1999 SUZUKI GRAND VITARA tran

ANTILOCK BRAKE SYSTEM (ABS) 5E2-29
On-Vehicle Service
Precautions
When connector are connected to ABS hydraulic unit/control
module assembly, do not disconnect connectors of sensors and
turn ignition switch ON. Then DTC will be set in ABS control mod-
ule.
ABS Hydraulic Unit Operation Check (Using
SUZUKI Scan Tool)
1) Connect SUZUKI scan tool to data link connector (DLC) (1)
with ignition switch OFF.
Special tool
(A) : SUZUKI scan tool
2) Turn ignition switch to ON position and check actuator opera-
tion using “HYDRAULIC CONTROL TEST” under “miscella-
neous test” (“MISC. TEST”) mode of SUZUKI scan tool.
ABS Hydraulic Unit Operation Check
(Not Using Suzuki Scan Tool)
1) Check that basic brake system other than ABS is in good
condition.
2) Check that battery voltage is 11V or higher.
3) With “ABS” warning lamp, check that no abnormality is
detected in ABS. Refer to “DIAGNOSTIC TROUBLE CODE
(DTC) CHECK” in this section.
4) Lift up vehicle.
5) Set transmission to neutral and release parking brake.
6) Turn each wheel gradually by hand to check if brake drag-
ging occurs. If it does, correct.
7) With diag. switch terminal (2) of diagnosis connector (1) con-
nected to ground by using service wire (4), turn ignition
switch to ON position and check that “ABS” warning lamp
indicates normal DTC (DTC 12) referring to “DIAGNOSTIC
TROUBLE CODE (DTC) TABLE” in this section.
8) Turn ignition switch to OFF position.

ENGINE GENERAL INFORMATION AND DIAGNOSIS (H27 ENGINE) 6-1-3
General Information
Statement of Cleanliness and Care
An automobile engine is a combination of many machined, honed, polished and lapped surfaces with tolerances
that are measured in the thousands of an millimeter (ten thousands of inch). Accordingly, when any internal
engine parts are serviced, care and cleanliness are important. Throughout this section, it should be understood
that proper cleaning and protection of machined surfaces and friction areas is part of the repair procedure. This
is considered standard shop practice even if not specifically stated.
A liberal coating of engine oil should be applied to friction areas during assembly to protect and lubricate the
surface on initial operation.
Whenever valve train components, pistons, piston rings, connecting rods, rod bearings and crankshaft jour-
nal bearings are removed for service, they should be retained in order. At the time of installation, they should
be installed in the same locations and with the same mating surfaces as when removed.
Battery cables should be disconnected before any major work is performed on the engine. Failure to discon-
nect cables may result in damage to wire harness or other electrical parts.
Throughout this manual, the 6 cylinders of the engine are
identified by numbers; No.1, No.2, No.3, No.4, No.5 and No.6
as counted from crankshaft pulley side to flywheel side.
Figure at the left shows engine with intake manifold removed
and viewed from the top.
LH (No.1) bank consists of No.1, No.3 and No.5 cylinders.
RH (No.2) bank consists of No.2, No.4 and No.6 cylinders.
General Information on Engine Service
When raising or supporting engine for any reason, do not use a jack under oil pan. Due to small clearance
between oil pan and oil pump strainer, jacking against oil pan may cause it to be bent against strainer result-
ing in damaged oil pick-up unit.
It should be kept in mind, while working on engine, that 12-volt electrical system is capable of violent and
damaging short circuits.
When performing any work where electrical terminals could possibly be grounded, ground cable of the bat-
tery should be disconnected at battery.
Any time the air cleaner, air cleaner outlet hose, throttle body, surge tank pipe, intake collector or intake man-
ifold is removed, the intake opening should be covered. This will protect against accidental entrance of for-
eign material which could follow intake passage into cylinder and cause extensive damage when engine is
started.
1. No.1 cylinder 6. No.6 cylinder
2. No.2 cylinder 7. LH (No.1) bank
3. No.3 cylinder 8. RH (No.2) bank
4. No.4 cylinder 9. Crank shaft pulley side
5. No.5 cylinder
CAUTION:
The following information on engine service should be noted carefully, as it is important in preventing
damage, and in contributing to reliable engine performance.

ENGINE GENERAL INFORMATION AND DIAGNOSIS (H27 ENGINE) 6-1-5
Fuel Pressure Relief Procedure
After making sure that engine is cold, relief fuel pressure as fol-
lows.
1) Place transmission gear shift lever in “Neutral” (shift selector
lever to “P” range for A/T vehicle), set parking brake, and
block drive wheels.
2) Remove fuel pump relay (1) from its connector.
3) Remove fuel filler cap to release fuel vapor pressure in fuel
tank and then reinstall it.
4) Start engine and run it till it stops for lack of fuel. Repeat
cranking engine 2 – 3 times of about 3 seconds each time to
dissipate fuel pressure in lines. Fuel connections are now
safe for servicing.
5) Upon completion of servicing, install fuel pump relay to relay
box.
Fuel Leakage Check Procedure
After performing any service on fuel system, check to make sure
that there are no fuel leakages as follows.
1) Turn ON ignition switch for 3 seconds (to operate fuel pump)
and then turn it OFF.
Repeat this (ON and OFF) 3 or 4 times and apply fuel pres-
sure to fuel line (till fuel pressure is felt by hand placed on
fuel return hose).
2) In this state, check to see that there are no fuel leakages
from any part of fuel system. CAUTION:
This work must not be done when engine is hot. If done
so, it may cause adverse effect to catalyst.
[A] : Left hand steering vehicle
[B] : Right hand steering vehicle
2. Fuse box

ENGINE GENERAL INFORMATION AND DIAGNOSIS (H27 ENGINE) 6-1-21
For A/T system (Refer to Section 7B1 for diagnosis)
P0505Idle air control system mal-
functionDifference between desired idle speed
and actual idle speed continues to
exceed specified value for longer than
specified time.2 driving
cyclesNot
applicable
P0601
(No.71)Internal control module mem-
ory check sum errorData write error (or check sum error)
when written into ECM1 driving
cycle1 driving
cycle
P1408Manifold absolute pressure
sensor circuit malfunctionManifold absolute pressure sensor
output voltage is higher or lower than
specified value (or sensor circuit
shorted to ground or open).2 driving
cyclesNot
applicable
P1450Barometric pressure sensor
circuit malfunctionBarometric pressure is lower or higher
than specification.1 driving
cycleNot
applicable
P1451Barometric pressure sensor
performance problemDifference between intake manifold
pressure and barometric pressure is
larger than specification.2 driving
cyclesNot
applicable
P1500Engine starter signal circuit
malfunctionEngine starts with no starter signal or
signal input during long period after
start.2 driving
cyclesNot
applicable
P1510ECM back-up power supply
malfunctionNo back-up power after starting
engine.1 driving
cycleNot
applicable DTC NO. DETECTED ITEMDETECTING CONDITION
(DTC will set when detecting : )MIL
(vehicle
without
monitor
connector)MIL
(vehicle
with
monitor
connector)
DTC NO. DETECTED ITEMDETECTING CONDITION
(DTC will set when detecting : )MIL
(vehicle
without
monitor
connector)MIL
(vehicle
with
monitor
connector)
P0705
(No.72)Transmission range switch cir-
cuit malfunctionMultiple signals inputted simulta-
neously or P, R, N, D, 2 or L range sig-
nal not inputted while running at
60km/h or more.2 driving
cyclesNot
applicable
P0715
(No.76)Input speed sensor circuit
malfunctionInput speed sensor signal is lower
than specification while running.2 driving
cyclesNot
applicable
P0720
(No.75)Output speed sensor circuit
malfunctionOutput speed sensor signal not input-
ted while VSS signal being inputted.2 driving
cyclesNot
applicable
P0741TCC (lock-up) solenoid perfor-
mance or stuck offActual TCC operation does not agree
with ON/OFF control from PCM to
TCC.2 driving
cyclesNot
applicable
P0743
(No.65)
(No.66)TCC (lock-up) solenoid electri-
calMonitor signal OFF is detected when
TCC control solenoid is ON or monitor
signal ON is detected when it is OFF.1 driving
cycleNot
applicable
P0751Shift solenoid A (#1) perfor-
mance or stuck offGear change control from PCM to A/T
does not agree with actual gear posi-
tion of A/T.2 driving
cyclesNot
applicable

6-1-22 ENGINE GENERAL INFORMATION AND DIAGNOSIS (H27 ENGINE)
For immobilizer control system (Refer to Section 8G for diagnosis)
P0753
(No.61)
(No.62)Shift solenoid A (#1) electricalMonitor signal OFF is detected when
shift solenoid A (#1) is ON or monitor
signal ON is detected when it is OFF.1 driving
cycleNot
applicable
P0756Shift solenoid B (#2) perfor-
mance or stuck offGear change control from PCM to A/T
does not agree with actual gear posi-
tion of A/T.2 driving
cyclesNot
applicable
P0758
(No.63)
(No.64)Shift solenoid B (#2) electricalMonitor signal OFF is detected when
shift solenoid B (#2) is ON or monitor
signal ON is detected when it is OFF.1 driving
cycleNot
applicable
P18754WD low switch circuit mal-
functionDifference between vehicle speed
detected by VSS and vehicle speed
detected by output speed sensor and
compensated by 4WD low switch is
larger than specification.2 driving
cyclesNot
applicable DTC NO. DETECTED ITEMDETECTING CONDITION
(DTC will set when detecting : )MIL
(vehicle
without
monitor
connector)MIL
(vehicle
with
monitor
connector)
DTC NO. DETECTED ITEMDETECTING CONDITION
(DTC will set when detecting : )MIL
(vehicle
without
monitor
connector)MIL
(vehicle
with
monitor
connector)
P1620
(No.84)ECU code not registered
Refer to Section 8G P1621
(No.83)NO ECU code transmitted
from Immobilizer Control Mod-
ule
P1622
(No.82)Fault ECM
P1623
(No.81)ECU code not matched
NOTE:
DTC NO. with (*) is detected only vehicle without monitor connector.
DTC No. with (**) is detected only vehicle with monitor connector.
For ( ) marked No. in DTC column, it is used for vehicle with monitor connector.
DTC No.12 appears when none of the other codes is identified.

6-1-26 ENGINE GENERAL INFORMATION AND DIAGNOSIS (H27 ENGINE)
PNP SIGNAL (Transmis-
sion Range Switch) (for 4-
A/T)With ignition switch ON, selector lever in “P”
or “N” positionP/N Range
✱
With ignition switch ON, selector lever in “R”,
“D”, “2” or “L” positionD Range
FUEL TANK LEVEL Ignition switch ON 0 – 100 %✱
ELECTRIC LOAD Ignition ON, small light OFF OFF✱
Ignition switch ON, small light ON ON✱
VSS (Vehicle speed sen-
sor) (for 4-A/T)At stop.
0 km/h 0 MPH✱
GEAR POSITION (for 4-
A/T)Ignition switch ON, selector lever is shifted at
“R”, “D”, “2” or “L” range and vehicle stops.1st✱
THROT POS LEVEL
(Throttle position level for
4-A/T)“0” (about idle position), “1”,“2”,“3”,“4”,“5”,“6” or “7” (about full open)
appears according to throttle valve opening.✱
SHIFT SOL #1 (A)
CON (Shift solenoid #1
command signal)
MON (Shift solenoid #1
monitor) (for 4-A/T)Ignition switch ON
Selector lever is shifted at “P”, “R”, “N”, “D”,
“2” or “L” range.
Vehicle stops.ON✱
SHIFT SOL #2 (B)
CON (Shift solenoid #2
command signal)
MON (Shift solenoid #2
monitor) (for 4-A/T)Ignition switch ON
Selector lever is shifted at “P”, “R”, “N”, “D”,
“2” or “L” range.
Vehicle stops.OFF✱
TCC SOL (for 4-A/T)
CON (Torque converter
clutch solenoid command
signal)
MON (Torque converter
clutch solenoid monitor)Ignition switch ON
Selector lever is shifted at “P”, “R”, “N”, “D”,
“2” or “L” range.
Vehicle stops.OFF✱
TRANS RANGE
(for 4-A/T)Ignition switch ON, selector lever is at “P”,
“R”, “N”, “D”, “2” or “L” range.P, R, N, D, 2 or L✱
BRAKE SW
(Brake, stop lamp, switch)
(for 4-A/T)Ignition switch ON, Brake pedal is released. OFF
✱
Ignition switch ON, Brake pedal is
depressed.ON
O/D OFF SW
(Overdrive cut switch)Ignition switch ON, Overdrive cut switch OFF OFF
✱
Ignition switch ON, Overdrive cut switch ON ON
MODE SELECT SW
(Power/Normal change
switch) (for 4-A/T)Ignition switch ON, P/N change switch is at
normal position.NORMAL
✱
Ignition switch ON, P/N change switch is at
power position.POWER
4WD-L SW
(4WD low switch)Ignition switch ON, Transfer lever is shifted
at “4H” or “2H” position.OFF
✱
Ignition switch ON, Transfer lever is shifted
at “4L” position.ON SCAN TOOL DATA CONDITIONNORMAL CONDITION/
REFERENCE VALUEOTHER

6-1-28 ENGINE GENERAL INFORMATION AND DIAGNOSIS (H27 ENGINE)
TP SENSOR VOLT (TP Sensor Output Voltage, V)
Throttle Position Sensor reading provides throttle valve opening information in the from of voltage.
O2S B1 S1 (HO2S Bank 1 Sensor 1 Output Voltage, V) / O2S B2 S1 (HO2S Bank 2 Sensor 1 Output
Voltage, V)
It indicates output voltage of HO2S SENSOR 1 installed on exhaust manifold (pre-catalyst).
O2S B1 S2 (HO2S Bank 1 Sensor 2 Output Voltage, V) / O2S B2 S2 (HO2S Bank 2 Sensor 2 Output
Voltage, V)
If indicates output voltage of HO2S SENSOR 2 installed on exhaust pipe (post-catalyst). It is used to detect cat-
alyst deterioration.
FUEL SYSTEM B1 (Fuel System Bank 1 Status) / Fuel System B2 (Fuel System Bank 2 Status)
Air/fuel ratio feedback loop status displayed as one of the followings.
OPEN : Open loop-has not yet satisfied conditions to go closed loop.
CLOSED : Closed loop-using oxygen sensor(s) as feedback for fuel control.
OPEN-DRIVE COND : Open loop due to driving conditions (Power enrichment, etc.).
OPEN SYS FAULT : Open loop due to detected system fault.
CLOSED-ONE O2S : Closed loop, but fault with at least one oxygen sensor may be using single oxygen sensor
for fuel control.
CALC LOAD (Calculated Load Value, %)
Engine load displayed as a percentage of maximum possible load. Value is calculated mathematically using the
formula : actual (current) intake air volume ÷ maximum possible intake air volume x 100%.
TOTAL FUEL TRIM (%)
The value of total fuel trim is obtained by putting values of short term fuel trim and long term fuel trim together.
This value indicates how much correction is necessary to keep the air/fuel mixture stoichiometrical.
CANIST PRG DUTY (EVAP Canister Purge Flow Duty, %)
This parameter indicates valve ON (valve open) time rate within a certain set cycle of EVAP canister purge valve
which controls the amount of EVAP purge.
VEHICLE SPEED (km/h, MPH)
It is computed based on pulse signals from vehicle speed sensor on transfer or transmission.
FUEL CUT (ON/OFF)
ON : Fuel being cut (output signal to injector is stopped).
OFF : Fuel not being cut.
MAP (Manifold Absolute Pressure, mmHg, kPa)
This parameter indicates the pressure in the intake manifold absolute pressure.
A/C CONDENSER FAN (ON/OFF)
This parameter indicates the state of the A/C Condenser Fan control signal.
BLOWER FAN (ON/OFF)
This parameter indicates the state of the blower fan motor switch.

ENGINE GENERAL INFORMATION AND DIAGNOSIS (H27 ENGINE) 6-1-29
EGR VALVE (%)
This parameter indicates opening rate of EGR valve which controls the amount of EGR flow.
A/C SWITCH (ON/OFF)
ON : Command for operation being output from A/C amplifier to compressor.
OFF : Command for operation not being output.
PSP SWITCH (ON/OFF)
ON : PSP switch detects P/S operation. (high P/S pressure)
OFF : PSP switch not detects P/S operation.
PNP SIGNAL (Transmission Range Switch, P/N or D range)
Whether the transmission range switch (P/N position switch) at P or N range or at R, D, 2 or L range is displayed.
If at P or N range, “P/N range” is displayed and if at R, D, 2 or L range, “D range” is displayed.
FUEL TANK LEVEL (%)
This parameter indicates approximate fuel level in the fuel tank. As the detectable range of the fuel level sensor
is set as 0 to 100 %, however, with some models whose fuel tank capacity is smaller, the indicated fuel level may
be only 70 % even when the fuel tank is full.
ELECTRIC LOAD (ON/OFF)
ON : Small light switch ON or rear window defogger switch ON.
OFF : Small light switch OFF and rear window defogger switch OFF.
VSS (4-A/T) (km/h, MPH)
It is computed by using pulse signals from vehicle speed sensor on 4-speed automatic transmission.
THROT POS LEVEL (Throttle Position Level For 4-A/T, “0”, “1”, “2”, “3”, “4”,“5”,“6” or “7”)
This parameter indicates which level (zone) the throttle valve opening is in.
The throttle opening is divided into 8 levels (zones) from “0” (about idle position) to “7” (about full open) and sig-
nals are assigned to each opening level (zone). PCM controls the automatic gear change of the automatic trans-
mission by using these signals according to the signal from the TP sensor.
GEAR POSITION (1ST, 2ND, 3RD or 4TH)
The gear position is determined on the basis of the command state signals generated from PCM to shift sole-
noids A and B (#1 and #2) and displayed as shown in the table below.
SHIFT SOL #1 CON/MON (Shift Solenoid #1, A Command/monitor, ON/OFF)
CON-ON : ON command being output to shift solenoid #1, A.
CON-OFF : ON command not being output.
MON-ON : Electricity being passed to shift solenoid #1, A.
MON-OFF : Electricity not being passed.SHIFT SOLENOID-A SHIFT SOLENOID-B
DISPLAY1ST ON OFF
2ND ON ON
3RD OFF ON
4TH OFF OFF