light DODGE RAM 2001 Service Owners Manual

OPERATION
The camshaft position sensor provides fuel injec-
tion synchronization and cylinder identification.
The distributor does not have built in centrifugal
or vacuum assisted advance. Base ignition timing
and all timing advance is controlled by the Power-
train Control Module (PCM). Because ignition timing
is controlled by the PCM,base ignition timing is
not adjustable.
The distributor is held to the engine in the conven-
tional method using a holddown clamp and bolt.
Although the distributor can be rotated, it will
have no effect on ignition timing.
All distributors contain an internal oil seal that
prevents oil from entering the distributor housing.
The seal is not serviceable.
REMOVAL
CAUTION: Base ignition timing is not adjustable on
any engine. Distributors do not have built in centrif-
ugal or vacuum assisted advance. Base ignition
timing and timing advance are controlled by the
Powertrain Control Module (PCM). Because a con-
ventional timing light can not be used to adjust dis-
tributor position after installation, note position of
distributor before removal.
(1) Remove air cleaner assembly.
(2) Disconnect negative cable from battery.
(3) Remove distributor cap from distributor (two
screws).
(4) Mark the position of distributor housing in
relationship to engine or dash panel. This is done to
aid in installation.(5) Before distributor is removed, the number one
cylinder must be brought to the Top Dead Center
(TDC) firing position.
(6) Attach a socket to the Crankshaft Vibration
Damper mounting bolt.
(7) Slowly rotate engine clockwise, as viewed from
front, until indicating mark on crankshaft vibration
damper is aligned to 0 degree (TDC) mark on timing
chain cover (Fig. 18).
(8) The distributor rotor should now be aligned to
the CYL. NO. 1 alignment mark (stamped) into the
camshaft position sensor (Fig. 19). If not, rotate the
crankshaft through another complete 360 degree
turn. Note the position of the number one cylinder
spark plug cable (on the cap) in relation to rotor.
Rotor should now be aligned to this position.
(9) Disconnect camshaft position sensor wiring
harness from main engine wiring harness.
(10) Remove distributor rotor from distributor
shaft.
(11) Remove distributor holddown clamp bolt and
clamp (Fig. 20). Remove distributor from vehicle.
CAUTION: Do not crank engine with distributor
removed. Distributor/crankshaft relationship will be
lost.
INSTALLATION
If engine has been cranked while distributor is
removed, establish the relationship between distribu-
tor shaft and number one piston position as follows:
Rotate crankshaft in a clockwise direction, as
viewed from front, until number one cylinder piston
is at top of compression stroke (compression should
be felt on finger with number one spark plug
Fig. 17 Distributor and Camshaft Position Sensor
1 - SYNC SIGNAL GENERATOR
2 - CAMSHAFT POSITION SENSOR
3 - PULSE RING
4 - DISTRIBUTOR ASSEMBLY
Fig. 18 Damper-To-Cover Alignment MarksÐTypical
1 - ALIGNMENT MARK
2 - TIMING CHAIN COVER MARKS
3 - CRANKSHAFT VIBRATION DAMPER
BR/BEIGNITION CONTROL 8I - 11
DISTRIBUTOR (Continued)

removed). Then continue to slowly rotate engine
clockwise until indicating mark (Fig. 18) is aligned to
0 degree (TDC) mark on timing chain cover.
(1) Clean top of cylinder block for a good seal
between distributor base and block.
(2) Lightly oil the rubber o-ring seal on the distrib-
utor housing.
(3) Install rotor to distributor shaft.
(4) Position distributor into engine to its original
position. Engage tongue of distributor shaft with slot
in distributor oil pump drive gear. Position rotor to
the number one spark plug cable position.
(5) Install distributor holddown clamp and clamp
bolt. Do not tighten bolt at this time.(6) Rotate the distributor housing until rotor is
aligned to CYL. NO. 1 alignment mark on the cam-
shaft position sensor (Fig. 19) .
(7) Tighten clamp holddown bolt (Fig. 20) to 22.5
N´m (200 in. lbs.) torque.
(8) Connect camshaft position sensor wiring har-
ness to main engine harness.
(9) Install distributor cap. Tighten mounting
screws.
(10) Refer to the following, Checking Distributor
Position.
Checking Distributor Position
To verify correct distributor rotational position, the
DRB scan tool must be used.
WARNING: WHEN PERFORMING THE FOLLOWING
TEST, THE ENGINE WILL BE RUNNING. BE CARE-
FUL NOT TO STAND IN LINE WITH THE FAN
BLADES OR FAN BELT. DO NOT WEAR LOOSE
CLOTHING.
(1) Connect DRB scan tool to data link connector.
The data link connector is located in passenger com-
partment, below and to left of steering column.
(2) Gain access to SET SYNC screen on DRB.
(3) Follow directions on DRB screen and start
engine. Bring to operating temperature (engine must
be in ªclosed loopº mode).
(4) With engine running atidle speed, the words
IN RANGE should appear on screen along with 0É.
This indicates correct distributor position.
(5) If a plus (+) or a minus (-) is displayed next to
degree number, and/or the degree displayed is not
zero, loosen but do not remove distributor holddown
clamp bolt. Rotate distributor until IN RANGE
appears on screen. Continue to rotate distributor
until achieving as close to 0É as possible. After
adjustment, tighten clamp bolt to 22.5 N´m (200 in.
lbs.) torque.
The degree scale on SET SYNC screen of DRB is
referring to fuel synchronization only.It is not
referring to ignition timing.Because of this, do
not attempt to adjust ignition timing using this
method. Rotating distributor will have no effect on
ignition timing. All ignition timing values are con-
trolled by powertrain control module (PCM).
After testing, install air cleaner assembly.
DISTRIBUTOR CAP
DIAGNOSIS AND TESTING - DISTRIBUTOR
CAP
Remove the distributor cap and wipe it clean with
a dry lint free cloth. Visually inspect the cap for
cracks, carbon paths, broken towers or damaged
Fig. 19 Rotor Alignment Mark
1 - CAMSHAFT POSITION SENSOR ALIGNMENT MARK
2 - ROTOR
3 - DISTRIBUTOR
Fig. 20 Distributor Holddown Clamp
1 - CLAMP BOLT
2 - HOLDDOWN CLAMP
3 - DISTRIBUTOR HOUSING
8I - 12 IGNITION CONTROLBR/BE
DISTRIBUTOR (Continued)

SPARK PLUG
DESCRIPTION
The 3.9L V-6 and 5.2L/5.9L V-8 engines use resis-
tor type spark plugs. The 8.0L V-10 engine uses
inductive type spark plugs.
Spark plug resistance values range from 6,000 to
20,000 ohms (when checked with at least a 1000 volt
spark plug tester).Do not use an ohmmeter to
check the resistance values of the spark plugs.
Inaccurate readings will result.
OPERATION
To prevent possible pre-ignition and/or mechanical
engine damage, the correct type/heat range/number
spark plug must be used.
Always use the recommended torque when tighten-
ing spark plugs. Incorrect torque can distort the
spark plug and change plug gap. It can also pull the
plug threads and do possible damage to both the
spark plug and the cylinder head.
Remove the spark plugs and examine them for
burned electrodes and fouled, cracked or broken por-
celain insulators. Keep plugs arranged in the order
in which they were removed from the engine. A sin-gle plug displaying an abnormal condition indicates
that a problem exists in the corresponding cylinder.
Replace spark plugs at the intervals recommended in
Group O, Lubrication and Maintenance
Spark plugs that have low mileage may be cleaned
and reused if not otherwise defective, carbon or oil
fouled. Also refer to Spark Plug Conditions.
CAUTION: Never use a motorized wire wheel brush
to clean the spark plugs. Metallic deposits will
remain on the spark plug insulator and will cause
plug misfire.
DIAGNOSIS AND TESTING - SPARK PLUG
CONDITIONS
NORMAL OPERATING
The few deposits present on the spark plug will
probably be light tan or slightly gray in color. This is
evident with most grades of commercial gasoline
(Fig. 29). There will not be evidence of electrode
burning. Gap growth will not average more than
approximately 0.025 mm (.001 in) per 3200 km (2000
miles) of operation. Spark plugs that have normal
wear can usually be cleaned, have the electrodes
filed, have the gap set and then be installed.
Some fuel refiners in several areas of the United
States have introduced a manganese additive (MMT)
for unleaded fuel. During combustion, fuel with MMT
causes the entire tip of the spark plug to be coated
with a rust colored deposit. This rust color can be
misdiagnosed as being caused by coolant in the com-
bustion chamber. Spark plug performance may be
affected by MMT deposits.
Fig. 28 Spark Plug Cable OrderÐ8.0L V-10 Engine
Fig. 29 Normal Operation and Cold (Carbon) Fouling
1 - NORMAL
2 - DRY BLACK DEPOSITS
3 - COLD (CARBON) FOULING
8I - 16 IGNITION CONTROLBR/BE
IGNITION COIL (Continued)

With the engine running, remove spark plug cable
from spark plug (one at a time) and hold next to a
good engine ground. If the cable and spark plug are
in good condition, the engine rpm should drop and
the engine will run poorly. If engine rpm does not
drop, the cable and/or spark plug may not be operat-
ing properly and should be replaced. Also check
engine cylinder compression.
With the engine not running, connect one end of a
test probe to a good ground. Start the engine and run
the other end of the test probe along the entire
length of all spark plug cables. If cables are cracked
or punctured, there will be a noticeable spark jump
from the damaged area to the test probe. The cable
running from the ignition coil to the distributor cap
can be checked in the same manner. Cracked, dam-
aged or faulty cables should be replaced with resis-
tance type cable. This can be identified by the words
ELECTRONIC SUPPRESSION printed on the cable
jacket.
Use an ohmmeter to test for open circuits, exces-
sive resistance or loose terminals. If equipped,
remove the distributor cap from the distributor.Do
not remove cables from cap.Remove cable from
spark plug. Connect ohmmeter to spark plug termi-
nal end of cable and to corresponding electrode in
distributor cap. Resistance should be 250 to 1000
Ohms per inch of cable. If not, remove cable from dis-
tributor cap tower and connect ohmmeter to the ter-
minal ends of cable. If resistance is not within
specifications as found in the SPARK PLUG CABLE
RESISTANCE chart, replace the cable. Test all spark
plug cables in this manner.
SPARK PLUG CABLE RESISTANCE
MINIMUM MAXIMUM
250 Ohms Per Inch 1000 Ohms Per Inch
3000 Ohms Per Foot 12,000 Ohms Per Foot
To test ignition coil-to-distributor cap cable, do not
remove the cable from the cap. Connect ohmmeter to
rotor button (center contact) of distributor cap and
terminal at ignition coil end of cable. If resistance is
not within specifications as found in the Spark Plug
Cable Resistance chart, remove the cable from the
distributor cap. Connect the ohmmeter to the termi-
nal ends of the cable. If resistance is not within spec-
ifications as found in the Spark Plug Cable
Resistance chart, replace the cable. Inspect the igni-
tion coil tower for cracks, burns or corrosion.
REMOVAL
CAUTION: When disconnecting a high voltage cable
from a spark plug or from the distributor cap, twist
the rubber boot slightly (1/2 turn) to break it loose
(Fig. 38). Grasp the boot (not the cable) and pull it
off with a steady, even force.
INSTALLATION
Install cables into the proper engine cylinder firing
order (Fig. 39), (Fig. 40) or (Fig. 41).
When replacing the spark plug and coil cables,
route the cables correctly and secure in the proper
retainers. Failure to route the cables properly can
cause the radio to reproduce ignition noise. It could
also cause cross ignition of the plugs or short circuit
the cables to ground.
Fig. 37 Heat ShieldsÐ3.9L/5.2L/5.9L Engines
1 - AIR GAP
2 - SPARK PLUG BOOT HEAT SHIELD
Fig. 38 Cable Removal
1 - SPARK PLUG CABLE AND BOOT
2 - SPARK PLUG BOOT PULLER
3 - TWIST AND PULL
4 - SPARK PLUG
8I - 20 IGNITION CONTROLBR/BE
SPARK PLUG CABLE (Continued)

INSTRUMENT CLUSTER
DESCRIPTION
The instrument cluster for this model is an Elec-
troMechanical Instrument Cluster (EMIC) module
that is located in the instrument panel above the
steering column opening, directly in front of the
driver (Fig. 1). The EMIC gauges and indicators are
protected by an integral clear plastic cluster lens,
and are visible through a dedicated opening in the
cluster bezel on the instrument panel. Just behind
the cluster lens is the cluster hood. The cluster hood
serves as a visor and shields the face of the cluster
from ambient light and reflections to reduce glare.
Behind the cluster hood is the cluster overlay and
gauges. The overlay is a multi-layered unit. The
dark, visible surface of the outer layer of the overlay
is marked with all of the gauge identification and
graduations, but this layer is also translucent. The
darkness of this outer layer prevents the cluster from
appearing cluttered or busy by concealing the cluster
indicators that are not illuminated, while the trans-
lucence of this layer allows those indicators and icons
that are illuminated to be readily visible. The under-
lying layer of the overlay is opaque and allows light
from the various indicators and illumination lamps
behind it to be visible through the outer layer of the
overlay only through predetermined cutouts. On the
lower edge of the cluster lens just left of center, the
odometer/trip odometer switch knob protrudesthrough a dedicated hole in the lens. The remainder
of the EMIC, including the mounts and the electrical
connections, are concealed behind the cluster bezel.
The molded plastic EMIC housing has four integral
mounting tabs, two each on the upper and lower
edges of the housing. The EMIC is secured to the
molded plastic instrument panel cluster carrier with
four screws. All electrical connections to the EMIC
are made at the back of the cluster housing through
two take outs of the instrument panel wire harness,
each equipped with a self-docking connector.
A single EMIC module is offered on this model.
This module utilizes integrated circuitry and infor-
mation carried on the Chrysler Collision Detection
(CCD) data bus network for control of all gauges and
many of the indicators. (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/COMMUNI-
CATION - DESCRIPTION). The EMIC also uses
several hard wired inputs in order to perform its
many functions. In addition to instrumentation and
indicators, the EMIC has hardware and/or software
to support the following functions:
²Chime Warning Requests- The EMIC sends
chime tone requests over a hard wired circuit to the
Central Timer Module (CTM) when it monitors cer-
tain conditions or inputs. The CTM replaces the
chime or buzzer module and performs the functions
necessary to provide audible alerts that are synchro-
nized with the visual alerts provided by the EMIC.
(Refer to 8 - ELECTRICAL/CHIME/BUZZER -
DESCRIPTION).
²Vacuum Fluorescent Display (VFD) Dim-
ming Service- The EMIC performs the functions
necessary to eliminate the need for a separate VFD
dimming module by providing control and synchroni-
zation of the illumination intensity of all vacuum flu-
orescent displays in the vehicle, as well as a parade
mode.
The EMIC module incorporates a blue-green digital
VFD for displaying odometer and trip odometer infor-
mation, as well as the amber cruise-on indicator dis-
play function. Some variations of the EMIC are
necessary to support optional equipment and regula-
tory requirements. The EMIC includes the following
analog gauges:
²Coolant Temperature Gauge
²Fuel Gauge
²Oil Pressure Gauge
²Speedometer
²Tachometer
²Voltage Gauge
The EMIC also includes provisions for the follow-
ing indicators:
²Airbag Indicator
²Antilock Brake System (ABS) Indicator
²Brake Indicator
Fig. 1 Instrument Cluster Components
1 - COVER
2 - HOUSING
3 - OVERLAY AND GAUGES
4 - HOOD
5 - LENS
6 - CIRCUIT BOARD
7 - ODOMETER SWITCH BUTTON
8J - 2 INSTRUMENT CLUSTERBR/BE

²Check Gauges Indicator
²Cruise Indicator (Odometer VFD)
²Four-Wheel Drive Indicator
²High Beam Indicator
²Low Fuel Indicator
²Washer Fluid Indicator
²Malfunction Indicator Lamp (MIL)
²Overdrive-Off Indicator
²Seatbelt Indicator
²Service Reminder Indicator (SRI)
²Transmission Overtemp Indicator
²Turn Signal (Right and Left) Indicators
²Upshift Indicator
²Wait-To-Start Indicator (Diesel Only)
²Water-In-Fuel Indicator (Diesel Only)
Some of these indicators are either programmable
or automatically configured when the EMIC is con-
nected to the vehicle electrical system. This feature
allows those indicators to be activated or deactivated
for compatibility with certain optional equipment.
The EMIC also includes a provision for mounting the
automatic transmission gear selector indicator in the
lower right corner of the cluster. The spring-loaded,
cable driven, mechanical gear selector indicator gives
an indication of the transmission gear that has been
selected with the automatic transmission gear selec-
tor lever. The gear selector indicator pointer is easily
visible through an opening provided in the front of
the cluster overlay, and is also lighted by the cluster
illumination lamps for visibility at night. Models
equipped with a manual transmission have a block-
out plate installed in place of the gear selector indi-
cator.
Cluster illumination is accomplished by adjustable
incandescent back lighting, which illuminates the
gauges for visibility when the exterior lighting is
turned on. The EMIC high beam indicator, turn sig-
nal indicators, and wait-to-start indicator are also
illuminated by dedicated incandescent bulbs. The
remaining indicators in the EMIC are each illumi-
nated by a dedicated Light Emitting Diode (LED)
that is soldered onto the electronic circuit board.
Each of the incandescent bulbs is secured by an inte-
gral 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,
the VFD, the electronic circuit board, the circuit
board hardware, the cluster overlay, or the EMIC
housing are damaged or faulty, the entire EMIC mod-
ule must be replaced. The cluster lens and hood unit,
the rear cluster housing cover, the automatic trans-
mission gear selector indicator, and the incandescent
lamp bulbs with holders are available for individual
service replacement.
OPERATION
The ElectroMechanical Instrument Cluster (EMIC)
is designed to allow the vehicle operator to monitor
the conditions of many of the vehicle components and
operating systems. The gauges and indicators in the
EMIC provide valuable information about the various
standard and optional powertrains, fuel and emis-
sions systems, cooling systems, lighting systems,
safety systems and many other convenience items.
The EMIC is installed in the instrument panel so
that all of these monitors can be easily viewed by the
vehicle operator when driving, while still allowing
relative ease of access for service. The microproces-
sor-based EMIC hardware and software uses various
inputs to control the gauges and indicators visible on
the face of the cluster. Some of these inputs are hard
wired, but most are in the form of electronic mes-
sages that are transmitted by other electronic mod-
ules over the Chrysler Collision Detection (CCD) data
bus network. (Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES/COMMUNICATION
- OPERATION).
The EMIC microprocessor smooths the input data
using algorithms to provide gauge readings that are
accurate, stable and responsive to operating condi-
tions. These algorithms are designed to provide
gauge readings during normal operation that are con-
sistent with customer expectations. However, when
abnormal conditions exist, such as low/high battery
voltage, low oil pressure, or high coolant tempera-
ture, the algorithm drives the gauge pointer to an
extreme position and the microprocessor turns on the
Check Gauges indicator to provide a distinct visual
indication of a problem to the vehicle operator. The
instrument cluster circuitry may also generate a
hard wired chime tone request to the Central Timer
Module (CTM) when it monitors certain conditions or
inputs, in order to provide the vehicle operator with
an audible alert.
BR/BEINSTRUMENT CLUSTER 8J - 3
INSTRUMENT CLUSTER (Continued)

The EMIC circuitry operates on battery current
received through a fused B(+) fuse in the Junction
Block (JB) on a non-switched fused B(+) circuit, and
on battery current received through a fused ignition
switch output (st-run) fuse in the JB on a fused igni-
tion switch output (st-run) circuit. This arrangement
allows the EMIC to provide some features regardless
of the ignition switch position, while other features
will operate only with the ignition switch in the Start
or On positions. The EMIC circuitry is grounded
through two separate ground circuits located in one
of the two instrument cluster connectors and take
outs of the instrument panel wire harness. One
ground circuit receives ground through a take out
with an eyelet terminal connector of the instrument
panel wire harness that is secured by a nut to a
ground stud located on the left instrument panel end
bracket, while the other ground circuit receives
ground through a take out with an eyelet terminal
connector of the instrument panel wire harness that
is secured by a nut to a ground stud located on the
back of the instrument panel armature above the
inboard side of the instrument panel steering column
opening.
The EMIC also has a self-diagnostic actuator test
capability, which will test each of the CCD bus mes-
sage-controlled functions of the cluster by lighting
the appropriate indicators and positioning the gauge
needles at several predetermined locations on the
gauge faces in a prescribed sequence. (Refer to 8 -
ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO-
SIS AND TESTING). See the owner's manual in the
vehicle glove box for more information on the fea-
tures, use and operation of the EMIC.
GAUGES
All gauges receive battery current through the
EMIC circuitry when the ignition switch is in the On
or Start positions. With the ignition switch in the Off
position battery current is not supplied to any
gauges, and the EMIC circuitry is programmed to
move all of the gauge needles back to the low end of
their respective scales. Therefore, the gauges do not
accurately indicate any vehicle condition unless the
ignition switch is in the On or Start positions. All of
the EMIC gauges, except the odometer, are air core
magnetic units. Two fixed electromagnetic coils are
located within each gauge. These coils are wrapped
at right angles to each other around a movable per-
manent magnet. The movable magnet is suspended
within the coils on one end of a pivot shaft, while the
gauge needle is attached to the other end of the
shaft. One of the coils has a fixed current flowing
through it to maintain a constant magnetic fieldstrength. Current flow through the second coil
changes, which causes changes in its magnetic field
strength. The current flowing through the second coil
is changed by the EMIC circuitry in response to mes-
sages received over the CCD data bus. The gauge
needle moves as the movable permanent magnet
aligns itself to the changing magnetic fields created
around it by the electromagnets.
The gauges are diagnosed using the EMIC self-di-
agnostic actuator test. (Refer to 8 - ELECTRICAL/
INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). Proper testing of the CCD data bus and
the data bus message inputs to the EMIC that con-
trol each gauge require the use of a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
Specific operation details for each gauge may be
found elsewhere in this service manual.
VACUUM-FLUORESCENT DISPLAY
The Vacuum-Fluorescent Display (VFD) module is
soldered to the EMIC circuit board. The display is
active with the ignition switch in the On or Start
positions, and inactive when the ignition switch is in
any other position. The VFD has several display
capabilities including odometer, trip odometer, and
an amber ªCRUISEº indication whenever the
optional speed control system is turned On. The
cruise indicator function of the VFD is automatically
enabled or disabled by the EMIC circuitry based
upon whether the vehicle is equipped with the speed
control option. An odometer/trip odometer switch on
the EMIC circuit board is used to control several of
the display modes. This switch is actuated manually
by depressing the odometer/trip odometer switch
knob that extends through the lower edge of the clus-
ter lens, just right of center. Actuating this switch
momentarily with the ignition switch in the On posi-
tion will toggle the VFD between the odometer and
trip odometer modes. The word ªTRIPº will also
appear in blue-green text when the VFD trip odome-
ter mode is active. Depressing the switch button for
about two seconds while the VFD is in the trip odom-
eter mode will reset the trip odometer value to zero.
Holding this switch depressed while turning the igni-
tion switch from the Off position to the On position
will activate the EMIC self-diagnostic actuator test.
The EMIC will automatically flash the odometer or
trip odometer information on and off if there is a loss
of CCD data bus communication. The VFD will also
display various information used in several diagnos-
tic procedures. Refer to the appropriate diagnostic
information for additional details on this VFD func-
tion.
8J - 4 INSTRUMENT CLUSTERBR/BE
INSTRUMENT CLUSTER (Continued)

The VFD is diagnosed using the EMIC self-diag-
nostic actuator test. (Refer to 8 - ELECTRICAL/IN-
STRUMENT CLUSTER - DIAGNOSIS AND
TESTING). Proper testing of the CCD data bus and
the data bus message inputs to the EMIC that con-
trol some of the VFD functions requires the use of a
DRBIIItscan tool. Refer to the appropriate diagnos-
tic information. Specific operation details for the
odometer and trip odometer functions of the VFD
may be found elsewhere in this service manual.
INDICATORS
Indicators are located in various positions within
the EMIC and are all connected to the EMIC circuit
board. The four-wheel drive indicator, high beam
indicator, washer fluid indicator, turn signal indica-
tors, and wait-to-start indicator are hard wired. The
brake indicator is controlled by CCD data bus mes-
sages from the Controller Anti-lock Brake (CAB) and
the hard wired park brake switch input to the EMIC.
The seatbelt indicator is controlled by the EMIC pro-
gramming, CCD data bus messages from the Airbag
Control Module (ACM), and the hard wired seat belt
switch input to the EMIC. The Malfunction Indicator
Lamp (MIL) is normally controlled by CCD data bus
messages from the Powertrain Control Module
(PCM); however, if the EMIC loses CCD data bus
communications, the EMIC circuitry will automati-
cally turn the MIL on, and flash the odometer VFD
on and off repeatedly until CCD data bus communi-
cation is restored. The EMIC uses CCD data bus
messages from the Powertrain Control Module
(PCM), the diesel engine only Engine Control Module
(ECM), the ACM, and the CAB to control all of the
remaining indicators. Different indicators are con-
trolled by different strategies; some receive fused
ignition switch output from the EMIC circuitry clus-
ter and have a switched ground, while others are
grounded through the EMIC circuitry and have a
switched battery feed.
In addition, certain indicators in this instrument
cluster are programmable or configurable. This fea-
ture allows the programmable indicators to be acti-
vated or deactivated with a DRBIIItscan tool, while
the configurable indicators will be automatically
enabled or disabled by the EMIC circuitry for com-
patibility with certain optional equipment. The only
programmable indicator for this model is the upshift
indicator. The cruise indicator, four-wheel drive indi-
cator, overdrive-off indicator, service reminder indica-
tor, and the transmission overtemp indicator are
automatically configured, either electronically or
mechanically.The hard wired indicators are diagnosed using con-
ventional diagnostic methods. The EMIC and CCD
bus message controlled indicator lamps are diagnosed
using the EMIC self-diagnostic actuator test. (Refer
to 8 - ELECTRICAL/INSTRUMENT CLUSTER -
DIAGNOSIS AND TESTING). Proper testing of the
CCD data bus and the data bus message inputs to
the EMIC that control each indicator lamp require
the use of a DRBIIItscan tool. Refer to the appro-
priate diagnostic information. Specific operation
details for each indicator may be found elsewhere in
this service manual.
CLUSTER ILLUMINATION
The EMIC has several illumination lamps that are
illuminated when the exterior lighting is turned on
with the headlamp switch. The illumination bright-
ness of these lamps is adjusted by the panel lamps
dimmer rheostat when the headlamp switch thumb-
wheel is rotated (down to dim, up to brighten). The
illumination lamps receive battery current through
the panel lamps dimmer rheostat and a fuse in the
JB on a fused panel lamps dimmer switch signal cir-
cuit. The illumination lamps are grounded at all
times.
In addition, an analog/digital (A/D) converter in
the EMIC converts the analog panel lamps dimmer
rheostat input from the headlamp switch to a digital
dimming level signal for controlling the lighting level
of the VFD. The EMIC also broadcasts this digital
dimming information as a message over the CCD
data bus for use by the Compass Mini-Trip Computer
(CMTC) in synchronizing the lighting level of its
VFD with that of the EMIC. The headlamp switch
thumbwheel also has a Parade position to provide a
parade mode. The EMIC monitors the request for
this mode through a hard wired day brightness sense
circuit input from the headlamp switch. In this mode,
the EMIC will override the selected panel dimmer
switch signal and send a message over the CCD data
bus to illuminate all vacuum fluorescent displays at
full brightness for easier visibility when driving in
daylight with the exterior lighting turned on. The
parade mode has no effect on the incandescent bulb
illumination intensity.
The hard wired cluster illumination lamps are
diagnosed using conventional diagnostic methods.
Proper testing of the VFD dimming level and the
CCD data bus dimming level message functions
requires the use of a DRBIIItscan tool. Refer to the
appropriate diagnostic information.
BR/BEINSTRUMENT CLUSTER 8J - 5
INSTRUMENT CLUSTER (Continued)

CHIME WARNING REQUESTS
The EMIC is programmed to request chime service
from the Central Timer Module (CTM) when certain
indicator lamps are illuminated. When the pro-
grammed conditions are met, the EMIC generates a
chime request signal and sends it over a hard wired
tone request circuit to the CTM. Upon receiving the
proper chime request, the CTM activates an integral
chime tone generator to provide the audible chime
tone to the vehicle operator. (Refer to 8 - ELECTRI-
CAL/CHIME/BUZZER - OPERATION). Proper test-
ing of the CTM and the EMIC chime requests
requires the use of a DRBIIItscan tool. Refer to the
appropriate diagnostic information.
DIAGNOSIS AND TESTING - INSTRUMENT
CLUSTER
If all of the instrument cluster gauges and/or indi-
cators are inoperative, refer to PRELIMINARY
DIAGNOSIS . If an individual gauge or Chrysler Col-
lision Detection (CCD) data bus message-controlled
indicator is inoperative, refer to ACTUATOR TEST .
If an individual hard wired indicator is inoperative,
refer to the diagnosis and testing information for
that specific indicator. If the instrument cluster
chime warning request function is inoperative, refer
to CHIME WARNING REQUEST DIAGNOSIS . If
the instrument cluster illumination lighting is inop-
erative, refer to CLUSTER ILLUMINATION DIAG-
NOSIS . If the instrument cluster Vacuum-
Fluorescent Display (VFD) dimmer service is
inoperative, use a DRBIIItscan tool to diagnose the
problem. Refer to the appropriate diagnostic proce-
dures. 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.
NOTE: Certain indicators in this instrument cluster
are programmable. This feature allows those indica-
tors to be activated or deactivated with a DRBIIIT
scan tool for compatibility with certain optional
equipment. If the problem being diagnosed involves
improper illumination of the upshift indicator, use a
DRBIIITscan tool to be certain that the instrument
cluster has been programmed with the proper vehi-
cle equipment option settings.PRELIMINARY DIAGNOSIS
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, 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.
(1) If the indicators operate, but none of the
gauges operate, go to Step 2. If all of the gauges and
the CCD data bus message-controlled indicators are
inoperative, go to Step 5.
(2) Check the fused B(+) fuse (Fuse 14 - 10
ampere) in the Junction Block (JB). If OK, go to Step
3. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse.
(3) Check for battery voltage at the fused B(+) fuse
(Fuse 14 - 10 ampere) in the JB. If OK, go to Step 4.
If not OK, repair the open fused B(+) circuit between
the JB and the Power Distribution Center (PDC) as
required.
(4) Disconnect and isolate the battery negative
cable. Remove the instrument cluster. Connect the
battery negative cable. Check for battery voltage at
the fused B(+) circuit cavity of the instrument panel
wire harness connector (Connector C1) for the instru-
ment cluster. If OK, refer to ACTUATOR TEST . If
not OK, repair the open fused B(+) circuit between
the instrument cluster and the JB as required.
(5) Check the fused ignition switch output (st-run)
fuse (Fuse 17 - 10 ampere) in the JB. If OK, go to
Step 6. If not OK, repair the shorted circuit or com-
ponent as required and replace the faulty fuse.
(6) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (st-run) fuse (Fuse 17 - 10 ampere) in the JB.
If OK, go to Step 7. If not OK, repair the open fused
ignition switch output (st-run) circuit between the
instrument cluster and the JB as required.
8J - 6 INSTRUMENT CLUSTERBR/BE
INSTRUMENT CLUSTER (Continued)

(7) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Reinstall the instrument cluster. Reconnect the bat-
tery negative cable. Turn the ignition switch to the
On position. Set the park brake. The brake indicator
in the instrument cluster should light. If OK, go to
Step 8. If not OK, go to Step 9.
(8) Turn the ignition switch to the Off position.
Turn on the park lamps and adjust the panel lamps
dimmer thumbwheel in the headlamp switch to the
full bright position. The cluster illumination lamps
should light. If OK, go to Step 10. If not OK, repair
the open ground circuit (Z3) between the instrument
cluster and ground (G201) as required.
(9) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the instrument cluster. Connect the battery
negative cable. Turn the ignition switch to the On
position. Check for battery voltage at the fused igni-
tion switch output (st-run) circuit cavity of the
instrument panel wire harness connector (Connector
C1). If OK, refer to ACTUATOR TEST . If not OK,
repair the open fused ignition switch output (st-run)
circuit between the instrument cluster and the JB as
required.
(10) Disconnect and isolate the battery negative
cable. Remove the instrument cluster. Check for con-
tinuity between the ground circuit (Z2) cavity of the
instrument panel wire harness connector (Connector
C1) and a good ground. There should be continuity. If
OK, refer to ACTUATOR TEST . If not OK, repair
the open ground circuit to ground (G200) as required.
ACTUATOR TEST
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, 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.
The instrument cluster actuator test will put the
instrument cluster into its self-diagnostic mode. In
this mode the instrument cluster can perform a self-
diagnostic test that will confirm that the instrument
cluster circuitry, the gauges, and the CCD data bus
message-controlled indicators are capable of operat-
ing as designed. During the actuator test the instru-
ment cluster circuitry position each of the gauge
needles at various calibration points, illuminate each
of the segments in the Vacuum-Fluorescent Display
(VFD), and turn all of the CCD data bus message-
controlled indicators on and off.
Successful completion of the actuator test will con-
firm that the instrument cluster is operational. How-
ever, there may still be a problem with the CCD data
bus, the Powertrain Control Module (PCM), the
Engine Control Module (ECM), the Airbag Control
Module (ACM), the Controller Anti-lock Brake (CAB),
or the inputs to one of these electronic control mod-
ules. Use a DRBIIItscan tool to diagnose these com-
ponents. Refer to the appropriate diagnostic
information.
(1) Begin the test with the ignition switch in the
Off position.
(2) Depress the odometer/trip odometer switch but-
ton.
(3) While still holding the odometer/trip odometer
switch button depressed, turn the ignition switch to
the On position, but do not start the engine.
(4) Keep the odometer/trip odometer switch button
depressed for about ten seconds, untilCHEC
appears in the odometer display, then release the
odometer/trip odometer switch button.
(5) A series of three-digit numeric failure messages
may appear in the odometer display, depending upon
the failure mode. If a failure message appears, refer
to the Instrument Cluster Failure Message chart for
the description and proper correction. If no failure
message appears, the actuator test will proceed as
described in Step 6.
BR/BEINSTRUMENT CLUSTER 8J - 7
INSTRUMENT CLUSTER (Continued)