2000 DODGE NEON turn signal bulb

(4) Gently pull the outboard side of the headlamp
module straight out to disengage the locating pin in
the headlamp housing from the fender.
(5) While holding the front fascia away from the
front closure panel, gently pull the headlamp modulestraight out far enough to access the electrical con-
nections (Fig. 4).
(6) Disconnect the headlamp bulb, front turn sig-
nal lamp bulb, and the 4-way electrical connector
located at the bottom of the headlamp module.
NOTE: The turn signal and 4-way electrical connec-
tors have a primary and secondary latch system.
(7) While holding the front fascia away from the
front closure panel, remove the headlamp module
from the vehicle (Fig. 4).
INSTALLATION
(1) While holding the front fascia away from the
front closure panel, position the headlamp module
and restore the electrical connections.
(2) While holding the front fascia away from the
front closure panel, insert the inboard side of the
headlamp module behind the fascia. Position the
headlamp locating pin into the slotted hole in the
fender.
(3) Install the (2) headlamp module retaining
screws (Fig. 5). Torque the bolts to 4.5 N´m (40 in.
lbs.).
NOTE: The outboard headlamp module retaining
screw must pass through the hole in the bottom of
the headlamp housing to properly secure the head-
lamp module.
(4) Install the upper front fascia retaining screw
(Fig. 5).
(5) Connect the negative battery cable.
Fig. 2 Center High Mounted Stop Lamp
1 ± C. H. M. S. L. LAMP RETAINING NUTS
2 ± C. H. M. S. L. LAMP ELECTRICAL CONNECTOR
3 ± TRUNK LID
4 ± C. H. M. S. L. LAMP
Fig. 3 Headlamp Module Retaining Bolts
1 ± HEADLAMP MODULE RETAINING SCREWS
2 ± FASCIA RETAINING SCREW
Fig. 4 Removing Headlamp Module
PLLAMPS 8L - 13
REMOVAL AND INSTALLATION (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

disarming. The rolling code algorithm ensures secu-
rity by preventing an override of the SKIS through
the unauthorized substitution of the SKIM or the
PCM. However, the use of this strategy also means
that replacement of either the SKIM or the PCM
units will require a system initialization procedure to
restore system operation.
When the ignition switch is turned to the ON or
START positions, the SKIM transmits an RF signal
to excite the Sentry Key transponder. The SKIM then
listens for a return RF signal from the transponder
of the Sentry Key that is inserted in the ignition lock
cylinder. If the SKIM receives an RF signal with
valid ªSecret Keyº and transponder identification
codes, the SKIM then sends a ªvalid keyº message to
the PCM over the PCI bus. If the SKIM receives an
invalid RF signal or no response, it sends ªinvalid
keyº messages to the PCM. The PCM will enable or
disable engine operation based upon the status of the
SKIM messages.
The SKIM also sends messages to the instrument
cluster over the PCI bus network to control the VTSS
indicator LED. The SKIM sends messages to the
instrument cluster to turn the LED on for about
three seconds when the ignition switch is turned to
the ON position as a bulb test. After completion of
the bulb test, the SKIM sends bus messages to keep
the LED off for a duration of about one second. Then
the SKIM sends messages to turn the LED on or off
based upon the results of the SKIS self-tests. If the
VTSS indicator LED comes on and stays on after the
bulb test, it indicates that the SKIM has detected a
system malfunction and/or that the SKIS has become
inoperative.
If the SKIM detects an invalid key when the igni-
tion switch is turned to the ON position, it sends
messages to the instrument cluster to flash the VTSS
indicator LED. The SKIM can also send messages to
the instrument cluster to flash the LED and to gen-
erate a single audible chime tone. These functions
serve as an indication to the customer that the SKIS
has been placed in its ªCustomer Learnº program-
ming mode. See Sentry Key Immobilizer System
Transponder Programming in this group for more
information on the ªCustomer Learnº programming
mode.
For diagnosis or initialization of the SKIM and the
PCM, a DRB IIItscan tool and the proper Body
Diagnostic Procedures Manual are required. The
SKIM cannot be repaired, and if faulty or damaged,
the unit must be replaced.
SENTRY KEY IMMOBILIZER SYSTEM
TRANSPONDER
The Sentry Key Immobilizer System (SKIS) uses a
transponder that is integral to each of three ignitionkey that are supplied with the vehicle when it is
shipped from the factory. The transponder chip is
insulated within a nylon mount inserted in the head
of the key, and invisible beneath a molded rubber cap
(Fig. 2).
Each Sentry Key transponder has a unique tran-
sponder identification code programmed into it by the
manufacturer. The Sentry Key Immobilizer Module
(SKIM) has a unique ªSecret Keyº code programmed
into it by the manufacturer. When a Sentry Key
transponder is programmed into the memory of the
SKIM, the SKIM learns the transponder identifica-
tion code from the transponder, and the transponder
learns the ªSecret Keyº code from the SKIM. Each of
these codes is stored within the transponder and in
the nonvolatile memory of the SKIM. Therefore,
blank keys for the SKIS must be programmed by and
into the SKIM, in addition to being cut to match the
mechanical coding of the ignition lock cylinder. See
Sentry Key Immobilizer System Transponder Pro-
gramming in this group for more information.
The Sentry Key transponder is within the range of
the SKIM transceiver antenna ring when it is
inserted in the ignition lock cylinder. When the igni-
tion switch is turned to the START or RUN positions,
the SKIM transceiver issues a Radio Frequency (RF)
signal that excites the transponder chip. The tran-
sponder chip responds by issuing an RF signal con-
taining its transponder identification code and the
ªSecret Keyº code. The SKIM transceiver compares
the transponder codes with the codes stored in its
Fig. 2 Sentry Key Immobilizer Transponder
1 ± MOLDED CAP
2 ± TRANSPONDER
3 ± MOLDED CAP REMOVED
4 ± SENTRY KEY
PLVEHICLE THEFT/SECURITY SYSTEM 8Q - 3
DESCRIPTION AND OPERATION (Continued)

stroke. One plug is the cylinder under compression,
the other cylinder fires on the exhaust stroke. Coil
number one fires cylinders 1 and 4. Coil number two
fires cylinders 2 and 3. The PCM determines which
of the coils to charge and fire at the correct time.
The Auto Shutdown (ASD) relay provides battery
voltage to the ignition coil. The PCM provides a
ground contact (circuit) for energizing the coil. When
the PCM breaks the contact, the energy in the coil
primary transfers to the secondary causing the
spark. The PCM will de-energize the ASD relay if it
does not receive the crankshaft position sensor and
camshaft position sensor inputs. Refer to Auto Shut-
down (ASD) RelayÐPCM Output in this section for
relay operation.
Base timing is non-adjustable, but is set from the
factory at approximately 10ÉBTDC when the engine
is warm and idling.
There is an adaptive dwell strategy that runs dwell
from 4 to 6 msec when rpm is below 3,000 and bat-
tery voltage is 12-14 volts. During cranking, dwell
can be as much as 200 msec. The adaptive dwell is
driven by the sensed current flow through the injec-
tor drivers. Current flow is limited to 8 amps.
The low resistance of the primary coils can allow
current flow in excess of 15 amps. The PCM has a
current sensing device in the coil output circuit. As
dwell time starts, the PCM allows current to flow.
When the sensing device registers 8 amps, the PCM
begins to regulate current flow to maintain and not
exceed 8 amps through the remainder of the dwell
time. This prevents the PCM from being damaged by
excess current flow.
MALFUNCTION INDICATOR (CHECK ENGINE)
LAMPÐPCM OUTPUT
OPERATION
The PCM supplies the malfunction indicator (check
engine) lamp on/off signal to the instrument panel
through the PCI Bus. The PCI Bus is a communica-
tions port. Various modules use the PCI Bus to
exchange information.
The Check Engine lamp comes on each time the
ignition key is turned ON and stays on for 3 seconds
as a bulb test.
The Malfunction Indicator Lamp (MIL) stays on
continuously, when the PCM has entered a Limp-In
mode or identified a failed emission component. Dur-
ing Limp-in Mode, the PCM attempts to keep the
system operational. The MIL signals the need for
immediate service. In limp-in mode, the PCM com-
pensates for the failure of certain components that
send incorrect signals. The PCM substitutes for the
incorrect signals with inputs from other sensors.
If the PCM detects active engine misfire severe
enough to cause catalyst damage, it flashes the MIL.
At the same time the PCM also sets a Diagnostic
Trouble Code (DTC).
For signals that can trigger the MIL (Check
Engine Lamp) refer to the On-Board Diagnos-
tics section.
SPEED CONTROLÐPCM INPUT
OPERATION
The speed control system provides five separate
voltages (inputs) to the Powertrain Control Module
(PCM). The voltages correspond to the ON, OFF,
SET, RESUME, CANCEL, and COAST.
The speed control ON voltage informs the PCM
that the speed control system has been activated.
The speed control SET voltage informs the PCM that
a fixed vehicle speed has been selected. The speed
control RESUME voltage indicates the previous fixed
speed is requested. The speed control CANCEL volt-
age tells the PCM to deactivate but retain set speed
in memory (same as depressing the brake pedal). The
speed control COAST voltage informs the PCM to
coast down to a new desired speed. The speed control
OFF voltage tells the PCM that the speed control
system has deactivated. Refer to the Speed Control
section for more speed control information.
SCI RECEIVEÐPCM OUTPUT
OPERATION
SCI Receive is the serial data communication
receive circuit for the DRB scan tool. The Powertrain
Fig. 27 Ignition Coil Pack
PLFUEL SYSTEM 14 - 41
DESCRIPTION AND OPERATION (Continued)

OPERATION
BULB CHECK
Each time the ignition key is turned to the ON
position, the malfunction indicator (check engine)
lamp on the instrument panel should illuminate for
approximately 2 seconds then go out. This is done for
a bulb check.
OBTAINING DTC'S USING DRB SCAN TOOL
(1) Connect the DRB scan tool to the data link
(diagnostic) connector. This connector is located inthe passenger compartment; at the lower edge of
instrument panel; near the steering column.
(2) Turn the ignition switch on and access the
ªRead Faultº screen.
(3) Record all the DTC's and ªfreeze frameº infor-
mation shown on the DRB scan tool.
(4) To erase DTC's, use the ªErase Trouble Codeº
data screen on the DRB scan tool.Do not erase any
DTC's until problems have been investigated
and repairs have been performed.
DIAGNOSTIC TROUBLE CODE DESCRIPTIONS
(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
(G) Generator Lamp Illuminated
GENERIC SCAN
TOOL CODEDRB SCAN TOOL DISPLAY DESCRIPTION OF DIAGNOSTIC TROUBLE CODE
P0106 (M) Barometric Pressure Out of Range MAP sensor input voltage out of an acceptable range
detected during reading of barometric pressure at
key-on.
P0107 (M) Map Sensor Voltage Too Low MAP sensor input below minimum acceptable voltage.
P0108 (M) Map Sensor Voltage Too High MAP sensor input above maximum acceptable voltage.
P0112 (M) Intake Air Temp Sensor Voltage Low Intake air (charge) temperature sensor input below the
minimum acceptable voltage.
P0113 (M) Intake Air Temp Sensor Voltage
HighIntake air (charge) temperature sensor input above the
maximum acceptable voltage.
P0116 A rationatilty error has been detected in the coolant
temp sensor.
P0117 (M) ECT Sensor Voltage Too Low Engine coolant temperature sensor input below the
minimum acceptable voltage.
P0118 (M) ECT Sensor Voltage Too High Engine coolant temperature sensor input above the
maximum acceptable voltage.
P0121 (M) TPS Voltage Does Not Agree With
MAPTPS signal does not correlate to MAP sensor signal.
P0122 (M) Throttle Position Sensor Voltage
LowThrottle position sensor input below the acceptable
voltage range.
P0123 (M) Throttle Position Sensor Voltage
HighThrottle position sensor input above the maximum
acceptable voltage.
P0125 (M) Closed Loop Temp Not Reached Time to enter Closed Loop Operation (Fuel Control) is
excessive.
P0130 1/1 O2 Sensor Heater Relay Circuit An open or shorted condition detected in the ASD or
CNG shutoff relay control ckt.
P0131 (M) 1/1 O2 Sensor Shorted To Ground Oxygen sensor input voltage maintained below normal
operating range.
P0132 (M) 1/1 O2 Sensor Shorted To Voltage Oxygen sensor input voltage maintained above normal
operating range.
P0133 (M) 1/1 O2 Sensor Slow Response Oxygen sensor response slower than minimum required
switching frequency.
25 - 6 EMISSION CONTROL SYSTEMSPL
DESCRIPTION AND OPERATION (Continued)