instrument panel DODGE RAM 2001 Service Owner's Manual

manual in the vehicle glove box. For complete circuit
diagrams, refer to the appropriate wiring informa-
tion. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures,
details of wire harness routing and retention, connec-
tor pin-out information and location views for the
various wire harness connectors, splices and grounds.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - REMOTE
SWITCHES
For complete circuit diagrams, refer to the appro-
priate 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 connec-
tors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO ELECTRICAL, RESTRAINTS
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Remove the remote radio switch(es) (Fig. 16)
from the steering wheel.(2) Use an ohmmeter to check the switch resis-
tances as shown in the Remote Radio Switch Test
chart. If the remote radio switch resistances check
OK, go to Step 3. If not OK, replace the faulty
switch.
REMOTE RADIO SWITCH TEST
SWITCH SWITCH POSITION RESISTANCE
Right
(White)Volume Up 7320 Ohms
Right
(White)Volume Down 1210 Ohms
Left
(Black)Seek Up 4530 Ohms
Left
(Black)Seek Down 2050 Ohms
Left
(Black)Pre-Set Station
Advance10 Ohms
(3) Check for continuity between the ground cir-
cuit cavity of the remote radio switch wire harness
connector and a good ground. There should be conti-
nuity. If OK, go to Step 4. If not OK, repair the open
ground circuit to ground as required.
(4) Disconnect the 18-way wire harness connector
from the Central Timer Module (CTM). Check for
continuity between the radio control mux circuit cav-
ity of the remote radio switch wire harness connector
and a good ground. There should be no continuity. If
OK, go to Step 5. If not OK, repair the shorted radio
control mux circuit as required.
(5) Check for continuity between the radio control
mux circuit cavities of the remote radio switch wire
harness connector and the 18-way CTM wire harness
connector. There should be continuity. If OK, refer to
the proper Diagnostic Procedures manual to test the
CTM and the Chrysler Collision Detection (CCD)
data bus. If not OK, repair the open radio control
mux circuit as required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the driver side airbag module from the
steering wheel. Refer to Electrical, Restraints for the
procedures.
(3) Remove the speed control switch located on the
same side of the steering wheel as the remote radio
switch that is being serviced. Refer to Electrical,
Speed Control for the procedures.
(4) Disconnect the steering wheel wire harness
connector from the connector receptacle of the remote
radio switch (Fig. 17).
Fig. 16 Remote Radio Switches
1 - WHITE REAR SWITCH
2 - BLACK REAR SWITCH
8A - 16 AUDIOBR/BE
REMOTE SWITCHES (Continued)

PREMIUM
The Infinity speakers used in the premium speaker
system are driven by dual amplifiers that are inte-
gral to each of the front door speakers. One of these
dual amplifiers drives the front door speaker and the
A-pillar mounted tweeter for that side of the vehicle,
while the other amplifier drives the rear speaker for
that side of the vehicle. For complete circuit dia-
grams, to 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.
DIAGNOSIS AND TESTING - SPEAKER
For complete circuit diagrams, refer to the appro-
priate 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 connec-
tors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO ELECTRICAL, RESTRAINTS
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
CAUTION: The speaker output of the radio receiver
is a ªfloating groundº system. Do not allow any
speaker lead to short to ground, as damage to the
radio receiver may result.
(1) Turn the ignition switch to the On position.
Turn the radio receiver on. Adjust the balance and
fader controls to check the performance of each indi-
vidual speaker. Note the speaker locations that are
not performing correctly. If only an Infinity A-pillar
or an Infinity rear speaker is inoperative, go to Step
8. If any other speaker is inoperative, go to Step 2.
NOTE: If the vehicle is equipped with the Infinity
premium speaker package and all of the speakers
are inoperative, refer to Filter, Choke, and Speaker
Relay in the Diagnosis and Testing section of this
group.
(2) Turn the radio receiver off. Turn the ignition
switch to the Off position. Disconnect and isolate the
battery negative cable. Remove the radio receiver
from the instrument panel. Check both the feed (+)circuit and return (±) circuit cavities for the inopera-
tive speaker location(s) in the radio receiver wire
harness connectors for continuity to ground. In each
case, there should be no continuity. If OK, go to Step
3. If not OK, repair the shorted speaker feed (+)
and/or return (±) circuit(s) to the speaker as required.
(3) If the inoperative speaker is an Infinity-ampli-
fied speaker, go to Step 5. If the vehicle is equipped
with the standard speaker system, check the resis-
tance between the speaker feed (+) circuit and return
(±) circuit cavities of the radio receiver wire harness
connectors for the inoperative speaker location(s).
The meter should read between 2.5 and 4 ohms
(speaker resistance). If OK, go to Step 4. If not OK,
go to Step 5.
(4) Install a known good radio receiver. Connect
the battery negative cable. Turn the ignition switch
to the On position. Turn on the radio receiver and
test the speaker operation. If OK, replace the faulty
radio receiver. If not OK, turn the radio receiver off,
turn the ignition switch to the Off position, discon-
nect and isolate the battery negative cable, remove
the test radio receiver, and go to Step 5.
(5) Disconnect the wire harness connector at the
inoperative standard speaker system speaker or at
the Infinity-amplified front door-mounted speaker.
Check for continuity between the speaker feed (+) cir-
cuit cavities of the radio receiver wire harness con-
nector and the speaker wire harness connector for
the inoperative speaker location. Repeat the check
between the speaker return (±) circuit cavities of the
radio receiver wire harness connector and the
speaker wire harness connector for the inoperative
speaker location. In each case, there should be conti-
nuity. If OK with an Infinity-amplified front door-
mounted speaker, go to Step 6. If OK with the
standard speaker system, replace the faulty speaker.
If not OK, repair the open speaker feed (+) and/or
return (±) circuit(s) as required.
(6) Check for continuity between the ground cir-
cuit cavity in the body half of the wire harness con-
nector for the Infinity-amplified front door-mounted
speaker on the same side of the vehicle as the inop-
erative speaker and a good ground. There should be
continuity. If OK, go to Step 7. If not OK, repair the
open ground circuit to ground as required.
(7) Install the radio receiver. Connect the battery
negative cable. Turn the ignition switch to the On
position. Turn the radio receiver on. Check for bat-
tery voltage at the radio choke output circuit cavity
of the wire harness connector for the Infinity-ampli-
fied front door-mounted speaker on the same side of
the vehicle as the inoperative speaker. If OK, go to
Step 8. If not OK, repair the open radio choke output
circuit to the filter, choke, and speaker relay as
required.
8A - 18 AUDIOBR/BE
SPEAKER (Continued)

CHIME/BUZZER
TABLE OF CONTENTS
page page
CHIME WARNING SYSTEM
DESCRIPTION............................1
OPERATION.............................1DIAGNOSIS AND TESTING..................2
CHIME WARNING SYSTEM................2
CHIME WARNING SYSTEM
DESCRIPTION
A chime warning system is standard factory-in-
stalled equipment on this model. The chime warning
system uses a single chime tone generator that is
integral to the Central Timer Module (CTM) to pro-
vide an audible indication of various vehicle condi-
tions that may require the attention of the vehicle
operator. The chime warning system includes the fol-
lowing major components, which are described in fur-
ther detail elsewhere in this service manual:
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. The CTM contains an
integral chime tone generator to provide all of the
proper chime warning system features based upon
the monitored inputs.
²Door Ajar Switch- A door ajar switch is inte-
gral to the driver side front door latch. This switch
provides an input to the chime warning system indi-
cating whether the driver side front door is open or
closed.
²Headlamp Switch- The headlamp switch is
located on the instrument panel outboard of the
steering column. The headlamp switch provides an
input to the chime warning system indicating when
the exterior lamps are turned On or Off.
²Ignition Switch- A key-in ignition switch is
integral to the ignition switch. The key-in ignition
switch provides an input to the chime warning sys-
tem indicating whether a key is present in the igni-
tion lock cylinder.
²Seat Belt Switch- A seat belt switch is inte-
gral to the driver side front seat belt retractor unit.
The seat belt switch provides an input to the chime
warning system indicating whether the driver side
front seat belt is fastened.
Hard wired circuitry connects many of the chime
warning system components to each other through
the electrical system of the vehicle. These hard wired
circuits are integral to several wire harnesses, which
are routed throughout the vehicle and retained bymany different methods. These circuits may be con-
nected to each other, to the vehicle electrical system
and to the chime warning 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 information. The wir-
ing information includes wiring diagrams, proper
wire and connector repair procedures, further details
on wire harness routing and retention, as well as
pin-out and location views for the various wire har-
ness connectors, splices and grounds.
The CTM chime warning system circuitry and the
integral chime tone generator cannot be adjusted or
repaired. If the CTM or the chime tone generator are
damaged or faulty, the CTM unit must be replaced.
OPERATION
The chime warning system is designed to provide an
audible output as an indication of various conditions
that may require the attention or awareness of the
vehicle operator. The chime warning system compo-
nents operate on battery current received through a
fused B(+) fuse in the Junction Block (JB) on a non-
switched fused B(+) circuit so that the system may
operate regardless of the ignition switch position.
The chime warning system provides an audible
indication to the vehicle operator under the following
conditions:
²Fasten Seat Belt Warning- The Central
Timer Module (CTM) chime tone generator will gen-
erate repetitive chime tones at a slow rate to
announce that a hard wired input from the seat belt
switch to the Electro-Mechanical Instrument Cluster
(EMIC) indicates that the driver side front seat belt
is not fastened with the ignition switch in the On
position. Unless the driver side front seat belt is fas-
tened, the chimes will continue to sound for a dura-
tion of about seven seconds each time the ignition
switch is turned to the On position or until the driver
side front seat belt is fastened, whichever occurs
first. This chime tone is based upon a hard wired
chime request input to the CTM from the EMIC, but
is not related to the operation of the EMIC ªSeatbeltº
indicator.
BR/BECHIME/BUZZER 8B - 1

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.
CHIME WARNING SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
SEAT BELT WARNING
CHIME WITH SEAT BELT
BUCKLED1. Seat belt switch sense
circuit shorted.1. Disconnect the body wire harness connector
for the seat belt switch and the instrument panel
wire harness connector (Connector C2) for the
EMIC. Check for continuity between the seat belt
switch sense circuit cavity and a good ground.
There should be no continuity. Repair the seat
belt switch sense circuit, if required.
2. Faulty seat belt switch. 2. Check for continuity between the ground circuit
cavity and the seat belt switch sense circuit cavity
of the seat belt switch connector receptacle.
There should be no continuity with the seat belt
buckled. Replace the faulty seat belt, if required.
NO SEAT BELT WARNING
CHIME WITH SEAT BELT
UNBUCKLED, BUT OTHER
CHIME FEATURES OK1. Seat belt switch ground
circuit open.1. Disconnect the body wire harness connector
for the seat belt switch. Check for continuity
between the ground circuit cavity of the connector
for the seat belt switch and a good ground. There
should be continuity. If not OK, repair the open
ground circuit to ground as required.
2. Seat belt switch sense
circuit open.2. With the body wire harness connector for the
seat belt switch and the instrument panel wire
harness connector (Connector C2) for the EMIC
disconnected, there should be continuity between
the seat belt switch sense circuit cavities of the
two connectors. Repair the seat belt switch sense
circuit, if required.
3. Faulty seat belt switch. 3. Check for continuity between the ground circuit
cavity and the seat belt switch sense circuit cavity
of the seat belt switch connector receptacle.
There should be continuity with the seat belt
unbuckled. Replace the faulty seat belt, if
required.
BR/BECHIME/BUZZER 8B - 3
CHIME WARNING SYSTEM (Continued)

CHIME WARNING SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
NO KEY-IN IGNITION
WARNING CHIME, BUT
OTHER CHIME FEATURES
OK1. Driver door ajar switch
sense circuit open.1. Check for continuity between the driver door
ajar switch sense circuit cavities of the connector
for the driver side front door ajar switch and the
instrument panel wire harness connector
(Connector C2) for the ignition switch. Repair the
driver door ajar switch sense circuit, if required.
2. Key-in ignition switch
sense circuit open.2. Check for continuity between the key-in ignition
switch sense circuit cavities of the instrument
panel wire harness connector (Connector C2) for
the ignition switch and the instrument panel wire
harness connector for the CTM. Repair the key-in
ignition switch sense circuit, if required.
3. Faulty ignition switch. 3. Check for continuity between the two terminals
in the ignition switch C2 connector receptacle.
There should be continuity with a key in the
ignition lock cylinder. Replace the faulty ignition
switch, if required.
NO HEADLAMPS-ON
WARNING CHIME, BUT
OTHER CHIME FEATURES
OK1. Driver door ajar switch
sense circuit open.1. Check for continuity between the driver door
ajar switch sense circuit cavities of the connector
for the driver side front door ajar switch and the
instrument panel wire harness connector
(Connector C1) for the headlamp switch. Repair
the driver door ajar switch sense circuit, if
required.
2. Key-in ignition switch
sense circuit open.2. Check for continuity between the key-in ignition
switch sense circuit cavities of the instrument
panel wire harness connector (Connector C1) for
the headlamp switch and the instrument panel
wire harness connector for the CTM. Repair the
key-in ignition switch sense circuit, if required.
3. Faulty headlamp switch. 3. Check for continuity between the driver door
ajar switch sense terminal and the key-in ignition
switch sense terminal in the headlamp switch C1
connector receptacle. There should be continuity
with the headlamp switch in the On position.
Replace the faulty headlamp switch, if required.
CONTINUOUS CHIME WITH
HEADLAMP SWITCH IN OFF
POSITION AND KEY
REMOVED FROM IGNITION
LOCK CYLINDER1. Key-in ignition switch
sense circuit shorted.1. With the instrument panel wire harness
connector (Connector C1) for the headlamp
switch, the instrument panel wire harness
connector (Connector C2) for the ignition switch,
and the instrument panel wire harness connector
for the CTM all disconnected, there should be no
continuity between the key-in ignition switch
sense circuit and a good ground. Repair the
key-in ignition switch sense circuit, if required.
2. Faulty CTM. 2. Replace the faulty CTM, if required.
8B - 4 CHIME/BUZZERBR/BE
CHIME WARNING SYSTEM (Continued)

CHIME WARNING SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
NO CHIMES AND OTHER
CTM FEATURES ERRATIC
OR DISABLED1. CTM ground circuit(s)
open.1. Check for continuity between the ground circuit
cavities of the instrument panel wire harness
connector(s) for the CTM and a good ground.
Repair the ground circuit(s), if required.
2. CTM fused B(+) circuit
open.2. Check for battery voltage at the fused B(+)
circuit cavity of the instrument panel wire harness
connector for the CTM. Repair the fused B(+)
circuit, if required.
3. CTM fused ignition switch
output (start-run) circuit
open.3. With the ignition switch in the On position,
check for battery voltage at the fused ignition
switch output circuit cavity of the instrument panel
wire harness connector for the CTM. Repair the
fused ignition switch output circuit, if required.
4. Faulty CTM. 4. Replace the faulty CTM, if required.
NO WARNING CHIME
SUPPORT FEATURES FOR
EMIC, BUT HARD WIRED
CHIMES OK1. Tone request signal circuit
open.1. Check for continuity between the tone request
signal circuit cavities of the instrument panel wire
harness connectors for the EMIC and the CTM.
Repair the open tone request signal circuit, if
required.
2. Tone request signal circuit
shorted.2. With the instrument panel wire harness
connectors for the EMIC and the CTM both
disconnected, there should be no continuity
between the tone request signal circuit and a
good ground. Repair the shorted tone request
signal circuit, if required.
3. Faulty CTM. 3. Replace the faulty CTM, if required.
4. Faulty EMIC. 4. Replace the faulty EMIC, if required.
NO CHIMES, BUT ALL
OTHER CTM FEATURES OK1. Faulty CTM. 1. Replace the faulty CTM, if required.
BR/BECHIME/BUZZER 8B - 5
CHIME WARNING SYSTEM (Continued)

ELECTRONIC CONTROL MODULES
TABLE OF CONTENTS
page page
BODY CONTROL/CENTRAL TIMER MODULE
DESCRIPTION............................1
OPERATION.............................3
DIAGNOSIS AND TESTING..................4
CENTRAL TIMER MODULE................4
REMOVAL...............................5
INSTALLATION............................6
COMMUNICATION
DESCRIPTION............................6
OPERATION.............................7
DIAGNOSIS AND TESTING.................11
CCDDATABUS ........................11
CONTROLLER ANTILOCK BRAKE
DESCRIPTION...........................11
OPERATION.............................11REMOVAL..............................12
INSTALLATION...........................12
DATA LINK CONNECTOR
DESCRIPTION...........................12
OPERATION.............................12
ENGINE CONTROL MODULE
DESCRIPTION...........................13
OPERATION.............................13
REMOVAL..............................14
INSTALLATION...........................14
POWERTRAIN CONTROL MODULE
DESCRIPTION...........................14
OPERATION.............................17
REMOVAL..............................19
INSTALLATION...........................20
BODY CONTROL/CENTRAL
TIMER MODULE
DESCRIPTION
Three versions of the Central Timer Module (CTM)
are available on this vehicle, a base version (Fig. 1),a high-line version (Fig. 2), and a premium version.
Whichever version of the CTM the vehicle is
equipped with, it is concealed under the driver side
end of the instrument panel inboard of the instru-
ment panel steering column opening, where it is
secured with two screws to a stamped steel bracket
that is integral to the instrument panel armature.
The CTM is enclosed in a molded plastic housing
with one (base) or two (high-line/premium) integral
Fig. 1 Central Timer Module (Base)
1 - SCREWS
2 - BRACKET
3 - WIRE HARNESS CONNECTOR
4 - CENTRAL TIMER MODULE (BASE)
Fig. 2 Central Timer Module (High-Line/Premium)
1 - SCREWS
2 - BRACKET
3 - WIRE HARNESS CONNECTORS
4 - CENTRAL TIMER MODULE (HIGH-LINE/PREMIUM)
BR/BEELECTRONIC CONTROL MODULES 8E - 1

external connector receptacles that connect it to the
vehicle electrical system through one (base) or two
(high-line/premium) take outs with connectors from
the instrument panel wire harness.
The base version of the CTM is used on base mod-
els of this vehicle. It is also sometimes referred to as
the Integrated Electronic Module (IEM). 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 additional
electronic 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
utilize integrated circuitry and information carried
on the Chrysler Collision Detection (CCD) data bus
network along with many hard wired inputs to mon-
itor many sensor and switch inputs throughout the
vehicle. In response to those inputs, the internal cir-
cuitry and programming of the CTM allow it to con-
trol and integrate many electronic functions and
features of the vehicle through both hard wired out-
puts and the transmission of electronic message out-
puts to other electronic modules in the vehicle over
the CCD data bus.
The features that the CTM supports or controls
include the following:
²Automatic Door Lock- The high-line/premium
CTM provides an optional automatic door lock fea-
ture (also known as rolling door locks). This is a pro-
grammable feature.
²Central Locking- The high-line/premium CTM
provides an optional central locking/unlocking fea-
ture.
²Chimes- All versions of the CTM provide chime
service through an integral chime tone generator.
²Courtesy Lamps- The high-line/premium CTM
provides courtesy lamp control with timed load shed-
ding.
²Door Lock Inhibit- The high-line/premium
CTM provides a door lock inhibit feature.
²Enhanced Accident Response- The high-line/
premium CTM provides an optional enhanced acci-
dent response feature. This is a programmable
feature.
²Heated Seats- The premium CTM controls the
optional heated seat system by controlling the opera-
tion of the heated seat relay.
²Illuminated Entry- The high-line/premium
CTM provides a timed illuminated entry feature.²Intermittent Wipe Control- All versions of
the CTM provide control of the intermittent wipe
delay, and wipe-after-wash features.
²Panic Mode- The high-line/premium CTM pro-
vides support for the optional RKE system panic
mode features.
²Power Lock Control- The high-line/premium
CTM provides the optional power lock system fea-
tures, including support for the automatic door lock
and door lock inhibit modes.
²Programmable Features- The high-line/pre-
mium CTM provides support for certain programma-
ble features.
²Remote Keyless Entry- The high-line/pre-
mium CTM provides the optional Remote Keyless
Entry (RKE) system features, including support for
the RKE Lock (with optional horn chirp), Unlock,
Panic, and illuminated entry modes, as well as the
ability to be programmed to recognize up to four
RKE transmitters. The RKE horn chirp is a program-
mable feature.
²Remote Radio Switch Interface- The high-
line/premium CTM monitors and transmits the sta-
tus of the optional remote radio switches.
²Speed Sensitive Intermittent Wipe Control-
The high-line/premium CTM provides the speed sen-
sitive intermittent wipe feature.
²Vehicle Theft Alarm- The high-line/premium
CTM provides control of the optional Vehicle Theft
Alarm features, including support for the central
locking/unlocking mode.
Hard wired circuitry connects the CTM to the elec-
trical 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
CTM through the use of a combination of soldered
splices, splice block connectors, and many different
types of wire harness terminal connectors and insu-
lators. 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.
All versions of the CTM for this model are serviced
only as a complete unit. Many of the electronic fea-
tures in the vehicle controlled or supported by the
high-line or premium versions of the CTM are pro-
grammable using the DRBIIItscan tool. In addition,
the high-line/premium CTM software is Flash com-
patible, which means it can be reprogrammed using
Flash reprogramming procedures. However, if any of
the CTM hardware components are damaged or
faulty, the entire CTM unit must be replaced. The
8E - 2 ELECTRONIC CONTROL MODULESBR/BE
BODY CONTROL/CENTRAL TIMER MODULE (Continued)

base version of the CTM and the hard wired inputs
or outputs of all CTM versions can be diagnosed
using conventional diagnostic tools and methods;
however, for diagnosis of the high-line or premium
versions of the CTM or the CCD data bus, the use of
a DRBIIItscan tool is required. Refer to the appro-
priate diagnostic information.
OPERATION
The Central Timer Module (CTM) is designed to
control and integrate many of the electronic features
and functions of the vehicle. The base version of the
CTM monitors only hard wired inputs and responds
with the proper hard wired outputs. The microproces-
sor-based high-line/premium version of the CTM
monitors many hard wired switch and sensor inputs
as well as those resources it shares with other elec-
tronic modules in the vehicle through its communica-
tion over the Chrysler Collision Detection (CCD) data
bus network. The internal programming and all of
these inputs allow the high-line/premium CTM
microprocessor to determine the tasks it needs to
perform and their priorities, as well as both the stan-
dard and optional features that it should provide.
The high-line/premium CTM programming then per-
forms those tasks and provides those features
through both CCD data bus communication with
other electronic modules and through hard wired out-
puts to a number of circuits, relays, and actuators.
These outputs allow the high-line/premium CTM the
ability to control numerous accessory systems in the
vehicle.
All versions of the CTM operate on battery current
received through fuses in the Junction Block (JB) on
a non-switched fused B(+) circuit, a fused ignition
switch output (st-run) circuit (base version only), and
a fused ignition switch output (run-acc) circuit (high-
line/premium version only). This arrangement allows
the CTM to provide some features regardless of the
ignition switch position, while other features will
operate only with the ignition switch in the Acces-
sory, On, and/or Start positions. All versions of the
CTM are grounded through their connector and take
out of the instrument panel wire harness. The high-
line/premium CTM has another ground received
through a second connector and take out of the
instrument panel wire harness. The first ground cir-
cuit receives ground through a take out with an eye-
let 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 second ground circuit (high-line/premium
version only) 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 panelarmature above the inboard side of the instrument
panel steering column opening.
The high-line/premium CTM monitors its own
internal circuitry as well as many of its input and
output circuits, and will store a Diagnostic Trouble
Code (DTC) in electronic memory for any failure it
detects. These DTCs can be retrieved and diagnosed
using a DRBIIItscan tool. Refer to the appropriate
diagnostic information.
HARD WIRED INPUTS
The hard wired inputs to the CTM include the fol-
lowing:
²CCD bus± - high-line/premium version only
²CCD bus+ - high-line/premium version only
²Cylinder lock switch mux - high-line premium
version only
²Driver door ajar switch sense
²Fused B(+)
²Fused ignition switch output (run-acc) - high-
line/premium version only
²Fused ignition switch output (st-run) - base ver-
sion only
²Ground (one circuit - base version, two circuits -
high-line/premium version)
²Key-in ignition switch sense
²Passenger door ajar switch sense - high-line/pre-
mium version only
²Power door lock motor B(+) lock - high-line/pre-
mium version only
²Power door lock motor B(+) unlock - high-line/
premium version only
²Radio control mux - high-line/premium version
only
²Tone request signal
²Washer switch sense
²Wiper park switch sense
²Wiper switch mode sense
²Wiper switch mode signal
HARD WIRED OUTPUTS
The hard wired outputs of the CTM include the fol-
lowing:
²CCD bus± - high-line/premium version only
²CCD bus+ - high-line/premium version only
²Courtesy lamp switch output - high-line/pre-
mium version only
²Door lock driver - high-line/premium version
only
²Door unlock driver - high-line/premium version
only
²Headlamp relay control - high-line/premium ver-
sion only
²Heated seat relay control - premium version
only
BR/BEELECTRONIC CONTROL MODULES 8E - 3
BODY CONTROL/CENTRAL TIMER MODULE (Continued)

²Horn relay control - high-line/premium version
only
²VTSS indicator driver - high-line/premium ver-
sion only
²Wiper motor relay control
MESSAGING
The high-line/premium CTM uses the following
messages received from other electronic modules over
the CCD data bus:
²Airbag Deploy (ACM)
²Charging System Failure (PCM)
²Engine RPM (PCM)
²System Voltage (PCM)
²Vehicle Speed (PCM)
²Voltage Fault (PCM)
The high-line/premium CTM provides the following
messages to other electronic modules over the CCD
data bus:
²Engine Enable (PCM)
²Radio Seek Up (Radio)
²Radio Seek Down (Radio)
²Radio Volume Up (Radio)
²Radio Volume Down (Radio)
²Preset Scan (Radio)
DIAGNOSIS AND TESTING - CENTRAL TIMER
MODULE
The hard wired inputs to and outputs from the
Central Timer Module (CTM) may be diagnosed and
tested using conventional diagnostic tools and meth-
ods. Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, further details
on wire harness routing and retention, as well as
pin-out and location views for the various wire har-
ness connectors, splices and grounds.
However, conventional diagnostic methods may not
prove conclusive in the diagnosis of the high-line/pre-
mium CTM. In order to obtain conclusive testing of
the high-line/premium CTM, the Chrysler Collision
Detection (CCD) data bus network and all of the elec-
tronic modules that provide inputs to or receive out-
puts from the CTM must also be checked. The most
reliable, efficient, and accurate means to diagnose
the high-line/premium CTM, the CCD data bus net-
work, and the electronic modules that provide inputs
to or receive outputs from the high-line/premium
CTM requires the use of a DRBIIItscan tool and the
appropriate diagnostic information. The DRBIIIt
scan tool can provide confirmation that the CCD data
bus network is functional, that all of the electronic
modules are sending and receiving the proper mes-
sages over the CCD data bus, and that the CTM is
receiving the proper hard wired inputs and respond-ing with the proper hard wired outputs needed to
perform its many functions.
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.
NOTE: The following tests may not prove conclu-
sive in the diagnosis of the high-line or premium
versions of the Central Timer Module (CTM). The
most reliable, efficient, and accurate means to diag-
nose the high-line or premium CTM requires the
use of a DRBIIITscan tool and the appropriate diag-
nostic information.
(1) Check the fused B(+) fuse (Fuse 13 - 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 13 - 10 ampere) in the JB. If OK, go to Step 3.
If not OK, repair the open fused B(+) circuit between
the JB and the Power Distribution Center (PDC) as
required.
(3) For a base version CTM, check the fused igni-
tion switch output (st-run) fuse (Fuse 11 - 10 ampere)
in the JB. For a high-line/premium version CTM,
check the fused ignition switch output (run-acc) fuse
(Fuse6-25ampere) in the JB. If OK, go to Step 4. If
not OK, repair the shorted circuit or component as
required and replace the faulty fuse.
(4) Turn the ignition switch to the On position. For
a base version CTM, check for battery voltage at the
fused ignition switch output (st-run) fuse (Fuse 11 -
10 ampere) in the JB. For a high-line/premium ver-
sion CTM, check for battery voltage at the fused igni-
tion switch output (run-acc) fuse (Fuse6-25
ampere) in the JB. If OK, go to Step 5. If not OK,
repair the shorted circuit or component as required
and replace the faulty fuse.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the CTM from its mounting bracket to access
the CTM wire harness connector(s). Disconnect the
instrument panel wire harness connector(s) for the
8E - 4 ELECTRONIC CONTROL MODULESBR/BE
BODY CONTROL/CENTRAL TIMER MODULE (Continued)