Output speed sensor DODGE RAM 2003 Service User Guide

molded plastic cluster housing serves as the carrier
for the cluster circuit board and circuitry, the cluster
connector receptacles, the RKE interface connector,
the gauges, a Light Emitting Diode (LED) for each
cluster indicator, two VFD units, an audible tone
generator, the cluster overlay, the gauge pointers, the
odometer/trip odometer switch and the switch button.
The cluster overlay is a laminated plastic unit. The
dark, visible, outer surface of the overlay is marked
with all of the gauge dial faces and graduations, but
this layer is also translucent. The darkness of this
outer layer prevents the cluster from appearing clut-
tered or busy by concealing the cluster indicators
that are not illuminated, while the translucence of
this layer allows those indicators and icons that are
illuminated to be readily visible. The underlying
layer of the overlay is opaque and allows light from
the LED for each of the various indicators and the
incandescent illumination lamps behind it to be visi-
ble through the outer layer of the overlay only
through predetermined stencil-like cutouts. A rectan-
gular opening in the overlay at the base of both the
speedometer and tachometer dial faces has a smoked
clear lens through which the illuminated VFD units
can be viewed.
Several versions of the EMIC module are offered
on this model. These versions accommodate all of the
variations of optional equipment and regulatory
requirements for the various markets in which the
vehicle will be offered. The microprocessor-based
EMIC utilizes integrated circuitry and information
carried on the Programmable Communications Inter-
face (PCI) data bus network along with several hard
wired analog and multiplexed inputs to monitor sen-
sors and switches throughout the vehicle. In response
to those inputs, the internal circuitry and program-
ming of the EMIC allow it to control and integrate
many electronic functions and features of the vehicle
through both hard wired outputs and the transmis-
sion of electronic message outputs to other electronic
modules in the vehicle over the PCI data bus. (Refer
to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/COMMUNICATION - DESCRIPTION -
PCI BUS).
Besides typical instrument cluster gauge and indi-
cator support, the electronic functions and features
that the EMIC supports or controls include the fol-
lowing:
²Audible Warnings- The EMIC electronic cir-
cuit board is equipped with an audible tone generator
and programming that allows it to provide various
audible alerts to the vehicle operator, including
chime tones and beep tones. An electromechanical
relay is also soldered onto the circuit board to pro-
duce audible clicks that emulate the sound of a con-
ventional turn signal or hazard warning flasher.(Refer to 8 - ELECTRICAL/CHIME/BUZZER -
DESCRIPTION).
²Brake Lamp Control- The EMIC provides
electronic brake lamp request messages to the Front
Control Module (FCM) located on the Integrated
Power Module (IPM) for brake lamp control, exclud-
ing control of the Center High Mounted Stop Lamp
(CHMSL), which remains controlled by a direct hard
wired output of the brake lamp switch.
²Brake Transmission Shift Interlock Control
- The EMIC monitors inputs from the brake lamp
switch, ignition switch, and the Transmission Range
Sensor (TRS), then controls a high-side driver output
to operate the Brake Transmission Shift Interlock
(BTSI) solenoid that locks and unlocks the automatic
transmission gearshift selector lever on the steering
column.
²Cargo Lamp Control- The EMIC provides
direct control of cargo lamp operation with a load
shedding (battery saver) feature which will automat-
ically turn off the cargo lamp if it remains on after a
timed interval.
²Central Locking- The EMIC provides support
for the central locking feature of the power lock sys-
tem. This feature will lock or unlock all doors based
upon the input from the door cylinder lock switch.
Door cylinder lock switches are used only on models
equipped with the optional Vehicle Theft Security
System (VTSS).
²Door Lock Inhibit- The EMIC inhibits locking
of the doors with the power lock switch when the key
is in the ignition switch and the driver side front
door is ajar. However, operation of the door locks is
not inhibited under the same conditions when the
Lock button of the optional RKE transmitter is
depressed.
²Enhanced Accident Response- The EMIC
monitors an input from the Airbag Control Module
(ACM) and, following an airbag deployment, will
immediately disable the power lock output, unlock all
doors by activating the power unlock output, then
enables the power lock output if the power lock
switch input remains inactive for two seconds. This
feature, like all other enhanced accident response
features, is dependent upon a functional vehicle elec-
trical system following the vehicle impact event.
²Exterior Lighting Control- The EMIC pro-
vides electronic head lamp and/or park lamp request
messages to the Front Control Module (FCM) located
on the Integrated Power Module (IPM) for the appro-
priate exterior lamp control of standard head and
park lamps, as well as optional front fog lamps. This
includes support for headlamp beam selection and
the optical horn feature, also known as flash-to-pass.
²Exterior Lighting Fail-safe- In the absence of
a headlamp switch input, the EMIC will turn on the
DRINSTRUMENT CLUSTER 8J - 3
INSTRUMENT CLUSTER (Continued)

NOTE: Certain indicators in this instrument cluster
are automatically configured. This feature allows
those indicators to be activated or deactivated for
compatibility with certain optional equipment. If the
problem being diagnosed involves improper illumi-
nation of the cruise indicator, the electronic throttle
control indicator, the overdrive-off indicator, the
service four-wheel drive indicator, the transmission
overtemp indicator, the upshift indicator, the secu-
rity indicator or the gear selector indicator, discon-
nect and isolate the battery negative cable. After
about five minutes, reconnect the battery negative
cable and turn the ignition switch to the On posi-
tion. The instrument cluster should automatically
relearn the equipment in the vehicle and properly
configure the configurable indicators accordingly.
ABS INDICATOR
DESCRIPTION
An Antilock Brake System (ABS) indicator is stan-
dard equipment on all instrument clusters. However,
the instrument cluster can be programmed to disable
this indicator on vehicles that are not equipped with
the ABS or Rear Wheel Anti-Lock (RWAL) brake sys-
tems, which are not available in some markets. On
vehicles equipped with a gasoline engine, the ABS
indicator is located near the lower edge of the instru-
ment cluster, between the tachometer and the speed-
ometer. On vehicles equipped with a diesel engine,
the ABS indicator is located on the right side of the
instrument cluster, to the right of the engine temper-
ature gauge. The ABS indicator consists of a stencil-
like cutout of the International Control and Display
Symbol icon for ªFailure of Anti-lock Braking Sys-
temº in the opaque layer of the instrument cluster
overlay. The dark outer layer of the overlay prevents
the indicator from being clearly visible when it is not
illuminated. An amber Light Emitting Diode (LED)
behind the cutout in the opaque layer of the overlay
causes the icon to appear in amber through the
translucent outer layer of the overlay when the indi-
cator is illuminated from behind by the LED, which
is soldered onto the instrument cluster electronic cir-
cuit board. The ABS indicator is serviced as a unit
with the instrument cluster.
OPERATION
The ABS indicator gives an indication to the vehi-
cle operator when the ABS system is faulty or inop-
erative. This indicator is controlled by a transistor on
the instrument cluster circuit board based upon clus-
ter programming and electronic messages received by
the cluster from the Controller Antilock Brake (CAB)over the Programmable Communications Interface
(PCI) data bus. The ABS indicator Light Emitting
Diode (LED) is completely controlled by the instru-
ment cluster logic circuit, and that logic will only
allow this indicator to operate when the instrument
cluster receives a battery current input on the fused
ignition switch output (run-start) circuit. Therefore,
the LED will always be off when the ignition switch
is in any position except On or Start. The LED only
illuminates when it is provided a path to ground by
the instrument cluster transistor. The instrument
cluster will turn on the ABS indicator for the follow-
ing reasons:
²Bulb Test- Each time the ignition switch is
turned to the On position the ABS indicator is illu-
minated by the cluster for about two seconds as a
bulb test.
²ABS Lamp-On Message- Each time the clus-
ter receives a lamp-on message from the CAB, the
ABS indicator will be illuminated. The indicator
remains illuminated until the cluster receives a
lamp-off message from the CAB, or until the ignition
switch is turned to the Off position, whichever occurs
first.
²Communication Error- If the cluster receives
no lamp-on or lamp-off messages from the CAB for
three consecutive seconds, the ABS indicator is illu-
minated. The indicator remains illuminated until the
cluster receives a valid message from the CAB, or
until the ignition switch is turned to the Off position,
whichever occurs first.
²Actuator Test- Each time the instrument clus-
ter is put through the actuator test, the ABS indica-
tor will be turned on, then off again during the bulb
check portion of the test to confirm the functionality
of the LED and the cluster control circuitry.
²ABS Diagnostic Test- The ABS indicator is
blinked on and off by lamp-on and lamp-off messages
from the CAB during the performance of the ABS
diagnostic tests.
The CAB continually monitors the ABS circuits
and sensors to decide whether the system is in good
operating condition. The CAB then sends the proper
lamp-on or lamp-off messages to the instrument clus-
ter. If the CAB sends a lamp-on message after the
bulb test, it indicates that the CAB has detected a
system malfunction and/or that the ABS system has
become inoperative. The CAB will store a Diagnostic
Trouble Code (DTC) for any malfunction it detects.
Each time the ABS indicator fails to light due to an
open or short in the cluster ABS indicator circuit, the
cluster sends a message notifying the CAB of the
condition, then the instrument cluster and the CAB
will each store a DTC. For proper diagnosis of the
antilock brake system, the CAB, the PCI data bus, or
the electronic message inputs to the instrument clus-
DRINSTRUMENT CLUSTER 8J - 17
INSTRUMENT CLUSTER (Continued)

ter that control the ABS indicator, a DRBIIItscan
tool is required. Refer to the appropriate diagnostic
information.
AIRBAG INDICATOR
DESCRIPTION
An airbag indicator is standard equipment on all
instrument clusters. However, the instrument cluster
can be programmed to disable this indicator on vehi-
cles that are not equipped with the airbag system,
which is not available in some markets. The airbag
indicator is located near the upper edge of the instru-
ment cluster, between the tachometer and the speed-
ometer. The airbag indicator consists of a stencil-like
cutout of the words ªAIR BAGº in the opaque layer of
the instrument cluster overlay. The dark outer layer
of the overlay prevents the indicator from being
clearly visible when it is not illuminated. A red Light
Emitting Diode (LED) behind the cutout in the
opaque layer of the overlay causes the ªAIR BAGº
text to appear in red through the translucent outer
layer of the overlay when the indicator is illuminated
from behind by the LED, which is soldered onto the
instrument cluster electronic circuit board. The air-
bag indicator is serviced as a unit with the instru-
ment cluster.
OPERATION
The airbag indicator gives an indication to the
vehicle operator when the airbag system is faulty or
inoperative. The airbag indicator is controlled by a
transistor on the instrument cluster circuit board
based upon cluster programming and electronic mes-
sages received by the cluster from the Airbag Control
Module (ACM) over the Programmable Communica-
tions Interface (PCI) data bus. The airbag indicator
Light Emitting Diode (LED) is completely controlled
by the instrument cluster logic circuit, and that logic
will only allow this indicator to operate when the
instrument cluster receives a battery current input
on the fused ignition switch output (run-start) cir-
cuit. Therefore, the LED will always be off when the
ignition switch is in any position except On or Start.
The LED only illuminates when it is provided a path
to ground by the instrument cluster transistor. The
instrument cluster will turn on the airbag indicator
for the following reasons:
²Bulb Test- Each time the ignition switch is
turned to the On position the airbag indicator is illu-
minated for about six seconds. The entire six second
bulb test is a function of the ACM.
²ACM Lamp-On Message- Each time the clus-
ter receives a lamp-on message from the ACM, the
airbag indicator will be illuminated. The indicatorremains illuminated for about twelve seconds or until
the cluster receives a lamp-off message from the
ACM, whichever is longer.
²Communication Error- If the cluster receives
no airbag messages for three consecutive seconds, the
airbag indicator is illuminated. The indicator
remains illuminated until the cluster receives a sin-
gle lamp-off message from the ACM.
²Actuator Test- Each time the cluster is put
through the actuator test, the airbag indicator will be
turned on, then off again during the bulb check por-
tion of the test to confirm the functionality of the
LED and the cluster control circuitry. The actuator
test illumination of the airbag indicator is a function
of the instrument cluster.
The ACM continually monitors the airbag system
circuits and sensors to decide whether the system is
in good operating condition. The ACM then sends the
proper lamp-on or lamp-off messages to the instru-
ment cluster. If the ACM sends a lamp-on message
after the bulb test, it indicates that the ACM has
detected a system malfunction and/or that the air-
bags and seat belt tensioners may not deploy when
required, or may deploy when not required. The ACM
will store a Diagnostic Trouble Code (DTC) for any
malfunction it detects. Each time the airbag indicator
fails to illuminate due to an open or short in the
cluster airbag indicator circuit, the cluster sends a
message notifying the ACM of the condition, the
instrument cluster and the ACM will each store a
DTC, and the cluster will flash the seatbelt indicator
on and off as a backup to notify the vehicle operator.
For proper diagnosis of the airbag system, the ACM,
the PCI data bus, or the electronic message inputs to
the instrument cluster that control the airbag indica-
tor, a DRBIIItscan tool is required. Refer to the
appropriate diagnostic information.
BRAKE/PARK BRAKE
INDICATOR
DESCRIPTION
A brake indicator is standard equipment on all
instrument clusters. The brake indicator is located
near the lower edge of the instrument cluster,
between the tachometer and the speedometer. The
brake indicator consists of stencil-like cutouts of the
word ªBRAKEº and the International Control and
Display Symbol icon for ªBrake Failureº in the
opaque layer of the instrument cluster overlay. The
dark outer layer of the overlay prevents the indicator
from being clearly visible when it is not illuminated.
A red Light Emitting Diode (LED) behind the cutout
in the opaque layer of the overlay causes the
ªBRAKEº text and the icon to appear in red through
8J - 18 INSTRUMENT CLUSTERDR
ABS INDICATOR (Continued)

must be displaying the odometer information when
the trip odometer reset switch button is pressed in
order to toggle to the engine hours display. The
engine hours will remain displayed for about thirty
seconds, until the engine speed message is greater
than zero, or until the ignition switch is turned to
the Off position, whichever occurs first.
²Trip Odometer Reset- When the trip odome-
ter reset switch button is pressed and held for longer
than about two seconds with the ignition switch in
the On or Start positions, the trip odometer will be
reset to 0.0 kilometers (miles). The VFD must be dis-
playing the trip odometer information in order for
the trip odometer information to be reset.
²Communication Error- If the cluster fails to
receive a distance message during normal operation,
it will hold and display the last data received until
the ignition switch is turned to the Off position. If
the cluster does not receive a distance message
within one second after the ignition switch is turned
to the On position, it will display the last distance
message stored in the cluster memory. If the cluster
is unable to display distance information due to an
error internal to the cluster, the VFD display will be
dashes.
²Actuator Test- Each time the cluster is put
through the actuator test, the odometer VFD will dis-
play all of its segments simultaneously during the
VFD portion of the test to confirm the functionality
of each of the VFD segments and the cluster control
circuitry.
The PCM continually monitors the vehicle speed
pulse information received from the vehicle speed
sensor and engine speed pulse information received
from the crankshaft position sensor, then sends the
proper distance and engine speed messages to the
instrument cluster. For further diagnosis of the
odometer/trip odometer or the instrument cluster cir-
cuitry that controls these functions, (Refer to 8 -
ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO-
SIS AND TESTING). For proper diagnosis of the
vehicle speed sensor, the crankshaft position sensor,
the PCM, the PCI data bus, or the electronic message
inputs to the instrument cluster that control the
odometer/trip odometer, a DRBIIItscan tool is
required. Refer to the appropriate diagnostic infor-
mation.
OIL PRESSURE GAUGE
DESCRIPTION
An oil pressure gauge is standard equipment on all
instrument clusters. The oil pressure gauge is located
in the upper right quadrant of the instrument clus-
ter, above the coolant temperature gauge. The oilpressure gauge consists of a movable gauge needle or
pointer controlled by the instrument cluster circuitry
and a fixed 90 degree scale on the cluster overlay
that reads left-to-right from ªLº (or Low) to ªHº (or
High) for gasoline engines. On vehicles with a diesel
engine the scale reads from ª0º kPa to ª760º kPa in
markets where a metric instrument cluster is speci-
fied, or from ª0º psi to ª110º psi in all other markets.
An International Control and Display Symbol icon for
ªEngine Oilº is located on the cluster overlay, directly
below the left end of the gauge scale. The oil pres-
sure gauge graphics are black against a white field
except for two red graduations at the low end of the
gauge scale, making them clearly visible within the
instrument cluster in daylight. When illuminated
from behind by the panel lamps dimmer controlled
cluster illumination lighting with the exterior lamps
turned On, the black graphics appear blue and the
red graphics still appear red. The orange gauge nee-
dle is internally illuminated. Gauge illumination is
provided by replaceable incandescent bulb and bulb
holder units located on the instrument cluster elec-
tronic circuit board. The oil pressure gauge is ser-
viced as a unit with the instrument cluster.
OPERATION
The oil pressure gauge gives an indication to the
vehicle operator of the engine oil pressure. This
gauge is controlled by the instrument cluster circuit
board based upon cluster programming and elec-
tronic messages received by the cluster from the
Powertrain Control Module (PCM) on vehicles with a
gasoline engine, or from the Engine Control Module
(ECM) on vehicles equipped with a diesel engine over
the Programmable Communications Interface (PCI)
data bus. The oil pressure gauge is an air core mag-
netic unit that receives battery current on the instru-
ment cluster electronic circuit board through the
fused ignition switch output (run-start) circuit when-
ever the ignition switch is in the On or Start posi-
tions. The cluster is programmed to move the gauge
needle back to the low end of the scale after the igni-
tion switch is turned to the Off position. The instru-
ment cluster circuitry controls the gauge needle
position and provides the following features:
²Engine Oil Pressure Message- The instru-
ment cluster circuitry restricts the oil pressure gauge
needle operation in order to provide readings that
are consistent with customer expectations. Each time
the cluster receives a message from the PCM or ECM
indicating the engine oil pressure is above about 41
kPa (6 psi) the cluster holds the gauge needle at a
point near the middle increment within the normal
range on the gauge scale.
²Engine Oil Pressure Low Message- Each
time the cluster receives a message from the PCM or
8J - 32 INSTRUMENT CLUSTERDR
ODOMETER (Continued)

ECM indicating the engine oil pressure is below
about 41 kPa (6 psi), the gauge needle is moved to
the graduation at the far left end of the gauge scale,
the check gauges indicator is illuminated, and a sin-
gle chime tone is generated. The gauge needle
remains at the left end of the gauge scale and the
check gauges indicator remains illuminated until the
cluster receives a message from the PCM or ECM
indicating that the engine oil pressure is above about
41 kPa (6 psi), or until the ignition switch is turned
to the Off position, whichever occurs first. The clus-
ter will only turn the check gauges indicator on in
response to an engine oil pressure low message if the
engine speed message is greater than zero.
²Communication Error- If the cluster fails to
receive an engine oil pressure message, it will hold
the gauge needle at the last indication about five sec-
onds or until the ignition switch is turned to the Off
position, whichever occurs first. After five seconds,
the cluster will move the gauge needle to the left end
of the gauge scale.
²Actuator Test- Each time the cluster is put
through the actuator test, the oil pressure gauge nee-
dle will be swept to several calibration points on the
gauge scale in a prescribed sequence in order to con-
firm the functionality of the gauge and the cluster
control circuitry.
On vehicles with a gasoline engine, the PCM con-
tinually monitors the engine oil pressure sensor to
determine the engine oil pressure. On vehicles with a
diesel engine, the ECM continually monitors the
engine oil pressure sensor to determine the engine oil
pressure. The PCM or ECM then sends the proper
engine oil pressure messages to the instrument clus-
ter. For further diagnosis of the oil pressure gauge or
the instrument cluster circuitry that controls the
gauge, (Refer to 8 - ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND TESTING). If the
instrument cluster turns on the check gauges indica-
tor due to a low oil pressure gauge reading, it may
indicate that the engine or the engine oiling system
requires service. For proper diagnosis of the engine
oil pressure sensor, the PCM, the ECM, the PCI data
bus, or the electronic message inputs to the instru-
ment cluster that control the oil pressure gauge, a
DRBIIItscan tool is required. Refer to the appropri-
ate diagnostic information.
OVERDRIVE OFF INDICATOR
DESCRIPTION
An overdrive off indicator is standard equipment
on all instrument clusters. However, on vehicles not
equipped with the optional overdrive automatic
transmission, this indicator is electronically disabled.The overdrive off indicator consists of the words ªO/D
OFFº, which appear in the lower portion of the odom-
eter/trip odometer indicator Vacuum Fluorescent Dis-
play (VFD) unit. The VFD is soldered onto the
cluster electronic circuit board and is visible through
a window with a smoked clear lens located on the
lower edge of the tachometer gauge dial face of the
cluster overlay. The dark lens over the VFD prevents
the indicator from being clearly visible when it is not
illuminated. The words ªO/D OFFº appear in an
amber color and at the same lighting level as the
odometer/trip odometer information when they are
illuminated by the instrument cluster electronic cir-
cuit board. The overdrive off indicator is serviced as
a unit with the VFD in the instrument cluster.
OPERATION
The overdrive off indicator gives an indication to
the vehicle operator when the Off position of the
overdrive off switch has been selected, disabling the
electronically controlled overdrive feature of the auto-
matic transmission. This indicator is controlled by
the instrument cluster circuit board based upon clus-
ter programming and electronic messages received by
the cluster from the Powertrain Control Module
(PCM) over the Programmable Communications
Interface (PCI) data bus. The overdrive off indicator
is completely controlled by the instrument cluster
logic circuit, and that logic will only allow this indi-
cator to operate when the instrument cluster receives
a battery current input on the fused ignition switch
output (run-start) circuit. Therefore, the indicator
will always be off when the ignition switch is in any
position except On or Start. The indicator only illu-
minates when it is switched to ground by the instru-
ment cluster circuitry. The instrument cluster will
turn on the overdrive off indicator for the following
reasons:
²Overdrive Off Lamp-On Message- Each time
the cluster receives an overdrive off lamp-on message
from the PCM indicating that the Off position of the
overdrive off switch has been selected, the overdrive
off indicator will be illuminated. The indicator
remains illuminated until the cluster receives an
overdrive off lamp-off message from the PCM, or
until the ignition switch is turned to the Off position,
whichever occurs first.
²Actuator Test- Each time the cluster is put
through the actuator test, the overdrive off indicator
will be turned on, then off again during the VFD por-
tion of the test to confirm the functionality of the
VFD and the cluster control circuitry.
The PCM continually monitors the overdrive off
switch to determine the proper outputs to the auto-
matic transmission. The PCM then sends the proper
overdrive off lamp-on and lamp-off messages to the
DRINSTRUMENT CLUSTER 8J - 33
OIL PRESSURE GAUGE (Continued)

air core magnetic unit that receives battery current
on the instrument cluster electronic circuit board
through the fused ignition switch output (run-start)
circuit whenever the ignition switch is in the On or
Start positions. The cluster is programmed to move
the gauge needle back to the low end of the scale
after the ignition switch is turned to the Off position.
The instrument cluster circuitry controls the gauge
needle position and provides the following features:
²Vehicle Speed Message- Each time the clus-
ter receives a vehicle speed message from the PCM it
will calculate the correct vehicle speed reading and
position the gauge needle at that relative speed posi-
tion on the gauge scale. The cluster will receive a
new vehicle speed message and reposition the gauge
pointer accordingly about every 88 milliseconds. The
gauge needle will continue to be positioned at the
actual vehicle speed position on the gauge scale until
the ignition switch is turned to the Off position.
²Communication Error- If the cluster fails to
receive a speedometer message, it will hold the gauge
needle at the last indication for about three seconds,
or until the ignition switch is turned to the Off posi-
tion, whichever occurs first. After three seconds, the
gauge needle will return to the left end of the gauge
scale.
²Actuator Test- Each time the cluster is put
through the actuator test, the speedometer needle
will be swept to several calibration points on the
gauge scale in a prescribed sequence in order to con-
firm the functionality of the gauge and the cluster
control circuitry.
The PCM continually monitors the vehicle speed
sensor to determine the vehicle road speed. The PCM
then sends the proper vehicle speed messages to the
instrument cluster. For further diagnosis of the
speedometer or the instrument cluster circuitry that
controls the gauge, (Refer to 8 - ELECTRICAL/IN-
STRUMENT CLUSTER - DIAGNOSIS AND TEST-
ING). For proper diagnosis of the vehicle speed
sensor, the PCM, the PCI data bus, or the electronic
message inputs to the instrument cluster that control
the speedometer, a DRBIIItscan tool is required.
Refer to the appropriate diagnostic information.
TACHOMETER
DESCRIPTION
A tachometer is standard equipment on all instru-
ment clusters. The tachometer is located to the left of
the speedometer, just to the left of center in the
instrument cluster. The tachometer consists of a
movable gauge needle or pointer controlled by the
instrument cluster circuitry and a fixed 210 degree
scale on the gauge dial face that reads left-to-rightfrom ª0º to ª7º for gasoline engines. On vehicles with
a diesel engine, the scale reads from ª0º to ª5º. The
text ªRPM X 1000º imprinted on the cluster overlay
directly below the hub of the tachometer needle iden-
tifies that each number on the tachometer scale is to
be multiplied by 1000 rpm. The tachometer graphics
are black against a white field, making them clearly
visible within the instrument cluster in daylight.
When illuminated from behind by the panel lamps
dimmer controlled cluster illumination lighting with
the exterior lamps turned On, the black graphics
appear blue. The orange gauge needle is internally
illuminated. Gauge illumination is provided by
replaceable incandescent bulb and bulb holder units
located on the instrument cluster electronic circuit
board. The tachometer is serviced as a unit with the
instrument cluster.
OPERATION
The tachometer gives an indication to the vehicle
operator of the engine speed. This gauge is controlled
by the instrument cluster circuit board based upon
cluster programming and electronic messages
received by the cluster from the Powertrain Control
Module (PCM) on vehicles with a gasoline engine, or
from the Engine Control Module (ECM) on vehicles
equipped with a diesel engine over the Programma-
ble Communications Interface (PCI) data bus. The
tachometer is an air core magnetic unit that receives
battery current on the instrument cluster electronic
circuit board through the fused ignition switch out-
put (run-start) circuit whenever the ignition switch is
in the On or Start positions. The cluster is pro-
grammed to move the gauge needle back to the low
end of the scale after the ignition switch is turned to
the Off position. The instrument cluster circuitry
controls the gauge needle position and provides the
following features:
²Engine Speed Message- Each time the cluster
receives an engine speed message from the PCM or
ECM it will calculate the correct engine speed read-
ing and position the gauge needle at that relative
speed position on the gauge scale. The cluster will
receive a new engine speed message and reposition
the gauge pointer accordingly about every 88 milli-
seconds. The gauge needle will continually be reposi-
tioned at the relative engine speed position on the
gauge scale until the engine stops running, or until
the ignition switch is turned to the Off position,
whichever occurs first.
²Communication Error- If the cluster fails to
receive an engine speed message, it will hold the
gauge needle at the last indication for about three
seconds, or until the ignition switch is turned to the
Off position, whichever occurs first. After three sec-
DRINSTRUMENT CLUSTER 8J - 37
SPEEDOMETER (Continued)

WAIT-TO-START INDICATOR
DESCRIPTION
A wait-to-start indicator is only found in the
instrument clusters for vehicles equipped with an
optional diesel engine. The wait-to-start indicator is
located near the lower edge of the instrument cluster,
between the tachometer and the speedometer. The
wait-to-start indicator consists of stencil-like cutout
of the International Control and Display Symbol icon
for ªDiesel Preheatº in the opaque layer of the instru-
ment cluster overlay. The dark outer layer of the
overlay prevents the indicator from being clearly vis-
ible when it is not illuminated. An amber Light
Emitting Diode (LED) behind the cutout in the
opaque layer of the overlay causes the icon to appear
in amber through the translucent outer layer of the
overlay when the indicator is illuminated from
behind by the LED, which is soldered onto the
instrument cluster electronic circuit board. The wait-
to-start indicator is serviced as a unit with the
instrument cluster.
OPERATION
The wait-to-start indicator gives an indication to
the vehicle operator when the air temperature within
the diesel engine intake manifold is too cool for effi-
cient and reliable engine starting, and that the
intake air heater grids are energized in their pre-
heat operating mode. This indicator is controlled by a
transistor on the instrument cluster circuit board
based upon cluster programming and electronic mes-
sages received by the cluster from the Engine Control
Module (ECM) over the Programmable Communica-
tions Interface (PCI) data bus. The wait-to-start indi-
cator Light Emitting Diode (LED) is completely
controlled by the instrument cluster logic circuit, and
that logic will only allow this indicator to operate
when the instrument cluster receives a battery cur-
rent input on the fused ignition switch output (run-
start) circuit. Therefore, the LED will always be off
when the ignition switch is in any position except On
or Start. The LED only illuminates when it is pro-
vided a path to ground by the instrument cluster
transistor. The instrument cluster will turn on the
wait-to-start indicator for the following reasons:
²Wait-To-Start Lamp-On Message- Each time
the cluster receives a wait-to-start lamp-on message
from the ECM indicating that the air temperature
within the intake manifold is too cool for efficient
and reliable engine starting, the wait-to-start indica-
tor will be illuminated. The indicator remains illumi-
nated until the cluster receives a wait-to-start lamp-
off message, until the ECM detects that the engine is
running or until the ignition switch is turned to the
Off position, whichever occurs first.²Actuator Test- Each time the cluster is put
through the actuator test, the wait-to-start indicator
will be turned on, then off again during the bulb
check portion of the test to confirm the functionality
of the LED and the cluster control circuitry.
The ECM continually monitors the engine intake
air temperature sensor to determine when the intake
air heater grids should be energized in their pre-heat
operating mode. The ECM then sends the proper
wait-to-start lamp-on and lamp-off messages to the
instrument cluster. For further diagnosis of the wait-
to-start indicator or the instrument cluster circuitry
that controls the indicator, (Refer to 8 - ELECTRI-
CAL/INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). For proper diagnosis of the engine intake
air temperature sensor, the intake air heater grid
control circuits, the ECM, the PCI data bus, or the
electronic message inputs to the instrument cluster
that control the wait-to-start indicator, a DRBIIIt
scan tool is required. Refer to the appropriate diag-
nostic information.
WASHER FLUID INDICATOR
DESCRIPTION
A washer fluid indicator is standard equipment on
all instrument clusters. The washer fluid indicator
consists of the words ªLOW WASHº, which appear in
the lower portion of the odometer/trip odometer Vac-
uum-Fluorescent Display (VFD) unit. The VFD is sol-
dered onto the cluster electronic circuit board and is
visible through a window with a smoked clear lens
located on the lower edge of the tachometer gauge
dial face of the cluster overlay. The dark lens over
the VFD prevents the indicator from being clearly
visible when it is not illuminated. The ªLOW WASHº
text appears in an amber color and at the same light-
ing level as the odometer/trip odometer information
when it is illuminated by the instrument cluster elec-
tronic circuit board. The washer fluid indicator is ser-
viced as a unit with the VFD in the instrument
cluster.
OPERATION
The washer fluid indicator gives an indication to
the vehicle operator that the fluid level in the washer
reservoir is low. This indicator is controlled by the
instrument cluster circuit board based upon cluster
programming and electronic messages received by
the cluster from the Front Control Module (FCM)
over the Programmable Communications Interface
(PCI) data bus. The washer fluid indicator is com-
pletely controlled by the instrument cluster logic cir-
cuit, and that logic will only allow this indicator to
operate when the instrument cluster receives a bat-
8J - 42 INSTRUMENT CLUSTERDR

OPERATION
The backup lamp switch controls the flow of bat-
tery voltage to the backup lamp bulbs through an
output on the back-up lamp feed circuit. The switch
plunger is mechanically actuated by the gearshift
mechanism within the transmission, which will
depress the switch plunger and close the switch con-
tacts whenever the reverse gear has been selected.
The switch receives battery voltage through a fuse in
the Integrated Power Module (IPM) on a fused igni-
tion switch output (run) circuit whenever the ignition
switch is in the On position. A take out of the engine
wire harness connects the backup lamp switch to the
vehicle electrical system. The backup lamp switch
and circuits can be tested using conventional diag-
nostic tools and methods.
DIAGNOSIS AND TESTING - BACKUP LAMP
SWITCH
(1) Disconnect and isolate the battery negative
cable.
(2) Raise and support the vehicle.
(3) Locate and disconnect the engine wire harness
connector for the backup lamp switch.
(4) Check for continuity between the two terminal
pins in the backup lamp switch connector.
(a) With the gear selector lever in the Reverse
position, there should be continuity.
(b) With the gear selector lever in any position
other than Reverse, there should be no continuity.
BRAKE LAMP
REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Remove the tail lamp unit (Refer to 8 - ELEC-
TRICAL/LAMPS/LIGHTING - EXTERIOR/TAIL
LAMP UNIT - REMOVAL).
(3) Remove the bulb back plate from the tail lamp
unit.
(4) Remove the bulb from the back plate.
INSTALLATION
(1) Install the bulb into the back plate.
(2) Install the bulb back plate to the tail lamp
unit.
(3) Install the tail lamp unit (Refer to 8 - ELEC-
TRICAL/LAMPS/LIGHTING - EXTERIOR/TAIL
LAMP UNIT - INSTALLATION).
(4) Connect the negative battery cable.
BRAKE LAMP SWITCH
DESCRIPTION
The plunger type brake lamp switch is mounted on
a bracket attached to the base of the steering col-
umn, under the instrument panel.
CAUTION: The switch can only be adjusted during
initial installation. If the switch is not adjusted prop-
erly a new switch must be installed.
OPERATION
The brake lamp switch is hard wired to the Center
High Mount Stop Lamp (CHMSL) and also moni-
tored by the Instrument Cluster for use by the brake
lamp, speed control brake sensor circuits and elec-
tronic brake distribution (EBD). The brake lamp cir-
cuit is open until the plunger is depressed. The speed
control and brake sensor circuits are closed until the
plunger is depressed. When the brake lamp switch
transitions, the CHMSL transitions and instrument
cluster transmits a brake applied/released message
on the bus. The Integrated Power Module (IPM) will
then transition the brake lamps.
When the brake light switch is activated, the Pow-
ertrain Control Module (PCM) receives an input indi-
cating that the brakes are being applied. After
receiving this input, the PCM maintains idle speed to
a scheduled rpm through control of the Idle Air Con-
trol (IAC) motor. The brake switch input is also used
to disable vent and vacuum solenoid output signals
to the speed control servo.
Fig. 1 Backup Lamp Switch - Typical
1 - MANUAL TRANSMISSION
2 - BACKUP LAMP SWITCH
3 - ENGINE WIRE HARNESS
8L - 8 LAMPS/LIGHTING - EXTERIORDR
BACKUP LAMP SWITCH (Continued)

less Entry (RKE) system radio frequency transmit-
ters, if equipped.
Certain functions and features of the power lock
system rely upon resources shared with other elec-
tronic modules in the vehicle over the Programmable
Communications Interface (PCI) data bus network.
For proper diagnosis of these electronic modules or of
the PCI data bus network, the use of a DRB IIIt
scan tool and the appropriate diagnostic information
are required.
CENTRAL LOCKING/UNLOCKING
The instrument cluster will lock all doors when a
cylinder lock switch is activated in the ªlockº posi-
tion. When the instrument cluster receives an unlock
command from one of the cylinder lock switches, it
will unlock only that door. If the instrument cluster
receives a second command within a 5 second period,
it will unlock all the remaining doors. The illumi-
nated entry will activate during door unlock.
ENHANCED ACCIDENT RESPONSE
Upon detection of an airbag deployment by way of
the PCI bus, the instrument cluster will:
²Immediately disable the power door lock output.
²Unlock all doors by activating the door unlock
output for approximately 300 milliseconds.
²After actuating the door unlock output, allow
the door lock motors to be activated if the door lock
input has been inactive (not erratic) for 2 seconds
since the reception of the airbag deployment mes-
sage.
REMOTE KEYLESS ENTRY
A Radio Frequency (RF) type Remote Keyless
Entry (RKE) system is an available factory-installed
option on this model. The RKE system allows the use
of a remote battery-powered radio transmitter to sig-
nal the instrument cluster to actuate the power lock
system. The RKE receiver operates on non-switched
battery current through a fuse in the Integrated
Power Module (IPM), so that the system remains
operational, regardless of the ignition switch position.
The RKE transmitters are also equipped with a
Panic button. If the Panic button on the RKE trans-
mitter is depressed, the horn will sound and the
exterior lights will flash on the vehicle for about
three minutes, or until the Panic button is depressed
a second time. A vehicle speed of about 25.7 kilome-
ters-per-hour (15 miles-per-hour) will also cancel the
panic event.
The RKE system can also perform other functions
on this vehicle. If the vehicle is equipped with the
optional Vehicle Theft Security System (VTSS), the
RKE transmitter will arm the VTSS when the Lockbutton is depressed, and disarm the VTSS when the
Unlock button is depressed.
The RKE system includes two transmitters when
the vehicle is shipped from the factory, but the sys-
tem can retain the vehicle access codes of up to a
total of four transmitters. The transmitter codes are
retained in the RKE module memory, even if the bat-
tery is disconnected. If an RKE transmitter is faulty
or lost, new transmitter vehicle access codes can be
programmed into the system using a DRB IIItscan
tool.
This vehicle also offers several customer program-
mable features, which allows the selection of several
optional electronic features to suit individual prefer-
ences. Customer programmable feature options
affecting the RKE system include:
²Remote Unlock Sequence- Allows the option
of having only the driver side front door unlock when
the RKE transmitter Unlock button is depressed the
first time. The remaining doors unlock when the but-
ton is depressed a second time within 5 seconds of
the first unlock press. Another option is having all
doors unlock upon the first depression of the RKE
transmitter Unlock button.
²Sound Horn on Lock- Allows the option of
having the horn sound a short chirp as an audible
verification that the RKE system received a valid
Lock request from the RKE transmitter, or having no
audible verification.
²Flash Lights with Lock and Unlock- Allows
the option of having the park lamps flash as an opti-
cal verification that the RKE system received a valid
Lock request or Unlock request from the RKE trans-
mitter, or having no optical verification.
²Programming Additional Transmitters-
Allows up to a total of four transmitter vehicle access
codes to be stored in the receiver memory.
Certain functions and features of the RKE system
rely upon resources shared with other electronic
modules in the vehicle over the Programmable Com-
munications Interface (PCI) data bus network. The
PCI data bus network allows the sharing of sensor
information. This helps to reduce wire harness com-
plexity, internal controller hardware, and component
sensor current loads. For diagnosis of these electronic
modules or of the PCI data bus network, the use of a
DRB IIItscan tool and the appropriate diagnostic
information are required.
OPERATION
POWER LOCKS
The instrument cluster locks or unlocks the doors
when an actuation input signal from a door lock
switch or Remote Keyless Entry Module (RKE) is
received. The instrument cluster turns on the output
8N - 2 POWER LOCKSDR
POWER LOCKS (Continued)

Impact Airbag Control Modules (SIACM). An airbag
indicator in the ElectroMechanical Instrument Clus-
ter (EMIC) illuminates for about six seconds as a
bulb test each time the ignition switch is turned to
the On or Start positions. Following the bulb test,
the airbag indicator is turned on or off by the ACM
to indicate the status of the supplemental restraint
system. If the airbag indicator comes on at any time
other than during the bulb test, it indicates that
there is a problem in the supplemental restraint sys-
tem electrical circuits. Such a problem may cause air-
bags not to deploy when required, or to deploy when
not required.
Deployment of the supplemental restraints
depends upon the angle and severity of an impact.
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
impact sensors. When an impact is severe enough,
the microprocessor in the ACM or the SIACM signals
the inflator of the appropriate airbag units to deploy
their airbag cushions. The outboard front seat belt
tensioners are provided with a deployment signal by
the ACM in conjunction with the driver and passen-
ger 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. The seat belt tensioner
removes the slack from the outboard front seat belts
to provide further assurance that the driver and
front seat passenger are properly positioned and
restrained for an airbag deployment.
Typically, the vehicle occupants recall more about
the events preceding and following a collision than
they do of an 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 the airbags are fully inflated takes about 40
milliseconds. Within one to two seconds from the
moment of impact, the airbags are almost entirely
deflated. The times cited for these events are approx-
imations, 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
dual front airbag system circuits or components,
including the seat belt tensioners, 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. When the SIACM
monitors a problem in any of the side curtain airbag
system circuits or component, it stores a fault code or
DTC in its memory circuit and sends an electronic
message to the ACM, and the ACM sends an elec-
tronic message to the EMIC to turn on the airbag
indicator. Proper testing of the supplemental
restraint system components, the Programmable
Communications Interface (PCI) data bus, the elec-
tronic message inputs to and outputs from the EMIC,
the SIACM, or the ACM, as well as the retrieval or
erasure of a DTC from the ACM, SIACM, or EMIC
requires the use of a DRBIIItscan tool. Refer to the
appropriate diagnostic 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 passive restraints.
WARNING
WARNINGS - RESTRAINT SYSTEM
WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS FOR PROPER INSTALLA-
TION, 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
DRRESTRAINTS 8O - 5
RESTRAINTS (Continued)