1986 TOYOTA SUPRA manual transmission

15
TROUBLESHOOTING / ABBREVIATIONS
DISCONNECTION AND CONNECTION OF BOLT
TYPE CONNECTORS
For engine control module (engine and electronically controlled
transmission ECU) in this vehicle, connectors are used which
require a bolt built into the connector to be screwed down to
securely connect the connector.
1. Disconnect the connector
After completely loosening the bolt, the two parts of the
connector can be separated.
NOTICE:
Do not pull the wire harness when disconnecting the
connector.
2. Connect the connector
NOTICE:
Before connecting the connector, always check that the
terminals are not bent or damaged.
(a) Match the guide section of the male connector
correctly with the female connector, then press them
together.
(b) Tighten the bolt.
Make sure the connectors are completely connected,
by tightening the bolt until there is a clearance of less
than 1 mm (0.04 in.) between the bottom of male
connector and the end of female connector.
ABBREVIATIONS
The following abbreviations are used in this manual.
ABS = Anti±Lock Brake System O/D = Overdrive
A/C = Air Conditioning PPS = Progressive Power Steering
ACIS = Acoustic Control Induction System R/B = Relay Block
A/T = Automatic Transmission RH = Right±Hand
COMB. = Combination SFI = Sequential Multiport Fuel Injection
ECU = Electronic Control Unit SRS = Supplemental Restraint System
EFI = Electronic Fuel Injection SW = Switch
EGR = Exhaust Gas Recirculation TDCL = Total Diagnostic Communication Link
EVAP = Evaporative Emission TEMP. = Temperature
ISC = Idle Speed Control TRAC = Traction Control System
J/B = Junction Block VSV = Vacuum Switching Valve
LH = Left-Hand w/ = With
M/T = Manual Transmission w/o = Without
* The titles given inside the components are the names of the terminals (terminal codes) and are not treated
as being abbreviations.

15
ABBREVIATIONS
DISCONNECTION AND CONNECTION OF BOLT
TYPE CONNECTORS
For engine control module (engine and electronically controlled
transmission ECU) in this vehicle, connectors are used which
require a bolt built into the connector to be screwed down to
securely connect the connector.
1. Disconnect the connector
After completely loosening the bolt, the two parts of the
connector can be separated.
NOTICE:
Do not pull the wire harness when disconnecting the
connector.
2. Connect the connector
NOTICE:
Before connecting the connector, always check that the
terminals are not bent or damaged.
(a) Match the guide section of the male connector
correctly with the female connector, then press them
together.
(b) Tighten the bolt.
Make sure the connectors are completely connected,
by tightening the bolt until there is a clearance of less
than 1 mm (0.04 in.) between the bottom of male
connector and the end of female connector.
ABBREVIATIONS
The following abbreviations are used in this manual.
ABS = Anti±Lock Brake System O/D = Overdrive
A/C = Air Conditioning PPS = Progressive Power Steering
ACIS = Acoustic Control Induction System R/B = Relay Block
A/T = Automatic Transmission RH = Right±Hand
COMB. = Combination SFI = Sequential Multiport Fuel Injection
ECU = Electronic Control Unit SRS = Supplemental Restraint System
EFI = Electronic Fuel Injection SW = Switch
EGR = Exhaust Gas Recirculation TDCL = Total Diagnostic Communication Link
EVAP = Evaporative Emission TEMP. = Temperature
ISC = Idle Speed Control TRAC = Traction Control System
J/B = Junction Block VSV = Vacuum Switching Valve
LH = Left-Hand w/ = With
M/T = Manual Transmission w/o = Without
* The titles given inside the components are the names of the terminals (terminal codes) and are not treated
as being abbreviations.

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

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

146
ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR (FOR 2JZ±GTE)
E 2 ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID
8± GROUND : APPROX. 13.2

4± GROUND : APPROX. 13.2

6±2 : APPROX. 8.3

7±3 : APPROX. 3.8

1±5 : APPROX. 3.8

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 POSITION2±E1 :APPROX. 7.5± 14.0 VOLTS WITH SHIFT LEVER AT ª2º POSITIONR±E1 :APPROX. 7.5± 14.0 VOLTS WITH SHIFT LEVER AT ªRº POSITION
O 1 O/D DIRECT CLUTCH SPEED SENSOR
1±2 : APPROX.620

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 524 (2JZ±GTE)E 324 (2JZ±GTE)O 529
C 324E 829P 225 (2JZ±GTE)
C10B28E 9B29S 525
C11A28E10A29S1129
C12C28I1929T 225 (2JZ±GTE)
C1628J 129T 629
D 124 (2JZ±GTE)J 229T1425
D 528K 429V1025 (2JZ±GTE)
E 124 (2JZ±GTE)M 125V1125 (2JZ±GTE)
E 224 (2JZ±GTE)O 125
: 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)
SERVICE HINTS

152
ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR (FOR 2JZ±GE)
15A
STOP
1 2 1 2
2 1
1 2
1 2I17 I17
E28 E281I 10
1J 11H 13
IE IJ1 11
IJ1 6
IJ2 12 IJ2 3 A 4A20 B29 A17
B 44 B24 B46 A3A18 B25 B7 IJ15
IJ113
3 12 8 13 1 7 5 9
4 THW OIL THG KD M G2 G±ECT TT ENG TE 1 VF1 TE1 +B
BR±B BR±BB±R
LG Y±L
V±G
L±Y
O
BR±Y BR±B BR±B BR±B
W±B W±B
W±B
G±Y
W
GG±YY
LG Y±L G±W G±W W
B±R
Y±L
LG
Y±L
LG
GR±R
V±G GR±R (
SHIELDED)(
SHIELDED) STP TE1 VF1 FROM POWER SOURCE SYSTEM(
SEE PAGE 56)
STOP LIGHT
SWDATA LINK CONNECTOR 1
(
CHECK CONNE CTOR)
S11D1
TT DATA LINK CONNE CTOR 2
(
TDCL) D5
Y 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 E8 E NGINE CONTROL MODULE(
*1) A E9 ,E10B
B 26G1
R
B 27NE
B
1234
NE G1 G2 G±
DISTRIB UTOR D4
BRBR
NORMAL
MANUAL
A 192TE2
P±G P±G
TE 2 IJ1 17

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