Chap 42

start
Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

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OBJECTIVES:
After studying Chapter 42, the reader should
be able to:
• Prepare for ASE Electrical/Electronic Systems
(A6) certification test content area “E”
(Lighting System Diagnosis and Repair).
• Determine which replacement bulb to use on
a given vehicle.
• Describe how interior and exterior lighting
systems work.
Continued
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OBJECTIVES:
After studying Chapter 42, the reader should
be able to:
• Read and interpret a bulb chart.
• Discuss troubleshooting procedures for
lighting and signaling circuits.

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KEY TERMS:
adaptive (or advanced) front light system (AFS)
brake lights
candlepower • center high-mounted stop light (CHMSL) •

color shift • composite headlight • courtesy lights
daytime running lights (DRLs) • feedback • fiber optics
hazard warning • high-intensity discharge (HID) • hybrid

flasher
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KEY TERMS:
Kelvin (K)
light-emitting diode (LED)
reference voltage (RF) • rheostat
trade number • Troxler effect
U.S. Department of Transportation (DOT)
xenon headlights

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The lighting and signaling circuits represent two of the
most frequently serviced automotive electrical areas.

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LIGHTING
Exterior lighting is controlled by the headlight switch, which is
connected directly to the battery on most vehicles. If the light
switch is left on, it can drain the battery.
Most headlight switches contain a built-in circuit breaker. If

excessive current flows through the headlight circuit, the circuit
breaker will momentarily open the circuit, then close it again. The
result is headlights that flicker on and off rapidly.
NOTE: This flickering on and off is misunderstood by many drivers and

technicians. Because the flickering is rapid, many people believe that the
problem is caused by a loose headlight or by a defective voltage regulator.
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This feature allows the headlights to function, as a safety measure,
in spite of current overload. The headlight switch controls the
following lights on most vehicles:
1. Headlights
2. Taillights
3. Side-marker lights
4. Front parking lights
5. Dash lights
6. Interior (dome) light(s)
NOTE: Because these lights can easily drain the battery if accidentally
left on, many newer vehicles control these lights through the computer.
The computer keeps track of the time the lights are on and can turn them
off if the time is excessive. The computer can control either power side or
ground side of the circuit usually through an electronic control module.

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BULB NUMBERS
The number used on automotive bulbs is called the bulb trade
number, as recorded with the American National Standards
Institute (ANSI), and the number is the same regardless of the
manufacturer.
Amber-color bulbs that use natural amber glass are indicated with
an “NA” for natural amber at the end of the number (for example,
#1157NA).
A less expensive amber bulb that uses painted glass is labeled “A”
for amber (for example, #1157A).
See Figure 42–1

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Figure 42–1 Bulbs that have the same trade number have the same operating voltage and
wattage. The NA means that the bulb uses a natural amber glass ampoule with clear turn signal
lenses.
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The trade number also identifies size, shape, number of filaments,
and amount of light produced, measured in candlepower.
Candlepower of a #1156 bulb, common for backup lights, is 32. A

#194 bulb, for dash or side-marker lights, is rated at 2 candlepower.
The amount of light produced by a bulb is determined by the

resistance of the filament wire, which also affects the amount of
current (in amps) required by the bulb. See Figures 42–2 and 42–3.
It is important that the correct trade number of bulb always be used

for replacement to prevent circuit or component damage. The correct
replacement bulb for a vehicle is usually listed in the owner’s
manual or service manual.
See Figure 42–4 and the Bulb Chart.

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Figure 42–2
This single-filament bulb is being tested with a digital multimeter set to read resistance in
ohms. The reading of 1.3 ohms is the resistance of the bulb when cold. As soon as current
flows through the filament, the resistance increases about 10 times. It is the initial surge of
current flowing through the filament when the bulb is cool that causes many bulbs to fail in cold
weather as a result of the reduced resistance. As the temperature increases, the resistance
increases.
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Figure 42–3 Close-up a dual-filament (double-filament) bulb (#1157) that failed. Notice that one
filament (top) broke from its mounting and melted onto the lower filament. This bulb caused the
dash lights to come on whenever the brakes were applied.
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Figure 42–4 Bulbs #1157 or #2057 are typically used for taillight and front parking lights. These
bulbs contain both a low-intensity filament for taillights or parking lights and a high-intensity
filament for brake lights and turn signals.

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TYPICAL AUTOMOTIVE LIGHT BULBS
See the complete chart on Page 460 of your textbook.

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Weird Problem—Easy Solution
A General Motors minivan had the following electrical problems:
• The turn signals flashed rapidly on the left side.

• With the ignition key off, the lights-on warning chime sounded
if the brake pedal was depressed.
• When the brake pedal was depressed, the dome light came on.
All of these problems were caused by just one defective 2057 dual
filament bulb, as shown in Figure 42–5.
Apparently, the two filaments were electrically connected through the

corrosion observed between the terminals of the bulb. This caused the
electrical current to feed back from the brake light filament into the taillight
circuit, causing all the problems.
See Figure 42–6 for another example of a weird bulb problem.

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Figure 42–5
Corrosion caused the two terminals of
this dual-filament bulb to be electrically
connected.
Figure 42–6
Often the best diagnosis is a thorough visual
Inspection. This bulb was found to be filled
with water, which caused weird problems.

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Heavy-Duty Automotive Bulbs
Many automotive bulbs have the same operating parameters (same
wattage, voltage, amperage, and candlepower) yet have different trade
numbers. Some numbers are for standard duty, others have heavier
filament wire or additional filament support, which qualifies them for a
different trade number. Fleet-duty designation represents a durability
increase; heavy-duty designation identifies the most severe service bulb.
Therefore, if the specification for your vehicle gives a trade number under
the “regular” heading, you can safely switch to a bulb listed under the
“fleet-duty” or “heavy-duty” heading. For best operation of turn signals and
consistent brightness of bulbs, the switch of trade numbers should include
all similar bulbs of the type being replaced.
See the bulb equivalence chart on Page 462 of your textbook.

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BRAKE LIGHTS
Brake lights use the high-intensity filament of a double-filament bulb. (The
lower intensity filament is for the taillights.) The brake light switch is a normally
open (N.O.) switch but is closed when the driver depresses the brake pedal.
Since 1986, all vehicles sold in the United States have a third brake light
commonly referred to as the center high-mounted stop light (CHMSL). The
brake switch is also used as an input switch (signal) for the following:
1. Cruise control (deactivates when brake pedal is depressed)

2. Antilock brakes (ABS)
3. Brake shift interlock (prevents shifting from “park” position
unless the brake pedal is depressed)

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No Cruise Control? Check the Third
Brake Light
A common cause of an inoperative cruise control, especially on General
Motors vehicles, is a burned out bulb in the third stop light. The cruise
control uses the filaments of the third brake bulb (CHMSL) as a ground
and shuts off the cruise if the bulbs are burned out (open). See Fig. 42-7.

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Figure 42–7 Typical brake light and taillight circuit showing the brake switch and all of the
related circuit components.
See the schematic

on Page 463 of
your textbook.

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HEADLIGHT SWITCHES
The headlight switch operates the exterior and interior lights of
most vehicles. On non-computer-controlled lighting systems, the
headlight switch is connected directly to the battery through a
fusible link and has continuous power or is “hot” all the time.
A circuit breaker is built into most headlight switches to protect

the headlight circuit. The interior dash lights can be dimmed
manually by rotating the headlight switch knob, which controls a
variable resistor (rheostat) built into the headlight switch.
The headlight switch also contains a built-in circuit breaker that

will rapidly turn the headlights on and off in the event of a short
circuit. This prevents a total loss of headlights.
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Figure 42–8 Typical headlight circuit diagram. Note that the headlight switch is represented by
a dotted outline indicating that other circuits (such as dash lights) also operate from the switch.
If headlights are rapidly flashing

on and off, check entire circuit
for possible shorts.
The circuit breaker controls only
the headlights. The other lights
controlled by the headlight
switch are fused separately.
Flashing headlights may be

caused by failure in the built-
in circuit breaker, requiring
replacement of the switch
assembly.
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Removing a Headlight Switch Most dash-mounted headlight
switches can be removed by first removing the dash panel.
To get the dash panel off, the headlight switch knob usually has to
be removed. Some knobs can be removed by depressing a small clip
in a notch in the knob itself. Others are removed by depressing a
spring-loaded release, which allows for removal of the entire
headlight switch knob and shaft, as shown in Figure 42–9
Headlight switches mounted on the steering column are removed as

part of the turn signal and wiper switch assembly. Many can be
easily removed, whereas others require the removal of the steering
wheel and so forth.
See service info for year and model on which you are working.

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Figure 42–9 To remove the headlight switch from a vehicle that uses a knob and shaft, a
release button has to be pushed to release the shaft. After the knob and shaft assembly has
been removed, then the retaining nut can be removed from the headlight switch so it can be
removed from the dash.

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SEALED BEAM HEADLIGHTS
Low-beam headlights contain two filaments: one for low beam and the
other for high beam.
High-beam headlights contain only one filament and have two terminals.
Because low-beam headlights also contain a high-beam filament, the

entire headlight assembly must be replaced if either filament is
defective.
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Sealed-beam headlights can be
tested with an ohmmeter.
A good bulb should indicate low

ohms between the ground
terminal and both power-side
(hot) terminals.
If either the high-beam or the

low-beam filament is burned
out, the ohmmeter will indicate
infinity (OL).
Figure 42–10
Typical headlight socket connections. Some
vehicles may be different. The high- and low-
beam connections must be determined by
visual inspection.

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HEADLIGHT AIMING
According to U.S. federal law, all headlights, regardless of shape,
must be able to be aimed using headlight aiming equipment. See
Figures 42–12 and 42–13. Also see the photo sequence on
headlight aiming at the end of the chapter.
Figure 42–11
All vehicles sold in the United
States must have provision for the
use of mechanical aiming devices.
Even the halogen bulb units with

plastic or glass lenses have
locating points and adjustment
screws.
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Figure 42–12 Typical headlight-aiming diagram as found in a service manual.
See the diagram

on Page 465
of your textbook.
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Figure 42–13
Many composite headlights have a built- in bubble level to make aiming easy and accurate.

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COMPOSITE HEADLIGHTS
Composite headlights are constructed using a replaceable bulb and
fixed lens cover that is part of the vehicle.
The replaceable bulbs are usually bright halogen bulbs, which get
between 500° and 1300°F (260° and 700°C) during operation.
Never touch the glass of

any halogen bulb with bare
fingers because natural oils
of the skin can cause the
bulb to break when it heats
during normal operation.
Figure 42–14 Typical composite
headlamp assembly. The lens,
housing, and bulb sockets are
usually included as a complete
assembly.

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HALOGEN SEALED BEAM HEADLIGHTS
Halogen sealed-beam headlights are brighter and more expensive
than normal headlights.
Because of their extra brightness, it is common practice to have

only two headlights on at any one time, because the candlepower
output would exceed the maximum U.S. federal standards if all
four halogen headlights were on.
Before trying to repair a problem that only two of four lamps are
on, check the owner’s or shop manuals for proper operation.
CAUTION: Do not attempt to wire all headlights together. Extra current

flow could overheat wiring from the headlight switch through the dimmer
switch and to the headlights. The overloaded circuit could cause a fire.
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Diagnose Bulb Failure
Halogen bulbs fail for various reasons. Cause for halogen bulb failure
and their indications are:
• Gray color—low voltage to bulb
(check for corroded socket or connector)
• White (cloudy) color—indication of air leak
• Broken filament—usually caused by
excessive vibration
• Blistered glass—indication that someone
has touched the glass
Never touch the glass ampoule of any halogen
bulb. The oils from your fingers can cause
unequal heating of the glass during operation,
leading to a shorter-than-normal service life.
Figure 42–15
Notice the broken filament in this halogen headlight bulb.

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HIGH INTENSITY DISCHARGE HEADLIGHTS
Parts and Operation High-intensity discharge (HID) headlights
produce a distinctive blue-white light that is crisper, clearer, and
brighter than light produced by a halogen headlight.
High-intensity discharge lamps do not use a filament like

conventional electrical bulbs, but rather contain two electrodes
about 0.2 inch (5 mm) apart. A high-voltage pulse is sent to the
bulb, which arcs across the tips of electrodes producing light.
Unlike a halogen bulb, the HID bulb has no filament. It creates light
from an electrical discharge between two electrodes in a gas-filled
arc tube. It produces twice the light with less electrical input than
conventional halogen bulbs.
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HID lighting system consists Figure 42–16 The ignitor contains the ballast
and transformer needed to provide high-
of the discharge arc source, voltage pulses to the arc tube bulb.
igniter, ballast, and headlight

assembly.
Two electrodes are contained in
a tiny quartz capsule filled with
xenon gas, mercury, and metal
halide salts. HID headlights are
also called Xenon headlights.
Lights and support electronics
are expensive, but they should
last the life of the vehicle unless
physically damaged.
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HID headlights produce a white light, usually low in red giving the lamp a
blue-white color. The color of light is expressed in temperature using the
Kelvin scale.
Kelvin (K) temperature is the Celsius temperature plus 273 degrees.
Color temperatures include:
• Daylight—5400°K
• HID—4100°K
• Halogen—3200°K
• Incandescent
(tungsten)—2800°K
Figure 42–17 HID (Xenon) headlights emit
a whiter light than halogen headlights and
usually look blue compared to the parking
light on the side.

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What is the Difference Between the Temperature of
Light and the Brightness of Light?
The temperature of the light indicates the color of the light. The brightness
of the light is measured in lumens. A standard 100-watt incandescent light
bulb emits about 1,700 lumens. A typical halogen headlight bulb produces
between 1,000 and 2,000 lumens and a typical HID bulb produces about
2,800 lumens.
The HID ballast is powered by 12 volts from the headlight switch on

the body control module. The HID headlights operate in three stages
or states:
1. Start-up or stroke state
2. Run-up state
3. Steady state
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Start-up or Stroke State When the headlight switch is turned to
the on position, the ballast may draw up to 20 amperes at 12 volts.
The ballast sends multiple high-voltage pulses to the arc tube to

start the arc inside the bulb. The voltage provided by the ballast
during the start-up state ranges from 600 volts to +600 volts,
which is increased by a transformer to about 25,000 volts.
The increased voltage is used to create an arc between the electrodes

in the bulb.
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Run Up State After the arc is established, the ballast provides a
higher than steady state voltage to the arc tube to keep the bulb
illuminated.
On a cold bulb, this state could last as long as 40 seconds. On a hot

bulb, the run-up state may last only 15 seconds.
The current requirements during the run-up state are about 360 volts
from the ballast and a power level of about 75 watts.
Steady State The steady state phase begins when the power
requirement of the bulb drops to 35 watts. The ballast provides a
minimum of 55 volts to the bulb during steady state operation.
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Bi-Xenon Headlights Some vehicles are equipped with bi-xenon
headlights, which use a shutter to block some of the light during
low-beam operation and then mechanically move to expose more of
the light from the bulb for high-beam operation.
Because xenon lights are relatively slow to start working, vehicles

equipped with bi-xenon headlights use two halogen lights for the
“flash-to-pass” feature.
Failure Symptoms indicating bulb failure:

A flickering light
The lights go out (this is caused when the ballast assembly
detects repeated bulb restrikes)
Color change—color of the lamp may change to a dim pink glow
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Diagnosis and Service High-intensity discharge headlights will
change slightly in color with age.
This color shift is usually not noticeable unless one headlight arc
tube assembly has been replaced due to a collision repair, and then
the difference in color may be noticeable.
If the arc tube assembly is near the end of its life, it may not light
immediately if it is turned off and then back on immediately. This
test is called a “hot restrike” and if it fails, a replacement arc tube
assembly may be needed or there is another fault, such as a poor
electrical connection, that should be checked.
WARNING: Always adhere to all warnings because the high-voltage

output of the ballast assembly can cause personal injury or death.

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ADAPTIVE FRONT LIGHTING SYSTEM
Parts and Operation A system that mechanically moves the
headlights to follow the direction of the front wheels is called
adaptive (or advanced) front light system, abbreviated AFS. The
AFS provides a wide range of visibility during cornering. The
headlights are usually capable of rotating 15 degrees to the left and 5
degrees to the right (some systems rotate 14 degrees and 9 degrees).
Figure 42–18
Adaptive front lighting systems rotate the
low-beam headlight in the direction of travel.
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The vehicle has to be moving above a predetermined speed, usually
above 20 mph (30 km/h), and the lights stop moving when the
speed drops below about 3 mph (5 km/h).
AFS is used in addition to self-leveling motors so the headlights
remain properly aimed regardless of how the vehicle is loaded.
Figure 42–19 A typical adaptive front lighting system uses two motors—one for the up-and
down movement and the other for rotating the low-beam headlight to the left and right.
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NOTE: These angles are reversed on vehicles sold in countries that drive
on the left side of the road, such as Great Britain, Japan, Australia,
New Zealand, and others.
In a vehicle that is equipped with an adaptive front lighting system,

the lights are moved by the headlight controller outward, and then
inward, as well as up and down as a test of the system.
This action is very noticeable to the driver and is normal operation

of the system.
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Diagnosis and Service As a first step, perform a visual inspection:
Start by checking that the AFS system is switched on. Most
AFS headlight systems are equipped with a switch that allows
the driver to turn the system on and off. See Figure 42–20.
Check that the system performs a self-test during start-up.
Verify that both low-beam and high-beam lights function
correctly. The system may be disabled if a fault with one of
the headlights is detected.
Use a scan tool to test for any AFS-related diagnostic trouble
codes. Some systems allow the AFS to be checked and
operated using a scan tool.
Always follow the recommended testing and service procedures as
specified by the vehicle manufacturer in service information.
Continued
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Figure 42–20 Typical dash-mounted switch that allows the driver to disable the adaptive front
lighting system.

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DAYTIME RUNNING LIGHTS
Daytime running lights (DRLs) involve operating front parking
lights or the headlights (reduced current and voltage) whenever the
vehicle is running. Studies show that DRLs reduce accidents.
Daytime running lights primarily use a control module that turns

on either the low- or high-beam lamps. Some vehicles turn on lamps
when the engine is running but delay operation until a signal from
the vehicle speed sensor indicates the vehicle is moving.
To avoid having the lights on during servicing, some systems will

turn off the headlights whenever the parking brake is applied.
Others will only light headlights when the vehicle is in drive gear.
See Figure 42-21

Continued
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Figure 42–21
Typical daytime running
light (DRL) circuit. Follow
the arrows from the DRL
module through both
headlights.
Notice that the left and

right headlights are
connected in series,
resulting in increased
resistance, less current
flow, and dimmer than
normal lighting.
When the normal

headlights are turned on,
both headlights receive full
battery voltage, with the
left headlight grounding
through the DRL module.

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DIMMER SWITCHES
The headlight switch controls the power or hot side of the
headlight circuit.
The dimmer switch can be either foot operated on the floor or

hand operated on the steering column. The popular steering
column switches are actually attached to the outside of the
steering column on most vehicles and are spring loaded.
To replace most of these types of dimmer switches, the steering

column needs to be lowered slightly to gain access to the switch
itself, which is also adjustable for proper lever operation.
Continued
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Figure 42–22 Most vehicles
use positive switching of the
high- and low-beam
headlights.
Notice that both filaments

share the same ground
connection.
Some vehicles use negative

switching and place the
dimmer switch between the
filaments and the ground.
An indicator light
illuminates on the
dash whenever the
high beams are
selected.
Current is sent to the dimmer switch, which allows current to flow to

either high-beam or the low-beam filament of the headlight bulb.
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STOP LAMP AND TURN SIGNALS
When the brakes are applied, the brake switch is closed and the
stop lamps light. In many vehicles, the stop and turn signals are
both provided by one filament. When the turn signal switch is
closed, the filament receives current through the flasher unit.
When brakes are applied, the current flows to the turn signal
switch. The high-mounted stop is fed directly from the brake
switch. If neither turn signal is on, current through the turn signal
switch flows to both rear brake lights.
If the turn signal switch is operated, current flows through the

flasher unit on the side activated and directly to the brake lamp on
the opposite side. If the brake pedal is not depressed, then current
flows through the flasher and only to one side.
Continued
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Figure 42–23 The brake lights are
powered directly from the brake switch
on a vehicle that uses separate bulbs
for brake lights and turn signals.
The brake switch receives

current from a fuse that is
hot all the time.
The turn signal circuit, is
controlled by a fuse that is
ignition switch controlled.
When the turn signal switch

is moved in either direction,
corresponding turn signal
lamps receive current
through the flasher unit.

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The turn signal switch is mounted within the steering column and
operated by a lever. Moving the lever up or down completes the
circuit through the flasher unit and the appropriate turn signal lamp
A turn signal switch includes
cams and springs that cancel the
signal after the turn has been
completed.
Figure 42–24 The typical turn signal switch
includes various springs and cams to control
the switch and to cause the switch to cancel
after a turn has been completed.
As the steering wheel is turned

in the signaled direction and
returns to its normal position,
the cams and springs separate
the turn signal switch contacts.
Continued
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In systems using separate filaments for the stop and turn lamps, the
brake and turn signal switches are not connected. If the vehicle uses
the same filament for both purposes, then brake switch current is
routed through contacts within the turn signal switch.
See Figure 42–25.
By linking certain contacts, the bulbs can receive either brake

switch current or flasher current, depending upon which direction is
being signaled.
Figure 42–26 shows current flow through the switch when the brake
switch is closed and a right turn is signaled. Steady current through
the brake switch is sent to the left brake lamp. Interrupted current
from the turn signal is sent to the right turn lamps.
Continued
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Figure 42–25
When stop lamps and
turn signals share a
common bulb filament,
stop light current flows
through the turn signal
switch.
Continued
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Figure 42–26 When a
right turn in signaled,
the turn signal switch
contacts send flasher
current to the right-
hand filament and
brake switch current to
the left-hand filament.

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Why are LEDs Used for Brake Lights?
Light-emitting diode (LED) brake lights are frequently used for high-
mounted stop lamps (CHMSL) for several reasons including:
Faster illumination. An LED will light up to 200 milliseconds faster
than an incandescent bulb, which requires time to heat the filament
before it is hot enough to create light. This faster illumination can mean
the difference in stopping distances at 60 mph (100 km/h) by about 18
feet (6 meters) due to the reduced reaction time for the driver of the
vehicle behind.
Longer service life. LEDs are solid-state devices that do not use a
filament to create light. As a result, they are less susceptible to
vibration and will often last the life of the vehicle.
Aftermarket replacement LED bulbs that are used to replace conventional
bulbs may require the use of a different type of flasher unit due to the
reduced current draw of the LED bulbs. See Figure 42–27.

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Figure 42–27
A replacement LED taillight bulb is constructed
of many small individual light-emitting diodes.
NOTE: Some vehicles are equipped with outside mirrors that include an
LED arrow that flashes with the turn signal. These LEDs are not service-
able separately, but are serviced with the mirror as an assembly.
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FLASHER UNITS
A turn signal flasher is a metal or plastic can containing a switch
that opens and closes the turn signal circuit. The unit is usually
installed in a metal clip attached to the dash panel to allow the
“clicking” noise of the flasher to be heard by the driver. The turn
signal flasher is designed to transmit the current to light the front
and rear bulbs on only one side at a time.
The U.S. Department of Transportation (DOT) regulation

requires that the driver be alerted when a turn signal bulb is not
working. This is achieved by using a series-type flasher unit. The
flasher unit requires current flow through two bulbs (one in the front
and one in the rear) in order to flash. If one bulb burns out, the
current flow through only one bulb is not sufficient to make the unit
flash; it will be a steady light.
Continued
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These turn signal units are often called DOT flashers. When the turn
signal flasher unit is old, the lights will flash more slowly (both
sides affected equally). The contact points inside the flasher unit
may become corroded and pitted, requiring higher voltage to
operate. To restore normal operation, replace the signal flasher unit.
Figure 42–28 Two styles

of two-prong flashers.
Continued
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Bimetallic Flashers Bimetallic flashers units were the first type
used and have generally been replaced with other types that have a
longer service life.
A bimetallic flasher unit uses strips of two different metals bonded

together. Because the two metals expand at different rates, when
electrical current flows through the strip, it bends and when current
stops, the strip cools and unbends. At the end of the strip is a contact
which makes and breaks the electrical turn signal circuit.
If one bulb burns out, either in the front or rear of the vehicle, the
flasher will not flash on the side with the bad bulb. Because it
requires current to cause the metal strip to bend, not enough current
is flowing through one bulb to make the strip bend. As a result, the
driver is notified of a burned out bulb on one side and therefore
meets the Federal requirement.
Continued
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Hybrid Flasher A hybrid flasher, also called a flasher relay, is a
type of flasher unit that contains an electronic timing circuit and a
mechanical relay which opens and closes the turn signal circuit.
This type of flasher is more expensive than the bimetallic-type

flasher but it is longer lasting because the timing and control of the
turn signals is performed by two different parts inside one housing.
The electronic circuit uses a timer circuit as well as a current

sensing circuit. If the current sensing circuit detects a lower than
normal current flow through the turn signals, it automatically
flashes at a faster rate (twice as fast as normal).
This faster flash rate indicates to the driver that a fault has been
detected in the turn signal circuit and meets the DOT requirement.
If all bulbs are burned out, the flasher will not flash at all.
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Solid-State Flashers Solid state flashers use an electronic switching
circuit and an electronic timing circuit to operate the turn signals.
Because these units do not use a mechanical switch or contacts to

open and close the turn signal circuit, these flashers last a long time,
but cost more than bimetallic or hybrid units.
Similar to hybrid flashers, solid state flashers use a current sensing

circuit and will flash rapidly if a bulb is burned out.
NOTE: If the turn signals do not operate at all, check the bulbs before
replacing the turn signal flasher unit.
Continued
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Hazard Warning Flasher The hazard warning flasher is a device
installed in a vehicle lighting system with the primary function of
causing the left and right turn signal lamps to flash when the hazard
warning switch is activated.
Secondary functions may include visible pilot indicators for the

hazard system and an audible signal to indicate when the flasher is
operating. See Figure 42-29.
Combination Turn Signal and Hazard Warning Flasher The

combination flasher is a device that combines the functions of a
turn signal flasher and a hazard warning flasher into one package.
Continued
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A typical hazard warning flasher is also called a parallel or
variable-load flasher because there is a resistor in parallel with the
contacts to provide a control load, and therefore, a constant flash
rate, regardless of the number of bulbs being flashed.
Figure 42–29 A hazard flasher uses a

parallel resistor across the contacts to
provide a constant flashing rate regardless
of the number of bulbs used in the circuit.
Continued
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Electronic Flasher Replacement Units Older vehicles (and a few
newer ones) use thermal (bimetal) flashers that use heat to switch on
and off. Newer vehicles use electronic flashers that use microchips to
control the on/off function.
Electronic flashers are compatible with older systems, but thermal

flashers are not compatible with new systems. Eventually a thermal
flasher will burn out (it may be 100,000 miles or more), and will be
replaced.
Electronic flashers do not burn out, and they provide a crisper and
faster “flash” of the turn signals. Another reason to use electronic
flashers might be if upgrading to LED taillamps, or lights. These
newer LED bulbs only work with electronic flashers.
Continued
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The easiest way to know which type of flasher can be used is to
look at the type of bulb used in the taillamps and turn signals.
If it is a “wedge” style (plastic base, flat and rectangular), the

vehicle has an electronic flasher. If it is a “twist and turn” bayonet-
style bulb, then either type of flasher can be used.
What Are Puddle Lights?

Puddle lights are lights on the bottom of the outside rear-view mirror that
shine downward when the door is opened. They are called puddle lights
because they light the area where the driver and passenger are going to
step, thereby illuminating any hazards such as water puddles.

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LIGHTING SYMPTOM GUIDE
Other common turn signal problems and possible solutions include
the following:
See the chart on Page 471 of your textbook. Continued

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Most turn signal flasher units are mounted in a metal clip that is
attached to the dash. The dash panel acts as a sounding board,
increasing the sound of the flasher unit.
Most four-way hazard flasher units are plugged into the fuse
panel. Some two-way turn signal flasher units are also plugged
into the fuse panel.
How do you know for sure where the flasher unit is located? With
both the turn signal and the ignition on, listen and/or feel for the
clicking of the flasher unit.
Some service manuals also give general locations for the

placement of flasher units.

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Why Does the Side-Marker Light Alternately Flash?
A question that service technicians are asked frequently is why the side
marker light alternately goes out when the turn signal is on and is on when
the turn signal is off.
Some vehicle owners think that there is a fault with their vehicle while
actually it is normal operation. The side-marker light goes out whenever
the lights are on and the turn signal is flashing because there are 12 volts
on both sides of the bulb (see points X and Y in Figure 42–30). Normally,
the side-marker light gets its ground through the turn signal bulb.

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Figure 42–30 The side-marker light goes out whenever there is voltage at both point Xand Y.
These opposing voltages stop current flow through the side-market light. The left turn light and
left park light are actually the same bulb (usually a #2057) and are shown separately to help
explain how the side-marker light works on many vehicles.

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COURTESY LIGHTS
Courtesy light is a generic term primarily used for interior lights,
including overhead (dome) and under-the-dash (courtesy) lights.
These interior lights can be operated by rotating the headlight

switch knob fully counterclockwise (left) or by operating switches
located in the doorjambs of the vehicle doors.
There are two types of circuits commonly used for interior lights.
Most manufacturers, except Ford, use the door switches to ground

the courtesy light circuit.
See Figure 42–31.

Continued
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Figure 42–31 A typical courtesy light doorjamb switch. Newer vehicles use the door switch as
an input to the vehicle computer and the computer turns on or off the interior lights. By placing
the lights under the control of the computer, vehicle engineers have opportunity to delay lights
after the door is closed and shut them off after a period of time to avoid draining the battery.
Many Fords use door

switches to open and close
the power side of the circuit.
Newer vehicles operate the

interior lights through the
computer or through an
electronic module.
Exact wiring and operation
of these units differ
Consult service literature for exact model on which you are working.

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Service Manual Diagnosis
The switches in the doorjamb simply signal the computer that a door has
been opened. The computer controls lighting to help prevent accidental
battery drain.
For example, if the vehicle door has been left open, the computer can
open the circuit and prevent a dead battery. The schematic rarely shows
exactly how the circuit works. However, the service information walks you
through the diagnosis.
With a service manual, or computerized information service, the technician

is never lost. Always follow the procedures exactly!
Even if the service procedure sounds long and involved, the procedure will
lead you to the correct diagnosis.

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ILLUMINATED ENTRY
Some vehicles are equipped with illuminated entry, the interior
lights are turned on for a given amount of time whenever the
outside door handle is operated while the doors are locked.
Most vehicles equipped with illuminated entry also light the

exterior door keyhole.
Some vehicles equipped with body computers use the door handle
electrical switch of the illuminated entry circuit to “wake up” the
power supply for the body computer.

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FIBER OPTICS
Fiber optics is transmission of light through special plastic
(polymethyl methacrylate) that keeps the light rays parallel
even if the plastic is tied in a knot.
These strands of plastic are commonly used in automotive

applications as indicators for the driver that certain lights are
functioning. Some vehicles are equipped with fender-mounted
units that light whenever the lights or turn signals are operating.
Plastic fiber-optic strands, which often look like electrical wire,

transmit the light at the bulb to the indicator on top of the fender
so that the driver can determine if a certain light is operating.
Continued
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Fiber-optic strands also can be run like wires to indicate the
operation of all lights on the dash or console.
Fiber-optic strands are also commonly used to light ashtrays,

outside door locks, and other areas where a small amount of light
is required. The source of the light can be any normally operating
light bulb, which means that one bulb can be used to illuminate
many areas.
A special bulb clip is usually used to retain the fiber-optic plastic

tube near the bulb.

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FEEDBACK
When current that lacks a good ground goes backward along the
power side of the circuit in search of a return path (ground) to the
battery, this reverse flow is called feedback or reverse-bias
current flow. Feedback can cause other lights or gauges that
should not be working, to work.
Feedback Example A customer complained that when the

headlights were on, the left turn signal indicator light on the dash
remained on. The cause was a poor ground connection for the left
front parking light socket.
A corroded socket did not provide a good enough ground to

conduct all current required to light the filament of the bulb
Continued
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The front parking light bulb is a dual filament: one filament for the
parking light (dim) and one filament for the turn signal operation
(bright). The two filaments of the bulb share the same ground
connection and are electrically connected.
When all the current could not flow through the bulb’s ground in
the socket, it caused a feedback or reversed its flow through the
other filament, looking for ground. The turn signal filament is
electrically connected to the dash indicator light; therefore, the
reversed current on its path toward ground could light the turn
signal indicator light.
Cleaning or replacing the socket usually solves the problem if the

ground wire for the socket is making a secure chassis ground
connection.

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LIGHTING SYSTEM SYMPTOM GUIDE
The following list will assist technicians in troubleshooting lighting
systems.
See the chart on Page 473 of your textbook.

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PHOTO SEQUENCE Tail Light Bulb Replacement

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PHOTO SEQUENCE Optical Headlight Aiming
Continued
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PHOTO SEQUENCE Optical Headlight Aiming (cont.)

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SUMMARY
1. Automotive bulbs are identified by trade numbers.
2. The trade number is the same regardless of manufacturer for

the exact same bulb specification.
3. Daytime running lights (DRLs) light the headlights, at reduced

intensity, when the engine is running or the vehicle is moving.
4. High-intensity discharge (HID) headlights are brighter and have

a blue tint.
5. One defective turn signal bulb causes the turn signal on the
affected side to stop blinking (flashing).

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end

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start

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

candlepower • center high-mounted stop light (CHMSL) •

daytime running lights (DRLs) • feedback • fiber optics

hazard warning • high-intensity discharge (HID) • hybrid

light-emitting diode (LED)

reference voltage (RF) • rheostat

trade number • Troxler effect

U.S. Department of Transportation (DOT)

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

Most headlight switches contain a built-in circuit breaker. If

NOTE: This flickering on and off is misunderstood by many drivers and

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

See Figure 42–1

Candlepower of a #1156 bulb, common for backup lights, is 32. A

The amount of light produced by a bulb is determined by the

It is important that the correct trade number of bulb always be used

See Figure 42–4 and the Bulb Chart.

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

See the complete chart on Page 460 of your textbook.

• The turn signals flashed rapidly on the left side.

Apparently, the two filaments were electrically connected through the

See Figure 42–6 for another example of a weird bulb problem.

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

1. Cruise control (deactivates when brake pedal is depressed)

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

See the schematic

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

A circuit breaker is built into most headlight switches to protect

The headlight switch also contains a built-in circuit breaker that

If headlights are rapidly flashing

Flashing headlights may be

Headlight switches mounted on the steering column are removed as

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

Because low-beam headlights also contain a high-beam filament, the

A good bulb should indicate low

If either the high-beam or the

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

Even the halogen bulb units with

See the diagram

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

Never touch the glass of

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

Because of their extra brightness, it is common practice to have

CAUTION: Do not attempt to wire all headlights together. Extra current

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

High-intensity discharge lamps do not use a filament like

igniter, ballast, and headlight

Kelvin (K) temperature is the Celsius temperature plus 273 degrees.

Color temperatures include:

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

The HID ballast is powered by 12 volts from the headlight switch on

The ballast sends multiple high-voltage pulses to the arc tube to

The increased voltage is used to create an arc between the electrodes

On a cold bulb, this state could last as long as 40 seconds. On a hot

Because xenon lights are relatively slow to start working, vehicles

Failure Symptoms indicating bulb failure: