brake sensor TOYOTA HIGHLANDER 2001 Service Repair Manual

'05 HIGHLANDER_U (L/O 0409)
299
2005 HIGHLANDER from Nov. '04 Prod. (OM48570U)
CAUTION
Do not overestimate the anti- lock
brake system: Although the anti- lock
brake system assists in providing ve-
hicle control, it is still important to
drive with all due care and maintain
a moderate speed and safe distance
from the vehicle in front of you, be-
cause there are limits to the vehicle
stability and effectiveness of steering
wheel operation even with the anti-
lock brake system on.
If tire grip performance exceeds its
capability, or if hydroplaning occurs
during high speed driving in the rain,
the anti- lock brake system does not
provide vehicle control.
Anti- lock brake system is not de-
signed to shorten the stopping dis-
tance: Always drive at the moderate
speed and maintain a safe distance
from the vehicle in front of you.
Compared with vehicles without an
anti- lock brake system, your vehicle
may require a longer stopping dis-
tance in the following cases:

Driving on rough, gravel or snow-
covered roads.

Driving with tire chains installed.

Driving over the steps such as the
joints on the road.

Driving on roads where the road
surface is pitted or has other differ-
ences in surface height.
Install all 4 tires of specified size at
appropriate pressure: The anti- lock
brake system detects vehicle speeds
using the speed sensors for respec-
tive wheels' turning speeds. The use
of tires other than specified may fail
to detect the accurate turning speed
resulting in a longer stopping dis-
tance.
Ty p e A
Ty p e B

2005 HIGHLANDER (EWD592U)
83
2. Control System
*SFI system
The SFI system monitors the engine condition through the signals input from each sensor (Input signals from (1) to (12)
etc.) to the engine control module. And the control signal is output to TERMINALS #10, #20, #30, #40, #50 and #60 of
the engine control module to operate the injector (Inject the fuel). The SFI system controls the fuel injection operation by
the engine control module in response to the driving conditions.
*ESA system
The ESA system monitors the engine condition through the signals input to the engine control module from each sensor
(Input signals from (1) to (12) etc.). The best ignition timing is decided according to this data and the memorized data in
the engine control module and the control signal is output to TERMINALS IGT1, IGT2, IGT3, IGT4, IGT5 and IGT6. This
signal controls the igniter to provide the best ignition timing for the driving conditions.
*ACIS
The ACIS includes a valve in the bulkhead separating the surge tank into two parts. This valve is opened or closed
according to the driving conditions to control the intake manifold length in three stages, for increased engine output in all
ranges from low to high speeds, when idling.
3. Diagnosis System
With the diagnosis system, when there is a malfunction in the engine control module signal system, the malfunctioning
system is recorded in the memory. The malfunctioning system can be found by reading the code displayed by the
malfunction indicator lamp.
4. Fail-Safe System
When a malfunction has occurred 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 engine control module memory or else stops the engine.
CIRCUIT OPENING Relay
5-3 : Closed with the starter running
EFI Relay
5-3 : Closed with the ignition SW at ON or ST position
E5 (A), E6 (B), E7 (E), E8 (D), E9 (C) Engine Control Module
Voltage at engine control module wiring connector
BATT-E1 : Always 9.0-14.0 volts
VC-E2 : Always 4.5-5.5 volts (Ignition SW at ON position)
VG-E2G : 1.1-1.5 volts (Engine idling and A/C SW off)
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 coolant temp. 80°C, 176°F)
IGF-E1 : 4.5-5.5 volts (Ignition SW at ON position)
Pulse generation (Engine idling)
SIL-E1 : Pulse generation (During transmission)
TACH-E1 : Pulse generation (Engine idling)
STA-E1 : 6.0 volts or more (Engine cranking)
FC-E1 : 9.0-14.0 volts (Ignition SW at ON position)
0-3.0 volts (Engine idling)
SPD-E1 : Pulse generation (Ignition SW on and rotate driving wheel slowly)
W-E1 : Below 3.0 volts (Ignition SW at ON position)
NSW-E1 : 9.0-14.0 volts (Ignition SW on and other shift position in P or N position)
0-3.0 volts (Ignition SW on and shift position in P or N position)
PRG-E01 : 9.0-14.0 volts (Ignition SW at ON position)
TC-E1 : 9.0-14.0 volts (Ignition SW at ON position)
STP-E1 : 7.5-14.0 volts (Ignition SW on and brake pedal depressed)
0-1.5 volts (Ignition SW on and brake pedal depressed)
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)
OX1B, OX2B-E1 : Pulse generation (Maintain engine speed at 2500 rpm for two minutes after warming up)
KNK1, KNK2-E1 : Pulse generation (Engine idling)
IGT1, IGT2, IGT3, IGT4, IGT5, IGT6-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

'05 HIGHLANDER_U (L/O 0409)
120
2005 HIGHLANDER from Nov. '04 Prod. (OM48570U)
HEADLIGHTS
To turn on the following lights: Twist
the headlight/turn signal lever knob.
Position 1ÐParking, tail, license plate,
side marker and instrument panel lights
Position 2ÐHeadlights and all of the
above
Position 3 (AUTOº)ÐHeadlights and/or all
of the lights in position 1
They automatically turn on or off depend-
ing on the darkness of the surroundings.
Manually twist the knob to the position 2
to turn on the headlights if they are need-
ed immediately when entering a dark tun-
nel, parking structure, etc.The automatic light control sensor is on
the top of the driver's side instrument
panel.
Do not place anything on the instrument
panel, and/or do not affix anything on the
windshield to block this sensor.
If you feel that the automatic light control
comes into operation too early or too late,
have the sensor adjusted by your Toyota
dealer.The lights automatically turn off when the
driver 's door is opened with the ignition
key in the ACCº or LOCKº position. To
turn them on again, turn the key to the
ONº position or actuate the headlight
switch. If you are going to park for over
one week, make sure the headlight switch
is off.
NOTICE
To prevent the battery from being dis-
charged, do not leave the lights on
for a long period when the engine is
not running.
Daytime running light system
(on some models)
The headlights turn on at reduced intensi-
ty when the parking brake is released with
the engine started, even with the light
switch in the OFFº position. They will not
go off until the ignition switch is turned
off.
To turn on the other exterior lights and
instrument panel lights, twist the knob to
position 1.
Twist the knob to position 2 to turn the
headlights to full intensity for driving at
night.
Headlights and turn signals
(with automatic light control
system)

2005 HIGHLANDER (EWD592U)
96
Engine Control for 2AZ-FE
2. Control System
*SFI system
The SFI system monitors the engine condition through the signals input from each sensor (Input signals from (1) to (12)
etc.) to the engine control module. And the control signal is output to TERMINALS #1, #2, #3 and #4 of the engine
control module to operate the injector (Inject the fuel). The SFI system controls the fuel injection operation by the engine
control module in response to the driving conditions.
*ESA system
The ESA system monitors the engine condition through the signals input to the engine control module from each sensor
(Input signals from (1) to (12) etc.). The best ignition timing is decided according to this data and the memorized data in
the engine control module and the control signal is output to TERMINALS IGT1, IGT2, IGT3 and IGT4. This signal
controls the igniter to provide the best ignition timing for the driving conditions.
3. Diagnosis System
With the diagnosis system, when there is a malfunction in the engine control module signal system, the malfunctioning
system is recorded in the memory. The malfunctioning system can be found by reading the code displayed by the
malfunction indicator lamp.
4. Fail-safe System
When a malfunction has occurred 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 engine control module memory or else stops the engine.
CIRCUIT OPENING Relay
5-3 : Closed with the starter running
EFI Relay
5-3 : Closed with the ignition SW at ON or ST position
E5 (A), E6 (B), E7 (E), E8 (D), E9 (C) Engine Control Module
BATT-E1 : Always 9.0-14.0 volts
VC-E2 : 4.5-5.5 volts (Ignition SW at ON position)
VG-EVG : 1.1-1.5 volts (Engine idling and A/C SW off)
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 coolant temp. 80°C, 176°F)
IG1-E1 : 4.5-5.5 volts (Ignition SW at ON position)
Pulse generation (Engine idling)
SIL-E1 : Pulse generation (During transmission)
TACH-E1 : Pulse generation (Engine idling)
STA-E1 : 6.0 volts or more (Engine cranking)
FC-E01 : 9.0-14.0 volts (Ignition SW at ON position)
SPD-E1 : Pulse generation (Ignition SW on and rotate driving wheel slowly)
W-E01 : Below 3.0 volts (Ignition SW at ON position)
NSW-E1 : 9.0-14.0 volts (Ignition SW on and other shift position in P or N position)
0-3.0 volts (Ignition SW on and shift position in P or N position)
PRG-E01 : 9.0-14.0 volts (Ignition SW at ON position)
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)
KNK1-E1 : Pulse generation (Engine idling)
PSW-E1 : 9.0-14.0 volts (Ignition SW at ON position)
HA1A-E04 : Below 3.0 volts (Engine idling)
IGSW-E1 : 9.0-14.0 volts (Ignition SW at ON position)
MREL-E1 : 9.0-14.0 volts (Ignition SW at ON position)
G2+, NE+ -NE- :
Pulse generation (Engine idling)
OC1+ -OC1- : Pulse generation (Ignition SW at ON position)
HT1B-E1 : 9.0-14.0 volts (Engine idling)
Below 3.0 volts (Ignition SW at ON position)
A1A+ -E1 : 3.3 volts (Ignition SW at ON position)
OX1B-E1 : Pulse generation (Maintain engine speed at 2500 rpm for 90 sec. after warming up)
IGT1, IGT2, IGT3, IGT4-E1 : Pulse generation (Engine idling)
#1, #2, #3, #4-E01 : 9.0-14.0 volts (Ignition SW at ON position)
Pulse generation (Engine idling)
Service Hints

2005 HIGHLANDER (EWD592U)
107
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, throttle pressure, lock-up pressure and accumulator pressure etc. through the solenoid valve. The
electronically controlled transmission is a system which precisely controls gear shift timing and lock-up timing in response to
the vehicle's driving conditions and the engine condition detected by various sensors. It makes smooth driving possible by
shift selection for each gear which is the most appropriate to the driving conditions at that time, and by preventing downing,
squat and gear shift shock when starting off.
1. Gear Shift Operation
During driving the engine warm up condition signal is input from engine coolant temp. sensor to TERMINAL THW of the
engine control module, and the vehicle speed signal is input from the ABS speed sensor to skid control ECU, and are sent to
the engine control module through communication control. At the same time, the throttle valve opening signal is sent from
the throttle position sensor to the TERMINALS VTA1 and VTA2 of the engine control module, as the throttle angle signal.
2. Lock-Up Operation
When the engine control module decides based on each signal that the lock-up condition has been met, the current flows
through TERMINAL DSL of the engine control module to TERMINAL 10 of the electronically controlled transmission solenoid
to GROUND.
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 cuts the current to the solenoid to release lock-up.
4. Overdrive Circuit
*O/D main SW on
When the O/D main SW is turned on, a signal is input to TERMINAL ODMS 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 off, a signal is input into TERMINAL ODMS of the engine control module, and turns on
the O/D off indicator light. This activates the ECU, and the transmission system is controlled not to shift to overdrive.
E4 Electronically Controlled Transmission Pattern Select SW
3-4 : Closed with the select SW at SNOW position
E5 (A), E6 (B), E7 (E), E8 (D), E9 (C) Engine Control Module
BATT-E1 : Always approx. 12 volts
MREL-E1 : Approx. 12 volts with the ignition SW ON position
P1 A/T Indicator SW
2-6 : Closed with the shift lever in P position
2-1 : Closed with the shift lever in R position
2-9 : Closed with the shift lever in N position
2-7 : Closed with the shift lever in D position
2-3 : Closed with the shift lever in 2 position
2-8 : Closed with the shift lever in L position
: PARTS LOCATION
CodeSee PageCodeSee PageCodeSee Page
A10A42E5A42P544
A11B42E6B42S1543
A1742E7E42S2739 (3MZ-FE)
B9A42E8D42S28A43
B10B42E9C42S29B43
C638 (3MZ-FE)G543S30A43
C11A42J239 (3MZ-FE)S31B43
C12B42J643T339 (3MZ-FE)
E138 (3MZ-FE)J743T1339 (3MZ-FE)
E238 (3MZ-FE)J1743T1643
E442P139 (3MZ-FE)
System Outline
Service Hints

2005 HIGHLANDER (EWD592U)
11 5
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, throttle pressure, lock-up pressure and accumulator pressure etc. through the solenoid valve. The
electronically controlled transmission is a system which precisely controls gear shift timing and lock-up timing in response to
the vehicle's driving conditions and the engine condition detected by various sensors. It makes smooth driving possible by
shift selection for each gear which is the most appropriate to the driving conditions at that time, and by preventing downing,
squat and gear shift shock when starting off.
1. Gear Shift Operation
During driving the engine warm up condition signal is input from engine coolant temp. sensor to TERMINAL THW of the
engine control module, and the vehicle speed signal is input from the ABS speed sensor to skid control ECU, and are sent to
the engine control module through communication control. At the same time, the throttle valve opening signal is sent from
the throttle position sensor to the TERMINALS VTA1 and VTA2 of the engine control module, as the throttle angle signal.
2. Lock-Up Operation
When the engine control module decides based on each signal that the lock-up condition has been met, the current flows
through TERMINAL DSL of the engine control module to TERMINAL 3 of the electronically controlled transmission solenoid
to GROUND.
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 cuts the current to the solenoid to release lock-up.
4. Overdrive Circuit
*O/D main SW on
When the O/D main SW is turned on, a signal is input to TERMINAL ODMS 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 off, a signal is input into TERMINAL ODMS of the engine control module, and turns on
the O/D off indicator light. This activates the ECU, and the transmission system is controlled not to shift to overdrive.
E4 Electronically Controlled Transmission Pattern Select SW
3-4 : Closed with the select SW at SNOW position
E5 (A), E6 (B), E7 (E), E8 (D), E9 (C) Engine Control Module
BATT-E1 : Always approx. 12 volts
MREL-E1 : Approx. 12 volts with the ignition SW ON position
P1 A/T Indicator SW
2-6 : Closed with the shift lever in P position
2-1 : Closed with the shift lever in R position
2-9 : Closed with the shift lever in N position
2-7 : Closed with the shift lever in D position
2-3 : Closed with the shift lever in 2 position
2-8 : Closed with the shift lever in L position
: PARTS LOCATION
CodeSee PageCodeSee PageCodeSee Page
A10A42E6B42S1543
A11B42E7E42S2741 (2AZ-FE)
A1742E8D42S28A43
B9A42E9C42S29B43
B10B42E1040 (2AZ-FE)S30A43
C640 (2AZ-FE)G543S31B43
C11A42J241 (2AZ-FE)T341 (2AZ-FE)
C12B42J643T1341 (2AZ-FE)
E240 (2AZ-FE)J743T1643
E442P141 (2AZ-FE)
E5A42P544
System Outline
Service Hints

2005 HIGHLANDER (EWD592U)
180
VSC and Tire Pressure Warning System
5
2 5
55IA1 IO2
MR 15 14
MRF1 2
IC2 6IC215
519 31
+BS RR+ RR-
1 2 FSW+
7
4J 3
4M 9
Y
R+ 45
B13
A25
28PKB
O
RL
1
S27
P 3ABS CUT RelayFL MAIN
3. 0W
Battery
WB
B- R
G- W
R- W B
GR
P Y
BRB B- OLG
B- R
2IO2
G- R
12 IA1
V RA24
RL- RL+6 2016 IC2 7IC22
1
Y- G
G
1 43CSW
41INIT
L- R
B- Y W W- B
W- B
IB
W- BT 6
4
121
P22
IC4 17 IC42
3J 44J6
ABS MTR Relay W- L
BM 25
1 89
50A ABS2 30A ABS1
5
5 5 51 51
32 32B- O
B
B
3F 13 4L74J 7
4N 1 4D 4 93G
IC
W- B
IL1 17 IC46
IF3 13
W
W- B
SB
P W- B
W- B W- B
IC4 11
LG
EH
W- B
1 GN D2
W- BF 7
(
*1) (
*1) (
*1) (
*1)
W- B 4C 3
W- B
ABS Speed Sensor Rear LH
ABS Speed Sensor Rear RH Br ake Pedal Load
Sensing SWFusible Link Block
Parking Brake SWPr essure SW
Skid Control ECU with Actuator
TRAC Off SW

2005 HIGHLANDER (EWD592U)
184
VSC and Tire Pressure Warning System
1. ABS Operation
If the brake pedal is depressed suddenly, the ABS controls the hydraulic pressure of the wheel cylinders for all the four
wheels to automatically avoid wheel locking and ensure the directional and steering stability of the vehicle. If the brake pedal
is depressed suddenly, the skid control ECU with actuator controls the solenoids in the actuators using the signals from the
sensors to move the brake fluid to the reservoir in order to release the braking pressure applied to the wheel cylinder. If the
skid control ECU with actuator detects that the fluid pressure in the wheel cylinder is insufficient, the ECU controls the
solenoids in the actuators to increase the braking pressure.
2. Traction Control Operation
The traction control system controls the engine torque, the hydraulic pressure of the driving wheel cylinders, slipping of the
wheels which may occur at start or acceleration of the vehicle, to ensure an optimal driving power and vehicle stability
corresponding to the road conditions.
3. VSC Operation
Unexpected road conditions, vehicle speed, emergency situation, and any other external factors may cause large under- or
over-steering of the vehicle. If this occurs, the VSC system automatically controls the engine power and wheel brakes to
reduce the under- or over-steering.
To reduce large over-steering :
If the VSC system determines that the over-steering is large, it activates the brakes for the outer front turning wheels
depending on the degree of the over-steering to produce the moment toward the outside of the vehicle and reduce the
over-steering.
To reduce large under-steering :
If the VSC system determines that the under-steering is large, it controls the engine power and activates the rear wheel
brakes to reduce the under-steering.
VSC indicator light
If an mulfunction occurs in the VSC system, the VSC indicator lights up to warn the driver.
4. Mutual System Control
To efficiently operate the VSC system at its optimal level, the VSC system and other control systems are mutually controlled
while the VSC system is being operated.
Engine control
The engine power does not interfere with the VSC brake control by fuel cut controlling and reducing the engine output.
Engine control and electronically controlled transmission control
The strong braking force does not interfere with the braking force control of the VSC system by turning off the accel and
reducing changes in the driving torque at shift-down.
VSC system operation indication
The slip indicator light flashes and the buzzer alarm intermittently to warn the driver that the current road is slippery, while the
VSC system is being operated.
5. Fail Safe Function
If an mulfunction occurs in the skid control ECU with actuator, sensor signals, and/or actuators, the skid control ECU with
actuator inhibits the brake actuator control and inputs the mulfunction signal to the engine control module. According to the
mulfunction signal, the brake actuator turns off the solenoid and the engine control module rejects any electronically
controlled request from the VSC system. As a result, the vehicle functions without the ABS, BA, TRAC, and VSC systems.
A4, A5 ABS Speed Sensor Front LH, RH
1-2 : 1.4-1.8 kW (20°C, 68°F)
A24, A25 ABS Speed Sensor Rear LH, RH
1-2 : 0.9-1.3 kW (25°C, 77°F) (4WD)
1-2 : Max. 1.45 kW (25°C, 77°F) (2WD)
B4 Brake Warning SW
1-2 : Closed with the float down
S27 Skid Control ECU with Actuator
46-Ground : Approx. 12 volts with the ignition SW at ON position
27-Ground : Approx. 12 volts with the stop light SW on (Brake pedal depressed)
31-Ground : Always continuity
S15 Stop Light SW
2-1 : Closed with brake pedal depressed
System Outline
Service Hints

2005 HIGHLANDER (EWD592U)
285
IF2 10
IC3 8
EA A1
2
BR P Y- B W- B Y- B
Engine Control Module
Skid Control ECU
with Actuator
L
V
B
W
P
BR
Combination SW
J 3
W 1
IC3 7
IF3 7 15A
H- LP
RH LWR
2
R- Y B G
2 1
IF3 15
IC4 1
EB A
R R- B W- B R- B
J 4
B 4
B
Washer Level
Malfunction
Indicator Lamp
Brake
ABS
VSC
Beam
Turn LH
Turn RH
19 AA 15 A 14 B 16
7 A 17 11 B B 10 B 4 B 12
L
GRTurn Signal Flasher SlipDriver' s
Seat Belt
TRAC OFFAirbag
A/T
OI L TEMP
MAINT REQD
Tire Air
Pressure(
2WD) (
2WD)
13 A 10A
IGN
1G 6
4M 4
4E 1
W
SB P
J 6
E E
IL1 9 P
P
(
USA) (
USA)
* 1 : 3MZ- FEFr om Power Source System (
See Page 62)
Brake Warning SW
Junction
ConnectorJunction
Connector
Junction
Connector Washer Level
Sensor
Combination Meter C11(
A)
, C12(
B)
2 1

- DIAGNOSTICSABS WITH EBD & BA & TRAC & VSC SYSTEM
05-815
1005 Author
: Date
:
DTC C1210/36 ZERO POINT CALIBRATION OF YAW RATE
SENSOR UNDONE
DTC C1336/39 ZERO POINT CALIBRATION OF
DECELERATION SENSOR UNDONE
CIRCUIT DESCRIPTION
Brake actuator receives signals from the yaw rate sensor (deceleration sensor) via CAN communication sys-
tem.
Yaw rate sensor has the built-in G sensor.
If there is trouble in the bus lines between the yaw rate sensor (deceleration sensor) and CAN communica-
tion system, the DTC U0123/62 (yaw rate sensor communication trouble) and U0124/95 (G sensor commu-
nication trouble) are output.
DTC No.DTC Detecting ConditionTrouble Area
C1210/36Zero point calibration of yaw rate sensor undone

Yaw rate sensor (Deceleration sensor)

Zero point calibration undone
(Perform zero point calibration and DTC.
If DTC is not output again, the sensor is normal)
C1336/39
When all the following (1 to 2) is detected:
(1) Drives in normal mode before completing zero point
calibration.
(2) Zero point voltage is not within 2.38 V and 2.62 V at
zero point calibration.

Yaw rate sensor (Deceleration sensor)

Zero point calibration undone
(If DTC is not output again, the sensor is normal)
05F1R-07