1999 TOYOTA CAMRY ignition

POWER WINDOW
With the ignition SW turned on, current flows through the GAUGE fuse to TERMINAL 7 of the integration relay to TERMINAL
(A) 12 to TERMINAL 1 of the POWER relay to TERMINAL 2 to GROUND, this activates the relay and the current flowing to
TERMINAL 5 of the relay from the POWER fuse flows to TERMINAL 3 of the relay to TERMINALS 10 and 11 of the power
window master SW.
1. MANUAL OPERATION (DRIVER'S WINDOW)
With the ignition SW turned on and with the power window master SW (Driver's) pulled to the up side the current flowing from
TERMINALS 10 and 11 of the power window master SW flows to TERMINAL 1 of the master SW to TERMINAL 1 of the
power window motor to TERMINAL 2 to TERMINAL 5 of the master SW to TERMINALS 3 and 4 to 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 TERMINALS 10 and 11 of the power window master SW to TERMINAL 5 of the
master SW causes the flow of current from TERMINAL 2 of the power window motor to TERMINAL 1 to TERMINAL 1 of the
master SW to TERMINALS 3 and 4 to GROUND, flowing in the opposite detection to manual up operation and causing the
motor to rotate in reverse, lowering the window.
2. AUTO DOWN OPERATION (DRIVER'S WINDOW)
When the driver's window SW is pushed strongly to the down side, the current flowing to TERMINALS 10 and 11 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 TERMINALS 10 and 11 of the power window master SW to TERMINAL 5 to TERMINAL 2 of
the power window motor to TERMINAL 1 to TERMINAL 1 of the power window master SW to TERMINALS 3 and 4 to
GROUND, so the motor continues to operate until the driver's window is fully down.
When the driver's window finishes down operation and the hold circuit goes off, so the relay (Down side) also turns off. This
stops the current flowing from TERMINALS 10 and 11 of the power window master SW to TERMINAL 5 is cut off, so the
power window motor stops and auto down operation stops.
When the driver's SW is pulled to the up side during auto down operation, the hold circuit is turned off so the current flowing
from TERMINALS 10 and 11 of the power window master SW to TERMINAL 5 is cut off and the power window motor stops.
If the SW remains pulled up the relay (Up side) is activated, so current flows from TERMINALS 10 and 11 of the power
window master SW to TERMINAL 1 to TERMINAL 1 of the power window motor to TERMINAL 2 to TERMINAL 5 to
TERMINALS 3 and 4 to GROUND, the power window motor rotates in the up direction and manual up operation occurs
while the SW is pulled up.
3. MANUAL OPERATION (FRONT RH WINDOW)
With the power window control SW front RH pulled to the up side, the current flowing from TERMINAL 4 of the power window
control SW flows to TERMINAL 3 of the power window control SW to TERMINAL 2 of the power window motor to TERMINAL
1 to TERMINAL 1 of the power window control SW to TERMINAL 2 to TERMINAL 6 of the master SW to TERMINALS 3 and
4 to GROUND and causes the power window motor front RH to rotate in the up direction. The up operation continues only
while the power window control SW is pulled to the up side. When the window descends, 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 front RH window becomes open.
As a result, even if Open/Close operation of the front RH window is tried, the current from TERMINALS 3 and 4 of the power
window master SW is not grounded and the motor does not rotate, so the front RH window can not be operated and window
lock occurs.
4. MANUAL OPERATION (REAR LH, RH WINDOW)
With the power window control SW rear LH, RH pulled to the up side, the current flowing from TERMINAL 3 of the power
window control SW flows to TERMINAL 1 of the power control SW to TERMINAL 2 of the power window motor to TERMINAL
1 to TERMINAL 5 of the power window control SW to TERMINAL 4 to TERMINAL 12 or 13 of the master SW to TERMINALS
3 and 4 to GROUND and causes the power window motor rear LH, RH to rotate in the up direction. The up operation
continues only while the power window control SW is pulled to the up side. When the window descends, 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 rear LH, RH window becomes open.
As a result, even if Open/Close operation of the rear LH, RH window is tried, the current from TERMINALS 3 and 4 of the
power window master SW is not grounded and the motor does not rotate, so the rear LH, RH window can not be operated
and window lock occurs.
SYSTEM OUTLINE

5. KEY OFF POWER WINDOW OPERATION
With the ignition SW turned from on to off, the integration relay operates and current flows from the DOOR fuse to
TERMINAL (A) 13 of the relay to TERMINAL (A) 12 to TERMINAL 1 of the power relay to TERMINAL 2 to GROUND for
about 43 seconds. The same as normal operation, the current flows from the POWER fuse to TERMINAL 5 of the power
relay to TERMINAL 3 to TERMINALS 10 and 11 of the power window master SW and TERMINAL 4 (Front RH) or 3 (Rear
LH, RH) of the power window control SW. As a result, for about 43 seconds after the ignition SW is turned off, the functioning
of this relay makes it possible to raise and lower the power window. Also, by opening the front doors (Door courtesy SW on)
within about 43 seconds after turning the ignition SW to off, a signal is input to TERMINAL 6 or (A) 8 of the integration relay.
As a result, the relay turned off, and up and down movement of the power window stops.
P8 POWER WINDOW MASTER SW
10, 11±GROUND : Approx. 12 volts with the ignition SW at ON or ST position or key off power window operation
3, 4±GROUND : Always continuity
1±GROUND : Approx. 12 volts with the power window master SW (Driver's window) at UP position
5±GROUND : Approx. 12 volts with the power window master SW (Driver's window)
at DOWN or AUTO DOWN position
WINDOW LOCK SW
Open with the window lock SW at LOCK position
: PARTS LOCATION
CodeSee PageCodeSee PageCodeSee Page
D732J32B31P933
D832J3332P1033
I12A30P533P1133
J331P633P1233
J931P733
J31A31P833
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CodeSee PageJunction Block and Wire Harness (Connector Location)
1D22Instrument Panel Wire and Instrument Panel J/B (Lower Finish Panel)1G22Instrument Panel Wire and Instrument Panel J/B (Lower Finish Panel)
1J22Cowl Wire and Instrument Panel J/B (Lower Finish Panel)
1S22Floor Wire and Instrument Panel J/B (Lower Finish Panel)
1V22Cowl 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)
IC136Floor Wire and Instrument Panel Wire (Left Kick Panel)
ID136Front Door LH Wire and Instrument Panel Wire (Left Kick Panel)ID236Front Door LH Wire and Instrument Panel Wire (Left Kick Panel)
IL238Front Door RH Wire and Instrument Panel Wire (Right Kick Panel)
IM138Floor No.2 Wire and Instrument Panel Wire (Right Kick Panel)
BA140Rear Door Wire LH and Floor Wire (Under the Left Center Pillar)
BB140Rear Door Wire RH and Floor No.2 Wire (Under the Right Center Pillar)
: GROUND POINTS
CodeSee PageGround Points Location
ID36Cowl Side Panel LH
IF36Instrument Panel Brace LH
SERVICE HINTS

DOOR LOCK CONTROL
Current always flows to TERMINAL (A) 13 of the integration relay through the DOOR fuse.
When the ignition SW is turned on, the current flowing through the GAUGE Fuse flows to TERMINAL 7 of the integration
relay to TERMINAL (A) 12 to the POWER relay (Coil side) to GROUND.
1. MANUAL LOCK OPERATION
When the door lock control SW or door key lock and unlock SW are operated to LOCK position, a lock signal is input to
TERMINAL (A) 1 or (A) 3 of the integration relay and causes the relay to function. Current flows from TERMINAL (A) 13 of
the relay to TERMINAL (A) 6 to TERMINAL 2 of the door lock motors to TERMINAL 3 to TERMINAL (A) 7 of the relay to
TERMINAL 10 to GROUND and the door lock motor causes the door to lock.
2. MANUAL UNLOCK OPERATION
When the door lock control SW or door key lock and unlock SW are operated to UNLOCK position, an unlock signal is input
to TERMINAL (A) 2, (A) 4 or (A) 5 of the integration relay and causes the relay to function. Current flows from TERMINAL (A)
13 of the relay to TERMINAL (A) 7 to TERMINAL 3 of the door lock motors to TERMINAL 2 to TERMINAL (A) 6 of the relay
to TERMINAL 10 to GROUND and door lock motors causes door to unlock.
3. DOUBLE OPERATION UNLOCK OPERATION
When the door key lock and unlock SW front LH is turned to the unlock side, only the driver's door to unlock. Turning the
door key lock and unlock SW front LH to the unlock side causes a signal to be input to TERMINAL (A) 4 of the relay, and if
the signal is input again within 3 seconds by turning the SW to the unlock side again, current flows from TERMINAL (A) 7 of
the integration relay to TERMINAL 3 of the door lock motors to TERMINAL 2 of the door lock motors to TERMINAL (A) 6 of
the relay to TERMINAL 10 to GROUND, causing the door lock motors to operate and unlock the doors.
4. IGNITION KEY REMINDER OPERATION
When the door is locked using the door lock knob with the ignition key remaining in the key cylinder and door opened, it is
automatically unlocked. Additionally, if lock operation is made by the door lock control SW or door key lock and unlock, after
the lock operation is completed, the doors are unlocked automatically.
I12 (A) INTEGRATION RELAY
10±GROUND : Always continuity
6±GROUND : Continuity with the front LH door open
7±GROUND : Approx. 12 volts with the ignition SW at ON or ST position
(A)13±GROUND : Always approx. 12 volts
(A) 6±GROUND : Approx. 12 volts 0.2 seconds with following operation
* Door lock control SW locked
* Locking the front LH, RH door cylinder with key
(A) 1±GROUND : Continuity with the door lock control SW locked
(A) 8±GROUND : Continuity with the front RH door open
(A) 2±GROUND : Continuity with the door lock control SW unlocked
(A) 5±GROUND : Continuity with the front RH door lock cylinder unlocked with key
(A) 4±GROUND : Continuity with the front LH door lock cylinder unlocked with key
(A) 3±GROUND : Continuity with the front LH, RH door lock cylinder locked with key
(A) 7±GROUND : Approx. 12 volts 0.2 seconds with following operation
* Door lock control SW unlocked
* Door lock control SW locked with the ignition key in cylinder and the front LH door open
(Ignition key reminder function)
* Door lock knob locked with the ignition key in cylinder and the front LH door open
(Ignition key reminder function)
* Unlocking the front LH, RH door cylinder with key
D7, D8 DOOR COURTESY SW FRONT LH,RH
1±GROUND : Closed with the each door open
D11, D12 DOOR KEY LOCK AND UNLOCK SW FRONT LH,RH
1±2 : Closed with the door lock cylinder locked with key
1±3 : Closed with the door lock cylinder unlocked with key
D14, D15 DOOR LOCK MOTOR AND DOOR UNLOCK DETECTION SW FRONT LH,RH
1±4 : Closed with the door lock knob UNLOCK position
U1 UNLOCK WARNING SW
1±2 : Closed with the ignition key in cylinder
SYSTEM OUTLINE
SERVICE HINTS

ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR
72K
NO. 2
LOCK±UPNO. 1
B E 1
ELECTRONICALLY CONTROLLED
TRANSMISSION SOLENOIDAB 20A
EFI FROM POWER SOURCE SYSTEM (
SEE PAGE 44)
2J 8 3 15
2F 42J2
1 2
2 1
A 1B1B11 B4 B 9
C 6C7C8C16 A B
B B
EBEC B
A B3
A
B±YB±Y W±B W± B
BR
BR G±BLGY
BR L±B L±B
V
P
BR BREFI
RELAY
E 2
THROTTLE POSITION
SENSOR
ENGINE COOLANT TEMP. SENSORT 1
E 3 B
W
S2 S1 IG2 7 A 3A20
CRUISE CONTROL ECU C166 13 14
L±B L±R
Y±B
ECT IDL ODB ENGINE CONTROL MODULEB AC A 12
B±Y
B±R
JUNCTION
CONNECTOR J20JUNCTION
CONNECTOR J19
L±B5A
IGN
1W 7
1A 3B 1B
, E 4 , E 5 , E 6
J23
JUNCTION
CONNECTORB A, J24
A 65A
STARTER
1J 3
B±W B±W
JUNCTION
CONNECTOR J22
C 26
BR
B 2C 5
W±B
VC E2
VTA
+B BATT NSW VC VTA E2 THW
IDLO OD1 S2 S1 SL E05 E1
A 13
IG1 3
A A
JUNCTION
CONNECTOR J18 BRBR BR
2L 4
2A 1
B±G B
IGNITION SW
30A
AM2
BATTERY FL MAIN
3. 0WI10 7AM2 IG2
ST2
1B 51K 5
W± R W±R
C 1
A 1
F 9
FUSIBLE LINK
BLOCKC A, F11
A 22
B±R
6
W± B
2
B±R
+B1
E04I 4

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

C3 CRUISE CONTROL ACTUATOR
3±4 : Approx. 38.5 W
C14 CRUISE CONTROL SW [COMB. SW]
5±3 : Continuity with the CRUISE SW on
4±3 : 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
9±GROUND : Approx. 12 volts with the ignition SW at ON or ST position
10±GROUND : Approx. 418 W with the CANCEL SW on in the cruise control SW
Approx. 198 W with the SET/COAST SW on in the cruise control SW
Approx. 68 W with the RESUME/ACCEL SW on in the cruise control SW
16±GROUND : Always continuity
: PARTS LOCATION
CodeSee PageCodeSee PageCodeSee Page
C328E6C30J1931
C11B30J131J2231
C12C30J231J2331
C1430J331J2431
C1630J6A31P129
D128J7B31S431
D230J931V129
E228J1231
E4A30J1531
: 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)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CodeSee PageJoining Wire Harness and Wire Harness (Connector Location)
IE236Instrument Panel Wire and Cowl Wire (Lower Finish Panel)
IF136Instrument Panel Wire and Cowl Wire (Under the Blower Motor)
IG238Engine Wire and Cowl Wire (Under the Blower Motor)IG338Engine Wire and Cowl Wire (Under the Blower Motor)
IH138Engine Wire and Instrument Panel Wire (Under the Blower Motor)
: GROUND POINTS
CodeSee PageGround Points Location
IF36Instrument Panel Brace LH
IG36Instrument Panel Brace RH
SERVICE HINTS

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.