ECU LEXUS SC400 1991 Service Repair Manual

139
(FOR ABS)
THIS SYSTEM CONTROLS THE RESPECTIVE BRAKE FLUID PRESSURES ACTING ON THE DISC\
BRAKE CYLINDERS OF THE RIGHT
FRONT WHEEL, LEFT FRONT WHEEL AND REAR WHEELS WHEN THE BRAKES ARE APPLIED IN \
A PANIC STOP SO THAT THE
WHEELS DO NOT LOCK. THIS RESULTS IN IMPROVED DIRECTIONALLY STABILITY AND STEERABILITY DURING PANIC BRAKING.
1. INPUT SIGNALS
(1) SPEED SENSOR SIGNALTHE SPEED OF THE WHEELS IS DETECTED AND INPUT TO TERMINALS FL+, FR+, RL+ AND RR+ OF THE ABS AND TRACTION
ECU.
(2) STOP LIGHT SW SIGNAL A SIGNAL IS INPUT TO TERMINAL STP OF THE ABS AND TRACTION ECU WHEN THE BRAKE PEDAL IS OPERATED.
(3) PARKING BRAKE SW SIGNAL A SIGNAL IS INPUT TO TERMINAL PKB OF THE ABS AND TRACTION ECU WHEN THE PARKING BRAKE IS OPERATED.
2. SYSTEM OPERATION
DURING SUDDEN BRAKING, THE ABS AND TRACTION ECU WHICH HAS SIGNALS INPUT FROM E\
ACH SENSOR CONTROLS THE
CURRENT FLOWING TO THE SOLENOID INSIDE THE ACTUATOR AND LETS THE HYDRAULIC PRESSURE ACTING ON EACH WHEEL
CYLINDER ESCAPE TO THE RESERVOIR. THE PUMP INSIDE THE ACTUATOR IS ALSO OPERATING AT THIS TIME AND IT RETURNS
THE BRAKE FLUID FROM THE 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 CURRENT
ACTING ON SOLENOID IS CONTROLLED AND THE HYDRAULIC PRESSURE IS INCREASED, HOLD\
ING OF THE HYDRAULIC
PRESSURE IS ALSO CONTROLLED BY THE COMPUTER, BY THE SAME METHOD AS ABOVE. BY REP\
EATED PRESSURE REDUCTION,
HOLDING AND INCREASE ARE REPEATED TO MAINTAIN VEHICLE STABILITY AND TO IMPROVE STEERABILITY DURING SUDDEN
BRAKING.
(FOR TRACTION CONTROL)
THE TRACTION CONTROL SYSTEM IS A SYSTEM WHEREBY THE ªABS AND TRACTION ECUº AND ªTRACTION ECUº\
CONTROLS THE
ENGINE TORQUE AND THE HYDRAULIC PRESSURE OF THE WHEEL CYLINDER OF THE DRIVING WHEELS IN ORDER TO CONTROL
SPINNING OF THE DRIVING WHEELS WHEN STARTING OFF AND ACCELERATING, AND PROVIDE THE MOST APPROPRIATE DRIVING
FORCE IN RESPONSE TO THE ROAD CONDITIONS FOR VEHICLE STABILITY.
TRACTION CONTROL OPERATION
VEHICLE SPEED SIGNALS FROM THE SPEED SENSOR INSTALLED ON EACH WHEEL ARE INPUT TO THE ABS AND TRACTION ECU.
WHEN THE ACCELERATOR PEDAL IS DEPRESSED WHILE DRIVING ON A SLIPPERY ROAD AND THE DRIVING WHEEL (REAR WHEEL)
SLIPS, IF THE ROTATION OF THE REAR WHEEL EXCEEDS THE ROTATION OF THE FRONT WHEELS FOR A SPECIFIED PERIOD, THE
ECU JUDGES THAT THE REAR WHEEL IS SLIPPING.
WHEN THIS OCCURS, CURRENT FLOWS FROM TRACTION ECU TO SUB THROTTLE ACTUATOR TO CLOSE THE SUB THROTTLE
VALVE. THE THROTTLE VALVE OPENING ANGLE SIGNAL IS OUTPUT FROM TERMINAL VTA OF SUB THROTTLE POSITION SENSOR
TO TERMINAL VTA2 OF ENGINE AND ECT ECU TO KEEP THE ENGINE RPM AT THE MOST SUITABLE LEVEL FOR THE DRIVING
CONDITIONS AND REDUCE SLIP OF THE DRIVING WHEEL. AT THE SAME TIME, OPERATION OF THE ABS AND TRACTION ECU
CAUSE THE TRACTION BRAKE ACTUATORS (ACC CUT, M/C CUT, RESERVOIR CUT SOLENOID) TO TURN ON TO SWITCH THE
HYDRAULIC CIRCUIT TO ªTRACTIONº MODE.
IN THIS CASE, SIGNALS ARE INPUT FROM TERMINAL SRR OF ABS AND TRACTION ECU TO TERMINAL (B)6 OF ABS ACTUATOR, AND
FROM TERMINAL SRL OF ABS AND TRACTION ECU TO TERMINAL (B)1 OF ABS ACTUATOR, CONTROLLING THE REAR WHEEL
SOLENOID IN THE ABS ACTUATOR AND INCREASING THE HYDRAULIC PRESSURE OF THE WHEEL CYLINDER IN ORDER \
TO
PREVENT SLIP.
TO MAINTAIN THE HYDRAULIC PRESSURE OF THE REAR WHEELS, THE REAR WHEEL SOLENOID I\
NSIDE THE ABS ACTUATOR IS
PUT IN ªHOLDº MODE AND KEEPS THE HYDRAULIC PRESSURE TO THE BRAKE CYLINDER CONSTANT.
WHEN THE BRAKE CYLINDER HYDRAULIC PRESSURE IS REDUCED, THE PRESSURE REDU\
CTION MODE REDUCES AND CONTROLS
THE HYDRAULIC PRESSURE.
SYSTEM OUTLINE
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140
ABS AND TRACTION CONTROL
A24(A), A25(B), A26(C) ABS AND TRACTION ECU
(B) 21±GROUND : ALWAYS APPROX. 12 VOLTS
(B) 11±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
(B) 10±GROUND : CONTINUITY WITH STOP LIGHT SW ON
(B) 2, (B) 13, (B) 22±GROUND : ALWAYS CONTINUITY
(B) 17±GROUND : CONTINUITY WITH PARKING BRAKE LEVER PULLED UP (PARKING BRAKE SW ON)
A 4(B), A 5(C), A 6(A) ABS ACTUATOR
(A) 1, (A) 2±GROUND : APPROX. APPROX. 12 VOLTS
(C) 1±GROUND : ALWAYS CONTINUITY
(B) 1, (B) 5, (B) 4, (B) 6±GROUND : APPROX. 1.15 (IGNITION SW OFF)
(B) 2±GROUND : APPROX. 5 (IGNITION SW OFF)
T3(A), T 4(B) TRACTION BRAKE ACTUATOR
(B) 2± (B) 4 : OPEN ABOVE APPROX. 134.5KG/CM2
(13189 KPA, 1910PSI)
CLOSED BELOW APPROX. 95KG/CM2 (9316 KPA, 1349PSI)
(A) 3± (A) 6 : APPROX. 2
(A) 2± (A) 5 : APPROX. 2
(A) 1± (A) 4 : APPROX. 2
S12 STOP LIGHT SW
2±1 : CLOSED WITH BRAKE PEDAL DEPRESSED
A 7, A 8, A30, A31 ABS SPEED SENSOR FRONT LH, RH, REAR LH, RH
1±2 : APPROX. 1.0(20 °C, 68°F)
T13(B), T14(A) TRACTION ECU
(A) 2±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
(A) 15±GROUND : ALWAYS APPROX. 12 VOLTS
(A) 20, (A)14±GROUND : ALWAYS CONTINUITY
(A) 1±GROUND : CONTINUITY WITH PARKING BRAKE LEVER PULLED UP
(B) 2±GROUND : APPROX. 12 VOLTS WITH STOP LIGHT SW ON
(B) 13±GROUND : CONTINUITY WITH TRACTION CUT SW PUSHED ON
(B) 8±GROUND : ALWAYS APPROX. 12 VOLTS
P 3 PARKING BRAKE SW
1±GROUND : CLOSED WITH PARKING BRAKE LEVER PULLED UP
S 8 SUB THROTTLE ACTUATOR
2±1, 2±3 : APPROX. 0.9
5±4, 5±6 : APPROX. 0.9
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
A 4B26C 326S 927
A 5C26C13B28S1229
A 6A26C14A28T 227
A 726D 128T 3A27
A 826D 228T 4B27
A1026E 226T 527
A24A28E 326T 629
A25B28E 9A28T1229
A26C28E10B28T13B29
A3030F 926T14A29
A3130P 329
B 126S 827
: RELAY BLOCKS
CODESEE PAGERELAY BLOCKS (RELAY BLOCK LOCATION)
219ENGINE COMPARTMENT LEFT624ENGINE COMPARTMENT LEFT
SERVICE HINTS
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226
AUTOMATIC AIR CONDITIONER
1. HEATER BLOWER MOTOR OPERATION
CURRENT IS APPLIED AT ALL TIMES THROUGH HEATER FUSE (60A) TO TERMINAL 5 OF HEATER RELAY. WHEN THE IGNITION SW IS
TURNED ON, CURRENT FLOWS THROUGH HEATER FUSE (10A) TO TERMINAL 1 OF HEATER RELAY " TERMINAL 3 " TERMINAL HR
OF A/C CONTROL ASSEMBLY. AT THE SAME TIME, CURRENT ALSO FLOWS FROM HEATER FUSE (10A) TO TERMINAL IG+ OF A/C
CONTROL ASSEMBLY AND TERMINAL 2 OF WATER VALVE VSV " TERMINAL 1 " TERMINAL WV OF A/C CONTROL ASSEMBLY.
* LOW SPEED OPERATION
WHEN THE BLOWER SW (A/C CONTROL ASSEMBLY) IS PUSHED TO LOW SPEED POSITION, THE CURRENT TO TERMINAL HR OF A/C
CONTROL ASSEMBLY FLOWS TO TERMINAL E OF A/C CONTROL ASSEMBLY " GROUND AND TURNS THE HEATER RELAY. AS A
RESULT, THE CURRENT TO TERMINAL 5 OF HEATER RELAY FLOWS TO TERMINAL 4 OF RELAY " TERMINAL 2 OF BLOWER
RESISTOR " TERMINAL 1 " GROUND AND CAUSES THE BLOWER MOTOR TO ROTATE AT LOW SPEED.
* MEDIUM (M1, M2, M3) AND HIGH SPEED OPERATION
WHEN THE BLOWER SW (A/C CONTROL ASSEMBLY) IS SELECTED TO MEDIUM (M1, M2, M3) OR HIGH POSITION, THE CURRENT TO
TERMINAL HR OF A/C CONTROL ASSEMBLY FLOWS TO TERMINAL E " GROUND AND TURNS THE HEATER RELAY ON. THEN, THE
CURRENT TO TERMINAL IG+ OF A/C CONTROL ASSEMBLY FLOWS TO TERMINAL BLR " TERMINAL (B)2 OF POWER TRANSISTOR
" TERMINAL (A)1 " GROUND. AS A RESULT, THE CURRENT TO TERMINAL 5 OF HEATER RELAY FLOWS TO TERMINAL 4 "
TERMINAL 2 OF BLOWER MOTOR " TERMINAL 1 " TERMINAL (A)2 OF POWER TRANSISTOR " TERMINAL (A)1 " GROUND AND
BLOWER MOTOR IS ROTATED AT SELECTED SPEED BY THE A/C CONTROL ASSEMBLY CONTROLLING THE CURRENT FLOW FROM
TERMINAL (B)2 OF POWER TRANSISTOR TO TERMINAL (B)1.
* AUTO FUNCTION
WHEN THE AUTO SW IN HEATER CONTROL SW (A/C CONTROL ASSEMBLY) IS SELECTED, THE CURRENT FLOW IS THE SAME AS
ABOVE MENTIONS, BUT THE A/C CONTROL ASSEMBLY DECIDES THE APPROPRIATE AIR FLOW VOLUME ACCORDING TO SET
TEMPERATURE AND THE INPUT SIGNALS FROM EACH SENSOR. BY CONTROLLING THE CURRENT FLOW\
FROM TERMINAL BLR OF
THE A/C CONTROL ASSEMBLY TO TERMINAL (B)2 OF POWER TRANSISTOR " TERMINAL (A)1 " GROUND , THE A/C CONTROL
ASSEMBLY CONTROLS THE BLOWER MOTOR STEPLESSLY.
2. OPERATION OF AIR INLET CONTROL SERVO MOTOR
(SWITCHING FROM FRESH TO RECIRC)
WITH IGNITION SW TURNED ON, THE CURRENT FLOWS FROM HEATER FUSE (10A) TO TERMINAL IG+ OF A/C CONTROL ASSEMBLY
" TERMINAL MREC " TERMINAL 6 OF AIR INLET CONTROL SERVO MOTOR " TERMINAL 2 " TERMINAL MFRS OF A/C CONTROL
ASSEMBLY " TERMINAL E " GROUND , THE MOTOR ROTATES AND THE DAMPER MOVES TO THE RECIRC SIDE. WHEN THE
DAMPER OPERATES WITH THE A/C SW AT RECIRC POSITION, THE DAMPER POSITION SIGNAL IS INPUT FROM TERMINAL 5 OF THE
SERVO MOTOR TO TERMINAL TPI OF THE ECU (BUILT INTO THE A/C CONTROL ASSEMBLY). AS A RESULT, CURRENT TO THE SERVO
MOTOR CIRCUIT IS CUT OFF BY THE ECU, SO THE DAMPER STOPS AT THAT POSITION.
(SWITCHING FROM RECIRC TO FRESH)
WITH IGNITION SW TURNED ON, WHEN THE RECIRC/FRESH SW IS SWITCHED TO THE FRESH SIDE, THE CURRENT FLOWS FROM
TERMINAL IG+ OF A/C CONTROL ASSEMBLY " TERMINAL MFRS " TERMINAL 2 OF AIR INLET CONTROL SERVO MOTOR "
TERMINAL 6 " TERMINAL MREC OF A/C CONTROL ASSEMBLY " TERMINAL E " GROUND , THE MOTOR ROTATES AND THE
DAMPER STOPS AT THAT POSITION.
3. OPERATION OF AIR VENT MODE CONTROL SERVO MOTOR
WITH IGNITION SW TURNED ON, THE CURRENT FLOWS FROM HEATER FUSE (10A) TO TERMINAL IG+ OF A/C CONTROL ASSEMBLY.
(SWITCHING FROM DEF TO FACE)
THE CURRENT FLOWS FROM TERMINAL MFACE OF A/C CONTROL ASSEMBLY " TERMINAL 4 OF AIR VENT CONTROL SERVO
MOTOR " TERMINAL 5 " TERMINAL MDEF OF A/C CONTROL ASSEMBLY " TERMINAL E " GROUND . THE MOTOR ROTATES AND
THE DAMPER MOVES TO THE FACE SIDE. WHEN THE DAMPER OPERATES WITH THE A/C SW AT FACE POSITION, THE DAMPER
POSITION SIGNAL IS INPUT FROM TERMINAL 1 OF THE SERVO MOTOR TO THE TERMINAL TPM OF THE ECU (BUILT INTO THE A/C
CONTROL ASSEMBLY). AS A RESULT, CURRENT TO THE SERVO MOTOR CIRCUIT IS CUT OFF BY THE ECU, SO THE DAMPER STOPS
AT THAT POSITION.
(SWITCHING FROM FACE TO DEF)
THE CURRENT FLOWS FROM TERMINAL DEF OF A/C CONTROL ASSEMBLY " TERMINAL 5 OF AIR VENT CONTROL SERVO MOTOR
" TERMINAL 4 " TERMINAL MFACE OF A/C CONTROL ASSEMBLY " TERMINAL E " GROUND , THE MOTOR ROTATES AND THE
DAMPER STOPS AT THAT POSITION.
SYSTEM OUTLINE
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227
4. OPERATION OF AIR MIX CONTROL SERVO MOTOR
WHEN THE TEMPERATURE SW IS TURNED TO THE ªCOOLº SIDE, THE CURRENT FLOWS FROM TERMINAL MC OF A/C CONTROL
ASSEMBLY " TERMINAL 4 OF AIR MIX CONTROL SERVO MOTOR " MOTOR " TERMINAL 5 " TERMINAL MH OF A/C CONTROL
ASSEMBLY " GROUND AND THE MOTOR ROTATES. THE DAMPER OPENING ANGLE AT THIS TIME IS INPUT FROM TERMINAL 1 OF
SERVO MOTOR TO TERMINAL TP OF A/C CONTROL ASSEMBLY, THIS IS USED TO DETERMINE THE DAMPER STOP POSITION AND
MAINTAIN THE SET TEMPERATURE.
WHEN THE TEMPERATURE CONTROL SW IS TURNED TO THE ªHOTº SIDE, THE CURRENT FLOWS FROM SERVO MOTOR "
TERMINAL MH OF A/C CONTROL ASSEMBLY " TERMINAL 5 OF AIR MIX CONTROL SERVO MOTOR " MOTOR " TERMINAL 1 "
TERMINAL MC OF A/C CONTROL ASSEMBLY, ROTATING THE MOTOR IN REVERSE AND SWITCHING THE DAMPER FROM ªCOOLº TO
ªHOTº SIDE.
5. AIR CONDITIONER OPERATION
THE A/C CONTROL ASSEMBLY RECEIVES VARIOUS SIGNALS, I.E., THE ENGINE RPM FROM THE IGNITER, OUTLET TEMPERATURE
SIGNAL FROM THE A/C THERMISTOR, COOLANT TEMPERATURE FROM THE WATER TEMP. SENSOR AND THE LOCK SIGNAL FROM
THE A/C COMPRESSOR, ETC.
WHEN THE ENGINE IS STARTED AND THE A/C SW (A/C CONTROL ASSEMBLY) IS ON, A SIGNAL IS INPUT TO THE ECU. (BUILT IN THE
A/C CONTROL ASSEMBLY).
AS A RESULT, THE GROUND CIRCUIT IN A/C CONTROL ASSEMBLY IS CLOSED AND CURRENT FLOWS FROM HEATER FUSE (10A) TO
TERMINAL 2 OF MAGNETIC CLUTCH RELAY " TERMINAL 3 " TERMINAL ACMG OF ENGINE AND ECT ECU " TERMINAL E OF A/C
CONTROL ASSEMBLY " GROUND , TURNING THE MAGNETIC CLUTCH RELAY ON, SO THAT THE MAGNETIC CLUTCH IS ON AND THE
A/C COMPRESSOR OPERATES.
AT THE SAME TIME, THE ENGINE AND ECT ECU DETECTS THE MAGNETIC CLUTCH IS O\
N AND THE A/C COMPRESSOR OPERATES.
OPEN DIRECTION TO AVOID LOWERING THE ENGINE RPM DURING A/C OPERATING.
WHEN ANY OF THE FOLLOWING SIGNALS ARE INPUT TO THE A/C CONTROL ASSEMBLY, THE CONTROL ASSEMBLY OPERATES TO
TURN OFF THE AIR CONDITIONING.
* ENGINE HIGH TEMP. SIGNAL IS HIGH.
* COOLANT HIGH 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.
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228
AUTOMATIC AIR CONDITIONER
222 22 22
2
1A
5
222 22 22
I32
E11
I27 I27
EB IJ
1K
2
IN16
II1
5
II1
2
IR24
IJ2
2
EB1 2
IR22
IR2
1
IR2
6
IN1
1
IN1
3
IE 2
12
EB1
1
M
1 2
4
2 1
A
B
BB
1212 IR2
10
IR2 9
23 34
R±L R±L
R±LR±L
R±L
R±Y L±RL±Y
L±W
Y
B±R
R
L±W R±L
B
R±L
R±L
R±L
R±L
B
L±R
W
W
L±W
L±W L±R
W±B
L±R
L
L±R
W±B
W±B W±B W±B W±BRY
B±R
W±B
R L L
R±L
R±L
FROM POWER SOURCE SYSTEM
(
SEE PAGE 56 )
10A
HEATER
60A
HEATER
HEA TER
RELAY A/C MAGNETIC
CLUTCH RELAYENGINE AND ECT ECU
DEFOGGER
RELAY
BLOWER
MOTOR
A/C MAGNETIC CLUTCH BLOWER RESISTOR
(FOR LOW SPEED )
A/C POWER
TRANSISTOR A1 7
,A1 8
B3
A2
E9
B2 ACMG A/C
B
R±Y43 13 51 42
2 12
34
R±LB
L±O
W±G
IN1
2
AA
1
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204
AUTO ANTENNA
Bc1
9Bc1 24 Bc1 23 Bc1 8 C
C
D
D
M
3614 11912134
2
1
4
5
8
6
3
78 10
5
2 7
+B IG ACC ANT+B AMP+B ANTB ANTA GND
UP DOWN S VCC SIG SGND
L±YY
R±G
BR
R±W L±B
L±GW±B
IC
SENSOR +
± P±G
P±L
Y±R
L±W
W±B
W±B
8
9
10 4
P±L
P±G
L±Y
B±R
GR
P±GP±L
Y±R
L±W
P±G
P±L
Y±R
L±W
RADIO AND TAPE RLAYER
AUTO ANTENNA MOTOR AND RELAY A3 2
B
G
R
L
B±Y
FROM POWER SOURCE SYSTEM
(
SEE PAGE 56 )
12 1 2
3
AUTO ANTENNA CONTROL RELAY
AUTO ANTENNA MOTOR
BM
2
7
1C
61E 10 C
3
A 3
A 8
A 1
B
10
B4
BV1
7
BV1
18
BV1
4
BV1
19
Bc1
10
Bc2
1 IE 1
2
IG2
3
IQ2
11
BV2
7 BV1 2IQ1
3
I31
L±Y
L±Y
L±Y
L±Y
L±Y
GR
GR
GR
GR
GR
GR R2 ,R4 ,R5
D
BAC
(
W/ CD PLAYER )
( W/O CD PLAYER )
8
A
B
A32
20A
RADIO
NO. 1 15A
ECU±IG
7. 5A
RADIO
NO. 2 GR
( W/O CD PLAYER )
( W/ CD PLAYER )
GR
( W/ CD PLAYER )
(W/O CD PLAYER )
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206
CELLULAR MOBILE TELEPHONE
21C6
A
A
A AB
BS1
4
Bc1
4Bc2 8Bc115 Bc2 7Bc1 6
AA
Bc1
18 B
8
2 2
PWR
PWR 11
R L±R L±R R±W
A
B
A
TAF+ RAF+ D1 6
8
7 3
8
7
2
5 D1
RAF±
RAF+
TA F±
TAF+
PH±
PH+
GND 5
16
4
24
6
1
14
15
17
3
11 16 2727 3 910
15A
TEL
15A
ECU±IG
FROM POWER SOURCE SYSTEM
(
SEE PAGE 56 )
B±RW±L
R R
G±B
IG
+B
GR±W
BRG G
B B
W
(
SHIELDED )
W±B
( SHIELDED )
W
( SHIELDED )
R±L
L±O
R±L
(
SHIELDED )
W
(
SHIELDED )
(
SHIELDED )
W±B
BR W
L±O
BR
V
G
TELEPHONE TRANSCEIVER AND SPEAKER RELAY
TELEPHONE
MICROPHONE
[COMB. SW] MOBILEPHONE M1
C16 T16 ,
T17
AB
MIC+ GND
W
EB BT1
20 BT1 19 TELEPHONE TRANSCEIVER
BS1
8
W±L
6 1
B35B8
I3 I8:USA
I26 : CANADA B36 B34 B35
BR BR BR
B36 B34 B35BR
BR
BR±W
BR±W
BR±W
BR±W
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218COMBINATION METER
1E
81E 13
1E
12 1H 12
1J
1
3D
23A 3
3D
13D 11
1E
4
1G
9
1K
12
1E18 3D
13 3A
4
IG1
8BU1 4BU110 BU1 3
IG3
1 IK1
8
IK1
9IK2 24
IJ 1
5 1
IF BK
A
14 A 11 C 1
A
15 A 10 B 6A 8C8C 7C 9
C
21 C 22
132
L±R
FROM POWER SOURCE SYSTEM
(
SEE PAGE 56 )
4
Y
W±B W±B
B±O
W±R
YYY
Y±G Y±G Y±G Y±G B±Y
R
Y±B
B±W B±Y
B
Y±G
BR±B
BR
Y±G
B
B±Y
B±W Y±B
W±B B±Y
B±Y
W±B W±B
10A
GAUGE
15A
ECU±B
7. 5A
IGN
FUEL SENDER
IGNITER NO. 1 WATER TEMP.
SENDER
A
1A 2A 3
B
1 COMBINATION METER
TO CENTE R AIRB AG
SENSOR ASSEMBLY
TA CH
C12 , C1 3 , C 14
F1 7 ,
F18
I2 W3
ABC
B A SPEED SENSOR NO. 1
CHARGE
AIRBAG
HIGH BEAM
FUEL
FUEL
WATER. TEMP TACHO
S3
VCC OUT GND
2
B
7
R±W
15A
HEAD (
RH )
( FOR USA )
HEAD
( RH±LWR )
( FOR
CA NADA )
3B
2
B±Y
B±Y
TO CHECK CONNECTOR
( E/G )
3E
10
B±Y
TO CHECK CONNECTOR
( RM )
IK1
23
R
(
CANADA )
(USA )
TO DIMMER SW
[COMB. SW] R±W
IG1
9
IG1+ R
L±R
IK1
7
2 L
ALTERNAOR BR
IE1
12
R±W
IJ1
10
A1 0
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221
1E
19 1E 14
1H
11 1H 7
IK1
16 IK1 17
2
L
LH
TURN
A
5A 16 B 17 B16
C
23
1 IK2
5 IK2
4
SEAT BELT
ABS
TRAC
TRAC OFF
A
19 A 7B15 B 5B1
W±B
LG±R W
V
LG±R
TO ABS AND
TRACTION ECU
(
IND )
TO ABS AND
TRACTION ECU
( WT ) G
W G±Y
G±B
G±B G±Y WG
R±W
FROM
A/T INDICATOR SW
OIL PRESSURE SW RH
Y±B
O2
COMBINATION METER C12 , C 1 3
,C14
ABC
I23
WW
TO TDCL (
TRC )
IK 2
9
Y±B
I22
L±Y
IO1
7
L±Y
I23
L
L±Y
TO ENGINE AND
ECT ECU
(
W ) L±Y
TO CHAK
CONNECTOR (
W )
L
TO ABS AND
TRACTION ECU
(
WA ) L
TO CHECK
CONNECTOR (
LP )
IK2
2
L
W
1E
1
SEAT BELT WARNING
RELAY [INTEGRATION RELAY] CHECK ENGINE
B
3
L±Y
IK1
20
FROM TURN
SIGNAL FLASHER
3D
10
3A2
3A 1
W±B
G±O
OIL
G±O
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222
COMBINATION METER
O/D OFF
CRUISE CONTROL
3A
10 3A 9
3C
1
IG1
5 1I
3
A
5
G±O
G±O
G±O
C
5C 4C3C2
413
A
20 A 18
3C
43B 4
3D
63D 53D5
3F
4
3E
1
IG1
15
TO ENGINE AND
ECT ECU (
OD2 )
TO CRUISE
CONTROL
ECU
(
PI )
TO TDCL
( A/D )
TO O/D MAIN SW TO TDCL (
ECT )
RHEOSTAT
2 87
G± O
G±O
G±O
FROM POWER SOURCE SYSTEM(
SEE PAGE 56 )
7. 5A
PANEL (CANADA )
( CANADA )
(
USA )
I16
INTEGRATION
RELAY
COMBINATION METER C12 , C 1 3 , C1 4 ABC
Y±B
BR
Y±V L±B
L
G±O
Y±B
Y±B
Y±B
W±B
W±B 12
GR±R
GR±R
GR±R
GR±R WASHER
B
9
IE 1
10 IG1
18
1
EB
W1
WASHER LEVEL SW P±L
P±L
P±L
W±B
3H 1
G±O
TO A/T INDICATOR LIGHT
( FOR SHIFT LEVER )
ILLUMINATION I8
L
L
TO A/C AND AUDIO
ILLUMINATION
A
2 R9
WhereEverybodyKnowsYourName