Page 1137 of 1807
148
ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T
INDICATOR (2JZ-GTE)
10
X
X 1
21
41
XX
X
42
623
23
43
63X
24
44
6445
6546
667
27
XX
28
X9
X
69X
31
X
80 X
79 78 X
77 X
76 14 13 12
20
X
X 1
312
X3
334
24X
25
XX7
X
XX
18
289
X
X
X
A AAA
AA AAAA AA
AAAAAAA
5 4 3 2 1
2
4X
756234
89101234
121234
156
XXX123 B DARK GRAY E 9
A DARK GRAY E10
I19 J 1 J 2 K 4
M 1 O 1 O 5 P 2 S 5
S11 T 2 T 6V10
V11BLACK
BLACK BLACK BLUE GRAY BLACK
BLUE BLACKBLACK
BLACK10
(
HI NT : SEE PAGE 7)(
HINT : SEE PAGE 7) 12
123T1 4
BLACK
121212
678 X X
Page 1138 of 1807
Page 1139 of 1807
30A
EFI
NO. 1
6
525 13
I17
EA33 EA18 EA14
IJ2 13 II1 13 IB1 42
22 22
EBB- OB B- WB- Y B- WB- R
B- W
B- Y
B- R
B- O
B
B- Y
B- W W- R W- R B
W- BB- W B- W
B- W B
B- R W- B
B- RB- O
IGNITION SW I19
PARK/NEUTRAL
POSITION SW P 2
2 FROM POWER SOURCE SYSTEM (
SEE PAGE 56)
EFI MAIN
RE L A Y E20
B- W
1
6
8B- W
B- R
7. 5A
ST 7. 5A
IGN
1K 4 1E 81J 6 1J 3
BATTERY
P
N
7AM2 IG2
ST2
30A
AM2
2A2
1 2
1
150
ELECTRONICALLY CONTROLLED TRANSMISSION
Page 1140 of 1807
E26 E26
A 24 A33 A31 B10 B9B8B23 B3
B 76 B77 A1B66 B45B 43 B64 1 2 B- R
B- W
B- Y
B- W
B
B- O
W- BB- R
W- B B- R
B- Y
B- W
B- R
W- R
R- L
B- R
R
G L- R
Y
W- B
R BR G- BY- RB- W
B
B- O
Y- R
G- B
Y
RB- R
2 3 5 4312 NSW STA IGS W
VG THA VTA1IDL1 M- REL BATT+B S1 S2 SL
ELECTRONICALLY CONTROLLED
TRANSMISSION SOLENOID E 2
SP2+ SP2-
VEHICLE SPEED SENSOR NO. 2
(
ELECTRONICALLY
CONT ROL LED T RAN SMI SSION) V11
T 2
THROTTLE POSITION
SENSORMASS AIR FL OW METER M 1
ENGINE CONTROL MODULEA E 9 , E10B
4E2 6 B 28EVG
VG THA E2G
E2B 41VC E23
+B
1
BRB- R
B- R W- BB- R
L- R
1 2B 44 THW
L- Y W- BENGINE COOLANT TEMP. SENSOR E 3
123
NO. 1
NO. 2
SLN W
B
Y
151
AND A/T INDICATOR (2JZ-GE)
Page 1141 of 1807
1 21 2
2 1
1 2
E28 E28
IEIJ1 11
IJ 2 12 IJ2 3A 4 A 20
B 24 B46 A3A18 B25 B7
3 12 8
4 OIL THG KD M G2 G-
W- B W- BB- R
O
BR- Y W- B W- B
W- B W- B
W- B
G- Y
W
GG- YY
G- W G- W WB- R
Y- L
(
SHIELDED)(
SHIELDED) STP TE1FROM P OWER SOURCE SYSTEM (
SEE PAGE 56)
STOP LIGHT
SW DA TA L INK
CONNECTOR 1
S11 D 1
Y A/T FLUID TEMP. SENSOR
EGR GAS TEMP. SENSOR
KICK DOWN SWA 5
E 1
K 4
ELECTRONICALLY CONTROLLED
TRANSMISSION PATTERN
SELECT SW E 8 ENGINE CONTROL MODULEA E 9 , E10B
B 26G1
R
B 27NE
B
1234
DISTRIBUTOR D 4
BR A 32PS
1 2
BR- W BRPOWER STEERING
PRESSURE SW P 3
B 65
W- B
E2
1J 11H 13
NORMAL
MANUAL
NE G1 G2 G-
TE1 +B
15A
STOP
1I 10
152
ELECTRONICALLY CONTROLLED TRANSMISSION
Page 1142 of 1807
I14
I17
EDII1 5II138 II111 A 9A10
B 69 B80 B79 A28 A25 A2
A65
A1
V W- LL- R G- BL- YY
P W- LV BR BR
BR BR
BR
BR
BR
P W- LV
P
L- RYYY G- BL- Y (
SHIELDED)
MI
OD2 EO2 EO1 E12L
JUNCTION
CONNECTOR J 2
FROM POWER SOURCE SYSTEM (
SEE PAGE 56)
ODO AN D
TR I P
TELLTALE
LIGHT RH T 6ENGINE CONTROL MODULEA E 9 , E10B
E28 BR BRIJ2 11
LG-B LG-B
FROM CRUISE CONTROL
ECU
A 12
OD 1
IJ2 7G- R
G- R
2
CRUISE CONTROL ECU C16
SP1
G- R
B 78 E03
BRBR
10A
GA UGE
1E 12
D
153
AND A/T INDICATOR (2JZ-GE)
Page 1143 of 1807
78109234
I2 1 I1 4I1 7 E28 I14 I1 4E2 8
II1 7II136 II11II118 II11 7 II127
IF 3 1 II1 2 II1 8II1 23
4 2
IE IH
S P EED
B 9A1A4A10 A6A7A8A11
B 11 B10 A12 A2A13
A 3 21
A L- Y
G- R Y
L- Y
G- R
L- R
W- L
V
V
V L- RY Y
W- B
W- BV
W- BV
W- BW- LRL- RR
L- RR
Y
G- BL- Y G- RL R- B G- W
G- BL- Y G- RL R- B G- W Y Y
Y Y
G- W
R- B
L
G- R
L- Y
G- BY YY
Y
A/T INDICATOR LIGHT SW
[P ARK/NE UTR AL P O S ITION S W] P 2
VE HIC LE S P EE D S E NS O R NO . 1
(
CO MBINATIO N METE R) V1 0
J UNC TION
CONNECTOR
O/D MAIN
SW O 5J 1
O/D OFFMANUPRND2 L
C O MBINATIO N ME TE RA C10 , C11 , C12
B
IFC 11
BRBR
C E28 G- B G- B
PRND2 L
154
ELECTRONICALLY CONTROLLED TRANSMISSION
Page 1144 of 1807

155
AND A/T INDICATOR (2JZ-GE)
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 FROM THE ENGINE COOLANT TEMP. SENSOR AND THE VEHICLE SPEED SIGNAL FROM
VEHICLE SPEED SENSOR NO. 2 IS INPUT TERMINAL (B) 23 OF THE ENGINE CONTROL MODULE. 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 AS THROTTLE ANGLE SIGNAL.
BASED ON THESE SIGNALS, THE ENGINE CONTROL MODULE 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 TERMINAL 1 OF THE 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 TERMINAL 2 OF ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID GROUND, AND
FROM TERMINAL (B) 10 OF THE ENGINE CONTROL MODULE TERMINAL 1 OF THE 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 JUDGES FROM EACH SIGNAL THAT LOCK-UP OPERATION CONDITIONS
HAVE BEEN MET, THE CURRENT FLOWS FROM TERMINAL (B) 8 OF THE ENGINE CONTROL MODULE 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. THE ENGINE CONTROL MODULE 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 AND THE ELECTRONICALLY CONTROLLED TRANSMISSION CAUSES SHIFT TO
OVERRIDE 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 THROUGHTHE 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 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 SWITCHED FROM NORMAL
TO MANUAL, A SIGNAL IS INPUT TO TERMINAL (A) 18 OF THE ENGINE CONTROL MODULE. INPUT OF THIS SIGNAL
CAUSES CURRENT TO FLOW FROM THE GAUGE FUSE TO TERMINAL (A) 1 OF THE COMBINATION METER
TERMINAL (A) 12 TERMINAL (A) 25 OF THE ENGINE CONTROL MODULE GROUND, LIGHTING UP THE
INDICATOR LIGHT. IF THE A/T SHIFT LEVER IS THEN SHIFTED TO 2º POSITION, THE ENGINE CONTROL MODULE
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 FROM CRUISE CONTROL ECU. AS A RESULT, THE ENGINE CONTROL MODULE OPERATES AND
CONTROLS OVERDRIVE, LOCK-UP AND SO ON FOR SMOOTH DRIVING.
SYSTEM OUTLINE