1997 TOYOTA SUPRA turn signal

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

111
TURN SIGNAL AND HAZARD WARNING LIGHT

15A
HA Z- HORN
5 6
5 1 2
2 1 I 3
I 3
I 2
B 4
IE EB BI EA BJ IHA A 2
4 44IF1 12IF1 17
B 6 A
B 7 IF1 4IB1 3
W W W
G- R W- R
R- B
G- B
G- Y R- B
G- B G- B W- BG- B W- B W- B
W- B
W- B W- B
W- B W- BR- B
G- B
G- Y
G- Y
G- Y
G- B
R- B
G- Y
G- B
G- Y
G- B
W- B G- Y
G- YW- B
W- B R- B W- RW- B
9 756 158
3 21FROM POWER SOURCE SYSTEM (
SEE PAGE 56)
810 2
15 HAZARD SW H10C13
TURN SIGNAL
FLASHER
FRONT TURN SIGNAL
LIGHT LH F 7
FRONT TURN SIGNAL
LIGHT RH F 8 REAR TURN S IGNAL
LIGHT LH
[REAR COMB. LIGHT LH] R 9
REAR TURN S IGNAL
LIGHT RH
[REAR COMB. LIGHT RH] R10TURN SIGNAL
INDICATOR LIGHT
[COMB. METER]
JUNCTION
CONNECTOR J 1 LH TURN RH BL
E
E 2 : 2JZ- GTE
E18 : 2JZ- GEE 2 : 2JZ- GTE
E18 : 2JZ- GEA C10 , C12
B 1
1C 41H11
1A71E 191C 31H7
1A41E 14
7. 5A
TURN
1E 7
6
TURN L H
RHTB TL TR TURN SIGNAL SW [COMB. SW]HAZARD OFF
ONF TBB2TLB1TR
11 2
TURN SIGNAL AND HAZARD WARNING LIGHT

11 3
TURN SIGNAL FLASHER
(4) 1-GROUND : CHANGES FROM APPROX. 12 VOLTS TO 0 VOLTS WITH THE IGNITION SW ON AND THE TURN SIGNAL
SW LEFT OR RIGHT, OR WITH THE HAZARD WARNING SW ON.
(4) 2-GROUND :12 VOLTS WITH THE IGNITION SW ON OR THE HAZARD SW ON
(4) 3-GROUND : ALWAYS CONTINUITY
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
C10B28F 726 (2JZ-GE)J 129
C12A28F826 (2JZ-GTE)R 930
C1328F 826 (2JZ-GE)R1030
F 724 (2JZ-GTE)H1029
: 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)
1A20ENGINE ROOM MAIN WIRE AND J/B NO. 1 (LEFT KICK PANEL)
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)
: 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)
IF136INSTRUMENT PANEL WIRE AND COWL WIRE (INSTRUMENT PANEL REINFORCEMENT LH)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
EA32 (2JZ-GTE)FRONT SIDE OF RIGHT FENDEREA34 (2JZ-GE)FRONT SIDE OF RIGHT FENDER
EB32 (2JZ-GTE)FRONT SIDE OF LEFT FENDEREB34 (2JZ-GE)FRONT SIDE OF LEFT FENDER
IE36LEFT KICK PANEL
IH36RIGHT KICK PANEL
BI40LEFT QUARTER PILLAR
BJ40LOWER BACK PANEL CENTER
: SPLICE POINTS
CODESEE PAGEWIRE HARNESS WITH SPLICE POINTSCODESEE PAGEWIRE HARNESS WITH SPLICE POINTS
E 232ENGINE ROOM WIREI 338INSTRUMENT PANEL WIRE
E1834ENGINE ROOM WIREB 440FLOOR NO. 2 WIRE
I 238COWL WIRE
SERVICE HINTS

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

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

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