1997 TOYOTA SUPRA brake

58
POWER SOURCE
HEADLIGHT RELAY (USA)
2-1 : CLOSED WITH THE LIGHT CONTROL SW AT HEAD POSITION OR THE DIMMER SW AT FLASH POSITION
HEADLIGHT RELAY (CANADA)
2-1 : CLOSED WITH THE LIGHT CONTROL SW AT HEAD POSITION OR THE DIMMER SW AT FLASH POSITION
: CLOSED WITH THE ENGINE RUNNING AND THE PARKING BRAKE LEVER RELEASED (PARKING BRAKE SW
OFF)
TAILLIGHT RELAY
5-3 : CLOSED WITH THE LIGHT CONTROL SW AT TAIL OR HEAD POSITION
I19 IGNITION SW
2-3 : CLOSED WITH THE IGNITION KEY AT ACC OR ON POSITION
2-4 : CLOSED WITH THE IGNITION KEY AT ON OR ST POSITION
7-6 : CLOSED WITH THE IGNITION KEY AT ON OR ST POSITION
7-8 : CLOSED WITH THE IGNITION KEY AT ST POSITION
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
I1929
: RELAY BLOCKS
CODESEE PAGERELAY BLOCKS (RELAY BLOCK LOCATION)
222R/B NO.2 (ENGINE COMPARTMENT LEFT)
423R/B NO.4 (LEFT KICK PANEL)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1B20ENGINE ROOM MAIN WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1C20FLOOR NO. 2 WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1H
1J20COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1K
()
2A22BATTERY AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
2B22ENGINE ROOM MAIN WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CODESEE PAGEJOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
IB136ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)
IC236FLOOR NO. 2 WIRE AND COWL WIRE (LEFT KICK PANEL)
: SPLICE POINTS
CODESEE PAGEWIRE HARNESS WITH SPLICE POINTSCODESEE PAGEWIRE HARNESS WITH SPLICE POINTS
E732ENGINE ROOM MAIN WIREE2034ENGINE ROOM MAIN WIRE
I1 9
X234
X678
SERVICE HINTS

78
ENGINE CONTROL (2JZ-GTE)
EFI MAIN RELAY

3-
5 : CLOSED WITH THE IGNITION SW AT ON POSITION
EFI NO. 2 RELAY

3-
5 : CLOSED WITH THE IGNITION SW AT ON POSITION
E3 ENGINE COOLANT TEMP. SENSOR
1-2 :10-20 KW (-20
C, -4
F)
4-7 KW (0
C, 32
F)
2-3 KW (20
C, 68
F)
0.9-1.3 KW (40
C, 104
F)
0.4-0.7 KW (60
C, 140
F)
0.2-0.4 KW (80
C, 176
F)
I1 IDLE AIR CONTROL VALVE
1, 3-2 : APPROX. 10-30W
4, 6-5 : APPROX. 10-30 W
I12, I13, I14, I15, I16, I17 INJECTOR
1-2 : APPROX. 13.8 W
T2 THROTTLE POSITION SENSOR
1-4 : APPROX. 4-9 KW
1-3 :3.3-10.0 KW WITH THROTTLE VALVE FULLY OPENED POSITION
0.2-0.8 KW WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0 MM (0 IN.)
1-2 :0-2.3 KW WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0.45 MM (0.0177 IN.)
INFINITY WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0.55 MM (0.0216 IN.)
E9 (B), E10 (A) ENGINE CONTROL MODULE
(VOLTAGE AT ENGINE CONTROL MODULE WIRING CONNECTORS)
BATT-E1 : ALWAYS 9-14 VOLTS
IGSW-E1 :9-14 VOLTS WITH THE IGNITION SW ON
M-REL-E :9-14 VOLTS WITH THE IGNITION SW ON
+B-E1 :9-14 VOLTS WITH THE IGNITION SW ON
IDL1-E2 :9-14 VOLTS WITH THE IGNITION SW ON AND THE THROTTLE VALVE FULLY OPEN
0-1.5 VOLTS WITH THE IGNITION SW ON AND THE THROTTLE VALVE FULLY CLOSED
VTA1-E2 :0.3-0.8 VOLTS WITH THE IGNITION SW ON AND THE THROTTLE VALVE FULLY CLOSED
3.2-4.9 VOLTS WITH THE IGNITION SW ON AND THE THROTTLE VALVE OPEN
THA-E2 :0.5-3.4 VOLTS WITH THE IGNITION SW ON AND THE INTAKE AIR TEMP. 20
C (68
F)
THW-E2 :0.2-1.0 VOLTS WITH THE IGNITION SW ON AND THE COOLANT TEMP. 80
C (176
F)
STA-E1 :6-14 VOLTS WITH THE ENGINE CRANKING
W-E1 :9-14 VOLTS WITH ENGINE IDLING
IGF-E1 : PULSE GENERATION (ENGINE IDLING)
NSW-E1 :0-3 VOLTS WITH THE IGNITION SW ON AND THE SHIFT LEVER P OR N POSITION
9-14 VOLTS WITH THE IGNITION SW ON AND THE SHIFT LEVER EXCEPT P OR N POSITION
SP1 : PULSE GENERATION
TE1-E1 :9-14 VOLTS WITH THE IGNITION SW ON
A/C-E1 :0-1.5 VOLTS WITH THE IGNITION SW ON AND THE A/C OFF
7.5-14 VOLTS WITH THE IGNITION SW ON AND THE A/C ON
ELS-E1 :9-14 VOLTS WITH THE TAILLIGHT ON, DEFOGGER ON
0-1.5 VOLTS WITH THE TAILLIGHT OFF, DEFOGGER OFF
STP-E1 :7.5-14 VOLTS WITH THE STOP LIGHT SW ON (BRAKE PEDAL DEPRESSED)
0-1.5 VOLTS WITH THE STOP LIGHT SW OFF
ISC1, ISC2, ISC3, ISC4-E1 : PULSE GENERATION (ENGINE IDLING)
#10, #20, #30, #40, #50, #60-E01, E02 : PULSE GENERATION (ENGINE IDLING)
(RESISTANCE OF ENGINE CONTROL MODULE WIRING CONNECTORS)
IDL1-E2 : INFINITY WITH THE THROTTLE VALVE OPEN
0-2.3 KW WITH THE THROTTLE VALVE FULLY CLOSED
VTA1-E2 :3.3 KW-10.0 KW WITH THE THROTTLE VALVE FULLY OPEN
200 W -800 W WITH THE THROTTLE VALVE FULLY CLOSED
VCC-E2 :4 KW -9 KW
THA-E2 :2 KW -3 KW WITH THE INTAKE AIR TEMP. 20
C (68
F)
THW-E2 :200 W -400 W WITH THE COOLANT TEMP. 80
C (176
F)
ISC1, ISC2, ISC3, ISC4- +B :10-30 W
#10, #20, #30, #40, #50, #60- +B :13.2-14.2 W
SERVICE HINTS

2
1 1
ENERATOR PARKING
BRAKE SW BATTERYDAYTIME RUNNING
LIGHT RELAY (
MAIN) 7. 5A
DOME FROM POWER SOURCE SYSTEM (
SEE PAGE 56)
D 6
P 5 2
Y
Y- G B
Y- G
BR- W
11 8 2152R
R- Y
W
R
R- Y
W
1
IF2 7
Y- G
II1 341B 5
1H 9
R R
CHG PKB IG +B
1H 1210A
GAUGE
22
13
2
1 24
50A MAINHEADLIGHT
RELAY
2B 1
2A 1
L
G G
96
HEADLIGHT (CANADA)

2 117 5
3
14 13
12 9 114
13 16 18COMBINA TION
SW C13R
R- W
W- BG- WW- B
G- W
R R- Y
R- YR- Y
R- Y R
R- Y
W
R- Y
E 7
IB2 10
2 1
EBI 4
I 2
I 2 DAYTIME RUNNI NG
LIGHT RELAY (
MAIN) D 6
TO THEFT DETERRENT AND
DOOR LOCK CONTROL ECU
R- Y B- W
R- W
W- B
IGIE
W- B W- B
R- L
W W
R- Y
B 2 DIODE
BRAKE FLUID
LEVEL WARNING
SWIB2 13
R- Y
4
424 1322
22
R- L
DIMMER RELA Y
(
DAYTIME RUNNING
LIGHT RELAY NO. 2)
INTEGRATION
RELAY I20
IB214
R- WI 2
W- B
W- B
1K 5
1J 1
OFF
TAI L
HEAD
LOW
FLASH
DIMMER SWLIGHT
CONTROL
SW
HIGH
OIL E HIH DRL
97

99
VOLTAGE IS ALWAYS APPLIED FROM THE MAIN FUSE, THROUGH THE HEADLIGHT RELAY (COIL SIDE) TO
TERMINAL 5 OF THE DAYTIME RUNNING LIGHT RELAY (MAIN), TERMINAL 6 OF THE INTEGRATION RELAY,
TERMINAL 14 OF THE DIMMER SW, DIMMER RELAY (DAYTIME RUNNING LIGHT RELAY NO. 2) (COIL SIDE), TO
TERMINAL 17 OF THE DAYTIME RUNNING LIGHT RELAY (MAIN). WHEN THE IGNITION SW IS TURNED ON, VOLTAGE
FROM THE GAUGE FUSE IS APPLIED TO TERMINAL 2 OF THE DAYTIME RUNNING LIGHT RELAY (MAIN).
1. DAYTIME RUNNING LIGHT OPERATION
WHEN THE ENGINE STARTS, VOLTAGE FROM TERMINAL `L' OF THE GENERATOR IS APPLIED TO TERMINAL 11 OF
THE DAYTIME RUNNING LIGHT RELAY (MAIN). IF THE PARKING BRAKE LEVER IS PULLED UP (PARKING BRAKE SW
ON) AT THIS TIME, THE DAYTIME RUNNING LIGHT SYSTEM DOES NOT OPERATE. WHEN THE PARKING BRAKE IS
RELEASED (PARKING BRAKE SW OFF), A SIGNAL IS OUTPUT FROM TERMINAL 1 OF THE PARKING BRAKE SW TO
TERMINAL 8 OF THE DAYTIME RUNNING LIGHT RELAY (MAIN). THIS ACTIVATES THE DAYTIME RUNNING LIGHT
RELAY (MAIN), TURNING ON THE DIMMER RELAY (DAYTIME RUNNING LIGHT RELAY NO. 2). CURRENT ALSO FLOWS
FROM THE MAIN FUSE TO THE DIMMER RELAY (DAYTIME RUNNING LIGHT RELAY NO. 2) (POINT SIDE) " HEAD
(LH-UPR) FUSE " HEADLIGHT HI LH " HEADLIGHT HI RH " TERMINAL (A)5 OF THE DAYTIME RUNNING LIGHT
RELAY NO. 3 " TERMINAL (A)3 " GROUND, CAUSING THE HEADLIGHTS TO LIGHT UP AT APPROX. 20% OF THEIR
NORMAL BRIGHTNESS.
ONCE THE DAYTIME RUNNING LIGHT RELAY (MAIN) HAS BEEN ACTIVATED AND THE HEADLIGHTS LIGHT UP, THE
HEADLIGHTS REMAIN ON EVEN IF THE PARKING BRAKE LEVER IS ENGAGED AGAIN (PARKING BRAKE SW ON).
2. HEADLIGHT OPERATION
WHEN THE LIGHT CONTROL SW IS AT HEAD POSITION AND THE DIMMER SW AT LOW POSITION, CURRENT FLOWS
FROM THE HEADLIGHT RELAY (COIL SIDE) TO TERMINAL 3 OF THE INTEGRATION RELAY " TERMINAL 4 "
TERMINAL 13 OF THE LIGHT CONTROL SW " TERMINAL 11 " GROUND, ACTIVATING THE HEADLIGHT RELAY.
THIS CAUSES THE CURRENT TO FLOW FROM THE HEADLIGHT RELAY (POINT SIDE) TO THE HEAD LWR FUSE "
HEADLIGHT LO " GROUND, CAUSING THE HEADLIGHTS TO LIGHT UP AT NORMAL BRIGHTNESS. SIMUTANEOUSLY,
CURRENT FLOWS FROM THE DRL FUSE " DAYTIME RUNNING LIGHT RELAY NO. 3 (COIL SIDE) " GROUND,
ACTIVATING RELAY NO. 3.
WHEN THE DIMMER SW IS AT HIGH POSITION, TERMINAL 12 OF THE DIMMER SW OUTPUTS A SIGNAL TO
TERMINAL 16 OF THE DAYTIME RUNNING LIGHT RELAY (MAIN) TO ACTIVATE IT. THIS TURNS ON DIMMER RELAY
(DAYTIME RUNNING LIGHT RELAY NO. 2). SO CURRENT FLOWS FROM THE DIMMER RELAY (DAYTIME RUNNING
LIGHT RELAY NO. 2) (POINT SIDE) TO THE HEAD (LH-UPR) FUSE " HEADLIGHT HI LH " DAYTIME RUNNING LIGHT
NO. 3 (POINT SIDE) " GROUND, AND FROM THE HEAD (RH-UPR) FUSE " DAYTIME RUNNING LIGHT RELAY NO. 3
(POINT SIDE) " HEADLIGHT HI RH " DAYTIME RUNNING LIGHT RELAY NO. 3 (POINT SIDE) " GROUND, CAUSING
THE HEADLIGHTS TO OPERATE AT HI.
WHEN THE DIMMER SW IS AT FLASH POSITION, CURRENT FROM THE HEADLIGHT RELAY (COIL SIDE) FLOWS TO
TERMINAL 14 OF THE DIMMER SW " TERMINAL 9 " GROUND, ACTIVATING THE RELAY. SIMULTANEOUSLY,
CURRENT FROM THE HEADLIGHT RELAY (POINT SIDE) FLOWS TO HEADLIGHT LO, LIGHTING UP HEADLIGHT LO
AND ACTIVATING DAYTIME RUNNING LIGHT RELAY NO. 3. THEN TERMINAL 12 OF THE DIMMER SW OUTPUTS A
SIGNAL TO TERMINAL 16 OF THE DAYTIME RUNNING LIGHT RELAY (MAIN), ACTIVATING THE DAYTIME RUNNING
LIGHT RELAY (MAIN) SO THAT CURRNET FLOWS TO HEADLIGHT HI LIKE IT DOES FOR HIGH POSITION. THIS
CAUSES ALL HEADLIGHTS TO LIGHT UP.
D6 DAYTIME RUNNING LIGHT RELAY (MAIN)
15-GROUND : ALWAYS APPROX. 12 VOLTS
2-GROUND : APPROX. 12 VOLTS WITH TEH IGNITION SW AT ON POSITION
13-GROUND : ALWAYS CONTINUITY
5-GROUND : APPROX. 12 VOLTS WITH THE DAYTIME RUNNING LIGHT SYSTEM
DOES NOT OPERATE OR THE LIGHT CONTROL SW AT OFF OR TAIL POSITION
(WHEN THE CONNECTOR IS DISCONNECTED, ALWAYS APPROX. 12 VOLTS)
8-GROUND : CONTINUITY WITH THE PARKING BRAKE LEVER RELEASED
SYSTEM OUTLINE
SERVICE HINTS

109
WITH THE IGNITION SW TURNED ON, THE CURRENT FLOWS TO TERMINAL 7 OF THE INTEGRATION RELAY
THROUGH GAUGE FUSE. VOLTAGE IS APPLIED AT ALL TIMES TO TERMINAL (A) 2 OF THE INTEGRATION RELAY
THROUGH THE TAILLIGHT RELAY COIL SIDE, AND TO TERMINAL (A) 3 THROUGH THE HEADLIGHT RELAY COIL
SIDE.
1. NORMAL LIGHTING OPERATION

WITH THE LIGHT CONTROL SW TURNED TO TAIL POSITION, A SIGNAL IS INPUT INTO TERMINAL (A) 1 OF THE
INTEGRATION RELAY. DUE TO THIS SIGNAL, THE CURRENT FLOWING TO TERMINAL (A) 2 OF THE RELAY FLOWS TO
TERMINAL (A) 1 " TERMINAL 2 OF THE LIGHT CONTROL SW " TERMINAL 11 " TO GROUND, AND TAILLIGHT
RELAY CAUSES TAILLIGHTS TO TURN ON.

WITH THE LIGHT CONTROL SW TURNED TO HEAD POSITION, A SIGNAL IS INPUT INTO TERMINALS (A) 1 AND (A) 4
OF THE INTEGRATION RELAY. DUE TO THIS SIGNAL, THE CURRENT FLOWING TO TERMINAL (A) 3 OF THE RELAY
FLOWS TO TERMINAL (A) 4 " TERMINAL 13 OF THE LIGHT CONTROL SW " TERMINAL 11 " TO GROUND IN THE
HEADLIGHT CIRCUIT, AND CAUSES TAILLIGHT AND HEADLIGHT RELAY TO TURN THE LIGHTS ON. THE TAILLIGHT
CIRCUIT IS SAME AS ABOVE.
2. LIGHT AUTO TURN OFF OPERATION
WITH LIGHT ON AND IGNITION SW TURNED OFF (INPUT SIGNAL GOES TO TERMINAL 7 OF THE RELAY), WHEN THE
DRIVER'S DOOR IS OPENED (INPUT SIGNAL GOES TO TERMINAL 6 OF THE RELAY), THE RELAY OPERATES AND
THE CURRENT IS CUT OFF WHICH FLOWS FROM TERMINAL (A) 2 OF THE RELAY TO TERMINAL (A) 1 IN TAILLIGHT
CIRCUIT AND FROM TERMINAL (A) 3 TO TERMINAL (A) 4 IN HEADLIGHT CIRCUIT.
AS A RESULT, ALL LIGHTS ARE TURNED OFF AUTOMATICALLY.
HEADLIGHT RELAY
2-1 : CLOSED WITH THE LIGHT CONTROL SW AT HEAD POSITION OR THE DIMMER SW AT FLASH POSITION (USA)
: CLOSED WITH THE ENGINE RUNNING AND THE PARKING BRAKE LEVER RELEASED (CANADA)
TAILLIGHT RELAY
3-5 : CLOSED WITH THE LIGHT CONTROL SW AT TAIL OR HEAD POSITION
D10 DOOR COURTESY SW LH
3-2 : CLOSED WITH THE LH DOOR OPEN
I20 (A) INTEGRATION RELAY
7-GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION
6-GROUND : CONTINUITY WITH THE LH DOOR OPEN
1-GROUND : ALWAYS APPROX. 12 VOLTS
(A)2-GROUND : ALWAYS APPROX. 12 VOLTS
(A)3-GROUND : ALWAYS APPROX. 12 VOLTS
(A)4-GROUND : CONTINUITY WITH THE LIGHT CONTROL SW AT HEAD POSITION
(A)1-GROUND : CONTINUITY WITH THE LIGHT CONTROL SW AT TAIL OR HEAD POSITION
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
C1328D1030I20A29
: RELAY BLOCKS
CODESEE PAGERELAY BLOCKS (RELAY BLOCK LOCATION)
222R/B NO. 2 (ENGINE COMPARTMENT LEFT)
SYSTEM OUTLINE
SERVICE HINTS

11 5
CURRENT IS APPLIED AT ALL TIMES THROUGH THE STOP FUSE TO TERMINAL 2 OF THE STOP LIGHT SW.
WHEN THE IGNITION SW IS TURNED ON, CURRENT FLOWS FROM THE GAUGE FUSE TO TERMINAL 8 OF THE LIGHT FAILURE
SENSOR, AND ALSO FLOWS THROUGH THE REAR LIGHT WARNING LIGHT TO TERMINAL 4 OF THE LIGHT FAILURE SENSOR.
STOP LIGHT DISCONNECTION WARNING
WHEN THE IGNITION SW IS TURNED ON AND THE BRAKE PEDAL IS PRESSED (STOP LIGHT SW ON), IF THE
STOP LIGHT CIRCUIT IS OPEN, THE CURRENT FLOWING FROM TERMINAL 7 OF THE LIGHT FAILURE SENSOR
TO TERMINAL 2 CHANGES, SO THE LIGHT FAILURE SENSOR DETECTS THE DISCONNECTION AND THE
WARNING CIRCUIT OF THE LIGHT FAILURE SENSOR IS ACTIVATED.
AS A RESULT, THE CURRENT FLOWS FROM TERMINAL 4 OF THE LIGHT FAILURE SENSOR " TERMINAL 11 "
GROUND AND TURNS THE REAR LIGHT WARNING LIGHT ON. BY PRESSING THE BRAKE PEDAL, THE CURRENT
FLOWING TO TERMINAL 8 OF THE LIGHT FAILURE SENSOR KEEPS THE WARNING CIRCUIT ON HOLDING AND
THE WARNING LIGHT ON UNTIL THE IGNITION SW IS TURNED OFF.
S11 STOP LIGHT SW
2-1 :CLOSED WITH THE BRAKE PEDAL DEPRESSED

L 2 LIGHT FAILURE SENSOR
2, 7 GROUND : APPROX. 12 VOLTS WITH THE STOP LIGHT SW ON
4, 8 GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION
11 GROUND : ALWAYS CONTINUITY
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
H1430R 930S1129
L 230R1030T 629
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1C20FLOOR NO. 2 WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1E20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1H20COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)1I20COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CODESEE PAGEJOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
IE136INSTRUMENT PANEL WIRE AND FLOOR NO. 2 WIRE (LEFT KICK PANEL)
BM140BACK DOOR NO. 1 WIRE AND FLOOR NO. 2 WIRE (LEFT SIDE OF PACKAGE TRAY TRIM)
BO140BACK DOOR NO. 2 WIRE AND BACK DOOR NO. 1 WIRE (BACK DOOR UPPER LEFT)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
BI40LEFT QUARTER PILLAR
BJ40LOWER BACK PANEL CENTER
BK40RIGHT SIDE OF HIGH MOUNTED STOP LIGHT
: SPLICE POINTS
CODESEE PAGEWIRE HARNESS WITH SPLICE POINTSCODESEE PAGEWIRE HARNESS WITH SPLICE POINTS
B 440FLOOR NO 2 WIREB1040BACK DOOR NO. 2 WIRE
B 640FLOOR NO. 2 WIRE
1 2X 4 2 X
X7 8 X11X
X
3
5X
3
512
1
XX X H1 4 L 2 R 9 R1 0 S 1 1
T 6BLUE
18
SYSTEM OUTLINE
SERVICE HINTS

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