FOREWORD - discodan dot org

FOREWORD

This wiring diagram manual has been prepared to provideinformation on the electrical system of the 1992 TOYOTACELICA.

Applicable models: AT180 Series

ST184, 185 Series

For service specifications and repair procedures of the abovemodels other than those listed in this manual, refer to thefollowing manuals:

Manual Name Pub. No.

1992 CELICA Repair ManualVolume 1Volume 2

1992 Model New Car Features

RM251U1RM251U2NCF079U

All information in this manual is based on the latest productinformation at the time of publication. However, specificationsand procedures are subject to change without notice.

TOYOTA MOTOR CORPORATION

Servicing vehicles with an SRS AIRBAG (referred to as the airbag in theremainder of this manual) installed.When handling airbag components (removal, installation or inspection, etc.),always follow the directions given in the repair manuals listed above toprevent the occurrence of accidents and airbag malfunction.

NOTICE

2

INTRODUCTION

This manual consists of the following 11 sections:

No. Section Description

A

INDEX Index of the contents of this manual.

A

INTRODUCTION Brief explanation of each section.

B HOW TO USETHIS MANUAL Instructions on how to use this manual.

C TROUBLE–SHOOTING Describes the basic inspection procedures for electrical circuits.

D ABBREVIATIONS Defines the abbreviations used in this manual.

EGLOSSARY OFTERMS ANDSYMBOLS

Defines the symbols and functions of major parts.

F RELAY LOCATIONS Shows position of the Electronic Control Unit, Relays, Relay Block, etc.This section is closely related to the system circuit.

G ELECTRICALWIRING ROUTING

Describes position of Parts Connectors, Splice points, Ground points, etc.This section is closely related to the system circuit.

H POWER SOURCE(Current Flow Chart)

Describes power distribution from the power supply to various electricalloads.

INDEX Index of the system circuits.

I

SYSTEM CIRCUITS

Electrical circuits of each system are shown from the power supply throughground points. Wiring connections and their positions are shown andclassified by code according to the connection method. (Refer to thesection, “How to use this manual”).The “System Outline” and “Service Hints” useful for troubleshooting arealso contained in this section.

J GROUND POINTS Shows ground positions of all parts described in this manual.

K OVERALLWIRING DIAGRAM Provides circuit diagrams showing the circuit connections.

3

HOW TO USE THIS MANUAL

This manual provides information on the electrical circuits in on vehicles by dividingthem into a circuit for each system.

The actual wiring of each system circuit is shown from the point where the power sourceis received from the battery as far as each ground point. (All circuit diagrams are shownwith the switches in the OFF position.)

When troubleshooting any problem, first understand the operation of the circuit wherethe problem was detected (see System Circuit section), the power source supplyingpower to that circuit (see Power Source section), and the ground points (see GroundPoints section). See the System Outline to understand the circuit operation.

When the circuit operation is understood, begin troubleshooting of the problem circuitto isolate the cause. Use Relay Location and Electrical Wire Routing sections to findeach part, junction block and wiring harness connectors, wiring harness and wiringharness connectors, splice points, and ground points of each system circuit. Internalwiring for each junction block is also provided for better understanding of connectionwithin a junction block.Wiring related to each system is indicated in each system circuit by arrows (from , to ). When overall connections are required, see the Overall Wiring Diagramat the end of this manual.

* The system shown here is an EXAMPLE ONLY. It is different to theactual circuit shown in the SYSTEM CIRCUITS SECTION.

4


A

B

C

D

E

F

G

H

I

J

K

L

M

N

O

P

5

: System Title

: Indicates a Relay Block. No shading is used and onlythe Relay Block No. is shown to distinguish it from theJ/B.

Example: Indicates Relay Block No. 1.

: Indicates the connector to be connected to a part (thenumeral indicates the pin No.)

Explanation of pin use.

The pins shown are only for the highest grade, or onlyinclude those in the specification.

: Connector Color

Connectors not indicated are milky white in color.

: ( ) is used to indicate different wiring and connector,etc. when the vehicle model, engine type, orspecification is different.

: Indicates related system.

: Indicates the wiring harness and wiring harnessconnector. The wiring harness with male terminal isshown with arrows ( ).

Outside numerals are pin numbers.

The first letter of the code for each wiring harness andwiring harness connector(s) indicates the component’slocation, e.g., “E” for the Engine Compartment, “I” for theInstrument Panel and Surrounding area, and “B” for theBody and Surrounding area.

When more than one code has the first and secondletters in common, followed by numbers (e.g., IH1, IH2),this indicates the same type of wiring harness andwiring harness connector.

: Represents a part (all parts are shown in sky blue). Thecode is the same as the code used in parts position.

: Junction Block (The number in the circle is the J/B No.and the connector code is shown beside it). JunctionBlocks are shaded to clearly separate them from otherparts (different junction blocks are shaded differently forfurther clarification).

3B indicatesthat it is insideJunction BlockNo. 3.

Example:

: Indicates the wiring color.

Wire colors are indicated by an alphabetical code.

B = Black L = Blue R = Red

BR = Brown LG = Light Green V = Violet

G = Green O = Orange W = White

GR = Gray P = Pink Y = Yellow

The first letter indicates the basic wire color and thesecond letter indicates the color of the stripe.Example: L – Y

(Blue) (Yellow)

: Indicates a wiring Splice Point (Codes are “E” for theEngine Room, “I” for the Instrument Panel, and “B” forthe Body).

Example:

The Location of Splice Point I 5 is indicated by theshaded section.

: Page No.

: Indicates a shielded cable.

: Indicates a ground point.

The first letter of the code for each ground point(s)indicates the component’s location, e.g., “E” for theEngine Compartment, “I” for the Instrument Panel andSurrounding area, and “B” for the Body andSurrounding area.

: Indicates the pin number of the connector.

The numbering system is different for female and maleconnectors.

Example: Numbered in orderfrom upper left tolower right

Numbered in orderfrom upper right tolower left

: When 2 parts both use one connector in common, theparts connector name used in the wire routing sectionis shown in square brackets [ ].

Q

R

S

T

U

V

W

X

6


WITH THE IGNITION SW TURNED ON, THE CURRENT FLOWS TO TERMINAL 3 OF THE POWER WINDOW MASTER SW, TERMINAL 2 OF THE POWER WINDOW CONTROL RELAYAND TERMINAL 8 OF THE POWER WINDOW SW THROUGH THE DOOR FUSE.

1. DRIVER’S WINDOW “MANUAL UP” OPERATION BY MASTER SW

HOLDING MANUAL SW (DRIVER’S) ON “UP” POSITION LOCATED IN POWER WINDOW MASTER SW, THE CURRENT FLOWS TO TERMINAL 5 OF THE POWER WINDOWCONTROL RELAY THROUGH TERMINAL 3 OF THE MASTER SW TERMINAL 2 TO OPERATE A POWER WINDOW CONTROL RELAY. THUS THE CURRENT INSIDE THE RELAYFLOWS FROM TERMINAL 2 OF THE RELAY TERMINAL 1 TERMINAL 2 OF THE POWER WINDOW MOTOR TERMINAL 1 TERMINAL 4 OF THE RELAY TERMINAL3 TO GROUND. THE MOTOR TURNS TO ASCENT THE WINDOW. RELEASING THIS SW, THE ROTATION OF MOTOR IS STOPPED AND THE WINDOWS CAN STOP AT WILLPOINT.

(FOR THE “MANUAL DOWN” OPERATION, CURRENT FLOWS IN THE REVERSE DIRECTION BECAUSE THE TERMINALS WHERE IT FLOWS ARE CHANGED).

2. DRIVER’S WINDOW “AUTO DOWN” OPERATION BY MASTER SW

ONCE THE “AUTO DOWN” BUTTON OF THE MASTER SW IS PUSHED, THE CURRENT FLOWS TERMINAL 9 OF THE POWER WINDOW CONTROL RELAY THROUGH TERMINAL3 OF THE MASTER SW TERMINALS 8 AND 9 TO OPERATE THE RELAY. THUS THE CURRENT INSIDE THE POWER WINDOW CONTROL RELAY FLOWS FROM TERMINAL2 OF THE RELAY TERMINAL 4 TERMINAL 1 OF THE POWER WINDOW MOTOR TERMINAL 2 TERMINAL 1 OF THE RELAY TERMINAL 3 TO GROUND.THE MOTOR CONTINUES THE ROTATION ENABLING TO DESCENT THE WINDOW.

THE WINDOW DESCENDS TO THE END POSITION. THE CURRENT WILL BE CUT OFF TO RELEASE THE AUTO DOWN FUNCTION BASED ON THE INCREASING CURRENTBETWEEN TERMINAL 2 OF THE RELAY AND TERMINAL 1 IN RELAY.

3. DRIVER’S WINDOW AUTO DOWN RELEASE OPERATION BY MASTER SW

HOLDING THE MANUAL SW (DRIVER’S) ON “UP” POSITION IN OPERATING AUTO DOWN. THE CURRENT FROM TERMINAL 3 OF THE MASTER SW PASSING TERMINAL 2FLOWS TERMINAL 5 OF THE RELAY AND RELEASES THE AUTO DOWN FUNCTION IN THE POWER WINDOW CONTROL RELAY. RELEASING THE HAND FROM SW, WINDOWSTOPS AND CONTINUING ON TOUCHING SW, THE FUNCTION SWITCHES TO MANUAL UP OPERATION.

4. PASSENGER’S WINDOW UP OPERATION (MASTER SW) AND WINDOW LOCK SW OPERATION

HOLDING PASSENGER’S WINDOW SW (MASTER SW) ON “UP”, THE CURRENT FLOWS FROM TERMINAL 3 OF THE MASTER SW PASSING TERMINAL 6 TO TERMINAL 3 OFTHE POWER WINDOW SW (PASSENGER’S) TERMINAL 4 TERMINAL 2 OF THE MOTOR TERMINAL 1 TERMINAL 9 OF THE POWER WINDOW SW TERMINAL7 TERMINAL 1 OF THE MASTER SW TERMINAL 4 TO GROUND. THE MOTOR RUNS TO ASCENT THE WINDOW. RELEASING THIS SW, THE ROTATION OF MOTOR ISSTOPPED AND WINDOW CAN STOP AT WILL PLACE.

SWITCHING THE WINDOW LOCK SW IN “LOCK” POSITION, THE CIRCUIT IS OPENED AND STOPPED THE MOTOR ROTATION.

(FOR THE DOWN OPERATION, CURRENT FLOWS IN THE REVERSE DIRECTION BECAUSE THE TERMINALS WHERE IT FLOWS ARE CHANGED).

P2 POWER WINDOW CONTROL RELAY

3–GROUND: ALWAYS CONTINUITY

2–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION

5–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND MASTER SW AT UP POSITION

8–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND MASTER SW AT AUTO DOWN POSITION

9–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND MASTER SW AT DOWN OR AUTO DOWN POSITION

P 4 POWER WINDOW MASTER SW

4–GROUND: ALWAYS CONTINUITY

3–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION

WINDOW LOCK SW

OPEN WITH WINDOW LOCK SW AT LOCK POSITION

: PARTS LOCATION

CODE SEE PAGE CODE SEE PAGE CODE SEE PAGE

P2 21 P4 21 P6 21

P3 21 P5 21 21

: RELAY BLOCKS

CODE SEE PAGE RELAY BLOCK (RELAY BLOCK LOCATION)

1 16 R/B NO. 1 (INSTRUMENT PANEL LEFT SIDE)

: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR

CODE SEE PAGE JUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)

3B 14 J/B NO. 3 AND COWL WIRE (INSTRUMENT PANEL LEFT SIDE)

: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS

CODE SEE PAGE JOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)

ID1 26 FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)

IH1 26 FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)

: GROUND POINTS

CODE SEE PAGE GROUND POINT LOCATION

IC 24 COWL LEFT

: SPLICE POINTS

CODE SEE PAGE WIRE HARNESSES WITH SPLICE POINTS

I5 24 COWL WIRE

SYSTEM OUTLINE

SERVICE HINTS

Q

R

S

T

U

V

W

X

Junction connector (code: J1, J2, J3, J4, J5,J6) in this manual include a short terminalwhich is connected to a number of wireharnesses. Always perform inspection withthe short terminal installed. (When installingthe wire harnesses, the harnesses can beconnected to any position within the shortterminal grouping. Accordingly, in othervehicles, the same position in the shortterminal may be connected to a wire harnessfrom a different part.)Wire harness sharing the same short terminalgrouping have the same color.

HINT:

7

: Explains the system outline.

: Indicates values or explains the function for reference during troubleshooting.

: Indicates the reference page showing the position on the vehicle of the parts in the system circuit.

Example: Part “P4” (Power Window Master SW) is on page 21 of the manual.

* The letter in the code is from the first letter of the part, and the number indicates its orderin parts starting with that letter.

Part is 4th in orderPower Window Master SW

Example: P 4

: Indicates the reference page showing the position on the vehicle of Relay Block Connectors in thesystem circuit.

Example: Connector “1” is described on page 16 of this manual and is installed on the left side of theinstrument panel.

: Indicates the reference page showing the position on the vehicle of J/B and Wire Harness in the systemcircuit.

Example: Connector “3B” connects the Cowl Wire and J/B No. 3. It is described on page 14 of thismanual, and is installed on the instrument panel left side.

: Indicates the reference page describing the wiring harness and wiring harness connector (the femalewiring harness is shown first, followed by the male wiring harness).

Example: Connector “ID1” connects the front door RH wire (female) and cowl wire (male). It isdescribed on page 26 of this manual, and is installed on the right side kick panel.

: Indicates the reference page showing the position of the ground points on the vehicle.

Example: Ground point “IC” is described on page 24 of this manual and is installed on the cowl left side.

: Indicates the reference page showing the position of the splice points on the vehicle.

Example: Splice point “I 5” is on the Cowl Wire Harness and is described on page 24 of this manual.

* The system shown here is an EXAMPLE ONLY. It is different to the actual circuit shown in the SYSTEM CIRCUITS SECTION.

POWER SOURCE (Current Flow Chart)

The chart below shows the route by which current flows from the battery to each electrical source (Fusible Link, CircuitBreaker, Fuse, etc.) and other parts.The next page and following pages shown the parts to which each electrical source outputs current.

POWER SOURCE

8


The “Current Flow Chart” section, describes which parts each power source (fuses, fusible links, and circuit breakers)transmits current to. In the Power Source circuit diagram, the conditions when battery power is supplied to each system areexplained. Since all System Circuit diagrams start from the power source, the power source system must be fully understood.

* The system shown here is an EXAMPLE ONLY. It is different to the actual circuit shown in the SYSTEM CIRCUITS SECTION.

GROUND POINTS

9

The ground points circuit diagram shows the connections from all major parts to the respective ground points. Whentroubleshooting a faulty ground point, checking the system circuits which use a common ground may help you identify theproblem ground quickly. The relationship between ground points ( , , and shown below) can also bechecked this way.

10

TROUBLESHOOTING

VOLTAGE CHECK(a) Establish conditions in which voltage is present at the

check point.

Example:– Ignition SW on– Ignition SW and SW 1 on– Ignition SW, SW 1 and Relay on (SW 2 off)

(b) Using a voltmeter, connect the negative lead to a goodground point or negative battery terminal, and thepositive lead to the connector or component terminal.This check can be done with a test a light instead of avoltmeter.

CONTINUITY AND RESISTANCE CHECK(a) Disconnect the battery terminal or wire so there is no

voltage between the check points.(b) Contact the two leads of an ohmmeter to each of the

check points.

If the circuit has diodes, reverse the two leads and checkagain.When contacting the negative lead to the diode positive sideand the positive lead to the negative side, there should becontinuity.When contacting the two leads in reverse, there should be nocontinuity.

(c) Use a volt/ohmmeter with high impedance (10 kΩ/Vminimum) for troubleshooting of the electrical circuit.

11

FINDING A SHORT CIRCUIT(a) Remove the blown fuse and disconnect all loads of the

fuse.(b) Connect a test light in place of the fuse.(c) Establish conditions in which the test light comes on.Example:

– Ignition SW on– Ignition SW and SW 1 on– Ignition SW, SW 1 and Relay on (Connect the

Relay) and SW 2 off (or Disconnect SW 2)(d) Disconnect and reconnect the connectors while

watching the test light.The short lies between the connector where the testlight stays lit and the connector where the light goesout.

(e) Find the exact location of the short by lightly shakingthe problem wire along the body.

CAUTION:Do not open the cover or the case of the ECU unlessabsolutely necessary. (If the IC terminals are touched,the IC may be destroyed by static electricity.)

DISCONNECTION OF MALE AND FEMALECONNECTORSTo pull apart the connectors, pull on the connector itself, not thewire harness.

HINT: Check to see what kind of connector you are disconnectingbefore pulling apart.

12

TROUBLESHOOTING

HOW TO REPLACE TERMINAL(with terminal retainer or secondary lockingdevice)1. PREPARE THE SPECIAL TOOL

HINT: To remove the terminal from the connector, pleaseconstruct and use the special tool or like object shownon the left.

2. DISCONNECT CONNECTOR

3. DISENGAGE THE SECONDARY LOCKING DEVICE ORTERMINAL RETAINER.

(a) Locking device must be disengaged before theterminal locking clip can be released and the terminalremoved from the connector.

(b) Use a special tool or the terminal pick to unlock thesecondary locking device or terminal retainer.

NOTICE:Do not remove the terminal retainer from connector body.

For Non–Waterproof Type Connector

HINT: The needle insertion position varies accordingto the connector’s shape (number of terminalsetc.), so check the position before inserting it.

“Case 1”Raise the terminal retainer up to the temporarylock position.

“Case 2”Open the secondary locking device.

13

For Waterproof Type Connector

HINT: Terminal retainer color is differentaccording to connector body.

Example:Terminal Retainer: Connector BodyBlack or White : GrayBlack or White : Dark GrayGray or White : Black

“Case 1”Type where terminal retainer is pulled upto the temporary lock position (Pull Type).

Insert the special tool into the terminalretainer access hole ( Mark) and pull theterminal retainer up to the temporary lockposition.

HINT: The needle insertion position variesaccording to the connector’s shape(Number of terminals, etc.), so check theposition before inserting it.

“Case 2”Type which cannot be pulled as far asPower Lock.

14

TROUBLESHOOTING

Insert the tool straight into the access hole of terminalretainer as shown.Push the terminal retainer down to the temporary lockposition.

(c) Release the locking lug from terminal and pull theterminal out from rear.

4. INSTALL TERMINAL TO CONNECTOR(a) Insert the terminal.

HINT:1. Make sure the terminal is positioned correctly.2. Insert the terminal until the locking lug locks firmly.3. Insert the terminal with terminal retainer in the

temporary lock position.

(b) Push the secondary locking device or terminal retainerin to the full lock position.

5. CONNECT CONNECTOR

15

ABBREVIATIONS

ABBREVIATIONS

The following abbreviations are used in this manual.

A/C = Air ConditionerABS = Anti–Lock Brake SystemA/T = Automatic TransmissionC/P = Coupe TypeCOMB. = CombinationECT = Electronic Controlled TransmissionECU = Electronic Control UnitEFI = Electronic Fuel InjectionEGR = Exhaust Gas RecirculationEX. = ExceptFL = Fusible LinkIIA = Integrated Ignition AssemblyISC = Idle Speed ControlJ/B = Junction BlockL/B = Liftback TypeLH = Left-HandM/T = Manual TransmissionO/D = OverdriveR/B = Relay BlockRH = Right–HandSRS = Supplemental Restraint SystemSW = SwitchTEMP. = TemperatureVSV = Vacuum Switching ValveW/ = WithW/O = Without2WD = Two Wheel Drive4WD = Four Wheel Drive

* The titles given inside the components are the names of the terminals (terminalcodes) and are not treated as being abbreviations.

METER, ANALOGCurrent flow activates a magneticcoil which causes a needle tomove, thereby providing a relativedisplay against a backgroundcalibration.

LED (LIGHT EMITTING DIODE)Upon current flow, these diodesemit light without producing theheat of a comparable light.

IGNITION COILConverts low–voltage DC currentinto high–voltage ignition currentfor firing the spark plugs.

1. SINGLEFILAMENT

GROUNDThe point at which wiring attachesto the Body, thereby providing areturn path for an electrical circuit;without a ground, current cannotflow.

Current flow causes a headlightfilament to heat up and emit light.A headlight may have either asingle (1) filament or a double (2)filament.

BATTERYStores chemical energy andconverts it into electrical energy.Provides DC current for the auto’svarious electrical circuits.

CAPACITOR (Condenser)A small holding unit for temporarystorage of electrical voltage.

CIRCUIT BREAKERBasically a reusable fuse, a circuitbreaker will heat and open if toomuch current flows through it. Someunits automatically reset when cool,others must be manually reset.

DIODEA semiconductor which allowscurrent flow in only one direction.

DIODE, ZENERA diode which allows current flowin one direction but blocks reverseflow only up to a specific voltage.Above that potential, it passes theexcess voltage. This acts as asimple voltage regulator.

FUSEA thin metal strip which burnsthrough when too much currentflows through it, thereby stoppingcurrent flow and protecting acircuit from damage.

FUSIBLE LINKA heavy–gauge wire placed inhigh amperage circuits whichburns through on overloads,thereby protecting the circuit.The numbers indicate the cross–section surface area of the wires.

HORNAn electric device which sounds aloud audible signal.

LIGHTCurrent flow through a filamentcauses the filament to heat upand emit light.

METER, DIGITALCurrent flow activates one ormany LED’s, LCD’s, or fluorescentdisplays, which provide a relativeor digital display.

MOTORA power unit which convertselectrical energy into mechanicalenergy, especially rotary motion.

CIGARETTE LIGHTERAn electric resistance heatingelement.

DISTRIBUTOR, IIAChannels high–voltage currentfrom the ignition coil to theindividual spark plugs.

2. DOUBLEFILAMENT

HEADLIGHTS

FUEL

(for High Current Fuse orFusible Link.)

(for Medium Current Fuse)

M

16

GLOSSARY OF TERMS AND SYMBOLS

17

1. NORMALLYOPEN

Opens andcloses circuits,therebystopping (1) orallowing (2)current flow.

RESISTORAn electrical component with afixed resistance, placed in a circuitto reduce voltage to a specificvalue.

RESISTOR, TAPPEDA resistor which supplies two ormore different non adjustableresistance values.

SENSOR (Thermistor)A resistor which varies itsresistance with temperature.

SHORT PINUsed to provide an unbrokenconnection within a junction block.

SOLENOIDAn electromagnetic coil whichforms a magnetic field whencurrent flows, to move a plunger,etc.

SWITCH, DOUBLE THROWA switch which continuouslypasses current through one setof contacts or the other.

SWITCH,IGNITION

A key operated switch withseveral positions which allowsvarious circuits, particularly theprimary ignition circuit, tobecome operational.

Wires are alwaysdrawn as straight lineson wiring diagrams.Crossed wires (1)without a black dot atthe junction are notjoined; crossed wires(2) with a black dot oroctagonal ( ) mark atthe junction are spliced(joined) connections.

RELAY, DOUBLE THROWA relay which passes currentthrough one set of contacts or theother.

SENSOR, ANALOG SPEEDUses magnetic impulses to openand close a switch to create asignal for activation of othercomponents.

TRANSISTORA solidstate device typically usedas an electronic relay; stops orpasses current depending on thevoltage applied at “base.”

SWITCH, WIPER PARKAutomatically returns wipers tothe stop position when the wiperswitch is turned off.

SWITCH, MANUAL

SPEAKERAn electromechanical devicewhich creates sound waves fromcurrent flow.

2. NORMALLYCLOSED

RESISTOR, VARIABLE orRHEOSTAT

A controllable resistor with avariable rate of resistance.Also called a potentiometer orrheostat.

2. NORMALLYOPEN

RELAY

1. NORMALLYCLOSED

Basically, an electricallyoperated switch which maybe normally closed (1) oropen (2).Current flow through asmall coil creates amagnetic field which eitheropens or closes anattached switch.

(2) SPLICED

WIRES

(1) NOTCONNECTED

[Instrument Panel]

18

RELAY LOCATIONS

[Engine Compartment]

[Lift Back]

[Coupe, Convertible]

19

[Body]

[Body]

20

RELAY LOCATIONS

: J/B No. 1 Left Kick Panel (See Page 18)

21

[ J/B No. 1 Inner Circuit]

[2WD]

22

RELAY LOCATIONS

: J/B No. 2 Near the Battery (See Page 18)

[All–Trac/4WD]

23

: J/B No. 2 Near the Battery (See Page 18)

24

RELAY LOCATIONS

[J/B No. 2 Inner Circuit]

25

: J/B No. 3 Behind Combination Meter (See Page 18)

[J/B No. 3 Inner Circuit]

26

RELAY LOCATIONS

2 : R/B No. 2 Left Kick Panel (See Page 18)

3 : R/B No. 3 Right Kick Panel (See Page 18)

27

4 : R/B No. 4 Right Kick Panel (See Page 18)

5 : R/B No. 5 Engine Compartment Front Right (See Page 18)

28

ELECTRICAL WIRING ROUTING

Position of Parts in Engine Compartment

[3S–GTE]

A 1 A/C Ambient Temp. Sensor D 1 DistributorA 2 A/C Condenser Fan MotorA 4 A/C Magnetic Clutch and Compressor Sensor E 2 EFI Water Temp. SensorA 5 A/C Pressure SW or Short Pin E 3 EGR Gas Temp. Sensor (for California) orA 7 ABS Actuator Short Pin (for Ex. California)A 8 ABS Actuator E 10 EFI ResistorA 9 ABS Check ConnectorA 10 ABS Check Connector F 1 Fog Light LHA 11 ABS Relay F 2 Fog Light RHA 12 ABS Relay F 3 Front Airbag Sensor LHA 13 ABS Speed Sensor Front LH F 4 Front Airbag Sensor RHA 14 ABS Speed Sensor Front RH F 5 Front Side Marker Light LHA 15 Alternator F 6 Front Side Marker Light RHA 16 Alternator F 7 Front Turn Signal Light and Clearance Light LHA 42 Air Flow Meter F 8 Front Turn Signal Light and Clearance Light RH

F 9 Front Wiper MotorB 1 Back–Up Light SW (M/T) F 10 Fuse Box (All–Trac/4WD)B 2 Brake Fluid Level SW F 17 Fuel Pump Resistor

C 1 Check ConnectorC 2 Check Connector (for Fan Check)C 3 Check Connector (for Fan Check)C 4 Cold Start InjectorC 5 Cruise Control Actuator

29


[3S–GTE]

H 1 Headlight LH R 1 Radiator Fan MotorH 2 Headlight RH R 2 Retract Motor LHH 3 Horn LH R 3 Retract Motor RHH 4 Horn RH

S 1 Speed Sensor (for Cruise Control System)i 3 ISC Valve S 4 Start Injector Time SWI 4 Igniter S 5 StarterI 5 Ignition Coil S 6 StarterI 7 Injector No. 1I 8 Injector No. 2 T 1 Throttle Position SensorI 9 Injector No. 3 T 3 Turbo Charging Pressure SensorI 10 Injector No. 4

V 1 VSV (for EGR System)K 1 Knock Sensor V 4 VSV (for Turbo Charging Pressure)

V 5 VSV (for T–VIS)N 3 Noise Filter (for Ignition System)

W 1 Washer MotorO 2 Oil Pressure SW W 3 Water Temp. SenderO 8 Oxygen Sensor W 4 Water Temp. SW (for Fans Control)

30



[5S–FE]

A 1 A/C Ambient Temp. Sensor D 1 Distributor (5S–FE)A 2 A/C Condenser Fan MotorA 3 A/C Idle–Up VSV E 1 ECT Solenoid (5S–FE)A 4 A/C Magnetic Clutch (4A–FE) or A/C Magnetic Clutch E 2 EFI Water Temp. Sensor

Clutch and Compressor Sensor (5S–FE) E 3 EGR Gas Temp. Sensor (for California)A 5 A/C Pressure SW or Short PinA 6 A/C Water Temp. SW (5S–FE) F 1 Fog Light LHA 7 ABS Actuator (5S–FE) F 2 Fog Light RHA 8 ABS Actuator (5S–FE) F 3 Front Airbag Sensor LHA 9 ABS Check Connector (5S–FE) F 4 Front Airbag Sensor RHA 10 ABS Check Connector (5S–FE) F 5 Front Side Marker Light LHA 11 ABS Relay (5S–FE) F 6 Front Side Marker Light RHA 12 ABS Relay (5S–FE) F 7 Front Turn Signal Light and Clearance Light LHA 13 ABS Speed Sensor Front LH (5S–FE) F 8 Front Turn Signal Light and Clearance Light RHA 14 ABS Speed Sensor Front RH (5S–FE) F 9 Front Wiper MotorA 15 Alternator F 10 Fuse Box (2WD)A 16 Alternator

H 1 Headlight LHB 1 Back–Up Light SW (M/T) H 2 Headlight RHB 2 Brake Fluid Level SW H 3 Horn LH

H 4 Horn RHC 1 Check ConnectorC 2 Check Connector (for Fan Check)C 3 Check Connector (for Fan Check)C 5 Cruise Control Actuator (w/ ABS of 5S–FE)C 6 Cruise Control Actuator (w/o ABS)

31


[4A–FE]

I 1 IIA (4A–FE) R 1 Radiator Fan MotorI 2 IIA (4A–FE) R 2 Retract Motor LHI 3 ISC Valve (5S–FE) R 3 Retract Motor RHI 4 Igniter (5S–FE)I 5 Ignition Coil (5S–FE) S 1 Speed Sensor (for Cruise Control System)I 6 In–Air Temp. Sensor S 2 Speed Sensor (for ECT of 5S–FE)I 7 Injector No.1 S 5 StarterI 8 Injector No.2 S 6 StarterI 9 Injector No.3I 10 Injector No.4 T 1 Throttle Position Sensor

K 1 Knock Sensor V 1 VSV (for EGR System)V 2 VSV (for Electrical Idle–Up System of 4A–FE)

N 1 Neutral Start SW and Back–Up Light SW V 3 Vacuum Sensor (for EFI System)(A/T w/o ECT)

N 2 Neutral Start SW, Back–Up Light SW and W 1 Washer MotorA/T Indicator (A/T w/ ECT of 5S–FE) W 3 Water Temp. Sender

N 3 Noise Filter (for Ignition System) W 4 Water Temp. SW (for Fans Control)

O 1 O/D SolenoidO 2 Oil Pressure SWO 3 Oxygen Sensor (Main, 5S–FE)O 4 Oxygen Sensor (Sub, 5S–FE)O 5 Oxygen Sensor (for California of 4A–FE)O 6 Oxygen Sensor (for Ex. California of 4A–FE)

32


Position of Parts in Instrument Panel

A 17 A/C Amplifier C 7 Center Airbag Sensor AssemblyA 18 A/C Control Assembly C 8 Cigarette LighterA 19 A/C Control Assembly C 9 Cigarette Lighter IlluminationA 20 A/C Control Assembly C 10 Circuit Opening RelayA 21 A/C Evaporator Temp. Sensor C 11 ClockA 22 A/C Power Transistor C 12 Clutch Start SWA 23 A/C Room Temp. Sensor C 13 Combination MeterA 24 A/C Solar Sensor C 14 Combination MeterA 25 A/C System Amplifier C 15 Combination MeterA 26 A/C Thermistor C 16 Combination SWA 27 A/C Water Temp. Sensor C 17 Combination SWA 28 Airbag Squib C 18 Cruise Control Clutch SWA 29 Air Mix Control Servo Motor C 19 Cruise Control ECUA 30 Air Vent Mode Control Servo Motor C 20 Cruise Control ECUA 31 Ashtray IlluminationA 32 Auto A/C Amplifier D 2 Defogger SWA 33 Auto A/C Amplifier D 3 Diode (for O/D System)A 34 Auto A/C Amplifier D 4 Diode (for Cruise Control System)A 35 Auto Tilt Away Actuator D 5 Diode (for Key Off)A 36 Auto Tilt Away ECU D 6 Door Lock ECUA 44 Air Inlet Control Servo Motor D 18 Diode (for Daytime Running Light System)

B 3 Blower Control RelayB 4 Blower MotorB 5 Blower ResistorB 6 Blower Resistor

33

Position of Parts in Instrument Panel

E 4 ECT Pattern Select SW K 2 Key Inter Lock SolenoidE 5 Engine ECU (4A–FE)E 6 Engine and ECT ECU (5S–FE, 3S–GTE) N 4 Noise Filter (for Defogger System)E 7 Engine and ECT ECU (5S–FE, 3S–GTE)E 8 Engine and ECT ECU O 7 O/D Main SW and A/T Indicator (Shift Lever)E 9 Extra High Speed Relay

P 1 Parking Brake SWF 11 Fog Light SW P 9 Panel Relay (for Daytime Running Light System)F 12 Front Speaker LHF 13 Front Speaker RH Q 1 Quarter Power Window SW

G 1 Glove Box Light R 4 RECIRC/FRESH Control Servo MotorG 2 Glove Box Light SW R 5 Radio and Player (w/ CD Player)

R 6 Radio and Player (w/o CD Player)H 5 Hazard SW R 7 Radio and Player (w/o CD Player)

R 8 Remote Control Mirror SWI 11 Ignition Key Cylinder Light R 9 Retract Control RelayI 12 Ignition SW and Unlock Warning SW R 10 Retract Control Relay (for CANADA)

R 11 RheostatJ 1 Junction ConnectorJ 2 Junction Connector S 7 Shift Lock ECUJ 3 Junction Connector S 8 Stereo Component Amplifier (w/CD Player)J 4 Junction Connector S 9 Stereo Component Amplifier (w/CD Player)J 5 Junction Connector S 10 Stop Light SW (w/o Cruise Control System) orJ 6 Junction Connector (for Earth) Stop Light and Cruise Control Stop SW

S 15 Short Pin (for Daytime Running Light System)S 16 Short Pin (for Daytime Running Light System)

T 2 Turn Signal FlasherT 3 Top Stack Main RelayT 4 Top Stack SW

34


Position of Parts in Body

[L/B]

A 37 ABS ECU (L/B) D 12 Door Lock Control SW LHA 38 ABS ECU (L/B) D 13 Door Lock Control SW RHA 39 ABS Speed Sensor Rear LH (L/B) D 14 Door Lock Motor, Door Unlock Detection SW LHA 40 ABS Speed Sensor Rear RH (L/B) and Key Lock and Unlock SW LHA 41 Auto Antenna Control Relay and Motor D 15 Door Lock Motor, Door Unlock Detection SW RHA 43 ABS Deceleration Sensor (All–Trac/4WD) and Key Lock and Unlock SW RH

D 16 Door Speaker LHB 7 Back Door Courtesy SW (L/B) D 17 Door Speaker RHB 8 Buckle SW (w/ Power Seat)B 9 Buckle SW (w/o Power Seat) F 14 Front Tweeter (Speaker) LH

F 15 Front Tweeter (Speaker) RHD 7 Diode F 16 Fuel Pump and Fuel Sender (2WD)D 8 Door Courtesy Light LH F 18 Fuel Pump (All–Trac/4WD)D 9 Door Courtesy Light RH F 19 Fuel Sender (All–Trac/4WD)D 10 Door Courtesy SW LHD 11 Door Courtesy SW RH H 6 High Mount Stop Light

I 13 Interior Light

35


[C/P]

L 1 License Plate Light R 18 Rear Tweeter (Speaker) LHL 2 Luggage Compartment Door Courtesy SW (C/P) R 19 Rear Tweeter (Speaker) RHL 3 Luggage Compartment Light (C/P) R 20 Rear Window DefoggerL 4 Luggage Compartment Light (L/B) (+, w/o Diversity Antenna)

R 21 Rear Window DefoggerP 2 Power Seat Motor (for Lumbar Support) (+, w/ Diversity Antenna)P 3 Power Seat Motor (for Side Support) R 22 Rear Window DefoggerP 4 Power Seat SW (–, C/P, w/ Diversity Antenna)P 5 Power Window Master SW R 23 Rear Window DefoggerP 7 Power Window Motor LH (–, w/o Diversity Antenna)P 8 Power Window Motor RH R 24 Rear Wiper Motor and Relay (L/B)P 9 Power Window SW RH R 25 Remote Control Mirror LH

R 26 Remote Control Mirror RHR 12 Rear Combination Light LHR 13 Rear Combination Light RH S 11 Sun Roof Control RelayR 14 Rear Speaker LH S 12 Sun Roof Control SW and Personal LightR 15 Rear Speaker LH S 13 Sun Roof Limit SWR 16 Rear Speaker RH S 14 Sun Roof MotorR 17 Rear Speaker RH

36



[Convertible]

A 37 ABS ECU D 12 Door Lock Control SW LHA 38 ABS ECU D 13 Door Lock Control SW RHA 39 ABS Speed Sensor Rear LH D 14 Door Lock Motor, Door Unlock Detection SW LHA 40 ABS Speed Sensor Rear RH and Key Lock and Unlock SW LHA 41 Auto Antenna Control Relay and Motor D 15 Door Lock Motor, Door Unlock Detection SW RH

and Key Lock and Unlock SW RHB 9 Buckle SW LH (w/o Power Seat) D 16 Door Speaker LHB 10 Buckle SW RH (w/o Power Seat) D 17 Door Speaker RH

D 7 Diode F 14 Front Tweeter (Speaker) LHD 8 Door Courtesy Light LH F 15 Front Tweeter (Speaker) RHD 9 Door Courtesy Light RH F 16 Fuel Pump and Fuel SenderD 10 Door Courtesy SW LHD 11 Door Courtesy SW RH H 6 High Mount Stop Light

I 13 Interior Light

37


[Convertible]

L 1 Licence Plate Light R 12 Rear Combination Light LHL 2 Luggage Compartment Door Courtesy SW R 13 Rear Combination Light RHL 3 Luggage Compartment Light R 14 Rear Speaker LH

R 16 Rear Speaker RHP 5 Power Window Master SW R 25 Remote Control Mirror LHP 6 Power Window Master SW R 26 Remote Control Mirror RHP 7 Power Window Motor LHP 8 Power Window Motor RH S 15 Seat Belt Solenoid (Driver’s )P 9 Power Window SW RH S 16 Seat Belt Solenoid (Passenger’s )

Q 2 Quarter Power Window Motor LH T 5 Top Stack MotorQ 3 Quarter Power Window Motor RH T 6 Top Stack Relay

T 7 Top Stack Relay

[3S–GTE]

38


: Location of Connector Joining Wire Harness and Wire Harness: Location of Ground Points

: Location of Splice Points

39

Connector Joining Wire Harness and Wire Harness

CODE JOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)

EA1 COWL WIRE AND ENGINE ROOM MAIN WIRE (FRONT SIDE OF RIGHT FRONT FENDER)

EB1ENGINE WIRE AND COWL WIRE (REAR SIDE OF RIGHT FRONT FENDER)


ES2 ENGINE WIRE AND ENGINE ROOM NO. 2 WIRE (NEAR THE DISTRIBUTOR)

ET1 ENGINE ROOM MAIN WIRE AND ENGINE WIRE (NEAR THE J/B NO. 2)

[5S–FE]

40




41







[4A–FE]

42




43






ES1 ENGINE WIRE AND ENGINE ROOM NO. 2 WIRE (NEAR THE STARTER)


44


: Location of Connector Joining Wire Harness and Wire Harness

: Location of Ground Points

45



IC1FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)

IC2FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)

ID1 ENGINE ROOM MAIN WIRE AND FLOOR WIRE (LEFT KICK PANEL)

IE1ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)

IE2ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)

IF1FLOOR WIRE AND COWL WIRE (LEFT KICK PANEL)

IF2FLOOR WIRE AND COWL WIRE (LEFT KICK PANEL)

IG1ENGINE WIRE AND COWL WIRE (UNDER THE ENGINE ECU)

IG2ENGINE WIRE AND COWL WIRE (UNDER THE ENGINE ECU)

IH1 ENGINE WIRE AND A/C NO. 1 WIRE (BEHIND THE GLOVE BOX)

46


: Location of Connector Joining Wire Harness and Wire Harness


47



II1COWL WIRE AND CONSOLE BOX WIRE (INSTRUMENT PANEL CENTER)

II2COWL WIRE AND CONSOLE BOX WIRE (INSTRUMENT PANEL CENTER)

II3COWL WIRE AND CONSOLE BOX WIRE (RIGHT KICK PANEL OF ALL–TRACK/4WD)

II3COWL WIRE AND CONSOLE BOX WIRE (RIGHT KICK PANEL OF 2WD)

IJ1COWL WIRE AND A/C NO 1 WIRE (BEHIND THE GLOVE BOX)

IJ2COWL WIRE AND A/C NO. 1 WIRE (BEHIND THE GLOVE BOX)

IK1FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)

IK2FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)

IQ2COWL WIRE AND A/C NO 2 WIRE (BESIDE HEATER UNIT)

IQ3COWL WIRE AND A/C NO. 2 WIRE (BESIDE HEATER UNIT)

[L/B]

48




49



BL1 FLOOR WIRE AND FRAME WIRE (LEFT SIDE OF FRONT FLOOR PANEL)

BM1 FRAME WIRE AND SEAT WIRE (UNDER THE DRIVER’S SEAT)

BN1 BACK DOOR NO. 1 WIRE AND FLOOR WIRE (LEFT SIDE OF PACKAGE TRAY TRIM)

BO1 BACK DOOR NO. 1 WIRE AND BACK DOOR NO. 1 SUB WIRE (BACK DOOR UPPER LEFT)

BP1 FLOOR WIRE AND LUGGAGE ROOM WIRE (LEFT QUARTER PANEL CENTER)

BV1 BACK DOOR NO. 1 SUB WIRE AND REAR WINDOW DEFOGGER WIRE (BACK DOOR RIGHT)

[C/P]

50




51



BL1 FLOOR WIRE AND FRAME WIRE (LEFT SIDE OF FRONT FLOOR PANEL)

BM1 FRAME WIRE AND SEAT WIRE (UNDER THE DRIVER’S SEAT)

BP2 FLOOR WIRE AND LUGGAGE ROOM WIRE (LUGGAGE COMPARTMENT LEFT)

BR1 FLOOR WIRE AND REAR WINDOW NO. 2 WIRE (LEFT REAR PILLAR)

[C/P]

52




53



BP2 FLOOR WIRE AND LUGGAGE ROOM WIRE (LUGGAGE COMPARTMENT LEFT)

BU1 BACK DOOR NO. 1 WIRE AND FLOOR WIRE (LUGGAGE COMPARTMENT LEFT)

54


The chart below shows the route by which current flows from the battery to each electrical source (Fusible Link,Circuit Breaker, Fuse, etc.) and other parts.The next page and following pages show the parts to which each electrical source outputs current.

Starter

Battery

* These are the page numbers of the first page on which the relatedsystem is shown.The part indicated is located somewhere in the system, not necessarilyon the page indicated here.

FL MAIN 2.0L

60A ABS ABS Relay

15A STOP

Alternator (B)

HeadlightRelay

30A AM2

20A FOG

Engine MainRelay (Point Side)

40A HEATER

Light ControlSW [Comb. SW]

Taillight Relay

30A RTR

15A EFI

15A HAZ–HORN

20A DOME

100A ALT

Ignition SW(AM2)

15A ECU–B

30A DEFOGGER

40A AM1

Dimmer SW[Comb. SW]

15A HEAD LH

15A HEAD RH

[LOCATION] (1) : J/B No. 1 (See page ) (2) : J/B No. 2 (See page 19) (3) : R/B No. 2 (See page 23)20 2622

55

EFI Resistor

ABS Actuator

Igniter

7.5A IGN

(3S–GTE)

Noise Filter(for Ignition System)

30A POWER

Alternator (S)

Heater Relay

Retract ControlRelay

Engine Main Relay(Coil Side)

ABS ECU

Injector No. 1

Ignition Coil10A TURN

Clutch Start SW

15A TAIL

(Ex. 3S–GTE)

(Ex. 4A–FE)

(4A–FE)

IIA

Ignition SW(AM1)

30A RDI FAN

30A CDS FAN

(USA)

Light ControlSW [Comb. SW]

(Canada)

Injector No. 2

Injector No. 3

Injector No. 4

15A CIG & RADIO

15A ECU–IG

15A GAUGE

20A WIPER

(A/T)

(M/T)

Starter Relay

10A A/C

Circuit OpeningRelay

Starter

Cold StartInjector

Start InjectorTime SW

CombinationMeter

30A TOP STK

Engine ECU

Engine andECT ECU

Engine ECU

Engine andECT ECU

Neutral StartSW

(4) : R/B No. 4 (See page ) (2) : Fuse Box (F10 See onpage 19)

(3) : R/B No. 3 (See page 23)27 2628

56


30A DEFOGGER

20A WIPER

15A GAUGE

7.5A IGN

15A ECU–B

10A TURN

15A CIG & RADIO

15A TAIL

15A ECU–IG

15A STOP

15A HEAD LH

15A HEAD RH

30A RTR

15A EFI

20A DOME

15A HAZ–HORN

30A RDI FAN

30A CDS FAN

30A POWER

20A FOG

10A A/C

40A HEATER

A/C

Con

dens

er F

an M

otor

192 112 192

A3 A5 A11 A16 A17 A18

176

A/C

Idle

–Up

VS

V

AB

S A

ctua

tor

A/C

Am

plifi

er

A/C

Con

trol

Ass

embl

y

*Page Nos. ofRelated Systems

Parts

Code orLocation

CB or Fuse

Loca

tion

A2

A/C

Mag

netic

Clu

tch

* These are the page numbers of the first page on which the related system is shown.The part indicated is located somewhere in the system, not necessarily on the page indicated here.

A4 A7 A20 A22 A25 A30 A31 A32 A36 A37 A38 A41 A43

218230

112218 218 218 218

230 218 206 192

A/C

Pre

ssur

e S

W

AB

S R

elay

A/C

Pow

er T

rans

isto

r

A/C

Sys

tem

Am

plifi

er

Air

Ven

t Mod

e C

ontr

olS

ervo

Mot

or

Ash

tray

Illu

min

atio

n

Aut

o A

/C A

mpl

ifier

Aut

o Ti

lt A

way

EC

U

AB

S E

CU

Aut

o A

nten

na C

ontr

olR

elay

and

Mot

or

A19 A34

218230

112230

11823078

Alte

rnat

or

AB

S D

ecel

erat

ion

Sen

sor

(All–

Trac

/4W

D)

[LOCATION] (1) : J/B No. 1 (See page ) (2) : J/B No. 2 (See page ) (3) R/B No. 2 (See page )20 22 26

57

218230132

Bac

k–U

p Li

ght S

W (

M/T

)

Blo

wer

Con

trol

Rel

ay

B1 B7 C8 C14C9 C15

80 90 78104197

197

Buc

kle

SW

LH

(for

Con

vert

ible

)

Cig

aret

te L

ight

er

Cig

aret

te L

ight

erIll

umin

atio

n

Circ

uit O

peni

ng R

elay

Clo

ck

Che

ck E

ngin

e W

arni

ngLi

ght [

Com

b. M

eter

]

B3 B4 B5 B6 B10 B11 C1 C2 C7

203 145214 136

Blo

wer

Res

isto

r

Bac

k D

oor

Con

trol

SW

AB

S W

arni

ng L

ight

[Com

b. M

eter

]

Com

bina

tion

Met

er

Cru

ise

Con

trol

Indi

cato

rLi

ght [

Com

b. M

eter

]

Hig

h B

eam

Indi

cato

r Li

ght

[Com

b. M

eter

]O

/D O

ff In

dica

tor

Ligh

t[C

omb.

Met

er]

Sea

t Bel

t War

ning

Lig

ht[C

omb.

Met

er]

Turn

Sig

nal I

ndic

ator

Ligh

ts [C

omb.

Met

er]

Cha

rge

War

ning

Lig

ht[C

omb.

Met

er]

Com

bina

tion

Met

er(I

llum

inat

ion)

Doo

r W

arni

ng L

ight

[Com

b. M

eter

]

Dim

mer

SW

[Com

b. S

W]

C10 C13C11 C16

218230

218230

218230 136 158 218

230 112

80 90 98104

203 192

80 90 98104

214 180186 169 119

122169174 155 134 78

214112214

119122128

Blo

wer

Mot

or

Cen

ter

Airb

ag S

enso

rA

ssem

bly

EC

T In

dica

tor

Ligh

t(P

WR

) [C

omb.

Met

er]

Airb

ag W

arni

ng L

ight

[Com

b. M

eter

]

Che

ck C

onne

ctor

(for

Fan

Che

ck)

Che

ck C

onne

ctor

Buc

kle

SW

RH

(for

Con

vert

ible

)

(4) : R/B No. 4 (See page )27

58



Parts

Code orLocation

CB or Fuse

Loca

tion

191140162166

C16

112160 145

Fro

nt W

iper

and

Was

her

SW

[Com

b. S

W]

Cru

ise

Con

trol

EC

U (

Mot

or)


136

C17 C19 D3 D5 D6 D7 D8 D9 D10 D11 D14 E5

119122128

134 152 150 180 180 174 140145 122 122

169

Rea

r W

iper

and

Was

her

SW

[Com

b. S

W]

Cru

ise

Con

trol

EC

U (

Vac

uum

)

Cru

ise

Con

trol

EC

U

Def

ogge

r S

W

Dio

de (

for

Key

Off)

Dio

de (

for

O/D

Sys

tem

)

Doo

r Lo

ck E

CU

Dio

de (

for

Inte

rior

Sys

tem

)

Doo

r C

ourt

esy

Ligh

t LH

Doo

r C

ourt

esy

Ligh

t RH

Doo

r C

ourt

esy

SW

LH

Doo

r C

ourt

esy

SW

RH

Doo

r Lo

ck M

otor

LH

Doo

r Lo

ck M

otor

RH

Eng

ine

EC

U

30A DEFOGGER

20A WIPER

15A GAUGE

7.5A IGN

15A ECU–B

10A TURN

15A CIG & RADIO

15A TAIL

15A ECU–IG

15A STOP

15A HEAD LH

15A HEAD RH

30A RTR

15A EFI

20A DOME

15A HAZ–HORN

30A RDI FAN

30A CDS FAN

30A POWER

20A FOG

10A A/C

40A HEATER

E4D18D15D2C20

186 136158

104218230

EC

T P

atte

rn S

elec

t SW

Dio

de (

for

Day

time

Run

ning

Ligh

t Sys

tem

)

Hor

n S

W [C

omb.

SW

]

Ligh

t Con

trol

SW

[Com

b. S

W]

Turn

Sig

nal S

W[C

omb.

SW

]


59

E6

90 218 122128

116134

F1 H1

Ext

ra H

igh

Spe

ed R

elay

8098

E9 F2 F5 F6 F7 F8 F9 F11 F17 F18 F19 G1 H2 H3 H4 H5 H6 I11 I13

98218230

Eng

ine

EC

U

Fog

Lig

ht L

H

Fog

Lig

ht R

H

Fro

nt S

ide

Mar

ker

Ligh

t LH

Fro

nt S

ide

Mar

ker

Ligh

t RH

Fro

nt T

urn

Sig

nal L

ight

and

Cle

aran

ce L

ight

LH

Fro

nt T

urn

Sig

nal L

ight

and

Cle

aran

ce L

ight

RH

Fro

nt W

iper

Mot

or

Fue

l Pum

p R

esis

tor

Fog

Lig

ht S

W

Fue

l Pum

p

Fue

l Pum

p an

d F

uel S

ende

r

Fue

l Sen

der

(All–

Trac

/4W

D)

Glo

ve B

ox L

ight

Glo

ve B

ox L

ight

SW

Hea

dlig

ht L

H

Hea

dlig

ht R

H

Hor

n LH

Hor

n R

H

Haz

ard

SW

Hig

h M

ount

Sto

p Li

ght

Igni

tion

Key

Cyl

inde

r Li

ght

I3G2F16E8E7

90169

80 98104

116 152 112128

80 90 98104214

80 214 112119122128

191 112134 130

80 90 96169

136

Inte

rior

Ligh

t

ISC

Val

ve

Eng

ine

and

EC

T E

CU

Eng

ine

EC

U

Eng

ine

EC

U

Eng

ine

and

EC

T E

CU

(4) : R/B No. 4 (See page )27

60



Parts

Code orLocation

CB or Fuse

116

Loca

tion

L1 N4 O1

136 136 132169 160 104 80 162 140


112169174

138

L2 L3 L4 O2 O7 P3 P4 P5 P6 P7 P8 P9

136 132

Lice

nce

Pla

te L

ight

Lugg

age

Com

part

men

tD

oor

Cou

rtes

y S

W (

C/P

)Lu

ggag

e C

ompa

rtm

ent

Ligh

t (C

/P)

Lugg

age

Com

part

men

tLi

ght (

L/B

)

Noi

se F

ilter

(for

Def

ogge

r S

yste

m)

O/D

Sol

enoi

d

Oil

Pre

ssur

e S

W

O/D

Mai

n S

W

Pow

er S

eat M

otor

(for

Lum

ber

Sup

port

)P

ower

Sea

t Mot

or(f

or S

ide

Sup

port

)

Pow

er S

eat S

W

Pow

er W

indo

w M

aste

r S

W

Pow

er W

indo

w M

otor

RH

Pow

er W

indo

w S

W R

H

Pan

el R

elay

(for

Day

time

Run

ning

Lig

ht S

yste

m)

Qua

rter

Pow

erW

indo

w M

otor

LH

30A DEFOGGER

20A WIPER

15A GAUGE

7.5A IGN

15A ECU–B

10A TURN

15A CIG & RADIO

15A TAIL

15A ECU–IG

15A STOP

15A HEAD LH

15A HEAD RH

30A RTR

15A EFI

20A DOME

15A HAZ–HORN

30A RDI FAN

30A CDS FAN

30A POWER

20A FOG

10A A/C

40A HEATER

Q1 Q2P2O8O6N2N1

112214104

Qua

rter

Pow

erw

indo

w S

W

Pow

er W

indo

w M

otor

LH

Oxy

gen

Sen

sor

(All–

Trac

/4W

D)

Oxy

gen

Sen

sor

(for

Ex.

Cal

iforn

ia)

Neu

tral

Sta

rt S

W a

nd B

ack–

Up

Ligh

t SW

(w

/ EC

T o

f A/T

)

Bac

k–U

p Li

ght S

W(w

/o E

CT

of A

/T)


61

R4 R5 R6 R7 R8 R9 R10

218230

119122138

Rad

io a

nd P

laye

r(w

/ CD

Pla

yer)

130 160 150 164 180186 178

R11 R12 R13 R20 R21 R24 R25 S1 S7 S8 S9

218230 112 112

212 206 164 119122 122 112 122 124 130 116 122 206

208

Rad

io a

nd P

laye

r(w

/o C

D P

laye

r)

Rem

ote

Con

trol

Mirr

or S

W

Ret

ract

Con

trol

Rel

ay

Ret

ract

Con

trol

Rel

ay(f

or C

AN

AD

A)

Rhe

osta

t

Bac

k–U

p Li

ght L

H[R

ear

Com

b. L

ight

LH

]R

ear

Turn

Sig

nal L

ight

LH

[Rea

r C

omb.

Lig

ht L

H]

Sto

p Li

ght L

H[R

ear

Com

b. L

ight

LH

]Ta

il an

d R

ear

Sid

e M

arke

rLi

ght L

H [R

ear

Com

b. L

ight

LH

]

Bac

k–U

p Li

ght R

H[R

ear

Com

b. L

ight

RH

]R

ear

Turn

Sig

nal L

ight

RH

[Rea

r C

omb.

Lig

ht R

H]

Sto

p Li

ght R

H[R

ear

Com

b. L

ight

RH

]Ta

il an

d R

ear

Sid

e M

arke

rLi

ght R

H [R

ear

Com

b. L

ight

RH

]

Rea

r W

indo

w D

efog

ger

Rea

r W

iper

Mot

or a

nd R

elay

Rem

ote

Con

trol

Mirr

or L

H

Rem

ote

Con

trol

Mirr

or R

H

Shi

ft Lo

ck E

CU

Ste

reo

Com

pone

ntA

mpl

ifier

(w/ C

D P

laye

r)

R26R3R2R1Q3

128 116 208

Spe

ed S

enso

r(f

or C

ruis

e C

ontr

ol S

yste

m)

Qua

rter

Pow

erW

indo

w M

otor

RH

Rad

iato

r F

an M

otor

Ret

ract

Mot

or L

H

Ret

ract

Mot

or R

H

RE

CIR

C/F

RE

SH

Con

trol

Ser

vo M

otor

(4) : R/B No. 4 (See page )27

62



Parts

Code orLocation

CB or Fuse

Loca

tion

Turn

Sig

nal F

lash

er

166


T3 V5 W1 W2 W3

80 90130169178180186

80 90 98104

VS

V (

for

EG

R S

yste

m)

VS

V (

for

Ele

ctric

alId

le–U

p S

yste

m)

VS

V (

for

T–V

IS)

Wat

er M

otor

Wat

er T

emp.

Sen

der

Wat

er T

emp.

SW

(for

Fan

s C

ontr

ol)

Def

ogge

r R

elay

Dio

de

Inte

grat

ion

Rel

ay

EF

I Mai

n R

elay

Rad

iato

r F

an R

elay

No.

1

Pow

er M

ain

Rel

ay

30A DEFOGGER

20A WIPER

15A GAUGE

7.5A IGN

15A ECU–B

10A TURN

15A CIG & RADIO

15A TAIL

15A ECU–IG

15A STOP

15A HEAD LH

15A HEAD RH

30A RTR

15A EFI

20A DOME

15A HAZ–HORN

30A RDI FAN

30A CDS FAN

30A POWER

20A FOG

10A A/C

40A HEATER

W4V4V2V1T2S16S15S14S12S11S10

136 166 158 134 214 104 80 80 150152

174 214 218230

160 80 90 98

136138155

80 90 98104169

218230

140162164

Wat

er T

emp.

SW

(for

O/D

Sys

tem

)

VS

V (

for

Turb

o C

harg

ing

Pre

ssur

e)

Turb

o C

harg

ing

Pre

ssur

eS

enso

r

Sea

t Bel

t Sol

enoi

d(P

asse

nger

’s)

Sea

t Bel

t Sol

enoi

d(D

river

’s)

Sun

Roo

f Mot

or

Per

sona

l Lig

ht[S

unro

of S

W]

Sun

Roo

f Con

trol

Rel

ay

Sto

p Li

ght S

W

[LOCATION] (1) : J/B No. 1 (See page 20) (2) : J/B No. 2 (See page 19) (3) : R/B No. 2 (See page 23)(4) : R/B No. 4 (See page ) (6) : R/B No. 3 (See page ) (7) : R/B No. 5 (See page )

20 22 2627 26 27

63

80

Hea

ter R

elay

Fog

Lig

ht R

elay

A/C

Con

dens

er F

an R

elay

No.

2

A/C

Mag

netic

Clu

tch

Rel

ay

Hor

n R

elay

Fue

l Pum

p C

ontr

ol R

elay

A/C

Con

dens

er F

an R

elay

No.

3

218230

122128

218230 191

-Memo-

64

-Memo-

65

66

POWER SOURCE

B

AAAC

4

4

2

4

4

2I 2

IE110IE117 EB13

1

1

1

2

2

2

AM1

AM210

43

2

9

ACC

IG1

IG2

EB

BATTERY

FUSE BOX

1

3271

W B

W

W

W

G–R

L

W WW

B

B–R W

B–O

W–B

W–L

B–R W W W

W

W

GR

L–R

B–O

W–L

W

B–R

IGNITION SW

30A POWER

40A HEATER

30A TOP STACK

TO ABSRELAY

60A

AB

S

30A

AM

2

40A

AM

1

100A

ALT

FL MAIN 2. 0L

F10

I12

W

DA B C

A4

D2 B3 B6 B2

(ALL–TRAC/4WD)

(2WD)

(ALL–TRAC/4WD)

(2WD)

ET11

E 7 : (3S–GTE)E 8 : (EX. 3S–GTE)

I 8 : CANADAI 9 : USA

20A FOG

332 1W Y

2C

3

2A

5

2E

814

2

5 3

ENGINE MAINRELAY

30A RDI FAN

30A CDS FAN

1I

1

1 4

2 3

30A DEFOGGER

15A ECU–B

15A STOP

15A TAIL

TAILLIGHTRELAY

1A

6

1A

7

1H

7

1A

5 7. 5A IGN

15A GAUGE

20A WIPER

10A TURN

15A CIG & RADIO

15A ECU–IG

2B4

2D3

1 3

2 4

2D6

W

15A HEAD (RH)

15A HEAD (LH)

HEADLIGHTRELAY

15A HAZ–HORN

20A DOME

15A EFI

30A RTR

2B3 2B2

2E52E6

67

TAILLIGHT RELAY3–4 : CLOSED WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION

CLOSED WITH ENGINE RUNNING AND PARKING BRAKE LEVER RELEASED (CANADA)

ENGINE MAIN RELAY4–5 : CLOSED WITH IGNITION SW AT ON OR ST POSITION

HEADLIGHT RELAY1–2 : CLOSED WITH LIGHT CONTROL SW AT HEAD POSITION OR DIMMER SW AT FLASH POSITION

I12 IGNITION SW 4–3 : CLOSED WITH IGNITION KEY AT ACC OR ON POSITION9–10 : CLOSED WITH IGNITION KEY AT ON OR ST POSITION

: PARTS LOCATION


F10A 28 (3S–GTE)

F10C 28 (3S–GTE) I12 33

F10B 30 (5S–FE), 31 (4A–FE)

F10D 30 (5S–FE), 31 (4A–FE)

: RELAY BLOCKS

CODE SEE PAGE RELAY BLOCKS (RELAY BLOCK LOCATION)

2 26 R/B NO. 2 (LEFT KICK PANEL)

3 26 R/B NO. 3 (RIGHT KICK PANEL)




1A 20 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)

1H20 ENGINE ROOM MAIN WIRE AND J/B NO 1 (LEFT KICK PANEL)

1I20 ENGINE ROOM MAIN WIRE AND J/B NO. 1 (LEFT KICK PANEL)

2A22 (2WD)

ENGINE ROOM MAIN WIRE AND J/B NO 2 (NEAR THE BATTERY)2A23 (ALL–TRAC/4WD)

ENGINE ROOM MAIN WIRE AND J/B NO. 2 (NEAR THE BATTERY)

2B22 (2WD)

2B23 (ALL–TRAC/4WD)

ENGINE WIRE AND J/B NO 2 (NEAR THE BATTERY)

2C22 (2WD)

ENGINE WIRE AND J/B NO. 2 (NEAR THE BATTERY)

2C23 (ALL–TRAC/4WD)

2D22 (2WD)

2D23 (ALL–TRAC/4WD)

ENGINE ROOM MAIN WIRE AND J/B NO 2 (NEAR THE BATTERY)

2E22 (2WD)


2E23 (ALL–TRAC/4WD)



38 (3S–GTE)

EB1 40 (5S–FE) ENGINE WIRE AND COWL WIRE (REAR SIDE OF RIGHT FRONT FENDER)EB1

42 (4A–FE)

ENGINE WIRE AND COWL WIRE (REAR SIDE OF RIGHT FRONT FENDER)

38 (3S–GTE)

ET1 40 (5S–FE) ENGINE ROOM MAIN WIRE AND ENGINE WIRE (NEAR THE J/B NO. 2)ET1

42 (4A–FE)

ENGINE ROOM MAIN WIRE AND ENGINE WIRE (NEAR THE J/B NO. 2)

IE1 44 ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)

: GROUND POINTS

CODE SEE PAGE GROUND POINTS LOCATION

38 (3S–GTE)

EB 40 (5S–FE) FRONT LEFT FENDEREB

42 (4A–FE)

FRONT LEFT FENDER

: SPLICE POINTS

CODE SEE PAGE WIRE HARNESS WITH SPLICE POINTS CODE SEE PAGE WIRE HARNESS WITH SPLICE POINTS

E 7 38 (3S–GTE) I 2

38 (3S–GTE)ENGINE WIRE

I 8 46 COWL WIRE

E 8 40 (5S–FE)ENGINE WIRE

I 9

46 COWL WIRE

E 8

42 (3S–GTE)

SERVICE HINTS

68

POWER SOURCE

-Memo-

69

70

STARTING AND IGNITION (ALL–TRAC/4WD)

4 4

4 4

IE117 IE110

EB12

AM2

AM14

10 9

7

ACCIG1ST1

E 5

EB1

1

2

1

1

2

4A

IG

ES2

1

ES2

4

12

STJ STA

M

A

B

11

4

4 3

7 2

2 1

IG2

WB–R

B–W

B–W

WB–R

BWB–R

B

B–W

B–O B–O

B

B

G

B

B

B

B

G

W–B

B–R

BATTERY

FUSE BOX

STARTERRELAY

IGNITION SW

COLDSTARTINJECTOR START

INJECTORTIME SW

CLUTCHSTART SW

FL MAIN 2. 0L

30A

AM

2

100A

ALT

40A

AM

1

STARTER

F10

S 5 , S 6

I12

C 4

S 4

C12

A B

I 9 : USAI 8 : CANADA

2B3 2B2

2E6 2E5

71

EB EC

2

1

E 7 E 9

E 9

I 7

18

4122143

21

5 3

+B2 +B

G2 G– NE G1

G2 G– ME G1 IGT IGF1

IG–

W–B BR

( SE

ALE

D)

L B Y R W B–Y

W–

B

W–L

W–L

B–O

B–O

B–O

B–O B–O B–O

W–L

B

IGT IGF TAC

TO TACHOMETER

NOISE FILTER(FOR IGNITIONSYSTEM)

IGNITION COIL

CHECKCONNECTOR

IGNITERDISTRIBUTOR

ENGINE ECU

N 3

I 5

C 1

I 4

E 6

D 1

5 17 4 18 20 3

2A5

2C5

72

STARTING AND IGNITION (ALL–TRAC/4WD)

STARTERPOINTS CLOSED WITH CLUTCH START SW ON AND IGNITION SW AT ST POSITION

STARTER RELAY(4) 2–(4) 4 : CLOSED WITH CLUTCH START SW ON AND IGNITION SW AT ST POSITION

C 4 COLD START INJECTOR1–2 : APPROX. 12 VOLTS WHILE START INJECTOR TIME SW IS CLOSED AND STARTER CRANKING

C12 CLUTCH START SW1–2 : CLOSED WITH CLUTCH PEDAL FULLY DEPRESSED

I12 IGNITION SW4–7 : CLOSED WITH IGNITION SW AT ST POSITION9–10 : CLOSED WITH IGNITION SW AT ON OR ST POSITION

: PARTS LOCATION


C 1 28 (3S–GTE) F10 28 (3S–GTE) S 4 29 (3S–GTE)

C 4 28 (3S–GTE) I 4 29 (3S–GTE) S 5 A 29 (3S–GTE)

C12 32 I 5 29 (3S–GTE) S 6 B 29 (3S–GTE)

D 1 28 (3S–GTE) I12 33

E 6 33 N 3 29 (3S–GTE)

: RELAY BLOCKS





2A 23(ALL–TRAC/4WD) ENGINE ROOM MAIN WIRE AND J/B NO.2 (NEAR THE BATTERY)

2B 23 ENGINE WIRE AND J/B NO 2 (NEAR THE BATTERY)2C

23(ALL–TRAC/4WD)

ENGINE WIRE AND J/B NO.2 (NEAR THE BATTERY)

2E 23(ALL–TRAC/4WD) ENGINE ROOM MAIN WIRE AND J/B NO.2 (NEAR THE BATTERY)



EB1 38 (3S–GTE) ENGINE WIRE AND COWL WIRE (REAR SIDE OF RIGHT FRONT FENDER)

ES2 38 (3S–GTE) ENGINE WIRE AND ENGINE ROOM NO. 2 WIRE (NEAR THE DISTRIBUTOR)


: GROUND POINTS


EB 38 (3S–GTE) FRONT LEFT FENDER

EC 38 (3S–GTE) INTAKE MANIFOLD

IG 44 R/B NO. 4 SET BOLT

: SPLICE POINTS


E 5 I 7 46 ENGINE WIRE

E 7 38 (3S–GTE) ENGINE WIRE I 8 46COWL WIRE

E 9

38 (3S GTE) ENGINE WIRE

I 9 46COWL WIRE

SERVICE HINTS

74

STARTING AND IGNITION (2WD)

AM2

AM14

10 9

7

ACCIG1ST1

IE117 EB14IE110

EB12

1

3 6

4 4

4 4

4 3

12

I 8

2

1

EB1

P

N

2

3

B

A

A

B

2

1

M

IG

4A

IG2

B

A

B–O B–O

B–WB–W

( 5S

–FE

,M

/T)

B

B B

( 4A

–FE

,M

/T)

B

B

B–R

B

B–R

B–R

B–

R

B–W

B–W

B–W

B–W

W–B

WW

W

(5S–FE)

(4A–FE)

1

IGNIITON SW

NEUTRALSTART SW(A/T)

STARTER RELAY(M/T)

CLUTCHSTART SW

(W/ ECT)

FUSE BOX

BATTERY

STARTER

40A

AM

1

100A

ALT

30A

AM

2

11

N 1 , N 2

F10

S 5 , S 6

C12

FL MAIN 2. 0L

I12

B A

A B

(A/T

)

B( M

/T)

( M/T

)

B

ES11

B

( 4A

–F

E,

A/T

)

( 5S

–F

E,

A/T

)

( 4A

–FE

)

E 5

B

BB

TO ENGINE ANDECT ECU

B( A

/T)

(W/O ECT)

(W/O ECT)

(W/ ECT)


E 8

2E52E6

2B22B3

75

DISTRIBUTOR

IGNITER

2

1

I 7 I 7

E 9

E 9

18

4 2 1 3 4 2

6 7 8 9

3 5

21

18

A

B B B B B

AAAAA

B B B BB

A

EC ECEB

1 2

E 7

BR

BR

W–B

W–B

22 3 5 18 17

20 3 18 17 5

1 4 2 6 5

( SH

IELD

ED

)

( SH

IELD

ED

)

B–O

B–O

B B

B–O

W–L

B

B–Y W R B

B W B–Y R B L

W–

LW

–L

B–

O

B–O

B

B–O

E 9 : 5S–FEE 7 : 4A–FE

TO TACHOMETER

CHECKCONNECTOR

CHECKCONNECTOR

IGNITION COIL

DISTRIBUTOR

IGN

ITE

R

IIA

NOISE FILTER(FOR IGNITIONSYSTEM)

ENGINE ECU ENGINE AND ECT ECU

TO

TA

CH

OM

ET

ER

(A/T)

(M/T)

(5S–FE)

( 4A

–FE

)

I 1 , I 2

N 3

E 8 E 8 , E 8

I4

D 1

I 5

C 1

C 1

A B

1

2

A B

IGT IGF1 NE G1 G– IGT IGF1 G1 G– NE–

IG– IG–

TAC IGT IGF G1 G– NE–

+B +B2

1

B

A

4

4

Y

NE

NE

2C5

2A5

76

STARTING AND IGNITION (2WD)

I12 IGNITION SW 4–7 : CLOSED WITH IGNITION SW AT ST POSITION9–10 : CLOSED WITH IGNITION SW AT ON OR ST POSITION

C12 CLUTCH START SW1–2 : CLOSED WITH CLUTCH PEDAL FULLY DEPRESSED

STARTER RELAY(4) 2–(4) 4 : CLOSED WITH CLUTCH START SW ON AND IGNITION SW AT ST POSITION

STARTERPOINTS CLOSED WITH CLUTCH START SW ON AND IGNITION SW AT ST POSITION

N 1, N 2 NEUTRAL START SW (A/T)2–3 : CLOSED WITH A/T SHIFT LEVER IN P OR N POSITION (W/ECT)1–2 : CLOSED WITH A/T SHIFT LEVER IN P OR N POSITION (W/O ECT)

C 4 COLD START INJECTOR1–2 : APPROX. 12 VOLTS WHILE START INJECTOR TIME SW IS CLOSED AND STARTER CRANKING

: PARTS LOCATION


C 1 30 (5S–FE), 31 (4A–FE) F10 30 (5S–FE), 31 (4A–FE) N 2 A 30 (5S–FE)

C 4 30 (5S–FE), 31 (4A–FE) I 1 A 31 (4A–FE) N 3 30 (5S–FE), 31 (4A–FE)

C12 32 I 2 B 31 (4A–FE) S 5 A 30 (5S–FE), 31 (4A–FE)

D 1 30 (5S–FE), 31 (4A–FE) I 4 30 (5S–FE) S 6 B 30 (5S–FE), 31 (4A–FE)

E 8 33 I 5 30 (5S–FE)

E 8A 33 I12 33

E 8B 33 N 1 B 30 (5S–FE), 31 (4A–FE)

: RELAY BLOCKS





2A 22 (2WD) ENGINE ROOM MAIN WIRE AND J/B NO.2 (NEAR THE BATTERY)

2B22 (2WD) ENGINE WIRE AND J/B NO 2 (NEAR THE BATTERY)

2C22 (2WD) ENGINE WIRE AND J/B NO.2 (NEAR THE BATTERY)

2E 22 (2WD) ENGINE ROOM MAIN WIRE AND J/B NO.2 (NEAR THE BATTERY)



EB140 (5S–FE)

ENGINE WIRE AND COWL WIRE (REAR SIDE OF RIGHT FRONT FENDER)EB142 (4A–FE)


ES1 42 (4A–FE) ENGINE WIRE AND ENGINE ROOM NO. 2 WIRE (NEAR THE STARTER)


: GROUND POINTS


EB40 (5S–FE)

FRONT LEFT FENDEREB42 (4A–FE)

FRONT LEFT FENDER

EC40 (5S–FE)

INTAKE MANIFOLDEC42 (4A–FE)

INTAKE MANIFOLD


: SPLICE POINTS


E 540 (5S–FE) E 9 40 (5S–FE)

ENGINE WIREE 542 (4A–FE) I 7 46

ENGINE WIRE

E 740 (5S–FE)

ENGINE WIREI 8 46

COWL WIREE 742 (4A–FE)

ENGINE WIREI 9 46

COWL WIRE

E 840 (5S–FE)

E 842 (4A–FE)

SERVICE HINTS

78

CHARGING

8

9

IG216 IG215

C

2 6

C

4

IG L S

1 ALTERNATOR

IC REGULATOR

3 2 1B B B C

B

FL MAIN2. 0L

BATTERY

CHARGE WARNINGLIGHT[COMB. METER]

JUNCTIONCONNECTOR

100A

ALT

40A

AM

1

FUSE BOX

W

W

FROM POWER SOURCE SYSTEM(SEE PAGE 66)


W W

B–

RB

–RB

–R

Y W W

B–O

Y

Y

B

F10

C15

A15 , A16

J 3

C A

B B

A A

A

B

3 2

A B

1

A A A2 1 3 (ALL–TRAC/4WD)

(2WD)

B

I 5

Y

Y

TO RETRACTCONTROL RELAY(CANADA)

(ALL–TRAC/4WD)

(ALL–TRAC/4WD)

(2WD)

(2WD)

2B2

2B5

1B8

15AECU–IG

1D5

7. 5AIGN

79

A15(C), A16(A) (B) ALTERNATOR(C) 1–GROUND: 13.9–15.1 VOLTS WITH ENGINE RUNNING AT 2000 RPM AND 25°C (77°F)

13.5–14.3 VOLTS WITH ENGINE RUNNING AT 2000 RPM AND 115°C (239°F)(A) 1, (B) 2 –GROUND : 0–4 VOLTS WITH IGNITION SW AT ON POSITION AND ENGINE NOT RUNNING

: PARTS LOCATION


A15C 28 (3S–GTE), 30 (5S–FE) A16 B 30 (5S–FE), 31 (4A–FE) F10 B 30 (5S–FE), 31 (4A–FE)

A15C 31 (4A–FE) C15 32 J 3 33

A16 A 28 (3S–GTE) F10 A 28 (3S–GTE)



1B20 COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)

1D20 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)

22 (2WD)2B 23

(ALL–TRAC/4WD)ENGINE WIRE AND J/B NO. 2 (NEAR THE BATTERY)



IG2 44 ENGINE WIRE AND COWL WIRE (UNDER THE ENGINE ECU))

: SPLICE POINTS


I 5 46 COWL WIRE

1

1

2 3

X 8 9

1 2

6

C BA16 C15

F10 J 3

A15 BLACK GRAY

BLACK

(HINT : SEE PAGE 7)

C

CC

CC

C

AA16 BLACK(ALL–TRAC/4WD) (2WD)

2

3 4

A BLACKF10(ALL–TRAC/4WD) B(2WD)

X

X X X

21

3

SERVICE HINTS

80

ENGINE CONTROL (3S–GTE)

THE ENGINE CONTROL SYSTEM UTILIZES A MICROCOMPUTER AND MAINTAINS OVERALL CONTROL OF THE ENGINE AN OUTLINEOF ENGINE CONTROL IS GIVEN HERE.

1. INPUT SIGNALS

(1) WATER TEMP. SIGNAL SYSTEM

THE WATER TEMP. SENSOR DETECTS THE ENGINE COOLANT TEMP. AND HAS A BUILT–IN THERMISTOR WITH A RESISTANCEWHICH VARIES ACCORDING TO THE WATER TEMP. THUS THE WATER TEMP. IS INPUT IN THE FORM OF A CONTROL SIGNAL TOTERMINAL THW OF THE ECU.

(2) INTAKE AIR TEMP. SIGNAL SYSTEM

THE INTAKE AIR TEMP. SENSOR IS INSTALLED INSIDE THE AIR FLOW METER AND DETECTS THE INTAKE AIR TEMP. WHICH ISINPUT AS A CONTROL SIGNAL TO TERMINAL THA OF THE ECU.

(3) OXYGEN SENSOR SIGNAL SYSTEM

THE OXYGEN DENSITY IN THE EXHAUST EMISSIONS IS DETECTED AND INPUT AS A CONTROL SIGNAL TO TERMINAL OX1 OFECU. TO MAINTAIN STABLE DETECTION PERFORMANCE BY THE OXYGEN SENSOR, A HEATER IS USED FOR WARMING THESENSOR. THE HEATER IS ALSO CONTROLLED BY THE ECU (HT).

(4) RPM SIGNAL SYSTEMCRANKSHAFT POSITION IS DETECTED BY THE PICK–UP COIL INSTALLED INSIDE THE DISTRIBUTOR. CRANKSHAFT POSITIONIS INPUT AS A CONTROL SIGNAL TO TERMINALS G1 AND G2 OF THE ECU, AND RPM IS INPUT TO TERMINAL NE .

(5) THROTTLE SIGNAL SYSTEMTHE THROTTLE POSITION SENSOR DETECTS THE THROTTLE VALVE OPENING ANGLE WHICH IS INPUT AS A CONTROL SIGNALTO TERMINAL VTA OF THE ECU, OR WHEN THE VALVE IS FULLY CLOSED, TO TERMINAL IDL .

(6) VEHICLE SPEED SIGNAL SYSTEMTHE SPEED SENSOR, INSTALLED INSIDE THE COMBINATION METER, DETECTS THE VEHICLE SPEED AND INPUTS A CONTROLSIGNAL TO TERMINAL SPD OF THE ECU.

(7) A/C SW SIGNAL SYSTEMTHE OPERATING VOLTAGE OF THE A/C MAGNETIC CLUTCH IS DETECTED AND INPUT IN THE FORM OF A CONTROL SIGNAL TOTERMINAL AC OF THE ECU.

(8) BATTERY SIGNAL SYSTEM

VOLTAGE IS CONSTANTLY APPLIED TO TERMINAL BATT OF THE ECU. WHEN THE IGNITION SW IS TURNED TO ON, VOLTAGEFOR ECU OPERATION IS APPLIED VIA THE EFI MAIN RELAY TO TERMINALS +B AND B1 OF THE ECU.

(9) INTAKE AIR VOLUME SIGNAL SYSTEM

INTAKE AIR VOLUME IS DETECTED BY THE POTENTIOMETER INSTALLED INSIDE THE AIR FLOW METER AND IS INPUT AS ACONTROL SIGNAL TO TERMINAL VS OF THE ECU.

(10) STOP LIGHT SW SIGNAL SYSTEM

THE STOP LIGHT SW IS USED TO DETECT WHETHER OR NOT THE VEHICLE IS BRAKING AND THE INFORMATION IS INPUT AS ACONTROL SIGNAL TO TERMINAL STP OF THE ECU.

(11) STA SIGNAL SYSTEM

TO CONFIRM THAT THE ENGINE IS CRANKING, THE VOLTAGE APPLIED TO THE STARTER MOTOR DURING CRANKING ISDETECTED AND IS INPUT AS A CONTROL SIGNAL TO TERMINAL STA OF THE ECU.

(12) ENGINE KNOCK CONTROL SYSTEM

ENGINE KNOCKING IS DETECTED BY THE KNOCK SENSOR AND INPUT AS A CONTROL SIGNAL TO TERMINAL KNK OF THEECU.

(13) ELECTRICAL IDLE–UP SYSTEM

THE SIGNAL WHEN SYSTEMS SUCH AS THE REAR WINDOW DEFOGGER, HEADLIGHTS, ETC. WHICH CAUSE A HIGHELECTRICAL BURDEN ARE ON IS INPUT TO TERMINAL ELS AS A CONTROL SIGNAL.

2. CONTROL SYSTEM

* EFI (ELECTRONIC FUEL INJECTION) SYSTEM

THE EFI SYSTEM MONITORS THE ENGINE CONDITIONS THROUGH THE SIGNALS EACH SENSOR (INPUT SIGNALS (1) TO (12))INPUTS TO THE ECU. BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE ECU. THE MOST APPROPRIATE FUELINJECTION TIMING IS DECIDED AND CURRENT IS OUTPUT TO TERMINALS #1, #2, #3 AND #4 OF THE ECU. CAUSING THEINJECTORS TO OPERATE (TO INJECT FUEL). IT IS THIS SYSTEM. WHICH THROUGH THE WORK OF THE ECU. FINELY CONTROLSFUEL INJECTION IN RESPONSE TO DRIVING CONDITIONS.

* ESA (ELECTRONIC SPARK ADVANCE) SYSTEMTHE ESA SYSTEM MONITORS THE ENGINE CONDITIONS THROUGH THE SIGNALS (INPUT SIGNALS (1, 3, 4, 6, 7, 9, 11) INPUT TOTHE ECU FROM EACH SENSOR. BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE ECU. THE MOST APPROPRIATEINJECTION TIMING IS DECIDED AND CURRENT IS OUTPUT TO TERMINAL IGT OF THE ECU. THIS OUTPUT CONTROLS THEIGNITER TO PRODUCE THE MOST APPROPRIATE IGNITION TIMING FOR THE DRIVING CONDITIONS.

SYSTEM OUTLINE

81

* FUEL PUMP CONTROL SYSTEM

COMPUTER OPERATION OUTPUTS TO TERMINAL FPR AND CONTROLS THE FUEL PUMP CONTROL RELAY AND THUS CONTROLSTHE FUEL PUMP DRIVE SPEED IN RESPONSE TO CONDITIONS.

* OXYGEN SENSOR HEATER CONTROL SYSTEM

THE OXYGEN SENSOR HEATER CONTROL SYTERM TURNS THE HEATER TO ON WHEN THE INTAKE AIR VOLUME IS LOW (TEMP.OF EXHAUST EMISSIONS LOW). AND WARMS UP THE OXYGEN SENSOR TO IMPROVE DETECTION PERFORMANCE OF THESENSOR. THE ECU EVALUATES THE SIGNALS FROM EACH SENSOR (INPUT SIGNALS (1, 6, 8, 9, 11)), CURRENT IS OUTPUT TOTERMINAL HT AND CONTROLS THE HEATER.

* ISC (IDLE SPEED CONTROL) SYSTEM

THE ISC SYSTEM (ROTARY SOLENOID TYPE) INCREASES THE RPM AND PRVIDES IDLING STABILITY FOR FAST IDLE–UP WHENTHE ENGINE IS COLD AND WHEN THE IDLE SPEED HAS DROPPED DUE TO ELECTRICAL LOAD, ETC. THE ECU EVALUATES THESIGNALS FROM EACH SENSOR (INPUT SIGNALS (1, 4 TO 8, 11, 13)), OUTPUTS CURRENT TO TERMINALS ISC1 AND ISC2 ANDCONTROLS THE ISC VALVE.

* EGR CONTROL SYSTEM

WITH THE EGR CONTROL SYSTEM, THE ECU EVALUATES THE (INPUT SIGNALS (1, 4, 10)), FROM EACH SENSOR, CURRENT ISOUTPUT TO TERMINAL EGR AND OPERATION OF THE EGR VALVE IS CONTROLLED.

* INTAKE AIR CONTROL SYSTEM

IN THE INTAKE AIR CONTROL SYSTEM, EACH CYLINDER IN THE INTAKE MANIFOLD IS DIVIDED INTO TWO PARTS, WITH AN INTAKEAIR CONTROL VALVE INSTALLED IN THE PASSAGE ON ONE SIDE. THE OPENING AND CLOSING OF THE VALVE PROVLDES THEMOST APPROPRIATE INTAKE AIR FLOW AND, AS WELL AS PREVENTING PERFORMANCE LOSS AT LOW SPEEDS, ALSO IMPROVESFUEL ECONOMY. THE ECU EVALUATES THE SIGNALS FROM EACH SENSOR (INPUT SIGNALS (1, 4, 5)), OUTPUTS CURRENT TOTERMINAL TVIS CONTROLS THE VSV (FOR T–VIS) AND, CARRIES OUT OPENING AND CLOSING OF THE VALVE.

3. DIAGNOSIS SYSTEMWITH THE DIAGNOSIS SYSTEM, WHEN THERE IS A MALFUNCTION IN THE ECU SIGNAL SYSTEM, THE MALFUNCTIONING SYSTEMIS RECORDED IN THE MEMORY. THE MALFUNCTIONING SYSTEM CAN THEN BE FOUND BY READING THE DISPLAY (CODE) OFTHE CHECK ENGINE WARNING LIGHT.

4. FAIL–SAFE SYSTEMWHEN A MALFUNCTION OCCURS IN ANY SYSTEM, IF THERE IS A POSSIBILITY OF ENGINE TROUBLE BEING CAUSED BYCONTINUED CONTROL BASED ON THE SIGNALS FROM THAT SYSTEM. THE FAIL–SAFE SYSTEM EITHER CONTROLS THE SYSTEMBY USING DATA (STANDARD VALUES) RECORDED IN THE ECU MEMORY OR ELSE STOPS THE ENGINE.

82


AM1

AM210

4 7

9

ST1

IG2

2 4 3

1

6 4 1

23

1

2

1

2

1

2

1

2

1

2

E 7

I 6

E 3

4 4

5

3B2

4 4

5 5 5

IE220IE219

BP112

IG220

IE110 IE117 EB11

EB12

IF115

M

2

1

IG25

BL

IE218

I12IGNITION SW

2

63 4

2 7

4

FL MAIN2. 0L

BATTERY

1

INJE

CT

OR

NO

.1

INJE

CT

OR

NO

.2

INJE

CT

OR

NO

.3

INJE

CT

OR

NO

.4 J/B

NO. 3

E10EFI RESISTOR

STA

RTE

RR

ELA

Y

3

1 2

4

FUEL PUMPCONTROL RELAY

F17

FU

EL

PU

MP

RE

SIS

TO

R

F18FUEL PUMP

B

B–Y

L–B

G–R

L

G

Y

G

R

W–B

B–WW

B

W B–R

W B–R

W B–R

B

BB

B

B–Y

L–O

L–O

L–W

L–B

G–R

G–R

L–B

L–B

L–B

L–B

W–B

B–W

B–W

W–B

W–BLYGR

G

W–B

B

L–B

L–B

CIRCUITOPENINGRELAY

B

B–O

B–O

B–O

B–O

B–O

B–O

B–O

B–O

TO

CLU

TC

HS

TA

RT

SW

FU

SE

BO

XF

10


40A

AM

1

100A

ALT

30A

AM

2

I7 I8 I9 I10

C10

I8:

US

AI9

:C

AN

AD

A

2E5 2E6

2B2 2B3

1E4

1A4

83

EB ID

1

2

1H72C4 1B7

1E5

3B9

1D61D1

2C102A5

2E8

IG219

ES24

IJ13

IG27

IG14

I 6

E 7

5

A A B B B B A A A B

B

A

A

A A A

FROM POWER SOURCE SYSTEM (SEE PAGE 66)

B–O

B–Y

B–O

B–Y

P

L–B

B–Y

G–R

G

L

Y

G

R

W–B

G

B–W

GL–Y

L–WRGYLG

G–R

P

G–W O

P

P

B–O

W–B

B–Y

L–B

L–B

G–W

G–R

R–Y

P

B–W

G G

B–W

7. 5AIGN

15AEFI

15ASTOP

15ATAIL

DIODE

15AGAUGE

B A

CHECK ENGINE[COMB. METER]

52

71079

WELS

STJACATSSPD

FR

OM

DE

FOG

GE

RS

WJUNCTIONCONNECTOR

J 2

STOPLIGHT SW

S10

EFIMAINRELAY

FPR FC #4 #3 #2

BATT STP

#1

JUN

CT

ION

CO

NN

EC

TO

R

J2

2

A17A/CAMPLIFIER

SP

EE

DS

EN

SO

R[C

OM

B.

ME

TER

]

C14

A

AA J 6

JUNCTIONCONNECTOR(FOR EARTH)

TOA

/CM

AG

NE

TIC

CLU

TC

HR

ELA

Y

FR

OM

STA

RT

INJE

CT

OR

TIM

ES

W TO

CO

LDS

TAR

TIN

JEC

TO

R

C

C

J/BNO. 3

1 4

6 14 24 25 11 12

7

31 2

33 4

1

2

ENGINE ECU

BR

L–W

B

B

C13 , C14

E 6 , E 7 E 8B C AY

B B

R–L

PR

–L

A

LG–B

21

ACT

IG21

IH11

11

G–Y

L–Y

6

2D1

2C6

84


E 7

E 9

1

2

1

2

1

2

I 7 E 9 I 7

E 9

34 2

THROTTLE POSITIONSENSOR

T 1

1

2

1

2

ES25

ES22

C11

VTA

C12

IDL

C1

VC

C5

PIM

C4

THW

C9

E2

C10

THG

B

TVIS

B9

RSC

B10

RSO

B6

EGR

B2

TPC

A11

STA

B5

G2

B17

G–

B4

NE

B18

G1

B20

IGT

B3

IGF

E 7

3 13 4 1 2 2 1

1

1

2 5 3 4

2

3 2

E 9

G2 G– NE G1 IGT IGF

E

+B2 +B TAC

PIMVC

1

1 2

B–O

B

P

B–Y

B–Y

L–B

W–L

B–Y

B–Y

B–O

P–L

P–L

R–W

BR

P–L

B–Y

B–Y

B–Y

B–O

W–L

B–

O

B

W–L

B–

Y

B–

Y

B–

Y

B–

Y

B–Y

G–W

G–

B

G–R

L–R L B Y R W B–Y

P–B P P

–L

R–W

R

BR

L

L

RB

R

BR

BR

BR

P–

L

BR

P–

L

P–B P

P

DISTRIBUTOR IGNITER

IGNITIONCOIL

TO

TA

CH

OM

ET

ER

P–

L

R–

W

P–L

TO

BO

OS

TM

ET

ER

[CO

MB

.M

ET

ER

]

EFI WATERTEMP.SENSOR

EG

RG

AS

TE

MP

.S

EN

SO

R( F

OR

CA

LIF

OR

NIA

)

SH

OR

TP

IN( E

X.

CA

LIF

OR

NIA

)

TO CRUISECONTROL ECU

TU

RB

OC

HA

RG

ING

PR

ES

SU

RE

SE

NS

OR

ENGINE ECU

E 6 , E 7 , E 8

T3

E 2

E3

E3

B C A

I 5

V4

B–O

W–

L

D 1 I 4

B–Y

B

I 7

E 5

B–Y

E 5

VS

V( F

OR

EG

RS

YS

TE

M)

V1

VS

V( F

OR

TU

RB

OC

HA

RG

ING

PR

ES

SU

RE

)

ISC

VA

LVE

I3VS

V( F

OR

T–V

IS)

V5

I 6

(SHIELDED)

A12 A13

IG218

L–B

P

LGB–Y

B–Y

B–Y

+B +B1

1

E 5

E 7

BR

BR BR

BR

BR

85

I 7

E 5

C8

VF

C15

TE1

C14

TE2

B8

HT

C6

OX

C3

THA

C2

VS

B26

EO2

B13

EO1

B14

E1

C13

KNK

9 6 7 1 3

7 6 1

2 8 1 3 2 4

VF TE1 HTRTE2 +

W +B FP E1 HTRB E

EC

E 5

P

B–Y

L–B

BR

B–Y BR

W

OV–

Y

P–

B

GR

GR

–B

W–B

W–B BR W

BR

BR

BR

BR

BR

(SHIELDED)

(SHEILDED)( S

HIE

LDE

D)

BR

BR

BR

B–Y

L–B

W–L

B–Y

(SHIELDED)

KNOCKSENSOR

AIR FLOWMETER

OXYGEN SENSORCHECKCONNECTOR

ENGINE ECU

O 8

A42 K 1

C 1

B C A

5 4E2 VC

THA VS

P–LBR

E 6 , E 7 , E 8

I 7

BR

P

18

IG–

W–L

4

OX2

LG

I 7

WW

IG22

86


EFI MAIN RELAY4–2 : CLOSED WITH IGNITION SW AT ON OR ST POSITION

E10 EFI RESISTOR2–1, 3, 4, 5 : 5–7 Ω

I 7, I 8, I 9, I10 INJECTOR1–2 : 2–4 Ω

F17 FUEL PUMP RESISTOR1–2: APPROX. 73 Ω

A42 AIR FLOW METER1–2 : CLOSED WITH STARTER RUNNING OR MEASURING PLATE OPEN5–6 : 200–600 Ω (MEASURING PLATE CLOSED)

20–1000 Ω (MEASURING PLATE OPEN)5–4 : 200–400 Ω5–7 : 10–20 K (–20°C, –4°F)

4–7 KΩ (0°C, 32°F)2–3 KΩ (20°C, 68°F)0.9–1.3 KΩ (40°C, 104°F)0.4–0.7 KΩ (60°C, 140°F)

E 2 EFI WATER TEMP. SENSOR1–2: 10–20 KΩ (–20°C, –4°F)

4–7 KΩ (0°C, 32°F)2–7 KΩ (20°C, 68°F)0.9–1.3 KΩ (40°C, 104°F)0.4–0.7 KΩ (60°C, 140°F)0.2–0.4 KΩ (80°C, 176°F)

T 1 THROTTLE POSITION SENSOR2–4: 0.2–0.8 KΩ WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0 MM (0 IN)3–4: LESS THAN 2.3 KΩ WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0.50 MM (0.020 IN)

Ω WITH 0.7 MM (0.028 IN.)2–4: 3.3–10 KΩ WITH THROTTLE VALVE FULLY OPEN1–4: 3–8 KΩ

E 6, E 7, E 8 ENGINE ECU VOLTAGE AT ECU CONNECTORS

BATT–E1 : 10–14 VOLTS+B, +B1–E1 : 10–14 VOLTS (IGNITION SW ON)IDL–E2 : 4–6 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN)VTA–E2 : 0.1–1.0 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED)

3–6 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN)VC–E2 : 4–6 VOLTS (IGNITION SW ON)VS–E2 : 4–6 VOLTS (IGNITION SW ON AND MEASURING PLATE FULLY CLOSED)

1.0 VOLTS OR LESS (IGNITION SW ON AND MEASURING PLATE FULLY OPEN)2.0–4.0 VOLTS (IDLING)1.0–2.0 VOLTS (3000 RPM)

THA–E2 : 1.0–3.0 VOLTS (IGNITION SW ON AND INTAKE AIR TEMP. 20°C, (68°F))THW–E2 : 0.1–1.0 VOLTS (IGNITION SW ON AND COOLANT TEMP. 80°C, (176°F))STA–E1 : 6–14 VOLTS (CRANKING)#1, #2, #3, #4 – E01, E02 : 10–14 VOLTS (IGNITION SW ON)IGT–E1 : 0.7–1.0 VOLTS (CRANKING OR IDLING)TVIS–E1 : 2.0 VOLTS OR LESS WITH IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED

10–14 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE OPEN2.0 VOLTS OR LESS IDLING10–14 VOLTS WITH 4200 RPM OR MORE

T–E1 : 10–14 VOLTS WITH IGNITION SW ON AND CHECK CONNECTOR T–E1 NO CONNECT0.5 VOLTS OR LESS WITH IGNITION SW ON AND CHECK CONNECTOR T–E1 CONNECT

AC–E1 : 8–14 VOLTS WITH IGNITION SW ON A/C SWITCH ONRSC, RSO –E1 : 9–14 VOLTS (IGNITION SW ON)

PIM–E2 : 2.5–4.5 VOLTS (IGNITION SW ON)

W–E1 : 10–14 VOLTS (NO TROUBLE (CHECK ENGINE WARNING LIGHT OFF) AND ENGINE RUNNING)

RESISTANCE AT ECU CONNECTORS(DISCONNECT WIRING CONNECTOR FROM ECU)

IDL–E1 : INFINITY (THROTTLE VALVE OPEN)LESS THAN 2300 Ω (THROTTLE VALVE FULLY CLOSED)

VTA–E2 : 3300–10000 Ω (THROTTLE VALVE OPEN)200–800 Ω (THROTTLE VALVE FULLY CLOSED)

VS–E2 : 200–600 Ω (MEASURING PLATE FULLY CLOSED)20–1200 Ω (MEASURING PLATE FULLY OPEN)

THA–E2 : 2000–3000 Ω (INTAKE AIR TEMP. 20°C, 68°F)THW–E2 : 200–400 Ω (COOLANT TEMP. 80°C, 176°F)G1,G2–G– : 140–180 ΩNE–G– : 180–220 ΩRSO, RSC–+B, +B1 : 17.7–23.9 Ω

SERVICE HINTS

87

: PARTS LOCATION


A17 32 E10 28 (3S–GTE) J 2 33

A42 28 (3S–GTE) F10 28 (3S–GTE) J 6 33

C 1 28 (3S–GTE) F17 28 (3S–GTE) K 1 33

C10 32 F18 34 O 8 29 (3S–GTE)

C13 B 32 I 3 29 (3S–GTE) S10 33

C14 A 32 I 4 29 (3S–GTE) T 1 29 (3S–GTE)

D 1 28 (3S–GTE) I 5 29 (3S–GTE) T 3 29 (3S–GTE)

E 2 28 (3S–GTE) I 7 29 (3S–GTE) V 1 29 (3S–GTE)

E 3 28 (3S–GTE) I 8 29 (3S–GTE) V 4 29 (3S–GTE)

E 6 B 33 I 9 29 (3S–GTE) V 5 29 (3S–GTE)

E 7 C 33 I10 29 (3S–GTE)

E 8 A 33 I12 33

: RELAY BLOCKS



5 27 R/B NO. 5 (ENGINE COMPARTMENT FRONT RIGHT)



1A



1E

1H 20 ENGINE ROOM MAIN WIRE AND J/B NO. 1 (LEFT KICK PANEL)

2A 23(ALL–TRAC/4WD) ENGINE ROOM MAIN WIRE AND J/B NO. 2 (NEAR THE BATTERY)

2B 23 ENGINE WIRE AND J/B NO 2 (NEAR THE BATTERY)2C

23(ALL–TRAC/4WD) ENGINE WIRE AND J/B NO. 2 (NEAR THE BATTERY)

2D 23 ENGINE ROOM MAIN WIRE AND J/B NO 2 (NEAR THE BATTERY)2E

23(ALL–TRAC/4WD) ENGINE ROOM MAIN WIRE AND J/B NO. 2 (NEAR THE BATTERY)

3B 25 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)



EB1 38 (3S–GTE) ENGINE WIRE AND COWL WIRE (REAR SIDE OF RIGHT FRONT FENDER)


IE144 ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)


IF1 44 FLOOR WIRE AND COWL WIRE (LEFT KICK PANEL)

IG144 ENGINE WIRE AND COWL WIRE (UNDER THE ENGINE ECU)


IH1 44 ENGINE WIRE AND A/C NO. 1 WIRE (BEHIND THE GLOVE BOX)

IJ1 46 COWL WIRE AND A/C NO. 1 WIRE (BEHIND THE GLOVE BOX)

BP1 48 (L/B) FLOOR WIRE AND LUGGAGE ROOM WIRE (LEFT QUARTER PANEL CENTER)

: GROUND POINTS


EB 38 (3S–GTE) FRONT LEFT FENDER

EC 38 (3S–GTE) INTAKE MANIFOLD

ID 44 LEFT KICK PANEL

BL 48 (L/B) BACK PANEL CENTER

: SPLICE POINTS


E 3 38 (3S–GTE) ENGINE ROOM MAIN WIRE I 246 COWL WIRE

E 5 I 646 COWL WIRE

E 7 38 (3S–GTE) ENGINE WIRE I 7 46 ENGINE WIRE

E 9

38 (3S GTE) ENGINE WIRE

I 8 46COWL WIRE

I 1 46 COWL WIRE I 9 46COWL WIRE

88


90

ENGINE CONTROL (5S–FE)

THE ENGINE CONTROL SYSTEM UTILIZES A MICROCOMPUTER AND MAINTAINS OVERALL CONTROL OF THE ENGINE,TRANSMISSION, ETC. AN OUTLINE OF ENGINE CONTROL IS GIVEN HERE.

1. INPUT SIGNALS

(1) WATER TEMP. SIGNAL SYSTEM


(2) INTAKE AIR TEMP. SIGNAL SYSTEM

THE INTAKE AIR TEMP. SENSOR IS DETECTS THE INTAKE AIR TEMP., WHICH IS INPUT AS A CONTROL SIGNAL TO TERMINALTHA OF THE ECU.

(3) OXYGEN SENSOR SIGNAL SYSTEM

THE OXYGEN DENSITY IN THE EXHAUST EMISSIONS IS DETECTED AND INPUT AS A CONTROL SIGNAL TO TERMINAL OX1 ANDOX2 (CALIFORNIA) OF THE ECU.

(4) RPM SIGNAL SYSTEM

CRANKSHAFT POSITION AND ENGINE RPM ARE DETECTED BY THE PICK–UP COIL INSTALLED INSIDE THE DISTRIBUTOR.CRANKSHAFT POSITION IS INPUT AS A CONTROL SIGNAL TO TERMINAL G+ OF THE ECU, AND RPM IS INPUT TO TERMINALNE+.

(5) THROTTLE SIGNAL SYSTEM

THE THROTTLE POSITION SENSOR DETECTS THE THROTTLE VALVE OPENING ANGLE, WHICH IS INPUT AS A CONTROLSIGNAL TO TERMINAL PSW OF THE ECU, OR WHEN THE VALVE IS FULLY CLOSED, TO TERMINAL IDL .

(6) VEHICLE SPEED SIGNAL SYSTEM

THE SPEED SENSOR, INSTALLED INSIDE THE COMBINATION METER, DETECTS THE VEHICLE SPEED AND INPUTS A CONTROLSIGNAL TO TERMINAL SPD OF THE ECU.

(7) NEUTRAL START SW SIGNAL SYSTEM

THE NEUTRAL START SW DETECTS WHETHER THE SHIFT POSITION IS IN NEUTRAL OR NOT, AND INPUTS A CONTROL SIGNALTO TERMINAL NSW OF THE ECU.

(8) A/C SW SIGNAL SYSTEM

THE OPERATING VOLTAGE OF THE A/C MAGNETIC CLUTCH IS DETECTED AND INPUT IN THE FORM OF A CONTROL SIGNAL TOTERMINAL ACT OF THE ECU, AND OPERATION A/C IDLE–UP VSV IS DETECTED AND INPUT IN THE FORM OF A CONTROLSIGNAL TO TERMINAL ACA OF THE ECU.

(9) BATTERY SIGNAL SYSTEM

VOLTAGE IS CONSTANTLY APPLIED TO TERMINAL BATT OF THE ECU. WHEN THE IGNITION SW IS TURNED TO ON, VOLTAGEFOR ECU OPERATION IS APPLIED VIA THE EFI MAIN RELAY TO TERMINALS +B AND +B1 OF THE ECU.

(10) INTAKE AIR VOLUME SIGNAL SYSTEM

INTAKE AIR VOLUME IS DETECTED BY THE VACUUM SENSOR AND IS INPUT AS A CONTROL SIGNAL TO TERMINAL PIM OF THEECU.

(11) STA SIGNAL SYSTEM

TO CONFIRM THAT THE ENGINE IS CRANKING, THE VOLTAGE APPLIED TO THE STARTER MOTOR DURING CRANKING ISDETECTED AND IS INPUT AS A CONTROL SIGNAL TO TERMINAL STA OF THE ECU.

(12) ELECTRICAL LOAD SIGNAL SYSTEM

THE SIGNAL WHEN SYSTEMS SUCH AS THE REAR WINDOW DEFOGGER, HEADLIGHTS, ETC. WHICH CAUSE A HIGHELECTRICAL BURDEN ARE ON IS INPUT TO TERMINAL ELS AS A CONTROL SIGNAL.

2. CONTROL SYSTEM


THE EFI SYSTEM MONITORS THE ENGINE CONDITIONS THROUGH THE SIGNALS EACH SENSOR (INPUT SIGNALS (1) TO (12))INPUTS TO THE ECU. BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE ECU, THE MOST APPROPRIATE FUELINJECTION TIMING IS DECIDED AND CURRENT IS OUTPUT TO TERMINALS #10 AND #20 OF THE ECU, CAUSING THE INJECTORSTO OPERATE (TO INJECT FUEL). IT IS THIS SYSTEM WHICH, THROUGH THE WORK OF THE ECU, FINELY CONTROLS FUELINJECTION IN RESPONSE TO DRIVING CONDITIONS.

DURING ENGINE CRANKING (SIGNAL INPUT TO TERMINAL STA ) OR FOR APPROX. 2 SECONDS AFTER NE SIGNAL INPUT, ECUOPERATION ENERGIZES (POINT CLOSED) THE FUEL PUMP CIRCUIT INSIDE THE CIRCUIT OPENING RELAY, CAUSING THE FUELPUMP TO OPERATE.

* ESA (ELECTRONIC SPARK ADVANCE) SYSTEM

THE ESA SYSTEM MONITORS THE ENGINE CONDITIONS USING THE SIGNALS (INPUT SIGNALS (1, 4, 5, 10, 11)) INPUT TO THE ECUFROM EACH SENSOR. BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE ECU, THE MOST APPROPRIATE IGNITIONTIMING IS DECIDED AND CURRENT IS OUTPUT TO TERMINAL IGT OF THE ECU. THIS OUTPUT CONTROLS THE IGNITER TOPRODUCE THE MOST APPROPRIATE IGNITION TIMING FOR THE DRIVING CONDITIONS.

SYSTEM OUTLINE

91

* ISC (IDLE AIR CONTROL) SYSTEM

THE ISC SYSTEM (ROTARY SOLENOID TYPE) INCREASES THE RPM AND PROVIDES IDLING STABILITY FOR FAST IDLE–UP WHENTHE ENGINE IS COLD AND WHEN THE IDLE SPEED HAS DROPPED DUE TO ELECTRICAL LOAD, ETC. THE ECU EVALUATES THESIGNALS FROM EACH SENSOR (INPUT SIGNALS (1, 4 TO 8, 11, 12)), OUTPUTS CURRENT TO TERMINAL ISCC AND ISCO, ANDCONTROLS THE ISC VALVE.

* EGR CONTROL SYSTEM

THE EGR CUT CONTROL SYSTEM CONTROLS THE VSV (FOR EGR) BY EVALUATING THE SIGNALS FROM EACH SENSOR INPUT TOTHE ECU (INPUT SIGNALS (1, 5, 6, 9)) AND BY SENDING OUTPUT TO TERMINAL EGR OF THE ECU.

* A/C CUT CONTROL SYSTEM

WHEN THE VEHICLE SUDDENLY ACCELERATES FROM LOW ENGINE SPEED, THIS SYSTEM CUTS OFF AIR CONDITIONEROPERATION FOR A FIXED PERIOD OF TIME IN RESPONSE TO THE VEHICLE SPEED AND THROTTLE VALVE OPENING ANGLE INORDER TO MAINTAIN ACCELERATION PERFORMANCE.

THE ECU RECEIVES INPUT SIGNALS (5, 6), AND OUTPUTS SIGNALS TO TERMINAL ACT.

3. DIAGNOSIS SYSTEMWITH THE DIAGNOSIS SYSTEM, WHEN THERE IS A MALFUNCTIONING IN THE ECU SIGNAL SYSTEM, THE MALFUNCTION SYSTEMIS RECORDED IN THE MEMORY. THE MALFUNCTIONING SYSTEM CAN THEN BE FOUND BY READING THE DISPLAY (CODE) OFTHE CHECK ENGINE WARNING LIGHT.

4. FAIL–SAFE SYSTEMWHEN A MALFUNCTION OCCURS IN ANY SYSTEM, IF THERE IS A POSSIBILITY OF ENGINE TROUBLE BEING CAUSED BYCONTINUED CONTROL BASED ON THE SIGNALS FROM THAT SYSTEM, THE FAIL–SAFE SYSTEM EITHER CONTROLS THE SYSTEMBY USING DATA (STANDARD VALUES) RECORDED IN THE ECU MEMORY OR ELSE STOPS THE ENGINE.

92

ENGINE CONTROL (5S–FE A/T)

2A5 2C10

2C4

2E8

IE110 IE117 EB11

AM1

AM210

4 7

9

ST1

IG2

IG27

E 7

E 5

E 5

1

36

E11

B A

A A C

1

2

1

2

1

2

1

2

1

2

1

2

EB

B–W

B–O

B–Y

BR

BR

W

B–O

B

B–RW

W B–R

B–O

B–Y

W–

B

B–O

B–O

B–O

PP

Y–L

B–Y

GR

WY

B–O

YWYW

W–B

W

B–R

BR

BATT ISCV

THA#10#20

1 7

31211

B–O

BATTERY

FL MAIN 2. 0L

NO. 1 NO. 2 NO. 3 NO. 4

EFI MAINRELAY

FUSE BOX

IGNITION SW

15AEFI

INJECTOR

30A

AM

2

100A

ALT

40A

AM

1

INA

IRT

EM

P.

SE

NS

OR

A/C

IDLE

–UP

VS

V


I12

F10

I 7 I 8 I 9 I10

I6

A3

ENGINE AND ECT ECU

E 6 , E 7 , E 8C B A

1

3

2

4

E 5

I 7

B–O

B–O

B–O

C

1

2

R

THW

4E

FIW

AT

ER

TE

MP

.S

EN

SO

R

E2

C

1

2

R

THG

10

EG

RG

AS

TEM

P.

SE

NS

OR

( FO

RC

AR

IFO

RN

IA)

E3

BR

A

1

2

L–B

B–Y

EGR

23

VS

V( F

OR

EG

RS

YS

TE

M)

V1

2E5 2E6

2B2 2B3

1H7

7. 5AIGN

93

2* : DIAL TYPE OF BLOWER CONTROL SW1* : PUSH TYPE OF BLOWER CONTROL SW

ENGINE AND ECT ECU

E 6 , E 7 , E 8C B A

1E51B7

1D6

E 7 I 6

1

2

C

3 1

2

C

A

A A

AB B C

B B B B B

B

C C CC

IJ13

IH11

3B9

34 2 1

3 2 1

2

1

VC PIM E2

E2IDLVTAVC

I 7

16 11 92 15 21 16 13

2541312109

BR

BR

P–L

P–B P

BR

P–L

GR

–B

BR

L–Y

LG–B

B–Y

L–R

W

BRP

–L

G–W

B–W B–Y

B–Y

G–W

G–W

R–L

P

R–Y

O

P

G–R

B–Y

B–O

B–W B–W

B–O

B–Y

P

IG2

18B–Y B–Y


15ASTOP

15AGAUGE

15ATAIL

ISC VALVE

STOP LIGHT SW

JUNCTIONCONNECTOR


J/BNO. 3

FROMDEFOGGER SW

DIO

DE

7

3

ISCC ISCO +B +B1 B/K W ELS

KNKSP2ACTATSPIM E2VTAE21

TO CRUISECONTROL ECU(W/ ABS)

THROTTLE POSITIONSENSOR

VACUUM SENSOR(FOR EFI SYSTEM)

KNOCKSENNSOR

TO

SP

EE

DS

EN

SO

R( F

OR

EC

T)

TO

A/C

EV

AP

OR

AT

OR

TEM

P.

SE

NN

SO

R

T 1 V 3

K 1

J 2

C13 ,C 14

S10

I 3

B A

B–Y

2

3 1

1D1

I 7 G–Y

E 7

E 7

I 6

B–Y

B3

Y–R

THE

B

IJ14

17

8

B–Y

ACA

B–Y

IG21

L–Y

E 5

C1

VC

BRBR

BR

C12

P

IDL

GR

–BP–B

( SH

IELD

ED

)

A/C AMPLIFIERA17

P

P

R–L

11

94


E 9

I 6

I 6

I 7

1 2

2 3 4 1 2 7 9 6 4

1 4 5

2

4 3 5 2 8 1 3 2 3

1 1

M

6

2

A A A

A A A B B B BC C

A C C C

IF115

EB14

IG219

IG220

P

N

2

3

EC ID BI

AA

A

B–Y

B–O

B–W

W–B

Y–L B

B–

O

W–L

Y–L

B–Y

B

W R B B–Y W B

V–Y O W BR

L–B B

L–B

G

W–B

L–B

L–B

B

B–WG

L–WW

W

W

BR

BR

BR

W–B

W–B

B–W

B–W

B–W

BB

NE– G+ G– IGF IGT DG VF TE1

STANSWFCSPDOX1OX2E1E02E01

IGF IGT TE2 VF TE1 OX

EFP+BW

TO TACHOMETER

IGNITION COIL

DISTRIBUTOR IGNITER CHECK CONNECTOR

ENGINE AND ECT ECU

FUEL PUMP

(SHEILDED)

(SHEILDED)

13 26 14 5 6 9 14 22 11

158720317185

NEUTRALSTART SW

OX

YG

EN

SE

NS

OR

( SU

B)

OX

YG

EN

SE

NS

OR

( MA

IN)


CIR

CU

ITO

PE

NIN

GR

ELA

Y

B–Y

BR

O4

O3

J 6

F16

E 6 , E 7 , E 8

D 1 I 4 C 1

C B A

I 5

N 2

C10

( SH

EIL

DE

D)

L–B

NE G1 G–

+BTAC +B2

E 5I 7

( SH

EIL

DE

D)

E 5

I 7

BR

BR

W–B

W–B BR

A

NE+

4

NE–

1

IG2

2

E 9

B–Y

P

I 5

18

Y–L

ECT

IG–

C14

17

TE2

5

6I 7

B B

JUNCTIONCONNECTOR

J 2

SPEED SENSOR[COMB. METER]

C14 A

L L–G

B–

O

BR

BR

L–W

3B2

J/BNO. 3

1A4

1E4

95

X

X 11 X 17

1 2 3 4 X

X 6 7 X

8 9 X X 17

1 2 34 5

3 5 6 7

21

1 2 3 4 5 6 7 8

161514131211109

3 9 10 11

14 15 16 17

12

2620 23

13

1

3 6

X

B A

BC A

A17 C 1

K 1

D 1 E 2

E 3

F10

C13 C14

E 6 E 7 E 8

BLACK

GRAY

DARK GREENBLACKBROWN

DARK GRAY

DARK GRAY

1 2 4 5 8 9 X 11

12 22

X

2113

X

3

14 15 X X X X

7 X

X X X

2

X 6 1 2 3

1 2

7 9

C C C

A A

A A A A

1 2 3 4

1 2 3

(HINT : SEE PAGE 7)

(HINT : SEE PAGE 7)

BLACKBLUEBLACK

DARK GRAYDARK GRAY

X 2 3

X X

GRAY

GRAY

BLACK

BLACK

BLACKGRAYDARK GRAY

O 3 O 4 S10

T 1 V 1 V 3

N 2

J 6J 2I12I 7, I 8, I 9, I10

I 6I 5I 4I 3F16

C C C

B

B

B

B

X

18

X

BLACK

4

10

1 2

X

DARK GRAY DARK GRAY DARK GRAY

X

2

1 2 3 4

1 2

18

4 5

1 2 3 4 5

1 2

1 2 1 2

1 1 2

1 2

1

C10 DARK GRAYA 3 BLACK

96


E 6, E7, E8 ENGINE AND ECT ECUVOLTAGE AT ECU WIRING CONNECTORBATT–E1 : ALWAYS 10.0–14.0 VOLTS+B–E1 : 10–14.0 VOLTS (IGNITION SW AT ON POSITION)+B1–E1 : 10–14.0 VOLTS (IGNITION SW AT ON POSITION)IDL–E2 : 8.0–14.0 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN)VC–E2 : 4.5–5.5 VOLTS (IGNITION SW AT ON POSITION)VTA–E2 : 0.8–1.2 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED)

: 3.2–4.2 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN)PIM–E2 : 3.3–3.9 VOLTS (IGNITION SW AT ON POSITION)#10, #20 – E01, E02 : 10–14.0 VOLTS (IGNITION SW AT ON POSITION)THA–E2 : 1.9–2.9 VOLTS (IGNITION SW ON AND INTAKE AIR TEMP. 20°C, 68°F)THW–E2 : 0.1–1.1 VOLTS (IGNITION SW ON AND COOLANT TEMP. 80°C, 176°F)STA–E1 6.0–14.0 VOLTS (ENGINE CRANKING)IGT–E1 0.8–1.2 VOLTS (ENGINE CRANKING OR IDLING)W–E1 8.0–14.0 VOLTS (NO TROUBLE AND ENGINE RUNNING)ACT–E1 : 4.5–5.5 VOLTS (IGNITION SW ON AND AIR CONDITIONING ON)ACA–E1 2.0 VOLTS OR LESS (IGNITION SW ON AND AIR CONDITIONING ON)TE1–E1 : 10–14.0 VOLTS (IGNITION SW ON AND CHECK CONNECTOR T–E1 NOT CONNECTED)

: 1.0 VOLTS OR LESS (IGNITION SW ON AND CHECK CONNECTOR T–E1 CONNECTED)

NSW–E1 : 0–2.0 VOLTS (IGNITION SW ON AND NEUTRAL START SW POSITION P OR N RANGE): 6.0–14.0 VOLTS (IGNITION SW ON AND EX. NEUTRAL START SW POSITION P OR N RANGE)

B/K–E1 : 10–14.0 VOLTS (BRAKE PEDAL DEPRESSED)

RESISTANCE AT ECU WIRING CONNECTORS(DISCONNECT WIRING CONNECTOR)

IDL–E2 : INFINITY (THROTTLE VALVE OPEN)2.3 KΩ OR LESS (THROTTLE VALVE FULLY CLOSED)

VTA–E2 : 3.3–10.0 KΩ (THROTTLE VALVE FULLY OPEN)0.2–0.8 KΩ (THROTTLE VALVE FULLY CLOSED)

VC–E2 : 3.0–7.0 KΩTHA–E2 : 2.0–3.0 KΩ (INTAKE AIR TEMP. 20°C, 68°F)THW–E2 : 0.2–0.4 KΩ (COOLANT TEMP. 80°C, 176°F)G+, NE+ – G– : 0.17–0.21 KΩISCC, ISCO–+B, +B1 : 19.3–22.3 Ω

: PARTS LOCATION


A 3 30 E 8 A 33 I12 33

A17 32 F10 30 (5S–FE) J 2 33

C 1 30 (5S–FE) F16 34 (L/B) J 6 33

C10 32 I 3 30 (5S–FE) K 1 30

C13 B 32 I 4 30 (5S–FE) N 2 30 (5S–FE)

C14 A 32 I 5 30 (5S–FE) O 3 30 (5S–FE)

D 1 30 (5S–FE) I 6 30 (5S–FE) O 4 30 (5S–FE)

E 2 30 (5S–FE) I 7 30 (5S–FE) S10 33

E 3 30 (5S–FE) I 8 30 (5S–FE) T 1 30 (5S–FE)

E 6 C 33 I19 30 (5S–FE) V 1 30 (5S–FE)

E 7 B 33 I10 30 (5S–FE) V 3 30 (5S–FE)



1A



1E


2A 22 (2WD) ENGINE ROOM MAIN WIRE AND J/B NO. 2 (NEAR THE BATTERY)


2C22 (2WD) ENGINE WIRE AND J/B NO. 2 (NEAR THE BATTERY)

2E 22 (2WD) ENGINE ROOM MAIN WIRE AND J/B NO. 2 (NEAR THE BATTERY)


SERVICE HINTS

97



EB1 40 (5S–FE) ENGINE WIRE AND COWL WIRE (REAR SIDE OF RIGHT FRONT FENDER)



IG2 44 ENGINE WIRE AND COWL WIRE (UNDER THE ENGINE ECU)



: GROUND POINTS


EB 40 (5S–FE) FRONT LEFT FENDER

EC 40 (5S–FE) INTAKE MANIFOLD


BI 48 (L/B) UNDER THE LEFT CENTER PILLAR

: SPLICE POINTS


E 5 I 6 46 COWL WIRE

E 740 (5S FE) ENGINE WIRE

I 7 46 ENGINE WIRE

E 940 (5S–FE) ENGINE WIRE

E11

I 5 46 COWL WIRE

98

ENGINE CONTROL (5S–FE M/T)

IE110 IE117 EB11

IG272A5 2C10

2C41H7

2E8

E 5

E 7

AM1

AM210

4 7

9

ST1

IG2

C

1

2

A

EB

1

6

1

2

1

2

1

2

E 5

1

2

1

2

A A B B

B–RW

B–O

B–O

B–O

PP

L–B

B–Y

B–Y

B–W

B–O

B–Y

B–RW B–O

7. 5AIGN

15AEFI

2 23


25 12 3 4

EFI MAINRELAY

VS

V( F

OR

EG

RS

YS

TEM

)

IGNITION SWI12

V1

W B–R

W–B

B–O

B

B–O

B–O

B–O

YWYW

Y W

BR

BR

#20 #10 THA THW

B–O

Y

BR

W

GR R

2

3

1

FUSE BOX

FL MAIN 2. 0L

BATTERY

INA

IRT

EM

P.

SE

NS

OR

EF

IWA

TER

TEM

P.

SE

NS

OR

F10 I6 E2

BATT EGR

E 6 , E 7 , E 8

ENGINE ECU

B C A

1 2

3 4

40A

AM

1

100A

ALT

30A

AM

2

A1

ISCV

E11

I 7

E 5

1

2

B–O

INJE

CT

OR

NO

.1

I7 I8 I9 I10

A/C

IDLE

–UP

VS

VA

3

Y–L

B–Y

B–O

INJE

CT

OR

NO

.2

INJE

CT

OR

NO

.3

INJE

CT

OR

NO

.4

2B2 2B3

2E5 2E6

99

2* : DIAL TYPE OF BLOWER CONTROL SW1* : PUSH TYPE OF BLOWER CONTROL SW

ENGINE ECU

E 6 , E 7 , E 8B C A

1D6

1D

1

E 7 I 6IG218

A A C C B C C

B

A

1

9 10 7 1 14 8 12

7

3

15ASTOP

15ATAIL

ISC VALVEDIODE

G–W

B–W B–Y

B–Y

P

O

B–Y

R–L

R–Y

B–W

B–O

B–Y

B–O

B–Y

B–Y

P

B–O

B–Y B–Y

2

3

I 3


IJ14 IJ13

I 7 E 7

2

B B B B B C C C B B A A

E2 VC PIM E21 THG ACA ACT ATS VTA IDL E01 E02

ISCC ISCO B B1 THE W ELS

2

3 2 1 17 11 3

1

9 11 2 16 13 3 6 10 10 12 13 26

BR

GR

–B

P–L

BR

L

B–Y

LG–B

B–Y

P–B P

P

W–B

W–B

VC PIM E

VACUUM SENSOR(FOR EFI SYSTEM) A/C AMPLIFIER

THROTTLEPOSITIONSENSOR

TO CRUISECONTROL ECU(W/ ABS)

EG

RG

AS

TEM

P.

SE

NS

OR

( FO

RC

ALI

FOR

NIA

)

V 3A17

E3

T 1

3 1

2

E 9

B–W

B–O

G–Y

W–B

W–B

IG22

1E

5

FR

OM

DE

FOG

GE

RR

ELA

Y

I 6P

P

CH

EC

KE

NG

INE

[CO

MB

.M

ETE

R]

C13

,C14

BA

R–

IG29

Y–R

Y–R

TOA

/CE

VA

PO

RA

TO

RTE

MP

.S

EN

SO

R

I 7

IG21

IH11

E 7

E 5

L–Y

L–Y

2 4

1

BR

BR

P–L

BR

BR

BR

P–L

BR

P

L–Y

3B9

LJ/B NO. 3

100


E 9

4 4

44

EB12

IG220

IG2

19

A A A A A B B

A B B C C A

EC ID BI IG

5

6

2

1

4A

1 4 5

32

M

6

2

IF115

NE– G– NE+ IGT IGF VF TE1

STAFCSPDKNKOX2E1

17 18 4 22 3 8 15

24 1 5 11 4 2

B–W

B–O

P

B–Y

B–Y

B–O

W–L

B–OB

W–L

W–L

L–B

B–Y

O W BR

L–B

B–Y

YBL W B–Y

B–W

B–W

BB

4 3 5

2 8 1 3

2 1

2 4 1 2 1

9 6 4

4 3

NE– G– NE IGT IGF

IG– +B FP E

OXTVF

B

2

A

B

11

A

W–B

W–B W–B W–B

G

B

W

BR

BR

L–B

G

W–B

L–B

L–B

W–B

W–B

BR

BR

BR

WW

L–W

BR

B

L–W

ENGINE ECU

E 6 , E 7 , E 8B C A

IGNITION COIL

DISTRIBUTOR IGNITER

CHECK CONNECTOR

TO TACHOMETER

ST

AR

TE

RR

ELA

Y

D 1 I 4

C 1

I 5

( M/T

)

1 2

( SH

IELD

ED

)

( SH

IELD

ED

)

( SH

IELD

ED

)

(SHIELDED)

OX

YG

EN

SE

NS

OR

( SU

B)

KN

OC

KS

EN

SO

R JUN

CT

ION

CO

NN

EC

TO

RS

PE

ED

SE

NS

OR

[CO

MB

.M

ET

ER

]

CIR

CU

ITO

PE

NIN

GR

ELA

Y

FUEL PUMP

CLU

TCH

ST

AR

TS

W


O4

K1

C10

C12

J2

C14

F16

J 6

B

B

+B +B2TAC

I 7

I 7

I 7

I 7

E 5

E 5

BR

I 6

A

G+

5

R

3

G1

18P

B

TE2

7

7

TE2

V–YLG

B

OX1

6

1

WW

( SH

IELD

ED

)

OX

YG

EN

SE

NS

OR

( MA

IN)

O3

I 7BR

BR


3B

2

J/BNO. 3

1A

4

1E

4

101

X

X 11 X 17

1 2 3 4 X

X 6 7 X

8 9 X X X

1 2 3

4 5

3

X

5 6 7 X

3 6

X

2

X 6 1 2 3

1 2

X 7 X 9

B B A A

A A A A

1 2 3

A

A

B C

A17A 3 C10

C12

E 2 E 3

F10 F16 I 3 I 4 I 5 I 6

I 7, I 8I 9, I10 I12 J 2 J 6

O 3 O 4 T 1 V 1 V 3

E 8

C14

E 6 E 7 DARK GRAYDARK GREEN DARK GRAY

BLACK DARK GRAY GRAY BLACK BLACK BLACK

GRAY

DARK GRAY DARK GRAY BLACK BLUE BLACK

X

18

1

(HINT : SEE PAGE 7)

(HINT : SEE PAGE 7)

4

10

1 2

BLACK

DARK GRAY

BLACK DARK GREEN

X

1 2

C 1 DARK GRAY

1 2 3 4

21

E 2 DARK GREEN

1 2 3 4 5 6 7 8

161514131211109

DARK GRAY

64321

1211

X

X 1087

1 2 3 4 X X X 9 10 X

X X X 17 18 24

5 12

25 26XX X 22 23

13

1 2 3 4 5 1 2 1 2

1

K 1 DARK GRAY

1 1 2 1 2 3 41 2

2

1 2

D 1 BLACK

B B

BC13 BROWN

102


E 6, E 7, E 8 ENGINE ECUVOLTAGE AT ECU WIRING CONNECTORBATT–E1 : ALWAYS 10.0–14.0 VOLTS+B–E1 : 10.0–14.0 VOLTS (IGNITION SW AT ON POSITION)+B1–E1 : 10.0–14.0 VOLTS (IGNITION SW AT ON POSITION)IDL–E1 : 8.0–14.0 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN)PSW–E1 : 4.5–5.5 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED)PIM–E2 : 3.3–3.9 VOLTS (IGNITION SW AT ON POSITION)VC–E2 : 4.5–5.5 VOLTS (IGNITION SW AT ON POSITION)#10, #20 – E01, E02 : 10.0–14.0 VOLTS (IGNITION SW AT ON POSITION)THA–E2 : 1.9–2.9 VOLTS (IGNITION SW ON AND INTAKE AIR TEMP. 20°C, 68°F)THW–E2 : 0.1–1.1 VOLTS (IGNITION SW ON AND COOLANT TEMP. 80°C, 176°F)STA–E1 : 6.0–14.0 VOLTS (ENGINE CRANKING)IGT–E1 : 0.8–1.2 VOLTS (ENGINE CRANKING OR IDLING)ISCC, ISCO–E1 : 8.0–14.0 VOLTS (IGNITION SW AT ON POSITION)W–E1 : 10.0–14.0 VOLTS (IGNITION SW ON, NO TROUBLE AND ENGINE RUNNING)ACT–E1 : 4.5–5.5 VOLTS (IGNITION SW ON AND AIR CONDITIONING ON)ACA–E1 : 2.0 VOLTS OR LESS (IGNITION SW ON AND AIR CONDITIONING ON)TE1–E1 : 10.0–14.0 VOLTS (IGNITION SW ON AND CHECK CONNECTOR T–E1 NOT CONNECTED)

: 1.0 VOLTS OR LESS (IGNITION SW ON AND CHECK CONNECTOR T–E1 CONNECTOR)

NSW–E1 : 0–2.0 VOLTS (IGNITION SW ON AND NEUTRAL START SW POSITION P OR N RANGE)6.0–14.0 VOLTS (IGNITION SW ON AND EX. NEUTRAL START SW POSITION P OR N RANGE)

RESISTANCE AT ECU WIRING CONNECTORS(DISCONNECT WIRING CONNECTOR)

IDL–E1 : INFINITY (THROTTLE VALVE OPEN)0 Ω (THROTTLE VALVE FULLY CLOSED)

PSW–E1 : 0 Ω (THROTTLE VALVE FULLY OPEN)INFINITY (THROTTLE VALVE FULLY CLOSED)

THA–E2 : 2.0–3.0 KΩ (INTAKE AIR TEMP. 20°C, 68°F)THW–E2 : 0.2–0.4 KΩ (COOLANT TEMP. 80°C, 176°F)G+ – G– : 0.17–0.21 KΩISCC, ISCO–+B, +B1 : 19.3–22.3 KΩ

: PARTS LOCATION


A 3 30 E 7 C 33 I10 30 (5S–FE)

A17 32 E 8 A 33 I12 33

C 1 30 (5S–FE) F10 30 (5S–FE) J 2 33

C10 32 F16 34 (L/B), 35 (C/P) J 6 33

C12 32 I 3 30 (5S–FE) K 1 30

C13 B 32 I 4 30 (5S–FE) O 3 30 (5S–FE)

C14 A 32 I 5 30 (5S–FE) O 4 30 (5S–FE)

D 1 30 (5S–FE) I 6 30 (5S–FE) T 1 30 (5S–FE)

E 2 30 (5S–FE) I 7 30 (5S–FE) V 1 30 (5S–FE)

E 3 30 (5S–FE) I 8 30 (5S–FE) V 3 30 (5S–FE)

E 6 B 33 I 9 30 (5S–FE)

: RELAY BLOCKS





1A

1D 20 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)

1E

20 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)







SERVICE HINTS

103



EB1 40 (5S–FE) ENGINE WIRE AND COWL WIRE (REAR SIDE OF RIGHT FRONT FENDER)




IH1 44 ENGINE WIRE AND A/C NO. 1 WIRE (BEHIND GLOVE BOX WIRE)


: GROUND POINTS






BI48 (L/B)

UNDER THE LEFT CENTER PILLARBI50 (C/P)

UNDER THE LEFT CENTER PILLAR

: SPLICE POINTS


E 5 I 6 46 COWL WIRE


I 7 46 ENGINE WIRE


I 8 46COWL WIRE

E11 I 9 46COWL WIRE

104

ENGINE CONTROL (4A–FE)

THE ENGINE CONTROL SYSTEM UTILIZES A MICROCOMPUTER AND MAINTAINS OVERALL CONTROL OF THE ENGINE ETC. ANOUTLINE OF ENGINE CONTROL IS GIVEN HERE.

1. INPUT SIGNALS(1) WATER TEMP. SIGNAL SYSTEM


(2) INTAKE AIR TEMP. SIGNAL SYSTEMTHE INTAKE AIR TEMP. SENSOR IS DETECTS THE INTAKE AIR TEMP., WHICH IS INPUT AS A CONTROL SIGNAL TO TERMINALTHA OF THE ECU.

(3) OXYGEN SENSOR SIGNAL SYSTEMTHE OXYGEN DENSITY IN THE EXHAUST EMISSIONS IS DETECTED AND INPUT AS A CONTROL SIGNAL TO TERMINAL OX OFTHE ECU.

(4) RPM SIGNAL SYSTEMCRANKSHAFT POSITION AND ENGINE RPM ARE DETECTED BY THE PICK–UP COIL INSTALLED INSIDE THE DISTRIBUTOR.CRANKSHAFT POSITION IS INPUT AS A CONTROL SIGNAL TO TERMINAL G1 OF THE ECU, AND RPM SIGNAL IS INPUT TOTERMINAL NE .

(5) THROTTLE SIGNAL SYSTEMTHE THROTTLE POSITION SENSOR DETECTS THE THROTTLE VALVE OPENING ANGLE, WHICH IS INPUT AS A CONTROLSIGNAL TO TERMINAL PSW OF THE ECU, OR WHEN THE VALVE IS FULLY CLOSED, TO TERMINAL IDL.

(6) VEHICLE SPEED SIGNAL SYSTEMTHE SPEED SENSOR, INSTALLED INSIDE THE COMBINATION METER, DETECTS THE VEHICLE SPEED AND INPUTS A CONTROLSIGNAL TO TERMINAL SPD OF THE ECU.

(7) NEUTRAL START SW SIGNAL SYSTEMTHE NEUTRAL START SW DETECTS WHETHER THE SHIFT POSITION IS IN NEUTRAL OR NOT, AND INPUTS A CONTROL SIGNALTO TERMINAL NSW OF THE ECU.

(8) A/C SW SIGNAL SYSTEMTHE OPERATING VOLTAGE OF THE A/C MAGNETIC CLUTCH IS DETECTED AND INPUT TIN THE FORM OF A CONTROL SIGNALTO TERMINAL AC1 OF THE ECU.

(9) BATTERY SIGNAL SYSTEMVOLTAGE IS CONSTANTLY APPLIED TO TERMINAL BATT OF THE ECU. WHEN THE IGNITION SW IS TURNED TO ON, VOLTAGEFOR ECU OPERATION IS APPLIED VIA THE EFI MAIN RELAY TO TERMINALS +B AND +B1 OF THE ECU.

(10) INTAKE AIR VOLUME SIGNAL SYSTEMINTAKE AIR VOLUME IS DETECTED BY THE VACUUM SENSOR AND IS INPUT AS A CONTROL SIGNAL TO TERMINAL PIM OF THEECU.

(11) STA SIGNAL SYSTEMTO CONFIRM THAT THE ENGINE IS CRANKING, THE VOLTAGE APPLIED TO THE STARTER MOTOR DURING CRANKING ISDETECTED AND IS INPUT AS A CONTROL SIGNAL TO TERMINAL STA OF THE ECU.

2. CONTROL SYSTEM


THE EFI SYSTEM MONITORS THE ENGINE CONDITIONS THROUGH THE SIGNALS EACH SENSOR (INPUT SIGNALS (1) TO (11))INPUTS TO THE ECU. BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE ECU, THE MOST APPROPRIATE FUELINJECTION TIMING IS DECIDED AND CURRENT IS OUTPUT TO TERMINALS #10 AND #20 OF THE ECU, CAUSING THE INJECTORSTO OPERATE IT (TO INJECT FUEL). IT IS THIS SYSTEM WHICH, THROUGH THE WORK OF THE ECU, FINELY CONTROLS FUELINJECTION IN RESPONSE TO DRIVING CONDITIONS.

DURING ENGINE CRANKING (SIGNAL INPUT TO TERMINAL STA ) OR FOR APPROX. 2 SECONDS AFTER NE SIGNAL INPUT, ECUOPERATION ENERGIZES (POINT CLOSED) THE FUEL PUMP CIRCUIT INSIDE THE CIRCUIT OPENING RELAY, CAUSING THE FUELPUMP TO OPERATE.

* ESA (ELECTRONIC SPARK ADVANCE) SYSTEM

THE ESA SYSTEM MONITORS THE ENGINE CONDITIONS USING THE SIGNALS (INPUT SIGNALS (1, 4, 5, 10, 11)) INPUT TO THE ECUFROM EACH SENSOR. BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE ECU, THE MOST APPROPRIATE IGNITIONTIMING IS DECIDED AND CURRENT IS OUTPUT TO TERMINAL IGT OF THE ECU. THIS OUTPUT CONTROLS THE IGNITER TOPRODUCE THE MOST APPROPRIATE IGNITION TIMING FOR THE DRIVING CONDITIONS.

* IDLE–UP SPEED CONTROL SYSTEM

THE IDLE–UP SYSTEM USES THE AIR CONTROL VALVE FOR IDLE–UP TO INCREASE THE RPM AND PROVIDE STABLE IDLINGWHEN THE IDLE SPEED DROPS DUE TO THE ELECTRICAL LOAD, ETC. THE ECU EVALUATES THE SIGNALS FROM EACH SENSOR(INPUT SIGNALS (1, 4 TO 8)), CURRENT IS OUTPUT TO TERMINAL V–ISC AND CONTROLS THE VSV.

* EGR CUT CONTROL SYSTEM

THE EGR CUT CONTROL SYSTEM CONTROLS THE VSV (FOR EGR) BY EVALUATING THE SIGNALS FROM EACH SENSOR INPUT TOTHE ECU (INPUT SIGNALS (1, 5, 6, 9)) AND BY SENDING OUTPUT TO TERMINAL EGR OF THE ECU.

SYSTEM OUTLINE

105

* A/C CUT CONTROL SYSTEM

WHEN THE VEHICLE SUDDENLY ACCELERATES FROM LOW ENGINE SPEED, THIS SYSTEM CUTS OFF AIR CONDITIONEROPERATION FOR A FIXED PERIOD OF TIME IN RESPONSE TO THE VEHICLE SPEED, THROTTLE VALVE OPENING ANGLE ANDINTAKE MANIFOLD PRESSURE IN ORDER TO MAINTAIN ACCELERATION PERFORMANCE.

THE ECU RECEIVES INPUT SIGNALS (4, 5, 6, 7 AND 10), AND OUTPUTS SIGNALS TO TERMINAL ACT.

* OVERDRIVE CONTROL SYSTEM

THE ECU CONTROLS THE O/D SOLENOID OF THE AUTOMATIC TRANSAXLE IN RESPONSE TO SIGNALS FROM EACH SENSOR(INPUT SIGNALS (1, 4, 5, 6 AND 10)) IN ORDER TO MAINTAIN DRIVABILITY AND ACCELERATION PERFORMANCE.

THE ECU OUTPUTS A SIGNAL FROM TERMINAL OD TO CONTROL THE O/D (CALIFORNIA), TERMINAL ODT (EX. CALIFORNIA) TOCONTROL THE O/D SOLENOID.

3. DIAGNOSIS SYSTEMWITH THE DIAGNOSIS SYSTEM, WHEN THERE IS A MALFUNCTIONING IN THE ECU SIGNAL SYSTEM, THE MALFUNCTION SYSTEMIS RECORDED IN THE MEMORY. THE MALFUNCTIONING SYSTEM CAN THEN BE FOUND BY READING THE DISPLAY (CODE) OFTHE CHECK ENGINE WARNING LIGHT.

4. FAIL–SAFE SYSTEMWHEN A MALFUNCTION OCCURS IN ANY SYSTEM, IF THERE IS A POSSIBILITY OF ENGINE TROUBLE BEING CAUSED BYCONTINUED CONTROL BASED ON THE SIGNALS FROM THAT SYSTEM, THE FAIL–SAFE SYSTEM EITHER CONTROLS THE SYSTEMBY USING DATA (STANDARD VALUES) RECORDED IN THE ECU MEMORY OR ELSE STOPS THE ENGINE.

106


AM1

AM210

4 7

9

ST1

IG2

IE110 IE117 EB11

IG272 A5 2C10

2C4

E 7

E 7

E 5

A B

B B B B

1

2

1

2

1

2

1

2

1

3

EB

E 5

1

6 3

3 2 1

B–Y

B–Y

B–Y

B–O

B–W

B–Y

Y W P–L

GR

–B

B–O

B–O

B–O

W Y W Y

B–O

W–B

B–RW

W B–R

B–O

B–O

B–O

PP

B–Y

L–B

B–Y

W

B–R

B–O

B

BR

12

PIMVC# 10# 20

BATT EGR

25 12 18 4

VC PIM E

BATTERY

FUSE BOX

VACUUM SENSOR(FOR EFI SYTEM)

NO. 1 NO. 2 NO. 3 NO. 4

IGNITION SW


15AEFI

VSV(FOR EGRSYSTEM)

EFI MAINRELAY

F10

V 3

V 1

I12

I 7 I 8 I 9 I10

ENGINE ECU

E 5 , E 8A B

B–Y

FL MAIN 2. 0L

1

2

2

4

E 5

40A

AM

1

100A

ALT

30A

AM

2

B–Y

INJECTOR

2E8

2E5 2E6

2B32B2

1H7

7. 5AIGN

107

ENGINE ECU

E 5 , E 8A B

E 5 I 7

I 7

ABB B B B B B B B B

B B B B B

BB B B BB

A A

2 24

1 3131

2

1

2

1

2

1

2

1

2

B

IG2

18

B–W

B–O

B–Y

B–Y

B–Y

B–Y

B–W

B

B–Y

B–Y

B–Y

W

W

(SHIELEDED)

B–Y

BR

BR BR

BRBR

BR

L

B W R B

W

( SH

IELE

DE

D)

W

(SHIELEDED)

P–

B

Y–B

Y–B

P–BP

LGR R

BR

BR

BR

BR

BR

BR

B–Y

B–

Y

14 6 7 21 8 9

10151515171920162235

1 2

1 4 2 6 5

IIA

IGNITER

DISTRIBUTOR

THROTTLEPOSITIONSENSOR

IDL PSW

E

HTRE HTRB

+HTR

VS

V( F

OR

ELE

CT

RIC

AL

IDLE

–U

PS

YS

TE

M)

V–ISC IGT IGF NE G1 G–

OXHTODPSWIDLTHGE2E21THWTHA ODT

IN–

AIR

TE

MP

.S

EN

SO

R

EF

IW

AT

ER

TE

MP

.S

EN

SO

R

EG

RG

AS

TE

MP

.S

EN

SO

R( F

OR

CA

LIF

OR

NIA

)

TO

O/D

SO

LEN

OID

,C

RU

ISE

CO

NT

RO

LE

CU

( EX

.C

ALI

FO

RN

IA)

TO

O/D

DIO

DE

,O

/DS

OLE

NO

ID( C

ALI

FO

RN

IA)

OX

YG

EN

SE

NS

OR

( FO

RE

X.

CA

LIF

OR

NIA

)

OX

YG

EN

SE

NS

OR

( FO

RC

AL

IFO

RN

IA)

V2

I6

E2

E3

O6 O

5

I 1 , I 2

T 1

A B

A10

1E5

3B9

BAR–L

R–

L

P

7 3

15AGAUGE

FROM POWER SOURCESYSTEM (SEE PAGE 66)

J/B NO. 3


C13 , C14B A

I 6

A12A7

IG14IJ13

P

LB–B

B–

W

G–

Y

B–W

B–W

TO

A/C

AM

PLI

FIR

E

TO

A/C

MA

GE

TIC

CLU

TC

H

ACT AC W

P

B–Y

2D1

6 2C

108

ENGINE CONTROL (4A–FE) 1* : A/T EX. CALIFORNIA2* : M/T, FOR CALIFORNIA A/T

I 8 E 5

E 7

I 7

4 4

4 4

EB12

IF115

IG29 IG28

IG220

EB1

4

IG2

19

P

N

2

1

6 49

4 3

8 1 318

2 1

I 7

5

6

2

1

B

B

AAA A

AAB B

B

B

B

ID BIEC IG

AA 4A

M

6

2

1 4 5

32

B–W

B

B–Y

B–Y

PB

B–W B–W B–W

B–W

G

W–BW–B

W

B–Y

BR

BR

BR

BR

BR

BR

BR

B–

W

B–

W

B–Y B L–B

O V–Y WB

–W

L–W G B

L–B

W–B

W–

B

W–

B

L–B

L–B

W–B

W–B

BB

BB

B

B–YB

B–

Y

L–B B

L–W

O V–Y( A

/T)

B–W

+B IG– FP E

OXVFT( S

EIL

ED

ED

)

(SEILEDED)

STARTERRELAY

TO TACHOMETER

NEUTRALSTART SW

CH

EC

KC

ON

NE

CT

OR

ENGINE ECU


FUEL PUMP

JUN

CT

ION

CO

NN

EC

TO

R( F

OR

EA

RT

H)

JUN

CT

ION

CO

NN

EC

TO

R

9 1 2 8 16

11413242613

E01 E02 E1 SPD FC STA

VFTNSW+B1+B

(A/T)

CLU

TC

HS

TA

RT

SW

C14

N 1

C10CIRCUITOPENINGRELAY

J6

J2

C12

F16

E 5 , E 8

C1

(A/T)

A

A

B

I 6

(M/T)

I 6B–Y

2

P

W


E 7

B–

Y

B–

Y

I62

2

3B

2

J/BNO. 3

1E

4

1A

4

109

1 2 3 4 X

X 6 X X

8 9 X X X

1 2 34 5 3

X

X

X 5 6 7 X

21 1 2 X 4 X X 7 8

1615X1312X109

1 2 3 4 6 7 8 9 10 11

14 15 16 17 18 24

5 12

25 262019 21 22 X

13

1

3 6

X

2

X 6

1 2X 7 X 9

B B

A A

A A A A

1 21 2

1 2 3

1 2

1 2 3

B BA

A

C 1 C10 C12

A

B

E 2 E 3

I 6

F16

I 7, I 8, I 9, I10 I12 J 2

J 6 N 1 O 5 O 6 T 1

V 1 V 2 V 3

C13

C14 E 5

E 8 I 1 I 2

DAEK GRAY DARK GRAY BROWN

DARK GREEN DARK GRAY

BLACK

DARK GRAY DARK GRAY DARK GRAY

GRAY BLACK

GRAY DARK GRAY DARK GRAY BLACK

BROWN BLUE BLACK

X

B B

(HINT : SEE PAGE 7)

(HINT : SEE PAGE 7)

18

4

10

1 2

DARK GRAY

DARK GRAY

1 2

1 2 1 2 X

4 5

21

3 4

1 2

6

1 2

F10 BLACK

110


E 5, E 8 ENGINE ECUVOLTAGE AT ECU WIRING CONNECTORBATT–E1 : ALWAYS 10.0–14.0 VOLTS+B–E1 : 10.0–14.0 VOLTS (IGNITION SW AT ON POSITION)+B1–E1 : 10.0–14.0 VOLTS (IGNITION SW AT ON POSITION)IDL–E1 : 8.0–14.0 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN)PSW–E1 : 4.0–5.0 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED)PIM–E2 : 3.3–3.9 VOLTS (IGNITION SW AT ON POSITION)VC–E2 : 4.5–5.5 VOLTS (IGNITION SW AT ON POSITION)#10, #20–E01, E02 : 10.0–14.0 VOLTS (IGNITION SW AT ON POSITION)THA–E2 : 1.0–3.0 VOLTS (IGNITION SW ON AND INTAKE AIR TEMP. 20°C (68°F))THW–E2 : 0.1–1.0 VOLTS (IGNITION SW ON AND COOLANT TEMP. 80°C (176°F)STA–E1 : 6.0–14.0 VOLTS (ENGINE CRANKING)IGT–E1 : 0.7–1.0 VOLTS (ENGINE CRANKING OR IDLING)WRN–E1 : 10.0–14.0 VOLTS (IGNITION SW ON, NO TROUBLE AND ENGINE RUNNING)AC–E1 : 8.0–14.0 VOLTS (IGNITION SW ON AND AIR CONDITIONING ON)ACT–E1 : 4.0–6.0 VOLTS (IGNITION SW ON AND HEATER BLOWER SW ON)T–E1 : 10.0–14.0 VOLTS (IGNITION SW ON AND CHECK CONNECTOR T–E1 NOT CONNECTED)

: 0.5 OR LESS (IGNITION SW ON AND CHECK CONNECTOR T–E1 CONNECTOR)

NSW–E1 : 0–2.0 VOLTS (IGNITION SW ON AND NEUTRAL START SW POSITION P OR N RANGE): 10.0–14.0 VOLTS (IGNITION SW ON AND EX. NEUTRAL START SW POSITION P OR N RANGE)

V–ISC–E1 : 10.0–14.0 VOLTS (CRANKINNG FOR 10 SECONDS AFTER STARTING)

RESISTANCE AT ECU WIRING CONNECTORS(DISCONNECT WIRING CONNECTOR)IDL–E2 : INFINITY (THROTTLE VALVE OPEN)

0 Ω (THROTTLE VALVE FULLY CLOSED)PSW–E2 : 0 Ω (THROTTLE VALVE FULLY OPEN)

INFINITY (THROTTLE VALVE FULLY CLOSED)THA–E1 : 2.0 – 3.0 KΩ (INTAKE AIR TEMP. 20°C, 68°F)THW–E1 : 0.2 – 0.4 KΩ (COOLANT TEMP. 80°C, 176°F)G1, NE–G– : 0.17–0.21 KΩ

: PARTS LOCATION


C 1 31 (4A–FE) F16 35 (C/P) J 6 33

C10 32 I 1 A 31 (4A–FE) N 1 31 (4A–FE)

C12 32 I 2 B 31 (4A–FE) O 5 31 (4A–FE)

C13 B 32 I 6 31 (4A–FE) O 6 31 (4A–FE)

C14 A 32 I 7 31 (4A–FE) T 1 31 (4A–FE)

E 2 31 (4A–FE) I 8 31 (4A–FE) V 1 31 (4A–FE)

E 3 31 (4A–FE) I 9 31 (4A–FE) V 2 31 (4A–FE)

E 5 A 33 I10 31 (4A–FE) V 3 31 (4A–FE)

E 8 B 33 I12 33

F10 31 (4A–FE) J 2 33

: RELAY BLOCKS





1A20 COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)

1E20 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)





2D22 (2WD) ENGINE ROOM MAIN WIRE AND J/B NO 2 (NEAR THE BATTERY)

2E22 (2WD) ENGINE ROOM MAIN WIRE AND J/B NO. 2 (NEAR THE BATTERY)


SERVICE HINTS

111



EB1 42 (4A–FE) ENGINE WIRE AND COWL WIRE (REAR SIDE OF RIGHT FRONT FENDER)






: GROUND POINTS


EB 42 (4A–FE) FRONT LEFT FENDER

EC 42 (4A–FE) INTAKE MANIFOLD



BI 50 (C/P) UNDER THE LEFT CENTER PILLAR

: SPLICE POINTS


E 542 (4A FE) ENGINE WIRE

I 7 46 ENGINE WIRE

E 742 (4A–FE) ENGINE WIRE

I 8 46COWL WIRE

I 6 46 COWL WIRE I 9 46COWL WIRE

112

ILLUMINATION

3B15 3B16

ET11

2

1A

B

2

1

ID

TAIL

OFF

HEAD

LIG

HT

CO

NT

RO

LS

W

( CA

NA

DA

)

B

LG

LG

GG

G

W

2

3

10

1

B

W–G

G–B

W–B

W–B

( US

A)

( CA

NA

DA

)

LG–B

11

2

RE

TR

AC

TC

ON

TR

OL

RE

LAY

( FO

RC

AN

AD

A)

J/B NO. 3

FUSE BOX

GLO

VE

BO

XLI

GH

T

CO

MB

INA

TIO

NM

ET

ER

R10

F10

G1

C13

,C15

BA

FL MAIN2. 0L

BATTERY

COMBINATION SW

A

GLOVE BOXLIGHT SW

C16

G 2


J 6

3B4

3

2

GW

–G

HA

ZA

RD

SW

H5

A W–B

B2

A3

A4

B1

(ALL–TRAC/4WD)

(2WD)

(ALL–TRAC/4WD)

(2WD)

100A

ALT BA

I 6

I 2

1

2

(US

A)

DIO

DE

( FO

RD

AY

TIM

ER

UN

NIN

GLI

GH

TS

YS

TE

M) B1

A1

SH

OR

TC

ON

NE

CT

OR

( FO

RD

AY

TIM

ER

UN

NIN

GLI

GH

TS

YS

TE

M)

PA

NE

LR

ELA

Y( F

OR

DA

YT

IME

RU

NN

ING

LIG

HT

SY

ST

EM

)

S15

,S1

6

D18

P9

(CANADA)

( CA

NA

DA

)

BA

3 4

2 1

G

LG

LG–B

LG–

B

G–O

G–O

G–O

R

R

W–B W–B

G

T

TAIL

1I1 1B1 1E2

2 3

1 4

15ATAIL

TAILLIGHTRELAY

1D

7

3B13

J/B NO. 3

3B14

1A

4

1E

4

J/BNO. 3

3B5

3C

7

113

2

1

4

2

I 6

I 6

GG

W–G

W–G

EC

TP

AT

TE

RN

SE

LEC

TS

W

O/D

MA

INS

W

E4

O7

I 5

I 5

2

1

8

2

2

1

4

5

1

2A

B

II110

II25

10

5

G

GG

GG

G G G G

W–G

W–G

W–G

W–G

W–G

W–G

W–G

W–G

AS

HT

RA

YIL

LUM

INA

TIO

N

RA

DIO

AN

DP

LAY

ER

( W/O

CD

PLA

YE

R)

RA

DIO

AN

DP

LAY

ER

( W/

CD

PLA

YE

R)

FO

GLI

GH

TS

W

DE

FO

GG

ER

SW

CIG

AR

ET

TE

LIG

HT

ER

ILLU

MIN

AT

ION

A/C

CO

NT

RO

LA

SS

EM

BLY

A31

R5

F11

R6

,R

7B

A

D2

C9

A19

W–G

G

G

G

W–G

W–G

( CO

NV

ER

TIB

LE)

( EX

.C

ON

VE

RT

IBLE

)( E

X.

CO

NV

ER

TIB

LE)

( CO

NV

ER

TIB

LE)

17

18

3A8

RHEOSTATR11

3C11 3A10 3B12 3A9

J/B NO. 3

3C10

3 1

2

G

W–G

W–B

E

TILL–

3A12 3C13 3C14 3B3 3A11

J/B NO. 3

114

ILLUMINATION

TAILLIGHT RELAY3–4 : CLOSED WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION (WHEN LIGHT AUTO TURN OFF SYSTEM IS OFF)

CLOSED WITH ENGINE RUNNING AND PARKING LEVER RELEASED (CANADA)

R11 RHEOSTAT1–2 : APPROX. 12 VOLTS WITH RHEOSTAT FULLY TURNED COUNTERCLOCKWISE AND 0 VOLTS WITH FULLY TURNED CLOCKWISE

: PARTS LOCATION


A19 32F10

A 28 (3S–GTE) R 5 33

A31 32F10

B 30 (5S–FE), 31 (4A–FE) R 6 A 33

C 9 32 F11 33 R 7 B 33

C13 B 32 G 1 33 R10 33

C15 A 32 G 2 33 R11 33

C16 32 H 5 33 S15 A 33

D 2 32 J 6 33 S16 B 33

D18 33 O 7 33

E 4 33 P 9 33



1A



1E

1I 20 ENGINE ROOM MAIN WIRE AND J/B NO. 1 (LEFT KICK PANEL)

3A


3C

25 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)



38 (3S–GTE)


42 (4A–FE)


II146 COWL WIRE AND CONSOLE BOX WIRE (INSTRUMENT PANEL CENTER)


: GROUND POINTS



: SPLICE POINTS


I 246 COWL WIRE

I 6 46 COWL WIRE

I 546 COWL WIRE

SERVICE HINTS

116

TAILLIGHT

2

1

2

1

2

1

2

1

E 1

E 4

E 1

3

2

OFF

TAIL

HEAD

LIG

HT

CO

NT

RO

LS

W

11

2

A

ID EB EA


COMBINATION SW

BATTERY

FL MAIN2. 0L

FUSE BOX

RETRACTCONTROLRELAY(FOR CANADA)

( CA

NAD

A)

( US

A)

LHFRONTCLEARANCELIGHT

RH RHLHFRONTSIDE MARKERLIGHT

E 3

W–B

W–B

W–B

W–B

W–B

W–B

W–B

G G G

GG

LGLG

ET11

BW

B

LG–B

G

( CA

NAD

A)

( US

A)

C16

J 6

F10

F 7 F 8 F 5 F 6

R10

100A

ALT

B2A3

A4

B1

(ALL–TRAC/4WD )

(2WD)

(ALL–TRAC/4WD )(2WD)

BA

G

1H61B11I1

1F

1

15ATAIL

TAILLIGHTRELAY

1 4

2 3

117

5

2 3

B11 B13

B11

BP23BP118

G

G

BL

1

25

2 3

W–B

W–

BW

–B

W–B

W–B

G G G G G

R12R13

L 1

(L/B)(C/P)

TAIL AND REARSIDE MARKER LIGHT LH[REAR COMB. LIGHT LH]

TAIL AND REARSIDE MARKER LIGHT RH[REAR COMB. LIGHT RH]

LICENCE PLATELIGHT

G

2 X X

11X

1 2

F 7, F 8F 5, F 6C16 GRAYBLACK

1 2

3 4

X

AF10 BLACK(ALL–TRAC/4WD)

1 2

X X

F10 BLACK

X

B(2WD)

1 2

X X

F10 BLACK

X

B(2WD)

A A

A A A A

J 6

(HINT : SEE PAGE 7)

12

L 1

2 3

23

5

R12, R13

R10

G

B13(C/P, CONVERTIBLE, 4WD)

(2WD L/B)

W–B

W–B

W–B

118

TAILLIGHT

TAILLIGHT RELAY3–4 : CLOSED WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION

CLOSED WITH ENGINE RUNNING AND BRAKE LEVER RELEASED (CANADA)

: PARTS LOCATION


C16 32 F 7 31 (4S–FE) L 1 34 (L/B), 35 (C/P)

F 528 (3S–GTE), 30 (5S–FE)

F 828 (3S–GTE), 30 (5S–FE) R10 33

F 531 (4S–FE)

F 831 (4S–FE) R12 34 (L/B), 35 (C/P)

F 628 (3S–GTE), 30 (5S–FE)

F10A 28 (3S–GTE) R13 34 (L/B), 35 (C/P)

F 631 (4S–FE)

F10B 30 (5S–FE), 31 (4S–FE)

F 7 28 (3S–GTE), 30 (5S–FE) J 6 33



1B 20 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)

1F 20 FLOOR WIRE AND J/B NO.1 (LEFT KICK PANEL)

1H20 ENGINE ROOM MAIN WIRE AND J/B NO 1 (LEFT KICK PANEL)

1I20 ENGINE ROOM MAIN WIRE AND J/B NO. 1 (LEFT KICK PANEL)



38 (3S–GTE)


42 (4A–FE)



BP2 50 (C/P) FLOOR WIRE AND LUGGAGE ROOM WIRE (LUGGAGE COMPARTMENT LEFT)

: GROUND POINTS


38 (3S–GTE)

EA 40 (5S–FE) FRONT RIGHT FENDEREA

42 (4A–FE)

FRONT RIGHT FENDER

38 (3S–GTE)


42 (4A–FE)

FRONT LEFT FENDER


BL48 (L/B)

BACK PANEL CENTERBL50 (C/P)

BACK PANEL CENTER

: SPLICE POINTS


38 (3S–GTE) E 4 42 (4A–FE) ENGINE ROOM MAIN WIRE

E 1 40 (5S–FE) 48 (L/B)E 1

42 (4A–FE) B11 50 (C/P)

38 (3S–GTE)ENGINE ROOM MAIN WIRE

B11

52 (CONVERTIBLE)LUGGAGE ROOM WIRE

E 3 40 (5S–FE)ENGINE ROOM MAIN WIRE

48 (L/B)LUGGAGE ROOM WIRE

E 3

42 (4A–FE) B13 50 (C/P)

E 438 (3S–GTE)

B13

52 (CONVERTIBLE)E 4

40 (5S–FE)

SERVICE HINTS

119

HEADLIGHT (FOR USA)

HEADLIGHT RELAY1–2 : CLOSED WITH LIGHT CONTROL SW AT HEAD POSITION OR DIMMER SW AT FLASH POSITION

: PARTS LOCATION


C14 32H 1

28 (3S–GTE), 30 (5S–FE)R 2

28 (3S–GTE), 30 (5S–FE)

C16 A 32H 1

31 (4A–FE)R 2

31 (4A–FE)

C17 B 32H 2

28 (3S–GTE), 30 (5S–FE)R 3

28 (3S–GTE), 30 (5S–FE)

F10A 28 (3S GTE)

H 231 (4A–FE)

R 331 (4A–FE)

F10B 30 (5S–FE), 31 (4A–FE) J 6 33 R 9 33





2A22 (2WD)

ENGINE ROOM MAIN WIRE AND J/B NO 2 (NEAR THE BATTERY)2A23(ALL–TRAC/4WD)


2B22 (2WD)

ENGINE WIRE AND J/B NO 2 (NEAR THE BATTERY)2B23(ALL–TRAC/4WD)


2D22 (2WD)

2D23(ALL–TRAC/4WD) ENGINE ROOM MAIN WIRE AND J/B NO 2 (NEAR THE BATTERY)

2E22 (2WD)


2E23(ALL–TRAC/4WD)





: GROUND POINTS


38 (3S–GTE)


42 (4A–FE)

FRONT LEFT FENDER


: SPLICE POINTS


38 (3S–GTE) E 3 42 (4A–FE)

E 2 40 (5S–FE) 38 (3S–GTE)ENGINE ROOM MAIN WIRE

E 2

42 (4A–FE) ENGINE ROOM MAIN WIRE E13 40 (5S–FE)ENGINE ROOM MAIN WIRE

E 338 (3S–GTE)

ENGINE ROOM MAIN WIRE E13

42 (4A–FE)E 3

40 (5S–FE) I 2 46 COWL WIRE

SERVICE HINTS

120

HEADLIGHT (FOR USA)

IE12

IE111IE118

E 2

E 3

I 2

2 1

3

2 1

3

A A A A

A A B

A

I 2

1

12

ID

A

R–W

R–L

W–B

W–B W–B

R–Y

R–Y

R–

W

R–Y

R–Y

W–B

W–

B

W–B

R–L

R–L

R–L

R–W

R–LR–W

R

R–YW

B

FUSE BOX

FL MAIN2. 0L


HIG

HB

EA

MIN

DIC

AT

OR

LIG

HT

[CO

MB

.M

ET

ER

]

COMBINATION SW

HEADLIGHTLH

HEADLIGHTRH

BATTERY

HIGH

LOW

FLASH

HEAD

TAIL

OFF

LIG

HT

CO

NT

RO

LS

WD

IMM

ER

SW

J 6

C14

F10

H 1 H 2

C16 ,C 17A B

IE13

126

8

3

W–BP

WW

R–Y

RETRACT CONTROL RELAYR 9

14 13 12 3

20119

R–L

A4

B1

(ALL–TRAC/4WD)

(2WD)

BA

P

W–B

I 2

2B4 2D3 6 2D 2A3 2A6

3 1

4 2

W

2E7

15AHEAD(RH)

15AHEAD(LH)

HE

AD

LIG

HT

RE

LAY

2E2

30ARTR

3B

1

3B6

J/BNO. 3

1A

4

1E

4

121

7 11 1 2 5 4

IE116 IE114 IE115 IE18 IE17IE19

M M

5 5

4 2 2 4

3

11

3

E 3

EB

DOWN(CLOSE)

UP(OPEN)

G–OG

G–W

G–Y

G–W

G–Y

G–OG

G–B

G–Y

G–B

G–Y

G–Y

G–W

G–Y

G–W

W–B

RETRACT MOTOR LH RETRACT MOTOR RHR 2 R 3

W–B

W–

B

R 9RETRACT CONTROL RELAY

E13

E13

C17

1 123 X X

11X 9 12 13 14

X X

X X X X 20

1 1

2 3A A

A A A A

1 2 3

54

A BBLACK BLACKC14

F10 H 1, H 2 J 6

R 2, R 3

C16

XX

(HINT : SEE PAGE 7)4

X

X

A BBLACK BLACKF10

54321

6 7 8 X 11 12

R 9

(ALL–TRAC/4WD) (2WD) BROWN

BLACK

X

X

X

DOWN(CLOSE)

UP(OPEN)

122

HEADLIGHT AND FOG LIGHT (FOR CANADA)

2B4 2E7 2D3 2D6 2A3 2A6

I 2

E 2

E 3

2 1

3

2 1

3

IE12 IE111IE118

A A A A

A A B

COMBINATION SW

HIGH

LOW

FLASH

HEAD

TAIL

OFF

LIG

HT

CO

NTR

OL

SW

DIM

ME

RS

W

C16 , C17A B

A

AB B

B

A

A

A

1

12

I 2

ID

AA

3

6

R–Y

R–L

W

W–B

W–B W–B

BW

B

W R–Y

R–Y

LG–B

R–Y

R–W R–L

R–L P

R–W

W–B

W–B

W–B

R–W

R–W

R–W R–L

Y

R–L

R–L

R–Y

15AHEAD (LH)

15AHEAD (RH)

W–B

W–B

1216

9

3

8

10

R

R–Y

14 2 13 12 3

20119

100A

ALT

HEADLIGHTRELAY

HEADLIGHTLH

HEADLIGHTRH

FUSE BOX

FL MAIN2. 0L

BATTERY

FRO

MTE

RM

INA

L”

L”O

FA

LTE

RN

ATO

R

FO

GLI

GH

TS

W

HIG

HB

EA

MIN

DIC

AT

OR

LIG

HT

[CO

MB

.M

ETE

R]


J 6

F10

H 1 H 2

F11

C14

3 1

4 2

R–L

B2

A3

A4

B1

(ALL–TRAC/4WD)

(2WD)

(ALL–TRAC/4WD)

(2WD)

ET11

BA

FR

OM

PA

NE

LR

ELA

Y

I 2

A7

A5

FRO

MB

RA

KE

WA

RN

ING

LIG

HT

[CO

MB

.M

ETE

R]

TO BR

AK

EFL

UID

LEV

EL

SW

I 2

IE11

R–W

R

RR

1

A

A

R–G

R–G

PA

RK

ING

BR

AK

ES

WJU

NC

TIO

NC

ON

NE

CT

OR

J2

P1

LG–B

LG–B

DELAYMEMORY

B

I 2

1A

4

1E

4

3A

1

3B

1

3B6

J/BNO. 3

123

A

G

8

TOC

LOC

K( F

OR

ILLU

MIN

AT

ION

SY

STE

M)

RETRACTCONTROL RELAY

R 9 , R10B A

1B12E2 4

3 3

3 3IE13

E 1

A AB

B B B B B B

IE116 IE19 IE114 IE115 IE18 IE17

1

2

1

2

RETRACT CONTROLCIRCUIT

A

B–R

B–R

LG

C

CW

W

G–R

G–R

G–R

R–W

J 3

2 4

3 1

M M

5 5

4 2 2 4

3

11

3

E 3

EB

DOWN(CLOSE)

UP(OPEN)

DOWN(CLOSE)

UP(OPEN)

G–W

G–Y

G–Y

G–W

G–Y

G–W

W–B

W–B

W–B

RETRACT MOTOR LH RETRACT MOTOR RHR 2 R 3

G

G–W

G–Y G

G–O

G–B

G–Y

G–B

G–Y

G–O

EA

EA16

R–W

R–W

R–W

W–B

W–B

W–B

FOGLIGHT LH

FOGLIGHT RH

FOGLIGHT RELAY

30ARTR

20AFOG

JUNCTIONCONNECTOR

TAILLIGHTRELAY

4 23

4521117

FROM POWER SOURCE SYSTEM (SEE PAGE 66) FROM POWER SOURCE SYSTEM (SEE PAGE 66)

TO

TA

ILLI

GH

TS

F 2F 1

1

2

6

1 4

2 3

E 2

I 8

E13

E13

1I1

B

P–B

1B8

15AECU–IG

124

HEADLIGHT AND FOG LIGHT (FOR CANADA)

CURRENT FROM THE BATTERY FLOWS CONTINUOUSLY FROM FL MAIN 2.0L → ALT FUSE → TAILLIGHT RELAY (COIL SIDE) →TERMINAL (A) 2 OF RETRACT CONTROL RELAY, AND FL MAIN 2.0L → HEADLIGHT RELAY (COIL SIDE) → TERMINAL (B) 8 OFRETRACT CONTROL RELAY.

WHEN THE IGNITION SW IS TURNED ON, THE CURRENT FLOWING THROUGH THE ECU–IG FUSE FLOWS TO TERMINAL (A) 4 OF THERETRACT CONTROL RELAY.

DAYTIME RUNNING LIGHT OPERATION

WHEN THE ENGINE IS STARTED, VOLTAGE IS GENERATED AT TERMINAL L OF THE ALTERNATOR AND VOLTAGE IS APPLIED TOTERMINAL (A) 9 OF THE RETRACT CONTROL RELAY.

IF THE PARKING BRAKE LEVER IS PULLED UP (PARKING BRAKE SW ON) AT THIS TIME, THE RELAY IS NOT ENERGIZED, SO THEDAYTIME RUNNING LIGHTS SYSTEM DOSE NOT OPERATE.

IF THE PARKING BRAKE LEVER IS THEN RELEASED (PARKING BRAKE SW OFF), THE SIGNAL IS INPUT TO TERMINAL (A) 7 OF THERELAY.

THIS ACTIVATES THE RELAY AND CURRENT FROM ALT FUSE FLOWS TO TAILLIGHT RELAY (POINT SIDE) → TAIL FUSE → TAIL,LICENCE AND FRONT CLEARANCE (SIDEMARKER) LIGHTS → GROUND.

ALSO, CURRENT FROM ALT FUSE FLOWS TO FOG FUSE → FOG LIGHT RELAY (POINT SIDE) → FOG LIGHTS → GROUND, SO BOTHTAIL AND FOG LIGHTS LIGHT UP. THIS IS HOW THE DAYTIME RUNNING LIGHT SYSTEM OPERATES AND TAIL, FOG LIGHT HAVELIGHTED UP. THE TAIL AND FOG LIGHT REMAIN ON EVEN IF THE PARKING BRAKE LEVER IS PULLED UP (PARKING BRAKE SW ON).

EVEN IF THE ENGINE STALLS WITH THE IGNITION SW ON AND THERE IS NO VOLTAGE FROM TERMINAL “L” OF ALTERNATOR, THETAIL AND FOG LIGHTS REMAIN ON.

IF THE IGNITION SW IS THEN TURNED OFF, THE TAIL AND FOG LIGHTS ARE TURNED OFF.

IF THE ENGINE IS STARTED WHILE THE PARKING BRAKE IS RELEASED (PARKING BRAKE SW OFF), THE DAYTIME RUNNING LIGHTSYSTEM OPERATES AND THE TAIL AND FOG LIGHTS LIGHT UP AS THE ENGINE STARTS.

R 9(B), R10(A) RETRACT CONTROL RELAY(A) 2, (B) 3, (B) 8–GROUND : ALWAYS APPROX. 12 VOLTS(A) 4–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION(B) 6–GROUND : NO CONTINUITY WITH LIGHT CONTROL SW AT OFF OR HEAD POSITION

CONTINUITY WITH LIGHT CONTROL SW AT HOLD OR TAIL POSITION(A) 3–GROUND : NO CONTINUITY WITH LIGHT CONTROL SW AT OFF OR HOLD POSITION

CONTINUITY WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION(B) 8–GROUND : NO CONTINUITY WITH LIGHT CONTROL SW AT OFF, HOLD OR TAIL POSITION

CONTINUITY WITH LIGHT CONTROL SW AT HEAD POSITION OR DIMMER SW AT FLASH POSITION(B)12–GROUND : ALWAYS CONTINUITY(A) 5–GROUND : CONTINUITY WITH PARKING BRAKE LEVER PULLED UP (PARKING BRAKE SW ON)(B) 2, (B) 5–(B)11 : NO CONTINUITY WITH RETRACT MOTOR AT LOWERMOST POSITION

CONTINUITY WITH RETRACT MOTOR AT ANY POSITION EXCEPT LOWERMOST POSITION(B) 2, (B) 5–(B) 7 : NO CONTINUITY WITH RETRACT MOTOR AT UPPERMOST POSITION

CONTINUITY WITH RETRACT MOTOR AT ANY POSITION EXCEPT UPPERMOST POSITION

R 2, R 3 RETRACT MOTOR2–3 : OPEN WITH RETRACT MOTOR AT LOWERMOST POSITION2–1 : OPEN WITH RETRACT MOTOR AT UPPERMOST POSITION

C16 (A) DIMMER SW [COMB. SW]9–12 : CLOSED WITH DIMMER SW AT HIGH OR FLASH POSITION

FOG LIGHT RELAY1–4 : CLOSED WITH LIGHT CONTROL SW AT HEAD POSITION, DIMMER SW AT LOW POSITION AND FOG LIGHT SW ON

CLOSED WITH ENGINE RUNNING AND PARKING BRAKE LEVER RELEASED

: PARTS LOCATION


C14 32 F10 B 30 (5S–FE), 31 (4A–FE) J 6 33

C16 A 32 F11 33 P 1 33

C17 B 32H 1

29 (3S–GTE), 30 (5S–FE)R 2

29 (3S–GTE), 30 (5S–GTE)

F 128 (3S–GTE), 30 (5S–FE)

H 131 (4A–FE)

R 231 (4A–FE)

F 131 (4A–FE)

H 229 (3S–GTE), 30 (5S–FE)

R 329 (3S–GTE), 30 (5S–GTE)

F 228 (3S–GTE), 30 (5S–FE)

H 231 (4A–FE)

R 331 (4A–FE)

F 231 (4A–FE) J 2 33 R 9 B 33

F10 A 28 (3S–GTE) J 3 33 R10 A 33

SYSTEM OUTLINE

SERVICE HINTS

125

: RELAY BLOCKS






1A


1E


1I 20 ENGINE ROOM MAIN WIRE AND J/B NO. 1 (LEFT KICK PANEL)

2A22 (2WD)

ENGINE ROOM MAIN WIRE AND J/B NO 2 (NEAR THE BATTERY)2A23(ALL–TRAC/4WD)


2B22 (2WD)

ENGINE WIRE AND J/B NO 2 (NEAR THE BATTERY)2B23(ALL–TRAC/4WD)


2D22 (2WD)

2D23(ALL–TRAC/4WD) ENGINE ROOM MAIN WIRE AND J/B NO 2 (NEAR THE BATTERY)

2E22 (2WD)


2E23(ALL–TRAC/4WD)

3A25 COWL WIRE AND J/B NO 3 (BEHIND COMBINATION METER)

3B25 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)



38 (3S–GTE)

EA1 40 (5S–FE) COWL WIRE AND ENGINE ROOM MAIN WIRE (FRONT SIDE OF RIGHT FRONT FENDER)EA1

42 (4A–FE)

COWL WIRE AND ENGINE ROOM MAIN WIRE (FRONT SIDE OF RIGHT FRONT FENDER)

38 (3S–GTE)


42 (4A–FE)



: GROUND POINTS


38 (3S–GTE)


42 (4A–FE)

FRONT RIGHT FENDER

38 (3S–GTE)


42 (4A–FE)

FRONT LEFT FENDER


: SPLICE POINTS


38 (3S–GTE)E 3

40 (5S–FE)

E 1 40 (5S–FE)E 3

42 (4A–FE)E 1

42 (4A–FE) 38 (3S–GTE) ENGINE ROOM MAIN WIRE

38 (3S–GTE) ENGINE ROOM MAIN WIRE E13 40 (5S–FE)

ENGINE ROOM MAIN WIRE

E 2 40 (5S–FE)

ENGINE ROOM MAIN WIRE E13

42 (4A–FE)E 2

42 (4A–FE) I 246 COWL WIRE

E 3 38 (3S–GTE) I 846 COWL WIRE

126

HEADLIGHT AND FOGLIGHT (FOR CANADA)

-Memo-

127

128

FOG LIGHT (F0R USA)

2A3 2A6 4

2 1

3

2 1

3

3 3

3 3

E 3

E 1

LIGHT CONTROLSW ” HEAD”

DIMMER SW” HIGH”

12

9

IE118

EA16

1

2

1

2

E 2

AA

3

6

R–W

R–W

R–W

W–B

W–BW–B

W–B

W–B

W–B

W–B

R–W

R–W

R–W

R–W

R–W

R–W

R–W

G–R

R

R–Y

R–L

R–L

ID EA


FOG LIGHTLH

FOG LIGHTRH

COMBINATION SW

FOG LIGHT RELAY


15AHEAD(RH)

15AHEAD(LH)

20AFOG

HEADLIGHTLH

HEADLIGHTRH

H 1 H 2

C16

J 6

F 1 F 2FOG LIGHTSW

G–B

F11

1

2

3 1

2 4

G–R

I 2

E 2

TO HIGH BEAMINDICATOR LIGHT[COMB. METER],DIMMER SW[COMB. SW]

R–W

R–L

R–L

3A1

J/B NO. 31E

4

1A

4

129

FOG LIGHT RELAY(3) 1–(3) 4 : CLOSED WITH LIGHT CONTROL SW AT HEAD POSITION, DIMMER SW AT LOW POSITION AND FOG LIGHT SW ON

: PARTS LOCATION


C16 32 F 2 31 (4A–FE)H 2

28 (3S–GTE), 30 (5S–FE)

F 128 (3S–GTE), 30 (5S–FE) F11 33

H 231 (4A–FE)

F 131 (4A–FE)

H 128 (3S–GTE), 30 (5S–FE) J 6 33

F 2 28 (3S–GTE), 30 (5S–FE)H 1

31 (4A–FE)

: RELAY BLOCKS








22 (2WD)2A 23

(ALL–TRAC/4WD)ENGINE ROOM MAIN WIRE AND J/B NO. 2 (NEAR THE BATTERY)

3A 25 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)



38 (3S–GTE)


42 (4A–FE)



: GROUND POINTS


38 (3S–GTE)


42 (4A–FE)

FRONT RIGHT FENDER


: SPLICE POINTS


38 (3S–GTE) E 2 42 (4A–FE)

E 1 40 (5S–FE) 38 (3S–GTE)ENGINE ROOM MAIN WIRE

E 1

42 (4A–FE) ENGINE ROOM MAIN WIRE E 3 40 (5S–FE)ENGINE ROOM MAIN WIRE

E 238 (3S–GTE)

ENGINE ROOM MAIN WIRE E 3

42 (4A–FE)E 2

40 (5S–FE) I 2 46 COWL WIRE

X X

X 9 12

1 2

3 X X 6

1

2 3A

A A

C16 F 1, F 2 F11 H 1, H 2 J 6BROWNBLACKBLACK

(HINT : SEE PAGE 7)

A

AA

SERVICE HINTS

130

STOP LIGHT

1B7

B11

IF18

BP21BP117

BN11

BO11

BO13

55

11

BN13

C

C

BL BI

G–W

G–W

G–W

G–W

G–W

G–W

G–W

G–W

G–W

G–W

W–B

W–B

W–B

W–B


15ASTOP

G–R

STOP LIGHT SW

JUNCTIONCONNECTOR

(L/B)

(L/B)(C/P, CONVERTIBLE)

STOP LIGHT RH[REAR COMB. LIGHT]

STOP LIGHT LH[REAR COMB. LIGHT]

HIGH MOUNTSTOP LIGHT

R12 R13 H 6

S10

J 2

C2

B1

A2

B1

G–W

(C/P)

(CONVERTIBLE)

(L/B)

(C/P)

W–B

W–B

( C/P

)

B11 : 2WD L/BB13 : C/P, CONVERTIBLE AND 4WD

B 7 : 2WD L/BB10 : C/P, 4WDB17 : CONVERTIBLE, W/ ABSB18 : CONVERTIBLE, W/O ABS

BA

2

1

A1

C2

(L/B)

(CONVERTIBLE)

C

BU11

BU12

W–B

( L/B

)

W–B

( CO

NV

ER

TIB

LE) W

–B

(C/P) G–W

(CONVERTIBLE)

G–W

131

S10 STOP LIGHT SW1–2: CLOSED WITH BRAKE PEDAL DEPRESSED

: PARTS LOCATION


A 34 (L/B) J 2 33 R10 33

H 6 B 35 (C/P) R12 34 (L/B), 35 (C/P), 36(CONVERTIBLE)H 6

C 36 (CONVERTIBLE) R13 34 (L/B), 35 (C/P), 36(CONVERTIBLE)







BN1 48 (L/B) BACK DOOR NO. 1 WIRE AND FLOOR WIRE (LEFT SIDE OF PACKAGE TRAY TRIM)

BO1 48 (L/B) BACK DOOR NO. 1 WIRE AND BACK DOOR NO. 1 SUB WIRE (BACK DOOR UPPER LEFT)


BP250 (C/P)

FLOOR WIRE AND LUGGAGE ROOM WIRE (LUGGAGE COMPARTMENT LEFT)BP252 (CONVERTIBLE)

FLOOR WIRE AND LUGGAGE ROOM WIRE (LUGGAGE COMPARTMENT LEFT)

BU150 (C/P)

FLOOR WIRE AND LUGGAGE ROOM WIRE (LUGGAGE COMPARTMENT LEFT)BU152 (CONVERTIBLE)


: GROUND POINTS


BI48 (L/B)



48 (L/B)

BL 50 (C/P) BACK PANEL CENTERBL

52 (CONVERTIBLE)

BACK PANEL CENTER

: SPLICE POINTS


B 7 48 (L/B) 48 (L/B)

B1048 (L/B) FLOOR WIRE B13 50 (C/P) LUGGAGE ROOM WIRE

B1050 (C/P)

FLOOR WIRE B13

52 (CONVERTIBLE)

LUGGAGE ROOM WIRE

48 (L/B) B1752 (CONVERTIBLE) FLOOR WIRE

B11 50 (C/P) LUGGAGE ROOM WIRE B1852 (CONVERTIBLE) FLOOR WIRE

B11

52 (CONVERTIBLE)

LUGGAGE ROOM WIRE

1 212C

1

5

H 6 R12, R13J 2H 6 (CONVERTIBLE)(L/B)

(HINT : SEE PAGE 7)

C C

CCC

A C

1 2

S10

2 1

H 6(C/P) B

SERVICE HINTS

132

BACK–UP LIGHT

IG24

IG213

IF17

BP22BP18

B11

C

B

A

A

B

C

5

4

5

4

BL

R–B

W–B

R–L

R–

R–L

R–B

R–B

R–B

R–B

R–B

W–B

W–B


BACK–UP LIGHT SW

(A/T W/ ECT)

(A/T W/O ECT)

(A/T W/ ECT)

(A/T W/O ECT)

(M/T)

(M/T)


BACK–UP LIGHT[REAR COMB. LIGHT] RHLH

R12 R13

B 1 , N 1 , N 2C B A

2

1

3

5

4

6

B11 : 2WD L/BB13 : 4WD C/P, CONVERTIBLE

3B9

L

J/B NO. 3

1E5

15AGAUGE

133

B 1(C), N 1(B), N 2(A) BACK–UP LIGHT SW(A) 5–6, (B) 3–4, (C) 1–2 : CLOSED WITH SHIFT LEVER IN R POSITION

: PARTS LOCATION


B 1 C28 (3S–GTE), 30 (5S–FE) N 1 B 31 (4A–FE) R12 34 (L/B), 35 (C/P),36

(CONVERTIBLE)B 1 C

31 (4A–FE) N 2 A 30 (5S–FE) R13 34 (L/B), 35 (C/P),36(CONVERTIBLE)



1E 20 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)







BP250 (C/P)



: GROUND POINTS


48 (L/B)


50 (CONVERTIBLE)

BACK PANEL CENTER

: SPLICE POINTS


B1148 (L/B), 50 (C/P)

LUGGAGE ROOM WIRE B1348 (L/B), 50 (C/P)

LUGGAGE ROOM WIREB1152 (CONVERTIBLE)

LUGGAGE ROOM WIRE B1352 (CONVERTIBLE)

LUGGAGE ROOM WIRE

1 243

X

5 6 X X

C ABGRAY GRAY GRAYN 1 R12, R13B 1 N 2

45

SERVICE HINTS

134

TURN SIGNAL AND HAZARD WARNING LIGHT

OFF

ON

RH

LHHAZARD TURN

7 9 5 6 5 81

10 8

IE1

12

2 11

B

A

3

B

A A

1

2

1

B

B

A

BP25BP119

BP26BP120

5

6

5

6

2

3

2

3

I 2

AA

ID EB EA BL


W

W–B

G–B

G–W

G–O

W

G–R

G–W

G–B

G–Y

G–B

G–W

G–Y

W–B

G–B

G–Y

G–Y

G–Y

G–B

G–Y

W–B

W–B

W–B

W–B

W–B

W–B

G–B

W–B

G–B

G–Y


INDICATOR LIGHT[COMB. METER]



JUNCTIONCONNECTOR

JUNCTIONCONNECTOR

RE

AR

CO

MB

.LI

GH

TLH

FR

ON

TT

UR

NS

IGN

AL

LIG

HT

LH

FR

ON

TT

UR

NS

IGN

AL

LIG

HT

RH

REAR COMB.LIGHT RH

LH RH

TURN SIGNALFLASHER

HAZARD SW TURN SIGNAL SW [COMB. SW]H 5 C16

T 2

J 3

J 3

R13

F8

F7R

12

J 6

C14

B11 : 2WD L/BB13 : C/P, CONVERTIBLE, 4WD

1* : ALL–TRAC/4WD

W–B

1D4

10ATURN

2E3

15AHAZ–HORN

1B41B13

1H4 1H8

1F

2

1F

3

1E

4

1A

4

3B6

J/B NO. 3

1 2 111 X 5 X

X

X

5

X

6 7 8 9 10

A A B B

A A A A

A A A A56

C14 C16 H 5

J 3 J 6 R12, R13

B B

(HINT : SEE PAGE 7)

(HINT : SEE PAGE 7)

BLACK BLACKF 7, F 8

T 2

GRAY

8

X2 3

1

2 3 135

T 2 TURN SIGNAL FLASHER2–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON OR HAZARD SW ON1–GROUND : CHANGES FROM 12 TO 0 VOLTS WITH IGNITION SW ON AND TURN SIGNAL SW LEFT OR RIGHT,

OR WITH HAZARD SW ON3–GROUND : ALWAYS CONTINUITY

: PARTS LOCATION


C14 32 28 (3S–GTE), 30 (5S–FE) J 6 33

C16 32F 8

31 (4A–FE) R12 34 (L/B), 35 (C/P), 36(CONVERTIBLE)

F 728 (3S–GTE), 30 (5S–FE) H 5 33 R13 34 (L/B), 35 (C/P) 36

(CONVERTIBLE)F 731 (4A–FE) J 3 33 T 2 33



1A



1E

1F 20 FLOOR WIRE AND J/B NO. 1 (LEFT KICK PANEL)


22 (2WD)2E 23

(ALL–TRAC/4WD)ENGINE ROOM MAIN WIRE AND J/B NO.2 (NEAR THE BATTERY)






BP250 (C/P)



: GROUND POINTS


38 (3S–GTE)

EA 40 (5S–FE) FRONT RIGHT FENDEREA42 (4A–FE)

FRONT RIGHT FENDER

38 (3S–GTE)

EB 40 (5S–FE) FRONT LEFT FENDEREB42 (4A–FE)

FRONT LEFT FENDER


48 (L/B)

BL 50 (C/P) BACK PANEL CENTERBL52 (CONVERTIBLE)

BACK PANEL CENTER

: SPLICE POINTS


I 2 46 COWL WIREB13

46 (L/B), (C/P)LUGGAGE ROOM WIRE

B11 48 (L/B) LUGGAGE ROOM WIREB13

52 (CONVERTIBLE)LUGGAGE ROOM WIRE

SERVICE HINTS

136

INTERIOR LIGHT

3B10

2

1

4

3

2

1

2

1

B

1

C

B

OFF

ON

DO

OR

B 5

IC27 IK27BP19

BP28IK26IC26

B11

11

A 1

IDBH

1A4 1F9

1F4

1G5 1D2

1B

11

BP1

5


L–Y

L–Y

L–Y L–

Y

L–Y

L–Y

L–Y

L–Y

BR R B L–Y

L–Y

L–Y

L–Y

L–Y

( EX

.L/

B)

B–W

R–W

R–W

B–W

( L/B

)

1

2

B B

(W/S

UN

RO

OF

)

4

2

1

1

C C C

R–W

R–W

R–W

R–W

G–R

R–W

W–B

W–B

R–YW

–B

R–W

R–W

R–W

R–W

R–W R–W

R–W

(L/B)

PE

RS

ON

AL

LIG

HT

[SU

NR

OO

FS

W]

INT

ER

IOR

LIG

HT

IGN

ITIO

NK

EY

CY

LIN

DE

RLI

GH

T

DO

OR

CO

UR

TES

YLI

GH

TLH

DO

OR

CO

UR

TES

YLI

GH

TR

H

DO

OR

WA

RN

ING

LIG

HT

[CO

MB

.M

ETE

R]

LUG

GA

GE

CO

MP

AR

TM

EN

TLI

GH

T( L

/B)

LUG

GA

GE

CO

MP

AR

TM

EN

TLI

GH

T( E

X.

L/B

)

J/BNO. 3

JUNCTION CONNECTOR

S12 I1

3

I11

D8

D9

C15

L4

L3

J 1

JUNCTIONCONNECTOR(FOR EARTH) DOOR COURTESY

SW LHDOOR COURTESYSW RH

DIO

DE

( FO

RIN

TER

IOR

LIG

HT

SY

ST

EM

)

BA

CK

DO

OR

CO

UR

TES

YS

W

LUG

GA

GE

CO

MP

AR

TME

NT

DO

OR

CO

UR

TE

SY

SW

( EX

.L/

B)

JUNCTION CONNECTOR

INTEGRATIONRELAY

J 1

J 6

D10 D11

D7

B7

L2

*2 : W/O DOOR LOCK*1 : W/ DOOR LOCK

R–W

4 1 2

10 6

FADEOUTCONTROL

(*1)

( *2)

( *1)

( *2)

( *1)

( *2)

( *1)

( *2)

IG3

B2

A2

B1A1

B3

R–W

R–W

R–G (W/O

RE

AR

WIP

ER

)

( W/

RE

AR

WIP

ER

,C

ON

VE

RT

IBLE

)

B 1 : W/ REAR WIPERB 7 : W/O REAR WIPER

(EX

.C

ON

VE

RT

IBLE

)( C

ON

VE

RTI

BLE

)

B2

A2

B1

A1

BA

( FO

RC

ON

VE

RT

IBLE

)( C

/P)

( CO

NV

ER

TIB

LE)

2E4

20ADOME

1G1 1D8 1E3 1F6

1H2

3 4 X

1

212

12

CBB

B B B B C

C

C A A

A A A A

1 2 12

14

B 7, L 2 I11D 7 D 8, D 9 D10, D11

J 1 J 6 L 3 L 4 S12

GRAY

(HINT : SEE PAGE 7)

(HINT : SEE PAGE 7)

1 1

B

3 2 1

12

1 2

L 3 GRAYA

I13 A

I13 BLACKB

C15 GRAY

137

INTEGRATION RELAY(1B) 11–GROUND : APPROX. 12 VOLTS WITH DOOR CLOSED

0 VOLTS WITH EACH DOOR OPEND10, D11 DOOR COURTESY SW

1–GROUND : CLOSED WITH DOOR OPENL 2 LUGGAGE COMPARTMENT LIGHT SW

1–GROUND : CLOSED WITH LUGGAGE COMPARTMENT DOOR OPENB 7 BACK DOOR COURTESY SW

1–GROUND : CLOSED WITH BACK DOOR OPEN

: PARTS LOCATION


B 7 34 (L/B) D11 34 (L/B), 35 (C/P), 36(CONVERTIBLE) L 2 35 (C/P), 36 (CONVERTIBLE)

C15 32 I11 33 A

D 7 34 (L/B), 35 (C/P), 36(CONVERTIBLE)

I13A 34 (L/B), 35 (C/P)

L 3B

35 (C/P), 36 (CONVERTIBLE)

D 8 34 (L/B), 35 (C/P), 36(CONVERTIBLE)

I13B 34 (L/B), 35 (C/P), 36

(CONVERTIBLE) L 4 34 (L/B)

D 9 34 (L/B), 35 (C/P), 36(CONVERTIBLE) J 1 33 S12 34 (L/B), 35 (C/P), 36

(CONVERTIBLE)

D10 34 (L/B), 35 (C/P), 36(CONVERTIBLE) J 6 33



1A



1E


1G 20 ROOF WIRE AND J/B NO. 1 (LEFT KICK PANEL)


22 (2WD)2E 23





IC2 44 FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)

IK2 46 FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)


BP2 50 (C/P) FLOOR WIRE AND LUGGAGE ROOM WIRE (LUGGAGE COMPARTMENT LEFT)

: GROUND POINTS



BH48 (L/B), 50 (C/P)

ROOF LEFTBH52 (CONVERTIBLE)

ROOF LEFT

: SPLICE POINTS


B 1 48 (L/B) FLOOR WIRE B 7 48 (L/B), 50 (C/P)FLOOR WIRE

B 548 (L/B), 50 (C/P)

ROOF WIRE B1152 CONVERTIBLE)

FLOOR WIRE

B 552 (CONVERTIBLE)

ROOF WIRE B1148 (L/B) LUGGAGE ROOM WIRE

SERVICE HINTS

138

LIGHT REMINDER BUZZER

1H2

6 10

7 11 12 1

BUZZER

1F9 1A4

1

ID

A


15AGAUGE

15ACIG & RADIO

15ATAIL

L–Y

R–Y

W–B

INTEGRATION RELAY(FOR LIGHT REMINDER)

DOOR COURTESYSW LH


D10

J 6

2E4

20ADOME

139

CURRENT ALWAYS FLOWS TO TERMINAL 1 OF THE LIGHT REMINDER RELAY THROUGH THE DOME FUSE.WITH THE IGNITION SW IN ACC POSITION, CURRENT FLOWS TO TERMINAL 11 OF THE LIGHT REMINDER RELAY. WHEN THEIGNITION SW IS TURNED TO ON POSITION, CURRENT FLOWS TO TERMINAL 7 THE LIGHT REMINDER RELAY. WHEN THE LIGHTCONTROL SW IS TURNED TO TAIL OR HEAD POSITION, CURRENT IS APPLIED TO TERMINAL 12 THE LIGHT REMINDER RELAY.

LIGHT REMINDER SYSTEMWHEN THE LIGHT CONTROL SW IN TAIL OR HEAD POSITION, THE IGNITION SW IS TURNED TO OFF FROM ON POSITION, AND THEDRIVER’S DOOR IS OPENED (DOOR COURTESY SW ON), THE CURRENT FLOW TO TERMINAL 7 AND 11 OF THE LIGHT REMINDERRELAY STOPS. AS A RESULT, THE RELAY IS ACTIVATED AND CURRENT FLOWS FROM TERMINAL 1 OF THE RELAY → TERMINAL 10→ T0 GROUND, SOUNDING THE LIGHT REMINDER BUZZER.

LIGHT REMINDER RELAY (INTEGRATION RELAY)7–GROUND : APPROX. 12 VOLTS WITH IGNITION AT ON POSITION

11–GROUND : APPROX. 12 VOLTS WITH IGNITION AT ACC OR ON POSITION12–GROUND : APPROX. 12 VOLTS WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION6–GROUND : CONTINUITY WITH DRIVER’S DOOR OPEN1–GROUND : ALWAYS APPROX. 12 VOLTS

10–GROUND : ALWAYS CONTINUITY

: PARTS LOCATION


D10 34 (L/B), 35 (C/P), 36(CONVERTIBLE) J 6 33


CODE SEE PAGE JUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)1A 20 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)1F 20 FLOOR WIRE AND J/B NO. 1 (LEFT KICK PANEL)1H 20 ENGINE ROOM MAIN WIRE AND J/B NO. 1 (LEFT KICK PANEL)

22 (2WD)2E 23


: GROUND POINTS



A A

A A A A

J 6D10

(HINT : SEE PAGE 7)

1

SYSTEM OUTLINE

SERVICE HINTS

140

POWER WINDOW

2 16

2

2 4

1

3 1

2

22

2 2

I 5 I 1

I 1

IC13

IK113 IK19

IC19IC113

A A

2

1

1 A

IC19

M1 2

M1 2

1 5

3 46

ID

DO

WN

UP

DO

WN

UP

KEY OFFPOWER WINDOW

30APOWER


J/BNO. 3

JUNCTIONCONNECTOR DIODE (FOR KEY OFF)

R–L

R–L

L–Y

W–L

W–B

W–G

L–YL–YR–LR–L

R–L

R–Y

W–B

W–G

W–G

W–B

W–B

W–B

R–Y

R G

R–L

G–W

G–WR–L

R–L

G–WI 2

R G

DO

WN

UP

POWER WINDOW MASTER SW

DOOR LOCK ECU

DOOR COURTESYSW LH


POWER WINDOW MOTOR LH POWER WINDOW MOTOR RH

PO

WE

RW

IND

OW

SW

RH

LOCK

NORMAL

D10

J 6

P 7 P 8

P9

P 5 , P 6

D 6

D 5

PO

WE

RM

AIN

RE

LAY

I 1W–L

W–L

+–

–+

1

15

8

A3 A1 A5 A4 A2

B1

W–G

A B

W–B

W–G

A6

1E5

15AGAUGE

J 4

1B2

1F9

141

IK13

W–G

W–G

I 5

IF31 IF32IF41IF42

M1 2

M1 2

IC1

4W–BW–B

W–G

R–

W

G–WRG

G R

G–W

R–

W

5

4

1 3 2 6

QUARTERPOWER WINDOWMOTOR RH

Q 3QUARTERPOWER WINDOWMOTOR LH

Q 2

(CONVERTIBLE)

QUARTER POWER WINDOW SWQ 1

W–G

(CONVERTIBLE)

UP

DO

WN

UP

DO

WN

142

POWER WINDOW

CURRENT ALWAYS FLOWS TERMINAL 4 OF THE POWER MAIN RELAY THROUGH THE POWER FUSE. WITH THE IGNITION SWTURNED ON, CURRENT FLOWS THROUGH THE GAUGE FUSE TO TERMINAL 2 OF THE POWER MAIN RELAY → TERMINAL 3 → TOGROUND. THIS ACTIVATES THE RELAY AND CURRENT FLOWING TO TERMINAL 1 OF THE POWER MAIN RELAY → TO TERMINAL (A)6OF THE POWER WINDOW MASTER SW AND TERMINAL 6 OF THE POWER WINDOW SW RH (PASSENGER’S) AND TERMINAL 4 OFTHE QUARTER POWER WINDOW SW.

1. MANUAL OPERATION (DRIVER’S WINDOW)WITH THE IGNITION SW TURNED ON AND WITH THE POWER WINDOW MASTER SW IN UP POSITION, THE CURRENT FLOWING TOTERMINAL (A)6 OF THE POWER WINDOW MASTER SW FLOWS TO TERMINAL (A)5 OF THE MASTER SW → TERMINAL 2 OF THEPOWER WINDOW MOTOR (DRIVER’S) → MOTOR → TERMINAL 1 → TERMINAL (A)1 OF THE MASTER SW → TERMINAL (A)3 → TOGROUND AND CAUSES THE POWER WINDOW MOTOR TO ROTATE IN THE UP DIRECTION. THE WINDOW ASCENDS ONLY WHILETHE SW IS BEING PUSHED. IN DOWN OPERATION, THE FLOW OF CURRENT FROM TERMINAL (A)6 OF THE POWER WINDOWMASTER SW TO TERMINAL (A)1 OF THE MASTER SW CAUSES THE FLOW OF CURRENT FROM TERMINAL 1 OF THE MOTOR →MOTOR → TERMINAL 2 → TERMINAL (A)5 OF THE MASTER SW → TERMINAL (A)3 → TO GROUND, FLOWING IN THE OPPOSITEDIRECTION TO MANUAL UP OPERATION AND CAUSING THE MOTOR TO ROTATE IN REVERSE, LOWERING THE WINDOW.

2. AUTO DOWN OPERATIONWITH THE IGNITION SW ON AND WITH THE DRIVER’S SW OF THE POWER WINDOW MASTER SW IN DOWN POSITION, CURRENTFLOWING TO TERMINAL (A)6 OF THE MASTER SW FLOWS TO TERMINAL (A)1 OF THE MASTER SW → TERMINAL 1 OF THE POWERWINDOW MOTOR → MOTOR → TERMINAL 2 → TERMINAL (A)5 OF THE MASTER SW → TERMINAL 3 → TO GROUND, CAUSING THEMOTOR TO ROTATE TOWARDS THE DOWN SIDE. THEN THE SOLENOID IN THE MASTER SW IS ACTIVATED AND IT LOCKS THEDRIVER’S SW BEING PUSHED, CAUSING THE MOTOR TO CONTINUE TO ROTATE IN AUTO DOWN OPERATION.

WHEN THE WINDOW HAS COMPLETELY DESCENDED, THE CURRENT FLOW BETWEEN TERMINAL (A)5 OF THE MASTER SW ANDTERMINAL (A)3 INCREASES. AS A RESULT, THE SOLENOID STOPS OPERATING, THE DRIVER’S SW TURNS OFF AND FLOW FROMTERMINAL (A)6 OF THE MASTER SW TO TERMINAL (A)1 IS CUT OFF, STOPPING THE MOTOR SO THAT AUTO STOP OCCURS.

3. STOPPING OF AUTO DOWN AT DRIVER’S WINDOWWHEN THE DRIVER’S SW IS PUSHED TO THE UP SIDE DURING AUTO DOWN OPERATION, A GROUND CIRCUIT OPENS IN THEMASTER SW AND CURRENT DOES NOT FLOW FROM TERMINAL (A)5 OF THE MASTER SW → TO TERMINAL (A)3 , SO THE MOTORSTOPS, CAUSING AUTO DOWN OPERATION TO STOP. IF THE DRIVER’S SW IS PUSHED CONTINUOUSLY, THE MOTOR ROTATES INTHE UP DIRECTION IN MANUAL UP OPERATION.

4. MANUAL OPERATION BY POWER WINDOW SW (PASSENGER’S WINDOW)WITH POWER WINDOW SW (PASSENGER’S) PUSHED TO THE UP SIDE, CURRENT FLOWING FROM TERMINAL 6 OF THE POWERWINDOW SW FLOWS TO TERMINAL 5 OF THE POWER WINDOW SW → TERMINAL 2 OF THE WINDOW MOTOR → MOTOR →TERMINAL 1 → TERMINAL 1 OF THE POWER WINDOW SW → TERMINAL 3 → TERMINAL (A)4 OF THE MASTER SW → TERMINAL (A)3→ TO GROUND AND CAUSES THE POWER WINDOW MOTOR (PASSENGER’S) TO ROTATE IN THE UP DIRECTION. UP OPERATIONCONTINUES ONLY WHILE THE POWER WINDOW SW IS PUSHED TO THE UP SIDE. WHEN THE WINDOW DESCENDS, THE CURRENTFLOWING TO THE MOTOR FLOWS IN THE OPPOSITE DIRECTION, FLOM TERMINAL 1 → MOTOR → TO TERMINAL 2 , AND THE MOTORROTATES IN REVERSE. WHEN THE WINDOW LOCK SW IS PUSHED TO THE LOCK SIDE, THE GROUND CIRCUIT TO THEPASSENGER’S WINDOW BECOMES OPEN.

AS A RESULT, EVEN IF OPEN/CLOSE OPERATION OF THE PASSENGER’S WINDOW IS TRIED, THE CURRENT FROM TERMINAL (A)6OF THE POWER WINDOW MASTER SW IS NOT GROUNDED AND THE MOTOR DOES NOT ROTATE, SO THE PASSENGER’S WINDOWCAN NOT BE OPERATED AND WINDOW LOCK OCCURS.

5. MANUAL OPERATION BY QUARTER WINDOW (CONVARTIBLE)WITH THE QUARTER POWER WINDOW SW PUSHED TO UP SIDE, FLOWING FROM TERMINAL 4 OF THE QUARTER POWER WINDOWSW FLOWS TO TERMINAL 1 AND/OR 2 → TERMINAL 1 OF THE QUARTER POWER WINDOW MOTOR → MOTOR → TERMINAL 2 OFTHE MOTOR → TERMINAL 3 AND/OR 6 OF THE QUARTER POWER WINDOW SW → TERMINAL 5 → TERMINAL (B)1 OF THE POWERWINDOW MASTER SW → TERMINAL (A)3 → TO GROUND AND CAUSES THE QUARTER POWER WINDOW MOTOR TO ROTATE IN THEUP DERECTION. UP OERATION CONTINUESE ONLY WHILE THE QUARTER POWER WINDOW SW IS PUSHED TO UP SIDE. WHEN THEWINDOW DECENDS, THE CURRENT FLOWING TO THE MOTOR FLOWS IN THE OPPOSITE DERECTION, FROM TERMINAL 2 →MOTOR → TO TERMINAL 1 , AND THE MOTOR ROTATES IN REVERSE.

WHEN THE WINDOW LOCK SW IS PUSHED TO THE L0CK SIDE, THE GROUND CIRCUIT TO THE QUARTER POWER WINDOWBECOMES OPEN. AS A RESURT, EVEN IF OPEN/CLOSED OPERATION OF QUARTER WINDOW IS TRIED, THE CURRENT FROMTERMINAL 5 OF THE QUARTER POWER WINDOW SW IS NOT GROUNDED AND THE MOTOR DOES NOT ROTATE, SO THE QUARTERWINDOW CAN NOT BE OPERATED AND WINDOW LOCK OCCURS.

SYSTEM OUTLINE

143

6. KEY OFF POWER WINDOW OPERATIONWITH THE IGNITION SW TURNED FROM ON TO OFF, THE DOOR LOCK ECU OPERATES AND CURRENT FLOWS FROM POWER FUSE→ TERMINAL 8 OF THE DOOR LOCK ECU → TERMINAL 15 → TERMINAL 2 OF THE POWER MAIN RELAY → TERMINAL 3 → TOGROUND FOR ABOUT 60 SECONDS. THE SAME AS NORMAL OPERATION, THE CURRENT FLOWS FROM POWER FUSE → TERMINAL4 OF THE POWER MAIN RELAY → TERMINAL 1 → TERMINAL (A)6 OF THE POWER WINDOW MASTER SW AND TERMINAL 6 OFPOWER WINDOW SW RH (PASSENGER’S) AND TERMINAL 4 OF THE QUARTER POWER WINDOW SW. AS A RESULT, FOR ABOUT 60SECONDS AFTER THE IGNITION SW IS TURNED OFF, IT IS POSSIBLE TO RAISE AND LOWER THE POWER WINDOW BY THEFUNCTIONING OF THIS RELAY. ALSO, BY OPENING THE DOOR (DOOR COURTESY SW ON) WITHIN ABOUT 60 SECONDS AFTERTURNING THE IGNITION SW TO OFF, A SIGNAL IS INPUT TO TERMINAL 2 OF DOOR LOCK ECU . AS A RESULT, THE ECU TURNS OFFAND UP AND DOWN OF THE MOVEMENT OF THE WINDOW STOPS.

D 6 DOOR LOCK ECU 8–GROUND : ALWAYS APPROX. 12 VOLTS16–GROUND: ALWAYS CONTINUITY 1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION 2–GROUND : CONTINUITY WITH DOOR OPENED15–GROUND: APPROX. 12 VOLTS WITH IGNITION SW ON AND STAYS AT 12 VOLTS FOR 60 SECONDS AFTER THE IGNITION SW

IS TURNED OFF, BUT IF THE DOOR IS OPENED IN THIS 60 SECONDS PERIOD, VOLTAGE WILL DROP TO 0 VOLTS

D10 DOOR COURTESY SW1–GROUND: CONTINUITY WITH DOOR OPEN

P 8 POWER WINDOW SW (PASSENGER’S)6–GROUND: APPROX. 12 VOLTS WITH IGNITION SW ON AND STAYS AT 12 VOLTS FOR 60 SECONDS AFTER THE IGNITION SW

IS TURNED OFF, BUT IF A DOOR IS OPENED IN THIS 60 SECONDS PERIOD, VOLTAGE WILL DROP TO 0 VOLTS

Q 1 QUARTER POWER WINDOW MOTOR4–GROUND: APPROX. 12 VOLTS WITH IGNITION SW ON AND STAYS AT 12 VOLTS FOR 60 SECONDS AFTER THE IGNITION SW IS

TURNED OFF, BUT IF A DOOR IS OPENED IN THIS 60 SECONDS PERIOD, VOLTAGE WILL DROP TO 0 VOLTS

P 1 POWER WINDOW MASTER SW(A)3–GROUND: ALWAYS CONTINUITY(A)6–GROUND: APPROX. 12 VOLTS WITH IGNITION SW ON AND STAYS AT 12 VOLTS FOR 60 SECONDS AFTER THE

IGNITION SW IS TURNED OFF, BUT IF A DOOR IS OPENED IN THIS 60 SECONDS PERIOD, VOLTAGE WILL DROP TO 0 VOLTS

(A)5–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND MASTER SW AT UP POSITION(A)1–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND MASTER SW AT DOWN OR AUTO DOWN

POSITION

WINDOW LOCK SWOPEN WITH WINDOW LOCK SW AT LOCK POSITION

SERVICE HINTS

144

POWER WINDOW

: PARTS LOCATION


D 5 32 P 5 A 34 (L/B), 35 (C/P), 36(CONVERTIBLE) Q 1 36

D 6 32 P 6 B 36 Q 2 36

D10 34 (L/B), 35 (C/P), 36(CONVERTIBLE) P 7 34 (L/B), 35 (C/P), 36

(CONVERTIBLE) Q 3 36

J 4 33 P 8 34 (L/B), 35 (C/P), 36(CONVERTIBLE)

J 6 33 P 9 34 (L/B), 35 (C/P), 36(CONVERTIBLE)

: RELAY BLOCKS











IF3 46FRONT WIRE AND COWL WIRE (LEFT KICK PANEL)

IF4 46FRONT WIRE AND COWL WIRE (LEFT KICK PANEL)


: GROUND POINTS



: SPLICE POINTS


I 146 COWL WIRE

I 5 46 COWL WIRE

I 246 COWL WIRE

145

DOOR LOCK

146

DOOR LOCK

LOCKTIMER

UNLOCKTIMER

2 1E5

I 1

8

A

1 15

AR–L R–L R–LW–L

W–L

W–L

L–Y

2

30APOWER

15AGAUGE


TO POWER MAINRELAY

DOOR LOCK ECU

J/BNO. 3

JUNCTIONCONNECTOR

TO POWERMAIN RELAY

D 6

J 4

5

1

I 2 B 2

I 4

I 4

IC18 IC17IC117 IC118

IC114IC116IC112

IC1

19

ID

A

7 16 4 3 6 9

A

AA

Y

W–B

L–W

L–R

G L–Y

YW

–B

W–B

W–B

L–W

L–R G L

L–O

L

L–B

W–B W–B

W–B

W–B

L–B

L–W

L–R

L–B

L

L–O

L–R

L–W

L

L–W

L–R

JUNCTIONCONNECTOR

UNLOCKWARNINGSW

JUN

CT

ION

CO

NN

EC

TO

R( F

OR

EA

RT

H)

J6

I12

J 1

UN

LOC

K

DO

OR

LOC

KM

OT

OR

LHA

ND

,K

EY

LOC

KA

ND

UN

LOC

KS

WLH

DO

OR

LOC

KC

ON

TRO

LS

WLH

UN

LOC

K

LOC

K

4

LOC

K

3

D14

M

D126 2 2

7 5 4 1 3

1

KEY OFFPOWER WINDOW

I 5

I 1L–Y

R–L

1 2

DIODE(FOR KEY OFF)D 5

L–Y

R–L

147

6 2 2

7 5 4 1 3 3 4

M

UN

LOC

K

LOC

K

UN

LOC

K

LOC

K

DO

OR

LOC

KM

OT

OR

RH

AN

D,

KE

YLO

CK

AN

DU

NLO

CK

SW

RH

DO

OR

LOC

KC

ON

TR

OL

SW

RH

D15

D13

SECURITY KEY REMINDER

IG

IK112 IK117 IK114 IK118 IF16

IK17IK18

IK119

B 3

I 4

I 4

I 4

1 1

B14

5 11 12 10 2 14

L–OL

G–

Y

L–B

R–Y

R–G

L–BL–

OL

L–W

L–R

G–Y

L

L–OL

L–B

R–Y

R–G

L–O

L

L–B

L–R

L–W

L

L

L–B

L–O

W–B

W–B

W–

B W–B

W–B

DO

OR

CO

UR

TE

SY

SW

LH

DO

OR

CO

UR

TE

SY

SW

RH

D10

D11

DOOR LOCK ECUD 6

4A

1F9

1B2

148

DOOR LOCK

CURRENT ALWAYS FLOWS TO TERMINAL 8 OF THE DOOR LOCK ECU.

1. MANUAL LOCK OPERATIONTO CHANGE DOOR LOCK SW AND KEY SW TO LOCK POSITION, A LOCK SIGNAL IS INPUT TO TERMINAL 10 , 12 OF THE DOOR LOCKECU AND CAUSES THE ECU TO FUNCTION. CURRENT FLOWS FROM TERMINAL 8 OF THE ECU → TERMINAL 4 → TERMINAL 7 OFTHE DOOR LOCK MOTOR → TERMINAL 5 → TERMINAL 3 OF THE ECU → TERMINAL 16 → TO GROUND AND DOOR LOCK MOTORCAUSES THE DOOR TO LOCK.

2. MANUAL UNLOCK OPERATIONTO CAHNGE DOOR LOCK CONTROL SW AND KEY SW TO UNLOCK POSITION, AN UNLOCK SIGNAL IS INPUT TO TERMINAL 9 , 11 OFTHE DOOR LOCK ECU AND CAUSES THE ECU TO FUNCTION. CURRENT FLOWS FROM TERMINAL 8 OF THE ECU → TERMINAL 3 →TERMINAL 5 OF THE DOOR LOCK MOTOR → TERMINAL 7 → TERMINAL 4 OF THE ECU → TERMINAL 16 → TO GROUND AND DOORLOCK MOTOR CAUSES DOOR TO UNLOCK.

3. DOUBLE OPERATION UNLOCK OPERATIONWHEN THE DOOR LOCK KEY SW (DRIVER’S) IS TURNED TO THE UNLOCK SIDE, ONLY THE DRIVER’S DOOR IS MECHANICALLYUNLOCKED. TURNING THE DOOR LOCK KEY SW (DRIVER’S) TO THE UNLOCK SIDE CAUSES A SIGNAL TO BE INPUT TO TERMINAL 9OF THE ECU, AND IF THE SIGNAL IS INPUT AGAIN WITHIN 3 SECONDS BY TURNING THE SWITCH TO THE UNLOCK SIDE AGAIN,CURRENT FLOWS TERMINAL 3 → TERMINAL 5 OF DOOR LOCK MOTOR → TERMINAL 7 → TERMINAL 4 OF THE ECU → TERMINAL 16→ GROUND, CAUSING THE DOOR LOCK MOTOR TO OPERATE AND UNLOCK THE PASSENGER’S DOOR.

4. IGNITION KEY REMINDER OPERATION

* OPERATING DOOR LOCK KNOB (IN DOOR LOCK SOLENOIDS OPERATION)

WITH IGNITION KEY IN CYLINDER (UNLOCK WANING SW ON), WHEN THE DOOR IS OPENED AND LOCKED USING DOOR LOCKKNOB (DOOR LOCK MOTOR), THE DOOR IS LOCKED ONCE BUT EACH DOOR IS UNLOCKED SOON BY THE FUNCTION OF ECU. ASA RESULT, THE CURRENT FLOWS FROM TERMINAL 8 OF THE ECU → TERMINAL 3 → TERMINAL 5 OF THE DOOR LOCK MOTOR → TERMINAL 7 → TERMINAL 4 OF THE ECU → TERMINAL 16 → TO GROUND AND CAUSES ALL THE DOORS TO UNLOCK.

* OPERATING DOOR LOCK CONTROL SW OR DOOR LOCK KEY SW

WITH IGNITION KEY IN CYLINDER (UNLOCK WARNING SW ON), WHEN THE DOOR IS OPENED AND LOCKED USING DOOR LOCKCONTROL SW OR KEY SW, THE DOOR IS LOCKED ONCE BUT EACH DOOR IS UNLOCK BY THE FUNCTION OF SW CONTAINED INSOLENOIDS, WHICH THE SIGNAL IS INPUT TO TERMINAL 6 (DRIVER’S) OR 5 (PASSENGER’S) OF THE ECU. ACCORDING TO THISINPUT SIGNAL, THE CURRENT IN ECU FLOWS FROM TERMINAL 8 OF THE ECU → TERMINAL 3 → TERMINAL 5 OF THE DOORLOCK MOTOR → TERMINAL 7 → TERMINAL 4 OF THE ECU → TERMINAL 16 → TO GROUND AND CAUSES ALL THE DOOR TOUNLOCK.

* IN CASE OF KEY LESS LOCK

WITH IGNITION KEY IN CYLINDER (UNLOCK WARNING SW ON), WHEN THE UNLOCK FUNCTION IS DISTURBED MORE THAN 0.2SECONDS, FOR EXAMPLE PUSHING THE DOOR LOCK KNOB ETC., THE DOOR HOLDS ON LOCK CONDITION. CLOSING THE DOORAFTER, DOOR COURTESY SW INPUTS THE SIGNAL INTO TERMINAL 2 OR 14 OF THE ECU. BY THIS INPUT SIGNAL, THE ECUWORKS AND CURRENT FLOWS FROM TERMINAL 8 OF THE ECU → TERMINAL 3 → TERMINAL 5 OF THE DOOR LOCK MOTOR →TERMINAL 7 → TERMINAL 4 OF THE ECU → TERMINAL 16 → TO GROUND AND CAUSES ALL THE DOORS TO UNLOCK.

I12 UNLOCK WARNING SW1–5 : CLOSED WITH IGNITION KEY IN CYLINDER

D14, D15 KEY LOCK AND UNLOCK SW1–2 : CLOSED WITH DOOR LOCK CYLINDER UNLOCKED WITH KEY2–3 : CLOSED WITH DOOR LOCK CYLINDER LOCKED WITH KEY

D10, D11 DOOR COURTESY SW1–GROUND : CLOSED WITH DOOR OPEN

SYSTEM OUTLINE

SERVICE HINTS

149

1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION9–GROUND : 0 VOLTS WITH DRIVER’S DOOR LOCK CYLINDER UNLOCKED WITH KEY

15–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION12–GROUND : 0 VOLTS WITH DRIVER’S, PASSENGER’S DOOR LOCK CYLINDER LOCKED WITH KEY

D 6 DOOR LOCK ECU16–GROUND : ALWAYS CONTINUOUS2–GROUND : CONTINUITY WITH DRIVER’S DOOR OPEN8–GROUND : ALWAYS APPROX. 12 VOLTS3–GROUND : APPROX. 12 VOLTS 0.2 SECONDS WITH FOLLOWING OPERATION

* DOOR LOCK CONTROL SW UNLOCKED* DOOR LOCK CONTROL SW LOCKED WITH IGNITION KEY IN CYLINDER AND DRIVER’S DOOR OPEN

(IGNITION KEY REMINDER FUNCTION)* DOOR LOCK KNOB LOCKED WITH IGNITION KEY IN CYLINDER AND DRIVER’S DOOR OPEN

(IGNITION KEY REMINDER FUNCTION)* UNLOCKING THE DRIVER’S, PASSENGER’S DOOR CYLINDER WITH KEY

4–GROUND : APPROX. 12 VOLTS 0.2 SECONDS WITH FOLLOWING OPERATION* DOOR LOCK CONTROL SW LOCKED* LOCKING THE DRIVER’S, PASSENGER’S DOOR CYLINDER WITH KEY

10–GROUND : 0 VOLTS WITH DOOR LOCK CONTROL SW LOCKED14–GROUND : CONTINUITY WITH PASSENGER’S DOOR OPEN6–GROUND : CONTINUITY WITH DRIVER’S DOOR LOCK KNOB UNLOCKED5–GROUND : CONTINUITY WITH PASSENGER’S DOOR LOCK KNOB UNLOCKED

11–GROUND : 0 VOLTS WITH DOOR LOCK CONTROL SW UNLOCKED, PASSENGER’S DOOR LOCK CYLINDER UNLOCKED WITH KEY

: PARTS LOCATION


D 6 32 D13 34 (L/B), 35 (C/P), 36 (CONVERT.) J 1 33

D10 34 (L/B), 35 (C/P), 36 (CONVERT.) D14 34 (L/B), 35 (C/P), 36 (CONVERT.) J 4 33

D11 34 (L/B), 35 (C/P), 36 (CONVERT.) D15 34 (L/B), 35 (C/P), 36 (CONVERT.) J 6 33

D12 34 (L/B), 35 (C/P), 36 (CONVERT.) I12 33

: RELAY BLOCKS














: GROUND POINTS




: SPLICE POINTS


I 1 48 (L/B)

I 246 COWL WIRE

B 3 50 (C/P)

I 446 COWL WIRE

B 3

52 (CONVERTIBLE)FRONT DOOR RH WIRE

I 5 48 (L/B)FRONT DOOR RH WIRE

48 (L/B) B14 50 (C/P)

B 2 50 (C/P) FRONT DOOR LH WIRE

B14

52 (CONVERTIBLE)B 2

52 (CONVERTIBLE)

FRONT DOOR LH WIRE

150

REAR WIPER AND WASHER

1B31F10

M

3

2

INT

OFF

ON

WASHER 2

20AWIPER

2 1 10 16

231

M

LL

L–O

L–O

P–B

P–G

W–B

P–G

P–B

P–GP–B

P–G

P–BL

L

W–B

REAR WIPER AND WASHER SW [COMB. SW]

REAR WIPER MOTOR AND RELAY

REAR WIPER RELAY

REAR WIPERMOTOR

WASHER 1

LY L LB

L LBLY

WASHERMOTOR


A

BO16 BO15

BN16

IF111 IF15

BN15BN14

ID


W 1

C17

J 6

R24

BO14

151

WHEN THE IGNITION SW IS TURNED ON, CURRENT FLOWS TO TERMINAL 2 OF THE REAR WASHER MOTOR, TERMINAL 1 OF THEREAR WIPER MOTOR AND RELAY THROUGH THE WIPER FUSE.

1. REAR WIPER NORMAL OPERATIONWITH THE IGNITION SW TURNED ON AND REAR WIPER AND WASHER SW TURNED ON, THE CURRENT FLOWING TO TERMINAL 1OF THE REAR WIPER RELAY FLOWS TO TERMINAL 3 OF THE RELAY → TERMINAL 1 OF THE REAR WIPER AND WASHER SW →TERMINAL 16 → TO GROUND. THUS, THE RELAY COIL IS ACTIVATED AND THE CURRENT TO TERMINAL 1 OF THE REALY FLOWS TOTERMINAL LB → TERMINAL LB OF THE REAR WIPER MOTOR → MOTOR → TO GROUND AND CAUSES THE MOTOR TO OPERATETHE WIPER.

2. REAR WIPER INTERMITTENT OPERATIONWHEN THE IGNITION SW IS ON AND THE REAR WIPER AND WASHER SW IS TURNED TO INT POSITION, CURRENT FLOWING TOTERMINAL 1 OF THE REAR WIPER MOTOR AND RELAY FLOWS TO TERMINAL 2 OF THE RELAY → TERMINAL 10 OF THE REARWIPER AND WASHER SW → TERMINAL 16 → GROUND.

THIS CAUSES THE MOTOR TO OPERATE (THE POINT CHANGES) AND THE INTERMITTENT CIRCUIT OF THE RELAY OPERATES.INTERMITTENT OPERATION OF THE CIRCUIT IS CONTROLLED BY THE CHARGING AND DISCHARGING OF THE CONDENSERINSTALLED INSIDE THE RELAY.

3. WASHER OPERATIONWITH THE IGNITION SW TURNED ON AND THE REAR WIPER AND WASHER SW TURNED TO ON POSITION, WHEN THE WIPER SW ISTURNED FURTHER, THE CURRENT FLOWING TO TERMINAL 2 OF THE REAR WASHER MOTOR FLOWS TO TERMINAL 3 OF THEMOTOR → TERMINAL 2 OF THE REAR WIPER AND WASHER SW → TERMINAL 16 → TO GROUND SO THAT THE WASHER MOTORROTATES AND THE WINDOW WASHER EJECTS THE SPRAY, ONLY WHILE THE SWITCH IS FULLY TURNED.

WHEN THE WIPER SW IS OFF AND THEN TURNED TO WASHER ON (WIPER OFF SIDE), ONLY THE WASHER OPERATES.

W 1 WASHER MOTOR2–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION3–GROUND : CONTINUITY WITH WASHER SW TURNED ON

R24 REAR WIPER MOTOR AND RELAY1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION2–GROUND : CONTINUITY WITH REAR WIPER SW AT INT POSITION3–GROUND : CONTINUITY WITH REAR WIPER SW AT ON POSITION

: PARTS LOCATION


C17 32 R24 34 (L/B)

J 6 33 W 1 29 (3S–GTE), 30 (5S–FE)










: GROUND POINTS



BLACK GRAY

1 2 X X

X X X 16 X

A A

A A A A

1 2 3

C17 J 6 R24 W 1

(HINT : SEE PAGE 7)

2 310

SYSTEM OUTLINE

SERVICE HINTS

152

FRONT WIPER AND WASHER

M

2 4 3

IE120 IE113 IE16

ID

I 2

M

1

2

OF

F

MIS

T

INT

LOW

HIG

H

WA

SH

ER

WASHERMOTOR

L L L

L

W 1


A

8

4

16

13

7

18

L–O

L–B L

L–W

W–B

L–O

L–B

L–W

L–R

FRONT WIPER AND WASHER SW (W/ WIPER RELAY)[COMB. SW]


FRONT WIPERMOTOR

F 9

J 6

C17

1

1H5

1B

3

20AWIPER

153

WITH THE IGNITION SW TURNED ON, THE CURRENT FLOWS TO TERMINAL 18 OF THE WIPER AND WASHER SW, TERMINAL 2 OFTHE WASHER MOTOR AND TERMINAL 4 OF THE FRONT WIPER MOTOR THROUGH THE WIPER FUSE.

1. LOW SPEED POSITIONWITH WIPER SW TURNED TO LOW POSITION, THE CURRENT FLOWS FROM TERMINAL 18 OF THE WIPER AND WASHER SW →TERMINAL 7 → TERMINAL 2 OF THE FRONT WIPER MOTOR → FRONT WIPER MOTOR → TO GROUND AND CAUSES TO THE WIPERMOTOR TO RUN AT LOW SPEED.

2. HIGH SPEED POSITIONWITH WIPER SW TURNED TO HIGH POSITION, THE CURRENT FLOWS FROM TERMINAL 18 OF THE WIPER AND WASHER SW →TERMINAL 13 → TERMINAL 1 OF THE FRONT WIPER MOTOR → FRONT WIPER MOTOR → TO GROUND AND CAUSES TO THE WIPERMOTOR TO RUN AT HIGH SPEED.

3. INT POSITION (W/ INT SW)WITH WIPER SW TURNED TO INT POSITION, THE RELAY OPERATES AND THE CURRENT WHICH IS CONNECTED BY RELAYFUNCTION FLOWS FROM TERMINAL 18 OF THE WIPER AND WASHER SW → TERMINAL 16 → TO GROUND. THIS FLOW OF CURRENTOPERATES THE INTERMITTENT CIRCUIT AND THE CURRENT FLOWS FROM TERMINAL 18 OF THE WIPER AND WASHER SW →TERMINAL 7 → TERMINAL 2 OF THE FRONT WIPER MOTOR → FRONT WIPER MOTOR → TO GROUND AND FUNCTIONS.

THE INTERMITTENT OPERATION IS CONTROLLED BY A CONDENSER’S CHARGED AND DISCHARGED FUNCTION INSTALLED INRELAY AND THE INTERMITTENT TIME IS CONTROLLED BY A TIME CONTROL SW TO CHANGE THE CHARGING TIME OF THECONDENSER.

4. MIST POSITION (W/ MIST SW)WITH WIPER SW TURNED TO MIST POSITION, THE CURRENT FLOWS FROM TERMINAL 18 OF THE WIPER AND WASHER SW →TERMINAL 7 → TERMINAL 2 OF THE FRONT WIPER MOTOR → FRONT WIPER MOTOR → TO GROUND AND CAUSES TO THE WIPERMOTOR TO RUN AT LOW SPEED.

5. WASHER CONTINUOUS OPERATION (W/ INT CONTROL)WITH WASHER SW TURNED TO ON, THE CURRENT FLOWS FROM TERMINAL 2 OF THE WASHER MOTOR → TERMINAL 1 →TERMINAL 8 OF THE WIPER AND WASHER SW → TERMINAL 16 → TO GROUND AND CAUSES TO THE WASHER MOTOR TO RUN.AND WINDOW WASHER IS JET. THIS CAUSES THE CURRENT TO FLOW WASHER CONTINUOUS OPERATION CIRCUIT (W/ INT SW) INTERMINAL 18 OF THE WIPER AND WASHER SW → TERMNAL 7 → TERMINAL 2 OF THE FRONT WIPER MOTOR → FRONT WIPERMOTOR → TO GROUND AND FUNCTION.

C17 FRONT WIPER AND WASHER SW (W/ WIPER RELAY)16–GROUND: ALWAYS CONTINUITY18–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION 7–GROUND : APPROX. 12 VOLTS WITH WIPER AND WASHER SW AT LOW POSITION

APPROX. 12 VOLTS EVERY APPROX. 1 TO 10 SECONDS INTERMITTENTLY WITH WIPER SW AT INT POSITION 4–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON UNLESS WIPER MOTOR AT STOP POSITION13–GROUND: APPROX. 12 VOLTS WITH IGNITION SW ON AND AFTER WIPER SW OFF UNTIL WIPER MOTOR STOPS

F 9 FRONT WIPER MOTOR3–4 : CLOSED UNLESS WIPER MOTOR AT STOP POSITION

: PARTS LOCATION


C17 32 F 9 31 (4A–FE)W 1

29 (3S–GTE), 30 (5S–FE)

F 9 28 (3S–GTE), 30 (5S–FE) J 6 33W 1

31 (4A–FE)








: GROUND POINTS



SYSTEM OUTLINE

SERVICE HINTS

154

FRONT WIPER AND WASHER

: SPLICE POINTS


I 2 46 COWL WIRE

155

UNLOCK AND SEAT BELT WARNING

156

UNLOCK AND SEAT BELT WARNING

A

B

5

1 1

1

2

1

2

ID BI

BM1

2

BM1

1

R–L

V

L–Y

7

5

SEAT BELT WARNING LIGHT[COMB. METER]

C14 , C15A B

AA

A

A

YY

W–B

W–B

R–Y

Y–G

W–B

W–B W–B

Y–GY

–GW

–B

JUNCTIONCONNECTOR

UNLOCKWARNINGSW

DOORCOURTESYSW LH

BUCKLE SW(W/O POWER SEAT)

BU

CK

LES

W( W

/PO

WE

RS

EA

T)


J 1

I12 D10 B 9

B8

J 6

BL1

2

BL1

3

1

2

Y–G

W–B

( CO

NV

ER

TIB

LE) (EX.

CONVERTIBLE)

(EX.CONVERTIBLE)

BUCKLE SW LH(FOR CONVERTIBLE)

( CO

NV

ER

TIB

LE)

B10

Y–G

1A4 1A1 1F9 1F14

1D31H2

TIMER

BUZZER

1 7 9SEAT BELT WARNING RELAY[INTEGRATION RELAY]

10 5 6 8

2E41E

5

20ADOME

15AGAUGE

R–L


3B9

J/B NO. 3

157

CURRENT ALWAYS FLOWS TO TERMINAL 1 OF THE SEAT BELT WARNING RELAY (INTEGRATION RELAY) THROUGH DOME FUSE.

1. SEAT BELT WARNING SYSTEMWHEN THE IGNITION SW IS TURN ON, CURRENT FLOWS FROM THE GAUGE FUSE TO TERMINAL 7 OF THE SEAT BELT WARNINGRELAY. AT THE SAME TIME, CURRENT FLOWS TO TERMINAL 9 OF THE RELAY FROM THE GAUGE FUSE THROUGH THE SEAT BELTWARNING LIGHT. THIS CURRENT ACTIVATES THE SEAT BELT WARNING RELAY AND, FOR APPROX. 4–8 SECONDS, CURRENTFLOWING THROUGH THE WARNING LIGHT FLOWS FROM TERMINAL 9 OF THE RELAY → TERMINAL 10 → GROUND, CAUSING THEWARNING LIGHT TO LIGHT UP. AT THE SAME AS THE WARNING LIGHT LIGHTS UP, A BUCKLE SW OFF SIGNAL IS INPUT TOTERMINAL 8 OF THE RELAY, THE CURRENT FLOWING TO TERMINAL 1 OF THE RELAY FLOWS FROM TERMINAL 10 → GROUND ANDTHE SEAT BELT WARNING BUZZER SOUNDS FOR APPROX. 4–8 SECONDS. HOWEVER, IF THE SEAT BELT IS PUT ON (BUCKLE SWON) DURING THIS PERIOD (WHILE THE BUZZER IS SOUNDING), SIGNAL INPUT TO TERMINAL 8 OF RELAY STOPS AND THECURRENT FLOW FROM TERMINAL 1 OF THE RELAY → TERMINAL 10 → GROUND IS CUT, CAUSING THE BUZZER TO STOP.

2. UNLOCK WARNING SYSTEMWITH THE IGNITION KEY INSERTED IN THE KEY CYLINDER (UNLOCK SW ON). THE IGNITION SW STILL OFF AND DOOR OPEN (DOORCOURTESY SW ON), WHEN A SIGNAL IS INPUT TO TERMINAL 6 OF THE RELAY, THE SEAT BELT WARNING RELAY OPERATES,CURRENT FLOWS FROM TERMINAL 1 OF THE RELAY → TERMINAL 10 → GROUND AND THE UNLOCK WARNING BUZZER SOUNDS.

I12 UNLOCK WARNING SW1–5 : CLOSED WITH IGNITION KEY IN CYLINDER

SEAT BELT WARNING RELAY [INTEGRATION RELAY]10–GROUND : ALWAYS CONTINUITY 6–GROUND : CONTINUITY WITH DRIVER’S DOOR OPEN 5–GROUND : CONTINUITY WITH IGNITION KEY IN CYLINDER 8–GROUND : CONTINUITY WITH DRIVER’S LAP BELT IN USE 9–GROUND : 0 VOLTS FOR 4–8 SECONDS WITH IGNITION SW ON AND APPROX.12 VOLTS 4–8 SECONDS AFTER

IGNITION SW ON 1–GROUND : ALWAYS APPROX. 12 VOLTS

D10 DOOR COURTESY SW1–GROUND : CLOSED WITH DRIVER’S DOOR OPEN

B 8, B 9, B10 BUCKLE SW (DRIVER’S)2–1 : CLOSED WITH DRIVER’S LAP BELT IN USE

: PARTS LOCATION


B 8 34 (L/B), 35 (C/P) C14 A 32 I12 33

B 9 34 (L/B), 35 (C/P) C15 B 32 J 1 33

B10 36 D10 34 (LB/), 35 (C/P), 36 (CONVERTIBLE) J 6 33



1A

1D 20 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)

1E




22 (2WD)2E 23





BL148 (L/B)

FLOOR WIRE AND FRAME WIRE (LEFT SIDE OF FRONT FLOOR PANEL)BL150 (C/P)

FLOOR WIRE AND FRAME WIRE (LEFT SIDE OF FRONT FLOOR PANEL)

BM148 (L/B)

FRAME WIRE AND SEAT WIRE (UNDER THE DRIVER’S SEAT)BM150 (C/P)

FRAME WIRE AND SEAT WIRE (UNDER THE DRIVER’S SEAT)

: GROUND POINTS



48 (L/B)

BI 50 (C/P) UNDER THE LEFT CENTER PILLARBI

52 (CONVERTIBLE)


SYSTEM OUTLINE

SERVICE HINTS

158

ELECTRIC TENSION REDUCER

1

2

1

2

1

2

BI

B 7W

–B

W–B

Y–G

Y–G

Y–B

Y–B Y

Y

1 1

2 2


SEAT BELTSOLENOID(DRIVER’ S)

DIODE

SEAT BELTSOLENOID(PASSENGER’ S)

BUCKLE SW LH(FOR CONVERTIBLE)

BUCKLE SW RH(FOR CONVERTIBLE)

B10 B11

S15 S16

D 7

1F13

15AECU–IG

159

B10 BUCKLE SW LH1–2 : CLOSED WITH DRIVER’S LAP BELT IN USE

B11 BUCKLE SW RH1–2 : CLOSED WITH PASSENGER’S LAP BELT IN USE

S15, S16 SEAT BELT SOLENOID LH, RH2–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION

: PARTS LOCATION


B10 36 D 7 36 (CONVERTIBLE) S16 36

B11 36 S15 36




: GROUND POINTS


BI 52 (CONVERTIBLE) UNDER THE LEFT CENTER

: SPLICE POINTS


B 7 52 (CONVERTIBLE) FLOOR WIRE

1 21 2

D 7B10, B11, S15, S16

SERVICE HINTS

160

REAR WINDOW DEFOGGER *2 : W/O DIVERSITY ANTENNA* 1 : W/ DIVERSITY ANTENNA

1E5

3B8 1B5 1F7

1

BO12

BN12

ID

3B7

A

3 6

2 3

B

R–L

B

14

15AGAUGE

30ADEFOGGER

2

W–B

A

B

W–B

DEFOGGERRELAY

J/BNO. 3

DEFOGGER SW

J/BNO. 3


NOISE FILTER(FOR DEFOGGERSYSTEM)

REAR WINDOWDEFOGGER

D 2

N 4 R20 , R23A B

1A41E41D1

R–L

R–Y B

W–B

W–B

B

B

( *2)

(* 1)

W–B

J 6


BK

1

BJ

REAR WINDOWDEFOGGER

R21 , R22

BM

B

W–B

( *1)

( *2)

C1

B

1

1

REAR WINDOWDEFOGGER

R20 , R21 ,

D1

E

A1

B

B

(C/P)

D A E

D B

*1

*2

*1

*2

( L/B

)

R22 , R23

D1B1

W–B

( *1)

C

BV11 BR11

B ( *1)

161

DEFOGGER RELAY1–3 : CLOSED WITH IGNITION SW ON AND DEFOGGER SW ON

D 2 DEFOGGER SW3–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION2–GROUND : ALWAYS CONTINUITY

: PARTS LOCATION


D 2 32 R20 A 34 (L/B), 35 (C/P) R23 B 34 (L/B), 35 (C/P)

J 6 33 R21 C 34 (L/B), 35 (C/P)

N 4 33 R22 D 35 (C/P)



1A



1E







BR1 50 (C/P) FLOOR WIRE AND REAR WINDOW NO. 2 WIRE (LEFT REAR PILLAR)

BV1 50 (C/P) FLOOR WIRE AND LUGGAGE ROOM NO. 4 WIRE

: GROUND POINTS



BJ 50 (C/P) RIGHT REAR PILLAR (C/P)

BK 48 (L/B) BACK DOOR RIGHT (L/B)

BM 50 (C/P) LEFT REAR PILLAR (C/P)

D 2 J 6 N 4 R22 , R23

X 2

3 6 A A

A A A A

11

(HINT : SEE PAGE 7)

BLACKA E B R21

1

CDBLACK R20 , R21

1

BLACK

SERVICE HINTS

162

POWER SEAT

2 2

2 1E5

22

12H

OLD

RE

LEA

SE

CLO

SE

SP

RE

AD

9 2 5 3

7

8

IF12

BL13

BL11

BM16 BM14 BM13 BM15

A A

IDBI

A

M2 1

M2 1

W–B

R–L R–LL–Y

R–LW

–LW

–GW

–GW

–LR B–L

R–LB

B–L

R–LBR

W–B

W–B


30APOWER

15AGAUGE


POWER SEAT MOTOR(FOR SIDE SUPPORT)

POWER SEAT MOTOR(FOR LUMBER SUPPORT)

POWER SEAT SW

J/BNO. 3

JUNCTIONCONNECTOR

DIODE(FOR KEY OFF)

POWERMAIN RELAY

1

2

1 3

4 2

J 6

P 3P 2

P 4

D 5

J 4

I 1 I 5I 1

W–L

R–L

L–Y

L–Y

R–L

W–L

TO DOOR LOCK ECU

TO

DO

OR

LOC

KE

CU

FROM DOOR LOCK ECU

163

POWER MAIN RELAY(2) 1–(2) 4 : CLOSED WITH IGNITION SW AT ON POSITION

P 4 POWER SEAT SW7– GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION8– GROUND : ALWAYS CONTINUITY

: PARTS LOCATION


D 5 32 J 6 33 P 3 34 (L/B), 35 (C/P)

J 4 33 P 2 34 (L/B), 35 (C/P) P 4 34 (L/B), 35 (C/P)

: RELAY BLOCKS









BL148 (L/B)



BM148 (L/B)



: GROUND POINTS



BI48 (L/B)



: SPLICE POINTS


I 1 46 COWL WIRE I 5 46 COWL WIRE

1 2A

A

A A

A1

2

1

2

X 2 3 X

5 X 7 8 9

D 5 J 6J 4 P 2 P 3 P 4BLACK BLUE

A A A

AA A A

(HINT : SEE PAGE 7)

(HINT : SEE PAGE 7)

SERVICE HINTS

164

REMOTE CONTROL MIRROR

LEF

T

RIG

HT

UP

DO

WN

LEFT

UP

RIG

HT

DO

WN

LH RH LH RH

SE

LEC

TS

WO

PE

RA

TIO

NS

W

M M M M

325768

1

213213

GR GR

LG–R

BR

–Y

LG–R

BR

–Y

BR

–W

BR

–Y

BR

–W

LG–R

LG–B

LG

LG–R

LG–B

LG

LG–R

W–B

W–B

REMOTE CONTROLMIRROR SW

REMOTE CONTROLMIRROR LH

REMOTE CONTROLMIRROR RH

I 5

IC25 IC21 IC22 IK25 IK21 IK22

R25 R26

J 6JUNCTIONCONNECTOR(FOR EARTH)

W–B

R 8


ID

A

1E1

15ACIG & RADIO

3C

1

J/BNO. 3

3C8

J/BNO. 3

1A4

1E4

165

R 8 REMOTE CONTROL MIRROR SW1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ACC OR ON POSITION2–3 : CONTINUITY WITH OPERATION SW AT UP OR LEFT POSITION1–2 : CONTINUITY WITH OPERATION SW AT DOWN OR RIGHT POSITION

: PARTS LOCATION


J 6 33 R25 34 (L/B), 35 (C/P)

R 8 33 R26 34 (L/B), 35 (C/P)





3C 25 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)





: GROUND POINTS



: SPLICE POINTS


I 5 46 COWL WIRE

A A

A A A A

1 2 3

X 5 6 7 8

(HINT : SEE PAGE 7)

R 8J 6 R25, R26

123

SERVICE HINTS

166

SUN ROOF

2

2

3 1

A A

1 5 8 7 9 2 10 4

44

6

3 6 2 5 1 2

SUN ROOFCONTROL RELAY

SUN ROOFLIMIT SW

OP

EN

CLO

SE

DO

WN

UP

NO

.1

NO

.2

TIMER

P

G–Y

R–W R–Y

G–W R–L

2

1

M

2

3 1

B 6

ID BH

A

2

2

2 4

1

SUN ROOFCONTROL SW

SUN ROOFMOTOR


J/BNO. 3

CONNECTORDIODE(FOR KEY OFF)

12

R G

W–B

W–B

W–B

R–

W–L

W–B

W–GW–G

R–L L–YR–L

W–B

W–B

30APOWER

PO

WE

RM

AIN

RE

LAY

D 5

S11

S13S12

S14


J 6B 5

W–B

I 1

2

2

I 1L–Y W–L

I 5R–L

1

KEY OFFPOWER WINDOW

2 16

I 2

1

15

8

W–B

R–Y

R–Y

W–B

W–L

L–Y

R–L W–L

W–B

DO

OR

CO

UR

TE

SY

SW

LH

DOOR LOCK ECUD 6

D10

1E5

JUNCTIONL

15AGAUGE

J 4

1B2

1F9

1G

2

1A

10

167

CURRENT ALWAYS FLOWS TO TERMINAL 4 OF THE POWER MAIN RELAY THROUGH THE POWER FUSE, WITH THE IGNITION SW TURNED ON,CURRENT FLOWS THROUGH THE GAUGE FUSE TO TERMINAL 2 OF THE POWER MAIN RELAY. THIS ACTIVATES THE RELAY AND CURRENT FLOWINGTO TERMINAL 4 OF THE POWER MAIN RELAY FLOWS TO TERMINAL 1 OF THE POWER MAIN RELAY → TO TERMINAL 6 OF THE SUN ROOF CONTROLRELAY.

1. SLIDE OPEN OPERATION

WHEN THE IGNITION SW IS ON AND THE SUN ROOF SW IS PUSHED TO THE OPEN SIDE, A SIGNAL IS INPUT TO TERMINAL 8 OF THE SUN ROOFCONTROL RELAY. WHEN THIS OCCURS ACTIVATING THE RELAY SO THAT CURRENT FLOWS FROM TERMINAL 6 OF THE RELAY → TERMINAL 5 →TERMINAL 1 OF THE SUN ROOF MOTOR → MOTOR → TERMINAL 3 → TERMINAL 1 OF THE RELAY → TERMINAL 12 → GROUND, THE MOTORROTATES TO THE OPEN SIDE AND THE SUN ROOF SLIDES OPEN AS LONG AS THE SUN ROOF CONTROL SW IS PUSHED TO THE OPEN SIDE.

WHEN THE SUN ROOF IS OPENED COMPLETELY, EVEN IF THE SUN ROOF SW IS PUSHED CONTINUOUSLY, THE CURRENT TO THE SUN ROOF MOTORINCREASES.

IN THIS CASE, THE CIRCUIT BREAKER BUILT INTO THE MOTOR OPENS AND CUTS OUT THE CURRENT TO THE MOTOR, PREVENTING THE MOTORFROM BURNING OUT.

2. SLIDE CLOSE OPERATION

WHEN THE IGNITION SW IS ON AND THE SUN ROOF CONTROL SW IS PUSHED TO THE CLOSE SIDE, A SIGNAL IS INPUT FROM TERMINAL 6 TOTERMINAL 7 OF THE SUN ROOF CONTROL RELAY. THIS ACTIVATES THE RELAY AND THE CURRENT FLOWING TO TERMINAL 6 FLOWS TO TERMINAL 1→ TERMINAL 3 OF THE SUN ROOF MOTOR → MOTOR → TERMINAL 10 → TERMINAL 5 OF THE RELAY → TERMINAL 12 → GROUND. THIS CUASES THEMOTOR TO ROTATE TO THE CLOSE SIDE AND SLIDE CLOSE OPERATION CONTINUES AS LONG AS THE SUN ROOF CONTROL SW IS PUSHED TO THECLOSE SIDE.

100 MM BEFORE THE FULLY CLOSED POSITION THE SUN ROOF LIMIT NO. 1 SW TURN OFF. THIS SIGNAL IS INPUT INTO THE RELAY, SO THE RELAYSTOPS OPERATION. THUS CURRENT DOES NOT FLOW TO THE SUN ROOF MOTOR AND THE SUN ROOF AUTOMATICALLY STOPS.

IF THE SUN ROOF SW IS THEN PUSH AGAIN, THE TIMER INSTALLED IN THE SUN ROOF CONTROL TURNS ON AND THE RELAY OPERATES FOR 0.65SEC. TO RE–OPERATE THE MOTOR SO THAT THE SUN ROOF LIMIT SW NO. 1 TURNS ON. AS A RESULT, AS LONG AS THE SUN ROOF SW IS PUSHED,SLIDE CLOSE OPERATION OCCURS AND THE SUN ROOF IS ABLE TO FULLY CLOSE.

3. TILT UP OPERATION

WHEN THE SUN ROOF CONTROL SW IS PUSHED TO TILT UP POSITION, WITH THE IGNITION SW TURNED ON AND THE SLIDE ROOF COMPLETELYCLOSED A SIGNAL IS INPUT TO TERMINAL 2 OF THE SUN ROOF CONTROL RELAY AND SUN ROOF LIMIIT SW NO. 2 IS TURNED OFFSIMULTANEOUSLY,. CAUSING THE SUN ROOF CONTROL RELAY TO OPERATE. AS A RESULT, THE RELAY IS ACTIVATED AND CURENT FLOWS FROMTERMINAL 6 OF THE RELAY → TERMINAL 1 → TERMAINAL 3 OF THE SUN ROOF MOTOR → MOTOR → TERMINAL 1 → TERMINAL 5 OF THE RELAY →TERMINAL 12 → GROUND, ROTATING THE MOTOR FOR TILT UP OPERATION.

4. TILT DOWN OPERATION

WHEN THE SUN ROOF CONTROL SW IS PUSHED TO THE TILT DOWN POSITION, WITH THE IGNITION SW TURNED ON AND THE SLIDE ROOF TILTEDUP, A SIGNAL IS INPUT TO TERMINAL 9 OF THE SUN ROOF CONTROL RELAY SIGNALS THAT SUN ROOF LIMIT SW NO. 1 AND NO. 2 ARE OFF AREINPUT SEPARATELY TO TERMINAL 10 AND TERMINAL 4 .

AS A RESULT, RELAY ACTIVATES AND THE CURRENT FLOWS FROM TERMINAL 6 OF THE RELAY → TERMINAL 5 → TERMINAL 1 OF THE SUN ROOFMOTOR → MOTOR → TERMINAL 3 → TERMINAL 1 OF THE RELAY → TERMINAL 12 → GROUND, ROTATING THE MOTOR FOR TILT DOWN OPERATION.

5. KEY OFF OPERATION

WITH THE IGNITION SW TURNED ON TO OFF, THE DOOR LOCK ECU OPERATES AND CURRENT FLOWS FROM POWER FUSE → TERMINAL 8 OF THEDOOR LOCK ECU → TERMINAL 15 → TERMINAL 2 OF THE POWER MAIN RELAY → TERMINAL 3 → TO GROUND FOR ABOUT 60 SECONDS. THE SAMENOMAL OPERATION, THE CURRENT FLOWS FROM POWER FUSE → TERMINAL 1 → TERMINAL 6 OF THE SUN ROOF CONTROL RELAY. AS A RESULT,FOR ABOUT 60 SECONDS AFTER THE IGNITION SW IS TURNED OFF, IT IS POSSIBLE TO OPEN AND CLOSE THE SUN ROOF BY THE FUNCTIONING OFTHIS RELAY. ALSO, BY OPENING THE DOOR (DOOR COURTESY SW ON) WITHIN 60 SECONDS AETER TURNING THE IGNITION SW TO OFF, A SIGNAL ISINPUT TERMINAL 2 OF THE DOOR LOCK ECU. AS A RESULT, THE ECU TURNS OFF.

S11 SUN ROOF CONTROL RELAY12–GROUND : ALWAYS CONTINUITY 6–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION 1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON AND SUN ROOF SW CLOSED OR UP POSITION 5–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON AND SUN ROOF SW OPEN OR DOWN POSITION

(DISCONNECT WIRING CONNECTOR FROM RELAY) 8–GROUND : CONTINUITY WITH SUN ROOF SW AT OPEN POSITION 7–GROUND : CONTINUITY WITH SUN ROOF SW AT CLOSE POSITION 9–GROUND : CONTINUITY WITH SUN ROOF SW AT DOWN POSITION 2–GROUND : CONTINUITY WITH SUN ROOF SW AT UP POSITION

SYSTEM OUTLINE

SERVICE HINTS

168

SUN ROOF

: PARTS LOCATION


D 5 32 J 4 33 S12 34 (L/B), 35 (C/P)

D 6 32 J 6 33 S13 34 (L/B), 35 (C/P)

D10 34 (L/B), 35 (C/P), 36 (CONVERTIBLE) S11 34 (L/B), 35 (C/P) S14 34 (L/B), 35 (C/P)

: RELAY BLOCKS





1A


1E



1G 20 ROOF WIRE AND J/B NO. 1 (LEFT KICK PANEL)

: GROUND POINTS



BH48 (L/B)

ROOF LEFTBH50 (C/P)

ROOF LEFT

: SPLICE POINTS


B 548 (L/B) I 1

B 550 (C/P)

ROOF WIREI 2 46 COWL WIRE

B 648 (L/B)

ROOF WIREI 5

46 COWL WIRE

B 650 (C/P)

169

ECT (ELECTRONIC CONTROLLED TRANSMISSION)

170


I 6

E 7

I 7

1

2

1

2

IG218

IG115

IG27

A A B B

C

A A

A B B B C C C C C

B

A

B

A

EB

12 13 9 10 1 4 22

20 15 1 2 1 11 12 16 4

2

7

1

9

(W/ ABS)

(W/O ABS)

3 1

C

2 C

B–Y

P

G–WP

G–WP

B–

W

B–Y

B–Y

G–W

B–W

B–

YB

–YB

–Y

W–B

G–R

BR

–YP

W–B

BR

–Y

L–Y VP P

–L

P–B P BR R

BR

1 2 3

4 3 2 1

BRP

P–

B

P–L

VL–Y

BR

–Y

BR–Y

STEM (SEE PAGE 66)

STOP LIGHTSW

JUNCTIONCONNECTOR

ISC VALVE

FROMIGNITION SW” ST1”

J 2

S10

I 3

+B +B1 ISCC ISCO BATT B/K NSW

OD1 S2 SL S1 VC VTA IDL E21 THW

CRUISE CONTROLECU ECT SOLENOID THROTTLE POSITION

SENSOR

EF

IW

AT

ER

TE

MP

.S

EN

SO

R

C19 ,C 20

E 1 T 1

E2

B

A

O/D ECT

VC

VT

A

IDL

E2

NO

.2

NO

.3( L

OC

K–U

P)

NO

.1

C9

E2

E 7

BR

ENGINE AND ECT ECU

A

BA , E 8, E 7E 6

E 5BR

B Y W

( US

A)

2A5 2C10

2E8

2C

4

15AEFI

21

3 4

B–O

FROM POWER SOURCE SY

EFI MAINRELAY

1H7

7. 5AIGN

1B7

15ASTOP

B

171

B B B A A A A

B B B B C C A

A A B

IG24

IG15

I 6

E 5

I 6

3

1

1

2

EC ID

3

9 4

3

6B

17 6

A

6

A

22 6 19 9

715714161326

6 9 7

5 1 4

P 2 L SPD

OD2TE1TTE1SP2E01E02

ECT TE1

E1

LG LG

R–L

LG

R–L

–LR

–L

R–L

R–L

LGLG V–

G

V–R

L–W

L–W

LG R–L

POWER

NORMAL

B

ECT PATTERN SELECTSW

A/T INDICATOR SW[NEUTRAL START SW]

SP

EE

DS

EN

SO

R

PW

R

O/D

OFF

JUNCTIONCONNECTOR


E 4

N 2

J 2

[CO

MB

.M

ET

ER

]

C13

,C

14B

A

W– W–B

GR–L GR–L

BR

BR

BR

W–B

W–B

L–R

W–B

W–B B O

GR

–LG

R–L

W–B

W–B

BR

W–B

BR

BR

BR

SP

EE

DS

EN

SO

R( F

OR

EC

T)

O/D MAINSW

J/B NO. 3


CHECKCONNECTOR

J 6

O 7

C 1

S2

ENGINE AND ECT ECUE 6 , E 7 , E 8C A B


B

3C4

3B

9

R

J/BNO. 3

1E5

15AGAUGE

1E

4

1A

4

3B

6

3A2

B

172


PREVIOUS AUTOMATIC TRANSMISSIONS HAVE SELECTED EACH GEAR SHIFT USING MECHANICALLY CONTROLLED THROTTLEHYDRAULIC PRESSURE, GOVERNOR HYDRAULIC PRESSURE AND LOCK–UP HYDRAULIC PRESSURE. THE ECT, HOWEVER,ELECTRICALLY CONTROLS THE LINE PRESSURE AND LOCK–UP PRESSURE ETC., THROUGH THE SOLENOID VALVE. ECT ECUCONTROL OF THE SOLENOID VALVE BASED ON THE INPUT SIGNALS FROM EACH SENSOR MAKES SMOOTH DRIVING POSSIBLE BYSHIFT SELECTION FOR EACH GEAR WHICH IS MOST APPROPRIATE TO THE DRIVING CONDITIONS AT THAT TIME.

1. GEAR SHIFT OPERATIONDURING DRIVING, THE ECU SELECTS THE SHIFT FOR EACH GEAR WHICH IS MOST APPROPRIATE TO THE DRIVING CONDITIONS,BASED ON INPUT SIGNALS FROM THE EFI WATER TEMP. SENSOR TO TERMINAL THW OF THE ECU, AND ALSO THE INPUT SIGNALSTO TERMINAL SPD2 OF THE ECU FROM THE SPEED SENSOR DEVOTED TO THE ECT. CURRENT IS THEN OUTPUT TO THE ECTSOLENOIDS. WHEN SHIFTING TO 1ST SPEED, CURRENT FLOWS FROM TERMINAL S1 OF THE ECU → TERMINAL 3 OF THE ECTSOLENOIDS → GROUND, AND CONTINUITY TO THE NO. 1 SOLENOID CAUSES THE SHIFT.

FOR 2ND SPEED, CURRENT FLOWS FROM TERMINAL S1 OF THE ECU → TERMINAL 3 OF THE ECT SOLENOIDS → GROUND, ANDFROM TERMINAL S2 OF THE ECU → TERMINAL 1 OF THE ECT SOLENOIDS → GROUND, AND CONTINUITY TO SOLENOIDS NO. 1AND NO. 2 CAUSES THE SHIFT.

FOR 3RD SPEED, THERE IS NO CONTINUITY TO NO. 1 SOLENOID, ONLY TO NO. 2, CAUSING THE SHIFT.

SHIFTING INTO 4TH SPEED (OVERDRIVE) TAKES PLACE WHEN THERE IS NO CONTINUITY TO EITHER NO. 1 OR NO. 2 SOLENOID.

2. LOCK–UP OPERATIONWHEN THE ECT ECU JUDGES FROM EACH SIGNAL THAT LOCK–UP OPERATION CONDITIONS HAVE BEEN MET, CURRENT FLOWSFROM TERMINAL SL OF THE ECT ECU → TERMINAL 2 OF THE ECT SOLENOID → GROUND, CAUSING CONTINUITY TO THELOCK–UP SOLENOID AND CAUSING LOCK–UP OPERATION.

3. STOP LIGHT SW CIRCUITIF THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) WHEN DRIVING IN LOCK–UP CONDITION, A SIGNAL IS INPUT TOTERMINAL STP OF THE ECU, THE ECU OPERATES AND CONTINUITY TO THE LOCK–UP SOLENOID IS CUT.

4. OVERDRIVE CIRCUIT

* O/D MAIN SW ON

WHEN THE O/D MAIN SW IS TURNED ON (O/D OFF INDICATOR LIGHT TURNS OFF), A SIGNAL IS INPUT TO TERMINAL OD2 OF THEECU AND ECU OPERATION CAUSES GEAR SHIFT WHEN THE CONDITIONS FOR OVERDRIVE ARE MET.

* O/D MAIN SW OFF

WHEN THE O/D MAIN SW IS TURNED TO OFF, THE CURRENT FLOWING THROUGH THE O/D OFF INDICATOR LIGHT FLOWSTHROUGH THE O/D MAIN SW TO GROUND. CAUSING THE INDICATOR LIGHT TO LIGHT UP. AT THE SAME TIME, A SIGNAL IS INPUTTO TERMINAL OD2 OF THE ECU AND ECU OPERATION PREVENTS SHIFT INTO OVERDIRVE.

5. ECT PATTERN SELECT SW CIRCUITIF THE ECT PATTERN SELECT SW IS CHANGED FROM NORMAL TO POWER, THE CURRENT FLOWING THROUGH THE POWERINDICATOR FLOWS TO GROUND, CURRENT FLOWS TO TERMINAL P OF THE ECT ECU, THE ECU OPERATES, AND SHIFT UP ANDSHIFT DOWN OCCUR AT HIGHER VEHICLE SPEEDS THAN WHEN THE SW IS IN NORMAL POSITION.

E 6(C), E 7(A), E 8(B) ENGINE AND ECT ECU(B) 6–(B)14 : 10–14 VOLTS (IGNITION SW ON)(B)4, (B)5–(B)14 : UNDER 1 VOLTS (IGNITION SW ON)(B)22–(B)14 : 10–14 VOLTS (IGNITION SW AND ECT PATTERN SELECT SW POWER)

UNDER 1 VOLTS (IGNITION SW ON AND ECT PATTERN SELECT SW NORMAL)(A) 4–(B)14 : 10–14 VOLTS (BRAKE PEDAL IS DEPRESSED)

UNDER 1 VOLTS (BRAKE PEDAL IS NOT DEPRESSED)(C) 4–(C) 9 : 0.1–0.8 VOLTS (IGNITION SW ON AND COOLANT TEMP. 80°C (176°F))(C)12–(C) 9 : UNDER 0.5 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED)

4.5–5.5 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY OPEND)(C)11–(C) 9 : 0.1–0.8 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED)

4.5–5.5 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY OPEN)(C) 1–(C) 9 : 4.5–5.5 VOLTS (IGNITION SW ON)(A)20–(B)14 : 10–14 VOLTS (IGNITION SW ON)(A) 7–(B)14 : 10–14 VOLTS (IGNITION SW ON AND O/D MAIN SW TURNED ON)

UNDER 1 VOLTS (IGNITION SW ON AND O/D MAIN SW TURNED OFF)(A) 9–(B)14 : UNDER 1 VOLTS (IGNITION SW ON, CRUISE CONTROL SW OFF AND STARTING STILL)

0↔4–10 VOLTS REPEAT (IGNITION SW ON, CRUISE CONTROL SW OFF AND VEHICLE MOVING)(B)17–(B)14 : UNDER 1 VOLTS (IGNITION SW ON AND STARTING STILL)

0↔4.5–5.5 VOLTS REPEAT (IGNITION SW ON AND VEHICLE MOVING)(B)22–(B)14 : 10–14 VOLTS (IGNITION SW ON AND NEUTRAL START SW P OR N POSITION)

UNDER 1 VOLTS (IGNITION SW ON AND EX. NEUTRAL START SW P OR N POSITION)

SYSTEM OUTLINE

SERVICE HINTS

173

(B)18–(B)14 : 10–14 VOLTS (IGNITION SW ON AND NEUTRAL START SW 2 POSITION)UNDER 1 VOLTS (IGNITION SW ON AND EX. NEUTRAL START SW 2 POSITION)

(B)19–(B)14 : 10–14 VOLTS (IGNITION SW ON AND NEUTRAL START SW L POSITION)UNDER 1 VOLTS (IGNITION SW ON AND EX. NEUTRAL START SW L POSITION)

(A)12, (B)13–(B)14 : 10–14 VOLTS (IGNITION SW ON)(A) 1–(B)14 : 10–14 VOLTS (ALL CONDITIONS)

RESISTANCE AT ECU WIRING CONNECTORS(DISCONNECT WIRING CONNECTOR)(C)12–(C) 9 : INFINITY (THROTTLE VALVE OPEN)

2.3 KΩ OR LESS (THROTTLE VALVE FULLY CLOSED)(C)11–(C) 9 : 3.3–10.0 KΩ (THROTTLE VALVE FULLY OPEN)

0.2–0.8 KΩ (THROTTLE VALVE FULLY CLOSED)(C) 1–(C) 9 : 3.0–7.0 KΩ(C) 4–(C) 9 : 0.2–0.4 KΩ (COOLANT TEMP. 80°C, 176°F)(B) 4, (B) 5, (B) 6–GROUND : 11–15 Ω (ALL CONDITIONS)

: PARTS LOCATION


C 1 30 (5S–FE) E 4 33 N 2 30 (5S–FE)

C13 B 32 E 6 C 33 O 7 33

C14 A 32 E 7 A 33 S 2 30 (5S–FE)

C19 B 32 E 8 B 33 S10 33

C20 A 32 I 3 30 (5S–FE) T 1 30 (5S–FE)

E 1 30 (5S–FE) J 2 33

E 2 30 (5S–FE) J 6 33



1A


1E




2C 22 (2WD) ENGINE WIRE AND J/B NO. 2 (NEAR THE BATTERY)


3A


3C

25 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)





: GROUND POINTS





: SPLICE POINTS



I 546 COWL WIRE


I 646 COWL WIRE

I 3 46 COWL WIRE I 7 46 ENGINE WIRE

174

OVERDRIVE (4A–FE, A/T)

ID

3

1

3

1

4

7

I 7

I 6


A

B

1 2

A


J 6

O/D OFF INDICATOR[COMB. METER]

O/DSOLENOID

DIODE(FOR O/D SYSTEM)

O/D MAINSW

D 3

O 1

FROM CRUISECONTROL ECU

Y–B

Y–B

R–L

R–L

R–L

R–L

GR

–LG

R–L

W–B

W–B

W–B

Y–B GR–L

GR–L

R–L

O 7

B AC13 ,C 14

Y–B

IG24

IG2

11

IG25


WB

1E5

15AGAUGE

3B9

J/BNO. 3

3A2

J/BNO. 3

1A4

1E4

175

O 7 O/D MAIN SW1–3 : CLOSED WITH O/D MAIN SW OFF, OPEN WITH O/D MAIN SW ON

: PARTS LOCATION


C13 B 32 D 3 32 O 1 31 (4A–FE)

C14 A 32 J 6 33 O 7 33





3A25 COWL WIRE AND J/B NO 3 (BEHIND COMBINATION METER)

3B25 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)




: GROUND POINTS



: SPLICE POINTS


I 346 COWL WIRE

I 6 46 COWL WIRE

I 546 COWL WIRE

I 7 46 ENGINE WIRE

4 7

B ABROWN D 3C13 C14 BLACK

A A

A A A A

J 6

(HINT : SEE PAGE 7)

1 X 33

O 1 O 7BLACK

1

X

1 2

SERVICE HINTS

176

AUTO TILT AWAY STEERING

JUNCTIONCONNECTOR

2

2 3 4 5

A

A

1 6

5

1

A

4A

IGID

M1 2

YY

W–B

W–B R L

R–L

R–L

W–L

FROM POWER SOURCE SYSTEM (SEE PAGE 6

1

2

30APOWER

AUTO TILT AWAY ECU

JUNCTIONCONNECTOR

UNLOCKWARNING SW


AUTO TILT AWAYACTUATOR

A36

A35

J 6

I12

J 1

J 4A

A

R–L

J/B NO. 3

1E5

6)

15AGAUGE

177

THIS SYSTEM ALLOWS EASIER ENTRY AND EXIT BY THE DRIVER BY MOVING THE STEERING POSITION TO THE UPPER POSITIONWHEN THE IGNITION KEY IS REMOVED.

CURRENT ALWAYS FLOWS FROM THE POWER FUSE TO TERMINAL 1 OF AUTO TILT AWAY ECU. WHEN THE IGNITION SW IS TURNEDON, CURRENT FLOWS FROM THE GAUGE FUSE AS FAR AS TERMINAL 6 .

1. TILT–UP OPERATIONWHEN IGNITION KEY IS REMOVED FROM THE IGNITION KEY CYLINDER (UNLOCK WARNING SW OFF), A WARNING SW OFF SIGNALIS INPUT TO TERMINAL 2 OF THE AUTO TILT AWAY ECU. AS A RESULT, THE AUTO TILT AWAY OPERATES AND CURRENT FLOWSFROM TERMINAL 4 OF THE AUTO TILT AWAY ECU → TERMINAL 1 OF THE AUTO TILT AWAY ACTUATOR → ACTUATOR → TERMINAL 2→ TERMINAL 5 OF THE AUTO TILT AWAY ECU, CAUSING THE ACTUATOR TO ROTATE AND RELEASE THE LOCK MECHANISMLOCKED AT THE MEMORY POSITION (THE POSITION SELECTED USING THE TILT ADJUSTMENT LEVER). THE STEERING WHEEL THEMOVES FROM THE MEMORY POSITION TO THE UPPER POSITION USING SPRING FORCE, THEN MECHANICAL LOCK OCCURS.

2. TILT RETURN OPERATIONWHEN THE IGNITION KEY IS INSERTED INTO THE IGNITION KEY CYLINDER (UNLOCK WARNING SW ON), A WARNING SW ON SIGNALIS INPUT TO TERMINAL 2 OF THE AUTO TILT AWAY ECU. AS A RESULT, THE AUTO TILT AWAY ECU OPERATES AND CURRENTFLOWS FROM TERMINAL 5 OF THE AUTO TILT AWAY ECU → TERMINAL 2 OF THE AUTO TILT AWAY ACTUATOR → ACTUATOR →TERMINAL 1 → TERMINAL 4 OF THE AUTO TILT AWAY ECU, CAUSING THE ACTUATOR TO ROTATE AND RELEASE THE LOCKMECHANISM LOCKED AT THE UPPER POSITION. THE STEERING WHEEL CAN THEN BE RETURNED BY HAND TO THE MEMORYPOSITION, WHERE MECHANICAL LOCK OCCURS.

A36 AUTO TILT AWAY ECU1–GROUND : ALWAYS APPROX. 12 VOLTS6–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION5–GROUND : CONTINUITY WITH IGNITION KEY IN CYLINDER3–GROUND : ALWAYS CONTINUITY

: PARTS LOCATION


A35 32 I12 33 J 4 33

A36 32 J 1 33 J 6 33

: RELAY BLOCKS







: GROUND POINTS




1 2

1 2

3 4 5 6

AA

A A1

5 X X

(HINT : SEE PAGE 7)

A35 A36 J 1I12 BLACK

A A

A A A A

J 4

A A

A A A A

(HINT : SEE PAGE 7)

J 6

SYSTEM OUTLINE

SERVICE HINTS

178

SHIFT LOCK

TIMER

6 4

5 1 2

P1

P

P2

SL–

SL+

G–R

G

G–W

L

L–R

C

C

1

2

ID

A

C

C


KEY INTERLOCKSOLENOID

SHIFT LOCKCONTROL SW

SHIFT LOCKSOLENOID

JUNCTIONCONNECTOR

STOP LIGHT SWJUNCTIONCONNECTOR

GR

GR

B–R

G–W

G–W

G–R

O

W–B

W–B

W–B W–B W–B

SHIFT LOCK ECU

B–R

J 6

J 3S10

S 7

J 2

K 1

2

1

I 6

3A6

J/BN0. 3

1E1 1B8 1B7

15ACIG & RADIO

15AECU–IG

15ASTOP


1E

4

1A4

3A

2

J/BN0. 3

179

WHEN THE IGNITION SW IS TURNED TO ACC POSITION THE CURRENT FROM THE CIG FUSE FLOWS TO TERMINAL 5 OF THE SHIFTLOCK ECU. IN THE ON POSITION, THE CURRENT FROM THE ECU–IG FUSE FLOWS TO TERMINAL 1 OF THE ECU.

1. SHIFT LOCK MECHANISMWITH THE IGNITION SW ON, WHEN A SIGNAL THAT THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) AND A SIGNAL THATTHE SHIFT LEVER IS PUT IN “P” RANGE (CONTINUITY BETWEEN P1 AND P OF THE SHIFT POSITION SW) IS INPUT TO THE ECU. THEECU OPERATES AND CURRENT FLOWS FROM TERMINAL 1 OF THE ECU → TERMINAL SL+ OF THE SHIFT LOCK SOLENOID →SOLENOID → TERMINAL SL– → TERMINAL 4 OF THE ECU → GROUND. THIS CAUSES THE SHIFT LOCK SOLENOID TO TURN ON(PLATE STOPPER DISENGAGES) AND THE SHIFT LEVER CAN SHIFT INTO OTHER RANGE THAN THE “P” RANGE.

2. KEY INTERLOCK MECHANISMWITH THE IGNITION SW IN ON OR ACC POSITION, WHEN THE SHIFT LEVER IS PUT IN “P” RANGE (NO CONTINUITY BETWEEN P2AND P OF LOCK CONTROL SW). THE CURRENT FLOWING FROM TERMINAL 5 OF THE ECU → KEY INTERLOCK SOLENOID IS CUTOFF. THIS CAUSES THE KEY INTERLOCK SOLENOID TO TURN OFF (LOCK LEVER DISENGAGES FROM LOCK POSITION) AND THEIGNITION KEY CAN BE TURNED FROM ACC TO LOCK POSITION. IF THE IGNITION IS LEFT IN ACC OR ON POSITION WITH THE SHIFTLEVER IN OTHER THAN “P” RANGE, THEN AFTER APPROX. ONE HOUR THE ECU OPERATES TO RELEASE THE LOCK.

S 7 SHIFT LOCK ECU5–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ACC OR ON POSITION1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION4–GROUND : ALWAYS CONTINUITY2–GROUND : APPROX. 12 VOLTS WITH BRAKE PEDAL DEPRESSED

: PARTS LOCATION


J 2 33 J 6 33 S 7 33

J 3 33 K 1 33 S10 33



1A


1E



: GROUND POINTS



: SPLICE POINTS


I 6 46 COWL WIRE

C

CC

C

C

C C

CC

C

C

C1 2

BLUE

S10

J 2 J 3 J 6 K 1 S 7

(HINT : SEE PAGE 7)

(HINT : SEE PAGE 7)(HINT : SEE PAGE 7)

A

A A A A

A

1 2

1 2

X 4

5 6

SYSTEM OUTLINE

SERVICE HINTS

180

CRUISE CONTROL (MOTOR TYPE)

A B B

A A A B A

B

A

IG26

IG215

I 2

I 4

1

2

IG1

11

ID IE

JUNCTIONCONNECTOR

CRUISE CONTROLINDICATOR LIGHT[COMB. METER]

7

2

1 6 7

CHECKCONNECTOR

R–L

B–R

R–L

LG

W–L

W–L

B–R

B–R

CC

C

15

TC

B PI TC

J 3

C13 , C14

C 1

B A

7 4 8 8 9

B

Y–B W BR

L–W

L–W

BR

W–B

B–W

B B

BR

BR

B–R

1 2

B

1 15 5

AA

3

17

2

B

L

BR

W–B

BR

BR

(M/T)

( A/T

)

TO NE

UT

RA

LS

TA

RT

SW

( A/T

)S

TA

RT

ER

RE

LAY

( M/T

)

SPEED SENSOR(FOR CRUISE CONTROLSYSTEM)

JUNCTIONCONNECTOR


CRUISE CONTROLCLUTCH SW

DIO

DE

( FO

RC

RU

ISE

CO

NTR

OL)


CRUISE CONTROLSW[COMB. SW]

S 1

C17

C14

J 2

C18

D4

J 6

B–R

SPD N&C CMS CCS GND

C19 , C20A B

CRUISE CONTROL ECU

A

CANCEL

SET/COAST

RESUME/ACCEL

MA

IN

IG13

L


5

6

3B9

J/BNO. 3

1B8 1E5

15AECU–IG

15AGAUGE


181

CRUISE CONTROL ECU

C19 , C20A B

C

3

1

2

IG115 IG12

B B B

C

A B B B A A A A A

IF18

M


12

1 2 9

5 10 4 3 10 11 12 3 2

SOL2 ECT IDL

ECT O/D IDL

PKB MC M0 L VR3 VR2 VR1 STP– STP+

1

AA

7 6 5 3 2 1

CC

4

A

BR

–Y P

P

BR

–Y

G–RP

( W/E

CT

)

( W/E

CT

)

R–G

R–G

R–G

P–B

R–Y

GR

–B

GR

–R

GR

R–G

P–B

GR

–B

GR

–R

GR

G–W

G–R

G–W

G–W

G–W

W–B

R–G

G–B

R–Y

ENGINE AND ECT ECU OR ENGINE ECU

E 6 , E 7D

PARKINGBRAKE SW

STOP LIGHTSW

JUNCTIONCONNECTOR

JUN

CTI

ON

CO

NN

EC

TO

R

CRUISE CONTROL ACTUATOR

TO STOP LIGHT

CR

UIS

EC

ON

TR

OL

STO

PS

W

J2

P 1

J 2

S10

S10

C 5

(USA)

IG18IE22

IG118IE21

IG116IE211

IG16IE212

IG117IE25

IG17IE26

W–B

( 2W

D)

W–B

(ALL–TRAC/4WD)

( 2W

D)

D12

(ALL–TRAC/4WD)

(2WD)

C

B , E 8 A

( ALL

–TR

AC

/4W

D)

4

EB

I 2

IE11

(CANADA)

RETRACTCONTROLRELAY

TO

BR

AK

EFL

UID

LEV

EL

SW

TO

BR

AK

EW

AR

NIN

GLI

GH

T[C

OM

B.

ME

TER

]

A

R–W

R

R–G

R–G

R

( US

A)

R–G

(CANADA)

R

5

7

R10

ENGINE ECU

E 7

( CA

NA

DA

)

( US

A)

A5 B20

1B7

15ASTOP

2A

5

2C

5

182


CURRENT IS APPLIED AT ALL TIMES THROUGH STOP FUSE TO TERMINAL (A) 2 OF THE CONTROL ECU AND TERMINAL 2 OF STOPLIGHT SWITCH.

WITH THE IGNITION SWITCH TURNED TO ON, THE CURRENT FLOWS THROUGH GAUGE FUSE TO TERMINL (A) 7 OF CRUISECONTROL INDICATOR LIGHT. THE CURRENT THROUGH ECU–IG FUSE FLOWS TO TERMINAL (A) 1 OF CRUISE CONTROL ECU ANDTERMINAL 1 OF CRUISE CONTROL VEHICLE SPEED SENSOR.

WHEN THE IGNITION SWITCH IS ON AND THE CRUISE CONTROL MAIN SWITCH IS TURNED ON, A SIGNAL IS INPUT FROM TERMINAL15 OF CRUISE CONTROL MAIN SWITCH TO TERMINAL (A) 8 OF CRUISE CONTROL ECU. AS A RESULT, THE CRUISE CONTROL ECUFUNCTIONS AND THE CURRENT TO TERMINAL (A) 1 OF CRUISE CONTROL ECU TO TERMINAL (A) 9 OF CRUISE CONTROL ECU →GROUND, AND THE CRUISE CONTROL SYSTEM IS IN A CONDITION READY FOR OPERATION.

AT THE SAME TIME, THE CURRENT THROUGH THE GAUGE FUSE FLOWS FROM TERMINAL (A) 7 OF CRUISE CONTROL INDICATORLIGHT → TERMINAL (B) 2 → TERMINAL (B) 6 OF CRUISE CONTROL ECU → TERMINAL (A) 9 → TO GROUND, CAUSING THE CRUISECONTROL INDICATOR LIGHT TO LIGHT UP, INDICATING THAT THE CRUISE CONTROL IS READY FOR OPERATION.

1. SET OPERATIONWHEN THE CRUISE CONTROL MAIN SWITCH IS TURNED ON AND THE SET SWITCH IS PUSHED WITH THE VEHICLE SPEED WITHINTHE SET LIMIT (APPROX. 40KM/H, 25MPH TO 200KM/H, 124MPH), A SIGNAL IS INPUT TO TERMINAL (B) 8 OF THE CRUISE CONTROLECU AND THE VEHICLE SPEED AT THE TIME THE SET SWITCH IS RELEASED IS MEMORIZED IN THE ECU AS THE SET SPEED.

2. SET SPEED CONTROLDURING CRUISE CONTROL DRIVING, THE ECU COMPARES THE SET SPEED MEMORIZED IN THE ECU WITH THE ACTUAL VEHICLESPEED INPUT INTO TERMINAL (A) 7 OF THE CRUISE CONTROL ECU FROM THE VEHICLE SPEED SENSOR, AND CONTROLS THECRUISE CONTROL ACTUATOR TO MAINTAIN THE SET SPEED.

WHEN THE ACTUAL SPEED IS LOWER THAN THE SET SPEED, THE ECU CAUSES THE CURRENT TO THE CRUISE CONTROLACTUATOR TO FLOW FROM TERMINAL (B) 4 → TERMINAL 6 OF CRUISE CONTROL ACTUATOR → TERMINAL 7 → TERMINAL (B) 10OF CRUISE CONTROL ECU. AS A RESULT, THE MOTOR IN THE CRUISE CONTROL ACTUATOR IS ROTATED TO OPEN THE THROTTLEVALVE AND THE THROTTLE CABLE IS PULLED TO INCREASE THE VEHICLE SPEED. WHEN THE ACTUAL DRIVING SPEED IS HIGHERTHAN THE SET SPEED, THE CURRENT TO CRUISE CONTROL ACTUATOR FLOWS FROM TERMINAL (B) 10 OF ECU → TERMINAL 7 OFCRUISE CONTROL ACTUATOR → TERMINAL 6 → TERMINAL (B) 4 OF CRUISE CONTROL ECU.

THIS CAUSES THE MOTOR IN THE CRUISE CONTROL ACTUATOR TO ROTATE TO CLOSE THE THROTTLE VALVE AND RETURN THETHROTTLE CABLE TO DECREASE THE VEHICLE SPEED.

3. COAST CONTROLDURING THE CRUISE CONTROL DRIVING, WHILE THE COAST SWITCH IS ON, THE CRUISE CONTROL ACTUATOR RETURNS THETHROTTLE CABLE TO CLOSE THE THROTTLE VALVE AND DECREASE THE DRIVING SPEED. THE VEHICLE SPEED WHEN THE COASTSWITCH IS TURNED OFF AND IS MEMORIZED AND THE VEHICLE CONTINUES AT THE NEW SET SPEED.

4. ACCEL CONTROLDURING CRUISE CONTROL DRIVING, WHILE THE ACCEL SWITCH IS TURNED ON, THE CRUISE CONTROL ACTUATOR PULLS THETHROTTLE CABLE TO OPEN THE THROTTLE VALVE AND INCREASE THE DRIVING SPEED. THE VEHICLE SPEED WHEN THE ACCELSWITCH IS TURNED OFF IS MEMORIZED AND THE VEHICLE CONTINUES AT THE NEW SET SPEED.

5. RESUME CONTROLUNLESS THE VEHICLE SPEED FALLS BELOW THE MINIMUM SPEED LIMIT (APPROX. 40KM/H, 25MPH) AFTER CANCELING THE SETSPEED BY THE CANCEL SWITCH, PUSHING THE RESUME SWITCH WILL CAUSE THE VEHICLE TO RESUME THE SPEED SET BEFORECANCELLATION.

6. MANUAL CANCEL MECHANISMIF ANY OF THE FOLLOWING OPERATIONS OCCURS DURING CRUISE CONTROL OPERATION, THE SAFETY MAGNET CLUTCH OF THEACTUATOR MOTOR TURNS OFF AND THE MOTOR ROTATES TO CLOSE THE THROTTLE VALVE AND THE CRUISE CONTROL ISRELEASED.

∗ PLACING THE SHIFT LEVER IN “N” RANGE NEUTRAL START SW) ON. “SIGNAL INPUT TO TERMINAL (A) 2 OF ECU”

∗ DEPRESSING THE BRAKE PEDAL (STOP LIGHT SWITCH ON). “SIGNAL INPUT TO TERMINAL (A) 2 OF ECU”

∗ PULL UP THE PARKING BRAKE LEVER (PARKING BRAKE SWITCH ON). “SIGNAL INPUT TO TERMINAL (A) 5 OF ECU”

∗ PUSH THE CANCEL SWITCH (CANCEL SWITCH ON). “SIGNAL INPUT TO TERMINAL (B) 8 ”

SYSTEM OUTLINE

183

7. AUTO CANCEL FUNCTIONA) IF ANY OF THE FOLLOWING OPERATE CONDITIONS OCCURS DURING CRUISE CONTROL OPERATION. THE SET SPEED ISERASED, CURRENT FLOW TO SAFETY MAGNETIC CLUTCH IS STOPPED AND THE CRUISE CONTROL IS RELEASED. (MAIN SWITCHTURNS OFF).

WHEN THIS OCCURS, THE IGNITION SWITCH MUST BE TURNED OFF ONCE BEFORE THE MAIN SWITCH WILL TURN ON.

∗ OVER CURRENT TO TRANSISTOR DRIVING MOTOR AND/OR SAFETY MAGNETIC CLUTCH.

∗ CURRENT TO CONTROL THE THROTTLE VALVE IN MOTOR BECOMES ALWAYS “ON”.

∗ OPEN CIRCUIT IN SAFETY MAGNETIC CLUTCH.

∗ MOMENTARY INTERRUPTION OF VEHICLE SPEED SIGNAL.

∗ THE RESUME SWITCH IS ALREADY ON WHEN THE MAIN SWITCH IS TURNED ON.

∗ SHORT CIRCUIT IN CRUISE CONTROL SWITCH.

∗ MOTOR DOES NOT OPERATE DESPITE THE MOTOR DRIVE SIGNAL BEING OUTPUT.

B) IF ANY OF THE FOLLOWING CONDITIONS OCCUR DURING CRUISE CONTROL OPERATION, THE SET SPEED IS ERASED ANDTHE CRUISE CONTROL IS RELEASED. (THE POWER OF SAFETY MAGNETIC CLUTCH IS CUT OFF UNTIL THE SET SWITCH IS “ON”AGAIN.)

∗ WHEN THE VEHICLE SPEED FALLS BELOW THE MINIMUM SPEED LIMIT, APPROX. 40 KM/H (25 MPH).

∗ WHEN THE VEHICLE SPEED FALLS MORE THAN 16 KM/H (10 MPH) BELOW THE SET SPEED, E.G. ON AN UPWARD SLOPE.

∗ WHEN POWER TO THE CRUISE CONTROL SYSTEM IS MOMENTARILY CUT OFF.

C) IF ANY OF THE FOLLOWING CONDITIONS OCCURS DURING CRUISE CONTROL OPERATION, THE CRUISE CONTROL ISRELEASED. BUT IN THIS CASE, THE SET SPEED IS NOT ERASED. IF THE VEHICLE SPEED IS MORE THAN THE MINIMUM SPEEDLIMIT (APPROX. 40 KM/H 25 MPH), CRUISE CONTROL OPERATION IS POSSIBLE USING “SET” OR “RESUME” ON THE CONTROLSWITCH.

∗ OPEN CIRCUIT FOR TERMINAL (A) 3 OF CRUISE CONTROL ECU AND TERMINAL 3 OF STOP LIGHT SWITCH.

8. AUTOMATIC TRANSMISSION CONTROL FUNCTION∗ IN OVERDRIVE. IF THE VEHICLE SPEED BECOMES LOWER THAN THE OVERDRIVE CUT SPEED (SET SPEED MINIMUM 4 KM/H,2.5 MPH) DURING CRUISE CONTROL OPERATION, SUCH AS DRIVING UP A HILL, THE OVERDRIVE IS RELEASED AND THE POWERINCREASED TO PREVENT A REDUCTION IN VEHICLE SPEED.

∗ AFTER RELEASING THE OVERDRIVE, THE VEHICLE SPEED BECOMES HIGHER THAN THE OVERDRIVE RETURN SPEED (SETSPEED MINIMUM 2 KM/H 1.2 MPH) AND THE ECU JUDGES BY THE SIGNALS FROM POTENTIOMETER OF THE ACTUATOR THAT THEUPWARD SLOPE HAS FINISHED, OVERDRIVE IS RESUMED AFTER APPROXIMATELY 6 SECONDS.

∗ DURING CRUISE CONTROL DRIVING, THE CRUISE CONTROL OPERATION SIGNAL IS OUTPUT FROM THE CRUISE CONTROLECU TO THE ENGINE AND ECT ECU. UPON RECEIVING THIS SIGNAL, THE ENGINE AND ECT ECU CHANGES THE SHIFT PATTERNTO NORMAL.TO MAINTAIN SMOOTH CRUISE CONTROL OPERATION (ON A DOWNWARD SLOPE ECT.), LOCK–UP RELEASE OF THETRANSMISSION WHEN THE IDLING POINT OF THE THROTTLE POSITION IS “ON” IS FORBIDDEN.

C 5 CRUISE CONTROL ACTUATOR1–3 : APPROX. 2 K5–4 : APPROX. 38.5

C17 CRUISE CONTROL SW [COMB. SW]15–17 : CONTINUITY WITH MAIN SW ON 5–17 : APPROX. 413 WITH CANCEL SW ON

APPROX. 68 WITH RESUME/ACCEL SW ONAPPROX. 198 WITH SET/COAST SW ON

C19(A), C20(B) CRUISE CONTROL ECU(A) 1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION(A)2, 6–GROUND : ALWAYS APPROX. 12 VOLTS(A) 5–GROUND : CONTINUITY WITH PARKING BRAKE LEVER PULLED UP (ONE OF THE CANCEL SW) OR BRAKE LEVEL

WARNING SW ON(A) 7–GROUND : 4 PULSE WITH 1 ROTATION OF ROTOR SHAFT(B) 8–GROUND : APPROX. 419 WITH CANCEL SW ON IN CONTROL SW

APPROX. 68 WITH RESUME/ACCEL SW ON IN CONTROL SWAPPROX. 198 WITH SET/COAST SW ON IN CONTROL SW

(A) 9–GROUND : ALWAYS CONTINUITY

SERVICE HINTS

184


: PARTS LOCATION


C 1 28 (3S–GTE), 30 (5S–FE) C20 B 32 J 3 33

C 5 28 (3S–GTE), 30 (5S–FE) D 4 32 J 6 33

C13 B 32 E 6 D 33 P 1 33

C14 A 32E 7

B 33 R10 33

C17 32E 7

C 33 S 1 29 (3S–GTE), 30 (5S–FE)

C18 32 E 8 A 33 S10 33

C19 A 32 J 2 33




1E20 COWL WIRE AND J/B NO.1 (LEFT KICK PANEL)

2A 23(ALL–TRAC/4WD) ENGINE ROOM MAIN WIRE AND J/B NO. 2 (NEAR THE BATTERY)

2C 23(ALL–TRAC/4WD) ENGINE WIRE AND J/B NO. 2 (NEAR THE BATTERY)

3B 25 COWL WIRE AND J/B NO.3 (BEHIND COMBINATION METER)








: GROUND POINTS


EB38 (3S–GTE)

FRONT LEFT FENDEREB40 (5S–FE)

FRONT LEFT FENDER


IE 44 INSTRUMENT PANEL BRACE LH

: SPLICE POINTS



186

CRUISE CONTROL (VACUUM TYPE)

B

A

IG26

IG215 IG13

IG11

1

2

IG1

11

ID IE

JUNCTIONCONNECTOR

CRUISE CONTROLINDICATOR LIGHT[COMB. METER]

7

2

12 4 1

CHECKCONNECTOR

R–L

B–R

R–L

LG

W–L

W–L

B–R

B–R

CC

C

15

TC


B PI TC

J 3

C13 , C14

C 1

B A

8 13 6 19 15

L

B

Y–B W BR

L–W

L–W

L–W

BR

W–B

B–W

B B

BR

BR

B–R

1 2

B

1 15 5

AA

3

17

2

B

L

BR

W–B

BR

BR

(M/T)

( A/T

)

L–W

TO NE

UT

RA

LS

TA

RT

SW

( A/T

)S

TA

RT

ER

RE

LAY

( M/T

)

SPEED SENSOR(FOR CRUISE CONTROLSYSTEM)

JUNCTIONCONNECTOR

SPEED SENSORCOMBINATIONMETER


DIO

DE

( FO

RC

RU

ISE

CO

NT

RO

L)


CRUISE CONTROL SW[COMB. SW]

S 1

C17

C14

J 2

C18

D4

J 6

B–R

SPD N&C CMS CCS GND

C19 CRUISE CONTROL ECU

CANCEL

SET/COAST

RESUME/ACCEL

MA

IN

I 2

( 5S

–FE

A/T

)

(EX. 5S–FE A/T)

A

5

6


3B9

J/BNO. 3

1B8 1E5

15AECU–IG

15AGAUGE

187

CRUISE CONTROL ECUC19

C

1

2

IG115 IG25

A B

IF18


5 20

9 7

14

SOL2 ECT

ECT O/D

PKB CV ACT– RV STP– STP+

C

C

BR

–Y

P

BR

–Y

G–

R

( 5S

–F

E,

A/T

) ( 5S

–F

E,

A/T

)

G–

W

G–

RG

–W

G–

WG

–W

ENGINE AND ECT ECU

, E 8E 7 AB

STOP LIGHTSW

JUNCTIONCONNECTOR

TO STOP LIGHT

J 2

S10

Y–

BY

–B

TO O/D SOLENOIDDIODE(FOR O/D SYSTEM)

4

3

R–G

W–

B

G–

BR

–Y

5 16 18

2 3 1

S10CRUISE CONTROLSTOP SW

C 6CRUISE CONTROL ACTUATOR

3 17

1

A

A

A

R–G

R–

G

R–G

PARKINGBRAKE SW

JUN

CT

ION

CO

NN

EC

TO

RJ

2

P 1

(USA)

IE11

(CANADA)

RETRACTCONTROLRELAY

TO

BR

AK

EF

LUID

LE

VE

LS

W

TO

BR

AK

EW

AR

NIN

GL

IGH

T[C

OM

B.

ME

TE

R]

A

R–

W

R

R–

G

R–

G R

( US

A)

R–G

(CANADA)

R

5

7

R10

( CA

NA

DA

)

( US

A)

I 2

( 4A

–F

E,

A/T

)

1B7

15ASTOP

188


CURRENT IS APPLIED AT ALL TIMES THROUGH STOP FUSE TO TERMINAL 18 OF THE CRUISE CONTROL ECU AND TERMINAL 2 OFTHE STOP LIGHT SW.

WITH THE IGNITION SW TURNED TO ON, THE CURRENT FLOWS THROUGH GAUGE FUSE TO TERMINAL (A) 7 OF THE COMBINATIONMETER AND THE CURRENT THROUGH ECU–IG FUSE FLOWS TO TERMINAL 12 OF THE CRUISE CONTROL ECU.

WHEN THE IGNITION SW IS ON AND THE CRUISE CONTROL MAIN SW IS TURNED ON, A SIGNAL IS INPUT FROM TERMINAL 15 OFTHE CRUISE CONTROL MAIN SW TO TERMINAL 6 OF THE CRUISE CONTROL ECU. AS A RESULT, THE CRUISE CONTROL ECUFUNCTIONS AND THE CURRENT TO TERMINAL 12 OF THE CRUISE CONTROL ECU FLOWS TO TERMINAL 15 OF THE CRUISECONTROL ECU → GROUND, AND THE CRUISE CONTROL SYSTEM IS IN A CONDITION READY FOR OPERATION.

AT THE SAME TIME, THE CURRENT THROUGH GAUGE FUSE FLOWS FROM TERMINAL (A) 7 → TERMINAL (B) 2 → TERMINAL 4 OFCRUISE CONTROL ECU → TERMINAL 15 → TO GROUND AND CAUSING THE CRUISE CONTROL INDICATOR LIGHT TO LIMIT UP INORDER TO NOTE THE CRUISE CONTROL CAN START UP.

1. CRUISE CONTROL DRIVINGWHEN THE MAIN SW IS TURNED TO ON AND THE SET SW IS PUSHED IN WITH THE VEHICLE SPEED WITHIN THE SET LIMIT(APPROX. 40KM/H, 25MPH TO 200KM/H, 124MPH), A SIGNAL IS INPUT TO TERMINAL 19 OF THE ECU AND THE VEHICLE SPEED ATTHAT TIME IS RECORDED IN THE ECU MEMORY AS THE SET SPEED.

THE ECU COMPARES THE RECORDED SET SPEED WITH THE ACTUAL VEHICLE SPEED INPUT INTO TERMINAL 8 FROM THE SPEEDSENSOR AND CONTROLS THE CRUISE CONTROL ACTUATOR IN ORDER TO MAINTAIN THE SET VEHICLE SPEED.

WHEN THE ACTUAL VEHICLE SPEED IS LOWER THAN THE SET SPEED, ECU OPERATION LENGTHENS THE PERIOD OF CURRENTFLOW FROM TERMINAL 5 OF THE ECU → TERMINAL 2 OF THE ACTUATOR → THE CONTROL VALVE → TERMINAL 3 → TERMINAL 16OF THE ECU, THE CABLE IS PULLED IN THE DIRECTION FOR OPENING THROTTLE VALVE AND THE VEHICLE SPEED INCREASES.

WHEN THE ACTUAL VEHICLE SPEED IS HIGHER THAN THE SET SPEED, A SHORTER PERIOD OF CURRENT FLOW TO THE CONTROLVALVE RETURNS THE CABLE IN THE DIRECTION FOR CLOSING THE THROTTLE VALVE AND THE VEHICLE SPEED DECREASES.

(ACTUATOR OPERATION)

WHEN THE CRUISE CONTROL SYSTEM OPERATES (THE SET SIGNAL IS INPUT), CURRENT FLOWS FROM THE ECU TO THERELEASE VALVE, CLOSING THE ATMOSPHERIC INTAKE PORT.

WHEN THERE IS CONTINUITY TO THE CONTROL VALVE, VACUUM IS INTRODUCED INSIDE THE ACTUATOR, AND WHEN THERE ISNO CONTINUITY, VACUUM INTAKE STOPS AND ATMOSPHERE IS INTRODUCED. IN OTHER WORDS, THE ACTUATOR (THROTTLEVALVE) IS CONTROLLED BY CHANGING THE RATIO OF CONTINUITY AND NON–CONTINUITY TO THE CONTROL VALVE WITHIN ASPECIFIED PERIOD OF TIME.

2. CANCEL MECHANISMIF ANY OF THE FOLLOWING OPERATIONS IS PERFORMED DURING CRUISE CONTROL, THEN CONTINUITY TO THE CONTROL VALVEAND THE RELEASE VALVE IS CUT OFF AND CRUISE CONTROL IS RELEASED.

∗ DEPRESSING THE CLUTCH PEDAL (CLUTCH SW ON), SIGNAL INPUT TO TERMINAL 13 OF THE ECU. (M/T)

∗ PLACING THE NEUTRAL START SW IN “N” RANGE NEUTRAL START SW ON), SIGNAL INPUT TO TERMINAL 13 OF THE ECU. (A/T)

∗ DEPRESSING THE BRAKES PEDAL (STOP LIGHT SW ON), SIGNAL INPUT TO TERMINAL 17 OF THE ECU.

∗ PULLING THE PARKING BRAKE LEVER (PARKING BRAKE SW ON), SIGNAL INPUT TO TERMINAL 14 OF THE ECU.

3. COAST CONTROLWHILE THE COAST SW IS ON DURING CRUISE CONTROL, CURRENT FLOW TO THE CONTROL VALVE AND RELEASE VALVE ISSTOPPED AND THE VEHICLE DECELERATES UNTIL THE SW IS RELEASED. THE VEHICLE SPEED WHEN THE SW IS RELEASED ISTHEN RECORDED IN MEMORY.

4. RESUME CONTROLBY TURNING THE RESUME SW TO ON AFTER CANCELLATION OF THE CRUISE CONTROL SYSTEMS, THE VEHICLE SPEED WILLRETURN TO THE SPEED SET BEFORE CANCELLATION. PROVIDED THAT THE VEHICLE SPEED IS WITHIN THE SET LIMITS.

5. ACCEL CONTROLWHEN THE ACCEL SW IS TURNED TO ON DURING CRUISE CONTROL DRIVING, CURRENT CONTINUES TO FLOW TO THE CONTROLVALVE AND THE VEHICLE ACCELERATES. THE VEHICLE SPEED WHEN THE SW IS TURNED OFF IS RECORED IN MEMORY.

SYSTEM OUTLINE

189

C19 CRUISE CONTROL ECU(DISCONNECT THE ECU CONNECTOR)15–GROUND : ALWAYS CONTINUITY 4–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION 8–GROUND : 4 PULSE WITH 1 ROTATION OF ROTOR SHAFT 6–GROUND : CONTINUITY WITH MAIN SW ON18–GROUND : ALWAYS APPROX. 12 VOLTS17–GROUND : APPROX. 12 VOLTS WITH BRAKE PEDAL DEPRESSED (ONE OF THE CANCEL SW)13–GROUND : CONTINUITY WITH CLUTCH PEDAL DEPRESSED (M/T)

APPROX. 12 VOLTS WITH IGNITION SW AT ST POSITION AND SHIFT LEVER IN N OR P RANGE (A/T) (ONE OF THE CANCEL SW)

14–GROUND : CONTINUITY WITH PARKING BRAKE LEVER PULL UP, (ONE OF THE CANCEL SW) OR BRAKE LEVEL WARNING SW ON

: PARTS LOCATION


C 1 30 (5S–FE) C19 32 J 6 33

C 6 30 (5S–FE) D 4 32 P 1 33

C13 B 32 E 7 B 33 R10 33

C14 A 32 E 8 A 33 S 1 30 (5S–FE)

C17 32 J 2 33 S10 33

C18 32 J 3 33




1E20 COWL WIRE AND J/B NO.1 (LEFT KICK PANEL)

3B 25 COWL WIRE AND J/B NO.3 (BEHIND COMBINATION METER)







: GROUND POINTS




: SPLICE POINTS



SERVICE HINTS

190


1

X

BLACK

10X

C16 H 3, H 4

X

BLACK

191

HORN

5

5 5

IE119

101 1

3

12


WG

G G–R G–R

HORN SW[COMB. SW]

HORNRH

HORNLH

HORN RELAY

C16 H 4 H 3

2E3

15AHAZ–HORN

HORN RELAY(5) 3– (5) 1 : CLOSED WITH HORN SW ON

: PARTS LOCATION


C16 32 H 3 31 (4A–FE) H 4 31 (4A–FE)

H 3 29 (3S–GTE), 30 (5S–FE) H 4 29 (3S–GTE), 30 (5S–FE)

: RELAY BLOCKS





22 (2WD)2E 23





SERVICE HINTS

192

ABS (ANTI–LOCK BRAKE SYSTEM)

ID16

C B

A

B A A

B B B A A A B B B B B A B

A BE12

ID17 ID111 ID112 ID14 ID12 ID11 ID15 ID19 ID110

EA

IG217 IG26

ID113 ID18

IF116 IF13

M

11

11

61

2 4 3 1 5 31214562

2 4

BATTERY

FL MAIN 2. 0L

FUSE BOX

ABS CHECKCONNECTOR

ABS ACTUATOR

GRGG

B

W–G

W–R

W–L

W–L

W–L

W–R

GR

–L

GR

–R

GR

–G

P–L

P–G

P–B P

L–G

W–R

LG–R

GR

–L

GR

–R

GR

–G

P–L

P–G

P–B P

L–G

LG–R

W–B

ABS RELAY

TS TC FL– FL+ FR– FR+

MR R– SR SRR SFL SFR SRL AST MT

W–R

W–L

W–R

W–L

W–R

W–L

W–B

P

V–G W

16 15

2 1TS TC

CHECK CONNECTORABS SPEEDSENSOR REAR LH

A11 , A12A 7 , A 8

A 9 , A10

A B

A B

A B

C 1A39

B W B W

1 1 22

ABS SPEEDSENSOR FRONT LH

ABS SPEEDSENSOR FRONT RH

A13 A14

WB

RL– RL+

60A ABSD2

A4

(2WD)(ALL–TRAC/4WD)

F10 DA B C

IF110 IF14

A23

B11

A24

D4

A11

D5

A26

D12

A13

D6

A1

C1

A14

C12

A18

D8

A6

B15

C16

A5

C17

A22

D10

A9

D3

A3

D7

A16

D1

B1

C3

B9

C14D2

D9

B18

E13

(EX

.C

ON

VE

RT

IBLE

)

B

( CO

NV

ER

TIB

LE)

I1

:CA

NA

DA

3S–G

TEI

2:E

X.

CA

NA

DA

3S–G

TE

ID

A

J6

JUN

CTI

ON

CO

NN

EC

TOR

( W/

CO

NV

ER

TIB

LE)

A37 , A38C DA B

(EX. 3S–GTE)(3S–GTE)

ABS ECU

B–W

(SHIELDED)

(SHIELDED)

(SHIELDED)

(SHIELDED) (SHIELDED)

W–B

W–B

BR

–B

193

2 1

ABS SPEEDSENSOR REAR RH

A40

IF19

IF18B 1

A

B

7

9

G–R

R–L

R–L

GG

RG

R

G–W

G–W

G–W

G–R

GR

ABSWARNING LIGHT[COMB. METER]

STOP LIGHTSW

JUNCTIONCONNECTOR

C13 , C14

S10

J 2

B A

C

C

L–Y

R–L

RR– RR+

W BAT STP

A37 , A38C

B–R

IG

1

2

B 7

BI

GND2 GND1

W–B

W–B

W–B

W–B

GS1 GS2 GST

3 2 1

GS1 GS2 GST

4

6+IG

GND

P

P–G P–L

W–B

B–R

B–R

ABS DECELERATIONSENSOR(ALL–TRAC/4WD)

A43

1

2

1

EB

RETRACTCONTROLRELAY

JUNCTIONCONNECTOR

BRAKE FLUIOLEVEL SW

PARKINGBRAKE SW

(CANADA)

( US

A)

(CANADA)

W–B

R–W

R–G A

A

A

B 2 P 1

R10

J 2

( ALL

–TR

AC

/4W

D)

( ALL

–TR

AC

/4W

D)

( ALL

–TR

AC

/4W

D)

( ALL

–TR

AC

/4W

D)

(ALL–TRAC/4WD)

PKB

B–R

( 2W

D)

( ALL

–TR

AC

/4W

D)

DA B

B13 B25 B6 A12 B12 B3 B10C11C7C22C10

B16C20

B8C19

B14C16

A15C13

A2C2

(3S–GTE)(EX. 3S–GTE)

I 2

R–GR

IF11

5 7

B7C8

B18

:CO

NV

ER

TIB

LEB

15:E

X.

CO

NV

ER

TIB

LE

B18

:CO

NV

ER

TIB

LEB

15:E

X.

CO

NV

ER

TIB

LE

ABS ECU

RSS

(SHIELDED)

–GR

–G

R–G

R–G

2

B–W

1E5 1F11 1B7

15AGAUGE

15AECU–B

15ASTOP


1F13

15AECU–IG

3B9

J/BNO. 3

1F8

1B7

R

194


THIS SYSTEM CONTROLS THE RESPECTIVE BRAKE FLUID PRESSURES ACTING ON THE DISC BRAKE CYLINDERS OF THE RIGHTFRONT WHEEL, LEFT FRONT WHEEL AND REAR WHEELS WHEN THE BRAKES ARE APPLIED IN A PANIC STOP SO THAT THEWHEELS DO NOT LOCK. THIS RESULTS IN IMPROVED DIRECTIONAL STABILITY AND STEERABILITY DURING PANIC BRAKING.

1. INPUT SIGNALS(1) SPEED SENSOR SIGNAL

THE SPEED OF THE WHEELS IS DETECTED AND INPUT TO TERMINALS FL+, FR+, RL+ AND RR+ OF THE ABS ECU.

(2) STOP LIGHT SW SIGNALA SIGNAL IS INPUT TO TERMINAL STP OF THE ABS ECU WHEN BRAKE PEDAL IS OPERATED.

(3) PARKING BRAKE SW SIGNALA SIGNAL IS INPUT TO TERMINAL PKB OF THE ABS ECU WHEN THE PARKING BRAKE IS OPERATED.

(4) DECELERATION SENSOR SIGNAL (ALL–TRAC/4WD)THE DEGREE OF VEHICLC DECELERATION IS DETECTED AND INPUT TO THE ABS ECU.

2. SYSTEM OPERATIONDURING SUDDEN BRAKING THE ABS ECU WHICH HAS SIGNALS INPUT FROM EACH SENSOR, CONTROLS THE CURRENT FLOWINGTO THE SOLENOID INSIDE THE ACTUATOR AND LETS THE HYDRAULIC PRESSURE ACTING ON EACH WHEEL CYLINDER ESCAPE TOTHE RESERVOIR. THE PUMP INSIDE THE ACTUATOR IS ALSO OPERATING AT THIS TIME AND IT RETURNS THE BRAKE FLUID FROMTHE RESERVOIR TO THE MASTER CYLINDER. THUS PREVENTING LOCKING OF THE VEHICLE WHEELS.

IF THE ECU JUDGES THAT THE HYDRAULIC PRESSURE ACTING ON THE WHEEL CYLINDER IS INSUFFICIENT, THE CURRENTACTING ON THE SOLENOID IS CONTROLLED AND THE HYDRAULIC PRESSURE IS INCREASED. HOLDING OF THE HYDRAULICPRESSURE IS ALSO CONTROLLED BY THE ECU, BY THE SAME METHOD AS ABOVE. BY REPEATED PRESSURE. REDUCTION,HOLDING AND INCREASE ARE REPLATED TO MAINTAIN VEHICLE STABILITY AND TO IMPROVE STEERABILITY DURING SUDDENBRAKING.

A37(A)(C) A38(B)(D) ABS ECU(CONNECT THE ECU CONNECTOR)(B)15, (C)6–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION AND CHECK CONNECTOR TS–E1

CONNECTED(A) 5, (C)17–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION AND CHECK CONNECTOR TS–E1

CONNECTED(A)13, (D) 6–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND ABS WARNING LIGHT GOES OFF(A)11, (D) 5–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND ABS WARNING LIGHT GOES OFF(A)14, (C)12–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND ABS WARNING LIGHT GOES OFF(A)18, (D) 8–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND ABS WARNING LIGHT GOES OFF(A)26, (D)12–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND ABS WARNING LIGHT GOES OFF(B)13, (C)10–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND ABS WARNING LIGHT GOES OFF(A) 2, (C) 2–GROUND : ALWAYS CONTINUITY(A)15, (C)12–GROUND : ALWAYS CONTINUITY(A)12, (C)11–GROUND : APPORX. 12 VOLTS WITH IGNITION SW AT ON POSITION(B) 6, (C) 7–GROUND : APPROX. 12 VOLTS WITH BRAKE PEDAL DEPRESSED(A)25, (C)22–GROUND : ALWAYS APPROX. 12 VOLTS(B)14, (C)16–GROUND : APPROX. 12 VOLTS WITH ENGINE RUNNING AND PARKING BRAKE LEVER RELEASED

(DISCONNECT THE ECU CONNECTOR)(A) 1– (A)18, (C) 1– (D) 8 : APPROX. 6 Ω(A)13– (A)18, (D) 6– (D) 8 : APPROX. 6 Ω(A)14– (A)18, (C)12– (D) 8 : APPROX. 6Ω(A)26– (A)18, (D)12– (D) 8 : APPROX. 6 Ω(A) 9– (A)22, (D) 3– (D)10 : APPROX. 0.8–1.3 Ω(A)16– (A) 3, (D) 1– (D) 7 : APPROX. 0.8–1.3 Ω(A)11– (A)24, (D) 5– (D) 4 : APPROX. 60–100 Ω(A)23– (A)24, (D)11– (D) 4 : APPROX. 50–80 Ω(B) 8–(B)16 : APPROX. 0.8–1.5 KΩ(C)19–(C)20 : APPROX. 1.1–1.7 KΩ

SYSTEM OUTLINE

SERVICE HINTS

195

: PARTS LOCATION


A 7 A 28 (3S–GTE), 30 (5S–FE)A38

B 34 (L/B), 36 (CONVERTIBLE) B 30 (5S–FE)

A 8 B 28 (3S–GTE), 30 (5S–FE)A38

D 34 (L/B), 36 (CONVERTIBLE) F10 C 28 (3S–GTE)

A 9 A 28 (3S–GTE), 30 (5S–FE) A39 34 (L/B), 36 (CONVERTIBLE)

F10

D 30 (5S–FE)

A10 B 28 (3S–GTE), 30 (5S–FE) A40 34 (L/B), 36 (CONVERTIBLE) J 2 33

A11 A 28 (3S–GTE), 30 (5S–FE) A43 34 (L/B), 36 (CONVERTIBLE) P 1 33

A12 B 28 (3S–GTE), 30 (5S–FE) B 2 28 (3S–GTE), 30 (5S–FE) R10 33

A13 28 (3S–GTE), 30 (5S–FE) C 1 28 (3S–GTE), 30 (5S–FE) S10 33

A14 28 (3S–GTE), 30 (5S–FE) C13 B 32

A37A 34 (L/B), 36 (CONVERTIBLE) C14 A 32

A37C 34 (L/B), 36 (CONVERTIBLE) F10 A 28 (3S–GTE)









ID1 44 ENGINE ROOM MAIN WIRE AND FLOOR WIRE (LEFT KICK PANEL)



: GROUND POINTS


EA38 (3S–GTE)

FRONT RIGHT FENDEREA40 (5S–FE)

FRONT RIGHT FENDER

EB38 (3S–GTE)


FRONT LEFT FENDER


48 (L/B)

BI 50 (C/P) UNDER THE LEFT CENTER PILLARBI

52 (CONVERTIBLE)


: SPLICE POINTS


E1238 (3S–GTE)

B 150 (C/P)

E1240 (5S–FE)


B 152 (CONVERTIBLE)

E1338 (3S–GTE)

ENGINE ROOM MAIN WIREB 7 48 (L/B)

FLOOR WIREE1340 (5S–FE) B15 48 (L/B)

FLOOR WIRE

I 146 COWL WIRE B18

50 (C/P)

I 246 COWL WIRE B18

52 (CONVERTIBLE)

B1 48 (L/B) FLOOR WIRE

196


197

SRS AIRBAG

NOTICE: When inspecting or repairing the SRS AIRBAG, perform the operation in accordance with thefollowing precautionary instructions and the procedure and precautions in the Repair Manual for the applicablemodel year.

Malfunction symptoms of the airbag system are difficult to confirm, so the diagnostic trouble codes becomethe most important source of information when troubleshooting.When troubleshooting the airbag system, always inspect the diagnostic trouble codes before disconnectingthe battery.

Work must be started after 20 seconds or longer from the time the Ignition SW is set to the “LOCK” positionand the negative (–) terminal cable is disconnected from the battery.(The airbag system is equipped with a back–up power source so that if work is started within 20 seconds ofdisconnecting the negative (–) terminal cable of the battery, the airbag may be deployed.)When the negative (–) terminal cable is disconnected from the battery, memory of the clock and audio systemswill be cancelled. So before starting work, make a record of the contents memorized by each memory system.Then when work is finished, reset the clock and audio system as before.To avoid erasing the memory of each memory system, never use a back–up power supply from outside thevehicle.

When removing the steering wheel pad or handling a new steering wheel pad, keep the pad upper surfacefacing upward. Also, lock the lock lever of the twin lock type connector at the rear of the pad and take carenot to damage the connector.(Storing the pad with its metallic surface up may lead to a serious accident if the airbag inflates for somereason.)

Store the steering wheel pad where the ambient temperature remains below 93°C (200°F), without highhumidity and away from electrical noise.

Never use airbag parts from another vehicle. When replacing airbag parts, replace them with new parts.

Never disassemble and repair the steering wheel pad, center airbag sensor assembly or front airbag sensors.

Before repairing the body, remove the airbag sensors if during repair shocks are likely to be applied to thesensors due to vibration of the body or direct tapping with tools or other parts.

Do not reuse a steering wheel pad or front airbag sensors.After evaluating whether the center airbag sensor assembly is damaged or not, decide whether or not to reuseit. (See the Repair Manual for the method for evaluating the center airbag sensor assembly.)

When troubleshooting the supplemental restraint system, use a high–impedance (Min. 10k/V) tester.

The wire harness of the airbag system is combined with the cowl wire harness assembly.The vehicle wiring harness exclusively for the airbag system is distinguished by corrugated yellow tubing, asare the connectors.

Do not measure the resistance of the airbag squib.(It is possible this will deploy the airbag and is very dangerous.)

If the wire harness used in the supplemental restraint system is damaged, replace the whole wire harnessassembly.When the connector to the airbag front sensors can be repaired alone (when there is no damage to the wireharness), use the repair wire specially designed for the purpose.(Refer to the Repair Manual for the applicable Model year for details of the replacement method.)

INFORMATION LABELS (NOTICES) are attached to the periphery of the airbag components. Follow theinstructions on the notices.

198

SRS AIRBAG

The supplemental restraint system has connectors which possess the functions described below:1. AIRBAG ACTIVATION PREVENTION MECHANISM

Each connector contains a short spring plate. When theconnector is disconnected, the short spring plateautomatically connects the power source and groundingterminals of the squib to preclude a potential differencebetween the terminals.

2. ELECTRICAL CONNECTION CHECK MECHANISMThis mechanism is designed to electrically check ifconnectors are connected correctly and completely.The electrical connection check mechanism is designed sothat the connection detection pin connects with thediagnosis terminals when the connector housing lock is inthe locked condition.

199

3. CONNECTOR TWIN–LOCK MECHANISMWith this mechanism connectors (male and femaleconnectors) are locked by two locking devices to increaseconnection reliability. If the primary lock is incomplete, ribsinterfere and prevent the secondary lock.

200

SRS AIRBAG

1C4 1C3 1C2 1C1

8

7

IG212 IG23

I 4

I 4


4A

7 1 14 6 9 12

12 15

IG2 IG1 ACC B LA TC

AB TC

7. 5AIGN

15AECU–IG

15ACIG &RADIO

15AECU–B

G–RGR

B–R

B–O

BR

G–R

G–R

BR

W–L

BR

W–L

BR

2 1 2 1

2 1

5 4 2 3 10 11 8 13

WRWRW R

W–B

W–B

–SL +SL –SR +SR D– D+ E2 E1

IE IG

AIRBAGWARNING LIGHT[COMB. METER]

CHECKCONNECTOR

FRONT AIRBAGSENSOR LH

FRONT AIRBAGSENSOR RH

AIRBAG SQUIBF 3 F 4 A28

C13

C 1

CENTER AIRBAG SENSORASSEMBLY

C 7

SPIRALCABLE

201

THE SRS (SUPPLEMENTAL RESTRAINT SYSTEM) AIRBAG IS A DRIVER PROTECTION DEVICE WHICH HAS A SUPPLEMENTAL ROLETO THE SEAT BELTS.

CURRENT FLOWS CONSTANTLY TO TERMINAL 6 OF THE CENTER AIRBAG SENSOR ASSEMBLY. WHEN THE IGNITION SW ISTURNED TO ACC OR ON, CURRENT FROM THE CIG & RADIO FUSE FLOW TO TERMINAL 14 OF THE CENTER AIRBAG SENSORASSEMBLY. ONLY WHEN THE IGNITION SW IS ON DOES THE CURRENT FROM THE ECU–IG FUSE FLOW TO TERMINAL 1 . AND THECURRENT FROM THE IGN FUSE TO TERMINAL 7 .

IF AN ACCIDENT OCCURS WHILE DRIVING, DECELERATION CAUSED BY A FRONTAL IMPACT IS DETECTED BY EACH SENSOR ANDSWITCH, AND WHEN THE FRONTAL IMPACT EXCEEDS A SET LEVEL (WHEN THE MERCURY SW BUILT INTO THE CENTER AIRBAGSENSOR ASSEMBLY IS ON AND THE CENTER AIRBAG SENSOR IS ON, FRONT AIRBAG SENSORS ARE OFF), CURRENT FROM THECIG & RADIO, ECU–IG OR IGN FUSE FLOWS TO TERMINAL 11 OF THE CENTER AIRBAG SENSOR ASSEMBLY → TERMINAL 1 OF THEAIRBAG SQUIB → SQUIB → TERMINAL 2 → TERMINAL 10 OF CENTER AIRBAG SENSOR ASSEMBLY → TERMINAL 8, TERMINAL 13 ORBODY GROUND → GROUND.WHEN THE MERCURY SW BUILT INTO THE CENTER AIRBAG SENSOR ASSEMBLY IS ON AND THE FRONT AIRBAG SENSOR LH ORRH IS ON, CENTER AIRBAG SENSOR IS OFF CURRENT FROM THE CIG & RADIO, ECU–IG OR IGN FUSE FLOWS TO TERMINAL 11 OFTHE CENTER AIRBAG SENSOR ASSEMBLY → TERMINAL 1 OF THE AIRBAG SQUIB → SQUIB →TERMINAL 2 → TERMINAL 10 , OF THECENTER AIRBAG SENSOR ASSEMBLY → TERMINAL 3 OR 4 → TERMINAL 1 OF FRONT AIRBAG SENSOR → TERMINAL 2 →TERMINAL 2 OR 5 OF CENTER AIRBAG SENSOR ASSEMBLY → TERMINAL 8, TERMINAL 13 OR BODY GROUND → GROUND.WHEN THE MERCURY SW BUILT INTO THE CENTER AIRBAG SENSOR ASSEMBLY IS ON, AND THE FRONT AIRBAG SENSOR LH ORRH IS ON AND CENTER AIRBAG SENSOR IS ON ONE OF THE ABOVE–MENTIONED CIRCUITS IS ACTIVATED SO THAT CURRENTFLOWS TO THE AIRBAG SQUIB AND CAUSES IT TO OPERATE. THE BAG STORED INSIDE THE STEERING WHEEL PAD ISINSTANTANEOUSLY EXPANDED TO SOFTEN THE SHOCK TO THE DRIVER.

THE REASON WHY THERE ARE MULTIPLE POWER SOURCES AND GROUND POINTS IS SO THAT IN THE EVENT THAT ONE OR TWOOF THE POWER SOURCES AND GROUND POINTS DO NOT WORK FOR SOME REASON, THE REMAINING POWER SOURCE ANDGROUND POINT WILL BE AVAILABLE TO COMPENSATE.

: PARTS LOCATION


A28 32 C 7 32 F 3 31 (4A–FE)

C 128 (3S–GTE), 30 (5S–FE) C13 32

F 428 (3S–GTE), 30 (5S–FE)

C 131 (4A–FE) F 3 28 (3S–GTE), 30 (5S–FE)

F 431 (4A–FE)

: RELAY BLOCKS





1C 20 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)




: GROUND POINTS




: SPLICE POINTS


I 4 46 COWL WIRE

SYSTEM OUTLINE

202

SRS AIRBAG

203

CIGARETTE LIGHTER AND CLOCK

1

2

A

ID


G

L–YW–B

GR

GR

GR

GG

–B

L–Y

L–Y


CIGARETTELIGHTER

CLOCK

FROMRETRACT CONTROL RELAY,A/C CONTROL ASSEMBLY(CANADA)

( US

A)

J 6

C 8

C11

1 3

4 2

W–B

W–B

3C

5J/BNO. 3

1E3

1H2

2E4

20ADOME

1E2

15ATAIL

3C12

J/BNO. 3

1E

4

1A

4

1E1

15ACIG & RADIO

3C

3J/BNO. 3

3C

9W

J/BNO. 3

C 8 CIGARETTE LIGHTER2–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ACC OR ON POSITION1–GROUND : ALWAYS CONTINUITY

C11 CLOCK3–GROUND : ALWAYS APPROX. 12 VOLTS (POWER FOR CLOCK)4–GROUND : APPROX .12 VOLTS WITH IGNITION SW AT ACC OR ON POSITION (POWER FOR INDICATION)2–GROUND : APPROX .12 VOLTS WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION

APPROX .12 VOLTS WITH ENGINE RUNNING AND PARKING BRAKE LEVER RELEASED (CANADA)1–GROUND : ALWAYS CONTINUITY

: PARTS LOCATION


C 8 32 C11 32 J 6 33






22 (2WD)2E 23



: GROUND POINTS



1

21 2

3 4A A

A A A A

(HINT : SEE PAGE 7)

J 6C11C 8 BLACK

SERVICE HINTS

204

TOP STACK

3B8

ID

A1 B3 A2

B1 B2

5

6

4

21

3


IR43 IF44 IF47

30ATOPSTACK

4 3 2

M2 1

1

B

AA

B

IG

SPDE SW

B

Y

R–L

R–L

L–R

L–WW

–B

BL

L–W

W–B

BR

W–B

L

Y

B–Y

L–R

TOP STACKSW

TOP STACK MAIN RELAY

JUNCTIONCONNECTOR

JUNCTIONCONNECTOR


T 3

J/BNO. 3

J 2

C14

T 4

T 5

T 6 , T 7

J 6

TOP STACK MOTOR

TOP STACK RELAY

B A

CLO

SE

OP

EN

CLO

SE

OP

EN

1E5

15AGAUGE

1E4

1A4

3B7

J/BNO. 3

205

T 3 TOP STACK MAIN RELAY1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ACC OR ON POSITION3–GROUND : 4 PULSE WITH 1 ROTATION OF ROTOR SHAFT4–GROUND : ALWAYS CONTINUITY

T 4 TOP STACK SW4–2 : CLOSED WITH TOP STACK SW AT OPEN POSITION4–1 : CLOSED WITH TOP STACK SW AT CLOSE POSITION

: PARTS LOCATION


C14 32 T 3 33 T 6 B 36

J 2 32 T 4 33 T 7 A 36

J 6 32 T 5 36

: RELAY BLOCKS











: GROUND POINTS



X 5 6 X

B B

B B

(HINT : SEE PAGE 7)

A A

A A A A

(HINT : SEE PAGE 7)

1 2

3 4

1 2 X 4

1

2

1

2 31 2

B A

C14 J 2 J 6 T 3

T 4 T 5 T 6 T 7

SERVICE HINTS

206

AUTO ANTENNA *1 : C/P, CONVERTIBLE

BP13 BP14

IF28 IF27

II1

3

II1

8

II1

9

BP113 BP110

I10

RADIO AND PLAYER(W/ CD PLAYER)

RADIO AND PLAYER(W/O CD PLAYER)

STEREO COMPONENTAMPLIFIER(W/ CD PLAYER)

PLAYERSW

OFF

RADIOSW

ON

5 6 4 3

7 1

1

7

3

8 9

GR

GR

B–R

B–R

GR

GR

B–R

( L/B

)

( *1) ( L

/B)

( *1)

B–R

P–L

P–L

B–R

B–R

B–R

P–L

B–R

P–L

GR

B–R

B–R GR

GR

( *1)

( *1)

B–R P–L

GR GR

P–LP–L

(L/B

)( L

/B)

( L/B

)( L

/B)

ACC1

AMP+

ANT+ AMP+

R 5

S 8

R 7

( L/B

)

( L/B

)

( *1)

( *1)

P–L

BP19

2

L–Y

L–Y

L–Y

L–Y

( L/B

)

L–Y

L–Y

( L/B

)

1 4 5 7 8

M

2 3

6

1

L–Y Y

R–G B

R–W

W–B

BI

W–B

W–B

( L/B

)

( *1)

BL

AUTO ANTENNAMOTOR AND RELAY

A41

( *1)

( *1)

1F13 1F12 1E1


15AECU–IG

15ACIG &RADIO

2E4

20ADOME

3C

2

J/BNO. 3

1F6

1H2

207

A41(B) AUTO ANTENNA CONTROL RELAY9–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION5–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ACC OR ON POSITION7–GROUND : ALWAYS APPROX. 12 VOLTS8–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ACC OR ON POSITION AND RADIO SW ON3–GROUND : CONTINUITY (UPPER LIMIT SW ON) UNLESS ANTENNA AT UP STOP2–GROUND : CONTINUITY (DOWN LIMIT SW ON) UNLESS ANTENNA AT DOWN STOP4–3 : CLOSED WITH IGNITION SW AT ACC OR ON POSITION AND RADIO SW ON AND PLAYER SW OFF UNTIL ANTENNA AT

UPPERMOST POSITION1–2 : CLOSED WITH IGNITION SW AT ACC OR ON POSITION AND RADIO SW OFF AND PLAYER SW OFF UNTIL ANTENNA AT

LOWERMOST POSITION1–2 : CLOSED WITH IGNITION SW OFF UNTIL ANTENNA AT LOWERMOST POSITION

: PARTS LOCATION


A41A 34 (L/B), 35 (C/P),

36 (CONVERTIBLE) R 5 33 S 8 33A41

B 34 (L/B), 35 (C/P),36 (CONVERTIBLE) R 7 33






22 (2WD)2E 23(ALL–TRAC/4WD

)ENGINE ROOM MAIN WIRE AND J/B NO. 2 (NEAR THE BATTERY)





II1 46 COWL WIRE AND CONSOLE BOX WIRE (INSTRUMENT PANEL CENTER)


: GROUND POINTS


BI50 (C/P)

UNDER THE LEFT CENTER PILLARBI52 (CONVERTIBLE)


BL 48 (L/B) BACK PANEL CENTER

: SPLICE POINTS


I10 46 CONSOLE BOX WIRE (2WD)

1 2

3 4 5 61

7

3

8 9

A41 R 5 R 7 S 8

1 X

7 X

SERVICE HINTS

208

RADIO AND PLAYER (w/ CD PLAYER)

II35 II32 II34 II23 II21 II26 II22

IF25 IF21 IF26 IF22IK12IK16

12

12 12

B B

C C

B B

C C

13 12 8 1 9 2

B

7 16 14 5 10 3 11 4

II15 II11 II12II16

II17II36

IK28 IK23 IC28 IC23

12 12 12 12

IF

B

L–Y

L–Y

L–Y

L–Y

L–B

G–B

G–B

G–B

GG

G

WW

W

RR

R

YY

Y

BB

BB

YRW

PP

PP

VV

VV

LL

LL

LGLG

LGLG

BR

BR

BR

BR

L

LG

P

V


JUNCTIONCONNECTOR

DOOR SPEAKERRH

REAR TWEETER(SPEAKER) RH

REAR TWEETER(SPEAKER) LH

2

2

1

1

2

2

1

1

REAR SPEAKERRH

RE

AR

SP

EA

KE

RLH

STEREO COMPONENT AMPLIFIER

FRONT SPEAKERRH

FRONT TWEETER(SPEAKER) LH

FRONT TWEETER(SPEAKER) RH

FRONT SPEAKERLH

B B2 WR– WR+ RR– RR+ RL– RL+

E E FR– FR+ FL– FL+

F13 F15 F14 F12

S 9

J 1

D17

R17

R14

,R

14,R

15

R18R19

B

C

AB

A

II14

L–Y

L–Y

I 1

I 1

I 9 : (USA)I 8 : (CANADA)


I 5

II31 II33

IC16 IC12

12

15 6

L–B

L–B

L–R

L–R

L–R

WL– WL+

DOOR SPEAKERLH

D16

L–B

IF49 IF48

A1A2

( CO

NV

ER

TIB

LE)

( EX

.C

ON

VE

RT

IBLE

)

A1A2

( CO

NV

ER

TIB

LE)

( EX

.C

ON

VE

RT

IBLE

)

R16 , R16A C

2E4

20ADOME

1H2

1D8

209

II13

3 9 12 11 14 6 5 4 13

7

3 9 12 11 14 6 5 4 13

7

S 8

R 5


II19II18

IF28 IF27

B–R

B–R

P–L

B–R

P–L

P–L

P–L

GR

GR

GR

ACC

+B ACC BEEP SGND RR FR FL MUTE RL

AMP+

AMP

RLMUTEFLFRRRSGNDBEEPACC+B

R L–R R W G B L BR Y

TO AUTO ANTENNA

STEREO COMPONENT AMPLIFIER

RADIO AND PLAYER (W/ CD PLAYER)

B

ANT

I13

I10

I10

1 10

1 10

GND

GND

W–B

W–B

P–L

P–L

(SHIELDED)

(SHIELDED)

1E1

15ACIG & RADIO

3C2

J/BNO. 3

210

RADIO AND PLAYER (w/ CD PLAYER)

S 8 (B), S 9 (A) STEREO COMPONENT AMPLIFIER(A) 7, (A)16–GROUND : ALWAYS APPROX. 12 VOLTS

(B) 7–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON OR ACC POSITION(A)12, (A)13–GROUND : ALWAYS CONTINUITY

: PARTS LOCATION


D16 34 (L/B), 35 (C/P), 36(CONVERTIBLE) J 1 33 R16 C 36 (CONVERTIBLE)

D17 34 (L/B), 35 (C/P), 36(CONVERTIBLE) R 5 33 R17 B 34 (L/B), 35 (C/P)

F12 33 R14 A 34 (L/B), 35 (C/P) R18 34 (L/B), 35 (C/P)

F13 33 R14 C 36 (CONVERTIBLE) R19 34 (L/B), 35 (C/P)

F14 34 (L/B), 35 (C/P), 36(CONVERTIBLE) R15 B 34 (L/B), 35 (C/P) S 8 B 33

F15 34 (L/B), 35 (C/P), 36(CONVERTIBLE) R16 A 34 (L/B), 35 (C/P) S 9 A 33



1D20 COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)


1H 20 ENGINE ROOM MAIN WIRE AND J/B NO.1 (LEFT KICK PANEL)

22 (2WD)2E 23





IC144 FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)

IC244 FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)

IF2 44FLOOR WIRE AND COWL WIRE (LEFT KICK PANEL)




II346 COWL WIRE AND CONSOLE BOX WIRE (RIGHT KICK PANEL OF ALL–TRAC/4WD)

II346 COWL WIRE AND CONSOLE BOX WIRE (RIGHT KICK PANEL OF 2WD)

IK146 FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)

IK246 FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)

: GROUND POINTS


IF 44 INSTRUMENT PANEL BRACE RH

: SPLICE POINTS


I 1 I 9 46 COWL WIRE

I 5 46 COWL WIRE I10 46 CONSOLE BOX WIRE (2WD)

I 8

46 COWL WIRE

I13 46 CONSOLE BOX WIRE

SERVICE HINTS

212

RADIO AND PLAYER (w/o CD PLAYER)

B

B2

1

2

1

2

1

2

1

2

1

2

1

IC2

3

IC2

8

IK2

3

IK2

8

IF2

8

IF2

7

A

A

A

A

A

C

A

A

A

A

A

A

B

B

B

B

B

B

B

B

IF

A


7

BR

GR

L–Y

L–Y

P–L

B–R

L–Y

GR

B–R

P–L

P

V

LG

L

B

Y

R

W W

R

Y

B B

Y

R

W

L

LG

L

LG

V

P

V

PP

V

LG

L

2

5

1

6

2

3

4

8

9

1

1

2 23

1

6 2

1 1

2

E

AMP

ANT

B

ACC

FL+

FL–

FR+

FR–

RL+

RL–

RR+

RR–

JUNCITONCONNECTOR

TOAUTO ANTENNACONTROL RELAYAND MOTOR

REAR SPEAKER LH

REAR SPEAKER RH

REAR TWEETER(SPEAKER) RH

REAR TWEETER(SPEAKER) LH

FRONT TWEETER(SPEAKER) RH

FRONT SPEAKERRH

FRONT SPEAKERLH

FRONT TWEETER(SPEAKER) LH

RADIO ANDPLAYER

R16 , R16 , R17

R14 , R14 , R15

R19

R18

F15

F13

F12

F14

R 6 , R 7

J 1

A B

BA

A B

I 1

L–Y

( *2)

( *1)

L–Y (* 2)

(* 1)

1* : EX. ST IN CANADA2* : ST IN CANADA

IF4

8

IF2

1

IF4

9

IF2

5

IF1

2

IF2

6

A1

C2

C1

C2

(EX. CONVERTIBLE)(CONVERTIBLE)


I 1

C

C

3C6

J/BNO. 3

2E4

20ADOME

1D8

1H2

1E

3

3C2

J/BNO. 3

1E1

15ARADIO & CIG

213

R 6(A), R 7(B) RADIO AND PLAYER(A) 4–GROUND : ALWAYS APPROX. 12 VOLTS(A) 3–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON OR ACC POSITION(A) 7–GROUND : ALWAYS CONTINUITY

: PARTS LOCATION


F12 33 R 6 A 33 R16 A 34 (L/B), 35 (C/P)

F13 33 R 7 B 33 R16 C 36 (CONVERTIBLE)

F14 34 (L/B), 35 (C/P), 36 (CONVERT.) R14 A 34 (L/B), 35 (C/P) R17 B 34 (L/B), 35 (C/P)

F15 34 (L/B), 35 (C/P), 36 (CONVERT.) R14 C 36 (CONVERTIBLE) R18 34 (L/B), 35 (C/P)

J 1 33 R15 B 34 (L/B), 35 (C/P) R19 34 (L/B), 35 (C/P)



1D20 COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)



22 (2WD)2E 23









: GROUND POINTS



: SPLICE POINTS


I 146 COWL WIRE

I 9 46 COWL WIRE

I 846 COWL WIRE

1

2

1 2 BB

B B B B1 2 3 4

5 6 7 8 9

1 2

3 X 6

1

2 1

2

1

2

F12, F13 F14, F15 J 1 A B

R14 , R16 R14 , R16 R18, R19

R 6 R 7

C CAA

(HINT : SEE PAGE 7)

(CONVERTIBLE)

1

2

R15 , R17B B(EX. CONVERTIBLE)

SERVICE HINTS

214

COMBINATION METER

IE111 IG220

BP116 BP111

IG114 IF114 IF112

EB12

B12 B9 B2 B11 B10 B6 B7

C1 A4 B1 B5 C(W/O ECT) B3 A10 A2

A A1

B

4

A3B1

B(4A–FE, A/T) 2A(5S–FE, A/T) 2

B3

A3

B2

A1

HIG

HB

EA

M

PW

R

TU

RN

LH

TU

RN

RH

BR

AK

E

O/D

OFF

FU

EL

CR

UIS

E

VO

LT

TAC

HO

FU

EL

GA

UG

EI 2

2

1 1

EB ID IE BL

IF1

13

BP115

C4

B2

A4IE11

FROM POWER SOURCE SYSTEM (SEE PAGE 66)F

RO

MH

EA

DLI

GH

T

FRO

MH

AZA

RD

SW

.TU

RN

SIG

MA

LS

W

FR

OM

EC

TP

ATT

ER

NS

ELE

CT

SW

( 5S

–FE

A/T

)

FRO

MIG

NIT

ION

SW

FRO

MS

TAR

TE

RR

ELA

Y

FR

OM

EN

GIN

EE

CU

( EX

.5S

–FE

A/T

) .E

NG

INE

AN

DE

CT

EC

U( 5

S–F

EA

/T)

FR

OM

CR

UIS

EC

ON

TRO

LE

CU

JUN

CT

ION

CO

NN

EC

TOR

JUN

CTI

ON

CO

NN

EC

TO

R( F

OR

EA

RTH

)

SP

EE

DS

EN

SO

R

JUNCTIONCONNECTOR

BRAKE FLUDLEVEL SW

NU

TR

AL

ST

AR

TS

WN

1,

N2

BA

C13 , C14 , C15A B CCOMBINATION METER

BULBCHECKRELAY

RETRACTCONTROL RELAY

JUNCTIONCONNECTOR

PARKINGBRAKE SW

B 2 P 1

J6

J 6

TO

O/D

MA

INS

W

TO

CR

UIS

EC

ON

TR

OL

EC

U

FU

EL

SE

ND

ER

F16

,F

19B

A

R10

I4

,

I1

IIAB A

IGN

ITE

R

(W/O CRUISE CONTROL)

R

R–G

R–G

BR

BR

BR

B

B

R–L

R–L

LG

G–B

G–B

G–Y

G–Y

BB

L–W

L–W

L–W

R–L

R–L

RR

W–B

R–G

W–B

W–

W–B

( W/C

RU

ISE

CO

NTR

OL)

BR

( W/O

CR

UIS

EC

ON

TR

OL)

BR

Y–R

GR

–L

Y–L

LG

AA

5

A

B A

B

B A

A

B

7

A

(A/T)B

(5S–FE, A/T)

(4A–FE, A/T)

J 3

(CANADA)

( CA

NA

DA

)

(CANADA)

( US

A)

W–B

( *1)

( 2W

D)

(USA)

(W/ CRUISECONTROL)

C

4 (2WD)

(*1)(2WD)

(*1)

Y–R Y–L

( C/P

)

( C/B

)

( C/B

)

( C/P

)

R

B

Y–R Y–L

(3S–GTE)(4A–FE)

(5S–FE)

Y–L

Y–R

BR

J2

P

NR

–G

BR

(* 1)

B

B–W 1E5

15AGAUGE

3B9

J/BNO. 3

1E4

1A4

3B6

J/BNO. 3

B

215

*1 : ALL–TRAC/4WD

1

I 6

I 4

WA

TE

RT

EM

P.

TUR

BO

ME

TE

R

OIL

CH

EC

KE

NG

INE

SE

AT

BE

LT

AB

S

ME

TER

ILLM

INA

TIO

N

CH

AR

GE

DO

OR

AIR

BA

G

C10 C9 C3 A7

C6 A6 A5 A3 B4 C5 A9 A1 C8 C4 A8

IG112 IG113 IG214 IG115 IF19 IG216

IG212

ES23

TO

CE

NT

ER

AIR

BA

GS

EN

SO

RA

SS

EM

BLY

TO

EN

GIN

EE

CU

TOIN

TE

GR

ATI

ON

RE

LAY

TOA

BS

EC

U.A

BS

RE

LAY

TOR

HE

OS

TA

T

TOA

LTE

RN

ATO

R

TO

INT

EG

RA

TIO

NR

ELA

Y,

DO

OR

CO

UR

TE

SY

SW

BA

CK

DO

OR

CO

UR

TE

SY

SW

TOC

HE

CK

CO

NN

EC

TO

R

A

1

B

1

3 4

2 1

EC

G–O

G–O

G

B–O L–

Y

G–R

L–Y

L–Y

BR

BR

BRR

–WY

W–G

GR

V

R–W

P

BR

Y–G

Y–B

Y–B

2

C

1

C

L–G R


( US

A)

SHORT CONNECTOR(FOR DAYTIMERUNNING LIGHT SYSTEM)

PANEL RELAY(FOR DAYTIMERUNNING LIGHT SYSTEM)

G–O

(CANADA)

TORETRACT CONTROLRELAY(CANADA)

COMBINATION METER

JUN

CTI

ON

CO

NN

EC

TO

R

OIL

PR

ES

SU

RE

SW

WA

TE

RT

EM

P.

SE

NS

OR

TURBO CHARGINGPRESSURE SENSOR

R–WYGL–

R

BR

Y–G

Y–B

O2

W3

T 3

J1

C13 , C14 , C15A B C

S15 , S16A B

P 9

PIM

G

(CANADA)

Y–B

( *1)

( 2W

D)

G

BR

1H2

1E3

1E2

15A

TAIL

1D5

7.5A

IGN

2E4 1C1

20A

DO

ME

15A

EC

U–B

3B10

J/B

NO

.3

3B16

J/BNO. 3

216

COMBINATION METER

B 2 BRAKE FLUID LEVEL SW1–2 : CLOSED WITH FLOAT DOWN

C13(A), C14(B), C15(C) COMBINATION METER(A) 7, (C) 3–GROUND : ALWAYS APPROX. 12 VOLTS(B) 7, (C) 9–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION(A) 5, (B) 1, (B) 5–GROUND : ALWAYS CONTINUITY

F16, F19 FUEL SENDER

3–4 : APPROX. 3 WITH FUEL FULLAPPROX. 110.0 WITH FUEL EMPTY

O 2 OIL PRESSURE SW

1–GROUND : CLOSED WITH OIL PRESSURE BELOW 0.2 KG/CM2 (2.84 SPI, 19.61 KPA)

P 1 PARKING BRAKE SW

1–GROUND : CLOSED WITH PARKING BRAKE LEVER PULLED UP

W 3 WATER TEMP. SENDER

1–GROUND : APPROX. 226 AT 50°C (122°F)APPROX. 26.4 AT 115°C (239°F)

: PARTS LOCATION


B 228 (3S–GTE), 30 (5S–FE) I 4 C 30 (5S–FE) P 1 33

B 231 (4S–FE) J 1 33 P 9 31

C13 A 32 J 2 33 R 0 31

C14 B 32 J 3 33 S15 A 31

C15 C 32 J 6 33 S16 B 31

F16 B 34 (L/B), 35 (C/P) N 1 B 30 (5S–FE), 31 (4A–FE) T 3 27 (3S–GTE)

F19 A 34 (L/B) N 2 A 30 (5S–FE)W 3

27 (3S–GTE), 28 (5S–FE)

I 1 B 31 (4A–FE)O 2

29 (3S–GTE), 30 (5S–FE)W 3

29 (4A–FE)

I 4 A 29 (3S–GTE)O 2

31 (4A–FE)



1A

1C20 COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)


1E


22 (2WD)2E 21





38 (3S–GTE)


42 (4A–FE)








SERVICE HINTS

217

: GROUND POINTS


38 (3S–GTE)


42 (4A–FE)

FRONT LEFT FENDER

38 (3S–GTE)

EC 40 (5S–FE) INTAKE MANIFOLDEC

42 (4A–FE)

INTAKE MANIFOLD



48 (L/B)


52 (CONVERTIBLE)

BACK PANEL CENTER

: SPLICE POINTS


I 246 COWL WIRE

I 6 46 COWL WIRE

I 446 COWL WIRE

218

RADIATOR FAN AND AIR CONDITIONER (AUTOMATIC AIR CONDITIONER)

1E5

5

2

5

5

5

4

5

3

5

3

5

2

2C1 2A4

5

2

2E8 5

1

5

5

5

1

2D5 2D2 5

3

5

5

5

1

IJ13IJ14IG14

M

1

2

E13

E 2

E 2

E 3

M

1

2

2

3

1

2

A

IH13 IH15 IH14

I12

EB EA

30ARDI FAN

15AGAUGE

A1

B1

4 3 1 2

17 11

5 9 14

W–R

R–L

R–LB–O

W–B

B–WL–Y

B–W

R–L

L–R

B–O

B–O

LG–B

B–R

W–B B

B–W

B–W

B–W

B–W

B–W B–Y

G–Y

G–Y

B–Y

W–R

W–L

Y–B

W–R

W–R

W–L

Y–B

B–W

W–B

W–B

W–B

W–B

L–B

L–B

LG–B

B–R

W–B


A/C MAGNETICCLUTCH RELAY

A/C MAGNETICCLUTCH ANDCOMPRESSORSENSOR

WATER TEMP. SW(FOR FAN CONTROL)

CH

EC

KC

ON

NE

CT

OR

( FO

RFA

NC

HE

CK

)A

/CH

IGH

PR

ES

SU

RE

SW

[A/C

PR

ES

SU

RE

SW

]

A/C

CO

ND

EN

SE

RF

AN

RE

LAY

NO

.3

A/C

CO

ND

EN

SE

RF

AN

RE

LAY

NO

.2

RA

DIA

TO

RF

AN

RE

LAY

NO

.1

RA

DIA

TOR

FAN

MO

TOR

B

A 4

W 4

C2

,C

3A

5

R1

A/C

CO

ND

EN

SE

RF

AN

MO

TO

R

A2

W–B

3 2

4 1

A/C AMPLIFIERA17

1H

1

E 5

R–L

3

2L–B

LG–B

SH

OR

TP

IN( W

/OA

/C)

A5

( EX

.5S

–FE

M/T

)( A

/T)

FROM ENGINE AND ECT ECU(A/T)OR ENGINE ECU(M/T)

IG21

L–Y

( 3S

–GT

E)

( 5S

–FE

)IH11

2L–

YL–

Y

( 3S

–GT

E,

5S–F

E)

2C6

2D1

1H7

7. 5AIGN

2A2

30ACDS FAN

2A5

2C5

219

IJ11

EA13

I11

I11

I11

IQ34 IQ31

EB21

EB22

1

3

IJ111 IJ16 IJ15

A A A A

A

4

2

4

1

1

M

6 2 3 41

WA

RM

CO

OL

IH16 IJ112 IJ17 IJ19

10AA/C

19 15 20 4 17

18 15 3 1 1 3

4

13 16 2 4

V–G

R–B

V–R

R–L

B–R

O

L

R–L

B

W–B

R–B

V–G

W–B

W–R

Y–G

W–R

R–L

B

R–L

Y

YY

Y–R

Y–R

B

R–Y

V–G

W–BB

B

W–B

G–R

YY

G–R Y

YY

Y

G–R

LB

P–Y

L

P–Y

Y

O B–R L Y

P–Y

V–R

V–R

V–

RV

–R

R–L

Y–R

R–L

V–R

A/C

WA

TE

RT

EM

P.

SE

NS

OR

AIR

MIX

CO

NT

RO

LS

ER

VO

MO

TO

R

A/C

TH

ER

MIS

TO

R

A/C

DU

AL

PR

ES

SU

RE

SW

[A/C

PR

ES

SU

RE

SW

]

FROMIGNITER

A/C AMPLIFIERA17

A5

A27

A26

A29

8

L–Y

L–Y

, A33A32

A

B AUTO A/C AMPLIFIER

TPS5SGTWTE

E10

:U

SA

I8

:C

AN

AD

A

IJ116

W–B



10

LG–B

( EX

.4W

D)

L–Y

3A4

J/BNO. 3

220


IQ21 IQ22

IQ33 IQ26 IQ23 IQ27 IQ28

EA15

I 4

I 8 I 8

I 3

I 3

I11

1

2

2

1

1

2

A B B B C C C C C A A

EA14

A A A A B A B B B B

6 1

3 4 9 7

I11

B

R–L

L

Y

O

B–R

R–L

V–R

R–B

V–G V–G

R–B

V–R

R–L

G–W

R

L–W

B–W

W–B

R–L

L–W

Y Y

W

R–

L

G–Y Y W L–W

V–W

L–W

B–W

L–W

G–

W

R

B–RO

Y

Y

WL

G–Y W

W–R

Y–B

V–W

Y–B

Y–

B

W–R

L–W

L–B

Y–G

W–B

W–B

R–L

R–L

G

B

R–L

1

18 16 5 6 8 23 14 13 15 6

1 2 3 7 1 4 5 2 9 10

3OFF AUTO LO M HI

WA

RM

CO

OL

FACE BI–LEVEL

A/C SYSTEMAMPLIFIER

A/C

AM

BIE

NT

TE

MP

.S

EN

SO

R

A/C

RO

OM

TE

MP

.S

EN

SO

R

A/C

SO

LAR

SE

NS

OR

A25

A1A

23

A24

W–B W–B

A, A33A32 B AUTO A/C AMPLIFIER

FR

OM

TA

ILF

US

E

A

BA18 C A, A19 , A20 A/C CONTROL ASSEMBLY

TEMP TS TR TAM BAUTO BSW MC MH GND IG

L–W

221

B

A A A A A A A A C A

B

I 4

IQ24 IQ210 IQ252 3 1

11 12 13 14 15 16 7 8 3 2

FOOT FOOT/DEF DEF A/C RECIRC/FRESH

MF

RRE

CIR

C/F

RE

SH

W–B

W–B

W–L

L–B

V–

R

R–B

V–G

R–Y

B–Y

L–O

L–O

L–O

W–B

W–B

L–O

L–B

W–L

B

R–L

R–L

W–B

B–W

L–W

R

G–W

R–L

V–R

R–B

V–G

W–B

R–Y

W–B

R–L

G–W

R

L–W

B–W

L–O

B–Y

W–B

R–L

R–L

R–L

B

R–L

W–B

W–B

9

RECIRC/FRESHCONTROL SERVO MOTOR

R 4


A18 C A, A19 , A20 A/C CONTROL ASSEMBLY

FOOT

I11

A21

GNDW

–B

I 4

I 4

A3 A10

FACE B/L

IQ211 IQ212

G–W LG

G–W R

222


M

1 3 24 7 5 6

IJ2

1

IJ2

3

4A

4

A

ID

DEF

FOOT/DEF

FOOT

BI–LEVEL

FACE

L–O

W–B

R–L

R–L

B–Y

B–W

L–W

R

G–W

R–L

R–Y

W–B

W–B

R–L

B B

R–L

R–L

R–L

B–W

L–W

B–W

B–W

L–W

B–W

W–B

W–B

W–B

W–B

W–B

W–B

R–L

R–YRL–O

B–Y

G–W

W–B

B–W

B–W

A

B

B

B


JUNCTIONCONNECTOR

AIR

VE

NT

MO

DE

CO

NTR

OL

SE

RV

OM

OT

OR

J 5

J 6

A30


I 3

I 3

1E4

1A4

3A3

J/BNO. 3

223

4

2

4

1

4

4

4

2

4

3

4

5

IQ36 IQ37 IQ35 IQ29

IJ24

I12

I12

I12

I12 I12

I11

M

4 1

2 3

B1 B7 A10 A11A12A1

IQ32IJ110IJ114IJ115

IJ113

4A

4

A

IG

40AHEATER

HE

AT

ER

RE

LAY

4 3 1 1 3 2

B

R–L

R–L

R–L

B–W

B–W

W–B

B–W

W–B

R–L

R–L

R–L

R–L

R–W

B

B–W

W–B

L–W

W–L

R–W

R–W

BR

–Y

L–G

B–W R–L B G

R

L

GR

R–L L

R–WPLGB–W

B–W

B–W LG

W–B

B–W

B–W

L–W

W–B

B–W LG W–B

W–B

W–B

BB

B

W–B

L–W

R–L

BR

–Y

R–L

B–W


A/C POWERTRANSISTOR

BLOWERRESISTOR

EX

TR

AH

IGH

SP

EE

DR

ELA

Y

JUNCTIONCONNECTOR

BLOWERMOTOR

JUNCTIONCONNECTOR

A

A

A

A

A

A A

J 4

J 5

B 6 A22

B 4

E9


VM BLW HR +B ACC HR

A

1

2

1

L–W 3A7

J/BNO. 3

1E1

15ACIG &RADIO

224


1. COOLING FAN OPERATIONWHEN THE IGNITION SW IS TURNED ON, THE CURRENT FROM IGN FUSE FLOWS TO TERMINAL 1 OF RADIATOR FAN RELAY NO. 1 →TERMINAL 2 → TERMINAL 3 OF THE A/C PRESSURE SW → TERMINAL 2 → TERMINAL 2 OF WATER TEMP. SW (FOR FANS CONTROL)→ TERMINAL 1 → GROUND, FROM TERMINAL 1 OF A/C FAN RELAY NO. 2 → TERMINAL 2 → TERMINAL 3 OF A/C PRESSURE SW →TERMINAL 2 → TERMINAL 2 OF WATER TEMP. SW (FOR FANS CONTROL) → TERMINAL 1 → GROUND, CAUSING RELAY NO. 1 ANDRELAY NO. 2 OF EACH FAN TO TURN ON.

* OPERATION AT LOW SPEED

WHEN THE A/C SW (A/C CONTROL ASSEMBLY) IS TURNED ON AND THE AIR CONDITIONER OPERATES, THE CURRENT FLOWSFROM GAUGE FUSE FLOWS TO TERMINAL 1 OF A/C MAGNETIC CLUTCH RELAY → TERMINAL 2 → TERMINAL 8 OF A/C AMPLIFIERCAUSING A/C MAGNETIC CLUTCH RELAY TO TURN ON.

AT THAT TIME, THE CURRENT FROM GAUGE FUSE FLOWS TO TERMINAL 5 OF A/C MAGNETIC CLUTCH RELAY → TERMINAL 3 →TERMINAL 4 OF A/C MAGNETIC CLUTCH → GROUND, AND FROM TERMINAL 3 OF A/C MAGNETIC CLUTCH RELAY → TERMINAL 1 OFA/C FAN RELAY NO. 3 → TERMINAL 2 → GROUND.

AS A RESULT, A/C MAGNETIC CLUTCH AND A/C FAN RELAY NO. 3 TURNS ON AND THE CURRENT FLOWS FROM CDS FAN FUSE →TERMINAL 2 OF A/C CONDENSER FAN MOTOR → TERMINAL 1 → TERMINAL 5 OF A/C FAN RELAY NO. 3 → TERMINAL 3 → TERMINAL3 OF A/C FAN RELAY NO. 2 → TERMINAL 5 → TERMINAL 2 OF RADIATOR FAN MOTOR → TERMINAL 1 → GROUND, FLOWING TOEACH FAN MOTOR IN SERIES, CAUSING THE COOLING FAN TO ROTATE AT LOW SPEED.

* OPERATION AT HIGH SPEED

DURING A/C OPERATION, WHEN THE PRESSURE OF A/C COMPRESSOR BECOMES HIGHER THAN NORMAL PRESSURE (MORETHAN 14.3 KG/CM2 1401 KPA, 203 PSI), THE A/C PRESSURE SW TURNS OFF.

AS A RESULT, FAN RELAY NO. 1 AND NO. 2 TURNS OFF AND THE CURRENT FLOWS FROM RDI FAN FUSE → TERMINAL 4 OFRADIATOR FAN RELAY NO. 1 → TERMINAL 3 → TERMINAL 2 OF RADIATOR FAN MOTOR → TERMINAL 1 → GROUND, AND FROM CDSFAN FUSE → TERMINAL 2 OF A/C CONDENSER FAN MOTOR → TERMINAL 1 → TERMINAL 5 OF A/C FAN RELAY NO. 3 → TERMINAL 3→ TERMINAL 1 OF A/C FAN RELAY NO. 2 → TERMINAL 3 → GROUND, FLOWING TO EACH FAN MOTOR IN PARALLEL CAUSING THECOOLING FAN TO ROTATE AT HIGH SPEED. WHEN THE ENGINE COOLANT TEMPERATURE BECOMES MORE THAN ABOUT 90°(194°F), THE WATER TEMP. SW TURNS OFF AND THE SAME OPERATION AS ABOVE IS PERFORMED.

2. HEATER BLOWER MOTOR OPERATION (DIAL TYPE BLOWER CONTROL SW (W/ AUTO A/C)CURRENT IS APPLIED AT ALL TIMES THROUGH THE HEATER FUSE TO TERMINAL 5 OF HEATER RELAY. WHEN THE IGNITION SW ISTURNED ON, CURRENT FLOWS THROUGH GAUGE FUSE TO TERMINAL 3 OF HEATER RELAY → TERMINAL 1 → TERMINAL HR OFAUTO A/C AMPLIFIER. AT THE SAME TIME, CURRENT ALSO FLOWS FROM GAUGE FUSE TO TERMINAL IG OF AUTO A/C AMPLIFIER,AND TERMINAL (A) 1 OF A/C CONTROL ASSEMBLY.

* LOW SPEED OPERATION (OPERATION AT MANUAL)

CURRENT TO TERMINAL 3 OF HEATER RELAY FLOWING TO TERMINAL 1 OF HEATER RELAY → TERMINAL HR → TERMINAL BSW →TERMINAL (C) 2 OF A/C CONTROL ASSEMBLY → TERMINAL (C) 3 → GROUND AND TURNS THE HEATER RELAY ON. THIS CAUSESTHE CURRENT TO TERMINAL 5 OF THE HEATER RELAY TO FLOW TO TERMINAL 4 → TERMINAL 2 OF BLOWER MOTOR → MOTOR →TERMINAL 1 → TERMINAL 1 OF BLOWER RESISTOR → TERMINAL 4 → GROUND, CAUSING THE BLOWER MOTOR TO ROTATE ATLOW SPEED.

* HIGH SPEED OPERATION (OPERATION AT MANUAL)

CURRENT TO TERMINAL 3 OF HEATER RELAY FLOWS TO TERMINAL 1 → TERMINAL HR OF THE AUTO A/C AMPLIFIER → TERMINALBSW → TERMINAL (C) 2 OF A/C CONTROL ASSEMBLY → TERMINAL (C) 3 → GROUND, TURNING THE HEATER RELAY ON.

AT THE SAME TIME, CURRENT FLOW TO TERMINAL 5 OF HEATER RELAY → TERMINAL 4 → TERMINAL 2 OF BLOWER MOTOR →TERMINAL 1 → TERMINAL (C) 5 OF A/C CONTROL ASSEMBLY → TERMINAL (C) 3 → GROUND, CAUSING THE BLOWER MOTOR TOROTATE AT HIGH SPEED.

* MEDIUM SPEED OPERATION (OPERATION AT MANUAL M1, M2)

THE CURRENT TO TERMINAL 3 OF HEATER RELAY → TERMINAL 1 → TERMINAL HR OF THE A/C AMPLIFIER → TERMINAL BSW →TERMINAL (C) 2 OF A/C CONTROL ASSEMBLY → TERMINAL (C) 3 → GROUND, AND TURNS THE HEATER RELAY ON.

AS A RESULT, THE CURRENT TO TERMINAL 5 OF HEATER RELAY → TERMINAL 4 → TERMINAL 2 OF BLOWER MOTOR → TERMINAL1 → TERMINAL 1 OF BLOWER RESISTOR → TERMINAL 3 → TERMINAL (C) 4 OF A/C CONTROL ASSEMBLY → TERMINAL (C) 3 →GROUND, AND CAUSES THE BLOWER MOTOR TO ROTATE AT MEDIUM SPEED.

SYSTEM OUTLINE

225

∗ AUTO FUNCTION

WHEN THE AUTO SW (A/C CONTROL ASSEMBLY) IS TURNED ON, SIGNALS ARE INPUT TO TERMINAL BSW AND TERMINAL BAUTOOF AUTO A/C AMPLIFIER CONTROLLING THE CURRENT FLOW FROM TERMINAL BLW OF THE AUTO A/C AMPLIFIER TO TERMINAL 3OF POWER TRANSISTOR → TERMINAL 2 → GROUND, THE AUTO A/C AMPLIFIER CONTROLS THE BLOWER MOTOR STEPLESSLY.

3. OPERATION OF RECIRC/FRESH CONTROL SERVO MOTOR(SWITCHING FROM FRESH TO RECIRC)

WITH IGNITION SW TURNED ON, THE CURRENT FLOWS FROM GAUGE FUSE TO TERMINAL 1 OF AIR INLET CONTROL SERVOMOTOR. WHEN THE RECIRC/FRESH SW IS SWITCHED TO THE RECIRC SIDE, TO CURRENT FLOWS FROM TERMINAL 1 OF AIR INLETCONTROL SERVO MOTOR → TERMINAL 2 → TERMINAL (A) 7 OF A/C CONTROL ASSEMBLY → TERMINAL (A) 2 → GROUND. THEMOTOR ROTATES AND THE DAMPER MOVES TO THE RECIRC SIDE.

WHEN IT IS IN THE RECIRC POSITION, THE CURRENT IS CUT INSIDE THE SERVO MOTOR AND THE DAMPER STOPS AT THATPOSITION.

(SWITCHING FROM RECIRC TO FRESH)

WITH IGNITION SW ON, WHEN THE RECIRC/FRESH SW IS SWITCHED TO THE FRESH SIDE, THE CURRENT FLOWS FROM TERMINAL1 OF AIR INLET CONTROL SERVO MOTOR → TERMINAL 3 → TERMINAL (A) 8 OF A/C CONTROL ASSEMBLY → TERMINAL (A) 2 →GROUND, THE MOTOR ROTATES AND THE DAMPER MOVES TO THE FRESH SIDE. WHEN IT IS IN THE FRESH POSITION, THECURRENT IS CUT INSIDE THE SERVO MOTOR AND THE DAMPER STOPS AT THAT POSITION.

4. OPERATION OF AIR VENT MODE CONTROL SERVO MOTORWITH IGNITION SW TURNED ON, THE CURRENT FLOWS FROM GAUGE FUSE TO TERMINAL 5 OF AIR VENT MODE CONTROL SERVOMOTOR → TERMINAL 6 → GROUND, AND THE DAMPER MOVES TO THE POSITION OF THE MODE SELECTION SW OF THE CONTROLASSEMBLY SWITCH IS ON.

WHEN THE MODE SELECTION SW OF A/C CONTROL ASSEMBLY IS MOVED TO DEF POSITION FROM THE DAMPER IN THE FACEPOSITION, THE CURRENT FLOWS FROM TERMINAL 7 OF AIR VENT MODE CONTROL SERVO MOTOR TO TERMINAL (A) 13 OF A/CCONTROL ASSEMBLY → TERMINAL (A) 2 → GROUND.

AS A RESULT, THE SERVO MOTOR OPERATES UNTIL THE DAMPER REACHES DEF POSITION.

WHEN THIS OCCURS THE CURRENT TO THE A/C CONTROL ASSEMBLY IS SHUT OFF AND ROTATION OF THE MOTOR STOPS.SWITCHING TO OTHER MODES IS CONTROLLED BY THE SERVO MOTOR ACCORDING THE FLOWING CURRENT:

1. FOOT/DEF POSITION: THE CURRENT FLOWS FROM TERMINAL 4 OF SERVO MOTOR TO TERMINAL (A) 12 OF A/C CONTROLASSEMBLY.

2. FOOT POSITION: THE CURRENT FLOWS FROM TERMINAL 3 OF SERVO MOTOR TO TERMINAL (A) 11 OF A/C CONTROLASSEMBLY.

3. BI–LEVEL POSITION: THE CURRENT FLOWS FROM TERMINAL 2 OF SERVO MOTOR TO TERMINAL (A) 10 OF A/C CONTROLASSEMBLY.

5. OPERATION OF AIR MIX CONTROL SERVO MOTORWHEN THE TEMPERATURE CONTROL VOLUME IS TURNED TO THE COOL SIDE, A SIGNAL IS INPUT TO TERMINAL TEST OF AUTOA/C AMPLIFIER FROM TERMINAL (B) 1 OF A/C CONTROL ASSEMBLY.

AS A RESULT, A SIGNAL IS OUTPUT FROM TERMINAL AMH OF AUTO A/C AMPLIFIER TO TERMINAL 3 OF A/C SYSTEM AMPLIFIERAND THE CURRENT FLOWING TO TERMINAL 7 OF A/C SYSTEM AMPLIFIER FROM THE GAUGE FUSE FLOWS FROM TERMINAL 1 OFA/C SYSTEM AMPLIFIER → TERMINAL 2 OF AIR MIX CONTROL SERVO MOTOR → TERMINAL 6 → IF /AC SYSTEM AMPLIFIER →TERMINAL 9 → GROUND. CAUSING THE AIR MIX CONTROL SERVO MOTOR TO ROTATE.

AT THIS TIME IS INPUT THE DAMPER OPENING ANGLE FROM TERMINAL 4 OF SERVO MOTOR TO TERMINAL TP OF AUTO A/CAMPLIFIER THIS IS USED TO DETERMINE THE DAMPER STOP POSITION AND MAINTAIN THE SET TEMPERATURE.

WHEN THE TEMPERATURE CONTROL VOLUME IS TURNED TO THE WARM SIDE, IN A/C SYSTEM AMPLIFIER THE CURRENT FLOWSFROM SERVO MOTOR → TERMINAL 6 OF A/C SYSTEM AMPLIFIER → TERMINAL 6 OF AIR MIX CONTROL SERVO MOTOR → MOTOR→ TERMINAL 2 → TERMINAL 1 OF A/C SYSTEM AMPLIFIER → TERMINAL 9 → GROUND, ROTATING THE MOTOR IN REVERSE ANDSWITCHING THE DAMPER FROM COOL TO WARM SIDE.

226


6. AIR CONDITIONER OPERATIONTHE A/C AMPLIFIER RECEIVES VARIOUS SIGNALS, THE ENGINE RPM SIGNAL FROM THE IGNITER, OUTLET TEMPERATURE SIGNALFROM THE A/C THERMISTER, COOLANT TEMPERATURE FROM THE WATER TEMP. SENSOR, AND THE LOCK SIGNAL FROM THE A/CCOMPRESSOR, ETC.

WHEN THE ENGINE IS STARTED AND THE A/C SW (A/C CONTROL ASSEMBLY) IS TURNED ON, THE CURRENT FLOWS FROM A/CFUSE TO TERMINAL 3 OF A/C AMPLIFIER.

AS A RESULT, THE CURRENT FLOWING FROM TERMINAL 2 OF A/C MAGNETIC CLUTCH RELAY TO TERMINAL 8 OF A/C AMPLIFIERFLOWS FROM TERMINAL 15 OF A/C AMPLIFIER TO GROUND AND TURNS IN THE MAGNETIC CLUTCH RELAY.

BECAUSE THE MAGNETIC CLUTCH IS ON, THE A/C COMPRESSOR OPERATES, CAUSING THE CURRENT FLOWING FROM A/CIDLE–UP VSV TO TERMINAL 6 OF A/C AMPLIFIER TO FLOW TO TERMINAL 15 OF A/C AMPLIFIER → GROUND, AND TURNS ON THEVSV TO AVOID LOWERING THE ENGINE RPM DURING AIR CONDITIONER OPERATION.

WHEN ANY OF THE FOLLOWING SIGNALS ARE INPUT TO THE A/C AMPLIFIER, THE AMPLIFIER OPERATES TO TURN OFF THE AIRCONDITIONER:

∗ ENGINE HIGH RPM SIGNAL

∗ COOLANT TEMP. SIGNAL IS HIGH.

∗ A SIGNAL THAT THE TEMPERATURE AT THE AIR OUTLET IS LOW.

∗ A SIGNAL THAT THERE IS A LARGE DIFFERENCE BETWEEN ENGINE RPM AND COMPRESSOR RPM

∗ A SIGNAL THAT THE REFRIGERANT PRESSURE IS ABNORMALLY HIGH OR LOW.

A 4 A/C MAGNETIC CLUTCH4–GROUND : APPROX. 3.7

A 5 A/C PRESSURE SW3–2 : OPEN ABOVE APPROX. 13.5 KG/CM2 192 PSI, 1323 KPA)

CLOSED BELOW APPROX. 10 KG/CM2 142 PSI, 980 KPA)1–4 : OPEN WITH PRESSURE LESS THAN 2.1 KG/CM2 (30 PSI, 206 KPA ) OR ABOVE 27 KG/CM2 (384 PSI, 2648 KPA)

A17 A/C AMPLIFIER 8–15 : CONTINUITY WITH A/C SW (A/C CONTROL ASSEMBLY) ON AND IGNITION SW ON POSITION14–15 : ALWAYS CONTINUITY14–GROUND: ALWAYS CONTINUITY15–GROUND: ALWAYS CONTINUITY13–GROUND: APPROX. 12 VOLTS WITH IGNITION SW ON

A23 A/C ROOM TEMP. SENSOR1–2 : APPROX. 1.7 KΩ AT 25°C (77°F)

A26 A/C THERMISTOR 1–2, 3–4 : APPROX. 4852 Ω AT 0°C (59°F)

APPROX. 2341 Ω AT 15°C (59°F)APPROX. 1500 Ω AT 25°C (77°F)

A29 AIR MIX CONTROL SERVO MOTOR2–GROUND : APPROX. 12 VOLTS WITH TEMPERATURE CONTROL VOLUME AT WARM TO COOL POSITION6–GROUND : APPROX. 12 VOLTS WITH TEMPERATURE CONTROL VOLUME AT COOL TO WARM POSITION1–3 : ALWAYS APPROX. 6 KΩ

A32(B), A34(A) AUTO A/C AMPLIFIERB–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ACC OR ON POSITIONIG–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITIONHR–GROUND : CONTINUITY WITH BLOWER SW (A/C CONTROL ASSEMBLY) ON OR AUTO SW (A/C CONTROL ASSEMBLY) ONS5–GROUND : APPROX. 5 VOLTS WITH IGNITION SW ONSG–GROUND : ALWAYS CONTINUITYREC–GROUND : APPROX. 12 VOLTS WITH A/C CONTROL ASSEMBLY AT RECIRC POSITIONFRS–GROUND : APPROX. 12 VOLTS WITH A/C CONTROL ASSEMBLY AT FRESH POSITIONGND–GROUND: ALWAYS CONTINUITY

B 5 BLOWER RESISTOR1–3 : APPROX. 0.84 Ω 3–4 : APPROX. 1.48 Ω

W 4 WATER TEMP. SW (FOR FANS CONTROL)1–2 : OPEN ABOVE APPROX. 90°C (194°F)

CLOSED BELOW APPROX. 83°C (181.4°F)

SYSTEM OUTLINE

SERVICE HINTS

227

: PARTS LOCATION


A 1 28 (3S–GTE), 30 (5S–FE) A24 32 C 2 A 28 (3S–GTE), 30 (5S–FE)

A 2 28 (3S–GTE), 30 (5S–FE) A25 32 C 3 B 28 (3S–GTE), 30 (5S–FE)

A 4 28 (3S–GTE), 30 (5S–FE) A26 32 E 9 33

A 5 28 (3S–GTE), 30 (5S–FE) A27 32 J 4 33

A17 32 A29 32 J 5 33

A18 C 32 A30 32 J 6 33

A19 A 32 A32 B 32 R 1 28 (3S–GTE), 30 (5S–FE)

A20 B 32 A33 A 32 R 4 33

A22 32 B 4 32 W 4 28 (3S–GTE), 30 (5S–FE)

A23 32 B 6 32

: RELAY BLOCKS
















EA138 (3S–GTE)

COWL WIRE AND ENGINE ROOM MAIN WIRE (FRONT SIDE OF RIGHT FRONT FENDER)EA140 (5S–FE)


EB238 (3S–GTE)

ENGINE WIRE AND COWL WIRE (REAR SIDE OF RIGHT FRONT FENDER)EB240 (5S–FE)





IJ146 COWL WIRE AND A/C NO 1 WIRE (BEHIND THE GLOVE BOX)

IJ246 COWL WIRE AND A/C NO. 1 WIRE (BEHIND THE GLOVE BOX)

IQ246 COWL WIRE AND A/C NO 2 WIRE (BESIDE HEATER UNIT)

IQ346 COWL WIRE AND A/C NO. 2 WIRE (BESIDE HEATER UNIT)

: GROUND POINTS


EA 40 (5S–FE) FRONT RIGHT FENDER




: SPLICE POINTS


E 238 (3S–GTE) E13 40 ENGINE ROOM MAIN WIRE

E 240 (5S–FE) I 3

E 338 (3S–GTE)

ENGINE ROOM MAIN WIREI 4

46 COWL WIREE 340 (5S–FE)

ENGINE ROOM MAIN WIREI 8

46 COWL WIRE

E 538 (3S–GTE) I 9

E 540 (5S–FE) I11 46 A/C NO. 2 WIRE

E1038 (3S–GTE)

ENGINE WIREI12 46 A/C NO. 1 WIRE

E1040 (5S–FE)

ENGINE WIRE

228


229

(AUTOMATIC AIR CONDITIONER, FOR PUSH TYPE OF BLOWER CONTROL SW)

230

RADIATOR FAN AND AIR CONDITIONER (MANUAL AIR CONDITIONER)

5 5 5 5 5 5

2C1 2A4

5

2E8 5 5 5

5552D22D5

3 2

5 1

3 2

5 1

3 5

1 3

4

E13

E 2

E 3

E10E 2

M

1

2

2

3

1

2

1

1

2

EB22

IJ11 IJ117 IJ111

EA13

EAEB

M

1

2

B

B

BA

8 6 13

41

1

1

30ARDI FAN

(EX. 4A–FE)(4A–FE)

2

1

14 16

RA

DIA

TOR

FAN

RE

LAY

NO

.1

A/C

CO

ND

EN

SE

RFA

NR

ELA

YN

O.2

A/C

CO

ND

EN

SE

RF

AN

MO

TO

R A/C MAGNETICCLUTCH RELAY

CHECK CONNECTOR(FOR FAN CHECK)

A/C

HIG

HP

RE

SS

UR

ES

W[A

/CP

RE

SS

UR

ES

W]

( W/

A/C

)W

AT

ER

TEM

P.

SW

( FO

RF

AN

SC

ON

TRO

L)

WA

TER

TE

MP

.S

W( F

OR

FAN

SC

ON

TRO

L)

A/C AMPLIFIER

A/C

CO

ND

EN

SE

RFA

NR

ELA

YN

O.3

A/C

IDLE

–UP

VS

V

RA

DIA

TOR

FAN

MO

TOR

FROM POWER SOURCE SYSTEM (SEE PAGE 66

B–O

R–L

Y–R

W–B

L–B

R–L

R–L

L–R

B–

B–O

LG–B

B–R

LG–B

B–R

W–B B

B–W

B–W

L–Y

L–Y

Y–L

Y–R

L–Y

Y–L

Y–R

B–W

B–W

B–W

W–B

W–B

L–B

W–B

W–B

L–B

L–B

A/C

MA

GN

ETI

CC

LUTC

HA

ND

CO

MP

RE

SS

OR

SE

NS

OR

W–B A17

R1

C 2 , C 3

W4

W4

A5

A3

A A

A4

Y–G

W–R

A26

A/C

THE

RM

ISTO

R

4 1

2 2 A2

(4A–FE)

(EX. 4A–FE)

I12

W–R

W–R

B–W

A A3 1

A2 (EX. 4A–FE)

IH13 IH15

5 9

Y–B

W–L

Y–B

W–L

Y–R

Y–R

IH1

4W–R

E 5

SH

OR

TP

IN( W

/OA

/C)

A5

3

2

LG–B

L–B

BA

( EX

.4A

–FE

,5S

–FE

M/T

)

( 3S

–GT

E,

4A–F

E)

( EX

.4A

–FE

)

IG14

FRO

ME

NG

INE

AN

DE

CT

EC

UB

–W

B–W

B–W

( 3S

–GT

E) (4A–FE)

( 4A

–FE

)

2C6

2D1

1H7

7. 5AIGN

O

2A2

15AGAUGE

)

R–L

30ACDS FAN

1E5

1H

1

2A5

2C5

231

EB21

IQ28

IJ112

IJ19 IJ17

IQ29

4

4 4 4

4 4

M

1 4

3 5

2

I 3

I 3

4

BBBBA

4

1

4

15

4

1 3

3

2

1

A

1 2 5 6 7

3

10AA/C

40AHEATER2

1

HI M2 M1 LO OFF

R–L

Y–R

W–B

W–B

V–G

R–B

R–L

R–L

L

R–L

R–L

R–L

V–G

B–W

B–W

L–W

A B

A

AA

A A BB

R–L

R–L

V–R

V–R

V–R

R–L

R–L

L–W

L–W

L–W B

W–B

B

B–W

B–WBB

L

L–W

R–L

W–B

B1

22

R–B

A/C

DU

AL

PR

ES

SU

RE

SW

[A/C

PR

ES

SU

RE

SW

]

HEATERRELAY

JUN

CTI

ON

CO

NN

EC

TO

R

BLO

WE

RR

ES

ISTO

R

JUN

CTI

ON

CO

NN

EC

TO

R

BLOWER MOTOR

A5

J4

J5

B 4

B6

L–W

L–W

B–W

B–W L–W

L–W

W–B

W–B

W–B

G

A17

A18 , A20

A/C AMPLIFIER

A/C CONTROL ASSEMBLYA B

FRO

MTA

ILF

US

E( U

SA

) ,R

ET

RA

CT

CO

NT

RO

LR

ELA

Y( C

AN

AD

A)

1

FROM POWER SOURCESYSTEM (SEE PAGE 66)

B4

BV

–R

V–R

IH16

R–Y

V–G

BB

FROM IGNITER

18

IJ116

W–B

W–B

10

LG–B

( 5S

–FE

)

11217

G–Y

L–Y

B–Y

FROM ENGINEAND ECT ECU



3A4

J/B

NO

.3

232


M

R

F

M

A9 A10 A11 A12 A13 A14 A7 A8A16A15

4 3 2 7 5 6

2 3 1

BI–LEVEL

FOOT

FOOT/DEF

DEF

FACE

FACE BI–LEVEL FOOT FOOT/DEF DEF RECIRC/FRESHA/C

R–L

R–L

V–R

R–B

V–G

W–B

W–B

R–Y

W–B

W–B

W–B

B–Y

L–O

W–B W–B

L–B

W–L

R–L

R

G–W

V–G R–B

V–R L–B

W–L

AIR VENT MODE CONTROLSERVO MOTOR

RECIRC/FRESHCONTROL SERVO MOTOR

A30

R 4

RE

CIR

C/F

RE

SH

A/C CONTROL ASSEMBLYA18 , A20A B

1

G–W B–Y

L–O

R–YR R–L

W–B

233

4A 4A 4A

4

A

IG ID

B3 A2

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

AJUNCTIONCONNECTOR(FOR EARTH)

J 6

I 3

3A3

J/BNO. 3

1E4

1A4

234


1. COOLING FAN OPERATIONWHEN THE IGNITION SW IS TURNED ON, THE CURRENT FROM IGN FUSE FLOWS TO TERMINAL 1 OF RADIATOR FAN RELAY NO. 1 →TERMINAL 2 → TERMINAL 3 OF THE A/C PRESSURE SW → TERMINAL 2 → TERMINAL 1 (4S–FE) OR TERMINAL 2 (EX. 4A–FE) OF THEWATER TEMP. SW → TERMINAL 1 (EX. 4A–FE) → GROUND, FROM TERMINAL 1 OF A/C FAN RELAY NO. 2 → TERMINAL 2 →TERMINAL 3 OF A/C PRESSURE SW → TERMINAL 2 → TERMINAL 1 (4A–FE) OR TERMINAL 2 (EX. 4A–FE) OF THE WATER TEMP. SW→ TERMINAL 1 (EX. 4A–FE) → GROUND, CAUSING RELAY NO. 1 AND RELAY NO. 2 OF EACH FAN TO TURN ON.

* OPERATION AT LOW SPEED

WHEN THE A/C SW (A/C CONTROL ASSEMBLY) IS TURNED ON AND THE AIR CONDITIONER OPERATES, THE CURRENT FLOWSFROM GAUGE FUSE FLOWS TO TERMINAL 1 OF A/C MAGNETIC CLUTCH RELAY → TERMINAL 2 → TERMINAL 8 OF A/C AMPLIFIERCAUSING A/C MAGNETIC CLUTCH RELAY TO TURN ON.

AT THAT TIME, THE CURRENT FROM GAUGE FUSE FLOWS TO TERMINAL 5 OF A/C MAGNETIC CLUTCH RELAY → TERMINAL 3 →TERMINAL 4 (5S–FE), 1 (4A–FE) OF A/C MAGNETIC CLUTCH → GROUND, AND FROM TERMINAL 3 OF A/C MAGNETIC CLUTCH RELAY→ TERMINAL 2 OF A/C FAN RELAY NO. 3 → TERMINAL 2 → GROUND.

AS A RESULT, A/C MAGNETIC CLUTCH AND A/C FAN RELAY NO. 3 TURNS ON AND THE CURRENT FLOWS FROM CDS FAN FUSE →TERMINAL 2 OF A/C CONDENSER FAN MOTOR → TERMINAL 1 → TERMINAL 5 OF A/C FAN RELAY NO. 3 → TERMINAL 3 → TERMINAL3 OF A/C FAN RELAY NO. 2 → TERMINAL 5 → TERMINAL 2 OF A/C CONDENSER FAN MOTOR → TERMINAL 1 → GROUND, FLOWINGTO EACH FAN MOTOR IN SERIES, CAUSING THE COOLING FAN TO ROTATE AT LOW SPEED.

* OPERATION AT HIGH SPEED

DURING A/C OPERATION, WHEN THE PRESSURE OF A/C COMPRESSOR BECOMES HIGHER THAN NORMAL PRESSURE (MORETHAN 14.3 KG/CM2 1401 KPA, 203 PSI), THE A/C PRESSURE SW TURNS OFF.

AS A RESULT, FAN RELAY NO. 1 AND NO. 2 TURNS OFF AND THE CURRENT FLOWS FROM RDI FAN FUSE → TERMINAL 4 OFRADIATOR FAN RELAY NO. 1 → TERMINAL 3 → TERMINAL 2 OF RADIATOR FAN MOTOR → TERMINAL 1 → GROUND, AND FROM CDSFAN FUSE → TERMINAL 2 OF A/C CONDENSER FAN MOTOR → TERMINAL 1 → TERMINAL 5 OF A/C FAN RELAY NO. 3 → TERMINAL 3→ TERMINAL 3 OF A/C FAN RELAY NO. 2 → TERMINAL 4 → GROUND, FLOWING TO EACH FAN MOTOR IN PARALLEL CAUSING THECOOLING FAN TO ROTATE AT HIGH SPEED. WHEN THE ENGINE COOLANT TEMPERATURE BECOMES MORE THAN ABOUT 90°C(194°F), THE WATER TEMP. SW TURNS OFF AND THE SAME OPERATION AS ABOVE IS PERFORMED.

2. HEATER BLOWER MOTOR OPERATION (DIAL TYPE BLOWER (W/O AUTO A/C))CURRENT IS APPLIED AT ALL TIMES THROUGH THE HEATER FUSE TO TERMINAL 5 OF HEATER RELAY. WHEN THE IGNITION SW ISTURNED ON, CURRENT FLOWS THROUGH GAUGE FUSE TO TERMINAL 3 OF HEATER RELAY → TERMINAL 1 → TERMINAL (B) 2 ANDTERMINAL (B) 7 OF A/C CONTROL ASSEMBLY.

* LOW SPEED OPERATION

WHEN THE BLOWER SW (A/C CONTROL ASSEMBLY) IS MOVED TO LO POSITION. THE CURRENT FLOWS TO TERMINAL (B) 7 OF THEA/C CONTROL ASSEMBLY → TERMINAL (B) 3 → GROUND AND TURNS THE HEATER RELAY ON.

AS A RESULT, THE CURRENT TO TERMINAL 5 OF THE HEATER RELAY → TERMINAL 4 → TERMINAL 2 OF BLOWER MOTOR →MOTOR → TERMINAL 1 → TERMINAL 1 OF BLOWER RESISTOR → TERMINAL 4 → GROUND, CAUSING THE BLOWER MOTOR TOROTATE AT LOW SPEED.

* HIGH SPEED OPERATION

WHEN THE BLOWER SW (A/C CONTROL ASSEMBLY) IS MOVED TO HI POSITION. THE CURRENT TO TERMINAL (B) 2 OF A/CCONTROL ASSEMBLY → TERMINAL (B) 3 → GROUND AND TURNS THE HEATER RELAY ON.

AS A RESULT, THE CURRENT TO TERMINAL 5 OF HEATER RELAY → TERMINAL 4 → TERMINAL 2 OF BLOWER MOTOR → TERMINAL1 → TERMINAL (B) 5 OF A/C CONTROL ASSEMBLY → TERMINAL (B) 3 → GROUND, AND CAUSES THE BLOWER MOTOR TO ROTATEAT HIGH SPEED.

* MEDIUM SPEED OPERATION (OPERATION AT MANUAL M1, M2)

WHEN THE BLOWER SW (A/C CONTROL ASSEMBLY) IS MOVED TO M1 POSITION. THE CURRENT FLOWING TO TERMINAL 3 OFHEATER RELAY FLOWS TO TERMINAL 1 → TERMINAL (B) 2 OF A/C CONTROL ASSEMBLY → TERMINAL (B) 3 → GROUND ANDTURNS THE HEATER RELAY ON.

AS A RESULT, CURRENT FROM THE HEATER FUSE TO TERMINAL 5 OF HEATER RELAY FLOW TO TERMINAL 4 → TERMINAL 2 OFBLOWER MOTOR → TERMINAL 1 OF BLOWER RESISTOR → TERMINAL 3→ TERMINAL (B) 4 OF A/C CONTROL ASSEMBLY →TERMINAL (B) 3 → GROUND, CAUSING THE BLOWER MOTOR TO ROTATE AT MEDIUM LOW SPEED.

WHEN THE BLOWER SW (A/C CONTROL ASSEMBLY) IS MOVED TO M2 POSITION. THE CURRENT TO TERMINAL 5 OF HEATER RELAYFLOWS TO TERMINAL 4 → TERMINAL 2 OF BLOWER MOTOR → TERMINAL 1 → TERMINAL 1 OF BLOWER RESISTOR → TERMINAL2→ TERMINAL (B) 6 OF A/C CONTROL ASSEMBLY → TERMINAL (B) 3 → GROUND.

AS THE CURRENT FLOW FROM BLOWER MOTOR TO GROUND IS GREATER THAN FOR M1. THE BLOWER MOTOR ROTATES AT HIGHSPEED.

SYSTEM OUTLINE

235

3. OPERATION OF RECIRC/FRESH CONTROL SERVO MOTOR(SWITCHING FROM FRESH TO RECIRC)

WITH IGNITION SW TURNED ON, THE CURRENT FLOWS FROM GAUGE FUSE TO TERMINAL 1 OF AIR INLET CONTROL SERVOMOTOR. WHEN THE RECIRC/FRESH SW IS SWITCHED TO THE RECIRC SIDE, TO CURRENT FLOWS FROM TERMINAL 1 OF AIR INLETCONTROL SERVO MOTOR → TERMINAL 2 → TERMINAL (A) 7 OF RECIRC/FRESH CONTROL SERVO MOTOR → TERMINAL (A) 2 →GROUND, THE MOTOR ROTATES AND THE DAMPER MOVES TO THE RECIRC SIDE.

WHEN IT IS IN THE RECIRC POSITION, THE CURRENT IS CUT INSIDE THE SERVO MOTOR AND THE DAMPER STOPS AT THATPOSITION.

(SWITCHING FROM RECIRC TO FRESH)

WITH IGNITION SW ON, WHEN THE RECIRC/FRESH SW IS SWITCHED TO THE FRESH SIDE, THE CURRENT FLOWS FROM TERMINAL1 OF AIR INLET CONTROL SERVO MOTOR → TERMINAL 3 → TERMINAL (A) 8 OF A/C CONTROL ASSEMBLY → TERMINAL (A) 2 →GROUND, THE MOTOR ROTATES AND THE DAMPER MOVES TO THE FRESH SIDE. WHEN IT IS IN THE FRESH POSITION, THECURRENT IS CUT INSIDE THE SERVO MOTOR AND THE DAMPER STOPS AT THAT POSITION.

4. OPERATION OF AIR VENT MODE CONTROL SERVO MOTORWITH IGNITION SW TURNED ON, THE CURRENT FLOWS FROM GAUGE FUSE TO TERMINAL 5 OF AIR VENT MODE CONTROL SERVOMOTOR → TERMINAL 6 → GROUND, AND THE DAMPER MOVES TO THE POSITION OF THE MODE SELECTION SW OF THE CONTROLASSEMBLY SWITCH IS ON.

WHEN THE MODE SELECTION SW OF A/C CONTROL ASSEMBLY IS MOVED TO DEF POSITION FROM THE DAMPER IN THE FACEPOSITION, THE CURRENT FLOWS FROM TERMINAL 7 OF AIR VENT MODE CONTROL SERVO MOTOR TO TERMINAL (A) 13 OF A/CCONTROL ASSEMBLY → TERMINAL (A) 2 → GROUND.

AS A RESULT, TO SERVO MOTOR OPERATES UNTIL THE DAMPER REACHES DEF POSITION.

WHEN THIS OCCURS THE CURRENT TO THE A/C CONTROL ASSEMBLY IS SHUT OFF AND ROTATION OF THE MOTOR STOPS.SWITCHING TO OTHER MODES IS CONTROLLED BY THE SERVO MOTOR ACCORDING THE FLOWING CURRENT:

1. FOOT/DEF POSITION: THE CURRENT FLOWS FROM TERMINAL 4 OF SERVO MOTOR TO TERMINAL (A) 12 OF A/C CONTROLASSEMBLY.

2. FOOT POSITION: THE CURRENT FLOWS FROM TERMINAL 3 OF SERVO MOTOR TO TERMINAL (A) 11 OF A/C CONTROLASSEMBLY.

3. BI–LEVEL POSITION: THE CURRENT FLOWS FROM TERMINAL 2 OF SERVO MOTOR TO TERMINAL (A) 10 OF A/C CONTROLASSEMBLY.

5. AIR CONDITIONER OPERATIONTHE A/C AMPLIFIER RECEIVES VARIOUS SIGNALS, THE ENGINE RPM SIGNAL FROM THE IGNITER, OUTLET TEMPERATURE SIGNALFROM THE A/C THERMISTOR, COOLANT TEMPERATURE FROM THE WATER TEMP. SENSOR, AND THE LOCK SIGNAL FROM THE A/CCOMPRESSOR, ETC.

WHEN THE ENGINE IS STARTED AND THE A/C SW (A/C CONTROL ASSEMBLY) IS TURNED ON, THE CURRENT FLOWS FROM A/CFUSE TO TERMINAL 13 OF A/C AMPLIFIER.

AS A RESULT, THE CURRENT FLOWING FROM TERMINAL 2 OF A/C MAGNETIC CLUTCH RELAY TO TERMINAL 8 OF A/C AMPLIFIERFLOWS FROM TERMIAL 15 OF A/C AMPLIFIER TO GROUND AND TURNS IN THE MAGNETIC CLUTCH RELAY.

BECAUSE THE MAGNETIC CLUTCH IS ON, THE A/C COMPRESSOR OPERATES, CAUSING THE CURRENT FLOWING FROM A/CIDLE–UP VSV TO TERMINAL 6 OF A/C AMPLIFIER TO FROM TO TERMINAL 15 OF A/C AMPLIFIER → GROUND, AND TURNS ON THEVSV TO AVOID LOWERING THE ENGINE RPM DURING AIR CONDITIONER OPERATION.

WHEN ANY OF THE FOLLOWING SIGNALS ARE INPUT TO THE A/C AMPLIFIER, THE AMPLIFIER OPERATES TO TURN OFF THE AIRCONDITIONER:

∗ ENGINE HIGH RPM SIGNAL

∗ COOLANT TEMP. SIGNAL IS HIGH

∗ A SIGNAL THAT THE TEMPERATURE AT THE AIR OUTLET IS LOW

∗ A SIGNAL THAT THERE IS A LARGE DIFFERENCE BETWEEN ENGINE RPM AND COMPRESSOR RPM

∗ A SIGNAL THAT THE REFRIGERANT PRESSURE IS ABNORMALLY HIGH OR LOW

236


A 4 (A)(B) A/C MAGNETIC CLUTCH(A)4, (B)1–GROUND : APPROX. 3.7

A 5 A/C PRESSURE SW3–2 : OPEN ABOVE APPROX. 13.5 KG/CM2 192 PSI, 1323 KPA)

CLOSED BELOW APPROX. 10 KG/CM2 142 PSI, 980 KPA)1–4 : OPEN WITH PRESSURE LESS THAN 2.1 KG/CM2 (30 PSI, 206 KPA ) OR ABOVE 27 KG/CM2 (384 PSI, 2648 KPA)

A17 A/C AMPLIFIER 8–15 : CONTINUITY WITH A/C SW (A/C CONTROL ASSEMBLY) ON AND IGNITION SW AT ON POSITION14–15 : ALWAYS CONTINUITY14–GROUND: ALWAYS CONTINUITY15–GROUND: ALWAYS CONTINUITY13–GROUND: APPROX. 12 VOLTS WITH IGNITION SW ON

A26 A/C THERMISTOR1–2 : APPROX. 4852 AT 0°C (32°F)

APPROX. 2341 AT 15°C (39°F)APPROX. 1500 AT 25°C (77°F)

B 6 BLOWER RESISTOR1–3 : APPROX. 0.48 3–2 : APPROX. 0.94 2–4 : APPROX. 0.91

W 4 WATER TEMP. SW (FOR FANS CONTROL)1–2 : OPEN ABOVE APPROX. 90°C (194°F)

CLOSED BELOW APPROX. 83°C (181.4°F)

: PARTS LOCATION


A 2 28 (3S–GTE), 30 (5S–FE), 31 (4A–FE) A20 B 32 J 4 33

A 3 28 (3S–GTE), 30 (5S–FE), 31 (4A–FE) A26 32 J 5 33

A 4A 28 (3S–GTE), 31 (4A–FE) A30 32 J 6 33

A 4B 28 (3S–GTE), 30 (5S–FE), 31 (4A–FE) B 4 32 R 1 28 (3S–GTE), 30 (5S–FE), 31 (4A–FE)

A 5 28 (3S–GTE), 30 (5S–FE), 31 (4A–FE) B 6 32 R 4 33

A17 32 C 2 A 28 (3S–GTE), 30 (5S–FE), 31 (4A–FE) W 4 28 (3S–GTE), 30 (5S–FE), 31 (4A–FE)

A18 A 32 C 3 B 28 (3S–GTE), 30 (5S–FE), 31 (4A–FE)

: RELAY BLOCKS
















38 (3S–GTE)


42 (4A–FE)


38 (3S–GTE)


42 (4A–FE)





IQ2 46 COWL WIRE AND A/C NO. 2 WIRE (BESIDE HEATER UNIT)

SERVICE HINTS

237

: GROUND POINTS


38 (3S–GTE)


42 (4A–FE)

FRONT RIGHT FENDER

EB38 (3S–GTE)


FRONT LEFT FENDER



: SPLICE POINTS


38 (3S–GTE)E10

40 (5S–FE)COWL WIRE

E 2 40 (5S–FE)E10

42 (4A–FE)COWL WIRE

E 2

42 (4A–FE)ENGINE ROOM MAIN WIRE

38 (3S–GTE)


E13 40 (5S–FE) ENGINE ROOM MAIN WIRE

E 3 40 (5S–FE)

E13

42 (4A–FE)


E 3

42 (4A–FE) I 3

38 (3S–GTE) I 8 46 COWL WIRE

E 5 40 (5S–FE) ENGINE WIRE I 9

46 COWL WIRE

E 5

42 (4A–FE)

ENGINE WIRE

I12 46 A/C NO. 1 WIRE

E10 38 (3S–GTE) COWL WIRE

238

GROUND POINT

WATER TEMP. SW(FOR FAN CONTROL)

EFI MAIN RELAY

ENGINE MAIN RELAY

FRONT TURN SIGNALAND CLEARANCELIGHT LH

FRONT SIDE MARKERLIGHT LH

BRAKE FLUIDLEVEL SW

RETRACT MOTOR LH

RETRACT MOTOR RH

SPEED SENSOR(FOR ECT)

OXYGEN SENSOR(SUB)

ENGINE ANDECT ECU(5S–FEA/T)

OR ENGINE ECU(EX. 5S–FEA/T)

OXYGEN SENSOR

NOISE FILTER

CRUISE CONTROLACTUATOR

FOG LIGHT LH

RADIATOR FAN MOTOR

A/C CONDENSER FANRELAY NO. 2

A/C CONDENSER FANRELAY NO. 3

FOG LIGHT RH

FRONT SIDE MARKERLIGHT RH

FRONT TURN SIGNALAND CLEARANCELIGHT RH

ABS RELAY

OXYGEN SENSOR(FOR CALIFORNIA)

ENGINE ECU

COMB. METER

CRUISE CONTROLACTUATOR (W/ ABS)

(E1)

(E01)

(E02)

(E1)

(E01)

(E02)

E 9

E 3

E 4

E 4

E 4

E 3

E 1

E 7

IG2

14

IG2

14

5

5

EAEB

EC EC (4A–FE)(3S–GTE, 5S–FE)

BRBR

BR

BR

BR

BR

BR

BR

BR

BR

BR

BRBR

BR

BR

(EX. 4A–FE)

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B W–B W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–BW

–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–

B

W–

B

BR

W–

B

BR

E 2

W–B

CHECK CONNECTOR (E1)

OXYGEN SENSOR (E)

CHECK CONNECTOR (E1)

E 2

E 3

W–B

CRUISE CONTROLACTUATOR (W/O ABS)

W–BW–B

E 5 E 5

BR

(3S–GTE, 5S–FE M/T)

OXYGEN SENSOR(FOR EX. CALIFORNIA)

I7

:CA

RIF

OR

NIA

E7

:EX

.C

ALI

FOR

NIA

BR

(4WD)

COMB. METERBR

E 5

BR

(*1)

(*2)

2C5

2A5

2C

5

2A

5

239

1* : PUSH TYPE OF BLOWER CONTROL SW2* : DIAL TYPE OF BLOWER CONTROL SW

STEREO COMPONENTAMPLIFIER(W/ CD PLAYER)

RADIO AND PLAYER(W/O CD PLAYER)

DOOR LOCK ECU

POWER MAIN RELAY

DOOR LOCK MOTOR LHAND KEY LOCK ANDUNLOCK SW LH

DOOR LOCK CONTROLSW LH

POWER WINDOWMASTER SW


FUEL SENDER

COMB. METER

UNLOCK WARNING SW

DIMMER SW

LIGHT CONTROL SW

WIPER SW(FRONT, REAR)

TURN SIGNAL FLASHER

CIGARETTE LIGHTER

KEY INTER LOCKSOLENOID

O/D MAIN SW

SHIFT LOCK ECU

INTERIOR LIGHT

TOP STACK RELAY

RETRACT CONTROLRELAY

CIRCUIT OPENINGRELAY

GLOVE BOX LIGHT SW

COMB. METER

DEFOGGER SW

RHEOSTAT

REMOTE CONTROLMIRROR SW

CLOCK

A/C CONTROLASSEMBLY

A/C CONTROLASSEMBLY

A/C CONTROLASSEMBLY

AUTO A/C AMPLIFIER

A/C SYSTEMAMPLIFIER

I 2

I 2

I 2

I 6

I11

II3

6

II1

7

IF1

13

IF

ID

3B

2

3B7

3B

1

3B

5

3B

6

3B

7

3C

7

3C

8

3C

9

3A

3

2

3A

2IQ410

IC119

(W/ CRUISE CONTROL)

A

A

A

A A

BR

BR

BR

BR

BR W–B

W–

B

W–

B

W–B

W–

B

W–B

BR BR

BR

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B W–B

W–B W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–

B

W–B

–B

W–

B

J/BNO. 3

JUN

CT

ION

CO

NN

EC

TO

R( F

OR

EA

RT

H)

J6

E

E

W–B

W–B

W–

B

I 5

I 2

BP1

15BR

A


I 3

I 3

( *2)

(MANUAL A/C)

B 4

B 2

W–B

W–B

(W/ CRUISE CONTROL)

A/C CONTROLASSEMBLY

W–B

(*1)

FOG LIGHT SW3A

1W–B

(CONVERTIBLE)

(AUTO A/C)

(EX. CONVERTIBLE)

W–BW–B

(CONVERTIBLE)

W–B

DEFOGGER RELAY

1A4

1E4

W

1F3

INTEGRATION RELAY

240

GROUND POINT

AUTO TILT AWAY ECU

HEATER RELAY

BLOWER RESISTOR

BLOWER RESISTOR

A/C POWERTRANSISTOR

EXTRA HIGH SPEEDRELAY

CENTER AIRBAGSENSOR ASSEMBLY

SUN ROOF CONTROLRELAY

SUN ROOF CONTROL SWAND PERSONAL LIGHT

SUN ROOF LIMIT SW

DOOR LOCK CONTROLSW RH

DOOR LOCK MOTOR RHAND KEY LOCK ANDUNLOCK SW RH

CLUTCH START SW

AIR VENT MODECONTROL SERVO MOTOR

CRUISE CONTROL ECU

REAR WINDOWDEFOGGER

REAR WINDOWDEFOGGER

4

A

4

A

4

A

4

A

4

A

4

A

4

IJ1

16

IJ2

4

IK1

19

B 3

I 4

I 4

I12I12

4A 4A

IE

B 5

SUN ROOF MOTOR

BH BK (L/B)

(C/P)

(W/ SUN ROOF)

(W/ CRUISE CONTROL)

B

B

BRBR

BR

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B W–B W–B W–B

W–B

W–B

W–B

W–B

W–B W–B

W–B

W–B

W–B

W–B

W–BW–B

W–B

W–

BW

–B

BR

W–

BW

–B

BB

E1

E2

IG

(MANUAL A/C)

(AUTO A/C)

CRUISE CONTROL SW[COMB. SW]

SPEED SENSOR(FOR CRUISE CNTROLSYSTEM)

IQ5

6W–B

IG1

11

BR

B 6 BM : W/ DIVERSITY ANTENNABJ : W/O DIVERSITY ANTENNA

(W/O DIVERSITY ANTENNA)

FUEL SENDER

COMB. METERBRBR

(W/O CRUISE CONTROL)

(W/O CRUISE CONTROL)BP1

15

IF1

13BR

BR


IJ1

12W–BW–B


(EX. 4WD)

A/C AMPLIFIER

W–

B

(* 4)

241

1* : EX. AUTO IR CONDITIONER2* : AUTO AIR CONDITIONER

3* : PUSH TYPE OF BLOWER CONTROL SW4* : DIAL TYPE OF BLOWER CONTROL SW

5* : ALL–TRAC/4WD6* : 2WD


POWER SEAT SW

BUCKLE SW(W/ POWER SEAT)

HIGH MOUNT STOPLIGHT

HIGH MOUNT STOPLIGHT

BUCKLE SW(W/ POWER SEAT)

POWER SEAT SW


REAR COMB. LIGHT LH

LICENCE PLATE LIGHT

REAR COMB. LIGHT RH

REAR COMB. LIGHT LH

LICENCE PLATE LIGHT

REAR COMB. LIGHT RH

BP1

7

BN1

3

BP2

4

BL1

3

BO1

1

BM1

1

BL1

3

B 8 B10

B11

B13

B 9

B 8

B10

BI

BL

BI

BL

BM11

AUTO ANTENNA CONTROLRELAY AND MOTOR

AUTO ANTENNA CONTROLRELAY AND MOTOR

(C/P)

(C/P, CONVERTIBLE)

(L/B)

(L/B)

W–

BW

–B

W–

BW

–B

W–B

W–

B

W–

BW

–B

W–

B

W–B

W–B W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–BW–B

W–B W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B W–B

W–BW–BW–BB11

FUEL PUMP

FUEL SENDER

W–B

W–B

(* 5)

(* 5)

W–B

(4WD)

FUEL PUMP

ABS DECELERATIONSENSOR

ABS ECU

B15

(GND1)

(GND2)

W–B

W–B

W–B

W–B

B10W–B

(* 6)

W–

B

B17 : CONVERTIBLEB16 : EX. CONVERTIBLE

W–BBUCKLE SW LH

B18 : CONVERTIBLEB15 : EX. CONVERTIBLE

B11

FUEL PUMPW–B

BUCKLE SW RHW–B

GND2W–B

B13 : 4WDB11 : 2WD

W–B

ABS ECU

GND1

W–B

W–B

W–

B

(CONVERTIBLE)

(EX. CONVERTIBLE)

BU12

W–B

(CONVERTIBLE)

(CONVERTIBLE)

242

GROUND POINT

: PARTS LOCATION


J 6 33

: RELAY BLOCKS









1F 20 FLOOR NO. 1 WIRE AND J/B NO. 1 WIRE (LEFT KICK PANEL)



3A


3C25 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)








II1 46 COWL WIRE AND CONSOLE BOX WIRE (INSTRUMENT PANEL CENTER)

II346 COWL WIRE AND CONSOLE BOX WIRE (RIGHT KICK PANEL OF ALL–TRAC/4WD)

II346 COWL WIRE AND CONSOLE BOX WIRE (RIGHT KICK PANEL OF 2WD)

IJ1


IJ346 COWL WIRE AND A/C NO. 1 WIRE (BEHIND THE GLOVE BOX)


IQ1

IQ4 46 COWL WIRE AND A/C NO. 2 WIRE (BESIDE HEATER UNIT)

IQ546 COWL WIRE AND A/C NO. 2 WIRE (BESIDE HEATER UNIT)

BL148 (L/B)



BM148 (L/B)






BU1 48 (L/B) FLOOR WIRE AND REAR WINDOW NO. 2 WIRE (LEFT REAR PILLAR)

243

: GROUND POINTS


38 (3S–GTE)

EA 40 (5S–FE) FRONT RIGHT FENDEREA42 (4A–FE)

FRONT RIGHT FENDER

38 (3S–GTE)

EB 40 (5S–FE) FRONT LEFT FENDEREB42 (4A–FE)

FRONT LEFT FENDER

38 (3S–GTE)

EC 40 (5S–FE) INTAKE MANIFOLDEC42 (4A–FE)

INTAKE MANIFOLD





BH48 (L/B)

ROOF LEFTBH50 (C/P)

ROOF LEFT

BI48 (L/B)



BJ 50 (C/P) RIGHT REAR PILLAR (C/P)

BK 48 (L/B) BACK DOOR RIGHT (L/B)

BL48 (L/B)

BACK PANEL CENTERBL50 (C/P)

BACK PANEL CENTER

BM 50 (C/P) LEFT REAR PILLAR (C/P)

: SPLICE POINTS


38 (3S–GTE) I11 46 A/C NO. 2 WIRE

E 1 40 (5S–FE) I12 46 A/C NO. 1 WIREE 1

42 (4A–FE)B 2

48 (L/B)FRONT DOOR LH WIRE

38 (3S–GTE)B 2

50 (C/P)FRONT DOOR LH WIRE

E 2 40 (5S–FE)B 3

48 (L/B)FRONT DOOR RH WIRE

E 2

42 (4A–FE)ENGINE ROOM MAIN WIRE

B 350 (C/P)

FRONT DOOR RH WIRE


B 548 (L/B)

E 3 40 (5S–FE)B 5

50 (C/P)ROOF WIRE

E 3

42 (4A–FE)B 6

48 (L/B)ROOF WIRE

38 (3S–GTE)B 6

50 (C/P)

E 4 40 (5S–FE)B 8

48 (L/B)FRAME WIRE

E 4

42 (4A–FE)B 8

50 (C/P)FRAME WIRE

38 (3S–GTE)B10

48 (L/B)FLOOR WIRE

E 5 40 (5S–FE)B10

50 (C/P)FLOOR WIRE

E 5

42 (4A–FE)B11

48 (L/B)

38 (3S–GTE)ENGINE WIRE

B1150 (C/P) LUGGAGE ROOM WIRE

E 7 40 (5S–FE)ENGINE WIRE

B1348 (L/B)

LUGGAGE ROOM WIRE

E 7

42 (4A–FE)B13

50 (C/P)

E 838 (3S–GTE) B15 48 (L/B)

E 840 (5S–FE)

B1648 (L/B)

I 2B16

50 (C/P)

I 3 48 (L/B)FLOOR WIRE

I 4 46 COWL WIRE B17 50 (C/P)FLOOR WIRE

I 5

46 COWL WIRE B17

52 (CONVERTIBLE)

I 6 48 (LB)

I 7 46 ENGINE WIRE B18 50 (C/P)

I 846 COWL WIRE

B18

52 (CONVERTIBLE)

I 946 COWL WIRE

FOREWORD - discodan dot org

Documents

Transcript of FOREWORD - discodan dot org