1986 TOYOTA SUPRA turn signal

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

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

183
THE PPS (HYDRAULIC REACTION TYPE) CONTROLS THE HYDRAULIC PRESSURE APPLIED TO THE HYDRAULIC REACTION
CHAMBER IN THE GEAR BOX CONTROL UNIT USING THE PPS ECU, TO CHANGE THE STEERING FORCE AND PROVIDE OPTIMUM
STEERING FEELING AT ANY VEHICLE SPEEDS AND UNDER ANY STEERING CONDITIONS.
(PPS OPERATION)
WHEN THE IGNITION SW IS TURNED ON THE STARTING CURRENT FLOWS FROM THE ECU±IG FUSE TO TERMINAL 4 OF THE PPS
ECU. THE PPS ECU MONITORS VEHICLE SPEED, INPUT SIGNAL TO TERMINAL 5 OF THE ECU. WHEN THE VEHICLE SPEED IS LOW,
THE PPS ECU SENDS A HIGHER±CURRENT FROM TERMINAL 1 OF THE ECU " TERMINAL 1 OF THE SOLENOID VALVE " TERMINAL
2 " TERMINAL 2 OF THE ECU " TERMINAL 6 " GROUND, INCREASING THE SOLENOID VALVE OPENING ANGLE TO PROVIDE
COMFORTABLE STEERING OPERATION. WHEN THE VEHICLE SPEED IS HIGH, THE PPS ECU DECREASES THE SOLENOID VALVE
OPENING ANGLE BY REDUCING THE CURRENT TO THE VALVE TO PROVIDE RESPONSIVE STEERING FEELING.
P 1 PPS SOLENOID
1±2 : APPROX. 7.7
(25°C, 77°F)
P 4 PPS ECU
4±GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION
6±GROUND : ALWAYS CONTINUOUS
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
C10A28P 127 (2JZ±GE)V1025 (2JZ±GTE)
C12B28P 429V1027 (2JZ±GE)
P 125 (2JZ±GTE)T 629
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1E20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CODESEE PAGEJOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
II138ENGINE WIRE AND INSTRUMENT PANEL WIRE (RIGHT KICK PANEL)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
IF36LEFT KICK PANEL
IH36RIGHT KICK PANEL
: SPLICE POINTS
CODESEE PAGEWIRE HARNESS WITH SPLICE POINTSCODESEE PAGEWIRE HARNESS WITH SPLICE POINTS
I 838INSTRUMENT PANEL WIREI 838INSTRUMENT PANEL WIRE
SYSTEM OUTLINE
SERVICE HINTS

185
WHEN THE IGNITION SW IS TURNED TO ACC POSITION THE CURRENT FROM THE CIG FUSE FLOWS TO TERMINAL 5 OF THE SHIFT
LOCK ECU, IN THE ON POSITION, THE CURRENT FROM THE ECU±IG FUSE FLOWS TO TERMINAL 1 OF THE ECU.
1. SHIFT LOCK MECHANISM
WITH THE IGNITION SW ON, WHEN A SIGNAL THAT THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) AND A SIGNAL THAT
THE SHIFT LEVER IS PUT IN ªPº POSITION (CONTINUITY BETWEEN P1 AND P OF THE SHIFT LOCK CONTROL SW) IS INPUT TO THE
ECU, THE ECU OPERATES AND CURRENT FLOWS FROM TERMINAL 1 OF THE ECU " TERMINAL 'SLS+' OF THE SHIFT LOCK
SOLENOID " SOLENOID " TERMINAL 'SLS±' " TERMINAL 4 OF THE ECU " GROUND. THIS CAUSES THE SHIFT LOCK SOLENOID
TO TURN ON (PLATE STOPPER DISENGAGES) AND THE SHIFT LEVER CAN SHIFT INTO POSITION OTHER THAN THE ªPº.
2. KEY INTERLOCK MECHANISM
WITH THE IGNITION SW ON OR ACC POSITION, WHEN THE SHIFT LEVER IS PUT IN ªPº POSITION (NO CONTINUITY BETWEEN P2
AND P OF SHIFT LOCK CONTROL SW), THE CURRENT FLOWING FROM TERMINAL 6 OF THE ECU " KEY INTERLOCK SOLENOID IS
CUT OFF. THIS CAUSES THE KEY INTERLOCK SOLENOID TO TURN OFF (LOCK LEVER DISENGAGES FROM LOCK POSITION) AND
THE IGNITION KEY CAN BE TURNED FROM ACC TO LOCK POSITION.
S 7 SHIFT LOCK ECU
5±GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ACC OR ON POSITION
1±GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION
4±GROUND : ALWAYS CONTINUOUS
2±GROUND : APPROX. 12 VOLTS WITH THE BRAKE PEDAL DEPRESSED
S11 STOP LIGHT SW
2±1 : CLOSED WITH THE BRAKE PEDAL DEPRESSED
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
K 329S 729S1129
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1I
1J20COWL WIRE AND J/B NO.1 (LEFT KICK PANEL)
1K
20COWL WIRE AND J/B NO.1 (LEFT KICK PANEL)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
IE36LEFT KICK PANEL
1212
X4
5612 K3 S 7 S11BLUE
SYSTEM OUTLINE
SERVICE HINTS

195
CURRENT ALWAYS FLOWS TO TERMINAL 1 OF THE INTEGRATION RELAY THROUGH DOME FUSE.
1.SEAT BELT WARNING SYSTEM
WHEN THE IGNITION SW IS TURNED ON, CURRENT FLOWS FROM THE GAUGE FUSE TO TERMINAL 7 OF THE INTEGRATION RELAY.
AT THE SAME TIME, CURRENT FLOWS TO TERMINAL 9 OF THE RELAY FROM THE GAUGE FUSE THROUGH THE SEAT BELT
WARNING LIGHT. THIS CURRENT ACTIVATES THE INTEGRATION RELAY AND CURRENT FLOWING THROUGH THE WARNING LIGHT
FLOWS FROM TERMINAL 9 OF THE RELAY " TERMINAL 10 " GROUND, CAUSING THE WARNING LIGHT TO LIGHT UP. A BUCKLE SW
OFF SIGNAL IS INPUT TO TERMINAL 8 OF THE RELAY, THE CURRENT FLOWING TO TERMINAL 7 OF THE RELAY FLOWS THROUGH
TERMINAL 10 " GROUND AND THE SEAT BELT WARNING BUZZER SOUNDS FOR APPROX. 4±8 SECONDS. HOWEVER, IF THE SEAT
BELT IS PUT ON DURING THIS PERIOD (WHILE THE BUZZER IS SOUNDING), SIGNAL INPUT TO TERMINAL 8 OF RELAY STOPS AND
THE CURRENT FLOW FROM TERMINAL 7 OF THE RELAY " TERMINAL 10 " GROUND IS CUT, CAUSING THE BUZZER TO STOP.
2. UNLOCK WARNING SYSTEM
WITH THE IGNITION KEY INSERTED IN THE KEY CYLINDER (UNLOCK SW ON), THE IGNITION SW STILL OFF AND DRIVER'S DOOR
OPENS (DOOR COURTESY SW ON), WHEN A SIGNAL IS INPUT TO TERMINAL 6 OF THE RELAY, THE INTEGRATION RELAY
OPERATES, CURRENT FLOWS FROM TERMINAL 7 OF THE RELAY " TERMINAL 10 " GROUND AND UNLOCK WARNING BUZZER
SOUNDS.
B 6 BUCKLE SW LH
1±2 : CLOSED WITH DRIVER'S SEAT BELT IN USE
D10 DOOR COURTESY SW LH
3±2 : CLOSED WITH LH DOOR OPEN
U 1 UNLOCK WARNING SW
2±1 : CLOSED WITH IGNITION KEY IN CYLINDER
INTEGRATION RELAY
10±GROUND : ALWAYS CONTINUOUS
6±GROUND : CONTINUOUS WITH DRIVER'S DOOR OPEN
5±GROUND : CONTINUOUS WITH IGNITION KEY IN CYLINDER
8±GROUND : CONTINUOUS WITH DRIVER'S SEAT BELT IN USE
9±GROUND :0 VOLTS WITH IGNITION SW ON AND BUCKLE SW OFF
1±GROUND : ALWAYS APPROX. 12 VOLTS
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
B 628T 629
D1030U 129
: 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)
1C20FLOOR NO. 2 WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1E20INSTRUMENT PANEL 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)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CODESEE PAGEJOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
IC236FLOOR NO. 2 WIRE AND COWL WIRE (LEFT KICK PANEL)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
IE36LEFT KICK PANEL
BI40LEFT QUARTER PILLAR
: SPLICE POINTS
CODESEE PAGEWIRE HARNESS WITH SPLICE POINTSCODESEE PAGEWIRE HARNESS WITH SPLICE POINTS
I 738FLOOR NO. 2 WIRE
SYSTEM OUTLINE
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

228
RADIATOR FAN AND AUTOMATIC AIR CONDITIONING
1. HEATER BLOWER OPERATION
MANNAL BLOWER OPERATION
WHEN THE BLOWER CONTROL SW IS SET TO ANY BLOWER SPEEDS, THE A/C AMPLIFIER OPERATES AND THE CURRENT TO DRIVE
THE BLOWER MOTOR FLOWS FROM TERMINAL BLW OF THE A/C AMPLIFIER TO TERMINAL SI OF THE BLOWER MOTOR CONTROL
RELAY. THE CURRENT ACTIVATES THE RELAY AND THE VOLTAGE APPLIED TO TERMINAL +B OF THE BLOWER MOTOR CONTROL
RELAY IS OUTPUT AT TERMINAL M+ AS THE VOLTAGE FOR THE SELECTED BLOWER SPEED. THE CURRENT THEN FLOWS FROM
TERMINAL M+ OF THE BLOWER MOTOR CONTROL RELAY TO TERMINAL 2 " TERMINAL 1 " TERMINAL M± OF BLOWER MOTOR
CONTROL RELAY " TERMINAL GND " GROUND, AND THE BLOWER MOTOR OPERATES AT THE BLOWER SPEED SELECTED.
AUTO FUNCTION
WHEN THE AUTO SW IS TURNED ON, THE A/C AMPLIFIER CALCULATES THE REQUIRED VENT TEMPERATURE BASED ON THE SET
TEMPERATURE AND INPUT FROM EACH SENSOR. THEN TERMINAL BLW OF THE A/C AMPLIFIER INPUTS CURRENT TO TERMINAL SI
OF THE BLOWER MOTOR CONTROL RELAY IN CONFORMITY WITH THE REQUIRED VENT OUTPUT. THIS CURRENT ACTIVATES THE
BLOWER MOTOR CONTROL RELAY SO THAT CURRENT FLOWS FROM TERMINAL M+ OF THE BLOWER MOTOR CONTROL RELAY "
TERMINAL 2 OF BLOWER MOTOR " TERMINAL 1 " TERMINAL M± OF BLOWER MOTOR CONTROL RELAY " TERMINAL GND "
GROUND, ACTIVATING THE BLOWER MOTOR. THE BLOWER MOTOR THEN OPERATES AT DIFFERENT STEPS IN CONFORMITY WITH
VARIABLE CURRENT FLOW OUTPUT FROM TERMINAL BLW OF THE A/C AMPLIFIER TO TERMINAL SI OF THE BLOWER MOTOR
CONTROL RELAY.
2. OPERATION OF AIR INLET CONTROL SERVO MOTOR
(SWITCHING FROM FRESH TO RECIRC)
WITH IGNITION SW TURNED ON, THE CURRENT FLOWS FROM HTR FUSE TO TERMINAL 2 OF AIR INLET CONTROL SERVO MOTOR
" TERMINAL 5 " TERMINAL AIR OF A/C AMPLIFIER " TERMINAL GND " GROUND, THE MOTOR ROTATES AND THE DAMPER
STOPS AT RECIRC POSITION.
(SWITCH(NG FROM RECIRC TO FRESH)
WITH IGNITION SW TURNED ON, THE CURRENT FLOWS FROM HTR FUSE TO TERMINAL 2 OF AIR INLET CONTROL SERVO MOTOR
" TERMINAL 3 " TERMINAL AIF OF A/C AMPLIFIER " TERMINAL GND " GROUND, THE MOTOR ROTATES AND THE DAMPER
STOPS AT FRESH POSITION.
3. OPERATION OF AIR VENT MODE CONTROL SERVO MOTOR
WITH IGNITION SW TURNED ON, THE CURRENT FLOWS FROM HTR FUSE TO TERMINAL IG OF A/C AMPLIFIER
(SWITCHING FROM DEF TO FACE)
THE CURRENT FROM TERMINAL AOF OF A/C AMPLIFIER " TERMINAL 1 OF AIR VENT MODE CONTROL SERVO MOTOR "
TERMINAL 2 " TERMINAL AOD OF A/C AMPLIFIER " TERMINAL GND " GROUND. THE MOTOR ROTATES AND THE DAMPER
MOVES TO FACE SIDE. WHEN THE DAMPER OPERATES WITH THE A/C SW AT FACE POSITION, THE DAMPER POSITION SIGNAL IS
INPUT FROM TERMINAL 3 OF THE SERVO MOTOR TO THE TERMINAL TPO OF THE A/C AMPLIFIER. AS A RESULT, CURRENT TO THE
SERVO MOTOR CIRCUIT IS CUT OFF BY THE AMPLIFIER, SO THE DAMPER STOPS AT THAT POSITION.
(SWITCHING FROM FACE TO DEF)
THE CURRENT FLOWS FROM TERMINAL AOD OF A/C AMPLIFIER " TERMINAL 2 OF AIR VENT MODE CONTROL SERVO MOTOR "
TERMINAL 1 " TERMINAL AOF OF A/C AMPLIFIER " TERMINAL GND " GROUND, THE MOTOR ROTATES AND THE DAMPER STOPS
AT THAT POSITION.
4. OPERATION OF AIR MIX CONTROL SERVO MOTOR
WHEN THE TEMPERATURE SW IS TURNED TO THE ªCOOLº SIDE, THE CURRENT FLOWS FROM TERMINAL AMC OF A/C AMPLIFIER
" TERMINAL 1 OF AIR MIX CONTROL SERVO MOTOR " MOTOR " TERMINAL 2 " TERMINAL AMH OF A/C AMPLIFIER " TERMINAL
GND " GROUND AND THE MOTOR ROTATES. THE DAMPER OPENING ANGLE AT THIS TIME IS INPUT FROM TERMINAL 3 OF SERVO
MOTOR TO TERMINAL TP OF A/C CONTROL ASSEMBLY, THIS IS USED TO DETERMINE THE DAMPER STOP POSITION AND MAINTAIN
THE SET TEMPERATURE.
WHEN THE TEMPERATURE CONTROL SW IS TURNED TO THE ªWARMº SIDE, THE CURRENT FLOWS FROM TERMINAL AMH OF A/C
AMPLIFIER " TERMINAL 2 OF AIR MIX CONTROL SERVO MOTOR " MOTOR " TERMINAL 1 " TERMINAL AM1 OF A/C AMPLIFIER,
ROTATING THE MOTOR IN REVERSE AND SWITCHING THE DAMPER FROM COOL TO WARM SIDE.
SYSTEM OUTLINE