1986 TOYOTA SUPRA Service Repair Manual

138
POWER WINDOW
WITH THE IGNITION SW TURNED ON, CURRENT FLOWS THROUGH THE ECU±IG FUSE "TERMINAL (A)7 OF THE THEFT
DETERRENT ECU "TERMINAL (A)6 "TERMINAL 1 OF THE POWER MAIN RELAY "TERMINAL 2 "GROUND, THIS ACTIVATES THE
RELAY AND THE CURRENT FLOWING TO TERMINAL 5 OF THE RELAY FROM DOOR FUSE FLOWS TO TERMINAL 3 OF THE RELAY "
TERMINAL 4 OF THE POWER WINDOW MASTER SW AND TERMINAL 4 OF THE POWER WINDOW CONTROL SW RH.
1. MANUAL OPERATION (DRIVER'S WINDOW)
WITH THE IGNITION SW TURNED ON AND WITH THE POWER WINDOW MASTER SW (DRIVER'S) IN UP POSITION, THE CURRENT
FLOWING TO TERMINAL 4 OF THE POWER WINDOW MASTER SW FLOWS TO TERMINAL 10 OF THE MASTER SW "TERMINAL 1 OF
THE POWER WINDOW MOTOR "TERMINAL 2 "TERMINAL 9 OF THE MASTER SW "TERMINAL 8 "GROUND AND CAUSES THE
POWER WINDOW MOTOR TO ROTATE IN THE UP DIRECTION. THE WINDOW ASCENDS ONLY WHILE THE SW IS BEING PUSHED.
IN DOWN OPERATION, THE FLOW OF CURRENT FROM TERMINAL 4 OF THE POWER WINDOW MASTER SW TO TERNINAL 9 OF THE
MASTER SW CAUSES THE FLOW OF CURRENT FROM TERMINAL 2 OF THE POWER WINDOW MOTOR "TERMINAL 1 "TERMINAL
10 OF THE MASTER SW "TERMINAL 8 "GROUND, FLOWING IN THE OPPOSITE DIRECTION TO MANUAL UP OPERATION AND
CAUSING THE MOTOR TO ROTATE IN REVERSE, LOWERING THE WINDOW.
2. DRIVER'S WINDOW AUTO DOWN OPERATION
WHEN THE DRIVER'S WINDOW SW IS PUSHED STRONGLY ON THE DOWN SIDE, THE CURRENT FLOWING TO TERMINAL 4 OF THE
POWER WINDOW MASTER SW FLOWS TO THE DOWN CONTACT POINT AND AUTO DOWN CONTACT POINT OF THE DRIVER'S SW.
THIS ACTIVATES THE RELAY (DOWN SIDE) INSIDE THE POWER WINDOW MASTER SW, AND THE HOLD CIRCUIT ALSO TURNS ON AT
THE SAME TIME, SO THE RELAY (DOWN SIDE) REMAINS ACTIVATED EVEN WHEN THE SW IS RELEASED.
CURRENT FLOWS AT THIS TIME FROM TERMINAL 4 OF THE POWER WINDOW MASTER SW "TERMINAL 9 "TERMINAL 2 OF
POWER WINDOW MOTOR "TERMINAL 1 "TERMINAL 10 OF POWER WINDOW MASTER SW "TERMINAL 8 "GROUND, SO THE
MOTOR CONTINUES TO OPERATE UNTIL THE DRIVER'S WINDOW IS FULLY DOWN.
WHEN THE DRIVER'S WINDOW FINISHES DOWN OPERATION THE HOLD CIRCUIT GOES OFF, SO THE RELAY (DOWN SIDE) ALSO
TURNS OFF. THIS STOPS THE CURRENT FLOWING FROM TERMINAL 4 OF THE POWER WINDOW MASTER SW TO TERMINAL 9, SO
THE POWER WINDOW MOTOR STOPS AND AUTO DOWN OPERATION STOPS.
WHEN THE DRIVER'S SW IS PULLED ON THE UP SIDE DURING AUTO DOWN OPERATION, THE HOLD CIRCUIT IS TURNED OFF SO
CURRENT FLOWS FROM TERMINAL 4 OF THE POWER WINDOW MASTER SW TO TERMINAL 9 IS CUT OFF AND THE POWER
WINDOW MOTOR STOPS. IF THE SW REMAINS PULLED UP, THE RELAY (UP SIDE) IS ACTIVATED, SO CURRENT FLOWS FROM
TERMINAL 4 OF THE POWER WINDOW MASTER SW "TERMINAL 10 "TERMINAL 1 OF POWER WINDOW MOTOR "TERMINAL 2 "
TERMINAL 9 "TERMINAL 8 "GROUND, THE POWER WINDOW MOTOR ROTATES IN THE UP DIRECTION AND MANUAL UP
OPERATION OCCURS WHILE THE SW IS PULLED UP.
3. MANUAL OPERATION BY POWER WINDOW SW (PASSENGER'S WINDOW)
WITH POWER WINDOW SW (PASSENGER'S) PULLED TO THE UP SIDE, CURRENT FLOWING FROM TERMINAL 4 OF THE POWER
WINDOW CONTROL SW FLOWS TO TERMINAL 1 OF THE POWER WINDOW SW "TERMINAL 2 OF THE POWER WINDOW MOTOR "
TERMINAL 1 "TERMINAL 3 OF THE POWER WINDOW SW "TERMINAL 5 "TERMINAL 7 OF THE MASTER SW "TERMINAL 8 "
GROUND AND CAUSES THE POWER WINDOW MOTOR (PASSENGER'S) TO ROTATE IN THE UP DIRECTION. UP OPERATION
CONTINUES ONLY WHILE THE POWER WINDOW SW IS PULLED TO THE UP SIDE. WHEN THE POWER WINDOW SW (PASSENGER'S)
IS PULLED TO THE DOWN SIDE, THE CURRENT FLOWING TO THE MOTOR FLOWS IN THE OPPOSITE DIRECTION, FROM TERMINAL 1
TO TERMINAL 2, AND THE MOTOR ROTATES IN REVERSE. WHEN THE WINDOW LOCK SW IS PUSHED TO THE LOCK SIDE, THE
GROUND CIRCUIT TO THE PASSENGER'S WINDOW BECOMES OPEN.
AS A RESULT, EVEN IF OPEN/CLOSE OPERATION OF THE PASSENGER'S WINDOW IS TRIED, THE CURRENT FROM TERMINAL 8 OF
THE POWER WINDOW MASTER SW IS NOT GROUNDED AND THE MOTOR DOES NOT ROTATE, SO THE PASSENGER'S WINDOW
CANNOT BE OPERATED AND WINDOW LOCK OCCURS. FURTHERMORE, REAR LH, RH WINDOW OPERATE THE SAME AS THE
ABOVE CIRCUIT.
4. KEY OFF POWER WINDOW OPERATION
WITH THE IGNITION SW TURNED FROM ON TO OFF, THE THEFT DETERRENT ECU OPERATES AND CURRENT FLOWS FROM DOOR
FUSE TO TERMINAL (A)9 OF THE ECU OR DOME FUSE TO TERMINAL (B)1 OF THE ECU "TERMINAL (A)6 "TERMINAL 1 OF POWER
MAIN RELAY "TERMINAL 2 "GROUND FOR ABOUT 60 SECONDS. THE SAME AS NORMAL OPERATION, THE CURRENT FLOWS
FROM DOOR FUSE "TERMINAL 5 OF THE POWER MAIN RELAY "TERMINAL 3 "TERMINAL 4 OF THE POWER WINDOW MASTER
SW AND TERMINAL 4 OF THE POWER WINDOW CONTROL SW RH. AS A RESULT, FOR ABOUT 60 SECONDS AFTER THE IGNITION SW
IS TURNED OFF, THE FUNCTIONING OF THIS RELAY MAKES IT POSSIBLE TO RAISE AND LOWER THE POWER WINDOW. ALSO, BY
OPENING THE FRONT DOOR (DOOR OPEN DETECTION SW ON) WITHIN ABOUT 60 SECONDS AFTER TURNING THE IGNITION SW TO
OFF, A SIGNAL IS INPUT TO TERMINAL (B)19, (B)7 OF THEFT DETERRENT ECU. AS A RESULT, THE ECU TURNED OFF AND UP AND
DOWN MOVEMENT OF THE POWER WINDOW STOPS.
SYSTEM OUTLINE

139
P 8 POWER WINDOW MASTER SW 4±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
8±GROUND : ALWAYS CONTINUOUS
10±GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON AND MASTER SW (DRIVER'S WINDOW) AT UP POSITION
9±GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON AND MASTER SW (DRIVER'S WINDOW) AT DOWN OR AUTO DOWN POSITION
WINDOW LOCK SWOPEN WITH THE WINDOW LOCK SW AT LOCK POSITION
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
D1030P 830T 7A29
D1130P 930T13B29
P 730P1030
: 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)
1D20FRONT DOOR LH WIRE AND J/B NO.1 (LEFT KICK PANEL)
1E20INSTRUMENT PANEL WIRE AND J/B NO.1 (LEFT KICK PANEL)
1H
1I20COWL WIRE AND J/B NO.1 (LEFT KICK PANEL)
1J
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)
ID136FRONT DOOR LH WIRE AND INSTRUMENT PANEL WIRE (LEFT KICK PANEL)
IF136INSTRUMENT PANEL WIRE AND COWL WIRE (INSTRUMENT PANEL REINFORCEMENT LH)IF236INSTRUMENT PANEL WIRE AND COWL WIRE (INSTRUMENT PANEL REINFORCEMENT LH)
IF336INSTRUMENT PANEL WIRE AND COWL WIRE (RIGHT KICK PANEL)
IL138FRONT DOOR RH WIRE AND INSTRUMENT PANEL WIRE (LEFT KICK PANEL)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
IE36LEFT KICK PANEL
IG36RIGHT KICK PANELIH36RIGHT KICK PANEL
BI40LEFT QUATER PILLER
SERVICE HINTS

140
ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR (FOR 2JZ±GTE)
7
28
3 AM2 AM1ACC
IG1
ST1
IG2
7. 5A
ST 7. 5A
IGN30A
EFI
NO. 1
30A
AM2P
N6
525 13
E16
E9 EA22 EA18 EA14
EA25 IJ2 13 II1 13 IB1 42
1K 4 1E 8
2A22 22 1J 6 1J 3
22 1J 4
1B 4
EB 50A AM1
(
FOR USA)
60A AM1
(
FOR CANADA)
120A
ALT
B±R B±OB B±WGR B±Y B±R
B±Y
GR
B±R
B±R B±O B±W W
B±O
B
GR
B±YW±RW W
W±R B
W±BB±W B±W
B±W B
B±R B±RW±B
B±RB±O
IGNITION SW I19
BATTERY
PARK/NEUTRAL
POSITION SW
(
NEUTRAL START SW) P2
2 FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
EFI MAIN
RELAY 1
2
2 2 1
1 1
1E7
B±Y
2
2
W

141
*
1 : ENGINE AND ELACTRONICALLY
CONTROLLED TRANSMISSION ECU
E16 E16
E16 E17
A 24 A33 A31 B13 B10 B9B14 B12 B31 B23 B3
B 76 B77 A1B66 B45 B28 B62 B65 B41 B43 B64 1 2 B±R
B± Y
GR
B±W
B
B±O
B±RBR± BL±R B±R
BR±B L±R
BR± B B±R
GR
B± Y
B±R
Y±G
W± R
R±L
LG±B
LG±R
W±G
R
G B± Y
L±R
BR± B
L±R
Y
BR± B
R BR± BBR P±L Y±RB±W
B
B±O
Y±R
P±L
BR
B±Y
BR± B
L±R
Y
RB±R
648751
12 3 5 4 231 124323
NSW STA IGSW VG THA E21 PM1 E2 VCC VTA1 IDL1M±RELBATT +B
SLN± S1 S2 SLU± SLT± SLT+
NO. 4
NO. 1
NO. 2
NO. 3
NO. 5
ELECTRONICALLY CONTROLLED
TRANSMISSION SOLENOID E2
SP2+ SP2±
VEHICLE SPEED SENSOR
(
SPEED SENSOR)
NO. 2(
FOR ELECTRONICALLY
CONTROLLED TRANSMISSION) V11
T14
T2 TURBO PRESSURE
SENSOR
THROTTLE POSITION
SENSOR
MASS AIR FLOW
(
AIR FLOW METER) M1ENGINE CONTROL MODULE(
*1) A E9 ,E10B
E10B± RVG THA E2
BE2
B±RPIM VC E2
R L
W
B
BR
G
OY
E17
B± R
SLN± S1 S2 SLU± SLT± SLT+ SLN+ SLU+

142
ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR (FOR 2JZ±GTE)
15A
STOP
1 2 1 2
2 1
1 2
1 2
1 2 2 1
E1 6 I17
E16 E1 6 E161I 10
1J 11H 13
IE IJ1 11
IJ1 6
IJ2 12 IJ2 3 B 21 B1A4A20 A19 B 29 A17
B 42 B63 B44 B24 B46 A3A18 B27 B7 IJ15
IJ113
3 128 13 12759
43124 VTA2 IDL2 THW OIL THG KD M NE NE±ECT TT ENG TE2 TE 1 VF1 TE1 +B
BR±B BR±B BR±BL±R B±R
LG Y±L
V±G
L±Y
O
BR±Y GR±RY±L
BR±B BR±B BR±B GR±RBR±BY±L L±R
W±B W±B
W±B
G±Y
B±R
BRG±YYLG
P±GY±LG±WYL
G±W W
B±R
Y±L
LG
Y±L
P±G
LG
GR±R
V±G GR±R (
SHIELDED)(
SHIELDED) NCO+ NCO± STP TE1 TE2VF1 FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
STOP LIGHT
SWDATA LINK CONNECTOR 1
(
CHECK CONNE CTOR)
O/D DIRECT CLUTCH
SPEED SENSOR
S11D1
O1
TT DATA LINK CONNE CTOR 2
(
TDCL) D5
Y
S5
SUB THROTTLE
POSITION SENSOR
ENGINE COOLANT TEMP. SENSOR
(
EFI WATER TEMP. SENSOR)
A/T FLUID TEMP. SENSOR
EGR GAS TEMP. SENSOR
KICK DOWN SW E3
A5
E1
K4
ELECTRONICALLY CONTROLLED
TRANSMISSION PATTERN
SELECT SW
CRANKSHAFT
POSITION SENSOR
E8
C3
ENGINE CONTROL MODULE(
*1) A E9 ,E10B
NORMAL
MANUAL
IJ1 17

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

144
ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR (FOR 2JZ±GTE)
PRND 2 L
78109234
I11 I21 I14I17E16 E16 I17 I14 I 8E14
II1 7 II136 II11 II118 II117 II127
IF3 1 II1 2 II1 8II1 23
4 2
IE IH
SPEED
B 9A1A4A10 A6A7A8A11
B 11 B10 A12 A2A13
A 3 21
A R±B
LG±R
G±B
G±R Y
R±B
LG±R
G±B
G±R
L±R
W±L
V± G
V± GV±G
V±G V±G L±RY Y
W± B
W± BV±G V±G
W±BV± G
W± BW±LRL±RR
L±RR
Y
G±B LG±RG±RL R±BGR
G±B LG±RG±RL R±BGR Y Y
Y Y
GR
R±B
L
G±R
LG±R
G± BY YY
Y
A/T INDICATOR LIGHT SW
[PARK/NEUTRAL POSITION SW
(
NEUTRAL START SW)
] P2
VEHICLE SPEED SENSOR
(
SPEED SENSOR)
NO. 1
(
FOR COMBINATION METER) V10
O/ D MAI N
SW O5J1
O/D OFFMANU
PRND 2 L
COMBINATION METERA C10 , C11 , C 1 2B Y
IFC 11
BRBR
C
JUNCTION
CONNECTOR

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