2001 DODGE RAM battery location

The steering wheel and steering column must be
properly grounded in order for the horn switch to
function properly. The horn switch is only serviced as
a part of the driver side airbag module trim cover. If
the horn switch is damaged or faulty, or if the driver
side airbag is deployed, the driver side airbag module
trim cover and horn switch must be replaced as a
unit.
OPERATION
When the center area of the driver side airbag trim
cover is depressed, the electrically conductive grids
on the facing surfaces of the horn switch membranes
contact each other, closing the switch circuit. The
completed horn switch circuit provides a ground for
the control coil side of the horn relay, which activates
the relay. When the horn switch is released, the
resistive tension of the convex membrane separates
the two electrically conductive grids and opens the
switch circuit.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - HORN SWITCH
For complete circuit diagrams, refer to the appro-
priate 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 andlocation views for the various wire harness connec-
tors, 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) Disconnect and isolate the battery negative
cable. Remove the steering column opening cover
from the instrument panel.
(2) Check for continuity between the metal steer-
ing column jacket and a good ground. There should
be continuity. If OK, go to Step 3. If not OK,(Refer to
19 - STEERING/COLUMN - INSTALLATION) for
proper installation of the steering column.
(3) Remove the driver side airbag module from the
steering wheel. Disconnect the horn switch wire har-
ness connectors from the driver side airbag module.
(4) Remove the horn relay from the Power Distri-
bution Center (PDC). Check for continuity between
the steering column half of the horn switch feed wire
harness connector and a good ground. There should
be no continuity. If OK, go to Step 5. If not OK,
repair the shorted horn relay control circuit to the
horn relay in the PDC as required.
(5) Check for continuity between the steering col-
umn half of the horn switch feed wire harness con-
nector and the horn relay control circuit cavity for
the horn relay in the PDC. There should be continu-
ity. If OK, go to Step 6. If not OK, repair the open
horn relay control circuit to the horn relay in the
PDC as required.
(6) Check for continuity between the horn switch
feed wire and the horn switch ground wire on the
driver side airbag module. There should be no conti-
nuity. If OK, go to Step 7. If not OK, replace the
faulty horn switch.
(7) Depress the center of the driver side airbag
module trim cover and check for continuity between
the horn switch feed wire and the horn switch
ground wire on the driver side airbag module. There
should now be continuity. If not OK, replace the
faulty horn switch.
REMOVAL
If the horn switch is damaged or faulty, or if the
driver side airbag is deployed, the driver side airbag
module trim cover and horn switch must be replaced
as a unit. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - REMOVAL).
Fig. 4 Driver Side Airbag Module Trim Cover and
Horn Switch
1 - RETAINER SLOTS
2 - LOCKING BLOCKS
3 - RETAINER SLOTS
4 - HORN SWITCH
BR/BEHORN 8H - 5
HORN SWITCH (Continued)

SPARK PLUG CABLE RESISTANCE
MINIMUM MAXIMUM
250 Ohms Per Inch 1000 Ohms Per Inch
3000 Ohms Per Foot 12,000 Ohms Per Foot
SPARK PLUGS
ENGINE PLUG TYPE ELECTRODE GAP
3.9L V-6 RC12LC4 1.01 mm (.040 in.)
5.2L/5.9L V-8 RC12LC4 1.01 mm (.040 in.)
8.0L V-10 QC9MC4 1.14 mm (.045 in.)
IGNITION COIL RESISTANCEÐ3.9L/5.2L/5.9L ENGINES
COIL MANUFACTURERPRIMARY RESISTANCE
21-27ÉC (70-80ÉF)SECONDARY RESISTANCE 21-27ÉC
(70-80ÉF)
Diamond 0.97 - 1.18 Ohms 11,300 - 15,300 Ohms
Toyodenso 0.95 - 1.20 Ohms 11,300 - 13,300 Ohms
IGNITION COIL RESISTANCEÐ8.0L V-10
ENGINE
Primary Resistance: 0.53-0.65 Ohms. Test across the
primary connector. Refer to text for test procedures.
Secondary Resistance: 10.9-14.7K Ohms. Test
across the individual coil towers. Refer to text for test
procedures.
IGNITION TIMING
Ignition timing is not adjustable on any engine.
AUTOMATIC SHUT DOWN
RELAY
DESCRIPTION - PCM OUTPUT
The 5±pin, 12±volt, Automatic Shutdown (ASD)
relay is located in the Power Distribution Center
(PDC). Refer to label on PDC cover for relay location.
OPERATION - PCM OUTPUT
The ASD relay supplies battery voltage (12+ volts)
to the fuel injectors and ignition coil(s). With certain
emissions packages it also supplies 12±volts to the
oxygen sensor heating elements.
The ground circuit for the coil within the ASD
relay is controlled by the Powertrain Control Module
(PCM). The PCM operates the ASD relay by switch-
ing its ground circuit on and off.The ASD relay will be shut±down, meaning the
12±volt power supply to the ASD relay will be de-ac-
tivated by the PCM if:
²the ignition key is left in the ON position. This
is if the engine has not been running for approxi-
mately 1.8 seconds.
²there is a crankshaft position sensor signal to
the PCM that is lower than pre-determined values.
OPERATION - ASD SENSE - PCM INPUT
A 12 volt signal at this input indicates to the PCM
that the ASD has been activated. The relay is used to
connect the oxygen sensor heater element, ignition
coil and fuel injectors to 12 volt + power supply.
This input is used only to sense that the ASD relay
is energized. If the Powertrain Control Module
(PCM) does not see 12 volts at this input when the
ASD should be activated, it will set a Diagnostic
Trouble Code (DTC).
DIAGNOSIS AND TESTING - ASD AND FUEL
PUMP RELAYS
The following description of operation and
tests apply only to the Automatic Shutdown
(ASD) and fuel pump relays. The terminals on the
bottom of each relay are numbered. Two different
types of relays may be used, (Fig. 1) or (Fig. 2).
²Terminal number 30 is connected to battery volt-
age. For both the ASD and fuel pump relays, termi-
nal 30 is connected to battery voltage at all times.
BR/BEIGNITION CONTROL 8I - 3
IGNITION CONTROL (Continued)

²The PCM grounds the coil side of the relay
through terminal number 85.
²Terminal number 86 supplies voltage to the coil
side of the relay.
²When the PCM de-energizes the ASD and fuel
pump relays, terminal number 87A connects to termi-
nal 30. This is the Off position. In the off position,
voltage is not supplied to the rest of the circuit. Ter-
minal 87A is the center terminal on the relay.²When the PCM energizes the ASD and fuel
pump relays, terminal 87 connects to terminal 30.
This is the On position. Terminal 87 supplies voltage
to the rest of the circuit.
The following procedure applies to the ASD and
fuel pump relays.
(1) Remove relay from connector before testing.
(2) With the relay removed from the vehicle, use
an ohmmeter to check the resistance between termi-
nals 85 and 86. The resistance should be 75 ohms +/-
5 ohms.
(3) Connect the ohmmeter between terminals 30
and 87A. The ohmmeter should show continuity
between terminals 30 and 87A.
(4) Connect the ohmmeter between terminals 87
and 30. The ohmmeter should not show continuity at
this time.
(5) Connect one end of a jumper wire (16 gauge or
smaller) to relay terminal 85. Connect the other end
of the jumper wire to the ground side of a 12 volt
power source.
(6) Connect one end of another jumper wire (16
gauge or smaller) to the power side of the 12 volt
power source.Do not attach the other end of the
jumper wire to the relay at this time.
WARNING: DO NOT ALLOW OHMMETER TO CON-
TACT TERMINALS 85 OR 86 DURING THIS TEST.
DAMAGE TO OHMMETER MAY RESULT.
(7) Attach the other end of the jumper wire to
relay terminal 86. This activates the relay. The ohm-
meter should now show continuity between relay ter-
minals 87 and 30. The ohmmeter should not show
continuity between relay terminals 87A and 30.
(8) Disconnect jumper wires.
(9) Replace the relay if it did not pass the continu-
ity and resistance tests. If the relay passed the tests,
it operates properly. Check the remainder of the ASD
and fuel pump relay circuits. Refer to 8, Wiring Dia-
grams.
REMOVAL
The ASD relay is located in the Power Distribution
Center (PDC) (Fig. 3). Refer to label on PDC cover
for relay location.
(1) Remove PDC cover.
(2) Remove relay from PDC.
(3) Check condition of relay terminals and PDC
connector terminals for damage or corrosion. Repair
if necessary before installing relay.
(4) Check for pin height (pin height should be the
same for all terminals within the PDC connector).
Repair if necessary before installing relay.
Fig. 1 ASD and Fuel Pump Relay TerminalsÐType 1
TERMINAL LEGEND
NUMBER IDENTIFICATION
30 COMMON FEED
85 COIL GROUND
86 COIL BATTERY
87 NORMALLY OPEN
87A NORMALLY CLOSED
Fig. 2 ASD and Fuel Pump Relay TerminalsÐType 2
TERMINAL LEGEND
NUMBER IDENTIFICATION
30 COMMON FEED
85 COIL GROUND
86 COIL BATTERY
87 NORMALLY OPEN
87A NORMALLY CLOSED
8I - 4 IGNITION CONTROLBR/BE
AUTOMATIC SHUT DOWN RELAY (Continued)

REMOVAL - DIESEL
The camshaft position sensor (CMP) is located
below the fuel injection pump (Fig. 9). It is attached
to the back of the timing gear cover housing.
(1) Disconnect both negative cables from both bat-
teries.
(2) Clean area around CMP.
(3) Disconnect electrical at CMP (Fig. 9).
(4) Remove CMP mounting bolt. Bolt head is
female-hex (Fig. 10).
(5) Remove CMP from engine by twisting and pull-
ing straight back.
(6) Discard CMP o-ring (Fig. 10).
REMOVAL - 3.9L/5.2L/5.9L
The camshaft position sensor is located in the dis-
tributor (Fig. 11).
Distributor removal is not necessary to remove
camshaft position sensor.
(1) Remove air cleaner assembly.
(2) Disconnect negative cable from battery.
(3) Remove distributor cap from distributor (two
screws).
(4) Disconnect camshaft position sensor wiring
harness from main engine wiring harness.
(5) Remove distributor rotor from distributor shaft.(6) Lift the camshaft position sensor assembly
from the distributor housing (Fig. 11).
Fig. 8 CMP Sensor OperationÐ8.0L V-10 Engine
1 - CAM DRIVE GEAR
2 - LOW MACHINED AREA
3 - HIGH MACHINED AREA
4 - CAMSHAFT POSITION SENSOR
5 - AIR GAP
Fig. 9 CMP Location - Diesel
1 - CAMSHAFT POSITION SENSOR (CMP)
2 - BOTTOM OF FUEL INJECTION PUMP
Fig. 10 CMP R/I - Diesel
1 - GEAR HOUSING
2 - O-RING
3 - CMP SENSOR
4 - CMP HEX HEAD BOLT
BR/BEIGNITION CONTROL 8I - 7
CAMSHAFT POSITION SENSOR (Continued)

²Check Gauges Indicator
²Cruise Indicator (Odometer VFD)
²Four-Wheel Drive Indicator
²High Beam Indicator
²Low Fuel Indicator
²Washer Fluid Indicator
²Malfunction Indicator Lamp (MIL)
²Overdrive-Off Indicator
²Seatbelt Indicator
²Service Reminder Indicator (SRI)
²Transmission Overtemp Indicator
²Turn Signal (Right and Left) Indicators
²Upshift Indicator
²Wait-To-Start Indicator (Diesel Only)
²Water-In-Fuel Indicator (Diesel Only)
Some of these indicators are either programmable
or automatically configured when the EMIC is con-
nected to the vehicle electrical system. This feature
allows those indicators to be activated or deactivated
for compatibility with certain optional equipment.
The EMIC also includes a provision for mounting the
automatic transmission gear selector indicator in the
lower right corner of the cluster. The spring-loaded,
cable driven, mechanical gear selector indicator gives
an indication of the transmission gear that has been
selected with the automatic transmission gear selec-
tor lever. The gear selector indicator pointer is easily
visible through an opening provided in the front of
the cluster overlay, and is also lighted by the cluster
illumination lamps for visibility at night. Models
equipped with a manual transmission have a block-
out plate installed in place of the gear selector indi-
cator.
Cluster illumination is accomplished by adjustable
incandescent back lighting, which illuminates the
gauges for visibility when the exterior lighting is
turned on. The EMIC high beam indicator, turn sig-
nal indicators, and wait-to-start indicator are also
illuminated by dedicated incandescent bulbs. The
remaining indicators in the EMIC are each illumi-
nated by a dedicated Light Emitting Diode (LED)
that is soldered onto the electronic circuit board.
Each of the incandescent bulbs is secured by an inte-
gral bulb holder to the electronic circuit board from
the back of the cluster housing.
Hard wired circuitry connects the EMIC to the
electrical system of the vehicle. These hard wired cir-
cuits are integral to several wire harnesses, which
are routed throughout the vehicle and retained by
many different methods. These circuits may be con-
nected to each other, to the vehicle electrical system
and to the EMIC 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.
The EMIC modules for this model are serviced only
as complete units. The EMIC module cannot be
adjusted or repaired. If a gauge, an LED indicator,
the VFD, the electronic circuit board, the circuit
board hardware, the cluster overlay, or the EMIC
housing are damaged or faulty, the entire EMIC mod-
ule must be replaced. The cluster lens and hood unit,
the rear cluster housing cover, the automatic trans-
mission gear selector indicator, and the incandescent
lamp bulbs with holders are available for individual
service replacement.
OPERATION
The ElectroMechanical Instrument Cluster (EMIC)
is designed to allow the vehicle operator to monitor
the conditions of many of the vehicle components and
operating systems. The gauges and indicators in the
EMIC provide valuable information about the various
standard and optional powertrains, fuel and emis-
sions systems, cooling systems, lighting systems,
safety systems and many other convenience items.
The EMIC is installed in the instrument panel so
that all of these monitors can be easily viewed by the
vehicle operator when driving, while still allowing
relative ease of access for service. The microproces-
sor-based EMIC hardware and software uses various
inputs to control the gauges and indicators visible on
the face of the cluster. Some of these inputs are hard
wired, but most are in the form of electronic mes-
sages that are transmitted by other electronic mod-
ules over the Chrysler Collision Detection (CCD) data
bus network. (Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES/COMMUNICATION
- OPERATION).
The EMIC microprocessor smooths the input data
using algorithms to provide gauge readings that are
accurate, stable and responsive to operating condi-
tions. These algorithms are designed to provide
gauge readings during normal operation that are con-
sistent with customer expectations. However, when
abnormal conditions exist, such as low/high battery
voltage, low oil pressure, or high coolant tempera-
ture, the algorithm drives the gauge pointer to an
extreme position and the microprocessor turns on the
Check Gauges indicator to provide a distinct visual
indication of a problem to the vehicle operator. The
instrument cluster circuitry may also generate a
hard wired chime tone request to the Central Timer
Module (CTM) when it monitors certain conditions or
inputs, in order to provide the vehicle operator with
an audible alert.
BR/BEINSTRUMENT CLUSTER 8J - 3
INSTRUMENT CLUSTER (Continued)

The EMIC circuitry operates on battery current
received through a fused B(+) fuse in the Junction
Block (JB) on a non-switched fused B(+) circuit, and
on battery current received through a fused ignition
switch output (st-run) fuse in the JB on a fused igni-
tion switch output (st-run) circuit. This arrangement
allows the EMIC to provide some features regardless
of the ignition switch position, while other features
will operate only with the ignition switch in the Start
or On positions. The EMIC circuitry is grounded
through two separate ground circuits located in one
of the two instrument cluster connectors and take
outs of the instrument panel wire harness. One
ground circuit 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 left instrument panel end
bracket, while the other ground circuit 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 panel armature above the
inboard side of the instrument panel steering column
opening.
The EMIC also has a self-diagnostic actuator test
capability, which will test each of the CCD bus mes-
sage-controlled functions of the cluster by lighting
the appropriate indicators and positioning the gauge
needles at several predetermined locations on the
gauge faces in a prescribed sequence. (Refer to 8 -
ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO-
SIS AND TESTING). See the owner's manual in the
vehicle glove box for more information on the fea-
tures, use and operation of the EMIC.
GAUGES
All gauges receive battery current through the
EMIC circuitry when the ignition switch is in the On
or Start positions. With the ignition switch in the Off
position battery current is not supplied to any
gauges, and the EMIC circuitry is programmed to
move all of the gauge needles back to the low end of
their respective scales. Therefore, the gauges do not
accurately indicate any vehicle condition unless the
ignition switch is in the On or Start positions. All of
the EMIC gauges, except the odometer, are air core
magnetic units. Two fixed electromagnetic coils are
located within each gauge. These coils are wrapped
at right angles to each other around a movable per-
manent magnet. The movable magnet is suspended
within the coils on one end of a pivot shaft, while the
gauge needle is attached to the other end of the
shaft. One of the coils has a fixed current flowing
through it to maintain a constant magnetic fieldstrength. Current flow through the second coil
changes, which causes changes in its magnetic field
strength. The current flowing through the second coil
is changed by the EMIC circuitry in response to mes-
sages received over the CCD data bus. The gauge
needle moves as the movable permanent magnet
aligns itself to the changing magnetic fields created
around it by the electromagnets.
The gauges are diagnosed using the EMIC self-di-
agnostic actuator test. (Refer to 8 - ELECTRICAL/
INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). Proper testing of the CCD data bus and
the data bus message inputs to the EMIC that con-
trol each gauge require the use of a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
Specific operation details for each gauge may be
found elsewhere in this service manual.
VACUUM-FLUORESCENT DISPLAY
The Vacuum-Fluorescent Display (VFD) module is
soldered to the EMIC circuit board. The display is
active with the ignition switch in the On or Start
positions, and inactive when the ignition switch is in
any other position. The VFD has several display
capabilities including odometer, trip odometer, and
an amber ªCRUISEº indication whenever the
optional speed control system is turned On. The
cruise indicator function of the VFD is automatically
enabled or disabled by the EMIC circuitry based
upon whether the vehicle is equipped with the speed
control option. An odometer/trip odometer switch on
the EMIC circuit board is used to control several of
the display modes. This switch is actuated manually
by depressing the odometer/trip odometer switch
knob that extends through the lower edge of the clus-
ter lens, just right of center. Actuating this switch
momentarily with the ignition switch in the On posi-
tion will toggle the VFD between the odometer and
trip odometer modes. The word ªTRIPº will also
appear in blue-green text when the VFD trip odome-
ter mode is active. Depressing the switch button for
about two seconds while the VFD is in the trip odom-
eter mode will reset the trip odometer value to zero.
Holding this switch depressed while turning the igni-
tion switch from the Off position to the On position
will activate the EMIC self-diagnostic actuator test.
The EMIC will automatically flash the odometer or
trip odometer information on and off if there is a loss
of CCD data bus communication. The VFD will also
display various information used in several diagnos-
tic procedures. Refer to the appropriate diagnostic
information for additional details on this VFD func-
tion.
8J - 4 INSTRUMENT CLUSTERBR/BE
INSTRUMENT CLUSTER (Continued)

CHIME WARNING REQUESTS
The EMIC is programmed to request chime service
from the Central Timer Module (CTM) when certain
indicator lamps are illuminated. When the pro-
grammed conditions are met, the EMIC generates a
chime request signal and sends it over a hard wired
tone request circuit to the CTM. Upon receiving the
proper chime request, the CTM activates an integral
chime tone generator to provide the audible chime
tone to the vehicle operator. (Refer to 8 - ELECTRI-
CAL/CHIME/BUZZER - OPERATION). Proper test-
ing of the CTM and the EMIC chime requests
requires the use of a DRBIIItscan tool. Refer to the
appropriate diagnostic information.
DIAGNOSIS AND TESTING - INSTRUMENT
CLUSTER
If all of the instrument cluster gauges and/or indi-
cators are inoperative, refer to PRELIMINARY
DIAGNOSIS . If an individual gauge or Chrysler Col-
lision Detection (CCD) data bus message-controlled
indicator is inoperative, refer to ACTUATOR TEST .
If an individual hard wired indicator is inoperative,
refer to the diagnosis and testing information for
that specific indicator. If the instrument cluster
chime warning request function is inoperative, refer
to CHIME WARNING REQUEST DIAGNOSIS . If
the instrument cluster illumination lighting is inop-
erative, refer to CLUSTER ILLUMINATION DIAG-
NOSIS . If the instrument cluster Vacuum-
Fluorescent Display (VFD) dimmer service is
inoperative, use a DRBIIItscan tool to diagnose the
problem. Refer to the appropriate diagnostic proce-
dures. 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.
NOTE: Certain indicators in this instrument cluster
are programmable. This feature allows those indica-
tors to be activated or deactivated with a DRBIIIT
scan tool for compatibility with certain optional
equipment. If the problem being diagnosed involves
improper illumination of the upshift indicator, use a
DRBIIITscan tool to be certain that the instrument
cluster has been programmed with the proper vehi-
cle equipment option settings.PRELIMINARY DIAGNOSIS
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) If the indicators operate, but none of the
gauges operate, go to Step 2. If all of the gauges and
the CCD data bus message-controlled indicators are
inoperative, go to Step 5.
(2) Check the fused B(+) fuse (Fuse 14 - 10
ampere) in the Junction Block (JB). If OK, go to Step
3. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse.
(3) Check for battery voltage at the fused B(+) fuse
(Fuse 14 - 10 ampere) in the JB. If OK, go to Step 4.
If not OK, repair the open fused B(+) circuit between
the JB and the Power Distribution Center (PDC) as
required.
(4) Disconnect and isolate the battery negative
cable. Remove the instrument cluster. Connect 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 instru-
ment cluster. If OK, refer to ACTUATOR TEST . If
not OK, repair the open fused B(+) circuit between
the instrument cluster and the JB as required.
(5) Check the fused ignition switch output (st-run)
fuse (Fuse 17 - 10 ampere) in the JB. If OK, go to
Step 6. If not OK, repair the shorted circuit or com-
ponent as required and replace the faulty fuse.
(6) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (st-run) fuse (Fuse 17 - 10 ampere) in the JB.
If OK, go to Step 7. If not OK, repair the open fused
ignition switch output (st-run) circuit between the
instrument cluster and the JB as required.
8J - 6 INSTRUMENT CLUSTERBR/BE
INSTRUMENT CLUSTER (Continued)

completion of the test, if the ignition switch is turned
to the Off position during the test, or if a vehicle
speed message indicating that the vehicle is moving
is received from the PCM on the CCD data bus dur-
ing the test.
(10) Go back to Step 1 to repeat the test, if
required.
CHIME WARNING REQUEST DIAGNOSIS
Before performing this test, complete the testing of
the seat belt switch and the Central Timer Module
(CTM). (Refer to 8 - ELECTRICAL/RESTRAINTS/
SEAT BELT SWITCH - DIAGNOSIS AND TESTING)
and (Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/BODY CONTROL/CENTRAL
TIMER MODULE - DIAGNOSIS AND TESTING).
The diagnosis found here consists of confirming the
viability of the hard wired tone request circuit
between the instrument cluster and the Central
Timer Module (CTM). For diagnosis of the CCD data
bus and the data bus message inputs that cause the
instrument cluster to issue a request for chime ser-
vice, a DRBIIItscan tool is required. Refer to the
appropriate diagnostic information.
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) Disconnect and isolate the battery negative
cable. Remove the instrument cluster from the
instrument panel. Move the CTM away from its
mounting bracket far enough to access the instru-
ment panel wire harness connector(s) for the CTM.
Disconnect the instrument panel wire harness con-
nector (Connector C1) from the CTM connector recep-
tacle.
(2) Check for continuity between the tone request
circuit cavity of the instrument panel wire harness
connector (Connector C2) for the instrument cluster
and a good ground. There should be no continuity. If
OK, go to Step 3. If not OK, repair the shorted tone
request circuit between the instrument cluster and
the CTM as required.
(3) Check for continuity between the tone request
circuit cavities of the instrument panel wire harnessconnector (Connector C2) for the instrument cluster
and the instrument panel wire harness connector
(Connector C1) for the CTM. There should be conti-
nuity. If OK, replace the faulty instrument cluster. If
not OK, repair the open tone request circuit between
the instrument cluster and the CTM as required.
CLUSTER ILLUMINATION DIAGNOSIS
The diagnosis found here addresses an inoperative
instrument cluster illumination lamp condition. If
the problem being diagnosed is a single inoperative
illumination lamp, be certain that the bulb and bulb
holder unit are properly installed in the instrument
cluster electronic circuit board. If no installation
problems are found replace the faulty bulb and bulb
holder unit. If all of the cluster illumination lamps
are inoperative and the problem being diagnosed
includes inoperative exterior lighting controlled by
the headlamp switch, that system needs to be
repaired first. (Refer to 8 - ELECTRICAL/LAMPS/
LIGHTING - EXTERIOR/HEADLAMP - DIAGNOSIS
AND TESTING). If no exterior lighting system prob-
lems are found, the following procedure will help
locate a short or open in the cluster illumination
lamp circuit. If the problem being diagnosed involves
a lack of dimming control for the odometer/trip odom-
eter Vacuum Fluorescent Display (VFD), but all of
the other cluster illumination lamps can be dimmed,
test and repair the day brightness circuit between
the instrument cluster and the headlamp switch as
required. Refer to the appropriate wiring informa-
tion. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures,
details of wire harness routing and retention, connec-
tor pin-out information and location views for the
various wire harness connectors, 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 instrument panel dimmer fuse (Fuse
5 - 5 ampere) in the Junction Block (JB). If OK, go to
Step 2. If not OK, repair the shorted circuit or com-
ponent as required and replace the faulty fuse.
BR/BEINSTRUMENT CLUSTER 8J - 9
INSTRUMENT CLUSTER (Continued)