tire type DODGE RAM 2002 Service Owner's Manual

²Check Gauges Indicator
²Cruise Indicator (Odometer VFD)
²Four-Wheel Drive Indicator
²High Beam Indicator
²Low Fuel Indicator
²Washer Fluid Indicator
²Malfunction Indicator Lamp (MIL)
²Overdrive-Off Indicator
²Seatbelt Indicator
²Service Reminder Indicator (SRI)
²Transmission Overtemp Indicator
²Turn Signal (Right and Left) Indicators
²Upshift Indicator
²Wait-To-Start Indicator (Diesel Only)
²Water-In-Fuel Indicator (Diesel Only)
Some of these indicators are either programmable
or automatically configured when the EMIC is con-
nected to the vehicle electrical system. This feature
allows those indicators to be activated or deactivated
for compatibility with certain optional equipment.
The EMIC also includes a provision for mounting the
automatic transmission gear selector indicator in the
lower right corner of the cluster. The spring-loaded,
cable driven, mechanical gear selector indicator gives
an indication of the transmission gear that has been
selected with the automatic transmission gear selec-
tor lever. The gear selector indicator pointer is easily
visible through an opening provided in the front of
the cluster overlay, and is also lighted by the cluster
illumination lamps for visibility at night. Models
equipped with a manual transmission have a block-
out plate installed in place of the gear selector indi-
cator.
Cluster illumination is accomplished by adjustable
incandescent back lighting, which illuminates the
gauges for visibility when the exterior lighting is
turned on. The EMIC high beam indicator, turn sig-
nal indicators, and wait-to-start indicator are also
illuminated by dedicated incandescent bulbs. The
remaining indicators in the EMIC are each illumi-
nated by a dedicated Light Emitting Diode (LED)
that is soldered onto the electronic circuit board.
Each of the incandescent bulbs is secured by an inte-
gral bulb holder to the electronic circuit board from
the back of the cluster housing.
Hard wired circuitry connects the EMIC to the
electrical system of the vehicle. These hard wired cir-
cuits are integral to several wire harnesses, which
are routed throughout the vehicle and retained by
many different methods. These circuits may be con-
nected to each other, to the vehicle electrical system
and to the EMIC through the use of a combination of
soldered splices, splice block connectors, and many
different types of wire harness terminal connectors
and insulators. Refer to the appropriate wiring infor-
mation. The wiring information includes wiring dia-grams, proper wire and connector repair procedures,
further details on wire harness routing and reten-
tion, as well as pin-out and location views for the
various wire harness connectors, splices and grounds.
The EMIC modules for this model are serviced only
as complete units. The EMIC module cannot be
adjusted or repaired. If a gauge, an LED indicator,
the VFD, the electronic circuit board, the circuit
board hardware, the cluster overlay, or the EMIC
housing are damaged or faulty, the entire EMIC mod-
ule must be replaced. The cluster lens and hood unit,
the rear cluster housing cover, the automatic trans-
mission gear selector indicator, and the incandescent
lamp bulbs with holders are available for individual
service replacement.
OPERATION
The ElectroMechanical Instrument Cluster (EMIC)
is designed to allow the vehicle operator to monitor
the conditions of many of the vehicle components and
operating systems. The gauges and indicators in the
EMIC provide valuable information about the various
standard and optional powertrains, fuel and emis-
sions systems, cooling systems, lighting systems,
safety systems and many other convenience items.
The EMIC is installed in the instrument panel so
that all of these monitors can be easily viewed by the
vehicle operator when driving, while still allowing
relative ease of access for service. The microproces-
sor-based EMIC hardware and software uses various
inputs to control the gauges and indicators visible on
the face of the cluster. Some of these inputs are hard
wired, but most are in the form of electronic mes-
sages that are transmitted by other electronic mod-
ules over the Chrysler Collision Detection (CCD) data
bus network. (Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES/COMMUNICATION
- OPERATION).
The EMIC microprocessor smooths the input data
using algorithms to provide gauge readings that are
accurate, stable and responsive to operating condi-
tions. These algorithms are designed to provide
gauge readings during normal operation that are con-
sistent with customer expectations. However, when
abnormal conditions exist, such as low/high battery
voltage, low oil pressure, or high coolant tempera-
ture, the algorithm drives the gauge pointer to an
extreme position and the microprocessor turns on the
Check Gauges indicator to provide a distinct visual
indication of a problem to the vehicle operator. The
instrument cluster circuitry may also generate a
hard wired chime tone request to the Central Timer
Module (CTM) when it monitors certain conditions or
inputs, in order to provide the vehicle operator with
an audible alert.
BR/BEINSTRUMENT CLUSTER 8J - 3
INSTRUMENT CLUSTER (Continued)

The Integrated Circuitry (IC) within the combina-
tion flasher (Fig. 6) contains the logic that controls
the flasher operation and the flash rate. Pin 6 of the
IC receives a sense voltage from the hazard warning
circuit of the multi-function switch. When the hazard
warning switch is turned on, the9hazard on sense9
voltage will become low due to the circuit being
grounded through the turn signal bulbs. This low
voltage sense signals the IC to energize the flash con-
trol Positive-Negative-Positive (PNP) transistor at a
pre-calibrated flash rate or frequency. Each time the
PNP transistor energizes the hazard warning circuit,
the pin 69hazard on sense9voltage will become high
and the IC signals the PNP transistor to de-energize
the circuit. This cycling will continue until the haz-
ard warning switch is turned off.
Likewise, pin 8 of the IC receives a sense voltage
from the turn signal circuits of the multi-function
switch. When the left or right turn signal switch is
turned on, the9turn signal on sense9voltage will
become low due to the circuit being grounded
through the turn signal bulbs. This low voltage sense
signals the IC to energize the flash control PNP tran-
sistor at a pre-calibrated flash rate or frequency.
Each time the PNP transistor energizes the turn sig-
nal circuit, the pin 89turn signal on sense9voltage
will become high and the IC signals the PNP transis-
tor to de-energize the circuit. This cycling will con-
tinue until the right or left turn signal switch is
turned off.A special design feature of the combination flasher
allows it to9sense9that a turn signal circuit or bulb
is not operating, and provide the driver an indication
of the condition by flashing the remaining bulbs in
the affected circuit at a higher rate (120 flashes-per-
minute or higher). Conventional flashers either con-
tinue flashing at their typical rate (heavy-duty type),
or discontinue flashing the affected circuit entirely
(standard-duty type). During turn signal operation,
the combination flasher IC compares normal battery
voltage input on pin 2 with the shunt resistor voltage
input on pin 7. If the IC9senses9that the voltage dif-
ference between pin 2 and pin 7 is different than the
pre-calibrated value of the IC, it will increase the
rate at which it signals the PNP transistor to ener-
gize the pin 1 output. Thus, the inoperative half (left
or right side) of the turn signal circuit will flash
faster.
Because of the active electronic elements within
the combination flasher, it cannot be tested with con-
ventional automotive electrical test equipment. If the
combination flasher is believed to be faulty, test the
turn signal system and hazard warning system. Then
replace the combination flasher with a known good
unit to confirm system operation. (Refer to 8 - ELEC-
TRICAL/LAMPS/LIGHTING - EXTERIOR/TURN
SIGNAL & HAZARD WARNING SYSTEM - DIAG-
NOSIS AND TESTING).
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.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the fuse access panel by unsnapping it
from the left outboard end of the instrument panel.
(3) Remove the combination flasher from the Junc-
tion Block (JB) (Fig. 7).
Fig. 6 Combination Flasher - Typical
8L - 8 LAMPS/LIGHTING - EXTERIORBR/BE
COMBINATION FLASHER (Continued)

Both versions of the power lock system include the
following major components, which are described in
further detail elsewhere in this service manual:
²Power Lock Motors- A reversible electric
motor integral to the door latch of each front door
locks or unlocks the front door latch when provided
with the appropriate electrical inputs.
²Power Lock Switches- A power lock switch
integral to the power window/lock switch unit located
near the forward end of the arm rest on each front
door trim panel allows the power door lock system to
be operated by either the driver or the front seat pas-
senger.
On those models equipped with the optional RKE
system, the power lock system also includes the fol-
lowing components, which are described in further
detail elsewhere in this service manual:
²Central Timer Module- The high-line or pre-
mium Central Timer Module (CTM) is located under
the driver side end of the instrument panel, inboard
of the instrument panel steering column opening.
The high-line or premium CTM contains a micropro-
cessor and software that allow it to provide the many
electronic functions and features not available with
base version of the power lock system.
²Door Cylinder Lock Switches- A resistor-
multiplexed switch located on the back of each front
door lock cylinder allows the power door lock system
to be operated using a key inserted in either the
driver or passenger front door lock cylinder.
Some of the additional features of the power lock
system found in vehicles with the RKE system option
include:
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.
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.
Hard wired circuitry connects the power lock sys-
tem components to the electrical system of the vehi-
cle. 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 power lock sys-
tem components through the use of a combination of
soldered splices, splice block connectors, and many
different types of wire harness terminal connectorsand insulators. Refer to the appropriate wiring infor-
mation. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures,
further details on wire harness routing and reten-
tion, as well as pin-out and location views for the
various wire harness connectors, splices and grounds.
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, which
means 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 power lock
system components and the hard wired inputs or out-
puts 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 DRBIIItscan tool is
required. Refer to the appropriate diagnostic infor-
mation.
DESCRIPTION - REMOTE KEYLESS ENTRY
SYSTEM
A Remote Keyless Entry (RKE) system is an avail-
able option on this model. The Remote Keyless Entry
(RKE) system is a Radio Frequency (RF) system that
allows the remote operation of the power lock system
and, if the vehicle is so equipped, the Vehicle Theft
Security System (VTSS). (Refer to 8 - ELECTRICAL/
VEHICLE THEFT SECURITY - DESCRIPTION).
The RKE system includes the following major compo-
nents, which are described in further detail else-
where in this service manual:
²Central Timer Module- The high-line or pre-
mium Central Timer Module (CTM) is located under
the driver side end of the instrument panel, inboard
of the instrument panel steering column opening.
The high-line or premium CTM contains a micropro-
cessor, an RF receiver, and the software that allow it
to provide the many electronic functions and features
of the RKE system.
²Keyless Entry Transmitter- The keyless
entry transmitter is a small, battery-powered, RF
transmitter that is contained within a molded plastic
case that is designed to also serve as a convenient
key fob.
Some additional features of the RKE system
include:
²Horn Chirp- This feature provides a short,
sharp chirp of the vehicle horn to give an audible
confirmation that a valid Lock signal has been
received from the RKE transmitter. This feature can
be enabled or disabled and, if enabled, one of two
8N - 2 POWER LOCKSBR/BE
POWER LOCKS (Continued)

PASSENGER POWER SEAT SWITCH TEST TABLE
PASSENGER SWITCH
POSITIONCONTINUITY BETWEEN
OFF B-N, B-J, B-M,B-E, B-L,
B-K
VERTICAL DOWN A-E, A-M, B-N, B-E
VERTICAL UP A-J, A-N, B-M, B-E
HORIZONTAL
FORWARDA-L, B-K
HORIZONTAL
REARWARDA-K, B-L
FRONT TILT DOWN A-M, B-N
FRONT TILT UP A-N, B-M
REAR TILT DOWN A-E, B-J
REAR TILT UP A-J, B-E
LUMBAR OFF O-P, O-R, P-R
LUMBAR DOWN
(DEFLATE)O-P, Q-R
LUMBAR UP (INFLATE) O-R, P-Q
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Standard cab models, remove the two screws
that secure the power seat switch and bezel unit to
the seat cushion frame.
(3) Quad cab models, remove the seat cushion side
shield from the seat. Refer to Body for the procedure.
(4) Pull the switch bezel or side shield unit out
from the seat far enough to access the switch wire
harness connector. Gently pry the locking tabs of the
switch away from the wire harness connector and
carefully unplug the connector from the power seat
switch module (Fig. 7).
(5) Remove the screws that secure the power seat
switch (Fig. 8).
INSTALLATION
(1) Position the power seat switch on the seat
cushion side shield and connect the electrical connec-
tor.
(2) Install the screws that secure the power seat
switch to seat cushion side shield.
(3) Install the seat cushion side shield on the seat.
Refer to Body for the procedure.
(4) If equipped, install the recliner lever on the
recliner mechanism release shaft.
(5) If equipped, install the screw that secures the
recliner lever to the recliner mechanism release shaft
on the outboard side of the front seat.
(6) Connect the battery negative cable.
POWER SEAT TRACK
DESCRIPTION
There are three reversible motors that operate the
power seat adjuster. The motors are connected to
worm-drive gearboxes that move the seat adjuster
through a combination of screw-type drive units.
The front and rear of a seat are operated by differ-
ent motors. They can be raised or lowered indepen-
dently of each other. When the center seat switch is
pushed in the Up or Down direction, both the front
and rear motors operate in unison. On standard cab
models the entire seat is moved up or down, on quad
cab models the seat cushion moves independently of
the seat back in the up or down directions. The for-
ward-rearward motor is operated by pushing the cen-
ter seat switch in the Forward or Rearward direction,
which moves the entire seat in the selected direction
on all models.
Fig. 7 Power Seat Switch Connector Remove -
Standard Cab
1 - RELEASE TABS (3)
Fig. 8 Power Seat Switch Remove/Install - Quad Cab
1 - SEAT SIDE SHIELD
2 - POWER SEAT SWITCH
3 - SCREWS
BR/BEPOWER SEAT SYSTEM 8N - 21
PASSENGER POWER SEAT SWITCH (Continued)

circumstances necessitate that a child, or an adult
with certain medical conditions be placed in the front
passenger seating position. Refer to the owner's man-
ual in the vehicle glove box for specific recommenda-
tions concerning the specific circumstances where the
passenger airbag on/off switch should be used to dis-
able the passenger airbag.
Deployment of the airbags depends upon the angle
and severity of the impact. The airbag system is
designed to deploy upon a frontal impact within a
thirty degree angle from either side of the vehicle
center line. Deployment is not based upon vehicle
speed; rather, deployment is based upon the rate of
deceleration as measured by the forces of gravity (G
force) upon the airbag system impact sensor, which is
integral to the ACM. When a frontal impact is severe
enough, the microprocessor in the ACM signals the
inflator units of both airbag modules to deploy the
airbags. During a frontal vehicle impact, the knee
blockers work in concert with properly fastened and
adjusted seat belts to restrain both the driver and
the front seat passenger in the proper position for an
airbag deployment. The knee blockers also absorb
and distribute the crash energy from the driver and
the front seat passenger to the structure of the
instrument panel.
Typically, the driver and front seat passenger recall
more about the events preceding and following a col-
lision than they have of the airbag deployment itself.
This is because the airbag deployment and deflation
occur so rapidly. In a typical 48 kilometer-per-hour
(30 mile-per-hour) barrier impact, from the moment
of impact until both airbags are fully inflated takes
about 40 milliseconds. Within one to two seconds
from the moment of impact, both airbags are almost
entirely deflated. The times cited for these events are
approximations, which apply only to a barrier impact
at the given speed. Actual times will vary somewhat,
depending upon the vehicle speed, impact angle,
severity of the impact, and the type of collision.
When the ACM monitors a problem in any of the
airbag system circuits or components, it stores a
fault code or Diagnostic Trouble Code (DTC) in its
memory circuit and sends an electronic message to
the EMIC to turn on the airbag indicator. Proper
testing of the airbag system components, the
Chrysler Collision Detection (CCD) data bus, the
data bus message inputs to and outputs from the
EMIC or the ACM, as well as the retrieval or erasure
of a DTC from the ACM requires the use of a
DRBIIItscan tool. Refer to the appropriate diagnos-
tic information.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of all of the factory-installed passenger restraints,
including the airbag system.WARNING
WARNING: THE AIRBAG SYSTEM IS A SENSITIVE,
COMPLEX ELECTROMECHANICAL UNIT. BEFORE
ATTEMPTING TO DIAGNOSE OR SERVICE ANY AIR-
BAG SYSTEM OR RELATED STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENTS YOU MUST FIRST DISCONNECT
AND ISOLATE THE BATTERY NEGATIVE (GROUND)
CABLE. THEN WAIT TWO MINUTES FOR THE SYS-
TEM CAPACITOR TO DISCHARGE BEFORE FUR-
THER SYSTEM SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO DO THIS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
WARNING: THE DRIVER AIRBAG INFLATOR UNIT
CONTAINS SODIUM AZIDE AND POTASSIUM
NITRATE. THESE MATERIALS ARE POISONOUS
AND EXTREMELY FLAMMABLE. CONTACT WITH
ACID, WATER, OR HEAVY METALS MAY PRODUCE
HARMFUL AND IRRITATING GASES (SODIUM
HYDROXIDE IS FORMED IN THE PRESENCE OF
MOISTURE) OR COMBUSTIBLE COMPOUNDS. THE
PASSENGER AIRBAG UNIT CONTAINS ARGON GAS
PRESSURIZED TO OVER 2500 PSI. DO NOT
ATTEMPT TO DISMANTLE AN AIRBAG UNIT OR
TAMPER WITH ITS INFLATOR. DO NOT PUNCTURE,
INCINERATE, OR BRING INTO CONTACT WITH
ELECTRICITY. DO NOT STORE AT TEMPERATURES
EXCEEDING 93É C (200É F).
WARNING: REPLACE AIRBAG SYSTEM COMPO-
NENTS ONLY WITH PARTS SPECIFIED IN THE
DAIMLERCHRYSLER MOPAR PARTS CATALOG.
SUBSTITUTE PARTS MAY APPEAR INTERCHANGE-
ABLE, BUT INTERNAL DIFFERENCES MAY RESULT
IN INFERIOR OCCUPANT PROTECTION.
WARNING: THE FASTENERS, SCREWS, AND
BOLTS ORIGINALLY USED FOR THE AIRBAG SYS-
TEM COMPONENTS HAVE SPECIAL COATINGS
AND ARE SPECIFICALLY DESIGNED FOR THE AIR-
BAG SYSTEM. THEY MUST NEVER BE REPLACED
WITH ANY SUBSTITUTES. ANY TIME A NEW FAS-
TENER IS NEEDED, REPLACE IT WITH THE COR-
RECT FASTENERS PROVIDED IN THE SERVICE
PACKAGE OR SPECIFIED IN THE
DAIMLERCHRYSLER MOPAR PARTS CATALOG.
BR/BERESTRAINTS 8O - 3
RESTRAINTS (Continued)

be routed away from hot, sharp, or moving parts;
and, sharp bends that might pinch the hose must be
avoided.
WASHER NOZZLE
DESCRIPTION
The two washer nozzles have integral snap fea-
tures that secure them in dedicated holes in the cowl
plenum cover/grille panel located near the base of the
windshield. The domed upper surface of the washer
nozzle is visible on the top of the plenum cover/grille
panel, and the nozzle orifice is oriented towards the
windshield glass. The washer plumbing fittings for
the washer nozzles are concealed beneath the cowl
plenum cover/grille panel. These fluidic washer noz-
zles are constructed of molded plastic. The cowl ple-
num cover/grille panel must be removed from the
vehicle to access the nozzles for service. The washer
nozzles cannot be adjusted or repaired and, if faulty
or damaged, they must be replaced.
OPERATION
The two washer nozzles are designed to dispense
washer fluid into the wiper pattern area on the out-
side of the windshield glass. Pressurized washer fluid
is fed to each nozzle from the washer reservoir by the
washer pump/motor through rubber hoses, which are
attached to a barbed nipple on each washer nozzle
below the cowl plenum cover/grille panel. The washer
nozzles incorporate a fluidic design, which causes the
nozzle to emit the pressurized washer fluid as an
oscillating stream to more effectively cover a larger
area of the glass area to be cleaned.
REMOVAL
(1) Remove the cowl plenum cover/grille panel
from the cowl top. (Refer to 23 - BODY/EXTERIOR/
COWL GRILLE - REMOVAL).
(2) From the underside of the cowl plenum cover/
grille panel, disconnect the washer hose from the
nozzle fitting.
(3) From the underside of the cowl plenum cover/
grille panel, compress the snap features of the
washer nozzle and push the nozzle out through the
top of the panel.
INSTALLATION
(1) From the top of the cowl plenum cover/grille
panel, insert the barbed nipple of the washer nozzle
through the nozzle mounting hole.
(2) With the orifice of the washer nozzle oriented
toward the windshield, use hand pressure to push
the nozzle into the mounting hole until the snap fea-tures of the nozzle are fully engaged with the under-
side of the cowl plenum cover/grille panel.
(3) From the underside of the cowl plenum cover/
grille panel, reconnect the washer hose to the washer
nozzle fitting.
(4) Reinstall the cowl plenum cover/grille panel
onto the cowl top. (Refer to 23 - BODY/EXTERIOR/
COWL GRILLE - INSTALLATION).
WASHER PUMP/MOTOR
DESCRIPTION
The washer pump/motor unit is located on the rear
of the washer reservoir, near the bottom in the left
front corner of the engine compartment. A small per-
manently lubricated and sealed electric motor is cou-
pled to the rotor-type washer pump. A seal flange
with a large barbed inlet nipple on the pump housing
passes through a rubber grommet seal installed in
the dedicated mounting hole near the bottom of the
washer reservoir. A smaller barbed outlet nipple on
the pump housing connects the unit to the washer
hose. The washer pump/motor unit is retained on the
reservoir by the interference fit between the barbed
pump inlet nipple and the grommet seal, which is a
light press fit. An integral electrical connector recep-
tacle is located on the motor housing. The washer
pump/motor unit cannot be repaired. If faulty or
damaged, the entire washer pump/motor unit must
be replaced.
OPERATION
The washer pump/motor unit is connected to the
vehicle electrical system through a single take out
and two-cavity connector of the headlamp and dash
wire harness. The washer pump/motor is grounded at
all times through a take out of the headlamp and
dash wire harness with a single eyelet terminal con-
nector that is secured by a nut to a ground stud
located on the forward extension of the left front
fender wheel housing in the engine compartment.
The washer pump/motor receives battery current on
a fused ignition switch output (run-acc) circuit
through the closed contacts of the momentary washer
switch within the multi-function switch only when
the washer button on the end of the switch control
stalk is depressed towards the steering column.
Washer fluid is gravity-fed from the washer reservoir
to the inlet side of the washer pump. When the pump
motor is energized, the rotor-type pump pressurizes
the washer fluid and forces it through the pump out-
let nipple, the washer plumbing, and the washer noz-
zles onto the windshield glass.
BR/BEWIPERS/WASHERS 8R - 9
WASHER HOSES/TUBES (Continued)

cover/grille panel to drive the wiper arms and blades
are the only visible components of the wiper module.
The wiper module consists of the following major
components:
²Bracket- The wiper module bracket consists of
a long tubular steel main member that has a
stamped pivot bracket formation near each end
where the two wiper pivots are secured. A stamped
steel mounting plate for the wiper motor is secured
with welds near the center of the main member.
²Crank Arm- The wiper motor crank arm is a
stamped steel unit that has a slotted hole on the
driven end that is secured to the wiper motor output
shaft with a nut, and has a ball stud secured to the
drive end.
²Linkage- The two wiper linkage members are
each constructed of stamped steel. A driver side drive
link with a plastic socket-type bushing in the left
end, and a plastic sleeve-type bushing in the right
end. Socket bushing is snap-fit over the pivot ball
stud on the left pivot, while the sleeve bushing is fit
over the longer wiper motor crank arm pivot stud.
The passenger side drive link has a plastic socket-
type bushing on each end. One end of this drive link
is snap-fit over the pivot ball stud on the right pivot,
while the other end is snap-fit over the exposed end
of the longer ball stud on the wiper motor crank arm.
²Motor- The wiper motor is secured with three
screws to the motor mounting plate near the center
of the wiper module bracket. The wiper motor output
shaft passes through a hole in the module bracket,
where a nut secures the wiper motor crank arm to
the motor output shaft. The two-speed permanent
magnet wiper motor features an integral transmis-
sion, an internal park switch, and an internal Posi-
tive Temperature Coefficient (PTC) circuit breaker.
²Pivots- The two wiper pivots are secured to the
ends of the wiper module bracket. The crank arms
that extend from the bottom of the pivot shafts each
have a ball stud on their end. The upper end of each
pivot shaft where the wiper arms will be fastened
each has an externally serrated drum secured to it.
The wiper module cannot be adjusted or repaired.
If any component of the module is faulty or damaged,
the entire wiper module unit must be replaced.
OPERATION
The wiper module operation is controlled by the
vehicle operator through battery current inputs
received by the wiper motor from the multi-function
switch on the steering column. The wiper motor
speed is controlled by current flow to either the low
speed or the high speed set of brushes. The park
switch is a single pole, single throw, momentary
switch within the wiper motor that is mechanically
actuated by the wiper motor transmission compo-nents. The park switch alternately closes the wiper
park switch sense circuit to ground or to battery cur-
rent, depending upon the position of the wipers on
the glass. This feature allows the motor to complete
its current wipe cycle after the wiper system has
been turned Off, and to park the wiper blades in the
lowest portion of the wipe pattern. The automatic
resetting circuit breaker protects the motor from
overloads. The wiper motor crank arm, the two wiper
linkage members, and the two wiper pivots mechan-
ically convert the rotary output of the wiper motor to
the back and forth wiping motion of the wiper arms
and blades on the glass.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the wiper arms from the wiper pivots.
(Refer to 8 - ELECTRICAL/WIPERS/WASHERS/
WIPER ARMS - REMOVAL).
(3) Remove the cowl plenum cover/grille panel
from the cowl plenum. (Refer to 23 - BODY/EXTERI-
OR/COWL GRILLE - REMOVAL).
(4) Remove the four screws that secure the wiper
module bracket to the cowl plenum panel and the
dash panel (Fig. 8).
(5) Reach into the cowl plenum to move the wiper
module far enough to access the wiper module elec-
trical connections (Fig. 9).
(6) Disconnect the headlamp and dash wire har-
ness connector for the wiper motor from the wiper
motor pigtail wire connector.
(7) Disconnect the headlamp and dash wire har-
ness ground connector from the wiper motor ground
terminal.
(8) Remove the wiper module from the cowl ple-
num as a unit.
INSTALLATION
(1) Position the wiper module into the cowl ple-
num as a unit.
Fig. 8 Wiper Module Remove/Install
1 - WIPER MODULE MOUNTING SCREWS
8R - 14 WIPERS/WASHERSBR/BE
WIPER MODULE (Continued)

DIODE
REMOVAL
(1) Disconnect the battery.
(2) Locate the diode in the harness, and remove
the protective covering.
(3) Remove the diode from the harness, pay atten-
tion to the current flow direction (Fig. 13).
INSTALLATION
(1) Remove the insulation from the wires in the
harness. Only remove enough insulation to solder in
the new diode.
(2) Install the new diode in the harness, making
sure current flow is correct. If necessary, refer to the
appropriate wiring diagram for current flow (Fig. 13).
(3) Solder the connection together using rosin core
type solder only.Do not use acid core solder.
(4) Tape the diode to the harness using electrical
tape. Make sure the diode is completely sealed from
the elements.
(5) Re-connect the battery and test affected sys-
tems.
TERMINAL
REMOVAL
(1) Follow steps for removing terminals described
in the connector removal section.
(2) Cut the wire 6 inches from the back of the con-
nector.
INSTALLATION
(1) Select a wire from the terminal repair kit that
best matches the color and gage of the wire being
repaired.
(2) Cut the repair wire to the proper length and
remove one±half (1/2) inch of insulation.
(3) Splice the repair wire to the wire harness (see
wire splicing procedure).
(4) Insert the repaired wire into the connector.
(5) Install the connector locking wedge, if required,
and reconnect the connector to its mating half/compo-
nent.
(6) Re-tape the wire harness starting at 1±1/2
inches behind the connector and 2 inches past the
repair.
(7) Connect battery and test all affected systems.
WIRE
STANDARD PROCEDURE - WIRE SPLICING
When splicing a wire, it is important that the cor-
rect gage be used as shown in the wiring diagrams.
(1) Remove one-half (1/2) inch of insulation from
each wire that needs to be spliced.
(2) Place a piece of adhesive lined heat shrink tub-
ing on one side of the wire. Make sure the tubing will
be long enough to cover and seal the entire repair
area.
(3) Place the strands of wire overlapping each
other inside of the splice clip (Fig. 14).
(4) Using crimping tool, Mopar p/n 05019912AA,
crimp the splice clip and wires together (Fig. 15).
(5) Solder the connection together using rosin core
type solder only (Fig. 16).
Fig. 13 DIODE IDENTIFICATION
1 - CURRENT FLOW
2 - BAND AROUND DIODE INDICATES CURRENT FLOW
3 - DIODE AS SHOWN IN THE DIAGRAMS
Fig. 14 SPLICE BAND
1 - SPLICE BAND
BR/BE8W-01 WIRING DIAGRAM INFORMATION 8W - 01 - 13

tor between many of the engine compartment, instru-
ment panel, and body wire harnesses. The JB houses
up to nineteen blade-type fuses (two standard-type
and seventeen mini-type), up to two blade-type auto-
matic resetting circuit breakers, the electronic combi-
nation turn signal and hazard warning flasher, and
one International Standards Organization (ISO)
micro-relay.
The molded plastic JB housing has integral mount-
ing brackets that are secured with two screws to the
left instrument panel end bracket. The left end of the
instrument panel cover has a snap-fit fuse access
panel that can be removed for service of the JB. A
fuse puller and spare fuse holders are located on the
back of the fuse access cover, as well as an adhesive-
backed fuse layout map to ensure proper fuse identi-
fication.
The JB unit cannot be repaired and is only ser-
viced as an assembly. If any internal circuit or the JB
housing is faulty or damaged, the entire JB unit
must be replaced.
OPERATION
All of the circuits entering and leaving the JB do
so through up to nine wire harness connectors, which
are connected to the JB through integral connector
receptacles molded into the JB housing. Internal con-
nection of all of the JB circuits is accomplished by an
intricate combination of hard wiring and bus bars.
Refer toWiring Diagramsfor the location of com-
plete JB circuit diagrams.
DIAGNOSIS AND TESTING - JUNCTION BLOCK
The junction block does not incorporate any self
diagnostic capability. Most of the electrical circuits
incorporated into the vehicle must pass through the
junction block at one point or another. The most effi-
cient means of diagnosing a suspected junction block
problem involves a simple continuity tester or ohm
meter. Using the Wiring Diagrams as a guide trace
the problem circuit to the proper junction block cav-
ity and test all circuits in the effected circuit for
proper continuity. A open or high resistance circuit is
a sign of a problem. Some other possible junction
block problems to look for are:
²Loose fuse receptacle terminals.
²Loose relay / circuit breaker receptacle termi-
nals.
²Bent or distorted electrical circuit pins.
²Incorrect size fuse installed in junction block
fuse cavity.
²Dark areas identifying a source of excess heat.
²Defective fuse, relay or circuit breaker installed
in junction block cavity.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the fuse access bezel from the instru-
ment panel.
(3) Remove the steering column cover (Refer to 23
- BODY/INSTRUMENT PANEL/STEERING COL-
UMN OPENING COVER - REMOVAL).
(4) Remove the hood release handle retaining
screws and position the handle assembly out of the
way.
(5) Remove the lower knee blocker from the instru-
ment panel.
(6) Pull drivers side carpet down, out of the way.
(7) Remove the parking brake switch connector,
release linkage and retaining fasteners and position
the assembly out the drivers door opening.
(8) Remove the electrical ground connections,
located behind park brake mounting location.
(9) Remove the two junction block retaining
screws. To access the upper retaining screw a 15 inch
long #2 Phillips screwdriver will be required. Access
the upper screw through hole in dash support brace.
(10) Reach through the outboard side of the instru-
ment panel steering column opening to access and
disconnect all of the wire harness connectors from
the Junction Block (JB) connector receptacles (Fig.
6).
Fig. 6 Junction Block Remove/Install
1 - I.P. End Bracket
2 - Junction Block
3 - Screws
BR/BE8W-97 POWER DISTRIBUTION 8W - 97 - 7
JUNCTION BLOCK (Continued)

INSTALLATION
The Power Distribution Center (PDC) is serviced
as a unit with the headlamp and dash wire harness.
If any internal circuit of the PDC or the PDC hous-
ing is faulty or damaged, the entire PDC and head-
lamp and dash wire harness unit must be replaced.
NOTE: If the PDC is being replaced with a new unit,
be certain to transfer each of the blade-type fuses,
cartridge fuses and relays from the faulty PDC to
the proper cavities of the replacement PDC. Refer
to Power Distribution in the index of this service
manual for the location of complete PDC circuit dia-
grams and cavity assignments.
(1) Position the PDC and the headlamp and dash
wire harness unit in the engine compartment.
(2) Install and tighten the two screws that secure
the PDC housing to the left front fender inner shield.
Tighten the screws to 8.4 N´m (75 in. lbs.).
(3) Install and tighten the screw that secures the
PDC housing to the left front fender wheel housing.
Tighten the screw to 2.2 N´m (20 in. lbs.).
(4) Install the eyelet of the battery positive cable
PDC take out onto the forward B(+) terminal stud in
the PDC.
(5) Install and tighten the nut that secures the
eyelet of the battery positive cable PDC take out to
the forward B(+) terminal stud in the PDC. Tighten
the nut to 8.4 N´m (75 in. lbs.).
(6) Install the eyelet of the battery negative cable
generator output take out onto the rearward B(+) ter-
minal stud in the PDC.
(7) Install and tighten the nut that secures the
eyelet of the battery negative cable generator output
take out to the rearward B(+) terminal stud in the
PDC. Tighten the nut to 75 in. lbs.
(8) Reconnect the engine wire harness in-line con-
nector to the PDC.
(9) Install and tighten the screw that secures the
engine wire harness in-line connector to the PDC.
Tighten the screw until a distinct audible click is
heard.
(10) Install and latch the cover onto the PDC.
(11) Engage each of the retainers that secure the
headlamp and dash wire harness to the vehicle body
and chassis components. Refer toConnector Loca-
tionsin Wiring for the location of more information
on the headlamp and dash wire harness retainer
locations.
(12) Install all of the fasteners that secure each of
the headlamp and dash wire harness ground eyelets
to the vehicle body and chassis components. Refer to
Connector Locationsin Wiring for the location of
more information on the ground eyelet locations.(13) Reconnect each of the headlamp and dash
wire harness connectors. Refer toConnector Loca-
tionsin Wiring for the location of more information
on the headlamp and dash wire harness connector
locations.
(14) Reconnect the battery negative cable.
POWER OUTLET
DESCRIPTION
Two power outlets are installed in the vehicle. One
in the instrument panel next to the cigar lighter and
the other in the right rear quarter trim panel. The
power outlet bases are secured by a snap fit within
the instrument panel or trim panel. A plastic protec-
tive cap snaps into the power outlet base when the
power outlet is not being used, and hangs from the
power outlet base mount by an integral bail strap
while the power outlet is in use.
The power outlet receptacle unit and the accessory
power outlet protective cap are available for service.
The power outlet receptacle cannot be repaired and,
if faulty or damaged, it must be replaced.
OPERATION
The power outlet base or receptacle shell is con-
nected to ground, and an insulated contact in the
bottom of the shell is connected to battery current.
The power outlet receives battery voltage from a fuse
in the Junction Block at all times.
While the power outlet is very similar to a cigar
lighter base unit, it does not include the two small
spring-clip retainers inside the bottom of the recepta-
cle shell that are used to secure the cigar lighter
heating element to the insulated contact.
DIAGNOSIS AND TESTING - POWER OUTLET
For complete circuit diagrams, refer toPower
Outletin Wiring Diagrams.
(1) Check the fused B(+) fuse in the junction block.
If OK, go to Step 2. If not OK, repair the shorted cir-
cuit or component as required and replace the faulty
fuse.
(2) Check for battery voltage at the fused B(+) fuse
in the junction block. If OK, go to Step 3. If not OK,
repair the open fused B(+) circuit to the battery as
required.
(3) Remove the plastic protective cap from the
power outlet receptacle. Check for continuity between
the inside circumference of the power outlet recepta-
cle and a good ground. There should be continuity. If
OK, go to Step 4. If not OK, go to Step 5.
(4) Check for battery voltage at the insulated con-
tact located at the back of the power outlet recepta-
cle. If not OK, go to Step 5.
8W - 97 - 10 8W-97 POWER DISTRIBUTIONBR/BE
POWER DISTRIBUTION CENTER (Continued)