2000 DODGE NEON display

To diagnose the cluster lamps first place the clus-
ter in self-diagnostic mode. With the ignition switch
in the off position, press the trip odometer reset but-
ton down. Simultaneously turn the ignition key to
the ON position and release the trip reset button. All
the indicator lamps and VF displays should illumi-
nate except for the fog lamp, turn signal, and high
beam select indicators. Refer to (Fig. 2), (Fig. 3), and
the Cluster Identification table.
1 ± FOG LAMP
2 ± BRAKE**
3 ± TRAC OFF**
4 ± ABS**
5 ± SPEEDOMETER
6 ± LEFT/RIGHT TURN SIGNAL
7 ± HIGH BEAM
8 ± TACHOMETER
9 ± OIL PRESSURE**
10 ± SEAT BELT**
11 ± BATTERY**
12 ± AIR BAG**
13 ± SECURITY*
14 ± FUEL FILLER DOOR LOCATOR
15 ± FUEL GAUGE
16 ± LOW FUEL*
17 ± MALFUNCTION INDICATOR LAMP (MIL)**
18 ± TRIP RESET BUTTON
19 ± TRAC**
20 ± ODOMETER**
21 ± DOOR (AJAR)**
22 ± SET CRUISE*
23 ± TRIP**
24 ± CRUISE*
25 ± TEMPERATURE GAUGE
*ILLUMINATE DURING SELF-DIAGNOSTICS
**ILLUMINATE DURING BULB CHECK AND SELF-DIAGNOSTICS
LOW OIL PRESSURE WARNING LAMP TEST
The low oil pressure warning lamp will illuminate
when the ignition switch is turned to the ON position
without engine running. The lamp also illuminates if
the engine oil pressure drops below a safe oil pres-
sure level.To test the system, turn the ignition switch to the
ON position. If the lamp fails to light, inspect for a
broken or disconnected wire at the oil pressure
switch, located at the front of the engine (Fig. 4). If
the wire at the connector checks good, pull the con-
nector loose from the switch and with a jumper wire,
ground the connector to the engine. With the ignition
switch turned to the ON position, check the warning
lamp. If the lamp still fails to light, inspect for a
burned out lamp or disconnected socket in the clus-
ter.
Fig. 2 Base Instrument Cluster Without Tachometer
Fig. 3 Premium Instrument Cluster With Tachometer
1 ± FOG LAMP
2 ± BRAKE**
3 ± TRAC OFF**
4 ± ABS**
5 ± SPEEDOMETER
6 ± LEFT/RIGHT TURN SIGNAL
7 ± HIGH BEAM
8 ± TACHOMETER
9 ± OIL PRESSURE**
10 ± SEAT BELT**
11 ± BATTERY**
12 ± AIR BAG**
13 ± SECURITY*
14 ± FUEL FILLER DOOR LOCATOR
15 ± FUEL GAUGE
16 ± LOW FUEL*
17 ± MALFUNCTION INDICATOR LAMP (MIL)**
18 ± TRIP RESET BUTTON
19 ± TRAC**
20 ± ODOMETER**
21 ± DOOR (AJAR)**
22 ± SET CRUISE*
23 ± TRIP**
24 ± CRUISE*
25 ± TEMPERATURE GAUGE
*ILLUMINATE DURING SELF-DIAGNOSTICS
**ILLUMINATE DURING BULB CHECK AND SELF-DIAGNOSTICS
PLINSTRUMENT PANEL SYSTEMS 8E - 3
DIAGNOSIS AND TESTING (Continued)

AUDIO SYSTEM
TABLE OF CONTENTS
page page
GENERAL INFORMATION
INTRODUCTION..........................1
DESCRIPTION AND OPERATION
INTERFERENCE ELIMINATION...............1
DIAGNOSIS AND TESTING
AUDIO DIAGNOSTIC TEST PROCEDURES......1
TESTING................................1
BENCH TEST FOR ANTENNA MALFUNCTION...7REMOVAL AND INSTALLATION
CD CHANGER............................7
FRONT DOOR SPEAKER....................8
INSTRUMENT PANEL SPEAKER(S)...........8
MAST and ANTENNA ASSEMBLY.............8
RADIO..................................9
REAR SHELF SPEAKER(S).................10
GENERAL INFORMATION
INTRODUCTION
Operating instructions for the factory installed
audio systems can be found in the Owner's Manual
provided with the vehicle.
The vehicles are equipped with an Interior (Igni-
tion Off Draw) fuse in the Power Distribution Center
located in the engine compartment. After the Interior
(IOD) fuse or battery has been disconnected the clock
will require resetting. The radio station presets have
a nonvolatile memory and will retain the preset sta-
tions after a battery disconnect.
The available radio options are:
²AM/FM Stereo Cassette w/Clock
²AM/FM/CD
²AM/FM Cassette w/CD Changer Controls and
Display
²CD/4 Disc Changer - In-Dash (used w/Radio CD
Changer Controls)
DESCRIPTION AND OPERATION
INTERFERENCE ELIMINATION
The radio utilizes a ground wire plugged on to a
blade terminal and is bolted to the radio chassis.
Both connector and terminal should be securely
attached. The engine has two separate ground straps
to suppress ignition noise which may interfere with
radio reception.
²Left engine mount clip on strap
²Engine to shock tower reinforcement
Inductive type spark plug cables in the high ten-
sion circuit of the ignition system complete the inter-
ference suppression. Faulty or deteriorated spark
plug wires should be replaced.
DIAGNOSIS AND TESTING
AUDIO DIAGNOSTIC TEST PROCEDURES
CAUTION: The CD player will only operate between
approximate temperatures of -23ÉC and +65ÉC (-10ÉF
and +145ÉF).
Whenever a radio malfunction occurs;
(1) First check FUSES:
(a) Power Distribution Center (PDC), Interior
lamp fuse, M1 - Radio Memory Feed
(b) Fuse Block:
(I) Fuse 12, Illumination in the fuse block
(II) Fuse 16, Ignition feed in the fuse block
NOTE: The vehicles are shipped with the INTERIOR
LAMP fuse disconnected.
(2) Verify, the radio wire harness are properly con-
nected before starting normal diagnosis and repair
procedures. Refer to Audio Diagnostic Charts and/or
Group 8W, Wiring Diagrams, Radio Section.
TESTING
The antenna has a short cable which connects into
the instrument panel harness. The connection is
made on the right side of the instrument panel.
Antenna performance may be tested by substitut-
ing a known good antenna. It is also possible to
check short or open circuits with an ohmmeter or
continuity light once the antenna cable is discon-
nected from the radio as follows:
(1) Continuity should be present between the
antenna mast and radio end pin of antenna cable
plug (Fig. 1).
(2) No continuity should be observed or a very
high resistance of several megohms between the
ground shell of the connector and radio end pin.
PLAUDIO SYSTEM 8F - 1

(3) After the ignition switch has been in the ON
position for about three seconds, but no more than
fifteen seconds, cycle the ignition switch back to the
OFF position. Replace the first valid Sentry Key in
the ignition lock cylinder with the second valid Sen-
try Key and turn the ignition switch back to the ON
position. Both operations must be performed within
15 seconds.
(4) About ten seconds after the completion of Step
3, the VTSS indicator LED will start to flash and a
single audible chime tone will sound to indicate that
the system has entered the ªCustomer Learnº pro-
gramming mode.
(5) Within about fifty seconds of entering the ªCus-
tomer Learnº programming mode, turn the ignition
switch to the OFF position, replace the valid Sentry
Key with a blank Sentry Key transponder, and turn
the ignition switch back to the ON position.
(6) About ten seconds after the completion of Step
5, a single audible chime tone will sound and the
VTSS indicator LED will stop flashing and stay on
solid for about three seconds to indicate that the
blank Sentry Key transponder has been successfully
programmed. The SKIS will immediately return to
normal system operation following exit from the
ªCustomer Learnº programming mode.
(7) Go back to Step 2 and repeat this process for
each additional Sentry Key transponder blank to be
programmed.
If any of the above steps is not completed in the
proper sequence, or within the allotted time, the
SKIS will automatically exit the ªCustomer Learnº
programming mode. The SKIS will also automatically
exit the ªCustomer Learnº programming mode if it
sees a non-blank Sentry Key transponder when it
should see a blank, if it has already programmed
eight valid Sentry Keys, or if the ignition switch is
turned to the OFF position for more than about fifty
seconds.
PROGRAMMING BLANK SENTRY KEY
TRANSPONDERS WITH A DRB lllTSCAN TOOL
When programming a blank Sentry Key transpon-
der, the key blank must first be cut to match the
ignition lock cylinder. It will also be necessary to
enter the vehicle's four digit PIN code into the DRB
IIItscan tool to enter the Sentry Key Immobilizer
Module's (SKIM's) secured access mode.
NOTE: Once a Sentry Key is programmed to a par-
ticular vehicle, it cannot be transferred to another
vehicle.
Insert the blank key into the ignition and turn it to
the RUN position. Using the DRB IIItscan tool,
select ªTheft Alarm,º then ªSKIM,º then ªMiscella-
neous.º Select ªProgram New Key.º Enter the fourdigit PIN code using the DRB IIIt. When program-
ming is completed, the SKIM will exit secured access
mode and display the status of the key. One of five
different status messages may be displayed as fol-
lows:
²ªProgramming Successfulº is displayed if SKIM
Sentry Key programming succeeds.
²ªLearned Key in Ignitionº is displayed if the key
in the ignition has already been programmed into
that vehicle's SKIM.
²ª8 Keys Already Learned (At The Maximum)
Programming Not Doneº is displayed if eight keys
have already been programmed into the SKIM. In
this case, if a new key needs to be added due to a
lost or defective key, the ªErase All Keysº function
(requires entering secured access mode) has to be
performed. Then the customer is seven keys plus the
new key MUST be reprogrammed into the SKIM.
²ªProgramming Not Attemptedº is displayed after
an ªErase All Keysº function is executed.
²ªProgramming Key Failedº is displayed if fur-
ther diagnosis is required.
²To learn additional keys, turn the ignition OFF,
remove the learned key, and insert the next new
blank key. Turn ignition to the RUN position and re-
enter the secured access mode function and repeat
the ªProgram New Keyº procedure outlined above.
SWITCHING OPERATING MODES/
CONFIGURING A NEW MODULE
To switch operating modes or to configure a new
module, a DRB IIItscan tool must be used.
(1) Hook up the DRB IIItscan tool to the Data
Link Connector (DLC) (Fig. 4).
(2) With the key in the ignition, turn the key to
the RUN position.
(3) After the DRB IIItscan tool initialization, per-
form the following:
(a) Select ªTheft Alarm.º
(b) Select ªVTSS.º
(c) Select ªMiscellaneous.º
(4) Once in the ªMiscellaneousº screen:
(a) If you wish to configure a new module, select
ªConfigure Module.º
(b) If you wish to put the module into customer
usage mode, select ªEnable VTSS.º
(c) If you wish to put the module into dealer lot
mode, select ªDealer Lot.º
8Q - 6 VEHICLE THEFT/SECURITY SYSTEMPL
SERVICE PROCEDURES (Continued)

15
MODULE ENTRY
KEYLESS
REMOTE
20
13 26
X161
20
WT
15A
FUSE
13
POWER
DISTRIBUTION
CENTER BATT A0
4
2 14
SIREN
3
G103 S117
C104C19
19
C305
C3014 11 A11 M1
20
PK
M1
20
PK
X5
22
WT/RD
X5
20
WT/RD
X5
20
WT/RDX5
20
WT/RD
G120
18
WT/DBG120
18
WT/BK
G120
18
WT/DB
G120
18
WT/DB
Z1
18
BK
LHD RHD
SENSOR INTRUSION
LAMP/
DOME
DISPLAY
BACKLIGHT DISPLAY
BACKLIGHT FUSED
B(+)
GROUNDJAPAN JAPAN
S120 S103
ANTENNA ANTENNA
INTRUSION
SENSOR
SIGNAL DISPLAY
BACKLIGHT SIGNALSENSOR INTRUSION
RHD
Z1
12
BK
13(8W-10-12)(8W-10-2)
(8W-10-3) (8W-10-7)
(8W-15-7) (8W-15-7)(8W-44-2) (8W-10-12)
8W - 39 - 14 8W-39 VEHICLE THEFT SECURITY SYSTEM
BUILT-UP-EXPORTPL
008W-10PLI03914

LHD
RHD
Z2 22BK/LGGROUND
F9 20RD/BKFUSED B(+)
PASSENGER DOOR SWITCH MUX
P96 20LG/BK
- -
L7 20BK/YLDIMMER SWITCH LOW BEAM OUTPUT
REMOTE KEYLESS
ENTRY MODULE
1411
12
13
9 5
6
8 7 3
4 2 1CIRCUIT CAV
10
21 15
18
19 17 16
20
24 23 22
25
26
F35 18RDHEADLAMP SWITCH OUTPUT
P33 18OR/BKFUSED B(+)
P34 18PK/BKDOOR LOCK DRIVER
P36 18PK/VTDOOR UNLOCK DRIVER
M9 20DB/ORDOOR UNLOCK DRIVER
PASSENGER DOOR AJAR/ RKE SENSE
P97 20LGDRIVER DOOR SWITCH MUX
Z1 20BKGROUND
X161 20WTRKE ANTENNA
X5 22WT/RDDISPLAY BACKLIGHT
Q2 16LG/BKDECKLID RELEASE RELAY OUTPUT
G69 20BK/ORVTSS INDICATOR DRIVER
X3 22BK/RDHORN RELAY CONTROL
D25 20VT/YLPCI BUS
G120 18WT/BKINTRUSION SENSOR SIGNAL
M1 20PKFUSED B(+)
G5 20DB/WTFUSED IGNITION SWITCH OUTPUT (ST-RUN)
G70 20BR/TNHOOD AJAR SWITCH SENSE
G71 20VT/YLDECKLID SECURITY SWITCH SENSE
G75 18TNDRIVER DOOR AJAR SWITCH SENSE
X161 20WTJAPAN ANTENNA L4 16VT/WT
BUILT-UP-EXPORT
1
13
14
26REAR WINDOW DEFOGGER RELAY OUTPUT
C15 12BKPANEL LAMPS DRIVER
E2 20OR Z2 22BK/LGGROUND F20 20WTFUSED IGNITION SWITCH OUTPUT (RUN) A4 12BK/RDFUSED B(+)
SWITCH
51
DEFOGGER REAR WINDOW
FUNCTION
CAV CIRCUIT
1
2
4 3
5
F35 18RD/YL
FUSED B(+) 3
5
C15 12BK/WTRAER WINDOW DEFOGGER RELAY OUTPUT
INTRUSION SENSOR SIGNAL
G120 18WT/DB20
BLACK
BLACK
FUNCTION
8W - 80 - 40 8W-80 CONNECTOR PIN-OUTSPL
J008W-10PLI08040

CAV CIRCUIT FUNCTION
1
Z1 18BK GROUND
2
L7 18BK/YL HEADLAMP SWITCH OUTPUT
3 L62 18BR/RD RIGHT TURN SIGNAL
RIGHT TAIL/STOP/
TURN SIGNAL LAMP
SEAT BELT SWITCH
1 2
BLACK
SEAT BELT SWITCH SENSE 20LG/RD G10 1
GROUND 18BK Z1 2
FUNCTION CIRCUIT CAV
(EXCEPT BUILT-UP-EXPORT)
M1 20PKFUSED B(+) GROUND
Z1 18BK X5 20WT/RDDISPLAY BACKLIGHT
4
1
SIREN
DISPLAY BACKLIGHT
X5 20WT/RDFUNCTION
CAV CIRCUIT
1
2
4 3
MODULE IMMOBILIZER
- -- -
FUSED B(+)
M1 20PKGROUND
Z2 20BK/LGFUSED IGNITION SWITCH OUTPUT (ST-RUN)
G5 20DB/WTPCI BUS D25 22VT/YL1
6
SENTRY KEY
FUNCTION
CAV CIRCUIT
1
2
4 3
6 5
RIGHT TAIL/STOP
LAMP
(BUILT-UP-EXPORT)
1 3
HEADLAMP SWITCH OUTPUTGROUND Z1 18BK
3
CAV CIRCUIT FUNCTION
1
L50 18WT/TN BRAKE LAMP SWITCH OUTPUT 2 L7 18BK/YL
(BUILT-UP-EXPORT)
31
BLACK
BLACK
BLACK
PL8W-80 CONNECTOR PIN-OUTS 8W - 80 - 45
PLI08045008W-10

As the engine enters one of these cells the PCM
looks at the amount of short term correction being
used. Because the goal is to keep short term at 0 (O2
Sensor switching at 0.5 volt), long term will update
in the same direction as short term correction was
moving to bring the short term back to 0. Once short
term is back at 0, this long term correction factor is
stored in memory.
The values stored in long term adaptive memory
are used for all operating conditions, including open
loop. However, the updating of the long term memoryoccurs after the engine has exceeded approximately
17É F, with fuel control in closed loop and two min-
utes of engine run time. This is done to prevent any
transitional temperature or start-up compensations
from corrupting long term fuel correction.
Long term adaptive memory can change the pulse-
width by as much as 25%, which means it can correct
for all of short term. It is possible to have a problem
that would drive long term to 25% and short term to
another 25% for a total change of 50% away from
base pulse-width calculation.
TYPICAL ADAPTIVE MEMORY FUEL CELLS
Open
ThrottleOpen
ThrottleOpen
ThrottleOpen
ThrottleOpen
ThrottleOpen
Throttle Idle Decel
Vacuum 20 17 13 9 5 0
Above 1,984
rpm1 3 5 7 9 11 13 Drive 15
Below 1,984
rpm02 4 6 8 1012
Neutral14
MAP volt =0 1.4 2.0 2.6 3.3 3.9
Fuel Correction Diagnostics
There are two fuel correction diagnostic routines:
²Fuel System Rich
²Fuel System Lean
A DTC is set and the MIL is illuminated if the
PCM detects either of these conditions.
PROGRAMMABLE COMMUNICATIONS
INTERFACE (PCI) BUS
OPERATION
Various modules exchange information through a
communications port called the PCI Bus. The Power-
train Control Module (PCM) transmits the Malfunc-
tion Indicator Lamp (Check Engine) On/Off signal
and engine RPM on the PCI Bus. The PCM receives
the Air Conditioning select input, transaxle gear
position inputs over the PCI Bus. The PCM also
receives the air conditioning evaporator temperature
signal from the PCI Bus.
The following components access or send informa-
tion on the PCI Bus.
²Instrument Panel
²Body Control Module
²Air Bag System Diagnostic Module
²Full ATC Display Head
²ABS Module
²Transmission Control Module
²Powertrain Control Module
²Overhead Travel Module
AIR CONDITIONING PRESSURE
TRANSDUCERÐPCM INPUT
OPERATION
The Powertrain Control Module (PCM) monitors
the A/C compressor discharge (high side) pressure
through the air conditioning pressure transducer.
The transducer supplies an input to the PCM. The
PCM engages the A/C compressor clutch if pressure
is sufficient for A/C system operation.
AUTOMATIC SHUTDOWN (ASD) SENSEÐPCM
INPUT
OPERATION
The ASD sense circuit informs the PCM when the
ASD relay energizes. A 12 volt signal at this input
indicates to the PCM that the ASD has been acti-
vated. This input is used only to sense that the ASD
relay is energized.
When energized, the ASD relay supplies battery
voltage to the fuel injectors, ignition coils and the
heating element in each oxygen sensor. If the PCM
does not receive 12 volts from this input after
grounding the ASD relay, it sets a Diagnostic Trouble
Code (DTC).
PLFUEL SYSTEM 14 - 27
DESCRIPTION AND OPERATION (Continued)

signal to the PCM, allowing engine starter operation.
The interlock switch is not adjustable.
Clutch Pedal Upstop Switch
With the clutch pedal at rest, the clutch pedal
upstop switch is closed, allowing speed control oper-
ation. When the clutch pedal is depressed, the upstop
switch opens and signals the PCM to cancel speed
control operation, and enter a modified engine cali-
bration schedule to improve driveability during gear-
to-gear shifts. The upstop switch is not adjustable.
CRANKSHAFT POSITION SENSORÐPCM
INPUT
DESCRIPTION
The crankshaft position sensor mounts to the front
of the engine block (Fig. 8).
OPERATION
The PCM determines what cylinder to fire from the
crankshaft position sensor input and the camshaft
position sensor input. The second crankshaft counter-
weight has two sets of four timing reference notches
including a 60 degree signature notch (Fig. 9). From
the crankshaft position sensor input the PCM deter-
mines engine speed and crankshaft angle (position).
The notches generate pulses from high to low in
the crankshaft position sensor output voltage. When
a metal portion of the counterweight aligns with the
crankshaft position sensor, the sensor output voltage
goes low (less than 0.5 volts). When a notch aligns
with the sensor, voltage goes high (5.0 volts). As a
group of notches pass under the sensor, the output
voltage switches from low (metal) to high (notch)
then back to low.If available, an oscilloscope can display the square
wave patterns of each voltage pulses. From the width
of the output voltage pulses, the PCM calculates
engine speed. The width of the pulses represent the
amount of time the output voltage stays high before
switching back to low. The period of time the sensor
output voltage stays high before switching back to
low is referred to as pulse width. The faster the
engine is operating, the smaller the pulse width on
the oscilloscope.
By counting the pulses and referencing the pulse
from the 60 degree signature notch, the PCM calcu-
lates crankshaft angle (position). In each group of
timing reference notches, the first notch represents
69 degrees before top dead center (BTDC). The sec-
ond notch represents 49 degrees BTDC. The third
notch represents 29 degrees. The last notch in each
set represents 9 degrees before top dead center
(TDC).
The timing reference notches are machined at 20É
increments. From the voltage pulse width the PCM
tells the difference between the timing reference
notches and the 60 degree signature notch. The 60
degree signature notch produces a longer pulse width
than the smaller timing reference notches. If the
camshaft position sensor input switches from high to
low when the 60 degree signature notch passes under
the crankshaft position sensor, the PCM knows cylin-
der number one is the next cylinder at TDC.
The PCM uses the Crankshaft Position sensor to
calculate the following: Engine RPM, TDC number 1
and 4, Ignition coil synchronization, Injection Syn-
chronization, Camshaft-to-crankshaft misalignment
where applicable (Timing belt skipped 1 tooth or
more diagnostic trouble code).
The PCM sends approximately 9 volts to the Hall-
effect sensor. This voltage is required to operate the
Hall-effect chip and the electronics inside the sensor.
A ground for the sensor is provided through the sen-
sor return circuit. The input to the PCM occurs on a
5 volt output reference circuit.
ENGINE COOLANT TEMPERATURE SENSORÐ
PCM INPUT
DESCRIPTION
The coolant sensor threads into the rear of the cyl-
inder head, next to the camshaft position sensor (Fig.
10). New sensors have sealant applied to the threads.
The ECT Sensor is a Negative Thermal Coefficient
(NTC), dual range Sensor. The resistance of the ECT
Sensor changes as coolant temperature changes. This
results in different input voltages to the PCM. The
PCM also uses the ECT Sensor input to operate the
low and high speed radiator cooling fans.
Fig. 8 Crankshaft Position Sensor
14 - 30 FUEL SYSTEMPL
DESCRIPTION AND OPERATION (Continued)