2001 DODGE TOWN AND COUNTRY air condition

HORN SYSTEM TEST
CONDITION POSSIBLE CAUSE CORRECTION
HORN SOUNDS CONTINUOUSLY.
NOTE: IMMEDIATELY UNPLUG
HORN RELAY IN THE
INTELLIGENT POWER MODULE.(1) FAULTY HORN RELAY. (1) REFER TO HORN RELAY
TEST.
(2) HORN CONTROL CIRCUIT TO
RELAY SHORTED TO GROUND.(2) CHECK TERMINAL 85 IN
INTELLIGENT POWER MODULE
FOR CONTINUITY TO GROUND.
IF CONTINUITY TO GROUND
INDICATES:
(A) STEERING WHEEL HORN
SWITCH/LEAD SHORTED TO
GROUND.
(B) WIRING HARNESS SHORTED
TO GROUND. FIND THE SHORT
AND REPAIR AS NECESSARY.
(3) PINCHED HORN SWITCH
WIRE UNDER DRIVER AIRBAG
MODULE.(3) REPLACE DRIVER AIRBAG
MODULE TRIM.
(4) FAULTY HORN SWITCH. (4) REPLACE DRIVER AIRBAG
MODULE TRIM.
(5) FAULTY CLOCKSPRING. (5) REPLACE CLOCKSPRING.
HORN SOUND INTERMITTENTLY
AS THE STEERING WHEEL IS
TURNED.(1) HORN RELAY CONTROL
CIRCUIT X3 IS SHORTED TO
GROUND INSIDE STEERING
COLUMN OR WHEEL.(1) REMOVE DRIVER AIRBAG
MODULE AND/OR WHEEL.
CHECK FOR RUBBING OR
LOOSE WIRE/CONNECTOR,
REPAIR AS NECESSARY.
(2) PINCHED HORN SWITCH
WIRE UNDER DRIVER AIRBAG
MODULE.(2) REPLACE DRIVER AIRBAG
MODULE TRIM.
(3) FAULTY HORN SWITCH. (3) REPLACE DRIVER AIRBAG
MODULE TRIM.
(4) FAULTY CLOCKSPRING. (4) REPLACE CLOCKSPRING.
HORN DOES NOT SOUND (1) CHECK FUSE 8 IN
INTELLIGENT POWER MODULE.(1) REPLACE FUSE IF BLOWN
REPAIR AS NECESSARY.
(2) NO VOLTAGE AT HORN
RELAY TERMINALS 30 & 86, AND
FUSE IS OK.(2) NO VOLTAGE, REPAIR THE
CIRCUIT AS NECESSARY.
(3) OPEN CIRCUIT FROM
TERMINAL 85 OF THE HORN
RELAY TO HORN SWITCH, X3
CIRCUIT.(3) REPAIR CIRCUIT AS
NECESSARY.
(4) FAULTY OR DAMAGED HORN. (4) VOLTAGE AT HORN WHEN
HORN SWITCH IS PRESSED,
REPLACE HORN.
(5) FAULTY HORN SWITCH. (5) REPLACE DRIVER AIRBAG
MODULE TRIM.
(6) FAULTY CLOCKSPRING. (6) REPLACE CLOCKSPRING.
8H - 2 HORNRS
HORN (Continued)
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CONDITION POSSIBLE CAUSE CORRECTION
FUSE BLOWS WHEN HORN
SOUNDS(1) SHORT CIRCUIT IN HORN OR
HORN WIRING.(1) REMOVE HORN RELAY,
CHECK FOR SHORTED HORN OR
HORN WIRING. DISCONNECT
HORN WIRE HARNESS TO
ISOLATE SHORT AND REPAIR AS
NECESSARY.
(2) FAULTY CLOCKSPRING. (2) REPLACE CLOCKSPRING.
FUSE BLOWS WITHOUT
BLOWING HORN(1) SHORT CIRCUIT. (1) REMOVE RELAY, INSTALL
NEW FUSE, IF FUSE DOES NOT
BLOW REPLACE HORN RELAY. IF
FUSE BLOWS WITH RELAY
REMOVED, CHECK FOR SHORT
TO GROUND WITH OHMMETER
ON CIRCUIT BETWEEN
TERMINALS 30 & 86 AND THE
FUSE TERMINAL. REPAIR AS
NECESSARY.
(2) FAULTY CLOCKSPRING. (2) REPLACE CLOCKSPRING.
HORN
DIAGNOSIS AND TESTING
HORN
(1) Disconnect wire connector at horn.
(2) Using a voltmeter, connect one lead to ground
terminal and the other lead to the positive wire ter-
minal (Fig. 1).
(3) Depress the horn switch, battery voltage
should be present.
(4) If no voltage, refer toHORNS WILL NOT
SOUND. If voltage is OK, go to step Step 5.
(5) Using ohmmeter, test ground wire for continu-
ity to ground.
(6) If no ground repair as necessary.
(7) If wires test OK and horn does not sound,
replace horn.
HORNS SOUND CONTINUOUSLY
CAUTION:
Continuous sounding of horns may cause relay to
fail.
The horn switch (membrane) sometimes can be the
cause without the switch being depressed.
(1) Remove the horn relay from the intelligent
power module.
(2) Using a continuity tester, test continuity from
the X3 cavity of the horn relay to ground. Refer to
the appropriate wiring information. The wiring infor-
mation includes wiring diagrams, proper wire and
connector repair procedures, details of wire harnessrouting and retention, connector pin-out information
and location views for the various wire harness con-
nectors, splices and grounds.
(a) If continuity is detected, proceed to step Step
3.
(b) If NO continuity, replace the horn relay.
(3) Remove the airbag trim cover from the steering
wheel and disengage horn connector.
(4) Install horn relay into intelligent power mod-
ule.
(a) If horn does not sound, replace airbag trim
cover.
(b) If horn sounds, repair grounded X3 circuit
from intelligent power module to clockspring in the
steering column. Refer to the appropriate wiring
information. The wiring information includes wir-
ing diagrams, proper wire and connector repair
procedures, details of wire harness routing and
retention, connector pin-out information and loca-
tion views for the various wire harness connectors,
splices and grounds.HORNS WILL NOT SOUND
Check horn fuse#8intheintelligent power mod-
ule. If fuse is blown, check for a shorted switch in the
airbag module. and refer to FUSE BLOWN section. If
fuse is OK, refer to FUSE OK section.
FUSE BLOWN
(1) Verify condition of battery terminals and volt-
age, (Refer to 8 - ELECTRICAL/BATTERY SYSTEM
- DIAGNOSIS AND TESTING). If battery connec-
tions and battery charge is OK proceed to Step 2.
RSHORN8H-3
HORN (Continued)
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CAUTION: Cleaning of the platinum plug may dam-
age the platinum tip.
REMOVAL
When replacing the spark plugs and spark plug
cables, route the cables correctly and secure them in
the appropriate retainers. Failure to route the cables
properly can cause the radio to reproduce ignition
noise, cross ignition of the spark plugs orshort cir-
cuit the cables to ground.
Always remove cables by grasping at the boot,
rotating the boot 1/2 turn, and pulling straight back
in a steady motion.
(1) Prior to removing the spark plug, spray com-
pressed air around the spark plug hole and the area
around the spark plug.
(2) Remove the spark plug using a quality socket
with a foam insert.
(3) Inspect the spark plug condition.
INSTALLATION
When replacing the spark plugs and spark plug
cables, route the cables correctly and secure them in
the appropriate retainers. Failure to route the cables
properly can cause the radio to reproduce ignition
noise, cross ignition of the spark plugs orshort cir-
cuit the cables to ground.(1) To avoid cross threading, start the spark plug
into the cylinder head by hand.
(2) Tighten spark plugs to 17.5 N´m (13 ft. lbs.)
torque.
(3) Install spark plug cables over spark plugs. A
click will be heard and felt when the cable properly
attaches to the spark plug.
SPARK PLUG CABLE
DESCRIPTION
Spark Plug cables are sometimes referred to as
secondary ignition wires. The wires transfer electri-
cal current from the ignition coil pack to individual
spark plugs at each cylinder. The resistive spark plug
cables are of nonmetallic construction. The cables
provide suppression of radio frequency emissions
from the ignition system.
Check the spark plug cable connections for good
contact at the coil, and spark plugs. Terminals should
be fully seated. The insulators should be in good con-
dition and should fit tightly on the coil, and spark
plugs. Spark plug cables with insulators that are
cracked or torn must be replaced.
Clean Spark Plug cables with a cloth moistened
with a non-flammable solvent. Wipe the cables dry.
Check for brittle or cracked insulation. The spark
plug cables and spark plug boots are made from high
temperature silicone materials. All spark plug cable
leads are properly identified with cylinder numbers.
The inside of most the spark plug boot is coated with
a special high temperature silicone grease for greater
sealing and to minimize boot bonding to the spark
plug insulator.
REMOVAL
Failure to route the cables properly could cause the
radio to reproduce ignition noise, cross ignition of the
spark plugs or short circuit the cables to ground.
Remove spark plug cable from coil first.
Always remove the spark plug cable by grasping
the top of the spark plug insulator, turning the boot
1/2 turn and pulling straight up in a steady motion.
INSTALLATION
Failure to route the cables properly could cause the
radio to reproduce ignition noise, cross ignition of the
spark plugs or short circuit the cables to ground.
Install spark plug insulators over spark plugs.
Ensure the top of the spark plug insulator covers the
upper end of the spark plug tube.Then connect the
other end to coil pack.
Fig. 15 Setting Spark Plug Electrode Gap
1 - TAPER GAUGE
RSIGNITION CONTROL8I-9
SPARK PLUG (Continued)
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INSTRUMENT CLUSTER
TABLE OF CONTENTS
page page
INSTRUMENT CLUSTER
DESCRIPTION............................1
OPERATION.............................1
DIAGNOSIS AND TESTING..................1
INSTRUMENT CLUSTER..................1
REMOVAL..............................11
INSTALLATION...........................11
CLUSTER LENS
REMOVAL..............................12INSTALLATION...........................12
MECHANICAL TRANSMISSION RANGE
INDICATOR
REMOVAL..............................12
INSTALLATION...........................12
RED BRAKE WARNING INDICATOR
DESCRIPTION...........................12
OPERATION.............................12
INSTRUMENT CLUSTER
DESCRIPTION
The instrumentation gauges are contained in a
subdial assembly within the instrument cluster. The
individual gauges are not serviceable. If one of the
cluster gauges becomes faulty, the entire cluster
would require replacement.
The mechanical instrument cluster with a tachom-
eter is equipped with a electronic vacuum fluorescent
transmission range indicator (PRND3L), odometer,
and trip odometer display.
The mechanical instrument cluster without a
tachometer is equipped with a cable operated trans-
mission range indicator (PRND21) and a vacuum
flourescent odometer display.
The instrument cluster is equipped with the follow-
ing warning lamps.
²Lift Gate Ajar
²Low Fuel Level
²Low Windshield Washer Fluid Level
²Cruise
²Battery Voltage
²Fasten Seat Belt
²Door Ajar
²Headlamp Out
²Coolant Temperature
²Anti-Lock Brake
²Brake
²Airbag
²Traction Control
²Autostick
OPERATION
Refer to the vehicle Owner's Manual for operation
instructions and conditions for the Instrument Clus-
ter Gauges.
DIAGNOSIS AND TESTING - SELF-
DIAGNOSTICS
The instrument clusters are equipped with a self
diagnostic test feature to help identify electronic
problems. Prior to any test, perform the Self-Diag-
nostic Test. The self diagnostic system displays
instrument cluster stored fault codes in the odometer
display, sweeps the gauges to the calibration points,
and bulb checks the warning indicators. When the
key is in the ON position with the engine not run-
ning, the MIL will remain illuminated for regulatory
purposes.
To activate the Self-Diagnostic program:
(1) With the ignition switch in the OFF position,
depress the TRIP ODOMETER RESET button.
(2) Continue to hold the TRIP ODOMETER
RESET button untilSofand a number (software ver-
sion number (i.e.Sof 3.2) appears in the odometer
window (about five seconds) then release the button.
If a fault code is present, the cluster will display it in
the odometer display. When all fault codes have been
displayed, the cluster will displayªendºin the odom-
eter display. Refer to the table to determine what
each trouble code means.
RSINSTRUMENT CLUSTER8J-1
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CONDITIONS
Refer to the following tables for possible problems,
causes, and corrections.
²INSTRUMENT CLUSTER
²SPEEDOMETER DIAGNOSIS
²TACHOMETER DIAGNOSIS
²FUEL GAUGE DIAGNOSIS
²TEMPERATURE GAUGE DIAGNOSIS²ODOMETER DIAGNOSIS
²ELECTRONIC GEAR INDICATOR DISPLAY
DIAGNOSIS
²MECHANICAL TRANSMISSION RANGE INDI-
CATOR (PRND21) DIAGNOSIS
NOTE: Always check the functionality of the cluster
by running the self test prior to troubleshooting.
INSTRUMENT CLUSTER
CONDITION POSSIBLE CAUSES CORRECTION
INSTRUMENT CLUSTER
INOPERATIVE.
NO RESPONSE FROM
INSTRUMENT CLUSTER.NO PCI BUS MESSAGES
FROM THE BCM.1. USE A DRB IIITSCAN TOOL TO CHECK THE
BCM. IF OK, LOOK FOR ANOTHER POSSIBLE
CAUSE FOR CLUSTER FAILURE. IF NOT OK,
REFER TO THE PROPER BODY DIAGNOSTIC
PROCEDURES MANUAL.
SPREAD TERMINAL(S)
ON WIRING HARNESS
CLUSTER CONNECTOR.1. REMOVE CLUSTER FROM INSTRUMENT PANEL
AND CHECK WIRING HARNESS CONNECTOR FOR
SPREAD TERMINAL. IF OK, LOOK FOR ANOTHER
POSSIBLE CAUSE FOR THE CLUSTER FAILURE. IF
NOT OK, REPAIR CONNECTOR.
BCM IS NOT RECEIVING
PROPER INPUT FROM
THE IGNITION SWITCH.1. USE A DRB IIITSCAN TOOL TO VERIFY IGNITION
SWITCH STATUS INTO THE BCM. IF NOT OK, GO
TO STEP (2). IF OK, LOOK AT ANOTHER POSSIBLE
CAUSE OF FAILURE.
2. CHECK IGNITION SWITCH FUNCTION AND
WIRING.
INTERNAL CLUSTER
FAILURE.1. REPLACE CLUSTER.
WAKE UP CIRCUIT
FAULTY.VERIFY CONTINUITY OF WAKE UP CIRCUIT FROM
BCM TO MIC. CIRCUIT SHALL BE LOW WHENEVER
BCM IS AWAKE.
POWER OR GROUND
MISSING.IF NO RESPONSE FROM THE MIC, CHECK FOR
POWER AND GROUND AT THE MIC CONNECTOR.
REFER TO WIRING DIAGRAMS FOR CONNECTOR
CALL OUTS.
RSINSTRUMENT CLUSTER8J-3
INSTRUMENT CLUSTER (Continued)
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SPEEDOMETER DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
NO POINTER
MOVEMENT1. INTERNAL CLUSTER
FAILURE.1.A. PERFORM CLUSTER SELF-DIAGNOSTIC TEST
AND CHECK FOR FAULT CODES.
²IF SPEEDOMETER POINTER MOVES TO
CALIBRATION POINTS DURING TEST LOOK FOR
ANOTHER POSSIBLE CAUSE OF FAILURE.
²IF THE POINTER DOESN'T MOVE DURING TEST,
CHECK FOR POWER AND GROUND TO THE MIC.
IF POWER AND GROUND ARE PRESENT GO TO
STEP 1.B.
1.B. REPLACE CLUSTER. GO TO STEP 1.C.
1.C. CONNECT CLUSTER INTO INSTRUMENT
PANEL WIRING HARNESS. PLACE IT BACK INTO
THE PROPER POSITION IN THE INSTRUMENT
PANEL. PUT IN THE TOP FOUR MOUNTING
SCREWS AND SECURE THE CLUSTER TO THE
INSTRUMENT PANEL.
2. NO SPEED PCI BUS
MESSAGE OR ZERO
MPH PCI SPEED BUS
MESSAGE.2.A. CHECK THE PCM (CODE 10) USING A DRB IIIT
SCAN TOOL. IF OK, GO TO STEP 2.B. IF NOT OK,
REFER TO THE PROPER ENGINE DIAGNOSTIC
PROCEDURES MANUAL TO REPAIR THE PCM.
2.B. CHECK THE SPEED SIGNAL INPUT INTO THE
PCM. THE SPEED SIGNAL ORIGINATES FROM ONE
OF THE FOLLOWING SOURCES:
²A DISTANCE SENSOR FOR VEHICLES WITH 3
SPEED AUTOMATIC TRANSMISSION. CHECK
CONTINUITY FROM DISTANCE SENSOR TO PCM.
IF OK, REPLACE DISTANCE SENSOR. IF NOT OK,
REPAIR WIRING.
²THE TCM FOR VEHICLES WITH THE 4 SPEED
ELECTRONIC TRANSMISSIONS. CHECK
CONTINUITY FROM TCM TO PCM. IF OK, USE A
DRB IIITSCAN TOOL TO CHECK TCM. REFER TO
THE PROPER TRANSMISSION DIAGNOSTIC
PROCEDURES MANUAL TO REPAIR THE TCM. IF
NOT OK, REPAIR WIRING.
8J - 4 INSTRUMENT CLUSTERRS
INSTRUMENT CLUSTER (Continued)
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CONDITION POSSIBLE CAUSES CORRECTION
ERRATIC POINTER
MOVEMENT1. ERRATIC MESSAGE
FROM ANOTHER
MODULE.1.A. CHECK THE BCM USING A DRB IIITSCAN
TOOL IF OK, GO TO STEP 1.B. IF NOT OK, REFER
TO THE PROPER BODY DIAGNOSTIC
PROCEDURES MANUAL TO REPAIR THE BCM.
1.B. CHECK THE PCM USING A DRB IIITSCAN
TOOL. IF OK, GO TO STEP 1.C. IF NOT OK, REFER
TO THE ENGINE DIAGNOSTIC PROCEDURES
MANUAL TO REPAIR THE PCM.
1.C. CHECK THE SPEED SIGNAL INPUT INTO THE
PCM. THE SPEED SIGNAL ORIGINATES FROM ONE
OF THE FOLLOWING SOURCES:
²A DISTANCE SENSOR FOR VEHICLES WITH 3
SPEED AUTOMATIC TRANSMISSION. CHECK
CONTINUITY FROM DISTANCE SENSOR TO PCM.
IF OK, REPLACE DISTANCE SENSOR. IF NOT OK,
REPAIR WIRING.
²THE TCM FOR VEHICLES WITH THE 4 SPEED
ELECTRONIC TRANSMISSIONS. CHECK
CONTINUITY FROM TCM TO ENGINE
CONTROLLER. IF OK, USE A DRB IIITSCAN TOOL
TO CHECK TCM. REFER TO THE PROPER
TRANSMISSION DIAGNOSTIC PROCEDURES
MANUAL TO REPAIR THE TCM. IF NOT OK, REPAIR
WIRING.
2. INTERNAL CLUSTER
FAILURE.2.A. PERFORM CLUSTER SELF-DIAGNOSTIC TEST
AND CHECK FOR FAULT CODES.
²IF THE POINTER MOVES DURING TEST BUT
STILL APPEARS ERRATIC, THEN GO TO STEP 2.B.
2.B. REPLACE CLUSTER ASSEMBLY.
RSINSTRUMENT CLUSTER8J-5
INSTRUMENT CLUSTER (Continued)
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CONDITION POSSIBLE CAUSES CORRECTION
SPEEDOMETER
INACCURATE.1. SPEEDOMETER OUT
OF CALIBRATION.1.A. PERFORM CLUSTER SELF-DIAGNOSTIC TEST.
²IF SPEEDOMETER IS ACCURATE TO THE
CALIBRATION POINTS THEN LOOK FOR ANOTHER
POSSIBLE CAUSE OF INACCURACY.
²IF SPEEDOMETER IS NOT ACCURATE TO THE
CALIBRATION POINTS, REPLACE CLUSTER
ASSEMBLY.
2. WRONG
SPEEDOMETER PINION
SIZE FOR TIRE SIZE.2.A. IF VEHICLE HAS A 4 SPEED ELECTRONIC
TRANSMISSION GO TO STEP 2.C. OTHERWISE GO
TO STEP 2.B.
2.B. CHECK IF CORRECT SPEEDOMETER PINION
IS BEING USED WITH TIRES ON VEHICLE. REFER
TO TRANSMISSION FOR DIAGNOSIS AND
TESTING.
²IF THE INCORRECT PINION IS IN TRANSMISSION
THEN REPLACE WITH CORRECT PINION.
²IF THE CORRECT PINION IS IN THE
TRANSMISSION, CHECK TIRE SIZE.
2.C. USE A DRB IIITSCAN TOOL TO CHECK THE
TCM TO SEE IF THE CORRECT TIRE SIZE HAS
BEEN PROGRAMMED INTO THE TCM.
²IF THE INCORRECT TIRE SIZE WAS SELECTED,
SELECT THE PROPER TIRE SIZE.
²IF THE CORRECT TIRE SIZE WAS SELECTED,
CHECK SPEED SENSOR.
3. BAD SPEED SENSOR. 3. REFER TO TRANSMISSION, SPEED SENSOR,
DIAGNOSIS AND TESTING.
TACHOMETER DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
NO POINTER
MOVEMENT1. INTERNAL
CLUSTER FAILURE.1.A. PERFORM CLUSTER SELF-DIAGNOSTIC TEST AND
CHECK FOR FAULT CODES.
²IF TACHOMETER POINTER MOVES TO CALIBRATION
POINTS DURING TEST, LOOK FOR ANOTHER
POSSIBLE CAUSE OF FAILURE.
²
IF THE POINTER DOESN'T MOVE DURING TEST,
CHECK FOR POWER AND GROUND TO THE MIC.
IF POWER AND GROUND ARE PRESENT GO TO
STEP 1.B.
1.B. REPLACE CLUSTER. GO TO STEP 1.C.
2.9NO RPM9PCI BUS
MESSAGE OR9ZERO
RPM9PCI BUS
MESSAGE FROM
PCM.2. CHECK THE PCM USING A DRB IIITSCAN TOOL.
REFER TO THE PROPER ENGINE DIAGNOSTIC
PROCEDURES MANUAL TO PROPERLY DIAGNOSE AND
REPAIR.
8J - 6 INSTRUMENT CLUSTERRS
INSTRUMENT CLUSTER (Continued)
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