fuse ISUZU TROOPER 1995 Service Manual

DRIVEABILITV AND EMISSIONS 6E2-51
CHART A-7
(PJtge 1 of 3}
FUEL SYSTEM PRESSURE TEST
NOTE: FUEL SYSTEM IS UNDER PRESSURE. TO AVOID FUEL SPILLAGE, REFER TO FIELD SERVICE PROCEDURES FOR TESTING OR REPAIRS
REQUIRING DISASSEMBLY OF FUEL LINES OR FITTINGS. REFER TO~ 3 OF 3 OF THIS CHART.
CD • INSTALL FUEL PRESSURE GAUGE, J34730-1 OR EQUIVALENT, SEE CHART A-7 ~3 OF 3) FOR INSTALLATION PROCEDURE.
• DISCONNECT VACUUM HOSE FROM FUEL PRESSURE CONTROL VALVE.
• IGNITION MUST BE "OFF" FOR 10 SECONDS.
• TURN IGNITION "ON". FUEL PUMP SHOULD RUN FOR ABOUT 2 SECONDS.
• NOTE FUEL PRESSURE AFTER PUMP STOPS.
• FUEL PRESSURE SHOULD BE 280-320 kPa (41-46 PSI) AND HOLDING STEADY. IS IT?
I
• START AND IDLE ENGINE AT NORMAL OPERATING TEMPERATURE. • RECONNECT VACUUM LINE.
• FUEL PRESSURE SHOULD HAVE
DROPPED SLIGHTLY.
DID IT?
I
@ FUEL PRESSURE
WITHIN SPECIFICATION,
BUT NOT HOLDING.
• IGNITION "OFF".
.---'---$YES
-$r---'--NO -
@ • DISCONNECT VACUUM NO TROUBLE •
CONNECT FUSED
JUMPER FROM BATTERY POSITIVE
VOLTAGE TO FUEL PUMP
RELAY CONNECTOR BETWEEN THE BLK/RED WIRE AND RED/WHT WIRE IN ENGINE
COMPARTMENT.
HOSE FROM
FUEL FOUND. REFER PRESSURE CONTROL TO "DIAGNOSTIC
VALVE. AIDS" ON
• WITH ENGINE IDLING. FACING P.A@f. APPLY 12-14"
HYDRAGYRUM OF VACUUM TO FUEL PRESSURE CONTROL
VALVE
•
FUEL PRESSURE SHOULD DROP SLIGHTLY.
DID IT?
I
• GRADUALLY BLOCK FUEL PRESSURE LINE BY PINCHING FLEX HOSE.
• REMOVE JUMPER FROM
TEST CONNECTOR WHILE
CONTINUING TO BLOCK
PRESSURE LINE.
• PRESSURE SHOULD HOLD.
DID
IT?
I PRESSURE
OUT OF SPECIFICATION.
I USE,.eAef 2 OF THIS CHART.
I
INO I PRESSURE
I
I USE CHART I A-5
~~NLO------------------~ $~YELS---------------------, LOCATE AND CORRECT
CAUSE OF INTERRUPTED
MANIFOLD ABSOLUTE
PRESSURE SUPPLY TO
REGULATOR. FUEL PRESSURE
CONTROL VALVE ASSEMBLY
IS FAULTY.
• REPEAT ABOVE PROCEDURE CHECK FOR WHILE BLOCKING FUEL -LEAKING PUMP COUPLING HOSE. RETURN LINE INSTEAD OF -FAUL TV IN-TANK PUMP PRESSURE LINE BY PINCHING FLEX HOSE.
• PRESSURE SHOULD HOLD.
DID
IT?
LOCATE AND REPLACE LEAKING INJECTOR AND DRY SPARK PLUGS
FROM FLOODED
CYLINDERS.
FUEL PRESSURE
CONTROL VALVE
ASSEMBLY
IS FAULTY.

6E2-52 DRIVEABILITV AND EMISSIONS
CHART A-7
(Page 2 of 3)
FUEL SYSTEM PRESSURE TEST
Circuit Description:
The fuel pump delivers fuel to the fuel rail and injectors, where the system pressure is controlled from 280 to 320
kPa (41 to 46 psi) by the fuel pressure control valve. Excess fuel is returned to the fuel tank. When the engine is
stopped, the
pump can be energized by jumping the fuel pump relay connector with a fused jumper.
Test Description:
Numbers below refer to circled numbers on the diagnostic chart.
® Pressure less than 280 kPa (41 psi) may be caused by one of two problems.
• The regulated fuel pressure is too low. The system will be running lean and may set diagnostic trouble code
44. Also, hard cold starting and overall poor performance is possible.
• Restricted flow is causing a pressure drop. Normally, a vehicle with a fuel pressure loss at idle will not be
driveable. However,
if the pressure drop occurs only while driving, the engine will surge and then stop as
pressure begins to drop rapidly.
® Restricting the fuel return line allows the fuel pump to build above regulated pressure. When battery positive
voltage is applied to the fuel pump relay, pressure should
be above 450 kPa (65 psi).
® This test determines if the high fuel pressure is due to a restricted fuel return line or a fuel pressure control
valve problem.
SHRADER FITIING
FUEL PRESSURE GAUGE J-34730-1
Fig. 6E2-31
MANIFOLD VACUUM
FUEL PRESSURE CONTROL VALVE
FUEL RETURN
LINE
FUEL FILTER
PUMP INLET FILTER
•

DRIVEABILITV AND EMISSIONS 6E2-53
CHART A-7
(P«ge 2 of 3)
FUEL SYSTEM PRESSURE TEST
NOTE: FUEL SYSTEM IS UNDER PRESSURE. TO AVOID FUEL SPILLAGE, REFER TO FIELD SERVICE PROCEDURES FOR TESTING OR REPAIRS
REQUIRING DISASSEMBLY OF FUEL LINES OR FITIINGS. REFER TO PAGE 3 OF 3 OF THIS CHART.
FROM CHART A-7 E!A:8E 1 PRESSURE OUT OF SPEC.
LOW PRESSURE I
(j) • CHECK FOR RESTRICTED IN-LINE FILTER. I IS FILTER OK?
® ~ $
• IGNITION "OFF"
REPLACE FILTER I • APPLY BATIERY POSITIVE AND RE-TEST.
VOLTAGE TO FUEL PUMP RELAY CONNECTOR USING A FUSED JUMPER
WIRE WITH FUEL PUMP RELAY
REMOVED.
• GRADUALLY BLOCK FUEL
RETURN LINE BY PINCHING
FLEXIBLE HOSE AND NOTE FUEL PRESSURE.
• FUEL PRESSURE SHOULD BE ABOVE 450 kPa (psi) IS IT?
~ $
FUEL PRESSURE CHECK IN-TANK PUMP
CONTROL VALVE ASSEMBLY FOR ASSEMBLY IS FAULTY.
-FAULTY FUEL PUMP -LEAKING COUPLING HOSE -INCORRECT PUMP. HIGH
PRESSURE
I
• DISCONNECT VACUUM LINE TO PRESSURE REGULATOR. • DISCONNECT FUEL RETURN LINE FLEXIBLE HOSE.
• ATIACH AS/16. I.D. FLEX HOSE TO PRESSURE REGULATOR SIDE OF RETURN LINE AND INSERT THE OTHER END INTO AN APPROVED GASOLINE
CONTAINER.
• NOTE FUEL PRESSURE WITHIN 2 SECONDS AFTER IGNITION IS TURNED "ON" • FUEL PRESSURE SHOULD BE 280-320 (41-46 PSI).
IS IT?
CfJ ~ FUEL PRESSURE LOCATE AND REPAIR
CONTROL VALVE RESTRICTED FUEL ASSEMBLY IS FAULTY. RETURN LINE.

6E2-58 DRIVEABILITY AND EMISSIONS
Circuit Description:
DIAGNOSTIC TROUBLE CODE (DTC) 13
HEATED OXYGEN SENSOR (H02S) CIRCUIT
(OPEN/GROUNDED CIRCUIT)
The engine control module supplies a voltage of about .45 volt between terminals "83" and "82". (If measured
with a
10 megohm digital voltmeter, this may read as low as .32 volt).
When the Heated Oxygen Sensor (H02S) reaches operating temperature, it varies this voltage from about .1 volt
(exhaust is lean) to about .9 volt (exhaust is rich). The H02S has a heater incorporated as part of the sensor.
This heater is used to
heatthe sensor up, thus causing the H02S to produce voltage sooner. The heater portion of
the sensor
will not affect Diagnostic Trouble Code (DTC) 13 setting.
The sensor
is like an open circuit and produces no voltage, when it is below 3oo·c (572.F). An open sensor circuit,
or could sensor, cause "Open Loop" operation.
Test Description:
Numbers below refer to circled numbers on the diagnostic chart.
• Engine operating temperature above 69SC (157.1.F).
• At least 3 minutes have elapsed since engine start-up.
• Oxygen signal voltage is steady between .347 and .547 volt.
• Throttle angle
above 9.8%.
• No DTC 21 or 31 is set.
• All above conditions are met for about 40 seconds.
If the conditions for a DTC 13 exist, the system will not go "Closed Loop."
® This test determines if the H02S is the problem or if the engine control module and wiring are at fault.
@ Use only a 10 megohm digital meter when performing this test. This test checks the continuity of "83" and
"82". If "82" is open, the engine control module voltage on "83" will be over .6 volt (600 mV).
Diagnostic Aids:
Normal "Scan tool" H02S voltage varies between 1 OOmv to 999 mv (.1 and 1.0 volt), while in "Closed Loop". DTC
13 sets in 40 seconds, if sensor signal voltage remains between 0.347 and 0.547 volt, but the system will go "Open
Loop"
in about 15 seconds.
Verify a
clean, tight ground connection for "82" at the engine mounting point. Open "83" or "82" will result in a DTC
13. If DTC 13 is intermittent, refer to "Symptoms", Section "6E2-8".
TRANSMISSION
HARNESS BLK CONNECTOR r 1
TRANSMISSION
HARNESS CONNECTOR
(BLUE) I /'< r--BLK/GRN ~~,---.,------«----BLU
RED/BLU (MIT) --« ! « RED
(BLUE) ~
PASSENGER Q SIDE
L T BLU (A/T) L
WHT/RED 1
P=H=~ r BLK/GRN ---.---BLK!GRN
BLK!YEL BLK!BLU FENDER
02 -----·'$ HEATER ELEMENT
02
l
ENGINE
BLOCK
TRANSMISSION HARNESS
-CONNECTOR (BLUE)
DRIVER'S SIDE REAR AT CYLINDER HEAD
SENSOR 10A TO
HEATER ---RED/GRN --• FUEL PUMP FUSE RELAY
Fig. 6E2-34
ENGINE CONTROL
MODULE(ECM)
H02S GROUND REFERENCE
H02S SIGNAL
ECM GROUNDS
ECM GROUNDS
•

FUEL SYSTEM
• CHECK:
• CHECK:
• CHECK:
• CHECK:
• CHECK:
• CHECK:
Fuel pump relay operation-pump should
turn "ON" for 2 seconds when ignition is
turned
"ON". Use CHART A-5.
Fuel injectors are correct for the vehicle.
Fuel
pressure, use CHART A-7.
Contaminated
fuel.
Engine fuse (visual inspect).
A
faulty in-tank fuel pump check valve will
allow
the fuel in the lines to drain back to
the tank after engine is stopped. To check
for this condition, perform fuel system
diagnosis CHART A-7.
IGNITION SYSTEM
• CHECK: For proper ignition voltage output with
spark tester J26792 or equivalent (ST-
125).
DRIVEABILITY AND EMISSIONS 6E2-91
• CHECK: Spark plugs. Remove spark plugs, check
for wet plugs, cracks, wear, improper
gap, burned electrodes, or heavy
deposits. Repair
or replace as necessary.
• CHECK: Bare or shorted wires.
• CHECK: Loose ignition coil ground.
ADDITIONAL CHECKS
• CHECK: Idle air control operation-use CHART C-
2C.
• CHECK: Basic engine problem. Refer to ENGINE
MECHANICAL DIAGNOSIS (SECTION
6A).
• CHECK: Service Bulletins for calibration updates.
SURGES AND/OR CHUGGLES
Definition: Engine power variation under steady
throttle or cruise. Feels like the car speeds
up and
slows down with no change in the
acceleration pedal.
PRELIMINARY CHECKS
• Perform the careful visual checks as described at
start
of "Symptoms," Section "6E2-B."
•
Be sure driver understands transmission
operation, and air conditioning compressor
operation
as explained in the owner's manual.
SENSORS
• CHECK: Heated oxygen sensor (H02S). The
H02S should respond quickly to different
throttle position, if it does not, check the
H02S for silicon or other contaminations
from fuel, or use of improper RTV sealant.
The sensor may have a white, powdery
coating and result in a high but false
signal voltage
(rich heated H02S signal
indication). The engine control module
will
then reduce the amount of fuel
delivered
to the engine, causing a severe
driveability problem. Also, watch for
green glycol contamination or cracking.
FUEL SYSTEM
• NOTICE: To determine ifthe condition is caused by
a rich
or lean system, the car should be
driven at the speed of the complaint.
Monitoring block learn will help identify a
problem.
Lean -Block learn above 142. Refer to
"Diagnostic Aids" on facing page of
diagnostic trouble code 44.
Rich -L.T. Fuel Trim above 118. Refer to
"Diagnostic Aids" on facing page of
diagnostic trouble code 45.
• CHECK: Fuel pressure while condition exists. Use
CHART A-7.
• CHECK: In-line fuel filter. Replace if dirty or
plugged.
IGNITION SYSTEM
• CHECK: For proper ignition voltage output using
spark tester (ST-125) J26792
or
equivalent .
• CHECK: Spark plugs. Remove spark plugs, check
for wet plugs, cracks, wear, improper
gap, burned electrodes, or heavy
deposits. Repair
or replace as necessary.
Also, check condition of electronic
ignition and spark plug wires.
• CHECK: Ignition timing. Using "Scan tool".
ADDITIONAL CHECKS
• CHECK: Engine control module grounds for being
clean, tight and in their proper location.
• CHECK: Vacuum lines for kinks or leaks.
• CHECK: Exhaust gas recirculation -There should
be no exhaust gas recirculation at idle.
Refer to CHART C-7.
• CHECK: Generator output voltage. Repair if less
than 9 or more than 16 volts.

Park/Neutral Position (PNP) Switch (Auto Only)
The Park/Neutral position (PNP) switch indicates to the
Engine Control Module
(ECM) when the transmission
is in park, neutral
or drive. This information is used for
the exhaust gas recirculation, and the idle air control
valve operation.
NOTE:
• Vehicle
should not be driven with PNP switch
disconnected,
as idle quality will be affected and a
possible false diagnostic trouble code
(DTC) 24
(vehicle speed sensor).
DRIVEABILITY AND EMISSIONS 6E2-103
See DIAGNOSIS AND GENERAL SERVICE Section for
more information on the PNP switch. The PNP switch is
part
of the neutral/start and backup light switch
assembly mounted on the transmission.
See CHART C-
1 A for PNP switch check.
DIAGNOSIS
To read the DTC(s), use a "Scan tool" or ground the
diagnostic test terminal,
with the engine not running
and the ignition
"ON". The "Check Engine" malfunction
indicator lamp
will flash DTC 12 three times and then
flash each
DTC stored in memory three times. All
DTC(s) stored in memory will have been read when
DTC 12 is flashed again.
No new
DTC(s) can be stored when in the diagnostics
test mode (diagnostics lead grounded). This
eliminates confusion while the system is being
serviced.
To clear the
DTC(s) from memory:
• Ignition "OFF".
•
Disconnect main fuse located in the under hood
fuse/relay center near the battery.
Since the ECM can have a failure which may affect only
one circuit, following the diagnostic procedures in this
section
will determine which circuit has a problem and
where
it is.
If a diagnostic chart indicates thatthe ECM connections
or ECM is the cause of a problem, and the ECM is
replaced,
but does not correct the problem, one of the
following may be the reason.
• There is a problem with the ECM terminal
connections-The diagnostic chart will say ECM
connections or ECM. The terminals may have to
be removed from the connector in order to check
them properly.
• The ECM is not correct for the Vehicle-Ane
incorrect
ECM may cause a malfunction and may
set a DTC.
• The problem is intermittent -This means that
the problem is
not present at the time the system is
being checked.
In this case, refer to the
"Symptoms" portion of the manual and make a
careful physical inspection
of all portions of the
system involved.
• Shorted solenoid, relay coil, or harness
Solenoid and relays are turned "ON" and "OFF" by
the
ECM, using internal electronic switches called
"drivers".
Each driver is part of a group of four,
called "quad-drivers". Failure of one driver can
damage any other driver in the set. A
shorted solenoid, relay coil, or harness in a l-EFT­
SHCI
computer will not damage the ECM, but will
cause the circuit and controlled component to be
inoperative. When the circuit fault is not present or
has been repaired, the "quad-driver" will again
operate in a normal manner due to its fault
protected design. If a fault has been repaired in a
circuit controlled by a "quad-driver", the original
ECM should be reinstalled and the circuit checked
for proper operation. ECM replacement will not be
necessary if the repaired circuit or component now
operates correctly.
J 34636 or BT-8405 testers or equivalent provide a fast,
accurate means
of checking for a shorted coil or a short
to battery positive voltage.
• The replacement ECM may be faulty-After the
ECM is replaced, the system should be re-checked
for proper operation. If the diagnostic chart again
indicates the
ECM is the problem, substitute a
known good
ECM. Although this is a rare
condition,
it could happen.
ENGINE CONTROL MODULE (ECM)
A faulty ECM will be determined in the diagnostic
charts.
ELECTRONICALL V ERASABLE
PROGRAMMABLE READ
ONL V MEMORY
A faulty electrically erasable programmable read only
memory, which is part of the ECM, will set a DTC 51.
ENGINE CONTROL MODULE (ECM)
INPUTS
All of the sensors and input switches can be diagnosed
by the use
of "Scan tool".
Following is a short description of how the sensors and
switches can be diagnosed by the use
"Scan tool". The
"Scan tool" can also be used to compare the values for
a normal running engine with the engine you're
diagnosing.

wcAUTION:
' • When replacing the production Engine Control
Module
(ECM) with a service ECM (controller),
it is important to transfer the broadcast
diagnostic
trouble code and production ECM
number to the service ECM label. Please do not
record on ECM cover. This will allow positive
identification
of ECM parts throughout the
service
life of the vehicle.
DRIVEABILITV AND EMISSIONS 6E2-1 05
\fCAUTION:
' • To prevent internal ECM damage, the ignition
must be
"OFF" when disconnecting or
reconnecting power
to ECM (for example;
battery cable, ECM pigtail, ECM fuse, jumper
cables etc.)
ENGINE CONTROL MODULE (ECM) REPLACEMENT
Removal steps 1. Negative battery cable 2. Lower trim panel at console
3. A/C Heater transfer tube ECM 4. ABS controller electrical
controller
5. ABS controller 6. Four fasteners for ECM bracket
7. ECM electrical connectors
8. ECM from under dash bracket still attached
Installation steps To install, follow the removal steps
reverse in the order.
Fig. 6E2-55
EJ REMOVAL
1. Negative battery cable
2. Lower trim panel at console (4 fasteners)
3. Air Conditioning Heater transfer tube
4. ABS controller electrical connector (1) (if
equipt)
5. ABS controller (4 fasteners) (if equipt)
6. Four (4) fasteners for ECM bracket
7. ECM
electrical connectors (2)
8. ECM from under dash, bracket
still attached
NOTE:
To prevent possible Electronic Discharge damage
to the ECM, Do not touch the connector pins or
soldered components on the circuit board.
I•+! INSTALLATION
1. ECM and bracket under dash
2. Four (4) fasteners and tighten
3. Two (2) ECM electrical connectors
4. ABS controller and four (4) fasteners (if equipt)
5. ABS controller electrical connector (if equipt)
6. Air Conditioning Heater transfer tube
7. Lower trim panel at console (4 fasteners)
8. Negative battery
cable
Functional
Check
1. Turn ignition "ON".
2. Enter diagnostics test mode.
A.
Allow Diagnostic Trouble Code (DTC) 12 to
flash four times to verify no other DTC(s) are
present. This indicates the reprogrammed
ECM is functioning properly.
B. If DTC 51 occurs, or if the malfunction
indicator lamp is "ON" constantly with no
DTC(s), the
ECM is defective.
• If it is necessary to replace the ECM, follow
the previous removal instructions.
ENGINE COOLANT TEMPERATURE (ECT)
SENSOR
Fig. 6E2-56

6E2-1 08 DRIVEABILITV AND EMISSIONS
CHART C-1A
PARK/NEUTRAL POSITION (PNP} SWITCH DIAGNOSIS
(AUTO TRANSMISSION ONL
V}
Circuit Description:
The
Park/Neutral Position (PNP) switch contacts are a part of the Mode switch assembly. They are closed to
ground in park or neutral and open in drive ranges.
The Engine
Control Module (ECM) supplies voltage through a current limiting resistor to BLU/PNK wire and
senses a
closed switch when the voltage on BLU/PNK wire drops to less than one volt.
The ECM uses the PNP signal as one ofthe inputs to control idle air, vehicle speed sensor diagnostics, and exhaust
gas recirculation.
If BLU/PNK wire indicates PNP (grounded), while in drive range, the ECM would be inoperative, resulting in
possible detonation.
If BLU/PNK wire indicates drive (open), a dip in the idle may exist when the gear selector is moved into drive range.
Test Description:
Number(s)
below refer to circled number(s) on the diagnostic chart.
1. Checks for a closed switch to ground in park position. Different makes of "Scan tools" will read PNP differently.
Refer to tool operator's manual for type of display used for a specific tool.
2 To gain access to the wiring for the Diode, it will be necessary to remove the lower cover of the underhood
fuse/Relay center.
MODE SWITCH PART OF
INHIBITOR SWITCH TRANSMISSION ASSEMBLY CONNECTOR
_[ BLK +~•+1-------rt--BLU/BLK -{~ PNK/BLU
-BLU/BLK
l
TO STARTER
RELAY COIL
SIDE OF RELAY
DIODE E-1
ENGINE CONTROL MODULE(ECM)
~ BLU/PNK ~ P/N POSITION SIGNAL
LOCATED IN
UNDERHOOD
FUSE/RELAY
CENTER
Fig. 6E2-61
Ill

DRIVEABILITY AND EMISSIONS 6E2-1 09
CHART C-1A
PARK/NEUTRAL POSITION (PNP) SWITCH DIAGNOSIS
(AUTO TRANSMISSION ONLY)
CD • IGNITION "ON" ENGINE NOT RUNNING.
• "SCAN TOOL" INSTALLED.
"SCAN TOOL" SHOULD DISPLAY "PARK/NEUTRAL" POSITION
(PNP} WITH TRANSMISSION
IN PARK OR NEUTRAL?
AND "R·D-L" WITH TRANSMISSION IN ALL OTHER SHIFT
POSITIONS?
DOES
IT?
@ • REMOVE THE DIODE FROM THE UNDERHOOD FUSE/RELAY CENTER. • USE A DVM PROBE THE BLU/PINK WIRE.
SHOULD HAVE 12 VOLTS.
DOES IT?
• TEST LIGHT CONNECTED TO BATTERY POSITIVE SENSOR,
PROBE THE PNK/BLU WIRE AT THE DIODE CAVITY.
• TEST LIGHT SHOULD BE "ON" WITH TRANSMISSION IN PARK.
IS IT?
OPEN IN BLU/PNK WIRE OR FAULTY ENGINE CONTROL
MODULE.
OPEN
IN PNK/BLU WIRE OR MISADJUSTED PNP SWITCH OR FAULTY PNP SWITCH.

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
•