1997 TOYOTA SUPRA lock

133
CURRENT ALWAYS FLOWS TO TERMINAL (A) 9 OF THE THEFT DETERRENT AND DOOR LOCK CONTROL ECU THROUGH THE
DOOR FUSE, AND TO TERMINAL (B) 1 THROUGH THE DOME FUSE.
WHEN THE IGNITION SW TURNED ON, THE CURRENT FLOWING THROUGH THE ECU-IG FUSE º TERMINAL (A) 7 OF THE ECU º
TERMINAL (A) 6 FLOWS THROUGH THE COIL SIDE OF THE POWER MAIN RELAY TO GROUND, CAUSING THE RELAY TO OPERATE.
THE CURRENT FLOWING THROUGH THE DOOR FUSE FLOWS TO THE DOOR LOCK CONTROL SWITCHES, CAUSING THE
INDICATOR LIGHT TO LIGHT UP.
1. MANUAL LOCK OPERATION
WHEN THE DOOR LOCK CONTROL SW OR KEY SW ARE PUSHED TO LOCK POSITION, A LOCK SIGNAL IS INPUT TO TERMINAL (B)
5, (B) 22 (FOR KEY SW) OF THE THEFT DETERRENT AND DOOR LOCK CONTROL ECU AND CAUSES THE ECU TO FUNCTION.
CURRENT FLOWS FROM TERMINAL (A) 9 OF THE ECU º TERMINAL (A) 3 º TERMINAL 2 (LH), TERMINAL 4 (RH) OF THE DOOR LOCK
MOTORS º TERMINAL 4 (LH), TERMINAL 2 (RH) º TERMINAL (A) 2 OF THE ECU º TERMINAL (A) 4 º GROUND AND THE DOOR LOCK
MOTOR CAUSES THE DOOR TO LOCK.
2. MANUAL LOCK OPERATION
WHEN THE DOOR LOCK CONTROL SW OR KEY SW ARE PUSHED TO UNLOCK POSITION, AN UNLOCK SIGNAL IS INPUT TO
TERMINAL (B) 8, (B) 6 (FOR KEY SW LH) OR (B) 16 (FOR KEY SW RH) OF THE THEFT DETERRENT AND DOOR LOCK CONTROL ECU
AND CAUSES TO FUNCTION.
CURRENT FLOWS FROM TERMINAL (A) 9 OF THE ECU º TERMINAL (A) 2 º TERMINAL 4 (LH), TERMINAL 2 (RH) OF THE DOOR LOCK
MOTORS º TERMINAL 2 (LH), TERMINAL 4 (RH) º TERMINAL (A) 3 OF THE ECU º TERMINAL (A) 4 º GROUND AND THE DOOR LOCK
MOTOR CAUSES THE DOOR TO UNLOCK.
WHEN UNLOCK OPERATION OCCURS USING THE LH DOOR KEY SW, DOING THE UNLOCK OPERATION ONCE UNLOCKS ONLY THE
DRIVER'S DOOR. TO UNLOCK ALL OTHER DOORS TOGETHER, UNLOCK OPERATION MUST BE DONE AGAIN WITHIN 3 SECONDS
OF THE FIRST OPERATION.
3. IGNITION KEY REMINDER OPERATION

OPERATION OF DOOR LOCK BUTTON (OPERATION OF DOOR LOCK MOTORS)
WHEN THE IGNITION KEY IS IN THE CYLINDER (UNLOCK WARNING SW ON) AND THE DOOR IS OPENED AND LOCKED USING
DOOR LOCK BUTTON (DOOR LOCK MOTOR). THE DOOR IS LOCKED ONCE BUT EACH DOOR IS UNLOCKED SOON BY THE
OPERATION OF THE ECU. AS A RESULT OF ECU ACTIVATION, THE CURRENT FLOWS FROM TERMINAL (A) 9 OF THE ECU º
TERMINAL (A) 2 º TERMINAL 4 (LH),TERMINAL 2 (RH)OF THE DOOR LOCK MOTORS º TERMINAL 2 (LH), TERMINAL 4 (RH) º
TERMINAL (A) 3 OF THE ECU º TERMINAL (A) 4 º GROUND AND CAUSES ALL THE DOOR LOCK CONTROL SW AND DOOR
LOCK KEY SW.

KEY LESS LOCK OPERATION
WHEN THE IGNITION KEY IS STILL INSERTED IN THE CYLINDER (UNLOCK WARNING SW ON), THE DOOR IS OPEN AND UNLOCK
OPERATION IS PREVENTED BY KEEPING THE DOOR LOCK BUTTON PRESSED TO THE LOCK SIDE, THE DOOR IS KEPT IN THE
LOCK CONDITION. IF THE DOOR IS THEN CLOSED, A SIGNAL IS INPUT TO THE ECU FROM THE DOOR COURTESY SW. THIS
ACTIVATES THE ECU AND EACH DOOR IS UNLOCKED.
SYSTEM OUTLINE

134
THEFT DETERRENT AND DOOR LOCK CONTROL
D10, D11 DOOR COURTESY SW LH, RH
3-2 : CLOSED WITH THE DOOR OPEN
D12, D13 DOOR KEY LOCK AND UNLOCK SW LH, RH
1-3 : CLOSED WITH THE DOOR LOCK CYLINDER UNLOCKED WITH KEY
2-3 : CLOSED WITH THE DOOR LOCK CYLINDER LOCKED WITH KEY
D15, D16 DOOR LOCK MOTOR AND DOOR UNLOCK DETECTION SW LH, RH
1-3 : CLOSED WITH UNLOCK POSITION.
E 6 ENGINE HOOD COURTESY SW
1-2 : CLOSED WITH THE ENGINE HOOD OPEN
U 1 UNLOCK WARNING SW
2-1 : CLOSED WITH THE IGNITION KEY IN CYLINDER
L 3 LUGGAGE COMPARTMENT KEY UNLOCK SW
2-1 : CLOSED WITH THE DOOR LOCK CYLINDER UNLOCKED WITH KEY
L 5 LUGGAGE COMPARTMENT LIGHT SW
1-GROUND : CLOSED WITH THE DOOR OPEN
T 7 (A), T13 (B) THEFT DETERRENT AND DOOR LOCK CONTROL ECU
(B)9-GROUND : CONTINUITY WITH THE LUGGAGE COMPARTMENT DOOR TO UNLOCK POSITION
(B) 14-GROUND : CONTINUITY WITH THE ENGINE HOOD OPEN
(B)4-GROUND : CONTINUITY WITH THE LUGGAGE COMPARTMENT DOOR OPEN
(B)8-GROUND : CONTINUITY WITH THE DOOR LOCK CONTROL SW TO UNLOCK POSITION
(B)5-GROUND : CONTINUITY WITH THE DOOR LOCK CONTROL SW TO LOCK POSITION
(B) 25-GROUND : APPROX. 12 VOLTS WITH THE SHIFT LEVER IN N OR P POSITION AND THE IGNITION SW AT ST POSITION (A/T)
: APPROX. 12 VOLTS WITH THE CLUTCH PEDAL FULLY DEPRESSED (M/T)
(A)7-GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION
(B) 20-GROUND : CONTINUITY WITH THE IGNITION KEY IN CYLINDER
(B) 15-GROUND : CONTINUITY WITH THE LH DOOR TO UNLOCK POSITION
(B) 21-GROUND : CONTINUITY WITH THE RH DOOR TO UNLOCK POSITION
(B)6-GROUND : CONTINUITY WITH THE DOOR KEY LOCK AND UNLOCK SW LH TO UNLOCK POSITION
(B) 16-GROUND : CONTINUITY WITH THE DOOR KEY LOCK AND UNLOCK SW RH TO UNLOCK POSITION
(B) 22-GROUND : CONTINUITY WITH THE DOOR KEY LOCK AND UNLOCK SW TO LOCK POSITION
(A)4-GROUND : ALWAYS CONTINUITY
(B)1-GROUND : ALWAYS APPROX. 12 VOLTS
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
C 928D1630P 830
D1030E624 (2JZ-GTE)T125 (2JZ-GTE)
D1130E 626 (2JZ-GE)T 127 (2JZ-GE)
D1230L 330T 529
D1330L 530T 7A29
D1430P225 (2JZ-GTE)T13B29
D1530P 227 (2JZ-GE)U 129
: RELAY BLOCKS
CODESEE PAGERELAY BLOCKS (RELAY BLOCK LOCATION)
222R/B NO. 2 (ENGINE COMPARTMENT LEFT)
: 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)
1D20FRONT DOOR LH WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1E20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1H
1I20COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)1J20COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1K
2A22BATTERY AND J/B NO.2 (ENGINE COMPARTMENT LEFT)
SERVICE HINTS

IE
POWER WINDOW MASTER SW P 8
8 4
L
L
W- BLL
W- B
FROM POWER SOUCE SYSTEM (
SEE PAGE 56)
B 1A7A6A9
B 19 A4 THEFT DETERRENT AND
DOOR LOCK CONTROL ECUB T 7 , T1 3A
KEY OFF POWER CIRCUIT
B 7
IH IG BI 2 3
2 3IF3 4 IF2 3
IC2 15 7. 5A
DOME
2
IF113
IF312
Y L- W
R R
B- R R- B R- B R- B W- B
W- B R- L R- L
W- BY
L- W DOOR COURTESY SW LH
DOOR COURTESY SW RH D10
D11
2 1
10A
ECU- IG
1E 17
1B 5
1E 11
30A
DOOR
2 1
1H 15
1J 2 1D 9 1D 10 1J 123
1I 7
POWER
MAIN
RELAY 15
136
POWER WINDOW

M21
M 21134 IL1 4IL117 IL13 ID1 14 ID115 910 5 7
POWER WINDOW
CONTROL SW RH
POWER WINDOW MOTOR RH P O WE R W I NDO W MO TO R L H
P 7
P 8
R- L
G- W
L R- WG- Y
R- L
G- W
LR- L
G- W
L G- YR
L
P 9 P10IF3 5
LOCK
NORMAL
UP
DOWNUP
DOWN
AUTO
PASSENGER' S DRIVER' S POWER WINDOW MASTER SW
S
RQ -
+
+
-
DOWN
UP
25
UP
DOWN
137

138
POWER WINDOW
WITH THE IGNITION SW TURNED ON, THE CURRENT FLOWS THROUGH THE ECU-IG FUSE TO  TERMINAL (A)7
OF THE THEFT DETERRENT AND DOOR LOCK CONTROL ECU  TERMINAL (A)6  TERMINAL 1 OF THE POWER
MAIN RELAY  TERMINAL 2  GROUND, THIS ACTIVATES THE RELAY AND THE CURRENT FLOWING TO
TERMINAL 5 OF THE RELAY FROM DOOR FUSE FLOWS TO TERMINAL 3 OF THE RELAY TERMINAL 4 OF THE
POWER WINDOW MASTER SW AND  TERMINAL 4 OF THE POWER WINDOW CONTROL SW RH.
1. MANUAL OPERATION (DRIVER'S WINDOW)
WITH THE IGNITION SW TURNED ON AND WITH THE POWER WINDOW MASTER SW (DRIVER'S) AT UP POSITION,
THE CURRENT FLOWING TO TERMINAL 4 OF THE POWER WINDOW MASTER SW FLOWS TO TERMINAL 10 OF
THE MASTER SW  TERMINAL 1  OF THE POWER WINDOW MOTOR  TERMINAL 2  TERMINAL 9 OF THE
MASTER SW  TERMINAL 8 GROUND AND CAUSES THE POWER WINDOW MOTOR TO ROTATE IN THE UP
DIRECTION. THE WINDOW ASCENDS ONLY WHILE THE SW IS BEING PUSHED.
IN DOWN OPERATION, THE FLOW OF CURRENT FROM TERMINAL 4 OF THE POWER WINDOW MASTER SW TO
TERMINAL 9 OF THE MASTER SW CAUSES THE FLOW OF CURRENT FROM TERMINAL 2 OF THE POWER
WINDOW MOTOR TERMINAL 1  TERMINAL 10 OF THE MASTER SW  TERMINAL 8 GROUND, FLOWING IN
THE OPPOSITE DIRECTION TO MANUAL UP OPERATION AND CAUSING THE MOTOR TO ROTATE IN REVERSE,
LOWERING THE WINDOW.
2. DRIVER'S WINDOW AUTO DOWN OPERATION
WHEN THE DRIVER'S WINDOW SW IS PUSHED STRONGLY ON THE DOWN SIDE, THE CURRENT FLOWING TO
TERMINAL 4 OF THE POWER WINDOW MASTER SW FLOWS TO THE DOWN CONTACT POINT AND AUTO DOWN
CONTACT POINT OF THE DRIVER'S SW.
THIS ACTIVATES THE RELAY (DOWN SIDE) INSIDE THE POWER WINDOW MASTER SW, AND THE HOLD CIRCUIT
ALSO TURNS ON AT THE SAME TIME, SO THE RELAY (DOWN SIDE) REMAINS ACTIVATED EVEN WHEN THE SW IS
RELEASED.
CURRENT FLOWS AT THIS TIME FROM TERMINAL 4 OF THE POWER WINDOW MASTER SW  TERMINAL 9
TERMINAL 2 OF POWER WINDOW MOTOR  TERMINAL 1 TERMINAL 10 OF POWER WINDOW MASTER SW 
TERMINAL 8  GROUND, SO THE MOTOR CONTINUES TO OPERATE UNTIL THE DRIVER'S WINDOW IS FULLY
DOWN.
WHEN THE DRIVER'S WINDOW FINISHES DOWN OPERATION THE HOLD CIRCUIT GOES OFF, SO THE RELAY
(DOWN SIDE)) ALSO TURNS OFF. THIS STOPS THE CURRENT FLOWING FROM FROM TERMINAL 4 OF THE
POWER WINDOW MASTER SW TO TERMINAL 9, SO THE POWER WINDOW MOTOR STOPS AND AUTO DOWN
OPERATION STOPS.
WHEN THE DRIVER'S SW IS PULLED ON THE UP SIDE DURING AUTO DOWN OPERATION, THE HOLD CIRCUIT IS
TURNED OFF SO CURRENT FLOWS FROM TERMINAL 4 OF THE POWER WINDOW MASTER SW TO TERMINAL 9
IS CUT OFF AND THE POWER WINDOW MOTOR STOPS. IF THE SW REMAINS PULLED UP, THE RELAY (UPSIDE)
IS ACTIVATED, SO CURRENT FLOWS FROM TERMINAL 4 OF THE POWER WINDOW MASTER SW  TERMINAL 10
TERMINAL 1 OF THE POWER WINDOW MOTOR  TERMINAL 2  TERMINAL 9  TERMINAL 8 GROUND,
THE POWER WINDOW MOTOR ROTATES IN THE UP DIRECTION AND MANUAL UP OPERATION OCCURS WHILE
THE SW IS PULLED UP.
3. MANUAL OPERATION BY POWER WINDOW SW (FRONT RH WINDOW)
WITH POWER WINDOW SW (FRONT RH) PULLED TO THE UP SIDE, CURRENT FLOWING FROM TERMINAL 4 OF
THE POWER WINDOW CONTROL SW FLOWS TO TERMINAL 1 OF THE POWER WINDOW SW  TERMINAL 2 OF
THE POWER WINDOW MOTOR  TERMINAL 1  TERMINAL 3 OF THE POWER WINDOW SW  TERMINAL 5 
TERMINAL 7 OF THE MASTER SW  TERMINAL 8  GROUND AND CAUSES THE POWER WINDOW MOTOR
(FRONT RH) TO ROTATE IN THE UP DIRECTION. UP OPERATION CONTINUES ONLY WHILE THE POWER WINDOW
SW IS PULLED TO THE UP SIDE. WHEN THE POWER WINDOW SW (FRONT RH) IS PULLED TO THE DOWN SIDE,
THE CURRENT FLOWING TO THE MOTOR FLOWS IN THE OPPOSITE DIRECTION, FROM TERMINAL 1 TO
TERMINAL 2, 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 8 OF THE POWER WINDOW MASTER SW IS NOT GROUNDED AND THE MOTOR DOES NOT
ROTATE, SO THE PASSENGER'S WINDOW CANNOT BE OPERATED AND WINDOW LOCK OCCURS.
FURTHERMORE, REAR LH, RH WINDOW OPERATE THE SAME AS THE ABOVE CIRCUIT.
4. KEY OFF POWER WINDOW OPERATION
WITH THE IGNITION SW TURNED FROM ON TO OFF, THE THEFT DETERRENT AND DOOR LOCK CONTROL ECU
AND CURRENT FLOWS FROM DOOR FUSE TERMINAL (A) 9 OF THE ECU OR DOME FUSE TO TERMINAL (B)1 OF
THE ECU  TERMINAL (A) 6  TERMINAL 1 OF THE POWER RELAY  TERMINAL 2  GROUND FOR ABOUT 60
SECONDS. THE SAME AS NORMAL OPERATION, THE CURRENT FLOWS FROM DOOR FUSE TERMINAL 5 OF
THE POWER MAIN RELAY  TERMINAL 3  TERMINAL 4 OF THE POWER WINDOW MASTER SW, AND TERMINAL
4 OF THE POWER WINDOW CONTROL SW RH. AS A RESULT, FOR ABOUT 60 SECONDS AFTER THE IGNITION SW
IS TURNED. 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 ED) WITHIN ABOUT 60
SECONDS AFTER TURNING THE IGNITION SW TO OFF, A SIGNAL IS INPUT TO TERMINAL (B) 19, (B) 7 OF THE
THEFT DETERRENT AND DOOR LOCK CONTROL ECU. AS A RESULT, THE ECU TURNED OFF AND UP AND DOWN
MOVEMENT OF THE POWER WINDOW STOPS.
SYSTEM OUTLINE

139
P 8POWER WINDOW MASTER SW 4-GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION
8-GROUND : ALWAYS CONTINUITY
10-GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW ON AND MASTER SW (DRIVER'S WINDOW) AT UP POSITION
9-GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW ON AND MASTER SW (DRIVER'S WINDOW) AT DOWN OR
AUTO DOWN POSITION
WINDOW LOCK SW
OPEN WITH THE WINDOW LOCK SW AT LOCK POSITION
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
D1030P 825T 7A29
D1130P 927T13B29
P 730P1027
: RELAY BLOCKS
CODESEE PAGERELAY BLOCKS (RELAY BLOCK LOCATION)
222R/B NO. 2 (ENGINE COMPARTMENT LEFT)
: 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)
1D20FRONT DOOR LH WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1E20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1H
1I20COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)1J20COWL 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)
IC236FLOOR NO. 2 WIRE AND COWL WIRE (LEFT KICK PANEL)
ID136FRONT DOOR LH WIRE AND INSTRUMENT PANEL WIRE (LEFT KICK PANEL)
IF136INSTRUMENT PANEL WIRE AND COWL WIRE (INSTRUMENT PANEL REINFORCEMENT LH)
IF236INSTRUMENT PANEL WIRE AND COWL WIRE (INSTRUMENT PANEL REINFORCEMENT LH)
IF336INSTRUMENT PANEL WIRE AND COWL WIRE (RIGHT KICK PANEL)
IL138FRONT DOOR RH WIRE AND INSTRUMENT PANEL WIRE (RIGHT KICK PANEL)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
IE36LEFT KICK PANEL
IG36RIGHT KICK PANELIH36RIGHT KICK PANEL
BI40LEFT QUARTER PILLAR
123455X4
X78 910
12
12P 7 P 8 P 9
P10GRAYGRAY
23 23 D10 D11
X
4X6 7 9
19 1XX 7
X XX AORANGE T 7 B ORANGET13
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

146
ELECTRONICALLY CONTROLLED TRANSMISSION
E2 ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID
8-GROUND:APPROX. 13.2:
4-GROUND:APPROX. 13.2:
6.2:APPROX. 8.3 :
7.3:APPROX. 3.8 :
1.5:APPROX. 3.8 :
E 3 ENGINE COOLANT TEMP. SENSOR
1-2:1- 10-20 K20
C4
F
4-7 K 0
C32
F
2-3 K20
C68
F
0.9-1.3 K-40
C-104
F
0.4-0.7 K-60
C140
F
0.2-0.4 K-80
C176
F
E 9 (B), E10 (A) ENGINE CONTROL MODULE
BATT-E1:AL WAYS 9-14 VOLTS
IGSW-E1:9-14 VOLTS WITH THE IGNITION SW ON
+B-E:9-14 VOLTS WITH THE IGNITION SW ON
IDL1-E1:0-1.5 VOLTS WITH THE IGNITION SW ON AND THE THROTTLE VALVE FULLY CLOSED
9-14 VOLTS WITH THE IGNITION SW ON AND THE THROTTLE VALVE FULLY OPEN
VTA1-E1:0.3-0.8 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 FULLY OPEN
STA-E1:6-14 VOLTS WITH THE ENGINE CRANKING
M-REL-E1:9-14 VOLTS WITH THE IGNITION SW ON
VCC-E1:4.5-5.5 VOLTS WITH THE IGNITION SW ON
L-E1:APPROX. 7.5-14 VOLTS WITH THE SHIFT LEVER AT Lº POSITION
2-E1:APPROX. 7.5-14 VOLTS WITH THE SHIFT LEVER AT 2º POSITION
R-E1:APPROX. 7.5-14 VOLTS WITH THE SHIFT LEVER AT Rº POSITION
0 1 O/D DIRECT CLUTCH SPEED SENSOR
1-2:APPROX. 620 :
V11 VEHICLE SPEED SENSOR NO. 2 (ELECTRONICALLY CONTROLLED TRANSMISION)
1-2:APPROX. 620 :
E 8 ELECTRONICALLY CONTROLLED TRANSMISSION PATTERN SELECT SW
4-3:CLOSED WITH ELECTRONICALLY CONTROLLED TRANSMISSION PATTERN SELECT SW AT MANUAL POSITION
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
A 524(2JZ-GTE)E 324(2JZ-GTE)0 529
C 324(2JZ-GTE)E 829P225(2JZ-GTE)
C10B28E 9B29S 525
C11A28E10A29S1129
C12C28I1929T 225(2JZ-GTE)
C1628J 129T 629
D 124(2JZ-GTE)J 229T1425
D 528K 429V1025(2JZ-GTE)
E 124(2JZ-GTE)M 125V1125(2JZ-GTE)
E 224(2JZ-GTE)0 125
: RELAY BLOCKS
CODESEE PAGERELAY BLOCKS (RELAY BLOCK LOCATION)
222R/B NO. 2 (ENGINE COMPARTMENT LEFT)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
IE20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1H
1I20COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)1J20COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1K
2A22BATTERY AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
SERVICE HINTS