shock LEXUS SC300 1991 Service Manual PDF

LOWER SUSPENSION ARM REMOVAL
SA1A4±01
1. JACK UP VEHICLE AND REMOVE FRONT WHEEL
2. REMOVE ENGINE UNDER COVER
3. REMOVE FRONT BRAKE CALIPER
(b) Hang up the brake caliper using wire, etc.
4. DISCONNECT STABILIZER BAR LINK FROM LOWERSUSPENSION ARM
Remove the nut and disconnect the link from the arm.
5. DISCONNECT STEERING KNUCKLE
(a) Remove the clip and nut.
(b) Using SST, disconnect the steering knuckle from the lower suspension arm.
SST 09628±62011
6. REMOVE LOWER SUSPENSION ARM
(a) R e m o v e t h e b o l t a n d n u t a n d d i s c onnect the lower
suspension arm from the shock absorber.
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SUSPENSION AND AXLE FRONT SUSPENSIONSA±41
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(b) Before loosening the adjusting cam, place matchmarks onthe front and rear adjusting cams and body.
(c) Remove the nuts and adjusting cams and remove the lower suspension arm.
7. REMOVE SHOCK ABSORBER BRACKET FROM LOWER SUSPENSION ARM
Remove the 2 bolts and the bracket from the arm.
LOWER BALL JOINT INSPECTION
SA0RW±04
INSPECT BALL JOINT FOR ROTATION CONDITION
(a) As shown, flip the ball joint stud back and forth 5 times before
installing the nut.
(b) Using torque wrench, turn the nut continuously one turn every 2±4 seconds and take the torque reading on the 5th
turn.
Torque (turning):
1.0±3.4 N Vm (10±35 kgf Vcm, 9±30 in. Vlbf)
If not within specification, replace the lower suspension arm.
SA±42
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SUSPENSION AND AXLE FRONT SUSPENSION
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LOWER SUSPENSION ARM
INSTALLATION
SA1A5±01
1. INSTALL SHOCK ABSORBER BRACKET TO LOWERSUSPENSION ARM
Install the bracket to the arm with the 2 bolts.
Torque: 52 N Vm (530 kgf Vcm, 38 ft Vlbf)
2. INSTALL LOWER SUSPENSION ARM
(a) Install the lower suspension arm to the body and temporarily
install the adjusting cams and nut.
(b) Connect the lower suspension arm to the steering knuckle.
Torque: 125 N Vm (1,270 kgf Vcm, 92 ft Vlbf)
(c) Install a new clip.
(d) Connect the shock absorber to the lower suspension arm
with the bolt and nut.
Torque: 143 N Vm (1,460 kgf Vcm, 106 ft Vlbf)
2. CONNECT STABILIZER BAR LINK
(a) Connect the stabilizer bar link to the lower suspension arm
with the nut.
Torque: 74 N Vm (750 kgf Vcm, 54 ft Vlbf)
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SUSPENSION AND AXLE FRONT SUSPENSIONSA±43
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Are there any other codes (besides
Code 16) being output?
Replace engine (& ECT) ECU.
Go to relevant diag. code
chart.
Diag. Code 16ECT Control Signal Malfunction
CIRCUIT DESCRIPTION
The signal from the ECT CPU retards the ignition timing of the engine durin\
g ECT gear shifting, thus momentarily
reducing torque output of the engine for smooth clutch operation inside the transmission and reduced shift
shock.
If the ECU records the diagnostic code º16º in memory, it prohibits the torque control of the ECT which performs
smooth gear shifting.
DTC No.DTC Detecting ConditionTrouble Area
16Fault in communications between the engine CPU and
ECT CPU in the ECU.
ECU
If the ECU records the diagnostic trouble code º16º in memory, it prohibits the torque control of the ECT which
performs smooth gear shifting.
DIAGNOSTIC CHARTDIAGNOSTIC CHART
TR±58±
ENGINE TROUBLESHOOTING Circuit Inspection
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Diag. Code 16ECT Control Signal Malfunction
CIRCUIT DESCRIPTION
The signal from the ECT CPU retards the ignition timeing of the engine duri\
ng ECT gear shifting, thus mo-
mentarily reducing torque output of the engine for smooth clutch operati\
on inside the transmission and re-
duced shift shock.
Code No.Diagnostic Code Detecting ConditionTrouble Area
16Fault in communications between the engine
CPU and ECT CPU in the ECU.
ECU
If the ECU records the diagnostic code ª16º in memory, it prohibits the torque control of the ECT which per-
forms smooth gear shifting.
DIAGNOSTIC CHARTDIAGNOSTIC CHART
Are there any other codes (besides Code 16)
being output?
Replace engine & ECT ECU. Go to relevant diag. code chart.
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ENGINE TROUBLESHOOTING Circuit InspectionTR±61
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Are there any other codes (besides
Code 16) being output?
Replace engine (& ECT) ECU.
Go to relevant diag. code
chart.
Diag. Code 16ECT Control Signal Malfunction
CIRCUIT DESCRIPTION
The signal from the ECT CPU retards the ignition timing of the engine durin\
g ECT gear shifting, thus momentarily
reducing torque output of the engine for smooth clutch operation inside the transmission and reduced shift
shock.
If the ECU records the diagnostic code º16º in memory, it prohibits the torque control of the ECT which performs
smooth gear shifting.
DTC No.DTC Detecting ConditionTrouble Area
16Fault in communications between the engine CPU and
ECT CPU in the ECU.
ECU
If the ECU records the diagnostic trouble code º16º in memory, it prohibits the torque control of the ECT which
performs smooth gear shifting.
DIAGNOSTIC CHARTDIAGNOSTIC CHART
TR±58±
ENGINE TROUBLESHOOTING Circuit Inspection
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Diag. Code 16ECT Control Signal Malfunction
CIRCUIT DESCRIPTION
The signal from the ECT CPU retards the ignition timeing of the engine duri\
ng ECT gear shifting, thus mo-
mentarily reducing torque output of the engine for smooth clutch operati\
on inside the transmission and re-
duced shift shock.
Code No.Diagnostic Code Detecting ConditionTrouble Area
16Fault in communications between the engine
CPU and ECT CPU in the ECU.
ECU
If the ECU records the diagnostic code ª16º in memory, it prohibits the torque control of the ECT which per-
forms smooth gear shifting.
DIAGNOSTIC CHARTDIAGNOSTIC CHART
Are there any other codes (besides Code 16)
being output?
Replace engine & ECT ECU. Go to relevant diag. code chart.
±
ENGINE TROUBLESHOOTING Circuit InspectionTR±61
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REAR SUSPENSION NOISEPage 2 of 2
WARRANTY INFORMATION:
OPCODE DESCRIPTION TIME OPN T1 T2
R&R Rear Shock AbsorberAssembly
(both sides including 48341-24040 or
replacement of spring 48341-24070
bumpers and all necessary
adjustments)
Replacement of the rear spring bumper under warranty is limited to correction of a prob\
lem based upon a
customer 's complaint.
482201A 1.8 91 41
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130
ECT AND A/T INDICATOR
THIS SYSTEM, ELECTRICALLY CONTROLS THE LINE PRESSURE, THROTTLE PRESSURE, LOCK±UP PRESSURE AND\
ACCUMULATOR
PRESSURE ETC. THROUGH THE SOLENOID VALVE. THE ECT IS A SYSTEM WHICH PRECISELY CONTROLS GEAR SHIFT TIMING AND
LOCK±UP TIMING IN RESPONSE TO THE VEHICLE'S DRIVING CONDITIONS AND THE ENGINE OPERATING CONDITIONS DETECTED
BY VARIOUS SENSORS, MAKING SMOOTH DRIVING POSSIBLE BY SHIFT SELECTION FOR EA\
CH GEAR WHICH IS THE MOST
APPROPRIATE TO THE DRIVING CONDITIONS AT THAT TIME, AND CONTROLS THE ENGINE TORQUE DURING SHIFTING TO ACHIEVE
OPTIMUM SHIFT FEELING.
1. GEAR SHIFT OPERATION
WHEN DRIVING, THE ENGINE WARM UP CONDITION IS INPUT AS A SIGNAL TO TERMINAL (B)44 OF THE ECU FROM THE EFI WATER
TEMP. SENSOR AND THE VEHICLE SPEED SIGNAL FROM SPEED SENSOR NO.2 IS INPUT TO TERMINAL (B)23 OF THE ECU. AT THE
SAME TIME, THE THROTTLE VALVE OPENING SIGNAL FROM THE THROTTLE POSITION SENSOR (MAIN) IS INPUT TO TERMINAL
(B)43 OF THE ECU AS ENGINE RPM CONDITION (IDLING, HIGH LOAD AND ACCELERATION CONDITIONS) SIGNAL.
BASED ON THESE SIGNALS, THE ECU SELECTS THE BEST SHIFT POSITION FOR DRIVING C\
ONDITIONS AND SENDS CURRENT TO
THE ECT SOLENOIDS.
WHEN SHIFTING TO 1ST SPEED, THE CURRENT FLOWS FROM TERMINAL (B)10 OF THE ECU " TERMINAL 1 OF ECT SOLENOIDS "
GROUND AND CONTINUITY TO NO.1 SOLENOID CAUSES THE SHIFT (NO.2 SOLENOID DOES NOT HAVE CONTINUITY AT THIS TIME).
FOR 2ND SPEED, THE CURRENT FLOWS SIMULTANEOUSLY FROM TERMINAL (B)9 OF THE ECU " TERMINAL 2 OF ECT SOLENOIDS
" GROUND, AND FROM TERMINAL (B)10 OF THE ECU " TERMINAL 1 OF ECT SOLENOIDS " GROUND, AND CONTINUITY TO NO.1
AND NO.2 SOLENOIDS CAUSES THE SHIFT.
FOR 3RD SPEED, THERE IS NO CONTINUITY TO NO.1 SOLENOID, ONLY TO NO.2 SOLENOID, CAUSING THE SHIFT.
SHIFTING INTO THE 4TH SPEED (OVERDRIVE) OCCURS WHEN NO CURRENT FLOWS TO NO.1 AND NO.2 SOLENOIDS. THE NO.4
SOLENOID (FOR ACCUMULATOR BACK PRESSURE MODULATION) IS INSTALLED TO ADJUST THE BACK PRESSURE ON THE
ACCUMULATOR AND CONTROL THE HYDRAULIC PRESSURE DURING SHIFTING AND LOCK±UP IN \
ORDER TO PROVIDE SMOOTH
SHIFTING WITH LITTLE SHIFT SHOCK.
2. LOCK±UP OPERATION
WHEN THE ECT ECU DECIDES, BASED ON EACH SIGNAL, THAT THE LOCK±UP CONDITION HAS BEEN MET, THE CURRENT FLOWS
FROM " TERMINAL (B)8 OF THE ECU " TERMINAL 3 OF THE ECT SOLENOID " GROUND, CAUSING CONTINUITY TO THE LOCK±UP
SOLENOID AND CAUSING LOCK±UP OPERATION.
3. STOP LIGHT SW CIRCUIT
IF THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) WHEN DRIVING IN LOCK±UP CONDITION, A SIGNAL IS INPUT\
TO
TERMINAL (A)4 OF THE ECU. THE ECU OPERATES AND CUTS THE CURRENT TO THE SOLENOID TO RELEASE LOCK±UP.
4. OVERDRIVE CIRCUIT
*O/D MAIN SW ON
WHEN THE O/D MAIN SW IS TURNED ON (SW POINT IS OPEN), A SIGNAL IS INPU\
T TO TERMINAL (A)28 OF THE ECU AND THE ECT
CAUSES SHIFT TO OVERDRIVE WHEN THE CONDITIONS FOR OVERDRIVE ARE MET.
* O/D MAIN SW OFF
WHEN THE O/D MAIN SW IS TURNED OFF (SW POINT IS CLOSED), THE CURRENT FLOWI\
NG THROUGH THE O/D OFF INDICATOR
LIGHT FLOWS TO GROUND BY WAY OF THE O/D MAIN SW AND CAUSES THE O/D OFF INDICATOR LIGHT TO LIGHT UP. AT THE
SAME TIME, A SIGNAL IS INPUT TO TERMINAL (A)28 OF THE ECU AND THE ECT PREVENTS SHIFT INTO OVERDRIVE.
5. ECT PATTERN SELECT SW CIRCUIT
WHEN THE ECT PATTERN SELECT SW IS CHANGED FROM ªNORMALº TO ªPOWERº, THE CURRENT THROUGH THE GAUGE FUSE
FLOWS TO TERMINAL 4 OF ECT PATTERN SELECT SW " TERMINAL 3 " TERMINAL (B)4 OF A/T INDICATOR " TERMINAL (C)23 "
GROUND AND CAUSES THE INDICATOR LIGHT TO LIGHT UP. AT THE SAME TIME, THE CURRENT FLOWS TO TERMINAL (A)18 OF
THE ECU AND THE ECU PERFORMS SHIFT UP AND SHIFT DOWN AT A HIGHER VEHICLE SPEED RANGE COMPARED WITH
ªNORMALº POSITION.
6. KICK DOWN OPERATION
WHEN THE ACCELERATOR IS DEPRESSED FURTHER THAN THE FULL THROTTLE POSITION WHILE DRIVING, THE KICK DOWN SW
TURNS ON AND ITS SIGNAL IS INPUT TO TERMINAL (A)3 OF THE ECU. THEN, THE ECU CONTROLS THE CURRENT WHICH FLOWS
FROM TERMINALS (B)10 AND (B)9 OF THE ECU TO THE NO. 1 AND NO. 2 SOLENOIDS AND SHIFTS DOWN BY TURNING THE
SOLENOIDS ON AND OFF.
7. CRUISE CONTROL
WHEN CRUISE CONTROL OPERATION IS SELECTED A SIGNAL IS INPUT TO TERMINAL (A)12 OF THE ECU FROM CRUISE CONTROL
ECU. AS A RESULT, THE ECU OPERATES AND CONTROLS OVERDRIVE, LOCK±UP AND SO ON FOR SMOOTH DRIVING.
SYSTEM OUTLINE
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177
SRS AIRBAG
NOTICE: When inspecting or repairing the SRS AIRBAG, perform the operation in accord\
ance with the
following precautionary instructions and the procedure and precautions in the Repair Manual for the applicable
model year.

Malfunction symptoms of the airbag system are difficult to confirm, so the diagnostic codes become the most
important source of information when troubleshooting.
When troubleshooting the airbag system, always inspect the diagnostic codes before disconnecting the
battery.

Work must be started after 30 seconds or longer from the time the Ignition SW is set to the ªLOCKº position
and 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 30 seconds of
disconnecting 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 systems
will be cancelled. So before starting work, make a record of the contents memorized by each me\
mory system.
Then when work is finished, reset the clock and audio system as before.
When the vehicle has tilt and telescopic steering, power seat, outside r\
ear view mirror and power shoulder
belt anchorage, which are all equipped with memory function, it is not possible to make a record of the memory
contents. So when the operation is finished, it will be necessary to explain this\
fact to the customer, and
request the customer to adjust the features and reset the memory.
To avoid erasing the memory of each memory system, never use a back±up \
power supply from outside the
vehicle.

When removing the steering wheel pad or handling a new steering wheel pad, keep the pad upper surfa\
ce
facing upward. Also, lock the lock lever of the twin lock type connector\
at the rear of the pad and take care
not to damage the connector.
(Storing the pad with its metallic surface up may lead to a serious accident if \
the airbag inflates for some
reason).

Store the steering wheel pad where the ambient temperature remains below\
93 °C (200 °F), without high
humidity and away from electrical noise.

Never use airbag parts from another vehicle. When replacing airbag parts\
, replace them with new parts.

Never disassemble or repair the steering wheel pad, center airbag sensor asse\
mbly or front airbag sensors.

Before repairing the body, remove the airbag sensors if during repair shocks are likely to be app\
lied to the
sensors due to vibration of the body or direct tapping with tools or oth\
er 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 reuse
it. (See the Repair Manual for the method for evaluating the center airbag\
sensor assembly.)

When troubleshooting the airbag system, use a high±impedance (Min. 1\
0k W/V) tester.

The vehicle wiring harness exclusively for the airbag system is distinguish\
ed by corrugated yellow tubing, as
are 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 airbag system is damaged, replace the wh\
ole wire harness assembly.
When the connector to the airbag front sensors can be repaired alone (when \
there is no damage to the wire
harness), use the repair wire specially designed for the purpose.
(Refer to the Repair Manual for the applicable Model year for details o\
f the replacement method.)

INFORMATION LABELS (NOTICES) are attached to the periphery of the airbag componen\
ts. Follow the
instructions on the notices.
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