ENGINE CONTROL (3VZ–FE)

SYSTEM OUTLINE
THIS SYSTEM UTILIZES AN ECU AND MAINTAINS OVERALL CONTROL OF THE ENGINE, TRANSMISSION AND SO ON. AN OUTLINE OF
THE ENGINE CONTROL IS EXPLAINED HERE.

1. INPUT SIGNALS
(1) WATER TEMP. SIGNAL CIRCUIT
THE WATER TEMP. SENSOR DETECTS THE ENGINE COOLANT TEMP. AND HAS A BUILT–IN THERMISTOR WITH A RESISTANCE
WHICH VARIES ACCORDING TO THE WATER TEMP. IS INPUT INTO TERMINAL THW OF THE ENGINE COMTROL ECU AS A
CONTROL SIGNAL.
(2) INTAKE AIR TEMP. SIGNAL SYSTEM
THE INTAKE AIR TEMP. SENSOR IS DETECTS THE INTAKE AIR TEMP., WHICH IS INPUT AS A CONTROL SIGNAL TO TERMINAL
THA OF THE ECU.
(3) OXYGEN SENSOR SIGNAL SYSTEM
THE OXYGEN DENSITY IN THE EXHAUST GASES IS DETECTED AND INPUT AS A CONTROL SIGNAL TO TERMINAL OX1, OX2
AND OX3 (FOR CALIFORNIA) OF THE ECU. TO MAINTAIN STABLE DETECTION PERFORMANCE BY THE OXYGEN SENSOR, A
HEATER IS USED FOR WARMING THE SENSOR. THE HEATER IS ALSO CONTROLLED BY THE ECU (HT).
(4) RPM SIGNAL SYSTEM
CRANKSHAFT POSITION AND ENGINE RPM ARE DETECTED BY THE PICK–UP COIL INSTALLED INSIDE THE DISTRIBUTOR.
CRANKSHAFT POSITION IS INPUT AS A CONTROL SIGNAL TO TERMINALS G1 AND G2, OF THE ECU, AND RPM IS INPUT TO
TERMINAL NE.
(5) THROTTLE SIGNAL CIRCUIT
THE THROTTLE POSITION SENSOR DETECTS THE THROTTLE VALVE OPENING ANGLE AS A CONTROL SIGNAL. WHICH IS
INPUT INTO TERMINAL VTA1 OF THE ECU, WHEN THE VALVE IS COMPLETELY CLOSED, THE CONTROL SIGNAL IS INPUT
INTO TERMINAL IDL1.
(6) VEHICLE SPEED SIGNAL SYSTEM
THE SPEED SENSOR, INSTALLED INSIDE THE COMBINATION METER, DETECTS THE VEHICLE SPEED AND INPUTS A
CONTROL SIGNAL TO TERMINAL SP1 OF THE ECU.
(7) NEUTRAL START SW SIGNAL SYSTEM
THE NEUTRAL START SW DETECTS WHETHER THE SHIFT POSITION ARE IN NEUTRAL AND PARKING OR NOT, AND INPUTS A
CONTROL SIGNAL TO TERMINAL NSW OF THE ECU.
(8) A/C SW SIGNAL SYSTEM
THE A/C AMPLIFIER INPUTS THE A/C OPERATIONS TO TERMINAL A/C OF THE ECU AS A CONTROL SIGNAL.
(9) BATTERY SIGNAL CIRCUIT
VOLTAGE IS CONSTANTLY APPLIED TO TERMINAL BATT OF THE ECU. WHEN THE IGNITION SW TURNED ON, VOLTAGE FOR
ECU START–UP POWER SUPPLY IS APPLIED TO TERMINAL +B AND +B1 OF ECU VIA EFI MAIN RELAY.
(10) INTAKE AIR VOLUME SIGNAL CIRCUIT
INTAKE AIR VOLUME IS DETECTED BY THE AIRFLOW METER AND THE SIGNAL IS INPUT TO TERMINAL VS OF THE ECU. AS A
CONTROL SIGNAL.
(11) STA 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 STA OF THE ECU AS A CONTROL SIGNAL.
(12) ENGINE KNOCK SIGNAL CIRCUIT
ENGINE KNOCKING IS DETECTED BY THE KNOCK SENSOR NO. 1 AND NO. 2 AND THE SIGNAL IS INPUT INTO TERMINALS
KNK1 AND KNK2 AS A CONTROL SIGNAL.
2. CONTROL SYSTEM
* EFI (ELECTRONIC FUEL INJECTION) SYSTEM
THE EFI SYSTEM MONITORS THE ENGINE CONDITION THROUGH THE SIGNALS INPUT FROM EACH SENSOR (INPUT SIGNALS
FROM (1) TO (12) ETC.). THE BEST FUEL INJECTION VOLUME IS DECIDED BASED ON THIS DATA AND THE PROGRAM MEMORIZED
BY THE ECU, AND THE CONTROL SIGNAL IS OUTPUT TO TERMINAL #10, #20, #30, #40, #50 AND #60 OF THE ECU TO OPERATE THE
INJECTOR. (INJECT THE FUEL). THE EFI SYSTEM PRODUCES CONTROL OF FUEL INJECTION OPERATION BY THE ECU IN
RESPONSE TO THE DRIVING CONDITIONS.
* ESA (ELECTRONIC SPARK ADVANCE) SYSTEM
THE ESA SYSTEM MONITORS THE ENGINE CONDITION THROUGH THE SIGNALS INPUT TO THE ECU FROM EACH SENSOR (INPUT
SIGNALS FROM (1), (3), (4) TO (12) ETC.). THE BEST IGNITION TIMING IS DECIDED ACCORDING TO THIS DATA AND THE
MEMORIZED DATA IN THE ECU AND THE CONTROL SIGNAL IS OUTPUT TO TERMINAL IGT. THIS SIGNAL CONTROLS THE IGNITER
TO PROVIDE THE BEST IGNITION TIMING FOR THE DRIVING CONDITIONS.
* OXYGEN SENSOR HEATER CONTROL SYSTEM
THE OXYGEN SENSOR HEATER CONTROL SYSTEM TURNS THE HEATER ON WHEN THE INTAKE AIR VOLUME IS LOW (TEMP. OF
EXHAUST EMISSIONS IS LOW), AND WARMS UP THE OXYGEN SENSOR (NO. 1 AND NO. 2) TO IMPROVE DETECTION
PERFORMANCE OF THE SENSOR.
THE ECU EVALUATES THE SIGNALS FROM EACH SENSOR (INPUT SIGNALS FROM (1), (4), (9) TO (10) ETC.), AND OUTPUT
CURRENT TO TERMINAL HT AND CONTROL THE HEATER.

66
* ISC (IDLE SPEED CONTROL) SYSTEM
THE ISC SYSTEM (STEP MOTOR TYPE) INCREASES THE RPM AND PROVIDES IDLING STABILITY FOR FAST IDLE–UP WHEN THE
ENGINE IS COLD, AND WHEN THE IDLE SPEED HAS DROPPED DUE TO ELECTRICAL LOAD AND SO ON, THE ECU EVALUATES THE
SIGNALS FROM EACH SENSOR (INPUT SIGNALS FROM (1), (4), (5), (8), (9) ETC.). OUTPUTS CURRENT TO TERMINALS ISC1, ISC2,
ISC3 AND ISC4 TO CONTROL ISC VALVE.
* ACIS (ACOUSTIC CONTROL INDUCTION SYSTEM)
ACIS INCLUDES A VALVE IN THE BULKHEAD SEPARATING THE SURGE TANK INTO TWO PARTS. THIS VALVE IS OPENED AND
CLOSED IN ACCORDANCE WITH THE DRIVING CONDITIONS TO CONTROL THE INTAKE MANIFOLD LENGTH IN TWO STAGES FOR
INCREASED ENGINE OUTPUT IN ALL RANGES FROM LOW TO HIGH SPEEDS.
THE ECU JUDGES THE VEHICLE SPEED BY THE SIGNALS ((4), (5)) FROM EACH SENSOR AND OUTPUTS SIGNALS TO THE
TERMINAL ACIS TO CONTROL THE VSV (FOR OPENING AND CLOSING THE INTAKE CONTROL VALVE)

3. DIAGNOSIS SYSTEM
WITH THE DIAGNOSIS SYSTEM, WHEN THERE IS A MALFUNCTION IN THE ECU SIGNAL SYSTEM, THE MALFUNCTIONING SYSTEM IS
RECORDED IN THE MEMORY. THE MALFUNCTIONING SYSTEM CAN BE FOUND BY READING THE CODE DISPLAYED BY THE
CHECKING ENGINE WARNING LIGHT.

4. FAIL–SAFE SYSTEM
WHEN A MALFUNCTION HAS OCCURED 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 ECU MEMORY OR ELSE STOPS THE ENGINE.

67
ENGINE CONTROL (3VZ–FE)
W–R

B–W

4 AM1 ST1 7 B–W B–W

L–B
10 AM2 FROM POWER SOURCE
IG2 9 FROM POWER SOURCE SYSTEM
SYSTEM (SEE PAGE 56)
(SEE PAGE 56)

I12
W–R

W–R
IGNITION SW

B–O
W

10A 7. 5A
STARTER IGN
8 1G
3
B–O

B–W
9 1G 6 2E
1D

6 1A 16 IP1 A6 2C
TO START INJECTOR 9 1D
TIME SW
W–R

B–W
20 3B
40A 30A
W–R

AM1 AM2

B–W
I70 E21

B–O
2 3C 2 3D
W–R

B–W
1 1E 2 2F

B–W

B–W
B–O
18
B–W
W

E24 IP3
B

9 IP1
6 6 6
B–W

3 5 2
W–R

3 EF1

15 IP3
W

TO COLD START
INJECTOR CIRCUIT
1 I71 OPENING
RELAY
W–R

L–B
6 4 1
W–R W–R W–R
100A ALT

FUSE BOX

E22 I71 E22 I71

6 6 6
F10

W–B

G–R

L–B
W–R

W–R

W–R

W–R

W–R

W–R

2
13 3A
16 IJ1
L–B
B

2 2 2 2 2 2 18 3C
INJECTOR NO. 1

INJECTOR NO. 2

INJECTOR NO. 3

INJECTOR NO. 4

INJECTOR NO. 5

INJECTOR NO. 6

W–B

B
4 BX1
11 1C
I10

1 1 1 1 1 1
I5

I6

I7

I8

I9

FL MAIN
2. 0L
L–B
1 1M
GR
W

G
R
Y

G–R
W–B

L
BATTERY
GR

IG

68
W–R W–R

B–W

B–W

B–O B–O B–O

E21
L–B L–B

FROM POWER SOURCE SYSTEM (SEE PAGE 56)

B–O
15A

B–W
EFI

B–O

2 1

EFI MAIN 6 1G
RELAY
TO
NEUTRAL STRAT SW
B–O

4 3
5 1E

A1 2C 3 2A A3 2C A5 2C A4 2C B–W
4
B–O B–O
IP1 E24

W–G
W–B

W–B
B–O

R–Y

B–W

B–W
18 IP1 12 IP3
B–O

W–L
R–L

3 D 2 D 22 D 11 D
M–REL BATT NSW STA

E6 A , E7 B ,E8 C ,E 9 D
11 IP1 ENGINE AND ECT ECU

IGSW +B +B1 # 60 # 50 # 40 # 30 # 20 # 10
13 D 12 D 1 D 20 A 21 A 22 A 23 A 11 A 12 A
B–O

B–O

B–O

GR

W
G

Y
L

B–O
I69

F15
FUEL PUMP
5
L–B 4 5 W–B W–B
M BX1
12
G–R G–R
IP2
G

GR

W
W–B

W–B

BL EB

69
ENGINE CONTROL (3VZ–FE)
W–R W–R L–B
E21

8
B TO
IP1 TACHOMETER
[COMB. METER]

B
B–O B–O B–O B–O
E22 I72 I72
L–B B
I71
I3
B–O

B–O
IGNITION COIL (SHIELDED) BR
I65

B–O

BR
W–R

W–R
E22 E24

4 IQ1 5 IQ1

W–R

B
1 2

B–O
(* 1)

(* 1)
BR
B–W
B–O

B–O

B–O

B–O

OXYGEN SENSOR
2 4
(FOR INTAKE AIR CONTROL)
(FOR FUEL PRESSURE UP)

B E1
D1
2 5 2 2 DISTRIBUTOR 5 3 4
OX3 HTR

(SUB)
COIL– +B IG–

O6
IGNITER
3 1
ISC VALVE

NE G1 G2 G– IGF IGT

I2

P–B
(* 1)

(* 1)
W
1 1 1 2 3 4 1 2
I1

VSV

VSV
V3

V4

4 6 1 3

W–R

W–R
W
12 IQ1 1 IQ1 11 IQ1
R
B

Y
L
G–W
W–L

B–R
R–B
L–R

LG

P–B
W–R

7 A 5 A 6 A 4 A 2 C 3 C 12 C 11 C 10 C 6 C 17 A 18 A 5 C 1 A
ISC1 ISC2 FPU IACV NE G1 G2 G– IGF IGT OX3 HT
ISC3 ISC4
E6 A ,E7 B ,E8 C ,E9 D
ENGINE AND ECT ECU

VC VS THA E2 VTA IDL THG THW STJ ACT A/C E01 E02
1 B 2 B 3 B 9 B 10 B 11 B 12 B 4 B 25 A 6 D 7 D 13 A 26 A
L–R

LG–R

B–Y
G

L–R L FROM
E21 I71 COOLING
B

GR

FAN ECU
G

B
L

A/C AMPLIFIER

A/C AMPLIFIER
START INJECTOR TIME SW,
L–R

(* 2)
Y–L

L–B

BR

COLD START INJECTOR

4 3 2 2 2 2
TEMP. SENSOR

FROM
TEMP. SENSOR

W–B
SHORT PIN

TO
EFI WATER
EGR GAS

G–R
W–B

W–B

2 4 6 7
E4

E3
E4

FROM

1 1 1
AIR FLOW METER

BR
(* 2)
T1 1
THROTTLE
BR

BR
A10

POSITION
BR

SENSOR
1 5

BR BR BR
E21 E22 E22

ED

70
 * 1 : CALIFORNIA
* 2 : EX. CALIFORNIA

L–B

B–O

BR FROM POWER SOURCE SYSTEM (SEE PAGE 56)

BR
G–R G–R
I54

7 3D 10A 3 3D
GAUGE
19 IP1

G–R

BR
6
W–B

G–R
B–O

R–L
L–B

1D
B

T2

R–L
19 12 1 3 15 4 2 8 TDCL 3 19 3D 18 3D 12 3D
IG– +B FP E1 OX2 OX1 W W E1 6 1B

W–B
R–L
BR

BR
W
R–L
2 IP3
VF2 VF1 TE1 TE2 TE1 ENG TE2 TT

G–R

R–L
C
14 13 8 C1 9 1 7 2 5
CHECK J1 1
R–W

GR

BR–B JUNCTION
G–W

G–W
R–W

CONNECTOR
Y–G

CONNECTOR
S2
13 C SPEED

, C 11 B
GR 3 B SENSOR

WARNING LIGHT
[COMB. METER]
I72 IP3

CHECK ENGINE
1 IP1 15 IP1
G–R

19 2 3
G–W

R–W

LG
A
I71 IP3
B

P
C10
BR–B

6 A 11 IP2 14 IP2
I72
R–L
G–W
R–W

GR

W–R

G–B

G
14 A 15 A 7 B 15 B 8 B 4 D
VF2 VF1 TE1 TE2 TT W

E6 A ,E7 B ,E8 C ,E9 D

5 12
ENGINE AND ECT ECU

KNK1 KNK2 OX1 OX2 SP1 E1

COMBINATION
SPEED
6 B 14 B 5 B 13 B 8 D 24 A
W–R

METER
V–Y
R–L

4
BR
W

C9
BR 1
(FOR IGNITION
NOISE FILTER

I71
SYSTEM)

BR
I71 I71
(SHEILDED)

(SHEILDED)

(SHEILDED)
N2
W

2
W
I71
V–Y

R–L
I71

3 EE1 1 EE1 4 EE1 2 EE1

BR

(SHEILDED) 22 3D
BR

BR
(SHEILDED)

(SHEILDED)

I71
(SHEILDED)

10 3D 16 IP3
R–L
W

E21
W–B

BR

V–Y

I71
OXYGEN SENSOR

OXYGEN SENSOR

1 1 1 1 W–B
KNOCK SENSOR

KNOCK SENSOR

W–B

BR
NO. 1(MAIN)

NO. 2(MAIN)

BR

W–B W–B BR
NO. 1

NO. 2

I71 I71
O3

O4
K1

K2

EC ED

71
ENGINE CONTROL (3VZ–FE)
SERVICE HINTS
CIRCUIT OPENING RELAY
1–2 : CLOSED WITH STARTER RUNNING OR MEASURING PLATE (AIR FLOW METER) OPEN
EFI MAIN RELAY
2–4 : CLOSED WITH IGNITION SW AT ON OR ST POSITION
A10 AIR FLOW MATER
1–2 : CLOSED WITH STARTER RUNNING OR MEASURING PLATE OPEN
5–6 : 0.2–0.6KΩ (MEASURING PLATE FULLY CLOSED)
0.02–1.2KΩ (MEASURING PLATE FULLY OPEN)
4–5 : 0.2–0.4KΩ
5–7 : 10.0–20.0KΩ (–20°C, –4°F)
4.0–7.0KΩ ( 0°C, 32°F)
2.0–3.0KΩ (20°C, 68°F)
0.9–1.3KΩ (40°C, 104°F)
0.4–0.7KΩ (60°C, 140°F)
E 3 EFI WATER TEMP. SENSOR
1–2 : 10.0–20.0KΩ (–20°, –4°F)
4.0–7.0KΩ (0°C, 32°F)
2.0–3.0KΩ (20°C, 68°F)
0.9–1.3KΩ (40°C, 104°F)
0.4–0.7KΩ (60°C, 140°F)
0.2–0.4KΩ (80°C, 176°F)
E 6(A), E 7(B), E 8(C), E 9(D) ENGINE AND ECT ECU
VOLTAGE AT ECU WIRING CONNECTOR
BATT – E1 : ALWAYS 9.0–14.0 VOLTS
IGSW – E1 : 9.0–14.0 VOLTS (IGNITION SW AT ON POSITION)
M–REL – E1 : 9.0–14.0 VOLTS (IGNITION SW AT ON POSITION)
+B – E1 : 9.0–14.0 VOLTS (IGNITION SW AT ON POSITION)
+B1 – E1 : 9.0–14.0 VOLTS (IGNITION SW AT ON POSITION)
IDL – E2 : 9.0–14.0 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY OPEN)
0–1.5 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED)
VC – E2 : ALWAYS 4.5–5.5 VOLTS (IGNITION SW AT ON POSITION)
VTA – 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)
VS – E2 : 4.0–5.5 VOLTS (IGNITION SW AT ONPOSITION)
2.0–4.0 (VOLTS (ENGINE IDLING)
THA – E2 : 0.5–3.4 VOLTS (IGNITION SW ON AND INTAKE AIR TEMP. 20°C, 68°F)
THW – E2 : 0.2–1.0 VOLTS (ENGINE IDLING AND COOLANT TEMP. 80°C, 176°F)
#10, #20, #30, #40, #50, #60
– E01 : 9.0–14.0 VOLTS (IGNITION SW AT ON POSITION)
PULSE GENERATION (ENGINE IDLING)
IGT – E1 : PULSE GENERATION (ENGINE IDLING)
IGF – E1 : 0–2.0 VOLTS (IGNITION SW AT ON POSITION)
PULSE GENERATION (ENGINE IDLING)
G1, G2 – G– : PULSE GENERATION (ENGINE IDLING)
NE – G– : PULSE GENERATION (ENGINE IDLING)
FPU – E1 : 9.0–14.0 VOLTS (IGNITION SW AT ON POSITION)
0–3.0 VOLTS (RESTARTING HIGH TEMP.)
ISC1, ISC2, ISC3, ISC4 – E1 : 10.0–14.0 VOLTS (IGNITION SW AT ON POSITION)
VF1, VF2 – E1 : 1.8–3.2 VOLTS (MAINTAIN ENGINE SPEED AT 2500RPM FOR TWO MINUTES AFTER WARMING UP THEN RETURN TO IDLING)
OX1, OX2 –E1: PULSE GENERATION (0–1.0 VOLTS)(MAINTAIN ENGINE SPEED AT 2500RPM FOR TWO MINUTES AFTER WARMING UP)
HT – E01 9.0–14.0 VOLTS (IGNITION SW AT ON POSITION)
3.0 VOLTS (ENGINE IDLING)
KNK1, KNK2 – E1 : PULSE GENERATION (ENGINE IDLING)
NSW – E1 : 9.0–14.0 VOLTS (IGNITION SW ON AND OTHER SHIFT POSITION IN P OR N RANGES)
BELOW 3.0 VOLTS (IGNITION SW ON AND SHIFT POSITION IN P OR N RANGES)
SP1 – E1 : PULSE GENERATION (IGNITION SW ON AND ROTATE DRIVING WHEEL SLOWLY)
TE1 – E1 : 9.0–14.0 VOLTS (IGNITION SW AT ON POSITION)
TE2 – E1 : 9.0–14.0 VOLTS (IGNITION SW AT ON POSITION)
W – E1 : BELOW 3.0 VOLTS (IGNITION SW AT ON POSITION)
9.0–14.0 VOLTS (ENGINE IDLING)
OD1 – E1 : 4.5–5.5 VOLTS (IGNITION SW AT ON POSITION)
A/C – E1 : BELOW 3.0 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 3.0 VOLTS (A/C SW OFF)
IACV – E01 : 9.0–14.0 VOLTS (IGNITION SW AT ON POSITION)
STA – E1 : 6.0 VOLTS OR MORE (ENGINE CRANKING)
STJ – E01 : 9.0–14.0 VOLTS (ENGINE STARTING)
I 5, I 6, I 7, I 8, I 9, I10 INJECTOR
1–2 : APPROX. 13.8Ω
T 1 THROTTLE POSITION SENSOR
3–1 : 0.3–6.3KΩ WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0MM (0IN.)
2–1 : LESS THAN 2.3KΩ WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0.3MM (0.012IN.)
WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0.7MM (0.0276IN.)
3–1 : 3.5–10.3KΩ WITH THROTTLE VALVE FULLY OPEN

72
 : PARTS LOCATION
CODE SEE PAGE CODE SEE PAGE CODE SEE PAGE
A10 28 F10 28 J1 31
C1 28 F15 32 K1 28
C9 30 I 1 28 K2 28
C10 A 30 I 2 28 N2 28
C11 B 30 I 3 28 O3 28
D 1 28 I 5 28 O4 28
E 3 28 I 6 28 O6 31
E 4 28 I 7 28 S2 28
E6 A 28 I 8 28 T1 28
E7 B 28 I 9 28 T2 31
E8 C 28 I10 28 V3 28
E9 D 28 I12 31 V4 28
: RELAY BLOCKS
CODE SEE PAGE RELAY BLOCKS (RELAY BLOCK LOCATION)
6 26 R/B NO. 6 (BEHIND GLOVE BOX)
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODE SEE PAGE JUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1A
1B
1C
1D 20 COWL WIRE AND J/B NO. 1 (INSTRUMENT PANEL LEFT)
1E
1G
1M
2A 22 ENGINE ROOM MAIN WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
2C 22 ENGINE WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
2D 22 ENGINE ROOM MAIN WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
2E 22 COWL WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
2F 22 ENGINE WIRE AND J/B NO. 2 (ENGINE COMPARTMENT LEFT)
3A
3B
24 COWL WIRE AND J/B NO
NO. 3 (BEHIND COMBINATION METER)
3C
3D

: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS

CODE SEE PAGE JOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
EE1 34 (3VZ–FE) SENSOR WIRE AND ENGINE WIRE (SIDE OF FRONT CYLINDER HEAD)
EF1 34 (3VZ–FE) ENGINE WIRE AND COWL WIRE (NEAR THE BRAKE MASTER CYLINDER)
IJ1 38 FLOOR NO. 1 WIRE AND COWL WIRE (LEFT KICK PANEL)
IP1
IP2 40 ENGINE WIRE AND COWL WIRE (UNDER THE GLOVE BOX)
IP3
IQ1 40 ENGINE WIRE AND INSTRUMENT PANEL WIRE (UNDER THE GLOVE BOX)
BX1 42 FUEL GAUGE WIRE AND FLOOR NO. 1 WIRE (UNDER THE REAR SEAT CUSHION)

: GROUND POINTS
CODE SEE PAGE GROUND POINTS LOCATION
EB 34 (3VZ–FE) FRONT LEFT FENDER
EC 34 (3VZ–FE) INTAKE MANIFOLD RH
ED 34 (3VZ–FE) INTAKE MANIFOLD LH
IG 38 INSTRUMENT PANEL BRACE LH
BL 42 UNDER THE LEFT QUARTER PILLAR

: SPLICE POINTS
CODE SEE PAGE WIRE HARNESS WITH SPLICE POINTS CODE SEE PAGE WIRE HARNESS WITH SPLICE POINTS
E21 I69
40 COWL WIRE
E22 34 (3VZ–FE)
(3VZ FE) ENGINE WIRE I70
E24 I71
40 (3VZ–FE)
(3VZ FE) ENGINE WIRE
I54 40 COWL WIRE I72
I65 40 ISTRUMENT PANEL WIRE

73
ENGINE CONTROL (3VZ–FE)

74
75