2006 SUZUKI SWIFT Light control

Downloaded from www.Manualslib.com manuals search engine Engine General Information and Diagnosis: 1A-149
DTC P1678: CAN Communication (Reception Error for BCM)S7RS0B1104065
Wiring Diagram
Refer to “DTC P1674: CAN Communication (Bus Off Error)”.
DTC Detecting Condition and Trouble Area
DTC Confirmation Procedure1) Connect scan tool to DLC with ignition switch turned OFF.
2) Turn ON ignition switch and clear DTC by using scan tool.
3) Start engine and run it for 1 min. or more.
4) Check DTC.
DTC Troubleshooting
NOTE
• When measuring circuit voltage, resistance and/ or pulse signal at ECM connector, connect the
special tool to ECM and/or the ECM connectors re ferring to “Inspection of ECM and Its Circuits”.
• Upon completion of inspection and repair work, perform “DTC Confirmation Procedure” and confirm that the trouble has been corrected.

DTC detecting condition Trouble area
Reception error of communication data for BCM is
detected for longer than specified time continuously.
(1 driving detection logic but MIL does not light up) •ECM
• ABS/ESP®
control module
•BCM
• CAN communication circuit
Step Action YesNo
1 Was “Engine and Emission Control System Check”
performed? Go to Step 2.
Go to “Engine and
Emission Control
System Check”.
2 CAN communication error check for ECM
1) Check ECM for DTC.
Is there DTC P1674? Go to “DTC P1674:
CAN Communication
(Bus Off Error)”.
Go to Step 3.
3 ECM, ABS control module and BCM connector check
1) Check for proper connecti on at each ECM, ABS/ESP®
control module and BCM connector terminals with
ignition switch turned OFF.
2) If connections are OK, recheck ECM for DTC with engine running.
Is there DTC P1678? Go to Step 4.
Intermittent trouble.
Check for intermittent
referring to “Intermittent
and Poor Connection
Inspection in Section
00”.
4 DTC check in BCM
1) Check DTC U1073 in BCM.
Is it indicated? Go to “DTC U1073 (No.
1073): Control Module
Communication Bus Off
in Section 10B”.Go to Step 5.
5 DTC check of ABS/ESP ® control module
1) Check DTC U1073 in ABS/ESP ® control module.
Is it indicated? Go to “DTC U1073:
Control Module
Communication Bus Off
in Section 4E”.Go to Step 6.

Downloaded from www.Manualslib.com manuals search engine 1A-178 Engine General Information and Diagnosis:
C37-20RED/
YEL CMP sensor signal 0 – 1 V or 4 – 5 V Ignition switch turned ON. —
*0 – 0.6 V↑↓
4 – 5 V
(“Reference
waveform No.16: ” and “Reference
waveform No.17: ”) Engine running at idle
after warmed up engine.
Sensor signal is pulse.
Pulse frequency varies
depending on engine
speed.
(6 pulses are generated
per 1 camshaft revolution.)
C37-21 PNK CKP sensor signal 0 – 1 V or 4 – 5 V Ignition switch turned ON. —
*4 – 5 V↑↓
0 – 0.6 V
(“Reference
waveform No.16: ” and “Reference
waveform No.17: ”) Engine running at idle
after warmed up engine. Sensor signal is pulse.
Pulse frequency varies
depending on engine
speed.
(30 (36 – 6) pulses are
generated per 1
crankshaft revolution.)
C37-22 — — — — —
C37-23 PNK/
BLU Electric load
current sensor
signal 3.8 – 4.2 V Ignition switch turned ON.
—
3.0 – 3.4 V
Ignition switch turned ON
and headlight switch
turned ON (HI beam).
2.3 – 2.7 V Ignition switch turned ON,
headlight switch turned
ON (HI beam) and blower
selector at HI position.
C37-24 LT GRN ECT sensor signal 3.3 – 3.8 V
Ignition switch turned ON,
ECT at 0
°C, 32 °F.
—
1.38 – 1.72 V Ignition switch turned ON,
ECT at 50
°C, 122 °F.
0.40 – 0.53 V Ignition switch turned ON,
ECT at 100
°C, 212 °F.
C37-25 BLK/
YEL IAT sensor signal 3.18 – 3.67 V
Ignition switch turned ON,
IAT at 0
°C, 32 °F.
—
1.32 – 1.65 V Ignition switch turned ON,
IAT at 40
°C, 104 °F.
0.46 – 0.60 V Ignition switch turned ON,
IAT at 80
°C, 176 °F.
C37-26 GRN/
BLK MAF sensor signal 0.5 – 1.5 V
Ignition switch turned ON
with engine at stop.
—
1.5 – 2.0 V
(“Reference
waveform No.18: ”) Wh

en engine running at
specified idle speed after
warmed up.
C37-27 GRY Ground for MAF
sensor Below 0.3 V Ignition switch turned ON.
—
C37-28 BLU/
YEL Generator control
signal output *0 – 0.6 V
↑↓
5 – 8 V
(“Reference
waveform No.19: ”) Engine running at idle
speed, headlight switch
turned ON.
Output signal is active low
duty pulse. Duty ratio
varies depending on
vehicle condition.
C37-29 BLU/
BLK EVAP canister
purge valve output 10 – 14 V
Ignition switch turned ON
with engine at stop. —
*0 – 0.6 V ↑↓
10 – 14 V
(“Reference
waveform No.20: ”) Set EVAP canister purge
valve at 52% by using
“Misc Test” of scan tool.
Output signal is active low
duty pulse. Duty ratio
varies depending on
vehicle condition.
C37-30 BLK Ground for ECM Below 0.3 V Ignition switch turned ON. —
C37-31 — —— — —
Terminal
No. Wire
color Circuit Normal voltage
ConditionRemarks

Downloaded from www.Manualslib.com manuals search engine Engine General Information and Diagnosis: 1A-189
Reference waveform No.18
MAF sensor signal (1) with engine racing
Reference waveform No.19
Generator control signal (1) at engine idlingReference waveform No.20
EVAP canister purge valve signal
Measurement
terminal CH1: “C37-26” to “C37-27”
CH2: “C37-54” to “C37-55”
Oscilloscope
setting CH1: 1 V/DIV, CH2: 1 V/DIV
TIME: 200 ms/DIV
Measurement
condition • After warmed up to normal
operating temperature
• Engine racing
2. TP sensor signal
3. Racing
4. Idle
Measurement
terminal CH1: “C37-28” to “C37-58”
Oscilloscope
setting CH1: 5 V/DIV
TIME: 10 ms/DIV
Measurement
condition • After warmed up to normal
operating temperature
• Engine at specified idle speed
• For a few sec. from headlight switch turned ON
I4RS0B110066-01
I7RS0B110015-01
Measurement
terminal CH1: “C37-29” to “C37-58”
Oscilloscope
setting CH1: 10 V/DIV
TIME: 40 ms/DIV
Measurement
condition • After warmed up to normal
operating temperature
• EVAP canister purge valve setting at 52% by using “Misc Test” of
scan tool
1. ON signal
2. OFF signal
3. One duty cycle
4. 10 – 14 V
I4RS0B110067-01

Downloaded from www.Manualslib.com manuals search engine Engine General Information and Diagnosis: 1A-209
Electric Load Signal Circuit CheckS7RS0B1104085
Wiring Diagram
Troubleshooting
NOTE
When measuring circuit voltage, resistance and/or pulse signal at ECM connector, connect the special
tool to ECM and/or the ECM connectors referri ng to “Inspection of ECM and Its Circuits”.

BLK/WHT
BLK/RED
WHT
BRN/WHT
12V5V
11
BLK/YELBLK/YEL
BLK/YEL
BLKBLKBLK
BLK/ORN
10
18
17
BLU/WHT
15
WHTRED
43
YEL
5
13
BLK/WHT
BLKBLK/YEL
GRN
WHT
/BLU
BLU
16
2
6
7
12
8
9
BLK
WHT
RED
E23-29
E23-60
E23-1E23-16
E23-9
E23-3E23-18
C37-58C37-15
E23-31C37-30
BLK/RED
[A]
[B]
E23 C37
34
1819
567
10
11
17
20
47 46
495051
2122
52 16
25 9
24
14
29
5557 54 53
59
60 58 2
262728
15
30
56 4832 31
34353637
4042 39 38
44
45 43 41 331
1213
238
34
1819
567
10
11
17
20
47 46
495051
2122
52 16
25 9
24
14
29
5557 54 53
59
60 58 2
262728
15
30
56 4832 31
34353637
4042 39 38
44
45 43 41 331
12
13
238
1
14
I7RS0B110016-01
[A]: Manual A/C model
6. Ignition switch13. Blower motor
[B]: Auto A/C model 7. Junction block assembly14. HVAC control module
1. Main fuse 8. “IG COIL” fuse15. Blower speed selector
2. Individual circuit fuse box No.1 9. “IG2 SIG” fuse16. Electric load (rear defogger signal and headlight signal), etc.
3. “IG ACC” fuse 10. ECM17. BCM
4. “FI” fuse 11. Main relay18. ABS/ESP® control module
5. “HTR FAN” fuse 12. Blower motor relay
StepAction YesNo
1 DTC check
1) Connect scan tool to DLC with ignition switch turned
OFF.
2) Turn ON ignition switch and check DTC.
Is there any DTS(s) related to CAN? Go to applicable DTC
diag. flow.
Go to Step 2.

Downloaded from www.Manualslib.com manuals search engine 1A-216 Engine General Information and Diagnosis:
Repair Instructions
Idle Speed and IAC Throttle Valve Opening
Inspection
S7RS0B1106001
Before idle speed check, make sure of the following.
• Lead wires and hoses of electronic fuel injection and engine and emission control systems are connected
securely.
• Valve lash is checked according to maintenance schedule.
• Ignition timing is within specification.
• All accessories (wipers, heater, lights, A/C, etc.) are out of service.
• Air cleaner has been properly installed and is in good condition.
• No abnormal air drawn in from air intake system.
After all items are confirmed, check idle speed and IAC
duty as follows.
NOTE
Before starting engine, place transmission
gear shift lever in “Neutral” (shift selector
lever to “P” range for A/T vehicle), and set
parking brake and block drive wheels.

1) Connect SUZUKI scan tool to DLC (1) with ignition
switch turned OFF.
Special tool
(A): SUZUKI scan tool 2) Warm up engine to normal operating temperature.
3) Check engine idle speed and “IAC throttle opening”
by using “Data List” mode on scan tool to check “IAC
throttle opening”.
4) If check result is out of sp ecification, inspect electric
throttle body assembly referring to “Electric Throttle
Body Assembly On-Vehicle Inspection in Section
1C”.
Engine idle speed
A/C OFF: 700 ± 50 rpm (IAC duty: 5 – 55%)
A/C ON: 850 ± 50 rpm
5) Check that specified engine idle speed is obtained with A/C turned ON if vehi cle is equipped with A/C.
If not, check A/C system.
(A)
1
I4RS0B110093-01

Downloaded from www.Manualslib.com manuals search engine 1C-12 Engine Electrical Devices:
MAF and IAT Sensor InspectionS7RS0B1306020
CAUTION!
Do not heat up MAF and IAT sensor more
than 100 °C (212 °F). Otherwise, MAF and IAT
sensor will be damaged.

• Check sensor O-ring (1) for damage and deterioration. Replace as necessary.
• Blow hot air to temperature sensing part (2) of MAF and IAT sensor (3) using hot air drier (4) and measure
resistance between sensor terminals while heating air
gradually.
If measured resistance does not show such
characteristic as shown, replace MAF and IAT sensor.
IAT sensor resistance
–20 °C (–4 °F): 13.6 – 18.4 k Ω
20 °C (68 °F): 2.21 – 2.69 k Ω
60 °C (140 °F): 0.493 – 0.667 k Ω
Electric Load Current Sensor On-Vehicle
Inspection
S7RS0B1306021
Using SUZUKI Scan Tool
1) Connect scan tool to DLC with ignition switch turned OFF.
2) Check “Battery Current” displayed on scan tool at following condition.
Battery current
Ignition switch ON: 6.5 – 7.5 A
Ignition switch ON, headlight ON: 18.6 – 19.1 A
Ignition switch ON, headlight ON and blower
motor switch is HI position: 27.1 – 27.6 A
Engine running at idle speed, headlight ON,
blower motor switch is HI position and rear
defogger switch ON: 38.1 – 41.7 A
If check result is satisfactory, electric load current sensor
is in good condition.
If check result is not satisf actory, check the following
parts and circuit.
• Electric load current sensor circuit (power, ground and output)
• Following charging system components
– Battery (refer to “Battery Inspection in Section 1J”)
– Generator (refer to “Generator Inspection in Section 1J”)
– Generator output control ci rcuit (refer to “Generator
Test (Undercharged Battery Check) in Section 1J”)
– Generator field coil monitor circuit (refer to “Generator Inspection in Section 1J”)
If electric load current sensor circuit and charging
system is in good condition, electric load current sensor
(1) is faulty.
[A]: Lower limit [D]: Resistance
[B]: Nominal [E]: Temperature
[C]: Upper limit 5. Temperature gauge
200
6832104 140 17640 60 80
(2.45)
(0.58)
1
2
3
4 5
[A] [B]
[E]
[C]
[D]
I4RS0A130012-01
2. Main fuse box
2
1
I5RS0C130001-01

Downloaded from www.Manualslib.com manuals search engine 1D-3 Engine Mechanical:
Oil Control Valve
The oil control valve switches and adjusts the hydraulic
pressure applied to the cam timing sprocket by moving
the spool valve (1) according to the duty pulse signals
output from the ECM. By this operation, the intake valve
timing is varied continuously. Signals output from the
ECM are the duty pulse of about 240 Hz.
Cam Timing Sprocket
The cam timing sprocket is equipped with the chambers
for timing advancing (2) and retarding (3) which are
separated by the rotor (5). The rotor rotates receiving the
hydraulic pressure applied to both the chambers. The
sprocket (1) is installed on the housing (4) and the rotor
is secured on the intake camshaft by fastening the bolts.
Therefore, the actuation of the rotor makes the phase
difference between the sprocket and intake camshaft.
Timing Advancing
When the duty ratio of the signal output from the ECM is
heavy, the spool valve (4) of the oil control valve moves
to the left (opposite direction against the coil (5)). By this
spool valve movement, the pressurized oil (1) is led into
the chambers for timing advancing and the oil in the
chambers for timing retarding is drained. This operations
actuate the rotor (3) and result in the advanced timing of
the intake valve. Timing Holding
When the duty ratio of the si
gnal output from the ECM
shows that of holding, the sp ool valve of the oil control
valve is located at hold posi tion. Because this condition
generates no oil pressure changes in both chambers,
the rotor is fixed at a target position.
Timing Retarding
When the duty ratio of the sig nal output from the ECM is
light, the spool valve of the o il control valve moves to the
right (head for the coil). By this spool valve movement,
the pressurized oil is led into the chambers for timing
retarding and the oil in the chambers for timing
advancing is drained. This operations actuate the rotor
and result in the retarded timing of the intake valve.
6. Seal
1
I3RH0B140003-01
1 2
3
4
56
I3RH0B140004-01
2. Drain
12
5
4
3
I3RH0B140005-01
I3RH0B140006-01
I3RH0B140007-01

Downloaded from www.Manualslib.com manuals search engine Engine Mechanical: 1D-4
Targeted Timing Varying Operation
Diagnostic Information and Procedures
Compression CheckS7RS0B1404001
Check compression pressure on all 4 cylinders as
follows:
1) Warm up engine to normal operating temperature.
2) Stop engine after warming up.
NOTE
After warming up engine, place transaxle
gear shift lever in “Neutral”, and set parking
brake and block drive wheels.

3) Disconnect negative cable at battery.
4) Remove engine cover.
5) Remove air cleaner assembly and air suction hose referring to “Air Cleaner Components”.
6) Remove cylinder head upper cover.
7) Disconnect ignition coil couplers (1).
8) Remove ignition coil assemblies (2) with high- tension cord (3).
9) Remove all spark plugs.
10) Disconnect fuel injector wires (4) at the coupler. Driving condition Valve timing Target of control Effect
Engine running at idle
speed Most retardedTo shorten the valve opening overlap in
order to prevent the exhaust gas
counterflow to in
take manifold. Stabilization of the engine
rotation at idle speed.
Average engine load
range To the advanced
sideTo lengthen the valve opening overlap
in order to enhance the internal
exhaust gas recirculation and reduce
the pumping loss. Improvement of the fuel
efficiency.
Lowering of the exhaust
emission.
Light engine load
range To the retarded sideTo shorten the valve opening overlap in
order to prevent the exhaust gas
counterflow to in
take manifold. Keeping of the engine stability.
Low or average
engine speed range
with heavy engine
load To the advanced
side
To advance the closing timing of the
intake valve in order to improve the
volumetric efficiency. Improvement of generating the
engine torque at low and
average engine speed.
High engine speed
range with heavy
engine load To the retarded sideTo retard the closing timing of the
intake valve in order to improve the
volumetric efficiency. Improvement of generating the
engine power.
Low engine coolant
temperature Most retardedTo shorten the valve opening overlap in
order to prevent the exhaust gas
counterflow to intake manifold and
reduce the fuel increasing.
To slow the fast idle speed of the
engine as a result of stabilizing the
engine idling. Stabilization of the fast idling of
the engine.
Improvement of the fuel
efficiency.
At engine starting and
stopping Most retardedTo shorten the valve opening overlap in
order to prevent the exhaust gas
counterflow to in
take manifold. Improvement of start ability.I2RH0B140003-01