1991 LEXUS SC400 sensor

131
E 1 ECT SOLENOID
1±4 : APPROX. 5.3

2±5 : APPROX. 3.7

3±GROUND : APPROX. 13.2

6±GROUND : APPROX. 13.2

E 2 EFI WATER TEMP. SENSOR
1±2 : APPROX. 16.2K
( ±20 °C ±4 °F)
APPROX. 2.5K
( 20 °C 68 °F)
APPROX. 0.32K
( 80 °C 176 °F)
E 8 ECT PATTERN SELECT SW
4±3 : CLOSED WITH ECT PATTERN SELECT SW AT POWER POSITION
E 9(A), E10(B) ENGINE AND ECT ECU
BATT ± E1: ALWAYS APPROX. 12 VOLTS
IGSW ± E1: APPROX. 12 VOLTS WITH IGNITION SW ON
BK ± E1: APPROX. 12 VOLTS WITH BRAKE PEDAL DEPRESSED
P ± E1: APPROX. 12 VOLTS WITH IGNITION SW ON POSITION AND ECT PATTERN SELECT SW AT POWER POSITION
KD±GROUND :CONTINUITY WITH KICK DOWN SW ON
OD2 ± E1: APPROX. 12 VOLTS WITH O/D MAIN SW ON
0 VOLTS WITH O/D MAIN SW ON
+B±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
+B1±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
MREL±GROUND:APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
E01±GROUND : ALWAYS CONTINUITY
E02±GROUND : ALWAYS CONTINUITY
L±GROUND : APPROX. 12 VOLTS WITH SHIFT LEVER AT ªLº RANGE
2±GROUND : APPROX. 12 VOLTS WITH SHIFT LEVER AT ª2º RANGE
R±GROUND : APPROX. 12 VOLTS WITH SHIFT LEVER AT ªRº RANGE
E1±GROUND : ALWAYS CONTINUITY
VC±VTA1 : LESS THAN 1 VOLTS WITH THROTTLE VALVE FULLY CLOSED
MORE THAN 3 VOLTS WITH THROTTLE VALVE OPEN
VTA1 ± E2: CONTINUITY WITH THROTTLE VALVE FULLY CLOSED APPROX. 4K
WITH THROTTLE VALVE FULLY OPEN
VC ± E2: APPROX. 5 VOLTS
O 1 O/D DIRECT CLUTCH SPEED SENSOR
1±2 : APPROX. 620

S 4 SPEED SENSOR NO.2 (FOR ECT)
1±2 : APPROX. 620

S12 STOP LIGHT SW
2±1 : CLOSED WITH BRAKE PEDAL DEPRESSED
SERVICE HINTS
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.
ENGINE CONTROL
THIS SYSTEM UTILIZES AN ECU AND MAINTAINS OVERALL CONTROL OF THE ENGINE, TRANSMISSION AND SO ON. AN OUTLINE O\
F
THE ENGINE CONTROL IS EXPLAINED HERE.
1. INPUT SIGNALS
(1) WATER TEMP. SIGNAL CIRCUITTHE WATER TEMP. SENSOR DETECTS THE ENGINE COOLANT TEMP. AND HAS A BUILT±IN THERMISTOR WITH A RESISTANCE
WHICH VARIES ACCORDING TO THE WATER TEMP. THE WATER TEMP. IS INPUT INTO TERMINAL THW OF ENGINE CONTROL
ECU AS A CONTROL SIGNAL.
(2) INTAKE AIR TEMP. SIGNAL CIRCUIT THE INTAKE AIR TEMP. SENSOR IS INSTALLED IN THE AIR FLOW METER AND DETECTS THE INTAKE AIR TEMP., WHICH IS INPUT
AS A CONTROL SIGNAL TO TERMINAL THA OF ENGINE CONTROL ECU.
(3) OXYGEN SENSOR SIGNAL CIRCUIT THE OXYGEN DENSITY IN THE EXHAUST EMISSION IS DETECTED AND INPUT AS A CONTR\
OL SIGNAL FROM THE OXYGEN
SENSOR NO. 1 AND NO. 2 TO TERMINALS OX1, OX2 OF THE ECU AND FROM THE OXYGEN SENSOR SUB (FOR CALIFORNIA) TO
TERMINAL OX3 OF THE ECU.
TO STABILIZE DETECTION PERFORMANCE BY THE OXYGEN SENSOR SUB (FOR CALIFORNIA)\
IS WARMED. THIS HEATER IS
ALSO CONTROLLED BY THE ECU (HT).
(4) RPM SIGNAL CIRCUIT CRANKSHAFT POSITION IS DETECTED BY THE PICK±UP COIL INSTALLED INSIDE THE DISTRIBUTOR. CRANKSHAFT POSITION
IS INPUT AS A CONTROL SIGNAL TO TERMINALS G1 AND G2 OF THE ECU, AND RPM IS INPUT TO TERMINAL NE.
(5) THROTTLE SIGNAL CIRCUIT THE THROTTLE POSITION SENSOR DETECTS THE THROTTLE VALVE OPENING ANGLE AS A CONTROL SIGNAL, WHICH IS
INPUT INTO TERMINAL VTA1 OF THE ECU. WHEN THE VALVE IS COMPLETELY CLOSED, THE CONTROL SIGNAL IS INPUT INTO
TERMINAL IDL1 .
(6) VEHICLE SPEED CIRCUIT THE VEHICLE SPEED IS DETECTED BY SPEED SENSOR NO. 1 INSTALLED IN THE TRANSMISSION AND THE SIGNAL IS INPUT TO
TERMINAL SPD OF THE ECU VIA THE COMB. METER.
(7) NEUTRAL START SIGNAL CIRCUIT THE NEUTRAL START SW DETECTS WHETHER THE SHIFT POSITION IS IN NEUTRAL OR NOT, AND THE SIGNAL IS INPUT INTO
TERMINAL NSW OF THE ECU.
(8) AIRCONDITIONING SW SIGNAL CIRCUIT THE OPERATING VOLTAGE OF THE A/C MAGNETIC CLUTCH IS DETECTED AND THE SIGNAL IS INPUT INTO TERMINAL ACMG OF
ECU AS A CONTROL SIGNAL.
(9) BATTERY SIGNAL CIRCUIT VOLTAGE IS CONSTANTLY APPLIED TO TERMINAL BATT OF THE ECU. WITH THE IGNITION SW TURNED ON, THE VOLTAGE FOR
ECU START±UP POWER SUPPLY IS APPLIED TO TERMINALS +B AND +B1 OF ECU VIA EFI MAIN RELAY.
THE CURRENT FLOWING THROUGH THE IGN FUSE FLOWS TO TERMINAL IGSW OF THE ECU.
(10) INTAKE AIR VOLUME SIGNAL CIRCUIT INTAKE AIR VOLUME IS DETECTED BY THE AIR FLOW METER AND THE SIGNAL IS INPUT TO TERMINAL KS OF THE ECU AS A
CONTROL SIGNAL.
(11) STOP LIGHT SW SIGNAL CIRCUIT THE STOP LIGHT SW IS USED TO DETECT WHETHER OR NOT THE VEHICLE IS BRAKING AND THE SIGNAL IS INPUT INTO
TERMINAL STP OF THE ECU AS A CONTROL SIGNAL.
(12) STA SIGNAL CIRCUIT TO CONFIRM WHETHER THE ENGINE IS CRANKING, THE VOLTAGE APPLIED TO THE STARTER MOTOR DURING CRANKING IS
DETECTED AND THE SIGNAL IS INPUT INTO TERMINAL STA OF THE ECU AS A CONTROL SIGNAL.
(13) ENGINE KNOCK SIGNAL CIRCUIT ENGINE KNOCKING IS DETECTED BY KNOCK SENSOR NO. 1 AND NO. 2 AND THE SIGN\
AL IS INPUT INTO TERMINALS KNK1 AND
KNK2 AS A CONTROL SIGNAL.
SYSTEM OUTLINE
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2. CONTROL SYSTEM
*EFI (ELECTRONIC FUEL INJECTION) SYSTEM
THE EFI SYSTEM MONITORS THE ENGINE CONDITION THROUGH THE SIGNALS INPUT FROM EACH SENSOR (IN\
PUT SIGNALS
FROM (1) TO (13) ETC.) TO THE ECU. THE BEST FUEL INJECTION TIMING IS DECIDED BASED ON THIS DATA AND THE PROGRAM
MEMORIZED BY THE ECU, AND THE CONTROL SIGNAL IS OUTPUT TO TERMINALS #10, #20, #30, #40, #50 AND #60 OF THE ECU TO
OPERATE THE INJECTOR. (INJECT THE FUEL). THE EFI SYSTEM PRODUCES CONTROL OF FUEL INJECTION OPERATION BY THE
ECU IN RESPONSE TO THE DRIVING CONDITIONS.
* ESA (ELECTRONIC SPARK ADVANCE) SYSTEM
THE ESA SYSTEM MONITORS THE ENGINE CONDITION THROUGH THE SIGNALS INPUT TO THE ECU FROM EACH SENSOR (INPUT
SIGNALS FROM (1), (2), (4) TO (13) ETC.). THE BEST IGNITION TIMING IS DECIDED ACCORDING TO THIS DATA AND THE
MEMORIZED DATA IN THE ECU AND THE CONTROL SIGNAL IS OUTPUT TO TERMINAL IGT THIS SIGNAL CONTROLS THE IGNITER
TO PROVIDE THE BEST IGNITION TIMING FOR THE DRIVING CONDITIONS.
* OXYGEN SENSOR HEATER CONTROL SYSTEM (USA SPEC.)
THE OXYGEN SENSOR HEATER CONTROL SYSTEM TURNS THE HEATER ON WHEN THE INTAKE AIR VOLUME IS LOW (TEMP. OF
EXHAUST EMISSIONS IS LOW), AND WARMS UP THE OXYGEN SENSOR TO IMPROVE DETECTION PERFORMANCE OF THE
SENSOR.
THE ECU EVALUATES THE SIGNALS FROM EACH SENSOR (INPUT SIGNALS FROM (1), (2), (4)\
, (9) TO (11) ETC.,) AND OUTPUTS
CURRENT TO TERMINAL HT TO CONTROL THE HEATER.
* ISC (IDLE SPEED CONTROL) SYSTEM
THE ISC SYSTEM (STEP MOTOR TYPE) INCREASES THE RPM AND PROVIDES IDLING STABILITY FOR FAST IDLE±UP WHEN THE
ENGINE IS COLD, AND WHEN THE IDLE SPEED HAS DROPPED DUE TO ELECTRICAL LOAD AND SO ON. THE ECU EVALUATES
THE SIGNALS FROM EACH SENSOR (INPUT SIGNALS FROM (1), (4), (5), (8)\
, (9), (11) ETC.), OUTPUTS CURRENT TO TERMINAL ISC1,
ISC2, ISC3 AND ISC4 TO CONTROL ISC VALVE.
* EGR CONTROL SYSTEM
THE EGR CONTROL SYSTEM DETECTS THE SIGNAL FROM EACH SENSOR (INPUT SIGNALS \
FROM (1), (4), (9), (10) ETC.), AND
OUTPUTS CURRENT TO TERMINAL EGR TO CONTROL THE EGR VALVE.
* FUEL PUMP CONTROL SYSTEM
THE COMPUTER OUTPUTS CURRENT TO TERMINAL FPC AND CONTROLS THE FUEL PUMP ECU AND FUEL PUMP DRIVE SPEED
IN RESPONSE TO CONDITIONS.
* ACIS (ACOUSTIC CONTROL INDUCTION SYSTEM)
ACIS INCLUDES A VALVE IN THE BULKHEAD SEPARATING THE SURGE TANK INTO TWO PARTS. THIS VALE IS OPENED AND
CLOSED IN ACCORDANCE WITH THE DRIVING CONDITIONS TO CONTROL THE INTAKE MANIFOLD LENGTH IN TWO STAGES FOR
INCREASED ENGINE OUTPUT IN ALL RANGES FROM LOW TO HIGH SPEEDS.
THE ECU JUDGES THE VEHICLE SPEED BY THE SIGNALS ((4), (5)) FROM EACH \
SENSOR AND OUTPUTS SIGNALS TO THE
TERMINAL ACIS TO CONTROL THE VSV (FOR OPENING AND CLOSING THE INTAKE CONTROL VALVE).
3. DIAGNOSIS SYSTEM
WITH THE DIAGNOSIS SYSTEM, WHEN THERE IS A MALFUNCTION IN THE ECU SIGNAL\
SYSTEM, THE MALFUNCTIONING SYSTEM IS
RECORDED IN THE MEMORY. THE MALFUNCTIONING SYSTEM CAN BE FOUND BY READING THE CODE DISPLAYED BY THE
CHECKING ENGINE WARNING LIGHT.
4. FAIL±SAFE SYSTEM
WHEN A MALFUNCTION HAS OCCURRED IN ANY SYSTEM, IF THERE IS A POSSIBILITY OF \
ENGINE TROUBLE BEING CAUSED BY
CONTINUED CONTROL BASED ON THE SIGNALS FROM THAT SYSTEM, THE FAIL±SAFE SYSTEM EITHER CONTROLS THE SYSTEM
BY USING DATA (STANDARD VALUES) RECORDED IN THE ECU MEMORY OR ELSE STOPS THE ENGINE.
NOTE: THE SPECIFICATION DESCRIPTIONS ªUSA SPEC.º AND ªEXC. USA SPEC.º USED IN THIS SECTION INDICATE THE
FOLLOWING SPECIFICATIONS.
USA SPEC. : USA (50 STATES) SPECIFICATIONS
EXC. USA SPEC. : USA (EXCEPT CALIFORNIA) AND CANADIAN SPECIFICATIONS.
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E2022 22
1H
12
2
22
22 1I
10
P
N
3
2
1 2
EB2
1
IE1
15 IJ2
7 IJ1
10 IK1 7
IK1
6
1J
3
1E12
31 23 132
1
4
52 I32
EB1
3 EB2 1
VCC OUT GNDY
L±R
B±O B
Y
B
L±R
W
B±O
B±R B±Y
B±W
B±R B±O
B±W B±O
Y
B
L±R
W
B±O
B±R B±R
B±W
B±O
B
B
B
B±R B±R B±Y
W±B
W Y
R
L±R Y
G±W
G±W B±O B
L±O
B
B
B±WB±Y
R
L±O
NEUTRAL
START SW
FROM POWER SOURCESYSTEM(
SEE PAGE 56 )
FROM POWER SOURCE SYSTEM
(
SEE PAGE 56 )
STARTER
RELAY S3
S12N1
7. 5A
IGN
30A
EFI
15A
STOP10A
GAUGE
SPEED SENSOR NO. 1
EFI MAIN
RELAY
STOP LIGHT
SW
TO THEFT DETERRENT
ANDDOORLOCK
ECU (
ST )
TO STARTER
4
3
B±Y
B±Y EB1
8
G±W
W
2 1 IJ 2
8
1I
5
C23
CLUTCH
START
SW B
B
( A/T )
(
M/T )
(
A/T )
B±W
( M/T ) IJ1
6
(A/T )
EB
W±B
B±W
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71
*1 :W/TRACTIONCONTROL
* 2 : W/O TRACTION CONTROL
BK
I22 B12
5
1
2
34
M
21
A
21 DI
A
22 FPC B
46
THG B
44
THW
2 1
2
1
BT1
2BT1 1
FPC DI E FP +B
B
L±Y
B±R
B±R
B±R
BR BR
G
L±Y
B±R
W±B G
B±R P
R±G P
R±G P
R±G
G
W±B
G
W±B W±B
B±RG EGR GAS TEMP. SENSOR
(
FOR CALIFORNIA )
EFI WATER TEMP. SENSOR
ENGINE ECU (
M/T )
FUEL PUMP ECU
FUEL PUMP
F15 F16 E11
,E1 2
E3
E4
A
B
IJ1
8IJ1 14
2 1
1 2 1 1H
41K 10
44
4IJ111
11 EC ED
E18 E20
I32I33
B
49
B
50 B 26 B27
B
7
B
25 B 80 B79
A
15
B
75 B 74 B 39 R±Y R±Y
B±R
BR
W±B
W±B BR
W
W
RY
B
L G
L±R
G±R
G±B
B±W B±R
B±RB±RB±R
B±R
2
( *2 )
(*2 )
(*1 )
( *1 )
VSV
(
FOR EGR )
VSV (
FOR EVAP )
VSV
( FOR INTAKE
CONTROL VALVE )
V1
V2
V3
10A
MIR
HTR
FROM POWER SOURCE SYSTEM
(
SEE PAGE 56 )
(
FOR USA SPEC. )(
FOR USA SPEC.)
(
SHIELDED )
( SHIELDED )
KNOCK SENSOR NO. 2
( ON REAR SIDE )
KNOCK SENSOR NO. 1
(
ON FRONT SIDE )
K1
K2
(SHIELDED )
2341
KNK1 KNK2 G1 G2 G± NE
G1 G2 G± NE
B
EO1 EO2
DISTRIBUTOR
D13
EGR EVAP ACIS
ELS
15A
TAIL
ENGINE AND ECT ECU (
A/T )
E9 , E10
AB 2
13
B±R
B±R
DIODE
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ENGINE CONTROL
VC
VTA
IDL
E2
2
134
12 34
E20 E18 E18
B
42
VTA2 B
63
IDL2 B
65
E2 B
64
IDL1 B
43
VTA1 B
41
VC B
45
THA B
66
KS
A
35 PS
B
47 OX2 5
THA KS VC
E2
BR BR
B±R
B±R
WGB
L±Y
B±R
BR
BR
BR
BR
BR R
Y
L±R
BR
Y±B
Y±G L±R
BR
R
Y
L±R BR
R±B
Y±L
E
THROTTLE
POSITION
SENSOR AIR FLOW METER
ENGINE ECU (
M/T )
TO S UB THROTTL E
POSITION SENSOR
(
W/ TRACTI ON
CONTROL )
E11 , E1 2
AB
T2
A9
ENGINE AND ECT ECU (
A/T )
E9 ,E10
A
B
(
FOR USA SPEC. )
1 2 I34
I40I17
I23 I32 B17
E16 I13
I34
I32
IK1 1
BY16
BY1
5
IG33
IK 2
22 IK2 12 BY1 2
BY1
1
1
1 B
48 OX1
B
71 HT
B
61 OX3
EC
BT1
17
LG±B
W
BR
W
BR±W
BR±W W
BR±W
W
R±L
R±L R±L
B±R
BR
B±R
( SHIELDED )
(
SHIELDED )
(
SHIELDED )
W
BR±W
R±B
BR BR BR R±L
G B
L±Y
B±R
BR
BR
BR
BR
(SHIELDED )
G
B
L±Y
B±R BR BR B±R
BR
R±L
BR±W
BR
OXYGEN SENSOR SUB
(FOR USA SPEC. )
O8
42 13
(
*2 )
(
*1 )
(
*2 )(
*1 )
(
*3 )
O3
OXYGEN SENSOR
MAIN NO. 1
(
ON FRONT SIDE )
POWER STERRING
PRESSURE SW P20
O4
OXYGEN SENNSOR
MAIN NO. 2
( ON REAR SIDE )
(
SHIELDED )
(
*3 )
R±L
B±R
B±R
BR
BR (*2 )
( *1 )
BR
( SHIELDED )
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ENGINE CONTROL
EFI MAIN RELAY2 ± 4: CLOSED WITH IGNITION SW AT ON OR ST POSITION
W 4 WATER TEMP. SENSOR
1 ± 2: APPROX. 16.2K (±20 °C, ±4°F)
: APPROX. 2.45K (20 °C, 68°F)
: APPROX. 0.32K (80 °C, 176 °F)
E 3 EGR GAS TEMP. SENSOR (FOR USA SPEC.)
1 ± 2: APPROX. 78.30K (50 °C, 122 °F)
APPROX. 13.06K (100 °C, 212 °F)
APPROX. 3.16K (150 °C, 302 °F)
E 9(A), E10(B) ENGINE AND ECT ECU, E11(A), E12(B) ENGINE ECU
(VOLTAGE AT ENGINE AND ECT ECU WIRING CONNECTORS)
BATT ± E1 : ALWAYS APPROX. 12 VOLTS
IGSW ± E1 : APPROX. 12 VOLTS WITH IGNITION SW ON
+B, +B1 ± E1 : APPROX. 12 VOLTS WITH IGNITION SW ON
VC ± E2 : 4±6 VOLTS WITH IGNITION SW ON
IDL1, IDL2 ± E2 : 0±1 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED
: 10±14 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY OPEN
VTA1, VTA2 ± E2 : 0.1±1.0 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED
: 3±6 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY OPEN
THA ± E2 : 1±3 VOLTS WITH IGNITION SW ON AND INTAKE AIR TEMP. 20°C ( 68°F)
THW ± E2 : 0.1±1.0 VOLTS WITH IGNITION SW ON AND COOLANT TEMP. 80°C ( 176 °F)
STA ± E1 : 6±14 VOLTS WITH ENGINE CRANKING
#10, #20, #30, #40, #50, #60 ± E1 : APPROX. 12 VOLTS WITH IGNITION SW ON
IGF ± E1 : 0±1 VOLTS WITH ENGINE IDLING
MREL ± E1 : APPROX. 12 VOLTS WITH IGNITION SW ON
DI ± E1 : 7.5±14 VOLTS WITH ENGINE IDLING
ISC1, ISC2, ISC3, ISC4 ± E1 : APPROX. 12 VOLTS WITH IGNITION SW ON
HTL1, HTR1, HTL2, HTR2 ± E01 : 0±2 VOLTS WITH ENGINE IDLING
EGR ± E1 : APPROX. 12 VOLTS WITH ENGINE IDLING
NSW ± E1 : 0±1 VOLTS WITH IGNITION SW ON AND SHIFT LEVER P OR N RANGE
: 10±14 VOLTS WITH IGNITION SW ON AND SHIFT EXCEPT P OR N RANGE
TE1 ± E1 : APPROX. 12 VOLTS WITH IGNITION SW ON
TE2 ± E2 : APPROX. 12 VOLTS WITH IGNITION SW ON
W ± E1 : APPROX. 12 VOLTS WITH ENGINE IDLING
0±2 VOLTS WITH IGNITION SW ON
A/C ± E1 : 0±2 VOLTS WITH AIR CONDITIONER ON
10±14 VOLTS WITH AIR CONDITIONER OFF
ACMG ± E1 : 0±2 VOLTS WITH AIR CONDITIONER ON
: 10±14 VOLTS WITH AIR CONDITIONER OFF
TR ± E1 : APPROX. 12 VOLTS WITH IGNITION SW ON
VTA1, VTA2 ± E2 : 0±1 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED
3±5.5 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY OPEN
NE ± E1 : 4±6 VOLTS WITH IGNITION SW ON
(RESISTANCE OF ENGINE AND ECT ECU WIRING CONNECTORS)
+B, +B1 ± #10, #20, #30, #40, #50, #60 : 13.2±14.2
+B, +B1, ISC1, ISC2, ISC3, ISC4 : 10±30
+B, +B1 ±EGR: 33±39
+B, +B1, HT : 5.1±6.3
+B, +B1 ±EVAP : 30±34
IDL1, IDL2 E2 : INFINITY WITH THROTTLE VALVE OPEN 0±0.5WITH THROTTLE VALVE FULLY CLOSED
VTA1, VTA2 E2 : 2.4±10.7WITH THROTTLE VALVE FULLY OPEN
0.3±5.9 WITH THROTTLE VALVE FULLY CLOSED
VCC ± E2 : 3±7K
THW ± E2 : 200±400 WITH COOLANT TEMP. 80°C ( 176 °F)
THA ± E2 : 2±3K WITH INTAKE AIR TEMP. 20°C ( 68°F)
THG ± E2 : 69.4±88.5K WITH EGR GAS TEMP. 50°C ( 11 2 °F)
G1, G2 ±G± : 0.835±13.5K
NE± G± : 0.835±13.5K
SERVICE HINTS
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I 1 ISC VALVE
4, 6±5 : APPROX. 21.3
1, 3±2 : APPROX. 21.3
I 6, I 7, I 8, I 9, I10, I11 INJECTOR
1 ± 2 : APPROX. 13.8
O 8 OXYGEN SENSOR SUB (FOR USA SPEC.)
1 ± 2 : APPROX. 5.6(20 °C, 68°F)
T 2 THROTTLE POSITION SENSOR
1 ± 4 : APPROX. 3±7K
1 ± 3 : 2.4±10.7 K WITH THROTTLE VALVE FULLY OPENED POSITION
0.3±5.9 K WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0MM (0 IN.)
1 ± 2 : LESS THAN 0.5K WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0.4 MM (0.0157 IN.)
INFINITY WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0.85MM (0.0335 IN.)
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