Looking for wiring diagram for Secondary air pump on an 88 Testarossa

In the past someone broke the plastic connector to the air pump and the wires were just dangling, would explain the odd idle too. lol

I have a Violet (Z) and a Red (R) wire just want to attach them correctly while the Engine is currently out of the car on a table, thank you guys.

 

Are you sure those aren't a ZN (purple-black) wire and a RN (red-black) wire? My guess would be that, functionally, the polarity doesn't matter as the coil of the electomagnetic clutch inside the air pump is isolated from everything else (and the direction of the magnetic flux that the coil generates won't matter either as it just attracts a steel component to engage), but just a guess (and I don't have a TR anymore to check ).

You can download a pdf copy of the late US TR wiring diagram 509/88 here:

https://www.dropbox.com/s/gne5xw608ba818b/509_88 US TR Wiring Diagram Book.PDF?dl=0

Fig 3 has the air injection components (but it doesn't convey anything about the physical polarity of the air pump, 140, connections).

 

Thanks Steve.

 

In colour....

https://www.dropbox.com/t/JG6CKbDXYgGWfQpP

See item #140

But it still doesn't specify which wire goes to which pin on the pump.

Isn't the pump powered by a DC electric motor? Wouldn't that mean the pump would go backwards, perhaps sucking instead of blowing

Were you thinking of the secondary air solenoid valve?

 

No, on a TR (testarossa), the air injection pump is belt driven off of the crankshaft. The electrical signals only determine if the air pump EM clutch is engaged (which spins the air pump rotor) or not engaged (which does not).

 

Air pump shouldn’t do anything to affect idle right? It just shoves air into your cats at start up. And doesn’t stay on very long either.

 

Thanks, Steve. I'll update my diagram to show this.

 

Not warm idle, nor cold idle, if everything's working correctly.

If the air injection system was wrongly "on" during warm idle (for some bizarre reason) = that would cause the O2 sensors to report a very lean value always to the KE-Jet injection ECUs.

 

Oh yeah. That’s right. If it fails in the on position somehow. I wonder if that’s even possible.

 

Wouldn't disagree that that would be rare, but I was thinking more along mechanical lines (e.g. the clutch gets mechanically locked up) rather than an electrical flaw (but that's not impossible).

 

Thank you guys, I love the community here, didnt get right back because I got put on a 599 for a bit, had to pull the dash for recovering, not to bad if you take you time and bag and tag everything, now im pulling the intakes to change the engine cover gaskets (Valve cover gaskets. good to know the polarity doesnt matter, i didnt think it would but i wanted to verify before putting the engine back in the car, engine is back in as of last night, thank you all so much,