ENGINE CONTROL (4A–FE) SYSTEM OUTLINE THE ENGINE CONTROL SYSTEM UTILIZES A MICROCOMPUTER AND MAINTAINS OVERALL CONTROL OF THE ENGINE ETC. AN OUTLINE OF ENGINE CONTROL IS GIVEN HERE.
1. INPU INPUT T SIGN SIGNAL ALS S (1) WATER WATER TEMP. TEMP. SIGNAL SYSTEM THE WATER TEMP. SENSOR DETECTS THE ENGINE COOLANT TEMP. AND HAS A BUILT–IN THERMISTOR WITH A RESISTANCE WHICH VARIES ACCORDING TO THE WATER TEMP. THUS THE WATER TEMP. IS INPUT IN THE FORM OF A CONTROL SIGNAL TO TERMINAL THW OF THE ECU. (2) INTAKE AIR AIR TEMP. TEMP. SIGNAL SYSTEM THE INTAKE AIR TEMP. SENSOR IS DETECTS THE INTAKE AIR TEMP., WHICH IS INPUT AS A CONTROL SIGNAL TO TERMINAL THA OF THE ECU. (3) OXYGEN SENSOR SENSOR SIGNAL SIGNAL SYSTEM SYSTEM THE OXYGEN DENSITY IN THE EXHAUST EMISSIONS IS DETECTED AND INPUT AS A CONTROL SIGNAL TO TERMINAL OX OF THE ECU. (4) RPM SIGNAL SYSTEM CRANKSHAFT POSITION AND ENGINE RPM ARE DETECTED BY THE PICK–UP COIL INSTALLED INSIDE THE DISTRIBUTOR. CRANKSHAFT POSITION IS INPUT AS A CONTROL SIGNAL TO TERMINAL G1 OF THE ECU, AND RPM IS INPUT TO TERMINAL NE. (5) THROTTLE SIGNAL SYSTEM THE THROTTLE POSITION SENSOR DETECTS THE THROTTLE VALVE OPENING ANGLE, WHICH IS INPUT AS A CONTROL SIGNAL TO TERMINAL PSW OF THE ECU, OR WHEN THE VALVE IS FULLY CLOSED, TO TERMINAL IDL. (6) VEHICLE VEHICLE SPEED SIGNAL SIGNAL SYSTEM THE SPEED SENSOR, INSTALLED INSIDE THE COMBINATION METER, DETECTS THE VEHICLE SPEED AND INPUTS A CONTROL SIGNAL TO TERMINAL SPD OF THE ECU. (7) NEUTRAL NEUTRAL START START SW SIGNAL SYSTEM THE NEUTRAL START SW DETECTS WHETHER THE SHIFT POSITION IS IN NEUTRAL OR NOT, AND INPUTS A CONTROL SIGNAL TO TERMINAL NSW OF THE ECU. (8) A/C SW SIGNAL SYSTEM THE OPERATING VOLTAGE OF THE A/C MAGNET CLUTCH IS DETECTED AND INPUT IN THE FORM OF A CONTROL SIGNAL TO TERMINAL A/C OF THE ECU. (9) BATTERY BATTERY SIGNAL SIGNAL SYSTEM VOLTAGE IS CONSTANTLY APPLIED TO TERMINAL BATT OF THE ECU. WHEN THE IGNITION SW IS TURNED TO ON, VOLTAGE FOR ECU OPERATION IS APPLIED VIA THE EFI MAIN RELAY TO TERMINALS +B AND +B1 OF THE ECU. (10) INTAKE INTAKE AIR VOLUME SIGNAL SIGNAL SYSTEM INTAKE AIR VOLUME IS DETECTED BY THE VACUUM SENSOR AND IS INPUT AS A CONTROL SIGNAL TO TERMINAL PIM OF THE ECU. (11) (11) STA SIGNAL SIGNAL SYSTEM SYSTEM TO CONFIRM THAT THE ENGINE IS CRANKING, THE VOLTAGE APPLIED TO THE STARTER MOTOR DURING CRANKING IS DETECTED AND IS INPUT AS A CONTROL SIGNAL TO TERMINAL STA OF THE ECU. (12) ELECTRICAL ELECTRICAL LOAD SIGNAL SIGNAL SYSTEM THE SIGNAL WHEN SYSTEMS SUCH AS THE REAR WINDOW DEFOGGER, HEADLIGHTS, ETC. WHICH CAUSE A HIGH ELECTRICAL BURDEN ARE ON IS INPUT TO TERMINAL ELS AS A CONTROL SIGNAL.
2. CONT CONTRO ROL L SYST SYSTEM EM * EFI (ELECTRONIC FUEL INJECTION) SYSTEM
THE EFI SYSTEM MONITORS THE ENGINE REVOLUTIONS THROUGH THE SIGNALS EACH SENSOR (INPUT SIGNALS (1) TO (11)) INPUTS TO THE ECU. BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE ECU, THE MOST APPROPRIATE FUEL INJECTION TIMING IS DECIDED AND CURRENT IS OUTPUT TO TERMINALS #10 AND #20 OF THE ECU, CAUSING THE INJECTORS INJECTORS TO OPERATE IT (TO INJECT FUEL). IT IS THIS SYSTEM WHICH, THROUGH THE WORK OF THE ECU, FINELY CONTROLS FUEL INJECTION IN RESPONSE TO DRIVING CONDITIONS. DURING ENGINE CRANKING (SIGNAL INPUT TO TERMINAL STA) OR FOR APPROX. 2 SECONDS AFTER NE SIGNAL INPUT, ECU OPERATION ENERGIZES (POINT CLOSED) THE FUEL PUMP CIRCUIT INSIDE THE CIRCUIT OPENING RELAY, CAUSING THE FUEL PUMP TO OPERATE. * ESA (ELECTRONIC SPARK ADVANCE) SYSTEM
THE ESA SYSTEM MONITORS THE ENGINE REVOLUTIONS USING THE SIGNALS (INPUT SIGNALS (1, 4, 5, 10, 11)) INPUT TO THE ECU FROM EACH SENSOR. BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE ECU, THE MOST APPROPRIATE IGNITION TIMING IS DECIDED AND CURRENT IS OUTPUT TO TERMINAL IGT OF THE ECU. THIS OUTPUT CONTROLS THE IGNITER TO PRODUCE THE MOST APPROPRIATE IGNITION TIMING FOR THE DRIVING CONDITIONS. * IDLE–UP SPEED CONTROL SYSTEM
THE IDLE–UP SYSTEM USES THE AIR CONTROL VALVE FOR IDLE–UP TO INCREASE THE RPM AND PROVIDE STABLE IDLING WHEN THE IDLE SPEED DROPS DUE TO THE ELECTRICAL LOAD, ETC. THE ECU EVALUATES THE SIGNALS FROM EACH SENSOR (INPUT SIGNALS (1, 4 TO 8)), CURRENT IS OUTPUT TO TERMINAL V–ISC AND CONTROLS THE VSV.
74
* EGR CUT CONTROL SYSTEM
THE EGR CUT CONTROL SYSTEM CONTROLS THE VSV (FOR EGR) BY EVALUATING THE SIGNALS FROM EACH SENSOR INPUT TO THE ECU (INPUT SIGNALS (1, 5, 6, 9)) AND BY SENDING OUTPUT TO TERMINAL EGR OF THE ECU. * A/C CUT CONTROL SYSTEM
WHEN THE VEHICLE SUDDENLY ACCELERATES FROM LOW ENGINE SPEED, THIS SYSTEM CUTS OFF AIR CONDITIONER OPERATION FOR A FIXED PERIOD OF TIME IN RESPONSE TO THE VEHICLE SPEED, THROTTLE VALVE OPENING ANGLE AND INTAKE MANIFOLD PRESSURE IN ORDER TO MAINTAIN ACCELERATION PERFORMANCE. THE ECU RECEIVES INPUT SIGNALS ((4, 5, 6, 7 AND 10)), AND OUTPUTS SIGNALS TO TERMINAL ACT. * OVERDRIVE CONTROL SYSTEM
THE ECU CONTROLS THE O/D SOLENOID OF THE AUTOMATIC TRANSAXLE IN RESPONSE TO SIGNALS FROM EACH SENSOR (INPUT SIGNALS (1, 4, 5, 6 AND 10)) IN ORDER TO MAINTAIN DRIVABILITY AND ACCELERATION PERFORMANCE. THE ECU OUTPUTS A SIGNAL FROM TERMINAL OD TO CONTROL THE O/D SOLENOID.
3. DIAGNOSIS SYSTEM WITH THE DIAGNOSIS SYSTEM, WHEN THERE IS A MALFUNCTIONING IN THE ECU SIGNAL SYSTEM, THE MALFUNCTION SYSTEM IS RECORDED IN THE MEMORY. THE MALFUNCTIONING SYSTEM CAN THEN BE FOUND BY READING THE DISPLAY (CODE) OF THE CHECK ENGINE WARNING LIGHT.
4. FAIL–SAFE SYSTEM WHEN A MALFUNCTION OCCURS 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.
SERVICE HINTS E 5, E 8 ENGINE ECU
VOLTAGE AT ECU WIRING CONNECTORS BATT–E1 : ALWAYS 10.0–14.0 VOLTS +B–E1 : 10.0–14.0 VOLTS (IGNITION SW AT ON POSITION) +B1–E1 : 10.0–14.0 VOLTS (IGNITION SW AT ON POSITION) IDL–E1 : 8.0–14.0 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN) PSW–E1 : 4.0–5.0 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED) PIM–E2 : 3.3–3.9 VOLTS (IGNITION SW AT ON POSITION) VCC–E2 : 4.5–5.5 VOLTS (IGNITION SW AT ON POSITION) #10, #20–E01, E02 : 10.0–14.0 VOLTS (IGNITION SW AT ON POSITION) THA–E2 : 1.0–3.0 VOLTS (IGNITION SW ON AND INTAKE AIR TEMP. 20°C (68 F)) THW–E2 : 0.1–1.0 VOLTS (IGNITION SW ON AND COOLANT TEMP. 80 C (176 F) STA–E1 : 6.0–14.0 VOLTS (ENGINE CRANKING) IGT–E1 : 0.7–1.0 VOLTS (ENGINE CRANKING OR IDLING) W–E1 : 10.0–14.0 VOLTS (IGNITION SW ON, NO TROUBLE AND ENGINE RUNNING) A/C–E1 : 8.0–14.0 VOLTS (IGNITION SW ON AND AIR CONDITIONING ON) ACT–E1 : 4.0–6.0 VOLTS (IGNITION SW ON AND HEATER BLOWER SW ON) T–E1 : 10.0–14.0 VOLTS (IGNITION SW ON AND CHECK CONNECTOR T–E1 NOT CONNECTED) : 0.5 OR LESS (IGNITION SW ON AND CHECK CONNECTOR T–E1 CONNECTOR) NSW–E1 : 0–2.0 VOLTS (IGNITION SW ON AND NEUTRAL START SW POSITION P OR N RANGE) : 10.0–14.0 VOLTS (IGNITION SW ON AND EX. NEUTRAL START SW POSITION P OR N RANGE) V–ISC–E1 : 10.0–14.0 VOLTS (ORANKING FOR 10 SECONDS AFTER STARTING) °
°
°
RESISTANCE AT ECU WIRING CONNECTORS
(DISCONNECT WIRING CONNECTOR) IDL–E2 : INFINITY (THROTTLE VALVE OPEN) 0 Ω (THROTTLE VALVE FULLY CLOSED) PSW–E2 : 0 Ω (THROTTLE VALVE FULLY OPEN) INFINITY (THROTTLE VALVE FULLY CLOSED) THA–E1 : 2.0 – 3.0 KΩ (INTAKE AIR TEMP. 20 C, 68 F) THW–E1 : 0.2 – 0.4 KΩ (COOLANT TEMP. 80 C, 176 F) G1, NE–G–E : 0.17–0.21 KΩ ISCC–+B : 19.–3–22.3 Ω ISCO–+B °
°
°
°
75
ENGINE CONTROL (4A–FE) (USA)
B–W B–W
W
4 AM1
ST1 7 B–O FROM POWER SOURCE SYSTEM (SEE PAGE 52)
B–R
10 AM2
B–Y
IG2 9 B–Y O – B
I12 IGNITION SW
10
IE1
17
IE1
7.5A IGN
B–Y
B–Y
1 EB1 O – B
7 1H O – B
E7
Y – B
10 2C
8 2E 3
R – B
W
E7
15A EFI
4
Y – B
P
2
Y – B
A I N R A O I N F I R L A O F I C L . A X C E : : 7 5 E E V1 VSV (FOR EGR SYSTEM)
EFI MAIN RELAY
5 2E
1
2
5 2A
4 2C
1 7 IG2
6 2E
B – L
P
B–Y 2 2B
E7
3 2B 2 A
1 B
BATT B – W
E5
O – B
A
,E8
B
ENGINE ECU
R – B
W
EGR
#20
#10
VCC
PIM
25 B
12 B
18 B
4 B
Y
W
L – P
B – R G
INJECTOR 6
1 M A L F A 0 4
3
T L A L F A 0 0 1
2 M A L F A 0 3
B–O
E5 O – B
F10 FUSIBLE LINK BOX
B–O
2 I7 NO. 1
E7 O – B
O – B
2 I8 NO. 2
2 I9 NO. 3
2 I10 NO. 4
BR
1 1
B
W
1 Y
1 W
FLMAIN 2. 0L
1
E5
E5
E5
Y
Y
W
E5
3 VC
2 PIM
W V3 VACUUM SENSOR
BATTERY
EB
76
1 E
B–W
B–W
B–W
B–W
B–O
B
B–Y
B–Y
B–Y
B–Y
B–Y
E5
B–Y
18
B–Y
IG2
B–Y
I6 FROM POWER SOURCE SYSTEM (SEE PAGE 52) I1
,I2
A
B
IIA Y – B
15A GAUGE
2
1
) L M A E C I T R S T Y C S E P L U E – R E L 2 V S O F D I V V (
1 A
5 1E Y – B
Y – B
2 A
L – R
DISTRIBUTOR J/B NO. 3 IGNITER C13
9 3B L
B , C14 A
CHECK E NGINE [CO MB . METER] 7 3 R–L A B
1 B
9 A
VISC
1 A
+B
10 A
+B1
6 B
W E5
A
,E8
2 B
6 B
5 B
Y – B
W
R
B
7 B
21 B
B
P
14 B
4 B
IGT
(SEALED)
IGF
8 B
9 B
G1
NE
G–
B
ENGINE ECU THA
THW
5 B
3 B
R G
R
2
. P M E T R R O I A S – N E 6 N I I S 1
E7
E2 16 B
R B
BR
E5
THG 20 B
IDL
PSW
19 B
17 B
OD 15 A
OD 15 B
R B
BR
I7
R B
R B
R O 2 S N E ) S I . A P N R M E O T F I S L A A 1 C G R R 3 G O F R E E ( B
R B
B – Y B – P
P
PSW
T1 THROTTLE POSITION SENSOR
E 2
E7
BR
U C , E ) D I L A O I O N N R T R E N O L O F I O S C L E A D / S I C O . U X R E O T C (
W
I7 5
W
IG2 B – Y
3
IDL
OX 10 B W
(SEALED) B – P
1
E5
HT 15 B
B – Y
L
. P M 2 E T R E T R A O S W N 2 I F E E E S 1
R B
BR
E21 22 B
D I O N E L O S D / O , E ) D A I O N I D R D O F / I O L A O C T (
) A I N 2 R R O HTR O F S I N L E A S C . N X HTRE E E G R 3 6 Y X O F O O (
W
4
) D E L A E S (
1 +
HTRB 1
2
) R I A O S N N R E O F S I L N A E C G R 5 Y X O F O O (
B–Y BR BR
77
ENGINE CONTROL (4A–FE) (USA M/T)
B–W B–W
4
B–W
I8
B–W
EB1
(A/T)
) T / M A S U (
B–W
E5
B (CANADA M/T)
B–Y
B–W
I8
B–Y
W – B
B–Y
H C T U L C T E N G A M C / O T A
R E I F I L P M A C / A O T
E9
B
TO TACHOMETER N1 NEUTRAL START SW
Y – B R O T C E N N O C K C E 1 H C C
1 2D
6 2C W – B
W – B
IJ1 B – G L
7 A
4 IG1
) T / A (
W – B
12 A
ACT
13 B
26 B
E1
STARTER RELAY
N 1
+B
1
IG–
3
TE1
VF1
OX1
6
9
4
O
Y – V
W
9 IG2
8 IG2
O
Y – V
8 A
16 A
T
B
I7
R B
Y – B
B – L
B
B
,E8 B
SPD
FC
W – L
G
) D E L A E S (
STA 11 B
B
2
B
B
I7 B
R O N T O I C T E C N N N 2 U O J J C
1
G
4
5
B – L
W – L
6
(SEALED) C14
R B
3
C10 CIRCUIT OPENING RELAY
I7
B – W
B
20 IG2
R B
I7
B
2 EB1
VF
4 A
R B
Y – B
B
4
(A/T)
13 A
R B
3 4
18
24 B
W
B – W
1
4
E1
NSW A
8
B
ENGINE ECU E02
4
2
P
B – L
FP
2 B
A/C E5
E01
4
19
W – B
3
W – B
2
IG2
B – G L
W – B
1
A
I 2 : USA I 6 : CANADA
SPEED SENSOR [COMB. METER]
W H S C T T R 2 U A 1 L T C C S
B – L
5 15
E7
BR
2
R B
F16 FUEL PUMP
R B
M
E7
R B
EC
78
2
B – L
B–Y BR
IF1
) R H O T N T R A C A O I E T E C N N R N O 6 U O F J J C (
ID
J/B N O. 3 A
W–B
4
4
1A
1E
W–B
2
6 B – W
3B
BI
B – W
B – W
A
4
IG
C1
1
X
3
X
6
X
8
9
X
C10
DARK GRAY
1 4
X
4
C12
DARK GRAY
2
3 5
1
C13 B
2
BROWN
3
X X X
X X
X
18
C14 A
E2
E3
GREEN
1 2 X
5 6
7
1
E5 A
DARK GRAY
2
1
2
X
4
DARK GRAY
X
X
7
8
X X 9 10 X 12 13 X 15 16
E8 B
F10
DARK GRAY
F16
BLACK
1 1
2 3
4
5
6 7
8 9 10 11 12 13
I6
I 7, I 8, I 9, I10
BLACK
I12
GRAY
2
1
2
X
7
9
1
2
X
4
5
6
J2
BLACK
X
DARK GRAY
2
X
4 1
I2 B
DARK GRAY
X 6
6 X
I1 A
1
2
3
14 15 16 17 18 19 20 21 22 X 24 25 26
DARK GRAY
B
B
B
B
10 (H INT : S EE P AG E 7 )
J6
N1
A
A
A
A
A
1
O5
GRAY
2 1
A
2
DARK GRAY
O6
2
1
4
3
T1
DARK GRAY
1
2
BLACK
3
(HI NT : S EE P AGE 7 )
V1
1
2
BROWN
V2
V3
BLUE
BLACK
1 2 1
2
3
79
ENGINE CONTROL (4A–FE) SERVICE HINTS E 5, E 8 ENGINE ECU VOLTAGE AT ECU WIRING CONNECTORS BATT–E1 : ALWAYS 10.0–14.0 VOLTS +B–E1 : 10.0–14.0 VOLTS (IGNITION SW AT ON POSITION) +B1–E1 : 10.0–14.0 VOLTS (IGNITION SW AT ON POSITION) IDL–E1 : 8.0–14.0 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN) PSW–E1 : 4.0–5.0 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED) PIM–E2 : 3.3–3.9 VOLTS (IGNITION SW AT ON POSITION) VCC–E2 : 4.5–5.5 VOLTS (IGNITION SW AT ON POSITION) #10, #20–E01, E02 : 10.0–14.0 VOLTS (IGNITION SW AT ON POSITION) THA–E2 : 1.0–3.0 VOLTS (IGNITION SW ON AND INTAKE AIR TEMP. 20°C (68 F)) THW–E2 : 0.1–1.0 VOLTS (IGNITION SW ON AND COOLANT TEMP. 80 C (176 F) STA–E1 : 6.0–14.0 VOLTS (ENGINE CRANKING) IGT–E1 : 0.7–1.0 VOLTS (ENGINE CRANKING OR IDLING) W–E1 : 10.0–14.0 VOLTS (IGNITION SW ON, NO TROUBLE AND ENGINE RUNNING) A/C–E1 : 8.0–14.0 VOLTS (IGNITION SW ON AND AIR CONDITIONING ON) ACT–E1 : 4.0–6.0 VOLTS (IGNITION SW ON AND HEATER BLOWER SW ON) T–E1 : 10.0–14.0 VOLTS (IGNITION SW ON AND CHECK CONNECTOR TE1–E1 NOT CONNECTED) : 0.5 OR LESS (IGNITION SW ON AND CHECK CONNECTOR TE1–E1 CONNECTOR) NSW–E1 : 0–2.0 VOLTS (IGNITION SW ON AND NEUTRAL START SW POSITION P OR N RANGE) : 10.0–14.0 VOLTS (IGNITION SW ON AND EX. NEUTRAL START SW POSITION P OR N RANGE) V–ISC–E1 : 10.0–14.0 VOLTS (CRANKING FOR 10 SECONDS AFTER STARTING) °
°
°
RESISTANCE AT ECU WIRING CONNECTORS
(DISCONNECT WIRING CONNECTOR) IDL–E2 : INFINITY (THROTTLE VALVE OPEN) 0 Ω (THROTTLE VALVE FULLY CLOSED) PSW–E2 : 0 Ω (THROTTLE VALVE FULLY OPEN) INFINITY (THROTTLE VALVE FULLY CLOSED) THA–E1 : 2.0 – 3.0 KΩ (INTAKE AIR TEMP. 20 C, 68 F) THW–E1 : 0.2 – 0.4 KΩ (COOLANT TEMP. 80 C, 176 F) G1, NE–G– : 0.17–0.21 KΩ ISCC–+B : 19.3–22.3 Ω ISCO–+B : 19.3–22.3 Ω °
°
°
°
: PARTS LOCATION CODE
SEE PAGE
CODE
SEE PAGE
C1
27 (4A–FE)
C10
28
I1
A
C12
28
I2
B
C13 C14
F16
SEE PAGE 29
27 (4A–FE)
NI
27 (4A–FE)
27 (4A–FE)
O5
27 (4A–FE)
B
28
I6
27 (4A–FE)
O6
27 (4A–FE)
A
28
I7
27 (4A–FE)
T1
27 (4A–FE)
E2
27 (4A–FE)
I8
27 (4A–FE)
V1
27 (4A–FE)
E3
27 (4A–FE)
I9
27 (4A–FE)
V2
27 (4A–FE)
V3
27 (4A–FE)
E5
A
29
I10
27 (4A–FE)
E8
B
29
I12
29
27 (4A–FE)
J2
29
F10
: RELAY BLOCKS CODE 4
SEE PAGE 24
RELAY BLOCKS (RELAY BLOCK LOCATION) R/B NO. 4 (RIGHT KICK PANEL)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR CODE 1A
SEE PAGE
JUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
18
COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1H
18
ENGINE ROOM MAIN WIRE AND J/B NO. 1 (LEFT KICK PANEL)
2A
20
ENGINE ROOM MAIN WIRE AND J/B NO. 2 (NEAR THE BATTERY)
20
ENGINE WIRE AND J/B NO. 2 (NEAR THE BATTERY)
20
ENGINE ROOM MAIN WIRE AND J/B NO. 2 (NEAR THE BATTERY)
22
COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)
1E
2B 2C 2D 2E 3B
80
CODE J6
30 (L/B), 31 (C/P)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS CODE
SEE PAGE
JOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
EB1
34 (4A–FE)
ENGINE WIRE AND COWL WIRE (REAR SIDE OF RIGHT FRONT FENDER)
IE1
36
ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)
IF1
36
FLOOR WIRE AND COWL WIRE (LEFT KICK PANEL)
36
ENGINE WIRE AND COWL WIRE (UNDER THE ENGINE ECU)
36
COWL WIRE AND A/C NO. 1 WIRE (BEHIND THE GLOVE BOX)
IG1 IG2 IJ1
: GROUND POINTS CODE
SEE PAGE
GROUND POINTS LOCATION
EB
34 (4A–FE)
FRONT LEFT FENDER
EC
34 (4A–FE)
INTAKE MANIFOLD
ID
36
LEFT KICK PANEL
IG
36
R/B NO. 4 SET BOLT
BI
38 (L/B)
UNDER THE LEFT CENTER PILLAR
: SPLICE POINTS CODE
SEE PAGE
WIRE HARNESS WITH SPLICE POINTS
E5 E7
34 (4A–FE)
ENGINE WIRE
36
COWL WIRE
E9 I2
CODE
SEE PAGE
WIRE HARNESS WITH SPLICE POINTS
I6
36
COWL WIRE
I7
36
ENGINE WIRE
I8
36
COWL WIRE
81
