ECU DODGE RAM 2001 Service Repair Manual

(1) Reach through the opening between the rear
seat back and the floor panel to position the rear seat
belt buckle/buckle unit (right side) or lap belt/buckle
unit (left side) onto the stud on the rear floor panel
(Fig. 24).
(2) Install and tighten the nut that secures the
rear seat belt buckle/buckle unit (right side) or lap
belt/buckle unit (left side) anchor plate to the stud on
the rear floor panel. Tighten the nut to 40 N´m (29 ft.
lbs.).
(3) Route the lap belt and buckles between the
rear seat back and rear seat cushion.
(4) Disengage the rear seat from its stowed posi-
tion by pulling the release handle on the underside of
the rear seat cushion.
(5) Fold the rear seat cushion down toward the
rear floor panel until the unit is latched in its open
position.
SEAT BELT SWITCH
DESCRIPTION
The seat belt switch is a small, normally closed,
single pole, single throw, leaf contact, momentary
switch. Only one seat belt switch is installed in the
vehicle, and it is integral to the buckle of the driver
seat belt buckle-half, located near the inboard side of
the driver side front seating position. The seat belt
switch is connected to the vehicle electrical system
through a two-wire pigtail wire and connector on the
seat belt buckle-half, which is connected to a wire
harness connector and take out of the body wire har-
ness.
The seat belt switch cannot be adjusted or repaired
and, if faulty or damaged, the entire driver seat belt
buckle-half unit must be replaced.
OPERATION
The seat belt switch is designed to control a path
to ground for the seat belt switch sense input of the
Electro-Mechanical Instrument Cluster (EMIC).
When the driver side seat belt tip-half is inserted in
the seat belt buckle, the switch opens the path to
ground; and, when the driver side seat belt tip-half is
removed from the seat belt buckle, the switch closes
the ground path. The switch is actuated by the latch
mechanism within the seat belt buckle. The EMIC
monitors the driver seat belt switch status, then con-
trols the seatbelt indicator and sends hard wired
chime requests to the Central Timer Module (CTM)
based upon that input.The seat belt switch receives ground through its
pigtail wire connection to the body wire harness from
another take out of the body wire harness. An eyelet
terminal connector on that ground take out is
secured under a nut to a ground stud on the left
lower B-pillar (standard cab models) or the left lower
cowl side inner panel (club cab and quad cab models).
The seat belt switch is connected in series between
ground and the seat belt switch sense input of the
EMIC.
DIAGNOSIS AND TESTING - SEAT BELT
SWITCH
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.
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) Disconnect and isolate the battery negative
cable. Disconnect the body wire harness connector for
the seat belt switch from the seat belt switch pigtail
wire connector located near the floor panel under the
driver side front seat cushion. Check for continuity
between the seat belt switch sense circuit and the
ground circuit cavities in the seat belt switch pigtail
wire connector. There should be continuity with the
driver side seat belt tip-half and buckle-half unfas-
tened, and no continuity with tip-half and buckle-half
fastened. If OK, go to Step 2. If not OK, replace the
faulty driver side seat belt buckle-half unit.
(2) Check for continuity between the ground cir-
cuit cavity in the body 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 - standard cab,
or G300 - club/quad cab) as required.
8O - 28 RESTRAINTSBR/BE
REAR SEAT BELT BUCKLE (Continued)

(3) Remove the instrument cluster from the instru-
ment panel. Check for continuity between the seat
belt switch sense circuit cavity in the instrument
panel wire harness connector (Connector C2) for the
instrument cluster 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 in the body 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, proceed to the diagnosis for the instrument clus-
ter. (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 TURNING LOOP
ADJUSTER
REMOVAL
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
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. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE COR-
RECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Remove the knob from the lever of the seat belt
turning loop adjuster. (Refer to 8 - ELECTRICAL/RE-
STRAINTS/TURNING LOOP HEIGHT ADJUSTER
KNOB - REMOVAL).
(2) Remove the screw that secures the shoulder
belt turning loop to the height adjuster.(3) Remove the trim from the B-pillar. (Refer to 23
- BODY/INTERIOR/B-PILLAR TRIM - REMOVAL).
(4) Remove the screw that secures the upper end
of the height adjuster to the B-pillar.
(5) Pull the upper end of the height adjuster away
from the B-pillar far enough to disengage the hooks
on the lower end of the adjuster from the slots in the
pillar.
(6) Remove the adjuster from the B-pillar.
INSTALLATION
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
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. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE COR-
RECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Position the height adjuster to the B-pillar
with the hook formations oriented toward the lower
end of the adjuster.
(2) Engage the hooks on the lower end of the
adjuster into the slots in the B-pillar.
(3) Tilt the upper end of the height adjuster up
into position against the B-pillar.
(4) Install and tighten the screw that secures the
upper end of the height adjuster to the B-pillar.
Tighten the screw to 41 N´m (30 ft. lbs.).
(5) Reinstall the trim onto the B-pillar. (Refer to
23 - BODY/INTERIOR/B-PILLAR TRIM - INSTAL-
LATION).
(6) Install and tighten the anchor screw that
secures the seat belt turning loop to the adjuster.
Tighten the screw to 30 N´m (22 ft. lbs.).
(7) Reinstall the knob onto the lever of the seat
belt turning loop adjuster. (Refer to 8 - ELECTRI-
CAL/RESTRAINTS/TURNING LOOP HEIGHT
ADJUSTER KNOB - INSTALLATION).
BR/BERESTRAINTS 8O - 29
SEAT BELT SWITCH (Continued)

TURNING LOOP HEIGHT
ADJUSTER KNOB
REMOVAL
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
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. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE COR-
RECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Unsnap and lift the seat belt turning loop cover
to expose the anchor screw that secures the turning
loop to the height adjuster.
(2) Using the head of the turning loop anchor
screw as a fulcrum, carefully pry the knob from the
height adjuster lever with a suitable trim tool (Fig.
25).
INSTALLATION
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
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. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE COR-
RECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.(1) Fold and snap the seat belt turning loop cover
back into place over the anchor screw that secures
the turning loop to the adjuster.
(2) Position the height adjuster knob to the seat
belt turning loop height adjuster lever.
(3) Using hand pressure, push the knob firmly and
evenly onto the lever until it is fully engaged.
Fig. 25 Turning Loop Height Adjuster Knob
Removal - Typical
1 - KNOB
2 - ADJUSTER LEVER
3 - SEAT BELT TURNING LOOP
4 - TRIM TOOL (SNAP-ON A179A)
8O - 30 RESTRAINTSBR/BE

(3) If vacuum is less than ten inches of mercury,
determine source of leak. Check vacuum line to
engine for leaks. Also check actual engine intake
manifold vacuum. If manifold vacuum does not meet
this requirement, check for poor engine performance
and repair as necessary.
(4) If vacuum line to engine is not leaking, check
for leak at vacuum reservoir. To locate and gain
access to reservoir, refer to Vacuum Reservoir Remov-
al/Installation in this group. Disconnect vacuum line
at reservoir and connect a hand-operated vacuum
pump to reservoir fitting. Apply vacuum. Reservoir
vacuum should not bleed off. If vacuum is being lost,
replace reservoir.
(5) Verify operation of one-way check valve and
check it for leaks.
(a) Locate one-way check valve. The valve is
located in vacuum line between vacuum reservoir
and engine vacuum source. Disconnect vacuum
hoses (lines) at each end of valve.
(b) Connect a hand-operated vacuum pump to
reservoir end of check valve. Apply vacuum. Vac-
uum should not bleed off. If vacuum is being lost,
replace one-way check valve.
(c) Connect a hand-operated vacuum pump to
vacuum source end of check valve. Apply vacuum.
Vacuum should flow through valve. If vacuum is
not flowing, replace one-way check valve. Seal the
fitting at opposite end of valve with a finger and
apply vacuum. If vacuum will not hold, diaphragm
within check valve has ruptured. Replace valve.
Diesel Engines With Automatic Trans.
On diesel powered engines equipped with an auto-
matic transmission: an engine driven vacuum pump,
a one-way check valve and vacuum lines are used to
supply vacuum to the speed control servo. A vacuum
reservoir is not used.
(1) Disconnect vacuum hose at speed control servo
and install a vacuum gauge into the disconnected
hose.
(2) Start engine and observe gauge at idle. For
vacuum testing and vacuum specifications, refer to
Vacuum Pump OutputÐDiesel Engine in 9, Engines.
(3) If vacuum pump output is OK, determine other
source of leak. Check all vacuum lines to: speed con-
trol servo, engine vacuum pump and heating/air con-
ditioning system for leaks.
(4) Verify operation of one-way check valve and
check it for leaks.(a) Locate one-way check valve. The valve is
located in vacuum line between speed control servo
and engine vacuum pump. Disconnect vacuum
hoses (lines) at each end of valve.
(b) Connect a hand-operated vacuum pump to
reservoir end of check valve. Apply vacuum. Vac-
uum should not bleed off. If vacuum is being lost,
replace one-way check valve.
(c) Connect a hand-operated vacuum pump to
vacuum source end of check valve. Apply vacuum.
Vacuum should flow through valve. If vacuum is
not flowing, replace one-way check valve. Seal the
fitting at opposite end of valve with a finger and
apply vacuum. If vacuum will not hold, diaphragm
within check valve has ruptured. Replace valve.
Diesel Engine With Manual Trans.
Vacuum is not used for any part of the speed con-
trol system if equipped with a diesel engine and a
manual transmission.
DIAGNOSIS AND TESTING - ROAD TEST
Perform a vehicle road test to verify reports of
speed control system malfunction. The road test
should include attention to the speedometer.
If a road test verifies a system problem and the
speedometer operates properly, check for:
²A Diagnostic Trouble Code (DTC). If a DTC
exists, conduct tests per the Powertrain Diagnostic
Procedures service manual.
²A misadjusted brake (stop) lamp switch. This
could also cause an intermittent problem.
²Loose, damaged or corroded electrical connec-
tions at the servo. Corrosion should be removed from
electrical terminals and a light coating of Mopar
MultiPurpose Grease, or equivalent, applied.
²Leaking vacuum reservoir.
²Loose or leaking vacuum hoses or connections.
²Defective one-way vacuum check valve.
²Secure attachment of both ends of the speed con-
trol servo cable.
²Smooth operation of throttle linkage and throttle
body air valve.
²Failed speed control servo. Do the servo vacuum
test.
CAUTION: When test probing for voltage or conti-
nuity at electrical connectors, care must be taken
not to damage connector, terminals or seals. If
these components are damaged, intermittent or
complete system failure may occur.
BR/BESPEED CONTROL 8P - 3
SPEED CONTROL (Continued)

VEHICLE THEFT SECURITY
TABLE OF CONTENTS
page page
VEHICLE THEFT SECURITY
DESCRIPTION............................1
OPERATION.............................2
DIAGNOSIS AND TESTING..................3
VEHICLE THEFT SECURITY SYSTEM........3VTSS INDICATOR
DESCRIPTION............................3
OPERATION.............................3
DIAGNOSIS AND TESTING..................3
VTSS INDICATOR.......................3
VEHICLE THEFT SECURITY
DESCRIPTION
The Vehicle Theft Security System (VTSS) is an
available factory-installed option on this model when
it is also equipped with the high-line or premium
Central Timer Module (CTM). The VTSS is designed
to provide perimeter protection against unauthorized
use or tampering by monitoring the vehicle doors and
the ignition system. If unauthorized vehicle use or
tampering is detected, the system responds by puls-
ing the horn, flashing the headlamps, and preventing
the engine from operating.
The VTSS includes the following major compo-
nents, which are described in further detail else-
where in this service manual:
²Central Timer Module- The high-line or pre-
mium Central Timer Module (CTM) is located under
the driver side end of the instrument panel, inboard
of the instrument panel steering column opening.
The high-line or premium CTM contains a micropro-
cessor and software that allow it to provide many
electronic functions and features not available with
base version of the CTM, including the VTSS. The
CTM provides all of the proper VTSS features and
outputs based upon the monitored inputs. The CTM
circuitry monitors hard wired switch inputs, as well
as message inputs received from other vehicle elec-
tronic modules over the Chrysler Collision Detection
(CCD) data bus network. (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/BODY CON-
TROL/CENTRAL TIMER MODULE -
DESCRIPTION).
²Door Ajar Switch- A door ajar switch is
located on the hinge pillar of each front door in the
vehicle. These switches provide an input to the VTSS
indicating whether the door is opened or closed.
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING -
INTERIOR/DOOR AJAR SWITCH - DESCRIPTION).
²Door Cylinder Lock Switch- A door cylinder
lock switch is located on the back of each front door
lock cylinder. This switch provides an input to theVTSS indicating whether the system should remain
armed or be disarmed. (Refer to 8 - ELECTRICAL/
POWER LOCKS/DOOR CYLINDER LOCK SWITCH
- DESCRIPTION).
²Horn Relay- The horn relay is located in the
Power Distribution Center (PDC) in the engine com-
partment near the battery. The horn relay is nor-
mally activated by the horn switch to control the
sounding of the vehicle horn or horns. However, it
can also be activated by an output of the Central
Timer Module (CTM) to provide an audible indication
that unauthorized vehicle use or tampering has been
detected. (Refer to 8 - ELECTRICAL/HORN/HORN
RELAY - DESCRIPTION).
²Headlamp Relay- The headlamp relay (also
known as the security relay) is located in the Power
Distribution Center (PDC) in the engine compart-
ment near the battery. The headlamp relay is nor-
mally activated by the Central Timer Module (CTM)
based upon inputs from the Remote Keyless Entry
(RKE) panic mode feature. However, it can also be
activated by an output of the CTM to flash the head-
lamp low beams to provide a highly visible indication
that unauthorized vehicle use or tampering has been
detected. (Refer to 8 - ELECTRICAL/LAMPS/LIGHT-
ING - EXTERIOR/HEADLAMP RELAY - DESCRIP-
TION).
²VTSS Indicator- A red Light Emitting Diode
(LED) located on the lower surface of the overhead
console near the windshield is illuminated by an out-
put of the Central Timer Module (CTM) to indicate
the status of the VTSS. This LED is integral to the
electronic circuit board for the Compass Mini-Trip
Computer (CMTC). (Refer to 8 - ELECTRICAL/
OVERHEAD CONSOLE/COMPASS/MINI-TRIP
COMPUTER - DESCRIPTION).
The engine no-run feature of the VTSS relies upon
communication between the high-line or premium
CTM and the Powertrain Control Module (PCM) over
the Chrysler Collision Detection (CCD) data bus net-
work.
Hard wired circuitry connects many of the VTSS
components to each other through the electrical sys-
BR/BEVEHICLE THEFT SECURITY 8Q - 1

tem of the vehicle. These hard wired circuits are
integral to several wire harnesses, which are routed
throughout the vehicle and retained by many differ-
ent methods. These circuits may be connected to each
other, to the vehicle electrical system and to the
VTSS 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.
OPERATION
A Central Timer Module (CTM) is used on this
model to control and integrate many of the electronic
functions and features included in the Vehicle Theft
Security System (VTSS). In the VTSS, the CTM
receives inputs indicating the status of the door ajar
switches, the door cylinder lock switch, and the igni-
tion switch. The programming in the CTM allows it
to process the information from all of these inputs
and send control outputs to energize or de-energize
the horn relay, the headlamp relay, and the VTSS
indicator. The control of these inputs and outputs are
what constitute all of the features of the VTSS. Fol-
lowing is information on the operation of each of the
VTSS features. Refer to the owner's manual in the
vehicle glove box for more information on the fea-
tures, use and operation of the VTSS.
ENABLING
The high-line or premium version of the CTM must
have the VTSS function electronically enabled in
order for the VTSS to perform as designed. The logic
in the CTM keeps its VTSS function dormant until it
is enabled using a DRBIIIž scan tool. The VTSS
function of the high-line or premium CTM is enabled
on vehicles equipped with the VTSS option at the
factory, but a service replacement CTM must be
VTSS-enabled by the dealer using a DRBIIIž scan
tool. Refer to the appropriate diagnostic information.
The VTSS engine no-run feature is disabled when
it is shipped from the factory. This is done by pro-
gramming within the Powertrain Control Module
(PCM). The logic in the PCM prevents the VTSS
engine no-run feature from arming until the engine
start counter within the PCM sees twenty engine
starts. The VTSS no-run feature must be enabled by
the dealer when the vehicle is received from the
assembly plant. Once the VTSS engine no-run fea-
ture has been enabled, it cannot be disabled unless
the PCM is replaced with a new unit. The sameVTSS engine no-run feature enable logic will apply
anytime the PCM is replaced with a new unit.
ARMING
Passive arming of the VTSS occurs when the vehi-
cle is exited with the key removed from the ignition
switch, the headlamps are turned off, and the doors
are locked while they are open using the power lock
switch, or locked after they are closed by turning
either front door lock cylinder to the lock position
using the key. The power lock switch will not func-
tion if the key is in the ignition switch or the head-
lamps are turned on with the driver side front door
open. The VTSS will not arm if the doors are locked
using the mechanical lock button. Active arming of
the VTSS occurs when the ªLockº button on the
Remote Keyless Entry (RKE) transmitter is
depressed to lock the vehicle. For active arming to
occur, the doors must be closed and the ignition
switch must be in the Off position when the RKE
transmitter ªLockº button is depressed. However,
once the VTSS arming process has been completed,
the ignition switch can be turned to the Accessory
position without triggering the alarm.
Once the VTSS begins passive or active arming,
the security indicator lamp in the overhead console
will flash rapidly for about fifteen seconds. This indi-
cates that the VTSS arming is in progress. Turning a
key in the ignition switch, opening a door, or unlock-
ing a door by any means during the fifteen second
arming process will cause the VTSS indicator to stop
flashing and the arming process to abort. Once the
fifteen second arming function is successfully com-
pleted, the indicator will flash at a slower rate, indi-
cating that the VTSS is armed.
DISARMING
Passive disarming of the VTSS occurs when the
vehicle is unlocked using the key to unlock either
front door. Active disarming of the VTSS occurs when
the vehicle is unlocked by depressing the ªUnlockº
button of the RKE transmitter. Once the alarm has
been activated (horn pulsing, headlamps flashing,
and the engine no-run feature), either disarming
method will also deactivate the alarm. Depressing
the ªPanicº button on the RKE transmitter willnot
disarm the VTSS.
POWER-UP MODE
When the armed VTSS senses that the battery has
been disconnected and reconnected, it enters its pow-
er-up mode. In the power-up mode the alarm system
remains armed following a battery failure or discon-
nect. If the VTSS was armed prior to a battery dis-
connect or failure, the technician or vehicle operator
will have to actively or passively disarm the alarm
system after the battery is reconnected. The pow-
8Q - 2 VEHICLE THEFT SECURITYBR/BE
VEHICLE THEFT SECURITY (Continued)

er-up mode will also apply if the battery goes dead
while the system is armed, and battery jump-starting
is attempted. The engine no-run feature will prevent
the engine from starting until the alarm system has
been actively or passively disarmed. The VTSS will
be armed until the technician or vehicle operator has
actively or passively disarmed the alarm system. If
the VTSS is in the disarmed mode prior to a battery
disconnect or failure, it will remain disarmed after
the battery is reconnected or replaced, or if jump-
starting is attempted.
TAMPER ALERT
The VTSS tamper alert feature will sound the horn
three times upon disarming, if the alarm was trig-
gered and has since timed-out (about fifteen min-
utes). This feature alerts the vehicle operator that
the VTSS alarm was activated while the vehicle was
unattended.
DIAGNOSIS AND TESTING - VEHICLE THEFT
SECURITY SYSTEM
The VTSS-related hard wired inputs to and out-
puts from the high-line or premium Central Timer
Module (CTM) may be diagnosed and tested using
conventional diagnostic tools and procedures. Refer
to the appropriate wiring information. The wiring
information includes wiring diagrams, proper wire
and connector repair procedures, further details on
wire harness routing and retention, as well as pin-
out and location views for the various wire harness
connectors, splices and grounds.
However, conventional diagnostic methods may not
prove conclusive in the diagnosis of the CTM, the
Powertrain Control Module (PCM), or the Chrysler
Collision Detection (CCD) data bus network. In order
to obtain conclusive testing of the VTSS, the CTM,
the PCM, and the CCD data bus network must also
be checked. The most reliable, efficient, and accurate
means to diagnose the VTSS requires the use of a
DRBIIIž scan tool. Refer to the appropriate diagnos-
tic information. The DRBIIIž scan tool can provide
confirmation that the CCD data bus network is func-
tional, that all of the electronic modules are sending
and receiving the proper messages over the CCD
data bus, and that these modules are receiving the
proper hard wired inputs and responding with the
proper hard wired outputs needed to perform their
functions. See the ªVehicle Theft Security Systemº
menu item on the DRBIIIž scan tool.
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.
VTSS INDICATOR
DESCRIPTION
The Vehicle Theft Security System (VTSS) indica-
tor consists of a red Light-Emitting Diode (LED)
located on the electronic circuit board of the Compass
Mini-Trip Computer (CMTC) within the overhead
console. The LED extends through a hole in the
CMTC lens located near the forward end of the over-
head console housing near the windshield.
The VTSS indicator cannot be adjusted or repaired
and, if faulty or damaged, the entire CMTC unit
must be replaced. (Refer to 8 - ELECTRICAL/OVER-
HEAD CONSOLE/COMPASS/MINI-TRIP COM-
PUTER - DESCRIPTION).
OPERATION
The Vehicle Theft Security System (VTSS) indica-
tor gives a visible indication of the VTSS arming sta-
tus. One side of Light-Emitting Diode (LED) in the
VTSS indicator is connected to battery current
through a fused B(+) circuit and a fuse in the Junc-
tion Block (JB), so the indicator remains functional
regardless of the ignition switch position. The other
side of the LED is hard wired to the Central Timer
Module (CTM), which controls the operation of the
VTSS indicator by pulling this side of the LED cir-
cuit to ground. When the VTSS arming is in
progress, the CTM will flash the LED rapidly on and
off for about fifteen seconds. When the VTSS has
been successfully armed, the CTM will flash the LED
on and off continually at a much slower rate until
the VTSS has been disarmed. The VTSS indicator
can be diagnosed using conventional diagnostic tools
and methods.
DIAGNOSIS AND TESTING - VTSS INDICATOR
The diagnosis found here addresses an inoperative
Vehicle Theft Security System (VTSS) indicator con-
dition. If the problem being diagnosed is related to
indicator accuracy, be certain to confirm that the
problem is with the indicator and not with an inop-
erative VTSS. (Refer to 8 - ELECTRICAL/VEHICLE
THEFT SECURITY SYSTEM- DIAGNOSIS AND
BR/BEVEHICLE THEFT SECURITY 8Q - 3
VEHICLE THEFT SECURITY (Continued)

TESTING). If no VTSS problem is found, the follow-
ing procedure will help to locate a short or open in
the VTSS indicator control circuit. Refer to the
appropriate wiring information. The wiring informa-
tion includes wiring diagrams, proper wire and con-
nector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness con-
nectors, splices and grounds.
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) Check the fused B(+) fuse (Fuse 12 - 10
ampere) in the Junction Block (JB). If OK, go to Step
2. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse.
(2) Check for battery voltage at the fused B(+) fuse
(Fuse 12 - 10 ampere) in the JB. If OK, go to Step 3.
If not OK, repair the open fused B(+) circuit betweenthe JB and the Power Distribution Center (PDC) as
required.
(3) Disconnect and isolate the battery negative
cable. Disconnect the body wire harness connector for
the Compass Mini-Trip Computer (CMTC) from the
CMTC connector receptacle. Reconnect the battery
negative cable. Check for battery voltage at the fused
B(+) circuit cavity of the body wire harness connector
for the CMTC. If OK, go to Step 4. If not OK, repair
the open fused B(+) circuit between the CMTC indi-
cator and the JB as required.
(4) Disconnect and isolate the battery negative
cable. Disconnect the instrument panel wire harness
connector (Connector C2) for the Central Timer Mod-
ule (CTM) from the CTM connector receptacle. Check
for continuity between the VTSS indicator driver cir-
cuit cavity of the body wire harness connector for the
CMTC and a good ground. There should be no conti-
nuity. If OK, go to Step 5. If not OK, repair the
shorted VTSS indicator driver circuit between the
CMTC and the CTM as required.
(5) Check for continuity between the VTSS indica-
tor driver circuit cavities of the instrument panel
wire harness connector (Connector C2) for the CTM
and the body wire harness connector for the CMTC.
There should be continuity. If OK, replace the faulty
CMTC indicator. If not OK, repair the open VTSS
indicator driver circuit between the CMTC and the
CTM as required.
8Q - 4 VEHICLE THEFT SECURITYBR/BE
VTSS INDICATOR (Continued)

WIPERS/WASHERS
TABLE OF CONTENTS
page page
WIPERS/WASHERS
DESCRIPTION............................1
OPERATION.............................2
DIAGNOSIS AND TESTING..................3
WIPER & WASHER SYSTEM...............3
CLEANING...............................6
INSPECTION.............................6
WASHER FLUID LEVEL SWITCH
DESCRIPTION............................7
OPERATION.............................7
REMOVAL...............................8
INSTALLATION............................8
WASHER HOSES/TUBES
DESCRIPTION............................8
OPERATION.............................8
WASHER NOZZLE
DESCRIPTION............................9
OPERATION.............................9
REMOVAL...............................9
INSTALLATION............................9
WASHER PUMP/MOTOR
DESCRIPTION............................9
OPERATION.............................9
REMOVAL..............................10
INSTALLATION...........................10
WASHER RESERVOIR
DESCRIPTION...........................10OPERATION.............................10
REMOVAL..............................10
INSTALLATION...........................11
WIPER ARM
DESCRIPTION...........................11
OPERATION.............................12
REMOVAL..............................12
INSTALLATION...........................12
WIPER BLADE
DESCRIPTION...........................12
OPERATION.............................13
REMOVAL..............................13
INSTALLATION...........................13
WIPER MODULE
DESCRIPTION...........................14
OPERATION.............................14
REMOVAL..............................14
INSTALLATION...........................15
WIPER RELAY
DESCRIPTION...........................15
OPERATION.............................15
DIAGNOSIS AND TESTING.................16
WIPER RELAY.........................16
REMOVAL..............................17
INSTALLATION...........................17
WIPERS/WASHERS
DESCRIPTION
An electrically operated intermittent wiper and
washer system is standard factory-installed safety
equipment on this model. The wiper and washer sys-
tem includes the following major components, which
are described in further detail elsewhere in this ser-
vice information:
²Central Timer Module- The Central Timer
Module (CTM) is located under the driver side end of
the instrument panel, inboard of the instrument
panel steering column opening. A base version of the
CTM is used on base models of this vehicle. The base
version of the CTM combines the functions of a
chime module and an intermittent wipe module in a
single unit. The high-line version of the CTM is used
on high-line vehicles. The high-line CTM provides all
of the functions of the base version of the CTM, but
also is used to control and integrate many additionalelectronic functions and features included on high-
line models. The premium version of the CTM is the
same as the high-line version, but is used only on
models equipped with the heated seat option. The
high-line and premium versions of the CTM contain
integrated circuitry, a central processing unit and the
programming to provide all of the proper wiper and
washer system features based upon the monitored
inputs. The high-line and premium CTM circuitry
monitors hard wired switch inputs, as well as mes-
sage inputs received from other vehicle electronic
modules on the Chrysler Collision Detection (CCD)
data bus network. (Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES/BODY CONTROL/
CENTRAL TIMER MODULE - DESCRIPTION).
²Multi-Function Switch- The multi-function
switch is secured to the left side of the steering col-
umn, just below the steering wheel. Only the control
stalk for the multi-function switch is visible, the
remainder of the switch is concealed beneath the
steering column shrouds. The multi-function switch
BR/BEWIPERS/WASHERS 8R - 1

contains all of the switches for both the wiper and
washer systems.
²Washer Fluid Level Switch- The washer fluid
level switch is located in a dedicated hole on the
lower rear side of the washer reservoir, above the
washer pump/motor unit near the left front corner of
the engine compartment.
²Washer Nozzles- The dual fluidic washer noz-
zles are secured with integral snap features to dedi-
cated openings in the cowl plenum cover/grille panel
located near the base of the windshield. The washer
plumbing fittings for the washer nozzles are con-
cealed beneath the cowl plenum cover/grille panel.
²Washer Pump/Motor- The washer pump/mo-
tor unit is located in a dedicated hole on the lower
rear side of the washer reservoir near the left front
corner of the engine compartment.
²Washer Reservoir- The washer reservoir is
secured to the left side of the radiator fan shroud in
the left front corner of the engine compartment.
²Wiper Arms- The two wiper arms are secured
to the two wiper pivots, which extend through the
cowl plenum cover/grille panel located near the base
of the windshield.
²Wiper Blades- The two wiper blades are
secured to the two wiper arms, and are parked on
the glass near the bottom of the windshield when the
wiper system is not in operation.
²Wiper Module- The wiper pivots are the only
visible components of the wiper module. The remain-
der of the module is concealed within the cowl ple-
num beneath the cowl plenum cover/grille panel. The
wiper module includes the module bracket, the single
wiper motor, the wiper linkage, and the two wiper
pivots.
²Wiper Relay- The wiper relay is located in the
Power Distribution Center (PDC) in the engine com-
partment near the battery.
Features of the wiper and washer system include
the following:
²Continuous Wipe Modes- The two-speed
wiper motor and the internal circuitry of the multi-
function switch work in concert to provide two con-
tinuous wipe cycles, low speed or high speed.
²Intermittent Wipe Mode- The internal cir-
cuitry of the multi-function switch, the CTM, and the
wiper relay work in concert to provide an intermit-
tent wipe mode with multiple delay interval selec-
tions. On models with a high-line or premium CTM,
the CTM also automatically adjusts each manually
selected delay interval to compensate for vehicle
speed.
²Washer Mode- When the washer system is
activated with the multi-function switch while the
wiper system is operating, washer fluid will be dis-
pensed onto the windshield glass through the washernozzles for as long as the washer pump/motor is
energized.
²Wipe-After-Wash Mode- The internal circuitry
of the CTM provides a wipe-after-wash feature
which, if the wipers are turned Off, will operate the
washer pump/motor and the wipers for as long as the
washer system is activated, then provide several
additional wipe cycles after the washer system is
deactivated before parking the wiper blades near the
base of the windshield.
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.
OPERATION
The wiper and washer system is intended to pro-
vide the vehicle operator with a convenient, safe, and
reliable means of maintaining visibility through the
windshield glass. The various components of this sys-
tem are designed to convert electrical energy pro-
duced by the vehicle electrical system into the
mechanical action of the wiper blades to wipe the
outside surface of the glass, as well as into the
hydraulic action of the washer system to apply
washer fluid stored in an on-board reservoir to the
area of the glass to be wiped. When combined, these
components provide the means to effectively main-
tain clear visibility for the vehicle operator by remov-
ing excess accumulations of rain, snow, bugs, mud, or
other minor debris from the outside windshield glass
surface that might be encountered while driving the
vehicle under numerous types of inclement operating
conditions. The vehicle operator initiates all wiper
and washer system functions with the multi-function
switch control stalk that extends from the left side of
the steering column, just below the steering wheel.
Rotating the knob on the end of the multi-function
switch control stalk selects the desired wiper system
operating mode. The wiper system allows the vehicle
operator to select from two continuous wiper speeds,
Hi or Lo, or one of several intermittent wipe Delay
mode intervals. Pushing the button on the end of the
control stalk downwards towards the steering column
8R - 2 WIPERS/WASHERSBR/BE
WIPERS/WASHERS (Continued)