1997 TOYOTA SUPRA engine coolant

1 21 2
2 1
1 2
1 2
1 2 2 1
E16 E16 E16
IEIJ1 11
IJ2 12 IJ2 3 B 21 B1A 4 A 20
B 42 B63 B44 B24 B46 A3A18 B27 B7
3 12 8
43124 VTA2 IDL2 THW OIL THG K D M NE NE-
W- B W- B W- BL- R B- R
L- Y
O
BR- Y GR - RY- L
W- B W- B W- B GR- RW- BY- L L- R
W- B W- B
W- B
G- Y
B- R
BRG- YYY- L
G- WYL
G- W WB- R
Y- L
(
SHIELDED)(
SHIELDED) NCO+ NCO-STP TE 1FROM POWER SOURCE SYSTEM (
SEE PAGE 56)
STOP LIGHT
SW DATA LINK
CONNECTOR 1
O/D DIRECT CLUTCH
SPEED SENSOR
S11 D 1
O 1
Y
S 5
SUB THROTTLE
POSITION SENSOR
ENGINE COOLANT TEMP. SENSOR
A/T FLUID TEMP. SENSOR
EGR GAS TEMP. SENSOR
KICK DOWN SW E 3
A 5
E 1
K 4
ELECTRONICALLY CONTROLLED
TRANSMISSION PATTERN
SELECT SW
CRANKSHAFT
POSITION SENSOR
E 8
C 3
ENGINE CONTROL MODULEA E 9 , E1 0B
E14 W- B
W- B
B 65E2
15A
STOP
1I 10
TE1 +B
NORMAL
MANUAL
1J 11H 13
142
ELECTRONICALLY CONTROLLED TRANSMISSION

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

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)

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

156
ELECTRONICALLY CONTROLLED TRANSMISSION
E2 ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID
1, 2, 3-GROUND:EACH 11-15W
E 3 ENGINE COOLANT TEMP. SENSOR
4-7 K 0
C32
F)
2-3 K20
C68
F)
0-9.3 K40
C 104
F)
0-4.7 K60
C140
F)
0-2.4 K80
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-E1:9-14 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: 7.5-14 VOLTS WITH THE SHIFT LEVER AT Lº POSITION
2-E1: 7.5-14 VOLTS WITH THE SHIFT LEVER AT 2º POSITION
V11 VEHICLE SPEED SENSOR NO. 2 (ELCTRONICALLY CONTROLLED TRANSMISSION)
1-2:APPROX. 620
E 8 ELECTRONICALLY CONTROLLED TRANSMISSION PATTERN SELECT SW
4-3 :CLOSED WITH THE ELECTRONICALLY CONTROLLED TRANSMISSION PATTERN SELECT SW AT MANUAL
POSITION
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
A426(2JZ-GE)E 326(2JZ-GE)0 529
C10B28E 829P 227(2JZ-GE)
C11A28E 9B29P 327(2JZ-GE)
C12C28E10A29S1129
C1628I1929T 227(2JZ-GE)
D 126(2JZ-GE)J 129T 629
D 426J 229V1027(2JZ-GE)
E 126(2JZ-GE)K 429V1127(2JZ-GE)
E 226(2JZ-GE)M 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)
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)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CODESEE PAGEJOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
EA134(2JZ-GE)ENGINE WIRE AND ENGINE ROOM MAIN WIRE (NEAR THE R/B NO 2)EA334ENGINE WIRE AND ENGINE ROOM MAIN WIRE (NEAR THE R/B NO. 2)
IB136ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)
IF336INSTRUMENT PANEL WIRE AND COWL WIRE (RIGHT KICK PANEL)
II138ENGINE WIRE AND INSTRUMENT PANEL WIRE (RIGHT KICK PANEL)
IJ138ENGINE WIRE AND COWL WIRE (RIGHT KICK PANEL)IJ238ENGINE WIRE AND COWL WIRE (RIGHT KICK PANEL)
SERVICE HINTS

15A
HEAD (
RH)
(
USA)
25
6
1
IF2 13 IF1 6IB1 2
IF2 1IF24IF114
IE1 1IE12IE13
BP1 5 BP13BP11 II1 24 II1 19 A 2A 16 A15 B6
A 7A6A3A9A8B8A10 A11 A13
II1 29
SLIP
CRUISE
HIGH BEAM
WATER TEMP.
FUEL
FUEL
TACHO
IJ213
IE EC IFI 3 FROM POWER SOURCE SYSTEM (
SEE PAGE 56)
IJ29
EXT
I 4
E10
C 9
P 2
COMBINATION METER FROM HEADLIGHT HI RH
FUEL SENDERIGNITER
ENGINE CONTROL MODULE
CLUTCH START
SW
PARK/NEUTRAL POSITION
SW Y- G
Y- B
BR BRY- B Y- GBR Y- RR- LO W
Y- G
Y- B
BR
B- W B- W
B- W BRBR Y- L (
*3) R- L W- BW
O TO THROTTLE E CU
TO CRUISE CONTROL
ECU
TO DI MME R SW
[COMB. SW]
ENGINE COOLANT TEMP. SENDER
LH
RH TURNB
(
A/T)
B
(
M/T)B- W
(
M/T) R- W
(
*1)
B- W
G- B
G- Y R- W R- W
R- W
G- B
G- YB- WB
B BR
BR
(
*4)
(
*3) (
*1)
BULB
CHECK RELAY
123416FROM TURN SIGNAL SW
[COMB. SW]
1 2
(
*2)
E 4
C
C10 , C11
, C1 2
BA
(
*3)
1I 4
B (
*3)
Y- R (
*4)
(
A/ T)
(
A/T)(
A/T) (
*2)
TACO
F14
2
P
N
1E 19 1E14 1H 11 1H7
7. 5A
ST
1K 4
220
COMBINATION METER

224
COMBINATION METER
B2 BRAKE FLUID LEVEL WARNING SW
1-2 : CLOSED WITH THE FLOAT DOWN
P5 PARKING BRAKE SW
1-GROUND : CLOSED WITH THE PARKING BRAKE LEVER PULLED UP
O2 OIL PRESSURE SW
1-GROUND : CLOSED WITH THE OIL PRESSURE ABOVE APPROX. 20 KPA (2.8 PSI, 0.2 KG/CM
2)
E4 ENGINE COOLANT TEMP. SENDER
1-GROUND : APPROX. 160-240 W (50
C, 122
F)
APPROX. 17.1-20.4 W (120
C, 288
F)
E7 ENGINE OIL LEVEL SENSOR
1-2 : CLOSED WITH THE FLOAT UP AND THE ENGINE OIL TEMP. AT BELOW APPROX. 55
C (131
F)
OPEN WITH THE FLOAT DOWN AND THE ENGINE OIL TEMP. AT BELOW APPOX. 60
C (140
F)
F14 FUEL SENDER
1-2 : APPROX. 3 W AT FUEL FULL
APPROX. 110 W AT FUEL EMPTY
C10 (B), C12 (A) COMBINATION METER
(B) 9-GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION
(A) 16-GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ST POSITION AND THE SHIFT LEVER AT P OR N
POSITION (A/T)
12 VOLTS WITH THE IGNITION SW AT ST POSITION AND THE CLUTCH PEDAL DEPRESSED
(M/T)
(A) 8-GROUND : ALWAYS CONTINUITY
(A) 11-GROUND : ALWAYS CONTINUITY
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
A1328E724 (2JZ-GTE)O227 (2JZ-GE)
B224 (2JZ-GTE)E726 (2JZ-GE)P225 (2JZ-GTE)B226 (2JZ-GE)E1029P227 (2JZ-GE)
C928F1430P429
C10B28G224 (2JZ-GTE)P529
C11C28G226 (2JZ-GE)T529
C12A28I427T629
D628J129T1329
E424 (2JZ-GTE)L230V1025 (2JZ-GTE)E426 (2JZ-GE)O225 (2JZ-GTE)V1027 (2JZ-GE)
: 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)
1E20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1G
1H
1I20COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1J
()
1K
: 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)IB236ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)
IE136INSTRUMENT PANEL WIRE AND FLOOR NO. 2 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)
II138ENGINE WIRE AND INSTRUMENT PANEL WIRE (RIGHT KICK PANEL)
IJ238ENGINE WIRE COWL WIRE (RIGHT KICK PANEL)
BP140FUEL GAUGE WIRE AND FLOOR NO. 2 WIRE (LUGGAGE ROOM FRONT LH)
SERVICE HINTS