Its Re:Re:Re:Turning the traction control off (Gen 4)

I'm so glad my gen3 came with the much more advanced intelligent traction control system. It's becoming obvious that the new one is a definite step back in time.

There is a service mode for the ESP.

It is activated either through the Suzuki scan tool or manually by linking pins 1 and 2 on the service connector under the dash and then turning the ESP off by a long press on the ESP button.

George

I wouldn't attribute too much intelligence to the charging system, you may be over-thinking the whole issue. Whilst more complex than the classic charging circuit on older cars, it is still nothing much more than a feedback circuit. A shunt in the battery negative wire provides the ability to monitor the voltage/current being drawn/charged from the battery, ECM "knows" what major circuits are running in the car (lights, aircon etc) and using this information can command the alternator to turn off or on (plus various states of "on") through control of the exciter coils in the alternator. It states that the primary function of this circuit is to generate electricity suitable for the engine speed and electrical load and also to prevent a drop in idling speed if electrical load rapidly increases i.e. limits the Alternator if it detects the electrical load is impacting engine performance.

From the manual, the generator features are as follows:

•Solid state regulator is mounted inside the generator.
•All regulator components are enclosed into a solid mold.
•The IC regulator along with the brush holder assembly is attached to the rear end frame.
•The IC regulator uses integrated circuits and controls the voltage produced by the generator, and the voltage setting cannot be adjusted.

ECM optimally controls the generator output voltage by changing the excitation current and regulated voltage based on the following information.

•Engine condition (ECT, vehicle speed, engine speed, TP, etc.)
•Battery voltage (ECM power supply voltage)
•Electric load condition (blower motor, rear end door window defogger, headlights, radiator cooling fan, A/C compressor, etc.)
•Field coil control duty which indicates the operation rate of the field coil.
•The signal to the “LIN” terminal of the generator adjusts the regulating voltage of the IC regulator, which in turn controls the duty ratio of the field coil and thus the output voltage (“B” terminal output) of the generator.

Regulated voltage 10.6 – 16.3 V at 25 °C (77 °F)

The 10.6 to 16.3 volt range of the alternator is what it can output. Something is commanding it to output the voltage. Therefore if it is outputting low, either the alternator is faulty or the command circuit is telling it to do the wrong thing.

If it's is being told wrong then the sensor shunt on the battery is faulty or there is a faulty connection or wire in the circuit. If the ECM thinks the engine needs help it will command the alternator to drop the voltage it is generating to help relieve the load on the engine. You could probably disconnect the battery sensor and create a little circuit to simulate demand on the battery and see if the alternator output is varied by the ECM

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Roger Fairclough wrote: I am not that hot on electronics but I would have thought that at 10.6 volts, a battery was dead.

Roger

10.6volts is just a statement of the controllable range specification of the alternator, not what it should output at any given time.

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