2001 DODGE RAM central timer module

includes momentary switching of the headlamp high
beam circuits to provide an optical horn feature
(sometimes referred to as flash-to-pass), which allows
the vehicle operator to momentarily flash the head-
lamp high beams as an optical signalling device.
²Intermittent Wipe Mode- The control knob of
the multi-function switch provides an intermittent
wipe mode with multiple delay interval positions.
²Turn Signal Control- The internal circuitry
and hardware of the multi-function switch provide
both momentary non-detent switching and detent
switching with automatic cancellation for both the
left and right turn signals.
²Washer Mode- A button on the end of the con-
trol stalk of the multi-function switch provides
washer system operation when the button is
depressed towards the steering column.
The multi-function switch cannot be adjusted or
repaired. If any function of the switch is faulty, or if
the switch is damaged, the entire switch unit must
be replaced.
OPERATION
The multi-function switch uses conventionally
switched outputs and a variable resistor to control
the many functions and features it provides using
hard wired circuitry. The switch is grounded at all
times through a single wire take out with an eyelet
terminal connector of the instrument panel wire har-
ness that is secured by a nut to a ground stud
located on the instrument panel armature, just above
and to the left of the glove box opening. 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 out-
put (run-acc) circuit. Following are descriptions of
the how the multi-function switch operates to control
the many functions and features it provides:
²Continuous Wipe Modes- When the control
knob of the multi-function switch is rotated to the
High or Low positions, the circuitry within the
switch provides a battery current output directly to
the high or low speed brush of the wiper motor.
When the control knob is in the Off position, the cir-
cuitry within the switch connects the output of the
wiper motor park switch to the low speed brush of
the wiper motor.
²Hazard Warning Control- The hazard warn-
ing push button is pushed down to unlatch the
switch and activate the hazard warning system, and
pushed down again to latch the switch and turn the
system off. When the hazard warning switch is
latched (hazard warning off), the push button will be
in a lowered position on the top of the steering col-
umn shroud; and, when the hazard warning switch is
unlatched (hazard warning on), the push button willbe in a raised position. The multi-function switch
hazard warning circuitry simultaneously provides a
signal to the hazard warning sense of the combina-
tion flasher to activate or deactivate the flasher out-
put, and directs the output of the flasher to the
hazard warning lamps.
²Headlamp Beam Selection- The multi-func-
tion switch control stalk is pulled towards the steer-
ing wheel past a detent, then released to actuate the
headlamp beam selection switch. Each time the con-
trol stalk is actuated in this manner, the opposite
headlamp mode from what is currently selected will
be activated. The internal circuitry of the headlamp
beam selection switch directs the output of the head-
lamp switch through hard wired circuitry to activate
the selected headlamp beam.
²Headlamp Optical Horn- The left multi-func-
tion switch control stalk is pulled towards the steer-
ing wheel to just before a detent, to momentarily
activate the headlamp high beams. The high beams
will remain illuminated until the control stalk is
released. The internal circuitry of the headlamp
beam selection switch provides a momentary ground
path to the headlamp high beams.
²Intermittent Wipe Mode- When the multi-
function switch control knob is rotated to the Delay
position, the circuitry within the switch connects the
output of the wiper motor relay to the low speed
brush of the wiper motor and provides a battery cur-
rent signal to the Central Timer Module (CTM). If
the Delay mode is selected, the control knob can then
be rotated to multiple minor detent positions, which
actuates a variable resistor within the switch and
provides a hard wired output to the CTM that sig-
nals the desired delay interval for the intermittent
wiper feature.
²Turn Signal Control- The multi-function
switch control stalk actuates the turn signal switch.
When the control stalk is moved in the upward direc-
tion, the right turn signal circuitry is activated; and,
when the control stalk is moved in the downward
direction, the left turn signal circuitry is activated.
The multi-function switch turn signal circuitry simul-
taneously provides a signal to the turn signal sense
of the combination flasher to activate or deactivate
the flasher output, and directs the output of the
flasher to the proper turn signal lamps. The turn sig-
nal switch has a detent position in each direction
that provides turn signals with automatic cancella-
tion, and an intermediate, momentary position in
each direction that provides turn signals only until
the left multi-function switch control stalk is
released. When the control stalk is moved to a turn
signal switch detent position, the cancel actuator
extends toward the center of the steering column. A
turn signal cancel cam that is integral to the clock-
8L - 24 LAMPS/LIGHTING - EXTERIORBR/BE
MULTI-FUNCTION SWITCH (Continued)

DOOR AJAR SWITCH
DESCRIPTION
The door ajar switches are mounted to the door
hinge pillars. The switches close a path to ground for
the Central Timer Module (CTM) when a door is
opened, and open the ground path when a door is
closed.
The door ajar switches cannot be repaired and, if
faulty or damaged, they must be replaced.
DIAGNOSIS AND TESTING - DOOR AJAR
SWITCH
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.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO ELECTRICAL, RESTRAINTS
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Rotate the headlamp switch knob counterclock-
wise to ensure that the dome lamps are not switched
off. Open the driver door and note whether the inte-
rior lamps light. They should light. If OK, (Refer to 8
- ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
HEADLAMP SWITCH - DIAGNOSIS AND TEST-
ING). If not OK, go to Step 2.
(2) Disconnect and isolate the battery negative
cable. Unplug the driver door ajar switch from its
wire harness connector. Check for continuity between
the ground circuit cavity of the driver door ajar
switch wire harness connector and a good ground.
There should be continuity. If OK, go to Step 3. If not
OK, repair the circuit to ground as required.
(3) Check for continuity between the door ajar
switch ground circuit terminal and each of the other
two terminals of the driver door ajar switch. There
should be continuity with the switch plunger
released, and no continuity with the switch plunger
depressed. If OK, go to Step 4. If not OK, replace the
faulty switch.
(4) Remove the Central Timer Module (CTM) from
its mounting bracket to access the CTM wire harness
connectors (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/BODY CONTROL/CENTRAL
TIMER MODUL - REMOVAL). Unplug the 14-way
CTM wire harness connector. Check for continuity
between the driver door switch sense circuit cavity of
the 14-way CTM wire harness connector and a good
ground. There should be no continuity. If OK, go to
Step 5. If not OK, repair the short circuit as
required.
(5) Check for continuity between the driver door
switch sense circuit cavities of the 14-way CTM wire
harness connector and the driver door ajar switch
wire harness connector. There should be continuity. If
OK, (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING -
EXTERIOR/HEADLAMP SWITCH - DIAGNOSIS
AND TESTING) If not OK, repair the open circuit as
required.
Fig. 1 Dome Lamp Lens
1 - HEADLINER
2 - CONNECTOR
3 - DOME LAMP
4 - LENS
5 - BULB
Fig. 2 Dome Lamp
1 - SLIDE LAMP
8L - 34 LAMPS/LIGHTING - INTERIORBR/BE
DOME LAMP (Continued)

POWER SYSTEMS
TABLE OF CONTENTS
page page
POWER LOCKS............................ 1
POWER MIRRORS........................ 10POWER SEAT SYSTEM..................... 15
POWER WINDOWS........................ 23
POWER LOCKS
TABLE OF CONTENTS
page page
POWER LOCKS
DESCRIPTION............................1
OPERATION.............................3
DIAGNOSIS AND TESTING..................4
POWER LOCK SYSTEM...................4
POWER LOCK & REMOTE KEYLESS
ENTRY SYSTEM.........................4
DOOR CYLINDER LOCK SWITCH
DESCRIPTION............................5
OPERATION.............................5
DIAGNOSIS AND TESTING..................5
DOOR CYLINDER LOCK SWITCH...........5
REMOVAL...............................6
INSTALLATION............................6
POWER LOCK MOTOR
DESCRIPTION............................6OPERATION.............................6
DIAGNOSIS AND TESTING..................7
POWER LOCK MOTOR...................7
REMOTE KEYLESS ENTRY TRANSMITTER
DESCRIPTION............................7
OPERATION.............................7
DIAGNOSIS AND TESTING..................7
REMOTE KEYLESS ENTRY TRANSMITTER....7
STANDARD PROCEDURE...................8
RKE TRANSMITTER PROGRAMMING........8
RKE TRANSMITTER BATTERIES............8
POWER LOCK SWITCH
DESCRIPTION............................8
OPERATION.............................8
DIAGNOSIS AND TESTING..................8
POWER LOCK SWITCH...................8
POWER LOCKS
DESCRIPTION - POWER LOCK SYSTEM
Two different power lock systems are offered as
optional factory-installed equipment on this model.
Both power lock systems are offered only on models
that are also equipped with power windows. On mod-
els without the optional Remote Keyless Entry (RKE)
system, a base version of the Central Timer Module
(CTM) is used. In this version of the power lock sys-
tem, the power lock switches provide the only control
over the operation of the power lock motors. On mod-
els with the optional RKE system, a high-line or pre-
mium version of the CTM is used to provide many
electronic features and conveniences that are not pos-
sible with the base version CTM. In this power lock
system, the power lock motors are controlled by the
microprocessor-based high-line or premium version ofthe CTM based upon the CTM programming and
electronic message inputs received from other elec-
tronic modules in the vehicle over the Chrysler Col-
lision Detection (CCD) data bus network, Radio
Frequency (RF) inputs received from the RKE trans-
mitters, as well as many hard wired inputs.
Both versions of the power lock system include the
following major components, which are described in
further detail elsewhere in this service manual:
²Power Lock Motors- A reversible electric
motor integral to the door latch of each front door
locks or unlocks the front door latch when provided
with the appropriate electrical inputs.
²Power Lock Switches- A power lock switch
integral to the power window/lock switch unit located
near the forward end of the arm rest on each front
door trim panel allows the power door lock system to
be operated by either the driver or the front seat pas-
senger.
BR/BEPOWER SYSTEMS 8N - 1

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)

OPERATION - POWER LOCK SYSTEM
All versions of the power lock system allow both
doors to be locked or unlocked electrically by operat-
ing the power lock switch on either front door trim
panel. On vehicles that are also equipped with the
optional Remote Keyless Entry (RKE) system, both
doors may also be locked or unlocked using a key in
either front door lock cylinder, or by using the RKE
transmitter. On vehicles with the RKE system, if cer-
tain features have been electronically enabled, the
locks may also be operated automatically by the
high-line or premium Central Timer Module (CTM)
based upon various other inputs. Those features and
their inputs are:
²Automatic Door Lock- If enabled, the high-
line/premium CTM will automatically lock the doors
when it receives a message from the Powertrain Con-
trol Module (PCM) indicating that the vehicle speed
is about 24 kilometers-per-hour (15 miles-per-hour)
or greater. The CTM also monitors the door ajar
switches, and will not activate the automatic door
lock feature until both doors have been closed for at
least five seconds. If this feature is enabled and a
door is opened after the vehicle is moving, the CTM
will also lock the doors five seconds after both doors
are closed.
²Central Locking- Vehicles equipped with a
high-line/premium CTM also have a resistor-multi-
plexed door cylinder lock switch mounted to the back
of the door lock cylinder within each front door. The
CTM continually monitors the input from these
switches to provide the central locking/unlocking fea-
ture. The CTM will automatically lock or unlock both
front doors when either front door is locked or
unlocked using a key.
²Door Lock Inhibit- The high-line/premium
CTM receives inputs from the key-in ignition switch,
the headlamp switch, and the door ajar switches. The
logic within the CTM allows it to monitor these
inputs to provide a door lock inhibit feature. The
door lock inhibit feature prevents the power lock sys-
tem from being energized with a power lock switch
input if the driver door is open with the headlamps
on or the key still in the ignition switch. However,
the locks can still be operated with the manual door
lock button or with a key in the door lock cylinder,
and the power locks will still operate using the RKE
transmitter while the driver door is open with the
headlamps on or a key in the ignition.
²Enhanced Accident Response- If enabled,
the high-line/premium CTM provides an enhanced
accident response feature. This feature uses elec-
tronic message inputs received by the CTM from the
Airbag Control Module (ACM) to determine when an
airbag has been deployed. The CTM also monitors
the state of the power lock system and the vehiclespeed messages from the PCM in order to provide
this feature. If the airbag has been deployed and the
vehicle has stopped moving, the CTM will automati-
cally unlock the doors, prevent the doors from being
locked, and turn on the courtesy lamps inside the
vehicle. Of course, these responses are dependent
upon a functional battery and electrical circuitry fol-
lowing the impact.
All versions of the power lock system operate 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. Also, in both versions of the power
lock system, each power lock switch receives battery
current independent of the other. In vehicles with the
base version of the power lock system, the driver side
power lock switch receives ground through the body
wire harness. A single wire take out of the body wire
harness with an eyelet terminal connector is secured
by a ground screw to the lower left B-pillar (regular
cab, extended cab) or lower left quarter inner panel
(quad cab). The passenger side power lock switch
receives ground through the driver side power lock
switch in the base version of the power lock system.
The base version power lock switches direct the
appropriate battery current and ground feeds to the
power lock motors. In the power lock system for vehi-
cles with the RKE system, the power lock switches
direct a battery current Lock or Unlock request sig-
nal to the high-line or premium CTM, and the CTM
energizes internal relays to direct the appropriate
battery current and ground feeds to the power lock
motors.
OPERATION - REMOTE KEYLESS ENTRY
SYSTEM
On vehicles with the Remote Keyless Entry (RKE)
system, the power locks can be operated remotely
using the RKE transmitter. If the vehicle is so
equipped, the RKE transmitter also arms and dis-
arms the factory-installed Vehicle Theft Security Sys-
tem (VTSS). Three small, recessed buttons on the
outside of the transmitter case labelled Lock, Unlock,
and Panic allow the user to choose the function that
is desired. The RKE transmitter then sends the
appropriate Radio Frequency (RF) signal. An RF
receiver that is integral to the high-line or premium
version of the Central Timer Module (CTM) receives
the transmitted signal, then uses its internal elec-
tronic programming to determine whether the
received signal is valid and what function has been
requested. If the signal is valid, the CTM provides
the programmed features.
Besides operating the power lock system and arm-
ing or disarming the VTSS, the RKE system also
controls the following features:
BR/BEPOWER LOCKS 8N - 3
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)

DOOR CYLINDER LOCK SWITCH
Switch Position
Resistance
Driver Side Passenger Side
Neutral Neutral 12 Kilohms
Lock (Clockwise)Lock (Counter
Clockwise)644 Ohms
Unlock (Counter
Clockwise)Unlock
(Clockwise)1565 Ohms
(3)
If a door cylinder lock switch fails any of the
resistance tests, replace the faulty switch as required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the door outside latch handle mount-
ing hardware and linkage from the inside of the door.
(Refer to 23 - BODY/DOOR - FRONT/EXTERIOR
HANDLE - REMOVAL).
(3) From the outside of the door, pull the door out-
side latch handle out from the door far enough to
access the door cylinder lock switch (Fig. 1).
(4) Disengage the door cylinder lock switch from
the back of the lock cylinder.
(5) Disconnect the door cylinder lock switch pigtail
wire connector from the door wire harness connector.(6) Disengage the retainers that secure the door
cylinder lock switch pigtail wire harness to the inner
door panel.
(7) Remove the door cylinder lock switch from the
door.
INSTALLATION
(1) Position the door cylinder lock switch into the
door (Fig. 1).
(2) Engage the retainers that secure the door cyl-
inder lock switch pigtail wire harness to the inner
door panel.
(3) Reconnect the door cylinder lock switch pigtail
wire connector to the door wire harness connector.
(4) Reinstall the door cylinder lock switch onto the
back of the lock cylinder.
(5) Reinstall the door outside latch handle mount-
ing hardware and linkage on the inside of the door.
(Refer to 23 - BODY/DOOR - FRONT/EXTERIOR
HANDLE - INSTALLATION).
(6) Reconnect the battery negative cable.
POWER LOCK MOTOR
DESCRIPTION
Models equipped with the optional power lock sys-
tem have a power operated door locking mechanism
located within each front door. The lock mechanisms
are actuated by a reversible electric power lock motor
that is integral to the door latch unit within each
front door. A single short pigtail wire with a molded
plastic connector insulator connects the door lock
motor to the vehicle electrical system through a take
out and connector of each front door wire harness.
The power lock motors cannot be adjusted or
repaired and, if faulty or damaged, the entire door
latch unit must be replaced.
OPERATION
On models with a base version of the Central
Timer Module (CTM), the power lock motor is con-
trolled by the battery and ground feeds from the
power lock switches. On models with the high-line or
premium versions of the CTM, the power lock motor
is controlled by the battery and ground feeds from
the power lock and unlock relays, which are integral
and internal to the high-line and premium versions
of the CTM. A positive and negative battery connec-
tion to the two motor terminals will cause the power
lock motor plunger to move in one direction. Revers-
ing the current through these same two connections
will cause the power lock motor plunger to move in
the opposite direction.
The power lock motors and circuits can be tested
using conventional diagnostic tools and methods.
Fig. 1 Door Cylinder Lock Switch
1 - DOOR OUTSIDE LATCH HANDLE
2 - DOOR
3 - DOOR CYLINDER LOCK SWITCH
4 - CONNECTOR
5 - RETAINERS
8N - 6 POWER LOCKSBR/BE
DOOR CYLINDER LOCK SWITCH (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)