1994 TOYOTA CAMRY engine

84
ENGINE CONTROL (1MZ±FE)
CIRCUIT OPENING RELAY2±1 : CLOSED WITH STARTER RUNNING OR MEASURING PLATE (VOLUME AIR FLOW (AIR FLOW METER)) OPEN
EFI MAIN RELAY2±4 : CLOSED WITH IGNITION SW AT ON OR ST POSITION
E 4
ENGINE COOLANT TEMP. SENSOR (EFI WATER TEMP. SENSOR) 1±2 : 10.0 ± 20.0 K (±20°C, ±4°F)
: 4.0 ± 7.0 K (0°C, 32°F)
: 2.0 ± 3.0 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 7(A), E 8(B), E 9(C), E10(D)
ENGINE CONTROL MODULE (ENGINE AND ELECTRONIC CONTROLLED
TRANSMISSION ECU)
VOLTAGE AT ENGINE CONTROL MODULE (ECU) WIRING CONNECTOR
BATT ± E1: ALWAYS 9.0±14.0 VOLTS
+B ± E1:9.0±14.0 VOLTS (IGNITION SW AT ON POSITION)
+B1 ± E1:9.0±14.0 VOLTS (IGNITION SW AT ON POSITION)
IDL ± E1:9.0±14.0 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY OPEN)
0±3.0 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED)
VC ± E1: ALWAYS 4.5±5.5 VOLTS (IGNITION SW AT ON POSITION)
VTA ± E1:0.3±0.8 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED)
3.2±4.9 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY OPEN)
VG ± E1:4.0±5.5 VOLTS (IGNITION SW AT ON POSITION)
THA ± E1:0.5±3.4 VOLTS (IGNITION SW ON AND INTAKE AIR TEMP. 20°C, 68°F)
THW ± E1:0.2±1.0 VOLTS (ENGINE IDLING AND COOLANT TEMP. 80°C, 176°F)
#10, #20, #30, #40, #50, #60
± E01:9.0±14.0 VOLTS (IGNITION SW AT ON POSITION)
PULSE GENERATION (ENGINE IDLING)
IGT1, IGT2, IGT3
IGT4, IGT5, IGT6 ± E1: PULSE GENERATION (ENGINE IDLING)
IGF ± E1:4.5±5.5 VOLTS (IGNITION SW AT ON POSITION)
PULSE GENERATION (ENGINE IDLING)
G22+ ± G±: PULSE GENERATION (ENGINE IDLING)
NE+ ± G±: PULSE GENERATION (ENGINE IDLING)
RSC, RSO ± E1: PULSE GENERATION (ENGINE IDLING AND A/C OPERATION)
OXS, OXL, OXR ± E1: PULSE GENERATION (MAINTAIN ENGINE SPEED AT 2500 RPM FOR TWO MINUTES AFTER WARMING UP)
HTS, HTL, HTR ± E01:9.0±14.0 VOLTS (IGNITION SW AT ON POSITION)
0±3.0 VOLTS (ENGINE IDLING)
KNKL, KNLR ± E1: PULSE GENERATION (ENGINE IDLING)
NSW ± E1:9.0±14.0 VOLTS (IGNITION SW ON AND OTHER SHIFT POSITION IN P OR N POSITION)
BELOW 3.0 VOLTS (IGNITION SW ON AND SHIFT POSITION IN P OR N POSITION)
SP1 ± E1: PULSE GENERATION (IGNITION SW ON AND ROTATE DRIVING WHEEL SLOWLY)
TE1 ± E1:9.0±14.0 VOLTS (IGNITION SW AT ON POSITION)
TE2 ± E1:9.0±14.0 VOLTS (IGNITION SW AT ON POSITION)
W ± E1: BELOW 3.0 VOLTS (MULFUNCTION INDICATOR LAMP ON)
9.0±14.0 VOLTS (MULFUNCTION INDICATOR LAMP OFF AND ENGINE RUNNING)
A/C ± E1: BELOW 1.5 VOLTS (ENGINE IDLING AND A/C SW ON)
7.5±14.0 VOLTS (A/C SW OFF)
ACT ± E1:9.0±14.0 VOLTS (ENGINE IDLING AND A/C SW ON)
BELOW 1.5 VOLTS (A/C SW OFF)
ACIS ± E01:9.0±14.0 VOLTS (IGNITION SW AT ON POSITION)
STA ± E1:6.0 VOLTS OR MORE (ENGINE CRANKING)
I 4, I 5, I 6, I 7, I 8, I 9
INJECTOR1±2 : APPROX. 13.8 
T 1
THROTTLE POSITION SENSOR3±1 :0.2±5.7 KWITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0 MM (0 IN.)
2±1 : LESS THAN 2.3 KWITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0.5 MM (0.020 IN.)
WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0.7 MM (0.0276 IN.)
3±1 :2.0±10.2 KWITH THROTTLE VALVE FULLY OPEN
SERVICE HINTS

85
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
C 832F16B28I2029
C 9A32H 9D33I2129
C10B32H1128J 133
C1728H1228J 233
C1828I 129J 639
D 128I 2A29J 733
D 332I 428K 129
D 632I 529K 229
D2432I 629M 629
E 128I 729N 129
E 428I 829T 129
E 7A32I 929V 129
E 8B32F15B29V 229
E 9C32I1629V 329
E10D32I1729V 429
F10A28I1829V 529
F1530I1929
: RELAY BLOCKS
CODESEE PAGERELAY BLOCKS (RELAY BLOCK LOCATION)
125R/B NO. 1 (LEFT KICK PANEL)
626R/B NO. 6 (BEHIND GLOVE BOX)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1A
1B
1C
1D20COWL WIRE AND J/B NO. 1 (INSTRUMENT PANEL LEFT)
1E
20COWL WIRE AND J/B NO. 1 (INSTRUMENT PANEL LEFT)
1G
1M
2B22ENGINE ROOM MAIN WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
2C22ENGINE WIRE AND J/B NO 2 (ENGINE COMPARTMENT LEFT)2D22ENGINE WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
2G22COWL WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
2H22ENGINE 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)
EE140 (1MZ±FE)ENGINE WIRE AND SENSOR WIRE
EF138 (1MZ±FE)ENGINE WIRE AND COWL WIRE
II142COWL WIRE AND INSTRUMENT PANEL WIRE
IJ142FLOOR NO. 1 WIRE AND COWL WIRE
IM142INSTRUMENT PANEL WIRE AND CONSOLE BOX WIRE
IP1
IP244ENGINE WIRE AND COWL WIRE
IP3
44ENGINE WIRE AND COWL WIRE
IQ144ENGINE WIRE AND INSTRUMENT PANEL 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

86
ENGINE CONTROL (1MZ±FE)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
EB38 (1MZ±FE)FRONT LEFT FENDER
EC38 (1MZ±FE)INTAKE MANIFOLD RH
ED38 (1MZ±FE)INTAKE MANIFOLD LH
IE42LEFT KICK PANEL
IG42INSTRUMENT PANEL BRACE LH
46 (S/D)
BL48 (C/P)UNDER THE LEFT QUARTER PILLARBL
50 (W/G)
UNDER THE LEFT QUARTER PILLAR
: SPLICE POINTS
CODESEE PAGEWIRE HARNESS WITH SPLICE POINTSCODESEE PAGEWIRE HARNESS WITH SPLICE POINTS
E10E1438 (1MZ±FE)ENGINE WIREE1138 (1MZ FE)ENGINE WIREI1844ENGINE WIRE
E1238 (1MZ±FE)ENGINE WIREI2044COWL WIREE13I2344COWL WIRE

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

89
2. CONTROL SYSTEM
*MFI (MULTIPORT FUEL INJECTION (EFI)) SYSTEM
THE MFI (EFI) SYSTEM MONITORS THE ENGINE CONDITION THROUGH THE SIGNALS INPUT FROM EACH SENSOR (INPUT
SIGNALS FROM (1) TO (13) ETC.) TO THE ENGINE CONTROL MODULE (ECU). THE BEST FUEL INJECTION VOLUME IS DECIDED
BASED ON THIS DATA AND THE PROGRAM MEMORIZED BY THE ENGINE CONTROL MODULE (ECU), AND THE CONTROL SIGNAL
IS OUTPUT TO TERMINALS #10, #20, #30 AND #40 (CALIFORNIA), TERMINALS #10 AND #20 (EX. CALIFORNIA) OF THE ENGINE
CONTROL MODULE (ECU) TO OPERATE THE INJECTOR. (INJECT THE FUEL). THE MFI (EFI) SYSTEM PRODUCES CONTROL OF
FUEL INJECTION OPERATION BY THE ENGINE CONTROL MODULE (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 (ECU)
FROM EACH SENSOR (INPUT SIGNALS FROM (1), (2), (4) TO (12) ETC.) THE BEST IGNITION TIMING IS DETECTED ACCORDING TO
THIS DATA AND THE MEMORIZED DATA IN THE ENGINE CONTROL MODULE (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.
*IAC (IDLE AIR CONTROL (ISC)) SYSTEM
THE IAC (ISC) SYSTEM (ROTARY SOLENOID TYPE) INCREASES THE RPM AND PROVIDES IDLING STABILITY FOR FAST IDLE±UP
WHEN THE ENGINE IS COLD AND WHEN THE IDLE SPEED HAS DROPPED DUE TO ELECTRICAL LOAD, ETC. THE ENGINE
CONTROL MODULE (ECU) EVALUATES THE SIGNALS FROM EACH SENSOR (INPUT SIGNALS (1), (4) TO (8), (13) ETC.), OUTPUTS
CURRENT TO TERMINALS ISCO AND ISCC, AND CONTROLS THE IDLE AIR CONTROL VALVE (ISC VALVE).
*FUEL PUMP CONTROL SYSTEM
THE ENGINE CONTROL MODULE (ECU) OPERATION OUTPUTS TO TERMINAL FC AND CONTROLS THE CIRCUIT OPENING RELAY
AND THUS CONTROLS THE FUEL PUMP DRIVE SPEED IN RESPONSE TO CONDITIONS.
*A/C IDLE±UP SYSTEM
IN ORDER TO PREVENT THE ENGINE IDLING SPEED FROM DROPPING WHEN THE A/C IS OPERATING, THE A/C IDLE±UP SYSTEM
CONTROLS THE VSV (FOR A/C IDLE±UP) TO INCREASE THE ENGINE IDLING SPEED AND KEEP IT STABLE.
*EGR CONTROL SYSTEM
THE EGR CUT CONTROL SYSTEM CONTROLS THE VSV (FOR EGR) BY EVALUATING THE SIGNALS FROM EACH SENSOR INPUT TO
THE ENGINE CONTROL MODULE (ECU) (INPUT SIGNALS (1), (5), (6), (9) ETC.) AND BY SENDING OUTPUT TO TERMINAL THG OF
THE ENGINE CONTROL MODULE (ECU).
*A/C CUT CONTROL SYSTEM
WHEN THE VEHICLE SUDDENLY ACCELERATES FROM LOW ENGINE SPEED, THIS SYSTEM CUTS OFF AIR CONDITIONING
OPERATION FOR A FIXED PERIOD OF TIME IN RESPONSE TO THE VEHICLE SPEED AND THROTTLE VALVE OPENING ANGLE IN
ORDER TO MAINTAIN ACCELERATION PERFORMANCE.
THE ENGINE CONTROL MODULE (ECU) RECEIVES INPUT SIGNALS ((5), (6) ETC.), AND OUTPUTS SIGNALS TO TERMINAL ACT.
3. DIAGNOSIS SYSTEM
WITH THE DIAGNOSIS SYSTEM, WHEN THERE IS A MALFUNCTIONING IN THE ENGINE CONTROL MODULE (ECU) SIGNAL SYSTEM,
THE MALFUNCTION SYSTEM IS RECORDED IN THE MEMORY. THE MALFUNCTIONING SYSTEM CAN THEN BE FOUND BY READING
THE DISPLAY (CODE) OF THE MALFUNCTION INDICATOR LAMP (CHECK ENGINE WARNING LIGHT).
4. FAIL±SAFE SYSTEM
WHEN A MALFUNCTION OCCURS 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 (ECU) MEMORY OR ELSE STOPS THE
ENGINE.

90
ENGINE CONTROL (5S±FE A/T AND CALIFORNIA M/T)
CB
IG2
ACC
IG1 ST2AM2
AM1
ST1
7 9
1 2
1 2
1 2
1 2 E20
E20
E20I20
I23 E20 E18 E18 E17E17
I18
EBA 1A 12
A 22 C 11 C12A23 C 7 IP 3 12
1 2
2 1 2D 2
2B 22C3
W±B
B±W B±WY
B±W
Y WW±R
W±R
W±R
W±RW±R W±R W±R W±R B±O
B±W
B±O
W±G
B±O B±O
B±O B±O B±OLG
G W±L W±B B±W
W±R
B±O B±O B±O W±R
B±O B±O B±O
B±O
7. 5A
IGN
IP1 18
B±O
#20 #10 NSWBATT EGRISCV +B 15A
EFI
EFI MAIN
RELAY
VSV
(
FOR EGR) VSV
(
FOR A/C IDLE±UP)
E NGINE CONTROL MODULE(
ENGINE AND ELECTRONIC
CONTROLLED TRANSMISSION ECU)(
A/T)
INJE CTOR NO. 1
INJE CTOR NO. 3
INJE CTOR NO. 2
INJE CTOR NO. 4 I4
I5
I6
I7
E7 , E8 , E10C
V2 V1
W±R
I12
IGNITION SW
C 9C10 31 2
B±O
G±Y G±R
ISCC ISCO
IDLE AIR CONTROL
VALVE
(
ISC VALVE) I1
FROM POWER SOURCE SYSTEM(
SEE PAGE 64)
FROM POWER SOURCE SYSTEM(
SEE PAGE 64)
34 13
IP1 11
IP1 9
W±R
B±O (
*4) (
*5)
TO PARK/NEUTRAL POSITION SW
(
NEUTRAL STA RT SW) 2D 4IP116
W±R
I2 C 24#40
I18C 25#30
W W(
*1)
(
*2)
(
*2)
Y
(
*2)
Y
(
*1)
R±B(
*1)
(
*2)
Y(
*1)
W(
*2)
W(
*1)
R±L(
*1)
B±W
(
*5)
E17
B±O B±O
(
*2)
(
*1) (
*1)
B±O
(
*1)
12
25(
*1)
(
*2)
(
*1)
(
*2)
B±W
W
(
*2)
(
EX. CALIFORNIA M/T)
(
EX. CALIFORNIA M/T)B E11 , E12CA,E14E NGINE CONTROL MODULE(
ENGINE ECU)(
M/T)
I21
B±W
(
*4)
B±W
1A 61G 8
1D 9
1G 61E 51A14

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)

92
ENGINE CONTROL (5S±FE A/T AND CALIFORNIA M/T)
CB
A
321
C
1 78
C
A 6
B 3
A 21 A10 C13 C26 B13A 5
EDI13G±R R±L R±L
G±R
G±R
Y±G G±WBR LG±B
B±Y
W W±B W±B
W±R
B±O
B±O
B
G±R B±O B±O W±R
R±W G±WY±G G±R
E1 TE2 TE1
WW
DATA LINK CONNECTOR 2
(
TDCL) FROM CE SYSTEM
(
SEE P
JUNCTION
CONNECTOR
MALFUNCTION INDICATOR
LAMP(
CHECK E NG INE
WARNING LIGHT)
[COMB. METER]
ACT ACA E01 E02 KNKENGINE CONTROL MODULE(
ENGINE AND ELECTRONIC CONTROLLED TRANSMISSION ECU)(
A/T)
ACT ACA
KNOCK
SENSOR A/C AMPLIFIER A1 0K1 E7 ,E8 ,E10
A
C9 , C10
J1D3
B
(
SHIELDED)
(
SHIELDED)
E16
O2
OXYGEN SENSOR
(
SUB)
1E15BR
BR
5TT
BR±B IP3 11 IP314
A 9 23
4 1
512IP3 2
SPEED
LGP G±B
G V±Y V±Y
R±L
R±L
SP1COMBINATION
METER C8
VEHICLE
SPEED SENSOR
(
SPEED SENSOR) V5
B
BR I13
G±R
G±R(
*5)
(
*4)
R±L
BR BR
1 2BR 7
R±W
ENG
BR
R±L
I18
R±L TO PARK/NEUTRAL POSITION
SW(
NEUTRAL START SW)
TO GENERATOR(
ALTERNATOR)
R±L
G±R(
*5)(
*4)
(
*3)
B E11 , E12CA,E14
ENGINE CONTROL MODULE(
ENGINE ECU)(
M/T) G±R
(
*
4)
1B 6 10A
GAUGE
1D6
3D 73D19
3D 18
3D 22
3D 10
3D 3
3D 12
POWER SOUR
AGE 64)