2002 DODGE RAM Service Repair Manual

automatic transmission air conditioning jack points rear view mirror service reset fuel filter location

Page 369 of 2255

DODGE RAM 2002 Service Repair Manual HARD WIRED OUTPUTS
The hard wired outputs of the CTM include the fol-
lowing:
²CCD bus± - high-line/premium version only
²CCD bus+ - high-line/premium version only
²Courtesy lamp switch output - h

HARD WIRED OUTPUTS
The hard wired outputs of the CTM include the fol-
lowing:
²CCD bus± - high-line/premium version only
²CCD bus+ - high-line/premium version only
²Courtesy lamp switch output - high-line/pre-
mium version only
²Door lock driver - high-line/premium version
only
²Door unlock driver - high-line/premium version
only
²Headlamp relay control - high-line/premium ver-
sion only
²Heated seat relay control - premium version
only
²Horn relay control - high-line/premium version
only
²VTSS indicator driver - high-line/premium ver-
sion only
²Wiper motor relay control
MESSAGING
The high-line/premium CTM uses the following
messages received from other electronic modules over
the CCD data bus:
²Airbag Deploy (ACM)
²Charging System Failure (PCM)
²Engine RPM (PCM)
²System Voltage (PCM)
²Vehicle Speed (PCM)
²Voltage Fault (PCM)
The high-line/premium CTM provides the following
messages to other electronic modules over the CCD
data bus:
²Engine Enable (PCM)
²Radio Seek Up (Radio)
²Radio Seek Down (Radio)
²Radio Volume Up (Radio)
²Radio Volume Down (Radio)
²Preset Scan (Radio)
DIAGNOSIS AND TESTING - CENTRAL TIMER
MODULE
The hard wired inputs to and outputs from the
Central Timer Module (CTM) may be diagnosed and
tested using conventional diagnostic tools and meth-
ods. Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, further details
on wire harness routing and retention, as well as
pin-out and location views for the various wire har-
ness connectors, splices and grounds.
However, conventional diagnostic methods may not
prove conclusive in the diagnosis of the high-line/pre-
mium CTM. In order to obtain conclusive testing of
the high-line/premium CTM, the Chrysler CollisionDetection (CCD) data bus network and all of the elec-
tronic modules that provide inputs to or receive out-
puts from the CTM must also be checked. The most
reliable, efficient, and accurate means to diagnose
the high-line/premium CTM, the CCD data bus net-
work, and the electronic modules that provide inputs
to or receive outputs from the high-line/premium
CTM requires the use of a DRBIIItscan tool and the
appropriate diagnostic information. The DRBIIIt
scan tool can provide confirmation that the CCD data
bus network is functional, that all of the electronic
modules are sending and receiving the proper mes-
sages over the CCD data bus, and that the CTM is
receiving the proper hard wired inputs and respond-
ing with the proper hard wired outputs needed to
perform its many functions.
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: The following tests may not prove conclu-
sive in the diagnosis of the high-line or premium
versions of the Central Timer Module (CTM). The
most reliable, efficient, and accurate means to diag-
nose the high-line or premium CTM requires the
use of a DRBIIITscan tool and the appropriate diag-
nostic information.
(1) Check the fused B(+) fuse (Fuse 13 - 10
ampere) in the Junction Block (JB). If OK, go to Step
2. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse.
(2) Check for battery voltage at the fused B(+) fuse
(Fuse 13 - 10 ampere) in the JB. If OK, go to Step 3.
If not OK, repair the open fused B(+) circuit between
the JB and the Power Distribution Center (PDC) as
required.
(3) For a base version CTM, check the fused igni-
tion switch output (st-run) fuse (Fuse 11 - 10 ampere)
in the JB. For a high-line/premium version CTM,
check the fused ignition switch output (run-acc) fuse
(Fuse6-25ampere) in the JB. If OK, go to Step 4. If
not OK, repair the shorted circuit or component as
required and replace the faulty fuse.
8E - 4 ELECTRONIC CONTROL MODULESBR/BE
CENTRAL TIMER MODULE (Continued)

Page 370 of 2255

DODGE RAM 2002 Service Repair Manual (4) Turn the ignition switch to the On position. For
a base version CTM, check for battery voltage at the
fused ignition switch output (st-run) fuse (Fuse 11 -
10 ampere) in the JB. For a high-line/pr

(4) Turn the ignition switch to the On position. For
a base version CTM, check for battery voltage at the
fused ignition switch output (st-run) fuse (Fuse 11 -
10 ampere) in the JB. For a high-line/premium ver-
sion CTM, check for battery voltage at the fused igni-
tion switch output (run-acc) fuse (Fuse6-25
ampere) in the JB. If OK, go to Step 5. If not OK,
repair the shorted circuit or component as required
and replace the faulty fuse.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the CTM from its mounting bracket to access
the CTM wire harness connector(s). Disconnect the
instrument panel wire harness connector(s) for the
CTM from the CTM connector receptacle(s). Check
the wire harness connectors and the CTM receptacles
for loose, corroded, or damaged terminals and pins. If
OK, go to Step 6. If not OK, repair as required.
(6) Check for continuity between the ground cir-
cuit cavity of the instrument panel wire harness con-
nector (Connector C1) for the CTM and a good
ground. For the high-line/premium version of the
CTM only, repeat the check between the ground cir-
cuit cavity of the instrument panel wire harness con-
nector (Connector C2) for the CTM and a good
ground. In each case, there should be continuity. If
OK, go to Step 7. If not OK, repair the open ground
circuit(s) to ground as required.
(7) Reconnect 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 CTM. If OK, go to Step 8. If not OK,
repair the open fused B(+) circuit between the CTM
and the JB as required.
(8) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (st-run) circuit cavity (base version) or fused
ignition switch output (run-acc) circuit cavity (high-
line/premium version) of the instrument panel wire
harness connector (Connector C1) for the CTM. If OK
with a base version CTM, replace the faulty CTM. If
OK with a high-line/premium version CTM, use a
DRBIIItscan tool and the appropriate diagnostic
information to perform further diagnosis of the CTM.
If not OK, repair the open fused ignition switch out-
put circuit between the CTM and the JB.
REMOVAL
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) Disconnect and isolate the battery negative
cable.
(2) Remove the steering column opening cover
from the instrument panel. (Refer to 23 - BODY/IN-
STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - REMOVAL).
(3) Remove the two screws that secure the Central
Timer Module (CTM) to the bracket on the inboard
side of the instrument panel steering column opening
(Fig. 3) or (Fig. 4).
(4) Pull the CTM into the instrument panel steer-
ing column opening far enough to access the instru-
ment panel wire harness connector(s).
Fig. 3 Central Timer Module (Base) Remove/Install
1 - SCREWS
2 - BRACKET
3 - WIRE HARNESS CONNECTOR
4 - CENTRAL TIMER MODULE
BR/BEELECTRONIC CONTROL MODULES 8E - 5
CENTRAL TIMER MODULE (Continued)

Page 371 of 2255

DODGE RAM 2002 Service Repair Manual (5) Disconnect the instrument panel wire harness
connector(s) (one connector for the base version CTM,
two connectors for the high-line/premium version)
from the CTM connector receptacle(s).
(6) Remov

(5) Disconnect the instrument panel wire harness
connector(s) (one connector for the base version CTM,
two connectors for the high-line/premium version)
from the CTM connector receptacle(s).
(6) Remove the CTM from the instrument panel.
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/premiumCTM 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 CD) data bus system is a multiplex system
used for vehicle communications on many
DaimlerChrysler Corporation vehicles. Within the con-
text 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 DaimlerChrysler vehicles use this prin-
ciple for communication between the various micro-
processor-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
8E - 6 ELECTRONIC CONTROL MODULESBR/BE
CENTRAL TIMER MODULE (Continued)

Page 372 of 2255

DODGE RAM 2002 Service Repair Manual In addition to reducing wire harness complexity,
component sensor current loads and controller hard-
ware, multiplexing offers a diagnostic advantage. A
multiplex system allows the information flowing

In addition to reducing wire harness complexity,
component sensor current loads and controller hard-
ware, multiplexing offers a diagnostic advantage. A
multiplex system allows the information flowing
between controllers to be monitored using a diagnos-
tic scan tool. The DaimlerChrysler system allows an
electronic control module to broadcast message data
out onto the bus where all other electronic control
modules can ªhearº the messages that are being sent.
When a module hears a message on the data bus
that it requires, it relays that message to its micro-
processor. Each module ignores the messages on the
data bus that are being sent to other electronic con-
trol modules.
With a diagnostic scan tool connected into the CCD
circuit, a technician is able to observe many of the
electronic control module function and message out-
puts while; at the same time, controlling many of the
sensor message inputs. The CCD data bus, along
with the use of a DRBIIItdiagnostic scan tool and a
logic-based approach to test procedures, as found in
the appropriate diagnostic procedures manuals,
allows the trained automotive technician to more eas-
ily, accurately and efficiently diagnose the many com-
plex and integrated electronic functions and features
found on today's vehicles.
OPERATION - CCD DATA BUS
The CCD data bus system was designed to run at a
7812.5 baud rate (or 7812.5 bits per second). In order
to successfully transmit and receive binary messages
over the CCD data bus, the system requires the fol-
lowing:
²Bus (+) and Bus (±) Circuits
²CCD Chips in Each Electronic Control Module
²Bus Bias and Termination
²Bus Messaging
²Bus Message Coding
Following are additional details of each of the
above system requirements.
BUS (+) AND BUS (±) CIRCUITS
The two wires (sometimes referred to as the ªtwist-
ed pairº) that comprise the CCD data bus are the D1
circuit [Bus (+)], and the D2 circuit [Bus (±)]. The9D9
in D1 and D2 identify these as diagnostic circuits.
Transmission and receipt of binary messages on the
CCD data bus is accomplished by cycling the voltage
differential between the Bus (+) and Bus (±) circuits.
The two data bus wires are twisted together in
order to shield the wires from the effects of any Elec-
tro-Magnetic Interference (EMI) from switched volt-
age sources. An induced EMI voltage can be
generated in any wire by a nearby switched voltage
or switched ground circuit. By twisting the data bus
wires together, the induced voltage spike (either upor down) affects both wires equally. Since both wires
are affected equally, a voltage differential still exists
between the Bus (+) and Bus (±) circuits, and the
data bus messages can still be broadcast or received.
The correct specification for data bus wire twisting is
one turn for every 44.45 millimeters (1 ô inches) of
wire.
CCD CHIPS
In order for an electronic control module to commu-
nicate on the CCD data bus, it must have a CCD
chip (Fig. 5). The CCD chip contains a differential
transmitter/receiver (or transceiver), which is used to
send and receive messages. Each module is wired in
parallel to the data bus through its CCD chip.
The differential transceiver sends messages by
using two current drivers: one current source driver,
and one current sink driver. The current drivers are
matched and allow 0.006 ampere to flow through the
data bus circuits. When the transceiver drivers are
turned On, the Bus (+) voltage increases slightly, and
the Bus (±) voltage decreases slightly. By cycling the
drivers On and Off, the CCD chip causes the voltage
on the data bus circuit to fluctuate to reflect the mes-
sage.
Once a message is broadcast over the CCD data
bus, all electronic control modules on the data bus
have the ability to receive it through their CCD chip.
Reception of CCD messages is also carried out by the
transceiver in the CCD chip. The transceiver moni-
tors the voltage on the data bus for any fluctuations.
When data bus voltage fluctuations are detected,
they are interpreted by the transceiver as binary
messages and sent to the electronic control module's
microprocessor.
Fig. 5 CCD Chip
BR/BEELECTRONIC CONTROL MODULES 8E - 7
COMMUNICATION (Continued)

Page 373 of 2255

DODGE RAM 2002 Service Repair Manual BUS BIAS AND TERMINATION
The voltage network used by the CCD data bus to
transmit messages requires both bias and termina-
tion. At least one electronic control module on the
data bus must provide a v

BUS BIAS AND TERMINATION
The voltage network used by the CCD data bus to
transmit messages requires both bias and termina-
tion. At least one electronic control module on the
data bus must provide a voltage source for the CCD
data bus network known as bus bias, and there must
be at least one bus termination point for the data bus
circuit to be complete. However, while bias and ter-
mination are both required for data bus operation,
they both do not have to be within the same elec-
tronic control module. The CCD data bus is biased to
approximately 2.5 volts. With each of the electronic
control modules wired in parallel to the data bus, all
modules utilize the same bus bias. Therefore, based
upon vehicle options, the data bus can accommodate
two or twenty electronic control modules without
affecting bus voltage.
The power supplied to the data bus is known as
bus biasing. Bus bias is provided through a series cir-
cuit. To properly bias the data bus circuits, a 5 volt
supply is provided through a 13 kilohm resistor to
the Bus (±) circuit (Fig. 6). Voltage from the Bus (±)
circuit flows through a 120 ohm termination resistor
to the Bus (+) circuit. The Bus (+) circuit is grounded
through another 13 kilohm resistor. While at least
one termination resistor is required for the system to
operate, most DaimlerChrysler systems use two. The
second termination resistor serves as a backup (Fig.
7). The termination resistor provides a path for the
bus bias voltage. Without a termination point, volt-
age biasing would not occur. Voltage would go to 5
volts on one bus wire and 0 volts on the other bus
wire.The voltage drop through the termination resistor
creates 2.51 volts on Bus (±), and 2.49 volts on Bus
(+). The voltage difference between the two circuits is
0.02 volts. When the data bus voltage differential is a
steady 0.02 volts, the CCD system is considered
ªidle.º When no input is received from any module
and the ignition switch is in the Off position for a
pre-programmed length of time, the bus data
becomes inactive or enters the ºsleep mode.º Elec-
tronic control modules that provide bus bias can be
programmed to ºwake upº the data bus and become
active upon receiving any predetermined input or
when the ignition switch is turned to the On posi-
tion.
BUS MESSAGING
The electronic control modules used in the CCD
data bus system contain microprocessors. Digital sig-
nals are the means by which microprocessors operate
internally and communicate messages to other micro-
processors. Digital signals are limited to two states,
voltage high or voltage low, corresponding to either a
one or a zero. Unlike conventional binary code, the
CCD data bus systems translate a small voltage dif-
ference as a one (1), and a larger voltage difference
as a zero (0). The use of the 0 and 1 is referred to as
binary coding. Each binary number is called a bit,
and eight bits make up a byte. For example:
01011101 represents a message. The controllers in
the multiplex system are able to send thousands of
these bytes strung together to communicate a variety
of messages. Through the use of binary data trans-
mission, all electronic control modules on the data
bus can communicate with each other.
The microprocessors in the CCD data bus system
translate the binary messages into Hexadecimal
Code (or Hex Code). Hex code is the means by which
microprocessors communicate and interpret mes-
sages. When fault codes are received by the DRBIIIt
scan tool, they are translated into text for display on
the DRBIIItscreen. Although not displayed by the
DRBIIItfor Body Systems, hex codes are shown by
the DRBIIItfor Engine System faults.
When the microprocessor signals the transceiver in
the CCD chip to broadcast a message, the transceiver
turns the current drivers On and Off, which cycles
the voltage on the CCD data bus circuits to corre-
spond to the message. At idle, the CCD system rec-
ognizes the 0.02 voltage differential as a binary bit 1.
When the current drivers are actuated, the voltage
differential from idle must increase by 0.02 volt for
the CCD system to recognize a binary bit 0 (Fig. 8).
The nominal voltage differential for a 0 bit is 0.100
volts. However, data bus voltage differentials can
range anywhere between 0.02 and 0.120 volt.
Fig. 6 Bus Biasing
8E - 8 ELECTRONIC CONTROL MODULESBR/BE
COMMUNICATION (Continued)

Page 374 of 2255

DODGE RAM 2002 Service Repair Manual BUS MESSAGE CODING
The first part of a data bus message has an Iden-
tification (ID) byte. The ID byte contains message
priority, message identification, message content and
message length information

Page 375 of 2255

DODGE RAM 2002 Service Repair Manual MESSAGE IDENTIFICATION
Because messages are broadcast over the data bus,
all modules can receive them, yet not all modules
need all messages. In order to enhance microproces-
sor speed, unneeded messa

Page 376 of 2255

DODGE RAM 2002 Service Repair Manual 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-

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 information 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 and Malfunction Indicator
Lamp (MIL) Illuminated
²Instrument Cluster Gauges (All) Inoperative
²No Compass Mini-Trip Computer (CMTC) Oper-
ation (if equipped)
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
²ABS Warning Lamp
²Brake Warning Lamp
REMOVAL
(1) Disconnect battery negative cable.
Fig. 10 RWAL CAB
1-RWALCAB
BR/BEELECTRONIC CONTROL MODULES 8E - 11
COMMUNICATION (Continued)

Load next 8 pages

Page: < prev 1-10 ... 337-344 345-352 353-360 361-368 369-376 377-384 385-392 393-400 401-408 ... 2256 next >

spare tire wheelbase phone USB windshield wipers lumbar support