1997 TOYOTA SUPRA stop start

P20769
70 - 90 km/h
(43 - 56 mph)
Idling
IG SW OFF
Warm up
3 - 5 min.
2 min.3 - 5 min.
2 min.Time
(7) (6)
(5) (7) (3)
(2) (1) DI-218
- DIAGNOSTICSENGINE (2JZ-GTE)
446 Author
: Date
:
1997 SUPRA (RM502U)
SYSTEM CHECK DRIVING PATTERN
(1) Connect the OBDII scan tool or TOYOTA hand-held tester to the DLC3.
(2) Start the engine and warm it up with all accessories switched OFF.
(3) Run the vehicle at 70 - 90 km/h (43 - 56 mph) for 3 min. or more.
(4) Idle the engine for about 2 min.
(5) Stop at safe place and turn the ignition switch OFF.
(6) Start the engine and do steps (3) and (4) again.
(7) Check the ºREADINESS TESTSº mode on the OBDII scan tool or TOYOTA hand-held tester. If ºCOMPLº
is displayed and the MIL does not light up, the system is normal. If ºINCMPLº is displayed and the MIL does
not light up, run the vehicle again and check it.
HINT:
ºINCMPLº is displayed when either condition (a) or (b) exists.

The system check is incomplete.

There is a malfunction in the system.
If there is a malfunction in the system, the MIL will light up after steps (2) to (6) above are done.

S03235
Battery
B
R/B
No.22
2A
AM2
W-R W-R
IB147 6
Igniter
Switch
B-O
IJ11B-OB-OB-O B-O B-O
B-O
B-O
B-O
B-O
B-O
B-O
Spark Plug
Ignition Coil No.1
L-YG
Y
Y-B
Y-G
Y-R No.2
No.3
No.4
No.5
No.6 112
1
1
1
1
12
2
2
2
2
2
1
Noise Filter
BRECM
BR
EC
I24Igniter Tr
2
I22
6
5
4
10
11
12
I3 B
B
B
B
B
B
B
1
2
3
9
8
7
357
56
55
54
53
52
58
IGF5V IGT6 IGT5 IGT4IGT3 IGT2 IGT1
Tr1
5V
I3
I3
I3
I3
I3
I2 I3I3 I3 I3 I3I3
R-W
W-R
LG
B-R
L
R
R-Y DI-252
- DIAGNOSTICSENGINE (2JZ-GTE)
480 Author
: Date
:
1997 SUPRA (RM502U)
DTC P1300 Igniter Circuit Malfunction
CIRCUIT DESCRIPTION
The ECM determines the ignition timing, turns on Tr1 at a predetermined angle (°CA) before the desired
ignition timing and outputs an ignition signal (IGT) º1º to the igniter.
Since the width of the IGT signal is constant, the dwell angle control circuit in the igniter determines the time
the control circuit starts primary current flow to the ignition coil based on the engine rpm and ignition timing
one revolution ago, that is, the time the Tr2 turns on.
When it reaches the ignition timing, the ECM turns Tr1 off and outputs the IGT signal º0º.
This turns Tr2 off, interrupting the primary current flow and generating a high voltage in the secondary coil
which causes the spark plug to spark. Also, by the counter electromotive force generated when the primary
current is interrupted, the igniter sends an ignition confirmation signal (IGF) to the ECM.
The ECM stops fuel injection as a fail safe function when the IGF signal is not input to the ECM.
DTC No.DTC Detecting ConditionTrouble Area
P1300No IGF signal to ECM for 6 consecutive IGT signals during
engine running
Open or short in IGF or IGT circuit from igniter to ECM

Igniter

ECM
WIRING DIAGRAM
DI4TC-01

F00007
E1
Tc
Ts
lei-23-1-A
DLC1
BR3904
0.13 sec.
0.13 sec.
ON
OFF
BR3893
Malfunction Code (Example Code 72, 76)
7276
ON
OFF
0.5 sec.
0.5 sec.1.5 sec.
0.5 sec.0.5 sec.2.5 sec.
4 sec.
Repeat DI-444
- DIAGNOSTICSANTI-LOCK BRAKE SYSTEM
672 Author
: Date
:
1997 SUPRA (RM502U)
2. SPEED SENSOR SIGNAL AND DECELERATION SEN-
SOR
(a) Check the speed sensor signal and deceleration sensor.
(1) Turn the ignition switch OFF
(2) Using SST, connect terminal Ts and E1 of DLC1.
SST 09843-18020
(3) Start the engine.
(4) Check that the ABS warning light blinks.
HINT:

If the ABS warning light does not blink, inspect the ABS
warning light circuit (See page DI-488).

If the ABS warning light is always on, inspect and repair,
deceleration sensor.
(5) Drive the vehicle faster than 45 km/h (28 mph) for
several seconds.
(6) Stop the vehicle.
(7) Using SST, connect terminals Tc an E1 of DLC1.
SST 09843-18020
(8) Read the number of blinks of the ABS warning light.
HINT:

See the list of DTC shown on the next page.

If every sensor is normal, a normal code is output (A cycle
of 0.25 sec. ON and 0.25 sec. OFF is repeated).

If 2 or more malfunctions are indicated at the same time,
the lowest numbered code will be displayed 1st.
(9) After doing the check, disconnect terminals Ts and
E1, Tc and E1 of DLC1, and turn ignition switch OFF.

N09348
TOYOTA
hand-held tester
TOYOTA
break-out-boxECU
- DIAGNOSTICSTHEFT DETERRENT SYSTEM
DI-61 1
839 Author
: Date
:
1997 SUPRA (RM502U)
4. CHECK OF THE THEFT DETERRENT SYSTEM OPERATION.
HINT:
Check if the theft deterrent indicator light is blinking.
When any of the following operations (a) or (b) is done, the system sounds the horns as theft deterrent horn
and flashes the headlights and taillights for about one minute to alert. At the same time, the system discon-
nects the starter motor circuit and locks all doors (if all doors are not locked, the system repeats door locking
operation every 2 seconds during the one minute alert time).
(a) Open the engine hood using the engine hood opener lever.
(b) Unlock any of the front or rear doors without key operation.
5. CANCELING OF THE THEFT DETERRENT SYSTEM IN OPERATING CONDITION.
The theft deterrent operation can be cancelled when any of the following conditions is met:
No.ConditionCancelling Operation
1Unlock left or right door with the key.
2Unlock doors with wireless door lock control system.
3Insert key into ignition key cylinder and turn it to the ACC or ON position.*2
4About 1 minute passes after theft deterrent operation begins.Automatic stop*1
*1: In this case, the theft deterrent system resets in about 2 seconds if all doors are closed.
*
2: The alarm will be off, but the engine will not operate. To restart the engine, see No.1
6. ECU TERMINAL VALUES MEASUREMENT USING
TOYOTA BRAKE-OUT-BOX AND TOYOTA HAND-
HElD TESTER
(a) Hook up the TOYOTA brake- out- box and TOYOTA
hand-held tester to the vehicle.
(b) Read the ECU input/output values by following the
prompts on the hand-held tester screen.
HINT:
TOYOTA hand-held tester has a ºSnapshotº function. This re-
cords the measured values and is effective in the diagnosis of
intermittent problems.
Please refer to the TOYOTA hand-held tester/TOYOTA break-
out-box operator's manual for further details.

BE6443
(1)
(2)
(1)
No.
Operation MethodCRUISE MAIN Indicator Light
Blinking PatternDiagnosis
1
3
4
2Turn SET/COAST switch ON
Turn RES/ACC switch ON
Drive at about 40 km/h
(25 mph) or below Turn CANCEL switch ON
Turn stop light switch ON
Depress brake pedal
Turn PNP switch OFF
(Shift to except D position)
Turn clutch switch OFF
(Depress clutch pedal)
Drive at about 40 km/h
(25 mph) or higherSET / COAST switch
circuit is normal
RES / ACC switch circuit
is normal
PNP switch circuit is normal CANCEL switch circuit
is normal
Clutch switch circuit is normal
Vehicle Speed Sensor is
normal
Stop light switch circuit
is normal ON
OFF
0.25 sec.
0.25 sec.
1 sec.Light
ON
OFFLight
ON
OFF Light
ON
OFF Light
ON
OFF Light
ON
OFF Light
Switch OFF
Switch ON
Switch ON
Switch OFF DI-666
- DIAGNOSTICSCRUISE CONTROL SYSTEM
894 Author
: Date
:
1997 SUPRA (RM502U)
5. Using TOYOTA hand-held tester:
INPUT SIGNAL CHECK
HINT:
(1) For check No.1 - No.2

Turn the ignition switch ON.
(2) For check No.3

Turn ignition switch ON.

Shift to D position.
(3) For check No.4

Jack up the vehicle.

Start the engine.

Shift to D position.
(a) Press the control switch to SET/COAST or RES/ACC
position and hold it down or hold it up º1º.
(b) Push the main switch ON º2º.
(c) Check that the CRUISE MAIN indicator light blinks twice
or 3 times repeatedly after 3 seconds.
(d) Turn the SET/COAST or RES/ACC switch OFF.
(e) Operate each switch as listed in the table below.
(f) Read the blinking pattern of the CRUISE MAIN indicator
light.
(g) After performing the check, turn the main switch OFF.
HINT:
When 2 or more signals are input to the ECU, the lowest num-
bered code will be displayed first.

70
ENGINE CONTROL (2JZ-GTE)
THE ENGINE CONTROL SYSTEM UTILIZES A MICROCOMPUTER AND MAINTAINS OVERALL CONTROL OF THE
ENGINE, TRANSMISSION ETC. AN OUTLINE OF THE ENGINE CONTROL IS GIVEN HERE.
1. INPUT SIGNALS
(1) ENGINE COOLANT TEMP. SIGNAL CIRCUIT
THE ENGINE COOLANT TEMP. SENSOR DETECTS THE ENGINE COOLANT TEMP. WHICH IS INPUT INTO
TERMINAL THW OF THE ENGINE CONTROL MODULE AS A CONTROL SIGNAL.
(2) INTAKE AIR TEMP. SIGNAL CIRCUIT
THE INTAKE AIR TEMP. SENSOR IS INSTALLED IN THE MASS AIR FLOW METER AND DETECTS THE INTAKE AIR
TEMP. WHICH IS INPUT AS A CONTROL SIGNAL TO TERMINAL THA OF THE ENGINE CONTROL MODULE.
(3) OXYGEN DENSITY SIGNAL CIRCUIT
THE OXYGEN DENSITY IN THE EXHAUST EMISSION IS DETECTED BY THE HEATED OXYGEN SENSOR SIDE AND
INPUT AS A CONTROL SIGNAL TO TERMINAL OX1, OXS OF THE ENGINE CONTROL MODULE.
(4) RPM SIGNAL CIRCUIT
CRANKSHAFT POSITION IS DETECTED BY THE CRANKSHAFT POSITION SENSOR. CRANKSHAFT POSITION IS
INPUT AS A CONTROL SIGNAL TO TERMINAL NE OF THE ENGINE CONTROL MODULE.
(5) THROTTLE POSITION SIGNAL CIRCUIT
THE THROTTLE POSITION SENSOR DETECTS THE THROTTLE VALVE OPENING ANGLE AS A CONTROL SIGNAL,
WHICH IS INPUT INTO TERMINAL VTA1 OF THE ENGINE CONTROL MODULE. WHEN THE VALVE IS COMPLETELY
CLOSED, THE CONTROL SIGNAL IS INPUT INTO TERMINAL IDL1.
(6) VEHICLE SPEED CIRCUIT
THE VEHICLE SPEED IS DETECTED BY VEHICLE SPEED SENSOR NO. 1 INSTALLED IN THE TRANSMISSION AND
THE SIGNAL IS INPUT TO TERMINAL SP1 OF THE ENGINE CONTROL MODULE VIA THE COMBINATION METER.
(7) NEUTRAL POSITION SIGNAL CIRCUIT
THE PARK/NEUTRAL POSITION SW DETECTS WHETHER THE SHIFT POSITION IS IN Nº AND  Pº OR NOT, AND
THE SIGNAL IS INPUT INTO TERMINAL NSW OF THE ENGINE CONTROL MODULE.
(8) A/C SW SIGNAL CIRCUIT
THE OPERATING VOLTAGE OF THE A/C MAGNETIC CLUTCH IS DETECTED AND THE SIGNAL IS INPUT INTO
TERMINAL ACMG OF ENGINE CONTROL MODULE AS A CONTROL SIGNAL.
(9) BATTERY SIGNAL CIRCUIT
VOLTAGE IS CONSTANTLY APPLIED TO TERMINAL BATT OF THE ENGINE CONTROL MODULE. WITH THE
IGNITION SW TURNED ON, THE VOLTAGE FOR ENGINE CONTROL MODULE START-UP POWER SUPPLY IS
APPLIED TO TERMINAL +B OF THE ENGINE CONTROL MODULE VIA EFI MAIN RELAY.
THE CURRENT FLOWING THROUGH THE IGN FUSE FLOWS TO TERMINAL IGSW OF THE ENGINE CONTROL
MODULE.
(10) INTAKE AIR VOLUME SIGNAL CIRCUIT
INTAKE AIR VOLUME IS DETECTED BY THE MASS AIR FLOW METER AND THE SIGNAL IS INPUT TO TERMINAL
VG OF THE ENGINE CONTROL MODULE AS A CONTROL SIGNAL.
(11) STOP LIGHT SW SIGNAL CIRCUIT
THE STOP LIGHT SW IS USED TO DETECT WHETHER THE VEHICLE IS BRAKING OR NOT AND THE SIGNAL IS
INPUT INTO TERMINAL STP OF THE ENGINE CONTROL MODULE AS A CONTROL SIGNAL.
(12) STARTER 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 IN TERMINAL STA OF THE ENGINE CONTROL MODULE AS
A CONTROL SIGNAL.
(13) ENGINE KNOCK SIGNAL CIRCUIT
ENGINE KNOCKING IS DETECTED BY KNOCK SENSOR FRONT AND REAR SIDE AND THE SIGNAL IS INPUT
TERMINALS KNK1 AND KNK2 AS A CONTROL SIGNAL.
SYSTEM OUTLINE

145
AND A/T INDICATOR (2JZ-GTE)
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 TO TERMINAL (B) 23 OF THE ENGINE CONTROL MODULE. AT THE SAME
TIME, THE THROTTLE VALVE OPENING SIGNAL FROM THE THROTTLE POSITION SENSOR (MAIN) IS INPUT TO
TERMINAL (B) 43 OF THE ENGINE CONTROL MODULE AS THROTTLE ANGLE SIGNAL.
BASED ON THESE SIGNALS, THE ENGINE CONTROL 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 4 OF ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID"GROUNDAND
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 8 OF ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID "GROUND AND FROM
TERMINAL (B) 10 OF THE ENGINE CONTROL MODULE "TERMINAL 4 OF 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. THE NO. 4 SOLENOID (FOR ACCUMULATOR BACK PRESSURE MODULATION) IS INSTALLED TO
ADJUST THE BACK PRESSURE ON THE ACCUMULATOR AND CONTROLS THE HYDRAULIC PRESSURE DURING
SHIFTING AND LOCK-UP IN ORDER TO PROVIDE SMOOTH SHIFTING WITH LITTLE SHIFT SHOCK.
2. LOCK-UP OPERATION
WHEN THE ENGINE CONTROL MODULE DECIDES BASED ON EACH SIGNAL THAT THE LOCK-UP CONDITION HAS
BEEN MET, THE CURRENT THROUGH EFI NO. 1 FUSE FLOWS FROM THE EFI MAIN RELAY "TERMINAL 3 OF
ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID "TERMINAL 7"TERMINAL (B) 14 OF THE ENGINE
CONTROL MODULE "GROUND,SO CONTINUITY TO NO. 3 (FOR LOCK-UP) CAUSES LOCK-UP.
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
OVERDRIVE 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 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 2`' POSITION, THE ENGINE CONTROL MODULE
ENABLES THE VEHICLE TO START OFF WITH THE TRANSMISSION IS 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 CONTREOL ECU. AS A RESULT, THE ENGINE CONTROL MODULE OPERATES
AND CONTROLS OVERDRIVE, LOCK-UP AND SO ON FOR SMOOTH DRIVING.
SYSTEM OUTLINE

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