Suzuki Grand Vitara JB419. Manual — part 17

Engine General Information and Diagnosis: 1A-45

Troubleshooting for 1.DEF: Pressure too low

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 sealing of the high pressure air circuit:
• Disconnected or pierced pipes.
• Pressure sensor disconnected or poorly fitted (seal present).
• Intercooler pierced (to check the intercooler: with the vehicle stationary, stabiles the engine speed between

3500 to 4000 rpm and check there are no leaks).

Check the conformity of the turbocharging pressure signal and perform Test 5 and 6 of Fault Finding-Tests
referring to “Test 5: Variable geometry turbocharger control” and “Test 6: Rotating part of a turbocharger”.
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: Turbo Charger Bypass Valve Control Circuit Malfunction” 1.DEF).

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.

1A-46 Engine General Information and Diagnosis:

Troubleshooting for 2.DEF: Pressure too high

DTC P0297: Vehicle Overspeed Condition Malfunction

S5JB0B1104104

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 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 in
Section 1C” or “Diesel Particulate Filter Removal and Installation 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.

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 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” and “Test 6: Rotating part of a turbocharger”.

Engine General Information and Diagnosis: 1A-47

DTC P0301: Cylinder 1 Misfire Detected Malfunction

S5JB0B1104105

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 Circuit / Open Malfunction-Cylinder 1” if it is
present or stored.

Troubleshooting

DTC P0302: Cylinder 2 Misfire Detected Malfunction

S5JB0B1104106

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 Circuit / Open Malfunction-Cylinder 2” 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 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”.
If the fault is still present, substitute a known-good ECM and recheck.

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 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”.
If the fault is still present, substitute a known-good ECM and recheck.

1A-48 Engine General Information and Diagnosis:

DTC P0303: Cylinder 3 Misfire Detected Malfunction

S5JB0B1104107

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 Circuit / Open Malfunction-Cylinder 3” if it is
present or stored.

Troubleshooting

DTC P0304: Cylinder 4 Misfire Detected Malfunction

S5JB0B1104108

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 Circuit / Open Malfunction-Cylinder 4” if it is
present or stored.

Troubleshooting

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 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”.
If the fault is still present, substitute a known-good ECM and recheck.

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 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”.
If the fault is still present, substitute a known-good ECM and recheck.