remote control DODGE RAM 2002 Service User Guide

GARAGE DOOR OPENER STORAGE BIN
A compartment near the front of the overhead con-
sole is designed to hold most garage door opener
remote control transmitters. The transmitter is
mounted within the compartment with an adhesive-
backed hook and loop fastener patch and, when the
compartment is closed, a push button in the center of
the compartment door is depressed to actuate the
transmitter.
A transmitter mounting kit including the adhesive-
backed hook and loop fastener material is available
for service. The garage door opener storage bin door
and the push button with three assorted length
adapter pegs are also available for service replace-
ment.
The garage door opener storage compartment door
is opened by pressing the integral latch towards the
front of the vehicle. When the compartment door is
opened, the push button unit is removed from the
compartment by squeezing the latch tabs and pulling
the unit downward. With the push button removed,
the garage door opener can be installed in the com-
partment using the adhesive-backed hook and loop
fastener material provided.
With the transmitter mounted in the storage bin,
adapter pegs located on the garage door opener push
button unit are selected and mounted on one of two
posts on the back side of the push button. The com-
bination of the adapter peg length and the push but-
ton post location must be suitable to depress the
button of the transmitter when the push button in
the center of the garage door opener storage bin door
is depressed. When the proper combination has been
selected, the push button is reinstalled in the com-
partment and the compartment door is closed.
SUNGLASS STORAGE BIN
A sunglasses storage bin is included in the over-
head console. The storage bin is located near the rear
of the overhead console and is held in the closed posi-
tion by a latch that is integral to the storage bin
door. The interior of the bin is lined with a foam rub-
ber padding material to protect the sunglasses from
being scratched. Dampening springs that are located
on the back of the overhead console reading andcourtesy lamp housing contact the hinges of the sun-
glasses storage bin for a smooth opening action.
The sunglasses storage bin and door unit is avail-
able for service replacement. The hinge dampening
springs are serviced as a unit with the overhead con-
sole reading and courtesy lamp housing.
The sunglasses storage bin is opened by pressing
the latch on the rear edge of the door towards the
front of the vehicle, then pulling the bin downward to
the open position. The integral latch on the sun-
glasses bin door will automatically engage when the
bin is closed. See the owner's manual in the vehicle
glove box for more information on the use and oper-
ation of the sunglasses storage bin.
COMPASS
While in the compass/temperature mode, the com-
pass will display the direction in which the vehicle is
pointed using the eight major compass headings
(Examples: north is N, northeast is NE), along with
the outside ambient temperature. When the compass
unit is placed in the compass/compass in degrees
mode, the compass will display the direction the
vehicle is heading using the eight major compass
headings and in degrees (0 to 359 degrees). North is
0 degrees, East is 90 degrees, South is 180 degrees
and West is 270 degrees. It will not display the head-
ings in minutes or seconds.
The self-calibrating compass unit requires no
adjusting in normal use. The compass unit will com-
pensate for magnetism the body of the vehicle may
acquire during normal use. However, avoid placing
anything magnetic directly on the roof of the vehicle.
Magnetic mounts for an antenna, a repair order hat,
or a funeral procession flag can exceed the compen-
sating ability of the compass unit if placed on the
roof panel. If the vehicle roof should become magne-
tized, the demagnetizing and calibration procedures
found in this group may be required to restore proper
compass operation.
THERMOMETER
The thermometer displays the outside ambient
temperature in whole degrees. The temperature dis-
play can be changed from Fahrenheit to Celsius
1 - SUNGLASSES STORAGE BIN
2 - GARAGE DOOR OPENER STORAGE BIN DOOR
3 - COMPUTER LENS OR COVER PLUG
4 - HOOK AND LOOP FASTENER
5 - SECURITY INDICATOR LAMP
6 - COMPASS MINI-TRIP COMPUTER MODULE
7 - SCREW (3)
8 - SCREW (4)
9 - BULB HOLDERS10 - SWITCHES
11 - WIRE HARNESS
12 - SPRINGS (2)
13 - READING AND COURTESY LAMP HOUSING
14 - REFLECTORS
15 - OVERHEAD CONSOLE HOUSING
16 - LENSES
17 - BUMPER
18 - GARAGE DOOR OPENER PUSH BUTTON
BR/BEMESSAGE SYSTEMS 8M - 3
OVERHEAD CONSOLE (Continued)

POWER SYSTEMS
TABLE OF CONTENTS
page page
POWER LOCKS............................ 1
POWER MIRRORS........................ 11POWER SEAT SYSTEM..................... 16
POWER WINDOWS........................ 23
POWER LOCKS
TABLE OF CONTENTS
page page
POWER LOCKS
DESCRIPTION
DESCRIPTION - POWER LOCKS..........1
DESCRIPTION - REMOTE KEYLESS ENTRY
SYSTEM.............................2
OPERATION
OPERATION - POWER LOCKS............3
OPERATION - REMOTE KEYLESS ENTRY
SYSTEM.............................4
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - POWER
LOCKS..............................4
DIAGNOSIS AND TESTING - POWER LOCK
& REMOTE KEYLESS ENTRY SYSTEM.....5
DOOR CYLINDER LOCK SWITCH
DESCRIPTION..........................5
OPERATION............................5
DIAGNOSIS AND TESTING - DOOR
CYLINDER LOCK SWITCH...............6
REMOVAL.............................6
INSTALLATION..........................6POWER LOCK MOTOR
DESCRIPTION..........................7
OPERATION............................7
DIAGNOSIS AND TESTING - POWER LOCK
MOTOR ..............................7
REMOTE KEYLESS ENTRY TRANSMITTER
DESCRIPTION..........................7
OPERATION............................8
DIAGNOSIS AND TESTING - REMOTE
KEYLESS ENTRY TRANSMITTER..........8
STANDARD PROCEDURE
STANDARD PROCEDURE - RKE
TRANSMITTER PROGRAMMING...........8
STANDARD PROCEDURE - REMOTE
KEYLESS ENTRY TRANSMITTER
BATTERIES...........................8
POWER LOCK SWITCH
DESCRIPTION..........................8
OPERATION............................8
DIAGNOSIS AND TESTING - POWER LOCK
SWITCH.............................9
POWER LOCKS
DESCRIPTION
DESCRIPTION - POWER LOCKS
Two different power lock systems are offered as
optional factory-installed equipment on this model.
Both power lock systems are offered only on models
that are also equipped with power windows. On mod-
els without the optional Remote Keyless Entry (RKE)
system, a base version of the Central Timer Module
(CTM) is used. In this version of the power lock sys-
tem, the power lock switches provide the only controlover the operation of the power lock motors. On mod-
els with the optional RKE system, a high-line or pre-
mium version of the CTM is used to provide many
electronic features and conveniences that are not pos-
sible with the base version CTM. In this power lock
system, the power lock motors are controlled by the
microprocessor-based high-line or premium version of
the CTM based upon the CTM programming and
electronic message inputs received from other elec-
tronic modules in the vehicle over the Chrysler Col-
lision Detection (CCD) data bus network, Radio
Frequency (RF) inputs received from the RKE trans-
mitters, as well as many hard wired inputs.
BR/BEPOWER SYSTEMS 8N - 1

optional horn chirp durations (twenty or forty milli-
seconds) can also be selected.
²Illuminated Entry- This feature turns on the
courtesy lamps in the vehicle for a timed interval
(about thirty seconds) each time a valid Unlock sig-
nal has been received from the RKE transmitter.
²Panic Mode- This feature allows the vehicle
operator to cause the vehicle horn to pulse, the head-
lights to flash, and the courtesy lamps to illuminate
for about three minutes by depressing a Panic button
on the RKE transmitter. Pressing the Panic button a
second time will cancel the Panic mode. A vehicle
speed of about 24 kilometers-per-hour (15 miles-per-
hour) will also cancel the panic mode.
OPERATION
OPERATION - POWER LOCKS
All versions of the power lock system allow both
doors to be locked or unlocked electrically by operat-
ing the power lock switch on either front door trim
panel. On vehicles that are also equipped with the
optional Remote Keyless Entry (RKE) system, both
doors may also be locked or unlocked using a key in
either front door lock cylinder, or by using the RKE
transmitter. On vehicles with the RKE system, if cer-
tain features have been electronically enabled, the
locks may also be operated automatically by the
high-line or premium Central Timer Module (CTM)
based upon various other inputs. Those features and
their inputs are:
²Automatic Door Lock- If enabled, the high-
line/premium CTM will automatically lock the doors
when it receives a message from the Powertrain Con-
trol Module (PCM) indicating that the vehicle speed
is about 24 kilometers-per-hour (15 miles-per-hour)
or greater. The CTM also monitors the door ajar
switches, and will not activate the automatic door
lock feature until both doors have been closed for at
least five seconds. If this feature is enabled and a
door is opened after the vehicle is moving, the CTM
will also lock the doors five seconds after both doors
are closed.
²Central Locking- Vehicles equipped with a
high-line/premium CTM also have a resistor-multi-
plexed door cylinder lock switch mounted to the back
of the door lock cylinder within each front door. The
CTM continually monitors the input from these
switches to provide the central locking/unlocking fea-
ture. The CTM will automatically lock or unlock both
front doors when either front door is locked or
unlocked using a key.
²Door Lock Inhibit- The high-line/premium
CTM receives inputs from the key-in ignition switch,the headlamp switch, and the door ajar switches. The
logic within the CTM allows it to monitor these
inputs to provide a door lock inhibit feature. The
door lock inhibit feature prevents the power lock sys-
tem from being energized with a power lock switch
input if the driver door is open with the headlamps
on or the key still in the ignition switch. However,
the locks can still be operated with the manual door
lock button or with a key in the door lock cylinder,
and the power locks will still operate using the RKE
transmitter while the driver door is open with the
headlamps on or a key in the ignition.
²Enhanced Accident Response- If enabled,
the high-line/premium CTM provides an enhanced
accident response feature. This feature uses elec-
tronic message inputs received by the CTM from the
Airbag Control Module (ACM) to determine when an
airbag has been deployed. The CTM also monitors
the state of the power lock system and the vehicle
speed messages from the PCM in order to provide
this feature. If the airbag has been deployed and the
vehicle has stopped moving, the CTM will automati-
cally unlock the doors, prevent the doors from being
locked, and turn on the courtesy lamps inside the
vehicle. Of course, these responses are dependent
upon a functional battery and electrical circuitry fol-
lowing the impact.
All versions of the power lock system operate on
battery current received through a fused B(+) circuit
from a fuse in the Junction Block (JB) so that the
system remains functional, regardless of the ignition
switch position. Also, in both versions of the power
lock system, each power lock switch receives battery
current independent of the other. In vehicles with the
base version of the power lock system, the driver side
power lock switch receives ground through the body
wire harness. A single wire take out of the body wire
harness with an eyelet terminal connector is secured
by a ground screw to the lower left B-pillar (regular
cab, extended cab) or lower left quarter inner panel
(quad cab). The passenger side power lock switch
receives ground through the driver side power lock
switch in the base version of the power lock system.
The base version power lock switches direct the
appropriate battery current and ground feeds to the
power lock motors. In the power lock system for vehi-
cles with the RKE system, the power lock switches
direct a battery current Lock or Unlock request sig-
nal to the high-line or premium CTM, and the CTM
energizes internal relays to direct the appropriate
battery current and ground feeds to the power lock
motors.
BR/BEPOWER LOCKS 8N - 3
POWER LOCKS (Continued)

OPERATION - REMOTE KEYLESS ENTRY
SYSTEM
On vehicles with the Remote Keyless Entry (RKE)
system, the power locks can be operated remotely
using the RKE transmitter. If the vehicle is so
equipped, the RKE transmitter also arms and dis-
arms the factory-installed Vehicle Theft Security Sys-
tem (VTSS). Three small, recessed buttons on the
outside of the transmitter case labelled Lock, Unlock,
and Panic allow the user to choose the function that
is desired. The RKE transmitter then sends the
appropriate Radio Frequency (RF) signal. An RF
receiver that is integral to the high-line or premium
version of the Central Timer Module (CTM) receives
the transmitted signal, then uses its internal elec-
tronic programming to determine whether the
received signal is valid and what function has been
requested. If the signal is valid, the CTM provides
the programmed features.
Besides operating the power lock system and arm-
ing or disarming the VTSS, the RKE system also
controls the following features:
²Horn Chirp- If this feature is enabled, the
CTM provides a horn chirp by internally pulling the
control coil of the horn relay to ground through a
hard wired circuit output.
²Illuminated Entry- The CTM provides illumi-
nated entry by internally controlling the current flow
to the courtesy lamps in the vehicle through a hard
wired output circuit.
²Panic Mode- The CTM provides the horn pulse
and headlight flash by internally pulling the control
coils of the horn relay and headlamp relay to ground
through hard wired circuit outputs. The CTM con-
trols the current flow to the courtesy lamps in the
vehicle through a hard wired output circuit. The
CTM also monitors the vehicle speed through elec-
tronic messages it receives from the Powertrain Con-
trol Module (PCM) over the Chrysler Collision
Detection (CCD) data bus network.
The RKE system operates on battery current
received through a fused B(+) circuit from a fuse in
the Junction Block (JB) so that the system remains
functional, regardless of the ignition switch position.
The RKE system can retain the vehicle access codes
of up to four RKE transmitters. The transmitter
codes are retained in RKE system memory, even if
the battery is disconnected. If a transmitter is faulty
or is lost, new transmitter vehicle access codes can be
programmed into the system using a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
Many of the electronic features in the vehicle con-
trolled or supported by the high-line or premium ver-
sions of the CTM are programmable using the
DRBIIItscan tool. In addition, the high-line/pre-
mium CTM software is Flash compatible, whichmeans it can be reprogrammed using Flash repro-
gramming procedures. However, if any of the CTM
hardware components are damaged or faulty, the
entire CTM unit must be replaced. The hard wired
inputs or outputs of the CTM 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 DRBIIIt
scan tool is required. Refer to the appropriate diag-
nostic information.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - POWER LOCKS
The following tests provide a preliminary diagnosis
for the power lock system usedonlyon vehicles
equipped with a base version of the Central Timer
Module (CTM). These testsdo notapply to the diag-
nosis of the power lock system used on vehicles
equipped with the optional Remote Keyless Entry
(RKE) system, which includes a high-line or premium
CTM. (Refer to 8 - ELECTRICAL/POWER LOCKS -
DIAGNOSIS AND TESTING - POWER LOCK &
REMOTE KEYLESS ENTRY SYSTEM). 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.
PRELIMINARY TESTS
To begin this test, note the system operation while
you actuate both the Lock and Unlock functions with
the power lock switches. Then, proceed as follows:
²If the entire power lock system fails to function
with both of the power lock switches, check the fused
B(+) fuse in the Junction Block (JB). If the fuse is
OK, check the ground circuit between the driver side
power lock switch and ground (G301). If the ground
circuit is OK, proceed to the diagnosis of the power
lock motors. (Refer to 8 - ELECTRICAL/POWER
LOCKS/POWER LOCK MOTOR - DIAGNOSIS AND
TESTING).
²If the entire power lock system fails to function
with only one of the power lock switches, proceed to
diagnosis of the power lock switches. (Refer to 8 -
ELECTRICAL/POWER LOCKS/POWER LOCK
SWITCH - DIAGNOSIS AND TESTING).
²If only one power lock motor fails to operate
with both power lock switches, proceed to diagnosis
of the power lock motor. (Refer to 8 - ELECTRICAL/
POWER LOCKS/POWER LOCK MOTOR - DIAGNO-
SIS AND TESTING).
8N - 4 POWER LOCKSBR/BE
POWER LOCKS (Continued)

POWER LOCK MOTOR
DESCRIPTION
Models equipped with the optional power lock sys-
tem have a power operated door locking mechanism
located within each front door. The lock mechanisms
are actuated by a reversible electric power lock motor
that is integral to the door latch unit within each
front door. A single short pigtail wire with a molded
plastic connector insulator connects the door lock
motor to the vehicle electrical system through a take
out and connector of each front door wire harness.
The power lock motors cannot be adjusted or
repaired and, if faulty or damaged, the entire door
latch unit must be replaced.
OPERATION
On models with a base version of the Central
Timer Module (CTM), the power lock motor is con-
trolled by the battery and ground feeds from the
power lock switches. On models with the high-line or
premium versions of the CTM, the power lock motor
is controlled by the battery and ground feeds from
the power lock and unlock relays, which are integral
and internal to the high-line and premium versions
of the CTM. A positive and negative battery connec-
tion to the two motor terminals will cause the power
lock motor plunger to move in one direction. Revers-
ing the current through these same two connections
will cause the power lock motor plunger to move in
the opposite direction.
The power lock motors and circuits can be tested
using conventional diagnostic tools and methods.
DIAGNOSIS AND TESTING - POWER LOCK
MOTOR
On models with a base version of the Central
Timer Module (CTM), confirm proper power lock
switch operation before you proceed with this diagno-
sis. On models with a high-line or premium version
of the CTM, confirm proper power lock switch, power
lock switch output circuit, and CTM operation before
you proceed with this diagnosis. Remember, the
power lock switch controls the output to the power
lock motors on models with a base CTM, while the
CTM controls the output to the power lock motors on
models with a high-line or premium CTM. Refer to
the appropriate wiring information. The wiring infor-
mation 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 con-
nectors, splices and grounds.
(1) Check each power lock motor for correct opera-
tion while moving the power lock switch to both theLock and Unlock positions. If both of the power lock
motors are inoperative, go to Step 2. If one power
lock motor is inoperative, go to Step 3.
(2) If both of the power lock motors are inopera-
tive, the problem may be caused by one shorted
motor. Disconnecting a shorted power lock motor
from the power lock circuit will allow the good power
lock motors to operate. Disconnect the wire harness
connector from each power lock motor, one at a time,
and recheck both the lock and unlock functions by
operating the power lock switch. If both power lock
motors are still inoperative after the above test,
check for a short or open circuit between the power
lock motors and either the power lock switch (base
CTM) or the CTM (high-line or premium CTM). If
disconnecting one power lock motor causes the other
motor to become functional, go to Step 3 to test the
disconnected motor.
(3) Once it is determined which power lock motor
is inoperative, that motor can be tested as follows.
Disconnect the door wire harness connector from the
inoperative power lock motor. Apply 12 volts to the
lock and unlock driver circuit cavities of the power
lock motor pigtail wire connector to check its opera-
tion in one direction. Reverse the polarity to check
the motor operation in the opposite direction. If OK,
repair the shorted or open circuits between the power
lock motor and the power lock switch (base CTM) or
the CTM (high-line or premium CTM) as required. If
not OK, replace the faulty power lock motor.
REMOTE KEYLESS ENTRY
TRANSMITTER
DESCRIPTION
The Remote Keyless Entry (RKE) system Radio
Frequency (RF) transmitter is equipped with three
buttons, labeled Lock, Unlock, and Panic. It is also
equipped with a key ring and is designed to serve as
a key fob. The operating range of the transmitter
radio signal is up to 7 meters (23 feet) from the RKE
receiver. The RKE receiver is integral to the high-
line or premium Central Timer Module (CTM) in this
vehicle.
Each RKE transmitter has a different vehicle
access code, which must be programmed into the
memory of the RKE receiver in the vehicle in order
to operate the RKE system. The RKE receiver can
retain the access codes for up to four transmitters in
its memory. (Refer to 8 - ELECTRICAL/POWER
LOCKS/REMOTE KEYLESS ENTRY TRANSMIT-
TER - STANDARD PROCEDURE - RKE TRANS-
MITTER PROGRAMMING).
BR/BEPOWER LOCKS 8N - 7

The RKE transmitter operates on two Duracell
DL2016, Panasonic CR2016 (or equivalent) batteries.
Typical battery life is from one to two years. The
RKE transmitter cannot be repaired and, if faulty or
damaged, it must be replaced.
OPERATION
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the Remote Keyless Entry (RKE) transmitters.
DIAGNOSIS AND TESTING - REMOTE KEYLESS
ENTRY TRANSMITTER
(1) Replace the Remote Keyless Entry (RKE)
transmitter batteries. (Refer to 8 - ELECTRICAL/
POWER LOCKS/REMOTE KEYLESS ENTRY
TRANSMITTER - STANDARD PROCEDURE - RKE
TRANSMITTER BATTERIES). Test each of the RKE
transmitter functions. If OK, discard the faulty bat-
teries. If not OK, go to Step 2.
(2) Program the suspect RKE transmitter and
another known good transmitter into the RKE
receiver. (Refer to 8 - ELECTRICAL/POWER
LOCKS/REMOTE KEYLESS ENTRY TRANSMIT-
TER - STANDARD PROCEDURE - RKE TRANS-
MITTER PROGRAMMING).
(3) Test the RKE system operation with both
transmitters. If both transmitters fail to operate the
power lock system, a DRBIIItscan tool is required
for further diagnosis of the RKE system. Refer to the
appropriate diagnostic information. If the known
good RKE transmitter operates the power locks and
the suspect transmitter does not, replace the faulty
RKE transmitter.
NOTE: Be certain to perform the RKE Transmitter
Programming procedure again following this test.
This procedure will erase the access code of the
test transmitter from the RKE receiver.
STANDARD PROCEDURE
STANDARD PROCEDURE - RKE TRANSMITTER
PROGRAMMING
To program the Remote Keyless Entry (RKE)
transmitter access codes into the RKE receiver in the
high-line or premium Central Timer Module (CTM)
requires the use of a DRBIIItscan tool. Refer to the
appropriate diagnostic information.
STANDARD PROCEDURE - REMOTE KEYLESS
ENTRY TRANSMITTER BATTERIES
The Remote Keyless Entry (RKE) transmitter case
snaps open and shut for battery access. To replace
the RKE transmitter batteries:
(1) Using a trim stick or a thin coin, gently pry at
the notch in the center seam of the RKE transmitter
case halves located near the key ring until the two
halves unsnap.
(2) Lift the back half of the transmitter case off of
the RKE transmitter.
(3) Remove the two batteries from the RKE trans-
mitter.
(4) Replace the two batteries with new Duracell
DL2016, or their equivalent. Be certain that the bat-
teries are installed with their polarity correctly ori-
ented.
(5) Align the two RKE transmitter case halves
with each other, and squeeze them firmly and evenly
together using hand pressure until they snap back
into place.
POWER LOCK SWITCH
DESCRIPTION
The power lock system can be controlled by a two-
way momentary switch integral to the power window
and lock switch and bezel unit on the trim panel of
each front door. Each power lock switch is illumi-
nated by a Light-Emitting Diode (LED) that is inte-
gral to the switch paddle. The LED of each switch is
illuminated whenever the ignition switch is in the
On position.
The power lock switches and their LEDs cannot be
adjusted or repaired and, if faulty or damaged, the
entire power window and lock switch and bezel unit
must be replaced.
OPERATION
On models with a base version of the Central
Timer Module (CTM), the power lock switches are
hard-wired to the power lock motors. The power lock
switch provides the correct battery and ground feeds
to the power lock motors to lock or unlock the door
latches.
On models with a high-line or premium version of
the CTM, the power lock switch controls battery cur-
rent signals to the lock and unlock sense inputs of
the CTM. The CTM then relays the correct battery
and ground feeds to the power lock motors to lock or
unlock the door latches.
8N - 8 POWER LOCKSBR/BE
REMOTE KEYLESS ENTRY TRANSMITTER (Continued)

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 child tether anchor (standard cab)
or child tether (club/quad cab) onto the cab back
panel (Fig. 7).
(2) Install and tighten the screw that secures the
child tether anchor (standard cab) or child tether
(club/quad cab) onto the cab back panel. Tighten the
screw to 13.5 N´m (120 in. lbs.).
(3) Reinstall the trim onto the inside of the cab
back panel. (Refer to 23 - BODY/INTERIOR/REAR
CLOSURE PANEL TRIM - INSTALLATION).
CLOCKSPRING
DESCRIPTION
The clockspring assembly is secured with two inte-
gral plastic latches onto the steering column lock
housing near the top of the steering column, behind
the steering wheel. The clockspring consists of a flat,
round molded plastic case with a stubby tail that
hangs below the steering column and contains a con-
nector receptacle and a long pigtail wire with connec-
tor that face toward the instrument panel. Within
the plastic housing is a spool-like molded plastic
rotor with a large exposed hub. The upper surface of
the rotor hub has a large center hole, two large flats,
two auto-locking tabs, and three short pigtail wires
with connectors that face toward the steering wheel.
The lower surface of the rotor hub has two integral
turn signal cancelling cam lobes. Within the plastic
case and wound around the rotor spool is a long rib-
bon-like tape that consists of several thin copper wire
leads sandwiched between two thin plastic mem-
branes. The outer end of the tape terminates at the
connector receptacle and pigtail wire that face the
instrument panel, while the inner end of the tape
terminates at the pigtail wires on the hub of the
clockspring rotor that face the steering wheel.
Service replacement clocksprings are shipped pre-
centered and with a piece of tape covering theengaged auto-locking tabs. The auto-locking tabs
secure the centered clockspring rotor to the clock-
spring case during shipment, but these tabs are auto-
matically disengaged once the clockspring is installed
on the steering column. (Refer to 8 - ELECTRICAL/
RESTRAINTS/CLOCKSPRING - STANDARD PRO-
CEDURE - CLOCKSPRING CENTERING).
The clockspring cannot be repaired. If the clock-
spring is faulty, damaged, or if the driver airbag has
been deployed, the clockspring must be replaced.
OPERATION
The clockspring is a mechanical electrical circuit
component that is used to provide continuous electri-
cal continuity between the fixed instrument panel
wire harness and the electrical components mounted
on or in the rotating steering wheel. On this model
the rotating electrical components include the driver
airbag, the horn switch, the speed control switches,
and the remote radio switches if the vehicle is so
equipped. The clockspring case is positioned and
secured to the upper steering column lock housing by
two integral plastic latches. The connector receptacle
on the tail of the fixed clockspring housing connect
the clockspring to the vehicle electrical system
through a take out with connector from the instru-
ment panel wire harness. The lower clockspring pig-
tail on the tail of the clockspring housing connect the
clockspring driver airbag circuits to a separate take
out and connector of the instrument panel wire har-
ness located near the lower instrument panel rein-
forcement, below the steering column. The
clockspring rotor is movable and is keyed to the hub
of the steering wheel by two large flats that are
molded into the rotor hub. The two lobes on the
lower surface of the clockspring rotor hub contact a
turn signal cancel actuator of the multi-function
switch to provide automatic turn signal cancellation.
The pigtail wires on the upper surface of the clock-
spring connect the clockspring to the horn switch, the
two speed control switches, and the remote radio
switches on vehicles that are so equipped.
Like the clockspring in a timepiece, the clockspring
tape has travel limits and can be damaged by being
wound too tightly during full stop-to-stop steering
wheel rotation. To prevent this from occurring, the
clockspring must be centered when it is installed on
the steering column. Centering the clockspring
indexes the clockspring spool to the movable steering
components so that the tape can operate within its
designed travel limits. However, if the clockspring is
removed from the steering column or if the steering
shaft is disconnected from the steering gear, the
clockspring spool can change position relative to the
movable steering components and must be re-cen-
tered following completion of the service or the tape
8O - 10 RESTRAINTSBR/BE
CHILD TETHER (Continued)

may be damaged. Service replacement clocksprings
are shipped pre-centered and with the auto-locking
tabs engaged. A piece of tape covers the auto-locking
tabs to discourage tampering. These auto-locking
tabs should not be disengaged until the clockspring
has been installed on the steering column. If this
shipping tape is removed or damaged, or if the auto-
locking tabs are disengaged before the clockspring is
installed on a steering column, the clockspring cen-
tering procedure must be performed. (Refer to 8 -
ELECTRICAL/RESTRAINTS/CLOCKSPRING -
STANDARD PROCEDURE - CLOCKSPRING CEN-
TERING).
STANDARD PROCEDURE - CLOCKSPRING
CENTERING
The clockspring is designed to wind and unwind
when the steering wheel is rotated, but is only
designed to rotate the same number of turns (about
five complete rotations) as the steering wheel can be
turned from stop to stop. Centering the clockspring
indexes the clockspring tape to other steering compo-
nents so that it can operate within its designed
travel limits. The rotor of a centered clockspring can
be rotated two and one-half turns in either direction
from the centered position, without damaging the
clockspring tape.
However, if the clockspring is removed for service
or if the steering column is disconnected from the
steering gear, the clockspring tape can change posi-
tion relative to the other steering components. The
clockspring must then be re-centered following com-
pletion of such service or the clockspring tape may be
damaged. Service replacement clocksprings are
shipped pre-centered and with the auto-locking tabs
engaged (raised). These auto-locking tabs should not
be disengaged until the clockspring has been
installed on the steering column. If the auto-locking
tabs are disengaged before the clockspring is
installed on a steering column, the clockspring cen-
tering procedure must be performed.
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCON-
NECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DIS-
ABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSI-
BLE PERSONAL INJURY.NOTE: Before starting this procedure, be certain to
turn the steering wheel until the front wheels are in
the straight-ahead position.
(1) Place the front wheels in the straight-ahead
position.
(2) Remove the clockspring from the steering col-
umn. (Refer to 8 - ELECTRICAL/RESTRAINTS/
CLOCKSPRING - REMOVAL).
(3) Depress the two plastic clockspring auto-lock-
ing tabs (Fig. 8).
(4) Keeping the auto-locking tabs depressed, rotate
the clockspring rotor clockwise to the end of its
travel.Do not apply excessive torque.
(5) From the end of the clockwise travel, rotate the
rotor about two and one-half turns counterclockwise,
then release the auto-locking tabs. The clockspring
pigtail wire for the horn switch should end up at the
top, and the pigtail wires for the airbag, optional
speed control switches, and optional remote radio
switches at the bottom. The clockspring is now cen-
tered.
(6) The front wheels should still be in the straight-
ahead position. Reinstall the clockspring onto the
steering column. (Refer to 8 - ELECTRICAL/RE-
STRAINTS/CLOCKSPRING - INSTALLATION).
Fig. 8 Clockspring Auto-Locking Tabs
1 - AIRBAG MODULE WIRE
2 - SPEED CONTROL WIRING
3 - HORN WIRE
4 - CLOCKSPRING ASSEMBLY
5 - AUTO-LOCKING TABS
BR/BERESTRAINTS 8O - 11
CLOCKSPRING (Continued)

REMOVAL
The clockspring cannot be repaired. It must be
replaced if faulty or damaged, or if the driver airbag
has been deployed.
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCON-
NECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DIS-
ABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSI-
BLE PERSONAL INJURY.
NOTE: Before starting this procedure, be certain to
turn the steering wheel until the front wheels are in
the straight-ahead position.
(1) Place the front wheels in the straight-ahead
position.
(2) Remove the driver airbag from the steering
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - REMOVAL).
(3) If the vehicle is so equipped, disconnect the
clockspring pigtail wire connectors from the speed
control switches and the remote radio switches
located within the hub cavity of the steering wheel.
(4) Remove the nut that secures the steering wheel
armature to the steering column upper shaft, which
is located within the hub cavity of the steering wheel.
(5) Pull the steering wheel off of the steering col-
umn upper shaft spline using a steering wheel puller
(Special Tool C-3428-B).
(6) Remove the steering column opening cover
from the instrument panel. (Refer to 23 - BODY/IN-
STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - REMOVAL).
(7) If the vehicle is so equipped, unscrew the lever
from the tilt steering column adjuster mechanism
located on the left side of the column just below the
multi-function switch control stalk. Turn the lever
counterclockwise to unscrew it from the adjuster.
(8) From below the steering column, remove the
two outboard screws that secure the upper shroud to
the lower outer shroud (Fig. 9).
(9) Press carefully inward on each side of the outer
shrouds to release the snap features and remove the
upper outer shroud from the lower outer shroud.
(10) From below the steering column, remove the
one center screw that secures the lower outer shroud
to the steering column housing.(11) Remove the lower outer shroud from the
steering column.
(12) From below the steering column, remove the
two screws that secure the lower inner shroud to the
steering column housing and the upper inner shroud.
(13) Press carefully inward on the gearshift lever
side of the inner shrouds to release the snap features
and remove the lower inner shroud from the steering
column.
(14) Disconnect the instrument panel wire harness
connector for the clockspring from the lower clock-
spring connector receptacle.
(15) Disconnect the lower clockspring pigtail wire
connector from the instrument panel wire harness,
located on the instrument panel lower reinforcement
below the steering column.
(16) Carefully disengage the plastic latches of the
clockspring assembly from the steering column lock
housing and remove the clockspring from the column.
The clockspring cannot be repaired. It must be
replaced if faulty or damaged, or if the driver airbag
has been deployed.
(17) If the removed clockspring is to be reused,
secure the clockspring rotor to the clockspring case to
maintain clockspring centering until it is reinstalled
on the steering column. If clockspring centering is
Fig. 9 Steering Column Shrouds Remove/Install -
Typical
1 - NUT
2 - TILT LEVER
3 - UPPER SHROUD
4 - LOWER SHROUD
5 - SCREWS
6 - CLOCK SPRING
7 - STEERING WHEEL
8O - 12 RESTRAINTSBR/BE
CLOCKSPRING (Continued)

not maintained, the clockspring must be centered
again before it is reinstalled. (Refer to 8 - ELECTRI-
CAL/RESTRAINTS/CLOCKSPRING - STANDARD
PROCEDURE - CLOCKSPRING CENTERING).
INSTALLATION
The clockspring cannot be repaired. It must be
replaced if faulty or damaged, or if the driver airbag
has been deployed.
If the clockspring is not properly centered in rela-
tion to the steering wheel, steering shaft and steer-
ing gear, it may be damaged. (Refer to 8 -
ELECTRICAL/RESTRAINTS/CLOCKSPRING -
STANDARD PROCEDURE - CLOCKSPRING CEN-
TERING). Service replacement clocksprings are
shipped pre-centered and with a piece of tape cover-
ing the engaged clockspring auto-locking tabs. This
tape should not be removed until the clockspring has
been installed on the steering column. If the tape is
removed before the clockspring is installed on a
steering column, the clockspring centering procedure
must be performed.
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCON-
NECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DIS-
ABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSI-
BLE PERSONAL INJURY.
NOTE: Before starting this procedure, be certain
that the front wheels are still in the straight-ahead
position.
(1) Carefully slide the centered clockspring down
over the steering column upper shaft until the clock-
spring latches engage the steering column lock hous-
ing (Fig. 9).
(2) Reconnect the lower clockspring pigtail wire
connector to the instrument panel wire harness con-
nector located near the instrument panel lower rein-
forcement, below the steering column. Be certain that
the pigtail wire locator clips are properly seated on
the outside of the wiring trough and that the connec-
tor latches are fully engaged.
(3) Reconnect the instrument panel wire harness
connector for the clockspring to the lower clockspring
connector receptacle.(4) Position the lower inner shroud onto the steer-
ing column. Be certain to insert the gearshift lever
hider strip into the channel located on the inside sur-
face of the shroud.
(5) Align the locking tabs on the gearshift lever
side of the upper inner shroud with the receptacles
on the lower inner shroud and apply hand pressure
to snap them together.
(6) From below the steering column, install and
tighten the two screws that secure the lower inner
shroud to the steering column housing and the upper
inner shroud. Tighten the screws to 2 N´m (18 in.
lbs.).
(7) Position the lower outer shroud onto the steer-
ing column. Be certain that the lower clockspring
pigtail wire is routed inside the shrouds.
(8) From below the steering column, install and
tighten the one center screw that secures the lower
outer shroud to the steering column housing. Tighten
the screw to 2 N´m (18 in. lbs.).
(9) Align the locking tabs on the upper outer
shroud with the receptacles on the lower outer
shroud and apply hand pressure to snap them
together.
(10) From below the steering column, install and
tighten the two outboard screws that secure the
lower outer shroud to the upper outer shroud.
Tighten the screws to 2 N´m (18 in. lbs.).
(11) If the vehicle is so equipped, reinstall the
lever into the tilt steering column adjuster on the left
side of the column. Turn the lever clockwise to screw
it into the adjuster.
(12) Reinstall the steering column opening cover
onto the instrument panel. (Refer to 23 - BODY/IN-
STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - INSTALLATION).
(13) Reinstall the steering wheel onto the steering
column upper shaft. Be certain to index the flats on
the hub of the steering wheel with the formations on
the inside of the clockspring hub. Pull the upper
clockspring pigtail wires through the upper and
lower holes between the steering wheel back trim
cover and the steering wheel armature.
(14) Install and tighten the steering wheel mount-
ing nut. Tighten the nut to 61 N´m (45 ft. lbs.). Be
certain not to pinch the pigtail wires between the
steering wheel and the nut.
(15) If the vehicle is so equipped, reconnect the
upper clockspring pigtail wire connectors to the
speed control switches and/or the remote radio
switches. Be certain that the upper clockspring pig-
tail wires are routed between the steering wheel back
trim cover and the steering wheel armature.
(16) Reinstall the driver airbag onto the steering
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - INSTALLATION).
BR/BERESTRAINTS 8O - 13
CLOCKSPRING (Continued)