When in the OFF position, there should be no conductivity. If the power is intermittent to the Fuses/CBs, in addition to checking the fuse panel and the wiring to it, you'll need to closely examine the Key Switch itself for damaged connections or loose/broken internal parts.įor 2014-later, you can remove the key switch connector (33A/B) and test the resistance (ohms) between the two wires of the key switch connector. Wiggle the Key Switch while monitoring the voltage to see whether the power is intermittent or reliably constant. On 1994-2013 models, you can pull the fuses (or disconnect the Circuit Breakers) and check the incoming power on the Ignition Fuse/CB and on the Accessory Fuse/CB. On pre-1994 models, you can check the incoming power on the Ignition CB and on the Lights CB. Since the Key Switch sends power to the Fuses (or the Circuit Breakers - CBs), you can test the reliability of the Key Switch contacts by pulling the fuses (or disconnecting the CBs) and checking for incoming power. The internal contacts can be severely strained if you have a keyring with too many extra keys or other heavy items, or items that flap in the wind. Key Switches can fail and become intermittent. In this way, the BCM can determine the switch mode and implement the appropriate control of the various circuits. When in IGN Mode, the two wires are connected by a 200 ohm resistor, which provides a LO signal to the BCM. When in ACC Mode, the two wires are connected by an 800 ohm resistor, which provides a HI signal to the BCM. When OFF, the two wires have no connection. The CANbus Key Switch has three positions - OFF, ACC & IGN - There are only two wires used for the three functions. Most switches were now simply inputs to the BCM. With the 2014 models, the older power switching key switch was replaced when the CANbus control was implemented using the Body Control Module (BCM). The switch function did not change, but it was implemented with a new switch housing, new coil bracket & the physical switch design was different. In 1995, the location of the keyswitch was moved from the side engine mount (between the two cylinders) to a location next to the ignition coil, under the front right side of the fuel tank. On HDI models, the Taillight & the Position Light (in the headlight) are also ON when in ACC position and the key cannot be removed from the keyswitch on the HDI models. The instrument lights, brake light & horn also operate off the ACC circuit. The keyswitch labels were now B - A - IG for Battery, Accessory & Ignition. The key could be removed in the Acc Position of the keyswtich so you could walk for help while leaving the 4-way flashers on, without leaving the key in the ignition switch. This allowed the 4-way flashers to function on the Accessories Circuit without the rest of the circuits being powered. Now, the Key Switch had an ACCESSORY position and a RUN position. In 1994, the MoCo rearranged the circuit breaker connections and removed the Key Switch jumper on the output connections. The keyswitch labels were likely to be B - IG - L for Battery, Ignition & Lights. This meant that all the circuit breakers are powered whenever the Key Switch is ON, so that the lights are guaranteed to be on (basically making the keyswitch simply an ON/OFF switch). But sometime in the late 70's, the MoCo began putting a shorting wire across both output connections of the Key Switch. The Key Switch has two positions (besides OFF), but their function changed in 1994.īefore 1994, there was a RUN position & a LIGHTS position, which harkened back to a time when the lights could be off for kick starting but then on or off as required. The Key Switch is fed from the main Circuit Breaker, later, the MaxiFuse.
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