1998 DODGE RAM 1500 Control module

behind by the LED, which is soldered onto the
instrument cluster electronic circuit board. The secu-
rity indicator is serviced as a unit with the instru-
ment cluster.
OPERATION
The security indicator gives an indication to the
vehicle operator when the Vehicle Theft Security Sys-
tem (VTSS) is arming or is armed. On models
equipped with the Sentry Key Immobilizer System
(SKIS), the security indicator also gives an indication
to the vehicle operator of the status of the SKIS. This
indicator is controlled by a transistor on the instru-
ment cluster circuit board based upon cluster pro-
gramming, hard wired inputs to the cluster from the
various security system components, electronic mes-
sages received by the cluster from the Remote Key-
less Entry (RKE) receiver module over a dedicated
serial bus, and electronic messages received by the
cluster from the Sentry Key Immobilizer Module
(SKIM) over the Programmable Communications
Interface (PCI) data bus. The security indicator Light
Emitting Diode (LED) is completely controlled by the
instrument cluster logic circuit, and that logic will
allow this indicator to operate whenever the instru-
ment cluster receives a battery current input on the
fused B(+) circuit. Therefore, the LED can be illumi-
nated regardless of the ignition switch position. The
LED only illuminates when it is provided a path to
ground by the instrument cluster transistor. The
instrument cluster will turn on the security indicator
for the following reasons:
²Bulb Test- Each time the ignition switch is
turned to the On position, the SKIM tells the cluster
to illuminate the SKIS indicator for about two sec-
onds as a bulb test.
²VTSS Indication- During the sixteen second
VTSS arming function, the cluster will flash the
security indicator on and off repeatedly at a steady,
fast rate to indicate that the VTSS is in the process
of arming. Following successful VTSS arming, the
cluster flashes the security indicator on and off con-
tinuously at a slower rate to indicate that the VTSS
is armed. The security indicator continues flashing at
the slower rate until the VTSS is disarmed or trig-
gered. If the VTSS has alarmed and rearmed, the
cluster will flash the security indicator at a steady,
slow rate for about thirty seconds after the VTSS is
disarmed.
²SKIM Lamp-On Message- Each time the clus-
ter receives a lamp-on message from the SKIM, the
security indicator will be illuminated. The indicator
can be flashed on and off, or illuminated solid, as dic-
tated by the SKIM message. The indicator remains
illuminated solid or continues to flash until the clus-
ter receives a lamp-off message from the SKIM, oruntil the ignition switch is turned to the Off position,
whichever occurs first. For more information on the
SKIS and the security indicator control parameters,
(Refer to 8 - ELECTRICAL/VEHICLE THEFT SECU-
RITY/SENTRY KEY IMMOBILIZER SYSTEM -
OPERATION).
²Communication Error- If the cluster receives
no SKIS lamp-on or lamp-off messages from the
SKIM for twenty consecutive seconds, the SKIS indi-
cator is illuminated by the instrument cluster. The
indicator remains controlled and illuminated by the
cluster until a valid SKIS lamp-on or lamp-off mes-
sage is received from the SKIM.
²Actuator Test- Each time the instrument clus-
ter is put through the actuator test, the security indi-
cator will be turned on, then off again during the
bulb check portion of the test to confirm the function-
ality of the LED and the cluster control circuitry.
The instrument cluster circuitry controls the secu-
rity indicator whenever the ignition switch is in the
Off position and the VTSS is arming, armed, or
alarming. Whenever the ignition switch is in the On
or Start positions, the SKIM performs a self-test to
decide whether the SKIS is in good operating condi-
tion and whether a valid key is present in the igni-
tion lock cylinder. The SKIM then sends the proper
lamp-on or lamp-off messages to the instrument clus-
ter. For further diagnosis of the security indicator or
the instrument cluster circuitry that controls the
indicator, (Refer to 8 - ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND TESTING). If the
instrument cluster flashes the SKIS indicator upon
ignition On, or turns on the SKIS indicator solid
after the bulb test, it indicates that a SKIS malfunc-
tion has occurred or that the SKIS is inoperative. For
proper diagnosis of the VTSS, the SKIS, the SKIM,
the PCI data bus, or the electronic message inputs to
the instrument cluster that control the security indi-
cator, a DRBIIItscan tool is required. Refer to the
appropriate diagnostic information.
SERVICE 4WD INDICATOR
DESCRIPTION
A service 4WD indicator is standard equipment on
all instrument clusters (Fig. 27). However, on vehi-
cles not equipped with the optional four-wheel drive
system and electronically shifted transfer case, this
indicator is electronically disabled. The service 4WD
indicator consists of the text ªSERV 4WDº, which
Fig. 27 Service 4WD Indicator
8J - 36 INSTRUMENT CLUSTERDR
SECURITY INDICATOR (Continued)

appears in the lower portion of the odometer/trip
odometer Vacuum Fluorescent Display (VFD) unit.
The VFD is soldered onto the cluster electronic cir-
cuit board and is visible through a window with a
smoked clear lens located on the lower edge of the
tachometer gauge dial face of the cluster overlay. The
dark lens over the VFD prevents the indicator from
being clearly visible when it is not illuminated. The
text ªSERV 4WDº appears in an amber color and at
the same lighting level as the odometer/trip odometer
information when they are illuminated by the instru-
ment cluster electronic circuit board. The service
4WD indicator is serviced as a unit with the VFD in
the instrument cluster.
OPERATION
The service 4WD indicator gives an indication to
the vehicle operator when the Transfer Case Control
Module (TCCM) has recorded a Diagnostic Trouble
Code (DTC) for an electronic transfer case circuit or
component malfunction. This indicator is controlled
by a transistor on the instrument cluster circuit
board based upon cluster programming and elec-
tronic messages received by the cluster from the
TCCM over the Programmable Communications
Interface (PCI) data bus. The service 4WD indicator
is completely controlled by the instrument cluster
logic circuit, and that logic will only allow this indi-
cator to operate when the instrument cluster receives
a battery current input on the fused ignition switch
output (run-start) circuit. Therefore, the indicator
will always be off when the ignition switch is in any
position except On or Start. The indicator only illu-
minates when it is switched to ground by the instru-
ment cluster circuitry. The instrument cluster will
turn on the service 4WD indicator for the following
reasons:
²Service 4WD Lamp-On Message- Each time
the cluster receives a service 4WD lamp-on message
from the TCCM, the indicator will be illuminated.
The indicator remains illuminated until the cluster
receives a service 4WD lamp-off message from the
TCCM, or until the ignition switch is turned to the
Off position, whichever occurs first.
²Communication Error- If the cluster receives
no messages from the TCCM for five seconds, the
service 4WD indicator is illuminated by the instru-
ment cluster to indicate a loss of TCCM communica-
tion. The indicator remains controlled and
illuminated by the cluster until a valid message is
received from the TCCM.
²Actuator Test- Each time the cluster is put
through the actuator test, the service 4WD indicator
will be turned on, then off again during the VFD por-
tion of the test to confirm the functionality of the
VFD and the cluster control circuitry.The TCCM continually monitors the electronic
transfer case switch and circuits to determine the
condition of the system. The TCCM then sends the
proper lamp-on or lamp-off messages to the instru-
ment cluster. For further diagnosis of the service
4WD indicator or the instrument cluster circuitry
that controls the VFD, (Refer to 8 - ELECTRICAL/
INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). For proper diagnosis of the TCCM, the
PCI data bus, or the electronic message inputs to the
instrument cluster that control the service 4WD indi-
cator, a DRBIIItscan tool is required. Refer to the
appropriate diagnostic information.
SPEEDOMETER
DESCRIPTION
A speedometer is standard equipment on all instru-
ment clusters. The speedometer is located next to the
tachometer, just to the right of center in the instru-
ment cluster. The speedometer consists of a movable
gauge needle or pointer controlled by the instrument
cluster circuitry and a fixed 210 degree primary scale
on the gauge dial face that reads left-to-right either
from ª0º to ª120º mph, or from ª0º to ª200º km/h,
depending upon the market for which the vehicle is
manufactured. Each version also has a secondary
inner scale on the gauge dial face that provides the
equivalent opposite units from the primary scale.
Text appearing on the cluster overlay just below the
hub of the speedometer needle abbreviates the unit
of measure for the primary scale (i.e.: MPH or km/h),
followed by the unit of measure for the secondary
scale (Fig. 28). The speedometer graphics are black
(primary scale) and blue (secondary scale) against a
white field, making them clearly visible within the
instrument cluster in daylight. When illuminated
from behind by the panel lamps dimmer controlled
cluster illumination lighting with the exterior lamps
turned On, the black graphics appear dark blue and
the blue graphics appear light blue. The orange
gauge needle is internally illuminated. Gauge illumi-
nation is provided by replaceable incandescent bulb
and bulb holder units located on the instrument clus-
ter electronic circuit board. The speedometer is ser-
viced as a unit with the instrument cluster.
OPERATION
The speedometer gives an indication to the vehicle
operator of the vehicle road speed. This gauge is con-
Fig. 28 Speedometer Text
DRINSTRUMENT CLUSTER 8J - 37
SERVICE 4WD INDICATOR (Continued)

trolled by the instrument cluster circuit board based
upon cluster programming and electronic messages
received by the cluster from the Powertrain Control
Module (PCM) over the Programmable Communica-
tions Interface (PCI) data bus. The speedometer is an
air core magnetic unit that receives battery current
on the instrument cluster electronic circuit board
through the fused ignition switch output (run-start)
circuit whenever the ignition switch is in the On or
Start positions. The cluster is programmed to move
the gauge needle back to the low end of the scale
after the ignition switch is turned to the Off position.
The instrument cluster circuitry controls the gauge
needle position and provides the following features:
²Vehicle Speed Message- Each time the clus-
ter receives a vehicle speed message from the PCM it
will calculate the correct vehicle speed reading and
position the gauge needle at that relative speed posi-
tion on the gauge scale. The cluster will receive a
new vehicle speed message and reposition the gauge
pointer accordingly about every 88 milliseconds. The
gauge needle will continue to be positioned at the
actual vehicle speed position on the gauge scale until
the ignition switch is turned to the Off position.
²Communication Error- If the cluster fails to
receive a speedometer message, it will hold the gauge
needle at the last indication for about three seconds,
or until the ignition switch is turned to the Off posi-
tion, whichever occurs first. After three seconds, the
gauge needle will return to the left end of the gauge
scale.
²Actuator Test- Each time the cluster is put
through the actuator test, the speedometer needle
will be swept to several calibration points on the
gauge scale in a prescribed sequence in order to con-
firm the functionality of the gauge and the cluster
control circuitry.
The PCM continually monitors the vehicle speed
sensor to determine the vehicle road speed. The PCM
then sends the proper vehicle speed messages to the
instrument cluster. For further diagnosis of the
speedometer or the instrument cluster circuitry that
controls the gauge, (Refer to 8 - ELECTRICAL/IN-
STRUMENT CLUSTER - DIAGNOSIS AND TEST-
ING). For proper diagnosis of the vehicle speed
sensor, the PCM, the PCI data bus, or the electronic
message inputs to the instrument cluster that control
the speedometer, a DRBIIItscan tool is required.
Refer to the appropriate diagnostic information.
TACHOMETER
DESCRIPTION
A tachometer is standard equipment on all instru-
ment clusters. The tachometer is located to the left ofthe speedometer, just to the left of center in the
instrument cluster. The tachometer consists of a
movable gauge needle or pointer controlled by the
instrument cluster circuitry and a fixed 210 degree
scale on the gauge dial face that reads left-to-right
from ª0º to ª7º for gasoline engines. On vehicles with
a diesel engine, the scale reads from ª0º to ª5º. The
text ªRPM X 1000º imprinted on the cluster overlay
directly below the hub of the tachometer needle iden-
tifies that each number on the tachometer scale is to
be multiplied by 1000 rpm (Fig. 29). The tachometer
graphics are black against a white field, making
them clearly visible within the instrument cluster in
daylight. When illuminated from behind by the panel
lamps dimmer controlled cluster illumination lighting
with the exterior lamps turned On, the black graph-
ics appear blue. The orange gauge needle is inter-
nally illuminated. Gauge illumination is provided by
replaceable incandescent bulb and bulb holder units
located on the instrument cluster electronic circuit
board. The tachometer is serviced as a unit with the
instrument cluster.
OPERATION
The tachometer gives an indication to the vehicle
operator of the engine speed. This gauge is controlled
by the instrument cluster circuit board based upon
cluster programming and electronic messages
received by the cluster from the Powertrain Control
Module (PCM) on vehicles with a gasoline engine, or
from the Engine Control Module (ECM) on vehicles
equipped with a diesel engine over the Programma-
ble Communications Interface (PCI) data bus. The
tachometer is an air core magnetic unit that receives
battery current on the instrument cluster electronic
circuit board through the fused ignition switch out-
put (run-start) circuit whenever the ignition switch is
in the On or Start positions. The cluster is pro-
grammed to move the gauge needle back to the low
end of the scale after the ignition switch is turned to
the Off position. The instrument cluster circuitry
controls the gauge needle position and provides the
following features:
²Engine Speed Message- Each time the cluster
receives an engine speed message from the PCM or
ECM it will calculate the correct engine speed read-
ing and position the gauge needle at that relative
speed position on the gauge scale. The cluster will
receive a new engine speed message and reposition
the gauge pointer accordingly about every 88 milli-
seconds. The gauge needle will continually be reposi-
Fig. 29 Tachometer Text
8J - 38 INSTRUMENT CLUSTERDR
SPEEDOMETER (Continued)

tioned at the relative engine speed position on the
gauge scale until the engine stops running, or until
the ignition switch is turned to the Off position,
whichever occurs first.
²Communication Error- If the cluster fails to
receive an engine speed message, it will hold the
gauge needle at the last indication for about three
seconds, or until the ignition switch is turned to the
Off position, whichever occurs first. After three sec-
onds, the gauge needle will return to the left end of
the gauge scale.
²Actuator Test- Each time the cluster is put
through the actuator test, the tachometer needle will
be swept to several calibration points on the gauge
scale in a prescribed sequence in order to confirm the
functionality of the gauge and the cluster control cir-
cuitry.
On vehicles with a gasoline engine, the PCM con-
tinually monitors the crankshaft position sensor to
determine the engine speed. On vehicles with a die-
sel engine, the ECM continually monitors the engine
speed sensor to determine the engine speed. The
PCM or ECM then sends the proper engine speed
messages to the instrument cluster. For further diag-
nosis of the tachometer or the instrument cluster cir-
cuitry that controls the gauge, (Refer to 8 -
ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO-
SIS AND TESTING). For proper diagnosis of the
crankshaft position sensor, the engine speed sensor,
the PCM, the ECM, the PCI data bus, or the elec-
tronic message inputs to the instrument cluster that
control the tachometer, a DRBIIItscan tool is
required. Refer to the appropriate diagnostic infor-
mation.
TOW/HAUL INDICATOR
DESCRIPTION
A tow/haul indicator is standard equipment on all
instrument clusters (Fig. 30). However, on vehicles
not equipped with the optional overdrive automatic
transmission, this indicator is electronically disabled.
The tow/haul indicator consists of the text ªTOW/
HAULº, which appears in the lower portion of the
odometer/trip odometer indicator Vacuum Fluores-
cent Display (VFD) unit. The VFD is soldered onto
the cluster electronic circuit board and is visible
through a window with a smoked clear lens located
on the lower edge of the tachometer gauge dial face
of the cluster overlay. The dark lens over the VFDprevents the indicator from being clearly visible
when it is not illuminated. The text ªTOW/HAULº
appear in an amber color and at the same lighting
level as the odometer/trip odometer information
when they are illuminated by the instrument cluster
electronic circuit board. The tow/haul indicator is ser-
viced as a unit with the VFD in the instrument clus-
ter.
OPERATION
The tow/haul indicator gives an indication to the
vehicle operator when the Off position of the tow/
haul switch has been selected, disabling the electron-
ically controlled overdrive feature of the automatic
transmission. This indicator is controlled by the
instrument cluster circuit board based upon cluster
programming and electronic messages received by
the cluster from the Powertrain Control Module
(PCM) over the Programmable Communications
Interface (PCI) data bus. The tow/haul indicator is
completely controlled by the instrument cluster logic
circuit, and that logic will only allow this indicator to
operate when the instrument cluster receives a bat-
tery current input on the fused ignition switch out-
put (run-start) circuit. Therefore, the indicator will
always be off when the ignition switch is in any posi-
tion except On or Start. The indicator only illumi-
nates when it is switched to ground by the
instrument cluster circuitry. The instrument cluster
will turn on the tow/haul off indicator for the follow-
ing reasons:
²Tow/Haul Lamp-On Message- Each time the
cluster receives a tow/haul lamp-on message from the
PCM indicating that the Off position of the tow/haul
switch has been selected, the tow/haul indicator will
be illuminated. The indicator remains illuminated
until the cluster receives a tow/haul lamp-off mes-
sage from the PCM, or until the ignition switch is
turned to the Off position, whichever occurs first.
²Actuator Test- Each time the cluster is put
through the actuator test, the tow/haul indicator will
be turned on, then off again during the VFD portion
of the test to confirm the functionality of the VFD
and the cluster control circuitry.
The PCM continually monitors the tow/haul switch
to determine the proper outputs to the automatic
transmission. The PCM then sends the proper tow/
haul lamp-on and lamp-off messages to the instru-
ment cluster. For further diagnosis of the tow/haul
indicator or the instrument cluster circuitry that con-
trols the indicator, (Refer to 8 - ELECTRICAL/IN-
STRUMENT CLUSTER - DIAGNOSIS AND
TESTING). For proper diagnosis of the overdrive con-
trol system, the PCM, the PCI data bus, or the elec-
tronic message inputs to the instrument cluster that
control the tow/haul indicator, a DRBIIItscan tool is
Fig. 30 Tow/Haul Indicator
DRINSTRUMENT CLUSTER 8J - 39
TACHOMETER (Continued)

required. Refer to the appropriate diagnostic infor-
mation.
TRANS TEMP INDICATOR
DESCRIPTION
A transmission over-temperature indicator is stan-
dard equipment on all instrument clusters (Fig. 31).
However, on vehicles not equipped with an optional
automatic transmission, this indicator is electroni-
cally disabled. The transmission over-temperature
indicator is located on the left side of the instrument
cluster, to the left of the fuel gauge. The transmission
over-temperature indicator consists of a stencil-like
cutout of the words ªTRANS TEMPº in the opaque
layer of the instrument cluster overlay. The dark
outer layer of the overlay prevents the indicator from
being clearly visible when it is not illuminated. A red
Light Emitting Diode (LED) behind the cutout in the
opaque layer of the overlay causes the ªTRANS
TEMPº text to appear in red through the translucent
outer layer of the overlay when the indicator is illu-
minated from behind by the LED, which is soldered
onto the instrument cluster electronic circuit board.
The transmission over-temperature indicator is ser-
viced as a unit with the instrument cluster.
OPERATION
The transmission over-temperature indicator gives
an indication to the vehicle operator when the trans-
mission fluid temperature is excessive, which may
lead to accelerated transmission component wear or
failure. This indicator is controlled by a transistor on
the instrument cluster circuit board based upon clus-
ter programming and electronic messages received by
the cluster from the Powertrain Control Module
(PCM) over the Programmable Communications
Interface (PCI) data bus. The transmission over-tem-
perature indicator Light Emitting Diode (LED) is
completely controlled by the instrument cluster logic
circuit, and that logic will only allow this indicator to
operate when the instrument cluster receives a bat-
tery current input on the fused ignition switch out-
put (run-start) circuit. Therefore, the LED will
always be off when the ignition switch is in any posi-
tion except On or Start. The LED only illuminates
when it is provided a path to ground by the instru-
ment cluster transistor. The instrument cluster will
turn on the transmission over-temperature indicator
for the following reasons:²Bulb Test- Each time the ignition switch is
turned to the On position the transmission over-tem-
perature indicator is illuminated for about two sec-
onds as a bulb test.
²Trans Over-Temp Lamp-On Message- Each
time the cluster receives a trans over-temp lamp-on
message from the PCM indicating that the transmis-
sion fluid temperature is 135É C (275É F) or higher,
the indicator will be illuminated and a single chime
tone is sounded. The indicator remains illuminated
until the cluster receives a trans over-temp lamp-off
message from the PCM, or until the ignition switch
is turned to the Off position, whichever occurs first.
The chime tone feature will only repeat during the
same ignition cycle if the transmission over-tempera-
ture indicator is cycled off and then on again by the
appropriate trans over-temp messages from the PCM.
²Actuator Test- Each time the cluster is put
through the actuator test, the transmission over-tem-
perature indicator will be turned on, then off again
during the bulb check portion of the test to confirm
the functionality of the LED and the cluster control
circuitry.
The PCM continually monitors the transmission
temperature sensor to determine the transmission
operating condition. The PCM then sends the proper
trans over-temp lamp-on or lamp-off messages to the
instrument cluster. If the instrument cluster turns on
the transmission over-temperature indicator due to a
high transmission oil temperature condition, it may
indicate that the transmission and/or the transmis-
sion cooling system are being overloaded or that they
require service. For further diagnosis of the trans-
mission over-temperature indicator or the instrument
cluster circuitry that controls the LED, (Refer to 8 -
ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO-
SIS AND TESTING). For proper diagnosis of the
transmission temperature sensor, the PCM, the PCI
data bus, or the electronic message inputs to the
instrument cluster that control the transmission
over-temperature indicator, a DRBIIItscan tool is
required. Refer to the appropriate diagnostic infor-
mation.
TURN SIGNAL INDICATOR
DESCRIPTION
Two turn signal indicators, one right and one left,
are standard equipment on all instrument clusters
(Fig. 32). The turn signal indicators are located near
Fig. 31 Transmission Overtemp Indicator
Fig. 32 Turn Signal Indicators
8J - 40 INSTRUMENT CLUSTERDR
TOW/HAUL INDICATOR (Continued)

the upper edge of the instrument cluster, between
the speedometer and the tachometer. Each turn sig-
nal indicator consists of a stencil-like cutout of the
International Control and Display Symbol icon for
ªTurn Warningº in the opaque layer of the instru-
ment cluster overlay. The dark outer layer of the
overlay prevents these icons from being clearly visi-
ble when they are not illuminated. A green Light
Emitting Diode (LED) behind each turn signal indi-
cator cutout in the opaque layer of the overlay causes
the icon to appear in green through the translucent
outer layer of the overlay when the indicator is illu-
minated from behind by the LED, which is soldered
onto the instrument cluster electronic circuit board.
The turn signal indicators are serviced as a unit with
the instrument cluster.
OPERATION
The turn signal indicators give an indication to the
vehicle operator that the turn signal (left or right
indicator flashing) or hazard warning (both left and
right indicators flashing) have been selected and are
operating. These indicators are controlled by transis-
tors on the instrument cluster electronic circuit board
based upon the cluster programming, a hard wired
multiplex input received by the cluster from the turn
signal and hazard warning switch circuitry of the
multi-function switch on the turn/hazard switch mux
circuit, and electronic messages received from the
Front Control Module (FCM) over the Programmable
Communications Interface (PCI) data bus. Each turn
signal indicator Light Emitting Diode (LED) is com-
pletely controlled by the instrument cluster logic cir-
cuit, and that logic will allow this indicator to
operate whenever the instrument cluster receives a
battery current input on the fused B(+) circuit.
Therefore, each LED can be illuminated regardless of
the ignition switch position. The LED only illumi-
nates when it is provided a path to ground by the
instrument cluster transistor. The instrument cluster
will turn on the turn signal indicators for the follow-
ing reasons:
²Turn Signal-On Input- Each time the cluster
detects a turn signal-on input from the turn signal
switch circuitry of the multi-function switch on the
turn/hazard switch mux circuit, the requested turn
signal lamps and turn signal indicator will be flashed
on and off, and an electromechanical relay soldered
onto the cluster electronic circuit board will produce
a clicking sound to emulate a conventional turn sig-
nal flasher. The turn signals and the turn signal
indicators continue to flash on and off until the clus-
ter receives a turn signal-off input from the multi-
function switch, or until the ignition switch is turned
to the Off position, whichever occurs first.²Hazard Warning-On Input- Each time the
cluster detects a hazard warning-on input from the
hazard warning switch circuitry of the multi-function
switch on the turn/hazard switch mux circuit, all of
the turn signal lamps and both turn signal indicators
will be flashed on and off, and an electromechanical
relay soldered onto the cluster electronic circuit
board will produce a clicking sound to emulate a con-
ventional hazard warning flasher. The turn signals
and the turn signal indicators continue to flash on
and off until the cluster receives a hazard warning-
off input from the multi-function switch.
²Lamp Out Mode- The instrument cluster also
sends electronic turn signal on and off messages to
the FCM over the PCI data bus, and the FCM
flashes the appropriate exterior turn signal lamps. If
the FCM detects an inoperative turn signal lamp or
circuit, it increases the flash rate for the remaining
operative turn signals and sends an electronic mes-
sage back to the instrument cluster. The instrument
cluster then increases the flash rate of the turn sig-
nal indicator(s) and the clicking rate of the electro-
mechanical relay to provide an indication of the
problem to the vehicle operator.
²Actuator Test- Each time the cluster is put
through the actuator test, the turn signal indicators
will be turned on, then off again during the bulb
check portion of the test to confirm the functionality
of each LED and the cluster control circuitry.
The instrument cluster continually monitors the
multi-function switch and electronic messages from
the FCM to determine the proper turn signal and
hazard warning system control. For further diagnosis
of the turn signal indicators or the instrument clus-
ter circuitry that controls the indicators, (Refer to 8 -
ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO-
SIS AND TESTING). For proper diagnosis of the
turn signal and hazard warning system, the multi-
function switch, the FCM, the PCI data bus, or the
electronic message inputs to the instrument cluster
that control the turn signal indicators, a DRBIIIt
scan tool is required. Refer to the appropriate diag-
nostic information.
UPSHIFT INDICATOR
DESCRIPTION
An upshift indicator is standard equipment on all
instrument clusters (Fig. 33). However, on vehicles
not equipped with a manual transmission, this indi-
Fig. 33 Upshift Indicator
DRINSTRUMENT CLUSTER 8J - 41
TURN SIGNAL INDICATOR (Continued)

cator is electronically disabled. The upshift indicator
consists of an upward pointed arrow icon, which
appears on the right side of the electronic gear selec-
tor indicator Vacuum Fluorescent Display (VFD)
unit. The VFD is soldered onto the cluster electronic
circuit board and is visible through a window with a
smoked clear lens located on the lower edge of the
speedometer gauge dial face of the cluster overlay.
The dark lens over the VFD prevents the indicator
from being clearly visible when it is not illuminated.
The icon appears in a blue-green color and at the
same lighting level as the odometer/trip odometer
information when it is illuminated by the instrument
cluster electronic circuit board. The upshift indicator
is serviced as a unit with the instrument cluster.
OPERATION
The upshift indicator gives an indication to the
vehicle operator when the manual transmission
should be shifted to the next highest gear in order to
achieve the best fuel economy. This indicator is con-
trolled by the instrument cluster circuit board based
upon cluster programming and electronic messages
received by the cluster from the Powertrain Control
Module (PCM) on vehicles with a gasoline engine, or
from the Engine Control Module (ECM) on vehicles
with a diesel engine over the Programmable Commu-
nications Interface (PCI) data bus. The upshift indi-
cator is completely controlled by the instrument
cluster logic circuit, and that logic will only allow
this indicator to operate when the instrument cluster
receives a battery current input on the fused ignition
switch output (run-start) circuit. Therefore, the indi-
cator will always be off when the ignition switch is in
any position except On or Start. The indicator only
illuminates when it is switched to ground by the
instrument cluster circuitry. The instrument cluster
will turn on the upshift indicator for the following
reasons:
²Upshift Lamp-On Message- Each time the
cluster receives an upshift lamp-on message from the
PCM or ECM indicating the engine speed and load
conditions are right for a transmission upshift to
occur, the upshift indicator is illuminated. The indi-
cator remains illuminated until the cluster receives
an upshift lamp-off message from the PCM or ECM,
or until the ignition switch is turned to the Off posi-
tion, whichever occurs first. The PCM or ECM will
normally send an upshift lamp-off message three to
five seconds after a lamp-on message, if an upshift is
not performed. The indicator will then remain off
until the vehicle stops accelerating and is brought
back into the range of indicator operation, or until
the transmission is shifted into another gear.
²Actuator Test- Each time the cluster is put
through the actuator test, the upshift indicator willbe turned on, then off again during the VFD portion
of the test to confirm the functionality of the VFD
and the cluster control circuitry.
On vehicles with a gasoline engine, the PCM con-
tinually monitors the engine speed and load condi-
tions to determine the proper fuel and ignition
requirements. On vehicles with a diesel engine, the
ECM continually monitors the engine speed and load
conditions to determine the proper fuel requirements.
The PCM or ECM then sends the proper upshift indi-
cator lamp-on and lamp-off messages to the instru-
ment cluster. For further diagnosis of the upshift
indicator or the instrument cluster circuitry that con-
trols the indicator, (Refer to 8 - ELECTRICAL/IN-
STRUMENT CLUSTER - DIAGNOSIS AND
TESTING). For proper diagnosis of the PCM, the
ECM, the PCI data bus, or the electronic message
inputs to the instrument cluster that control the
upshift indicator, a DRBIIItscan tool is required.
Refer to the appropriate diagnostic information.
VOLTAGE GAUGE
DESCRIPTION
A voltage gauge is standard equipment on all
instrument clusters. The voltage gauge is located in
the upper left quadrant of the instrument cluster,
above the fuel gauge. The voltage gauge consists of a
movable gauge needle or pointer controlled by the
instrument cluster circuitry and a fixed 90 degree
scale on the cluster overlay that reads left-to-right
from ªLº (or Low) to ªHº (or High) for gasoline
engines. On vehicles with a diesel engine, the scale
reads from ª8º to ª18º volts. An International Control
and Display Symbol icon for ªBattery Charging Con-
ditionº is located on the cluster overlay, directly
below the right end of the gauge scale (Fig. 34). The
voltage gauge graphics are black against a white
field except for a single red graduation at each end of
the gauge scale, making them clearly visible within
the instrument cluster in daylight. When illuminated
from behind by the panel lamps dimmer controlled
cluster illumination lighting with the exterior lamps
turned On, the black graphics appear blue and the
red graphics still appear red. The orange gauge nee-
dle is internally illuminated. Gauge illumination is
provided by replaceable incandescent bulb and bulb
holder units located on the instrument cluster elec-
tronic circuit board. The voltage gauge is serviced as
a unit with the instrument cluster.
Fig. 34 Battery Charging Condition Icon
8J - 42 INSTRUMENT CLUSTERDR
UPSHIFT INDICATOR (Continued)

OPERATION
The voltage gauge gives an indication to the vehi-
cle operator of the electrical system voltage. This
gauge is controlled by the instrument cluster circuit
board based upon cluster programming and elec-
tronic messages received by the cluster from the
Powertrain Control Module (PCM) on vehicles
equipped with a gasoline engine, or from the Engine
Control Module (ECM) on vehicles equipped with a
diesel engine over the Programmable Communica-
tions Interface (PCI) data bus. The voltage gauge is
an air core magnetic unit that receives battery cur-
rent on the instrument cluster electronic circuit
board through the fused ignition switch output (run-
start) circuit whenever the ignition switch is in the
On or Start positions. The cluster is programmed to
move the gauge needle back to the left end of the
scale after the ignition switch is turned to the Off
position. The instrument cluster circuitry controls
the gauge needle position and provides the following
features:
²System Voltage Message- Each time the clus-
ter receives a system voltage message from the PCM
or ECM indicating the system voltage is between
about 9.5 volts and about 15 volts, the gauge needle
is moved to the relative voltage position on the gauge
scale.
²System Voltage Low (Charge Fail) Message
- Each time the cluster receives three consecutive
messages from the PCM or ECM indicating the elec-
trical system voltage is less than about 9 volts
(charge fail condition), the gauge needle is moved to
the graduation on the far left end of the gauge scale
and the check gauges indicator is illuminated. The
gauge needle remains at the far left end of the gauge
scale and the check gauges indicator remains illumi-
nated until the cluster receives a single message
from the PCM or ECM indicating the electrical sys-
tem voltage is greater than about 9.5 volts (but less
than about 15.5 volts), or until the ignition switch is
turned to the Off position, whichever occurs first. On
vehicles equipped with the optional diesel engine, the
ECM is programmed to restrict the voltage gauge
needle to a position above the graduation on the far
left end of the gauge scale and suppress the check
engine indicator operation until after the engine
intake manifold air heater has completed a pre-heat
or post-heat cycle.²System Voltage High Message- Each time
the cluster receives three consecutive messages from
the PCM or ECM indicating the electrical system
voltage is greater than about 15.5 volts, the gauge
needle is moved to the graduation on the far right
end of the gauge scale and the check gauges indica-
tor is illuminated. The gauge needle remains at the
right end of the gauge scale and the check gauges
indicator remains illuminated until the cluster
receives a message from the PCM or ECM indicating
the electrical system voltage is less than about 15.0
volts (but greater than about 9.5 volts), or until the
ignition switch is turned to the Off position, which-
ever occurs first.
²Communication Error- If the cluster fails to
receive a system voltage message, it will hold the
gauge needle at the last indication for about five sec-
onds or until the ignition switch is turned to the Off
position, whichever occurs first. After five seconds,
the cluster will move the gauge needle to the far left
end of the gauge scale.
²Actuator Test- Each time the cluster is put
through the actuator test, the voltage gauge needle
will be swept to several calibration points on the
gauge scale in a prescribed sequence in order to con-
firm the functionality of the gauge and the cluster
control circuitry.
On vehicles with a gasoline engine, the PCM con-
tinually monitors the system voltage to control the
generator output. On vehicles with a diesel engine,
the ECM continually monitors the system voltage to
control the generator output. The PCM or ECM then
sends the proper system voltage messages to the
instrument cluster. For further diagnosis of the volt-
age gauge or the instrument cluster circuitry that
controls the gauge, (Refer to 8 - ELECTRICAL/IN-
STRUMENT CLUSTER - DIAGNOSIS AND TEST-
ING). If the instrument cluster turns on the check
gauges indicator due to a charge fail or voltage high
condition, it may indicate that the charging system
requires service. For proper diagnosis of the charging
system, the PCM, the ECM, the PCI data bus, or the
electronic message inputs to the instrument cluster
that control the voltage gauge, a DRBIIItscan tool is
required. Refer to the appropriate diagnostic infor-
mation.
DRINSTRUMENT CLUSTER 8J - 43
VOLTAGE GAUGE (Continued)