toyota camry 87-91 electrical wiring diagram

FOREWORD

This wiring diagram manual has been prepared to provideinformation on the electrical system of the 1990 TOYOTACAMRY.

Applicable models: SV21, 25 series

VZV21 series

For service specifications and repair procedures of the abovemodels other than those listed in this manual, refer to thefollowing manuals;

Manual Name Pub. No.

1990 Camry Repair Manual Volume 1Volume 2

TCCS (3S–FE) Diagnosis Manual

ECT (A140E) Diagnosis Manual

ECT (A540E) Diagnosis Manual

1990 Model New Car Features

RM151U1

RM151U2

DM011UDM013UDM014UNCF059U

All information in this manual is based on the latest productinformation at the time of publication. However, specificationsand procedures are subject to change without notice.

TOYOTA MOTOR CORPORATION

2

INTRODUCTION

This manual consists of the following 12 sections:

No. Section Description

1 INDEX Index of the contents of this manual.

2 INTRODUCTION Brief explanation of each section.

3 HOW TO USETHIS MANUAL Instructions on how to use this manual.

4 TROUBLE–SHOOTING Describes the basic inspection procedures for electrical circuits.

5 ABBREVIATIONS Defines the abbreviations used in this manual.

6GLOSSARY OFTERMS ANDSYMBOLS

Defines the symbols and functions of major parts.

7 RELAY LOCATIONS Shows position of the Electronic Control Unit, Computer, Relays, JunctionBlock, etc. This section is closely related to the system circuit.

8 ELECTRICALWIRE ROUTING

Describes position of the Parts Connectors, Ground points, etc. This section is closely related to the system circuit.

9POWER SOURCE(POWER–LOAD,Reference)

Describes power distribution from the power supply to various electricalloads.

10 INDEX Index of the system circuits.

11

SYSTEM CIRCUITS

Electrical circuits of each system are shown from the power supply throughground points. Wiring connections and their positions are shown andclassified by code according to the connection method. (Refer to thesection, “How to use this manual”).The “System Outline” and “Service Hints” useful for troubleshooting arealso contained in this section.

GROUND POINTS Shows ground positions of all parts described in this manual.

12 OVERALLWIRING DIAGRAM Provides circuit diagrams showing the circuit connections.

3

HOW TO USE THIS MANUAL

This manual provides information on the electrical circuits installed on vehicles bydividing them into each system circuit.

The actual wiring of each system circuit is shown from the point where the power sourceis received from the battery as far as each ground point. (All circuit diagrams are shownwith the switches in the OFF position.)

When troubleshooting any problem, first understand the operation of the circuit wherethe problem was detected (see System Circuit section), the power source supplyingpower to that circuit (see Power Source section), and the ground points (see GroundPoints section). See the System Outline to understand the circuit operation.

When the circuit operation is understood, begin troubleshooting of the problem circuitto isolate the cause. Use Relay Location and Electrical Wire Routing sections to findeach part, junction block and wiring harness connectors, wiring harness and wiringharness connectors, and ground points of each system circuit. Internal wiring for eachjunction block is also provided for better understanding of connection within a junctionblock.Wiring related to each system is indicated in each system circuit by arrows (from , to ). When overall connections are required, see the Overall Wiring Diagramat the end of this manual.

4


A

B

C

D

E

F

G

H

I

J

K

L

M

N

O

5

: System Title

: Indicates a Relay Block. No shading is used and onlythe Relay Block No. is shown to distinguish it from theJ/B.

Example: Indicates Relay Block No. 1.

: Indicates the connector to be connected to a part (thenumeral indicates the pin No.)

: Connector Color

Connectors not indicated are milky white in color.

: ( ) is used to indicate different wiring and connector,etc. when the vehicle model, engine type, orspecification is different.

: Indicates related system.

: Indicates the wiring harness and wiring harnessconnector. The wiring harness with male terminal isshown with arrows ( ).

Outside numerals are pin numbers.

: Represents a part (all parts are shown in sky blue). Thecode (e.g. ) is the same as the code used in partsposition.

: Junction Block (The number in the circle is the J/B No.and the connector code is shown beside it). JunctionBlocks are shaded to clearly separate them from otherparts (different junction blocks are shaded differently forfurther clarification).

3B indicatesthat it is insideJunction BlockNo. 3.

Example:

: Indicates the wiring color.

Wire colors are indicated by an alphabetical code.

B = Black L = Blue R = Red

BR = Brown LG = Light Green V = Violet

G = Green O = Orange W = White

GR = Gray P = Pink Y = Yellow

The first letter indicates the basic wire color and thesecond letter indicates the color of the stripe.

Example: L – Y

(Blue) (Yellow)

: Page No.

: Indicates a sealed wiring harness.

: Indicates a ground point.

: Indicates the pin number of the connector.

The numbering system is different for female and maleconnectors.

Example: Numbered in orderfrom upper left tolower right

Numbered in orderfrom upper right tolower left

The numbering system for the overall wiring diagram isthe same as above.

: When 2 parts both use one connector in common, theparts connector name used in the wire routing sectionis shown in square brackets [ ].

Q

R

S

T

U

V

P

6


WITH THE IGNITION SW TURNED ON, THE CURRENT FLOWS TO TERMINAL 3 OF THE POWER WINDOW MASTER SW, TERMINAL 2 OF THE POWER WINDOW CONTROL RELAYAND TERMINAL 8 OF THE POWER WINDOW SW THROUGH THE DOOR FUSE.

1. DRIVER’S WINDOW “MANUAL UP” OPERATION BY MASTER SW

HOLDING MANUAL SW (DRIVER’S) ON “UP” POSITION LOCATED IN POWER WINDOW MASTER SW, THE CURRENT FLOWS TO TERMINAL 5 OF THE POWER WINDOWCONTROL RELAY THROUGH TERMINAL 3 OF THE MASTER SW TERMINAL 2 TO OPERATE A POWER WINDOW CONTROL RELAY. THUS THE CURRENT INSIDE THE RELAYFLOWS FROM TERMINAL 2 OF THE RELAY TERMINAL 1 TERMINAL 2 OF THE POWER WINDOW MOTOR TERMINAL 1 TERMINAL 4 OF THE RELAY TERMINAL3 TO GROUND. THE MOTOR TURNS TO RAISE THE WINDOW. RELEASING THIS SW, THE ROTATION OF MOTOR IS STOPPED AND THE WINDOWS STOP AT DESIREDPOINT.

(FOR THE “MANUAL DOWN” OPERATION, CURRENT FLOWS IN THE REVERSE DIRECTION BECAUSE THE TERMINALS WHERE IT FLOWS ARE CHANGED).

2. DRIVER’S WINDOW “AUTO DOWN” OPERATION BY MASTER SW

ONCE THE “AUTO DOWN” BUTTON OF THE MASTER SW IS PUSHED, THE CURRENT FLOWS TERMINAL 9 OF THE POWER WINDOW CONTROL RELAY THROUGH TERMINAL3 OF THE MASTER SW TERMINALS 8 AND 9 TO OPERATE THE RELAY. THUS THE CURRENT INSIDE THE POWER WINDOW CONTROL RELAY FLOWS FROM TERMINAL2 OF THE RELAY TERMINAL 4 TERMINAL 1 OF THE POWER WINDOW MOTOR TERMINAL 2 TERMINAL 1 OF THE RELAY TERMINAL 3 TO GROUND.THE MOTOR CONTINUES TO ROTATE, ENABLING THEWINDOW TO DESCEND.

WHEN THE WINDOW DESCENDS TO THE END POSITION, THE CURRENT IS CUT OFF TO RELEASE THE AUTO DOWN FUNCTION BASED ON THE INCREASING CURRENTBETWEEN TERMINAL 2 OF THE RELAY AND TERMINAL 1 IN RELAY.

3. DRIVER’S WINDOW AUTO DOWN RELEASE OPERATION BY MASTER SW

BY HOLDING THE MANUAL SW (DRIVER’S) IN “UP” POSITION WHILE OPERATING AUTO DOWN. THE CURRENT FROM TERMINAL 3 OF THE MASTER SW PASSING THROUGHTERMINAL 2 FLOWS TO TERMINAL 5 OF THE RELAY AND RELEASES THE AUTO DOWN FUNCTION IN THE POWER WINDOW CONTROL RELAY. RELEASING THE HAND FROMSW, STOPS THE WINDOW AND CONTINUING TO TOUCH THE SW, SWITCHES THE FUNCTION TO MANUAL UP OPERATION.

4. PASSENGER’S WINDOW UP OPERATION (MASTER SW) AND WINDOW LOCK SW OPERATION

HOLDING PASSENGER’S WINDOW SW (MASTER SW) ON “UP”, THE CURRENT FLOWS FROM TERMINAL 3 OF THE MASTER SW THROUGH TERMINAL 6 TO TERMINAL 3 OFTHE POWER WINDOW SW (PASSENGER’S) TERMINAL 4 TERMINAL 2 OF THE MOTOR TERMINAL 1 TERMINAL 9 OF THE POWER WINDOW SW TERMINAL7 TERMINAL 1 OF THE MASTER SW TERMINAL 4 TO GROUND. THE MOTOR RUNS TO RAISE THE WINDOW. RELEASING THIS SW, THE ROTATION OF MOTOR ISSTOPPED AND WINDOW STOPS AT THE DESIRED POINT.

SWITCHING THE WINDOW LOCK SW IN “LOCK” POSITION, THE CIRCUIT IS OPENED AND STOPS THE MOTOR ROTATION.

(FOR THE DOWN OPERATION, CURRENT FLOWS IN THE REVERSE DIRECTION BECAUSE THE TERMINALS WHERE IT FLOWS ARE CHANGED).

5. PASSENGER’S WINDOW DOWN OPERATION (POWER WINDOW SW)

HOLDING POWER WINDOW SW ON “DOWN”, THE CURRENT FLOWS FROM TERMINAL 8 OF THE POWER WINDOW SW TERMINAL 9 TERMINAL 1 OF THE MOTOR TERMINAL 2 TERMINAL 4 OF THE POWER WINDOW SW TERMINAL 3 TERMINAL 6 OF THE MASTER SW TERMINAL 4 TO GROUND. THE MOTOR RUNSTO LOWER THE WINDOW.

(FOR THE UP OPERATION, CURRENT FLOWS IN THE REVERSE DIRECTION BECAUSE THE TERMINALS WHERE IT FLOWS ARE CHANGED).

(A) POWER WINDOW MASTER SW

4–GROUND: ALWAYS CONTINUITY

3–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION

(B) POWER WINDOW CONTROL RELAY

3–GROUND: ALWAYS CONTINUITY

2–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION

5–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND MASTER SW AT UP POSITION

8–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND MASTER SW AT AUTO DOWN POSITION

9–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND MASTER SW AT DOWN OR AUTO DOWN POSITION

WINDOW LOCK SW

OPEN WITH WINDOW LOCK SW AT LOCK POSITION

: PARTS LOCATION

CODE SEE PAGE CODE SEE PAGE CODE SEE PAGE

A P4 21 C P5 21 E P6 21

B P2 21 D P3 21

: RELAY BLOCKS

CODE SEE PAGE RELAY BLOCK (RELAY BLOCK LOCATION)

1 16 R/B NO. 1 (INSTRUMENT PANEL LEFT)

: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR

CODE SEE PAGE JUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)

3B 14 J/B NO. 3 AND COWL WIRE (INSTRUMENT PANEL LEFT SIDE)

: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS

CODE SEE PAGE JOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)

D1 26 FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)

H1 26 FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)

: GROUND POINTS

CODE SEE PAGE GROUND POINT LOCATION

C 24 COWL LEFT

SYSTEM OUTLINE

SERVICE HINTS

Q

R

S

T

U

V

P

7

: Explains the system outline.

: Indicates values or explains the function for reference during troubleshooting.

: Indicates the reference page showing the position on the vehicle of the parts in the system circuit.

Example: Part A (Power Window Master SW) represents code P4 on page 21 of the manual.

* The letter in the code is from the first letter of the part, and the number indicates its orderin parts starting with that letter.

Part is 4th in orderPower Window Master SW

Example: P 4

: Indicates the reference page showing the position on the vehicle of Relay Block Connectors in thesystem circuit.

Example: Connector 1 is described on page 16 of this manual and is installed on the left side of theinstrument panel.

: Indicates the reference page showing the position on the vehicle of J/B and Wire Harness in the systemcircuit.

Example: Connector 3B connects the Cowl Wire and J/B No. 3. It is described on page 14 of thismanual, and is installed on the instrument panel left side.

: Indicates the reference page describing the wiring harness and wiring harness connector (the femalewiring harness is shown first, followed by the male wiring harness).

Example: Connector D1 connects the front door RH wire (female) and cowl wire (male). It is describedon page 26 of this manual, and is installed on the right side kick panel.

: Indicates the reference page showing the position of the ground points on the vehicle.

Example: Ground point C is described on page 24 of this manual and is installed on the cowl left side.

POWER SOURCE

POWER SOURCE (Power–Load, Reference)

8


The Power – Load section, describes which parts each power source (fuses, fusible links, and circuit breakers) transmitscurrent to. In the Power Source circuit diagram, the conditions when battery power is supplied to each system are explained.Since all System Circuit diagrams start from the power source, the power source system must be fully understood.

GROUND POINTS

9

The ground points circuit diagram shows the connections from all major parts to the respective ground points. Whentroubleshooting a faulty ground point, checking the system circuits which use a common ground may help you identify theproblem ground quickly. The relationship between ground points ( , , and shown below) can also bechecked this way.

10

TROUBLESHOOTING

VOLTAGE CHECK(a) Establish conditions in which voltage is present at the

check point.

Example:– Ignition SW on– Ignition SW and SW 1 on– Ignition SW, SW 1 and Relay on (SW 2 off)

(b) Using a voltmeter, connect the negative lead to a goodground point or negative battery terminal, and thepositive lead to the connector or component terminal.This check can be done with a test light instead of avoltmeter.

CONTINUITY AND RESISTANCE CHECK(a) Disconnect the battery terminal or wire so there is no

voltage between the check points.(b) Contact the two leads of an ohmmeter to each of the

check points.

If the circuit has diodes, reverse the two leads and checkagain.When contacting the negative lead to the diode positive sideand the positive lead to the negative side, there should becontinuity.When contacting the two leads in reverse, there should be nocontinuity.

(c) Use a volt/ohmmeter with high impedance (10 kΩ/Vminimum) for troubleshooting of the electrical circuit.

11

FINDING A SHORT CIRCUIT(a) Remove the blown fuse and disconnect all loads of the

fuse.(b) Connect a test light in place of the fuse.(c) Establish conditions in which the test light comes on.Example:

– Ignition SW on– Ignition SW and SW 1 on– Ignition SW, SW 1 and Relay on (Connect the

Relay) and SW 2 off (or Disconnect SW 2)(d) Disconnect and reconnect the connectors while

watching the test light.The short lies between the connector where the testlight stays lit and the connector where the light goesout.

(e) Find the exact location of the short by lightly shakingthe problem wire along the body.

CAUTION:Do not open the cover or the case of the ECU andvarious computer unless absolutely necessary. (If theIC terminals are touched, the IC may be destroyed bystatic electricity.)

DISCONNECTION OF MALE AND FEMALECONNECTORSTo pull apart the connectors, pull on the connector itself, not thewire harness.

HINT: Check to see what kind of connector you are disconnectingbefore pulling apart.

12

TROUBLESHOOTING

HOW TO REPLACEMENT FOR TERMINAL(with Terminal Retainer Type)

1. DISCONNECT CONNECTOR

2. DISCONNECT TERMINAL FROM CONNECTOR

(a) “for A type”

Raise the terminal retainer up to the temporally lockposition.

HINT: The needle insertion position varies accordingto the connector’s shape (number of terminalsetc.), so check the position before inserting it.

“for B type”

Open the terminal retainer.

(b) Release the locking lug from terminal and pull theterminal out from rear.

3. INSTALL TERMINAL TO CONNECTOR(a) Insert the terminal.

HINT:1. Make sure the terminal is positioned correctly.2. Insert the terminal until the locking lug locks firmly.3. Insert the terminal with terminal retainer in the

temporally lock position.

(b) Push the terminal retainer in to the full lock position.

4. CONNECT CONNECTOR

13

ABBREVIATIONS

ABBREVIATIONS

The following abbreviations are used in this manual.

A/C = Air Conditioner

A.B.S = Anti Lock Brake System

A/T = Automatic Transmission

CB = Circuit Breaker

COMB. = Combination

DIFF. = Differential

ECT = Electronic Controlled Transmission

ECU = Electronic Control Unit

EFI = Electronic Fuel Injection

EGR = Exhaust Gas Recirculation

EX. = Except

FL = Fusible Link

ISC = Idle Speed Control

J/B = Junction Block

LH = Left-Hand

M/T = Manual Transmission

O/D = Overdrive

R/B = Relay Block

RH = Right–Hand

SW = Switch

TCCS = Toyota Computer Controlled System

TEMP. = Temperature

VSV = Vacuum Switching Valve

W/G = Wagon Type

W/ = With

W/O = Without

4WD = Four Wheel Drive

METER, ANALOGCurrent flow activates a magneticcoil which causes a needle tomove, thereby providing a relativedisplay against a backgroundcalibration.

LED (LIGHT EMITTING DIODE)Upon current flow, these diodesemit light without producing theheat of a comparable light.

IGNITION COILConverts low–voltage DC currentinto high–voltage ignition currentfor firing the spark plugs.

1. SINGLEFILAMENT

GROUNDThe point at which wiring attachesto the Body, thereby providing areturn path for an electrical circuit;without a ground, current cannotflow.

Current flow causes a headlightfilament to heat up and emit light.A headlight may have either asingle (1) filament or a double (2)filament.

BATTERYStores chemical energy andconverts it into electrical energy.Provides DC current for the auto’svarious electrical circuits.

CAPACITOR (Condenser)A small holding unit for temporarystorage of electrical voltage.

CIRCUIT BREAKERBasically a reusable fuse, a circuitbreaker will heat and open if toomuch current flows through it. Someunits automatically reset when cool,others must be manually reset.

DIODEA semiconductor which allowscurrent flow in only one direction.

DIODE, ZENERA diode which allows current flowin one direction but blocks reverseflow only up to a specific voltage.Above that potential, it passes theexcess voltage. This acts as asimple voltage regulator.

FUSEA thin metal strip which burnsthrough when too much currentflows through it, thereby stoppingcurrent flow and protecting acircuit from damage.

FUSIBLE LINKA heavy–gauge wire placed inhigh amperage circuits whichburns through on overloads,thereby protecting the circuit.

HORNAn electric device which sounds aloud audible signal.

LIGHTCurrent flow through a filamentcauses the filament to heat upand emit light.

METER, DIGITALCurrent flow activates one ormany LED’s, LCD’s, or flourescentdisplays, which provide a relativeor digital display.

MOTORA power unit which convertselectrical energy into mechanicalenergy, especially rotary motion.

CIGARETTE LIGHTERAn electric resistance heatingelement.

DISTRIBUTOR, IIAChannels high–voltage currentfrom the ignition coil to theindividual spark plugs.

2. DOUBLEFILAMENT

HEADLIGHTS

FUEL

M

14

GLOSSARY OF TERMS AND SYMBOLS

15

1. NORMALLYOPEN

Opens andcloses circuits,therebystopping (1) orallowing (2)current flow.

RESISTORAn electrical component with afixed resistance, placed in a circuitto reduce voltage to a specificvalue.

RESISTOR, TAPPEDA resistor which supplies two ormore different non–adjustableresistance values.

SENSOR (Thermistor)A resistor which varies itsresistance with temperature.

SHORT PINUsed to provide an unbrokenconnection within a junction block.

SOLENOIDAn electromagnetic coil whichforms a magnetic field whencurrent flows, to move a plunger,etc.

SWITCH, DOUBLE THROWA switch which continuouslypasses current through one setof contacts or the other.

SWITCH,IGNITION

A key operated switch withseveral positions which allowvarious circuits. Particularly theprimary ignition circuit, tobecome operational.

Wires are alwaysdrawn as straightlines on wiringdiagrams. Crossedwires (1) without ablack dot at thejunction are notjoined;crossed wires (2)with a black dot atthe junction arespliced (joined)connections.

RELAY, DOUBLE THROWA relay which passes currentthrough one set of contacts or theother.

SENSOR, ANALOG SPEEDUses magnetic impulses to openand close a switch to create asignal for activation of othercomponents.

TRANSISTORA solidstate device typically usedas an electronic relay; stops orpasses current depending on theapplied voltage at “base.”

SWITCH, WIPER PARKAutomatically returns wipers tothe stop position when the wiperswitch is turned off.

SWITCH, MANUAL

SPEAKERAn electromechanical devicewhich creates sound waves fromcurrent flow.

2. NORMALLYCLOSED

RESISTOR, VARIABLE orRHEOSTAT

A controllable resistor with avariable rate of resistance.Also called a potentiometer orrheostat.

2. NORMALLYOPEN

RELAY

1. NORMALLYCLOSED

Basically, an electricallyoperated switch which maybe normally closed (1) oropen (2).Current flow through asmall coil creates amagnetic field which eitheropens or closes anattached switch.

(2) SPLICED

WIRES

(1) NOTCONNECTED

[Body]

[S/D]

16

RELAY LOCATIONS

[Engine Compartment]

[WAGON]

17

[Instrument Panel]

[Body]

18

RELAY LOCATIONS

: J/B No. 1 Left Kick Panel (See Page 17)

19

[J/B No. 1 Inner Circuit]

20

RELAY LOCATIONS

: J/B No. 2Engine Compartment Left (See Page 16)

2 : R/B No. 2 Engine Compar tment Left (See Page 16)

21



22

RELAY LOCATIONS

: J/B No. 3 Instrument Panel Left (See Page 17)

23

1 : R/B No. 1 Left Kick Panel (See Page 17)

4 : R/B No. 4 Right Kick Panel (See Page 17)

24

ELECTRICAL WIRING ROUTING

Position of Parts in Engine Compartment

[2VZ–FE]

A 1 A.B.S. Actuator C 4 Cruise Control Vacuum PumpA 2 A.B.S. Actuator C 5 Cruise Control Vacuum SWA 3 A.B.S. ActuatorA 4 A.B.S. Check Connector D 1 Diff. Lock Indicator SWA 5 A.B.S. Speed Sensor Front LH D 2 Diff. Lock Solenoid (3S–FE A/T)A 6 A.B.S. Speed Sensor Front RH D 3 Diff. Lock Solenoid (for Diff. Lock, 4WD)A 7 A/C Compressor Sensor D 4 Diff. Lock Solenoid (for Diff. Lock, 4WD)A 8 A/C Condenser Fan Motor D 5 Diff. Lock Speed Sensor Front (A/T)A 9 A/C Dual Pressure SW D 6 Diff. Lock Speed Sensor Rear (A/T)A 10 A/C High Pressure SW (for Radiator Fan) D 7 Distributor (2VZ–FE)

or Short Pin (w/o A/C) D 8 Distributor and Ignition Coil (3S–FE)A 11 A/C Idle–Up VSV D 9 Distributor and Ignition Coil (3S–FE)A 12 A/C A/C Magnet ClutchA 13 A/C Water Temp. SW (for Radiator Fan, 3S–FE) E 1 ECT Solenoid or O/D Solenoid

or Sensor (for Condenser Fan, 2VZ–FE) E 2 EFI Water Temp. SensorA 14 A/C Water Temp. SW (for A/C Cut, 4WD) E 3 EGR Gas Temp. Sensor (for California)A 15 Air Flow MeterA 16 Alternator F 1 Front Clearance and Side Marker Light LHA 17 Alternator F 2 Front Clearance and Side Marker Light RHA 43 A/C Magnet Clutch Relay (for CANADA) F 3 Front Turn Signal Light LHA 44 A/T Fluid Temp. SW F 4 Front Turn Signal Light RH

F 5 Front Washer MotorB 1 Back–Up Light SW (M/T) F 6 Fusible Link BoxB 2 Brake Fluid Level Warning SW

H 1 Headlight LHC 1 Check Connector H 2 Headlight RHC 2 Cold Start Injector H 3 HornC 3 Cruise Control Actuator H 4 Horn

25

Position of Parts in Engine Compartment

[3S–FE]

I 1 ISC Valve R 1 Radiator Fan MotorI 2 Igniter (3S–FE) R 3 Rear Washer MotorI 3 Igniter and Ignition Coil (2VS–FE)I 4 Injector No. 1 S 1 Short Pin (for Fan Check)I 5 Injector No. 2 S 2 Start Injector Time SWI 6 Injector No. 3 S 3 StarterI 7 Injector No. 4 S 4 StarterI 8 Injector No. 5I 9 Injector No. 6 T 1 Throttle Position Sensor

K 2 Knock Sensor (2VZ–FE) V 3 VSV (for Fuel Pressure Up)

N 1 Neutral Start SW and Back–Up Light SW (A/T) W 1 Water Temp. SenderN 2 Noise Filter (for Ignition System) W 2 Wiper Motor

W 3 Water Temp. Sensor (for Radiator Fan, 2VZ–FE)O 2 O/D Water Temp. SWO 3 Oxygen Sensor MainO 4 Oxygen Sensor Sub (3S–FE)O 5 Oil Pressure SW

26


Position of Parts in Body

[SEDAN]

A 29 A.B.S. Computer D 20 Door Courtesy SW Front RH (CANADA)A 30 A.B.S. Computer D 21 Door Courtesy SW Front RH (USA)A 31 A.B.S. Speed Sensor Rear LH D 22 Door Courtesy SW Rear LHA 32 A.B.S. Speed Sensor Rear RH D 23 Door Courtesy SW Rear RH (CANADA)A 33 Auto Antenna Motor and Control Relay D 24 Door Courtesy SW Rear RH (USA)A 34 Automatic Shoulder Belt Computer (USA) D 25 Door Key Cylinder Light and Outside handle SWA 35 Automatic Shoulder Belt Limit SW LH D 26 Door Lock Control SW RHA 36 Automatic Shoulder Belt Limit SW RH D 27 Door Lock Key SW LHA 37 Automatic Shoulder Belt Motor LH D 28 Door Lock Key SW RHA 38 Automatic Shoulder Belt Motor RH D 29 Door Lock Solenoid Front LHA 39 Automatic Shoulder Belt Release Lever D 30 Door Lock Solenoid Front RH

Warning Light (USA) D 31 Door Lock Solenoid Rear LHA 40 Automatic Shoulder Belt SW LH D 32 Door Lock Solenoid Rear RHA 41 Automatic Shoulder Belt SW RHA 42 Automatic Shoulder Belt Spool Release SW F 7 Fuel Pump

F 8 Fuel Pump (All–Trac/4WD)B 8 Back Door Courtesy SW (W/G) F 9 Fuel SenderB 9 Back Door Lock Solenoid (W/G) F 10 Fuel Sender (All–Trac/4WD)

D 17 Door Courtesy Light LH H 8 High Mount Stop LightD 18 Door Courtesy Light RHD 19 Door Courtesy SW Front LH I 13 Interior Light

27

Position of Parts in Body

[STATION WAGON]

J 1 Junction Connector (W/G) P 12 Power Window SW Rear LHP 13 Power Window SW Rear RH

L 1 Licence Plate Light LHL 2 Licence Plate Light RH R 11 Rear Combination Light LHL 3 Light Failure Sensor R 12 Rear Combination Light LHL 4 Luggage Compartment Light (S/D) R 13 Rear Combination Light RHL 5 Luggage Compartment Light SW (S/D) R 14 Rear Combination Light RH

R 15 Rear Interior Light (W/G)M 1 Map Light (w/o Moon Roof) R 16 Rear Side Marker Light LHM 2 Moon Roof Control Relay R 17 Rear Side Marker Light RHM 3 Moon Roof Limit SW R 18 Rear Window Defogger (+)M 4 Moon Roof Motor R 19 Rear Window Defogger (–)M 5 Moon Roof SW and/or Map Light R 20 Rear Wiper Motor

R 21 Remote Control Mirror LHN 3 Noise Filter (Defogger) R 22 Remote Control Mirror RH

R 23 Roof Speaker Rear LH (W/G)P 6 Power Window Master SW and R 24 Roof Speaker Rear RH (W/G)

Door Lock Control SW LHP 7 Power Window Motor Front LH S 10 Speaker Rear LHP 8 Power Window Motor Front RH S 11 Speaker Rear RHP 9 Power Window Motor Rear LHP 10 Power Window Motor Rear RH V 1 Vanity Light LHP 11 Power Window SW Front RH V 2 Vanity Light RH

28


Position of Parts in Instrument Panel

A 18 A/C Acceleration Cut Amplifier C 17 Cruise Control Computer O 1 O/D Main SW and A/T Indicator(SV) or A/C Condenser Fan C 18 Cruise Control Main SW LightControl Amplifier (VSV) O 6 OX Sensor Sub (2VZ–FE)

A 19 A/C Amplifier (FWD) D 10 Diode (Electrical Idle–Up System)A 20 A/C Amplifier (All–Trac/4WD) D 11 Diode (Over Drive System) P 1 Parking Brake SWA 21 A/C Cut Relay (All–Trac/4WD) or D 12 Diode (for Interior Light System, P 2 Power Seat Motor (Front Vertical)

Compressor Control Amplifier w/ Door Lock System) P 3 Power Seat Motor (Rear Vertical)(2VZ–FE) D 13 Diode (for Interior Light System, P 4 Power Seat Motor (Slide)

A 22 A/C System Amplifier (for Heater) w/o Door Lock System) P 5 Power Seat SWA 23 A/C System Amplifier (for Heater) D 14 Diode (for Front Wiper System)A 24 A/C Thermistor (3S–FE) D 15 Diode (for Rear Wiper System) R 2 Running Light Control RelayA 25 A/C Thermistor and Diode (2VZ–FE) D 16 Door Lock Control Relay (for CANADA)A 26 A/T Indicator (Instrument Panel) R 4 Radio and Tape PlayerA 27 Air Mix Control Servo Motor E 4 ECT ECU (FWD) R 5 Radio and Tape PlayerA 28 Air Vent Mode Control Servo Motor E 5 ECT ECU (All–Trac/4WD) R 6 Rear Window Defogger SW

E 6 ECT ECU (All–Trac/4WD) R 7 Rear Wiper and Washer SW (W/G)B 3 Back Door Lock Control SW (W/G) E 7 ECT Pattern Select SW or Diff. Lock Control SWB 4 Blower Control Relay (All–Trac/4WD)B 5 Blower Motor G 1 Glove Box Light R 8 Recirc/Fresh Control Servo MotorB 6 Blower Resistor G 2 Glove Box Light SW (CANADA) R 9 Remote Control Mirror SWB 7 Buckle SW (w/ Power Seat) G 3 Glove Box Light SW (USA) R 10 RheostatB 10 Buckle SW (w/o Power Seat)

H 5 Hazard SW S 5 Seat Belt Warning RelayC 6 Center Diff. Lock Indicator Light H 6 Heater Control Assembly S 6 Shift Lock Control Computer

(All–Trac/4WD) (Push SW Type) or A/C SW and S 7 Speaker Front LHC 7 Cigarette Lighter Blower SW (Lever SW Type) S 8 Speaker Front RHC 8 Circuit Opening Relay H 7 Heater Control Assembly S 9 Stop Light SW and Cruise ControlC 9 Clock (Push SW Type) or A/C SW and Stop SWC 10 Clutch Start SW (M/T) Blower SW (Lever SW Type)C 11 Combination Meter T 2 TCCS ECU (Engine ECU)C 12 Combination Meter I 10 Ignition Key Cylinder Light T 3 TCCS ECU (Engine ECU)C 13 Combination Meter I 11 Ignition SW T 4 TCCS ECU (Engine ECU)C 14 Combination SW I 12 Integration RelayC 15 Combination SW U 1 Unlock Warning SWC 16 Cruise Control Clutch SW K 1 Key Interlock Solenoid

[2VZ–FE]

[2VZ–FE]

30


: Location of Connector Joining Wire Harness and Wire Harness

: Location of Ground Points

31

Connector Joining Wire Harness and Wire Harness

[3S–FE]

[3S–FE]

32




33


34




35


[SEDAN]

[SEDAN]

36




37


[STATION WAGON]

[STATION WAGON]

38




39


40

POWER SOURCE (Power–Load, Reference)

J/B No. 1 (Left Kick Panel)Power Load Page No.

Engine Main Relay 44

7 5A IGNCharge Warning Light 50

7.5A IGNEFI Main Relay (3S–FE), Engine ECU (2VZ–FE) 52, 124Radiator Fan Relay No. 1, A/C Fan Relay No. 2 158

20A WIPERWasher Motor, Wiper Motor, Wiper Relay 98

20A WIPERRear Washer Motor, Rear Wiper Relay, Rear Wiper Motor 100Engine ECU 52, 124Light Failure Sensor, Stop Lights, Hi Mount Stop Light 94

20A STOPCruise Control Computer 120

20A STOPECT ECU (3S–FE) 129Shift Lock Control Computer 140A.B.S. Computer 142

7.5A TURN Turn Signal Flasher 92Check Engine Warning Light 52Integration Relay 68Light Failure Sensor, Rear Lights Warning Light 88, 94Back–Up Lights 96Power Main Relay 102, 148Automatic Shoulder Belt Computer, Automatic Shoulder Belt ReleaseLever Warning Light, Seat Belt Warning Light 114

Seat Belt Warning Light, Seat Belt Warning Relay 118

7.5A GAUGE A/T Indicator, O/D Off Indicator Light, ECT ECU (3S–FE), Engine ECU (2VZ–FE) 124O/D Solenoid, O/D Off Indicator Light 134Diff. Lock Solenoid, Center Diff. Lock Indicator, ECT ECU (A/T) 136A.B.S. Warning Light 142Rear Window Defogger SW, Defogger Relay 146Antenna Motor and Control Relay 150Combination Meter 154Heater Relay, Blower Control Relay, A/C System Amplifier,Recirc/Fresh Control Servo Motor, Heater Control Assembly 158

Engine ECU 67

15A TAIL

Glove Box Light, Combination Meter, Rheostat, ECT Pattern Select SW Light, RearWiper SW Light, Cruise Control Main SW Light, Hazard SW Light, O/D Main SW Light,Rear Window Defogger SW Light, Cigarette Lighter Light, A/T Indicator Light, RadioLight, Diff. Lock Control SW Light, Center Diff. Lock Indicator Light, A/C SW Light,Heater Control SW Light

84

Front Clearance and Side Marker Lights, Licence Plate Lights,Rear Side Marker Lights, Light Failure Sensor, Taillights 88

Clock 139Cruise Control Main SW, Cruise Control Computer 120

15A ECU–IGECT ECU (3S–FE) 129

15A ECU–IGShift Lock Control Computer 140A.B.S. Computer 142Mirror Motor 112Clock 139

7.5A RADIO Shift Lock Control Computer 140Antenna Motor and Control Relay 150Radio and Tape Player 152

15A CIGClock, Cigarette Lighter 139

15A CIGAntenna Motor and Control Relay 150

30A DEFOG CB Rear Window Defogger 14610A MIR–HTR Engine ECU 6710A ENGINE IC Regulator 50

41

J/B No. 2 (Engine Compartment)Power Load Page No.

Integration Relay 68, 76Map Light, Door Key Cylinder Light, Door Courtesy Light, Rear Interior Light, Ignition Key CylinderLight, Interior Light, Vanity Light, Door Warning Light, Luggage Compartment Light 76

20A DOME ECT ECU (3S–FE) 12920A DOMEClock 139Antenna Motor 150Radio and Tape Player 152

7.5A CHARGE IC Regulator 5015A HEAD LH Headlight LH (USA) 7015A HEAD RH Headlight RH (USA) 7015A HEAD–LO (LH) Headlight LH (CANADA) 7215A HEAD–LO (RH) Headlight RH (CANADA) 72

15A HAZ–HORNTurn Signal Flasher 92

15A HAZ–HORNHorns, Horn Relay 111

15A EFI

Fuel Pump, ISC Valve, Engine ECU, Circuit Opening Relay, Check Connector,OX Sensor (Main) (2VZ–FE) 52

15A EFI Engine ECU 67Engine ECU (2VZ–FE) 124

30A FL RDI FAN Radiator Fan Motor 158

R/B No. 1 (Near the J/B No. 1)Power Window Master SW, Power Window Motor 102Power Seat Motor 105

30A POWER CB Door Lock Control Relay, Door Lock Solenoid 106Back Door Lock Solenoid 110Moon Roof Control Relay 148

30AAUTOMATICSHOULDER BELT CB

Automatic Shoulder Belt Computer, Automatic Shoulder Belt Motor 114

Seat Belt Warning Relay 118

10A ECU–B A.B.S. Computer 142Noise Filter (for Rear Window Defogger) 146

R/B No. 2 (Engine Compartment)15A HEAD–HI (RH) Headlight LH (CANADA) 7215A HEAD–HI (RH) Headlight RH (CANADA) 7230A FL CDS FAN Condenser Fan Motor, A/C Condenser Fan Control Amplifier (2VZ–FE) 158

R/B No. 4 (Right Kick Panel)

10A A/C

Heater Control Assembly, A/C SW, A/C Amplifier, Magnet Clutch Relay, A/C Magnet Clutch, A/CIdle–Up VSV (3S–FE), A/C Acceleration Cut Amplifier (3S–FE), A/C Fan Relay No. 3 (3S–FE), A/CCut Relay (ALL–TRAC/4WD), Engine ECU (3S–FE), A/C Condenser Fan Control Amplifier(2VZ–FE), Compressor Control Amplifier (2VZ–FE)

158

40A HEATER CB Blower Motor 158

Fusible Link Box (Near the Battery)IGN Fuse 44

30A FL AM2Noise Filter (2VZ–FE) 46

30A FL AM2Igniter, Ignition Coil and Distributor (3S–FE) 46, 59Injector 52

40A FL MAIN Headlight Relay 44, 68, 70

80A ALT

Taillight Relay 44, 68, 72,84, 88

80A ALT FL 0.5G 46Alternator 50

Fusible Links (Near the Battery)Automatic Shoulder Belt CB, Power CB 44

FL 0.5G Starter, Starter Relay, Start Injector Time SW, Cold Start Injector 46IC Regulator 50

FL 1.0Y A.B.S. Actuator 142

44

POWER SOURCE

TAILLIGHTRELAY

IGNITION SW

15A TAIL

AC

C

IG1

IG2

AM

2

AM

1

30A HEATER CB

30A FL RDI FAN

30A FL CDS FAN

C

BATTERYFUSIBLELINK BOXA

80A

ALT

W

W

1

W

W 20A STOP

30A DEFOG CB

10A ECU–B

W W

6

B–O

B–O

B–Y

5 6L

2 1

B–O

W–B

W–B

2

W–R

B

40A

MA

IN

30A

AM

2

FL 0. 5G

30A POWER CB

30A AUTOMATIC

W

W–R

W

P–L

1

2

2

1

SHOULDER BELT CB

W

W

L–W

W–L

1

1

1

1

1

W

R

C21

D210

4 4

C1

4

D1

13

B

W

237

48

456

1 2

3 4

1 2

L

WW

2 2

2B

W

2A

7

2G32H1

ENGINEMAIN RELAY

2E8

W

G

W

W

W–R

4 3

2

5 1

W–LFL 1. 0Y

2

2

3 2 4

1

DIMMERRELAY

2

2E4

R–B

R–B

1 2

1 2

15A HEAD–HI (RH)

15A HEAD–HI (LH)

2 2

2

15A HEAD–LO (RH)

15A HEAD–LO (LH)

W

R–L

R–L

W

(USA)

( C

TO A. B. SACTUATOR

2B4

2F

4

2B

2

2D

1

2B

3

2F

1

1A

3

1R–B

1J3

1A

2

1A1

1J2 1K4

1K2

2E

20A DOME

15A EFI

15A HAZ–HORN

5

4

2E7

1

3

HEADLIGHTRELAY

AN

AD

A)

HEAD–RH

15A HEAD–LH

4 15A

7. 5A IGN

15A CIG

7. 5A RADIO

20A WIPER

7. 5A TURN

1I

7. 5A GAUGE

15A ECU–IG

1J4 1J5 1J6

B–Y 10A ENGINE

1K

1K7 8

45

TAILLIGHT RELAY2–4 : CLOSED WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION

CLOSED WITH ENGINE RUNNINGENGINE MAIN RELAY

CHANGED WITH IGNITION SW AT ON OR ST POSITION

HEADLIGHT RELAY4–5 : CLOSED WITH LIGHT CONTROL SW AT HEAD POSITION OR DIMMER SW AT FLASH POSITION

CLOSED WITH ENGINE RUNNING(B) IGNITION SW

4–3 : CLOSED WITH IGNITION KEY AT ACC OR ON POSITION8–7, 4–2 : CLOSED WITH IGNITION KEY AT ON OR ST POSITION

DIMMER RELAYCHANGED FROM HEAD (LO) TO HEAD (HI) WITH DIMMER SW AT FLASH POSITION OR WITH HEADLIGHT RELAY ON AND DIMMER SW AT HIGH POSITION

: PARTS LOCATION


A F6 24 (2VZ–FE), 25 (3S–FE) B I11 28

: RELAY BLOCKS

CODE SEE PAGE RELAY BLOCKS (RELAY BLOCK LOCATION)

1 23 R/B NO. 1 (LEFT KICK PANEL)

2 20 R/B NO. 2 (ENGINE COMPARTMENT LEFT)

4 23 R/B NO. 4 (RIGHT KICK PANEL)



1A 18 ENGINE ROOM MAIN WIRE AND J/B NO. 1 (LEFT KICK PANEL)

1I

1J 18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)

1K

18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)

2A 20 ENGINE ROOM MAIN WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)

2B 20 ENGINE WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)

2D 20 ENGINE ROOM MAIN WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)

2E 20 ENGINE ROOM NO. 4 WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)

2F 20 ENGINE ROOM MAIN WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)

2G20 ENGINE WIRE AND J/B NO 2 (ENGINE COMPARTMENT LEFT)

2H20 ENGINE WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)



C130 (2VZ–FE)

ENGINE ROOM MAIN WIRE AND ENGINE WIRE (NEAR J/B NO 2)C132 (3S–FE)

ENGINE ROOM MAIN WIRE AND ENGINE WIRE (NEAR J/B NO. 2)

C230 (2VZ–FE)

ENGINE ROOM MAIN WIRE AND ENGINE WIRE (NEAR WIPER MOTOR)C232 (3S–FE)

ENGINE ROOM MAIN WIRE AND ENGINE WIRE (NEAR WIPER MOTOR)

D130 (2VZ–FE)

ENGINE ROOM WIRE AND COWL WIRE (LEFT KICK PANEL)D132 (3S–FE)

ENGINE ROOM WIRE AND COWL WIRE (LEFT KICK PANEL)

D230 (2VZ–FE)

ENGINE ROOM WIRE AND COWL WIRE (RIGHT KICK PANEL)D232 (3S–FE)

ENGINE ROOM WIRE AND COWL WIRE (RIGHT KICK PANEL)

: GROUND POINTS

CODE SEE PAGE GROUND POINTS LOCATION

C30 (2VZ–FE)

RADIATOR LEFTC32 (3S–FE)

RADIATOR LEFT

A

2

4 5 6

BLACK

2 3 4

7 8

BLACKB

SERVICE HINTS

46

STARTING AND IGNITION SYSTEMS

ACCIG1

ST1

IG2

AM1

AM2

IGNITION SW

STARTER

M

4

8

1

7

B–W

B–O

W

W–R

W–RW

B–W

A

D

STARTERRELAY(M/T)

B–O

CLUTCHSTART SW(M/T)

C

NEUTRALSTART SW(A/T)

STASTJ

W–B

1

FUSIBLELINK BOX

B

1

BATTERY

G

1 2

B–OB–OB–O

B–W

(A/T)

B–W

( M/T

)

( M/T

)

B–W

B–W

B–Y

W–B

B

B–O

(M/T)

(A/T) B

(M/T)

( M/T

)

( A/T

)

B–W

( M/T

)B

–W

WF

LO

.5G

W–R

80A

ALT

30A

AM

2

5

2

COLDSTARTINJECTOR

STARTINJECTORTIMESW

(FWD)

(W/ ALL–TRAC/ 4WD)

11

11

D1

12

C1

5

K114

G H

F

E

(A/T)

B

K112

2

32

1

2

1

12

4

4 3

B–W B–W

B–W B

B–R

B

1K1 1I7

1J71J2 1J3

1A1 1A2

2B3 2B4

2F1 2F4

1J4

1I12

1N11

D

47

B–O

21

B–

O

W–L

B–

O

DISTRIBUTORIGNITER

G1 G– NE

2 3 1

3 4 1 5 8

G–G1 NE IGF IGT

TCCS ECU

R WB

W–R W B

B

B

B

IGNITION COIL ANDDISTRIBUTOR

TO A/C AMPLIFIER

TO TACHOMETER

SE

ALE

D

BR

( 2V

Z–F

E)

B–O

1

DISTRIBUTORIGNITER

4 3 2

G2 G– NE

G–G2 NE IGF IGT

TCCS ECU

R LB

W–R

W–G B

B

B

B

TO A/C AMPLIFIER

TO TACHOMETER

SE

ALE

D

BR

G1

G1

1324

114132 3 20

Y

L

IJ

2

1

NOISEFILTER

K

W–B

W–B

B–O

B–O

M M

P P P P Q

N N N

O

(2V

Z–F

E)

( 3S

–FE

)

(3S–FE) B–O

5 3

4 1 6

48

STARTING AND IGNITION SYSTEM

(A) IGNITION SW4–1 : CLOSED WITH IGNITION SW AT ST POSITION8–7 : CLOSED WITH IGNITION SW AT ON OR ST POSITION

(C) CLUTCH START SW2–1 : CLOSED WITH CLUTCH PEDAL FULLY DEPRESSED

STARTER RELAY(1) 2–(1) 4 : CLOSED WITH CLUTCH START SW ON AND IGNITION SW AT ST POSITION

STARTERPOINTS CLOSED WITH CLUTCH START SW ON AND IGNITION SW AT ST POSITION

(D) NEUTRAL START SW (A/T)2–3 : CLOSED WITH A/T SHIFT LEVER IN P OR N POSITION

(G) COLD START INJECTOR2–1 : VOLT WHILE START INJECTOR TIME SW IS CLOSED AND STARTER CRANKING

(H) START INJECTOR TIME SWPOINTS OPEN ABOVE 35°C (95°F)2–1 : APPROX. 20–40 Ω BELOW 30°C (86°F)2–1 : APPROX. 40–60 Ω ABOVE 40°C (104°F)2–GROUND : APPROX. 20–80 Ω

: PARTS LOCATION


A I11 28 G C2 24 (2VZ–FE), 25 (3S–FE) M D8 25

B F6 24 (2VZ–FE), 25 (3S–FE) H S2 24 (2VZ–FE), 25 (3S–FE) N D9 25

C C10 28 I D7 24 O I2 25

D N1 24 (2VZ–FE), 25 (3S–FE) J I3 24 P T3 28

E S4 24 (2VZ–FE), 25 (3S–FE) K N2 24 Q T4 28

F S3 24 (2VZ–FE), 25 (3S–FE) L T4 28




1I 18

1J 18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)

1K 18

COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)





C130 (2VZ–FE)



D130 (2VZ–FE)



K1 34 ENGINE WIRE AND COWL WIRE (BEHIND GLOVE BOX)

: GROUND POINTS


B30 (2VZ–FE)

INTAKE MANIFOLDB32 (3S–FE)

INTAKE MANIFOLD

D 34 J/B NO. 1 SET BOLT

SERVICE HINTS

50

CHARGING SYSTEM

A

YB

–O

Y

Y

B–Y

B–Y

IG L S B

3 2 11

W

WB–

Y

Y

W

B–O

W

W

W

Y W W

2

5

CHARGEWARNINGLIGHT[COMB. METER]

FU

SIB

LELI

NK

BO

X

FL

0.5G

80A

ALT

ALTERNATOR

IC REGULATOR

BATTERY

D110

C11

F26

C C C D

L115L415

(EX. 3S–FE FWD)(3S–FE FWD)

8

3

B

1G9

7. 5AIGN

2G4

7. 5ACHARGE

2B6

1L15

10AENGINE

51

ALTERNATOR(C) 1–GROUND : 13.9–15.1 VOLTS WITH ENGINE RUNNING AT 2000 RPM AND 25°C (77°F)

13.5–14.3 VOLTS WITH ENGINE RUNNING AT 2000 RPM AND 115°C (239°F)(C) 2–GROUND : 0–4 VOLTS WITH IGNITION SW AT ON POSITION AND ENGINE NOT RUNNING

: PARTS LOCATION


A F6 24 (2VZ–FE), 25 (3S–FE) C A17 24 (2VZ–FE), 25 (3S–FE)

B C11 28 D A16 24 (2VZ–FE), 25 (3S–FE)



1G 18 COWL SUB WIRE AND J/B NO. 1 (LEFT KICK PANEL)

1L 18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)

2B20 ENGINE WIRE AND J/B NO 2 (ENGINE COMPARTMENT LEFT)

2G20 ENGINE WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)



C130 (2VZ–FE)



D130 (2VZ–FE)



F2 34 INSTRUMENT PANEL WIRE AND COWL SUB WIRE (LEFT KICK PANEL)

L1 34 ENGINE WIRE AND INSTRUMENT PANEL WIRE (BEHIND GLOVE BOX)

2

5

A BLACK

1

2 3

1

3 8

BLACKB C D

SERVICE HINTS

52

ENGINE CONTROL (3S–FE)

THE TCCS SYSTEM UTILIZES A MICROCOMPUTER AND MAINTAINS OVERALL CONTROL OF THE E/G, T/M, ETC. AN OUTLINE OF ENGINE CONTROL ISGIVEN HERE.

1. INPUT SIGNALS(1) WATER TEMP. SIGNAL SYSTEM

THE WATER TEMP. SENSOR DETECTS THE E/G COOLANT TEMP. AND HAS A BUILT–IN THERMISTOR WITH A RESISTANCE WHICH VARIESACCORDING TO THE WATER TEMP. THUS THE WATER TEMP. IS INPUT IN THE FORM OF A CONTROL SIGNAL TO TERMINAL THW OF THE TCCSECU.

(2) INTAKE AIR TEMP. SIGNAL SYSTEMTHE INTAKE AIR TEMP. SENSOR IS INSTALLED INSIDE THE AIR FLOW METER AND DETECTS THE INTAKE AIR TEMP., WHICH IS INPUT AS ACONTROL SIGNAL TO TERMINAL THA OF THE ECU.

(3) OX SENSOR SIGNAL SYSTEMTHE OXYGEN DENSITY IN THE EXHAUST EMISSIONS IS DETECTED AND INPUT AS A CONTROL SIGNAL TO TERMINAL OX1 OF THE ECU.

(4) RPM SIGNAL SYSTEMCRANKSHAFT POSITION IS DETECTED BY THE PICK–UP COIL INSTALLED INSIDE THE DISTRIBUTOR. CRANKSHAFT POSITION IS INPUT AS ACONTROL SIGNAL TO TERMINAL G1 OF THE ECU, AND RPM IS INPUT TO TERMINAL NE FROM THE IGNITER.

(5) THROTTLE SIGNAL SYSTEMTHE THROTTLE POSITION SENSOR DETECTS THE THROTTLE VALVE OPENING ANGLE, WHICH IS INPUT AS A CONTROL SIGNAL TOTERMINAL VTA (W/ECT), PSW (W/O ECT) OF THE ECU, OR WHEN THE VALVE IS FULLY CLOSED, TO TERMINAL IDL.

(6) VEHICLE SPEED SIGNAL SYSTEMTHE SPEED SENSOR, INSTALLED INSIDE THE COMBINATION METER, DETECTS THE VEHICLE SPEED AND INPUTS A CONTROL SIGNAL TOTERMINAL SPD OF THE ECU.

(7) A/C SW SIGNAL SYSTEMTHE OPERATING VOLTAGE OF THE A/C MAGNET CLUTCH IS DETECTED AND INPUT IN THE FORM OF A CONTROL SIGNAL TO TERMINAL A/COF THE ECU.

(8) BATTERY SIGNAL SYSTEMVOLTAGE IS CONSTANTLY APPLIED TO TERMINAL BATT OF THE ECU. WHEN THE IGNITION SW IS TURNED TO ON, VOLTAGE FOR ECUOPERATION IS APPLIED VIA THE EFI MAIN RELAY TO TERMINALS +B AND +B1 OF THE ECU.

(9) INTAKE AIR VOLUME SIGNAL SYSTEMINTAKE AIR VOLUME IS DETECTED BY THE POTENTIOMETER INSTALLED INSIDE THE AIR FLOW METER AND IS INPUT AS A CONTROL SIGNALTO TERMINAL VS OF THE ECU. INSIDE THE AIR FLOW METER THERE IS ALSO A SW FOR FUEL PUMP OPERATION, AND WHEN THEMEASURING PLATE OPENS (AIR INTAKE OCCURS), THIS SW TURNS ON AND CURRENT FLOWS TO THE FUEL PUMP TO OPERATE IT.

(10) STOP LIGHT SW SIGNAL SYSTEMTHE STOP LIGHT SW IS USED TO DETECT WHETHER OR NOT THE VEHICLE IS BRAKING AND THE INFORMATION IS INPUT AS A CONTROLSIGNAL TO TERMINAL STP OF THE ECU.

(11) STA SIGNAL SYSTEMTO CONFIRM THAT THE E/G IS CRANKING, THE VOLTAGE APPLIED TO THE STARTER MOTOR DURING CRANKING IS DETECTED AND IS INPUTAS A CONTROL SIGNAL TO TERMINAL STA OF THE ECU.

(12) NEUTRAL START SW SIGNAL SYSTEMTHE NEUTRAL START SW DETECTS WHETHER THE SHIFT POSITION IS IN NEUTRAL OR NOT, AND INPUTS A CONTROL SIGNAL TO TERMINALNSW OF THE ECU.

(13) ELECTRICAL IDLE–UP SYSTEMTHE SIGNAL WHEN SYSTEMS SUCH AS THE REAR WINDOW DEFOGGER, HEADLIGHTS, ETC. WHICH CAUSE A HIGH ELECTRICAL BURDEN AREON IS INPUT TO TERMINAL ELS AS A CONTROL SIGNAL.

2. CONTROL SYSTEM

* EFI (ELECTRONIC FUEL INJECTION) SYSTEM

THE EFI SYSTEM MONITORS THE ENGINE CONDITIONS THROUGH THE SIGNALS EACH SENSOR (INPUT SIGNALS [1] TO [12]) INPUTS TO THE ECU.BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE ECU, THE MOST APPROPRIATE FUEL INJECTION TIMING IS DECIDED ANDCURRENT IS OUTPUT TO TERMINALS #10 AND #20 OF THE ECU, CAUSING THE INJECTORS TO OPERATE (TO INJECT FUEL). IT IS THIS SYSTEMWHICH, THROUGH THE WORK OF THE ECU, FINELY CONTROLS FUEL INJECTION IN RESPONSE TO DRIVING CONDITIONS.

* ESA (ELECTRONIC SPARK ADVANCE) SYSTEM

THE ESA SYSTEM MONITORS THE ENGINE CONDITIONS USING THE SIGNALS (INPUT SIGNALS [1, 3, 4, 6, 7, 9, 11]) INPUT TO THE ECU FROM EACHSENSOR. BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE ECU, THE MOST APPROPRIATE IGNITION TIMING IS DECIDED ANDCURRENT IS OUTPUT TO TERMINAL IGT OF THE ECU. THIS OUTPUT CONTROLS THE IGNITER TO PRODUCE THE MOST APPROPRIATE IGNITIONTIMING FOR THE DRIVING CONDITIONS.

* ISC (IDLE SPEED CONTROL) SYSTEM

THE ISC SYSTEM (ROTARY SOLENOID TYPE) INCREASES THE RPM AND PROVIDES IDLING STABILITY FOR FAST IDLE–UP WHEN THE E/G IS COLDAND WHEN THE IDLE SPEED HAS DROPPED DUE TO ELECTRICAL LOAD, ETC. THE ECU EVALUATES THE SIGNALS FROM EACH SENSOR (INPUTSIGNALS [1, 4, TO 8, 11, 12, 13,]), OUTPUTS CURRENT TO TERMINALS ISC1 AND ISC2, AND CONTROLS THE ISC VALVE.

3. DIAGNOSIS SYSTEMWITH THE DIAGNOSIS SYSTEM, WHEN THERE IS A MALFUNCTION IN THE ECU SIGNAL SYSTEM, THE MALFUNCTIONING SYSTEM IS RECORDED INTHE MEMORY. THE MALFUNCTIONING SYSTEM CAN THEN BE FOUND BY READING THE DISPLAY (CODE) OF THE CHECK ENGINE WARNING LIGHT.

4. FAIL–SAFE SYSTEMWHEN A MALFUNCTION OCCURS IN ANY SYSTEM, IF THERE IS A POSSIBILITY OF ENGINE TROUBLE BEING CAUSED BY CONTINUED CONTROLBASED ON THE SIGNALS FROM THAT SYSTEM. THE FAIL–SAFE SYSTEM EITHER CONTROLS THE SYSTEM BY USING DATA (STANDARD VALUES)RECORDED IN THE ECU MEMORY OR ELSE STOPS THE ENGINE.

SYSTEM OUTLINE

53

(B) (C) (D) (E) INJECTOR1–2 : APPROX 13.8 Ω

EFI MAIN RELAY2–4 : CLOSED WITH IGNITION SW AT ON OR ST POSITION

(H) CIRCUIT OPENING RELAY1–2 : CLOSED WITH STARTER RUNNING OR MEASURING PLATE (AIR FLOW METER) OPEN

(Q) AIR FLOW METER 1–2 : CLOSED WITH STARTER RUNNING MEASURING PLATE OPEN 5–6 : 200–600 Ω (MEASURING PLATE FULLY CLOSED) 20–1200 Ω (MEASURING PLATE FULLY OPEN) 5–4 : 200–400 Ω 5–7 : 10–20 KΩ (–20°C, –4°F)

4–7 KΩ (0°C, 32°F)2–3 KΩ (20°C, 68°F)0.9–1.3 KΩ (40°C, 104°F)0.4–0.7 KΩ (60°C, 140°F)

THROTTLE POSITION SENSOR(T) 2–4, : 0.2–0.8 KΩ WITH CLEARANCE BETWEEN LEVER AND(S) 3–2 STOP SCREW 0 MM (0 IN)(T) 3–4, : 2.3 KΩ OR LESS WITH CLEARANCE BETWEEN LEVER AND(S) 1–2 STOP SCREW 0.5 MM (0.020 IN) Ω WITH 0.7 MM (0.028 IN)(T) 2–4, (S) 3–2 : 3.3–10 KΩ WITH THROTTLE VALVE FULLY OPEN(T) 1–(T) 4 : 3–7 KΩ

(R) EFI WATER TEMP. SENSOR1–2 : 10–20 KΩ (–20°C, –4°F)

4–7 KΩ (0°C, 32°F)2–3 KΩ (20°C, 68°F)0.9–1.3 KΩ (40°C, 104°F)0.4–0.7 KΩ (60°C, 140°F)0.2–0.4 KΩ (80°C, 176°F)

TCCS ECU (ELECTRONIC CONTROLLED UNIT)VOLTAGES AT ECU CONNECTORS

(M) 2–(O) 7 : 10–14 VOLTS (ALWAYS)(M) 1,8–(O) 7 : 10–14 VOLTS (IGNITION SW ON)(N) 6–(O) 7 : 8–14 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN)(M) 5–(N) 14 : 4–6 VOLTS (IGNITION SW ON)(M) 4–(N) 14 : 4–5 VOLTS (IGNITION SW ON AND MEASURING PLATE FULLY CLOSED)

0.02–0.5 VOLTS (IGNITION SW ON AND MEASURING PLATE FULLY OPEN)2–4 VOLTS (IDLING)

(M) 3–(N) 14 : 1–3 VOLTS (IGNITION SW ON AND INTAKE AIR TEMP. 20°C, 68°F)(N) 10–(N) 14 : 0.1–1.0 VOLTS (IGNITION SW ON AND COOLANT TEMP. 80°C, 176°F)(O) 3–(O) 7 : 6–14 VOLTS (ENGINE CRANKING)(N)9, 18–(O)7 : 9–14 VOLTS (IGNITION SW ON)(O) 8–(O) 7 : 0.7–1.0 VOLTS (IDLING)(N) 7–(O) 7 : 0.5 OR LESS (IGNITION SW ON AND CHECK CONNECTOR T–E1 SHORT)

: 10–14 VOLTS (IGNITION SW ON AND CHECK CONNECTOR T–E1 NOT SHORT)(N) 15–(O) 7 : 8–14 VOLTS (IGNITION SW ON AND A/C SW ON)(N) 8–(O) 7 : 8–14 VOLTS (NO TROUBLE (”CHECK” ENGINE WARNING LIGHT OFF) AND ENGINE RUNNING)(N)11–(N)14 : 0.1–1.0 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED)

10–14 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY OPEN)(N) 11–(O) 7 : 4–5 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED)(N) 6–(N) 14 : 8–14 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN)(O) 4–(O) 5 : 9–14 VOLTS (IGNITION SW ON)(O) 9–(O) 10 : 4–5 VOLTS (IGNITION SW ON AND THROTTLE(N) 16–(O) 7 : VALVE FULLY CLOSED)

RESISTANCE AT COMPUTER(DISCONNECT WIRING CONNECTOR)

(N) 6–(N) 14 : Ω (THROTTLE VALVE OPEN) LESS THAN 2.3 KΩ (THROTTLE VALVE FULLY CLOSED)(N) 11–(N) 14 : 3.3–10 KΩ (THROTTLE VALVE FULLY OPEN) 0.2–0.8 KΩ (THROTTLE VALVE FULLY CLOSED)(N) 6–(O) 7 : Ω (THROTTLE VALVE FULLY OPEN) 0 Ω (THROTTLE VALVE FULLY CLOSED)(N) 11–(O) 7 : 0 Ω (THROTTLE VALVE FULLY OPEN) Ω (THROTTLE VALVE FULLY CLOSED)(M) 4–(N) 14 : 20–400 Ω (MEASURING PLATE FULLY CLOSED) 20–3000 Ω (MEASURING PLATE FULLY OPEN)(M) 3–(N) 14 : 2–3 KΩ (INTAKE AIR TEMP. 20°C, 68°F)(N) 10–(N) 14 : 0.2–0.4 KΩ (COOLANT TEMP. 80°C, 176°F)(N) 3–(N) 4 : 140–180 Ω

SERVICE HINTS

54


1 1

1 1

2

1

3

2

1

2

1

2

1

2

1

2

K17

K114

C15

D112

D113 C14

H17

L44

V310

M1 2

C K I

IG2

ST1

CLUTCHSTART SW(M/T)

CIRCUITOPENINGRELAY

NO

.3

NO

.1

NO

.4

NO

.2

STARTERRELAY

NE

UTR

AL

ST

AR

TS

W( A

/T)

FUELPUMP

(ALL–TRAC/4WD)

INJECTOR

1 4 6

7 1

2 3

IGNITIONSW

TO

CO

LDS

TA

RT

INJE

CT

OR

ST

AR

TIN

JEC

TO

RT

IME

SW

B

B–O

B–O B–O

W–L

G

W–B

L–B

W

Y

B (A/T)

B–W (M/T)

B–WB–W

B–O

B–O

W W

Y

B–Y (M/T)W–R

W–B

B–O

B–O

B–O

B–O

WWYY

W

YB

–OB

–OB

–OB

–O

B–W

( M/T

)

B–W

( M/T

)

B–W

( A/T

)B

–WB

( A/T

)

B–W

( M/T

)

( A/T

)

W–R

W–B

W–B

B–W

( M/T

)

B( A

/T)

B( A

/T)

B–W

( M/T

)

W–R

W–R

L–B

L–B

L–B

L–B

W–B

W–BW

–B

G

W–B

L–B

B C D E

A

G

I

H

F

(FW

D)

( ALL

–TR

AC

/4W

D)

43

1 2

B–W (M/T)

A

B–W

( M/T

)

B–O

L14

( FW

D)

B–W

B–O

B

B–W

B–W (A/T)

B–W (M/T)

W–B

B–W

B–O

7. 5IGN

1I6

1I71I12

1J4 1J7

1K

1

2A7 2C3 2G5

2G6

EFIMAINRELAY

3 2

1 4

2G

2

15AEFI

55

K11 K14

K110

L46

J15J311

3

1

3

2

F13

1 2

1

2

T

S

T

S

T

S

VC

VS

E2

TH

A

FC E

SP

EE

DS

EN

SO

R[C

OM

B.

ME

TE

R]

CH

EC

KC

ON

NE

CT

OR

( SE

ALE

D)

EF

IW

AT

ER

TE

MP

.S

EN

SO

R

ST

OP

LIG

HT

SW

AIR FLOW METER

THROTTLEPOSITION SENSOR

EGR GASTEMP. SENSOR

TO ECT ECU

TTHGE2IDLVTATHWTHAE21VSVCSPD

ACTWSTPELSL3L2L1ECTBATT+B1+B

FP +B

E1 T

VF

OX1

E

FR

OM

ELE

CTR

ICA

LID

LE–U

PD

IOD

E

TO

A/C

AM

PLI

FIE

R

FROMECT ECU

2

3 1 2

3 4

(W/ ECT)

(W/O ECT)

10 5 4 12 10 6 14 12 7

812

1 2 14 6 13 7 9 11 8 16

3 6 4

7564

8

1

TO

CR

UIS

EC

ON

TR

OL

CO

MP

UT

ER

CHECK ENGINE[COMB. METER]

W–B

L–B

W–R

W

Y

B (A/T)

B–W (M/T)

B–W

W–R

W

Y

B (A/T)

B–W (M/T)

B–W

BR

W

R–W

B–O

BR

L

BRBR

L–R

BR

Y–B

W–R

W–L

B–O

G

W–B

W–B

V–Y

V–Y

L–R

Y–L

W–B

Y–R

GB

R B–R

L BR

BR

BRL

B–R

BR

Y–G

R–W

W

Y–GL–

B

L–B

G–R

G–W

YY

G–R

G–W

G–W

GY–R

Y–GL–

B

Y–B

Y–BW

–L

W–R

W–R

W–R

Y–B

G–B

W–R

L–R

BR

L–B

( FW

D)

( ALL

–TR

AC

/4W

D)

VQ

R

U

NM

J

TCCS ECU

T1

(W/O

EC

T)

( W/E

CT

)

113 11

PSW

(W/ ECT)

(W/O ECT)

9

L16(FWD)(ALL–TRAC/4WD)

L414L114

11

R–L

R–L

OX2

P

K6

L9R–L G–R

1L11 1F2

7. 5AGAUGE

20ASTOP

3B9

J/B NO. 3

56


57

: PARTS LOCATION


A I11 28 K C13 28 V C1 25

B I5 25 L C11 28 W D8 25

C I7 25 M T2 28 X D9 25

D I4 25 N T3 28 Y I2 25

E I6 25 O T4 28 Z O3 25

F C10 28 P C13 28 a I1 25

G N1 25 Q A15 25 b O4 25

H C8 28 R E2 25

I F7 26 (S/D), 27 (STATION W/G) S T1 25 (W/ECT)

I F8 26 (S/D ALL–TRAC/4WD) T T1 25 (W/O ECT)

J S9 28 U E3 25

: RELAY BLOCKS





1F 18 COWL SUB WIRE AND J/B NO. 1 (LEFT KICK PANEL)

1I

1J18 COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)

1K18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)

1L


2C 20 ENGINE WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)


2G 20 ENGINE WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)

3B 22 INSTRUMENT PANEL WIRE AND J/B NO. 3 (INSTRUMENT PANEL LEFT)



C1 32 ENGINE ROOM MAIN WIRE AND ENGINE WIRE (NEAR J/B NO. 2)

D1 32 ENGINE ROOM WIRE AND COWL WIRE (LEFT KICK PANEL)


H1 34 FLOOR NO. 1 WIRE AND INSTRUMENT PANEL WIRE (LEFT KICK PANEL)

J134 ENGINE WIRE AND A/C WIRE (BEHIND GLOVE BOX)

J334 ENGINE WIRE AND A/C WIRE (BEHIND GLOVE BOX)


L134 ENGINE WIRE AND INSTRUMENT PANEL WIRE (BEHIND GLOVE BOX)


V3 36 FLOOR NO. 1 WIRE AND LUGGAGE ROOM NO. 1 WIRE (ALL–TRAC/4WD, BACK PANEL LEFT)

: GROUND POINTS


B 32 INTAKE MANIFOLD

C 32 RADIATOR LEFT

E 34 LEFT KICK PANEL

I36 (S/D)

LEFT REAR FENDERI38 (STATION W/G)

LEFT REAR FENDER

K 36 (S/D) BACK PANEL CENTER (ALL–TRAC/4WD)

58


59

ENGINE CONTROL (2VZ–FE)

THE TCCS SYSTEM UTILIZES A MICROCOMPUTER AND MAINTAINS OVERALL CONTROL OF THE E/G, T/M, ETC. AN OUTLINE OF ENGINE CONTROL ISGIVEN HERE.

1. INPUT SIGNALS(1) WATER TEMP. SIGNAL SYSTEM

THE WATER TEMP. SENSOR DETECTS THE E/G COOLANT TEMP. AND HAS A BUILT–IN THERMISTOR WITH A RESISTANCE WHICH VARIES ACCORDINGTO THE WATER TEMP. THUS THE WATER TEMP. IS INPUT IN THE FORM OF A CONTROL SIGNAL TO TERMINAL THW OF THE TCCS ECU.

(2) INTAKE AIR TEMP. SIGNAL SYSTEMTHE INTAKE AIR TEMP. SENSOR IS INSTALLED INSIDE THE AIR FLOW METER AND DETECTS THE INTAKE AIR TEMP., WHICH IS INPUT AS ACONTROL SIGNAL TO TERMINAL THA OF THE ECU.

(3) OXYGEN SENSOR SIGNAL SYSTEMTHE OXYGEN DENSITY IN THE EXHAUST. EMISSIONS IS DETECTED AND INPUT AS A CONTROL SIGNAL TO TERMINAL OX1 OF THE ECU. TOMAINTAIN STABLE DETECTION PERFORMANCE BY THE OXYGEN SENSOR, A HEATER IS USED FOR WARMING THE SENSOR. THE HEATER ISALSO CONTROLLED BY THE ECU (HT).

(4) RPM SIGNAL SYSTEMCRANKSHAFT POSITION AND E/G RPM ARE DETECTED BY THE PICK–UP COIL INSTALLED INSIDE THE DISTRIBUTOR. CRANKSHAFT POSITIONIS INPUT AS A CONTROL SIGNAL TO TERMINALS G1 AND G2, OF THE ECU, AND RPM IS INPUT TO TERMINAL NE.

(5) THROTTLE SIGNAL SYSTEMTHE THROTTLE POSITION SENSOR DETECTS THE THROTTLE VALVE OPENING ANGLE, WHICH IS INPUT AS A CONTROL SIGNAL TO TERMINALVTA OF THE ECU, OR WHEN THE VALVE IS FULLY CLOSED, TO TERMINAL IDL.

(6) VEHICLE SPEED SIGNAL SYSTEMTHE SPEED SENSOR, INSTALLED INSIDE THE COMBINATION METER, DETECTS THE VEHICLE SPEED AND INPUTS A CONTROL SIGNAL TOTERMINAL SP1 OF THE ECU.

(7) NEUTRAL START SW SIGNAL SYSTEM (A/T)THE NEUTRAL START SW DETECTS WHETHER THE SHIFT POSITION IS IN NEUTRAL OR NOT, AND INPUTS A CONTROL SIGNAL TO TERMINALNSW OF THE ECU.

(8) A/C SW SIGNAL SYSTEMTHE OPERATING VOLTAGE OF THE A/C MAGNET CLUTCH IS DETECTED AND INPUT IN THE FORM OF A CONTROL SIGNAL TO TERMINAL A/C OFTHE ECU.

(9) BATTERY SIGNAL SYSTEMVOLTAGE IS CONSTANTLY APPLIED TO TERMINAL BATT OF THE ECU. WHEN THE IGNITION SW IS TURNED TO ON, VOLTAGE FOR ECUOPERATION IS APPLIED VIA THE EFI MAIN RELAY TO TERMINALS +B AND +B1 OF THE ECU. ALSO, CURRENT FLOWS VIA THE IGN FUSE TOTERMINAL IGSW OF THE ECU.

(10) INTAKE AIR VOLUME SIGNAL SYSTEMINTAKE AIR VOLUME IS DETECTED BY THE POTENTIOMETER INSTALLED INSIDE THE AIR FLOW METER AND IS INPUT AS A CONTROL SIGNALTO TERMINAL VS OF THE ECU. INSIDE THE AIR FLOW METER THERE IS ALSO A SW FOR FUEL PUMP OPERATION, AND WHEN THE MEASURINGPLATE OPENS (AIR INTAKE OCCURS), THIS SW TURNS ON AND CURRENT FLOWS TO THE FUEL PUMP TO OPERATE IT.

(11) STA SIGNAL SYSTEMTO CONFIRM THAT THE E/G IS CRANKING, THE VOLTAGE APPLIED TO THE STARTER MOTOR DURING CRANKING IS DETECTED AND IS INPUTAS A CONTROL SIGNAL TO TERMINAL STA OF THE ECU.

(12) ENGINE KNOCK SIGNAL SYSTEMENGINE KNOCKING IS DETECTED BY THE KNOCK SENSOR AND INPUT AS A CONTROL SIGNAL TO TERMINAL KNK OF THE ECU.

2. CONTROL SYSTEM* EFI (ELECTRONIC FUEL INJECTION) SYSTEM

THE EFI SYSTEM MONITORS THE ENGINE CONDITIONS THROUGH THE SIGNALS EACH SENSOR (INPUT SIGNALS [1] TO [11]) INPUTS TO THE ECU.BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE ECU, THE MOST APPROPRIATE FUEL INJECTION TIMING IS DECIDED ANDCURRENT IS OUTPUT TO TERMINALS #10, #20 AND #30 OF THE ECU. CAUSING THE INJECTORS TO OPERATE (TO INJECT FUEL). IT IS THIS SYSTEMWHICH, THROUGH THE WORK OF THE ECU, FINELY CONTROLS FUEL INJECTION IN RESPONSE TO DRIVING CONDITIONS.

* ESA (ELECTRONIC SPARK ADVANCE) SYSTEM

THE ESA SYSTEM MONITORS THE ENGINE CONDITIONS USING THE SIGNALS (INPUT SIGNALS [1, 3, 4, 5, 6, 8, 10, 11, 12]) INPUT TO THE ECU FROMEACH SENSOR. BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE ECU, THE MOST APPROPRIATE IGNITION TIMING IS DECIDED ANDCURRENT IS OUTPUT TO TERMINAL IGT OF THE ECU.

THIS OUTPUT CONTROLS THE IGNITER TO PRODUCE THE MOST APPROPRIATE IGNITION TIMING FOR THE DRIVING CONDITIONS.

* OXYGEN SENSOR HEATER CONTROL SYSTEM

THE OXYGEN SENSOR HEATER CONTROL SYSTEM TURNS THE HEATER TO ON WHEN THE INTAKE AIR VOLUME IS LOW (TEMP. OF EXHAUST EMISSIONSLOW), AND WARMS UP THE OXYGEN SENSOR TO IMPROVE DETECTION PERFORMANCE OF THE SENSOR. THE ECU EVALUATES THE SIGNALS FROMEACH SENSOR (INPUT SIGNALS [1, 4, 9, 10, 11]), CURRENT IS OUTPUT TO TERMINAL HT AND CONTROLS THE HEATER.

* ISC (IDLE SPEED CONTROL) SYSTEM

THE ISC SYSTEM (STEP MOTOR TYPE) INCREASES THE RPM AND PROVIDES IDLING STABILITY FOR FAST IDLE–UP WHEN THE E/G IS COLD ANDWHEN THE IDLE SPEED HAS DROPPED DUE TO ELECTRICAL LOAD, ETC. THE ECU EVALUATES THE SIGNALS FROM EACH SENSOR (INPUTSIGNALS [1, 4 TO 8, 11]), OUTPUTS CURRENT TO TERMINALS ISC1 ISC2, ISC3 AND ISC4, AND CONTROLS THE ISC VALVE.

* FUEL PRESSURE–UP SYSTEM

THE FUEL PRESSURE UP SYSTEM CAUSES THE VSV (FOR FUEL PRESSURE UP) TO COME ON FOR HIGH TEMP. STARTS AND IMMEDIATELY AFTERSTARTING IN ORDER TO INCREASE THE FUEL PRESSURE, IMPROVE STARTABILITY AT HIGH TEMPERATURES AND PROVIDE STABLE IDLING. THEECU EVALUATES THE INPUT SIGNALS FROM EACH SENSOR (1, 2, 4 AND 12), OUTPUTS CURRENT TO TERMINAL FPU AND CONTROLS THE VSV.

SYSTEM OUTLINE

60


3. DIAGNOSIS SYSTEMWITH THE DIAGNOSIS SYSTEM, WHEN THERE IS A MALFUNCTIONING IN THE ECU SIGNAL SYSTEM, THE MALFUNCTION SYSTEM ISRECORDED IN THE MEMORY. THE MALFUNCTIONING SYSTEM CAN THEN BE FOUND BY READING THE DISPLAY (CODE) OF THECHECK ENGINE WARNING LIGHT.

4. FAIL–SAFE SYSTEMWHEN A MALFUNCTION OCCURS IN ANY SYSTEM, IF THERE IS A POSSIBILITY OF ENGINE TROUBLE BEING CAUSED BYCONTINUED CONTROL BASED ON THE SIGNALS FROM THAT SYSTEM, THE FAIL–SAFE SYSTEM EITHER CONTROLS THE SYSTEMBY USING DATA (STANDARD VALUES) RECORDED IN THE ECU MEMORY OR ELSE STOPS THE ENGINE.

(C) (D) (E) (F) (G) (H) INJECTOR1–2 : APPROX. 13.8

(I) NEUTRAL START SW (A/T)2–3 : CLOSED WITH A/T SHIFT LEVER IN P OR N POSITION

EFI MAIN RELAY4–2 : CLOSED WITH IGNITION SW AT ON OR ST POSITION

(J) CIRCUIT OPENING RELAY2–1 : CLOSED WITH STARTER RUNNING OR MEASURING PLATE (AIR FLOW METER) OPEN

(T) AIR FLOW METER2–1: CLOSED WITH STARTER RUNNING OR MEASURING PLATE OPEN5–6: 200–600 (MEASURING PLATE FULLY CLOSED)

20–1200 (MEASURING PLATE FULLY OPEN)5–4: 200–400 5–7: 10–20 K (–20°C, –4°F)

4–7 K (0°C, 32°F)2–3 K (20°C, 68°F)0.9–1.3 K (40°C, 104°F)0.4–0.7 K (60°C, 140°F)

(U) EFI WATER TEMP. SENSOR2–1 : 10–20 K (–20°C, –4°F)

4–7 K (0°C, 32°F)

2–3 K (20°C, 68°F)

0.9–1.3 K (40°C, 104°F)

0.4–0.7 K (60°C, 140°F)

0.2–0.4 K (80°C, 176°F)

(Y) THROTTLE POSITION SENSOR2–4 : 0.3–6.3 K WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0 MM (0 IN.)3–4 : LESS THAN 2.3 K WITH CLERANCE BETWEEN LEVER AND STOP SCREW 0.30 MM (0.0118 IN.)

Ω WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0.70 MM (0.0276 IN.)2–4 : 3.5–10.3 K WITH THROTTLE VALVE FULYY OPEN1–4 : 4.25–8.25 K

(Z) EGR GAS TEMP. SENSOR1–2 : 69.40–88.50 K (50°C, 122°F)

11.89–14.37 K (100°C, 212°F)

2.79–3.59 K (150°C, 302°F)

(c) OXYGEN SENSOR1–2 : APPROX. 5.1–6.3

SERVICE HINTS

61

TCCS ECU (ELECTRONIC CONTROLLED UNIT)VOLTAGE AT ECU WIRING CONNECTORS(P) 2, 4, 12, 13–(R) 24 : 10–14 VOLTS (IGNITION SW ON)(P) 1–(R) 24 : 10–14 VOLTS(Q) 1–(Q) 9 : 4–6 VOLTS (IGNITION SW ON)(Q) 12–(Q) 9 : 4–6 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN)(Q) 11–(Q) 9 : 0.1–1.0 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED)

4–5 VOLTS (IGNITION SW ON AND THRTTLE VALVE FULLY OPEN)(P) 11–(R) 24 : 6–14 VOLTS (CRANKING)(R) 11, 12, 25–(R) 13, 26 : 9–14 VOLTS (IGNITION SW ON)(P) 5–(R) 24 : 8–14 VOLTS (NO TROUBLE AND ENGINE RUNNING)(R) 20–(R) 24 : 0.7–1.0 VOLTS (IGNITION SW ON)(R) 4, 5, 6, 7–(R) 24 : 9–14 VOLTS (IGNITION SW ON)(Q) 2–(Q) 9 : 4–5 VOLTS (IGNITION SW ON AND MEASURING PLATE FULLY CLOSED)

0.02–0.08 VOLTS (IGNITION SW ON AND MEASURING PLATE FULLY OPEN)2–4 VOLTS (IDLING)

: 0.3–1.0 VOLTS (3000 RPM)(Q) 3–(Q) 9 : 1–3 VOLTS (IGNITION SW ON AND INTAKE AIR TEMP. 20°C, 68°F)(Q) 4–(Q) 9 : 0.1–1.0 VOLTS (IGNITION SW ON AND COOLANT TEMP. 80°C, 176°F)(P) 10–(R) 24 : 8–14 VOLTS (IGNITION SW ON AND A/C SWITCH ON)(R) 22–(R) 24 : 4–6 VOLTS (IGNITION SW ON AND HEATER BLOWER SW ON)(Q) 15–(R) 24 : 10–14 VOLTS (IGNITION SW ON AND CHECK CONNECTOR T–E1 NOT SHORT)

0 VOLTS (IGNITION SW ON AND CHECK CONNECTOR T–E1 SHORT)(Q) 22–(R) 24 : 0 VOLTS (IGNITION SW ON AND SHIFT POSITION P OR N RANGE)

10–14 VOLTS (IGNITION SW ON AND SHIFT POSITION EX. P OR N RANGE)(Q) 13–(R) 24 : 10–14 VOLTS (STOP LIGHT SW ON)

RESISTANCE AT ECU WIRING COECTORS(DISCONNECT WIRING CONNECTOR)(Q) 12–(Q) 9 : Ω (THROTTLE VALVE FULLY OPEN)

0 OR 2300 Ω (THROTTLE VALVE FULLY CLOSED)(Q) 11–(Q) 9 : 3.5–10.3 KΩ (THROTTLE VALVE FULLY OPEN)

0.3–6.3 KΩ (THROTTLE VALVE FULLY CLOSED)(Q) 1–(Q) 9 : 200–400 Ω(Q) 3–(Q) 9 : 2–3 KΩ (INTAKE AIR TEMP. 20°C, 68°F)(Q) 4–(Q) 9 : 0.2–0.4 KΩ (COOLANT TEMP. 80°C, 176°F)(R) 2, 15–(R)14 : 140–180 KΩ(R) 1–(R) 14 : 140–180 KΩ(Q) 2–(Q) 9 : 200–600 KΩ (MEASURING PLATE FULLY CLOSED)

20–1200 KΩ (MEASURING PLATE FULLY OPEN)(R) 4, 5, 6, 7–(P) 12 : 10–30 Ω

62


IG2

ST

1

17

D112

K112

H17

D113 C14

C15

L14

2

1

3

2

1 4 6

32

2

1

2

1

2

1

2

1

2

1

2

1

M

C I

NO

.5

NO

.4

NO

.2

INJE

CT

ION

NO

.3

NO

.1

NO

.6

IGN

ITIO

NS

W

CIRCUITOPENINGRELAY

NE

UT

RA

LS

TAR

TS

W( A

/T)

CLUTCHSTART SW(M/T)

FUELPUMP

TO

CO

LDS

TA

RT

INJE

CTO

RS

TAR

TIN

JEC

TO

RT

IME

SW

1 2

B–W(M/T)

B–W(A/T)

B–Y

B–O

GR

W

Y

GR

B–W(M/T) B–W(M/T)

B(A/T)

W

Y

GR

B–WB–W

W–B

L–B

G–R

W–B

L–B

W–R

B–O

B–Y

B–O

W–L

B–Y

B–O

B

W–R

W–R

W–B

W–B

B–W

( M/T

)

B( A

/T)

B–W

( M/T

)

B–W

B( A

/T)

B–W

( A/T

)

B–W

B–O

B–W

( M/T

)

( M/T

)

B–W

B–O

B–O

B–O

B–O

B–O

B–O

B–O

B–O

WYGR

W–B

W–B

L–B

L–B

L–B

L–B

W–R

B( A

/T)

B–W

( M/T

)

B( A

/T)

B–W

( M/T

)

B–O

B

A

I

K

J

11

11

STARTERRELAY

B–W

K114

C D E F G H

3 4

1 2

W–B

B–O B–O B–O B–O

B–O

B–O

B–O

Y W

B–W

W–B

1I71I12

1J4 1J7

1K

1

1I6

7. 5AIGN

2G

2

15AEFI

2A7 2C3 2G5

2G6

EFIMAINRELAY

3 2

1 4

63

J33 K11 L17 L15 L117 L118 L120 L16

K110 L13

F13

L1

14

3

2

1

2

O

N

O

N

L M6 9

1

1

3

2

E

4 6 5 7

1

2

STOP LIGHTSW

CHECK ENGINE[COMB. METER]

(W/ CRUISE CONTROL)

(W/O CRUISE CONTROL)

(W/ CRUISE CONTROL)


TO PA

TT

ER

NS

ELE

CT

SW

TO

A/C

AM

PLI

FIE

R

TO

CR

UIS

EC

ON

TR

OL

CO

MP

UT

ER

TOO

/DM

AIN

SW

TOB

AC

KU

PLI

GH

T TO A/TINDICATOR

SP

EE

DS

EN

SO

R[C

OM

B.

ME

TE

R]

AIR FLOW METERE

FI

WA

TE

RT

EM

P.

SE

NS

OR

STA NSW A/C OD1 OD2 R N L 2 SP1 VC VS THA THW

PBKW+B1+B

VC

VS E2

TH

A

EFC

11 22 10 21 20 3 16 14 15 9 1 2 3 4

12 13 4 2 1 5 13 7

G

L–R

V–YOY–LR

R–B

G–O

Y–B

B–G

GR

G–W L–

R

W–L

B–O

B–Y

W–R

W–R

W–R Y

Y

G–W

G–R

L–R

BR

L–R

Y–R Y

W–B

OY–LR

R–B

G–O

Y–B

L–W

BR

B–W

B–W

( M/T

)

B( A

/T)

L–B

W–R

W

Y

GR

L–R

G–R

W–B

L–B

W–R

W

Y

GR

B–W

B–W

W–R

B–Y

B–O

W–L

B–O B–O

U

T

P Q

TCCS ECU

M–REL IGSW BATT

L–W L–W

W–B

6

L–W

CHK

S

G–RR–L

V–Y

1L11

20ASTOP

1F2

7. 5AGAUGE

3B9

J/BNO. 3

64


L112

12 11 5 6 5 7 4 12 24

3 20 22 19 18 17 10

1 2

4 3

24381

4

2

4321

1

3

15 8 13 4 3 1 1 6 4 3

B

B–O

L–B

W–R

W

J310

L–BW–R

G V

V–R

L–Y

G–B

W–G

B–O

B

B

IGNITER

TO

TA

CH

OM

ET

ER

TO

A/C

AM

PLI

FIE

R

FR

OM

EC

TS

OLE

NO

ID

TO

ST

AR

TE

RIN

JEC

TO

R

11 25

TCCS ECU

THROTTLEPOSITION SENSOR

CHECKCONNECTOR OXYGEN

SENSOR(MAIN)

ISC VALVE

dc

b

Y

ZL B

GR

R–L

W–B

BR

R–L

Y–G

LG–R W W R

–GW

–R

BR

BR

BR

GRYW

BR

BR

L–R

Y

GR

W

Y

GR

OX2 TE1 VF OX

FP +B E1

Q

Y L R B

2 1 15 14

G2 NE G1 G–

W DISTRIBUTOR

W–B

W–B

13 26

(SEALED)

W–B

W–B

(SE

ALE

D)

V

R

BR

10

EG

RG

AS

TE

MP

.S

EN

SO

R( C

ALI

FO

RN

IA)

2 5

9

BR

d11d12

(SE

ALE

D)

G–Y

L–G

W–L

R–Y

(SEALED)

( SE

ALE

D)

L22 L24

W

( SE

ALE

D)

E

L2

1

L–Y

BR

L–B

L–W

KNOCKSENSOR

e

8614815

B–R

1

W–R

2

9

X

VS

V( F

UE

LP

RE

SS

UR

EU

P)

E2 IDL VTA THG OX2 T VF

IGF IGT ACT S1 S2 SL STJ

KNK OX1 HT ISC2ISC3

ISC1ISC4

#10 #20 # 30 E1

E02E01FPUG–G1NEG2

BR

W–R W–R W–R

BR

W–R

B

W–R

W–R

W–B

1 2

BR

OXYGENSENSOR(SUB)

a

1

W

4 1 2 3

W–R

65

W–B

W–B

W–B

W–B

1

7 1 2

1 2 2 3 1 2 3

4 6

1 2

2 3 6

1

3

1

2

1 2 3 4 5 9 10 11

12 14 15 16 2220 2113

1 2 3 4 5 6 7 8

15131211109

1 2 3 4 6 7 8 10 11

14 15 17 18 24

5 12

25 262019 22

13 1 2 4 5 6 7 1 2

1 23 4 1 2

3 4

1 2

1 3

6

8 9

4

11

1 2 3

4 5 6

A B J

K

N O P Q

R T U

V Z

b d

SL

FC ED HGBLACK GRAY DARK GRAY

DARK GRAY BROWN

DARK GRAY DARK GRAY

DARK GRAY BLACK DARK GREEN

DARK GRAY DARK GRAY

GRAY

cW DARK GRAY

W–R

W–R

(SEALED)

I

1 2 3 4

Y

1 2

3 4

a DARK GRAY

BLACK

DARK GRAY

GRAY

1

1 2

e

X

GREEN

BLUE

6

14

9

9

M

66


: PARTS LOCATION


A I11 28 L C13 28 W D7 24

B C10 28 M C11 28 X V3 24

C I8 24 N S9 28 Y T1 24

D I7 24 O S9 28 Z E3 24

E I5 24 P T2 28 a O6 28

F I6 24 Q T3 28 b C1 24

G I4 24 R T4 28 c O3 24

H I9 24 S C13 28 d I1 24

I N1 24 T A15 24 e K2 24

J C8 28 U E2 24

K F7 26 (S/D), 27 (STATION W/G) V I3 24

: RELAY BLOCKS






1I

1J18 COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)

1K18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)

1L


2C20 ENGINE WIRE AND J/B NO 2 (ENGINE COMPARTMENT LEFT)

2G20 ENGINE WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)








J3 34 ENGINE WIRE AND A/C WIRE (BEHIND GLOVE BOX)




d1 30 SENSOR WIRE AND ENGINE WIRE (ABOVE THE ENGINE HEAD COVER)

: GROUND POINTS



C 30 RADIATOR LEFT


I36 (S/D)


LEFT REAR FENDER

67

ELECTRICAL IDLE–UP SYSTEM

K14

B B

E

B B C C D

B

1 3

2 1 3

2A DIODE

ISC VALVE

+B ISC2 ISC1

+B +B1 ISC2 ISC1 E1

BATTELS

9 2

8 1 18 9 7

W–R

W–R

W–R

G–

B

Y BR

W–L

G–B

GBG

TCCS ECU

21 3

1 2

8 9

1 2

8 9

9

18

9

18 7

7

1 2 3

A B

B C

DC

D E

ORANGE DARK GRAY

DARK GRAY DARK GRAY

DARK GRAY DARK GRAY

DARK GRAY YELLOW(FWD)

(FWD)

(FWD)

(ALL–TRAC/4WD)

(ALL–TRAC/4WD)

(ALL–TRAC/4WD)

1N6 1L3 2G2

15ATAIL

10AMIR–HTR

15AEFI

(A) DIODE (ELECTRICAL IDLE–UP)1–GROUND : APPROX 12 VOLTS WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION

: PARTS LOCATION


A D10 28 C T3 28 E I1 25

B T2 28 D T4 28



1L18 COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)

1N18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)





: GROUND POINTS



SERVICE HINTS

68

LIGHT AUTO TURN OFF

WG

WG

6 5

1

R

WG

[COMB. SW]

40A

MA

IN

80A

ALT

FUSIBLE LINKBOX

2

BA

TTE

RY

11

LIG

HT

CO

NTR

OL

SW

OFF

TAIL

HEAD

2 13

G

R–G

R–Y

DOORCOURTESYSW(FRONT LH)

A A

A A1 4

32

C

D

B

L–Y

L–Y

BR

R–W

LG R–W

R–G

LG

(CANADA)

(CANADA) (CANADA)( U

SA

)

( US

A)

(CANADA)

2 4

3 5

RU

NN

ING

LIG

HT

RE

LAY

E

TAIL H–LP

T H

HEADLIGHTRELAY

1 5

3 4

2F5

20ADOME

2F2

7. 5AGAUGE

TAILLIGHTRELAY

1 2

3 4

1M2G–R

1D4

1B14

1D5

INT

EG

R( J

/BN

O.

1D2

6

Q

7

AT

ION

RE

LAY

1)

RS

1

Q

0

SR

1

2B1 1A3

1M5

1B7

D

1M3

2D

2B

1

2

69

WITH THE IGNITION SW TURNED ON, THE CURRENT FLOWS TO TERMINAL 7 OF THE INTEGRATION RELAY THROUGH GAUGE FUSE.

VOLTAGE IS APPLIED AT ALL TIMES TO TERMINAL A 2 OF THE INTEGRATION RELAY THROUGH THE TAILLIGHT RELAY COIL, AND TOTERMINAL A 3 THROUGH THE HEADLIGHT RELAY COIL.

1. NORMAL LIGHTING OPERATION<TURN TAILLIGHT ON>

WITH LIGHT CONTROL SW TURNED TO TAILLIGHT POSITION, A SIGNAL IS INPUT INTO TERMINAL A 1 OF THE INTEGRATION RELAY.ACCORDING TO THIS SIGNAL, THE CURRENT FLOWING TO TERMINAL A 2 OF THE RELAY FLOWS FROM TERMINAL A 1 → TERMINAL2 OF THE LIGHT CONTROL SW → TERMINAL 11 → TO GROUND AND TAILLIGHT RELAY CAUSES TAILLIGHT TO TURN ON.

<TURN HEADLIGHT ON>

WITH LIGHT CONTROL SW TURNED TO HEADLIGHT POSITION, A SIGNAL IS INPUT INTO TERMINALS A 1 AND A 4 OF THEINTEGRATION RELAY. ACCORDING TO THIS SIGNAL, THE CURRENT FLOWING TO TERMINAL A 3 OF THE RELAY FLOWS TOTERMINAL A 4 → TERMINAL 13 OF THE LIGHT CONTROL SW → TERMINAL 11 → TO GROUND IN THE HEADLIGHT CIRCUIT, ANDCAUSES TAILLIGHT AND HEADLIGHT RELAY TO TURN THE LIGHT ON. THE TAILLIGHT CIRCUIT IS SAME AS ABOVE.

2. LIGHT AUTO TURN OFF OPERATIONWITH LIGHTS ON AND IGNITION SW TURNED OFF (INPUT SIGNAL GOES TO TERMINAL 7 OF THE RELAY), WHEN DOOR ON DRIVER’SSIDE IS OPENED (INPUT SIGNAL GOES TO TERMINAL 6 OF THE RELAY), THE RELAY OPERATES AND THE CURRENT IS CUT OFFWHICH FLOWS FROM TERMINAL A 2 OF THE RELAY TO TERMINAL A 1 IN TAILLIGHT CIRCUIT AND FROM TERMINAL A 3 TOTERMINAL A 4 IN HEADLIGHT CIRCUIT. AS A RESULT, ALL LIGHTS ARE TURNED OFF AUTOMATICALLY.

INTEGRATION RELAY7–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION1–GROUND : ALWAYS APPROX. 12 VOLTS6–GROUND : CONTINUITY WITH DRIVER’S DOOR OPEN

10–GROUND : ALWAYS CONTINUITY(A) 3–GROUND : APPROX. 12 VOLTS WITH LIGHT CONTROL SW AT OFF OR TAIL POSITION(A) 2–GROUND : APPROX. 12 VOLTS WITH LIGHT CONTROL SW AT OFF POSITION(A) 4–GROUND : CONTINUITY WITH LIGHT CONTROL SW AT HEAD POSITION(A) 1–GROUND : CONTINUITY WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION

: PARTS LOCATION


A I12 28 C D19 26 (S/D), 27 (STATION W/G) E R2 28 (CANADA)

B F6 24 (2VZ–FE), 25 (3S–FE) D C14 28



1A18 ENGINE ROOM MAIN WIRE AND J/B NO 1 (LEFT KICK PANEL)

1B18 ENGINE ROOM MAIN WIRE AND J/B NO. 1 (LEFT KICK PANEL)

1D 18 FLOOR WIRE AND J/B NO. 1 (LEFT KICK PANEL)

1M 18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)


2D20 ENGINE ROOM MAIN WIRE AND J/B NO 2 (ENGINE COMPARTMENT LEFT)

2F20 ENGINE ROOM MAIN WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)

: GROUND POINTS



1

A B BLACK C D BLACK

2

11 13

1 2 3 4

BLUE

2

5 6

432 5

E

SYSTEM OUTLINE

SERVICE HINTS

70

HEADLIGHTS (USA)

A6

R R–Y

HEADLIGHTS

DC

LH RH

2

R–Y

R–W

3

B

4

R–L

R–W R–W

R–L

R–L

R–L

R–W

R–L

R–Y

R–G

13 14 12 3

11 9

W–B

BR

W–B W–B

E

OFF

TAIL

HEAD

LOW

HIGH

FLASH

40A

MA

IN FUSIBLELINKBOX

BA

TTE

RY

INT

EG

RA

TIO

NR

ELA

Y( J

/BN

O.1

)

LIG

HT

CO

NT

RO

LS

W

DIM

ME

RS

W

R–G

[COMB. SW]

G

W

R–Y

F210

D11

F1

8

HIGH BEAM INDICATORLIGHT[COMB. METER]

( W/O

INT

EG

RA

TIO

NR

ELA

Y)

R–G

1 2

3

1 2

3

R–W R–L

R–W R–L

4

2

F

W–B

1M 1M 1F3 7 3

D

J/B NO. 3

3B3

1G18

1B5

1M8

1B7

1M 1M5 6

2F5 2E7

2B1

HEADLIGHTRELAY

1 5

3 415AHEAD LH

15AHEAD RH

2A 2A1 32E4

71

HEADLIGHT RELAY4–5 : CLOSED WITH LIGHT CONTROL SW AT HEAD POSITION OR DIMMER SW AT FLASH POSITION

LIGHT AUTO TURN OFF OPERATIONPLEASE REFER TO THE LIGHT AUTO TURN OFF SYSTEM (SEE PAGE 69)

: PARTS LOCATION


A F6 24 (2VZ–FE), 25 (3S–FE) C H1 24 (2VZ–FE), 25 (3S–FE) E C14 28

B I12 28 D H2 24 (2VZ–FE), 25 (3S–FE) F C12 28



1B 18 ENGINE ROOM MAIN WIRE AND J/B NO. 1 (LEFT KICK PANEL)

1F18 COWL SUB WIRE AND J/B NO 1 (LEFT KICK PANEL)

1G18 COWL SUB WIRE AND J/B NO. 1 (LEFT KICK PANEL)




2E 20 ENGINE ROOM NO. 4 WIRE AND J/B NO. 2 (ENGINE CMPARTMENT LEFT)





D130 (2VZ–FE)

FLOOR WIRE AND J/B NO 1 (LEFT KICK PANEL)D132 (3S–FE)

FLOOR WIRE AND J/B NO. 1 (LEFT KICK PANEL)

F134 INSTRUMENT PANEL WIRE AND COWL SUB WIRE (LEFT KICK PANEL)


: GROUND POINTS



1 2 3

2

6

3 43

9 11 12 13 14

2 4

BLACKA B EC D BLACK F

SERVICE HINTS

72

HEADLIGHTS (CANADA)

H

1

11 9

10

13 2 14 12 13 6 2 1 12

G

W–B

G

W

BATTERY

[COMB. SW]

OFF

TAIL

HEAD

LOW

HIGH

FLASH

LIG

HT

CO

NT

RO

LS

W

DIM

ME

RS

W

80A

FLA

LT

7. 5AGAUGE

10AECU–B

40A

FLM

AIN

2

6 5

WW

1

1

2

R–B

R–B

R–W

LG

R–W

G

R–G

4

1

4

2

3

G

R–G

(W/O INTEGRATIONRELAY)


INTEGRATION RELAY

C

B

45

W–B

D RUNNING LIGHTSCONTROL RELAY

W–BBR

FU

SIB

LELI

NK

BO

X

A

RR–L

1F31M71M3

D

2B2

2D1

1N9

73

2

2

3 2 4

1

7 8

3 5 14

W

G

TR

DIMMERRELAY

R–B

TOTAILLIGHT

R–Y

F210

HIGH BEAM INDICATORLIGHT[COMB. METER]

2 2

2 2

2 2

1 1

R–G

R–G

2 12 1

3 3

F F

W–B

W–B

W–B

15AHEAD–HI(LH)

15AHEAD–HI(RH)

RHHEADLIGHTLH

3

2

2

R–B

R–G

R–WR

R–B

W

R–B

R–L

R–L

W

TO CLOCK FROM TERMINAL” L”OF ALTERNATOR

E

W–BF1

8

W–B

R–L

R–L

W–B

C

G–R

D11

R–G

R–W

2

4

G Y

W–B

3B

NO. 3J/B

1B

5

1G18

1M5

1B7

2E4

2A1 2A3

15A

HE

AD

–LO

( RH

)

15A

HE

AD

–LO

( LH

)

HEADLIGHTRELAY

2B1

2F5 2E7

1 5

43

1M2

AILLIGHTELAY

1A3

1K

2

1 2

43

74

HEADLIGHTS (CANADA)

CURRENT FROM THE BATTERY IS ALWAYS FLOWING FROM FL ALT → TAILLIGHT RELAY (COIL SIDE) → TERMINAL 3 OF RUNNINGLIGHT CONTROL RELAY, FL MAIN → HEADLIGHT RELAY (COIL SIDE) → TERMINAL 5 OF RUNNING LIGHT CONTROL RELAY, AND FLALT → ECU–B FUSE → TERMINAL 12 OF RUNNING LIGHT CONTROL RELAY.

WHEN THE IGNITION SW IS TURNED ON, THE CURRENT FLOWING THROUGH THE GAUGE FUSE FLOWS TO TERMINAL 1 OF THERUNNING LIGHT CONTROL RELAY.

1. DAYTIME RUNNING LIGHT OPERATIONWHEN THE ENGINE IS STARTED, VOLTAGE IS PRODUCED AT TERMINAL L OF THE ALTERNATOR AND WHEN VOLTAGE IS APPLIEDTO TERMINAL 8 OF THE RUNNING LIGHT CONTROL RELAY, THE RUNNING LIGHT CONTROL RELAY OPERATES AND CURRENTFLOWS FROM THE TAILLIGHT RELAY (POINT SIDE) → TAIL FUSE → TAIL, LICENSE, SIDE MARKER AND FRONT CLEARANCE LIGHTS→ GROUND, AND FROM HEADLIGHT RELAY (POINT SIDE) → TERMINAL 1 OF DIMMER RELAY → TERMINAL 4 HEAD FUSES (LOWSIDE) → HEADLIGHTS → GROUND.

ACCORDINGLY, EVEN IF THE LIGHT CONTROL SW IS IN OFF POSITION, EACH LIGHT MENTIONED HERE LIGHTS UP. THIS SYSTEMOPERATES UNTIL THE IGNITION SW IS TURNED OFF.

2. TAILLIGHT OPERATIONWHEN THE LIGHT CONTROL SW IS TURNED TO THE TAILLIGHT POSITION, CURRENT FLOWING TO THE TAILLIGHT RELAY (COILSIDE) ALWAYS FLOWS TO TERMINAL 3 OF RUNNING LIGHT CONTROL RELAY → TERMINAL 2 → TERMINAL 2 OF INTEGRATIONRELAY → TERMINAL 1 → TERMINAL 2 OF LIGHT CONTROL SW (COMB. SW) → TERMINAL 11 → GROUND, TURNING THE TAILLIGHTRELAY ON.

THIS CAUSES THE CURRENT FLOWING TO THE TAILLIGHT RELAY (POINT SIDE) TO FLOW FROM THE TAILLIGHT RELAY → TAIL FUSE→ TAIL, LICENSE, SIDE MARKER AND FRONT CLEARANCE LIGHTS → GROUND, CAUSING THE TAILLIGHTS TO LIGHT UP.

AT THIS TIME, THE CURRENT FLOWING TO THE ECU–B FUSE FLOWS FROM TERMINAL 12 OF THE RUNNING LIGHT CONTROLRELAY TO TERMINAL 7, PROVIDING POWER FOR ILLUMINATION OF THE CLOCK.

3. HEADLIGHT OPERATIONWHEN THE LIGHT CONTROL SW IS TURNED TO HEADLIGHT POSITION AND THE DIMMER SW TO LOW SIDE, THE CURRENTFLOWING TO THE HEADLIGHT RELAY (COIL SIDE) FLOWS TO TERMINAL 5 OF THE RUNNING LIGHT CONTROL RELAY → TERMINAL 4→ TERMINAL 3 OF INTEGRATION RELAY → TERMINAL 4 → TERMINAL 13 OF LIGHT CONTROL SW (COMB. SW) → TERMINAL 11 →GROUND, TURNING THE HEADLIGHT RELAY ON.

THIS CAUSES THE CURRENT FLOWING TO THE HEADLIGHT RELAY (POINT SIDE) TO FLOW FROM THE HEADLIGHT RELAY →TERMINAL 1 OF DIMMER RELAY TERMINAL 4 → HEAD LH (LO), RH (LO) FUSE → HEADLIGHTS (LOW) → GROUND, SO THEHEADLIGHTS (LOW) LIGHT UP.

WHEN THE DIMMER SW IS SWITCHED TO THE HIGH SIDE, CURRENT FLOWS FROM TERMINAL 1 OF DIMMER RELAY → TERMINAL 3→ TERMINAL 14 OF RUNNING LIGHT CONTROL RELAY → TERMINAL 13 → TERMINAL 12 OF DIMMER SW → TERMINAL 9 → GROUND,TURNING THE DIMMER RELAY ON.

THIS CAUSES THE CURRENT FLOWING TO TERMINAL 1 OF THE DIMMER RELAY TO FLOW FROM TERMINAL 2 OF DIMMER RELAY →HEAD LH (HI), RH (HI) HEADLIGHTS (HIGH) → GROUND, CAUSING THE HEADLIGHTS (HIGH) TO LIGHT UP.

WHEN THE DIMMER SW IS TURNED TO FLASH POSITION, CURRENT FLOWS FROM TERMINAL 5 AND 14 OF THE RUNNING LIGHTCONTROL RELAY → TERMINAL 6 → TERMINAL 14 OF DIMMER SW (COMB. SW) → TERMINAL 9 → GROUND, SO THAT THEHEADLIGHT RELAY AND DIMMER RELAY ARE ACTIVATED IN THAT ORDER AND THE HEADLIGHTS CHANGE TO FLASHING MODE.

WHEN THE HEADLIGHTS ARE LIGHTED UP (WITH THE EXCEPTION OF FLASHING MODE), THE TAILLIGHTS ARE LIGHTED UP ASDESCRIBED IN PART 2 EARLIER.

TAILLIGHT RELAY2–4 : CLOSED WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION

CLOSED WITH ENGINE RUNNINGHEADLIGHT RELAY

4–5 : CLOSED WITH LIGHT CONTROL SW AT HEAD POSITION OR DIMMER SW AT FLASH POSITIONCLOSED WITH ENGINE RUNNING

DIMMER RELAYCHANGED FROM HEAD (LO) TO HEAD (HI) WITH DIMMER SW AT FLASH POSITION OR WITH HEADLIGHT RELAY ON ANDDIMMER SW AT HIGH POSITION

SYSTEM OUTLINE

SERVICE HINTS

75

: PARTS LOCATION


A F6 24 (2VZ–FE), 25 (3S–FE) D R23 28 F H2 24 (2VZ–FE), 25 (3S–FE)

B I12 28 E C12 28

C C14 28 F H1 24 (2VZ–FE), 25 (3S–FE)

: RELAY BLOCKS











1K


1N










D130 (2VZ–FE)





: GROUND POINTS


C30 (2VZ–FE)


RADIATOR LEFT


H 34 R/B NO. 4 SET BOLT

76

INTERIOR LIGHTS (w/ DOOR LOCK)

4

1 1 1

1

2

1

2

2

1

F25

M11

b11

M13

P11 M16

M12

F211b12

E213

P1

3

L–Y

R–G R–G

L–Y

R

R–

G

R–

G

R–

G

W–B

W–B

R–

WR

–WB

–WB

–W

R–W

BB

R

L–Y

L–Y

L–Y

R–B

MA

PLI

GH

T( W

/M

OO

NR

OO

F)

MA

PLI

GH

T( W

/OM

OO

NR

OO

F)

LH

VA

NIT

YLI

GH

T

RH

INT

ER

IOR

LIG

HT

( W/

MO

ON

RO

OF

)

INTE

RIO

RLI

GH

T( W

/OM

OO

NR

OO

F)

DO

OR

WA

RN

ING

LIG

HT

[CO

MB

.M

ER

ER

]

( US

A)

( CA

NA

DA

)

A B C D

FE

G

11

E2

2W–B W–B

W–B

( W/

MO

ON

RO

OF

)

W–

B( W

/OM

OO

NR

OO

F)

R–B

2 DO

OR

CO

UR

TE

SY

SW

FR

ON

TLH

OUT SIDEHANDLE SW

H

I

R–G

R

ON

OF

F

DO

OR

ON

OF

F

DO

OR

1

2

R–W

R

DIODE

J

8

7

RL–

Y

G

G–Y

( CA

NA

DA

)

R–G

( US

A)

1D51I3

1C5

(LE)

( LE

)

INTEGRATION RELAY(J/B NO. 1)

1 4

10 3 6

2

1G7

1L61L5

(DELUX)

( DE

LUX

)

(LE)

1C2 1F4

1K

5

1C

1

D

77

1

2

2

1

2

1

2

1

2

1

E24 E21 O15 X14

W16

Y16N17

V22V32

E29 O12 X15

RRR

R–G

R–W

R–W

R–W

R–W

L–Y

L–Y

R

G–

R

R–B

R–W

R–W

R–W

R–WR

–W

R–W

R–W

L–Y

L–Y

( S/D

)

L–Y L–YL–YL–Y

R–W R–W

( ST

AT

ION

W/G

)

LAG

GA

GE

CO

MP

AR

TM

EN

TLI

GH

T( S

/D)

RE

AR

INT

ER

IOR

LIG

HT

( ST

AT

ION

W/G

)

DO

OR

KE

YC

YLI

ND

ER

LIG

HT

( LE

)

IGN

ITIO

NK

EY

CY

LIN

DE

RLI

GH

T( L

E)

DOORCOURTESYLIGHT(LE)

RH

(W/G)

(S/D ALL–TRAC/4WD)(S/D FWD)

LH

K L

M N

O

P

1 1

1

2 1

L

R–W

R–W

W–B

R–W

R–W

BA

CK

DO

OR

CO

UR

TE

SY

SW

( ST

AT

ION

W/G

)

LAG

GA

GE

CO

MP

AR

TM

EN

TLI

GH

TS

W( S

/D)

REARLH

REARRH

DOOR COURTESYSW

UT

SR1

R

R–Y R–W R–W

( US

AW

/OA

.B

.S

.)

( EX

.U

SA

W/O

A.

B.

S.)

DO

OR

CO

UR

TE

SY

SW

FR

ON

TR

H

Q

2 1

DIODE

J

L–Y

L–Y

FRO

MD

OO

RLO

CK

CO

NTR

OL

RE

LAY

N14

R–W

R–Y

(DELUX)

(LE)

R–

Y

R–W

( W/

A.

B.

S)

( W/O

A.

B.

S)

2

1

1N12 1D2 1D4 1B14 2F2

20AD0ME

1L7 1L8 1L6

1D

11

1N7

78

INTERIOR LIGHTS (w/ DOOR LOCK)

INTEGRATION RELAY NO. 1 (J/B NO. 1)(1G) 7–GROUND : APPROX. 12 VOLTS WITH DOOR CLOSED

0 VOLT WITH ANY DOOR OPEN20A DOME FUSE : ALWAYS 12 VOLTS(1I) 3–GROUND : APPROX. 12 VOLTS WITH DRIVER’S DOOR

OUTSIDE HANDLE HOLD UP(1L) 7–GROUND : APPROX. 12 VOLTS WITH DOOR CLOSED

0 VOLT WITH ANY DOOR OPEN0 VOLT → 12 VOLTS WITHIN 8.5 SECONDS AFTER DOOR CLOSEDOR AFTER DRIVER’S DOOR OUTSIDE HANDEL HOLD UP

(H) OUTSIDE HANDLE SW (DRIVER’S DOOR)1–3 : CLOSED WITH DRIVER’S DOOR OUTSIDE HANL HOLD UP

(I) (Q) (R) (S) DOOR COURTESY SW1–GROUND : CLOSED WITH DOOR OPEN

(T) BACK DOOR COURTESY SW (W/G)2–GROUND : CLOSED WITH BACK DOOR OPEN

(U) LUGGAGE COMPARTMENT LIGHT SW1–GROUND : CLOSED WITH LUGGAGE COMPARTMENT DOOR OPEN

: PARTS LOCATION


A M5 26 (S/D), 27 (STATION W/G) I D17 26 (S/D), 27 (STATION W/G) Q D18 26 (S/D), 27 (STATION W/G)

B M1 26 (S/D), 27 (STATION W/G) J D12 28 Q D19 26 (S/D), 27 (STATION W/G)

C V1 26 (S/D), 27 (STATION W/G) K I10 28 R D21 26 (S/D), 27 (STATION W/G)

D V2 26 (S/D), 27 (STATION W/G) L D23 26 (S/D), 27 (STATION W/G) R D22 26 (S/D), 27 (STATION W/G)

E I13 26 (S/D), 27 (STATION W/G) M D15 26 (S/D), 27 (STATION W/G) S D20 26 (S/D), 27 (STATION W/G)

F I13 26 (S/D), 27 (STATION W/G) N D16 26 (S/D), 27 (STATION W/G) T B8 27

G C11 28 O R15 27 U L5 26

H D23 26 (S/D), 27 (STATION W/G) P L4 26




1C 18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)




1I

1K18 COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)

1L18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)

1N




E2 34 FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)


M1 34 COWL WIRE AND ROOF WIRE (INSTRUMENT PANEL RIGHT)

N1 34 FLOOR NO. 2 WIRE AND COWL WIRE (RIGHT KICK PANEL)

O1 34 FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)

P136 (S/D)

ROOF NO 2 WIRE AND ROOF WIRE (W/ MOON ROOF ROOF RIGHT)P138 (STATION W/G)

ROOF NO. 2 WIRE AND ROOF WIRE (W/ MOON ROOF, ROOF RIGHT)

V2 36 FLOOR NO. 1 WIRE AND LUGGAGE ROOM NO. 1 WIRE (BACK PANEL LEFT)


W1 38 BACK DOOR NO. 1 WIRE AND FLOOR NO. 1 WIRE (BACK PANEL LEFT)

X1 38 LUGGAGE ROOM NO. 3 WIRE AND FLOOR NO. 1 WIRE (BACK PANEL LEFT)

Y1 38 BACK DOOR NO. 1 WIRE AND BACK DOOR NO. 2 WIRE (BACK DOOR LEFT)

b136 (S/D)

INTERIOR LIGHT WIRE AND ROOF WIRE (W/ MOON ROOF ROOF RIGHT)b138 (STATION W/G)

INTERIOR LIGHT WIRE AND ROOF WIRE (W/ MOON ROOF, ROOF RIGHT)

SERVICE HINTS

79

: GROUND POINTS



G36 (S/D)

ROOF RIGHT (W/ MOON ROOM)G38 (STATION W/G)

ROOF RIGHT (W/ MOON ROOM)

L 38 BACK DOOR RIGHT

80

INTERIOR LIGHTS (w/o DOOR LOCK)

4

1 1 1

1

2

1

2

2

1

F25

M11

b11

M13

P11 M16

M12

F211b12

E213

P1

3

L–Y

R–G R–G

L–Y

R

R–

G

R–

G

R–

G

W–B

W–B

R–

W

R

R–W

B–W

B–W

R–

W

BB

R

L–Y

L–Y

L–Y

R–B

MA

PLI

GH

T( W

/M

OO

NR

OO

F)

MA

PLI

GH

T( W

/OM

OO

NR

OO

F)

LH

VA

NIT

YLI

GH

T

RH

INT

ER

IOR

LIG

HT

( W/

MO

ON

RO

OF)

INTE

RIO

RLI

GH

T( W

/OM

OO

NR

OO

F)

DO

OR

WA

RN

ING

LIG

HT

[CO

MB

.M

ET

ER

]

( U.

S.

A.

)

( CA

NA

DA

)

A B C D

FE

G

11

E2

2W–B W–B

W–B

( W/

MO

ON

RO

OF)

W–B

( W/O

MO

ON

RO

OF

)

R–B

2 DO

OR

CO

UR

TE

SY

SW

FRO

NT

LH

OUT SIDEHANDLE SW

H

I

R

ON

OF

F

DO

OR

ON

OF

F

DO

OR

8

7

RL–

Y

G

1C2 1F4

D

1K

5

1C

1

1D51I3

1C5 1G7

(LE)

INTEGRATION RELAY(J/B NO. 1)

(DELUX)

(LE)

10 3 6

41 2

81

1

2

2

1

2

1

2

1

2

1

E24 E21 O15 X14

7

2

1

W16

Y16N17

V22V32

E29 O12 X15R

RRR

–G

R–W

R–W

R–W

R–W

L–Y

L–Y

R

G–

R

R–B

R–W

R–W

R–W

R–W

R–W

R–W

R–W

L–Y

L–Y

( S/D

)

L–Y L–YL–YL–Y

R–W R–W

R–W

R–G

G–Y

LAG

GA

GE

CO

MP

AR

TM

EN

TLI

GH

T( S

/D)

RE

AR

INT

ER

IOR

LIG

HT

( ST

AT

ION

W/G

)

DO

OR

KE

YC

YLI

ND

ER

LIG

HT

( LE

)

IGN

ITIO

NK

EY

CY

LIN

DE

RLI

GH

T( L

E)

DOORCOURTESYLIGHT

RH

(USA)

(CANADA)


(W/G)

DIODE


LH

P

J K

L M

NO

1 1 1

1

2 1

L

R–W

R–W

R–W

W–B

R–W

R–W

R–W R–W( US

A)

(CANADA)

BA

CK

DO

OR

CO

UR

TE

SY

SW

( ST

AT

ION

W/G

)

LAG

GA

GE

CO

MP

AR

TM

EN

TLI

GH

TS

W( S

/D)

REARLH

REARRH

DOOR COURTESYSW FRONT RH

DOOR COURTESY SWUT

SRQ

L–Y

L–Y

( ST

AT

ION

W/G

)

( US

A)

2

1

2F2

20AD0ME

1N12 1D2 1D4 1B14

1N

1L7 1L8

R–W

1L

5

1L6

1D

11

82

INTERIOR LIGHTS (w/o DOOR LOCK)

INTEGRATION RELAY NO. 1 (J/B NO. 1)(1G) 7–GROUND : APPROX. 12 VOLTS WITH DOOR CLOSED

0 VOLT WITH ANY DOOR OPEN20A DOME FUSE : ALWAYS 12 VOLTS(1I) 3–GROUND : APPROX. 12 VOLTS WITH DRIVER’S DOOR

OUTSIDE HANDLE HOLD UP(1L) 7–GROUND : APPROX. 12 VOLTS WITH DOOR CLOSED

0 VOLT WITH ANY DOOR OPEN0 VOLT → 12 VOLTS WITHIN 8.5 SECONDS AFTER DOOR CLOSEDOR AFTER DRIVER’S DOOR OUTSIDE HANDEL HOLD UP

(H) OUTSIDE HANDLE SW (DRIVER’S DOOR)1–3 : CLOSED WITH DRIVER’S DOOR OUTSIDE HANL HOLD UP

(I) (Q) (R) (S) DOOR COURTESY SW1–GROUND : CLOSED WITH DOOR OPEN

(T) BACK DOOR COURTESY SW (W/G)2–GROUND : CLOSED WITH BACK DOOR OPEN

(U) LUGGAGE COMPARTMENT LIGHT SW1–GROUND : CLOSED WITH LUGGAGE COMPARTMENT DOOR OPEN

: PARTS LOCATION


A M5 26 (S/D), 27 (STATION W/G) I D19 26 (S/D), 27 (STATION W/G) Q D20 26 (S/D), 27 (STATION W/G)

B M1 26 (S/D), 27 (STATION W/G) J I10 28 Q D21 26 (S/D), 27 (STATION W/G)

C V1 26 (S/D), 27 (STATION W/G) K D25 26 (S/D), 27 (STATION W/G) R D23 26 (S/D), 27 (STATION W/G)

D V2 26 (S/D), 27 (STATION W/G) L D17 26 (S/D), 27 (STATION W/G) R D24 26 (S/D), 27 (STATION W/G)

E I13 26 (S/D), 27 (STATION W/G) M D18 26 (S/D), 27 (STATION W/G) S D22 26 (S/D), 27 (STATION W/G)

F I13 26 (S/D), 27 (STATION W/G) N R15 27 T B8 27

G C11 28 O L4 26 U L5 26

H D25 26 (S/D), 27 (STATION W/G) P D13 28




1C 18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)




1I



1N









P136 (S/D)








b136 (S/D)

INTERIOR LIGHT WIRE AND ROOF WIRE (W/ MOON ROOF ROOF LIGHT)b138 (STATION W/G)

INTERIOR LIGHT WIRE AND ROOF WIRE (W/ MOON ROOF, ROOF LIGHT)

SERVICE HINTSSERVICE HINTS

83

: GROUND POINTS



G36 (S/D)




84

ILLUMINATION

TAIL

OFF

HEAD

J/B NO 3

CO

MB

.M

ET

ER

( AN

ALO

G)

EC

TP

AT

TE

RN

SE

LEC

TS

W

GLO

VE

BO

XLI

GH

TG

LOV

EB

OX

LIG

HT

SW

FU

SIB

LELI

NK

BO

X

INTEGRATIONRELAY(J/B NO. 1)

80A

FL

ALT

BA

TT

ER

Y

LIG

HT

CO

NT

RO

LS

W

[COMB. SW]

( W/O

INT

EG

RA

TIO

NR

ELA

Y)

F11

GG

GG

2

1

1 1 1

5 2

2 2 3

WW

LG

G

G

G G G

G

11

22

1

G

G

F1

8W–B

W–BBR

B

J/B NO. 3

B

W–B

A

B

C

E

D G H

G–W

2 3

1

B

W–B

RHEOSTATF

3A12

3B4 3D11

3A1 3A2

1M3

D

1F

3

TAILLIGHTRELAY 15A

TAIL

1 2

3 4

1A3 1M21F6

1N

6

2B2

2D1

.

3A14 3B6 3A13 3D8

85

G G

4

1

6

2

1

2

4

2

4

1

1

3

9

6

G G G G G G GB

–RBBBBB

B–W

( W/G

)R

EA

RW

IPE

RS

W

CR

UIS

EC

ON

TRO

LM

AIN

SW

HA

ZA

RD

SW

O/D

MA

INS

W

RE

AR

WIN

DO

WD

EF

OG

GE

RS

W

CIG

AR

ETT

ELI

GH

TE

R

A/T

IND

ICA

TO

R( IN

ST

RU

ME

NT

PA

NE

L)

I J K M N OL

3

2

2

1P

Q

10

5

G G G

W–G B B

RA

DIO

DIF

F.LO

CK

CO

NTR

OL

SW

CE

NT

ER

DIF

F.

LOC

KIN

DIC

AT

OR

LIG

HT

R S

J/B NO. 3

3C9 3C2 3B7 3D2 3A5 3C8 3D1 3A6 3D9

J/B NO. 3

3C11 3C3 3B5 3D4 3A11 3C10 3C4 3A4 3D12

86

ILLUMINATION

4

1

(PU

SH

SW

TY

PE

A/C

)

( LE

VE

RS

WT

YP

EA

/C)

( LE

VE

RS

WT

YP

EA

/C)

I15

B–R

B–W

G

B–W

GG

A/C

SW

HE

AT

ER

CO

NTR

OL

SW

V

U

T

T

U

16

4

5

3

2

5

1 22

11

1 21 2 1 2

1

3

1 2

1 3

1 2

4 6

2

4

6

910 5

1 2

3 4

A B C

D D E

G H

L

O P Q

S

U

N

BLACK BLACK

GRAY

BLUE

BLUE BLUE

(USA) (CANADA)

1

2 3

F

1

4

I

V

1 2

4 6

1 2

KMJ BLUE

2

3

2

3

R R(W/ ECT) (W/O ECT)

5

16

T

J/B NO. 3

3D10

87

TAILLIGHT RELAY2–4 : CLOSED WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION (LIGHT AUTO TURN OFF SYSTEM OFF)

CLOSED WITH ENGINE RUNNING

(B) INTEGRATION RELAYPLEASE REFFER TO LIGHT AUTO TURN OFF SYSTEM (SEE PAGE 69)

RHEOSTAT(F) 1–2, : APPROX. 12 VOLTS WITH RHEOSTAT FULLY TURNED COUNTERCLOCKWISE AND 0 VOLTS WITH FULLY

TURNED CLOCK WISE

: PARTS LOCATION


A F6 24 (2VZ–FE), 25 (3S–FE) H E5 28 P R5 28

B I12 28 I R7 28 Q R4 28

C C14 28 J C18 28 R R7 28

D G1 28 K H5 28 S C6 28

E G2 28 (CANADA) L O1 28 T H6 28

E G3 28 (USA) M R6 28 U H7 28

F R10 28 N C7 28 V H6 28

G C11 28 O A26 28





1M18 COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)




3A

3B22 INSTRUMENT PANEL WIRE AND J/B NO 3 (INSTRUMENT PANEL LEFT)

3C22 INSTRUMENT PANEL WIRE AND J/B NO. 3 (INSTRUMENT PANEL LEFT)

3D




I1 34 COWL WIRE AND INSTRUMENT PANEL WIRE (INSTRUMENT PANEL CENTER)

: GROUND POINTS



SERVICE HINTS

88

TAILLIGHTS (W/O LIGHT FAILURE SENSOR)(W/ LIGHT FAILURE SENSOR)

OFF

TAIL

HEAD

LIG

HT

CO

NT

RO

LS

W

F1

3

H116

9

10

6

E

2

19 4

11

2

25

2 3 10W

G

Y–G G G

Y–GY

R–L

GG

G( W

/OIN

TE

GR

AT

ION

RE

LAY

)

G

G

G

Y Y

INTEGRATIONRELAY(J/B NO. 1)

BA

TTE

RY

[COMB. SW]

80A

FL

ALT

FU

SIB

LELI

NK

BO

X

D

A

C

RE

AR

LIG

HT

WA

RN

ING

LIG

HT

[CO

MB

.M

ET

ER

]

LIGHT FAILURESENSOR

E

F

I

U14

V21V36

V1

1

U1

3

H

G I J

L

K

L

KJIG

H

5

1

4

4

4

1 1 5

1

4

4

4

(S/D)

(STATION W/G)

(STATION W/G)

(S/D)


BR

W–B

W–B

W–B

W–B

W–B LG

GLG

G

GLG

LG–R

LG

GG

LG

( S/D

)

( S/D

)

G

GG

LG LG

(ALL–TRAC/4WD)

G

W–B

(S/D)W–B

W–B W–B

W–B

W–BW–B

LG

LH RHTAILLIGHTS[REAR COMB.LIGHTS]

(STATION W/G)

(STATION W/G)

2

3

G

LG

( W/O

INT

EG

RA

TIO

NR

ELA

Y)

( W/

INT

EG

RA

TIO

NR

ELA

Y)

RUNNINGLIGHTSRELAY

BLG G

( US

A)

( US

A)

T

TAIL

(CANADA)

G–R

LG–R(FW–D)

1A3 1M21D6

1F

2

7. 5AGAUG

TAILLIGHTRELAY

W

1 2

3 4

3B

J/BNO. 3

1D14

1B

13

15TAIL

2B2

2D1

D

1M3

89

W15

V11Y15U16

V25V35

1

2

1

2

1

2

1

2

2

1

2

1

L K C

G

G

W–B

W–B

W–B

G

G G

W–B

G

G GG

GGGG

G G G G G G

G

W–B W

–B

W–B

W–B

W–B

W–B

W–B

(S/D)


(S/D)(STATION W/G)

LH LH LHRH RH RHLICENCEPLATELIGHTS

REARSIDEMARKERLIGHTS

FRONTCLEARANCEANDSIDEMARKERLIGHTS

M N O P Q R

( ST

AT

ION

W/G

)

W–B (STATION W/G)

90

TAILLIGHTS

WHEN THE LIGHT CONTROL SW IS TURNED TO TAIL OR HEAD POSITION, THE CURRENT FLOWS TO TERMINAL 10 OF THE LIGHTFAILURE SENSOR THROUGH THE TAIL FUSE.

WHEN THE IGNITION SW IS TURNED ON, THE CURRENT FLOWS FROM THE GAUGE FUSE TO TERMINAL 2 OF THE LIGHT FAILURESENSOR AND THROUGH THE REAR LIGHT WARNING LIGHT TO TERMINAL 3 OF THE LIGHT FAILURE SENSOR.

TAIL LIGHT DISCONNECTION WARNINGWITH THE IGNITION SW ON AND THE LIGHT CONTROL SW TURNED TO TAIL OR HEAD POSITION, IF THE TAILLIGHT CIRCUIT ISOPEN, THE LIGHT FAILURE SENSOR DETECTS THE FAILURE BY THE CHANGE IN CURRENT FLOWING FROM TERMINAL 10 OF THELIGHT FAILURE SENSOR TO TERMINAL 4, AND THE WARNING CIRCUIT OF THE LIGHT FAILURE SENSOR IS ACTIVATED.

AS A RESULT, THE CURRENT FLOWS FROM TERMINAL 3 OF THE LIGHT FAILURE SENSOR → TERMINAL 9 → GROUND AND TURNSTHE REAR LIGHT WARNING LIGHT ON, WHICH REMAINS ON UNTIL THE LIGHT CONTROL SW IS TURNED OFF.

TAILLIGHT RELAY2–4 : CLOSED WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION (INTEGRATION RELAY ON)

CLOSED WITH ENGINE RUNNING

(C) INTEGRATION RELAYPLEASE REFER TO LIGHT AUTO TURN OFF SYSTEM (SEE PAGE 69)

(E) LIGHT FAILURE SENSOR(DISCONNECT THE FAILURE SENSOR AND INSPECT THE CONNECTOR)10–GROUND : APPROX. 12 VOLTS WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION 3–GROUND : APPROX. 12 VOLTS WITH ENGINE RUNNING 2–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON 9–GROUND : CONTINUITY 4–GROUND : CONTINUITY

: PARTS LOCATION


A F6 24 (2VZ–FE), 25 (3S–FE) G R11 26 M L1 26 (S/D), 27 (STATION W/G)

B R2 28 (CANADA) H R11 27 N L2 26 (S/D), 27 (STATION W/G)

C I12 28 I R12 26 O R16 26 (S/D), 27 (STATION W/G)

D C14 28 J R13 26 P R17 26 (S/D), 27 (STATION W/G)

E L3 26 (S/D), 27 (STATION W/G) K R14 26 Q F1 24 (2VZ–FE), 25 (3S–FE)

F C13 28 L R14 27 R F2 24 (2VZ–FE), 25 (3S–FE)















U1 36 FLOOR NO. 1 WIRE AND LUGGAGE ROOM NO. 2 WIRE (LUGGAGE COMPARTMENT DOOR)

V1 38 LUGGAGE ROOM NO. 1 WIRE AND FLOOR NO. 1 WIRE (BACK PANEL LEFT)

V236 FLOOR NO 1 WIRE AND LUGGAGE ROOM NO 1 WIRE (BACK PANEL LEFT)

V336 FLOOR NO. 1 WIRE AND LUGGAGE ROOM NO. 1 WIRE (BACK PANEL LEFT)



SYSTEM OUTLINE

SERVICE HINTS

91

: GROUND POINTS


C30 (2VZ–FE)


RADIATOR LEFT


I36 (S/D)


LEFT REAR FENDER

K36 (S/D)

BACK PANEL CENTERK38 (STATION W/G)

BACK PANEL CENTER

L 38 DECK RIGHT

92

TURN SIGNAL AND HAZARD WARNING LIGHTS

OFF

ON

RH

LH

F218 F22

F217

F2

7F24

V3

4

V2

6

V1

5

D

C

H

G

G

H

C

D2

3

2

3

F18

I C A K

3

3

4

4

3

3

4

4

(S/D)

(STATION W/G)

(S/D)

(STATION W/G)

(S/D)

(STATION W/G)

(S/D)

(STATION W/G)

INDICATORLIGHTS[COMB. METER]

FRO

NT

LH

FRO

NT

RH

RE

AR

RH

[RE

AR

CO

MB

.LI

GH

T]

RE

AR

LH[R

EA

RC

OM

B.

LIG

HT

]

TURN SIGNAL SW[COMB. SW]HAZARD SW

TURN SIGNALFLASHER

(USA)

(CANADA)

( US

A)

( US

AS

/DS

TD

)

( EX

.U

SA

S/D

ST

D)

( CA

NA

DA

)

HAZARD TURN

7 9 5 6 5 1 8

3

10 8

2

1

(STATION W/G)

( S/D

ALL

–TR

AC

/4W

D)

( S/D

FW

D)

W–B

W–B

W–B

W–B

W–

B

W–B

G–Y

G–Y

G–Y

G–B

G–B

G–B

G–B

G–Y

G–Y

G–B

G–Y

G–

W

G–

W

G–R

G–R

G–L

G–W

G–B

G–Y G

–B

G–W

G–Y

W

LL W

W–B

G–Y G–Y

G–Y

G–Y

G–B

G–W

G–B

G–Y

G–W

W

G–W

W–B

G–Y

G–B

AB

FE

LH RH

1

1

1

I1I1

(CANADA) 15(USA) 4

I

2

3 1

1G12

7. 5ATURN

2F3

15AHAZ–HORN

1B

4

1G

16

1D1 1B9 1B10 1D15

1M10 1G11 1G19 1M1

1G14

1M4

1K6

1L14

D

1F3

D

3B3

J/BNO. 3

1

8

3

4

23

1 2 3

B

I

HDBLACK

55 6 7 8 9 10 3 4

A GC FE GRAY

93

TURN SIGNAL FLASHER2–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON OR HAZARD SW ON1–GROUND : CHANGES FROM 12 TO 0 VOLT WITH IGNITION SW ON AND TURN SIGNAL SW LEFT OR RIGHT,

OR WITH HAZARD SW ON3–GROUND : ALWAYS CONTINUITY

: PARTS LOCATION


A H5 28 D R11 27 G R14 26

B C14 28 E F3 24 (2VZ–FE), 25 (3S–FE) H R14 27

C R11 26 F F4 24 (2VZ–FE), 25 (3S–FE) I C12 28

: RELAY BLOCKS









1K


1M










V2 36FLOOR NO 1 WIRE AND LUGGAGE ROOM NO 1 WIRE (BACK PANEL LEFT)

V3 36FLOOR NO. 1 WIRE AND LUGGAGE ROOM NO. 1 WIRE (BACK PANEL LEFT)

: GROUND POINTS


A30 (2VS–FE)

RIGHT FENDERA32 (3S–FE)

RIGHT FENDER

C30 (2VS–FE)


RADIATOR LEFT


I36 (S/D)


LEFT REAR FENDER

K36 (S/D) BACK PANEL CENTER

K38 (STATION W/G) DECK RIGHT

SERVICE HINTS

94

STOP LIGHTS (W/O LIGHT FAILURE SENSOR)(W/ LIGHT FAILURE SENSOR)

3

1

H114

F1

3

10

W1

4

V14 U12V23V31

1 9

7 2 3

B

A

A

B2

1

Y Y

G–W G–W G–W

G–RG–R

G–R

G–W

G–W

G–W

G–R

G–W

G–R

G–W

G–R G

–W

G–R

YY Y–G

Y–G

R–L

(W/ CRUISE CONTROL)


(W/ CRUISE CONTROL)


LIGHT FAILURE SENSOR

(STATION W/G)

STOP LIGHTSW

(S/D ALL–TRAC/4WD)

(S/D FWD)

( S/D

)

( S/D

)

RE

AR

LIG

HT

WA

RN

ING

LIG

HT

[CO

MB

.M

ET

ER

]

D

C

G

E F H

J

I

I

J

HFE

G

2

1

K I L I

U13

Y14

(S/D)

(S/D)

(STATION W/G)

(STATION W/G)

G–R

W–B

W–B

(S/D) W–B

G–R

G–W

G–R

G–R

G–R

G–R

G–W

G–R

G–W

W–B

W–B

W–B

W–B

W–B

W–B

W–B

2

2

2 2 2

2

4

4

444

4

(STATION W/G)

STOP LIGHTS[REAR COMB.LIGHT]

HIGH MOUNTSTOP LIGHTLH RH

(STATION W/G)

G–R

W–B

6

K

W–B

( ST

ATI

ON

W/G

)

HOLDCIRCUIT

1L11 1D6

1F

2

20ASTOP 7. 5A

GAUGE

3B9

J/BNO. 3

1L10

1D8

1

3

1

2 6 10

2

42

4

1 2

A B C

KF H G J

BROWN

1 2 3

7 9

D IE

24

95

CURRENT IS APPLIED AT ALL TIMES THROUGH A STOP FUSE TO TERMINAL 1 OF THE STOP LIGHT SW.

WHEN THE IGNITION SW IS TURNED ON, CURRENT FLOWS FROM THE GAUGE FUSE TO TERMINAL 2 OF THE LIGHT FAILURESENSOR AND THROUGH THE REAR LIGHT WARNING LIGHT TO TERMINAL 3 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 ISOPEN, THE CURRENT FLOWING FROM TERMINAL 7 OF THE LIGHT FAILURE SENSOR TO TERMINAL 1 CHANGES, SO THE LIGHTFAILURE SENSOR DETECTS THE DISCONNECTION AND THE WARNING CIRCUIT OF THE LIGHT FAILURE SENSOR IS ACTIVATED.

AS A RESULT, THE CURRENT FLOWS FROM TERMINAL 3 OF THE LIGHT FAILURE SENSOR → TERMINAL 9 → GROUND AND TURNSTHE REAR LIGHT WARNING LIGHT ON. BY PRESSING THE BRAKE PEDAL, THE CURRENT FLOWING TO TERMINAL 2 OF THE LIGHTFAILURE SENSOR KEEPS THE WARNING CIRCUIT ON HOLD AND THE WARNING LIGHT ON UNTIL THE IGNITION SW TURNED OFF.

STOP LIGHT SW(A) 1–(A) 3 : CLOSED WITH BRAKE PEDAL DEPRESSED (W/ CRUISE CONTROL)(B) 1–(B) 2 : CLOSED WITH BRAKE PEDAL DEPRESSED (W/O CRUISE CONTROL)

(D) LIGHT FAILURE SENSOR1, 7–GROUND : APPROX. 12 VOLTS WITH STOP LIGHT SW ON2, 3–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON9–GROUND : ALWAYS CONTINUITY

: PARTS LOCATION


A S9 28 E R11 26 I R14 26B S9 28 F R12 26 J R14 27C C13 28 G R11 27 K H8 26 (S/D), 27 (STATION W/G)D L3 26 (S/D), 27 (STATION W/G) H R13 26



1D 18 FLOOR WIRE AND J/B NO. 1 (LEFT KICK PANEL)1F 18 COWL SUB WIRE AND J/B NO. 1 (LEFT KICK PANEL)1L 18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)3B 22 INSTRUMENT PANEL WIRE AND J/B NO. 3 (INSTRUMENT PANEL LEFT)



F1 34 INSTRUMENT PANEL WIRE AND COWL SUB WIRE (LEFT KICK PANEL)H1 34 FLOOR NO. 1 WIRE AND INSTRUMENT PANEL WIRE (LEFT KICK PANEL)U1 36 FLOOR NO. 1 WIRE AND LUGGAGE ROOM NO. 2 WIRE (LUGGAGE COMPARTMENT DOOR)V1 38 LUGGAGE ROOM NO. 1 WIRE AND FLOOR NO. 1 WIRE (BACK PANEL LEFT)

V2 36FLOOR NO 1 WIRE AND LUGGAGE ROOM NO 1 WIRE (BACK PANEL LEFT)

V3 36FLOOR NO. 1 WIRE AND LUGGAGE ROOM NO. 1 WIRE (BACK PANEL LEFT)

W1 38 BACK DOOR NO. 1 WIRE AND FLOOR NO. 1 WIRE (BACK PANEL LEFT)Y1 38 BACK DOOR NO. 1 WIRE AND BACK DOOR NO. 2 WIRE (BACK DOOR LEFT)

: GROUND POINTS


I36 (S/D)


LEFT REAR FENDER


K38 (STATION W/G) DECK RIGHT


SYSTEM OUTLINE

SERVICE HINTS

96

BACK–UP LIGHTS

R–L

R–

BR

–L

R–L

R–B

R–B

R–B

R–B

R–L

W–B

W–B

R–B

W–B W–B

W–B

I

R–L

(M/T)(A/T)

2

6

1

5(M/T)

(A/T)

BACK–UPLIGHT SW

(STATION W/G)

( S/D

)

RHLHBACK–UP LIGHT[REAR COMB.LIGHT]

RHBACK–UP LIGHT[REAR COMB.LIGHT]

LH

L

W–B

U13

H112

D14

C13

L15

Y11U11

W1

1

B

A

A

B

C D E F

4 4 4 4

3 3 1 1

R–B

1I11

7. 5AGAUGE

97

BACK–UP LIGHT SW(A) 5–6. (B) 1–2 : CLOSED WITH SHIFT LEVER IN R POSITION

: PARTS LOCATION


A N1 24 (2VZ–FE), 25 (3S–FE) C R12 26 (S/D), 27 (STATION W/G) E R12 26 (S/D), 27 (STATION W/G)

B B1 24 (2VZ–FE), 25 (3S–FE) D R13 26 (S/D), 27 (STATION W/G) F R13 26 (S/D), 27 (STATION W/G)



1I 18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)



C130 (2VS–FE)



D130 (2VS–FE)





U1 36 FLOOR NO. 1 WIRE AND LUGGAGE ROOM NO. 2 WIRE (LUGGAGE COMPARTMENT DOOR)



: GROUND POINTS


I 36 LEFT REAR FENDER


1 2

(A/T) (M/T)

5 6 34

14

DC FEA BGRAY GRAY

SERVICE HINTS

98

FRONT WIPER AND WASHER

A

8

4

7

W–B

L–Y

L–B

L

M

D

W–B

L–B L

L–Y

1 2 4 3

L–B L

L–Y

L–O

M

2

1

L–W

16

13

18

B

L–O

L–O

WIPER RELAY

+2 +1 B +S

L

WIPER AND WASHER[COMB. SW]

SW (W/ WIPER RELAY)

OF

F

INT

LOW

/MIS

T

HIG

H

WA

SH

ER

FRONTWASHERMOTOR

WIPER MOTOR

L–R

D26 D25 D23 D24

L

2 1

C

L

L–W

( W/

RE

AR

WIP

ER

)

DIODE(FOR FRONTWIPER)

(W/O REAR WIPER)

LG

L–W

1I9

1B

1I

1

2

20AWIPER

1B

3

DIODE

D

1I13

99

WITH THE IGNITION SW TURNED ON, THE CURRENT FLOWS TO TERMINAL 18 OF THE WIPER AND WASHER SW, TERMINAL 2 OFTHE WASHER MOTOR AND TERMINAL 4 OF THE WIPER MOTOR THROUGH THE WIPER FUSE.

1. LOW SPEED POSITIONWITH WIPER SW TURNED TO LOW POSITION, THE CURRENT FLOWS FROM TERMINAL 18 OF THE WIPER AND WASHER SW →TERMINAL 7 → TERMINAL 2 OF THE WIPER MOTOR → WIPER MOTOR → TO GROUND AND CAUSES TO THE WIPER MOTOR TO RUNAT LOW SPEED.

2. HIGH SPEED POSITIONWITH WIPER SW TURNED TO HIGH POSITION, THE CURRENT FLOWS FROM TERMINAL 18 OF THE WIPER AND WASHER SW →TERMINAL 13 → TERMINAL 1 OF THE WIPER MOTOR → WIPER MOTOR → TO GROUND AND CAUSES TO THE WIPER MOTOR TORUN AT HIGH SPEED.

3. INT POSITION (W/ INT SW)WITH WIPER SW TURNED TO INT POSITION, THE RELAY OPERATES AND THE CURRENT WHICH IS CONNECTED BY RELAYFUNCTION FLOWS FROM TERMINAL 18 OF THE WIPER AND WASHER SW → TERMINAL 16 → TO GROUND. THIS FLOW OF CURRENTOPERATES THE INTERMITTENT CIRCUIT AND THE CURRENT FLOWS FROM TERMINAL 18 OF THE WIPER AND WASHER SW →TERMINAL 7 → TERMINAL 2 OF THE WIPER MOTOR → TO GROUND AND THE WIPER FUNCTIONS.

THE INTERMITTENT OPERATION IS CONTROLLED BY A CONDENSER’S CHARGED AND DISCHARGED FUNCTION INSTALLED INRELAY AND THE INTERMITTENT TIME IS CONTROLLED BY A TIME CONTROL SW TO CHANGE THE CHARGING TIME OF THECONDENSER.

4. WASHER CONTINUOUS OPERATION (W/ INT CONTROL)WITH WASHER SW TURNED TO ON, THE CURRENT FLOWS FROM TERMINAL 2 OF THE WASHER MOTOR → TERMINAL 1 →TERMINAL 8 OF THE WIPER AND WASHER SW → TERMINAL 16 → TO GROUND AND CAUSES TO THE WASHER MOTOR TO RUN ANDWINDOW WASHER TO JET. THIS CAUSES THE CURRENT TO FLOW TO WASHER CONTINUOUS OPERATION CIRCUIT (W/ INT SW) INTERMINAL 18 OF THE WIPER AND WASHER SW → TERMINAL 7 → TERMINAL 2 OF THE WIPER MOTOR → TO GROUND AND THEWIPER FUNCTION.

(A) WIPER AND WASHER SW16–GROUND : ALWAYS CONTINUITY18–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION7–GROUND : APPROX. 12 VOLTS WITH WIPER AND WASHER SW AT LOW POSITION

APPROX. 12 VOLTS EVERY 4 SECONDS INTERMITTENTLY WITH WIPER SW AT INT POSITION4–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON UNLESS WIPER MOTOR AT STOP POSITION

13–GROUND : APPROX. 12 VOLTS WITH WIPER AND WASHER SW AT HIGH POSITION(D) WIPER MOTOR

3–4 : CLOSED UNLESS WIPER MOTOR AT STOP POSITION

: PARTS LOCATION


A C15 28 C D14 28

B F5 24 (2VZ–FE), 25 (3S–FE) D W2 24 (2VZ–FE), 25 (3S–FE)







D230 (2VZ–FE)

ENGINE ROOM MAIN WIRE AND COWL WIRE (RIGHT KICK PANEL)D232 (3S–FE)

ENGINE ROOM MAIN WIRE AND COWL WIRE (RIGHT KICK PANEL)

: GROUND POINTS



18

4 7 8

13 16

1 2

A BBLACK

211 23 4

DGRAYC BLACKGRAY

SYSTEM OUTLINE

SERVICE HINTS

100

REAR WIPER AND WASHER

Y31 Y34 Y36F28

F18

W31

G113

W34

H11 H17

W36

D D D

M

1

2

M REAR WIPERMOTOR

REAR WIPER RELAY

321

WASHER 2

INT

OFF

WASHER 1

5 7 8

REAR WASHERMOTOR

REAR WIPER AND WASHER SW

L

L–R

L–B

LL

L

LG

LG–B

LG–B

L–B

L–B

W–B

LG–B

L–B

L–B

LG–B

W–B

W–B

L–R

A

B 1 2

5 7 8

1 2 3

A

B

D

GRAY

L+B

S

IC

1

2

L–B

L–B

LG–B

DIODE(FOR REAR WIPER)

21

C GRAY

W–B

2 3 5

641

C

1B31I9

20AWIPER

1G13

1B6

3C16

J/BNO. 3

D

1F3

101

WHEN THE IGNITION SW IS TURNED ON, CURRENT FLOWS THROUGH THE WIPER FUSE TO TERMINAL 1 OF THE REAR WIPERRELAY, TERMINAL +B OF THE REAR WIPER MOTOR AND TERMINAL 2 OF THE REAR WASHER MOTOR.

1. REAR WIPER OPERATIONWHEN THE IGNITION SW IS ON AND THE REAR WIPER AND WASHER SW IS TURNED TO THE INT POSITION, THE CURRENTFLOWING TO TERMINAL 1 OF THE REAR WIPER RELAY FLOWS TO TERMINAL 4 OF RELAY → TERMINAL 7 OF REAR WIPER ANDWASHER SW → TERMINAL 8 → GROUND, CAUSING THE RELAY INTERMITTENT CIRCUIT TO OPERATE SO THAT THE CURRENTFLOWING TO TERMINAL 1 OF THE RELAY FLOWS TO TERMINAL 3 → TERMINAL L OF REAR WIPER MOTOR → GROUND. THISCAUSES THE WIPER MOTOR TO OPERATE THE WIPER.

2. WASHER OPERATION (WIPER OFF)WHEN THE WASHER SW IS PUSHED WITH THE IGNITION SW ON AND THE WIPER OFF, THE CURRENT FLOWING TO TERMINAL 2 OFTHE REAR WASHER MOTOR FLOWS TO TERMINAL 1 OF THE MOTOR → TERMINAL 5 OF REAR WIPER AND WASHER SW →TERMINAL 8 → GROUND, AND THE WASHER SPRAYS ONLY WHILE THE SW IS PUSHED. THIS CURRENT FLOW CAUSES THECURRENT FLOWING TO TERMINAL 1 OF REAR WIPER RELAY TO FLOW TO TERMINAL 6 → TERMINAL 5 OF WIPER AND WASHER SW→ TERMINAL 8 → GROUND, CAUSING THE CONTINUOUS OPERATION CIRCUIT OF THE RELAY TO OPERATE. ACCORDINGLY, THECURRENT FLOWING TO TERMINAL 1 OF THE RELAY FLOWS TO TERMINAL 3 OF RELAY → TERMINAL L OF WIPER MOTOR →GROUND, CAUSING THE WIPER TO OPERATE CONTINUOUSLY. THE WIPER CONTINUES TO OPERATE FOR APPROX. 3 SECS. AFTERTHE WASHER SW IS TURNED OFF.

3. WASHER OPERATION (WIPER ON)WHEN THE WIPER AND WASHER SW IS PUSHED MORE STRONGLY DURING WIPER OPERATION, THE CURRENT FLOWING TOTERMINAL 2 OF THE WASHER MOTOR FLOWS TO TERMINAL 1 → TERMINAL 5 OF WIPER AND WASHER SW → TERMINAL 8 →GROUND, SO THE WASHER SPRAYS ONLY WHILE THE SW IS PRESSED. THIS CURRENT FLOW CAUSES THE CURRENT FLOWINGTO TERMINAL 1 OF RELAY TO FLOW TO TERMINAL 6 → TERMINAL 5 OF WIPER AND WASHER SW → TERMINAL 8 → GROUND,CAUSING THE CONTINUOUS OPERATION SWITCH OF THE RELAY TO OPERATE. THE CURRENT FLOWING TO TERMINAL 1 OF RELAYTHEN FLOWS TO TERMINAL 3 OF RELAY → TERMINAL L OF WIPER MOTOR → GROUND, CAUSING THE WIPER TO OPERATECONTINUOUSLY. THE WIPER CONTINUES TO OPERATE FOR APPROX. 3 SECS. AFTER THE WASHER SW IS TURNED OFF.

(A) REAR WASHER MOTOR2–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION1–GROUND : CONTINUITY WITH WASHER SW TURNED ON

REAR WIPER RELAY1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION5–GROUND : ALWAYS CONTINUITY1–3 : POINTS CHANGES EVERY 12 SECONDS INTERMITTENTLY WITH IGNTION SW ON AND WIPER SW AT INT POSITION

: PARTS LOCATION


A R3 24 (2VZ–FE), 25 (3S–FE) C D15 28

B R7 28 D R20 27


CODE SEE PAGE JUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)1B 18 ENGINE ROOM MAIN WIRE AND J/B NO. 1 (LEFT KICK PANEL)



1I 18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)3C 22 INSTRUMENT PANEL WIRE AND J/B NO. 3 (INSTRUMENT PANEL LEFT)





G1 34 FLOOR NO. 1 WIRE AND COWL WIRE (LEFT KICK PANEL)




: GROUND POINTS



SYSTEM OUTLINE

SERVICE HINTS

102

POWER WINDOWS

1

1 1

1 1

E110

O24 O22 O23

E15 E16

E22

M

DO

WN

UP

5 2 3

M2 1

+–

DO

WN

UP

DO

WN

UP

5

7

2 6 13 12

8

+–

30APOWERCB

R–L

W–L

LL

L

L

POWER MAINRELAY

FRONT LH FRONT RH

POWER WINDOW MASTER SWA

B D

C

W–B

W–B

W–B R G

G–W R–L

R–L

R–L

G–W

G–LL

L

L

FRONT RH

1 4

2 1

FRONT RH

PO

WE

RW

IND

OW

SW

FRONT LH

POWER WINDOW MOTORS

RGGR

W–B

L

NORMAL

LOCK

3 4

1 2

1

1

W–B

W–B

1I11

7. 5AGAUGE

D

1L9

1K

5

103

(A) POWER WINDOW MASTER SW7, 8–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION 2–GROUND : ALWAYS CONTINUITY 6–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON AND MASTER SW

(DRIVER’S WINDOW) UP13–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON AND MASTER SW

(DRIVER’S WINDOW) DOWN OR DOWN HOLD

WINDOW LOCK SWOPEN WITH WINDOW LOCK SW AT LOCK POSITION

SERVICE HINTS

M

DO

WN

UP

3 5 1

M

DO

WN

UP

3 5 1

E13 E14 E28 E23

G15

S15 S11

G13 G14

S14 T15

N11 N111

T11 T14

N15

DO

WN

UP

10 14119

DO

EN

UP

F

E G

H

L

L

L

LLL

G–Y

R–Y L

G–B

R–B

R–B

G–B

R–B

G–B

G R G RR

–B

G–B

R–Y

G–Y

G–Y

R–

Y

G–B

R–

B

L L

LLL

4 2 4 2

2 21 1

REAR LH REAR RH

REAR LH REAR RH

PO

WE

RW

IND

OW

SW

PO

WE

RW

IND

OW

SW

REAR LH REAR RHPOWER WINDOW MOTORS

1

2

1 2

3 4 51 2 3 4 5

C GE

HB D F

621

7 8 9 10 11 12 14

5

13

A

104

POWER WINDOW

WITH THE IGNITION SW TURNED ON, CURRENT FLOWS THROUGH THE GAUGE FUSE TO TERMINAL 1 OF THE POWER MAIN RELAY → TERMINAL 3 →TO GROUND. THIS ACTIVATES THE RELAY AND THE CURRENT FLOWING TO TERMINAL 2 OF THE RELAY FROM POWER CB FLOWS TO TERMINAL 4 OFTHE RELAY → TERMINAL 7 OR 8 OF THE POWER WINDOW MASTER SW → TO TERMINAL 5 (PASSENGER’S) AND TERMINAL 3 (REAR LH, RH) OF THEPOWER WINDOW SW.

1. MANUAL UP OPERATION (DRIVER’S WINDOW)WITH THE IGNITION SW TURNED ON AND WITH THE POWER WINDOW MASTER SW (MANUAL SW) IN UP POSITION, THE CURRENT FLOWING TOTERMINAL 7 OR 8 OF THE POWER WINDOW MASTER SW FLOWS TO TERMINAL 6 OF THE MASTER SW → TERMINAL 2 OF THE POWER WINDOWMOTOR → TERMINAL 1 → TERMINAL 13 OF THE MASTER SW → TERMINAL 2 OR 1 → TO GROUND AND CAUSES THE POWER WINDOW MOTOR TOROTATE IN THE UP DIRECTION. THE WINDOW ASCENDS ONLY WHILE THE SW IS BEING PUSHED. IN DOWN OPERATION, THE FLOW OF CURRENTFROM TERMINAL 7 OR 8 OF THE POWER WINDOW MASTER SW TO TERMINAL 13 OF THE MASTER SW CAUSES THE FLOW OF CURRENT FROMTERMINAL 1 OF THE MOTOR → TERMINAL 2 → TERMINAL 6 OF THE MASTER SW → TERMINALS 2 OR 1 → TO GROUND, → FLOWING IN THE OPPOSITEDIRECTION TO MANUAL UP OPERATION AND CAUSING THE MOTOR TO ROTATE IN REVERSE, LOWERING THE WINDOW.

2. AUTO DOWN OPERATIONWITH THE IGNITION SW ON AND WITH THE AUTO SW OF THE POWER WINDOW MASTER SW IN DOWN POSITION, CURRENT FLOWING TOTERMINAL 7 OR 8 OF THE MASTER SW FLOWS TO TERMINAL 13 OF THE MASTER SW → TERMINAL 1 OF THE POWER WINDOW MOTOR →TERMINAL 2 → TERMINAL 6 OF THE MASTER SW → TERMINAL 2 → TO GROUND, CAUSING THE MOTOR TO ROTATE TOWARDS THE DOWN SIDE.THEN THE SOLENOID IN THE MASTER SW IS ACTIVATED AND IT LOCKS THE AUTO SW BEING PUSHED, CAUSING THE MOTOR TO CONTINUE TOROTATE IN AUTO DOWN OPERATION. WHEN THE WINDOW HAS COMPLETELY DESCENDED, THE CURRENT FLOW BETWEEN TERMINAL 6 OF THEMASTER SW AND TERMINAL 2 INCREASES. AS A RESULT, THE SOLENOID STOPS OPERATING, THE AUTO SW TURNS OFF AND FLOW FROMTERMINAL 7 OF THE MASTER SW TO TERMINAL 13 IS CUT OFF, STOPPING THE MOTOR SO THAT AUTO STOP OCCURS.

3. STOPPING OF AUTO DOWN AT DRIVER’S WINDOWWHEN THE MANUAL SW (DRIVER’S) IS PUSHED TO THE UP SIDE DURING AUTO DOWN OPERATION, A GROUND CIRCUIT OPENS IN THE MASTER SWAND CURRENT DOES NOT FLOW FROM TERMINAL 6 OF THE MASTER SW → TO GROUND SO THE MOTOR STOPS, CAUSING AUTO DOWN OPERATIONTO STOP. IF THE MASTER SW IS PUSHED CONTINUOUSLY, THE MOTOR ROTATES IN THE UP DIRECTION IN MANUAL UP OPERATION.

4. MANUAL OPERATION BY POWER WINDOW SW (PASSENGER’S WINDOW)WITH POWER WINDOW SW (PASSENGER’S) PULLED TO THE UP SIDE, CURRENT FLOWING FROM TERMINAL 5 OF THE POWER WINDOW SW FLOWSTO TERMINAL 1 OF THE POWER WINDOW SW → TERMINAL 2 OF THE POWER WINDOW MOTOR → TERMINAL 1 → TERMINAL 4 OF THE POWERWINDOW SW → TERMINAL 3 → TERMINAL 5 OF THE MASTER SW → TERMINALS 1 OR 2 → TO GROUND AND CAUSES THE POWER WINDOW MOTOR(PASSENGER’S) TO ROTATE IN THE UP DIRECTION. UP OPERATION CONTINUES ONLY WHILE THE POWER WINDOW 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 THEPASSENGER’S WINDOW BECOMES OPEN. AS A RESULT, EVEN IF OPEN/CLOSE OPERATION OF THE PASSENGER’S WINDOW IS TRIED, THE CURRENTFROM TERMINAL 1 AND 2 OF THE POWER WINDOW MASTER SW IS NOT GROUNDED AND THE MOTOR DOES NOT ROTATE, SO THE PASSENGER’SWINDOW CAN NOT BE OPERATED AND WINDOW LOCK OCCURS. FURTHERMORE REAR LH RH WINDOW OPERATE THE SAME AS THE ABOVE CIRCUIT.

: PARTS LOCATION


A P6 26 (S/D), 27 (STATION W/G) D P8 26 (S/D), 27 (STATION W/G) G P13 26 (S/D), 27 (STATION W/G)B P7 26 (S/D), 27 (STATION W/G) E P12 26 (S/D), 27 (STATION W/G) H P10 26 (S/D), 27 (STATION W/G)C P11 26 (S/D), 27 (STATION W/G) F P9 26 (S/D), 27 (STATION W/G)

: RELAY BLOCKS





1I

1K 18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)




E134 FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)


G1 34 FLOOR NO. 1 WIRE AND COWL WIRE (LEFT KICK PANEL)N1 34 FLOOR NO. 2 WIRE AND COWL WIRE (RIGHT KICK PANEL)O2 34 FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)

S136 (S/D)

REAR DOOR WIRE LH AND FLOOR NO 1 WIRE (LEFT CENTER PILLAR)S138 (STATION W/G)

REAR DOOR WIRE LH AND FLOOR NO. 1 WIRE (LEFT CENTER PILLAR)

T136 (S/D)

REAR DOOR WIRE RH AND FLOOR NO 2 WIRE (RIGHT CENTER PILLAR)T138 (STATION W/G)

REAR DOOR WIRE RH AND FLOOR NO. 2 WIRE (RIGHT CENTER PILLAR)

: GROUND POINTS



SYSTEM OUTLINE

105

POWER SEAT

2 9 7 6 1 4

FR

RR

UP

DO

WN

UP

DO

WN

A3

B

M

C D

M M

5

1

2

1

2

1

2

A B C D

1 2 3 4

5 7 9

POWER SEAT SW

SLIDEMOTOR

FRONTVERTICALMOTOR

REARVERTICALMOTOR

21

23

30APOWERCB

BLUE ORANGE

I

6

1

1

G112G19

(USA)(CANADA)

W–

LW

–LW

–LL–

W

L–B

L–Y

L–R

R–Y R

W–B

W–B

222 1 1 1

(A) POWER SEAT SW3–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON OR ACC POSITION5–GROUND : ALWAYS CONTINUITY

: PARTS LOCATION


A P5 28 C P2 28

B P4 28 D P3 28

: RELAY BLOCKS






a2 34 FLOOR NO. 1 WIRE AND SEAT WIRE (UNDER DRIVER’S SEAT)

: GROUND POINTS


I 36 LEFT REAR FENDER

SERVICE HINTS

106

DOOR LOCKS

1

LG G LG G

LG G

LG G

LGLG

B C

W–B

W–B

W–B

W–B

W–B

W–B

W–B

E22

D E

LG G

Y

L–R

L–R L–R

L–R

L–R

L–R

L–R

L–RY

GF

L–B

L–B

W–B

L–B

L–B

W–B

E1 O2 O1777

L–B

L–B

W–B

W–B

L–B

W–B

46

H

30APOWERCB

LOC

K

DO

OR

LOC

KK

EY

SW

RHU

NLO

CK

DO

OR

LOC

KC

ON

TR

OL

SW

RHLO

CK

UN

LOC

K

DO

OR

LOC

KK

EY

SW

LH

LOC

K

UN

LOC

K

DO

OR

LOC

KC

ON

TR

OL

SW

LH

DO

OR

LOC

KS

OLE

NO

IDFR

ON

TLH

DO

OR

LOC

KS

OLE

NO

IDFR

ON

TR

H

W–B

LG G

O28 O211 E11 E12 E19 E18 O25 O213

LOC

K

UN

LOC

K

1

10 9 6 4 5

8

UNLOCKTIMER

LOCKTIMERW–L

W–L

DOOR LOCK CONTROL RELAY

A

LG

G

O29

W–B

W–B

( CA

NA

DA

3S–F

EW

/P

OW

ER

WIN

DO

W)

3 4

1 2 3 2 1 2

3 1 1

4 3 2 4 4 2

3 3 1

E212

G–R

G–R

11

G

CONTROLUNIT

W–B

1K5

D

107

L–R L–R

L–R

L–R

L–B

L–R

L–R

L–R

L–R

4 4 2

L–R

L–R

L–R

3 3 4

H I J

L–B

L–B

L–B

L–B

L–B

L–B

L–B

L–B

W–B

L–B

L–B

L–B

L–B

W–B

W–B

K

2

1

1 1

R

W–B

R–G

R–Y

G–L

FR

ON

TR

H

FR

ON

TLH

UN

LOC

KW

AR

NIN

GS

W

DOOR COURTESY SW

BA

CK

DO

OR

LOC

KS

OLE

NO

ID( S

TA

TIO

NW

/G)

DO

OR

LOC

KS

OLE

NO

IDR

EA

RLH

DO

OR

LOC

KS

OLE

NO

IDR

EA

RR

H

G111

W23N116G11

S13 T13

N14

Y22S16 T16

G12 N110 10

W22

Y23

15

3 16 7 2 14

KEY REMINDER

FROM SEAT BELTWARNING RELAY

L M

G1

(US

AW

/OA

.B

.S

.)

( EX

.U

SA

W/O

A.B

.S.)

R–WR–Y

G–Y

1D

1L5

5

108

DOOR LOCKS

CURRENT ALWAYS FLOWS TO TERMINAL 8 OF THE DOOR LOCK CONTROL RELAY THROUGH POWER CB.

1. MANUAL LOCK OPERATIONTO PUSH DOOR LOCK SW AND KEY SW TO LOCK POSITION, A LOCK SIGNAL IS INPUT TO TERMINAL 10 OF THE DOOR LOCKCONTROL RELAY AND CAUSES THE RELAY TO FUNCTION. CURRENT FLOWS FROM TERMINAL 8 OF THE RELAY → TERMINAL 4 →TERMINAL 4 OF THE DOOR LOCK SOLENOIDS, TERMINAL 2 OF THE BACK DOOR LOCK SOLENOID (W/G) → TERMINAL 3, TERMINAL4 (W/G) → TERMINAL 3 OF THE RELAY → TERMINAL 16 → TO GROUND AND DOOR LOCK SOLENOID CAUSES THE DOOR TO LOCK.

2. MANUAL UNLOCK OPERATIONTO PUSH DOOR LOCK CONTROL SW AND KEY SW TO UNLOCK POSITION, AN UNLOCK SIGNAL IS INPUT TO TERMINAL 9 (DOORLOCK KEY SW LH), TERMINAL 11 (EX. DOOR LOCK KEY SW LH 2 STEP UNLOCK FUNCTION) OF THE DOOR CONTROL RELAY ANDCAUSES THE RELAY TO FUNCTION. CURRENT FLOWS FROM TERMINAL 8 OF THE RELAY → TERMINAL 3 → TERMINAL 3 OF THEDOOR LOCK SOLENOIDS, TERMINAL 4 OF THE BACK DOOR LOCK SOLENOID (W/G) → TERMINAL 4, TEMRINAL 2 (W/G) → TERMINAL4 OF THE RELAY → TERMINAL 16 → TO GROUND AND DOOR LOCK SOLENOID CAUSES DOOR TO UNLOCK.

3. IGNITION KEY REMINDER OPERATION

* OPERATING DOOR LOCK KNOB (IN DOOR LOCK SOLENOIDS OPERATION)WITH IGNITION KEY IN CYLINDER (UNLOCK WARNING SW ON), WHEN THE DOOR IS OPENED AND LOCKED USING DOOR LOCKKNOB (DOOR LOCK SOLENOID), THE DOOR IS LOCKED ONCE BUT EACH DOOR IS UNLOCKED SOON BY THE FUNCTION OFRELAY. AS A RESULT, THE CURRENT FLOWS FROM TERMINAL 8 OF THE RELAY → TERMINAL 3 → TERMINAL 3 OF THE DOORLOCK SOLENOIDS, TERMINAL 4 OF THE BACK DOOR LOCK SOLENOID (W/G) → TERMINAL 4, TERMINAL 2 (W/G) → TERMINAL 4 OFTHE RELAY → TERMINAL 16 → TO GROUND AND CAUSES ALL THE DOORS TO UNLOCK.

* OPERATING DOOR LOCK CONTROL SW OR DOOR LOCK KEY SWWITH IGNITION KEY IN CYLINDER (UNLOCK WARNING SW ON), WHEN THE DOOR IS OPENED AND LOCKED USING DOOR LOCKCONTROL SW OR KEY SW, THE DOOR IS LOCKED ONCE BUT EACH DOOR IS UNLOCK BY THE FUNCTION OF SW CONTAINED INSOLENOIDS, WHICH THE SIGNAL IS INPUT TO TERMINAL 9 OF THE RELAY. ACCORDING TO THIS INPUT SIGNAL, THE CURRENT INRELAY FLOWS FROM TERMINAL 8 OF THE RELAY → TERMINAL 3 → TERMINAL 3 OF THE DOOR LOCK SOLENOIDS, TERMINAL 4OF THE BACK DOOR LOCK SOLENOID (W/G) → TERMINAL 4, TERMINAL 2 (W/G) → TERMINAL 4 OF THE RELAY → TERMINAL 16 →TO GROUND AND CAUSES ALL THE DOOR TO UNLOCK.

* IN CASE OF KEY LESS LOCKWITH IGNITION KEY IN CYLINDER (UNLOCK WARNING SW ON), WHEN THE UNLOCK FUNCTION IS DISTURBED MORE THAN 0.2SECONDS, FOR EXAMPLE PUSHING THE DOOR LOCK KNOB ETC., THE DOOR HOLDS ON LOCK CONDITION. CLOSING THE DOORAFTER, DOOR COURTESY SW INPUTS THE SIGNAL INTO RELAY. BY THIS INPUT SIGNAL, THE RELAY WORKS AND CURRENTFLOWS FROM TERMINAL 8 OF THE RELAY → TERMINAL 3 → TERMINAL 3 OF THE DOOR LOCK SOLENOIDS, TERMINAL 4 OF THEBACK DOOR LOCK SOLENOID (W/G) → TERMINAL 4, TERMINAL 2 (W/G) → TERMINAL 4 OF THE RELAY → TERMINAL 16 → TOGROUND AND CAUSES ALL THE DOORS TO UNLOCK.

(A) DOOR LOCK CONTROL RELAY2–GROUND : CONTINTUITY WITH DRIVER’S DOOR OPEN8–GROUND : ALWAYS APPROX. 12 VOLTS

16–GROUND : ALWAYS CONTINTUITY4–GROUND : APPROX. 12 VOLTS 0.2 SECONDS WITH FOLLOWING OPERATION

DOOR LOCK CONTROL SW LOCKEDLOCKING THE DRIVER’S, PASSENGER’S DOOR CYLINDER WITH KEY

3–GROUND : APPROX. 12 VOLTS 0.2 SECONDS WITH FOLLOWING OPERATIONDOOR LOCK CONTROL SW UNLOCKEDDOOR LOCK CONTROL SW LOCKED WITH IGNITION KEY IN CYLINDER AND DRIVER’S DOOR OPEN(IGNITION KEY REMINDER FUNCTION)DOOR LOCK KNOB LOCKED WITH IGNITION KEY IN CYLINDER AND DRIVER’S DOOR OPEN(IGNITION KEY REMINDER FUNCTION)UNLOCKING THE DRIVER’S, PASSENGER’S DOOR CYLINDER WITH KEY

10–GROUND : 0 VOLT WITH DOOR LOCK CONTROL SW LOCKED ORDRIVER’S, PASSENGER’S DOOR LOCK CYLINDER LOCKED WITH KEY

14–GROUND : CONTINUITY WITH PASSENGER’S DOOR OPEN6–GROUND : 12 VOLTS WITH DRIVER’S DOOR LOCK KNOB UNLOCKED5–GROUND : CONTINUITY WITH PASSENGER’S DOOR LOCK KNOB UNLOCKED7–GROUND : CONTINUITY WITH IGNITION KEY IN CYLINDER9–GROUND : 0 VOLT WITH DRIVER’S DOOR LOCK CYLINDER UNLOCKED WITH KEY

11–GROUND : 0 VOLT WITH DOOR LOCK CONTROL SW UNLOCKED OR PASSENGER’S DOOR LOCK CYLINDER UNLOCKED WITH KEY(B) (D) DOOR LOCK KEY SW

2–3 : CLOSED WITH DOOR LOCK CYLINDER LOCKED WITH KEY1–2 : CLOSED WITH DOOR LOCK CYLINDER UNLOCKED WITH KEY

(F) (G) DOOR LOCK SOLENOID1–2 : CLOSED WITH UNLOCK POSITION

(K) UNLOCK WARNING SW1–2 : CLOSED WITH IGNITION KEY IN CYLINDER

(L) (M) DOOR COURTESY SW1–GROUND : CLOSED WITH DOOR OPEN

SERVICE HINTSSYSTEM OUTLINE

SERVICE HINTS

109

: PARTS LOCATION


A D16 28 F D29 26 (S/D), 27 (STATION W/G) K U1 28

B D28 26 (S/D), 27 (STATION W/G) G D30 26 (S/D), 27 (STATION W/G) L D19 26 (S/D), 27 (STATION W/G)

C D26 26 (S/D), 27 (STATION W/G) H D31 26 (S/D), 27 (STATION W/G) M D20 26 (S/D), 27 (STATION W/G)

D D27 26 (S/D), 27 (STATION W/G) I D32 26 (S/D), 27 (STATION W/G) N D21 26 (S/D), 27 (STATION W/G)

E P6 26 (S/D), 27 (STATION W/G) J B9 27

: RELAY BLOCKS















O134 FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)

O234 FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)

S136 (S/D)

REAR DOOR WIRE LH AND FLOOR NO 1 WIRE (LEFT CENTER PILLAR)S138 (STATION W/G)

REAR DOOR WIRE LH AND FLOOR NO. 1 WIRE (LEFT CENTER PILLAR)

T136 (S/D)

REAR DOOR WIRE RH AND FLOOR NO 2 WIRE (RIGHT CENTER PILLAR)T138 (STATION W/G)

REAR DOOR WIRE RH AND FLOOR NO. 2 WIRE (RIGHT CENTER PILLAR)



: GROUND POINTS




110

BACK DOOR LOCK (STATION W/G)

1

1

E

H1

11

W2

2

W2

3

H1

5

Y2

2

Y2

3 2

43

1

2

4

LOC

K

UN

LOC

K

W–L

W–

B

L–B

L–R L–R

L–B L–B

L–R L–R

L–B

30APOWERCB

BACK DOOR LOCKCONTROL SW

BACK DOOR LOCKSOLENOID

B

A

1 2

3 42

4

A B

I1I1

(CANADA)14

(USA) 6

W–L

1–GROUND : ALWAYS APPROX. 12 VOLTS2–GROUND : ALWAYS CONTINUITY

: PARTS LOCATION


A B3 28 B B9 27

: RELAY BLOCKS









: GROUND POINTS



SERVICE HINTS

111

HORN

HORNHORN SW[COMB. SW]

C

1

C

10

D22

4

2

4

3

G–R

G–R

G–W

G–B

G–W

G–R

D21

4

4

4

1

HORNRELAY

A B1011

G–B

BA BLACK BLACK

G–W

LH RH

15AHAZ–HORN

2A5

HORN RELAY2 (4)–4 (4) : CLOSED WITH HORN SW ON

: PARTS LOCATION


A H4 24 (2VZ–FE), 25 (3S–FE) B H3 24 (2VZ–FE), 25 (3S–FE) B C14 28

: RELAY BLOCKS





2A 20 ENGINE ROOM MAIN WIRE AND J/B NO. 2 (ENGINE COMARTMENT LEFT)



D222 (2VZ–FE)



SERVICE HINTS

112

REMOTE CONTROL MIRRORS

MM MM

B

E2 E2 E2 O1O1O16 7 11 6 1 3

E

REMOTE CONTROLMIRROR SW

RH RH

LE

FT

RIG

HT

UP

DO

WN

LE

FT

UP

RIG

HT

DO

WN

LHLH

GR

GR

CB

BR

–Y

BR

–W

LG

–B

LG

W–

B

W–

B

LG

–R

OP

ER

AT

ION

SW

SE

LE

CT

SW

REMOTECONTROLMIRROR LH

REMOTECONROLMIRROR RH

BR

–Y

BR

–W

LG

–B

LG

LG

–R

BR

–Y

BR

–W

LG

–R

LG

–B

LG

LG

–R

W–

B

231231

F2

1

371856

4

LG

–B

BR

–W

LG

BR–Y

LG–R

I1

I1

(USA)15(CANADA) 6

I1

I1

14

7

I1

I1

(USA)11(CANADA) 9

I1

I1

13

8I110

LG

–B

LG

LG

–R

(USA)

(CANADA)

A

1

7. 5ARADIO

1F

113

REMOTE CONTROL MIRROR SW(A) 4–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ACC OR ON POSITION(A) 7–(A) 3 : CONTINUITY WITH OPERATION SW AT UP OR LEFT POSITION(A) 4, (A) 7 : CONTINUITY WITH OPERATION SW AT DOWN OR RIGHT POSITION

: PARTS LOCATION


A R9 28 C R22 26 (S/D), 27 (STATION W/G)

B R21 26 (S/D), 27 (STATION W/G)










: GROUND POINTS



1 2 3

CB

1 3

4 5 6 7 8

A

SERVICE HINTS

114

AUTOMATIC SHOULDER BELT (USA)

M M

L–W

LL

9 10 2

6 8 1 3

R–G

R–B

R–Y

R–W

R–

W

R–

B

R–

Y

R–

W

2 211

B C

W–B

W–B

W–B

D

G

W–B

2

1

W–B

W–B

I H

W–B

BUZZER

13 15 17 7

W–B

BELT COMPUTERA

G–W

G–L

30AAUTOMATICSHOULDERBELT CB

AUTOMATIC SHOULDER

BU

CK

LES

W

UN

LOC

KW

AR

NIN

GS

W

MOTOR RHMOTOR LH

W–B

Q17 Q110 R11 R12

Q18

22

Q12

G16

Q11221

1

2

F

E

E

F

(W/ POWER SEAT)

(W/ POWER SEAT)

(W/O POWER SEAT)

(W/O POWER SEAT)2

1

1

2

(W/ POWER SEAT)

(W/ POWER SEAT)

R–Y

P–L

46

G–WR–L

Q1

9 R–LR–L

G19

Q15

R–Y

R–Y

G–L

G–

LW

–B

G–L

AUTOMATIC SHOULDERBELT MOTOR

AU

TO

MA

TIC

SH

OU

LDE

RB

ELT

SP

OO

LR

ELE

AS

ES

W

1

2

115

R–L

J

2 1 Y

5 18

LG–

R

R

LG–R

4

3

R

3

M1

2 3 2

11 ON

W–B

31 1

2 4 2

LGLG

16 11 12

Y

YY

Y

[COMB. METER]SEAT BELT WARNING LIGHT

AUTOMATIC SHOULDER BELTRELEASE LEVER WARNING LIGHT

MOTOR CONTROL AND WARNING

FROM DOOR LOCKCONTROL RELAY

AUTOMATICSHOULDER BELTSW LH

AUTOMATICSHOULDER BELTSW RH

CLOSE OPEN CLOSE OPEN

RE

AR

LH

LIM

ITS

W

FRO

NT

LH

RE

AR

RH

LIM

ITS

W

FRO

NT

RH

W–B W–B

DO

OR

CO

UR

TES

YS

WF

RO

NT

LH

Y

G18 G17 N19 N18

E210 E25 O18 O14

Q11 Q14 Q111 R14 R13

O17E22

Q13

F1

3

H1

17

H I6 6

K L

R–L

G–W

G–L

LG–B

LG–Y

LG–B

LG–Y

P–G P P–L

P–B

P–B

P–LP

P–G

P–B

P–LP

P–G

W–B

W–B

4

R–L3B

9J/B NO. 3

7. 5AGAUGE

1D6

1F

2

D

1K5

116

AUTOMATIC SHOULDER BELT (USA)

(A) AUTOMATIC SHOULDER BELT COMPUTER1, 6–GROUND: APPROX. 12 VOLTS WITH DOOR OPEN AND FRONT LIMIT SW ON (RELEASING SHOULDER BELT)3, 8–GROUND: APPROX. 12 VOLTS WITH DOOR CLOSED AND REAR LIMIT SW ON (FASTENING SHOULDER BELT) 4–GROUND: APPROX. 12 VOLTS WITH IGNITION SW ON 5–GROUND: CONTINUITY WITH FRONT LH DOOR OPEN 7–GROUND: CONTINUITY WITH IGNITION KEY IN CYLINDER 9–GROUND: ALWAYS APPROX 12 VOLTS10–GROUND: 0 VOLTS 4–8 SECONDS WITH IGNITION SW ON AND 12 VOLTS 4–8 SECONDS AFTER IGNTION SW ON13–GROUND: ALWAYS CONTINUITY

(D) SPOOL RELEASE SW1–2 : OPEN WITH SPOOL RELEASE LEVER PULLED UP

(E) (F) BUCKLE SW1–2 : OPEN WITH DRIVER’S LAP BELT IN USE

(G) UNLOCK WARNING SW1–2 : CLOSED WITH IGNITION KEY IN CYLINDER

(K) (L) FRONT LIMIT SW1–2 : OPEN WITH BELT ANCHOR AT FRONT END OF GUIDE RAIL

(K) (L) REAR LIMIT SW4–3 : OPEN WITH BELT ANCHOR AT REAR END OF GUIDE RAIL

(M) DOOR COURTESY SW1–GROUND : CLOSED WITH DOOR OPEN

(N) (O) AUTOMATIC SHOULDER BELT SW3–1 : CLOSED WITH DOOR CLOSED2–1 : CLOSED WITH DOOR OPEN

: PARTS LOCATION


A A34 26 (S/D), 27 (STATION W/G) F B10 28 K A35 26 (S/D), 27 (STATION W/G)

B A37 26 (S/D), 27 (STATION W/G) G U1 28 L A36 26 (S/D), 27 (STATION W/G)

C A38 26 (S/D), 27 (STATION W/G) H C13 28 M D19 26 (S/D), 27 (STATION W/G)

D A42 26 (S/D), 27 (STATION W/G) I C11 28 N A40 26 (S/D), 27 (STATION W/G)

E B7 28 J A39 26 (S/D), 27 (STATION W/G) O A41 26 (S/D), 27 (STATION W/G)

: RELAY BLOCKS








1K 18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)










Q136 (S/D)

FLOOR NO 3 WIRE AND FLOOR NO 1 WIRE (FLOOR CENTER)Q138 (STATION W/G)

FLOOR NO. 3 WIRE AND FLOOR NO. 1 WIRE (FLOOR CENTER)

R136 (S/D)

FLOOR NO 3 WIRE AND FLOOR NO 2 WIRE (FLOOR CENTER)R138 (STATION W/G)



SERVICE HINTS

117

: GROUND POINTS




I36 (S/D)


LEFT REAR FENDER

118

UNLOCK AND SEAT BELT WARNING

1

1

2

F13

G112

22

1

2

A

F

E

B

EF

1

21

46

IH

10AECU–B

UN

LOC

KW

AR

NIN

GS

W

SE

AT

BE

LTW

AR

NIN

GLI

GH

T[C

OM

B.

ME

TER

]

6

6

2

1

12

(W/ POWER SEAT)

(W/ POWER SEAT)

(W/ POWER SEAT)

(W/ POWER SEAT)

(W/O POWER SEAT)

(W/O POWER SEAT)

DOOR COURTESYSWFRONT LH

UNLOCKWARNING SW

DOOR LOCKCONTROL RELAY

BUCKLESW

6 1 4

1672

2 5 3

15

TIMER

( W/O

DO

OR

LOC

K)

( W/

DO

OR

LOC

K)

G

I

H

D

C

SEAT BELT WARNING RELAY

W/ DOOR LOCK)

( W/O

DO

OR

LOC

K)

(W/ DOOR LOCK)R–Y

R–Y

R–Y

W–B

W–B

RG

–Y

G–LR–G

W–B

W–B

R–W R

RR

Y

R–L

R–L

R–G

W–B

R

Y

W–B W–B

G–Y

6

6

12

1 2 3

4 5 6

1 2

1 2

1

B

D

E

F

G

A

IC

BROWN

BLACK

BLACK

BLUE

2

I1I1

(USA) 8(CANADA)17

2 7

15 16

H

R–L

R–G

3B9

J/BNO. 3

1N9

1F

2

7. 5AGAUGE

1D5

1L5

1L

5

(

119

1. SEAT BELT WARNING SYSTEMWHEN THE IGNITION SW IS TURNED ON, CURRENT FLOWS FROM THE GAUGE FUSE TO TERMINAL 2 OF THE SEAT BELT WARNINGRELAY. AT THE SAME TIME, CURRENT FLOWS TO TERMINAL 5 THROUGH THE SEAT BELT WARNING LIGHT. THIS CURRENTACTIVATES THE SEAT BELT WARNING RELAY AND CURRENT FLOWS FROM TERMINAL 2 → RELAY → TERMINAL 4 → GROUND, ANDTHE CURRENT WHICH HAS FLOWED THROUGH THE SEAT BELT WARNING LIGHT FOR APPROX. 4–8 SECONDS FLOWS FROMTERMINAL 5 OF THE RELAY → TERMINAL 6 → GROUND, CAUSING THE WARNING LIGHT TO LIGHT UP. AT THE SAME TIME AS THESEAT BELT WARNING LIGHT LIGHTS UP, THE CURRENT APPLIED TO TERMINAL 2 FLOWS THROUGH THE RELAY TO TERMINAL 6 →BUCKLE SW → GROUND, CAUSING THE SEAT BELT WARNING BUZZER TO SOUND FOR ABOUT 4–8 SECONDS. HOWEVER, IF THESEAT BELT IS PUT ON (BUCKLE SW OFF) DURING THIS PERIOD, THEN THE BUZZER WILL STOP.

2. UNLOCK WARNING SYSTEMWITH THE IGNITION KEY INSERTED IN THE KEY CYLINDER (UNLOCK SW ON), THE IGNITION SW STILL OFF AND DOOR OPEN (DOORCOURTESY SW ON), WHEN A SIGNAL IS INPUT TO TERMINAL 1 OF THE RELAY. THE SEAT BELT WARNING RELAY OPERATES,CURRENT FLOWS FROM TERMINAL 3 OF THE RELAY → TERMINAL 4 → GROUND AND THE UNLOCK WARNING BUZZER SOUNDS.

(C) UNLOCK WARNING SWCLOSED WITH IGNITION KEY IN CYLINDER

(D) SEAT BELT WARNING RELAY 4–GROUND : ALWAYS CONTINUITY 1–GROUND : CONTINUITY WITH DOOR OPEN (W/O DOOR LOCK, POWER WINDOW)

CONTINUITY WITH DOOR OPEN AND IGNITION KEY IN CYLINDER (W/ DOOR LOCK, POWER WINDOW) 2–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON 3–GROUND : APPROX. 12 VOLTS WITH IGNITION KEY IN CYLINDER (W/O DOOR LOCK, POWER WINDOW)

ALWAYS APPROX. 12 VOLTS (W/ DOOR LOCK, POWER WINDOW) 6–GROUND : CONTINUITY UNLESS DRIVER’S LAP BELT IN USE 5–GROUND : 0 VOLT FOR 4–8 SECONDS WITH IGNITION SW ON AND 12 VOLTS 4–8 SECONDS AFTER IGNITION SW ON

(E) (F) BUCKLE SW1–2 : OPEN WITH DRIVER’S LAP BELT IN USE

(G) DOOR COURTESY SW1–GROUND : CLOSED WITH DOOR OPEN

: PARTS LOCATION


A C11 28 D S5 28 G D19 26 (S/D), 27 (STATION W/G)

B C13 28 E B7 28 H D16 28

C U1 28 F B10 28

: RELAY BLOCKS

















: GROUND POINTS



I36 (S/D)


LEFT REAR FENDER

SYSTEM OUTLINE

SERVICE HINTS

120

CRUISE CONTROL

3 10

PI B SPD

A

W–B

B

ED

W–B

W–B

B

B

B

2

B BR

NS

11

OF

FS

W

W–B

7

V–Y

E

13

BR

2

3

E

W–B

H

1

B

17 5

RES SET

W–RW

C

W–B

G–W

B–R R

G–W

B–R Y

CRUISE CONTROL COMPUTER

(A/T)( M

/T)

CR

UIS

EC

ON

TR

OL

SW

[CO

MB

.S

W]

AC

CE

LR

ES

UM

E

SE

TC

OA

ST

CR

UIS

EC

ON

TR

OL

CLU

TCH

SW

( M/T

)

NE

UT

RA

LS

TA

RT

SW

( A/T

)

TO

STA

RT

ER

CRUISECONTROLMAIN SW

F29

K113

F18

BB

–W

FR

OM

IGN

ITIO

NS

W”

ST

1”

B–W

46

4

1

5

3 1 4 17 5

16

I1I1

I1I1

203 (USA)

(CANADA)

I1I1

(CANADA)19

(USA)16

189

SP

EE

DS

EN

SO

R[C

OM

B.

ME

TE

R]

FV

–Y

3

2

1G20

15AECU–IG

3C15

J/BNO. 3

D

1I

13

1F3

121

G–W

G–R

PK RVELCVA/D STP–

6 4 14 2

H

I

1

3

G–W

H

2

4

G–W

G–W

R–Y

G–B

W–B

R–G

W–B

STP+

G–R

G–R

16

R–W

R–W

1G

Y–B

R–W

1512

Y–B

R–W

F14

R–W

M

K

L

1

R–L L–

R

R–YG

R–L

L–R

9 1

VCM VP

W–B

A

S2

8

V–R

V–R

TO TCCS ECUECT SOLENOID

ST

OP

LIG

HT

SW

CR

UIS

EC

ON

TR

OL

ST

OP

SW

CR

UIS

EC

ON

TR

OL

VA

CU

UM

PU

MP

CR

UIS

EC

ON

TRO

LV

AC

UU

MS

W

CRUISE CONTROLACTUATOR

( EX

.E

CT

) TO

O/D

CO

MP

UT

ER

( EC

T) T

OT

CC

SE

CU

TO

BR

AK

EFL

UID

LEV

EL

SW

PA

RK

ING

BR

AK

ES

W

K11

D27 D29 D28 D211 D212

K12

1

CR

UIS

EC

ON

TR

OL

VA

CU

UM

SW

J

Y–B

Y–B

FR

OM

EC

TE

CU

R–L

W–B

2

(W/O A. B. S. )

( W/A

.B

.S

.)

R–L

2

1132

TO

STO

PLI

GH

TS

LIG

HT

FA

ILU

RE

SE

NS

OR

W–B(USA)

BR(CANADA)

CRUISE CONTROL COMPUTERA

1L11

20ASTO P

1B1F

1N3

8 11

3B14

J/BNO. 3

1L

1D

10

8

122

CRUISE CONTROL

VOLTAGE FROM THE BATTERY IS NORMALLY APPLIED TO TERMINAL 16 OF THE CRUISE CONTROL COMPUTER. WHEN THEIGNITION SW IS TURNED TO ON, THE CURRENT FLOWING THROUGH THE ECU–IG FUSE FLOWS THEN TO TERMINAL 3 OF THECRUISE CONTROL MAIN SW. IF AT THIS TIME THE MAIN SW IS TURNED TO ON, THE CURRENT APPLIED TO TERMINAL 3 FLOWSFROM THE POWER INDICATOR → TERMINAL 3 OF THE COMPUTER, CAUSING THE INDICATOR LIGHT TO LIGHT UP. AT THE SAMETIME, CURRENT FLOWS TO TERMINAL 10 OF THE COMPUTER, MAINTAINING THE CRUISE CONTROL SYSTEM IN CONSTANTREADINESS FOR OPERATION.

1. CRUISE CONTROL DRIVINGWHEN THE MAIN SW IS TURNED TO ON AND THE SET SW IS PUSHED IN WITH THE VEHICLE SPEED WITHIN THE SET LIMIT(APPROX. 40km/h, 25MPH TO 200km/h, 124MPH), A SIGNAL IS INPUT TO TERMINAL 5 OF THE COMPUTER AND THE VEHICLE SPEEDAT THAT TIME IS RECORDED IN THE COMPUTER MEMORY AS THE SET SPEED. THE COMPUTER COMPARES THE RECORDED SETSPEED WITH THE ACTUAL VEHICLE SPEED INPUT INTO TERMINAL 7 FROM THE SPEED SENSOR, AND CONTROLS THE CRUISECONTROL ACTUATOR IN ORDER TO MAINTAIN THE SET VEHICLE SPEED.WHEN THE ACTUAL VEHICLE SPEED IS LOWER THAN THE SET SPEED, COMPUTER OPERATION LENGTHENS THE PERIOD OFCURRENT FLOW FROM TERMINAL 4 OF THE COMPUTER → TERMINAL 2 OF THE ACTUATOR → THE CONTROL VALVE → TERMINAL 3→ TERMINAL 14 OF THE COMPUTER, THE CABLE IS PULLED IN THE DIRECTION FOR OPENING THROTTLE VALVE AND THE VEHICLESPEED INCREASES.WHEN THE ACTUAL VEHICLE SPEED IS HIGHER THAN THE SET SPEED, A SHORTER PERIOD OF CURRENT FLOW TO THE CONTROLVALVE RETURNS THE CABLE IN THE DIRECTION FOR CLOSING THE THROTTLE VALVE AND THE VEHICLE SPEED DECREASES.<ACTUATOR OPERATION>WHEN THE CRUISE CONTROL SYSTEM OPERATES (THE SET SIGNAL IS INPUT), CURRENT FLOWS FROM THE COMPUTER TO THERELEASE VALVE, CLOSING THE ATMOSPHERIC INTAKE PORT.WHEN THERE IS CONTINUITY TO THE CONTROL VALVE, VACUUM IS INTRODUCED INSIDE THE ACTUATOR, AND WHEN THERE ISNO CONTINUITY, VACUUM INTAKE STOPS AND ATMOSPHERE IS INTRODUCED. IN OTHER WORDS, THE ACTUATOR (THROTTLEVALVE) IS CONTROLLED BY CHANGING THE RATIO OF CONTINUITY AND NON–CONTINUITY TO THE CONTROL VALVE WITHIN ASPECIFIED PERIOD OF TIME.<ROLE OF THE VACUUM SW AND VACUUM PUMP>WHEN THE VACUUM SW TURNS ON DURING CRUISE CONTROL OPERATION, ITS SIGNAL IS INPUT TO TERMINAL 9 OF THECOMPUTER SO THAT THE COMPUTER APPLIES CURRENT TO OPERATE THE VACUUM PUMP (TERMINAL 1 OF THE COMPUTER →TERMINAL 1 OF THE PUMP → TERMINAL 2 → GROUND) AND SUPPLEMENT THE ENGINE VACUUM WHICH BY ITSELF IS INADEQUATEFOR CONTROL.

2. CANCEL MECHANISMIF ANY OF THE FOLLOWING OPERATIONS IS PERFORMED DURING CRUISE CONTROL, THEN CONTINUITY TO THE CONTROL VALVEAND THE RELEASE VALVE IS CUT OFF AND CRUISE CONTROL IS RELEASED:∗ DEPRESSING THE CLUTCH PEDAL (CLUTCH SW ON), SIGNAL INPUT TO TERMINAL 11 OF THE COMPUTER.∗ PLACING THE NEUTRAL START SW IN “N” RANGE (NEUTRAL START SW ON), SIGNAL INPUT TO TERMINAL 11 OF THE COMPUTER.∗ DEPRESSING THE BRAKES PEDAL (STOP LIGHT SW ON), SIGNAL INPUT TO TERMINAL 15 OF THE COMPUTER.∗ PULLING THE PARKING BRAKE LEVER (PARKING BRAKE SW ON), SIGNAL INPUT TO TERMINAL 12 OF THE COMPUTER.

3. COAST CONTROLWHILE THE COAST SW IS ON DURING CRUISE CONTROL, CURRENT FLOW TO THE CONTROL VALVE AND RELEASE VALVE ISSTOPPED AND THE VEHICLE DECELERATES UNTIL THE SW IS RELEASED. THE VEHICLE SPEED WHEN THE SW IS RELEASED ISTHEN RECORDED IN MEMORY.

4. RESUME CONTROLBY TURNING THE RESUME SW TO ON AFTER CANCELLATION OF THE CRUISE CONTROL SYSTEMS, THE VEHICLE SPEED WILLRETURN TO THE SPEED SET BEFORE CANCELLATION, PROVIDED THAT THE VEHICLE SPEED IS WITHIN THE SET LIMITS.

5. ACCEL CONTROLWHEN THE ACCEL SW IS TURNED TO ON DURING CRUISE CONTROL DRIVING, CURRENT CONTINUES TO FLOW TO THE CONTROLVALVE AND THE VEHICLE ACCELERATES. THE VEHICLE SPEED WHEN THE SW IS TURNED OFF IS RECORDED IN MEMORY.

(A) CRUISE CONTROL COMPUTER(DISCONNECT THE COMPUTER CONNECTOR) 2–14 : APPROX. 68 (ACTUATOR RELEASE VALVE) 4–14 : APPROX. 30 (ACTUATOR CONTROL VALVE) 5–GROUND : CONTINUITY WITH SET, COAST SW ON 7–GROUND : 1 PULSE EACH 40 CM (DRIVE VEHICLE SLOWRY)11–GROUND: CONTINUITY WITH CLUTCH PEDAL DEPRESSED (M/T) OR SHIFT LEVER IN N OR P RANGE (A/T)

(ONE OF THE CANCEL SW)12–GROUND: CONTINUITY WITH PKB LEVER PULL UP (ONE OF THE CANCEL SW) OR BRAKE FLUID LEVEL WARNING SW ON13–GROUND: ALWAYS CONTINUITY17–GROUND: CONTINUITY WITH RESUME, ACCEL SW ON10–GROUND: APPROX. 12 VOLTS WITH IGNITION SW ON AND CRUISE CONTROL MAIN SW ON15–GROUND: APPROX. 12 VOLTS WITH BRAKE PEDAL DEPRESSED (ONE OF THE CANCEL SW)16–GROUND: ALWAYS APPROX. 12 VOLTS

SYSTEM OUTLINE

SERVICE HINTS

123

: PARTS LOCATION


A C17 28 E N1 24 (2VZ–FE), 25 (3S–FE) I C3 24 (2VZ–FE), 25 (3S–FE)

B C18 28 R C13 28 J C5 24 (2VZ–FE), 25 (3S–FE)

C C15 28 G P1 28 K C5 24 (2VZ–FE), 25 (3S–FE)

D C16 28 H S9 28 L C4 24 (2VZ–FE), 25 (3S–FE)







1I


1N


3B22 INSTRUMENT PANEL WIRE AND J/B NO 3 (INSTRUMENT PANEL LEFT)

3C22 INSTRUMENT PANEL WIRE AND J/B NO. 3 (INSTRUMENT PANEL LEFT)



D230 (2VZ–FE)







: GROUND POINTS


A30 (2VZ–FE)


RIGHT FENDER




124

ECT AND A/T INDICATOR (2VZ–FE)

3

1

K110 L13

F13

L17

K12

D D F F F

FFFEEE

3

1

B

5

3

3 2 1 6 17

6

4

5

19 18 17 8 7 20

15163713

TOC

RU

ISE

CO

NT

RO

LC

OM

PU

TER C

HE

CK

CO

NN

EC

TO

R

O/D

MA

INS

W

SP

EE

DS

EN

SO

R

LOC

K–U

P

NO

.2

N0.

1

TCCS ECU

PATERN SELECT SW

STOP LIGHTSW

L–Y

R–B

L–R

R

O

R–L

G–O

G–O

W–B

L–Y

L–R

V–R

R–L

R–L

R–L

W–B

V

V–R

L–Y

LG–B

BR

–B

V–R

BR

G–O

G–O

V–R

G–W

G–W

G–R Y

Y

OR

R–B

L–R

L–R

W–B

B

A

G

H

I

ECT SOLENOID

E1

TT

NORM

PWR

B

OD2DGSP2SLS2S1

BK PWR R N 2

F

D113

C14

F D D

2 1 BRG

EFI WATER TEMP.SENSOR

C

9412

IGSW BATT THW E2

BB

–OB

–O

W–L

W–L

D

TE1

6

Y–G

15

T

R–BD1

41L11 1F2 1I11

20ASTOP

7. 5AGAUGE

15AEFI

2G2

7. 5AIGN

1I6

3D7

3C

7

J/BNO. 3

125

PRND2L

R–L

R–L

10

C1

3

6

4 9 8 7 15

R–B

Y–L O R

G–W

Y–L O R

4712312 13 5 8

R–B

G–W

L1L1L1L1L1L1 21517192018

W–B

11

L–R

L–Y

G–O

B–O

B–

O

(NEUTRAL START SW)A/T INDICATOR SW

PW

R

NO

RM

L 2 D

O/D

OF

F

PRN

A/T INDICATOR

F18

R–L

R–B

L–Y

R–B

L–R

R

O

Y–L

G–O

W–B

Y–L O

B–O R

R–B

F

F

21

9

L SP1

L16

E

W–B

W–B

V–Y

W–

W–B

K

L

SPEEDSENSOR

J

V–Y

3

2

F14

OD1

Y–B

TO C/C COMPUTER

3D15

3D

14

J/B NO. 3

B

D

1F3

126


PREVIOUS AUTOMATIC TRANSMISSIONS HAVE SELECTED EACH GEAR SHIFT USING MECHANICALLY CONTROLLED THROTTLEHYDRAULIC PRESSURE, GOVERNOR HYDRAULIC PRESSURE AND LOCK–UP HYDRAULIC PRESSURE. THE ECT, HOWEVER,ELECTRICALLY CONTROLS THE LINE PRESSURE AND LOCK–UP PRESSURE ETC., THROUGH THE SOLENOID VALVE. TCCSCOMPUTER CONTROL OF THE SOLENOID VALVE BASED ON THE INPUT SIGNALS FROM EACH SENSOR MAKES SMOOTH DRIVINGPOSSIBLE BY SHIFT SELECTION FOR EACH GEAR WHICH IS MOST APPROPRIATE TO THE DRIVING CONDITIONS AT THAT TIME.

1. GEAR SHIFT OPERATIONDURING DRIVING, THE COMPUTER SELECTS THE SHIFT FOR EACH GEAR WHICH IS MOST APPROPRIATE TO THE DRIVINGCONDITIONS, BASED ON INPUT SIGNALS FROM THE EFI WATER TEMP. SENSOR TO TERMINAL THW OF THE TCCS COMPUTER, ANDALSO THE INPUT SIGNALS TO TERMINAL SP2 OF THE COMPUTER FROM THE SPEED SENSOR DEVOTED TO THE ECT. CURRENT ISTHEN OUTPUT TO THE ECT SOLENOIDS. WHEN SHIFTING TO 1ST SPEED, CURRENT FLOWS FROM TERMINAL S1 OF THECOMPUTER → TERMINAL 3 OF THE ECT SOLENOIDS → GROUND, AND CONTINUITY TO THE NO. 1 SOLENOID CAUSES THE SHIFT.

FOR 2ND SPEED, CURRENT FLOWS FROM TERMINAL S1 OF THE COMPUTER → TERMINAL 3 OF THE ECT SOLENOIDS → GROUND,AND FROM TERMINAL S2 OF THE COMPUTER → TERMINAL 2 OF THE ECT SOLENOIDS → GROUND, AND CONTINUITY TOSOLENOIDS 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 (OVER DRIVE) TAKES PLACE WHEN THERE IS NO CONTINUITY TO EITHER NO. 1 OR NO. 2 SOLENOID.

2. LOCK–UP OPERATIONWHEN THE TCCS COMPUTER JUDGES FROM EACH SIGNAL THAT LOCK–UP OPERATION CONDITIONS HAVE BEEN MET, CURRENTFLOWS FROM TERMINAL SL OF THE TCCS COMPUTER → TERMINAL 1 OF THE ECT SOLENOID → GROUND, CAUSING CONTINUITYTO THE LOCK–UP SOLENOID AND CAUSING LOCK–UP OPERATION.

3. STOP LIGHT SW CIRCUITIF THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) WHEN DRIVING IN LOCK–UP CONDITION, A SIGNAL IS INPUT TOTERMINAL BK OF THE COMPUTER, THE COMPUTER 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 TO TERMINAL OD2 OF THECOMPUTER AND COMPUTER OPERATION CAUSES GEAR SHIFT WHEN THE CONDITIONS FOR OVERDRIVE ARE MET.

* O/D MAIN SW OFF

WHEN THE OVERDRIVE SW IS TURNED TO OFF, THE CURRENT FLOWING THROUGH THE O/D OFF INDICATOR LIGHT FLOWSTHROUGH THE O/D MAIN SW TO GROUND, CAUSING THE INDICATOR LIGHT TO LIGHT UP. AT THE SAME TIME, A SIGNAL IS INPUTTO TERMINAL OD2 OF THE COMPUTER AND COMPUTER OPERATION PREVENTS SHIFT INTO OVERDRIVE.

5. ECT PATTERN SELECT SW CIRCUITIF THE ECT PATTERN SELECT SW IS CHANGED FROM NORMAL TO POWER, THE CURRENT FLOWING THROUGH THE POWERINDICATOR FLOWS TO GROUND, CURRENT FLOWS TO TERMINAL PWR OF THE TCCS COMPUTER, THE COMPUTER OPERATES,AND SHIFT UP AND SHIFT DOWN OCCUR AT HIGHER VEHICLE SPEEDS THAN WHEN THE SW IS IN NORMAL POSITION.

SYSTEM OUTLINE

127

TCCS ECU (TURN ON THE IGNITION SW)(E) 19–(E) 24 : APPROX. 12 VOLTS WITH SHIFT LEVER AT D, 2 OR L RANGE

0 VOLT WITH SHIFT LEVER AT P, R OR N RANGE(E) 7,18–(E) 24 : 0 VOLT(D) 7–(E) 24 : APPROX. 12 VOLTS WITH PATTERN SELECT SW AT PWR POSITION

0–2 VOLTS WITH PATTERN SELECT SW AT NORM POSITION(D) 13–(E) 24 : APPROX. 12 VOLTS WITH BRAKE PEDAL DEPRESSED

0 VOLT WITH BRAKE PEDAL RELEASED(D) 4–(D) 9 : 0.1–1.0 VOLTS WITH COOLANT TEMP. 80°C (176°F)(D) 12–(D) 9 : 0 VOLT WITH THROTTLE VALVE FULLY CLOSED

APPROX. 12 VOLTS WITH THROTTLE VALVE OPEN(D) 11–(D) 9 : 0.1–1.0 VOLTS WITH THROTTLE VALVE FULLY CLOSED

4–5 VOLTS WITH THROTTLE VALVE FULLY OPEN(D) 1–(D) 9 : 4–6 VOLTS(F) 21–(E) 24 : 5 VOLTS(F) 20–(E) 24 : APPROX. 12 VOLTS O/D MAIN SWITCH TURNED ON

0 VOLT O/D MAIN SWITCH TURNED OFF(F) 9–(E) 24 : 0 OR 5 VOLTS CRUISE CONTROL MAIN SW OFF AND STANDING STILL

2–3 VOLTS CRUISE CONTROL MAIN SW OFF AND VEHICLE MOVING(F) 8–(E) 24 : 0 OR 5 VOLTS WITH STANDING STILL

2–3 VOLTS WITH VEHICLE MOVING(F) 3–(E) 24 : 10–14 VOLTS WITH SHIFT LEVER A/T R RANGE

0–2 VOLTS WITH SHIFT LEVER AT EXCEPT R RANGE(F) 16–(E) 24 : 10–14 VOLTS WITH SHIFT LEVER AT N RANGE

0–2 VOLTS WITH SHIFT LEVER AT EXCEPT N RANGE(F) 15–(E) 24 : 10–14 VOLTS WITH SHIFT LEVER AT 2 RANGE

0–2 VOLTS WITH SHIFT LEVER AT EXCEPT 2 RANGE(F) 14–(E) 24 : 10–14 VOLTS WITH SHIFT LEVER AT L RANGE

0–2 VOLTS WITH SHIFT LEVER AT EXCEPT L RANGE(F) 2–(E) 24 : 10–14 VOLTS(F) 1–(E) 24 : 10–14 VOLTS

(G) ECT SOLENOID1, 2, 3–GROUND : EACH 11–15 Ω

(I) O/D MAIN SW1–3 : CLOSED WITH O/D MAIN SW OFF OPEN WITH O/D MAIN SW ON

: PARTS LOCATION


A S9 28 E T4 28 I O1 28

B E7 28 F T2 28 J C13 28

C E2 24 G E1 24 K N1 24

D T3 28 H C1 24 L A26 28




1I18 COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)



3C22 INSTRUMENT PANEL WIRE AND J/B NO 3 (INSTRUMENT PANEL LEFT)

3D22 INSTRUMENT PANEL WIRE AND J/B NO. 3 (INSTRUMENT PANEL LEFT)




D1 30 ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)




SERVICE HINTS

128


: GROUND POINTS





129

ECT AND A/T INDICATOR (3S–FE)

PREVIOUS AUTOMATIC TRANSMISSIONS HAVE SELECTED EACH GEAR SHIFT USING MECHANICALLY CONTROLLED THROTTLEHYDRAULIC PRESSURE, GOVERNOR HYDRAULIC PRESSURE AND LOCK–UP HYDRAULIC PRESSURE. THE ECT, HOWEVER,ELECTRICALLY CONTROLS THE LINE PRESSURE AND LOCK–UP PRESSURE ETC., THROUGH THE SOLENOID VALVE. ECTCOMPUTER CONTROL OF THE SOLENOID VALVE BASED ON THE INPUT SIGNALS FROM EACH SENSOR MAKES SMOOTH DRIVINGPOSSIBLE BY SHIFT SELECTION FOR EACH GEAR WHICH IS MOST APPROPRIATE TO THE DRIVING CONDITIONS AT THAT TIME.

1. GEAR SHIFT OPERATIONDURING DRIVING, THE COMPUTER SELECTS THE SHIFT FOR EACH GEAR WHICH IS MOST APPROPRIATE TO THE DRIVINGCONDITIONS, BASED ON INPUT SIGNALS FROM THE TCCS ECU TO TERMINALS IDL, L1, L2 AND L3 OF THE ECT COMPUTER, ANDALSO THE INPUT SIGNALS TO TERMINAL SP2 (FWD), OF THE COMPUTER FROM THE SPEED SENSOR. CURRENT IS THEN OUTPUTTO THE ECT SOLENOIDS. WHEN SHIFTING TO 1ST SPEED, CURRENT FLOWS FROM TERMINAL S1 OF THE COMPUTER → TERMINAL3 (FWD), 2 (4WD) OF THE ECT SOLENOIDS → GROUND, AND CONTINUITY TO THE NO. 1 SOLENOID CAUSES THE SHIFT.

FOR 2ND SPEED, CURRENT FLOWS FROM TERMINAL S1 OF THE COMPUTER → TERMINAL 3 (FWD), 2 (4WD) OF THE ECTSOLENOIDS → GROUND, AND FROM TERMINAL S2 OF THE COMPUTER → TERMINAL 2 (FWD), 1 (4WD) OF THE ECT SOLENOIDS →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 OPERATIONWHEN THE ECT COMPUTER JUDGES FROM EACH SIGNAL THAT LOCK–UP OPERATION CONDITIONS HAVE BEEN MET, CURRENTFLOWS FROM TERMINAL SL OF THE ECT COMPUTER → TERMINAL 1 (FWD), 3 (4WD) OF THE ECT SOLENOID → GROUND, CAUSINGCONTINUITY TO THE LOCK–UP SOLENOID AND CAUSING LOCK–UP OPERATION.

3. STOP LIGHT SW CIRCUITIF THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) WHEN DRIVING IN LOCK–UP CONDITION, A SIGNAL IS INPUT TOTERMINAL BK OF THE COMPUTER, THE COMPUTER 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 TO TERMINAL OD2 OF THECOMPUTER AND COMPUTER OPERATION CAUSES GEAR SHIFT WHEN THE CONDITIONS FOR OVERDRIVE ARE MET.

* O/D MAIN SW OFF

WHEN THE OVERDRIVE SW IS TURNED TO OFF, THE CURRENT FLOWING THROUGH THE O/D OFF INDICATOR LIGHT FLOWSTHROUGH THE O/D MAIN SW TO GROUND, CAUSING THE INDICATOR LIGHT TO LIGHT UP. AT THE SAME TIME, A SIGNAL IS INPUTTO TERMINAL OD2 OF THE COMPUTER AND COMPUTER OPERATION PREVENTS SHIFT INTO OVERDRIVE.

5. ECT PATTERN SELECT SW CIRCUITIF THE ECT PATTERN SELECT SW IS CHANGED FROM NORMAL TO POWER, THE CURRENT FLOWING THROUGH THE POWERINDICATOR FLOWS TO GROUND, CURRENT FLOWS TO TERMINAL PWR OF THE ECT COMPUTER, THE COMPUTER OPERATES, ANDSHIFT UP AND SHIFT DOWN OCCUR AT HIGHER VEHICLE SPEEDS THAN WHEN THE SW IS IN NORMAL POSITION.

SYSTEM OUTLINE

130


3

1

D1

4

C1

3

F16

F13

L48F212 K110

L36L37 L111 L32 L31 L35 L310 L311 L312

K11 K12

D D D D

CCCC

C C C C C C C C C C

EEEDEEEED

K14F29

L4(FWD)3

R–L R–B R–L

R–L

R–L

L–Y

L–R

NORM

PWR

R–L

R–L

Y

L–Y

L–Y

L–Y

L–Y

L–Y

R

R–Y G

–W

B–R

L–R

L–R

R–W

G–W

B–R

G–R

G–W

Y

W–B

L

Y–R

Y–G L–B

Y–B

V–RV P

(FWD) V–RY–B

B

(FWD)(ALL–TRAC/4WD)

( FW

D)

( FW

D)

STOP LIGHTSW

ECT PATTERN SELECT SW

(FWD)

(FWD)

23

7

22

2

24

1

8

5

1510

7

11

8

12

9

17

12

4

4

3

3

2

13

1

12

19

10

ECT ECU

A

B

BB

I J J J J M M MLLLHHHHG

J

L

3 6 8

V–Y V–Y

L

BR

( FW

D)

W–B

( ALL

–TR

AC

/4W

D) L

L

Y–B

V–R

P( A

LL–T

RA

C/4

WD

)

V–RV

Y–R

Y–G L–

B

Y–B

L–Y

( FW

D)

LG–B

BR

L66

77

1313

66

1414

32

21

13

6

10

(FWD)

IDL L3 L2 L1 ECT

SPD

CR

UIS

EC

ON

TR

OL

CO

MP

UT

ER

EC

TS

OLE

NO

ID

TH

RO

TTL

EP

OS

ITIO

NS

EN

SO

R TCCS ECU

( FW

D)

( ALL

–TR

AC

/4W

D)

( FW

D)

FK

(ALL–TRAC/4WD)

(ALL–TRAC/4WD)

( ALL

–TR

AC

/4W

D)

(ALL–TRAC/4WD)

( ALL

–TR

AC

/4W

D)

(ALL–TRAC/4WD)

( ALL

–TR

AC

/4W

D)

6

5

4

NO

.1

NO

.2

LOC

K–U

P

SP

EE

DS

EN

SO

R

GND IDL L3 L2 L1 OD1 S1 S2 SL SP2

+B BK IG PWR

5

2F2

20ADOME

1L111F21G

1N201

1I

11

20ASTOP

15AECU–IG

7. 5AGAUGE

3C13

J/BNO. 3

1G1

1L10( A

LL–T

RA

C/4

WD

)( F

WD

)

3D

7

3C7

J/B NO. 3

1B14

1G10

131

L 2 D N R P

4 9 8 7 5 1

6

E E E E

CCC

CCC

D D

12 13 5 8 3 2 1 7 4

10 11

L118L418

L120L420

L119L419

L117L417

L15L45

L121L421

R–L

R–L

L–Y

L–R

R–L

R–L

Y–L

O

R

G–W

L–R

L–Y

Y–L O

B–O R

R–B

G–W R–L

Y–L O

B–O R

R–B

G–W

14 17

7 21

16

20

15

5

6

13

8

16

Y–L O

B–O R

R–B

G–W

ECT ECU

A/T INDICATOR

A/T INDICATOR SW(NEUTRAL START SW)

( ALL

–TR

AC

/4W

D)

( FW

D)

E B

F18

L112

L46

3

2

3

117

3

L47

W–B

W–B

G–O

G–O

BR

–B

V–Y

V–Y

W–B

BR

–B

V–Y

W–B

G–O

W–B

G–O

SP

EE

DS

EN

SO

R[C

OM

B.

ME

TE

R]

CH

EC

KC

ON

NE

CT

OR

O/D

MA

INS

W

E1

TT(ECT)

(FWD)

(FWD)

R

PO

Q

( ALL

–TR

AC

/4W

D)

SP1 DG OD2

P N 2 L

W–B

PW

R

NO

RM

L 2 D N R P

O/D

OFF

BR

N

1F3

3D15

D

J/B NO. 33D

14

132


ECT ECU (ELECTRICAL CONTROLED UNIT) (IGNITION SW ON)(C) 19, (D) 10–GROUND : ALWAYS CONTINUITY

(C) 2, (E) 13–GROUND : 5 (12) → 0 → 5 (12) → 0 → 5 (12) VOLTS(C) 3, (E) 3–GROUND : 5 (12) → 0 → 5 (12) VOLTS(C) 4, (E) 4–GROUND : 5 (12) → 0 VOLTS

(C) 1–19, (D) 12–10 : 0 VOLT WITH THROTTLE VALVE FULLY CLOSEDAPPROX. 12 VOLTS WITH THROTTLE VALVE OPENING ABOVE 1.5°

(C) 16–19 : APPROX. 12 VOLTS OR 0 VOLT WITH STANDING STILL6 VOLTS WITH ENGINE RUNNING VEHICLE MOVING (FWD)

(C) 22–19, (D) 2–10 : APPROX. 12 VOLTS WITH BRAKE PEDAL DEPRESSED0 VOLT WITH BRAKE PEDAL NOT DEPRESSED

(C) 21–19, (E) 16–(D) 10 : 10 TO 16 VOLTS WITH SHIFT LEVER AT 2 POSITION0 TO 2 VOLTS WITH SHIFT LEVER EXCEPT 2 POSITION

(C) 20–19, (E) 15–(D) 10 : 10 TO 16 VOLTS WITH SHIFT LEVER AT L POSITION0 TO 2 VOLTS WITH SHIFT LEVER EXCEPT L POSITION

(C) 12–19, (E) 9–(D) 10 : APPROX. 12 VOLTS(C) 10, 11–19, (E) 7, 8–(D) 10 : 0 VOLT

(C) 5–19, (D) 6–10 : 5 (12) VOLTS WITH O/D MAIN SW ON0 VOLT WITH O/D MAIN SW OFF

(C) 24–19, (D) 1–10 : APPROX. 12 VOLTS WITH STANDING STILL: 5 OR 0 VOLTS WITH STANDING STILL

4 VOLTS WITH ENGINE RUNNING (FWD)(C) 8–19, (D) 5–10 : APPROX. 12 VOLTS WITH PATTERN SELECT SW AT PWR POSITION

0 TO 2 VOLTS WITH PATTERN SELECT AT NORM POSITION(C) 23–19, (D) 7–10 : APPROX. 12 VOLTS

(C) 17, (D) 12–GROUND : 0 VOLTS WITH COOLANT TEMP. BELOW 70°C (158°F)5 (12) VOLTS WITH COOLANT TEMP. MORE THAN 70°C (158°F)( ): AISIN COMPUTER

(L) (M) ECT SOLENOID1, 2, 3–GROUND : EACH 11–15 Ω

(P) O/D MAIN SW1–3 : CLOSED WITH O/D MAIN SW OFF OPEN WITH O/D MAIN SW ON

: PARTS LOCATION


A S9 28 G T3 28 (FWD) M E1 25 (ALL–TRAC/4WD)

B E7 28 H T2 28 (FWD) N C13 28

C E4 28 (FWD) I T3 28 (ALL–TRAC/4WD) O C1 25

D E5 28 (ALL–TRAC/4WD) J T2 28 (ALL–TRAC/4WD) P O1 28

E E6 28 (ALL–TRAC/4WD) K C17 28 Q N1 25

F T1 25 L E1 25 (FWD) R A26 28






1I


1N





SERVICE HINTS

133







I1 34 COWL WIRE AND INSTRUMENT PANEL WIRE (NSTRUMENT PANEL CENTER)


L1


L4

34 ENGINE WIRE AND INSTRUMENT PANEL WIRE (BEHIND GLOVE BOX)

: GROUND POINTS





134

OVER DRIVE

(B) O/D SOLENOID1–GROUND : APPROX. 13 Ω

(C) O/D MAIN SW1–3 : CLOSED WITH O/D SW AT OFF POSITION

OPEN WITH O/D SW AT ON POSITION(E) O/D WATER TEMP SW

1–GROUND : CLOSED BELOW 43° C (109° F)OPEN ABOVE 55° C (131° F)

SERVICE HINTS

L1

7

11

4

3

1

3

1

1

2

1

2

O/D WATERTEMP. SW

TO

CR

UIS

EC

ON

TRO

LC

OM

PU

TER

O/DDIODE

O/D MAIN SW

[A/T INDICATOR]

O/D OFFINDICATOR

O/DSOLENOID

G–O G–O

P–L

Y

R–L

Y

R–B

R–L

R–L

P–L

Y–B

Y–B

W–B

W–B

W–B

G–O

Y–B

A

E

C

B

D

F18

D14F13

C13

K11

R–L

G–O

3C7

J/B NO. 3

3D14

J/B NO. 3

1F3

D

1F2

7. 5AGAUGE

1I

11

135

: PARTS LOCATION


A A26 28 C O1 28 E O2 25

B E1 25 D D11 28









C1 32 ENGINE ROOM MAIN WIRE AND ENGINE WIRE (NEAR J/B NOO. 2)


F1 34 INSTRUMENT PANEL WIRE AND COWL WIRE (LEFT KICK PANEL)



: GROUND POINTS



4

1121

1

31 2 3

1

A B C D EBLUEGRAY

136

ALL–TRAC/4WD (w/ ECT)

F13

L313L36 L314 L33 L34 L38 L39

4

3

5

1

C

C D D D D D D

B

F18

3

10 6 5 2 1 11 10

GND SD1 SD2 FR+ FR– RR+ RR–

AUTO

2 2 11

FRONT REARDIFF. LOCKSPEED SENSOR

DIFF. LOCKCONTROL SW

YY

R–W

L–B

L–B

W–B

W–B

W–B

W–B

P–L

G–O

W–L

Y–L

R–L

L–Y

L–Y

R–L

Y–L

W–L

G–O

P–L

W–B

L–B

A

GF

B

ECT ECU

CE

NT

ER

DIF

F.

LOC

KIN

DIC

AT

OR

LIG

HT

W–B

1 2

DIFF. LOCKSOLENOIDE

1F2

7. 5AGAUGE

3A7

J/BNO. 3

3D16

J/BNO. 3

D

1F3

137

ECT ECU(C) 3–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON AND CLOSED WITH DIFF. LOCK CONTROL SW10–GROUND : ALWAYS CONTINUITY

: PARTS LOCATION


A R7 28 D E6 28 G D6 25

B C6 28 E D2 25

C E5 28 F D5 25




3A22 INSTRUMENT PANEL WIRE AND J/B NO 3 (INSTRUMENT PANEL LEFT)






: GROUND POINTS




23

10

3 1 2 5 6

10 11

1 2

1 2

A B C D E

GF BLACK

15

SERVICE HINTS

138

ALL–TRAC/4WD SYSTEM (W/O ECT)

2

1

2

1

2

1

4

1

D1

4

F1

8

L2

1

C1

3

L23

R–L R–B R–L R–L R–L

L–BL–BL–Y

W–B L–BW–BW–B

R–L

L–B

R–L

G–Y

W–B

DIFF.LOCKSOLENOID(FOR DIFF.LOCK, 4WD)

DIFF. LOCKINDICATOR SW

DIFF. LOCKCONTROL SW

CENTER DIFF. LOCKINDICATOR LIGHT

E

D

A BC

1 2

1 2

1

4 3 4

BA C ED

4 3

GRAY

D

1F3

3D

16

3B2

J/B NO. 3

1I11

7. 5AGAUGE

(A) (B) DIFF. LOCK SOLENOID1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION

(C) DIFF. LOCK INDICATOR SW 1–2 : CLOSED WITH DIFF. LOCK INDICATOR SW ON

1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION

: PARTS LOCATION


A D3 25 C D1 25 E C6 28

B D4 25 D R7 28





3B 22INSTRUMENT PANEL WIRE AND J/B NO 3 (INSTRUMENT PANEL LEFT)

3D 22INSTRUMENT PANEL WIRE AND J/B NO. 3 (INSTRUMENT PANEL LEFT)



C1 32 ENGINE ROOM MAIN WIRE AND ENGINE ROOM NO. 4 WIRE (NEAR J/B NO. 2)



L2 34 ENGINE WORE AND INSTRUMENT PANEL WIRE (BEHIND GLOVE BOX)

: GROUND POINTS



SERVICE HINTS

139

CIGARETTE LIGHTER AND CLOCK

SERVICE HINTS(A) CIGARETTE LIGHTER

2–GROUND : APPROX. 12 VOLTS WITH IGNITION SWAT ON OR ACC POSITION

(B) CLOCK3–GROUND : ALWAYS 12 VOLTS (POWER FOR CLOCK)4–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT

ON OR ACC POSITION(POWER FOR INDICATION)

2–GROUND : 12 VOLTS WITH LIGHT CONTROL SW ATTAIL OR HEAD POSITION(SIGNAL OF DIM INDICATION)

1–GROUND : ALWAYS CONTINUITY

F17

F16 F11

F1

8

CIGARETTELIGHTER

CLOCK

1 24

2 4 3

L–Y

L–R

G

L–Y

L–R

L–R

L–R

L–Y

G( U

SA

)

W–

B

W–

B

GL–Y

W–B W–B

G(USA)

A

B

1 2

3 4

A B

G

G(CANADA)

I113

G

RUNNINGLIGHTS RELAY

1F5 2F2 1F6

15ATAIL

15ARADIO

15ACIG

1G10

1B14

3C5 3C12 3C1

J/BNO. 3

J/BNO. 3

J/BNO. 3

3C14

J/BNO. 3

1F

3

D

: PARTS LOCATION


A C7 28 B C9 28







3C 22 INSTRUMENT PANEL WIRE AND J/B NO. 3 (INSTRUMENT PANEL LEFT)





: GROUND POINTS



140

SHIFT LOCK

F21 F29 F212

1

2

B

A

A

B

(W/ CRUISE CONTROL)


(W/ CRUISE CONTROL)


STOP LIGHT SW

F18

1

1

3

2

G–R

G–W

R–W

R–Y

B–RGR

B–RGR

1 3 6

KEY INTERLOCKSOLENOID

W–B

LW

–B

W–B

W–B

54

W–B

SHIFT LOCK CONTROLCOMPUTER

C

D

SHIFT LOCKCONTROL SW

SHIFT LOCKSOLENOID

P1

P

P2

SL–

SL+

TIMER

I1I1

(USA) 1(CANADA)11

L

1G1

1L10

1F1 1G20 1L11

7. 5ARADIO

15AECU–IG

20ASTOP

3D14

J/BNO. 3

1F3

1M

7

D

141

WHEN THE IGNITION SW IS TURNED TO ACC POSITION THE CURRENT FROM THE RADIO FUSE FLOWS TO TERMINAL 1 OF THESHIFT LOCK CONTROL COMPUTER, IN THE ON POSITION, THE CURRENT FROM THE ECU–IG FUSE FLOWS TO TERMINAL 3 OF THECOMPUTER.

1. SHIFT LOCK MECHANISMWITH THE IGNITION SW ON, WHEN A SIGNAL THAT THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) AND A SIGNAL THATTHE SHIFT LEVER IS PUT IN “P” RANGE (CONTINUITY BETWEEN P1 AND P OF THE SHIFT POSITION SW) IS INPUT TO THECOMPUTER, THE COMPUTER OPERATES AND CURRENT FLOWS FROM TERMINAL 3 OF THE COMPUTER → TERMINAL SL+ OF THESHIFT LOCK SOLENOID → SOLENOID → TERMINAL SL– → TERMINAL 5 OF THE COMPUTER → GROUND. THIS CAUSES THE SHIFTLOCK SOLENOID TO TURN ON (PLATE STOPPER DISENGAGES) AND THE SHIFT LEVER CAN SHIFT INTO OTHER RANGE THAN THE“P” RANGE.

2. KEY INTER LOCK MECHANISMWITH THE IGNITION SW IN ON OR ACC POSITION, WHEN THE SHIFT LEVER IS PUT IN “P” RANGE (NO CONTINUITY BETWEEN P2AND P OF LOCK CONTROL SW), THE CURRENT FLOWING FROM TERMINAL 4 OF THE COMPUTER → KEY INTER LOCK SOLENOID ISCUT OFF. THIS CAUSES THE KEY INTER LOCK SOLENOID TO TURN OFF (LOCK LEVER DISENGAGES FROM LOCK POSITION) ANDTHE IGNITION KEY CAN BE TURNED FROM ACC TO LOCK POSITION. IF THE IGNITION IS LEFT IN ACC OR ON POSITION WITH THESHIFT LEVER IN OTHER THAN “P” RANGE, THEN AFTER APPROX. ONE HOUR THE COMPUTER OPERATES TO RELEASE THE LOCK.

(C) SHIFT LOCK CONTROL COMPUTER1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ACC OR ON POSITION3–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION5–GROUND : ALWAYS CONTINUITY6–GROUND : APPROX. 12 VOLTS WITH BRAKE PEDAL DEPRESSED

: PARTS LOCATION


A S9 28 C S6 28

B S9 28 D K1 28






1M18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)

3D 22 INSTRUMENT PANEL WIRE AND J/B NO. 3 (INSTRUMENT PANEL LEFT)






: GROUND POINTS



1

3

1

2

1 3

4 5 61 2

A C DB

SYSTEM OUTLINE

SERVICE HINTS

142

A.B.S. (ANTI–LOCK BRAKE SYSTEM)

M

BB 21

C

C

D

D D D D CCCC 145625133

6

2

D

4

A. B. S. ACTUATOR

C31

Z18Z113Z17Z19Z110Z15Z116Z14Z115Z1182

F E E F E E F E F E

FFFF

5

12181869101084

12131415

2 21 1

FRONT LH FRONT RH

A. B. S. SPEED SENSOR

A

BA

TTE

RY

80A

ALT

FL1.

0Y

W–L

W–L

W–L

W–B

R

G–R

L–W

G–WL–

R

G–B

L–Y

G–R

R–WR–B

R

G–R

L–W

G–WL–

R

G–B

R–B

G–R

R–W

L–Y

G–WL–

R

G–B

L–Y

G–R

R–W

R–B

V–G P

BR

–R W

V–G P

BR

–R W

L–W

G–R

R

R–Y

W–L

A. B. S. COMPUTER

A

T MT MR R– SR SRR SFL SFR SRL AST

FL+ FL– FR+ FR–

FU

SIB

LELI

NK

BO

X

E

Z111

R–G

W–R

W–B

W–B

2

1

A.B

.S.

CH

EC

KC

ON

NE

CTO

R( E

X.

2VZ

–FE

)

G

H I

11

W–B

TS GST GS– GS+ VGS

VGSGS+GS–GST

DECELERATIONSENSOR[A. B. S. COMPUTER]

(ALL–TRAC/4WD)

Z12 Z13 Z112 Z11

R–Y

143

I12 N113 N16 N115

F13

J

K

N1

12

3

1

F F E

EFFFFFF

E

Z117

6

10

A.

B.S

.WA

RN

ING

LIG

HT

[CO

MB

.M

ET

ER

]

N114

a11a13

M

TO

BR

AK

EF

LUID

LEV

EL

SW

TO PA

RK

ING

BR

AK

ES

W

22 11

REAR LH REAR RH

551629311

2 6 7 3

A. B. S. SPEED SENSOR

A. B. S. COMPUTER

R–W

R–W

W–B

W–B

R–W

R–W

W–L

Y–L

W–L

Y–L

L–Y

R–L

G–W

B–RR

R–Y

R–Y

R–L

R

B–R

G–W

R–Y

10AECU–B

STOP LIGHTSW

R–Y

R–Y

LY

Y

RL+ RL– RR+ RR– GND GND PKB

STPIGBATTW

G–R

F14

R–W

R–W

M N

2

1

J/B NO. 3

7. 5AGAUGE

15AECU–IG

20ASTOP

1F2 1N1 1L11

3B9

1N3

1F8 1B11

J/BNO. 3

3B14

144

A.B.S. (ANTI–LOCK BRAKE SYSTEM)

THIS SYSTEM CONTROLS THE RESPECTIVE BRAKE FLUID PRESSURES ACTING ON THE DISC BRAKE CYLINDERS OF THE RIGHTFRONT WHEEL, LEFT FRONT WHEEL AND REAR WHEELS WHEN THE BRAKES ARE APPLIED IN A PANIC STOP SO THAT THEWHEELS 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 A.B.S. COMPUTER.

(2) DECELERATION SENSOR SIGNAL (FOR ALL–TRAC/4WD)THE DEGREE OF VEHICLE DECELERATION IS DETECTED AND INPUT TO THE A.B.S. COMPUTER.

(3) STOP LIGHT SW SIGNALA SIGNAL IS INPUT TO TERMINAL STP OF THE A.B.S. COMPUTER WHEN BRAKE PEDAL IS OPERATED.

(4) PARKING BRAKE SW SIGNALA SIGNAL IS INPUT TO TERMINAL PKB OF THE A.B.S. COMPUTER WHEN THE PARKING BRAKE IS OPERATED.

2. SYSTEM OPERATIONDURING SUDDEN BRAKING THE A.B.S. COMPUTER, WHICH HAS SIGNALS INPUT FROM EACH SENSOR, CONTROLS THE CURRENTFLOWING TO THE SOLENOID INSIDE THE ACTUATOR AND LETS THE HYDRAULIC PRESSURE ACTING ON EACH WHEEL CYLINDERESCAPE TO THE RESERVOIR. THE PUMP INSIDE THE ACTUATOR IS ALSO OPERATING AT THIS TIME AND IT RETURNS THE BRAKEFLUID FROM THE RESERVOIR TO THE MASTER CYLINDER, THUS PREVENTING LOCKING OF THE VEHICLE WHEELS.

IF THE COMPUTER JUDGES THAT THE HYDRAULIC PRESSURE ACTING ON THE WHEEL CYLINDER IS INSUFFICIENT, THE CURRENTACTING ON THE SOLENOID IS CONTROLLED AND THE HYDRAULIC PRESSURE IS INCREASED. HOLDING OF THE HYDRAULICPRESSURE IS ALSO CONTROLLED BY THE COMPUTER, BY THE SAME METHOD AS ABOVE. BY REPEATED PRESSURE REDUCTION,HOLDING AND INCREASE ARE REPLATED TO MAINTAIN VEHICLE STABILITY AND TO IMPROVE STEERBILITY DURING SUDDENBRAKING.

A.B.S. COMPUTER(CONNECT THE COMPUTER CONNECTOR)

(E) 1–GROUND, (E) 2–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ONAPPROX 0 VOLT WITH IGNITION SW ON AND A.B.S. WARNING LIGHTS GOES ON

(E) 6–GROUND, (E)12–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ONAPPROX 0 VOLT WITH IGNITION SW ON AND A.B.S. WARNING LIGHTS GOES ON

(F) 8–GROUND, (F)18–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ONAPPROX 0 VOLT WITH IGNITION SW ON AND A.B.S. WARNING LIGHTS GOES ON

(F) 4–GROUND : APPROX. 12 VOLTS WITH A.B.S. CHACK CONNECTOR DISCONNECTEDAPPROX. 0 VOLT WITH A.B.S. CHACK CONNECTSR CONNECTED

(DISCONNECT THE COMPUTER CONNECTOR)(E) 1–(E) 12 : APPROX. 6 Ω WITH IGNITION SW OFF(E) 6–(E) 12 : APPROX. 6 Ω WITH IGNITION SW OFF(F) 8–(E) 12 : APPROX. 6 Ω WITH IGNITION SW OFF

(F) 18–(E) 12 : APPROX. 6 Ω WITH IGNITION SW OFF(E) 3–GROUND : APPROX. 12 VOLTS WITH IGNITION SW OFF AND BRAKE PEDAL DEPRESSED

CONTINUITY WITH IGNITION SW OFF AND BRAKE PEDAL RETURNED(E) 5–GROUND : APPROX. 0 VOLT WITH IGNITION SW ON AND PARKING BRAKE LEVER PULLED

APPROX. 12 VOLTS WITH IGNITION SW ON AND PARKING BRAKE LEVER RETURNED(F) 4–GROUND, (F) 5–GROUND : CONTINUITY WITH IGNITION SW OFF

(F) 8–GROUND : (F) 16–GROUND : CONTINUITY WITH IGNITION SW OFF(E) 9–(F) 10 : APPROX. 65–100 Ω WITH IGNITION SW OFF(E) 10–(F) 10 : APPROX. 50–80 Ω WITH IGNITION SW OFF

(F) 11–GROUND : ALWAYS NO CONTINUITYCONTINUITY WITH TS CONECTOR SHORTED

(E) 12–GROUND : (F) 14–GROUND : ALWAYS NO CONTINUITY(E) 12–GROUND : APPROX. 5 Ω WITH IGNITION SW OFF

(F) 2–GROUND, (F) 3–GROUND : NO CONTINUITY WITH IGNITION SW OFF(F) 10–GROUND : NO CONTINUITY WITH IGNITION SW OFF

(F) 6–GROUND : ALWAYS 12 VOLTS(F) 7–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON

(F) 9–(F) 2 : APPROX. 0.85–1.30 KΩ(F) 11–(F) 3 : APPROX. 0.85–1.30 KΩ

(F) 13–(F) 12 : APPROX. 0.85–1.30 KΩ(F) 15–(F) 14 : APPROX. 0.85–1.30 KΩ

SYSTEM OUTLINE

SERVICE HINTS

145

: PARTS LOCATION


A F6 24 (2VZ–FE), 25 (3S–FE) F A30 26 (2VZ–FE), 27 (3S–FE) K C11 28

B A1 24 (2VZ–FE), 25 (3S–FE) G A4 24 (S/D), 25 (STATION W/G) L S9 28

C A3 24 (2VZ–FE), 25 (3S–FE) H A5 24 (2VZ–FE), 25 (3S–FE) M A31 26 (S/D), 27 (STATION W/G)

D A2 24 (2VZ–FE), 25 (3S–FE) I A6 24 (2VZ–FE), 25 (3S–FE) N A32 26 (S/D), 27 (STATION W/G)

E A29 26 (S/D), 27 (STATION W/G) J C13 28

: RELAY BLOCKS












C328 (2VZ–FE)






Z1 32 ENGINE ROOM MAIN WIRE AND FLOOR NO. 2 WIRE (RIGHT KICK PANEL)

a134 (S/D)

FLOOR NO 2 WIRE AND NO 1 WIRE (UNDER REAR SEAT PANEL)a136 (STATION W/G)

FLOOR NO. 2 WIRE AND NO. 1 WIRE (UNDER REAR SEAT PANEL)

: GROUND POINTS


A28 (2VZ–FE)


RIGHT FENDER

M34 (S/D)

RIGHT REAR FENDERM36 (STATION W/G)

RIGHT REAR FENDER

146

REAR WINDOW DEFOGGER

TIMER

BY–LY

Y

B BB

REAR WINDOWDEFOGGER

W–B

REAR WINDOWDEFOGGER SWA

W–B

W–B

Y–L

1

L

F

NOISE FILTER

( S/D

)

J/B NO. 3

F23

W33

F18

Y33

E

DB1 1

1

J

C1

RR

62

3

I1I1

(CANADA)12(USA) 7

R

(STATION W/G)

H110

BB

B

30ADEFOG CB

DEFOGGERRELAY

1G 1D5 12

Y

F13

41

3 2

1F2

7. 5AGAUGE

3A3

J/BNO. 3

1F3

D

1D2

10AECU–B

147

DEFOGGER RELAY2–4 : CLOSED WITH IGNITION SW ON. DEFOGGER SW ON AND 15 MINUES THEREAFTER

DEFOGGER SW (W/ TIMER)2–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON3–GROUND : ALWAYS CONTINUITY6–3 : CONTINUITY WITH DEFOGGER SW ON AND 15 MINUTES THEREAFTER

: PARTS LOCATION


A R6 28 C R19 26 E R19 27

B R18 26 D R18 27 F N3 26 (S/D), 27 (STATION W/G)

: RELAY BLOCKS








3A 22 INSTRUMENT PANEL WIRE AND J/B NO. 3 (INSTRUMENT PANEL LEFT)



F134 INSTRUMENT PANEL WIRE AND COWL WIRE (LEFT KICK PANEL)

F234 INSTRUMENT PANEL WIRE AND COWL WIRE (LEFT KICK PANEL)




Y3 38 BACK DOOR NO. 1 AND BACK DOOR NO. 2 WIRE (BACK DOOR LEFT)

: GROUND POINTS



J 36 RIGHT REAR PILLAR

L 38 BACK DOOR LIGHT

1 11

FD EBLACK BLUECB

2

3 6

A BLUE

SERVICE HINTS

148

MOON ROOF

30APOWERCB

R– W–L

L

POWER MAINRELAY

W–L

6

7 8 4

A MOON ROOF CONTROL RELAY

6 3

4

G–Y

W–B

W–B

P

CLO

SE

D

OP

EN

MO

ON

RO

OF

SW

W–B

W–B

W–BB

W–B

10 1 5

1

G–W R G

1 2

MO

ON

RO

OF

LIM

ITS

W

MOON ROOFMOTOR

C

W–B

W–B

4

W–B

G

1

2

A B C D

1 4 5

6 7 8 10 12

34 6

14

W–B W–B

M

M14

P12

P11

1

1 1

1 1

W–B L

TIMER

12

43

1

21

D

7. 5AGAUGE

L1I11

D

1L9

149

WITH THE IGNITION SW TURNED ON, CURRENT FLOWS THROUGH THE POWER CB TO TERMINAL 6 OF THE MOON ROOF CONTROLRELAY.

1. SLIDE OPEN OPERATIONWITH THE IGNITION SW TURNED ON AND THE MOON ROOF SW PUSHED TO OPEN POSITION, THE CURRENT FLOWING TOTERMINAL 6 OF MOON ROOF CONTROL RELAY FLOWS THROUGH TERMINAL 12 TO GROUND.AS A RESULT, THE RELAY COIL OPERATES AND THE CURRENT FLOWS FROM TERMINAL 6 OF RELAY → TERMINAL 5 → TERMINAL 2OF MOON ROOF MOTOR → MOTOR → TERMINAL 1 → TERMINAL 1 OF RELAY → TERMINAL 12 → TO GROUND AND ROTATES THEMOTOR TO OPEN THE MOON ROOF AS LONG AS THE MOON ROOF SW IS PUSHED.WHEN THE MOON ROOF IS OPENED COMPLETELY, EVEN IF THE MOON ROOF SW IS PUSHED CONTINUOUSLY, THE CURRENT TOTHE MOON ROOF MOTOR INCREASES.IN THIS CASE, THE CIRCUIT BREAKER BUILT INTO THE MOTOR OPENS AND CUTS OUT THE CURRENT TO THE MOTOR,PREVENTING THE MOTOR FROM BURNING OUT.

2. SLIDE CLOSE OPERATIONWITH THE IGNITION SW TURNED ON AND THE MOON ROOF SW PUSHED TO CLOSE POSITION, A SIGNAL IS INPUT TO TERMINAL 7OF MOON ROOF CONTROL RELAY FROM TERMINAL 6 OF THE MOON ROOF SW. THUS, THE RELAY COIL OPERATES AND THECURRENT FLOWING TO TERMINAL 6 OF RELAY FLOWS TO TERMINAL 1 → TERMINAL 1 OF MOON ROOF MOTOR → MOTOR →TERMINAL 2 → TERMINAL 5 OF RELAY → TERMINAL 12 → TO GROUND AND ROTATES THE MOTOR TO CLOSE THE MOON ROOF.SLIDE CLOSE OPERATION CONTINUES WHILE THE MOON ROOF SW CONTINUES TO BE PUSHED. 100 MM (3.94 IN.) BEFORE THE FULLY CLOSED POSITION THE MOON ROOF LIMIT SW TURNS OFF AND THIS SIGNAL IS INPUT INTOTHE RELAY, SO THE RELAY STOPS OPERATION. THUS CURRENT DOES NOT FLOW TO THE MOON ROOF MOTOR AND THE MOONROOF AUTOMATICALLY STOPS.IF THE MOON ROOF SW IS THEN PUSH AGAIN, THE TIMER INSTALLED IN THE MOON ROOF CONTROL TURNS ON AND THE RELAYOPERATES FOR 0.65 SEC. TO RE–OPERATE THE MOTOR SO THAT THE MOON ROOF LIMIT SW TURNS ON. AS A RESULT, AS LONGAS THE MOON ROOF SW IS PUSHED, SLIDE CLOSE OPERATION OCCURS AND THE MOON ROOF IS ABLE TO FULLY CLOSE.

(A) MOON ROOF CONTROL RELAY12,4–GROUND : ALWAYS CONTINUITY

6–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION 1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON MOON ROOF SW AT CLOSE POSITION 5–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON MOON ROOF SW AT OPEN POSITION10–GROUND : 0 VOLT → APPROX. 12 VOLTS WITH APPROX. 100 MM (3.94 IN) BEFORE CLOSE POSITION

(DISCONNECT WIRING CONNECTOR FROM COMPUTER)8–GROUND : CONTINUITY WITH MOON ROOF SW AT OPEN7–GROUND : CONTINUITY WITH MOON ROOF SW AT CLOSED

: PARTS LOCATION


A M2 26 (S/D), 27 (STATION W/G) C M3 26 (S/D), 27 (STATION W/G)

B M5 26 (S/D), 27 (STATION W/G) D M4 26 (S/D), 27 (STATION W/G)

: RELAY BLOCKS

CODE SEE PAGE RELAY BLOCKS (RELAY BLOCK LOCATION)1 23 R/B NO. 1 (LEFT KICK PANEL)








P136 (S/D)



: GROUND POINTS



G36 (S/D)



SYSTEM OUTLINE

SERVICE HINTS

150

AUTO ANTENNA

A

3

8

9

B

W–B

I

OFF

L–Y

R–L

L–R

L–Y

PLAYERRADIO AND TAPE

RADIO SW

SWPLAYERTAPEON

TO LIGHT FAILURESENSOR

R–L

M

1 4 2 3 9 5 7 8 6

CONTROLRELAY

LIMITSW

UP

DOUN

B L

C

F21

H111 H18

W–B

BR–B

B–W

B

R–WBL–

Y

R–GY

W–B

ANTENNA MOTOR ANDCONTROL RELAY

GR

L–Y

L–RY

L–RY

GR

Y

P–L

B–R

GR

W–B

B–R P–L

1 5 6 2 4 3

2F1D1D 3 26 1F1

7. 5AGAUGE

15ACIG

20ADOME

7. 5ARADIO

1B

1D4

14

151

(C) CONTROL RELAY3–GROUND : CONTINUITY (UPPER LIMIT SW ON) UNLESS ANTENNA AT UP STOP2–GROUND : CONTINUITY (DOWN LIMIT SW ON) UNLESS ANTENNA AT DOWN STOP4–3 : CLOSED WITH IGNITION SW AT ACC OR ON POSITION AND RADIO SW ON AND PLAYER SW OFF UNTIL ANTENNA AT

UPPERMOST POSITION1–2 : CLOSED WITH IGNITION SW AT ACC OR ON POSITION AND RADIO SW OFF AND PLAYER SW OFF UNTIL ANTENNA AT

LOWERMOST POSITION1–2 : CLOSED WITH IGNITION SW OFF UNTIL ANTENNA AT LOWERMOST POSITION

: PARTS LOCATION


A R5 28 B A33 26 (S/D), 27 (STATION W/G)











: GROUND POINTS


I36 (S/D)


LEFT REAR FENDER

1 2 3 4

5 6 7 8 9

A CBLUE

3

8 9

1 2

3 4 5 6

B BLUE

SERVICE HINTS

152

RADIO AND TAPE PLAYER

F21

CONNECTOR(W/G)JUNCTIONC

6

14

12

13

5

7Y

B

L–Y

GR

L–Y

GR

L–Y

F1

X1

V1

V1

X1

X1

X1

A

A

B

1

3

R

W

62

4

9

11

1

2

1

2

1

2

1

2

3

1

6

2

3

8

B

Y

R

W

B

Y

R

W

R

W

R

W

B

Y

REAR SPEAKER LH(W/G)

ROOF SPEAKER REAR(W/G)

REAR SPEAKER RH(W/G)

LH

RH

E

D

(W/G

)

( W/G

)

( W/G

)

( W/G

)

(S/D)

(S/D)

(S/D)

(S/D)

REAR SPEAKER(S/D)

LH

R

W

B

Y

1

2

1

2

R

W

B

Y

H1

19

20

17

18

H1

H1

H1

RH

LH

RH

P

V

L

LG

FRONT SPEAKER

1

2

1

2

R

W

B

Y

P

V

L

LG

A

B

B

B

A

A

AA

5

1

6

2

3

1

6

7

E

BR

RA

DIO

AN

DTA

PE

PLA

YE

R

2

3

4

J/B NO. 3

L–Y

F

G

H

I

K

J

20ADOME

1F 2F1 2

7. 5ARADIO

1B

1G

14

10

153

(A) RADIO AND TAPE RLAYER4–GROUND : ALWAYS APPROX. 12 VOLTS3–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON OR ACC POSITION7–GROUND : ALWAYS CONTINUITY

: PARTS LOCATION


A R5 28 E S11 27 I S11 26

B R4 28 F R23 27 J S7 28

C J1 27 G R24 27 K S8 28

D S10 27 H S10 26














: GROUND POINTS



1 2 1 21 2 3 4 5 6 7

9 11 12 13 14

A C FBLUE (W/G) (W/G)B BLUE H I J

1 2 3 4

5 6 7

1 2

3 6

D E K G

SERVICE HINTS

154

COMBINATION METER

F13

L113 L110 L116 H115 H116 L12

V33 V38

C B B B A A A C

A A

1 1

H

G

B K I E

V39

H113

1 4

2 3

6

6 5 4 9 5 4 3 8

2

2

6

FRO

MTC

CS

EC

UC

RU

ISE

CO

NT

RO

LC

OM

PU

TER

EC

TE

CU

A/C

AC

CE

LER

AT

ION

CU

TA

MP

LIE

R

A/T

OIL

TEM

P

WA

TE

RT

EM

P.

CH

EC

KE

NG

INE

FU

EL

FU

EL

GA

UG

E

SP

EE

DS

EN

SO

R

TA

CH

O

TO

TCC

SE

CU

(ALL–TRAC/4WD)

(ALL–TRAC/4WD)

FLU

IDT

EM

P.

SW

( A/T

)

WA

TE

RT

EM

P.

SE

ND

ER

IGNITER

FUELSENDER

(2VZ–FE)

(3S–FE)

V BR

Y–G

V BR

Y–G

G–R

Y–R

Y–L

W–B B

BY–L

Y–R

BR

BR

W–B

W–B

W–B

W–B

R–L

YY

V–Y

Y–L

Y–R

BRW–B

(ALL–TRAC/4WD) (FWD)

D E

F

( ALL

–TR

AC

/4W

D)

L413 L410 L416 L42

( EX

.3S

–FE

FWD

)( 3

S–F

EF

WD

)

(3S–FE FWD)(EX. 3S–FE FWD)

1F2

7. 5AGAUGE

3B9

J/BNO. 3

155

L19

F14

1

1

2

1

B

BABA

TOLI

GH

TF

AIL

UR

ES

EN

SO

R

TO

CH

AR

GE

FU

SE

FR

OM

IGN

FUS

E

81079

3

PA

RK

ING

BR

AK

ES

W

BR

AK

EF

LUID

LEV

EL

WA

RN

ING

SW

OIL

PR

ES

SU

RE

SW

OIL

BR

AK

E

RE

AR

LIG

HT

S

CH

AR

GE

Y

Y–G

R–W

R–W

R–W

R–W

W–B

GR

Y–B

B–O

R–W

I

KJ

L49

(3S

–FE

FW

D)

( EX

.3S

–FE

FW

D)

3B15

3B

14

J/B

NO

.3

1F5

1B11

D

1B8

156

COMBINATION METER

COMBINATION METER(A) 6–GROUND : 12 VOLTS WITH IGNITION SW ON(B) 3–GROUND : 12 VOLTS WITH IGNITION SW ON(B) 5, (A) 3–GROUND : ALWAYS CONTINUITY

(A) FUEL GAUGE6–4 : APPROX. 64.3 6–3 : APPROX. 233.3 4–3 : APPROX. 169.0

WATER TEMP. GAUGE(A) 6–(B) 4 : APPROX. 56 (A) 6–(B) 5 : APPROX. 145 (B) 4–(B) 5 : APPROX. 201

(E) WATER TEMP. SENDER(NIPPON DENSO MAKE)1–GROUND : APPROX. 226 AT 50°C (122°F)

APPROX. 26.4 AT 115°C (239°F)(YAZAKI MAKE)1–GROUND : APPROX. 152.7 AT 60°C (140°F)

APPROX. 26.4 AT 115°C (239°F)

(F) FUEL SENDER3–4 : APPROX. 3 WITH FUEL FULL

APPROX. 110.0 WITH FUEL EMPTY

(I) OIL PRESSURE SW1–GROUND : CLOSED WITH OIL PRESSURE BELOW 0.2 KG/CM2 (2.84 PSI, 19.61 KPA)

(J) BRAKE FLUID LEVEL WARNING SW1–2 : CLOSED WITH FLOAT DOWN

(K) PARKING BRAKE SW1–GROUND : CLOSED WITH PARKING BRAKE LEVER PULLED UP

: PARTS LOCATION


A C13 28 E W1 24 (2VZ–FE), 25 (3S–FE) H I2 25

B C11 28 F F9 26 (S/D), 27 (STATION W/G) I O5 24 (2VZ–FE), 25 (3S–FE)

C C12 28 F F10 26 (S/D) J B2 24 (2VZ–FE), 25 (3S–FE)

D A44 25 G I3 24 K P1 28












V3 36 FLOOR NO. 1 WIRE AND LUGGAGE ROOM NO. 1 (BACK PANEL LEFT)

: GROUND POINTS


B30 (2VZ–FE)


INTAKE MANIFOLD



I36 (S/D)


LEFT REAR FENDER

K 36 BACK PANEL CENTER

SERVICE HINTS

158

RADIATOR FAN AND AIR CONDITIONER (3S–FE)

1. RECIRC/FRESH CONTROL SERVO MOTOR OPERATION (FOR PUSH SWITCH TYPE)(SWITCHING FROM FRESH TO RECIRC)

WITH THE IGNITION SW ON, CURRENT FROM THE GAUGE FUSE FLOWS TO TERMINAL 1 OF THE SERVO MOTOR. WHEN THERECIRC SW IS TURNED ON, THE CURRENT FLOWS FROM SERVO MOTOR → TERMINAL 2 → TERMINAL I2 OF THE HEATERCONTROL ASSEMBLY → TERMINAL I17 → GROUND, THE MOTOR ROTATES AND THE DAMPER MOVES TO THE RECIRC SIDE. WHENIT IS IN THE RECIRC POSITION, THE CIRCUIT IS CUT INSIDE THE SERVO MOTOR AND THE DAMPER STOPS IN THAT POSITION.

WITH THE CIRCUIT FOR THE INDICATOR LIGHT, CURRENT FLOWS FROM THE GAUGE FUSE → TERMINAL I7 OF THE HEATERCONTROL ASSEMBLY → INDICATOR LIGHT → TERMINAL I17 → GROUND AND THE INDICATOR LIGHT CONTINUES TO LIGHT UPWHILE THE RECIRC SW IS ON.

(SWITCHING FROM RECIRC TO FRESH)

WHEN THE IGNITION IS ON AND THE FRESH SW IS TURNED ON, CURRENT FLOWS FROM TERMINAL 3 OF THE SERVO MOTOR →TERMINAL I10 OF THE HEATER CONTROL ASSEMBLY → TERMINAL I17 → GROUND, THE MOTOR ROTATES AND THE DAMPERMOVES TO THE FRESH SIDE. WHEN THE DAMPER IS IN THE FRESH POSITION, THE CIRCUIT IS CUT INSIDE THE SERVO MOTORAND THE DAMPER STOPS IN THAT POSITION.

2. OPERATION OF THE AIR VENT MODE CONTROL SERVO MOTOR (FOR PUSH SWITCH TYPE)(SWITCHING FROM FACE TO BI–LEVEL)

WHEN THE BI–LEVEL SW IS TURNED ON WITH THE DAMPER IN THE FACE POSITION, A SIGNAL THAT THE CIRCUIT IS GROUNDED ISOUTPUT FROM TERMINAL I12 OF THE HEATER CONTROL ASSEMBLY → TERMINAL 6 OF THE SERVO MOTOR → TERMINAL D11 OFTHE SYSTEM AMPLIFIER. (AT THIS TIME, THE CURRENT FLOWING THROUGH TERMINAL I7 OF THE HEATER CONTROL ASSEMBLYFLOWS THROUGH TERMINAL I17 → GROUND, CAUSING THE INDICATOR LIGHT TO LIGHT UP). AT THE SAME TIME, THE SIGNAL FORWHEN THE CIRCUIT IS NOT GROUNDED IS INPUT TO TERMINAL D10 OF THE AMPLIFIER. THESE 2 SIGNALS CAUSE THE AMPLIFIERTO OPERATE AND CURRENT FLOWS FROM TERMINAL D5 OF THE AMPLIFIER → SERVO MOTOR → TERMINAL D4 → GROUND,WHICH ROTATES THE SERVO MOTOR, CAUSING THE DAMPER TO MOVE TO THE BI–LEVEL POSITION.

WHEN THE DAMPER COMES TO THE BI–LEVEL POSITION, A SIGNAL THAT THE GROUND CIRCUIT IS CUT IS INPUT TO TERMINAL D11OF THE AMPLIFIER, AND AMPLIFIER OPERATION CAUSES THE SERVO MOTOR TO STOP ROTATING AND THE DAMPER TO STAY INPOSITION.

(SWITCHING TO OTHER MODE POSITIONS)

WHEN SWITCHING THE DAMPER FROM FACE TOWARDS DEF, AS EXPLAINED BEFORE, A GROUND SIGNAL IS INPUT TO TERMINALD11 OF THE AMPLIFIER AND A NON–GROUND SIGNAL IS INPUT TO TERMINAL D10 SO THAT CURRENT FLOWS FROM TERMINAL D5→ SERVO MOTOR → TERMINAL D4, MOVING THE DAMPER TO THE DESIRED POSITION.

WHEN SWITCHING THE DAMPER IN THE OPPOSITE DIRECTION FROM DEF TOWARDS FACE, A GROUND SIGNAL IS INPUT TOTERMINAL D10 OF THE AMPLIFIER AND A NON–GROUND SIGNAL IS INPUT TO TERMINAL D11 SO THAT THE CURRENT FLOWS FROMTERMINAL D4 → SERVO MOTOR → TERMINAL D5, CAUSING THE SERVO MOTOR TO ROTATE IN REVERSE AND MOVING THEDAMPER TO THE DESIRED POSITION.

3. OPERATION OF THE AIR MIX CONTROL SERVO MOTOR (FOR PUSH SWITCH TYPE)(SWITCHING FROM WARM TO COOL)

WHEN THE TEMPERATURE CONTROL KNOB IS SWITCHED FROM WARM POSITION TO COOL POSITION, THE RESISTANCE INSIDETHE HEATER CONTROL ASSEMBLY BECOMES GREATER THAN THE RESISTANCE INSIDE THE SERVO MOTOR. THE SIGNAL AT THISTIME IS INPUT TO THE SYSTEM AMPLIFIER, CAUSING THE AMPLIFIER TO OPERATE. CURRENT FLOWS FROM TERMINAL D8 OF THEAMPLIFIER → SERVO MOTOR → TERMINAL D9 → GROUND, CHANGING THE DAMPER FROM WARM TO COOL POSITION. WHEN THERESPECTIVE RESISTANCES ARE THE SAME VALVE, THE SERVO MOTOR STOP.

(SWITCHING FROM COOL TO WARM)

WHEN THE TEMPERATURE CONTROL KNOB IS SWITCHED FROM COOL POSITION TO WARM POSITION, THE RESISTANCE INSIDETHE HEATER CONTROL ASSEMBLY BECOMES LESS THAN THE RESISTANCE INSIDE THE SERVO MOTOR. THE SIGNAL AT THIS TIMEIS INPUT TO THE SYSTEM AMPLIFIER, CAUSING THE AMPLIFIER TO OPERATE. CURRENT FLOWS FROM TERMINAL D9 OF THEAMPLIFIER → SERVO MOTOR → TERMINAL D8 → GROUND, CHANGING THE DAMPER FROM COOL TO WARM POSITION. WHEN THERESPECTIVE RESISTANCE ARE THE SAME VALVE, THE SERVO MOTOR STOPS.

4. RADIATOR FAN AND CONDENSER FAN OPERATIONWHEN THE IGNITION SW IS TURNED ON, CURRENT FROM THE IGN FUSE FLOWS THROUGH TERMINAL 1 OF THE RADIATOR FANRELAY NO. 1 → TERMINAL 2 → TERMINAL 1 OF THE A/C HIGH PRESSURE SW → TERMINAL 2 → TERMINAL 1 OF THE A/C WATERTEMP. SW → GROUND, ACTIVATING THE RELAY. AT THIS TIME, CURRENT IS SUPPLIED FROM THE FL 30A RDI FAN TO TERMINAL 4OF THE RELAY. AT THE SAME TIME, CURRENT FROM THE IGN FUSE FLOWS THROUGH TERMINAL 6 OF THE CONDENSER FANRELAY NO. 2 → COIL → TERMINAL 2 → A/C HIGH PRESSURE SW → A/C WATER TEMP. SW → GROUND, THEN THROUGH THE FL 30ACDS → TERMINAL 1 OF THE A/C CONDENSER FAN MOTOR → TERMINAL 2 → TERMINAL 1 OF THE RELAY NO. 2 → TERMINAL 4 →TERMINAL 2 OF THE RELAY NO. 3.

* LOW SPEED OPERATION

WHEN THE A/C MAGNET CLUTCH IS TURNED ON DURING A/C OPERATION, CURRENT FROM THE A/C FUSE FLOWS THROUGHTERMINAL 1 OF THE A/C MAGNET CLUTCH RELAY → TERMINAL 2 → TERMINAL 1 OF THE CONDENSER FAN RELAY NO. 3 →TERMINAL 3 → GROUND, ACTIVATING RELAY NO. 3. THEN THE CURRENT APPLIED TO TERMINAL 2 OF RELAY NO. 3 FLOWSTHROUGH TERMINAL 4 → TERMINAL 1 OF THE RADIATOR FAN MOTOR → TERMINAL 2 → GROUND. SINCE THE CONDENSER ANDRADIATOR FAN MOTORS ARE CONNECTED IN SERIES, BOTH FANS ROTATE AT LOW SPEED.

SYSTEM OUTLINE

159

* HIGH SPEED OPERATION

WHEN THE WATER TEMP. REACHES APPROX. 90°C (194°F) OR MORE (A/C WATER TEMP. SW IS OFF) OR THE REFRIGERANTPRESSURE REACHES 15.5 KG/CM2 (220 PSI, 1520 KPS) OR MORE (A/C HIGH PRESSURE SW IS OFF), CURRENT TO THE RADIATORFAN RELAY NO. 1 AND CONDENSER FAN RELAY NO. 2 IS CUT OFF AND THAT TO THE MOTOR IS SUPPLIED IN PARALLEL, CAUSINGTHE MOTOR TO ROTATE AT HIGH SPEED.

5. AIR CONDITIONER OPERATIONWHEN THE BLOWER SW IS SET TO ON, CURRENT FROM THE 30A HEATER CB FLOWS THROUGH TERMINAL I14 (PUSH SWITCHTYPE), 5 (LEVER SWITCH TYPE) OF THE A/C SW, TERMINAL 1 OF THE A/C DUAL PRESSURE SW → TERMINAL 2 → TERMINAL 2 OFTHE A/C AMPLIFIER, TERMINAL 1 OF THE MAGNET CLUTCH RELAY VIA THE A/C FUSE. THE ENGINE SPEED SIGNAL FROM IGNITER,THE EVAPORATOR TEMP. SIGNAL FROM THE A/C THERMISTOR, AND THE LOCK SIGNAL FROM THE A/C COMPRESSOR ARE ALLSUPPLIED TO THE A/C AMPLIFIER. WHEN THE A/C SW IS TURNED ON, THE A/C SW ON SIGNAL IS SENT TO THE A/C AMPLIFIER,ACTIVATING IT AND TURNING ON THE MAGNET CLUTCH RELAY, SO THAT CURRENT FLOWS FROM TERMINAL 1 OF THE RELAY →TERMINAL 2 → MAGNET CLUTCH, CAUSING THE COMPRESSOR TO OPERATE, THEN THE MAGNET CLUTCH ACTIVATING THECOMPRESSOR. AT THE SAME TIME, THE CURRENT APPLIED TO THE A/C IDLE–UP VSV FLOWS THROUGH TERMINAL 5 OF THEAMPLIFIER, ACTIVATING THE COMPRESSOR. AT THE SAME TIME, THE CURRENT APPLIED TO THE A/C IDLE–UP VSV FLOWSTHROUGH TERMINAL 5 OF THE AMPLIFIER, ACTIVATING THE VSV TO PREVENT ENGINE SPEED DROP IN A/C OPERATION. THE A/COPERATION IS SHUT OFF WHEN A SIGNAL INDICATING LOW EVAPORATOR TEMP., GREAT DIFFERENCE BETWEEN THE ENGINE ANDCOMPRESSOR SPEEDS, HIGH WATER TEMP. SIGNAL, OR ABNORMALLY HIGH OR LOW REFRIGERANT PRESSURE, IS SUPPLIEDWHILE THE ENGINE HIGH SPEED SIGNAL EXISTS. WHEN ONE OF THESE SIGNALS IS RECEIVED, THE AMPLIFIER SHUTS OFF THEA/C OPERATION.

WHEN THE VEHICLE SPEED IS 25 KM/H (16 MPH) OR LESS AND THE THROTTLE OPENING ANGLE IS APPROX. 80% OR MORE,OPERATION OF THE A/C ACCELERATION CUT AMPLIFIER STOPS A/C OPERATION FOR APPROX. 3 SECONDS.

WHEN THE DIFFERENCE BETWEEN THE ENGINE AND COMPRESSOR SPEED IS EXCESSIVE, THE AMPLIFIER TURNS ON THE A/CSW INDICATOR LIGHT TO INDICATE A FAULT.

160

RADIATOR FAN AND AIR CONDITIONER (3S–FE LEVER SWITCH TYPE)

M

30AFLRDI FAN

30AFLCDS FAN

RA

DIA

TO

RF

AN

RE

LAY

NO

.1

A/C

FA

NR

ELA

YN

O.

2

A/C

FAN

RE

LAY

NO

.3

W–

BW

–B

C

B–W

TCCS ECU

A/C ACCELERATIONCUT AMPLIFIER

ALT

A/C

V–Y

G–W

Y–R W–B

TO

SP

EE

DS

EN

SO

R[C

OM

B.

ME

TER

]

W–B

A/C AMPLIFIER

G

W–

B

B–W

Y–R

Y–G

Y–RY–R

A/C

IDLE

–UP

VS

VY

–R

A/CMAGNETCLUTCH

V–YV–Y

L–B

(ALL–TRAC/4WD)(FWD)

J24

107

25

1

15

16

6

3

6 2 5

4

J311J15

J313J17

E

K

J

I

B–W

W–B

2

1

H

J11J33

J18J314

J12J34

2

B–W

2

MAGNETCLUTCHRELAY

2

B11

2E1

D113

2G3

C14

B12

WW

2

1

B–

BB

–OL

2 2

R

2

22

2 2

22

W–

B

L–B

–R B–W

W–B

W–B

W–R

B

M

2

1

A

2

1

1

B–R

W–B

L

RA

DIA

TO

RF

AN

MO

TO

R

A/C

HIG

HP

RE

SS

UR

ES

W( F

OR

RA

DIA

TO

RF

AN

)

A/C

WA

TE

RT

EM

P.

SW

( FO

RR

AD

IAT

OR

FA

N)

BC

D

3 22 4

4 3

4 1

6 1

2 1

3

6

L4

6

L1

6


C42

MAGNETCLUTCHRELAY

A12

1

2

A11 C41

B–W

B–W

L–Y

B–W

L–Y

Y–R

R–L

R–L

Y–R

(USA) ( CA

NA

DA

)( US

A)

B–W

( CA

NA

DA

)

2 3

1 1

32

F (CANADA)

( US

A)

( CA

NA

DA

)

Y–R

Y–R

Y–R

Y–R

Y( A

LL–T

RA

C/4

WD

)

A/C

DU

AL

PR

ES

SU

RE

SW

G

W

RR

( US

A)

(USA)

(USA)

( CA

NA

DA

)

(CANADA)

(USA)

A/C CONDENSERFAN MOTOR

A

( ALL

–TR

AC

/4W

D)

FW

D)

2

Y–G

( FW

D)

7. 5AIGN

1I6O

2C4

2E3

B

2E

2

2A4

2E

2A

5

7 2C6

2E6

161

M

M2 M1HI

A/C

TH

ER

MIS

TO

R

A/C

CO

MP

RE

SS

OR

SE

NS

OR

IGN

ITE

R

BLOWER SW

W–B

W–B

W–B

H

B–W L–W

L–O

L–B

B–W

W–

B

L–W

W–

B

BLOWER RESISTORB–

W

B–W

BLOWERMOTOR

L

R–L

40AHEATERCB

1

OFF

LO

HEATERRELAY

Y–G

V–R

V–R

LG–R

B–

YY

–B

A/C

WA

TE

RT

EM

P.

SW


B

W–R

W–L

W–L

W–Y

B

W–R

W–L

W–L

W–Y

4

4

10AA/C

1 4

3 9 13 8

J23 J21

A/C AMPLIFIERI

Q

O P

1 2 6

2 1

J35J13

J315J19

J36J14

W–B

41

44

44

4

44 45 42

4

6

R

S

T

3

6

8

4 2

1 2

1

5

2

1

K1

11

J3

1

1

J32

1 3

2 4

L

M

A/C CUTRELAY

1 4

2

3 5

1

2

B

J2

5

Y–G(FWD)

Y

(ALL–TRAC/4WD)

V–R

Y–G

Y–G Y–G

Y–G

Y–G

BL

V–W

B

2

5

(FWD)

A/C SWNL

V–W

Y(ALL–TRAC/4WD)

6

1N9

7. 5AGAUGE

162

RADIATOR FAN AND AIR CONDITIONER (3S–FE LEVER SWITCH TYPE)

RADIATOR FAN RELAY NO. 14–3 : OPEN WITH IGNITIION SW ON, A/C HIGH PRESSURE SW ON AND WATER TEMP. SW ON

A/C FAN RELAY NO. 2(2) 1–(2) 3 : CLOSED WITH IGNITION SW OFF OR A/C HIGH PRESSURE SW OFF OR WATER TEMP. SW OFF(2) 1–(2) 4 : CLOSED WITH IGNITION SW ON, A/C HIGH PRESSURE SW ON AND WATER TEMP. SW ON

A/C FAN RELAY NO. 3(2) 2–(2) 4 : CLOSED WITH IGNITION SW ON AND MAGNET CLUTCH ON

HEATER RELAY(4) 4–(4) 5 : CLOSED WITH IGNITION SW ON AND BLOWER SW ON

(C) A/C HIGH PRESSURE SW (FOR RADIATOR FAN)1–2 : OPEN ABOVE 18 KG/CM2 (256 PSI, 1765 KPA)

CLOSED BELOW 14 KG/CM2 (199 PSI, 1373 KPA)

(D) A/C WATER TEMP. SW (FOR RADIATOR FAN)1–GROUND : OPEN ABOVE 90°C (194°F)

CLOSED BELOW 83°C (181°F)

(G) A/C DUAL PRESSURE SW1–2 : OPEN WITH PRESSURE LESS THAN 2.1 KG/CM2 (30 PSI, 206 KPA) OR ABOVE 27 KG/CM2 (384 PSI, 2648 KPA)

(H) A/C IDLE–UP VSV1–2 : APPROX. 40 Ω

(J) A/C ACCELERATION CUT AMPLIFIER3–GROUND : APPROX. 12 VOLTS FOR 3 SECONDS WITH THROTTLE VALVE OPENING ABOVE 80% AND

VEHICLE SPEED BELOW 25 KM/H (15.5 MPH)

(O) A/C THERMISTORAPPROX. 1.5 KΩ AT 25°C (77°F)

(S) BLOWER RESISTOR1–2 : APPROX. 1.5 Ω2–4 : APPROX. 0.8 Ω3–4 : APPROX. 0.4 Ω

: PARTS LOCATION


A A8 25 H A11 25 N H6 28

B R1 25 I A19 25 (FWD) O A24 28

C A10 25 I A20 28 (ALL–TRAC/4WD) P A7 25

D A13 25 J A18 28 Q I2 25

E A12 25 K T3 28 R B5 28

F A43 25 (CANADA) L A21 28 S B6 28

G A9 25 M A14 25 (ALL–TRAC/4WD) T H7 28

: RELAY BLOCKS












SERVICE HINTS

163



A1 32 ENGINE WIRE AND ENGINE ROOM NO. 4 WIRE (NEAR J/B NO. 2)

B1 32 ENGINE ROOM MAIN WIRE AND ENGINE ROOM NO. 4 WIRE (NEAR J/B NO. 2)


C4 32 ENGINE WIRE AND ENGINE ROOM NO. 4 WIRE (NEAR J/B NO. 2)



J2 34 COWL WIRE AND A/C WIRE (BEHIND GLOVE BOX)





: GROUND POINTS


A 32 RIGHT FENDER

C 32 RADIATOR LEFT


164

RADIATOR FAN AND AIR CONDITIONER (3S–FE PUSH SWITCH TYPE)

M

M

40AHEATERCB

R–L R–L

R–L

L

HE

AT

ER

RE

LAY

L–W

W–B B

B–W

BLOWER CONTROLRELAY

B

L–B

L–O

W–B

B–W

L–BB

B

L–B

L–O

1

2

BLOWERMOTOR

A

B–W

B–W W–B

C BLOWER RESISTOR

W–B

W–B

H

F AIR MIX CONTROL SERVO MOTOR

LGBR

–Y

R–B

BR

–B

LG–R

B–W

LG–B

BR

–Y

LG–R

B–W

LG–B

R–BLG

R–L

B

B–W

L–B

L–O

L–W

BR–B

PO

PO

VE

NT

HE

AT

4 4

444

B–W

4

D D E E E E D D

G

G

9 8 5 7 8 6 12 13

2

1

4 1

35

1

2

42 45 44

2 8 11 7 14 1 13 12 6

1

2

4

57

8

6

3

A/C SYSTEM AMPLIFIER

6

2 1

5

1N9

7. 5AGAUGE

165

M

B

R–L

R–L

17

B

R–L


Y–L

L–O

R–W

W–G

L–B

W–B

L–R

Y–R

G–W

Y–B

G–R

B–W

L–B

L–O

L–W

BR–B

BR

–B

R–W

Y–R

G–W

Y–B

G–R

L–O

Y–L

W–G

L–B

L–R

L–W

L–O

L–B

B–W

DEF

FOOT/DEF

FOOT

BI–LEVEL

FACE

H AIR VENT MODE CONTROL SERVO MOTOR

LOOFF M1 M2 HI

HEATER CONTROL ASSEMBLY

W–B

W–B 17

21

W–B

D D E EDD D

E

10 5 6 9 3 4 11 I I J J J J1 9 3 4 5 6

I

43

4

6

10 11 1 4 5 16 10

166


M

B

R–L

B

R–L

1

R–L

Y–R

Y G–W

Y–B

G–R

V–WLG

–B

SYSTEM AMPLIFIER

2 3 RECIRC/FRESHCONTROL SERVOMOTOR

W–R

W–G

FR

ES

H/R

EC

IRC

G–W

Y–B

G–R

V–W

10 6

Y–R

Y G–W

Y–B

G–R

W–G

W–R

V–WLG

–B

W–B W–B

FACE BI–LEVEL FOOT FOOT–DEF DEF RECIRC/FRESH A/CAUTO

HEATER CONTROL ASSEMBLY

I I I I I I

E D E E E D D3 14 1 4 12 2 6

1115312134 I I I2

K

R

F

Y–R

167

10AA/C

2

1

B

Y–G

Y–G

R–L

V–W

Y–R

Y–G

V–W

B–

W6251

4 3 9 13 8 10

7A/C AMPLIFIER

J2

7 14

A/C

TH

ER

MIS

TO

R

1

2

W–L

L B W–B

W–B

V–Y

J1

J1 J1

4

7 5

6

4 2 5


V–Y

L–B

L16

V–Y

TO SPEED SENSOR[COMB. METER]

61

2

J1 J13 9

W–

LW

–L

W–

R

BIG

NIT

ER

A/C

CO

MP

RE

SS

OR

SE

NS

OR

J2

4 W–BW–B

8 L

G

J35 J3

J3 J3

6

13 11

J315

( FW

D)

( ALL

–TR

AC

/4W

D)( F

WD

)( A

LL–

TR

AC

/4W

D)

1

3

K1

11

J1J3

13

J1J3

814

J1J3

24

J32

J23

3 1

4 2

1

2


A/C

CU

TR

ELA

Y

A/C

IDLE

–U

PV

SV

(ALL–TRAC/4WD)

Y (ALL–TRAC/4WD)

Y–G (ALL–TRAC/4WD)

Y–GY–G

(FWD)

Y–R

Y–R

Y–G

Y–R Y–R(CANADA)

B–W(USA)

V–R

LG–R

R–L

L–Y

V–R

V–R

Y–B

G

Y–R

A/C

WA

TE

RT

EM

P.

SW

( FO

RA

/CC

UT

)

2

A/C

DU

AL

PR

ES

SU

RE

SW

4

4

P

ML

O

T

Q

N

II

R

SI

Y–G

A1

1

J3

1

J2

5

A1

2

1

L46

(ALL–TRAC/4WD)

R–L

L–Y

(USA)

(CANADA)

(USA)

(CANADA)

B–Y

C4

2

C4

1Y–R(USA)

B–W

(CANADA)

R–L

Y–G

W–Y

W–

L

W–

R

G–

W

Y–R

1

168


M

M

30AFLRDIFAN

30AFLCDSFAN

D1

C1

B1

B–O

B–O

B

1

2

A/C FANRELAY NO. 2

1 6

4 2

B–R

L

B1

A/C FANRELAY NO. 3

2

4

B

L–B

1

2

1

A/C HIGH PRESSURE SW(FOR RADIATOR FAN)

BR

A/C WATER TEMP. SW(FOR RADIATOR FAN)

RADIATORFAN MOTOR

LW

–B

A

W–B

C

1

B–W

B–W

16 15

ALT A/CTCCS ECU

W–B

B–W

W–B

3

B–W

W–B 3

1

L–B

6

W–R

B–W

1

2

3 2

1

MAGNET CLUTCHRELAY

22

2 2

2 2

2 2

2 2

2

2

2

131

2

4


A/C MAGNETCLUTCH

U

W

X

Y

a

Z

B–W

( US

A)

(CANADA)

(USA)

B–W

1 3

2

(CANADA)

MAGNETCLUTCHRELAY

V

( CA

NA

DA

)( C

AN

AD

A)

RW

(USA)

(USA)

WW

RR

L–Y

L–Y

R–L(CANADA)

R–L(USA)

1I6

7. 5AIGN

2G3

2E

2E

1

3

RADIATOR FANRELAY NO. 1

2 3

1 4

2C4

2E

2A2C

2E 2E

2A

6

6

5

7

2

4

169

RADIATOR FAN RELAY NO. 14–3 : OPEN WITH IGNITION SW ON A/C HIGH PRESSURE SW ON OR WATER TEMP. SW ON


(C) BLOWER RESISTOR1–2 : APPROX. 1.20 Ω1.5 : APPROX. 3.70 Ω2–6 : APPROX. 0.40 Ω

(I) HEATER CONTROL ASSEMBLY1–9 : MORE THAN 2700 Ω WITH CONTROL LEVER AT COOL POSITION

LESS THAN 290 Ω WITH CONTROL LEVER AT WARM POSITIONAPPROX. 1500 Ω WITH CONTROL LEVER AT MIDDLE POSITION 25°C (77°F)

(K) A/C IDLE–UP VSV1–2 : APPROX. 40 Ω

(M) A/C DUAL PRESSURE SW1–2 : OPEN WITH PRESSURE LESS THAN 2.1 KG/CM2 (30 PSI, 206 KPA) OR ABOVE 27 KG/CM2 (384 PSI, 2648 KPA)

(T) A/C ACCELERATION CUT AMPLIFIER3–GROUND : APPROX. 12 VOLTS FOR 3 SECONDS WITH THROTTLE VALVE OPENING ABOVE 80% AND

VEHICLE SPEED BELOW 25 KM/H (15.5 MPH)

A/C FAN RELAY NO. 2(2) 1–(2) 3 : CLOSED WITH IGNITION SW OFF OR A/C HIGH PRESSURE SW OFF OR WATER TEMP. SW OFF(2) 1–(2) 4 : CLOSED WITH IGNITION SW ON, A/C HIGH PRESSURE SW ON AND WATER TEMP. SW ON

A/C FAN RELAY NO. 3(2) 2–(2) 4 : CLOSED WITH MAGNET CLUTCH ON

(X) A/C MAGNET CLUTCH1–GROUND : APPROX. 3.7 Ω

(Z) A/C HIGH PRESSURE SW (FOR RADIATOR FAN)1–2 : OPEN ABOVE 15.5 KG/CM2 (220 PSI, 1520 KPA)

CLOSED BELOW 12.5 KG/CM2 (178 PSI, 1226 KPA)

(a) A/C WATER TEMP. SW (FOR RADIATOR FAN)1–GROUND : OPEN ABOVE 90°C (194°F)


: PARTS LOCATION


A B5 28 K R8 28 T A18 28

B B4 28 L A11 25 U A8 25

C B6 28 M A9 25 V A43 25 (CANADA)

D A22 28 N A21 28 W T3 28

E A23 28 O A19 28 X A12 25

F A27 28 O A20 28 Y R1 25

G A27 28 P A14 25 Z A10 25

H A28 28 Q A24 28 a A13 25

I H6 28 R A7 25

J H7 28 S I2 25

: RELAY BLOCKS












SERVICE HINTS

170

RADIATOR FAN AND ATR COMDITIONER (3S–FE PUSH SWITCH TYPE)



B1 32 ENGINE ROOM MAIN WIRE AND ENGINE ROOM NO. 4 WIRE (NEAR J/B NO. 2)C1 32 ENGINE ROOM MAIN WIRE AND ENGINE WIRE (NEAR J/B NO. 2)C4 32 ENGINE WIRE AND ENGINE ROOM MAIN WIRE (NEAR J/B NO. 2)D1 32 ENGINE ROOM WIRE AND COWL WIRE (LEFT KICK PANEL)J1 34 ENGINE WIRE AND A/C WIRE (BEHIND GLOVE BOX)J2 34 COWL WIRE AND A/C WIRE (BEHIND GLOVE BOX)J3 34 ENGINE WIRE AND A/C WIRE (BEHIND GLOVE BOX)K1 34 ENGINE WIRE AND COWL WIRE (BEHIND GLOVE BOX)



: GROUND POINTS


A 32 RIGHT FENDERC 32 RADIATOR LEFTH 34 R/B NO. 4 SET BOLT

171

RADIATOR FAN AND AIR CONDITIONER (2VZ–FE)

1. RECIRC/FRESH CONTROL SERVO MOTOR OPERATION (FOR PUSH SWITCH TYPE)(SWITCHING FROM FRESH TO RECIRC)WITH THE IGNITION SW ON, CURRENT FROM THE GAUGE FUSE FLOWS TO TERMINAL 1 OF THE SERVO MOTOR. WHEN THERECIRC SW IS TURNED ON, THE CURRENT FLOWS FROM SERVO MOTOR → TERMINAL 2 → TERMINAL I2 OF THE HEATERCONTROL ASSEMBLY → TERMINAL I17 → GROUND, THE MOTOR ROTATES AND THE DAMPER MOVES TO THE RECIRC SIDE. WHENIT IS IN THE RECIRC POSITION, THE CIRCUIT IS CUT INSIDE THE SERVO MOTOR AND THE DAMPER STOPS IN THAT POSITION.WHEN THE CIRCUIT FOR THE INDICATOR LIGHT, CURRENT FLOWS FROM THE GAUGE FUSE → TERMINAL I7 OF THE HEATERCONTROL ASSEMBLY → INDICATOR LIGHT → TERMINAL I17 → GROUND AND THE INDICATOR LIGHT CONTINUES TO LIGHT UPWHILE THE RECIRC SW IS ON.(SWITCHING FROM RECIRC TO FRESH)WHEN THE IGNITION IS ON AND THE FRESH SW IS TURNED ON, CURRENT FLOWS FROM TERMINAL 3 OF THE SERVO MOTOR →TERMINAL I10 OF THE HEATER CONTROL ASSEMBLY → TERMINAL I17 → GROUND, THE MOTOR ROTATES AND THE DAMPERMOVES TO THE FRESH SIDE. WHEN THE DAMPER IS IN THE FRESH POSITION, THE CIRCUIT IS CUT INSIDE THE SERVO MOTORAND THE DAMPER STOPS IN THAT POSITION.

2. OPERATION OF THE AIR VENT MODE CONTROL SERVO MOTOR (FOR PUSH SWITCH TYPE)(SWITCHING FROM FACE TO BI–LEVEL)WHEN THE BI–LEVEL SW IS TURNED ON WITH THE DAMPER IN THE FACE POSITION, A SIGNAL THAT THE CIRCUIT IS GROUNDED ISOUTPUT FROM TERMINAL I12 OF THE HEATER CONTROL ASSEMBLY → TERMINAL 6 OF THE SERVO MOTOR → TERMINAL D11 OFTHE SYSTEM AMPLIFIER. (AT THIS TIME, THE CURRENT FLOWING THROUGH TERMINAL I7 OF THE HEATER CONTROL ASSEMBLYFLOWS THROUGH TERMINAL I17 → GROUND, CAUSING THE INDICATOR LIGHT TO LIGHT UP). AT THE SAME TIME, THE SIGNAL FORWHEN THE CIRCUIT IS NOT GROUNDED IS INPUT TO TERMINAL D10 OF THE AMPLIFIER. THESE 2 SIGNALS CAUSE THE AMPLIFIERTO OPERATE AND CURRENT FLOWS FROM TERMINAL D5 OF THE AMPLIFIER → SERVO MOTOR → TERMINAL D4 → GROUND,WHICH ROTATES THE SERVO MOTOR, CAUSING THE DAMPER TO MOVE TO THE BI–LEVEL POSITION.WHEN THE DAMPER COMES TO THE BI–LEVEL POSITION, A SIGNAL THAT THE GROUND CIRCUIT IS CUT IS INPUT TO TERMINAL D11OF THE AMPLIFIER, AND AMPLIFIER OPERATION CAUSES THE SERVO MOTOR TO STOP ROTATING AND THE DAMPER TO STAY INPOSITION.(SWITCHING TO OTHER MODE POSITIONS)WHEN SWITCHING THE DAMPER FROM FACE TOWARDS DEF, AS EXPLAINED BEFORE, A GROUND SIGNAL IS INPUT TO TERMINALD11 OF THE AMPLIFIER AND A NON–GROUND SIGNAL IS INPUT TO TERMINAL D10 SO THAT CURRENT FLOWS FROM TERMINAL D5→ SERVO MOTOR → TERMINAL D4, MOVING THE DAMPER TO THE DESIRED POSITION.WHEN SWITCHING THE DAMPER IN THE OPPOSITE DIRECTION FROM DEF TOWARDS FACE, A GROUND SIGNAL IS INPUT TOTERMINAL D10 OF THE AMPLIFIER AND A NON–GROUND SIGNAL IS INPUT TO TERMINAL D11 SO THAT THE CURRENT FLOWS FROMTERMINAL D4 → SERVO MOTOR → TERMINAL D5, CAUSING THE SERVO MOTOR TO ROTATE IN REVERSE AND MOVING THEDAMPER TO THE DESIRED POSITION.

3. OPERATION OF THE AIR MIX CONTROL SERVO MOTOR (FOR PUSH SWITCH TYPE)(SWITCHING FROM WARM TO COOL)WHEN THE TEMPERATURE CONTROL KNOB IS SWITCHED FROM WARM POSITION TO COOL POSITION, THE RESISTANCE INSIDETHE HEATER CONTROL ASSEMBLY BECOMES GREATER THAN THE RESISTANCE INSIDE THE SERVO MOTOR. THE SIGNAL AT THISTIME IS INPUT TO THE SYSTEM AMPLIFIER, CAUSING THE AMPLIFIER TO OPERATE. CURRENT FLOWS FROM TERMINAL D8 OF THEAMPLIFIER → SERVO MOTOR → TERMINAL D9 → GROUND, CHANGING THE DAMPER FROM WARM TO COOL POSITION. WHEN THERESPECTIVE RESISTANCES ARE THE SAME VALVE, THE SERVO MOTOR STOP.(SWITCHING FROM COOL TO WARM)WHEN THE TEMPERATURE CONTROL KNOB IS SWITCHED FROM COOL POSITION TO WARM POSITION, THE RESISTANCE INSIDETHE HEATER CONTROL ASSEMBLY BECOMES LESS THAN THE RESISTANCE INSIDE THE SERVO MOTOR. THE SIGNAL AT THIS TIMEIS INPUT TO THE SYSTEM AMPLIFIER, CAUSING THE AMPLIFIER TO OPERATE. CURRENT FLOWS FROM TERMINAL D9 OF THEAMPLIFIER → SERVO MOTOR → TERMINAL D8 → GROUND, CHANGING THE DAMPER FROM COOL TO WARM POSITION. WHEN THERESPECTIVE RESISTANCES ARE THE SAME VALVE, THE SERVO MOTOR STOPS.

4. RADIATOR FAN AND CONDENSER FAN OPERATIONWHEN THE IGNITION SW IS ON, TURNING THE ENGINE MAIN RELAY TO ON CAUSES CURRENT TO FLOW TO THE RAD FAN FUSEAND THE CDS FAN FUSE.

* LOW SPEED OPERATIONOPERATION OF THE A/C CONDENSER FAN CONTROL AMPLIFIER TURNS RADIATOR FAN RELAY NO. 1 AND A/C FAN RELAY NO. 2AND NO. 3 TO ON, AND CURRENT FROM THE CDS FAN FUSE FLOWS IN SERIES FROM THE CONDENSER FAN MOTOR → TERMINAL1 OF THE A/C FAN RELAY NO. 2 → TERMINAL 4 → TERMINAL 2 OF A/C FAN RELAY NO. 3 → TERMINAL 4 → RADIATOR FAN MOTOR →GROUND, CAUSING EACH FAN TO ROTATE AT LOW SPEED. [THIS IS WHEN THE WATER TEMP. IS APPROX. 85° TO 90°C (185° TO194°F).]

* HIGH SPEED OPERATION

OPERATION OF THE A/C CONDENSER FAN AMPLIFIER AND HIGH PRESSURE SW CAUSES CURRENT TO THE COIL SIDE OFRADIATOR FAN RELAY NO. 1 AND A/C FAN RELAY NO. 2 TO BE CUT (BOTH RELAYS OFF). ACCORDINGLY, CURRENT FROM THE RADFAN FUSE FLOWS FROM TERMINAL 4 OF RADIATOR FAN RELAY NO. 1 → TERMINAL 3 → RADIATOR FAN MOTOR → GROUND, ANDCURRENT FROM THE CDS FAN FUSE FLOWS FROM THE CONDENSER FAN MOTOR → TERMINAL 1 OF A/C FAN RELAY NO. 2 →TERMINAL 3 → GROUND. THIS PARALLEL CURRENT FLOW TO BOTH MOTORS CAUSES BOTH FANS TO ROTATE AT HIGH SPEED.[THIS IS WHEN THE WATER TEMP. IS APPROX. 90°C (194°F) OR MORE WITH THE MAGNET CLUTCH OFF, OR ELSE WITH THEMAGNET CLUTCH ON AND THE REFRIGERANT PRESSURE AT 15.5 KG/CM2 (220 PSI, 1520 KPS) OR MORE.]

SYSTEM OUTLINE

172

RADIATOR FAN AND AIR CONDITIONER (2VZ–FE)

5. AIR CONDITIONER OPERATIONWHEN THE BLOWER SW IS SET TO ON, CURRENT FROM THE 30A HEATER CB FLOWS THROUGH TERMINAL I14 (PUSH SWITCHTYPE), 5 (LEVER SWITCH TYPE) OF THE A/C SW, TERMINAL 1 OF THE A/C DUAL PRESSURE SW → TERMINAL 2 → TERMINAL 14 OFTHE A/C AMPLIFIER, TERMINAL 1 OF THE MAGNET CLUTCH RELAY VIA THE A/C FUSE. THE ENGINE SPEED SIGNAL FROM IGNITER,THE EVAPORATOR TEMP. SIGNAL FROM THE A/C THERMISTOR, AND THE LOCK SIGNAL FROM THE A/C COMPRESSOR ARE ALLSUPPLIED TO THE A/C AMPLIFIER. WHEN THE A/C SW IS TURNED ON, THE A/C SW ON SIGNAL IS SENT TO THE A/C AMPLIFIER,ACTIVATING IT AND TURNING ON THE MAGNET CLUTCH RELAY, SO THAT CURRENT FLOWS FROM TERMINAL 1 OF THE RELAY →TERMINAL 2 → MAGNET CLUTCH, CAUSING THE COMPRESSOR TO OPERATE, THEN THE MAGNET CLUTCH ACTIVATING THECOMPRESSOR. THE A/C OPERATION IS SHUT OFF WHEN A SIGNAL INDICATING LOW EVAPORATOR TEMP., GREAT DIFFERENCEBETWEEN THE ENGINE AND COMPRESSOR SPEEDS, HIGH WATER TEMP. SIGNAL, OR ABNORMALLY HIGH OR LOW REFRIGERANTPRESSURE, IS SUPPLIED WHILE THE ENGINE HIGH SPEED SIGNAL EXISTS. WHEN ONE OF THESE SIGNALS IS RECEIVED, THEAMPLIFIER SHUTS OFF THE A/C OPERATION.

WHEN THE DIFFERENCE BETWEEN THE ENGINE AND COMPRESSOR SPEED IS EXCESSIVE, THE AMPLIFIER TURNS ON THE A/CSW INDICATOR LIGHT TO INDICATE A FAULT.

173

RADIATOR FAN AND AIR CONDITIONER (2VZ–FE LEVER SWITCH TYPE)

RADIATOR FAN RELAY NO. 14–3 : OPEN WITH IGNITION SW ON, A/C HIGH PRESSURE SW ON AND WATER TEMP. SW ON

A/C FAN RELAY NO. 2(2) 1–(2) 3 : CLOSED WITH IGNITION SW OFF OR A/C HIGH PRESSURE SW OFF(2) 1–(2) 4 : CLOSED IGNITION SW ON AND A/C HIGH PRESSURE SW ON

A/C FAN RELAY NO. 3(2) 2–(2) 4 : CLOSED WITH IGNITION SW ON AND MAGNET CLUTCH ON

(C) A/C HIGH PRESSURE SW (FOR RADIATOR FAN)1–2 : OPEN ABOVE 18 Kg/CM2 (256 PSI, 1765 KPA)

CLOSED BELOW 14 Kg/CM2 (199 PSI, 1373 KPA)

(L) A/C DUAL PRESSURE SW1–2 : OPEN WITH PRESSUR LESS THAN 2.1 Kg/CM2 (30 PSI, 206 KPA) OR ABOVE 27 Kg/CM2 (384 PSI, 2648 KPA)

(G) A/C WATER TEMP. SW (FOR RADIATOR FAN)1–GROUND : OPEN ABOVE 90°C (194°F)


(P) A/C THERMISTOR1–2 : APPROX. 1.5 KΩ AT 25°C (77°F)


(T) BLOWER RESISTOR1–2 : APPROX. 1.5 Ω2–4 : APPROX. 0.8 Ω3–4 : APPROX. 0.4 Ω

: PARTS LOCATION


A A8 24 G A13 24 (W/O A/C) O A25 28

B R1 24 H A21 28 P A25 28

C A10 24 (W/ A/C) I A43 24 (CANADA) Q A7 24

C A10 24 (W/O A/C) J T4 28 R I3 24

D S1 24 K T2 28 S B5 28

E A12 24 L A9 24 T B6 28

F A18 28 M H6 28 U H7 28

G A13 24 (W/ A/C) N A19 28

: RELAY BLOCKS
















C5 30 ENGINE WIRE AND ENGINE ROOM MAIN WIRE (NEAR J/B NO. 2)





SERVICE HINTS

174


RA

DIA

TO

RFA

NR

ELA

YN

O.

1

C14

D113

2 2

22

22

2 2

2

4 3

2 43 2

4 1 6 1

2 1

3

A/C

FA

NR

ELA

YN

O.

2

A/C

FA

NR

ELA

YN

O.

3

B–R

A

M

2

1

2

1L

LB

–OB

B–O

M2 1

6

2

C

L–B

( W/A

/C)

W–B

W–B

W–B

W–B

J38

1

J318 J36

B–W

W–R

W–B

B–W

B–O

B–W

B–W

B–W

B–W B–Y

Y R G

B–W

2

B–O

2 2

2 3

1 1

2 3

R–L

B–W

L–Y

R–L

L–Y

(USA)

(CANADA)

(USA)

(CANADA)

( CA

NA

DA

)

I

B–W

( US

A)

2

1

4 6

7 5 1 6

3 1 2 7

3 4

P( W

/A

/C)

LG( W

/A

/C)

B–W

Y–R

G–W

W–B

COMPRESSORCONTROL AMPLIFIER

A/C CONDENSER FAN CONTROL AMPLIFIERF

H

J3

161 2

W–B

Y–R

B–Y


40AHEATERFAN

30AFLCDS FAN

MAGNETCLUTCHRELAY

MAGNETCLUTCHRELAY

A/C

MA

GN

ET

CLU

TC

H

E

D SHORT PIN(FOR FAN CHECK)

RA

DIA

TO

RFA

NM

OTO

R

B

A

B–R

C5A2

22

C5A2

11

(CANADA)(USA)

(USA) (CANADA)

A2C5

33

( CA

NA

DA

)( U

SA

)

B12

B1

1R R

RW

W

W

(USA)(USA)( U

SA

)( U

SA

)

( CA

NA

DA

)

(CANADA)A

/CH

IGH

PR

ES

SU

RE

SW

( FO

RR

AD

IAT

OR

FA

N)

C

B–R

L–B

( W/O

A/C

)

(W/O A/C)

(W/ A/C)

2

1

SH

OR

TP

IN

B

BR(W/ A/C)

BR(W/O A/C)

J37

A/C

WA

TE

RT

EM

P.

SW

( FO

RC

ON

DE

NS

ER

FA

N)

J3

17

WA

TE

RT

EM

PS

EN

SO

R( F

OR

CO

ND

EN

SE

RF

AN

)

L LG

( W/

A/C

)

LG

(W/O A/C)

Y( W

/A

/C)

Y( W

/OA

/C)

2

(W/ A/C)

1

W

W

( W/A

/C)

(W/O A/C)

P(W/ A/C)

L–B(W/O A/C)

P

( W/

A/C

)

G G

C

B–R

5

1I6

7. 5AIGN

2E1

2G3

4

2E

2C

3

2A4

2E

2

2E6

2C6

2E5

2A7

175

M

M2 M1HI

2

5

1

2

P

A/C

TH

ER

MIS

TO

R U

BLOWER SW 8

W–B

W–B

W–B

4

H

4 424

6

1 2

5

5

B–W L–W

2

3 1

L–O

L–B

B–W

W–B

L–W

W–B

4

BLOWER RESISTOR

T

B–W

B–W

S

BLOWERMOTOR

2

1

1

OFF

LO

BR

–WB

R–W

J34 J314 J313 J35

J21

W–L

W

W–R B

BL–R

W–L

W–L

W–L

W–R2

21

3

IGN

ITE

R

A/C

CO

MP

RE

SS

UR

SE

NS

OR

Q

R

78139

4

6

2

1

J2

4

W–B

B–Y

B–Y

W–BW–BW–B

A/C DIODE

O

3

A/C AMPLIFIERN

4

J23

J310 J33 J39

K1

9

1

2

2

6

101411121

5

Y–R

B–Y

W–B

G–W

Y–R

Y–G

G–W

L–W

B–

W

Y–R

L

V–WY–R

B–W 4 4

4 4

4

4

Y–G

W–B

B

R–L L

Y–G

B

L–W

1 4

3 5

2

Y–G

Y–RY

–R

Y–R

J K

L–B

B–G

ACT A/C

L

V–

W

G–W

2

1

TCCSECU

22 10

LA

/CD

UA

LP

RE

SS

UR

ES

W

M A/C SW

30AHEATERCB

10AA/C

B

W–B

A/C

2HEATERRELAY

1N9

7. 5AGAUGE

176


: GROUND POINTS


A 30 RIGHT FENDER

C 30 RADIATOR LEFT


177

RADIATOR FAN AND AIR CONDITIONER (2VZ–FE PUSH SWITCH TYPE)

178


M

M

30AHEATERCB

R–L

W–B B

5

4

2

1

7

8

6

BLOWER CONTROLRELAY

3

B

BB

–W

L–B

L–O

6

2 1

5

1

2

BLOWERMOTOR

BLOWER RESISTOR

W–B

W–B

H

AIR MIX CONTROL SERVO MOTOR

2 8 11 7 15 1 13

LGBR

–Y

R–B

BR

–B

LG–R

B–W

LG–B

BR

–Y

LG–R

B–W

LG–B

R–BLG

612

VE

NT

HE

AT

D D E E E E D D1312687589

O P

O P

R–L

44

4 44

4

L–W

R–L

B

B–W

L–B

L–O

BR–B

L–W

W–B

L–O

L–B

B–W

R–LR–L

B–W

L–B

W–BB–W

B–W

1

2G

A

F

B

C

HE

AT

ER

RE

LAY

G

14

2

5 3

1

42 45 44

L


1N9

7. 5AGAUGE

179

M

B

R–L

17

B


10 11 16 101 4 5

Y–L

L–O

R–W

W–G

L–B

W–B

L–R

Y–R

G–W

Y–B

G–R

B–W

L–B

L–O

L–W

BR–B

BR

–B

R–W L–

R

L–W

L–O

L–B

B–W

DEF

FOOT/DEF

FOOT

BI–LEVEL

FACE

AIR VENT MODE CONTROL SERVO MOTOR

LOOFF M1 M2 HI

HEATER CONTROL SW

W–B

W–B 17

2110

W–B

R–LR–L

E

D D D D D E E

H

I

I I J J J J1 9 3 4 5 6

43

4

6

5 6 9 3 4 11

Y–R

G–W Y–B

G–R

L–O

Y–L

W–G

L–B

180


M

B B

R–L

Y–R

Y G–W

Y–B

G–R

V–WLG

–B


RECIRC/FRESHCONTROL SERVOMOTOR

W–R

W–G

FR

ES

H/R

EC

IRC

G–W

Y–B

G–R

V–W

Y–

R

Y G–W

Y–

B

G–R

W–

G

W–

R

V–

W

LG–B

W–B W–B

FACE BI–LEVEL FOOT FOOT/DEF DEF RECIRC/FRESH A/C

R–L R–L

HEATER CONTROL SW

I I I I I I I I I61021115312134

E D E E E D D3 14 11 4 12 2 6

K

2 3

1

Y–R

F

R

181

2

1

J34

J21

J23 J33 J310 J39

J2

4

3952

2

1

11210

2210

I8

3

A/C AMPLIFIER

A/C

CO

MP

RE

SS

OR

SE

NS

OR

A/C

TH

ER

MIS

TO

R

A/C DUALPRESSURE SW

10AA/C

TCCS ECU

V–W

R–L

B

W–L

W–B

Y–G

G–

W

L–W

V–W

L

BR

–W

W–L

W–

B

W–L

W–L

L–B

B–G

V–W

Y–G

R–L

Y–G

L

L

Q

P

O

A/C ACT

K1

11

1 2

J315

J313J314 J35

2

1

13 8 7 1 6 7

14 11 4 53

2

IGN

ITE

R

Y–G Y–R Y–R

W–BW–B

B

W–RW

B

W–R

L–R

B–Y

W–

B

P

Y–

R

B–

W

Y–R

G–W LG

Y–R

G–W

Y–R

B–Y

B–Y

COMPRESSORCONTROLAMPLIFIER

R

T

A/C

DIO

DE

SII 147

4

4

NM

1

2

1

2

J317

J37

WY

WA

TE

RT

EM

P.

SE

NS

OR

( FO

RR

AD

IAT

OR

FA

N)

U

L–W

182


183

RADIATOR FAN RELAY NO. 13–4 : OPEN WITH IGNITION SW ON AND, A/C HIGH PRESSURE SW ON OR WATER TEMP. IS APPROX. 90°C (194°F) OR MORE


(C) BLOWER RESISTOR1–2 : APPROX. 1.20 Ω1–5 : APPROX. 3.70 Ω2–6 : APPROX. 0.40 Ω

(I) HEATER CONTROL ASSEMBLY1–9 : MORE THAN 2700 Ω WITH CONTROL LEVER AT COOL POSITION

LESS THAN 290 Ω WITH CONTROL LEVER AT WARM POSITIONAPPROX. 1500 Ω WITH CONTROL LEVER AT MIDDLE POSITION 25°C (77°F)

(L) A/C DUAL PRESSURE SW1–2 : OPEN WITH PRESSURE LESS THAN 2.1 KG/CM2 (30 PSI, 206 KPA) OR ABOVE 27 KG/CM2 (384 PSI, 2648 KPA)

(W) A/C CONDENSOR FAN CONTROL AMPLIFIER3–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION

(V) A/C MAGNET CLUTCH1–GROUND : APPROX. 3.7 Ω

A/C FAN RELAY NO. 2(2) 1–(2) 3 : CLOSED WITH IGNITION SW OFF, A/C HIGH PRESSURE SW OFF OR WATER TEMP. SW OFF(2) 1–(2) 4 : CLOSED WITH IGNITION SW ON AND, A/C HIGH PRESSURE SW ON AND/OR WATER TEMP. IS

APPROX. 90°C (194°F) OR MORE

A/C FAN RELAY NO. 3(2) 1–(2 ) 4 : CLOSED WITH MAGNET CLUTCH ON

(c) A/C HIGH PRESSURE SW (FOR RADIATOR FAN)1–2 : OPEN ABOVE 15.5 KG/CM2 (220 PSI, 1520 KPA)

CLOSED BELOW 12.5 KG/CM2 (178 PSI, 1226 KPA)

: PARTS LOCATION


A B5 28 K R8 28 U W3 24

B B4 28 L A9 24 V A12 24

C B6 28 M T2 28 W A18 28

D A22 28 N T4 28 X A43 24

E A23 28 O A19 28 Y A13 24

F A27 28 P A25 28 Z A8 24

G A27 28 Q A7 24 a R1 24

H A28 28 R I3 24 b S1 24

I H6 28 S A25 28 c A10 24

J H7 28 T A21 28

: RELAY BLOCKS












SERVICE HINTS

184





B1 32 ENGINE ROOM MAIN WIRE AND ENGINE ROOM NO. 4 WIRE (NEAR J/B NO. 2)


C5 30 ENGINE WIRE AND ENGINE ROOM NO. 4 WIRE (NEAR J/B NO. 2)





: GROUND POINTS


A 30 RIGHT FENDER

C 30 RADIATOR LEFT


186

GROUND POINTS

W

KEY INTERLOCKSOLENOID

DIMMER SW

CRUISE CONTROL SW[COMB. METER]

FRONT WIPERAND WASHER SW

LIGHT CONTROL SW

STARTER RELAY

MAP LIGHT

BRAKE FLUID LEVELWARNING SW

DOOR LOCK CONTROLRELAY

DOOR LOCK SOLENOIDFRONT RH

DOOR LOCKCONTROL SW RH

DOOR LOCK KEYSW RH

POWER MAIN RELAY

TURN SIGNALFLASHER

DOOR LOCK CONTROLSW LH

DOOR LOCK KEYSW LH

OUT SIDE HANDLE SW

DOOR LOCKSOLENOID FRONT LH

POWER WINDOWMASTER SW

AUTOMATIC SHOULDERBELT SW LH

INTEGRATION RELAY

SEAT BELT WARNINGRELAY

AUTOMATIC SHOULDERBELT SW RH

CRUISE CONTROLCOMPUTER

HEATER RELAY

HEATER CONTROLASSEMBLY

BLOWER CONTROLRELAY

HEATER BLOWER SW

M1

6

J2

4

E2

2

F1

8

O1

7

O2

9

W–B

W–B

W–B

W–B

W–BW–B

W–B (M/T)

W–B(W/O MOON ROOF) W–B

W–B

W–B

W–B W–B W–B

W–B

W–B W–B

W–BW–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

BR

H

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

BR

4

3

4

5

46

4

1

4

2

SYSTEM AMPLIFIER

BLOWER RESISTOR

4

4 W–B

W–B

COMPRESSORCONTROL AMPLIFIER

A/C AMPLIFIER


W–B

1

3

W–

BW

–BW

–BW

–BW

–BW

–B

4

2

(2VZ–FE)

(3S–FE)

(3S–FE)

( EX

.CA

NA

DA

3S–F

EW

/P

OW

ER

WIN

DO

W)

( CA

NA

DA

3S–F

E/

PO

WE

RW

IND

OW

)

A/C CONDENSOR FANCONTROL AMPLIFIER

W–B

(W/ A/C)

(W/ A/C)

W–B

UNLOCK WARNING SWW–B

F

RUNNING LIGHTSRELAY

W–B

W–B

W–B

(W/ CANADA)

CRUISE CONTROLCLUTCH SW

W–B

W–B

RADIO ANDTAPE PLAYER

BACK DOOR LOCKCONTROL SW

REMOTE CONTROLMIRROR SW

COMB. METER(SPEED SENSOR)

FUEL SENDER(ANALOG)

MOON ROOFCONTROL RELAY

MOON ROOFLIMIT SW

MOON ROOF SW

MAP LIGHT

E

V3

9

H113

J

G

P1

1

W–B

W–B

W–B

W–B

W–B

W–BW–B

W–B

W–B

W–B

W–B(ANALOG)

BR

W–B

BR

BR

(FWD)

(ALL–TRAC/4WD)

BR

(ALL–TRAC/4WD)(W/ MOON ROOF)

OX SENSOR (SUB)W–BBR

(2VZ–FE)

REAR WINDOWDEFOGGER

B (S/D)

1M

7

1I

13

1M

3

1N

11

1C

1

8

1L

9

1L

14

1F

3

1K

5

1J1

18

D

187

COMB. METER

GLOVE BOX LIGHTSW

REOSTAT

CRUISE CONTROLMAIN SW

CLOCK

DIFF LOCK CONTROLSW

DEFOGGER SW

REAR WIPER SW

A/T INDICATOR 3D

15W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

CIGARETTE LIGHTER

CENTER DIFF. LOCKINDICATOR LIGHT

SHIFT LOCK CONTROLCOMPUTER

O/D MAIN SW

A. B. S. COMPUTERW–B

W–B

W–B

W–B

W–B

(ANALOG)

ECT SOLENOID

CHECK CONNECTOR

THROTTLE POSITIONSENSOR

AIR FLOW METER

EFI WATER TEMP.SENSOR

TCCS ECU

TCCS ECU

EGRGAS TEMP. SENSOR

COMB. METER(WATER TEMP. )

ECT SOLENOID

NOISE FILTER

ECT ECU

REAR COMBINATIONLIGHT RH

REAR SIDE MARKERLIGHT RH

FUEL SENDER

FUEL PUMP

REAR COMBINATIONLIGHT LH

LICENCE PLATE LIGHTLH

LICENCE PLATE LIGHTRH


ANTENNA MOTORAND CONTROL RELAY

LIGHT FAILURESENSOR

REAR COMBIANTIONLIGHT LH

REAR SIDE MARKERLIGHT LH

REAR COMBIANTIONLIGHT LH

FUEL PUMP

AUTOMATIC SHOULDERBELT COMPUTER

OX SENSOR (SUB)

ECT ECU

(E02)

(E01)

(E1)

(E21)

L3

6

U1

3

L1

12

Q1

12

B

K

V37V2(S/D)4

a12

V1(STATION W/G)7

W–B

W–B

W–B

W–B W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

( FW

D) W

–B

( ALL

–TR

AC

/4W

D) W

–B

W–B

W–

BW

–B

W–B

BR

BR

BR

BR(3S–FE W/O ECT)

BR(3S–FE W/O ECT)

BR(3S–FE W/O ECT)

W–B(3S–FE W/O ECT)

BR

BR

BR

BR BR

(2VZ–FE) W–B

W–B

BR

BR

BR

W–B

W–B

W–B(ALL–TRAC/4WD)

( ALL

–TR

AC

/4W

D)

SPOOL RELEACE SW

BUCKLE SW

POWER SEAT SW

FUEL SENDER

M I

W–B

(FWD) W–B

W–B

W–B

W–B

W–B

(FWD)

W–B

W–B

W–

B

W–

B

W–B

W–B

(2VZ–FE)

L4

10

L1

10

W–B

(S/D) W–B

a2

1

OX SENSOR (MAIN)BR

BR

(3S–FE FWD)

(EX. 3S–FE FWD)

BR(FWD)

W–B

3B

3

3A

1

3A

2

3C

15

3C

14

3B

2

3A

3

3C

16

J/B NO. 3

3D

14

3D

16

188

GROUND POINTS

ENGINE MAIN RELAY

EFI MAIN RELAY

A/C FAN RELAY NO. 2

A/C FAN RELAY NO. 3

CIRCUIT OPENINGRELAY

HEAD LIGHTS RH

FRONT TURN SIGNALLIGHT LH

FRONT CLEARANCELIGHT RH

FRONT CLEARANCELIGHT LH

FRONT TURN SIGNALLIGHT RH

A. B. S. ACTUATOR

A. B. S. CHECKCONNECTOR

RADIATOR FANMOTOR

CRUISE CONTROLVACUUM PUMP

CRUISE CONTROLVACUUM SW

C A

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B W–B

W–B

W–B

(W/O A. B. S. )

2

3

2

3

AIR FLOW METERW–B

HEAD LIGHTS LHW

–B

REAR WINDOWDEFOGGER

HIGH MOUNT STOPLIGHT

BACK DOORCOURTESY SW

LICENCE PLATE RH

LICENCE PLATE LH


REAR COMBINATIONLIGHT LH

LW2

1

Y2

1

W–B

W–B

W–BW–B W–B

B

B

(STATION W/G) (STATION W/G)

W–B

W–B

W–B

W–B

W–B

(STATION W/G)

(STATION W/G)

(STATION W/G)

(STATION W/G)

(STATION W/G)

(STATION W/G)

W–B

W–B

W–B

(W/ CANADA)

2E

5

2C

3

2A7

: RELAY BLOCKS





189



1B 18 ENGINE ROOM MAIN WIRE AND J/B NO. 1 (LEFT KICK PANEL)1C 18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)1F 18 COWL SUB WIRE AND J/B NO. 1 (LEFT KICK PANEL)1I1J1K

18 COWL WIRE AND J/B NO 1 (LEFT KICK PANEL)1L 18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)

1M1N2A 20 ENGINE ROOM MAIN WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)2C 20 ENGINE WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)2E 20 ENGINE ROOM NO. 4 WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)3A3B

22 INSTRUMENT PANEL WIRE AND J/B NO 3 (INSTRUMENT PANEL LEFT)3C 22 INSTRUMENT PANEL WIRE AND J/B NO. 3 (INSTRUMENT PANEL LEFT)

3D



E2 34 FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)F1 34 INSTRUMENT PANEL WIRE AND COWL SUB WIRE (LEFT KICK PANEL)H1 34 FLOOR NO. 1 WIRE AND INSTRUMENT PANEL WIRE (LEFT KICK PANEL)J2 34 COWL WIRE AND A/C WIRE (BEHIND GLOVE BOX)L1L3 34 ENGINE WIRE AND INSTRUMENT PANEL WIRE (BEHIND GLOVE BOX)L4

34 ENGINE WIRE AND INSTRUMENT PANEL WIRE (BEHIND GLOVE BOX)

M1 34 COWL WIRE AND ROOF WIRE (INSTRUMENT PANEL RIGHT)O1

34 FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)O2 34 FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)

P136 (S/D)



Q136 (S/D)

FLOOR NO 3 WIRE AND FLOOR NO 1 WIRE (FLOOR CENTER)Q138 (STATION W/G)


U1 36 FLOOR NO. 1 WIRE AND LUGGAGE ROOM NO. 2 WIRE (LUGGAGE COMPARTMENT DOOR)V1 38 LUGGAGE ROOM NO. 1 WIRE AND FLOOR NO. 1 WIRE (BACK PANEL LEFT)V2

36 (S/D) FLOOR NO 1 WIRE AND LUGGAGE ROOM NO 1 WIRE (BACK PANEL LEFT)V3 36 (S/D) FLOOR NO. 1 WIRE AND LUGGAGE ROOM NO. 1 WIRE (BACK PANEL LEFT)

W2 38 BACK DOOR NO. 1 WIRE AND FLOOR NO. 1 WIRE (BACK PANEL LEFT)Y2 38 BACK DOOR NO. 1 WIRE AND BACK DOOR NO. 2 WIRE (BACK DOOR LEFT)

a136 (S/D)

FLOOR NO 2 WIRE AND FLOOR NO 1 WIRE (UNDER REAR SEAT PANEL)a138 (STATION W/G)

FLOOR NO. 2 WIRE AND FLOOR NO. 1 WIRE (UNDER REAR SEAT PANEL)


: GROUND POINTS


A30 (2VZ–FE)


RIGHT FENDER

B30 (2VZ–FE)


INTAKE MANIFOLD

C30 (2VZ–FE)


RADIATOR LEFT

D 34 J/B NO. 1 SET BOLTE 34 LEFT KICK PANELF 34 INSTRUMENT PANEL CENTER

G36 (S/D)




I36 (S/D)


LEFT REAR FENDER

J 36 RIGHT REAR PILLAR


K 38 (STATION W/G) DECK RIGHTL 38 BACK DOOR RIGHT

M36 (S/D)

RIGHT REAR FENDERM38 (STATION W/G)

RIGHT REAR FENDER

toyota camry 87-91 electrical wiring diagram

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