2000 DODGE NEON engine

On most vehicles another resistor has been added
to the at rest circuit causing the PCM to never see 5
volts. This was done for diagnostic purposes. If the
switch circuit should open (bad connection) then the
PCM will see the 5 volts and know the circuit is bad.
The PCM will then set an open circuit fault.
STOP LAMP SWITCH
DESCRIPTION
The switch is mounted on the brake pedal mount-
ing bracket under the instrument panel.
OPERATION
Vehicles equipped with the speed control option use
a dual function stop lamp switch. The PCM monitors
the state of the dual function stop lamp switch. Refer
to the Brake section for more information on stop
lamp switch service and adjustment procedures.
The brake switch is equipped with three sets of
contacts, one normally open and the other two nor-
mally closed (brakes disengaged). The PCM sends a
12 volt signal to one of the normally closed contacts
in the brake switch, which is connected to a ground.
With the contacts closed, the 12 volt signal is pulled
to ground causing the signal to go low. The low volt-
age signal, monitored by the PCM, indicates that the
brakes are not applied. When the brakes are applied,
the contacts open, causing the PCM's output voltage
to go high, disengaging the speed control also
grounding the dump solenoid.
The second set of normally closed contacts is sup-
plied battery voltage any time speed control is
selected. From the brake switch, current is routed to
the speed control servo solenoids. The speed control
solenoids (vacuum, vent and dump) are provided this
current any time the speed control is ON and the
brakes are disengaged. When the driver applies the
brakes, the contacts open and current is interrupted
to the solenoids. The normally open contacts are fed
battery voltage. When the brakes are applied, battery
voltage is supplied to the stop lamps.
SERVO CABLE
DESCRIPTION
The speed control servo cable is connected between
the speed control vacuum servo diaphragm and the
throttle body control linkage.
OPERATION
This cable causes the throttle control linkage to
open or close the throttle valve in response to move-
ment of the vacuum servo diaphragm.
VACUUM RESERVOIR
OPERATION
The reservoir stores engine vacuum in the reser-
voir. When engine vacuum drops, as in climbing a
grade while driving, the reservoir supplies the vac-
uum needed to maintain proper speed control opera-
tion. The vacuum reservoir cannot be repaired and
must be replaced if faulty.
VEHICLE SPEED SENSOR
The Vehicle Speed Sensor (VSS) is a pulse genera-
tor mounted to an adapter near the transmission out-
put shaft. The sensor is driven through the adapter
by a speedometer pinion gear. The VSS pulse signal
to the speedometer/odometer is monitored by the
PCM speed control circuitry to determine vehicle
speed and to maintain speed control set speed.
REMOVAL AND INSTALLATION
SPEED CONTROL SERVO
REMOVAL
(1) Disconnect electrical connector from servo (Fig.
2).
(2) Disconnect vacuum hose from servo
(3) Remove 2 nuts retaining cable to servo.
(4) Remove retaining clip pin holding cable to
servo.
Fig. 2 Speed Control Servo
PLVEHICLE SPEED CONTROL SYSTEM 8H - 3
DESCRIPTION AND OPERATION (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
HEADLAMPS ARE DIM
WITH ENGINE IDLING OR
IGNITION TURNED OFF1. Loose or corroded battery cables. 1. Clean and secure battery cable clamps
and posts.
2. Loose or worn generator drive
belt.2. Adjust or replace generator drive belt.
3. Charging system output too low. 3. Test and repair charging system, refer to
Group 8A,
4. Battery has insufficient charge. 4. Test battery state-of-charge,
refer to Group 8A.
5. Battery is sulfated or shorted. 5. Load test battery, refer to Group 8A.
6. Poor lighting circuit Z1 - ground. 6. Test for voltage drop across Z1 - ground
locations, refer to Group 8W.
7. Both headlamp bulbs defective. 7. Replace both headlamp bulbs.
HEADLAMP BULBS BURN
OUT FREQUENTLY1. Charging system output too high. 1. Test and repair charging system, refer to
Group 8A.
2. Loose or corroded terminals or
splices in circuit.2. Inspect and repair all connectors and
splices, refer to Group 8W.
HEADLAMPS ARE DIM
WITH ENGINE RUNNING
ABOVE IDLE*1. Charging system output too low. 1. Test and repair charging system, refer to
Group 8A.
2. Poor lighting circuit Z1 - ground. 2. Test for voltage drop across Z1 - ground
locations, refer to Group 8W.
3. High resistance in headlamp
circuit.3. Test amperage draw of headlamp circuit.
4. Both headlamp bulbs defective. 4. Replace both headlamp bulbs.
HEADLAMPS FLASH
RANDOMLY1. Poor lighting circuit Z1 - ground. 1. Test for voltage drop across Z1 - ground
locations, refer to Group 8W.
2. High resistance in headlamp
circuit.2. Test amperage draw of headlamp circuit.
Should not exceed 30 amps.
3. Faulty headlamps switch circuit
breaker.3. Replace headlamp switch.
4. Loose or corroded terminals or
splices in circuit.4. Inspect and repair all connectors and
splices, refer to Group 8W.
HEADLAMPS DO NOT
ILLUMINATE1. No voltage to headlamps. 1. Repair open headlamp circuit, refer to
Group 8W.
2. No Z1 - ground at headlamps. 2. Repair circuit ground, refer to Group 8W.
3. Faulty headlamp switch. 3. Replace headlamp switch.
4. Faulty headlamp dimmer
(multi-function) switch.4. Replace multi-function switch.
5. Broken connector terminal or wire
splice in headlamp circuit.5. Repair connector terminal or wire splice.
Headlamps stay on with key
out (DRL equipped
vehicles).1. Failed DRL function in cluster 1. Replace cluster.
Turn signals do not come
ON.1. Wrong cluster installed. 1. Replace cluster.
2. Bit not set. 2. Set bit.
*Canada vehicles must have lamps ON.
8L - 2 LAMPSPL
DIAGNOSIS AND TESTING (Continued)

FOG LAMP
FOG LAMP DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
FOG LAMPS ARE
DIM WITH ENGINE
IDLING OR
IGNITION TURNED
OFF.1. Loose or corroded battery cables. 1. Clean and secure battery cable clamps
and posts.
2. Loose or worn generator drive belt. 2. Adjust or replace generator drive belt.
3. Charging system output too low. 3. Test and repair charging system. Refer to
Group 8A,
4. Battery has insufficient charge. 4. Test battery state-of -charge. Refer to
Group 8A.
5. Battery is sulfated or shorted. 5. Load test battery. Refer to Group 8A.
6. Poor lighting circuit Z1-ground. 6. Test for voltage drop across Z1-ground
locations. Refer to Group 8W.
FOG LAMP BULBS
BURN OUT
FREQUENTLY1. Charging system output too high. 1. Test and repair charging system. Refer to
Group 8A.
2. Loose or corroded terminals or splices in
circuit.2. Inspect and repair all connectors and
splices. Refer to Group 8W.
FOG LAMPS ARE
DIM WITH ENGINE
RUNNING ABOVE
IDLE1. Charging system output too low. 1. Test and repair charging system. Refer to
Group 8A.
2. Poor lighting circuit Z1-ground. 2. Test for voltage drop across Z1-ground
locations. Refer to Group 8W.
3. High resistance in fog lamp circuit. 3. Test amperage draw of fog lamp circuit.
FOG LAMPS
FLASH RANDOMLY1. Poor lighting circuit Z1-ground. 1. Test for voltage drop across Z1-ground
locations. Refer to Group 8W.
2. High resistance in fog lamp circuit. 2. Test amperage draw of fog lamp circuit.
3. Faulty fog lamp switch. 3. Replace fog lamp switch.
4. Loose or corroded terminals or splices in
circuit.4. Inspect and repair all connectors and
splices. Refer to Group 8W.
FOG LAMPS DO
NOT ILLUMINATE1. Blown fuse for fog lamp. 1. Replace fuse. Refer to Group 8W.
2. No Z1-ground at fog lamps. 2. Repair circuit ground. Refer to Group
8W.
3. Faulty fog lamp switch. 3. Replace fog lamp switch.
4. Broken connector terminal or wire splice
in fog lamp circuit.4. Repair connector terminal or wire splice.
5. Defective or burned out bulb. 5. Replace bulb.
PLLAMPS 8L - 3
DIAGNOSIS AND TESTING (Continued)

BULB APPLICATION
TABLE OF CONTENTS
page page
GENERAL INFORMATION
INTRODUCTION.........................19
SPECIFICATIONS
EXTERIOR LAMPS........................19INTERIOR LAMPS........................19
GENERAL INFORMATION
INTRODUCTION
The following Bulb Application Tables list the lamp
title on the left side of the column and trade number
or part number on the right.
CAUTION: Do not use bulbs that have a higher can-
dle power than the bulb listed in the Bulb Applica-
tion Table. Damage to lamp can result.
Do not touch halogen bulbs with fingers or other
possibly oily surfaces. Bulb life will be reduced.
If a halogen bulb is contaminated with oil, clean
bulb with denatured alcohol or ammonia based sol-
vent.
SPECIFICATIONS
EXTERIOR LAMPS
LAMP BULB
Lowbeam Headlamp..................9006XS
Highbeam Headlamp.................9005XS
Center High Mounted Stop.............W16W
Front Position........................ W5W
Side Repeater / Turn Signal............... 37R
Rear License Plate..................... W5W
Front Turn Signal....................P214W
Tail/Stop...........................P27/7W
Rear Turn Signal....................P27/7W
Back-up...........................P27/7W
Rear Fog Lamp......................P27/7W
INTERIOR LAMPS
LAMP BULB
ABS ...............................PC194
Airbag.............................PC194
AshTray .............................. 161
Brake Warning System Indicator.........PC194
Cigar Lighter.......................... 203
Climate Controls........................ 203
Console Gear Selector.................... 161
Dome Light............................ 578
Glove Box............................. 194
High Beam Indicator..................PC194
Ignition Key........................... 161
Instrument Cluster...................PC194
Rear Cargo............................ 912
Seat Belt Indicator.....................PC74
Service Engine Soon...................PC194
Turn Signal Indicator..................PC194
Underhood............................ 105
Visor Vanity........................6501966
Volts Indicator........................PC74
PLLAMPS 8L - 19

POWER DISTRIBUTION SYSTEMS
TABLE OF CONTENTS
page page
DESCRIPTION AND OPERATION
POWER DISTRIBUTION SYSTEM.............1
POWER DISTRIBUTION CENTER (PDC).......1
FUSE BLOCK.............................2REMOVAL AND INSTALLATION
FUSE BLOCK.............................2
POWER DISTRIBUTION CENTER (PDC).......2
DESCRIPTION AND OPERATION
POWER DISTRIBUTION SYSTEM
This group covers the various standard and
optional power distribution components used on this
model. Refer to the Component Index of Group 8W -
Wiring Diagrams for complete circuit diagrams of the
various power distribution components.
The power distribution system for this vehicle is
designed to provide safe, reliable, centralized and
convenient to access distribution of the electrical cur-
rent required to operate all of the many standard
and optional factory-installed electrical and electronic
powertrain, chassis, safety, comfort and convenience
systems. At the same time, these systems were
designed to provide centralized locations for conduct-
ing diagnosis of faulty circuits, and for sourcing the
additional current requirements of many aftermarket
vehicle accessory and convenience items.
These power distribution systems also incorporate
various types of circuit control and protection fea-
tures, including:
²Fuses
²Fuse cartridges
²Fusible links
²Automatic resetting circuit breakers
²Relays
²Flashers
²Timers
²Circuit splice blocks.
The power distribution system for this vehicle con-
sists of the following components:
²Power Distribution Center (PDC)
²Fuse Block
Following are general descriptions of the major
components in the power distribution system. Refer
to the owner's manual in the vehicle glove box for
more information on the features, use and operation
of all of the power distribution system components.
POWER DISTRIBUTION CENTER (PDC)
All of the electrical current distributed throughout
this vehicle is directed through the standard equip-ment Power Distribution Center (PDC). The molded
plastic PDC housing is located in the left front corner
of the engine compartment, just behind the air
cleaner housing and left of the battery (Fig. 1). The
PDC housing has a molded plastic cover. The PDC
cover is easily removed for service access and has a
convenient fuse and relay layout label affixed to the
inside surface of the cover to ensure proper compo-
nent identification.
The PDC housing is secured to the left inner
fender well an indexing pin and one screw. All of the
PDC outputs are through the integral engine com-
partment wire harness.
All of the current from the generator cable connec-
tion goes to the battery through a 140 ampere fusible
link that is secured with a nut to the positive battery
cable terminal. The PDC houses up to ten six fuse
cartridges, which replace all in-line fusible links. The
PDC also houses up to twelve blade-type fuses, up to
three full International Standards Organization
(ISO) relays, and up to eight mini International
Standards Organization (ISO) relays. Internal con-
nection of all the PDC circuits is accomplished by an
intricate network of hard wiring and bus bars. Refer
toPower Distributionin the Component Index of
Group 8W - Wiring Diagrams for complete circuit
diagrams.
Fig. 1 Power Distribution Center (PDC) Location
PLPOWER DISTRIBUTION SYSTEMS 8O - 1

The fusible link, fuses and relays are available for
service replacement. The PDC unit cannot be
repaired and is only serviced as a unit with the
engine compartment wire harness. If the PDC is
faulty or damaged, the engine compartment wire har-
ness assembly must be replaced.
FUSE BLOCK
An electrical Fuse Block is located in the left end
of the instrument panel (Fig. 2). It serves to simplify
and centralize numerous electrical components, as
well as to distribute electrical current to many of the
accessory systems in the vehicle.
The Fuse Block is positioned on a mounting
bracket up and under the left instrument panel. It is
secured by two screws. The fuse block is concealed
behind the left instrument panel end cap. The left
end cap is a snap-fit access cover that conceals the
fuse block fuses. A fuse layout placard is on the back
of the end cap to ensure proper fuse identification.
The fuse block houses blade-type fuses and auto-
matic resetting circuit breakers (Fig. 3). Internal con-
nection of all the fuse block circuits is accomplished
by an intricate network of hard wiring and bus bars.
Refer toJunction Blockin the Component Index of
Group 8W - Wiring Diagrams for complete circuit
diagrams.
The fuses and circuit breakers are available for
service replacement. The fuse block unit cannot be
repaired and is only serviced as an assembly. If any
circuit or the fuse block housing is faulty or dam-
aged, the entire fuse block and instrument panel
wire harness assembly must be replaced.
REMOVAL AND INSTALLATION
FUSE BLOCK
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO GROUP 8M - PASSIVE
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANYSTEERING WHEEL, STEERING COLUMN, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
REMOVAL
The Fuse Block is serviced with the instrument
panel wire harness. If service is required to the fuse
block, the entire instrument panel harness must be
replaced.
(1) The instrument panel must be removed from
the vehicle. Refer to Group 8E-Instrument Panel and
Systems for Instrument Panel Removal and Installa-
tion.
(2) With the instrument panel on the bench,
de-trim the instrument panel enough to gain access
to all screws and connectors to remove instrument
panel wire harness with fuse block.
INSTALLATION
For installation, reverse the above procedures.
Ensure that the wire terminals and connectors are in
good condition and connectors are properly installed.
POWER DISTRIBUTION CENTER (PDC)
The Power Distribution Center (PDC) is serviced
as a unit with the engine compartment wire harness.
If any internal circuit of the PDC or the PDC hous-
ing is faulty or damaged, the entire PDC and engine
compartment wire harness unit must be replaced.
Fig. 2 Fuse Block Location
Fig. 3 Fuse Block
1 ± CIRCUIT BREAKER 2
2 ± CIRCUIT BREAKER 1
8O - 2 POWER DISTRIBUTION SYSTEMSPL
DESCRIPTION AND OPERATION (Continued)

REMOVAL
(1) Disconnect and isolate the battery negative
cable (Fig. 4).
(2) Disconnect each of the engine compartment
wire harness connectors. Refer to8W-90 - Connec-
tor Locationsin Group 8W - Wiring Diagrams for
more information on the locations of the affected con-
nectors.
(3) Remove the fasteners that secure each of the
engine compartment wire harness ground eyelets to
the vehicle body and chassis components. Refer to
8W-90 - Connector Locationsin Group 8W - Wir-
ing Diagrams for more information on the ground
eyelet locations.
(4) Disengage each of the retainers that secure the
engine compartment wire harness to the vehicle body
and chassis components. Refer to8W-90 - Connec-tor Locationsin Group 8W - Wiring Diagrams for
more information on the retainer locations.
(5) Remove the one screw and disengage the PDC
housing from the left inner fender well.
(6) Remove the PDC and the engine compartment
wire harness from the engine compartment as a unit.
INSTALLATION
NOTE: If the power distribution center (PDC) is
being replaced with a new unit, be certain to trans-
fer each of the fuses and relays from the old power
distribution center to the proper cavities of the new
power distribution center. Refer to Power Distribu-
tion in Group 8W - Wiring Diagrams for the proper
power distribution center cavity assignments.
(1) Position the PDC in the engine compartment.
(2) Align the PDC mounting pin with the inner
fender well hole.
(3) Place PDC down in engine compartment and
install retaining screw.
(4) Route the engine compartment wire harness
from the PDC through the engine compartment,
engaging each of the harness retainers to the mount-
ing provisions in the vehicle body and chassis compo-
nents. Refer to8W-90 - Connector Locationsin
Group 8W - Wiring Diagrams for more information
on the harness routing and retainer locations.
(5) Install and tighten the fasteners that secure
each of the engine compartment wire harness ground
eyelets to the vehicle body and chassis components.
Refer to8W-90 - Connector Locationsin Group
8W - Wiring Diagrams for more information on the
ground eyelet locations.
(6) Reconnect each of the engine compartment
wire harness connectors. Refer to8W-90 - Connec-
tor Locationsin Group 8W - Wiring Diagrams for
more information on the locations of the affected con-
nectors.
(7) Torque nut retaining positive battery cable at
PDC to 96 - 141 Nzm (85 - 130 in. lbs.).
(8) Reconnect the battery negative cable.
Fig. 4 Battery Negative Cable Remove/Install
1 ± NEGATIVE CABLE
2 ± NEGATIVE BATTERY POST
PLPOWER DISTRIBUTION SYSTEMS 8O - 3
REMOVAL AND INSTALLATION (Continued)

VTSS disarming occurs upon normal vehicle entry
by unlocking either door via the key cylinders or
RKE transmitter, or by starting the vehicle with a
valid Sentry Key. This disarming will also halt the
alarm once it has been activated.
A tamper alert exists to notify the driver that the
system had been activated. This alert consists of 3
horn pulses when the vehicle is disarmed.
The VTSS will not arm by mechanically locking the
vehicle doors. This will manually override the sys-
tem.
In the dealer lot storage mode of operation, all of
the above descriptions of the VTSS are true with the
following exceptions:
²Remote Keyless Entry functions are disabled,
and cannot be used for arming/disarming the VTSS.
²The VTSS indicator is non-operational.
SENTRY KEY IMMOBILIZER SYSTEM (SKIS)
The Sentry Key Immobilizer System (SKIS) is
designed to provide passive protection against unau-
thorized vehicle use by preventing the engine from
operating while the system is armed. The primary
components of this system are the Sentry Key Immo-
bilizer Module (SKIM), the Sentry Key transponder,
the Vehicle Theft/Security System (VTSS) indicator
LED, and the Powertrain Control Module (PCM).
The SKIM is installed on the steering column near
the ignition lock cylinder. The transponder is located
under the molded rubber cap on the head of the igni-
tion key. The VTSS indicator LED is located in the
instrument cluster.
The SKIS includes three valid Sentry Key tran-
sponders from the factory, one being a valet key. This
is so the customer can self program new keys if one
is lost. If the customer wishes, additional non-coded
blank Sentry Keys are available. These blank keys
can be cut to match a valid ignition key, but the
engine will not start unless the key transponder is
also programmed to the vehicle. The SKIS will recog-
nize no more than eight valid Sentry Key transpon-
ders at any one time.
The SKIS performs a self-test each time the igni-
tion switch is turned to the ON position, and will
store Diagnostic Trouble Codes (DTC's) if a system
malfunction is detected. The SKIS can be diagnosed,
and any stored DTC can be retrieved using a DRB
llltscan tool as described in the proper Body Diag-
nostic Procedures Manual.
SENTRY KEY IMMOBILIZER MODULE (SKIM)
The Sentry Key Immobilizer Module (SKIM) (Fig.
1) contains a Radio Frequency (RF) transceiver and a
central processing unit, which includes the Sentry
Key Immobilizer System (SKIS) program logic. The
SKIS programming enables the SKIM to programand retain in memory the codes of at least two, but
no more than eight electronically coded Sentry Key
transponders. The SKIS programming also enables
the SKIM to communicate over the Programmable
Communication Interface (PCI) bus network with the
Powertrain Control Module (PCM), the instrument
cluster and/or the DRB IIItscan tool.
The SKIM transmits and receives RF signals
through a tuned antenna enclosed within a molded
plastic ring formation that is integral to the SKIM
housing. When the SKIM is properly installed on the
steering column, the antenna ring is oriented around
the circumference of the ignition lock cylinder hous-
ing (Fig. 1). This antenna ring must be located
within eight millimeters (0.31 inches) of the Sentry
Key in order to ensure proper RF communication
between the SKIM and the Sentry Key transponder.
For added system security, each SKIM is pro-
grammed with a unique ªSecret Keyº code and a
security code. The SKIM keeps the ªSecret Keyº code
in memory and sends the code over the CCD data
bus to the PCM, which also keeps this code in its
memory. The SKIM also sends the ªSecret Keyº code
to each of the programmed Smart Key transponders.
The security code is used by the assembly plant to
access the SKIS for initialization, or by the dealer
technician to access the system for service. The
SKIM also stores in its memory the Vehicle Identifi-
cation Number (VIN), which it learns through a PCI
bus message from the PCM during initialization.
The SKIM and the PCM both use software that
includes a rolling code algorithm strategy, which
helps to reduce the possibility of unauthorized SKIS
Fig. 1 Sentry Key Immobilizer Module (SKIM)
Location
1 ± STEERING COLUMN
2 ± SKIM ELECTRICAL CONNECTOR
3 ± SKIM
8Q - 2 VEHICLE THEFT/SECURITY SYSTEMPL
DESCRIPTION AND OPERATION (Continued)