2003 DODGE RAM Radio

then sends the proper ambient temperature mes-
sages to the EVIC, CMTC over the PCI J1850 data
bus.
The temperature function is supported by the
ambient temperature sensor, a wiring circuit, the
Front Control Module, the Programmable Communi-
cations Interface (PCI) data bus, and a portion of the
Electronics module. If any portion of the ambient
temperature sensor circuit fails, the Front Control
Module will self-diagnose the circuit.
For complete circuit diagrams, refer toWiring.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AMBIENT
TEMPERATURE SENSOR
(1) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Disconnect the ambient temperature sensor wire har-
ness connector.
(2) Measure the resistance of the ambient temper-
ature sensor. At 24É C (75É F), the sensor resistance
should be approximately 10.3 kilohms. At 30É C (86É
F), the sensor resistance should be approximately
7.57 kilohms. The sensor resistance should decrease
as the temperature rises. If OK, refer toDiagnosis
and Testing - Ambient Temperature Sensor Cir-
cuitin this group. If not OK, replace the faulty
ambient temperature sensor.
NOTE: The ambient temperature sensor is a very
sensitive device. When testing, be certain the tem-
perature sensor has had time to stabilize (room
temperature) before attempting to read the sensor
resistance. Failure to let the ambient temperature
sensor temperature stabilize could result in a mis-
leading test.
DIAGNOSIS AND TESTING - AMBIENT
TEMPERATURE SENSOR CIRCUIT
(1) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Disconnect the ambient temperature sensor wire har-
ness connector and the Front Control Module wire
harness connector.
(2) Connect a jumper wire between the two termi-
nals of the ambient temperature sensor wire harness
connector.
(3) Check for continuity between the sensor return
circuit and the ambient temperature sensor signal
circuit cavities of the Front Control Module wire har-
ness connector. There should be continuity. If OK, go
to Step 4. If not OK, repair the open sensor return or
signal circuit as required.(4) Remove the jumper wire from the ambient tem-
perature sensor wire harness connector. Check for
continuity between the sensor return circuit cavity of
the Front Control Module wire harness connector
and a good ground. There should be no continuity. If
OK, go to Step 5. If not OK, repair the shorted sen-
sor return circuit as required.
(5) Check for continuity between the ambient tem-
perature sensor signal circuit cavity of the Front
Control Module wire harness connector and a good
ground. There should be no continuity. If OK, refer to
Diagnosis and Testing - Overhead Consolein
this group. If not OK, repair the shorted ambient
temperature sensor signal circuit as required.
REMOVAL
(1) Open the hood.
(2) Disconnect and isolate the battery negative
cable.
(3) Working on the underside of the hood, remove
screw holding sensor to hood panel.
(4) Disconnect the sensor electrical connector and
remove sensor from vehicle.
INSTALLATION
(1) Connect the sensor electrical connector.
(2) Working on the underside of the hood, install
screw holding sensor to hood panel.
(3) Connect the battery negative cable.
(4) Close the hood.
UNIVERSAL TRANSMITTER
DESCRIPTION
Some DR models are equipped with a universal
transmitter transceiver. The universal transmitter is
integral to the Electronic Vehicle Information Center
(EVIC) and the Compass Mini-Trip Computer
(CMTC), which is located in the overhead console.
The only visible component of the universal transmit-
ter are the three transmitter push buttons centered
between the modules push buttons located just rear-
ward of the display screen in the overhead console.
The three universal transmitter push buttons are
identified with one, two or three light indicators so
that they be easily identified.
Each of the three universal transmitter push but-
tons control an independent radio transmitter chan-
nel. Each of these three channels can be trained to
transmit a different radio frequency signal for the
remote operation of garage door openers, motorized
gate openers, home or office lighting, security sys-
tems or just about any other device that can be
equipped with a radio receiver in the 286 to 399
MegaHertz (MHz) frequency range for remote opera-
DRMESSAGE SYSTEMS 8M - 11
AMBIENT TEMP SENSOR (Continued)

tion. The universal transmitter is capable of operat-
ing systems using either rolling code or non-rolling
code technology.
The electronics module displays messages and a
small house-shaped icon with one, two or three dots
corresponding to the three transmitter buttons to
indicate the status of the universal transmitter. The
EVIC messages are:
²Clearing Channels- Indicates that all of the
transmitter codes stored in the universal transmitter
have been successfully cleared.
²Channel ªXº Training- Indicates that the uni-
versal transmitter is in its transmitter learning
mode.
²Channel ªXº Trained- Indicates that the uni-
versal transmitter has successfully acquired a new
transmitter code.
²Channel ªXº Transmitting- Indicates that a
trained universal transmitter button has been
depressed and that the universal transmitter is
transmitting.
The universal transmitter cannot be repaired, and
is available for service only as a unit with the EVIC
or CMTC modules. If any part of the universal trans-
mitter is faulty or damaged, the complete EVIC or
CMTC module must be replaced.
OPERATION
The universal transmitter operates on a non-
switched source of battery current so the unit will
remain functional, regardless of the ignition switch
position. For more information on the features, pro-
gramming procedures and operation of the universal
transmitter, see the owner's manual in the vehicle
glove box.
DIAGNOSIS AND TESTING - UNIVERSAL
TRANSMITTER
If the Universal Transmitter is inoperative, but the
Electronic Vehicle Information Center (EVIC) is oper-
ating normally, see the owner's manual in the vehicle
glove box for instructions on training the Transmit-
ter. Retrain the Transmitter with a known good
transmitter as instructed in the owner's manual and
test the Transmitter operation again. If the unit is
still inoperative, test the universal transmitter with
Radio Frequency Detector special tool. If both the
Transmitter and the EVIC module are inoperative,
refer toElectronic Vehicle Information Center
Diagnosis and Testingin this group for further
diagnosis. For complete circuit diagrams, refer to
Wiring Diagrams. (Fig. 8) as described below:
(1) Turn the Radio Frequency (RF) Detector ON. A
ªchirpº will sound and the green power LED will
light. If the green LED does not light, replace the
battery.(2) Hold the RF detector within one inch of the
TRAINED universal transmitter and press any of the
transmitters buttons.
(3) The red signal detection LEDs will light and
the tool will beep if a radio signal is detected. Repeat
this test three times.
STANDARD PROCEDURE
STANDARD PROCEDURE - ERASING
TRANSMITTER CODES
To erase the universal transmitter codes, simply
hold down the two outside buttons until the display
confirms the operation.
NOTE: Individual channels cannot be erased. Eras-
ing the transmitter codes will erase ALL pro-
grammed codes.
STANDARD PROCEDURE - SETTING
TRANSMITTER CODES
(1) Turn off the engine.
(2) Erase the codes by pressing the two outside
buttons. Release the buttons when the display con-
firms the operation (about 20 seconds).
(3) Choose one of the three buttons to train. Place
the hand-held transmitter within one inch of the uni-
Fig. 8 RADIO FREQUENCY DETECTOR
1 - SIGNAL DETECTION LED'S
2 - POWER LED
3 - ON/OFF SWITCH
4 - 9V BATTERY
8M - 12 MESSAGE SYSTEMSDR
UNIVERSAL TRANSMITTER (Continued)

less Entry (RKE) system radio frequency transmit-
ters, if equipped.
Certain functions and features of the power lock
system rely upon resources shared with other elec-
tronic modules in the vehicle over the Programmable
Communications Interface (PCI) data bus network.
For proper diagnosis of these electronic modules or of
the PCI data bus network, the use of a DRB IIIt
scan tool and the appropriate diagnostic information
are required.
CENTRAL LOCKING/UNLOCKING
The instrument cluster will lock all doors when a
cylinder lock switch is activated in the ªlockº posi-
tion. When the instrument cluster receives an unlock
command from one of the cylinder lock switches, it
will unlock only that door. If the instrument cluster
receives a second command within a 5 second period,
it will unlock all the remaining doors. The illumi-
nated entry will activate during door unlock.
ENHANCED ACCIDENT RESPONSE
Upon detection of an airbag deployment by way of
the PCI bus, the instrument cluster will:
²Immediately disable the power door lock output.
²Unlock all doors by activating the door unlock
output for approximately 300 milliseconds.
²After actuating the door unlock output, allow
the door lock motors to be activated if the door lock
input has been inactive (not erratic) for 2 seconds
since the reception of the airbag deployment mes-
sage.
REMOTE KEYLESS ENTRY
A Radio Frequency (RF) type Remote Keyless
Entry (RKE) system is an available factory-installed
option on this model. The RKE system allows the use
of a remote battery-powered radio transmitter to sig-
nal the instrument cluster to actuate the power lock
system. The RKE receiver operates on non-switched
battery current through a fuse in the Integrated
Power Module (IPM), so that the system remains
operational, regardless of the ignition switch position.
The RKE transmitters are also equipped with a
Panic button. If the Panic button on the RKE trans-
mitter is depressed, the horn will sound and the
exterior lights will flash on the vehicle for about
three minutes, or until the Panic button is depressed
a second time. A vehicle speed of about 25.7 kilome-
ters-per-hour (15 miles-per-hour) will also cancel the
panic event.
The RKE system can also perform other functions
on this vehicle. If the vehicle is equipped with the
optional Vehicle Theft Security System (VTSS), the
RKE transmitter will arm the VTSS when the Lockbutton is depressed, and disarm the VTSS when the
Unlock button is depressed.
The RKE system includes two transmitters when
the vehicle is shipped from the factory, but the sys-
tem can retain the vehicle access codes of up to a
total of four transmitters. The transmitter codes are
retained in the RKE module memory, even if the bat-
tery is disconnected. If an RKE transmitter is faulty
or lost, new transmitter vehicle access codes can be
programmed into the system using a DRB IIItscan
tool.
This vehicle also offers several customer program-
mable features, which allows the selection of several
optional electronic features to suit individual prefer-
ences. Customer programmable feature options
affecting the RKE system include:
²Remote Unlock Sequence- Allows the option
of having only the driver side front door unlock when
the RKE transmitter Unlock button is depressed the
first time. The remaining doors unlock when the but-
ton is depressed a second time within 5 seconds of
the first unlock press. Another option is having all
doors unlock upon the first depression of the RKE
transmitter Unlock button.
²Sound Horn on Lock- Allows the option of
having the horn sound a short chirp as an audible
verification that the RKE system received a valid
Lock request from the RKE transmitter, or having no
audible verification.
²Flash Lights with Lock and Unlock- Allows
the option of having the park lamps flash as an opti-
cal verification that the RKE system received a valid
Lock request or Unlock request from the RKE trans-
mitter, or having no optical verification.
²Programming Additional Transmitters-
Allows up to a total of four transmitter vehicle access
codes to be stored in the receiver memory.
Certain functions and features of the RKE system
rely upon resources shared with other electronic
modules in the vehicle over the Programmable Com-
munications Interface (PCI) data bus network. The
PCI data bus network allows the sharing of sensor
information. This helps to reduce wire harness com-
plexity, internal controller hardware, and component
sensor current loads. For diagnosis of these electronic
modules or of the PCI data bus network, the use of a
DRB IIItscan tool and the appropriate diagnostic
information are required.
OPERATION
POWER LOCKS
The instrument cluster locks or unlocks the doors
when an actuation input signal from a door lock
switch or Remote Keyless Entry Module (RKE) is
received. The instrument cluster turns on the output
8N - 2 POWER LOCKSDR
POWER LOCKS (Continued)

the horn to sound for about three minutes, or until a
second panic message is sent to the instrument clus-
ter. A vehicle speed of about 25.7 kilometers-per-hour
(15 miles-per-hour) will also cancel the panic event.
Refer to the owner's manual for more information
on the features, use and operation of the RKE sys-
tem.
OPERATION
Whenever the vehicle battery power is interrupted,
the Remote Keyless Module (RKE) Module will retain
all vehicle access codes in its memory. When replac-
ing or adding a key fob transmitter (maximum of 4) a
DRB IIItscan tool is required to program the RKE
Module to accept the new Vehicle Access Code if a
customer owned transmitter is not available.
If a functioning transmitter is available, (Refer to 8
- ELECTRICAL/POWER LOCKS/KEYLESS ENTRY
TRANSMITTER - STANDARD PROCEDURE)
DIAGNOSIS AND TESTING - REMOTE KEYLESS
ENTRY MODULE
Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, further details
on wire harness routing and retention, as well as
pin-out and location views for the various wire har-
ness connectors, splices and grounds. Refer to the
proper Body Diagnostic Procedures Manual for test-
ing the Remote Keyless Entry system using a DRB
IIItscan tool.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the instrument cluster (Refer to 8 -
ELECTRICAL/INSTRUMENT CLUSTER - REMOV-
AL).
(3) Remove remote keyless entry module from
instrument cluster (Fig. 4).
INSTALLATION
(1) Install remote keyless entry module to instru-
ment cluster.
(2) Install instrument cluster (Refer to 8 - ELEC-
TRICAL/INSTRUMENT CLUSTER - INSTALLA-
TION).
(3) Connect the battery negative cable.
REMOTE KEYLESS ENTRY
TRANSMITTER
DIAGNOSIS AND TESTING - REMOTE KEYLESS
ENTRY TRANSMITTER
Using special tool 9001, first test to ensure that
the transmitter is functioning. Typical testing dis-
tance is 2.5 centimeters (1 inch) for Asian transmit-
ters and 30.5 centimeters (12 inches) for all others.
To test, position the transmitter as shown (Fig. 5).
Press any transmitter button, then test each button
individually. The tool will beep if a radio signal
strength that lights five or more LED's is detected.
Repeat this test three times. If transmitter fails any
of the test refer to the Diagnostic Procedures man-
ual.
Fig. 4 REMOTE KEYLESS ENTRY MODULE
1 - INSTRUMENT CLUSTER
2 - REMOTE KEYLESS ENTRY MODULE
Fig. 5 TRANSMITTER DIAGNOSIS
8N - 8 POWER LOCKSDR
REMOTE KEYLESS ENTRY MODULE (Continued)

CLOCKSPRING
DESCRIPTION
The clockspring assembly is secured with two
screws onto the multi-function switch mounting
housing near the top of the steering column behind
the steering wheel (Fig. 17). The clockspring consists
of a flat, round molded plastic case with a stubby tail
that hangs below the steering column (Fig. 18). The
tail contains two connector receptacles that face
toward the instrument panel. Within the plastic case
is a spool-like molded plastic rotor with a large
exposed hub. The upper surface of the rotor hub has
a large center hole, two large flats, an engagement
dowel with a yellow rubber boot, a short pigtail wire
with connector, and two connector receptacles that
face toward the steering wheel.
The lower surface of the rotor hub has a molded
plastic turn signal cancel cam with two lobes that is
keyed to the rotor and is secured there with four
integral snap features. Within the plastic case and
wound around the rotor spool is a long ribbon-like
tape that consists of several thin copper wire leads
sandwiched between two thin plastic membranes.
The outer end of the tape terminates at the connector
receptacles that face the instrument panel, while the
inner end of the tape terminates at the pigtail wire
and connector receptacles on the hub of the clock-
spring rotor that face the steering wheel.Service replacement clocksprings are shipped pre-
centered and with a molded plastic locking pin that
snaps into a receptacle on the rotor and is engaged
between two tabs on the upper surface of the rotor
case. The locking pin secures the centered clock-
spring rotor to the clockspring case during shipment,
but the locking pin must be removed from the clock-
spring after it is installed on the steering column.
(Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCK-
SPRING - STANDARD PROCEDURE - CLOCK-
SPRING CENTERING).
The clockspring cannot be repaired. If the clock-
spring is faulty, damaged, or if the driver airbag has
been deployed, the clockspring must be replaced.
OPERATION
The clockspring is a mechanical electrical circuit
component that is used to provide continuous electri-
cal continuity between the fixed instrument panel
wire harness and the electrical components mounted
on or in the rotating steering wheel. On this model
the rotating electrical components include the driver
airbag, the horn switch, the speed control switches,
and the remote radio switches, if the vehicle is so
equipped. The clockspring case is positioned and
secured to the multi-function switch mounting hous-
ing near the top of the steering column. The connec-
tor receptacles on the tail of the fixed clockspring
case connect the clockspring to the vehicle electrical
system through two take outs with connectors from
the instrument panel wire harness.
The clockspring rotor is movable and is keyed by
an engagement dowel that is molded onto the rotor
hub between two fins that are cast into the lower
surface of the steering wheel armature. A yellow rub-
Fig. 17 Clockspring
1 - PIGTAIL WIRE
2 - LOCATING TAB
3 - LOCKING PIN
4 - MOUNTING TAB (2)
5 - UPPER CONNECTOR RECEPTACLE (2)
6 - LABEL
7 - ENGAGEMENT DOWEL & BOOT
8 - CASE
9 - CENTERING ARROWS
10 - ROTOR
Fig. 18 Turn Signal Cancel Cam
1 - LOCKING PIN
2 - CLOCKSPRING CASE
3 - CANCEL CAM
4 - LOWER CONNECTOR RECEPTACLE (2)
8O - 18 RESTRAINTSDR

ber boot is installed over the engagement dowel to
eliminate contact noise between the dowel and the
steering wheel. The two lobes on the turn signal can-
cel cam on the lower surface of the clockspring rotor
hub contact a turn signal cancel actuator of the
multi-function switch to provide automatic turn sig-
nal cancellation. The yellow sleeved pigtail wires on
the upper surface of the clockspring rotor connect the
clockspring to the driver airbag, while a steering
wheel wire harness connects the two connector recep-
tacles on the upper surface of the clockspring rotor to
the horn switch feed pigtail wire connector and, if
the vehicle is so equipped, to the optional speed con-
trol and remote radio switches on the steering wheel.
Like the clockspring in a timepiece, the clockspring
tape has travel limits and can be damaged by being
wound too tightly during full stop-to-stop steering
wheel rotation. To prevent this from occurring, the
clockspring is centered when it is installed on the
steering column. Centering the clockspring indexes
the clockspring tape to the movable steering compo-
nents so that the tape can operate within its
designed travel limits. However, if the clockspring is
removed from the steering column or if the steering
shaft is disconnected from the steering gear, the
clockspring spool can change position relative to the
movable steering components. The clockspring must
be re-centered following completion of this service or
the tape may be damaged.
Service replacement clocksprings are shipped pre-
centered and with a plastic locking pin installed.
This locking pin should not be disengaged until the
clockspring has been installed on the steering col-
umn. If the locking pin is removed or damaged before
the clockspring is installed on a steering column, the
clockspring centering procedure must be performed.
(Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCK-
SPRING - STANDARD PROCEDURE - CLOCK-
SPRING CENTERING).
STANDARD PROCEDURE - CLOCKSPRING
CENTERING
The clockspring is designed to wind and unwind
when the steering wheel is rotated, but is only
designed to rotate the same number of turns (about
five complete rotations) as the steering wheel can be
turned from stop to stop. Centering the clockspring
indexes the clockspring tape to other steering compo-
nents so that it can operate within its designed
travel limits. The rotor of a centered clockspring can
be rotated two and one-half turns in either direction
from the centered position, without damaging the
clockspring tape.
However, if the clockspring is removed for service
or if the steering column is disconnected from the
steering gear, the clockspring tape can change posi-tion relative to the other steering components. The
clockspring must then be re-centered following com-
pletion of such service or the clockspring tape may be
damaged. Service replacement clocksprings are
shipped pre-centered, with a plastic locking pin
installed (Fig. 19). This locking pin should not be
removed until the clockspring has been installed on
the steering column. If the locking pin is removed
before the clockspring is installed on a steering col-
umn, the clockspring centering procedure must be
performed.
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.
Fig. 19 Clockspring and Multi-Function Switch
1 - CLOCKSPRING
2 - LOCATING PIN
3 - SCREW (2)
4 - LOCKING PIN
5 - ENGAGEMENT DOWEL BOOT
DRRESTRAINTS 8O - 19
CLOCKSPRING (Continued)

VEHICLE THEFT SECURITY
TABLE OF CONTENTS
page page
VEHICLE THEFT SECURITY
DESCRIPTION
DESCRIPTION........................1
SENTRY KEY IMMOBILIZER SYSTEM (SKIS) . 1
DESCRIPTION........................1
OPERATION
OPERATION..........................2
OPERATION..........................2
OPERATION..........................2
DIAGNOSIS AND TESTING
VEHICLE THEFT SECURITY SYSTEM......3STANDARD PROCEDURE
CONFIGURING A NEW MODULE / SWITCH
OPERATING MODES....................3
SENTRY KEY IMMOBILIZER SYSTEM
INITIALIZATION........................3
SENTRY KEY IMMOBILIZER SYSTEM
TRANSPONDER PROGRAMMING..........4
SENTRY KEY IMMOBILIZER SYSTEM
INDICATOR LAMP
DESCRIPTION..........................5
OPERATION............................5
VEHICLE THEFT SECURITY
DESCRIPTION
DESCRIPTION
The Vehicle Theft/Security System (VTSS) is
designed to protect against whole vehicle theft. The
system monitors the vehicle doors and ignition for
unauthorized operation.
The VTSS activates:
²Sounding of the horn
²Flashing of the park lamps
²Flashing of the head lamps
The Remote Keyless Entry (RKE) has 1 mode of
operation,CUSTOMER USAGEmode. The cus-
tomer usage mode provides full functionality of the
module and is the mode in which the RKE module
should be operating when used by the customer.
SENTRY KEY IMMOBILIZER SYSTEM (SKIS)
The Sentry Key Immobilizer System (SKIS) is
designed to provide passive protection against unau-
thorized vehicle use by preventing the engine from
operating while the system is armed. The primary
components of this system are the Sentry Key Immo-
bilizer Module (SKIM), the Sentry Key transponder,
the Vehicle Theft/Security System (VTSS) indicator
LED, and the Powertrain Control Module (PCM).
The SKIM is installed on the steering column near
the ignition lock cylinder. The transponder is located
under the molded rubber cap on the head of the igni-tion key. The VTSS indicator LED is located in the
instrument cluster.
The SKIS includes two valid Sentry Key transpon-
ders from the factory. This is so the customer can self
program new keys if one is lost. If the customer
wishes, additional non-coded blank Sentry Keys are
available. These blank keys can be cut to match a
valid ignition key, but the engine will not start
unless the key transponder is also programmed to
the vehicle. The SKIS will recognize no more than
eight valid Sentry Key transponders at any one time.
The SKIS performs a self-test each time the igni-
tion switch is turned to the ON position, and will
store Diagnostic Trouble Codes (DTC's) if a system
malfunction is detected. The SKIS can be diagnosed,
and any stored DTC can be retrieved using a
DRBIIItscan tool as described in the proper Body
Diagnostic Procedures Manual.
DESCRIPTION
The Sentry Key Immobilizer Module (SKIM) con-
tains a Radio Frequency (RF) transceiver and a cen-
tral processing unit, which includes the Sentry Key
Immobilizer System (SKIS) program logic. The SKIS
programming enables the SKIM to program and
retain in memory the codes of at least two, but no
more than eight electronically coded Sentry Key
transponders. The SKIS programming also enables
the SKIM to communicate over the Programmable
Communication Interface (PCI) bus network with the
Powertrain Control Module (PCM), and/or the
DRBIIItscan tool.
DRVEHICLE THEFT SECURITY 8Q - 1

Component Page
Overdrive Switch...................... 8W-31
Overhead Map/Reading Lamp............ 8W-44
Oxygen Sensors....................... 8W-30
Oxygen Sensor Downstream Relay........ 8W-30
Park Brake Switch.................... 8W-40
Park Lamp Relay................... 8W-50, 52
Park/Turn Signal Lamps............. 8W-50, 52
Passenger Airbag On/Off Switch.......... 8W-43
Blend Door Actuators.................. 8W-42
Passenger Lumbar Switch............... 8W-63
Power Mirrors........................ 8W-62
Power Outlet......................... 8W-41
Power Outlet-Console.................. 8W-41
Power Seat Motors.................... 8W-63
Power Seat Switches................... 8W-63
Power Steering Pressure Switch.......... 8W-30
Power Window Circuit Breaker........... 8W-10
Power Window Motors.................. 8W-60
Power Window Switches................ 8W-60
Powertrain Control Module.............. 8W-30
PTCs............................... 8W-10
PTO Switch.......................... 8W-30
Radio............................... 8W-47
Recirculation Door Actuator............. 8W-42
Red Brake Warning Indicator Switch . . . 8W-34, 35
Remote Radio Switches................. 8W-47
Splices.............................. 8W-70
Seat Belt Pretensioners................. 8W-43
Seat Belt Switch-Driver................ 8W-40
Seat Belt Tensioner Reducer............. 8W-40
Seat Heater Interface Module............ 8W-63
Sentry Key Immobilizer Module.......... 8W-39
Spare Relay.......................... 8W-10
Speakers............................ 8W-47Component Page
Speed Control Servo................... 8W-33
Speed Control Switches................. 8W-33
Starter Motor Relay................... 8W-21
Starter Motor.................... 8W-21, 21-3
Tail/Stop Lamps...................... 8W-52
Tail/Stop/Turn Signal Lamps.......... 8W-51, 52
Tail/Turn Lamps...................... 8W-52
Tailgate Lamp Assembly................ 8W-51
Throttle Position Sensor................ 8W-30
Throttle Position Switch................ 8W-30
Trailer Tow Connector.................. 8W-54
Trailer Tow Connector-Add On........... 8W-54
Trailer Tow Left Turn Relay............. 8W-54
Trailer Tow Right Turn Relay............ 8W-54
Transfer Case Control Module............ 8W-31
Transfer Case Mode Sensor.............. 8W-31
Transfer Case Selector Switch............ 8W-31
Transfer Case Shift Motor............... 8W-31
Transmission Control Module............ 8W-31
Transmission Control Relay............. 8W-31
Transmission Range Sensor.............. 8W-31
Transmission Solenoid Assembly.......... 8W-31
Transmission Solenoid/TRS Assembly...... 8W-31
Underhood Lamp...................... 8W-44
Vacuum Pump........................ 8W-30
Vehicle Speed Sensor................... 8W-30
Vistronic Fan Drive.................... 8W-30
Washer Fluid Level Switch.............. 8W-53
Washer Pump Motor-Front.............. 8W-53
Water In Fuel Sensor.................. 8W-30
Wheel Speed Sensors................... 8W-35
Wiper High/Low Relay................. 8W-53
Wiper Motor-Front.................... 8W-53
8W - 02 - 2 8W-02 COMPONENT INDEXDR