1996 TOYOTA RAV4 turn signal

82
TURN SIGNAL AND HAZARD WARNING LIGHT
IG G-Y
G-B
W-B Y
W-B
3
A FROM POW ER SO URCE SYSTEM (
SEE PAGE 54)
15A
HAZ-HORN7. 5A TURN
[FUSE BLOCK]
CTION
NECTOR
J 4
JU NC
CONNECTOR TU R C13
NAL
RE
[R E R 9 RE
[R ETURN SIGNAL
INDICATOR LIGHT
[C O M B . M E T E R ]
B
15 5 14 3
BH BI EA
W-B
W-B W-B
W-B
W-B W-B
W-B
W-B
W-B W-B
R 8B C 9 , C 10
A5 F 8
A A A AB A
CONNECTORJUN CTIO N
CONNECTORB J10 , J11
A
W
G-R G-R
G- W G-W
W G-B
G-Y
G-W
G-B
G-Y
1 2 N SIGNAL SWH 4
TURN SIG
FLASHER
G-W
IB28G-R
G-R 2
5
5
B
AB
AJ 4
JUN
CON
TIO NB
1G 4 1G 6
1J 3 1J 14 1L 7 1L 8 1B 3 1C 9
-B
-Y G- -Y -B -Y -B
G-
2 3
2 3 A 7B9
B 2
FRONT TURN
SIGNAL LIGHT RH F 4 FR O NT TUR N
SIGNAL LIG HT LH F 3 AR TURN SIGNAL LIGHT RH
AR C O M B. L IG HT RH ] AR TURN SIGNAL LIGHT LH
AR C O M B. L IG HT LH ]
LH RHTURN
5 5 66
G
G G G G G
A AA
JUNCTIO N J 1
[CO
6 5 9 7 2 3 1810
OFF
ON HAZARD TURNRH
LH M B. SW ] HAZARD SW
1E5
1C10
1A5
1H81B 6

83
(5) TURN SIGNAL FLASHER
(5) 2-GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW ON OR THE HAZARD SW ON
(5) 1-GROUND : CHANGES FROM 12 TO 0 VOLTS WITH THE IGNITION SW ON AND THE TURN SIGNAL SW LEFT OR RIGHT,
OR WITH THE HAZARD SW ON
(5) 3-GROUND : ALWAYS CONTINUITY
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
C 9A30F 831J 11B31
C10B30H 431R 832 (2-DOOR), 33 (4-DOOR)
C1330J 131R 932 (2-DOOR), 33 (4-DOOR)
F 328J 431
F 428J10A31
: RELAY BLOCKS
CODESEE PAGERELAY BLOCKS (RELAY BLOCK LOCATION)
223R/B NO. 2 (ENGINE COMPARTMENT LEFT)
524R/B NO. 5 (LEFT KICK PANEL)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1A
1B20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LOWER FINISH PANEL)
1C
20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LOWER FINISH PANEL)
1E20FUSE BLOCK ASSY WIRE AND J/B NO. 1 (LOWER FINISH PANEL)
1G
1H20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LOWER FINISH PANEL)
1J
20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LOWER FINISH PANEL)
1L20FLOOR WIRE AND J/B NO. 1 (LOWER FINISH PANEL)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CODESEE PAGEJOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
IB236ENGINE ROOM MAIN WIRE AND INSTRUMENT PANEL WIRE (RIGHT KICK PANEL)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
EA34RADIATOR RIGHT
IG36RIGHT KICK PANEL
BH38 (2-DOOR)UNDER THE CENTER PILLAR LHBH40 (4-DOOR)UNDER THE CENTER PILLAR LH
BI38 (2-DOOR)UNDER THE CENTER PILLAR RHBI40 (4-DOOR)UNDER THE CENTER PILLAR RH
SERVICE HINTS

98
DOOR LOCK CONTROL
CURRENT ALWAYS FLOWS TO TERMINAL 8 OF THE DOOR LOCK CONTROL RELAY THROUGH THE POWER FUSE.
1. MANUAL LOCK OPERATION
WHEN THE DOOR LOCK CONTROL SW OR DOOR KEY LOCK AND UNLOCK SW ARE PUSHED TO LOCK POSITION, A LOCK SIGNAL IS
INPUT TO TERMINAL 10 OF THE DOOR LOCK CONTROL RELAY AND CAUSES THE RELAY TO FUNCTION. CURRENT FLOWS FROM
TERMINAL 8 OF THE RELAY "TERMINAL 4 "TERMINAL 5 OF THE FRONT DOOR LOCK MOTORS, TERMINAL 2 OF THE REAR DOOR
LOCK MOTORS, TERMINAL 3 OF THE BACK DOOR LOCK MOTOR "TERMINAL 4 OF THE FRONT DOOR LOCK MOTORS, TERMINAL 1
OF THE REAR DOOR LOCK MOTORS, TERMINAL 1 OF THE BACK DOOR LOCK MOTOR "TERMINAL 3 OF THE RELAY "TERMINAL
16 "GROUND AND THE DOOR LOCK MOTOR CAUSES THE DOOR TO LOCK.
2. MANUAL UNLOCK OPERATION
WHEN THE DOOR LOCK CONTROL SW OR DOOR KEY LOCK AND UNLOCK SW ARE PUSHED TO UNLOCK POSITION, AN UNLOCK
SIGNAL IS INPUT TO TERMINAL 11 OF THE DOOR LOCK CONTROL RELAY AND CAUSES THE RELAY TO FUNCTION. CURRENT
FLOWS FROM TERMINAL 8 OF THE RELAY "TERMINAL 3 "TERMINAL 4 OF THE FRONT DOOR LOCK MOTORS, TERMINAL 1 OF
THE REAR DOOR LOCK MOTORS, TERMINAL 1 OF THE BACK DOOR LOCK MOTOR "TERMINAL 5 OF THE FRONT DOOR LOCK
MOTORS, TERMINAL 2 OF THE REAR DOOR LOCK MOTORS, TERMINAL 3 OF THE BACK DOOR LOCK MOTOR "TERMINAL 4 OF THE
RELAY "TERMINAL 16 "GROUND AND DOOR LOCK MOTOR CAUSES DOOR TO UNLOCK.
3. DOUBLE OPERATION UNLOCK OPERATION
WHEN THE DOOR KEY LOCK AND UNLOCK SW (DRIVER'S SIDE) IS TURNED TO THE UNLOCK SIDE, ONLY THE DRIVER'S DOOR IS
MECHANICALLY UNLOCKED. TURNING THE DOOR KEY LOCK AND UNLOCK SW (DRIVER'S SIDE) TO THE UNLOCK SIDE CAUSES A
SIGNAL TO BE INPUT TO TERMINAL 9 OF THE RELAY, AND IF THE SIGNAL IS INPUT AGAIN WITHIN 3 SECONDS BY TURNING THE SW
TO THE UNLOCK SIDE AGAIN, CURRENT FLOWS FROM TERMINAL 3 OF THE DOOR LOCK CONTROL RELAY "TERMINAL 4 OF THE
FRONT DOOR LOCK MOTORS, TERMINAL 1 OF THE REAR DOOR LOCK MOTORS, TERMINAL 1 OF THE BACK DOOR LOCK MOTOR "
TERMINAL 5 OF THE FRONT DOOR LOCK MOTORS, TERMINAL 2 OF THE REAR DOOR LOCK MOTORS, TERMINAL 3 OF THE BACK
DOOR LOCK MOTOR "TERMINAL 4 OF THE RELAY "TERMINAL 16 "GROUND, CAUSING THE DOOR LOCK MOTORS TO OPERATE
AND UNLOCK THE DOORS.
D 5 DOOR LOCK CONTROL RELAY
16-GROUND : ALWAYS CONTINUITY
3-GROUND : APPROX. 12 VOLTS 0.2 SECONDS WITH FOLLOWING OPERATION
* DOOR LOCK CONTROL SW UNLOCKED
* UNLOCKING THE DRIVER'S DOOR CYLINDER WITH KEY
4-GROUND : APPROX. 12 VOLTS 0.2 SECONDS WITH FOLLOWING OPERATION
* DOOR LOCK CONTROL SW LOCKED
* LOCKING THE DRIVER'S DOOR CYLINDER WITH KEY
10-GROUND :0 VOLTS WITH DOOR LOCK CONTROL SW LOCKED
0 VOLTS WITH DRIVER'S DOOR LOCK CYLINDER LOCKED WITH KEY
11-GROUND :0 VOLTS WITH DOOR LOCK CONTROL SW UNLOCKED AND DRIVER'S DOOR LOCK CYLINDER UNLOCKED WITH
KEY
8-GROUND : ALWAYS APPROX. 12 VOLTS
SYSTEM OUTLINE
SERVICE HINTS

102
POWER WINDOW
WHEN THE IGNITION SW IS TURNED ON, CURRENT FLOWS THROUGH THE GAUGE FUSE "TERMINAL 1 OF THE DOOR LOCK
CONTROL RELAY " TERMINAL 15 " TERMINAL 1 OF THE POWER MAIN RELAY " TERMINAL 2 " GROUND. THIS ACTIVATES THE
RELAY, AND THE CURRENT FROM POWER FUSE FLOWS THROUGH TERMINAL 5 OF THE RELAY TO TERMINAL 3 " TERMINAL 9
(2-DOOR), 7 OR 8 (4-DOOR) OF THE POWER WINDOW MASTER SW "TERMINAL 6 (2-DOOR), 1 OR 2 (4-DOOR) OF THE MASTER
SW "GROUND.
1. MANUAL OPERATION (DRIVER'S WINDOW)
WITH THE IGNITION SW TURNED ON AND THE POWER WINDOW MASTER SW (MANUAL SW) AT UP POSITION, THE CURRENT
THROUGH TERMINAL 9 (2-DOOR), 7 OR 8 (4-DOOR) OF THE POWER WINDOW MASTER SW FLOWS TO TERMINAL 3 (2-DOOR), 6
(4-DOOR) OF THE MASTER SW " TERMINAL 1 (2-DOOR), 2 (4-DOOR) OF THE POWER WINDOW MOTOR " TERMINAL 2 (2-DOOR),
1 (4-DOOR) " TERMINAL 4 (2-DOOR), 13 (4-DOOR) OF THE MASTER SW " TERMINAL 6 (2-DOOR), 1 OR 2 (4-DOOR)" GROUND,
ROTATING THE POWER WINDOW MOTOR IN THE UP DIRECTION. THE WINDOW ASCENDS ONLY WHILE THE POWER WINDOW
MASTER SW (MANUAL SW) IS PUSHED. IN DOWN OPERATION, THE CURRENT THROUGH TERMINAL 9 (2-DOOR), 7 OR 8 (4-DOOR)
OF THE POWER WINDOW MASTER SW FLOWS TO TERMINAL 4 (2-DOOR), 13 (4-DOOR) OF THE MASTER SW "TERMINAL 2
(2-DOOR), 1 (4-DOOR) OF THE POWER WINDOW MOTOR "TERMINAL 1 (2-DOOR), 2 (4-DOOR) "TERMINAL 3 (2-DOOR), 6
(4-DOOR) "TERMINAL 6 (2-DOOR), 1 OR 2 (4-DOOR) "GROUND, ROTATING THE MOTOR IN THE DOWN DIRECTION.
2. AUTO DOWN OPERATION
WITH THE IGNITION SW ON AND THE AUTO SW OF THE POWER WINDOW MASTER SW IN DOWN POSITION, THE CURRENT
THROUGH TERMINAL 9 (2-DOOR), 7 OR 8 (4-DOOR) OF THE MASTER SW FLOWS TO TERMINAL 4 (2-DOOR), 13 (4-DOOR) OF THE
MASTER SW " TERMINAL 2 (2-DOOR), 1 (4-DOOR) OF THE POWER WINDOW MOTOR " TERMINAL 1 (2-DOOR), 2 (4-DOOR) "
TERMINAL 3 (2-DOOR), 6 (4-DOOR) OF THE MASTER SW " TERMINAL 6 (2-DOOR), 1 OR 2 (4-DOOR)" GROUND, CAUSING THE
MOTOR TO ROTATE IN DOWN DIRECTION. THEN THE SOLENOID IN THE MASTER SW IS ACTIVATED AND IT LOCKS THE AUTO SW
BEING PUSHED, KEEPING THE MOTOR ON ROTATING IN AUTO DOWN OPERATION. WHEN THE WINDOW HAS COMPLETELY
DESCENDED, THE CURRENT BETWEEN TERMINAL 3 (2-DOOR), 6 (4-DOOR) OF THE MASTER SW AND TERMINAL 6 (2-DOOR), 1 OR
2 (4-DOOR) OF THE MASTER SW INCREASES. AS A RESULT, THE SOLENOID STOPS OPERATING, THE AUTO SW IS TURNED OFF,
AND THE CURRENT FROM TERMINAL 9 (2-DOOR), 7 OR 8 (4-DOOR) OF THE MASTER SW TO TERMINAL 4 (2-DOOR), 13 (4-DOOR) IS
CUT OFF, STOPPING THE MOTOR SO THAT AUTO STOP OCCURS.
3. STOPPING OF AUTO DOWN AT DRIVER'S WINDOW
WHEN THE MANUAL SW (DRIVER'S) IS PUSHED TO THE UP SIDE DURING AUTO DOWN OPERATION, A GROUND CIRCUIT OPENS IN
THE MASTER SW AND CURRENT FROM TERMINAL 3 (2-DOOR), 6 (4-DOOR) OF THE MASTER SW TO GROUND IS CUT OFF, SO THE
MOTOR STOPS, CAUSING AUTO DOWN OPERATION TO STOP. IF THE MASTER SW IS PUSHED CONTINUOUSLY, THE MOTOR
ROTATES IN THE UP DIRECTION IN MANUAL UP OPERATION.
4. MANUAL OPERATION BY POWER WINDOW SW (PASSENGER'S WINDOW)
WHEN POWER WINDOW CONTROL SW (PASSENGER'S) IS PUSHED TO THE UP SIDE, THE CURRENT THROUGH TERMINAL 4 OF THE
POWER WINDOW SW FLOWS TO TERMINAL 3 OF THE SW "TERMINAL 2 (2-DOOR), 1 (4-DOOR) OF THE POWER WINDOW MOTOR
" TERMINAL 1 (2-DOOR), 2 (4-DOOR) "TERMINAL 1 OF THE POWER WINDOW SW "TERMINAL 2 " TERMINAL 7 (2-DOOR), 5
(4-DOOR) OF THE MASTER SW "TERMINAL 6 (2-DOOR), 1 OR 2 (4-DOOR) "GROUND, CAUSING THE POWER WINDOW MOTOR
(PASSENGER'S) TO ROTATE IN THE UP DIRECTION. UP OPERATION CONTINUES ONLY WHILE THE POWER WINDOW CONTROL SW
IS PULLED TO THE UP SIDE. WHEN THE WINDOW DESCENDS, THE CURRENT TO THE MOTOR FLOWS IN THE OPPOSITE
DIRECTION, FROM TERMINAL 1 (2-DOOR), 2 (4-DOOR) TO TERMINAL 2 (2-DOOR), 1 (4-DOOR), AND THE MOTOR ROTATES IN
REVERSE. WHEN THE WINDOW LOCK SW IS PUSHED TO THE LOCK SIDE, THE GROUND CIRCUIT TO THE PASSENGER'S WINDOW
BECOMES OPEN. AS A RESULT, EVEN IF OPEN/CLOSE OPERATION OF THE PASSENGER'S WINDOW IS TRIED, THE CURRENT FROM
TERMINAL 6 (2-DOOR), 1 OR 2 (4-DOOR) OF THE POWER WINDOW MASTER SW IS NOT GROUNDED AND THE MOTOR DOES NOT
ROTATE, SO THE PASSENGER'S WINDOW CAN NOT BE OPERATED AND WINDOW LOCK OCCURS. FURTHERMORE REAR LH RH
WINDOW OPERATES THE SAME AS THE ABOVE CIRCUIT.
5. KEY OFF POWER WINDOW OPERATION
WITH THE IGNITION SW TURNED FROM ON TO OFF, THE DOOR LOCK CONTROL RELAY OPERATES AND CURRENT FLOWS FROM
POWER FUSE TO TERMINAL 8 OF THE RELAY " TERMINAL 15 " TERMINAL 1 OF POWER MAIN RELAY " TERMINAL 2 " GROUND
FOR ABOUT 60 SECONDS. THE SAME AS NORMAL OPERATION, THE CURRENT FLOWS FROM POWER FUSE "TERMINAL 5 OF THE
POWER MAIN RELAY "TERMINAL 3 "TERMINAL 9 (2-DOOR), 7 OR 8 (4-DOOR) OF THE POWER WINDOW MASTER SW AND
THROUGH TERMINAL 3 OF THE POWER MAIN RELAY TO TERMINAL 3 OR 4 OF THE POWER WINDOW SW. AS A RESULT, FOR ABOUT
60 SECONDS AFTER THE IGNITION SW IS TURNED OFF, THE FUNCTIONING OF THIS RELAY MAKES IT POSSIBLE TO RAISE AND
LOWER THE POWER WINDOW. ALSO, BY OPENING THE FRONT DOOR (DOOR OPEN DETECTION SW ON) WITHIN ABOUT 60
SECONDS AFTER TURNING THE IGNITION SW TO OFF, A SIGNAL IS INPUT TO DOOR LOCK CONTROL RELAY. AS A RESULT, THE
RELAY TURNS OFF, AND UP AND DOWN MOVEMENT OF THE POWER WINDOW STOPS.
SYSTEM OUTLINE

11 3
CURRENT ALWAYS FLOWS TO TERMINAL 1 OF THE INTEGRATION RELAY THROUGH THE DOME FUSE.
1. SEAT BELT WARNING SYSTEM
WHEN THE IGNITION SW IS TURNED ON, CURRENT FLOWS FROM THE GAUGE FUSE TO TERMINAL 7 OF THE INTEGRATION RELAY.
AT THE SAME TIME, CURRENT FLOWS TO TERMINAL 9 OF THE RELAY FROM THE GAUGE FUSE THROUGH THE SEAT BELT
WARNING LIGHT. THIS CURRENT ACTIVATES THE INTEGRATION RELAY AND THE CURRENT FLOWING THROUGH THE WARNING
LIGHT FLOWS FROM TERMINAL 9 OF THE RELAY " TERMINAL 10 " GROUND, CAUSING THE WARNING LIGHT TO LIGHT UP. A
BUCKLE SW OFF SIGNAL IS INPUT TO TERMINAL 8 OF THE RELAY, THE CURRENT FLOWING TO TERMINAL 7 OF THE RELAY FLOWS
FROM TERMINAL 10 " GROUND AND THE SEAT BELT WARNING BUZZER SOUNDS FOR APPROX. 4-8 SECONDS. HOWEVER, IF THE
SEAT BELT IS PUT ON DURING THIS PERIOD (WHILE THE BUZZER IS SOUNDING), SIGNAL INPUT TO TERMINAL 8 OF RELAY STOPS
AND THE CURRENT FLOW FROM TERMINAL 7 OF THE RELAY " TERMINAL 10 " GROUND IS CUT, CAUSING THE BUZZER TO STOP.
2. UNLOCK WARNING SYSTEM
WITH THE IGNITION KEY INSERTED IN THE KEY CYLINDER (UNLOCK SW ON), THE IGNITION SW STILL OFF AND DRIVER'S DOOR
OPEN (DOOR COURTESY SW ON), WHEN A SIGNAL IS INPUT TO TERMINAL 6 OF THE RELAY, THE INTEGRATION RELAY OPERATES,
CURRENT FLOWS FROM TERMINAL 7 OF THE RELAY " TERMINAL 10 " GROUND AND UNLOCK WARNING BUZZER SOUNDS.
B 6 BUCKLE SW LH
1-2 : CLOSED WITH DRIVER'S SEAT BELT IN USE
D 6 DOOR COURTESY SW (DRIVER'S SIDE)
1-GROUND : CLOSED WITH LH DOOR OPEN
U 1 UNLOCK WARNING SW
10-9 : CLOSED WITH IGNITION KEY IN CYLINDER
INTEGRATION RELAY
10-GROUND : ALWAYS CONTINUITY
6-GROUND : CONTINUITY WITH THE DRIVER'S DOOR OPEN
5-GROUND : CONTINUITY WITH IGNITION KEY IN CYLINDER
8-GROUND : CONTINUITY WITH THE DRIVER'S SEAT BELT IN USE
9-GROUND :0 VOLTS WITH THE IGNITION SW ON AND THE BUCKLE SW LH OFF
1-GROUND : ALWAYS APPROX. 12 VOLTS
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
B 630D 632 (2-DOOR), 33 (4-DOOR)J11B31
C 9A30F 831U 131
C11B30J10A31
: RELAY BLOCKS
CODESEE PAGERELAY BLOCKS (RELAY BLOCK LOCATION)
223R/B NO. 2 (ENGINE COMPARTMENT LEFT)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1B20INSTRUMENT PANEL WIRE AND J/B NO 1 (LOWER FINISH PANEL)1D20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LOWER FINISH PANEL)
1E20FUSE BLOCK ASSY WIRE AND J/B NO. 1 (LOWER FINISH PANEL)
1H
1I20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LOWER FINISH PANEL)
1J
20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LOWER FINISH PANEL)
1L20FLOOR WIRE AND J/B NO. 1 (LOWER FINISH PANEL)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
ID36LEFT KICK PANEL
SYSTEM OUTLINE
SERVICE HINTS

130
ELECTRONICALLY CONTROLLED TRANSMISSION
THIS SYSTEM ELECTRONICALLY CONTROLS THE GEAR SHIFT TIMING, LOCK-UP TIMING, THE CLUTCH AND BRAKE HYDRAULIC
PRESSURE, AND THE ENGINE TORQUE DURING SHIFTING TO ACHIEVE OPTIMUM SHIFT FEELING.
IN ACCORDING TO THE VEHICLE DRIVING CONDITIONS AND ENGINE OPERATING CONDITIONS AS DETECTED BY VARIOUS
SENSORS.
1. GEAR SHIFT OPERATION
DURING DRIVING, THE ENGINE CONTROL MODULE SELECTS THE SHIFT FOR EACH GEAR WHICH IS MOST APPROPRIATE TO THE
DRIVING CONDITIONS, BASED ON INPUT SIGNALS FROM THE ENGINE COOLANT TEMP. SENSOR TO TERMINAL THW OF THE
ENGINE CONTROL MODULE, AND ALSO THE INPUT SIGNALS TO TERMINAL SPD OF THE ENGINE CONTROL MODULE FROM THE
SPEEDOMETER DEVOTED TO THE ELECTRONICALLY CONTROLLED TRANSMISSION. CURRENT IS THEN OUTPUT TO THE
ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID. WHEN SHIFTING TO 1ST SPEED, CURRENT FLOWS FROM TERMINAL
S1 OF THE ENGINE CONTROL MODULE "TERMINAL
(A) 3 (2WD) OR (B) 3 (4WD) OF THE ELECTRONICALLY CONTROLLED
TRANSMISSION SOLENOID "GROUND, AND CONTINUES TO THE NO. 1 SOLENOID CAUSES THE SHIFT.
FOR 2ND SPEED, CURRENT FLOWS FROM TERMINAL S1 OF THE ENGINE CONTROL MODULE "TERMINAL 3 OF THE
ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID "GROUND, AND FROM TERMINAL S2 OF THE ENGINE CONTROL
MODULE "TERMINAL
(A) 1 (2WD) OR (B) 6 (4WD) OF THE ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID "
GROUND, AND CONTINUES TO SOLENOIDS NO. 1 AND NO. 2 CAUSES THE SHIFT.
FOR 3RD SPEED, THERE IS NO CONTINUOUS TO NO. 1 SOLENOID, ONLY TO NO. 2 CAUSING THE SHIFT.
SHIFTING INTO 4TH SPEED (OVERDRIVE) TAKES PLACE WHEN THERE IS NO CONTINUOUS TO EITHER NO. 1 OR NO. 2 SOLENOID.
2. LOCK-UP OPERATION
WHEN THE ENGINE CONTROL MODULE JUDGES FROM EACH SIGNAL THAT LOCK-UP OPERATION CONDITIONS HAVE BEEN MET,
CURRENT FLOWS FROM TERMINAL SL OF THE ENGINE CONTROL MODULE "TERMINAL
(A) 2 (2WD) OR (B) 5 (4WD) OF THE
ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID "GROUND, CONTINUES 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 B/K OF THE ENGINE CONTROL MODULE, THE ENGINE CONTROL MODULE OPERATES AND CURRENT TO THE LOCK-UP
SOLENOID IS CUT.
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 OD2 OF THE ENGINE CONTROL
MODULE AND ENGINE CONTROL MODULE OPERATION CAUSES GEAR SHIFT 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 THROUGH THE O/D MAIN SW TO GROUND. CAUSING THE INDICATOR LIGHT TO LIGHT UP. AT THE SAME TIME, A
SIGNAL IS INPUT TO TERMINAL OD2 OF THE ENGINE CONTROL MODULE AND ENGINE CONTROL MODULE OPERATION
PREVENTS SHIFT INTO OVERDRIVE.
SYSTEM OUTLINE

131
5. CENTER DIFFERENTIAL CLUTCH CONTROL (4WD)
THE CENTER DIFFERENTIAL CLUTCH CONTROL USES A LINEAR SOLENOID TYPE VALVE (SOLENOID VALVE SLD) TO CONTROL THE
CENTER DIFFERENTIAL CLUTCH. BY CONTROLLING THE FLUID PRESSURE, THE LIMITED SLIP DIFFERENTIAL EFFECT OF THE
CENTER DIFFERENTIAL CAN ALWAYS BE MAINTAINED AT THE OPTIMUM FOR THE CURRENT DRIVING CONDITIONS TO INCREASE
ROAD-HOLDING ABILITY.
SOLENOID VALVE SLD OPENS AND CLOSES IN RESPONSE TO SIGNALS FROM THE ENGINE CONTROL MODULE. THUS THE
SOLENOID MODULATOR VALVE MAINTAINS A CONSTANT FLUID PRESSURE FOR OPERATION OF THE CENTER DIFFERENTIAL
CLUTCH CONTROL VALVE AND CENTER DIFFERENTIAL CLUTCH.
*NORMAL DRIVING
SOLENOID VALVE SLD OPENS AND CLOSES IN RESPONSE TO THE THROTTLE OPENING ANGLE TO CONTROL THE FLUID
PRESSURE OPERATING ON THE CENTER DIFFERENTIAL CLUTCH. WHEN THE VEHICLE TAKES OFF IN FIRST GEAR WITH A
LARGE THROTTLE OPENING ANGLE, THE FLUID PRESSURE IS KEPT HIGH. SO EVEN IF THE VEHICLE TAKES OFF SUDDENLY OR
THE ROAD SURFACE IS SLIPPERY, SMOOTH, RELIABLE ACCELERATION IS POSSIBLE.
*SLIPPING
WHEN A LARGE DIFFERENCE OCCURS BETWEEN THE FRONT WHEEL SPEED AND REAR WHEEL SPEED AT LOW SPEEDS,
SOLENOID VALVE SLD IS FULLY CLOSED TO APPLY HIGH FLUID PRESSURE TO THE CENTER DIFFERENTIAL CLUTCH AND
PROVIDE A LARGE LIMITED SLIP DIFFERENTIAL EFFECT.
*WIDE CORNERING
WHEN DIFFERENCES ARISE BETWEEN THE FRONT WHEEL SPEED AND REAR WHEEL SPEED DUE TO DIFFERENCES IN THE
TURNING RADIUS DURING CORNERING AT LOW SPEEDS, SOLENOID VALVE SLD IS FULLY OPEN TO APPLY A WEAK LIMITED SLIP
DIFFERENTIAL EFFECT AND PERMIT SMOOTH CORNERING.
6. ELECTRONICALLY CONTROLLED TRANSMISSION PATTERN SELECT SW
IF THE ELECTRONICALLY CONTROLLED TRANSMISSION PATTERN SELECT SW IS CHANGED FROM NORMAL TO POWER, THE
CURRENT THROUGH THE POWER INDICATOR FLOWS TO GROUND, CURRENT FLOWS TO TERMINAL P OF THE ENGINE CONTROL
MODULE, THE ENGINE CONTROL MODULE OPERATES, AND SHIFT UP AND SHIFT DOWN OCCURS AT HIGHER VEHICLE SPEEDS
THAN WHEN THE SW IS IN NORMAL POSITION.

139
WHEN THE IGNITION SW IS TURNED TO ACC POSITION THE CURRENT FROM THE CIG & RAD FUSE FLOWS TO TERMINAL 5 OF THE
SHIFT LOCK ECU, IN THE ON POSITION, THE CURRENT FROM THE ECU-IG FUSE FLOWS TO TERMINAL 1 OF THE ECU.
1. SHIFT LOCK MECHANISM
WITH THE IGNITION SW ON, WHEN A SIGNAL THAT THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) AND A SIGNAL THAT
THE SHIFT LEVER IS PUT IN Pº POSITION (CONTINUITY BETWEEN P1 AND P OF THE SHIFT LOCK CONTROL SW) IS INPUT TO THE
ECU, THE ECU OPERATES AND CURRENT FLOWS FROM TERMINAL 1 OF THE ECU "TERMINAL SLS+ OF THE SHIFT LOCK
SOLENOID "SOLENOID " TERMINAL SLS- "TERMINAL 4 OF THE ECU "GROUND. THIS CAUSES THE SHIFT LOCK SOLENOID
TO TURN ON (PLATE STOPPER DISENGAGES) AND THE SHIFT LEVER CAN SHIFT INTO POSITION OTHER THAN THE Pº.
2. KEY INTERLOCK MECHANISM
WITH THE IGNITION SW ON OR ACC POSITION, WHEN THE SHIFT LEVER IS PUT IN Pº POSITION (NO CONTINUITY BETWEEN P2
AND P OF SHIFT LOCK CONTROL SW), THE CURRENT FLOWING FROM TERMINAL 6 OF THE ECU "THE KEY INTERLOCK SOLENOID
IS CUT OFF. THIS CAUSES THE KEY INTERLOCK SOLENOID TO TURN OFF (LOCK LEVER DISENGAGES FROM LOCK POSITION) AND
THE IGNITION KEY CAN BE TURNED FROM ACC TO LOCK POSITION.
S 4 SHIFT LOCK ECU
5-GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ACC OR ON POSITION
1-GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION
4-GROUND : ALWAYS CONTINUITY
2-GROUND : APPROX. 12 VOLTS WITH THE BRAKE PEDAL DEPRESSED
S 5 STOP LIGHT SW
2-1 : CLOSED WITH THE BRAKE PEDAL DEPRESSED
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
F 831S 431
K 231S 531
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1C20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LOWER FINISH PANEL)
1E20FUSE BLOCK ASSY WIRE AND J/B NO 1 (LOWER FINISH PANEL)1F20FUSE BLOCK ASSY WIRE AND J/B NO. 1 (LOWER FINISH PANEL)
1H20INSTRUMENT PANEL WIRE AND J/B NO 1 (LOWER FINISH PANEL)1I20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LOWER FINISH PANEL)
4C22INSTRUMENT PANEL WIRE AND J/B NO. 4 (RIGHT KICK PANEL)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
IG36RIGHT KICK PANEL
F 8
(
SEE PAGE 26)
12K 2
12
X4
56S 4
12S 5
BRO W N
SYSTEM OUTLINE
SERVICE HINTS