low beam TOYOTA PRIUS 2001 Service Repair Manual

2001 PRIUS (EWD414U)
2B 62A 7 10 2A72I
ID OFF
TAIL
HEAD
LOW
HIGH
IG ID2 510A
GAUGE FROM POWER SOURCE SYSTEM (
SEE PAGE 50)
2K 10
B E
A E
1ID2 7 7. 5A
ECU±B
2C 5
ID1 8
IA2 16
DAYTIME RUNNING LIGHT RELAY D 3
JUNCTION
CONNECTOR J20JUNCTION
CONNECTOR J2 0
JUNCTION
CONNECTOR J17
JUNCTION
CONNECTOR J1 1
PARKING
BRAKE SW P 2
COMBINATION SW C13 DIODE
(
DAYTIME
RUNNING
LIGHT) D 5 1
EE46 3 12AC
87
A17 2
E17 8 11 92 5AC
14
R±W
R±G
R±L R±G R±G
R±L R±W RR±GR±G
L±O
R±Y
Y±B
W±B
R±G L Y±B R±Y
BRW±B
L
R±BL R±G R±W
R R±G R±G
R±W
W±B
EDRL HDIM H±LP +B IG
HI PKB CHG± IND
ID2 3
13 16
JUNCTION CONNECTORB J12 A , J13
B 2
B 17 A9 BODY ECUB B 8 , B 9A
Y±BA F
B HR±G
R±G
JUNCTION
CONNECTORB J27 A , J28
E
FLASH
LIGHT
CONTROL SW DIMMER SW
15A
DOME
1J 7
HIGH BEAM
HEAD
42A 22G
LL±Y
21
COMBINATION METER C10L±Y
H RDY HRLY
IH

2001 PRIUS (EWD414U)
HEADLIGHT (w/ DAYTIME RUNNING LIGHT)
When the ignition SW is turned on ST position and ºREADYº signal from engine control module is sent to the daytime
running light relay via body ECU. If the parking brake pedal is depressed (Parking brake SW is on) at that time, the daytime
running light system does not operate. If the parking brake pedal is released (Parking brake SW is off), the daytime running
light system operates and the low beam headlight comes on.
HEAD RELAY
1±2 : Closed with the light control SW at HEAD position or the dimmer SW at FLASH position
Closed with the engine running and the parking brake lever is released (Parking brake SW off)
D3 DAYTIME RUNNING LIGHT RELAY
12±GROUND : Approx. 12 volts with the ignition SW at ON position
3±GROUND : Always approx. 12 volts
11±GROUND : Continuity with the parking brake lever pulled up
2±GROUND : Always continuity
8±GROUND : Continuity with the dimmer SW at HIGH or FLASH position
: PARTS LOCATION
CodeSee PageCodeSee PageCodeSee Page
B8A36H134J1737
B9B36H234J2037
C1036J137J27A37
C1336J1137J28B37
D336J12A37P237
D536J13B37
: RELAY BLOCKS
CodeSee PageRelay Blocks (Relay Block Location)
324Engine Room R/B No.3 (Engine Compartment Right)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CodeSee PageJunction Block and Wire Harness (Connector Location)
1E
1F27Engine Room Main Wire and Engine Room J/B (Engine Compartment Left)
1J
gg(g)
2A
2B30Instrument Panel Wire and Instrument Panel J/B (Cowl Side Panel LH)
2C
()
2G31Engine Room Main Wire and Instrument Panel J/B (Cowl Side Panel LH)
2I31Cowl Wire and Instrument Panel J/B (Cowl Side Panel LH)2K31Cowl Wire and Instrument Panel J/B (Cowl Side Panel LH)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CodeSee PageJoining Wire Harness and Wire Harness (Connector Location)
IA142Engine Room Main Wire and Cowl Wire (Cowl Side Panel LH)IA242Engine Room Main Wire and Cowl Wire (Cowl Side Panel LH)
ID142Instrument Panel Wire and Cowl Wire (Left Kick Panel)ID242Instrument Panel Wire and Cowl Wire (Left Kick Panel)
: GROUND POINTS
CodeSee PageGround Points Location
ID42Cowl Side Panel LHIE42Cowl Side Panel LH
IG42Cowl Side Panel RH
IH42Right Kick Panel
SYSTEM OUTLINE
SERVICE HINTS

2001 PRIUS (EWD414U)
COMBINATION METER
MALFUNCTION
INDICATOR LAMP
ABS
SRS
TURN L
TURN R
HIGH BEAM OUTPUT CONTROLWAT ER TEMP.
(
HIGH) WAT ER TEMP.
(
LOW) CRUISE
A 17 A 18 A 19 B 5
A 16 A 10 B 4
L L L GR± R B±YL G±R
COMBINATION METERB C10 , C11A
FROM HEADLIGHTS (
*1)
FROM DAYTIME RUNNING
LIGHT RELAY (
*2) FROM TURN SI GNAL
FLASHER RELAY TO ENGINE
CONTROL MODULE
TO BRAKE ECU
TO AIRBAG SENSOR
ASSEMBLY
10A
ACC FROM POWER SOURCE SYSTEM (
SEE PAGE 50)
2D 2
GR± R
A B
B C
B B
JUNCTION
CONNECTOR J26
JUNCTION
CONNECTORB J27 , J28AGR ±R
GR± R* 1 : W/O DAYTIME RUNNING LIGHT
* 2 : W/ DAYTIME RUNNING LIGHT

2001 PRIUS (EWD414U)
M OVERALL ELECTRICAL WIRING DIAGRAM
1
234
3 PRIUS
Power Source1120A MAIN
1 00A DC/ DC
3 4
2 1
1D 1C
WB± G
F18
FUSI BL E LI NK
BLOCK NO. 2
BATTERYHEAD
RELA YF1 1 F12,
FUSIBLE LINK BLOCK NO. 1BC
10A
HEA D
(
LH)
Headlight (
w/o Daytime Running Light)
1F 8
AB
2 1
CB CB
BAAB
IG Co wl s id e
panel RHA
J17
JUNCTI ON
CONNECTORA
IH Right kick panel 1F 61F7
5ID2
BI Left s ide of
rear pillarBK Back panel
center 2
17
H15
HI GH MOUNTED
STOP LI GH T
J32 J33,
JUNCTI ON
CONNECTORAB J30 J31,
JUNCTI ON
CONNE CTORAB
B 9
BODY
ECU
R R±WW±B
W±B
W±B
W± B
W±B
1B1B 110A
HEAD
(
RH)
213
213
FA
DB
TAILOFF
HI GHLOW HEAD
FLASH
LIGHT
CONTROL
SWDIMMER SW
13 17
C13
COMBINATION
SW87
16 E E
FA EB
EA EA
FA FA
DB
1 5A STOP
2H 11 2
9IB1
3IA1 7IA1
2A 10 2A7
2I 72B6CA CA H 2
HE ADL I GHT
RH H 1
HEADL I GHT
LH
JUNCTI ON
CONNE CTORB A J 4 J 5, JUNCTION
CONNECT ORB A J12 J13,
ER± W R±W
B R± GR± L
R± Y R±YR± G
R±G R±G G± W
G± W G± W G±WG±W W±B G±W
2 2
14 5 5 17 R±Y
R±G
R±G R±W
F1 3 , D
SHORT
PI N
R 6
STOP LI GH T LH
[ RE AR COMB. L I GHT L H]
S 3
STOP LI GH T
SW
SHORT
PI N
Stop Light
L
J20
JUNCTI ON
CONNE CTORR
R± B
R± B
LBR
R± Y
R±G
R± W R 7
S TOP L I GHT RH
[REAR COMB. LIGHT RH]
14 21
3ID2
R±W
EA EA EA
DB DB
G± W
G± W G± W
To Brak e ECU
< 19±12>
To Shift Lock
ECU< 13±3>
To Hybrid Vehicle
Control ECU< 1±6> J14 J15,
JUNCTI ON
CONNE CTORAB
, J 5 J 4 A B
JUNCTI ON
CONNE CTOR
H T EL HF HU HL 2K 9
6IA2
H HRLY
B L±Y
15A DOME1B 21J 7
HI GH BEAMHE AD212G 2
2A 4L±Y LC1 0
COMBINATION METER

2001 PRIUS (EWD414U)
M
BRAKE SEAT BELT
(
Driver' s Seat)5
68 7
23 PRIUS (
Cont' d)
HI GH BEAM
TURN R
TURN L
SRS
ABS
MA LFUNCTI ON
I NDI CATOR LAMP
SEAT BEL T
(
Front
Pass enger' s Seat)
WATER TEMP.
(
Hi gh)
WATER TEMP.
(
Low)
CRUI SE
OUTPUT CONTROL
CHARGE
OI L
B 5 19A 18A 17A
4B 10A 16A
Combination M eter
See Tur n Signal
Light Sy stem< 5±4>See Headlight System
< 3±3> <4±4>
Se e SRS Syst em
< 21±3>
See Engine Cont rol
Sy st em< 2± 4> See ABS System
< 19±4> See SRS Sy st em
< 21±3>
C10 C11,
COMBI NATI ON METE RAB

NEW MODEL OUTLINE
MAIN MECHANISM
182CH29
16
4 Features of the 1NZ-FXE engine
1. Highly efficient and high expansion ratio gasoline engine
Adoption of a super fuel-efficient engine developed for use with THS. Its high expansion ratio cycle is achieved by applying the
Atkinson cycle*1 which obtains high thermal efficiency.
2. Reduction in frictional loss
The maximum engine speed is set at 4,500 rpm to reduce frictional resistance, thereby producing a highly efficient low-speed
engine.

An offset crankshaft with 12 mm deviation from the center axis of the cylinder bore is utilized to reduce frictional resistance
of the piston.

Frictional resistance is reduced through the use of low tension valve springs and piston rings.

Lightweight design has been adopted for reciprocating engine parts.
The above measures for reducing frictional loss contribute to improved fuel economy.
3. VVT-i (Variable Valve Timing -intelligent)
The timing of the opening and closing of the intake valves is controlled by the computer according to driving conditions, such
as engine speed and level of acceleration. Thus, smooth intake and exhaust are achieved to greatly improve torque in the low
and medium speed zones. This also contributes to better fuel economy and purification of exhaust gas. Then the VVT-i function
is used to reduce vibration when the engine starts.
4. Compact, lightweight, and low emission
Adoption of an aluminum cylinder block and compact design of parts. And, by positioning the catalytic converter near the engine
for a backwards exhaust layout, we have been able to reduce emissions when the engine is cold started.
*1 : Atkinson Cycle: Proposed by an English engineer named James Atkinson, this thermal cycle enables the compression stroke
and the expansion stroke of the mechanism to be set independently of each other.
Suspension
MacPherson strut type suspension with L-shape
lower arms has been adopted in the front and
torsion beam with toe control link suspension
in the rear. Also, each component part is opti-
mally located and tuned for both excellent con-
trollability and enhanced riding comfort.
EMPS (Electric Motor-assisted Power Steering)
System
Vehicle speed sensing type electric motor-assisted power steering is fitted as standard. Unlike conventional
hydraulic power steering, EMPS does not depend on an engine for its power source, providing a steering feel
in no way inferior to conventional steering when the engine has stopped. Thus it is suitable for the HV system.
Other merits include improved fuel economy through energy conservation, lighter weight, and no need to fill
the power steering fluid.

CHASSIS ± SUSPENSION AND AXLES
182CH29
92
SUSPENSION AND AXLES
SUSPENSION
1. General
MacPherson strut type suspension that uses L-shaped lower arms has been adopted for the front.
Torsion-beam type suspension with toe control links has been adopted for the rear.
The characteristics and the allocation of the components have been optimized to ensure excellent drivabil-
ity, stability, and riding comfort.

Specifications 
ItemFrontRear
Tread mm (in.)1480 (58.3)1478 (58.2)
Caster* degrees102'Ð
Camber* degrees±026'±130'
Toe-In* mm (in.)1 (0.04)1 (0.04)
King Pin Inclination* degrees952'Ð
*: Unloaded Vehicle Condition

CHASSIS ± SUSPENSION AND AXLES
No.2 Trailing
Arm Bushing
182CH35
Axle Beam
Trailing ArmNo.1 Trailing Arm
BushingToe-Control Link
Trailing Arm
No.2 Trailing Arm
Bushing
No.3 Trailing Arm Bushing
181CH35
Lengthwise ForceLateral Force
Lateral Force
Applied to
the Toe
Control Link
Bushing
Movement
Lateral Force
Toe Control
Links
Left-Side
WheelLeft-Side
Wheel97
Trailing Arm and Axle Beam

Trailing arms that are lightweight, highly rigid, hollow inside, and a gently curved axle beam with a rear-
open U-shaped cross section have been adopted.

A toe control links integrated axle beam has been adopted. The toe control link consists of the No.1, No.2,
and No.3 trailing arm bushings, and it rotates within the horizontal plane of the vehicle, around the No.3
bushing that serves as the axial center.

The rolling regidity has been optimized through the adoption of the stabilizer bar.
Toe-Correct Function
The longitudinal and lateral forces that are created in the vehicle during cornering causes the toe control
links in the trailing arms to become deformed.
On a right turn, the right trailing arm moves forward and the left trailing arm moves rearward, creating a
tendency for the left wheel to toe out.
In this situation, the toe control links that are installed in the trailing arms are designed to utilize the lateral
force, which is applied to the toe control links during cornering, to correct the left trailing arm towards the
toe-in direction.
As a result, excellent stability and controllability are realized.

CHASSIS ± SUSPENSION AND AXLES
165CH48
Center of Bushing
BOUND
Center of Bushing
Camber Change Rate a/L
Camber Change Rate 100%a
L
Instantaneous
Center of
Right Axle
REBOUND
An alignment change that
is very close to that of the
semi-trailing suspension is
effected.
98
Toe and Camber Change
In the torsion beam type suspension, the camber angle and the toe change differ between the same direction
stroke case and the opposite direction stroke case, offering both straightline stability and excellent cornering
stability.
1) Same Direction Stroke Case
Similar to the full-trailing arm type suspension, the axis that joins the center of the right and left trailing
arm bushings is the center of the movement.
2) Opposite Direction Stroke Case
During opposite direction stroke case, or if a difference in suspension travel is created between the right
and left wheels, the torsion beam twists with its shearing center as the center of its rotation.
Also, camber changes in relation to the suspension travel are determined by the ratio of the distance be-
tween the No.1 trailing arm bushing and the axle center and the shearing center (`a' in the Fig. below)
and distance between the No.1 trailing arm bushing and the axle beam (`L' in the Fig. below).
Consequently, through the optimal allocation of the axle beam, the changes in the camber angle in rela-
tion to the suspension travel have been optimized, thus ensuring excellent cornering performance.
Shock Absorber

Low-pressure (N
2) gas sealed shock absorbers that offer stable dampening force characteristics without
causing cavitation have been adopted.

The dampening force characteristics of the shock absorbers have been optimized to achieve excellent
riding comfort, drivability, and stability.

BODY ELECTRICAL ± LIGHTING
151LBE68151LBE67
Multi-Reflector Type HeadlightConventional Headlight Reflector
(Multiple Parabolic Shape)
Headlight Bulb
Headlight Bulb
Lens
Light DistributionReflector
(Rotating Parabolic Shape)
Headlight Bulb
Lens Cut
Lens
Light Distribution
182BE03
From
BatteryDimmer Relay
Headlight
Relay
Parking
Brake Switch
H-LP DIM
PKBDaytime
Running
Light Relay
DRL
From
BatteryEH
HILO HI
LO
No.4
Daytime
Running
Light Relay
144
LIGHTING
HEADLIGHTS
The prius has newly adopted the multi-reflector headlights. Conventional headlights accomplish the dispersion
and distribution of the light that is emitted by the bulbs through the lens cut pattern. However, with the multi-reflec-
tor type headlights, the light from the bulbs is dispersed and distributed through multiple parabolic shaped reflec-
tors. As a result, the lens cut pattern is no longer provided in the center of the lens, thus realizing a clear look.

Light Distribution Diagram 
DAYTIME RUNNING LIGHT SYSTEM
The daytime running light system is adopted for Canada model as standard and U.S.A. model as optional
equipment. This system is designed to automatically activate the headlights (dimmed low beams) during the
daytime to keep the car highly visible to other vehicles.
This system is controlled by a semi-conductor relay circuit (daytime running light relay).