1986 TOYOTA SUPRA engine coolant

90
ENGINE CONTROL (FOR 2JZ±GE)
EFI MAIN RELAY
(2) 3± (2) 5 : CLOSED WITH IGNITION SW AT ON POSITION
E 3 ENGINE COOLANT TEMP. SENSOR (EFI WATER TEMP. SENSOR)
1± 2:10±20 K (±20°C, ±4°F)
4± 7 K ( 0°C, 32°F)
2± 3 K (20°C, 68°F)
0.9±1.3 K (40°C, 104°F)
0.4±0.7 K (60°C, 140°F)
0.2±0.4 K (80°C, 176°F)
I 1 IDLE AIR CONTROL VALVE (ISC VALVE)
1, 3± 2: APPROX. 10±30 
4, 6± 5: APPROX. 10±30 
I12, I13, I14, I15, I16, I17 INJECTOR
1± 2: APPROX. 13±8 
T 2 THROTTLE POSITION SENSOR
1± 4: APPROX. 4±9 K
1± 3:3.3± 10.0 K WITH THROTTLE VALVE FULLY OPENED POSITION
0.2± 0.8 K WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0 MM (0 IN.)
1± 2:0±2.3 K WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0.45 MM (0.0177 IN.)
INFINITY WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0.55 MM (0.0216 IN.)
E 9(B), E10(A) ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU)
(VOLTAGE AT ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) WIRING CONNECTORS)
BATT±E1 : ALWAYS 9±14 VOLTS
IGSW±E1 : 9±14 VOLTS WITH IGNITION SW ON
M±REL±E1 : 9±14 VOLTS WITH IGNITION SW ON
+B±E1 : 9±14 VOLTS WITH IGNITION SW ON
IDL1±E2 : 9±14 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY OPEN
:0 ±1.5 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED
VTA1±E2 :0.3± 0.8 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED
:3.2±4.9 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE OPEN
#10, #20, #30±E01, E02 : PULSE GENERATION (ENGINE IDLING)
#40, #50, #60±E01, E02 : PULSE GENERATION (ENGINE IDLING)
THA±E2 : 0.5±3.4 VOLTS WITH IGNITION SW ON AND INTAKE AIR TEMP. 20°C (68°F)
THW±E2 : 0.2±1.0 VOLTS WITH IGNITION SW ON AND COOLANT TEMP. 80°C (176°F)
STA±E1 : 6±14 VOLTS WITH ENGINE CRANKING
ISC1, ISC2, ISC3, ISC4±E1 : PULSE GENERATION (ENGINE IDLING)
W±E1 :9±14 VOLTS WITH ENGINE IDLING
IGF±E1 : PULSE GENERATION (ENGINE IDLING)
NSW±E1 :0.3 VOLTS WITH IGNITION SW ON AND SHIFT LEVER P OR N POSITION
9±14 VOLTS WITH IGNITION SW ON AND SHIFT LEVER EXCEPT P OR N POSITION
SP1 : PULSE GENERATION
TE1, TE2±E1 :9±14 VOLTS WITH IGNITION SW ON
A/C±E1 :0±1.5 VOLTS WITH IGNITION SW ON AND A/C OFF
7.5±14 VOLTS WITH IGNITION SW ON AND A/C ON
ELS±E1 : 9±14 VOLTS WITH TAILLIGHT ON, DEFOGGER ON
0±1.5 VOLTS WITH TAILLIGHT OFF, DEFOGGER OFF
STP±E1 :7.5±14 VOLTS WITH STOP LIGHT SW ON (BRAKE PEDAL DEPRESSED)
0±1.5 VOLTS WITH STOP LIGHT SW OFF
(RESISTANCE OF ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) CONNECTORS)
IDL1±E2 : INFINITY WITH THROTTLE VALVE OPEN
:0±2.3 KWITH THROTTLE VALVE FULLY CLOSED
VTA1±E2 :3.3 K10.0KWITH THROTTLE VALVE FULLY OPEN
:200  ±800  WITH THROTTLE VALVE FULLY CLOSED
VCC±E2 : 4 K±9 K
THA±E2 : 2 K±3 KWITH INTAKE AIR TEMP. 20°C (68°F)
THW±E2 : 200 ±400  WITH COOLANT TEMP. 80°C (176°F)
ISC1, ISC2, ISC3, ISC4± +B :10±30 
#10, #20, #30, #40, #50, #60± +B : 13.2 ±14.2 
ACIS± +B : 38.5 ±44.5 
SERVICE HINTS

142
ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR (FOR 2JZ±GTE)
15A
STOP
1 2 1 2
2 1
1 2
1 2
1 2 2 1
E1 6 I17
E16 E1 6 E161I 10
1J 11H 13
IE IJ1 11
IJ1 6
IJ2 12 IJ2 3 B 21 B1A4A20 A19 B 29 A17
B 42 B63 B44 B24 B46 A3A18 B27 B7 IJ15
IJ113
3 128 13 12759
43124 VTA2 IDL2 THW OIL THG KD M NE NE±ECT TT ENG TE2 TE 1 VF1 TE1 +B
BR±B BR±B BR±BL±R B±R
LG Y±L
V±G
L±Y
O
BR±Y GR±RY±L
BR±B BR±B BR±B GR±RBR±BY±L L±R
W±B W±B
W±B
G±Y
B±R
BRG±YYLG
P±GY±LG±WYL
G±W W
B±R
Y±L
LG
Y±L
P±G
LG
GR±R
V±G GR±R (
SHIELDED)(
SHIELDED) NCO+ NCO± STP TE1 TE2VF1 FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
STOP LIGHT
SWDATA LINK CONNECTOR 1
(
CHECK CONNE CTOR)
O/D DIRECT CLUTCH
SPEED SENSOR
S11D1
O1
TT DATA LINK CONNE CTOR 2
(
TDCL) D5
Y
S5
SUB THROTTLE
POSITION SENSOR
ENGINE COOLANT TEMP. SENSOR
(
EFI WATER TEMP. SENSOR)
A/T FLUID TEMP. SENSOR
EGR GAS TEMP. SENSOR
KICK DOWN SW E3
A5
E1
K4
ELECTRONICALLY CONTROLLED
TRANSMISSION PATTERN
SELECT SW
CRANKSHAFT
POSITION SENSOR
E8
C3
ENGINE CONTROL MODULE(
*1) A E9 ,E10B
NORMAL
MANUAL
IJ1 17

145
THIS SYSTEM ELECTRICALLY CONTROLS THE LINE PRESSURE, THROTTLE PRESSURE, LOCK±UP PRESSURE AND ACCUMULATOR PRESSURE ETC.
THROUGH THE SOLENOID VALVE. THE ELECTRONICALLY CONTROLLED TRANSMISSION IS A SYSTEM WHICH PRECISELY CONTROLS GEAR SHIFT
TIMING AND LOCK±UP TIMING IN RESPONSE TO THE VEHICLE'S DRIVING CONDITIONS AND THE ENGINE OPERATING CONDITIONS DETECTED BY
VARIOUS SENSORS, MAKING SMOOTH DRIVING POSSIBLE BY SHIFT SELECTION FOR EACH GEAR WHICH IS THE MOST APPROPRIATE TO THE
DRIVING CONDITIONS AT THAT TIME, AND CONTROLS THE ENGINE TORQUE DURING SHIFTING TO ACHIEVE OPTIMUM SHIFT FEELING.
1. GEAR SHIFT OPERATION
WHEN DRIVING, THE ENGINE WARM UP CONDITION IS INPUT AS A SIGNAL TO TERMINAL (B)44 OF THE ENGINE CONTROL MODULE
(ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) FROM THE ENGINE COOLANT TEMP. SENSOR (EFI WATER TEMP.
SENSOR) AND THE VEHICLE SPEED SIGNAL FROM VEHICLE SPEED SENSOR (SPEED SENSOR) NO.2 IS INPUT TO TERMINAL (B) 23 OF THE
ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU). AT THE SAME TIME, THE THROTTLE
VALVE OPENING SIGNAL FROM THE THROTTLE POSITION SENSOR (MAIN) IS INPUT TO TERMINAL (B)43 OF THE ENGINE CONTROL
MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) AS THROTTLE ANGLE SIGNAL.
BASED ON THESE SIGNALS, THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU)
SELECTS THE BEST SHIFT POSITION FOR DRIVING CONDITIONS AND SENDS CURRENT TO THE ELECTRONICALLY CONTROLLED
TRANSMISSION SOLENOIDS.
WHEN SHIFTING TO 1ST SPEED, THE CURRENT FLOWS FROM TERMINAL (B)10 OF THE ENGINE CONTROL MODULE (ENGINE AND
ELECTRONICALLY CONTROLLED TRANSMISSION ECU) " TERMINAL 4 OF ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID "
GROUND AND CONTINUITY TO NO. 1 SOLENOID CAUSES THE SHIFT (NO. 2 SOLENOID DOES NOT HAVE CONTINUITY AT THIS TIME).
FOR 2ND SPEED, THE CURRENT FLOWS SIMULTANEOUSLY FROM TERMINAL (B)9 OF THE ENGINE CONTROL MODULE (ENGINE AND
ELECTRONICALLY CONTROLLED TRANSMISSION ECU) " TERMINAL 8 OF ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID "
GROUND, AND FROM TERMINAL (B)10 OF THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION
ECU) " TERMINAL 4 OF ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID " GROUND, AND CONTINUITY TO NO. 1 AND NO. 2
SOLENOIDS CAUSES THE SHIFT.
FOR 3RD SPEED, THERE IS NO CONTINUITY TO NO. 1 SOLENOID, ONLY TO NO. 2 SOLENOID, CAUSING THE SHIFT.
SHIFTING INTO THE 4TH SPEED (OVERDRIVE) OCCURS WHEN NO CURRENT FLOWS TO NO. 1 AND NO. 2 SOLENOIDS. THE NO. 4 SOLENOID (FOR
ACCUMULATOR BACK PRESSURE MODULATION) IS INSTALLED TO ADJUST THE BACK PRESSURE ON THE ACCUMULATOR AND CONTROLS THE
HYDRAULIC PRESSURE DURING SHIFTING AND LOCK±UP IN ORDER TO PROVIDE SMOOTH SHIFTING WITH LITTLE SHIFT SHOCK.
2. LOCK±UP OPERATION
WHEN THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) DECIDES, BASED ON EACH
SIGNAL, THAT THE LOCK±UP CONDITION HAS BEEN MET, THE CURRENT THROUGH EFI NO. 1 FUSE FLOWS FROM THE EFI MAIN RELAY "
TERMINAL 3 OF THE ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID " TERMINAL 7 " TERMINAL (B)14 OF THE ENGINE
CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) " GROUND, SO CONTINUITY TO NO. 3 (FOR
LOCK±UP) CAUSES LOCK±UP.
3. STOP LIGHT SW CIRCUIT
IF THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) WHEN DRIVING IN LOCK±UP CONDITION, A SIGNAL IS INPUT TO TERMINAL (A)4
OF THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU). THE ENGINE CONTROL MODULE
(ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) OPERATES AND CUTS THE CURRENT TO THE SOLENOID TO RELEASE
LOCK±UP.
4. OVERDRIVE CIRCUIT
*O/D MAIN SW ON
WHEN THE O/D MAIN SW IS TURNED ON (SW POINT IS OPEN), A SIGNAL IS INPUT TO TERMINAL (A)28 OF THE ENGINE CONTROL
MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) AND THE ELECTRONICALLY CONTROLLED TRANSMISSION
CAUSES SHIFT TO OVERDRIVE WHEN THE CONDITIONS FOR OVERDRIVE ARE MET.
*O/D MAIN SW OFF
WHEN THE O/D MAIN SW IS TURNED OFF (SW POINT IS CLOSED), THE CURRENT FLOWING THROUGH THE O/D OFF INDICATOR LIGHT
FLOWS TO GROUND BY WAY OF THE O/D MAIN SW AND CAUSES THE O/D OFF INDICATOR LIGHT TO LIGHT UP. AT THE SAME TIME, A
SIGNAL IS INPUT TO TERMINAL (A)28 OF THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION
ECU) AND THE ELECTRONICALLY CONTROLLED TRANSMISSION PREVENTS SHIFT INTO OVERDRIVE.
5. ELECTRONICALLY CONTROLLED TRANSMISSION PATTERN SELECT SW CIRCUIT
WHEN THE ELECTRONICALLY CONTROLLED TRANSMISSION PATTERN SELECT SW IS SWICHED FROM NORMAL TO MANUAL, A SIGNAL IS
INPUT TO TERMINAL (A)18 OF THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU). INPUT
OF THIS SIGNAL CAUSES CURRENT TO FLOW FROM THE GAUGE FUSE TO TERMINAL (A)1 OF COMBINATION METER " TERMINAL (A)12 "
TERMINAL (A)25 OF ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) " GROUND,
LIGHTING UP THE INDICATOR LIGHT. IF THE A/T SHIFT LEVER IS THEN SHIFTED TO ª2º POSITION, THE ENGINE CONTROL MODULE
(ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) ENABLES THE VEHICLE TO START OFF WITH THE TRANSMISSION IS
2ND GEAR, THUS PERMITTING EASING STARTING OFF AND DRIVING ON SLIPPERY ROADS.
6. CRUISE CONTROL
WHEN CRUISE CONTROL OPERATION IS SELECTED A SIGNAL IS INPUT TO TERMINAL (A)12 OF THE ENGINE CONTROL MODULE (ENGINE
AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) FROM CRUISE CONTROL. ECU. AS A RESULT, THE ENGINE CONTROL MODULE
(ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) OPERATES AND CONTROLS OVERDRIVE, LOCK±UP AND SO ON FOR
SMOOTH DRIVING.
SYSTEM OUTLINE

146
ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR (FOR 2JZ±GTE)
E 2 ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID
8± GROUND : APPROX. 13.2

4± GROUND : APPROX. 13.2

6±2 : APPROX. 8.3

7±3 : APPROX. 3.8

1±5 : APPROX. 3.8

E 3 ENGINE COOLANT TEMP. SENSOR (EFI WATER TEMP. SENSOR)1± 2:10±20 K
(±20°C, ±4°F)
4± 7 K
( 0°C, 32°F)
2± 3 K
(20°C, 68°F)
0.9±1.3 K
(40°C, 104°F)
0.4±0.7 K
(60°C, 140°F)
0.2±0.4 K
(80°C, 176°F)
E 9(B), E10(A) ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU)BATT±E1 : ALWAYS 9±14 VOLTS
IGSW±E1 : 9±14 VOLTS WITH IGNITION SW ON
+B±E1 : 9±14 VOLTS WITH IGNITION SW ON
IDL1±E1 :0 ±1.5 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED
9±14 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY OPEN
VTA1±E1 :0.3± 0.8 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED
3.2±4.9 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY OPEN
STA±E1 : 6±14 VOLTS WITH ENGINE CRANKING
M±REL±E1 : 9±14 VOLTS WITH IGNITION SW ON
VCC±E1 :4.5±5.5 VOLTS WITH IGNITION SW ON
L±E1 :APPROX. 7.5± 14.0 VOLTS WITH SHIFT LEVER AT ªLº POSITION2±E1 :APPROX. 7.5± 14.0 VOLTS WITH SHIFT LEVER AT ª2º POSITIONR±E1 :APPROX. 7.5± 14.0 VOLTS WITH SHIFT LEVER AT ªRº POSITION
O 1 O/D DIRECT CLUTCH SPEED SENSOR
1±2 : APPROX.620

V11 VEHICLE SPEED SENSOR (SPEED SENSOR) NO. 2 (FOR ELECTRONICALLY CONTROLLED TRANSMISSION)
1±2 : APPROX.620

E 8 ELECTRONICALLY CONTROLLED TRANSMISSION PATTERN SELECT SW
4±3 : CLOSED WITH ELECTRONICALLY CONTROLLED TRANSMISSION PATTERN SELECT SW AT MANUAL POSITION
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
A 524 (2JZ±GTE)E 324 (2JZ±GTE)O 529
C 324E 829P 225 (2JZ±GTE)
C10B28E 9B29S 525
C11A28E10A29S1129
C12C28I1929T 225 (2JZ±GTE)
C1628J 129T 629
D 124 (2JZ±GTE)J 229T1425
D 528K 429V1025 (2JZ±GTE)
E 124 (2JZ±GTE)M 125V1125 (2JZ±GTE)
E 224 (2JZ±GTE)O 125
: RELAY BLOCKS
CODESEE PAGERELAY BLOCKS (RELAY BLOCK LOCATION)
222R/B NO. 2 (ENGINE COMPARTMENT LEFT)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1B20ENGINE ROOM MAIN WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1E20INSTRUMENT PANEL WIRE AND J/B NO.1 (LEFT KICK PANEL)
1H
1I20COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)1J20COWL WIRE AND J/B NO.1 (LEFT KICK PANEL)
1K
2A22BATTERY AND J/B NO.2 (ENGINE COMPARTMENT LEFT)
SERVICE HINTS

152
ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR (FOR 2JZ±GE)
15A
STOP
1 2 1 2
2 1
1 2
1 2I17 I17
E28 E281I 10
1J 11H 13
IE IJ1 11
IJ1 6
IJ2 12 IJ2 3 A 4A20 B29 A17
B 44 B24 B46 A3A18 B25 B7 IJ15
IJ113
3 12 8 13 1 7 5 9
4 THW OIL THG KD M G2 G±ECT TT ENG TE 1 VF1 TE1 +B
BR±B BR±BB±R
LG Y±L
V±G
L±Y
O
BR±Y BR±B BR±B BR±B
W±B W±B
W±B
G±Y
W
GG±YY
LG Y±L G±W G±W W
B±R
Y±L
LG
Y±L
LG
GR±R
V±G GR±R (
SHIELDED)(
SHIELDED) STP TE1 VF1 FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
STOP LIGHT
SWDATA LINK CONNECTOR 1
(
CHECK CONNE CTOR)
S11D1
TT DATA LINK CONNE CTOR 2
(
TDCL) D5
Y ENGINE COOLANT TEMP. SENSOR
(
EFI WATER TEMP. SENSOR)
A/T FLUID TEMP. SENSOR
EGR GAS TEMP. SENSOR
KICK DOWN SW E3
A5
E1
K4
ELECTRONICALLY CONTROLLED
TRANSMISSION PATTERN
SELECT SW E8 E NGINE CONTROL MODULE(
*1) A E9 ,E10B
B 26G1
R
B 27NE
B
1234
NE G1 G2 G±
DISTRIB UTOR D4
BRBR
NORMAL
MANUAL
A 192TE2
P±G P±G
TE 2 IJ1 17

155
THIS SYSTEM ELECTRICALLY CONTROLS THE LINE PRESSURE, THROTTLE PRESSURE, LOCK±UP PRESSURE AND ACCUMULATOR PRESSURE ETC.
THROUGH THE SOLENOID VALVE. THE ELECTRONICALLY CONTROLLED TRANSMISSION IS A SYSTEM WHICH PRECISELY CONTROLS GEAR SHIFT
TIMING AND LOCK±UP TIMING IN RESPONSE TO THE VEHICLE'S DRIVING CONDITIONS AND THE ENGINE OPERATING CONDITIONS DETECTED BY
VARIOUS SENSORS, MAKING SMOOTH DRIVING POSSIBLE BY SHIFT SELECTION FOR EACH GEAR WHICH IS THE MOST APPROPRIATE TO THE
DRIVING CONDITIONS AT THAT TIME, AND CONTROLS THE ENGINE TORQUE DURING SHIFTING TO ACHIEVE OPTIMUM SHIFT FEELING.
1. GEAR SHIFT OPERATION
WHEN DRIVING, THE ENGINE WARM UP CONDITION IS INPUT AS A SIGNAL TO TERMINAL (B)44 OF THE ENGINE CONTROL MODULE
(ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) FROM THE ENGINE COOLANT TEMP. SENSOR (EFI WATER TEMP.
SENSOR) AND THE VEHICLE SPEED SIGNAL FROM VEHICLE SPEED SENSOR (SPEED SENSOR) NO.2 IS INPUT TO TERMINAL (B)23 OF THE
ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU). AT THE SAME TIME, THE THROTTLE
VALVE OPENING SIGNAL FROM THE THROTTLE POSITION SENSOR IS INPUT TO TERMINAL (B)43 OF THE ENGINE CONTROL MODULE
(ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) AS THROTTLE ANGLE SIGNAL.
BASED ON THESE SIGNALS, THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU)
SELECTS THE BEST SHIFT POSITION FOR DRIVING CONDITIONS AND SENDS CURRENT TO THE ELECTRONICALLY CONTROLLED
TRANSMISSION SOLENOIDS. WHEN SHIFTING TO 1ST SPEED, THE CURRENT FLOWS FROM TERMINAL (B)10 OF THE ENGINE CONTROL
MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) " TERMINAL 1 OF ELECTRONICALLY CONTROLLED
TRANSMISSION SOLENOID " GROUND AND CONTINUITY TO NO. 1 SOLENOID CAUSES THE SHIFT (NO. 2 SOLENOID DOES NOT HAVE
CONTINUITY AT THIS TIME).
FOR 2ND SPEED, THE CURRENT FLOWS SIMULTANEOUSLY FROM TERMINAL (B)9 OF THE ENGINE CONTROL MODULE (ENGINE AND
ELECTRONICALLY CONTROLLED TRANSMISSION ECU) " TERMINAL 2 OF ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID "
GROUND, AND FROM TERMINAL (B)10 OF THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION
ECU) " TERMINAL 1 OF ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID " GROUND, AND CONTINUITY TO NO. 1 AND NO. 2
SOLENOIDS CAUSES THE SHIFT.
FOR 3RD SPEED, THERE IS NO CONTINUITY TO NO. 1 SOLENOID, ONLY TO NO. 2 SOLENOID, CAUSING THE SHIFT.
SHIFTING INTO THE 4TH SPEED (OVERDRIVE) OCCURS WHEN NO CURRENT FLOWS TO NO. 1 AND NO. 2 SOLENOIDS.
2. LOCK±UP OPERATION
WHEN THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) JUDGES FROM EACH SIGNAL
THAT LOCK±UP OPERATION CONDITIONS HAVE BEEN MET, CURRENT FLOWS FROM TERMINAL (B)8 OF THE ENGINE CONTROL MODULE
(ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) " TERMINAL 3 OF THE ELECTRONICALLY CONTROLLED
TRANSMISSION SOLENOID " GROUND, CAUSING CONTINUITY TO THE LOCK±UP SOLENOID AND CAUSING LOCK±UP OPERATION.
3. STOP LIGHT SW CIRCUIT
IF THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) WHEN DRIVING IN LOCK±UP CONDITION, A SIGNAL IS INPUT TO TERMINAL (A)4
OF THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU). THE ENGINE CONTROL MODULE
(ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) OPERATES AND CUTS THE CURRENT TO THE SOLENOID TO RELEASE
LOCK±UP.
4. OVERDRIVE CIRCUIT
*O/D MAIN SW ON
WHEN THE O/D MAIN SW IS TURNED ON (SW POINT IS OPEN), A SIGNAL IS INPUT TO TERMINAL (A)28 OF THE ENGINE CONTROL
MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) AND THE ELECTRONICALLY CONTROLLED TRANSMISSION
CAUSES SHIFT TO OVERDRIVE WHEN THE CONDITIONS FOR OVERDRIVE ARE MET.
*O/D MAIN SW OFF
WHEN THE O/D MAIN SW IS TURNED OFF (SW POINT IS CLOSED), THE CURRENT FLOWING THROUGH THE O/D OFF INDICATOR LIGHT
FLOWS TO GROUND BY WAY OF THE O/D MAIN SW AND CAUSES THE O/D OFF INDICATOR LIGHT TO LIGHT UP. AT THE SAME TIME, A
SIGNAL IS INPUT TO TERMINAL (A)28 OF THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION
ECU) AND THE ELECTRONICALLY CONTROLLED TRANSMISSION PREVENTS SHIFT INTO OVERDRIVE.
5. ELECTRONICALLY CONTROLLED TRANSMISSION PATTERN SELECT SW CIRCUIT
WHEN THE ELECTRONICALLY CONTROLLED TRANSMISSION PATTERN SELECT SW IS SWICHED FROM NORMAL TO MANUAL, A SIGNAL IS
INPUT TO TERMINAL (A)18 OF THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU). INPUT
OF THIS SIGNAL CAUSES CURRENT TO FLOW FROM THE GAUGE FUSE TO TERMINAL (A)1 OF COMBINATION METER " TERMINAL (A)12 "
TERMINAL (A)25 OF ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) " GROUND,
LIGHTING UP THE INDICATOR LIGHT. IF THE A/T SHIFT LEVER IS THEN SHIFTED TO ª2º POSITION, THE ENGINE CONTROL MODULE
(ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) ENABLES THE VEHICLE TO START OFF WITH THE TRANSMISSION IN
2ND GEAR, THUS PERMITTING EASING STARTING OFF AND DRIVING ON SLIPPERY ROADS.
6. CRUISE CONTROL
WHEN CRUISE CONTROL OPERATION IS SELECTED A SIGNAL IS INPUT TO TERMINAL (A)12 OF THE ENGINE CONTROL MODULE (ENGINE
AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) FROM CRUISE CONTROL ECU. AS A RESULT, THE ENGINE CONTROL MODULE
(ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) OPERATES AND CONTROLS OVERDRIVE, LOCK±UP AND SO ON FOR
SMOOTH DRIVING.
SYSTEM OUTLINE

156
ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR (FOR 2JZ±GE)
E 2 ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID
1, 2, 3± GROUND : EACH 11±15

E 3 ENGINE COOLANT TEMP. SENSOR (EFI WATER TEMP. SENSOR)
1± 2 :10±20 K
(±20°C, ±4°F)
4± 7 K
( 0°C, 32°F)
2± 3 K
(20°C, 68°F)
0.9±1.3 K
(40°C, 104°F)
0.4±0.7 K
(60°C, 140°F)
0.2±0.4 K
(80°C, 176°F)
E 9(B), E10(A) ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU)
BATT±E1 : ALWAYS 9±14 VOLTS
IGSW±E1 : 9±14 VOLTS WITH IGNITION SW ON
+B±E1 : 9±14 VOLTS WITH IGNITION SW ON
IDL1±E1:0 ±1.5 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED
9±14 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY OPEN
VTA1±E1:0.3± 0.8 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED
3.2±4.9 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY OPEN
STA±E1: 6±14 VOLTS WITH ENGINE CRANKING
M±REL±E1 : 9±14 VOLTS WITH IGNITION SW ON
VCC±E1: 4.5±5.5 VOLTS WITH IGNITION SW ON
L±E1 : APPROX. 7.5± 14.0 VOLTS WITH SHIFT LEVER AT ªLº POSITION
2±E1 : APPROX. 7.5± 14.0 VOLTS WITH SHIFT LEVER AT ª2º POSITION
V11 VEHICLE SPEED SENSOR (SPEED SENSOR) NO. 2 (FOR ELECTRONICALLY CONTROLLED TRANSMISSION)
1±2 : APPROX.620

E 8 ELECTRONICALLY CONTROLLED TRANSMISSION PATTERN SELECT SW
4±3 : CLOSED WITH ELECTRONICALLY CONTROLLED TRANSMISSION PATTERN SELECT SW AT MANUAL POSITION
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
A 526 (2JZ±GE)E 226 (2JZ±GE)O 529
C10B28E 326 (2JZ±GE)P 227 (2JZ±GE)
C11A28E 829P 327 (2JZ±GE)
C12C28E 9B29S1129
C1628E10A29T 227 (2JZ±GE)
D 126 (2JZ±GE)I1929T 629
D 426J 129V1027 (2JZ±GE)
D 528J 229V1127 (2JZ±GE)
E 126 (2JZ±GE)K 429V1227
: RELAY BLOCKS
CODESEE PAGERELAY BLOCKS (RELAY BLOCK LOCATION)
222R/B NO. 2 (ENGINE COMPARTMENT LEFT)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1B20ENGINE ROOM MAIN WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1E20INSTRUMENT PANEL WIRE AND J/B NO.1 (LEFT KICK PANEL)
1H
1I20COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)1J20COWL WIRE AND J/B NO.1 (LEFT KICK PANEL)
1K
2A22BATTERY AND J/B NO.2 (ENGINE COMPARTMENT LEFT)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CODESEE PAGEJOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
EA134 (2JZ±GE)ENGINE WIRE AND ENGINE ROOM MAIN WIRE (NEAR THE R/B NO 2)EA334ENGINE WIRE AND ENGINE ROOM MAIN WIRE (NEAR THE R/B NO. 2)
IB136ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)
IF336INSTRUMENT PANEL WIRE AND COWL WIRE (RIGHT KICK PANEL)
II138ENGINE WIRE AND INSTRUMENT PANEL WIRE (RIGHT KICK PANEL)
IJ138ENGINE WIRE AND COWL WIRE (RIGHT KICK PANEL)IJ238ENGINE WIRE AND COWL WIRE (RIGHT KICK PANEL)
SERVICE HINTS

220
COMBINATION METER
15A
HEAD(
RH)
(
FOR USA)7. 5A
ST
21K4
1E 19 1E14 1H 11 1H7 P
N5
6
2 1
IF2 13 IF1 6IB1 2
IF2 1IF24IF114
IE1 1IE12IE13
BP1 5BP13BP11 II1 24 II1 19 A 2A 16 A15 B6
A 7A6A3A9A8B8A10 A11 A13
II1 29
TRAC
CRUISE
HIGH BEAM
WATER TEMP.
FUEL
FUEL
TACHO
IJ213
IE EC IFI3 FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
IJ29
EXT
F14I4
E10
C9
P2
COMBINATION METER FROM HEADLIGHT HI RH
FUEL SENDERIGNITER
ENGINE CONTROL MODULE
(
ENGINE AND ELECTRONICALLY
CONTROLLED TRANSMISSION ECU)
CLUTCH START
SW
PARK/NEUTRAL POSITION
SW(
NEUTRAL START SW) Y±G
Y±B
BR BRY±B Y±GBR Y±L R±LO W
Y±G
Y±B
BR
B±W B±W
B±W BRBR Y±LR±L W±BW
O TO TRACTION ECU
TO CRUISE CONTROL
ECU
TO DIMMER SW
[COMB. SW]
ENGINE COOLANT TEMP. SENDER
(
WATER TEMP. SENDER)
LH
RH TURN
B
(
A/T)
B
(
M/T)B±W
(
M/T) R±W
(
*1)B±W
G±B
G±Y R±W R±W
R±W
G±B
G±YB±W(
A/T)B
B BR
BR
(
*4)
(
*3) (
*1)(
*2)
BULB
CHECK RELAY
123416FROM TURN SIGNAL SW
[COMB. SW]
2 1
(
*2)
E4
C C10 , C11 , C 1 2BA
(
*3)
1TACO