2000 SUZUKI SWIFT Crank sensor

0A-22 GENERAL INFORMATION
A
ABS : Anti-Lock Brake System
ATDC : After Top Dead Center
API : American Petroleum Institute
ATF : Automatic Transmission Fluid
ALR : Automatic Locking Retractor
AC : Alternating Current
A / T : Automatic Transmission
A / C : Air Conditioning
ABDC : After Bottom Dead Center
A / F : Air Fuel Mixture Ratio
A-ELR : Automatic-Emergency Locking
Retractor
B
B+ : Battery Positive Voltage
BTDC : Before Top Dead Center
BBDC : Before Bottom Dead Center
C
CKT : Circuit
CMP Sensor : Camshaft Position Sensor
(Crank Angle Sensor, CAS)
CO : Carbon Monoxide
CPP Switch : Clutch Pedal Position Switch
(Clutch Switch, Clutch Start
Switch)
CPU : Central Processing Unit
CRS : Child Restraint System
D
DC : Direct Current
DLC : Data Link Connector (Assembly
Line Diag. Link, ALDL, Serial
Data Link, SDL)
DOHC : Double Over Head Camshaft
DOJ : Double Offset Joint
DRL : Daytime Running Light
DTC : Diagnostic Trouble Code
(Diagnostic Code)
E
EBCM : Electronic Brake Control
Module, ABS Control Module
ECM : Engine Control Module
ECT Sensor : Engine Coolant Temperature
Sensor (Water Temp. Sensor,
WTS)
EGR : Exhaust Gas Recirculation
EGRT Sensor : EGR Temperature Sensor
(Recirculated Exhaust
Gas Temp. Sensor, REGTS)
EFE Heater : Early Fuel Evaporation Heater
(Positive Temperature
Coefficient, PTC Heater)
ELR : Emergency Locking Retractor
EPS : Electronic Power Steering
EVAP : Evaporative Emission
EVAP Canister : Evaporative Emission Canister
(Charcoal Canister)
F
4WD : 4 Wheel Drive
G
GEN : Generator
GND : Ground
H
HC : Hydrocarbons
HO2S : Heated Oxygen Sensor
I
IAC Valve : Idle Air Control Valve (Idle
Speed Control Solenoid Valve,
ISC Solenoid Valve)
IAT Sensor : Intake Air Temperature Sensor
(Air temperature Sensor, ATS)
ICM : Immobilizer Control Module
IG : Ignition
ISC Actuator : Idle Speed Control Actuator
(Motor)
ABBREVIATIONS AND SYMBOLS MAY BE USED IN THIS MANUAL
ABBREVIATIONS

GENERAL INFORMATION 0A-23
L
LH : Left Hand
LSPV : Load Sensing Proportioning
Valve
M
MAF Sensor : Mass Air Flow Sensor (Air Flow
Sensor, AFS, Air Flow Meter,
AFM)
MAP Sensor : Manifold Absolute Pressure
Sensor (Pressure Sensor, PS)
Max : Maximum
MFI : Multiport Fuel Injection
(Multipoint Fuel Injection)
Min : Minimum
MIL : Malfunction Indicator Lamp
M / T : Manual Transmission
N
NOx : Nitrogen Oxides
O
OBD : On-Board Diagnostic System
(Self-Diagnosis Function)
O / D : Overdrive
OHC : Over Head Camshaft
P
PNP : Park / Neutral Position
P / S : Power Steering
PSP Switch : Power Steering Pressure Switch
(P / S Pressure Switch)
PCM : Powertrain Control Module
PCV : Positive Crankcase Ventilation
R
RH : Right Hand
S
SAE : Society of Automotive
Engineers
SDM : Sensing and Diagnostic Module
(Air Bag Controller, Air Bag
Control Module)
SFI : Sequential Multiport Fuel
Injection
SOHC : Single Over Head Camshaft
T
TBI : Throttle Body Fuel Injection
(Single-Point Fuel Injection,
SPI)
TCC : Torque Converter Clutch
TCM : Transmission Control Module
(A / T Controller, A / T Control
Module)
TP Sensor : Throttle Position Sensor
TVV : Thermal Vacuum Valve
(Thermal Vacuum Switching
Valve, TVSV, Bimetal Vacuum
Switching Valve, BVSV)
TWC : Three-Way Catalytic Converter
(Three-Way Catalyst)
2WD : 2 Wheel Drive
V
VIN : Vehicle Identification Number
VSS : Vehicle Speed Sensor
W
WU-OC : Warm Up Oxidation Catalytic
Converter
WU-TWC : Warm Up Three-Way Catalytic
Converter

6-16 ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10)
DTC
NO.DETECTING ITEMDETECTING CONDITION
(DTC will set when detecting:)MIL
P0335Crankshaft position sensor
circuit malfunctionNo signal during engine running1 driving cycle
P0340Camshaft position sensor
circuit malfunctionNo signal for 2 sec. during engine cranking1 driving cycle
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
P0443EVAP Purge 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
specification
2 driving cycles
P0500Vehicle speed sensor
malfunctionNo signal while running in “D” range or during
fuel cut at decelerating2 driving cycles
P0505Idle control system malfunction
Throttle opening change is small as compared
with electrically live time. Throttle valve opening
is not within its target range with CTP switch ON
or drive voltage exists though ECM (PCM) is not
outputting ISC drive command.
1 driving cycle
P0510Closed throttle position switch
malfunctionSwitch does not change from ON to OFF
(or from OFF to ON) even when vehicle speed
reaches over (or below) specification.
2 driving cycle
P1250Early Fuel Evaporation Heater
Circuit MalfunctionHeater monitor terminal voltage is higher than
specified value when EFE OFF or it is lower
than specified value when EFE ON.
2 driving cycles
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
inputted
2 driving cycles
P1510ECM (PCM) backup power
source malfunctionNo backup power after starting engine1 driving cycle

6-22 ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10)
ENGINE DIAGNOSIS TABLE
Perform troubleshooting referring to following table when ECM (PCM) has detected no DTC and no abnormality
has been found in visual inspection and engine basic inspection previously.
Condition
Possible CauseReferring Item
Hard Starting
(Engine cranks OK)Ignition system out of order

Faulty spark plug

Leaky high-tension cord

Loose connection or disconnection of high-
tension cords or lead wires

Faulty ignition coil
Fuel system out of order

Dirty or clogged fuel hose or pipe

Malfunctioning fuel pump

Air inhaling from intake manifold gasket or
throttle body gasket

Fuel injector resistor malfunction
Engine and emission control system out of
order

Faulty idle control system

Faulty ECT sensor or MAP sensor

Faulty ECM (PCM)
Low compression

Poor spark plug tightening or faulty gasket

Compression leak from valve seat

Sticky valve stem

Weak or damaged valve springs

Compression leak at cylinder head gasket

Sticking or damaged piston ring

Worn piston, ring or cylinder
Others

Malfunctioning PCV valve
Spark plugs in Section 6F
High-tension cords in Section 6F
High-tension cords in Section 6F
Ignition coil in Section 6F
Diagnostic Flow Table B-3
Diagnostic Flow Table B-3
Fuel injector resistor in Section 6E1
Diagnostic Flow Table P0505
ECT sensor or MAP sensor in
Section 6E1
Compression check in Section
6A
Spark plugs in Section 6F
Valves inspection in Section 6A
Valves inspection in Section 6A
Valve springs inspection in
Section 6A
Cylinder head inspection in
Section 6A
Cylinders, pistons and piston rings
inspection in Section 6A
Cylinders, pistons and piston rings
inspection in Section 6A
PCV system 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).

6-36 ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10)
CONNECTOR “C01”
TER-
MINALWIRE
COLORCIRCUITSTANDARD
VOLTAGECONDITION
1LgPower source for sensor4.75 – 5.25 VIgnition switch ON
2OrCamshaft position sensor (+)——
3W/BCrankshaft position sensor
(+)——
4Gr / GClosed throttle position switch
0 – 1 V
Ignition switch ON, ISC actuator
plunger is in contact with throttle lever
screw
4Gr / G(In ISC actuator)
4 – 6 V
Ignition switch ON
Plunger is apart from throttle lever
screw
5Lg / RManifold absolute pressure
sensor3.3 – 4.0 V
Ignition switch ON
Barometric pressure: 100 kPa,
760 mmHg
6Lg / WThrottle position sensor
0.2 – 1.0 V
Ignition switch ON, when clearance
between throttle lever and throttle stop
screw is less than 0.35 mm (0.014 in.)
2.8 – 4.8 VIgnition switch ON
Throttle valve at full open position
7Gr / WEngine coolant temp. sensor0.55 – 0.95 VIgnition switch ON
Engine coolant temp.: 80C (176F)
8P/BHeater of H02S-110 – 14 VIgnition switch ON
9GGround for sensors——
10WCamshaft position sensor (–)——
11W/RCrankshaft position sensor
(+)——
12W/BEFE heater monitor0 – 1 VHeater relay OFF12W/BEFE heater monitor10 – 14 VHeater relay ON
13RHeated oxygen sensor-1Refer to DTC flow chart
14GrIntake air temp. sensor2.0 – 2.7 V
Ignition switch ON
Sensor ambient temp.
(Intake air temp): 20C (68F)
10 – 14 VIgnition switch ON
15Bl / WPower steering pressure
switch (If equipped)
0 – 1 V
With engine running at idle speed,
turning steering wheel to the right or left
as far as it stops, repeating it a few
times
16B/YEngine start switch6 – 12 VWhile engine cranking16B/Yg
(Engine start signal)0 – 1 VOther than above

Ignition coil
Igniter
Ignition switch
Main
fuse
Injector resistor
Fuel injector
Crankshaft
position sensor
Camshaft
position sensor
Ground
at engine “I / G COIL METER”
Main relay
6-68 ENGINE GENERAL INFORMATION AND DIAGNOSIS (TBI FOR G10)
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
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.

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”.