Ignition switch DODGE RAM 2003 Service Service Manual

inoperative heated seat switch indicator lamps and
the heated seat elements do not heat, proceed. If the
problem being diagnosed involves inoperative heated
seat switch indicator lamps and the heated seat ele-
ments do heat, go to Step 6. If the problem being
diagnosed involves a heated seat switch indicator
lamp that remains illuminated after the heated seat
has been turned Off, (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/MEMORY
HEATED SEAT/MIRROR MODULE - DIAGNOSIS
AND TESTING).
(2) Disconnect and isolate the battery negative
cable. Remove the heated seat switch and bezel unit
from the instrument panel. Disconnect the heated
seat switch to be tested. Check for continuity
between the ground circuit cavity of the heated seat
switch and a good ground. There should be continu-
ity. If OK, go to Step 3. If not OK, repair the open
ground circuit to ground as required.
(3) Reconnect the battery negative cable. Turn the
park lamps on with the headlamp switch. Rotate the
panel lamps dimmer thumb wheel on the headlamp
switch upward to just before the interior lamps
detent. Check for battery voltage at the fused panel
lamps dimmer circuit cavity of the heated seat
switch. If OK, go to Step 4. If not OK, repair the
open fused panel lamps dimmer switch signal circuit
to the fuse in the Integrated Power Module as
required.
(4) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run) circuit cavity of the heated seat switch.
If OK, go to Step 5. If not OK, repair the open fused
ignition switch output (run) circuit as required.
(5) Check the continuity and resistance values of
the heated seat switch in the Neutral, Low and High
positions as shown in the Heated Seat Switch Conti-
nuity chart. If OK, refer to Step 6. If not OK, replace
the faulty heated seat switch.
HEATED SEAT SWITCH CONTINUITY
Switch PositionContinuity
BetweenResistance
Neutral 4 & 6 2.2 Kilohms
Low 4 & 6 .415 Kilohms
High 4 & 6 33 Ohms(6) Replace the inoperative heated seat switch
with a known good unit and test the operation of the
switch indicator lamps. If OK, discard the faulty
heated seat switch. If not OK, (Refer to 8 - ELEC-
TRICAL/ELECTRONIC CONTROL MODULES/
MEMORY HEATED SEAT/MIRROR MODULE -
DIAGNOSIS AND TESTING).
REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Wait two minutes for the system reserve capac-
itor to discharge before beginning any airbag or
instrument panel service.
(3) Remove the center bezel from the instrument
panel (Refer to 23 - BODY/INSTRUMENT PANEL/
INSTRUMENT PANEL CENTER BEZEL - REMOV-
AL).
(4) Remove the screws that secure the heated seat
switch bezel to the instrument panel center bezel.
(5) Remove the heated seat switch bezel and both
switches from the instrument panel as a unit.
(6) From the back of the heated seat switch bezel,
gently pry the switch free and push the heated seat
switch out through the front of the bezel.
INSTALLATION
NOTE: When installing the heated seat switches, be
certain they are installed in the proper mounting
holes of the heated seat switch bezel. The heated
seat switches are differentiated by the keyway in
the connector receptacle on the backs of the
switches and keyway on the switch housing (Fig.
4).
(1) From the back of the heated seat switch bezel,
gently push the heated seat switch in through the
front of the bezel.
(2) Position the heated seat switch bezel to the
instrument panel center bezel and install the retain-
ing screws.
(3) Install the center bezel on the instrument
panel (Refer to 23 - BODY/INSTRUMENT PANEL/
INSTRUMENT PANEL CENTER BEZEL - INSTAL-
LATION).
(4) Connect the battery negative cable.
(5) Verify vehicle and system operation.
DRHEATED SEAT SYSTEM 8G - 9
HEATED SEAT SWITCH (Continued)

HORN
TABLE OF CONTENTS
page page
HORN SYSTEM
DESCRIPTION..........................1
OPERATION............................1
DIAGNOSIS AND TESTING - HORN SYSTEM . . . 1
HORN
DIAGNOSIS AND TESTING - HORN..........1REMOVAL.............................2
INSTALLATION..........................2
HORN SWITCH
DESCRIPTION..........................2
DIAGNOSIS AND TESTING - HORN SWITCH . . . 2
HORN SYSTEM
DESCRIPTION
The dual-note horn system features dual electro-
magnetic horn units. The horn system includes the
following major components:
²Horn- The two horns are located on the left
side of the engine compartment below the Integrated
Power Module (IPM).
²Horn Switch- The horn switch is molded into
the driver airbag trim cover.
OPERATION
The horn system operates on battery current
received through a fuse in the Integrated Power
Module (IPM). The horn system circuit is designed so
that the system will remain operational, regardless
of the ignition switch position.
DIAGNOSIS AND TESTING - HORN SYSTEM
The most reliable, efficient, and accurate
means to diagnose the horn system requires the
use of a DRBIIItscan tool and the proper Diag-
nostic Procedures manual. The DRBIIItscan
tool can provide confirmation that the PCI data
bus is functional, that all of the electronic mod-
ules are sending and receiving the proper mes-
sages on the PCI data bus, and that the horns
are being sent the proper hard wired outputs
for them to perform their functions.
Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
information and location views for the various wire
harness connectors, splices and grounds.
In most cases, any problem involving continually
sounding horns can be quickly alleviated by removing
the horn fuse from the Integrated Power Module
(IPM).WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, SEAT BELT TENSIONER, SIDE
AIRBAG, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
HORN
DIAGNOSIS AND TESTING - HORN
The most reliable, efficient, and accurate
means to diagnose the horn system requires the
use of a DRBIIItscan tool and the proper Diag-
nostic Procedures manual. The DRBIIItscan
tool can provide confirmation that the PCI data
bus is functional, that all of the electronic mod-
ules are sending and receiving the proper mes-
sages on the PCI data bus, and that the horns
are being sent the proper hard wired outputs
for them to perform their functions.
Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
information and location views for the various wire
harness connectors, splices and grounds.
DRHORN 8H - 1

IGNITION COIL RESISTANCE - 3.7L V-6
PRIMARY RESISTANCE
21-27ÉC (70-80ÉF)SECONDARY
RESISTANCE 21-27ÉC
(70-80ÉF)
0.6 - 0.9 Ohms 6,000 - 9,000 Ohms
IGNITION COIL RESISTANCE - 4.7L V-8
PRIMARY
RESISTANCE 21-27ÉC
(70-80ÉF)SECONDARY
RESISTANCE 21-27ÉC
(70-80ÉF)
0.6 - 0.9 Ohms 6,000 - 9,000 Ohms
IGNITION COIL RESISTANCE - 5.7L V-8
PRIMARY RESISTANCE @ 21-27ÉC (70-80ÉF)
0.558 - 0.682 Ohms
(Plus or Minus 10% @ 70-80É F)
IGNITION COIL RESISTANCE - 5.9L
COIL MANUFACTURERPRIMARY RESISTANCE
21-27ÉC (70-80ÉF)SECONDARY RESISTANCE 21-27ÉC
(70-80ÉF)
Diamond 0.97 - 1.18 Ohms 11,300 - 15,300 Ohms
Toyodenso 0.95 - 1.20 Ohms 11,300 - 13,300 Ohms
IGNITION COIL RESISTANCE ± 8.0L V-10
ENGINE
Primary Resistance: 0.53-0.65 Ohms. Test across the
primary connector. Refer to text for test procedures.
Secondary Resistance: 10.9-14.7K Ohms. Test across
the individual coil towers. Refer to text for test
procedures.
IGNITION TIMING
Ignition timing is not adjustable on any engine.
AUTOMATIC SHUT DOWN
RELAY
DESCRIPTION - PCM OUTPUT
The 5±pin, 12±volt, Automatic Shutdown (ASD)
relay is located in the Power Distribution Center
(PDC). Refer to label on PDC cover for relay location.
OPERATION
OPERATION - PCM OUTPUT
The ASD relay supplies battery voltage (12+ volts)
to the fuel injectors and ignition coil(s). With certain
emissions packages it also supplies 12±volts to the
oxygen sensor heating elements.The ground circuit for the coil within the ASD
relay is controlled by the Powertrain Control Module
(PCM). The PCM operates the ASD relay by switch-
ing its ground circuit on and off.
The ASD relay will be shut±down, meaning the
12±volt power supply to the ASD relay will be de-ac-
tivated by the PCM if:
²the ignition key is left in the ON position. This
is if the engine has not been running for approxi-
mately 1.8 seconds.
²there is a crankshaft position sensor signal to
the PCM that is lower than pre-determined values.
OPERATION - ASD SENSE - PCM INPUT
A 12 volt signal at this input indicates to the PCM
that the ASD has been activated. The relay is used to
connect the oxygen sensor heater element, ignition
coil and fuel injectors to 12 volt + power supply.
This input is used only to sense that the ASD relay
is energized. If the Powertrain Control Module
(PCM) does not see 12 volts at this input when the
ASD should be activated, it will set a Diagnostic
Trouble Code (DTC).
8I - 6 IGNITION CONTROLDR
IGNITION CONTROL (Continued)

(3) Check condition of relay terminals and PDC
connector terminals for damage or corrosion. Repair
if necessary before installing relay.
(4) Check for pin height (pin height should be the
same for all terminals within the PDC connector).
Repair if necessary before installing relay.
INSTALLATION
The ASD relay is located in the Power Distribution
Center (PDC) (Fig. 5). Refer to label on PDC cover
for relay location.
(1) Install relay to PDC.
(2) Install cover to PDC.
CAMSHAFT POSITION
SENSOR
DESCRIPTION
3.7L V-6
The Camshaft Position Sensor (CMP) on the 3.7L
6-cylinder engine is bolted to the right-front side of
the right cylinder head.
4.7L V-8
The Camshaft Position Sensor (CMP) on the 4.7L
V-8 engine is bolted to the right-front side of the
right cylinder head.
5.7L V-8
The Camshaft Position Sensor (CMP) on the 5.7L
V-8 engine is located below the generator on the tim-
ing chain / case cover on the right/front side of
engine.
5.9L Diesel
The Camshaft Position Sensor (CMP) on the 5.9L
diesel engine is located below the fuel injection
pump. It is bolted to the back of the timing gear
cover.
5.9L V-8 Gas
The Camshaft Position Sensor (CMP) on the 5.9L
V-8 engine is located inside the distributor.
8.0L V±10
The Camshaft Position Sensor (CMP) on the 8.0L
V-10 engine is located on the timing chain / case
cover on the left/front side of engine.
OPERATION
3.7L V-6
The Camshaft Position Sensor (CMP) sensor on the
3.7L V-6 engine contains a hall effect device referred
to as a sync signal generator. A rotating target wheel
(tonewheel) for the CMP is located at the front of the
camshaft for the right cylinder head (Fig. 6). This
sync signal generator detects notches located on a
tonewheel. As the tonewheel rotates, the notches
pass through the sync signal generator. The signal
from the CMP sensor is used in conjunction with the
Crankshaft Position Sensor (CKP) to differentiate
between fuel injection and spark events. It is also
used to synchronize the fuel injectors with their
respective cylinders.
When the leading edge of the tonewheel notch
enters the tip of the CMP, the interruption of mag-
netic field causes the voltage to switch high, result-
ing in a sync signal of approximately 5 volts.
When the trailing edge of the tonewheel notch
leaves then tip of the CMP, the change of the mag-
netic field causes the sync signal voltage to switch
low to 0 volts.
4.7L V-8
The CMP sensor on the 4.7L engine contains a hall
effect device called a sync signal generator to gener-
ate a fuel sync signal. This sync signal generator
detects notches located on a tonewheel. The tone-
wheel is located at the front of the camshaft for the
right cylinder head (Fig. 7). As the tonewheel rotates,
the notches pass through the sync signal generator.
The pattern of the notches (viewed counter-clockwise
from front of engine) is: 1 notch, 2 notches, 3 notches,
Fig. 5 PDC LOCATION
1 - BATTERY
2 - PDC (POWER DISTRIBUTION CENTER)
8I - 8 IGNITION CONTROLDR
AUTOMATIC SHUT DOWN RELAY (Continued)

3 notches, 2 notches 1 notch, 3 notches and 1 notch.
The signal from the CMP sensor is used in conjunc-
tion with the crankshaft position sensor to differenti-
ate between fuel injection and spark events. It is also
used to synchronize the fuel injectors with their
respective cylinders.
5.7L V-8
The CMP sensor is used in conjunction with the
crankshaft position sensor to differentiate between
fuel injection and spark events. It is also used to syn-
chronize the fuel injectors with their respective cylin-
ders. The sensor generates electrical pulses. These
pulses (signals) are sent to the Powertrain Control
Module (PCM). The PCM will then determine crank-
shaft position from both the camshaft position sensor
and crankshaft position sensor.
The tonewheel is located at the front of the cam-
shaft (Fig. 8). As the tonewheel rotates, notches (Fig.
8) pass through the sync signal generator.
When the cam gear is rotating, the sensor will
detect the notches. Input voltage from the sensor to
the PCM will then switch from a low (approximately
0.3 volts) to a high (approximately 5 volts). When the
sensor detects a notch has passed, the input voltage
switches back low to approximately 0.3 volts.
Fig. 6 CMP OPERATION- 3.7L V-6
1 - NOTCHES
2 - RIGHT CYLINDER HEAD
3 - CMP
4 - TONEWHEEL (TARGET WHEEL)
Fig. 7 CMP AND TONEWHEEL OPERATION - 4.7L
V-8
1 - NOTCHES
2 - RIGHT CYLINDER HEAD
3 - CAMSHAFT POSITION SENSOR
4 - TONEWHEEL
Fig. 8 CMP OPERATION - 5.7L ENGINE
1 - TIMING CHAIN COVER
2 - TONEWHEEL
3 - NOTCHES
DRIGNITION CONTROL 8I - 9
CAMSHAFT POSITION SENSOR (Continued)

5.9L V-8 Gas
The CMP sensor on the 5.9L V-8 engine contains a
hall effect device called a sync signal generator to
generate a fuel sync signal. This sync signal genera-
tor detects a rotating pulse ring (shutter) (Fig. 9) on
the distributor shaft. The pulse ring rotates 180
degrees through the sync signal generator. Its signal
is used in conjunction with the Crankshaft Position
(CKP) sensor to differentiate between fuel injection
and spark events. It is also used to synchronize the
fuel injectors with their respective cylinders.
When the leading edge of the pulse ring (shutter)
enters the sync signal generator, the following occurs:
The interruption of magnetic field causes the voltage
to switch high resulting in a sync signal of approxi-
mately 5 volts.
When the trailing edge of the pulse ring (shutter)
leaves the sync signal generator, the following occurs:
The change of the magnetic field causes the sync sig-
nal voltage to switch low to 0 volts.
5.9L Diesel
The Camshaft Position Sensor (CMP) contains a
hall effect device. A rotating target wheel (tonewheel)
for the CMP is located on the front timing gear. This
hall effect device detects notches located on the tone-
wheel. As the tonewheel rotates, the notches pass the
tip of the CMP.
When the leading edge of the tonewheel notch
passes the tip of the CMP, the following occurs: The
interruption of magnetic field causes the voltage to
switch high resulting in a signal of approximately 5
volts.
When the trailing edge of the tonewheel notch
passes the tip of the CMP, the following occurs: Thechange of the magnetic field causes the signal voltage
to switch low to 0 volts.
The CMP (Fig. 10) provides a signal to the Engine
Control Module (ECM) at all times when the engine
is running. The ECM uses the CMP information pri-
marily on engine start-up. Once the engine is run-
ning, the ECM uses the CMP as a backup sensor for
engine speed. The Crankshaft Position Sensor (CKP)
is the primary engine speed indicator for the engine
after the engine is running.
8.0L V-10
The CMP sensor is used in conjunction with the
crankshaft position sensor to differentiate between
fuel injection and spark events. It is also used to syn-
chronize the fuel injectors with their respective cylin-
ders. The sensor generates electrical pulses. These
pulses (signals) are sent to the Powertrain Control
Module (PCM). The PCM will then determine crank-
shaft position from both the camshaft position sensor
and crankshaft position sensor.
A low and high area are machined into the cam-
shaft drive gear (Fig. 11). The sensor is positioned in
the timing gear cover so that a small air gap (Fig. 11)
exists between the face of sensor and the high
machined area of cam gear.
Fig. 9 CMP / PULSE RING - 5.9L GAS ENGINE
1 - SYNC SIGNAL GENERATOR
2 - CAMSHAFT POSITION SENSOR
3 - PULSE RING
4 - DISTRIBUTOR ASSEMBLY
Fig. 10 5.9L DIESEL CMP
1 - CMP
2 - FUEL INJECTION PUMP (BOTTOM)
3 - ELECTRONIC CONTROL MODULE (ECM)
4 - ECM ELEC. CONNECTOR
5 - CMP ELEC. CONNECTOR
6 - CMP MOUNTING BOLT
7 - BACK OF TIMING GEAR COVER
8I - 10 IGNITION CONTROLDR
CAMSHAFT POSITION SENSOR (Continued)

When the cam gear is rotating, the sensor will
detect the machined low area. Input voltage from the
sensor to the PCM will then switch from a low
(approximately 0.3 volts) to a high (approximately 5
volts). When the sensor detects the high machined
area, the input voltage switches back low to approx-
imately 0.3 volts.
REMOVAL
3.7L V-6
The Camshaft Position Sensor (CMP) on the 3.7L
V-6 engine is bolted to the front/top of the right cyl-
inder head (Fig. 12).
(1) Disconnect electrical connector at CMP sensor.
(2) Remove sensor mounting bolt (Fig. 12).
(3) Carefully twist sensor from cylinder head.
(4) Check condition of sensor o-ring.
4.7L V-8
The Camshaft Position Sensor (CMP) on the 4.7L
V±8 engine is bolted to the front/top of the right cyl-
inder head (Fig. 13).
(1) Raise and support vehicle.
(2) Disconnect electrical connector at CMP sensor
(Fig. 13).(3) Remove sensor mounting bolt (Fig. 13).
(4) Carefully twist sensor from cylinder head.
(5) Check condition of sensor o-ring.
Fig. 11 CMP SENSOR OPERATION ± 8.0L V-10
ENGINE
1 - CAM DRIVE GEAR
2 - LOW MACHINED AREA
3 - HIGH MACHINED AREA
4 - CAMSHAFT POSITION SENSOR
5 - AIR GAP
Fig. 12 CMP LOCATION - 3.7L
1 - RIGHT/FRONT OF RIGHT CYLINDER HEAD
2 - CMP MOUNTING BOLT
3 - CMP LOCATION
Fig. 13 CMP LOCATION - 4.7L
1 - RIGHT CYLINDER HEAD
2 - CAMSHAFT POSITION SENSOR
3 - MOUNTING BOLT
4 - ELEC. CONNECTOR
DRIGNITION CONTROL 8I - 11
CAMSHAFT POSITION SENSOR (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 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-
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