2003 DODGE RAM battery

(6)If necessary, install throttle body air tube or box.
KNOCK SENSOR
DESCRIPTION
The sensors are used only with 3.7L V-6, 4.7L V-8
and 5.7L V-8 engines. On 3.7L V-6 and 4.7L V-8
engines, the 2 knock sensors are bolted into the cyl-
inder block under the intake manifold.
On 5.7L V-8 engines, 2 knock sensors are also
used. These are bolted into each side of the cylinder
block (outside) under the exhaust manifold.
OPERATION
3.7L V-6 / 4.7L V-8 / 5.7L V-8 Engines Only
Two knock sensors are used; one for each cylinder
bank. When the knock sensor detects a knock in one
of the cylinders on the corresponding bank, it sends
an input signal to the Powertrain Control Module
(PCM). In response, the PCM retards ignition timing
for all cylinders by a scheduled amount.
Knock sensors contain a piezoelectric material
which constantly vibrates and sends an input voltage
(signal) to the PCM while the engine operates. As the
intensity of the crystal's vibration increases, the
knock sensor output voltage also increases.The voltage signal produced by the knock sensor
increases with the amplitude of vibration. The PCM
receives the knock sensor voltage signal as an input.
If the signal rises above a predetermined level, the
PCM will store that value in memory and retard
ignition timing to reduce engine knock. If the knock
sensor voltage exceeds a preset value, the PCM
retards ignition timing for all cylinders. It is not a
selective cylinder retard.
The PCM ignores knock sensor input during engine
idle conditions. Once the engine speed exceeds a
specified value, knock retard is allowed.
Knock retard uses its own short term and long
term memory program.
Long term memory stores previous detonation
information in its battery-backed RAM. The maxi-
mum authority that long term memory has over tim-
ing retard can be calibrated.
Short term memory is allowed to retard timing up
to a preset amount under all operating conditions (as
long as rpm is above the minimum rpm) except at
Wide Open Throttle (WOT). The PCM, using short
term memory, can respond quickly to retard timing
when engine knock is detected. Short term memory
is lost any time the ignition key is turned off.
NOTE: Over or under tightening the sensor mount-
ing bolts will affect knock sensor performance, pos-
sibly causing improper spark control. Always use
the specified torque when installing the knock sen-
sors.
REMOVAL
3.7L V-6 / 4.7L V-8
The 2 knock sensors are bolted into the cylinder
block under the intake manifold (Fig. 39). or (Fig.
40).
NOTE: The left sensor is identified by an identifica-
tion tag (LEFT). It is also identified by a larger bolt
head. The Powertrain Control Module (PCM) must
have and know the correct sensor left/right posi-
tions. Do not mix the sensor locations.
(1) Disconnect knock sensor dual pigtail harness
from engine wiring harness. This connection is made
near rear of engine.
(2) Remove intake manifold. Refer to Engine sec-
tion.
(3) Remove sensor mounting bolts (Fig. 39), or
(Fig. 40). Note foam strip on bolt threads. This foam
is used only to retain the bolts to sensors for plant
assembly. It is not used as a sealant. Do not apply
any adhesive, sealant or thread locking compound to
these bolts.
Fig. 38 SPARK PLUG CABLE ORDER - 8.0L V-10
DRIGNITION CONTROL 8I - 25
IGNITION COIL (Continued)

molded plastic cluster housing serves as the carrier
for the cluster circuit board and circuitry, the cluster
connector receptacles, the RKE interface connector,
the gauges, a Light Emitting Diode (LED) for each
cluster indicator, two VFD units, an audible tone
generator, the cluster overlay, the gauge pointers, the
odometer/trip odometer switch and the switch button.
The cluster overlay is a laminated plastic unit. The
dark, visible, outer surface of the overlay is marked
with all of the gauge dial faces and graduations, but
this layer is also translucent. The darkness of this
outer layer prevents the cluster from appearing clut-
tered or busy by concealing the cluster indicators
that are not illuminated, while the translucence of
this layer allows those indicators and icons that are
illuminated to be readily visible. The underlying
layer of the overlay is opaque and allows light from
the LED for each of the various indicators and the
incandescent illumination lamps behind it to be visi-
ble through the outer layer of the overlay only
through predetermined stencil-like cutouts. A rectan-
gular opening in the overlay at the base of both the
speedometer and tachometer dial faces has a smoked
clear lens through which the illuminated VFD units
can be viewed.
Several versions of the EMIC module are offered
on this model. These versions accommodate all of the
variations of optional equipment and regulatory
requirements for the various markets in which the
vehicle will be offered. The microprocessor-based
EMIC utilizes integrated circuitry and information
carried on the Programmable Communications Inter-
face (PCI) data bus network along with several hard
wired analog and multiplexed inputs to monitor sen-
sors and switches throughout the vehicle. In response
to those inputs, the internal circuitry and program-
ming of the EMIC allow it to control and integrate
many electronic functions and features of the vehicle
through both hard wired outputs and the transmis-
sion of electronic message outputs to other electronic
modules in the vehicle over the PCI data bus. (Refer
to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/COMMUNICATION - DESCRIPTION -
PCI BUS).
Besides typical instrument cluster gauge and indi-
cator support, the electronic functions and features
that the EMIC supports or controls include the fol-
lowing:
²Audible Warnings- The EMIC electronic cir-
cuit board is equipped with an audible tone generator
and programming that allows it to provide various
audible alerts to the vehicle operator, including
chime tones and beep tones. An electromechanical
relay is also soldered onto the circuit board to pro-
duce audible clicks that emulate the sound of a con-
ventional turn signal or hazard warning flasher.(Refer to 8 - ELECTRICAL/CHIME/BUZZER -
DESCRIPTION).
²Brake Lamp Control- The EMIC provides
electronic brake lamp request messages to the Front
Control Module (FCM) located on the Integrated
Power Module (IPM) for brake lamp control, exclud-
ing control of the Center High Mounted Stop Lamp
(CHMSL), which remains controlled by a direct hard
wired output of the brake lamp switch.
²Brake Transmission Shift Interlock Control
- The EMIC monitors inputs from the brake lamp
switch, ignition switch, and the Transmission Range
Sensor (TRS), then controls a high-side driver output
to operate the Brake Transmission Shift Interlock
(BTSI) solenoid that locks and unlocks the automatic
transmission gearshift selector lever on the steering
column.
²Cargo Lamp Control- The EMIC provides
direct control of cargo lamp operation with a load
shedding (battery saver) feature which will automat-
ically turn off the cargo lamp if it remains on after a
timed interval.
²Central Locking- The EMIC provides support
for the central locking feature of the power lock sys-
tem. This feature will lock or unlock all doors based
upon the input from the door cylinder lock switch.
Door cylinder lock switches are used only on models
equipped with the optional Vehicle Theft Security
System (VTSS).
²Door Lock Inhibit- The EMIC inhibits locking
of the doors with the power lock switch when the key
is in the ignition switch and the driver side front
door is ajar. However, operation of the door locks is
not inhibited under the same conditions when the
Lock button of the optional RKE transmitter is
depressed.
²Enhanced Accident Response- The EMIC
monitors an input from the Airbag Control Module
(ACM) and, following an airbag deployment, will
immediately disable the power lock output, unlock all
doors by activating the power unlock output, then
enables the power lock output if the power lock
switch input remains inactive for two seconds. This
feature, like all other enhanced accident response
features, is dependent upon a functional vehicle elec-
trical system following the vehicle impact event.
²Exterior Lighting Control- The EMIC pro-
vides electronic head lamp and/or park lamp request
messages to the Front Control Module (FCM) located
on the Integrated Power Module (IPM) for the appro-
priate exterior lamp control of standard head and
park lamps, as well as optional front fog lamps. This
includes support for headlamp beam selection and
the optical horn feature, also known as flash-to-pass.
²Exterior Lighting Fail-safe- In the absence of
a headlamp switch input, the EMIC will turn on the
DRINSTRUMENT CLUSTER 8J - 3
INSTRUMENT CLUSTER (Continued)

cluster illumination lamps and provide electronic
headlamp low beam and park lamp request messages
to the Front Control Module (FCM) located on the
Integrated Power Module (IPM) for default exterior
lamp operation. The FCM will also provide default
park lamp and headlamp low beam operation and the
EMIC will turn on the cluster illumination lamps if
there is a failure of the electronic data bus commu-
nication between the EMIC and the FCM.
²Heated Seat Control- The EMIC monitors
inputs from the ignition switch and electronic engine
speed messages from the Powertrain Control Module
(PCM) to control a high side driver output to the
heated seat switch Light Emitting Diode (LED) indi-
cators. This input allows the heated seat switches to
wake up the heated seat module if the switch is actu-
ated. The EMIC will de-energize the heated seat
switch LED indicators, which deactivates the heated
seat system, if the ignition switch is turned to any
position except On or Start, or if the engine speed
message indicates zero. (Refer to 8 - ELECTRICAL/
HEATED SEATS - DESCRIPTION).
²Interior Lamp Load Shedding- The EMIC
provides a battery saver feature which will automat-
ically turn off all interior lamps that remain on after
a timed interval of about fifteen minutes.
²Interior Lamps - Enhanced Accident
Response- The EMIC monitors inputs from the Air-
bag Control Module (ACM) and the Powertrain Con-
trol Module (PCM) to automatically turn on the
interior lighting after an airbag deployment event
ten seconds after the vehicle speed is zero. The inte-
rior lighting remains illuminated until the ignition
switch is turned to the Off position, at which time
the interior lighting returns to normal operation and
control. This feature, like all other enhanced accident
response features, is dependent upon a functional
vehicle electrical system following the vehicle impact
event.
²Interior Lighting Control- The EMIC moni-
tors inputs from the interior lighting switch, the door
ajar switches, the cargo lamp switch, the reading
lamp switches, and the Remote Keyless Entry (RKE)
module to provide courtesy lamp control. This
includes support for timed illuminated entry with
theater-style fade-to-off and courtesy illumination
defeat features.
²Lamp Out Indicator Control- The EMIC
monitors electronic lamp outage messages from the
Front Control Module (FCM) located on the Inte-
grated Power Module (IPM) in order to provide lamp
out indicator control for the headlamps (low and high
beams), turn signal lamps, and the brake lamps
(excluding CHMSL).
²Panel Lamps Dimming Control- The EMIC
provides a hard wired 12-volt Pulse-Width Modulated(PWM) output that synchronizes the dimming level
of all panel lamps dimmer controlled lamps with that
of the cluster illumination lamps.
²Parade Mode- The EMIC provides a parade
mode (also known as funeral mode) that allows all
Vacuum-Fluorescent Display (VFD) units in the vehi-
cle to be illuminated at full (daytime) intensity while
driving during daylight hours with the exterior
lamps turned on.
²Power Locks- The EMIC monitors inputs from
the power lock switches and the Remote Keyless
Entry (RKE) receiver module (optional) to provide
control of the power lock motors through high side
driver outputs to the power lock motors. This
includes support for rolling door locks (also known as
automatic door locks), automatic door unlock, a door
lock inhibit mode, and central locking (with the
optional Vehicle Theft Security System only). (Refer
to 8 - ELECTRICAL/POWER LOCKS - DESCRIP-
TION).
²Remote Keyless Entry- The EMIC supports
the optional Remote Keyless Entry (RKE) system fea-
tures, including support for the RKE Lock, Unlock
(with optional driver-door-only unlock, and unlock-
all-doors), Panic, audible chirp, optical chirp, illumi-
nated entry modes, an RKE programming mode, as
well as optional Vehicle Theft Security System
(VTSS) arming (when the proper VTSS arming con-
ditions are met) and disarming.
²Remote Radio Switch Interface- The EMIC
monitors inputs from the optional remote radio
switches and then provides the appropriate electronic
data bus messages to the radio to select the radio
operating mode, volume control, preset station scan
and station seek features.
²Rolling Door Locks- The EMIC provides sup-
port for the power lock system rolling door locks fea-
ture (also known as automatic door locks). This
feature will automatically lock all unlocked doors
each time the vehicle speed reaches twenty-four kilo-
meters-per-hour (fifteen miles-per-hour) and, follow-
ing an automatic lock event, will automatically
unlock all doors once the ignition is turned to the Off
position and the driver side front door is opened.
²Turn Signal & Hazard Warning Lamp Con-
trol- The EMIC provides electronic turn and hazard
lamp request messages to the Front Control Module
(FCM) located on the Integrated Power Module (IPM)
for turn and hazard lamp control. The EMIC also
provides an audible click at one of two rates to emu-
late normal and bulb out turn or hazard flasher oper-
ation based upon electronic lamp outage messages
from the FCM, and provides an audible turn signal
on chime warning if a turn is signalled continuously
for more than about 1.6 kilometers (one mile) and
8J - 4 INSTRUMENT CLUSTERDR
INSTRUMENT CLUSTER (Continued)

The EMIC microprocessor smooths the input data
using algorithms to provide gauge readings that are
accurate, stable and responsive to operating condi-
tions. These algorithms are designed to provide
gauge readings during normal operation that are con-
sistent with customer expectations. However, when
abnormal conditions exist such as high coolant tem-
perature, the algorithm can drive the gauge pointer
to an extreme position and the microprocessor can
sound a chime through the on-board audible tone
generator to provide distinct visual and audible indi-
cations of a problem to the vehicle operator. The
instrument cluster circuitry may also produce audi-
ble warnings for other electronic modules in the vehi-
cle based upon electronic tone request messages
received over the PCI data bus. Each audible warn-
ing is intended to provide the vehicle operator with
an audible alert to supplement a visual indication.The EMIC circuitry operates on battery current
received through a fused B(+) fuse in the Integrated
Power Module (IPM) on a non-switched fused B(+)
circuit, and on battery current received through a
fused ignition switch output (run-start) fuse in the
IPM on a fused ignition switch output (run-start) cir-
cuit. This arrangement allows the EMIC to provide
some features regardless of the ignition switch posi-
tion, while other features will operate only with the
ignition switch in the On or Start positions. The
EMIC circuitry is grounded through a ground circuit
and take out of the instrument panel wire harness
with an eyelet terminal connector that is secured by
a ground screw to a ground location near the center
of the instrument panel structural support.
The EMIC also has a self-diagnostic actuator test
capability, which will test each of the PCI bus mes-
sage-controlled functions of the cluster by lighting
the appropriate indicators, positioning the gauge nee-
Fig. 4 Gauges & Indicators - Diesel Engine
1 - MALFUNCTION INDICATOR LAMP 14 - ENGINE TEMPERATURE GAUGE
2 - VOLTAGE GAUGE 15 - SECURITY INDICATOR
3 - LEFT TURN INDICATOR 16 - GEAR SELECTOR INDICATOR DISPLAY (INCLUDES
CRUISE & UPSHIFT INDICATORS)
4 - TACHOMETER 17 - WATER-IN-FUEL INDICATOR
5 - AIRBAG INDICATOR 18 - BRAKE INDICATOR
6 - HIGH BEAM INDICATOR 19 - WAIT-TO-START INDICATOR
7 - SEATBELT INDICATOR 20 - ODOMETER/TRIP ODOMETER DISPLAY (INCLUDES
ENGINE HOURS, WASHER FLUID, LAMP OUTAGE,
OVERDRIVE-OFF & SERVICE 4x4 INDICATORS)
8 - SPEEDOMETER 21 - ODOMETER/TRIP ODOMETER SWITCH BUTTON
9 - RIGHT TURN INDICATOR 22 - FUEL GAUGE
10 - OIL PRESSURE GAUGE 23 - LOW FUEL INDICATOR
11 - CARGO LAMP INDICATOR 24 - TRANSMISSION OVERTEMP INDICATOR
12 - DOOR AJAR INDICATOR 25 - CHECK GAUGES INDICATOR
13 - ABS INDICATOR
DRINSTRUMENT CLUSTER 8J - 7
INSTRUMENT CLUSTER (Continued)

dles at several predetermined calibration points
across the gauge faces, and illuminating all segments
of the odometer/trip odometer and gear selector indi-
cator Vacuum-Fluorescent Display (VFD) units.
(Refer to 8 - ELECTRICAL/INSTRUMENT CLUS-
TER - DIAGNOSIS AND TESTING). See the owner's
manual in the vehicle glove box for more information
on the features, use and operation of the EMIC.
GAUGES
All gauges receive battery current through the
EMIC circuitry only when the ignition switch is in
the On or Start positions. With the ignition switch in
the Off position battery current is not supplied to
any gauges, and the EMIC circuitry is programmed
to move all of the gauge needles back to the low end
of their respective scales. Therefore, the gauges do
not accurately indicate any vehicle condition unless
the ignition switch is in the On or Start positions.
All of the EMIC gauges are air core magnetic
units. Two fixed electromagnetic coils are located
within each gauge. These coils are wrapped at right
angles to each other around a movable permanent
magnet. The movable magnet is suspended within
the coils on one end of a pivot shaft, while the gauge
needle is attached to the other end of the shaft. One
of the coils has a fixed current flowing through it to
maintain a constant magnetic field strength. Current
flow through the second coil changes, which causes
changes in its magnetic field strength. The current
flowing through the second coil is changed by the
EMIC circuitry in response to messages received over
the PCI data bus. The gauge needle moves as the
movable permanent magnet aligns itself to the
changing magnetic fields created around it by the
electromagnets.
The gauges are diagnosed using the EMIC self-di-
agnostic actuator test. (Refer to 8 - ELECTRICAL/
INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). Proper testing of the PCI data bus and
the electronic data bus message inputs to the EMIC
that control each gauge require the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation. Specific operation details for each gauge may
be found elsewhere in this service information.
VACUUM-FLUORESCENT DISPLAYS
The Vacuum-Fluorescent Display (VFD) units are
soldered to the EMIC electronic circuit board. With
the ignition switch in the Off or Accessory positions,
the odometer display is activated when the driver
door is opened (Rental Car mode) and is deactivated
when the driver door is closed. Otherwise, both dis-
play units are active when the ignition switch is in
the On or Start positions, and inactive when the igni-
tion switch is in the Off or Accessory positions.The illumination intensity of the VFD units is con-
trolled by the EMIC circuitry based upon an input
from the headlamp switch and a dimming level input
received from the headlamp dimmer switch. The
EMIC synchronizes the illumination intensity of
other VFD units with that of the units in the EMIC
by sending electronic dimming level messages to
other electronic modules in the vehicle over the PCI
data bus.
The EMIC VFD units have several display capabil-
ities including odometer, trip odometer, engine hours,
gear selector indication (PRNDL) for models with an
automatic transmission, several warning or reminder
indications, and various diagnostic information when
certain fault conditions exist. An odometer/trip odom-
eter switch on the EMIC circuit board is used to con-
trol some of the display modes. This switch is
actuated manually by depressing the odometer/trip
odometer switch button that extends through the
lower edge of the cluster lens, just left of the tachom-
eter. Actuating this switch momentarily with the
ignition switch in the On position will toggle the
VFD between the odometer and trip odometer modes.
Depressing the switch button for about two seconds
while the VFD is in the trip odometer mode will
reset the trip odometer value to zero. While in the
odometer mode with the ignition switch in the On
position and the engine not running, depressing this
switch for about six seconds will display the engine
hours information. Holding this switch depressed
while turning the ignition switch from the Off posi-
tion to the On position will initiate the EMIC self-di-
agnostic actuator test. Refer to the appropriate
diagnostic information for additional details on this
VFD function. The EMIC microprocessor remembers
which display mode is active when the ignition
switch is turned to the Off position, and returns the
VFD display to that mode when the ignition switch is
turned On again.
The VFD units are diagnosed using the EMIC self-
diagnostic actuator test. (Refer to 8 - ELECTRICAL/
INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). Proper testing of the PCI data bus and
the electronic data bus message inputs to the EMIC
that control some of the VFD functions requires the
use of a DRBIIItscan tool. Refer to the appropriate
diagnostic information. Specific operation details for
the odometer, the trip odometer, the gear selector
indicator and the various warning and reminder indi-
cator functions of the VFD may be found elsewhere
in this service information.
INDICATORS
Indicators are located in various positions within
the EMIC and are all connected to the EMIC elec-
tronic circuit board. The cargo lamp indicator, door
8J - 8 INSTRUMENT CLUSTERDR
INSTRUMENT CLUSTER (Continued)

ajar indicator, high beam indicator, and turn signal
indicators operate based upon hard wired inputs to
the EMIC. The brake indicator is controlled by PCI
data bus messages from the Controller Antilock
Brake (CAB) as well as by hard wired park brake
switch inputs to the EMIC. The seatbelt indicator is
controlled by the EMIC programming, PCI data bus
messages from the Airbag Control Module (ACM),
and a hard wired seat belt switch input to the EMIC.
The Malfunction Indicator Lamp (MIL) is normally
controlled by PCI data bus messages from the Pow-
ertrain Control Module (PCM); however, if the EMIC
loses PCI data bus communication, the EMIC cir-
cuitry will automatically turn the MIL on until PCI
data bus communication is restored. The EMIC uses
PCI data bus messages from the Front Control Mod-
ule (FCM), the PCM, the diesel engine only Engine
Control Module (ECM), the ACM, the CAB, and the
Sentry Key Immobilizer Module (SKIM) to control all
of the remaining indicators.
The various EMIC indicators are controlled by dif-
ferent strategies; some receive fused ignition switch
output from the EMIC circuitry and have a switched
ground, while others are grounded through the EMIC
circuitry and have a switched battery feed. However,
all indicators are completely controlled by the EMIC
microprocessor based upon various hard wired and
electronic message inputs. All indicators are illumi-
nated at a fixed intensity, which is not affected by
the selected illumination intensity of the EMIC gen-
eral illumination lamps.
In addition, certain indicators in this instrument
cluster are automatically configured or self-config-
ured. This feature allows the configurable indicators
to be enabled by the EMIC circuitry for compatibility
with certain optional equipment. The EMIC defaults
for the ABS indicator and airbag indicator are
enabled, and these configuration settings must be
programmatically disabled in the EMIC using a
DRBIIItscan tool for vehicles that do not have this
equipment. The automatically configured or self-con-
figured indicators remain latent in each EMIC at all
times and will be active only when the EMIC
receives the appropriate PCI message inputs for that
optional system or equipment.
The hard wired indicator inputs may be diagnosed
using conventional diagnostic methods. However, the
EMIC circuitry and PCI bus message controlled indi-
cators are diagnosed using the EMIC self-diagnostic
actuator test. (Refer to 8 - ELECTRICAL/INSTRU-
MENT CLUSTER - DIAGNOSIS AND TESTING).
Proper testing of the PCI data bus and the electronic
message inputs to the EMIC that control an indicator
requires the use of a DRBIIItscan tool. Refer to the
appropriate diagnostic information. Specific details ofthe operation for each indicator may be found else-
where in this service information.
CLUSTER ILLUMINATION
The EMIC has several illumination lamps that are
illuminated when the exterior lighting is turned on
with the headlamp switch. The illumination intensity
of these lamps is adjusted when the interior lighting
thumbwheel on the headlamp switch is rotated (down
to dim, up to brighten) to one of six available minor
detent positions. The EMIC monitors a resistor mul-
tiplexed input from the headlamp switch on a dim-
mer input circuit. In response to that input, the
EMIC electronic circuitry converts a 12-volt input it
receives from a fuse in the Integrated Power Module
(IPM) on a hard wired panel lamps dimmer switch
signal circuit into a 12-volt Pulse Width Modulated
(PWM) output. The EMIC uses this PWM output to
power the cluster illumination lamps and the VFD
units on the EMIC circuit board, then provides a syn-
chronized PWM output on the various hard wired
fused panel lamps dimmer switch signal circuits to
control and synchronize the illumination intensity of
other incandescent illumination lamps in the vehicle.
The cluster illumination lamps are grounded at all
times.
The EMIC also sends electronic dimming level
messages over the PCI data bus to other electronic
modules in the vehicle to control and synchronize the
illumination intensity of their VFD units to that of
the EMIC VFD units. In addition, the thumbwheel
on the headlamp switch has a Parade Mode position
to provide a parade mode. The EMIC monitors the
request for this mode from the headlamp switch,
then sends an electronic dimming level message over
the PCI data bus to illuminate all VFD units in the
vehicle at full (daytime) intensity for easier visibility
when driving in daylight with the exterior lighting
turned on.
The hard wired headlamp switch and EMIC panel
lamps dimmer inputs and outputs may be diagnosed
using conventional diagnostic methods. However,
proper testing of the PWM output of the EMIC and
the electronic dimming level messages sent by the
EMIC over the PCI data bus requires the use of a
DRBIIItscan tool. Refer to the appropriate diagnos-
tic information.
INPUT AND OUTPUT CIRCUITS
HARD WIRED INPUTS
The hard wired inputs to the EMIC include the fol-
lowing:
²Brake Lamp Switch Output
²Driver Cylinder Lock Switch Sense
²Driver Door Ajar Switch Sense
DRINSTRUMENT CLUSTER 8J - 9
INSTRUMENT CLUSTER (Continued)

CAUTION: Instrument clusters used in this model
automatically configure themselves for compatibil-
ity with the features and optional equipment in the
vehicle in which they are initially installed. The
instrument cluster is programmed to do this by
embedding the Vehicle Identification Number (VIN)
and other information critical to proper cluster
operation into electronic memory. This embedded
information is learned through electronic messages
received from other electronic modules in the vehi-
cle over the Programmable Communications Inter-
face (PCI) data bus, and through certain hard wired
inputs received when the cluster is connected to
the vehicle electrically. Once configured, the instru-
ment cluster memory may be irreparably damaged
and certain irreversible configuration errors may
occur if the cluster is connected electrically to
another vehicle; or, if an electronic module from
another vehicle is connected that provides data to
the instrument cluster (including odometer values)
that conflicts with that which was previously
learned and stored. Therefore, the practice of
exchanging (swapping) instrument clusters and
other electronic modules in this vehicle with those
removed from another vehicle must always be
avoided. Failure to observe this caution may result
in instrument cluster damage, which is not reim-
bursable under the terms of the product warranty.
Service replacement instrument clusters are pro-
vided with the correct VIN, and the certified odom-
eter and engine hours values embedded into cluster
memory, but will otherwise be automatically config-
ured for compatibility with the features and optional
equipment in the vehicle in which they are initially
installed.
NOTE: Certain indicators in this instrument cluster
are automatically configured. This feature allows
those indicators to be activated or deactivated for
compatibility with certain optional equipment. If the
problem being diagnosed involves improper illumi-
nation of the cruise indicator, the electronic throttle
control indicator, the overdrive-off indicator, the
service four-wheel drive indicator, the transmission
overtemp indicator, the upshift indicator, the secu-
rity indicator or the gear selector indicator, discon-
nect and isolate the battery negative cable. After
about five minutes, reconnect the battery negative
cable and turn the ignition switch to the On posi-
tion. The instrument cluster should automatically
relearn the equipment in the vehicle and properly
configure the configurable indicators accordingly.PRELIMINARY DIAGNOSIS
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCON-
NECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Check the fused B(+) fuse (Fuse 28 - 10
ampere) in the Integrated Power Module (IPM). 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 28 - 10 ampere) in the IPM. If OK, go to Step
3. If not OK, repair the open fused B(+) circuit
between the IPM and the battery as required.
(3) Disconnect and isolate the battery negative
cable. Remove the instrument cluster. 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 instru-
ment cluster. If OK, go to Step 4. If not OK, repair
the open fused B(+) circuit between the instrument
cluster and the IPM as required.
(4) Check for continuity between the signal ground
circuit cavity of the instrument panel wire harness
connector (Connector C1) for the instrument cluster
and a good ground. There should be continuity. If
OK, refer to ACTUATOR TEST. If not OK, repair the
open ground circuit to ground (G202) as required.
DRINSTRUMENT CLUSTER 8J - 11
INSTRUMENT CLUSTER (Continued)

ACTUATOR TEST
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCON-
NECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
The instrument cluster actuator test will put the
instrument cluster into its self-diagnostic mode. In
this mode the instrument cluster can perform a self-
diagnostic test that will confirm that the instrument
cluster circuitry, the gauges, and the indicators are
capable of operating as designed. During the actuator
test the instrument cluster circuitry will position
each of the gauge needles at various calibration
points, illuminate all of the segments in the Vacuum
Fluorescent Display (VFD) units, turn all of the indi-
cators on and off again, display any Diagnostic Trou-
ble Code (DTC) information, and display the number
of ignition key cycles that have occurred since the
DTC was detected. It is suggested that a note pad
and pencil be used to write down any fault informa-
tion that is displayed during the test for reference.
Successful completion of the actuator test will con-
firm that the instrument cluster is operational. How-
ever, there may still be a problem with the PCI data
bus, the Powertrain Control Module (PCM), the
Engine Control Module (ECM), the Front Control
Module (FCM), the Transmission Control Module
(TCM), the Transfer Case Control Module (TCCM),
the Airbag Control Module (ACM), the Controller
Anti-lock Brake (CAB), or the inputs to one of these
electronic control modules. Use a DRBIIItscan toolto diagnose these components. Refer to the appropri-
ate diagnostic information.
(1) Begin the test with the ignition switch in the
Off position.
(2) Depress the odometer/trip odometer switch but-
ton.
(3) While still holding the odometer/trip odometer
switch button depressed, turn the ignition switch to
the On position, but do not start the engine.
(4) Release the odometer/trip odometer switch but-
ton.
(5) The instrument cluster will simultaneously
illuminate all of the operational segments in both
VFD units, perform a bulb check of each operational
LED indicator. The VFD segments and LED indica-
tors remain illuminated as each gauge needle is
swept to several calibration points and back. If a
VFD segment or an LED indicator fails to illuminate,
or if a gauge needle fails to sweep through the cali-
bration points and back during this test, the instru-
ment cluster must be replaced. Following these tests,
the actuator test will proceed as described in Step 6.
(6) The text ªC Codeº is displayed in the odometer
VFD for about three seconds. If there is no stored
fault information, the display will show two pairs of
zeroes in the format ª00º ª00º, which indicate that
the display of fault information is done. If there is
stored fault information, two sets of two-digit alpha
and alpha-numeric fault codes will appear in the
odometer display for a three second interval. The
first pair of digits represents a Diagnostic Trouble
Code (DTC), or fault code for the instrument cluster.
The second pair of digits is a counter for the number
of ignition key cycles that have occurred since the
displayed DTC was set. The instrument cluster will
continue to display additional sets of two pairs of dig-
its at three second intervals until all of the stored
codes have been displayed, which is again signaled
by a code of ª00º ª00º. Refer to the Instrument Clus-
ter Failure Message table for a description of each
fault code that the instrument cluster displays. If an
instrument cluster fault is displayed, use a DRBIIIt
scan tool to diagnose the problem. Refer to the appro-
priate diagnostic information.
INSTRUMENT CLUSTER FAILURE MESSAGE
Fault Code Description Correction
01 Airbag warning indicator output circuit shorted. Refer to the appropriate diagnostic information.
02 Airbag warning indicator output circuit open. Refer to the appropriate diagnostic information.
03 ABS indicator output circuit shorted. Refer to the appropriate diagnostic information.
04 ABS indicator output circuit open. Refer to the appropriate diagnostic information.
05 MIL indicator output circuit shorted. Refer to the appropriate diagnostic information.
06 MIL indicator output circuit open. Refer to the appropriate diagnostic information.
8J - 12 INSTRUMENT CLUSTERDR
INSTRUMENT CLUSTER (Continued)