Suzuki F6A User manual

HAULSTER POLICE VEHICLE
SERVICE MANUAL
WITH 660 SUZUKI EFI ENGINE
MODEL 898487

Part No. 2703285
FOR

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 PAGES 55–92. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SECTION 6 – ENGINE CONTROL PAGES 93–116. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SECTION 7 – ENGINE REMOVAL PAGES 117–122. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SECTION 8 – IGNITION SYSTEM PAGES 123–128. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SECTION 9 – FUEL SYSTEM PAGES 129–134. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SECTION 10 – COOLING SYSTEM PAGES 135–144. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SECTION 11– CRANKING SYSTEM PAGES 145–154. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SECTION 12 – CHARGING SYSTEM PAGES 155–160. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SECTION 13 – SPEED LIMITER PAGES 161–164. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SECTION 14 – CHASSIS PAGES 165–178. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SECTION 15 – AUTOMATIC TRANSMISSION PAGES 179–200. . . . . . . . . . . . . . . . . . . . . . . . . .
25–6–00–CU 2000 Textron Inc. All Rights Reserved.
Lincoln, Nebraska •Printed in U.S.A.

1
SECTION 1
ELECTRONIC FUEL INJECTION THEORY

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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.

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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 pos-
sible to handle a large amount of information in such a short time. Computer allow for highly accurate, multifunction
system control. Described in this section is the engine controller utilizing a microcomputer.
The controller used in the engine control system is called ECM (Electronic Control Module) also known throughout this
manual as engine control module.. Its components, configuration and connection with the actuator are shown in the
figure below.
When the input signal from the sensor enters the ECM, it passes through the input circuit first. If it is an analog signal, it is
converted into a digital signal by the A/D converter and then inputted to the microcomputer. If it is a digital signal, it is
inputted to the microcomputer as it is. The microcomputer processes these input signals and outputs the results through
the output circuit to the actuator.

4
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 microcom-
puter which operates at a 5V voltage.
A/D Converter
The analog signal received by the ECM
must be converted into a digital signal
for microcomputer processing and this
conversion is done by the A/D con-
verter.
Microcomputer
The microcomputer accepts signals from the sensors as necessary, processes them by using programs and data written
in it and then sends the results to the output circuit as fuel injection signals, ignition signals, etc. Here each of its compo-
nents is described.
(1) CPU
CPU is the brain of the microcomputer. It processes the input data by using the processing program stored in the ROM.
In the CPU, simultaneous processing of a large amount of data is not expected, for the data is processed one by one
within each unit time. However, as the processing speed is as high as to handle over one million operations per second, it
can process a large amount of data very quickly.
(2) Memory (ROM, RAM)
The ROM (Read–Only Memory) is where programs and data necessary for control are stored. Once stored in it, they are
retained as they are, even if power has been turned OFF and no change can be made to them.
The RAM (Random Access Memory) is where input data and processed results are temporarily stored. They will be
erased if power is turned OFF.
(3) Input/output interface
The input/output interface controls receiving and sending signals according to the command from CPU. As CPU cannot
process a large amount of data simultaneously as described above, inputting/ outputing of signals is executed according
to the programmed sequence.
Output circuit
As the output signal from the microcomputer is a digital signal, it cannot operate the actuator. The output circuit has a
function to operate the actuator, based on the output signal from the microcomputor.

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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). As ECM has
an operation expression for injection time stored in its memory, it calculates the optimum injection time according to the
input signals (amount of intake air, engine speed, cooling water temperature, etc.) from sensors.
Idle speed control (ISC)
ECM has target idle speeds for various engine conditions stored in its memory. When it receives signals (including cool-
ing water temperature, D–range signal of A/T vehicles, etc.) from each sensor, it controls so that the idle speed becomes
the target speed.
Electronic spark advance (ESA) control
ECM has optimum ignition timing for various engine conditions stored in its memory. When it receives signals (including
engine speed, amount of intake air, cooling water temperature and throttle opening) from each sensor, it controls the
ignition timing based on such signals.
Self diagnosis function
The self–diagnosis function is used to diagnose a trouble. When an abnormal signal is fed to ECM, it detects the
abnormality, stores that data in its backup RAM and indicates what the trouble is by using code numbers and diagnosis
lamp when probed.
Fail–safe function
When an abnormal signal is fed to ECM, the fail–safe function selects the standard value stored in its ROM of ECM to
avoid the engine failure. When a critical abnormality has occurred, however, it makes the engine stop.
Back–up (failsafe) function
The back–up failsafe function executes a certain fuel injection and ignition control when an abnormality has occurred in
the microcomputer in ECM so that driving can be continued long enough to return to the repair facility.

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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.
(1) Fuel injection control
PRESSURE
SENSOR
KEY SWITCH
(2) Idle speed control
KEY
SWITCH

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(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. This system
also includes the air regulator which controls the first idle speed and the ISC solenoid valve which controls the idle
speed.
Ignition system
This system consists of ignition coils and ignition plug. It emits sparks to the ignition plug according to the ignition signal.
Also, it sends the ignition check signal from the primary circuit of the ignition coil to ECM.
Control system
This system consists of the signal system (including sensors and switches), ECM, actuator system (including an
injecter, ISC solenoid valve and igniter) and power source to control fuel injection, idle speed and ignition timing.

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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.
When the engine is idling, when it is cold or when the ISC solenoid valve is opened according to the signal from ECM, the
air bypasses the throttle valve through bypass passage which varies in each case and is finally drawn into the intake
manifold.
1. AIR CLEANER
2. AIR INTAKE PIPE
3. THROTTLE BODY
4. THROTTLE VALVE
5. IDLE SPEED ADJUSTING SCREW
6. AIR VALVE
7. ISC SOLENDOID VALVE
8. INTAKE MANIFOLD
9. CYLINDER HEAD
10. EXHAUST MANIFOLD
11. AIR FLOW WHEN ENGINE COLD
12. AIR FLOW WHEN ISC SOLENOID
VALVE OPEN
13. FRESH AIR
1
2
3
4
5
6
7
8
9
10
11 12
13

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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.
When the engine is cold, as the engine cooling water temperature is low, the air regulator opens and the air bypasses the
throttle valve and flows into the surge tank. Due to such function, even when the throttle valve is completely closed, the
air flows into the surge tank, increasing the idle speed by that amount and warm–up operation is improved.
After the engine has been warmed up, the ISC solenoid valve regulates the air bypassing the throttle valve, thereby
stabilizing the idle speed.
Throttle body
The main components of the throttle body are: a throttle valve which regulates the amount of intake air, a throttle sensor
which detects throttle valve opening, a bypass passage to allow a small amount of air during idling and a thermo–wax
type air regulator which boosts the engine warm–up at a low temperature.
Idle speed control (ISC)
The idle speed control uses a linear solenoid type ISC solenoid valve to stabilize the idle speed by changing the amount
of air flow bypassing the ISC solenoid valve according to the ECM.
ISC solenoid valve
Shown at the right is this type of ISC solenoid valve.
When electricity flows according to the signal from the ECM, the coil
is excited, causing the valve shaft to move. Due to this movement, the
clearance between the solenoid valve and the valve body changes to
control the idle speed although the fast idle speed is controlled by the
air regulator.
The ECM controls ON/OFF of electricity flow to the coil by using the
XHz frequency and controls the ISC solenoid valve position by using
its duty ratio. That is, the longer the ON time is (or the larger the ISC
duty ratio is), the larger the valve opening becomes, resulting in more
amount of the bypassing air. This duty ratio can be expressed as fol-
lows.
IDLE SPEED CONTROL (ISC)
The ISC duty ratio is calculated by using the following equation.
ISC duty ratio = (Basic value + Correction at engine start + Electric load
compensation + D range compensation

10
+F/B compensation +Learning compensation +Low speed
compensation) x battery voltage compensation x Water temperature compensation
Described below is how control is done at each time.
(1) When the engine is at a stop
The ISC solenoid valve remains OFF or completely closed.
COOLANT TEMPERATURE
COMPENSATION
(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.
(3) During the engine is warmed up
(Compensation at engine start)
(Basic value)
The ISC duty value set at the engine start as described in
(2) attenuates by a constant value to the basic duty value
which is determined only by the cooling water tempera-
ture.
(4) When a load is applied to the engine
When the D range signal (the select lever position, applicable to A/T vehicles only) turns ON, the ISC duty ratio is
increased by the amount of value stored in the ECM memory to prevent the idle speed from varying.
COOLANT TEMPERATURE
ENGINE SPEED (RPM)
(5) Feedback ( F/B) compensation
The ECM stores target speeds for different levels of the
cooling water temperature in memory. During idling,
the duty ratio is varied for compensation so that the
engine idle speed remains constantly at this target
speed (target idle speed). For example, when the idle
speed drops lower than the target speed, the duty ratio
is increased by increasing the feedback compensation
value. Then the amount of the bypassing air increases
and the engine idle speed increases. The target speed
varies depending on the shift position (for the A/T
vehicles).

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KEY SWITCH

12
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.
(2) The pump relay under the control of the ECM turns ON when any of the following conditions is met and the fuel pump
is activated as long as it is ON.
Conditions Pump ON time
•After ignition switch On 2 seconds
•When starter signal ON
•When crank angle sensor signal fed 2 seconds
1

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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.
Furthermore, since fuel injection takes place in the intake manifold, if the fuel pressure is kept constant, the amount of
injected fuel supply increases when the manifold vacuum is high and decreases when it is low. Therefore, to keep the
air/fuel ratio at a proper level, a pressure regulator is used to control the fuel pressure for more accurate control over the
amount of fuel injection.
Pressure regulator
The pressure regulator controls the fuel pressure applied to the injector so that it is kept 2.9kg/cm2 higher than the ambi-
ent air pressure. When the fuel pressure rises more than 2.9kg/cm2 higher than the air pressure, the diaphragm is
pushed up to send back an excess fuel to the fuel tank through the return pipe so that the fuel pressure is constantly kept
2.9kg/cm2 higher than the air pressure.
Pulsation damper
Although the fuel pressure is controlled by the pressure regulator so that it stays 2.9kg/cm2 higher than the air pressure
in the manifold, it varies slightly when fuel is injected by the injector. The pulsation damper absorbs such slight variation
by function of spring and diaphragm in it.

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Fuel injection control system Injector
A nozzle attached to the intake manifold is an injector. Equipped with an electromagnetic valve, itinjects 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.
How much fuel is injected is determined by how long the needle valve is open, that is, how long the coil is energized,
because other conditions such as the needle valve stroke, size of the injection port and fuel pressure against the pres-
sure at the injection point are all fixed.
Drive circuit of injector
The type of drive circuit of the injector is a voltage control type and current control type. This type of drive circuit includes
battery, Electronic Fuel Injection fuse, main relay, injector and ECM, where the built–in transistor turns ON according to
the fuel injection signal fed from the microcomputer, thereby electricity passes to the injector and fuel is injected.

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Injectors
1
2
3
7
1
10
2
9
17

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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. It occurs sev-
eral times till the injection time within one ignition cycle becomes as specified (the time is determined according to the
signals from sensors).
Synchronous injection while low speed and low load
When the engine speed is lower than 6000 RPM. and the engine is under low load, all three injectors inject fuel simulta-
neously and synchronously at every four CAS 6°signals, that is, twice every crankshaft turn.
Synchronous injection while high speed or high load
When the engine speed is higher than 6,000 RPM. or the engine is under high load, all three injectors inject fuel simulta-
neously and synchronously at every two CAS 6°signals, that is, once every crankshaft turn.
Asynchronous injection
When the accelerator pedal is depressed (when the idle switch turns OFF from ON and when the throttle valve opening
increases suddenly), three injectors inject fuel simultaneously once to a few times in addition to the synchronous injec-
tion and independently of the CAS signal.
Fuel injection control
Fuel injection control Synchronous Injection at Basic injection time at start
injection engine start Air/fuel ratio learning compensation, voltage compensation
Injection after Basic injection time
engine start Inclusive Increase compensation after engine start
compensation Increase compensation during engine warm–up
Intake air temperature compensation
Increase compensation during acceleration
Voltage compensation
Air/fuel ratio feedback compensation
Air/fuel ratio learning compensation
Fuel cut
Others
Asynchronous Injection during acceleration
injection
Synchronous injection .
(1) Injection at engine start
As the intake air is unstable when starting (cranking) the engine, the fuel injection time, if calculated on the basis of the
amount of the intake air and the engine speed, has a great variation. Therefore, the injection time at the engine start is
calculated by using the basic injection time at the engine start which is determined by the cooling water temperature and
the engine speed as well as the inclusive compensation factor.
Definition of engine start: The state with the starter signal ON and engine speed of 500 RPM or lower is judged as the
engine start.
Injection time at engine start=
Basic injection time at engine start x inclusive compensation factor x K1
K1: 0 When WOT
1 Other than the above

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K1is 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.
Number of division= Injection time at engine start + constant time
(2) Injection after engine start
The injection time after engine start is calculated by using the following equation.
Injection time after engine start= Basic injection time x inclusive compensation factor
Given below is explanation of each term.
(1) Basic injection time
The basic injection time is calculated by using the amount of intake air metered by the air flow meter and the
engine speed given by the crank angle sensor in the following equation.
Basic injection time= K x Amount of intake air
Engine speed
(2) 2 Inclusive compensation factor
This compensation factor is used to compensate the basic injection time to obtain an optimum air/fuel ratio for
each engine condition whether the engine is cold, during acceleration or otherwise. It is obtained by adding and
multiplying various compensation factors which are calculated by using signals from sensors.
Inclusive compensation factor= Intake air temperature compensation factor (if available) x(afterstart increase
compensation factor + engine warm–up increase compensation + acceleration increase
compensation factor)
But the voltage compensation time is not used for compensation of the basic injection time but it is added indepen-
dently. Here each compensation factor is described.
HIGH TEMP
LOW TEMP
INCREASING RATIO
PASSED TIME AFTER STARTING
After start increase compensation
This increase compensation is executed immediately
after the engine start according to the cooling water tem-
perature at the engine start so that the engine speed is
stabilized. The initial value of the compensation factor is
larger when the cooling water temperature at the engine
start, this value reduces quickly to ”0”. When this
increase compensation is used, the air/fuel ratio is richer
than its optium value.
•

18
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.
•
COOLANT TEMPERATURE
COMPENSATION RATIO
INTAKE AIR TEMPERATURE
COMPENSATION RATIO
Intake air compensation
This compensation factor is used to compensate the vari-
ation of the air/fuel ratiowhich occurs due to the differ-
ence in the intake air density caused by the intake air
temperature (air temperature in the manifold). The air/
fuel ratio is compensated usual value at 20°C by increas-
ing or decreasing the amount of injection, based on the
signal from the intake air temperature sensor which is
built in the air flowmeter.
•
Acceleration increase compensation
To improve performance during acceleration, the amount
of injection is increased according to the cooling water
temperature and the amount of acceleration (varying
amount of the intake air) during and after the engine
warm–up. The lower the cooling water temperature is
and the larger the acceleration is (the larger the amount
of the intake air), the more the amount of injection is
increased. When this increase compensation is used,
the air/fuel ratio is richer than its optimum value.
•
BATTERY VOLTAGE
COMPENSATION RATIO
Voltage compensation
When the injection signal from the ECM turn ON, there is
a delay before the injector opens its valve. This delay is
called ”lost injection time”. Such delay is shorter when the
battery voltage is higher, and longer when the voltage is
lower. It causes variation in the air/fuel ratio. In order to
adjust the air/fuel ratio to its optimum value constantly, a
voltage compensation time is applied according to the
battery voltage. The voltage compensation time is
shorter when the battery voltage is higher and longer
when the voltage is lower.
•
Output increase compensation
The output range is detected by using signals of the
engine speed and the throttle opening and the amount of
injection is increased by the value fixed for the basic
injection time and the engine speed at that time. The
amount of injection is controlled for a ratio which is richer
than its optimum value.
•