2001 DODGE RAM battery location

NOTE: If the compass functions, but accuracy is
suspect, it may be necessary to perform a variation
adjustment. This procedure allows the compass
unit to accommodate variations in the earth's mag-
netic field strength, based on geographic location.
Refer to Compass Variation Adjustment in the Ser-
vice Procedures section of this group.
NOTE: If the compass reading has blanked out, and
only ªCALº appears in the display, demagnetizing
may be necessary to remove excessive residual
magnetic fields from the vehicle. Refer to Compass
Demagnetizing in the Service Procedures section of
this group.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the overhead console from the head-
liner. Refer toOverhead Consolein the Removal
and Installation section of this group for the proce-
dures.
(3) Remove the three screws that secure the com-
pass mini-trip computer module to the overhead con-
sole housing (Fig. 7).
(4) Pull the compass mini-trip computer module
away from the overhead console far enough to access
the wire harness connector.
(5) Disconnect the overhead console wire harness
connector from the compass mini-trip computer mod-
ule connector receptacle.
(6) Remove the compass mini-trip computer mod-
ule from the overhead console housing.
INSTALLATION
(1) Position the compass mini-trip computer mod-
ule onto the overhead console housing.
(2) Reconnect the overhead console wire harness
connector to the compass mini-trip computer module
connector receptacle.
(3) Install and tighten the three screws that secure
the compass mini-trip computer module to the over-
head console housing. Tighten the screws to 2.2 N´m
(20 in. lbs.).
(4) Install the overhead console onto the headliner.
Refer toOverhead Consolein the Removal and
Installation section of this group for the procedures.
(5) Reconnect the battery negative cable.
NOTE: If a new compass mini-trip computer has
been installed, the compass will have to be cali-
brated and the variance set. Refer to Compass Vari-
ation Adjustment and Compass Calibration in the
Service Procedures section of this group for the
procedures.
AMBIENT TEMP SENSOR
DESCRIPTION
Ambient air temperature is monitored by the com-
pass mini-trip computer module through the ambient
temperature sensor. The ambient temperature sensor
is a variable resistor mounted to a bracket that is
secured with a screw to the underside of the hood
panel near the hood latch striker in the engine com-
partment.
For complete circuit diagrams, refer toOverhead
Consolein the Contents of Wiring Diagrams. The
ambient temperature sensor cannot be adjusted or
repaired and, if faulty or damaged, it must be
replaced.
OPERATION
The ambient temperature sensor is a variable
resistor that operates on a five-volt reference signal
sent to it by the compass mini-trip computer module.
The resistance in the sensor changes as temperature
changes, changing the return circuit voltage to the
compass mini-trip computer module. Based upon the
resistance in the sensor, the compass mini-trip com-
puter module senses a specific voltage on the return
circuit, which it is programmed to correspond to a
specific temperature.Fig. 7 Compass Mini-Trip Computer
1 - WIRE HARNESS CONNECTOR
2 - SCREWS (3)
3 - COMPASS MINI-TRIP COMPUTER MODULE
4 - FRONT LATCHES
BR/BEMESSAGE SYSTEMS 8M - 11
COMPASS/MINI-TRIP COMPUTER (Continued)

On those models equipped with the optional RKE
system, the power lock system also includes the fol-
lowing components, which are described in further
detail elsewhere in this service manual:
²Central Timer Module- The high-line or pre-
mium Central Timer Module (CTM) is located under
the driver side end of the instrument panel, inboard
of the instrument panel steering column opening.
The high-line or premium CTM contains a micropro-
cessor and software that allow it to provide the many
electronic functions and features not available with
base version of the power lock system.
²Door Cylinder Lock Switches- A resistor-
multiplexed switch located on the back of each front
door lock cylinder allows the power door lock system
to be operated using a key inserted in either the
driver or passenger front door lock cylinder.
Some of the additional features of the power lock
system found in vehicles with the RKE system option
include:
²Automatic Door Lock- The high-line/premium
CTM provides an optional automatic door lock fea-
ture (also known as rolling door locks). This is a pro-
grammable feature.
²Central Locking- The high-line/premium CTM
provides an optional central locking/unlocking fea-
ture.
²Door Lock Inhibit- The high-line/premium
CTM provides a door lock inhibit feature.
²Enhanced Accident Response- The high-line/
premium CTM provides an optional enhanced acci-
dent response feature. This is a programmable
feature.
Hard wired circuitry connects the power lock sys-
tem components to the electrical system of the vehi-
cle. These hard wired circuits are integral to several
wire harnesses, which are routed throughout the
vehicle and retained by many different methods.
These circuits may be connected to each other, to the
vehicle electrical system and to the power lock sys-
tem components through the use of a combination of
soldered splices, splice block connectors, and many
different types of wire harness terminal connectors
and insulators. Refer to the appropriate wiring infor-
mation. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures,
further details on wire harness routing and reten-
tion, as well as pin-out and location views for the
various wire harness connectors, splices and grounds.
Many of the electronic features in the vehicle con-
trolled or supported by the high-line or premium ver-
sions of the CTM are programmable using the
DRBIIItscan tool. In addition, the high-line/pre-
mium CTM software is Flash compatible, which
means it can be reprogrammed using Flash repro-
gramming procedures. However, if any of the CTMhardware components are damaged or faulty, the
entire CTM unit must be replaced. The power lock
system components and the hard wired inputs or out-
puts of the CTM can be diagnosed using conventional
diagnostic tools and methods; however, for diagnosis
of the high-line or premium versions of the CTM or
the CCD data bus, the use of a DRBIIItscan tool is
required. Refer to the appropriate diagnostic infor-
mation.
DESCRIPTION - REMOTE KEYLESS ENTRY
SYSTEM
A Remote Keyless Entry (RKE) system is an avail-
able option on this model. The Remote Keyless Entry
(RKE) system is a Radio Frequency (RF) system that
allows the remote operation of the power lock system
and, if the vehicle is so equipped, the Vehicle Theft
Security System (VTSS). (Refer to 8 - ELECTRICAL/
VEHICLE THEFT SECURITY - DESCRIPTION).
The RKE system includes the following major compo-
nents, which are described in further detail else-
where in this service manual:
²Central Timer Module- The high-line or pre-
mium Central Timer Module (CTM) is located under
the driver side end of the instrument panel, inboard
of the instrument panel steering column opening.
The high-line or premium CTM contains a micropro-
cessor, an RF receiver, and the software that allow it
to provide the many electronic functions and features
of the RKE system.
²Keyless Entry Transmitter- The keyless
entry transmitter is a small, battery-powered, RF
transmitter that is contained within a molded plastic
case that is designed to also serve as a convenient
key fob.
Some additional features of the RKE system
include:
²Horn Chirp- This feature provides a short,
sharp chirp of the vehicle horn to give an audible
confirmation that a valid Lock signal has been
received from the RKE transmitter. This feature can
be enabled or disabled and, if enabled, one of two
optional horn chirp durations (twenty or forty milli-
seconds) can also be selected.
²Illuminated Entry- This feature turns on the
courtesy lamps in the vehicle for a timed interval
(about thirty seconds) each time a valid Unlock sig-
nal has been received from the RKE transmitter.
²Panic Mode- This feature allows the vehicle
operator to cause the vehicle horn to pulse, the head-
lights to flash, and the courtesy lamps to illuminate
for about three minutes by depressing a Panic button
on the RKE transmitter. Pressing the Panic button a
second time will cancel the Panic mode. A vehicle
speed of about 24 kilometers-per-hour (15 miles-per-
hour) will also cancel the panic mode.
8N - 2 POWER LOCKSBR/BE
POWER LOCKS (Continued)

²Horn Chirp- If this feature is enabled, the
CTM provides a horn chirp by internally pulling the
control coil of the horn relay to ground through a
hard wired circuit output.
²Illuminated Entry- The CTM provides illumi-
nated entry by internally controlling the current flow
to the courtesy lamps in the vehicle through a hard
wired output circuit.
²Panic Mode- The CTM provides the horn pulse
and headlight flash by internally pulling the control
coils of the horn relay and headlamp relay to ground
through hard wired circuit outputs. The CTM con-
trols the current flow to the courtesy lamps in the
vehicle through a hard wired output circuit. The
CTM also monitors the vehicle speed through elec-
tronic messages it receives from the Powertrain Con-
trol Module (PCM) over the Chrysler Collision
Detection (CCD) data bus network.
The RKE system operates on battery current received
through a fused B(+) circuit from a fuse in the Junction
Block (JB) so that the system remains functional,
regardless of the ignition switch position. The RKE sys-
tem can retain the vehicle access codes of up to four
RKE transmitters. The transmitter codes are retained
in RKE system memory, even if the battery is discon-
nected. If a transmitter is faulty or is lost, new trans-
mitter vehicle access codes can be programmed into the
system using a DRBIIItscan tool. Refer to the appro-
priate diagnostic information. Many of the electronic
features in the vehicle controlled or supported by the
high-line or premium versions of the CTM are program-
mable using the DRBIIItscan tool. In addition, the
high-line/premium CTM software is Flash compatible,
which means it can be reprogrammed using Flash
reprogramming procedures. However, if any of the CTM
hardware components are damaged or faulty, the entire
CTM unit must be replaced. The hard wired inputs or
outputs of the CTM can be diagnosed using conven-
tional diagnostic tools and methods; however, for diag-
nosis of the high-line or premium versions of the CTM
or the CCD data bus, the use of a DRBIIItscan tool is
required. Refer to the appropriate diagnostic informa-
tion.
DIAGNOSIS AND TESTING - POWER LOCK
SYSTEM
The following tests provide a preliminary diagnosis
for the power lock system usedonlyon vehicles
equipped with a base version of the Central Timer
Module (CTM). These testsdo notapply to the diag-
nosis of the power lock system used on vehicles
equipped with the optional Remote Keyless Entry
(RKE) system, which includes a high-line or premium
CTM. (Refer to 8 - ELECTRICAL/POWER LOCKS -
DIAGNOSIS AND TESTING - POWER LOCK &
REMOTE KEYLESS ENTRY SYSTEM). Refer to theappropriate wiring information. The wiring informa-
tion includes wiring diagrams, proper wire and con-
nector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness con-
nectors, splices and grounds.
PRELIMINARY TESTS
To begin this test, note the system operation while
you actuate both the Lock and Unlock functions with
the power lock switches. Then, proceed as follows:
²If the entire power lock system fails to function
with both of the power lock switches, check the fused
B(+) fuse in the Junction Block (JB). If the fuse is
OK, check the ground circuit between the driver side
power lock switch and ground (G301). If the ground
circuit is OK, proceed to the diagnosis of the power
lock motors. (Refer to 8 - ELECTRICAL/POWER
LOCKS/POWER LOCK MOTOR - DIAGNOSIS AND
TESTING).
²If the entire power lock system fails to function
with only one of the power lock switches, proceed to
diagnosis of the power lock switches. (Refer to 8 -
ELECTRICAL/POWER LOCKS/POWER LOCK
SWITCH - DIAGNOSIS AND TESTING).
²If only one power lock motor fails to operate
with both power lock switches, proceed to diagnosis
of the power lock motor. (Refer to 8 - ELECTRICAL/
POWER LOCKS/POWER LOCK MOTOR - DIAGNO-
SIS AND TESTING).
DIAGNOSIS AND TESTING - POWER LOCK &
REMOTE KEYLESS ENTRY SYSTEM
The following tests include a preliminary diagnosis
for the power lock system usedonlyon vehicles
equipped with the optional Remote Keyless Entry
(RKE) system, which includes a high-line or premium
Central Timer Module (CTM). These testsdo not
apply to the diagnosis of the power lock system on
vehicles equipped with a base version of the CTM.
(Refer to 8 - ELECTRICAL/POWER LOCKS - DIAG-
NOSIS AND TESTING - POWER LOCK SYSTEM).
These tests will help to diagnose the hard wired
components and circuits of the power lock system.
However, these tests may not prove conclusive in the
diagnosis of this system. In order to obtain conclusive
testing of the power lock and RKE system, the
Chrysler Collision Detection (CCD) data bus network
and all of the electronic modules that provide inputs
to, or receive outputs from the power lock and RKE
system components must be checked.
The most reliable, efficient, and accurate means to
diagnose the power lock and RKE system requires the
use of a DRBIIItscan tool. The DRBIIItscan tool can
provide confirmation that the CCD data bus is func-
tional, that all of the electronic modules are sending
8N - 4 POWER LOCKSBR/BE
POWER LOCKS (Continued)

DIAGNOSIS AND TESTING - POWER LOCK
MOTOR
On models with a base version of the Central
Timer Module (CTM), confirm proper power lock
switch operation before you proceed with this diagno-
sis. On models with a high-line or premium version
of the CTM, confirm proper power lock switch, power
lock switch output circuit, and CTM operation before
you proceed with this diagnosis. Remember, the
power lock switch controls the output to the power
lock motors on models with a base CTM, while the
CTM controls the output to the power lock motors on
models with a high-line or premium CTM. Refer to
the appropriate wiring information. The wiring infor-
mation includes wiring diagrams, proper wire and
connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness con-
nectors, splices and grounds.
(1) Check each power lock motor for correct opera-
tion while moving the power lock switch to both the
Lock and Unlock positions. If both of the power lock
motors are inoperative, go to Step 2. If one power
lock motor is inoperative, go to Step 3.
(2) If both of the power lock motors are inopera-
tive, the problem may be caused by one shorted
motor. Disconnecting a shorted power lock motor
from the power lock circuit will allow the good power
lock motors to operate. Disconnect the wire harness
connector from each power lock motor, one at a time,
and recheck both the lock and unlock functions by
operating the power lock switch. If both power lock
motors are still inoperative after the above test,
check for a short or open circuit between the power
lock motors and either the power lock switch (base
CTM) or the CTM (high-line or premium CTM). If
disconnecting one power lock motor causes the other
motor to become functional, go to Step 3 to test the
disconnected motor.
(3) Once it is determined which power lock motor
is inoperative, that motor can be tested as follows.
Disconnect the door wire harness connector from the
inoperative power lock motor. Apply 12 volts to the
lock and unlock driver circuit cavities of the power
lock motor pigtail wire connector to check its opera-
tion in one direction. Reverse the polarity to check
the motor operation in the opposite direction. If OK,
repair the shorted or open circuits between the power
lock motor and the power lock switch (base CTM) or
the CTM (high-line or premium CTM) as required. If
not OK, replace the faulty power lock motor.
REMOTE KEYLESS ENTRY
TRANSMITTER
DESCRIPTION
The Remote Keyless Entry (RKE) system Radio
Frequency (RF) transmitter is equipped with three
buttons, labeled Lock, Unlock, and Panic. It is also
equipped with a key ring and is designed to serve as
a key fob. The operating range of the transmitter
radio signal is up to 7 meters (23 feet) from the RKE
receiver. The RKE receiver is integral to the high-
line or premium Central Timer Module (CTM) in this
vehicle.
Each RKE transmitter has a different vehicle
access code, which must be programmed into the
memory of the RKE receiver in the vehicle in order
to operate the RKE system. The RKE receiver can
retain the access codes for up to four transmitters in
its memory. (Refer to 8 - ELECTRICAL/POWER
LOCKS/REMOTE KEYLESS ENTRY TRANSMIT-
TER - STANDARD PROCEDURE - RKE TRANS-
MITTER PROGRAMMING).
The RKE transmitter operates on two Duracell
DL2016, Panasonic CR2016 (or equivalent) batteries.
Typical battery life is from one to two years. The
RKE transmitter cannot be repaired and, if faulty or
damaged, it must be replaced.
OPERATION
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the Remote Keyless Entry (RKE) transmitters.
DIAGNOSIS AND TESTING - REMOTE KEYLESS
ENTRY TRANSMITTER
(1) Replace the Remote Keyless Entry (RKE)
transmitter batteries. (Refer to 8 - ELECTRICAL/
POWER LOCKS/REMOTE KEYLESS ENTRY
TRANSMITTER - STANDARD PROCEDURE - RKE
TRANSMITTER BATTERIES). Test each of the RKE
transmitter functions. If OK, discard the faulty bat-
teries. If not OK, go to Step 2.
(2) Program the suspect RKE transmitter and
another known good transmitter into the RKE
receiver. (Refer to 8 - ELECTRICAL/POWER
LOCKS/REMOTE KEYLESS ENTRY TRANSMIT-
TER - STANDARD PROCEDURE - RKE TRANS-
MITTER PROGRAMMING).
(3) Test the RKE system operation with both
transmitters. If both transmitters fail to operate the
power lock system, a DRBIIItscan tool is required
for further diagnosis of the RKE system. Refer to the
appropriate diagnostic information. If the known
good RKE transmitter operates the power locks and
BR/BEPOWER LOCKS 8N - 7
POWER LOCK MOTOR (Continued)

the suspect transmitter does not, replace the faulty
RKE transmitter.
NOTE: Be certain to perform the RKE Transmitter
Programming procedure again following this test.
This procedure will erase the access code of the
test transmitter from the RKE receiver.
STANDARD PROCEDURE - RKE TRANSMITTER
PROGRAMMING
To program the Remote Keyless Entry (RKE)
transmitter access codes into the RKE receiver in the
high-line or premium Central Timer Module (CTM)
requires the use of a DRBIIItscan tool. Refer to the
appropriate diagnostic information.
STANDARD PROCEDURE - RKE TRANSMITTER
BATTERIES
The Remote Keyless Entry (RKE) transmitter case
snaps open and shut for battery access. To replace
the RKE transmitter batteries:
(1) Using a trim stick or a thin coin, gently pry at
the notch in the center seam of the RKE transmitter
case halves located near the key ring until the two
halves unsnap.
(2) Lift the back half of the transmitter case off of
the RKE transmitter.
(3) Remove the two batteries from the RKE trans-
mitter.
(4) Replace the two batteries with new Duracell
DL2016, or their equivalent. Be certain that the bat-
teries are installed with their polarity correctly ori-
ented.
(5) Align the two RKE transmitter case halves
with each other, and squeeze them firmly and evenly
together using hand pressure until they snap back
into place.
POWER LOCK SWITCH
DESCRIPTION
The power lock system can be controlled by a two-
way momentary switch integral to the power window
and lock switch and bezel unit on the trim panel of
each front door. Each power lock switch is illumi-
nated by a Light-Emitting Diode (LED) that is inte-
gral to the switch paddle. The LED of each switch is
illuminated whenever the ignition switch is in the
On position.
The power lock switches and their LEDs cannot be
adjusted or repaired and, if faulty or damaged, the
entire power window and lock switch and bezel unit
must be replaced.
OPERATION
On models with a base version of the Central
Timer Module (CTM), the power lock switches are
hard-wired to the power lock motors. The power lock
switch provides the correct battery and ground feeds
to the power lock motors to lock or unlock the door
latches.
On models with a high-line or premium version of
the CTM, the power lock switch controls battery cur-
rent signals to the lock and unlock sense inputs of
the CTM. The CTM then relays the correct battery
and ground feeds to the power lock motors to lock or
unlock the door latches.
DIAGNOSIS AND TESTING - POWER LOCK
SWITCH
The Light-Emitting Diode (LED) illumination
lamps for all of the power window and lock switch
and bezel unit switch paddles receive battery current
through the power window circuit breaker in the
Junction Block (JB). If all of the LEDs are inopera-
tive in either or both power window and lock switch
and bezel units, be certain to diagnose the power
window system before replacing the switch unit.
(Refer to 8 - ELECTRICAL/POWER WINDOWS -
DIAGNOSIS AND TESTING). If only one LED in a
power window and lock switch and bezel unit is inop-
erative, replace the faulty switch and bezel unit.
Refer to the appropriate wiring information. The wir-
ing information includes wiring diagrams, proper
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
information and location views for the various wire
harness connectors, splices and grounds.
(1) Check the fused B(+) fuse (Fuse 13 - 10
ampere) in the Junction Block (JB). If OK, go to Step
2. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse.
(2) Check for battery voltage at the fused B(+) fuse
(Fuse 13 - 10 ampere) in the JB. If OK, go to Step 3.
If not OK, repair the open fused B(+) circuit between
the JB and the Power Distribution Center (PDC) as
required.
(3) Disconnect and isolate the battery negative
cable. Remove the power window and lock switch and
bezel unit from the door trim panel. Disconnect the
door wire harness connector for the power window
and lock switch unit from the switch connector recep-
tacle.
(4) Reconnect the battery negative cable. Check for
battery voltage at the fused B(+) circuit cavity of the
door wire harness connector for the power window
and lock switch unit. If OK, go to Step 5. If not OK,
repair the open fused B(+) circuit between the power
window and lock switch unit and the JB as required.
8N - 8 POWER LOCKSBR/BE
REMOTE KEYLESS ENTRY TRANSMITTER (Continued)

OPERATION
The ambient photocell sensor is located on the for-
ward-facing (windshield side) of the rear view mirror
housing, and detects the ambient light levels outside
of the vehicle. The headlamp photocell sensor is
located inside the rear view mirror housing behind
the mirror glass and faces rearward, to detect the
level of the light being received at the rear window
side of the mirror. When the circuitry of the auto-
matic day/night mirror detects that the difference
between the two light levels is too great (the light
level received at the rear of the mirror is much
higher than that at the front of the mirror), it begins
to darken the mirror.
The automatic day/night mirror circuitry also mon-
itors the transmission using an input from the
backup lamp circuit. The mirror circuitry is pro-
grammed to automatically disable its self-dimming
feature whenever it senses that the transmission
backup lamp circuit is energized.
The automatic day/night mirror is a completely
self-contained unit and cannot be repaired. If faulty
or damaged, the entire mirror assembly must be
replaced.
DIAGNOSIS AND TESTING - AUTOMATIC
DAY/NIGHT MIRROR
For circuit descriptions and diagrams, refer to the
appropriate wiring information. The wiring informa-
tion includes wiring diagrams, proper wire and con-
nector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness con-
nectors, splices and grounds.
(1) Check the fuse in the junction block. If OK, go
to Step 2. If not OK, repair the shorted circuit or
component as required replace the faulty fuse.
(2) Turn the ignition switch to the On position.
Check for battery voltage at the fuse in the junction
block. If OK, go to Step 3. If not OK, repair the open
circuit to the ignition switch as required.
(3) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Unplug the wire harness connector from the auto-
matic day/night mirror (Fig. 1). Connect the battery
negative cable. Turn the ignition switch to the On
position. Check for battery voltage at the fused igni-
tion switch output (run/start) circuit cavity of the
automatic day/night mirror wire harness connector. If
OK, go to Step 4. If not OK, repair the open circuit to
the junction block as required.
(4) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Check for continuity between the ground circuit cav-
ity of the automatic day/night mirror wire harness
connector and a good ground. There should be conti-nuity. If OK, go to Step 5. If not OK, repair the cir-
cuit to ground as required.
(5) Connect the battery negative cable. Turn the
ignition switch to the On position. Set the parking
brake. Place the transmission gear selector lever in
the Reverse position. Check for battery voltage at the
backup lamp switch output circuit cavity of the auto-
matic day/night mirror wire harness connector. If
OK, go to Step 6. If not OK, repair the open circuit
as required.
(6) Turn the ignition switch to the Off position.
Disconnect the battery negative cable. Plug in the
automatic day/night mirror wire harness connector.
Connect the battery negative cable. Turn the ignition
switch to the On position. Place the transmission
gear selector lever in the Neutral position. Place the
mirror switch in the On (LED in the mirror switch is
lighted) position. Cover the forward facing ambient
photocell sensor to keep out any ambient light.
NOTE: The ambient photocell sensor must be cov-
ered completely, so that no light reaches the sen-
sor. Use a finger pressed tightly against the sensor,
or cover the sensor completely with electrical tape.
(7) Shine a light into the rearward facing head-
lamp photocell sensor. The mirror glass should
darken. If OK, go to Step 8. If not OK, replace the
faulty automatic day/night mirror unit.
(8) With the mirror glass darkened, place the
transmission gear selector lever in the Reverse posi-
tion. The mirror should return to its normal reflec-
tance. If not OK, replace the faulty automatic day/
night mirror unit.
Fig. 1 Automatic Day/Night Mirror
BR/BEPOWER MIRRORS 8N - 11
AUTOMATIC DAY / NIGHT MIRROR (Continued)

(3) Remove the nut that secures the power mirror
switch to the driver side front door trim panel.
(4) Remove the trim panel from the inside of the
driver side front door. (Refer to 23 - BODY/DOOR -
FRONT/TRIM PANEL - REMOVAL) for the proce-
dures.
(5) Pull the trim panel away from the inner door
far enough to access the power mirror switch wire
harness connector.
(6) Unplug the power mirror switch wire harness
connector.
(7) Remove the power mirror switch from the back
of the door trim panel.
INSTALLATION
(1) Insert the power mirror switch to the back of
the door trim panel.
(2) Connect the power mirror switch to the har-
ness connector.
(3) Install the trim panel to the inside of the
driver side door. (Refer to 23 - BODY/DOOR -
FRONT/TRIM PANEL - INSTALLATION).
(4) Install the nut that secures the power mirror
switch to the driver side front door.
(5) Push the control knob on to the power mirror
switch.
(6) Connect the battery negative cable.
SIDEVIEW MIRROR
DESCRIPTION
Each power mirror head contains two electric
motors, two drive mechanisms, and the mirror glass.
One motor and drive controls mirror up-and-down
movement, and the other controls right-and-left
movement.
OPERATION
The power mirrors in vehicles equipped with the
available heated mirror system option also include an
electric heating grid located behind the mirror glass.
This heating grid is energized by the heated mirror
relay in the heater and air conditioner control only
when the ignition switch is in the On position, and
the heated mirror system is turned on. (Refer to 8 -
ELECTRICAL/HEATED MIRRORS - DESCRIP-
TION) for more information.
The power mirror assembly cannot be repaired. If
any component of the power mirror unit is faulty or
damaged, the entire assembly must be replaced.
DIAGNOSIS AND TESTING - SIDEVIEW
MIRROR
For circuit descriptions and diagrams, refer to the
appropriate wiring information. The wiring informa-
tion includes wiring diagrams, proper wire and con-
nector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness con-
nectors, splices and grounds.
(1) Check the fuses in the Power Distribution Cen-
ter (PDC) and the junction block. If OK, go to Step 2.
If not OK, repair the shorted circuit or component as
required and replace the faulty fuse(s).
(2) Check for battery voltage at the fuse in the
junction block. If OK, go to Step 3. If not OK, repair
the open circuit to the PDC as required.
(3) Disconnect and isolate the battery negative
cable. Remove the driver side door trim panel and
unplug the wire harness connector from the power
mirror switch. Connect the battery negative cable.
Check for battery voltage at the fused B(+) circuit
cavity in the door wire harness half of the power mir-
ror switch wire harness connector. If OK, go to Step
4. If not OK, repair the open circuit to the junction
block as required.
BR/BEPOWER MIRRORS 8N - 13
POWER MIRROR SWITCH (Continued)

POWER WINDOWS
TABLE OF CONTENTS
page page
POWER WINDOWS
DESCRIPTION...........................23
OPERATION.............................23
DIAGNOSIS AND TESTING.................23
POWER WINDOWS.....................23
POWER WINDOW SWITCH
DESCRIPTION...........................24
OPERATION.............................24
DIAGNOSIS AND TESTING.................24POWER WINDOW SWITCH...............24
REMOVAL..............................25
INSTALLATION...........................26
WINDOW MOTOR
DESCRIPTION...........................26
DIAGNOSIS AND TESTING.................26
WINDOW MOTOR......................26
REMOVAL..............................26
POWER WINDOWS
DESCRIPTION
Power windows are available as factory-installed
optional equipment on this model. The power lock
system is included on vehicles equipped with the
power window option.
OPERATION
The power window system allows each of the front
door windows to be raised and lowered electrically by
actuating a switch on the trim panel of each respec-
tive door. Additionally, the master switch on the
driver side door trim panel allows the driver to raise
or lower the passenger side front door window. The
power window system receives battery feed through a
circuit breaker in the junction block, only when the
ignition switch is in the On position.
The power window system includes the power win-
dow switches on each front door trim panel, the cir-
cuit breaker in the junction block, and the power
window motors inside each front door. This group
covers diagnosis and service of only the electrical
components in the power window system. For service
of mechanical components, such as the regulator, lift
plate, window tracks, or glass refer to Group 23 -
Body.
Refer to the owner's manual in the vehicle glove
box for more information on the features, use and
operation of the power window system.
DIAGNOSIS AND TESTING - POWER
WINDOWS
For circuit descriptions and diagrams, refer to the
appropriate wiring information. The wiring informa-
tion includes wiring diagrams, proper wire and con-
nector repair procedures, details of wire harness
routing and retention, connector pin-out informationand location views for the various wire harness con-
nectors, splices and grounds.
ALL WINDOWS INOPERATIVE
(1) Check the circuit breaker in the junction block.
If OK, go to Step 2. If not OK, replace the faulty cir-
cuit breaker.
(2) Disconnect and isolate the battery negative
cable. Remove the power window and lock switch and
bezel unit from the driver side front door trim panel.
Unplug the wire harness connector from the switch
and bezel unit.
(3) Check for continuity between the ground cir-
cuit cavity of the switch and bezel unit wire harness
connector and a good ground. If OK, (Refer to 8 -
ELECTRICAL/POWER WINDOWS/POWER WIN-
DOW SWITCH - DIAGNOSIS AND TESTING). If not
OK, repair the circuit to ground as required.
ONE WINDOW INOPERATIVE
The window glass must be free to slide up and
down for the power window motor to function prop-
erly. If the glass is not free to move up and down, the
motor will overload and trip the integral circuit
breaker. To determine if the glass is free, disconnect
the regulator plate from the glass. Then slide the
window up and down by hand.
There is an alternate method to check if the glass
is free. Position the glass between the up and down
stops. Then, shake the glass in the door. Check that
the glass can be moved slightly from side to side,
front to rear, and up and down. Then check that the
glass is not bound tight in the tracks. If the glass is
free, proceed with the diagnosis that follows. If the
glass is not free, (Refer to 23 - BODY/DOOR -
FRONT/DOOR GLASS - REMOVAL).
(1) Disconnect and isolate the battery negative
cable. Remove the power window and lock switch and
bezel unit from the door trim panel on the side of the
BR/BEPOWER WINDOWS 8N - 23