turn signal TOYOTA CAMRY 1994 XV10 / 4.G Wiring Diagrams User Guide

88
ENGINE CONTROL (5S±FE)
THIS SYSTEM UTILIZES AN ENGINE CONTROL MODULE (ENGINE ECU (M/T), ENGINE AND ELECTRONIC CONTROLLED
TRANSMISSION ECU (A/T)) AND MAINTAINS OVERALL CONTROL OF THE ENGINE, TRANSMISSION AND SO ON. AN OUTLINE OF THE
ENGINE CONTROL IS EXPLAINED HERE.
1. INPUT SIGNALS
(1) ENGINE COOLANT TEMP. (WATER TEMP.) SIGNAL SYSTEM
THE ENGINE COOLANT TEMP. SENSOR (EFI WATER TEMP. SENSOR) DETECTS THE ENGINE COOLANT TEMP. AND HAS A
BUILT±IN THERMISTOR WITH A RESISTANCE WHICH VARIES ACCORDING TO THE ENGINE COOLANT TEMP. (WATER TEMP.)
THUS THE ENGINE COOLANT TEMP. (WATER TEMP.) IS INPUT IN THE FORM OF A CONTROL SIGNAL TO TERMINAL THW OF
THE ENGINE CONTROL MODULE (ECU).
(2) INTAKE AIR TEMP. SIGNAL SYSTEM
THE INTAKE AIR TEMP. SENSOR (IN±AIR TEMP. SENSOR) IS DETECTS THE INTAKE AIR TEMP., WHICH IS INPUT AS A
CONTROL SIGNAL TO TERMINAL THA OF THE ENGINE CONTROL MODULE (ECU).
(3) OXYGEN SENSOR SIGNAL SYSTEM
THE OXYGEN DENSITY IN THE EXHAUST GASES IS DETECTED AND INPUT AS A CONTROL SIGNAL TO TERMINAL OX1 AND
OX2 OF THE ENGINE CONTROL MODULE (ECU).
(4) RPM SIGNAL SYSTEM
CRANKSHAFT POSITION AND ENGINE RPM ARE DETECTED BY THE PICK±UP COIL INSTALLED INSIDE THE DISTRIBUTOR.
CRANKSHAFT POSITION IS INPUT AS A CONTROL SIGNAL TO TERMINALS G+ AND G2 (CALIFORNIA), OF THE ENGINE
CONTROL MODULE (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 ENGINE CONTROL MODULE (ECU), OR WHEN THE VALVE IS FULLY CLOSED, TO
TERMINAL IDL
(6) VEHICLE SPEED SIGNAL SYSTEM
THE VEHICLE SPEED SENSOR (SPEED SENSOR), INSTALLED INSIDE THE COMBINATION METER, DETECTS THE VEHICLE
SPEED AND INPUTS A CONTROL SIGNAL TO TERMINAL SPD OF THE ENGINE CONTROL MODULE (ECU).
(7) PARK/NEUTRAL POSITION SW (NEUTRAL START SW) SIGNAL SYSTEM (A/T)
THE PARK/NEUTRAL POSITION SW (NEUTRAL START SW) DETECTS WHETHER THE SHIFT POSITION ARE IN NEUTRAL AND
PARKING OR NOT, AND INPUTS A CONTROL SIGNAL TO TERMINAL NSW OF THE ENGINE CONTROL MODULE (ECU).
(8) A/C SW SIGNAL SYSTEM
THE A/C AMPLIFIER INPUTS THE A/C OPERATIONS TO TARMINAL ACA OF THE ENGINE CONTROL MODULE (ECU) AS A
CONTROL SIGNAL.
(9) BATTERY SIGNAL CIRCUIT
VOLTAGE IS CONSTANTLY APPLIED TO TERMINAL BATT OF THE ENGINE CONTROL MODULE (ECU). WHEN THE IGNITION SW
TURNED ON, THE VOLTAGE FOR ENGINE CONTROL MODULE (ECU) START±UP POWER SUPPLY IS APPLIED TO TERMINALS
+B AND +B1 OF ENGINE CONTROL MODULE (ECU) VIA EFI MAIN RELAY. THE CURRENT FLOWING THROUGH THE IGN FUSE
FLOWS TO TERMINAL IGSW OF THE ENGINE CONTROL MODULE (ECU).
(10) INTAKE AIR VOLUME SIGNAL SYSTEM
INTAKE AIR VOLUME IS DETECTED BY THE MANIFOLD ABSOLUTE PRESSURE SENSOR (VACUUM SENSOR) (FOR MANIFOLD
PRESSURE) AND IS INPUT AS A CONTROL SIGNAL TO TERMINAL PIM OF THE ENGINE CONTROL MODULE (ECU).
(11) STA SIGNAL CIRCUIT
TO CONFIRM WHETHER THE ENGINE IS CRANKING, THE VOLTAGE APPLIED TO THE STARTER MOTOR DURING CRANKING IS
DETECTED AND THE SIGNAL IS INPUT INTO TERMINAL STA OF THE ENGINE CONTROL MODULE (ECU) AS A CONTROL
SIGNAL.
(12) ENGINE KNOCK SIGNAL CIRCUIT
ENGINE KNOCKING IS DETECTED BY KNOCK SENSOR AND THE SIGNAL IS INPUT INTO TERMINAL KNK AS A CONTROL
SIGNAL.
(13) ELECTRICAL LOAD SIGNAL 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.
SYSTEM OUTLINE

109
CURRENT FROM THE BATTERY IS ALWAYS FLOWING FROM THE FL MAIN " HEADLIGHT RELAY (COIL SIDE) " TERMINAL 5 OF THE
DAYTIME RUNNING LIGHT RELAY (MAIN) AND TERMINAL 14 OF THE DIMMER SW, HEADLIGHT RELAY (COIL SIDE) " TERMINAL 3 OF
THE INTEGRATION RELAY " TERMINAL 4 " TERMINAL 13 OF THE LIGHT CONTROL SW, FL MAIN " DAYTIME RUNNING LIGHT
RELAY NO. 2 (COIL SIDE) " TERMINAL 17 OF THE DAYTIME RUNNING LIGHT RELAY.
1. DAYTIME RUNNING LIGHT OPERATION
WHEN THE ENGINE IS STARTED, VOLTAGE GENERATED AT TERMINAL L OF THE GENERATOR (ALTERNATOR) IS APPLIED TO
TERMINAL 11 OF THE DAYTIME RUNNING LIGHT RELAY (MAIN).
IF THE PARKING BRAKE LEVER IS PULLED UP (PARKING BRAKE SW ON) AT THIS TIME, THE RELAY IS NOT ENERGIZED, SO THE
DAYTIME RUNNING LIGHT SYSTEM DOES NOT OPERATE. IF THE PARKING BRAKE LEVER IS RELEASED (PARKING BRAKE LEVER
SW OFF), THE SIGNAL IS INPUT TO TERMINAL 8 OF THE RELAY. THIS ACTIVATES THE RELAY ALSO, CURRENT FROM FL MAIN
FLOWES TO DAYTIME RUNNING LIGHT RELAY NO. 2 (POINT SIDE) " HEAD (UPR±LH) FUSE " TERMINAL 1 OF THE HEAD LH±HI "
TERMINAL 2 " TERMINAL 2 OF THE HEAD RH±HI " TERMINAL 1 " TERMINAL 4 OF THE DAYTIME RUNNING LIGHT RELAY NO. 3 "
TERMINAL 2 " TO GROUND, SO BOTH TAIL AND HEADLIGHT UP.
THIS IS HOW THE DAYTIME RUNNING LIGHT SYSTEM OPERATES. ONCE THE DAYTIME RUNNING LIGHT SYSTEM OPERATES AND
HEAD HAVE LIGHT UP, HEAD REMAIN ON EVEN IF THE PARKING BRAKE LEVER IS PULLED UP (PARKING BRAKE SW ON).
EVEN IF THE ENGINE STALLS WITH THE IGNITION SW ON AND THERE IS NO VOLTAGE FROM TERMINAL L OF THE GENERATOR
(ALTERNATOR), HEAD REMAIN ON. IF THE IGNITION SW IS THEN TURNED OFF, AND HEAD ARE TURNED OFF.
IF THE ENGINE IS STARTED WHILE THE PARKING BRAKE LEVER IS RELEASED (PARKING BRAKE SW OFF), THE DAYTIME RUNNING
LIGHT SYSTEM OPERATES AND TAIL, HEADLIGHT UP AS THE ENGINE STARTS.
2. HEADLIGHT OPERATION
*(WHEN THE LIGHT CONTROL SW AT THE HEAD POSITION)
WHEN THE LIGHT CONTROL SW IS SET TO HEAD POSITION, THE CURRENT FLOWING TO THE HEADLIGHT RELAY (COIL SIDE)
FLOWS TO TERMINAL 3 OF THE INTEGRATION RELAY " TERMINAL 4 " TERMINAL 13 OF THE LIGHT CONTROL SW " TERMINAL 11
" GROUND, TURNING THE HEADLIGHT RELAY ON.
THIS CAUSES THE CURRENT FLOWING TO THE HEADLIGHT RELAY (POINT SIDE) " DRL FUSE " DAYTIME RUNNING LIGHT RELAY
NO. 3 (COIL SIDE) AND DAYTIME RUNNING LIGHT RELAY NO. 4 (COIL SIDE) " GROUND, TURNING THE DAYTIME RUNNING LIGHT
RELAY NO. 3 AND NO. 4 ON. ALSO, CURRENT FROM THE HEADLIGHT RELAY (POINT SIDE) TO HEAD (LWR) FUSES " TERMINAL 1
OF THE HEADLIGHTS (LO) " TERMINAL 2 " GROUND, SO THE HEADLIGHTS (LO) LIGHT UP.
*(DIMMER SW AT FLASH POSITION)
WHEN THE DIMMER SW IS SET TO FLASH POSITION, CURRENT FLOWS FROM HEADLIGHT RELAY (COIL SIDE) " TERMINAL 14 OF
THE DIMMER SW " TERMINAL 9 " GROUND, TURNING THE HEADLIGHT RELAY ON. AT THE SAME TIME, SIGNALS ARE OUTPUT
FROM TERMINAL 12 AND TERMINAL 14 OF THE DIMMER SW TO TERMINAL 16 AND TERMINAL 5 OF THE DAYTIME RUNNING LIGHT
RELAY (MAIN), ACTIVATING THE DAYTIME RUNNING LIGHT RELAY (MAIN) AND ALSO THE DAYTIME RUNNING LIGHT RELAY NO. 2.
WHEN THE HEADLIGHT RELAY AND DAYTIME RUNNING LIGHT RELAY (MAIN) ARE ACTIVATED, THE HEADLIGHTS (LO AND HI) THEN
LIGHT UP.
*(DIMMER SW AT HIGH POSITION)
WHEN THE LIGHT CONTROL SW IS SET TO HEAD POSITION, A SIGNAL IS OUTPUT FROM TERMINAL 13 OF THE LIGHT CONTROL SW
" TERMINAL 4 OF THE INTEGRATION RELAY " TERMINAL 3 " TERMINAL 5 OF THE DAYTIME RUNNING LIGHT RELAY (MAIN).
WHEN THE DIMMER SW IS SET TO HIGH POSITION, A SIGNAL IS OUTPUT FROM TERMINAL 12 OF THE DIMMER SW TO TERMINAL 16
OF THE DAYTIME RUNNING LIGHT RELAY (MAIN). THESE SIGNALS ACTIVATE DAYTIME RUNNING LIGHT RELAY NO. 2, SO CURRENT
FLOWS FROM DAYTIME RUNNING LIGHT RELAY NO. 2 (POINT SIDE) " HEAD (UPR±LH) FUSE " TERMINAL 1 OF THE HEADLIGHT
LH±HI " TERMINAL 2 " DAYTIME RUNNING LIGHT RELAY NO. 4 (POINT SIDE) " GROUND, AND CURRENT ALSO SIMUTANEOUSLY
FLOWS FROM HEAD (UPR±RH) FUSE " DAYTIME RUNNING LIGHT RELAY NO. 3 (POINT SIDE) " TERMINAL 1 OF THE HEADLIGHT
RH±HI " TERMINAL 2 " DAYTIME RUNNING LIGHT RELAY NO. 4 (POINT SIDE), CAUSING THE HEADLIGHTS (HI SIDE) TO LIGHT UP.
D 4 DAYTIME RUNNING LIGHT RELAY (MAIN)
2±GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW AT ON POSITION
15±GROUND : ALWAYS APPROX. 12 VOLTS
8±GROUND : CONTINUITY WITH THE PARKING BRAKE LEVER PULLED UP (PARKING BRAKE SW ON)
13±GROUND : ALWAYS CONTINUITY
SYSTEM OUTLINE
SERVICE HINTS

11 3
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 SIDE),
AND TO TERMINAL (A) 3 THROUGH THE HEADLIGHT RELAY (COIL SIDE).
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.
I13 INTEGRATION RELAY
7±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
1±GROUND : ALWAYS APPROX. 12 VOLTS
(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
6±GROUND : CONTINUITY WITH FRONT LH DOOR OPEN
(A)4±GROUND : CONTINUITY WITH LIGHT CONTROL SW AT HEAD POSITION
(A)1±GROUND : CONTINUITY WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION
10±GROUND : ALWAYS CONTINUITY
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
C1232F10A28 (1MZ±FE), 30 (5S±FE)F16C28 (1MZ±FE), 30 (5S±FE)
D1234 (S/D), 35 (C/P), 36 (W/G)F10B28 (1MZ±FE), 30 (5S±FE)I13A33
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1B
1C20COWL WIRE AND J/B NO. 1 (INSTRUMENT PANEL LEFT)
1E
20COWL WIRE AND J/B NO. 1 (INSTRUMENT PANEL LEFT)
1H20FLOOR NO. 1 WIRE J/B NO. 1 (INSTRUMENT PANEL LEFT)
1M20COWL WIRE AND J/B NO. 1 (INSTRUMENT PANEL LEFT)
2G22COWL WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
2H22ENGINE WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CODESEE PAGEJOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
EF138 (1MZ±FE)ENGINE WIRE AND COWL WIREEF140 (5S±FE)ENGINE WIRE AND COWL WIRE
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
IE42LEFT KICK PANEL
IG42INSTRUMENT PANEL BRACE LH
SYSTEM OUTLINE
SERVICE HINTS

11 4
TURN SIGNAL AND HAZARD WARNING LIGHT (S/D, C/P)
2F 2
2 1
2 1
IE EB BO EA IG11
1
I7 I7
I11
I11
ED1 4
IJ1 9
BZ1 10 BZ111 F37956 581
3
5 5 B
11 B F10 8
12 2
1
ED1 1 FROM POWER S OURCE SY STE M(
SEE PAGE 64)
OFF
ONRH
LH TURN HAZARD10A
HAZ
G±Y
G±B
L
W G±R
G±BG±W
G± B
G±Y G±B
G±YW±B W±B
G±B
G±B
G±Y
G±Y
W±BG±B G±B
G±Y
W±B
W±B W±BW±B W±B W±B W±B
HAZARD SWTURN SIGNAL SW
[COMB. SW]
REAR TRUN SIGNAL LIGHT LH
[REAR COMB. LIGHT LH]FRONT TURN SIGNAL
LIGHT LH
REAR TURN SIGNAL LIGHT RH
[REAR COMB. LIGHT RH]
G±B
G±Y
TURN SIGNAL
FL AS HER
TURN SIGNAL
INDICATOR LIGHT
[COMB. METER]
FRONT TURN SIGANL
LIGHT RH F7
R8
R10
F8
C8 J1
J1
C12
H7
JUNCTION
CONNECTOR
JUNCTION
CONNE CTOR
LH RH
G±Y
G±W G±B
G±B
G±W
G±Y
G±Y
G±Y
1A 2 7. 5A
TURN
1A 4
1H 16
1C 8
1M 53D 6
3C 18
1C 11
1M 1

11 5
TURN SIGNAL FLASHER
(1) 2±GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON OR HAZARD SW ON
(1) 1±GROUND : CHANGES FROM APPROX. 12 TO 0 VOLTS WITH IGNITION SW ON AND TURN SIGNAL SW LEFT OR RIGHT, OR
HAZARD SW ON
(1) 3±GROUND: ALWAYS CONTINUITY
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
C 832F 828 (1MZ±FE), 30 (5S±FE)R 834 (S/D), 35 (C/P)
C1232H 733R1034 (S/D), 35 (C/P)
F 728 (1MZ±FE), 30 (5S±FE)J 133
: RELAY BLOCKS
CODESEE PAGERELAY BLOCKS (RELAY BLOCK LOCATION)
125R/B NO. 1 (LEFT KICK PANEL)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1A20COWL WIRE AND J/B NO 1 (INSTRUMENT PANEL LEFT)1C20COWL WIRE AND J/B NO. 1 (INSTRUMENT PANEL LEFT)
1H20FLOOR NO. 1 WIRE J/B NO. 1 (INSTRUMENT PANEL LEFT)
1M20COWL WIRE AND J/B NO. 1 (INSTRUMENT PANEL LEFT)
2F22COWL WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
3C24COWL WIRE AND J/B NO 3 (BEHIND COMBINATION METER)3D24COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CODESEE PAGEJOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
ED138 (1MZ±FE)COWL WIRE AND ENGINE ROOM MAIN WIREED140 (5S±FE)COWL WIRE AND ENGINE ROOM MAIN WIRE
IJ142FLOOR NO. 1 WIRE AND COWL WIRE
BZ146 (S/D)LUGGAGE ROOM NO 1 WIRE AND FLOOR NO 1 WIREBZ148 (C/P)LUGGAGE ROOM NO. 1 WIRE AND FLOOR NO. 1 WIRE
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
EA38 (1MZ±FE)FRONT RIGHT FENDEREA40 (5S±FE)FRONT RIGHT FENDER
EB38 (1MZ±FE)FRONT LEFT FENDEREB40 (5S±FE)FRONT LEFT FENDER
IE42LEFT KICK PANEL
IG42INSTRUMENT PANEL BRACE LH
BO46 (S/D)LEFT QUARTER PILLARBO48 (C/P)LEFT QUARTER PILLAR
: SPLICE POINTS
CODESEE PAGEWIRE HARNESS WITH SPLICE POINTSCODESEE PAGEWIRE HARNESS WITH SPLICE POINTS
I 744COWL WIREI1144COWL WIRE
SERVICE HINTS

11 6
TURN SIGNAL AND HAZARD WARNING LIGHT (S/D, C/P)

11 7
TURN SIGNAL AND HAZARD WARNING LIGHT (W/G)

11 8
TURN SIGNAL AND HAZARD WARNING LIGHT (W/G)
2F 2
2 1
2 1
IE EB BL EA IG11
1
I7 I7
I11
I11
ED1 4
IJ1 2
Bb1 4 F37956 581
3
3 3 B
44 B F10 8
12 2
1
ED1 1 FROM POWER SOURCE SYSTEM(
SEE PAGE 64)
OFF
ONRH
LH TURN HAZARD10A
HAZ
G±Y
G±B
L
W G±R
G±BG±W
G±B
G±Y G±B
G±YW±B W±B
G±B
G±Y
G±Y
W±BG±B G±B
G±Y
W±B
W±B W±BW±BW±B W±B W±B
HAZARD SWTURN SIGNAL SW
[COMB. SW]
REAR TRUN SIGNAL LIGHT LH
[REAR COMB. LIGHT LH]FRONT TURN SIGNAL
LIGHT LH
REAR TURN SIGNAL LIGHT RH
[REAR COMB. LIGHT RH]
G±B
G±Y
TURN SIGNAL
FL AS HER
TURN SIGNAL
INDICATOR LIGHT
[COMB. METER]
FRONT TURN SIGANL
LIGHT RH F7
R8
R10
F8
C8 J1
J1
C12
H7
JUNCTION
CONNECTOR
JUNCTION
CONNECTOR
LH RH
G±Y
G±W G±B
G±B
G±W
G±Y G±Y
G±Y
C C
W±B
JUNCTION
CONNECTOR J5
BQ
1A 2 TURN
1A 4
1H 16
1C 8
1M 5
1C 11
1M 1
3D 6
3C 18
7. 5A

11 9
TURN SIGNAL FLASHER
(1) 2±GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON OR HAZARD SW ON
(1) 1±GROUND : CHANGES FROM APPROX. 12 TO 0 VOLTS WITH IGNITION SW ON AND TURN SIGNAL SW LEFT OR RIGHT,
OR HAZARD SW ON
(1) 3±GROUND: ALWAYS CONTINUITY
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
C 832F 828 (1MZ±FE), 30 (5S±FE)J 536
C1232H 733R 836 (W/G)
F 728 (1MZ±FE), 30 (5S±FE)J 133R1036 (W/G)
: RELAY BLOCKS
CODESEE PAGERELAY BLOCKS (RELAY BLOCK LOCATION)
125R/B NO. 1 (LEFT KICK PANEL)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1A20COWL WIRE AND J/B NO 1 (INSTRUMENT PANEL LEFT)1C20COWL WIRE AND J/B NO. 1 (INSTRUMENT PANEL LEFT)
1H20FLOOR NO. 1 WIRE J/B NO. 1 (INSTRUMENT PANEL LEFT)
1M20COWL WIRE AND J/B NO. 1 (INSTRUMENT PANEL LEFT)
2F22COWL WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
3C24COWL WIRE AND J/B NO 3 (BEHIND COMBINATION METER)3D24COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CODESEE PAGEJOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
ED138 (1MZ±FE)COWL WIRE AND ENGINE ROOM MAIN WIREED140 (5S±FE)COWL WIRE AND ENGINE ROOM MAIN WIRE
IJ142FLOOR NO. 1 WIRE AND COWL WIRE
Bb150 (W/G)LUGGAGE ROOM NO. 1 WIRE AND FLOOR NO. 1 WIRE
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
EA38 (1MZ±FE)FRONT RIGHT FENDEREA40 (5S±FE)FRONT RIGHT FENDER
EB38 (1MZ±FE)FRONT LEFT FENDEREB40 (5S±FE)FRONT LEFT FENDER
IE42LEFT KICK PANEL
IG42INSTRUMENT PANEL BRACE LH
46 (S/D)
BL48 (C/P)UNDER THE LEFT QUARTER PILLARBL
50 (W/G)
UNDER THE LEFT QUARTER PILLAR
BQ50 (W/G)LOWER BACK PANEL CENTER
: SPLICE POINTS
CODESEE PAGEWIRE HARNESS WITH SPLICE POINTSCODESEE PAGEWIRE HARNESS WITH SPLICE POINTS
I 744COWL WIREI1144COWL WIRE
SERVICE HINTS

158
POWER WINDOW
WHEN THE IGNITION SW IS TURNED ON, CURRENT FLOWS THROUGH THE GAUGE FUSE TO TERMINAL 1 OF THE POWER MAIN
RELAY " TERMINAL 2 " TO GROUND. THIS ACTIVATES THE RELAY AND THE CURRENT FLOWING TO TERMINAL 5 OF THE RELAY
FROM POWER FUSE FLOWS TO TERMINAL 3 OF THE RELAY " TERMINAL 7 OR 8 (EX. C/P), 9 (C/P) OF THE POWER WINDOW
MASTER SW " TO TERMINAL 5 OF THE POWER WINDOW SW.
1. MANUAL 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 (EX. C/P), 9 (C/P) OF THE POWER WINDOW MASTER SW FLOWS TO TERMINAL 6 (EX. C/P), 3 (C/P) OF
THE MASTER SW " TEMINAL 2 OF THE POWER WINDOW MOTOR " TERMINAL 1 " TERMINAL 13 (EX. C/P), 4 (C/P) OF THE MASTER
SW " TERMINAL 2 OR 1 (EX. C/P), 6 (C/P) " 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 (EX. C/P), 9 (C/P) OF THE POWER WINDOW MASTER SW TO TERMINAL 13 (EX. C/P), 4 (C/P) OF THE MASTER
SW CAUSES THE FLOW OF CURRENT FROM TERMINAL 1 OF THE MOTOR " TERMINAL 2 " TERMINAL 6 (EX. C/P), 3 (C/P) OF THE
MASTER SW " TERMINAL 2 OR 1 (EX. C/P), 3 (C/P) " 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 (EX, C/P), 4 (C/P) OF THE MASTER SW " TERMINAL 1
OF THE POWER WINDOW MOTOR " TERMINAL 2 " TERMINAL 6 (EX. C/P), 3 (C/P) OF THE MASTER SW " TERMINAL 2 (EX. C/P), 6
(C/P) " 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 DESENDED, THE CURRENT FLOW BETWEEN TERMINAL 6 (EX. C/P), 3 (C/P) OF
THE MASTER SW AND TERMINAL 2 (EX. C/P), 6 (C/P) INCREASES. AS A RESULT, THE SOLENOID STOPS OPERATING, THE AUTO SW
TURNS OFF AND FLOW FROM TERMINAL 7 (EX. C/P), 9 (C/P) OF THE MASTER SW TO TERMINAL 13 (EX. C/P), 4 (C/P) IS CUT OFF,
STOPPING THE MOTOR SO THAT AUTO STOP OCCURS.
3. STOPPING OF AUTO DOWN AT DRIVER'S WINDOW
HEN 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 (EX. C/P), 3 (C/P) 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 (EX. C/P), 7 (C/P) OF THE MASTER SW " TERMINAL 1
OR 2 (EX. C/P), 6 (C/P) " 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
DECENDS, 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 OR 2 (EX. C/P), 6 (C/P) 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.
5. KEY OFF POWER WINDOW OPERATION
WITH IGNITION SW TURNED FROM ON TO OFF DOOR LOCK CONTROL RELAY OPERATES AND CURRENT FLOWS FROM POWER
FUSE TO TERMINAL 8 OF THE RELAY " TERMINAL 15 " TERMINAL 1 OF POWER MAIN RELAY " TERMINAL 2 " TO GROUND FOR
ABOUT 60 SECOND. THE SAME AS NORMAL OPERATION, THE CURRENT FLOWS FROM POWER FUSE " TERMINAL 5 OF THE
POWER MAIN RELAY " TERMINAL 3 " TERMINAL 7 OR 8 (EX. C/P), TERMINAL 9 (C/P) OF THE POWER WINDOW MASTER SW AND
TERMINAL 3 OF THE POWER MAIN RELAY " TO TERMINAL 5 OF THE POWER WINDOW SW. AS A RESULT, FOR ABOUT 60 SECOND
AFTER THE IGNITION SW IS TURNED OFF, THE FUNCTIONING OF THIS RELAY MAKES IT POSSIBLE TO RAISE AND LOWER THE
POWER WINDOW. ALSO, BY OPENING THE FRONT DOOR (DOOR OPEN DETECTION SW ON) WITHIN ABOUT 60 SECOND AFTER
TURNING THE IGNITION SW TO OFF, A SIGNAL IS INPUT TO DOOR LOCK CONTROL RELAY. AS A RESULT, THE RELAY TURNS OFF
AND UP AND DOWN MOVEMENT OF THE POWER WINDOW STOPS.
SYSTEM OUTLINE