2001 TOYOTA PRIUS high beam

2001 PRIUS (EWD414U)
2B 62A 7 10 2A72I
ID OFF
TAIL
HEAD
LOW
HIGH
IG ID2 510A
GAUGE FROM POWER SOURCE SYSTEM (
SEE PAGE 50)
2K 10
B E
A E
1ID2 7 7. 5A
ECU±B
2C 5
ID1 8
IA2 16
DAYTIME RUNNING LIGHT RELAY D 3
JUNCTION
CONNECTOR J20JUNCTION
CONNECTOR J2 0
JUNCTION
CONNECTOR J17
JUNCTION
CONNECTOR J1 1
PARKING
BRAKE SW P 2
COMBINATION SW C13 DIODE
(
DAYTIME
RUNNING
LIGHT) D 5 1
EE46 3 12AC
87
A17 2
E17 8 11 92 5AC
14
R±W
R±G
R±L R±G R±G
R±L R±W RR±GR±G
L±O
R±Y
Y±B
W±B
R±G L Y±B R±Y
BRW±B
L
R±BL R±G R±W
R R±G R±G
R±W
W±B
EDRL HDIM H±LP +B IG
HI PKB CHG± IND
ID2 3
13 16
JUNCTION CONNECTORB J12 A , J13
B 2
B 17 A9 BODY ECUB B 8 , B 9A
Y±BA F
B HR±G
R±G
JUNCTION
CONNECTORB J27 A , J28
E
FLASH
LIGHT
CONTROL SW DIMMER SW
15A
DOME
1J 7
HIGH BEAM
HEAD
42A 22G
LL±Y
21
COMBINATION METER C10L±Y
H RDY HRLY
IH

2001 PRIUS (EWD414U)
HEADLIGHT (w/ DAYTIME RUNNING LIGHT)
When the ignition SW is turned on ST position and ºREADYº signal from engine control module is sent to the daytime
running light relay via body ECU. If the parking brake pedal is depressed (Parking brake SW is on) at that time, the daytime
running light system does not operate. If the parking brake pedal is released (Parking brake SW is off), the daytime running
light system operates and the low beam headlight comes on.
HEAD RELAY
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)
D3 DAYTIME RUNNING LIGHT RELAY
12±GROUND : Approx. 12 volts with the ignition SW at ON position
3±GROUND : Always approx. 12 volts
11±GROUND : Continuity with the parking brake lever pulled up
2±GROUND : Always continuity
8±GROUND : Continuity with the dimmer SW at HIGH or FLASH position
: PARTS LOCATION
CodeSee PageCodeSee PageCodeSee Page
B8A36H134J1737
B9B36H234J2037
C1036J137J27A37
C1336J1137J28B37
D336J12A37P237
D536J13B37
: RELAY BLOCKS
CodeSee PageRelay Blocks (Relay Block Location)
324Engine Room R/B No.3 (Engine Compartment Right)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CodeSee PageJunction Block and Wire Harness (Connector Location)
1E
1F27Engine Room Main Wire and Engine Room J/B (Engine Compartment Left)
1J
gg(g)
2A
2B30Instrument Panel Wire and Instrument Panel J/B (Cowl Side Panel LH)
2C
()
2G31Engine Room Main Wire and Instrument Panel J/B (Cowl Side Panel LH)
2I31Cowl Wire and Instrument Panel J/B (Cowl Side Panel LH)2K31Cowl Wire and Instrument Panel J/B (Cowl Side Panel LH)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CodeSee PageJoining Wire Harness and Wire Harness (Connector Location)
IA142Engine Room Main Wire and Cowl Wire (Cowl Side Panel LH)IA242Engine Room Main Wire and Cowl Wire (Cowl Side Panel LH)
ID142Instrument Panel Wire and Cowl Wire (Left Kick Panel)ID242Instrument Panel Wire and Cowl Wire (Left Kick Panel)
: GROUND POINTS
CodeSee PageGround Points Location
ID42Cowl Side Panel LHIE42Cowl Side Panel LH
IG42Cowl Side Panel RH
IH42Right Kick Panel
SYSTEM OUTLINE
SERVICE HINTS

2001 PRIUS (EWD414U)
IH
BR
62B 72A
LL
FROM POWER SOURCE SYSTEM (
SEE PAGE 50)
14 1715A
DOME
1J 7
HIGH BEAM
HEAD
42A 22G
LL±Y
21
COMBINATION METER C10
L

2001 PRIUS (EWD414U)
COMBINATION METER
MALFUNCTION
INDICATOR LAMP
ABS
SRS
TURN L
TURN R
HIGH BEAM OUTPUT CONTROLWAT ER TEMP.
(
HIGH) WAT ER TEMP.
(
LOW) CRUISE
A 17 A 18 A 19 B 5
A 16 A 10 B 4
L L L GR± R B±YL G±R
COMBINATION METERB C10 , C11A
FROM HEADLIGHTS (
*1)
FROM DAYTIME RUNNING
LIGHT RELAY (
*2) FROM TURN SI GNAL
FLASHER RELAY TO ENGINE
CONTROL MODULE
TO BRAKE ECU
TO AIRBAG SENSOR
ASSEMBLY
10A
ACC FROM POWER SOURCE SYSTEM (
SEE PAGE 50)
2D 2
GR± R
A B
B C
B B
JUNCTION
CONNECTOR J26
JUNCTION
CONNECTORB J27 , J28AGR ±R
GR± R* 1 : W/O DAYTIME RUNNING LIGHT
* 2 : W/ DAYTIME RUNNING LIGHT

NEW MODEL OUTLINE
MAIN MECHANISM
182CH29
16
4 Features of the 1NZ-FXE engine
1. Highly efficient and high expansion ratio gasoline engine
Adoption of a super fuel-efficient engine developed for use with THS. Its high expansion ratio cycle is achieved by applying the
Atkinson cycle*1 which obtains high thermal efficiency.
2. Reduction in frictional loss
The maximum engine speed is set at 4,500 rpm to reduce frictional resistance, thereby producing a highly efficient low-speed
engine.

An offset crankshaft with 12 mm deviation from the center axis of the cylinder bore is utilized to reduce frictional resistance
of the piston.

Frictional resistance is reduced through the use of low tension valve springs and piston rings.

Lightweight design has been adopted for reciprocating engine parts.
The above measures for reducing frictional loss contribute to improved fuel economy.
3. VVT-i (Variable Valve Timing -intelligent)
The timing of the opening and closing of the intake valves is controlled by the computer according to driving conditions, such
as engine speed and level of acceleration. Thus, smooth intake and exhaust are achieved to greatly improve torque in the low
and medium speed zones. This also contributes to better fuel economy and purification of exhaust gas. Then the VVT-i function
is used to reduce vibration when the engine starts.
4. Compact, lightweight, and low emission
Adoption of an aluminum cylinder block and compact design of parts. And, by positioning the catalytic converter near the engine
for a backwards exhaust layout, we have been able to reduce emissions when the engine is cold started.
*1 : Atkinson Cycle: Proposed by an English engineer named James Atkinson, this thermal cycle enables the compression stroke
and the expansion stroke of the mechanism to be set independently of each other.
Suspension
MacPherson strut type suspension with L-shape
lower arms has been adopted in the front and
torsion beam with toe control link suspension
in the rear. Also, each component part is opti-
mally located and tuned for both excellent con-
trollability and enhanced riding comfort.
EMPS (Electric Motor-assisted Power Steering)
System
Vehicle speed sensing type electric motor-assisted power steering is fitted as standard. Unlike conventional
hydraulic power steering, EMPS does not depend on an engine for its power source, providing a steering feel
in no way inferior to conventional steering when the engine has stopped. Thus it is suitable for the HV system.
Other merits include improved fuel economy through energy conservation, lighter weight, and no need to fill
the power steering fluid.

CHASSIS ± SUSPENSION AND AXLES
NOTICE
Be sure to use the jack-up points that are provided on the body when raising the vehicle on a jack. Never
apply a jack under the axle beam, training arm, or the bushing of the rear suspension.
182CH34
Never use these areas
as jack-up points. 96
3. Rear Suspension
General

A torsion beam type suspension with toe control links has been adopted, in which an axle beam is located
in the middle of the trailing arm.

The torsion beam type rear suspension minimizing change in the tire-to-road camber during cornering,
thus delivering good cornering stability and driving stability.

The stabilizer bar has been adopted to realize excellent drivability and stability.

A toe control link mechanism has been adopted in the construction of the trailing arm bushings. The toe-
correct function that is effected by the movement of the links results in optimal compliance steering, thus
achieving excellent drivability, stability, and riding comfort at high levels.

CHASSIS ± SUSPENSION AND AXLES
No.2 Trailing
Arm Bushing
182CH35
Axle Beam
Trailing ArmNo.1 Trailing Arm
BushingToe-Control Link
Trailing Arm
No.2 Trailing Arm
Bushing
No.3 Trailing Arm Bushing
181CH35
Lengthwise ForceLateral Force
Lateral Force
Applied to
the Toe
Control Link
Bushing
Movement
Lateral Force
Toe Control
Links
Left-Side
WheelLeft-Side
Wheel97
Trailing Arm and Axle Beam

Trailing arms that are lightweight, highly rigid, hollow inside, and a gently curved axle beam with a rear-
open U-shaped cross section have been adopted.

A toe control links integrated axle beam has been adopted. The toe control link consists of the No.1, No.2,
and No.3 trailing arm bushings, and it rotates within the horizontal plane of the vehicle, around the No.3
bushing that serves as the axial center.

The rolling regidity has been optimized through the adoption of the stabilizer bar.
Toe-Correct Function
The longitudinal and lateral forces that are created in the vehicle during cornering causes the toe control
links in the trailing arms to become deformed.
On a right turn, the right trailing arm moves forward and the left trailing arm moves rearward, creating a
tendency for the left wheel to toe out.
In this situation, the toe control links that are installed in the trailing arms are designed to utilize the lateral
force, which is applied to the toe control links during cornering, to correct the left trailing arm towards the
toe-in direction.
As a result, excellent stability and controllability are realized.

BODY ± BODY STRUCTURE
182BO04
182BO05

Impact Absorbing Structure for Side Collision 


Head Impact Protection Structure 
Energy Absorbing
Urethane PadEnergy Absorbing Material
Side Impact
Protection Beams
Side Impact Energy
Side Impact Protection Beam
: Energy Absorbing Rib
: Aluminum Energy
Absorbing Material133
2) Impact Absorbing Structure for Side Collision
Impact energy of a side collision directed to the cabin area is dispersed throughout the body via pillar
reinforcements, side impact protection beams, floor cross members, thus helping minimize the impact
energy finally directed to the cabin. In addition, the body is made reinforced joints and high strength
sheet steel, in order to help maintain the maximum preservation of the cabin space. And, in order to
make the door energy absorbent, a closed cross section configuration is provided at the belt line area
of the front and rear doors.
By providing an energy absorbing urethane pad in the front door panel and an energy absorbing mate-
rial in the door panel and the center pillar garnish, the impact of a collision can be dampened.
A head impact protection structure has been adopted. With this type of construction, if the occupant's
head hits against the roof side rail and pillar in reaction to a collision, the inner panel of the roof side
rail and pillar collapses to help reduce the impact.