1986 TOYOTA SUPRA Service Repair Manual

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

156
ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR (FOR 2JZ±GE)
E 2 ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID
1, 2, 3± GROUND : EACH 11±15

E 3 ENGINE COOLANT TEMP. SENSOR (EFI WATER TEMP. SENSOR)
1± 2 :10±20 K
(±20°C, ±4°F)
4± 7 K
( 0°C, 32°F)
2± 3 K
(20°C, 68°F)
0.9±1.3 K
(40°C, 104°F)
0.4±0.7 K
(60°C, 140°F)
0.2±0.4 K
(80°C, 176°F)
E 9(B), E10(A) ENGINE CONTROL MODULE (ENGINE AND ELECTRONICALLY CONTROLLED TRANSMISSION ECU)
BATT±E1 : ALWAYS 9±14 VOLTS
IGSW±E1 : 9±14 VOLTS WITH IGNITION SW ON
+B±E1 : 9±14 VOLTS WITH IGNITION SW ON
IDL1±E1:0 ±1.5 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED
9±14 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY OPEN
VTA1±E1:0.3± 0.8 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED
3.2±4.9 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE FULLY OPEN
STA±E1: 6±14 VOLTS WITH ENGINE CRANKING
M±REL±E1 : 9±14 VOLTS WITH IGNITION SW ON
VCC±E1: 4.5±5.5 VOLTS WITH IGNITION SW ON
L±E1 : APPROX. 7.5± 14.0 VOLTS WITH SHIFT LEVER AT ªLº POSITION
2±E1 : APPROX. 7.5± 14.0 VOLTS WITH SHIFT LEVER AT ª2º POSITION
V11 VEHICLE SPEED SENSOR (SPEED SENSOR) NO. 2 (FOR ELECTRONICALLY CONTROLLED TRANSMISSION)
1±2 : APPROX.620

E 8 ELECTRONICALLY CONTROLLED TRANSMISSION PATTERN SELECT SW
4±3 : CLOSED WITH ELECTRONICALLY CONTROLLED TRANSMISSION PATTERN SELECT SW AT MANUAL POSITION
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
A 526 (2JZ±GE)E 226 (2JZ±GE)O 529
C10B28E 326 (2JZ±GE)P 227 (2JZ±GE)
C11A28E 829P 327 (2JZ±GE)
C12C28E 9B29S1129
C1628E10A29T 227 (2JZ±GE)
D 126 (2JZ±GE)I1929T 629
D 426J 129V1027 (2JZ±GE)
D 528J 229V1127 (2JZ±GE)
E 126 (2JZ±GE)K 429V1227
: 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)
1E20INSTRUMENT PANEL WIRE AND J/B NO.1 (LEFT KICK PANEL)
1H
1I20COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)1J20COWL WIRE AND J/B NO.1 (LEFT KICK PANEL)
1K
2A22BATTERY AND J/B NO.2 (ENGINE COMPARTMENT LEFT)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CODESEE PAGEJOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
EA134 (2JZ±GE)ENGINE WIRE AND ENGINE ROOM MAIN WIRE (NEAR THE R/B NO 2)EA334ENGINE WIRE AND ENGINE ROOM MAIN WIRE (NEAR THE R/B NO. 2)
IB136ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)
IF336INSTRUMENT PANEL WIRE AND COWL WIRE (RIGHT KICK PANEL)
II138ENGINE WIRE AND INSTRUMENT PANEL WIRE (RIGHT KICK PANEL)
IJ138ENGINE WIRE AND COWL WIRE (RIGHT KICK PANEL)IJ238ENGINE WIRE AND COWL WIRE (RIGHT KICK PANEL)
SERVICE HINTS

157
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
EB34 (2JZ±GE)FRONT SIDE OF LEFT FENDER
ED34 (2JZ±GE)REAR SIDE OF INTAKE MANIFOLD
IE36LEFT KICK PANELIF36LEFT KICK PANEL
IH36RIGHT KICK PANEL
: SPLICE POINTS
CODESEE PAGEWIRE HARNESS WITH SPLICE POINTSCODESEE PAGEWIRE HARNESS WITH SPLICE POINTS
E20I1138COWL WIRE
E2534ENGINE WIREI1438INSTRUMENT PANEL WIRE
E2734ENGINE WIREI1738ENGINE WIRE
E28I2138INSTRUMENT PANEL WIRE
I 838INSTRUMENT PANEL WIRE

158
ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR (FOR 2JZ±GE)

159
ABS (ANTI±LOCK BRAKE SYSTEM)

160
ABS (ANTI±LOCK BRAKE SYSTEM)
A 1B2B4
A 2A4A3B1B5B6
IB6 2IB6 13
IB6 1IF1 11 IJ1 15 II121 IJ116
A 6A1A13 A26 A14 A18 A2A15 A 23 A24 A11 E18
I18
IG EAA 4A3B5B1B4B3B6B2
M
A 1B 15 2EA16
DA TA LINK CONNECTOR 1
(
CHECK CONNECTOR)
TS TC WAWB
MR R± SR TS
MT SFR SFL SRR SRL AST GND GND
ABS ACTUATORD1 60A
ABS NO. 1 FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
R
V
V±Y
L±B
L±W
W±B
Y
P±B
L P±B Y L±B V±YV
L±W
Y
B±Y
P
P±B
Y±G Y±G
W±B
W±BP±BP B±YY L±W L±W
L W±B
W±B
P±BL L
L±W
W±BRB±RB±R R
W±B16 11 2223 2
ABS RELAYB A8 ,A9A
(
SHORT PIN)
ABS ECUA A18 , A19B
IB6 6IB57IB58IB59IB510 IB65
BS BM MT SFR SFL SRR SRL AST
E
B A6 , A7A 1
R
+BM +BSW
BM MR R± SR BS GND

161
10A
ECU±B10A
ECU±IG15A
STOP10A
GAUGE
1H 81K13 1I10 1E12
I5I14
1 2
I20
I24 2
B 13 A5B4A25 A12 B10 B3B12 B6B14
A 16 A3A10 A9A22 B8B16 B7B9B1A 9
B 1
I4
I22
I22I22 I22
IB 5 1IB52IB56IB54IB55IC29IC23
IB5 3
1 2
1 2
2 1
2 11
IGIF1 15
IC2 8
PARKING BRAKE SWABS SPEED SENSOR
REAR LH ABS SPEED SENSOR
FRONT LH ABS SPEED SENSOR
FRONT RH
ABS SPEED SENSOR
REA R RH
PKB STP GS1 GS2 GST IG1 BAT D/G TC WA
FR+ FR± FSS FL+ FL± RR+ RR± RSS RL+ RL±
BRAKE WARNING LIGHT
[COMB. METER] ABS WARNING LIGHT
[TELLTALE LIGHT LH]STOP LIGHT SW
ABS LATERAL
ACCELERATION
SENSOR DA TA LINK CONNECTOR 2
(
TDCL)
TC ABS GST GS2 GS1 GNDIG1 D5
A2 3
S11
T5 A1 1
A1 0
A3 2
A31
P5P±BL
V±G
W±R
B±R
W±L
R±L
B±O
W
Y Y G±W
LGV (
SHIELDED)
LGV (
SHIELDED) PL (
SHIELDED) B W (
SHIELDED)
B W (
SHIELDED) BR±B BR±B L R
L R
P±B
W±B
BR±WBR±W BR±W YLB±R W±R
BR±W
(
SHIELDED) (
SHIELDED)
L
P±B4
1236 14 4FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
B±R
BR±W BR±W
IF212
B C10 , C12A
ABS ECUA A18 , A19B L
I2
BR±W
BR±W TO BRAKE FLUID
LEVEL WARNING SW

162
ABS (ANTI±LOCK BRAKE SYSTEM)
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 DIRECTIONAL 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 ECU.
(2) STOP LIGHT SW SIGNAL
A SIGNAL IS INPUT TO TERMINAL STP OF THE ABS ECU WHEN THE BRAKE PEDAL IS DEPRESSED.
(3) PARKING BRAKE SW SIGNAL
A SIGNAL IS INPUT TO TERMINAL PKB OF THE ABS ECU WHEN THE PARKING BRAKE LEVER IS PULLED UP.
(4) DECELERATION SENSOR SIGNAL
LATERAL ACCELERATION IS DETECTED AND INPUT TO THE ABS ECU.
2. SYSTEM OPERATION
DURING SUDDEN BRAKING, THE ABS 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.
A 6(A), A 7(B) ABS ACTUATOR
(A) 1±GROUND : ALWAYS CONTINUOUS
(B) 1, (B) 3, (B) 4, (B) 6±GROUND : APPROX. 1.20
(IGNITION SW OFF)
(B) 2±(A) 4: 4±6
(IGNITION SW OFF)
A10, A11, A31, A32
ABS SPEED SENSOR FRONT LH, RH, REAR LH, RH
1±2: 0.8±1.3 K
(20°C, 68°F)
A18 (B), A19(A)
ABS ECU
(A)12±GROUND : 10±14 VOLTS WITH IGNITION SW ON
(A) 2, (A)15±GROUND: ALWAYS CONTINUOUS
(A)25±GROUND : ALWAYS 10±14 VOLTS
(A)1, (A)13, (A)14,(A)26,±GROUND: 10±14 VOLTS WITH IGNITION SW ON
(B)14±GROUND : CONTINUITY WITH PARKING BRAKE LEVEL PULLED UP
(B) 6±GROUND :10±14 VOLTS WITH STOP LIGHT SW ON (BRAKE PEDAL DEPRESSED)
P 5
PARKING BRAKE SW
1±GROUND: CLOSED WITH PARKING BRAKE LEVER PULLED UP
S11
STOP LIGHT SW
1±2: CLOSED WITH BRAKE PEDAL DEPRESSED
SYSTEM OUTLINE
SERVICE HINTS