1997 TOYOTA SUPRA turn signal

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

162
ABS (W/O TRACTION CONTROL)
THIS SYSTEM CONTROLS THE RESPECTIVE BRAKE FLUID PRESSURES ACTING ON THE DISC BRAKE CYLINDERS
OF THE RIGHT FRONT WHEEL, LEFT FRONT WHEEL AND REAR WHEELS WHEN THE BRAKES ARE APPLIED IN A
PANIC STOP SO THAT THE WHEELS DO NOT LOCK. THIS RESULTS IN IMPROVED DIRECTIONAL STABILITY AND
STEERABILITY DURING PANIC BRAKING.
1. INPUT SIGNALS
(1) SPEED SENSOR SIGNAL
THE SPEED OF THE WHEELS IS DETECTED AND INPUT TO TERMINALS FL+, FR+, RL+ AND RR+ OF THE ABS
ECU.
(2) STOP LIGHT SW SIGNAL
A SIGNAL IS INPUT TO TERMINAL STP OF THE ABS ECU WHEN THE BRAKE PEDAL IS DEPRESSED.
2. SYSTEM OPERATION
DURING SUDDEN BRAKING, THE ABS ECU WHICH HAS SIGNALS INPUT FROM EACH SENSOR CONTROLS THE
CURRENT FLOWING TO THE SOLENOID INSIDE THE ACTUATOR AND LETS THE HYDRAULIC PRESSURE ACTING ON
EACH WHEEL CYLINDER ESCAPE TO THE RESERVOIR. THE PUMP INSIDE THE ACTUATOR IS ALSO OPERATING AT
THIS TIME AND IT RETURNS THE BRAKE FLUID FROM THE RESERVOIR TO THE MASTER CYLINDER, THUS
PREVENTING LOCKING OF THE VEHICLE WHEELS.
IF THE ECU JUDGES THAT THE HYDRAULIC PRESSURE ACTING ON THE WHEEL CYLINDER IS INSUFFICIENT, THE
CURRENT ACTING ON SOLENOID IS CONTROLLED AND THE HYDRAULIC PRESSURE IS INCREASED.
HOLDING OF THE HYDRAULIC PRESSURE IS ALSO CONTROLLED BY THE ECU, BY THE SAME METHOD AS ABOVE,
BY REPEATED PRESSURE REDUCTION, HOLDING AND INCREASE ARE REPEATED TO MAINTAIN VEHICLE
STABILITY AND TO IMPROVE STEERABILITY DURING SUDDEN BRAKING.
A 6 (A), A 7 (B) ABS ACTUATOR
(A) 1-GROUND : ALWAYS CONTINUITY
(B) 5-(A) 4:33

(B) 1,(B) 2,(B) 4,(A) 4:APPROX. 8.8

(B) 5,(B) 6,(B) 8,(A) 4:APPROX. 4.3

A10, A11 ABS SPEED SENSOR FRONT LH, RH
1-2:1.4-1.8 K
(20
C, 68
F)
A31, A32 ABS SPEED SENSOR REAR LH, RH
1-2:0.9-1.3 K
(20
C, 68
F)
A18, (B), A19(A) ABS ECU
(B) 2-GROUND :10-14 VOLTS WITH THE IGNITION SW ON
(B)12-GROUND :10-14 VOLTS WITH THE STOP LIGHT SW ON (BRAKE PEDAL DEPRESSED)
(A) 2, (A) 13-GROUND :ALWAYS CONTINUITY
(A) 1, (A) 4, (A) 10, (A) 11, (A) 21, (A) 22-GROUND:10-14 VOLTS WITH THE IGNITION SW ON
S11 STOP LIGHT SW
1-2:CLOSED WITH THE BRAKE PEDAL DEPRESSED
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
A 6A26(2JZ-GE)A1126(2JZ-GE)D 126(2JZ-GE)
A 7B26(2JZ-GE)A18B28D 528
A 8A26A19A28S1129
A 9B26A3130T 529
A1026(2JZ-GE)A3230
: 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 HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
1E20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1I20COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)1K20COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
SYSTEM OUTLINE
SERVICE HINTS

166
ABS (W/ TRACTION CONTROL)
THIS SYSTEM CONTROLS THE RESPECTIVE BRAKE FLUID PRESSURES ACTING ON THE DISC BRAKE CYLINDERS
OF THE RIGHT FRONT WHEEL, LEFT FRONT WHEEL, RIGHT REAR WHEEL AND LEFT REAR WHEEL WHEN THE
BRAKES ARE APPLIED IN A PANIC STOP SO THAT THE WHEELS DO NOT LOCK.
THIS RESULTS IN IMPROVED DIRECTIONALLY STABILITY AND STEERABILITY DURING PANIC BRAKING.
1. INPUT SIGNALS
(3) SPEED SENSOR SIGNAL
THE SPEED OF THE WHEELS IS DETECTED AND INPUT TO TERMINALS FL+, FR+, RL+ AND RR+ OF THE ABS
ECU.
(4) STOP LIGHT SW SIGNAL
A SIGNAL IS INPUT TO TERMINAL STP OF THE ABS ECU WHEN THE BRAKE PEDAL IS DEPRESSED.
(5) DECELERATION SENSOR SIGNAL
LONGITUDINAL AND LATERAL ACCELERATION IS DETECTED AND INPUT TO THE ABS ECU.
2. SYSTEM OPERATION
DURING SUDDEN BRAKING, THE ABS ECU WHICH HAS SIGNALS INPUT FROM EACH SENSOR CONTROLS THE
CURRENT FLOWING TO THE SOLENOID INSIDE THE ACTUATOR AND LETS THE HYDRAULIC PRESSURE ACTING ON
EACH WHEEL CYLINDER ESCAPE TO THE RESERVOIR. THE PUMP INSIDE THE ACTUATOR IS ALSO OPERATING AT
THIS TIME AND IT RETURNS THE BRAKE FLUID FROM THE RESERVOIR TO THE MASTER CYLINDER, THUS
PREVENTING LOCKING OF THE VEHICLE WHEELS.
IF THE ECU JUDGES THAT THE HYDRAULIC PRESSURE ACTING ON THE WHEEL CYLINDER IS INSUFFICIENT, THE
CURRENT ACTING ON SOLENOID IS CONTROLLED AND THE HYDRAULIC PRESSURE IS INCREASED.
HOLDING OF THE HYDRAULIC PRESSURE IS ALSO CONTROLLED BY THE ECU, BY THE SAME METHOD AS ABOVE,
BY REPEATED PRESSURE REDUCTION, HOLDING AND INCREASE ARE REPEATED TO MAINTAIN VEHICLE
STABILITY AND TO IMPROVE STEERABILITY DURING SUDDEN BRAKING.
A20 (A), A21 (B) ABS ECU
(A) 13-GROUND::10-14 VOLTS WITH THE IGNITION SW AT ON POSITION
(A) 5-GROUND:10-14 VOLTS WITH THE STOP LIGHT SW ON
(A) 12,(A) 25-GROUND:ALWAYS CONTINUITY
A 6 (A), A 7 (B) ABS ACTUATOR
(A) 1-GROUND:ALWAYS CONTINUITY
(A) 5-(A) 4.33 W
(B) 1, (B) 2, (B) 3, (B) 4- (A) 4,:APPROX. 8 8 W
(B) 5, (B) 6, (B) 7, (B) 8- (A) 4,:APPROX. 4.3 W
S11 STOP LIGHT SW
2-1:CLOSED WITH THE BRAKE PEDAL DEPRESSED
A10, A11 ABS SPEED SENSOR FRONT LH, RH
1-2:0.4-1.8 K W (20
C, 68
F)
A31, A32 ABS SPEED SENSOR REAR LH, RH
1-2:0.9-1.3 K W (20
C, 68
F)
SYSTEM OUTLINE
SERVICE HINTS

176
CRUISE CONTROL
CURRENT IS APPLIED AT ALL TIMES THROUGH STOP FUSE TO TERMINAL 1 OF THE CRUISE CONTROL ECU,
TERMINAL 2 OF THE STOP LIGHT SW, AND ALSO THROUGH THE ECU-B FUSE TO TERMINAL 15 OF THE CRUISE
CONTROL ECU.
WITH THE IGNITION SW TURNED TO ON, THE CURRENT FLOWS THROUGH GAUGE FUSE TO TERMINAL (A) 9 OF
THE COMBINATION METER AND THE CURRENT THROUGH ECU-IG FUSE FLOWS TO TERMINAL 14 OF THE CRUISE
CONTROL ECU.
WHEN THE IGNITION SW IS ON AND THE CRUISE CONTROL MAIN SWITCH IS TURNED ON, A SIGNAL IS INPUT FROM
TERMINAL 15 OF CRUISE CONTROL MAIN SW TO TERMINAL 19 OF THE CRUISE CONTROL ECU. AS A RESULT, THE
CRUISE CONTROL ECU FUNCTIONS AND THE CURRENT FLOWS THROUGH TERMINAL 14 OF THE CRUISE
CONTROL ECU TO TERMINAL 13 OF THE CRUISE CONTROL ECU " GROUND, AND THE CRUISE CONTROL SYSTEM
IS IN A CONDITION READY FOR OPERATION.
AT THE SAME TIME, THE CURRENT THROUGH THE GAUGE FUSE FLOWS TO TERMINAL (A) 9 OF THE CRUISE
CONTROL INDICATOR LIGHT " TERMINAL (B) 6 " TERMINAL 7 OF THE CRUISE CONTROL ECU " TERMINAL 13 "
GROUND, CAUSING THE CRUISE CONTROL INDICATOR LIGHT TO LIGHT UP, INDICATING THAT THE CRUISE
CONTROL IS READY FOR OPERATION.
1. SET OPERATION
WHEN THE CRUISE CONTROL MAIN SW IS TURNED ON AND THE SET SW IS PUSHED WITH THE VEHICLE
SPEED WITHIN THE SET LIMIT (APPROX. 40 KM/H, 25 MPH TO 200 KM/H, 124 MPH), A SIGNAL IS INPUT TO
TERMINAL 18 OF THE CRUISE CONTROL ECU AND THE VEHICLE SPEED AT THE TIME THE SET SW IS
RELEASED, WHICH I MEMORIZED IN THE ECU AS THE SET SPEED.
2. SET SPEED CONTROL
DURING CRUISE CONTROL DRIVING, THE ECU COMPARES THE SET SPEED MEMORIZED IN THE ECU WITH THE
ACTUAL VEHICLE SPEED INPUTS INTO TERMINAL 20 OF THE CRUISE CONTROL ECU FROM THE SPEED
SENSOR, AND CONTROLS THE CRUISE CONTROL ACTUATOR TO MAINTAIN THE SET SPEED.
WHEN THE ACTUAL SPEED IS LOWER THAN THE SET SPEED, THE ECU CAUSES THE CURRENT TO THE
CRUISE CONTROL ACTUATOR TO FLOW FROM TERMINAL 12 " TERMINAL 1 OF THE CRUISE CONTROL
ACTUATOR " TERMINAL 2 " TERMINAL 11 OF THE CRUISE CONTROL ECU. AS A RESULT, THE MOTOR IN THE
CRUISE CONTROL ACTUATOR IS ROTATED TO OPEN THE THROTTLE VALVE AND THE THROTTLE CABLE IS
PULLED TO INCREASE THE VEHICLE SPEED. WHEN THE ACTUAL DRIVING SPEED IS HIGHER THAN THE SET
SPEED, THE CURRENT TO CRUISE CONTROL ACTUATOR FLOWS FROM TERMINAL 11 OF THE ECU "
TERMINAL 2 OF THE CRUISE CONTROL ACTUATOR " TERMINAL 1 " TERMINAL 12 OF THE CRUISE CONTROL
ECU.
THIS CAUSES THE MOTOR IN THE CRUISE CONTROL ACTUATOR TO ROTATE TO CLOSE THE THROTTLE VALVE
AND RETURN THE THROTTLE CABLE TO DECREASE THE VEHICLE SPEED.
3. COAST CONTROL
DURING THE CRUISE CONTROL DRIVING, WHILE THE COAST SW IS ON, THE CRUISE CONTROL ACTUATOR
RETURNS THE THROTTLE CABLE TO CLOSE THE THROTTLE VALVE AND DECREASE THE DRIVING SPEED. THE
VEHICLE SPEED WHEN THE COAST SWITCH IS TURNED OFF IS MEMORIZED AND THE VEHICLE CONTINUES AT
THE NEW SET SPEED.
4. ACCEL CONTROL
DURING CRUISE CONTROL DRIVING, WHILE THE ACCEL SW IS TURNED ON, THE CRUISE CONTROL ACTUATOR
PULLS THE THROTTLE CABLE TO OPEN THE THROTTLE VALVE AND INCREASE THE DRIVING SPEED.
THE VEHICLE SPEED WHEN THE ACCEL SW IS TURNED OFF IS MEMORIZED AND THE VEHICLE CONTINUES AT
THE NEW SET SPEED.
5. RESUME CONTROL
UNLESS THE VEHICLE SPEED FALLS BELOW THE MINIMUM SPEED LIMIT (APPROX. 40 KM/H, 25 MPH) AFTER
CANCELING THE SET SPEED BY THE CANCEL SW, PUSHING THE RESUME SW WILL CAUSE THE VEHICLE TO
RESUME THE SPEED SET BEFORE THE CANCELLATION.
6. MANUAL CANCEL MECHANISM
IF ANY OF THE FOLLOWING OPERATIONS OCCUR DURING CRUISE CONTROL OPERATION, THE MAGNETIC
CLUTCH OF THE ACTUATOR TURNS OFF AND THE MOTOR ROTATES TO CLOSE THE THROTTLE VALVE AND
THE CRUISE CONTROL IS RELEASED.
*PLACING THE SHIFT LEVER IN EXCEPT Dº POSITION (PARK/NEUTRAL POSITION SW EXCEPT Dº POSITION).
SIGNAL IS NOT INPUT TO TERMINAL 2 OF THE ECUº (A/T)
*DEPRESSING THE BRAKE PEDAL (STOP LIGHT SW ON). SIGNAL IS INPUT TO TERMINAL 16 OF THE ECUº
*PUSHING THE CANCEL SWITCH (CANCEL SW ON). SIGNAL IS INPUT TO TERMINAL 18 OF THE ECUº
*DEPRESSING THE CLUTCH PEDAL (CRUISE CONTROL CLUTCH SW OFF). SIGNAL IS NOT INPUT TO TERMINAL
2 OF THE ECUº
SYSTEM OUTLINE

177
7. AUTO CANCEL FUNCTION
A) IF ANY OF THE FOLLOWING OPERATING CONDITIONS OCCUR DURING CRUISE CONTROL OPERATION, THE SET
SPEED IS ERASED, CURRENT FLOW TO MAGNETIC CLUTCH IS STOPPED AND THE CRUISE CONTROL IS
RELEASED. (MAIN SW TURNS OFF).
WHEN THIS OCCURS, THE IGNITION SW MUST BE TURNED OFF ONCE BEFORE THE MAIN SW WILL TURN ON.
*OVER CURRENT TO TRANSISTOR DRIVING MOTOR AND/OR MAGNETIC CLUTCH.
*WHEN CURRENT CONTINUED TO FLOW TO THE MOTOR INSIDE THE ACTUATOR IN THE THROTTLE VALVE
OPENº DIRECTION.
*OPEN CIRCUIT IN MAGNETIC CLUTCH.
*MOMENTARY INTERRUPTION OF VEHICLE SPEED SIGNAL.
*SHORT CIRCUIT IN CRUISE CONTROL SW.
*MOTOR DOES NOT OPERATE DESPITE THE MOTOR DRIVE SIGNAL BEING OUTPUT.
B) IF ANY OF THE FOLLOWING CONDITIONS OCCUR DURING CRUISE CONTROL OPERATION, THE SET SPEED IS
ERASED AND THE CRUISE CONTROL IS RELEASED. (THE POWER OF MAGNETIC CLUTCH IS CUT OFF UNTIL
THE SET SW IS ONº AGAIN.)
*WHEN THE VEHICLE SPEED FALLS BELOW THE MINIMUM SPEED LIMIT, APPROX. 40 KM/H (25 MPH)
*WHEN THE VEHICLE SPEED FALLS MORE THAN 16 KM/H (10 MPH) BELOW THE SET SPEED, E.G. ON AN
UPWARD SLOPE.
*WHEN POWER TO THE CRUISE CONTROL SYSTEM IS MOMENTARILY CUT OFF.
8. AUTOMATIC TRANSMISSION CONTROL FUNCTION
*IN OVERDRIVE. IF THE VEHICLE SPEED BECOMES LOWER THAN THE OVERDRIVE CUT SPEED (SET SPEED
MINUS APPROX. 4 KM/H, 2.5 MPH) DURING CRUISE CONTROL OPERATION, SUCH AS DRIVING UP A HILL, THE
OVERDRIVE IS RELEASED AND THE POWER INCREASED TO PREVENT A REDUCTION IN VEHICLE SPEED.
*AFTER RELEASING THE OVERDRIVE, VEHICLE SPEED BECOMES HIGHER THAN THE OVERDRIVE RETURN
SPEED (SET SPEED MINUS APPROX, 2 KM/H, 1.2 MPH) AND THE ECU JUDGES BY THE SIGNALS FROM
POTENTIOMETER OF THE ACTUATOR THAT THE UPWARD SLOPE HAS FINISHED, OVERDRIVE IS RESUMED
AFTER APPROXIMATELY 2 SECONDS.
*DURING CRUISE CONTROL DRIVING, THE CRUISE CONTROL OPERATION SIGNAL IS OUTPUT FROM THE
CRUISE CONTROL ECU TO THE ENGINE CONTROL MODULE. UPON RECEIVING THIS SIGNAL, THE ENGINE
CONTROL MODULE CHANGES THE SHIFT PATTERN TO NORMAL. TO MAINTAIN SMOOTH CRUISE CONTROL
OPERATION (ON A DOWNWARD SLOPE ETC.), LOCK-UP RELEASE OF THE TRANSMISSION WHEN THE IDLING
POINT OF THE THROTTLE POSITION IS ONº IS FORBIDDEN.
C 4 CRUISE CONTROL ACTUATOR
3-4 : APPROX. 38.5 W
C14 CRUISE CONTROL SW [COMB. SW]
15-17 : CONTINUITY WITH THE MAIN SW ON
5-17 : APPROX. 418 W WITH THE CANCEL SW ON
APPROX. 68 W WITH THE RESUME/ACCEL SW ON
APPROX. 198 W WITH THE SET/COAST SW ON
C16 CRUISE CONTROL ECU
14-GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION
15-GROUND : ALWAYS APPROX. 12 VOLTS
20-GROUND :4 PULSE WITH 1 ROTATION OF ROTOR SHAFT
18-GROUND : APPROX. 418 W WITH THE CANCEL SW ON IN CONTROL SW
APPROX. 198 W WITH THE SET/COAST SW ON IN CONTROL SW
APPROX. 68 W WITH THE RESUME/ACCEL SW ON IN CONTROL SW
13-GROUND : ALWAYS CONTINUITY
SERVICE HINTS

183
THE PPS (HYDRAULIC REACTION TYPE) CONTROLS THE HYDRAULIC PRESSURE APPLIED TO THE HYDRAULIC
REACTION CHAMBER IN THE GEAR BOX CONTROL UNIT USING THE PPS ECU, TO CHANGE THE STEERING FORCE
AND PROVIDE OPTIMUM STEERING FEELING AT ANY VEHICLE SPEEDS AND UNDER ANY STEERING CONDITIONS.
(PPS OPERATION)
WHEN THE IGNITION SW IS TURNED ON THE STARTING CURRENT FLOWS FROM THE ECU-IG FUSE TO TERMINAL
4 OF THE PPS ECU. THE PPS ECU MONITORS VEHICLE SPEED, INPUT SIGNAL TO TERMINAL 5 OF THE ECU.
WHEN THE VEHICLE SPEED IS LOW, THE PPS ECU SENDS A HIGHER-CURRENT FROM TERMINAL 1 OF THE ECU 
TERMINAL 1 OF THE SOLENOID VALVE TERMINAL 2 TERMINAL 2 OF THE ECU TERMINAL 6 
GROUND, INCREASING THE SOLENOID VALVE OPENING ANGLE TO PROVIDE COMFORTABLE STEERING
OPERATION. WHEN THE VEHICLE SPEED IS HIGH, THE PPS ECU DECREASES THE SOLENOID VALVE OPENING
ANGLE BY REDUCING THE CURRENT TO THE VALVE TO PROVIDE RESPONSIVE STEERING FEELING.
P1 PPS SOLENOID
1-2 : APPROX. 7.7 W (25
C, 77
F)
P4 PPS ECU
4-GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION
6-GROUND : ALWAYS CONTINUITY
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
C10A28P127 (2JZ-GE)V1025 (2JZ-GTE)
C12B28P429V1027 (2JZ-GE)
P125 (2JZ-GTE)T629
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1E20INSTRUMENT PANEL 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)
II138ENGINE WIRE AND INSTRUMENT PANEL WIRE (RIGHT KICK PANEL)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
IF36LEFT KICK PANEL
IH36RIGHT KICK PANEL
: SPLICE POINTS
CODESEE PAGEWIRE HARNESS WITH SPLICE POINTSCODESEE PAGEWIRE HARNESS WITH SPLICE POINTS
I838INSTRUMENT PANEL WIREI1438INSTRUMENT PANEL WIRE
SYSTEM OUTLINE
SERVICE HINTS

185
WHEN THE IGNITION SW IS TURNED TO ACC POSITION THE CURRENT FROM THE CIG FUSE FLOWS TO TERMINAL
5 OF THE SHIFT LOCK ECU, IN THE ON POSITION, THE CURRENT FROM THE ECU-IG FUSE FLOWS TO TERMINAL 1
OF THE ECU.
1. SHIFT LOCK MECHANISM
WITH THE IGNITION SW ON, WHEN A SIGNAL THAT THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) AND A
SIGNAL THAT THE SHIFT LEVER IS PUT IN Pº POSITION (CONTINUITY BETWEEN P1 AND P OF THE SHIFT LOCK
CONTROL SW) IS INPUT TO THE ECU, THE ECU OPERATES AND CURRENT FLOWS FROM TERMINAL 1 OF THE ECU
 TERMINAL `SLS+' OF THE SHIFT LOCK SOLENOID SOLENOID TERMINAL `SLS-' TERMINAL 4 OF THE ECU
GROUND. THIS CAUSES THE SHIFT LOCK SOLENOID TO TURN ON (PLATE STOPPER DISENGAGES) AND THE
SHIFT LEVER CAN SHIFT INTO POSITION OTHER THAN THE Pº.
2. KEY INTERLOCK MECHANISM
WITH THE IGNITION SW ON OR ACC POSITION, WHEN THE SHIFT LEVER IS PUT IN Pº POSITION (NO CONTINUITY
BETWEEN P2 AND P OF SHIFT LOCK CONTROL SW), THE CURRENT FLOWING FROM TERMINAL 6 OF THE ECU 
KEY INTERLOCK SOLENOID IS CUT OFF. THIS CAUSES THE KEY INTERLOCK SOLENOID TO TURN OFF (LOCK
LEVER DISENGAGES FROM LOCK POSITION) AND THE IGNITION KEY CAN BE TURNED FROM ACC TO LOCK
POSITION.
S7 SHIFT LOCK ECU
5-GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ACC OR ON POSITION
1-GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION
4-GROUND : ALWAYS CONTINUITY
2-GROUND : APPROX. 12 VOLTS WITH THE BRAKE PEDAL DEPRESSED
S11 STOP LIGHT SW
2-1 : CLOSED WITH THE BRAKE PEDAL DEPRESSED
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
S729S1129U129
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1I
1J20COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1K
()
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
IE36LEFT KICK PANEL
12
X4
5612 S 7 S11BLUE
34U 1
SYSTEM OUTLINE
SERVICE HINTS

195
CURRENT ALWAYS FLOWS TO TERMINAL 1 OF THE INTEGRATION RELAY THROUGH DOME FUSE.
1. SEAT BELT WARNING SYSTEM
WHEN THE IGNITION SW IS TURNED ON, CURRENT FLOWS FROM THE GAUGE FUSE TO TERMINAL 7 OF THE
INTEGRATION RELAY. AT THE SAME TIME, CURRENT FLOWS TO TERMINAL 9 OF THE RELAY FROM THE GAUGE
FUSE THROUGH THE SEAT BELT WARNING LIGHT. THIS CURRENT ACTIVATES THE INTEGRATION RELAY AND
CURRENT FLOWING THROUGH THE WARNING LIGHT FLOW FROM TERMINAL 9 OF THE RELAY " TERMINAL 10 "
GROUND, CAUSING THE WARNING LIGHT TO LIGHT UP. A BUCKLE SW OFF SIGNAL IS INPUT TO TERMINAL 8 OF
THE RELAY, THE CURRENT FLOWING TO TERMINAL 7 OF THE RELAY FLOWS THROUGH TERMINAL 10 " GROUND
AND THE SEAT BELT WARNING BUZZER SOUNDS FOR APPROX. 4-8 SECONDS. HOWEVER, IF THE SEAT BELT IS
PUT ON DURING THIS PERIOD (WHILE THE BUZZER IS SOUNDING), SIGNAL INPUT TO TERMINAL 8 OF RELAY
STOPS AND THE CURRENT FLOW FROM TERMINAL 7 OF THE RELAY "TERMINAL 10 "GROUND IS CUT,
CAUSING THE BUZZER TO STOP.
2. UNLOCK WARNING SYSTEM
WITH THE IGNITION KEY INSERTED IN THE KEY CYLINDER (UNLOCK SW ON), THE IGNITION SW STILL OFF AND
DRIVER'S DOOR OPENS (DOOR COURTESY SW ON), WHEN A SIGNAL IS INPUT TO TERMINAL 6 OF THE RELAY, THE
INTEGRATION RELAY OPERATES, CURRENT FLOWS FROM TERMINAL 7 OF THE RELAY "TERMINAL 10 "
GROUND AND UNLOCK WARNING BUZZER SOUNDS.
B6 BUCKLE SW LH
1-2 : CLOSED WITH THE DRIVER'S SEAT BELT IN USE
D10 DOOR COURTESY SW LH
3-2 : CLOSED WITH THE LH DOOR OPEN
U1 UNLOCK WARNING SW
2-1 : CLOSED WITH THE IGNITION KEY IN CYLINDER
INTEGRATION RELAY
10-GROUND : ALWAYS CONTINUITY
6-GROUND : CONTINUITY WITH THE DRIVER'S DOOR OPEN
5-GROUND : CONTINUITY WITH THE IGNITION KEY IN CYLINDER
8-GROUND : CONTINUITY WITH THE DRIVER'S SEAT BELT IN USE
9-GROUND :0 VOLTS WITH THE IGNITION SW ON AND BUCKLE SW OFF
1-GROUND : ALWAYS APPROX. 12 VOLTS
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
B628T629
D1030U129
: 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)
1C20FLOOR NO. 2 WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1E20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1I
1J20COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1K
()
: 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)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
IE36LEFT KICK PANEL
BI40LEFT QUARTER PILLAR
: SPLICE POINTS
CODESEE PAGEWIRE HARNESS WITH SPLICE POINTSCODESEE PAGEWIRE HARNESS WITH SPLICE POINTS
I738FLOOR NO. 2 WIRE
SYSTEM OUTLINE
SERVICE HINTS