1986 TOYOTA SUPRA cruise control

I17 I17 I17 I17
ED II1 31 EA12IJ211
IJ118 IJ113 IJ117 IJ15 A 34 A23 A12A 17
A 20 A19 B29 A6 B 69 B 28 A2B80 B79
3 4 1 19 12 15
13 8 14VF2
TE1 TE 2VF1 E1 W SP1 EO1 EO2
BR BRGR±R
Y±L
P±G
LG
P
BR
BR W
BR L±R B±WB±RR±L
Y±L
LG
L±B Y±L
P±G
LG
BR W
BR
BR
L±O
Y±L
P±G
LG
BR
L±B
P
BR
BR BR
BR
BRBR±BW±GL±R L±R
W±G
BR±B
A /C A CMG OD1TT
TO A/C AMPLIFIER
TO A/ C MA GNETI C
CLUTCH RELAY
TO CRUISE CONTROL
ECU
(
SHIELDED)
(
SHIELDED)
(
*1)OX2
+B
IG±
FP
OX1
E1VF2
TE1
VF1 DATA LINK CONNECTOR 1
(
CHECK CONNECTOR) D1 ENGINE CONTROL MODULE(
*3) B E9 ,E10AB 74 B 39 B 34 B32 B35 B332 1
1 2 25
6 4 3 1E24 E24
ISC2 ISC4 ISC1 ISC3 ACIS EVAP
G±W
R±G
V±Y
G±O
G±Y
VB±R
B±R
B±R B±R
VSV(
FOR EVAP) VSV(
FOR A CI S) IDLE AIR CONTROL VALVE
(
ISC VALVE) I1
V1
V3
IC18
BR B±RB±R
(
A/T) B±R
B±R
BR
(
*1) E24B±R
(
*1)
(
A/T)
88
ENGINE CONTROL (FOR 2JZ±GE)

143
*
1 : ENGINE AND ELECTRONICALLY
CONTROLLED TRANSMISSION ECU
10A
GA UGE
I14
I171E 12
EDII1 5II138 II111IJ2 7 A 7A9A10
B 69 B80 B79 A28 A25 A2
A65
A2 1
V±G V±G W±LL±R G±RG±B LG±RR±BY
V±G
P W±LV±GBR BR BR BR
BR
BR
BR
P W±L V±G
P
L±R
G±RYYYG±B LG±RR±B (
SHIELDED)
SP1 MI OD2 EO2 EO1 E1R2 L
JUNCTION
CONNE CTOR J2
FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
ODO AND
TRIP
CRUISE CONTROL
ECUTELLTALE
LIGHT RH T6
C16
ENGINE CONTROL MODULE(
*1) A E9 ,E10B
D A 12IJ2 11
BR±B BR±B
OD1
FROM CRUISE CONTROL
ECU
V±G

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

153
10A
GA UGE
I14
I171E 12
EDII1 5II138 II111 A 9A10
B 69 B80 B79 A28 A25 A2
A65
A1
V±G V±G W±LL±R G±B LG±RY
V±G
P W±LV±GBR BR BR BR
BR
BR
BR
P W±L V±G
P
L±RYYYG±B LG±R (
SHIELDED)
MI
OD2 EO2 EO1 E12L
JUNCTION
CONNE CTOR J2
FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
ODO AND
TRIP
TELLTALE
LIGHT RH T6ENGINE CONTROL MODULE
(
*1)A E9 ,E10
B
E27 BR BRIJ2 11
BR±B BR±B
FROM CRUISE CONTROL
ECU
A 12
OD1
IJ2 7G±R
G±R
2
CRUISE CONTROL ECU C16
D SP1 *
1 : ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU

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

174
CRUISE CONTROL
10A
ECU±B 10A
GAUGE
I14 I141H 8 1H 12 1E 12
II1 2II18II1 21IF1 11 II1 23 IJ27
IF24
I2I2 A 9 A 10
B 11 B62 1
4 9
IF 7578
312
10 4 1115 2 20
6 1YY
YG±R
P
Y
P±B
O
BR
L±R
Y
R
BR
O
O
P±B
P±B P±BP±BOY R RY BR
P Y
G±R Y
W±RYY Y
FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
A/T INDICATOR LIGHT SW
[PARK/NEUTRAL POSITION SW
(
NEUTRAL START SW)
]
(
A/T) P2
(
M/T)
C15
CRUISE CONTROL
CLUTCH S W
(
M/T)
(
M/T)
ODO AND TRIP
CRUISE
B C10 , C12A
COMBINATION METERTE LL TA LE L I GHT RH T6
V10
VEHICLE SPEED SENSOR
(
SPEED SENSOR)
NO. 1
(
FOR COMBINATION METER)A/D TC TC
DATA LINK CONNE CTOR 2
(
TDCL)DATA LINK CONNECTOR 1
(
CHECK CONNE CTOR) D5 D1 SPD D BATT
PI TCCRUISE CONTROL ECU C1610A
ECU±IG
1I 9
14
B±R
B (
A/T)
IF25
P Y
E14 : 2JZ±GTE
E28 : 2JZ±GE
I14
L±R L±RL±R
TO SPEED METER
[COMB. METER]
I4
G±R
G±R
(
A/T)
I8
BR

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