transmission TOYOTA CAMRY 1999 Service Repair Manual

E5 ENGINE COOLANT TEMP. SENSOR
1±2 : Approx. 15.04 kW (±20C, ±4F)
Approx. 5.74 kW (0C, 32F)
Approx. 2.45 kW (20C, 68F)
Approx. 1.15 kW (40C, 104F)
Approx. 0.584 kW (60C, 140F)
Approx. 0.318 kW (80C, 176F)
E7 (A), E8 (B), E9 (C), E10 (D), E11 (E)
ENGINE CONTROL MODULE
Voltage at engine control module wiring connector
BATT±E1 : Always 9.0±14.0 volts
+B±E1 :9.0±14.0 volts (Ignition SW at ON position)
VC±E2 : Always 4.5±5.5 volts (Ignition SW at ON position)
VTA1±E2 :0.3±0.8 volts (Ignition SW on and throttle valve fully closed)
:3.2±4.9 volts (Ignition SW on and throttle valve fully open)
VG±E2G :1.1±1.5 volts (Engine idling and A/C SW OFF position)
THA±E2 :0.5±3.4 volts (Engine idling and intake air temp. 20°C, 68°F)
THW±E2 :0.2±1.0 volts (Engine idling and engine coolant temp. 80°C, 176°F)
IGF±E1 :4.5±5.5 volts (Ignition SW at ON position)
Pulse generation (Engine idling)
G22+±NE± : Pulse generation (Engine idling)
NE+±NE± : Pulse generation (Engine idling)
NSW±E1 :9.0±14.0 volts (Ignition SW on and other shift position in P or N position)
Below 3.0 volts (Ignition SW on and shift position in P or N position)
SPD±E1 : Pulse generation (Ignition SW on and rotate driving wheel slowly)
TC±E1 :9.0±14.0 volts (Ignition SW at ON Position)
W±E1 : Below 3.0 volts
A/C±E1 : Below 2.0 volts (Engine idling and A/C SW on)
9.0±14.0 volts (A/C SW off)
ACT±E1 :9.0±14.0 volts (Engine idling and A/C SW on)
Below 2.0 volts (A/C SW off)
ACIS±E01 :9.0±14.0 volts (Ignition SW at ON position)
STA±E1 :6.0 volts or more (Engine cranking)
THG±E2 :4.5±5.5 volts (Ignition SW at ON position)
ELS±E1 :7.5±14.0 volts (Taillight SW at ON position)
0±1.5 volts (Taillight SW at OFF position)
ELS2±E1 :7.5±14.0 volts (Defogger SW at ON position)
0±1.5 volts (Defogger SW at OFF position)
EGR±E01 :9.0±14.0 volts (Ignition SW at ON position)
FC±E1 :9.0±14.0 volts (Ignition SW at ON position)
0±3.0 volts (Engine idling)
EVP1±E01 :9.0±14.0 volts (Ignition SW at ON position)
CF±E1 :9.0±14.0 volts (Electric cooling fan is operating on high speed)
0±2.0 volts (Electric cooling fan is operating on low speed or off)
TACH±E1 : Pulse generation (Engine idling)
TPC±E1 :9.0±14.0 volts (Ignition SW on and disconnect the vacuum hose from the vapor pressure sensor)
PTNK±E1 :3.0±3.6 volts (Ignition SW at ON position)
1.3±2.1 volts (Ignition SW on and apply vacuum 2.0 kpa (15.0 mmHg, 0.6 in.Hg)
STP±E1 :7.5±14.0 volts (Ignition SW on and brake pedal depressed)
Below 1.5 volts (Ignition SW on and brake pedal released)
SIL±E1 : Pulse generation (During transmission)
RSC, RSO±E01 :9.0±14.0 volts (Ignition SW on and disconnect E 7 of engine control module connector)
KNKL, KNKR±E1 : Pulse generation (Engine idling)
HTS, HTL, HTR±E03 :9.0±14.0 volts (Ignition SW at ON position)
0±3.0 volts (Engine idling)
OXS, OXL, OXR±E1 : Pulse generation (Maintain engine speed at 2500 rpm for two minutes after warning up)
IGT1, IGT2, IGT3±E1 : Pulse generation (Engine idling)
#10, #20, #30, #40, #50, #60±E01 :9.0±14.0 volts (Ignition SW at ON position)
Pulse generation (Engine idling)
SERVICE HINTS

ENGINE CONTROL (5S±FE)
This system utilizes an engine control module 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. signal circuit
The engine coolant temp. sensor detects the engine coolant temp. and has a built±in thermistor with a resistance which
varies according to the engine coolant temp. thus the engine coolant temp. is input in the form of a control signal into
TERMINAL THW of the engine control module.
(2) Intake air temp. signal circuit
The intake air temp. sensor detects the intake air temp., which is input as a control signal into TERMINAL THA of the
engine control module.
(3) Oxygen sensor signal circuit
The oxygen density in the exhaust gases is detected and input as a control signal into TERMINAL OX1 (except
California) and OX2 of the engine control module.
(4) RPM signal circuit
Camshaft position and crankshaft position are detected by the camshaft position sensor and crankshaft position sensor.
Camshaft position is input as a control signal to TERMINAL G+ of the engine control module, and engine RPM is input
into TERMINAL NE+.
(5) Throttle signal circuit
The throttle position sensor detects the throttle valve opening angle, which is input as a control signal into TERMINAL
VTA of the engine control module.
(6) Vehicle speed signal circuit
The vehicle speed sensor, installed inside the transmission, detects the vehicle speed and inputs a control signal into
TERMINAL SPD of the engine control module.
(7) Park/Neutral position SW signal circuit (A/T)
The Park/Neutral position SW detects whether the shift position are in neutral, parking or not, and inputs a control signal
into TERMINAL STA of the engine control module.
(8) A/C SW signal circuit
The A/C amplifier function is built in the engine control module. The A/C SW signal inputs into the TERMINAL A/C SW of
the engine control module.
(9) Battery signal circuit
Voltage is constantly applied to TERMINAL BATT of the engine control module. When the ignition SW is turned on, the
voltage for engine control module start±up power supply is applied to TERMINAL +B of engine control module via EFI
relay.
(10) Intake air volume signal circuit
Intake air volume is detected by the manifold absolute pressure sensor (for manifold pressure) and is input as a control
signal into TERMINAL PIN of the engine control module.
(11) Starter 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 NSW of the engine control module as a control signal.
(12) Engine knock signal circuit
Engine knocking is detected by knock sensor 1 and the signal is input into TERMINAL KNK as a control signal.
(13) Electrical load signal circuit
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.
(14) Air fuel ratio signal circuit (California)
The air fuel ratio is detected and input as a control signal into TERMINAL AF+ of the engine control module.
SYSTEM OUTLINE

ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR
15A
EFIFROM POWER SOURCE S YS TEM (
SEE PAGE 50)
2J 815A
STOP
1C 7
23 15
2F 42J2
1R 4
1R 51 2
1 2
2 1
A 15 A 1D 2D23 D14 D 18
E 7E9E19 E20 E14 E26 A B
B BI 2
1 2
EBA
63241 A3
G±WB±YB±Y W± B W±B
G± W G±W W
BR
BR G± BL Y
BR L±B L±B
V
P±L
B±Y
W±L
R
G GJUNCTION
CONNECTORB J27 J28AEFI RELAY
SLN+ NC2+ NC2± BA TTVC
STOP LIGHT SW
THROTTLE POSI TI ON
SENSOR
ENGINE COOLANT TEMP. SENSOR
ELECTRONICALLY CONTROLLED
TRANSMISSION SOLENOID
VEHICLE SPEED SENSOR
(
ELECTRONICALLY CONTROLLED
TRANSMISSION)
E 3
V 3S 6
T 2
E 5 B
W
Y
L
R
S2 S1 SL SLN± SLN+ BB24
CRUISE CONTROL ECU C156 13 14
L±BL±R
Y±B
ECT IDL ODA ENGINE CONTROL MODULEB E 7 E 8ADE10 EE11 A 16
B±Y
+B 2C 5
W± B W±B
STP
VTA1
THW IDLO
OD1
SLN± JUNCTION
CONNECTOR J26
L±B5A
IGN
1W 7
A 2
B±RB±R
2K 7
A 8
B±W B±W
C CJUNCTION
CONNECTOR J35
IGSW
S1 SLE2
S25A
STARTER
1J 3
B 20
B±WB±W
B BJUNCTION
CONNECTOR J29
II27
,
,
A A
B C
JUNCTION
CONNECTORB J27 J28A
, , , MRELNSW
4E8

ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR
A 6A11 A7A10 A8A9
B 16
IF II2 5 II26II29IJ11II33II24
IG3 16 IG313 IG314IG3 15 LL 2L DL NL RL PL
43109872
1V 5
1H 10 EE
DDA
AA E
DA
AR±B R±L
W±B
Y
O
B±R
R
R±B
G±WY
L±W
B±RY
L±W
B±R
R
R±B
G± W W± B W± B
COMBINATION METERB C 8 C 9
ACC10
JUNCTION
CONNECTOR J 5A/T INDICATOR LIGHT SW
[PARK/NEUTRAL POSITION SW] P 1
JUNCTION
CONNECTOR J29JUNCTION
CONNE CTOR J29 L
2
D
N
R
PY
L±W
B±R
R
R±B
G±W
W± BR±B R±B L±WY R±L
G±W
C
(
*4)
O
(
*3)
(
*4)
O
(
*3) (
*4)
O
(
*3)
, , * 3 : TMMK MADE
* 4 : TMC MADE

(1MZ±FE)
Previous automatic transaxle have selected each gear shift using the mechanically controlled throttle hydraulic pressure,
governor hydraulic pressure and lock±up hydraulic pressure. The electronically controlled transmission, however, electrically
controls the line pressure and lock±up pressure etc., through the solenoid valve. Engine control module 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 engine control module selects the shift for each gear which is most appropriate to the driving conditions,
based on input signals from the engine coolant temp. sensor to TERMINAL THW of the engine control module, and also the
input signals to TERMINAL NC2+ of the engine control module from the vehicle speed sensor devoted to the O/D direct
clutch. Current is then output to the electronically controlled transmission solenoid. When shifting to 1st speed, current flows
from TERMINAL S1 of the engine control module to TERMINAL 3 of the electronically controlled transmission solenoid to
GROUND, and continuity to the No.1 solenoid causes the shift.
For the 2nd speed, current flows from TERMINAL S1 of the engine control module to TERMINAL 3 of the electronically
controlled transmission solenoid to GROUND, and from TERMINAL S2 of the engine control module to TERMINAL 6 of the
electronically controlled transmission solenoid to GROUND, and continuity to solenoids No.1 and No.2 causes the shift.
For the 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 engine control module judges from each signal that lock±up operation conditions have been met, current flows
from TERMINAL SL of the engine control module to TERMINAL 2 of the electronically controlled transmission solenoid to
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 STP of
the engine control module, the engine control module operates and continuity to the lock±up solenoid is cut.
4. OVERDRIVE CIRCUIT
*Overdrive 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 engine
control module and engine control module operation causes gear shift when the conditions for overdrive are met.
*Overdrive off
When the O/D main SW is turned to off (O/D off indicator light turns on), 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 engine control module and engine control module operation prevents shift into overdrive.
E7 (A), E8 (B), E10 (D), E11 (E) ENGINE CONTROL MODULE (TURN ON THE IGNITION SW)
S1, S2±E1 :9.0±14.0 volts with the solenoid on
0±1.5 volts with the solenoid off
L±E1 :7.5±14.0 volts with the shift lever at L position
2±E1 :7.5±14.0 volts with the shift lever at 2 position
R±E1 :7.5±14.0 volts with the shift lever at R position
STP±E1 :7.5±14.0 volts with the brake pedal depressed
THW±E2 :0.2±1.0 volts with the engine coolant temp. 80°C (176°F)
VAT1±E2 :0.3±0.8 volts with the throttle valve fully closed
3.2±4.9 volts with the throttle valve fully opened
VC±E2 :4.5±5.5 volts
OD2±E1 :9.0±14.0 volts with the O/D main SW turned off
0±3.0 volts with the O/D main SW turned on
+B±E1 :9.0±14.0 volts
OD1±E1 :9.0±14.0 volts
E3 ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID
2, 3, 6±GROUND : Each 11±15 W
O2 O/D MAIN SW
2±4 : Closed with the O/D main SW off, open with the O/D main SW on
SYSTEM OUTLINE
SERVICE HINTS

ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR
: PARTS LOCATION
CodeSee PageCodeSee PageCodeSee Page
C8A30E11E30J28B31
C9B30J431J2931
C10C30J531J3531
C1530J631O231
E326 (1MZ±FE)J1531P127 (1MZ±FE)
E526 (1MZ±FE)J2231S631
E7A30J2431T227 (1MZ±FE)
E8B30J2631V227 (1MZ±FE)
E10D30J27A31V327 (1MZ±FE)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CodeSee PageJunction Block and Wire Harness (Connector Location)
1C20Cowl Wire and Instrument Panel J/B (Lower Finish Panel)
1D20Instrument Panel Wire and Instrument Panel J/B (Lower Finish Panel)1H20Instrument Panel Wire and Instrument Panel J/B (Lower Finish Panel)
1J
1R20Cowl Wire and Instrument Panel J/B (Lower Finish Panel)1V20Cowl Wire and Instrument Panel J/B (Lower Finish Panel)
1W
2C22Engine Room Main Wire and Engine Room J/B No 2 (Engine Compartment Left)2F22Engine Room Main Wire and Engine Room J/B No.2 (Engine Compartment Left)
2J22Cowl Wire and Engine Room J/B No 2 (Engine Compartment Left)2K22Cowl Wire and Engine Room J/B No.2 (Engine Compartment Left)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CodeSee PageJoining Wire Harness and Wire Harness (Connector Location)
IG340Instrument Panel Wire and Cowl Wire (Under the Blower Motor)
II242Engine Wire and Cowl Wire (Under the Blower Motor)II342Engine Wire and Cowl Wire (Under the Blower Motor)
IJ142Engine Wire and Instrument Panel Wire (Under the Blower Motor)
: GROUND POINTS
CodeSee PageGround Points Location
EB36 (1MZ±FE)Left Radiator Side Support
EC36 (1MZ±FE)Surge Tank RH
ED36 (1MZ±FE)Rear Side of the Surge Tank
IF40Left Kick Panel
IH40Instrument Panel Brace RH
: SPLICE POINTS
CodeSee PageWire Harness with Splice PointsCodeSee PageWire Harness with Splice Points
I242Engine Wire

ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR
(1MZ±FE)
21


14

31
26




X


19

20
30






X
789
2

4
X
7

234
8910
12312




CC







AA AA
AAAAAAA
X X






DDDX
B A
AABBBAABBCC






AABBCC




FF
B B









B (Except California) BLACK BLACK
BLACK
J22
J26 J27 (A) J28 (B)
J35
BLUE GRAY
BLACK BLACK (Hint : See Page 7) (Hint : See Page 7)
(Hint : See Page 7) (Hint : See Page 7)(Hint : See Page 7) (Hint : See Page 7) (Hint : See Page 7)
E11 (E) J4
J15
P1
V2 V3O2
AAA AA
AAAAAAAA










CCC









ORANGE
J6
(Hint : See Page 7)(Hint : See Page 7)
J5

A
AA



J24
(Hint : See Page 7)
AAAAA BBBB



DDDE EE




J29
(Hint : See Page 7)
1

2

123 BLUE BLACK
S6 T2

ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR
15A
EFIFROM POWER SOURCE SYSTEM (
SEE PAGE 50)
2J 815A
STOP
1C 7
23 15
2F 42J2
1R 4
1R 51 2
1 2
2 1
A 4 A 1B 1B11 B4 B 9
C 21 C8C20 C24 A B
B BI 2
EBEC A
A A3
AA
G±WB±YB±Y W±B W± B
G± W G± W W
BR
BR G±BLGY
BR L±B L±B
V
P
BR BREFI
RELAY
BATTVC
STOP LIGHT SW
THROTTLE POSITION
SENSOR
ENGINE COOLANT TEMP. SENSORS 6
T 2
E 5 B
W
S2 S1 II2 7 A 3A18
CRUISE CONTROL ECU C156 13 14
L±BL±R
Y± B
ECT IDL ODA ENGINE CONTROL MODULEB ACD A 12
B±Y
+B
JUNCTION
CONNECTOR J23STP
VTA
THW IDLO
OD 1
E1
JUNCTION
CONNE CTOR J25 L±B5A
IGN
1W 7
B±R
2K 7
B±W B±W
IGSW
S1 SLE2
S2B 4 B 9 B 10 B 1 A 9 A 1 A 2 D 7 A 12(
*1)
(
*2) A A
B C
SL
NO. 2
NO. 1
LOCK±UP
B 1B3A1
E 3
ELECTRONICALLY CONTROLLED
TRANSMISSION SOLENOIDB A, E 4C 1 C 7 C 6 A 20 A 3E 7 , E 8 , E 9 , E10
B± R
(
*2)
(
*1)
J27
JUNCTION
CONNECTORB A, J28J27
J UNCTION
CONNECTORB A, J28
II4 6
(
*1) (
*1)
A 22A 225A
STARTER
1J 3
B±W B±W
JUNCTION
CONNECTOR J29
C 14 C 15
C 15
BR
(
CALIFORNIA)
(
*1)
(
*2)
BR B B
E04
MRELNSW 2C 5
W±B

ELECTRONICALLY CONTROLLED TRANSMISSION AND A/T INDICATOR
A 6A11 A7A10 A8A9
B 16
IF II2 5 II26II29IJ11II33II24
IG3 16 IG313 IG314 IG315 LL 2L DL NL RL PL
43109872
1V 5
1H 10 EE
DDA
AA E
DA
A L±W
R±B
R±BR±L
W±B
Y
O
B±R
R
R±B
G±WY
L±W
B±RY
L±W
B±R
R
R±B
G±W W± B W± B
COMBINATION METERB C 8 C 9
ACC10
JUNCTION
CONNECTOR J 5A/T INDICATOR LIGHT SW
[PARK/NEUTRAL POSITION SW] P 1
JUNCTION
CONNECTOR J29J UNCTION
CONNECTOR J29 L
2
D
N
R
PY
L±W
B±R
R
R±B
G±W
G±OR±B R±B L±WY R±L
G±W
C
4 2
O/ D MAI N
SW O 2, , * 3 : TMC MADE
* 4 : TMMK MADE
(
*3) (
*3)
O
O
(
*4)(
*4) O
(
*4) (
*3)

(5S±FE)
Previous automatic transaxle have selected each gear shift using mechanically controlled throttle hydraulic pressure,
governor hydraulic pressure and lock±up hydraulic pressure. The electronically controlled transmission, however, electrically
controls the line pressure and lock±up pressure etc., through the solenoid valve. Engine control module controls of the
solenoid valve based on the input signals from each sensor which 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 engine control module selects the shift for each gear which is most appropriate to the driving conditions,
based on input signals from the engine coolant temp. sensor to TERMINAL THW of the engine control module, and also the
input signals to TERMINAL SPD of the engine control module from the vehicle speed sensor devoted to the electronically
controlled transmission. Current is then output to the electronically controlled transmission solenoid. When shifting to 1st
speed, current flows from TERMINAL S1 of the engine control module to TERMINAL (B) 3 of the solenoid to GROUND, and
continuity to the No.1 solenoid causes the shift.
For 2nd speed, current flows from TERMINAL S1 of the engine control module to TERMINAL (B) 3 of the solenoid to
GROUND, and from TERMINAL S2 of the engine control module to TERMINAL (B) 1 of the solenoid to 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 engine control module judges from each signal that lock±up operation conditions have been met, current flows
from TERMINAL SL of the engine control module to TERMINAL (A) 1 of the electronically controlled transmission solenoid to
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 STP of
the engine control module, the engine control module 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 into TERMINAL OD2 of the engine
control module and engine control module operation causes gear shift when the conditions for overdrive are met.
*O/D main SW off
When the O/D main SW is turned to off, the current 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 into TERMINAL OD2 of the engine
control module and engine control module operation prevents shift into overdrive.
E7 (A), E8 (B), E9 (C) ENGINE CONTROL MODULE (TURN ON THE IGNITION SW)
S1, S2±E1 :9.0±14.0 volts with the solenoid on
0±1.5 volts with the solenoid off
L±E1 :7.5±14.0 volts with the shift lever at L position
2±E1 :7.5±14.0 volts with the shift lever at 2 position
R±E1 :7.5±14.0 volts with the shift lever at R position
STP±E1 :9.0±14.0 volts with the brake pedal depressed
THW±E2 :0.2±1.0 volts with the engine coolant temp. 60°C (140°F) ± 120°C (248°F)
VTA±E2 :0.3±0.8 volts with the throttle valve fully closed
3.2±4.9 volts with the throttle valve fully opened
VC±E2 :4.5±5.5 volts
OD2±E1 :9.0±14.0 volts with the O/D main SW turned on
0±3.0 volts with the O/D main SW turned off
+B±E1 :9.0±14.0 volts
E3 (A), E4 (B) ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID
(A) 1, (B) 1, (B) 3±GROUND : Each 11±15 W
O2 O/D MAIN SW
2±4 : Closed with the O/D main SW off, open with the O/D main SW on
SYSTEM OUTLINE
SERVICE HINTS