1995 Mr2 Wiring Diagram - Toyota MR2 Message Board

1

FOREWORD

This wiring diagram manual has been prepared to provideinformation on the electrical system of the 1995 MR2.

Applicable models: SW20, 21 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.

1995 MR2 Repair ManualVolume 1Volume 2

1995 TOYOTA New Car Features

RM412U1RM412U2NCF109U

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

When handling supplemental restraint system components (removal,installation or inspection, etc.), always follow the direction given in the repairmanuals listed above to prevent accidents and supplemental restraintsystem 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 are alsocontained in this section.

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

KOVERALLELECTRICALWIRING DIAGRAM

Provides circuit diagrams showing the circuit connections.

3

HOW TO USE THIS MANUAL

This manual provides information on the electrical circuits installed on vehicles bydividing them into each system circuit.

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).

P 2 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 THE WINDOW LOCK SW AT LOCK POSITION

: PARTS LOCATION

CODE SEE PAGE CODE SEE PAGE CODE SEE PAGE

P 2 21 P 4 21 P 6 21

P 3 21 P 5 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

I 5 24 COWL WIRE

SYSTEM OUTLINE

SERVICE HINTS

Q

R

S

T

U

V

W

X

Junction connector (code: J1, J2, J3) in thismanual include a short terminal which isconnected to a number of wire harnesses.Always perform inspection with the shortterminal installed. (When installing the wireharnesses, the harnesses can be connectedto any position within the short terminalgrouping. Accordingly, in other vehicles, thesame position in the short terminal may beconnected to a wire harness from a differentpart.)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 show 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 POINT

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 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 the 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 the

terminal 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 pullthe terminal retainer up to the temporarylock position.

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 insert the tool straight into theaccess hole of terminal retainer as shown.

14

TROUBLESHOOTING

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.

ABS = Anti–Lock Brake SystemA/C = Air ConditioningA/T = Automatic TransaxleCOMB. = CombinationECU = Electronic Control UnitEFI = Electronic Fuel InjectionEGR = Exhaust Gas RecirculationEHPS = Electro Hydraulic Power SteeringFL = Fusible LinkISC = Idle Speed ControlJ/B = Junction BlockLH = Left-HandMFI = Multiport Fuel InjectionM/T = Manual TransaxleO/D = OverdriveR/B = Relay BlockRH = Right–HandSFI = Sequential Multiport Fuel InjectionSRS = Supplemental Restraint SystemSW = SwitchTEMP. = TemperatureT–VIS = Toyota–Variable Induction SystemVSV = Vacuum Switching Valvew/ = Withw/o = Without

* The titles given inside the components are the names of the terminals (terminal codes) andare 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

[Body]

[Engine Compartment]

18

RELAY LOCATIONS

19

[Instrument Panel]

1 : R/B No. 1 Left Kick Panel (See Page 19)

20

RELAY LOCATIONS

2 : R/B No. 2 Engine Compartment Left (See Page 18)

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

21

: J/B No. 3 Behind Combination Meter (See Page 19)

[J/B No. 3 Inner Circuit]

22

ELECTRICAL WIRING ROUTING

Position of Parts in Engine Compartment

[3S–GTE]

A 1 A/C Magnetic Clutch E 7 Engine Coolant Temp. SensorA 2 ABS Speed Sensor Rear LH (EFI Water Temp. Sensor)A 3 ABS Speed Sensor Rear RH E 8 Engine Hood Courtesy SW

E 9 Engine Oil Level Sensor (3S–GTE)B 1 Back–Up Light SW (M/T)

F 1 Fuel Pump Relay (3S–GTE)C 1 Cold Start Injector (3S–GTE) F 2 Fuel Pump Resistor (3S–GTE)C 2 Cooling Fan ECU (for Engine Compartment) (3S–GTE)C 3 Cooling Fan Motor (for Engine Compartment) (3S–GTE) G 1 Generator (Alternator)C 4 Cruise Control Actuator G 2 Generator (Alternator)

D 1 Data Link Connector 1 (Check Connector) H 1 Heated Oxygen Sensor (Oxygen Sensor)D 2 Distributor (3S–GTE)

E 1 EGR Gas Temp. Sensor (5S–FE) or Short Pin (3S–GTE) I 1 Idle Air Control Valve (ISC Valve)E 2 Electronically Controlled Transmission Solenoid (5S–FE A/T) I 2 Ignition CoilE 3 Engine Compartment Temp. Sensor I 3 IgniterE 4 Engine Control Module (Engine and Electronically I 4 Injector No. 1

Controlled Transmission ECU (A/T), Engine ECU (M/T)) I 5 Injector No. 2E 5 Engine Control Module (Engine and Electronically I 6 Injector No. 3

Controlled Transmission ECU (A/T), Engine ECU (M/T)) I 7 Injector No. 4E 6 Engine Control Module (Engine and Electronically I 8 Intake Air Temp. Sensor (In Air Temp. Sensor)

Controlled Transmission ECU (A/T), Engine ECU (M/T)) (5S–FE)

23

Position of Parts in Engine Compartment[5S–FE]

K 1 Knock Sensor S 4 Starter Relay

M 1 Manifold Absolute Pressure Sensor T 1 Theft Deterrent Horn(Vacuum Sensor) (5S–FE) T 2 Throttle Position Sensor

M 2 SFI Resistor (EFI Resistor) (3S–GTE) T 3 Turbo Pressure Sensor (3S–GTE)

N 1 Noise Filter (for Ignition System) V 1 Vehicle Speed Sensor (Speed Sensor) No. 1 (forCombination Meter)

O 1 Oil Pressure SW V 2 Vehicle Speed Sensor (Speed Sensor) No. 2 (forO 2 Oxygen Sensor (Main) (5S–FE) Electronically Controlled Transmission) (5S–FE A/T)O 3 Oxygen Sensor (Sub) (5S–FE) V 3 Volume Air Flow (Air Flow Meter) (3S–GTE)

V 4 VSV (for A/C Idle–Up System)P 1 Park/Neutral Position SW (Neutral Start SW), V 5 VSV (for EGR System)

Back–Up Light SW and A/T Indicator SW V 6 VSV (for Fuel Pressure Up Control System) (5S–FE)(5S–FE A/T) V 7 VSV (for T–VIS)

V 8 VSV (for Turbo Pressure Control System) (3S–GTE)S 1 Start Injector Time SW (3S–GTE)S 2 Starter W 1 Water Temp. SenderS 3 Starter

24


Position of Parts in Instrument Panel

A 4 A/C Amplifier C 11 Clock I 9 Ignition Key Cylinder LightA 5 A/C Control Assembly C 12 Clutch Start SW (M/T) I 10 Ignition SW and Unlock Warning SWA 6 A/C Control Assembly C 13 Combination Meter I 11 Interior Light Control RelayA 7 A/C Control Assembly C 14 Combination MeterA 8 A/C Magnetic Clutch Relay C 15 Combination Meter J 1 Junction ConnectorA 9 A/C Thermistor C 16 Combination Meter (A/T J 2 Junction ConnectorA 10 ABS ECU Indicator Light) J 3 Junction Connector (for Earth)A 11 ABS ECU C 17 Combination SWA 12 Air Inlet Servo Motor C 18 Combination SW K 2 Key Interlock SolenoidA 13 Air Vent Mode Control Servo Motor C 19 Cruise Control Clutch SWA 14 Airbag Squib (for Passenger C 20 Cruise Control ECU O 4 O/D Main SW

Airbag Assembly)A 15 Airbag Squib (for Steering D 3 Diode (for A/C System) P 2 Parking Brake SW

Wheel Pad) D 4 Diode (for Electrical Idle–Up System) P 3 Power Main RelayA 16 Ashtray Illumination D 5 Diode (for Power Window)

D 6 Diode (for Theft Deterrent System) R 1 Radio and PlayerB 2 Blower Motor D 7 Door Lock ECU R 2 Radio and PlayerB 3 Blower Resistor R 3 Radio and PlayerB 4 Buckle SW F 3 Fog Light SW R 4 Rheostat

F 4 Fuel PumpC 6 Center Airbag Sensor Assembly F 5 Fuel Sender S 5 Seat Belt Warning RelayC 7 Center Airbag Sensor Assembly S 6 Shift Lock ECUC 8 Center Airbag Sensor Assembly H 2 Hazard SW S 7 Stop Light SW or Stop Light SWC 9 Cigarette Lighter and Cruise Control Stop SWC 10 Cigarette Lighter Illumination

T 4 Turn Signal Flasher

25

Position of Parts in Body

A 17 A/C Condenser Fan Motor F 6 Fog Light LH P 15 Power Window Motor RHA 18 A/C Triple Pressure SW (A/C F 7 Fog Light RH P 16 Power Window SW RH

Dual and Single Pressure SW) F 8 Front Airbag Sensor LH(w/ A/C) or Short Pin (w/o A/C) F 9 Front Airbag Sensor RH R 5 Radiator Fan Motor

A 19 ABS Actuator F 10 Front Luggage Compartment R 6 Rear Combination Light LHA 20 ABS Actuator Door Courtesy SW R 7 Rear Combination Light RHA 21 ABS Actuator F 11 Front Side Marker Light LH R 8 Rear Luggage Compartment DoorA 22 ABS Speed Sensor Front LH F 12 Front Side Marker Light RH Courtesy SWA 23 ABS Speed Sensor Front RH F 13 Front Speaker LH R 9 Rear Luggage Compartment KeyA 24 Auto Antenna Control Relay and Motor F 14 Front Speaker RH Unlock SW

F 15 Front Turn Signal and Parking Light LH R 10 Rear Luggage Compartment LightB 5 Back–Up Light F 16 Front Turn Signal and Parking Light RH R 11 Rear Speaker LHB 6 Brake Fluid Level SW F 17 Front Tweeter (Speaker) LH R 12 Rear Speaker RH

F 18 Front Tweeter (Speaker) RH R 13 Rear Window Defogger (+)D 8 Diode (for Interior System) R 14 Rear Window Defogger (–)D 9 Door Courtesy Light LH H 3 Headlight LH R 15 Rear Woofer Amplifier LHD 10 Door Courtesy Light RH H 4 Headlight RH R 16 Rear Woofer Amplifier RHD 11 Door Courtesy SW LH H 5 High Mounted Stop Light R 17 Rear Woofer Speaker LHD 12 Door Courtesy SW RH H 6 Horn R 18 Rear Woofer Speaker RHD 13 Door Key Cylinder Light and Out Side H 7 Horn R 19 Remote Control Mirror LH

Handle SW R 20 Remote Control Mirror RHD 14 Door Key Lock and Unlock SW LH L 1 License Plate Light R 21 Remote Control Mirror SWD 15 Door Key Lock and Unlock SW RH R 22 Retract Control RelayD 16 Door Lock Control SW RH P 4 Personal Light R 23 Retract Motor LHD 17 Door Lock Motor, Door Open Detection P 5 Power Steering Driver R 24 Retract Motor RH

SW LH (w/o Theft Deterrent System) P 6 Power Steering DriverD 18 Door Lock Motor, Door Open Detection P 7 Power Steering Driver S 8 Stereo Component Amplifier

SW RH (w/o Theft Deterrent System) P 8 Power Steering ECU S 9 Stereo Component AmplifierD 19 Door Lock Motor, Door Unlock P 9 Power Steering Pump with Motor S 10 Stereo Component Amplifier

Detection SW and Door Open P 10 Power Steering Pump with MotorDetection SW LH (w/ Theft) P 11 Power Steering Relay T 5 Theft Deterrent ECUDeterrent System) P 12 Power Steering Relay

D 20 Door Lock Motor, Door Unlock Detection P 13 Power Window Master SW and Door W 2 Washer MotorSW and Door Open Detection Lock Control SW LH W 3 Water Temp. SW (for Radiator Fan)SW RH (w/ Theft Deterrent System) P 14 Power Window Motor LH W 4 Wiper Motor

26


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

[3S–GTE]

: Location of Splice Points

27

Connector Joining Wire Harness and Wire Harness

CODE JOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)

EA1 ENGINE ROOM MAIN WIRE AND ENGINE WIRE (REAR LUGGAGE COMPARTMENT LEFT)

EA3ENGINE WIRE AND ENGINE ROOM MAIN WIRE (INSIDE R/B NO 2)

EA4ENGINE WIRE AND ENGINE ROOM MAIN WIRE (INSIDE R/B NO. 2)

EB1 ENGINE WIRE AND R/B NO. 2 (INSIDE R/B NO. 2)

EC1 ENGINE WIRE AND ENGINE NO. 4 WIRE (NEAR THE INTAKE MANIFOLD)

28



[5S–FE]


29



EA1 ENGINE ROOM MAIN WIRE AND ENGINE WIRE (REAR LUGGAGE COMPARTMENT LEFT)

EA3ENGINE WIRE AND ENGINE ROOM MAIN WIRE (INSIDE R/B NO 2)

EA4ENGINE WIRE AND ENGINE ROOM MAIN WIRE (INSIDE R/B NO. 2)

EB1 ENGINE WIRE AND R/B NO. 2 (INSIDE R/B NO. 2)

30


: Location of Connector Joining Wire Harness and Wire Harness

: Location of Ground Points

31



ID1 COWL WIRE AND COWL WIRE (NEAR R/B NO. 1)

ID2 COWL WIRE AND COWL WIRE (BEHIND COMBINATION METER)

IE1

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

IE3ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)

IE4

IF1FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)

IF2FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)

IG1 LUGGAGE ROOM WIRE AND ENGINE ROOM MAIN WIRE (BEHIND FOOTREST)

IH1 COWL WIRE AND A/C SUB WIRE (INSTRUMENT PANEL RIGHT)

32


: Location of Connector Joining Wire Harness and Wire Harness


33



II1

II2LUGGAGE ROOM WIRE AND COWL WIRE (RIGHT KICK PANEL)

II3LUGGAGE ROOM WIRE AND COWL WIRE (RIGHT KICK PANEL)

II4

IJ1FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)

IJ2FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)

IK1FLOOR WIRE AND COWL WIRE (RIGHT KICK PANEL)

IK2FLOOR WIRE AND COWL WIRE (RIGHT KICK PANEL)

34




35



BL1 ROOF WIRE AND COWL WIRE (UNDER THE RIGHT FRONT PILLAR)

BM1ENGINE ROOM MAIN WIRE AND COWL WIRE (ROOM PARTITION BOARD LEFT)

BM2ENGINE ROOM MAIN WIRE AND COWL WIRE (ROOM PARTITION BOARD LEFT)

36


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

FL 1.0Y Starter Relay

7.5A ALT SENCING

7.5A AM2

40A AM2 Ignition MainRelay

15A EFI

Retract ControlRelay

Headlight Relay

120A ALT Generator(Alternator)

40A HTR

7.5A ECU–B

15A HAZ–HORN

30A RTR

15A DOME 15A HEAD (LH)

15A HEAD RH)

50A AM1

80A ABS

Fan Main Relay

Starter

[LOCATION] (1) : R/B No. 1 (See page 20) (2) : R/B No. 2 (See page 19) (3) : R/B No. 5 (See page 23)19 2020

37

(5S–FE)

Noise Filter

SFI Resistor(EFI Resistor)

Ignition Coil

Igniter

7.5A ECU–IG

20A VENT

Heater Relay

ABS Actuator

Power SteeringRelay

15A FR FOG

Ignition SW(AM1)

10A A/C

Blower Resistor

A/C ControlAssembly

Injector No. 1

Injector No. 2

Injector No. 3

Injector No. 4

(3S–GTE)

30A CDS FAN

30A RAD FAN

15A TAIL

20A DOOR

15A STOP

30A POWER

20A DEFOG 15A RAD & CIG

7.5A GAUGE

7.5A TURN

20A WIPER

Blower Motor

ABS ECU

Power SteeringDriver

Power SteeringMotor

38


A/C

Mag

netic

Clu

tch

172 172

A5 A8A7 A10 A12 A13 A16 B6A1

*Page Nos. ofRelated Systems

Parts

Code orLocation

CB or Fuse

Loca

tion

A4 B1 B5 C1 C2 C3 C6

* 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.

15A TAIL

15A RAD & CIG

7.5A GAUGE

7.5A TURN

20A WIPER

20A DEFOG

15A STOP

20A DOOR

30A POWER

15A EFI

20A VENT

7.5A ECU–IG

7.5A ALT SENCING

30A CDS FAN

30A RAD FAN

15A FR FOG

15A HEAD (LH)

15A HEAD (RH)

10A A/C

7.5A ECU–B

7.5A AM2

15A HAZ–HORN

30A RTR

15A DOME

90134172

138 172 90 172 138 158 166 50 75 115 156

A17 A18 A20 A24 C9

172 98 98

A/C

Am

plifi

er

A/C

Con

trol

Ass

embl

y

A/C

Mag

netic

Clu

tch

Rel

ay

AB

S E

CU

Air

Inle

t Ser

vo M

otor

Air

Ven

t Mod

e C

ontr

olS

ervo

Mot

or

Ash

tray

Illu

min

atio

n

A/C

Con

dens

er F

an M

otor

A/C

Trip

le P

ress

ure

SW

(A/C

Dua

l and

Sin

gle

Pre

ssur

e S

W)

(w/ A

/C)

or S

hort

Pin

(w

/o A

/C)

AB

S A

ctua

tor

Aut

o A

nten

na C

ontr

olR

elay

and

Mot

or

Bac

k–U

p Li

ght S

W (

M/T

)

Bac

k–U

p Li

ght

Bra

ke F

luid

Lev

el S

W

Col

d S

tart

Inje

ctor

Coo

ling

Fan

Mot

or(f

or E

ngin

e C

ompa

rtm

ent)

Cen

ter

Airb

ag S

enso

rA

ssem

bly

Coo

ling

Fan

EC

U(f

or E

ngin

e C

ompa

rtm

ent)

Cig

aret

te L

ight

er


39

156

Cig

aret

te L

ight

er Il

lum

inat

ion

C10 C14C11 C12 C13 C15 C16 C17 C18 C19 C20 D1

90

50 56 66128

94166 115 138 166 90 75 150 56

66 144 122 109 96 54 84 81 144 122 112818684

121 8490 96 150

56 66115

Clo

ck

Clu

tch

Sta

rt S

W (

M/T

)

Ope

n D

oor

War

ning

Lig

ht[C

omb.

Met

er]

SR

S W

arni

ng L

ight

[Com

b. M

eter

]A

BS

War

ning

Lig

ht[C

omb.

Met

er]

Com

bina

tion

Met

er

Com

bina

tion

Met

er(I

llum

inat

ion)

Coo

ling

Fan

War

ning

Lig

ht[C

omb.

Met

er]

Cru

ise

Con

trol

Indi

cato

r Li

ght

[Com

b. M

eter

]

Mal

func

tion

Indi

cato

r La

mp

(Che

ck E

ngin

e W

arni

ngLi

ght)

[Com

b. M

eter

]

O/D

Off

Indi

cato

r Li

ght

[Com

b. M

eter

]P

ower

Ste

erin

g W

arni

ngLi

ghts

[Com

b. M

eter

]S

eat B

elt W

arni

ng L

ight

[Com

b. M

eter

]Tu

rn S

igna

l Ind

icat

orLi

ght [

Com

b. M

eter

]C

harg

e W

arni

ng L

ight

[Com

b. M

eter

]F

og L

ight

Indi

cato

r Li

ght

[Com

b. M

eter

]H

igh

Bea

m In

dica

tor

Ligh

t[C

omb.

Met

er]

A/T

Indi

cato

r Li

ght

[Com

b. M

eter

]S

teer

ing

Pos

ition

Sen

sor

[Com

b. S

W]

Wip

er a

nd W

ashe

r S

W[C

omb.

SW

]D

imm

er S

W[C

omb.

SW

]H

orn

SW

[Com

b. S

W]

Ligh

t Con

trol

SW

[Com

b. S

W]

Turn

Sig

nal S

W[C

omb.

SW

]

Cru

ise

Con

trol

Clu

tch

SW

Cru

ise

Con

trol

EC

U

Dat

a Li

nk C

onne

ctor

1(C

heck

Con

nect

or)

40

POWER SOURCE (Current Flow Chart) *1: w/o Theft Deterrent System


Parts

Code orLocation

CB or Fuse

Loca

tion

172

Dio

de (

for

A/C

Sys

tem

)

D3

Dio

de (

for

Ele

ctric

alId

le–U

p S

yste

m)


D4 D5 D7 D9 D10 D11 E4 E5 E6

100104 94 104

50 56 66172

5666

505666

15A TAIL

15A RAD & CIG

7.5A GAUGE

7.5A TURN

20A WIPER

20A DEFOG

15A STOP

20A DOOR

30A POWER

15A EFI

20A VENT

7.5A ECU–IG

7.5A ALT SENCING

30A CDS FAN

30A RAD FAN

15A FR FOG

15A HEAD (LH)

15A HEAD (RH)

10A A/C

7.5A ECU–B

7.5A AM2

15A HAZ–HORN

30A RTR

15A DOME

D12 D13 D17 D18 D19 D20 E4 E6

134 66144

66144

Dio

de (

for

Pow

er W

indo

w)

Doo

r Lo

ck E

CU

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 K

ey C

ylin

der

Ligh

t

Doo

r Lo

ck M

otor

, Doo

rO

pen

Det

ectio

n S

W L

H (

*1)

Doo

r Lo

ck M

otor

, Doo

rO

pen

Det

ectio

n S

W R

H (

*1)

Doo

r Lo

ck M

otor

, Doo

r U

nloc

kD

etec

tion

SW

and

Doo

r O

pen

Det

ectio

n S

W L

H(w

/ The

ft D

eter

rent

Sys

tem

)

Doo

r Lo

ck M

otor

, Doo

r U

nloc

kD

etec

tion

SW

and

Doo

r O

pen

Det

ectio

n S

W R

H(w

/ The

ft D

eter

rent

Sys

tem

)E

ngin

e C

ontr

ol M

odul

e(E

ngin

e E

CU

)

Eng

ine

Con

trol

Mod

ule

(Eng

ine

and

Ele

ctro

nica

llyC

ontr

olle

d Tr

ansm

issi

on E

CU

)

Eng

ine

Con

trol

Mod

ule

(Eng

ine

EC

U)

Eng

ine

Con

trol

Mod

ule

(Eng

ine

EC

U)

Eng

ine

Con

trol

Mod

ule

(Eng

ine

and

Ele

ctro

nica

llyC

ontr

olle

d Tr

ansm

issi

on E

CU

)


41

E9

166 56

F1 F2 F3 F4 F5 F6 F7 F11 F12

8490

Eng

ine

Oil

Leve

l Sen

sor

F15 F16 G1 H1 H2 H3 H4 H5 H6 H7 I1 I9 I10 I11 K2 L1

5666 166 84 86 86 8696 96 54 56 90

968184

99 121 121 5666 94

46 54 66115

50 56 75128

172

94 136 86F

uel P

ump

Rel

ay

Fue

l Pum

p R

esis

tor

Fog

Lig

ht S

W

Fue

l Pum

p

Fue

l Sen

der

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

Par

king

Lig

ht L

H

Fro

nt T

urn

Sig

nal L

ight

LH

Par

king

Lig

ht R

H

Fro

nt T

urn

Sig

nal L

ight

RH

Gen

erat

or (

Alte

rnat

or)

Hea

ted

Oxy

gen

Sen

sor

(Oxy

gen

Sen

sor)

Haz

ard

SW

Hea

dlig

ht L

H

Hea

dlig

ht R

H

Hig

h M

ount

ed S

top

Ligh

t

Hor

n LH

Hor

n R

H

Idle

Air

Con

trol

Val

ve(I

SC

Val

ve)

Igni

tion

Key

Cyl

inde

r Li

ght

Igni

tion

SW

(A

M2)

Inte

rior

Ligh

t Con

trol

Rel

ay

Key

Inte

rlock

Sol

enoi

d

Lice

nse

Pla

te L

ight

42



Parts

Code orLocation

CB or Fuse O1

Loca

tion

Oil

Pre

ssur

e S

W


166 50 98144

166 100 94 122 90 172 96

15A TAIL

15A RAD & CIG

7.5A GAUGE

7.5A TURN

20A WIPER

20A DEFOG

15A STOP

20A DOOR

30A POWER

15A EFI

20A VENT

7.5A ECU–IG

7.5A ALT SENCING

30A CDS FAN

30A RAD FAN

15A FR FOG

15A HEAD (LH)

15A HEAD (RH)

10A A/C

7.5A ECU–B

7.5A AM2

15A HAZ–HORN

30A RTR

15A DOME

O4 P1 P2 P3 P4 P7 P8 P13 P14 P15 P16 R2 R4 R5 R6 R7

90144

66128 100 90

164 99 86 96 99 86

O/D

Mai

n S

W

Par

k/N

eutr

al P

ositi

on S

W(N

eutr

al S

tart

SW

),B

ack–

Up

Ligh

t SW

and

A/T

Indi

cato

r S

W (

A/T

)

Par

king

Bra

ke S

W

Pow

er M

ain

Rel

ay

Per

sona

l Lig

ht

Pow

er S

teer

ing

Driv

er

Pow

er S

teer

ing

EC

U

Pow

er W

indo

w M

aste

r S

W a

ndD

oor

Lock

Con

trol S

W L

H

Pow

er W

indo

w M

otor

LH

Pow

er W

indo

w M

otor

RH

Pow

er W

indo

w S

W R

H

Rad

io a

nd P

laye

r

Rhe

osta

t

Rad

iato

r F

an M

otor

Rea

r Tu

rn S

igna

l Lig

ht L

H[R

ear

Com

b. L

ight

LH

]S

top

Ligh

t LH

[Rea

r C

omb.

Lig

ht L

H]

Tail

and

Rea

r S

ide

Mar

ker

Ligh

t LH

[Rea

r C

omb.

Lig

ht L

H]

Rea

r Tu

rn S

igna

l Lig

ht R

H[R

ear

Com

b. L

ight

RH

]S

top

Ligh

t RH

[Rea

r C

omb.

Lig

ht R

H]

Tail

and

Rea

r S

ide

Mar

ker

Ligh

t LH

[Rea

r C

omb.

Lig

ht R

H]


43

134

Rea

r Lug

gage

Com

part

men

tD

oor

Cou

rtes

y S

W

94

R8 R10 R13 R15 R16 R19 R20 R21 R22 R23 R24 S1 S4 S5 S6 S7 S9 T1 T4 T5 V1 V4 V5 V6 V7 V8 W1

94 160 126788490

81 86128

81 50 50128 109 136

56 99136138144150

90160 128 96 128 166 66

1725666 66 56 166

Rea

r Lu

ggag

e C

ompa

rtm

ent

Ligh

t

Rea

r W

indo

w D

efog

ger

Rea

r W

oofe

r A

mpl

ifier

LH

Rea

r W

oofe

r A

mpl

ifier

RH

Rem

ote

Con

trol

Mirr

or L

H

Rem

ote

Con

trol

Mirr

or R

H

Rem

ote

Con

trol

Mirr

or S

W

Ret

ract

Con

trol

Rel

ay

Ret

ract

Mot

or L

H

Ret

ract

Mot

or R

H

Sta

rt In

ject

or T

ime

SW

Sta

rter

Rel

ay

Sea

t Bel

t War

ning

Rel

ay

Shi

ft Lo

ck E

CU

Sto

p Li

ght S

W

Ste

reo

Com

pone

nt A

mpl

ifier

The

ft D

eter

rent

Hor

n

Turn

Sig

nal F

lash

er

The

ft D

eter

rent

EC

U

Veh

icle

Spe

ed S

enso

r(S

peed

Sen

sor)

No.

1(f

or C

ombi

natio

n M

eter

)

VS

V (

for

A/C

Idle

–Up

Sys

tem

)

VS

V (

for

EG

R S

yste

m)

VS

V (

for

Fue

l Pre

ssur

eU

p C

ontr

ol S

yste

m)

VS

V (

for

T–V

IS)

VS

V (

for

Turb

o P

ress

ure

Con

trol

Sys

tem

)

Wat

er T

emp.

Sen

der

44



Parts

Code orLocation

CB or Fuse W2

112

Loca

tion

Was

her

Mot

or


W3 S4

172 112 78 90156

86128

15A TAIL

15A RAD & CIG

7.5A GAUGE

7.5A TURN

20A WIPER

20A DEFOG

15A STOP

20A DOOR

30A POWER

15A EFI

20A VENT

7.5A ECU–IG

7.5A ALT SENCING

30A CDS FAN

30A RAD FAN

15A FR FOG

15A HEAD (LH)

15A HEAD (RH)

10A A/C

7.5A ECU–B

7.5A AM2

15A HAZ–HORN

30A RTR

15A DOME

134 5666 75

56 66144

465666

172 7884 172 121

128

Wat

er T

emp.

Sen

sor

(for

Rad

iato

r F

an)

Wip

er M

otor

Def

ogge

r R

elay

Taill

ight

Rel

ay

Circ

uit O

peni

ng R

elay

Coo

ling

Fan

Rel

ay(f

or E

ngin

e C

ompa

rtm

ent)

EF

I Mai

n R

elay

Igni

tion

Mai

n R

elay

Fan

Mai

n R

elay

Fan

Rel

ay N

o. 1

Fan

Rel

ay N

o. 2

Fan

Rel

ay N

o. 3

Fog

Lig

ht R

elay

Hea

ter

Rel

ay

Hor

n R

elay


46

POWER SOURCE

5

5

5

5

5

5

5

55

5

5

5

5

5

5

5

5

5

5

5

5

5

5

5

5 5 5 5 5

5 5

5 5

5 5 5

5

5

5

B 5

9 3

1 4

2

2

2

2

2

2

2

2

10 8 6 2 4

3 5

5

3

2

1

3

1

1

1

3

1

3

1

3

2

4

1

1

3

4

1

W

R–B

R–G

R–B

W

W–R

B–R

G–R

R–G

R

L–R

L–R

B–R

W–R

W–B

W–B

W

W–R

WW

W

W

W

B–O

L

W W

B–W W B

R–L L

W

W–B

W

B–R W

W

R

40A

AM

2

80A

AB

S

50A

AM

1

40A

HT

R

FAN MAINRELAY

10A A/C

30A CDS FAN

30A RAD FAN

15A HAZ–HORN

30A RTR

15A DOME

7. 5A AM2

7. 5A ECU–B

15A FR FOG

15A HEAD (LH)

15A HEAD (RH)

7. 5A ALTSENCING

P–G B

W

120A

ALT

BA

TT

ER

Y

TO

AB

SA

CT

UA

TO

R

5

7

WTO GENERATOR (ALTERNATOR)

II1

1

FL

MA

IN2.

0L

HEADLIGHTRELAY

HE

AT

ER

RE

LAY

B–RB–RIE2

1

47

2 2

1

1

1

1

2

2

2

2

2

2

2

2

1

1

1

1

1

1

1

AM

2

AM

1

AC

C

IG1

IG2

ST

2

329

410

ST

1

II2

22

II3

13

IE44

1

B22

W

B–R

W

B–R

B–O

B–R

W–B

B–R

W–B

B–R

L–R

B–Y

L–R

L

W–L

W

GR

R–L

R–Y

L

B–Y

B–R

W–R

B–

R

WW

B–O

B–Y

2

1

1

1

1

2

3

5

2

2

2

3

4

2

2

3

4

3

1

1

1

4

IGNITION SW

IGNITIONMAIN RELAY

15A EFI

20A VENT

7. 5A ECU–IG

20A WIPER

7. 5A TURN

7. 5A GAUGE

15A RAD & CIG

15A TAIL

20A DOOR

30A POWER

20A DEFOG

I10

13

R–W15A STOP

2B–R

W

I27 : M/TI28 : A/T

48

POWER SOURCE

HEADLIGHT RELAY(5) 2– (5) 3: CLOSED WITH THE LIGHT CONTROL SW AT HEAD POSITION OR THE DIMMER SW AT FLASH POSITION

IGNITION MAIN RELAY(2) 5– (2) 4: CLOSED WITH THE IGNITION SW AT ON OR ST POSITION

FAN MAIN RELAY(5) 5– (5) 4: CLOSED WITH THE IGNITION SW AT ON OR ST POSITION

: PARTS LOCATION


I10 24

: RELAY BLOCKS

CODE SEE PAGE RELAY BLOCKS (RELAY BLOCK LOCATION)

1 19 R/B NO. 1 (LEFT KICK PANEL)

2 20 R/B NO. 2 (ENGINE COMPARTMENT LEFT)

5 20 R/B NO. 5 (FRONT LUGGAGE COMPARTMENT RIGHT)



IE230 ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)


II1

II2 32 LUGGAGE ROOM WIRE AND COWL WIRE (RIGHT KICK PANEL)

II3

( )

: SPLICE POINTS

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

I2732 COWL WIRE

B 5 34 LUGGAGE ROOM WIRE

I2832 COWL WIRE

B22 34 ENGINE ROOM MAIN WIRE

SERVICE HINTS

50

STARTING AND IGNITION

10 9

6

AM2 IG2

ST2

II11 II313

5

5

5

55

M

E18

P

N

2

3

IE2

1

A B

1

2

12

STJ STA

E2

C11

4 3

9 82 1

7. 5AAM2

40A

AM

2

BA

TTE

RY

STARTER

STARTERRELAY

PARK/NEUTRAL POSITION SW(NEUTRAL START SW)

IGNITION SW

(A/T)

B–R

R

B–O

B–R

B–O

W

WW

B–W

B

B–R

B–R

B–R

W

B–R

B–R

B–W

W–B

2

1

IE49

STARTINJECTORTIME SW

B

R–W

R

B–R

G

R

R–W

GG

RR

I10

S 2 , S 3S 1

P 1

S 4

C12CLUTCHSTART SW

B

R–W

R–W

BB

1 1

( M/T

)( M

/T)

(A/T)

( *4)

A B

(*4)

(A/T)

( *4)

( A/T

)

STA

EA38

A

2

10

3

11

R–W

R

R–W

R–W

(A/T)

(*4)

( *5)

R–W

(A/T)

E12E12

E19

R

R

(*5)

(*5)

B

CO

LDS

TA

RT

INJE

CTO

R

C1

E14G

R ( *5)

R

R

( *5)

B22

EA15

EA17

BM14IE32

W–B

W–B

B

(A/T)(M/T)

FL

MA

IN2.

0L

FL

1.0Y

BI

3B8

3D

10

IC

W–B

BW–B

R–B

W–B

W–B

W–B

(* 3)

JUNCTIONCONNECTOR(FOR EARTH)

(*7) ( *8)

( *9)

JUNCTIONCONNECTOR

J/BNO. 3

J 3

J 1

TO THEFT DETERRENT ECU

IK114

R–B

R–W

A

(*1)

B23

BG

W–B

E 4

( A/T

)

(A/T)

( A/T

)

R

( M/T

)

R

(M/T)

( *5)

( *5)

(* 5)

( *5)

( A/T

)

( A/T

)

(* 5)

(*6)

EN

GIN

EC

ON

TR

OL

MO

DU

LE( E

NG

INE

AN

DE

LEC

TRO

NIC

ALL

YC

ON

TR

OLL

ED

TR

AN

SM

ISS

ION

EC

U( A

/T) ,

EN

GIN

EE

CU

( M/T

))

AC

BD

EE

4,

E4

,E

6,

E6

,E

6

(*4)

(*8)

51

∗1 : 5S–FE M/T W/O ABS, AUTO ANTENNA, THEFT DETERRENT AND POWER WINDOW∗2 : (1) A/T

(2) M/T W/ CRUISE CONTROL, ABS, POWER WINDOW OR WOOFER SPEAKER∗3 : W/ THEFT DETERRENT

∗4 : 5S–FE M/T∗5 : 3S–GTE∗6 : 5S–FE A/T∗7 : EXCEPT ∗2, EXCEPT ∗3

∗8 : ∗2, EXCEPT ∗3∗9 : EXCEPT ∗1

B23

E22 E3 E4 E5 E18

D17D18

B17B18

D20

B20

D3

B3

D4

B4B7

C22

IE4

4

II2

22 2

2 2

2

1

BG BIEA

18

3 5

1 4

2

W R B( *5)

( 5S

–FE

)

( *5)

( 5S

–FE

)

( *5)

( 5S

–FE

)

( *5)

A1

B

2 A4

B1 B4 B3

I 2D 1

I 3 D 2

B–R

B–O

R–W

G

B–O

B–O

B–O

B–O

B–W B–R

B–W

B–W

B

B–R

W–B

W–BW

–B

G

R–W

W

W–R

B–O

B–R

W–B

B–R

W–B

ENGINE CONTROL MODULE(ENGINE AND ELECTRONICALLY CONTROLLEDTRANSMISSION ECU (A/T), ENGINE ECU (M/T))

IGNITER DISTRIBUTOR

IGNITIONCOIL

DATA LINK CONNECTOR 1(CHECK CONNECTOR)

TO FAN MAINRELAY NO. 1

IGNITIONMAIN RELAY

(A/T)

( A/T

)

( SH

IELD

ED

)

IG–

STJ IGTNSW IGF NE G1 G–

A C

2

TOT

AC

HO

ME

TE

R[C

OM

B.

ME

TE

R]

TOA

/CA

MP

LIF

IER

E7

:*5

E17

:5S

–FE

B D E

W–B

W–B

BR

RGB

A

A

2

2

EB1

4

EB1

1

EB1

5

B–R

B–RB–R

B–R

B–R B–R

B–R

TO SFI RESISTOR(EFI RESISTOR)(3S–GTE)TO INJECTORS(5S–FE)

E17

D5

B5

B2

A3(5S–FE)

(*5)

(*5)

(*6)

(*4)

NE– G2

E 4 , E 4 , E 6 , E 6 , E 6

G W

( 5S

–FE

)

I15 : M/TI26 : A/T

( *5)

(* 5)

NE+ G+(5S–FE)(*5)

NO

ISE

FILT

ER

( FO

RIG

NIT

ION

)

N1

5 3

4

2 1

2 1

EA35

B

52

STARTING AND IGNITION

IGNITION MAIN RELAY(2) 5– (2) 4 : CLOSED WITH THE IGNITION SW AT ON POSITION

I10 IGNITION SW10–9: CLOSED WITH THE IGNITION SW AT ON OR ST POSITION10–6: CLOSED WITH THE IGNITION SW AT ST POSITION

S 4 STARTER RELAY2–4 : CLOSED WITH THE A/T SHIFT LEVER IN P OR N POSITION AND THE IGNITION SW AT ST POSITION (A/T)2–4 : CLOSED WITH THE CLUTCH START SW ON POSITION AND THE IGNITION SW AT ST POSITION (M/T)

P 1 PARK/NEUTRAL POSITION SW (NEUTRAL START SW)2–3 : CLOSED WITH THE A/T SHIFT LEVER IN P OR N POSITION

C12 CLUTCH START SW (M/T)1–2 : CLOSED WITH THE CLUTCH PEDAL FULLY DEPRESSED

C 1 COLD START INJECTOR1–2 : APPROX. 12 VOLTS WITH THE WHILE START INJECTOR TIME SW IS CLOSED AND THE STARTER CRANKING

: PARTS LOCATION


C 1 22 B 22 J 3 24

C12 24 E 6 D 23 N 1 22 (3S–GTE), 23 (5S–FE)

D 1 22 (3S–GTE), 23 (5S–FE)

E 6

E 23 P 1 23

D 2A 22 I 2 22 (3S–GTE), 23 (5S–FE) S 1 22

D 2B 23 I 3 22 (2S–GTE), 23 (5S–FE) S 2 A 22 (3S–GTE), 23 (5S–FE)

E 4A 22 I10 24 S 3 B 22 (3S–GTE), 23 (5S–FE)

E 4C 23 J 1 24 S 4 22 (3S–GTE), 23 (5S–FE)

: RELAY BLOCKS






3B21 COWL WIRE AND J/B NO 3 (BEHIND COMBINATION METER)

3D21 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)



EA126 (3S–GTE)

ENGINE ROOM MAIN WIRE AND ENGINE WIRE (REAR LUGGAGE COMPARTMENT LEFT)EA128 (5S–FE)

ENGINE ROOM MAIN WIRE AND ENGINE WIRE (REAR LUGGAGE COMPARTMENT LEFT)

EA326 (3S–GTE)

ENGINE WIRE AND ENGINE ROOM MAIN WIRE (INSIDE R/B NO 2)EA328 (5S–FE)

ENGINE WIRE AND ENGINE ROOM MAIN WIRE (INSIDE R/B NO. 2)

EB126 (3S–GTE)

ENGINE WIRE AND R/B NO 2 (INSIDE R/B NO 2)EB128 (5S–FE)

ENGINE WIRE AND R/B NO. 2 (INSIDE R/B NO. 2)

IE2

IE3 30 ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)

IE4

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

II1


II3

32 LUGGAGE ROOM WIRE AND COWL WIRE (RIGHT KICK PANEL)

IK1 32 FLOOR WIRE AND COWL WIRE (RIGHT KICK PANEL)

BM1 34 ENGINE ROOM MAIN WIRE AND COWL WIRE (ROOM PARTITION BOARD LEFT)

: GROUND POINTS

CODE SEE PAGE GROUND POINTS LOCATION

EA26 (3S–GTE)

INTAKE MANIFOLDEA28 (5S–FE)

INTAKE MANIFOLD

IC 30 INSTRUMENT PANEL BRACE LH

BG 34 UNDER THE LEFT CENTER PILLAR

BI 34 LOWER BACK PANEL CENTER

SERVICE HINTS

53

: SPLICE POINTS


E 426 (3S–GTE)

ENGINE ROOM MAIN WIREE18

28 (5S FE) ENGINE WIREE 428 (5S–FE)

ENGINE ROOM MAIN WIREE19

28 (5S–FE) ENGINE WIRE

E 7 I1532 COWL WIRE

E12 26 (3S–GTE)ENGINE WIRE

I2632 COWL WIRE

E14

26 (3S GTE)ENGINE WIRE

B2234 ENGINE ROOM MAIN WIRE

E17 28 (5S–FE) B2334 ENGINE ROOM MAIN WIRE

54

CHARGING

ST

2

AM

2

9

10

5

5 2 5

5

II313 EA34 II34

IE11 IE15

EA317

EB17

IG11

EA41

6

7

GENERATOR(ALTERNATOR)

B

7. 5AALTSENCING

B1 B2 B3 A1

FROM POWER SOURCE SYSTEM (SEE PAGE 46)

W

W

B–R Y

W W

B–R Y

B–

Y

W W W

W W

W

B–

Y

WW

W–R

B–YY

B–O

W

B–O

B–O

Y

FL MAIN2. 0L

CHARGEWARNINGLIGHT[COMB. METER]

IGNITIONSW

7. 5AAM2

TOIGNITION MAINRELAY

7. 5AECU–IG

10

3 3 1

3

2 2 2

120A

ALT C15

I10

BATTERY

G 1 , G 2B A

IG2

W–R

I 6 : M/TI26 : A/T

L IG S

IC REGULATOR

55

G 1(B) GENERATOR (ALTERNATOR)(B) 3–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)(B) 1–GROUND: 0–4 VOLTS WITH THE IGNITION SW AT ON POSITION AND THE ENGINE NOT RUNNING

: PARTS LOCATION


C15 24 G 2 A 22 (3S–GTE), 23 (5S–FE)

G 1 B 22 (3S–GTE), 23 (5S–FE) I10 24

: RELAY BLOCKS






EA326 (3S–GTE)

EA328 (5S–FE)

ENGINE WIRE AND ENGINE ROOM MAIN WIRE (INSIDE R/B NO 2)

EA426 (3S–GTE)


EA428 (5S–FE)

EB126 (3S–GTE)




IG1 30 LUGGAGE ROOM WIRE AND ENGINE ROOM MAIN WIRE (BEHIND FOOTREST)


: SPLICE POINTS


I 6 32 COWL WIRE I26 32 COWL WIRE

76 1 2 3X X 9 10

C15 GRAY I10 BLACKB BLACKG 1

1

AG 2

SERVICE HINTS

56

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) ENGINE COOLANT TEMP. (WATER TEMP.) SIGNAL SYSTEM

THE ENGINE COOLANT TEMPERATURE SENSOR (EFI WATER TEMP. SENSOR) DETECTS THE ENGINE COOLANT TEMP. ANDHAS A BUILT–IN THERMISTOR WITH A RESISTANCE WHICH VARIES ACCORDING TO THE ENGINE COOLANT TEMP. (WATERTEMP.). THUS THE ENGINE COOLANT TEMP (WATER TEMP.). IS INPUT IN THE FORM OF A CONTROL SIGNAL TO TERMINAL THWOF THE ENGINE CONTROL MODULE (ECU).

(2) INTAKE AIR TEMP. SIGNAL SYSTEM

THE INTAKE AIR TEMP. SENSOR IS INSTALLED INSIDE THE VOLUME AIR FLOW (AIR FLOW METER) AND DETECTS THE INTAKEAIR TEMP. WHICH IS INPUT AS A CONTROL SIGNAL TO TERMINAL THA OF THE ENGINE CONTROL MODULE (ECU).

(3) HEATED OXYGEN SENSOR (OXYGEN SENSOR) SIGNAL SYSTEM

THE HEATED OXYGEN DENSITY IN THE EXHAUST EMISSIONS IS DETECTED AND INPUT AS A CONTROL SIGNAL TO TERMINALOX OF THE ENGINE CONTROL MODULE (ECU). TO MAINTAIN STABLE DETECTION PERFORMANCE BY THE HEATED OXYGENSENSOR (OXYGEN SENSOR), A HEATER IS USED FOR WARNING THE SENSOR. THE HEATER IS ALSO CONTROLLED BY THEENGINE CONTROL MODULE (ECU) (HT).

(4) RPM SIGNAL SYSTEM

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

(5) THROTTLE SIGNAL SYSTEM

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

(6) VEHICLE SPEED SIGNAL SYSTEM

THE VEHICLE SPEED IS DETECTED BY VEHICLE SPEED SENSOR (SPEED SENSOR) NO. 1 INSTALLED IN TRANSMISSION ANDTHE SIGNAL IS INPUT TO TERMINAL SPD OF THE ENGINE CONTROL MODULE (ECU) VIA THE COMBINATION METER.

(7) 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 AC OF THE ENGINE CONTROL MODULE (ECU).

(8) BATTERY SIGNAL SYSTEM

VOLTAGE IS CONSTANTLY APPLIED TO TERMINAL BATT OF THE ENGINE CONTROL MODULE (ECU). WHEN THE IGNITION SW ISTURNED TO ON, VOLTAGE FOR ENGINE CONTROL MODULE (ECU) OPERATION IS APPLIED VIA THE EFI MAIN RELAY TOTERMINAL +B OF THE ENGINE CONTROL MODULE (ECU).

(9) INTAKE AIR VOLUME SIGNAL SYSTEM

INTAKE AIR VOLUME IS DETECTED BY THE POTENTIOMETER INSTALLED INSIDE THE VOLUME AIR FLOW (AIR FLOW METER)AND IS INPUT AS A CONTROL SIGNAL TO TERMINAL VS OF THE ENGINE CONTROL MODULE (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 ENGINE CONTROL MODULE (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 ENGINE CONTROL MODULE (ECU).

(12) ENGINE KNOCK CONTROL SYSTEM

ENGINE KNOCKING IS DETECTED BY THE KNOCK SENSOR AND INPUT AS A CONTROL SIGNAL TO TERMINAL KNK OF THEENGINE CONTROL MODULE (ECU).

(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.

SYSTEM OUTLINE

57

2. CONTROL SYSTEM

* SFI (SEQUENTIAL MULTIPORT FUEL INJECTION) (EFI) SYSTEM

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

* ESA (ELECTRONIC SPARK ADVANCE) SYSTEM

THE ESA SYSTEM MONITORS THE ENGINE CONDITIONS USING THE SIGNALS (INPUT SIGNALS (1, 3, 4, 6, 7, 9, 11)) INPUT TO THEENGINE CONTROL MODULE (ECU) FROM EACH SENSOR. BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE ENGINECONTROL MODULE (ECU). THE MOST APPROPRIATE IGNITION TIMING IS DECIDED AND CURRENT IS OUTPUT TO TERMINAL IGTOF THE ENGINE CONTROL MODULE (ECU). THIS OUTPUT CONTROLS THE IGNITER TO PRODUCE THE MOST APPROPRIATEIGNITION TIMING FOR THE DRIVING CONDITIONS.

* 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 SYSTEM 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 ENGINE CONTROL MODULE (ECU) EVALUATES THE SIGNALS FROM EACH SENSOR (INPUT SIGNALS (1, 6, 8, 9, 11)),CURRENT IS OUTPUT TO TERMINAL HT AND CONTROLS THE HEATER.

* IDLE AIR CONTROL (ISC) VALVE SYSTEM

THE IDLE AIR CONTROL (ISC) SYSTEM (ROTARY SOLENOID TYPE) INCREASES THE RPM AND PROVIDES IDLING STABILITY FORFAST IDLE–UP WHEN THE ENGINE IS COLD AND WHEN THE IDLE SPEED HAS DROPPED DUE TO ELECTRICAL LOAD, ETC. THEENGINE CONTROL MODULE (ECU) EVALUATES THE SIGNALS FROM EACH SENSOR (INPUT SIGNALS 1, 4 TO 8, 11, 13)), OUTPUTSCURRENT TO TERMINAL RSC AND RSO AND CONTROLS THE IDLE AIR CONTROL VALVE (ISC VALVE).

* EGR CONTROL SYSTEM

WITH THE EGR CONTROL SYSTEM, THE ENGINE CONTROL MODULE (ECU) EVALUATES THE (INPUT SIGNALS (1, 4, 10)) FROMEACH SENSOR, CURRENT IS OUTPUT 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 PROVIDES THEMOST APPROPRIATE INTAKE AIR FLOW AND, AS WELL AS PREVENTING PERFORMANCE LOSS AT LOW SPEEDS, ALSO IMPROVESFUEL ECONOMY. THE ENGINE CONTROL MODULE (ECU) EVALUATES THE SIGNALS FROM EACH SENSOR (INPUT SIGNALS (1, 4,5)), OUTPUTS CURRENT TO TERMINAL TVIS CONTROLS THE VSV (FOR T–VIS) AND, CARRIES OUT OPENING AND CLOSING OFTHE VALVE.

3. DIAGNOSIS SYSTEMWITH THE DIAGNOSIS SYSTEM, WHEN THERE IS A MALFUNCTION IN THE ENGINE CONTROL MODULE (ECU) SIGNAL SYSTEM,THE MALFUNCTIONING SYSTEM IS RECORDED IN THE MEMORY. THE MALFUNCTIONING SYSTEM CAN THEN BE FOUND BYREADING THE DISPLAY (CODE) OF THE MALFUNCTION INDICATOR LAMP (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.

58


5

5

2 2 2 2 2

2 2 2

2

5 5

5

2 2 2 2 2 2

II11

EB14

EB12

IE44II313

IE4

9

E 4

B23

1

2

1

2

1

2

1

2

6 4 1

23

BG BI

1

4314

2

10 3 6 4 1

8 92

3

10

1

2

2

5 3 1 2

9

6 2R

B–O

B–O

R R R

W–R

B–YB–Y

W–R

W–B

B–Y

W–B

G–R

B–Y

AM2 IG2

ST2B

–RW

B–R

B–R

B–R

B–R

B–R

B–O

B–O

L–B

L–B

G–R

W–BW

–B

B–Y

B–R

W–B

W

R L B Y

B–R

B–Y

RR

W–R

W–B

15AEFI

7. 5AAM2

W–B

B–Y

40A

AM

2

W–B

W–B

B–W

W–L

R–W

G–Y

B–W

W–L

R–W

IGNITION SW CLUTCH STARTSW

IGNITIONMAINRELAY

EFI MAINRELAY CIRCUIT

OPENINGRELAY

SFI RESISTOR(EFI RESISTOR)

BATTERY

FL MAIN2. 0L

INJE

CTO

RN

O.1

INJE

CTO

RN

O.2

INJE

CTO

RN

O.3

INJE

CTO

RN

O.4

I10 C12

M 2

I4

I5

I6

I7

FROM POWER SOURCE SYSTEM(SEE PAGE 46)

IE21

2

2

B–R

59

*3 : W/O CRUISE CONTROL*2 : W/ CRUISE CONTROL*1 : W/ CRUISE CONTROL, ABS, POWER

WINDOW OR WOOFER SPEAKER

1 1

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A6 A12 A1 A11 A4 A5

A14 B24 B25 B11 B12 B2 B1 B10

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E16 E16

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II41 II42 II413

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BR

BR

BR

BR

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VOLUME AIR FLOW(AIR FLOW METER)

TO

TU

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62


EFI MAIN RELAY(2) 2– (2) 4: CLOSED WITH IGNITION SW AT ON OR ST POSITION

M 2 SFI RESISTOR (EFI RESISTOR)2–1, 3, 4, 6: 4–6

I 4, I 5, I 6, I 7 INJECTOR1–2: APPROX. 2–4

F 2 FUEL PUMP RESISTOR1–2: APPROX. 73

V 3 VOLUME AIR FLOW (AIR FLOW METER)5–6: 200–600 5–4: 200–400 5–7: 10–20 K (–20°C, –4°F)

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

E 7 ENGINE COOLANT TEMP. SENSOR (EFI WATER TEMP. SENSOR)1–2: 10–20 K (–20°C, –4°F)

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

T 2 THROTTLE POSITION SENSOR3–1: 0.2–0.8 K WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0 MM (0 IN.)2–1: LESS THAN 2.3 K WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0.50 MM (0.0197 IN.)

WITH 0.7 MM (0.028 IN.)3–1: 2.0–10.2 K WITH THROTTLE VALVE FULLY OPEN4–1: 2.5–5.9 K

E 4, E 5, E 6 ENGINE CONTROL MODULE (ENGINE ECU)VOLTAGE AT ENGINE CONTROL MODULE (ENGINE ECU) CONNECTORS

BATT –E1 : 9–14 VOLTS+B –E1 : 9–14 VOLTS (IGNITION SW ON)IDL –E2 : 9–14 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN)VTA –E2 : 0.3–0.8 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED)

3.2–4.9 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN)VC –E2 : 4.5–5.5 VOLTS (IGNITION SW ON)VS –E2 : 4.0–5.5 VOLTS (IGNITION SW ON AND MEASURING PLATE FULLY CLOSED)THA –E2 : 0.5–3.4 VOLTS (IGNITION SW ON AND INTAKE AIR TEMP. 20°C, (68°F))THW –E2 : 0.2–1.0 VOLTS (IGNITION SW ON AND COOLANT TEMP. 80°C, (176°F))STA –E1 : 6–14 VOLTS (CRANKING)#1, #2, #3, #4 – E01, E02 : 9–14 VOLTS (IGNITION SW ON)IGT –E1 : PULSE GENERATIONTVIS –E1 : 2.0 VOLTS OR LESS WITH IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED

9–14 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE OPEN2.0 VOLTS OR LESS IDLING9–14 VOLTS WITH 4200 RPM OR MORE

TE1 –E1 : 9.14 VOLTS WITH IGNITION SW ON AND DATA LINK CONNECTOR 1 (CHECK CONNECTOR) TE1–E1 NO CONNECT0.5 VOLTS OR LESS WITH IGNITION SW ON AND DATA LINK CONNECTOR 1 (CHECK CONNECTOR) TE1–E1 CONNECT

AC –E1 : 7.5–14 VOLTS WITH IGNITION SW ON A/C SWITCH ONRSC, RSO –E1 : 9–14 VOLTS (IGNITION SW ON)PIM E–2 : 3.3–3.9 VOLTS (IGNITION SW ON)W –E1 : 9–14 VOLTS (NO TROUBLE (MALFUNCTION INDICATOR LAMP (CHECK ENGINE WARNING LIGHT) OFF) AND ENGINE RUNNING)

RESISTANCE AT ENGINE CONTROL MODULE (ENGINE ECU) CONNECTORS(DISCONNECT WIRING CONNECTOR FROM ENGINE CONTROL MODULE (ENGINE ECU))

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

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

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

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

SERVICE HINTS

63

: PARTS LOCATION


C12 24 F 2 22 K 1 22

C14 A 24 F 4 22 M 2 22

C15 B 24 H 1 22 P 8 25

D 1 22 I 1 22S 7

A 24

D 2 22 I 3 22S 7

B 24

D 4 24 I 4 22 T 2 22

E 1 22 I 5 22 T 3 22

E 4 A 22 I 6 22 V 3 22

E 5 C 22 I 7 22 V 5 22

E 6 B 22 I10 24 V 7 22

E 7 22 J 1 24 V 8 22

F 1 22 J 3 24

: RELAY BLOCKS







3A

3C 21 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)

3D

( )



EA1 26 (3S–GTE) ENGINE ROOM MAIN WIRE AND ENGINE WIRE (REAR LUGGAGE COMPARTMENT LEFT)

EA3 26 (3S–GTE) ENGINE WIRE AND ENGINE ROOM MAIN WIRE (INSIDE R/B NO. 2)

EB1 26 (3S–GTE) ENGINE WIRE AND R/B NO. 2 (INSIDE R/B NO. 2)

IE1



IE4

IH1 30 COWL WIRE AND A/C SUB WIRE (INSTRUMENT PANEL RIGHT)

II1


II4



: GROUND POINTS


EA 26 (3S–GTE) INTAKE MANIFOLD


ID 30 RIGHT KICK PANEL



: SPLICE POINTS


E 2 E11

E 326 (3S GTE) ENGINE ROOM MAIN WIRE

E1326 (3S GTE) ENGINE WIRE

E 426 (3S–GTE) ENGINE ROOM MAIN WIRE

E1526 (3S–GTE) ENGINE WIRE

E 5 E16

E 6 I1032 COWL WIRE

E 7 26 (3S–GTE) ENGINE WIRE I2632 COWL WIRE

E10

( )


64


65

66

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) ENGINE COOLANT TEMP. (WATER TEMP.) SIGNAL SYSTEM

THE ENGINE COOLANT TEMPERATURE SENSOR (EFI WATER TEMP. SENSOR) DETECTS THE ENGINE COOLANT TEMP. ANDHAS A BUILT–IN THERMISTOR WITH A RESISTANCE WHICH VARIES ACCORDING TO THE ENGINE COOLANT TEMP. (WATERTEMP.). THUS THE ENGINE COOLANT TEMP (WATER TEMP.). IS INPUT IN THE FORM OF A CONTROL SIGNAL TO TERMINAL THWOF THE ENGINE CONTROL MODULE (ECU).

(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 ENGINE CONTROL MODULE (ECU).

(3) OXYGEN SENSOR SIGNAL SYSTEM

THE OXYGEN DENSITY IN THE EXHAUST EMISSION IS DETECTED AND INPUT AS A CONTROL SIGNAL TO TERMINAL OX1 ANDOX2 OF THE ENGINE CONTROL MODULE (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 ENGINE CONTROL MODULE (ECU), ANDRPM IS INPUT TO TERMINAL NE+ .

(5) THROTTLE SIGNAL SYSTEM

THE THROTTLE POSITION SENSOR DETECTS THE THROTTLE VALVE OPENING ANGLE, WHICH IS INPUT AS A CONTROLSIGNAL TO TERMINAL VTA OF THE ENGINE CONTROL MODULE (ECU), OR WHEN THE VALVE IS FULLY CLOSED, TO TERMINALIDL.

(6) VEHICLE SPEED SIGNAL SYSTEM

THE VEHICLE SPEED IS DETECTED BY VEHICLE SPEED SENSOR (SPEED SENSOR) NO. 1 INSTALLED IN THE TRANSMISSIONAND THE SIGNAL IS INPUT TO TERMINAL SPD OF THE ENGINE CONTROL MODULE (ECU) VIA THE COMBINATION METER.

(7) PARK/NEUTRAL POSITION SW (NEUTRAL START SW) SIGNAL SYSTEM

THE PARK/NEUTRAL POSITION SW (NEUTRAL START SW) DETECTS WHETHER THE SHIFT POSITION IS IN NEUTRAL OR NOT,AND INPUTS A CONTROL SIGNAL TO TERMINAL NSW OF THE ENGINE CONTROL MODULE (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 ENGINE CONTROL MODULE (ECU), AND OPERATION A/C IDLE–UP VSV IS DETECTED AND INPUT INTHE FORM OF A CONTROL SIGNAL TO TERMINAL ACA OF THE ENGINE CONTROL MODULE (ECU).

(9) BATTERY SIGNAL CIRCUIT

VOLTAGE IS CONSTANTLY APPLIED TO TERMINAL BATT OF THE ENGINE CONTROL MODULE (ECU). WHEN THE IGNITION SW ISTURNED TO ON, VOLTAGE FOR ENGINE CONTROL MODULE (ECU) OPERATION IS APPLIED VIA THE EFI MAIN RELAY TOTERMINAL +B OF THE ENGINE CONTROL MODULE (ECU).

(10) INTAKE AIR VOLUME SIGNAL SYSTEM

INTAKE AIR VOLUME IS DETECTED BY THE MANIFOLD ABSOLUTE PRESSURE SENSOR (VACUUM SENSOR) AND IS INPUT AS ACONTROL SIGNAL TO TERMINAL PIM OF THE ENGINE CONTROL MODULE (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 ENGINE CONTROL MODULE (ECU).

(12) ELECTRICAL LOAD SIGNAL SYSTEM

THE SIGNAL WHEN SYSTEMS SUCH AS THE REAR WINDOW DEFOGGER, HEADLIGHT, ETC. WHICH CAUSE A HIGH ELECTRICALBURDEN ARE ON IS INPUT TO TERMINAL ELS AS A CONTROL SIGNAL.

SYSTEM OUTLINE

67

2. CONTROL SYSTEM

* MFI (MULTIPART FUEL INJECTION) (EFI) SYSTEM

THE MFI (EFI) SYSTEM MONITORS THE ENGINE CONDITIONS THROUGH THE SIGNALS EACH SENSOR (INPUT SIGNALS (1) TO(12)) INPUTS TO THE ENGINE CONTROL MODULE (ECU). BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE ENGINECONTROL MODULE (ECU), THE MOST APPROPRIATE FUEL INJECTION TIMING IS DECIDED AND CURRENT IS OUTPUT TOTERMINALS #10 AND #20 OF THE ENGINE CONTROL MODULE (ECU), CAUSING THE INJECTORS TO OPERATE (TO INJECT FUEL).IT IS THIS SYSTEM WHICH, THROUGH THE WORK OF THE ENGINE CONTROL MODULE (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, ENGINECONTROL MODULE (ECU) OPERATION ENERGIZES (POINT CLOSED) THE FUEL PUMP CIRCUIT INSIDE THE CIRCUIT OPENINGRELAY, CAUSING THE FUEL PUMP 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 THEENGINE CONTROL MODULE (ECU) FROM EACH SENSOR. BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE ENGINECONTROL MODULE (ECU), THE MOST APPROPRIATE IGNITION TIMING IS DECIDED AND CURRENT IS OUTPUT TO TERMINAL IGTOF THE ENGINE CONTROL MODULE (ECU). THIS OUTPUT CONTROLS THE IGNITER TO PRODUCE THE MOST APPROPRIATEIGNITION TIMING FOR THE DRIVING CONDITIONS.

* IDLE AIR CONTROL (ISC) SYSTEM

THE IDLE AIR CONTROL (ISC) SYSTEM (ROTARY SOLENOID TYPE) INCREASES THE RPM AND PROVIDES IDLING STABILITY FORFAST IDLE–UP WHEN THE ENGINE IS COLD AND WHEN THE IDLE SPEED HAS DROPPED DUE TO ELECTRICAL LOAD, ETC. THEENGINE CONTROL MODULE (ECU) EVALUATES THE SIGNALS FROM EACH SENSOR (INPUT SIGNALS (1, 4 TO 8, 11, 12)), OUTPUTSCURRENT TO TERMINAL ISCC AND ISCO, AND CONTROLS THE IDLE AIR CONTROL VALVE (ISC VALVE).

* EGR CONTROL SYSTEM

THE EGR CUT CONTROL SYSTEM CONTROLS THE VSV (FOR EGR) BY EVALUATING THE SIGNALS FROM EACH SENSOR AS INPUTTO THE ENGINE CONTROL MODULE (ECU) (INPUT SIGNALS (1, 4, 5, 6, 10)) AND BY SENDING OUTPUT TO TERMINAL EGR OF THEENGINE CONTROL MODULE (ECU).

* A/C CUT CONTROL SYSTEM

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

THE ENGINE CONTROL MODULE (ECU) RECEIVES INPUT SIGNALS (4, 5, 6), AND OUTPUTS SIGNALS TO TERMINAL ACT.

3. DIAGNOSIS SYSTEMWITH THE DIAGNOSIS SYSTEM, WHEN THERE IS A MALFUNCTION IN THE ENGINE CONTROL MODULE (ECU) SIGNAL SYSTEM,THE MALFUNCTIONING SYSTEM IS RECORDED IN THE MEMORY. THE MALFUNCTIONING SYSTEM CAN THEN BE FOUND BYREADING THE DISPLAY (CODE) OF THE MALFUNCTION INDICATOR LAMP (CHECK ENGINE WARNING LIGHT).

4. FAIL–SAFE SYSTEMWHEN A MALFUNCTION OCCURS IN ANY SYSTEM, AND 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 ENGINE CONTROL MODULE (ECU) MEMORY OR ELSE STOPS THEENGINE.

68


1 4 6

2 3

2 2 2

2 2

2 2 25

2

5

10

5

2 2

2 2

2 2

5

8

5

9

IE21

II11

EB14

EB12

BM12BM215

1

2

1

2

1

2

1

2

E21

E18

B23

M

2

1

P N

IE4

9

E 4 EA3

8

IE44

II313

IG2

ST2

10

6

9

IC ID BG BI

B23

IGNITIONMAIN RELAY

EFIMAINRELAY

CIRCUITOPENINGRELAY

7. 5AAM2

15AEFI

FUELPUMP

BATTERY

FL MAIN2. 0L

INJE

CT

OR

NO

.1

INJE

CT

OR

NO

.2

INJE

CT

OR

NO

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INJE

CT

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NO

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40A

AM

2

CLUTCH STARTSW (M/T)

PARK/NEUTRALPOSITION SW(NEUTRALSTART SW)

IGNITION SW

(A/T)(M/T)

2

4 1

3 4

1

3

2

5 3

1 2

2

21

3

2

AM2

BB

B R

B–Y

B–Y

W–B

W–R

B–O

B–O

B–R

B–R

B–R

B–R

W–B

B–R

B–R

B–Y

W–B

W–B

G–R

L–B

L–B

W

B–Y

W–R

B

R–W

R–W

RRRR

R

R

B–RB–O

W–R

B–Y

W–BB–R

G–R

L–B

B–Y

W

B–R

W

W

WW

W

W

B–RB

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B–R

B–R

L–B

W–B

W–B

W–B

W–B

W

I7

I6

I5

I4

F 4

P 1

C12I10

R–W

R (M/T)

(A/T)

( M/T

)

( A/T

)

(A/T)FROM POWER SOURCESYSTEM (SEE PAGE 46)

R–W (M/T)

(A/T)(M/T)(M/T)

W–B

W–B


J 3 A

B22R–W R–W

(A/T) (A/T)

EB15

W–B

B–R

E22

W

EA15

B–R

(M/T)(M/T)

2

2

B–R

I26 : M/TI27 : A/T

( A/T

)( A

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(A/T)

69

*1 : (1) A/T(2) M/T W/ CRUISE CONTROL, ABS, POWER WINDOW OR WOOFER SPEAKER

2

1 3

2

1

2

1

IE18

1

3A9

E20 E26

B7

A12

B2

A1

E2

A11 A22

B12

A2

A14

B4

D10

E10

D9

E9

D23

E23

D8

E14

E

11

E25

D12

E12

F15

C15

F8

C8

EB1

8

FROMTAILLIGHTRELAY

7. 5AGAUGE

J/BNO. 3

(A/T)

(M/T)

DIODE(FOR ELECTRICALIDLE–UP SYSTEM)

3

1

FROMDEFOGGER SW[A/C CONTROLASSEMBLY]

2

B–Y

W–R

B

R–W

R–W

G

R–Y

G–R

R–L

R–W

R–W

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W

B–Y B–Y

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)

VS

V( F

OR

EG

RS

YS

TE

M)

VS

V( F

OR

FU

EL

PR

ES

SU

RE

UP

CO

NT

RO

LS

YS

TE

M)


E 4 , E 4 , E5 , E 5 , E 6 , E 6

I1

D 4

V5

V6

D

A B F C D

3A

2

3D9

A4

B8

IE1

15

E 2EA1

15

B8

A5

F14

C7

2

1

D7

E1

B–R

P–L

G–W G–W G–W G–W

R–L R–L

R–Y

A A

(* 1) (* 1)

MALFUNCTIONINDICATOR LAMP(CHECK ENGINEWARNING LIGHT)

[COMB. METER]

BC14 , C15A

G–

W

JUNCTIONCONNECTOR

J 1


VS

V( F

OR

A/C

IDLE

–UP

SY

ST

EM

)

V4

GB

–Y

+B W

ISC

V

FC

ISC

O

ISC

C

EG

R

FP

U

#20

#10

TE

1

TE

2

(A/T)

(M/T)

VF

ST

A

NS

W

BA

TT

ELS

J/BNO. 3

B–Y

3C2

R–L

( EX

CE

PT

*1)

8 3 18

6 41

B

B–W

BR

L–B

BR

B–

Y

9

+B E1 IG–

FP TE1 VF1 OX1

DA

TA

LIN

KC

ON

NE

CT

OR

1( C

HE

CK

CO

NN

EC

TO

R)

D1

B–R

7 11

B

G–W

B–W

OX2

W

2

TE2

(SHIELDED)

(SHIELDED)

(SHIELDED)

(SHIELDED)

FR

OM

IGN

ITIO

NC

OIL

B–W

70


II41 II42 II413

IE114

E25

E25

E20

E23

E18

I10

2

1

9 C

9 F

13 C

10 F

2 C

2 F

11 C

1 F

12 C

12 F11 F

5 F

1 C

6 F

6 C

3 D

3 E

20 D

22 E

5 D

17 E

18 D

5 E

17 D

18

16 A

7 E

15 A

21 E

9 A

11 B

2 5 3

1234321

11 1 2 2 34

9 14 54

BR

BR

B–Y

LG–RBR

LG–R

R–L

R–

L

W P BR

PWR–L

B

W–R W

G R B

B

L–Y

V–W

V–W

V–W

BR

B B

B

BR BR

P

V–W

B–W

BR

B

BR

BR

MANIFOLD ABSOLUTEPRESSURE SENSOR(VACUUM SENSOR)

THROTTLEPOSITIONSENSOR

EG

RG

AS

TE

MP

.S

EN

SO

R

FROMCRUISECONTROL ECU

B L–Y

V–W

TOTACHOMETER[COMB. METER]

DISTRIBUTOR

PO

WE

RS

TE

ER

ING

EC

U

IGNITER

OX

YG

EN

SE

NS

OR

( MA

IN)

OX

YG

EN

SE

NS

OR

( SU

B)

VC VTA IDL E2

I 3 D 2

P8

T 2M 1

O2

O3

E1

E

(SH

IELD

ED

)

( SH

IELD

ED

)

( SH

IELD

ED

)

EE 4 , E 4 , E 5 , E 5 , E 6 , E 6


A B F C D

EA35

IE113

BBE18

B–R

D4

E4

EA13 EA12

IE34 IE35

(M/T

)

( M/T

)

B L–Y

B L–Y

( M/T

)

( M/T

)

A6

A10

B

W

OX

2

OX

1

IGF

IGT

TH

G

PIM VC

VT

A

IDL

SP

D

E2

NE

–

NE

+

G+

G–

B L–Y

( A/T

)

( A/T

)

1

COMBINATIONMETER

C14

C10

PS

PS

CT

BR

BR

B

IDU

P

EF

I

SP

D

E22BR

BR BR

(SHIELDED)

(SHIELDED)

(SHIELDED)

(SHIELDED)

(A/T)

(M/T)

(A/T)

(M/T)

(SHIELDED)

(SHIELDED)

(SHIELDED)

A

ID

W–B

71

E17

E24

E17

D14

E24

D13

E13

D26

E26

E18

BR

BR

BR

BR

BR

BR

BR

BR

BR

BR

BR

BR

BR

(SHIELDED)

F13

C5

B6

A21

B3

A8

C4

F4

C3

F3

C14

A3

2

1 2

1

EA315

E 4EA3

14

BM2

10

BM1

7

IH1

1

21

BM18BM22

IH1

20

EA16

IH117 IH115

BM1(M/T) 6BM2(A/T)16 IE38

R–W

R–W

( M/T

)( M

/T)

BR

BR

BR BR BR B–R

R–WR–W

B–Y

P–G

B–W

P–G

B–W P–G

BR

YY

R

B

THW

THA

THE

AC

A

EO

2

EO

1

E1

R–W

AC

1

(M/T)(A/T)

EN

GIN

EC

OO

LAN

TT

EM

P.

SE

NS

OR

( EFI

WA

TER

TE

MP

.S

EN

SO

R)

E7

INT

AK

EA

IRT

EM

P.

SE

NS

OR

( IN

AIR

TE

MP

.S

EN

SO

R)

I8

A 9A/C THERMISTOR

A/C AMPLIFIERA 4

AC

T

2 10

( A/T

)

AC

T

KN

K

( SH

IELD

ED

)

KNOCKSENSOR

K 1

1

(SHIELDED)

(SHIELDED)

(M/T) (A/T)

E22

E18

BR

BR

(SHIELDED)

(SHIELDED)

(A/T)

(M/T)

(A/T)

(M/T)

EE 4 , E 4 , E 5 , E 5 , E 6 , E 6


A B F C D

EA

72


E 4, E 5, E 6 ENGINE CONTROL MODULE (ENGINE ECU (M/T) OR ENGINE AND ELECTRONICALLY CONTROLLEDTRANSMISSION ECU (A/T))

VOLTAGE AT ENGINE CONTROL MODULE (ECU) WIRING CONNECTORBATT –E1 : ALWAYS 9.0–14.0 VOLTS+B –E1 : 9.0–14.0 VOLTS (IGNITION SW AT ON POSITION)IDL –E2 : 9.0–14.0 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN)VC –E2 : 4.5–5.5 VOLTS (IGNITION SW AT ON POSITION)VTA –E2 : 0.3–0.8 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED)

3.2–4.9 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN)PIM –E2 : 3.3–3.9 VOLTS (IGNITION SW AT ON POSITION)#10, #20 – E01, E02 : 9.0–14.0 VOLTS (IGNITION SW AT ON POSITION)THA –E2 : 0.5–3.4 VOLTS (IGNITION SW ON AND INTAKE AIR TEMP. 20°C, 68°F)THW –E2 : 0.2–1.0 VOLTS (IGNITION SW ON AND COOLANT TEMP. 80°C, 176°F)STA –E1 6.0–14.0 VOLTS (ENGINE CRANKING)IGT –E1 PULSE GENERATIONW –E1 9.0–14.0 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 : 9.0–14.0 VOLTS (IGNITION SW ON AND DATA LINK CONNECTOR 1 (CHECK CONNECTOR) TE1–E1 NOT CONNECTED)

: 1.0 VOLTS OR LESS (IGNITION SW ON AND DATA LINK CONNECTOR 1 (CHECK CONNECTOR) TE1–E1 CONNECTED)NSW –E1 : 0–3.0 VOLTS (IGNITION SW ON AND PARK/NEUTRAL POSITION SW (NEUTRAL START SW) POSITION P OR N RANGE)

: 9.0–14.0 VOLTS (IGNITION SW ON AND EXCEPT PARK/NEUTRAL POSITION SW (NEUTRAL START SW) POSITION P OR N RANGE

RESISTANCE AT ENGINE CONTROL MODULE (ECU) CONNECTORS(DISCONNECT WIRING CONNECTOR)

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

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

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

: PARTS LOCATION


A 4 24E 6

D 23 J 3 24

A 9 24E 6

E 23 K 1 23

C12 24 E 7 23 M 1 23

C14 A 24 F 4 24 O 2 23

C15 B 24 I 1 23 O 3 23

D 1 23 I 3 23 P 1 23

D 2 23 I 4 23 P 8 25

D 4 24 I 5 23 T 2 23

E 1 23 I 6 23 V 4 23

E 4A 23 I 7 23 V 5 23

E 4B 23 I 8 23 V 6 23

E 5C 23 I10 24

E 5F 23 J 1 24

: RELAY BLOCKS







3A


3D

( )

SERVICE HINTS

73

: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESSCODE SEE PAGE JOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)EA1 28 (5S–FE) ENGINE ROOM MAIN WIRE AND ENGINE WIRE (REAR LUGGAGE COMPARTMENT LEFT)

EA3 28 (5S–FE) ENGINE WIRE AND ENGINE ROOM MAIN WIRE (INSIDE R/B NO. 2)

EB1 28 (5S–FE) ENGINE WIRE AND R/B NO. 2 (INSIDE R/B NO. 2)

IE1



IE4


II1

II3 32 LUGGAGE ROOM WIRE AND COWL WIRE (RIGHT KICK PANEL)II4


BM134 ENGINE ROOM MAIN WIRE AND COWL WIRE (ROOM PARTITION BOARD LEFT)


: GROUND POINTS

CODE SEE PAGE GROUND POINTS LOCATIONEA 28 (5S–FE) INTAKE MANIFOLD





: SPLICE POINTS


E 228 (5S FE) ENGINE ROOM MAIN WIRE

E24

E 428 (5S–FE) ENGINE ROOM MAIN WIRE

E25 28 (5S–FE) ENGINE WIREE17 E26

28 (5S FE) ENGINE WIRE

E18 I10

E2028 (5S FE) ENGINE WIRE

I26 32 COWL WIREE21

28 (5S–FE) ENGINE WIREI27

32 COWL WIRE

E22 B2234 ENGINE ROOM MAIN WIRE

E23 B2334 ENGINE ROOM MAIN WIRE

74


75

ENGINE COMPARTMENT COOLING FAN (3S–GTE)

WHEN THE IGNITION SW IS TURNED ON, CURRENT FLOWS TO VENT FUSE, GAUGE FUSE AND ECU–IG FUSE.

COOLING FAN MOTOR OPERATIONWHEN THE IGNITION SW IS TURNED ON AND THE ENGINE COMPARTMENT TEMP. IS HIGH, THE TEMP. IS DETECTED BY THE ENGINECOMPARTMENT TEMP. SENSOR, AND THE SIGNAL IS INPUT TO COOLING FAN ECU.

AS A RESULT, THE COOLING FAN RELAY IS TURNED OFF, AND CURRENT FLOWS FROM VENT FUSE TO COOLING FAN RELAY (POINTSIDE) → TERMINAL 2 OF THE COOLING FAN MOTOR → TERMINAL 1 → TERMINAL 7 OF THE COOLING FAN ECU → TO GROUND,CAUSING THE COOLING FAN MOTOR TO OPERATE.

IF THE COOLING FAN MOTOR IS BROKEN OR THE COOLING FAN CIRCUIT IS OPEN, THE COOLING FAN ECU ACTIVATES THEWARNING CIRCUIT.

AS A RESULT, CURRENT FLOWS FROM AM2 FUSE TO COOLING FAN RELAY (COIL SIDE) → TERMINAL 9 OF THE COOLING FAN ECU→ TERMINAL 1 → TO GROUND, CAUSING THE COOLING FAN RELAY TO OPERATE AND THE POINT IN THE COOLING FAN RELAY ISTURNED OFF. AT THE SAME TIME, CURRENT FLOWS FROM GAUGE FUSE TO TERMINAL (B)4 OF THE COOLING FAN WARNINGLIGHT → TERMINAL (A)10 → TERMINAL 2 OF THE COOLING FAN ECU → TERMINAL 1 TO GROUND, CAUSING THE COOLING FANWARNING LIGHT TO LIGHT UP.

SYSTEM OUTLINE

76

ENGINE COMPARTMENT COOLING FAN (3S–GTE)

5 2 1 2

2 2

2 2

3A

EB17

IE112EB16

M

1

2

E11

EA

2 1

B4

A10

AM2

ST2

10 9

I15

IE44

EB1

3

7. 5AAM2

20AVENT

7. 5AGAUGE

7. 5AECU–IG

IGNITION SW

COOLINGFAN RELAY(FOR ENGINECOMPARTMENT)

TOFAN MAIN RELAY

TOGENERATOR(ALTERNATOR)

COOLING FAN ECU(FOR ENGINE COMPARTMENT)

ENGINE COMPARTMENTTEMP. SENSOR

COOLINGFAN MOTOR(FOR ENGINECOMPARTMENT)

COOLING FANWARNING LIGHT[COMB. METER]

JUNCTIONCONNECTOR


6 5 1

9 7 2 3

B–O

B–Y

B–R

B–R

R–L

B–Y

R–L

B–Y

B–O

B–R

B–O

B–O

B–R

L–W

L–W

B–Y

L–Y

L–B

G–W

B–R

LL–

W

L–O

L–O

LL

W–B

2 3

1 4

2 2 1 2

3 1 2 3

C 3

E 3

C13 , C1 4

I10

A B

IG2

9

C 2

3D9

A

A

R–L

J 1R–L

( EX

CE

PT

*1) ( *

1)( *

1)

J/BNO. 3

*1 : W/ CRUISE CONTROL, ABS,POWER WINDOW OR WOOFER SPEAKER

3C

2

EA15

EA13 EA14

II313

77

COOLING FAN RELAY(2) 1–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON OR ST POSITION(2) 3– (2) 4 : OPEN WITH THE IGNITION SW AT ON OR ST POSITION AND THE ENGINE COMPARTMENT TEMP. BELOW 55°C (131°F)

C2 COOLING FAN ECU1–GROUND: ALWAYS CONTINUOUS3–1 : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION9–1 : 0 VOLTS WITH THE IGNITION SW AT ON OR ST POSITION AND THE ENGINE COMPARTMENT TEMP. MORE THAN 70°C

(158°F)

: PARTS LOCATION


C 2 22 C14 B 24 J 1 24

C 3 22 E 3 22

C13 A 24 I10 24

: RELAY BLOCKS







3A


3D

( )



EA1 26 (3S–GTE) ENGINE ROOM MAIN WIRE AND ENGINE WIRE (REAR LUGGAGE COMPARTMENT LEFT)

EB1 26 (3S–GTE) ENGINE WIRE AND R/B NO. 2 (INSIDE R/B NO. 2)




: GROUND POINTS


EA 26 (3S–GTE) INTAKE MANIFOLD

: SPLICE POINTS


E11 26 (3S–GTE) ENGINE WIRE I15 32 COWL WIRE

1 2

5

3

6 7 9

21

1 2

X X 9 10A

A

B BLUEC14C 2 GRAY C 3 GRAY

E 3 BLACK I10 BLACK J 1

X 10

A BROWNC13

4X

X

X

A A

AA

(HINT : SEE PAGE 7)

SERVICE HINTS

78

LIGHT AUTO TURN OFF

1 3

2

2 3

1 5

1

2

1 2

3A9

1

5 5

1 5

51

5

5 5

1 1 5 5

55

II315

II32 II23 II310II314

II312II39

II222

1


7. 5AGAUGE

15ATAIL

15AFR FOG

FR

OM

HE

AD

LIG

HT

S

TAILLIGHTRELAY

HE

AD

LIG

HT

RE

LAY

BATTERY

FL MAIN2. 0L

120A

ALT

50A

AM

1

CONTROLCIRCUIT

DOORCOURTESYSW LH

FOG LIGHTSW

FOG LIGHTRELAY

OFF

TAIL

HEAD

IC BF

W

WW R–B

R–Y

R–L

LG

G

W–R

W

R

G–Y

R–L LG

R–L

R

LG–R

R–W R–Y

W–B

R–B

R–B

G–Y

LG–R

R

R

R–W

W

W

W–B

10

11

1 1 2

23

2 13

4 2 1

15

28

W–B


J/BNO. 3

LIGHT CONTROL SW[COMB. SW]

LIGHT RETAINERRELAY[RETRACT CONTROLRELAY]

C18

D11

J 3

R22

F 3

3C

11

3D

5

B11

BE

R

W–B

W–B

W–B

R

(* 1)

(*2)

R–Y

( A/T

)

( M/T

)

J/BNO. 3

24 10

17 13 14 15 18

3C3C

87 (M/T)

(A/T)

1

W

3D

6

(*2)

A

J/B NO. 3

*1 : A/T, M/T W/ CRUISE CONTROL, ABS, POWER WINDOW OR WOOFER SPEAKER*2 : EXCEPT A/T, M/T W/ CRUISE CONTROL, ABS, POWER WINDOW OR WOOFER SPEAKER

79

WITH THE IGNITION SW TURNED ON, CURRENT FLOWS TO TERMINAL 4 OF THE RETRACT CONTROL RELAY THROUGH GAUGEFUSE.

VOLTAGE IS APPLIED AT ALL TIMES TO TERMINAL 2 OF THE RETRACT CONTROL RELAY THROUGH THE TAILLIGHT RELAY COIL,AND TO TERMINAL 10 THROUGH THE HEADLIGHT RELAY COIL.

1. NORMAL LIGHTING OPERATION<TURN TAILLIGHT ON>

WITH THE LIGHT CONTROL SW TURNED TO TAIL POSITION, A SIGNAL IS INPUT INTO TERMINAL 13 OF THE RETRACT CONTROLRELAY. ACCORDING TO THIS SIGNAL, THE CURRENT FLOWING TO TERMINAL 2 OF THE RELAY FLOWS FROM TERMINAL 18 → TOGROUND AND THE TAILLIGHT RELAY CAUSES THE TAILLIGHT TO TURN ON.

<TURN HEADLIGHT ON>

WITH THE LIGHT CONTROL SW TURNED TO HEAD POSITION, A SIGNAL IS INPUT INTO TERMINALS 13 AND 14 OF THE RETRACTCONTROL RELAY. DUE TO THIS SIGNAL, THE CURRENT FLOWING TO TERMINAL 10 OF THE RELAY FLOWS TO TERMINAL 18 → TOGROUND IN THE HEADLIGHT CIRCUIT, AND CAUSES THE TAILLIGHT AND HEADLIGHT RELAY TO TURN THE LIGHT ON. THETAILLIGHT CIRCUIT IS THE SAME AS ABOVE.

2. LIGHT AUTO TURN OFF OPERATIONWITH THE LIGHTS ON AND THE IGNITION SW TURNED OFF (INPUT SIGNAL GOES TO TERMINAL 4 OF THE RELAY), WHEN THEDOOR ON THE DRIVER’S SIDE IS OPENED (INPUT SIGNAL GOES TO TERMINAL 15 OF THE RELAY), THE RELAY OPERATES AND THECURRENT WHICH FLOWS FROM TERMINAL 2 OF THE RELAY TO TERMINAL 18 IN THE TAILLIGHT CIRCUIT AND FROM TERMINAL 10TO TERMINAL 18 IN THE HEADLIGHT CIRCUIT IS CUT OFF.

AS A RESULT, ALL LIGHTS ARE TURNED OFF AUTOMATICALLY.

R22 LIGHT RETAINER RELAY [RETRACT CONTROL RELAY] 4–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION 2–GROUND : ALWAYS APPROX. 12 VOLTS10–GROUND : ALWAYS APPROX. 12 VOLTS15–GROUND : CONTINUOUS WITH THE DRIVER’S DOOR OPEN18–GROUND : ALWAYS CONTINUOUS13–GROUND : CONTINUOUS WITH THE LIGHT CONTROL SW AT TAIL OR HEAD POSITION14–GROUND : CONTINUOUS WITH THE LIGHT CONTROL SW AT HEAD POSITION17–GROUND : APPROX. 12 VOLTS WITH THE LIGHT CONTROL SW AT HEAD POSITION,

THE DIMMER SW AT LOW POSITION AND THE FOG LIGHT SW ON

SYSTEM OUTLINE

SERVICE HINTS

80

LIGHT AUTO TURN OFF

: PARTS LOCATION


C18 24 F 3 24 R22 25

D11 25 J 3 24

: RELAY BLOCKS






3A


3D

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



II232 LUGGAGE ROOM WIRE AND COWL WIRE (RIGHT KICK PANEL)


: GROUND POINTS



BE 34 FRONT RIGHT FENDER

BF 34 FRONT LEFT FENDER

: SPLICE POINTS


B11 34 LUGGAGE ROOM WIRE

81

HEADLIGHT

HEADLIGHT RELAY(5) 2– (5) 3: CLOSED WITH THE LIGHT CONTROL SW AT HEAD POSITION OR THE DIMMER SW AT FLASH POSITION

: PARTS LOCATIONCODE SEE PAGE CODE SEE PAGE CODE SEE PAGE

C14 B 24 H 3 25 R23 25

C15 A 24 H 4 25 R24 25

C17 B 24 J 3 25

C18 A 24 R22 25

: RELAY BLOCKS





3C21 COWL WIRE AND J/B NO 3 (BEHIND COMBINATION METER)


: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESSCODE SEE PAGE JOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)


: GROUND POINTS


IB 30 LEFT KICK PANEL




: SPLICE POINTS


I 4 B 3

I 5 B 434 LUGGAGE ROOM WIRE

I12 32 COWL WIRE B1134 LUGGAGE ROOM WIRE

I16 B14

I26

SERVICE HINTS

82

HEADLIGHT*1 : (1) A/T

(2) M/T W/ CRUISE CONTROL, ABS, POWER WINDOW OR WOOFER SPEAKER*2 : EXCEPT *1

5

3D6

5

3D4

5 5

3D

5

2 1

3

2 1

3

II26

B 3

B14

I12 II2

3

A

10

B1

II2

13

3C

10

3C11

ICIB

II25

15AHEAD (LH)

15AHEAD (RH)

HIGH BEAMINDICATOR LIGHT[COMB. METER]

BATTERY

10

1 3

8

2 2

J/BNO. 3

A9 A11 B20

A

12 A13 A14 A3

HOLD

TAIL

HEAD

FLASH

LOW

HIGH

LIG

HT

CO

NT

RO

LS

WD

IMM

ER

SW

R–G

R–BWW

R–Y

R–L

R–L

R–Y

R–Y R R

R R

W

R–L

R–L

W–B

W–B

W–B

W–B

R–W

RR

W–B

R–L

R

R

R

R–Y

R–L

W

W

(*1)

( *2) ( *

2)

( *1)

(* 1)

(*2)

HEADLIGHTLH

HEADLIGHTRH

COMBINATION SW

FL MAIN2. 0L

C17 , C18

A

B

C14 , C 15

A

B

W–B

H 3 H 4

W–B


J 3

A A

J/B

NO

.3

OFF

I 4 : M/TI26 : A/T

I16 : M/TI 5 : A/T

83

5

55 5

B 4

B 4M

UP

DOWNM

DOWN

UP

BF BE

30ARTR

5 5

33 1

3

1

2 424

22

1

3

HEADLIGHTRELAY

RETRACT CONTROLRELAY

RETRACT MOTORLH

RETRACT MOTORRH

R

R–G

L R G

W–RYL

W–BR

RL

L

Y

W–B

W–B

R–W

W–R

W

W W

R

Y

L

Y

L

R22

R23 R24

5

5

3 18 9 1 6 5 7 16

14

10 8

B11

W–B

W–B

W–B

84

FOG LIGHT*1 : (1) A/T

(2) M/T W/ CRUISE CONTROL, ABS POWER WINDOW ORWOOFER SPEAKER

5 5 5

55

5 5

II26II23

II315

3C11

3D6

II314

B 3

B 6

I12

B 8

2

1

2

1

2 1

3

2 1

3

3D

4

3D

5

1 3 1

2 3

11

12 14 13

14

1 5

222

17

IB IC BF BE

9


15AFR FOG

15AHEAD (RH)

15AHEAD (LH)

LIGHT CONTROLSW ” HEAD”

DIMMER SW” HIGH”

J/BNO. 3

HEADLIGHTLH

HEADLIGHTRH FOG LIGHT

RELAY


COMBINATION SW

FO

GLI

GH

TLH F

OG

LIG

HT

RH

FO

GLI

GH

TS

W

R–B

G–Y R

G–Y

R–B

R–B

R RW

–B

W–B

W–B

W–B

R

R

R

RRR–Y

R–Y

R–Y

R–Y R

–L

R–Y

R–L

R–B

R–G

R R

R–Y

R–Y

W–B

R

R–W

W–B

(*1)

C18

R22

H 3 H 4

F6

F7

F3

(EXCEPT *1)

(EXCEPT *1)

( *1)

( *1)

AA


J 3

R–Y

( M/T

)

( A/T

)

B11

B14

W–B

W–B

W–B

W–B

J/BNO. 3

( EX

CE

PT

*1)

W–B

2

1

B 5

II44

A5

B1

3C

10

RR

W–B

R–Y

FO

GLI

GH

TIN

DIC

AT

OR

LIG

HT

[CO

MB

.M

ET

ER

]AC

14,C

15B

I16 : M/TI 5 : A/T

85

C18 COMBINATION SW9–12: CLOSED WITH THE DIMMER SW AT HIGH OR FLASH POSITION

FOG LIGHT RELAY(5) 5– (5) 3 : CLOSED WITH THE LIGHT CONTROL SW AT HEAD POSITION, DIMMER SW AT LOW POSITION AND THE FOG LIGHT SW ON


C14 B 24 F 6 25 J 3 24

C15 A 24 F 7 25 R22 25

C18 24 H 3 25

F 3 24 H 4 25

: RELAY BLOCKS





3C21 COWL WIRE AND J/B NO 3 (BEHIND COMBINATION METER)



II2


II4

( )

: GROUND POINTS






: SPLICE POINTS


I 5 B 6

I12 32 COWL WIRE B 834 LUGGAGE ROOM WIRE

I16

32 COWL WIRE

B1134 LUGGAGE ROOM WIRE

B 334 LUGGAGE ROOM WIRE

B14


1 5X X

X 9 11 12 13 14

1 2 X

1 2 1 2

1

2 3

1

2 3

A

A XX 14 17

C18 BLACK

F 3 F 6 BLACK F 7 BLACK H 3 BLACK H 4 BLACK

J 3 R22

B BLUEC14 A GRAYC15

A A

A

(HINT : SEE PAGE 7)

SERVICE HINTS

86

TAILLIGHT

5

5

II32

II222

B 2

B12

B12

B 3

2

1

2

1

1

2

1

2

OFF

TAIL

HEAD

BF BE

3C11

PA

RK

ING

LIG

HT

FR

ON

TS

IDE

MA

RK

ER

LIG

HT

FL

MA

IN2.

0L12

0AA

LT

50A

AM

1

RETRACTCONTROL RELAY

RH RHLHLH

J/BNO. 3

11

2

2

10

BATTERY

G

G

G

W–B

W–B

W

LG–R

GG

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

G G G

W–B

W

F16 F12F15 F11

B 5G

IC

W–B


J 3A

R22

W

LG

G

LG

LG–R

W

13

2

II3

9

LIG

HT

CO

NT

RO

LS

W[C

OM

B.

SW

]

C18

87


B28

B28

2

1

5

1

B26

B25

BG BI

LICENCEPLATELIGHT

TAIL ANDREAR SIDEMARKER LIGHT[REAR COMB.LIGHT]

RHLH

L 1R 6 R 7

W–B

W–B

GG

W–

B

W–

B

W–

B

W–B

W–B

5

1

3C1

II217

IE110

I 7

J/BNO. 3

JUNCTION CONNECTOR

AA

A

G

G

G

G G

G G

J 2

(EXCEPT *1)

(*1)

( EX

CE

PT

* 1)

( *1)

( *1)

( EX

CE

PT

*1)

G

1 1 1

324

511

W

15ATAIL

TA

ILLI

GH

TR

ELA

Y

1

LG

G

G

G

G

G

GT

OD

IOD

E( F

OR

ELE

CT

RIC

AL

IDLE

–UP

)

W

B30G

G

1

2

G

1

W

2

88

TAILLIGHT

TAILLIGHT RELAY(1) 5– (1) 3 : CLOSED WITH THE LIGHT CONTROL SW AT TAIL OR HEAD POSITION (WHEN LIGHT AUTO TURN OFF SYSTEM IS OFF)

: PARTS LOCATION


C18 24 F16 25 R 6 25

F11 25 J 2 24 R 7 25

F12 25 J 3 24 R22 25

F15 25 L 1 25

: RELAY BLOCKS












: GROUND POINTS







: SPLICE POINTS


I 7 32 COWL WIRE B25

B 2 B2634 ENGINE ROOM MAIN WIRE




B30

B12

SERVICE HINTS

89

90

ILLUMINATION

1 1 1 1 1

5

5

II32

II222 II39

2

13

OFF

TAIL

HEAD

FL

MA

IN2.

0L12

0AA

LT

50A

AM

1

RETRACTCONTROLRELAY

11

324

2

511

2

10

BATTERY

W

WW

LGLG

–RLG

LG–R

W–

B

W

15ATAIL TAILLIGHT

RELAY

R22

JUNCTION CONNECTORG A

J 2

(*1)

I26 I 5

4

2

2

1

5

4

A18 A1

B8 A4

A/C

CO

NT

RO

LA

SS

EM

BLY

A5

,A

7

B

B

G G G G G G

G

G–O

G–O

G–O

G–R

G

G–O

G–O

G

G

G

G G

G–O

G–O

G

A A A A

(*3)

( *1)

TO A/C CONTROLASSEMBLY

( *3)

( *1)

( *3)

( *1)

( *3)

( *3)G

(* 2)

(* 3)

G ( *1)

A/T

IND

ICA

TO

RIL

LUM

INA

TIO

N[O

/DM

AIN

SW

]

AS

HT

RA

YIL

LMIN

AT

ION

FO

GLI

GH

TS

W

TO A/C CONTROLASSEMBLY

O4

A1

6

F3

(* 3)

(* 3)

G

(A/T)

(A/T)

G–R

I16

G

G

(A/T)

W–B

G–OG–O

I22

G ( *1)

I22

G–O

G–O

I 5 : M/TI 3 : A/T

I18 : M/TI17 : A/T

I22

:M

/TI1

0:

A/T

LIG

HT

CO

NT

RO

LS

W[C

OM

B.

SW

]

C18

1

W

(*1)

91

*2 : M/T W/ CRUISE CONTROL, ABS, POWER WINDOW OR WOOFER SPEAKWR


*3 : EXCEPT * 1

I11

I12

1

2B10

C

2

A9C5

9

8

3C5

(W/ WOOFER SPEAKER)(W/O WOOFER SPEAKER)

(W/ WOOFER SPEAKER)(W/O WOOFER SPEAKER)

A

B 2

3 1

B

JUNCTION CONNECTOR

CIG

AR

ETT

ELI

GH

TER

ILLU

MIN

ATI

ON

RA

DIO

AN

DP

LAY

ER

CO

MB

INA

TIO

NM

ETE

R

J/B NO. 3

JUNCTIONCONNECTOR RHEOSTAT

G

G–O

W–G

G–O

G–O

G G

GG

G

G–O

G

G–R

W–BW–B

R 4

J 2

C10

R1

,R

2,

R3

C14

J 1

A

AB

( *1)

( *1)

( *3)

3D

10

W–B

IC

JUNCTION CONNECTOR(FOR EARTH)

J 3A

J/BNO. 3

3

2

3A1

3B6

3B5

I 7 I 7

I 3

I 3

G–O

G

G

G GG

G

GGG

G

G

G

G

G

G

G

G–O

A A AG

GG

G

(*1)

(*2)

(*3)

(*3)

(*3)

(*1)TO CLOCK( *

1)

( *1)

( *3)

TOA

/CC

ON

TRO

LA

SS

EM

BLY

( *3)

( *1) ( *

3)

( *3)

( *3)

G

(*3)

HAZARD SWH 2

J BNO. 3

( *1)

(* 1) (*1)

3D11

W–B

(*3)

G–R

W–B3C

11

B3

A6

STEREO COMPONENTAMPLIFIER

G

(W/ WOOFER SPEAKER)

G

(W/ WOOFER SPEAKER)

G

(A/T)

TO

A/T

IND

ICA

TOR

LIG

HT

[CO

MB

.M

ET

ER

]

S 9 ,S 1 0A B

G ( *3)

G–O

W–B

G–R

TOC

LOC

K

I 8 : M/TI17 : A/T

I 8 : M/TI 7 : A/T

I 7G

I10

G

I10 : M/TI11 : A/T

(*2)

(*3)

(*3)

(*3)

92

ILLUMINATION

TAILLIGHT RELAY(1) 5– (1) 3 : CLOSED WITH THE LIGHT CONTROL SW AT TAIL OR HEAD POSITION (WHEN LIGHT AUTO TURN OFF SYSTEM IS OFF)

R 4 RHEOSTAT1–2 : APPROX. 12 VOLTS WITH THE RHEOSTAT FULLY TURNED COUNTERCLOCKWISE AND 0 VOLTS WITH FULLY TURNED

CLOCKWISE

: PARTS LOCATION


A 5 B 24 H 2 24 R 3 C 24

A 7 A 24 J 1 24 R 4 24

A16 24 J 2 24 R22 25

C10 24 J 3 24 S9 A 25

C14 24 O 4 24 S10 B 25

C18 24 R 1 A 24

F 3 24 R 2 B 24

: RELAY BLOCKS


1 19 R/B NO. 1 (LEFT LICK PANEL)




3A


3C21 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)

3D





: GROUND POINTS



: SPLICE POINTS


I 3 I12

I 5 I16

I 732 COWL WIRE

I1732 COWL WIRE

I 832 COWL WIRE

I1832 COWL WIRE

I10 I22

I11 I26

SERVICE HINTS

93

94

INTERIOR LIGHT W/O DOOR KEY CYLINDER LIGHTW/ DOOR KEY CYLINDER LIGHT*1 :

*2 :

5

3D1

2

1

4

5

1

2

2

1

2

1

2

1

IE111 BL12 IF13 IJ11

B16

3A

10

3D

7

2

1

BL11 IF214 IF12 IJ14

1 1212

I10

15ADOME

4

I10

2

1

IF213

IC

3D12

IF1

102

6

4

1

RR

R

R

R R R G–O

R–W

R

R–L

G–O

R–W

W–B

R–W

R–W

R–W

R

R

RR R

R

R–W

R–W

R–W

R–W

R–W

R–W G

–O

W–B

R–W

R–W

R–W

R–B

R

R

R

R

R

R

G–O G–O G–O

R–W R–W R–W

W–B

W–B

W–B W–B LG–R

INTERIOR LIGHTCONTROL RELAY(W/O DOOR KEYCYLINDER LIGHT)

J/BNO. 3

R

R

RE

AR

LUG

GA

GE

CO

MP

AR

TM

EN

TLI

GH

T

OP

EN

DO

OR

WA

RN

ING

LIG

HT

[CO

MB

.M

ET

ER

]

IGN

ITIO

NK

EY

CY

LIN

DE

RLI

GH

T( *

1)

DO

OR

KE

YC

YLI

ND

ER

LIG

HT

IGN

ITIO

NK

EY

CY

LIN

DE

RLI

GH

T( *

2)

DO

OR

CO

UR

TES

YLI

GH

TLH

DO

OR

CO

UR

TES

YLI

GH

TR

HR–W

RE

AR

LUG

GA

GE

CO

MP

AR

TM

EN

TD

OO

RC

OU

RT

ES

YS

W

DO

OR

CO

UR

TE

SY

SW

LH

DO

OR

CO

UR

TE

SY

SW

RH

OUTSIDEHANDLE SW

INTERIOR LIGHTCONTROL RELAY(W/ DOOR KEYCYLINDER LIGHT)

J/BNO. 3

D13

I11

I11

D10

D9

I9

D13

I9

C13

R10

R8 D

11

D12


1 A

3 A 2 A

A

1 B 2 B

3 B

B

B

B

R R

2

II3

3

A


J 3

IB

(*2)

(*1)

( *1)

(* 1)

( *2)

(* 1)

( *2)

( *1)

(* 1)

( *2)

(* 1)

(*1)

3D2

W–B

W–B

LEFT RIGHT

LEF

T

DO

OR

RIG

HT

PERSONALLIGHT

P 4

A

I 6 : M/TI27 : A/T

RI31 : M/TI27 : A/T

I10 : M/TI23 : A/T

I16 : M/TI25 : A/T

I10

:M

/TI2

3:

A/T

I16

:M

/TI1

0:

A/T

I16 : M/TI 5 : A/T

I26 : M/TI27 : A/T

I27

W–B

( *1)

( *2)

( *2)

( *1)

( *1)

(* 1)

(*1) (*1) (*1)

( *1)

95

D11 DOOR COURTESY SW LH1–GROUND : CLOSED WITH THE DRIVER’S DOOR OPEN

D12 DOOR COURTESY SW RH1–GROUND : CLOSED WITH THE PASSENGER’S DOOR OPEN

R 8 REAR LUGGAGE COMPARTMENT DOOR COURTESY SW1–GROUND : CLOSED WITH THE REAR LUGGAGE COMPARTMENT DOOR OPEN


C13 24 D13 25 P 4 25

D 9 25 I 9 24 R 8 25

D10 25I11

A 24 R10 25

D11 25I11

B 24

D12 25 J 3 24

: RELAY BLOCKS





3A21 COWL WIRE AND J/B NO 3 (BEHIND COMBINATION METER)




IF130 FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)



IJ1 32 FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)

BL1 34 ROOF WIRE AND COWL WIRE (UNDER THE RIGHT FRONT PILLAR)

: GROUND POINTS




: SPLICE POINTS


I 5 I25

I 6 I2632 COWL WIRE

I10 32 COWL WIRE I2732 COWL WIRE

I16 I31

I23 B16 34 FRONT DOOR LH WIRE

54X12 12

12

1 2

1 2

1 2

3 X

1 2

3 4 X 6A

A12

1 1 2

C13 BROWN D 9, D10 D11, D12 D13 I 9

J 3 P 4 R 8 R10A GREENI11 BI11 GRAY

X

A A

A

(HINT : SEE PAGE 7)

SERVICE HINTS

96

TURN SIGNAL AND HAZARD WARNING LIGHT

1

3

5

1

3A8

3C9

3A7

3C10

II35 IE13 IE12

II36

II311

2

3

2

3

5

6

5

6

3A5

I27

B13

IC BE BG

3

7 9 5 6 5 1 8

1

13 12

810

12

W–B

W–B

G–Y

G–Y

G–Y

G–B

G–RG–R

G–OG–O

R–Y

G–W

G–O

G–B

G–Y

G–B

G–O

G–Y

G–B

G–Y

G–B

G–B

W–B

G–B

W–B

W–B

G–Y G

–B

G–Y

W–B

W–B

W–B

G–W

15AHAZ–HORN

7. 5ATURN


G–Y

FROMRETRACT MOTOR LH

LH RH

TURN SIGNALINDICATOR LIGHTS[COMB. METER]

FRONT TURNSIGNAL LIGHT LH

FRONT TURNSIGNAL LIGHT RH

C14

F16

J 3

J/BNO. 3

J/BNO. 3

J/BNO. 3

J/BNO. 3

TURN SIGNALFLASHER

TURN SIGNAL SW [COMB. SW]HAZARD SWC18H 2

T 4

HAZARDOFF

ON

RH

LHTURN

1 2

BI

B26W–B

W–B

BF


A

W–B

F15

RE

AR

TUR

NS

IGN

AL

LIG

HT

LH[R

EA

RC

OM

B.

LIG

HT

LH]

RE

AR

TUR

NS

IGN

AL

LIG

HT

RH

[RE

AR

CO

MB

.LI

GH

TR

H]

R6

R7

I27

:M/T

I28

:A/T

97

T 4 TURN SIGNAL FLASHER2–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW ON OR THE HAZARD SW ON1–GROUND : CHANGES FROM 12 TO 0 VOLTS WITH THE IGNITION SW ON AND THE TURN SIGNAL SW LEFT OR RIGHT,

OR WITH THE HAZARD SW ON3–GROUND : ALWAYS CONTINUOUS

: PARTS LOCATION


C14 24 F16 25 R 6 25

C18 24 H 2 24 R 7 25

F15 25 J 3 24 T 4 24

: RELAY BLOCKS












: GROUND POINTS







: SPLICE POINTS


I2732 COWL WIRE


I2832 COWL WIRE


1311 X 5 X

X 8

2 3 2 3

X

5

X

6 7 8 9 10A

XX 5 6 X 5 6

C14 BLUE C18 BLACK F15 F16

H 2 J 3 R 6 R 7

12

2

1

3

T 4

A

A A

A

(HINT : SEE PAGE 7)

BLACK

SERVICE HINTS

98

BACK–UP LIGHT

2

E 4

BI

2

1

EB17

A5

B1

B2

A6


7. 5AECU–IG

BACK–UP LIGHT SW (M/T)

BACK–UP LIGHT

(M/T)(A/T)

B–Y R–B R–B R–B

B–Y

R–B

W–B

3

2

B 1

B 5

TO A/T INDICATOR LIGHT[COMB. METER](A/T)

B

R–B

( A/T

)

EA3

13

P 1 A

BACK–UP LIGHT SW[PARK/NEUTRAL POSITIONSW (NEUTRAL START SW)](A/T)

1 22 1

5 6

A GRAYP 1B 5B GRAYB 1(M/T) (A/T)

B 1(B), P 1(A) BACK–UP LIGHT SW(A) 6–5 (B) 2–1 : CLOSED WITH THE SHIFT LEVER IN R POSITION

: PARTS LOCATION


B 1 B 22 (3S–GTE), 23 (5S–FE) B 5 25 P 1 A 23

: RELAY BLOCKS





EA326 (3S–GTE)



EB126 (3S–GTE)



: GROUND POINTS



: SPLICE POINTS


E 4 28 (5S–FE) ENGINE ROOM MAIN WIRE

SERVICE HINTS

99

STOP LIGHT

1

B21

B25

B26 B22

5

3

5

3

2

1

IE1

4

A1

B1

B2

A2

BI BG

2

1

FROM POWER SOURCE SYSTEM (SEE PAGE 46)R

–W

G–W G–W

G–W

W–B W–B

G–

WG

–W

W–B

W–B

(W/ CRUISE CONTROL)(W/O CRUISE CONTROL)

STOP LIGHT RH[REAR COMB.LIGHT RH]

STOP LIGHT LH[REAR COMB.LIGHT LH]

HIGH MOUNTEDSTOP LIGHT

W–B

S 7

R 7 R 6 H 5

15ASTOP

STOP LIGHTSW

A B

W–B

G–W

W–B

G–W G–W

J/BNO. 3

2 13 X 5 3 X 5

1 2 1

X

2

X

A BLUES 7 BS 7H 5 R 6 R 7 (W/ CRUISE CONTROL) (W/O CRUISE CONTROL)

S 7 STOP LIGHT SW2–1 : CLOSED WITH THE BRAKE PEDAL DEPRESSED

: PARTS LOCATION


H 5 25 R 7 25 S 7 B 24

R 6 25 S 7 A 24

: RELAY BLOCKS






: GROUND POINTS




: SPLICE POINTS






SERVICE HINTS

100

POWER WINDOW

2 16

6 4 3 7 10

1 15

9

8

2

2 3

1

1 5

11

I26

I30

3B4

IF24

IJ22 IJ21 IJ212

IF23IF22

A A

32

1

3B6

2

IF110

M1 2

M1 2

4 1

3 25

IB

DO

WN

UP

DO

WN

UP

KEY OFFPOWER WINDOW

7. 5AGAUGE

20ADOOR


J/BNO. 3

JUNCTIONCONNECTOR

DIODE(FOR POWER WINDOW)

R–B

W–L

W–B

R–BR–BR–LR–L

R–L

L

R

W–B

L–W

L

W–B

W–B

W–BR–W

R G

G R–L

R–LG

G R–L

LL–

W

G R

DO

WN

UP

POWER WINDOW MASTER SW AND DOOR LOCK CONTROL SW LH

DOOR LOCK ECU

DOORCOURTESYSW LH

POWER WINDOW MOTOR LH POWER WINDOW MOTOR RH

PO

WE

RW

IND

OW

SW

RH

LOCK

NORMAL

D11

P 3

P15

P16

P13

D 5

J 1

POWER MAINRELAY

1

2

1

30APOWER

3C 3C

8 7

3D

9

3A9

3D10

IC

B BB

JUNCTIONCONNECTOR

J/BNO. 3

(M/T)(A/T)

1

RR

W–B

L–W

W–B

R–L

W–B

D 7

P14

J 1

+–

+–

A


J 3

1

FRO

MT

HE

FT

DE

TE

RR

EN

TE

CU

W–B W–B

A

J/BNO. 3

I16 : M/TI 5 : A/T

101

CURRENT ALWAYS FLOWS TO TERMINAL 3 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 1 →GROUND. THIS ACTIVATES THE RELAY AND CURRENT FLOWING TO TERMINAL 5 OF THE POWER MAIN RELAY → TO TERMINAL 9OF THE POWER WINDOW MASTER SW AND TERMINAL 5 OF THE POWER WINDOW SW RH (PASSENGER’S).

1. MANUAL OPERATION (DRIVER’S WINDOW)WITH THE IGNITION SW TURNED ON AND THE POWER WINDOW MASTER SW AT UP POSITION, THE CURRENT FLOWING TOTERMINAL 9 OF THE POWER WINDOW MASTER SW FLOWS TO TERMINAL 3 OF THE MASTER SW → TERMINAL 2 OF THE POWERWINDOW MOTOR LH (DRIVER’S) → MOTOR → TERMINAL 1 → TERMINAL 4 OF THE MASTER SW → TERMINAL 6 → GROUND, ANDCAUSES THE POWER WINDOW MOTOR TO ROTATE IN THE UPWARD DIRECTION. THE WINDOW ASCENDS ONLY WHILE THE SW ISBEING PULLED. FOR DOWN OPERATION, THE FLOW OF CURRENT FROM TERMINAL 9 OF THE POWER WINDOW MASTER SW TOTERMINAL 4 OF THE MASTER SW CAUSES THE FLOW OF CURRENT FROM TERMINAL 1 OF THE MOTOR → MOTOR → TERMINAL 2→ TERMINAL 3 OF THE MASTER SW → TERMINAL 6 → GROUND, FLOWING IN THE OPPOSITE DIRECTION TO MANUAL UPOPERATION 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 9 OF THE MASTER SW FLOWS TO TERMINAL 4 OF THE MASTER SW → TERMINAL 1 OF THE POWERWINDOW MOTOR → MOTOR → TERMINAL 2 → TERMINAL 3 OF THE MASTER SW → TERMINAL 6 → GROUND, CAUSING THE MOTORTO ROTATE IN THE DOWNWARD DIRECTION. THEN THE SOLENOID IN THE MASTER SW IS ACTIVATED AND IT LOCKS THE DRIVER’SSW AT THE DOWN POSITION, CAUSING THE MOTOR TO CONTINUE TO ROTATE IN AUTO DOWN OPERATION.

WHEN THE WINDOW HAS COMPLETELY DESCENDED, THE CURRENT FLOW BETWEEN TERMINAL 3 OF THE MASTER SW ANDTERMINAL 6 INCREASES. AS A RESULT, THE SOLENOID STOPS OPERATING, THE DRIVER’S SW TURNS OFF AND FLOW FROMTERMINAL 9 OF THE MASTER SW TO TERMINAL 4 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 PULLED TO THE UP POSITION DURING AUTO DOWN OPERATION, A GROUND CIRCUIT OPENS IN THEMASTER SW AND CURRENT DOES NOT FLOW FROM TERMINAL 3 OF THE MASTER SW → TERMINAL 6, SO THE MOTOR STOPS,CAUSING AUTO DOWN OPERATION TO STOP. IF THE DRIVER’S SW IS PUSHED CONTINUOUSLY, THE MOTOR ROTATES IN THEUPWARD DIRECTION IN MANUAL UP OPERATION.

4. MANUAL OPERATION BY POWER WINDOW SW (PASSENGER’S WINDOW)WITH POWER WINDOW SW (PASSENGER’S) PULLED TO THE UP POSITION, CURRENT FLOWING FROM TERMINAL 5 OF THE POWERWINDOW SW FLOWS TO TERMINAL 1 OF THE POWER WINDOW SW → TERMINAL 2 OF THE WINDOW MOTOR → MOTOR →TERMINAL 1 → TERMINAL 4 OF THE POWER WINDOW SW → TERMINAL 3 → TERMINAL 7 OF THE MASTER SW → TERMINAL 6 →GROUND, AND CAUSES THE POWER WINDOW MOTOR (PASSENGER’S) TO ROTATE IN THE UPWARD DIRECTION. UP OPERATIONCONTINUES ONLY WHILE THE POWER WINDOW SW IS PULLED TO THE UP POSITION. WHEN THE WINDOW DESCENDS, THECURRENT TO THE MOTOR FLOWS IN THE OPPOSITE DIRECTION, FROM TERMINAL 1 → MOTOR → TERMINAL 2, AND THE MOTORROTATES IN REVERSE. WHEN THE WINDOW LOCK SW IS PUSHED TO THE LOCK POSITION, THE GROUND CIRCUIT TO THEPASSENGER’S WINDOW BECOMES OPEN.

AS A RESULT, EVEN IF UP/DOWN OPERATION OF THE PASSENGER’S WINDOW IS TRIED, THE CURRENT FROM TERMINAL 9 OF THEPOWER WINDOW MASTER SW IS NOT GROUNDED AND THE MOTOR DOES NOT ROTATE, SO THE PASSENGER’S WINDOW CAN NOTBE OPERATED AND WINDOW LOCK OCCURS.

5. KEY OFF POWER WINDOW OPERATIONWITH THE IGNITION SW TURNED FROM ON TO OFF, THE DOOR LOCK ECU OPERATES AND CURRENT FLOWS FROM THE DOORFUSE → TERMINAL 8 OF THE DOOR LOCK ECU → TERMINAL 15 → TERMINAL 2 OF THE POWER MAIN RELAY → TERMINAL 1 → TOGROUND FOR ABOUT 60 SECONDS. THE SAME AS NORMAL OPERATION, THE CURRENT FLOWS FROM THE POWER FUSE →TERMINAL 3 OF THE POWER MAIN RELAY → TERMINAL 5 → TERMINAL 9 OF THE POWER WINDOW MASTER SW AND TERMINAL 5OF POWER WINDOW SW RH (PASSENGER’S). AS A RESULT, FOR ABOUT 60 SECONDS AFTER THE IGNITION SW IS TURNED OFFTHE FUNCTIONING OF THIS RELAY MAKES IT POSSIBLE TO RAISE AND LOWER THE POWER WINDOWS. ALSO, BY OPENING THEDOOR (DOOR COURTESY SW ON) WITHIN ABOUT 60 SECONDS AFTER TURNING THE IGNITION SW OFF, A SIGNAL IS INPUT TOTERMINAL 2 OF THE DOOR LOCK ECU. AS A RESULT, THE ECU TURNS OFF, AND UP AND DOWN MOVEMENT OF THE WINDOWSSTOPS.

SYSTEM OUTLINE

102

POWER WINDOW

D7 DOOR LOCK ECU8–GROUND: ALWAYS APPROX. 12 VOLTS

16–GROUND: ALWAYS CONTINUOUS1–GROUND: APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION2–GROUND: CONTINUOUS WITH THE DRIVER’S DOOR OPEN

15–GROUND: APPROX. 12 VOLTS WITH THE IGNITION SW ON, AND IT REMAINS AT 12 VOLTS FOR 60 SECONDS AFTER THEIGNITION SW IS TURNED OFF.HOWEVER, IF A DOOR IS OPENED WITHIN THIS 60 SECOND PERIOD, VOLTAGE WILL DROP TO 0 VOLTS

D11 DOOR COURTESY SW LH2–GROUND: CONTINUOUS WITH THE DRIVER’S DOOR OPEN

P16 POWER WINDOW SW RH5–GROUND: APPROX. 12 VOLTS WITH THE IGNITION SW ON, AND IT REMAINS AT 12 VOLTS FOR 60 SECONDS AFTER THE

IGNITION SW IS TURNED OFF.HOWEVER, IF A DOOR IS OPENED WITHIN THIS 60 SECOND PERIOD, VOLTAGE WILL DROP TO 0 VOLTS

P13 POWER WINDOW MASTER SW AND DOOR LOCK CONTROL SW LH6–GROUND: ALWAYS CONTINUOUS9–GROUND: APPROX. 12 VOLTS WITH THE IGNITION SW ON, AND IT REMAINS AT 12 VOLTS FOR 60 SECONDS AFTER THE

IGNITION SW IS TURNED OFF.HOWEVER, IF A DOOR IS OPENED WITHIN THIS 60 SECOND PERIOD, VOLTAGE WILL DROP TO 0 VOLTS

3–GROUND: APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION AND THE DRIVER’S SW AT UP POSITION4–GROUND: APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION AND THE DRIVER’S SW AT DOWN OR AUTO DOWN

POSITION

WINDOW LOCK SWOPEN WITH THE WINDOW LOCK SW AT LOCK POSITION

: PARTS LOCATION


D 5 24 J 3 24 P15 25

D 7 24 P 3 24 P16 25

D11 25 P13 25

J 1 24 P14 25

: RELAY BLOCKS





3A



3D






: GROUND POINTS




: SPLICE POINTS


I 532 COWL WIRE

I2632 COWL WIRE

I1632 COWL WIRE

I3032 COWL WIRE

SERVICE HINTS

103

104

DOOR LOCK CONTROL

1 1

8 1 15

R–L R–L

W–L

R–B

3

20ADOOR

7. 5AGAUGE


DOOR LOCK ECUJ/B NO. 3

JUNCTIONCONNECTOR

TOPOWER MAINRELAY

D 7

5

1

IF27 IF28 IF26 IF25IF211IF210IF29

B

7 4 3 6

B

L

W–B

L–B

L–W

L–R

W–B

L–B L–

W

B–Y B

L–B

L–W

B

R–B

G–B

L–W

L–B

B–YL–

B

L–W

JUNCTIONCONNECTOR

UN

LOC

KW

AR

NIN

GS

W[IG

NIT

ION

SW

]

I10

J 1

M

1

3D

9

3C 3C

87

I26A 1A 2R–L R–BR–L

G–BL–

Y

IC

3B7

3D

10

B4 B2 B1

A1A2A5 A3

A4

B3

A6

W–R

6

1 2

3

1 2

B16 B17

W–B

L–R

G–B

R–B

R–B B

W–B

W–B

W–B

W–B

W–B

W–B

DO

OR

KE

YLO

CK

AN

DU

NLO

CK

SW

LH

PO

WE

RW

IND

OW

MA

ST

ER

SW

AN

DD

OO

RLO

CK

CO

NTR

OL

SW

LH

DO

OR

LOC

KM

OT

OR

,D

OO

RO

PE

ND

ET

EC

TIO

NS

WLH

( *2)

J/BNO. 3

(M/T)(A/T)

DIODE(FOR POWERWINDOW)

R–B

W–B

D 5J 1

D14

P13

3A

9

2

1

UN

LOC

K

UN

LOC

K

LOC

K

LOC

K

IF1

10

W–B

AA

A

W–B


J 3

IF2 12

FROM THEFTDETERRENT ECU

L–R

W–R

W–B

L

B–Y FROM THEFTDETERRENT ECU

IB ID

W–B

W–B

W–BW

–B

FR

OM

SE

AT

BE

LTW

AR

NIN

GR

ELA

Y

L

LOCKTIMER

KEY OFFPOWER WINDOW

UNLOCKTIMER

9

B–Y

16

D17

B

I17 : M/TI 9 : A/T

I29 : M/TI27 : A/T

I28

:M/T

I26

:A/T

I16 : M/TI 9 : A/T

I26 : M/TI30 : A/T

I27 : M/TI26 : A/T

( *1)

( *1)

(* 1)

(*2)

(*1)

(*2)

(*1)

(*1)

DO

OR

LOC

KM

OT

OR

,D

OO

RU

NLO

CK

DE

TE

CT

ION

SW

AN

DD

OO

RO

PE

ND

ET

EC

TIO

NS

WLH

( *1)

D19

A

105

*2 : W/O THEFT DETERRENT*1 : W/ THEFT DETERRENT

M

IJ210 IJ28 IJ25IJ24IJ23

2 2

3B6

3B4

5 10 12 2 14

R–

B

L–O B R R

B

R–B

L–B

L–W

L–O

R–

B

G–B

R–B

B

L–W

L–B

R–B

B

G–B

DO

OR

CO

UR

TE

SY

SW

LH

DO

OR

CO

UR

TE

SY

SW

RH

D11

D12

DOOR LOCK ECUD 7

A5 A4

B3

B4 B2 B1

A2A3A6 A1

4

2 3

3

1 2

IJ26IJ29

1 1

11 13

G–B

B–Y

R

W–R

G–B

B–Y B

R

G–B

B–Y

W–B

W–B

W–B

W–B

W–B

W–B

DO

OR

KE

YLO

CK

AN

DU

NLO

OK

SW

RH

DO

OR

LOC

KC

ON

TRO

LS

WR

H

DOOR LOCK MOTOR, DOOR OPENDETECTION SW RH (*2)

D15

D16

IJ1

10W–B

UN

LOC

K

UN

LOC

K

LOC

K

LOC

K

IJ2 13

FROM THEFTDETERRENT ECU

W–R

B15

W–B

FR

OM

THE

FTD

ET

ER

RE

NT

EC

U

FR

OM

THE

FTD

ET

ER

RE

NT

EC

U

R–W

R–W

J/BNO. 3

DOUBLEOPERATIONCIRCUIT SECURITY

I23 : M/TI26 : A/T

I3

:M

/TI3

0:

A/T

D18 B

I29

:M

/TI2

8:

A/T

( *1)

( *1)

(* 1)

(*2)

(*1)

(*2)

( *1)

DOOR LOCK MOTOR, DOOR UNLOCKDETECTION SW AND DOOR OPENDETECTION SW RH (*1)

D20 A

106

DOOR LOCK CONTROL

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

WITH THE IGNITION SW TURNED ON, CURRENT FLOWS THROUGH THE GAUGE FUSE TO TERMINAL 1 OF THE DOOR LOCK ECUAND TERMINAL 1 OF THE DIODE → TERMINAL 2 → TERMINAL 15 OF THE DOOR LOCK ECU.

1. MANUAL LOCK OPERATIONTO CHANGE THE DOOR LOCK CONTROL SW OR DOOR KEY LOCK AND UNLOCK SW TO LOCK POSITION, A LOCK SIGNAL IS INPUTTO TERMINAL 10 OR 12 OF THE DOOR LOCK ECU, WHICH CAUSES THE ECU TO FUNCTION. CURRENT FLOWS FROM TERMINAL 8OF THE ECU → TERMINAL 4 → TERMINALS (A)5 (LH), (A)6 (RH) (W/ THEFT DETERRENT) OR (B)4 (W/O THEFT DETERRENT) OF THEDOOR LOCK MOTORS → TERMINALS (A)2 (LH), (A)3 (RH) (W/ THEFT DETERRENT) OR (B)2 (W/O THEFT DETERRENT) → TERMINAL 3OF THE ECU → TERMINAL 16 → GROUND AND THE DOOR LOCK MOTORS CAUSE THE DOORS TO LOCK.

2. MANUAL UNLOCK OPERATIONTO CHANGE DOOR LOCK CONTROL SW OR DOOR KEY LOCK AND UNLOCK SW RH TO UNLOCK POSITION, AN UNLOCK SIGNAL ISINPUT TO TERMINAL 11 OR 13 OF THE DOOR LOCK ECU, WHICH CAUSES THE ECU TO FUNCTION. CURRENT FLOWS FROMTERMINAL 8 OF THE ECU → TERMINAL 3 → TERMINALS (A)2 (LH), (A)3 (RH) (W/ THEFT DETERRENT) OR (B)2 (W/O THEFTDETERRENT) OF THE DOOR LOCK MOTORS → TERMINALS (A)5 (LH), (A)6 (RH) (W/ THEFT DETERRENT) OR (B)4 (W/O THEFTDETERRENT) → TERMINAL 4 OF THE ECU → TERMINAL 16 → GROUND AND DOOR LOCK MOTORS CAUSE DOORS TO UNLOCK.

3. DOUBLE OPERATION UNLOCK OPERATIONWHEN THE DOOR KEY LOCK AND UNLOCK SW LH IS TURNED TO UNLOCK POSITION, ONLY THE DRIVER’S DOOR ISMECHANICALLY UNLOCKED. TURNING THE DOOR KEY LOCK AND UNLOCK SW LH TO UNLOCK POSITION CAUSES A SIGNAL TO BEINPUT TO TERMINAL 9 OF THE ECU, AND IF THE SIGNAL IS INPUT AGAIN WITHIN 3 SECONDS (BY TURNING THE SWITCH TO THEUNLOCK SIDE AGAIN) CURRENT FLOWS FROM TERMINAL 3 OF THE ECU → TERMINALS (A)2 (LH), (A)3 (RH) (W/ THEFTDETERRENT) OR (B)2 (W/O THEFT DETERRENT) OF THE DOOR LOCK MOTOR → TERMINALS (A)5 (LH), (A)6 (RH) (W/ THEFTDETERRENT) OR (B)4 (W/O THEFT DETERRENT) → TERMINAL 4 OF THE ECU → TERMINAL 16 → GROUND, CAUSING THE DOORLOCK MOTOR TO OPERATE AND UNLOCK THE PASSENGER’S DOOR.

4. IGNITION KEY REMINDER OPERATION∗ OPERATING THE DOOR LOCK KNOB (IN DOOR LOCK MOTOR OPERATION)

WITH THE IGNITION KEY STILL IN CYLINDER (UNLOCK WARNING SW ON), WHEN THE DOOR IS OPENED AND LOCKED USING THEDOOR LOCK KNOB (DOOR LOCK MOTOR), THE DOOR IS LOCKED AT ONCE BUT EACH DOOR IS UNLOCKED SOON BY THEFUNCTION OF THE ECU. AS A RESULT, THE CURRENT FLOWS FROM TERMINAL 8 OF THE ECU → TERMINAL 3 → TERMINALS (A)2(LH), (A)3 (RH) (W/ THEFT DETERRENT) OR (B)2 (W/O THEFT DETERRENT) OF THE DOOR LOCK MOTORS → TERMINALS (A)5 (LH),(A)6 (RH) (W/ THEFT DETERRENT) OR (B)4 (W/O THEFT DETERRENT) → TERMINAL 4 OF THE ECU → TERMINAL 16 → GROUND, ANDCAUSES ALL THE DOORS TO UNLOCK.

∗ OPERATING THE DOOR LOCK CONTROL SW OR DOOR KEY LOCK AND UNLOCK SW

WITH THE IGNITION KEY STILL IN THE CYLINDER (UNLOCK WARNING SW ON), WHEN THE DOOR IS OPENED AND LOCKED USINGDOOR LOCK CONTROL SW OR DOOR KEY LOCK AND UNLOCK SW, THE DOOR IS LOCKED AT ONCE BUT EACH DOOR IS UNLOCKSOON BY THE FUNCTION OF THE SW IN THE MOTORS, RESULTING FROM SIGNAL IS INPUT TO TERMINAL 6 (DRIVER’S) OR 5(PASSENGER’S) OF THE ECU. ACCORDING TO THIS INPUT SIGNAL, THE CURRENT IN THE ECU FLOWS FROM TERMINAL 8 OF THEECU → TERMINAL 3 → TERMINALS (A)2 (LH), (A)3 (RH) (W/ THEFT DETERRENT) OR (B)2 (W/O THEFT DETERRENT) OF THE DOORLOCK MOTORS → TERMINALS (A)5 (LH), (A)6 (RH) (W/ THEFT DETERRENT) OR (B)4 (W/O THEFT DETERRENT) → TERMINAL 4 OFTHE ECU → TERMINAL 16 → GROUND, AND CAUSES ALL THE DOORS TO UNLOCK.

∗ IN CASE OF KEY LESS LOCK

WITH THE IGNITION KEY IN THE CYLINDER (UNLOCK WARNING SW ON), WHEN UNLOCK FUNCTION IS DISTURBED FOR MORETHAN 0.2 SECONDS, FOR EXAMPLE BY PUSHING THE DOOR LOCK KNOB ETC., THE DOOR HOLDS ON LOCK CONDITION. IF THEDOOR IS THEN CLOSED, THE DOOR COURTESY SW INPUTS THE SIGNAL TO TERMINAL 2 OR 14 OF THE ECU. BY THIS INPUTSIGNAL, THE ECU WORKS AND CURRENT FLOWS FROM TERMINAL 8 OF THE ECU → TERMINAL 3 → TERMINALS (A)2 (LH), (A)3(RH) (W/ THEFT DETERRENT) OR (B)2 (W/O THEFT DETERRENT) OF THE DOOR LOCK MOTORS → TERMINALS (A)5 (LH), (A)6 (RH)(W/ THEFT DETERRENT) OR (B)4 (W/O THEFT DETERRENT) → TERMINAL 4 OF THE ECU → TERMINAL 16 → GROUND, AND CAUSESALL THE DOORS TO UNLOCK.

SYSTEM OUTLINE

107

D7 DOOR LOCK ECU16–GROUND: ALWAYS CONTINUOUS

2–GROUND: CONTINUOUS WITH THE DRIVER’S DOOR OPEN8–GROUND: ALWAYS APPROX. 12 VOLTS3–GROUND: APPROX. 12 VOLTS FOR 0.2 SECONDS WITH THE FOLLOWING OPERATIONS:

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

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

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

4–GROUND: APPROX. 12 VOLTS FOR 0.2 SECONDS WITH THE FOLLOWING OPERATIONS:* THE DOOR LOCK CONTROL SW IS LOCKED* LOCKING THE DRIVER’S OR PASSENGER’S DOOR CYLINDER WITH A KEY

10–GROUND: CONTINUOUS WITH THE DOOR LOCK CONTROL SW LOCKED14–GROUND: CONTINUOUS WITH THE PASSENGER’S DOOR OPEN

6–GROUND: CONTINUOUS WITH THE DRIVER’S DOOR LOCK KNOB UNLOCKED5–GROUND: CONTINUOUS WITH THE PASSENGER’S DOOR LOCK KNOB UNLOCKED

11–GROUND: CONTINUOUS WITH THE DOOR LOCK CONTROL SW UNLOCKED13–GROUND: CONTINUOUS WITH THE PASSENGER’S DOOR LOCK CYLINDER UNLOCKED WITH A KEY

7–GROUND: CONTINUOUS WITH THE IGNITION KEY IN THE KEY CYLINDER1–GROUND: APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION9–GROUND: CONTINUOUS WITH THE DRIVER’S DOOR LOCK CYLINDER UNLOCKED WITH A KEY

15–GROUND: APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION AND IT REMAINS AT 12 VOLTS FOR 60 SECONDS AFTER THE IGNITIONSW IS TURNED OFF, HOWEVER, IF A DOOR IS OPENED WITHIN THIS 60 SECOND PERIOD, VOLTAGE WILL DROP TO 0 VOLTS

12–GROUND: CONTINUOUS WITH THE DRIVER’S, OR PASSENGER’S DOOR LOCK CYLINDER LOCKED WITH A KEY

I10 UNLOCK WARNING SW [IGNITION SW]1–5: CLOSED WITH THE IGNITION KEY IN CYLINDER

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

D11, D12 DOOR COURTESY SW LH, RH2–GROUND: CLOSED WITH THE DOOR OPEN

: PARTS LOCATION


D 5 24 D15 25 D20 A 25

D 7 24 D16 25 I10 24

D11 25 D17 B 25 J 1 24

D12 25 D18 B 25 J 3 24

D14 25 D19 A 25 P13 25

: RELAY BLOCKS





3A



3D





IJ132 FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)


: GROUND POINTS





SERVICE HINTS

108

DOOR LOCK CONTROL

: SPLICE POINTS


I 3 I28

I 9 I29 32 COWL WIRE

I16 I30

COWL WIRE

I17 32 COWL WIRE B15 34 FRONT DOOR RH WIRE

I23 B1634 FRONT DOOR LH WIRE


I27

109

UNLOCK AND SEAT BELT WARNING

110

UNLOCK AND SEAT BELT WARNING

5

4

TIMER

BUZZER

5

1 2

2

1

15ADOME

7. 5AGAUGE

R

1 2 10


SEAT BELT WARNING RELAY

6 7 3 4

LW

–B

W–B

RW

–B

UN

LOC

KW

AR

NIN

GS

W[IG

NIT

ION

SW

]

DOOR COURTESYSW LH BUCKLE SW

I10

3B5

3B6

1

R

R

( EX

CE

PT

*1)

3B83B73B9

J/B NO. 3

1

2

3B10

3A9

3D1

3B12

II33

RR

R–L

BR

–R

R–L

J/BNO. 3

12

D11 B 4

R

S 5

IC


J 3

R–W

J/BNO. 3

3C2

3D9

A4

B7

R–L

R–L

R–L

SEAT BELT WARNING LIGHT[COMB. METER]

C13 , C14B A

( EX

CE

PT

* 1)

( *1)

(* 1)

A AJUNCTION CONNECTORJ 1

( *1)

( *1)

W–B A

J/BNO. 3

*1 : (1) A/T(2) M/T W/ CRUISE CONTROL, ABS,

POWER WINDOW OR WOOFER SPEAKER

111

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

1. SEAT BELT WARNING SYSTEMWHEN THE IGNITION SW IS TURNED ON, CURRENT FLOWS FROM THE GAUGE FUSE TO TERMINAL 2 OF THE SEAT BELT WARNINGRELAY. AT THE SAME TIME, CURRENT FLOWS TO TERMINAL 10 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 10 OF THE RELAY → TERMINAL 6 → GROUND, CAUSING THEWARNING LIGHT TO LIGHT UP. AT THE SAME TIME AS THE WARNING LIGHT LIGHTS UP, A BUCKLE SW OFF SIGNAL IS INPUT TOTERMINAL 4 OF THE RELAY, THE CURRENT FLOWING TO TERMINAL 1 OF THE RELAY FLOWS FROM TERMINAL 6 → 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), THE SIGNAL INPUT TO TERMINAL 4 OF THE RELAY STOPS AND THECURRENT FLOW FROM TERMINAL 1 OF THE RELAY → TERMINAL 6 → 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 THE DOOR OPEN(DOOR COURTESY SW ON), WHEN A SIGNAL IS INPUT TO TERMINAL 3 OF THE RELAY, THE SEAT BELT WARNING RELAY OPERATES,CURRENT FLOWS FROM TERMINAL 1 OF THE RELAY → TERMINAL 6 → GROUND, AND THE UNLOCK WARNING BUZZER SOUNDS.

I10 UNLOCK WARNING SW [IGNITION SW]1–5 : CLOSED WITH THE IGNITION KEY IN THE CYLINDER

S 5 SEAT BELT WARNING RELAY6–GROUND : ALWAYS CONTINUOUS3–GROUND : CONTINUOUS WITH THE DRIVER’S DOOR OPEN7–GROUND : CONTINUOUS WITH THE IGNITION KEY IN THE CYLINDER4–GROUND : CONTINUOUS WITH THE DRIVER’S SEAT BELT IN USE

10–GROUND : 0 VOLTS FOR 4–8 SECONDS WITH THE IGNITION SW ON AND APPROX. 12 VOLTS 4–8 SECONDS AFTERTHE IGNITION SW IS TURNED ON

1–GROUND : ALWAYS APPROX. 12 VOLTS

D11 DOOR COURTESY SW LH2–GROUND : CLOSED WITH THE DRIVER’S DOOR OPEN

B 4 BUCKLE SW1–2: CLOSED WITH THE DRIVER’S SEAT BELT IN USE

: PARTS LOCATION


B 4 24 D11 25 J 3 24

C13 B 24 I10 24 S 5 24

C14 A 24 J 1 24

: RELAY BLOCKS






3A



3D




: GROUND POINTS



SYSTEM OUTLINE

SERVICE HINTS

112

WIPER AND WASHER

M

2 4 3

II211 II210 II29

OFF

MIS

T

INT

LOW

HIG

H

WA

SH

ER

20AWIPER


8

4

16

13

7

18

L–B

L–R L

L–W

W–B

L–B

L–R

L–W

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

WIPER MOTOR

C17

1

1

4

II28

I34

M

1

2

IB

W–B

W 4

LL

LL

W–L

W–L

L

L

L

WASHERMOTOR

W 2

W–B

1

II212

IC

W–B


J 3

WIPER RELAY

A

I13 : M/TI12 : A/T

I16 : M/TI 5 : A/T

113

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

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

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

3. INT POSITIONWITH THE 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 → 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 WIPER MOTOR → WIPER MOTOR → GROUND AND WIPER FUNCTIONS.

THE INTERMITTENT OPERATION IS CONTROLLED BY A CONDENSER, INSTALLED IN THE RELAY, WHICH ALTERNATELY CHARGESAND DISCHARGES. TIMING IS CONTROLLED BY AN INTERMITTENT TIME CONTROL SW, WHICH REGULATES THE CHARGING TIMEOF THE CONDENSER.

4. MIST POSITIONWITH THE WIPER SW TURNED TO MIST POSITION, THE CURRENT FLOWS FROM TERMINAL 18 OF THE WIPER AND WASHER SW →TERMINAL 7 → TERMINAL 2 OF THE WIPER MOTOR → WIPER MOTOR → GROUND, AND CAUSES TO THE WIPER MOTOR TO RUN ATLOW SPEED.

5. WASHER CONTINUOUS OPERATIONWITH THE WASHER SW TURNED 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 SPRAYWASHER FLUID ON THE WINDSHIELD. THIS CAUSES THE CURRENT TO FLOW TO THE WASHER CONTINUOUS OPERATION CIRCUITIN TERMINAL 18 OF THE WIPER AND WASHER SW → TERMINAL 7 → TERMINAL 2 OF THE WIPER MOTOR → WIPER MOTOR →GROUND AND THE WASHER FUNCTIONS.

C17 WIPER AND WASHER SW (W/ WIPER RELAY) [COMB. SW]16–GROUND : ALWAYS CONTINUOUS18–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION7–GROUND : APPROX. 12 VOLTS WITH THE WIPER AND WASHER SW AT LOW POSITION

APPROX. 12 VOLTS EVERY APPROX. 1 TO 10 SECONDS INTERMITTENTLY, WITH THE WIPER SW AT INT POSITION4–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW ON, UNLESS THE WIPER MOTOR IS AT STOP POSITION13–GROUND : APPROX. 12 VOLTS WITH THE WIPER AND WASHER SW AT HIGH POSITION

W 4 WIPER MOTOR3–4 : CLOSED UNLESS THE WIPER MOTOR IS AT STOP POSITION

SYSTEM OUTLINE

SERVICE HINTS

114

WIPER AND WASHER

: PARTS LOCATION


C17 24 W 2 24

J 3 24 W 4 24

: RELAY BLOCKS






: GROUND POINTS




: SPLICE POINTS



I12 32 COWL WIRE I34 32 LUGGAGE ROOM WIRE

I13

115

SRS (SUPPLEMENTAL RESTRAINT SYSTEM)

NOTICE: When inspecting or repairing the SRS (supplemental restraint system), perform the operation inaccordance with the following precautionary instructions and the procedure and precautions in the RepairManual for the applicable model year. Malfunction symptoms of the supplemental restraint system are difficult to confirm, so the diagnostic trouble

codes become the most important source of information when troubleshooting.When troubleshooting the supplemental restraint system, always inspect the diagnostic trouble codes beforedisconnecting the battery.

Work must be started after 90 seconds from the time the Ignition SW is set to the “LOCK” position and thenegative (–) terminal cable is disconnected from the battery.(The supplemental restraint system is equipped with a back–up power source so that if work is started within90 seconds of disconnecting the negative (–) terminal cable of the battery, the SRS may be activated.)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.When work is finished, reset the clock and audio system as before and adjust the clock.This vehicle has tilt and telescopic steering, power seat and outside rear view mirror and power shoulder beltanchorage, which are all equipped with memory function, it is not possible to make a record of the memorycontents. So when the work is finished, therefore it will be necessary to explain this fact to the customer, andask 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 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 SRS inflates for some reason.)

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

Never use SRS parts from another vehicle. When replacing SRS parts, replace them with new parts. Never disassemble and repair the steering wheel pad, center SRS sensor assembly or front airbag sensors. Before repairing the body, remove the airbag sensors if during repair shocks are likely to be applied to the

sensors 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. 10kΩ/V) tester. The wire harness of the supplemental restraint system is integrated with the cowl wire and luggage room wire

harness assembly. The vehicle wiring harness exclusively for the airbag system is distinguished bycorrugated 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 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 SRS components. Follow theinstructions on the notices.

116


The supplemental restraint system has connectors which possess the functions described below:1. SRS 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.

117

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.

118


5

3

1

2

5

1

26

EA312 EA31


12 15

IG2 ACC LA TC

AB TC

7. 5AAM2

15ARAD& CIG

7. 5AECU–B

W–R

GR

B–R

W–R

R–Y

P–B

R–Y W

2 1

WBWBW B

W–B

W–B

–SL +SL –SR +SR D– D+ E2 E1

IB ID

SRS WARNING LIGHT[COMB. METER]

FRONT AIRBAGSENSOR LH

FRONT AIRBAGSENSOR RH

AIRBAG SQUIB(PASSENGER AIRBAGASSEMBLY)

C13

CENTER AIRBAG SENSORASSEMBLY

SPIRALCABLE

2 21

IG2

ST2

AM

2

9

10

ID12ID11

A13 A14 A12 A7

B1 B2 C2 C1 A4 A3 A6 A5

IE311

ID22ID21

II218

W

GR

B–O

B–O P–L

B–Y

R–Y W

W–R R–Y

BR

IGN

ITIO

NS

WI1

0

F 8 F 9 A15

C 6 , C 7 , C 8A B C

W–B BR

R–Y

W–B

3

E1

IE43

II313

B–R

DATA LINKCONNECTOR 1(CHECK CONNECTOR)

D 1

I 2 : M/TI10 : A/T

2 1

A B

CONNECTIONDETECTIONPIN

2 1

A B

CONNECTIONDETECTIONPIN

2 1

W B

P– P+

AIRBAG SQUIB(STEERINGWHEEL PAD)

A1 A2

A14

EA

119

THE SRS (SUPPLEMENTAL RESTRAINT SYSTEM) IS DRIVER AND PASSENGER PROTECTION DEVICE WHICH HAS A SUPPLEMENTALROLE TO THE SEAT BELTS.WHEN THE IGNITION SW IS TURNED TO ACC OR ON, CURRENT FROM THE RAD & CIG FUSE FLOWS TO TERMINAL (A) 14 OF THECENTER AIRBAG SENSOR ASSEMBLY. ONLY WHEN THE IGNITION SW IS ON DOES CURRENT FROM THE AM2 FUSE FLOW TOTERMINAL (A) 13 .IF AN ACCIDENT OCCURS WHILE DRIVING, DECELERATION CAUSED BY A FRONTAL IMPACT IS DETECTED BY EACH SENSOR, ANDWHEN THE FRONTAL IMPACT EXCEEDS A SET LEVEL (WHEN THE SAFING SENSOR BUILT INTO THE CENTER AIRBAG SENSORASSEMBLY IS ON AND THE CENTER AIRBAG SENSOR IS ON, FRONT AIRBAG SENSORS ARE OFF), CURRENT FROM THE RAD & CIG,OR AM2 FUSE FLOW TO TERMINALS (A)2 AND (A)3 OF THE CENTER AIRBAG SENSOR ASSEMBLY → TERMINAL 1 OF THE AIRBAGSQUIB → SQUIB → TERMINAL 2 → TERMINALS (A)1 AND (A)4 OF CENTER AIRBAG SENSOR ASSEMBLY → TERMINAL (A) 5,TERMINAL (A) 6 OR BODY GROUND → GROUND.WHEN THE SAFING SENSOR BUILT INTO THE CENTER AIRBAG SENSOR ASSEMBLY IS ON AND THE FRONT AIRBAG SENSOR LH ORRH IS ON, THE CENTER AIRBAG SENSOR IS OFF CURRENT FROM THE RAD & CIG, OR AM2 FUSE FLOWS TO TERMINALS (A) 2 AND(A) 3 OF THE CENTER AIRBAG SENSOR ASSEMBLY → TERMINAL 1 OF THE AIRBAG SQUIB → SQUIB → TERMINAL 2 → TERMINALS(A) 1 AND (A) 4 OF THE CENTER AIRBAG SENSOR ASSEMBLY → TERMINAL (C) 1 OR (B) 2 → TERMINAL 1 OF FRONT AIRBAGSENSOR → TERMINAL 2 → TERMINAL (C) 2 OR (B) 1 OF CENTER AIRBAG SENSOR ASSEMBLY → TERMINAL (A) 5 , TERMINAL (A) 6OR BODY GROUND → GROUND.WHEN THE SAFING SENSOR BUILT INTO THE CENTER AIRBAG SENSOR ASSEMBLY IS ON, AND THE FRONT AIRBAG SENSOR LH ORRH IS ON AND THE 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 AIRBAG STORED INSIDE THE STEERING WHEEL PAD ISINSTANTANEOUSLY EXPANDED TO SOFTEN THE SHOCK TO THE DRIVER.THE AIRBAG STORED INSIDE THE PASSENGER’S INSTRUMENT PANEL IS INSTANTANEOUSLY EXPANDED TO SOFTEN THE SHOCKTO THE PASSENGER.

: PARTS LOCATION


A14 24 C 8 C 24 F 9 25

A15 24 C13 24 I10 24

C 6 A 24 D 1 22 (3S–GTE), 23 (5S–FE)

C 7 B 24 F 8 25

: RELAY BLOCKS






EA326 (3S–GTE)



ID1 30 COWL WIRE AND COWL WIRE (NEAR R/B NO. 1)

ID2 30 COWL WIRE AND COWL WIRE (BEHIND COMBINATION METER)





: GROUND POINTS


EA26 (3S–GTE)


INTAKE MANIFOLD



: SPLICE POINTS


I 2 32 COWL WIRE I10 32 COWL WIRE

SYSTEM OUTLINE

120


1 21 2 A B 3 4

5 6 7 X X X X 12 13 1421

BA

1 2

A B

62X

1 2 X X 9 10

A YELLOWC 6 B YELLOWC 7 C YELLOWC 8

C13 BROWN D 1 DARK GRAY F 8, F 9 YELLOW I10 BLACK

A14, A15 YELLOW

3 12 X

X

X

X 15

121

HORN

5

5 5

5

10

B 1G–W G–W

G–R

G–

B

G–W

G–B

G–

W

G–

W

1

2


15AHAZ–HORN

HORN SW[COMB. SW]

HORN HORN

HORNRELAY

H 6 H 7C18

1 3

1 1

2

II27

HORN RELAY(5) 2– (5)3 : CLOSED WITH THE HORN SW ON

: PARTS LOCATION


C18 24 H 6 25 H 7 25

: RELAY BLOCKS






: SPLICE POINTS


B 1 34 LUGGAGE ROOM WIRE

1

C18 H 6, H 7BLACK BLACK

X X

X 10

SERVICE HINTS

122

EHPS (ELECTRO HYDRAULIC POWER STEERING)

1

3D12

3A

9

3D

9

II4

7

II4

6II48

II312

I 1

B 6

2 B

2 A 3 A 5 A 6 A

A

1C2C

4

B

4 B

BE

6 17 18 19 20

12

2

1

14

4 15 1 23

1

2

7. 5AGAUGE

POWER STEERINGECU

POWER STEERINGDRIVER

JUNCTIONCONNECTOR

STEERINGPOSITIONSENSOR[COMB. SW]

J/BNO. 3

J/BNO. 3

POWER STEERINGWARNING LIGHT[COMB. METER]

A

A


R–L

R–LR–L

Y–R

Y

Y–R

Y

B

B–Y

W–B

R–L

R–L

R–L

R–L

R–L

LG

Y

Y–R

R–L LG

LG–B

LG–R R W LG

R–L

W–B

W–B

W–B

IFB IOVR ICTR ISTP SGND

E

SS1 SS2 IGB

VS

SS2

SS1

(*1)

( *1)

J 1

C17

C14 , C 15

P 8

P 5 , P 6 , P 7

A

A

C B

1 A4 A

( EX

CE

PT

*1)

IC

A


J 3

IGB IFB IOVR ICTR ISTP SGNDM+

M–

II410

IE311

EA31

WW

WW

BR

3

16

15

CHK

TC

E1

DATA LINKCONNECTOR 1(CHECK CONNECTOR)

D 1

EA

3C 3C

87

A R–L R–L

(*1) (*1)

(EXCEPT *1)

R–L

( A/T

)

( M/T

)

WL

3C

2

R–LTO HEATERRELAY

W–B

123

* 1 : (1) A/T(2) M/T W/ CRUISE CONTROL, ABS,

POWER WINDOW OR WOOFER SPEAKER *2 : 5S–FE M/T

B10

5

A2 B2

A

1 B1

A2 A1 B1 B3

BF ID

B14B11

M

80AABS

SPEED SENSOR[COMB. METER]

POWERSTEERING RELAY

POWER STEERINGECU

POWER STEERING PUMP WITH MOTOR

7 25 12

9 14 5 11

6

5

LG LG B–W

B–W

V–W

B

BR

BR

W–B

W–B

B–Y

W–L

B

W–B

B–Y

B

W–B

W–B

B

V–W

W–B

MTH MTL GND

IDUP EFI SPD MRLY


P 8

P11 , P1 2 C14

P 9 , P 10

A

B A A

B

II413II42II41

I10

IE114IE35IE34

EA13 EA12

A8

B16

D7

A7

B15

D21

A9

B9

C11B L–

Y

V–W

V–W

L–YB

L–YB

B L–Y

V–W

(3S–GTE)

(5S–FE A/T)

(5S–FE M/T)

( *2)

( *2)

( *2)

( *2)( E

XC

EP

T*2

)

( EX

CE

PT

* 2)

B L–Y

V–W

PS

PS

CT

SP

D

ENGINE CONTROL MODULE(ENGINE AND ELECTRONICALLYCONTROLLED TRANSMISSIONECU (A/T), ENGINE ECU (M/T))

BE 4 , E 4A D, E 4 , E 6C

A6

A10

W–B

124

EHPS (ELECTRO HYDRAULIC POWER STEERING)

THE EHPS (ELECTRO HYDRAULIC POWER STEERING) SYSTEM FUNCTIONS TO CHANGE THE FORCES REQUIRED FOR STEERINGMANEUVERS, AND THEREBY PROVIDE THE IDEAL STEERING FEELING FOR ALL THE VEHICLE SPEEDS AND STEERINGCONDITIONS. THIS IS DONE BY THE POWER STEERING ECU, WHICH CONTROLS THE HYDRAULIC PRESSURE ACTING UPON THEHYDRAULIC REACTION CHAMBER (LOCATED IN THE GEAR BOX CONTROL UNIT) BY REGULATING THE POWER STEERING MOTOR’SSPEED (AND HENCE THE AMOUNT OF FLUID FLOW).

EHPS OPERATIONWHEN THE IGNITION IS SWITCHED ON, STARTING CURRENT FLOWS FROM THE GAUGE FUSE TO TERMINAL IGB OF THE POWERSTEERING ECU, TERMINAL VS OF THE STEERING POSITION SENSOR, AND TERMINAL (A) 4 OF THE POWER STEERING DRIVER.

THE VEHICLE SPEED IS DETECTED BY THE SPEED SENSOR, AND SIGNALS ARE INPUT AS CONTROL SIGNALS TO TERMINAL SPDOF THE POWER STEERING ECU AND TO TERMINALS SS1 AND SS2 OF THE POWER STEERING ECU.

WHEN THE ENGINE IS STARTED, SIGNALS ARE INPUT TO TERMINAL EFI OF THE POWER STEERING ECU FROM TERMINAL PSCT OFTHE ENGINE CONTROL MODULE (ECU). AS A RESULT, THE CURRENT APPLIED TO TERMINAL IGB OF THE POWER STEERING ECUFROM THE GAUGE FUSE FLOWS FROM TERMINAL MRLY OF THE POWER STEERING ECU → TERMINAL (A) 1 OF THE POWERSTEERING RELAY → TERMINAL (A) 2 → GROUND, AND THE POWER STEERING RELAY IS SWITCHED ON. AS A RESULT, THECURRENT APPLIED TO TERMINAL (B) 1 OF THE POWER STEERING RELAY FROM THE ABS FUSE FLOWS FROM TERMINAL (B) 2 OFTHE POWER STEERING RELAY → TERMINAL (C) 1 OF THE POWER STEERING DRIVER AND TO TERMINAL (A) 1 OF THE POWERSTEERING MOTOR.

IF THE VEHICLE SPEED IS LOW, THE SPEED OF THE POWER STEERING MOTOR IS INCREASED BY INCREASING THE VOLTAGE OFTHE CURRENT THAT FLOWS FROM TERMINAL (A) 1 OF THE POWER STEERING MOTOR TO TERMINAL (A) 2 OF THE POWERSTEERING MOTOR → TERMINAL (C) 2 OF THE POWER STEERING DRIVER → TERMINAL (B) 2 → GROUND, WITH THE RESULT THATTHE VOLUME OF FLOW OF THE POWER STEERING FLUID BECOMES GREATER, THUS PROVIDING A LIGHT STEERING FEELING.

WHEN THE VEHICLE SPEED IS HIGH, THE SPEED OF THE POWER STEERING MOTOR DECREASES AS A RESULT OF THE REDUCEDVOLTAGE APPLIED TO THE POWER STEERING MOTOR, AND THUS THE VOLUME OF FLOW OF THE POWER STEERING FLUID ISREDUCED, SO THE STEERING FEELING IS MORE RESISTANT.

P 8 POWER STEERING ECU1–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW ON

12–GROUND : ALWAYS CONTINUOUS5–GROUND : 1 PULSE EACH 40 CM (DRIVER VEHICLE SLOWLY)

C17 STEERING POSITION SENSOR [COMB. SW]14–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW ON12–GROUND : ALWAYS CONTINUOUS

P 6(B), P 7(A) POWER STEERING DRIVER(A)4–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW ON(B)2–GROUND : ALWAYS CONTINUOUS

: PARTS LOCATION


C14 A 24 E 4 C 23 P 7 A 25

C15 B 24 E 6 D 23 P 8 25

C17 24 J 1 24 P 9 A 25

D 1 22 (3S–GTE), 23 (5S–FE) J 3 24 P10 B 25

E 4A 22 P 5 C 25 P11 B 25

E 4B 23 P 6 B 25 P12 A 25

: RELAY BLOCKS






3A


3D

( )

SYSTEM OUTLINE

SERVICE HINTS

125



EA1 28 (5S–FE) ENGINE ROOM MAIN WIRE AND ENGINE WIRE (REAR LUGGAGE COMPARTMENT LEFT)

EA326 (3S–GTE)







: GROUND POINTS


EA26 (3S–GTE)


INTAKE MANIFOLD





: SPLICE POINTS


I 132 COWL WIRE

B10

I1032 COWL WIRE


B 6 34 LUGGAGE ROOM WIRE B14

126

REMOTE CONTROL MIRROR*1 : (1) A/T

(2) M/T W/ CRUISE CONTROL, ABS,POWER WINDOW OR WOOFER SPEAKER

1

2

LEF

T

RIG

HT

UP

DO

WN

LEF

T/U

P

RIG

HT

/D

OW

N

LH RH LH RH

JUNCTIONCONNECTOR

SE

LEC

TS

WO

PE

RA

TIO

NS

W

15ARAD & CIG

M M M M

785243

10

231231

GR GR

R

R–G

BR

–R

R

R–G

BR

–R

W–B

REMOTE CONTROLMIRROR SW

REMOTE CONTROLMIRROR LH

REMOTE CONTROLMIRROR RH

B16

R19 R20

W–B

R21


IB

3D

3

3A

3GRGR C C

1

B17

FROMPOWER WINDOWMAIN SW

R–GR

BR

–R

R–GLGRL

BR

–RB

R–R

R–GR

W–B

W–B

BR

–R

LGL

W–BBR–R

W–B

J 1

IF17 IF16 IF15 IF110

IJ17 IJ16 IJ15

IF1

8

IC

W–B

A


J 3

I 1

GR

GR

(*1) (*1) (*1)

(EXCEPT *1)

LEF

T/R

IGH

T

UP

/DO

WN

LEF

T/R

IGH

T

UP

/DO

WN

J/B NO. 3

I16 : M/TI 5 : A/T

127

R21 REMOTE CONTROL MIRROR SW10–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ACC OR ON POSITION8–7 : CONTINUITY WITH THE OPERATION SW AT UP OR LEFT POSITION10–8 : CONTINUITY WITH THE OPERATION SW AT DOWN OR RIGHT POSITION

: PARTS LOCATION


J 1 24 R19 25 R21 25

J 3 24 R20 25

: RELAY BLOCKS









IF1 30 FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)


: GROUND POINTS




: SPLICE POINTS


I 1 B1634 FRONT DOOR LH WIRE

I 5 32 COWL WIRE B1734 FRONT DOOR LH WIRE

I16

C

C

123

X 2 3 4 5

X 7 8 X 10

J 1 R19, R20 R21

A X

J 3

CC

CC

AA

A

A

(HINT : SEE PAGE 7)

(HINT : SEE PAGE 7)

SERVICE HINTS

128

THEFT DETERRENT

5

5

5 5

5

1 11 1

IK29 IK28 IK110 IK112 IK22

II39

IF28 IF27 IF29 IF212

IK212

II3

1

M

5

1

I 1

I30

B16

3 1

10

3 2 4

5371516

2 4 6

20

10

5 11

2

8

315

2

3B7 3D11

15ATAIL

FL MAIN2. 0L


THEFT DETERRENT ECU

DOOR LOCK MOTOR, DOORUNLOCK DETECTION SWAND DOOR OPEN DETECTIONSW LH

TODOOR LOCK ECU

TODOOR LOCK ECU

UN

LOC

KW

AR

NIN

GS

W[IG

NIT

ION

SW

]

SECURITY INDICATORLIGHT [COMB. METER]

HEADLIGHTRELAY

TAILLIGHTRELAY

FROM POWER WINDOWMASTER SW ANDDOOR LOCK CONTROL SW LH

W–B

W–R

W

W

LGR–Y

R

R–Y

L–R

W–R

W–B

W–B

L–W

W

W

W–R

R–Y

G LG

W

Y L

W–B

L–Y

W–R

W–R

L–R

LY

W–B

W–B

BR

W–R

L–Y

L–B

L–W

L–W

L–B

L–R

W–R

W–B

W–B

J/BNO. 3

R22

T 5

D19

I10

C14


A


J 3

6

5

W–B

11

1

W

ICID

BATTERY

129

*1 : 3S–GTE*2 : 5S–FE M/T

5

5AM2

ST2

IG210

6IE4

9

EA3

8

P

N

2

3

BM1

4

IE3

2

IK1

14

II313

IJ24 IJ23 IJ210 IJ213IF26 IF25 IJ26 IJ25

IK211 IK25 IK15

I30

B15

3

1 2

3

1 2

M

TODOOR LOCK ECU

TODOOR LOCK ECU

STARTERRELAY

CLUTCHSTART SW

IGNITION SW

THEFT DETERRENT ECU

DOOR LOCK MOTOR,DOOR UNLOCKDETECTION SWAND DOOR OPENDETECTION SW RH

DIODE(FOR THEFTDETERRENTSYSTEM)

TODOOR LOCK ECU

FROMDOOR LOCKCONTROL SWRH

DO

OR

KE

YLO

CK

AN

DU

NLO

CK

SW

LH

DO

OR

KE

YLO

CK

AN

DU

NLO

CK

SW

RH

PA

RK

/NE

UT

RA

LP

OS

ITIO

NS

W( N

EU

TR

AL

ST

AR

TS

W)

7. 5AAM2

12 10 11

4 3

3

453

6 2 1

1

18

2 1

1

2

2

2

W

B–R

R

R R

R

R

B

W–BR–BR–B

L–O

W–R

L–W

W–B

W–B

W–B

W–B

B–YB–Y

BB

B–Y

B–R

R–W

B–W

W

W–B

B–Y B

L–O

L–O

B–Y

B

B

B–Y

B–Y B

B

B–Y

B

B–Y

B–Y B

B–Y

L–O

W–R

L–O

L–B

L–W

L–B

L–O

W–R

L–W

W–B

W–B

W–B

W–B

D 6

S 4

C12

I10

D20

T 5

P1

D15

D14

(A/T)

(A/T)

(M/T)(M/T)

(A/T)

(M/T) (A/T)U

NLO

CK

LOC

K

LOC

K

UN

LOC

K

B17 IF1

10W–B W–B

EA1

7

IJ1

10

A


J 3

W–B

W–B

W–B W–B

W–B W

–B

AW–B

I26 : M/TI30 : A/T

I29 : M/TI27 : A/T

I28

:M

/TI2

9:

A/T

I31 : M/TI30 : A/T

I29 : M/TI28 : A/T

I16 : M/TI 5 : A/T

ID IB IC

R–W (A/T)

(M/T)

R( *

1)

( *2)

130

THEFT DETERRENT

5 5

5 5 1

5 3A3

3D

3

II33 II311

IK113 IK21 IK27

IK210

IK214

IK23

II316IE33

BM19

IE312BM110

I29

B27

1

3

3

1

3

1 1

1 2 1 2

14 1 13

3 1

2

4 1 2

1

698

1

17

2 2 1

2

2

BI BE EA


15ADOME

15AHAZ–HORN

15ARAD & CIG

HORNRELAY

DIODE(FOR INTERIOR SYSTEM)

THEFT DETERRENT ECU

(A/T)(M/T)

(A/T)(M/T)

DO

OR

CO

UR

TE

SY

SW

LH

DO

OR

CO

UR

TE

SY

SW

RH

RE

AR

LUG

GA

GE

CO

MP

AR

TME

NT

KE

YU

NLO

CK

SW

FR

ON

TLU

GG

AG

EC

OM

PA

RT

ME

NT

DO

OR

CO

UR

TE

SY

SW

EN

GIN

EH

OO

DC

OU

RTE

SY

SW

RE

AR

LUG

GA

GE

CO

MP

AR

TM

EN

TD

OO

RC

OU

RTE

SY

SW

THE

FT

DE

TER

RE

NT

HO

RN

GRGR

G–R

G–B G–B G–B

GR

G–R

G–R

G–R

R–W

RR

R

G–W

GR

R–G

R–G

L–W

R–W

R–W

R–W

R–W

R–W

R–W

L–W

R–G

R–G

R–G

R–W

R–W

R–G

R–G

L–W

W–B

W–B

W–B

R–W

R–G

D 8

R8

E8F10

R9

D12

D11

T1

JUNCTIONCONNECTOR

J 1

T 5

R R

FR

OM

RE

AR

LUG

GA

GE

CO

MP

AR

TME

NT

LIG

HT

IK2

4

II2

7

E 4

R–G

J/BNO. 3

EA18

B28

BG

W–B

W–B

C C

I30 : A/TI24 : M/T

131

T5 THEFT DETERRENT ECU13–GROUND: 0 VOLTS WITH THE ENGINE HOOD OR THE FRONT OR REAR LUGGAGE COMPARTMENT DOOR OPEN

: APPROX. 12 VOLTS WITH THE ENGINE HOOD OR THE FRONT OR REAR LUGGAGE COMPARTMENT DOOR CLOSED16–GROUND: APPROX. 12 VOLTS WITHIN 30 SECONDS THE WITH SYSTEM ON10–GROUND: 0 VOLTS WITH THE LH OR RH DOOR UNLOCKED WITH THE KEY

APPROX. 12 VOLTS WITH LH OR RH DOOR UNLOCK BY ANY METHOD EXCEPT WITH THE KEY6–GROUND : 12 VOLTS WITH THE IGNITION SW AT ACC OR ON POSITION

0 VOLTS WITH THE IGNITION SW OFF7–GROUND : ALWAYS CONTINUOUS14–GROUND: 0 VOLTS WITH THE LH OR RH DOOR OPEN

APPROX. 12 VOLTS WITH THE LH OR RH DOOR CLOSED5–GROUND : 0 VOLTS WITH THE LH OR RH DOOR LOCK LEVER UNLOCKED

APPROX. 12 VOLTS WITH THE LH OR RH DOOR LOCK LEVER UNLOCKED1–GROUND : 0 VOLTS WITH THE REAR LUGGAGE COMPARTMENT DOOR UNLOCKED WITH THE KEY

12 VOLTS WITH THE REAR LUGGAGE COMPARTMENT DOOR LOCKED WITH THE KEY11–GROUND : 0 VOLTS WITH THE LH OR RH DOOR LOCKED WITH THE KEY

APPROX. 12 VOLTS WITH THE LH OR RH DOOR UNLOCK BY ANY METHOD EXCEPT WITH THE KEY18–GROUND: APPROX. 12 VOLTS WITH THE SYSTEM ON AND THE IGNITION SW ST POSITION

0 VOLTS WITH THE SYSTEM OPERATED17–GROUND: ALWAYS APPROX. 12 VOLTS

D11, D12 DOOR COURTESY SW1–GROUND : CLOSED WITH THE LH OR RH DOOR OPEN

D14, D15 DOOR LOCK KEY LOCK AND UNLOCK SW

1–3 : CLOSED WITH THE KEY CYLINDER UNLOCKED WITH THE KEY2–3 : CLOSED WITH THE KEY CYLINDER LOCKED WITH THE KEY

D19 DOOR LOCK MOTOR LH

2–5 : CLOSED WITH THE DOOR LOCK LEVER PULLED

D20 DOOR LOCK MOTOR RH3–6 : CLOSED WITH THE DOOR LOCK LEVER PULLED

E 8 ENGINE HOOD COURTESY SW

1–3 : CLOSED WITH THE ENGINE HOOD OPEN

R 8 REAR LUGGAGE COMPARTMENT DOOR COURTESY SW

1–GROUND : CLOSED WITH THE REAR LUGGAGE COMPARTMENT DOOR OPEN

R 9 REAR LUGGAGE COMPARTMENT KEY UNLOCK SW

1–3 : CLOSED WITH THE REAR LUGGAGE COMPARTMENT DOOR UNLOCKED WITH THE KEY

SERVICE HINTS

132

THEFT DETERRENT


C12 24 D19 25 R 8 25

C14 24 D20 25 R 9 25

D 6 24 E 8 22 (3S–GTE), 23 (5S–FE) R22 25

D 8 25 F10 25 S 4 22 (3S–GTE), 23 (5S–FE)

D11 25 I10 24 T 1 22 (3S–GTE), 23 (5S–FE)

D12 25 J 1 24 T 5 25

D14 25 J 3 24

D15 25 P 1 23

: RELAY BLOCKS






3A

3B 21 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)

3D



EA126 (3S–GTE)



EA326 (3S–GTE)











IK132 FLOOR WIRE AND COWL WIRE (RIGHT KICK PANEL)

IK232 FLOOR WIRE AND COWL WIRE (RIGHT KICK PANEL)


: GROUND POINTS


EA26 (3S–GTE)


INTAKE MANIFOLD







: SPLICE POINTS


E 426 (3S–GTE)

ENGINE ROOM MAIN WIREI29

E 428 (5S–FE)

ENGINE ROOM MAIN WIREI30 32 COWL WIRE

I 1 I31

32 COWL WIRE

I 5 B15 34 FRONT DOOR RH WIRE


I24 32 COWL WIRE B1734 FRONT DOOR LH WIRE

I26 B2734 ENGINE ROOM MAIN WIRE

I27 B2834 ENGINE ROOM MAIN WIRE

I28

133

134

REAR WINDOW DEFOGGER

1

3

1

2

1

3

1

2

1

5

1

1

3A9

3A6

1

2

IE19

B

1

B1

BH IC


7. 5AGAUGE

20ADEFOG

DEFOGGERRELAY

J/BNO. 3

REAR WINDOWDEFOGGER

TO ENGINE CONTROL MODULE(ENGINE AND ELECTRONICALLYCONTROLLED TRANSMISSIONECU (A/T), ENGINE ECU (M/T))

11 10

11

DEFOGGER SW[A/C CONTROLASSEMBLY]

DIODE(FOR ELECTRICALIDLE–UP SYSTEM)

R–L

L–R

W–BB

R–Y

R–Y

B

B

W–B

B

R–L

R–Y

R–Y

A 5

D 4

R13 , R14

A

A

W–B


A J 3

3A2

J/BNO. 3

J/BNO. 3

X X X

10 11 X X

1 21

A 5 D 4 R13 , R 14J 3 A BORANGE BLACK

A

X

AA

AA

(HINT : SEE PAGE 7)

135

DEFOGGER RELAY(1) 5– (1) 3 : CLOSED WITH THE IGNITION SW ON AND THE DEFOGGER SW ON

A 5 DEFOGGER SW [A/C CONTROL ASSEMBLY]10–GROUND: APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION10–11 : CLOSED WITH THE DEFOGGER SW ON

: PARTS LOCATION


A 5 24 J 3 24 R14 B 25

D 4 24 R13 A 25

: RELAY BLOCKS





3A 21 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)




: GROUND POINTS



BH 34 UNDER THE RIGHT REAR PILLAR

SERVICE HINTS

136

SHIFT LOCK

1

2

2

3

1

2

3D3

2 1

3 4 5

P1

P

P2

SL–

SL+

G–R

G

G–W

L

L–R

A

A

A

B

1

2

IC

15ARAD & CIG

7. 5AECU–IG

15ASTOP

KEY INTERLOCKSOLENOID

SHIFT LOCKCONTROL SW

SHIFT LOCKSOLENOID

(W/ CRUISE CONTROL)

(W/O CRUISE CONTROL)

(W/ CRUISE CONTROL)

(W/O CRUISE CONTROL)

STOP LIGHT SW

JUNCTIONCONNECTOR

GR

GR

B–Y

G–W

G–W

R–W

G–O

W–B

W–B


1

1

2

2

SHIFT LOCK ECU

B–Y

S 7

B

B

S 6

1 12

3D10

3D

12

W–B

B

B

3D5

3D6

3A

4G–W

3A3

C

C

IE313

J/BNO. 3

GR

JUNCTIONCONNECTOR

J 1

J 1

K 2

J/BNO. 3


J 3A

J/BNO. 3

J/BNO. 3

W–B

KLS+ E

ACC IG STP

137

WHEN THE IGNITION SW IS TURNED TO ACC POSITION CURRENT FROM THE RAD & CIG FUSE FLOWS TO TERMINAL 3 OF THESHIFT LOCK ECU. AT ON POSITION, THE CURRENT FROM THE ECU–IG FUSE FLOWS TO TERMINAL 4 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” POSITION (CONTINUOUS BETWEEN P1 AND P OF THE SHIFT POSITION SW) IS INPUT TO THE ECU.THE ECU OPERATES AND CURRENT FLOWS FROM TERMINAL 4 OF THE ECU → TERMINAL SL+ OF THE SHIFT LOCK SOLENOID →SOLENOID → TERMINAL SL– → TERMINAL 1 OF THE ECU → GROUND. THIS CAUSES THE SHIFT LOCK SOLENOID TO TURN ON(PLATE STOPPER DISENGAGES) AND THE SHIFT LEVER CAN SHIFT INTO A POSITION OTHER THAN “P” POSITION.

2. KEY INTERLOCK MECHANISMWITH THE IGNITION SW AT ON OR ACC POSITION, WHEN THE SHIFT LEVER IS PUT INTO “P” POSITION (NO CONTINUOUSBETWEEN P2 AND P OF THE SHIFT LOCK CONTROL SW), THE CURRENT FLOWING FROM TERMINAL 2 OF THE ECU → THE KEYINTERLOCK SOLENOID IS CUT OFF. THIS CAUSES THE KEY INTERLOCK SOLENOID TO TURN OFF (LOCK LEVER DISENGAGESFROM LOCK POSITION) AND THE IGNITION KEY CAN BE TURNED FROM ACC TO LOCK POSITION.

S 6 SHIFT LOCK ECU3–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ACC OR ON POSITION4–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION1–GROUND : ALWAYS CONTINUOUS5–GROUND : APPROX. 12 VOLTS WITH THE BRAKE PEDAL DEPRESSED

: PARTS LOCATION


J 1 24 K 2 24S 7

A 24

J 3 24 S 6 24S 7

B 24

: RELAY BLOCKS











: GROUND POINTS



S 7 S 7A BBLUE(W/ CRUISE CONTROL) (W/O CRUISE CONTROL)

C CB B CA

X 1 2

1 23 4 5

1 2 1

X

2

X

J 1 J 3 K 2 BLUE S 6

B B

BBBBBB C C C

(HINT : SEE PAGE 7)

A A

AA

(HINT : SEE PAGE 7)

SYSTEM OUTLINE

SERVICE HINTS

138

ABS (ANTI–LOCK BRAKE SYSTEM)

II4

3

A

B B A

A A A C C C C C

A A A A A B A A

BF IC

B B B B A A A A

IE311

M

4

1

1 5 2 32456

11 4 5 12 6 1 8 9

2 13 6 17 10 3 7 1

2 6

BATTERY

FL MAIN 2. 0L

ABS ACTUATOR

R–B

W

B–W

B–W

G–R

L–Y

G–B

L–R

G–W

G–R

R–W

W–B

Y W

W–B

W–B

Y W

W–B

W–B

R G L P

16 15

TS TC

2 2 11

ABS SPEEDSENSOR FRONT LH

ABS SPEEDSENSOR FRONT RH

A22 A23

A10 , A 11B A ABS ECU

55

I29

B11

BM2(A/T)1IE3(M/T)2

EA32 EA31

I35

A2

W–

B

R–B

B–W

R–B

( SH

IELD

ED

)

( SH

IELD

ED

)

A19 , A20 , A21C A B

6 1080A ABS 120A ALT

Y W

EA

BR

3

E1

DA

TA

LIN

KC

ON

NE

CT

OR

1( C

HE

CK

CO

NN

EC

TO

R)

D1

BE

W–B


J 3

II49

L–W

L–W

GN

D

GN

D

R–

SR

R

SF

L

SF

R

AS

T

MT

MR

SR

TS

TC

FSS

FL–

FL+

FR–

FR+

A

B–W

B 6 : *1B11 : EXCEPT *1

139

*1 : W/ EHPS

1 1 22

ABS SPEEDSENSOR REAR LH

ABS SPEEDSENSOR REAR RH

A 2 A 3

1 2 1

B B B B

B B B B B

BA

AB

A

B

10 11 22 7

4

9

22

11

B–Y

R–L

R–L

R–B

R–B

G–W

G–W

R–W

7. 5AGAUGE

7. 5AECU–IG

15ASTOP




ABS WARNING LIGHT[COMB. METER]

STOP LIGHTSW

J/BNO. 3

1

3B1

3B3

R–B

R–B

3 14 20 19 16

PARKINGBRAKE SW

P 2

IG1 BAT

3A9

3A4

3D6

3D5

J/BNO. 3

G–W

G–W

(M/T)

(M/T)

( A/T

)

I32

I23

IE37 IK19IE39IE310 IK11 IK12R–B

B15

R–B

2 3 2

1 2 1

IE313

IE312

B–Y

B–Y

G–Y

G–Y

( 3S

–GTE

)

B8

FROM ENGINECONTROL MODULE(ENGINE ECU)

PLGR

W–B

GR BW

(SHIELDED)(SHIELDED)

(SHIELDED)(SHIELDED)

S 7

C14 , C15A B

A B

R–B

5

W–R

7. 5AECU–B

1

2

II218

W–R

W–R

J/BNO. 3

J/BNO. 3

R–B

3D9

R–L

JUNCTIONCONNECTOR

J 1

II216

B14

R–B

W–B

W–B

W–B

R–B

2

1

R–B

W–B

BR

AK

EFL

UID

LEV

EL

SW

W

STP E

X

RS

S

PK

B

RL–

RL+

RR

–

RR

+

A

A

I31 : M/TI29 : A/T

B6

2

1

R–B

(3S–GTE)

( 3S

–GTE

)

R–B

( 5S

–FE

)

W–B

( 5S

–FE

)

BR

AK

EFL

UID

LEV

EL

SW

B6

ABS ECU

A10 , A11B A

BF BE

140


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 SIGNAL

A SIGNAL IS INPUT TO TERMINAL STP OF THE ABS ECU WHEN THE BRAKE PEDAL IS OPERATED.

(3) PARKING BRAKE SW SIGNAL

A SIGNAL IS INPUT TO TERMINAL PKB OF THE ABS ECU WHEN THE PARKING BRAKE IS OPERATED.

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 ESCAPETO THE RESERVOIR.

THE PUMP INSIDE THE ACTUATOR IS ALSO OPERATING AT THIS TIME AND IT RETURNS THE BRAKE FLUID FROM THE RESERVOIRTO 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. THE LEVEL OF THE HYDRAULICPRESSURE IS ALSO CONTROLLED BY THE ECU IN THE SAME METHOD AS ABOVE. PRESSURE REDUCTIONS, HOLDING ANDINCREASES ARE REPEATED TO MAINTAIN VEHICLE STABILITY AND TO IMPROVE STEERABILITY DURING SUDDEN BRAKING.

A10(B), A11(A) ABS ECU(CONNECT THE ECU CONNECTOR)(B) 6–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION AND THE DATA LINK CONNECTOR 1

(CHECK CONNECTOR)TS–E1 NOT CONNECTED

(B)17–GROUND: APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION AND THE DATA LINK CONNECTOR 1(CHECK CONNECTOR)TC–E1 NOT CONNECTED

(B) 1–GROUND, (A) 6–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION, AND THE ABS WARNINGLIGHT OFF

(A) 8–GROUND, (A)12–GROUND:APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION, AND THE ABS WARNINGLIGHT OFF

(B) 2–GROUND: ALWAYS CONTINUOUS(B)13–GROUND: ALWAYS CONTINUOUS(B)11–GROUND: APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION(B) 7–GROUND : APPROX. 12 VOLTS WITH THE BRAKE PEDAL DEPRESSED(B)22–GROUND: ALWAYS APPROX. 12 VOLTS(B)16–GROUND: APPROX. 12 VOLTS WITH THE ENGINE RUNNING AND THE PARKING BRAKE LEVER RELEASED(DISCONNECT THE ECU CONNECTOR)(B) 1 – (A) 8 : APPROX. 6 (A) 6 – (A) 8 : APPROX. 6 (A) 8 – (A)12: APPROX. 6 (A) 7 – (A) 1 : APPROX. 0.6 – 1.8 (A) 3 – (A)10 : APPROX. 0.6 – 1.8 (A) 4 – (A) 5 : APPROX. 60 – 100 (A) 4 – (A)11 : APPROX. 50 – 80 (B) 3 – (B)14 : APPROX. 0.6 – 1.8 K(B)19 – (B)20 : APPROX. 0.6 – 1.8 K

SYSTEM OUTLINE

SERVICE HINTS

141

: PARTS LOCATION


A 2 22 (3S–GTE), 23 (5S–FE) A21 B 25 D 1 22 (3S–GTE), 23 (5S–FE)

A 3 22 (3S–GTE), 23 (5S–FE) A22 25 J 1 24

A10 B 24 A23 25 J 3 24

A11 A 24 B 6 25 P 2 24

A19 C 25 C14 A 24S7

A 24

A20 A 25 C15 B 24S7

B 24

: RELAY BLOCKS







3A


3D

( )



EA326 (3S–GTE)

ENGINE WIRE AND ENGINE ROOM MAIN WIRE (INSIDE OF R/B NO 2)EA328 (5S–FE)

ENGINE WIRE AND ENGINE ROOM MAIN WIRE (INSIDE OF R/B NO. 2)






: GROUND POINTS


EA26 (3S–GTE)


INTAKE MANIFOLD




: SPLICE POINTS


I23 I35 32

I2932 COWL WIRE

B 6LUGGAGE ROOM WIRE

I3132 COWL WIRE

B11 34LUGGAGE ROOM WIRE

I32 B14

142


144

ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR

2 2

1

2

E18

1

2

BM217

A

A

A B

A B B B C C C C

BG

15AEFI

15ASTOP

12 1 4 5

20 1 2 15 1 11 12 4

43

1 2

W–R

G–W

G–W

W–R W

W–B

B–Y

W–B

B–O

R–W

P–B

W–B

GR

–B

Y–R

BR

–W

P–B

R–L W P BR R

BR

2 3 1

4 3 2 1

BRPWR–L

BR

–W

GR

–B

BR–W

STOP LIGHTSW

EFI MAINRELAY

S 7

CRUISE CONTROLECU

ELECTRONICALLY CONTROLLEDTRANSMISSION SOLENOID

THROTTLE POSITIONSENSOR

EN

GIN

EC

OO

LAN

TT

EM

P.

SE

NS

OR

( EFI

WA

TER

TE

MP

.S

EN

SO

R)

C20

E 2 T 2

E7

VC

VT

A

IDL

E2

NO

.3

( LO

CK

–UP

)

NO

.1

NO

.2

C9

E22

A

2

2

FR

OM

IGN

ITIO

NS

W”

IG2”

BI

W–B

B23

9 22

IE14

(W/O CRUISE CONTROL)2 B

(W/ CRUISE CONTROL)2 A

(W/ CRUISE CONTROL)1 A(W/O CRUISE CONTROL)1 B

BA

1 2

2 1

W–R

Y–R

1 1 1

Y W B

BM27

BR

–YB

R–W

B18B4

G R

FROMDISTRIBUTOR

B

B17A22

TO PARK NEUTRALPOSITION SW(NEUTRALSTART SW)

R–W


EA14

ENGINE CONTROL MODULE(ENGINE AND ELECTRONICALLYCONTROLLED TRANSMISSION ECU)

E 4 , E 5 , E 6C B

+B

BA

TT

NS

W G–

NE

–

NE

+

G+

B/K

OD

1

SL

S1

S2

VC

IDL

VTA

E2

TH

W

EC

T

OD

G–W

J/BNO. 3

145

A

A A

B B B

B

C C A

A B

3D12

E24

I10

3

1

1

2

EA ID

3

17 6

9

7157

19

161326

10 4

6 11

TT TE1

E1

V–W

R–L

O/D

OF

F

CO

MB

INA

TIO

NM

ET

ER

C13

,C

14

BA

LG

BR

BR

BR

BR

LG–BB

R

BR

BR

BR

–B

W–R

LGW

–BBR

BR

BR

VE

HIC

LES

PE

ED

SE

NS

OR

( SP

EE

DS

EN

SO

R)

NO

.2

( FO

RE

LEC

TR

ON

ICA

LLY

CO

NT

RO

LLE

DTR

AN

SM

ISS

ION

)

O/D MAINSW

O 4

V2

I 6

IC

1

2

2

3 P

R

N

D

2

L4

9

8

7

5

1

6

BM2

3

BM2

5

BM2

4

BM2

11

BM2

6

BM2

12

BM2

13

P

R

N

D

2

L

E17

E17

EB17

IE114

3A9

LG–R

LG

R–W

P–B

L–Y

LG

LG–R LG–B

LG

R–W

P–B

R–B

L–Y L–Y

R–B

P–B

R–W

LG

LG–R

W–B

7. 5AECU–IG

6

5

4

3

2

1

7

7. 5AGAUGE

J/BNO. 3

B6

B14

LG–R

LG

B–Y

B–Y

R–L

W–B

BR

LG

BR

LG

J/BNO. 3

V–W

A/T INDICATOR LIGHT[COMB. METER]

A/T INDICATOR SW[PARK/NEUTRALPOSITION SW(NEUTRAL START SW)]


2 1

C16

P 1

A

JUN

CTI

ON

CO

NN

EC

TOR

( FO

RE

AR

TH

)

J3

B20 B3

O W

TOIGNITER

EA1

14

EA1

13

EA1

9

EA1

12

EA1

11

R–B

R–B

TO BACK–UP LIGHT

G8

FR

OM

TAIL

LIG

HT

RE

LAY

3D9

A

A JUN

CT

ION

CO

NN

EC

TO

R

J1

R–L

SP

D

IGF

OD

2

EO

2

EO

1

E1

SP

2

TE

1

L 2

IGT

TT

EA3

13

DA

TA

LIN

KC

ON

NE

CT

OR

1( C

HE

CK

CO

NN

EC

TOR

)

D1

E 4R–B

L–Y

W–B

W–B

A

ENGINE CONTROL MODULE(ENGINE AND ELECTRONICALLYCONTROLLED TRANSMISSION ECU)

E 4 , E 5 , E 6C B

146


THIS SYSTEM ELECTRONICALLY CONTROLS THE GEAR SHIFT TIMING, LOCK–UP TIMING, THE CLUTCH AND BRAKE HYDRAULICPRESSURE, AND THE ENGINE TORQUE DURING SHIFTING, TO ACHIVE OPTIMUM SHIFT FEELING IN ACCORDANCE WITH THEDRIVING CONDITIONS AND ENGINE OPERATING CONDITIONS, AS DETECTED BY VARIOUS SENSORS.

1. GEAR SHIFT OPERATIONDURING DRIVING, THE ENGINE CONTROL MODULE (ECU) SELECTS THE MOST APPROPRIATE GEAR FOR THE DRIVINGCONDITIONS, BASED ON INPUT SIGNALS FROM THE ENGINE COOLANT TEMP. SENSOR (EFI WATER TEMP. SENSOR) TO TERMINALTHW OF THE ENGINE CONTROL MODULE (ECU), AND ALSO ON THE INPUT SIGNALS TO TERMINAL SP2 OF THE ENGINE CONTROLMODULE (ECU) FROM THE SPEED SENSOR DEVOTED TO THE ELECTRONICALLY CONTROLLED TRANSMISSION. CURRENT IS THENOUTPUT TO THE ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOIDS. WHEN SHIFTING TO 1ST SPEED, CURRENT FLOWSFROM TERMINAL S1 OF THE ENGINE CONTROL MODULE (ECU) → TERMINAL 3 OF THE ELECTRONICALLY CONTROLLEDTRANSMISSION SOLENOIDS → GROUND, AND A CONTINUOUS FLOW TO NO.1 SOLENOID CAUSE THE SHIFT.

FOR 2ND SPEED, CURRENT FLOWS FROM TERMINAL S1 OF THE ENGINE CONTROL MODULE (ECU) → TERMINAL 3 OF THEELECTRONICALLY CONTROLLED TRANSMISSION SOLENOIDS → GROUND, AND FROM TERMINAL S2 OF THE ENGINE CONTROLMODULE (ECU) → TERMINAL 1 OF THE ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID → GROUND, AND ACONTINUOUS FLOW TO SOLENOIDS NO. 1 AND NO. 2 CAUSE THE SHIFT.

FOR 3RD SPEED, THERE IS NO A CONTINUOUS FLOW 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 ENGINE CONTROL MODULE (ECU) JUDGES FROM EACH SIGNAL THAT LOCK–UP OPERATION CONDITIONS HAVE BEENMET, CURRENT FLOWS FROM TERMINAL SL OF THE ENGINE CONTROL MODULE (ECU) → TERMINAL 2 OF THE ELECTRONICALLYCONTROLLED TRANSMISSION SOLENOIDS → GROUND, CAUSING A CONTINUOUS TO THE LOCK–UP SOLENOID AND CAUSINGLOCK–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 B/K OF THE ENGINE CONTROL MODULE (ECU), WHICH OPERATES, AND THE CONTINUOUS FLOW TO THE LOCK–UPSOLENOID 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 THEENGINE CONTROL MODULE (ECU) WHICH OPERATES AND CAUSES GEAR SHIFT WHEN THE CONDITIONS FOR OVERDRIVE AREMET.

* O/D MAIN SW OFF

WHEN THE O/D MAIN SW IS TURNED OFF, THE CURRENT FLOWING THROUGH THE O/D OFF INDICATOR LIGHT FLOWS THROUGHTHE O/D MAIN SW TO GROUND, CAUSING THE INDICATOR LIGHT TO LIGHT UP. AT THE SAME TIME, A SIGNAL IS INPUT TOTERMINAL OD2 OF THE ENGINE CONTROL MODULE (ECU) AND IT OPERATES TO PREVENT SHIFTING INTO OVERDRIVE.

E 6(A), E 7(C), E 8(B) ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLEDTRANSMISSION ECU)

(A) 4– (B)14 : 7.5–14 VOLTS (BRAKE PEDAL IS DEPRESSED)0–1.5 VOLTS (BRAKE PEDAL IS RELEASED)

(C) 4– (C) 9 : 0.2–1.0 VOLTS (IGNITION SW ON AND COOLANT TEMP. 80°C (176°F))(C)12– (C) 9 : 9–14 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY OPEN)(C)11– (C) 9 : 0.3–0.8 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED)

3.2–4.9 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 : 4.5–5.5 VOLTS (IGNITION SW ON)(A) 7– (B)14 : 9–14 VOLTS (IGNITION SW ON AND O/D MAIN SW TURNED ON)

1.5 VOLTS OR LESS (IGNITION SW ON AND O/D MAIN SW TURNED OFF)(A) 9– (B)14 : PULSE GENERATION

SYSTEM OUTLINE

SERVICE HINTS

147

(B)16– (B)14 : PULSE GENERATION(A)22– (B)14 : 9–14 VOLTS (IGNITION SW ON AND PARK/NEUTRAL POSITION SW (NEUTRAL START SW) P OR N POSITION)

0–3 VOLTS (IGNITION SW ON AND PARK/NEUTRAL POSITION SW (NEUTRAL START SW)IN ANY POSITION EXCEPT P OR N POSITION)

(B) 6– (B)14 : 7.5–14 VOLTS (IGNITION SW ON AND PARK/NEUTRAL POSITION SW (NEUTRAL START SW) AT 2 POSITION)1.5 VOLTS OR LESS (IGNITION SW ON AND PARK/NEUTRAL POSITION SW (NEUTRAL START SW)IN ANY POSITION EXCEPT 2 POSITION)

(B)19– (B)14 : 7.5–14 VOLTS (IGNITION SW ON AND PARK/NEUTRAL POSITION SW (NEUTRAL START SW) AT L POSITION)1.5 VOLTS OR LESS (IGNITION SW ON AND PARK/NEUTRAL POSITION SW (NEUTRAL START SW)IN ANY POSITION EXCEPT L POSITION)

(A)12– (B)14 : 9–14 VOLTS (IGNITION SW ON)(A) 1– (B)14 : 9–14 VOLTS (ALL CONDITIONS)


C13 B 24 E 4 A 23 O 4 24

C14 A 24 E 5 C 23 P 1 23

C16 24 E 6 B 23S 7

A 24

C20 24 E 7 23S 7

B 24

D 1 23 J 1 24 T 2 23

E 2 23 J 3 24 V 2 23

: RELAY BLOCKS










EA3 28 (5S–FE) ENGINE WIRE AND ENGINE ROOM MAIN WIRE (INSIDE R/B NO. 2)

EB1 28 (5S–FE) ENGINE WIRE AND R/B NO. 2 (INSIDE R/B NO. 2)



: GROUND POINTS


EA 28 (5S–FE) INTAKE MANIFOLD





: SPLICE POINTS


E 4 28 (5S–FE) ENGINE ROOM MAIN WIRE E24 28 (5S–FE) ENGINE WIRE

E17 I 632 COWL WIRE

E18 28 (5S–FE) ENGINE WIRE I1032 COWL WIRE

E22

( )


SERVICE HINTS

148


150

CRUISE CONTROL

2 1

3B1

3B2

BM26II216

3A9

1

2 1

AIE313

I23

TOBRAKE FLUIDLEVEL SW

CRUISECONTROLCLUTCH SW

PARKINGBRAKESW

CANCEL

SET/COAST

RESUME/ACCEL

MA

IN

17

15 5

CRUISE CONTROL SW[COMB. SW]

18193220

14

J/BNO. 3

CRUISE CONTROLINDICATOR LIGHT[COMB. METER]

7. 5AGAUGE

7. 5AECU–IG

12

3 2

B–Y

B–Y

R–L

W–B

R–B

R–B

G–Y

G–B

R–B

R–B

R–W

( M/T

)


W–B

R–L

R–B

W–B

C17

P 2C19

C13 , C14B

IE311

EA31

BR

WW

W

3

8

15

E1

TC

DA

TALI

NK

CO

NN

EC

TO

R1

( CH

EC

KC

ON

NE

CTO

R)

D1

3D9

A4

B12

JUNCTIONCONNECTOR

J 1

R–L R–L

G–R

7

R–W

(A/T)

I23

R–W

R–W

( A/T

)

( A/T

)TO

CO

MB

INA

TIO

NM

ETE

R

A A

CO

MB

INA

TIO

NM

ET

ER

V–W

BR

SP

D

TC

PK

B

CC

S

CM

S

D

B PI

( A/T

)

CRUISE CONTROL ECUC20

A10

A6C14

A

FRO

MP

AR

K/N

EU

TRA

LP

OS

ITIO

NS

W( N

EU

TRA

LS

TAR

TS

W)

J/BNO. 3

R–LA

(M/T)

(M/T)

ID EA

151

CRUISE CONTROL ECU

1

IK118 IK115 IK117IK116 IK18 IK17

M

3D

10

4

13 25 24 23 11 12 16

BB

3 2 1 7 6 5

229

15ASTOP

J/BNO. 3

JUNCTIONCONNECTOR

2

1


R–W

W–B

L–B

Y–G

Y–B

Y–R Y

L–B

Y–G

Y–B

Y–R Y

R–W

R–Y

W–B

W–B

W–B

W–B

CR

UIS

EC

ON

TR

OL

AC

TU

ATO

RC

4

J 1

C20

IC

A


J 3

I13

B

C12C12

A12

D20 B15

E18

EA318

IE412 BM27BM217

(5S–FE A/T)

(5S–FE M/T)(3S–GTE)

21

P

P–B

BR

–WB

R–W

P

P–B

BR

–W

P

P–B

BR

–Y

P

P BR–W

(A/T)

( A/T

)( A

/T)

( A/T

)( A

/T)

( A/T

)( A

/T)

( A/T

)

TOE

LEC

TRO

NIC

ALL

YC

ON

TRO

LLE

DTR

AN

SM

ISS

ION

SO

LEN

OID

TO THROTTLE POSITIONSENSOR ” IDL”

E20 : 5S–FEE10 : 3S–GTE

5

II218

7. 5AECU–B

1

2

15

W–R

W–R

R–W

R–W

1

3D4

3D6

3A4

1

2

4

3

IE14

R–W

R

G–W

G–W

G–W

G–W

G–W

10

J/BNO. 3

J/BNO. 3

STOP LIGHT SWAND CRUISECONTROLSTOP SW

ENGINE CONTROL MODULE(ENGINE AND ELECTRONICALLYCONTROLLED TRANSMISSION ECU (A/T),ENGINE ECU (M/T))

E 4 , E 5 ,E 5, E 6D A C B

IDL

EC

T

BA

TT

L– MC

MO

LVR3 VR2 VR1

OD

ST

P+

ST

P–

IDL

OD

1

S2

TO STOP LIGHTS

IK13

GN

D

26

R–Y

( A/T

)R

–Y

W–B

( M/T

)

( A/T

)

I27 : M/TI19 : A/T

W–B

( M/T

)

S 7

EA14

152

CRUISE CONTROL

CURRENT IS APPLIED AT ALL TIMES THROUGH THE STOP FUSE TO TERMINAL 1 OF THE CRUISE CONTROL ECU AND TO TERMINAL2 OF THE STOP LIGHT SWITCH.

WITH THE IGNITION SWITCH TURNED ON, THE CURRENT FLOWS THROUGH THE GAUGE FUSE TO TERMINAL (A)4 OF THE CRUISECONTROL INDICATOR LIGHT. THE CURRENT THROUGH ECU–IG FUSE FLOWS TO TERMINAL 14 OF THE CRUISE CONTROL ECU.

WHEN THE IGNITION SWITCH IS ON AND THE CRUISE CONTROL MAIN SWITCH IS TURNED ON, A SIGNAL IS INPUT FROM TERMINAL15 OF THE CRUISE CONTROL MAIN SWITCH TO TERMINAL 19 OF THE CRUISE CONTROL ECU. AS A RESULT, THE CRUISE CONTROLECU FUNCTIONS AND THE CURRENT TO TERMINAL 14 OF THE CRUISE CONTROL ECU FLOWS TO TERMINAL 13 OF THE CRUISECONTROL ECU → GROUND, AND THE CRUISE CONTROL SYSTEM IS READY FOR OPERATION.

AT THE SAME TIME, THE CURRENT THROUGH THE GAUGE FUSE FLOWS TO TERMINAL (A)4 OF THE CRUISE CONTROL INDICATORLIGHT → TERMINAL (B)12 → TERMINAL 7 OF THE CRUISE CONTROL ECU → TERMINAL 13 → GROUND, CAUSING THE CRUISECONTROL INDICATOR LIGHT TO LIGHT UP, INDICATING THAT CRUISE CONTROL IS READY FOR OPERATION.

1. SET OPERATIONWHEN THE CRUISE CONTROL MAIN SWITCH IS TURNED ON AND THE SET SWITCH IS PUSHED, AND IF THE VEHICLE SPEED ISWITHIN THE SET LIMIT OF APPROX. 40 KM/H, 25 MPH TO 200 KM/H, 124 MPH), A SIGNAL IS INPUT TO TERMINAL 18 OF THE CRUISECONTROL ECU AND THE VEHICLE SPEED AT THE TIME THE SET SWITCH IS RELEASED AND MEMORIZED IN THE ECU AS THE SETSPEED.

2. SET SPEED CONTROLDURING CRUISE CONTROL DRIVING, THE ECU COMPARES THE SET SPEED MEMORIZED IN THE ECU WITH THE ACTUAL VEHICLESPEED INPUT INTO TERMINAL 20 OF THE CRUISE CONTROL ECU FROM THE COMBINATION METER, AND CONTROLS THE CRUISECONTROL 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 12 → TERMINAL 6 OF THE CRUISE CONTROL ACTUATOR → TERMINAL 7 → TERMINAL 11 OFTHE CRUISE CONTROL ECU. AS A RESULT, THE MOTOR IN THE CRUISE CONTROL ACTUATOR IS ROTATED TO OPEN THETHROTTLE VALVE AND THE THROTTLE CABLE IS PULLED TO INCREASE THE VEHICLE SPEED. WHEN THE ACTUAL DRIVING SPEEDIS HIGHER THAN THE SET SPEED, THE CURRENT TO CRUISE CONTROL ACTUATOR FLOWS FROM TERMINAL 11 OF THE ECU →TERMINAL 7 OF THE CRUISE CONTROL ACTUATOR → TERMINAL 6 → TERMINAL 12 OF THE CRUISE CONTROL ECU.

THIS CAUSES THE MOTOR IN THE CRUISE CONTROL ACTUATOR TO ROTATE AND CLOSE THE THROTTLE VALVE, WHICH RETURNSTHE THROTTLE CABLE TO DECREASE THE VEHICLE SPEED.

3. COAST CONTROLDURING 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 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, MEMORIZED AND THE VEHICLE CONTINUES AT THE NEW SET SPEED.

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

6. MANUAL CANCEL MECHANISMIF ANY THE FOLLOWING OPERATIONS OCCUR DURING CRUISE CONTROL OPERATION, THE MAGNETIC CLUTCH OF THEACTUATOR TURNS OFF AND THE MOTOR ROTATES TO CLOSE THE THROTTLE VALVE AND THE CRUISE CONTROL IS RELEASED.

∗ DEPRESSING THE CLUTCH PEDAL (CRUISE CONTROL CLUTCH SWITCH ON). “THE SIGNAL IS INPUT TO TERMINAL 2 OF THE ECU”(M/T) SHIFT LEVER IN ANY POSITION EXCEPT “D” POSITION. “THE SIGNAL IS INPUT TO TERMINAL 2 OF THE ECU” (A/T)

∗ DEPRESSING THE BRAKE PEDAL (STOP LIGHT SW ON). “THE SIGNAL IS INPUT TO TERMINAL 1 OF THE ECU”

∗ THE PARKING BRAKE LEVER PULLED UP (PARKING BRAKE SWITCH ON). “THE SIGNAL IS INPUT TO TERMINAL 3 OF THE ECU”

∗ PUSH THE CANCEL SWITCH (CANCEL SWITCH ON). “THE SIGNAL IS INPUT TO TERMINAL 18 OF THE ECU”

SYSTEM OUTLINE

153

7. AUTO CANCEL FUNCTIONA) IF ANY OF THE FOLLOWING OPERATING CONDITIONS OCCUR DURING CRUISE CONTROL OPERATION, THE SET SPEED ISERASED, CURRENT FLOW TO THE MAGNETIC CLUTCH IS STOPPED AND CRUISE CONTROL IS RELEASED. (MAIN SWITCH TURNSOFF).

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

∗ EXCESS CURRENT TO THE TRANSISTOR DRIVING MOTOR AND/OR MAGNETIC CLUTCH.

∗ WHEN THE CURRENT CONTINUES TO FLOW TO THE MOTOR INSIDE THE ACTUATOR, KEEPING THE THROTTLE VALVE IN THE“OPEN” DIRECTION.

∗ OPEN CIRCUIT IN THE MAGNETIC CLUTCH.

∗ MOMENTARY INTERRUPTION OF THE VEHICLE SPEED SIGNAL.

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

∗ SHORT CIRCUIT IN THE CRUISE CONTROL SWITCH.

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

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

∗ WHEN THE VEHICLE SPEED FALLS BELOW THE MINIMUM 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 OCCUR DURING CRUISE CONTROL OPERATION, THE CRUISE CONTROL ISRELEASED.

∗ OPEN CIRCUIT FOR TERMINAL 16 OF CRUISE CONTROL ECU.

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

C17 CRUISE CONTROL SW [COMB. SW]15–19 : CONTINUITY WITH THE MAIN SW ON5–19 : APPROX. 418 THE WITH CANCEL SW ON

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

C20 CRUISE CONTROL SW [COMB. SW]14–GROUND: APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION 1–GROUND : ALWAYS APPROX. 12 VOLTS 3–GROUND : CONTINUOUS WITH THE PARKING BRAKE LEVER PULLED UP (ONE OF THE CANCEL SW) OR BRAKE FLUID LEVEL

SW ON20–GROUND: 4 PULSE WITH 1 ROTATION OF THE ROTOR SHAFT18–GROUND: APPROX. 418 WITH THE CANCEL SW ON IN THE CONTROL SW

APPROX. 68 WITH THE RESUME/ACCEL SW ON IN THE CONTROL SWAPPROX. 198 WITH THE SET/COAST SW ON IN THE CONTROL SW

13–GROUND: ALWAYS CONTINUOUS 2–GROUND : APPROX. 12 VOLTS WITH THE CLUTCH PEDAL DEPRESSED (M/T)

APPROX. 12 VOLTS WITH THE SHIFT LEVER AT “D” POSITION (A/T)13–GROUND: CONTINUOUS WITH THE CRUISE CONTROL MAIN SW ON

SERVICE HINTS

154

CRUISE CONTROL

: PARTS LOCATION


C 4 23 (3S–GTE), 23 (5S–FE) C20 24 E 6 B 23

C13 B 24 D 1 23 (3S–GTE), 23 (5S–FE) J 1 24

C14 A 24 E 4 D 23 J 3 24

C17 24E 5

A 24 P 2 24

C19 24E 5

C 23 S 7 24

: RELAY BLOCKS







3A


3D

( )




EA326 (3S–GTE)



IE1


IE4





: GROUND POINTS


EA26 (3S–GTE)


INTAKE MANIFOLD



: SPLICE POINTS


E10 26 (3S–GTE) I19

E1828 (5S FE)

ENGINE WIRE I23 32 COWL WIRE

E2028 (5S–FE)

ENGINE WIRE

I27

32 COWL WIRE

I13 32 COWL WIRE

155

156

CIGARETTE LIGHTER AND CLOCK

3D1

3D10

3A3

11 1 1

5

15ARAD & CIG

15ADOME

TAILLIGHTRELAY

15ATAIL

CLOCK

CIGARETTELIGHTER

JUNCTIONCONNECTOR

J/BNO. 3

JUNCTIONCONNECTOR

J/BNO. 3

IC

G

G

RR

R

R

W–B

W–B

W–B

W–B

W–B

GR

GR

GR

G

W–B

GR

W

1 3

1

A

B

42 2

A

B

5 1

211

43 2

42

J 1

C11

C 9

J 2

( EX

CE

PT

*1)

( *1)

( *1)

( EX

CE

PT

*1)



AJ 3

3B7

J/BNO. 3

( *1)

* 1 : (1) A/T(2) M/T W/ CRUISE CONTROL,

ABS, POWER WINDOWOR WOOFER SPEAKER

II33

1

W

157

C 9 CIGARETTE LIGHTER2–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ACC OR ON POSITION1–GROUND : ALWAYS CONTINUOUS

C11 CLOCK3–GROUND : ALWAYS APPROX. 12 VOLTS (POWER FOR CLOCK)4–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ACC OR ON POSITION (POWER FOR INDICATION)2–GROUND : APPROX. 12 VOLTS WITH THE LIGHT CONTROL SW AT TAIL OR HEAD POSITION1–GROUND : ALWAYS CONTINUOUS

: PARTS LOCATION


C 9 24 J 1 24 J 3 24

C11 24 J 2 24

: RELAY BLOCKS






3A


3D

( )




: GROUND POINTS



1

21 2

3 4

B

C11C 9 J 1

A A

J 2 J 3

B B

BBB

B

B B

B

A A

A A A A A A

(HINT : SEE PAGE 7)

(HINT : SEE PAGE 7)

A A A

A X A

(HINT : SEE PAGE 7)

SERVICE HINTS

158

AUTO ANTENNA*1 : (1) A/T

(2) M/T W/ CRUISE CONTROL, ABS,POWER WINDOW OR WOOFER SPEAKER

*2 : W/ WOOFER SPEAKER*3 : W/O WOOFER SPEAKER

5

4

2

3

1

2

3D3

3D1

3A3

IE41 IE47 IE48

II33

I 5 B

8 A1B9B8

JUNCTIONCONNECTOR

J 1

15ADOME

7. 5AECU–IG

15ARAD & CIG

J/BNO. 3

R B–Y GR

G–B

P–L

B–R P–L

GR

GR

GR

GR

GR

GR

B–YR

RR

IE111

R

GR GR

ANT+ AMP+

TOSTEREOCOMPONENTAMPLIFIER

( *1)

( *1)

(EXCEPT *1)

( *1)

( EX

CE

PT

*1)

RADIO AND PLAYER


2 2 1

R 1 , R 2

A

A

W–B

B28

BI BG

W–B

C

CC

J/BNO. 3

(EXCEPT *1)

(*2)(*3)

M

AUTO ANTENNACONTROL RELAY

UPLIMIT

DOWNLIMIT

DOWN

UP

1 2 5 6 4 3

685973241

R B

R–G L–B

L–G

W–B

BR–B

B–W

L

B

W–B

AU

TOA

NTE

NN

AC

ON

TRO

LR

ELA

YA

ND

MO

TOR

A 24 B

A2

4A

159

A24(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


A24A 24 J 1 24 R 2 B 24

A24B 24 R 1 A 24

: RELAY BLOCKS














: GROUND POINTS




: SPLICE POINTS


I 5 32 COWL WIRE B28 34 ENGINE ROOM MAIN WIRE

8 9

BR 2(W/O WOOFER SPEAKER)

1 2

3 4 5 61 2 3 4

5 6 7 8 9

A BA24 A24

C

C C

C1

8 X

AR 1J 1 (W/ WOOFER SPEAKER)

C

C

(HINT : SEE PAGE 7)

SERVICE HINTS

160

RADIO AND PLAYER (w/ WOOFER SPEAKER)

5

4

1

2

3D3

3A10

3D1

3A3

II33

IF14 IF11

B16

B16

IB

15ADOME

15ARAD & CIG

JUNCTIONCONNECTOR

4 10

9 3 8

1

1 5 3 8

11

1

7

9

222

PBR V

VPP

BR

V

P V P V

BR

LR

PBR

G–WL–

Y

L–Y

GR

GR

GR

R

ACC IN

GND FL+ FL–

V

PBR

O

L–W

V

L

G–W


WF+ WF– GND

MUTEAMP+WF–WF+

+BREAR WOOFERAMPLIFIERLH

REAR WOOFERSPEAKER LH

FRONT SPEAKERLH

FRONT TWEETER(SPEAKER) LH

STEREO COMPONENT AMPLIFIER STEREO COMPONENT AMPLIFIER

R17F13 F17

S 8S 9

R15

J 1

2 1

R

10

+B

R

3C6

L–Y

R

( A/T

)

GR

( A/T

)

( M/T

)

C

C

( M/T

)

L–Y

LG

BR

L–Y

B19

2 5 8 7 1 4 3 6

BR

BR

( SH

IELD

ED

)

G–W BR P L O

L–W

BL12

RR

TO PERSONALLIGHT

WL+ WL–AMP+L

MUTEL WR+ WR–

AMP+R

MUTER

( SH

IELD

ED

)

( M/T

)

J/BNO. 3

I27

L–Y

J/BNO. 3

R

I27 : M/TI25 : A/T

I27 : M/TI26 : A/T

B20

BR

B20

:M

/TI2

5:

A/T

161

I19

B15

B15

IE4

7

IJ12 IJ13

2 7 5 12 4 11

1514131276511341

1 1 1 1

8 10 9 5 6 7 12 13 14 15

2 2 2 2

AMP+ +B ACC GND MUTE FL+ FR+ S¥GND BEEP RL+ RR+

FR+ FR– RL+ RL– RR+ RR–

V

L–W

O

LG

L

B–R 8

AMP+ +B ACC OUT MUTE FL+ FR+ S¥GND BEEP RL+ RR+

( SH

IELD

ED

)

B W R G Y BR L

( SH

IELD

ED

)

RWB

G–B

LG L B Y R W

LLGLG

L

B Y R W

LLGLLG

BR

ANT+

TOAUTO ANTENNACONTROL RELAY AND MOTOR

RADIO AND PLAYER

FRONT TWEETER(SPEAKER) RH

FRONT SPEAKERRH

REAR SPEAKERLH

REAR SPEAKERRH

STEREO COMPONENT AMPLIFIER

STEREO COMPONENT AMPLIFIER

S10

S 9

R 1

F18 F14 R11 R12

I19P–L

LG

2

1

1

5

3

8

7 9

4

10

+BGND

WF+

WF–

AMP+

MUTE WF+

WF–

BR

L–Y

L–Y

BR

G

W

REAR WOOFER AMPLIFIER RHR16

R18

RE

AR

WO

OF

ER

SP

EA

KE

RR

H

P–L

( SH

IELD

ED

)

162

RADIO AND PLAYER (w/ WOOFER SPEAKER)

S 9 STEREO COMPONENT AMPLIFIER10–GROUND : ALWAYS APPROX. 12 VOLTS 9–GROUND : ALWAYS CONTINUOUS 1–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON OR ACC POSITION

: PARTS LOCATION


F13 25 R 1 24 R17 25

F14 25 R11 25 R18 25

F17 25 R12 25 S 8 25

F18 25 R15 25 S 9 25

J 1 24 R16 25 S10 25

: RELAY BLOCKS






3A


3D

( )







BL1 34 ROOF WIRE AND COWL WIRE (UNDER THE RIGHT FRONT PILLAR)

: GROUND POINTS



: SPLICE POINTS


I19 B15 34 FRONT DOOR RH WIRE

I2532 COWL WIRE

B16 34 FRONT DOOR LH WIRE

I2632 COWL WIRE

B1934 COWL WIRE

I27 B2034 COWL WIRE

SERVICE HINTS

163

164

RADIO AND PLAYER (w/o WOOFER SPEAKER)

1 5

3C6

3D3

3A3

3D1 IE47 IE48

II33

IF14 IF11 IJ12 IJ13

B16 B16 B15 B15

2 6 1 5 2 6 1

3 4 8 9

IB

1 1

1 1

1 12 2

2 2

2 2

3

GR R

R

G–B

P–L

P–L

B–R

P

V LG L B Y R W

LG

P V

LLLGVP

P V LG L

P V LG L B Y R W

BR

BR

FL+ FL– FR+ FR– RL+ RL– RR+ RR–

AMP+ANT++BACC


42

21

15ARAD & CIG

15ADOME TO AUTO ANTENNA

CONTROL RELAY AND MOTOR

RADIO AND PLAYER

FRONTSPEAKER LH

FRONTSPEAKER RH

REARSPEAKER LH

REARSPEAKER RH

FRONT TWEETER(SPEAKER) LH

FRONT TWEETER(SPEAKER) RH

L–Y

RADIO AND PLAYERR 3

R 2

R12R11F18F17

F14F13

GR

GR

GR

C

C

(EX

CE

PT

*1)

( *1)

JUN

CT

ION

CO

NN

EC

TO

R

J1

J/BNO. 3

J/BNO. 3

*1 : (1) A/T(2) M/T W/ CRUISE CONTROL,

ABS, POWER WINDOW

GND

7

165

R 2 RADIO AND PLAYER4–GROUND : ALWAYS APPROX. 12 VOLTS3–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON OR ACC POSITION7–GROUND : ALWAYS CONTINUOUS

: PARTS LOCATION


F13 25 F18 25 R 3 24

F14 25 J 1 24 R11 25

F17 25 R 2 24 R12 25

: RELAY BLOCKS






3A


3D

( )







: GROUND POINTS



: SPLICE POINTS


B15 34 FRONT DOOR RH WIRE B16 34 FRONT DOOR LH WIRE

1 2

1 2

C

C

1 2 3 4

5 6 7 8 9

1 2

3 X 6 1

2

F13, F14 F17, F18 J 1 R 2

R11, R12R 3

GRAY

CC

CC

(HINT : SEE PAGE 7)

SERVICE HINTS

166

COMBINATION METER

1 5 5

II33

II218

3A9

3D13D

9

A B C C A A A

A B C C A

EA

BM15

EA311

EC11

IE11

EA34 ID21

3C10

2 4 1

1 2 2

4 6 5 6 10 13 12

12477

15ADOME

7. 5AGAUGE

7. 5AECU–B

R–L R

W–R

RR W

–R

V–W

G–B

G–Y

B–O

R–L

OIL

LEV

EL

CH

AR

GE

OP

EN

DO

OR

SR

S


TU

RN

RHLH

R–W R–Y

W–BY

R–Y

R–Y

J/BNO. 3

J/BNO. 3

FR

OM

IGN

ITIO

NS

W”

IG2”

FR

OM

EN

GIN

EC

ON

TR

OL

MO

DU

LE( E

NG

INE

AN

DE

LEC

TR

ON

ICA

LLY

CO

NT

RO

LLE

DT

RA

NS

MIS

SIO

NE

CU

( A/T

) ,E

NG

INE

EC

U( M

/T))

AB

SE

CU

CR

UIS

EC

ON

TR

OL

EC

UP

OW

ER

STE

ER

ING

EC

U

FROMHAZARD SWTURN SIGNAL SW

W–B

W–B

RR

RL–

W

YY

R–Y

W–B

J/BNO. 3T

OG

EN

ER

AT

OR

( ALT

ER

NA

TO

R)

”L”

TOC

EN

TE

RA

IRB

AG

SE

NS

OR

AS

SE

MB

LY

TOD

AT

ALI

NK

CO

NN

EC

TO

R1

( CH

EC

KC

ON

NE

CTO

R)

TOD

OO

RC

OU

RT

ES

YS

W

ENGINE OILLEVEL SENSOR

COMBINATION METER

E 9

IC


J 3

C3

3D2

R–L

R–L

A

A

(*1)

W–B

A

V

V

( 3S

–GTE

)( 3

S–G

TE

)

JUNCTIONCONNECTOR

J 1

OIL LEVELDELAYCIRCUIT

(3S–GTE)

3C2

(*1)

VO

LT( 5

S–F

E)

2

1

OIL

LEV

EL

OIL

TE

MP

.

B5

RFO

G

FR

OM

FOG

LIG

HT

RE

LAY

AC13 , C14C D, C15 , C16B

EC12

R–W

SPEED

(EX

CE

PT

*1)

I 2 : M/TI10 : A/T

167

*1 : (1) A/T(2) M/T W/ ABS, CRUISE CONTROL, POWER WINDOW OR WOOFER SPEAKER

ID

II25 IK29

IE112

EA15

II216

IE33

EA1111

3B3

3B1

B A A

C C C C AA

HIG

HB

EA

M

CO

OLI

NG

FAN

BR

AK

E

FUE

LG

AU

GE

FUE

L

TU

RB

OP

RE

SS

UR

E

SE

CU

RIT

Y

10 11 5

3 6813910

STARTERCHECKRELAY

3

1 2

R–L

R–L

R

YY

FR

OM

HE

AD

LIG

HT

S

FR

OM

CLU

TC

HS

TA

RT

SW

FR

OM

TH

EF

TD

ETE

RR

EN

TE

CU

L–W

R–B

Y–R Y–L BR

L–B

L–B

L–B

L–Y

L–W

R–B

BR

BR

BR

TO

CO

OLI

NG

FA

NE

CU

TO

TUR

BO

PR

ES

SU

RE

SE

NS

OR

PA

RK

ING

BR

AK

ES

W

FUEL SENDER

P2

F 5

( 3S

–GTE

)( 3

S–G

TE

)

( 3S

–GT

E)

(3S–GTE)

I23 I23

3B2

R–B R–BR–B

R–B

R–B

R–B

R–B

( *1)

J/B NO. 3

( *1)

(* 1)

TO

CR

UIS

EC

ON

TR

OL

EC

U

IE3

6

EA1

10V V Y–RV

(3S–GTE)

B14

BE BF

1

W–B

W–B

W–B2W–BR–B

BRAKE FLUIDLEVEL SW

B 6

COMBINATION METERAC13 , C14C D, C15 , C16B

BM29

FR

OM

PA

RK

/NE

UT

RA

LP

OS

ITIO

NS

W( N

EU

TR

AL

ST

AR

TS

W)

B

B

(A/T)

( M/T

)

R–B

( EX

CE

PT

*1)

( EX

CE

PT

*1)

TO

AB

SE

CU

R–B

( *1)

I27 : M/TI10 : A/T

B 6BRAKE FLUIDLEVEL SW

W–B

(5S–FE)

R–B

(5S–FE)

( 3S

–GT

E)

(3S–GTE)

1 2

(A/T

)

168

COMBINATION METER

A B B B C C B C B

IE113 IE118

EA36 EA33

IE17 IE117

EA37

II48 IE115

EA

1

2 1 2 3 7 11 4 12 8

TAC

HO

WA

TER

TE

MP

.

OIL

SE

AT

BE

LT

O/D

OFF

PO

WE

RS

TE

ER

ING

CR

UIS

E

MA

LFU

NC

TIO

NIN

DIC

AT

OR

LAM

P( C

HE

CK

EN

GIN

EW

AR

NIN

GLI

GH

T)

B

Y–G

W–B

Y–B

BR

–R

LG LG G–R

G–W

B

Y–G

W–B

Y–B

LG G–W

Y–G

Y–B

W–B

W–B

TO

SE

AT

BE

LTW

AR

NIN

GR

ELA

Y

TO

O/D

MA

INS

W

TO

PO

WE

RS

TE

ER

ING

EC

U

TO

CR

UIS

EC

ON

TR

OL

EC

U

TOE

NG

INE

CO

NT

RO

LM

OD

ULE

( EN

GIN

EE

CU

)

OILPRESSURESW

WA

TER

TE

MP

.S

EN

DE

R

W1

O 1

COMBINATION METER

C13 ,C 14 , C1 5 , C16C A B D

( 5S

–FE

)( A

/T)

2

EB17

1

3

3Y–R BR

B–Y

B–Y

BR

7. 5AECU–IG

SI

IG+


VEHICLE SPEED SENSOR(SPEED SENSOR) NO. 1(FOR COMBINATION METER)

V 1

2

2

SE

1

FR

OM

IGN

ITO

R

169

*1 : (1) A/T(2) M/T W/ ABS, CRUISE CONTROL, POWER WINDOW OR WOOFER SPEAKER

A D D D D D D

B A D

BM213 BM212 BM26 BM211 BM24 BM25

EA313

3D12

IC

G–O

R–B

W–B

LG–R

LG R–W P–B

R–B

L–Y

G

LG–B

LG R–W P–B

R–B

L–Y

L–Y

R–B

P–B

R–WLG

LG–R

AB

S

ILLU

MIN

AT

ION

8 6 5 4 3 2 1

79 9

L 2 D N R P

TO

AB

SE

CU

TOR

HE

OS

TA

T

W–B

W–B

FROM A/T INDICATOR SW[PARK/NEUTRAL POSITION SW(NEUTRAL START SW)](A/T)

COMBINATION METER

C13 , C14 , C1 5 , C 16C A B D

A

J/BNO. 3


( A/T

)

J 3

G

G

( EX

CE

PT

*1)

A

A JUN

CTI

ON

CO

NN

EC

TO

R

J2

EA1

1

BM2

8

BM1

3

ID

BR

BRBRBR

FROM TAILLIGHT RELAY

(M/T) (A/T)

EA111 EA112 EA19 EA113 EA114

D8

G

( A/T

)F

RO

MTA

ILLI

GH

TR

ELA

Y

( *1)

( *1)

( A/T

)

( A/T

)

( A/T

)

( A/T

)

( A/T

)

( A/T

)

( A/T

)

170

COMBINATION METER

B 6 BRAKE FLUID LEVEL SW1–2 : CLOSED WITH FLOAT DOWN

C13(C), C14(A), C15(B) COMBINATION METER(C)6, (C) 5–GROUND : ALWAYS APPROX. 12 VOLTS(A) 4–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION(A)1, (B)2, (A) 6–GROUND : ALWAYS CONTINUOUS

C16 (D) COMBINATION METER (5S–FE A/T)(D) 7–GROUND : ALWAYS CONTINUOUS

O 1 OIL PRESSURE SW1–GROUND : CLOSED WITH OIL PRESSURE BELOW 0.2 KG/CM2 (2.84 PSI, 19.61 KPA)

P 2 PARKING BRAKE SW1–GROUND : CLOSED WITH PARKING BRAKE LEVER PULLED UP

W 1 WATER TEMP. SENDER1–GROUND : APPROX. 198.5 AT 50°C (122°F)

: APPROX. 29.7 AT 105°C (221°F)


B 6 25 E 9 22 J 3 24

C13 C 24 F 5 24 O 1 22 (3S–GTE), 23 (5S–FE)

C14 A 24 I 3 22 P 2 24

C15 B 24 J 1 24 V 1 22 (3S–GTE), 23 (5S–FE)

C16 D 24 J 2 24 W 1 22 (3S–GTE), 23 (5S–FE)

: RELAY BLOCKS




5 20 R/B NO. 5 (FRONT LUGGAGE COMPARTMENT LEFT)



3A



3D


EA126 (3S–GTE)



EA326 (3S–GTE)



EB126 (3S–GTE)



EC1 26 (3S–GTE) ENGINE WIRE AND ENGINE NO. 4 WIRE (NEAR THE INTAKE MANIFOLD)

ID2 30 COWL WIRE AND COWL WIRE (BEHIND COMBINATION METER)



II2






: GROUND POINTS


EA26 (3S–GTE)


INTAKE MANIFOLD





SERVICE HINTS

171

: SPLICE POINTS



I10 32 COWL WIRE B14 34 LUGGAGE ROOM WIRE

I23

172

RADIATOR FAN AND AIR CONDITIONING

1. COOLING FAN OPERATIONWHEN THE IGNITION SW IS TURNED ON, THE CURRENT FROM AM2 FUSE FLOWS TO TERMINAL 3 OF FAN MAIN RELAY →TERMINAL 1 → GROUND, CAUSING THE FAN MAIN RELAY OF EACH FAN TO TURN ON.

AT THE TIME, THE CURRENT FROM AM2 FUSE FLOWS TO FAN RELAY NO. 1 AND NO. 2, AND FLOWS FROM TERMINAL 2 OF FANRELAY NO. 1 AND NO. 2 → TERMINAL 1 → TERMINAL 2 OF A/C SINGLE PRESSURE SW → TERMINAL 3 → TERMINAL 8 OF A/CAMPLIFIER. AT THE SAME TIME, THE CURRENT FROM GAUGE FUSE FLOWS TO TERMINAL 7 OF A/C AMPLIFIER → TERMINAL 1 →TERMINAL 1 OF FAN RELAY NO. 3 → TERMINAL 2 → GROUND, CAUSING THE FAN RELAY NO. 3 TO TURN ON.

* OPERATION AT LOW SPEED

WHEN THE IGNITION SW IS TURNED ON, THE FAN MAIN RELAY AND FAN RELAY NO. 1, NO. 2 AND NO. 3 TURN ON, THE CURRENTFLOWS FROM ATL FUSE FLOWS TO TERMINAL 5 OF FAN MAIN RELAY → TERMINAL 4 → CDS FAN FUSE → TERMINAL 2 OF A/CCONDENSER FAN MOTOR → TERMINAL 1 → TERMINAL 3 OF FAN RELAY NO. 2 → TERMINAL 5 → TERMINAL 5 OF FAN RELAY NO. 3→ TERMINAL 3 → TERMINAL 2 OF RADIATOR FAN MOTOR → TERMINAL 1 → GROUND, FLOWING TO EACH FAN MOTOR IN SERIES,CAUSING THE 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 1402 KPA 14.3 KG/CM2 203 PSI), THE A/C SINGLE PRESSURE SW TURNS OFF.

AS A RESULT, FAN RELAY NO. 1 AND NO. 2 TURN OFF AND THE CURRENT FLOWS FROM ALT FUSE TO TERMINAL 5 OF FAN MAINRELAY → TERMINAL 4 → CDS FAN FUSE → TERMINAL 2 OF A/C CONDENSER FAN MOTOR → TERMINAL 1 → TERMINAL 3 OF FANRELAY NO. 2 → TERMINAL 4 → GROUND, AT THE SAME TIME FROM TERMINAL 4 OF FAN MAIN RELAY TO RAD FAN FUSE →TERMINAL 4 OF FAN RELAY NO. 1 → TERMINAL 3 → TERMINAL 2 OF RADIATOR FAN MOTOR → TERMINAL 1 → GROUND, FLOWINGTO EACH FAN MOTOR IN PARALLEL CAUSING THE FAN TO ROTATE AT HIGH SPEED.

NOTE THAT, EVEN IF THE ENGINE COOLANT TEMPERATURE RISES ABOVE 90°C (194°F), THE WATER TEMP. SW (FOR RADIATORFAN) TURNS OFF A SIGNAL IS SENT TO TERMINAL 9 OF A/C AMPLIFIER. BECAUSE THE CURRENT FLOWS FROM TERMINAL 8 OF A/CAMPLIFIER TO TERMINAL 6 IS SHUT OFF, THE CIRCUIT BETWEEN THE A/C SINGLE PRESSURE SW AND GROUND IS DEACTIVATED,SO THE SAME OPERATION CONTINUES.

2. HEATER BLOWER MOTOR OPERATIONCURRENT IS APPLIED AT ALL TIMES THROUGH THE HTR FUSE TO TERMINAL 5 OF HEATER RELAY.

WHEN THE IGNITION SW IS TURNED TO ON, THE CURRENT FLOWS THROUGH GAUGE FUSE TO TERMINAL 1 OF HEATER RELAY →TERMINAL 3 → TERMINAL 10 OF AIR VENT MODE CONTROL SERVO MOTOR → TERMINAL 11 → TERMINAL (A)4 AND (A)5 OF A/CCONTROL ASSEMBLY.

* LOW SPEED OPERATION

WHEN THE BLOWER SW (A/C CONTROL ASSEMBLY) IS MOVED TO LOW POSITION, THE CURRENT FLOWS TO TERMINAL (A)4 AND(A)5 OF A/C CONTROL ASSEMBLY → TERMINAL (A)6 OF A/C CONTROL ASSEMBLY → GROUND AND TURNS THE HEATER RELAY ON.

THIS CAUSES THE CURRENT FLOWING FROM THE HTR FUSE TO TERMINAL 5 OF THE HEATER RELAY TO FLOW TO TERMINAL 4 OFHEATER RELAY → TERMINAL 1 OF BLOWER MOTOR → TERMINAL 2 → TERMINAL 1 OF BLOWER RESISTOR → TERMINAL 4 →GROUND, CAUSING THE BLOWER MOTOR TO ROTATE AT LOW SPEED.

* HIGH SPEED OPERATION

WHEN THE BLOWER SW (A/C CONTROL ASSEMBLY) IS MOVED TO HI POSITION, THE CURRENT FLOWS TO TERMINAL (A) 4 AND (A)5 OF A/C CONTROL ASSEMBLY → TERMINAL (A) 6 OF A/C CONTROL ASSEMBLY → GROUND AND TURNS THE HEATER RELAY ON.

THIS CAUSES THE CURRENT FLOWING FROM THE HTR FUSE TO TERMINAL 5 OF THE HEATER RELAY TO FLOW TO TERMINAL 4 OFHEATER RELAY → TERMINAL 1 OF BLOWER MOTOR → TERMINAL 2 → TERMINAL (A) 3 OF A/C CONTROL ASSEMBLY → TERMINAL(A) 6 → GROUND, CAUSING THE BLOWER MOTOR TO ROTATE AT HIGH SPEED.

* MEDIUM SPEED OPERATION (OPERATION AT M1, M2)

WHEN THE BLOWER SW (A/C CONTROL ASSEMBLY) IS MOVED TO M1 POSITION, THE CURRENT FLOWS TO TERMINAL (A) 4 AND (A)5 OF A/C CONTROL ASSEMBLY → TERMINAL (A) 6 OF A/C CONTROL ASSEMBLY → GROUND AND TURNS THE HEATER RELAY ON.

THIS CAUSES THE CURRENT FLOWING FROM THE HTR FUSE TO TERMINAL 5 OF THE HEATER RELAY TO FLOW TO TERMINAL 4 OFHEATER RELAY → TERMINAL 1 OF BLOWER MOTOR → TERMINAL 2 → TERMINAL 1 OF BLOWER RESISTOR → TERMINAL 2 →TERMINAL (A) 1 OF A/C CONTROL ASSEMBLY → TERMINAL (A) 6 → GROUND, CAUSING THE BLOWER MOTOR TO ROTATE ATMEDIUM LOW SPEED.

WHEN THE BLOWER SW (A/C CONTROL ASSEMBLY) IS MOVED TO M2 POSITION, THE CURRENT FLOWS FROM TERMINAL 5 OFHEATER RELAY TO FLOW TO TERMINAL 4 OF HEATER RELAY → TERMINAL 1 OF BLOWER MOTOR → TERMINAL 2 → TERMINAL 1OF BLOWER RESISTOR → TERMINAL 3 → TERMINAL (A) 2 OF BLOWER SW (A/C CONTROL ASSEMBLY) → TERMINAL (A) 6 →GROUND.

THIS CURRENT FLOWS FROM BLOWER MOTOR TO GROUND IS GREATER THAN AT M1 POSITION, SO THE BLOWER MOTORROTATES AT MEDIUM HIGH SPEED.

SYSTEM OUTLINE

173

3. OPERATION OF AIR INLET SERVO MOTOR∗ SWITCHING FROM FRESH TO RECIRC

WITH THE IGNITION SW TURNED ON, THE CURRENT FLOWS FROM GAUGE FUSE TO TERMINAL 4 OF AIR INLET SERVO MOTOR.

WHEN THE RECIRC/FRESH SW IS SWITCHED TO THE RECIRC SIDE, THE CURRENT FLOWS FROM TERMINAL 4 OF AIR INLET SERVOMOTOR → TERMINAL 1 → TERMINAL (C) 9 OF A/C CONTROL ASSEMBLY → TERMINAL (C) 15 → GROUND, THE MOTOR ROTATESAND 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 TERMINAL4 OF AIR INLET SERVO MOTOR → TERMINAL 3 → TERMINAL (C) 1 OF A/C CONTROL ASSEMBLY → TERMINAL (C) 15 → GROUND,THE MOTOR ROTATES AND THE DAMPER MOVES TO THE FRESH SIDE.

WHEN IT IS IN THE FRESH POSITION, THE CURRENT IS CUT INSIDE THE SERVO MOTOR AND THE DAMPER STOPS AT THATPOSITION.

4. OPERATION OF AIR VENT MODE CONTROL SERVO MOTORWITH IGNITION SW TURNED ON, THE CURRENT FLOWS FROM GAUGE FUSE TO TERMINAL 6 OF AIR VENT MODE CONTROL SERVOMOTOR → TERMINAL 7 → GROUND, AND THE DAMPER MOVES TO THE POSITION OF THE MODE SELECTION SW OF THE CONTROLASSEMBLY SW.

WHEN THE MODE SELECTION SW OF A/C CONTROL ASSEMBLY IS MOVED TO DEF POSITION WITH THE DAMPER IN THE FACEPOSITION, THE CURRENT FLOWS FROM TERMINAL 5 OF AIR VENT MODE CONTROL SERVO MOTOR TO TERMINAL (C) 14 OF A/CCONTROL ASSEMBLY → TERMINAL (C) 15 → GROUND.

AS A RESULT, THE SERVO MOTOR OPERATES THEN UNIT THE DAMPER REACHES DEF POSITION.

FOOT/DEF POSITION: THE CURRENT FLOWS FROM TERMINAL 4 OF SERVO MOTOR TO TERMINAL (C) 5 OF A/C CONTROLASSEMBLY.

FOOT POSITION: THE CURRENT FLOWS FROM TERMINAL 3 OF SERVO MOTOR TO TERMINAL (C) 4 OF A/C CONTROL ASSEMBLY.

BI–LEVEL POSITION: THE CURRENT FLOWS FROM TERMINAL 2 OF SERVO MOTOR TO TERMINAL (C) 13 OF CONTROL ASSEMBLY.

5. AIR CONDITIONER OPERATIONTHE A/C AMPLIFIER RECEIVES VARIOUS SIGNALS, THE ENGINE SPEED SIGNAL FROM THE IGNITER, OUTLET TEMPERATURESIGNAL FROM THE A/C THERMISTOR AND CURRENT TEMPARATURE FROM THE WATER TEMP. SW, 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 (B) 5 OF A/C CONTROL ASSEMBLY → TERMINAL (B) 6 → TERMINAL 11 OF A/C AMPLIFIER.

AT THIS TIME, THE A/C AMPLIFIER IS ACTIVATED AND THE CURRENT APPLIED FROM A/C FUSE TO TERMINAL 1 OF A/C MAGNETICCLUTCH RELAY FLOWS FROM TERMINAL 3 OF A/C MAGNETIC CLUTCH RELAY → TERMINAL 15 OF A/C AMPLIFIER → TERMINAL 6 →GROUND. THIS CAUSES THE A/C MAGNETIC CLUTCH RELAY TO TURN ON, SO THE CURRENT APPLIED TO TERMINAL 2 OF A/CMAGNETIC CLUTCH RELAY FLOWS FROM TERMINAL 4 OF A/C MAGNETIC CLUTCH RELAY → TERMINAL 1 OF A/C MAGNETICCLUTCH → GROUND, CAUSING THE A/C COMPRESSOR TO OPERATE.

WITH THE ACTIVATION OF A/C AMPLIFIER, CURRENT APPLIED FROM A/C FUSE TO TERMINAL 2 OF VSV (FOR A/C IDLE–UP) FLOWSFROM TERMINAL 1 OF VSV (FOR A/C IDLE–UP) → TERMINAL 14 OF A/C AMPLIFIER → TERMINAL 6 → GROUND, AND TURNS ON THEVSV TO AVOID LOWERING THE ENGINE SPEED DURING THE AIR CONDITIONING OPERATES.

WHEN ANY OF THE FOLLOWING SIGNALS ARE INPUT TO THE A/C AMPLIFIER, THE AMPLIFIER OPERATES TO TURN OFF THE AIRCONDITIONING.

∗ THE ENGINE SPEED DECREASES. (3S–GTE)

∗ COOLANT TEMP. SIGNAL IS HIGH.

∗ A SIGNAL THAT THE TEMPERATURE AT THE AIR OUTLET IS LOW.

∗ A SIGNAL THAT THE REFRIGERANT PRESSURE IS ABNORMALLY HIGH OR LOW.

174


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180


A 9 A/C THERMISTOR3–4 : APPROX. 4852 AT 0°C (32°F)

APPROX. 2341 AT 15°C (59°F)APPROX. 1500 AT 25°C (77°F)

A18 A/C DUAL PRESSURE SW [A/C TRIPLE PRESSURE SW]1–4 : OPEN WITH THE PRESSURE LESS THAN 206 KPA (30 PSI, 2.1 KG/CM2) OR ABOVE 2648 KPA (384 PSI, 27 KG/CM2)

W 3 WATER TEMP. SW (FOR RADIATOR FAN)1–2 : OPEN ABOVE APPROX. 90°C (194°F)

CLOSED BELOW APPROX. 83°C (184.4°F)B 3 BLOWER RESISTOR

1–3 : APPROX. 0.45 3–2 : APPROX. 0.78 2–4 : APPROX. 0.91

A 4 A/C AMPLIFIER 7–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW ON 6–GROUND : ALWAYS CONTINUOUS18–9 : CONTINUOUS WITH THE WATER TEMP. SW CLOSED [BELOW APPROX. 83°C (184.4°F)] 5–GROUND : APPROX. 12 VOLTS WITH THE ENGINE RUNNING (3S–GTE)11–GROUND: APPROX. 12 VOLTS WITH THE IGNITION SW ON AND THE A/C SW (A/C CONTROL ASSEMBLY) ON

A12 AIR INLET SERVO MOTOR4–3 : CLOSED WITH THE AIR INLET DAMPER AT RECIRC POSITION4–1 : CLOSED WITH THE AIR INLET DAMPER AT FRESH POSITION


A 1 22 (3S–GTE), 23 (5S–FE) A13 24 E 4 C 23

A 4 24 A17 25 I10 24

A 5 C 24 A18 25 J 1 24

A 6 A 24 B 2 24 J 3 24

A 7 B 24 B 3 24 R 5 25

A 8 24 D 3 24 V 4 22 (3S–GTE), 23 (5S–FE)

A 9 24E 4

A 22 W 3 25

A12 24E 4

B 23

: RELAY BLOCKS



5 20 R/B NO. 5 (FRONT LUGGAGE COMPARTMENT LEFT)



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I26 B 8

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I27 B22 34 ENGINE ROOM MAIN WIRE

182

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FOG LIGHT LH

FRONT SIDE MARKERLIGHT LH


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POWER STEERINGDRIVER

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ENGINE CONTROLMODULE (ENGINE ANDELECTRONICALLYCONTROLLEDTRANSMISSIONECU (A/T),ENGINE ECU (M/T))

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ENGINE HOODCOURTESY SW

NOISE FILTER(FOR IGNITIONSYSTEM)

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LICENSE PLATE LIGHT

HIGH MOUNTED STOPLIGHT

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DATA LINK CONNECTOR 1(CHECK CONNECTOR)(E1)

DATA LINK CONNECTOR 1(CHECK CONNECTOR)(E1)

VEHICLE SPEED SENSOR(SPEED SENSOR)(FOR ELECTRONICALLYCONTROLLEDTRANSMISSION SYSTEM)

184

GROUND POINT

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COMBINATION SW (ED)

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DOOR KEY LOCKAND UNLOCK SW LH

DOOR KEY CYLINDERLIGHT AND OUT SIDEHANDLE SW

REMOTE CONTROLMIRROR SW

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STEREO COMPONENTAMPLIFIER

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TURN SIGNAL FLASHER

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BUCKLE SW

SEAT BELT WARNINGRELAY

COMBINATION METER(EP)

COMBINATION SW(EL)

CLOCK

THEFT DETERRENTECU

RHEOSTAT

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B16

B16

B16

B16

I27

1

IK1

10

3D

11

3C

11

3C

10

3B

9

3B

8

3B

7

3A

7

3A

6

3D

12

3D

10

(EXCEPT *1)

IC

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W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

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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

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BR

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W–B

W–B

B16

W–B

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I29

IH1

19

I27

B20

IH1

8

I36

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I24

I 7

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–G

W–BW–BW–BW–B

W–B

W–B

(*7)

W–B

COMBINATION SW (E)

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A/T INDICATORLIGHT [COMB. METER]

A/C CONTROLASSEMBLY

A/C AMPLIFIER

INTERIOR LIGHTCONTROL RELAY

W–B

W–B

W–B

(EXCEPT *1)

I29

W–B

A/C CONTROLASSEMBLY

AIR VENT MODECONTROL SERVO MOTOR

A/C AMPLIFIER

WATER TEMP. SW(FOR RADIATOR FAN)

W–B

W–B

BR

BR

(W/ A/C)

A

(EXCEPT *1)

BLOWER RESISTORW–B

RADIO AND PLAYER

W–B

W–B

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16

II2

1

IH1

4Y YW–B

W–B

(W/O A/C)

W

BR

(EXCEPT *5)

(*1)

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W–B

I16 : M/TI 5 : A/T

(*5)

I29

W–B

GND

GND

W–B

AA

I27 : M/TI 6 : A/T

I27 : M/TI26 : A/T

CENTER AIRBAGSENSOR ASSEMBLY(E2)

IF1

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(EXCEPT *4)

(EXCEPT *1)

(*1)

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(A/T)

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W–B

DOOR LOCK MOTOR,DOOR UNLOCKDETECTION AND DOOROPEN DETECTION SW LH

185

*1 : (1) A/T(2) M/T W/ CRUISE CONTROL, ABS,

POWER WINDOW OR WOOFER SPEAKERER

*2 : W/ WOOFER SPEAKER*3 : W/O WOOFER SPEAKER*4 : W/ DOOR KEY CYLINDER LIGHT

*5 : W/ CD PLAYER*6 : W/O THEFT DETERRENT*7 : W/ THEFT DETERRENT

CRUISE CONTROL ECU

DOOR LOCK ECU

CRUISE CONTROL ECU

AIR VENT MODECONTROL SERVO MOTOR

A/C CONTROLASSEMBLY

RHEOSTAT

CLOCK

POWER MAIN RELAY

FUEL PUMP

CENTER AIRBAGSENSOR ASSEMBLY(E1)

COMBINATION METER(ES)

FUEL SENDER

DOOR LOCK MOTOR RH(W/O THEFT DETERRENT)

DOOR LOCK CONTROL SWRHB15

B15

B15

IJ1

10

ID

B

B

B

B

B

B

B

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

BRBR

W–BW–B

W–B

W–B

W–B

W–B

BR

W–B

W–B

JUN

CTI

ON

CO

NN

EC

TO

RJ

1(*1)

(*1)

SHIFT LOCK ECUW–B

EA1

7

IE3

2

BM1

4

COMBINATION METER

I13

STARTER RELAYW–B W–B

W–B

W–B

W–B

W–B W–B

W–B W–B

W–B

W–B

B

(A/T) (M/T)(EXCEPT *1)

(*1)

B

(*1)

BM1

3

BM2

8

EA1

1 BRBRBR

W–B

(A/T) (M/T)

(M/T)

(A/T)

(*1)

BR

(*1)

(*6)

I26 : M/TI30 : A/T

I27 : M/TI10 : A/T

I27 : M/TI10 : A/T

VEHICLE SPEED SENSOR(SPEED SENSOR) NO. 1(FOR COMBINATIONMETER)

(*1) (*1)

DOOR KEY LOCKAND UNLOCK SW RH

DOOR LOCK MOTOR,DOOR UNLOCKDETECTION AND DOOROPEN DETECTION SW RH

I26 : M/TI27 : A/T

186

GROUND POINT

: PARTS LOCATION


J 1 24 J 3 24

: RELAY BLOCKS







3A



3D



EA126 (3S–GTE)



EA326 (3S–GTE)



EC1 26 (3S–GTE) ENGINE WIRE AND ENGINE NO. 4 WIRE (NEAR THE INTAKE MANIFOLD)

IE1


IE4









: GROUND POINTS


EA26 (3S–GTE)


INTAKE MANIFOLD







BH 34 UNDER THE RIGHT CENTER PILLAR


187

: SPLICE POINTS


E 6 B 3

E 7 26 (3S–GTE) B 6

E11

26 (3S GTE)

ENGINE WIREB 7

E20ENGINE WIRE

B 8

E22 28 (5S–FE) B 9 34 LUGGAGE ROOM WIRE

E24

28 (5S FE)

B11

34 LUGGAGE ROOM WIRE

I 5 B12

I 6 B13

I 7 B14

I10 B15 34 FRONT DOOR RH WIRE


I1632 COWL WIRE

B1734 FRONT DOOR LH WIRE

I2432 COWL WIRE

B20 34 COWL WIRE

I25 B22

I26 B23

I27 B26 34 ENGINE ROOM MAIN WIRE

I29 B28

34 ENGINE ROOM MAIN WIRE

I30 B29

I36 32 A/C SUB WIRE

Documents

1995 Mr2 Wiring Diagram - Toyota MR2 Message Board