2001 DODGE RAM tire type

on bumpy roads and provide more pulling power when
one wheel looses traction. Pulling power is provided
continuously until both wheels loose traction. If both
wheels slip due to unequal traction, Trac-lokyopera-
tion is normal. In extreme cases of differences of trac-
tion, the wheel with the least traction may spin.
DIAGNOSIS AND TESTING - AXLE
GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant, incorrect backlash, incorrect pinion depth, tooth
contact, worn/damaged gears, or the carrier housing
not having the proper offset and squareness.
Gear noise usually happens at a specific speed
range. The noise can also occur during a specific type
of driving condition. These conditions are accelera-
tion, deceleration, coast, or constant load.
When road testing, first warm-up the axle fluid by
driving the vehicle at least 5 miles and then acceler-
ate the vehicle to the speed range where the noise is
the greatest. Shift out-of-gear and coast through the
peak-noise range. If the noise stops or changes
greatly:
²Check for insufficient lubricant.
²Incorrect ring gear backlash.
²Gear damage.
Differential side gears and pinions can be checked
by turning the vehicle. They usually do not cause
noise during straight-ahead driving when the gears
are unloaded. The side gears are loaded during vehi-
cle turns. A worn pinion shaft can also cause a snap-
ping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion bearings can
all produce noise when worn or damaged. Bearing
noise can be either a whining, or a growling sound.
Pinion bearings have a constant-pitch noise. This
noise changes only with vehicle speed. Pinion bearing
noise will be higher pitched because it rotates at a
faster rate. Drive the vehicle and load the differen-
tial. If bearing noise occurs, the rear pinion bearing
is the source of the noise. If the bearing noise is
heard during a coast, the front pinion bearing is the
source.
Worn or damaged differential bearings usually pro-
duce a low pitch noise. Differential bearing noise is
similar to pinion bearing noise. The pitch of differen-
tial bearing noise is also constant and varies only
with vehicle speed.
Axle shaft bearings produce noise and vibration
when worn or damaged. The noise generally changeswhen the bearings are loaded. Road test the vehicle.
Turn the vehicle sharply to the left and to the right.
This will load the bearings and change the noise
level. Where axle bearing damage is slight, the noise
is usually not noticeable at speeds above 30 mph.
LOW SPEED KNOCK
Low speed knock is generally caused by a worn
U-joint or by worn side±gear thrust washers. A worn
pinion shaft bore will also cause low speed knock.
VIBRATION
Vibration at the rear of the vehicle is usually
caused by a:
²Damaged drive shaft.
²Missing drive shaft balance weight(s).
²Worn or out-of-balance wheels.
²Loose wheel lug nuts.
²Worn U-joint(s).
²Loose/broken springs.
²Damaged axle shaft bearing(s).
²Loose pinion gear nut.
²Excessive pinion yoke run out.
²Bent axle shaft(s).
Check for loose or damaged front-end components
or engine/transmission mounts. These components
can contribute to what appears to be a rearend vibra-
tion. Do not overlook engine accessories, brackets
and drive belts.
All driveline components should be examined
before starting any repair.
(Refer to 22 - TIRES/WHEELS - DIAGNOSIS AND
TESTING)
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged), can be caused by:
²High engine idle speed.
²Transmission shift operation.
²Loose engine/transmission/transfer case mounts.
²Worn U-joints.
²Loose spring mounts.
²Loose pinion gear nut and yoke.
²Excessive ring gear backlash.
²Excessive side gear to case clearance.
The source of a snap or a clunk noise can be deter-
mined with the assistance of a helper. Raise the vehi-
cle on a hoist with the wheels free to rotate. Instruct
the helper to shift the transmission into gear. Listen
for the noise, a mechanics stethoscope is helpful in
isolating the source of a noise.
BR/BEREAR AXLE - 286RBI 3 - 171
REAR AXLE - 286RBI (Continued)

DIAGNOSTIC CHART
Condition Possible Causes Correction
Wheel Noise 1. Wheel loose. 1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing. 2. Replace bearing.
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment. Correct
as necessary.
2. Bent or sprung axle shaft. 2. Inspect and correct as necessary.
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace the broken shaft after
correcting tube mis-alignment.
2 Vehicle overloaded. 2. Replace broken shaft and avoid
excessive weight on vehicle.
3. Erratic clutch operation. 3. Replace broken shaft and avoid or
correct erratic clutch operation.
4. Grabbing clutch. 4. Replace broken shaft and inspect and
repair clutch as necessary.
Differential Cracked 1. Improper adjustment of the
differential bearings.1. Replace case and inspect gears and
bearings for further damage. Set
differential bearing pre-load properly.
2. Excessive ring gear backlash. 2. Replace case and inspect gears and
bearings for further damage. Set ring
gear backlash properly.
3. Vehicle overloaded. 3. Replace case and inspect gears and
bearings for further damage. Avoid
excessive vehicle weight.
4. Erratic clutch operation. 4. Replace case and inspect gears and
bearings for further damage. Avoid
erratic use of clutch.
Differential Gears Scored 1. Insufficient lubrication. 1. Replace scored gears. Fill differential
with the correct fluid type and quantity.
2. Improper grade of lubricant. 2. Replace scored gears. Fill differential
with the correct fluid type and quantity.
3. Excessive spinning of one wheel/tire. 3. Replace scored gears. Inspect all
gears, pinion bores, and shaft for
damage. Service as necessary.
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct level.
2. Worn axle shaft seals. 2. Replace seals.
3. Cracked differential housing. 3. Repair as necessary.
4. Worn pinion seal. 4. Replace seal.
5. Worn/scored yoke. 5. Replace yoke and seal.
6. Axle cover not properly sealed. 6. Remove, clean, and re-seal cover.
3 - 172 REAR AXLE - 286RBIBR/BE
REAR AXLE - 286RBI (Continued)

Condition Possible Causes Correction
Axle Overheating 1. Lubricant level low. 1. Fill differential to correct level.
2. Improper grade of lubricant. 2. Fill differential with the correct fluid
type and quantity.
3. Bearing pre-loads too high. 3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash. 4. Re-adjust ring gear backlash.
Gear Teeth Broke 1. Overloading. 1. Replace gears. Examine other gears
and bearings for possible damage.
2. Erratic clutch operation. 2. Replace gears and examine the
remaining parts for damage. Avoid
erratic clutch operation.
3. Ice-spotted pavement. 3. Replace gears and examine
remaining parts for damage.
4. Improper adjustments. 4. Replace gears and examine
remaining parts for damage. Ensure ring
gear backlash is correct.
Axle Noise 1. Insufficient lubricant. 1. Fill differential with the correct fluid
type and quantity.
2. Improper ring gear and pinion
adjustment.2. Check ring gear and pinion contact
pattern. Adjust backlash or pinion depth.
3. Unmatched ring gear and pinion. 3. Replace gears with a matched ring
gear and pinion.
4. Worn teeth on ring gear and/or
pinion.4. Replace ring gear and pinion.
5. Loose pinion bearings. 5. Adjust pinion bearing pre-load.
6. Loose differential bearings. 6. Adjust differential bearing pre-load.
7. Mis-aligned or sprung ring gear. 7. Measure ring gear run-out. Replace
components as necessary.
8. Loose differential bearing cap bolts. 8. Inspect differential components and
replace as necessary. Ensure that the
bearing caps are torqued tot he proper
specification.
9. Housing not machined properly. 9. Replace housing.
REMOVAL
(1) Raise and support the vehicle.
(2) Position a suitable lifting device under the
axle.
(3) Secure axle to device.
(4) Remove the wheels and tires.
(5) Secure brake drums to the axle shaft.
(6) Remove the RWAL sensor from the differential
housing, if necessary. Refer to 5 Brakes for proce-
dures.
(7) Disconnect the brake hose at the axle junction
block. Do not disconnect the brake hydraulic lines at
the wheel cylinders. Refer to 5 Brakes for procedures.(8) Disconnect the parking brake cables and cable
brackets.
(9) Disconnect the vent hose from the axle shaft
tube.
(10) Mark the propeller shaft and companion
flange for installation alignment reference.
(11) Remove propeller shaft.
(12) Disconnect shock absorbers from axle.
(13) Remove the spring clamps and spring brack-
ets. Refer to 2 Suspension for procedures.
(14) Separate the axle from the vehicle.
BR/BEREAR AXLE - 286RBI 3 - 173
REAR AXLE - 286RBI (Continued)

AXLE SHAFTS
REMOVAL
(1) Remove the axle shaft flange bolts.
(2) Slide the axle shaft out from the axle tube.
INSTALLATION
(1) Clean the gasket contact surface area on the
flange with an appropriate solvent. Install a new
flange gasket and slide the axle shaft into the tube.
(2) Install the bolts and tighten to 129 N´m (95 ft.
lbs.).
AXLE BEARINGS
REMOVAL
(1) Remove wheel and tire assembly.
(2) Remove brake drum.
(3) Remove the axle shaft.
(4) Remove the lock wedge and adjustment nut.
Use Socket DD-1241±JD to remove the adjustment
nut.
(5) Remove the hub assembly. The outer axle bear-
ing will slide out as the hub is being removed.
(6) Remove inner grease seal and discard. Use
Installer 5064 and Handle C-4171 to drive grease
seal and inner axle bearing from the hub.
(7) Remove the bearing cups from the hub bore.
Use a brass drift, or an appropriate removal tool, to
tap out the cups.
INSTALLATION
(1) Thoroughly clean both axle bearings and inte-
rior of the hub with an appropriate cleaning solvent.
(2) Install the bearing cups. Use Installer 8153
and Handle C-4171 to install the bearing cups.
(3) Apply lubricant to surface area of the bearing
cup.
(4) Install the inner axle bearing in the hub.
(5) Install a new bearing grease seal. Use Installer
8152 and Handle C-4171 to install the grease seal.
(6) Inspect the bearing and seal contact surfaces
on the axle tube spindle for burrs and/or roughness.
Remove all the rough contact surfaces from the axle
spindle. Apply a coating of multi-purpose NLGI,
grade 2, EP-type lubricant to the axle.
CAUTION: Use care to prevent the bearing grease
seal from contacting the axle tube spindle threads
during installation. Otherwise, the seal could be
damaged.
(7) Carefully slide the hub onto the axle.
(8) Install the outer axle bearing.(9) Install the hub bearing adjustment nut. Use
Socket DD-1241±JD to install the adjustment nut.
(10) Tighten the adjustment nut to 163-190 N´m
(120-140 ft. lbs.) while rotating the wheel.
(11) Loosen the adjustment nut 1/8 of-a-turn to
provide 0.001-inch to 0.010-inch wheel bearing end
play.
(12) Tap the locking wedge into the spindle key-
way and adjustment nut. Try to ensure that the lock-
ing wedge is installed into a new position in the
adjustment nut.
(13) Install the axle shaft.
(14) Install the brake drum.
(15) Install the wheel and tire assembly.
PINION SEAL
REMOVAL
(1) Raise and support the vehicle.
(2) Scribe a mark on the universal joint, pinion
yoke, and pinion shaft for reference.
(3) Disconnect the propeller shaft from the pinion
yoke. Secure the propeller shaft in an upright posi-
tion to prevent damage to the rear universal joint.
(4) Remove the wheel and tire assemblies.
(5) Remove the brake drums to prevent any drag.
The drag may cause a false bearing preload torque
measurement.
(6) Rotate the pinion yoke three or four times.
(7) Measure the amount of torque necessary to
rotate the pinion gear with a (in. lbs.) dial-type
torque wrench. Record the torque reading for instal-
lation reference.
(8) Hold the yoke with Wrench 6719. Remove the
pinion shaft nut and washer.
(9) Remove the yoke with Remover C-452 (Fig. 22).
(10) Remove the pinion shaft seal with suitable
pry tool or slide-hammer mounted screw.
INSTALLATION
(1) Clean the seal contact surface in the housing
bore.
(2) Examine the splines on the pinion shaft for
burrs or wear. Remove any burrs and clean the shaft.
(3) Inspect pinion yoke for cracks, worn splines
and worn seal contact surface. Replace yoke if neces-
sary.
NOTE: The outer perimeter of the seal is pre-coated
with a special sealant. An additional application of
sealant is not required.
(4) Apply a light coating of gear lubricant on the
lip of pinion seal.
(5) Install new pinion shaft seal with an appropri-
ate Installer.
BR/BEREAR AXLE - 286RBI 3 - 185

INSTALLATION
(1) Apply thin coat of silicone sealer to wheel cyl-
inder mounting surface of support plate (Fig. 59).
Sealer prevents road splash from entering brake
drum past cylinder.
(2) Start brake line in cylinder inlet by hand. Do
not tighten fitting at this time.
(3) Mount wheel cylinder on support plate and
install cylinder attaching screws. Tighten screws to
20 N´m (15 ft. lbs.).
(4) Tighten brake line fitting to 13 N´m (115 in.
lbs.).
(5) Install brake shoe components.
(6) Adjust brake shoes to drum using brake gauge.
(7) Install brake drum.
(8) Bleed base brake system, (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL - STAN-
DARD PROCEDURE).
(9) Install wheel and tire assemblies, (Refer to 22 -
TIRES/WHEELS/WHEELS - STANDARD PROCE-
DURE) and lower vehicle.
SUPPORT PLATE
REMOVAL
(1) Remove wheel and tire assemblies.
(2) Remove brake drums
(3) Remove axle shaft, (Refer to 3 - DIFFEREN-
TIAL & DRIVELINE/REAR AXLE - 9 1/4/AXLE
SHAFTS - REMOVAL).
(4) Remove brake shoes and hardware for access to
parking brake cable.
(5) Remove parking brake cable from support
plate.(6) Disconnect brake line at wheel cylinder and
remove cylinder.
(7) Remove bolts attaching support plate to axle
and remove support plate.
INSTALLATION
(1) Apply thin bead of silicone sealer around axle
mounting surface of support plate.
(2) Install support plate on axle flange. Tighten
attaching bolts to 47-68 N´m (35-50 ft. lbs.).
(3) Apply thin bead of silicone sealer around wheel
cylinder mounting surface. Install wheel cylinder on
new support plate.
(4) Install parking brake cable in support plate.
(5) Install brake shoes and hardware.
(6) Install axle shaft, (Refer to 3 - DIFFEREN-
TIAL & DRIVELINE/REAR AXLE - 9 1/4/AXLE
SHAFTS - INSTALLATION).
(7) Adjust brake shoes to drum with brake gauge.
(8) Install brake drums.
(9) Fill and bleed brake system, (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL - STAN-
DARD PROCEDURE).
(10) Install wheel and tire assemblies, (Refer to 22
- TIRES/WHEELS/WHEELS - STANDARD PROCE-
DURE) and lower vehicle.
DRUM
DESCRIPTION
All 1500 models and early year production
2500/3500 are equipped with rear drum brake assem-
blies. They are two-shoe, duo-servo units with an
automatic adjuster mechanism.
Drum brake assemblies used:
²1500 models: 11 x 2.25 in.
²2500/3500 models: 12 1/8 x3.5 in.
The drum brakes are a semi-floating, self-energiz-
ing, servo action design. The brake shoes are not
fixed on the support plate. This type of brake allows
the shoes to pivot and move vertically to a certain
extent.
OPERATION
In operation, fluid apply pressure causes the wheel
cylinder pistons to move outward. This movement is
transferred directly to the brake shoes by the cylin-
der connecting links. The resulting brake shoe expan-
sion brings the lining material into contact with the
rotating brake drum.
Two forces affect the brake shoes once they contact
the drum. The first force being hydraulic pressure
exerted through the wheel cylinder pistons. And the
second force is the friction generated turning torque
of the rotating drum.
Fig. 59 Wheel Cylinder Mounting Surface
1 - CYLINDER MOUNTING SURFACE
2 - SUPPORT PLATE
3 - APPLY THIN SEALER COAT HERE
5 - 32 BRAKESBR/BE
WHEEL CYLINDERS (Continued)

external connector receptacles that connect it to the
vehicle electrical system through one (base) or two
(high-line/premium) take outs with connectors from
the instrument panel wire harness.
The base version of the CTM is used on base mod-
els of this vehicle. It is also sometimes referred to as
the Integrated Electronic Module (IEM). The base
version of the CTM combines the functions of a
chime module and an intermittent wipe module in a
single unit. The high-line version of the CTM is used
on high-line vehicles. The high-line CTM provides all
of the functions of the base version of the CTM, but
also is used to control and integrate many additional
electronic functions and features included on high-
line models. The premium version of the CTM is the
same as the high-line version, but is used only on
models equipped with the heated seat option.
The high-line and premium versions of the CTM
utilize integrated circuitry and information carried
on the Chrysler Collision Detection (CCD) data bus
network along with many hard wired inputs to mon-
itor many sensor and switch inputs throughout the
vehicle. In response to those inputs, the internal cir-
cuitry and programming of the CTM allow it to con-
trol and integrate many electronic functions and
features of the vehicle through both hard wired out-
puts and the transmission of electronic message out-
puts to other electronic modules in the vehicle over
the CCD data bus.
The features that the CTM supports or controls
include the following:
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.
²Chimes- All versions of the CTM provide chime
service through an integral chime tone generator.
²Courtesy Lamps- The high-line/premium CTM
provides courtesy lamp control with timed load shed-
ding.
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.
²Heated Seats- The premium CTM controls the
optional heated seat system by controlling the opera-
tion of the heated seat relay.
²Illuminated Entry- The high-line/premium
CTM provides a timed illuminated entry feature.²Intermittent Wipe Control- All versions of
the CTM provide control of the intermittent wipe
delay, and wipe-after-wash features.
²Panic Mode- The high-line/premium CTM pro-
vides support for the optional RKE system panic
mode features.
²Power Lock Control- The high-line/premium
CTM provides the optional power lock system fea-
tures, including support for the automatic door lock
and door lock inhibit modes.
²Programmable Features- The high-line/pre-
mium CTM provides support for certain programma-
ble features.
²Remote Keyless Entry- The high-line/pre-
mium CTM provides the optional Remote Keyless
Entry (RKE) system features, including support for
the RKE Lock (with optional horn chirp), Unlock,
Panic, and illuminated entry modes, as well as the
ability to be programmed to recognize up to four
RKE transmitters. The RKE horn chirp is a program-
mable feature.
²Remote Radio Switch Interface- The high-
line/premium CTM monitors and transmits the sta-
tus of the optional remote radio switches.
²Speed Sensitive Intermittent Wipe Control-
The high-line/premium CTM provides the speed sen-
sitive intermittent wipe feature.
²Vehicle Theft Alarm- The high-line/premium
CTM provides control of the optional Vehicle Theft
Alarm features, including support for the central
locking/unlocking mode.
Hard wired circuitry connects the CTM to the elec-
trical system of the vehicle. 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
CTM through the use of a combination of soldered
splices, splice block connectors, and many different
types of wire harness terminal connectors and insu-
lators. 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.
All versions of the CTM for this model are serviced
only as a complete unit. Many of the electronic fea-
tures in the vehicle controlled or supported by the
high-line or premium versions of the CTM are pro-
grammable using the DRBIIItscan tool. In addition,
the high-line/premium CTM software is Flash com-
patible, 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
8E - 2 ELECTRONIC CONTROL MODULESBR/BE
BODY CONTROL/CENTRAL TIMER MODULE (Continued)

the module attempts to have the CCD chip re-send
the message.
DIAGNOSIS AND TESTING - CCD DATA BUS
CCD BUS FAILURE
The CCD data bus can be monitored using the
DRBIIItscan tool. However, it is possible for the
data bus to pass all tests since the voltage parame-
ters will be in ªrangeª and false signals are being
sent. There are essentially 12 ªhard failuresª that
can occur with the CCD data bus:
²Bus Shorted to Battery
²Bus Shorted to 5 Volts
²Bus Shorted to Ground
²Bus (+) Shorted to Bus (±)
²Bus (±) and Bus (+) Open
²Bus (+) Open
²Bus (±) Open
²No Bus Bias
²Bus Bias Level Too High
²Bus Bias Level Too Low
²No Bus Termination
²Not Receiving Bus Messages Correctly
Refer to the appropriate diagnostic procedures for
details on how to diagnose these faults using a
DRBIIItscan tool.
BUS FAILURE VISUAL SYMPTOM DIAGNOSIS
The following visible symptoms or customer com-
plaints, alone or in combination, may indicate a CCD
data bus failure:
²Airbag Indicator Lamp and Malfuntion Indicator
Lamp (MIL) Illuminated
²Instrument Cluster Gauges (All) Inoperative
²No Compass Mini-Trip Computer (CMTC) Oper-
ation
CONTROLLER ANTILOCK
BRAKE
DESCRIPTION
The Controller Antilock Brakes (CAB) is a micro-
processor which handles testing, monitoring and con-
trolling the ABS brake system operation (Fig. 10).
The CAB functions are:
²Perform self-test diagnostics.
²Monitor the RWAL brake system for proper oper-
ation.
²Control the RWAL valve solenoids.
NOTE: If the CAB needs to be replaced, the rear
axle type and tire revolutions per mile must be pro-
gramed into the new CAB. For axle type refer to
Group 3 Differential and Driveline. For tire revolu-tions per mile,(Refer to 22 - TIRES/WHEELS/TIRES -
SPECIFICATIONS) . To program the CAB refer to the
Chassis Diagnostic Manual.
OPERATION
SYSTEM SELF-TEST
When the ignition switch is turned-on the micro-
processor RAM and ROM are tested. If an error
occurs during the test, a DTC will be set into the
RAM memory. However it is possible the DTC will
not be stored in memory if the error has occurred in
the RAM module were the DTC's are stored. Also it
is possible a DTC may not be stored if the error has
occurred in the ROM which signals the RAM to store
the DTC.
CAB INPUTS
The CAB continuously monitors the speed of the
differential ring gear by monitoring signals generated
by the rear wheel speed sensor. The CAB determines
a wheel locking tendency when it recognizes the ring
gear is decelerating too rapidly. The CAB monitors
the following inputs to determine when a wheel lock-
ing tendency may exists:
²Rear Wheel Speed Sensor
²Brake Lamp Switch
²Brake Warning Lamp Switch
²Reset Switch
²4WD Switch (If equipped)
CAB OUTPUTS
The CAB controls the following outputs for antilock
braking and brake warning information:
²RWAL Valve
Fig. 10 RWAL CAB
1-RWALCAB
BR/BEELECTRONIC CONTROL MODULES 8E - 11
COMMUNICATION (Continued)

BATTERY TEMPERATURE
SENSOR
DESCRIPTION
The Battery Temperature Sensor (BTS) is attached
to the battery tray located under the battery.
OPERATION
The BTS is used to determine the battery temper-
ature and control battery charging rate. This temper-
ature data, along with data from monitored line
voltage, is used by the PCM to vary the battery
charging rate. System voltage will be higher at colder
temperatures and is gradually reduced at warmer
temperatures.
The PCM sends 5 volts to the sensor and is
grounded through the sensor return line. As temper-
ature increases, resistance in the sensor decreases
and the detection voltage at the PCM increases.
The BTS is also used for OBD II diagnostics. Cer-
tain faults and OBD II monitors are either enabled
or disabled, depending upon BTS input (for example,
disable purge and enable Leak Detection Pump
(LDP) and O2 sensor heater tests). Most OBD II
monitors are disabled below 20ÉF.
REMOVAL
The battery temperature sensor is located under
the vehicle battery (Fig. 1) and is attached (snapped
into) a mounting hole on battery tray. On models
equipped with a diesel engine (dual batteries), only
one sensor is used. The sensor is located under the
battery on drivers side of vehicle.
(1) Remove battery. Refer to 8, Battery for proce-
dures.
(2) Disconnect sensor pigtail harness from engine
wire harness.
(3) Pry sensor straight up from battery tray
mounting hole.
INSTALLATION
The battery temperature sensor is located under
the vehicle battery (Fig. 1) and is attached (snapped
into) a mounting hole on battery tray. On models
equipped with a diesel engine (dual batteries), only
one sensor is used. The sensor is located under the
battery on drivers side of vehicle.
(1) Feed pigtail harness through mounting hole in
top of battery tray and press sensor into top of tray
(snaps in).
(2) Connect pigtail harness.
(3) Install battery. Refer to 8A, Battery for proce-
dures.
GENERATOR
DESCRIPTION
The generator is belt-driven by the engine using a
serpentine type drive belt. It is serviced only as a
complete assembly. If the generator fails for any rea-
son, the entire assembly must be replaced.
OPERATION
As the energized rotor begins to rotate within the
generator, the spinning magnetic field induces a cur-
rent into the windings of the stator coil. Once the
generator begins producing sufficient current, it also
provides the current needed to energize the rotor.
The Y type stator winding connections deliver the
induced alternating current to 3 positive and 3 neg-
ative diodes for rectification. From the diodes, recti-
fied direct current is delivered to the vehicle
electrical system through the generator battery ter-
minal.
Fig. 1 Battery Temperature Sensor Location
1 - BATT. TEMP. SENSOR
2 - BATTERY HOLD DOWN STRAP
3 - PIGTAIL HARNESS
4 - U-NUT
5 - U-NUT
6 - ELEC. CONNEC.
BR/BECHARGING 8F - 29