Suzuki F6A Service Manual
  1. Manuals
  2. Brands
  3. Suzuki Manuals
  4. Engine
  5. F6A
  6. Service manual

Suzuki F6A Service Manual

With 660 suzuki efi engine model 898487
Hide thumbs
Table of Contents

Advertisement

Quick Links

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

Advertisement

Table of Contents
loading

Related Manuals for Suzuki F6A

Summary of Contents for Suzuki F6A

  • Page 1 SERVICE MANUAL WITH 660 SUZUKI EFI ENGINE HAULSTER POLICE VEHICLE MODEL 898487 Part No. 2703285...
  • Page 2 INDEX SECTION 1 – FUEL INJECTION THEORY ....... . . PAGES 1–26 SECTION 2 –...
  • Page 3 SECTION 1 ELECTRONIC FUEL INJECTION THEORY...
  • Page 4 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.
  • Page 5 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.
  • Page 6 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.
  • Page 7 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).
  • Page 8 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 SWITCH...
  • Page 9 (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.

  • Page 10: Air Intake System

    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.

  • Page 11: Throttle Body

    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.
  • Page 12 +F/B compensation +Learning compensation +Low speed compensation) battery voltage compensation 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. (2) When the engine is started (correction at engine start) Once the engine is started, the ISC solenoid valve opens...
  • Page 13 KEY SWITCH...
  • Page 14 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.
  • Page 15 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.
  • Page 16 Fuel injection control system Injector A nozzle attached to the intake manifold is an injector. Equipped with an electromagnetic valve, 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.
  • Page 17 Injectors...
  • Page 18 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.
  • Page 19 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.
  • Page 20 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.
  • Page 21 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.
  • Page 22 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.
  • Page 23 (CONTINUED ON NEXT PAGE)
  • Page 25 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.
  • Page 26 Ignition control system The ignition control system controls the ignition to the optimum timing. There are two types: fixed ignition and soft igni- tion. Fixed ignition is fixed to the initial set position of the When the following conditions are met, the ignition timing crank angle signal.
  • Page 27 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.
  • Page 28 SWITCH...

  • Page 29: Periodic Maintenance

    SECTION 2 PERIODIC MAINTENANCE...
  • Page 30 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 2) Loosen alternator adjusting bolt and pivot bolts, move cleanliness. Check belt for tension. The belt is in proper alternator inward.
  • Page 31 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.
  • Page 32 another 3 minutes before checking the oil level. Add oil ENGINE COOLANT CHANGE as necessary, to bring oil level to FULL level mark on dip stick. WARNING To help avoid danger of being burned, do not remove radiator cap while engine and radiator are still hot.
  • Page 33 Any defects should be fixed at once. 0.5 liters Reservoir tank (1.1/0.9 US/Imp pt.) Bolts and nuts Tightening torque 4.7 liters Total 40–60 N–m (10.0/8.3 US/Imp pt.) Exhaust pipe bolts and 4.0–6.0 kg–m nuts 29.0–43.0 lb–ft CAUTION SPARK PLUGS REPLACEMENT 1) Remove scews holding ignition coils, remove ignition When changing engine coolant, use mixture of 50% water and 50% anti–freeze for regions...
  • Page 34 4) Visually inspect fuel tank cap. If it’s damaged or deteri- 25–30 N–m Spark plug orated, replace it with a new one. 2.5–3.0 kg–m tightening torque ELECTRICAL 18.5–21.5 lb–ft AIR FILTER ELEMENT CLEANING AND WIRING HARNESS AND CONNECTIONS REPLACEMENT 1) Visually inspect all wires located in engine compart- Air filter element ment for evidence of breakage.

  • Page 35: Trouble Shooting

    SECTION 3 TROUBLE SHOOTING...
  • Page 36 Condition Possible Cause Correction Poor starting Starter will not run (hard starting) 1. Main fuse blown Replace 2. Contact not closing in main switch, or this switch Repair or replace open–circuited 3. Run–down battery Recharge 4. Defective magnetic switch to starter Replace 5.
  • Page 37 Condition Possible cause Correction Poor starting 6. Broken or slipped valve timing belt Replace 7. Poor valve seating Repair or replace (Hard starting) 8. Wrong kind of engine oil Replace 9. Burnt valves Replace 10. Sticky valve stem Correct or replace valve and guide Not enough power Inadequate compression...
  • Page 38 Condition Possible cause Correction Engine hesitates Abnormal condition in electrical system (Momentary lack of Replace 1. Defective spark plug response as the 2. Deteriorated ignition coil, or crack resulting in spark accelerator is Replace leakage depressed. Can occur at all vehicle speeds.
  • Page 39 Condition Possible cause Correction Erratic idling Abnormal condition in ignition system (Improper engine 1. Defective spark plug Adjust or replace idling) 2. Damaged or defective coils Connect or replace Abnormal condition in fuel system 1. Incorrect idle adjustment Adjust 2. Clogged air cleaner elements Clean or replace Others 1.
  • Page 40 Condition Possible cause Correction Abnormal detonation Abnormal condition in engine 1. Excessive carbon deposit on piston crowns or cylin- Clean der head 2. Blown cylinder head gasket, resulting in low compres- Replace sion pressure 3. Improper valve clearance Adjust 4. Valves tending to seize Replace 5.
  • Page 41 Condition Possible cause Correction Engine noise Crankshaft noise Note: Before check- 1. Worn–down bearings, resulting in excessively large Replace ing the mechanical running clearances noise, make sure 2. Worn connecting–rod bearing Replace that: 3. Distorted connecting rods Repair or replace Specified 4.
  • Page 42 Condition Possible cause Correction High fuel consump- Abnormal condition ignition system tion 1. Leak or loose connection of high tension cord Repair or replace 2. Defective spark plug (improper gap, heavy deposits, Check and repair or replace burned electrodes, etc...) Abnormal condition in fuel system Clean or replace 1.
  • Page 43 STARTING MOTOR Condition Possible cause Correction Starter runs but pin- 1. Worn pinion of starter clutch Replace ion will not mesh 2. Defective splines, resulting in sticky pinion plunging Repair or replace into ring gear. motion 3. Worn bushing Replace 4.
  • Page 44 Charge light does not light with 1. Fuse blown Check fuse ignition ON and engine off 2. Light burned out Replace light 3. Loose wiring connection Tighten loose connections 4. IC regulator Replace Alternator noise 1. Worn. loose or otherwise defec- Replace tive bearings...
  • Page 45 SECTION 4 ENGINE MECHANICS...
  • Page 46 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.
  • Page 47 ENGINE SPECIFICATIONS Model Type Carburetor No. and arrangement In–line three–cylinder w traverse of cylinders Form of combustion chamber Pentroof form Valve mechanism SOHC4 valve/drive Total displacement (cc) 65.0 66.0 Bore y stroke (mm) Compression ratio 10.5 Maximum output (PS/rpm) 50/6000 (net) 42/5500 (net) Maximum torque (kg m/rpm)

  • Page 48: Engine Body

    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.
  • Page 49 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. Material Parent material carbon graphite Bore sections stainless steel Oil holes copper A–A’ section B–B’...
  • Page 50 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 φ44 (φ43.982~φ44.000) Crankshaft...
  • Page 51 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.
  • Page 52 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.
  • Page 53 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 Cam height (mm) 35.984 35.986 31.147 29.550...

  • Page 54: Lubrication System

    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.
  • Page 55 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.
  • Page 56 INTAKE SYSTEM AIR CLEANER THROTTLE INTAKE AIR CLEANER INTAKE PIPE BODY MANIFOLD ENGINE EXHAUST SYSTEM EXHAUST PIPE MAIN MUFFLER EXHAUST CATALYST MANIFOLD ENGINE...
  • Page 57 SECTION 5 ENGINE REPAIR...
  • Page 58 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.
  • Page 59 ENGINE LUBRICATION drilled in crankshaft, and then injected from a small hole provided on big end of connecting rod to lubricate piston, The oil pump is of a trochoid type, and mounted on the rings, and cylinder wall. crankshaft at crankshaft pulley side. In another path, oil goes up to cylinder head and lubri- Oil is drawn up through oil pump strainer and passed cates camshaft journals, racker arm, camshaft, etc.,...
  • Page 60 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.
  • Page 61 7) Remove camshaft timing belt pulley and key with spe- cial 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.
  • Page 62 19) Loosen all valves adjusting screws fully. Leave screws in place. 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.
  • Page 63 25) Remove alternator bracket. c) Using special tool, drive valve guide out from combus- 26) Remove engine mounting brackets from cylinder tion chamber side to valve spring side. block. NOTE: 27) Remove oil pan. Do not reuse valve guide once disassembled. Be 28) Remove oil pump strainer.
  • Page 64 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.
  • Page 65 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, bear- ings, bearing caps, etc.
  • Page 66 Wear of rocker–arm and adjusting screw: If the tip (1) of adjusting screw is badly worn, replace Measuring Surface of Intake Manifold Seating Face screw. Arm; must be replaced if its cam–riding face (3) is badly worn. Visually examine each rocker–arm wave washer Measuring surface of Exhaust Manifold Seating Face for evidence of breakage or weakening.
  • Page 67 Valves Stem–to– 0.020–0.047 mm 0.07 mm guide (0.0008–0.0018 in.) (0.0035 in.) Remove all carbon from valves. clearance 0.035–0.062 mm 0.09 mm (0.0014–0.0024 in.) (0.0035 in.) Inspect each valve for wear, burn or distortion at its face and stem and replace as necessary. Measure thickness of valve head.
  • Page 68 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 preced- ing page under VALVES. Valve seat repair: Valve seat not producing uni- Seating contact width: Produce a contact pat- form contact with its valve or showing a width tern on each valve in the usual manner, namely,...
  • Page 69 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...
  • Page 70 Valve Springs Referring to the criterion–data given below, check to be sure that each spring is in sound 7.2 WINDS condition, free of any evidence of breakage or weakening. Remember, weakened valve springs can be the cause of chatter, not to men- tion the possibility of reducing power output due to gas leakage caused by decreased seating pressure.
  • Page 71 5) Remove housing, and using scale on gaging plastic envelope, measure gaging plastic width at its widest point. Standard Limit Journal 0.045 – 0.087 mm 0.12 mm clearance (0.0018 – 0.0034 in.) (0.0047 in.) Journal wear: Check camshaft journals and camshaft hous- ings for pitting, scratches, wear or damage.
  • Page 72 65.070 mm Cylinder bore dia. limit (2.5618 in.) 0.10 mm Taper and out–of–round limit (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 trans- verse to piston pin axis, as shown if figure below.
  • Page 73 Connecting Rods Item Standard Limit 0.03–0.07 mm 0.12 mm Big–end thrust clearance: Ring Ring (0.0012–0.0027 in.) (0.0047 in.) Check the big end of each connecting rod for clearance in clearance in 0.02–0.06 mm 0.10 mm the groove thrust clearance, with the rod fitted and con- Ring (0.0008–0.0023 in.) (0.0039 in.)
  • Page 74 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.
  • Page 75 Crankshaft thrust play: Measure this play with crankshaft set in cylinder block in the normal manner, that is, with thrust bearing caps installed. Tighten bearing cap bolts to specified torque. Use a dial gauge to read displacement in axial (thrust) direction of crankshaft. If the limit is exceeded, replace thrust bearing 4) If the limit, indicated above, is exceeded, re–grind the with new standard one or oversize one to obtain...
  • Page 76 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. Journal to bearing clearance: Check this clearance by using gaging plastic (Plastigage).
  • Page 77 Timing Belt and Timing Pulleys Item Standard Limit Inspect the belt and pulleys for wear, cracks and signs of Journal–to– 0.020–0.040 mm 0.065 mm bearing clear- failure. Replace them as necessary. (0.0008–0.0016 in.) (0.0026 in.) ance CAUTION Do not bend the belt. Keep away oil and water from the belt.
  • Page 78 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.
  • Page 79 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–...
  • Page 80 55–60 N–m Tightening torque for bearing 5.5–6.0 kg–m cap bolts Oil Pump 40.0–43.0 lb–ft Reassemble components of oil pump assembly Gradual and uniform tightening is important for bearing according to following procedure, if disassembled. cap bolts. Make sure that the four caps become tight a) wash, clean and then dry all disassembled parts.
  • Page 81 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.
  • Page 82 3) Install piston and connecting rod assembly into cylin- After installing piston and connecting rods, der bore. double–check to be sure that the arrows on piston crowns are all pointing to pulley (front) side. Apply engine oil to pistons, rings, cylinder walls, connecting rod bearings and crank pins.
  • Page 83 Oil Pump Strainer remove burrs, making sure that guide hole diameter after reaming comes within specified range. Install oil pump strainer to oil pump. Bearing in mind that “O” ring is often forgotten and left out Valve guide hole diameter 10.530–10.545 mm in reassembly.
  • Page 84 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 apply- ing 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.
  • Page 85 No.1 and No. 5 and cylinder head, arm adjust screw. apply sealant (Suzuki Bond No. 1215 ) (99000–31110). Then tighten to specified torque. 9–12 N–m Tightening torque for camshaft (0.9–1.2 kg–m)
  • Page 86 3) Tighten bolts and nuts to specified torque. 9–12 N–m Tightening torque for water 0.9–1.2 kg–m pump bolts and nuts 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.
  • Page 87 6) Inside timing cover, align timing marks (1) on camshaft pulley with”V” mark (2) on timing belt. 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.
  • Page 88 NOTE: CAUTION When installing timing belt, match arrow mark on timing belt with rotating direction of After setting belt tensioner, turn crankshaft two crankshaft. rotations in clockwise direction to see if marks (1) (2) (3) and (4) locate themselves on the same In this state, No.
  • Page 89 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 when replacing belt with a new one, adjust belt ten- 1) Install exhaust manifold gasket to cylinder head.
  • Page 90 0.12 mm Cylinder Number (0.0047 in.) No. 1 cylinder Warm engine Warm engine 0.12 mm TDC of compression TDC of compression (0.0047 in.) stroke No. 1 cylinder TDC of exha st TDC of exhaust CAUTION stroke Valve clearance as marked with “X” in above table can When using specification for warm engine, warm be measured.
  • Page 91 6) Upon completion of check and adjustment, install cyl- 5) Depress accelerator pedal all the way to make throttle inder valve cover and torque bolts to specification. open fully. 9–12 N–m 6) Crank engine with fully charged battery, and read the Tightening torque for cylinder 0.9–1.2 kg–m highest pressure on compression gauge.
  • Page 92 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.
  • Page 93 NOTE: Should indicating hand of the vacuum gauge oscil- late violently, turn adjusting nut (A) to steady it. 40–48 cmHg Standard vacuum (15.8–18.8 in.Hg) at (Sea level) 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.
  • Page 94 RECOMMENDED TORQUE SPECIFICATIONS...

  • Page 95: Engine Control System

    SECTION 6 ENGINE CONTROL SYSTEM...
  • Page 96 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.
  • Page 97 CONTROL SYSTEM PARTS LAYOUT DIAGRAM ISC VALVE The control system is composed of sensors, which send data con- THROTTLE BODY cerning the engine and driving status to the ECM, the ECM, which PRESSURE SENSOR controls actuators according to the signals from sensors, and the actuators.
  • Page 98 SYSTEM CONFIGURATION DRAWING NOTE: FUEL TANK, FUEL PUMP, FUEL FILTER AND FUEL REGULATOR ARE NOT INTEGRAL AS SHOWN IN THIS PICTORAL REPRESENTATION.
  • Page 99 SYSTEM FLOWCHART VALVE TERNARY EXHAUST CLEANER INTAKE MANIFOLD THROTTLE ENGINE CATALYST MANIFOLD BODY SENSOR INJECTOR CYL- EXHAUST COOL- INDER GAS OXY- THROTTLE ENGINE INTAKE AIR PRESSURE DIFFER- GEN CON- OPENING BATTERY VOLTAGE TEMP AMOUNT ENTI- CENTRA- ATION TION IGNITION SW MODE SIGNAL FUEL PUMP IGNITION TIME...
  • Page 100 COLOR CODE LTG – LIGHT GREEN SYSTEM WIRING DIAGRAM W – WHITE BR – BROWN Y – YELLOW EFI (& AT) CONTROLLER GY – GRAY B – BLACK G – GREEN BL – BLUE R – RED PK – PINK P –...
  • Page 101 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.
  • Page 102 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. In the injector operation, the injector valve opens when the coil is electri- fied, and closes when power is cut off.
  • Page 103 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.
  • Page 104 ISC Valve The ISC valve controls the bypass air amount and stabilizes the idling rpm. The ISC valve is installed on the throttle body and uses a stepper motor system. The transistor for driving the ISC valve in the ECM receives an instruction from the CPU and switches ICS VALVE ON or OFF, the step motor in the ISC valve rotates a...
  • Page 105 INPUT–OUTPUT SYSTEM THROTTLE POSITION SENSOR (VTA) THROTTLE SENSOR The throttle position sensor is installed on the throttle body and detects the throttle opening in linkage with the LTG/R throttle shaft. GY/Y The throttle position sensor comprises of a potentiome- BL/Y ter which is linked with the throttle shaft.
  • Page 106 PRESSURE PRESSURE SENSOR (PM) SENSOR The pressure sensor is a sensor that is installed on the throttle body, detects changes in the intake manifold pres- LTG/R sure. LTG/Y One terminal of the pressure sensor is connected to the ”VCC” terminal of the ECM, sensor voltage (approx. 5 V) BL/Y is supplied from the ECM, and one of the remaining two ter- minals is connected to the ”E2”...
  • Page 107 Crank Angle Sensor (CAS) The crank angle sensor is installed on the sensor case and houses an element which converts mag- netic changes into voltage. 1. CRANK ANGLE SENSOR Magnetic changes produced by the rotation of a 2. ELEMENT signal rotor installed on the camshaft are con- verted into voltage signals by the element.
  • Page 108 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 The fuel vapor gas emission prevention device is provided in order to prevent the escape of fuel...
  • Page 109 (WHEN ENGINE LOAD IS LOW) 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.
  • Page 110 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.
  • Page 111 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.
  • Page 112 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.
  • Page 113 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.
  • Page 114 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”...
  • Page 115 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. Further, when control is performed based on this abnormal signal, there is a possibility that engine trouble may occur and driving may not be possible, so the failsafe function is provided which secures minimal driving performance using a standard signal in the ECM, ignoring this signal.
  • Page 116 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.
  • Page 117 Vehicle Speed Sensor – No signal for a length of time at pin 16 (orange wire) of the 26 pin ECU connector. 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.

  • Page 119: Engine Removal

    SECTION 7 ENGINE REMOVAL...
  • Page 120 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.
  • Page 121 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.
  • Page 122 LEAD TO OIL PRESSURE GAUGE 16. Disconnect lead wire from oil pressure gauge. 21. Disconnect catalytic converter from exhaust man- ifold. 17. Drain radiator of coolant. TRANSMISSION LOWER RADIATOR HOSE COOLER LINES 18. Disconnect and drain transmission cooling lines. 22. Disconnect heater inlet and outlet hose from Y con- nector.
  • Page 123 5550 24. Place transmission or floor jack under “engine with transmission”. Place wood blocks between trans- mission and jack so that engine with transmission is held horizontally even when motor mount bolts are removed. 26. Remove motor mount bolts. 5559 25.
  • Page 124 5554 28. Carefully remove engine with transmission.

  • Page 125: Ignition System

    SECTION 8 IGNITION SYSTEM...
  • Page 126 GENERAL DESCRIPTION Each of the three ignition coils are placed directly on a spark plug, thereby eliminating the high–tension cables IGNITION SYSTEM (spark plug wires). Both distributor and plug wires are eliminated with this direct ignition system. This vehicle uses a full–transistor type, direct–ignition The ECM has a self–diagnostic mode to detect abnormal system, comprising of (3) ignition coils, (3) spark plugs input signals as a means of component fault detection.
  • Page 127 SPARK PLUGS IGNITION COIL IGNITION COIL TEST Manufacturer Model Plug gap (mm) 1.08–1.32 Ω Ignition coil Primary DCPR7E 0.8~0.9 resistance resistance Secondary 22.1–29.2 k/Ω (cold) Denso XU22EPR–U Measure primary and secondary coil resistances ( at 20 To check spark plugs, remove ignition coils, then remove C or 68 F).
  • Page 128 Condition Possible Cause Correction Engine cranks, but will No Spark not start or hard to start Blown fuse for ignition coil Replace Connect securely Loose connection or disconnection of lead wires Faulty spark plug(s) Adjust, clean or replace Poor fuel economy or engine performance Faulty spark plug(s) Adjust, clean or replace...

  • Page 129: Ignition Timing Control

    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.
  • Page 131 SECTION 9 FUEL SYSTEM...

  • Page 132: Air Cleaner

    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.
  • Page 133 MAINTENANCE SERVICES FUEL PUMP, FILTER AND LINES Air Cleaner Element GENERAL DESCRIPTION Air cleaner element should be cleaned or replaced peri- The main components of the fuel system are fuel tank, odically according to following method. fuel pump, fuel regulator and fuel filter; and it includes Cleaning two lines;...
  • Page 134 Fuel Filter WARNING Fuel filter is mounted on the chassis above the differen- Before attempting service of any type on fuel tial. system, the following cautions should be always observed. Fuel enters the filter through its inlet hole and after pass- Disconnect negative battery cable at bat- ing through the filtering element, comes out of its outlet tery.
  • Page 135 2) Remove fuel filler can to release fuel vapor pres- sure 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.
  • Page 136 Installation NOTE: 1) Install filter and clamp, and connect inlet and outlet Before finally removing fuel tank, recheck to ascer- hoses to fuel filter. tain all hoses and electric wires are disconnected and free. 8) Remove fuel tank. Installation Reverse removal procedure for installation using care for the following: Refer to general description of this item for piping and 1.

  • Page 137: Cooling System

    SECTION 10 COOLING SYSTEM...
  • Page 138 ENGINE COOLING SYSTEM Radiator Cap A pressure–vent cap is used on the radiator. The cap contains a pressure valve and vacuum valve. The pres- sure valve is held against its seat by a spring of pre–de- termined strength which protects the cooling system by relieving the pressure if the pressure in the cooling sys- tem rises above 0.9 kg/cm.
  • Page 139 Water Reservoir Tank In the top portion of the thermostat, and air bleed valve is provided; this valve is for venting out the gas or air, if A “see through” plastic reservoir tank is connected to the any, that is accumulated in the circuit. radiator by a hose.
  • Page 140 Coolant Draining 1) Remove radiator cap. 2)Loosen drain plug (1) on radiator to drain coolant. 1. Intake manifold 2. Thermostat cap 3. Thermostat 4. Spacer 5. Gasket Water Pump Removal 1) Drain cooling system Refer to “Coolant Draining” on previous page. 2) Disconnect negative battery cable from battery termi- nal.
  • Page 141 6) Remove tensioner and timing belt. 7) Remove water pump.
  • Page 142 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.
  • Page 143 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 adjust- ment and related data, refer to SECTION 3 of this manual.
  • Page 144 ANTI–FREEZE PROPORTIONING CHART Freezing –16 –36 Tempera- Tempera- –33 ture Antifreeze/ coolant coolant concentra- tion COOLANT CAPACITY 4.2 liters Engine, radiator and heater (8.9/7.4 US/Imp pt.) 0.5 liters Reservoir tank (1.1/0.9 US/Imp pt.) 4.7 liters Total 3) Tighten alternator adjusting bolt and pivot bolts. (10.0/8.3 US/Imp pt.) 4) If it is necessary to replace belt, refer to SECTION 10 NOTE:...
  • Page 145 NOTE: WARNING If proper quality antifreeze is used, there is no need to add extra inhibitors or additives that claim to To help avoid danger of being burned, do not improve system. They may be harmful to proper remove radiator cap while engine and radiator operation of system, and are unnecessary expense.
  • Page 146 CAUTION Be sure to replace old gasket used for bolt “A” with new one. 2–4 N–m Tightening torque for 0.2–0.4 kg–m bolt “A” 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.
  • Page 147 SECTION 11 CRANKING SYSTEM...
  • Page 148 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...
  • Page 149 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 0.6 kW...
  • Page 150 STARTING MOTOR The starting motor consists of parts shown below and has permanent magnets mounted in the starter motor yoke (hous- ing). 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.
  • Page 151 Possible symptoms do to starting system trouble would Proper diagnosis must be made To determine exactly be as follows: where the cause of each trouble lies, in battery, wiring harness, (including ignition switch), starter motor or Starting motor does not run (or runs slowly) engine.
  • Page 152 Condition Possible Cause Correction Starter motor running too If battery and wiring are satisfactory, slow (low torque) inspect starter motor 1. Insufficient contact of magnetic switch Replace main contacts 2. Layer short–circuit of armature Replace 3. Disconnected, burnt or worn commutator Repair or replace 4.
  • Page 153 STARTER MOTOR INSPECTION Inspect commutator for wear. If below the limit, replace armature. INSPECT ARMATURE Standard Limit Inspect commutator for dirt or burn. Correct with emery Commutator Commutator cloth or lathe, if necessary. outside 29.4 mm 28.8 mm diameter (1.16 in.) (1.14 in.) Check commutator for uneven wear.
  • Page 154 Ground Test Check commutator and armature core. If there is conti- nuity, armature is grounded and must be replaced. Install brushes to each brush holder and check for smooth movement. 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.
  • Page 155 PERFORMANCE TEST Check Plunger Return Disconnect negative lead from switch body. Check that plunger returns inward. CAUTION 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.

  • Page 157: Charging System

    SECTION 12 CHARGING SYSTEM...
  • Page 158 ALTERNATOR DESCRIPTION MAX. ALTERNATOR OUTPUT BATTERY The basic charging system is the IC integral regulator charging system. The internal components are con- nected electrically as shown in the following schematic diagram battery. The battery has three major functions in the electrical system.
  • Page 159 CARRIER AND HOLDDOWN The battery carrier and hold–down clamp should be VISUAL INSPECTION clean and free from corrosion before installing the bat- Check for obvious damage, such as a cracked or bro- tery. The carrier should be in good condition so it will ken case, that could permit loss of electrolyte.
  • Page 160 3) Attach end of one jumper cable to positive terminal of booster battery and the other end of the same cable WARNING to positive terminal of discharged battery. (Use 12–volt battery only to jump start engine). Departure from these conditions or pro- 4) Attach one end of the remaining negative cable to cedures described below could result in: negative terminal of booster battery, and the other end...
  • Page 161 Belt tension spec- 11–14 mm (0.43–0.55 in.) as ification deflection 3) If the belt is too tight or too loose, adjust it to specifi- NOTE: cation by adjusting alternator position. When replacing belt with new one, adjust belt ten- 4) Tighten alternator adjusting bolt and pivot bolt. sion to 10–12 mm (0.40–0.47 in.) 5) Connect negative battery lead to battery.
  • Page 162 UNDERCHARGED BATTERY Standard Current 10 A maximum This conditions, as evidenced by slow cranking or indi- 14.4–15.0 V at 20 C, Standard voltage cator clear with red dot can be caused by one or more 68 F of the following conditions even though indicator light may be operating normally.
  • Page 163 SECTION 13 SPEED LIMITER...
  • Page 164 SYSTEM OPERATION CONTROL MODULE VOLTAGE MEASUREMENTS Voltage Wire Color Trombetta’s P613–K1 throttle control solenoid kit con- Black Chassis Ground sists of a “three wire,” dual coil solenoid, electromechani- cal control module and stainless steel sheathed pull Green/Yellow 12 VDC when key ON cable.
  • Page 165 SPEED LIMITING CIRCUIT 845219 CONTROL MODULE 845218 SPEED LIMIT SOLENOID GROUND GROUND BLACK SPEED LIMIT MODULE WHITE/GREEN 2700918 ORANGE/GREEN +12V FUSE PANEL VEHICLE SPEED INPUT +12V FROM SPEED SENSOR FUSE PANEL...
  • Page 167 SECTION 14 CHASSIS...
  • Page 168 STORAGE To avoid unexpected vehicle movement, always set the parking brake and make sure the direction selector is in Before storing the vehicle or battery for an extended “neutral”. period, the battey should be thoroughly cleaned, fully charged and the electrolyte brought up to the proper level.
  • Page 169 See your authorized CUSHMAN dealer for nec- Access to the master cylinder is through the opening in essary maintenance and service. the floorboard in front of the operators seat. When replacement parts are required, use genu- LUBRICATING BRAKE PEDAL BUSHING ine CUSHMAN parts or parts with equivalent The brake pedal pivot bushing lubrication fitting is characteristics including type, strength and...
  • Page 170 the wheel cylinder. Fluid present in the boot area 6. Install brake retainers, brake lever and small retainer indicates a leaking wheel cylinder. Refer to Figure 7. spring. Install larger retainer spring. See Figure 8 on page 16. 3. Clean the brake backing plate. Reassembly NOTICE 4.
  • Page 171 shoes until a slight drag is felt while turning front wheel assembly. 4. Reinstall the adjusting hole cover. 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 FIGURE 10...
  • Page 172 Brake Lever Speedometer Gear Brake Adjuster Brake Wheel Drum Dust Cylinder Shield Wheel Mounting Screw Brake Shoes Shoe Retainer Speedometer Adjustment Gear Hole Cover (Typical) Rear Brake Assembly FIGURE 11 MASTER CYLINDER To remove master cylinder, remove fitting screw holding brass fitting to master cylinder.
  • Page 173 Rebuild Procedure For Master Cylinder If cylinder is to be rebuilt, remove from vehicle and pro- ceed as follows: 1. Remove filler cup and gasket and pour fluid from res- ervoir. (Do not reuse fluid). 2. Remove boot from cylinder. 3.
  • Page 174 rust or score and hone if necessary. Dip cups and pistons When all brake lines are full of fluid, and are completely in brake fluid and reassemble parts into the cylinder. free of any air, the next step is to adjust the brake shoes Install the wheel cylinder on the vehicle and connect the for proper clearance.
  • Page 175 STEERING GEAR ing. Secure with a nut and tighten finger tight. See Figure Place a liberal amount of lubrication in recess of idler adjusting bolt and place the cluster gear over the idler adjusting bolt. Determine the correct keyway in the driven gear (see Upper housing Figure 16 below) and install gear.
  • Page 176 direction 15 . It is better to have the allowable roughness than the maximum permitted backlash. If it is necessary WARNING to readjust the idler bolt, the locating washers (Part No. Failure to tighten the steering nut to the torque 816449) must be rotated to prevent the serrations from specified may allow the steering wheel to falling into the same marks.
  • Page 177 FRONT FORK 6. Clean and inspect all parts for wear and damage. If parts are worn or damaged, replace with new parts. Disassembly Reassembly 1. Raise vehicle high enough to provide room for the 7. Place 1/4” (6.4 mm) ball bearings in lower bearing fork to be removed from from bottom of vehicle.
  • Page 178 WARNING When it is necessary to raise the vehicle for any repair or service, use jackstands to provide ade- quate 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 dur- ing assembly.
  • Page 179 9. Install hub onto axle. Tighten the bearing adjustment nut 7 to 13 ft.–lbs. (10 to 17 N m) torque while rotat- ing 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.
  • Page 180 Position and support the brake hose and protector to avoid damage while the wheel, hub and axle are being assembled. 3584 Front Wheel (Brake Side) FIGURE 24 1. Front Fork Side Arm 2. Brake Anchor Link 3. Brake Arm 4. Cotter Pin 5.
  • Page 181 SECTION 15 TRANSMISSION AUTOMATIC...
  • Page 182 SUMMARY The three–speed automatic transmission uses an A–type manufactured by Aishin. The AT controller is integrated with the EPI controller. 1. INPUT SHAFT 2. TORQUE CONVERTER 3. OIL PUMP 4. SECOND BRAKE 5. DIRECT CLUTCH 6. FORWARD CLUTCH 7. ONE–WAY CLUTCH 8.
  • Page 183 MODEL A172 SPECIFICATIONS Items Specifications Engine Con- Type 3–element 1–stage 2–phase verter torque Stall torque ratio 2.07 Pump Type Trochoid oil pump Drive method Engine drive Type Forward 3–stage, reverse 1 stage planetary gear train Shift position P range: change gear neutral, output axle fixed, engine start R range: reverse N range: change gear neutral, engine start...
  • Page 184 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.
  • Page 185 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.
  • Page 186 POWER TRANSMISSION PATH 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 N rpm Internal gear Forward (N rpm)
  • Page 187 GEAR Since N > n , 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.
  • Page 188 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. Operating brake, clutch Front Rear Input: front internal gear...
  • Page 189 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.
  • Page 190 ACCUMULATORS NO. 1 AND NO. 2 These valves dampen the increase in hydraulic pressure applied to the tightening side of the 2 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.
  • Page 191 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.
  • Page 192 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.
  • Page 193 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.
  • Page 194 2ND GEAR Line Pressure Pressure regulator valve manual valve forward clutch 2nd brake servo tightening side 1–2 shift valve 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.
  • Page 195 3RD GEAR Line Pressure Pressure regulator valve manual valve forward clutch 2nd brake servo tightening side 1–2 shift valve 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.
  • Page 196 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.
  • Page 197 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.
  • Page 198 AT CONTROLLER The controller is installed behind the engine compartment under the storage compart- ment 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 1 gear, 2 gear, and 3...
  • Page 199 kΩ (5.74) THERMISTOR WATER TEMPERATURE SIGNAL (BETWEEN THW AND E2 Changes in the resistance of the water temperature sen- TERMINALS) RESISTANCE sor are read as changes in voltage, and are input as the 2.28∼2.61 cooling water temperature. (1.15) The gearshift point changes according to the tempera- (0.584) 0.303~0.326 ture.
  • Page 200 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.
  • Page 201 DIAGNOSTIC CODE TABLE Error code Diagnosis item Diagnosis content Failsafe control Normal Shift solenoid No. Open circuit Performs normal Shifts between 2 1 (direct clutch control and 3 gear, does solenoid) not enter 1 gear Short Solenoid OFF Shift solenoid No. Open circuit Performs normal Shifts between 1...
  • Page 202 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 OIL COOLER A pipe type oil cooler is installed on the radiator outlet pipe.

Table of Contents