2005 SUZUKI JIMNY ESP

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Timing Chain and Chain Tensioner
REMOVAL
1) Remove timing chain cover referring to “Timing Chain
Cover”.
2) Align both intake and exhaust camshaft timing sprocket
marks (1) with notches (2) of cylinder head respectively by
turning crankshaft.
3) Remove timing chain tensioner adjuster assembly (3).
4) Remove timing chain tensioner (4).
5) Remove timing chain No.1 guide (5).
6) Remove timing chain (6) with crankshaft timing sprocket (7).
1. Crankshaft timing sprocket 5. Timing chain tensioner adjuster assembly Tightening torque
2. Timing chain 6. Chain tensioner adjuster mounting bolt Apply engine oil to sliding surface.
3. Timing chain No.1 guide 7. Chain tensioner mounting bolt
4. Timing chain tensioner 8. Chain guide mounting bolt
CAUTION:
After timing chain is removed, never turn crankshaft and
camshafts independently more than its allowable turning
range described in “INSTALLATION” section.
If turned, interference may occur between piston and
valves and valves themselves, and parts related to piston
and valves may be damaged.
45
6
21
1
3
7

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6) If clearance can not be brought to within its limit even by
using a new standard size bearing, regrind crankpin to
undersize and use 0.25 mm undersize bearing.
ASSEMBLY
1) Install piston pin to piston (1) and connecting rod (2):
a) After applying engine oil to piston pin and piston pin holes
in piston and connecting rod.
b) Fit connecting rod as shown in figure.
c) Insert piston pin to piston and connecting rod.
d) Install piston pin circlips (3).
2) Install piston rings to piston :
a) As indicated in figure, 1st and 2nd rings have “T” mark
respectively. When installing these piston rings to piston,
direct marked side of each ring toward top of piston.
b) 1st ring (1) differs from 2nd ring (2) in thickness, shape and
color of surface contacting cylinder wall.
Distinguish 1st ring from 2nd ring by referring to figure.
c) When installing oil ring (3) install spacer first and then two
rails.
3) After installing three rings (1st, 2nd and oil rings), distribute
their end gaps as shown in figure. NOTE:
After checking the rod bearing clearance, make sure to
check connecting rod bolt diameter.
Refer to “Inspection” of “Connecting Rod”.
NOTE:
Circlip should be installed with its cut part facing as
shown in figure. Install so that circlip end gap comes
within such range as indicated by arrow.
1. Arrow mark
2. 1st ring end gap
3. 2nd ring end gap and oil ring spacer gap
4. Oil ring upper rail gap
5. Oil ring lower rail gap

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5) Remove bearing caps and using scale (1) on gauging plastic
(2) envelop, measure gauging plastic width at its widest
point. If clearance exceeds its limit, replace bearing. Always
replace both upper and lower inserts as a unit.
A new standard bearing may produce proper clearance. If
not, it will be necessary to regrind crankshaft journal for use
of 0.25 mm undersize bearing.
After selecting new bearing, recheck clearance.
Main bearing clearance
Standard : 0.025 – 0.045 mm (0.0010 – 0.0018 in.)
Limit : 0.065 mm (0.0026 in.)
Selection of main bearings
STANDARD BEARING:
If bearing is in malcondition, or bearing clearance is out of specifi-
cation, select a new standard bearing according to the following
procedure and install it.
1) First check journal diameter. As shown in figure, crank web
No.2 has stamped numbers.
Three kinds of numbers (“1”, “2” and “3”) represent the fol-
lowing journal diameters.
Stamped numbers on crank web No.2 represent journal
diameters marked with an arrow in figure respectively.
For example, stamped number “1” indicates that correspond-
ing journal diameter is 44.994 – 45.000 mm (1.7714 –
1.7717 in.).
Crankshaft journal diameter NOTE:
After checking the bearing clearance, check for thread
deformation of each bearing cap No.1 bolt according to
previous mentioned Step 4) once again.
Stamped numbers Journal diameter
144.994 – 45.000 mm
(1.7714 – 1.7717 in.)
244.988 – 44.994 mm
(1.7712 – 1.7714 in.)
344.982 – 44.988 mm
(1.7709 – 1.7712 in.)

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2) Next, check bearing cap bore diameter without bearing. On
mating surface of cylinder block, five alphabets are stamped
as shown in figure.
Three kinds of alphabets (“A”, “B” and “C”) represent the fol-
lowing cap bore diameters.
Stamped alphabets on cylinder block represent bearing cap
bore diameter marked with an arrow in figure respectively.
For example, stamped “A” indicates that corresponding
bearing cap bore diameter is 49.000 – 49.006 mm (1.9291 –
1.9294 in.).
Crankshaft bearing cap bore
3) There are five kinds of standard bearings differing in thick-
ness. To distinguish them, they are painted in the following
colors at the center of bearings.
Each color indicates the following thickness.
Standard size of crankshaft main bearingStamped alphabetBearing cap bore diameter
(without bearing)
A49.000 – 49.006 mm
(1.9291 – 1.9294 in.)
B49.006 – 49.012 mm
(1.9294 – 1.9296 in.)
C49.012 – 49.018 mm
(1.9296 – 1.9298 in.)
Color painted Bearing thickness
Pink1.990 – 1.994 mm
(0.0783 – 0.0785 in.)
Purple1.993 – 1.997 mm
(0.0785 – 0.0786 in.)
Brown1.996 – 2.000 mm
(0.0786 – 0.0787 in.)
Green1.999 – 2.003 mm
(0.0787 – 0.0789 in.)
Black2.002 – 2.006 mm
(0.0788 – 0.0790 in.)
1. Paint

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Air Intake System
The main components of the air intake system are air cleaner (1), air cleaner outlet hose (2), throttle body (3),
idle air control valve (4) and intake manifold (5).
The air (by the amount corresponding to the throttle valve (6) opening and engine speed) is filtered by the air
cleaner (1), passes through the throttle body (3), is distributed by the intake manifold (5) and finally drawn into
each combustion chamber.
When the idle air control valve (4) is opened according to the signal from ECM, the air (7) bypasses the throttle
valve (6) through bypass passage and is finally drawn into the intake manifold (5).
1. Air Cleaner 17. Knock sensor 31-2. Test switch terminal
(vehicle w/o immobilizer indicator lamp)
2. EVAP canister purge valve 18. ECT sensor 31-3. Duty output terminal
(vehicle w/o immobilizer indicator lamp)
3. IAT sensor 19. CMP sensor 32. Immobilizer indicator lamp (if equipped)
4. TP sensor 20. CKP sensor 33. Stop lamp switch
5. IAC valve 21. VSS 34. ECM
6. MAP sensor 22. A/C condenser fan (if equipped) 35. Barometric pressure sensor
(vehicle with immobilizer indicator lamp)
7. EGR valve (if equipped) 23. Malfunction indicator lamp in combination meter 36. Battery
8. EVAP canister 24. Park/Neutral position switch in TR switch (A/T) 37. Immobilizer control module (if equipped)
9. Tank pressure control valve (built-in fuel pump) 25. Ignition switch 38. ABS control module (if equipped)
10. Fuel pump 26. Starter magnetic switch 39. CO adjusting resistor (if equipped)
11. Fuel level sensor 27. TCM (A/T) 40. Power steering pressure switch
(if equipped)
12. Ignition coil assembly 28. Transmission range switch (A/T) 41. A/C compressor clutch (if equipped)
13. Fuel injector 29. DLC 42. A/C EVAP TEMP. sensor (if equipped)
14. Heated Oxygen Sensor (HO2S)-1 (if equipped) 30. Electric load 43. A/C switch (if equipped)
15. Heated Oxygen Sensor (HO2S)-2 (if equipped) 31. Monitor connector (if equipped)
16. Three way catalytic convertor (if equipped) 31-1. Diagnosis switch terminal
(vehicle w/o immobilizer indicator lamp)

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Fuel cut operation
INSPECTION
1) Warm up engine to normal operating temperature.
2) While listening to sound of injector (1) by using sound scope
(2) or such, increase engine speed to higher than 3,000 r/
min.
3) Check to make sure that sound to indicate operation of injec-
tor stops when throttle valve is closed instantly and it is
heard again when engine speed is reduced to less than
about 2,000 r/min.
A/C condenser fan control system
SYSTEM INSPECTION
Check system for operation referring to “Flow Table B-7” in Sec-
tion 6.
If A/C condenser fan fails to operate properly, check relay, A/C
condenser fan and electrical circuit.
A/C condenser fan
INSPECTION
1) Check continuity between each two terminals.
If there is no continuity, replace A/C condenser fan motor. NOTE:
Before inspection, check to make sure that gear shift
lever is in neutral position (with A/T model, selector lever
in “P” range), A/C is OFF and that parking brake lever is
pulled all the way up.
WARNING:
Keep hands, tools, and clothing away from A/C con-
denser fan to help prevent personal injury. This fan is
electric and can come on whether or not the engine is
running. The fan can start automatically in response to
the ECT sensor with the ignition switch in the “ON” posi-
tion.

Downloaded from www.Manualslib.com manuals search engine 6H-4 CHARGING SYSTEM
When keeping battery on vehicle over a long period of time, follow
instructions given below.
Weekly, start the engine and run it until it reaches normal
operating temperature with engine speed of 2,000 to 3,000
rpm. Make sure all electric switches are off before storing the
vehicle.
Recharge the battery twice a month to prevent it from dis-
charging excessively. This is especially important when
ambient temperature is low.
The battery discharges even when it is not used, while vehi-
cles are being stored. Battery electrolyte can freeze and bat-
tery case can crack at cold ambient condition if battery is not
properly charged.
2) Keep the battery cable connections clean.
The cable connections, particularly at the positive (+) termi-
nal post, tend to become corroded. The product of corrosion,
or rust, on the mating faces of conductors resists the flow of
current.
Clean the terminals and fittings periodically to ensure good
metal-to-metal contact, and grease the connections after
each cleaning to protect them against rusting.
3) Be always in the know as to the state of charge of the bat-
tery. The simplest way to tell the state of charge is to carry
out a hydrometer test. The hydrometer is an instrument for
measuring the specific gravity (S.G.) of the battery electro-
lyte. The S.G. of the electrolyte is indicative of the state of
charge. Refer to “HYDROMETER TEST” in this section.
Generator
The generator is a small and high performance type with an IC regulator incorporated.
The internal components are connected electrically as shown below figure.
The generator features are as follows:
Solid state regulator is mounted inside the generator.
All regulator components are enclosed into a solid mold.
This unit along with the brush holder assembly is attached to the rear housing.
The IC regulator uses integrated circuits and controls the voltage produced by the generator, and the volt-
age setting cannot be adjusted.
The generator rotor bearings contain enough grease to eliminate the need for periodic lubrication. Two
brushes carry current through the two slip rings to the field coil mounted on the rotor, and under normal con-
ditions will provide long period of attention-free service.
The stator windings are assembled on the inside of a laminated core that forms part of the generator frame.
A condenser mounted in the rear housing suppresses radio noise.