engine ISUZU TROOPER 1995 Workshop Manual

Names of component parts can be found on the
numbered
list on the disassembled view (Fig. 6E2-78).
Fig. 6E2-78
Throttle Body (TB)
5
6
2
DRIVEABILITY AND EMISSIONS 6E2-125
m • The throttle bore and valve deposits may be
t..a.l cleaned on-vehicle, using carburetor cleaner
and a shop towel. Do not use a cleaner that
contains
methyl ethyl ketone. It is an extremely
strong solvent, and
not necessary for this type
of deposit.
• The Throttle Body (TB) metal parts may be
cleaned following disassembly, in a cold
immersion-type cleaner.
NOTE:
The Throttle Position Sensor and Idle Air
Control
valve should NOT come in contact with
solvent or
cleaner, as they may be damaged.
1
Removal steps
1. Air duct and air cleaner upper cover
2.
Throttle cable and clip
3. Water hose
4. Vacuum hose
5.
Throttle valve body fixing bolts
6. Throttle body
Installation steps
To install, follow the removal steps
reverse in
the order.
Fig. 6E2-79
1••1 REMOVAL
Preparation: • Battery negative cable.
•
Drain engine coolant.
1. Air duct and air cleaner upper cover
2. Throttle cable and clip
3. Water hose
• Disconnect from TB.
4. Vacuum hose
• Disconnect from TB.
5. TB fixing bolts
6. TB
NOTE:
Use care in cleaning old gasket material from
machined
aluminum surfaces. Sharp tools may
damage
sealing surfaces.
• Gasket sealing surfaces.
I••IINSTALLATION
6. TB
5. TB fixing bolts
• Tighten the fixing bolts to the specified torque.
~~~ Torque N·m (lb·ft) 22 (16)
4. Vacuum hose
• Reconnect to TB.

1~1 Measure (If Installing a New Idle Air
Control (lAC) Valve) (Fig. 6E2-82)
• Distance between tip of idle air control (lAC)
valve pintle and mounting flange.
-
If greater than 28 mm, finger pressure to
slowly retract the pintle. The force required
to retract the pintle
of a new valve will not
cause damage to the valve.
Fig. 6E2-82
E) INSTALLATION
3. lAC valve assembly
2. lAC valve attaching screw
1. lAC valve electrical connector
MINIMUM THROTTLE BODY (TB)
POSITION CHECK
The minimum throttle body (TB) position (throttle stop
screw) adjustment
for the 3.2L should not be
considered the
"minimum idle speed", as on other fuel
injected engines. Low internal friction and provision
for slight production variations and various operation
altitudes resulted in a calibrated
minimum TB position
which is too
low to allow most engines to idle. The
adjustment is preset at the factory and no further
adjustment should be necessary.
If there is a complaint of high idle speed, vacuum leaks
should be considered the
most likely cause. Because
the Engine
Control Module (ECM) "learns" Idle lAC, it is
even less likely
that a stalling complaint would be due
to
an incorrect minimum TB position. In either case,
the
"Symptoms," Section "6E2-B" and lAC valve check
CHART C-2C should be referred to.
If it is determined that the minimum TB position is
suspect,
be sure lAC valve is not "lost'' (not actually at
the location indicated by current
lAC "counts"). The
lAC valve could be "lost" if ECM power has been
interrupted
with the ignition "ON", or the lAC valve has
been disconnected
with the engine running since the
last reset,
as described previously in this section in the
"lAC Valve Assembly" general description.
DRIVEABILITY AND EMISSIONS 6E2-127
The minimum TB position may be checked using the
following procedure.
1. Block drive wheels, and apply parking brake.
2. Connect "Scan tool" to the data link connector.
3. Start engine and allow to reach operating
temperature (about
go•q and "Closed Loop".
4. A/T-shift to DRIVE ("D") and then back to neutral
("N").
5. Select power steering pressure switch input on
"Scan tool". With air conditioning and all electrical
accessories
"OFF", transmission in natural, "Scan
tool" should read "OFF" or "NORMAL". (If not,
refer to
CHART C-1 E to diagnose and repair faulty
power steering pressure switch circuit before
proceeding).
Allow idle to stabilize.
6. Select lAC valve display on "Scan tool", and read
lAC valve counts. If between 5-45 counts, the
minimum
TB position adjustment is acceptable. It
is important to allow idle speed to stabilize to
assure correct counts are determined.
If counts in step 6 are too low, check for intake air
(vacuum) leaks at hoses,
TB and intake manifold or
damaged throttle lever and correct as necessary.
Also, refer to
CHART C-2C facing page "Diagnostic
Aids". If no vacuum leaks or other cause of
excessive air into the intake are found, it may be
necessary
to replace the TB to correct the low idle
speed problem. Refer to
"TB Replacement" in this
section.
If counts in Step 6 are too high, check for damaged
throttle lever or airflow restriction by the
TB. If no
problem is evident, remove inlet air
duct at the TB,
and
clean residue from inside of TB bore and from
edges of TB using carburetor cleaner and a shop
towel. (Do Not use a cleaner that contains methyl
ethyl ketone.
It is an extremely strong solvent, and
not necessary for this type of deposit). Re-check
"Scan tool" lAC valve counts, per the preceding
procedure.
If counts are still too high it may be necessary to
replace the
lAC valve or the TB assembly, If no
vacuum leaks are indicated
or engine loads are
present.
Minimum Throttle Body (TB) Position
(Non-Adjustable)
\fl CAUTION:
VI • It is extremely unlikely that this adjustment will
ever be necessary on a TB that has not been
tampered
with after production! If idle
revolution per minute is low, you may need
to
replace the TB to correct the low idle speed.

6E2-128 DRIVEABILITY AND EMISSIONS
CHART C-2A
INJECTOR BALANCE TEST
The injector balance tester is a tool used to turn the injector on for a precise amount of time, thus spraying a
measured
amount of fuel into the manifold. This causes a drop in fuel rail pressure that we can record and
compare between each injector.
All injectors should have the same amount of pressure drop (± 10 kPa). Any
injector with a pressure drop that is 10 kPa (or more) greater or less than the average drop of the other injectors
should be considered faulty and replaced.
NOTE: It will be necessary to remove the intake plenum to perform this procedure. Refer to intake plenum
remove procedure in this section. It will also be necessary to install the Intake Manifold Diagnostic Plate J
39185 to enable the engine to be run with the plenum removed. Refer to Chart A-8 in Section "6E2-A" of
this service manual.
STEP 1
Engine "cool down" period (10 minutes) is necessary to avoid irregular readings due to "Hot Soak" fuel boiling.
With ignition "OFF" connect fuel gauge J 347301 or equivalent to fuel pressure tap. Wrap a shop towel around
fitting
while connecting gage to avoid fuel spillage. Refer to Chart A-7 in Section 6E2-A, Page 1 of 3.
Disconnect harness connectors at all injectors, and connect injector tester J 34730-3, or equivalent, to one injector.
Follow manufacturers instructions for use of adaptor harness. Ignition must be "OFF" at least 10 seconds to
complete engine control module shutdown cycle. Fuel pump should run about 2 seconds after ignition is turned
"ON". At this point, insert clear tubing attached to vent valve into a operation. Repeat this step until all air is bled
from gauge.
STEP 2
Turn ignition "OFF" for 10 seconds and then "ON" again to get fuel pressure to its maximum. Record this initial
pressure reading. Energize tester one time and note pressure drop at its lowest point (Disregard any slight
pressure increase after drop hits low point). By subtracting this second pressure reading from the initial pressure, ~
we have the actual amount of injector pressure drop.
STEP 3
Repeat step 2 on each injector and compare the amount of drop. Usually, good injectors will have virtually the
same drop. Retest any injector
that has a pressure difference of 10 kPa, either more or less than the average of the
other injectors on the engine.
Replace any injector that also fails the retest. If the pressure drop of all injectors is
within 10 kPa of this average, the injectors appear to be following properly.
Reconnect them and review "Symptoms", Section "6E3-B".
NOTE: The entire test should NOT be repeated more than once without running the engine to prevent flooding.
(This includes any retest on faulty injectors). To run the engine with the intake plenum removed use the
Intake Manifold Diagnostic Plate.
•

DRIVEABILITY AND EMISSIONS 6E2-129
CHART C-2A
INJECTOR BALANCE TEST
NOTE: The entire test should NOT be repeated more than once without running the engine to prevent flooding.
(This includes any retest on faulty injectors).
The
fuel pressure test in Section "A" Chart A-7, should be completed prior to this test.
Step 1. If engine is at operating temperature, allow a 10 minute "cool down" period then connect fuel pressure
gauge and injector tester.
1. Ignition "OFF".
2. Connect fuel pressure gauge and injector tester.
3. Ignition "ON".
4. Bleed off air gauge. Repeat until all air is bled from gauge.
Step 2. Run test:
Step 3.
1. Ignition "OFF" for 1 0 seconds.
2. Ignition "ON". Record gauge pressure. (Pressure must hold steady, if not see the Fuel System
diagnosis, Chart A-7, in Section "A").
3. Turn injector on, by depressing button on injector tester, and note pressure at the instant the gauge
needle stops.
1. Repeat step 2 on all injectors and record pressure drop on each. Retest injectors that appear faulty
(Any injectors that have a 10 kPa (1.5 psi) difference, either more or less, in pressure from the
average).
If no problem is found, review "symptoms" Section "8".
Injector connector
Tester J34730-3
Fig. 6E2-83
Gauge J34730-1
BATTERY
EXAMPLE
CYLINDER 1 2
3 4
5 6 7 8
1ST
READING 293 kPa 293 kPa 293 kPa 293 kPa 293 kPa 293 kPa 293 kPa 293 kPa
(43 psi) (43 psi) (43 psi) (43 psi) (43 psi) (43 psi) (43 psi) (43 psi)
2ND
READING 131 kPa 131 kPa 131 kPa 115 kPa 131 kPa 145 kPa 131 kPa 131 kPa
(19 psi) (19 psi) (19 psi) (17 psi) (19 psi) (21 psi) (19 psi) (19
psi)
AMOUNT
OF DROP 162 kPa 162 kPa 162 kPa 178 kPa 162 kPa 148 kPa 162 kPa 162 kPa
(24 psi) (24 psi)
(24 psi) (26
psi) (24 psi) (21 psi) (24 psi) (24 psi)
OK OK OK FAULTY, RICH OK FAULTY, LEAN OK OK
(TOO MUCH (TOO LITTLE
FUEL DROP) FUEL DROP)

6E2-130 DRIVEABILITY AND EMISSIONS
CHART C-2C
IDLE AIR CONTROL (lAC) SYSTEM CHECK
Circuit Description:
The engine control module (ECM) controls engine idle speed with idler air control (lAC) valve. To increase idle
speed, the ECM retracts the lAC valve pintle away from its seat, allowing more air to bypass the throttle bore. To
decrease
idle speed, it extends the lAC valve pintle towards its seat, reducing bypass air flow. A "Scan tool" will
read the ECM commands to the lAC valve in counts. Higher counts indicate more air bypass (higher idle). Lower
counts indicate
less air is allowed to bypass (lower idle).
Test Description:
Number below re{er to circled numbers on the diagnostic chart.
1. The lAC tester is used to extend and retract the lAC valve. Valve movement is verified by an engine speed
change.
If no change in engine speed occurs, the valve can be retested when removed from the throttle body.
2. This step checks the quality of the lAC movement in step 1. Between 700 revolution per minute (rpm) and
about
1500 rpm, the engine speed should change smoothly with each flash of the tester light in both extend
and retract.
If the lAC valve is retracted beyond the control range (about 1500 rpm), it may take many flashes
in the extend position before engine speed will begin to drop. This is normal on certain engines, fully
extending lAC may cause engine stall. This may be normal.
3. Steps 1 and 2 verified proper lAC valve operation. This step checks the lAC circuits. Each lamp on the node
light should flash red and green while the lAC valve is cycled. While the sequence of color is not important if
either light "OFF" or does not flash red and green, check the circuits for faults, beginning with poor terminal
contacts.
Diagnostic Aids:
A slow, unstable, or fast idle may be caused by a non-lAC system problem that cannot overcome by the lAC valve.
Out
of control range lAC "Scan tool" counts will be above 60 if idle is too low, and zero counts if idle is too high. The ..-...
following checks should be made to repair a non-lAC system problem. _......._
• Vacuum Leak (High Idle)
If idle
is too high, stop the engine. Fully extend (low) lAC with tester.
Start engine.
If idle speed is above 800 rpm, locate and correct vacuum leak including PCV system. Also check
for binding of throttle blade or linkage.
•
Lean heated oxygen sensor signal (High Air/Fuel Ratio)
The
idle speed may be too high or too low. Engine speed may vary up and down and disconnecting the lAC
valve
does not help. Diagnostic trouble code 44 may be set. "Scan tool" oxygen (02) voltage will be less than
100 mV (.1 volt). Check for low regulated fuel pressure, water in fuel, or a restricted injector.
• Rich heated oxygen sensor signal (Low Air/Fuel Ratio)
The
idle speed will be too low. "Scan tool" lAC counts will usually be above 80. System is obviously rich and
may exhibit
black smoke in exhaust.
"Scan tool" 02 voltage will be fixed about 750 mV (.75 volt).
Check
for high fuel pressure, leaking or sticking injector. Silicon contaminated heated oxygen sensor will
"Scan
tool" an 02 voltage slow to respond.
• Throttle Body
Remove
lAC valve and inspect bore for foreign material.
• lAC Valve
Electrical Connections
lAC valve
connections should be carefully checked for proper contact.
• PCV Valve
An incorrect or faulty PCV valve may result in an incorrect idle speed.
• Refer to "Rough, Unstable, Incorrect Idle or Stalling" in "Symptoms," Section "6E2-B".
• If
intermittent poor driveability or idle symptoms are resolved by disconnecting the lAC, carefully recheck
connections,
valve terminal resistance, or replace lAC.

DRIVEABILITY AND EMISSIONS 6E2-131
CHART C-2C
IDLE AIR CONTROL (lAC) SYSTEM CHECK
CD • IGNITION "OFF", CONNECT IDLE AIR CONTROL (lAC) DRIVER* TO lAC VALVE. • SET PARKING BRAKE, BLOCK WHEELS, AIR CONDITIONING "OFF".
• IDLE ENGINE IN PARK (A/T) OR NEUTRAL (MIT). • INSTALL "SCAN TOOL" AND DISPLAY REVOLUTION PER MINUTE (RPM). • WITH lAC DRIVER, EXTEND AND RETRACT lAC VALVE. • ENGINE SPEED SHOULD DECREASE AND INCREASE AS lAC IS CYCLED.
I
1 I • RPM CHANGES I NO RPM CHANGE I
I I • RPM SHOULD CHANGE SMOOTHLY
WITH EACH • CHECK lAC PASSAGES.
I FLASH OF THE lAC DRIVER LIGHT FROM 700 RPM • IF OK, REPLACE lAC.
TO ABOUT 1500 RPM. DOES IT?
I
~ cf
• INSTALL APPROPRIATE lAC NODE LIGHT* IN • CHECK lAC PASSAGES.
l ENGINE CONTROL MODULE HARNESS. • IF OK, REPLACE lAC. ®
• CYCLE lAC
DRIVER AND NODE LIGHTS.
• BOTH LIGHTS SHOULD CYCLE RED AND GREEN BUT NEVER "OFF" AS RPM IS CHANGED OVER
ITS RANGE. DO THEY?
I
cf ~ IF CIRCUIT(S) DID NOT TEST GREEN AND RED, CHECK •
USING THE OTHER CONNECTOR ON THE lAC
FOR: DRIVER
PIGTAIL, CHECK RESISTANCE
•
FAULTY CONNECTOR TERMINAL CONTACTS. ACROSS
lAC COILS.
• OPEN CIRCUITS INCLUDING CONNECTIONS. •
SHOULD BE 40 TO 80 OHMS BETWEEN lAC
• CIRCUITS SHORTED TO GROUND OR VOLTAGE. TERMINALS "A" TO "B" AND "C" TO "D".
• FAULTY ENGINE CONTROL MODULE CONNECTION I OR ENGINE CONTROL MODULE.
~
l REPAIR AS NECESSARY AND RETEST. l NOT OK I .
_l
• CHECK RESISTANCE BETWEEN lAC I REPLACE lAC VALVE I TERMINALS "B" AND "C" AND "A" AND RETEST. AND "D". • SHOULD BE INFINITE.
I
~
l
I NOT OK I
]
AC DRIVER AND NODE LIGHT REQUIRED. * I J lAC VALVE AND CIRCUIT OK. I REPLACE lAC VALVE J 37027 FROM KENT-MOORE, INC. REFER TO "DIAGNOSTIC AIDS" ON AND RETEST. FACING~
~ CLEAR DIAGNOSTIC TROUBLE CODES AND CONFIRM "CLOSED LOOP" OPERATION AND NORMAL "CHECK ENGINE" MALFUNCTION
INDICATOR LAMP OPERATION.
------

6E2-132 DRIVEABILITV AND EMISSIONS
CHART C-20
INDUCTION AIR CONTROL PLATE SYSTEM CHECK
(DOHC ONLY)
Circuit Description:
The Induction Air Control Plate system is used to control air to the Induction intake valves when engine speed is
between
2950-4150. For this system, the length of the intake pipe is changed to provide a high torque throughout
the entire field by means
of the "ON" and "OFF" operations of the vacuum switching solenoid mounted to the
common chamber duct.
This system consists
of the Induction air control plate mounted in the Common chamber duct and a vacuum
operated diaphragm which moves the
Induction air control plate linkage. The vacuum to the diaphragm is turned
"ON" or "OFF" by a vacuum switching solenoid which is electrically operated by the Engine Control Module.
Test Description:
Number(s) below refer to circled number(s) on the diagnostic chart.
1. Without the proper vacuum being available at the solenoid the system will not function properly.
2. When the ignition is "ON" and the engine not running the solenoid should not be energized.
Since the solenoid is normally open the vacuum should
be able to pass to the actuator.
3. With the diagnostic test terminal grounded the engine control module should ground WHT /BLU which should
energize the solenoid and
not allow vacuum to pass to the actuator.
4. This step, as well as the following steps, check for circuit continuity.
INDUCTION AIR VALVE
fi~
__ __...._ MANIFOLDVACUUM
r-=~=-~ N.O.
VACUUM ACTUATOR
TO IGNITION IIi SWITCH ENGINE
FUSE
fl""'v---BLK/YEL
15A
INDUCTION AIR CONTROL
SOLENOID
'----WHT/BLU---1
Fig. 6E2-85 ECM
INDUCTION AIR CONTROL DRIVER
•

DRIVEABILITV AND EMISSIONS 6E2-133
CHART C-20
INDUCTION AIR CONTROL PLATE SYSTEM CHECK
AIR CONTROL SOLENOID.
• CONNECT VACUUM
GAGE TO HOSE.
• WITH ENGINE IDLING, VACUUM SHOULD BE AT LEAST 10" VACUUM.
~
I NOT OK I
I • CONNECT VACUUM PUMP WITH GAGE TO REPAIR VACUUM SOURCE I ENGINE MANIFOLD SIDE OF SOLENOID.
• IGNITION "ON", ENGINE "OFF".
• APPLY VACUUM AND OBSERVE VACUUM ACTUATOR LINKAGE.
• LINKAGE SHOULD NOT MOVE. DOES IT?
~ ~ • IGNITION "ON" ENGINE "OFF". • DISCONNECT SOLENOID ELECTRICAL ® • GROUND DIAGNOSTIC TEST TERMINAL (JUMPER CONNECTOR. DATA LINK CONNECTOR 1 TO 3). • REPEAT TEST. • APPLY VACUUM AGAIN WHILE OBSERVING • LINKAGE SHOULD MOVE. DOES IT?
LINKAGE.
L • LINKAGE SHOULD NOT MOVE.
~ ~ I MOVED I DID NOT MOVE I
I WHT /BLU SHORTED TO I FAULTY VACUUM SWITCH I GROUND VALVE
NO PROBLEM FOUND. OR SECONDARY INTAKE AIR FAUL TV ENGINE SYSTEM OK. CONTROL
MODULE (ECM)
• DISCONNECT SOLENOID ELECTRICAL
CONNECTOR.
• IGNITION
"ON", ENGINE "OFF".
• DIAGNOSTIC TEST TERMINAL GROUNDED. • CONNECT A TEST LIGHT ACROSS HARNESS
TERMINALS.
I LIGHT "ON" I LIGHT "OFF" I
I FAULTY
I
PROBE IGNITION FEED BLKIYEL WIRE WITH A SOLENOID TEST LIGHT CONNECTED TO GROUND.
I
l
LIGHT "ON" I LIGHT "OFF" j
I WHT/BLU WIRE IS OPEN, REPAIR OPEN IN BATTERY OR POSITIVE VOLTAGE FAUL TV CONNECTOR AT (BLKIYEL WIRE) CIRCUIT. ECM OR FAULTY ECM

6E2-134 DRIVEABILITV AND EMISSIONS
SECTION C-3
EVAPORATIVE EMISSION (EVAP) CONTROL SYSTEM
(ELECTRONICALL V CONTROLLED)
CONTENTS
General Description ...................... 6E2-134
Purpose ............................ 6E2-134
Vapor Canister ........................ 6E2-134
Evaporative Emission (EVAP) Control System .. 6E2-134 Results of Incorrect Operation ............. 6E2-135
Diagnosis ............................. 6E2-135
Visual Check of Canister ................. 6E2-135
On-Vehicle service . . . . . . . . . . . . . . . . . . . . . . 6E2-135
Fuel Vapor Canister . . . . . . . . . . . . . . . . . . . . 6E2-135
Canister Hoses . . . . . . . . . . . . . . . . . . . . . . . 6E2-135
Chart C-3 Evaporate Emission Canister
Purge Valve . . . . . . . . . . . . . . . . . . . . . . . . . 6E2-136
GENERAL DESCRIPTION
PURPOSE
The basic Evaporative Emission (EVAP) Control
System used on
all vehicles is the charcoal canister
storage method. This method transfers fuel
vapor
from the fuel tank to an activated carbon (charcoal)
storage device (canister)
to hold the vapors when the
vehicle
is not operating. When the engine is running,
the fuel
vapor is purged from the carbon element by
intake air flow and consumed in the normal
combustion process.
VAPOR CANISTER
Gasoline vapors from the fuel tank flow into the tube
labeled tank.
Any liquid fuel goes into a reservoir in the
bottom of the canister to protect the integrity of the
carbon bed above (Fig 6E2-86). These vapors are
absorbed into the carbon. The canister is purged
when
the engine is running or commanded by Engine
Control Module (ECM).
Ambient air is allowed into the
canister through the air tube in the top. The air mixes
with the vapor and the mixture is drawn into the intake
manifold.
EVAPORATIVE EMISSION (EVAP)
CONTROL SYSTEM
The solenoid used with this canister uses Vacuum
Switch Valve to control purge. The ECM opens and
closes the solenoid to control purge.
The
ECM operates a Normally Closed (N/C) solenoid
valve
which controls the vacuum to purge the charcoal
canister. Under cold engine
or idle conditions, the
solenoid is
not energized by the ECM, which blocks
vacuum
to purge the canister. The
ECM energizes
the solenoid valve and allows
purge when:
• Engine is warm above sg·c (156.F).
• After the engine has been running a specified
time.
4.
1. Vapor from Fuel Tank 4. Carbon
2. Evaporate Emission
Canister Purge
Vacuum
3. Canister Body
Fig. 6E2-86
3.
• Throttle position is above 7% throttle position
sensor.
•

6E2-136 DRIVEABILITY AND EMISSIONS
CHART C-3
EVAPORATIVE EMISSION CANISTER PURGE VALVE CHECK
Circuit Description:
Evaporative emission canister purge is controlled by a solenoid that allows manifold and/or ported vacuum to
purge the canister when energized. The Engine Control Module (ECM) supplies a ground to energize the solenoid
(purge "ON"). The purge solenoid control by the ECM is turned "ON" or "OFF" under specific engine conditions.
The purge
solenoid is turned "ON" when all of the following conditions are met.
• Data link connector is ungrounded.
• Engine run time after start more than 20 seconds.
• Engine coolant temperature above 60°C.
• Vehicle speed is above 9 mile per hour.
Also, if the diagnostic test terminal is grounded with the engine stopped, the purge solenoid is energized (purge
"ON").
Test Description:
Numbers below refer to circled numbers on the diagnostic chart.
1. Check to see if the solenoid is opened or closed. The solenoid is normally de-energized in this step, so it
should be closed.
2. Checks to determine if solenoid was open due to electrical CKT problem or defective solenoid.
3. Completes functional check by grounding test terminal. This should normally energize the solenoid opening
the
valve which should allow the vacuum to drop (purge "ON").
Diagnostic Aids:
Make a visual check of vacuum hose(s). Check throttle body for possible cracked, or plugged vacuum block.
Malfunction
indicator lamp for possible mechanical problem.
EVAPORATIVE
EMISSION CANISTER
PURGE SOLENOID N.C.
L__ _____ WHT/RED -----;
ENGINE FUSE
BLKJYEL~ 15A ~
IGNITION
Fig. 6E2-88
ENGINE
CONTROL
MODULE (ECM)
EVAPORATIVE EMISSION
CANISTER
PURGE SOLENOID
CONTROL DRIVER
•