2000 SUZUKI SWIFT crankshaft

Oscilloscope Waveforms
Crankshaft
timing belt pulleyCKP
sensor
2V/Div.
5ms/Div.
Waveforms at specified idle speed
6-72 ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10)
DTC P0335 CRANKSHAFT POSITION (CKP) SENSOR CIRCUIT MALFUNCTION
CIRCUIT DESCRIPTION
DTC DETECTING CONDITIONPOSSIBLE CAUSE

No CKP sensor signal during 1 revolution of
camshaft.
CKP sensor circuit open or short.

Crankshaft timing belt pulley teeth damaged.

CKP sensor malfunction, foreign material being
attached or improper installation.

ECM (PCM) malfunction.
Reference
Connect oscilloscope between terminals C01-3 (+) and C01-11 (–) of ECM (PCM) connector connected to ECM
(PCM) and check CKP sensor signal.
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.

ENGINE GENERAL INFORMATION AND DIAGNOSIS (SFI FOR G13) 6-1-3
GENERAL INFORMATION
STATEMENT ON CLEANLINESS AND CARE
An automobile engine is a combination of many machined, honed,
polished and lapped surfaces with tolerances that are measured in
the thousands of an millimeter (ten thousands of an inch).
Accordingly, when any internal engine parts are serviced, care and
cleanliness are important.
Throughout this section, it should be understood that proper clean-
ing and protection of machined surfaces and friction areas is part
of the repair procedure. This is considered standard shop practice
even if not specifically stated.

A liberal coating of engine oil should be applied to friction areas
during assembly to protect and lubricate the surfaces on initial op-
eration.

Whenever valve train components, pistons, piston rings, con-
necting rods, rod bearings, and crankshaft journal bearings are
removed for service, they should be retained in order.
At the time of installation, they should be installed in the same
locations and with the same mating surfaces as when removed.

Battery cables should be disconnected before any major work is
performed on the engine.
Failure to disconnect cables may result in damage to wire har-
ness or other electrical parts.

Throughout this manual, the four cylinders of the engine are iden-
tified by numbers; No.1 (1), No.2 (2), No.3 (3) and No.4 (4)
counted from crankshaft pulley side to flywheel side.
GENERAL INFORMATION ON ENGINE SERVICE
THE FOLLOWING INFORMATION ON ENGINE SERVICE
SHOULD BE NOTED CAREFULLY, AS IT IS IMPORTANT IN PRE-
VENTING DAMAGE, AND IN CONTRIBUTING TO RELIABLE EN-
GINE PERFORMANCE.

When raising or supporting engine for any reason, do not use a
jack under oil pan. Due to small clearance between oil pan and
oil pump strainer, jacking against oil pan may cause it to be bent
against strainer resulting in damaged oil pick-up unit.

It should be kept in mind, while working on engine, that 12-volt
electrical system is capable of violent and damaging short cir-
cuits.
When performing any work where electrical terminals can be
grounded, ground cable of the battery should be disconnected at
battery.

Any time the air cleaner, throttle body or intake manifold is re-
moved, the intake opening should be covered. This will protect
against accidental entrance of foreign material which could follow
intake passage into cylinder and cause extensive damage when
engine is started.

6-1-16 ENGINE GENERAL INFORMATION AND DIAGNOSIS (SFI FOR G13)
DTC
NO.DETECTING ITEMDETECTING CONDITION
(DTC will set when detecting:)MIL
P0335Crankshaft position sensor
circuit malfunctionNo signal for 2 sec. During engine cranking1 driving
cycle
P0340Camshaft position sensor circuit
malfunctionNo signal during engine running1 driving
cycle
P0400Exhaust gas recirculation
flow malfunction detectedExcessive or insufficient EGR flow2 driving
cycles
P0420Catalyst system efficiency below
threshold
Output waveforms of HO2S-1 and HO2S-2 are
similar.
(Time from output voltage change of HO2S-1 to that
of HO2S-2 is shorter than specification.)
2 driving
cycles
P0443Purge control valve circuit
malfunctionPurge control valve circuit is open or shorted to
ground2 driving
cycles
P0480Radiator fan control circuit
malfunctionRadiator cooling fan relay terminal voltage is low
when cooling temp. is lower than specification2 driving
cycles
P0500Vehicle speed sensor
malfunctionNo signal while running in “D” range or during fuel cut
at decelerating2 driving
cycles
P0505Idle control system malfunctionNo closed signal to IAC valve is detected2 driving
cycles
P0601Internal control module memory
check sum errorData write error (or check sum error) when written
into ECM (PCM)1 driving
cycle
P1450Barometric pressure sensor
circuit malfunctionBarometric pressure is lower or higher than
specification. (or sensor malfunction)1 driving
cycle
P1451Barometric pressure sensor
performance problem
Difference between manifold absolute pressure
(MAP sensor value) and barometric pressure
(barometric pressure sensor value) is larger than
specification during cranking.
2 driving
cycles
P1500Starter signal circuit malfunctionStarter signal is not inputted from engine cranking till
its start and after or it is always inputted2 driving
cycles
P1510ECM (PCM) backup power
source malfunctionNo backup power after starting engine1 driving
cycle

ENGINE GENERAL INFORMATION AND DIAGNOSIS (SFI FOR G13) 6-1-23
ConditionPossible Cause]Referring 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 6A1
Oil pump in Section 6A1
Oil pump in Section 6A1
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 6A1
Valves inspection in Section 6A1
Valve springs inspection in
Section 6A1
Valves inspection in Section 6A1
Pistons and cylinders inspection
in Section 6A1
Crank pin and connecting rod
bearing inspection in Section 6A1
Crank pin and connecting rod
bearing inspection in Section 6A1
Connecting rod installation in
Section 6A1
Previously outlined
Previously outlined
Crankshaft and bearing
inspection in Section 6A1
Crankshaft and bearing
inspection in Section 6A1
Crankshaft inspection in
Section 6A1
Crankshaft thrust play inspection
in Section 6A1

ENGINE GENERAL INFORMATION AND DIAGNOSIS (SFI FOR G13) 6-1-31
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 current flow time rate within
a certain set cycle of IAC valve (valve opening rate)
which controls the amount of bypass air (idle speed).
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).

6-1-34 ENGINE GENERAL INFORMATION AND DIAGNOSIS (SFI FOR G13)
CONNECTOR “C01”
TERMINAL
NO.CIRCUITNORMAL
VOLTAGECONDITION
1Ground——
2Ground——
3Ground——
4EVAP canister purge valve10 – 14 VIgnition switch ON
Indication
deflection
5Power steering switch
deflection
repeated
0 V and
Ignition switch ON
0 V and
10 – 14 V
6Idle air control valve0 – 13 VAt specified idle speed after engine warmed
up
7Heater of HO2S-110 – 14 VIgnition switch ON
8Fuel injector NO.410 – 14 VIgnition switch ON
9Fuel injector NO.110 – 14 VIgnition switch ON
10Sensor ground——
11Camshaft position sensor0 – 0.8 V
and 4 – 6 VIgnition switch ON
12Blank——
13Heater oxygen sensor-1Refer to DTC P0130 diag. flow table
14Engine coolant temp. sensor0.55 – 0.95 VIgnition switch ON
Engine coolant temp.: 80C (176F)
15Intake air temp. sensor2.0 – 2.7 VIgnition switch ON
Intake air temp.: 20C (68F)
16Blank——
17Electric load signal (+)
0 – 1 VIgnition switch ON
Small light and rear defogger OFF
17Electric load signal (+)
10 – 14 VIgnition switch ON
Small light and rear defogger ON
18Blank——
19Ignition coil #2——
20Ignition coil #1——
21Fuel injector NO.210 – 14 VIgnition switch ON
22Power source for sensor4.75 – 5.25 VIgnition switch ON
23Crankshaft position sensor (+)——
24Crankshaft position sensor (–)——
25Blank——
26Manifold absolute pressure
sensor3.3 – 4.0 VIgnition switch ON
Barometric pressure: 100 kPa (760 mmHg)
27Blank——
28Immobilizer indicator lamp0 – 2 VIgnition switch ON28Immobilizer indicator lamp10 – 14 VWhen engine running
29Blank——
30Blank——
31Fuel injector NO.310 – 14 VIgnition switch ON

ENGINE GENERAL INFORMATION AND DIAGNOSIS (SFI FOR G13) 6-1-69
Ignition coil assembly
for No.1 & No.4 spark plugs
Ignition coil assembly
for No.2 & No.3 spark plugs
Ignition switch
Main relay
Main
fuseRelay box
To ignition switch
CKP sensorCMP sensorNo.1 injector
No.2 injector
No.3 injector
No.4 injector Fuse box
DTC P0300 RANDOM MISFIRE DETECTED (Misfire detected at 2 or more
cylinders)
DTC P0301 CYLINDER 1 MISFIRE DETECTED
DTC P0302 CYLINDER 2 MISFIRE DETECTED
DTC P0303 CYLINDER 3 MISFIRE DETECTED
DTC P0304 CYLINDER 4 MISFIRE DETECTED
CIRCUIT DESCRIPTION
ECM (PCM) monitors crankshaft revolution speed and engine speed via the crankshaft position sensor and cylin-
der No. via the camshaft position sensor. Then it calculates the change in the crankshaft revolution speed and from
how many times such change occurred in every 200 or 1000 engine revolutions, it detects occurrence of misfire.
When ECM (PCM) detects a misfire (misfire rate per 200 revolutions) which can cause overheat and damage to
the three way catalytic converter, it makes the malfunction indicator lamp (MIL) flash as long as misfire occurs at
that rate.
After that, however, when the misfire rate drops, MIL remains ON until it has been judged as normal 3 times under
the same driving conditions.
Also, when ECM (PCM) detects a misfire (misfire rate per 1000 revolutions) which will not cause damage to three
way catalytic converter but can cause exhaust emission to be deteriorated, it makes MIL light according to the 2
driving cycle detection logic.

Below
specified value
6-1-70 ENGINE GENERAL INFORMATION AND DIAGNOSIS (SFI FOR G13)
1. CKP sensor signal
2. No.1 fuel injector signal
3. No.3 fuel injector signal
4. Fuel injection time
Display of fuel injection signal using oscilloscope
Waveforms at specified idle speed5ms/Div
DTC DETECTING CONDITIONPOSSIBLE 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

EGR system malfunction
DTC CONFIRMATION PROCEDURE
NOTE:
Among different types of random misfire, if misfire occurs at cylinders 1 and 4 or cylinders 3 and 2 simulta-
neously, it may not possible to reconfirm DTC by using the following DTC confirmation procedure. When
diagnosing the trouble of DTC P0300 (Random misfire detected) of the engine which is apparently misfir-
ing, even if DTC P0300 cannot be reconfirmed by using the following DTC confirmation procedure, pro-
ceed to the following Diag. Flow Table.
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)
–Intake air temp.: between –10C and 80C (14F and 176F)
–Engine coolant temp.: –10C, 14F or higher
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”.
Reference