1991 LEXUS SC400 turn signal

48
POWER SOURCE (Current Flow Chart)*1: USA
*2: CANADA
D2 D3F14
D5
D4 D6 E6 D10 E1 E11 F8 F10 F4 F6
E12
E10 F7 F3
94 126
68
126
90
126
11 2
216 68 68
126
136
226
104
86
107
D11 F5 E9
E8
Engine Oil Level W arning SW
Diode
(for Parking Brake)
Diode
(for Tension Reducer)
Door Courtesy Light LHDoor Lock Motor, Door Unlock Detection
SW and Door Open Detection SW LHDay/Night Shift SWECT SolenoidECT Pattern Select SW
Engine and ECT ECU
Front Turn Signal Light RH
Fuel Lid Opener SW
Fuel Lid Opener Solenoid
*Page Nos. of
Related Systems
Parts
Code or
Location
CB or Fuse
50A DEFOG
30A DOOR
30A POWER
15A STOP
15A ECU±B
10A MIR±HTR
10A HEATER
20A TURN
20A WIPER
10A GAUGE
15A ECU±IG
7.5A ENGINE
7.5A IGN
15A CIG
7.5A RADIO No.2
15A TAIL
7.5A PANEL
7.5A ST
15A TEL
10A DOME
20A RADIO No.1
25A HAZ±HORN
30A EFI
7.5A ALT SENCING
15A HEAD LH*1
15A HEAD RH*1
15A HEAD LH±LWR*2
15A HEAD RH±LWR*2
15A HEAD LH±UPR
15A HEAD RH±UPR
60A HEATER
7.5A TRAC
15A SEAT±HTR
Location
Door Courtesy Light RH
Door Lock Motor, Door Unlock Detection
SW and Door Open Detection SW RHEngine ECU
Front Turn Signal Light LH Front Side Marker Light RH Front Side Marker Light LH Front Clearance Light RH Front Clearance Light LH
192
216


* 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 o\
n the page indicated here.
[LOCATION](1): J/B No. 1 (See page 20)(2): R/B No. 2 (See page 19)(3): R/B No. 4 (See page 23)
20
19 22
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51
R5 R7S11
R11
R9 R17 R16 R18
R10 S3 S10 S13 S12
168
90
202
212
208
68
184
216
186 188
S14 T1 T6 S24
216
101 98 104 173
190
173 188
90
216 94 112
Radio and Player
(w/o CD Player)
Rheostat
S18
S17 S23
S15 S16
TDCLRear Turn Signal Light RH
[Rear Comb. Light RH] Back±Up Light LH
[Rear Comb. Light LH]
Stop Light LH
[Rear Comb. Light LH] Rear Turn Signal Light LH
[Rear Comb. Light LH]
Taillight LH
[Rear Comb. Light LH]
Back±Up Light RH
[Rear Comb. Light RH]
Stop Light RH
[Rear Comb. Light RH]
Taillight RH
[Rear Comb. Light RH]
Stop LightSeat Heater
(for Driver's Seat Back)Short Connector
Seat Heater SW (M/T) Remote Control Mirror LH Remote Control Mirror ECU
Speed Sensor No. 1
Shift Lock ECU
Stereo Power Amplifier
Theft Deterrent Horn Remote Control Mirror RH
Remote Control Mirror SW
Stop Light SWSeat Heater
(for Driver's Seat Cushion)
Seat Heater
(for Passenger's Seat Back)
Seat Heater
(for Passenger's Seat Cushion)
86 101 98 86 104 148
154
186
68
98
134
144 134
144
148
178
(4)
: R/B No. 5 (See page ) 22
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53
118 10422662
68
11 2
208
212
226 102
94
W7 W8 W10
Wireless Door Lock
Main SW
Wireless Door Lock ECU
Woofer Speaker Amplifier
Power Main Relay
A/C Magnetic Clutch Relay
EFI Main Relay
Heater Relay
Defogger Relay
Turn Signal Flasher
Horn Relay Diode
Cornering Light Relay Starter Relay
11 2
194 68
126 190
226
102
111
11 2
Diode
(4): R/B No. 5 (See page )
22
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124
POWER WINDOW
WITH THE IGNITION SW TURNED ON, CURRENT FLOWS THROUGH THE ECU±IG FUSE " TERMINAL (A)2 OF THE THEFT
DETERRENT ECU " (B)8 " TERMINAL 2 OF THE POWER MAIN RELAY " TERMINAL 3 " TO GROUND, THIS ACTIVATES THE RELAY
AND THE CURRENT FLOWING TO TERMINAL 4 OF THE RELAY FROM POWER FUSE FLOWS TO TERMINAL 1 OF THE RELAY "
TERMINAL 4 OF THE POWER WINDOW MASTER SW, TERMINAL 3 OF THE POWER WINDOW SW.
1. MANUAL OPERATION (DRIVER'S WINDOW)
WITH THE IGNITION SW TURNED ON AND WITH THE POWER WINDOW MASTER SW (DRIVER'S) IN UP POSITION, THE CURRENT
FLOWING TO TERMINAL 4 OF THE POWER WINDOW MASTER SW FLOWS TO TERMINAL 10 OF THE MASTER SW " TERMINAL 1 OF
THE POWER WINDOW MOTOR " TERMINAL 2 " TERMINAL 9 OF THE MASTER SW " TERMINAL 8 " TO GROUND AND CAUSES
THE POWER WINDOW MOTOR TO ROTATE IN THE UP DIRECTION. THE WINDOW ASCENDS ONLY WHILE THE SW IS BEING PUSHED.
IN DOWN OPERATION, THE FLOW OF CURRENT FROM TERMINAL 4 OF THE POWER WINDOW MASTER SW TO TERMINAL 9 OF THE
MASTER SW CAUSES THE FLOW OF CURRENT FROM TERMINAL 2 OF THE MOTOR " TERMINAL 1 " TERMINAL 10 OF THE
MASTER SW " TERMINAL 8 " TO GROUND, FLOWING IN THE OPPOSITE DIRECTION TO MANUAL UP OPERATION AND CAUSING
THE MOTOR TO ROTATE IN REVERSE, LOWERING THE WINDOW.
2. DRIVER'S WINDOW AUTO DOWN OPERATION
WHEN THE DRIVER'S WINDOW SW IS PUSHED STRONGLY ON THE DOWN SIDE, THE CURRENT FLOWING TO TERMINAL 4 OF THE
POWER WINDOW MASTER SW FLOWS TO THE DOWN CONTACT POINT AND AUTO DOWN CONTACT POINT OF THE DRIVER'S SW.
THIS ACTIVATES THE RELAY (DOWN SIDE) INSIDE THE POWER WINDOW MASTER SW AND THE HOLD CIRCUIT ALSO TURNS ON AT
THE SAME TIME, SO THE RELAY (DOWN SIDE) REMAINS ACTIVATED EVEN WHEN THE SW IS RELEASED.
CURRENT FLOWS AT THIS TIME FROM TERMINAL 4 OF THE POWER WINDOW MASTER SW " TERMINAL 9 " TERMINAL 2 OF
POWER WINDOW MOTOR " MOTOR " TERMINAL 1 " TERMINAL 10 OF POWER WINDOW MASTER SW " TERMINAL 8 " GROUND,
SO THE MOTOR CONTINUES TO OPERATE UNTIL THE DRIVER'S WINDOW IS FULLY DOWN.
WHEN THE DRIVER'S WINDOW FINISHES DOWN OPERATION THE HOLD CIRCUIT GOES OFF, SO THE RELAY (DOWN SIDE) ALSO
TURNS OFF. THIS STOPS THE CURRENT FLOW FROM TERMINAL 4 OF THE POWER WINDOW MASTER SW TO TERMINAL 9, SO THE
POWER WINDOW MOTOR STOPS AND AUTO DOWN OPERATION STOPS.
WHEN THE DRIVER'S SW IS PULLED ON THE UP SIDE DURING AUTO DOWN OPERATION, THE HOLD CIRCUIT IS TURNED OFF SO
CURRENT FLOW FROM TERMINAL 4 OF THE POWER WINDOW MASTER SW TO TERMINAL 9 IS CUT OFF AND THE POWER WINDOW
MOTOR STOPS. IF THE SW REMAINS PULLED UP THE RELAY (UP SIDE) IS ACTIVATED, SO CURRENT FLOWS FROM TERMINAL 4 OF
THE POWER WINDOW MASTER SW " TERMINAL 10 " TERMINAL 1 OF POWER WINDOW MOTOR " MOTOR " TERMINAL 2 "
TERMINAL 9 " TERMINAL 8 " GROUND, THE POWER WINDOW MOTOR ROTATES IN THE UP DIRECTION AND MANUAL UP
OPERATION OCCURS WHILE THE SWITCH IS PULLED UP.
3. MANUAL OPERATION BY POWER WINDOW SW (PASSENGER'S WINDOW)
WITH POWER WINDOW SW (PASSENGER'S) PULLED TO THE UP SIDE, CURRENT FLOWING FROM TERMINAL 3 OF THE POWER
WINDOW CONTROL SW FLOWS TO TERMINAL 5 OF THE POWER WINDOW SW " TERMINAL 1 OF THE POWER WINDOW MOTOR "
TERMINAL 2 " TERMINAL 1 OF THE POWER WINDOW SW " TERMINAL 2 " TERMINAL 7 OF THE MASTER SW " TERMINAL 8 " TO
GROUND AND CAUSES THE POWER WINDOW MOTOR (PASSENGER'S) TO ROTATE IN THE UP DIRECTION. UP OPERATION
CONTINUES ONLY WHILE THE POWER WINDOW SW IS PULLED TO THE UP SIDE. WHEN THE WINDOW DESCENDS, THE CURRENT
FLOWING TO THE MOTOR FLOWS IN THE OPPOSITE DIRECTION, FROM TERMINAL 2 TO TERMINAL 1, AND THE MOTOR ROTATES IN
REVERSE. WHEN THE WINDOW LOCK SW IS PUSHED TO THE LOCK SIDE, THE GROUND CIRCUIT TO THE PASSENGER'S WINDOW
BECOMES OPEN.
AS A RESULT, EVEN IF OPEN/CLOSE OPERATION OF THE PASSENGER'S WINDOW IS TRIED, THE CURRENT FROM TERMINAL 8 OF
THE POWER WINDOW MASTER SW IS NOT GROUNDED AND THE MOTOR DOES NOT ROTATE, SO THE PASSENGER'S WINDOW CAN
NOT BE OPERATED AND WINDOW LOCK OCCURS.
4. KEY OFF POWER WINDOW OPERATION
WITH THE IGNITION SW TURNED FROM ON TO OFF, THE THEFT DETERRENT ECU OPERATES AND CURRENT FLOWS FROM DOOR
FUSE TO TERMINAL (A)8 OF THE ECU OR DOME FUSE TO TERMINAL (A)20 OF THE ECU " TERMINAL (B)8 " TERMINAL 2 OF
POWER MAIN RELAY " TERMINAL 3 " TO GROUND FOR ABOUT 60 SECONDS. THE SAME AS NORMAL OPERATION, THE CURRENT
FLOWS FROM POWER FUSE " TERMINAL 4 OF THE POWER MAIN RELAY " TERMINAL 1 " TERMINAL 4 OF THE POWER WINDOW
MASTER SW AND TERMINAL 5 OF THE POWER WINDOW SW. AS A RESULT, FOR ABOUT 60 SECONDS AFTER THE IGNITION SW IS
TURNED OFF, THE FUNCTIONING OF THIS RELAY MAKES IT POSSIBLE TO RAISE AND LOWER THE POWER WINDOW. ALSO, BY
OPENING THE FRONT DOOR (DOOR DETECT SW ON) WITHIN ABOUT 60 SECONDS AFTER TURNING THE IGNITION SW TO OFF, A
SIGNAL IS INPUT TO TERMINALS (A)12 OR (A)13 OF THEFT DETERRENT ECU. AS A RESULT, THE ECU TURNS OFF AND UP AND
DOWN MOVEMENT OF THE POWER WINDOW STOPS.
SYSTEM OUTLINE
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11015
14
13 12
12345 123
GRAY GRAY
C14 P 1 P 2 S 3
X
2 2
BA
S22 S23
187
THE PPS (HYDRAULIC REACTION TYPE) CONTROLS THE HYDRAULIC PRESSURE APPLIED\
TO THE HYDRAULIC REACTION
CHAMBER IN THE GEAR BOX CONTROL UNIT USING THE PPS ECU, TO CHANGE THE STEERING FORCE AND PROVIDE OPTIMUM
STEERING FEELING AT ANY VEHICLE SPEED AND UNDER ANY STEERING CONDITIONS.
(PPS OPERATION)
WHEN THE IGNITION SW IS TURNED ON THE STARTING CURRENT FLOWS FROM THE ECU±IG FUSE TO TERMINAL 4 OF THE PPS
ECU. THE SPEED SENSOR MONITORS THE VEHICLE SPEED AND TRANSMITS CONTROL SIGNALS TO TERMINAL 3 OF THE ECU.
WHEN THE VEHICLE SPEED IS LOW, THE PPS ECU SENDS A HIGHER±VOLTAGE FROM TERMINAL 1 OF THE ECU " TERMINAL 1 OF
THE SOLENOID VALVE " TERMINAL 2 " TERMINAL 5 OF THE ECU " TERMINAL 2 " GROUND, INCREASING THE SOLENOID VALVE
OPENING ANGLE TO PROVIDE COMFORTABLE STEERING OPERATION. WHEN THE VEHICLE SPEED IS HIGH, THE PPS ECU
DECREASES THE SOLENOID VALVE OPENING ANGLE BY REDUCING THE VOLTAGE TO THE VALVE TO PROVIDE RESPONSIVE
STEERING FEELING.
P 1 PPS SOLENOID
1±2 : APPROX. 7.7
(25 °C, 77°F)
P 2 PPS ECU
4±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
2±GROUND : ALWAYS CONTINUITY
1±5 : APPROX. 0.8A WITH VEHICLE SPEED BELOW 20 KM/H ( 12 MPH)
APPROX. 0.45A WITH VEHICLE SPEED AT 80 KM/H ( 48 MPH)
APPROX. 0.2A WITH VEHICLE SPEED ABOVE 160 KM/H ( 96 MPH)
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
C1428P 229S22B29
P 127S 327S23A29
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1E20INSTRUMENT PANEL WIRE
1H20COWL WIRE1I20COWL WIRE
3A22INSTRUMENT PANEL WIRE3D22INSTRUMENT PANEL WIRE
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CODESEE PAGEJOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
IG236INSTRUMENT PANEL WIRE AND COWL WIRE (R/B NO. 5)
IJ136ENGINE WIRE AND COWL WIRE (RIGHT KICK PANEL)IJ236ENGINE WIRE AND COWL WIRE (RIGHT KICK PANEL)
IK136ENGINE WIRE AND INSTRUMENT PANEL WIRE (RIGHT KICK PANEL)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
IH36UNDER THE ASHTRAY LH
IJ36RIGHT KICK PANEL
SYSTEM OUTLINE
SERVICE HINTS
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158
POWER SEAT (w/ DRIVING POSITION MEMORY)
CURRENT IS ALWAYS APPLIED FROM THE DOME FUSE TO TERMINAL SYSB OF THE POWER SEAT ECU, FROM DOOR FUSE TO
TERMINAL +B OF THE POWER SEAT ECU AND FROM STOP FUSE TO TERMINAL 2 OF THE STOP LIGHT SW.
WHEN THE IGNITION SW IS TURNED ON, CURRENT FLOWS FROM ECU±IG FUSE TO TERMINAL IG OF THE POWER SEAT ECU AND
FROM THE GAUGE FUSE TO TERMINAL 9 OF A/T INDICATOR SW.
POWER SEAT OPERATION (FOR DRIVER'S SEAT)
CURRENT IS ALWAYS APPLIED TO TERMINAL SYSB AND TERMINAL +B OF POWER SEAT ECU SO THAT THE POWER SEAT ECU IS
ALWAYS READY TO OPERATE.
WHEN THE POWER SEAT CONTROL SW IS PUSHED TO THE ªFRONT SIDE POSITIONº SIDE, A SIGNAL IS INPUT INTO TERMINAL
SLDF OF POWER SEAT ECU, THE ECU OPERATES AND THE CURRENT TO TERMINAL +B OF POWER SEAT ECU FLOWS FROM
TERMINAL SLD+ OF POWER SEAT ECU " TERMINAL 2 OF POWER SEAT MOTOR (FOR DRIVER'S SEAT SLIDE CONTROL) " MOTOR
TERMINAL 1 "TERMINAL SLD± OF POWER SEAT ECU "TERMINAL GND "GROUND, ROTATING THE POWER SEAT MOTOR SO
THAT THE SEAT SLIDES FORWARD WHILE THE POWER SEAT CONTROL SW IS BEING PRESSED.
TO SIDE THE DRIVER'S SEAT TO THE REAR, PUSHING THE POWER CONTROL SW TO THE ªREAR SLIDE POSITIONº SIDE, INPUTS A
SIGNAL TO TERMINAL SLDR OF POWER SEAT ECU. THIS CAUSES THE CURRENT FLOWING FROM THE ECU TO THE MOTOR TO
FLOW FROM TERMINAL SLD± OF POWER SEAT ECU " TERMINAL 2 OF POWER SEAT MOTOR (FOR DRIVER'S SEAT SLIDE
CONTROL) "MOTOR " TERMINAL 1 "TERMINAL SLD+ OF POWER SEAT ECU, FLOWING THE REVERSE TO FRONT SLIDE
OPERATION AND CAUSING THE MOTOR TO ROTATE IN REVERSE, SO THAT THE DRIVER'S SEAT MOVES TO THE REAR.
THE MOVEMENT TO OTHER POSITIONS OCCURS SIMILARLY, SO ONLY THE FLOW OF CURRENT TO EACH MOTOR IS SHOWN:
FRONT VERTICAL CONTROL 'UP' OPERATION
TERMINAL +B OF POWER SEAT ECU " TERMINAL FRV+ " TERMINAL 2 OF POWER SEAT MOTOR "MOTOR "TERMINAL 1 "
TERMINAL FRV± OF ECU " TERMINAL GND " GROUND .
FRONT VERTICAL CONTROL 'DOWN' OPERATION
TERMINAL +B OF POWER SEAT ECU " TERMINAL FRV± " TERMINAL 1 OF POWER SEAT MOTOR "MOTOR " TERMINAL 2 "
TERMINAL FRV+ OF ECU " TERMINAL GND " GROUND .
REAR VERTICAL CONTROL 'UP' OPERATION
TERMINAL +B OF POWER SEAT ECU " TERMINAL RRV+ " TERMINAL 2 OF POWER SEAT MOTOR "MOTOR " TERMINAL 1 "
TERMINAL RRV± OF ECU " TERMINAL GND " GROUND .
REAR VERTICAL CONTROL 'DOWN' OPERATION
TERMINAL +B OF POWER SEAT ECU " TERMINAL RRV± " TERMINAL 1 OF POWER SEAT MOTOR " MOTOR " TERMINAL 2 "
TERMINAL RRV+ OF ECU " TERMINAL GND " GROUND .
LUMBAR SUPPORT CONTROL 'FRONT' OPERATION
TERMINAL 7 OF POWER SEAT CONTROL SW " TERMINAL 4 OF LUMBAR SUPPORT SW " TERMINAL 1 " TERMINAL 11 OF POWER
SEAT CONTROL SW " TERMINAL 1 OF POWER SEAT MOTOR " MOTOR " TERMINAL 2 " TERMINAL 10 OF POWER SEAT
CONTROL SW " TERMINAL 2 OF LUMBAR SUPPORT SW "TERMINAL 3 "TERMINAL 12 OF POWER SEAT CONTROL SW "
GROUND .
LUMBAR SUPPORT CONTROL 'REAR' OPERATION
TERMINAL 7 OF POWER SEAT CONTROL SW " TERMINAL 4 OF LUMBAR SUPPORT SW " TERMINAL 2 " TERMINAL 10 OF POWER
SEAT CONTROL SW " TERMINAL 2 OF POWER SEAT MOTOR " MOTOR " TERMINAL 1 " TERMINAL 11 OF POWER SEAT
CONTROL SW " TERMINAL 1 OF LUMBAR SUPPORT SW "TERMINAL 3 "TERMINAL 12 OF POWER SEAT CONTROL SW "
GROUND .
THE NUMBER OF TURNS OF EACH MOTOR (AMOUNT OF MOVEMENT OF EACH PART OF THE SEAT) IS DETECTED BY THE POSITION
SENSORS AND INPUT TO THE ECU, MAKING IT POSSIBLE TO PERFORM MEMORY AND RETURN FUNCTIONS FOR THE SEAT
POSITION USING THE DRIVING POSITION MEMORY AND RETURN SWITCH.
POWER WALK±IN OPERATION (FOR PASSENGER'S SEAT)
WALK±IN OPERATION
WHEN THE WALK±IN PEDAL IS DEPRESSED OR THE RECLINING HANDLE IS LIFTED UP, THE SEAT BACK RECLINES FULLY
FORWARD AND RECLINING LIMIT SWITCH NO. 2 OPERATES, SO A SIGNAL IS INPUT TO TERMINAL RFSW OF THE POWER SEAT ECU
" TERMINAL SLD+ " TERMINAL 1 OF THE POWER SEAT MOTOR (FOR PASSENGER'S SEAT SLIDE CONTROL) " MOTOR "
TERMINAL 2 " TERMINAL SLD± OF THE ECU "TERMINAL GND " GROUND . THIS CAUSES THE SEAT TO SLIDE FORWARD 100 MM
IN THE WALK±IN MODE. HOWEVER, WHEN THE INITIAL SLIDE POSITION IS 100 MM OR LESS FROM THE MOST FORE POSITION, THE
SEAT CAN ONLY SLIDE FORWARD AS FAR AS THE MOST FORE POSITION.
SYSTEM OUTLINE
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159
RETURN OPERATION
WHEN THE SEAT BACK IS RAISED UP FROM THE WALK±IN POSITION AND RETURNED TO THE UPRIGHT LOCK POSITION,
RECLINING LIMIT SWITCH NO. 1 OPERATES AND A SIGNAL IS INPUT TO TERMINAL RRSW OF THE POWER SEAT ECU " TERMINAL
SLD± " TERMINAL 2 OF POWER SEAT MOTOR (FOR PASSENGER'S SEAT SLIDE CONTROL) " MOTOR " TERMINAL 1 " TERMINAL
SLD+ OF ECU " TERMINAL GND " GROUND . THIS CAUSES THE SEAT TO SLIDE BACK TO A POSITION 120 MM FROM THE MOST
REAR POSITION, COMPLETING RETURN OPERATION. HOWEVER, IF THE SEAT IS POSITIONED WITHIN 120 MM OF THE MOST REAR
POSITION, RETURN OPERATION DOES NOT OCCUR, THUS MAINTAINING SUFFICIENT SPACE FOR THE REAR SEAT PASSENGER.
D10 DOOR LOCK MOTOR, DOOR UNLOCK DETECTION SW AND DOOR OPEN DETECTION SW LH
3±6 : CLOSED WITH FRONT LH DOOR OPEN
N 1 A/T INDICATOR SW [NEUTRAL START SW]
9±1 : CLOSED WITH SHIFT LEVER AT ªPº POSITION
P10(A), P11(B) POWER SEAT ECU (FOR DRIVER'S SEAT)
(A) 6±GROUND : APPROX. 12 VOLTS WITH STOP LIGHT SW ON
(B) 7±GROUND : ALWAYS APPROX. 12 VOLTS
(A) 7±GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON
(A) 15±GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON AND SHIFT LEVER AT ªPº RANGE
(A) 2±GROUND : APPROX. 12 VOLTS WITH DRIVER'S SEAT AT FRONT SLIDE OPERATION
(A) 9±GROUND : APPROX. 12 VOLTS WITH DRIVER'S SEAT AT REAR SLIDE OPERATION
(A) 4±GROUND : APPROX. 12 VOLTS WITH DRIVER'S SEAT AT FRONT VERTICAL UP OPERATION
(A) 11±GROUND : APPROX. 12 VOLTS WITH DRIVER'S SEAT AT FRONT VERTICAL DOWN OPERATION
(A) 13±GROUND : APPROX. 12 VOLTS WITH DRIVER'S SEAT AT REAR VERTICAL UP OPERATION
(A) 12±GROUND : APPROX. 12 VOLTS WITH DRIVER'S SEAT AT REAR VERTICAL DOWN OPERATION
(B) 18±GROUND : ALWAYS CONTINUITY
(A) 5, (A) 14±GROUND : ALWAYS APPROX. 12 VOLTS
(A) 1, (A) 8±GROUND : ALWAYS CONTINUITY
P 8 POWER SEAT CONTROL SW (FOR DRIVER'S SEAT)
4±14 : CLOSED WITH DRIVER'S SEAT AT FRONT RECLINING OPERATION
3±14 : CLOSED WITH DRIVER'S SEAT AT REAR RECLINING OPERATION
1±14 : CLOSED WITH DRIVER'S SEAT AT FRONT SLIDE OPERATION
2±14 : CLOSED WITH DRIVER'S SEAT AT REAR SLIDE OPERATION
5±14 : CLOSED WITH DRIVER'S SEAT AT FRONT VERTICAL UP OPERATION
6±14 : CLOSED WITH DRIVER'S SEAT AT FRONT VERTICAL DOWN OPERATION
9±14 : CLOSED WITH DRIVER'S SEAT AT REAR VERTICAL UP OPERATION
8±14 : CLOSED WITH DRIVER'S SEAT AT REAR VERTICAL DOWN OPERATION
P12 POWER SEAT ECU (FOR PASSENGER'S SEAT)
1±GROUND : ALWAYS APPROX. 12 VOLTS
8±GROUND : ALWAYS APPROX. 12 VOLTS
7±GROUND : APPROX. 12 VOLTS WITH PASSENGER'S SEAT AT FRONT SLIDE OPERATION
17±GROUND : APPROX. 12 VOLTS WITH PASSENGER'S SEAT AT REAR SLIDE OPERATION
S12 STOP LIGHT SW
2±1 : CLOSED WITH STOP LIGHT SW ON
SERVICE HINTS
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166POWER TILT AND POWER TELESCOPIC
THIS SYSTEM OPERATES WITH BOTH THE TILT FUNCTION AND TELESCOPIC FUNCTION DRIVEN AUTOMATICALLY BY THE MOTOR
AND CONTROLLED BY THE ECU. THE STEERING CAN BE ADJUSTED STEPLESSLY FORWARD AND BACK, AND UP AND DOWN, TO
PROVIDE THE MOST SUITABLE STEERING POSITION FOR EASY DRIVING, WITH AUTOMATIC MOVEMENT OF THE STEERING TO A
POSITION WHICH FACILITATES GETTING IN AND OUT OF THE VEHICLE.
THE DRIVER CAN HAVE THE MOST APPROPRIATE DRIVING POSITION MEMORIZED BY OPERATING THE POWER SEAT AND REMOTE
CONTROL MIRROR TOGETHER WITH THE TILT AND POWER TELESCOPIC STEERING.
CURRENT IS ALWAYS APPLIED THROUGH THE
POWER FUSE TO TERMINAL +B OF THE TILT AND POWER TELESCOPIC ECU AND
THROUGH THE DOME FUSE TO TERMINAL BATT OF TILT AND POWER TELESCOPIC ECU.
WITH THE IGNITION SW TURNED ON, THE CURRENT FLOWS FROM ECU±IG FUSE TO TERMINAL IG AND FROM GAUGE FUSE TO
TERMINAL 9 OF A/T INDICATOR SW.
1. MANUAL TILT OPERATION
WHEN THE IGNITION KEY IS INSERTED INTO THE IGNITION KEY CYLINDER (UNLOCK WARNING SW ON), A SIGNAL IS INPUT TO
TERMINAL UWSW OF TILT AND POWER TELESCOPIC ECU. IF THE MANUAL SW IS PUSHED TO THE ªTILT UPº SIDE, CURRENT
FLOWS FROM TERMINAL VC OF TILT AND POWER TELESCOPIC ECU TO TERMINAL MSW OF TILT AND POWER TELESCOPIC ECU
PASSING THROUGH THE MANUAL SW. (THE ECU DETECTS THE MANUAL SW POSITION BY THE VOLUME OF CURRENT.)
AS A RESULT, TILT AND POWER TELESCOPIC ECU OPERATES AND THE CURRENT TO TERMINAL +B OF ECU FLOWS FROM
TERMINAL TIM+ " TERMINAL 1 OF COMB. SW " TERMINAL 2 OF TILT CONTROL MOTOR " TERMINAL 1 " TERMINAL 10 OF COMB.
SW "TERMINAL TIM± OF TILT AND POWER TELESCOPIC ECU " TERMINAL GND2 "GROUND , AND THE TILT UP FUNCTION
OPERATES AS LONG AS THE MANUAL SW IS PUSHED TO THE ªTILT UPº SIDE.
FOR ªTILT DOWNº OPERATION, WHEN THE MANUAL SW IS PUSHED TO THE DOWN SIDE, THE CURRENT FLOWING FROM ECU TO
MOTOR FLOWS TO TERMINAL TIM± OF TILT AND POWER TELESCOPIC ECU "TERMINAL 10 OF COMB. SW "TERMINAL 1 OF TILT
CONTROL MOTOR "TERMINAL 2 "TERMINAL 1 OF COMB. SW "TERMINAL TIM+ OF TILT AND POWER TELESCOPIC ECU, SO THE
MOTOR ROTATES IN THE REVERSE DIRECTION TO TILT UP OPERATION, AND TILT DOWN OPERATION OCCURS ONLY WHILE THE
MANUAL SW IS BEING PUSHED.
2. MANUAL TELESCOPIC OPERATION
WHEN THE IGNITION KEY IS INSERTED INTO THE IGNITION KEY CYLINDER (UNLOCK WARNING SW ON), A SIGNAL IS INPUT TO
TERMINAL UWSW OF TILT AND TELESCOPIC ECU. WHEN THE MANUAL SW IS PUSHED TOWARD ªTELESCOPIC SHORTº SIDE,
CURRENT FLOWS FROM TERMINAL VC OF TILT AND POWER TELESCOPIC ECU TO TERMINAL MSW OF TILT AND POWER
TELESCOPIC ECU THROUGH THE MANUAL SW.
AS A RESULT, THE TILT AND POWER TELESCOPIC ECU OPERATES AND THE CURRENT TO TERMINAL +B OF TILT AND POWER
TELESCOPIC ECU FLOWS FROM TERMINAL TEM+ OF TILT AND POWER TELESCOPIC ECU "TERMINAL 1 OF COMB. SW "
TERMINAL 2 OF TELESCOPIC CONTROL MOTOR "TERMINAL 1 "TERMINAL 4 OF COMB. SW "TERMINAL TEM± OF TILT AND
POWER TELESCOPIC ECU " TERMINAL GND2 "GROUND , AND ªTELESCOPIC SHORTº OPERATION OCCURS AS LONG AS THE
MANUAL SW IS PUSHED THE TO ªTELESCOPIC SHORTº SIDE.
FOR ªTELESCOPIC LONGº OPERATION, WHEN THE MANUAL SW IS PUSHED TO THE TELESCOPIC LONG SIDE, CURRENT FLOWING
FROM TILT AND POWER TELESCOPIC ECU TO THE MOTOR FLOWS THROUGH TERMINAL TEM± OF TILT AND POWER TELESCOPIC
ECU " TERMINAL 4 OF COMB. SW "TERMINAL 1 OF TELESCOPIC CONTROL MOTOR "TERMINAL 2 " TERMINAL 1 OF COMB. SW
" TERMINAL TEM+ OF TILT AND POWER TELESCOPIC ECU "TERMINAL GND2 "GROUND .
AS A RESULT, THE MOTOR ROTATES IN REVERSE TO THE TELESCOPIC SHORT MODE AND TELESCOPIC LONG OPERATION
OCCURS AS LONG AS THE MANUAL SW IS PUSHED TO THE ªTELESCOPIC LONGº SIDE.
3. AUTO AWAY OPERATION
WHEN THE IGNITION SW IS TURNED FROM ON TO OFF, THE CURRENT STOPS FLOWING FROM ECU±IG TO TERMINAL IG OF TILT
AND POWER TELESCOPIC ECU AND IS INPUT AS A SIGNAL THAT THE IGNITION SW IS OFF. WHEN THE AUTO SW IS TURNED ON, AN
ªAUTO SW ONº SIGNAL IS INPUT TO TERMINAL ASW OF TILT AND POWER TELESCOPIC ECU.
IF THE IGNITION KEY IS REMOVED FROM THE IGNITION KEY CYLINDER (UNLOCK WARNING SW OFF) AT THIS TIME, A SIGNAL IS
INPUT FROM TERMINAL UWSW OF TILT AND POWER TELESCOPIC ECU. ALSO, THE TILT POSITION SENSOR (COMB. SW) INPUTS
INTO TERMINAL TIS OF THE TILT AND TELESCOPIC ECU A SIGNAL OF THE STEERING TILT POSITION JUST BEFORE THE IGNITION
SW (FOR UNLOCK WARNING) IS TURNED FROM ON TO OFF.
AS A RESULT, THE TILT AND POWER TELESCOPIC ECU OPERATES AND THE CURRENT TO TERMINAL +B OF TILT AND POWER
TELESCOPIC FLOWS FROM TERMINAL TIM+ OF TILT AND POWER TELESCOPIC ECU "TERMINAL 1 OF COMB. SW "TERMINAL 2
OF TILT CONTROL MOTOR "TERMINAL 1 "TERMINAL 10 OF COMB. SW "TERMINAL TIM± OF TILT AND POWER TELESCOPIC ECU
" TERMINAL GND2 "GROUND , CAUSING THE MOTOR TO ROTATE SO THAT ªTILT UPº OPERATION OCCURS AUTOMATICALLY.
AT THE SAME TIME, THE CURRENT FROM TERMINAL +B OF TILT AND POWER TELESCOPIC ECU TO TERMINAL TEM+ FLOWS FROM
TERMINAL 1 OF COMB. SW "TERMINAL 2 OF TELESCOPIC CONTROL MOTOR "TERMINAL 1 "TERMINAL 4 OF COMB. SW "
TERMINAL TEM± OF TILT AND POWER TELESCOPIC ECU "TERMINAL GND2 "GROUND , CAUSING THE MOTOR TO ROTATE SO
THAT TELESCOPIC SHORT OPERATION OCCURS ON AUTO AND WITH TILT UP OPERATION OCCURRING SIMULTANEOUSLY ON
AUTO, AUTO AWAY OPERATION OCCURS.
SYSTEM OUTLINE
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