TOYOTA CAMRY 2000 Service Repair Manual

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

(1MZ±FE)

12 8 7




91011 6
16 14












15
X



6






13 14


123
4X62 1
X34XX

10 12

XX
20 22 24 XX

X

X X 2
X
X

X





7 5






6
12
XX

8
X
X15
16

X








X

14


X


X 172




18 XX
23







14







172




18
X
23






9 8 7 6




10 11 12
16










14

15



7 6 5






(TMMK Made) BLUE
C9 (B)
C15
GRAY DARK GRAY
(Except California) BLACK (California)
C8 (A)
C10 (C)
E3 E5 E7 (A) E8 (B)
E10 (D) E10 (D)C8 (A)
C9 (B)
C10 (C)(TMC Made) BLUE
(TMC Made)
(TMMK Made)
(TMC Made) BROWN(TMMK Made) BROWN
21


14

31
26




X


19

20
30






X
789
E11 (E)
(California)

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

MEMO

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

(5S±FE)
A 19 A18 A17 A9
C 13 C26 A5
ECIG3 1110A
GAUGE FROM POWER SOURCE SYSTEM (
SEE PAGE 50)
1J 11D2
B 14 C7
B 15 C6A12 II2 2
IJ1 7IJ12 B A
A CA C D
AB
32
C A
1D
B
A
C V±WY
L±W
R±B
R±B R±L R±L
R±LV±W
G±O
R±L
Y
L±W
BR
BR
G± O BR
BR
BR
R±L R±L R±L R±L
V±W
R±L L
P L
P
G±O G± O
OD2 SPDJUNCTION
CONNECTOR
COMBINATION METERJUNCTION
CONNECTOR J 4
JUNCTION
CONNECTOR J15
VEHICLE
SPEED SENSOR
(
COMBINATION
MET ER) V 2 JUNCTION
CONNECTOR J21SPEEDOMETER
O/ D OFF G±O
R±L
R±B
R±B
C 25
BR BR
C 5
IH
BRSE SI
IG+
L
2
R E03
E01
E02
BF
BF J28
JUNCTION
CONNECTORB
E 7
ENGINE CONTROL MODULEB A, E 8 , CE 9 D, E10B 16 C13 C26 A7(
*1)
(
*2)
BRA 15 A16 A17 A8
C
JUNCTION
CONNECTOR J 6
B C 8 A , C 9 C, C10 (
*1)
(
*2)O
OB J27 A , J28(
*3)
(
*4)(
*3)
(
*4)
IG33 * 1 : W/ ENGINE IMMOBILISER SYSTEM
* 2 : W/O ENGINE IMMOBILISER SYSTEM* 3 : TMC MADE
* 4 : TMMK MADE

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