1991 LEXUS SC300 oil

ON±VEHICLE REPAIR
COMPONENTS
SA097±02
SIDE GEAR SHAFT OIL SEAL
REPLACEMENT
SA0V1±04
1. DRAIN DIFFERENTIAL OIL
2. REMOVE REAR DRIVE SHAFT(See page SA±65)
3. REMOVE SIDE GEAR SHAFT
(a) Using SST and 2 bolts, remove the side gear shaft. SST 09520±22010
(b) Remove the snap ring from the side gear shaft.
4. REMOVE SIDE GEAR SHAFT OIL SEAL Using SST, remove the oil seal.
SST 09308±00010
±
SUSPENSION AND AXLE REAR DIFFERENTIALSA±79
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5. INSTALL SIDE GEAR SHAFT OIL SEAL
(a) Using SST and a hammer, drive in a new oil seal.SST 09608±32010, 09608±35014 (09608±06020)
(b) Apply MP grease to the oil seal lip.
6. INSTALL SIDE GEAR SHAFT
(a) Install a new snap ring to the side gear shaft.
(b) Using a hammer and brass bar, tap in the side gear shaft to
the differential.
NOTICE: Be careful not damage the side gear shaft and oil
seal.
7. CHECK INSTALLATION OF SIDE GEAR SHAFT
(a) Check that there is 2±3 mm (0.08±0.12 in.) of play in axialdirection.
(b) Check that the side gear shaft will not come out by trying to pull it out by hand.
8. INSTALL REAR DRIVE SHAFT
(See page SA±65)
9. CHECK DIFFERENTIAL OIL LEVEL Fill with hypoid gear oil if necessary.
Oil grade:
API GL±5 Hypoid Gear Oil
Viscosity: Above±18
C (0
F) SAE 90
Below±18
C (0
F) SAE 80W±90 or 80W
Capacity: 1.35 liters (1.43 US qts, 1.19 lmp. qts)
SA±80±
SUSPENSION AND AXLE REAR DIFFERENTIAL
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ECU Power Source Circuit
CIRCUIT DESCRIPTION
When the ignition switch is turned on, battery voltage
is applied to the terminal IG SW of the ECU, and the
main relay control circuit in the ECU sends a signal to
the terminal M±REL of the ECU, switching on the
main relay. This signal causes current to flow to the
coil, closing the contacts of the main relay and supply-
ing power to the terminals +B and +B1 of the ECU.
If the ignition switch is turned off, the ECU continues
to switch on the main relay for a maximum of 2 se-
conds for the initial setting of the ISC valve.
DIAGNOSTIC CHARTDIAGNOSTIC CHART
See next page for the DIAGNOSTIC CHART.
WIRING DIAGRAM
TR±124±
ENGINE TROUBLESHOOTING Circuit Inspection
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Cold Start Injector Circuit
CIRCUIT DESCRIPTION
The cold start injector is used to maintain the engine startability when it\
is cold. The injection volume, i,e, the
length of time the injector is energized, is controlled by the ECU and t\
he cold start injector time switch.
During a cold start, when the starter turns the contacts in the cold start inj\
ector time switch close. Thus current
flows to the cold start injector coil, injecting fuel. At the same time, a bi\
metal in the heat coil is energized and
heats up. This soon causes the contacts to open, cutting off the current flow to the injector coil and stopping
fuel injection.
The injection duration of the cold start injector is determined by the cool\
ant temperature and the length of time
current flows to the heat coil. When the engine is warm, the contacts are opened by the bimetal and the cold
start injector does not operate.
When the engine is hard to start and the starter is operated continuously, heat coil (2) heats up the bimetal keep-
ing the contacts open to prevent spark plugs from becoming fouled, which is\
caused by the cold start injector
operation when the open contacts close again.
When the engine is started at a coolant temperature of 225C (72 5F) or lower, the cold start injector operation
time is controlled by the cold start injector time switch.
When the coolant temperature is in the normal temperature range 22 5C (72 5F) or higher, the contacts of the cold
start injector time switch are open and the time switch is off, instead, the ECU controls the operating time of the
cold start injector.
In this way, the CO and HC levels can be reduced while the engine is being started \
and the engine startability
is maintained. Control by the ECU ends when the coolant temperature reac\
hes 60 5C (140 5F).
TR±136±
ENGINE TROUBLESHOOTING Circuit Inspection
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ISC Valve Circuit
CIRCUIT DESCRIPTION
The ISC valve is provided on the intake air chamber and in-
take air bypassing the throttle valve is directed to the ISC
valve through a hose.
A step motor is built into the ISC valve. It consists of four
coils, the magnetic rotor, valve shaft and valve. When cur-
rent flows to the coils due to signals from the ECU, the rotor
turns and moves the valve shaft forward or backward,
changing the clearance between the valve and the valve
seat.
In this way the intake air volume bypassing the throttle valve
is regulated, controlling the engine speed.
There are 125 possible positions to which the valve can be
opened.
DIAGNOSTIC CHARTDIAGNOSTIC CHART
Check operation for ISC valve.Replace ISC valve.
Repair or replace harness or
connector.
Proceed to next circuit inspection shown on
matrix chart (See page TR±35).
Check harness and connector between EFI
main relay, ISC valve and ECU.
TR±140±
ENGINE TROUBLESHOOTING Circuit Inspection
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YESNO
NOYES
YES
NO
OKNG
BASIC INSPECTION
When the normal code is displayed in the diagnostic code check, troubleshoot\
ing should be performed in the
order for all possible circuits to be considered as the causes of the pr\
oblems.
In many cases, by carrying out the basic engine check shown in the follo\
wing flow chart, the location causing
the problem can be found quickly and ef ficiently. Therefore, use of this check is essential in engine troubleshoot-
ing.
1Is battery voltage 11 V or more when engine is stopped?
Charge or replace battery.
2Is engine cracnked?
Proceed to matrix to matrix chart of problem
symptoms on page TR±35.
3Does engine start?
Go to step [7]
4Check air filter
C
Hint
PRemove air filter
Visially check that the air cleaner element is not exces-
sively damaged or oily.
If necessary, clean element with compressed air. First
blow from inside thoroughly, then blow off outside of ele-
ment.
Repair or replace
Go to Step [5].
TR±24±
ENGINE TROUBLESHOOTING Basic Inspection
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OKNG
OKNG
5Check idle speed.
C
OK
P(1) Warm up engine at normal operating temperature.
(2) Switched off all accessories.
(3) Switched off air conditioner.
(4) Shift transmission into ªNº range.
(5) Connect tachometer test probe to terminal IG
of
check connector, and set the tachometer to the
4±cylinder range.
Check idle speed.
Idle speed: 650 ~ 750 rpm
Caution:

NEVER allow tachometer test probe to touch
ground as it could result in damage to igniter
and/or coil.

As some tachometers are not compatible with
this ignition system, we recommended that you
confirm compatibility of your unit before use.
Proceed to matrix chart of problem symptoms on page
TR±35 .
6Check ignition timing.
C
OK
P(1) Warm up engine at normal operating temperture.
(2) Shift transmission into ªNº range.
(3) Keep the engine speed at idle.
(4) Using SST, connect terminals TE1 and E1 of check
connector.
SST 09843±18020
(5) Using a timing light. connect the tester to No. 6 high±tension cord.
Check ignition timing.
Ignition Timing: 8±12  BTDC at idle
Proceed to page IG±28 and continue to troubleshoot.
Proceed to matix chart of problem symptoms on
page TR±35 .
±
ENGINE TROUBLESHOOTING Basic InspectionTR±25
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CIRCUIT INSPECTIONDiag. Code 12
RPM Signal Circuit (No. 1)
CIRCUIT DESCRIPTION
The distributor in the Engine Control System contains three pick±up coil\
s (G1, G2 and NE).
The G1, G2 signals inform the ECU of the standard crankshaft angle.
The NE signals inform the ECU of the crankshaft angle and the engine spe\
ed.
 Code No. Diagnostic Code Detecting Condition Trouble Area
  
NoºNEºorºG1ºandºG2ºsignal to ECU within 2
 

Open or short in NE G circuit  No ºNEº or ºG1º and ºG2º signal to ECU within 2
sec after cranking 
Open or short in NE, G circuit.

Distributor
 12 sec. after cranking. 
Distributor

Open or short in STA circuit.
ECU  Open in ºGº
circuit. 
Oen or short in STA circuit.

ECU
TR±46±
ENGINE TROUBLESHOOTING Circuit Inspection
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