2002 DODGE RAM power

sage is not received after about four seconds, the
gauge needle will return to the far left (low) end of
the scale.
²Actuator Test- Each time the cluster is put
through the actuator test, the gauge needle will be
swept to several calibration points on the gauge scale
in a prescribed sequence in order to confirm the func-
tionality of the gauge and the cluster control cir-
cuitry.
The PCM continually monitors the crankshaft posi-
tion sensor to determine the engine speed, then
sends the proper engine speed messages to the
instrument cluster. For further diagnosis of the
tachometer or the instrument cluster circuitry that
controls the gauge, (Refer to 8 - ELECTRICAL/IN-
STRUMENT CLUSTER - DIAGNOSIS AND TEST-
ING). For proper diagnosis of the crankshaft position
sensor, the PCM, the CCD data bus, or the message
inputs to the instrument cluster that control the
tachometer, a DRBIIItscan tool is required. Refer to
the appropriate diagnostic information.
TRANS OVERTEMP
INDICATOR
DESCRIPTION
A transmission over-temperature indicator lamp is
standard equipment on all instrument clusters. How-
ever, on vehicles not equipped with the optional auto-
matic transmission, this indicator is electronically
disabled. The transmission over-temperature indica-
tor is located near the lower edge of the instrument
cluster overlay, to the left of center. The transmission
over-temperature indicator consists of a stencilled
cutout of the words ªTRANS TEMPº in the opaque
layer of the instrument cluster overlay. The dark
outer layer of the overlay prevents the indicator from
being clearly visible when it is not illuminated. A red
lens behind the cutout in the opaque layer of the
overlay causes the ªTRANS TEMPº text to appear in
red through the translucent outer layer of the over-
lay when the indicator is illuminated from behind by
a Light Emitting Diode (LED) soldered onto the
instrument cluster electronic circuit board. The
transmission over-temperature indicator is serviced
as a unit with the instrument cluster.
OPERATION
The transmission over-temperature indicator gives
an indication to the vehicle operator when the trans-
mission fluid temperature is excessive, which may
lead to accelerated transmission component wear or
failure. This indicator is controlled by a transistor on
the instrument cluster circuit board based upon the
cluster programming and electronic messagesreceived by the cluster from the Powertrain Control
Module (PCM) over the Chrysler Collision Detection
(CCD) data bus. The transmission over-temperature
indicator Light Emitting Diode (LED) receives bat-
tery current on the instrument cluster electronic cir-
cuit board through the fused ignition switch output
(st-run) circuit whenever the ignition switch is in the
On or Start positions; therefore, the LED will always
be off when the ignition switch is in any position
except On or Start. The LED only illuminates when
it is provided a path to ground by the instrument
cluster transistor. The instrument cluster will turn
on the transmission over-temperature indicator for
the following reasons:
²Bulb Test- Each time the ignition switch is
turned to the On position the transmission over-tem-
perature indicator is illuminated for about two sec-
onds as a bulb test.
²Trans Over-Temp Lamp-On Message- Each
time the cluster receives a trans over-temp lamp-on
message from the PCM indicating that the transmis-
sion fluid temperature is 135É C (275É F) or higher,
the indicator will be illuminated and a single chime
tone is sounded. The lamp remains illuminated until
the cluster receives a trans over-temp lamp-off mes-
sage from the PCM, or until the ignition switch is
turned to the Off position, whichever occurs first.
The chime tone feature will only repeat during the
same ignition cycle if the transmission over-tempera-
ture indicator is cycled off and then on again by the
appropriate trans over-temp messages from the PCM.
²Actuator Test- Each time the cluster is put
through the actuator test, the indicator will be
turned on during the bulb check portion of the test to
confirm the functionality of the LED and the cluster
control circuitry.
The PCM continually monitors the transmission
temperature sensor to determine the transmission
operating condition, then sends the proper messages
to the instrument cluster. If the instrument cluster
turns on the transmission over-temperature indicator
due to a high transmission oil temperature condition,
it may indicate that the transmission and/or the
transmission cooling system are being overloaded or
that they require service. For further diagnosis of the
transmission over-temperature indicator or the
instrument cluster circuitry that controls the LED,
(Refer to 8 - ELECTRICAL/INSTRUMENT CLUS-
TER - DIAGNOSIS AND TESTING). For proper
diagnosis of the transmission temperature sensor, the
PCM, the CCD data bus, or the message inputs to
the instrument cluster that control the transmission
over-temperature indicator, a DRBIIItscan tool is
required. Refer to the appropriate diagnostic infor-
mation.
BR/BEINSTRUMENT CLUSTER 8J - 31
TACHOMETER (Continued)

OPERATION
The upshift indicator gives an indication to the
vehicle operator when the transmission should be
shifted to the next highest gear in order to achieve
the best fuel economy. This indicator is controlled by
a transistor on the instrument cluster circuit board
based upon the cluster programming and electronic
messages received by the cluster from the Powertrain
Control Module (PCM) over the Chrysler Collision
Detection (CCD) data bus. The upshift indicator bulb
receives battery current on the instrument cluster
electronic circuit board through the fused ignition
switch output (st-run) circuit whenever the ignition
switch is in the On or Start positions; therefore, the
lamp will always be off when the ignition switch is in
any position except On or Start. The bulb only illu-
minates when it is provided a path to ground by the
instrument cluster transistor. On models not
equipped with a manual transmission, the incandes-
cent bulb and bulb holder unit are not installed at
the factory when the vehicle is built. The instrument
cluster will turn on the upshift indicator for the fol-
lowing reasons:
²Upshift Lamp-On Message- Each time the
cluster receives an upshift lamp-on message from the
PCM indicating the engine speed and load conditions
are right for a transmission upshift to occur, the
upshift indicator is illuminated. The indicator
remains illuminated until the cluster receives an
upshift lamp-off message from the PCM or until the
ignition switch is turned to the Off position, which-
ever occurs first. The PCM will normally send an
upshift lamp-off message three to five seconds after a
lamp-on message, if an upshift is not performed. The
indicator will then remain off until the vehicle stops
accelerating and is brought back into the range of
indicator operation, or until the transmission is
shifted into another gear.
²Actuator Test- Each time the cluster is put
through the actuator test, the indicator will be
turned on during the bulb check portion of the test to
confirm the functionality of the indicator and the
cluster control circuitry.
The PCM continually monitors the engine speed
and load conditions to determine the proper fuel and
ignition requirements. The PCM then sends the
proper messages to the instrument cluster. If the
upshift indicator fails to light during normal vehicle
operation, replace the bulb with a known good unit.
For further diagnosis of the upshift indicator or the
instrument cluster circuitry that controls the indica-
tor, (Refer to 8 - ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND TESTING). For
proper diagnosis of the PCM, the CCD data bus, or
the message inputs to the instrument cluster that
control the upshift indicator, a DRBIIItscan tool isrequired. Refer to the appropriate diagnostic infor-
mation.
VOLTAGE GAUGE
DESCRIPTION
A voltage gauge is standard equipment on all
instrument clusters. The voltage gauge is located in
the upper left quadrant of the instrument cluster,
above the temperature gauge. The voltage gauge con-
sists of a movable gauge needle or pointer controlled
by the instrument cluster circuitry and a fixed 90
degree scale on the cluster overlay that reads left-to-
right from 8 volts to 18 volts. An International Con-
trol and Display Symbol icon for ªBattery Charging
Conditionº is located directly below the lowest grad-
uation of the gauge scale. The voltage gauge graphics
are white against a black field except for a single red
graduation at each end of the gauge scale, making
them clearly visible within the instrument cluster in
daylight. When illuminated from behind by the panel
lamps dimmer controlled cluster illumination lighting
with the exterior lamps turned On, the white graph-
ics appear blue-green and the red graphics appear
red. The orange gauge needle is internally illumi-
nated. Gauge illumination is provided by replaceable
incandescent bulb and bulb holder units located on
the instrument cluster electronic circuit board. The
voltage gauge is serviced as a unit with the instru-
ment cluster.
OPERATION
The voltage gauge gives an indication to the vehi-
cle operator of the electrical system voltage. This
gauge is controlled by the instrument cluster circuit
board based upon the cluster programming and elec-
tronic messages received by the cluster from the
Powertrain Control Module (PCM) over the Chrysler
Collision Detection (CCD) data bus. The voltage
gauge is an air core magnetic unit that receives bat-
tery current on the instrument cluster electronic cir-
cuit board through the fused ignition switch output
(st-run) circuit whenever the ignition switch is in the
On or Start positions. The cluster is programmed to
move the gauge needle back to the low end of the
scale after the ignition switch is turned to the Off
position. The instrument cluster circuitry controls
the gauge needle position and provides the following
features:
²Charge Fail Message- Each time the cluster
receives a message from the PCM indicating a charge
fail condition (system voltage is 10.8 volts or lower),
the gauge needle is moved to the 8 volt graduation
on the gauge scale and the check gauges indicator is
illuminated. The gauge needle remains on the 8 volt
BR/BEINSTRUMENT CLUSTER 8J - 33
UPSHIFT INDICATOR (Continued)

switched battery current received on a fused B(+) cir-
cuit so that the hazard warning remains operational
regardless of the ignition switch position. When the
turn signal (multi-function) switch control stalk is
moved up (right turn) or down (left turn), the turn
signal system is activated. When the turn signal sys-
tem is activated, the circuitry of the turn signal
switch and the combination flasher will cause the
selected (right or left) turn signal indicator, front
park/turn signal lamp, and rear tail/stop/turn signal
lamp to flash on and off. With the hazard warning
(multi-function) switch in the On position, the hazard
warning system is activated. When the hazard warn-
ing system is activated, the circuitry of the hazard
warning switch and the combination flasher will
cause both the right side and the left side turn signal
indicators, front park/turn signal lamps, and rear
tail/stop/turn signal lamps to flash on and off.
Refer to the owner's manual in the vehicle glove
box for more information on the features, use and
operation of the turn signal and hazard warning sys-
tem.
DIAGNOSIS AND TESTING - TURN SIGNAL &
HAZARD WARNING SYSTEM
When diagnosing the turn signal and hazard warn-
ing circuits, remember that high generator output
can burn out bulbs rapidly and repeatedly. If this is a
problem on the vehicle being diagnosed, be certain to
diagnose and repair the charging system as required.
If the problem being diagnosed is related to a failure
of the turn signals to automatically cancel following
completion of a turn, inspect the multi-function
switch for a faulty or damaged cancel actuator and
inspect the turn signal cancel cam on the clockspring
for damaged lobes or improper installation. Refer to
the appropriate wiring information. The wiring infor-
mation includes wiring diagrams, proper wire and
connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness con-
nectors, splices and grounds.
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) Turn the ignition switch to the On position.
Actuate the turn signal switch or the hazard warning
switch. Observe the turn signal indicator lamp(s) in
the instrument cluster. If the flash rate is very high,
check for a turn signal bulb that is not lit or is very
dimly lit. Repair the circuits to that lamp or replace
the faulty bulb, as required. If the turn signal indi-
cator(s) fail to light, go to Step 2.
(2) Turn the ignition switch to the Off position.
Check the fused ignition switch output (run-acc) fuse
(Fuse 10 - 10 ampere) in the Junction Block (JB) and
the fused B(+) fuse (Fuse4-20ampere) in the
Power Distribution Center (PDC). If OK, go to Step
3. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse(s).
(3) Check for battery voltage at the fused B(+) fuse
(Fuse4-20ampere) in the PDC. If OK, go to Step 4.
If not OK, repair the open fused B(+) circuit between
the PDC and the battery as required.
(4) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run-acc) fuse (Fuse 10 - 10 ampere) in the
JB. If OK, go to Step 5. If not OK, repair the open
fused ignition switch output (run-acc) circuit between
the JB and the ignition switch as required.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the combination flasher from the JB and
replace it with a known good unit. Reconnect the bat-
tery negative cable. Test the operation of the turn
signal and hazard warning systems. If OK, discard
the faulty combination flasher. If not OK, remove the
test flasher and go to Step 6.
(6) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run-acc) circuit cavity in the JB receptacle
for the combination flasher. If OK, go to Step 7. If
not OK, repair the open fused ignition switch output
(run-acc) circuit between the combination flasher and
the fused ignition switch output (run-acc) fuse (Fuse
10 - 10 ampere) in the JB as required.
(7) Turn the ignition switch to the Off position.
Check for battery voltage at the fused B(+) circuit
cavity of the JB receptacle for the combination
flasher. If OK, go to Step 8. If not OK, repair the
open fused B(+) circuit between the combination
flasher and the fused B(+) fuse (Fuse4-20ampere)
in the PDC as required.
(8) Disconnect and isolate the battery negative
cable. Check for continuity between the ground cir-
cuit cavity of the JB receptacle for the combination
flasher and a good ground. There should be continu-
ity. If OK, go to Step 9. If not OK, repair the open
ground circuit to ground (G201) as required.
BR/BELAMPS/LIGHTING - EXTERIOR 8L - 3
LAMPS/LIGHTING - EXTERIOR (Continued)

The brake switch is equipped with three sets of
contacts, one normally open and the other two nor-
mally closed (brakes disengaged). The PCM sends a
12 volt signal to one of the normally closed contacts
in the brake switch, which is returned to the PCM as
a brake switch state signal. With the contacts closed,
the 12 volt signal is pulled to ground causing the sig-
nal to go low. The low voltage signal, monitored by
the PCM, indicates that the brakes are not applied.
When the brakes are applied, the contacts open,
causing the PCM's output brake signal to go high,
disengaging the speed control, cutting off PCM power
to the speed control solenoids.
The second set of normally closed contacts supplies
12 volts from the PCM any time speed control is
turned on. Through the brake switch, current is
routed to the speed control servo solenoids. The
speed control solenoids (vacuum, vent and dump) are
provided this current any time the speed control is
ON and the brakes are disengaged.
When the driver applies the brakes, the contacts
open and current is interrupted to the solenoids. The
normally open contacts are fed battery voltage. When
the brakes are applied, battery voltage is supplied to
the brake lamps.
DIAGNOSIS AND TESTING - BRAKE LAMP
SWITCH
The brake lamp switch can be tested with an ohm-
meter. The ohmmeter is used to check continuity
between the pin terminals (Fig. 1).
SWITCH CIRCUIT IDENTIFICATION
²Terminals 1 and 2: brake lamp circuit
²Terminals 3 and 4: RWAL/ABS module and Pow-
ertrain Control Module (PCM) circuit
²Terminals 5 and 6: speed control circuit
SWITCH CONTINUITY TEST
NOTE: Disconnect switch harness before testing
switch continuity.
With switch plunger extended, attach test leads to
pins 1 and 2. Replace switch if meter indicates no
continuity.
With switch plunger retracted, attach test leads to
pins 3 and 4. Replace switch if meter indicates no
continuity.
With switch plunger retracted, attach test leads to
pins 5 and 6. Replace switch if meter indicates no
continuity.
REMOVAL
(1) Remove knee bolster for access to brake lamp
switch and pedal.
(2) Disconnect switch harness (Fig. 2) .
(3) Press and hold brake pedal in applied position.
(4) Rotate switch counterclockwise about 30É to
align switch lock tabs with notch in bracket.
(5) Pull switch rearward out of mounting bracket
and release brake pedal.
Fig. 1 Brake Lamp Switch Terminal Identification
1 - TERMINAL PINS
2 - PLUNGER TEST POSITIONS
Fig. 2 Brake Lamp Switch & Harness Connector
1 - BRAKE LIGHT SWITCH
2 - SWITCH BRACKET
3 - HARNESS CONNECTOR
4 - SWITCH LEVER
BR/BELAMPS/LIGHTING - EXTERIOR 8L - 5
BRAKE LAMP SWITCH (Continued)

HEADLAMP RELAY
DESCRIPTION
The headlamp (or security) relay is located in the
Power Distribution Center (PDC) near the battery in
the engine compartment (Fig. 14). See the fuse and
relay layout label affixed to the inside surface of the
PDC cover for headlamp relay identification and loca-
tion. The headlamp relay is a conventional Interna-
tional Standards Organization (ISO) micro relay.
Relays conforming to the ISO specifications have
common physical dimensions, current capacities, ter-
minal patterns, and terminal functions. The relay is
contained within a small, rectangular, molded plastic
housing. The relay is connected to all of the required
inputs and outputs through its PDC receptacle by
five male spade-type terminals that extend from the
bottom of the relay base. The ISO designation for
each terminal is molded into the base adjacent to the
terminal. The ISO terminal designations are as fol-
lows:
²30 (Common Feed)- This terminal is con-
nected to the movable contact point of the relay.
²85 (Coil Ground)- This terminal is connected
to the ground feed side of the relay control coil.
²86 (Coil Battery)- This terminal is connected
to the battery feed side of the relay control coil.
²87 (Normally Open)- This terminal is con-
nected to the normally open fixed contact point of the
relay.
²87A (Normally Closed)- This terminal is con-
nected to the normally closed fixed contact point of
the relay.
The headlamp relay cannot be adjusted or
repaired. If the relay is damaged or faulty, it must be
replaced.
OPERATION
The headlamp (or security) relay is an electrome-
chanical switch that uses a low current input from
the high-line or premium Central Timer Module
(CTM) to control a high current output to the head-
lamps. The movable common feed contact point is
held against the fixed normally closed contact point
by spring pressure. When the relay coil is energized,
an electromagnetic field is produced by the coil wind-
ings. This electromagnetic field draws the movable
relay contact point away from the fixed normally
closed contact point, and holds it against the fixed
normally open contact point. When the relay coil is
de-energized, spring pressure returns the movable
contact point back against the fixed normally closed
contact point. A resistor or diode is connected in par-
allel with the relay coil in the relay, and helps to dis-
sipate voltage spikes and electromagnetic
interference that can be generated as the electromag-
netic field of the relay coil collapses.
The headlamp relay terminals are connected to the
vehicle electrical system through a connector recepta-
cle in the Power Distribution Center (PDC). The
inputs and outputs of the headlamp relay include:
²The common feed terminal (30) is connected to
ground at all times through a take out and eyelet
terminal connector of the right headlamp and dash
wire harness that is secured by a ground screw to
the left fender inner shield near the PDC in the
engine compartment.
²The coil ground terminal (85) is connected to the
Central Timer Module (CTM) through the security
relay control circuit. The CTM energizes the head-
lamp relay control coil by internally pulling this cir-
cuit to ground.
²The coil battery terminal (86) is connected to
battery current at all times through a fused B(+) cir-
cuit that is internal to the PDC.
²The normally open terminal (87) is connected to
the headlamps at all times through the beam select
switch low beam output circuit. This circuit provides
a path to ground for the headlamps through the com-
mon feed terminal when the headlamp relay control
coil is energized by the CTM.
²The normally closed terminal (87A) is not con-
nected to any circuit in this application, but is
grounded through the common feed terminal when
the headlamp relay control coil is de-energized.
The headlamp relay can be diagnosed using con-
ventional diagnostic tools and methods.
DIAGNOSIS AND TESTING - HEADLAMP RELAY
The headlamp (or security) relay (Fig. 15) is
located in the Power Distribution Center (PDC) near
the battery in the engine compartment. See the fuse
and relay layout label affixed to the inside surface of
Fig. 14 Power Distribution Center
1 - COVER
2 - POWER DISTRIBUTION CENTER
BR/BELAMPS/LIGHTING - EXTERIOR 8L - 17

the PDC cover for headlamp relay identification and
location. 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.
(1) Remove the headlamp relay from the PDC.
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING -
EXTERIOR/HEADLAMP RELAY - REMOVAL).
(2) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 3. If not OK, replace the faulty relay.
(3) Resistance between terminals 85 and 86 (elec-
tromagnet) should be 75   5 ohms. If OK, go to Step
4. If not OK, replace the faulty relay.
(4) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, test the relay input and output cir-
cuits. If not OK, replace the faulty relay.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Unlatch and remove the cover from the Power
Distribution Center (PDC) (Fig. 16).
(3) See the fuse and relay layout label affixed to
the underside of the PDC cover for headlamp (or
security) relay identification and location.
(4) Remove the headlamp relay by grasping it
firmly and pulling it straight out from the receptacle
in the PDC.
INSTALLATION
(1) See the fuse and relay layout label affixed to
the underside of the PDC cover for the proper head-
lamp (or security) relay location.
(2) Position the headlamp relay in the proper
receptacle in the PDC.
(3) Align the headlamp relay terminals with the
terminal cavities in the PDC receptacle.
(4) Push firmly and evenly on the top of the head-
lamp relay until the terminals are fully seated in the
terminal cavities in the PDC receptacle.
(5) Reinstall and latch the cover onto the PDC.
(6) Connect the battery negative cable.
HEADLAMP SWITCH
DESCRIPTION
The headlamp switch module is located on the
instrument panel. The headlamp switch controls the
parking lamps, and the headlamps. A separate switch
in the module controls the interior lamps and instru-
ment cluster illumination. This switch also contains
a rheostat for controlling the illumination level of the
cluster lamps.
OPERATION
The headlamp switch has an off position, a parking
lamp position, and a headlamp on position. High
beams are controlled by the multifunction switch on
the steering column. The headlamp switch cannot be
repaired. It must be replaced.
Fig. 15 Headlamp Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED
Fig. 16 Power Distribution Center
1 - COVER
2 - POWER DISTRIBUTION CENTER
8L - 18 LAMPS/LIGHTING - EXTERIORBR/BE
HEADLAMP RELAY (Continued)

using the U.S./Metric push button. The displayed
temperature is not an instant reading of conditions,
but an average temperature. It may take the ther-
mometer display several minutes to respond to a
major temperature change, such as driving out of a
heated garage into winter temperatures.
When the ignition switch is turned to the Off posi-
tion, the last displayed temperature reading stays in
the thermometer unit memory. When the ignition
switch is turned to the On position again, the ther-
mometer will display the memory temperature if the
engine coolant temperature is above about 43É C
(109É F). If the engine coolant temperature is below
about 43É C (109É F), the thermometer will display
the actual temperature sensed by the ambient tem-
perature sensor. The thermometer temperature dis-
play update interval varies with the vehicle speed;
therefore, if the temperature reading seems inaccu-
rate, drive the vehicle for at least three minutes
while maintaining a speed of 48 kilometers-per-hour
(30 miles-per-hour) or higher.
The thermometer function is supported by an
ambient temperature sensor. The sensor is mounted
outside the passenger compartment near the front
and center of the vehicle, and is hard wired to the
module. The ambient temperature sensor is available
as a separate service item.
STANDARD PROCEDURE
STANDARD PROCEDURE - COMPASS
CALIBRATION
CAUTION: Do not place any external magnets, such
as magnetic roof mount antennas, in the vicinity of
the compass. Do not use magnetic tools when ser-
vicing the overhead console.
The electronic compass unit features a self-cali-
brating design, which simplifies the calibration pro-
cedure. This feature automatically updates the
compass calibration while the vehicle is being driven.
This allows the compass unit to compensate for small
changes in the residual magnetism that the vehicle
may acquire during normal use. If the compass read-
ings appear to be erratic or out of calibration, per-
form the following calibration procedure. Also, new
service replacement compass mini-trip computer
modules must have their compass calibrated using
this procedure. Do not attempt to calibrate the com-
pass near large metal objects such as other vehicles,
large buildings, or bridges; or, near overhead or
underground power lines.
(1) Start the engine. If the compass/temperature
data is not currently being displayed, momentarily
depress and release the Step push button to stepthrough the display options until you have reached
the compass/temperature display.
(2) Depress both the U.S./Metric and the Step
push buttons at the same time for more than six sec-
onds, until ªCALº appears in the display, then release
both push buttons. The ªCALº in the display indi-
cates that the compass is in the calibration mode.
(3) Drive the vehicle on a level surface, at least
fifty feet away from large metal objects and power
lines, in all four compass directions, such as driving
around a city block several times or driving in two to
three complete circles at a slow to medium speed.
(4) When the calibration is successfully completed,
ªCALº will disappear from the display and normal
compass mini-trip computer operation will resume.
NOTE: If the ªCALº message remains in the display,
either there is excessive magnetism near the com-
pass, or the unit is faulty. Repeat the calibration
procedure at least one more time.
NOTE: If the wrong direction is still indicated in the
compass display, the area selected for calibration
may be too close to a strong magnetic field. Repeat
the calibration procedure in another location.
STANDARD PROCEDURE - COMPASS
VARIATION ADJUSTMENT
Compass variance, also known as magnetic decli-
nation, is the difference in angle between magnetic
north and true geographic north. In some geographic
locations, the difference between magnetic and geo-
graphic north is great enough to cause the compass
to give false readings. If this problem occurs, the
compass variance must be set. There are two meth-
ods that can be used to enter this information into
the compass mini-trip computer module. They are
the zone method and the direct method.
ZONE METHOD
(1) Using the Variance Settings map, find your
geographic location and note the zone number (Fig.
2).
(2) Turn the ignition switch to the On position. If
the compass/temperature data is not currently being
displayed, momentarily depress and release the Step
push button to step through the display options until
you have reached the compass/temperature display.
(3) Depress both the U.S./Metric and the Step
push buttons at the same time and hold them down
for more than 100 milliseconds, but not more than
one second. The compass mini-trip computer will
enter the variation adjustment mode and ªVARº
along with the current variance zone will appear in
the display.
8M - 4 MESSAGE SYSTEMSBR/BE
OVERHEAD CONSOLE (Continued)

POWER SYSTEMS
TABLE OF CONTENTS
page page
POWER LOCKS............................ 1
POWER MIRRORS........................ 11POWER SEAT SYSTEM..................... 16
POWER WINDOWS........................ 23
POWER LOCKS
TABLE OF CONTENTS
page page
POWER LOCKS
DESCRIPTION
DESCRIPTION - POWER LOCKS..........1
DESCRIPTION - REMOTE KEYLESS ENTRY
SYSTEM.............................2
OPERATION
OPERATION - POWER LOCKS............3
OPERATION - REMOTE KEYLESS ENTRY
SYSTEM.............................4
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - POWER
LOCKS..............................4
DIAGNOSIS AND TESTING - POWER LOCK
& REMOTE KEYLESS ENTRY SYSTEM.....5
DOOR CYLINDER LOCK SWITCH
DESCRIPTION..........................5
OPERATION............................5
DIAGNOSIS AND TESTING - DOOR
CYLINDER LOCK SWITCH...............6
REMOVAL.............................6
INSTALLATION..........................6POWER LOCK MOTOR
DESCRIPTION..........................7
OPERATION............................7
DIAGNOSIS AND TESTING - POWER LOCK
MOTOR ..............................7
REMOTE KEYLESS ENTRY TRANSMITTER
DESCRIPTION..........................7
OPERATION............................8
DIAGNOSIS AND TESTING - REMOTE
KEYLESS ENTRY TRANSMITTER..........8
STANDARD PROCEDURE
STANDARD PROCEDURE - RKE
TRANSMITTER PROGRAMMING...........8
STANDARD PROCEDURE - REMOTE
KEYLESS ENTRY TRANSMITTER
BATTERIES...........................8
POWER LOCK SWITCH
DESCRIPTION..........................8
OPERATION............................8
DIAGNOSIS AND TESTING - POWER LOCK
SWITCH.............................9
POWER LOCKS
DESCRIPTION
DESCRIPTION - POWER LOCKS
Two different power lock systems are offered as
optional factory-installed equipment on this model.
Both power lock systems are offered only on models
that are also equipped with power windows. On mod-
els without the optional Remote Keyless Entry (RKE)
system, a base version of the Central Timer Module
(CTM) is used. In this version of the power lock sys-
tem, the power lock switches provide the only controlover the operation of the power lock motors. On mod-
els with the optional RKE system, a high-line or pre-
mium version of the CTM is used to provide many
electronic features and conveniences that are not pos-
sible with the base version CTM. In this power lock
system, the power lock motors are controlled by the
microprocessor-based high-line or premium version of
the CTM based upon the CTM programming and
electronic message inputs received from other elec-
tronic modules in the vehicle over the Chrysler Col-
lision Detection (CCD) data bus network, Radio
Frequency (RF) inputs received from the RKE trans-
mitters, as well as many hard wired inputs.
BR/BEPOWER SYSTEMS 8N - 1