Tacoma PreRunner Extra Cab 2WD L4-2.7L (3RZ-FE) (1998)
VCC-E2:
4.5-5.5 Volts
OD1-E1:
4.5-5.5 Volts
OD2-E1:
9-14 Volts O/D main SW turned ON
0 Volts O/D main SW turned OFF
SP1-E1:
Pulse Generation with vehicle moving
2-E1:
10-14 Volts with Shift Lever at 2 position
0-2 Volts with Shift Lever at except 2 position
L-E1:
10-14 Volts with Shift Lever at L position
0-2 Volts with Shift Lever at except L position
+B-E1:
9-14 Volts
BATT-E1: 9-14 Volts
Splice Points
Splice Points
Location Of Splice Points (Fig 38)
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 governor pressure and lock-up pressure
through the solenoid valve. Control of the solenoid valve by the engine control module 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 SP2+ 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 1 of the Electronically Controlled Transmission 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 1 of the Electronically Controlled
Transmission Solenoid to GROUND, and from TERMINAL S2 of the Engine Control Module to TERMINAL 2 of the Electronically
Controlled Transmission 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