2001 DODGE RAM fuse

Operate the power seat switch to move all three
seat motors in each direction. The seat should move
in each of the selected directions. If the power seat
adjuster fails to operate in only one direction, move
the adjuster a short distance in the opposite direction
and test again to be certain that the adjuster is not
at its travel limit. If the power seat adjuster still
fails to operate in only one direction, see Power Seat
Switch in the Diagnosis and Testing section of this
group. If the power seat adjuster fails to operate in
more than one direction, proceed as follows:
(1) Test the fuse in the power distribution center
as described in this group. If OK, go to Step 2. If not
OK, replace the faulty fuse.
(2) Remove the power seat switch from the seat.
Check for battery voltage at the fused B(+) circuit
cavity of the power seat switch wire harness connec-
tor. If OK, go to Step 3. If not OK, repair the open
circuit to the power distribution center as required.
(3) Check for continuity between the ground cir-
cuit cavity of the power seat switch wire harness con-
nector and a good ground. There should be
continuity. If OK, go to Step 4. If not OK, repair the
open circuit to ground as required.
(4) Test the power seat switch as described in this
group. If the switch tests OK, check the wire harness
for the inoperative power seat motor(s) between the
power seat switch and the motor for shorts or opens.
If the circuits check OK, replace the faulty power
seat adjuster and motors assembly. If the circuits are
not OK, repair the wire harness as required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.(2) Remove the seat, power seat track from the
vehicle as a unit. Refer to Body for the procedure.
(3) Unplug the power seat wire harness connectors
at each of the three power seat motors.
(4) Release the power seat wire harness retainers
from the seat track.
(5) Remove the fasteners that secure the center
seat cushion section to the brackets on the power
seat track.
(6) Remove the screws that secure the power seat
track assembly to the seat cushion frame.
(7) Remove the power seat track assembly from
the seat cushion frame.
INSTALLATION
(1) Position the power seat track assembly on the
seat cushion frame.
(2) Install the fasteners that secure the center seat
cushion section to the brackets on the power seat
adjuster.
(3) Install the screws that secure the power seat
track assembly to the seat cushion frame.
(4) Connect the power seat wire harness connec-
tors at each of the three power seat motors.
(5) Install the power seat wire harness retainers
on the seat track assembly.
(6) Install the seat, power seat track as a unit.
Refer to Body for the procedure.
(7) Connect the battery negative cable.
8N - 22 POWER SEAT SYSTEMBR/BE
POWER SEAT TRACK (Continued)

vehicle with the inoperative window. Unplug the wire
harness connector from the switch and bezel unit.
(2) Connect the battery negative cable. Turn the
ignition switch to the On position. Check for battery
voltage at the fused ignition switch output (run) cir-
cuit cavity in the body half of the switch and bezel
unit wire harness connector. If OK, and the inopera-
tive power window is on the driver side, go to Step 4.
If OK, and the inoperative power window is on the
passenger side, go to Step 3. If not OK, repair the
open circuit to the junction block as required.
(3) Disconnect and isolate the battery negative
cable. Check for continuity between each of the two
master window switch right up/down control circuit
cavities in the body half of the passenger side switch
and bezel unit wire harness connector and a good
ground. In each case, there should be continuity. If
OK, go to Step 4. If not OK, repair the open circuit to
the driver side switch and bezel unit as required.
(4) Test the power window switch continuity.
(Refer to 8 - ELECTRICAL/POWER WINDOWS/
POWER WINDOW SWITCH - DIAGNOSIS AND
TESTING). If OK, go to Step 5. If not OK, replace
the faulty power window and lock switch and bezel
unit.
(5) Refer to the appropriate wiring information.
The wiring 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. Check
the continuity in each circuit between the inoperative
power window and lock switch and bezel unit wire
harness connector cavities and the corresponding
power window motor wire harness connector cavities.
If OK, (Refer to 8 - ELECTRICAL/POWER WIN-
DOWS/WINDOW MOTOR - DIAGNOSIS AND TEST-
ING). If not OK, repair the open circuit(s) as
required.
NOTE: The passenger side power window switch
receives the ground feed for operating the passen-
ger side power window motor through the driver
side power window switch and wire harness con-
nector.
POWER WINDOW SWITCH
DESCRIPTION
The power windows are controlled by two-way
switches integral to the power window and lock
switch and bezel unit on the trim panel of each front
door. A second power window switch in the driver
side switch and bezel unit allows the driver to control
the passenger side window. A Light-Emitting Diode(LED) in the paddle of each switch is illuminated
whenever the ignition switch is in the On position.
OPERATION
The power window switch for the driver side front
door has an Auto label on it. This switch has a sec-
ond detent position beyond the normal Down position
that provides an automatic one-touch window down
feature. This feature is controlled by an electronic
circuit and a relay that are integral to the driver side
front door power window and lock switch unit.
The power window switches control the battery
and ground feeds to the power window motors. The
passenger side power window switch receives a
ground feed through the driver side power window
switch for operating the passenger side power win-
dow motor.
The power window and lock switch and bezel unit
cannot be repaired and, if faulty or damaged, the
entire switch and bezel unit must be replaced.
DIAGNOSIS AND TESTING - POWER WINDOW
SWITCH
The auto down feature of the driver side power
window switch is controlled by an electronic circuit
within the switch unit. The auto down circuitry is
activated when the driver side power window switch
is moved to the second detent in the Down direction.
The outputs from the auto down circuitry are carried
through the same switch pins that provide the nor-
mal down function. The auto down circuit cannot be
tested. If the driver side power window switch conti-
nuity tests are passed, but the auto down feature is
inoperative, replace the faulty driver side power win-
dow switch unit.
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. If all of the LEDs are inoperative in
either or both power window and lock switch and
bezel units and the power windows are inoperative,
perform the diagnosis for Power Window System in
this group. If the power windows operate, but any or
all of the LEDs are inoperative, the power window
and lock switch and bezel unit with the inoperative
LED(s) is faulty and must be replaced. For circuit
descriptions and diagrams, refer to the appropriate
wiring information. The wiring 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.
8N - 24 POWER WINDOWSBR/BE
POWER WINDOWS (Continued)

(9) Turn the ignition switch to the Off position for
about fifteen seconds, and then back to the On posi-
tion. Observe the airbag indicator in the instrument
cluster. It should light for six to eight seconds, and
then go out. This indicates that the airbag system is
functioning normally and that the repairs are com-
plete. If the airbag indicator fails to light, or lights
and stays on, there is still an active airbag system
fault or malfunction. Refer to the appropriate diag-
nostic information to diagnose the problem.
SPECIAL TOOLS
SPECIAL TOOLS - AIRBAG SYSTEM
AIRBAG CONTROL MODULE
DESCRIPTION
The Airbag Control Module (ACM) is concealed
underneath the plastic ACM trim cover (automatic
transmission) or center console (manual transmis-
sion), directly below the instrument panel in the pas-
senger compartment of the vehicle. The ACM is
secured with screws to a mounting bracket located
under the instrument panel center support bracket
on the floor panel transmission tunnel. The ACM
contains an electronic microprocessor, an electronic
impact sensor, an electromechanical safing sensor,
and an energy storage capacitor. The ACM is con-
nected to the vehicle electrical system through a take
out and connector of the instrument panel wire har-
ness.
The ACM cannot be repaired or adjusted and, if
damaged or faulty, it must be replaced.
OPERATION
The microprocessor in the ACM contains the airbag
system logic circuits, and it monitors and controls all
of the airbag system components. The ACM also uses
On-Board Diagnostics (OBD) and can communicate
with other electronic modules in the vehicle as well
as with the DRBIIItscan tool using the Chrysler
Collision Detection (CCD) data bus network. This
method of communication is used for control of the
airbag indicator in the ElectroMechanical InstrumentCluster (EMIC) and for airbag system diagnosis and
testing through the 16-way data link connector
located on the lower left edge of the instrument
panel. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/COMMUNICATION - OPER-
ATION). The ACM microprocessor continuously mon-
itors all of the airbag system electrical circuits to
determine the system readiness. If the ACM detects
a monitored system fault, it sets an active Diagnostic
Trouble Code (DTC) and sends messages to the
EMIC over the CCD data bus to turn on the airbag
indicator. (Refer to 8 - ELECTRICAL/INSTRUMENT
CLUSTER/AIRBAG INDICATOR - OPERATION). If
the airbag system fault is still present when the igni-
tion switch is turned to the Off position, the DTC is
stored in memory by the ACM. However, if a fault
does not recur for a number of ignition cycles, the
ACM will automatically erase the stored DTC.
The ACM receives battery current through two cir-
cuits, on a fused ignition switch output (run) circuit
through a fuse in the Junction Block (JB), and on a
fused ignition switch output (start-run) circuit
through a second fuse in the JB. The ACM is
grounded through a ground circuit and take out of
the instrument panel wire harness. This take out has
a single eyelet terminal connector secured by a nut to
a ground stud located on the forward extension of the
left front fender wheel housing in the engine com-
partment. Therefore, the ACM is operational when-
ever the ignition switch is in the Start or On
positions. The ACM also contains an energy-storage
capacitor. When the ignition switch is in the Start or
On positions, this capacitor is continually being
charged with enough electrical energy to deploy the
airbags for up to one second following a battery dis-
connect or failure. The purpose of the capacitor is to
provide backup airbag system protection in case
there is a loss of battery current supply to the ACM
during an impact. The capacitor is only serviced as a
unit with the ACM.
Two sensors are contained within the ACM, an
electronic impact sensor and a safing sensor. The
electronic impact sensor is an accelerometer that
senses the rate of vehicle deceleration, which pro-
vides verification of the direction and severity of an
impact. A pre-programmed decision algorithm in the
ACM microprocessor determines when the decelera-
tion rate as signaled by the impact sensor indicates
an impact that is severe enough to require airbag
system protection. When the programmed conditions
are met, the ACM sends an electrical signal to deploy
the airbags. The safing sensor is an electromechani-
cal sensor within the ACM that is connected in series
between the ACM microprocessor airbag deployment
circuit and the airbags. The safing sensor is a nor-
mally open switch that is used to verify or confirm
Puller C-3428-B
8O - 6 RESTRAINTSBR/BE
RESTRAINTS (Continued)

DRIVER AIRBAG
DESCRIPTION
The driver airbag protective trim cover is the most
visible part of the driver airbag. The airbag used in
this model is a Next Generation-type that complies
with revised federal airbag standards to deploy with
less force than those used in some prior models. The
driver airbag is located in the center of the steering
wheel, where it is secured with two screws to the
steering wheel armature. Concealed beneath the
driver airbag trim cover are the horn switch, the
folded airbag cushion, the airbag retainer or housing,
the airbag inflator, and the retainers that secure the
trim cover to the airbag housing. The resistive mem-
brane-type horn switch is secured with heat stakes to
the inside surface of the airbag trim cover, between
the trim cover and the folded airbag cushion. The air-
bag inflator is a conventional pyrotechnic-type unit
that is secured with nuts to four studs on the back of
the stamped metal airbag housing.
The driver airbag trim cover has locking blocks
molded into the back side of it that engage a lip
formed around the perimeter of the airbag housing.
Two stamped metal retainers then fit over the infla-
tor mounting studs on the back of the airbag housing
and tabs on the retainer are engaged in slots on the
inside of the trim cover, securely locking the cover
into place. One horn switch pigtail wire has an eyelet
terminal connector that is captured on the upper left
inflator mounting stud between the inflator and the
upper trim cover retainer. The connector insulator of
the other horn switch pigtail wire is routed between
the upper right inflator mounting stud and the infla-
tor, where it is captured by a small plastic that is
pushed onto the stud. The driver airbag cannot be
repaired, and must be replaced if deployed or in any
way damaged. The driver airbag trim cover and horn
switch are available as a unit, and may be disassem-
bled from the driver airbag for service replacement.
OPERATION
The driver airbag is deployed by an electrical sig-
nal generated by the Airbag Control Module (ACM)
through the driver airbag line 1 and line 2 (or squib)
circuits. When the ACM sends the proper electrical
signal to the airbag inflator, the electrical energy
generates enough heat to initiate a small pyrotechnic
charge which, in turn, ignites chemical pellets within
the inflator. Once ignited, these chemical pellets burn
rapidly and produce a large quantity of nitrogen gas.
The inflator is sealed to the back of the airbag hous-
ing and a diffuser in the inflator directs all of the
nitrogen gas into the airbag cushion, causing the
cushion to inflate. As the cushion inflates, the driver
airbag trim cover will split at predetermined break-out lines, then fold back out of the way along with
the horn switch. Following an airbag deployment, the
airbag cushion quickly deflates by venting the nitro-
gen gas towards the instrument panel through the
porous fabric material used on the steering wheel
side of the airbag cushion.
Some of the chemicals used to create the nitrogen
gas are considered hazardous in their solid state,
before they are burned, but they are securely sealed
within the airbag inflator. However, the nitrogen gas
that is produced when the chemicals are burned is
harmless. A small amount of residue from the burned
chemicals may cause some temporary discomfort if it
contacts the skin, eyes, or breathing passages. If skin
or eye irritation is noticed, rinse the affected area
with plenty of cool, clean water. If breathing pas-
sages are irritated, move to another area where there
is plenty of clean, fresh air to breath. If the irritation
is not alleviated by these actions, contact a physician.
REMOVAL
The following procedure is for replacement of a faulty
or damaged driver airbag. If the driver airbag has been
deployed, the clockspring and the steering column
assembly must also be replaced. (Refer to 8 - ELEC-
TRICAL/RESTRAINTS/CLOCKSPRING - REMOVAL)
(Refer to 19 - STEERING/COLUMN - REMOVAL).
WARNING: DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRECAU-
TIONS COULD RESULT IN ACCIDENTAL AIRBAG
DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
WARNING: WHEN REMOVING A DEPLOYED AIR-
BAG, RUBBER GLOVES, EYE PROTECTION, AND A
LONG-SLEEVED SHIRT SHOULD BE WORN. THERE
MAY BE DEPOSITS ON THE AIRBAG CUSHION AND
OTHER INTERIOR SURFACES. IN LARGE DOSES,
THESE DEPOSITS MAY CAUSE IRRITATION TO THE
SKIN AND EYES.
(1) Disconnect and isolate the battery negative
cable. If either of the airbags has not been deployed,
wait two minutes for the system capacitor to dis-
charge before further service.
(2) From the underside of the steering wheel,
remove the two screws that secure the driver airbag
to the steering wheel armature (Fig. 10).
8O - 14 RESTRAINTSBR/BE

er-up mode will also apply if the battery goes dead
while the system is armed, and battery jump-starting
is attempted. The engine no-run feature will prevent
the engine from starting until the alarm system has
been actively or passively disarmed. The VTSS will
be armed until the technician or vehicle operator has
actively or passively disarmed the alarm system. If
the VTSS is in the disarmed mode prior to a battery
disconnect or failure, it will remain disarmed after
the battery is reconnected or replaced, or if jump-
starting is attempted.
TAMPER ALERT
The VTSS tamper alert feature will sound the horn
three times upon disarming, if the alarm was trig-
gered and has since timed-out (about fifteen min-
utes). This feature alerts the vehicle operator that
the VTSS alarm was activated while the vehicle was
unattended.
DIAGNOSIS AND TESTING - VEHICLE THEFT
SECURITY SYSTEM
The VTSS-related hard wired inputs to and out-
puts from the high-line or premium Central Timer
Module (CTM) may be diagnosed and tested using
conventional diagnostic tools and procedures. Refer
to the appropriate wiring information. The wiring
information includes wiring diagrams, proper wire
and connector repair procedures, further details on
wire harness routing and retention, as well as pin-
out and location views for the various wire harness
connectors, splices and grounds.
However, conventional diagnostic methods may not
prove conclusive in the diagnosis of the CTM, the
Powertrain Control Module (PCM), or the Chrysler
Collision Detection (CCD) data bus network. In order
to obtain conclusive testing of the VTSS, the CTM,
the PCM, and the CCD data bus network must also
be checked. The most reliable, efficient, and accurate
means to diagnose the VTSS requires the use of a
DRBIIIž scan tool. Refer to the appropriate diagnos-
tic information. The DRBIIIž scan tool can provide
confirmation that the CCD data bus network is func-
tional, that all of the electronic modules are sending
and receiving the proper messages over the CCD
data bus, and that these modules are receiving the
proper hard wired inputs and responding with the
proper hard wired outputs needed to perform their
functions. See the ªVehicle Theft Security Systemº
menu item on the DRBIIIž scan tool.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
VTSS INDICATOR
DESCRIPTION
The Vehicle Theft Security System (VTSS) indica-
tor consists of a red Light-Emitting Diode (LED)
located on the electronic circuit board of the Compass
Mini-Trip Computer (CMTC) within the overhead
console. The LED extends through a hole in the
CMTC lens located near the forward end of the over-
head console housing near the windshield.
The VTSS indicator cannot be adjusted or repaired
and, if faulty or damaged, the entire CMTC unit
must be replaced. (Refer to 8 - ELECTRICAL/OVER-
HEAD CONSOLE/COMPASS/MINI-TRIP COM-
PUTER - DESCRIPTION).
OPERATION
The Vehicle Theft Security System (VTSS) indica-
tor gives a visible indication of the VTSS arming sta-
tus. One side of Light-Emitting Diode (LED) in the
VTSS indicator is connected to battery current
through a fused B(+) circuit and a fuse in the Junc-
tion Block (JB), so the indicator remains functional
regardless of the ignition switch position. The other
side of the LED is hard wired to the Central Timer
Module (CTM), which controls the operation of the
VTSS indicator by pulling this side of the LED cir-
cuit to ground. When the VTSS arming is in
progress, the CTM will flash the LED rapidly on and
off for about fifteen seconds. When the VTSS has
been successfully armed, the CTM will flash the LED
on and off continually at a much slower rate until
the VTSS has been disarmed. The VTSS indicator
can be diagnosed using conventional diagnostic tools
and methods.
DIAGNOSIS AND TESTING - VTSS INDICATOR
The diagnosis found here addresses an inoperative
Vehicle Theft Security System (VTSS) indicator con-
dition. If the problem being diagnosed is related to
indicator accuracy, be certain to confirm that the
problem is with the indicator and not with an inop-
erative VTSS. (Refer to 8 - ELECTRICAL/VEHICLE
THEFT SECURITY SYSTEM- DIAGNOSIS AND
BR/BEVEHICLE THEFT SECURITY 8Q - 3
VEHICLE THEFT SECURITY (Continued)

TESTING). If no VTSS problem is found, the follow-
ing procedure will help to locate a short or open in
the VTSS indicator control circuit. 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.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Check the fused B(+) fuse (Fuse 12 - 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 12 - 10 ampere) in the JB. If OK, go to Step 3.
If not OK, repair the open fused B(+) circuit betweenthe JB and the Power Distribution Center (PDC) as
required.
(3) Disconnect and isolate the battery negative
cable. Disconnect the body wire harness connector for
the Compass Mini-Trip Computer (CMTC) from the
CMTC connector receptacle. Reconnect the battery
negative cable. Check for battery voltage at the fused
B(+) circuit cavity of the body wire harness connector
for the CMTC. If OK, go to Step 4. If not OK, repair
the open fused B(+) circuit between the CMTC indi-
cator and the JB as required.
(4) Disconnect and isolate the battery negative
cable. Disconnect the instrument panel wire harness
connector (Connector C2) for the Central Timer Mod-
ule (CTM) from the CTM connector receptacle. Check
for continuity between the VTSS indicator driver cir-
cuit cavity of the body wire harness connector for the
CMTC and a good ground. There should be no conti-
nuity. If OK, go to Step 5. If not OK, repair the
shorted VTSS indicator driver circuit between the
CMTC and the CTM as required.
(5) Check for continuity between the VTSS indica-
tor driver circuit cavities of the instrument panel
wire harness connector (Connector C2) for the CTM
and the body wire harness connector for the CMTC.
There should be continuity. If OK, replace the faulty
CMTC indicator. If not OK, repair the open VTSS
indicator driver circuit between the CMTC and the
CTM as required.
8Q - 4 VEHICLE THEFT SECURITYBR/BE
VTSS INDICATOR (Continued)

activates the washer pump/motor, which dispenses
washer fluid onto the windshield glass through the
washer nozzles.
When the ignition switch is in the Accessory or On
positions, battery current from a fuse in the Junction
Block (JB) is provided through a fused ignition
switch output (run-acc) circuit to the wiper motor
park switch, the wiper relay, and the multi-function
switch. The internal circuitry of the multi-function
switch provides a direct hard wired battery current
output to the low speed or high speed brushes of the
wiper motor when the Lo or Hi switch setting is
selected, which causes the wipers to cycle at the
selected speed. The intermittent wipe, and wipe-af-
ter-wash features of the wiper and washer system
are provided by the electronic intermittent wipe logic
circuit within the Central Timer Module (CTM). In
order to provide the intermittent wipe feature, the
CTM monitors the wiper switch state and the wiper
motor park switch state. In order to provide the
wipe-after-wash feature, the CTM monitors both the
washer switch state and the wiper motor park switch
state. When a Delay position is selected with the
multi-function switch control knob, the CTM logic cir-
cuit responds by calculating the correct delay inter-
val. The CTM then energizes the wiper relay by
pulling the relay control coil to ground. The ener-
gized wiper relay directs battery current through the
normally open contact of the relay back through the
internal circuitry of the multi-function switch to the
low speed brush of the wiper motor. The CTM moni-
tors the wiper motor operation through the wiper
park switch sense circuit, which allows the CTM to
determine the proper timing to begin the next wiper
blade sweep. The normal delay intervals are driver
adjustable from about one-half second to about eigh-
teen seconds.
The high-line and premium CTM also provides a
speed sensitive intermittent wipe feature. By moni-
toring vehicle speed messages received from the Pow-
ertrain Control Module (PCM) over the Chrysler
Collision Detection (CCD) data bus network, the
high-line or premium CTM is able to adjust the delay
intervals to compensate for vehicle speed. Above
about sixteen kilometers-per-hour (ten miles-per-
hour) the delay is driver adjustable from about one-
half second to about eighteen seconds. Below about
sixteen kilometers-per-hour (ten miles-per-hour) the
delay times are doubled by the CTM, from about one
second to about thirty-six seconds.
When the Off position of the multi-function switch
wiper control knob is selected, one of two events is
possible. The event that will occur depends upon the
position of the wiper blades on the windshield at the
moment that the Off position is selected. If the wiper
blades are in the down position on the windshieldwhen the Off position is selected, the park switch
that is integral to the wiper motor is closed to ground
and the wiper motor ceases to operate. If the wiper
blades are not in the down position on the windshield
at the moment the Off position is selected, the park
switch is closed to battery current through a fused
ignition switch output (run-acc) circuit. The park
switch sense circuit directs this battery current to
the low speed brush of the wiper motor through the
normally closed contact of the wiper relay and the
internal Off position circuitry of the multi-function
switch. This causes the wiper motor to continue run-
ning until the wiper blades are in the down position
on the windshield and the park switch is again
closed to ground.
When the Wash position of the multi-function
switch is selected, the Wash position circuitry within
the switch directs battery current to the washer
pump/motor. The CTM monitors the washer switch
state through a washer switch sense input. When the
washer switch is closed with the wiper system turned
Off, the CTM operates the wiper motor through the
wiper relay in the same manner as it does to provide
the Delay mode operation. After the state of the
washer switch changes to open, the CTM monitors
the wiper motor through the wiper park switch sense
circuit, which allows the CTM to monitor the number
of wiper blade sweeps.
Proper testing of the CTM, the PCM, or the CCD
data bus vehicle speed messages requires a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation. Refer to the owner's manual in the vehicle
glove box for more information on the features and
operation of the wiper and washer system.
DIAGNOSIS AND TESTING - WIPER &
WASHER SYSTEM
WIPER SYSTEM
The diagnosis found here addresses an electrically
inoperative wiper system. If the wiper motor oper-
ates, but the wipers do not move on the windshield,
replace the faulty wiper module. If the wipers oper-
ate, but chatter, lift, or do not clear the glass, clean
and inspect the wiper system components as
required. (Refer to 8 - ELECTRICAL/WIPERS/
WASHERS - INSPECTION) and (Refer to 8 - ELEC-
TRICAL/WIPERS/WASHERS - CLEANING). 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.
The following tests will help to diagnose the hard
wired components and circuits of the wiper system.
BR/BEWIPERS/WASHERS 8R - 3
WIPERS/WASHERS (Continued)

However, these tests may not prove conclusive in the
diagnosis of this system on models equipped with a
high-line or premium Central Timer Module (CTM).
In order to obtain conclusive testing of the wiper sys-
tem on models with a high-line or premium CTM, the
Chrysler Collision Detection (CCD) data bus network
and all of the electronic modules that provide inputs
to or receive outputs from the wiper system compo-
nents must be checked. The most reliable, efficient,
and accurate means to diagnose the wiper system on
models with a high-line or premium CTM requires
the use of a DRBIIItscan tool. Refer to the appro-
priate diagnostic information. The DRBIIItscan tool
can provide confirmation that the CCD data bus is
functional, that all of the electronic modules are
sending and receiving the proper messages on the
CCD data bus, and that the wiper relay is being sent
the proper hard wired outputs by the CTM for it to
perform its wiper system functions.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Check the fused ignition switch output (run-
acc) fuse (Fuse6-25ampere) 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) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run-acc) fuse (Fuse6-25ampere) in the JB.
If OK, go to Step 3. If not OK, repair the open fused
ignition switch output (run-acc) circuit between the
JB and the ignition switch as required.
(3) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Disconnect the instrument panel wire harness con-
nector for the multi-function switch from the switch
connector receptacle. Reconnect the battery negative
cable. Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run-acc) circuit cavity of the instrument
panel wire harness connector for the multi-function
switch. If OK, go to Step 4. If not OK, repair theopen fused ignition switch output circuit between the
multi-function switch and the JB as required.
(4) If the problem being diagnosed involves only
the intermittent wipe feature, go to Step 5. If the
problem being diagnosed involves all wiper modes, or
only the Low and/or High speed modes, go to Step 7.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Disconnect the instrument panel wire harness con-
nector (Connector C1) for the Central Timer Module
(CTM) from the CTM connector receptacle. Check for
continuity between the wiper switch mode sense cir-
cuit cavities of the instrument panel wire harness
connector for the multi-function switch and the
instrument panel wire harness connector (Connector
C1) for the CTM. There should be continuity. If OK,
go to Step 6. If not OK, repair the open wiper switch
mode sense circuit between the multi-function switch
and the CTM as required.
(6) Check for continuity between the wiper switch
mode signal circuit cavities of the instrument panel
wire harness connector for the multi-function switch
and the instrument panel wire harness connector
(Connector C1) for the CTM. There should be conti-
nuity. If OK, proceed to the diagnosis for the wiper
relay. (Refer to 8 - ELECTRICAL/WIPERS/WASH-
ERS/WIPER RELAY - DIAGNOSIS AND TESTING).
If not OK, repair the open wiper switch mode signal
circuit between the multi-function switch and the
CTM as required.
(7) Check for continuity between the two wiper
switch low speed output circuit cavities of the instru-
ment panel wire harness connector for the multi-
function switch. There should be continuity. If OK, go
to Step 8. If not OK, repair the open wiper switch
low speed output circuit between the two cavities of
the instrument panel wire harness connector for the
multi-function switch as required.
(8) Test the multi-function switch continuity.
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING -
EXTERIOR/MULTI-FUNCTION SWITCH - DIAG-
NOSIS AND TESTING). If the multi-function switch
tests OK, reconnect the instrument panel wire har-
ness connector for the multi-function switch to the
switch connector receptacle and go to Step 9. If not
OK, replace the faulty multi-function switch and test
the wiper system operation again. If still not OK, go
to Step 9.
(9) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Measure the resistance between the headlamp and
dash wire harness ground wire for the wiper motor
and a good ground. The meter should read zero
ohms. If OK, go to Step 10. If not OK, repair the
open ground circuit to ground (G100) as required.
8R - 4 WIPERS/WASHERSBR/BE
WIPERS/WASHERS (Continued)