1986 TOYOTA SUPRA parking brake

161
10A
ECU±B10A
ECU±IG15A
STOP10A
GAUGE
1H 81K13 1I10 1E12
I5I14
1 2
I20
I24 2
B 13 A5B4A25 A12 B10 B3B12 B6B14
A 16 A3A10 A9A22 B8B16 B7B9B1A 9
B 1
I4
I22
I22I22 I22
IB 5 1IB52IB56IB54IB55IC29IC23
IB5 3
1 2
1 2
2 1
2 11
IGIF1 15
IC2 8
PARKING BRAKE SWABS SPEED SENSOR
REAR LH ABS SPEED SENSOR
FRONT LH ABS SPEED SENSOR
FRONT RH
ABS SPEED SENSOR
REA R RH
PKB STP GS1 GS2 GST IG1 BAT D/G TC WA
FR+ FR± FSS FL+ FL± RR+ RR± RSS RL+ RL±
BRAKE WARNING LIGHT
[COMB. METER] ABS WARNING LIGHT
[TELLTALE LIGHT LH]STOP LIGHT SW
ABS LATERAL
ACCELERATION
SENSOR DA TA LINK CONNECTOR 2
(
TDCL)
TC ABS GST GS2 GS1 GNDIG1 D5
A2 3
S11
T5 A1 1
A1 0
A3 2
A31
P5P±BL
V±G
W±R
B±R
W±L
R±L
B±O
W
Y Y G±W
LGV (
SHIELDED)
LGV (
SHIELDED) PL (
SHIELDED) B W (
SHIELDED)
B W (
SHIELDED) BR±B BR±B L R
L R
P±B
W±B
BR±WBR±W BR±W YLB±R W±R
BR±W
(
SHIELDED) (
SHIELDED)
L
P±B4
1236 14 4FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
B±R
BR±W BR±W
IF212
B C10 , C12A
ABS ECUA A18 , A19B L
I2
BR±W
BR±W TO BRAKE FLUID
LEVEL WARNING SW

162
ABS (ANTI±LOCK BRAKE SYSTEM)
THIS SYSTEM CONTROLS THE RESPECTIVE BRAKE FLUID PRESSURES ACTING ON THE DISC BRAKE CYLINDERS OF THE RIGHT
FRONT WHEEL, LEFT FRONT WHEEL, RIGHT REAR WHEEL AND LEFT REAR WHEEL WHEN THE BRAKES ARE APPLIED IN A PANIC
STOP SO THAT THE WHEELS DO NOT LOCK.
THIS RESULTS IN IMPROVED DIRECTIONAL STABILITY AND STEERABILITY DURING PANIC BRAKING.
1. INPUT SIGNALS
(1) SPEED SENSOR SIGNAL
THE SPEED OF THE WHEELS IS DETECTED AND INPUT TO TERMINALS FL+, FR+, RL+ AND RR+ OF THE ABS ECU.
(2) STOP LIGHT SW SIGNAL
A SIGNAL IS INPUT TO TERMINAL STP OF THE ABS ECU WHEN THE BRAKE PEDAL IS DEPRESSED.
(3) PARKING BRAKE SW SIGNAL
A SIGNAL IS INPUT TO TERMINAL PKB OF THE ABS ECU WHEN THE PARKING BRAKE LEVER IS PULLED UP.
(4) DECELERATION SENSOR SIGNAL
LATERAL ACCELERATION IS DETECTED AND INPUT TO THE ABS ECU.
2. SYSTEM OPERATION
DURING SUDDEN BRAKING, THE ABS ECU WHICH HAS SIGNALS INPUT FROM EACH SENSOR CONTROLS THE CURRENT FLOWING
TO THE SOLENOID INSIDE THE ACTUATOR AND LETS THE HYDRAULIC PRESSURE ACTING ON EACH WHEEL CYLINDER ESCAPE TO
THE RESERVOIR.
THE PUMP INSIDE THE ACTUATOR IS ALSO OPERATING AT THIS TIME AND IT RETURNS THE BRAKE FLUID FROM THE RESERVOIR
TO THE MASTER CYLINDER, THUS PREVENTING LOCKING OF THE VEHICLE WHEELS.
IF THE ECU JUDGES THAT THE HYDRAULIC PRESSURE ACTING ON THE WHEEL CYLINDER IS INSUFFICIENT, THE CURRENT
ACTING ON SOLENOID IS CONTROLLED AND THE HYDRAULIC PRESSURE IS INCREASED.
HOLDING OF THE HYDRAULIC PRESSURE IS ALSO CONTROLLED BY THE ECU, BY THE SAME METHOD AS ABOVE. BY REPEATED
PRESSURE REDUCTION, HOLDING AND INCREASE ARE REPEATED TO MAINTAIN VEHICLE STABILITY AND TO IMPROVE
STEERABILITY DURING SUDDEN BRAKING.
A 6(A), A 7(B) ABS ACTUATOR
(A) 1±GROUND : ALWAYS CONTINUOUS
(B) 1, (B) 3, (B) 4, (B) 6±GROUND : APPROX. 1.20
(IGNITION SW OFF)
(B) 2±(A) 4: 4±6
(IGNITION SW OFF)
A10, A11, A31, A32
ABS SPEED SENSOR FRONT LH, RH, REAR LH, RH
1±2: 0.8±1.3 K
(20°C, 68°F)
A18 (B), A19(A)
ABS ECU
(A)12±GROUND : 10±14 VOLTS WITH IGNITION SW ON
(A) 2, (A)15±GROUND: ALWAYS CONTINUOUS
(A)25±GROUND : ALWAYS 10±14 VOLTS
(A)1, (A)13, (A)14,(A)26,±GROUND: 10±14 VOLTS WITH IGNITION SW ON
(B)14±GROUND : CONTINUITY WITH PARKING BRAKE LEVEL PULLED UP
(B) 6±GROUND :10±14 VOLTS WITH STOP LIGHT SW ON (BRAKE PEDAL DEPRESSED)
P 5
PARKING BRAKE SW
1±GROUND: CLOSED WITH PARKING BRAKE LEVER PULLED UP
S11
STOP LIGHT SW
1±2: CLOSED WITH BRAKE PEDAL DEPRESSED
SYSTEM OUTLINE
SERVICE HINTS

169
7. 5A
TRAC10A
ECU±B10A
ECU±IG15A
STOP10A
GAUGE
21H1K1I1E
1 2
IF2 2IF212 IF21IF115I14
I2 IB 3 3FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
A 9
B 7B1
1
I2 LG±R
L±Y
W±R
B±R
G±W
BR±W
L
W
BR±W
B±WSTOP LIGHT
SW
TRAC BRAKE ABS TRA C
OFF TELLTALE
LIGHT LHCOMBINATION
METER
PARKING
BRAKE SWDAYTIME
RUNNING
LIGHT
RELAY
(
MAIN) LG±R
L
W
BR±W
BR±WG±W
Y
BR±W
(
USA)
(
USA)
(
CANADA)(
CANADA) (
USA)
BR±W BR±WW
L
LG±R
BR±W
LG±R
L
W
BR±WY
YL±Y
W±R
B±R
W
Y
842
W
BR±W
B±W (
USA)
(
CANADA) B±W
(
CA NADA)
OIL PKB
188 T5
D6
P58131012
B±W
(
CANADA) S11
B C10 , C12
A
I2:USA
I10 : CANADA1
2

170
ABS AND TRACTION CONTROL
(FOR ABS)
THIS SYSTEM CONTROLS THE RESPECTIVE BRAKE FLUID PRESSURES ACTING ON THE DISC BRAKE CYLINDERS OF THE RIGHT
FRONT WHEEL, LEFT FRONT WHEEL, RIGHT REAR WHEEL AND LEFT REAR WHEEL WHEN THE BRAKES ARE APPLIED IN A PANIC
STOP SO THAT THE WHEELS DO NOT LOCK.
THIS RESULTS IN IMPROVED DIRECTIONALLY STABILITY AND STEERABILITY DURING PANIC BRAKING.
1. INPUT SIGNALS
(1) SPEED SENSOR SIGNAL
THE SPEED OF THE WHEELS IS DETECTED AND INPUT TO TERMINALS FL+, FR+, RL+ AND RR+ OF THE ABS AND TRACTION
ECU.
(2) STOP LIGHT SW SIGNAL
A SIGNAL IS INPUT TO TERMINAL STP OF THE ABS AND TRACTION ECU WHEN THE BRAKE PEDAL IS DEPRESSED.
(3) PARKING BRAKE SW SIGNAL
A SIGNAL IS INPUT TO TERMINAL PKB OF THE ABS AND TRACTION ECU WHEN THE PARKING BRAKE LEVER IS PULLED UP.
(4) DECELERATION SENSOR SIGNAL
LATERAL ACCELERATION IS DETECTED AND INPUT TO THE ABS AND TRACTION ECU.
2. SYSTEM OPERATION
DURING SUDDEN BRAKING, THE ABS AND TRACTION ECU WHICH HAS SIGNALS INPUT FROM EACH SENSOR CONTROLS THE
CURRENT FLOWING TO THE SOLENOID INSIDE THE ACTUATOR AND LETS THE HYDRAULIC PRESSURE ACTING ON EACH WHEEL
CYLINDER ESCAPE TO THE RESERVOIR. THE PUMP INSIDE THE ACTUATOR IS ALSO OPERATING AT THIS TIME AND IT RETURNS
THE BRAKE FLUID FROM THE RESERVOIR TO THE MASTER CYLINDER, THUS PREVENTING LOCKING OF THE VEHICLE WHEELS.
IF THE ECU JUDGES THAT THE HYDRAULIC PRESSURE ACTING ON THE WHEEL CYLINDER IS INSUFFICIENT, THE CURRENT
ACTING ON SOLENOID IS CONTROLLED AND THE HYDRAULIC PRESSURE IS INCREASED, HOLDING OF THE HYDRAULIC
PRESSURE IS ALSO CONTROLLED BY THE ECU, BY THE SAME METHOD AS ABOVE. BY REPEATED PRESSURE REDUCTION,
HOLDING AND INCREASE ARE REPEATED TO MAINTAIN VEHICLE STABILITY AND TO IMPROVE STEERABILITY DURING SUDDEN
BRAKING.
(FOR TRACTION CONTROL)
THE TRACTION CONTROL SYSTEM IS A SYSTEM WHEREBY THE ªABS AND TRACTION ECUº AND ªTRACTION ECUº CONTROLS THE
ENGINE TORQUE AND THE HYDRAULIC PRESSURE OF THE WHEEL CYLINDER OF THE DRIVING WHEELS IN ORDER TO CONTROL
SPINNING OF THE DRIVING WHEELS WHEN STARTING OFF AND ACCELERATING, AND PROVIDE THE MOST APPROPRIATE DRIVING
FORCE IN RESPONSE TO THE ROAD CONDITIONS FOR VEHICLE STABILITY.
TRACTION CONTROL OPERATION
VEHICLE SPEED SIGNALS FROM THE SPEED SENSOR INSTALLED ON EACH WHEEL ARE INPUT TO THE ABS AND TRACTION ECU.
WHEN THE ACCELERATOR PEDAL IS DEPRESSED WHILE DRIVING ON A SLIPPERY ROAD AND THE DRIVING WHEEL (REAR WHEEL)
SLIPS, IF THE ROTATION OF THE REAR WHEEL EXCEEDS THE ROTATION OF THE FRONT WHEELS FOR A SPECIFIED PERIOD, THE
ECU JUDGES THAT THE REAR WHEEL IS SLIPPING.
WHEN THIS OCCURS, CURRENT FLOWS FROM TRACTION ECU TO SUB THROTTLE ACTUATOR TO CLOSE THE SUB THROTTLE
VALVE. AT THE SAME TIME, OPERATION OF THE ABS AND TRACTION ECU CAUSE THE TRACTION BRAKE ACTUATORS (MASTER
CYLINDER CUT, RESERVOIR CUT SOLENOID) TO TURN ON TO SWITCH THE HYDRAULIC CIRCUIT TO ªTRACTIONº MODE.
IN THIS CASE, SIGNALS ARE INPUT FROM TERMINAL SRR OF ABS AND TRACTION ECU TO TERMINAL (B)3 OF ABS ACTUATOR, AND
FROM TERMINAL SRL OF ABS AND TRACTION ECU TO TERMINAL (B)6 OF ABS ACTUATOR, CONTROLLING THE REAR WHEEL
SOLENOID IN THE ABS ACTUATOR AND INCREASING THE HYDRAULIC PRESSURE OF THE WHEEL CYLINDER IN ORDER TO
PREVENT SLIP.
TO MAINTAIN THE HYDRAULIC PRESSURE OF THE REAR WHEELS, THE REAR WHEEL SOLENOID INSIDE THE ABS ACTUATOR IS
PUT IN ªHOLDº MODE AND KEEPS THE HYDRAULIC PRESSURE TO THE WHEEL CYLINDER CONSTANT.
WHEN THE AMOUNT OF SLIP HAS DECREASED, THE HYDRAULIC PRESSURE IN THE WHEEL CYLINDER DECREASES.
SYSTEM OUTLINE

171
A20 (A), A21 (B), A22 (C) ABS AND TRACTION ECU
(A) 7±GROUND : ALWAYS 10±14 VOLTS
(A) 24±GROUND : 10±14 VOLTS WITH IGNITION SW AT ON POSITION
(C) 6±GROUND : 10±14 VOLTS WITH STOP LIGHT SW ON
(A) 25, (C) 4, (C) 9±GROUND : ALWAYS CONTINUOUS
(C) 12±GROUND : 10±14 VOLTS WITH PARKING BRAKE LEVER PULLED UP (PARKING BRAKE SW ON)
A 6 (A), A 7 (B) ABS ACTUATOR
(A) 1±GROUND : ALWAYS CONTINUOUS
(B) 1, (B) 3, (B) 4, (B) 6±GROUND : APPROX. 1.2
(IGNITION SW OFF)
(B) 2±GROUND : 4±6
(IGNITION SW OFF)
T 3 TRACTION BRAKE ACTUATOR
1±3 : APPROX.2.1

2±4 : APPROX.2.1

S11 STOP LIGHT SW
2±1: CLOSED WITH BRAKE PEDAL DEPRESSED
A10, A11, A31, A32 ABS SPEED SENSOR FRONT LH, RH, REAR LH, RH
1±2: 0.8± 1.3 K
(20°C, 68°F)
T 9(A), T10(B) TRACTION ECU
(A)26±GROUND:10±14 VOLTS WITH IGNITION SW AT ON POSTION
(A)13±GROUND: ALWAYS 10±14 VOLTS
(A)14±GROUND: ALWAYS BELOW 1 VOLTS
(A)18±GROUND:10±14 VOLTS WITH IGNITION SW ON PARKING BRAKE LEVER RELEASED (PARKING BRAKE SW OFF)
(A) 3±GROUND:10±14 VOLTS WITH STOP LIGHT SW ON
(A) 5±GROUND:10±14 VOLTS WITH TRAC OFF SW RELEASED
(A)12±GROUND: ALWAYS 10±14 VOLTS
P 5 PARKING BRAKE SW
1±GROUND : CLOSED WITH PARKING BRAKE LEVER DEPRESSED
S 4 SUB THROTTLE ACTUATOR
2±1, 2±3 : APPROX. 1.1

5±4, 5±6 : APPROX. 1.1

: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
A 6A24 (2JZ±GTE)B 224 (2JZ±GTE)S 525
A 7B24 (2JZ±GTE)C10A28S1129
A1024 (2JZ±GTE)C12B28T 325
A1124 (2JZ±GTE)D 124 (2JZ±GTE)T 425
A20A28D 528T 529
A21B28D 628T 829
A22C28E 9B29T 9A29
A2328E10A29T10B29
A3130P 529
A3230S 425
SERVICE HINTS

175
15A
STOP
I17
I4I21I 10
IJ2 10 IJ211 IJ13
IB6 10 IB67IB616 IB615 IB69IB617 IB68 A 8
B 2
B 64 A 12 B 9
11 2
3 4 MFROM POWER SOURCE SYSTEM(
SEE PAGE 56)
22 9 21
31 10 16 1236 745
23 24 25 12 11 26
W
B±W
W G±W IDL OD ECT
PKB STP+ L STP±
R±L BR±BG±RLG P±G LG±RR±B R±B
LG±R
P±G
LG
G±R
BR±B
R±L R±LW
W W W G±W G±WB±WW BR±WR BR±BR±L
RRBR±BR±L
R R±L
R±L
VR1 VR2 VR3
MO MC L±MC GND VR1VR2VR3MO CRUISE CONTROL ACTUATOR C4
B±W
TO LIGHT FAILURE
SENSOR
STOP LIGHT SW S11 P5
PARKING BRAKE SW
IDL S2
S2 OD1 IDL1THROTTLE
POSITION SENSOR
ENGINE CONTROL MODULE
(
ENGINE AND ELECTRONICA LLY
CONTROLLED TRA NSMISSION ECU) ELECTRONICALLY CONTROLLED
TRANSMISSION SOLENOIDB E2 ,A
A E9 ,E10B
(
2JZ±GE) (
2JZ±GTE)
RES UME/
ACCEL
SET/
COAS T
CANCE L I4
1J 11H 13
IE18 19 13
L R±Y W±B W±B W±B
W±B 1715 5
CCS
ECMS
MAIN
C14
CRUISE CONTROL SW
[COMB. SW]CMS CCSE16 : 2JZ±GTE
I17 : 2J Z±GEA 3
B 2(
2JZ±GTE)
(
2JZ±GE)
(
A/T)
(
A/T) (
A/T) (
A/T)
(
A/T)(
A/T)
L
GND CRUISE CONTROL
ECU C16B T2 ,A

176
CRUISE CONTROL
CURRENT IS APPLIED AT ALL TIMES THROUGH STOP FUSE TO TERMINAL 1 OF THE CRUISE CONTROL ECU, TERMINAL 2 OF STOP
LIGHT SW, AND ALSO THROUGH THE ECU±B FUSE TO TERMINAL 15 OF CRUISE CONTROL ECU.
WITH THE IGNITION SW TURNED TO ON, THE CURRENT FLOWS THROUGH GAUGE FUSE TO TERMINAL (A)9 OF COMBINATION
METER AND THE CURRENT THROUGH ECU±IG FUSE FLOWS TO TERMINAL 14 OF CRUISE CONTROL ECU.
WHEN THE IGNITION SW IS ON AND THE CRUISE CONTROL MAIN SWITCH IS TURNED ON, A SIGNAL IS INPUT FROM TERMINAL 15
OF CRUISE CONTROL MAIN SW TO TERMINAL 19 OF CRUISE CONTROL ECU. AS A RESULT, THE CRUISE CONTROL ECU
FUNCTIONS AND THE CURRENT FLOWS THROUGH TERMINAL 14 OF CRUISE CONTROL ECU TO TERMINAL 13 OF CRUISE
CONTROL ECU "GROUND, AND THE CRUISE CONTROL SYSTEM IS IN A CONDITION READY FOR OPERATION.
AT THE SAME TIME, THE CURRENT THROUGH THE GAUGE FUSE FLOWS TO TERMINAL (A)9 OF CRUISE CONTROL INDICATOR
LIGHT "TERMINAL (B)6 "TERMINAL 7 OF CRUISE CONTROL ECU "TERMINAL 13 "GROUND. CAUSING THE CRUISE CONTROL
INDICATOR LIGHT TO LIGHT UP, INDICATING THAT THE CRUISE CONTROL IS READY FOR OPERATION.
1. SET OPERATION
WHEN THE CRUISE CONTROL MAIN SW IS TURNED ON AND THE SET SW IS PUSHED WITH THE VEHICLE SPEED WITHIN THE SET
LIMIT (APPROX. 40 KM/H, 25 MPH TO 200 KM/H, 124 MPH), A SIGNAL IS INPUT TO TERMINAL 18 OF THE CRUISE CONTROL ECU AND
THE VEHICLE SPEED AT THE TIME THE SET SW IS RELEASED, WHICH IS MEMORIZED IN THE ECU AS THE SET SPEED.
2. SET SPEED CONTROL
DURING CRUISE CONTROL DRIVING, THE ECU COMPARES THE SET SPEED MEMORIZED IN THE ECU WITH THE ACTUAL VEHICLE
SPEED INPUTS INTO TERMINAL 20 OF THE CRUISE CONTROL ECU FROM THE SPEED SENSOR, AND CONTROLS THE CRUISE
CONTROL ACTUATOR TO MAINTAIN THE SET SPEED.
WHEN THE ACTUAL SPEED IS LOWER THAN THE SET SPEED, THE ECU CAUSES THE CURRENT TO THE CRUISE CONTROL
ACTUATOR TO FLOW FROM TERMINAL 12 "TERMINAL 6 OF CRUISE CONTROL ACTUATOR "TERMINAL 7 "TERMINAL 11 OF
CRUISE CONTROL ECU. AS A RESULT, THE MOTOR IN THE CRUISE CONTROL ACTUATOR IS ROTATED TO OPEN THE THROTTLE
VALVE AND THE THROTTLE CABLE IS PULLED TO INCREASE THE VEHICLE SPEED. WHEN THE ACTUAL DRIVING SPEED IS HIGHER
THAN THE SET SPEED, THE CURRENT TO CRUISE CONTROL ACTUATOR FLOWS FROM TERMINAL 11 OF ECU "TERMINAL 7 OF
CRUISE CONTROL ACTUATOR "TERMINAL 6 "TERMINAL 12 OF CRUISE CONTROL ECU.
THIS CAUSES THE MOTOR IN THE CRUISE CONTROL ACTUATOR TO ROTATE TO CLOSE THE THROTTLE VALVE AND RETURN THE
THROTTLE CABLE TO DECREASE THE VEHICLE SPEED.
3. COAST CONTROL
DURING THE CRUISE CONTROL DRIVING, WHILE THE COAST SW IS ON, THE CRUISE CONTROL ACTUATOR RETURNS THE
THROTTLE CABLE TO CLOSE THE THROTTLE VALVE AND DECREASE THE DRIVING SPEED. THE VEHICLE SPEED WHEN THE COAST
SWITCH IS TURNED OFF IS MEMORIZED AND THE VEHICLE CONTINUES AT THE NEW SET SPEED.
4. ACCEL CONTROL
DURING CRUISE CONTROL DRIVING, WHILE THE ACCEL SW IS TURNED ON, THE CRUISE CONTROL ACTUATOR PULLS THE
THROTTLE CABLE TO OPEN THE THROTTLE VALVE AND INCREASE THE DRIVING SPEED.
THE VEHICLE SPEED WHEN THE ACCEL SW IS TURNED OFF IS MEMORIZED AND THE VEHICLE CONTINUES AT THE NEW SET SPEED.
5. RESUME CONTROL
UNLESS THE VEHICLE SPEED FALLS BELOW THE MINIMUM SPEED LIMIT (APPROX. 40 KM/H, 25 MPH) AFTER CANCELING THE SET
SPEED BY THE CANCEL SW, PUSHING THE RESUME SW WILL CAUSE THE VEHICLE TO RESUME THE SPEED SET BEFORE THE
CANCELLATION.
6. MANUAL CANCEL MECHANISM
IF ANY OF THE FOLLOWING OPERATIONS OCCUR DURING CRUISE CONTROL OPERATION, THE MAGNETIC CLUTCH OF THE
ACTUATOR TURNS OFF AND THE MOTOR ROTATES TO CLOSE THE THROTTLE VALVE AND THE CRUISE CONTROL IS RELEASED.
*PLACING THE SHIFT LEVER IN EXCEPT ªDº POSITION (PARK/NEUTRAL POSITION SW (NEUTRAL START SW EXCEPT ªDº POSITION)).
ªSIGNAL IS NOT INPUT TO TERMINAL 2 OF ECUº (A/T).
*DEPRESSING THE BRAKE PEDAL (STOP LIGHT SW ON). ªSIGNAL IS INPUT TO TERMINAL 16 OF ECUº
*PULLING THE PARKING BRAKE LEVER (PARKING BRAKE SW ON). ªSIGNAL INPUT TO TERMINAL 3 OF ECUº
*PUSHING THE CANCEL SWITCH (CANCEL SW ON). ªSIGNAL IS INPUT TO TERMINAL 18 OF ECUº
*DEPRESSING THE CLUTCH PEDAL (CRUISE CONTROL CLUTCH SW OFF). ªSIGNAL IS NOT INPUT TO TERMINAL 2 OF ECUº
SYSTEM OUTLINE

177
7. AUTO CANCEL FUNCTION
A) IF ANY OF THE FOLLOWING OPERATING CONDITIONS OCCUR DURING CRUISE CONTROL OPERATION, THE SET SPEED IS
ERASED, CURRENT FLOW TO MAGNETIC CLUTCH IS STOPPED AND THE CRUISE CONTROL IS RELEASED. (MAIN SW TURNS OFF).
WHEN THIS OCCURS, THE IGNITION SW MUST BE TURNED OFF ONCE BEFORE THE MAIN SW WILL TURN ON.
*OVER CURRENT TO TRANSISTOR DRIVING MOTOR AND/OR MAGNETIC CLUTCH.
*WHEN CURRENT CONTINUED TO FLOW TO THE MOTOR INSIDE THE ACTUATOR IN THE THROTTLE VALVE ªOPENº DIRECTION.
*OPEN CIRCUIT IN MAGNETIC CLUTCH.
*MOMENTARY INTERRUPTION OF VEHICLE SPEED SIGNAL.
*SHORT CIRCUIT IN CRUISE CONTROL SW.
*MOTOR DOES NOT OPERATE DESPITE THE MOTOR DRIVE SIGNAL BEING OUTPUT.
B) IF ANY OF THE FOLLOWING CONDITIONS OCCUR DURING CRUISE CONTROL OPERATION, THE SET SPEED IS ERASED AND
THE CRUISE CONTROL IS RELEASED. (THE POWER OF MAGNETIC CLUTCH IS CUT OFF UNTIL THE SET SW IS ªONº AGAIN.)
*WHEN THE VEHICLE SPEED FALLS BELOW THE MINIMUM SPEED LIMIT, APPROX. 40 KM/H (25 MPH)
*WHEN THE VEHICLE SPEED FALLS MORE THAN 16 KM/H (10 MPH) BELOW THE SET SPEED, E.G. ON AN UPWARD SLOPE.
*WHEN POWER TO THE CRUISE CONTROL SYSTEM IS MOMENTARILY CUT OFF.
C) IF ANY OF THE FOLLOWING CONDITIONS OCCUR DURING CRUISE CONTROL OPERATION, THE CRUISE CONTROL IS
RELEASED.
*OPEN CIRCUIT FOR TERMINAL 1 OF CRUISE CONTROL ECU AND TERMINAL 2 OF STOP LIGHT SW.
8. AUTOMATIC TRANSMISSION CONTROL FUNCTION
*IN OVERDRIVE. IF THE VEHICLE SPEED BECOMES LOWER THAN THE OVERDRIVE CUT SPEED (SET SPEED MINUS APPROX. 4
KM/H, 2.5 MPH) DURING CRUISE CONTROL OPERATION, SUCH AS DRIVING UP A HILL, THE OVERDRIVE IS RELEASED AND THE
POWER INCREASED TO PREVENT A REDUCTION IN VEHICLE SPEED.
*AFTER RELEASING THE OVERDRIVE, VEHICLE SPEED BECOMES HIGHER THAN THE OVERDRIVE RETURN SPEED (SET SPEED
MINUS APPROX. 2 KM/H, 1.2 MPH) AND THE ECU JUDGES BY THE SIGNALS FROM POTENTIONMETER OF THE ACTUATOR THAT
THE UPWARD SLOPE HAS FINISHED, OVERDRIVE IS RESUMED AFTER APPROXIMATELY 2 SECONDS.
*DURING CRUISE CONTROL DRIVING, THE CRUISE CONTROL OPERATION SIGNAL IS OUTPUT FROM THE CRUISE CONTROL
ECU TO THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU). UPON RECEIVING
THIS SIGNAL, THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) CHANGES
THE SHIFT PATTERN TO NORMAL.
TO MAINTAIN SMOOTH CRUISE CONTROL OPERATION (ON A DOWNWARD SLOPE ETC.), LOCK±UP RELEASE OF THE
TRANSMISSION WHEN THE IDLING POINT OF THE THROTTLE POSITION IS ªONº IS FORBIDDEN.
C 4 CRUISE CONTROL ACTUATOR
1±3 : APPROX. 2 K

5±4 : APPROX. 38.5

C14 CRUISE CONTROL SW [COMB.SW]
15±17 : CONTINUOUS WITH MAIN SW ON
5±17 : APPROX. 418
WITH CANCEL SW ON
: APPROX. 68
WITH RESUME/ACCEL SW ON
: APPROX. 198
WITH SET/COAST SW ON
C16 CRUISE CONTROL ECU
14±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
1, 15±GROUND : ALWAYS APPROX. 12 VOLTS
3±GROUND : CONTINUOUS WITH PARKING BRAKE LEVER PULLED UP (ONE OF THE CANCEL SW)
20±GROUND :4 PULSE WITH 1 ROTATION OF ROTOR SHAFT
18±GROUND : APPROX. 418
WITH CANCEL SW ON IN CONTROL SW
: APPROX. 198
WITH SET/COAST SW ON IN CONTROL SW
: APPROX. 68
WITH RESUME/ACCEL SW ON IN CONTROL SW
13±GROUND : ALWAYS CONTINUOUS
SERVICE HINTS