ESP LEXUS SC300 1991 Service Repair Manual

TOTAL DIAGNOSTIC
COMMUNICATION LINK (TDCL)
The TDCL is provided inside the cabin (located under the left side
instrument panel) as a connector exclusively for diagnosis of data
from the engine, ECT, ABS, A/C, Airbag and Cruise Control Sys-
tem to improve serviceability. The check connector inside the en-
gine compartment is used for engine adjustment.
Connecting the following terminals of the TDCL to terminal E1 se-
lects the diagnosis mode shown.
NOTICE: Never make a mistake with the terminal connection
position as this will cause a malfunction.
TerminalSystem
TE1Engine and ECT (Normal mode)
TE2 and TE1Engine and ECT (Test mode)
TcABS, A/C, Airbag, Traction Control and Cruise
Control System
TTECT
Refer to the respective system for the inspection method.
HINT: By connecting the TDCL up to a monitor specifically de-
signed for use with the TDCL, the diagnosis result for each system
can be read easily.
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INTRODUCTION Total Diagnostic Communication Link (TDCL)IN±7
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[4] DIAGNOSTIC CODE CHART
The inspection procedure is shown in the table below. This table permits efficient and accurate troubleshooting
using the trouble codes displayed in the diagnostic code check. Proceed with \
troubleshooting in accordance
with the inspection procedure given in the diagnostic chart corresponding to the trouble codes displayed. The
engine diagnostic code chart is shown below as an example.
IN±22±
INTRODUCTION How to Troubleshoot ECU Controlled Systems
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MANUAL SHIFTING TEST
AT0QV±01
HINT: With this test, it can be determined whether the trouble
is within the electrical circuit or is a mechanical problem in the
transmission.
1. DISCONNECT SOLENOID WIRE
2. INSPECT MANUAL DRIVING OPERATION Check that the shift and gear positions correspond with the
table below.
 Shift Position Gear Position
 D PositionO/D 2 Position3rd L Position1st 

R PositionReverse
 P PositionPawl Lock
HINT: If the L, 2 and D position gear positions are difficult to
distinguish, perform the following road test.
w
While driving, shift through the L, 2 and D positions.
Check that the gear change corresponds to the shift
position.
If any abnormality is found in the above test, the problem is
in the transmission itself.
3. CONNECT SOLENOID WIRE
4. CANCEL OUT DIAGNOSTIC TROUBLE CODE (See page AT±39)
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A304E (1UZ±FE) AUTOMATIC TRANSMISSION TROUBLESHOOTINGAT±59
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*1: ªOº mark means ªO/D OFFº light blinks once every 2 seconds.\
ªXº mark means ªO/D OFFº light never
blinks.
*2: ªOº mark means the ECM memorizes the malfunction code if the ECM detects the diag. trouble \
code
detection condition.
*3: This indicates items for which ª2 trip detection logicº is use\
d. With this logic, when a logic malfunction
is first detected, the malfunction is temporarily stored in the ECM memory. If the same case is detected
again during the second drive test, this second detection causes the O/F\
OFF Light to blink.
The 2 trip repeats the same mode twice. (However, the IG switch must be turned OFF between the 1st trip
and 2nd trip.)
HINT:

If the malfunction returns to normal while a malfunction warning is being \
output, the O/D OFF indicator
light stops blinking and goes off.
However, the malfunction code is retained in memory until it is cleared from me\
mory.

If the diagnosis system outputs a malfunction code even though the O/D OFF indicator was not
blinking, there is intermittent trouble. Check all the connections in the circuit\
s corresponding to that
code.

If the vehicle speed sensors No.1 and No.2 happen to fail simultaneously\
, the ECM will neither alert
the driver by blinking the O/D OFF indicator nor record any diagnostic t\
rouble code. It will, however,
decide that the vehicle can be driven only in 1st and none of the other gears, shifting \
upwards will then
be prohibited.

Codes 46, 62, 63 and 64 are limited to short or open circuits in the electric\
al system comprised of the
solenoids, wire harnesses and connectors. The ECM is unable to detect mechanical t\
rouble (sticking,
for example) in the solenoid valves.
AT±62
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A304E (1UZ±FE) AUTOMATIC TRANSMISSION TROUBLESHOOTING
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AT±66
IN±33
WIRING DIAGRAM
Pattern Select Switch Circuit
CIRCUIT DESCRIPTION
The ECM memory contains the shift programs for the NORMAL and POWER pattern\
s, 2 position and L
position and the lock±up patterns. Following the programs corresponding to the\
signals from the pattern
select switch, the park/neutral position switch and other various sensor\
s the ECM switches the solenoid
valves ON and OFF, thereby controlling the transmission gear change and the lock±up cl\
utch operation.
DIAGNOSTIC CHARTDIAGNOSTIC CHART
AT±110±
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3. ELECTRONIC CONTROL SYSTEMThe electronic control system for the A340E automatic transmission provides\
extremely precise control of
the gear shift timing and lock±up timing in response to driving conditio\
ns as sensed by various sensors
located throughout the vehicle and in response to the engine's running condition.
At the same time, the ECM control reduces vehicle squat when the vehicle s\
tarts out and gear shift shock.
The electronic control system is also equipped with a self diagnosis sys\
tem which diagnoses malfunctions
of electronically controlled components and warns the driver, and a fail±safe system which makes it pos-
sible for the vehicle to continue functioning when a malfunction occurs.
CONSTRUCTION The electronic control system can be broadly divided onto 3 groups; the \
sensors, ECM and actuators.
AT±8±
A304E (1UZ±FE) AUTOMATIC TRANSMISSION OPERATION
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HOW TO PROCEED WITH TROUBLESHOOTING
AT09N±0D
1. CUSTOMER PROBLEM ANALYSISUsing the customer problem analysis check sheet for reference, ask the c\
ustomer in as much detail as
possible about the problem.
2. CHECK AND CLEAR THE DIAGNOSTIC TROUBLE CODES (PRECHECK) Before confirming the problem symptom, first check if there are any diagnostic\
trouble malfunction codes
stored in memory. When there are malfunction codes, make a note of them, then clear them\
and proceed
to ª3. Problem Symptom Confirmationº.
3. PROBLEM SYMPTOM CONFIRMATION Confirm the problem symptoms.
4. SYMPTOM SIMULATION If the problem does not reappear, be sure to simulate the problem by mainly checking the circuits indica\
ted
by the diagnostic trouble code in step 2., using ªProblem Simulation me\
thodº.
5. DIAGNOSTIC TROUBLE CODE CHECK Check the diagnostic trouble codes. Check if there is abnormality in the\
sensors or the wire harness.
If a malfunction code is output, proceed to ª6. Diagnostic Trouble Code Chartº.
If the normal code is output, proceed to ª11. Matrix Chart of Problem Symptomsº.
Be sure to proceed to ª6. Diagnostic Trouble Code Chartº after the steps 2. and 3. are completed.
If troubleshooting is attempted only by following the malfunction code sto\
red in the memory is output, errors
could be made in the diagnosis.
6. DIAGNOSTIC TROUBLE CODE CHART If a malfunction code is confirmed in the diagnostic trouble code check, p\
roceed to the inspection proce-
dure indicated by the matrix chart for each diagnostic trouble code.
7. PRELIMINARY CHECK Carry out a preliminary check of the transmission oil level, throttle ca\
ble adjustment, etc.
8. SHIFT POSITION SIGNAL CHECK
Carry out the shift position signal check when the transmission gears do\
not up±shift, down±shift or lock±
up. This is to check the output condition from the ECM to each solenoid. If the r\
esults are NG, then it is
likely that the trouble is in the electrical system (particularly in th\
e sensors or the ECM).
Proceed to Part 1 (Electrical System) under ª11. Matrix Chart of Problem Symptomsº. If all the circuits speci-
fied in Part 1 are OK, check the ECM and replace it.
9. MECHANICAL SYSTEM TEST (Stall Test, Time Lag Test, Line Pressure Test, Accumulator Back Pressure Test)
If the malfunction is found in the stall test, time lag test, line press\
ure test or accumulator back pressure
test, check the parts indicated in the respective tests. If the problem is th\
at ªshift shock is largeº, perform
the accumulator back pressure test.
10. MANUAL SHIFTING TEST If the results of the manual driving test are NG, it is likely that the trouble is in the mechanical system or
hydraulic system. Proceed to Part 2 (Mechanical System) under the Matrix Chart \
of Problem Symptoms.
AT±32
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A304E (1UZ±FE) AUTOMATIC TRANSMISSION TROUBLESHOOTING
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AUDIO SYSTEM
System Description
RADIO WAVE BAND
The radio wave bands used in radio broadcasting are as follows:
Frequency 30 kHz300 kHz 3 MHz30 MHz300 MHz
DesignationLFMFHFVHF
Radio waveAM
eFM
e
Modulation methodAmplitude modulationFrequency modulation
LF: Low Frequency MF: Medium Frequency HF: High Frequency VH\
F: Very High Frequency
SERVICE AREA
There are great differences in the size of the service area for
AM, FM monaural, and FM stereo broadcasting. Thus it may
happen that FM broadcasts cannot be received even though
AM comes in very clearly.
Not only does FM stereo have the smallest service area, but
it also picks up static and other types of interference (ºnoiseº)
easily.
RECEPTION PROBLEMS
Besides the problem of static, there are also the problems
called ºfadingº, ºmultipathº and ºfade outº. These pro\
blems
are caused not by electrical noise but by the nature of the ra-
dio waves themselves.
Fading
Besides electrical interference, AM broadcasts are also sus-
ceptible to other types of interference, especially at night.
This is because AM radio waves bounce off the ionosphere
at night. These radio waves then interfere with the signals
from the same transmitter that reach the vehicle's antenna di-
rectly. This type of interference is called ºfadingº.
Multipath
One type of interference caused by the bouncing of radio
waves off of obstructions is called ºmultipathº. Multipath oc-
curs when a signal from the broadcast transmitter antenna
bounces off of buildings and mountains and interferes with
the signal that is received directly.
Fade Out
Because FM radio waves are of higher frequencies than AM
radio waves, they bounce off of buildings, mountains, and
other obstructions. For this reason, FM si gnals often seem to
gradually disappear or fade away as the vehicle goes behind
a building or other obstruction. This is called ºfade outº.
BE±196
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BODY ELECTRICAL SYSTEM Audio System
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NGOK
INSPECTION PROCEDURE
1Check voltage between terminals LSWD1, LSWP and LSWD2 of ECU connector a\
nd body
ground.
C
OK
P1. Remove the rear seat and RH quarter trim panel.
2. Remove the ECU.
3. Turn ignition switch on.
Measure voltage between terminals LSWD1, LSWP
and LSWD2 of ECU connector and body ground, when
the respective door lock knob involved is pushed to the
lock side.
Voltage: 8 ± 10 V
Proceed to next circuit inspection shown on matrix chart
(See page BE±454).
Check and repair harness and connector between ECU and door unlock detec\
tion switch.
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BODY ELECTRICAL SYSTEM Wireless Door Lock Control SystemBE±463
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(c) Use a volt/ohmmeter with high impedance (10 k/Vminimum) for troubleshooting of the electrical circuit.
Check the Bulb
(a) Remove the bulb.
(b) There s hould be continuity between the respective
terminals of the bulb together with a certain amount of
resistance.
(c) Apply the two leads of the ohmmeter to each of the terminals.
(d) Apply battery voltage and check that the bulb light up.
Check for Short Circuit
(a) Remove the blown fuse and eliminate all loads from the fuse.
(b) Connect a test bulb in place of the fuse.
(c) Establish conditions in which the test bulb comes on.
Example:
(A)±Ignition SW on
(B)±Ignition SW and SW 1 on
(C)±Ignition SW, SW 1 and Relay on (Connect the Relay) and
SW 2 off (or Disconnect SW 2)
(d) D i s c onnect and reconnect the connectors while
watching the test bulb. The short lies between the
connector where the test bulb stays lit and the connector
where the bulb goes out.
(e) Find the exact location of the short by lightly shaking the problem wire along the body.
BE±6
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BODY ELECTRICAL SYSTEM General Information
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