Toyota Camry (SV21)

FOREWORD
This wiring diagram manual has been prepared to provide

information on the electrical system of the 1990 TOYOTA
CAMRY.
Applicable models: SV21, 25 series

VZV21 series
For service specifications and repair procedures of the above

models other than those listed in this manual, refer to the
following manuals;
Manual Name Pub. No.
1990 Camry Repair Manual Volume 1 RM151U1

Volume 2 RM151U2
TCCS (3S–FE) Diagnosis Manual DM011U
ECT (A140E) Diagnosis Manual DM013U
ECT (A540E) Diagnosis Manual DM014U
1990 Model New Car Features NCF059U
All information in this manual is based on the latest product

information at the time of publication. However, specifications
and procedures are subject to change without notice.
TOYOTA MOTOR CORPORATION
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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.
HOW TO USE
3 Instructions on how to use this manual.
THIS MANUAL
TROUBLE–
4 Describes the basic inspection procedures for electrical circuits.
SHOOTING
5 ABBREVIATIONS Defines the abbreviations used in this manual.
GLOSSARY OF
6 TERMS AND Defines the symbols and functions of major parts.
SYMBOLS
Shows position of the Electronic Control Unit, Computer, Relays, Junction

7 RELAY LOCATIONS
Block, etc. This section is closely related to the system circuit.
ELECTRICAL Describes position of the Parts Connectors, Ground points, etc.

8
WIRE ROUTING This section is closely related to the system circuit.
POWER SOURCE
Describes power distribution from the power supply to various electrical
9 (POWER–LOAD,
loads.
Reference)
10 INDEX Index of the system circuits.
Electrical circuits of each system are shown from the power supply through
ground points. Wiring connections and their positions are shown and
classified by code according to the connection method. (Refer to the
SYSTEM CIRCUITS section, “How to use this manual”).
11 The “System Outline” and “Service Hints” useful for troubleshooting are
also contained in this section.
GROUND POINTS Shows ground positions of all parts described in this manual.
OVERALL
12 Provides circuit diagrams showing the circuit connections.
WIRING DIAGRAM
2
HOW TO USE THIS MANUAL
This manual provides information on the electrical circuits installed on vehicles by

dividing them into each system circuit.
The actual wiring of each system circuit is shown from the point where the power source
is received from the battery as far as each ground point. (All circuit diagrams are shown
with the switches in the OFF position.)
When troubleshooting any problem, first understand the operation of the circuit where
the problem was detected (see System Circuit section), the power source supplying
power to that circuit (see Power Source section), and the ground points (see Ground
Points section). See the System Outline to understand the circuit operation.
When the circuit operation is understood, begin troubleshooting of the problem circuit
to isolate the cause. Use Relay Location and Electrical Wire Routing sections to find
each part, junction block and wiring harness connectors, wiring harness and wiring
harness connectors, and ground points of each system circuit. Internal wiring for each
junction block is also provided for better understanding of connection within a junction
block.
Wiring related to each system is indicated in each system circuit by arrows (from
, to ). When overall connections are required, see the Overall Wiring Diagram
at the end of this manual.
3
4
A : System Title J : Indicates the wiring color.
: Indicates a Relay Block. No shading is used and only Wire colors are indicated by an alphabetical code.
B the Relay Block No. is shown to distinguish it from the
J/B. B = Black L = Blue R = Red
Example: Indicates Relay Block No. 1. BR = Brown LG = Light Green V = Violet
: Indicates the connector to be connected to a part (the G = Green O = Orange W = White

C
numeral indicates the pin No.) GR = Gray P = Pink Y = Yellow
The first letter indicates the basic wire color and the
D : Connector Color second letter indicates the color of the stripe.
Connectors not indicated are milky white in color. Example: L–Y
E : ( ) is used to indicate different wiring and connector,
etc. when the vehicle model, engine type, or
specification is different. (Blue) (Yellow)
F K : Page No.
: Indicates related system.
G : Indicates the wiring harness and wiring harness L : Indicates a sealed wiring harness.
connector. The wiring harness with male terminal is
shown with arrows ( ).
Outside numerals are pin numbers.
M : Indicates a ground point.
N : Indicates the pin number of the connector.
The numbering system is different for female and male
connectors.
Example: Numbered in order Numbered in order
H : Represents a part (all parts are shown in sky blue). The from upper left to from upper right to
code (e.g. ) is the same as the code used in parts lower right lower left
position.
I : Junction Block (The number in the circle is the J/B No.
and the connector code is shown beside it). Junction
Blocks are shaded to clearly separate them from other
parts (different junction blocks are shaded differently for
further clarification).
The numbering system for the overall wiring diagram is
the same as above.
Example:
3B indicates O : When 2 parts both use one connector in common, the
that it is inside parts connector name used in the wire routing section
Junction Block is shown in square brackets [ ].
No. 3.
5
P SYSTEM OUTLINE
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 RELAY
AND 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 WINDOW
CONTROL RELAY THROUGH TERMINAL 3 OF THE MASTER SW TERMINAL 2 TO OPERATE A POWER WINDOW CONTROL RELAY. THUS THE CURRENT INSIDE THE RELAY
FLOWS FROM TERMINAL 2 OF THE RELAY TERMINAL 1 TERMINAL 2 OF THE POWER WINDOW MOTOR TERMINAL 1 TERMINAL 4 OF THE RELAY TERMINAL
3 TO GROUND. THE MOTOR TURNS TO RAISE THE WINDOW. RELEASING THIS SW, THE ROTATION OF MOTOR IS STOPPED AND THE WINDOWS STOP AT DESIRED
POINT.
(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 TERMINAL
3 OF THE MASTER SW TERMINALS 8 AND 9 TO OPERATE THE RELAY. THUS THE CURRENT INSIDE THE POWER WINDOW CONTROL RELAY FLOWS FROM TERMINAL
2 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 CURRENT
BETWEEN 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 THROUGH
TERMINAL 2 FLOWS TO TERMINAL 5 OF THE RELAY AND RELEASES THE AUTO DOWN FUNCTION IN THE POWER WINDOW CONTROL RELAY. RELEASING THE HAND FROM
SW, 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 OF
THE POWER WINDOW SW (PASSENGER’S) TERMINAL 4 TERMINAL 2 OF THE MOTOR TERMINAL 1 TERMINAL 9 OF THE POWER WINDOW SW TERMINAL
7 TERMINAL 1 OF THE MASTER SW TERMINAL 4 TO GROUND. THE MOTOR RUNS TO RAISE THE WINDOW. RELEASING THIS SW, THE ROTATION OF MOTOR IS
STOPPED 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 RUNS
TO LOWER THE WINDOW.
(FOR THE UP OPERATION, CURRENT FLOWS IN THE REVERSE DIRECTION BECAUSE THE TERMINALS WHERE IT FLOWS ARE CHANGED).
Q
SERVICE HINTS
(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
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
R : 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
S : RELAY BLOCKS
CODE SEE PAGE RELAY BLOCK (RELAY BLOCK LOCATION)
1 16 R/B NO. 1 (INSTRUMENT PANEL LEFT)
T : 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)
U : 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)
V : GROUND POINTS
CODE SEE PAGE GROUND POINT LOCATION

C 24 COWL LEFT
6
P : Explains the system outline.
Q : Indicates values or explains the function for reference during troubleshooting.
R : 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 order
in parts starting with that letter.
Example: P 4
Part is 4th in order
Power Window Master SW
S : Indicates the reference page showing the position on the vehicle of Relay Block Connectors in the
system circuit.
Example: Connector 1 is described on page 16 of this manual and is installed on the left side of the
instrument panel.
T : Indicates the reference page showing the position on the vehicle of J/B and Wire Harness in the system
circuit.
Example: Connector 3B connects the Cowl Wire and J/B No. 3. It is described on page 14 of this
manual, and is installed on the instrument panel left side.
U : Indicates the reference page describing the wiring harness and wiring harness connector (the female
wiring 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 described
on page 26 of this manual, and is installed on the right side kick panel.
V : 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.
7
The Power – Load section, describes which parts each power source (fuses, fusible links, and circuit breakers) transmits
current 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.
POWER SOURCE (Power–Load, Reference)
POWER SOURCE
8
The ground points circuit diagram shows the connections from all major parts to the respective ground points. When
troubleshooting a faulty ground point, checking the system circuits which use a common ground may help you identify the
problem ground quickly. The relationship between ground points ( , , and shown below) can also be
checked this way.
GROUND POINTS
9
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 good
ground point or negative battery terminal, and the
positive lead to the connector or component terminal.
This check can be done with a test light instead of a
voltmeter.
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 check
again.
When contacting the negative lead to the diode positive side
and the positive lead to the negative side, there should be
continuity.
When contacting the two leads in reverse, there should be no
continuity.
(c) Use a volt/ohmmeter with high impedance (10 kΩ/V

minimum) for troubleshooting of the electrical circuit.
10
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 test
light stays lit and the connector where the light goes
out.
(e) Find the exact location of the short by lightly shaking
the problem wire along the body.
CAUTION:
Do not open the cover or the case of the ECU and
various computer unless absolutely necessary. (If the
IC terminals are touched, the IC may be destroyed by
static electricity.)
DISCONNECTION OF MALE AND FEMALE

CONNECTORS
To pull apart the connectors, pull on the connector itself, not the
wire harness.
HINT: Check to see what kind of connector you are disconnecting
before pulling apart.
11
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 lock

position.
HINT: The needle insertion position varies according

to the connector’s shape (number of terminals
etc.), so check the position before inserting it.
“for B type”
Open the terminal retainer.
(b) Release the locking lug from terminal and pull the
terminal 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
12
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
13
GLOSSARY OF TERMS AND SYMBOLS
BATTERY HEADLIGHTS Current flow causes a headlight

Stores chemical energy and filament to heat up and emit light.
converts it into electrical energy. 1. SINGLE A headlight may have either a
Provides DC current for the auto’s FILAMENT single (1) filament or a double (2)
various electrical circuits. filament.
CAPACITOR (Condenser)
2. DOUBLE
A small holding unit for temporary FILAMENT
storage of electrical voltage.
CIGARETTE LIGHTER HORN

An electric resistance heating An electric device which sounds a
element. loud audible signal.
CIRCUIT BREAKER
Basically a reusable fuse, a circuit
breaker will heat and open if too
much current flows through it. Some IGNITION COIL
units automatically reset when cool, Converts low–voltage DC current
others must be manually reset. into high–voltage ignition current
for firing the spark plugs.
DIODE
A semiconductor which allows
current flow in only one direction.
DIODE, ZENER LIGHT

A diode which allows current flow Current flow through a filament
in one direction but blocks reverse causes the filament to heat up
flow only up to a specific voltage. and emit light.
Above that potential, it passes the
excess voltage. This acts as a
simple voltage regulator.
DISTRIBUTOR, IIA LED (LIGHT EMITTING DIODE)
Channels high–voltage current Upon current flow, these diodes
from the ignition coil to the emit light without producing the
individual spark plugs. heat of a comparable light.
FUSE METER, ANALOG

A thin metal strip which burns Current flow activates a magnetic
through when too much current coil which causes a needle to
flows through it, thereby stopping move, thereby providing a relative
current flow and protecting a display against a background
circuit from damage. calibration.
FUSIBLE LINK METER, DIGITAL

A heavy–gauge wire placed in Current flow activates one or
high amperage circuits which FUEL many LED’s, LCD’s, or flourescent
burns through on overloads, displays, which provide a relative
thereby protecting the circuit. or digital display.
GROUND MOTOR
The point at which wiring attaches A power unit which converts
to the Body, thereby providing a M electrical energy into mechanical
return path for an electrical circuit; energy, especially rotary motion.
without a ground, current cannot
flow.
14
RELAY Basically, an electrically SPEAKER
operated switch which may An electromechanical device
1. NORMALLY be normally closed (1) or which creates sound waves from
CLOSED open (2). current flow.
Current flow through a
small coil creates a
magnetic field which either
2. NORMALLY SWITCH, MANUAL
opens or closes an
OPEN
attached switch. Opens and
1. NORMALLY closes circuits,
OPEN thereby
RELAY, DOUBLE THROW stopping (1) or
allowing (2)
A relay which passes current 2. NORMALLY current flow.
through one set of contacts or the CLOSED
other.
RESISTOR SWITCH, DOUBLE THROW

An electrical component with a A switch which continuously
fixed resistance, placed in a circuit passes current through one set
to reduce voltage to a specific of contacts or the other.
value.
RESISTOR, TAPPED SWITCH,

A resistor which supplies two or IGNITION
more different non–adjustable A key operated switch with
resistance values. several positions which allow
various circuits. Particularly the
RESISTOR, VARIABLE or primary ignition circuit, to
RHEOSTAT become operational.
A controllable resistor with a
variable rate of resistance.
Also called a potentiometer or
rheostat.
SENSOR (Thermistor) SWITCH, WIPER PARK

A resistor which varies its Automatically returns wipers to
resistance with temperature. the stop position when the wiper
switch is turned off.
SENSOR, ANALOG SPEED TRANSISTOR

Uses magnetic impulses to open A solidstate device typically used
and close a switch to create a as an electronic relay; stops or
signal for activation of other passes current depending on the
components. applied voltage at “base.”
SHORT PIN WIRES Wires are always

Used to provide an unbroken (1) NOT drawn as straight
connection within a junction block. CONNECTED lines on wiring
diagrams. Crossed
wires (1) without a
black dot at the
(2) SPLICED junction are not
SOLENOID joined;
crossed wires (2)
An electromagnetic coil which
with a black dot at
forms a magnetic field when
the junction are
current flows, to move a plunger,
spliced (joined)
etc.
connections.
15
RELAY LOCATIONS
[Engine Compartment]
[Body]
[S/D]
16
[Instrument Panel]
[Body]
[WAGON]
17
RELAY LOCATIONS
,,,
,,,
,,,: J/B No. 1 Left Kick Panel (See Page 17)
18
[J/B No. 1 Inner Circuit]
19
RELAY LOCATIONS
,,,
,,,
,,,: J/B No. 2 Engine Compartment Left (See Page 16)
2 : R/B No. 2
20
21
RELAY LOCATIONS
,,,
,,,
,,,: J/B No. 3 Instrument Panel Left (See Page 17)
22
1 : R/B No. 1 Left Kick Panel (See Page 17)
4 : R/B No. 4 Right Kick Panel (See Page 17)
23
ELECTRICAL WIRING ROUTING
Position of Parts in Engine Compartment
[2VZ–FE]
A 1 A.B.S. Actuator C 4 Cruise Control Vacuum Pump

A 2 A.B.S. Actuator C 5 Cruise Control Vacuum SW
A 3 A.B.S. Actuator
A 4 A.B.S. Check Connector D 1 Diff. Lock Indicator SW
A 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 Clutch
A 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. Sensor
A 14 A/C Water Temp. SW (for A/C Cut, 4WD) E 3 EGR Gas Temp. Sensor (for California)
A 15 Air Flow Meter
A 16 Alternator F 1 Front Clearance and Side Marker Light LH
A 17 Alternator F 2 Front Clearance and Side Marker Light RH
A 43 A/C Magnet Clutch Relay (for CANADA) F 3 Front Turn Signal Light LH
A 44 A/T Fluid Temp. SW F 4 Front Turn Signal Light RH
F 5 Front Washer Motor
B 1 Back–Up Light SW (M/T) F 6 Fusible Link Box
B 2 Brake Fluid Level Warning SW
H 1 Headlight LH
C 1 Check Connector H 2 Headlight RH
C 2 Cold Start Injector H 3 Horn
C 3 Cruise Control Actuator H 4 Horn
24
Position of Parts in Engine Compartment
[3S–FE]
I 1 ISC Valve R 1 Radiator Fan Motor

I 2 Igniter (3S–FE) R 3 Rear Washer Motor
I 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 SW
I 6 Injector No. 3 S 3 Starter
I 7 Injector No. 4 S 4 Starter
I 8 Injector No. 5
I 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. Sender

N 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. SW
O 3 Oxygen Sensor Main
O 4 Oxygen Sensor Sub (3S–FE)
O 5 Oil Pressure SW
25
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 LH
A 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 SW
A 35 Automatic Shoulder Belt Limit SW LH D 26 Door Lock Control SW RH
A 36 Automatic Shoulder Belt Limit SW RH D 27 Door Lock Key SW LH
A 37 Automatic Shoulder Belt Motor LH D 28 Door Lock Key SW RH
A 38 Automatic Shoulder Belt Motor RH D 29 Door Lock Solenoid Front LH
A 39 Automatic Shoulder Belt Release Lever D 30 Door Lock Solenoid Front RH
Warning Light (USA) D 31 Door Lock Solenoid Rear LH
A 40 Automatic Shoulder Belt SW LH D 32 Door Lock Solenoid Rear RH
A 41 Automatic Shoulder Belt SW RH
A 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 Sender
B 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 Light

D 18 Door Courtesy Light RH
D 19 Door Courtesy SW Front LH I 13 Interior Light
26
Position of Parts in Body
[STATION WAGON]
J 1 Junction Connector (W/G) P 12 Power Window SW Rear LH

P 13 Power Window SW Rear RH
L 1 Licence Plate Light LH
L 2 Licence Plate Light RH R 11 Rear Combination Light LH
L 3 Light Failure Sensor R 12 Rear Combination Light LH
L 4 Luggage Compartment Light (S/D) R 13 Rear Combination Light RH
L 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 LH
M 2 Moon Roof Control Relay R 17 Rear Side Marker Light RH
M 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 LH
N 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 LH
P 7 Power Window Motor Front LH S 10 Speaker Rear LH
P 8 Power Window Motor Front RH S 11 Speaker Rear RH
P 9 Power Window Motor Rear LH
P 10 Power Window Motor Rear RH V 1 Vanity Light LH
P 11 Power Window SW Front RH V 2 Vanity Light RH
27
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 Light
Control 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 SW
A 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 SW
A 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 Relay
A 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 Player
A 27 Air Mix Control Servo Motor E 4 ECT ECU (FWD) R 5 Radio and Tape Player
A 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 SW
B 4 Blower Control Relay (All–Trac/4WD)
B 5 Blower Motor G 1 Glove Box Light R 8 Recirc/Fresh Control Servo Motor
B 6 Blower Resistor G 2 Glove Box Light SW (CANADA) R 9 Remote Control Mirror SW
B 7 Buckle SW (w/ Power Seat) G 3 Glove Box Light SW (USA) R 10 Rheostat
B 10 Buckle SW (w/o Power Seat)
H 5 Hazard SW S 5 Seat Belt Warning Relay
C 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 LH
C 7 Cigarette Lighter Blower SW (Lever SW Type) S 8 Speaker Front RH
C 8 Circuit Opening Relay H 7 Heater Control Assembly S 9 Stop Light SW and Cruise Control
C 9 Clock (Push SW Type) or A/C SW and Stop SW
C 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 Relay
C 15 Combination SW U 1 Unlock Warning SW
C 16 Cruise Control Clutch SW K 1 Key Interlock Solenoid
28
: Location of Connector Joining Wire Harness and Wire Harness
[2VZ–FE]
: Location of Ground Points
[2VZ–FE]
30
Connector Joining Wire Harness and Wire Harness
31
[3S–FE]

[3S–FE]
32
33
34
35
[SEDAN]
[SEDAN]
36
37
[STATION WAGON]
[STATION WAGON]
38
39
POWER SOURCE (Power–Load, Reference)
J/B No. 1 (Left Kick Panel)

Power Load Page No.
Engine Main Relay 44
Charge Warning Light 50
7 5A
7.5A IGN
EFI Main Relay (3S–FE), Engine ECU (2VZ–FE) 52, 124
Radiator Fan Relay No. 1, A/C Fan Relay No. 2 158
Washer Motor, Wiper Motor, Wiper Relay 98
20A WIPER
Rear Washer Motor, Rear Wiper Relay, Rear Wiper Motor 100
Engine ECU 52, 124
Light Failure Sensor, Stop Lights, Hi Mount Stop Light 94
Cruise Control Computer 120
20A STOP
ECT ECU (3S–FE) 129
Shift Lock Control Computer 140
A.B.S. Computer 142
7.5A TURN Turn Signal Flasher 92
Check Engine Warning Light 52
Integration Relay 68
Light Failure Sensor, Rear Lights Warning Light 88, 94
Back–Up Lights 96
Power Main Relay 102, 148
Automatic Shoulder Belt Computer, Automatic Shoulder Belt Release
114
Lever Warning Light, Seat Belt Warning Light
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) 124
O/D Solenoid, O/D Off Indicator Light 134
Diff. Lock Solenoid, Center Diff. Lock Indicator, ECT ECU (A/T) 136
A.B.S. Warning Light 142
Rear Window Defogger SW, Defogger Relay 146
Antenna Motor and Control Relay 150
Combination Meter 154
Heater Relay, Blower Control Relay, A/C System Amplifier,
158
Recirc/Fresh Control Servo Motor, Heater Control Assembly
Engine ECU 67
Glove Box Light, Combination Meter, Rheostat, ECT Pattern Select SW Light, Rear
Wiper 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, Radio 84
15A TAIL Light, Diff. Lock Control SW Light, Center Diff. Lock Indicator Light, A/C SW Light,
Heater Control SW Light
Front Clearance and Side Marker Lights, Licence Plate Lights,
88
Rear Side Marker Lights, Light Failure Sensor, Taillights
Clock 139
Cruise Control Main SW, Cruise Control Computer 120
ECT ECU (3S–FE) 129
15A ECU–IG
Shift Lock Control Computer 140
A.B.S. Computer 142
Mirror Motor 112
Clock 139
7.5A RADIO Shift Lock Control Computer 140
Radio and Tape Player 152
Clock, Cigarette Lighter 139
15A CIG
30A DEFOG CB Rear Window Defogger 146
10A MIR–HTR Engine ECU 67
10A ENGINE IC Regulator 50
40
J/B No. 2 (Engine Compartment)
Power Load Page No.
Integration Relay 68, 76
Map Light, Door Key Cylinder Light, Door Courtesy Light, Rear Interior Light, Ignition Key Cylinder
76
Light, Interior Light, Vanity Light, Door Warning Light, Luggage Compartment Light
20A DOME ECT ECU (3S–FE) 129
Clock 139
Antenna Motor 150
Radio and Tape Player 152
7.5A CHARGE IC Regulator 50
15A HEAD LH Headlight LH (USA) 70
15A HEAD RH Headlight RH (USA) 70
15A HEAD–LO (LH) Headlight LH (CANADA) 72
15A HEAD–LO (RH) Headlight RH (CANADA) 72
Turn Signal Flasher 92
15A HAZ–HORN
Horns, Horn Relay 111
Fuel Pump, ISC Valve, Engine ECU, Circuit Opening Relay, Check Connector,
52
OX Sensor (Main) (2VZ–FE)
15A EFI
Engine ECU 67
Engine 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 102
Power Seat Motor 105
30A POWER CB Door Lock Control Relay, Door Lock Solenoid 106
Back Door Lock Solenoid 110
Moon Roof Control Relay 148
AUTOMATIC
30A Automatic Shoulder Belt Computer, Automatic Shoulder Belt Motor 114
SHOULDER BELT CB
Seat Belt Warning Relay 118
10A ECU–B A.B.S. Computer 142
Noise Filter (for Rear Window Defogger) 146
R/B No. 2 (Engine Compartment)

15A HEAD–HI (RH) Headlight LH (CANADA) 72
15A HEAD–HI (RH) Headlight RH (CANADA) 72
30A FL CDS FAN Condenser Fan Motor, A/C Condenser Fan Control Amplifier (2VZ–FE) 158
R/B No. 4 (Right Kick Panel)

Heater Control Assembly, A/C SW, A/C Amplifier, Magnet Clutch Relay, A/C Magnet Clutch, A/C
Idle–Up VSV (3S–FE), A/C Acceleration Cut Amplifier (3S–FE), A/C Fan Relay No. 3 (3S–FE), A/C
10A A/C 158
Cut Relay (ALL–TRAC/4WD), Engine ECU (3S–FE), A/C Condenser Fan Control Amplifier
(2VZ–FE), Compressor Control Amplifier (2VZ–FE)
40A HEATER CB Blower Motor 158
Fusible Link Box (Near the Battery)

IGN Fuse 44
Noise Filter (2VZ–FE) 46
30A FL AM2
Igniter, Ignition Coil and Distributor (3S–FE) 46, 59
Injector 52
40A FL MAIN Headlight Relay 44, 68, 70
44, 68, 72,
Taillight Relay 84, 88
80A ALT FL 0.5G 46
Alternator 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 46
IC Regulator 50
FL 1.0Y A.B.S. Actuator 142
41
POWER SOURCE
A FUSIBLE
2 LINK BOX BATTERY
3 1
W
2B 2F
40A MAIN
30A AM2
80A ALT
3 4
FL 0. 5G TO A. B. S
ACTUATOR TAILLIGHT
6 5 4 RELAY
W
G
W FL 1. 0Y W–L
1 2 15A TAIL
2 1 3 20A STOP
W W W W
2B 2D 1A
W–R
30A DEFOG CB
W
W
1 2B 4 2B
1 C2
4 2 10A ECU–B
W–R 2 1K
2F 1A R–B 1 2 R
W
1 1A
1 1
10 D2 3 1J
30A HEATER CB
30A AUTOMATIC
W
2 1J 4 1K
L SHOULDER BELT CB
2 1
W
4 4 W L–W
1 2
1 1
W–R
3 4 13
W
1 2H B–O B 30A POWER CB
2G C1 D1
5 1 W 2 1 W–L
1 1
2 ENGINE 8 4
MAIN RELAY
AM2
AM1
4 3 7 B
W–B
2A IGNITION SW
30A FL RDI FAN
ACC
IG2
IG1
30A FL CDS FAN 7 3 2

8 2E
L 5 6 W
B–O
B–O
B–Y
P–L
2 2
15A EFI
20A DOME
6 1I 4 1J 5 1J 6 1J
15A HAZ–HORN 15A ECU–IG
3 7. 5A TURN
4
HEADLIGHT 20A WIPER

RELAY
7. 5A GAUGE
(CANADA)
5 1 15A HEAD–LH
7 2E 7 1K
4 15A HEAD–RH 8 10A ENGINE
W B–Y
W
2E 1K
(USA)
2
W–B
15A HEAD–HI (LH) 7. 5A RADIO

1
R–L 1 2
2 15A CIG
DIMMER
RELAY
7. 5A IGN
R–L 1 2
3 2 4 2 2
2 2
15A HEAD–HI (RH)
R–B
R–B
15A HEAD–LO (LH) C

4 2E
15A HEAD–LO (RH)
44
SERVICE HINTS
TAILLIGHT RELAY
2–4 : CLOSED WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION
CLOSED WITH ENGINE RUNNING
ENGINE MAIN RELAY
CHANGED WITH IGNITION SW AT ON OR ST POSITION
HEADLIGHT RELAY
4–5 : CLOSED WITH LIGHT CONTROL SW AT HEAD POSITION OR DIMMER SW AT FLASH POSITION
(B) IGNITION SW
4–3 : CLOSED WITH IGNITION KEY AT ACC OR ON POSITION
8–7, 4–2 : CLOSED WITH IGNITION KEY AT ON OR ST POSITION
DIMMER RELAY
CHANGED 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)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR

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
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)
2G
20 ENGINE WIRE AND J/B NO
NO. 2 (ENGINE COMPARTMENT LEFT)
2H
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS

30 (2VZ–FE)
C1 ENGINE ROOM MAIN WIRE AND ENGINE WIRE (NEAR J/B NO.
NO 2)
32 (3S–FE)
30 (2VZ–FE)
C2 ENGINE ROOM MAIN WIRE AND ENGINE WIRE (NEAR WIPER MOTOR)
32 (3S–FE)
30 (2VZ–FE)
D1 ENGINE ROOM WIRE AND COWL WIRE (LEFT KICK PANEL)
32 (3S–FE)
30 (2VZ–FE)
D2 ENGINE ROOM WIRE AND COWL WIRE (RIGHT KICK PANEL)
32 (3S–FE)
: GROUND POINTS
CODE SEE PAGE GROUND POINTS LOCATION
30 (2VZ–FE)
C RADIATOR LEFT
32 (3S–FE)
A BLACK B BLACK
2 3 4
7 8
2
4 5 6
45
STARTING AND IGNITION SYSTEMS
ACC
4 AM1 IG1
ST1 1 B–W
4 12 12 5
8 AM2 IG2 7 B–O B–O B–O B–O B–O
1J 1I D1 C1
A IGNITION SW
W–R
B–W
W
2 1J 3 1J 7 1J
1 1A 2 1A 1 1K 7 1I
B–W
B–W
(A/T)
W–R
(M/T)
W
12 K1
B–W
1 2
1 2F 4 2F C D
B–W
CLUTCH NEUTRAL
(M/T)
START SW START SW
(M/T) (A/T)
2 3
3 2B 4 2B B–Y
1 1
2 1
W–R
W
STARTER
RELAY
(M/T)
B
4 3
FL O. 5G
1 1
B–O
W–B
14 K1
5 4
B–W
(A/T) B (A/T)
B
30A AM2
80A ALT
FUSIBLE B–W (M/T) B–W (M/T)

LINK BOX
B–W (M/T)
B–W(M/T)
B (A/T)
2
G
B
B (W/ ALL–TRAC/ 4WD)

1 F 2 1 2
1
B–R G H STJ STA
E
(FWD)
COLD START
START INJECTOR
INJECTOR TIME
SW
1
M
BATTERY
STARTER
W–B
11 1N
46
B–O B–O (3S–FE) B–O
(2VZ–FE)
(3S–FE)
(2VZ–FE)
IGNITION COIL AND
DISTRIBUTOR
B–O
B–O
B–O
B–O
1 2
W–L
M M
1 1 K
J NOISE 5 3
I DISTRIBUTOR FILTER
IGNITER
G2 G1 G– NE O
2 DISTRIBUTOR
4 3 2 IGNITER
4 2 3 1 G1 G– NE
4 1 6
2 N 3 N 1 N
SEALED
W–G
W–R
W–B
R
B
Y
SEALED
W–R
W
W
R
B
2 13 14 1 3 20
G2 G1 G– NE IGF IGT
3 P 4 P 1 P 5 P 8 Q
L TCCS ECU
G1 G– NE IGF IGT
TCCS ECU
B
TO A/C AMPLIFIER
BR
B
TO A/C AMPLIFIER
BR
B
TO TACHOMETER
B
TO TACHOMETER
W–B
47
STARTING AND IGNITION SYSTEM
SERVICE HINTS
(A) IGNITION SW
4–1 : CLOSED WITH IGNITION SW AT ST POSITION
8–7 : CLOSED WITH IGNITION SW AT ON OR ST POSITION
(C) CLUTCH START SW
2–1 : CLOSED WITH CLUTCH PEDAL FULLY DEPRESSED
STARTER RELAY
(1) 2–(1) 4 : CLOSED WITH CLUTCH START SW ON AND IGNITION SW AT ST POSITION
STARTER
POINTS 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 INJECTOR
2–1 : VOLT WHILE START INJECTOR TIME SW IS CLOSED AND STARTER CRANKING
(H) START INJECTOR TIME SW
POINTS 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

30 (2VZ–FE)
NO 2)
32 (3S–FE)
30 (2VZ–FE)
32 (3S–FE)
K1 34 ENGINE WIRE AND COWL WIRE (BEHIND GLOVE BOX)
: GROUND POINTS
30 (2VZ–FE)
B INTAKE MANIFOLD
32 (3S–FE)
D 34 J/B NO. 1 SET BOLT
48
49
CHARGING SYSTEM
6
2B
7. 5A 7. 5A 10A
IGN CHARGE ENGINE
9 1G 4 2G 15 1L
B–O
B–Y
6 F2 10 D1
Y
B–O
B–Y
W
Y
W
1 C1
3
B
CHARGE
WARNING
LIGHT
[COMB. METER]
8
FL 0. 5G
B–Y
W
Y
15 L1 (EX. 3S–FE FWD)

A 15 L4 (3S–FE FWD)
5 3 C 2 C 1 C 1 D ALTERNATOR
FUSIBLE LINK BOX
IG L S B
80A ALT
IC REGULATOR
BATTERY
50
SERVICE HINTS
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)
2B
2G

30 (2VZ–FE)
NO 2)
32 (3S–FE)
30 (2VZ–FE)
32 (3S–FE)
F2 34 INSTRUMENT PANEL WIRE AND COWL SUB WIRE (LEFT KICK PANEL)
L1 34 ENGINE WIRE AND INSTRUMENT PANEL WIRE (BEHIND GLOVE BOX)
A BLACK B C BLACK D
3 8 1
2
2 3
5
51
ENGINE CONTROL (3S–FE)
SYSTEM OUTLINE
THE TCCS SYSTEM UTILIZES A MICROCOMPUTER AND MAINTAINS OVERALL CONTROL OF THE E/G, T/M, ETC. AN OUTLINE OF ENGINE CONTROL IS
GIVEN 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
ACCORDING TO 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 SYSTEM
THE INTAKE AIR TEMP. SENSOR IS INSTALLED INSIDE THE AIR FLOW METER AND DETECTS THE INTAKE AIR TEMP., WHICH IS INPUT AS A
CONTROL SIGNAL TO TERMINAL THA OF THE ECU.
(3) OX SENSOR SIGNAL SYSTEM
THE OXYGEN DENSITY IN THE EXHAUST EMISSIONS IS DETECTED AND INPUT AS A CONTROL SIGNAL TO TERMINAL OX1 OF THE ECU.
(4) RPM SIGNAL SYSTEM
CRANKSHAFT POSITION IS DETECTED BY THE PICK–UP COIL INSTALLED INSIDE THE DISTRIBUTOR. CRANKSHAFT POSITION IS INPUT AS A
CONTROL SIGNAL TO TERMINAL G1 OF THE ECU, AND RPM IS INPUT TO TERMINAL NE FROM THE IGNITER.
(5) THROTTLE SIGNAL SYSTEM
THE THROTTLE POSITION SENSOR DETECTS THE THROTTLE VALVE OPENING ANGLE, WHICH IS INPUT AS A CONTROL SIGNAL TO
TERMINAL VTA (W/ECT), PSW (W/O ECT) OF THE ECU, OR WHEN THE VALVE IS FULLY CLOSED, TO TERMINAL IDL.
(6) VEHICLE SPEED SIGNAL SYSTEM
THE SPEED SENSOR, INSTALLED INSIDE THE COMBINATION METER, DETECTS THE VEHICLE SPEED AND INPUTS A CONTROL SIGNAL TO
TERMINAL SPD OF THE ECU.
(7) A/C SW SIGNAL SYSTEM
THE OPERATING VOLTAGE OF THE A/C MAGNET CLUTCH IS DETECTED AND INPUT IN THE FORM OF A CONTROL SIGNAL TO TERMINAL A/C
OF THE ECU.
(8) BATTERY SIGNAL SYSTEM
VOLTAGE IS CONSTANTLY APPLIED TO TERMINAL BATT OF THE ECU. WHEN THE IGNITION SW IS TURNED TO ON, VOLTAGE FOR ECU
OPERATION IS APPLIED VIA THE EFI MAIN RELAY TO TERMINALS +B AND +B1 OF THE ECU.
(9) INTAKE AIR VOLUME SIGNAL SYSTEM
INTAKE AIR VOLUME IS DETECTED BY THE POTENTIOMETER INSTALLED INSIDE THE AIR FLOW METER AND IS INPUT AS A CONTROL SIGNAL
TO TERMINAL VS OF THE ECU. INSIDE THE AIR FLOW METER THERE IS ALSO A SW FOR FUEL PUMP OPERATION, AND WHEN THE
MEASURING PLATE OPENS (AIR INTAKE OCCURS), THIS SW TURNS ON AND CURRENT FLOWS TO THE FUEL PUMP TO OPERATE IT.
(10) STOP LIGHT SW SIGNAL SYSTEM
THE STOP LIGHT SW IS USED TO DETECT WHETHER OR NOT THE VEHICLE IS BRAKING AND THE INFORMATION IS INPUT AS A CONTROL
SIGNAL TO TERMINAL STP OF THE ECU.
(11) STA SIGNAL SYSTEM
TO CONFIRM THAT THE E/G IS CRANKING, THE VOLTAGE APPLIED TO THE STARTER MOTOR DURING CRANKING IS DETECTED AND IS INPUT
AS A CONTROL SIGNAL TO TERMINAL STA OF THE ECU.
(12) NEUTRAL START SW SIGNAL SYSTEM
THE NEUTRAL START SW DETECTS WHETHER THE SHIFT POSITION IS IN NEUTRAL OR NOT, AND INPUTS A CONTROL SIGNAL TO TERMINAL
NSW OF THE ECU.
(13) ELECTRICAL IDLE–UP SYSTEM
THE SIGNAL WHEN SYSTEMS SUCH AS THE REAR WINDOW DEFOGGER, HEADLIGHTS, ETC. WHICH CAUSE A HIGH ELECTRICAL BURDEN ARE
ON 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 AND
CURRENT IS OUTPUT TO TERMINALS #10 AND #20 OF THE ECU, CAUSING THE INJECTORS TO OPERATE (TO INJECT FUEL). IT IS THIS SYSTEM
WHICH, 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 EACH
SENSOR. BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE ECU, THE MOST APPROPRIATE IGNITION TIMING IS DECIDED AND
CURRENT IS OUTPUT TO TERMINAL IGT OF THE ECU. THIS OUTPUT CONTROLS THE IGNITER TO PRODUCE THE MOST APPROPRIATE IGNITION
TIMING 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 COLD
AND WHEN THE IDLE SPEED HAS DROPPED DUE TO ELECTRICAL LOAD, ETC. THE ECU EVALUATES THE SIGNALS FROM EACH SENSOR (INPUT
SIGNALS [1, 4, TO 8, 11, 12, 13,]), OUTPUTS CURRENT TO TERMINALS ISC1 AND ISC2, AND CONTROLS THE ISC VALVE.
3. DIAGNOSIS SYSTEM
WITH THE DIAGNOSIS SYSTEM, WHEN THERE IS A MALFUNCTION IN THE ECU SIGNAL SYSTEM, THE MALFUNCTIONING SYSTEM IS RECORDED IN
THE MEMORY. THE MALFUNCTIONING SYSTEM CAN THEN BE FOUND BY READING THE DISPLAY (CODE) OF THE CHECK ENGINE WARNING LIGHT.
4. FAIL–SAFE SYSTEM
WHEN A MALFUNCTION OCCURS IN ANY SYSTEM, IF THERE IS A POSSIBILITY OF ENGINE TROUBLE BEING CAUSED BY CONTINUED CONTROL
BASED 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.
52
SERVICE HINTS
(B) (C) (D) (E) INJECTOR
1–2 : APPROX 13.8 Ω
EFI MAIN RELAY
(H) CIRCUIT OPENING RELAY
1–2 : 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. SENSOR
1–2 : 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
53
B–O B–O
A
IGNITION
SW 7. 5A 15A
IGN EFI
ST1
IG2
2
W–L
7 1 2G
B–O
B–W
B–O
6 1I
6 2G
B–O
4 1J 7 1J
START INJECTOR
TO COLD START
1 4
1 (M/T)
B–W 13 D1 4 C1
1K
INJECTOR
EFI
TIME SW
B MAIN
RELAY
12 1I 7 1I
3 2
B–W (A/T)
B–W
B–O
B–W (M/T)
(M/T)
B (A/T)
W–R
12 D1 7 2A 3 2C 5 2G
1
B–W (M/T)
B–W (A/T)
F
B–O
CLUTCH
START SW
(M/T)
5 C1
W–R
W–R
2
B–Y (M/T)
(M/T)
B–W
(A/T)
1 1
B–O
B–O
B
1 2
2 3
STARTER H
RELAY
B–W (M/T)
B (A/T)
CIRCUIT
W–B
W–B
OPENING
3 4 RELAY
1 1 7 K1
1 4 6
W–B
B–O
W–R
W–B
L–B
L–B
B–W
B–O
4 L4
B–O
4 L1
14 K1
B–W
B–W
B–O
B–O
B–O
B–O
(FWD)
L–B
(ALL–TRAC/4WD)
B 2 C 2 D 2 E 2 2 G
START SW(A/T)
7 H1
NO. 2
NO. 4
NO. 1
NO. 3
NEUTRAL
INJECTOR
L–B
W–B
1 1 1 1 3 10 V3 I
L–B
B–W (M/T)
FUEL
W
G
Y
PUMP
L–B
B (A/T)
1 2 W–B
M
W
W W W
Y
Y Y
B (A/T)
B–W (M/T) B–W (M/T)
B–W B–W
(ALL–TRAC/4WD)
W–B
(FWD)
W–B
W–B
C K I
54
B–O B–O
FROM ELECTRICAL
20A 7. 5A
STOP GAUGE
IDLE–UP DIODE
W–L
11 1L 2 1F
COMPUTER
G–R
TO CRUISE
AMPLIFIER
Y
CONTROL
TO A/C
1
STOP LIGHT
FROM
(ALL–TRAC/4WD)
W–R 3 F1
ECT ECU CHECK ENGINE
G–B
[COMB. METER]
Y
W–R
9 6 9
SW
R–L G–R
Y–B
3B K L
(FWD)
G–W
3
G–W
J/B NO. 3
1 K1 4 K1
Y–B
14 L4 5 J1
Y–B 10 K1 14 L1 11 J3
Y–G
Y–R
L–B
G
W–R
W–R
W–L
G–R
Y–B
L–B
G–W
8 1 2 14 6 13 7 9 11 8 16
+B +B1 BATT ECT L1 L2 L3 ELS STP W ACT
M N TCCS ECU
SPD VC VS E21 THA THW PSW VTA IDL E2 THG T

10 5 4 12 3 10 11 11 6 14 12 7
G
R TO ECT ECU
Y–G
V–Y
L–B
BR
L
2 R–L
TEMP. SENSOR
L
B–R (W/O ECT)
(W/ ECT)
U
EFI WATER
6 L4 (FWD)
W–B
Y–R
L–R
Y–L
(W/ ECT) EGR GAS

6 L1 (ALL–TRAC/4WD) TEMP. SENSOR
BR 1 2 W
B–R
1
BR
BR
BR BR BR (W/O ECT) BR
V–Y
BR
BR
L–R
L
L–R
Y–G
R–L
BR
W
P
3 S 1 S 2 S (W/ ECT)
2 4 6 5 7
[COMB. METER]
2 T 3 T 4 T (W/O ECT)
SPEED SENSOR
THA
VC
VS
E2
3 6 11 4
CONNECTOR
(SEALED)
1 E1 T OX2 OX1
T
CHECK
3
G 1 FC E THROTTLE FP +B VF
POSITION SENSOR 1 8 9
V
Q
W–B
AIR FLOW METER 2
W–B
W–R
R–W
L–B
L–B R–W
W–R W–R
W W
Y Y
B (A/T) B (A/T)
B–W (M/T) B–W (M/T)
B–W B–W
W–B
55
56
: 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
1J
18 COWL WIRE AND J/B NO
NO. 1 (LEFT KICK PANEL)
1K
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)
J1
34 ENGINE WIRE AND A/C WIRE (BEHIND GLOVE BOX)
J3
L1
34 ENGINE WIRE AND INSTRUMENT PANEL WIRE (BEHIND GLOVE BOX)
L4
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
36 (S/D)
I LEFT REAR FENDER
38 (STATION W/G)
K 36 (S/D) BACK PANEL CENTER (ALL–TRAC/4WD)
57
58
ENGINE CONTROL (2VZ–FE)
SYSTEM OUTLINE
THE TCCS SYSTEM UTILIZES A MICROCOMPUTER AND MAINTAINS OVERALL CONTROL OF THE E/G, T/M, ETC. AN OUTLINE OF ENGINE CONTROL IS
GIVEN 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 ACCORDING
TO 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 SYSTEM
THE INTAKE AIR TEMP. SENSOR IS INSTALLED INSIDE THE AIR FLOW METER AND DETECTS THE INTAKE AIR TEMP., WHICH IS INPUT AS A
CONTROL SIGNAL TO TERMINAL THA OF THE ECU.
(3) OXYGEN SENSOR SIGNAL SYSTEM
THE OXYGEN DENSITY IN THE EXHAUST. EMISSIONS IS DETECTED AND INPUT AS A CONTROL SIGNAL TO TERMINAL OX1 OF THE ECU. TO
MAINTAIN STABLE DETECTION PERFORMANCE BY THE OXYGEN SENSOR, A HEATER IS USED FOR WARMING THE SENSOR. THE HEATER IS
ALSO CONTROLLED BY THE ECU (HT).
(4) RPM SIGNAL SYSTEM
CRANKSHAFT POSITION AND E/G RPM ARE DETECTED BY THE PICK–UP COIL INSTALLED INSIDE THE DISTRIBUTOR. CRANKSHAFT POSITION
IS INPUT AS A CONTROL SIGNAL TO TERMINALS G1 AND G2, OF THE ECU, AND RPM IS INPUT TO TERMINAL NE.
(5) THROTTLE SIGNAL SYSTEM
THE THROTTLE POSITION SENSOR DETECTS THE THROTTLE VALVE OPENING ANGLE, WHICH IS INPUT AS A CONTROL SIGNAL TO TERMINAL
VTA OF THE ECU, OR WHEN THE VALVE IS FULLY CLOSED, TO TERMINAL IDL.
(6) VEHICLE SPEED SIGNAL SYSTEM
THE SPEED SENSOR, INSTALLED INSIDE THE COMBINATION METER, DETECTS THE VEHICLE SPEED AND INPUTS A CONTROL SIGNAL TO
TERMINAL 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 TERMINAL
NSW OF THE ECU.
(8) A/C SW SIGNAL SYSTEM
THE OPERATING VOLTAGE OF THE A/C MAGNET CLUTCH IS DETECTED AND INPUT IN THE FORM OF A CONTROL SIGNAL TO TERMINAL A/C OF
THE ECU.
(9) BATTERY SIGNAL SYSTEM
VOLTAGE IS CONSTANTLY APPLIED TO TERMINAL BATT OF THE ECU. WHEN THE IGNITION SW IS TURNED TO ON, VOLTAGE FOR ECU
OPERATION IS APPLIED VIA THE EFI MAIN RELAY TO TERMINALS +B AND +B1 OF THE ECU. ALSO, CURRENT FLOWS VIA THE IGN FUSE TO
TERMINAL IGSW OF THE ECU.
(10) INTAKE AIR VOLUME SIGNAL SYSTEM
INTAKE AIR VOLUME IS DETECTED BY THE POTENTIOMETER INSTALLED INSIDE THE AIR FLOW METER AND IS INPUT AS A CONTROL SIGNAL
TO TERMINAL VS OF THE ECU. INSIDE THE AIR FLOW METER THERE IS ALSO A SW FOR FUEL PUMP OPERATION, AND WHEN THE MEASURING
PLATE OPENS (AIR INTAKE OCCURS), THIS SW TURNS ON AND CURRENT FLOWS TO THE FUEL PUMP TO OPERATE IT.
(11) STA SIGNAL SYSTEM
TO CONFIRM THAT THE E/G IS CRANKING, THE VOLTAGE APPLIED TO THE STARTER MOTOR DURING CRANKING IS DETECTED AND IS INPUT
AS A CONTROL SIGNAL TO TERMINAL STA OF THE ECU.
(12) ENGINE KNOCK SIGNAL SYSTEM
ENGINE 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 AND
CURRENT IS OUTPUT TO TERMINALS #10, #20 AND #30 OF THE ECU. CAUSING THE INJECTORS TO OPERATE (TO INJECT FUEL). IT IS THIS SYSTEM
WHICH, 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 FROM
EACH SENSOR. BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE ECU, THE MOST APPROPRIATE IGNITION TIMING IS DECIDED AND
CURRENT 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 EMISSIONS
LOW), AND WARMS UP THE OXYGEN SENSOR TO IMPROVE DETECTION PERFORMANCE OF THE SENSOR. THE ECU EVALUATES THE SIGNALS FROM
EACH 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 AND
WHEN THE IDLE SPEED HAS DROPPED DUE TO ELECTRICAL LOAD, ETC. THE ECU EVALUATES THE SIGNALS FROM EACH SENSOR (INPUT
SIGNALS [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 AFTER
STARTING IN ORDER TO INCREASE THE FUEL PRESSURE, IMPROVE STARTABILITY AT HIGH TEMPERATURES AND PROVIDE STABLE IDLING. THE
ECU EVALUATES THE INPUT SIGNALS FROM EACH SENSOR (1, 2, 4 AND 12), OUTPUTS CURRENT TO TERMINAL FPU AND CONTROLS THE VSV.
59
3. DIAGNOSIS SYSTEM
WITH THE DIAGNOSIS SYSTEM, WHEN THERE IS A MALFUNCTIONING IN THE ECU SIGNAL SYSTEM, THE MALFUNCTION SYSTEM IS
RECORDED IN THE MEMORY. THE MALFUNCTIONING SYSTEM CAN THEN BE FOUND BY READING THE DISPLAY (CODE) OF THE
CHECK ENGINE WARNING LIGHT.
4. FAIL–SAFE SYSTEM
WHEN A MALFUNCTION OCCURS IN ANY SYSTEM, IF THERE IS A POSSIBILITY OF ENGINE TROUBLE BEING CAUSED BY
CONTINUED CONTROL BASED 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.
SERVICE HINTS
(C) (D) (E) (F) (G) (H) INJECTOR
1–2 : APPROX. 13.8
(I) NEUTRAL START SW (A/T)
2–3 : CLOSED WITH A/T SHIFT LEVER IN P OR N POSITION
EFI MAIN RELAY
(J) CIRCUIT OPENING RELAY
2–1 : CLOSED WITH STARTER RUNNING OR MEASURING PLATE (AIR FLOW METER) OPEN
(T) AIR FLOW METER
2–1 : CLOSED WITH STARTER RUNNING OR MEASURING PLATE OPEN
5–6 : 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. SENSOR
2–1 : 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 SENSOR
2–4 : 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 OPEN
1–4 : 4.25–8.25 K
(Z) EGR GAS TEMP. SENSOR
1–2 : 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 SENSOR
1–2 : APPROX. 5.1–6.3
60
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
61
A B–O
IGNITION SW
7. 5A 15A
IGN EFI
ST1
IG2
2
W–L
7 1 2G
B–W
B–O
6 1I B–O B–O
B–O
4 1J 7 1J B–Y B–Y
1
B–W(M/T) 13 D1 4 C1
1K
6 2G
START INJECTOR
B
TO COLD START
12 1I 7 1I 1 4
INJECTOR
TIME SW
B–W(A/T) EFI
B–W
B–O
MAIN
RELAY
(M/T)
3 2
12 D1
1
B–W (M/T)
B
B–O
B–W(M/T)
B(A/T)
CLUTCH
W–R
START SW
(M/T) 7 2A 3 2C 5 2G
5 C1
B–W
2
B–Y
B–O
1 1
B–O W–R
W–R
1 2
B–W(M/T)
B(A/T)
STARTER
RELAY
2 3
3 4
J
1 1 12 K1
B–W(M/T)
B(A/T)
CIRCUIT
W–B
W–B
W–B
B–O
OPENING
B–O
RELAY
W–R
1 4 6
L–B
B–W
W–B
W–B
B–O B–O B–O B–O B–O 14 K1
L–B
L–B
B–W
B–O
B–O
B–O
B–O
B–O
I 4 L1
C 1 D 1 E 1 1 F 1 G 1 H 2 G–R
START SW(A/T)
INJECTION
L–B
B–W(M/T)
B–W(A/T)
NO. 5
NO. 4
NO. 2
NO. 3
NO. 1
NO. 6
NEUTRAL
7 H1 W–B
2 2 2 2 2 2 3 K
L–B
L–B
FUEL
GR
W
Y
B(A/T)
PUMP
GR 1 2
M
W W
Y Y
GR GR
B(A/T)
B–W(M/T) B–W(M/T)
B–W B–W
W–B
W–B
C I
62
B–O B–O
7. 5A 20A
GAUGE STOP
PATTERN SELECT SW
W–L
B–O 2 1F 11 1L
G–R
Y
B–Y
TO
1 N (W/ CRUISE CONTROL)
W–R 3 F1 1 O (W/O CRUISE CONTROL)
W–R
Y
STOP LIGHT
J/B SW
NO. 3
L–R
3 N (W/ CRUISE CONTROL)
2 O (W/O CRUISE CONTROL)
G–W
W–R
W–R
9 3B
W–L
B–O
B–Y
6 9 14
R–L G–R
L M L1
10 K1 3 L1
G–W
L–R
CHECK ENGINE
GR
[COMB. METER]
TCCS ECU 12 13 4 2 1 5 13 7
+B +B1 M–REL IGSW BATT W BK P
P Q
STA NSW A/C OD1 OD2 R CHK N L 2 SP1 VC VS THA THW

11 22 10 21 20 3 6 16 14 15 9 1 2 3 4
U
G
G–O
L–W
B–G
R–B
Y–B
V–Y
L–R
Y–L
O
R
EFI WATER TEMP.

2
3 J3 1 K1 7 L1 5 L1 17 L1 18 L1 20 L1 6 L1
SENSOR
Y–R
G–O
Y
L–W
R–B
Y–B
Y–L
O
R
BR
V–Y
B–W(M/T)
TO A/T
BR
A/C AMPLIFIER
COMPUTER
TO BACK UP LIGHT
TO O/D MAIN SW
TO CRUISE
B(A/T)
INDICATOR L–R
B–W
CONTROL
L–R
S
2 4 6 5 7
[COMB. METER]
SPEED SENSOR
TO
VC
E2
VS
THA
3
G–R 1 FC E
W–B
T AIR FLOW METER 2
W–B
L–B L–B
W–R W–R
W W
Y Y
GR GR
L–W L–W
B–W
B–W
W–B
63
B–O
ECT SOLENOID
TO STARTER
AMPLIFIER
TO TACHO
INJECTOR
METER
TO A/C
FROM
W DISTRIBUTOR (SEALED)
G2 NE G1 G–
B–O
4 1 2 3
1 2
W–R
V
G–B
V–R
L–Y
PRESSURE UP)
G
IGNITER 2
VSV (FUEL
4 3
R
Y
B
L
X 1
10 J3
W–B
W–B
B–R
W–G
W–R
L–B
TCCS ECU 3 20 22 19 18 17 10 2 1 15 14 9 13 26
IGF IGT ACT S1 S2 SL STJ G2 NE G1 G– FPU E01 E02
Q R
ISC3 ISC4
E2 IDL VTA THG OX2 T VF KNK OX1 HT ISC2 ISC1 # 10 # 20 # 30 E1
9 12 11 10 5 15 8 14 6 8 6 5 7 4 12 11 25 24
EGR GAS TEMP. SENSOR
GR
W–L
G–Y
R–Y
L–G
R–L
GR
BR
W
Y
1
(CALIFORNIA)
2 L2 4 L2
BR
Z
B
L
(SEALED)
(SEALED)
(SEALED)
LG–R
R–G
Y–G
R–L
2
W
W
BR
BR
a 3
L–R OXYGEN
SENSOR
(SUB)
1 2 3 4 1 2
15 8 13 4 3 1 1 6 4 3
(SEALED)
4 OX2 TE1 VF OX c
d
W–B
b CHECK OXYGEN
CONNECTOR SENSOR ISC VALVE
FP +B E1 (MAIN)
12 L1 1 8 3 4 2 2 5
Y THROTTLE
POSITION SENSOR
BR
BR
BR
BR BR BR
W
W–R
W–R
W–R
W–R
W–B
L–Y
L–B
L–B
2 d1 1 d1
W–R W–R W–R W–R W–R
W W
Y Y
GR GR
BR
1
L–W (SEALED)
L2
B
W–B
1
W–B
BR
e
KNOCK
SENSOR
E B
64
A BLACK B C D E F G H GRAY I GRAY J DARK GRAY
1 1 2 2 3 1 2 3
7 1 2 4 6
(SEALED)
K DARK GRAY L S BROWN M
1 2
W–R 2 3 6 9
W–B
W–B N O P DARK GRAY Q DARK GRAY
1 1
1 2 3 4 5 6 9 10 11 1 2 3 4 5 6 7 8
3 2
12 13 14 15 16 20 21 22 9 10 11 12 13 14 15
R DARK GRAY T BLACK U DARK GREEN
1 2 3 4 5 6 7 8 9 10 11 12 13 1 2 4 5 6 7 1 2
14 15 17 18 19 20 22 24 25 26
V DARK GRAY W c DARK GRAY X BLUE Y BLACK Z DARK GRAY
1 2
1 2 1 2
3 4 1 2 3 4 1 2
3 4
a DARK GRAY b DARK GRAY d GRAY e GREEN
1 2 1 3 4
1 2 3 1
3 4
6 4 5 6
8 9 11
W–R
W–B
W–B
65
: 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
1J
1K
1L
2C
2G

J3 34 ENGINE WIRE AND A/C WIRE (BEHIND GLOVE BOX)
L1
L2
d1 30 SENSOR WIRE AND ENGINE WIRE (ABOVE THE ENGINE HEAD COVER)
: GROUND POINTS
C 30 RADIATOR LEFT
36 (S/D)
I LEFT REAR FENDER
38 (STATION W/G)
66
ELECTRICAL IDLE–UP SYSTEM
A ORANGE (ALL–TRAC/4WD) B DARK GRAY
15A 10A 15A

TAIL MIR– EFI
HTR 1 2 3
1 2
6 1N 3 1L 2 2G
8 9
G
1 3
(FWD) B DARK GRAY (ALL–TRAC/4WD) C DARK GRAY
W–L
2
A DIODE
G–B
9
1 2
18
4 K1
8 9
G
9 B 2 B
ELS BATT
TCCS ECU
(FWD) C DARK GRAY (ALL–TRAC/4WD) D DARK GRAY
+B +B1 ISC2 ISC1 E1
8 B 1 B 18 C 9 C 7 D
W–R
W–R
G–B
BR
9
Y
W–R
18 7
2 1 3
+B ISC2 ISC1
B
(FWD) D DARK GRAY E YELLOW
E ISC VALVE
1 2 3
SERVICE HINTS
(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

1L
1N

: GROUND POINTS
67
LIGHT AUTO TURN OFF
3 4 3 4
20A 7. 5A
DOME GAUGE
TAILLIGHT HEADLIGHT
RELAY RELAY
1 2 1 5
2 2F
L–Y
2 1M 5 2F
G–R
1 2B 3 1A 14 1B
R–Y
(CANADA)
W
G
7 1B
1 2D 4 1D
(USA)
L–Y
LG
5 1M
R–G
2 2B 2 1D (CANADA)
E
3 5
LIGHT RELAY
TAIL H–LP
RUNNING
(USA)
R–W
T H
2 4
W
G
LG R–W
(CANADA) (CANADA)
1 7 2 A 3 A
INTEGRATION RELAY
S
Q
R
(J/B NO. 1)
R
Q
S
6 10 1 A 4 A
W
G
R–G
5 1D
G
6 5
R
40A MAIN
80A ALT
1 D [COMB. SW] 2 13
C
OFF
DOOR
CONTROL
COURTESY
SW TAIL
LIGHT
2 B (FRONT LH)
SW
FUSIBLE LINK HEAD

BOX
11
BR
BATTERY
3 1M
68
SYSTEM OUTLINE
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 TO
TERMINAL 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 → TERMINAL
2 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 THE
INTEGRATION RELAY. ACCORDING TO THIS SIGNAL, THE CURRENT FLOWING TO TERMINAL A 3 OF THE RELAY FLOWS TO
TERMINAL A 4 → TERMINAL 13 OF THE LIGHT CONTROL SW → TERMINAL 11 → TO GROUND IN THE HEADLIGHT CIRCUIT, AND
CAUSES TAILLIGHT AND HEADLIGHT RELAY TO TURN THE LIGHT ON. THE TAILLIGHT CIRCUIT IS SAME AS ABOVE.
2. LIGHT AUTO TURN OFF OPERATION

WITH LIGHTS ON AND IGNITION SW TURNED OFF (INPUT SIGNAL GOES TO TERMINAL 7 OF THE RELAY), WHEN DOOR ON DRIVER’S
SIDE IS OPENED (INPUT SIGNAL GOES TO TERMINAL 6 OF THE RELAY), THE RELAY OPERATES AND THE CURRENT IS CUT OFF
WHICH FLOWS FROM TERMINAL A 2 OF THE RELAY TO TERMINAL A 1 IN TAILLIGHT CIRCUIT AND FROM TERMINAL A 3 TO
TERMINAL A 4 IN HEADLIGHT CIRCUIT. AS A RESULT, ALL LIGHTS ARE TURNED OFF AUTOMATICALLY.
SERVICE HINTS
INTEGRATION RELAY
7–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
1–GROUND : ALWAYS APPROX. 12 VOLTS
6–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

1A
18 ENGINE ROOM MAIN WIRE AND J/B NO
1B
1D 18 FLOOR WIRE AND J/B NO. 1 (LEFT KICK PANEL)
1M 18 COWL WIRE AND J/B NO. 1 (LEFT KICK PANEL)
2D
2F
: GROUND POINTS
A B BLACK C BLUE D BLACK E
1 2 3 4 5
2
1 2 3 4
2 11 13
5 6
69
HEADLIGHTS (USA)
1 2B
15A 15A
3 4 HEAD LH HEAD RH
HEADLIGHT
RELAY
1 5 4 2E 1 2A 3 2A
5 2F 7 2E
R–Y
G
R
W
R–Y
6
A 7 1B
3 C D 3
40A MAIN
FUSIBLE
LINK
BOX
LH HEADLIGHTS RH
2 5 1M 6 1M 1 2 1 2
R–W
R–Y
R–W
R–W
(W/O INTEGRATION RELAY)
R–L
R–L
3
RELAY(J/B NO. 1)
INTEGRATION
BATTERY
B
R–W R–W
R–G
R–G
8 5
R–L R–L
1M 1B
1 D1 18 1G
R–L
R–W
R–G
R–Y
R–L
10 F2
E [COMB. SW]
13 14 12 3
R–L
OFF
CONTROL
TAIL
LIGHT
SW
4 F
HEAD
HIGH BEAM INDICATOR
LIGHT[COMB. METER]
LOW
2
DIMMER
HIGH
W–B
SW
FLASH
11 9
3 3B
W–B
BR
J/B NO. 3
8
W–B W–B
F1
3 1M 7 1M 3 1F
70
SERVICE HINTS
HEADLIGHT RELAY
LIGHT AUTO TURN OFF OPERATION
PLEASE 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)
1F
18 COWL SUB WIRE AND J/B NO
1G
2E 20 ENGINE ROOM NO. 4 WIRE AND J/B NO. 2 (ENGINE CMPARTMENT LEFT)

30 (2VZ–FE)
D1 FLOOR WIRE AND J/B NO.
NO 1 (LEFT KICK PANEL)
32 (3S–FE)
F1
34 INSTRUMENT PANEL WIRE AND COWL SUB WIRE (LEFT KICK PANEL)
F2
: GROUND POINTS
A BLACK B C D E BLACK F
3
3 4 1 2 3 2 4
2 9 11 12 13 14
6
71
HEADLIGHTS (CANADA)
G
R–B
1
W
G
7. 5A 10A
B GAUGE ECU–B
INTEGRATION RELAY
1 2D
2
4 3 R–W
9 1N 1
2 2B
1 2 LG
W
R–G
6 5 R–G
G
(W/O INTEGRATION
R–L
RELAY)
R
40A FL MAIN
G
80A FL ALT
(W/O INTEGRATION
RELAY)
FUSIBLE LINK
R–W
R–B
BOX
A 2
C
[COMB. SW] 13 2 14 12 13 6 2 4 1 12
OFF
CONTROL
TAIL
LIGHT
SW
HEAD
LOW
DIMMER
HIGH
SW
FLASH
11 9
BATTERY
D RUNNING LIGHTS 10
CONTROL RELAY
W–B
W–B
BR
W–B
3 1M 7 1M 3 1F
5 4
D H
72
G R–L
W W R–L
3 1A 1 2B
2 2
2
R–B 2
1K 1 1
DIMMER 2
1 RELAY
3 4 3 4
15A 15A
HEAD–HI HEAD–HI
TAILLIGHT HEADLIGHT (LH) (RH)
RELAY RELAY
2 2
1 2 1 5 3 2 4
2 2
2 1M 5 2F 7 2E 2
TO W
TAILLIGHT 2
R–Y
R–B
R–B
7 1B
4 2E
HEAD–LO (RH)
HEAD–LO (LH)
1 D1
R–G
R–B
15A
15A
5 1M
1 2A 3 2A
R–W
G–R
R–G
3 5 14
R–W
R
5
R–G
1B
18 1G
R–G
R–L
2 1 F F 2 1
10 F2
LH HEADLIGHT RH
R–L
3 3
4
W–B
E
HIGH BEAM INDICATOR
LIGHT[COMB. METER] W–B
7 8 2
W–B
3 3B
G
8
W–B
W–B W–B W–B NO. 3

F1
J/B
TO CLOCK FROM TERMINAL” L”

OF ALTERNATOR
73
HEADLIGHTS (CANADA)
SYSTEM OUTLINE
CURRENT FROM THE BATTERY IS ALWAYS FLOWING FROM FL ALT → TAILLIGHT RELAY (COIL SIDE) → TERMINAL 3 OF RUNNING
LIGHT CONTROL RELAY, FL MAIN → HEADLIGHT RELAY (COIL SIDE) → TERMINAL 5 OF RUNNING LIGHT CONTROL RELAY, AND FL
ALT → 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 THE
RUNNING LIGHT CONTROL RELAY.
1. DAYTIME RUNNING LIGHT OPERATION

WHEN THE ENGINE IS STARTED, VOLTAGE IS PRODUCED AT TERMINAL L OF THE ALTERNATOR AND WHEN VOLTAGE IS APPLIED
TO TERMINAL 8 OF THE RUNNING LIGHT CONTROL RELAY, THE RUNNING LIGHT CONTROL RELAY OPERATES AND CURRENT
FLOWS 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 (LOW
SIDE) → HEADLIGHTS → GROUND.
ACCORDINGLY, EVEN IF THE LIGHT CONTROL SW IS IN OFF POSITION, EACH LIGHT MENTIONED HERE LIGHTS UP. THIS SYSTEM
OPERATES UNTIL THE IGNITION SW IS TURNED OFF.
2. TAILLIGHT OPERATION
WHEN THE LIGHT CONTROL SW IS TURNED TO THE TAILLIGHT POSITION, CURRENT FLOWING TO THE TAILLIGHT RELAY (COIL
SIDE) ALWAYS FLOWS TO TERMINAL 3 OF RUNNING LIGHT CONTROL RELAY → TERMINAL 2 → TERMINAL 2 OF INTEGRATION
RELAY → TERMINAL 1 → TERMINAL 2 OF LIGHT CONTROL SW (COMB. SW) → TERMINAL 11 → GROUND, TURNING THE TAILLIGHT
RELAY 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 CONTROL
RELAY TO TERMINAL 7, PROVIDING POWER FOR ILLUMINATION OF THE CLOCK.
3. HEADLIGHT OPERATION
WHEN THE LIGHT CONTROL SW IS TURNED TO HEADLIGHT POSITION AND THE DIMMER SW TO LOW SIDE, THE CURRENT
FLOWING 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 THE
HEADLIGHTS (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 LIGHT
CONTROL RELAY → TERMINAL 6 → TERMINAL 14 OF DIMMER SW (COMB. SW) → TERMINAL 9 → GROUND, SO THAT THE
HEADLIGHT 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 AS
DESCRIBED IN PART 2 EARLIER.
SERVICE HINTS
TAILLIGHT RELAY
2–4 : CLOSED WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION
HEADLIGHT RELAY
DIMMER RELAY
CHANGED FROM HEAD (LO) TO HEAD (HI) WITH DIMMER SW AT FLASH POSITION OR WITH HEADLIGHT RELAY ON AND
DIMMER SW AT HIGH POSITION
74
: 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

1A
1B
1F
1G
1K
1N

30 (2VZ–FE)
32 (3S–FE)
F1
F2
: GROUND POINTS
30 (2VZ–FE)
C RADIATOR LEFT
32 (3S–FE)
H 34 R/B NO. 4 SET BOLT
75
76
4
1
W–B(W/ MOON ROOF) W–B R
G
1 P1
MAP LIGHT
A
P1
(W/ MOON ROOF)
R–G
2
1
W–B(W/O MOON ROOF) W–B R–G R–G
6 M1
3 M1
MAP LIGHT
B
(W/O MOON ROOF)
R–G
C
LH
L–Y

1
1C
1
R–G
D
10
VANITY LIGHT
5
1
1K
R–G
INTERIOR LIGHTS (w/ DOOR LOCK)
(J/B NO. 1)
D
RH
W–B
INTEGRATION RELAY
2
E2
OUT SIDE
L–Y
INTERIOR LIGHT
E
HANDLE SW
W–B
(W/ MOON ROOF)
2
1
1
(LE)
2
R–B R–W R–W B–W B–W DOOR
1I
2 b1
13 E2
5 1C
2 M1
2
B B L–Y L–Y
1 b1
2 1C
1 M1
OFF
ON
(DELUX)
INTERIOR LIGHT
F
DOOR COURTESY (W/O MOON ROOF)
I
(LE)
1
SW FRONT LH R–W DOOR
1
2
6
4
R R
5 1D
7 1G
OFF
ON
G–Y(CANADA)
R
R–G(USA) DOOR WARNING LIGHT

G
5 1L
[COMB. MERER]
8
7
R L–Y L–Y
11 F2
5 F2
4 1F
(USA)
2
1
R–W
6 1L
(DELUX) R–B
(LE)
(CANADA)
J
DIODE
1
2
G–R
7 1L
FROM DOOR LOCK
CONTROL RELAY IGNITION KEY
K
CYLINDER LIGHT(LE)
DOOR COURTESY
Q
SW FRONT RH
1
R–Y R–Y
4 N1
R–Y
(W/O A. B. S)
2
1
R–B R–G R
8 1L
4 E2
L–Y
2
R–W
DOOR KEY
L
(W/ A. B. S)
CYLINDER LIGHT(LE)
J
DIODE
R–W
(DELUX)
M
LH
1 R–W
(LE)

2
1
R–W R–W R–W R R L–Y L–Y
6 1L
1 E2
9 E2
7 1N
12 1N
(LE)
LIGHT
DOOR
L–Y
RH
11
1D
R
COURTESY
REAR
1
2
1
R–W R–W R–W R–W R
7 N1
5 O1
2 O1
SW
(USA W/O A. B. S. )
RH
N
R–W
(EX. USA W/O A. B. S. )
1
R–W R–W
DOOR COURTESY
LH
S
O
REAR INTERIOR LIGHT
REAR
(STATION W/G)
R–W
(W/G)
L–Y
1
2
2
1
W–B R–W R–W R–W R–W R–W L–Y
L
6 Y1
4 X1
5 X1
2 1D
6 W1
BACK DOOR
T
(STATION W/G)
COURTESY SW
(STATION W/G)
L–Y
(S/D)
1
2
1
R–W R–W L–Y L–Y

4 1D
LAGGAGE LAGGAGE
U
P
COMPARTMENT COMPARTMENT
LIGHT SW(S/D) LIGHT(S/D)
2 V2 (S/D FWD)
14 1B
2 V3 (S/D ALL–TRAC/4WD)
L–Y
20A
D0ME
2 2F
77
INTERIOR LIGHTS (w/ DOOR LOCK)
SERVICE HINTS
INTEGRATION RELAY NO. 1 (J/B NO. 1)
(1G) 7–GROUND : APPROX. 12 VOLTS WITH DOOR CLOSED
0 VOLT WITH ANY DOOR OPEN
20A 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 → 12 VOLTS WITHIN 8.5 SECONDS AFTER DOOR CLOSED
OR 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 SW
1–GROUND : CLOSED WITH DOOR OPEN
(T) BACK DOOR COURTESY SW (W/G)
2–GROUND : CLOSED WITH BACK DOOR OPEN
(U) LUGGAGE COMPARTMENT LIGHT SW
1–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)
1F
1G
1I
1K
1L
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)
36 (S/D)
P1 ROOF NO
NO. 2 WIRE AND ROOF WIRE (W/ MOON ROOF
ROOF, ROOF RIGHT)
38 (STATION W/G)
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)
36 (S/D)
b1 INTERIOR LIGHT WIRE AND ROOF WIRE (W/ MOON ROOF
ROOF, ROOF RIGHT)
38 (STATION W/G)
78
: GROUND POINTS
36 (S/D)
G ROOF RIGHT (W/ MOON ROOM)
38 (STATION W/G)
L 38 BACK DOOR RIGHT
79
80
4
1
W–B(W/ MOON ROOF) W–B R
G
1 P1
MAP LIGHT
A
P1
(W/ MOON ROOF)
R–G
2
1
W–B(W/O MOON ROOF) W–B R–G
6 M1
3 M1
MAP LIGHT
B
(W/O MOON ROOF)
R–G
C
LH
L–Y

1
R–G
VANITY LIGHT
1
R–G
1
1C
INTERIOR LIGHTS (w/o DOOR LOCK)
D
RH
D
10
5
1K
L–Y
INTERIOR LIGHT
E
(J/B NO. 1)
(W/ MOON ROOF)
1
R–W B–W B–W DOOR

2 b1
W–B
5 1C
2 M1
2
B B L–Y L–Y
1 b1
2 1C
1 M1
OFF
INTEGRATION RELAY
ON
2
E2
OUT SIDE
INTERIOR LIGHT
F
HANDLE SW
W–B
(W/O MOON ROOF)
2
1
1
R–B R–W R–W
2
DOOR
1I
13 E2
2
R
OFF
ON
(LE)
(DELUX)
DOOR WARNING LIGHT

G
[COMB. METER]
1
8
7
R R R L–Y L–Y
6
4
11 F2
5 F2
4 1F
5 1D
7 1G
(U. S. A. )
DOOR COURTESY
I
SW FRONT LH R–B
(LE)
(CANADA)
20A
D0ME
12 1N 2 1D 4 1D 14 1B 2 2F
L–Y
L–Y
L–Y L–Y L–Y L–Y
L–Y
L–Y
(S/D)
(STATION W/G)
9 E2 2 O1 5 X1
R
L–Y
L–Y
R
R
1
CYLINDER LIGHT(LE)
CYLINDER LIGHT(LE)
REAR INTERIOR LIGHT
COMPARTMENT
2 1 L 1 1 M 1
IGNITION KEY
LIGHT(S/D)
DOOR
(STATION W/G)
LAGGAGE
LH COURTESY RH
DOOR KEY
LIGHT
1 2 2 2 2
2 O
N
R–W
R–W
R–W
R–G
J K
R–W
4 E2 1 E2 5 O1 4 X1 2 V3 (S/D ALL–TRAC/4WD)
2 V2 (S/D FWD)
R–W
G–R
R–B
R–W
7 1L 8 1L 6 1L
R–W
11
R–W R–W
1D
(W/G)
1
R–W
R–W
P
7 1N
DIODE
R–W
2 6 W1
5 (W/O INTEGRATION
(USA)
R–G
R–W
R–W
R–W
R–W
RELAY)
1L
(USA)
G–Y 6 Y1
(CANADA) 7 N1
R–W
(USA)
R–W R–W
R–W
(CANADA)
R–W
R–W
SW(STATION W/G)
1 1 1 2 1
COMPARTMENT
LIGHT SW(S/D)
Q R S
BACK DOOR
COURTESY
LAGGAGE
DOOR COURTESY REAR REAR

SW FRONT RH RH LH
T U
W–B
DOOR COURTESY SW
81
INTERIOR LIGHTS (w/o DOOR LOCK)
SERVICE HINTS
INTEGRATION RELAY NO. 1 (J/B NO. 1)
(1G) 7–GROUND : APPROX. 12 VOLTS WITH DOOR CLOSED
20A 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 → 12 VOLTS WITHIN 8.5 SECONDS AFTER DOOR CLOSED
OR 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 SW
(T) BACK DOOR COURTESY SW (W/G)
2–GROUND : CLOSED WITH BACK DOOR OPEN
(U) LUGGAGE COMPARTMENT LIGHT SW
1–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

1F
1G
1I
1K
1L
1N

36 (S/D)
P1 ROOF NO
ROOF, ROOF RIGHT)
38 (STATION W/G)
36 (S/D)
b1 INTERIOR LIGHT WIRE AND ROOF WIRE (W/ MOON ROOF
ROOF, ROOF LIGHT)
38 (STATION W/G)
82
: GROUND POINTS
36 (S/D)
38 (STATION W/G)
83
ILLUMINATION
3 4
TAILLIGHT 15A
RELAY TAIL
1 2 6
G G
1N
3 1A 2 1M
6 1F
W
G
1 2D LG 1 F1
G
J/B NO. 3
2 2B
14 3A 6 3B 13 3A 8 3D
G
W
G
D G H
COMB. METER
GLOVE BOX
ECT PATTERN
2 2 3
SELECT SW
(ANALOG)
A
LIGHT
5 2
FUSIBLE LINK BOX
B
1 1 1
INTEGRATION
80A FL ALT
RELAY
(J/B NO. 1)
G–W
B
1
2 E
G 1
G
GLOVE BOX
LIGHT SW
C 2
[COMB. SW] 2 1
OFF
CONTROL
F RHEOSTAT
BATTERY
4 3B 11 3D
LIGHT
TAIL
SW
HEAD 2 3
11
12 3A
B
W–B
W–B
BR
1 3A 2 3A
J/B NO. 3
3 1M
3 8
W–B W–B
1F F1
84
G
I
REAR WIPER SW
(W/G)
4
1
B–W G
11 3C
9 3C
CRUISE CONTROL
J
MAIN SW
6
2
B G
3 3C
2 3C
HAZARD SW
1
2
B G
5 3B
7 3B

L
O/D MAIN SW
4
2
B G
4 3D
2 3D
REAR WINDOW
M
DEFOGGER SW
4
1
B G
11 3A
5 3A
J/B NO. 3
J/B NO. 3
CIGARETTE
N
LIGHTER
1
3
B G
A/T INDICATOR
O
(INSTRUMENT PANEL)
9
6
B–R G
10 3C
8 3C
RADIO
W–G G
10 P
5 Q
4 3C
1 3D
DIFF. LOCK
R
CONTROL SW
3
2
B G
4 3A
6 3A
CENTER DIFF. LOCK

S
INDICATOR LIGHT
2
1
B G
12 3D
9 3D
G
85
ILLUMINATION
A BLACK B C BLACK
2
1 2
2 11
G
5
(USA) D GRAY (CANADA) D E F

(LEVER SW TYPE A/C)
1 2 1 2
1 2 1
2 3
(LEVER SW TYPE A/C)
(PUSH SW TYPE A/C)
G H I
1 3
G
1
4
1 2
HEATER CONTROL
16 T V
4 U 1
A/C SW
J M BLUE K L BLUE N
5 T 4
SW
3 U 1 2 1 2 2 1
4 6 4 3
B–W
B–W
O P BLUE Q BLUE
5 I1 6
9
10 5
B–R
10 3D
R (W/ ECT) R (W/O ECT) S
2 1 2
J/B NO. 3 2
3
3
T U V
3 4 1 2
5
4 6
16
86
SERVICE HINTS
TAILLIGHT RELAY
2–4 : CLOSED WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION (LIGHT AUTO TURN OFF SYSTEM OFF)
(B) INTEGRATION RELAY
PLEASE 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

1M
1N
3A
3B
22 INSTRUMENT PANEL WIRE AND J/B NO
NO. 3 (INSTRUMENT PANEL LEFT)
3C
3D

I1 34 COWL WIRE AND INSTRUMENT PANEL WIRE (INSTRUMENT PANEL CENTER)
: GROUND POINTS
87
(W/ LIGHT FAILURE SENSOR)
TAILLIGHTS (W/O LIGHT FAILURE SENSOR)
3 4
TAILLIGHT
RELAY 7. 5A 15
GAUGE TAIL
1 2 2 3 13
Y Y J/B G
1F F1 1B
NO. 3
3 1A 2 1M
6 1D 14 1D
9 3B
W
G
G–R
R–L
1 2D (CANADA)
(USA)
(USA)
G G
WARNING LIGHT
[COMB. METER]
LG
G
6
REAR LIGHT
3
B

TAIL
2 2B RUNNING
LIGHTS 10
Y–G
RELAY
G
T
2 F
(W/ INTEGRATION
16 H1
Y–G
E
Y
LG
RELAY)
LIGHT FAILURE
W
2 SENSOR 3 10
A
5
2
FUSIBLE LINK BOX
C
80A FL ALT
INTEGRATION
RELAY
(J/B NO. 1)
9 4
1
LG
G
2
G
(STATION W/G)
G G
G
LG LG 1
G
W–B
LG
D V1
[COMB. SW] 2
(S/D)
(S/D)
G
(STATION W/G)
LG
LG
OFF
LG–R
CONTROL
BATTERY
LIGHT
TAIL
6 V3 (S/D ALL–TRAC/4WD)
SW
1 V2 (S/D FWD)
HEAD
4 U1 LG (ALL–TRAC/4WD)
11
LG–R(FW–D)
LG
G
G
5 G 1 I (S/D) 1 J 5 K
1 H (STATION W/G) 1 L
TAILLIGHTS
LH [REAR COMB. RH
LIGHTS]
4 G 4 I (S/D) 4 J 4 K
4 H (STATION W/G) 4 L
W–B
W–B W–B W–B

W–B
BR
W–B
W–B
3
W–B (S/D)
U1
3 1M W–B W–B
W–B
D I
88
G
G G
G
(STATION W/G)
5 W1
G
G
G
6 U1 (S/D) 5 V3 (S/D ALL–TRAC/4WD)

5 Y1 (STATION W/G) 1 V1 5 V2 (S/D FWD)
G
G
G
M 2 2 N O 2 2 P Q 1 FRONT 1 R
LICENCE REAR CLEARANCE
LH PLATE RH LH SIDE RH LH AND RH
LIGHTS MARKER SIDE
LIGHTS MARKER
1 1 1 1 2 LIGHTS 2
W–B
W–B
W–B
W–B
W–B
W–B (S/D)
W–B W–B
W–B
(STATION W/G)
W–B
W–B
W–B
L K C
89
TAILLIGHTS
SYSTEM OUTLINE
WHEN THE LIGHT CONTROL SW IS TURNED TO TAIL OR HEAD POSITION, THE CURRENT FLOWS TO TERMINAL 10 OF THE LIGHT
FAILURE 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 FAILURE
SENSOR AND THROUGH THE REAR LIGHT WARNING LIGHT TO TERMINAL 3 OF THE LIGHT FAILURE SENSOR.
TAIL LIGHT DISCONNECTION WARNING
WITH THE IGNITION SW ON AND THE LIGHT CONTROL SW TURNED TO TAIL OR HEAD POSITION, IF THE TAILLIGHT CIRCUIT IS
OPEN, THE LIGHT FAILURE SENSOR DETECTS THE FAILURE BY THE CHANGE IN CURRENT FLOWING FROM TERMINAL 10 OF THE
LIGHT 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 TURNS
THE REAR LIGHT WARNING LIGHT ON, WHICH REMAINS ON UNTIL THE LIGHT CONTROL SW IS TURNED OFF.
SERVICE HINTS
TAILLIGHT RELAY
2–4 : CLOSED WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION (INTEGRATION RELAY ON)
(C) INTEGRATION RELAY
PLEASE 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)

1A
1B

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 FLOOR NO.
NO 1 WIRE AND LUGGAGE ROOM NO.
NO 1 WIRE (BACK PANEL LEFT)
V3
90
: GROUND POINTS
30 (2VZ–FE)
C RADIATOR LEFT
32 (3S–FE)
36 (S/D)
I LEFT REAR FENDER
38 (STATION W/G)
36 (S/D)
K BACK PANEL CENTER
38 (STATION W/G)
L 38 DECK RIGHT
91
TURN SIGNAL AND HAZARD WARNING LIGHTS
7. 5A 15A
TURN HAZ–HORN
12 1G 3 2F
W
L
(USA)
W
7 16 4
4 F2 G–W
F2 1G 1B
(CANADA)
W
A
L
B TURN SIGNAL SW
HAZARD SW 10 8 [COMB. SW]
OFF RH
HAZARD TURN
ON LH
7 9 5 6 5 1 8
(EX. USA S/D STD)
(USA S/D STD)
G–W
G–B
G–Y
G–W
G–R
G–B
G–Y
G–L
G–Y
G–B
(USA) 4 I1 17 F2
(CANADA) 15 I1
(CANADA)
(USA)
G–W
G–W
G–R
G–B
G–Y
TURN SIGNAL
FLASHER
2 14 1G
1
1 G–W 6 4 G–W
1 1K 1M
G–B
3
1 G–Y
18 F2 2 F2
G–B
G–Y
G–Y
G–B
G–Y
G–B
10 1M 11 1G 19 1G 1 1M
3 1
I
(STATION W/G) LH RH
1 1D 9 1B 10 1B 15 1D INDICATOR
LIGHTS
5 [COMB. METER]
G–Y G–Y
G–Y
V1
4 6 2
G–Y
W–B
G–B
G–B
G–Y
V3 V2
W–B
G–Y
3 3B
(S/D ALL–TRAC/4WD)
(S/D FWD)
E F
3 C (S/D) 3 G (S/D)
REAR RH[REAR
REAR LH[REAR
COMB. LIGHT]
COMB. LIGHT]
3 D (STATION W/G) 3 3 3 H (STATION W/G)

FRONT RH
FRONT LH
W–B
4 C (S/D) 2 2 4 G (S/D) J/B 8 F1

4 D (STATION W/G) 4 H (STATION W/G) NO. 3
W–B
14 1L 3 1F
W–B
W–B
W–B
W–B
D I C A K D
92
SERVICE HINTS
TURN SIGNAL FLASHER
2–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON OR HAZARD SW ON
1–GROUND : CHANGES FROM 12 TO 0 VOLT WITH IGNITION SW ON AND TURN SIGNAL SW LEFT OR RIGHT,
OR WITH HAZARD SW ON
: 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

1F
1G
1K
1M

V2 36
FLOOR NO.
V3 36
: GROUND POINTS
30 (2VS–FE)
A RIGHT FENDER
32 (3S–FE)
30 (2VS–FE)
C RADIATOR LEFT
32 (3S–FE)
36 (S/D)
I LEFT REAR FENDER
38 (STATION W/G)
36 (S/D) BACK PANEL CENTER
K
38 (STATION W/G) DECK RIGHT
A B BLACK C G D H E F GRAY
3 3 2
5 6 7 8 9 10 1 5 3 4 4
1 2 3
93
STOP LIGHTS (W/ LIGHT FAILURE SENSOR)
(W/O LIGHT FAILURE SENSOR)
20A 7. 5A
STOP GAUGE
2 3
Y Y
1F F1
11 1L 6 1D
G–R
J/B
Y
NO. 3
1 A (W/ CRUISE CONTROL)
1 B (W/O CRUISE CONTROL)
9 3B
STOP LIGHT
SW
R–L
WARNING LIGHT
[COMB. METER]
2 B (W/O CRUISE CONTROL) 6
REAR LIGHT
G–W
10 1L 10
Y–G
C
8 1D 14 H1
G–W
Y–G
D
Y
7 LIGHT FAILURE SENSOR 2 3
HOLD
CIRCUIT
G–W
1 9
W–B
G–R
G–W G–W G–W G–W
G–R G–R 4
G–R
W1
G–W
G–W
G–W
G–W
G–R
G–R
(S/D)
(S/D)
(STATION W/G)
G–R
G–R
(S/D ALL– 1 V3
TRAC/4WD)
(S/D FWD) 3 V2 4 V1 (STATION W/G) 2 U1 4 Y1 (STATION W/G)
G–R
G–R
G–R
G–R
G–W
G–R
G–R
2 E 2 F (S/D) 2 H 2 I
2 G (STATION W/G) 2 J
2 K
STOP LIGHTS HIGH MOUNT
LH [REAR COMB. RH
STOP LIGHT
LIGHT]
1
4 E 4 F (S/D) 4 H 4 I
4 G (STATION W/G) 4 J
(STATION W/G)
W–B
W–B
W–B
W–B
W–B
(S/D) W–B
W–B
3 U1
W–B
W–B
W–B
W–B
K I L I
94
SYSTEM OUTLINE
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 FAILURE
SENSOR 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 IS
OPEN, THE CURRENT FLOWING FROM TERMINAL 7 OF THE LIGHT FAILURE SENSOR TO TERMINAL 1 CHANGES, SO THE LIGHT
FAILURE SENSOR DETECTS THE DISCONNECTION AND THE WARNING CIRCUIT OF THE LIGHT FAILURE SENSOR IS ACTIVATED.
AS A RESULT, THE CURRENT FLOWS FROM TERMINAL 3 OF THE LIGHT FAILURE SENSOR → TERMINAL 9 → GROUND AND TURNS
THE REAR LIGHT WARNING LIGHT ON. BY PRESSING THE BRAKE PEDAL, THE CURRENT FLOWING TO TERMINAL 2 OF THE LIGHT
FAILURE SENSOR KEEPS THE WARNING CIRCUIT ON HOLD AND THE WARNING LIGHT ON UNTIL THE IGNITION SW TURNED OFF.
SERVICE HINTS
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 SENSOR
1, 7–GROUND : APPROX. 12 VOLTS WITH STOP LIGHT SW ON
2, 3–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON
: PARTS LOCATION
A S9 28 E R11 26 I R14 26
B S9 28 F R12 26 J R14 27
C 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


V2 36
FLOOR NO.
V3 36
: GROUND POINTS
36 (S/D)
I LEFT REAR FENDER
38 (STATION W/G)
K
A B C BROWN D E I
2
1 2 3
1 1 4
7 9
3 2 6 10
F H G J K
2 1 2
2
4 4
95
BACK–UP LIGHTS
7. 5A
GAUGE
11 1I
R–L
4 D1
R–B
3 C1
R–L
6 A (A/T)
2 B (M/T)
BACK–UP
LIGHT SW
5 A (A/T)
1 B (M/T)
R–B
5 L1
R–B
12 H1
1
R–B R–L
R–B
W1
(STATION W/G)
(S/D)
1 U1 1 Y1
R–B R–L
R–B
R–L
C 3 3 D E 1 1 F
BACK–UP LIGHT BACK–UP LIGHT
LH [REAR COMB. RH LH [REAR COMB. RH
LIGHT] LIGHT]
4 4 4 4
W–B W–B
W–B
W–B
3 U1
W–B
W–B
I L
96
SERVICE HINTS
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)

30 (2VS–FE)
NO 2)
32 (3S–FE)
30 (2VS–FE)
32 (3S–FE)
: GROUND POINTS
I 36 LEFT REAR FENDER
(A/T) A GRAY (M/T) B GRAY C D E F
1
4
5 6 1 2 4 3
97
FRONT WIPER AND WASHER
20A
WIPER
3
L–R
1B
9 1I
2 B
FRONT
L
M
WASHER
MOTOR
1
L–W
1 1B
A DIODE
WIPER AND WASHER SW (W/ WIPER RELAY)

[COMB. SW]
WIPER RELAY 2 1I
L–W
LOW/MIST
(W/ REAR WIPER)

WASHER
(W/O REAR WIPER)
L–W
HIGH
OFF
INT
8 LG 2 1
C DIODE
16 W–B (FOR FRONT
L
WIPER)
4 L–Y
7 L–B
13 L–O
18 L
L–O
L–B
L–Y
L
6 D2 5 D2 3 D2 4 D2
W–B
L–O
L–B
L–Y
L
1 2 4 3
+2 +1 B +S
13 1I
D
D WIPER MOTOR
98
SYSTEM OUTLINE
WITH THE IGNITION SW TURNED ON, THE CURRENT FLOWS TO TERMINAL 18 OF THE WIPER AND WASHER SW, TERMINAL 2 OF
THE WASHER MOTOR AND TERMINAL 4 OF THE WIPER MOTOR THROUGH THE WIPER FUSE.
1. LOW SPEED POSITION
WITH 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 RUN
AT LOW SPEED.
2. HIGH SPEED POSITION
WITH 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 TO
RUN 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 RELAY
FUNCTION FLOWS FROM TERMINAL 18 OF THE WIPER AND WASHER SW → TERMINAL 16 → TO GROUND. THIS FLOW OF CURRENT
OPERATES 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 IN
RELAY AND THE INTERMITTENT TIME IS CONTROLLED BY A TIME CONTROL SW TO CHANGE THE CHARGING TIME OF THE
CONDENSER.
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 AND
WINDOW WASHER TO JET. THIS CAUSES THE CURRENT TO FLOW TO WASHER CONTINUOUS OPERATION CIRCUIT (W/ INT SW) IN
TERMINAL 18 OF THE WIPER AND WASHER SW → TERMINAL 7 → TERMINAL 2 OF THE WIPER MOTOR → TO GROUND AND THE
WIPER FUNCTION.
SERVICE HINTS
(A) WIPER AND WASHER SW
7–GROUND : APPROX. 12 VOLTS WITH WIPER AND WASHER SW AT LOW POSITION
APPROX. 12 VOLTS EVERY 4 SECONDS INTERMITTENTLY WITH WIPER SW AT INT POSITION
4–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)


30 (2VZ–FE)
D2 ENGINE ROOM MAIN WIRE AND COWL WIRE (RIGHT KICK PANEL)
32 (3S–FE)
: GROUND POINTS
A BLACK B GRAY C GRAY D BLACK
1 2
4 7 8 1 2
1 2 3 4
13 16 18
99
REAR WIPER AND WASHER
A GRAY
20A
WIPER
B REAR WIPER AND WASHER SW 1 2
WASHER 2
9 1I 3 1B
INT
B
OFF
L–R
WASHER 1
5 7 8 5 7 8
2 A
L
LG–B
L–B
M REAR WASHER
MOTOR
1 C GRAY
LG–B
L–B
L–B
L–B
1 2
13 G1
2 1 H1 7 H1
C
6 1B
L
LG–B
W–B
L–B
DIODE
(FOR REAR WIPER)
D
1 W3 1
4 W3 6 W3
LG–B
1 2 3
L
L–B
LG
1 Y3 8 F2 4 Y3 6 Y3
13 1G
L–R W–B
LG–B
L–B
L
16 3C
1 D 2 D 3 D
REAR WIPER RELAY J/B

4 6 NO. 3
1
W–B
IC
8 F1
W–B
2 3 5
+B L
S REAR WIPER 3 1F
M
MOTOR
100
SYSTEM OUTLINE
WHEN THE IGNITION SW IS TURNED ON, CURRENT FLOWS THROUGH THE WIPER FUSE TO TERMINAL 1 OF THE REAR WIPER
RELAY, TERMINAL +B OF THE REAR WIPER MOTOR AND TERMINAL 2 OF THE REAR WASHER MOTOR.
1. REAR WIPER OPERATION

WHEN THE IGNITION SW IS ON AND THE REAR WIPER AND WASHER SW IS TURNED TO THE INT POSITION, THE CURRENT
FLOWING TO TERMINAL 1 OF THE REAR WIPER RELAY FLOWS TO TERMINAL 4 OF RELAY → TERMINAL 7 OF REAR WIPER AND
WASHER SW → TERMINAL 8 → GROUND, CAUSING THE RELAY INTERMITTENT CIRCUIT TO OPERATE SO THAT THE CURRENT
FLOWING TO TERMINAL 1 OF THE RELAY FLOWS TO TERMINAL 3 → TERMINAL L OF REAR WIPER MOTOR → GROUND. THIS
CAUSES 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 OF
THE 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 THE
CURRENT 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, THE
CURRENT 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. AFTER
THE 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 TO
TERMINAL 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 FLOWING
TO 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 RELAY
THEN 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. AFTER THE WASHER SW IS TURNED OFF.
SERVICE HINTS
(A) REAR WASHER MOTOR
1–GROUND : CONTINUITY WITH WASHER SW TURNED ON
REAR WIPER RELAY
1–3 : 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

1F
1G
3C 22 INSTRUMENT PANEL WIRE AND J/B NO. 3 (INSTRUMENT PANEL LEFT)

F1
F2
G1 34 FLOOR NO. 1 WIRE AND COWL WIRE (LEFT KICK PANEL)
: GROUND POINTS
101
POWER WINDOWS
7. 5A 30A
GAUGE POWER
CB
11 1I 1
R–L
W–L
1 1
1 2
POWER MAIN
RELAY
3 4
1 1
W–B L L
L
10 E1
L
L
A POWER WINDOW MASTER SW 7 8
FRONT LH FRONT RH
DOWN
DOWN
UP
UP
+
–
+
–
LOCK
NORMAL
1 2 6 13 12 5
G–W
W–B
R–L
W–B L
W–B
G
R
W–B
5 E1 6 E1
2 E2
G–L
R–L
L
4 O2 2 O2 3 O2
G–W
R–L
5 2 3
POWER WINDOW
W–B
DOWN
C
UP
SW
FRONT RH
1 4
9 1L
G
G
R
5 B D
1K 2 1 2 1
M M
D FRONT LH FRONT RH
POWER WINDOW MOTORS
102
A B D F H
SERVICE HINTS
(A) POWER WINDOW MASTER SW
7, 8–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION 1 2 5 6
1
2–GROUND : ALWAYS CONTINUITY 7 8 9 10 11 12 13 14
2
6–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON AND MASTER SW
(DRIVER’S WINDOW) UP
13–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON AND MASTER SW
(DRIVER’S WINDOW) DOWN OR DOWN HOLD
WINDOW LOCK SW
C E G
OPEN WITH WINDOW LOCK SW AT LOCK POSITION
1 2 12 3 45
3 4 5
REAR LH REAR RH
DOWN
DOEN
UP
UP
L
10 9 11 14
G–Y
R–Y
G–B
R–B
3 E1 4 E1 8 E2 3 E2
G–Y
G–B
R–Y
R–B
L L L L
L
5 G1 3 G1 4 G1 1 N1 11 N1 5 N1
G–Y
G–B
R–Y
R–B
L
5 S1 1 S1 4 S1 5 T1 1 T1 4 T1
G–B
G–B
R–B
R–B
L L
3 5 1 3 5 1
POWER WINDOW
POWER WINDOW
DOWN
DOWN
E G
UP
UP
REAR LH REAR RH
SW
SW
4 2 4 2
G
G
R
F H
2 1 2 1
M M
REAR LH REAR RH
POWER WINDOW MOTORS
103
POWER WINDOW
SYSTEM OUTLINE
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 OF
THE RELAY → TERMINAL 7 OR 8 OF THE POWER WINDOW MASTER SW → TO TERMINAL 5 (PASSENGER’S) AND TERMINAL 3 (REAR LH, RH) OF THE
POWER 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 TO
TERMINAL 7 OR 8 OF THE POWER WINDOW MASTER SW FLOWS TO TERMINAL 6 OF THE MASTER SW → TERMINAL 2 OF THE POWER WINDOW
MOTOR → TERMINAL 1 → TERMINAL 13 OF THE MASTER SW → TERMINAL 2 OR 1 → TO GROUND AND CAUSES THE POWER WINDOW MOTOR TO
ROTATE IN THE UP DIRECTION. THE WINDOW ASCENDS ONLY WHILE THE SW IS BEING PUSHED. IN DOWN OPERATION, THE FLOW OF CURRENT
FROM TERMINAL 7 OR 8 OF THE POWER WINDOW MASTER SW TO TERMINAL 13 OF THE MASTER SW CAUSES THE FLOW OF CURRENT FROM
TERMINAL 1 OF THE MOTOR → TERMINAL 2 → TERMINAL 6 OF THE MASTER SW → TERMINALS 2 OR 1 → TO GROUND, → FLOWING IN THE OPPOSITE
DIRECTION TO MANUAL UP OPERATION AND CAUSING THE MOTOR TO ROTATE IN REVERSE, LOWERING THE WINDOW.
2. AUTO DOWN OPERATION

WITH THE IGNITION SW ON AND WITH THE AUTO SW OF THE POWER WINDOW MASTER SW IN DOWN POSITION, CURRENT FLOWING TO
TERMINAL 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 TO
ROTATE IN AUTO DOWN OPERATION. WHEN THE WINDOW HAS COMPLETELY DESCENDED, THE CURRENT FLOW BETWEEN TERMINAL 6 OF THE
MASTER SW AND TERMINAL 2 INCREASES. AS A RESULT, THE SOLENOID STOPS OPERATING, THE AUTO SW TURNS OFF AND FLOW FROM
TERMINAL 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 WINDOW
WHEN THE MANUAL SW (DRIVER’S) IS PUSHED TO THE UP SIDE DURING AUTO DOWN OPERATION, A GROUND CIRCUIT OPENS IN THE MASTER SW
AND CURRENT DOES NOT FLOW FROM TERMINAL 6 OF THE MASTER SW → TO GROUND SO THE MOTOR STOPS, CAUSING AUTO DOWN OPERATION
TO 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 FLOWS
TO TERMINAL 1 OF THE POWER WINDOW SW → TERMINAL 2 OF THE POWER WINDOW MOTOR → TERMINAL 1 → TERMINAL 4 OF THE POWER
WINDOW 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 THE
PASSENGER’S WINDOW BECOMES OPEN. AS A RESULT, EVEN IF OPEN/CLOSE OPERATION OF THE PASSENGER’S WINDOW IS TRIED, THE CURRENT
FROM TERMINAL 1 AND 2 OF THE POWER WINDOW MASTER SW IS NOT GROUNDED AND THE MOTOR DOES NOT ROTATE, SO THE PASSENGER’S
WINDOW 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)
1L
E1
34 FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)
E2
36 (S/D)
S1 REAR DOOR WIRE LH AND FLOOR NO.
NO 1 WIRE (LEFT CENTER PILLAR)
38 (STATION W/G)
36 (S/D)
T1 REAR DOOR WIRE RH AND FLOOR NO
NO. 2 WIRE (RIGHT CENTER PILLAR)
38 (STATION W/G)
: GROUND POINTS
104
POWER SEAT
A B C BLUE D ORANGE
30A
POWER
CB 1 2 3 4 1 1 1
5 6 7 9
1 2 2 2
1
W–L
12 G1 (USA)
9 G1 (CANADA)
W–L
3 2
W–L
A POWER SEAT SW
3
W–B
DOWN
DOWN
RR
UP
UP
FR
2 9 7 6 1 4 1 2
W–B
L–W
R–Y
L–R
L–B
L–Y
2 1 2 1 2 1 I
M M M
B SLIDE C FRONT D REAR

MOTOR VERTICAL VERTICAL
MOTOR MOTOR
SERVICE HINTS
(A) POWER SEAT SW
3–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON OR ACC POSITION
: 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
105
1
LOCK LG LG LG
8 O2
106
3
W–B
2
G G
11 O2
UNLOCK
1
DOOR LOCK KEY
B
1
SW RH
CB
30A
3
LG
W–L
DOOR LOCKS
LOCK
POWER
4
W–B
2
G
UNLOCK
W–L
DOOR LOCK CONTROL
C
8
SW RH
W–B

1
10
LG LG LG LG
A
LOCK
1 E1
3
W–B
2
G–R G–R 9
12 E2
UNLOCK
UNIT
DOOR LOCK KEY
D
CONTROL
SW LH
DOOR LOCK CONTROL RELAY
4
LOCK LG
1
W–B
3
11
G G G G
2 E1
UNLOCK
DOOR LOCK CONTROL
E
TIMER
SW LH
LOCK
TIMER
UNLOCK
1
2
6
W–B W–B W–B W–B Y Y
D
5 1K
2 E2
9 E1
L–R
3
4
4
L–B L–B L–B L–R
7 E1
8 E1
DOOR LOCK SOLENOID
F
FRONT LH
3
4
L–B L–B L–B L–R L–R
7 O2
5 O2
L–R
6
W–B W–B
1
2
5
W–B W–B L–R L–R
H
7 O1
13 O2
DOOR LOCK SOLENOID

G
L–B
L–R
W–B
FRONT RH
W–B
W–B
9 O2
(CANADA 3S–FE W/ POWER WINDOW)
L–B
W–B
L–R
3
4
L–B L–B L–B L–R L–R L–R
6 S1
3 S1
2 G1
1 G1
DOOR LOCK SOLENOID
H
REAR LH
3
4
L–B L–B L–B L–R L–R L–R
6 T1
3 T1
10 N1
16 N1
L–R
I
DOOR LOCK SOLENOID
REAR RH

4
2
L–B L–B L–B L–B L–R L–R L–R
2 Y2
3 Y2
10 G1
11 G1
2 W2
3 W2
BACK DOOR LOCK
J
SOLENOID(STATION W/G) 3
L–B L–B
16
W–B W–B
1
2
7
W–B G–L
UNLOCK WARNING
K
SW
KEY REMINDER
1
2
R R–G
5 1L
5 1D
WARNING RELAY
FROM SEAT BELT
FRONT LH
L
1
14
R–Y R–Y
DOOR COURTESY SW
4 N1
G–Y
(USA W/O A. B. S. )
FRONT RH
M
R–W
15
(EX. USA W/O A. B. S. )
107
DOOR LOCKS
SERVICE HINTS
SYSTEM OUTLINE
CURRENT ALWAYS FLOWS TO TERMINAL 8 OF THE DOOR LOCK CONTROL RELAY THROUGH POWER CB.
1. MANUAL LOCK OPERATION
TO PUSH DOOR LOCK SW AND KEY SW TO LOCK POSITION, A LOCK SIGNAL IS INPUT TO TERMINAL 10 OF THE DOOR LOCK
CONTROL 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, TERMINAL
4 (W/G) → TERMINAL 3 OF THE RELAY → TERMINAL 16 → TO GROUND AND DOOR LOCK SOLENOID CAUSES THE DOOR TO LOCK.
2. MANUAL UNLOCK OPERATION
TO PUSH DOOR LOCK CONTROL SW AND KEY SW TO UNLOCK POSITION, AN UNLOCK SIGNAL IS INPUT TO TERMINAL 9 (DOOR
LOCK KEY SW LH), TERMINAL 11 (EX. DOOR LOCK KEY SW LH 2 STEP UNLOCK FUNCTION) OF THE DOOR CONTROL RELAY AND
CAUSES THE RELAY TO FUNCTION. CURRENT FLOWS FROM TERMINAL 8 OF THE RELAY → TERMINAL 3 → TERMINAL 3 OF THE
DOOR LOCK SOLENOIDS, TERMINAL 4 OF THE BACK DOOR LOCK SOLENOID (W/G) → TERMINAL 4, TEMRINAL 2 (W/G) → TERMINAL
4 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 LOCK
KNOB (DOOR LOCK SOLENOID), THE DOOR IS LOCKED ONCE BUT EACH DOOR IS UNLOCKED SOON BY THE FUNCTION OF
RELAY. AS A RESULT, THE CURRENT FLOWS FROM TERMINAL 8 OF THE RELAY → TERMINAL 3 → TERMINAL 3 OF THE DOOR
LOCK SOLENOIDS, TERMINAL 4 OF 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 DOORS TO UNLOCK.
* OPERATING DOOR LOCK CONTROL SW OR DOOR LOCK KEY SW
WITH IGNITION KEY IN CYLINDER (UNLOCK WARNING SW ON), WHEN THE DOOR IS OPENED AND LOCKED USING DOOR LOCK
CONTROL SW OR KEY SW, THE DOOR IS LOCKED ONCE BUT EACH DOOR IS UNLOCK BY THE FUNCTION OF SW CONTAINED IN
SOLENOIDS, WHICH THE SIGNAL IS INPUT TO TERMINAL 9 OF THE RELAY. ACCORDING TO THIS INPUT SIGNAL, THE CURRENT IN
RELAY FLOWS FROM TERMINAL 8 OF THE RELAY → TERMINAL 3 → TERMINAL 3 OF THE DOOR LOCK SOLENOIDS, TERMINAL 4
OF 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 LOCK
WITH IGNITION KEY IN CYLINDER (UNLOCK WARNING SW ON), WHEN THE UNLOCK FUNCTION IS DISTURBED MORE THAN 0.2
SECONDS, FOR EXAMPLE PUSHING THE DOOR LOCK KNOB ETC., THE DOOR HOLDS ON LOCK CONDITION. CLOSING THE DOOR
AFTER, DOOR COURTESY SW INPUTS THE SIGNAL INTO RELAY. BY THIS INPUT SIGNAL, THE RELAY WORKS AND CURRENT
FLOWS FROM TERMINAL 8 OF THE RELAY → TERMINAL 3 → TERMINAL 3 OF THE DOOR LOCK SOLENOIDS, TERMINAL 4 OF 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 DOORS TO UNLOCK.
SERVICE HINTS
(A) DOOR LOCK CONTROL RELAY
2–GROUND :
CONTINTUITY WITH DRIVER’S DOOR OPEN
8–GROUND :
ALWAYS APPROX. 12 VOLTS
16–GROUND :
ALWAYS CONTINTUITY
4–GROUND :
APPROX. 12 VOLTS 0.2 SECONDS WITH FOLLOWING OPERATION
DOOR LOCK CONTROL SW LOCKED
LOCKING THE DRIVER’S, PASSENGER’S DOOR CYLINDER WITH KEY
3–GROUND : APPROX. 12 VOLTS 0.2 SECONDS WITH FOLLOWING OPERATION
DOOR LOCK CONTROL SW UNLOCKED
DOOR 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 OR
DRIVER’S, PASSENGER’S DOOR LOCK CYLINDER LOCKED WITH KEY
14–GROUND : CONTINUITY WITH PASSENGER’S DOOR OPEN
6–GROUND : 12 VOLTS WITH DRIVER’S DOOR LOCK KNOB UNLOCKED
5–GROUND : CONTINUITY WITH PASSENGER’S DOOR LOCK KNOB UNLOCKED
7–GROUND : CONTINUITY WITH IGNITION KEY IN CYLINDER
9–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 KEY
1–2 : CLOSED WITH DOOR LOCK CYLINDER UNLOCKED WITH KEY
(F) (G) DOOR LOCK SOLENOID
1–2 : CLOSED WITH UNLOCK POSITION
(K) UNLOCK WARNING SW
1–2 : CLOSED WITH IGNITION KEY IN CYLINDER
(L) (M) DOOR COURTESY SW
108
: 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

1K
1L
E1
34 FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)
E2
O1
34 FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)
O2
36 (S/D)
S1 REAR DOOR WIRE LH AND FLOOR NO.
NO 1 WIRE (LEFT CENTER PILLAR)
38 (STATION W/G)
36 (S/D)
T1 REAR DOOR WIRE RH AND FLOOR NO
NO. 2 WIRE (RIGHT CENTER PILLAR)
38 (STATION W/G)
: GROUND POINTS
109
BACK DOOR LOCK (STATION W/G)
A B
30A
POWER
CB 1 2
2
3 4
4
1
1
W–L
(USA) 6 I1
(CANADA)14 I1
A
W–L
BACK DOOR LOCK

1 CONTROL SW
LOCK
UNLOCK
3 4 11 2 2
L–B L–B L–B L–B
H1 W2 Y2
4
W–B
B
BACK DOOR LOCK
SOLENOID
E
5 3 3 2
L–R L–R L–R L–R
H1 W2 Y2
SERVICE HINTS
: PARTS LOCATION
A B3 28 B B9 27
: RELAY BLOCKS

: GROUND POINTS
110
HORN
15A
HAZ–HORN
5 2A
G–R
2 D2
G–R
G–R
4 4 A B BLACK C BLACK
2 3 1
HORN
RELAY
10
4 1
4 4
G–B
G–W
1 D2
G–B
G–W
G–W
A B
1 1 10
C
LH HORN RH
HORN SW
[COMB. SW]
SERVICE HINTS
HORN RELAY
2 (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)

22 (2VZ–FE)
32 (3S–FE)
111
REMOTE CONTROL MIRRORS
7. 5A
RADIO
1 1F
GR
1
GR
F2
A
REMOTE CONTROL
MIRROR SW 4
B
OPERATION SW
DOWN
RIGHT
LEFT
UP
DOWN
RIGHT
LEFT
UP
SELECT SW
LH RH LH RH
6 5 8 1 7 3
LG
BR–W
LG–R
LG–B
W–B
BR–Y
BR–W
BR–Y
LG–B
LG
W–B
(USA)15 I1 14 I1 (USA)11 I1 13 I1 (USA)
(CANADA) 6 I1 7 I1 (CANADA) 9 I1 10 I1 8 I1 (CANADA)
LG–R
LG–B
LG
LG–R
BR–W
BR–Y
LG–R
LG–B
LG
6 E2 7 E2 11 E2 6 O1 1 O1 3 O1
BR–W
LG–R
LG–R
BR–Y
LG–B
W–B
LG
1 3 2 1 3 2
B C
REMOTE M M REMOTE M M
CONTROL CONROL
MIRROR LH MIRROR RH
112
SERVICE HINTS
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
A B C
1 3 1 2 3
4 5 6 7 8
113
AUTOMATIC SHOULDER BELT (USA)
30A
AUTOMATIC
SHOULDER
BELT CB
9
2 R–L R–L
Q1
1
L–W
9 G1
L
5 Q1 G–W
G–W
R–L
L
A AUTOMATIC SHOULDER BELT COMPUTER

9 10 2
BUZZER
6 8 1 3 13 15 17 7
R–Y
G–L
P–L
R–W
W–B
R–G
R–B
R–Y
8 Q1
2 Q1
R–Y
G–L
2 2 (W/ POWER SEAT)
7 Q1 10 Q1 1 R1 2 R1 6 G1
R–Y
D
G–L
G–L
2 E (W/ POWER SEAT) G
SHOULDER BELT
2 1 F (W/O POWER SEAT) 2

RELEASE SW
R–W
R–W
R–B
R–Y
WARNING SW
AUTOMATIC
BUCKLE SW
SPOOL
UNLOCK
1 1 E (W/ POWER SEAT) 1
2 1 1 2 W–B 2 F (W/O POWER SEAT)
M M
W–B
W–B
W–B
B MOTOR LH C MOTOR RH
AUTOMATIC SHOULDER
BELT MOTOR 12 Q1
1 2 (W/ POWER SEAT)
W–B
W–B
W–B
W–B
W–B
6 4
I H
114
7. 5A
GAUGE
SEAT BELT WARNING LIGHT
[COMB. METER] J/B NO. 3
17 6 6 9 Y 3 2
R–L R–L R–L Y
H1 H I 3B F1 1F
6 1D
Y
AUTOMATIC SHOULDER BELT 3 Q1
J
RELEASE LEVER WARNING LIGHT
Y
G–W 2 1 Y
Y
4
MOTOR CONTROL AND WARNING
5 18 16 11 12
LG–R
LG–B
LG–Y
LG
R
1 Q1 4 Q1 11 Q1 4 R1 3 R1
FROM DOOR LOCK

LG–R
LG–B
LG–Y
CONTROL RELAY
LG
K L
4 2 4 2
REAR RH
FRONT RH
REAR LH
FRONT LH
LIMIT SW
LIMIT SW
G–L
3 1 3 1
P–G
P–B
P–L
R
8 G1 7 G1 9 N1 8 N1
P–G
P–B
P–L
P
10 E2 5 E2 8 O1 4 O1
P–G
P–B
P–L
P
3 2 3 2
CLOSE OPEN CLOSE OPEN
M
1 1 1
N O
COURTESY SW
AUTOMATIC AUTOMATIC
W–B
W–B
SHOULDER BELT SHOULDER BELT

FRONT LH
SW LH SW RH
DOOR
2 E2 7 O1
W–B W–B
W–B
5 1K
115
AUTOMATIC SHOULDER BELT (USA)
SERVICE HINTS
(A) AUTOMATIC SHOULDER BELT COMPUTER
1, 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 VOLTS
10–GROUND: 0 VOLTS 4–8 SECONDS WITH IGNITION SW ON AND 12 VOLTS 4–8 SECONDS AFTER IGNTION SW ON
(D) SPOOL RELEASE SW
1–2 : OPEN WITH SPOOL RELEASE LEVER PULLED UP
(E) (F) BUCKLE SW
1–2 : OPEN WITH DRIVER’S LAP BELT IN USE
(G) UNLOCK WARNING SW
1–2 : CLOSED WITH IGNITION KEY IN CYLINDER
(K) (L) FRONT LIMIT SW
1–2 : OPEN WITH BELT ANCHOR AT FRONT END OF GUIDE RAIL
(K) (L) REAR LIMIT SW
4–3 : OPEN WITH BELT ANCHOR AT REAR END OF GUIDE RAIL
(M) DOOR COURTESY SW
(N) (O) AUTOMATIC SHOULDER BELT SW
3–1 : CLOSED WITH DOOR CLOSED
2–1 : 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)

36 (S/D)
Q1 FLOOR NO.
NO 3 WIRE AND FLOOR NO.
NO 1 WIRE (FLOOR CENTER)
38 (STATION W/G)
36 (S/D)
R1 FLOOR NO.
38 (STATION W/G)
116
: GROUND POINTS
36 (S/D)
I LEFT REAR FENDER
38 (STATION W/G)
117
UNLOCK AND SEAT BELT WARNING
A BROWN
7. 5A 10A
GAUGE ECU–B
2 6
Y
1F 2
9 1N 3 F1 1
R
Y
B
R–L
J/B R
NO. 3
R
9 3B 6
UNLOCK WARNING
(W/O DOOR LOCK)

2
(W/ DOOR LOCK)

SEAT BELT WARNING LIGHT
R–L
6 A
C I BLACK
SW
[COMB. METER]
6 B
2 1
R–G
R–W
R
(USA) 8 I1
R–L
(CANADA)17 I1 D BLACK
R–G
2 5 3
1 2 3
4 5 6
TIMER
E
1 2
6 1 D SEAT BELT WARNING RELAY 4

F
R–Y
G–Y (W/ DOOR LOCK) H

W–B
G–Y
DOOR LOCK 1 2
12 G1 15 CONTROL RELAY
(W/O DOOR LOCK)
R–Y
2 2 (W/ POWER SEAT) G BLUE
1
R–Y
2 E (W/ POWER SEAT) 5 1L 2 7 16

1 F (W/O POWER SEAT) H
5
G–L
R–G
1L
BUCKLE (W/ DOOR LOCK)
SW 2
I 2 7
5 1D
1 E (W/ POWER SEAT)
W–B
UNLOCK 15 16
2 F (W/O POWER SEAT) WARNING SW
R
1
W–B
G 1
DOOR COURTESY
SW W–B W–B
FRONT LH
1 2 (W/ POWER SEAT)
W–B
W–B
6 4
I
H
118
SYSTEM OUTLINE
1. SEAT BELT WARNING SYSTEM
WHEN THE IGNITION SW IS TURNED ON, CURRENT FLOWS FROM THE GAUGE FUSE TO TERMINAL 2 OF THE SEAT BELT WARNING
RELAY. AT THE SAME TIME, CURRENT FLOWS TO TERMINAL 5 THROUGH THE SEAT BELT WARNING LIGHT. THIS CURRENT
ACTIVATES THE SEAT BELT WARNING RELAY AND CURRENT FLOWS FROM TERMINAL 2 → RELAY → TERMINAL 4 → GROUND, AND
THE CURRENT WHICH HAS FLOWED THROUGH THE SEAT BELT WARNING LIGHT FOR APPROX. 4–8 SECONDS FLOWS FROM
TERMINAL 5 OF THE RELAY → TERMINAL 6 → GROUND, CAUSING THE WARNING LIGHT TO LIGHT UP. AT THE SAME TIME AS THE
SEAT 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 THE
SEAT BELT IS PUT ON (BUCKLE SW OFF) DURING THIS PERIOD, THEN THE BUZZER WILL STOP.
2. UNLOCK WARNING SYSTEM

WITH THE IGNITION KEY INSERTED IN THE KEY CYLINDER (UNLOCK SW ON), THE IGNITION SW STILL OFF AND DOOR OPEN (DOOR
COURTESY 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.
SERVICE HINTS
(C) UNLOCK WARNING SW
CLOSED WITH IGNITION KEY IN CYLINDER
(D) SEAT BELT WARNING RELAY
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)
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 SW
1–2 : OPEN WITH DRIVER’S LAP BELT IN USE
(G) DOOR COURTESY SW
: 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

1L
1N

: GROUND POINTS
36 (S/D)
I LEFT REAR FENDER
38 (STATION W/G)
119
CRUISE CONTROL
15A
ECU–IG
20 1G
A CRUISE CONTROL COMPUTER

PI B RES SET NS E SPD
3 10 17 5 11 13 7
W–R
V–Y
B
BR
W
(A/T)
G–W
B–R
B
(M/T)
9 F2 9 I1 3 I1 (USA)
18 I1 20 I1 (CANADA)
FROM IGNITION SW
G–W
B–R
” ST1”
(USA)16 I1
(CANADA)19 I1
13 K1
3 1 4 17 5
B–W
B
CRUISE CONTROL
SW[COMB. SW]
V–Y
RESUME
COAST
ACCEL
SET
B–W
F
OFF SW
16 D E
C 2 2 2
[COMB. METER]
SPEED SENSOR
CLUTCH SW
START SW
CONTROL
NEUTRAL
(M/T)
CRUISE
(A/T)
5 1 3 3
W–B
CRUISE
B CONTROL
MAIN SW
W–B
W–B
15 3C
BR
B
J/B
TO STARTER
NO. 3
W–B
8 F1
W–B
3 1F 6 4
W–B
13 1
1I 4
D H E
120
PARKING
G
BRAKE SW
12
1
R–W R–W R–W R–W
4 F1
8 1F
14 3B
3 1N
PK
J/B
NO. 3
R–W
TO BRAKE FLUID LEVEL SW
11 1B
6
(EX. ECT)TO O/D COMPUTER Y–B Y–B Y–B
1 K1
A/D
(ECT)TO TCCS ECU

Y–B
FROM ECT ECU
A
8
V–R V–R
S2
2 K1
TO TCCS ECU
I
4
2
G R–G
7 D2
CV
ECT SOLENOID
14
W–B
3
W–B
EL
9 D2
ACTUATOR
2
1
4
2
R–Y R–Y G–B
8 D2
RV
CRUISE CONTROL
CRUISE
CRUISE CONTROL COMPUTER
CONTROL
STOP SW
CRUISE CONTROL
J
VACUUM SW
9
1
R–L R–L R–L
11 D2
VCM
(W/ A. B. S. )
CRUISE CONTROL
K
VACUUM SW
2
1
R–L
(W/O A. B. S. )
BR(CANADA)
CRUISE CONTROL
W–B(USA)
VACUUM PUMP
1
W–B
2
1
W–B L–R L–R
A
M
VP
12 D2
15
16
G–W
STP–
STP+
20A
G–R
STOP
STO P
LIGHT SW
3
1
TO STOP LIGHTS G–W G–W G–W G–R G–R

10 1L
11 1L
8 1D
LIGHT FAILURE SENSOR
121
CRUISE CONTROL
SYSTEM OUTLINE
VOLTAGE FROM THE BATTERY IS NORMALLY APPLIED TO TERMINAL 16 OF THE CRUISE CONTROL COMPUTER. WHEN THE
IGNITION SW IS TURNED TO ON, THE CURRENT FLOWING THROUGH THE ECU–IG FUSE FLOWS THEN TO TERMINAL 3 OF THE
CRUISE CONTROL MAIN SW. IF AT THIS TIME THE MAIN SW IS TURNED TO ON, THE CURRENT APPLIED TO TERMINAL 3 FLOWS
FROM THE POWER INDICATOR → TERMINAL 3 OF THE COMPUTER, CAUSING THE INDICATOR LIGHT TO LIGHT UP. AT THE SAME
TIME, CURRENT FLOWS TO TERMINAL 10 OF THE COMPUTER, MAINTAINING THE CRUISE CONTROL SYSTEM IN CONSTANT
READINESS FOR OPERATION.
1. CRUISE CONTROL DRIVING
WHEN 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 SPEED
AT THAT TIME IS RECORDED IN THE COMPUTER MEMORY AS THE SET SPEED. THE COMPUTER COMPARES THE RECORDED SET
SPEED WITH THE ACTUAL VEHICLE SPEED INPUT INTO TERMINAL 7 FROM THE SPEED SENSOR, AND CONTROLS THE CRUISE
CONTROL 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 OF
CURRENT 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 VEHICLE
SPEED INCREASES.
WHEN THE ACTUAL VEHICLE SPEED IS HIGHER THAN THE SET SPEED, A SHORTER PERIOD OF CURRENT FLOW TO THE CONTROL
VALVE 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 THE
RELEASE VALVE, CLOSING THE ATMOSPHERIC INTAKE PORT.
WHEN THERE IS CONTINUITY TO THE CONTROL VALVE, VACUUM IS INTRODUCED INSIDE THE ACTUATOR, AND WHEN THERE IS
NO CONTINUITY, VACUUM INTAKE STOPS AND ATMOSPHERE IS INTRODUCED. IN OTHER WORDS, THE ACTUATOR (THROTTLE
VALVE) IS CONTROLLED BY CHANGING THE RATIO OF CONTINUITY AND NON–CONTINUITY TO THE CONTROL VALVE WITHIN A
SPECIFIED 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 THE
COMPUTER 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 INADEQUATE
FOR CONTROL.
2. CANCEL MECHANISM
IF ANY OF THE FOLLOWING OPERATIONS IS PERFORMED DURING CRUISE CONTROL, THEN CONTINUITY TO THE CONTROL VALVE
AND 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 CONTROL
WHILE THE COAST SW IS ON DURING CRUISE CONTROL, CURRENT FLOW TO THE CONTROL VALVE AND RELEASE VALVE IS
STOPPED AND THE VEHICLE DECELERATES UNTIL THE SW IS RELEASED. THE VEHICLE SPEED WHEN THE SW IS RELEASED IS
THEN RECORDED IN MEMORY.
4. RESUME CONTROL
BY TURNING THE RESUME SW TO ON AFTER CANCELLATION OF THE CRUISE CONTROL SYSTEMS, THE VEHICLE SPEED WILL
RETURN TO THE SPEED SET BEFORE CANCELLATION, PROVIDED THAT THE VEHICLE SPEED IS WITHIN THE SET LIMITS.
5. ACCEL CONTROL
WHEN THE ACCEL SW IS TURNED TO ON DURING CRUISE CONTROL DRIVING, CURRENT CONTINUES TO FLOW TO THE CONTROL
VALVE AND THE VEHICLE ACCELERATES. THE VEHICLE SPEED WHEN THE SW IS TURNED OFF IS RECORDED IN MEMORY.
SERVICE HINTS
(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 ON
17–GROUND: CONTINUITY WITH RESUME, ACCEL SW ON
10–GROUND: APPROX. 12 VOLTS WITH IGNITION SW ON AND CRUISE CONTROL MAIN SW ON
15–GROUND: APPROX. 12 VOLTS WITH BRAKE PEDAL DEPRESSED (ONE OF THE CANCEL SW)
16–GROUND: ALWAYS APPROX. 12 VOLTS
122
: 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)

1F
1G
1I
1N
3B
3C

30 (2VZ–FE)
32 (3S–FE)
F1
F2
: GROUND POINTS
30 (2VZ–FE)
A RIGHT FENDER
32 (3S–FE)
123
ECT AND A/T INDICATOR (2VZ–FE)
7. 5A 20A 15A 7. 5A
IGN STOP EFI GAUGE
R–L R–L
6 1I 11 1L 2 2G 2 1F 11 1I
4
R–L R–B
D1
G–R
W–L
B–O
Y
13 D1 3 F1
B
Y
1
A
7
4 C1 STOP LIGHT 3C
SW
B PATERN SELECT SW
J/B
NO. 3
3
7 3D NORM 5 L–Y L–Y
R–L 6 B R–B
PWR 4 L–R L–R

G–W
W–L
B–O
L–R
C EFI WATER TEMP.
SENSOR
G 2 1 BR
10 K1 3 L1
R–B
O
R
L–R
G–W
2 F 13 D 1 F 4 D 9 D 7 D 3 F 16 F 15 F
IGSW BK BATT THW E2 PWR R N 2
TCCS ECU
S1 S2 SL SP2 DG T OD2
19 E 18 E 17 E 8 F 7 F 15 D 20 F
G–O
V–R
V–R 7 L1
G–O
G–O
I
2 K1
1
O/D MAIN SW
LG–B
BR–B
Y–G
V–R
L–Y
V
V–R
3
G–O
3 2 1 6 H 17 6
W–B
CONNECTOR
TT TE1
LOCK–UP
SENSOR
CHECK
NO. 2
SPEED
N0. 1
E1 W–B
CONTROL COMPUTER
5
TO CRUISE
BR
G ECT SOLENOID
W–B
124
R–L
3
R–B
C1
R–L
K
A/T INDICATOR SW
6 (NEUTRAL START SW)
L 2 D N R P
4 9 8 7 5 1
L–Y
B–O
R–B
Y–L
R
R–B
L–R
G–W
R–B
R–L
O
Y–L
B–O
Y–L
R
V–Y
18 L1 20 L1 19 L1 17 L1 5 L1 21 L1
6 L1
G–W
B–O
R–B
L–R
Y–L
L–Y
14 F 9 F
O
R
V–Y
L SP1
12 13 5 8 3 2 1 7 4
OD1 2
21 F J
SPEED
O/D OFF
NORM
SENSOR
PWR
L 2 D N R P
Y–B
TO C/C COMPUTER
W–B
10 11
L A/T INDICATOR
W–B
G–O G–O
15 3D
14
W–B
3D J/B NO. 3
W–B
8 F1
W–B
W–B
3 1F
E D
125
SYSTEM OUTLINE
PREVIOUS AUTOMATIC TRANSMISSIONS HAVE SELECTED EACH GEAR SHIFT USING MECHANICALLY CONTROLLED THROTTLE
HYDRAULIC 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. TCCS
COMPUTER CONTROL OF THE SOLENOID VALVE BASED ON THE INPUT SIGNALS FROM EACH SENSOR MAKES SMOOTH DRIVING
POSSIBLE BY SHIFT SELECTION FOR EACH GEAR WHICH IS MOST APPROPRIATE TO THE DRIVING CONDITIONS AT THAT TIME.
1. GEAR SHIFT OPERATION

DURING DRIVING, THE COMPUTER SELECTS THE SHIFT FOR EACH GEAR WHICH IS MOST APPROPRIATE TO THE DRIVING
CONDITIONS, BASED ON INPUT SIGNALS FROM THE EFI WATER TEMP. SENSOR TO TERMINAL THW OF THE TCCS COMPUTER, AND
ALSO THE INPUT SIGNALS TO TERMINAL SP2 OF THE COMPUTER FROM THE SPEED SENSOR DEVOTED TO THE ECT. CURRENT IS
THEN OUTPUT TO THE ECT SOLENOIDS. WHEN SHIFTING TO 1ST SPEED, CURRENT FLOWS FROM TERMINAL S1 OF THE
COMPUTER → 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 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 (OVER DRIVE) TAKES PLACE WHEN THERE IS NO CONTINUITY TO EITHER NO. 1 OR NO. 2 SOLENOID.
2. LOCK–UP OPERATION
WHEN THE TCCS COMPUTER JUDGES FROM EACH SIGNAL THAT LOCK–UP OPERATION CONDITIONS HAVE BEEN MET, CURRENT
FLOWS FROM TERMINAL SL OF THE TCCS COMPUTER → TERMINAL 1 OF THE ECT SOLENOID → GROUND, CAUSING CONTINUITY
TO THE LOCK–UP SOLENOID AND CAUSING LOCK–UP OPERATION.
3. STOP LIGHT SW CIRCUIT

IF THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) WHEN DRIVING IN LOCK–UP CONDITION, A SIGNAL IS INPUT TO
TERMINAL 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 THE
COMPUTER 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 FLOWS
THROUGH THE O/D MAIN SW TO GROUND, CAUSING THE INDICATOR LIGHT TO LIGHT UP. AT THE SAME TIME, A SIGNAL IS INPUT
TO TERMINAL OD2 OF THE COMPUTER AND COMPUTER OPERATION PREVENTS SHIFT INTO OVERDRIVE.
5. ECT PATTERN SELECT SW CIRCUIT

IF THE ECT PATTERN SELECT SW IS CHANGED FROM NORMAL TO POWER, THE CURRENT FLOWING THROUGH THE POWER
INDICATOR 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.
126
SERVICE HINTS
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 SOLENOID
1, 2, 3–GROUND : EACH 11–15 Ω
(I) O/D MAIN SW
1–3 : 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

1I
1L
3C
3D

D1 30 ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)
127
: GROUND POINTS
128
ECT AND A/T INDICATOR (3S–FE)
SYSTEM OUTLINE
PREVIOUS AUTOMATIC TRANSMISSIONS HAVE SELECTED EACH GEAR SHIFT USING MECHANICALLY CONTROLLED THROTTLE
HYDRAULIC 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. ECT
COMPUTER CONTROL OF THE SOLENOID VALVE BASED ON THE INPUT SIGNALS FROM EACH SENSOR MAKES SMOOTH DRIVING
POSSIBLE BY SHIFT SELECTION FOR EACH GEAR WHICH IS MOST APPROPRIATE TO THE DRIVING CONDITIONS AT THAT TIME.
1. GEAR SHIFT OPERATION
DURING DRIVING, THE COMPUTER SELECTS THE SHIFT FOR EACH GEAR WHICH IS MOST APPROPRIATE TO THE DRIVING
CONDITIONS, BASED ON INPUT SIGNALS FROM THE TCCS ECU TO TERMINALS IDL, L1, L2 AND L3 OF THE ECT COMPUTER, AND
ALSO THE INPUT SIGNALS TO TERMINAL SP2 (FWD), OF THE COMPUTER FROM THE SPEED SENSOR. CURRENT IS THEN OUTPUT
TO THE ECT SOLENOIDS. WHEN SHIFTING TO 1ST SPEED, CURRENT FLOWS FROM TERMINAL S1 OF THE COMPUTER → TERMINAL
3 (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 ECT
SOLENOIDS → 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 OPERATION
WHEN THE ECT COMPUTER JUDGES FROM EACH SIGNAL THAT LOCK–UP OPERATION CONDITIONS HAVE BEEN MET, CURRENT
FLOWS FROM TERMINAL SL OF THE ECT COMPUTER → TERMINAL 1 (FWD), 3 (4WD) OF THE ECT SOLENOID → GROUND, CAUSING
CONTINUITY TO THE LOCK–UP SOLENOID AND CAUSING LOCK–UP OPERATION.
3. STOP LIGHT SW CIRCUIT
IF THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) WHEN DRIVING IN LOCK–UP CONDITION, A SIGNAL IS INPUT TO
TERMINAL 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 THE
COMPUTER 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 FLOWS
THROUGH THE O/D MAIN SW TO GROUND, CAUSING THE INDICATOR LIGHT TO LIGHT UP. AT THE SAME TIME, A SIGNAL IS INPUT
TO TERMINAL OD2 OF THE COMPUTER AND COMPUTER OPERATION PREVENTS SHIFT INTO OVERDRIVE.
5. ECT PATTERN SELECT SW CIRCUIT
IF THE ECT PATTERN SELECT SW IS CHANGED FROM NORMAL TO POWER, THE CURRENT FLOWING THROUGH THE POWER
INDICATOR FLOWS TO GROUND, CURRENT FLOWS TO TERMINAL PWR OF THE ECT COMPUTER, THE COMPUTER OPERATES, AND
SHIFT UP AND SHIFT DOWN OCCUR AT HIGHER VEHICLE SPEEDS THAN WHEN THE SW IS IN NORMAL POSITION.
129
R–L
R–L
20A 20A 15A 7. 5A
DOME STOP ECU–IG GAUGE
11 4 3
R–L R–B R–L
1I D1 C1
2 2F 11 1L 1 1N
20 1G 2 1F
L–Y
R–L
G–R
Y
14 1B
B–R
(ALL–TRAC/4WD)
(FWD)
1 3 F1 7 3C
A NORM 5 L–Y
STOP LIGHT 7
10 1G SW Y R–L 6 B
3D
L–Y
PWR 4 L–R
3 J/B NO. 3
G–W
6 F1
L–Y
B ECT PATTERN SELECT SW

(ALL–TRAC/4WD)
10 1L
(FWD)
J/B
NO. 3
G–W
(ALL–TRAC/4WD)
L–R
1 1G
R–W
13 3C
L–Y
(FWD)
12 F2 10 K1 4 K1 (FWD) (FWD)3 L4
8 L4 9 F2 (ALL–TRAC/4WD)
G–W
R–Y
L–R
L–Y
B–R
23 C 22 C 24 C (FWD) 8 C
7 D 2 D 1 D (ALL–TRAC/4WD) 5 D
+B BK IG PWR
ECT ECU
GND IDL L3 L2 L1 OD1 S1 S2 SL SP2
19 C 1 C 2 C 3 C 4 C 17 C (FWD) 12 C 11 C 10 C 15 C
10 D 12 E 13 E 3 E 4 E 12 D (ALL–TRAC/4WD) 9 E 8 E 7 E
Y–G
Y–R
V–R
Y–B
L–B
P
L
W–B
7 L3 11 L1 2 L3 1 L3 5 L3 (ALL–TRAC/4WD) 10 L3 11 L3 12 L3
6 L3
Y–B (FWD) V–R

P(ALL–TRAC/4WD)
L
W–B(ALL–TRAC/4WD)
L–Y(FWD)
(ALL–TRAC/4WD)
(ALL–TRAC/4WD)
LG–B
1 K1 2 K1
L
Y–G
Y–R
V–R
Y–B
L–B
V
BR (FWD)
(FWD)
(FWD)
L
F
V–R
Y–B
K
6 G 7 H 13 H 6 H 14 H 3 L 2 L 1 L 6 L
THROTTLE POSITION
CRUISE CONTROL
3 6 I 7 J 13 J 6 J 14 J 6 8 2 M 1 M 3 M
IDL L3 L2 L1 ECT
COMPUTER
LOCK–UP
SENSOR
SOLENOID
NO. 1
NO. 2
SPEED
TCCS ECU
SENSOR
SPD
ECT
10 J
(ALL–TRAC/4WD) 5 L (FWD)
BR
V–Y V–Y
B B
130
R–L R–L
R–L R–L
Q
A/T INDICATOR SW
6 (NEUTRAL START SW)
L 2 D N R P
4 9 8 7 5 1
G–W
B–O
R–B
Y–L
L–Y
R
18 L4 20 L4 19 L4 17 L4 5 L4 21 L4
18 L1 20 L1 19 L1 17 L1 5 L1 21 L1
L–R
(ALL–TRAC/4WD)
(FWD)
G–W
B–O
R–B
Y–L
R
G–W
Y–L
7 C 21 C 20 C
G–W
14 E 17 E 16 E 15 E
B–O
R–B
L–R
R–L
L–Y
Y–L
R
P N 2 L
ECT ECU
SP1 DG OD2 12 13 5 8 3 2 1 7 4
16 C 13 C 5 C
8 D 6 D
G–O
O/D OFF
NORM
PWR
V–Y
(ALL–TRAC/4WD)
L 2 D N R P
7 L4 (FWD)
BR–B
G–O
G–O
6 L4 (FWD)
12 L1 R A/T INDICATOR 10 11
G–O
BR–B
V–Y
N
O P
W–B
2 17 1
[COMB. METER]
SPEED SENSOR
CONNECTOR
O/D MAIN
TT
(ECT)
CHECK
15 3D
SW
E1
V–Y
3 3 3 14
W–B W–B
3D J/B NO. 3
W–B
8 F1
W–B
BR
W–B
3 1F
E B D
131
SERVICE HINTS
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 CLOSED
APPROX. 12 VOLTS WITH THROTTLE VALVE OPENING ABOVE 1.5°
(C) 16–19 : APPROX. 12 VOLTS OR 0 VOLT WITH STANDING STILL
6 VOLTS WITH ENGINE RUNNING VEHICLE MOVING (FWD)
(C) 22–19, (D) 2–10 : APPROX. 12 VOLTS WITH BRAKE PEDAL DEPRESSED
0 VOLT WITH BRAKE PEDAL NOT DEPRESSED
(C) 21–19, (E) 16–(D) 10 : 10 TO 16 VOLTS WITH SHIFT LEVER AT 2 POSITION
0 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 POSITION
0 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 ON
0 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 SOLENOID
1, 2, 3–GROUND : EACH 11–15 Ω
(P) O/D MAIN SW
1–3 : 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

1F
1G
1I
1N
3C
3D
132
F1
F2
I1 34 COWL WIRE AND INSTRUMENT PANEL WIRE (NSTRUMENT PANEL CENTER)
L1
L4
: GROUND POINTS
133
OVER DRIVE
SERVICE HINTS
7. 5A (B) O/D SOLENOID
GAUGE
1–GROUND : APPROX. 13 Ω
(C) O/D MAIN SW
11
R–L 1–3 : CLOSED WITH O/D SW AT OFF POSITION
1I
OPEN WITH O/D SW AT ON POSITION
(E) O/D WATER TEMP SW
2 1F
1–GROUND : CLOSED BELOW 43° C (109° F)
OPEN ABOVE 55° C (131° F)
R–L
Y
3 F1 4 D1
R–B
Y
3 C1
J/B NO. 3
7 3C
R–L
R–L
2
B
4 A O/D
O/D OFF SOLENOID
INDICATOR
[A/T INDICATOR]
11 1
G–O
7
G–O G–O
L1
G–O
P–L
1 3
C
O/D MAIN SW D
O/D 2 P–L
DIODE
3
Y–B
1
W–B
1 K1
Y–B
Y–B
14 3D
1
E
CONTROL COMPUTER
J/B NO. 3
O/D WATER
TEMP. SW
TO CRUISE
W–B
8 F1
W–B
3 1F
134
: PARTS LOCATION
A A26 28 C O1 28 E O2 25
B E1 25 D D11 28

3C
3D
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
A B GRAY C BLUE D E
4 1
1 2 1 2 3
11 3 1
135
ALL–TRAC/4WD (w/ ECT)
7. 5A
GAUGE
2 1F
Y
3 F1
Y
J/B
NO. 3
7 3A
R–W
1
A
DIFF. LOCK
CONTROL SW
5
L–B
L–B
CENTER DIFF. LOCK
L–B
INDICATOR LIGHT
B 3 3 C
AUTO
4 ECT ECU
GND SD1 SD2 FR+ FR– RR+ RR–

10 C 6 D 5 D 2 D 1 D 11 D 10 D
W–B
G–O
W–L
P–L
Y–L
R–L
L–Y
6 L3 13 L3 14 L3 3 L3 4 L3 8 L3 9 L3
W–B
W–B
G–O
W–L
R–L
L–Y
P–L
Y–L
1 2
2 1 2 1
F FRONT G REAR
DIFF. LOCK
SPEED SENSOR
16 3D DIFF. LOCK
E
SOLENOID
J/B
NO. 3
W–B
8 F1
W–B
3 1F
W–B
D B
136
SERVICE HINTS
ECT ECU
(C) 3–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON AND CLOSED WITH DIFF. LOCK CONTROL SW
: PARTS LOCATION
A R7 28 D E6 28 G D6 25
B C6 28 E D2 25
C E5 28 F D5 25
3A
3D

: GROUND POINTS
A B C D E
2
1 1 2
3
5
3 1 2 5 6
10 10 11
F G BLACK
1 2
137
ALL–TRAC/4WD SYSTEM (W/O ECT)
A B GRAY C D E
7. 5A
GAUGE 1
1 2 3 4
4
1 2
11 1I
4 3
R–L R–B R–L R–L R–L
D1 C1
R–L
R–L
1 A B 1 1
C
DIFF.
LOCK DIFF. LOCK
SOLENOID INDICATOR SW
(FOR DIFF.
LOCK, 4WD)
2 2 2
L–B
G–Y
1
L–Y L–B L–B
L2
1 3 L2
D
DIFF. LOCK
CONTROL SW
4
W–B
2 3B
8 16
W–B W–B W–B 4 3 L–B
F1 3D
J/B NO. 3 E CENTER DIFF. LOCK

3 1F INDICATOR LIGHT
SERVICE HINTS
(A) (B) DIFF. LOCK SOLENOID
(C) DIFF. LOCK INDICATOR SW
1–2 : CLOSED WITH DIFF. LOCK INDICATOR SW ON
: PARTS LOCATION
A D3 25 C D1 25 E C6 28
B D4 25 D R7 28
3B 22
INSTRUMENT PANEL WIRE AND J/B NO
3D 22

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
138
CIGARETTE LIGHTER AND CLOCK
SERVICE HINTS
15A 15A 15A
CIG RADIO TAIL (A) CIGARETTE LIGHTER
2–GROUND : APPROX. 12 VOLTS WITH IGNITION SW
AT ON OR ACC POSITION
(B) CLOCK
5 1F 2 2F 6 1F 3–GROUND : ALWAYS 12 VOLTS (POWER FOR CLOCK)
4–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT
L–R
L–Y
G
ON OR ACC POSITION
(POWER FOR INDICATION)
14 1B 2–GROUND : 12 VOLTS WITH LIGHT CONTROL SW AT
TAIL OR HEAD POSITION
7 F1
(SIGNAL OF DIM INDICATION)
10 1G
L–Y
L–R
6 F1 1 F1
L–Y
G
J/B J/B J/B A B
NO. 3 NO. 3 NO. 3
1 2
5 3C 12 3C 1 3C 3 4
L–R
G(USA)
L–R
L–Y
A RUNNING
2 4 3 LIGHTS RELAY
B
CLOCK
G
4 CIGARETTE
LIGHTER 1 2 13 I1
G(USA)
W–B
W–B
G(CANADA)
14 3C
8 3
W–B W–B
F1 1F
J/B
NO. 3 D
: PARTS LOCATION
A C7 28 B C9 28

1F
1G
3C 22 INSTRUMENT PANEL WIRE AND J/B NO. 3 (INSTRUMENT PANEL LEFT)

: GROUND POINTS
139
SHIFT LOCK
7. 5A 15A 20A
RADIO ECU–IG STOP
1 1F 20 1G 11 1L
G–R
STOP LIGHT SW

B–R
GR
G–W
10 1L
1 1G
R–W
1 F2 9 F2 12 F2
C
B–R
R–Y
GR
SHIFT LOCK CONTROL

1 3 6 COMPUTER
SHIFT LOCK
CONTROL SW
P1
TIMER
P2
SL–
SHIFT LOCK
SOLENOID
SL+
4 5
W–B
L
(USA) 1 I1 14 3D
(CANADA)11 I1
J/B
L
NO. 3
2
D
W–B
KEY INTERLOCK
SOLENOID 8 F1
1
W–B
W–B
3 1F
7
W–B
1M
140
SYSTEM OUTLINE
WHEN THE IGNITION SW IS TURNED TO ACC POSITION THE CURRENT FROM THE RADIO FUSE FLOWS TO TERMINAL 1 OF THE
SHIFT LOCK CONTROL COMPUTER, IN THE ON POSITION, THE CURRENT FROM THE ECU–IG FUSE FLOWS TO TERMINAL 3 OF THE
COMPUTER.
1. SHIFT LOCK MECHANISM

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

WITH THE IGNITION SW IN ON OR ACC POSITION, WHEN THE SHIFT LEVER IS PUT IN “P” RANGE (NO CONTINUITY BETWEEN P2
AND P OF LOCK CONTROL SW), THE CURRENT FLOWING FROM TERMINAL 4 OF THE COMPUTER → KEY INTER LOCK SOLENOID IS
CUT OFF. THIS CAUSES THE KEY INTER LOCK SOLENOID TO TURN OFF (LOCK LEVER DISENGAGES FROM LOCK POSITION) AND
THE IGNITION KEY CAN BE TURNED FROM ACC TO LOCK POSITION. IF THE IGNITION IS LEFT IN ACC OR ON POSITION WITH THE
SHIFT LEVER IN OTHER THAN “P” RANGE, THEN AFTER APPROX. ONE HOUR THE COMPUTER OPERATES TO RELEASE THE LOCK.
SERVICE HINTS
(C) SHIFT LOCK CONTROL COMPUTER
1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ACC OR ON POSITION
6–GROUND : APPROX. 12 VOLTS WITH BRAKE PEDAL DEPRESSED
: PARTS LOCATION
A S9 28 C S6 28
B S9 28 D K1 28

1F
1G
1L
1M
3D 22 INSTRUMENT PANEL WIRE AND J/B NO. 3 (INSTRUMENT PANEL LEFT)

: GROUND POINTS
A B C D
1 3 1 2
1 1 4 5 6
3 2
141
A.B.S. (ANTI–LOCK BRAKE SYSTEM)
W–L
W–L
1 C3
W–L
W–L
FL 1. 0Y
1 B 2 B A. B. S. ACTUATOR
4
D
6
R–Y R–Y
W–B
2
R
C
3 D 3 C 1 D 5 D 2 D 6 C 5 C 4 C 1 C
G–R
G–W
R–W
G–R
G–B
R–B
L–R
L–Y
L–W
5
LINK BOX
FUSIBLE
80A ALT
L–Y
R–W
G–W
L–W
G–R
G–R
G–B
R–B
L–R
R
A
2
18 Z1 15 Z1 4 Z1 16 Z1 5 Z1 10 Z1 9 Z1 7 Z1 13 Z1 8 Z1
R–W
G–W
L–W
G–R
G–R
G–B
R–B
L–R
L–Y
R
4 F 8 E 10 E 10 F 9 E 6 E 8 F 1 E 18 F 12 E
T MT MR R– SR SRR SFL SFR SRL AST
A. B. S. COMPUTER
TS GST GS– GS+ VGS FL+ FL– FR+ FR–
BATTERY
11 E 15 F 14 F 13 F 12 F
BR–R
R–G
V–G
W
P
11 Z1 2 Z1 3 Z1 12 Z1 1 Z1
W–R
G
W–B
CHECK CONNECTOR
1
GST GS– GS+ VGS
(EX. 2VZ–FE)
BR–R
V–G
DECELERATION
P
SENSOR
A. B. S.
[A. B. S. COMPUTER]
2 (ALL–TRAC/4WD)
H I
W–B 2 1 2 1
FRONT LH FRONT RH
A. B. S. SPEED SENSOR
W–B
142
7. 5A 10A 15A 20A
GAUGE ECU–B ECU–IG STOP
2 1F 1 1 1N 11 1L
G–R
3 F1
R–Y
Y
1
L
J/B NO. 3
STOP LIGHT
SW
9 3B 3
R–L
A. B. S. WARNING LIGHT
G–W
B–R
R
6 J
[COMB. METER]
10 K
R–Y
17 Z1
2 I1 13 N1 6 N1 15 N1
R–Y
12
R–Y
R–Y
N1
G–W
B–R
R
2 E 6 F 7 F 3 E
W BATT IG STP
A. B. S. COMPUTER
RL+ RL– RR+ RR– GND GND PKB
11 F 3 F 9 F 2 F 16 F 5 F 5 E
R–W
W–L
Y–L
14 N1
3 a1 1 a1
R–W
3 1N
W–L
R–L
Y–L
L–Y
8 1F 11 1B
R–W
R–W
M N
1 2 1 2 4 F1
W–B
W–B
R–W
REAR LH REAR RH
J/B
NO. 3
A. B. S. SPEED SENSOR
14 3B
R–W
BRAKE FLUID
BRAKE SW
PARKING
LEVEL SW
M
TO
TO
143
A.B.S. (ANTI–LOCK BRAKE SYSTEM)
SYSTEM OUTLINE
THIS SYSTEM CONTROLS THE RESPECTIVE BRAKE FLUID PRESSURES ACTING ON THE DISC BRAKE CYLINDERS OF THE RIGHT
FRONT WHEEL, LEFT FRONT WHEEL AND REAR WHEELS WHEN THE BRAKES ARE APPLIED IN A PANIC STOP SO THAT THE
WHEELS DO NOT LOCK. THIS RESULTS IN IMPROVED DIRECTIONAL STABILITY AND STEERABILITY DURING PANIC BRAKING.
1. INPUT SIGNALS
(1) SPEED SENSOR SIGNAL
THE SPEED OF THE WHEELS IS DETECTED AND INPUT TO TERMINALS FL+, FR+, RL+ AND RR+ OF THE 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 SIGNAL

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

A SIGNAL IS INPUT TO TERMINAL PKB OF THE A.B.S. COMPUTER WHEN THE PARKING BRAKE IS OPERATED.
2. SYSTEM OPERATION
DURING SUDDEN BRAKING THE A.B.S. COMPUTER, WHICH HAS SIGNALS INPUT FROM EACH SENSOR, CONTROLS THE CURRENT
FLOWING TO THE SOLENOID INSIDE THE ACTUATOR AND LETS THE HYDRAULIC PRESSURE ACTING ON EACH WHEEL CYLINDER
ESCAPE TO THE RESERVOIR. THE PUMP INSIDE THE ACTUATOR IS ALSO OPERATING AT THIS TIME AND IT RETURNS THE BRAKE
FLUID FROM THE RESERVOIR TO THE MASTER CYLINDER, THUS PREVENTING LOCKING OF THE VEHICLE WHEELS.
IF THE COMPUTER JUDGES THAT THE HYDRAULIC PRESSURE ACTING ON THE WHEEL CYLINDER IS INSUFFICIENT, THE CURRENT
ACTING ON THE SOLENOID IS CONTROLLED AND THE HYDRAULIC PRESSURE IS INCREASED. HOLDING OF THE HYDRAULIC
PRESSURE 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 SUDDEN
BRAKING.
SERVICE HINTS
A.B.S. COMPUTER
(CONNECT THE COMPUTER CONNECTOR)
(E) 1–GROUND, (E) 2–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON
APPROX 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 ON
(F) 8–GROUND, (F)18–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON
(F) 4–GROUND : APPROX. 12 VOLTS WITH A.B.S. CHACK CONNECTOR DISCONNECTED
APPROX. 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 CONTINUITY
CONTINUITY 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
144
: 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

1L
1N

28 (2VZ–FE)
NO 2)
30 (3S–FE)
Z1 32 ENGINE ROOM MAIN WIRE AND FLOOR NO. 2 WIRE (RIGHT KICK PANEL)
34 (S/D)
a1 FLOOR NO.
NO 2 WIRE AND NO
NO. 1 WIRE (UNDER REAR SEAT PANEL)
36 (STATION W/G)
: GROUND POINTS

28 (2VZ–FE)
A RIGHT FENDER
30 (3S–FE)
34 (S/D)
M RIGHT REAR FENDER
36 (STATION W/G)
145
REAR WINDOW DEFOGGER
7. 5A 30A 10A
GAUGE DEFOG CB ECU–B
3 2 2 1D
2 1F DEFOGGER
RELAY
Y
1 4
R
3 F1 5 1G
Y–L 12 1D
Y
B
3 F2 (USA) 7 I1
B (CANADA)12 I1
(STATION W/G)
(S/D)
R
J/B NO. 3
3 W3
Y–L
B
3 Y3 10 H1
R
B
B
Y
2 6 1 B 1 D 1
F
REAR WINDOW NOISE FILTER

DEFOGGER
1 C 1 E
TIMER
3 REAR WINDOW
A
DEFOGGER SW
W–B
3 3A
B
J/B
NO. 3
W–B
8 F1
W–B
3 1F
D J L
146
SERVICE HINTS
DEFOGGER RELAY
2–4 : CLOSED WITH IGNITION SW ON. DEFOGGER SW ON AND 15 MINUES THEREAFTER
DEFOGGER SW (W/ TIMER)
6–3 : 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

1F
1G
3A 22 INSTRUMENT PANEL WIRE AND J/B NO. 3 (INSTRUMENT PANEL LEFT)

F1
34 INSTRUMENT PANEL WIRE AND COWL WIRE (LEFT KICK PANEL)
F2
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
A BLUE B C BLACK D E F BLUE
1
2 1
1
3 6
147
MOON ROOF
A B C D
7. 5A 30A
GAUGE POWER 1
CB 3
1 4 5 4 6 4 1
1 6 7 8 10 12 2
11 1I 1
R–L
W–L
1 1
1 2
POWER MAIN
RELAY
3 4
1 1
L
W–B
4 M1
L
2 P1
W–L
A MOON ROOF CONTROL RELAY

6
TIMER
7 8 4 12 10 1 5
G–W
W–B
W–B
G–Y
G
R
P
6 3 1 D
MOON ROOF
MOON ROOF SW
LIMIT SW
1 2
CLOSED
M
OPEN
MOON ROOF
4 MOTOR
4 C
W–B
W–B
W–B
W–B
W–B W–B
W–B
1 P1
W–B
W–B
9 1L
D G
148
SYSTEM OUTLINE
WITH THE IGNITION SW TURNED ON, CURRENT FLOWS THROUGH THE POWER CB TO TERMINAL 6 OF THE MOON ROOF CONTROL
RELAY.
1. SLIDE OPEN OPERATION
WITH THE IGNITION SW TURNED ON AND THE MOON ROOF SW PUSHED TO OPEN POSITION, THE CURRENT FLOWING TO
TERMINAL 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 2
OF MOON ROOF MOTOR → MOTOR → TERMINAL 1 → TERMINAL 1 OF RELAY → TERMINAL 12 → TO GROUND AND ROTATES THE
MOTOR 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 TO
THE 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 OPERATION
WITH THE IGNITION SW TURNED ON AND THE MOON ROOF SW PUSHED TO CLOSE POSITION, A SIGNAL IS INPUT TO TERMINAL 7
OF MOON ROOF CONTROL RELAY FROM TERMINAL 6 OF THE MOON ROOF SW. THUS, THE RELAY COIL OPERATES AND THE
CURRENT 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 INTO
THE RELAY, SO THE RELAY STOPS OPERATION. THUS CURRENT DOES NOT FLOW TO THE MOON ROOF MOTOR AND THE MOON
ROOF AUTOMATICALLY STOPS.
IF THE MOON ROOF SW IS THEN PUSH AGAIN, THE TIMER INSTALLED IN THE MOON ROOF CONTROL TURNS ON AND THE RELAY
OPERATES FOR 0.65 SEC. TO RE–OPERATE THE MOTOR SO THAT THE MOON ROOF LIMIT SW TURNS ON. AS A RESULT, AS LONG
AS THE MOON ROOF SW IS PUSHED, SLIDE CLOSE OPERATION OCCURS AND THE MOON ROOF IS ABLE TO FULLY CLOSE.
SERVICE HINTS
(A) MOON ROOF CONTROL RELAY
12,4–GROUND : ALWAYS CONTINUITY
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 POSITION
10–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 OPEN
7–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

1I
1L

36 (S/D)
P1 ROOF NO
ROOF, ROOF RIGHT)
38 (STATION W/G)
: GROUND POINTS
36 (S/D)
38 (STATION W/G)
149
AUTO ANTENNA
7. 5A 15A 20A 7. 5A
GAUGE CIG DOME RADIO
6 1D 3 1D 2 2F 1 1F
L–R
L–Y
GR
Y
1 F2
GR
14 1B
A
4 1D RADIO AND TAPE
PLAYER
GR 3
RADIO SW
B–R 8
OFF
ON
P–L 9 TAPE
PLAYER
SW
L–R
L–Y
Y
TO LIGHT FAILURE Y R–L 11 H1 8 H1

SENSOR
W–B
W–B
L–R
B–R
R–L
L–Y
P–L
B ANTENNA MOTOR AND

CONTROL RELAY 1 5 6 2 4 3
W–B
LIMIT UP BR–B
SW
R–W
R–G
L–Y
DOUN
Y
B–W
B L
M
1 4 2 3 9 5 7 8 6
CONTROL
RELAY
W–B
150
SERVICE HINTS
(C) CONTROL RELAY
3–GROUND : CONTINUITY (UPPER LIMIT SW ON) UNLESS ANTENNA AT UP STOP
2–GROUND : CONTINUITY (DOWN LIMIT SW ON) UNLESS ANTENNA AT DOWN STOP
4–3 : CLOSED WITH IGNITION SW AT ACC OR ON POSITION AND RADIO SW ON AND PLAYER SW OFF UNTIL ANTENNA AT
UPPERMOST POSITION
1–2 : CLOSED WITH IGNITION SW AT ACC OR ON POSITION AND RADIO SW OFF AND PLAYER SW OFF UNTIL ANTENNA AT
LOWERMOST POSITION
1–2 : 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
36 (S/D)
I LEFT REAR FENDER
38 (STATION W/G)
A BLUE B BLUE C
1 2 1 2 3 4
3
3 4 5 6
5 6 7 8 9
8 9
151
RADIO AND TAPE PLAYER
7. 5A 20A
RADIO DOME
C JUNCTION
CONNECTOR(W/G)
6 B
1 1F 2 2F
1
D REAR SPEAKER LH
L–Y
GR
(W/G)
14 Y 2
14 1B
1 F2
5 12 3
B B B
X1
1
10 1G
LH F
L–Y
GR
7 13 1 2
Y Y Y
X1
ROOF SPEAKER REAR

(W/G)
3 6 F1 6
2 R R
A X1
1
L–Y
RH G
4
L–Y
A 4 2 2
W W
X1
J/B NO. 3
1 9 3
R R R
V1
1
REAR SPEAKER RH
E (W/G)
3 11 8 2
W W W
V1
(W/G)
(W/G)
(W/G)
(W/G)
2 19 (S/D)
B B B
RADIO AND TAPE PLAYER
B H1
1
LH H
6 20 2
Y Y (S/D) Y
B H1
REAR SPEAKER
(S/D)
1 17 (S/D)
R R R
B H1
1
RH I
3 18 (S/D) 2
W W W
B H1
7 2
P P
A A
1
LH J
6 2
V V
A
FRONT SPEAKER
1
LG LG
A
1
BR
RH K
5 2
L L
A
152
SERVICE HINTS
(A) RADIO AND TAPE RLAYER
3–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON OR ACC POSITION
: 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

1F
1G

F1
F2
: GROUND POINTS
A BLUE B BLUE (W/G) C D E H I J K (W/G) F G
1 2 3 4 5 6 7
1 2 1 2
1 2 3 4 1 2 9 11 12 13 14
5 6 7 3 6
153
COMBINATION METER
7. 5A
GAUGE
CRUISE CONTROL COMPUTER

2 1F
A/C ACCELERATION CUT

Y
FROM TCCS ECU

3 F1
Y
ECT ECU
AMPLIER
J/B
NO. 3
9 3B
V–Y
R–L
6 A 2 A
WATER TEMP.
SPEED SENSOR
A/T OIL TEMP
FUEL GAUGE
CHECK ENGINE
TACHO
FUEL
(ALL–TRAC
/4WD)
6 C 5 B 4 B 9 B 5 A 4 A 3 A 8 C
(EX. 3S–FE FWD)
(3S–FE FWD)
W–B
G–R
Y–G
Y–R
BR
V
B
Y–L
13 L1 10 L1 16 L1 15 H1 16 H1 2 L1 (EX. 3S–FE FWD)

13 L4 10 L4 16 L4 2 L4 (3S–FE FWD)
Y–R
Y–L
TO TCCS ECU
(ALL–TRAC
3 V3 8 V3
/4WD)
Y–G
Y–R
Y–L
BR
V
2 3
FUEL
1 1 SENDER
WATER TEMP.
FLUID TEMP.
SW(A/T)
SENDER
1 4 2 G (2VZ–FE)
6 H (3S–FE)
BR
D E
(ALL–TRAC
9 V3
W–B
/4WD)
BR
IGNITER
13 H1
W–B
W–B BR
W–B
W–B
(ALL–TRAC/4WD) (FWD)
B K I E
154
(3S–FE FWD)
(EX. 3S–FE FWD)
OIL PRESSURE
I
SW OIL
1
GR Y–B
9 A
9 L4
9 L1
BRAKE FLUID
J
LEVEL WARNING SW J/B NO. 3 BRAKE
2
1
W–B R–W R–W R–W R–W
7 B
D
4 F1
5 1F
8 1B
11 1B
15 3B

14
3B
PARKING BRAKE
K
SW
1
R–W
REAR LIGHTS
TO LIGHT FAILURE Y–G
10 A
SENSOR
CHARGE
Y B–O
8 B
3 B
TO CHARGE FUSE FROM IGN FUSE
155
COMBINATION METER
SERVICE HINTS
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 GAUGE
6–4 : 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 SENDER
3–4 : APPROX. 3 WITH FUEL FULL
APPROX. 110.0 WITH FUEL EMPTY
(I) OIL PRESSURE SW
1–GROUND : CLOSED WITH OIL PRESSURE BELOW 0.2 KG/CM2 (2.84 PSI, 19.61 KPA)
(J) BRAKE FLUID LEVEL WARNING SW
1–2 : CLOSED WITH FLOAT DOWN
(K) PARKING BRAKE SW
1–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


L1
L4
V3 36 FLOOR NO. 1 WIRE AND LUGGAGE ROOM NO. 1 (BACK PANEL LEFT)
: GROUND POINTS
30 (2VZ–FE)
B INTAKE MANIFOLD
32 (3S–FE)
36 (S/D)
I LEFT REAR FENDER
38 (STATION W/G)
K 36 BACK PANEL CENTER
156
157
RADIATOR FAN AND AIR CONDITIONER (3S–FE)
SYSTEM OUTLINE
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 THE
RECIRC SW IS TURNED ON, THE CURRENT FLOWS FROM SERVO MOTOR → TERMINAL 2 → TERMINAL I2 OF THE HEATER
CONTROL ASSEMBLY → TERMINAL I17 → GROUND, THE MOTOR ROTATES AND THE DAMPER MOVES TO THE RECIRC SIDE. WHEN
IT 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 HEATER
CONTROL ASSEMBLY → INDICATOR LIGHT → TERMINAL I17 → GROUND AND THE INDICATOR LIGHT CONTINUES TO LIGHT UP
WHILE 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 DAMPER
MOVES TO THE FRESH SIDE. WHEN THE DAMPER IS IN THE FRESH POSITION, THE CIRCUIT IS CUT INSIDE THE SERVO MOTOR
AND 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 IS
OUTPUT FROM TERMINAL I12 OF THE HEATER CONTROL ASSEMBLY → TERMINAL 6 OF THE SERVO MOTOR → TERMINAL D11 OF
THE SYSTEM AMPLIFIER. (AT THIS TIME, THE CURRENT FLOWING THROUGH TERMINAL I7 OF THE HEATER CONTROL ASSEMBLY
FLOWS THROUGH TERMINAL I17 → GROUND, CAUSING THE INDICATOR LIGHT TO LIGHT UP). AT THE SAME TIME, THE SIGNAL FOR
WHEN THE CIRCUIT IS NOT GROUNDED IS INPUT TO TERMINAL D10 OF THE AMPLIFIER. THESE 2 SIGNALS CAUSE THE AMPLIFIER
TO 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 D11
OF THE AMPLIFIER, AND AMPLIFIER OPERATION CAUSES THE SERVO MOTOR TO STOP ROTATING AND THE DAMPER TO STAY IN
POSITION.
(SWITCHING TO OTHER MODE POSITIONS)
WHEN SWITCHING THE DAMPER FROM FACE TOWARDS DEF, AS EXPLAINED BEFORE, A GROUND SIGNAL IS INPUT TO TERMINAL
D11 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 TO
TERMINAL D10 OF THE AMPLIFIER AND A NON–GROUND SIGNAL IS INPUT TO TERMINAL D11 SO THAT THE CURRENT FLOWS FROM
TERMINAL D4 → SERVO MOTOR → TERMINAL D5, CAUSING THE SERVO MOTOR TO ROTATE IN REVERSE AND MOVING THE
DAMPER 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 INSIDE
THE HEATER CONTROL ASSEMBLY BECOMES GREATER THAN THE RESISTANCE INSIDE THE SERVO MOTOR. THE SIGNAL AT THIS
TIME IS INPUT TO THE SYSTEM AMPLIFIER, CAUSING THE AMPLIFIER TO OPERATE. CURRENT FLOWS FROM TERMINAL D8 OF THE
AMPLIFIER → SERVO MOTOR → TERMINAL D9 → GROUND, CHANGING THE DAMPER FROM WARM TO COOL POSITION. WHEN THE
RESPECTIVE 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 INSIDE
THE HEATER CONTROL ASSEMBLY BECOMES LESS THAN THE RESISTANCE INSIDE THE SERVO MOTOR. THE SIGNAL AT THIS TIME
IS INPUT TO THE SYSTEM AMPLIFIER, CAUSING THE AMPLIFIER TO OPERATE. CURRENT FLOWS FROM TERMINAL D9 OF THE
AMPLIFIER → SERVO MOTOR → TERMINAL D8 → GROUND, CHANGING THE DAMPER FROM COOL TO WARM POSITION. WHEN THE
RESPECTIVE RESISTANCE ARE THE SAME VALVE, THE SERVO MOTOR STOPS.
4. RADIATOR FAN AND CONDENSER FAN OPERATION

WHEN THE IGNITION SW IS TURNED ON, CURRENT FROM THE IGN FUSE FLOWS THROUGH TERMINAL 1 OF THE RADIATOR FAN
RELAY NO. 1 → TERMINAL 2 → TERMINAL 1 OF THE A/C HIGH PRESSURE SW → TERMINAL 2 → TERMINAL 1 OF THE A/C WATER
TEMP. SW → GROUND, ACTIVATING THE RELAY. AT THIS TIME, CURRENT IS SUPPLIED FROM THE FL 30A RDI FAN TO TERMINAL 4
OF THE RELAY. AT THE SAME TIME, CURRENT FROM THE IGN FUSE FLOWS THROUGH TERMINAL 6 OF THE CONDENSER FAN
RELAY NO. 2 → COIL → TERMINAL 2 → A/C HIGH PRESSURE SW → A/C WATER TEMP. SW → GROUND, THEN THROUGH THE FL 30A
CDS → 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 THROUGH
TERMINAL 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 FLOWS
THROUGH TERMINAL 4 → TERMINAL 1 OF THE RADIATOR FAN MOTOR → TERMINAL 2 → GROUND. SINCE THE CONDENSER AND
RADIATOR FAN MOTORS ARE CONNECTED IN SERIES, BOTH FANS ROTATE AT LOW SPEED.
158
* HIGH SPEED OPERATION
WHEN THE WATER TEMP. REACHES APPROX. 90°C (194°F) OR MORE (A/C WATER TEMP. SW IS OFF) OR THE REFRIGERANT
PRESSURE REACHES 15.5 KG/CM2 (220 PSI, 1520 KPS) OR MORE (A/C HIGH PRESSURE SW IS OFF), CURRENT TO THE RADIATOR
FAN RELAY NO. 1 AND CONDENSER FAN RELAY NO. 2 IS CUT OFF AND THAT TO THE MOTOR IS SUPPLIED IN PARALLEL, CAUSING
THE MOTOR TO ROTATE AT HIGH SPEED.
5. AIR CONDITIONER OPERATION

WHEN THE BLOWER SW IS SET TO ON, CURRENT FROM THE 30A HEATER CB FLOWS THROUGH TERMINAL I14 (PUSH SWITCH
TYPE), 5 (LEVER SWITCH TYPE) OF THE A/C SW, TERMINAL 1 OF THE A/C DUAL PRESSURE SW → TERMINAL 2 → TERMINAL 2 OF
THE 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 ALL
SUPPLIED 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 THE
COMPRESSOR. AT THE SAME TIME, THE CURRENT APPLIED TO THE A/C IDLE–UP VSV FLOWS THROUGH TERMINAL 5 OF THE
AMPLIFIER, ACTIVATING THE COMPRESSOR. AT THE SAME TIME, THE CURRENT APPLIED TO THE A/C IDLE–UP VSV FLOWS
THROUGH TERMINAL 5 OF THE AMPLIFIER, ACTIVATING THE VSV TO PREVENT ENGINE SPEED DROP IN A/C OPERATION. THE A/C
OPERATION IS SHUT OFF WHEN A SIGNAL INDICATING LOW EVAPORATOR TEMP., GREAT DIFFERENCE BETWEEN THE ENGINE AND
COMPRESSOR SPEEDS, HIGH WATER TEMP. SIGNAL, OR ABNORMALLY HIGH OR LOW REFRIGERANT PRESSURE, IS SUPPLIED
WHILE THE ENGINE HIGH SPEED SIGNAL EXISTS. WHEN ONE OF THESE SIGNALS IS RECEIVED, THE AMPLIFIER SHUTS OFF THE
A/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/C
SW INDICATOR LIGHT TO INDICATE A FAULT.
159
RADIATOR FAN AND AIR CONDITIONER (3S–FE LEVER SWITCH TYPE)
30A 7. 5A 30A
FL IGN FL
RDI FAN CDS FAN G 1
Y (ALL–TRAC/4WD)
(CANADA)
A/C DUAL PRESSURE

6
(USA)
Y–R
Y–R
Y–G(FWD)
6 1I 2
(USA)
B–O
W
(CANADA)
W
SW
13 D1 1 B1 1 A1 1 C4
(USA) 2
B
Y–R
R–L
R–L
4 C1
1
A
B–O
A/C CONDENSER
M 2
FAN MOTOR
3 2G
(USA)
2 1 1
Y–R
R F (CANADA)
(CANADA) MAGNET MAGNET
R
CLUTCH CLUTCH
2 B1 RELAY RELAY
1 2E
R 2 3 2 3
L
Y–R
(USA)
2 2 H
4 1 2 2 2
RADIATOR FAN
(CANADA)
6 1
RELAY NO. 1
A/C IDLE–UP
B–W
A/C FAN RELAY
L–Y
L–Y
3 W–B
(ALL–TRAC/4WD)
2
VSV
(USA)
2 A1 2 C4
B–W
NO. 2
3 2 1
2 4
(CANADA)
FWD)
B–W
Y–R
Y–R
2 2 B–W
(USA)
B–R
W–R B–W
3 J3 14 J3 4 J3
3 2E 2 2 1 J1 8 J1 2 J1
2 1
Y–R
A/C FAN RELAY
Y–R
Y–G
W–B
B–W
Y–R
4 2C
6 2 5
NO. 3
4 3
L–B
I A/C AMPLIFIER
2 2
2
B W–B
2E 7 10
G
W–B
W–B
B–W
4 2A 3
C
Y–R 6 4 W–B
B
L
(FOR RADIATOR FAN)
W–B
A/C HIGH PRESSURE
1 J
RADIATOR FAN
1
5 2E 6 2E 5 2 A/C ACCELERATION
CUT AMPLIFIER
G–W
M
V–Y
MOTOR
4 J2
TO SPEED SENSOR
2
2
[COMB. METER]
SW
7 2A 6 2C 11 J3 13 J3 (ALL–TRAC/4WD)
5 J1 7 J1 (FWD)
W–B
B–R
V–Y
6 6
B–W V–Y
B–W
L–B
D L4 L1
1 1 16 (ALL–TRAC/4WD)
W–B
(FOR RADIATOR FAN)
E ALT (FWD)
A/C WATER TEMP.
A/C 15
MAGNET
CLUTCH A/C
W–B
K TCCS ECU
SW
A C
160
5 40A
V–R Y–G Y–G 7. 5A
J2 GAUGE HEATER
CB
V–R
V–R
1
2 4
L 4 9 1N 1 4
(ALL–TRAC/4WD)
Y–G
A/C CUT
RELAY 1
(FWD)
1 3
10A
LG–R
A/C
B–Y
R–L
L
1 11
Y Y–G Y–G
J3 K1
2
Y(ALL–TRAC/4WD)
4
Y–G(FWD)
Y–G
N A/C SW
4 4
2 J3 5 3 5
Y–B
M 6 HEATER 2
1 4
RELAY
B
A/C WATER
TEMP. SW
1 4
4 4
2
V–W
B
L
3 J2 1 J2
1 R
V–W
M BLOWER
L
MOTOR
1 4 2
B–W
S
I A/C AMPLIFIER
BLOWER RESISTOR
B–W 3 1
3 9 13 8
W–Y
W–L
4 2
W–R
W–B
W–B
B–W
L–W
W–L
L–O
L–B
5 J3 15 J3 6 J3 (ALL–TRAC/4WD)
3 J1 9 J1 4 J1 (FWD) 1 2
O P M2 M1
W–R
W–Y
W–L
W–L
B–W 6 HI LO 5 L–W
B
A/C COMPRESSOR
A/C THERMISTOR
1 2 6
T OFF
Q
BLOWER SW 8
SENSOR
IGNITER
2 1
W–B
W–B
W–B
4 4 5 4 2 4
6
W–B
4
161
RADIATOR FAN AND AIR CONDITIONER (3S–FE LEVER SWITCH TYPE)
SERVICE HINTS
RADIATOR FAN RELAY NO. 1
4–3 : 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 SW
1–2 : 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 VSV
1–2 : APPROX. 40 Ω
(J) A/C ACCELERATION CUT AMPLIFIER
3–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 THERMISTOR
APPROX. 1.5 KΩ AT 25°C (77°F)
(S) BLOWER RESISTOR
1–2 : APPROX. 1.5 Ω
2–4 : APPROX. 0.8 Ω
3–4 : 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

1I
1N
162
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)
L1
L4
: GROUND POINTS
A 32 RIGHT FENDER
C 32 RADIATOR LEFT
163
RADIATOR FAN AND AIR CONDITIONER (3S–FE PUSH SWITCH TYPE)
B
R–L
40A 7. 5A
HEATER GAUGE
CB
4 9 1N
A/C SYSTEM AMPLIFIER
R–L
L
9 D 8 D 5 E 7 E 8 E 6 E 12 D 13 D
R–L R–L
4 4
LG–R
BR–Y
LG–B
B–W
R–B
LG
P
5 3
HEATER
2
RELAY
4 1
4 4 4 B
BLOWER CONTROL
W–B
L–W
B
5 RELAY
7 B–W
B–W 4
8 L–B B–W
L–B 2 L–B
B
6 L–O L–O
1 3 W–B
B
BR–B
1 A L–W
M BLOWER
MOTOR
LG–R
BR–Y
BR–B
LG–B
R–B
B–W
LG
P
2
B–W 2 8 11 7 14 1 13 12 6
B–W
L–O
L–B
2
G
2 1
1
HEAT
B–W 6 5 W–B
G
M
C BLOWER RESISTOR
VENT
W–B
W–B
F AIR MIX CONTROL SERVO MOTOR
2 4 5 4 4 4
164
B B
R–L R–L
R–L
17 E
10 D 11 D 1 D 4 D 5 D 16 E 10 E
W–G
R–W
W–B
L–O
L–R
L–B
Y–L
Y–R
G–W
Y–B
G–R
B–W
L–B
L–O
BR–B
L–W
G–W
W–G
BR–B
R–W
B–W
G–R
L–W
Y–R
Y–B
L–O
L–O
L–R
Y–L
L–B
L–B
10 5 6 9 3 4 11 1 2 1 I 9 I 3 J 4 J 5 J 6 J
DEF
FOOT/DEF
FOOT
BI–LEVEL 17
W–B
W–B
I
OFF LO M1 M2 HI
FACE
H AIR VENT MODE CONTROL SERVO MOTOR 3 4 HEATER CONTROL ASSEMBLY

6
W–B
4
165
B B
R–L R–L
R–L
1
R
SYSTEM AMPLIFIER
FRESH/RECIRC
3 E 14 D 1 E 4 E 12 E 2 D 6 D M
F
LG–B
2 3
G–W
RECIRC/FRESH
V–W
G–R
Y–R
Y–B
CONTROL SERVO
W–G
W–R
Y
MOTOR
Y–R
G–W V–W
Y–B
G–R
LG–B
G–W
W–G
W–R
V–W
G–R
Y–R
Y–B
Y
4 I 13 I 12 I 3 I 15 I 11 I 2 I 10 I 6 I
AUTO FACE BI–LEVEL FOOT FOOT–DEF DEF RECIRC/FRESH A/C
HEATER CONTROL ASSEMBLY
W–B W–B
166
B
4
10A
A/C
5
Y–G (ALL–TRAC/4WD) V–R
J2
1 (ALL–TRAC/4WD)
V–R
V–R
R–L
11 1
Y–G Y–G Y–G Y (ALL–TRAC/4WD) LG–R
K1 J3 N
Y–G
(FWD) (ALL–TRAC/4WD)
1 4 2
A/C CUT RELAY

PRESSURE SW
2
A/C IDLE–UP
A/C DUAL
Y–G
3 1
VSV Y–R(USA)
1
(USA) R–L
M
1 Y–R C4
L 2 1
Y–R Y–R(CANADA) (CANADA) R–L
A1
V–W 2
B–W(USA) (USA) L–Y
Y–R
A1
Y–G
2
B–W (CANADA) L–Y
C4
4 J3 14 J3 (ALL–TRAC/4WD) 3 J3 (CANADA)
3 J2 2 J1 8 J1 (FWD) 1 J1
B–Y
Y–R
V–W
Y–G
Y–R
2 J3
B–W
1 5 2 6
Y–B
A/C WATER TEMP.
SW(FOR A/C CUT)
7 G
O A/C AMPLIFIER 1
4 3 9 13 8 10
W–B
W–R
W–Y
W–L
Y–G
Y–R
R–L
G
P
B
L
Q
7 I 14 I 1 3 6
A/C THERMISTOR
1 J2
T A/C ACCELERATION
CUT AMPLIFIER
2 4 2 5
G–W
W–B
V–Y
W–L
W–L
13 J3 11 J3
7 J1 5 J1
5 J3 15 J3 6 J3
3 J1 9 J1 4 J1
V–Y
L–B
W–R
W–L
6 L1
(ALL–TRAC/4WD)
(FWD)
R 6 L4
1 6
8
(ALL–TRAC/4WD)
(FWD)
L
A/C COMPRESSOR
V–Y
I S
IGNITER
SENSOR
2 TO SPEED SENSOR
[COMB. METER]
4
W–B W–B
J2
167
30A 30A
FL 7. 5A FL
CDS IGN RDI
FAN FAN
2 6 1I
B–O
W
(CANADA)
W
1 B1 13 D1
(USA)
B
1 4 C1
2 U
1 A/C CONDENSER M
B–O
FAN MOTOR
2 3 2G
MAGNET CLUTCH
(CANADA)
RELAY
R
R–L(USA) 3 2 2 B1
(USA) 1
R–L(CANADA) 2 2 L
R
2E
L–Y (USA) 2 2
L–Y (CANADA) 1 6 1 4
W–B 3 A/C FAN RADIATOR FAN

2
(USA)
RELAY NO. 2 RELAY NO. 1

B–W
1 3 4 2 2 3
V
MAGNET 2 2
3
2 B–W B–W B–R
W–R
CLUTCH
RELAY 2E
(CANADA)
2 2
1 2
A/C FAN
RELAY NO. 3
3 4
2 2
B–W
W–B
W–B
6 2E 5 2E 2 2E
W
TCCS ECU
ALT A/C
16 15
6 2C 7 2A 4 2A 4 2C
B–W
L–B
L
B–W
1 Y 1
Z
B–W
L–B M RADIATOR
FAN MOTOR A/C HIGH PRESSURE SW
(FOR RADIATOR FAN)
1 2
X 2
A/C MAGNET
CLUTCH
BR
1
W–B
W–B
a
A/C WATER TEMP. SW
(FOR RADIATOR FAN)
C A
168
SERVICE HINTS
4–3 : OPEN WITH IGNITION SW ON A/C HIGH PRESSURE SW ON OR WATER TEMP. SW ON
HEATER RELAY
(C) BLOWER RESISTOR
1–2 : APPROX. 1.20 Ω
1.5 : APPROX. 3.70 Ω
2–6 : APPROX. 0.40 Ω
(I) HEATER CONTROL ASSEMBLY
1–9 : MORE THAN 2700 Ω WITH CONTROL LEVER AT COOL POSITION
LESS THAN 290 Ω WITH CONTROL LEVER AT WARM POSITION
APPROX. 1500 Ω WITH CONTROL LEVER AT MIDDLE POSITION 25°C (77°F)
(K) A/C IDLE–UP VSV
1–2 : APPROX. 40 Ω
(M) A/C DUAL PRESSURE SW
(T) A/C ACCELERATION CUT AMPLIFIER
3–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 CLUTCH
1–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)
: 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

1I
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169
RADIATOR FAN AND ATR COMDITIONER (3S–FE PUSH SWITCH TYPE)

C4 32 ENGINE WIRE AND ENGINE ROOM MAIN WIRE (NEAR J/B NO. 2)
L1
L4
: GROUND POINTS
A 32 RIGHT FENDER
C 32 RADIATOR LEFT
170
RADIATOR FAN AND AIR CONDITIONER (2VZ–FE)
SYSTEM OUTLINE
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 THE
RECIRC SW IS TURNED ON, THE CURRENT FLOWS FROM SERVO MOTOR → TERMINAL 2 → TERMINAL I2 OF THE HEATER
CONTROL ASSEMBLY → TERMINAL I17 → GROUND, THE MOTOR ROTATES AND THE DAMPER MOVES TO THE RECIRC SIDE. WHEN
IT 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 HEATER
CONTROL ASSEMBLY → INDICATOR LIGHT → TERMINAL I17 → GROUND AND THE INDICATOR LIGHT CONTINUES TO LIGHT UP
WHILE 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 DAMPER
MOVES TO THE FRESH SIDE. WHEN THE DAMPER IS IN THE FRESH POSITION, THE CIRCUIT IS CUT INSIDE THE SERVO MOTOR
AND 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 IS
OUTPUT FROM TERMINAL I12 OF THE HEATER CONTROL ASSEMBLY → TERMINAL 6 OF THE SERVO MOTOR → TERMINAL D11 OF
THE SYSTEM AMPLIFIER. (AT THIS TIME, THE CURRENT FLOWING THROUGH TERMINAL I7 OF THE HEATER CONTROL ASSEMBLY
FLOWS THROUGH TERMINAL I17 → GROUND, CAUSING THE INDICATOR LIGHT TO LIGHT UP). AT THE SAME TIME, THE SIGNAL FOR
WHEN THE CIRCUIT IS NOT GROUNDED IS INPUT TO TERMINAL D10 OF THE AMPLIFIER. THESE 2 SIGNALS CAUSE THE AMPLIFIER
TO 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 D11
OF THE AMPLIFIER, AND AMPLIFIER OPERATION CAUSES THE SERVO MOTOR TO STOP ROTATING AND THE DAMPER TO STAY IN
POSITION.
(SWITCHING TO OTHER MODE POSITIONS)
WHEN SWITCHING THE DAMPER FROM FACE TOWARDS DEF, AS EXPLAINED BEFORE, A GROUND SIGNAL IS INPUT TO TERMINAL
D11 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 TO
TERMINAL D10 OF THE AMPLIFIER AND A NON–GROUND SIGNAL IS INPUT TO TERMINAL D11 SO THAT THE CURRENT FLOWS FROM
TERMINAL D4 → SERVO MOTOR → TERMINAL D5, CAUSING THE SERVO MOTOR TO ROTATE IN REVERSE AND MOVING THE
DAMPER 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 INSIDE
THE HEATER CONTROL ASSEMBLY BECOMES GREATER THAN THE RESISTANCE INSIDE THE SERVO MOTOR. THE SIGNAL AT THIS
TIME IS INPUT TO THE SYSTEM AMPLIFIER, CAUSING THE AMPLIFIER TO OPERATE. CURRENT FLOWS FROM TERMINAL D8 OF THE
AMPLIFIER → SERVO MOTOR → TERMINAL D9 → GROUND, CHANGING THE DAMPER FROM WARM TO COOL POSITION. WHEN THE
RESPECTIVE 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 INSIDE
THE HEATER CONTROL ASSEMBLY BECOMES LESS THAN THE RESISTANCE INSIDE THE SERVO MOTOR. THE SIGNAL AT THIS TIME
IS INPUT TO THE SYSTEM AMPLIFIER, CAUSING THE AMPLIFIER TO OPERATE. CURRENT FLOWS FROM TERMINAL D9 OF THE
AMPLIFIER → SERVO MOTOR → TERMINAL D8 → GROUND, CHANGING THE DAMPER FROM COOL TO WARM POSITION. WHEN THE
RESPECTIVE RESISTANCES ARE THE SAME VALVE, THE SERVO MOTOR STOPS.
4. RADIATOR FAN AND CONDENSER FAN OPERATION
WHEN THE IGNITION SW IS ON, TURNING THE ENGINE MAIN RELAY TO ON CAUSES CURRENT TO FLOW TO THE RAD FAN FUSE
AND THE CDS FAN FUSE.
* LOW SPEED OPERATION
OPERATION OF THE A/C CONDENSER FAN CONTROL AMPLIFIER TURNS RADIATOR FAN RELAY NO. 1 AND A/C FAN RELAY NO. 2
AND NO. 3 TO ON, AND CURRENT FROM THE CDS FAN FUSE FLOWS IN SERIES FROM THE CONDENSER FAN MOTOR → TERMINAL
1 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° TO
194°F).]
* HIGH SPEED OPERATION
OPERATION OF THE A/C CONDENSER FAN AMPLIFIER AND HIGH PRESSURE SW CAUSES CURRENT TO THE COIL SIDE OF
RADIATOR FAN RELAY NO. 1 AND A/C FAN RELAY NO. 2 TO BE CUT (BOTH RELAYS OFF). ACCORDINGLY, CURRENT FROM THE RAD
FAN FUSE FLOWS FROM TERMINAL 4 OF RADIATOR FAN RELAY NO. 1 → TERMINAL 3 → RADIATOR FAN MOTOR → GROUND, AND
CURRENT 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 THE
MAGNET CLUTCH ON AND THE REFRIGERANT PRESSURE AT 15.5 KG/CM2 (220 PSI, 1520 KPS) OR MORE.]
171
RADIATOR FAN AND AIR CONDITIONER (2VZ–FE)
5. AIR CONDITIONER OPERATION

WHEN THE BLOWER SW IS SET TO ON, CURRENT FROM THE 30A HEATER CB FLOWS THROUGH TERMINAL I14 (PUSH SWITCH
TYPE), 5 (LEVER SWITCH TYPE) OF THE A/C SW, TERMINAL 1 OF THE A/C DUAL PRESSURE SW → TERMINAL 2 → TERMINAL 14 OF
THE 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 ALL
SUPPLIED 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 THE
COMPRESSOR. THE A/C OPERATION IS SHUT OFF WHEN A SIGNAL INDICATING LOW EVAPORATOR TEMP., GREAT DIFFERENCE
BETWEEN THE ENGINE AND COMPRESSOR SPEEDS, HIGH WATER TEMP. SIGNAL, OR ABNORMALLY HIGH OR LOW REFRIGERANT
PRESSURE, IS SUPPLIED WHILE THE ENGINE HIGH SPEED SIGNAL EXISTS. WHEN ONE OF THESE SIGNALS IS RECEIVED, THE
AMPLIFIER SHUTS OFF THE A/C OPERATION.
WHEN THE DIFFERENCE BETWEEN THE ENGINE AND COMPRESSOR SPEED IS EXCESSIVE, THE AMPLIFIER TURNS ON THE A/C
SW INDICATOR LIGHT TO INDICATE A FAULT.
172
RADIATOR FAN AND AIR CONDITIONER (2VZ–FE LEVER SWITCH TYPE)
SERVICE HINTS
4–3 : 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 SW
1–2 : 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)
(P) A/C THERMISTOR
1–2 : APPROX. 1.5 KΩ AT 25°C (77°F)
HEATER RELAY
(T) BLOWER RESISTOR
1–2 : APPROX. 1.5 Ω
2–4 : APPROX. 0.8 Ω
3–4 : 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

1I
1N

C5 30 ENGINE WIRE AND ENGINE ROOM MAIN WIRE (NEAR J/B NO. 2)
173
40A 7. 5A 30A
HEATER IGN FL
FAN CDS FAN
(USA) (CANADA)
6
1 1
6 1I 2 R–L Y–R
W A2 C5
A (USA)
B–O
A/C CONDENSER (CANADA)

FAN MOTOR
(CANADA)
1
2 1 W W 2
R–L
M B1
13 D1 (USA) (USA)
1 1
(USA)
I
R
B
MAGNET MAGNET
CLUTCH CLUTCH
4 C1 2 B1 RELAY RELAY
B–O
B–O
2 3 2 3 (CANADA)
L–Y
2 2
2 2
3 2G L–Y B–W
A2 C5
(CANADA)
(USA)
(USA) (CANADA)
(USA)
R
(USA)
B–W
1 2E B–W
(CANADA)
B–W Y–R
L
2 2
B–W
4 1 6 1
A/C FAN RELAY
RADIATOR FAN
6 2E G–W
RELAY NO. 1
3
2 3 4
NO. 2
3 2 2 4 H COMPRESSOR
CONTROL AMPLIFIER
2 2 6 2C
7 5 1 6
W–R
W–B
B–W
B–W
B–W
B–O
B–R
L–B(W/O A/C)
P
(W/ A/C)
LG(W/ A/C)
P(W/ A/C)
3 2E
(W/O A/C) W–B

7 J3
(W/ A/C)
(USA)
4 2C 2 2
W
B–W
W
(FOR CONDENSER FAN)
(FOR CONDENSER FAN)

WATER TEMP SENSOR
A/C WATER TEMP. SW
2 1
A/C FAN RELAY
3 A2 1 1
3 C5 B–Y
L–B(W/O A/C)
L–B(W/ A/C)
1
(CANADA)
A/C MAGNET
NO. 3
B–W
B–Y
CLUTCH
4 3
2 2
2 2
Y(W/O A/C)
Y(W/ A/C)
(W/ A/C)
2 E G G
B W–B
2E
(W/ A/C)
8 J3 18 J3 6 J3
17
LG
P(W/ A/C)
4 2A J3
W–B
(W/O A/C)
LG
G
(FOR RADIATOR
R
Y
L
PRESSURE SW
1 1
L
SHORT PIN
RADIATOR FAN
1 3 1 2 7 5
A/C HIGH
5 2E
FAN)
M
MOTOR
F A/C CONDENSER FAN CONTROL AMPLIFIER

C 2 2 C
2
B–R
B–R
(W/ A/C) 7 2A
B 4 6
BR(W/ A/C)
W–B
W–B
16
1 2 B–R BR(W/O A/C)
J3
(W/O A/C) W–B
D SHORT PIN
(FOR FAN CHECK)
A C
174
9
Y–G Y–G
K1 7. 5A 30A
GAUGE HEATER
1 CB
A/C DUAL PRESSURE

1
Y–R 9 1N 4
M A/C SW
SW
TCCS
ECU L
R–L
2
L
ACT A/C 5 Y–G
Y–R Y–R
22 J 10 K
6
B–G
Y–R
L–B
Y–G
10 J3 3 J3 9 J3
A/C
4
B–W 4 4
2
3 5
V–W
Y–R
10A 2 W–B
A/C HEATER 2
2 RELAY
Y–R
L
1 1 4
4 4 4
G–W
B–W
3 J2 1 J2
L–W
Y–R
B
G–W B
L–W
G–W
V–W
1 12 11 14 10 2
B
N A/C AMPLIFIER
1 S
3 5 9 13 8 7
M BLOWER
W–B
MOTOR
W
BR–W
W–R
W–L
W–B 1 2
O
B–W
A/C DIODE T
BLOWER RESISTOR
2
B–W 3 1
B–Y
B–Y
4 2
W–L
W–B
W–B
B–W
L–W
L–O
L–B
B–Y
4 J3 14 J3 13 J3 5 J3 1 2
M2 M1
BR–W
B–W 6 HI LO 5 L–W
W–B
W–L
L–R
P Q
1 1 2
A/C COMPRESSUR
U OFF
A/C THERMISTOR
3 R
W–L
BLOWER SW 8
IGNITER
SENSOR
2 2
W–B
W–B
W–B
W–R
4 4 5 4 2 4
4 6
W–B W–B W–B
J2 4
175
: GROUND POINTS
A 30 RIGHT FENDER
C 30 RADIATOR LEFT
176
RADIATOR FAN AND AIR CONDITIONER (2VZ–FE PUSH SWITCH TYPE)
177
30A B
7. 5A
HEATER GAUGE
CB R–L
4
9 1N
R–L
L
9 D 8 D 5 E 7 E 8 E 6 E 12 D 13 D
R–L R–L
4 4
LG–R
BR–Y
LG–B
B–W
R–B
P
LG
5 3
HEATER
2
RELAY
R–L
4 1
4 4 4 B
BLOWER CONTROL
L–W 5 RELAY
W–B
7 B–W
B–W 4
8 L–B B–W
L–B 2 L–B
B
6 L–O L–O
1 3 W–B
B
BR–B
1 A L–W
BLOWER
M
MOTOR
LG–R
BR–Y
BR–B
LG–B
R–B
B–W
LG
P
2
B–W
B–W
2 8 11 7 15 1 13 12 6
2
L–O
L–B
2 1
B–W W–B 1
HEAT
6 5
G
M
C BLOWER RESISTOR
VENT
W–B
W–B
F AIR MIX CONTROL SERVO MOTOR
2 4 5 4 4 4
178
B B
R–L R–L
R–L
17 E
10 D 11 D 1 D 4 D 5 D 16 E 10 E
W–G
R–W
W–B
L–O
L–R
Y–L
L–B
Y–R
G–W
Y–B
G–R
B–W
L–B
L–O
BR–B
L–W
BR–B
B–W
L–W
L–O
L–R
L–B
G–W
W–G
R–W
G–R
Y–R
Y–B
L–O
L–B
Y–L
10 5 6 9 3 4 11 1 2 1 I 9 I 3 J 4 J 5 J 6 J
DEF
FOOT/DEF
FOOT
BI–LEVEL 17
W–B
W–B
I
OFF LO M1 M2 HI
FACE
AIR VENT MODE CONTROL SERVO MOTOR 3 4 HEATER CONTROL SW

H
6
W–B
4
179
B B
R–L R–L
R–L
1
R
FRESH/RECIRC
3 E 14 D 11 E 4 E 12 E 2 D 6 D M
F
LG–B
G–W
2 3 RECIRC/FRESH
V–W
G–R
Y–R
Y–B CONTROL SERVO
W–G
W–R
Y
MOTOR
Y–R
G–W V–W
Y–B
G–R
LG–B
W–G
G–W
W–R
V–W
G–R
Y–R
Y–B
Y
4 I 13 I 12 I 3 I 15 I 11 I 2 I 10 I 6 I
FACE BI–LEVEL FOOT FOOT/DEF DEF RECIRC/FRESH A/C
HEATER CONTROL SW
W–B W–B
180
B
4
R–L 2
10A
A/C
1 L A/C DUAL
PRESSURE SW
4 Y–G 1 2 Y–R Y–R
11
Y–G
Y–G
K1
TCCS ECU
A/C ACT
V–W 10 M 22 N
L–W
Y–R
G–W
V–W
B–G
Y–R
L–B
3 J2 3 J3 10 J3 9 J3 15 J3
G–W
B–W
17 J3
Y–R
LG
G–W
V–W
L–W
Y
Y–R
WATER TEMP. SENSOR

(FOR RADIATOR FAN)
10 12 1 14 11 3 4 5 2
COMPRESSOR
O A/C AMPLIFIER T CONTROL
AMPLIFIER
2 5 9 13 8 7 3 1 6 7 1
W
BR–W
U
W–R
W–B
W–B
W–L
Y–G
B–Y
R–L
P
L
7 J3
P S
7 I 14 I 1 1
A/C THERMISTOR
A/C DIODE
1 J2
2
2
B–Y
W–L
W–L
B–Y
4 J3 14 J3 13 J3 5 J3
W–R
W–L
L–R
Q
1 2
A/C COMPRESSOR
8 L
I 3 R
IGNITER
SENSOR
4
W–B W–B W–B
J2
181
182
SERVICE HINTS
3–4 : OPEN WITH IGNITION SW ON AND, A/C HIGH PRESSURE SW ON OR WATER TEMP. IS APPROX. 90°C (194°F) OR MORE
HEATER RELAY
(C) BLOWER RESISTOR
1–2 : APPROX. 1.20 Ω
1–5 : APPROX. 3.70 Ω
2–6 : APPROX. 0.40 Ω
(I) HEATER CONTROL ASSEMBLY
1–9 : MORE THAN 2700 Ω WITH CONTROL LEVER AT COOL POSITION
LESS THAN 290 Ω WITH CONTROL LEVER AT WARM POSITION
APPROX. 1500 Ω WITH CONTROL LEVER AT MIDDLE POSITION 25°C (77°F)
(L) A/C DUAL PRESSURE SW
(W) A/C CONDENSOR FAN CONTROL AMPLIFIER
(V) A/C MAGNET CLUTCH
1–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

1I
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183

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
184
GROUND POINTS
RADIO AND BR BR W–B
OX SENSOR (SUB)
TAPE PLAYER (2VZ–FE)
BACK DOOR LOCK W–B W–B W–B

CONTROL SW
MOON ROOF
1 CONTROL RELAY
REMOTE CONTROL W–B W–B W–B W–B
P1
MIRROR SW
(ANALOG) W–B W–B

COMB. METER MOON ROOF
(SPEED SENSOR) LIMIT SW
BR
BR E G W–B
MOON ROOF SW
(FWD) 13 H1
BR
9
FUEL SENDER W–B W–B
V3 MAP LIGHT
(ANALOG) (ALL–TRAC/4WD) (W/ MOON ROOF)
(ALL–TRAC/4WD)
KEY INTERLOCK W–B B (S/D) REAR WINDOW
SOLENOID DEFOGGER
7
W–B W–B J
DIMMER SW 1M
9
CRUISE CONTROL SW W–B W–B
1L POWER MAIN RELAY
[COMB. METER]
13 14
FRONT WIPER W–B W–B W–B TURN SIGNAL
1I 1L
AND WASHER SW FLASHER
3 3 8
BR W–B W–B
LIGHT CONTROL SW 1M 1F F1
3 11 5 2
W–B (M/T) W–B W–B
STARTER RELAY 1 1N 1K E2
6 1
W–B(W/O MOON ROOF) W–B W–B DOOR LOCK CONTROL
MAP LIGHT M1 1C
SW LH
8
BRAKE FLUID LEVEL W–B W–B DOOR LOCK KEY
18
WARNING SW SW LH
W–B 1 1J D W–B
A/C AMPLIFIER OUT SIDE HANDLE SW
W–B
(3S–FE)
4
A/C ACCELERATION W–B W–B W–B W–B DOOR LOCK
J2
CUT AMPLIFIER (3S–FE) SOLENOID FRONT LH
(2VZ–FE)
W–B W–B
W–B
COMPRESSOR POWER WINDOW

CONTROL AMPLIFIER (W/ A/C) W–B MASTER SW
W–B
A/C CONDENSOR FAN W–B F W–B AUTOMATIC SHOULDER

CONTROL AMPLIFIER (W/ A/C) BELT SW LH
CRUISE CONTROL W–B

INTEGRATION RELAY
CLUTCH SW
W–B
DOOR LOCK CONTROL W–B W–B

UNLOCK WARNING SW
RELAY
W–B
W–B 7 9
DOOR LOCK SOLENOID W–B W–B SEAT BELT WARNING
O1 O2
FRONT RH RELAY
W–B
W–B W–B
W/ POWER WINDOW)
W/ POWER WINDOW)
DOOR LOCK HEATER CONTROL

( EX.CANADA 3S–FE
CONTROL SW RH 6 4 ASSEMBLY
( CANADA 3S–FE
3
DOOR LOCK KEY W–B W–B W–B
4 SYSTEM AMPLIFIER
SW RH
5
AUTOMATIC SHOULDER W–B W–B
4 BLOWER RESISTOR
BELT SW RH
W–B RUNNING LIGHTS

(W/ CANADA) RELAY
1 4 W–B
CRUISE CONTROL BR BLOWER CONTROL
4 4
COMPUTER RELAY
2 2
W–B H W–B
HEATER RELAY 4 4 HEATER BLOWER SW
186
12
W–B BR BR
OX SENSOR (SUB) L1 OX SENSOR (MAIN)
(2VZ–FE)
BR BR EGR
BR
ECT ECU
GAS TEMP. SENSOR
10 10
BR BR(FWD) BR BR COMB. METER
ECT SOLENOID L4 L1
(WATER TEMP. )
BR (3S–FE FWD)
CHECK CONNECTOR
(EX. 3S–FE FWD)
BR(3S–FE W/O ECT) (2VZ–FE) W–B
THROTTLE POSITION ECT SOLENOID
SENSOR
BR(3S–FE W/O ECT) W–B
W–B
AIR FLOW METER NOISE FILTER
6
EFI WATER TEMP. BR(3S–FE W/O ECT) W–B W–B(ALL–TRAC/4WD)
L3 ECT ECU
SENSOR
W–B(3S–FE W/O ECT) W–B W–B
W–B
TCCS ECU (E21) REAR COMBINATION
LIGHT RH
W–B
(ALL–TRAC/4WD)W–B
BR
BR
BR W–B REAR SIDE MARKER
(E1)
LIGHT RH
(FWD)W–B
K
BR
W–B W–B W–B

TCCS ECU (E01) FUEL SENDER
W–B B W–B
(E02) FUEL PUMP
(ALL–TRAC/4WD)
W–B (S/D)4 V2 7 V3 W–B REAR COMBINATION
(STATION W/G)7 V1 LIGHT LH
W–B
3
J/B NO. 3 W–B W–B
COMB. METER 3B LICENCE PLATE LIGHT
LH
W–B
(ANALOG)
1 3
W–B (S/D) W–B W–B W–B
GLOVE BOX LIGHT 3A U1 LICENCE PLATE LIGHT
SW RH
2
W–B W–B REAR COMBINATION
REOSTAT 3A
LIGHT RH
15
CRUISE CONTROL W–B W–B ANTENNA MOTOR
3C
MAIN SW AND CONTROL RELAY
14
W–B W–B
CLOCK 3C
W–B
2
DIFF LOCK CONTROL W–B W–B LIGHT FAILURE
3B
SW SENSOR
W–B
3
W–B W–B REAR COMBIANTION
DEFOGGER SW 3A
LIGHT LH
16
W–B W–B REAR SIDE MARKER
REAR WIPER SW 3C
LIGHT LH
15
W–B 2 a1 W–B REAR COMBIANTION
A/T INDICATOR 3D
LIGHT LH
W–B (FWD) W–B

CIGARETTE LIGHTER FUEL PUMP
W–B
W–B
16 12 W–B
CENTER DIFF. LOCK W–B W–B AUTOMATIC SHOULDER
3D Q1
INDICATOR LIGHT BELT COMPUTER
W–B 14
SHIFT LOCK CONTROL W–B
3D SPOOL RELEACE SW
COMPUTER
W–B (FWD) W–B

O/D MAIN SW FUEL SENDER
W–B
W–B
1 W–B
W–B
a2 BUCKLE SW
W–B M I W–B
A. B. S. COMPUTER POWER SEAT SW
187
GROUND POINTS
W–B FRONT TURN SIGNAL
ENGINE MAIN RELAY
LIGHT LH
W–B FRONT CLEARANCE

EFI MAIN RELAY
LIGHT RH
3
W–B W–B FRONT CLEARANCE
A/C FAN RELAY NO. 2 2
LIGHT LH
3 5
W–B W–B W–B FRONT TURN SIGNAL
A/C FAN RELAY NO. 3 2 2E
LIGHT RH
W–B
W–B
W–B 3
CIRCUIT OPENING W–B W–B
2C A. B. S. ACTUATOR
RELAY
W–B 7 2A W–B A. B. S. CHECK

AIR FLOW METER
CONNECTOR
W–B W–B W–B W–B W–B

HEAD LIGHTS LH RADIATOR FAN
MOTOR
W–B
W–B C A W–B CRUISE CONTROL
HEAD LIGHTS RH
VACUUM PUMP
(W/ CANADA)
W–B CRUISE CONTROL
VACUUM SW
(W/O A. B. S. )
(STATION W/G) B
REAR WINDOW
DEFOGGER
HIGH MOUNT STOP W–B

LIGHT
BACK DOOR W–B

COURTESY SW (STATION W/G)
W–B
LICENCE PLATE RH
(STATION W/G)
W–B
LICENCE PLATE LH
(STATION W/G)
B
REAR COMBINATION W–B W–B

LIGHT RH (STATION W/G)
REAR COMBINATION W–B

LIGHT LH (STATION W/G)
1 1
W–B W–B W–B
W2 Y2
L
(STATION W/G) (STATION W/G)
: RELAY BLOCKS
188
1I
1J
1K
1L
1M
1N
3A
3B
3C
3D

L1
L4
O1
34 FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)
O2
36 (S/D)
P1 ROOF NO
ROOF, ROOF RIGHT)
38 (STATION W/G)
36 (S/D)
Q1 FLOOR NO.
38 (STATION W/G)
V2
36 (S/D) FLOOR NO.
V3
36 (S/D)
a1 FLOOR NO.
NO 1 WIRE (UNDER REAR SEAT PANEL)
38 (STATION W/G)
: GROUND POINTS
30 (2VZ–FE)
A RIGHT FENDER
32 (3S–FE)
30 (2VZ–FE)
B INTAKE MANIFOLD
32 (3S–FE)
30 (2VZ–FE)
C RADIATOR LEFT
32 (3S–FE)
F 34 INSTRUMENT PANEL CENTER
36 (S/D)
38 (STATION W/G)
36 (S/D)
I LEFT REAR FENDER
38 (STATION W/G)
J 36 RIGHT REAR PILLAR
K
36 (S/D)
M RIGHT REAR FENDER
38 (STATION W/G)
189

Toyota Camry (SV21)

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Toyota Camry (SV21)

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FOREWORD

This wiring diagram manual has been prepared to provide

Applicable models: SV21, 25 series

For service specifications and repair procedures of the above

Manual Name Pub. No.

1990 Camry Repair Manual Volume 1 RM151U1

All information in this manual is based on the latest product

TOYOTA MOTOR CORPORATION

Downloaded from www.Manualslib.com manuals search engine

No. Section Description

1 INDEX Index of the contents of this manual.

2 INTRODUCTION Brief explanation of each section.

5 ABBREVIATIONS Defines the abbreviations used in this manual.

Shows position of the Electronic Control Unit, Computer, Relays, Junction

ELECTRICAL Describes position of the Parts Connectors, Ground points, etc.

10 INDEX Index of the system circuits.

This manual provides information on the electrical circuits installed on vehicles by

Example: Indicates Relay Block No. 1. BR = Brown LG = Light Green V = Violet

: Indicates the connector to be connected to a part (the G = Green O = Orange W = White

T : JUNCTION BLOCK AND WIRE HARNESS CONNECTOR

U : CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS

CODE SEE PAGE GROUND POINT LOCATION

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

POWER SOURCE (Power–Load, Reference)

CONTINUITY AND RESISTANCE CHECK

(c) Use a volt/ohmmeter with high impedance (10 kΩ/V

DISCONNECTION OF MALE AND FEMALE

HOW TO REPLACEMENT FOR TERMINAL

2. DISCONNECT TERMINAL FROM CONNECTOR

(a) “for A type”

Raise the terminal retainer up to the temporally lock

HINT: The needle insertion position varies according

Open the terminal retainer.

3. INSTALL TERMINAL TO CONNECTOR

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

A/C = Air Conditioner

BATTERY HEADLIGHTS Current flow causes a headlight

CIGARETTE LIGHTER HORN

DIODE, ZENER LIGHT

FUSE METER, ANALOG

FUSIBLE LINK METER, DIGITAL

RESISTOR SWITCH, DOUBLE THROW

RESISTOR, TAPPED SWITCH,

SENSOR (Thermistor) SWITCH, WIPER PARK

SENSOR, ANALOG SPEED TRANSISTOR

SHORT PIN WIRES Wires are always

[J/B No. 3 Inner Circuit]

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

A 1 A.B.S. Actuator C 4 Cruise Control Vacuum Pump

I 1 ISC Valve R 1 Radiator Fan Motor

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. Sender

A 29 A.B.S. Computer D 20 Door Courtesy SW Front RH (CANADA)

D 17 Door Courtesy Light LH H 8 High Mount Stop Light

J 1 Junction Connector (W/G) P 12 Power Window SW Rear LH

: Location of Ground Points

: Location of Ground Points

: Location of Ground Points

: Location of Ground Points

: Location of Ground Points

J/B No. 1 (Left Kick Panel)

R/B No. 1 (Near the J/B No. 1)

R/B No. 2 (Engine Compartment)

R/B No. 4 (Right Kick Panel)