1991 LEXUS SC400 engine

127
2 1
2
1
E18 E20
E20 I32
I32
B
27 B
4B 28 A20 B 29
B
42 B 63 B 41 B43 B64 B65 B 44 B 23 B3
ED
E18
L±R
Y±L
R±B
BR
L±R Y
R BR
BR
Y±L
R±B
L±R Y
R
BR
G
P
V
GR±Y LG
B±Y BR
LG
BR
W±B
BR L
LG
GR±Y
BR
L±R
GR±Y
14 8 13
3
NE
E11 VF2 TE1 VF1
VTA2 IDL2 VC VTA1 IDL1 E2 THW SP2 SP2±
G1 TVF1
E1
SUBTHROTTLEPOSITION
SENSOR
(
W/ TRACTION CONTROL ) THROTTLE POSITION SENSOR
EFI WATER
TEMP. SENSOR
SPEED SENSOR
NO. 2(
FOR ECT )
ENGINE AND ECT ECU
CHE CK CONNE CTOR
VC VTA IDL2 E2 VC VTA IDL E2
4321 4321
C3
S4
E2
T2
S9
B
E9
,E10
A
P
(
W/ TRACTION CONTROL )
( W/ TRACTION CONTROL )
( W/ TRACTION CONTROL )
( W/ TRACTION
CONTROL )
BR
B
26
R
G1
B
25
Y
G2
B
7
B
G±
VF2
NE
G±
G2 B
79
W±B
EO2
B
80
W±B
EO1
I33 I33 B
69
BR
E1
W±B W±B
2341
D13
DISTRIBUTOR
BR
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128
ECT AND A/T INDICATOR
POWER NORMAL
3 4
71529 1 2 IJ 2
3
IK1
5IK1 2IK1 22
IJ 1
6
IK1
21
IG2
7
1E
12
1K
4
3D
3
3D
63B 43B
53D
3A
4
3D13 1H
12
B
76
NSW A
18
P A
9
2 A
10
L A
2
SP1
B
17 TT
A
19 TE2
A
28 OD2
IK 1 4
IK 1 3 I19
A
14
IJ1
10
GR±Y LG G±O G±O Y
Y
G
W
G±O
GR±R W±B
Y
Y
Y
ENG TE1 TT TE2 ECT
Y
Y B±W
B±W
G±O
G
W
P
P
P
P G±R
G±Y
GR±R
GR±R
GR±Y
LG
G±R G±Y
GR±R
W±B GR±R GR±R G±O
FROM POWER SOURCE SYSTEM
(
SEE PAGE 56 )
5
7. 5A
ST
10A
GAUGE
ECT PATTERN
SELECT SW
ENGINE AND ECT ECU
O/D MAIN
SW
TDCL E8
E9 , E1 0
T6
O5
A A
10IH
BR
A
E20
IK1
6
IK1
7
2
2 A
13
A
15
SHORT
CONNE CTOR
L±R L±R
R
32
OU T GND
L±R
R
1
VCC SPEED SENSOR
NO. 1 S3
Y
A
B
B
S22 A
,S23
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130
ECT AND A/T INDICATOR
THIS SYSTEM, ELECTRICALLY CONTROLS THE LINE PRESSURE, THROTTLE PRESSURE, LOCK±UP PRESSURE AND\
ACCUMULATOR
PRESSURE ETC. THROUGH THE SOLENOID VALVE. THE ECT IS A SYSTEM WHICH PRECISELY CONTROLS GEAR SHIFT TIMING AND
LOCK±UP TIMING IN RESPONSE TO THE VEHICLE'S DRIVING CONDITIONS AND THE ENGINE OPERATING CONDITIONS DETECTED
BY VARIOUS SENSORS, MAKING SMOOTH DRIVING POSSIBLE BY SHIFT SELECTION FOR EA\
CH GEAR WHICH IS THE MOST
APPROPRIATE TO THE DRIVING CONDITIONS AT THAT TIME, AND CONTROLS THE ENGINE TORQUE DURING SHIFTING TO ACHIEVE
OPTIMUM SHIFT FEELING.
1. GEAR SHIFT OPERATION
WHEN DRIVING, THE ENGINE WARM UP CONDITION IS INPUT AS A SIGNAL TO TERMINAL (B)44 OF THE ECU FROM THE EFI WATER
TEMP. SENSOR AND THE VEHICLE SPEED SIGNAL FROM SPEED SENSOR NO.2 IS INPUT TO TERMINAL (B)23 OF THE ECU. AT THE
SAME TIME, THE THROTTLE VALVE OPENING SIGNAL FROM THE THROTTLE POSITION SENSOR (MAIN) IS INPUT TO TERMINAL
(B)43 OF THE ECU AS ENGINE RPM CONDITION (IDLING, HIGH LOAD AND ACCELERATION CONDITIONS) SIGNAL.
BASED ON THESE SIGNALS, THE ECU SELECTS THE BEST SHIFT POSITION FOR DRIVING C\
ONDITIONS AND SENDS CURRENT TO
THE ECT SOLENOIDS.
WHEN SHIFTING TO 1ST SPEED, THE CURRENT FLOWS FROM TERMINAL (B)10 OF THE ECU " TERMINAL 1 OF ECT SOLENOIDS "
GROUND AND CONTINUITY TO NO.1 SOLENOID CAUSES THE SHIFT (NO.2 SOLENOID DOES NOT HAVE CONTINUITY AT THIS TIME).
FOR 2ND SPEED, THE CURRENT FLOWS SIMULTANEOUSLY FROM TERMINAL (B)9 OF THE ECU " TERMINAL 2 OF ECT SOLENOIDS
" GROUND, AND FROM TERMINAL (B)10 OF THE ECU " TERMINAL 1 OF ECT SOLENOIDS " GROUND, AND CONTINUITY TO NO.1
AND NO.2 SOLENOIDS CAUSES THE SHIFT.
FOR 3RD SPEED, THERE IS NO CONTINUITY TO NO.1 SOLENOID, ONLY TO NO.2 SOLENOID, CAUSING THE SHIFT.
SHIFTING INTO THE 4TH SPEED (OVERDRIVE) OCCURS WHEN NO CURRENT FLOWS TO NO.1 AND NO.2 SOLENOIDS. THE NO.4
SOLENOID (FOR ACCUMULATOR BACK PRESSURE MODULATION) IS INSTALLED TO ADJUST THE BACK PRESSURE ON THE
ACCUMULATOR AND CONTROL THE HYDRAULIC PRESSURE DURING SHIFTING AND LOCK±UP IN \
ORDER TO PROVIDE SMOOTH
SHIFTING WITH LITTLE SHIFT SHOCK.
2. LOCK±UP OPERATION
WHEN THE ECT ECU DECIDES, BASED ON EACH SIGNAL, THAT THE LOCK±UP CONDITION HAS BEEN MET, THE CURRENT FLOWS
FROM " TERMINAL (B)8 OF THE ECU " TERMINAL 3 OF THE ECT SOLENOID " GROUND, CAUSING CONTINUITY TO THE LOCK±UP
SOLENOID AND CAUSING LOCK±UP OPERATION.
3. STOP LIGHT SW CIRCUIT
IF THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) WHEN DRIVING IN LOCK±UP CONDITION, A SIGNAL IS INPUT\
TO
TERMINAL (A)4 OF THE ECU. THE ECU OPERATES AND CUTS THE CURRENT TO THE SOLENOID TO RELEASE LOCK±UP.
4. OVERDRIVE CIRCUIT
*O/D MAIN SW ON
WHEN THE O/D MAIN SW IS TURNED ON (SW POINT IS OPEN), A SIGNAL IS INPU\
T TO TERMINAL (A)28 OF THE ECU AND THE ECT
CAUSES SHIFT TO OVERDRIVE WHEN THE CONDITIONS FOR OVERDRIVE ARE MET.
* O/D MAIN SW OFF
WHEN THE O/D MAIN SW IS TURNED OFF (SW POINT IS CLOSED), THE CURRENT FLOWI\
NG THROUGH THE O/D OFF INDICATOR
LIGHT FLOWS TO GROUND BY WAY OF THE O/D MAIN SW AND CAUSES THE O/D OFF INDICATOR LIGHT TO LIGHT UP. AT THE
SAME TIME, A SIGNAL IS INPUT TO TERMINAL (A)28 OF THE ECU AND THE ECT PREVENTS SHIFT INTO OVERDRIVE.
5. ECT PATTERN SELECT SW CIRCUIT
WHEN THE ECT PATTERN SELECT SW IS CHANGED FROM ªNORMALº TO ªPOWERº, THE CURRENT THROUGH THE GAUGE FUSE
FLOWS TO TERMINAL 4 OF ECT PATTERN SELECT SW " TERMINAL 3 " TERMINAL (B)4 OF A/T INDICATOR " TERMINAL (C)23 "
GROUND AND CAUSES THE INDICATOR LIGHT TO LIGHT UP. AT THE SAME TIME, THE CURRENT FLOWS TO TERMINAL (A)18 OF
THE ECU AND THE ECU PERFORMS SHIFT UP AND SHIFT DOWN AT A HIGHER VEHICLE SPEED RANGE COMPARED WITH
ªNORMALº POSITION.
6. KICK DOWN OPERATION
WHEN THE ACCELERATOR IS DEPRESSED FURTHER THAN THE FULL THROTTLE POSITION WHILE DRIVING, THE KICK DOWN SW
TURNS ON AND ITS SIGNAL IS INPUT TO TERMINAL (A)3 OF THE ECU. THEN, THE ECU CONTROLS THE CURRENT WHICH FLOWS
FROM TERMINALS (B)10 AND (B)9 OF THE ECU TO THE NO. 1 AND NO. 2 SOLENOIDS AND SHIFTS DOWN BY TURNING THE
SOLENOIDS ON AND OFF.
7. CRUISE CONTROL
WHEN CRUISE CONTROL OPERATION IS SELECTED A SIGNAL IS INPUT TO TERMINAL (A)12 OF THE ECU FROM CRUISE CONTROL
ECU. AS A RESULT, THE ECU OPERATES AND CONTROLS OVERDRIVE, LOCK±UP AND SO ON FOR SMOOTH DRIVING.
SYSTEM OUTLINE
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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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132
ECT AND A/T INDICATOR
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
A2128E 226S 927
C 326E 828S22B29
C12C28E 9A28S23A29
C13B28E10B28T 227
C14A28N 127T 629
D1326O 529S 327
E 126S 427
: RELAY BLOCKS
CODESEE PAGERELAY BLOCKS (RELAY BLOCK LOCATION)
219ENGINE COMPARTMENT LEFT
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1E20INSTRUMENT PANEL WIRE
1H
1I20COWL WIRE1J20COWL WIRE
1K
3A
3B22INSTRUMENT PANEL WIRE3D22INSTRUMENT PANEL WIRE
3H
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CODESEE PAGEJOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
EB134ENGINE WIRE AND ENGINE ROOM MAIN WIRE (FRONT SIDE OF R/B NO 2)EB234ENGINE WIRE AND ENGINE ROOM MAIN WIRE (FRONT SIDE OF R/B NO. 2)
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
EB34FRONT SIDE OF LEFT FENDER
ED34REAR SIDE OF CYLINDER HEAD RH
IF36LEFT KICK PANEL
IH36UNDER THE ASHTRAY LH
: SPLICE POINTS
CODESEE PAGEWIRE HARNESS WITH SPLICE POINTSCODESEE PAGEWIRE HARNESS WITH SPLICE POINTS
E1834ENGINE WIREI2238INSTRUMENT PANEL WIRE
E2034ENGINE WIREI3238ENGINE WIREI1938INSTRUMENT PANEL WIREI3338ENGINE WIRE
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66
.
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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67
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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68
ENGINE CONTROL
1 2
1
2
1
2
1
2
1
2
1
2 1J
6
1J
7
1B
4 1K
4
6 13
14
9
7
4 IE1
16
B±R
W
B±Y L±R B
Y
W
W±RW±L
W W±R
W± R
B±O
B±O
B±O
B±O
B±O B±O W
W±R
Y
B
L±R
B±Y W
B±R
B± W
W
B±O
B± W
B±O
B±W
W
IGNITION SW 7. 5A
ST
120A ALT
100A AM1
60A MAIN
30A AM2
30A INJ
FUSE BLOCK
40A
IGSW
INJECTOR NO. 4
INJECTOR NO. 5
INJECTOR NO. 2
INJECTOR NO. 6
INJECTOR NO. 3
INJECTOR NO. 1
BATTERY
F9 I15
I9
I10
I7
I11
I8
I6
B±W
4 3
B±O
E20
E18
E20 IJ1
3IJ1 7I14 I10 E20
B±W
(
A/T )
( M/T ) (
A/T )
( M/T )
B±O
B±O
B±O B±O
B±O B±O
B± O
4
11 1
6
AM2 AM1 ACC
IG1
ST1
IG2
ST2
B±O
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