Fuel DODGE RAM 2002 Service Owner's Guide

CAMSHAFT POSITION
SENSOR
DESCRIPTION
DESCRIPTION - DIESEL
The three-wire Camshaft Position Sensor (CMP) is
located below the fuel injection pump (Fig. 4). It is
attached to the back of the timing gear cover hous-
ing.
DESCRIPTION - 5.9L
The Camshaft Position (CMP) sensor is located in
the distributor.
DESCRIPTION - 8.0L
The Camshaft Position (CMP) sensor is located on
the timing chain case/cover on the left-front side of
the engine (Fig. 5).
OPERATION
OPERATION - DIESEL
The Camshaft Position Sensor (CMP) performs
multiple functions. One function is to detect engine
speed (rpm). Another function is to relate crankshaft
position and Top Dead Center (TDC) of the number 1
cylinder. Because the CMP is now used to relatecrankshaft position,the Crankshaft Position Sen-
sor (CKP) is no longer used.
The CMP (Fig. 6) contains a hall effect device
called a sync signal generator to generate a sync sig-
nal.
The CMP uses three wires (circuits) for operation.
One wire supplies a 5±volt signal from the Engine
Control Module (ECM). Another wire supplies a sen-
sor ground. The third wire supplies a signal back to
Fig. 4 Camshaft Position Sensor (CMP) Location
1 - CAMSHAFT POSITION SENSOR (CMP)
2 - BOTTOM OF FUEL INJECTION PUMP
Fig. 5 CMP Sensor LocationÐ8.0L V-10 Engine
1 - CAMSHAFT POSITION SENSOR
2 - MOUNTING BOLT
3 - TIMING CHAIN CASE/COVER
Fig. 6 Camshaft Position Sensor (CMP)
1 - GEAR HOUSING
2 - O-RING
3 - CMP SENSOR
4 - CMP HEX HEAD BOLT
8I - 6 IGNITION CONTROLBR/BE

the ECM relating engine speed and crankshaft posi-
tion.
The sensor detects machined notches on the rear
face of the camshaft drive gear (Fig. 7) to sense
engine speed.
The CMP also detects an area on the camshaft
drive gear that has no notch (Fig. 7). When the sen-
sor passes this area, it tells the Engine Control Mod-
ule (ECM) that Top Dead Center (TDC) of the
number 1 cylinder is occurring. The ECM will then
adjust fuel timing accordingly.
As the tip of the sensor passes the notches, the
interruption of magnetic field causes voltage changes
from 5 volts to 0 volts.
OPERATION - 5.9L
The sensor contains a hall effect device called a
sync signal generator to generate a fuel sync signal.
This sync signal generator detects a rotating pulse
ring (shutter) on the distributor shaft. The pulse ring
rotates 180 degrees through the sync signal genera-
tor. Its signal is used in conjunction with the Crank-
shaft Position (CKP) sensor to differentiate between
fuel injection and spark events. It is also used to syn-
chronize the fuel injectors with their respective cylin-
ders.
When the leading edge of the pulse ring (shutter)
enters the sync signal generator, the following occurs:
The interruption of magnetic field causes the voltageto switch high resulting in a sync signal of approxi-
mately 5 volts.
When the trailing edge of the pulse ring (shutter)
leaves the sync signal generator, the following occurs:
The change of the magnetic field causes the sync sig-
nal voltage to switch low to 0 volts.
OPERATION - 8.0L
The CMP sensor is used in conjunction with the
crankshaft position sensor to differentiate between
fuel injection and spark events. It is also used to syn-
chronize the fuel injectors with their respective cylin-
ders. The sensor generates electrical pulses. These
pulses (signals) are sent to the Powertrain Control
Module (PCM). The PCM will then determine crank-
shaft position from both the camshaft position sensor
and crankshaft position sensor.
A low and high area are machined into the cam-
shaft drive gear (Fig. 8). The sensor is positioned in
the timing gear cover so that a small air gap (Fig. 8)
exists between the face of sensor and the high
machined area of cam gear.
When the cam gear is rotating, the sensor will
detect the machined low area. Input voltage from the
sensor to the PCM will then switch from a low
(approximately 0.3 volts) to a high (approximately 5
volts). When the sensor detects the high machined
area, the input voltage switches back low to approx-
imately 0.3 volts.
REMOVAL
REMOVAL - DIESEL
The camshaft position sensor (CMP) is located
below the fuel injection pump (Fig. 9). It is attached
to the back of the timing gear cover housing.
(1) Disconnect both negative cables from both bat-
teries.
(2) Clean area around CMP.
(3) Disconnect electrical at CMP (Fig. 9).
(4) Remove CMP mounting bolt. Bolt head is
female-hex (Fig. 10).
(5) Remove CMP from engine by twisting and pull-
ing straight back.
(6) Discard CMP o-ring (Fig. 10).
REMOVAL - 5.9L
The camshaft position sensor is located in the dis-
tributor (Fig. 11).
Distributor removal is not necessary to remove
camshaft position sensor.
(1) Remove air cleaner assembly.
(2) Disconnect negative cable from battery.
(3) Remove distributor cap from distributor (two
screws).
Fig. 7 Notches at Rear Of Camshaft Drive Gear
1 - CAMSHAFT DRIVE GEAR
2 - NOTCHES
3 - CAMSHAFT POSITION SENSOR (CKP)
4 - NO NOTCH
BR/BEIGNITION CONTROL 8I - 7
CAMSHAFT POSITION SENSOR (Continued)

(4) Disconnect camshaft position sensor wiring
harness from main engine wiring harness.
(5) Remove distributor rotor from distributor shaft.
(6) Lift the camshaft position sensor assembly
from the distributor housing (Fig. 11).
REMOVAL - 8.0L
The camshaft position sensor is located on the tim-
ing chain case/cover on the left-front side of the
engine (Fig. 12).
Fig. 8 CMP Sensor OperationÐ8.0L V-10 Engine
1 - CAM DRIVE GEAR
2 - LOW MACHINED AREA
3 - HIGH MACHINED AREA
4 - CAMSHAFT POSITION SENSOR
5 - AIR GAP
Fig. 9 CMP Location - Diesel
1 - CAMSHAFT POSITION SENSOR (CMP)
2 - BOTTOM OF FUEL INJECTION PUMP
Fig. 10 CMP R/I - Diesel
1 - GEAR HOUSING
2 - O-RING
3 - CMP SENSOR
4 - CMP HEX HEAD BOLT
Fig. 11 Camshaft Position SensorÐTypical
1 - SYNC SIGNAL GENERATOR
2 - CAMSHAFT POSITION SENSOR
3 - PULSE RING
4 - DISTRIBUTOR ASSEMBLY
8I - 8 IGNITION CONTROLBR/BE
CAMSHAFT POSITION SENSOR (Continued)

A thin plastic rib is molded into the face of the sen-
sor (Fig. 13) to position the depth of sensor to the
upper cam gear (sprocket). This rib can be found on
both the new replacement sensors and sensors that
were originally installed to the engine. The first time
the engine has been operated, part of this rib may be
sheared (ground) off. Depending on parts tolerances,
some of the rib material may still be observed after
removal.
Refer to either of the following procedures; Replac-
ing Old Sensor With Original, or Replacing With
New Sensor:REPLACING OLD SENSOR WITH ORIGINAL
If the original camshaft position sensor is to be
removed and installed, such as when servicing the
timing chain, timing gears or timing chain cover, use
this procedure.
(1) Disconnect the sensor harness connector from
the sensor.
(2) Remove the sensor mounting bolt (Fig. 12).
(3) Carefully pry the sensor from the timing chain
case/cover in a rocking action with two small screw-
drivers.
(4) Remove the sensor from vehicle.
(5) Check condition of sensor o-ring (Fig. 14).
REPLACING WITH NEW SENSOR
If a new replacement camshaft position sensor is to
be installed, use this procedure.
(1) Disconnect the sensor wiring harness connector
from sensor.
(2) Remove the sensor mounting bolt (Fig. 12).
(3) Carefully pry the sensor from the timing chain
case/cover in a rocking action with two small screw-
drivers.
(4) Remove the sensor from vehicle.
INSTALLATION
INSTALLATION - DIESEL
The camshaft position sensor (CMP) is located
below the fuel injection pump (Fig. 9). It is attached
to the back of the timing gear cover housing.
(1) Install new o-ring to CMP. Apply clean engine
oil to o-ring.
(2) Clean area around CMP mounting hole.
(3) To prevent tearing o-ring, install CMP into
gear housing using a twisting action.
Fig. 12 CMP Location - 8.0L
1 - CAMSHAFT POSITION SENSOR
2 - MOUNTING BOLT
3 - TIMING CHAIN CASE/COVER
Fig. 13 Sensor Depth Positioning RibÐ8.0L V-10
Engine
1 - CAMSHAFT POSITION SENSOR
2 - PAPER SPACER
3 - RIB MATERIAL (FOR SENSOR DEPTH POSITIONING)
Fig. 14 Camshaft Sensor O-RingÐ8.0L
1 - SLOTTED MOUNTING HOLE
2 - SCRIBE LINE
3 - CAMSHAFT POSITION SENSOR O-RING
BR/BEIGNITION CONTROL 8I - 9
CAMSHAFT POSITION SENSOR (Continued)

(14) Again, install the sensor into the timing case/
cover with a slight rocking action until the sensor is
aligned to scribe line.
(15) Install sensor mounting bolt and tighten to 6
N´m (50 in. lbs.) torque.
(16) Connect engine wiring harness to sensor.
Replacing With a New Sensor
(1) Apply a small amount of engine oil to the sen-
sor o-ring (Fig. 14).
A low and high area are machined into the cam-
shaft drive gear (Fig. 15). The sensor is positioned in
the timing gear cover so that a small air gap (Fig.
15) exists between the face of sensor and the high
machined area of cam gear.
Before the sensor is installed, the cam gear may
have to be rotated. This is to allow the high
machined area on the gear to be directly in front of
the sensor mounting hole opening on the timing gear
cover.
Do not install sensor with gear positioned at
low area (Fig. 16) or (Fig. 15). When the engine
is started, the sensor will be broken.(2) Using a 1/2 in. wide metal ruler, measure the
distance from the cam gear to the face of the sensor
mounting hole opening on the timing gear cover (Fig.
16).
(3) If the dimension is approximately 1.818 inches,
it is OK to install sensor. Proceed to step Step 9.
(4) If the dimension is approximately 2.018 inches,
the cam gear will have to be rotated.
(5) Attach a socket to the vibration damper mount-
ing bolt and rotate engine until the 1.818 inch
dimension is attained.
(6) Install the sensor into the timing case/cover
with a slight rocking action. Do not twist the sensor
into position as damage to the o-ring may result.
Push the sensor all the way into the cover until the
rib material on the sensor (Fig. 13) contacts the cam-
shaft gear.
(7) Install the mounting bolt and tighten to 6 N´m
(50 in. lbs.) torque.
(8) Connect sensor wiring harness to engine har-
ness.
When the engine is started, the rib material will be
sheared off the face of sensor. This will automatically
set sensor air gap.
DISTRIBUTOR
DESCRIPTION
All 5.9L engines are equipped with a camshaft
driven mechanical distributor (Fig. 17) containing a
shaft driven distributor rotor. All distributors are
equipped with an internal camshaft position (fuel
sync) sensor (Fig. 17).
Fig. 16 Sensor Depth Dimensions
1 - 2.018©© DO NOT INSTALL SENSOR
2 - SENSOR MOUNTING HOLE OPENING
3 - SENSOR CENTER LINE
4 - TIMING CHAIN COVER
5 - 1.818©© OK TO INSTALL SENSOR
6 - CAM DRIVE GEAR
7 - HIGH MACHINED AREA
8 - LOW MACHINED AREA
Fig. 17 Distributor and Camshaft Position Sensor
1 - SYNC SIGNAL GENERATOR
2 - CAMSHAFT POSITION SENSOR
3 - PULSE RING
4 - DISTRIBUTOR ASSEMBLY
BR/BEIGNITION CONTROL 8I - 11
CAMSHAFT POSITION SENSOR (Continued)

OPERATION
The camshaft position sensor provides fuel injec-
tion synchronization and cylinder identification.
The distributor does not have built in centrifugal
or vacuum assisted advance. Base ignition timing
and all timing advance is controlled by the Power-
train Control Module (PCM). Because ignition timing
is controlled by the PCM,base ignition timing is
not adjustable.
The distributor is held to the engine in the conven-
tional method using a holddown clamp and bolt.
Although the distributor can be rotated, it will
have no effect on ignition timing.
All distributors contain an internal oil seal that
prevents oil from entering the distributor housing.
The seal is not serviceable.
REMOVAL
CAUTION: Base ignition timing is not adjustable on
any engine. Distributors do not have built in centrif-
ugal or vacuum assisted advance. Base ignition
timing and timing advance are controlled by the
Powertrain Control Module (PCM). Because a con-
ventional timing light can not be used to adjust dis-
tributor position after installation, note position of
distributor before removal.
(1) Remove air cleaner assembly.
(2) Disconnect negative cable from battery.
(3) Remove distributor cap from distributor (two
screws).
(4) Mark the position of distributor housing in
relationship to engine or dash panel. This is done to
aid in installation.
(5) Before distributor is removed, the number one
cylinder must be brought to the Top Dead Center
(TDC) firing position.
(6) Attach a socket to the Crankshaft Vibration
Damper mounting bolt.
(7) Slowly rotate engine clockwise, as viewed from
front, until indicating mark on crankshaft vibration
damper is aligned to 0 degree (TDC) mark on timing
chain cover (Fig. 18).
(8) The distributor rotor should now be aligned to
the CYL. NO. 1 alignment mark (stamped) into the
camshaft position sensor (Fig. 19). If not, rotate the
crankshaft through another complete 360 degree
turn. Note the position of the number one cylinder
spark plug cable (on the cap) in relation to rotor.
Rotor should now be aligned to this position.(9) Disconnect camshaft position sensor wiring
harness from main engine wiring harness.
(10) Remove distributor rotor from distributor
shaft.
(11) Remove distributor holddown clamp bolt and
clamp (Fig. 20). Remove distributor from vehicle.
CAUTION: Do not crank engine with distributor
removed. Distributor/crankshaft relationship will be
lost.
Fig. 18 Damper-To-Cover Alignment MarksÐTypical
1 - ALIGNMENT MARK
2 - TIMING CHAIN COVER MARKS
3 - CRANKSHAFT VIBRATION DAMPER
Fig. 19 Rotor Alignment Mark
1 - CAMSHAFT POSITION SENSOR ALIGNMENT MARK
2 - ROTOR
3 - DISTRIBUTOR
8I - 12 IGNITION CONTROLBR/BE
DISTRIBUTOR (Continued)

INSTALLATION
If engine has been cranked while distributor is
removed, establish the relationship between distribu-
tor shaft and number one piston position as follows:
Rotate crankshaft in a clockwise direction, as
viewed from front, until number one cylinder piston
is at top of compression stroke (compression should
be felt on finger with number one spark plug
removed). Then continue to slowly rotate engine
clockwise until indicating mark (Fig. 18) is aligned to
0 degree (TDC) mark on timing chain cover.
(1) Clean top of cylinder block for a good seal
between distributor base and block.
(2) Lightly oil the rubber o-ring seal on the distrib-
utor housing.
(3) Install rotor to distributor shaft.
(4) Position distributor into engine to its original
position. Engage tongue of distributor shaft with slot
in distributor oil pump drive gear. Position rotor to
the number one spark plug cable position.
(5) Install distributor holddown clamp and clamp
bolt. Do not tighten bolt at this time.
(6) Rotate the distributor housing until rotor is
aligned to CYL. NO. 1 alignment mark on the cam-
shaft position sensor (Fig. 19).(7) Tighten clamp holddown bolt (Fig. 20) to 22.5
N´m (200 in. lbs.) torque.
(8) Connect camshaft position sensor wiring har-
ness to main engine harness.
(9) Install distributor cap. Tighten mounting
screws.
(10) Refer to the following, Checking Distributor
Position.
Checking Distributor Position
To verify correct distributor rotational position, the
DRB scan tool must be used.
WARNING: WHEN PERFORMING THE FOLLOWING
TEST, THE ENGINE WILL BE RUNNING. BE CARE-
FUL NOT TO STAND IN LINE WITH THE FAN
BLADES OR FAN BELT. DO NOT WEAR LOOSE
CLOTHING.
(1) Connect DRB scan tool to data link connector.
The data link connector is located in passenger com-
partment, below and to left of steering column.
(2) Gain access to SET SYNC screen on DRB.
(3) Follow directions on DRB screen and start
engine. Bring to operating temperature (engine must
be in ªclosed loopº mode).
(4) With engine running atidle speed, the words
IN RANGE should appear on screen along with 0É.
This indicates correct distributor position.
(5) If a plus (+) or a minus (-) is displayed next to
degree number, and/or the degree displayed is not
zero, loosen but do not remove distributor holddown
clamp bolt. Rotate distributor until IN RANGE
appears on screen. Continue to rotate distributor
until achieving as close to 0É as possible. After
adjustment, tighten clamp bolt to 22.5 N´m (200 in.
lbs.) torque.
The degree scale on SET SYNC screen of DRB is
referring to fuel synchronization only.It is not
referring to ignition timing.Because of this, do
not attempt to adjust ignition timing using this
method. Rotating distributor will have no effect on
ignition timing. All ignition timing values are con-
trolled by powertrain control module (PCM).
After testing, install air cleaner assembly.
Fig. 20 Distributor Holddown Clamp
1 - CLAMP BOLT
2 - HOLDDOWN CLAMP
3 - DISTRIBUTOR HOUSING
BR/BEIGNITION CONTROL 8I - 13
DISTRIBUTOR (Continued)

in which they were removed from the engine. A sin-
gle plug displaying an abnormal condition indicates
that a problem exists in the corresponding cylinder.
Replace spark plugs at the intervals recommended in
Group O, Lubrication and Maintenance
Spark plugs that have low mileage may be cleaned
and reused if not otherwise defective, carbon or oil
fouled. Also refer to Spark Plug Conditions.
CAUTION: Never use a motorized wire wheel brush
to clean the spark plugs. Metallic deposits will
remain on the spark plug insulator and will cause
plug misfire.
DIAGNOSIS AND TESTING - SPARK PLUG
CONDITIONS
NORMAL OPERATING
The few deposits present on the spark plug will
probably be light tan or slightly gray in color. This is
evident with most grades of commercial gasoline
(Fig. 28). There will not be evidence of electrode
burning. Gap growth will not average more than
approximately 0.025 mm (.001 in) per 3200 km (2000
miles) of operation. Spark plugs that have normalwear can usually be cleaned, have the electrodes
filed, have the gap set and then be installed.
Some fuel refiners in several areas of the United
States have introduced a manganese additive (MMT)
for unleaded fuel. During combustion, fuel with MMT
causes the entire tip of the spark plug to be coated
with a rust colored deposit. This rust color can be
misdiagnosed as being caused by coolant in the com-
bustion chamber. Spark plug performance may be
affected by MMT deposits.
COLD FOULING/CARBON FOULING
Cold fouling is sometimes referred to as carbon
fouling. The deposits that cause cold fouling are basi-
cally carbon (Fig. 28). A dry, black deposit on one or
two plugs in a set may be caused by sticking valves
or defective spark plug cables. Cold (carbon) fouling
of the entire set of spark plugs may be caused by a
clogged air cleaner element or repeated short operat-
ing times (short trips).
WET FOULING OR GAS FOULING
A spark plug coated with excessive wet fuel or oil
is wet fouled. In older engines, worn piston rings,
leaking valve guide seals or excessive cylinder wear
can cause wet fouling. In new or recently overhauled
engines, wet fouling may occur before break-in (nor-
mal oil control) is achieved. This condition can usu-
ally be resolved by cleaning and reinstalling the
fouled plugs.
OIL OR ASH ENCRUSTED
If one or more spark plugs are oil or oil ash
encrusted (Fig. 29), evaluate engine condition for the
Fig. 27 Spark Plug Cable OrderÐ8.0L V-10 Engine
Fig. 28 Normal Operation and Cold (Carbon) Fouling
1 - NORMAL
2 - DRY BLACK DEPOSITS
3 - COLD (CARBON) FOULING
BR/BEIGNITION CONTROL 8I - 17
SPARK PLUG (Continued)

cause of oil entry into that particular combustion
chamber.
ELECTRODE GAP BRIDGING
Electrode gap bridging may be traced to loose
deposits in the combustion chamber. These deposits
accumulate on the spark plugs during continuous
stop-and-go driving. When the engine is suddenly
subjected to a high torque load, deposits partially liq-
uefy and bridge the gap between electrodes (Fig. 30).
This short circuits the electrodes. Spark plugs with
electrode gap bridging can be cleaned using standard
procedures.
SCAVENGER DEPOSITS
Fuel scavenger deposits may be either white or yel-
low (Fig. 31). They may appear to be harmful, but
this is a normal condition caused by chemical addi-
tives in certain fuels. These additives are designed to
change the chemical nature of deposits and decrease
spark plug misfire tendencies. Notice that accumula-
tion on the ground electrode and shell area may be
heavy, but the deposits are easily removed. Spark
plugs with scavenger deposits can be considered nor-
mal in condition and can be cleaned using standard
procedures.
CHIPPED ELECTRODE INSULATOR
A chipped electrode insulator usually results from
bending the center electrode while adjusting the
spark plug electrode gap. Under certain conditions,
severe detonation can also separate the insulator
from the center electrode (Fig. 32). Spark plugs with
this condition must be replaced.
PREIGNITION DAMAGE
Preignition damage is usually caused by excessive
combustion chamber temperature. The center elec-
trode dissolves first and the ground electrode dis-
solves somewhat latter (Fig. 33). Insulators appear
relatively deposit free. Determine if the spark plug
has the correct heat range rating for the engine.
Determine if ignition timing is over advanced or if
other operating conditions are causing engine over-
heating. (The heat range rating refers to the operat-
ing temperature of a particular type spark plug.
Spark plugs are designed to operate within specific
temperature ranges. This depends upon the thick-
ness and length of the center electrodes porcelain
insulator.)
Fig. 29 Oil or Ash Encrusted
Fig. 30 Electrode Gap Bridging
1 - GROUND ELECTRODE
2 - DEPOSITS
3 - CENTER ELECTRODE
Fig. 31 Scavenger Deposits
1 - GROUND ELECTRODE COVERED WITH WHITE OR
YELLOW DEPOSITS
2 - CENTER ELECTRODE
8I - 18 IGNITION CONTROLBR/BE
SPARK PLUG (Continued)

INSTRUMENT CLUSTER
TABLE OF CONTENTS
page page
INSTRUMENT CLUSTER
DESCRIPTION..........................2
OPERATION............................3
DIAGNOSIS AND TESTING - INSTRUMENT
CLUSTER............................6
REMOVAL.............................10
DISASSEMBLY.........................10
ASSEMBLY............................12
INSTALLATION.........................13
ABS INDICATOR
DESCRIPTION.........................14
OPERATION...........................14
AIRBAG INDICATOR
DESCRIPTION.........................15
OPERATION...........................15
BRAKE/PARK BRAKE INDICATOR
DESCRIPTION.........................15
OPERATION...........................15
DIAGNOSIS AND TESTING - BRAKE
INDICATOR..........................16
CHECK GAUGES INDICATOR
DESCRIPTION.........................17
OPERATION...........................17
CRUISE INDICATOR
DESCRIPTION.........................18
OPERATION...........................18
ENGINE TEMPERATURE GAUGE
DESCRIPTION.........................18
OPERATION...........................19
FUEL GAUGE
DESCRIPTION.........................19
OPERATION...........................20
GEAR SELECTOR INDICATOR
DESCRIPTION.........................20
OPERATION...........................21
HIGH BEAM INDICATOR
DESCRIPTION.........................21
OPERATION...........................21
DIAGNOSIS AND TESTING - HIGH BEAM
INDICATOR..........................21
LOW FUEL INDICATOR
DESCRIPTION.........................22
OPERATION...........................22
MALFUNCTION INDICATOR LAMP MIL
DESCRIPTION.........................23
OPERATION...........................23
ODOMETER
DESCRIPTION.........................24
OPERATION...........................24OIL PRESSURE GAUGE
DESCRIPTION.........................25
OPERATION...........................25
OVERDRIVE OFF INDICATOR
DESCRIPTION.........................26
OPERATION...........................26
SEATBELT INDICATOR
DESCRIPTION.........................27
OPERATION...........................27
SERVICE REMINDER INDICATOR
DESCRIPTION.........................27
OPERATION...........................28
SHIFT INDICATOR (TRANSFER CASE)
DESCRIPTION.........................28
OPERATION...........................28
DIAGNOSIS AND TESTING - FOUR-WHEEL
DRIVE INDICATOR....................29
SPEEDOMETER
DESCRIPTION.........................29
OPERATION...........................30
TACHOMETER
DESCRIPTION.........................30
OPERATION...........................30
TRANS OVERTEMP INDICATOR
DESCRIPTION.........................31
OPERATION...........................31
TURN SIGNAL INDICATOR
DESCRIPTION.........................32
OPERATION...........................32
DIAGNOSIS AND TESTING - TURN SIGNAL
INDICATOR..........................32
UPSHIFT INDICATOR
DESCRIPTION.........................32
OPERATION...........................33
VOLTAGE GAUGE
DESCRIPTION.........................33
OPERATION...........................33
WAIT-TO-START INDICATOR
DESCRIPTION.........................34
OPERATION...........................34
WASHER FLUID INDICATOR
DESCRIPTION.........................35
OPERATION...........................35
DIAGNOSIS AND TESTING - WASHER FLUID
INDICATOR..........................35
WATER-IN-FUEL INDICATOR
DESCRIPTION.........................36
OPERATION...........................36
BR/BEINSTRUMENT CLUSTER 8J - 1