2001 DODGE RAM warning

INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
NOTE: Before replacing a high-line/premium version
Central Timer Module (CTM), use a DRBIIITscan
tool to retrieve the current settings for the CTM pro-
grammable features. Refer to the appropriate diag-
nostic information. These settings should be
duplicated in the replacement high-line/premium
CTM using the DRBIIITscan tool before returning
the vehicle to service.(1) Position the CTM to the inboard side of the
instrument panel steering column opening.
(2) Reconnect the instrument panel wire harness
connector(s) for the CTM (one connector for the base
version CTM, two connectors for the high-line/pre-
mium version) to the CTM connector receptacle(s)
(Fig. 3) or (Fig. 4).
(3) Position the CTM to the bracket on the inboard
side of the instrument panel steering column open-
ing.
(4) Install and tighten the two screws that secure
the CTM to the bracket on the inboard side of instru-
ment panel steering column opening. Tighten the
screws to 1.6 N´m (15 in. lbs.).
(5) Reinstall the steering column opening cover
onto the instrument panel. (Refer to 23 - BODY/IN-
STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - INSTALLATION).
(6) Reconnect the battery negative cable.
COMMUNICATION
DESCRIPTION - CCD DATA BUS
The Chrysler Collision Detection (also referred to
as CCD or C2D ) data bus system is a multiplex sys-
tem used for vehicle communications on many
Chrysler Corporation vehicles. Within the context of
the CCD system, the term ªcollisionª refers to the
system's ability to avoid collisions of the electronic
data that enters the data bus from various electronic
control modules at approximately the same time.
Multiplexing is a system that enables the trans-
mission of several messages over a single channel or
circuit. Many Chrysler vehicles use this principle for
communication between the various microprocessor-
based electronic control modules.
Many of the electronic control modules in a vehicle
require information from the same sensing device. In
the past, if information from one sensing device was
required by several controllers, a wire from each con-
troller needed to be connected in parallel to that sen-
sor. In addition, each controller utilizing analog
sensors required an Analog/Digital (A/D) converter in
order to ªreadª these sensor inputs. Multiplexing
reduces wire harness complexity, sensor current
loads and controller hardware because each sensing
device is connected to only one controller, which
reads and distributes the sensor information to the
other controllers over the data bus. Also, because
each controller on the data bus can access the con-
troller sensor inputs to every other controller on the
data bus, more function and feature capabilities are
possible.
Fig. 4 Central Timer Module (High-Line/Premium)
Remove/Install
1 - SCREWS
2 - BRACKET
3 - WIRE HARNESS CONNECTORS
4 - CENTRAL TIMER MODULE (HIGH-LINE/PREMIUM)
8E - 6 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)

²ABS Warning Lamp
²Brake Warning Lamp
REMOVAL
(1) Disconnect battery negative cable.
(2) Push the harness connector locks to release the
locks, (Fig. 11) then remove the connectors from the
CAB.
(3) Disconnect the pump motor connector (Fig. 12)
.
(4) Remove screws attaching CAB to the HCU
(Fig. 13).
(5) Remove the CAB.
INSTALLATION
(1) Place the CAB onto the HCU.
NOTE: Insure the CAB seal is in position before
installation.
(2) Install the mounting screws and tighten to
4-4.7 N´m (36-42 in. lbs.).
(3) Connect the pump motor harness.
(4) Connect the harnesses to the CAB and lock the
connectors.
(5) Connect battery.
DATA LINK CONNECTOR
DESCRIPTION - DATA LINK CONNECTOR
The data link connector is located at the lower
edge of the instrument panel near the steering col-
umn.
OPERATION - DATA LINK CONNECTOR
The 16±way data link connector (diagnostic scan
tool connector) links the Diagnostic Readout Box
(DRB) scan tool or the Mopar Diagnostic System
(MDS) with the Powertrain Control Module (PCM).
Fig. 11 Harness Connector Locks
1 - CONNECTOR LOCK
2 - CAB
Fig. 12 Pump
1 - PUMP MOTOR
2 - PUMP CONNECTOR
Fig. 13 Controller Mounting Screws
1 - CAB
2 - MOUNTING LOCATIONS
8E - 12 ELECTRONIC CONTROL MODULESBR/BE
CONTROLLER ANTILOCK BRAKE (Continued)

NOTE: ECM Outputs:
After inputs are received by the ECM, certain sen-
sors, switches and components are controlled or reg-
ulated by the ECM. These are consideredECM
Outputs.These outputs are for:
²CCD bus (+) circuits
²CCD bus (-) circuits
²CKP and APPS outputs to the PCM
²Data link connection for DRB scan tool
²Five volt sensor supply
²Fuel injection pump
²Fuel injection pump relay
²(FPCM) Fuel Pump Control Module
²Fuel transfer (lift) pump
²Intake manifold air heater relays #1 and #2 con-
trol circuits
²Malfunction indicator lamp (Check engine lamp)
²Oil pressure gauge/warning lamp
²PCM
²Wait-to-start warning lamp
²Water-In-Fuel (WIF) warning lamp
REMOVAL
The ECM is bolted to the engine block behind the
fuel filter (Fig. 16).
(1) Record any Diagnostic Trouble Codes (DTC's)
found in the PCM or ECM.To avoid possible voltage spike damage to either
the Powertrain Control Module (PCM) or ECM, igni-
tion key must be off, and negative battery cables
must be disconnected before unplugging ECM con-
nectors.
(2) Disconnect both negative battery cables at both
batteries.
(3) Remove 50±way electrical connector bolt at
ECM (Fig. 16). Note: Connector bolt is female 4mm
hex head. To remove bolt, use a ball-hex bit or ball-
hex screwdriver such as Snap-Ont4mm SDABM4
(5/32º may also be used). As bolt is being removed,
very carefully remove connector from ECM.
(4) Remove three ECM mounting bolts and remove
ECM from vehicle.
INSTALLATION
Do not apply paint to back of ECM. Poor ground
will result.
(1) Clean ECM mounting points at engine block.
(2) Position ECM to engine block and install 3
mounting bolts. Tighten bolts to 24 N´m (18 ft. lbs.).
(3) Check pin connectors in ECM and 50±way con-
nector for corrosion or damage. Repair as necessary.
(4) Clean pins in 50±way electrical connector with
a quick-dry electrical contact cleaner.
(5) Very carefully install 50±way connector to
ECM. Tighten connector hex bolt.
(6) Install battery cables.
(7)Turn key to ON position. Without starting
engine, slowly press throttle pedal to floor and
then slowly release. This step must be done
(one time) to ensure accelerator pedal position
sensor calibration has been learned by ECM. If
not done, possible DTC's may be set.
(8) Use DRB scan tool to erase any stored compan-
ion DTC's from PCM.
POWERTRAIN CONTROL
MODULE
DESCRIPTION - PCM
The Powertrain Control Module (PCM) is located
in the engine compartment (Fig. 17). The PCM is
referred to as JTEC.
DESCRIPTION - MODES OF OPERATION
As input signals to the Powertrain Control Module
(PCM) change, the PCM adjusts its response to the
output devices. For example, the PCM must calculate
different injector pulse width and ignition timing for
idle than it does for wide open throttle (WOT).
The PCM will operate in two different modes:
Open Loop and Closed Loop.
Fig. 16 Engine Control Module (ECM) Location and
Mounting
1 - ENGINE CONTROL MODULE (ECM)
2 - HEX HEADED BOLT
3 - 50-WAY CONNECTOR
4 - FUEL TRANSFER PUMP
5 - MOUNTING BOLTS (3)
8E - 14 ELECTRONIC CONTROL MODULESBR/BE
ENGINE CONTROL MODULE (Continued)

²Power ground
²Sensor return
²Signal ground
²Speed control resume switch
²Speed control set switch
²Speed control on/off switch
²Transmission governor pressure sensor
²Transmission temperature sensor
²Vehicle speed inputs from ABS or RWAL system
NOTE: PCM Outputs:
After inputs are received by the PCM, certain sen-
sors, switches and components are controlled or reg-
ulated by the PCM. These are consideredPCM
Outputs.These outputs are for:
²A/C clutch relay and A/C clutch
²Auto shutdown (ASD) relay
²CCD bus (+/-) circuits for: speedometer, voltme-
ter, fuel gauge, oil pressure gauge/lamp, engine temp.
gauge and speed control warn. lamp
²Data link connection for DRB scan tool
²Five volt sensor supply
²Generator field driver (-)
²Generator field driver (+)
²Generator lamp (if equipped)
²Malfunction indicator lamp (Check engine lamp)
²Overdrive warning lamp (if equipped)
²Speed control vacuum solenoid
²Speed control vent solenoid
²Tachometer (if equipped)
²Transmission convertor clutch circuit
²Transmission 3±4 shift solenoid
²Transmission relay
²Transmission temperature lamp (if equipped)
²Transmission variable force solenoid (governor
sol.)
OPERATION - 5 VOLT SUPPLIES
Primary 5±volt supply:
²supplies the required 5 volt power source to the
Crankshaft Position (CKP) sensor.
²supplies the required 5 volt power source to the
Camshaft Position (CMP) sensor.
²supplies a reference voltage for the Manifold
Absolute Pressure (MAP) sensor.
²supplies a reference voltage for the Throttle
Position Sensor (TPS) sensor.
Secondary 5±volt supply:
²supplies the required 5 volt power source to the
oil pressure sensor.
²supplies the required 5 volt power source for the
Vehicle Speed Sensor (VSS) (if equipped).
²supplies the 5 volt power source to the transmis-
sion pressure sensor (if equipped with an RE auto-
matic transmission).
OPERATION - IGNITION CIRCUIT SENSE
The ignition circuit sense input tells the PCM the
ignition switch has energized the ignition circuit.
Battery voltage is also supplied to the PCM
through the ignition switch when the ignition is in
the RUN or START position. This is referred to as
the9ignition sense9circuit and is used to9wake up9
the PCM. Voltage on the ignition input can be as low
as 6 volts and the PCM will still function. Voltage is
supplied to this circuit to power the PCM's 8-volt reg-
ulator and to allow the PCM to perform fuel, ignition
and emissions control functions.
REMOVAL
USE THE DRB SCAN TOOL TO REPROGRAM
THE NEW POWERTRAIN CONTROL MODULE
(PCM) WITH THE VEHICLES ORIGINAL IDEN-
TIFICATION NUMBER (VIN) AND THE VEHI-
CLES ORIGINAL MILEAGE. IF THIS STEP IS
NOT DONE, A DIAGNOSTIC TROUBLE CODE
(DTC) MAY BE SET.
The PCM is located in the engine compartment
(Fig. 18).
To avoid possible voltage spike damage to the
PCM, ignition key must be off, and negative battery
cable must be disconnected before unplugging PCM
connectors.
(1) Disconnect negative battery cable(s) at bat-
tery(s).
(2) Remove cover over electrical connectors. Cover
snaps onto PCM.
(3) Carefully unplug the three 32±way connectors
from PCM.
Fig. 18 PCM Location and Mounting
1 - PCM MOUNTING BOLTS (3)
2 - POWERTRAIN CONTROL MODULE (PCM)
3 - (3) 32±WAY CONNECTORS
BR/BEELECTRONIC CONTROL MODULES 8E - 19
POWERTRAIN CONTROL MODULE (Continued)

WARNING: IF THE BATTERY SHOWS SIGNS OF
FREEZING, LEAKING OR LOOSE POSTS, DO NOT
TEST, ASSIST-BOOST, OR CHARGE. THE BATTERY
MAY ARC INTERNALLY AND EXPLODE. PERSONAL
INJURY AND/OR VEHICLE DAMAGE MAY RESULT.
WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN
AND AROUND THE BATTERY. DO NOT SMOKE,
USE FLAME, OR CREATE SPARKS NEAR THE BAT-
TERY. PERSONAL INJURY AND/OR VEHICLE DAM-
AGE MAY RESULT.
WARNING: THE BATTERY CONTAINS SULFURIC
ACID, WHICH IS POISONOUS AND CAUSTIC. AVOID
CONTACT WITH THE SKIN, EYES, OR CLOTHING.
IN THE EVENT OF CONTACT, FLUSH WITH WATER
AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT
OF THE REACH OF CHILDREN.
WARNING: IF THE BATTERY IS EQUIPPED WITH
REMOVABLE CELL CAPS, BE CERTAIN THAT EACH
OF THE CELL CAPS ARE IN PLACE AND TIGHT
BEFORE THE BATTERY IS RETURNED TO SER-
VICE. PERSONAL INJURY AND/OR VEHICLE DAM-
AGE MAY RESULT FROM LOOSE OR MISSING
CELL CAPS.
The condition of a battery is determined by two cri-
teria:
²State-Of-Charge- This can be determined by
checking the specific gravity of the battery electrolyte
(built-in indicator test or hydrometer test), or by
checking the battery voltage (open-circuit voltage
test).
²Cranking Capacity- This can be determined
by performing a battery load test, which measures
the ability of the battery to supply high-amperage
current.
First, determine the battery state-of-charge. This
can be done in one of three ways. If the battery has a
built-in test indicator, perform the built-in indicator
test to determine the state-of-charge. If the battery
has no built-in test indicator but does have remov-
able cell caps, perform the hydrometer test to deter-
mine the state-of-charge. If the battery cell caps are
not removable, or a hydrometer is not available, per-
form the open-circuit voltage test to determine the
state-of-charge.
Second, determine the battery cranking capacity by
performing a load test. The battery must be charged
before proceeding with a load test if:
²The battery built-in test indicator has a black or
dark color visible.
²The temperature corrected specific gravity of the
battery electrolyte is less than 1.235.²The battery open-circuit voltage is less than 12.4
volts.
A battery that will not accept a charge is faulty,
and must be replaced. Further testing is not
required. A fully-charged battery must be load tested
to determine its cranking capacity. A battery that is
fully-charged, but does not pass the load test, is
faulty and must be replaced.
NOTE: Completely discharged batteries may take
several hours to accept a charge. Refer to Standard
Procedures for the proper battery charging proce-
dures.
A battery is fully-charged when:
²All battery cells are gassing freely during charg-
ing.
²A green color is visible in the sight glass of the
battery built-in test indicator.
²Three corrected specific gravity tests, taken at
one-hour intervals, indicate no increase in the spe-
cific gravity of the battery electrolyte.
²Open-circuit voltage of the battery is 12.4 volts
or greater.
STANDARD PROCEDURE - CHECKING BATTERY
ELECTROLYTE LEVEL
The following procedure can be used to check the
electrolyte level in the battery.
(1) Remove the battery caps (Fig. 5).
Fig. 5 Battery Caps - Export Battery
1 - BATTERY CAP
2 - BATTERY
8F - 8 BATTERY SYSTEMBR/BE
BATTERY (Continued)

(2) Look through the battery cap holes to deter-
mine the level of the electrolyte in the battery (Fig.
6). The electrolyte should be approximately 1 centi-
meter above the battery plates or until the hook
inside the battery cap holes is covered.
(3) Add only distilled water until the electrolyte
level is approx. one centimeter above the plates.
STANDARD PROCEDURE - BATTERY
CHARGING
Battery charging is the means by which the bat-
tery can be restored to its full voltage potential. A
battery is fully-charged when:
²All of the battery cells are gassing freely during
battery charging.
²A green color is visible in the sight glass of the
battery built-in test indicator.
²Three hydrometer tests, taken at one-hour inter-
vals, indicate no increase in the temperature-cor-
rected specific gravity of the battery electrolyte.
²Open-circuit voltage of the battery is 12.65 volts
or above.
WARNING: NEVER EXCEED TWENTY AMPERES
WHEN CHARGING A COLD (-1É C [30É F] OR
LOWER) BATTERY. THE BATTERY MAY ARC INTER-
NALLY AND EXPLODE. PERSONAL INJURY AND/OR
VEHICLE DAMAGE MAY RESULT.WARNING: IF THE BATTERY SHOWS SIGNS OF
FREEZING, LEAKING OR LOOSE POSTS, DO NOT
TEST, ASSIST-BOOST, OR CHARGE. THE BATTERY
MAY ARC INTERNALLY AND EXPLODE. PERSONAL
INJURY AND/OR VEHICLE DAMAGE MAY RESULT.
WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN
AND AROUND THE BATTERY. DO NOT SMOKE,
USE FLAME, OR CREATE SPARKS NEAR THE BAT-
TERY. PERSONAL INJURY AND/OR VEHICLE DAM-
AGE MAY RESULT.
WARNING: THE BATTERY CONTAINS SULFURIC
ACID, WHICH IS POISONOUS AND CAUSTIC. AVOID
CONTACT WITH THE SKIN, EYES, OR CLOTHING.
IN THE EVENT OF CONTACT, FLUSH WITH WATER
AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT
OF THE REACH OF CHILDREN.
WARNING: IF THE BATTERY IS EQUIPPED WITH
REMOVABLE CELL CAPS, BE CERTAIN THAT EACH
OF THE CELL CAPS IS IN PLACE AND TIGHT
BEFORE THE BATTERY IS RETURNED TO SER-
VICE. PERSONAL INJURY AND/OR VEHICLE DAM-
AGE MAY RESULT FROM LOOSE OR MISSING
CELL CAPS.
CAUTION: Always disconnect and isolate the bat-
tery negative cable before charging a battery. Do
not exceed sixteen volts while charging a battery.
Damage to the vehicle electrical system compo-
nents may result.
CAUTION: Battery electrolyte will bubble inside the
battery case during normal battery charging. Elec-
trolyte boiling or being discharged from the battery
vents indicates a battery overcharging condition.
Immediately reduce the charging rate or turn off the
charger to evaluate the battery condition. Damage
to the battery may result from overcharging.
CAUTION: The battery should not be hot to the
touch. If the battery feels hot to the touch, turn off
the charger and let the battery cool before continu-
ing the charging operation. Damage to the battery
may result.
Fig. 6 Hook Inside Battery Cap Holes - Export
Battery
1 - BATTERY SURFACE COVER
2 - HOOK
BR/BEBATTERY SYSTEM 8F - 9
BATTERY (Continued)

in a completely discharged battery. At first, the
charging current (amperage) will be low. As the bat-
tery charges, the specific gravity of the electrolyte
will gradually rise.
The Battery Charging Time Table gives an indica-
tion of the time required to charge a typical battery
at room temperature based upon the battery state-of-
charge and the charger capacity.
BATTERY CHARGING TIME TABLE
Charging
Amperage5 Amps10
Amps20 Amps
Open Circuit
VoltageHours Charging @ 21É C
(70É F)
12.25 to 12.49 6 hours 3 hours 1.5
hours
12.00 to 12.24 10 hours 5 hours 2.5
hours
10.00 to 11.99 14 hours 7 hours 3.5
hours
Below 10.00 18 hours 9 hours 4.5
hours
STANDARD PROCEDURE - BUILT-IN
INDICATOR TEST
An indicator (hydrometer) built into the top of the
battery case provides visual information for battery
testing (Fig. 8). Like a hydrometer, the built-in indi-
cator measures the specific gravity of the battery
electrolyte. The specific gravity of the electrolyte
reveals the battery state-of-charge; however, it will
not reveal the cranking capacity of the battery. A load
test must be performed to determine the battery
cranking capacity. Refer to Standard Procedures for
the proper battery load test procedures.WARNING: IF THE BATTERY SHOWS SIGNS OF
FREEZING, LEAKING OR LOOSE POSTS, DO NOT
TEST, ASSIST-BOOST, OR CHARGE. THE BATTERY
MAY ARC INTERNALLY AND EXPLODE. PERSONAL
INJURY AND/OR VEHICLE DAMAGE MAY RESULT.
WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN
AND AROUND THE BATTERY. DO NOT SMOKE,
USE FLAME, OR CREATE SPARKS NEAR THE BAT-
TERY. PERSONAL INJURY AND/OR VEHICLE DAM-
AGE MAY RESULT.
WARNING: THE BATTERY CONTAINS SULFURIC
ACID, WHICH IS POISONOUS AND CAUSTIC. AVOID
CONTACT WITH THE SKIN, EYES, OR CLOTHING.
IN THE EVENT OF CONTACT, FLUSH WITH WATER
AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT
OF THE REACH OF CHILDREN.
WARNING: IF THE BATTERY IS EQUIPPED WITH
REMOVABLE CELL CAPS, BE CERTAIN THAT EACH
OF THE CELL CAPS IS IN PLACE AND TIGHT
BEFORE THE BATTERY IS RETURNED TO SER-
VICE. PERSONAL INJURY AND/OR VEHICLE DAM-
AGE MAY RESULT FROM LOOSE OR MISSING
CELL CAPS.
Before testing, visually inspect the battery for any
damage (a cracked case or cover, loose posts, etc.)
that would cause the battery to be faulty. In order to
obtain correct indications from the built-in indicator,
it is important that the battery be level and have a
clean sight glass. Additional light may be required to
view the indicator.Do not use open flame as a
source of additional light.
To read the built-in indicator, look into the sight
glass and note the color of the indication (Fig. 9). The
battery condition that each color indicates is
described in the following list:
²Green- Indicates 75% to 100% battery state-of-
charge. The battery is adequately charged for further
testing or return to service. If the starter will not
crank for a minimum of fifteen seconds with a fully-
charged battery, the battery must be load tested.
Refer to Standard Procedures for the proper battery
load test procedures.
²Black or Dark- Indicates 0% to 75% battery
state-of-charge. The battery is inadequately charged
and must be charged until a green indication is visi-
ble in the sight glass (12.4 volts or more), before the
battery is tested further or returned to service. Refer
to Standard Procedures for the proper battery charg-
ing procedures. Also refer to Diagnosis and Testing
for more information on the possible causes of the
discharged battery condition.
Fig. 8 Built-In Indicator
1 - SIGHT GLASS
2 - BATTERY TOP
3 - GREEN BALL
4 - PLASTIC ROD
BR/BEBATTERY SYSTEM 8F - 11
BATTERY (Continued)