Introduction

Suzuki used to produce a factory diesel edition of Jimny, primarily for the market of Western Europe (excluding United Kingdom).

The catalogue model name for diesel Jimny edition is JB53. Its technical model name is SN415.

The marketing name for diesel Jimnys is "DDiS".

DDiS Jimnys were most popular in Portugal, Spain, Italy and France. A rough estimation is that almost every second Jimny in those countries, which was sold in the period 2003-2011, was DDiS.

DDiS Jimnys also had minor to moderate presence in several other European countries. Notable examples are Belgium, Germany and Austria. A rough estimation is that two in every ten sold Jimnys in those countries, in the period 2003-2011, were DDiS.

Note: DDiS Jimnys have never been available in United Kingdom.

Since DDiS Jimnys were produced "only" between 2003 and 2011, while petrol Jimnys have been in production since 1998 and still ongoing in 2017, DDiS Jimnys are relatively rare even in Europe.

Therefore, a potential Jimny buyer would normally be concerned what parts for the relatively rare DDiS Jimnys are specific to them, and how difficult is it to obtain those parts. Also, their typical concern is about servicing the diesel engine and other DDiS specifics.

Existing DDiS Jimny owners are usually struggling to find technical or service information about DDiS Jimnys, because there is hardly anything written about DDiS Jimnys in English language on the Internet.

The purpose of this article is to state all specifics about DDiS Jimnys which are not common with the ubiquitous petrol Jimny editions.

How to spot a DDiS Jimny on the road

DDiS Jimny have only two specific visible traits and one acoustic trait:

• All DDiS Jimnys have a prominent "power bulge" on its bonnet which looks like it has been glued to the bonnet.
• All DDiS Jimnys have a "DDiS" badge on both front wheel fenders, near side turning lights.
• Diesel engine's sound is easy to recognize due to characteristic diesel "knocking" sound.

If 7th and 8th character in vehicle's VIN are "53", than it's a DDiS edition.

Note: Petrol Jimnys made after 2012 also have bonnet bulge, but it is different than a DDiS bonnet bulge. DDiS bulge is narrower and taller. The post-2012 petrol bulge is much wider and lower.

Both bulges are fake. They are blanked with a black plastic blanking plate, so actually no air passes through them.

A DDiS bulge actually has a technical purpose - to provide some additional space for the top of the 1.5 DCI engine to fit under the bonnet when the bonnet is closed. The intercooler in newer 63 kW DDiS Jimnys has no connection nor relation with the bonnet bulge. The intercooler is positioned low right front, just behind the front bumper.

A post-2012 petrol bulge has no technical purpose. It has only a financial purpose - to increase sales.

DDiS bonnet bulge pictures

• DDiS Jimny bonnet - A01.jpg

  DDiS Jimny bonnet - front view

• DDiS Jimny bonnet - A02.jpg

  DDiS Jimny bonnet - front side view 1

• DDiS Jimny bonnet - A03.jpg

  DDiS Jimny bonnet - front side view 2

• DDiS Jimny bonnet - B01.jpg

  DDiS Jimny in action

Post-2012 petrol bonnet bulge pictures

• Post-2012 Jimny bonnet - A01.jpg

  Post-2012 Jimny bonnet - picture 1

• Post-2012 Jimny bonnet - A02.jpg

  Post-2012 Jimny bonnet - picture 2

• Post-2012 Jimny bonnet - B01.jpg

  Post-2012 Jimny bonnet - picture 3

• Post-2012 Jimny bonnet - C01.jpg

  Post-2012 Jimny bonnet - picture 4

Advantages and disadvantages of DDiS versus petrol

Advantages

• Lower fuel consumption, especially in city driving;
• Overall fuel consumption is probably the lowest among any proper all-terrain vehicle model ever produced.
• Much higher torque (pulling power), especially newer DDiS with 63 kW engine;
• Engine's RPM-torque curve is much more biased towards 1500-2000 RPM range, which is excellent for all-terrain driving;
• Much better suited for towing;
• Has a mean looking power bulge on the bonnet, which is different and larger than the power bulge on post-2012 petrol Jimnys;
• Engine sounds mean and utilitarian, making the vehicle appear like a larger serious 4WD truck both from inside and from outside.

The plentiful torque of the 63 kW diesel engine means that it is much less sensitive to additional load in the vehicle than the petrol engine. For example, the engine still pulls solidly even with four adult passengers inside, a roof box full of bags, four bicycles on the towbar and air conditioning on.

Disadvantages

• Availability limited to certain European countries, and in most of them it is rather rare.
• Not produced after year 2011.
• The engine weights cca 80 kg more, so vehicle's already unbalanced front-to-rear weight distribution is further worsened - slightly increasing vehicle's tendency to oversteer in bends, lose traction on uphill bends, or especially when going uphill in reverse (all this in 2WD mode);
• The engine is noisier and certainly vibrates more than the petrol, decreasing interior comfort;
• Higher periodic engine maintenance costs;
• Generally, diesel engines are much more complex than petrol ones, increasing the overall risk of failures, some of which are very hard to diagnose and/or very expensive to repair;
• Older 48 kW Renault 1.5 DCI engines are notorious for developing catastrophic engine failures caused by some elements of the fuel supply and distribution/injection system;
• The overall reliability of Renault's 1.5 DCI diesel engines generally is not quite on the same level as the excellent reliability of Suzuki's M13 petrol engines. But "your mileage may wary" as they say!
• Vehicle is a half-breed of two completely different vehicle manufacturers. It has Renault's engine and some engine peripherals, with Suzuki's vehicle computer and some engine peripherals. So, if it develops a complicated engine issue, you will be stuck (or stretched) between two sides. Only Suzuki workshops can read and change all genuine failure/diagnostic codes, descriptions and settings, but most of those workshops have no experience and knowledge about Renault's engines. On the other hand, Renault workshops have the best knowledge and experience about servicing Renault engines, but no proper access to vehicle's ECU. You will most probably have to move the vehicle back and forth between those two to completely resolve the issue (if the two sides are that cooperative)!
• Not great for hard-core offroading, because turbocharger works only above cca 1500 RPM (standard turbocharger "turbolag" issue);
• If frequent stopping/pausing while offroading is performed (for example to take pictures etc.), the engine should not be turned off because turbocharger needs cooling down first (standard turbocharger issue);

DDiS generations

Introduction

There have been two major generations of DDiS Jimny editions, and one "intermediary" generation.

• The 1st generation corresponds to "Type 4" Jimny technical revision;
• The "1.5th" generation corresponds to "Type 5" Jimny technical revision;
• The 2nd generation corresponds to "Type 6" and "Type 7" Jimny technical revision;

Note: A "type" is Suzuki's term for vehicle's technical production revision. For more information about Jimny "types", see wiki chapter "Manuals and owners guides".

• The 1st DDiS model was produced from 2003 until the first part of 2005.
• The 1.5th DDiS model was produced for a short while in 2005.
• The 2nd DDiS model was produced from the end of 2005 until approx 2011. The second model had several minor revisions. The differences between types 6 and 7 are generally minor.

Differences among the generations

The change from 1st to 2nd DDiS model occurred at the same time period when all Jimnys (both petrol and diesel) changed from manually operated 4WD transfer box to electrically operated (push-button) transfer box and from 1st generation interior trim to 2nd generation interior trim and from 1st generation front bumper to 2nd generation front bumper. This transition occurred during the second half of 2005.

The "1.5th" intermediary generation-model existed in the transitional period during 2005, and it contains a mix of new and old components. For example, a DDiS vehicle with older 48 kW engine and 1st generation front bumper, but with electrically operated transfer box and new interior trim. There might be some other rare combinations as well in that intermediary generation. Suzuki was probably getting rid of some old parts to clear the production line. Vehicles from this intermediary generation are rare since it was not produced for a long time.

The most significant changes between 1st and 2nd DDiS models:

1. Change of engine from 48 kW (65 HP) to 63 kW (86 HP) by the addition of an intercooler.
2. Different fuel injection system;
3. Different fuel filter;
4. Different electrical generator and alternator;
5. Different air conditioning system and piping;
6. Different turbo charger;
7. Different engine sensors (crankshaft, camshaft, lambda, etc.);
8. Different engine cooling system and piping;
9. Different ECU (vehicle computer);
10. Change from manually (lever) shifted transfer box to electrically (push-button) shifted transfer box;
11. Possibly a different gearbox?
12. Change from 1st generation to 2nd generation front bumper (see wiki article "Front bumper issues");
13. Completely redesigned interior trim (dashboard, instrument panel, steering wheel, switches and dials, seats, etc.);

The summary of the changes in the engine bay is that, while the basic engine block might have remained the same, most of the peripheral engine components have changed, and an intercooler was added. This resulted in significant power and torque increase (from 160 Nm to 200 Nm). Fuel consumption remained the same, which is officially 5,6 l/100km extra-urban, 7,0 l/100km urban and 6,1 l/100km combined.

The change from 1st to 2nd DDiS model also contains many common technical changes which happened with petrol Jimnys during the same transitional period. Examples are different CV joints, front brake discs and front brake pads, handbrake cables, external side mirrors, etc.).

The newer intercooled 63 kW DCI engine requires the use of 2nd generation front bumper (to accommodate the intercooler and to feed it with air). That is why the 2nd generation front bumper was invented in the first place, but Suzuki sadly decided to bolt it onto every petrol Jimny as well from 2006 until 2012.

Additional notes

Warning:
All DDiS Jimnys with the older 48 kW (non-intercooled) engine should be avoided like the plague! The reason is a notorious catastrophic engine failure, which commonly develops in those engines. It is a common issue with those Renault engines which are found in many other vehicle models from the era of 2003-2005 (Clio for example). In short, a poorly made high pressure fuel pump starts to create metal particles, which then quickly destroy fuel injectors and even engine cylinders. The result is a total engine write-off.

There have been numerous reports of exactly that problem plaguing DDiS Jimnys with 48 kW 1.5 DCI engine. There have also been several success stories of such Jimnys achieving more than 200 000 kilometers on the odometer without a problem. But why gamble, especially when 48 kW is severely underpowered?

The only two advantages to have a 1st generation DDiS Jimny instead a 2nd generation DDiS Jimny are:

1. To have a smaller 1st generation front bumper;
2. To have a manually (lever) shifting transfer box;

Newer 2nd generation DDiS Jimnys with 63 kW 1.5 DCI engines have different fuel injection system components which typically do not suffer from the above mentioned catastrophic failures. They also have significantly more power and torque than the 1st generation DDiS Jimnys, while retaining the same (or even better) fuel consumption.

There used to be widespread belief that DDiS Jimnys were made exclusively by Santana in Spain. However, there have been several confirmed findings of DDiS Jimnys which were made in Japan (VINs beginning with "JSA...."). Also, Suzuki's official service manuals clearly mention VIN ranges for DDIS Jimnys which are made in Japan, and contain a lot of servicing information for them. All Jimnys built by Santana have their own different service manuals.

It would be recommended to buy a "made in Japan" DDiS Jimny purely because Santana built Jimnys tend to have a mix of different parts and configurations without some particular rule. Adding that variety to the existing variety of having a DDiS in the first place might be a little bit too much of varieties.

Notes on DDiS engines

General information

Both the older 48 kW and newer 63 kW "DDiS" engines are (more or less) ordinary Renault "1.5 DCI" diesel engines. Renault's 1.5 DCI diesel engines are used in many other vehicles, primarily Renault ones (of course), but also many Dacias, some Nissans, etc.

The technical name of all 1.5 DCI engines is "K9K".

Beware that there are generally many editions and revisions of 1.5 DCI engines. The number suffix after the "K9K" name determines the edition/version of the engine.

The various editions and versions of 1.5 DCI engines are distinguished primarily by their power output (ranging from 48 kW to cca 81 kW). However, the configuration and models of engine peripherals like the turbocharger, intercooler, fuel injection system, emission control system etc. are highly dependent on the engine edition/version.

More information on 1.5 DCI engines is written in an article in global world Wikipedia.

Notes on older 48 kW engine (K9K 700)

• The technical name of the older 48 kW DDiS engine is "K9K 700".
• Main specifications: diesel, 1461 cm3 cubic capacity, power 48 kW / 65 PS, direct injection, common-rail, torque 160 Nm @ 2000 RPM, turbocharged, non-intercooled.
• It conforms to Euro 3 emission specifications.
• This (or very similar) engine is also used in some editions of Renault Clio II, Renault Kangoo and Dacia Logan.
• On those vehicles, the engine can be recognized by having the same 48 kW of power, but the compatibility of every engine part, sensor and peripheral device against the engine used in DDiS Jimny may vary. Investigating all that would be a grand project!
• This engine has a very troublesome fuel injection system, and therefore all vehicles with this engine should be avoided!

Notes on newer 63 kW engine (K9K 266)

• The technical name of the newer 63 kW DDiS engine is "K9K 266".
• Main specifications: diesel, 1461 cm3 cubic capacity, power 63 kW / 86 PS, torque 200 Nm @ 1750 RPM, turbocharged, intercooled.
• It conforms to Euro 4 emission specifications.
• This (or very similar) engine is also used in Renault Clio III, Renault Megane II and III, Renault Modus, Dacia Sandero and Nissan Micra III.
• On those vehicles, the engine can be recognized by having the same 63 kW of power, but the compatibility of every engine part, sensor and peripheral device against the engine used in DDiS Jimny may vary. Investigating all that would be a grand project!
• The fuel injection system in this engine is different than in K9K 700 engine, and generally has no widespread issues.

Parts availability for DDiS engines

Most suzuki's warehouses and distribution centers in Europe stock all parts for DDiS Jimnys, even all engine parts, normally like any other part, under Suzuki's catalogue numbers and with Suzuki badging on the packaging. It is logical to assume that they bought at least the engine parts either from Renault or from Renault's OEM suppliers.

However, most engine and engine peripherals' parts can also be bought either genuine from Renault or on the aftermarket. That is good news because Suzuki's prices are generally horrendously expensive (but not always though).

The main issue is that it's not easy to determine which Renault parts are the matching equivalents, because of so many variations of 1.5 DCI engines. The simplest way is to have your DDiS engine serviced by experienced Renault mechanics, who should be able to determine and obtain the matching Renault or aftermarket parts for your DDiS Jimny's engine.

You can of course do you own investigations and matching on the Internet.

The forum user Bosanek had personal experience with successfully using the following OEM Renault or aftermarket parts in his own DDiS 2nd gen. (type 6) Jimny:

DDiS engine parts used

Part description	Suzuki P.N.	Part actually used	Alternatives	Notes
Timing belt kit (timing belt and timing belt tensioner)	?	Genuine Renault (P.N. 77 01 477 028)	Others available	None
Accessory drive belt (serpentine belt)	?	Genuine Renault (P.N. unknown)	Others available	P.N. unknown because mechanic obtained the part
Water pump	?	Genuine Renault (P.N. unknown)	Others available	P.N. unknown because mechanic obtained the part
Glow plug(s)	?	SWAG 30 91 7979	Many others available	None
Camshaft sensor	?	Metzger 0903038	Many others available	None
Crankshaft sensor	?	Metzger 0902052	Many others available	None
Inlet metering valve (fuel pressure regulator) for the high pressure fuel pump	?	Delphi 9109-903	No other models or makes appear to be compatible	Alternate P.N.: Delphi 28233373 and Delphi 9307Z523B
Camshaft front oil seal	?	Genuine Renault, P.N. unknown	Others available	P.N. unknown because mechanic obtained the part
Coolant temperature sensor	?	Metzger 0905159	Others available	Acquired preventively but not yet installed
Electrical generator pulley	?	Iskra (if remembered correctly) (P.N. unknown)	?	P.N. unknown because electrician obtained the part
Fuel filter	15410-84A51	1. Genuine Suzuki 15410-84A51 2. Mann WK 9008	Many others available	The filter in Suzuki's genuine packaging was in fact Mahle/Knecht KL 404 - high quality
Air filter	?	Japanparts FA-823S	Many aftermarket brands available	None
Oil filter	?	Blue Print ADN12121	Many aftermarket brands available	None

Currently no other reports of using replacement parts in DDiS engines exist, but even this list provides solid confidence in aftermarket availability of DDiS engine parts.

Tips for care and maintenance of DDiS engines

Renault's DCI engines are not the most robust engines in the industry, and they should be driven with care. If done so, they typically return the same amount of care.

Important elements of care

1. Do not drive off immediately after starting a cold engine. In the summer time, wait at least 10 seconds. In the winter time, wait at least 30 seconds, or at least a minute for freezing temperatures.
2. Even if you restart a warm engine after a shorter pause, wait at least 10 seconds before driving off, so that the engine oil achieves good flow.
3. Do not shut the engine off immediately after stopping, especially after high speed driving, driving uphill or driving off road (in short, under load)! Idle the engine for at least a minute after stopping in such situations, so that the turbocharger cools off through the flowing oil. Otherwise, turbocharger's bearings can be damaged. This is a standard issue with all turbocharged engines.
4. Avoid "revving" the engine hard in any condition (above 3500 RPM). Preferably keep the engine RPMs under 3000 RPM. There isn't much benefit in "revving" a diesel engine in general, as their torque curve is biased much more around 2000 RPM range.
5. Do not use high throttle in low engine RPMs (below cca 1500 RPM). This puts excessive load on the engine and the turbocharger. If RPMs drop that low, don't be lazy - change to lower gear and then apply the throttle.
6. Use high quality engine oil and change it at least every 10 000 km (manual says every 15 000 km). For frequent off road driving, use oil changing intervals of 7000-8000 km.
7. Change the air filter with each engine oil change. Don't skimp and just clean it!
8. Do not use low quality diesel fuel! The fuel injection systems of DCI engines are quite sensitive and delicate, and low quality fuel can produce many headaches (intermittent annoying issues or even permanent and expensive damage).
9. Avoid letting the fuel level in the fuel tank drop to the reserve. This way gum and deposits from the bottom of the fuel tank could get sucked into the delicate fuel distribution and injection system.
10. Replace the fuel filter in regular intervals. It's a rather simple job. Manuals says every 45 000 km, but this highly depends on the fuel quality in your country. Many Eastern and South Eastern European countries are notorious for the presence of low quality fuels, so much that some vehicle manufacturers do not sell their diesel vehicles in such countries at all. In such circumstances, the fuel filter should be replaced every 30 000 km, preferably every 20 000 km. It's your choice!
11. Use only high quality fuel filters. Proven high quality fuel filters for 2nd gen. (63 kw) DDiS Jimnys are Mahle/Knecht KL 404, Mann WK 9007, Valeo 587544, etc. There are other high quality brands of course.
12. Have the EGR valve and turbocharger's connecting pipes cleaned of soot and other deposits in regular intervals (for example every 50 000 km at most).
13. You might consider periodically using engine flushing chemicals to flush the engine when changing engine oils. A possibly recommended interval might be every 50 000 km. However, this is a somewhat controversial topic in general, so you should perform the final investigation about the risks of this procedure in general.
14. You might consider periodically using fuel flushing chemicals to flush the fuel in the fuel tank, fuel piping and clean the fuel injectors. If high quality chemicals are used, there should not be any risk of side effects. Renault sells a "diesel fuel injection system treatment" chemical which is allegedly specifically made for their DCI engines. The best time to use fuel treatment chemicals is shortly before changing the fuel filter.

The procedure of using a fuel treatment chemical

1. Buy the treatment chemical of your choice.
2. Drive until the fuel tank is almost empty.
3. Stop at your desired gas station.
4. Pour the fuel treatment chemical in the fuel tank.
5. Pour in diesel fuel until the fuel tank is half full (to achieve double density of chemical in the fuel).
6. Drive hard in the following period until you almost empty the fuel tank. The best way is to drive on the motorway in 4th gear but at the same speed as you would normally drive in the 5th gear. For example, drive at 100 km/h in 4th gear continuously for at least 15 minutes. That will be around 3200 RPM and will both burn out any deposits in the engine and the exhaust (catalytic converter etc.) as well as pump high fuel flow through the fuel injection system.
7. When you almost empty the fuel tank, pour in new diesel fuel normally and you're done.
8. Replace the fuel filter.

Servicing DDiS engines

When doing regular periodic maintenance of your DDiS engine, or in the unfortunate event that you do have a problem with your DDiS engine, your best chance of repair would be to go to an experienced Renault mechanic. If they initially refuse to work on a non-Renault vehicle, try to persuade them to work on the engine only, and tell them that it's practically a standard Renault engine.

If the problem is so complicated that it requires accessing vehicle's ECU for performing diagnostics or changing computer settings, you will most probably have to go to a Suzuki authorized workshop because only Suzuki's genuine diagnostic devices can properly access all information and settings in DDiS Jimny's ECUs. Renault's diagnostic devices will probably recognize a generic OBD2 ECU with a rather limited information set available (that has at least been Bosanek's experience).

Technical differences between DDiS and petrol Jimnys

Introduction

Since DDiS Jimnys are relatively rare compared to the presence of petrol Jimnys (depending on a country), a potential buyer is certainly concerned what parts of DDiS Jimnys are specific to them, and how difficult is it to buy them in the aftermarket.

This chapter gives detailed overview of the status of many vehicle component for which the compatibility has been determined "in the field".

Note on the terms in the parts tables

• "Common" means that such a part is commonly shared between DDiS and at least one of petrol Jimny revisions - usually at least the same petrol revision ("type") as the DDiS revision ("type") - in third words, compatible with petrol vehicles which were in production at the time as the corresponding DDiS revision;

• "Specific" means that a part is unique/specific only to DDiS Jimnys. It won't fit petrol Jimnys and vice versa. Therefore, you have to buy this part specifically for a DDiS Jimny or scavenge it from another DDiS Jimny if not available. Also beware that some "DDiS specific" parts are compatible only with the 1st or the 2nd DDiS generation. Read the notes in the tables for details!

Also beware that Jimnys built by Santana in Spain (both petrol and diesel) might have some parts specific to them only! Spanish Jimny's VIN's begin with VSE....

Suspension parts

Suspension

Component	Compatibility	Checked in practice?	Notes
Radius arms, front	Common	No	None
Radius arms, rear	Common	No	None
Radius arm bushings (all)	Common	No	All radius arm to chassis bushings were improved in 2007 (just like in petrol Jimnys) to fight death wobble
Panhard rod, front	Common	No	Common with LHD petrol Jimnys only (all RHD Jimnys have a front panhard rod specific to them)
Panhard rod, rear	Common	No	None
Panhard rod bushes, front	Common	No	None
Panhard rod bushes, rear	Common	No	None
Coil springs, front	Specific	No	Stronger to cope with extra weight in the engine bay DDiS P.N.: 41111-84A00 (per piece) - used by all DDiS Jimnys
Shock absorbers, front	Specific	No	Stronger to cope with extra weight in the engine bay DDiS P.N.: 41600-84A00 (per piece) - used by all DDiS Jimnys
Coil springs, rear	Common	No	Common with LHD petrol Jimnys only (all RHD Jimnys have rear springs specific to them)
Shock absorbers, rear	Common	No	None
Stabilizer (anti roll) bar	Specific	Yes, on type 6 DDiS	Bar diameter 28 mm (significantly thicker than in petrol Jimnys) DDiS P.N.: 42311-84A00 - used by all DDiS Jimnys
Stabilizer bar bushing brackets	Specific	Yes, on type 6 DDiS	Larger to accommodate larger bushings DDiS P.N.: 42415-84A00 - used by all DDiS Jimnys
Stabilizer bar to chassis bushings	Specific	Yes, on type 6 DDiS	Inner diameter 28 mm, outer diameter also larger DDiS P.N.: 42412-84A00 (per piece) - used by all DDiS Jimnys
Stabilizer bar to axle "drop" link	Common	No	None
Wheel rims	Common	Yes, on type 6 DDiS	None

Drivetrain parts

Drivetrain

Component	Compatibility	Checked in practice?	Notes
Constant velocity (CV) joint	Common	Yes, on type 6 DDiS	For all Jimnys: CV joints in type 5 and newer are different than in type 4 and older
Kingpin	Common	Yes, on type 6 DDiS	None
Kingpin bearing	Common	Yes, on type 6 DDiS	None
Front wheel bearing	Common	Yes, on type 6 DDiS
Rear wheel bearing	Common	No	None
Vacuum locking hub	Common	Yes, on type 6 DDiS	For all Jimnys: Vacuum locking hubs in type 5 and newer are different than in type 4 and older
Seals (steering knuckle, halfshaft, wheel bearing, etc.)	Common	Yes, on type 6 DDiS	None
Front wheel hub casing	Common	Yes, on type 6 DDiS	For all Jimnys: Wheel hub casings in type 5 and newer are different than in type 4 and older
Front axle casing	Specific	No	Probably because of different coil spring seats or shock absorber mounts Used by all DDiS Jimnys
Rear axle casing	Common	No	None
Axle differential drain and filler plugs	Common	Yes, on type 6 DDiS	Common for both front and rear

Steering parts

Steering

Component	Compatibility	Checked in practice?	Notes
Steering column assembly	For 1st gen. DDiS: Common except column itself and the cover For 2nd gen. DDiS: Common except the cover	No	1a. The column itself in petrol Jimnys in type 5 and newer is different than in type 4 and older. 1b. The column in 2nd gen. DDiS matches the newer column from petrol Jimnys. 2. The difference in the cover (casing) might just be cosmetic
Steering box	Specific	No	DDiS P.N.: 48600-84A80
Steering box pitman arm	Specific	No	DDiS P.N.: 48671-84A80
Tie rod, in front of the front axle	Common for Jimnys made in Japan Specific for Santana Jimnys	No	See note below
Tie rod, behind the front axle	Common for Jimnys made in Japan Specific for Santana Jimnys	No	See note below
Tie rod end, left hand tread	Common for Jimnys made in Japan Specific for Santana Jimnys	No	See note below
Tie rod end, right hand tread	Common for Jimnys made in Japan Specific for Santana Jimnys	No	See note below
Power steering pump, pulleys and piping	Specific	No	None
Power steering oil tank	Common	No	None

Engine and engine peripherals parts

Engine and engine peripherals

Component	Compatibility	Checked in practice?	Notes
Engine itself	Specific (obviously!)	No need	None
Engine mounting bushes, front	Specific	No	Two are used per engine (left and right)
Engine mounting bush rear ("gearbox mount")	Specific for 1st gen. DDiS Common for 2nd gen. DDiS	No	One is used per engine
Engine cooling system	Specific	Yes, on type 6 DDiS	The engine cooling system also differs between 1st and 2nd DDiS generation
Fuel injection system	Specific	Obvious	The fuel injection system also differs between 1st and 2nd DDiS generation
Fuel filter	Specific	Yes, on type 6 DDiS	The fuel filter also differs between 1st and 2nd DDiS generation
Air conditioning system	Specific
Electrical generator	Specific?
Electrical engine starter	Specific?
Air filter and oil filter	Specific
Sensors (camshaft, crankshaft, oxygen, temperature, etc.)	Specific
Catalytic converter	Specific?

Transmission parts

Transmission

Component	Compatibility		Notes
Front differential	Specific?
Front halfaxle, left	Common?
Front halfaxle, right	Common?
Rear differential	Specific?
Rear halfaxle, left	Common?
Rear halfaxle, right	Common?
Propeller shaft from gearbox to transfer case	Common?
Propeller shaft from transfer case to front axle	Common?
Propeller shaft from transfer case to rear axle	Common?
Universal joint for propeller shafts	Common
Transfer box casing	Specific?
Transfer box gears and components	Specific?
Gearbox casing	Specific?
Gearbox gears and components	Specific?
Front wheel vacuum locking hubs	Common
Vacuum system for operating front wheel hubs	Specific (partially)*
Transmission lever (for older transfer boxes)	Common
Transmission buttons and electrics (for newer transfer boxes)	Common

Body parts

Bodywork

Component	Compatibility	Checked in practice?	Notes
Chassis	Specific (front rails strengthened)
Bonnet	Specific (has a bulge)
Engine bay internals	Specific (different layout of engine peripherals)
All other body panels	Common

Electrical parts

Electrical

Component	Compatibility	Checked in practice?	Notes
ECU (computer)	Specific
Instrument cluster	Specific
Fuse and relay box in the engine compartment	Specific
Fuse box under the dash board	Specific for 1st gen. DDiS Common for 2nd gen. DDiS
Overall wiring	Partly specific
Lamps (driving, turn, brake, interior, etc.)	Common

Fuel tank system parts

Fuel tank system

Component	Compatibility	Checked in practice?	Notes
Fuel tank	Specific?
Fuel tank intake piping	Specific?
Fuel tank filler cap	Specific

Other parts

Other

Component	Compatibility	Checked in practice?	Notes
Cabin (pollen) filter	Common	Yes	Example product is Blueprint ADK82502
Throttle pedal assembly	Specific	No	None
Brake pedal assembly	Common	No	None
Clutch pedal	Common	No	None
Clutch pedal small back lever	Specific	No	None

Brake system parts

The entire brake system (brake discs, brake pads, brake drums, brake shoes, calipers, cylinders, cables, piping, etc.) is the same as in petrol Jimnys.

However, bear in mind that (for all Jimnys) certain brake components differ in types 5 and newer from types 4 and older. Examples are brake discs and brake pads.

Notes on vacuum system for front wheel hubs

In DDiS Jimnys, the vacuum system for the front wheel vacuum locking hubs is located in a different portion of the engine bay. It is much more accessible in DDiS Jimnys.

The vacuum is supplied directly by engine's vacuum pump (which itself is directly connected to the electrical generator), while in petrol Jimnys there is no vacuum pump at all.

There is no tank to store the vacuum. However, the valves and switches of the vacuum system, as well as the piping, are the same as in petrol Jimnys, except for some possible length differences in the piping. The piping scheme between the valves and the hubs are the same.

Notes on vehicle computer systems

The ECU (vehicle computer) is still Suzuki's despite the engine being Renault's. Suzuki adopted all engine sensors and electrics to be compatible with its ECU, and vice versa.

Therefore, all diagnostic devices (including Suzuki's genuine SDT tool of course) which read Suzuki's diagnostic protocols can normally and fully access all diagnostic information and settings.

On the other hand, Renault's diagnostic devices will (most likely) recognize the ECU as nothing more than another generic OBD2 unit, and the most that they would most likely be able to read is generic standard OBD2 data (which Suzuki intentionally made to be relatively scarce to force you to come to them for full diagnostic aid).

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Page last edited on 20/01/2017 by user Bosanek