Suzuki Grand Vitara JB416 / JB420 / JB419. Manual - part 21

1A-31 Engine General Information and Diagnosis: For Petrol Engine Model

DTC Check

S6JB0A1114003

NOTE
The MIL is turned on when the ECM and/or
TCM detect malfunction(s). Each ECM and
TCM stores diagnostic information as the
diagnostic trouble code (DTC) in its memory
and outputs the DTC to the scan tool.
Therefore, check both of the ECM and TCM
for any DTC with the scan tool because the
DTC stored in ECM and TCM is not read and
displayed at a time. However, each of the
ECM and TCM needs not to be checked with
the generic scan tool because the DTC stored
in ECM and TCM is read and displayed at a
time.

Using Scan Tool

1) Prepare SUZUKI scan tool or OBD generic scan tool

(Euro OBD model).

2) With ignition switch turned OFF, connect it to data

link connector (DLC) (1) located on underside of
instrument panel at driver’s seat side.

Special tool
(A): SUZUKI scan tool

3) Turn ignition switch ON and confirm that MIL lights.
4) Read DTC, pending DTC and freeze frame data

according to instructions displayed on scan tool and
print them or write them down. Refer to scan tool
operator’s manual for further details.
If communication between scan tool and ECM is not
possible, check if scan tool is communicable by
connecting it to ECM in another vehicle. If
communication is possible in this case, scan tool is
in good condition. Then check data link connector
and serial data line (circuit) in the vehicle with which
communication was not possible. If connector and
circuit are OK, check that power supply and ground
circuits of ECM and DLC are in good condition
referring to “ECM Power and Ground Circuit Check:
For Petrol Engine Model”.

5) After completing the check, turn ignition switch OFF

and disconnect scan tool from data link connector.

(A)

I5JB0A110019-01

Engine General Information and Diagnosis: For Petrol Engine Model 1A-32

Without Using Scan Tool (Vehicle Equipped with
Diagnosis Connector)

1) Turn ignition switch to OFF position.
2) Using service wire, ground diagnosis switch terminal

(1) of diagnosis connector (2).

3) Turn ON ignition switch and check DTC displayed on

odometer (3) of combination meter.
When more than 2 DTCs are stored in memory,
blinking for each DTC starts with the smallest DTC
number in increasing order. Also, DTC is indicated
repeatedly until the ignition switch is turned OFF or
disconnect service wire.

NOTE
When no DTC is detected, display on
odometer of combination meter is “0000”.

4) After completing the check, turn ignition switch to

OFF position and disconnect service wire from
diagnosis connector.

DTC Clearance

S6JB0A1114004

Using Scan Tool

1) Connect SUZUKI scan tool or OBD generic scan tool

(Euro OBD model) to data link connector in the same
manner as when making this connection for DTC
check.

2) Turn ignition switch OFF and then ON.
3) Erase DTC and pending DTC according to

instructions displayed on scan tool. Refer to scan
tool operator’s manual for further details.

4) After completing the clearance, turn ignition switch

OFF and disconnect scan tool from data link
connector.

NOTE
DTC and freeze frame data stored in ECM
memory are also cleared in the following
cases. Be careful not to clear them before
keeping their record.
• When power to ECM is cut off (by

disconnecting battery cable, removing
fuse or disconnecting ECM connectors).

• When the same malfunction (DTC) is not

detected again during 40 engine warm-up
cycles. (See “Warm-Up Cycle” of “On-
Board Diagnostic System Description: For
Petrol Engine Model”.)

Without Using Scan Tool

1) Turn ignition switch to OFF position.
2) Disconnect battery negative cable for specified time

below to erase diagnostic trouble code stored in
ECM memory and reconnect it.

Time required to erase DTC

I5JB0A110020-01

Ambient temperature

Time to cut power to ECM

Over 0

°C (32 °F)

30 sec. or longer

Under 0

°C (32 °F)

Not specifiable.
Select a place with higher
than 0

°C (32 °F)

temperature.

1A-33 Engine General Information and Diagnosis: For Petrol Engine Model

DTC Table

S6JB0A1114005

NOTE

• For the non-Euro OBD model or vehicle equipped with diagnosis connector, some of DTC No. with

delta (U) mark in the following table can not be detected by ECM depending on vehicle specification
and local regulation.

• With the generic scan tool, only star (*) marked DTC No. in the following table can be read.
• 1 driving cycle: MIL lights up when DTC is detected during 1 driving cycle.
• 2 driving cycles: MIL lights up when the same DTC is detected also in the next driving cycle after

DTC is detected and stored temporarily in the first driving cycle.

• *2 driving cycles:

MIL blinks or lights up. Refer to “DTC P0300 / P0301 / P0302 / P0303 / P0304: Random Misfire
Detected / Cylinder 1 / Cylinder 2 / Cylinder 3 / Cylinder 4 Misfire Detected: For Petrol Engine Model”
for details.

DTC No.

Detecting item

Detecting condition

(DTC will set when detecting:)

MIL

)

*P0010

Camshaft position actuator
circuit (M16A engine)

Monitored voltage of oil control valve drive pulse is
different from its command signal. (Circuit open or short)

1 driving

cycle

)

*P0011

Camshaft position – timing
over-advanced or system
performance (M16A engine)

• Actual advanced valve timing is less than 2.1

° crank

angle for more than 13 sec even though target
advanced valve timing is more than 5.6

° crank angle

with acceleration for more than 30 sec at engine speed
more than 1600 rpm.

or
• Actual valve timing is advanced more than 11.25

° crank

angle although ECM command is retarding. (2 driving
cycle detection logic)

2 driving

cycles

)

*P0012

Camshaft position – timing
over-retarded (M16A engine)

2 driving

cycles

)

U*P0030

HO2S heater control circuit
(Sensor-1)

Impedance of A/F sensor element is more than 44

Ω for

200 sec. even though A/F sensor heater is turned ON for
more than specified time with engine running. (A/F sensor
does not activate)

2 driving

cycles

)

U*P0031

HO2S heater control circuit low
(Sensor-1)

Heater control circuit voltage of A/F sensor is lower than
specification for more than specified time continuously
even though control duty ratio of A/F sensor heater is less
than 90% with engine running. (Heater control duty pulse
is not detected in its circuit of ECM)

2 driving

cycles

)

U*P0032

HO2S heater control circuit high
(Sensor-1)

Heater control circuit voltage of A/F sensor is higher than
specification for more than specified time continuously
even though control duty ratio of A/F sensor heater is
more than 10% with engine running. (Heater control duty
pulse is not detected in its circuit of ECM)

2 driving

cycles

)

U*P0037

HO2S heater control circuit low
(Sensor-2)

HO2S-2 circuit voltage is lower than specification for 5
sec continuously even though control duty ratio of HO2S-
2 heater is less than 75% with engine running. (Heater
control duty pulse is not detected in its monitor signal)

2 driving

cycles

)

U*P0038

HO2S heater control circuit high
(Sensor-2)

HO2S-2 circuit voltage is higher than specification for 5
sec continuously even though control duty ratio of HO2S-
2 heater is more than 25% with engine running. (Heater
control duty pulse is not detected in its monitor signal)

2 driving

cycles

Engine General Information and Diagnosis: For Petrol Engine Model 1A-34

)

U*P0101

Mass air flow circuit range/
performance

• MAF volume is greater than 25 g/sec even if engine

revolution is less than 900 rpm and intake manifold
pressure is less than 45 kPa (6.35 psi) with TP less
than 3.0

°.

or
• MAF volume is lower than 4 g/sec even if engine

revolution is more than 2500 rpm and intake manifold
pressure is more than 50 kPa (7.25 psi) with TP more
than 15

°.

2 driving

cycles

)

*P0102 Mass air flow circuit low input

Voltage of MAF sensor output is less than 0.15 V for 0.5
sec continuously.

1 driving

cycle

)

*P0103 Mass air flow circuit high input

Voltage of MAF sensor output is more than 5 V for 0.5 sec
continuously.

1 driving

cycle

)

U*P0106

Manifold absolute pressure
circuit range/performance

• Difference between Max. manifold absolute pressure

value and Min. manifold pressure value is less than 1.3
kPa (0.19 psi) when engine running at idle speed.

or
• Difference between barometric pressure value and

manifold pressure value is less than 33.3 kPa (4.83 psi)
for 5 sec at 2000 r/min or more.

2 driving

cycles

)

*P0107

Manifold absolute pressure
circuit low input

Manifold absolute pressure sensor output voltage is lower
than 0.2 V for 0.5 sec continuously.

1 driving

cycle

)

*P0108

Manifold absolute pressure
circuit high input

Manifold absolute pressure sensor output voltage is
higher than 4.5 V for 0.5 sec continuously.

1 driving

cycle

)

U*P0111

Intake air temperature sensor
circuit range/performance

Difference of maximum IAT minus minimum IAT is less
than 0.3

°C (32.5 °F) while ECT is over 70 °C (158 °F)

after 10 min from cold engine start. (ECT is lower than 30

°C (86 °F) at engine start)

2 driving

cycles

)

*P0112

Intake air temperature sensor
circuit low

Voltage of IAT sensor output is less than 0.2 V for 0.5 sec
continuously. (High intake air temperature (low voltage /
low resistance))

1 driving

cycle

)

*P0113

Intake air temperature sensor
circuit high

Voltage of IAT sensor output is more than 4.8 V for 0.5
sec continuously. (Low intake air temperature (high
voltage / high resistance))

1 driving

cycle

)

U*P0116

Engine coolant temperature
circuit range/performance

ECT sensor values is less than –10

°C, 14 °F (for M16

engine) or –5

°C, 23 °F (for J20 engine) while engine is

running under more than specified engine load (more
than 1000 rpm) for 2 to 1116 min (depending on ECT at
engine start) continuously from engine start.

2 driving

cycles

)

*P0117

Engine coolant temperature
circuit low

Voltage of ECT sensor output is less than 0.2 V for 0.5
sec continuously. (High engine coolant temperature (low
voltage / low resistance))

1 driving

cycle

)

*P0118

Engine coolant temperature
circuit high

Voltage of ECT sensor output is more than 4.8 V for 0.5
sec continuously. (Low engine coolant temperature (high
voltage / high resistance))