2001 DODGE RAM fuse

CHIME WARNING SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
NO CHIMES AND OTHER
CTM FEATURES ERRATIC
OR DISABLED1. CTM ground circuit(s)
open.1. Check for continuity between the ground circuit
cavities of the instrument panel wire harness
connector(s) for the CTM and a good ground.
Repair the ground circuit(s), if required.
2. CTM fused B(+) circuit
open.2. Check for battery voltage at the fused B(+)
circuit cavity of the instrument panel wire harness
connector for the CTM. Repair the fused B(+)
circuit, if required.
3. CTM fused ignition switch
output (start-run) circuit
open.3. With the ignition switch in the On position,
check for battery voltage at the fused ignition
switch output circuit cavity of the instrument panel
wire harness connector for the CTM. Repair the
fused ignition switch output circuit, if required.
4. Faulty CTM. 4. Replace the faulty CTM, if required.
NO WARNING CHIME
SUPPORT FEATURES FOR
EMIC, BUT HARD WIRED
CHIMES OK1. Tone request signal circuit
open.1. Check for continuity between the tone request
signal circuit cavities of the instrument panel wire
harness connectors for the EMIC and the CTM.
Repair the open tone request signal circuit, if
required.
2. Tone request signal circuit
shorted.2. With the instrument panel wire harness
connectors for the EMIC and the CTM both
disconnected, there should be no continuity
between the tone request signal circuit and a
good ground. Repair the shorted tone request
signal circuit, if required.
3. Faulty CTM. 3. Replace the faulty CTM, if required.
4. Faulty EMIC. 4. Replace the faulty EMIC, if required.
NO CHIMES, BUT ALL
OTHER CTM FEATURES OK1. Faulty CTM. 1. Replace the faulty CTM, if required.
BR/BECHIME/BUZZER 8B - 5
CHIME WARNING SYSTEM (Continued)

base version of the CTM and the hard wired inputs
or outputs of all CTM versions 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 appro-
priate diagnostic information.
OPERATION
The Central Timer Module (CTM) is designed to
control and integrate many of the electronic features
and functions of the vehicle. The base version of the
CTM monitors only hard wired inputs and responds
with the proper hard wired outputs. The microproces-
sor-based high-line/premium version of the CTM
monitors many hard wired switch and sensor inputs
as well as those resources it shares with other elec-
tronic modules in the vehicle through its communica-
tion over the Chrysler Collision Detection (CCD) data
bus network. The internal programming and all of
these inputs allow the high-line/premium CTM
microprocessor to determine the tasks it needs to
perform and their priorities, as well as both the stan-
dard and optional features that it should provide.
The high-line/premium CTM programming then per-
forms those tasks and provides those features
through both CCD data bus communication with
other electronic modules and through hard wired out-
puts to a number of circuits, relays, and actuators.
These outputs allow the high-line/premium CTM the
ability to control numerous accessory systems in the
vehicle.
All versions of the CTM operate on battery current
received through fuses in the Junction Block (JB) on
a non-switched fused B(+) circuit, a fused ignition
switch output (st-run) circuit (base version only), and
a fused ignition switch output (run-acc) circuit (high-
line/premium version only). This arrangement allows
the CTM to provide some features regardless of the
ignition switch position, while other features will
operate only with the ignition switch in the Acces-
sory, On, and/or Start positions. All versions of the
CTM are grounded through their connector and take
out of the instrument panel wire harness. The high-
line/premium CTM has another ground received
through a second connector and take out of the
instrument panel wire harness. The first ground cir-
cuit receives ground through a take out with an eye-
let terminal connector of the instrument panel wire
harness that is secured by a nut to a ground stud
located on the left instrument panel end bracket,
while the second ground circuit (high-line/premium
version only) receives ground through a take out with
an eyelet terminal connector of the instrument panel
wire harness that is secured by a nut to a ground
stud located on the back of the instrument panelarmature above the inboard side of the instrument
panel steering column opening.
The high-line/premium CTM monitors its own
internal circuitry as well as many of its input and
output circuits, and will store a Diagnostic Trouble
Code (DTC) in electronic memory for any failure it
detects. These DTCs can be retrieved and diagnosed
using a DRBIIItscan tool. Refer to the appropriate
diagnostic information.
HARD WIRED INPUTS
The hard wired inputs to the CTM include the fol-
lowing:
²CCD bus± - high-line/premium version only
²CCD bus+ - high-line/premium version only
²Cylinder lock switch mux - high-line premium
version only
²Driver door ajar switch sense
²Fused B(+)
²Fused ignition switch output (run-acc) - high-
line/premium version only
²Fused ignition switch output (st-run) - base ver-
sion only
²Ground (one circuit - base version, two circuits -
high-line/premium version)
²Key-in ignition switch sense
²Passenger door ajar switch sense - high-line/pre-
mium version only
²Power door lock motor B(+) lock - high-line/pre-
mium version only
²Power door lock motor B(+) unlock - high-line/
premium version only
²Radio control mux - high-line/premium version
only
²Tone request signal
²Washer switch sense
²Wiper park switch sense
²Wiper switch mode sense
²Wiper switch mode signal
HARD WIRED OUTPUTS
The hard wired outputs of the CTM include the fol-
lowing:
²CCD bus± - high-line/premium version only
²CCD bus+ - high-line/premium version only
²Courtesy lamp switch output - high-line/pre-
mium version only
²Door lock driver - high-line/premium version
only
²Door unlock driver - high-line/premium version
only
²Headlamp relay control - high-line/premium ver-
sion only
²Heated seat relay control - premium version
only
BR/BEELECTRONIC CONTROL MODULES 8E - 3
BODY CONTROL/CENTRAL TIMER MODULE (Continued)

²Horn relay control - high-line/premium version
only
²VTSS indicator driver - high-line/premium ver-
sion only
²Wiper motor relay control
MESSAGING
The high-line/premium CTM uses the following
messages received from other electronic modules over
the CCD data bus:
²Airbag Deploy (ACM)
²Charging System Failure (PCM)
²Engine RPM (PCM)
²System Voltage (PCM)
²Vehicle Speed (PCM)
²Voltage Fault (PCM)
The high-line/premium CTM provides the following
messages to other electronic modules over the CCD
data bus:
²Engine Enable (PCM)
²Radio Seek Up (Radio)
²Radio Seek Down (Radio)
²Radio Volume Up (Radio)
²Radio Volume Down (Radio)
²Preset Scan (Radio)
DIAGNOSIS AND TESTING - CENTRAL TIMER
MODULE
The hard wired inputs to and outputs from the
Central Timer Module (CTM) may be diagnosed and
tested using conventional diagnostic tools and meth-
ods. 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 har-
ness connectors, splices and grounds.
However, conventional diagnostic methods may not
prove conclusive in the diagnosis of the high-line/pre-
mium CTM. In order to obtain conclusive testing of
the high-line/premium CTM, the Chrysler Collision
Detection (CCD) data bus network and all of the elec-
tronic modules that provide inputs to or receive out-
puts from the CTM must also be checked. The most
reliable, efficient, and accurate means to diagnose
the high-line/premium CTM, the CCD data bus net-
work, and the electronic modules that provide inputs
to or receive outputs from the high-line/premium
CTM requires the use of a DRBIIItscan tool and the
appropriate diagnostic information. The DRBIIIt
scan tool can provide confirmation that the CCD data
bus network is functional, that all of the electronic
modules are sending and receiving the proper mes-
sages over the CCD data bus, and that the CTM is
receiving the proper hard wired inputs and respond-ing with the proper hard wired outputs needed to
perform its many 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.
NOTE: The following tests may not prove conclu-
sive in the diagnosis of the high-line or premium
versions of the Central Timer Module (CTM). The
most reliable, efficient, and accurate means to diag-
nose the high-line or premium CTM requires the
use of a DRBIIITscan tool and the appropriate diag-
nostic information.
(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) For a base version CTM, check the fused igni-
tion switch output (st-run) fuse (Fuse 11 - 10 ampere)
in the JB. For a high-line/premium version CTM,
check the fused ignition switch output (run-acc) fuse
(Fuse6-25ampere) in the JB. If OK, go to Step 4. If
not OK, repair the shorted circuit or component as
required and replace the faulty fuse.
(4) Turn the ignition switch to the On position. For
a base version CTM, check for battery voltage at the
fused ignition switch output (st-run) fuse (Fuse 11 -
10 ampere) in the JB. For a high-line/premium ver-
sion CTM, check for battery voltage at the fused igni-
tion switch output (run-acc) fuse (Fuse6-25
ampere) in the JB. If OK, go to Step 5. If not OK,
repair the shorted circuit or component as required
and replace the faulty fuse.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the CTM from its mounting bracket to access
the CTM wire harness connector(s). Disconnect the
instrument panel wire harness connector(s) for the
8E - 4 ELECTRONIC CONTROL MODULESBR/BE
BODY CONTROL/CENTRAL TIMER MODULE (Continued)

CTM from the CTM connector receptacle(s). Check
the wire harness connectors and the CTM receptacles
for loose, corroded, or damaged terminals and pins. If
OK, go to Step 6. If not OK, repair as required.
(6) Check for continuity between the ground cir-
cuit cavity of the instrument panel wire harness con-
nector (Connector C1) for the CTM and a good
ground. For the high-line/premium version of the
CTM only, repeat the check between the ground cir-
cuit cavity of the instrument panel wire harness con-
nector (Connector C2) for the CTM and a good
ground. In each case, there should be continuity. If
OK, go to Step 7. If not OK, repair the open ground
circuit(s) to ground as required.
(7) Reconnect the battery negative cable. Check for
battery voltage at the fused B(+) circuit cavity of the
instrument panel wire harness connector (Connector
C1) for the CTM. If OK, go to Step 8. If not OK,
repair the open fused B(+) circuit between the CTM
and the JB as required.
(8) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (st-run) circuit cavity (base version) or fused
ignition switch output (run-acc) circuit cavity (high-
line/premium version) of the instrument panel wire
harness connector (Connector C1) for the CTM. If OK
with a base version CTM, replace the faulty CTM. If
OK with a high-line/premium version CTM, use a
DRBIIItscan tool and the appropriate diagnostic
information to perform further diagnosis of the CTM.
If not OK, repair the open fused ignition switch out-
put circuit between the CTM and the JB.
REMOVAL
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.
NOTE: Before replacing a high-line/premium version
Central Timer Module (CTM), use a DRBIIITscan
tool to retrieve the current settings for the CTM pro-
grammable features. Refer to the appropriate diag-
nostic information. These settings should be
duplicated in the replacement high-line/premiumCTM using the DRBIIITscan tool before returning
the vehicle to service.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the steering column opening cover
from the instrument panel. (Refer to 23 - BODY/IN-
STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - REMOVAL).
(3) Remove the two screws that secure the Central
Timer Module (CTM) to the bracket on the inboard
side of the instrument panel steering column opening
(Fig. 3) or (Fig. 4).
(4) Pull the CTM into the instrument panel steer-
ing column opening far enough to access the instru-
ment panel wire harness connector(s).
(5) Disconnect the instrument panel wire harness
connector(s) (one connector for the base version CTM,
two connectors for the high-line/premium version)
from the CTM connector receptacle(s).
(6) Remove the CTM from the instrument panel.
Fig. 3 Central Timer Module (Base) Remove/Install
1 - SCREWS
2 - BRACKET
3 - WIRE HARNESS CONNECTOR
4 - CENTRAL TIMER MODULE (BASE)
BR/BEELECTRONIC CONTROL MODULES 8E - 5
BODY CONTROL/CENTRAL TIMER MODULE (Continued)

A vehicle that has not been operated for approxi-
mately twenty days, may discharge the battery to an
inadequate level. When a vehicle will not be used for
twenty days or more (stored), remove the IOD fuse
from the Power Distribution Center (PDC). This will
reduce battery discharging.
Excessive IOD can be caused by:
²Electrical items left on.
²Faulty or improperly adjusted switches.
²Faulty or shorted electronic modules and compo-
nents.
²An internally shorted generator.
²Intermittent shorts in the wiring.If the IOD is over thirty-five milliamperes, the
problem must be found and corrected before replac-
ing a battery. In most cases, the battery can be
charged and returned to service after the excessive
IOD condition has been corrected.
(1) Verify that all electrical accessories are off.
Turn off all lamps, remove the ignition key, and close
all doors. If the vehicle is equipped with an illumi-
nated entry system or an electronically tuned radio,
allow the electronic timer function of these systems
to automatically shut off (time out). This may take
up to three minutes. See the Electronic Module Igni-
tion-Off Draw Table for more information.
ELECTRONIC MODULE IGNITION-OFF DRAW (IOD) TABLE
ModuleTime Out?
(If Yes, Interval And Wake-Up Input)IODIOD After Time
Out
Radio No1to3
milliamperesN/A
Audio Power
AmplifierNoup to 1
milliampereN/A
Central Timer Module
(CTM)No4.75
milliamperes
(max.)N/A
Powertrain Control
Module (PCM)No 0.95 milliampere N/A
ElectroMechanical
Instrument Cluster
(EMIC)No 0.44 milliampere N/A
Combination Flasher No 0.08 milliampere N/A
(2) Determine that the underhood lamp is operat-
ing properly, then disconnect the lamp wire harness
connector or remove the lamp bulb.
(3) Disconnect the battery negative cable.
(4) Set an electronic digital multi-meter to its
highest amperage scale. Connect the multi-meter
between the disconnected battery negative cable ter-
minal clamp and the battery negative terminal post.
Make sure that the doors remain closed so that the
illuminated entry system is not activated. The multi-
meter amperage reading may remain high for up to
three minutes, or may not give any reading at all
while set in the highest amperage scale, depending
upon the electrical equipment in the vehicle. The
multi-meter leads must be securely clamped to the
battery negative cable terminal clamp and the bat-
tery negative terminal post. If continuity between the
battery negative terminal post and the negative cable
terminal clamp is lost during any part of the IOD
test, the electronic timer function will be activated
and all of the tests will have to be repeated.(5) After about three minutes, the high-amperage
IOD reading on the multi-meter should become very
low or nonexistent, depending upon the electrical
equipment in the vehicle. If the amperage reading
remains high, remove and replace each fuse or circuit
breaker in the Power Distribution Center (PDC) and
then in the Junction Block (JB), one at a time until
the amperage reading becomes very low, or nonexist-
ent. Refer to the appropriate wiring information in
this service manual for complete PDC and JB fuse,
circuit breaker, and circuit identification. This will
isolate each circuit and identify the circuit that is the
source of the high-amperage IOD. If the amperage
reading remains high after removing and replacing
each fuse and circuit breaker, disconnect the wire
harness from the generator. If the amperage reading
now becomes very low or nonexistent, refer to Charg-
ing System for the proper charging system diagnosis
and testing procedures. After the high-amperage IOD
has been corrected, switch the multi-meter to pro-
gressively lower amperage scales and, if necessary,
repeat the fuse and circuit breaker remove-and-re-
8F - 16 BATTERY SYSTEMBR/BE
BATTERY (Continued)

place process to identify and correct all sources of
excessive IOD. It is now safe to select the lowest mil-
liampere scale of the multi-meter to check the low-
amperage IOD.
CAUTION: Do not open any doors, or turn on any
electrical accessories with the lowest milliampere
scale selected, or the multi-meter may be damaged.
(6) Observe the multi-meter reading. The low-am-
perage IOD should not exceed thirty-five milliam-
peres (0.035 ampere). If the current draw exceeds
thirty-five milliamperes, isolate each circuit using the
fuse and circuit breaker remove-and-replace process
in Step 5. The multi-meter reading will drop to
within the acceptable limit when the source of the
excessive current draw is disconnected. Repair this
circuit as required; whether a wiring short, incorrect
switch adjustment, or a component failure is at fault.
REMOVAL
(1) Turn the ignition switch to the Off position. Be
certain that all electrical accessories are turned off.
(2) Loosen the battery negative cable terminal
clamp pinch-bolt hex nut.
(3) Disconnect the battery negative cable terminal
clamp from the battery negative terminal post. If
necessary, use a battery terminal puller to remove
the terminal clamp from the battery post (Fig. 16).
(4) Loosen the battery positive cable terminal
clamp pinch-bolt hex nut.
(5) Disconnect the battery positive cable terminal
clamp from the battery positive terminal post. If nec-
essary, use a battery terminal puller to remove the
terminal clamp from the battery post.
(6) Remove the battery hold downs from the bat-
tery. Refer toBattery Hold Downsin this group for
the location of the proper battery hold down removal
procedures.WARNING: WEAR A SUITABLE PAIR OF RUBBER
GLOVES (NOT THE HOUSEHOLD TYPE) WHEN
REMOVING A BATTERY BY HAND. SAFETY
GLASSES SHOULD ALSO BE WORN. IF THE BAT-
TERY IS CRACKED OR LEAKING, THE ELECTRO-
LYTE CAN BURN THE SKIN AND EYES.
(7) Remove the battery from the battery tray.
INSTALLATION
(1) Clean and inspect the battery. Refer toBat-
tery Systemin this group for the location of the
proper battery system cleaning and inspection proce-
dures.
(2) Position the battery onto the battery tray.
Ensure that the battery positive and negative termi-
nal posts are correctly positioned. The battery cable
terminal clamps must reach the correct battery ter-
minal post without stretching the cables (Fig. 17).
(3) Reinstall the battery hold downs onto the bat-
tery. Refer toBattery Hold Downsin this group for
the location of the proper battery hold down installa-
tion procedures.
CAUTION: Be certain that the battery cable terminal
clamps are connected to the correct battery termi-
nal posts. Reversed battery polarity may damage
electrical components of the vehicle.
Fig. 16 Remove Battery Cable Terminal Clamp -
Typical
1 - BATTERY
2 - BATTERY TERMINAL PULLER
Fig. 17 Battery Cables - Typical
1 - EYELET
2 - NUT
3 - POWER DISTRIBUTION CENTER
4 - POSITIVE CABLE
5 - SCREW
6 - NEGATIVE CABLE
7 - EYELET
8 - CLIP
BR/BEBATTERY SYSTEM 8F - 17
BATTERY (Continued)

rosion or foreign material, then reassembled.
Following reassembly, check the voltage drop for the
battery cable connection and the battery cable again
to confirm repair.
When performing the voltage drop test, it is impor-
tant to remember that the voltage drop is giving an
indication of the resistance between the two points at
which the voltmeter probes are attached.EXAM-
PLE:When testing the resistance of the battery pos-
itive cable, touch the voltmeter leads to the battery
positive cable terminal clamp and to the battery pos-
itive cable eyelet terminal at the starter solenoid
B(+) terminal stud. If you probe the battery positive
terminal post and the battery positive cable eyelet
terminal at the starter solenoid B(+) terminal stud,
you are reading the combined voltage drop in the
battery positive cable terminal clamp-to-terminal
post connection and the battery positive cable.
VOLTAGE DROP TEST
WARNING: IF THE BATTERY SHOWS SIGNS OF
FREEZING, LEAKING, LOOSE POSTS, OR LOW
ELECTROLYTE LEVEL, DO NOT TEST, ASSIST-
BOOST, OR CHARGE. THE BATTERY MAY ARC
INTERNALLY AND EXPLODE. PERSONAL INJURY
AND/OR VEHICLE DAMAGE MAY RESULT.
WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN
AND AROUND THE BATTERY. DO NOT SMOKE,
USE FLAME, OR CREATE SPARKS NEAR THE BAT-
TERY. PERSONAL INJURY AND/OR VEHICLE DAM-
AGE MAY RESULT.
WARNING: THE BATTERY CONTAINS SULFURIC
ACID, WHICH IS POISONOUS AND CAUSTIC. AVOID
CONTACT WITH THE SKIN, EYES, OR CLOTHING.
IN THE EVENT OF CONTACT, FLUSH WITH WATER
AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT
OF THE REACH OF CHILDREN.
WARNING: IF THE BATTERY IS EQUIPPED WITH
REMOVABLE CELL CAPS, BE CERTAIN THAT EACH
OF THE CELL CAPS IS IN PLACE AND TIGHT
BEFORE THE BATTERY IS RETURNED TO SER-
VICE. PERSONAL INJURY AND/OR VEHICLE DAM-
AGE MAY RESULT FROM LOOSE OR MISSING
CELL CAPS.
WARNING: MODELS EQUIPPED WITH THE DIESEL
ENGINE OPTION ALSO HAVE AN AUTOMATIC
SHUTDOWN (ASD) RELAY LOCATED IN THE
POWER DISTRIBUTION CENTER (PDC), IN THE
ENGINE COMPARTMENT. HOWEVER, REMOVAL OFTHE ASD RELAY MAY NOT PREVENT THE DIESEL
ENGINE FROM STARTING. BE CERTAIN TO ALSO
DISCONNECT THE FUEL SHUTDOWN SOLENOID
WIRE HARNESS CONNECTOR ON MODELS WITH A
DIESEL ENGINE. FAILURE TO DO SO MAY RESULT
IN PERSONAL INJURY.
The following operation will require a voltmeter
accurate to 1/10 (0.10) volt. Before performing this
test, be certain that the following procedures are
accomplished:
²The battery is fully-charged and load tested.
Refer toBattery Chargingin the index of this ser-
vice manual for the location of the proper battery
charging procedures. Refer toBatteryin the index of
this service manual for the location of the battery
diagnosis and testing procedures, including the
proper battery load test procedures.
²Fully engage the parking brake.
²If the vehicle is equipped with an automatic
transmission, place the gearshift selector lever in the
Park position. If the vehicle is equipped with a man-
ual transmission, place the gearshift selector lever in
the Neutral position and block the clutch pedal in the
fully depressed position.
²Verify that all lamps and accessories are turned
off.
²To prevent a gasoline engine from starting,
remove the Automatic ShutDown (ASD) relay. The
ASD relay is located in the Power Distribution Cen-
ter (PDC), in the engine compartment. See the fuse
and relay layout label affixed to the underside of the
PDC cover for ASD relay identification and location.
To prevent a diesel engine from starting, disconnect
the fuel shutdown solenoid wire harness connector
(Fig. 21).
(1) Connect the positive lead of the voltmeter to
the battery negative terminal post. Connect the neg-
ative lead of the voltmeter to the battery negative
cable terminal clamp (Fig. 22). Rotate and hold the
ignition switch in the Start position. Observe the
voltmeter. If voltage is detected, correct the poor con-
nection between the battery negative cable terminal
clamp and the battery negative terminal post.
NOTE: If the vehicle is equipped with a dual battery
system, Step 1 must be performed twice, once for
each battery.
(2) Connect the positive lead of the voltmeter to
the battery positive terminal post. Connect the nega-
tive lead of the voltmeter to the battery positive cable
terminal clamp (Fig. 23). Rotate and hold the ignition
switch in the Start position. Observe the voltmeter. If
voltage is detected, correct the poor connection
between the battery positive cable terminal clamp
and the battery positive terminal post.
BR/BEBATTERY SYSTEM 8F - 21
BATTERY CABLE (Continued)

INSPECTION
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging sys-
tem, making sure they are operational. A Diagnostic
Trouble Code (DTC) is assigned to each input and
output circuit monitored by the On-Board Diagnostic
(OBD) system. Some charging system circuits are
checked continuously, and some are checked only
under certain conditions.
Refer to Diagnostic Trouble Codes in; Powertrain
Control Module; Electronic Control Modules for more
DTC information. This will include a complete list of
DTC's including DTC's for the charging system.
To perform a complete test of the charging system,
refer to the appropriate Powertrain Diagnostic Proce-
dures service manual and the DRBtscan tool. Per-
form the following inspections before attaching the
scan tool.
(1) Inspect the battery condition. Refer to 8, Bat-
tery for procedures.(2) Inspect condition of battery cable terminals,
battery posts, connections at engine block, starter
solenoid and relay. They should be clean and tight.
Repair as required.
(3) Inspect all fuses in both the fuseblock and
Power Distribution Center (PDC) for tightness in
receptacles. They should be properly installed and
tight. Repair or replace as required.
(4) Inspect generator mounting bolts for tightness.
Replace or tighten bolts if required. Refer to the Gen-
erator Removal/Installation section of this group for
torque specifications.
(5) Inspect generator drive belt condition and ten-
sion. Tighten or replace belt as required. Refer to
Belt Tension Specifications in 7, Cooling System.
(6) Inspect automatic belt tensioner (if equipped).
Refer to 7, Cooling System for information.
(7) Inspect generator electrical connections at gen-
erator field, battery output, and ground terminal (if
equipped). Also check generator ground wire connec-
tion at engine (if equipped). They should all be clean
and tight. Repair as required.
SPECIFICATIONS
GENERATOR RATINGS
TYPE PART NUMBERRATED SAE
AMPSENGINESMINIMUM TEST
AMPS
DENSO 56028920AB 1363.9L/5.2L/5.9L
GAS100
DENSO 56029913AA 1173.9L/5.2L/5.9L
GAS90
BOSCH 56028237AB 1173.9L/5.2L/5.9L
GAS90
BOSCH 56028238AB 1363.9L/5.2L/5.9L
GAS100
DENSO 56027221AD 1365.9L
DIESEL120
BOSCH 56028239AB 1365.9L
DIESEL120
BOSCH 56028560AA 136 8.0L 100
DENSO 56028920AC 136 8.0L 100
SPECIFICATIONS - TORQUE - GENERATOR/CHARGING SYSTEM
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Generator Mounting BoltsÐGas Engine 41 30
Generator Upper Mounting BoltÐDiesel Engine 54 40
Generator Pivot Bolt/NutÐDiesel Engine 54 40
Generator Mounting Bracket-to-Engine BoltÐDiesel Engine 24 18
Generator B+ Cable Eyelet Nut 12 9 108
8F - 28 CHARGINGBR/BE
CHARGING (Continued)