1994 TOYOTA CAMRY engine oil

88
ENGINE CONTROL (5S±FE)
THIS SYSTEM UTILIZES AN ENGINE CONTROL MODULE (ENGINE ECU (M/T), ENGINE AND ELECTRONIC CONTROLLED
TRANSMISSION ECU (A/T)) AND MAINTAINS OVERALL CONTROL OF THE ENGINE, TRANSMISSION AND SO ON. AN OUTLINE OF THE
ENGINE CONTROL IS EXPLAINED HERE.
1. INPUT SIGNALS
(1) ENGINE COOLANT TEMP. (WATER TEMP.) SIGNAL SYSTEM
THE ENGINE COOLANT TEMP. SENSOR (EFI WATER TEMP. SENSOR) DETECTS THE ENGINE COOLANT TEMP. AND HAS A
BUILT±IN THERMISTOR WITH A RESISTANCE WHICH VARIES ACCORDING TO THE ENGINE COOLANT TEMP. (WATER TEMP.)
THUS THE ENGINE COOLANT TEMP. (WATER TEMP.) IS INPUT IN THE FORM OF A CONTROL SIGNAL TO TERMINAL THW OF
THE ENGINE CONTROL MODULE (ECU).
(2) INTAKE AIR TEMP. SIGNAL SYSTEM
THE INTAKE AIR TEMP. SENSOR (IN±AIR TEMP. SENSOR) IS DETECTS THE INTAKE AIR TEMP., WHICH IS INPUT AS A
CONTROL SIGNAL TO TERMINAL THA OF THE ENGINE CONTROL MODULE (ECU).
(3) OXYGEN SENSOR SIGNAL SYSTEM
THE OXYGEN DENSITY IN THE EXHAUST GASES IS DETECTED AND INPUT AS A CONTROL SIGNAL TO TERMINAL OX1 AND
OX2 OF THE ENGINE CONTROL MODULE (ECU).
(4) RPM SIGNAL SYSTEM
CRANKSHAFT POSITION AND ENGINE RPM ARE DETECTED BY THE PICK±UP COIL INSTALLED INSIDE THE DISTRIBUTOR.
CRANKSHAFT POSITION IS INPUT AS A CONTROL SIGNAL TO TERMINALS G+ AND G2 (CALIFORNIA), OF THE ENGINE
CONTROL MODULE (ECU), AND RPM IS INPUT TO TERMINAL NE+.
(5) THROTTLE SIGNAL SYSTEM
THE THROTTLE POSITION SENSOR DETECTS THE THROTTLE VALVE OPENING ANGLE, WHICH IS INPUT AS A CONTROL
SIGNAL TO TERMINAL VTA OF THE ENGINE CONTROL MODULE (ECU), OR WHEN THE VALVE IS FULLY CLOSED, TO
TERMINAL IDL
(6) VEHICLE SPEED SIGNAL SYSTEM
THE VEHICLE SPEED SENSOR (SPEED SENSOR), INSTALLED INSIDE THE COMBINATION METER, DETECTS THE VEHICLE
SPEED AND INPUTS A CONTROL SIGNAL TO TERMINAL SPD OF THE ENGINE CONTROL MODULE (ECU).
(7) PARK/NEUTRAL POSITION SW (NEUTRAL START SW) SIGNAL SYSTEM (A/T)
THE PARK/NEUTRAL POSITION SW (NEUTRAL START SW) DETECTS WHETHER THE SHIFT POSITION ARE IN NEUTRAL AND
PARKING OR NOT, AND INPUTS A CONTROL SIGNAL TO TERMINAL NSW OF THE ENGINE CONTROL MODULE (ECU).
(8) A/C SW SIGNAL SYSTEM
THE A/C AMPLIFIER INPUTS THE A/C OPERATIONS TO TARMINAL ACA OF THE ENGINE CONTROL MODULE (ECU) AS A
CONTROL SIGNAL.
(9) BATTERY SIGNAL CIRCUIT
VOLTAGE IS CONSTANTLY APPLIED TO TERMINAL BATT OF THE ENGINE CONTROL MODULE (ECU). WHEN THE IGNITION SW
TURNED ON, THE VOLTAGE FOR ENGINE CONTROL MODULE (ECU) START±UP POWER SUPPLY IS APPLIED TO TERMINALS
+B AND +B1 OF ENGINE CONTROL MODULE (ECU) VIA EFI MAIN RELAY. THE CURRENT FLOWING THROUGH THE IGN FUSE
FLOWS TO TERMINAL IGSW OF THE ENGINE CONTROL MODULE (ECU).
(10) INTAKE AIR VOLUME SIGNAL SYSTEM
INTAKE AIR VOLUME IS DETECTED BY THE MANIFOLD ABSOLUTE PRESSURE SENSOR (VACUUM SENSOR) (FOR MANIFOLD
PRESSURE) AND IS INPUT AS A CONTROL SIGNAL TO TERMINAL PIM OF THE ENGINE CONTROL MODULE (ECU).
(11) STA SIGNAL CIRCUIT
TO CONFIRM WHETHER THE ENGINE IS CRANKING, THE VOLTAGE APPLIED TO THE STARTER MOTOR DURING CRANKING IS
DETECTED AND THE SIGNAL IS INPUT INTO TERMINAL STA OF THE ENGINE CONTROL MODULE (ECU) AS A CONTROL
SIGNAL.
(12) ENGINE KNOCK SIGNAL CIRCUIT
ENGINE KNOCKING IS DETECTED BY KNOCK SENSOR AND THE SIGNAL IS INPUT INTO TERMINAL KNK AS A CONTROL
SIGNAL.
(13) ELECTRICAL LOAD SIGNAL SYSTEM
THE SIGNAL WHEN SYSTEMS SUCH AS THE REAR WINDOW DEFOGGER, HEADLIGHTS, ETC. WHICH CAUSE A HIGH
ELECTRICAL BURDEN ARE ON IS INPUT TO TERMINAL ELS AS A CONTROL SIGNAL.
SYSTEM OUTLINE

91
*
2 : EX. CALIFORNIA
* 4 : FOR CANADA IN TMM MADE * 1 : CALIFORNIA
* 5 : EX. * 4
B C
I18B 11 B 1B12
R
B
L R
VC VTA IDL
THROTTLE POSITION
SENSOR T11 2
1 2
1 2 E20
E20
E18 E17 E17 1234
2 3
32 112
A 13 A2C 18 C 17 C 5 C 4
B 2 A
4B3B10 B16 B9 PIM THW THA THG E21 E2 NE NE±(
*2)
G± G+B B± O W±R W±R
B±O
B± O
BR BR BR
B±Y
BR BR
BR
BR
BR
BRGR L±BLGB±R G G
W± R W±R
R
L
B
Y
B±O
D6
I3
D2
E7 ,E8 , E10 +B1 ELSW± R
NE+ NE± G± G+(
*2)
VC E2PIM
(
*2)
M1
E4
I10
E1
MANIFOLD ABSOLUTE
PRESSURE SENSOR
(
VACUUM SENSOR)
ENGINE COOLANT TEMP. SENSOR
(
EFI WATER TEMP. SENSOR)
INTAKE AIR TEMP. SENSOR
(
IN±AIR TEMP. SENSOR)
EGR GAS TEMP.
SENSOR
ENGINE CONTROL MODULE(
ENGINE AND ELECTRONIC CONTROLLED TRANSMISSION ECU)(
A/T)
B
DIODE
(
FOR IDLE±UP)
IGNITION COIL
DISTRIBUTOR FROM
I18 E18
4321BR
BR I18
L
L FROM CRUISE
CONTROL ECU 1
P
E19
C 3C20 534
12
W± R
WBW±R
B
W±R
(
SHIELDED)
IGF IGT COIL± +B IG±
IGF IGTIGNITER I2
TO TACHOMETER
[COMB. METER]
C 8
FPU 1 2 B±O
(
*1)
B±O
(
*1) B±RV3
VSV
(
FOR PRESSURE UP)
1342G2(
*1)
(
*1)
(
*2)
NE G2 G± G1(
*1)
B E11 , E12CA,E14ENGINE CONTROL MODULE(
ENGINE ECU)(
M/T) ONE BODY ASSEMBLY
EX. CALIFORNIA
R
BRB±R
1D 1415A
TAIL
1A 1010A
MIR±HTR
3C 53D 5
POWER SOURCESYSTEM(
SEE PAGE 64)

99
AB
1 2
1 2
1 2 E20
E20
E18 E17 E171234
32 112
C 1A 5 A 18 A 17 A 4
B 2C
4B3B13 B9 B 16 IP116
PIM THW THA THG E2E21 NE NE± G± G+
(
SHIELDED) B B±O W±R W± R
B±O
B±O
R
BRBR BR BR BR
B±Y
BR
BR
BR
BR
BRGR L±BLGW±R W±R
R
L
B
Y
B±O
D6
I3
D2
E11 , E12 , E14 +B1W±R
NE+ NE± G± G+
VC E2PIM
M1
E4
I10
E1
MANIFOLD ABSOLUTE
PRESSURE SENSOR
(
VACUUM SENSOR)
ENGINE COOLANT
TEMP. SENSOR
(
EFI WATER TEMP.
SENSOR)
INTAKE AIR
TEM P. SE NSOR
(
IN±AIR TEMP.
SENSOR)
EGR GAS TEMP.
SENSOR
ENGINE CONTROL MODULE(
ENGINE ECU)
B
DIODE
(
FOR IDLE±UP)
IGNITION COIL
DISTRIBUTOR
I18 E18
BR
BRBR 2 3
C 12
B±R G G
ELS FRO E 64)
1
P
E19
A 3A22
W±R
WB±R
W±R
BB
B
W± R
B± R
12 534
COIL± +B
IG F IGT
IG F IGTIGNITER I2
TO
TACHOMETER
[COMB. METER]
W±R
(
*
2)B±O
B±O
NE+
1D 1415A
TAIL
1A 1010A
MIR±HTR
3C 53D 5
M POWER SOURCE SYSTEM(
SEE PAG

109
CURRENT FROM THE BATTERY IS ALWAYS FLOWING FROM THE FL MAIN " HEADLIGHT RELAY (COIL SIDE) " TERMINAL 5 OF THE
DAYTIME RUNNING LIGHT RELAY (MAIN) AND TERMINAL 14 OF THE DIMMER SW, HEADLIGHT RELAY (COIL SIDE) " TERMINAL 3 OF
THE INTEGRATION RELAY " TERMINAL 4 " TERMINAL 13 OF THE LIGHT CONTROL SW, FL MAIN " DAYTIME RUNNING LIGHT
RELAY NO. 2 (COIL SIDE) " TERMINAL 17 OF THE DAYTIME RUNNING LIGHT RELAY.
1. DAYTIME RUNNING LIGHT OPERATION
WHEN THE ENGINE IS STARTED, VOLTAGE GENERATED AT TERMINAL L OF THE GENERATOR (ALTERNATOR) IS APPLIED TO
TERMINAL 11 OF THE DAYTIME RUNNING LIGHT RELAY (MAIN).
IF THE PARKING BRAKE LEVER IS PULLED UP (PARKING BRAKE SW ON) AT THIS TIME, THE RELAY IS NOT ENERGIZED, SO THE
DAYTIME RUNNING LIGHT SYSTEM DOES NOT OPERATE. IF THE PARKING BRAKE LEVER IS RELEASED (PARKING BRAKE LEVER
SW OFF), THE SIGNAL IS INPUT TO TERMINAL 8 OF THE RELAY. THIS ACTIVATES THE RELAY ALSO, CURRENT FROM FL MAIN
FLOWES TO DAYTIME RUNNING LIGHT RELAY NO. 2 (POINT SIDE) " HEAD (UPR±LH) FUSE " TERMINAL 1 OF THE HEAD LH±HI "
TERMINAL 2 " TERMINAL 2 OF THE HEAD RH±HI " TERMINAL 1 " TERMINAL 4 OF THE DAYTIME RUNNING LIGHT RELAY NO. 3 "
TERMINAL 2 " TO GROUND, SO BOTH TAIL AND HEADLIGHT UP.
THIS IS HOW THE DAYTIME RUNNING LIGHT SYSTEM OPERATES. ONCE THE DAYTIME RUNNING LIGHT SYSTEM OPERATES AND
HEAD HAVE LIGHT UP, HEAD REMAIN ON EVEN IF THE PARKING BRAKE LEVER IS PULLED UP (PARKING BRAKE SW ON).
EVEN IF THE ENGINE STALLS WITH THE IGNITION SW ON AND THERE IS NO VOLTAGE FROM TERMINAL L OF THE GENERATOR
(ALTERNATOR), HEAD REMAIN ON. IF THE IGNITION SW IS THEN TURNED OFF, AND HEAD ARE TURNED OFF.
IF THE ENGINE IS STARTED WHILE THE PARKING BRAKE LEVER IS RELEASED (PARKING BRAKE SW OFF), THE DAYTIME RUNNING
LIGHT SYSTEM OPERATES AND TAIL, HEADLIGHT UP AS THE ENGINE STARTS.
2. HEADLIGHT OPERATION
*(WHEN THE LIGHT CONTROL SW AT THE HEAD POSITION)
WHEN THE LIGHT CONTROL SW IS SET TO HEAD POSITION, THE CURRENT FLOWING TO THE HEADLIGHT RELAY (COIL SIDE)
FLOWS TO TERMINAL 3 OF THE INTEGRATION RELAY " TERMINAL 4 " TERMINAL 13 OF THE LIGHT CONTROL SW " TERMINAL 11
" GROUND, TURNING THE HEADLIGHT RELAY ON.
THIS CAUSES THE CURRENT FLOWING TO THE HEADLIGHT RELAY (POINT SIDE) " DRL FUSE " DAYTIME RUNNING LIGHT RELAY
NO. 3 (COIL SIDE) AND DAYTIME RUNNING LIGHT RELAY NO. 4 (COIL SIDE) " GROUND, TURNING THE DAYTIME RUNNING LIGHT
RELAY NO. 3 AND NO. 4 ON. ALSO, CURRENT FROM THE HEADLIGHT RELAY (POINT SIDE) TO HEAD (LWR) FUSES " TERMINAL 1
OF THE HEADLIGHTS (LO) " TERMINAL 2 " GROUND, SO THE HEADLIGHTS (LO) LIGHT UP.
*(DIMMER SW AT FLASH POSITION)
WHEN THE DIMMER SW IS SET TO FLASH POSITION, CURRENT FLOWS FROM HEADLIGHT RELAY (COIL SIDE) " TERMINAL 14 OF
THE DIMMER SW " TERMINAL 9 " GROUND, TURNING THE HEADLIGHT RELAY ON. AT THE SAME TIME, SIGNALS ARE OUTPUT
FROM TERMINAL 12 AND TERMINAL 14 OF THE DIMMER SW TO TERMINAL 16 AND TERMINAL 5 OF THE DAYTIME RUNNING LIGHT
RELAY (MAIN), ACTIVATING THE DAYTIME RUNNING LIGHT RELAY (MAIN) AND ALSO THE DAYTIME RUNNING LIGHT RELAY NO. 2.
WHEN THE HEADLIGHT RELAY AND DAYTIME RUNNING LIGHT RELAY (MAIN) ARE ACTIVATED, THE HEADLIGHTS (LO AND HI) THEN
LIGHT UP.
*(DIMMER SW AT HIGH POSITION)
WHEN THE LIGHT CONTROL SW IS SET TO HEAD POSITION, A SIGNAL IS OUTPUT FROM TERMINAL 13 OF THE LIGHT CONTROL SW
" TERMINAL 4 OF THE INTEGRATION RELAY " TERMINAL 3 " TERMINAL 5 OF THE DAYTIME RUNNING LIGHT RELAY (MAIN).
WHEN THE DIMMER SW IS SET TO HIGH POSITION, A SIGNAL IS OUTPUT FROM TERMINAL 12 OF THE DIMMER SW TO TERMINAL 16
OF THE DAYTIME RUNNING LIGHT RELAY (MAIN). THESE SIGNALS ACTIVATE DAYTIME RUNNING LIGHT RELAY NO. 2, SO CURRENT
FLOWS FROM DAYTIME RUNNING LIGHT RELAY NO. 2 (POINT SIDE) " HEAD (UPR±LH) FUSE " TERMINAL 1 OF THE HEADLIGHT
LH±HI " TERMINAL 2 " DAYTIME RUNNING LIGHT RELAY NO. 4 (POINT SIDE) " GROUND, AND CURRENT ALSO SIMUTANEOUSLY
FLOWS FROM HEAD (UPR±RH) FUSE " DAYTIME RUNNING LIGHT RELAY NO. 3 (POINT SIDE) " TERMINAL 1 OF THE HEADLIGHT
RH±HI " TERMINAL 2 " DAYTIME RUNNING LIGHT RELAY NO. 4 (POINT SIDE), CAUSING THE HEADLIGHTS (HI SIDE) TO LIGHT UP.
D 4 DAYTIME RUNNING LIGHT RELAY (MAIN)
2±GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION
15±GROUND : ALWAYS APPROX. 12 VOLTS
8±GROUND : CONTINUITY WITH THE PARKING BRAKE LEVER PULLED UP (PARKING BRAKE SW ON)
13±GROUND : ALWAYS CONTINUITY
SYSTEM OUTLINE
SERVICE HINTS

11 3
WITH THE IGNITION SW TURNED ON, THE CURRENT FLOWS TO TERMINAL 7 OF THE INTEGRATION RELAY THROUGH GAUGE FUSE.
VOLTAGE IS APPLIED AT ALL TIMES TO TERMINAL (A) 2 OF THE INTEGRATION RELAY THROUGH THE TAILLIGHT RELAY (COIL SIDE),
AND TO TERMINAL (A) 3 THROUGH THE HEADLIGHT RELAY (COIL SIDE).
1. NORMAL LIGHTING OPERATION
(TURN TAILLIGHT ON)
WITH LIGHT CONTROL SW TURNED TO TAILLIGHT POSITION, A SIGNAL IS INPUT INTO TERMINAL (A) 1 OF THE INTEGRATION
RELAY. ACCORDING TO THIS SIGNAL, THE CURRENT FLOWING TO TERMINAL (A) 2 OF THE RELAY FLOWS FROM TERMINAL (A) 1 "
TERMINAL 2 OF THE LIGHT CONTROL SW " TERMINAL 11 " TO GROUND AND TAILLIGHT RELAY CAUSES TAILLIGHT TO TURN ON.
(TURN HEADLIGHT ON)
WITH LIGHT CONTROL SW TURNED TO HEADLIGHT POSITION, A SIGNAL IS INPUT INTO TERMINALS (A) 1 AND (A) 4 OF THE
INTEGRATION RELAY. ACCORDING TO THIS SIGNAL, THE CURRENT FLOWING TO TERMINAL (A) 3 OF THE RELAY FLOWS TO
TERMINAL (A) 4 " TERMINAL 13 OF THE LIGHT CONTROL SW " TERMINAL 11 " TO GROUND IN THE HEADLIGHT CIRCUIT, AND
CAUSES TAILLIGHT AND HEADLIGHT RELAY TO TURN THE LIGHT ON. THE TAILLIGHT CIRCUIT IS SAME AS ABOVE.
2. LIGHT AUTO TURN OFF OPERATION
WITH LIGHTS ON AND IGNITION SW TURNED OFF (INPUT SIGNAL GOES TO TERMINAL 7 OF THE RELAY), WHEN DOOR ON DRIVER'S
SIDE IS OPENED (INPUT SIGNAL GOES TO TERMINAL 6 OF THE RELAY), THE RELAY OPERATES AND THE CURRENT IS CUT OFF
WHICH FLOWS FROM TERMINAL (A) 2 OF THE RELAY TO TERMINAL (A) 1 IN TAILLIGHT CIRCUIT AND FROM TERMINAL (A) 3 TO
TERMINAL (A) 4 IN HEADLIGHT CIRCUIT. AS A RESULT, ALL LIGHTS ARE TURNED OFF AUTOMATICALLY.
I13 INTEGRATION RELAY
7±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
1±GROUND : ALWAYS APPROX. 12 VOLTS
(A)3±GROUND : APPROX. 12 VOLTS WITH LIGHT CONTROL SW AT OFF OR TAIL POSITION
(A)2±GROUND : APPROX. 12 VOLTS WITH LIGHT CONTROL SW AT OFF POSITION
6±GROUND : CONTINUITY WITH FRONT LH DOOR OPEN
(A)4±GROUND : CONTINUITY WITH LIGHT CONTROL SW AT HEAD POSITION
(A)1±GROUND : CONTINUITY WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION
10±GROUND : ALWAYS CONTINUITY
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
C1232F10A28 (1MZ±FE), 30 (5S±FE)F16C28 (1MZ±FE), 30 (5S±FE)
D1234 (S/D), 35 (C/P), 36 (W/G)F10B28 (1MZ±FE), 30 (5S±FE)I13A33
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1B
1C20COWL WIRE AND J/B NO. 1 (INSTRUMENT PANEL LEFT)
1E
20COWL WIRE AND J/B NO. 1 (INSTRUMENT PANEL LEFT)
1H20FLOOR NO. 1 WIRE J/B NO. 1 (INSTRUMENT PANEL LEFT)
1M20COWL WIRE AND J/B NO. 1 (INSTRUMENT PANEL LEFT)
2G22COWL WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
2H22ENGINE WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CODESEE PAGEJOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
EF138 (1MZ±FE)ENGINE WIRE AND COWL WIREEF140 (5S±FE)ENGINE WIRE AND COWL WIRE
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
IE42LEFT KICK PANEL
IG42INSTRUMENT PANEL BRACE LH
SYSTEM OUTLINE
SERVICE HINTS

236
COMBINATION METER
AB
IJ1 5IJ111 IJ118
BX1 3 BX1 2 BX1 1 IP3 2
IP3 6
IP1 8IP 3 11 IP314
IP3 5
IP3 161
ED1 A 4
A 8A7A6A 5A12 B 11 B7B10 C 8C7C 4
123
23
4
1 I9
I9 C C
6 FROM POWER SOURCE SYSTEM(
SEE PAGE 64)
R±L
R±L R±L R±L
BRY±L Y±R
BR BR BR Y±L Y±R Y±R
Y±L
BR
BR BR
B Y±G
BY±G
B
P
LG GG±B
G±B G±B
R±W
Y±B Y±BV±Y
R±L JUNCTION
CONNECTOR
BR
BR
FROM E NGINE CONTROL MODULE
(
E NGINE A ND E LE CTRONIC CONTROLLED
TRANSMISSION ECU)(
A/T)
FROM E NGINE CONTROL MODULE
(
ENGINE ECU)(
M/T)
FROM CRUISE CONTROL ECU
SPEEDFUEL
FUEL
WATER TEMP.
TA CHO
ABS
SEAT BELT
OIL
FUEL SENDER
WATER TEMP.
SENDER
IGNITER
VEHICLE SPEED
SENSOR
(
SPEED SENSOR)
TO AB S ECU
TO INTEGRATION
RELAY
OIL P RES SURE
SW
J2
B
W2
I2
V5
O1F1 5C
COMBINATION METER C8 ,C9 , C10
TO BACK±UP LIGHT SW(
M/T)
TO PARK/NEUTRAL POSITION SW
(
NEUTRAL START SW)(
A/T)
TO GENERA TOR(
ALTERNATOR) R±L
R±L
I18 6
TA C
COOLING FAN
ECU C14
BR
B
B JUNCTION CONNECTOR J7
(
*6) (
*6)
(
*7)A
A
(
*7)
(
*6)
1B 6 1D 610A
GAUGE
3D 13
3D 12
1D 121D 13
3C 133C 12

239
B 2 BRAKE FLUID LEVEL SW1±2 : CLOSED WITH FLOAT DOWN
C 8(A), C 9(B), C10(C)
COMBINATION METER(A)2, (B)6, (B)9±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
(A)3, (B)14, (C)8±GROUND : ALWAYS CONTINUITY
F15
FUEL SENDER2±3 : APPROX. 3
WITH FUEL FULL
APPROX. 110.0
WITH FUEL EMPTY
O 1
OIL PRESSURE SW1±GROUND : CLOSED WITH OIL PRESSURE BELOW 0.2 KG/CM2 (2.84 PSI, 19.61 KPA)
P 2
PARKING BRAKE SW (1MZ±FE A/T)1±GROUND : CLOSED WITH PARKING BRAKE PEDAL DEPRESSED
P 3
PARKING BRAKE SW (EX. 1MZ±FE A/T)1±GROUND : CLOSED WITH PARKING BRAKE LEVER PULLED UP
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
B 228 (1MZ±FE), 30 (5S±FE)D 432P 233
C 8A32F1534 (S/D), 35 (C/P), 36 (W/G)P 333
C 9B32I 228 (1MZ±FE), 30 (5S±FE)V 528 (1MZ±FE), 30 (5S±FE)
C10C32J 233W 228 (1MZ±FE), 30 (5S±FE)
C1432O 128 (1MZ±FE), 30 (5S±FE)
: RELAY BLOCKS
CODESEE PAGERELAY BLOCKS (RELAY BLOCK LOCATION)
125R/B NO. 1 (LEFT KICK PANEL)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1B
1C
1D20COWL WIRE AND J/B NO 1 (INSTRUMENT PANEL LEFT)1F20COWL WIRE AND J/B NO. 1 (INSTRUMENT PANEL LEFT)
1L
1M
2G22COWL WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
3A
3B24COWL WIRE AND J/B NO 3 (BEHIND COMBINATION METER)3C24COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)
3D
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CODESEE PAGEJOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
II142COWL WIRE AND INSTRUMENT PANEL WIRE
IJ142FLOOR NO. 1 WIRE AND COWL WIRE
IP144ENGINE WIRE AND COWL WIREIP344ENGINE WIRE AND COWL WIRE
46 (S/D)
BX148 (C/P)FUEL GAUGE WIRE AND FLOOR NO. 1 WIREBX1
50 (W/G)
FUEL GAUGE WIRE AND FLOOR NO. 1 WIRE
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
ED38 (1MZ±FE)INTAKE MANIFOLD LHED40 (5S±FE)INTAKE MANIFOLD LH
IE42LEFT KICK PANELIF42LEFT KICK PANEL
IG42INSTRUMENT PANEL BRACE LH
: SPLICE POINTS
CODESEE PAGEWIRE HARNESS WITH SPLICE POINTSCODESEE PAGEWIRE HARNESS WITH SPLICE POINTS
I 644INSTRUMENT PANEL WIREI1344COWL WIRE
I 944COWL WIREI1844ENGINE WIRE
SERVICE HINTS

243
FAN MOTOR OPERATION
WITH THE IGNITION SW IS TURNED ON, CURRENT FLOWS FROM ECU±IG FUSE TO RADIATOR FAN RELAY NO. 1 (COIL SIDE) AND
RADIATOR FAN RELAY NO. 2 (COIL SIDE) " TERMINAL 2 OF THE A/C SINGLE PRESSURE SW " TERMINAL 3 " TERMINAL 2 OF THE
WATER TEMP. SW " TERMINAL 1 " GROUND, AND RADIATOR FAN RELAY NO. 1 AND NO. 2 ARE TURNED ON.
*RADIATOR FAN MOTOR OPERATION
WHEN THE IGNITION SW IS TURNED ON, RADIATOR FAN RELAY NO. 1 IS TURNED ON. IF AT THIS TIME THE ENGINE COOLANT
TEMPERATURE IS APPROX. 90°C (194°F) OR HIGHER, THE WATER TEMP. SW IS TURNED OFF, RADIATOR FAN RELAY NO. 1 IS
TURNED OFF.
AS A RESULT, CURRENT FROM THE RDI FAN FUSE TO RADIATOR FAN RELAY NO. 1 (POINT SIDE) " TERMINAL 2 OF THE
RADIATOR FAN MOTOR " TERMINAL 1 " GROUND, THUS ACTIVATING THE ROTATION OF THE RADIATOR FAN MOTOR.
*LOW SPEED OPERATION
WHEN THE IGNITION SW IS TURNED ON AND THE A/C ACTIVATED, RADIATOR FAN RELAY NO. 1 AND RADIATOR FAN RELAY NO. 2
ARE TURNED ON, CURRENT FLOWS FROM A/C MAGNETIC CLUTCH RELAY (POINT SIDE) TO RADIATOR FAN RELAY NO. 3 (COIL
SIDE) " GROUND, AND RADIATOR FAN RELAY NO. 3 IS TURNED ON.
AS A RESULT, CURRENT FLOWS FROM CDS FAN FUSE TO TERMINAL 2 OF THE A/C CONDENSER FAN MOTOR " TERMINAL 1 "
RADIAOTR FAN RELAY NO. 2 (POINT SIDE) " RADIATOR FAN RELAY NO. 3 (POINT SIDE) " TERMINAL 2 OF THE RADIATOR FAN
MOTOR " TERMINAL 1 " GROUND, FLOWING TO EACH FAN MOTOR IN SERIES, CAUSING THE FAN TO AT LOW SPEED.
*HIGH SPEED OPERATION OF THE FAN MOTOR DUARING A/C OPERATION
WHEN THE A/C OPERATION, THE REFRIGERRANT PRESSURE BECOME HIGHER THAN OR DINARY LEVEL (APPROX. 15.58 KG/CM
2
(221.2 PSI, 1527 KPA)) THE A/C SINGLE PRESSURE SW IS TURNED OFF. AS A RESULT, RADIATOR FAN RELAY NO. 1 AND RADIATOR
FAN RELAY NO. 2 ARE TURNED OFF, AND CURRENT FLOWS FROM RDI FUSE TO RADIATOR FAN RELAY NO. 1 (POINT SIDE) "
TERMINAL 2 OF THE RADIATOR FAN MOTOR " TERMINAL 1 " GROUND, AND CURRENT FLOWS FROM CDS FAN FUSE TO
TERMINAL 2 OF THE A/C CONDENSER FAN MOTOR " TERMINAL 1 " RADIATOR FAN RELAY NO. 2 (POINT SIDE) " GROUND, AND
TO EACH FAN MOTOR IN PARALLEL, THUS CAUSING THE FAN MOTORS OPERATE HIGH SPEED.
NOTE THAT, BECAUSE THE CURRENT FLOWS IN THE SAME MENNER EVEN IF THE ENGINE COOLANT TEMPERATURE IS APPROX.
90°C (194°F) OR HIGHER, THE FAN MOTOR OPERATE AT HIGH SPEED.
A 2 A/C SINGLE PRESSURE SW
2±3 : OPEN ABOVE APPROX. 15.58 KG/CM2 (221.2 PSI, 1527 KPA)
CLOSE BELOW APPROX. 15.56 KG/CM2 (178.4 PSI, 1231 KPA)
2 1
2 1 A1R1 BLACKGRAY
12E5 A2BLACK
23
SYSTEM OUTLINE
SERVICE HINTS