Suzuki Grand Vitara JB416 / JB420 / JB419. Manual - part 91

1A-311 Engine General Information and Diagnosis: For Diesel Engine Model

Troubleshooting for D2: Pressure too high

Check that the turbocharger and its control circuit are working:
• With the engine switched OFF, make sure the control rod is in the resting position.
• Start the engine and make sure that the control rod operates to the high stop. (when the engine stops, the 

control rod must return to the resting position).
If the control shaft does not move correctly, carry out the following checks:

1. Vacuum pressure command check:

a. Disconnect the solenoid valve intake hose and connect it to a vacuum pressure gauge.
b. Start the engine and stabilise it at idle speed.

If the vacuum pressure does not reach 70 – 90 kPa (0.7 – 0.9 kg/cm

2

, 9.9 – 12.8 psi): check the vacuum 

pressure circuit from the vacuum pump.

c. Stop the engine, reconnect the inlet hoses and go to Step 2.

2. Solenoid valve control check:

a. Disconnect the solenoid valve outlet hose.
b. Start the engine and stabilise it at idle speed.
c. Place your hand on the solenoid valve and block the outlet connection with your thumb.

If there is no detectable vibration of the solenoid valve, check that the ECM output is working correctly 
(Refer to “DTC P0033: Boost Pressure Control Solenoid Valve Control Circuit: For Diesel Engine Model” 
D1).

3. Solenoid valve functioning check:

a. Attach the pressure gauge to the solenoid valve outlet connection.
b. Start the engine and stabilise it at idle speed.
c. If the vacuum pressure does not reach 70 – 90 kPa (0.7 – 0.9 kg/cm

2

, 9.9 – 12.8 psi), replace the boost 

pressure control solenoid valve.

Check the boost pressure sensor connections.
Check the connections of the boost pressure control solenoid valve.
Check the ECM connections.
Repair if necessary.
Check the conformity of the turbocharging pressure signal. (Refer to “Turbo Pressure” on Data List of SUZUKI 
scan tool).
Make sure the turbocharging limit solenoid valve is not blocked open:
• With ignition switch OFF, disconnect the inlet and outlet hoses from the solenoid valve.
• Connect a vacuum pump to the inlet union and apply a vacuum.
• If the vacuum pressure is not maintained: replace the boost pressure control solenoid valve.
Check that the turbocharger control rod has not seized:
• With the engine stopped, make sure the turbocharger control shaft is in the rest position.
• Apply a vacuum of 70 – 90 kPa (0.7 – 0.9 kg/cm

2

, 9.9 – 12.8 psi), to the hose connecting the turbocharger 

control diaphragm.

• If the diaphragm holds the vacuum pressure, check the movement and setting of the turbocharger control rod 

referring to “Turbocharger Assembly Inspection: For F9Q Engine in Section 1D”.

If the control rod is seized, replace the turbocharger.
If the fault persists, perform Test 5 and 6 of Fault Finding-Tests referring to “Test 5: Variable geometry 
turbocharger control: For Diesel Engine Model” and “Test 6: Rotating part of a turbocharger: For Diesel Engine 
Model”.

Engine General Information and Diagnosis: For Diesel Engine Model 1A-312

DTC P0297: Vehicle Overspeed Condition

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CAUTION

!

 

• The fault is present because the vehicle was running while diesel particulate filter after-sales 

regeneration was in progress.
The vehicle speed should be zero during the regeneration.
Carry out an after sales regeneration referring to “Diesel Particulate Filter After-sales Regeneration 
Procedure: For Diesel Engine Model in Section 1C”.
DO NOT RUN THE VEHICLE.
If the fault is still present, substitute a known-good ECM and recheck.

• The parameters must be reinitialised after any procedure is carried out on the diesel particulate 

filter.
Use command “Initialize Diesel PF data” on SUZUKI scan tool, and diesel particulate filter after-
sales regeneration referring to “Diesel Particulate Filter After-sales Regeneration Procedure: For 
Diesel Engine Model in Section 1C” or “Diesel Particulate Filter Removal and Installation: For Diesel 
Engine Model in Section 1K”.

 

NOTE

• Conditions for applying fault finding procedures to stored faults:

The fault becomes present during an diesel particulate filter after-sales regeneration with the 
SUZUKI scan and a non negligible speed.

• If the fault is present, the diesel particulate filter after-sales regeneration in progress fails.

 

DTC P0301: Cylinder No.1 Misfire Detected

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NOTE

• Cylinder number is counted from flywheel side.
• Conditions for applying fault finding procedures to stored faults:

The fault is declared present after the engine is started or following a road test.

• If the fault is present, engine performance is reduced and instability is possible.
• Priority when dealing with a number of faults:

Firstly, deal with fault “DTC P0201: Fuel Injector No.1 Circuit: For Diesel Engine Model” if it is 
present or stored.

 

Troubleshooting

Check that the fuel injector No.1 calibration code using SUZUKI scan tool is correctly entered and that it 
corresponds to the code inscribed on the corresponding injector.
Enter the code into an fuel injector that has not been programmed or where the code has been entered 
incorrectly, if necessary.
Refer to “Registration Procedure for the Fuel Injector Calibration Code: For Diesel Engine Model in Section 1C”.
Check the engine compression.
Repair if necessary.
Check the valve clearance and adjust if necessary.
In the event of several combustion misfire faults being present, check that the right fuel is being used.
Visually inspect the fuel injector 1 return pipes.
Repair if necessary.
If the fault is still present: apply Test 8 of Fault Finding-Tests referring to “Test 8: Injector malfunction: For Diesel 
Engine Model”.
If the fault is still present, substitute a known-good ECM and recheck.

1A-313 Engine General Information and Diagnosis: For Diesel Engine Model

DTC P0302: Cylinder No.2 Misfire Detected

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NOTE

• Cylinder number is counted from flywheel side.
• Conditions for applying fault finding procedures to stored faults:

The fault is declared present after the engine is started or following a road test.

• If the fault is present, engine performance is reduced and instability is possible.
• Priority when dealing with a number of faults:

Firstly, deal with fault “DTC P0202: Fuel Injector No.2 Circuit: For Diesel Engine Model” if it is 
present or stored.

 

Troubleshooting

DTC P0303: Cylinder No.3 Misfire Detected

S6JB0A1124107

NOTE

• Cylinder number is counted from flywheel side.
• Conditions for applying fault finding procedures to stored faults:

The fault is declared present after the engine is started or following a road test.

• If the fault is present, engine performance is reduced and instability is possible.
• Priority when dealing with a number of faults:

Firstly, deal with fault “DTC P0203: Fuel Injector No.3 Circuit: For Diesel Engine Model” if it is 
present or stored.

 

Troubleshooting

Check that the fuel injector No.2 calibration code using SUZUKI scan tool is correctly entered and that it 
corresponds to the code inscribed on the corresponding injector.
Enter the code into an fuel injector that has not been programmed or where the code has been entered 
incorrectly, if necessary.
Refer to “Registration Procedure for the Fuel Injector Calibration Code: For Diesel Engine Model in Section 1C”.
Check the engine compression.
Repair if necessary.
Check the valve clearance and adjust if necessary.
In the event of several combustion misfire faults being present, check that the right fuel is being used.
Visually inspect the fuel injector 2 return pipes.
Repair if necessary.
If the fault is still present: apply Test 8 of Fault Finding-Tests referring to “Test 8: Injector malfunction: For Diesel 
Engine Model”.
If the fault is still present, substitute a known-good ECM and recheck.

Check that the fuel injector No.3 calibration code using SUZUKI scan tool is correctly entered and that it 
corresponds to the code inscribed on the corresponding injector.
Enter the code into an fuel injector that has not been programmed or where the code has been entered 
incorrectly, if necessary.
Refer to “Registration Procedure for the Fuel Injector Calibration Code: For Diesel Engine Model in Section 1C”.
Check the engine compression.
Repair if necessary.
Check the valve clearance and adjust if necessary.
In the event of several combustion misfire faults being present, check that the right fuel is being used.
Visually inspect the fuel injector 3 return pipes.
Repair if necessary.
If the fault is still present: apply Test 8 of Fault Finding-Tests referring to “Test 8: Injector malfunction: For Diesel 
Engine Model”.
If the fault is still present, substitute a known-good ECM and recheck.

Engine General Information and Diagnosis: For Diesel Engine Model 1A-314

DTC P0304: Cylinder No.4 Misfire Detected

S6JB0A1124108

NOTE

• Cylinder number is counted from flywheel side.
• Conditions for applying fault finding procedures to stored faults:

The fault is declared present after the engine is started or following a road test.

• If the fault is present, engine performance is reduced and instability is possible.
• Priority when dealing with a number of faults:

Firstly, deal with fault “DTC P0204: Fuel Injector No.4 Circuit: For Diesel Engine Model” if it is 
present or stored.

 

Troubleshooting

DTC P0335: CKP Sensor Circuit

S6JB0A1124109

NOTE

• Conditions for applying fault finding procedures to stored faults: The fault is declared present:

– When an attempt is made to start the engine.
– The engine must be running.

• Use service wire for all operations on the controller connectors.
• The CKP sensor is consistent with the CMP sensor.
• If the fault is present:

– It is impossible to start the engine or the engine stops.
– The Red stop warning light (gravity 2 warning light) is lit.

 

Wiring Diagram
For wiring circuit and connector number, refer to “A-5 Engine and A/C Control System Circuit Diagram (DSL) in 
Section 9A”.

Detecting Condition

Check that the fuel injector No.4 calibration code using SUZUKI scan tool is correctly entered and that it 
corresponds to the code inscribed on the corresponding injector.
Enter the code into an fuel injector that has not been programmed or where the code has been entered 
incorrectly, if necessary.
Refer to “Registration Procedure for the Fuel Injector Calibration Code: For Diesel Engine Model in Section 1C”.
Check the engine compression.
Repair if necessary.
Check the valve clearance and adjust if necessary.
In the event of several combustion misfire faults being present, check that the right fuel is being used.
Visually inspect the fuel injector 4 return pipes.
Repair if necessary.
If the fault is still present: apply Test 8 of Fault Finding-Tests referring to “Test 8: Injector malfunction: For Diesel 
Engine Model”.
If the fault is still present, substitute a known-good ECM and recheck.

Displaying on SUZUKI scan tool

Detecting condition

D1

Signal absent

D2

Inconsistency of signal