1986 TOYOTA SUPRA ignition

78
ENGINE CONTROL (FOR 2JZ±GTE)
EFI MAIN RELAY
(2) 3± (2) 5 : CLOSED WITH IGNITION SW AT ON POSITION
EFI NO. 2 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) WIRING 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 
SERVICE HINTS

82
ENGINE CONTROL (FOR 2JZ±GE)
THE ENGINE CONTROL SYSTEM UTILIZES A MICROCOMPUTER AND MAINTAINS OVERALL CONTROL OF THE ENGINE,
TRANSMISSION ETC. AN OUTLINE OF THE ENGINE CONTROL IS GIVEN HERE.
1. INPUT SIGNALS
(1) ENGINE COOLANT TEMP. (WATER TEMP.) SIGNAL CIRCUIT
THE ENGINE COOLANT TEMP. SENSOR (EFI WATER TEMP. SENSOR) DETECTS THE ENGINE COOLANT TEMP. (WATER TEMP.)
AND HAS A BUILT±IN THERMISTOR WITH A RESISTANCE, WHICH VARIES ACCORDING TO THE ENGINE COOLANT TEMP.
(WATER TEMP.) WHICH IS INPUT INTO TERMINAL THW OF THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY
CONTROLLED TRANSMISSION ECU) AS A CONTROL SIGNAL.
(2) INTAKE AIR TEMP. SIGNAL CIRCUIT
THE INTAKE AIR TEMP. SENSOR IS INSTALLED IN THE VOLUME AIR FLOW (AIR FLOW METER) AND DETECTS THE INTAKE AlR
TEMP. WHICH IS INPUT AS A CONTROL SIGNAL TO TERMINAL THA OF THE ENGINE CONTROL MODULE (ENGINE AND
ELECTRONICALLY CONTROLLED TRANSMISSION ECU).
(3) OXYGEN DENSITY SIGNAL CIRCUIT
(EXCEPT CALIFORNIA)
THE OXYGEN DENSITY IN THE EXHAUST EMISSION IS DETECTED BY THE OXYGEN SENSOR FRONT AND REAR SIDE AND
INPUT AS A CONTROL SIGNAL TO TERMINALS OX1, OX2 OF THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY
CONTROLLED TRANSMISSION ECU).
(FOR CALIFORNIA)
THE OXYGEN DENSITY IN THE EXHAUST EMISSION IS DETECTED BY THE HEATED OXYGEN SENSOR FRONT AND REAR SIDE
AND INPUT AS A CONTROL SIGNAL TO TERMINALS OX1, OX2, OX3 OF THE ENGINE CONTROL MODULE (ENGINE AND
ELECTRONICALLY CONTROLLED TRANSMISSION ECU).
(4) RPM SIGNAL CIRCUIT
CRANKSHAFT POSITION IS DETECTED BY THE PICK±UP COIL INSTALLED INSIDE THE DISTRIBUTOR. CRANKSHAFT POSITION
IS INPUT AS A CONTROL SIGNAL TO TERMINALS G1 AND G2 OF THE ENGINE CONTROL MODULE (ENGINE AND
ELECTRONICALLY CONTROLLED TRANSMISSION ECU), AND ENGINE SPEED IS INPUT TO TERMINAL NE.
(5) THROTTLE POSITION SIGNAL CIRCUIT
THE THROTTLE POSITION SENSOR DETECTS THE THROTTLE VALVE OPENING ANGLE AS A CONTROL SIGNAL, WHICH IS
INPUT INTO TERMINAL VTA1 OF THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED
TRANSMISSION ECU). WHEN THE VALVE IS COMPLETELY CLOSED, THE CONTROL SIGNAL IS INPUT INTO TERMINAL IDL1.
(6) VEHICLE SPEED CIRCUIT
THE VEHICLE SPEED IS DETECTED BY VEHICLE SPEED SENSOR (SPEED SENSOR) NO.1 INSTALLED IN THE TRANSMISSION
AND THE SIGNAL IS INPUT TO TERMINAL SP1 OF THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY
CONTROLLED TRANSMISSION ECU) VIA THE COMBINATION METER.
(7) NEUTRAL POSITION SIGNAL CIRCUIT
THE PARK/NEUTRAL POSITION SW (NEUTRAL START SW) DETECTS WHETHER THE SHIFT POSITION IS IN ªNº OR ªPº OR NOT,
AND THE SIGNAL IS INPUT INTO TERMINAL NSW OF THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY
CONTROLLED TRANSMISSION ECU).
(8) A/C SW SIGNAL CIRCUIT
THE OPERATING VOLTAGE OF THE A/C MAGNETIC CLUTCH IS DETECTED AND THE SIGNAL IS INPUT INTO TERMINAL ACMG
OF ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) AS A CONTROL SIGNAL.
(9) BATTERY SIGNAL CIRCUIT
VOLTAGE IS CONSTANTLY APPLIED TO TERMINAL BATT OF THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY
CONTROLLED TRANSMISSION ECU). WITH THE IGNITION SW TURNED ON, THE VOLTAGE FOR ENGINE CONTROL MODULE
(ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) START±UP POWER SUPPLY IS APPLIED TO TERMINALS
+B OF THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) VIA EFI MAIN
RELAY.
THE CURRENT FLOWING THROUGH THE IGN FUSE FLOWS TO TERMINAL IGSW OF THE ENGINE CONTROL MODULE (ENGINE
AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU).
(10) INTAKE AIR VOLUME SIGNAL CIRCUIT
INTAKE AIR VOLUME IS DETECTED BY THE VOLUME AIR FLOW (AIR FLOW METER) AND THE SIGNAL IS INPUT TO TERMINAL
KS OF THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) AS A CONTROL
SIGNAL.
(11) STOP LIGHT SW SIGNAL CIRCUIT
THE STOP LIGHT SW IS USED TO DETECT WHETHER THE VEHICLE IS BRAKING OR NOT AND THE SIGNAL IS INPUT INTO
TERMINAL STP OF THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) AS
A CONTROL SIGNAL.
(12) STARTER SIGNAL CIRCUIT
TO CONFIRM WHETHER THE ENGINE IS CRANKING, THE VOLTAGE IS APPLIED TO THE STARTER MOTOR DURING CRANKING
IS DETECTED AND THE SIGNAL IS INPUT INTO TERMINAL STA OF THE ENGINE CONTROL MODULE (ENGINE AND
ELECTRONICALLY CONTROLLED TRANSMISSION ECU) AS A CONTROL SIGNAL.
SYSTEM OUTLINE

83
(13) ENGINE KNOCK SIGNAL CIRCUIT
ENGINE KNOCKING IS DETECTED BY KNOCK SENSOR FRONT AND REAR SIDE AND THE SIGNAL IS INPUT INTO TERMINALS
KNK1 AND KNK2 AS A CONTROL SIGNAL.
2. CONTROL SYSTEM
*SEQUENTIAL MULTIPORT FUEL INJECTION (ELECTRONIC FUEL INJECTION) SYSTEM
THE SEQUENTIAL MULTIPORT FUEL INJECTION (ELECTRONIC FUEL INJECTION) SYSTEM MONITORS THE ENGINE CONDITION
THROUGH THE SIGNALS INPUT FROM EACH SENSOR (INPUT SIGNALS FROM (1) TO (13) ETC.) TO THE ENGINE CONTROL
MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU). THE BEST FUEL INJECTION TIMING IS DECIDED
BASED ON THIS DATA AND THE PROGRAM MEMORIZED BY THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY
CONTROLLED TRANSMISSION ECU), AND THE CONTROL SIGNAL IS OUTPUT TO TERMINALS #10, #20, #30, 40, #50 AND #60 OF
THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) TO OPERATE THE
INJECTOR (INJECT THE FUEL). THE SEQUENTIAL MULTIPORT FUEL INJECTION (ELECTRONIC FUEL INJECTION) SYSTEM
PRODUCES CONTROLS OF FUEL INJECTION OPERATION BY THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY
CONTROLLED TRANSMISSION ECU) IN RESPONSE TO THE DRIVING CONDITIONS.
*ESA (ELECTRONIC SPARK ADVANCE) SYSTEM
THE ESA SYSTEM MONITORS THE ENGINE CONDITION THROUGH THE SIGNALS INPUT TO THE ENGINE CONTROL MODULE
(ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) FROM EACH SENSOR (INPUT SIGNALS FROM (1), (2), (4) TO
(13) ETC.). THE BEST IGNITION TIMING IS DECIDED ACCORDING TO THIS DATA AND THE MEMORIZED DATA IN THE ENGINE
CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) AND THE CONTROL SIGNAL IS OUTPUT
TO TERMINAL IGT. THIS SIGNAL CONTROLS THE IGNITER TO PROVIDE THE BEST IGNITION TIMING FOR THE DRIVING
CONDITIONS.
*HEATED OXYGEN SENSOR HEATER CONTROL SYSTEM (FOR CALIFORNIA)
THE MAIN HEATED OXYGEN SENSOR FRONT AND REAR SIDE, SUB HEATED OXYGEN SENSOR HEATER CONTROL SYSTEM
TURNS THE HEATER ON WHEN THE INTAKE AIR VOLUME IS LOW (TEMP. OF EXHAUST EMISSIONS IS LOW), AND WARMS UP THE
OXYGEN SENSOR TO IMPROVE DETECTION PERFORMANCE OF THE SENSOR. THE ENGINE CONTROL MODULE (ENGINE AND
ELECTRONICALLY CONTROLLED TRANSMISSION ECU) EVALUATES THE SIGNALS FROM EACH SENSOR (INPUT SIGNALS FROM
(1), (2), (4), (9) TO (11) ETC.), AND OUTPUTS CURRENT TO TERMINALS HT1, HT2, HT3 TO CONTROL THE HEATER.
*IDLE AIR CONTROL (IDLE SPEED CONTROL) SYSTEM
THE IDLE AIR CONTROL (ISC) SYSTEM (STEP MOTOR TYPE) INCREASES THE ENGINE SPEED AND PROVIDES IDLING STABILITY
FOR FAST IDLE±UP WHEN THE ENGINE IS COLD, AND WHEN THE IDLE SPEED HAS DROPPED DUE TO ELECTRICAL LOAD AND SO
ON. THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) EVALUATES THE
SIGNALS FROM EACH SENSOR (INPUT SIGNALS FROM (1), (4), (5), (8), (9), (11) ETC.), OUTPUTS CURRENT TO TERMINALS ISC1,
ISC2, ISC3 AND ISC4 TO CONTROL THE IDLE AIR CONTROL VALVE (ISC VALVE).
*EGR CONTROL SYSTEM
THE EGR CONTROL SYSTEM DETECTS THE SIGNAL FROM EACH SENSOR (INPUT SIGNALS FROM (1), (4), (9), (10) ETC.), AND
OUTPUTS CURRENT TO TERMINAL EGR TO CONTROL THE EGR VALVE.
*FUEL PUMP CONTROL SYSTEM
THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) OUTPUTS CURRENT TO
TERMINAL FPC AND CONTROLS THE FUEL PUMP ECU AND FUEL PUMP DRIVE SPEED IN RESPONSE TO THE DRIVING
CONDITIONS.
*ACIS (ACOUSTIC CONTROL INDUCTION SYSTEM)
ACIS INCLUDES A VALVE IN THE BULKHEAD SEPARATING THE SURGE TANK INTO TWO PARTS. THIS VALVE IS OPENED AND
CLOSED IN ACCORDANCE WITH THE DRIVING CONDITIONS TO CONTROL THE INTAKE MANIFOLD LENGTH IN TWO STAGES FOR
INCREASED ENGINE OUTPUT IN ALL RANGES FROM LOW TO HIGH SPEEDS.
THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU) JUDGES THE VEHICLE
SPEED BY THE SIGNALS ((4), (5)) FROM EACH SENSOR AND OUTPUTS SIGNALS TO THE TERMINAL ACIS TO CONTROL THE VSV
(FOR INTAKE CONTROL VALVE).
3. DIAGNOSIS SYSTEM
WITH THE DIAGNOSIS SYSTEM, WHEN THERE IS A MALFUNCTION IN THE ENGINE CONTROL MODULE (ENGINE AND
ELECTRONICALLY CONTROLLED TRANSMISSION ECU) SIGNAL SYSTEM, THE MALFUNCTIONING SYSTEM IS RECORDED IN THE
MEMORY. THE MALFUNCTIONING SYSTEM CAN BE FOUND BY READING THE CODE DISPLAYED BY THE MALFUNCTION INDICATOR
LAMP (CHECK ENGINE WARNING LIGHT).
4. FAIL±SAFE SYSTEM
WHEN A MALFUNCTION HAS OCCURRED IN ANY SYSTEM, IF THERE IS A POSSIBILITY OF ENGINE TROUBLE BEING CAUSED BY
CONTINUED CONTROL BASED ON THE SIGNALS FROM THAT SYSTEM, THE FAIL±SAFE SYSTEM EITHER CONTROLS THE SYSTEM
BY USING DATA (STANDARD VALUES) RECORDED IN THE ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY
CONTROLLED TRANSMISSION ECU) MEMORY OR ELSE STOPS THE ENGINE.

84
ENGINE CONTROL (FOR 2JZ±GE)
7
28
3 AM2 AM1ACC
IG1
ST1
IG2
30A
AM27. 5A
ST30A
EFI NO. 1
P
N6
525 13
M
5 4 B6 E20 I17
2 1 1B 41K 4
222
22 1J 41J 6
22
IC2 12 IC211 IB1 5 IB 1 4
IJ1 12 IC2 10 IJ1 2EA33 EA18 EA14
IJ14
BP12 IJ213
BP16 IC27
EB BI 50A
AM1
120A
ALT12 3 2
45 1
B G V±WL±RGR B±Y B±W
B±R B±O
B±Y
GR
B±W B
L±R L±R B±R
W±B W±B
V±WGG
V±W W±B W±B W±B
L±R B±R W±B
W±BB±R B±R B±RW±BB±W B±WB B±W
B BW±R WW
W±R
B±W
B±O
B±W
B±O
+B FP IGNITION SW I19
(
A/T)
(
M/T)
BATTERY
B
(
M/T)
(
A/T)CLUTCH START SW
PARK/NEUTRAL
POSITION SW
(
NE UTRA L S TA RT SW) C9
P2
(
A/T)
(
A/T)
FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
EDI FPCFUEL PUMP ECU
FUEL PUMP
F1 5
F14
1
11 2 2
2I4
B
2A 1EFI
MAIN
RELAY
E28 : M/T
E27 : A/T
TO STARTER
RE LA YBE20
B±Y B±Y
(
A/T)
(
A/T) (
M/T)
L
2 2
W

85
* 2 : EXCEPT CALIFORNIA * 1 : CALIFORNIA
* 3 : ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU
IJ2 5IJ214 IJ24
IC1 4IC112 IC19IC110 IJ1 8B 76 A 33 A 24
A 30 A 36 A 22 A21 B77
ED213OX3 HT3 STA DI FP CM±REL BATT NSW
OX HT +B
B±R
(
*1)
B±W
L±R B G V±WL±RGR B±Y B±WB±O
R±L R±L BR±WB±R
BR±W B±R
R±L B G V±W L±R
B±W
GR
B±Y
B±W
BR±W
(
SHIELDED)(
SHIELDED) (
SHIELDED) BR
BR
(
*1)
(
*1) (
*1)
(
*1)
(
*1) (
*1)
(
*1)
(
*1)
ENGINE CONTROL MODULE
(
*3)A E9 ,E10B (
A/T)
(
A/T)
(
SHIELDED)
A 31 B75
E25 E25 E262 1
E1 IJ120
B±R B±R B±R +B EGR
B±R
4 B±R7. 5A
IGN I20 E28
1E 81J 3
II1 13IJ19
A 1B57 B58 21B±O B±O
B±W
IGT IGF
R±W
R±Y B±O B±O B±O
B±W
B±R
IGSW IGT IGFC± EXT5 4B±O
FROM IGNITION
COIL IGNITER I4E28 II1 29
B±W
B±W
3
+B TO COMBINATION
METERB±W
B±O
BR
B±R
P
V2
VSV(
FOR EGR)
SUB HEATED OXYGEN SENSOR
(
FOR CALIFORNIA) S16
(
*1)

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

99
VOLTAGE IS ALWAYS APPLIED FROM THE MAIN FUSE, THROUGH THE HEADLIGHT RELAY (COIL SIDE) TO TERMINAL 5 OF THE
DAYTIME RUNNING LIGHT RELAY (MAIN), TERMINAL 6 OF INTEGRATION RELAY, TERMINAL 14 OF DIMMER SW, DIMMER RELAY
(DAYTIME RUNNING LIGHT RELAY NO. 2) (COIL SIDE), TO TERMINAL 17 OF THE DAYTIME RUNNING LIGHT RELAY (MAIN). WHEN THE
IGNITION SW IS TURNED ON, VOLTAGE FROM THE GAUGE FUSE IS APPLIED TO TERMINAL 2 OF THE DAYTIME RUNNING LIGHT
RELAY (MAIN).
1. DAYTIME RUNNING LIGHT OPERATION
WHEN THE ENGINE STARTS, VOLTAGE FROM TERMINAL ªLº OF THE GENERATOR (ALTERNATOR) IS APPLIED TO TERMINAL 11 OF
THE DAYTIME RUNNING LIGHT RELAY (MAIN). IF THE PARKING BRAKE LEVER IS PULLED UP (PARKING BRAKE SW ON) AT THIS
TIME, THE DAYTIME RUNNING LIGHT SYSTEM DOES NOT OPERATE. WHEN THE PARKING BRAKE IS RELEASED (PARKING BRAKE
SW OFF), A SIGNAL IS OUTPUT FROM TERMINAL 1 OF THE PARKING BRAKE SW TO TERMINAL 8 OF THE DAYTIME RUNNING LIGHT
RELAY (MAIN). THIS ACTIVATES THE DAYTIME RUNNING LIGHT RELAY (MAIN), TURNING ON THE DIMMER RELAY (DAYTIME
RUNNING LIGHT RELAY NO. 2). CURRENT ALSO FLOWS FROM THE MAIN FUSE TO DIMMER RELAY (DAYTIME RUNNING LIGHT
RELAY NO. 2) (POINT SIDE) " HEAD (LH±UPR) FUSE " HEADLIGHT HI LH " HEADLIGHT HI RH " TERMINAL (A)5 OF DAYTIME
RUNNING LIGHT RELAY NO. 3 " TERMINAL (A)3 " GROUND, CAUSING THE HEADLIGHTS TO LIGHT UP AT APPROX. 20 % OF THEIR
NORMAL BRIGHTNESS.
ONCE THE DAYTIME RUNNING LIGHT RELAY (MAIN) HAS BEEN ACTIVATED AND THE HEADLIGHTS LIGHT UP, THE HEADLIGHTS
REMAIN ON EVEN IF THE PARKING BRAKE LEVER IS ENGAGED AGAIN (PARKING BRAKE SW ON).
2. HEADLIGHT OPERATION
WHEN THE LIGHT CONTROL SW IS AT HEAD POSITION AND THE DIMMER SW AT LOW POSITION, CURRENT FLOWS FROM THE
HEADLIGHT RELAY (COIL SIDE) TO TERMINAL 6 OF THE INTEGRATION RELAY " TERMINAL 7 " TERMINAL 13 OF LIGHT CONTROL
SW " TERMINAL 11 " GROUND, ACTIVATING THE HEADLIGHT RELAY.
THIS CAUSES CURRENT TO FLOW FROM THE HEADLIGHT RELAY (POINT SIDE) TO THE HEAD LWR FUSE " HEADLIGHT LO "
GROUND, CAUSING THE HEADLIGHTS TO LIGHT UP AT NORMAL BRIGHTNESS. SIMULTANEOUSLY, CURRENT FLOWS FROM THE
DRL FUSE " DAYTIME RUNNING LIGHT RELAY NO. 3 (COIL SIDE) " GROUND, ACTIVATING RELAY NO. 3.
WHEN THE DIMMER SW IS AT HIGH POSITION, TERMINAL 12 OF THE DIMMER SW OUTPUTS A SIGNAL TO TERMINAL 16 OF THE
DAYTIME RUNNING LIGHT RELAY (MAIN) TO ACTIVATE IT. THIS TURNS ON DIMMER RELAY (DAYTIME RUNNING LIGHT RELAY NO. 2).
SO CURRENT FLOWS FROM DIMMER RELAY (DAYTIME RUNNING LIGHT RELAY NO. 2) (POINT SIDE) TO THE HEAD (LH±UPR) FUSE
" HEADLIGHT HI LH " DAYTIME RUNNING LIGHT RELAY NO. 3 (POINT SIDE) " GROUND, AND FROM THE HEAD (RH±UPR) FUSE "
DAYTIME RUNNING LIGHT RELAY NO. 3 (POINT SIDE) " HEADLIGHT HI RH " DAYTIME RUNNING LIGHT RELAY NO. 3 (POINT SIDE)
" GROUND, CAUSING THE HEADLIGHTS TO OPERATE AT HI.
WHEN THE DIMMER SW IS AT FLASH POSITION, CURRENT FROM THE HEADLIGHT RELAY (COIL SIDE) FLOWS TO TERMINAL 14 OF
THE DIMMER SW " TERMINAL 9 " GROUND, ACTIVATING THE RELAY. SIMULTANEOUSLY, CURRENT FROM THE HEADLIGHT RELAY
(POINT SIDE) FLOWS TO HEADLIGHT LO, LIGHTING UP HEADLIGHT LO AND ACTIVATING DAYTIME RUNNING LIGHT RELAY NO. 3.
THEN TERMINAL 12 OF THE DIMMER SW OUTPUTS A SIGNAL TO TERMINAL 16 OF THE DAYTIME RUNNING LIGHT RELAY (MAIN),
ACTIVATING THE DAYTIME RUNNING LIGHT RELAY (MAIN) SO THAT CURRENT FLOWS TO HEADLIGHT HI LIKE IT DOES FOR HIGH
POSITION. THIS CAUSES ALL HEADLIGHTS TO LIGHT UP.
D 6 DAYTIME RUNNING LIGHT RELAY (MAIN)
15±GROUND : ALWAYS APPROX. 12 VOLTS
2±GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION
13±GROUND : ALWAYS CONTINUOUS
5±GROUND : APPROX. 12 VOLTS WITH THE DAYTIME RUNNING LIGHT SYSTEM
DOES NOT OPERATE OR LIGHT CONTROL SW AT OFF OR TAIL POSITION
(WITH THE CONNECTOR IS DISCONNECTED, ALWAYS APPROX. 12 VOLTS)
8±GROUND : CONTINUOUS WITH THE PARKING BRAKE LEVER RELEASED
SYSTEM OUTLINE
SERVICE HINTS

104
TAILLIGHT
WHEN THE LIGHT CONTROL SW IS TURNED TO TAIL OR HEAD POSITION. THE CURRENT FLOWS TO TERMINAL 3 OF THE LIGHT
FAILURE SENSOR THROUGH THE TAIL FUSE.
WHEN THE IGNITION SW IS TURNED ON, THE CURRENT FLOWS FROM THE GAUGE FUSE TO TERMINAL 8 OF THE LIGHT FAILURE
SENSOR, ANO ALSO FLOWS THROUGH THE REAR LIGHT WARNING LIGHT TO TERMINAL 4 OF THE LIGHT FAILURE SENSOR.
TAILLIGHT DISCONNECTION WARNING
WITH THE IGNITION SW ON AND THE LIGHT CONTROL SW TURNED TO TAIL OR HEAD POSITION, IF THE TAILLIGHT CIRCUIT IS
OPEN, THE LIGHT FAILURE SENSOR DETECTS THE FAILURE BY THE CHANGE IN CURRENT FLOWING FROM TERMINAL 3 OF THE
LIGHT FAILURE SENSOR TO TERMINAL 9, AND THE WARNING CIRCUIT OF THE LIGHT FAILURE SENSOR IS ACTIVATED.
AS A RESULT, THE CURRENT FLOWS FROM TERMINAL 4 OF THE LIGHT FAILURE SENSOR " TERMINAL 11 " GROUND AND TURNS
THE REAR LIGHT WARNING LIGHT ON, WHICH REMAINS ON UNTIL THE LIGHT CONTROL SW IS TURNED OFF.
TAILLIGHT RELAY
5±3: CLOSED WITH LIGHT CONTROL SW AT TA I L OR HEAD POSITION
L 2 LIGHT FAILURE SENSOR
4, 8±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
3±GROUND : APPROX. 12 VOLTS WITH LIGHT CONTROL SW AT TA I L OR HEAD POSITION
11±GROUND : ALWAYS CONTINUOUS
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
C1328F 526 (2JZ±GE)R 930
F324 (2JZ±GTE)F624 (2JZ±GTE)R1030F 326 (2JZ±GE)F 626 (2JZ±GE)R1130
F424 (2JZ±GTE)I2029R1230F 426 (2JZ±GE)L 130T 629
F 524 (2JZ±GTE)L 230
: 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)
1A20ENGINE ROOM MAIN WIRE AND J/B NO 1 (LEFT KICK PANEL)1B20ENGINE ROOM MAIN WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1C20FLOOR NO. 2 WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1E20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1J20COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)1K20COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
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)
IE136INSTRUMENT PANEL WIRE AND FLOOR NO. 2 WIRE (LEFT KICK PANEL)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
EA32 (2JZ±GTE)FRONT SIDE OF RIGHT FENDEREA34 (2JZ±GE)FRONT SIDE OF RIGHT FENDER
EB32 (2JZ±GTE)FRONT SIDE OF LEFT FENDEREB34 (2JZ±GE)FRONT SIDE OF LEFT FENDER
IE36LEFT KICK PANEL
BI40LEFT QUARTER PILLAR
BJ40LOWER BACK PANEL CENTER
SYSTEM OUTLINE
SERVICE HINTS