ECT

From Power Source System (See Page 60)

L

From Power Source System (See Page 60)

7. 5A
ST

7. 5A 10A
IGN STOP

19 2O 3 2O 19 2N

L–Y

L–Y
22 2S 6 2M 2 2F 22 2R

1 ID2
G–B
B–O

B–O

B–O

B–Y

L–Y
3 2
Stop Lamp SW

D A 5 4

L–Y
L B

J11(A), J12(B)
S14

Connector
4 1 P

Junction

Junction Connector
D B
G–W

G–W

F B F B
R–L

J11(A), J12(B)
N1

B–Y

B–Y
4 IF3 5 2M 21 2R Neutral
Start SW F A

7 ID2
B–Y
L–Y

21 2S
G–W
B–O

B–O

B–Y
R–L

L–Y
L
G–W

9 A 14 B 15 B 6 A 7 A 14 A 6 A 5 A 11 C 12 C
IGSW ST1– STP NSW STA STP IG2 BATT STA NSW

E 5(A), E 6(B), E 7(C), E 8(D) T17(A), T18(B), T19(C)

Engine ECU Transmission Control ECU

SPD CAN+ CAN– WFSE SIL TC WFSE SIL CAN– CAN+ SP1 THOC E2
17 B 22 B 21 B 19 A 18 A 11 A 24 B 23 B 20 A 21 A 25 A 24 C 23 C
R–Y

R–Y
P–B
W

V–R

B–Y
BR
9 2C 6 2Q 5 2Q 11 2C 6 2P
V–R

10 2Q
A/T Fluid Temp. Sensor

1
10 2C 22 2Q 21 2Q
26 2P 26 2Q
R–Y

P–B
W

A2
V–R

V–R

2
15 7 13
WFSE SIL TC
D1
DLC3

V–R

W–B W–B

BR BR

W–B W–B

BR BR

110
 BR
BR
V–R

W–B
W–B
2
O G–Y V

20 C
3 C

SLT+
NCO+

SLT+
T6
Transmission

6
G L–B Revolution Sensor (Input)

19 C
2
1
P

SLT–
2 C
NCO–

SLT–

E1
7
Y G

16 C
SL

S3
R

ECT Solenoid
30 C
SP2+

4
W GR T7

18 C
S1
Transmission

S1
Revolution Sensor (Output)

2
1
G

29 C

8
B W–L

SP2–

17 C
S2

S2
1
RL

R–Y R–Y Y

9 B
R
27 2P
27 2Q
3 ID1

W–B W–B

10 C
E01
G–O G–O

T17(A), T18(B), T19(C)

3
12 A
18 2N
18 2O

Transmission Control ECU

BR

1 C
E1
N1

2
1
3
9
7

C
C
DL

AT3
NSSD

G–W G–W G–Y G–Y

15 B
C B
A A

L4
(4WD) (4WD)
T4 J6 Transmission
Transfer Indicator SW Junction
Neutral Start SW

Control SW
(L4 Position) Connector
S11

W–B(4WD)
Shift Lock
Control ECU

2
1
W–B

A A
A B
2
RB

(4WD) G–Y G–Y

8 B
C B

T5
W–B Transfer

A A
Indicator SW
(Neutral Position)
3
2L

J 7(A), J 8(B) L L L
2
11 A
B B
B A

Junction W–B
Connector (4WD)

A
8
LL

J6
G–R G–R
L
10 A
A B
C A

Junction
A

Connector
J11(A), J12(B)
W–G W–G Junction Connector
16 B
8 A

8 ID2
TFN
OILW

(4WD) (4WD)
P

BR
R–L

V–R

111
ECT
From Power Source System (See Page 60)
R–L
1

7. 5A 7. 5A 10A
MET DOME ECU–IG&GAUGE

1 2D 1 25 2S 30 2S

B–O

R–B
R–L
2 ID1 15 ID2

R–L

R–B
S3
Speed Sensor 1
8 2J

25 2Q
3 2

P–L

BR
P 16 ID2
B–O

P–L
R

C 8(A), C 9(B)
21 A 1 A Combination Meter 5 A
Speedometer

Tachometer

Temp.
A/T OIL TEMP

18 A 6 A 22 A
V–R
P

B A
J22(A), J23(B)
Junction
Connector

B B
W–B

V–R

BR

ID

112
 System Outline
Previous automatic transmissions 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. Lock–Up Operation
When the transmission control ECU decides based on each signal that the lock–up condition has been met, the current
flows through TERMINAL SL of the transmission control ECU to TERMINAL 7 of the ECT solenoid to GROUND, causing
lock–up operation.
2. Stop Lamp SW Circuit
If the brake pedal is depressed (Stop lamp SW on) when driving in lock–up condition, a signal is input to TERMINAL STP of
the transmission control ECU. The transmission control ECU operates and cuts the current to the solenoid to release
lock–up.

Service Hints
T17 (A), T19 (C) Transmission Control ECU
(A) 6–Ground : Approx. 12 volts with the ignition SW at ON position
(A) 5–Ground : Always approx. 12 volts
(C)12–Ground : Approx. 12 volts with the ignition SW at ST position
(A) 14–Ground : Approx. 12 volts with the brake pedal depressed
(C) 1, (C) 10–Ground : Always continuity
N1 Neutral Start SW
2–1 : Closed with the shift lever in R 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
Code See Page Code See Page Code See Page
A2 36 J4 A 38 S14 39
A4 36 J5 B 38 T1 37
A13 38 J6 38 T2 37
C4 36 J7 A 38 T4 37
C8 A 38 J8 B 38 T5 37
C9 B 38 J10 38 T6 37
D1 38 J11 A 38 T7 37
E1 36 J12 B 38 T17 A 39
E5 A 38 J22 A 38 T18 B 39
E6 B 38 J23 B 38 T19 C 39
E7 C 38 N1 37 W1 37
E8 D 38 S3 37
J1 37 S11 39

: Relay Blocks
Code See Page Relay Blocks (Relay Block Location)
1 22 Engine Room R/B (Engine Compartment Left)

113
ECT
: Junction Block and Wire Harness Connector

Code See Page Junction Block and Wire Harness (Connector Location)
1B 23
1H Engine Room Main Wire and Engine Room J/B (Engine Compartment Left)
24
1J
2C
28 Instrument Panel Wire and Driver Side J/B (Instrument Panel Brace RH)
2D
2F
2J 28 Engine Room Main Wire and Driver Side J/B (Instrument Panel Brace RH)
2M
2N
2O
2P
29 Instrument Panel Wire and Driver Side J/B (Instrument Panel Brace RH)
2Q
2R
2S

: Connector Joining Wire Harness and Wire Harness

Code See Page Joining Wire Harness and Wire Harness (Connector Location)
EA1 46 Engine Wire and Engine Room Main Wire (Inside of Engine Room R/B and Engine Room J/B)
ID1
48 Engine Wire and Instrument Panel Wire (Behind the Glove Box)
ID2
IF3 50 Engine Room Main Wire and Instrument Panel Wire (Behind the Driver Side J/B)

: Ground Points

Code See Page Ground Points Location

EB 46 Left Side of the Fender Apron
EC 46 Rear Side of the Cylinder Block
ID 48 Instrument Panel Reinforcement Center

: Splice Points

Code See Page Wire Harness with Splice Points Code See Page Wire Harness with Splice Points
E1 I1 50 Engine Wire
46 Engine Wire
E2

114
Memo

115