When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
I have three versions of the turn signal combination switch: F124, F100, F139.
F124 has the white pedestal with electrodes standing up from it. it also has two posts at the top. These post correspond to the guide holes in the steering wheel mating surface and the electrodes rub unto the contact plate.
It seems that the non-airbag steering wheel set-up might not need a "clockspring". ((I could be wrong).
The F100 and F139 both have purple pedestals.
I suspect the airbag Momo (V.4 1997) may have a fourth pedestal arrangement.
So it seems I might have to switch the F124 into my car to accommodate the non-airbag V4 Momo wheel.
(It may be possible that I just switch the purple posts?)
Non Airbag V4 1996 steering wheel reverse side Contact plate shown loose from the back of the wheel Combination switch pedestal mounted atop steering wheel.
I believe this diagram shows the existance of both the white pedestal and the purple pedestal, which would be used depending on certain equipment packages.
Interesting that his page applies to Eaabaggu Nashi (No Airbag). So my guess is that the purple pedestal with the little clockspring might still be used with non-airbag wheels of some configuration.
But, I further suspect that configuration would not have the exposed contact plate mated with the white pedestal version.
I believe this diagram shows the existance of both the white pedestal and the purple pedestal, which would be used depending on certain equipment packages.
Interesting that his page applies to Eaabaggu Nashi (No Airbag). So my guess is that the purple pedestal with the little clockspring might still be used with non-airbag wheels of some configuration.
But, I further suspect that configuration would not have the exposed contact plate mated with the white pedestal version.
So..what are you saying exactly? The clockspring with the white pedestal in your last photo, is it not mounting flush with the 97 momo wheel?
Seems pretty flush. That would be the 1996 momo (non-airbag wheel). The 1997 wheel was an airbag momo wheel.
It seems likely that the white pedestal was also used with the non-airbag mazda wheel (1992~1995).
The 66-spo was used for he 1992~1995 airbag wheel (perhaps exclusively on the Type X).
The little clockspring (66-SPO) was replaced by a more substantial clockspring after 1995.
The Japanese manual calls 66-spo " Slip Ring".
(If you take the big clockspring apart you will see it has a long band with imbedded wires. The band spools out and retracts as the wheel is turned. Hence "clock spring". Note if you take it apart it will explode like an old spring driven watch would.)
The USDM parts manual has the combination switch (66-110) and clockspring, etc. as one unit and does not break out the components. It seems the unit was modified five times in the first year.
The original 1992 Japanese FSM shows the "white" pedestal and the "little clockspring" set ups. It seems likely that only the Touring X had the "little clockspring" set-up. (This was the case in the Version 3 parts catalogue.)
It seems the "white" pedestal was F124, the little clockspring was F100 and for the version 5 was F138 (base RB) and F139 (Type R and others)
I have a 1997 Momo airbag big clockspring. Its mountng tabs do not line up with either the F100 or F138/139 combination switch mounting points. This leads me to guess the 1997 combination switch might be somewhat different configuration.
the clock spring is used on airbag cars because it allows the airbag and horn wires to be connected the whole time. the clock spring is the wiring and just coiled around a few times (like the spring from a clock)
the Momo wheel just has a horn, so it can use the same sliding contact as every other Momo and non airbag wheel. this kind of contact is ok for the horn, but not good enough for an airbag
the third one uses the slip ring deal and i think it is to add the cruise control contacts to the horn contact, so its like the horn, but with 2-3 more contacts.
the clock spring is used on airbag cars because it allows the airbag and horn wires to be connected the whole time. the clock spring is the wiring and just coiled around a few times (like the spring from a clock)
the Momo wheel just has a horn, so it can use the same sliding contact as every other Momo and non airbag wheel. this kind of contact is ok for the horn, but not good enough for an airbag
the third one uses the slip ring deal and i think it is to add the cruise control contacts to the horn contact, so its like the horn, but with 2-3 more contacts.
Here's an interesting one,
If you look at the parts catalogue for Version 3 cars, my Bathurst-X obviously came with the non srs momo clockspring. However, in my current side quest to seek and add cruise, I was curious as to if the wiring is even present on the car. Assuming Nengun's OEM parts catalogue is correct for Version III, there is a non srs clockspring which we all know, and it has a three prong connector to it. My Efini wheel also has a three prong connector to mate with the clockspring. However, the connector on the wheel side only has *one* wire. This leads me to believe that the non SRS cruise control cars theoretically would have had the efini wheel with a plug containing all three wires. I've yet to see an efini wheel with cruise, though. Anyone have an image of the wheel with the connector to compare?
The parts Catalogue AJFA05 -03 (FD3S 300001 - 400000) comments on the Bathurst models of that version: The Type R-II Bathurst and the Type R Bathurst X in addendums to the manual.
The Type R-II Bathurst is based on the Type R-II and the primary difference seems to be just the glass with the glass surfaces listed a blue tint versus grey tint.
The earliest VIN of this version is FD3S - 3000211.
The earliest VIN of the Type R Bathurst X is FD3S - 304954.
The addendum compares that model to the RX-7 Type RB. There is a lot of variation (about 60 instances.)
The manual says that for the earlier Bathurst (Blue tint) you can substantially rely on parts Catalogue AJFA05-03 (pictured above). But for the Bathurst X, due to the many variations, they also recommend additional parts catalogues AJ-FA05-02 "RX-7 Type R Bathurst X" and AJ-FA05-01 "RX-7 Type RB"
The manual also confirms the Bathurst X rim colour as Dark Gray (Gunmetal).
In all, there seems to have been nine variation of FD for Version 3. (RHD).
The parts Catalogue AJFA05 -03 (FD3S 300001 - 400000) comments on the Bathurst models of that version: The Type R-II Bathurst and the Type R Bathurst X in addendums to the manual.
The Type R-II Bathurst is based on the Type R-II and the primary difference seems to be just the glass with the glass surfaces listed a blue tint versus grey tint.
The earliest VIN of this version is FD3S - 3000211.
The earliest VIN of the Type R Bathurst X is FD3S - 304954.
The addendum compares that model to the RX-7 Type RB. There is a lot of variation (about 60 instances.)
The manual says that for the earlier Bathurst (Blue tint) you can substantially rely on parts Catalogue AJFA05-03 (pictured above). But for the Bathurst X, due to the many variations, they also recommend additional parts catalogues AJ-FA05-02 "RX-7 Type R Bathurst X" and AJ-FA05-01 "RX-7 Type RB"
The manual also confirms the Bathurst X rim colour as Dark Gray (Gunmetal).
In all, there seems to have been nine variation of FD for Version 3. (RHD).
Makes me wonder how I would find/source the specific catalogues that reference the Bathurst-X. Though I'm sure the Bathurst-X decals for the BB cars have been NLA for quite some time (Nengun said that, anyway) but I would like to see them in the book, though.
I really wish I had a way of knowing if the wiring for the cruise control was present on 95 jdm cars that did not have airbags and didn't come with cruise control.
Last edited by SwappedNA; Nov 28, 2021 at 04:38 PM.
My recent research into wiring showed that there were many (many) versions of harness depending on what equipment the car had.
I suspect the difference between many of the harness, might have been a single wire.
Having said that, who knows what they may have let dangle.
The electrical manual for version 2 and version 3 may have been fairly similar , there was a change from version 1.
We may be able to determine the particular part number harness for the rare non-airbag/cruise version.
( I remember I simply googled the part number for a sample version 3 dash harness and a site popped up listing all the versions of harness. It was a Russian site, so beware.)
Here is the master electrical diagram for version 2 RHD. The answer may lie herein. From what I have seen there is not a separate diagram for each type of harness.
The box second from the bottom on the right refers to the SRS. Box "q" is for the cruise control.
here is the Russian site for harness lists. Be aware that my computer flags this site as "not secure". You will see that there are different harness part numbers depending on car options.
(I'd avoid clicking on any links within the site.)
here is the Russian site for harness lists. Be aware that my computer flags this site as "not secure". You will see that there are different harness part numbers depending on car options.
(I'd avoid clicking on any links within the site.)
I am assuming you have boned up on your katakana reading skills.
I've only studied Japanese for a combined one year in classes, but yeah, I am comfortable enough with my Hiragana/Katakana I can get myself around diagrams. I actually stumbled across the FSM and wiring manuals for the JDM cars, I should look into that.
