2002 DODGE RAM buttons

RADIO
DESCRIPTION
Available factory-installed radio receivers for this
model include an AM/FM/cassette (RAS sales code),
an AM/FM/CD/3-band graphic equalizer (RBR sales
code), or an AM/FM/CD/cassette/3-band graphic
equalizer (RAZ sales code). The factory-installed RAZ
sales code radio receivers can also communicate on
the Chrysler Collision Detection (CCD) data bus net-
work through a separate two-way wire harness con-
nector. All factory-installed receivers are stereo
Electronically Tuned Radios (ETR) and include an
electronic digital clock function.
These radio receivers can only be serviced by an
authorized radio repair station. See the latest War-
ranty Policies and Procedures manual for a current
listing of authorized radio repair stations.
All vehicles are equipped with an Ignition-Off
Draw (IOD) fuse that is removed when the vehicle is
shipped from the factory. This fuse feeds various
accessories that require battery current when the
ignition switch is in the Off position, including the
clock. The IOD fuse is removed to prevent battery
discharge during vehicle storage.
When removing or installing the IOD fuse, it is
important that the ignition switch be in the Off posi-
tion. Failure to place the ignition switch in the Off
position can cause the radio display to become scram-
bled when the IOD fuse is removed and replaced.
Removing and replacing the IOD fuse again, with the
ignition switch in the Off position, will correct the
scrambled display condition.
The IOD fuse should be checked if the radio or
clock displays are inoperative. The IOD fuse is
located in the junction block. Refer to the fuse layout
label on the back of the instrument panel fuse access
panel for IOD fuse identification and location.
OPERATION
The radio receiver operates on fused battery cur-
rent that is available only when the ignition switch is
in the On or Accessory positions. The electronic digi-
tal clock function of the radio operates on fused bat-
tery current supplied through the IOD fuse,
regardless of the ignition switch position.
For more information on the features, setting pro-
cedures, and control functions for each of the avail-
able factory-installed radio receivers, see the owner's
manual in the vehicle glove box. For complete circuit
diagrams, refer to the appropriate wiring informa-
tion. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures,
details of wire harness routing and retention, connec-
tor pin-out information and location views for the
various wire harness connectors, splices and grounds.
DIAGNOSIS AND TESTING - RADIO
If the vehicle is equipped with the optional remote
radio switches located on the steering wheel and the
problem being diagnosed is related to one of the
symptoms listed below, be certain to check the
remote radio switches and circuits. Refer to Audio,
Remote Radio Switch prior to attempting radio diag-
nosis or repair.
²Stations changing with no remote radio switch
input
²Radio memory presets not working properly
²Volume changes with no remote radio switch
input
²Remote radio switch buttons taking on other
functions
²CD player skipping tracks
²Remote radio switch inoperative.
For complete circuit diagrams, refer to the appro-
priate wiring information. The wiring information
includes wiring diagrams, proper wire and connector
repair procedures, details of wire harness routing
and retention, connector pin-out information and
location views for the various wire harness connec-
tors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO ELECTRICAL, RESTRAINTS
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
CAUTION: The speaker output of the radio receiver
is a ªfloating groundº system. Do not allow any
speaker lead to short to ground, as damage to the
radio receiver may result.
(1) Check the fused B(+) fuse in the junction block.
If OK, go to Step 2. If not OK, repair the shorted cir-
cuit or component as required and replace the faulty
fuse.
(2) Check for battery voltage at the fused B(+) fuse
in the junction block. If OK, go to Step 3. If not OK,
repair the open fused B(+) circuit to the Power Dis-
tribution Center (PDC) as required.
(3) Check the fused ignition switch output (acc/
run) fuse in the junction block. If OK, go to Step 4. If
not OK, repair the shorted circuit or component as
required and replace the faulty fuse(s).
(4) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (acc/run) fuse in the junction block. If OK, go
to Step 5. If not OK, repair the open fused ignition
8A - 10 AUDIOBR/BE

thirty-five milliamperes, isolate each circuit using the
fuse and circuit breaker remove-and-replace process
in Step 5. The multi-meter reading will drop to
within the acceptable limit when the source of the
excessive current draw is disconnected. Repair this
circuit as required; whether a wiring short, incorrect
switch adjustment, or a component failure is at fault.
STANDARD PROCEDURE - USING
MIDTRONICS ELECTRICAL TESTER
Always use the Midtronics Instruction Manual that
was supplied with the tester as a reference. If the
Instruction Manual is not available the following pro-
cedure can be used:
WARNING: ALWAYS WEAR APPROPRIATE EYE
PROTECTION AND USE EXTREME CAUTION WHEN
WORKING WITH BATTERIES.
BATTERY TESTING
(1) If testing the battery OUT-OF-VEHICLE, clean
the battery terminals with a wire brush before test-
ing. If the battery is equipped with side post termi-
nals, install and tighten the supplied lead terminal
stud adapters. Do not use steel bolts. Failure to prop-
erly install the stud adapters, or using stud adapters
that are dirty or worn-out may result in false test
readings.
(2) If testing the battery IN-THE-VEHICLE, make
certain all of the vehicle accessory loads are OFF,
including the ignition.The preferred test positionis at the battery terminal. If the battery is not
accessible, you may test using both the positive and
negative jumper posts. Select TESTING AT JUMPER
POST when connecting to that location.
(3) Connect the tester to (Fig. 14) the battery or
jumper posts, the red clamp to positive (+) and the
black clamp to negative (±).
NOTE: Multiple batteries connected in parallel must
have the ground cable disconnected to perform a
battery test. Failure to disconnect may result in
false battery test readings.
NOTE: When testing the battery in a PT Cruiser,
always test at the battery terminals
(4) Using the ARROW key selectinoroutof vehi-
cle testing and press ENTER to make a selection.
(5) If not selected, choose the Cold Cranking Amp
(CCA) battery rating. Or select the appropriate bat-
tery rating for your area (see menu). The tester will
then run its self programmed test of the battery and
display the results. Refer to the test result table
noted below.
CAUTION: If REPLACE BATTERY is the result of the
test, this may mean a poor connection between the
vehicle's cables and battery exists. After discon-
necting the vehicle's battery cables from the bat-
tery, retest the battery using the OUT-OF-VEHICLE
test before replacing.
(6) While viewing the battery test result, press the
CODE button and the tester will prompt you for the
last 4 digits of the VIN. Use the UP/DOWN arrow
buttons to scroll to the correct character; then press
ENTER to select and move to the next digit. Then
press the ENTER button to view the SERVICE
CODE. Pressing the CODE button a second time will
return you to the test results.
BATTERY TEST RESULTS
GOOD BATTERY Return to service
GOOD - RECHARGE Fully charge battery and
return to service
CHARGE & RETEST Fully charge battery and
retest battery
REPLACE BATTERY Replace the battery and
retest complete system
BAD-CELL REPLACE Replace the battery and
retest complete system
NOTE: The SERVICE CODE is required on every
warranty claim submitted for battery replacement.
Fig. 14 MIDTRONICS BATTERY AND CHARGING
SYSTEM TESTER - Micro420
BR/BEBATTERY SYSTEM 8F - 15
BATTERY (Continued)

MESSAGE SYSTEMS
TABLE OF CONTENTS
page page
OVERHEAD CONSOLE
DESCRIPTION..........................1
STANDARD PROCEDURE
STANDARD PROCEDURE - COMPASS
CALIBRATION.........................4
STANDARD PROCEDURE - COMPASS
VARIATION ADJUSTMENT................4
STANDARD PROCEDURE - COMPASS
DEMAGNETIZING......................5
REMOVAL
OVERHEAD CONSOLE REMOVAL.........6
DISASSEMBLY
OVERHEAD CONSOLE DISASSEMBLY......7
ASSEMBLY
OVERHEAD CONSOLE ASSEMBLY........8
INSTALLATION
OVERHEAD CONSOLE INSTALLATION......8SPECIAL TOOLS
OVERHEAD CONSOLE SPECIAL TOOL.....9
COMPASS/MINI-TRIP COMPUTER
DESCRIPTION..........................9
OPERATION............................9
DIAGNOSIS AND TESTING - COMPASS
MINI-TRIP COMPUTER.................10
REMOVAL.............................11
INSTALLATION.........................11
AMBIENT TEMP SENSOR
DESCRIPTION.........................12
OPERATION...........................12
DIAGNOSIS AND TESTING - AMBIENT
TEMPERATURE SENSOR...............12
REMOVAL.............................12
INSTALLATION.........................13
OVERHEAD CONSOLE
DESCRIPTION
Three different overhead console units are avail-
able factory-installed options on this model, base,
premium and premium with vehicle theft security.
The base overhead console unit features a garage
door opener storage bin, a sunglasses storage bin and
two reading and courtesy lamps. The premium over-
head console has all of the features of the base unit,
but adds a compass mini-trip computer and/or vehi-
cle theft security LED. See the owner's manual in
the vehicle glove box for more information on the fea-
tures, use and operation of all of the overhead con-
sole components and systems. Refer toOverhead
Consolein the Contents of Wiring Diagrams for
complete circuit diagrams.
The premium overhead console (Fig. 1) includes
two front-mounted reading and courtesy lamps, a
garage door opener storage bin, and a sunglasses
storage bin. The premium overhead console includesa compass mini-trip computer. The base overhead
console uses the same overhead console housing, but
has a computer cover plug installed in place of the
compass mini-trip computer display module lens and
push buttons.
The rear of the overhead console is secured to two
rear mounting holes in the inner roof panel by two
plastic hook formations that are integral to the over-
head console housing. The front of the overhead con-
sole is secured to the two front mounting holes of the
inner roof panel by two plastic latches that are inte-
gral to the overhead console housing. A single electri-
cal connection joins the overhead console wire
harness to the roof wire harness for both the base
and premium overhead console units.
Following are general descriptions of the major
components used in the overhead console. See the
owner's manual in the vehicle glove box for more
information on the use and operation of the various
overhead console features.
BR/BEMESSAGE SYSTEMS 8M - 1

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)

(4) Momentarily depress and release the Step push
button to step through the zone numbers, until the
zone number for your geographic location appears in
the display.
(5) After five seconds, the displayed zone will auto-
matically be set in the compass mini-trip computer
module memory and normal operation will resume.
(6) Confirm that the correct directions are now
indicated by the compass.
DIRECT METHOD
(1) Turn the vehicle so it is headed in either the
north or south direction. The vehicle must be headed
within 45 degrees of north or south for this procedure
to work. The vehicle may be moving or stationary.
(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.
(4) Within the next five seconds, momentarily
depress and release the U.S./Metric push button. The
variance zone will automatically be set in the com-pass mini-trip computer module memory and normal
operation will resume.
(5) If the ªVARº in the display flashes twice before
the compass mini-trip computer module resumes nor-
mal operation, the new variance zone setting was not
accepted. Reorient the vehicle so it is headed within
45 degrees of north or south and repeat this proce-
dure.
STANDARD PROCEDURE - COMPASS
DEMAGNETIZING
A degaussing tool (Special Tool 6029) is used to
demagnetize, or degauss, the overhead console for-
ward mounting screw and the roof panel above the
overhead console. Equivalent units must be rated as
continuous duty for 110/115 volts and 60 Hz. They
must also have a field strength of over 350 gauss at 7
millimeters (0.25 inch) beyond the tip of the probe.
To demagnetize the roof panel and the overhead
console forward mounting screw, proceed as follows:
(1) Be certain that the ignition switch is in the Off
position, before you begin the demagnetizing proce-
dure.
(2) Connect the degaussing tool to an electrical
outlet, while keeping the tool at least 61 centimeters
(2 feet) away from the compass unit.
(3) Slowly approach the head of the overhead con-
sole forward mounting screw with the degaussing
tool connected.
Fig. 2 Variance Settings
BR/BEMESSAGE SYSTEMS 8M - 5
OVERHEAD CONSOLE (Continued)

will return to the last function being displayed before
the ignition was turned to the Off position. With the
ignition switch in the On position, momentarily
depressing and releasing the Step push button switch
will cause the compass-mini-trip computer to change
its mode of operation, and momentarily depressing
and releasing the U.S./Metric push button will cause
the unit to toggle between U.S. and Metric measure-
ments. While in either compass mode, depressing the
U.S./Metric push button for more than ten seconds
will toggle the display between the compass/temper-
ature and the compass/compass in degrees modes.
This compass mini-trip computer features several
functions that can be reset. If both the Step and U.S./
Metric push buttons are depressed at the same time
with the ignition switch in the On position, the trip
computer information that can be reset is reset.
Depressing and releasing the Step and U.S./Metric
push buttons at the same time for more than 100
milliseconds, but not more than one second while in
any display mode (except the compass/temperature
mode) will cause a local reset. A local reset affects
only the function currently displayed. See the Reset
Chart below for more information on this feature.
Performing a local reset while in the compass/tem-
perature mode enters the module into the compass
variance setting mode.
Depressing and releasing the Step and U.S./Metric
push buttons at the same time for more than two
seconds while in any display mode (except the com-
pass/temperature mode) will cause a global reset. A
global reset changes all of the trip computer func-
tions that can be reset.
For more information on the features and control
functions of the compass mini-trip computer, see the
owner's manual in the vehicle glove box.
DIAGNOSIS AND TESTING - COMPASS
MINI-TRIP COMPUTER
If the problem with the compass mini-trip com-
puter module is an inoperative security indicator
lamp, refer toSecurity Indicator Lampin Vehicle
Theft/Security Systems. If the problem with the com-
pass mini-trip computer module is an ªOCº or ªSCº in
the compass/thermometer display, refer toAmbient
Temperature Sensorin this section. If the problem
with the compass mini-trip computer module is an
inaccurate or scrambled display, refer toCMTC Self-
Diagnostic Testin this section. If the problem with
the compass mini-trip computer module is incorrect
Vacuum Fluorescent Display (VFD) dimming levels,
use a DRBtscan tool and the proper Diagnostic Pro-
cedures manual to test for the correct dimming mes-
sage inputs being received from the instrument
cluster over the Chrysler Collision Detection (CCD)
data bus. If the problem is a no-display condition,use the following procedures. For complete circuit
diagrams, refer toOverhead Consolein the Con-
tents of Wiring Diagrams.
(1) Check the fused B(+) fuse in the junction block.
If OK, go to Step 2. If not OK, repair the shorted cir-
cuit or component as required and replace the faulty
fuse.
(2) Check for battery voltage at the fused B(+) fuse
in the junction block. If OK, go to Step 3. If not OK,
repair the open fused B(+) circuit to the battery as
required.
(3) Check the fused ignition switch output (run/
start) fuse in the junction block. If OK, go to Step 4.
If not OK, repair the shorted circuit or component as
required and replace the faulty fuse.
(4) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run/start) fuse in the junction block. If OK,
go to Step 5. If not OK, repair the open fused ignition
switch output (run/start) circuit to the ignition switch
as required.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the overhead console. Check for continuity
between the ground circuit cavities of the roof wire
harness connector for the overhead console and a
good ground. There should be continuity. If OK, go to
Step 6. If not OK, repair the open ground circuit to
ground as required.
(6) Connect the battery negative cable. Check for
battery voltage at the fused B(+) circuit cavity of the
roof wire harness connector for the overhead console.
If OK, go to Step 7. If not OK, repair the open fused
B(+) circuit to the junction block fuse as required.
(7) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run/start) circuit cavity of the roof wire har-
ness connector for the overhead console. If OK, refer
toSelf-Diagnostic Testin the Diagnosis and Test-
ing section of this group for further diagnosis of the
compass mini-trip computer module and the CCD
data bus. If not OK, repair the open fused ignition
switch output (run/start) circuit to the junction block
fuse as required.
CMTC SELF-DIAGNOSTIC TEST
A self-diagnostic test is used to determine that the
compass mini-trip computer module is operating
properly electrically. Initiate the self-diagnostic test
as follows:
(1) With the ignition switch in the Off position,
simultaneously depress and hold the Step button and
the U.S./Metric button.
(2) Turn the ignition switch to the On position.
(3) Continue to hold both buttons depressed until
the compass mini-trip computer module enters the
8M - 10 MESSAGE SYSTEMSBR/BE
COMPASS/MINI-TRIP COMPUTER (Continued)

OPERATION - REMOTE KEYLESS ENTRY
SYSTEM
On vehicles with the Remote Keyless Entry (RKE)
system, the power locks can be operated remotely
using the RKE transmitter. If the vehicle is so
equipped, the RKE transmitter also arms and dis-
arms the factory-installed Vehicle Theft Security Sys-
tem (VTSS). Three small, recessed buttons on the
outside of the transmitter case labelled Lock, Unlock,
and Panic allow the user to choose the function that
is desired. The RKE transmitter then sends the
appropriate Radio Frequency (RF) signal. An RF
receiver that is integral to the high-line or premium
version of the Central Timer Module (CTM) receives
the transmitted signal, then uses its internal elec-
tronic programming to determine whether the
received signal is valid and what function has been
requested. If the signal is valid, the CTM provides
the programmed features.
Besides operating the power lock system and arm-
ing or disarming the VTSS, the RKE system also
controls the following features:
²Horn Chirp- If this feature is enabled, the
CTM provides a horn chirp by internally pulling the
control coil of the horn relay to ground through a
hard wired circuit output.
²Illuminated Entry- The CTM provides illumi-
nated entry by internally controlling the current flow
to the courtesy lamps in the vehicle through a hard
wired output circuit.
²Panic Mode- The CTM provides the horn pulse
and headlight flash by internally pulling the control
coils of the horn relay and headlamp relay to ground
through hard wired circuit outputs. The CTM con-
trols the current flow to the courtesy lamps in the
vehicle through a hard wired output circuit. The
CTM also monitors the vehicle speed through elec-
tronic messages it receives from the Powertrain Con-
trol Module (PCM) over the Chrysler Collision
Detection (CCD) data bus network.
The RKE system operates on battery current
received through a fused B(+) circuit from a fuse in
the Junction Block (JB) so that the system remains
functional, regardless of the ignition switch position.
The RKE system can retain the vehicle access codes
of up to four RKE transmitters. The transmitter
codes are retained in RKE system memory, even if
the battery is disconnected. If a transmitter is faulty
or is lost, new transmitter vehicle access codes can be
programmed into the system using a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
Many of the electronic features in the vehicle con-
trolled or supported by the high-line or premium ver-
sions of the CTM are programmable using the
DRBIIItscan tool. In addition, the high-line/pre-
mium CTM software is Flash compatible, whichmeans it can be reprogrammed using Flash repro-
gramming procedures. However, if any of the CTM
hardware components are damaged or faulty, the
entire CTM unit must be replaced. The hard wired
inputs or outputs of the CTM can be diagnosed using
conventional diagnostic tools and methods; however,
for diagnosis of the high-line or premium versions of
the CTM or the CCD data bus, the use of a DRBIIIt
scan tool is required. Refer to the appropriate diag-
nostic information.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - POWER LOCKS
The following tests provide a preliminary diagnosis
for the power lock system usedonlyon vehicles
equipped with a base version of the Central Timer
Module (CTM). These testsdo notapply to the diag-
nosis of the power lock system used on vehicles
equipped with the optional Remote Keyless Entry
(RKE) system, which includes a high-line or premium
CTM. (Refer to 8 - ELECTRICAL/POWER LOCKS -
DIAGNOSIS AND TESTING - POWER LOCK &
REMOTE KEYLESS ENTRY SYSTEM). Refer to the
appropriate wiring information. The wiring informa-
tion includes wiring diagrams, proper wire and con-
nector 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.
PRELIMINARY TESTS
To begin this test, note the system operation while
you actuate both the Lock and Unlock functions with
the power lock switches. Then, proceed as follows:
²If the entire power lock system fails to function
with both of the power lock switches, check the fused
B(+) fuse in the Junction Block (JB). If the fuse is
OK, check the ground circuit between the driver side
power lock switch and ground (G301). If the ground
circuit is OK, proceed to the diagnosis of the power
lock motors. (Refer to 8 - ELECTRICAL/POWER
LOCKS/POWER LOCK MOTOR - DIAGNOSIS AND
TESTING).
²If the entire power lock system fails to function
with only one of the power lock switches, proceed to
diagnosis of the power lock switches. (Refer to 8 -
ELECTRICAL/POWER LOCKS/POWER LOCK
SWITCH - DIAGNOSIS AND TESTING).
²If only one power lock motor fails to operate
with both power lock switches, proceed to diagnosis
of the power lock motor. (Refer to 8 - ELECTRICAL/
POWER LOCKS/POWER LOCK MOTOR - DIAGNO-
SIS AND TESTING).
8N - 4 POWER LOCKSBR/BE
POWER LOCKS (Continued)

POWER LOCK MOTOR
DESCRIPTION
Models equipped with the optional power lock sys-
tem have a power operated door locking mechanism
located within each front door. The lock mechanisms
are actuated by a reversible electric power lock motor
that is integral to the door latch unit within each
front door. A single short pigtail wire with a molded
plastic connector insulator connects the door lock
motor to the vehicle electrical system through a take
out and connector of each front door wire harness.
The power lock motors cannot be adjusted or
repaired and, if faulty or damaged, the entire door
latch unit must be replaced.
OPERATION
On models with a base version of the Central
Timer Module (CTM), the power lock motor is con-
trolled by the battery and ground feeds from the
power lock switches. On models with the high-line or
premium versions of the CTM, the power lock motor
is controlled by the battery and ground feeds from
the power lock and unlock relays, which are integral
and internal to the high-line and premium versions
of the CTM. A positive and negative battery connec-
tion to the two motor terminals will cause the power
lock motor plunger to move in one direction. Revers-
ing the current through these same two connections
will cause the power lock motor plunger to move in
the opposite direction.
The power lock motors and circuits can be tested
using conventional diagnostic tools and methods.
DIAGNOSIS AND TESTING - POWER LOCK
MOTOR
On models with a base version of the Central
Timer Module (CTM), confirm proper power lock
switch operation before you proceed with this diagno-
sis. On models with a high-line or premium version
of the CTM, confirm proper power lock switch, power
lock switch output circuit, and CTM operation before
you proceed with this diagnosis. Remember, the
power lock switch controls the output to the power
lock motors on models with a base CTM, while the
CTM controls the output to the power lock motors on
models with a high-line or premium CTM. 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.
(1) Check each power lock motor for correct opera-
tion while moving the power lock switch to both theLock and Unlock positions. If both of the power lock
motors are inoperative, go to Step 2. If one power
lock motor is inoperative, go to Step 3.
(2) If both of the power lock motors are inopera-
tive, the problem may be caused by one shorted
motor. Disconnecting a shorted power lock motor
from the power lock circuit will allow the good power
lock motors to operate. Disconnect the wire harness
connector from each power lock motor, one at a time,
and recheck both the lock and unlock functions by
operating the power lock switch. If both power lock
motors are still inoperative after the above test,
check for a short or open circuit between the power
lock motors and either the power lock switch (base
CTM) or the CTM (high-line or premium CTM). If
disconnecting one power lock motor causes the other
motor to become functional, go to Step 3 to test the
disconnected motor.
(3) Once it is determined which power lock motor
is inoperative, that motor can be tested as follows.
Disconnect the door wire harness connector from the
inoperative power lock motor. Apply 12 volts to the
lock and unlock driver circuit cavities of the power
lock motor pigtail wire connector to check its opera-
tion in one direction. Reverse the polarity to check
the motor operation in the opposite direction. If OK,
repair the shorted or open circuits between the power
lock motor and the power lock switch (base CTM) or
the CTM (high-line or premium CTM) as required. If
not OK, replace the faulty power lock motor.
REMOTE KEYLESS ENTRY
TRANSMITTER
DESCRIPTION
The Remote Keyless Entry (RKE) system Radio
Frequency (RF) transmitter is equipped with three
buttons, labeled Lock, Unlock, and Panic. It is also
equipped with a key ring and is designed to serve as
a key fob. The operating range of the transmitter
radio signal is up to 7 meters (23 feet) from the RKE
receiver. The RKE receiver is integral to the high-
line or premium Central Timer Module (CTM) in this
vehicle.
Each RKE transmitter has a different vehicle
access code, which must be programmed into the
memory of the RKE receiver in the vehicle in order
to operate the RKE system. The RKE receiver can
retain the access codes for up to four transmitters in
its memory. (Refer to 8 - ELECTRICAL/POWER
LOCKS/REMOTE KEYLESS ENTRY TRANSMIT-
TER - STANDARD PROCEDURE - RKE TRANS-
MITTER PROGRAMMING).
BR/BEPOWER LOCKS 8N - 7