2003 DODGE RAM check engine light

(6) Remove the power steering cooler mounting
bolts and position the power steering cooler out of
the way.
(7) Disconnect the transmission cooler lines at the
transmission. The transmission cooler will remain on
the radiator and can be removed as an assembly.
(8) Remove the lower shroud assembly and the
electronic viscous fan wiring from the upper shroud
assembly.
(9) Remove the two radiator upper mounting bolts
(Fig. 36).
(10) Lift radiator straight up and out of engine
compartment. The bottom of the radiator is equipped
with two alignment dowels that fit into holes in the
lower radiator support panel. Rubber biscuits (insu-
lators) are installed to these dowels. Take care not to
damage cooling fins or tubes on the radiator and air
conditioning condenser when removing.
CLEANING
Clean radiator fins are necessary for good heat
transfer. The radiator and oil cooler fins should be
cleaned when an accumulation of debris has
occurred. With the engine cold, apply cold water and
compressed air to the back (engine side) of the radi-
ator to flush the radiator and/or oil coolers of debris.
INSPECTION
Inspect the radiator side tanks for cracks, broken
or missing fittings also inspect the joint where the
tanks seam up to the radiator core for signs of leak-
age and/or deteriorating seals.
Inspect radiator core for corroded, bent or missing
cooling fins. Inspect the core for bent or damaged
cooling tubes.
INSTALLATION
(1) Install rubber insulators to alignment dowels
at lower part of radiator.
(2) Lower the radiator into position while guiding
the two alignment dowels into lower radiator sup-
port. Different alignment holes are provided in the
lower radiator support for each engine application.
(3) Install two upper radiator mounting bolts.
Tighten bolts to 11 N´m (95 in. lbs.) torque.
(4) Connect both radiator hoses and install hose
clamps.
(5) Connect transmission cooler lines to radiator
tank. Inspect quick connect fittings for debris and
install until an audible ªclickº is heard. Pull apart to
verify connection.
(6) Position power steering cooler on the radiator
and tighten nuts to 8.5M´N (75 in. lbs.)
(7) Attach electronic viscous fan wiring to upper
shroud ands install lower shroud.
(8) Position coolant recover tank hose, washer bot-
tle hose and the positive battery cable into the clips
located on the top of the radiator.
(9) Install air box and turbocharger inlet hose.
Tighten clamps to 4 N´M (35 in. lbs.).
(10) Position heater controls tofull heatposition.
(11) Fill cooling system with coolant (Refer to 7 -
COOLING - STANDARD PROCEDURE).
(12) Operate engine until it reaches normal tem-
perature. Check cooling system and automatic trans-
mission (if equipped) fluid levels.
RADIATOR PRESSURE CAP
DESCRIPTION
All cooling systems are equipped with a pressure
cap (Fig. 37). For 5.9L engines, the pressure cap is
located on top of the radiator outlet tank. For the
3.7L/4.7L engines, the pressure cap is located on top
of the coolant degas container. The cap releases pres-
sure at some point within a range of 97-to-124 kPa
(14-to-18 psi). The pressure relief point (in pounds) is
engraved on top of the cap
The cooling system will operate at pressures
slightly above atmospheric pressure. This results in a
higher coolant boiling point allowing increased radi-
ator cooling capacity. The cap contains a spring-
Fig. 36 Fan Shroud MountingÐ5.9L Diesel Engine
1 - RADIATOR SUPPORT
2 - UPPER FAN SHROUD
3 - BOLTS (2)
4 - LOWER FAN SHROUD
5 - RADIATOR
7 - 60 ENGINEDR
RADIATOR - 5.9L DIESEL (Continued)

The pressure cap may test properly while posi-
tioned on tool 7700 (or equivalent). It may not hold
pressure or vacuum when installed on the radiator. If
so, inspect the radiator filler neck and radiator cap's
top gasket for damage. Also inspect for dirt or distor-
tion that may prevent the cap from sealing properly.
CAUTION: Radiator pressure testing tools are very
sensitive to small air leaks which will not cause
cooling system problems. A pressure cap that does
not have a history of coolant loss should not be
replaced just because it leaks slowly when tested
with this tool. Add water to tool. Turn tool upside
down and recheck pressure cap to confirm that cap
needs replacement.
CLEANING
Use only a mild soap and water to clean the radi-
ator cap. Using any type of solvent may cause dam-
age to the seal in the radiator cap.
INSPECTION
Hold cap at eye level, right side up. The vent valve
(Fig. 39) at bottom of cap should closed. A slight
downward pull on the vent valve should open it. If
the rubber gasket has swollen and prevents vent
valve from opening, replace cap.
Hold cap at eye level, upside down. If any light can
be seen between vent valve and rubber gasket,
replace cap. A replacement cap must be the typedesigned for a coolant reserve/overflow system with a
completely sealed diaphragm spring and a rubber
gasket. This gasket is used to seal to radiator filler
neck top surface. Use of proper cap will allow coolant
return to radiator.
WATER PUMP - 5.9L
DESCRIPTION
The water pump is located on the engine front
cover, and has an integral pulley attached (Fig. 40).
The water pump impeller is pressed onto the rear
of a shaft that rotates in a bearing pressed into the
water pump body. The body has a small hole for ven-
tilation. The water pump seals are lubricated by
antifreeze in the coolant mixture. Additional lubrica-
tion is not necessary.
OPERATION
A centrifugal water pump circulates coolant
through the water jackets, passages, intake manifold,
radiator core, cooling system hoses and heater core,
this coolant absorbs the heat generated when the
engine is running. The pump is driven by the engine
crankshaft via a drive belt.
DIAGNOSIS AND TESTINGÐWATER PUMP
A quick test to determine if pump is working is to
check if heater warms properly. A defective water
pump will not be able to circulate heated coolant
through the long heater hose to the heater core.
Fig. 38 Pressure Testing Radiator Cap - Typical
1 - PRESSURE CAP
2 - TYPICAL COOLING SYSTEM PRESSURE TESTER
Fig. 39 Radiator Pressure Cap
1 - STAINLESS-STEEL SWIVEL TOP
2 - RUBBER SEALS
3 - VENT VALVE
4 - RADIATOR TANK
5 - FILLER NECK
6 - OVERFLOW NIPPLE
7 - MAIN SPRING
8 - GASKET RETAINER
7 - 62 ENGINEDR
RADIATOR PRESSURE CAP (Continued)

DIAGNOSIS AND TESTING - FRONT CONTROL
MODULE
The front control module is a printed circuit board
based module with a on-board micro-processor. The
front control module interfaces with other electronic
modules in the vehicle via the Programmable Com-
munications Interface (PCI) data bus (J1850). In
order to obtain conclusive testing the Programmable
Communications Interface (PCI) data bus network
and all of the electronic modules that provide inputs
to, or receive outputs from the front control module
must be checked. All PCI (J1850) communication
faults must be resolved prior to further diagnosing
any front control module related issues.
The front control module was designed to be diag-
nosed with an appropriate diagnostic scan tool, such
as the DRB IIIt. The most reliable, efficient, and
accurate means to diagnose the front control module
requires the use of a DRB IIItscan tool and the
proper Body Diagnostic Procedures manual.
Before any testing of the front control module is
attempted, the battery should be fully charged and
all wire harness and ground connections inspected
around the affected areas on the vehicle.
REMOVAL
(1) Disconnect the positive and negative battery
cables from the battery.
(2) Partially remove the integrated power module
from the engine compartment (Refer to 8 - ELECTRI-
CAL/POWER DISTRIBUTION/INTEGRATED
POWER MODULE - REMOVAL).
(3) Remove the front control module retaining
screws.
(4) Using both hands, pull the front control module
straightfrom the integrated power module assembly
to disconnect the 49-way electrical connector and
remove the front control module from the vehicle.
INSTALLATION
(1) Install the front control module on the inte-
grated power module assembly by pushing the
49-way electrical connector straight in.
(2) Install the front control module retaining
screws. Torque the screws to 7 in. lbs.
(3) Install the integrated power module (Refer to 8
- ELECTRICAL/POWER DISTRIBUTION/INTE-
GRATED POWER MODULE - INSTALLATION).
(4) Connect the positive and negative battery
cables.
HEATED SEAT MODULE
DESCRIPTION
The heated seat module is also known as the Seat
Heat Interface Module. The heated seat module (Fig.
4) is located under the drivers front seat cushion,
where it is secured to a mounting bracket. The
heated seat module has a single connector receptacle
that allows the module to be connected to all of the
required inputs and outputs through the seat wire
harness.
The heated seat module is an electronic micropro-
cessor controlled device designed and programmed to
use inputs from the battery, the two heated seat
switches and the two heated seat sensors to operate
and control the heated seat elements in both front
seats and the two heated seat indicator lamp Light-
Emitting Diodes (LEDs) in each heated seat switch.
The heated seat module is also programmed to per-
form self-diagnosis of certain heated seat system
functions and provide feedback of that diagnosis
through the heated seat switch indicator lamps.
The heated seat module cannot be repaired. If the
heated seat module is damaged or faulty, the entire
module must be replaced.
OPERATION
The heated seat module operates on fused battery
current received from the integrated power module.
Inputs to the module include a resistor multiplexed
heated seat switch request circuit for each of the two
heated seat switches and the heated seat sensor
inputs from the seat cushions of each front seat. In
response to those inputs the heated seat module con-
trols battery current feeds to the heated seat ele-
Fig. 4 Heated Seat Module
1 - MOUNTING TABS (NOT USED ON DR)
2 - HEATED SEAT MODULE
3 - ELECTRICAL CONNECTOR RECEPTACLE
8E - 6 ELECTRONIC CONTROL MODULESDR
FRONT CONTROL MODULE (Continued)

SPECIFICATIONS - TORQUE - STARTING
SYSTEM
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Battery Cable Eyelet Nut at
Solenoid (large nut - gas engines)25 19 221
Battery Cable Eyelet Nut at
Solenoid (large nut - diesel engine)14 - 120
Starter Solenoid Nut (small nut -
diesel engine)6-55
Starter Mounting Bolts - Gas
Engines68 50 -
Starter Mounting Nut - Gas Engines 68 50 -
Starter Mounting Bolts - Diesel 43 32 -
STARTER MOTOR
DIAGNOSIS AND TESTING - STARTER MOTOR
Correct starter motor operation can be confirmed
by performing the following free running bench test.
This test can only be performed with starter motor
removed from vehicle. Refer to Specifications for
starter motor specifications.
(1) Remove starter motor from vehicle. Refer to
Starter Motor Removal and Installation.
(2) Mount starter motor securely in a soft-jawed
bench vise. The vise jaws should be clamped on the
mounting flange of starter motor. Never clamp on
starter motor by field frame.
(3) Connect a suitable volt-ampere tester and a
12-volt battery to starter motor in series, and set
ammeter to 100 ampere scale. See instructions pro-
vided by manufacturer of volt-ampere tester being
used.
(4) Install jumper wire from solenoid terminal to
solenoid battery terminal. The starter motor should
operate. If starter motor fails to operate, replace
faulty starter motor assembly.
(5) Adjust carbon pile load of tester to obtain free
running test voltage. Refer to Specifications for
starter motor free running test voltage specifications.
(6) Note reading on ammeter and compare reading
to free running test maximum amperage draw. Refer
to Specifications for starter motor free running test
maximum amperage draw specifications.
(7) If ammeter reading exceeds maximum amper-
age draw specification, replace faulty starter motor
assembly.
STARTER SOLENOID
This test can only be performed with starter motor
removed from vehicle.(1) Remove starter motor from vehicle. Refer to
Starter Motor Removal and Installation.
(2) Disconnect wire from solenoid field coil termi-
nal.
(3) Check for continuity between solenoid terminal
and solenoid field coil terminal with a continuity
tester (Fig. 7). There should be continuity. If OK, go
to Step 4. If not OK, replace faulty starter motor
assembly.
(4) Check for continuity between solenoid terminal
and solenoid case (Fig. 8). There should be continuity.
If not OK, replace faulty starter motor assembly.
REMOVAL
3.7L / 4.7L
(1) Disconnect and isolate negative battery cable.
(2) Raise and support vehicle.
(3) Note: If equipped with 4WD and certain trans-
missions, a support bracket is used between front
axle and side of transmission. Remove 2 support
bracket bolts at transmission. Pry support bracket
slightly to gain access to lower starter mounting bolt.
Fig. 7 CONTINUITY BETWEEN SOLENOID AND
FIELD COIL TERMINALS - TYPICAL
1 - OHMMETER
2 - SOLENOID TERMINAL
3 - FIELD COIL TERMINAL
8F - 34 STARTINGDR
STARTING (Continued)

INSTALLATION
If engine has been cranked while distributor is
removed, establish the relationship between distribu-
tor shaft and number one piston position as follows:
Rotate crankshaft in a clockwise direction, as
viewed from front, until number one cylinder piston
is at top of compression stroke (compression should
be felt on finger with number one spark plug
removed). Then continue to slowly rotate engine
clockwise until indicating mark (Fig. 24) is aligned to
0 degree (TDC) mark on timing chain cover.
(1) Clean top of cylinder block for a good seal
between distributor base and block.
(2) Lightly oil the rubber o-ring seal on the distrib-
utor housing.
(3) Install rotor to distributor shaft.
(4) Position distributor into engine to its original
position. Engage tongue of distributor shaft with slot
in distributor oil pump drive gear. Position rotor to
the number one spark plug cable position.
(5) Install distributor holddown clamp and clamp
bolt. Do not tighten bolt at this time.
(6) Rotate the distributor housing until rotor is
aligned to CYL. NO. 1 alignment mark on the cam-
shaft position sensor (Fig. 25).
(7) Tighten clamp holddown bolt (Fig. 26) to 22.5
N´m (200 in. lbs.) torque.
(8) Connect camshaft position sensor wiring har-
ness to main engine harness.
(9) Install distributor cap. Tighten mounting
screws.
(10) Refer to the following, Checking Distributor
Position.
Checking Distributor Position
To verify correct distributor rotational position, the
DRB scan tool must be used.
WARNING: WHEN PERFORMING THE FOLLOWING
TEST, THE ENGINE WILL BE RUNNING. BE CARE-
FUL NOT TO STAND IN LINE WITH THE FAN
BLADES OR FAN BELT. DO NOT WEAR LOOSE
CLOTHING.
(1) Connect DRB scan tool to data link connector.
The data link connector is located in passenger com-
partment, below and to left of steering column.
(2) Gain access to SET SYNC screen on DRB.
(3) Follow directions on DRB screen and start
engine. Bring to operating temperature (engine must
be in ªclosed loopº mode).
(4) With engine running atidle speed, the words
IN RANGE should appear on screen along with 0É.
This indicates correct distributor position.(5) If a plus (+) or a minus (-) is displayed next to
degree number, and/or the degree displayed is not
zero, loosen but do not remove distributor holddown
clamp bolt. Rotate distributor until IN RANGE
appears on screen. Continue to rotate distributor
until achieving as close to 0É as possible. After
adjustment, tighten clamp bolt to 22.5 N´m (200 in.
lbs.) torque.
Do not attempt to adjust ignition timing using this
method. Rotating distributor will have no effect on
ignition timing. All ignition timing values are con-
trolled by Powertrain Control Module (PCM).
After testing, install air cleaner tubing.
DISTRIBUTOR CAP
DIAGNOSIS AND TESTING - DISTRIBUTOR
CAP - 5.9L V-8
Remove the distributor cap and wipe it clean with
a dry lint free cloth. Visually inspect the cap for
cracks, carbon paths, broken towers or damaged
rotor button (Fig. 27) or (Fig. 28). Also check for
white deposits on the inside (caused by condensation
entering the cap through cracks). Replace any cap
that displays charred or eroded terminals. The
machined surface of a terminal end (faces toward
rotor) will indicate some evidence of erosion from
normal operation. Examine the terminal ends for evi-
dence of mechanical interference with the rotor tip.
Fig. 27 CAP INSPECTIONÐEXTERNALÐTYPICAL
1 - BROKEN TOWER
2 - DISTRIBUTOR CAP
3 - CARBON PATH
4 - CRACK
8I - 18 IGNITION CONTROLDR
DISTRIBUTOR (Continued)

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. The torque for the knock senor bolt is rela-
tively light for an 8mm bolt.
NOTE: 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.
(3) Install and tighten mounting bolts. Refer to
torque specification.
(4) Install intake manifold. Refer to Engine sec-
tion.
(5) Connect knock sensor wiring harness to engine
harness at rear of intake manifold.
5.7L V-8
(1) Thoroughly clean knock sensor mounting hole.
(2) Install sensor into cylinder block.
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. The torque for the knock senor bolt is rela-
tively light for an 8mm bolt.
NOTE: 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.
(3) Install and tighten mounting bolt. Refer to
torque specification.
(4) Install electrical connector to sensor.
SPARK PLUG
DESCRIPTION
Resistor type spark plugs are used on all engines.
Sixteen spark plugs (2 per cylinder) are used with
5.7L V-8 engines.
DIAGNOSIS AND TESTING - SPARK PLUG
CONDITIONS
To prevent possible pre-ignition and/or mechanical
engine damage, the correct type/heat range/number
spark plug must be used.
Always use the recommended torque when tighten-
ing spark plugs. Incorrect torque can distort the
spark plug and change plug gap. It can also pull the
plug threads and do possible damage to both the
spark plug and the cylinder head.
Remove the spark plugs and examine them for
burned electrodes and fouled, cracked or broken por-
celain insulators. Keep plugs arranged in the order
in which they were removed from the engine. A sin-
gle plug displaying an abnormal condition indicates
that a problem exists in the corresponding cylinder.
Replace spark plugs at the intervals recommended in
the Lubrication and Maintenance section.
Spark plugs that have low mileage may be cleaned
and reused if not otherwise defective, carbon or oil
fouled.
CAUTION: Never use a motorized wire wheel brush
to clean the spark plugs. Metallic deposits will
remain on the spark plug insulator and will cause
plug misfire.
Spark plug resistance values range from 6,000 to
20,000 ohms (when checked with at least a 1000 volt
spark plug tester).Do not use an ohmmeter to
check the resistance values of the spark plugs.
Inaccurate readings will result.
NORMAL OPERATING
The few deposits present on the spark plug will
probably be light tan or slightly gray in color. This is
evident with most grades of commercial gasoline
(Fig. 42). There will not be evidence of electrode
burning. Gap growth will not average more than
approximately 0.025 mm (.001 in) per 3200 km (2000
miles) of operation. Spark plugs that have normal
wear can usually be cleaned, have the electrodes
filed, have the gap set and then be installed.
Some fuel refiners in several areas of the United
States have introduced a manganese additive (MMT)
for unleaded fuel. During combustion, fuel with MMT
causes the entire tip of the spark plug to be coated
with a rust colored deposit. This rust color can be
misdiagnosed as being caused by coolant in the com-
bustion chamber. Spark plug performance may be
affected by MMT deposits.
DRIGNITION CONTROL 8I - 27
KNOCK SENSOR (Continued)

CAUTION: Do not leave any one spark plug cable
disconnected for longer than necessary during test-
ing. This may cause possible heat damage to the
catalytic converter. Total test time must not exceed
ten minutes.
Except 5.7L V-8 :With the engine running,
remove spark plug cable from spark plug (one at a
time) and hold next to a good engine ground. If the
cable and spark plug are in good condition, the
engine rpm should drop and the engine will run
poorly. If engine rpm does not drop, the cable and/or
spark plug may not be operating properly and should
be replaced. Also check engine cylinder compression.
With the engine not running, connect one end of a
test probe to a good ground. Start the engine and run
the other end of the test probe along the entire
length of all spark plug cables. If cables are cracked
or punctured, there will be a noticeable spark jump
from the damaged area to the test probe. The cable
running from the ignition coil to the distributor cap
can be checked in the same manner. Cracked, dam-
aged or faulty cables should be replaced with resis-
tance type cable. This can be identified by the words
ELECTRONIC SUPPRESSION printed on the cable
jacket.Use an ohmmeter to test for open circuits, exces-
sive resistance or loose terminals. If equipped,
remove the distributor cap from the distributor.Do
not remove cables from cap.Remove cable from
spark plug. Connect ohmmeter to spark plug termi-
nal end of cable and to corresponding electrode in
distributor cap. Resistance should be 250 to 1000
Ohms per inch of cable. If not, remove cable from dis-
tributor cap tower and connect ohmmeter to the ter-
minal ends of cable. If resistance is not within
specifications as found in the SPARK PLUG CABLE
RESISTANCE chart, replace the cable. Test all spark
plug cables in this manner.
SPARK PLUG CABLE RESISTANCE
MINIMUM MAXIMUM
250 Ohms Per Inch 1000 Ohms Per Inch
3000 Ohms Per Foot 12,000 Ohms Per Foot
To test ignition coil-to-distributor cap cable (if
applicaple), do not remove the cable from the cap.
Connect ohmmeter to rotor button (center contact) of
distributor cap and terminal at ignition coil end of
cable. If resistance is not within specifications as
found in the Spark Plug Cable Resistance chart,
remove the cable from the distributor cap. Connect
the ohmmeter to the terminal ends of the cable. If
resistance is not within specifications as found in the
Spark Plug Cable Resistance chart, replace the cable.
Inspect the ignition coil tower for cracks, burns or
corrosion.
REMOVAL
5.9L V-8 / 8.0L V-10
CAUTION: When disconnecting a high voltage cable
from a spark plug or from the distributor cap, twist
the rubber boot slightly (1/2 turn) to break it loose
(Fig. 54). Grasp the boot (not the cable) and pull it
off with a steady, even force.
On 5.9L V-8 engines, spark plug cable heat shields
are pressed into the cylinder head to surround each
spark plug cable boot and spark plug (Fig. 53). These
shields protect the spark plug boots from damage
(due to intense engine heat generated by the exhaust
manifolds) and should not be removed. After the
spark plug cable has been installed, the lip of the
cable boot should have a small air gap to the top of
the heat shield (Fig. 53).
Fig. 53 HEAT SHIELDS - 5.9L V-8
1 - AIR GAP
2 - SPARK PLUG BOOT HEAT SHIELD
8I - 34 IGNITION CONTROLDR
SPARK PLUG CABLE (Continued)

the vehicle speed remains greater than about twenty-
four kilometers-per-hour (fifteen miles-per-hour).
²Vacuum Fluorescent Display Synchroniza-
tion- The EMIC transmits electronic panel lamp
dimming level messages which allows all other elec-
tronic modules on the PCI data bus with Vacuum
Fluorescent Display (VFD) units to coordinate their
illumination intensity with that of the EMIC VFD
units.
²Vehicle Theft Security System- The EMIC
monitors inputs from the door cylinder lock switch-
(es), the door ajar switches, the ignition switch, and
the Remote Keyless Entry (RKE) receiver module,
then provides electronic horn and lighting request
messages to the Front Control Module (FCM) located
on the Integrated Power Module (IPM) for the appro-
priate VTSS alarm output features.
²Wiper/Washer System Control- The EMIC
provides electronic wiper and/or washer request mes-
sages to the Front Control Module (FCM) located on
the Integrated Power Module (IPM) for the appropri-
ate wiper and washer system features. (Refer to 8 -
ELECTRICAL/WIPERS/WASHERS - DESCRIP-
TION).
The EMIC houses six analog gauges and has pro-
visions for up to twenty-three indicators (Fig. 3) or
(Fig. 4). The EMIC includes the following analog
gauges:
²Coolant Temperature Gauge
²Fuel Gauge
²Oil Pressure Gauge
²Speedometer
²Tachometer
²Voltage Gauge
Some of the EMIC indicators are automatically
configured when the EMIC is connected to the vehi-
cle electrical system for compatibility with certain
optional equipment or equipment required for regula-
tory purposes in certain markets. While each EMIC
may have provisions for indicators to support every
available option, the configurable indicators will not
be functional in a vehicle that does not have the
equipment that an indicator supports. The EMIC
includes provisions for the following indicators (Fig.
3) or (Fig. 4):
²Airbag Indicator (with Airbag System only)
²Antilock Brake System (ABS) Indicator
(with ABS or Rear Wheel Anti-Lock [RWAL]
brakes only)
²Brake Indicator
²Cargo Lamp Indicator
²Check Gauges Indicator
²Cruise Indicator (with Speed Control only)
²Door Ajar Indicator
²Electronic Throttle Control (ETC) Indicator
(with 5.7L Gasoline Engine only)²Gear Selector Indicator (with Automatic
Transmission only)
²High Beam Indicator
²Lamp Out Indicator
²Low Fuel Indicator
²Malfunction Indicator Lamp (MIL)
²Overdrive-Off Indicator (with Automatic
Transmission only)
²Seatbelt Indicator
²Security Indicator (with Sentry Key Immo-
bilizer & Vehicle Theft Security Systems only)
²Service Four-Wheel Drive Indicator (with
Four-Wheel Drive only)
²Transmission Overtemp Indicator (with
Automatic Transmission only)
²Turn Signal (Right and Left) Indicators
²Upshift Indicator (with Manual Transmis-
sion only)
²Washer Fluid Indicator
²Wait-To-Start Indicator (with Diesel Engine
only)
²Water-In-Fuel Indicator (with Diesel Engine
only)
Each indicator in the EMIC, except those located
within one of the VFD units, is illuminated by a ded-
icated LED that is soldered onto the EMIC electronic
circuit board. The LED units are not available for
service replacement and, if damaged or faulty, the
entire EMIC must be replaced. Cluster illumination
is accomplished by dimmable incandescent back
lighting, which illuminates the gauges for visibility
when the exterior lighting is turned on. Each of the
incandescent bulbs is secured by an integral bulb
holder to the electronic circuit board from the back of
the cluster housing.
Hard wired circuitry connects the EMIC to the
electrical system of the vehicle. These hard wired cir-
cuits are integral to several wire harnesses, which
are routed throughout the vehicle and retained by
many different methods. These circuits may be con-
nected to each other, to the vehicle electrical system
and to the EMIC through the use of a combination of
soldered splices, splice block connectors, and many
different types of wire harness terminal connectors
and insulators. Refer to the appropriate wiring infor-
mation. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures,
further details on wire harness routing and reten-
tion, as well as pin-out and location views for the
various wire harness connectors, splices and grounds.
The EMIC modules for this model are serviced only
as complete units. The EMIC module cannot be
adjusted or repaired. If a gauge, an LED indicator, a
VFD unit, the electronic circuit board, the circuit
board hardware, the cluster overlay, or the EMIC
housing are damaged or faulty, the entire EMIC mod-
DRINSTRUMENT CLUSTER 8J - 5
INSTRUMENT CLUSTER (Continued)