2000 SUZUKI SWIFT Temperature

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

6-32 ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10)
SCAN TOOL DATA DEFINITIONS
FUEL SYSTEM (FUEL SYSTEM STATUS)
Air / fuel ratio feedback loop status displayed as either
open or closed loop. Open indicates that ECM (PCM)
ignores feedback from the exhaust oxygen sensor.
Closed indicates final injection duration is corrected
for oxygen sensor feedback.
CALC LOAD (CALCULATED LOAD VALUE, %)
Engine load displayed as a percentage of maximum
possible load. Value is calculated mathematically us-
ing the formula: actual (current) intake air volume

maximum possible intake air volume x 100%.
COOLANT TEMP.
(ENGINE COOLANT TEMPERATURE, C, F)
It is detected by engine coolant temp. sensor
SHORT FT B1 (SHORT TERM FUEL TRIM, %)
Short term fuel trim value represents short term
corrections to the air / fuel mixture computation. A val-
ue of 0 indicates no correction, a value greater than
0 means an enrichment correction, and a value less
than 0 implies an enleanment correction.
LONG FT B1 (LONG TERM FUEL TRIM, %)
Long term fuel trim Value represents long term correc-
tions to the air / fuel mixture computation. A value of 0
indicates no correction, a value greater than 0 means
an enrichment correction, and a value less than 0 im-
plies an enleanment correction.
MAP (INTAKE MANIFOLD ABSOLUTE
PRESSURE, kPa, inHg)
It is detected by manifold absolute pressure sensor and
used (among other things) to compute engine load.
ENGINE SPEED (rpm)
It is computed by reference pulses from crankshaft
position sensor.
VEHICLE SPEED (km / h, MPH)
It is computed based on pulse signals from vehicle
speed sensor.
IGNITION ADVANCE
(IGNITION TIMING ADVANCE FOR NO.1
CYLINDER, )
Ignition timing of NO.1 cylinder is commanded by
ECM (PCM). The actual ignition timing should be
checked by using the timing light.
INTAKE AIR TEMP. (C, F)
It is detected by intake air temp. sensor and used to
determine the amount of air passing into the intake
manifold as air density varies with temperature.
MAF (MASS AIR FLOW RATE, gm / s, lb / min)
It represents total mass of air entering intake manifold
which is computed based on signals from MAP sen-
sor, IAT sensor, TP sensor, etc.
THROTTLE POS
(ABSOLUTE THROTTLE POSITION, %)
When throttle position sensor is fully closed position,
throttle opening is indicated as 0% and 100% full open
position.
OXYGEN SENSOR B1 S1
(HEATED OXYGEN SENSOR-1, V)
It indicates output voltage of HO2S-1 installed on ex-
haust manifold (pre-catalyst).
OXYGEN SENSOR B1 S2
(HEATED OXYGEN SENSOR-2, V)
It indicates output voltage of HO2S-2 installed on ex-
haust pipe (post-catalyst). It is used to detect catalyst
deterioration.
DESIRED IDLE (DESIRED IDLE SPEED, rpm)
The Desired Idle Speed is an ECM (PCM) internal pa-
rameter which indicates the ECM (PCM) requested
idle. If the engine is not running, this number is not valid.
TP SENSOR VOLT (THROTTLE POSITION
SENSOR OUTPUT VOLTAGE, V)
The Throttle Position Sensor reading provides throttle
valve opening information in the form of voltage.
INJ PULSE WIDTH
(FUEL INJECTION PULSE WIDTH, msec.)
This parameter indicates time of the injector drive
(valve opening) pulse which is output from ECM
(PCM) (but injector drive time of NO.1 cylinder for
multiport fuel injection).
IAC FLOW DUTY (IDLE AIR (SPEED) CONTROL
DUTY, %)
This parameter indicates opening of the throttle valve
in terms of percentage to opening controllable by the
ISC actuator.
TOTAL FUEL TRIM (%)
The value of Total Fuel Trim is obtained by putting val-
ues of short Term Fuel Trim and Long Term Fuel Trim
together. This value indicates how much correction is
necessary to keep the air / fuel mixture stoichiomet-
rical.
BATTERY VOLTAGE (V)
This parameter indicates battery positive voltage in-
putted from main relay to ECM (PCM).

6-38 ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10)
1 2
1. ECM (PCM)
coupler disconnected
2. Ohmmeter
RESISTANCE CHECK
1) Disconnect ECM (PCM) couplers from ECM (PCM) with ignition
switch OFF.
CAUTION:
Never touch terminals of ECM (PCM) itself or connect
voltmeter or ohmmeter.
2) Check resistance between each terminal of couplers discon-
nected.
CAUTION:

Be sure to connect ohmmeter probe from wire harness
side of coupler.

Be sure to turn OFF ignition switch for this check.

Resistance in table below represents that when parts
temperature is 20C (68F).
TERMINALSCIRCUITSTANDARD RESISTANCE
C01-8 to C03-20H02S-1 heater11.7 – 14.3 Ω
C02-19 to C03-20H02S-2 heater11.7 – 14.3 Ω
C02-12 to C02-2 / 15Fuel injector2.4 – 3.6 Ω
C02-7 to C02-2 / 15EVAP canister purge valve30 – 34 Ω
C02-21 to C03-20Fuel pump relay100 – 120 Ω
C02-16 to C02-2 / 15ISC actuator relay100 – 120 Ω
C02-25 to C02-2 / 15EFE heater relay100 – 120 Ω
C02-8 to Body groundShift solenoid-B8 – 20 Ω
C02-9 to Body groundShift solenoid-A8 – 20 Ω
C02-20 to C02-2 / 15Radiator fan control relay100 – 120 Ω
C02-22 to C02-14Main relay100 – 120 Ω
C02-1 to Body groundGroundContinuity
C02-13 to Body groundGroundContinuity
C02-26 to Body groundGroundContinuity

To other sensors IAT sensor
6-46 ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10)
DTC P0110 INTAKE AIR TEMP. (IAT) CIRCUIT MALFUNCTION
CIRCUIT DESCRIPTION
DTC DETECTING CONDITIONPOSSIBLE CAUSE

Low intake air temperature (High voltage-High resistance)
or

High intake air temperature (Low voltage-Low resistance)
“Gr” circuit open or shorted to power

“G” circuit open

IAT sensor malfunction

ECM (PCM) malfunction
NOTE:

When DTC P0105, P0110, P0115 and P0120 are indicated together, it is possible that “G” circuit is open.

Before inspecting, be sure to check that ambient temperature is higher than –40C (–40F).
DTC CONFIRMATION PROCEDURE
1) Clear DTC, start engine and keep it at idle for 1 min.
2) Select “DTC” mode no scan tool and check DTC.

ECT sensor
To combination
(ECT) meterTo other sensors
6-48 ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10)
DTC P0115 ENGINE COOLANT TEMPERATURE (ECT) CIRCUIT
MALFUNCTION
CIRCUIT DESCRIPTION
DTC DETECTING CONDITIONPOSSIBLE CAUSE

Low engine coolant temperature (High voltage-High resistance)
or

High engine coolant temperature (Low voltage-Low resistance)
“Gr / W” circuit open or shorted to power

“G” circuit open

ECT sensor malfunction

ECM (PCM) malfunction
NOTE:
Before inspecting, be sure to check that coolant temp. meter in combination meter indicates normal oper-
ating temperature (Engine is not overheating).
DTC CONFIRMATION PROCEDURE
1) Clear DTC, start engine and keep it at idle for 1 min.
2) Select “DTC” mode on scan tool and check DTC.

To other sensors Throttle
position
sensorTo other sensors
6-52 ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10)
DTC P0121 THROTTLE POSITION CIRCUIT RANGE / PERFORMANCE
PROBLEM
CIRCUIT DESCRIPTION
DTC DETECTING CONDITIONPOSSIBLE CAUSE

After engine warmed up.

While vehicle running at specified engine speed.

No change in intake manifold pressure (constant throttle opening)

Difference between actual throttle opening (detected from TP sensor)
and opening calculated by ECM (PCM) (Obtained on the basis of
engine speed and intake manifold pressure) in larger than specified
value.
2 driving cycle detection logic, continuous monitoring
TP sensor malfunction

High resistance in the circuit

ECM (PCM) 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. Clear DTC with ignition switch ON, 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.: 70 – 11 0C, 158 – 230F
2) Warm up engine to normal operating temperature.
3) Increase vehicle speed to 30 – 40 mph, 50 – 60 km / h in 3rd gear or “D” range and hold throttle valve at that
opening position for 1 min.
4) Stop vehicle.
5) Check DTC in “DTC” mode and pending DTC in “ON BOARD TEST” or “PENDING DTC” mode.

To generatorTo other sensor
Main
fuse
Ignition switch
Heater
6-54 ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10)
DTC P0130 HEATED OXYGEN SENSOR (HO2S) CIRCUIT MALFUNCTION
(SENSOR-1)
CIRCUIT DESCRIPTION
DTC DETECTING CONDITIONPOSSIBLE CAUSE

When running at idle speed after engine warmed up
and running at specified vehicle speed, HO2S-1
output voltage does not go below 0.3 V or over
0.6 V.
2 driving cycle detection logic, Monitoring once / 1
driving.
Heated oxygen sensor-1 malfunction

“G” or “R” circuit open (poor connection) or short
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. Clear DTC with ignition switch ON, 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
2) Warm up engine to normal operating temperature.
3) Drive vehicle at 30 – 40 mph, 50 – 60 km / h for 2 min.
4) Stop vehicle and run engine at idle for 2 min.
5) Check DTC in “DTC” mode and pending DTC in “ON BOARD TEST” or “PENDING DTC” mode.

ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10) 6-55
Fig. 1 for Step 3 Fig. 2 for Step 3
Normal
Fig. 1
HO2S-1
Output
voltage1 cycle time
Response time
INSPECTION
STEPACTIONYESNO
1Was “ENGINE DIAG. FLOW TABLE” performed?Go to Step 2.Go to “ENGINE DIAG.
FLOW TABLE”.
2Is there DTC(s) other than HO2S-1
(DTC P0130)?Go to applicable DTC
Diag. Flow Table.Go to Step 3.
31) Connect scan tool to DLC with ignition switch
OFF.
2) Warm up engine to normal operating
temperature and keep it at 2000 r / min. for
60 sec.
3) Repeat racing engine (Repeat depressing
accelerator pedal 5 to 6 times continuously
and take foot off from pedal to enrich and
enlean A / F mixture). See Fig. 1 and 2.
Does HO2S-1 output voltage deflect between
0.3 V and over 0.6 V repeatedly?Intermittent trouble.
Check for intermittent
referring to “Intermittent
and Poor Connection”
in Section 0A.Check “R” and “G”
wires for open and
short, and connections
for poor connection.
If wires and connections
are OK, replace
HO2S-1.
DTC P0133 HEATED OXYGEN SENSOR (HO2S) CIRCUIT SLOW RESPONSE
(SENSOR-1)
WIRING DIAGRAM / CIRCUIT DESCRIPTION – Refer to DTC P0130 section.
DTC DETECTING CONDITION
POSSIBLE CAUSE

When running at specified idle speed after engine
warmed up and running at specified vehicle speed,
response time (time to change from lean to rich or
from rich to lean) of HO2S-1 output voltage is about
1 sec. at minimum or average time of 1 cycle is 5 sec.
at minimum. See. Fig. 1
2 driving cycle detection logic, Monitoring once / 1
driving.
Heated oxygen sensor-1 malfunction