Ground terminals DODGE RAM 2001 Service Repair Manual

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)

CTM from the CTM connector receptacle(s). Check
the wire harness connectors and the CTM receptacles
for loose, corroded, or damaged terminals and pins. If
OK, go to Step 6. If not OK, repair as required.
(6) Check for continuity between the ground cir-
cuit cavity of the instrument panel wire harness con-
nector (Connector C1) for the CTM and a good
ground. For the high-line/premium version of the
CTM only, repeat the check between the ground cir-
cuit cavity of the instrument panel wire harness con-
nector (Connector C2) for the CTM and a good
ground. In each case, there should be continuity. If
OK, go to Step 7. If not OK, repair the open ground
circuit(s) to ground as required.
(7) Reconnect 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 CTM. If OK, go to Step 8. If not OK,
repair the open fused B(+) circuit between the CTM
and the JB as required.
(8) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (st-run) circuit cavity (base version) or fused
ignition switch output (run-acc) circuit cavity (high-
line/premium version) of the instrument panel wire
harness connector (Connector C1) for the CTM. If OK
with a base version CTM, replace the faulty CTM. If
OK with a high-line/premium version CTM, use a
DRBIIItscan tool and the appropriate diagnostic
information to perform further diagnosis of the CTM.
If not OK, repair the open fused ignition switch out-
put circuit between the CTM and the JB.
REMOVAL
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: Before replacing a high-line/premium version
Central Timer Module (CTM), use a DRBIIITscan
tool to retrieve the current settings for the CTM pro-
grammable features. Refer to the appropriate diag-
nostic information. These settings should be
duplicated in the replacement high-line/premiumCTM using the DRBIIITscan tool before returning
the vehicle to service.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the steering column opening cover
from the instrument panel. (Refer to 23 - BODY/IN-
STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - REMOVAL).
(3) Remove the two screws that secure the Central
Timer Module (CTM) to the bracket on the inboard
side of the instrument panel steering column opening
(Fig. 3) or (Fig. 4).
(4) Pull the CTM into the instrument panel steer-
ing column opening far enough to access the instru-
ment panel wire harness connector(s).
(5) Disconnect the instrument panel wire harness
connector(s) (one connector for the base version CTM,
two connectors for the high-line/premium version)
from the CTM connector receptacle(s).
(6) Remove the CTM from the instrument panel.
Fig. 3 Central Timer Module (Base) Remove/Install
1 - SCREWS
2 - BRACKET
3 - WIRE HARNESS CONNECTOR
4 - CENTRAL TIMER MODULE (BASE)
BR/BEELECTRONIC CONTROL MODULES 8E - 5
BODY CONTROL/CENTRAL TIMER MODULE (Continued)

DIESEL ENGINE
Diesel engine models feature a clamping type
female battery terminal made of soft lead die cast
onto one end of the battery cable wire. A square
headed pinch-bolt and hex nut are installed at the
open end of the female battery terminal clamp. The
pinch-bolt on the left side battery positive cable
female terminal clamp also has a stud extending
from the head of the bolt. Large eyelet type terminals
are crimped onto the opposite end of the battery
cable wire and then solder-dipped. The battery posi-
tive cable wires have a red insulating jacket to pro-
vide visual identification and feature a larger female
battery terminal clamp to allow connection to the
larger battery positive terminal post. The battery
negative cable wires have a black insulating jacket
and a smaller female battery terminal clamp.
OPERATION
The battery cables connect the battery terminal
posts to the vehicle electrical system. These cables
also provide a return path for electrical current gen-
erated by the charging system for restoring the volt-
age potential of the battery. The female battery
terminal clamps on the ends of the battery cable
wires provide a strong and reliable connection of the
battery cable to the battery terminal posts. The ter-
minal pinch bolts allow the female terminal clamps
to be tightened around the male terminal posts on
the top of the battery. The eyelet terminals secured
to the ends of the battery cable wires opposite the
female battery terminal clamps provide secure and
reliable connection of the battery to the vehicle elec-
trical system.
GASOLINE ENGINE
The battery positive cable terminal clamp is
crimped onto the ends of two wires. One wire has an
eyelet terminal that connects the battery positive
cable to the B(+) terminal stud of the Power Distri-
bution Center (PDC), and the other wire has an eye-
let terminal that connects the battery positive cable
to the B(+) terminal stud of the engine starter motor
solenoid. The battery negative cable terminal clamp
is also crimped onto the ends of two wires. One wire
has an eyelet terminal that connects the battery neg-
ative cable to the vehicle powertrain through a stud
on the front of the left engine cylinder head. The
other wire has an eyelet terminal that connects the
battery negative cable to the vehicle body through a
ground screw on the left front fender inner shield,
just ahead of the battery. An additional ground wire
with two eyelet terminals is used to provide ground
to the vehicle frame. One eyelet terminal of this
ground wire is installed under the head of the bat-
tery negative cable terminal clamp pinch-bolt, andthe other eyelet terminal is secured with a ground
screw to the outer surface of the left frame rail,
below the battery.
DIESEL ENGINE
The left battery positive cable terminal clamp is
die cast onto the ends of two wires. One wire has an
eyelet terminal that connects the left battery positive
cable to the B(+) terminal stud of the Power Distri-
bution Center (PDC), and the other wire has an eye-
let terminal that connects the left battery positive
cable to the B(+) terminal stud of the engine starter
motor solenoid. The right battery positive cable ter-
minal clamp is die cast onto the end of a single wire.
The eyelet terminal on the other end of the right bat-
tery positive cable is connected to the stud on the
pinch-bolt of the left battery positive cable terminal
clamp. This stud also provides a connection point for
the eyelet terminals from the fuel heater relay and
intake air heater relay jumper harness take outs. All
of these eyelet terminals are secured to the left bat-
tery positive cable terminal clamp pinch-bolt stud
with a single hex nut.
The left battery negative cable terminal clamp is
die cast onto the ends of two wires. One wire has an
eyelet terminal that connects the left battery nega-
tive cable to the vehicle powertrain through a ground
screw on the left side of the engine block, below the
power steering and vacuum pumps. The other wire
has an eyelet terminal that connects the left battery
negative cable to the vehicle body through a ground
screw on the left front fender inner shield, just ahead
of the left battery. An additional ground wire with
two eyelet terminals is used to provide ground to the
vehicle frame. One eyelet terminal of this ground
wire is installed under the nut of the left battery
negative cable terminal clamp pinch-bolt, and the
other eyelet terminal is secured with a ground screw
to the outer surface of the left frame rail, below the
left battery. The right battery negative cable terminal
is also die cast onto the ends of two wires. One wire
has an eyelet terminal that connects the right bat-
tery negative cable to the vehicle powertrain through
a ground screw on the right side of the engine block,
just forward of the right engine mount. The other
wire has an eyelet terminal that connects the right
battery negative cable to the vehicle body through a
ground screw on the right front fender inner shield,
just behind the right battery.
DIAGNOSIS & TESTING - BATTERY CABLES
A voltage drop test will determine if there is exces-
sive resistance in the battery cable terminal connec-
tions or the battery cables. If excessive resistance is
found in the battery cable connections, the connec-
tion point should be disassembled, cleaned of all cor-
8F - 20 BATTERY SYSTEMBR/BE
BATTERY CABLE (Continued)

CHARGING
TABLE OF CONTENTS
page page
CHARGING
DESCRIPTION...........................27
OPERATION.............................27
DIAGNOSIS AND TESTING.................27
CHARGING SYSTEM....................27
SPECIFICATIONS........................28
BATTERY TEMPERATURE SENSOR
DESCRIPTION...........................29
OPERATION.............................29
REMOVAL..............................29INSTALLATION...........................29
GENERATOR
DESCRIPTION...........................29
OPERATION.............................29
REMOVAL..............................30
INSTALLATION...........................30
VOLTAGE REGULATOR
DESCRIPTION...........................31
OPERATION.............................31
CHARGING
DESCRIPTION
The charging system consists of:
²Generator
²Electronic Voltage Regulator (EVR) circuitry
within the Powertrain Control Module (PCM)
²Ignition switch (refer to Ignition System for
information)
²Battery (refer to 8, Battery for information)
²Battery temperature sensor
²Check Gauges Lamp (if equipped)
²Voltmeter (refer to 8, Instrument Panel and
Gauges for information)
²Wiring harness and connections (refer to 8, Wir-
ing Diagrams for information)
OPERATION
The charging system is turned on and off with the
ignition switch. The system is on when the engine is
running and the ASD relay is energized. When the
ASD relay is on, voltage is supplied to the ASD relay
sense circuit at the PCM. This voltage is connected
through the PCM and supplied to one of the genera-
tor field terminals (Gen. Source +) at the back of the
generator.
The amount of direct current produced by the gen-
erator is controlled by the EVR (field control) cir-
cuitry contained within the PCM. This circuitry is
connected in series with the second rotor field termi-
nal and ground.
A battery temperature sensor, located in the bat-
tery tray housing, is used to sense battery tempera-
ture. This temperature data, along with data from
monitored line voltage, is used by the PCM to vary
the battery charging rate. This is done by cycling the
ground path to control the strength of the rotor mag-netic field. The PCM then compensates and regulates
generator current output accordingly.
All vehicles are equipped with On-Board Diagnos-
tics (OBD). All OBD-sensed systems, including EVR
(field control) circuitry, are monitored by the PCM.
Each monitored circuit is assigned a Diagnostic Trou-
ble Code (DTC). The PCM will store a DTC in elec-
tronic memory for certain failures it detects. Refer to
On-Board Diagnostics in 25, Emission Control Sys-
tem for more DTC information and a list of codes.
The Check Gauges Lamp (if equipped) monitors:
charging system voltage,engine coolant tempera-
ture and engine oil pressure. If an extreme condition
is indicated, the lamp will be illuminated. This is
done as reminder to check the three gauges. The sig-
nal to activate the lamp is sent via the CCD bus cir-
cuits. The lamp is located on the instrument panel.
Refer to 8, Instrument Panel and Gauges for addi-
tional information.
DIAGNOSIS AND TESTING - CHARGING
SYSTEM
The following procedures may be used to diagnose
the charging system if:
²the check gauges lamp (if equipped) is illumi-
nated with the engine running
²the voltmeter (if equipped) does not register
properly
²an undercharged or overcharged battery condi-
tion occurs.
Remember that an undercharged battery is often
caused by:
²accessories being left on with the engine not
running
²a faulty or improperly adjusted switch that
allows a lamp to stay on. Refer to Ignition-Off Draw
Test in 8, Battery for more information.
BR/BECHARGING 8F - 27

INSPECTION
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging sys-
tem, making sure they are operational. A Diagnostic
Trouble Code (DTC) is assigned to each input and
output circuit monitored by the On-Board Diagnostic
(OBD) system. Some charging system circuits are
checked continuously, and some are checked only
under certain conditions.
Refer to Diagnostic Trouble Codes in; Powertrain
Control Module; Electronic Control Modules for more
DTC information. This will include a complete list of
DTC's including DTC's for the charging system.
To perform a complete test of the charging system,
refer to the appropriate Powertrain Diagnostic Proce-
dures service manual and the DRBtscan tool. Per-
form the following inspections before attaching the
scan tool.
(1) Inspect the battery condition. Refer to 8, Bat-
tery for procedures.(2) Inspect condition of battery cable terminals,
battery posts, connections at engine block, starter
solenoid and relay. They should be clean and tight.
Repair as required.
(3) Inspect all fuses in both the fuseblock and
Power Distribution Center (PDC) for tightness in
receptacles. They should be properly installed and
tight. Repair or replace as required.
(4) Inspect generator mounting bolts for tightness.
Replace or tighten bolts if required. Refer to the Gen-
erator Removal/Installation section of this group for
torque specifications.
(5) Inspect generator drive belt condition and ten-
sion. Tighten or replace belt as required. Refer to
Belt Tension Specifications in 7, Cooling System.
(6) Inspect automatic belt tensioner (if equipped).
Refer to 7, Cooling System for information.
(7) Inspect generator electrical connections at gen-
erator field, battery output, and ground terminal (if
equipped). Also check generator ground wire connec-
tion at engine (if equipped). They should all be clean
and tight. Repair as required.
SPECIFICATIONS
GENERATOR RATINGS
TYPE PART NUMBERRATED SAE
AMPSENGINESMINIMUM TEST
AMPS
DENSO 56028920AB 1363.9L/5.2L/5.9L
GAS100
DENSO 56029913AA 1173.9L/5.2L/5.9L
GAS90
BOSCH 56028237AB 1173.9L/5.2L/5.9L
GAS90
BOSCH 56028238AB 1363.9L/5.2L/5.9L
GAS100
DENSO 56027221AD 1365.9L
DIESEL120
BOSCH 56028239AB 1365.9L
DIESEL120
BOSCH 56028560AA 136 8.0L 100
DENSO 56028920AC 136 8.0L 100
SPECIFICATIONS - TORQUE - GENERATOR/CHARGING SYSTEM
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Generator Mounting BoltsÐGas Engine 41 30
Generator Upper Mounting BoltÐDiesel Engine 54 40
Generator Pivot Bolt/NutÐDiesel Engine 54 40
Generator Mounting Bracket-to-Engine BoltÐDiesel Engine 24 18
Generator B+ Cable Eyelet Nut 12 9 108
8F - 28 CHARGINGBR/BE
CHARGING (Continued)

RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) is
connected to battery voltage and should be hot at all
times. If OK, go to Step 2. If not OK, repair open cir-
cuit to fuse in PDC as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
but is not used for this application. Go to Step 3.
(3) The relay normally open terminal (87) is con-
nected to common feed terminal (30) in the energized
position. This terminal supplies battery voltage to
starter solenoid field coils. There should be continu-
ity between cavity for relay terminal 87 and starter
solenoid terminal at all times. If OK, go to Step 4. If
not OK, repair open circuit to starter solenoid as
required.
(4) The coil battery terminal (86) is connected to
electromagnet in relay. It is energized when ignition
switch is held in Start position. On vehicles with
manual transmission, clutch pedal must be fully
depressed for this test. Check for battery voltage at
cavity for relay terminal 86 with ignition switch in
Start position, and no voltage when ignition switch is
released to On position. If OK, go to Step 5. If not
OK with automatic transmission, check for open or
short circuit to ignition switch and repair, if required.
If circuit to ignition switch is OK, refer toIgnition
Switch and Key Lock Cylinder. If not OK with a
manual transmission, check circuit between relay
and clutch pedal position switch for open or a short.
If circuit is OK, refer toClutch Pedal Position
Switchin 6 , Clutch.(5)
The coil ground terminal (85) is connected to the
electromagnet in the relay. On vehicles with manual
transmission, it is grounded at all times. On vehicles
with automatic transmission, it is grounded through
park/neutral position switch only when gearshift selec-
tor lever is in Park or Neutral positions. Check for con-
tinuity to ground at cavity for relay terminal 85. If not
OK with manual transmission, repair circuit to ground
as required. If not OK with automatic transmission,
check for pen or short circuit to park/neutral position
switch and repair, if required. If circuit to park/neutral
position switch is OK, refer toPark/Neutral Position
Switch
in 21, Transmission.
REMOVAL
(1) Disconnect and isolate negative battery cable
(both negative cables if diesel).
(2) Remove cover from Power Distribution Center
(PDC) (Fig. 14).
(3) Refer to PDC cover for relay identification and
location.
(4) Remove starter relay from PDC.
INSTALLATION
(1)Position starter relay in proper receptacle in PDC.
(2) Align starter relay terminals with terminal
cavities in PDC receptacle.
(3)
Push down firmly on starter relay until terminals
are fully seated in terminal cavities in PDC receptacle.
(4) Install PDC cover..
(5) Reconnect negative battery cable(s).
Fig. 13 Starter Relay
TERMINAL LEGEND
NUMBER IDENTIFICATION
30 COMMON FEED
85 COIL GROUND
86 COIL BATTERY
87 NORMALLY OPEN
87A NORMALLY CLOSED
Fig. 14 Power Distribution Center
1 - EYELET
2 - NUT
3 - POWER DISTRIBUTION CENTER
4 - POSITIVE CABLE
5 - SCREW
6 - NEGATIVE CABLE
7 - EYELET
8 - CLIP
BR/BESTARTING 8F - 43
ENGINE STARTER MOTOR RELAY (Continued)

ifications have common physical dimensions, current
capacities, terminal patterns, and terminal functions.
The ISO micro-relay terminal functions are the same
as a conventional ISO relay. However, the ISO micro-
relay terminal pattern (or footprint) is different, the
current capacity is lower, and the physical dimen-
sions are smaller than those of the conventional ISO
relay.
The heated seat relay cannot be repaired or
adjusted and, if faulty or damaged, it must be
replaced.
OPERATION
The ISO relay consists of an electromagnetic coil, a
resistor or diode, and three (two fixed and one mov-
able) electrical contacts. The movable (common feed)
relay contact is held against one of the fixed contacts
(normally closed) by spring pressure. When the elec-
tromagnetic coil is energized, it draws the movable
contact away from the normally closed fixed contact,
and holds it against the other (normally open) fixed
contact. When the electromagnetic coil is de-ener-
gized, spring pressure returns the movable contact to
the normally closed position. The resistor or diode is
connected in parallel with the electromagnetic coil in
the relay, and helps to dissipate voltage spikes that
are produced when the coil is de-energized.
The heated seat relay is controlled by the premium
version of the Central Timer Module (CTM), which
controls the ground feed to the coil ground terminal
of the relay to energize and de-energize the electro-
magnetic coil of the relay. The CTM monitors engine
operation through messages it receives from the Pow-
ertrain Control Module (PCM) over the Chrysler Col-
lision Detection (CCD) data bus network. The CTM is
programmed to energize the relay only when the
engine is running, and to de-energize the relay when
the engine is not running. Refer toCentral Timer
Modulein the index of this service manual for the
location of more information on the premium CTM.
DIAGNOSIS & TESTING - HEATED SEAT RELAY
The heated seat relay (Fig. 7) is located in the
Junction Block (JB) on the left end of the instrument
panel in the passenger compartment of the vehicle.
Refer toWiring Diagramsfor the location of com-
plete heated seat system wiring diagrams.
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.
RELAY TEST
(1) Remove the heated seat relay from the JB.
Refer toHeated Seat Relayin this section for the
location of the proper heated seat relay removal pro-
cedures.
(2) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 3. If not OK, replace the faulty relay.
(3) Resistance between terminals 85 and 86 (elec-
tromagnet) should be 75   5 ohms. If OK, go to Step
4. If not OK, replace the faulty relay.
(4) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, perform the Relay Circuit Test that
follows. If not OK, replace the faulty relay.
RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) is
connected to battery voltage and should be hot at all
times. If OK, go to Step 2. If not OK, repair the open
circuit to the fused B(+) fuse in the Power Distribu-
tion Center (PDC) as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
but is not used for this application. Go to Step 3.
Fig. 7 Heated Seat Relay
TERMINAL LEGEND
NUMBER IDENTIFICATION
30 COMMON FEED
85 COIL GROUND
86 COIL BATTERY
87 NORMALLY OPEN
87A NORMALLY CLOSED
8G - 12 HEATED SEAT SYSTEMBR/BE
HEATED SEAT RELAY (Continued)

(3) The relay normally open terminal (87) is con-
nected to the common feed terminal (30) in the ener-
gized position. This terminal supplies battery voltage
to the heated seat module. There should be continu-
ity between the cavity for relay terminal 87 and the
B(+) to heated seat module circuit cavity of the
heated seat module wire harness connector at all
times. If OK, go to Step 4. If not OK, repair the open
B(+) to heated seat module circuit to the heated seat
module as required.
(4) The coil battery terminal (86) is connected to
the electromagnet in the relay. It is connected to bat-
tery voltage and should be hot at all times. Check for
battery voltage at the cavity for relay terminal 86. If
OK, go to Step 5. If not OK, repair the open circuit to
the fused B(+) fuse in the PDC as required.
(5) The coil ground terminal (85) is connected to
the electromagnet in the relay. It is grounded by the
premium version of the Central Timer Module (CTM)
in response to an engine speed message received over
the Chrysler Collision Detection (CCD) data bus from
the Powertrain Control Module (PCM) when the
engine is running. Check for continuity between the
cavity for relay terminal 85 and the heated seat relay
control circuit cavity of the CTM wire harness con-
nector. There should be continuity at all times. If OK,
use a DRBIIItscan tool and the proper diagnostic
procedures manual to test the operation of the CTM
and CCD data bus. If not OK, repair the open heated
seat relay control circuit as required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the fuse access panel by inserting a
finger in the finger recess molded into the panel and
then pulling the panel sharply away from the left
outboard end of the instrument panel.
(3) The heated seat relay is located on the forward
side of the Junction Block (JB), just above the com-
bination flasher (Fig. 8).
(4) Grasp the heated seat relay firmly and pull it
straight out from the JB.
INSTALLATION
(1) Position the heated seat relay in the proper
receptacle in the JB.
(2) Align the heated seat relay terminals with the
terminal cavities in the JB receptacle.
(3) Push in firmly on the heated seat relay until
the terminals are fully seated in the terminal cavities
in the JB receptacle.
(4) Insert the tabs on the forward edge of the fuse
access panel in the notches on the forward edge of
the instrument panel fuse access panel opening.(5) Press the rear edge of the fuse access panel in
toward the instrument panel until the panel snaps
back into place.
(6) Reconnect the battery negative cable.
PASSENGER SEAT HEATER
SWITCH
DESCRIPTION
The heated seat switches used on vehicles with
this option are both mounted in a heated seat switch
bezel (Fig. 9), which replaces the standard equipment
cubby bin located in the lower right corner of the
instrument cluster bezel next to the radio receiver.
The two switches are snapped into the mounting
holes of the heated seat switch bezel, and the heated
seat switch bezel is secured with three screws to the
instrument panel. The mounts for the heated seat
switch bezel are concealed behind the instrument
cluster bezel. The two heated seat switches are iden-
tical in appearance and construction, except for the
location of a keyway in the single connector recepta-
cle on the back of each switch. The instrument panel
wire harness connectors for the heated seat switches
are keyed to match the connector receptacles on the
switches so that the two heated seat switches can
only be connected to the proper heated seat.
Fig. 8 Heated Seat
1 - JUNCTION BLOCK
2 - HEATED SEAT RELAY
3 - INSTRUMENT PANEL
4 - COMBINATION FLASHER
BR/BEHEATED SEAT SYSTEM 8G - 13
HEATED SEAT RELAY (Continued)

INSTALLATION
(1) Position the horn and mounting bracket unit(s)
onto the right fender wheel house front extension.
(2) Install and tighten the screw that secures the
horn and mounting bracket unit(s) to the right
fender wheel house front extension. Tighten the
screw to 11 N´m (95 in. lbs.).
(3) Reconnect the wire harness connector(s) to the
horn connector receptacle(s).
(4) Reconnect the battery negative cable.
HORN RELAY
DESCRIPTION
The horn relay is a electromechanical device that
switches battery current to the horn when the horn
switch grounds the relay coil. The horn relay is
located in the Power Distribution Center (PDC) in
the engine compartment. If a problem is encountered
with a continuously sounding horn, it can usually be
quickly resolved by removing the horn relay from the
PDC until further diagnosis is completed. See the
fuse and relay layout label affixed to the inside sur-
face of the PDC cover for horn relay identification
and location.
The horn relay is a International Standards Orga-
nization (ISO) micro-relay. Relays conforming to the
ISO specifications have common physical dimensions,
current capacities, terminal patterns, and terminal
functions. The ISO micro-relay terminal functions
are the same as a conventional ISO relay. However,
the ISO micro-relay terminal pattern (or footprint) is
different, the current capacity is lower, and the phys-
ical dimensions are smaller than those of the conven-
tional ISO relay.
The horn relay cannot be repaired or adjusted and,
if faulty or damaged, it must be replaced.
OPERATION
The ISO relay consists of an electromagnetic coil, a
resistor or diode, and three (two fixed and one mov-
able) electrical contacts. The movable (common feed)
relay contact is held against one of the fixed contacts
(normally closed) by spring pressure. When the elec-
tromagnetic coil is energized, it draws the movable
contact away from the normally closed fixed contact,
and holds it against the other (normally open) fixed
contact.
When the electromagnetic coil is de-energized,
spring pressure returns the movable contact to the
normally closed position. The resistor or diode is con-
nected in parallel with the electromagnetic coil in the
relay, and helps to dissipate voltage spikes that are
produced when the coil is de-energized.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - HORN RELAY
The horn relay (Fig. 2) is located in the Power Dis-
tribution Center (PDC) behind the battery on the
driver side of the engine compartment. If a problem
is encountered with a continuously sounding horn, it
can usually be quickly resolved by removing the horn
relay from the PDC until further diagnosis is com-
pleted. See the fuse and relay layout label affixed to
the inside surface of the PDC cover for horn relay
identification and location. For complete circuit dia-
grams, 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, 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 horn relay from the PDC. (Refer to
8 - ELECTRICAL/HORN/HORN RELAY -
REMOVAL) for the procedures.
(2) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 3. If not OK, replace the faulty relay.
(3) Resistance between terminals 85 and 86 (elec-
tromagnet) should be 7565 ohms. If OK, go to Step
4. If not OK, replace the faulty relay.
(4) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, perform the Relay Circuit Test that
follows. If not OK, replace the faulty relay.
RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) is
connected to battery voltage and should be hot at all
times. If OK, go to Step 2. If not OK, repair the open
circuit to the fuse in the PDC as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
but is not used for this application. Go to Step 3.
BR/BEHORN 8H - 3
HORN (Continued)

(3) The relay normally open terminal (87) is con-
nected to the common feed terminal (30) in the ener-
gized position. This terminal supplies battery voltage
to the horn(s). There should be continuity between
the cavity for relay terminal 87 and the horn relay
output circuit cavity of each horn wire harness con-
nector at all times. If OK, go to Step 4. If not OK,
repair the open circuit to the horn(s) as required.
(4) The coil battery terminal (86) is connected to
the electromagnet in the relay. It is connected to bat-
tery voltage and should be hot at all times. Check for
battery voltage at the cavity for relay terminal 86. If
OK, go to Step 5. If not OK, repair the open circuit to
the fuse in the PDC as required.
(5) The coil ground terminal (85) is connected to
the electromagnet in the relay. It is grounded
through the horn switch when the horn switch is
depressed. On vehicles equipped with the Vehicle
Theft Security System (VTSS), the horn relay coil
ground terminal can also be grounded by the Central
Timer Module (CTM) in response to certain inputs
related to the VTSS or Remote Keyless Entry (RKE)
system. Check for continuity to ground at the cavity
for relay terminal 85. There should be continuity
with the horn switch depressed, and no continuity
with the horn switch released. If not OK, (Refer to 8
- ELECTRICAL/HORN/HORN SWITCH - DIAGNO-
SIS AND TESTING).
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cover from the Power Distribution
Center (PDC) (Fig. 3) .(3) See the fuse and relay layout label affixed to
the underside of the PDC cover for horn relay iden-
tification and location.
(4) Remove the horn relay from the PDC.
INSTALLATION
(1) See the fuse and relay layout label affixed to
the underside of the PDC cover for the proper horn
relay location.
(2) Position the horn relay in the proper receptacle
in the PDC.
(3) Align the horn relay terminals with the termi-
nal cavities in the PDC receptacle.
(4) Push down firmly on the horn relay until the
terminals are fully seated in the terminal cavities in
the PDC receptacle.
(5) Install the cover onto the PDC.
(6) Reconnect the battery negative cable.
HORN SWITCH
DESCRIPTION
A center-blow, normally open, resistive membrane-
type horn switch is secured with heat stakes to the
back side of the driver side airbag module trim cover
in the center of the steering wheel (Fig. 4) . The
switch consists of two plastic membranes, one that is
flat and one that is slightly convex. These two mem-
branes are secured to each other around the perime-
ter. Inside the switch, the centers of the facing
surfaces of these membranes each has a grid made
with an electrically conductive material applied to it.
One of the grids is connected to a circuit that pro-
vides it with continuity to ground at all times. The
grid of the other membrane is connected to the horn
relay control circuit.
Fig. 2 Horn Relay
TERMINAL LEGEND
NUMBER IDENTIFICATION
30 COMMON FEED
85 COIL GROUND
86 COIL BATTERY
87 NORMALLY OPEN
87A NORMALLY CLOSED
Fig. 3 Power Distribution Center
1 - COVER
2 - POWER DISTRIBUTION CENTER
8H - 4 HORNBR/BE
HORN RELAY (Continued)