brake DODGE RAM 2002 Service Manual PDF

HCU pump and solenoids. A second base brake bleed-
ing procedure is then required to remove any air
remaining in the system.
(1) Perform the base brake bleeding, (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL - STAN-
DARD PROCEDURE).
(2) Connect the scan tool to the Data Link Connec-
tor.(3) Select ANTILOCK BRAKES, followed by MIS-
CELLANEOUS, then ABS BRAKES. Follow the
instructions displayed. When scan tool displays TEST
COMPLETE, disconnect scan tool and proceed.
(4) Perform base brake bleeding a second time,
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL -
STANDARD PROCEDURE).
(5) Top off master cylinder fluid level and verify
proper brake operation before moving vehicle.
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
ABS Assembly
Bracket Bolts13 10 120
ABS Assembly
Mounting Nuts13 10 102
ABS Assembly
CAB Screws4335
ABS Assembly
Brake Lines21 15 190
Wheel Speed Sensor
Frt. Bolts (4x2)23 17 200
Wheel Speed Sensor
Frt. Bolts (4x4)14 10 120
Wheel Speed Sensor
Rear Bolt24 18 210
BR/BEBRAKES - ABS 5 - 37
BRAKES - ABS (Continued)

FRONT WHEEL SPEED
SENSOR
DESCRIPTION
The ABS brake system uses 3 wheel speed sensors.
A sensor is mounted to each front steering knuckles.
The third sensor is mounted on top of the rear axle
differential housing.
OPERATION
The Wheel Speed Sensor consists of a magnet sur-
rounded by windings from a single strand of wire.
The sensor sends a small AC signal to the CAB. This
signal is generated by magnetic induction. The mag-
netic induction is created when a toothed sensor ring
(exciter ring or tone wheel) passes the stationary
magnetic WSS.
When the ring gear is rotated, the exciter ring
passes the tip of the WSS. As the exciter ring tooth
approaches the tip of the WSS, the magnetic lines of
force expand, causing the magnetic field to cut across
the sensor's windings. This, in turn causes current to
flow through the WSS circuit (Fig. 2) in one direc-
tion. When the exciter ring tooth moves away from
the sensor tip, the magnetic lines of force collapse
cutting the winding in the opposite direction. This
causes the current to flow in the opposite direction.
Every time a tooth of the exciter ring passes the tip
of the WSS, an AC signal is generated. Each AC sig-
nal (positive to negative signal or sinewave) is inter-
preted by the CAB. It then compares the frequency of
the sinewave to a time value to calculate vehicle
speed. The CAB continues to monitor the frequency
to determine a deceleration rate that would indicate
a possible wheel-locking tendency.
The signal strength of any magnetic induction sen-
sor is directly affected by:
²Magnetic field strength; the stronger the mag-
netic field, the stronger the signal
²Number of windings in the sensor; more wind-
ings provide a stronger signal
²Exciter ring speed; the faster the exciter ring/
tone wheel rotates, the stronger the signal will be
²Distance between the exciter ring teeth and
WSS; the closer the WSS is to the exciter ring/tone
wheel, the stronger the signal will be
The rear WSS is not adjustable. A clearance speci-
fication has been established for manufacturing toler-
ances. If the clearance is not within these
specifications, then either the WSS or other compo-
nents may be damaged. The clearance between the
WSS and the exciter ring is 0.005 ± 0.050 in.
The assembly plant performs a ªRolls Testº on
every vehicle that leaves the assembly plant. One of
the test performed is a test of the WSS. To properlytest the sensor, the assembly plant connects test
equipment to the Data Link Connector (DLC). This
connector is located to the right of the steering col-
umn and attached to the lower portion of the instru-
ment panel (Fig. 3). The rolls test terminal is spliced
to the WSS circuit. The vehicle is then driven on a
set of rollers and the WSS output is monitored for
proper operation.
Fig. 2 Operation of the Wheel Speed Sensor
1 - MAGNETIC CORE
2 - CAB
3 - AIR GAP
4 - EXCITER RING
5 - COIL
Fig. 3 Data Link Connector - Typical
1 - 16±WAY DATA LINK CONNECTOR
5 - 38 BRAKES - ABSBR/BE

REMOVAL
REMOVAL - 4X2
(1) Raise and support vehicle.
(2) Disconnect the ABS wheel speed sensor wire
from under the hood. Remove sensor wire from the
frame, brake hose and steering knuckle.
(3) Remove sensor bolt from the backside of the
steering knuckle and remove the sensor (Fig. 4).
REMOVAL - 4X4
(1) Disconnect the ABS wheel speed sensor wire
from under the hood.
(2) Raise and support the vehicle.
(3) Remove the tire and wheel assembly.
(4) Remove the sensor wire from the clips on the
brake hose.
(5) Remove the brake caliper. (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - REMOVAL).
(6) Remove the disc brake rotor and adapter.
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
ROTORS - REMOVAL).
(7) Bend the tab on the dust shield upwards to
allow access to the bolt.
(8) Remove the bolt attaching the sensor to the
hub bearing. (Fig. 5)
(9) Remove the sensor wire.
INSTALLATION
INSTALLATION - 4X2
(1) Position sensor in knuckle.
(2) Install and tighten sensor bolt to 23 N´m (17 ft.
lbs.).Use original or replacement sensor bolt
only. The bolt is special and must not be substi-
tuted.
(3) Install sensor wire to the steering knuckle,
brake hose and frame. Connect the wheel speed sen-
sor wire under the hood.
(4) Check sensor wire routing. Be sure wire is
clear of all chassis components and is not twisted or
kinked at any spot.
(5) Remove support and lower the vehicle.
(6) Verify sensor operation with scan tool.
INSTALLATION - 4X4
NOTE: Use original or replacement sensor bolts
only. The bolts are special and must not be substi-
tuted.
(1) Install the sensor in the hub bearing and
tighten the bolt to 14 N´m (11 ft. lbs.). (Fig. 5)
(2) Bend the dust shield tab back downwards into
position.
(3) Install the disc brake rotor and caliper adapter.
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
ROTORS - REMOVAL).
(4) Install the brake caliper. (Refer to 5 - BRAKES/
HYDRAULIC/MECHANICAL/DISC BRAKE CALI-
PERS - REMOVAL).
(5) Route the wire into the clips.
Fig. 4 Wheel Speed Sensor - 4x2
1 - KNUCKLE
2 - SENSOR
Fig. 5 WHEEL SPEED SENSOR - 4X4
1 - HUB/BEARING
2 - WHEEL SPEED SENSOR
BR/BEBRAKES - ABS 5 - 39

NOTE: Check the sensor wire routing. Be sure the
wire is clear of all chassis components and is not
twisted or kinked at any spot.
(6) Install the tire and wheel assembly.
(7) Remove the support and lower the vehicle.
(8) Reconnect the ABS wheel speed sensor wire
electrical connector inside the engine compartment.
(9) Apply the brakes several times to seat the
brake shoes and caliper piston. Do not move the vehi-
cle until a firm brake pedal is obtained.
(10) Verify the wheel speed sensor operation with
a scan tool.
REAR WHEEL SPEED SENSOR
DIAGNOSIS AND TESTING - REAR WHEEL
SPEED SENSOR
Diagnosis of base brake conditions which are
mechanical in nature should be performed first. This
includes brake noise, lack of power assist, parking
brake, or vehicle vibration during normal braking.
The Antilock brake system performs several self-
tests every time the ignition switch is turned on and
the vehicle is driven. The CAB monitors the system
inputs and outputs circuits to verify the system is
operating properly. If the CAB senses a malfunction
in the system it will set a DTC into memory and trig-
ger the warning lamp.
NOTE: The MDS or DRB III scan tool is used to
diagnose the Antilock Brake system. For test proce-
dures refer to the Chassis Diagnostic Manual.
REMOVAL
(1) Raise vehicle on hoist.
(2) Remove brake line mounting nut and remove
the brake line from the sensor stud.
(3) Remove mounting stud from the sensor and
shield (Fig. 6) .
(4) Remove sensor and shield from differential
housing.
(5) Disconnect sensor wire harness and remove
sensor.
INSTALLATION
(1) Connect harness to sensor.Be sure seal is
securely in place between sensor and wiring
connector.
(2) Install O-ring on sensor (if removed).
(3) Insert sensor in differential housing.
(4) Install sensor shield.
(5) Install the sensor mounting stud and tighten to
24 N´m (18 ft. lbs.).(6) Install the brake line on the sensor stud and
install the nut.
(7) Lower vehicle.
HCU (HYDRAULIC CONTROL
UNIT)
DESCRIPTION
The hydraulic control unit (HCU) consists of a
valve body, pump, two accumulators and a motor.
The assembly is mounted on the driverside inner
fender under the hood.
OPERATION
The pump, motor, and accumulators are combined
into an assembly attached to the valve body. The
accumulators store the extra fluid which had to be
dumped from the brakes. This is done to prevent the
wheels from locking up. The pump provides the fluid
volume needed and is operated by a DC type motor.
The motor is controlled by the CAB.
During normal braking, the HCU solenoid valves
and pump are not activated. The master cylinder and
power booster operate the same as a vehicle without
an ABS brake system.
The valve body contains the solenoid valves. The
valves modulate brake pressure during antilock brak-
ing and are controlled by the CAB.
The HCU provides three channel pressure control
to the front and rear brakes. One channel controls
the rear wheel brakes in tandem. The two remaining
channels control the front wheel brakes individually.
Fig. 6 Rear Speed Sensor Mounting
1 - WHEEL SPEED SENSOR
2 - AXLE
5 - 40 BRAKES - ABSBR/BE
FRONT WHEEL SPEED SENSOR (Continued)

During antilock braking, the solenoid valves are
opened and closed as needed. The valves are not
static. They are cycled rapidly and continuously to
modulate pressure and control wheel slip and decel-
eration.
During antilock braking, solenoid valve pressure
modulation occurs in three stages, pressure decrease,
pressure hold, and pressure increase. The valves are
all contained in the valve body portion of the HCU.
PRESSURE DECREASE
The inlet valve is closed and the outlet valve is
opened during the pressure decrease cycle.
A pressure decrease cycle is initiated when speed
sensor signals indicate high wheel slip at one or
more wheels. At this point, the CAB closes the inlet
to prevent the driver from further increasing the
brake pressure and locking the brakes. The CAB
then opens the outlet valve, which also opens the
return circuit to the accumulators. Fluid pressure is
allowed to bleed off (decrease) as needed to prevent
wheel lock.
Once the period of high wheel slip has ended, the
CAB closes the outlet valve and begins a pressure
increase or hold cycle as needed.
PRESSURE HOLD
Both solenoid valves are closed in the pressure
hold cycle. Fluid apply pressure in the control chan-
nel is maintained at a constant rate. The CAB main-
tains the hold cycle until sensor inputs indicate a
pressure change is necessary.
PRESSURE INCREASE
The inlet valve is open and the outlet valve is
closed during the pressure increase cycle. The pres-
sure increase cycle is used to counteract unequal
wheel speeds. This cycle controls re-application of
fluid apply pressure due to changing road surfaces or
wheel speed.
REMOVAL
(1) Disconnect battery negative cable.
(2) Push the harness connector locks to release the
locks, then remove the connectors from the CAB.
(3) Disconnect brake lines from HCU (Fig. 7).
(4) Remove the two mounting bolts on either side
of the assembly which attach the assembly to the
mounting bracket.
(5) Tilt the assembly upward were the brake lines
attach and remove the assembly from the mounting
bracket.
INSTALLATION
(1) Install the assembly into the mounting bracket.
(2) Install the mounting bolts and tighten to 12
N´m (102 in. lbs.).
(3) Connect the CAB harnesses.
(4) Connect the brake lines to the HCU. Tighten
brake line fittings to 19-23 N´m (170-200 in. lbs.).
(5) Connect battery.
(6) Bleed brake system, (Refer to 5 - BRAKES -
STANDARD PROCEDURE).
Fig. 7 Brake Lines
1 - BRAKE LINES
2 - HCU
BR/BEBRAKES - ABS 5 - 41
HCU (HYDRAULIC CONTROL UNIT) (Continued)

CLUTCH PEDAL
REMOVAL
(1) Remove knee bolster for access to pedal pivot
shaft.
(2) Remove brake lamp switch.
(3) Remove retaining clips that secure the brake
and clutch pedals to the push rods (Fig. 23).
(4) Remove the brake and clutch master cylinder
pushrods from the pedals.
(5) Remove retainer from passenger side of pedal
pivot shaft (Fig. 24).
(6) Push pedal pivot shaft toward driver side of
support only enough to remove clutch pedal. It is not
necessary to remove shaft from pedal support
entirely.
(7) Remove clutch pedal.
INSTALLATION
Inspect bushings in clutch and brake pedals (Fig.
24). Replace bushings if worn, cracked, or distorted.
(1) Lubricate pedal shaft, pedal shaft bore (Fig. 24)
and all bushings with Mopar Multi Mileage or high
temperature bearing grease.
(2) Position clutch pedal in support. Align pedal
with pivot shaft and slide shaft through pedal bush-
ings. Then repeat process for brake pedal.(3) Slide pedal shaft through support and install
shaft retainer.
(4) Secure push rods to clutch and brake pedals.
(5) Install brake lamp switch in bracket.
(6) Install knee bolster.
LINKAGE
REMOVAL
NOTE: The factory installed hydraulic linkage has a
quick disconnect at the slave cylinder. This fitting
should not be disconnected, the hydraulic linkage
is serviced as an assembly only, but it comes as
two pieces to ease installation. Once the clutch
hydraulic line is connected to the slave cylinder, it
should not be disconnected.
(1) Raise and support vehicle.
(2) Remove nuts attaching slave cylinder to studs
on clutch housing (Fig. 25).
(3) Remove slave cylinder from clutch housing.
(4) Remove the plastic clip securing the hydraulic
line to the dash panel from the lower dash panel
flange.
Fig. 23 Clutch Cylinder And Push Rod
1 - PIN
2 - CLUTCH INTERLOCK WIRE
3 - PUSH ROD
4 - CLIP
Fig. 24 Clutch/Brake Pedal Mounting
1 - PEDAL SUPPORT
2 - SHAFT RETAINER
3 - BRAKE PEDAL
4 - CLUTCH PEDAL
5 - SHAFT RETAINER
6 - PEDAL PIVOT SHAFT
7 - BUSHINGS
BR/BECLUTCH 6 - 15

DESCRIPTIONÐHOSE CLAMPS
The cooling system utilizes both worm drive and
spring type hose clamps. If a spring type clamp
replacement is necessary, replace with the original
Mopartequipment spring type clamp.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps. If replacement
is necessary, use only a original equipment clamp
with matching number or letter (Fig. 4).
OPERATION
OPERATIONÐHOSE CLAMPS
The worm type hose clamp uses a specified torque
value to maintain proper tension on a hose connec-
tion.
The spring type hose clamp applies constant ten-
sion on a hose connection. To remove a spring type
hose clamp, only use constant tension clamp pliers
designed to compress the hose clamp.
OPERATIONÐCOOLING SYSTEM
The cooling system regulates engine operating tem-
perature. It allows the engine to reach normal oper-
ating temperature as quickly as possible. It also
maintains normal operating temperature and pre-
vents overheating.
The cooling system also provides a means of heat-
ing the passenger compartment and cooling the auto-
matic transmission fluid (if equipped). The cooling
system is pressurized and uses a centrifugal water
pump to circulate coolant throughout the system.
An optional factory installed maximum duty cool-
ing package is available on most models. This pack-age will provide additional cooling capacity for
vehicles used under extreme conditions such as
trailer towing in high ambient temperatures.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - PRELIMINARY
CHECKS
ENGINE COOLING SYSTEM OVERHEATING
Establish what driving conditions caused the com-
plaint. Abnormal loads on the cooling system such as
the following may be the cause:
²PROLONGED IDLE
²VERY HIGH AMBIENT TEMPERATURE
²SLIGHT TAIL WIND AT IDLE
²SLOW TRAFFIC
²TRAFFIC JAMS
²HIGH SPEED OR STEEP GRADES
Driving techniques that avoid overheating are:
²Idle with A/C off when temperature gauge is at
end of normal range.
²Increasing engine speed for more air flow is rec-
ommended.
TRAILER TOWING:
Consult Trailer Towing section of owners manual.
Do not exceed limits.
AIR CONDITIONING; ADD-ON OR AFTER MARKET:
A maximum cooling package should have been
ordered with vehicle if add-on or after market A/C is
installed. If not, maximum cooling system compo-
nents should be installed for model involved per
manufacturer's specifications.
RECENT SERVICE OR ACCIDENT REPAIR:
Determine if any recent service has been per-
formed on vehicle that may effect cooling system.
This may be:
²Engine adjustments (incorrect timing)
²Slipping engine accessory drive belt(s)
²Brakes (possibly dragging)
²Changed parts. Incorrect water pump or pump
rotating in wrong direction due to belt not correctly
routed
²Reconditioned radiator or cooling system refill-
ing (possibly under filled or air trapped in system).
NOTE: If investigation reveals none of the previous
items as a cause for an engine overheating com-
plaint, (Refer to 7 - COOLING - DIAGNOSIS AND
TESTING)
Fig. 4 Spring Clamp Size Location
1 - SPRING CLAMP SIZE LOCATION
7 - 4 COOLINGBR/BE
COOLING (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
8. Incorrect coolant concentration 8. Check coolant. (Refer to
LUBRICATION & MAINTENANCE/
FLUID TYPES - DESCRIPTION).
9. Coolant not flowing through
system9. Check for coolant flow at radiator
filler neck with some coolant
removed, engine warm and
thermostat open. Coolant should be
observed flowing through radiator. If
flow is not observed, determine area
of obstruction and repair as
necessary.
10. Radiator or A/C condenser fins
are dirty or clogged.10. Remove insects and debris.
(Refer to 7 - COOLING -
STANDARD PROCEDURE).
11. Radiator core is corroded or
plugged.11. Have radiator re-cored or
replaced.
12. Aftermarket A/C installed
without proper radiator.12. Install proper radiator.
13. Fuel or ignition system
problems.13. Refer to 14 - Fuel System or 8 -
Electrical for diagnosis and testing
procedures.
14. Dragging brakes. 14. Check and correct as
necessary. (Refer to 5 - BRAKES -
DIAGNOSIS AND TESTING) for
correct procedures.
15. Bug screen or cardboard is
being used, reducing airflow.15. Remove bug screen or
cardboard.
16. Thermostat partially or
completely shut.16. Check thermostat operation and
replace as necessary. (Refer to 7 -
COOLING/ENGINE/ENGINE
COOLANT THERMOSTAT -
REMOVAL).
17. Viscous fan drive not operating
properly.17. Check fan drive operation and
replace as necessary. (Refer to 7 -
COOLING/ENGINE/FAN DRIVE
VISCOUS CLUTCH - REMOVAL).
18. Cylinder head gasket leaking. 18. Check for cylinder head gasket
leaks. (Refer to 7 - COOLING -
DIAGNOSIS AND TESTING).
19. Heater core leaking. 19. Check heater core for leaks.
(Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING -
DIAGNOSIS AND TESTING).
Repair as necessary.
BR/BECOOLING 7 - 9
COOLING (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
13. Brakes dragging. 13. Check brakes. (Refer to 5 -
BRAKES/HYDRAULIC/
MECHANICAL - DIAGNOSIS AND
TESTING)
TEMPERATURE GAUGE READING
INCONSISTENT ( ERRATIC,
CYCLES OR FLUCTUATES)1. Heavy duty cooling system,
extream cold ambient (outside)
temperature or heater blower motor
in high position.1. None. System operating normaly.
2. Temperature gauge or gauge
sensor defective.2. Check gauge. (Refer to 8 -
ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND
TESTING)
3. Temporary heavy usage or load. 3. None. Normal condition.
4. Air traped in cooling system. 4. Fill cooling system (Refer to 7 -
COOLING - STANDARD
PROCEDURE).
5. Water pump 5. Replace water pump.
6. Air leak on suction side of water
pump.6. Check for leak. (Refer to 7 -
COOLING - DIAGNOSIS AND
TESTING)
RADIATOR CAP LEAKING STEAM
AND /OR COOLANT INTO
RESERVOIR BOTTLE.
(TEMPERATURE GAUGE MAY
READ HIGH)1. Radiator cap defective. 1. Replace radiator cap.
2. Radiator neck surface damaged. 2. Replace radiator.
HOSE OR HOSES COLLAPSE
WHEN ENGINE IS COOLING.1. Vacuum created in cooling
system on engine cool-down is not
being relieved through coolant
reservior/overflow system.1. Replace radiator cap, check vent
hose between radiator and reservoir
bottle for blockage also check
reservoir bottle vent for blockage.
NOISY FAN 1. Fan blade(s) loose, damaged. 1. Replace fan blade assembly.
2. Thermal viscous fan drive. 2. None. Normal condition.
3. Fan blades striking surrounding
objects.3. Locate contact point and repair
as necessary.
4. Thermal viscous fan drive
bearing.4. Replace viscous fan drive
assembly.
5. Obstructed air flow through
radiator.5. Remove obstruction.
INADEQUATE AIR CONDITIONER
PERFORMANCE (COOLING
SYSTEM SUSPECTED)1. Radiator and/or A/C condenser
air flow obstructed.1. Remove obstruction and/or clean.
7 - 14 COOLINGBR/BE
COOLING (Continued)

ELECTRONIC CONTROL MODULES
TABLE OF CONTENTS
page page
CENTRAL TIMER MODULE
DESCRIPTION..........................1
OPERATION............................3
DIAGNOSIS AND TESTING - CENTRAL TIMER
MODULE.............................4
REMOVAL.............................5
INSTALLATION..........................6
COMMUNICATION
DESCRIPTION - CCD DATA BUS............6
OPERATION - CCD DATA BUS..............7
DIAGNOSIS AND TESTING - CCD DATA BUS . . 11
CONTROLLER ANTILOCK BRAKE
DESCRIPTION.........................11
OPERATION...........................11
REMOVAL.............................11
INSTALLATION.........................12
DATA LINK CONNECTOR
DESCRIPTION - DATA LINK CONNECTOR....12
OPERATION - DATA LINK CONNECTOR......12
ENGINE CONTROL MODULE
DESCRIPTION - ECM....................13
OPERATION - ECM.....................13
REMOVAL.............................14
INSTALLATION.........................14POWERTRAIN CONTROL MODULE
DESCRIPTION
DESCRIPTION - PCM..................15
DESCRIPTION - MODES OF OPERATION . . . 15
DESCRIPTION - 5 VOLT SUPPLIES.......17
DESCRIPTION - IGNITION CIRCUIT SENSE . 17
DESCRIPTION - POWER GROUNDS......17
DESCRIPTION - SENSOR RETURN.......17
DESCRIPTION - SIGNAL GROUND........17
OPERATION
OPERATION - PCM - GAS ENGINES.......18
OPERATION - DIESEL..................18
OPERATION - 5 VOLT SUPPLIES.........19
OPERATION - IGNITION CIRCUIT SENSE . . . 19
REMOVAL.............................19
INSTALLATION.........................20
HEATED SEAT MODULE
DESCRIPTION.........................20
OPERATION...........................20
DIAGNOSIS AND TESTING - HEATED SEAT
MODULE............................21
REMOVAL.............................23
INSTALLATION.........................23
CENTRAL TIMER MODULE
DESCRIPTION
Three versions of the Central Timer Module (CTM)
are available on this vehicle, a base version (Fig. 1),
a high-line version (Fig. 2), and a premium version.
Whichever version of the CTM the vehicle is
equipped with, it is concealed under the driver side
end of the instrument panel inboard of the instru-
ment panel steering column opening, where it is
secured to a stamped steel bracket that is integral to
the instrument panel armature. The CTM is enclosed
in a molded plastic housing with one (base) or two
(high-line/premium) integral external connector
receptacles that connect it to the vehicle electrical
system through one (base) or two (high-line/pre-
mium) take outs with connectors from the instru-
ment panel wire harness.
The base version of the CTM is used on base mod-
els of this vehicle. It is also sometimes referred to as
the Integrated Electronic Module (IEM). The base
version of the CTM combines the functions of achime module and an intermittent wipe module in a
single unit. The high-line version of the CTM is used
on high-line vehicles. The high-line CTM provides all
of the functions of the base version of the CTM, but
also is used to control and integrate many additional
electronic functions and features included on high-
line models. The premium version of the CTM is the
same as the high-line version, but is used only on
models equipped with the heated seat option.
The high-line and premium versions of the CTM
utilize integrated circuitry and information carried
on the Chrysler Collision Detection (CCD) data bus
network along with many hard wired inputs to mon-
itor many sensor and switch inputs throughout the
vehicle. In response to those inputs, the internal cir-
cuitry and programming of the CTM allow it to con-
trol and integrate many electronic functions and
features of the vehicle through both hard wired out-
puts and the transmission of electronic message out-
puts to other electronic modules in the vehicle over
the CCD data bus.
BR/BEELECTRONIC CONTROL MODULES 8E - 1