1986 TOYOTA SUPRA oil

65
2 1 IGNITION
COIL
21
1234
A 77 76 57 58 27 26 25 734519
A B B±WB±O B±O B±O
B±O
B±O B±O
B±W
B±W
B±RB±W
B±O B±O B
R
W
G
BR R±Y R±W B±WB
BR
(
A/T)
(
A/T)
(
SHIELDED)
+B EXT C±
STA NSW IGT IGF NE G1 G2 G±NE G1 G2 G± IGF IGTNOISE
FILTER IG±TO TACHOMETER
[COMB. METER]
DATA LINK
CONNECTOR 1
(
CHECK
CONNECTOR)
DISTRIBUTOR IGNITER
ENGINE CONTROL MODULE
(
ENGINE AND ELECTRONICALLY
CONTROLLED TRANSMISSION ECU)JUNCTION
CONNECTOR 21
ED EC I20
E22 IJ1 9IJ11
II1 29
D1
N1
J2
E9I4
D4I5
E28
B±W

75
*
1 : ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU
2 1
2 1
2 1
E14E16 E16 E16 E16
E16E16
B 46 B 24 B 44 B 63 B 42 B 41 B43 B64
B 27 B 7 B 5 B 25 B 6 B 26 1234 4321
12 13 A A A
A
A
13 8 4
15
19 A A A
A
A
+B FPE1 G1 G1± G2 G2± NE± NE
B LG Y±L L±R BR±BBR±B BR±B BR±B
GR±R BR±B
L±R
L±R B±R
B±RBR R±LBRWR±L
L±RBR
WL±R
Y
R
Y±L
GR±R
L±Y
O
BR±YBR±B BR±BBR±B GR±RY±L BR±BRY
OX2 OX1TE1 VF1 VCC VTA1 IDL1 VTA2 IDL2 THW OIL THG
(
SHIELDED)(
SHIELDED)
(
SHIELDED) (
SHIELDED)
(
SH IELD ED) (
SHIELDED)
E1 A5 E3
EGR GAS TEMP. SENSOR A/T FLUID TEMP. SENSOR ENGINE COOLANT TEMP. SENSOR
(
EFI WATER TEMP. SENSOR)
D1
DATA LINK CONNECTOR 1
(
CHECK CONNECTOR)IG± ENGINE CONTROL MODULE(
*1) A E9 ,E10B
TO TRACTION
ECUL±R
THROTTLE POSITION
SENSOR T2
SUB THROTTLE
POSITION SENSOR S5
BRE13
B±R
JUNCTION
CONNECTOR J2
BRI17
2 1
2 112 (
SHIELDED)
(
SHIELDED)
(
SHIELDED)
BRL B±WW
B±R B±RBR L
CAMSHAFT POSITION
SENSOR NO. 1
CAMSHAFT POSITION
SENSOR NO. 2CRANKSHAFT POSITION
SENSOR C1
C2 C3 O
O
BR
BR
BR E16R
TO TRACTION
ECU
(
A/T)(
A/T)
A 16II1 29
B±W B±W
TACO
FROM COMBINATION
METER

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

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)

87
* 1 : CALIFORNIA
*
2 : EXCEPT CALIFORNIA
* 3 : ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU
1 2
2 1
2 1
1 1
E23E27
E23E28 I17 I17 I17E28 E28 E27
B 64 B 43 B44 B24 B46
B 48 B73 B72 B 47
4 2 4 2 432
1 3 1 3 1
(
SHIELDED)
(
SHIELDED) (
SHIELDED) (
SHIELDED)
(
SHIELDED)
(
SHIELDED)
(
SHIELDED)
(
SHIELDED)
BR
B±R
BR
B± W
L±RBR L±R B±WB± RR±L R±L
BR
B±R W BR±B BR±B BR±B
BR B±RBR B±R WW W
B±L
R±L
B±Y B±YR±LBR±YO L±Y RY
R Y L±R
BR±B
BR±B
BR±B
BR±B
R
OX1HT1
OX2HT2
+B E +B E VTA1
IDL1 THW OIL THG
HT OX HT OX
(
*1)
THROTTLE POSITION
SENSOR T2
TO CRUISE
CONTROL ECU
ENGINE COOLANT TEMP. SENSOR
(
EFI WATER TEMP. SENSOR)
A/T FLUID TEMP. SENSOR
EGR GAS TEMP. SENSOR E3
A5
E1 OXYGEN SENSOR
(
EXCEPT CALIFORNIA
ON FRONT SIDE)
OXYGEN SENSOR
(
EXCEPT CALIFORNIA
ON REAR SIDE) O3
O4(
*1)
(
*2)
MAIN HEATED
OXYGEN SENSOR
(
FOR CALI FORNIA
ON REAR SIDE) M3
(
*1)
(
*1)
(
*2) ENGINE CONTROL MODULE
(
*3)A E9 ,E10B
W
E26
EDB±R
BR
B± R 10A
MIR±HTR10A
PANEL15A
STOP
1 2
IJ1 11 II1 321I 10 1E 6 1H 4
A 15 A4 23 1
G±WR±Y R±Y
G± W WG±OL±R
STP ELS FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
IF1 3
L±RSTOP
LIGHT
SW DIODE
(
FOR IDLE±UP) D8
S11
L±R
(
A/ T) (
A/T) (
*1) (
*1)
(
*1)
MAIN HEATED
OXYGEN SENSOR
(
FOR CALIFORNIA
ON FRONT SIDE) M2
(
*1)
(
*1)(
*1)(
*1)

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

109
WITH THE IGNITION SW TURNED ON, THE CURRENT FLOWS TO TERMINAL 7 OF THE INTEGRATION RELAY THROUGH GAUGE
FUSE.
VOLTAGE IS APPLIED AT ALL TIMES TO TERMINAL (A) 5 OF THE INTEGRATION RELAY THROUGH THE TAILLIGHT RELAY COIL, AND
TO TERMINAL (A) 6 THROUGH THE HEADLIGHT RELAY COIL.
1. NORMAL LIGHTING OPERATION
(TURN TAILLIGHT ON)
WITH LIGHT CONTROL SW TURNED TO TAIL POSITION, A SIGNAL IS INPUT INTO TERMINAL (A) 4 OF THE INTEGRATION RELAY. DUE
TO THIS SIGNAL, THE CURRENT FLOWING TO TERMINAL (A) 5 OF THE RELAY FLOWS TO TERMINAL (A) 4 " TERMINAL 2 OF THE
LIGHT CONTROL SW " TERMINAL 11 " TO GROUND, AND TAILLIGHT RELAY CAUSES TAILLIGHTS TO TURN ON.
(TURN HEADLIGHT ON)
WITH LIGHT CONTROL SW TURNED TO HEAD POSITION, A SIGANL IS INPUT INTO TERMINAL (A) 4 AND (A) 7 OF THE INTEGRATION
RELAY. DUE TO THIS SIGNAL, THE CURRENT FLOWING TO TERMINAL (A) 6 OF THE RELAY FLOWS TO TERMINAL (A) 7 " TERMINAL
13 OF THE LIGHT CONTROL SW " TERMINAL 11 " TO GROUND IN THE HEADLIGHT CIRCUIT, AND CAUSES TAILLIGHT AND
HEADLIGHT RELAY TO TURN THE LIGHTS ON. THE TAILLIGHT CIRCUIT IS SAME AS ABOVE.
2. LIGHT AUTO TURN OFF OPERATION
WITH LIGHT ON AND THE IGNITION SW TURNED OFF (INPUT SIGNAL GOES TO TERMINAL 7 OF THE RELAY), WHEN THE DRIVER'S
DOOR IS OPENED (INPUT SIGNAL GOES TO TERMINAL 6 OF THE RELAY), THE RELAY OPERATES AND THE CURRENT IS CUT OFF
WHICH FLOWS FROM TERMINAL (A) 5 OF THE RELAY TO TERMINAL (A) 4 IN TAILLIGHT CIRCUIT AND FROM TERMINAL (A) 6 TO
TERMINAL (A) 7 IN HEADLIGHT CIRCUIT.
AS A RESULT, ALL LIGHTS ARE TURNED OFF AUTOMATICALLY.
HEADLIGHT RELAY
2 1± : CLOSED WITH LIGHT CONTROL SW AT HEAD POSITION OR DIMMER SW AT FLASH POSITION (FOR USA)
: CLOSED WITH ENGINE RUNNING AND PARKING BRAKE LEVER RELEASED (FOR CANADA)
TAILLIGHT RELAY
3±5 : CLOSED WITH LIGHT CONTROL SW AT TA I L OR HEAD POSITION
D10 DOOR COURTESY SW LH
3±2 : CLOSED WITH LH DOOR OPEN
I20(A) INTEGRATION RELAY
7±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
6±GROUND : CONTINUOUS WITH LH DOOR OPEN
1±GROUND : ALWAYS APPROX. 12 VOLTS
(A) 5±GROUND : ALWAYS APPROX. 12 VOLTS
(A) 6±GROUND : ALWAYS APPROX. 12 VOLTS
(A) 7±GROUND : CONTINUOUS WITH LIGHT CONTROL SW AT HEAD POSITION
(A) 4±GROUND : CONTINUOUS WITH LIGHT CONTROL SW AT TA I L OR HEAD POSITION
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
C1328D1030I20A29
: 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)
1I
1J20COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1K
20COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
2A22BATTERY AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
SYSTEM OUTLINE
SERVICE HINTS

133
CURRENT ALWAYS FLOWS TO TERMINAL (A)9 OF THE THEFT DETERRENT ECU THROUGH THE DOOR FUSE, AND TO TERMINAL
(B)1 THROUGH THE DOME FUSE.
WHEN THE IGNITION SW TURNED ON, THE CURRENT FLOWING THROUGH THE ECU±IG FUSE " TERMINAL (A)7 OF THE ECU "
TERMINAL (A)6 FLOWS THROUGH THE COIL SIDE OF THE POWER MAIN RELAY TO GROUND, CAUSING THE RELAY TO OPERATE.
THE CURRENT FLOWING THROUGH THE DOOR FUSE FLOWS TO THE DOOR LOCK CONTROL SWITCHES, CAUSING THE INDICATOR
LIGHT TO LIGHT UP.
1. MANUAL LOCK OPERATION
WHEN THE DOOR CONTROL SW OR KEY SW ARE PUSHED TO LOCK POSITION, A LOCK SIGNAL IS INPUT TO TERMINAL (B)5, (B)22
(FOR KEY SW) OF THE THEFT DETERRENT ECU AND CAUSES THE ECU TO FUNCTION. CURRENT FLOWS FROM TERMINAL (A)9 OF
THE ECU " TERMINAL (A)3 " TERMINAL 2 (LH), TERMINAL 4 (RH) OF THE DOOR LOCK MOTORS " TERMINAL 4 (LH), TERMINAL 2
(RH) " TERMINAL (A)2 OF THE ECU " TERMINAL (A)4 " GROUND AND THE DOOR LOCK MOTOR CAUSES THE DOOR TO LOCK.
2. MANUAL UNLOCK OPERATION
WHEN THE DOOR LOCK CONTROL SW OR KEY SW ARE PUSHED TO UNLOCK POSITION, AN UNLOCK SIGNAL IS INPUT TO
TERMINAL (A)8, (B)6 (FOR KEY SW LH) OR (B)16 (FOR KEY SW RH) OF THE THEFT DETERRENT ECU AND CAUSES TO FUNCTION.
CURRENT FLOWS FROM TERMINAL (A)9 OF THE ECU " TERMINAL (A)2 " TERMINAL 4 (LH), TERMINAL 2 (RH) OF THE DOOR LOCK
MOTORS " TERMINAL 2 (LH), TERMINAL 4 (RH) " TERMINAL (A)3 OF THE ECU " TERMINAL (A)4 " GROUND AND THE DOOR
LOCK MOTOR CAUSES THE DOOR TO UNLOCK.
WHEN UNLOCK OPERATION OCCURS USING THE LH DOOR KEY SW, DOING THE UNLOCK OPERATION ONCE UNLOCKS ONLY THE
DRIVER'S DOOR. TO UNLOCK ALL THE OTHER DOORS TOGETHER, UNLOCK OPERATION MUST BE DONE AGAIN WITHIN 3
SECONDS OF THE FIRST OPERATION.
3. IGNITION KEY REMINDER OPERATION
*OPERATION OF DOOR LOCK BUTTON (OPERATION OF DOOR LOCK MOTORS)
WHEN THE IGNITION KEY IS IN THE CYLINDER (UNLOCK WARNING SW ON) AND THE DOOR IS OPENED AND LOCKED USING DOOR
LOCK BUTTON (DOOR LOCK MOTOR), THE DOOR IS LOCKED ONCE BUT EACH DOOR IS UNLOCKED SOON BY THE OPERATION OF
THE ECU. AS A RESULT OF ECU ACTIVATION, THE CURRENT FLOWS FROM TERMINAL (A)9 OF THE ECU " TERMINAL (A)2 "
TERMINAL 4 (LH), TERMINAL 2 (RH) OF THE DOOR LOCK MOTORS " TERMINAL 2 (LH), TERMINAL 4 (RH) " TERMINAL (A)3 OF THE
ECU " TERMINAL (A)4 " GROUND AND CAUSES ALL THE DOOR LOCK CONTROL SW AND DOOR LOCK KEY SW.
*KEY LESS LOCK OPERATION
WHEN THE IGNITION KEY IS STILL INSERTED IN THE CYLINDER (UNLOCK WARNING SW ON), THE DOOR IS OPEN AND UNLOCK
OPERATION IS PREVENTED BY KEEPING THE DOOR LOCK BUTTON PRESSED TO THE LOCK SIDE, THE DOOR IS KEPT IN THE LOCK
CONDITION. IF THE DOOR IS THEN CLOSED, A SIGNAL IS INPUT TO THE ECU FROM THE DOOR COURTESY SW. THIS ACTIVATES
THE ECU AND EACH DOOR IS UNLOCKED.
SYSTEM OUTLINE