1999 TOYOTA CAMRY brake sensor

G ELECTRICAL WIRING ROUTING
Position of Parts in Engine Compartment
[1MZ±FE]
A 1 A/C Condenser Fan Motor
A 2 A/C Magnetic Clutch and Lock Sensor
A 3 A/C Triple Pressure SW
(A/C Dual and Single Pressure SW)
A 4 ABS Actuator
A 5 ABS Actuator
A 6 ABS Actuator and ECU
A 7 ABS and Traction Actuator
A 8 ABS and Traction Actuator
A 9 ABS Speed Sensor Front LH
A 10 ABS Speed Sensor Front RH
A 28 Air Fuel Ratio Sensor (Bank 1 Sensor 1)
A 29 Air Fuel Ratio Sensor (Bank 2 Sensor 1)
A 30 A/C Ambient Temp. Sensor
A 31 Airbag Sensor Front LH
A 32 Airbag Sensor Front RH
B 1 Back±Up Light SW
B 2 Brake Fluid Level Warning SW
C 1 Camshaft Position Sensor
C 2 Crankshaft Position Sensor
C 3 Cruise Control Actuator
D 1 Data Link Connector 1
D 2 Daytime Running Light Resistor
D 3 Diode (A/C)E 1 EGR Gas Temp. Sensor
E 2 EGR Valve Position Sensor
E 3 Electronically Controlled Transmission Solenoid
E 5 Engine Coolant Temp. Sensor
E 6 Engine Hood Courtesy SW
F 1 Front Turn Signal Light and Parking Light LH
F 2 Front Turn Signal Light and Parking Light RH
F 3 Front Wiper Motor
F 4 Fusible Link Block
F 5 Fusible Link Block
F 6 Fusible Link Block
F 7 Fusible Link Block
F 8 Fusible Link Block
F 9 Fusible Link Block
G 1 Generator
G 2 Generator
H 1 Headlight LH
H 2 Headlight RH
H 3 Heated Oxygen Sensor (Bank 1 Sensor 1)
H 4 Heated Oxygen Sensor (Bank 2 Sensor 1)
H 5 Horn (High)
H 6 Horn (Low)

G ELECTRICAL WIRING ROUTING
Position of Parts in Engine Compartment
[5S±FE]
A 1 A/C Condenser Fan Motor
A 2 A/C Magnetic Clutch and Lock Sensor
A 3 A/C Triple Pressure SW
(A/C Dual and Single Pressure SW)
A 4 ABS Actuator
A 5 ABS Actuator
A 6 ABS Actuator and ECU
A 9 ABS Speed Sensor Front LH
A 10 ABS Speed Sensor Front RH
A 11 Air Fuel Ratio Sensor
A 31 Airbag Sensor Front LH
A 32 Airbag Sensor Front RH
B 1 Back±Up Light SW
B 2 Brake Fluid Level Warning SW
C 1 Camshaft Position Sensor
C 2 Crankshaft Position Sensor
C 3 Cruise Control Actuator
D 1 Data Link Connector 1
D 2 Daytime Running Light ResistorE 3 Electronically Controlled Transmission Solenoid
E 4 Electronically Controlled Transmission Solenoid
E 5 Engine Coolant Temp. Sensor
E 6 Engine Hood Courtesy SW
F 1 Front Turn Signal Light and Parking Light LH
F 2 Front Turn Signal Light and Parking Light RH
F 3 Front Wiper Motor
F 4 Fusible Link Block
F 5 Fusible Link Block
F 6 Fusible Link Block
F 7 Fusible Link Block
F 8 Fusible Link Block
F 9 Fusible Link Block
G 1 Generator
G 2 Generator
H 1 Headlight LH
H 2 Headlight RH
H 3 Heated Oxygen Sensor (Bank 1 Sensor 1)
H 5 Horn (High)
H 6 Horn (Low)

E5 ENGINE COOLANT TEMP. SENSOR
1±2 : Approx. 15.04 kW (±20C, ±4F)
Approx. 5.74 kW (0C, 32F)
Approx. 2.45 kW (20C, 68F)
Approx. 1.15 kW (40C, 104F)
Approx. 0.584 kW (60C, 140F)
Approx. 0.318 kW (80C, 176F)
E7 (A), E8 (B), E9 (C), E10 (D), E11 (E)
ENGINE CONTROL MODULE
Voltage at engine control module wiring connector
BATT±E1 : Always 9.0±14.0 volts
+B±E1 :9.0±14.0 volts (Ignition SW at ON position)
VC±E2 : Always 4.5±5.5 volts (Ignition SW at ON position)
VTA1±E2 :0.3±0.8 volts (Ignition SW on and throttle valve fully closed)
:3.2±4.9 volts (Ignition SW on and throttle valve fully open)
VG±E2G :1.1±1.5 volts (Engine idling and A/C SW OFF position)
THA±E2 :0.5±3.4 volts (Engine idling and intake air temp. 20°C, 68°F)
THW±E2 :0.2±1.0 volts (Engine idling and engine coolant temp. 80°C, 176°F)
IGF±E1 :4.5±5.5 volts (Ignition SW at ON position)
Pulse generation (Engine idling)
G22+±NE± : Pulse generation (Engine idling)
NE+±NE± : Pulse generation (Engine idling)
NSW±E1 :9.0±14.0 volts (Ignition SW on and other shift position in P or N position)
Below 3.0 volts (Ignition SW on and shift position in P or N position)
SPD±E1 : Pulse generation (Ignition SW on and rotate driving wheel slowly)
TC±E1 :9.0±14.0 volts (Ignition SW at ON Position)
W±E1 : Below 3.0 volts
A/C±E1 : Below 2.0 volts (Engine idling and A/C SW on)
9.0±14.0 volts (A/C SW off)
ACT±E1 :9.0±14.0 volts (Engine idling and A/C SW on)
Below 2.0 volts (A/C SW off)
ACIS±E01 :9.0±14.0 volts (Ignition SW at ON position)
STA±E1 :6.0 volts or more (Engine cranking)
THG±E2 :4.5±5.5 volts (Ignition SW at ON position)
ELS±E1 :7.5±14.0 volts (Taillight SW at ON position)
0±1.5 volts (Taillight SW at OFF position)
ELS2±E1 :7.5±14.0 volts (Defogger SW at ON position)
0±1.5 volts (Defogger SW at OFF position)
EGR±E01 :9.0±14.0 volts (Ignition SW at ON position)
FC±E1 :9.0±14.0 volts (Ignition SW at ON position)
0±3.0 volts (Engine idling)
EVP1±E01 :9.0±14.0 volts (Ignition SW at ON position)
CF±E1 :9.0±14.0 volts (Electric cooling fan is operating on high speed)
0±2.0 volts (Electric cooling fan is operating on low speed or off)
TACH±E1 : Pulse generation (Engine idling)
TPC±E1 :9.0±14.0 volts (Ignition SW on and disconnect the vacuum hose from the vapor pressure sensor)
PTNK±E1 :3.0±3.6 volts (Ignition SW at ON position)
1.3±2.1 volts (Ignition SW on and apply vacuum 2.0 kpa (15.0 mmHg, 0.6 in.Hg)
STP±E1 :7.5±14.0 volts (Ignition SW on and brake pedal depressed)
Below 1.5 volts (Ignition SW on and brake pedal released)
SIL±E1 : Pulse generation (During transmission)
RSC, RSO±E01 :9.0±14.0 volts (Ignition SW on and disconnect E 7 of engine control module connector)
KNKL, KNKR±E1 : Pulse generation (Engine idling)
HTS, HTL, HTR±E03 :9.0±14.0 volts (Ignition SW at ON position)
0±3.0 volts (Engine idling)
OXS, OXL, OXR±E1 : Pulse generation (Maintain engine speed at 2500 rpm for two minutes after warning up)
IGT1, IGT2, IGT3±E1 : Pulse generation (Engine idling)
#10, #20, #30, #40, #50, #60±E01 :9.0±14.0 volts (Ignition SW at ON position)
Pulse generation (Engine idling)
SERVICE HINTS

3. AUTOMATIC LIGHT CONTROL OPERATION
When the daytime running light is operating and the Automatic control sensor detects a decrease in the ambient light (It
continues less than approx. 2500 lux over about 20 seconds, and it is less than 1000 lux.), the automatic light control
operation starts. At the same time, daytime running light relay (Main) is activated, so current flows from the ALT fuse to the
Taillight relay (Coil side) to TERMINAL TAIL of the daytime running light relay (Main), and the DRL NO.2 fuse to the DRL
NO.4 relay (Coil side) to TERMINAL H±ON of the daytime running light relay (Main), activating both the Taillight relay and the
DRL NO.4 relay, so that the taillights and headlights light up.
When the automatic light control sensor detects an increase in the ambient light (It continues more than approx. 1000 lux
over about 20 seconds, and it is more than approx. 2500 lux), the ignition SW is turned to off, the light control SW is turned to
HEAD position, and the automatic light control operation stops.
HEAD RELAY [ENGINE ROOM J/B NO.2]
1±2 : 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 is released (Parking brake SW off)
TAILLIGHT RELAY [INSTRUMENT PANEL J/B]
5±3 : Closed with the light control SW at TAIL or HEAD position
D6 DAYTIME RUNNING LIGHT RELAY (MAIN)
2±GROUND : Approx. 12 volts with the ignition SW at ON position
5, 7,17±GROUND : Approx. 12 volts with the light control SW at HEAD position or the dimmer SW at FLASH position
Approx. 12 volts with the engine running and the parking brake lever is released
(Parking brake SW off)
6,15±GROUND : Always approx. 12 volts
8±GROUND : Continuity with the parking brake lever pulled up
11±GROUND :13.9±15.1 volts with the engine running at 2000 rpm 25°C (77°F)
12±GROUND : Approx. 12 volts with the high beam light up
13±GROUND : Always continuity
16±GROUND : Continuity with the dimmer SW at HIGH or FLASH position
18±GROUND : Continuity with the brake fluid level not enough
: PARTS LOCATION
CodeSee PageCodeSee PageCodeSee Page
A4030F6C26 (1MZ±FE)J131
B226 (1MZ±FE)F6C28 (5S±FE)J231B228 (5S±FE)F9F26 (1MZ±FE)J431
C9B30F9F28 (5S±FE)J531
C10C30G226 (1MZ±FE)J731
C1330G228 (5S±FE)J1131
D226 (1MZ±FE)H126 (1MZ±FE)J27A31D228 (5S±FE)H128 (5S±FE)J28B31
D630H226 (1MZ±FE)P331
F4A26 (1MZ±FE)H228 (5S±FE)F4A28 (5S±FE)I1730
SERVICE HINTS

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 lights 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 and 1 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 to TERMINAL 11 to GROUND and turns the rear
lights 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.
S6 STOP LIGHT SW
2±1 : Closed with the brake pedal depressed
L3 LIGHT FAILURE SENSOR
1, 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
C8A30J431R933
C10C30J4032R1133
H1032L332S631
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CodeSee PageJunction Block and Wire Harness (Connector Location)
1C20Cowl Wire and Instrument Panel J/B (Lower Finish Panel)
1D20Instrument Panel Wire and Instrument Panel J/B (Lower Finish Panel)
1R20Cowl Wire and Instrument Panel J/B (Lower Finish Panel)
1S20Floor Wire and Instrument Panel J/B (Lower Finish Panel)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CodeSee PageJoining Wire Harness and Wire Harness (Connector Location)
IF240Floor Wire and Instrument Panel Wire (Left Kick Panel)
: GROUND POINTS
CodeSee PageGround Points Location
BL44Under the Left Center Pillar
BP44Back Panel Center
: SPLICE POINTS
CodeSee PageWire Harness with Splice PointsCodeSee PageWire Harness with Splice Points
B744Floor WireB1144Floor Wire
SYSTEM OUTLINE
SERVICE HINTS

(1MZ±FE)
Previous automatic transaxle have selected each gear shift using the mechanically controlled throttle hydraulic pressure,
governor hydraulic pressure and lock±up hydraulic pressure. The electronically controlled transmission, however, electrically
controls the line pressure and lock±up pressure etc., through the solenoid valve. Engine control module control of the
solenoid valve based on the input signals from each sensor makes smooth driving possible by shift selection for each gear
which is most appropriate to the driving conditions at that time.
1. GEAR SHIFT OPERATION
During driving, the engine control module selects the shift for each gear which is most appropriate to the driving conditions,
based on input signals from the engine coolant temp. sensor to TERMINAL THW of the engine control module, and also the
input signals to TERMINAL NC2+ of the engine control module from the vehicle speed sensor devoted to the O/D direct
clutch. Current is then output to the electronically controlled transmission solenoid. When shifting to 1st speed, current flows
from TERMINAL S1 of the engine control module to TERMINAL 3 of the electronically controlled transmission solenoid to
GROUND, and continuity to the No.1 solenoid causes the shift.
For the 2nd speed, current flows from TERMINAL S1 of the engine control module to TERMINAL 3 of the electronically
controlled transmission solenoid to GROUND, and from TERMINAL S2 of the engine control module to TERMINAL 6 of the
electronically controlled transmission solenoid to GROUND, and continuity to solenoids No.1 and No.2 causes the shift.
For the 3rd speed, there is no continuity to No.1 solenoid, only to No.2, causing the shift.
Shifting into 4th speed (Overdrive) takes place when there is no continuity to either No.1 or No.2 solenoid.
2. LOCK±UP OPERATION
When the engine control module judges from each signal that lock±up operation conditions have been met, current flows
from TERMINAL SL of the engine control module to TERMINAL 2 of the electronically controlled transmission solenoid to
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 STP of
the engine control module, the engine control module operates and continuity to the lock±up solenoid is cut.
4. OVERDRIVE CIRCUIT
*Overdrive on
When the O/D main SW is turned on (O/D off indicator light turns off), a signal is input to TERMINAL OD2 of the engine
control module and engine control module operation causes gear shift when the conditions for overdrive are met.
*Overdrive off
When the O/D main SW is turned to off (O/D off indicator light turns on), the current flowing through the O/D off indicator
light flows through the O/D main SW to GROUND. Causing the indicator light to light up. At the same time, a signal is
input to TERMINAL OD2 of the engine control module and engine control module operation prevents shift into overdrive.
E7 (A), E8 (B), E10 (D), E11 (E) ENGINE CONTROL MODULE (TURN ON THE IGNITION SW)
S1, S2±E1 :9.0±14.0 volts with the solenoid on
0±1.5 volts with the solenoid off
L±E1 :7.5±14.0 volts with the shift lever at L position
2±E1 :7.5±14.0 volts with the shift lever at 2 position
R±E1 :7.5±14.0 volts with the shift lever at R position
STP±E1 :7.5±14.0 volts with the brake pedal depressed
THW±E2 :0.2±1.0 volts with the engine coolant temp. 80°C (176°F)
VAT1±E2 :0.3±0.8 volts with the throttle valve fully closed
3.2±4.9 volts with the throttle valve fully opened
VC±E2 :4.5±5.5 volts
OD2±E1 :9.0±14.0 volts with the O/D main SW turned off
0±3.0 volts with the O/D main SW turned on
+B±E1 :9.0±14.0 volts
OD1±E1 :9.0±14.0 volts
E3 ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID
2, 3, 6±GROUND : Each 11±15 W
O2 O/D MAIN SW
2±4 : Closed with the O/D main SW off, open with the O/D main SW on
SYSTEM OUTLINE
SERVICE HINTS

(5S±FE)
Previous automatic transaxle have selected each gear shift using mechanically controlled throttle hydraulic pressure,
governor hydraulic pressure and lock±up hydraulic pressure. The electronically controlled transmission, however, electrically
controls the line pressure and lock±up pressure etc., through the solenoid valve. Engine control module controls of the
solenoid valve based on the input signals from each sensor which makes smooth driving possible by shift selection for each
gear which is most appropriate to the driving conditions at that time.
1. GEAR SHIFT OPERATION
During driving, the engine control module selects the shift for each gear which is most appropriate to the driving conditions,
based on input signals from the engine coolant temp. sensor to TERMINAL THW of the engine control module, and also the
input signals to TERMINAL SPD of the engine control module from the vehicle speed sensor devoted to the electronically
controlled transmission. Current is then output to the electronically controlled transmission solenoid. When shifting to 1st
speed, current flows from TERMINAL S1 of the engine control module to TERMINAL (B) 3 of the solenoid to GROUND, and
continuity to the No.1 solenoid causes the shift.
For 2nd speed, current flows from TERMINAL S1 of the engine control module to TERMINAL (B) 3 of the solenoid to
GROUND, and from TERMINAL S2 of the engine control module to TERMINAL (B) 1 of the solenoid to GROUND, and
continuity to solenoids No.1 and No.2 causes the shift.
For 3rd speed, there is no continuity to No.1 solenoid, only to No.2, causing the shift.
Shifting into 4th speed (Overdrive) takes place when there is no continuity to either No.1 or No.2 solenoid.
2. LOCK±UP OPERATION
When the engine control module judges from each signal that lock±up operation conditions have been met, current flows
from TERMINAL SL of the engine control module to TERMINAL (A) 1 of the electronically controlled transmission solenoid to
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 STP of
the engine control module, the engine control module operates and continuity to the lock±up solenoid is cut.
4. OVERDRIVE CIRCUIT
*O/D main SW on
When the O/D main SW is turned on (O/D off indicator light turns off), a signal is input into TERMINAL OD2 of the engine
control module and engine control module operation causes gear shift when the conditions for overdrive are met.
*O/D main SW off
When the O/D main SW is turned to off, the current through the O/D off indicator light flows through the O/D main SW to
GROUND, causing the indicator light to light up. At the same time, a signal is input into TERMINAL OD2 of the engine
control module and engine control module operation prevents shift into overdrive.
E7 (A), E8 (B), E9 (C) ENGINE CONTROL MODULE (TURN ON THE IGNITION SW)
S1, S2±E1 :9.0±14.0 volts with the solenoid on
0±1.5 volts with the solenoid off
L±E1 :7.5±14.0 volts with the shift lever at L position
2±E1 :7.5±14.0 volts with the shift lever at 2 position
R±E1 :7.5±14.0 volts with the shift lever at R position
STP±E1 :9.0±14.0 volts with the brake pedal depressed
THW±E2 :0.2±1.0 volts with the engine coolant temp. 60°C (140°F) ± 120°C (248°F)
VTA±E2 :0.3±0.8 volts with the throttle valve fully closed
3.2±4.9 volts with the throttle valve fully opened
VC±E2 :4.5±5.5 volts
OD2±E1 :9.0±14.0 volts with the O/D main SW turned on
0±3.0 volts with the O/D main SW turned off
+B±E1 :9.0±14.0 volts
E3 (A), E4 (B) ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID
(A) 1, (B) 1, (B) 3±GROUND : Each 11±15 W
O2 O/D MAIN SW
2±4 : Closed with the O/D main SW off, open with the O/D main SW on
SYSTEM OUTLINE
SERVICE HINTS

CRUISE CONTROL
Current is applied at all times through the STOP fuse to TERMINAL 2 of the stop light SW.
With the ignition SW turned to on, current flows through the GAUGE fuse to TERMINAL (C) 7 of the combination meter and
the current through the ECU±IG fuse flows to TERMINAL 9 of the cruise control ECU.
When the ignition SW is on and the cruise control SW is turned on, a signal is input from TERMINAL 5 of the cruise control
SW to TERMINAL 11 of the cruise control ECU. As a result, the cruise control ECU functions and the current flows from the
ECU±IG fuse to TERMINAL 9 of the cruise control ECU to TERMINAL 16 to 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 (C) 7 of the cruise control indicator light to
TERMINAL (C) 10 to TERMINAL 4 of the cruise control ECU to TERMINAL 16 to GROUND, causing the cruise control
indicator light to light up, indicating that cruise control is ready for operation.
1. SET OPERATION
When the cruise control 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 10 of the cruise control ECU and the vehicle speed at
the time the set SW is released is memorized in the ECU as the set speed.
2. SET SPEED CONTROL
During cruise control driving, the cruise control ECU compares the set speed memorized in the cruise control ECU with the
actual vehicle speed input into TERMINAL 12 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 15 of the cruise control ECU to TERMINAL 1 of the cruise control actuator to TERMINAL 2 to TERMINAL 7 of
the cruise control ECU. As a result, the motor in the cruise control actuator is rotated to open the than the set speed, the
current to the cruise control actuator flows from TERMINAL 7 of the cruise control ECU to TERMINAL 2 of the cruise control
actuator to TERMINAL 1 to TERMINAL 15 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 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 SW 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. 40km/h, 25mph) after canceling the set speed by the
cancel SW, pushing the resume SW will cause the vehicle to resume the speed set before cancellation.
6. MANUAL CANCEL MECHANISM
If any of the following operations occurs 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 except D position (Park/Neutral position SW except D position). ºSignal is not input to TERMINAL 3
of the cruise control ECUº (A/T)
*Depressing the clutch pedal (Cruise control clutch SW off). ºSignal input to TERMINAL 3 of the cruise control ECUº (M/T)
*Depressing the brake pedal (Stop light SW on). ºSignal input to TERMINAL 2 of the cruise control ECUº
*Pushing the cancel switch (Cancel SW on). ºSignal input to TERMINAL 10 of the cruise control ECUº
*Pushing the cruise switch off ºsignal input to TERMINAL 11 of the cruise control ECUº.
SYSTEM OUTLINE