Egr DODGE RAM 1500 1998 2.G Workshop Manual

WARNING: TO AVOID PERSONAL INJURY OR
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
TEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, AIRBAG, SEAT BELT
TENSIONER, IMPACT SENSOR, OR INSTRUMENT
PANEL COMPONENT DIAGNOSIS OR SERVICE.
DISCONNECT AND ISOLATE THE BATTERY NEGA-
TIVE (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 DIS-
ABLE THE SUPPLEMENTAL RESTRAINT SYSTEM.
FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY-
MENT.
(1) Disconnect and isolate the battery negative
cable. Disconnect the seat belt switch pigtail wire
connector from the seat wire harness connector for
the seat belt switch on the inboard side of the driver
side front seat forward of the seat belt buckle-half
anchor. Check for continuity between the seat belt
switch sense circuit and the ground circuit cavities of
the seat belt switch pigtail wire connector. There
should be continuity with the seat belt buckled, and
no continuity with the seat belt unbuckled. If OK, go
to Step 2. If not OK, replace the faulty front seat belt
buckle-half assembly.
(2) Check for continuity between the ground cir-
cuit cavity in the seat wire harness connector for the
seat belt switch and a good ground. There should be
continuity. If OK, go to Step 3. If not OK, repair the
open ground circuit to ground (G301) as required.
(3) Remove the instrument cluster from the instru-
ment panel. Check for continuity between the seat
belt switch sense circuit cavity of the seat wire har-
ness connector for the seat belt switch and a good
ground. There should be no continuity. If OK, go to
Step 4. If not OK, repair the shorted seat belt switch
sense circuit between the seat belt switch and the
instrument cluster as required.
(4) Check for continuity between the seat belt
switch sense circuit cavities of the seat wire harness
connector for the seat belt switch and the instrument
panel wire harness connector (Connector C2) for the
instrument cluster. There should be continuity. If
OK, test and replace the faulty instrument cluster as
required. (Refer to 8 - ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND TESTING). If not OK,
repair the open seat belt switch sense circuit between
the seat belt switch and the instrument cluster as
required.SEAT BELT TENSIONER
DESCRIPTION
Front outboard seating position seat belt tension-
ers supplement the driver and passenger airbags for
all versions of this model (Fig. 48). The seat belt ten-
sioner is integral to the front outboard seat belt and
retractor units, which are secured to the inner B-pil-
lar on the right and left sides of the vehicle. The
retractor is concealed beneath the molded plastic
inner B-pillar trim. The seat belt tensioner consists
primarily of a die cast aluminum tensioner housing
or chamber, a mechanical clutch unit, a tape-like
metal strip, a pair of cutters, a pyrotechnically acti-
vated gas generator, and a short pigtail wire. All of
these components are located on one side of the
retractor spool on the outside of the retractor hous-
ing. The seat belt tensioners are controlled by the
Airbag Control Module (ACM) and are connected to
the vehicle electrical system through a dedicated
take out of the body wire harness by a keyed and
latching molded plastic connector insulator to ensure
a secure connection.
The seat belt tensioners cannot be repaired and, if
faulty or damaged, the entire outboard front seat belt
and retractor unit must be replaced. If the front air-
bags have been deployed, the seat belt tensioners
have also been deployed. The seat belt tensioners are
not intended for reuse and must be replaced follow-
ing any front airbag deployment. A locked retractor
that will not allow the seat belt webbing to be
Fig. 48 Seat Belt Tensioner
1 - TENSIONER HOUSING OR CHAMBER
2 - GAS GENERATOR
3 - TENSIONER PIGTAIL WIRE
4 - SPOOL
5 - TENSION REDUCER (DRIVER SIDE ON STANDARD CAB
ONLY)
6 - REDUCER CONNECTOR RECEPTACLE
7 - RETRACTOR LOCKING MECHANISM COVER
8O - 52 RESTRAINTSDR
SEAT BELT SWITCH (Continued)

retracted or extracted is a sure indication that the
seat belt tensioner has been deployed and requires
replacement. (Refer to 8 - ELECTRICAL/RE-
STRAINTS/FRONT OUTBOARD SEAT BELT &
RETRACTOR - REMOVAL).
OPERATION
The seat belt tensioners are deployed by a signal
generated by the Airbag Control Module (ACM)
through the driver and passenger seat belt tensioner
line 1 and line 2 (or squib) circuits. When the ACM
sends the proper electrical signal to the tensioners,
the electrical energy generates enough heat to ini-
tiate a small pyrotechnic gas generator. The gas gen-
erator is installed at the top of the tensioner housing
which contains a long metal tape that is routed
through two chambers within the housing. Each end
of the tape is wound around the outer sleeve of a
mechanical clutch mechanism secured to one end of
the torsion bar upon which the retractor spool is
secured. As the gas expands, it is directed against
the metal tape within the two chambers of the hous-
ing causing the tape to unwind from the clutch
sleeve. As the clutch rotates it engages the torsion
bar, which drives the seat belt retractor spool causing
the slack to be removed from the seat belt.
Once a seat belt tensioning sequence has been
completed, the forward momentum of the occupant
results in deformation of the torsion bar. As the tor-
sion bar deforms it allows the seat belt webbing to
unwind from the retractor spool, which causes the
metal tape to be wound back onto the clutch sleeve
until it is pulled tight against two cutter blades
within the housing, which immediately cut the metal
tape.
Removing excess slack from the seat belt not only
keeps the occupant properly positioned for an airbag
deployment following a frontal impact of the vehicle,
but also helps to reduce injuries that the occupant
might experience in these situations as a result of a
harmful contact with the steering wheel, steering col-
umn, instrument panel and/or windshield. The tor-
sion bar is designed to deform in order to control the
loading being applied to the occupant by the seat belt
during a frontal impact, further reducing the poten-
tial for occupant injuries.
The ACM monitors the condition of the seat belt
tensioners through circuit resistance. The ACM will
illuminate the airbag indicator in the ElectroMe-
chanical Instrument Cluster (EMIC) and store a
Diagnostic Trouble Code (DTC) for any fault that is
detected. For proper diagnosis of the seat belt ten-
sioners, a DRBIIItscan tool is required. Refer to the
appropriate diagnostic information.
SEAT BELT TENSION
REDUCER
DESCRIPTION
A seat belt tension reducer is standard equipment
for the driver side front outboard seat belt on stan-
dard cab versions of this model (Fig. 49). The tension
reducer is integral to the driver side front outboard
seat belt and retractor unit, which is secured to the
inner B-pillar on the left side of the vehicle. The
retractor is concealed beneath the molded plastic
inner B-pillar trim. The seat belt tension reducer
consists primarily of a 12-volt Direct Current (DC)
solenoid and an integral connector receptacle that is
located on the forward facing end housing of the
retractor. The seat belt tension reducer is controlled
by a battery current output of the ignition switch and
a ground path provided by the seat belt switch, and
is connected to the vehicle electrical system through
a dedicated take out of the body wire harness by a
keyed and latching molded plastic connector insula-
tor to ensure a secure connection.
The seat belt tension reducer cannot be repaired
and, if faulty or damaged, the entire driver side front
outboard seat belt and retractor unit must be
replaced. (Refer to 8 - ELECTRICAL/RESTRAINTS/
FRONT OUTBOARD SEAT BELT & RETRACTOR -
REMOVAL).
Fig. 49 Seat Belt Tension Reducer
1 - TENSIONER HOUSING OR CHAMBER
2 - GAS GENERATOR
3 - TENSIONER PIGTAIL WIRE
4 - SPOOL
5 - TENSION REDUCER (DRIVER SIDE ON STANDARD CAB
ONLY)
6 - REDUCER CONNECTOR RECEPTACLE
DRRESTRAINTS 8O - 53
SEAT BELT TENSIONER (Continued)

SEAT BELT TURNING LOOP
ADJUSTER
REMOVAL
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, DURING AND FOLLOWING ANY SEAT BELT
OR CHILD RESTRAINT ANCHOR SERVICE, CARE-
FULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS FOR PROPER INSTALLA-
TION, OPERATION, OR DAMAGE. REPLACE ANY
BELT THAT IS CUT, FRAYED, OR TORN.
STRAIGHTEN ANY BELT THAT IS TWISTED.
TIGHTEN ANY LOOSE FASTENERS. REPLACE ANY
BELT THAT HAS A DAMAGED OR INOPERATIVE
BUCKLE OR RETRACTOR. REPLACE ANY BELT
THAT HAS A BENT OR DAMAGED LATCH PLATE
OR ANCHOR PLATE. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Unsnap and remove the trim cover from the
front outboard seat belt turning loop to access the
screw that secures the turning loop to the height
adjuster on the upper inner B-pillar. Discard the
removed turning loop trim cover as it is not intended
for reuse.
(2) Remove the screw that secures the seat belt
turning loop to the height adjuster.
(3) Remove the front seat belt turning loop from
the height adjuster.
(4) Remove the upper trim from the inner B-pillar.
(Refer to 23 - BODY/INTERIOR/B-PILLAR UPPER
TRIM - REMOVAL).
(5) Loosen the two screws that secure the seat belt
turning loop height adjuster far enough to remove
the adjuster from the upper B-pillar (Fig. 50).
(6) Disengage the tab near the lower end of the
seat belt turning loop height adjuster from the slot in
the sheet metal and remove the adjuster from the
inner B-pillar.
INSTALLATION
WARNING: TO AVOID PERSONAL INJURY OR DEATH,
DURING AND FOLLOWING ANY SEAT BELT OR
CHILD RESTRAINT ANCHOR SERVICE, CAREFULLY
INSPECT ALL SEAT BELTS, BUCKLES, MOUNTING
HARDWARE, RETRACTORS, TETHER STRAPS, AND
ANCHORS FOR PROPER INSTALLATION, OPERA-
TION, OR DAMAGE. REPLACE ANY BELT THAT IS
CUT, FRAYED, OR TORN. STRAIGHTEN ANY BELT
THAT IS TWISTED. TIGHTEN ANY LOOSE FASTEN-
ERS. REPLACE ANY BELT THAT HAS A DAMAGED
OR INOPERATIVE BUCKLE OR RETRACTOR.
REPLACE ANY BELT THAT HAS A BENT OR DAM-
AGED LATCH PLATE OR ANCHOR PLATE. REPLACE
ANY CHILD RESTRAINT ANCHOR OR THE UNIT TO
WHICH THE ANCHOR IS INTEGRAL THAT HAS BEEN
BENT OR DAMAGED. NEVER ATTEMPT TO REPAIR A
SEAT BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
(1) Position the front seat belt turning loop
adjuster to the inner B-pillar (Fig. 50).
(2) Engage the tab near the lower end of the seat
belt turning loop height adjuster into the slot in the
sheet metal of the inner B-pillar.
(3) Hand tighten the lower of the two screws that
secure the seat belt turning loop height adjuster to
the upper B-pillar far enough to keep the tab on the
lower end of the adjuster engaged in the B-pillar slot.
Fig. 50 Seat Belt Turning Loop Adjuster Remove/
Install
1 - B-PILLAR
2 - ADJUSTER
3 - SCREW (2)
4 - GRAB HANDLE BRACKET (QUAD CAB ONLY)
DRRESTRAINTS 8O - 55

(4) Install the upper screw that secures the seat
belt turning loop height adjuster to the upper B-pil-
lar, then tighten both the upper and lower screws to
40 N´m (29 ft. lbs.).
(5) Reinstall the upper trim onto the inside of the
B-pillar. (Refer to 23 - BODY/INTERIOR/B-PILLAR
UPPER TRIM - INSTALLATION).
(6) Position the seat belt turning loop onto the
height adjuster on the upper inner B-pillar.
(7) Install and tighten the screw that secures the
seat belt turning loop to the height adjuster. Tighten
the screw to 40 N´m (29 ft. lbs.).
(8) Engage the lower snap features of the new trim
cover over the front outboard seat belt turning loop
and, using hand pressure, press firmly and evenly on
the top of the trim cover until it snaps into place.
SIDE CURTAIN AIRBAG
DESCRIPTION
Optional side curtain airbags are available for this
model when it is also equipped with dual front air-
bags. These airbags are passive, inflatable, Supple-
mental Restraint System (SRS) components, and
vehicles with this equipment can be readily identified
by a molded identification trim button with the ªSRS
- AIRBAGº logo located on the headliner above each
A-pillar, and above each B-pillar on quad cab models
(Fig. 51). This system is designed to reduce injuries
to the vehicle occupants in the event of a side impact
collision.
Vehicles equipped with side curtain airbags have
two individually controlled curtain airbag units.
These airbag units are concealed and mounted above
the headliner where they are each secured to one of
the roof side rails (Fig. 52). Each folded airbag cush-
ion is contained within a long extruded plastic chan-
nel that extends along the roof rail from the A-pillarat the front of the vehicle to just behind the B-pillar
on standard cab models, and to just behind the C-pil-
lar on quad cab models. A tether extends down the
A-pillar from the front of the airbag cushion, where it
is retained to the pillar with plastic push-in routing
clips and it is secured to the base of the A-pillar near
the belt line with a screw.
The hybrid-type inflator for each airbag is secured
to the roof rail at the rear of the airbag unit behind
the B-pillar (standard cab) or C-pillar (quad cab), and
is connected to the airbag cushion by a long tubular
manifold. The inflator bracket and the extruded air-
bag cushion channel are located with plastic push-in
fasteners to the roof rail, then secured with screws to
spring nuts located in the roof rail. A two-wire take
out of the body wire harness with a keyed and
latched connector insulator connects directly to an
integral receptacle on the inflator initiator.
The side curtain airbag unit cannot be adjusted or
repaired and must be replaced if deployed, faulty, or
in any way damaged. Once a side curtain airbag has
been deployed, the complete airbag unit, the head-
liner, the upper A, B, and C-pillar trim, and all other
visibly damaged components must be replaced.
OPERATION
Each side curtain airbag is deployed individually
by an electrical signal generated by the Airbag Con-
trol Module (ACM) to which it is connected through
left or right curtain airbag line 1 and line 2 (or
squib) circuits. The hybrid-type inflator assembly for
each airbag contains a small canister of highly com-
Fig. 51 SRS Logo
Fig. 52 Side Curtain Airbag
1 - WIRE HARNESS CONNECTOR
2 - B-PILLAR (STD CAB) OR C-PILLAR (QUAD CAB)
3 - INFLATOR
4 - MANIFOLD
5 - ROOF SIDE RAIL
6 - A-PILLAR
7 - TETHER
8 - CHANNEL
8O - 56 RESTRAINTSDR
SEAT BELT TURNING LOOP ADJUSTER (Continued)

SIDE IMPACT SENSOR
DESCRIPTION
On vehicles equipped with the optional side curtain
airbags, two side impact sensors are used, one each
for the left and right sides of the vehicle (Fig. 54).
These sensors are mounted remotely from the bi-di-
rectional safing sensor that is internal to the Airbag
Control Module (ACM). The side impact sensors are
secured within the right and left B-pillars just above
the front seat belt retractors and behind the lower
B-pillar trim in the passenger compartment.
The impact sensor housing has an integral connec-
tor receptacle, an integral mounting stud, and an
integral locating tab. A cavity in the center of the
molded black plastic impact sensor housing contains
the electronic circuitry of the sensor, which includes
an electronic communication chip and an electronic
impact sensor. Potting material fills the cavity to seal
and protect the internal electronic circuitry and com-
ponents. The side impact sensors are each connected
to the vehicle electrical system through a dedicated
take out and connector of the body wire harness.
The side impact sensors cannot be repaired or
adjusted and, if damaged or faulty, they must be
replaced.
OPERATION
The side impact sensors are electronic accelerome-
ters that sense the rate of vehicle deceleration, which
provides verification of the direction and severity of
an impact. Each sensor also contains an electronic
communication chip that allows the unit to commu-
nicate the sensor status as well as sensor fault infor-
mation to the microprocessor in the Airbag Control
Module (ACM). The ACM microprocessor continu-
ously monitors all of the passive restraint system
electrical circuits to determine the system readiness.
If the ACM detects a monitored system fault, it sets
a Diagnostic Trouble Code (DTC) and controls the
airbag indicator operation accordingly.
The impact sensors each receive battery current
and ground through dedicated left and right sensor
plus and minus circuits from the ACM. The impact
sensors and the ACM communicate by modulating
the voltage in the sensor plus circuit. The hard wired
circuits between the side impact sensors and the
ACM may be diagnosed and tested using conven-
tional diagnostic tools and procedures. However, con-
ventional diagnostic methods will not prove
conclusive in the diagnosis of the ACM or the impact
sensors. The most reliable, efficient, and accurate
means to diagnose the impact sensors, the ACM, and
the electronic message communication between the
sensors and the ACM requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation.
REMOVAL
REMOVAL - STANDARD CAB
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
TEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, AIRBAG, SEAT BELT
TENSIONER, IMPACT SENSOR, OR INSTRUMENT
PANEL COMPONENT DIAGNOSIS OR SERVICE.
DISCONNECT AND ISOLATE THE BATTERY NEGA-
TIVE (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 DIS-
ABLE THE SUPPLEMENTAL RESTRAINT SYSTEM.
FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY-
MENT.
Fig. 54 Side Impact Sensor
1 - SENSOR
2 - CONNECTOR RECEPTACLE
3 - STUD
DRRESTRAINTS 8O - 59

SPEED CONTROL
TABLE OF CONTENTS
page page
SPEED CONTROL
DESCRIPTION..........................1
OPERATION............................2
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - VACUUM
SUPPLY TEST.........................2
DIAGNOSIS AND TESTING - ROAD TEST....3
SPECIFICATIONS
TORQUE - SPEED CONTROL.............3
CABLE
DESCRIPTION..........................4
OPERATION............................4
REMOVAL.............................4
INSTALLATION..........................5
SERVO
DESCRIPTION..........................6OPERATION............................6
REMOVAL.............................6
INSTALLATION..........................6
SWITCH
DESCRIPTION..........................7
OPERATION............................7
REMOVAL.............................8
INSTALLATION..........................8
VACUUM RESERVOIR
DESCRIPTION..........................9
OPERATION............................9
DIAGNOSIS AND TESTING - VACUUM
RESERVOIR..........................9
REMOVAL.............................9
INSTALLATION.........................10
SPEED CONTROL
DESCRIPTION
All 3.7L/4.7LGas Engines and/or Diesel With
Automatic Trans.
The speed control system is operated by the use of
a cable and a vacuum controlled servo. On all
engines except diesels, electronic control of the speed
control system is integrated into the Powertrain Con-
trol Module (PCM). If equipped with a diesel engine,
electronic control of the speed control system is inte-
grated into the Engine Control Module (ECM). The
controls consist of two steering wheel mounted
switches. The switches are labeled: ON/OFF, RES/
ACCEL, SET, COAST, and CANCEL.
The system is designed to operate at speeds above
30 mph (50 km/h).
WARNING: THE USE OF SPEED CONTROL IS NOT
RECOMMENDED WHEN DRIVING CONDITIONS DO
NOT PERMIT MAINTAINING A CONSTANT SPEED,
SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT
ARE WINDING, ICY, SNOW COVERED, OR SLIP-
PERY.
5.7L Gas
The speed control system is fully electronically con-
trolled by the Powertrain Control Module (PCM).A
cable and a vacuum controlled servo are not
used. This is a servo-less system.The controls
consist of two steering wheel mounted switches. The
switches are labeled: ON/OFF, RES/ACCEL, SET,
COAST, and CANCEL.
The system is designed to operate at speeds above
30 mph (50 km/h).
WARNING: THE USE OF SPEED CONTROL IS NOT
RECOMMENDED WHEN DRIVING CONDITIONS DO
NOT PERMIT MAINTAINING A CONSTANT SPEED,
SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT
ARE WINDING, ICY, SNOW COVERED, OR SLIP-
PERY.
DRSPEED CONTROL 8P - 1

After the vehicle is locked and the last door is
closed, the VTSS indicator in the instrument cluster
will flash quickly for 16 seconds, indicating that the
arming is in process. After 16 seconds, the LED will
continue to flash at a slower rate indicating that the
system is armed.
VTSS disarming occurs upon normal vehicle entry
by unlocking either door via the key cylinder or RKE
transmitter, or by starting the vehicle with a valid
Sentry Key. This disarming will also halt the alarm
once it has been activated.
A tamper alert exists to notify the driver that the
system has been activated. This alert consists of 3
horn pulses and the security telltale flashing for 30
seconds when the vehicle is disarmed. The tamper
alert will not occur if disarmed while alarming.
The VTSS will not arm by mechanically locking the
vehicle doors. This will manually override the sys-
tem.
OPERATION - SENTRY KEY IMMOBILIZER
SYSTEM (SKIS)
The SKIS includes two valid Sentry Key transpon-
ders from the factory. These two Sentry Keys can be
used to program additional non-coded blank Sentry
Keys. 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 Power-
train Diagnostic Procedures manual.
OPERATION ± SENTRY KEY IMMOBILIZER
MODULE (SKIM)
The SKIM transmits and receives RF signals
through a tuned antenna enclosed within a molded
plastic ring formation that is integral to the SKIM
housing. When the SKIM is properly installed on the
steering column, the antenna ring is oriented around
the circumference of the ignition lock cylinder hous-
ing. This antenna ring must be located within eight
millimeters (0.31 inches) of the Sentry Key in order
to ensure proper RF communication between the
SKIM and the Sentry Key transponder.
For added system security, each SKIM is pro-
grammed with a unique ªSecret Keyº code and a
security code. The SKIM keeps the ªSecret Keyº code
in memory. The SKIM also sends the ªSecret Keyº
code to each of the programmed Sentry Key tran-
sponders. The security code is used by the assemblyplant to access the SKIS for initialization, or by the
dealer technician to access the system for service.
The SKIM also stores in its memory the Vehicle
Identification Number (VIN), which it learns through
a PCI bus message from the PCM during initializa-
tion.
The SKIM and the PCM both use software that
includes a rolling code algorithm strategy, which
helps to reduce the possibility of unauthorized SKIS
disarming. The rolling code algorithm ensures secu-
rity by preventing an override of the SKIS through
the unauthorized substitution of the SKIM or the
PCM. However, the use of this strategy also means
that replacement of either the SKIM or the PCM
units will require a system initialization procedure to
restore system operation.
When the ignition switch is turned to the ON or
START positions, the SKIM transmits an RF signal
to excite the Sentry Key transponder. The SKIM then
listens for a return RF signal from the transponder
of the Sentry Key that is inserted in the ignition lock
cylinder. If the SKIM receives an RF signal with
valid ªSecret Keyº and transponder identification
codes, the SKIM sends a ªvalid keyº message to the
PCM over the PCI bus. If the SKIM receives an
invalid RF signal or no response, it sends ªinvalid
keyº messages to the PCM. The PCM will enable or
disable engine operation based upon the status of the
SKIM messages.
The SKIM also sends messages to the Instrument
Cluster which controls the VTSS indicator. The
SKIM sends messages to the Instrument Cluster to
turn the indicator on for about three seconds when
the ignition switch is turned to the ON position as a
ªbulbº test. After completion of the ªbulbº test, the
SKIM sends bus messages to keep the indicator off
for a duration of about one second. Then the SKIM
sends messages to turn the indicator on or off based
upon the results of the SKIS self-tests. If the VTSS
indicator comes on and stays on after the ªbulb testº,
it indicates that the SKIM has detected a system
malfunction and/or that the SKIS has become inoper-
ative.
If the SKIM detects an invalid key when the igni-
tion switch is turned to the ON position, it sends
messages to flash the VTSS indicator. The SKIM can
also send messages to flash the indicator to serve as
an indication to the customer that the SKIS has been
placed in its ªCustomer Learnº programming mode.
See Sentry Key Immobilizer System Transponder
Programming in this section for more information on
the ªCustomer Learnº programming mode.
For diagnosis or initialization of the SKIM and the
PCM, a DRBIIItscan tool and the proper Powertrain
Diagnostic Procedures manual are required. The
8Q - 2 VEHICLE THEFT SECURITYDR
VEHICLE THEFT SECURITY (Continued)

WIPERS/WASHERS
TABLE OF CONTENTS
page page
WIPERS/WASHERS
DESCRIPTION..........................1
OPERATION............................4
DIAGNOSIS AND TESTING - WIPER &
WASHER SYSTEM.....................6
CLEANING - WIPER & WASHER SYSTEM.....6
INSPECTION - WIPER & WASHER SYSTEM . . . 7
CHECK VALVE
DESCRIPTION..........................7
OPERATION............................8
REMOVAL.............................8
INSTALLATION..........................8
WASHER FLUID LEVEL SWITCH
DESCRIPTION..........................9
OPERATION............................9
REMOVAL.............................10
INSTALLATION.........................11
WASHER HOSES/TUBES
DESCRIPTION.........................11
OPERATION...........................11
WASHER NOZZLE
DESCRIPTION.........................11
OPERATION...........................12
REMOVAL.............................12
INSTALLATION.........................12
WASHER PUMP/MOTOR
DESCRIPTION.........................13
OPERATION...........................13
REMOVAL.............................14
INSTALLATION.........................14
WASHER RESERVOIR
DESCRIPTION.........................14
OPERATION...........................15
REMOVAL
REMOVAL - EXCEPT DIESEL ENGINE.....15REMOVAL - DIESEL ENGINE............16
INSTALLATION
INSTALLATION - EXCEPT DIESEL ENGINE . . 17
INSTALLATION - DIESEL ENGINE.........17
WIPER ARM
DESCRIPTION.........................17
OPERATION...........................18
REMOVAL.............................18
INSTALLATION.........................18
WIPER BLADE
DESCRIPTION.........................18
OPERATION...........................19
REMOVAL.............................19
INSTALLATION.........................20
WIPER HIGH/LOW RELAY
DESCRIPTION.........................20
OPERATION...........................20
DIAGNOSIS AND TESTING - WIPER HIGH/
LOW RELAY.........................21
REMOVAL.............................21
INSTALLATION.........................22
WIPER MODULE
DESCRIPTION.........................22
OPERATION...........................23
REMOVAL.............................23
INSTALLATION.........................23
WIPER ON/OFF RELAY
DESCRIPTION.........................24
OPERATION...........................25
DIAGNOSIS AND TESTING - WIPER ON/OFF
RELAY..............................25
REMOVAL.............................26
INSTALLATION.........................26
WIPERS/WASHERS
DESCRIPTION
An electrically operated intermittent wiper and
washer system is standard factory-installed safety
equipment on this model (Fig. 1). The wiper and
washer system includes the following major compo-
nents, which are described in further detail else-
where in this service information:
²Check Valve- The washer system check valve
is integral to the wye fitting located in the washer
plumbing between the cowl plenum washer hose andthe washer nozzles, and is concealed beneath the
cowl plenum cover/grille panel at the base of the
windshield.
²Front Control Module- The Front Control
Module (FCM) is integral to the Integrated Power
Module (IPM). The IPM is located in the engine com-
partment, near the battery. (Refer to 8 - ELECTRI-
CAL/POWER DISTRIBUTION/INTEGRATED
POWER MODULE - DESCRIPTION).
²Instrument Cluster- In this model, the instru-
ment cluster is also sometimes referred to as the Cab
Control Node (CCN). The instrument cluster is
located in the instrument panel above the steering
DRWIPERS/WASHERS 8R - 1

column opening, directly in front of the driver. (Refer
to 8 - ELECTRICAL/INSTRUMENT CLUSTER -
DESCRIPTION).
²Multi-Function Switch- The multi-function
switch is located on the top of the steering column,
just below the steering wheel. The multi-function
switch includes a control stalk that extends through
an opening on the left side of the steering column
shrouds and a control knob on the end of the stalk is
dedicated to providing all of the driver controls for
the wiper and washer systems. (Refer to 8 - ELEC-
TRICAL/LAMPS/LIGHTING - EXTERIOR/MULTI-
FUNCTION SWITCH - DESCRIPTION).
²Washer Fluid Level Switch- The washer fluid
level switch is located in a dedicated hole on the out-
board side of the washer reservoir in the engine com-
partment.²Washer Nozzle- Two fluidic washer nozzles are
secured with integral snap features to dedicated
openings in the cowl plenum cover/grille panel
located near the base of the windshield.
²Washer Plumbing- The plumbing for the
washer system consists of rubber hoses and molded
plastic fittings. The plumbing is routed along the
right side of the engine compartment from the
washer reservoir, and through a trough near the
right end of the cowl plenum cover/grille panel into
the cowl plenum to the washer nozzle fittings.
²Washer Pump/Motor- The electric washer
pump/motor unit is located in a dedicated hole on the
rearward facing surface of the washer reservoir in
the engine compartment.
²Washer Reservoir- On all models except those
with an optional diesel engine, the washer reservoir
Fig. 1 Wiper & Washer System
1 - WASHER RESERVOIR, PUMP/MOTOR, FLUID LEVEL
SWITCH (EXCEPT DIESEL ENGINE)
2 - WASHER RESERVOIR, PUMP/MOTOR, FLUID LEVEL
SWITCH (DIESEL ENGINE ONLY)3 - WIPER MODULE
4 - WASHER NOZZLE (2)
5 - WIPER ARM & BLADE (2)
6 - MULTI-FUNCTION (WIPER, WASHER, & LIGHTING) SWITCH
8R - 2 WIPERS/WASHERSDR
WIPERS/WASHERS (Continued)

is secured by integral mounting tabs and a snap fea-
ture to slots in the right side of the cooling module
shroud in the engine compartment. On models with
an optional diesel engine, the washer reservoir is
secured by screws to the back of the upright left ver-
tical member of the radiator support in the engine
compartment. The washer reservoir filler neck is
accessed from the engine compartment.
²Wiper Arm- The two wiper arms are secured
with integral latches to the serrated ends of the two
wiper pivot shafts, which extend through the cowl
plenum cover/grille panel located near the base of the
windshield.
²Wiper Blade- The two wiper blades are
secured to the two wiper arms with an integral latch,
and are parked on the glass near the bottom of the
windshield when the wiper system is not in opera-
tion.
²Wiper High/Low Relay- The wiper high/low
relay is an International Standards Organization
(ISO) micro relay located in the Integrated Power
Module (IPM) in the engine compartment near the
battery.
²Wiper Module- The wiper pivot shafts are the
only visible components of the wiper module. The
remainder of the module is concealed within the cowl
plenum area beneath the cowl plenum cover/grille
panel. The wiper module includes the wiper module
bracket, four rubber-isolated wiper module mounts,
the wiper motor, the wiper motor crank arm, the two
wiper drive links, and the two wiper pivots.
²Wiper On/Off Relay- The wiper on/off relay is
an International Standards Organization (ISO) micro
relay located in the Integrated Power Module (IPM)
in the engine compartment near the battery.
Hard wired circuitry connects the wiper and
washer system components to the electrical system of
the vehicle. These hard wired circuits are integral to
several wire harnesses, which are routed throughout
the vehicle and retained by many different methods.
These circuits may be connected to each other, to the
vehicle electrical system and to the wiper and washer
system components 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.
OPERATING MODES
The components of the wiper and washer system
are designed to work in concert to provide the follow-
ing operating modes:²Continuous Wipe Mode- The control knob on
the control stalk of the multi-function switch has two
continuous wipe positions, Low and High. When
selected, these switch positions will cause the two-
speed wiper motor to operate in a continuous low or
high speed cycle.
²Intermittent Wipe Mode- The control knob on
the control stalk of the multi-function switch has five
minor detent intermittent wipe positions. When
selected, these switch positions will cause the wiper
system to operate with one of five delay intervals
between complete wipe cycles. The intermittent wipe
delay intervals are speed sensitive and will be dou-
bled when the vehicle speed is about sixteen kilome-
ters-per-hour (ten miles-per-hour) or less.
²Pulse Wipe Mode- When the control knob on
the control stalk of the multi-function switch is
depressed to the momentary Wash position for less
than about one-half second, the wiper system will
operate the wipers for one complete low speed cycle,
then will park the wiper blades near the base of the
windshield.
²Washer Mode- When the control knob on the
control stalk of the multi-function switch is
depressed to the momentary Wash position for more
than about one-half second with the wiper system
turned Off, the washer pump/motor and the wipers
will operate for as long as the washer switch is held
closed up to about thirty seconds, then the wipe-af-
ter-wash mode is invoked when the control knob is
released. When the Wash position is selected with
the wiper system operating in a continuous wipe
mode, washer fluid will be dispensed onto the wind-
shield glass through the washer nozzles for as long
as the washer switch is held closed up to about thirty
seconds. When the Wash position is selected with the
wiper system operating in an intermittent wipe
mode, washer fluid is still dispensed until the control
knob is released; however, the wipers will operate in
a low speed continuous cycle from the time the
washer switch is closed until several wipe cycles
after the switch is released, before returning to the
selected intermittent wipe interval. If the control
knob is held in the depressed Wash position for more
than about thirty seconds, washer system operation
will be suspended until the control knob is released
for about two seconds then cycled back to the Wash
position.
²Wipe-After-Wash Mode- When the control
knob on the control stalk of the multi-function switch
is depressed to the momentary Wash position for
more than about one-half second with the wiper sys-
tem turned Off, the washer pump/motor and the wip-
ers will operate for as long as the washer switch is
held closed up to about thirty seconds, then provide
several additional wipe cycles after the control knob
DRWIPERS/WASHERS 8R - 3
WIPERS/WASHERS (Continued)