1999 TOYOTA CAMRY light

ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR
A 6A11 A7A10 A8A9
B 16
IE IG2 5IG26IG29IH11IG33IG24
IF1 16 IF113 IF114 IF115 LL 2L DL NL RL PL
43109872
1V 5
1H 10 EE
DDA
AA E
DA
A L±WR±L
W±B
Y
O
B±R
R
R±B
G±WY
L±W
B±RY
L±W
B±R
R
R±B
G±W W± B W±B
COMBINATION METERB C10 C11ACC12
JUNCTION
CONNECTOR J 4A/T INDICATOR LIGHT SW
[PARK/NEUTRAL POSITION SW] P 1
JUNCTION
CONNECTOR J22JUNCTION
CONNECTOR J22 L
2
D
N
R
PY
L±W
B±R
R
R±B
G±W
G± OR±B R±B L±WY R±L
G±W
4 2
O/ D MAI N
SW O 2, , R±B RB

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
gear, 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 gear, 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 gear, there is no continuity to No.1 solenoid, only to No.2, causing the shift.
Shifting into 4th gear (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.
E4 (A), E5 (B), E6 (C) ENGINE CONTROL MODULE
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 ignition SW on and coolant temp. 80°C (176°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
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

15A
ECU±IG
1J 9
C 6 A 20 A 315A
STOP FROM POWER SOURCE SYSTEM (
SEE PAGE 44)
1C 7
A AAAAA B A
IF1R 5
1R 4 16 15 8 2
41
4 B
C
12332
ABB
C
W± BGND IDLO OD1 S2
7 13 14 6 9
L±B L±B Y±BL±R
L±B
B±RL±B
B±R
W W± B
R±G
R±B
G±B R±Y W±B
G± W
W
W±B JUNCTION
CONNECTOR J19
JUNCTION
CONNECTOR J12
STOP LIGHT SW S 4
ENGINE CONTROL MODULE
JUNCTION
CONNECTOR
CRUISE CONTROL ACTUATOR C 3
G± W G± W
CRUISE CONTROL ECU
C16
1J 8
1J 7
W±B W±B
M
JUNCTION CONNECTOR J 9
IG2 7S2
B J 6 A , J 7 E 4 CA, E 6
1
IDL OD ECT B
MO MC L STP±
A A
JUNCTION
CONNECTOR J23 ELECTRONICALLY
CONTROLLED
TRANSMISSION
SOLENOID E 2

A1 2 1 2 1D 21C7 1J 9
IK1 1 IK1 2 IB1 9 IB1 3
2 1 2 1 B 22 B9J24
10 B23 B 13 B5 B 11FROM POWER SOURCE SYSTEM (
SEE PAGE 44)
R±L
B±R B±R
G±W G±WR±L
R
G G R
W
BW
B
ABS SPEED SENSOR
FRONT LHABS SPEED SENSOR
FRONT RH D D10A
GAUGE
ABS WARNING
LIGHT
[COMB. METER]
ABS SPEED SENSOR
REAR LHABS SPEED SENSOR
REAR RH 15A
ECU±IG15A
STOP
ABS ECUA 6 A 7R±L
J 3
JUNCTION
CONNECTOR
C12
B
B J23
A19 A201R 51R 4
STOP LIGHT SW
W G± W1 2S 4
IFB 12 B 25
A
JUNCTION
CONNECTOR J 9
W±B W±B
IF1 12
C7
C4
G±B G± B
B CA A
C CCIJ2 1IJ26
A 9 A 3 A 2 A 8
R
G
W
BGRJUNCTION
CONNECTOR JUNCTION
CONNECTOR J22
JUNCTION
CONNECTOR J12
G± B
GND GND,
B A13 A , A14
WA IG1 STP FL+ FL± FR+ FR±
RL+ RL± RR+ RR±

ABS
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 has signals input from each sensor, which controls the current 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 ABS ECU judges that the hydraulic pressure acting on the wheel cylinder is insufficient, the current on the solenoid is
controlled and the hydraulic pressure is increased. Holding of the hydraulic pressure is also controlled by the ABS ECU, by
the same method as above. Pressure reduction, holding and increase are repeated to maintain vehicle stability and to
improve steerability during sudden braking.
A6, A7 ABS SPEED SENSOR FRONT LH, RH
2±1 : Approx. 1.6 kW (20°C, 68°F)
A19, A20 ABS SPEED SENSOR REAR LH, RH
2±1 : Approx. 1.6 kW (20°C, 68°F)
A14 (B) ABS ECU
(B)13±GROUND : Approx. 12 volts with the ignition SW at ON or ST position
(B) 5±GROUND : Approx. 12 volts with the brake pedal depressed
(B)12, (B) 25±GROUND :
Always continuity
: PARTS LOCATION
CodeSee PageCodeSee PageCodeSee Page
A4A28C1230J1231
A5B28D128J2031
A628D230J2231
A728J231J23A31
A13A30J331J24B31
A14B30J6A31S431
A1932J7B31
A2032J931
: RELAY BLOCKS
CodeSee PageRelay Blocks (Relay Block Location)
326Engine Room R/B No.3 (Radiator Upper Support RH)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CodeSee PageJunction Block and Wire Harness (Connector Location)
1C22Cowl Wire and Instrument Panel J/B (Lower Finish Panel)
1D22Instrument Panel Wire and Instrument Panel J/B (Lower Finish Panel)
1J22Cowl Wire and Instrument Panel J/B (Lower Finish Panel)1R22Cowl Wire and Instrument Panel J/B (Lower Finish Panel)
SYSTEM OUTLINE
SERVICE HINTS

SRS
NOTICE: When inspecting or repairing the SRS, perform the operation in accordance with the following precautionary
instructions and the procedure and precautions in the Repair Manual for the applicable model year.

Malfunction symptoms of the SRS are difficult to confirm, so the DTCs become the most important source of information
when troubleshooting. When troubleshooting the SRS, always inspect the DTCs before disconnecting the battery.

Work must be started after 90 seconds from when the ignition switch is turned to the ºLOCKº position and the
negative (±) terminal cable is disconnected from the battery.
(The SRS is equipped with a back±up power source so that if work is started within 90 seconds from
disconnecting the negative (±) terminal cable of the battery, the SRS may be deployed.)

When the negative (±) terminal cable is disconnected from the battery, the memory of the clock and audio system will be
canceled. So before starting work, make a record of the contents memorized in the audio memory system. When work is
finished, reset the audio systems as they were before and adjust the clock. To avoid erasing the memory in each
memory system, never use a back±up power supply from outside the vehicle.

Before repairs, remove the airbag sensor if shocks are likely to be applied to the sensor during repairs.

Do not expose the steering wheel pad, front passenger airbag assembly, seat belt pretensioner, center airbag sensor
assembly or front airbag sensor assembly directly to hot air or flames.

Even in cases of a minor collision where the SRS does not deploy, the steering wheel pad, front passenger airbag
assembly, seat belt pretensioner, center airbag sensor assembly and front airbag sensor assembly should be inspected.

Never use SRS parts from another vehicle. When replacing parts, replace them with new parts.

Never disassemble and repair the steering wheel pad, front passenger airbag assembly, seat belt pretensioner, center
airbag sensor assembly or front airbag sensor assembly in order to reuse it.

If the steering wheel pad, front passenger airbag assembly, seat belt pretensioner, center airbag sensor assembly or
front airbag sensor assembly has been dropped, or if there are cracks, dents or other defects in the case, bracket or
connector, replace them with new ones.

Use a volt/ohmmeter with high impedance (10 kW/V minimum) for troubleshooting the system's electrical circuits.

Information labels are attached to the periphery of the SRS components. Follow the instructions on the notices.

After work on the SRS is completed, perform the SRS warning light check.

If the vehicle is equipped with a mobile communication system, refer to the precaution in the IN section of the Repair
Manual.

2 1A 2A1
2 1C 5C6 13 12
IE2 2
A AIG3 7IG311
C C
IG3 6
A A
EC B 12 B 3B19 511 3
B
3 AB
B
4
7
A AB TC E1
E1 TC
SILLG
LG±R
BR LG
LG±R B±Y
P±B
LG±R BR BR BR BRW Y Y±B
W
BR
W±R
LG
PRETENSIONER
LH P13
PRETENSIONER
RH P14JUNCTION
CONNECTOR J 2
JUNCTION
CONNECTOR J 2
DATA LINK
CONNECTOR 3 D 3
DATA LINK
CONNECTOR 2 D 2LG
C 4
CENTER AIRBAG SENSOR ASSEMBLYB A, C 5
C , C 6
Y±B
Y
PL+ PL± PR+ PR± SILLA TC
JUNCTION
CONNECTOR J20A CAC
B B
(
SHIELDED)
BR
J 6
JUNCTION
CONNECTORB A, J 7
DATA LINK
CONNECTOR 1 D 1
SRS WARNING
LIGHT
[COMB. METER] C11
I 1

SHIFT LOCK
1T 11D81C7
1H 21R 4
1 2STOP LIGHT
SW 15A
CIG15A
ECU±IG15A
STOP
G±WP±L
B±R
13 6
KEY INTERLOCK
SOLENOID
L±B
W± B W± B
5 4SHIFT LOCK ECU
SHIFT LOCK
CONTROL SW
SHIFT LOCK
SOLENOID
L±B
B±RP±L
A
AJUNCTION
CONNECTOR
G
G±WG± R
L
L±R
A
A
IF IEJUNCTION
CONNECTOR FROM POWER SOURCE SYSTEM (
SEE PAGE 44)
J 5S 4
S 3
K 1J 4
W G±W
P1
P
P2
SLS±
SLS+2 1 2 3
1
KLS+E ACC IG STP
IE1 5
1J7
1J8
A W± B W±B
JUNCTION
CONNECTOR J 91 2
C C
JUNCTION
CONNECTOR J16
AA W±B
JUNCTION
CONNECTOR J 6