1986 TOYOTA SUPRA heater

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.

122
ILLUMINATION
10A
PANEL
23 151B 2
2
1K 11 1I3
I10 I10 I 4
I10 I10 I10 5 6
1 2
3 1
2 1
1J 11E18 1K 5
IE FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
G±W
G±O
G±O
G±O
G±O G±O G±O G±O W±L
W±G
W±B
G W±B W±B
W±B
W±G
W±G
W±G
W±G
W±G
114 2
25
G± O
W±G W±G W±G 60A
POWER
TA I LL I GHT
RE LA Y
T TRLY
OFF
TAI L
HEA DINTEGRATION
RELAY
LIGHT CONTROL SW
[COMB . SW] C13
SEAT HEATER SW S6
TRAC OFF SW T8
1
I10
IF116 I20I10G±O
3 5
W±G
A/T INDICATOR
ILLUMINATION
[O/D MAIN SW] O5 ELECTRONICALLY CONTROLLED
TRANSMISSION PATTERN
SELECT SW E8
A2 9
AS HTRA Y
ILLUMINATION
I9
G±O G±O

123
*
2 :W/OSTEREOPOWERAMPLIFIER *1 :W/STEREOPOWERAMPLIFIER
I19 I14 I14
I12
I12
2 1
3 2
1 2
8 20
9 2
104
13 12
A A2 1
IH2 5I8
IF3 10
IHIH1 10 G±OG±O G±O G±O G±O
G±O
G±OG±O G±O
W±BG±O W±G
W±B
G±O
G±O
G±O
G±O
G±O
G±O
G±O
G±O
G±O W±G
W±G
W±G
W±G
W±G
W±G
W±G W±GW±B W±BW
G±O G± O
G
3 21 BBB BBB
B W±G
(
*
1)
(
*
2)
A 10
B 5
B
GLOVE BOX LIGHT G3
HAZARD SW H10
CIGARETTE LIGHTER
ILLUMINATION C7
HEATER CONTROL SW H12 RADIO AND PLAYER(
*
2)
RADIO AND PLAYER(
*
1) R6
ODO AND TRIP ILLUMINATION
[TELLTALE LIGHT RH] T6
C10
M ETER ILLUMINATION
[COMB. METER]
J1
JUNCTION CONNECTOR
JUN CTION
CONNECTOR J1
ILL± T
E RHEOSTAT
(
*
2)
(
*
1)
GLOVE BOX
LIGHT SW G4
B R4 ,R5
A
I3:M/T
I14 : A/T
R8
(
*
1) (
*
1)

192
SEAT HEATER (FOR CANADA)
15A
SEAT±HTR
1H 16
I11I11
B9 I24 BQ1 4
IC1 6
34 12
34 12
2 1
2 1
BQ1 2
BI IGIG Y±R Y±RB
B
Y±R
Y
Y±R
B
Y±R
B L W±BL W±B
W±B
W±B W±B
W±B W±BW±BB
1 462 FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
Y
IC1 7
BQ1 3
B B
LH RH
S6
SEAT HEATER SWSEAT HEATER
RELAY
(
FOR DRIVE R' S
SEAT)SEAT HEATER
RELAY
(
FOR PASSENGER' S
SEAT)
SEAT HEATER
(
FOR DRIVER' S
SEAT)
SEAT HEATER
(
FOR PASSENGER' S
SEAT) S12
S13
S14
S15

193
S 6 SEAT HEATER SW
4±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
1±GROUND : ALWAYS CONTINUOUS
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
S 629S1331S1531
S1231S1431
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1H20COWL 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)
IC136FLOOR NO. 2 WIRE AND COWL WIRE (LEFT KICK PANEL)
BQ142FLOOR NO. 2 WIRE AND SEAT WIRE (UNDER THE FRONT LH SEAT)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
IG36RIGHT KICK PANEL
BI40LEFT QUARTER PILLAR
: SPLICE POINTS
CODESEE PAGEWIRE HARNESS WITH SPLICE POINTSCODESEE PAGEWIRE HARNESS WITH SPLICE POINTS
I1138COWL WIREB 942SEAT WIRE
I2438COWL WIRE
1246
12 12 S6BLACKS14 S15 S13BLUE S12BLUE
12
3412
34
SERVICE HINTS

208
REAR WINDOW DEFOGGER AND MIRROR HEATER
10A
GA UGE30A
DE FOG10A
MIR±HTR
25 13
1 2
1 2
1 1H 12 1K71C71H41D1
1J 1 44 44
1D 10 BM1 6IF13
IL1 13 BO1 1
IF1 8IC2 5
IL1 16 I4I6
IE IH A A BBB W±L
W±B
W±B W±BBB Y
B
B B
L±R L±RBB
L±R
L±R W±B W±B
W±B W±B
FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
RE AR WINDOW
DEFOGGER
RE LAY
J1N2
NOIS E
FILTER
JUNCTION
CONNECTOR A/C AMPLIFIER
MIRROR
HEATER RH
[REMOTE CONTROL
MIRROR RH]
MIRROR
HEATER LH
[REMOTE CONTROL
MIRROR LH] R17
R16
GN D R±DEFA 1
C 1B 1
B B±W
NOISE
FILTERC R18 , R19B
REAR
WINDOW
DEFOGGERN3A
NOISE
FI L TE R
A 18
A 9 A 3B4R±W
P±B
10 7
H13
RE AR WINDOW
DEFOGGER SW
[ HEA TE R CONTROL SW]SW1 SW5A A1 3 , A1 4B3
4
W±B

209
REAR WINDOW DEFOGGER RELAY
(4) 3 ±(4) 5: CLOSED WITH IGNITION SW AT ON POSITION AND REAR WINDOW DEFOGGER SW [HEATER CONTROL SW] ON
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
A13B28N 229R18B30
A14A28N 3A30R19C30
H1329R1630
J 129R1730
: RELAY BLOCKS
CODESEE PAGERELAY BLOCKS (RELAY BLOCK LOCATION)
423R/B NO. 4 (LEFT KICK PANEL)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1C20FLOOR NO. 2 WIRE AND J/B NO.1 (LEFT KICK PANEL)
1D20FRONT DOOR LH WIRE AND J/B NO.1 (LEFT KICK PANEL)
1H
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)
IF136INSTRUMENT PANEL WIRE AND COWL WIRE (INSTRUMENT PANEL REINFORCEMENT LH)
IL138FRONT DOOR RH WIRE AND INSTRUMENT PANEL WIRE (RIGHT KICK PANEL)
BM140BACK DOOR NO. 1 WIRE AND FLOOR NO. 2 WIRE (LEFT SIDE OF PACKAGE TRAY TRIM)
BO140BACK DOOR NO. 2 WIRE AND BACK DOOR NO. 1 WIRE (BACK DOOR UPPER LEFT)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
IE36LEFT KICK PANEL
IH36RIGHT KICK PANEL
: SPLICE POINTS
CODESEE PAGEWIRE HARNESS WITH SPLICE POINTSCODESEE PAGEWIRE HARNESS WITH SPLICE POINTS
I 438COWL WIREI 638FLOOR NO. 2 WIRE
C R19 4
XX
918ORANGE
XXA A14
3
X
7X 10 XX
A AAA
AA AA
(
HINT : SEE PAGE 7) J1
112R16, R17 B ORANGE A13H13ORANGE
A N2,N3
11 BGREEN R18
SERVICE HINTS

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