2000 SUZUKI SWIFT injection

6-1-18 ENGINE GENERAL INFORMATION AND DIAGNOSIS (SFI FOR G13)
FAIL-SAFE TABLE
When any of the following DTCs is detected, ECM (PCM) enters fail-safe mode as long as malfunction continues
to exist but that mode is canceled when ECM (PCM) detects normal condition after that.
DTC NO.
DETECTED ITEMFAIL-SAFE OPERATION
P0105Manifold absolute pressure circuit
malfunction

ECM (PCM) uses value determined by throttle
opening and engine speed.

ECM (PCM) stops EGR, EVAP purge and idle air
control.
P0110Intake air temp. circuit malfunctionECM (PCM) controls actuators assuming that
intake air temperature is 20C (68F).
P0115Engine coolant temp. circuit malfunctionECM (PCM) controls actuators assuming that
engine coolant temperature is 80C (176F).
P0120Throttle position circuit malfunctionECM (PCM) controls actuators assuming that
throttle opening is 20.
P0340Camshaft position sensor circuit
malfunctionECM (PCM) controls injection system sequential
injection to synchronous injection.
P0500Vehicle speed sensor malfunctionECM (PCM) stops idle air control.
P1450Barometric pressure sensor low /
high inputECM (PCM) controls actuators assuming that
barometric pressure is 100 kPa (760 mmHg).

6-1-30 ENGINE GENERAL INFORMATION AND DIAGNOSIS (SFI FOR G13)
SCAN TOOL DATACONDITIONNORMAL CONDITION /
REFERENCE VALUES
DESIRED IDLE
(DESIRED IDLE SPEED)At idling with no load after warming up, M / T
at neutral, A / T at “P” range750 r / min
TP SENSOR VOLT
(THROTTLE POSITIONIgnition switch
ON / engine
Throttle valve fully closedMore than 0.2 V(
SENSOR OUTPUT
VOLTAGE)ON / engine
stoppedThrottle valve fully openLess than 4.8 V
INJ PULSE WIDTH
(FUEL INJECTION
At specified idle speed with no load after
warming up2.0 – 3.6 msec.(
PULSE WIDTH)At 2500 r / min with no load after warming up2.0 – 3.6 msec.
IAC FLOW DUTY (IDLE
AIR CONTROL FLOW
DUTY)
At idling with no load after warming up5 – 25%
TOTAL FUEL TRIMAt specified idle speed after warming up–35 – +35%
BATTERY VOLTAGEIgnition switch ON / engine stop10 – 14 V
CANIST PRG DUTY
(EVAP CANISTER
PURGE FLOW DUTY)
––––––––––––0 – 100%
CLOSED THROT POS
(CLOSED THROTTLEThrottle valve at idle positionON(CLOSED THROTTLE
POSITION)Throttle valve opens larger than idle positionOFF
FUEL CUTWhen engine is at fuel cut conditionONFUEL CUTOther than fuel cut conditionOFF
RADIATOR FAN
(RADIATOR FANIgnition switch
ON
Engine coolant temp.:
Lower than 92.5C
Lower than (199F)
OFF
(
CONTROL RELAY)ONEngine coolant temp.:
97.5C (208F) or higherON
ELECTRIC LOAD
Ignition switch ON / Headlight, small light,
heater fan and rear window defogger all
turned OFF
OFF
ELECTRIC LOADIgnition switch ON / Headlight, small light,
heater fan or rear window defogger turned
ON
ON
A / C SWITCH
Engine running after warming up, A / C not
operatingOFF
A/C SWITCHEngine running after warming up, A / C
operatingON
PNP SIGNAL (PARK /
NEUTRAL POSITIONIgnition switch
Selector lever in “P” or “N”
positionP / N Range
NEUTRAL POSITION
SIGNAL) A / T only
g
ONSelector lever in “R”, “D”, “2”
or “L” positionD Range
EGR VALVEAt specified idle speed after warming up0%
FUEL TANK LEVEL––––––––––––0 – 100%
BAROMETRIC PRESS––––––––––––Display the barometric pressure
FUEL PUMP
Within 3 seconds after ignition switch ON or
engine runningON
Engine stop at ignition switch ON.OFF
BRAKE SWIgnition switchBrake pedal is depressingONBRAKE SWg
ONBrake pedal is releasingOFF
BLOWER FANIgnition switchBlower fan switch ONONBLOWER FA Ng
ONBlower fan switch OFFOFF
A / C MAG CLUTCHIgnition switchA / C switch ONONA/C MAG CLUTCHg
ONA / C switch OFFOFF

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).

ENGINE GENERAL INFORMATION AND DIAGNOSIS (SFI FOR G13) 6-1-65
Ignition
switch
Main
fuseMain relay
To ignition
switchTo other sensor Relay boxNo.1 injector
No.2 injector
No.3 injector
No.4 injector Fuse box
Signal to decrease amount of fuel injection
Signal to increase amount of fuel injection
High voltage
Low voltage
A / F mixture
becomes
richerOxygen
concentration
decreases
A / F mixture Oxygen
Fuel injectorSensed
information
A / F mixture
Exhaust gas
becomes
leanerconcentration
increases
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.

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

1. Air cleaner
2. Throttle body
3. Fuel injector
4. Fuel pressure regulator
5. Intake manifold
6. Fuel filter
7. Fuel tank
8. Fuel pump
9. Fuel feed line
10. Fuel return line
11. Air
12. Fuel
13. Air/fuel mixture
6E1-4 ENGINE AND EMISSION CONTROL SYSTEM (TBI FOR G10)
The main components of this system are fuel tank,
fuel pump, fuel filter, throttle body (including fuel injec-
tor, fuel pressure regulator and idle speed control ac-
tuator), fuel feed line, fuel return line and air cleaner.
The fuel in the fuel tank is pumped up by the fuel
pump, filtered by the fuel filter and fed under pressure
to injector installed in throttle body. As the fuel pres-
sure applied to the fuel injector (the fuel pressure in
the fuel feed line) is always kept a certain amount
higher than the pressure in the intake manifold by the
fuel pressure regulator, the fuel is injected into the
throttle body in conic dispersion when the injectoropens according to the injection signal from ECM.
The fuel relieved by the fuel pressure regulator re-
turns through the fuel return line to the fuel tank.
The injected fuel is mixed with the air which has been
filtered through the air cleaner in the throttle body. The
air/fuel mixture is drawn through clearance between
throttle valve and bore.
Then the intake manifold distributes the air/fuel mix-
ture to each combustion chamber.
For the structure and operation of the fuel tank and fil-
ter, refer to SECTION 6C “ENGINE FUEL”.
AIR AND FUEL DELIVERY SYSTEM

INFORMATION SENSORS
1. MAP sensor
2. TP sensor
3. IAT sensor
4. ECT sensor
5. Heated oxygen sensor-1
6. VSS
7. Ignition coil
8. Battery
9. Distributor (CMP sensor)
10. A / C controller (if equipped)
11. CKP sensor
12. CTP switch (in ISC actuator)
13. Heated oxygen sensor-2CONTROLLED DEVICES
a : Fuel injector
b : EVAP canister purge valve
c : Fuel pump relay
d : Malfunction indicator lamp
e : ISC actuator
f : Radiator fan control relay
g : Ignitor
h : EFE heater relay
i : ISC actuator relayOTHERS
A : ECM (PCM)
B : Main relay
C : EVAP canister
D : Injector resistor
E : EFE heater
F : Electric load diode
G : Data link connector
ENGINE AND EMISSION CONTROL SYSTEM (TBI FOR G10) 6E1-5
The electronic control system consists of 1) various
sensors which detect the state of engine and driving
conditions, 2) ECM which controls various devices
according to the signals from the sensors and 3) vari-
ous controlled devices.
Functionally, it is divided into following sub systems:

Fuel injection control system

Idle speed control system
Fuel pump control system

A/C control system (if equipped)

Radiator fan control system

Evaporative emission control system

EFE heater control system

Oxygen sensor heater control system

Ignition control system

A / T control system
ELECTRONIC CONTROL SYSTEM

6E1-8 ENGINE AND EMISSION CONTROL SYSTEM (TBI FOR G10)
ON-VEHICLE SERVICE
GENERAL
When the hoses have been disconnected and system’s component
removed for service, be sure to reinstall component properly, and
route and connect hoses correctly after service. Refer to Emission
Control Information Label for proper connection of hoses (if
equipped).
ACCELERATOR CABLE ADJUSTMENT
1) Confirm that ambient temperature is higher than 0C, 32F.
2) Warm up engine to normal operating temperature with all elec-
tric loads OFF and stop engine.
3) Confirm that clearance “c” between throttle lever (1) and stop
screw (2) is less than about 1 mm (0.04 in.).
4) Check accelerator cable for play.
Accelerator cable play “a”: 10 – 15 mm (0.4 – 0.6 in.)
Cable play should be within specification. If out of specification,
loosen accelerator cable lock nut and adjust by turning adjusting
nut (3). Be sure to tighten lock nut (4) securely after adjustment.
5) With accelerator pedal depressed fully, check clearance be-
tween throttle lever and lever stopper (5) (throttle body) which
should be within following specification.
Clearance “b”: 0.5 – 2.0 mm (0.02 – 0.07 in.)
(With pedal depressed fully)
If measured value is out of specification, adjust it to specification
by changing height of pedal stopper bolt (6).
IDLE SPEED INSPECTION
Before inspecting idle speed, make sure to the following.

Lead wires and hoses of Electronic Fuel Injection and engine
emission control systems are connected securely.

After warming up engine, accelerator cable has some play, that
is, it is not tight.

Ignition timing is within specification.

All of electrical loads except ignition are switched off.

Air cleaner has been properly installed and is in good condition.

Malfunction indicator lamp does not light when engine running.
After above items are all confirmed, check idle speed as follows.