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1993 Ford Taurus SHO Fig. 26: EEC-IV Wiring Diagram (3.2L SHO – 1 of 2) 1993 Ford Taurus SHO
Fig. 27: EEC-IV Wiring Diagram (3.2L SHO – 2 of 2)

ELECTRICAL WIRING DIAGRAM
This Service Bulletin is to inform you of the Electrical Wiring Diagram for RAV4 equipped with 1CD-
FTV engine.RELAY LOCATIONS ELECTRICAL WIRING ROUTING OVERALL ELECTRICAL WIRING DIAGRAM CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS

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Symptoms of clutch drag, and/or notchy release operation, can occur within 500 miles of replacing the clutch, when the gearbox is replaced misaligned to the engine. This is due to the release bearing operating off-centre to the clutch cover diaphragm spring, causing excessive fretting between the two components. Premature wear to the fulcrum ring of the clutch cover, causing clutch drag, broken driven plate centre, and wear to the spigot bearing in the flywheel, can also result. A special dowel bolt, which is an interference fit, is fitted to the lower left hand position of the gearbox bell housing, (see diagram). This dowel bolt is frequently incorrectly replaced with a normal threaded bolt, for ease of fitment of the gearbox. Above the starter motor position is fitted a dowel pin, (see diagram). This is sometimes pushed forward when fitting the gearbox to the engine, and protrudes out of the front face of the engine adaptor plate, instead of being flush. In this position the dowel pin will not locate correctly with the gearbox bell housing. The dowels must be located before the remainder of the gearbox bell housing to engine adaptor plate bolts are fitted and tightened up. Should either or both dowels be missing, or not located correctly, misalignment of the gearbox will take place.

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The above application is prone to the timing belt teeth lifting off the belt in service due to operating the belt with insufficient tension. The following instructions have been produced to assist in the fitting of your new timing belt, giving simple hints and tips, which should help avoid problems caused by adopting an incorrect fitting / adjustment procedure. For instructions for the removal of the engine components required to gain access to the timing belt, please refer to the vehicle workshop manual. Note:- Incorrect tension of the timing belt, can lead to the teeth lifting from the belt, resulting in belt failure, and subsequent major engine damage. Special Tools Required: 1) Timing belt tension gauge, (accurately calibrated), Part No’s: either Rover KM4088 or Borroughs BT33-86F 2) Two 8mm Allen keys (for tensioner adjustment) 3) Short length of round steel bar (for flywheel timing location) Fitting Procedure: 1) Before the old timing belt is removed, the crankshaft should be rotated clockwise to align the timing mark on the crankshaft pulley with the edge of the metal bracket, which forms part of the lower timing belt cover (See I). To lock the crankshaft in this position, which is 90 degrees before top dead centre, insert a steel rod of the correct diameter into the hole on the gearbox / engine adaptor plate, positioned on the front facing lower edge of the cylinder block (See diagram B), and locate with the corresponding hole in the flywheel. The timing marks on the camshaft gears should now be aligned at the 3 o’clock position for the left hand gear, and the 9 o’clock position for the right hand gear (See II). Undo the timing belt tensioner Allen bolt and remove tensioner. The old timing belt can now be removed (See III). Check the condition of the geared teeth on the camshaft, crankshaft, and water pump drives. Check the tensioner, water pump, and idler bearings. Fit the new timing belt over the drive gears, ensuring the timing marks set at ‘I’and‘II’ have not moved. Refit the tensioner using the anti-slip washer ‘IV’ supplied with the new timing belt. The anti-slip washer should be fitted between the tensioner and the backplate, with the abrasive side facing towards the tensioner. Note: A new anti-slip washer must always be fitted. Non modified vehicles will not have the anti-slip washer fitted. Rotate the tensioner, using the Allen key drive to set the initial pre-load tension, sufficient to prevent the timing belt from slipping over the toothed drives, then tighten the Allen bolt to 45Nm.

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Special tools, testers and auxiliary items VAG 1598/18 test box Multimeter (Fluke 83 or equivalent) VAG 1527B voltage tester Connector test kit VW 1594 Wiring diagram Checking voltage supply Disconnect 3-pin connector from ignition coil. Connect multimeter using test leads from VW 1594 to measure voltage at terminals 1 and 3 of connector. Turn on ignition. Measure voltage between terminals 1 and 3. Specification: 9-14.5 volts Turn off ignition. If the specification is not attained: Check wire between 3-pin connector contact 1 and Ground for open circuit according to wiring diagram. Wire resistance: Max. 1.5 ohms ( Check wire between 3-pin connector contact 3 and relay plate for open circuit according to wiring diagram. Resistance: max. 1.5 ohms ( If no wiring malfunction is detected and voltage was present between terminals 1 and 3: Replace ignition coil -N152- => Page 28-2, item 7. If no wiring malfunction is detected and no voltage was present between terminals 1 and 3: Replace Engine Control Module (ECM) -J220- => Page 24-9, item 12. Read the readiness code => page 01-32. If DTC memory has been erased, verify repair via appropriate display group => Page 01-34, Readiness code, creating. Checking activation Disconnect the engine harness center connector => Page 24-2, item 11. ) ) Connect VAG 1527B voltage tester with test leads from VW 1594 and adapters VW 1594/15 to terminals 2 and 3 of the connector. Operate starter and check ignition signal from ECM. LED must flicker