITION SENSOR
(SUB) OUTPUT VOLTAGE, V)
The TP sensor (sub) reading provides throttle valve
opening information in the form of voltage.
APP SENSOR 1 VOLT (ACCELERATOR PEDAL
POSITION (APP) SENSOR (MAIN) OUTPUT
VOLTAGE, V)
The APP sensor (main) read ing provides accelerator
pedal opening information in the form of voltage.
APP SENSOR 2 VOLT (ACCELERATOR PEDAL
POSITION (APP) SENSOR (S UB) OUTPUT VOLTAGE,
V)
The APP sensor (sub) reading provides accelerator
pedal opening information in the form of voltage.
ACCEL POSITION (ABSOLUTE ACCELERATOR
PEDAL POSITION, %)
When accelerator pedal is at fully released position,
accelerator pedal is indicated as 0 – 5% and 90 – 100%
fully depressed position. THROTTLE TARGET POSI (TARGET THROTTLE
VALVE POSITION, %)
Target throttle valve position is ECM internal parameter
which indicates the ECM requested throttle valve
position.
BATTERY CURRENT (A)
This parameter indicates elec
tric load value (current
consumption) that detected by electric load current
sensor.
GENERATOR CONT DUTY (GENERATOR CONTROL
DUTY, %)
This parameter indicates generator control duty ratio that
controls production electricity of generator by ECM.
100%: No limitation for the generating
0%: Maximum limitation for the generating
GENERATOR FIELD DUTY (GENERATOR FIELD
COIL DUTY, %)
This parameter indicates ope rating rate (status of
production electricity) for gen erator by field coil duty
ratio.
100%: maximum operation.
0%: minimum operation.
Visual InspectionS7RS0B1104008
Visually check the following parts and systems.
Inspection item Reference section
• Engine oil – level, leakage “Engine Oil and Filter Change in Section 0B”
• Engine coolant – level, leakage “Co olant Level Check in Section 1F”
• Fuel – level, leakage “Fuel Lines and Connections Inspection in Section 0B”
• Air cleaner element – dirt, clogging “Air Cleaner Filter Inspection in Section 0B”
• Battery – fluid level, corrosion of terminal “Battery Description in Section 1J”
• Water pump belt – tension damage “Accessory Drive Belt Inspection in Section 0B”
• Throttle valve – operating sound “Electric Throttle Body Assembly On-Vehicle Inspection in Section 1C”
• Vacuum hoses of air intake system – disconnection, looseness,
deterioration, bend “Vacuum Hose and Purge Valve Chamber
Inspection in Section 1B”
• Connectors of electric wire harness – disconnection, friction
• Fuses – burning
• Parts – installation, bolt – looseness
• Parts – deformation
• Other parts that can be checked visually
Also check the following items at engine start, if possible
• Malfunction indicator lamp – Operation “Malfunction Indicator Lamp (MIL) Check”
• Charge warning lamp – Operation “Genera tor Symptom Diagnosis in Section 1J”
• Engine oil pressure warning lamp – Operation “O il Pressure Switch Inspection in Section 9C”
• Engine coolant temp. meter – Operation “ECT Sensor Inspection in Section 1C”
• Fuel level meter – Operation “Fuel Level Sensor Inspection in Section 9C”
• Tachometer – Operation
• Abnormal air being inhaled from air intake system
• Exhaust system – leakage of exhaust gas, noise
• Other parts that can be checked visually

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Poor gasoline mileageLeaks or loose connection of high-
tension cord “High-Tension Cord Removal and Installation
in Section 1H”
Faulty spark plug (improper gap, heavy
deposits and burned electrodes, etc.) “Spark Plug Inspection in Section 1H”
Malfunctioning EGR valve “EGR Valve Inspection in Section 1B”
High idle speed Condition “Improper engine idling or engine
fails to idle”
Poor performance of ECT sensor or
MAF sensor “ECT Sensor Inspection in Section 1C” or
“MAF and IAT Sensor Inspection in Section
1C”
Faulty electric throttle body assembly “Electric Throttle Body Assembly On-Vehicle
Inspection in Section 1C”
Faulty APP sensor assembly “APP Sensor Assembly Inspection in Section
1C”
Faulty fuel injector(s) “Fuel Injector Circuit Check”
Faulty ECM
Low compression “Compression Check in Section 1D”
Poor valve seating “Valves and Valve Guides Inspection in
Section 1D”
Dragging brakes Condition “Dragging brakes” in “Brakes
Symptom Diagnosis in Section 4A”
Slipping clutch Condition “Slipping clutch” in “Clutch System
Symptom Diagnosis in Section 5C”
Thermostat out of order “Thermostat Inspection in Section 1F”
Improper tire pressure “Tires Description in Section 2D”
Camshaft position control (VVT) system
out of order “Oil Control Valve Inspection in Section 1D”
Excessive engine oil
consumption – Oil
leakage Blown cylinder head gasket
“Cylinder Head Inspection in Section 1D”
Leaky camshaft oil seals “Camshaft, Tappet and Shim Inspection in
Section 1D”
Excessive engine oil
consumption – Oil
entering combustion
chamber Sticky piston ring
“Cylinders, Pistons and Piston Rings
Inspection in Section 1D”
Worn piston and cylinder “Cylinders, Pistons and Piston Rings
Inspection in Section 1D”
Worn piston ring groove and ring “Cylinders, Pistons and Piston Rings
Inspection in Section 1D”
Improper location of piston ring gap “Pistons, Piston Rings, Connecting Rods and
Cylinders Disassembly and Assembly in
Section 1D”
Worn or damaged valve stem seal “Valves and Valve Guides Inspection in
Section 1D”
Worn valve stem “Valves and Valve Guides Inspection in
Section 1D”
Condition Possible cause Correction / Reference Item

Downloaded from www.Manualslib.com manuals search engine Engine Mechanical: 1D-2
Camshaft Position Control (VVT Variable Valve Timing) System DescriptionS7RS0B1401002
System Description
The VVT system is an electronic control system which continuously vary and optimize the intake valve timing in
response to the engine operating condition.
The optimized intake valve timing produce such an air intake with high efficiency that both the higher power generation
and lower fuel consumption can be attained in the whole engine speed range from low to high. In the area of the
average engine load, low emission of nitrogen oxides (NOx) and high fuel efficiency can also be attained by making
the valve opening overlap between the intake and exhaust valves longer.
For the brief of the system operation, the intake valve timing is varied by the cam timing sprocket (1) which varies the
rotational phase between the intake camshaft (3) and sprocket . The rotor (2) in the cam timing sprocket is actuated by
switching or adjusting the hydraulic pressure applied to the chambers for the timing advancing (7) and/or retarding (6).
To switch or adjust the hydraulic pressure appropriately, ECM operates the oil control valve (12) with detecting the
engine speed, intake air value, throttle opening, engine coolant temperature and camshaft position (angle).
1
4
5
13
10
89
2
7
6
12
11
3
14
60 (variable angle)
Most retarded timing
Most advanced timing
Exhaust valve Intake valve
Crank angle
Overlap of valves
Valve lift
I3RH0B140002-01
4. Oil passage to chamber for timing retarding 8. Oil filter10. Oil pan 13. Oil return
5. Oil passage to chamber for timing advancing 9. Oil pump11. Control signal from ECM 14. Oil flow

Downloaded from www.Manualslib.com manuals search engine Wheels and Tires: 2D-2
Lower than recommended pressure can cause:
• Tire squeal on turns
• Hard Steering
• Rapid and uneven wear on the edges of the tread
• Tire rim bruises and rupture
• Tire cord breakage
• High tire temperature
• Reduced handling
• High fuel consumption
Replacement Tires
When replacement is necessary, the original equipment
type tire should be used. Refer to the Tire Placard.
Replacement tires should be of the same size, load
range and construction as those originally on the vehicle.
Use of any other size or type tire may affect ride,
handling, speedometer / odometer calibration, vehicle
ground clearance and tire or snow chain clearance to the
body and chassis.
It is recommended that new tires be installed in pairs on
the same axle. If necessary to replace only one tire, it
should be paired with the tire having the most tread, to
equalize braking traction.
WARNING!
Do not mix different types of tires on the
same vehicle such as radial, bias and bias-
belted tires except in emergencies, because
handling may be seriously affected and may
result in loss of control.

The metric term for tire infl ation pressure is the kilo
pascal (kPa). Tire pressures is usually printed in both
kPa and kgf/cm
2 on the “Tire Placard”.
Metric tire gauges are available from tool suppliers.
The chart, shown the table, converts commonly used
inflation pressures from kPa to kgf/cm
2 and psi.
Wheels DescriptionS7RS0B2401002
Wheel Maintenance
Wheel repairs that use welding, heating, or peening are
not approved. All damaged wheels should be replaced.
Replacement Wheels
Wheels must be replaced if they are bent, dented, have
excessive lateral or radial runout, air leak through welds,
have elongated bolt holes, if lug wheel bolts won’t stay
tight, or if they are heavily rusted. Wheels with greater
runout than shown in the following may cause
objectional vibrations.
Replacement wheels must be equivalent to the original
equipment wheels in load capacity, diameter, rim with
offset and mounting configuration. A wheel of improper
size or type may affect wheel and bearing life, brake
cooling, speedometer / odometer calibration, vehicle
ground clearance and tire clearance to body and
chassis.
How to Measure Wheel Runout
To measure the wheel runout, it is necessary to use an
accurate dial indicator. The tire may be on or off the
wheel. The wheel should be installed to the wheel
balancer of the like for proper measurement.
Take measurements of both lateral runout “a” and radial
runout “b” at both inside an d outside of the rim flange.
With the dial indicator set in place securely, turn the
wheel one full revolution slowly and record every reading
of the indicator.
When the measured runout exceeds the specification
and correction by the balancer adjustment is impossible,
replace the wheel. If the reading is affected by welding,
paint or scratch, it should be ignored.
Lateral runout limit “a”
: 0.3 mm (0.012 in.)
Radial runout limit “b”
: 0.3 mm (0.012 in.)
kPa kgf/cm2psi
Conversion: 1 psi =
6.895 kPa 1 kgf/cm
2 =
98.066 kPa 160 1.6 23
180 1.8 26
200 2.0 29
220 2.2 32
240 2.4 35
260 2.6 38
280 2.8 41
300 3.0 44
I4RS0A240001-01

Downloaded from www.Manualslib.com manuals search engine Automatic Transmission/Transaxle: 5A-3
General Description
A/T DescriptionS7RS0B5101001
This automatic transaxle is electronic control full automatic transaxle with forward 4-speed and reverse 1-speed.
The torque converter is a 3-element, 1-step and 2-phase type and is equipped with an automatically controlled lock-up
mechanism.
The gear change device consists of a ravigneau type planet ary gear unit, 3 multiple disc type clutches, 3 multiple disc
type brakes and 2 one-way clutches.
The hydraulic pressure control device consists of a valve body assembly, pressure control solenoid valve (linear
solenoid), 2 shift solenoid va lves, TCC pressure control solenoid valve (lin ear solenoid) and a timing solenoid valve.
Optimum line pressure complying with engine torque is produced by the pressure control solenoid valve in
dependence upon control signal from transmission control module (TCM). This makes it possible to control the line
pressure with high accuracy in accordance with the engine power and running conditions to achieve smooth shifting
characteristics and high efficiency.
A clutch-to-clutch control system is prov ided for shifting between 3rd gear and 4th gear. This clutch-to-clutch control
system is made to function optimally , so that hydraulic pressure controls such as shown below are conducted.
• When upshifting from 3rd gear to 4th gear, to adjust the drain hydraulic pressure at releasing the forward clutch, a
timing solenoid valve is used to switch a hydraulic passage with an orifice to another during shifting.
• When downshifting from 4th gear to 3rd gear, to adjust the line pressure applied to the forward clutch at engaging the forward clutch, a timing solenoid valve is used to s witch a hydraulic passage with an orifice to another during
shifting.
• When upshifting from 3rd gear to 4th gear with engine throttle opened, to optimize the line pressure applied to the forward clutch at releasing the forward clutch, the learning control is processed to compensate the switching timing
of the timing solenoid at every shifting.
• When downshifting from 4th gear to 3rd gear with engine throttle opened, to optimize the line pressure applied to
the forward clutch at engaging the forw ard clutch, the learning control is processed to compensate the line pressure
at every shifting.
Employing the ravigneau type planetary gear unit and this clutch-to-clutch control system greatly simplifies the
construction to make possible a lightweight and compact transaxle.
A line pressure learning control is conducted to provide opti mum shifting time at every upshifting with engine throttle
opened. If long upshifting time is detected, the subsequent line pressure applied during upshifting is intensified. On the
contrary, if short upshifting time is detected, the subs equent line pressure applied during upshifting is weakened.
Slip controlled lock-up function
Even at a lower speed than when the TCC gets engaged completely, control over the TCC pressure control solenoid
works to cause the TCC to slip (be engaged slightly), ther eby improving the transmission efficiency. While such slip
control is being executed, the oil pressure applied to the TCC is controlled by the TCC pressure control solenoid so
that the difference between the engine speed and the input shaft speed becomes close to the specified value.
Also, during deceleration, the TCC is made to slip (be enga ged slightly) to raise the engine speed and enlarge the fuel
cut operation range so that better fuel consumption is achieved.
Due to this reason, it is absolutely necessary for the automati c transmission to use ATF suitable for slip control. Use of
any fluid other than the specified ATF may cause j uddering or some other faulty condition to occur.

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Clock Symptom Diagnosis (If Equipped)S7RS0B9304016
Audio System Symptom Diagnosis (If Equipped)S7RS0B9304017
Radio
NOTE
Electronic part / system with undiagnosed pr oblem may cause electromagnetic interference.
Electromagnetic interference condition may have poor radio reception. To test for presence of
electromagnetic interference in part / system, perform the following procedures.
1. Turn ignition switch to OFF.
2. Systematically disconnect the electronic part / system connector(s) one at a time.
3. Turn ignition switch to ON.
4. Check any improvement in radio reception.

Display of fuel
consumption does not
change at “– – – l / 100 km
(km/l, MPG)” Vehicle is not running (instantaneous
fuel consumption mode)
—
Fuel consumption was reset (average
fuel consumption mo de, if equipped)Vehicle runs for a while.
Vehicle speed signal faulty Check ECM for DTC referring to “DTC Check
in Section 1A”.
Wiring and/or grounding faulty Repair as necessary.
ECM faulty Check input and output signal of ECM referring
to “Inspection of ECM and Its Circuits in
Section 1A”.
Information display unit faulty Replace unit.
BCM faulty Replace after making sure that none of above
parts is faulty.
Condition Possible cause Correction / Reference Item
Condition
Possible cause Correction / Reference Item
No displaying of clock Circuit fuse Blown Replace fuse and check for short circuit.
Wiring and/or grounding faulty Repair as necessary.
Clock unit faulty Replace unit.
ConditionPossible cause Correction / Reference Item
Poor radio reception Out of service area (Poor location) —
Antenna faulty Replace antenna.
Electrical part / system faulty Repair or replace electrical part / system
referring to after-mentioned NOTE.
Wiring and/or grounding faulty Repair as necessary.
Radio assembly faulty Replace radio assembly.
Radio does not operate
and speaker does not
sound Circuit fuse(s) blown
Replace fuse(s) and check for short circuit.
Wiring and/or grounding faulty Repair as necessary.
Radio assembly faulty Replace radio assembly.
Radio does not operate,
but speaker sound Wiring and/or grounding faulty
Repair as necessary.
Radio assembly faulty Replace radio assembly.
Radio is operative, but all
speakers does not sound Wiring and/or grounding faulty
Repair as necessary.
Radio assembly faulty Replace radio assembly.
Individual speaker is
noisy or inoperative Wiring and/or grounding faulty
Repair as necessary.
Speaker faulty Replace speaker.
Radio assembly faulty Replace radio assembly.
Sound quality is poor Out of service area (Poor location) —
Speaker installed incorrectly Install correctly.
Wiring and/or grounding faulty Repair as necessary.
Speaker faulty Replace speaker.
Radio assembly faulty Replace radio assembly.

Downloaded from www.Manualslib.com manuals search engine 10B-1 Body Electrical Control System:
Control Systems
Body Electrical Control System
Precautions
Precautions in Diagnosing TroubleS7RS0BA200001
• Diagnostic information stored in BCM memory can be cleared as well as checked by using SUZUKI scan tool.
Before using scan tool, read its Operator ’s (Instruction) Manual carefully to have good understanding as to what
functions are available and how to use it.
• Be sure to read “Precautions for Electrical Circuit Serv ice in Section 00” before inspection and observe what is
written there.
• Communication of ECM, TCM (if equipped), ABS/ESP ® control module, steering angle sensor (ESP ® model),
keyless start control module (if equipped), combinatio n meter and BCM is established by CAN (Controller Area
Network). For detail of CAN communication for BCM, refer to “CAN Communication System Description”.
Therefore, handle CAN communication line with care referr ing to “Precaution for CAN Communication System in
Section 00”.
General Description
BCM General DescriptionS7RS0BA201001
The Body electrical Control Module (BCM) is incorporated in junction block assembly. Do not attempt removal of BCM
from junction block assembly as it may cause contact failure.
The BCM incorporates relays and controllers which are used for the following systems and controls them.
• Power door lock
• Keyless entry (if equipped)
• Door lock function of keyle ss start system (if equipped)
• Rear wiper
• Combination meter
• Interior light
• Warning buzzer
• Rear end door window defogger and door mirror heater (if equipped)
• Rear end door opener
• Theft deterrent light
Also, the BCM has a function to cause the interior light and open door warning lamp in the combination meter to turn
off when any door is left open for longer than 15 minutes to reduce wasteful battery consumption.
In addition, it is possible to check operation of actuator whic h is controlled by BCM by using the output test function of
SUZUKI scan tool to operate actuator simulatively.

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CAN Communication System DescriptionS7RS0BA201002
Refer to “CAN Communication System Description in Section 1A” for CAN communication system description. BCM
communication control data with ea ch control module as follows.
BCM Transmission Data
BCM Reception Data
A/C switch ON signal
Electric load signal
"3" position switch signal
Illumination ON signal
Brake fluid level switch signal
Parking brake switch signal
Seat belt buckle switch signal
Charging system signal
Engine oil pressure switch signal
Diagnostic trouble code (DTC)
Door switch status
Door lock status ECM
TCM
(A/T model) Combination
Meter Keyless Start
Control Module
(if equipped)
Transmit DATA
BCM
ESP
Control Module
(if equipped)
I7RS0BA20002-01
Engine speed signal
Vehicle speed signal Engine coolant temperature signal
A/C refrigerant pressure signal
Fuel consumption signal A/C compressor clutch signal
Transmission range sensor signal
Fuel level signal
Ignition knob switch signal
Door lock/unlock request signal
Buzzer request signal
Answer back request signal
DATA
BCM
Receive
Combination
Meter
TCM
(A/T model) Keyless Start
Control Module (if equipped)
ECM
I7RS0AA20001-01