1991 LEXUS SC400 turn signal

ECU Power Source Circuit
CIRCUIT DESCRIPTION
When the ignition switch is turned on, battery voltage
is applied to the terminal IGSW 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 CHART
See next page for the DIAGNOSTIC CHART.
WIRING DIAGRAM
TR±120±
ENGINE TROUBLESHOOTING Circuit Inspection
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ABS (ANTI±LOCK BRAKE SYSTEM)
THIS SYSTEM CONTROLS THE RESPECTIVE BRAKE FLUID PRESSURES ACTING ON THE DISC\
BRAKE CYLINDERS OF THE RIGHT
FRONT WHEEL, LEFT FRONT WHEEL AND REAR WHEELS WHEN THE BRAKES ARE APPLIED IN \
A PANIC STOP SO THAT THE
WHEELS DO NOT LOCK. THIS RESULTS IN IMPROVED DIRECTIONAL STABILITY AND STEERABILITY DURING PANIC BRAKING.
1. INPUT SIGNALS
(1) SPEED SENSOR SIGNALTHE SPEED OF THE WHEELS IS DETECTED AND INPUT TO TERMINALS FL+, FR+, RL+ AND RR+ OF THE ABS 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 OPERATION
DURING SUDDEN BRAKING, THE ABS ECU WHICH HAS SIGNALS INPUT FROM EACH SENSOR CONTROLS THE CURRENT FLOWING
TO THE SOLENOID INSIDE THE ACTUATOR AND LETS THE HYDRAULIC PRESSURE ACTING ON EACH WHEEL CYLINDER ESCAPE \
TO
THE RESERVOIR.
THE PUMP INSIDE THE ACTUATOR IS ALSO OPERATING AT THIS TIME AND IT RETURNS THE BRAKE FLUID FROM THE RESERVOIR
TO THE MASTER CYLINDER, THUS PREVENTING LOCKING OF THE VEHICLE WHEELS.
IF THE ECU JUDGES THAT THE HYDRAULIC PRESSURE ACTING ON THE WHEEL CYLINDER IS INSUFFICIENT, THE CURRENT
ACTING ON SOLENOID IS CONTROLLED AND THE HYDRAULIC PRESSURE IS INCREASED.
HOLDING OF THE HYDRAULIC PRESSURE IS ALSO CONTROLLED BY THE COMPUTER, BY THE SAME METHOD AS ABOVE. BY
REPEATED PRESSURE REDUCTION, HOLDING AND INCREASE ARE REPEATED TO MAINTAIN VEHICLE STABILITY AND TO IMPROVE
STEERABILITY DURING SUDDEN BRAKING.
A 4(B), A 33(A) ABS ACTUATOR
(A) 3, (A) 4±GROUND : ALWAYS APPROX. 12 VOLTS
(A) 1±GROUND : ALWAYS CONTINUITY
(B) 4, (B) 5, (B) 6±GROUND : APPROX. 1.15
(IGNITION SW OFF)
(B) 2±GROUND :APPROX. 5
(IGNITION SW OFF)
A 7, A 8, A30, A31 ABS SPEED SENSOR FRONT LH, RH, REAR LH, RH
1±2 : APPROX. 1.0KW (20 °C, 68°F)
A22(A), A23(B) ABS ECU
(B) 11±GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON
(B) 2, (B) 13±GROUND : ALWAYS CONTINUITY
(B) 22±GROUND : ALWAYS APPROX. 12 VOLTS
(B) 1, (A) 6, (A) 12±GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON
(B) 16±GROUND : CONTINUITY WITH PARKING BRAKE LEVER PULLED UP
(B) 7±GROUND : APPROX. 12 VOLTS WITH STOP LIGHT SW ON
P 3 PARKING BRAKE SW
1±GROUND : CLOSED WITH PARKING BRAKE LEVER PULLED UP
S12 STOP LIGHT SW
1±2 : CLOSED WITH BRAKE PEDAL DEPRESSED
SYSTEM OUTLINE
SERVICE HINTS
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(FOR ABS)
THIS SYSTEM CONTROLS THE RESPECTIVE BRAKE FLUID PRESSURES ACTING ON THE DISC\
BRAKE CYLINDERS OF THE RIGHT
FRONT WHEEL, LEFT FRONT WHEEL AND REAR WHEELS WHEN THE BRAKES ARE APPLIED IN \
A PANIC STOP SO THAT THE
WHEELS DO NOT LOCK. THIS RESULTS IN IMPROVED DIRECTIONALLY STABILITY AND STEERABILITY DURING PANIC BRAKING.
1. INPUT SIGNALS
(1) SPEED SENSOR SIGNALTHE SPEED OF THE WHEELS IS DETECTED AND INPUT TO TERMINALS FL+, FR+, RL+ AND RR+ OF THE ABS AND TRACTION
ECU.
(2) STOP LIGHT SW SIGNAL A SIGNAL IS INPUT TO TERMINAL STP OF THE ABS AND TRACTION ECU WHEN THE BRAKE PEDAL IS OPERATED.
(3) PARKING BRAKE SW SIGNAL A SIGNAL IS INPUT TO TERMINAL PKB OF THE ABS AND TRACTION ECU WHEN THE PARKING BRAKE IS OPERATED.
2. SYSTEM OPERATION
DURING SUDDEN BRAKING, THE ABS AND TRACTION ECU WHICH HAS SIGNALS INPUT FROM E\
ACH SENSOR CONTROLS THE
CURRENT FLOWING TO THE SOLENOID INSIDE THE ACTUATOR AND LETS THE HYDRAULIC PRESSURE ACTING ON EACH WHEEL
CYLINDER ESCAPE TO THE RESERVOIR. THE PUMP INSIDE THE ACTUATOR IS ALSO OPERATING AT THIS TIME AND IT RETURNS
THE BRAKE FLUID FROM THE RESERVOIR TO THE MASTER CYLINDER, THUS PREVENTING LOCKING OF THE VEHICLE WHEELS.
IF THE ECU JUDGES THAT THE HYDRAULIC PRESSURE ACTING ON THE WHEEL CYLINDER IS INSUFFICIENT, THE CURRENT
ACTING ON SOLENOID IS CONTROLLED AND THE HYDRAULIC PRESSURE IS INCREASED, HOLD\
ING OF THE HYDRAULIC
PRESSURE IS ALSO CONTROLLED BY THE COMPUTER, BY THE SAME METHOD AS ABOVE. BY REP\
EATED PRESSURE REDUCTION,
HOLDING AND INCREASE ARE REPEATED TO MAINTAIN VEHICLE STABILITY AND TO IMPROVE STEERABILITY DURING SUDDEN
BRAKING.
(FOR TRACTION CONTROL)
THE TRACTION CONTROL SYSTEM IS A SYSTEM WHEREBY THE ªABS AND TRACTION ECUº AND ªTRACTION ECUº\
CONTROLS THE
ENGINE TORQUE AND THE HYDRAULIC PRESSURE OF THE WHEEL CYLINDER OF THE DRIVING WHEELS IN ORDER TO CONTROL
SPINNING OF THE DRIVING WHEELS WHEN STARTING OFF AND ACCELERATING, AND PROVIDE THE MOST APPROPRIATE DRIVING
FORCE IN RESPONSE TO THE ROAD CONDITIONS FOR VEHICLE STABILITY.
TRACTION CONTROL OPERATION
VEHICLE SPEED SIGNALS FROM THE SPEED SENSOR INSTALLED ON EACH WHEEL ARE INPUT TO THE ABS AND TRACTION ECU.
WHEN THE ACCELERATOR PEDAL IS DEPRESSED WHILE DRIVING ON A SLIPPERY ROAD AND THE DRIVING WHEEL (REAR WHEEL)
SLIPS, IF THE ROTATION OF THE REAR WHEEL EXCEEDS THE ROTATION OF THE FRONT WHEELS FOR A SPECIFIED PERIOD, THE
ECU JUDGES THAT THE REAR WHEEL IS SLIPPING.
WHEN THIS OCCURS, CURRENT FLOWS FROM TRACTION ECU TO SUB THROTTLE ACTUATOR TO CLOSE THE SUB THROTTLE
VALVE. THE THROTTLE VALVE OPENING ANGLE SIGNAL IS OUTPUT FROM TERMINAL VTA OF SUB THROTTLE POSITION SENSOR
TO TERMINAL VTA2 OF ENGINE AND ECT ECU TO KEEP THE ENGINE RPM AT THE MOST SUITABLE LEVEL FOR THE DRIVING
CONDITIONS AND REDUCE SLIP OF THE DRIVING WHEEL. AT THE SAME TIME, OPERATION OF THE ABS AND TRACTION ECU
CAUSE THE TRACTION BRAKE ACTUATORS (ACC CUT, M/C CUT, RESERVOIR CUT SOLENOID) TO TURN ON TO SWITCH THE
HYDRAULIC CIRCUIT TO ªTRACTIONº MODE.
IN THIS CASE, SIGNALS ARE INPUT FROM TERMINAL SRR OF ABS AND TRACTION ECU TO TERMINAL (B)6 OF ABS ACTUATOR, AND
FROM TERMINAL SRL OF ABS AND TRACTION ECU TO TERMINAL (B)1 OF ABS ACTUATOR, CONTROLLING THE REAR WHEEL
SOLENOID IN THE ABS ACTUATOR AND INCREASING THE HYDRAULIC PRESSURE OF THE WHEEL CYLINDER IN ORDER \
TO
PREVENT SLIP.
TO MAINTAIN THE HYDRAULIC PRESSURE OF THE REAR WHEELS, THE REAR WHEEL SOLENOID I\
NSIDE THE ABS ACTUATOR IS
PUT IN ªHOLDº MODE AND KEEPS THE HYDRAULIC PRESSURE TO THE BRAKE CYLINDER CONSTANT.
WHEN THE BRAKE CYLINDER HYDRAULIC PRESSURE IS REDUCED, THE PRESSURE REDU\
CTION MODE REDUCES AND CONTROLS
THE HYDRAULIC PRESSURE.
SYSTEM OUTLINE
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AUTOMATIC AIR CONDITIONER
1. HEATER BLOWER MOTOR OPERATION
CURRENT IS APPLIED AT ALL TIMES THROUGH HEATER FUSE (60A) TO TERMINAL 5 OF HEATER RELAY. WHEN THE IGNITION SW IS
TURNED ON, CURRENT FLOWS THROUGH HEATER FUSE (10A) TO TERMINAL 1 OF HEATER RELAY " TERMINAL 3 " TERMINAL HR
OF A/C CONTROL ASSEMBLY. AT THE SAME TIME, CURRENT ALSO FLOWS FROM HEATER FUSE (10A) TO TERMINAL IG+ OF A/C
CONTROL ASSEMBLY AND TERMINAL 2 OF WATER VALVE VSV " TERMINAL 1 " TERMINAL WV OF A/C CONTROL ASSEMBLY.
* LOW SPEED OPERATION
WHEN THE BLOWER SW (A/C CONTROL ASSEMBLY) IS PUSHED TO LOW SPEED POSITION, THE CURRENT TO TERMINAL HR OF A/C
CONTROL ASSEMBLY FLOWS TO TERMINAL E OF A/C CONTROL ASSEMBLY " GROUND AND TURNS THE HEATER RELAY. AS A
RESULT, THE CURRENT TO TERMINAL 5 OF HEATER RELAY FLOWS TO TERMINAL 4 OF RELAY " TERMINAL 2 OF BLOWER
RESISTOR " TERMINAL 1 " GROUND AND CAUSES THE BLOWER MOTOR TO ROTATE AT LOW SPEED.
* MEDIUM (M1, M2, M3) AND HIGH SPEED OPERATION
WHEN THE BLOWER SW (A/C CONTROL ASSEMBLY) IS SELECTED TO MEDIUM (M1, M2, M3) OR HIGH POSITION, THE CURRENT TO
TERMINAL HR OF A/C CONTROL ASSEMBLY FLOWS TO TERMINAL E " GROUND AND TURNS THE HEATER RELAY ON. THEN, THE
CURRENT TO TERMINAL IG+ OF A/C CONTROL ASSEMBLY FLOWS TO TERMINAL BLR " TERMINAL (B)2 OF POWER TRANSISTOR
" TERMINAL (A)1 " GROUND. AS A RESULT, THE CURRENT TO TERMINAL 5 OF HEATER RELAY FLOWS TO TERMINAL 4 "
TERMINAL 2 OF BLOWER MOTOR " TERMINAL 1 " TERMINAL (A)2 OF POWER TRANSISTOR " TERMINAL (A)1 " GROUND AND
BLOWER MOTOR IS ROTATED AT SELECTED SPEED BY THE A/C CONTROL ASSEMBLY CONTROLLING THE CURRENT FLOW FROM
TERMINAL (B)2 OF POWER TRANSISTOR TO TERMINAL (B)1.
* AUTO FUNCTION
WHEN THE AUTO SW IN HEATER CONTROL SW (A/C CONTROL ASSEMBLY) IS SELECTED, THE CURRENT FLOW IS THE SAME AS
ABOVE MENTIONS, BUT THE A/C CONTROL ASSEMBLY DECIDES THE APPROPRIATE AIR FLOW VOLUME ACCORDING TO SET
TEMPERATURE AND THE INPUT SIGNALS FROM EACH SENSOR. BY CONTROLLING THE CURRENT FLOW\
FROM TERMINAL BLR OF
THE A/C CONTROL ASSEMBLY TO TERMINAL (B)2 OF POWER TRANSISTOR " TERMINAL (A)1 " GROUND , THE A/C CONTROL
ASSEMBLY CONTROLS THE BLOWER MOTOR STEPLESSLY.
2. OPERATION OF AIR INLET CONTROL SERVO MOTOR
(SWITCHING FROM FRESH TO RECIRC)
WITH IGNITION SW TURNED ON, THE CURRENT FLOWS FROM HEATER FUSE (10A) TO TERMINAL IG+ OF A/C CONTROL ASSEMBLY
" TERMINAL MREC " TERMINAL 6 OF AIR INLET CONTROL SERVO MOTOR " TERMINAL 2 " TERMINAL MFRS OF A/C CONTROL
ASSEMBLY " TERMINAL E " GROUND , THE MOTOR ROTATES AND THE DAMPER MOVES TO THE RECIRC SIDE. WHEN THE
DAMPER OPERATES WITH THE A/C SW AT RECIRC POSITION, THE DAMPER POSITION SIGNAL IS INPUT FROM TERMINAL 5 OF THE
SERVO MOTOR TO TERMINAL TPI OF THE ECU (BUILT INTO THE A/C CONTROL ASSEMBLY). AS A RESULT, CURRENT TO THE SERVO
MOTOR CIRCUIT IS CUT OFF BY THE ECU, SO THE DAMPER STOPS AT THAT POSITION.
(SWITCHING FROM RECIRC TO FRESH)
WITH IGNITION SW TURNED ON, WHEN THE RECIRC/FRESH SW IS SWITCHED TO THE FRESH SIDE, THE CURRENT FLOWS FROM
TERMINAL IG+ OF A/C CONTROL ASSEMBLY " TERMINAL MFRS " TERMINAL 2 OF AIR INLET CONTROL SERVO MOTOR "
TERMINAL 6 " TERMINAL MREC OF A/C CONTROL ASSEMBLY " TERMINAL E " GROUND , THE MOTOR ROTATES AND THE
DAMPER STOPS AT THAT POSITION.
3. OPERATION OF AIR VENT MODE CONTROL SERVO MOTOR
WITH IGNITION SW TURNED ON, THE CURRENT FLOWS FROM HEATER FUSE (10A) TO TERMINAL IG+ OF A/C CONTROL ASSEMBLY.
(SWITCHING FROM DEF TO FACE)
THE CURRENT FLOWS FROM TERMINAL MFACE OF A/C CONTROL ASSEMBLY " TERMINAL 4 OF AIR VENT CONTROL SERVO
MOTOR " TERMINAL 5 " TERMINAL MDEF OF A/C CONTROL ASSEMBLY " TERMINAL E " GROUND . THE MOTOR ROTATES AND
THE DAMPER MOVES TO THE FACE SIDE. WHEN THE DAMPER OPERATES WITH THE A/C SW AT FACE POSITION, THE DAMPER
POSITION SIGNAL IS INPUT FROM TERMINAL 1 OF THE SERVO MOTOR TO THE TERMINAL TPM OF THE ECU (BUILT INTO THE A/C
CONTROL ASSEMBLY). AS A RESULT, CURRENT TO THE SERVO MOTOR CIRCUIT IS CUT OFF BY THE ECU, SO THE DAMPER STOPS
AT THAT POSITION.
(SWITCHING FROM FACE TO DEF)
THE CURRENT FLOWS FROM TERMINAL DEF OF A/C CONTROL ASSEMBLY " TERMINAL 5 OF AIR VENT CONTROL SERVO MOTOR
" TERMINAL 4 " TERMINAL MFACE OF A/C CONTROL ASSEMBLY " TERMINAL E " GROUND , THE MOTOR ROTATES AND THE
DAMPER STOPS AT THAT POSITION.
SYSTEM OUTLINE
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4. OPERATION OF AIR MIX CONTROL SERVO MOTOR
WHEN THE TEMPERATURE SW IS TURNED TO THE ªCOOLº SIDE, THE CURRENT FLOWS FROM TERMINAL MC OF A/C CONTROL
ASSEMBLY " TERMINAL 4 OF AIR MIX CONTROL SERVO MOTOR " MOTOR " TERMINAL 5 " TERMINAL MH OF A/C CONTROL
ASSEMBLY " GROUND AND THE MOTOR ROTATES. THE DAMPER OPENING ANGLE AT THIS TIME IS INPUT FROM TERMINAL 1 OF
SERVO MOTOR TO TERMINAL TP OF A/C CONTROL ASSEMBLY, THIS IS USED TO DETERMINE THE DAMPER STOP POSITION AND
MAINTAIN THE SET TEMPERATURE.
WHEN THE TEMPERATURE CONTROL SW IS TURNED TO THE ªHOTº SIDE, THE CURRENT FLOWS FROM SERVO MOTOR "
TERMINAL MH OF A/C CONTROL ASSEMBLY " TERMINAL 5 OF AIR MIX CONTROL SERVO MOTOR " MOTOR " TERMINAL 1 "
TERMINAL MC OF A/C CONTROL ASSEMBLY, ROTATING THE MOTOR IN REVERSE AND SWITCHING THE DAMPER FROM ªCOOLº TO
ªHOTº SIDE.
5. AIR CONDITIONER OPERATION
THE A/C CONTROL ASSEMBLY RECEIVES VARIOUS SIGNALS, I.E., THE ENGINE RPM FROM THE IGNITER, OUTLET TEMPERATURE
SIGNAL FROM THE A/C THERMISTOR, COOLANT TEMPERATURE FROM THE WATER TEMP. SENSOR AND THE LOCK SIGNAL FROM
THE A/C COMPRESSOR, ETC.
WHEN THE ENGINE IS STARTED AND THE A/C SW (A/C CONTROL ASSEMBLY) IS ON, A SIGNAL IS INPUT TO THE ECU. (BUILT IN THE
A/C CONTROL ASSEMBLY).
AS A RESULT, THE GROUND CIRCUIT IN A/C CONTROL ASSEMBLY IS CLOSED AND CURRENT FLOWS FROM HEATER FUSE (10A) TO
TERMINAL 2 OF MAGNETIC CLUTCH RELAY " TERMINAL 3 " TERMINAL ACMG OF ENGINE AND ECT ECU " TERMINAL E OF A/C
CONTROL ASSEMBLY " GROUND , TURNING THE MAGNETIC CLUTCH RELAY ON, SO THAT THE MAGNETIC CLUTCH IS ON AND THE
A/C COMPRESSOR OPERATES.
AT THE SAME TIME, THE ENGINE AND ECT ECU DETECTS THE MAGNETIC CLUTCH IS O\
N AND THE A/C COMPRESSOR OPERATES.
OPEN DIRECTION TO AVOID LOWERING THE ENGINE RPM DURING A/C OPERATING.
WHEN ANY OF THE FOLLOWING SIGNALS ARE INPUT TO THE A/C CONTROL ASSEMBLY, THE CONTROL ASSEMBLY OPERATES TO
TURN OFF THE AIR CONDITIONING.
* ENGINE HIGH TEMP. SIGNAL IS HIGH.
* COOLANT HIGH TEMP. SIGNAL IS HIGH.
* A SIGNAL THAT THE TEMPERATURE AT THE AIR OUTLET IS LOW.
* A SIGNAL THAT THERE IS A LARGE DIFFERENCE BETWEEN ENGINE RPM AND COMPRESSOR RPM.
* A SIGNAL THAT THE REFRIGERANT PRESSURE IS ABNORMALLY HIGH OR LOW.
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1E
19 1E 14
1H
11 1H 7
IK1
16 IK1 17
2
L
LH
TURN
A
5A 16 B 17 B16
C
23
1 IK2
5 IK2
4
SEAT BELT
ABS
TRAC
TRAC OFF
A
19 A 7B15 B 5B1
W±B
LG±R W
V
LG±R
TO ABS AND
TRACTION ECU
(
IND )
TO ABS AND
TRACTION ECU
( WT ) G
W G±Y
G±B
G±B G±Y WG
R±W
FROM
A/T INDICATOR SW
OIL PRESSURE SW RH
Y±B
O2
COMBINATION METER C12 , C 1 3
,C14
ABC
I23
WW
TO TDCL (
TRC )
IK 2
9
Y±B
I22
L±Y
IO1
7
L±Y
I23
L
L±Y
TO ENGINE AND
ECT ECU
(
W ) L±Y
TO CHAK
CONNECTOR (
W )
L
TO ABS AND
TRACTION ECU
(
WA ) L
TO CHECK
CONNECTOR (
LP )
IK2
2
L
W
1E
1
SEAT BELT WARNING
RELAY [INTEGRATION RELAY] CHECK ENGINE
B
3
L±Y
IK1
20
FROM TURN
SIGNAL FLASHER
3D
10
3A2
3A 1
W±B
G±O
OIL
G±O
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ELECTRICAL WIRING ROUTING
Position of Parts in Engine Compartment
A 1 A/C Ambient Temp. Sensor E 1 ECT Solenoid
A 2 A/C Lock Sensor and A/C Magnetic Clutch E 2 EFI Water Temp. Sensor
A 3 A/C High Pressure SW E 3 EGR Gas Temp. Sensor (for USA Spec.)
A 4 ABS Actuator E 5 Engine Hood Courtesy SW
A 5 ABS Actuator (w/ Traction Control) E 6 Engine Oil Level Warning SW
A 6 ABS Actuator (w/ Traction Control)
A 7 ABS Speed Sensor Front LH F 1 Front Airbag Sensor LH
A 8 ABS Speed Sensor Front RH F 2 Front Airbag Sensor RH
A 9 Air Flow Meter F 3 Front Clearance Light LH
A 10 Alternator F 4 Front Clearance Light RH
A 11 Alternator F 5Front Side Marker Light LH
A 33 ABS Actuator (w/o Traction Control) F 6 Front Side Marker Light RH F 7 Front Turn Signal Light LH
B 1 Brake Fluid Level SW F 8 Front Turn Signal Light RH
B 6 Back±Up Light SW (for M/T) F 9 Fuse Block
C 3 Check Connector H 1 Headlight Hi LH
C 6 Cornering Light LH H 2 Headlight Hi RH
C 7 Cornering Light RH H 3 Headlight Lo LH
C 8 Cruise Control Actuator H 4 Headlight Lo RH H 5 Horn LH
D 13 Distributor H 6 Horn RH
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CORNERING LIGHT RELAY 3±5 : CLOSED WITH LIGHT CONTROL SW AT HEAD POSITION
C15 LIGHT CONTROL SW [COMB. SW]
13±4 : CLOSED WITH LIGHT CONTROL SW AT HEAD POSITION
C16 CORNERING LIGHT SW [COMB. SW]
8±11 : CLOSED WITH TURN SIGNAL LEVER AT LEFT POSITION
8±10 : CLOSED WITH TURN SIGNAL LEVER AT RIGHT POSITION
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
C 626C1528I16A29 (USA)
C 726C1628I16B29 (CANADA)
: RELAY BLOCKS
CODESEE PAGERELAY BLOCKS (RELAY BLOCK LOCATION)
423LEFT KICK PANEL (J/B NO.1 LEFT)
523LEFT KICK PANEL (J/B NO.1 RIGHT)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1I
1J20COWL WIRE
1K
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CODESEE PAGEJOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
IE136ENGINE ROOM MAIN WIRE AND COWL WIRE (R/B NO. 4)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
EA34FRONT SIDE OF RIGHT FENDER
IF36LEFT KICK PANEL
: SPLICE POINTS
CODESEE PAGEWIRE HARNESS WITH SPLICE POINTSCODESEE PAGEWIRE HARNESS WITH SPLICE POINTS
E 434ENGINE ROOM MAIN WIRE
12 56
X1213 A
B
C 6, C 7 C15 C16 I16
I1 6
(
CA NA DA ) (
US A )
BLACK
GRAY
X
XXX13 4
X
X X
8X 10 11
SERVICE HINTS
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