ENGINE CONTROL (5S–FE)

R (M/T)

R (A/T) R

I11 R–W (M/T) R–W

C9
IGNITION SW CLUTCH START
SW (M/T)
9 8
ST2 6 R 1 2 R R R R 2
IE4 E3 EA3
(M/T) (M/T) (A/T)
3
R N1
NEUTRAL
(A/T) START

N
P

B
B–R 10 AM2 IG2 9 B–O SW (A/T)
FROM POWER SOURCE SYSTEM (SEE PAGE 44)
4 EA2

B
B–O
B–R

B
15A E2
EFI

13 II3 4 IE4 W–R

2

(M/T)
(A/T)

R
B
B–R 2 B–Y
B–O

B–O W–R
B–R

W–R
B–R

B–Y
B–R

2 2 2 2

5 1 IE2 1 3 1 2 2 2

1 4 IGNITION EFI 2 3
MAIN RELAY MAIN
RELAY
B–R

7. 5A CIRCUIT
AM2 2 5 3 4 OPENING
RELAY
2 2 2 2 2
2
W–B
B–R

B–Y
1 4 5
W–B

5 1 II1
B–Y

2 2 2
W–B
B–R

4 EB1 2 EB1
W

W–B

W–B

W–B
G–R
L–B

L–B
B–R

BR

G–R
(A/T) 15 BM2
B–Y

5 5 TO BR (M/T) 6 BM1 L–B

IGNITION E11
COIL
8 9 B–R W–B
B–R
40A AM2

L–B

E16
B–R

B–R

B–R
B–R

1
2 2 2 2 F4
10
INJECTOR NO. 1

INJECTOR NO. 3

INJECTOR NO. 2

INJECTOR NO. 4

M FUEL
PUMP
5
2
W

W–B

1 1 1 1
I4

I6

I5

I7
W

B–Y
W

FL MAIN
2. 0L
W W W
E11 E16

W W
W–B

W–B

W–B
(USA)
W–B
6 I10 E2
J3 (CANADA)
BATTERY
JUNCTION
W–B

W–B

W–B

CONNECTOR
(FOR EARTH)

IC IC ID BG BI

64
 FROM POWER SOURCE SYSTEM (SEE PAGE 44)

DEFOGGER

DEFOGGER
R (A/T) 1 1

RELAY
FROM

FROM
SW
R–W (M/T)
15A 7. 5A
STOP GAUGE D2
DIODE
(FOR ELECTRICAL

R–Y

R–Y
2 2 IDLE–UP SYSTEM)

1 1 R–Y 1
I8

R–W

R–L
FROM G 3
1 A (W/ CRUISE CONTROL) TAILLIGHT
9 3A RELAY
1 B (W/O CRUISE CONTROL)

5 8 2
B (A/T) S9 A B R–L G–W
J/B A B
STOP LIGHT SW NO. 3

G–W

P–G
C11 A , C12 B
W–R 3 A (W/ CRUISE CONTROL)
(A/T)

CHECK ENGINE
2 B (W/O CRUISE CONTROL) [COMB. METER]
R–W (M/T)

G–W
(A/T)
B

B–Y 15 IE1 8 IE1

E1
R

FROM G

G–W
4 IE1

P–G
W–R

COLD START INJECTOR,

B–Y

B–Y

G–W

START INJECTOR TIME SW

12 A 13 A 1 A 11 A 22 A 4 A (A/T) 7 D 5 A 2 A
8 B 1 B 2 B 3 C (M/T) 2 C 9 B 5 B
+B +B1 BATT STA NSW STP STJ WRN ELS
E6 A ,E6 B ,E7 F ,E7 C ,E8 D ,E8 E
ENGINE AND ECT ECU (A/T)
ENGINE ECU (M/T)

FC ISCO ISCC EGR FPU # 20 # 10 DG T VF

14 A 10 D 9 D 23 D 8 D 11 D 12 D 7 F 15 F 8 F (A/T)
4 B 18 E 9 E 6 C 1 C 9 C 4 C 4 E 3 B (M/T)
G–R

G–B
L–O

W
G
R

(M/T)
V–Y
BR–B

R–W
(A/T)

(A/T)
O

G–R 9 EA1

8
L–B
(M/T)
R–W

EB1
G–B
L–O

L–B
G
R

B
(FOR EGR SYSTEM)

PRESSURE–UP)

1 3 1 1 1 17 6 9 4
FP TT TE1 VF1 OX
(FOR FUEL

I1
ISC VALVE
VSV

+B E IG–
V4
VSV
V2

2 2 8 3 18
C1
2 CHECK
B–Y

B–Y

CONNECTOR
BR

B–Y B–W
B–Y

B–Y B–Y B–Y

E11 E16

BR

65
ENGINE CONTROL (5S–FE)
T2
V1 THROTTLE
VACUUM SENSOR POSITION
SENSOR
(A/T)
14
BR VC VTA IDL E2
EA3 1 2 3
4 3 2 1

(A/T)
LG–R

R–L
BR

BR
BR BR BR BR BR
BR

E11 E14 E14

(A/T)
R–L
BR

BR
W

P
BR
(EX. FOR CALIFORNIA)
IN AIR TEMP. SENSOR

(FOR CALIFORNIA)
1 1 1 R–L P 1

TEMP. SENSOR

TEMP. SENSOR
E11 E7
(A/T)

EFI WATER
SHORT PIN

EGR GAS
E4

E3
2 2 2 TO 2
E4

B–Y CRUISE

(A/T)

(A/T)

(A/T)
R–L
I8

W
Y

P
CONTROL ECU
(M/T)

LG–R
R–L P
B–Y
BR

15 EA3 (M/T)
BR

R
Y

3 F 16 D 9 F 10 F 2 F (A/T) 1 F 11 F 12 F 4 F
3 E 16 E 10 E 14 E 2 E (M/T) 12 E 13 E 1 E
THA E21 E2 THG PIM VC VTA IDL THW

E6 A ,E6 B ,E7 F ,E7 C ,E8 D ,E8 E

ENGINE AND ECT ECU (A/T)
ENGINE ECU (M/T)
OX2 OX IGF1 IGT NE G1 G– PS PSCT SPD
14 F 6 F 3 D 20 D (A/T) 1 D 15 D 16 F 8 A 6 A 9 A
17 E 8 E 5 E 8 C (M/T) 15 E 6 E 7 E 14 B 7 B 12 B

TO

V–W
L–Y
TACHOMETER
B

B 4 IE3 5 IE3 14 IE1

E14
B

V–W
(SEALED)
W–R

L–Y
(SEALED)

(SEALED)

13 IE1 V–W
I4
B

1 II4 2 II4 13 II4

5 EA3 V–W
V–W
L–Y
B
OXYGEN SENSOR

1 1 1 2 1 3 4 9 14 5
DXYGEN SENSOR

10 A
B

C10 C , C11 A
I3 4 D1 P7 SPEED SENSOR
IGNITER DISTRIBUTOR POWER STEERING ECU [COMB. METER]
(MAIN)
(SUB)
O2

O1

2 5 3 1 C
B–R
B–W

FROM
IGNITION MAIN RELAY
BR

B–W B–W B–W FROM

E15 (SEALED)
IGNITION COIL

(SEALED)
BR

(SEALED)

BR

BR BR
BR

ID

66
 2 BR

T2
THROTTLE POSITION
SENSOR (M/T)

1 3 FROM
A/C AMPLIFIER

P–G
(M/T)
R–G
TO
P

CRUISE 15 IH1
CONTROL ECU

P–G
P

8 IE3
P
E7

P–G
21 A (A/T)
11 E (M/T)
PSW ACT
E6 A ,E6 B ,E7 F ,E7 C ,E8 D ,E8 E
ENGINE AND ECT ECU (A/T)
ENGINE ECU (M/T)

SPD2 AC E1 E01 E02

17 D 10 A 14 D 13 D 26 D (A/T)
11 B 7 C 5 C 10 C (M/T)
B–W

BR

BR

BR
LG–B
(A/T)

16 IE1

BR
B–W

E16

12 IH1
TO
SPEED SENSOR
(FOR ECT SYSTEM)
B–W

BR

FROM
A/C MAGNET
CLUTCH
RELAY

(SEALED)

(SEALED)
E14
(SEALED)
BR

BR BR
E11
BR

BR BR
E15
BR

BR

BR

EA

67
ENGINE CONTROL (5S–FE)
SYSTEM OUTLINE
THE ENGINE CONTROL SYSTEM UTILIZES A MICROCOMPUTER AND MAINTAINS OVERALL CONTROL OF THE ENGINE,
TRANSMISSION, ETC. AN OUTLINE OF ENGINE CONTROL IS GIVEN HERE.
1. INPUT SIGNALS
(1) WATER 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 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 SIGNAL SYSTEM
THE OXYGEN DENSITY IN THE EXHAUST EMISSIONS IS DETECTED AND INPUT AS A CONTROL SIGNAL TO TERMINAL OX1 AND
OX2 (CALIFORNIA) 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 VTA (A/T) OR PSW (M/T) OF THE ECU, OR WHEN THE VALVE IS FULLY CLOSED, TO TERMINAL IDL
(6) VEHICLE SPEED 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 START SW SIGNAL SYSTEM (A/T)
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 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 AIR VOLUME 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) STA SIGNAL 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 LOAD 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. CONTROL SYSTEM
* EFI (ELECTRONIC FUEL INJECTION) SYSTEM
THE EFI SYSTEM MONITORS THE ENGINE REVOLUTIONS THROUGH THE SIGNALS EACH SENSOR (INPUT SIGNALS (1) TO (12))
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
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 APPLOX. 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 FUEL 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.
* ISC (IDLE SPEED CONTROL) SYSTEM
THE ISC SYSTEM (ROTARY SOLENOID 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, ETC. THE ECU EVALUATES THE
SIGNALS FROM EACH SENSOR (INPUT SIGNALS (1, 4 TO 8, 11, 12)), OUTPUTS CURRENT TO TERMINAL ISCO AND ISCC, AND
CONTROLS THE ISC VALVE.

68
* EGR 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 AND THROTTLE VALVE OPENING ANGLE IN
ORDER TO MAINTAIN ACCELERATION PERFORMANCE.
THE ECU RECEIVES INPUT SIGNALS (5, 6), 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 O/D TO CONTROL THE O/D SOLENOID.
* FUEL PUMP CONTROL SYSTEM
COMPUTER OPERATION OUTPUTS TO TERMINAL FC AND CONTROLS THE FUEL PUMP CONTROL RELAY AND THUS CONTROLS
THE FUEL PUMP DRIVE SPEED IN REPONSE TO CONDITIONS.
* FUEL PRESSURE CONTROL SYSTEM
THE FUEL PRESSURE UP SYSTEM CAUSES THE VSV (FOR FUEL PRESSURE UP) TO COME ON FOR HIGH TEMP. STARTS IN
ORDER TO INCREASE THE FUEL PRESSURE, IMPROVE STARTABILITY AT HIGH TEMPERATURES AND PROVIDE STABLE IDLING.
THE ECU EVALUATES THE INPUT SIGNALS FROM EACH SENSOR (1, 2, 10, 11), OUTPUT CURRENT TO TERMINAL FPU AND
CONTROLS THE VSV.
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 MENORY OR ELSE STOPS THE ENGINE.

SERVICE HINTS
E 6, E 7, 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–E2 : 8.0–14.0 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN)
VC–E2 : 4.5–5.5 VOLTS (IGNITION SW AT ON POSITION)
PIM–E2 : 3.3–3.9 VOLTS (IGNITION SW AT ON POSITION, ATMOSFHERIC PRESSURE)
#10, #20–E01, E02 : 10.0–14.0 VOLTS (IGNITION SW AT ON POSITION)
THA–E2 : 1.7–3.1 VOLTS (IGNITION SW ON AND INTAKE AIR TEMP. 20°C, 68°F)
THW–E2 : 0.3–0.8 VOLTS (IGNITION SW ON AND COOLANT TEMP. 80°C, 176°F)
STA–E1 : 6.0–14.0 VOLTS (ENGINE CRANKING)
IGT–E1 : 0.8–1.2 VOLTS (ENGINE CRANKING OR IDLING)
W–E1 : 8.0–14.0 VOLTS (NO TROUBLE AND ENGINE RUNNING)
A/C–E1 : 8.0–14.0 VOLTS (IGNITION SW ON AND AIR CONDITIONING ON)
ACT–E1 : 4.5–5.5 VOLTS (IGNITION SW ON AND AIR CONDITIONING ON)
T–E1 : 10.0–14.0 VOLTS (IGNITION SW ON AND CHECK CONNECTOR TE1–E1 NOT CONNECTED)
1.0 VOLTS OR LESS (IGNITION SW ON AND CHECK CONNECTOR TE1–E1 CONNECTED)
NSW–E1 : 0–2 VOLTS WITH NEUTRAL START SW AT “P” OR “N” RANGE
6–14 VOLTS WITH NEUTRAL START SW AT EXCEPT “P” OR “N” RANGE
B/K–E1 : 10–14 VOLTS WITH STOP LIGHT SW ON (BRAKE PEDAL DEPRESSED)
ISSC : 8.0–14.0 VOLTS WITH IGNITION SW AT ON POSITION
ISCO : 8.0–14.0 VOLTS WITH IGNITION SW AT ON POSITION
RESISTANCE AT ECU WIRING CONNECTORS
(DISCONNECT WIRING CONNECTOR)
IDL–E1 : INFINITY (THROTTLE VALVE OPEN)
2.3
 (A/T), 0  (M/T) OR LESS (THROTTLE VALVE FULLY CLOSED)
PSW–E1 : 0  (M/T) (THROTTLE VALVE FULLY OPEN)
INFINITY (M/T) (THROTTLE VALVE FULLY CLOSED)
VC–E2 : 3.0–7.0 K
THA–E2 : 2.0–3.0 K (INTAKE AIR TEMP. 20°C, 68°F)
THW–E2 : 0.2–0.4 K (COOLANT TEMP. 80°C, 176°F)
G1, NE–G– : 0.17–0.21 K
ISCC, ISCO–+B, +B1 : 19.3–22.3 

69
ENGINE CONTROL (5S–FE)
: PARTS LOCATION
CODE SEE PAGE CODE SEE PAGE CODE SEE PAGE
C1 20 (5S–FE) E7 F 20 (5S–FE) J3 22
C9 22 D 20 (5S–FE) N1 20 (5S–FE)
E8
C10 C 22 E 20 (5S–FE) O1 20 (5S–FE)
C11 A 22 F4 22 O2 20 (5S–FE)
C12 B 22 I1 20 (5S–FE) P7 23
D1 20 (5S–FE) I3 20 (5S–FE) A 22
S9
D2 22 I4 20 (5S–FE) B 22
E3 20 (5S–FE) I5 20 (5S–FE) A 20 (5S–FE)
T2
E4 20 (5S–FE) I6 20 (5S–FE) B 20 (5S–FE)
A 20 (5S–FE) I7 20 (5S–FE) V1 20 (5S–FE)
E6
B 20 (5S–FE) I8 20 (5S–FE) V2 20 (5S–FE)
E7 C 20 (5S–FE) I11 22 V4 20 (5S–FE)

: RELAY BLOCKS
CODE SEE PAGE RELAY BLOCKS (RELAY BLOCK LOCATION)
1 18 R/B NO. 1 (LEFT KICK PANEL)
2 18 R/B NO. 2 (ENGINE COMPARTMENT LEFT)
5 17 R/B NO. 5 (FRONT LUGGAGE COMPARTMENT RIGHT)

: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR

CODE SEE PAGE JUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
3A 19 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)

: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS

CODE SEE PAGE JOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
EA1
24 (5S–FE)
(5S FE) ENGINE WIRE AND ENGINE ROOM MAIN WIRE (REAR LUGGAGE COMPARTMENT LEFT)
EA2
EA3 24 (5S–FE) ENGINE WIRE AND ENGINE ROOM MAIN WIRE (R/B NO. 2 INNER)
EB1 24 (5S–FE) ENGINE WIRE AND R/B NO. 2 (R/B NO. 2 INNER)
IE1
IE2
28 ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)
IE3
IE4
IH1 28 COWL WIRE AND A/C SUB WIRE (INSTRUMENT PANEL RIGHT)
II1 30 LUGGAGE ROOM WIRE AND COWL WIRE (RIGHT KICK PANEL)
II3
30 COWL WIRE AND LUGGAGE ROOM WIRE (RIGHT KICK PANEL)
II4
BM1 32 ENGINE ROOM MAIN WIRE AND COWL WIRE (ROOM PARTITION BOARD LEFT)
BM2 32 COWL WIRE AND ENGINE ROOM MAIN WIRE (ROOM PARTITION BOARD LEFT)

: GROUND POINTS
CODE SEE PAGE GROUND POINTS LOCATION
EA 24 (5S–FE) INTAKE MANIFOLD
IC 28 INSTRUMENT PANEL BRACE LH
ID 28 RIGHT KICK PANEL
BG 32 UNDER THE LEFT CENTER PILLAR
BI 32 BACK PANEL CENTER

: SPLICE POINTS
CODE SEE PAGE WIRE HARNESS WITH SPLICE POINTS CODE SEE PAGE WIRE HARNESS WITH SPLICE POINTS
E1 E14
E2 24 (5S–FE)
(5S FE) ENGINE ROOM MAIN WIRE E15 24 (5S–FE)
(5S FE) ENGINE WIRE
E3 E16
E7 I8
24 (5S–FE)
(5S FE) ENGINE WIRE 30 COWL WIRE
E11 I10

70
71