1994 TOYOTA CAMRY low oil pressure

29
Position of Parts in Engine Compartment
[1MZ±FE]
I 1 Idle Air Control Valve (ISC Valve) N 1 Noise Filter (for Ignition System)
I 2 Igniter
I 4 Injector No. 1 O 1 Oil Pressure SW
I 5 Injector No. 2 O 6 O/D Direct Clutch Speed Sensor
I 6 Injector No. 3
I 7 Injector No. 4 P 1 Park/Neutral Position SW (Neutral Start SW) (A/T)
I 8 Injector No. 5
I 9 Injector No. 6 S 1 Solenoid Valve (for Hydrauric Motor)
I 15 Igniter S 3 Starter
I 16 Ignition Coil No. 1 S 4Starter
I 17 Ignition Coil No. 2
I 18 Ignition Coil No. 3 T 1 Throttle Position Sensor
I 19 Ignition Coil No. 4
I 20 Ignition Coil No. 5 V 1 VSV (for A/C Idle±Up)
I 21 Ignition Coil No. 6 V 2 VSV (for EGR System)
V 3 VSV (for Fuel Pressure Up)
J 6 Junction Connector V 4 VSV (for Intake Air Control)
V 5 Vehicle Speed Sensor (Speed Sensor)
K 1 Knock Sensor 1
K 2 Knock Sensor 2 W 1 Washer Motor
W 2 Water Temp. Sender
M 6 Mass Air Flow (Air Flow Meter)

59
11 8
180
186
22480
J5 J6 K3
120
124
144
148168 198130
138
168168120
124
182
192198
204
210
214236
Junction Connector (W/G)
Junction Connector (1MZ±FE)
Key Interlock Solenoid
License Plate Light
Light Failure Sensor
Luggage Compartment Light
Luggage Compartment Light SW
Moon Roof Control RelayMoon Roof Control SW and Personal
Light (w/ Moon Roof) (EX. W/G)Moon Roof Limit SW (EX. W/G)
Moon Roof Motor (EX. W/G)
Mass Air Flow (Air Flow Meter)
(1MZ±FE)
Noise Filter (for Ignition System)
Oil Pressure SW
O/D Main SW and A/T Indicator
Light (Shift Lever)
Park/Neutral Position SW
(Neutral Start SW) (A/T)
Parking Brake SW (for 1MZ±FE)
Parking Brake SW (for 5S±FE)
J7 L1 L2 L4L3 M2 M3 M5M4 M6 N1 N2 N3 O1 O5 P1 P2 P3 P4 P5 P6 P7 P8 P9 P10 P11 P12
Junction Connector (1MZ±FE)
Noise Filter (for Stop Light)
Noise Filter (for Stop Light)
Power Seat Control SW
Power Seat Motor
(for Front Vertical Control)
Power Seat Motor
(for Rear Vertical Control)
Power Seat Motor
(for Slide control)
Power Seat Motor
(for Reclining Control)
Power Window Control SW Front
RH
Power Window Control SW Rear
LH (EX. C/P)
Power Window Control SW Rear
RH (EX. C/P)
Power Window Master SW and
Door Lock control SW LH
182 144130
134
138
140130
134
138
140168 80 80120
124
182
192198
204
210
214126
198
204 68
72
152
198
204236 236 180 180 180 180 180 156 156 156156
160
(4): R/B No. 4 (See page 20)(5): R/B No. 5 (See page 19)(6)R/B No. 6 (See Page )
2526 26

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

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

249
1. AIR INLET CONTROL SERVO MOTOR OPERATION (FOR PUSH SW TYPE)
(SWITCHING FROM FRESH TO RECIRC)
WITH THE IGNITION SW ON, CURRENT FROM THE GAUGE FUSE FLOWS TO TERMINAL 1 OF THE SERVO MOTOR. WHEN THE
RECIRC SW IS TURNED ON, THE CURRENT FLOWS FROM SERVO MOTOR " TERMINAL 3 " TERMINAL 5 OF THE HEATER
CONTROL SW " TERMINAL 1 " GROUND, THE MOTOR ROTATES AND THE DAMPER MOVES TO THE RECIRC SIDE. WHEN IT IS IN
THE RECIRC POSITION, THE CIRCUIT IS CUT INSIDE THE SERVO MOTOR AND THE DAMPER STOPS IN THAT POSITION.
WHEN THE CIRCUIT FOR THE INDICATOR LIGHT, CURRENT FLOWS FROM THE GAUGE FUSE " TERMINAL 12 OF THE HEATER
CONTROL SW " INDICATOR LIGHT " TERMINAL 1 " GROUND AND THE INDICATOR LIGHT CONTINUES TO LIGHT UP WHILE THE
RECIRC SW IS ON.
(SWITCHING FROM RECIRC TO FRESH)
WHEN THE IGNITION IS ON AND THE FRESH SW IS TURNED ON, CURRENT FLOWS FROM TERMINAL 2 OF THE SERVO MOTOR "
TERMINAL 6 OF THE HEATER CONTROL SW " TERMINAL 1 " GROUND, THE MOTOR ROTATES AND THE DAMPER MOVES TO THE
FRESH SIDE. WHEN THE DAMPER IS IN THE FRESH POSITION, THE CIRCUIT IS CUT INSIDE THE SERVO MOTOR AND THE DAMPER
STOPS IN THAT POSITION.
2. OPERATION OF AIR VENT MODE CONTROL SERVO MOTOR
WHEN THE IGNITION SW ON, CURRENT FLOWS FROM THE GAUGE FUSE TO TERMINAL 12 OF THE HEATER CONTROL SW,
TERMINAL 6 OF THE AIR VENT MODE CONTROL SERVO MOTOR.
WHEN THE DAMPER IS IN FACE POSITION AND THE BI±LEVEL OF THE HEATER CONTROL SW IS THEN TURNED ON, CURRENT
FLOWS FROM TERMINAL 3 OF THE HEATER CONTROL SW " TERMINAL 4 OF THE AIR VENT MODE CONTROL SERVO MOTOR SO
THAT A SINGAL THAT THE GROUND CIRCUIT IS ACTIVATED IS INPUT TO TERMINAL ªBº OF THE CONTROL CIRCUIT INSIDE THE AIR
VENT MODE CONTROL SERVO MOTOR.
SIMULTANEOUSLY, A SIGNAL THAT THE GROUND CIRCUIT IS NOT ACTIVATED IS INPUT TO TERMINAL ªAº OF THE CONTROL
CIRCUIT INSIDE THE SERVO MOTOR. THESE TWO SIGNALS ACTIVATE THE CONTROL CIRCUIT SO THAT CURRENT FROM THE
GAUGE FUSE TO THE SERVO MOTOR, CAUSING THE SERVO MOTOR TO OPERATE AND THE DAMPER TO MOVE TO BI±LEVEL
POSITION. WHEN THE DAMPER REACHES BI±LEVEL POSITION, A GROUND CUT SIGNAL IS INPUT TO TERMINAL ªBº OF THE
CONTROL CIRCUIT, THE CONTROL CIRCUIT OPERATES, THE SERVO MOTOR STOPS ROTATING AND THE DAMPER STOPS AT
BI±LEVEL.
WHEN ANOTHER MODE POSITION IS SWITCHED TO, INPUT OF SIGNALS TO TERMINAL ªAº AND TERMINAL ªBº OF THE CONTROL
CIRCUIT THAT GROUND IS MADE OR GROUND IS NOT MADE (AS EXPLAINED ABOVE) ACTIAVTES THE CONTROL CIRCUIT AND
MOVES THE SERVO MOTOR TO THE DESIRED POSITION.
3. AIR CONDITIONING OPERATION
WHEN THE IGNITION SW ON, CURRENT FLOWS FROM GAUGE FUSE TO TERMINAL 12 OF THE HEATER CONTROL SW, TERMINAL 6
OF THE AIR VENT MODE CONTROL SERVO MOTOR.
WHEN THE BLOWER SW IS ON, CURRENT FLOWS FROM THE GAUGE FUSE " HEATER RELAY (COIL SIDE) " TERMINAL 7 OF THE
BLOWER SW " TERMINAL 5 " GROUND, ACTIVATING THE HEATER RELAY. THIS CAUSES CURRENT TO FLOW FROM THE HEATER
FUSE TO THE HEATER RELAY (POINT SIDE) " A/C FUSE " TERMINAL 7 OF THE HEATER CONTROL SW (A/C SW). IF THE HEATER
CONTROL (A/C SW) IS THEN TURNED ON AT THIS TIME, A SIGNAL IS INPUT TO THE A/C AMPLIFIRE. THIS ACTIVATES THE A/C
AMPLIFIER AND A/C MAGNETIC CLUTCH RELAY SO THAT CURRENT FLOWS FROM THE GAUGE FUSE TO THE A/C MAGNETIC
CLUTCH RELAY (POINT SIDE) " A/C MAGNETIC CLUTCH, CAUSING THE COMPRESSOR TO OPERATE. THE VSV (FOR A/C IDLE±UP)
IS TURNED ON SIMULTANEOUSLY TO PREVENT A DECREASE IN ENGINE SPEED DUE TO A/C OPERATION.
HEATER RELAY
(4)5± (4)4 : CLOSED WITH THE IGNITION SW ON AND BLOWER SW ON
A/C MAGNETIC CLUTCH RELAY
(4)5± (4)3 : CLOSED WITH THE IGNITION SW ON AND BLOWER SW ON AND A/C SW ON
A 2 A/C DUAL PRESSURE SW
1±4 : OPEN WITH PRESSURE 2.1 KG/CM (30 PSI, 206 KPA) OR ABOVE 27 KG/CM (384 PSI, 2646 KPA)
B 5 BLOWER RESISTOR
6±2 : APPROX. 1.12 W
2±3 : APPROX. 0.5 W
3±1 : APPROX. 0.2 W
SYSTEM OUTLINE
SERVICE HINTS

254
AIR CONDITIONING (LEVER CONTROL SW TYPE)
CURRENT ALWAYS FLOWS FROM THE HEATER FUSE TO TERMINAL 5 OF THE HEATER RELAY. WHEN THE IGNITION SW IS TURNED
ON, CURRENT FLOWS FROM GAUGE FUSE TO TERMINAL 2 OF THE AIR VENT MODE CONTROL SERVO MOTOR AND A/C MAGNETIC
CLUTCH RELAY (COIL SIDE) " TERMINAL 12 OF THE A/C AMPLIFIER, TERMINAL 1 OF THE A/C DUAL PRESSURE SW " TERMINAL 4
" TERMINAL 2 OF THE A/C AMPLIFIER, HEATER RELAY (COIL SIDE) " TERMINAL 3 OF THE BLOWER SW.
1. OPERATION OF AIR VENT MODE CONTROL SERVO MOTOR
WHEN THE DAMPER IS IN FACE POSITION AND THE BI±LEVEL OF THE AIR VENT MODE CONTROL SW IS THEN TURNED ON,
CURRENT FLOWS FROM TERMINAL 7 OF THE AIR VENT MODE CONTROL SW " TERMINAL 5 OF THE AIR VENT MODE CONTROL
SERVO MOTOR SO THAT A SIGNAL THAT THE GROUND CIRCUIT IS ACTIVATED IS INPUT TO TERMINAL ªBº OF THE CONTROL
CIRCUIT INSIDE THE AIR VENT MODE CONTROL SERVO MOTOR. SIMULTANEOUSLY, A SIGNAL THAT THE GROUND CIRCUIT IS NOT
ACTIVATED IS INPUT TO TERMINAL ªAº OF THE CONTROL CIRCUIT INSIDE THE SERVO MOTOR. THESE TWO SIGNALS ACTIVATE
THE CONTROL CIRCUIT SO THAT CURRENT FROM THE GAUGE FUSE TO THE SERVO MOTOR, CAUSING THE SERVO MOTOR TO
OPERATE AND THE DAMPER TO MOVE TO BI±LEVEL POSITION. WHEN THE DAMPER REACHES BI±LEVEL POSITION. A GROUND
CUT SIGNAL IS INPUT TO TERMINAL ªBº OF THE CONTROL CIRCUIT, THE CONTROL CIRCUIT OPERATES, THE SERVO MOTOR
STOPS ROTATING AND THE DAMPER STOPS AT BI±LEVEL.
WHEN ANOTHER MODE POSITION IS SWITCHED TO, INPUT OF SIGNALS TO TERMINAL ªAº AND TERMINAL ªBº OF THE CONTROL
CIRCUIT THAT GROUND IS NOT MADE (AS EXPLAINED ABOVE) ACTIVATES THE CONTROL CIRCUIT AND MOVES THE SERVO
MOTOR TO THE DESIRED POSITION.
2. AIR CONDITIONING OPERATION
WHEN THE BLOWER SW IS ON, CURRENT FLOWS THE GAUGE FUSE " HEATER RELAY (COIL SIDE) " TERMINAL 3 OF THE
BLOWER SW " TERMINAL 1 " GROUND, ACTIVATING THE HEATER RELAY. THIS CAUSES CURRENT TO FLOW FROM THE HEATER
FUSE TO THE HEATER RELAY (POINT SIDE) " A/C FUSE " TERMINAL 2 OF THE A/C SW. IF THE A/C SW IS THEN TURNED ON AT
THIS TIME. A SIGNAL IS INPUT TO THE A/C AMPLIFIER. THIS ACTIVATES THE A/C AMPLIFER AND A/C MAGNETIC CLUTCH RELAY SO
THAT CURRENT FLOWS FROM THE GAUGE FUSE TO THE A/C MAGNETIC CLUTCH RELAY (POINT SIDE) " A/C MAGNETIC CLUTCH.
CAUSING THE COMPRESSOR TO OPERATE. THE VSV (FOR A/C IDLE±UP) IS TURNED ON SIMULTANEOUSLY TO PREVENT A
DECREASE IN ENGINE SPEED DUE TO A/C OPERATION.
HEATER RELAY
(4)5± (4)4 : CLOSED WITH THE IGNITION SW ON AND BLOWER SW ON
A/C MAGNETIC CLUTCH RELAY
(5)5± (5)3 : CLOSED WITH THE IGNITION SW ON AND BLOWER SW ON AND A/C SW ON
A 2 A/C DUAL PRESSURE SW
1±4 : OPEN WITH PRESSURE 2.1 KG/CM (30 PSI, 206 KPA) OR ABOVE 27 KG/CM (384 PSI, 2646 KPA)
B 5 BLOWER RESISTOR
6±1 : APPROX. 3.17 W
6±3 : APPROX. 1.38 W
2±6 : APPROX. 0.38 W
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
A 228 (1MZ±FE), 30 (5S±FE)A1732H 833
A 328 (1MZ±FE), 30 (5S±FE)B 432I 230 (5S±FE)
A1032B 532J 133
A1132B 632
A1232C1432
: RELAY BLOCKS
CODESEE PAGERELAY BLOCKS (RELAY BLOCK LOCATION)
425R/B NO. 4 (RIGHT KICK PANEL)
526R/B NO. 5 (ENGINE COMPARTMENT LEFT)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1B20COWL WIRE AND J/B NO 1 (INSTRUMENT PANEL LEFT)1D20COWL WIRE AND J/B NO. 1 (INSTRUMENT PANEL LEFT)
SYSTEM OUTLINE
SERVICE HINTS