SERVICE MANUAL WITH 660 SUZUKI EFI ENGINE HAULSTER POLICE VEHICLE FOR MODEL 898487 Part No.
INDEX SECTION 1 – FUEL INJECTION THEORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGES 1–26 SECTION 2 – PERIODIC MANINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGES 27–32 SECTION 3 – TROUBLE SHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGES 33–42 SECTION 4 – ENGINE MECHANICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGES 43–54 SECTION 5 – ENGINE REPAIR . . . . . . . . . . . . . . . .
SECTION 1 ELECTRONIC FUEL INJECTION THEORY 1
ELECTRONIC FUEL INJECTION THEORY MANAGEMENT SYSTEM DESCRIPTION FOREWORD This SECTION provides information on the basic operation of the Electronic Fuel Injection engine control system. The text covers what the Electronic Fuel Injection engine control system does and how it works. Read this SECTION to gain better understanding of the Electronic Fuel Injection engine, which, we are convinced, will help diagnose engine management problems.
ELECTRONIC FUEL INJECTION ENGINE CONTROL Technical Instruction 1. Performance and configuration of engine control Engine control system and micro computer This vehicle uses many different electronic control devices which make use of a microcomputer. Ones equipped in vehicles are: engine control system and automatic transmission control system. Use of a microcomputer makes it possible to handle a large amount of information in such a short time.
Input circuit When a signal from each sensor enters ECM, it first passes through the input circuit, where any noise on each signal is removed and a sine wave signal such as a crank angle signal is converted to a pulse signal (rectanglar wave). Another function of the input circuit is to convert the voltage level of the digital signal to such voltage level that can be processed by the microcomputer which operates at a 5V voltage.
Basic functions of engine control system Basic functions of the engine control system include fuel injection control, idle speed control and ignition timing control that are synthetically controlled by ECM which has a built–in microcomputer. Outline of engine control functions Electronic fuel injection The electronic fuel injection control system controls injection timing and injection time (amount of injection).
System configuration of each control function Following block diagrams show configurations of sensors and actuators used for such control systems as fuel injection control, idle speed control, ignition control EGR control and purging control.
(3) Ingition control sensor IGNITION COIL 1 IGNITION COIL 2 IGNITION COIL 3 Configuration of Engine Control System The engine control system consists of the following sub–systems. Intake air system This system supplies the air necessary for combustion. The air filtered by the air cleaner flows through the throttle body into the surge tank. Then it is distributed in the intake manifold and drawn into each combustion chamber.
Air intake system The main components of the air intake system are air cleaner, air flow meter, air intake pipe, throttle body, air valve, ISC solenoid valve and intake manifold. The air (by the amount corresponding to the throttle valve opening and engine speed) is filtered by the air cleaner, passes through the throttle body, is distributed by the intake manifold and finally drawn into each combustion chamber.
Description of intake system The air filtered by the air cleaner flows into the surge tank but only by such amount according to the opening of the throttle in the throttle body as well as the engine speed. The throttle valve in the throttle body regulates the air amount into the engine by its opening. The air from the throttle body goes into the surge tank and is distributed to the intake manifold of each cylinder to be drawn into the combustion chamber.
(2) When the engine is started (correction at engine start) Once the engine is started, the ISC solenoid valve opens widely to increase the bypassing air for quicker warm–up. At this time, the ISC duty ratio initially set varies depending on the temperature of the cooling water. The lower the temperature is, the higher value it is set to.
KEY SWITCH 11
FUEL SYSTEM Fuel pump control The fuel pump of the electronic fuel injection system is controlled so that it operates only when the engine is running. This is a safety device to stop the fuel pump whenever the engine stops even if the ignition switch is ON. (1) When the ignition switch is turned ON, the main relay turns ON immediately to pass electricity as far as the upper side of the pump relay contact point.
Fuel pressure control system As the amount of injected fuel supply to the engine is controlled according to the injection signal (to determine how long the injector injects fuel) sent to the injector by the ECM, it is also necessary to control the fuel pressure. Otherwise, fuel injection increases when the fuel pressure is high and decreases when it is low even though the fuel injection time is the same.
Fuel injection control system Injector A nozzle attached to the intake manifold is an injector. Equipped with an electromagnetic valve, it injects fuel according to the injection time calculated by the ECM. When electricity flows to the coil, it attracts the plunger and the needle valve, as it is incorporated to the plunger, also moves to its full open position, allowing fuel to inject through the clearance between the needle valve and injector body.
7 1 1 10 2 2 3 Injectors 9 17 15
Fuel injection control There are three types of fuel injection control for different injection methods: all cylinders synchronous injection, group injection and sequential injection as described below by using examples. FUEL INJECTION CONTROL SYSTEM Synchronous injection at start When the engine is cranking, all three injectors start injecting the fuel simultaneously at every CAS 6 ° signal (ignition signal) or every two CAS 6 signals (ignition signals) depending on the engine cooling water temperature.
K1 is set to use as a remedy if the engine should have failed to start and an ignition plug converage have occurred. Also, when the cooling water temperature is low, the injection time at start is divided for effective spraying to ensure better start. (Divided injection) Criteria for execution of divided injection: When cooling water temperature is low.
COMPENSATION RATIO • Warm–up increase compensation The fuel injection is increased according to the cooling water temperature and the engine speed to improve operation when the engine is cold. The lower the cooling water temperature, the larger the increase is. When this increase compensation is used, the air/fuel ratio is richer than its optimum value.
• Air/fuel ratio feedback compensation SUZUKI uses a rhodium catalytic converter to process C0, HC and NOx contents in the exhaust gas. It oxidize CO and HC and reduces NOx simultaneously into non–toxic CO2 H2O Oz and N2 respectively; although only near the optimum air/fuel ratio range. In other words, when the air/fuel ratio becomes leaner than its optimum value, more NOx is generated and when it becomes richer, more CO and HC are generated.
• Base Air/fuel ratio compensation This Base Air/fuel ratio compensation is a long–term compensation. While the air fuel ratio feedback compensation is a short–term one. As the engine is subject to change, deviation (as shown by 1 and 2 below) occurs in the air/fuel ratio feedback compensation factor which is used to compensate the air/fuel ratio to its optimum value. However, the range of the air/fuel ratio feedback compensation is limited and compensation beyond this limit is impossible.
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IGNITION SYSTEM Ignition signal system Shown below is the basic ignition signal circuit. 1. Igniter (Power unit) 2. Ignition coil 3. Distributor 4. CAS 5. MAP (Pressure Sensor) 6. TPS 7. WTS 8. Vehicle speed sensor 9. Battery voltage 10. Test switch terminal The ECM calculates the energizing time and ignition timing based on the signals from sensors. Instructions for the start of passing the electricity to the igniter and for the ignition timing are given by using the IGt signal from the ECM.
Ignition control system The ignition control system controls the ignition to the optimum timing. There are two types: fixed ignition and soft ignition. Fixed ignition When the following conditions are met, the ignition timing is fixed to the initial set position of the crank angle signal. Condition for execution: Either of the following • when engine speed is below 5OOrpm • when microcomputer fails. Other than the above, the soft ignition is used.
BASE IGNITION ADVANCE ENGINE SPEED • When the idle switch is OFF The optimum basic advance is set according to the engine load (basic injection time) and the engine speed. Cooling water temperature compensation advance • Warm–up compensation advance When the cooling water temperature is low, the ignition is advanced to improve warm–up performance and driveability. The lower the temperature is, the larger the ignition is advanced.
KEY SWITCH 26
SECTION 2 PERIODIC MAINTENANCE 27
ALTERNATOR BELT INSPECTION Replacement and adjustment 1) Disconnect negative battery lead at battery. 1) Disconnect negative battery lead at battery. 2) Inspect belts for cracks, cuts, deformation, wear and cleanliness. Check belt for tension. The belt is in proper tension if it deflects 11 to 14mm (0.43–0.55in.) under thumb pressure (about 10 kg or 22 lbs.). 2) Loosen alternator adjusting bolt and pivot bolts, move alternator inward. Belt tension specification 11–14 mm (0.43–0.55 in.
! CAUTION To tighten the oil filter properly, it is important to accurately identfy the position at which the filter “O” ring first contacts the mounting surface. 3) Tighten the filter 3/4 turn from the point of contact with the mounting surface using an oil filter wrench. 3) Refer to SECTION 3 for valve lash inspection and adjustment procedures. 4) Install engine valve cover and tighten bolts to specifications.
another 3 minutes before checking the oil level. Add oil as necessary, to bring oil level to FULL level mark on dip stick. ENGINE COOLANT CHANGE ! WARNING To help avoid danger of being burned, do not remove radiator cap while engine and radiator are still hot. Scalding fluid and steam can escape under pressure if the cap is taken off too soon. 1) Remove radiator cap when engine is cool. 2) Remove radiator drain plug to drain coolant.
Reservoir tank 0.5 liters (1.1/0.9 US/Imp pt.) Total 4.7 liters (10.0/8.3 US/Imp pt.) ! CAUTION When changing engine coolant, use mixture of 50% water and 50% anti–freeze for regions where ambient temperatures fall lower than –16 degrees C (3 degrees F) in winter and mixture of 70% water and 30% anti–freeze for regions where ambient temperatures do not fall lower than –16 degrees C (3 degrees F).
Spark plug tightening torque 25–30 N–m 2.5–3.0 kg–m 18.5–21.5 lb–ft AIR FILTER ELEMENT CLEANING AND REPLACEMENT Air filter element 1) Remove air cleaner cap. 2) Take cleaner element out of the air cleaner case. 4) Visually inspect fuel tank cap. If it’s damaged or deteriorated, replace it with a new one. ELECTRICAL WIRING HARNESS AND CONNECTIONS 1) Visually inspect all wires located in engine compartment for evidence of breakage. Inspect the condition of the insulation (cracks).
SECTION 3 TROUBLE SHOOTING 33
Condition Poor starting (hard starting) Possible Cause Starter will not run 1. Main fuse blown 2. Contact not closing in main switch, or this switch open–circuited 3. Run–down battery 4. Defective magnetic switch to starter 5. Loose battery terminal connection 6. Defective brushes in starter 7. Loose battery cord connection 8. Open in field or armature circuit of starter Correction Replace Repair or replace Recharge Replace Clean and retighten Replace Retighten Repair or replace No Spark 1.
Condition Poor starting (Hard starting) Not enough power Possible cause Correction 6. Broken or slipped valve timing belt 7. Poor valve seating 8. Wrong kind of engine oil 9. Burnt valves Replace Repair or replace Replace Replace 10. Sticky valve stem Correct or replace valve and guide Inadequate compression 1. Improper valve clearance 2. Valves not seating tightly 3. Valve stems tending to seize Adjust Repair Replace 4. Broken or weakened valve spring 5.
Condition Engine hesitates (Momentary lack of response as the accelerator is depressed. Can occur at all vehicle speeds. Usually most severe when first trying to make the vehicle move, as from a stop sign.) Surges (Engine power variation under steady throttle or cruise. Feels like the vehicle speeds up and down with no change in the accelerator pedal.) Possible cause Abnormal condition in electrical system 1. Defective spark plug 2.
Condition Erratic idling (Improper engine idling) Possible cause Correction Abnormal condition in ignition system 1. Defective spark plug 2. Damaged or defective coils Adjust or replace Connect or replace Abnormal condition in fuel system 1. Incorrect idle adjustment 2. Clogged air cleaner elements Adjust Clean or replace Others 1. Loose connection or disconnection of vacuum hoses 2. Low compression Connect Previously outlined Abnormal detonation Abnormal condition in ignition system 1.
Condition Possible cause Abnormal detonation Abnormal condition in engine 1. Excessive carbon deposit on piston crowns or cylinder head 2. Blown cylinder head gasket, resulting in low compression pressure 3. Improper valve clearance 4. Valves tending to seize 5. Weakened valve springs Overheating Abnormal condition in ignition system 1. Wrong heat value of spark plugs Correction Clean Replace Adjust Replace Replace Change heat valve Abnormal condition in fuel system 38 3.
Condition Engine noise Note: Before checking the mechanical noise, make sure that: Specified spark plug is used. Specified fuel is used. Engine noise Note: Before checking the mechanical noise, make sure that: – Specified spark plug is used. – Specified fuel is used. Possible cause Crankshaft noise 1. Worn–down bearings, resulting in excessively large running clearances 2. Worn connecting–rod bearing 3. Distorted connecting rods 4. Worn crankshaft journals 5.
Condition High fuel consumption Possible cause Abnormal condition ignition system 1. Leak or loose connection of high tension cord 2. Defective spark plug (improper gap, heavy deposits, burned electrodes, etc...) Correction Repair or replace Check and repair or replace Abnormal condition in fuel system 1. Clogged air cleaner element Clean or replace Abnormal condition in engine 1. Low compression 2. Poor valve seating 3. Improper valve seating Previously outlined Repair or replace Adjust Others 1.
STARTING MOTOR Condition Starter runs but pinion will not mesh into ring gear. Starter will not run at all, or runs but runs too slow to crank with full force. Possible cause Correction 1. Worn pinion of starter clutch 2. Defective splines, resulting in sticky pinion plunging motion 3. Worn bushing Replace Repair or replace 4. Worn teeth of ring gear Replace Battery trouble 1. Poor contact in battery terminal connection 2. Loose ground cable connection 3.
Charge light does not light with ignition ON and engine off 1. Fuse blown 2. Light burned out 3. Loose wiring connection 4. IC regulator Check fuse Replace light Tighten loose connections Replace Alternator noise 1. Worn.
SECTION 4 ENGINE MECHANICS 43
SUMMARY The type F6A engine (in–line 3–cylinder, total displacement 657 cc) offers an engine having a sleeveless compact structure through the use of a high–rigidity cast iron block. The cylinder head is made of aluminum alloy, with a 4–valve SOHC design. The cylinder head of the 4–valve SOHC type as the compact structure in which the intake–side rocker arms are a seesaw type, and the exhaust–side rocker arms are a cantilever type.
ENGINE SPECIFICATIONS Model Type No. and arrangement of cylinders Form of combustion chamber EFI Carburetor In–line three–cylinder w traverse Pentroof form Valve mechanism SOHC4 valve/drive Total displacement (cc) 657 Bore y stroke (mm) 65.0 × 66.0 Compression ratio 10.5 Maximum output (PS/rpm) 42/5500 (net) 50/6000 (net) Maximum torque (kg • m/rpm) Ignition sequence 5.8/3000 (net) 6.
ENGINE BODY CYLINDER HEAD/VALVE TRAIN 4–VALVE The cylinder head is made of an aluminum alloy that is lightweight and has excellent heat radiating properties and uses a cross–flow system in the layout of the air intake valves. The combustion chambers have improved combustion efficiency by using a center–plug type pentroof form. The valve driving system is a rocker arm system using a seesaw type for the intake side and a cantilever type for the exhaust side.
CYLINDER HEAD GASKET The head gasket uses carbon graphite as a parent material and the bore areas are made of stainless steel and given improved durability. AA BB Material Parent material carbon graphite Bore sections stainless steel Oil holes copper A–A’ section B–B’ section CYLINDER BLOCK The cylinder block is made of a special cast iron and has a compact structure with no sleeves and a bore pitch of 72 mm.
CRANKSHAFT The crankshaft is a 4–bearing type made of cast iron, and has reduced vibration and noise by providing balance or which offset the No. 1 ranking No. 3 crank. Thrust bearings Oil hole Upper journal bearing Lower journal bearing SPECIFICATIONS Crankshaft Journal diameter (mm) Pin diameter (mm) Crank radius (mm) Total length (mm) Journal bear- Material: aluminum alloy ings (back plate steel) Center thickness: standard 2.0 mm U/S 2.
PISTONS/PISTON RINGS/PISTON PINS Pistons are made of aluminum alloy and have a slipper skirt, with a valve recess provided at the top of the piston. The first ring increases initial conformity having a barrel face form, and the second ring increases oil run–off properties with a tapered undercut form. The first ring is provided with chrome plating and has increased durability on the outer circumference of the oil ring and on the outer circumference of the second ring in turbo models.
TIMING BELT/TIMING PULLEY/TIMING BELT TENSIONER The timing drive system uses a quiet belt system. The rotation of the crankshaft is transmitted via the crankshaft timing pulley to the camshaft timing pulley by means of the timing belt. Since timing marks are engraved or cast in the timing pulley, timing belt inside cover, and oil pump case, when attached, adjustment is performed by matching each timing mark. The timing belt is provided with a timing belt tensioner on the slack side.
CAMSHAFT The camshaft is made of cast iron and is designed for high rigidity as a solid structure. The rear portion is formed as a single body by pressure–insertion of the signal rotor. 4–valve Models ∅ 27.0 IN 35.984 Cam height (mm) EX 35.986 IN 31.147 EX 29.550 VALVES/VALVE SPRINGS Valves are subjected to Tuffride treatment on the entire surface, increasing wear resistance. The valve springs use single springs have unequal pitch, increasing the conformity of the valves and preventing jumping.
LUBRICATION SYSTEM The engine lubrication uses a wet sump system, which is full–flow filtration force–feed system that force–feeds the oil using a pump that is driven by the driveshaft. The oil is drawn up from the oil pump strainer, and passes through the oil filter before flowing into the main channel.
OIL PUMP The oil pump uses a trochoid system, and is driven directly by engagement with the width across the flat of the crankshaft and the inner rotor. 1. Oil seal 2. Oil pump case 3. Gasket 4. Inner rotor 5. Outer rotor 6. Rotor plate 7. Relief valve SPECIFICATIONS Discharge pressure, discharge amount (pump rotation speed 4000 rpm) Relief valve open pressure When 270 kPa {2.8 kgf/cm2} 14 L/min 290~370 kPa {2.8~3.
INTAKE SYSTEM AIR CLEANER INTAKE PIPE AIR CLEANER THROTTLE BODY INTAKE MANIFOLD ENGINE EXHAUST SYSTEM EXHAUST PIPE ENGINE 54 EXHAUST MANIFOLD CATALYST MAIN MUFFLER
SECTION 5 ENGINE REPAIR 55
GENERAL DESCRIPTION ENGINE 1. The engine is a water cooled, in–line, 3 cylinder, 4–stroke gasoline unit with its S.O.H.C. (single overhead camshaft) valve mechanism arranged for “V”–type configuration with12 valves (2 intake and 2 exhaust valves per cylinder). The single overhead camshaft is mounted over the cylinder head; it is driven from the crankshaft through the timing belt. Unlike conventional overhead valve (O.H.V..) engines, this engine has no push rods.
ENGINE LUBRICATION The oil pump is of a trochoid type, and mounted on the crankshaft at crankshaft pulley side. Oil is drawn up through oil pump strainer and passed through pump to oil filter. drilled in crankshaft, and then injected from a small hole provided on big end of connecting rod to lubricate piston, rings, and cylinder wall. In another path, oil goes up to cylinder head and lubricates camshaft journals, racker arm, camshaft, etc., passing through oil gallery in rocker arm shaft.
NOTE: Throughout this MANUAL, the three cylinders of the engine are identified by numbers: No. 1, No. 2 and No. 3 as counted from front end. 2) Remove alternator and alternator mounting brackets. NOTE: Observe critically before starting to remove a component or part by loosening bolts, nuts and the like. What you may find before and during disassembly is valuable information necessary for successful reassembly. Be careful in handling aluminum–alloy parts.
7) Remove camshaft timing belt pulley and key with special tool attached, as shown, to lock camshaft. 4) Remove timing belt outside cover. 8) Remove crankshaft timing belt pulley, and key. 5) Remove timing belt tensioner after removing a part of the tensioner spring. 9) Remove timing belt inside cover. 10) Remove water pump. 11) Remove exhaust manifold cover. 12) Take off exhaust manifold. 13) Remove exhaust manifold gasket. 14) Using an oil filter wrench, remove oil filter.
19) Loosen all valves adjusting screws fully. screws in place. Leave 20) Remove rocker arm shaft caps. a) Use valve lifter and attachment to compress valve spring in order to free valve retainer pieces for removal. In this way, remove valve spring and valves. 21) Remove intake rocker arm shaft. b) Remove valve stem oil seal from guide, and then valve spring seat. 22) Remove camshaft caps, camshaft and exhaust rocker arms. 23) Remove cylinder head. 60 NOTE: Do not reuse oil seal once disassembled.
25) Remove alternator bracket. c) Using special tool, drive valve guide out from combustion chamber side to valve spring side. NOTE: Do not reuse valve guide once disassembled. Be sure to use new valve guide (Oversize) when assembling. 26) Remove engine mounting brackets from cylinder block. 27) Remove oil pan. 28) Remove oil pump strainer. 29) Remove connecting rod bearing caps. 30) Install guide hose over threads of rod bolts.
! CAUTION Before pushing the piston out, scribe the cylinder number on its crown. Be sure to identify each piston, piston pin, connecting rod and bearing cap by using the cylinder number. a) From each piston, ease out piston pin circlips, as shown. a) Remove oil pump rotor plate. b) Force piston pin out. b) Take out inner and outer rotor. 34) Remove oil seal housing. 35) Remove crankshaft bearing caps, and take out crankshaft. INSPECTION OF ENGINE COMPONENTS NOTE: 33) Remove oil pump case.
Wash all disassembled parts clean, removing, grease, carbon and scales, before inspecting them to determine whether repair is necessary or not. Descale water jackets Used compressed air to clear internal oil holes and passages. Do not disturb set combinations of valves, bearings, bearing caps, etc. Have the sets segregated and identified. Cylinder Head Remove all carbon from combustion chambers. NOTE: Do not use any sharp–edged tool to scrape off the carbon.
Wear of rocker–arm and adjusting screw: If the tip (1) of adjusting screw is badly worn, replace screw. Arm; must be replaced if its cam–riding face (3) is badly worn. Visually examine each rocker–arm wave washer for evidence of breakage or weakening. Be sure to replace washers found in bad condition.
Stem–to– g guide clearance l Int 0.020–0.047 mm 0.07 mm (0.0008–0.0018 in.) (0.0035 in.) Exh 0.035–0.062 mm 0.09 mm (0.0014–0.0024 in.) (0.0035 in.) Valves Remove all carbon from valves. Inspect each valve for wear, burn or distortion at its face and stem and replace as necessary. Measure thickness of valve head. If measured thickness exceeds its limit specified below, replace valve. Valve head thickness Standard 1.0 mm (0.039 (0 039 in.) in ) Limit Intake 0.6 mm (0.0236 in.
Valve Seats ! CAUTION Valves to be checked and serviced for seating width and contact pattern must be those found satisfactory in regard to stem clearance in the guide and also requirements stated on preceding page under VALVES. Seating contact width: Produce a contact pattern on each valve in the usual manner, namely, by giving a uniform coat of marking compound (red–lead paste) to valve seat and by rotatingly tapping seat with valve head.
3) VALVE LAPPING: Lap valve on seat in two steps, first with coarse–grit lapping compound applied to its face and the second with a fine–grit compound, each time using a valve lapper according to usual lapping method. Valve seat cutting Applying lapping compound to valve face NOTE: After lapping, wipe compound off valve face and seat, and produce contact pattern with marking compound (red–lead paste).
Valve Springs Referring to the criterion–data given below, check to be sure that each spring is in sound condition, free of any evidence of breakage or weakening. Remember, weakened valve springs can be the cause of chatter, not to mention the possibility of reducing power output due to gas leakage caused by decreased seating pressure. 1 31/64” 37.09 mm Standard Item Valve spring free length 7.2 WINDS 37.09 mm Valve springs for this engine are single springs of unequal pitch.
5) Remove housing, and using scale on gaging plastic envelope, measure gaging plastic width at its widest point. Journal clearance Journal wear: Check camshaft journals and camshaft housings for pitting, scratches, wear or damage. If any malcondition is found,replace camshaft or cylinder head with housing. Never replace cylinder head without replacing housings. Check clearance by using gaging plastic. The procedure is as follows. 1) Clean housings and camshaft journals.
Cylinder bore dia. limit 65.070 mm (2.5618 in.) Taper and out–of–round limit 0.10 mm (0.0039 in.) Piston Diameter: Piston to cylinder clearance, mentioned above, is equal to the bore diameter minus the piston diameter, which is to be measured by measuring at the level of the piston in the direction transverse to piston pin axis, as shown if figure below. This level (H) for the skirt end is 15.0 mm (0.59 in.) high. Piston Diameter Standard 64.965 – 64.985mm 2.5577 – 2.5584 in.) Oversize 0.
Item Ring clearance in the groove Standard Limit Top Ring 0.03–0.07 mm (0.0012–0.0027 in.) 0.12 mm (0.0047 in.) 2nd Ring 0.02–0.06 mm (0.0008–0.0023 in.) 0.10 mm (0.0039 in.) Connecting Rods Big–end thrust clearance: Check the big end of each connecting rod for thrust clearance, with the rod fitted and connected to its crank pin in the normal manner.
Crankpin to bearing clearance: Check this clearance by using gaging plastic (Plastigage). Here’s how to use gaging plastic: 1) Prepare by cutting, a length of gaging plastic roughly equal to bearing width a place it axially on crankpin, avoiding the oil hole. 2) Make up the big end in the normal manner, with bearings in place and by tightening the cap to the specification. NOTE: Never rotate crankshaft or turn rod when a piece of gaging plastic (Plastigage) is in the radial clearance.
4) If the limit, indicated above, is exceeded, re–grind the crankpin to the undersize and use of the undersize bearing, both of which are stated below: Bearing size Crankpin diameter Standard 35.982–36.000 mm (1.4167–1.4173 in.) 0.25 mm (0.0098 in.) undersize 35.732–35.750 mm (1.4068–1.4074 in.) 0.50 mm (0.0196 in.) undersize 35.482–35.500 mm (1.3970–1.3976 in.
! CAUTION As in the case of connecting rod bearings, the journal bearings are not meant to be repaired by scraping or sanding with sandpaper or by any other machining. Out of round and taper (uneven wear): An unevenly worn crankshaft journal or crankpin shows up as difference in diameter at a cross section or along its length (or both). This difference, if any, is to be determined from micrometer readings taken as shown in figure below.
Item Standard Limit Journal–to– bearing clearance 0.020–0.040 mm (0.0008–0.0016 in.) 0.065 mm (0.0026 in.) Timing Belt and Timing Pulleys Inspect the belt and pulleys for wear, cracks and signs of failure. Replace them as necessary. ! CAUTION Do not bend the belt. Keep away oil and water from the belt. The belt must be kept clean. The pulleys and belt tensioner, too, must be kept clean and free of oil and water.
Oil Pump 1) Inspect oil seal lip for fault or other damage. Replace as necessary. 2) Inspect outer and inner gears, gear plate, and oil pump case for excessive wear or damage. Radial clearance: Check radial clearance between outer rotor and case, using thickness gauge. If clearance exceeds its limit, replace outer rotor or case. Item Standard Limit Radial clearance between outer rotor and case 0.10–0.17 mm (0.0040–0.0067 in.) 0.31 mm (0.0122 in.
ENGINE REASSEMBLY NOTE: All parts to be used in reassembly must be perfectly clean. Oil sliding and rubbing surfaces of engine parts with engine oil just before using them in reassembly. Have liquid packing ready for use. Bond No.1215 is specified for it. Use it wherever its use is specified in order to ensure leak– free (oil and water) workmanship of reassembly. There are many running clearances. During the course of engine reassembly, be sure to check these clearances, one after another, as they form.
Tightening torque for bearing cap bolts 55–60 N–m 5.5–6.0 kg–m 40.0–43.0 lb–ft Gradual and uniform tightening is important for bearing cap bolts. Make sure that the four caps become tight equally and uniformly to the specified torque. NOTE: After tightening cap bolts, check to be sure that crankshaft rotates smoothly when turned by hand. Oil Pump Reassemble components of oil pump assembly according to following procedure, if disassembled. a) wash, clean and then dry all disassembled parts.
To prevent oil lip seal from being damaged or upturned when installing oil pump to crankshaft, fit special tool (Oil seal guide) to crankshaft, and apply engine oil to special tool. 2) Install piston rings to piston. a) 1st and 2nd rings have “RN” mark. When installing these piston rings to piston, direct marked side of each ring toward top of piston.
3) Install piston and connecting rod assembly into cylinder bore. Apply engine oil to pistons, rings, cylinder walls, connecting rod bearings and crank pins. Put guide hoses over connecting rod bolts as shown. These guide hoses protect crankpin and thread of rod bolt from damage during installation of connecting rod and piston assembly. After installing piston and connecting rods, double–check to be sure that the arrows on piston crowns are all pointing to pulley (front) side.
Oil Pump Strainer Install oil pump strainer to oil pump. Bearing in mind that “O” ring is often forgotten and left out in reassembly. Absence of this ring defeats the purpose served by the strainer. remove burrs, making sure that guide hole diameter after reaming comes within specified range. Valve guide hole diameter (Intake & Exhaust) 10.530–10.545 mm (0.4146–0.4151 in.) Oil Pan 1) Clean mating surfaces of oil pan and cylinder block. Remove oil, old sealant, and dusts from mating surfaces.
tom end (small–pitch end). Be sure to position spring in place with painted side up. 2) Install valve spring seat to cylinder head. 3) Install new valve stem seal to valve guide. After applying engine oil to seal and the install seal to valve guide. After installation, check to be sure that seal is properly fixed to valve guide. Do not reuse oil seal from disassembly. Be sure to install new oil seal. When installing, never tap or hit with hammer or anything else.
After applying engine oil to oil seal lip, press fit camshaft oil seal till oil seal surface becomes flush with housing surface. CRANKSHAFT Camshaft & Rocker–arm Shaft 1) Apply engine oil to exhaust rocker arm at its cam–riding face and install it to valve stem end face and rocker– arm adjust screw. 3) After removing oil thoroughly from mating surfaces of camshaft housing No.1 and No. 5 and cylinder head, apply sealant (Suzuki Bond No. 1215 ) (99000–31110). Then tighten to specified torque.
3) Tighten bolts and nuts to specified torque. Tightening torque for water pump bolts and nuts 9–12 N–m 0.9–1.2 kg–m 7.0–8.5 lb–ft NOTE: Valve clearance is adjusted after all parts are assembled. So it is not adjusted at this point. Leave rocker arm adjusting screw as loose as possible. Timing Belt Inside Cover, Belt Pulleys, Tensioner, Timing Belt and Outside Cover Intake Manifold and Carburetor 1) Install timing belt inside cover. 1) Install intake manifold gasket to cylinder head. Use new gasket.
3) Install key and camshaft timing belt pulley. When installing pulley, direct its timing marked side to timing belt outside cover side. Tighten pulley bolt to specified torque with special tool applied as shown in figure below. Tightening torque for pulley bolt 6) Inside timing cover, align timing marks (1) on camshaft pulley with”V” mark (2) on timing belt. 50–60 N–m 5.0–6.0 kg–m 36.5–43.
NOTE: ! When installing timing belt, match arrow mark on timing belt with rotating direction of crankshaft. In this state, No. 1 piston is at top dead center of compression stroke. CAUTION After setting belt tensioner, turn crankshaft two rotations in clockwise direction to see if marks (1) (2) (3) and (4) locate themselves on the same straight line. If they do not line up straight, the foregoing procedure must be repeated to satisfy this requirement.
11) Install crankshaft pulley and water pump pulley. Oil Filter Install oil filter. ! CAUTION For oil filter installation refer to SECTION 1 of this manual. NOTE: Exhaust Manifold and Cover 1) Install exhaust manifold gasket to cylinder head. Use new gasket. when replacing belt with a new one, adjust belt tension to 10–12 mm (0.40–0.47 in.). NOTE: Valve Lash (Clearance) Adjustment Clean cylinder head mating surface with gasket before installation.
IN 0.12 mm (0.0047 in.) EX 0.12 mm (0.0047 in.) Warm engine ! CAUTION When using specification for warm engine, warm up engine until engine cooling fan starts running and take measurement or make adjustment within 20 to 30 minutes after engine is stopped. Checking and adjusting procedures: NOTE: Refer to the beginning of this SECTION for cylinder numbers (No. 1, No. 2, and No. 3) mentioned in this section. 1) Remove negative battery cable. 2) Remove valve cover.
6) Upon completion of check and adjustment, install cylinder valve cover and torque bolts to specification. Tightening torque for cylinder head cover bolts 9–12 N–m 0.9–1.2 kg–m 7.0–8.5 lb–ft 5) Depress accelerator pedal all the way to make throttle open fully. 6) Crank engine with fully charged battery, and read the highest pressure on compression gauge. Compression pressure Engine OIl Standard 12.5 kg/cm2 (177.8 psi)/ 400 RPM Limit 9.5 kg/cm2 (135.1 psi)/ 400 RPM Max.
NOTE: Prior to checking oil pressure, check the following. Oil level in oil pan. If level is low, add oil to Full level line on oil dip stick. Oil quality. If oil is discolored, or deteriorated, change oil. For particular oil to be used , refer to table in SECTION 1. Oil leak. If oil leak is found, repair it. 1) Disconnect lead wire from oil pressure switch. 2) Remove oil pressure switch from cylinder block. 3) Install oil pressure gauge (special tool) in vacated threaded hole.
NOTE: Should indicating hand of the vacuum gauge oscillate violently, turn adjusting nut (A) to steady it. Standard vacuum (Sea level) 40–48 cmHg (15.8–18.8 in.Hg) at specified idling speed. 4) After checking, remove vacuum gauge. 5) Before reinstalling vacuum checking switch, be sure to wrap its screw threads with sealing tape and tighten switch.
RECOMMENDED TORQUE SPECIFICATIONS 92
SECTION 6 ENGINE CONTROL SYSTEM 93
SUMMARY MPI (Multi–Point Injection) type EFI (Electronic Fuel Injection) is used in engine control, achieving optimal air–fuel ratio control. Additionally, by combining (integrating) the AT controller with the ECM (Engine Control Module), space saving is achieved and maintenance qualities are improved. The main characteristics are as follows. A speed density system which determines the fuel injection amount according to the engine rpm and intake manifold pressure is used.
CONTROL SYSTEM PARTS LAYOUT DIAGRAM The control system is composed of sensors, which send data concerning the engine and driving status to the ECM, the ECM, which controls actuators according to the signals from sensors, and the actuators.
96 IGNITION COIL PCV VALVE PRESSURE SENSOR CATALYTIC CONVERTER WATER TEMPERATURE SENSOR INJECTOR O2 SENSOR PRESSURE REGULATOR CANISTER FUELPUMP FUELFILTER THROTTLE SENSOR ISC VALVE AIR CLEANER CRANK ANGLE SENSOR ECM SYSTEM CONFIGURATION DRAWING NOTE: FUEL TANK, FUEL PUMP, FUEL FILTER AND FUEL REGULATOR ARE NOT INTEGRAL AS SHOWN IN THIS PICTORAL REPRESENTATION.
SYSTEM FLOWCHART ISC VALVE AIR CLEANER THROTTLE BODY TPS INTAKE MANIFOLD ENGINE PS WTS CAS EXHAUST MANIFOLD TERNARY CATALYST O2 SENSOR INJECTOR THROTTLE OPENING AMOUNT CYLCOOLENGINE INDER ANT RPM DIFFERTEMP ENTIATION INTAKE AIR PRESSURE EXHAUST GAS OXYGEN CONCENTRATION • BATTERY VOLTAGE • IGNITION SW MODE SIGNAL • IGNITION TIME ADJUSTMENT REGISTER FUEL PUMP • VEHICLE SPEED SIGNAL • ELECTRIC CHARGE SIGNAL EFI (& AT) CONTROLLER FUEL PUMP RELAY MAIN RELAY CHECK ENGINE LAMP RADIATOR FAN
COLOR CODE LTG – LIGHT GREEN W – WHITE BR – BROWN Y – YELLOW GY – GRAY B – BLACK G – GREEN BL – BLUE R – RED PK – PINK P – PURPLE OR – ORANGE SYSTEM WIRING DIAGRAM EFI (& AT) CONTROLLER 5V +B 5V 16 BR/R CAS CRANK ANGLE SENSOR #1 #2 #3 INJECTOR NO. 1 1 BR/B 10 BR 2 BR/W INJECTOR NO. 2 INJECTOR NO.
FUEL SYSTEM The fuel system comprises of the fuel tank, fuel pump, fuel filter, fuel pressure regulator, delivery pipe, injectors and fuel feed line. The fuel in the fuel tank is drawn up by the fuel pump, filtered by the fuel filter, transported to the delivery pipe, and injected by the injectors. The fuel is filtered and subjected to pressure adjustment before being sent to the delivery pipe. Excess fuel created by fuel pressure adjustment by the fuel pressure regulator is returned to the fuel tank.
1 4 2 3 1. 2. 3. 4. FILTER SOLENOID COIL BALL VALVE INJECTOR TERMINAL ECM +12V (VIA RELAY) INJECTOR #1 BR/B 1 1# BR 10 2# BR/W 2 3# B/BL B COLOR CODE B – BLACK BR – BROWN W – WHITE BL – BLUE 100 Injectors The injector is a device which injects fuel in the delivery pipe into the intake manifold under control of the ECM, and uses an MPI (multi–point injection) system, whereby fuel is injected into the manifold of each cylinder.
AIR INTAKE SYSTEM Air that has been filtered by the air cleaner passes through the throttle body and is distributed to the intake manifold of each cylinder. The intake air amount is indirectly measured by measuring the intake air pressure using the pressure sensor. When the throttle valve is fully closed, air necessary for idling rpm is supplied to the intake manifold through the ISC valve.
6 ISC Valve 7 3 ICS VALVE 5 1. 2. 3. 4. 2 4 VALVE PINTLE SCREW SHAFT MAGNET (ROTOR) COIL 1 5. BEARING 6. THROTTLE VALVE 7. BIMETAL TYPE LIMITER VALVE +12V (VIA RELAY) ECM B/R ISC VALVE R/B 11 SMA R 12 SMB R/Y 13 SMC R/BL 14 SMD 9 B/BL COLOR CODE B – BLACK R – RED Y – YELLOW BL – BLUE B E01 17 E1 8 N S N 9 8 S STATUS (1) SUCTION FORCE S S N N SUCTION FORCE STATUS (2) STATOR SWITCHING S N S N STATUS (3) ROTOR ROTATION 102 8. STATOR 9.
INPUT–OUTPUT SYSTEM VCC ECM VTA THROTTLE E2 SENSOR THROTTLE POSITION SENSOR (VTA) 5V LTG/R 26 VCC GY/Y 33 BL/Y 34 E2 The throttle position sensor is installed on the throttle body and detects the throttle opening in linkage with the throttle shaft. VTA The throttle position sensor comprises of a potentiometer which is linked with the throttle shaft.
PRESSURE SENSOR VCC E2 PRESSURE SENSOR (PM) ECM PM 5V LTG/R 26 VCC LTG/Y 25 PM BL/Y 34 E2 5V The pressure sensor is a sensor that is installed on the throttle body, detects changes in the intake manifold pressure. One terminal of the pressure sensor is connected to the ”VCC” terminal of the ECM, sensor voltage (approx. 5 V) is supplied from the ECM, and one of the remaining two terminals is connected to the ”E2” terminal (sensor earth).
1 Crank Angle Sensor (CAS) The crank angle sensor is installed on the sensor case and houses an element which converts magnetic changes into voltage. 2 1. CRANK ANGLE SENSOR 2. ELEMENT Magnetic changes produced by the rotation of a signal rotor installed on the camshaft are converted into voltage signals by the element.
EMISSION SYSTEM The emission system is composed of a fuel vapor gas emission prevention device, blow–by gas recovery device, and ternary catalyst device. Information Decal The information decal is located on the vehicle engine cover. INFORMATION LABEL Fuel Vapor Gas Emission Prevention Device 1 The fuel vapor gas emission prevention device is provided in order to prevent the escape of fuel vapor gas.
(WHEN ENGINE LOAD IS LOW) 5 1 Blow–by Gas Recovery Device The blow–by gas recovery device is provided in order to return unconsumed gas (consisting mainly of HC) that has escaped into the crank case from gaps between the pistons and cylinders to the combustion chamber, where it undergoes combustion, and uses a closed type consisting of a cylinder head cover, PCV valve, breather hose, and throttle valve.
CONTROL SYSTEM The ECM (Engine Control Module) is incorporated into the EFI(&AT) controller housed behind the engine compartment under the center panel of the storage compartment. The ECM performs optimal actuator control during driving by processing data input from the sensors. The following are the principal control items.
FUEL INJECTION CONTROL A speed density method is used whereby ECM calculates the air intake amount according to the engine rpm (crank angle sensor) and intake manifold pressure (pressure sensor), and determines the basic injection time. The fuel injection method (timing) and fuel injection amount (time) are controlled as follows using a start mode that is used when starting the engine and a feedback mode that is used during normal driving.
FEEDBACK MODE: During normal driving, sequential control, which performs injection in the order 1–3–2 for each cylinder, is used. Injection is performed in the exhaust sequence of each cylinder. The fuel injection amount is calculated by adding following correction to the basic fuel injection time, which is determined according to the engine rpm and air intake amount. Volume efficiency correction: The fuel injection time is adjusted according to the engine rpm and intake air pressure.
ISC STEPPER MOTOR CONTROL The ISC stepper motor is controlled in the following modes according to various conditions. Operation shutdown: When the battery voltage is less than 9.0 V, operation of the ISC is halted. Initialization: When the ignition key is switched from ON to OFF, initializing is performed, and ISC is placed in standby imposition of step 80. Stop mode: When the engine speed is 50 rpm or less, fixed at step 80.
MAIN RELAY CONTROL The main relay supplies battery voltage to the ECM according to the ON/OFF status of the ignition switch. When the ignition switch is turned ON, the coil of the relay is ground, and thereby the relay switch circuit is closed. By this means, battery voltage is applied to the ”+B” terminal, and the EFI system is activated. Further, the output circuit of the relay supplies battery voltage to the following actuators and sensors.
DIAGNOSIS (SELF–DIAGNOSIS) FUNCTION The ECM is provided with a self–diagnosis function, whereby it illuminates the check engine lamp in the combination meter when there is an abnormality in an input signal, providing notification of the occurrence of an abnormal condition.
CODE RETRIEVAL PROCEDURE NOTE: • When there are multiple failure locations, all of the codes are displayed 3 times each in order of priority of code. • See Section 2B for AT system diagnosis codes. NOTE: The jumper will perform diagnostic checks on various electrical components. 3. Place the gear selector into park, apply the park brake and turn the ignition switch to the off position. 4. Open the right lid in the storage compartment located behind the cab.
16 Vehicle Speed Sensor – No signal for a length of time at pin 16 (orange wire) of the 26 pin ECU connector. 19 Water Temperature Sensor – Voltage at pin 32 (green/white wire) of the 34 pin ECU connector is either higher than 4.85V or lower than 0.15V. Failsafe Mode: Control system sot that cooling termperature is 83°C (continous running of radiator fan). 41 Shift Solenoid No.
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SECTION 7 ENGINE REMOVAL 117
ENGINE REMOVAL This section covers the removal of the Suzuki 660 engine from the Model 898487 On–road Cushman Police Vehicle. The engine and transmission are to be removed from the vehicle as an assembly. Procedure 1. Disconnect negative (–) and positive cables from battery terminals. 5. Disconnect lead wires and positive (+) battery cable from starting motor. ECM 2. Remove transmission access cover. 3. Remove ECM cover located underneath middle section of storage compartment. Disconnect ECM plugs. 6.
12. Disconnect lead wires from alternator terminals. 8. Disconnect lead wires from water temperature sender. ACCELERATOR CABLE SPEED LIMITER CABLE 13. Disconnect accelerator cable and speed limiter cable. 9. Remove air cleaner hose. 10. Remove fuel tank cap to release fuel vapor pressure in fuel tank and then reinstall it. CONTROL CABLE FUEL LINE 14. Disconnect gear shift control cable from transmission. VACUUM LINE 11. Disconnect vacuum and fuel lines. 15. Raise the vehicle.
LEAD TO OIL PRESSURE GAUGE 16. Disconnect lead wire from oil pressure gauge. 21. Disconnect catalytic converter from exhaust manifold. 17. Drain radiator of coolant. TRANSMISSION COOLER LINES 18. Disconnect and drain transmission cooling lines. LOWER RADIATOR HOSE 22. Disconnect heater inlet and outlet hose from Y connector. 19. Remove drive shaft. UPPER RADIATOR HOSE OIL HOSE DISCONNECTS 20. Disconnect oil hose from oil filter. 120 HEATER HOSE 23.
5550 24. Place transmission or floor jack under “engine with transmission”. Place wood blocks between transmission and jack so that engine with transmission is held horizontally even when motor mount bolts are removed. 26. Remove motor mount bolts. 5559 25. Place engine hoist lift arm through right hand door, and attach with lift chain to engine. ( You may want to remove the steering wheel to give you more room for the hoist and engine.
5554 28. Carefully remove engine with transmission.
SECTION 8 IGNITION SYSTEM 123
GENERAL DESCRIPTION IGNITION SYSTEM This vehicle uses a full–transistor type, direct–ignition system, comprising of (3) ignition coils, (3) spark plugs and the Engine Control Module or ECM. The ECM also has the function of controlling the automatic transmission shift points, if vehicle is so equipped. In this direct ignition systems, the ECM has the function of the distributor.
SPARK PLUGS IGNITION COIL IGNITION COIL TEST Manufacturer Ignition coil resistance (cold) Model Primary 1.08–1.32 Ω NGK DCPR7E Secondary 22.1–29.2 k/Ω Denso XU22EPR–U Measure primary and secondary coil resistances ( at 20° C or 68° F). If the resistance is out of range in either the primary or secondary circuit, replace the ignition coil with a new one. Plug gap (mm) 0.8~0.9 To check spark plugs, remove ignition coils, then remove the spark plugs.
Condition Possible Cause Engine cranks, but will not start or hard to start Correction No Spark Poor fuel economy or engine performance Blown fuse for ignition coil Replace Loose connection or disconnection of lead wires Connect securely Faulty spark plug(s) Adjust, clean or replace Faulty spark plug(s) Adjust, clean or replace IGNITION TIMING ADJUSTMENT REGISTER Ignition timing adjustment is performed by means of a register.
IGNITION TIMING CONTROL Low rpm (starting) mode: When the engine speed is 600 rpm or lower, ignition is adjusted to BTDC5°. Connection occurs in the interval from 75° BTDC to 5° BTDC. Ignition timing adjustment mode: When diagnositc jumper (P.N. 2700920) in place, the ignition timing is fixed at 5° BTDC.
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SECTION 9 FUEL SYSTEM 129
AIR CLEANER GENERAL DESCRIPTION In the air cleaner case, a dry–type air cleaner element is provided for filtering out dirt and dust from air being drawn into the engine for combustion. A damaged element must be replaced with a new one, since it allows dust particles to enter the engine if used as it is. Such dust particles could cause wear to the engine inner parts and this further results in decreased power. The filter element must be cleaned periodically.
MAINTENANCE SERVICES FUEL PUMP, FILTER AND LINES Air Cleaner Element GENERAL DESCRIPTION Air cleaner element should be cleaned or replaced periodically according to following method. Cleaning The main components of the fuel system are fuel tank, fuel pump, fuel regulator and fuel filter; and it includes two lines; fuel feed and fuel vapor. 1) Remove engine access cover. Fuel Pump 2) Remove air cleaner case cap.
Fuel Filter ! Fuel filter is mounted on the chassis above the differential. Fuel enters the filter through its inlet hole and after passing through the filtering element, comes out of its outlet hole connected to the fuel pump. This filter is not meant to be disassembled. It is of a cartridge type, consisting of a filtering element in a metal case. WARNING Before attempting service of any type on fuel system, the following cautions should be always observed. Disconnect negative battery cable at battery.
2) Remove fuel filler can to release fuel vapor pressure in the fuel tank. After releasing, reinstall the cap. 3) Disconnect fuel pump lead wires at the fuel pump. NOTE: There is a positive (+) and negative (–) wire, and a (+) positive indicator on the fuel pump. 4)Disconnect fuel inlet and outlet hose from fuel pump. 5) Remove fuel pump. 3 2 1 4 5 1. 2. 3. 4. 5.
Installation NOTE: 1) Install filter and clamp, and connect inlet and outlet hoses to fuel filter. Before finally removing fuel tank, recheck to ascertain all hoses and electric wires are disconnected and free. 3 2 8) Remove fuel tank. Installation 1 4 5 1. 2. 3. 4. 5. Fuel Filter Fuel Line Fuel Pump Carbon Canister Regulator Reverse removal procedure for installation using care for the following: Refer to general description of this item for piping and clamp positions.
SECTION 10 COOLING SYSTEM 135
ENGINE COOLING SYSTEM Radiator Cap A pressure–vent cap is used on the radiator. The cap contains a pressure valve and vacuum valve. The pressure valve is held against its seat by a spring of pre–determined strength which protects the cooling system by relieving the pressure if the pressure in the cooling system rises above 0.9 kg/cm. (12.8 psi, 90 kPa).
Water Reservoir Tank A “see through” plastic reservoir tank is connected to the radiator by a hose. As the vehicle is driven, the coolant is heated and expands. The portion of the coolant displaced by this expansion flows from the radiator into the reservoir tank. When the vehicle is stopped and the coolant cools and contracts, the displaced coolant is drawn back into the radiator by vacuum.
Coolant Draining 1) Remove radiator cap. 2 3 2)Loosen drain plug (1) on radiator to drain coolant. 5 4 1 1. 2. 3. 4. 5. Intake manifold Thermostat cap Thermostat Spacer Gasket Water Pump Removal 1) Drain cooling system Refer to “Coolant Draining” on previous page. 2) Disconnect negative battery cable from battery terminal. 3) Loosen water pump drive belt tension. Then remove water pump pulley and pump drive belt. Removal of Radiator Hoses 4) Remove crankshaft pulley.
6) Remove tensioner and timing belt. 7) Remove water pump.
INSPECTION OF COMPONENTS Thermostat 1) Make sure that the air bleed valve of thermostat is clear. Should this valve be clogged, engine would tend to overheat. Water Pump NOTE: Do not disassemble water pump. If any repair is required on pump, replace it as an assembly. 2) Check valve seat for some foreign objects being stuck which might prevent valve from seating tight. NOTE: Check interference between water tempature sensor and thermostat. Rotate water pump by hand to check for smooth operation.
NOTE: Special care must be used when installing belt tensioner and timing belt. Be sure to refer to SECTION 3 of this manual. Torque each bolt and nut to specification. 5) Install crankshaft pulley and pump drive belt. 6)Adjust intake and exhaust valve lashes. (For adjustment and related data, refer to SECTION 3 of this manual. 7) Adjust alternator belt tension. (Refer to SECTION 10 of this manual). 8) connect negative Θ cable at battery.
ANTI–FREEZE PROPORTIONING CHART Freezing Temperature Antifreeze/ coolant concentration °C –16 –36 °F 3 –33 % 30 50 COOLANT CAPACITY Engine, radiator and heater 4) If it is necessary to replace belt, refer to SECTION 10 for procedure. ! (1.1/0.9 US/Imp pt.) 4.7 liters Total (10.0/8.3 US/Imp pt.) NOTE: Alcohol or methanol base coolants or plain water alone should not be used in cooling system at any time, as damage to to cooling system could occur.
NOTE: If proper quality antifreeze is used, there is no need to add extra inhibitors or additives that claim to improve system. They may be harmful to proper operation of system, and are unnecessary expense. Cooling System Service Cooling system should be serviced as follows: ! WARNING To help avoid danger of being burned, do not remove radiator cap while engine and radiator are still hot. Scalding fluid and steam can be blown out under pressure if cap is taken off too soon.
! CAUTION Be sure to replace old gasket used for bolt “A” with new one. Tightening torque for bolt “A” 2–4 N–m 0.2–0.4 kg–m 1.5–2.5 lb–ft. 10) Run engine, with radiator cap removed, until radiator upper hose is hot. 11) With engine idling, add coolant to radiator until level reaches the bottom of filler neck. Install radiator cap, making sure that its ear lines up with reservoir tank hose.
SECTION 11 CRANKING SYSTEM 145
CRANKING SYSTEM The cranking system is mainly composed of the battery, starting motor, ignition switch, and inhibitor switch (AT models). Starting Motor The starting motor uses a solenoid shift type. MAGNETIC SWITCH ASSEMBLY DRIVE LEVER BRUSH, ASSMEBLY OVERRUNNING CLUTCH & PINION ARMATURE PERMANENT MAGNETS Specifications MT Models Maker Mitsubishi Electric Motor Type Solenoid shift type Output (kW) 0.
CRANKING CIRCUIT The cranking circuit consists of the battery, starting motor, ignition switch, and related, electrical wiring. These components are connected electrically as shown in the figure. Only the starting motor will be covered in this section. MANUFACTURER NIPPONDENSO OUTPUT 0.
STARTING MOTOR The starting motor consists of parts shown below and has permanent magnets mounted in the starter motor yoke (housing). The magnetic switch assembly and parts in the starting motor are enclosed in the housing so that they will be protected against possible dirt and water exposure. In the circuit shown in figure on page , the magnetic (motor) switch coils are magnetized when the ignition switch is closed.
Possible symptoms do to starting system trouble would be as follows: Starting motor does not run (or runs slowly) Starting motor runs but fails to crank engine Abnormal noise is heard Condition Motor Not Running Motor Not Running Proper diagnosis must be made To determine exactly where the cause of each trouble lies, in battery, wiring harness, (including ignition switch), starter motor or engine. Check the following items and narrow down scope of possible causes.
Condition Starter motor running too slow (low torque) Possible Cause If battery and wiring are satisfactory, inspect starter motor 1. Insufficient contact of magnetic switch main contacts 2. Layer short–circuit of armature 3. Disconnected, burnt or worn commutator 4. Poor grounding of field coil 5. Worn brushes Correction Replace Replace Repair or replace 6. Weakened brush springs 7.
Inspect commutator for wear. If below the limit, replace armature. STARTER MOTOR INSPECTION INSPECT ARMATURE Inspect commutator for dirt or burn. Correct with emery cloth or lathe, if necessary. Check commutator for uneven wear. If deflection of dial gauge pointer exceeds limit, repair or replace. NOTE: Below specification presupposes that armature is free from bend. Bent shaft must be replaced. Commutator Comm tator out of round Standard Limit 0.05 mm (0.0019 in.) or less 0.4 mm (0.015in.
Ground Test Check commutator and armature core. If there is continuity, armature is grounded and must be replaced. Open Circuit Test Check for continuity between segments, If there is no continuity at any test point, there is an open circuit and armature must be replaced. INSPECT BRUSHES Check brushes for wear. If below the limit, replace the brush. Maker Standard Limit Nippondenso 17.5 mm (0.69 in.) 12 mm (0.48 in.) 152 Install brushes to each brush holder and check for smooth movement.
PERFORMANCE TEST ! CAUTION Check Plunger Return Disconnect negative lead from switch body. Check that plunger returns inward. If plunger does not return, replace the solenoid. These tests must be performed within 3–5 seconds to avoid burning out coil. Pull–in Test Connect battery to magnetic switch as shown. Check that plunger moves outward. If plunger does not move, replace the starter solenoid. NO–LOAD PERFORMANCE TEST a) Connect battery with ammeter to starter as shown.
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SECTION 12 CHARGING SYSTEM 155
ALTERNATOR DESCRIPTION MAX. ALTERNATOR OUTPUT 45A BATTERY The basic charging system is the IC integral regulator charging system. The internal components are connected electrically as shown in the following schematic diagram battery. The battery has three major functions in the electrical system. First , it is a source of electrical energy for cranking the engine. Second, it acts as a voltage stabilizer for the electrical system.
CARRIER AND HOLDDOWN The battery carrier and hold–down clamp should be clean and free from corrosion before installing the battery. The carrier should be in good condition so it will support the battery securely and keep it level. Make certain there are no parts in carrier before installing the battery. To prevent the battery from shaking in its carrier, the hold–down bolts should be tight but not over– tightened.
! WARNING Departure from these conditions or procedures described below could result in: 1) Serious personal injury (particularly to eyes) or property damage from such causes as battery explosion, battery acid or electrical burns. 2) Damage to electronic components of either vehicle. Never expose battery to open flame or electric spark. Batteries generate gases which are flammable and explosive. Remove rings, watches , and other jewelry. Wear approved eye protection.
Belt tension specification 11–14 mm (0.43–0.55 in.) as deflection NOTE: 3) If the belt is too tight or too loose, adjust it to specification by adjusting alternator position. When replacing belt with new one, adjust belt tension to 10–12 mm (0.40–0.47 in.) 4) Tighten alternator adjusting bolt and pivot bolt. 5) Connect negative battery lead to battery.
UNDERCHARGED BATTERY This conditions, as evidenced by slow cranking or indicator clear with red dot can be caused by one or more of the following conditions even though indicator light may be operating normally. Following procedure also applies to vehicle with voltmeter and ammeter. 1) Connect voltmeter and ammeter as shown below. Standard Current 10 A maximum Standard voltage 14.4–15.0 V at 20° C, 68° F NOTE: Consideration should be taken that voltage differs somewhat with regulator case temperature.
SECTION 13 SPEED LIMITER 161
SYSTEM OPERATION CONTROL MODULE VOLTAGE MEASUREMENTS Trombetta’s P613–K1 throttle control solenoid kit consists of a “three wire,” dual coil solenoid, electromechanical control module and stainless steel sheathed pull cable. The sheathed pull cable allows the solenoid to be mounted away from hostile environments, such as engine vibration and high temperature.
SPEED LIMITING CIRCUIT BLACK WHITE RED WHITE/BLACK GREEN/YELLOW BLACK 845219 CONTROL MODULE 845218 SPEED LIMIT SOLENOID GROUND GROUND BLACK WHITE/GREEN ORANGE/GREEN SPEED LIMIT MODULE 2700918 +12V FUSE PANEL +12V FUSE PANEL VEHICLE SPEED INPUT FROM SPEED SENSOR 163
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SECTION 14 CHASSIS 165
To avoid unexpected vehicle movement, always set the parking brake and make sure the direction selector is in “neutral”. STORAGE Before storing the vehicle or battery for an extended period, the battey should be thoroughly cleaned, fully charged and the electrolyte brought up to the proper level. A scissors type jack with a 1 1/2 ton (minimum) capacity, that can be lowered to 3 3/8” (86 mm) height is required. During storage, batteries should be periodically recharged.
• • See your authorized CUSHMAN dealer for necessary maintenance and service. When replacement parts are required, use genuine CUSHMAN parts or parts with equivalent characteristics including type, strength and material. Failure to do so may result in product malfunction and possible injury to the operator and/or bystanders. Access to the master cylinder is through the opening in the floorboard in front of the operators seat.
the wheel cylinder. Fluid present in the boot area indicates a leaking wheel cylinder. Refer to Figure 7. 3. Clean the brake backing plate. 6. Install brake retainers, brake lever and small retainer spring. Install larger retainer spring. See Figure 8 on page 16. Reassembly NOTICE 4. Apply a thin layer of high temperature lubricant to the brake backing plate where the brake shoes make contact (6 places) and brake adjuster. See Figure 7. 3 3 • Note position of brake lever and small retainer spring.
shoes until a slight drag is felt while turning front wheel assembly. 4. Reinstall the adjusting hole cover. 1 REAR BRAKE ADJUSTMENT NOTICE • This brake is self adjusting and needs adjustment only on initial installation. 1. Raise the vehicle off the ground. 4394 ! • WARNING Support the vehicle on approved jackstands, to prevent it from falling and causing injury. DO NOT rely on hydraulic or mechanical jacks to support the vehicle while working on or under it. 2. Remove rear wheel. 3.
Hub Brake Lever Speedometer Gear Brake Adjuster Brake Drum Wheel Cylinder Dust Shield Wheel Mounting Screw Brake Shoes Speedometer Gear Shoe Retainer Adjustment Hole Cover (Typical) Rear Brake Assembly FIGURE 11 MASTER CYLINDER Master cylinder failures may usually be recognized by repeated loss of brake fluid or by brake pedal fading gradually while brakes are applied. Check master cylinder and immediate area for signs of leaking fluid.
Rebuild Procedure For Master Cylinder If cylinder is to be rebuilt, remove from vehicle and proceed as follows: 1. Remove filler cup and gasket and pour fluid from reservoir. (Do not reuse fluid). 2. Remove boot from cylinder. 3 3. Remove lock ring, washer, pistons, primary cup, spring, valve and valve seat from cylinder. 2 1 4. Clean cylinder and filler cup thoroughly in alcohol. (Do not use gasoline or kerosene). 5.
rust or score and hone if necessary. Dip cups and pistons in brake fluid and reassemble parts into the cylinder. Install the wheel cylinder on the vehicle and connect the brake line. Bleed the entire brake system. Check for leaks prior to returning vehicle to service. When all brake lines are full of fluid, and are completely free of any air, the next step is to adjust the brake shoes for proper clearance.
ing. Secure with a nut and tighten finger tight. See Figure 15. STEERING GEAR Place a liberal amount of lubrication in recess of idler adjusting bolt and place the cluster gear over the idler adjusting bolt. Upper housing INSIDE SURFACE MACHINED TO PROVIDE CLEARANCE FOR NUT IDLER BOLT WITHOUT LUBRICATION FITTING Retaining Ring Washer Ball Bearing Bolt Retaining Ring Determine the correct keyway in the driven gear (see Figure 16 below) and install gear. Torque the steering bushing nut to 40–50 ft.
direction 15°. It is better to have the allowable roughness than the maximum permitted backlash. If it is necessary to readjust the idler bolt, the locating washers (Part No. 816449) must be rotated to prevent the serrations from falling into the same marks. Tighten the nut securing the steering wheel to the steering shaft before the vehicle is placed into service. The correct torque is 40 ft.–lbs. (54 N⋅m).
6. Clean and inspect all parts for wear and damage. If parts are worn or damaged, replace with new parts. FRONT FORK Disassembly Reassembly 1. Raise vehicle high enough to provide room for the fork to be removed from from bottom of vehicle. ! • 7. Place 1/4” (6.4 mm) ball bearings in lower bearing cone. Apply a liberal amount of wheel bearing lubricant. Place felt dust shield around bearings to hold them in place. See Figure 19.
! • WARNING When it is necessary to raise the vehicle for any repair or service, use jackstands to provide adequate support. DO NOT rely on hydraulic or mechanical jacks. NOTICE • The complete steering gear must be removed to adjust fork pivot bearings. Refer to the steering gear overhaul section for proper parts positioning, assembly sequence and torque specifications during assembly. 1 2. Tighten the jam nut to 15 ft.–lbs. (20 N⋅m) torque.
9. Install hub onto axle. Tighten the bearing adjustment nut 7 to 13 ft.–lbs. (10 to 17 N⋅m) torque while rotating the hub by hand. Back off nut 1/6 turn. This will allow the hub to rotate freely without drag. A slight amount of end play is allowed. Refer to Figure 23 for part locations. 10 11 6 4 5 11 12 10 12 5 4 4 9 2 3 2 7 1 8 3 1 FIGURE 22 1. Axle Nut 2. Axle Lock 3. Jam Nut 4. Lubrication Seals 4391 8. Special Washer 9. Bearing Adjusting Nut 10. Oil Slinger 11. Bearing Cup 12.
• 2 4 5 6 9 3 7 8 1 3584 Front Wheel (Brake Side) FIGURE 24 1. Front Fork Side Arm 2. Brake Anchor Link 3. Brake Arm 4. Cotter Pin 5. Castle Nut 6. Washer 7. Axle Nut & Lockwasher 8. Axle Lock 9. Brake Hose and Protector Brake Link Bushings (not shown, refer to SAFETY WARNING regarding Brake Link Bushings at the bottom of page 26, column 2). Large Flat Washer (not shown, refer to reinstallation procedure). Remove the hub, brake and axle as follows: • DO NOT disconnect the brake hose.
SECTION 15 TRANSMISSION AUTOMATIC 179
SUMMARY The three–speed automatic transmission uses an A–type manufactured by Aishin. The AT controller is integrated with the EPI controller. 2 8 5 7 9 10 4 11 6 1 14 13 3 12 1. INPUT SHAFT 2. TORQUE CONVERTER 3. OIL PUMP 4. SECOND BRAKE 5. DIRECT CLUTCH 6. FORWARD CLUTCH 7. ONE–WAY CLUTCH 8. FRONT PLANETARY GEAR 9. REAR PLANETARY GEAR 10. FIRST REVERSE BRAKE 11. OUTPUT SHAFT 12. VALVE BODY 13. PARKING LOCK GEAR 14.
MODEL A172 SPECIFICATIONS Items Engine Type Converter torque Pump oil Gear ratio Specifications F6A 3–element 1–stage 2–phase Stall torque ratio Type 2.
POWER TRANSMISSION MECHANISM PLANETARY GEAR UNIT This unit is used for shifting during driving, and switching between forward, reverse, and neutral. Unit is composed of a sun gear, planetary gear, and internal gear. This unit is provided on the front rear and by combination of connections is able to perform forward, reverse, and shifting. (1) When the sun gear is fixed, the number of rotations of the planetary carrier is less than that of internal gear.
ONE–WAY CLUTCH This clutch connects the input shaft and front internal gear. In the driving range excluding reverse, direct line pressure is applied from the manual valve, and gear is always connected. DIRECT CLUTCH This clutch connects the input shaft and sun gear. Operates in 3rd gear and reverse. This is called a direct clutch since the gear ratio is 1:1 in 3rd gear. FIRST REVERSE CLUTCH This clutch fixes the rear carrier. It operates during 1st gear in the L range and during reverse.
POWER TRANSMISSION PATH 1st gear (L range) OPERATING CLUTCH Forward clutch: connects input shaft and front internal gear First reverse brake: fixes rear gear INPUT/OUTPUT Input front internal gear Output: rear internal gear Rotating status of each gear Front Rear Input rpm Nirpm Internal gear Forward (Nirpm) Forward (nirpm) Output rpm nirpm Carrier Forward (Ncrpm) Stop Ni > Nc = ni Sun gear Reverse Since Ni > ni, the output rpm is slowed in relation the input rpm.
2ND GEAR Since Ni > ni, the output rpm is slowed in relation to the input rpm. Since the rotation of the sun gear was reverse in 1st gear, the front carrier was slowed to that extent, but in 2nd gear the sun gear is fixed, so the slowing of the front gear is less than that in 1st gear. Accordingly, the output rpm is higher than in 1st gear.
REVERSE The rear carrier is fixed, and the sun gear rotates turns in a forward direciton, so the rear internal gear turns in a reverse direction. Thus the output shaft rotation is reversed, and the vehicle moves backward.
HYDRAULIC MECHANISM VALVE BODY The valve body distributes the hydraulic pressure generated by the oil pump to the clutch and brake. Internally, is comprised of a manifold valve, which distributes the basic hydraulic pressure, shift valves, which switch hydraulic pressure to the clutch and brake, pressure regulator valve, which adjusts the line pressure, accumulator, which absorbs the shift shock, etc.
ACCUMULATORS NO. 1 AND NO. 2 These valves dampen the increase in hydraulic pressure applied to the tightening side of the 2nd brake band servo and hydraulic pressure applied to the forward clutch. 1–2 SHIFT VALVE MANUAL VALVE [D], [2] RANGE PRESSURE REGULATOR VALVE 1–2 SHIFT VALVE SHIFT SOLENOID NO.
HYDRAULIC CIRCUIT The hydraulic pressure for gear shifting operation is the line pressure. The line pressure is a hydraulic pressure which operates the clutch and brake, and is switched by the manual valve, 1–2 shift valve, and 2–3 shift valve. The line pressure changes by adjusting the pressure using the pressure regulator valve and locust modulator valve, according to the position of the selector lever.
1ST GEAR (L RANGE) Line Pressure Pressure regulator valve manual valve forward clutch 2–3 shift valve locost modulator valve first reverse brake Since the shift solenoid valve No. 1 is ON, the 2–3 shift valve is not operate, and the line pressure passing through the port of the L range of the manual valve passes through the 2–3 shift valve and the locost modulator and operates the first reverse brake. The shift solenoid valve No.
1ST GEAR (D, 2 RANGE) Line Pressure Pressure regulator valve manual valve forward clutch Since solenoid valve No. 1 is ON, the 2–3 shift valve is not operated, the line pressure is halted at the 2–3 shift valve. Shift solenoid valve No. 2 is OFF, the 1–2 shift valve is operated, and the line pressure operates only on the forward clutch.
2ND GEAR Line Pressure Pressure regulator valve manual valve forward clutch 1–2 shift valve 2nd brake servo tightening side Since shift solenoid valve No. 1 is ON, the pilot pressure is drained, and the 2–3 shift valve does not operate. Since shift solenoid valve No. 2 is ON, the line pressure is stopped, and the 1–2 shift valve does not operate.
3RD GEAR Line Pressure Pressure regulator valve manual valve forward clutch 1–2 shift valve 2nd brake servo tightening side 2–3 shift valve 2nd brake servo tightening side Direct clutch Since shift solenoid valve No. 1 is OFF, the 2–3 shift valve operates. The line pressure operates the forward clutch via the manual valve, and the line pressure operating on the 1–2 shift valve is applied to the 2nd brake servo tightening side and the 2–3 shift valve. Since the shift solenoid No.
REVERSE Line Pressure Pressure regulator valve manual valve 1–2 shift valve 1st reverse brake direct clutch Line pressure passes through the 1–2 shift valve and directly operates the first reverse brake and direct clutch. Although the shift solenoid valves No. 1 and No. 2 are OFF, since the line pressure is closed off by the manual valve, shifting is unaffected. Additionally, line pressure is applied to the pressure regulator valve, and the line pressure is held at a high level the normal.
CONTROL MECHANISM GEARSHIFT CONTROL Shifting in the EPI models is performed using shift solenoid valves No. 1 and No. 2, which are controlled by the AT controller that is integrated with the EPI controller, and in manual valve that is controlled by the selector lever. When the selector lever is in neutral at P or N, or reverse in R, mechanical shifting is performed by the manual valve and line pressure.
AT CONTROLLER The controller is installed behind the engine compartment under the storage compartment center section, and is integrated with the EPI controller. The output signals of the shift solenoids No. 1, No. 2, and No. 3 are transmitted according to the input signals from each sensor and perform shifting between 1st gear, 2nd gear, and 3rd gear. A diagnosis function is provided for detecting abnormalities in the controller unit and input and output signals.
kΩ (5.74) THERMISTOR (BETWEEN THW AND E2 TERMINALS) RESISTANCE 2.28∼2.61 (1.15) (0.584) 0.303~0.326 0 WATER TEMPERATURE SIGNAL Changes in the resistance of the water temperature sensor are read as changes in voltage, and are input as the cooling water temperature. 20 40 60 80 (°C) TEMPERATURE The gearshift point changes according to the temperature. OUTPUT SIGNALS Shift solenoid No. 1 (direct clutch solenoid) and No.
DIAGNOSIS (WITH FAILSAFE FUNCTION) The controller is provided with a diagnosis function, which detects and displays abnormalities in the input/output signals and controller main unit. However, abnormalities in mechanical parts such as the power transmission system and hydraulic system cannot be detected. When abnormality occurs, by connecting to diagnostic coupler in the engine compartment relay box, a code is display by blinking the engine check lamp.
DIAGNOSTIC CODE TABLE Error code 12 41 42 43 16 13 46 Diagnosis item Normal Shift solenoid No. 1 (direct clutch solenoid) Diagnosis content Open circuit Short Shift solenoid No. Open circuit 2 (2nd brake solenoid) Short Shift solenoid No. Open circuit 3 Short Vehicle speed No signal or signal sensor ceased while driving Throttle sensor Over (≥ 4.73 V) Shift switch Under (≤ 2.
OTHER MECHANISMS OIL PUMP A trochoid type oil pump is installed on the AT case input shaft side. It is driven by means of a torque converter shell case. Thus, when the engine stops, lubrication is not performed in the AT. 2 OIL COOLER FWD 1 1. OIL COOLER 2. WATER PIPE Parking position Output shaft of the mission is mechanically locked. Engine can start. P Key interlock mechanism of ignition Key is released.