Wiring harness DODGE RAM 2003 Service User Guide

INSTALLATION
(1) Install antenna cable to radio.
(2) Connect electrical harness connector to radio.
(3) Install radio to instrument panel.
(4) Install instrument panel center bezel (Refer to
23 - BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL CENTER BEZEL - INSTALLATION).
(5) Connect battery negative cable.
RADIO NOISE SUPPRESSION
GROUND STRAP
DESCRIPTION
Radio noise suppression devices are factory-in-
stalled standard equipment on this vehicle. Radio
Frequency Interference (RFI) and ElectroMagnetic
Interference (EMI) can be produced by any on-board
or external source of electromagnetic energy. These
electromagnetic energy sources can radiate electro-
magnetic signals through the air, or conduct them
through the vehicle electrical system.
When the audio system converts RFI or EMI to an
audible acoustic wave form, it is referred to as radio
noise. This undesirable radio noise is generally man-
ifested in the form of ªbuzzing,º ªhissing,º ªpopping,º
ªclicking,º ªcrackling,º and/or ªwhirringº sounds. In
most cases, RFI and EMI radio noise can be sup-
pressed using a combination of vehicle and compo-
nent grounding, filtering and shielding techniques.
This vehicle is equipped with factory-installed radio
noise suppression devices that were designed to min-
imize exposure to typical sources of RFI and EMI;
thereby, minimizing radio noise complaints.Factory-installed radio noise suppression is accom-
plished primarily through circuitry or devices that
are integral to the factory-installed radios, audio
power amplifiers and other on-board electrical com-
ponents such as generators, wiper motors, blower
motors, and fuel pumps that have been found to be
potential sources of RFI or EMI. External radio noise
suppression devices that are used on this vehicle to
control RFI or EMI, and can be serviced, include the
following:
²Engine-to-body ground strap- This length of
braided ground strap has an eyelet terminal connec-
tor crimped to each end. One end is secured to the
engine cylinder head(s). The other is secured to the
plenum at the exhaust heat shield forward/outer
attaching stud.
²Resistor-type spark plugs- This type of spark
plug has an internal resistor connected in series
between the spark plug terminal and the center elec-
trode to help reduce the production of electromag-
netic radiation that can result in radio noise.
OPERATION
There are two common strategies that can be used
to suppress Radio Frequency Interference (RFI) and
ElectroMagnetic Interference (EMI) radio noise. The
first suppression strategy involves preventing the
production of RFI and EMI electromagnetic signals
at their sources. The second suppression strategy
involves preventing the reception of RFI and EMI
electromagnetic signals by the audio system compo-
nents.
The use of braided ground straps in key locations
is part of the RFI and EMI prevention strategy.
These ground straps ensure adequate ground paths,
particularly for high current components such as
many of those found in the starting, charging, igni-
tion, engine control and transmission control sys-
tems. An insufficient ground path for any of these
high current components may result in radio noise
caused by induced voltages created as the high cur-
rent seeks alternative ground paths through compo-
nents or circuits intended for use by, or in close
proximity to the audio system components or circuits.
Preventing the reception of RFI and EMI is accom-
plished by ensuring that the audio system compo-
nents are correctly installed in the vehicle. Loose,
corroded or improperly soldered wire harness connec-
tions, improperly routed wiring and inadequate audio
system component grounding can all contribute to
the reception of RFI and EMI. A properly grounded
antenna body and radio chassis, as well as a shielded
antenna coaxial cable with clean and tight connec-
tions will each help reduce the potential for reception
of RFI and EMI.
Fig. 7 ANTENNA TO RADIO
1 - RADIO
2 - LOCKING ANTENNA CONNECTOR
3 - INSTRUMENT PANEL ANTENNA CABLE
8A - 8 AUDIODR
RADIO (Continued)

DIAGNOSIS AND TESTING - REMOTE
SWITCHES
Any diagnosis of the Audio system should
begin with the use of the DRB IIItdiagnostic
tool. For information on the use of the DRB
IIIt, refer to the appropriate Diagnostic Service
Manual.
For complete circuit diagrams, refer to the appro-
priate wiring information. The wiring information
includes wiring diagrams, proper wire and connector
repair procedures, details of wire harness routing
and retention, connector pin-out information and
location views for the various wire harness connec-
tors, splices and grounds.
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, SEAT BELT TENSIONER, SIDE
AIRBAG, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable. Remove the remote radio switch(es) (Fig. 14)
from the steering wheel (Refer to 8 - ELECTRICAL/
AUDIO/REMOTE SWITCHES - REMOVAL).(2) Use an ohmmeter to check the switch resis-
tances as shown in the Remote Radio Switch Test
chart. If the remote radio switch resistances check
OK, go to Step 3. If not OK, replace the faulty
switch.
REMOTE RADIO SWITCH TEST TABLE
Switch Switch Position Resistance
Right
(White)Volume Up1.210 Kilohms
 1%
Right
(White)Volume Down3.010 Kilohms
 1%
Right
(White)Mode Advance0.0511 Kilohms
 1%
Left
(Black)Seek Up0.261 Kilohms
 1%
Left
(Black)Seek Down0.681 Kilohms
 1%
Left
(Black)Pre-Set Station
Advance0.162 Kilohms
 1%
(3) Reconnect the battery negative cable. Turn the
ignition switch to the On position. Check for 5 volts
at the radio control mux circuit cavities of the steer-
ing wheel wire harness connectors for both remote
radio switches. If OK, go to Step 4. If not OK, repair
the open or shorted radio control mux circuit to the
Integrated Power Module (IPM) as required.
(4) Disconnect and isolate the battery negative
cable. Disconnect the 22-way instrument panel wire
harness connector from the IPM. Check for continu-
ity between the remote radio switch ground circuit
cavities of the steering wheel wire harness connec-
tors for both remote radio switches and a good
ground. There should be no continuity. If OK, go to
Step 5. If not OK, repair the shorted remote radio
switch ground circuit to the IPM as required.
(5) Check for continuity between the remote radio
switch ground circuit cavities of the steering wheel
wire harness connectors for both remote radio
switches and the 22-way instrument panel wire har-
ness connector for the IPM. There should be continu-
ity. If OK, refer to the proper Diagnostic Procedures
manual to test the IPM and the PCI data bus. If not
OK, repair the open remote radio switch ground cir-
cuit as required.
Fig. 14 Remote Radio Switches
1 - BLACK (LEFT) SWITCH
2 - WHITE (RIGHT) SWITCH
DRAUDIO 8A - 11
REMOTE SWITCHES (Continued)

appropriate wiring information. The wiring informa-
tion includes wiring diagrams, proper wire and con-
nector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness con-
nectors, splices and grounds.
DIAGNOSIS AND TESTING - SPEAKER
Any diagnosis of the Audio system should
begin with the use of the DRB IIItdiagnostic
tool. For information on the use of the DRB
IIIt, refer to the appropriate Diagnostic Service
Manual.
Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
information and location views for the various wire
harness connectors, splices and grounds.
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, SEAT BELT TENSIONER, SIDE
AIRBAG, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
CAUTION: The speaker output of the radio is a
ªfloating groundº system. Do not allow any speaker
lead to short to ground, as damage to the radio
and/or amplifier may result.
(1) If all speakers are inoperative, check the fuses
in the Integrated Power Module (IPM). If OK, go to
Step 2. If not OK, repair the shorted circuit or com-
ponent as required and replace the faulty fuse.
(2) Check the amplifier fuse (if equipped) in the
IPM. If OK, go to Step 3. If not OK, repair the
shorted circuit or component as required and replace
the faulty fuse.
(3) Turn the ignition switch to the ON position.
Turn the radio receiver ON. Adjust the balance and
fader control controls to check the performance of
each individual speaker. Note the speaker locations
that are not performing correctly. Go to Step 4.
(4) Turn the radio receiver OFF. Turn the ignition
OFF. Disconnect and isolate the battery negativecable. If vehicle isnotequipped with a amplifier,
remove the radio receiver. If vehicle is equipped with
an amplifier. disconnect wire harness connector at
output side of amplifier. Go to Step 5.
(5) Check both the speaker feed (+) circuit and
return (-) circuit cavities for the inoperative speaker
at the radio receiver wire harness connector for con-
tinuity to ground. There should be no continuity. If
OK, go to Step 6. If not OK, repair the shorted
speaker feed (+) and/or return (-) circuits(s) to the
speaker as required.
(6) Disconnect wire harness connector at the inop-
erative speaker. Check for continuity between the
speaker feed (+) circuit cavities of the radio receiver
wire harness connector or if equipped, the amplifier
wire harness connector and the speaker wire harness
connector. Repeat the check between the speaker
return (-) circuit cavities of the radio receiver wire
harness connector and the speaker wire harness con-
nector. In each case, there should be continuity. If
OK, replace the faulty speaker. If not OK, repair the
open speaker feed (+) and/or return (-) circuits(s) as
required.
REMOVAL
FRONT DOOR SPEAKER
(1) Disconnect and isolate the battery negative
cable.
(2) Remove front door trim panel (Refer to 23 -
BODY/DOOR - FRONT/TRIM PANEL - REMOVAL).
(3) Remove speaker mounting screws (Fig. 16).
(4) Disconnect electrical harness connector and
remove speaker.
Fig. 16 FRONT DOOR SPEAKER
DRAUDIO 8A - 13
SPEAKER (Continued)

LOW WASH INDICATOR
The Front Control Module (FCM) monitors the
washer reservoir. When the fluid is low the FCM
transmits a J1850 message over the bus. The instru-
ment cluster will chime and illuminate the LOW
WASH indicator. The indicator will remain on until
the fluid level is corrected.
AIR BAG
The Instrument Cluster monitors air bag system
via the J1850 bus communications from the air bag
module. The air bag module will transmit a message
once per second, over the J1850 bus, as to whether
the warning indicator should be on or off. The warn-
ing indicator indicates a part of the air bag system is
inoperative and needs to be serviced. Itdoes not
indicate that the air bag system will not deploy. If
the instrument cluster does not receive a message
from the air bag module for 3 consecutive seconds,
the Instrument will illuminate the warning indicator.The air bag module transmits a J1850 message
requesting the instrument cluster to perform a bulb
check each time the ignition is turned to the on posi-
tion
DIAGNOSIS AND TESTING - CHIME
CONDITIONS
NOTE: The Chime/Buzzer Warning System is Diag-
nosed using a DRBIIITScan Tool. Refer to the
proper Body Diagnostic Procedures Manual.
Visually inspect the related wiring harness connec-
tors. Look for broken, bent, pushed out, or corroded
terminals. If any of the conditions are present, repair
as necessary. If not use the DRBIIItscan tool and
the proper Body Diagnostic Procedure manual. For
complete circuit diagrams, refer toInstrument
Clusterin Wiring Systems.
8B - 2 CHIME/BUZZERDR
CHIME/BUZZER (Continued)

²Cyclic Redundancy Check (CRC) Byte- This
byte is used to detect errors during a message trans-
mission.
²In-Frame Response (IFR) byte(s)-Ifa
response is required from the target module(s), it can
be sent during this frame. This function is described
in greater detail in the following paragraph.
The IFR consists of one or more bytes, which are
transmitted during a message. If the sending module
requires information to be received immediately, the
target module(s) can send data over the bus during
the original message. This allows the sending module
to receive time-critical information without having to
wait for the target module to access the bus. After
the IFR is received, the sending module broadcasts
an End of Frame (EOF) message and releases control
of the bus.
The PCI data bus can be monitored using the
DRBIIItscan tool. It is possible, however, for the bus
to pass all DRBIIIttests and still be faulty if the
voltage parameters are all within the specified range
and false messages are being sent.
CONTROLLER ANTILOCK
BRAKE
DESCRIPTION
The Controler Antilock Brake (CAB) is mounted to
the Hydraulic Control Unit (HCU) and operates the
ABS system (Fig. 1).
OPERATION
The CAB voltage source is through the ignition
switch in the RUN position. The CAB contains a self
check program that illuminates the ABS warning
light when a system fault is detected. Faults are
stored in a diagnostic program memory and are
accessible with the DRB III scan tool. ABS faults
remain in memory until cleared, or until after the
vehicle is started approximately 50 times. Stored
faults arenoterased if the battery is disconnected.
NOTE: If the CAB is being replaced with a new CAB
is must be reprogrammed with the use of a DRB III.
REMOVAL
(1) Remove the negative battery cable from the
battery.
(2) Pull up on the CAB harness connector release
and remove connector.
(3) Remove the CAB mounting bolts.
(4) Remove the pump connector from the CAB.
(5) Remove the CAB from the HCU.
INSTALLATION
NOTE: If the CAB is being replaced with a new CAB
is must be reprogrammed with the use of a DRB III.
(1) Install CAB to the HCU.
(2) Install the pump connector to the CAB.
(3) Install mounting bolts. Tighten to 2 N´m (16 in.
lbs.).
(4) Install the wiring harness connector to the
CAB and push down on the release to secure the con-
nector.
(5) Install negative battery cable to the battery.
DATA LINK CONNECTOR
DESCRIPTION - DATA LINK CONNECTOR
The Data Link Connector (DLC) is located at the
lower edge of the instrument panel near the steering
column.
OPERATION - DATA LINK CONNECTOR
The 16±way data link connector (diagnostic scan
tool connector) links the Diagnostic Readout Box
(DRB) scan tool or the Mopar Diagnostic System
(MDS) with the Powertrain Control Module (PCM).
Fig. 1 HYDRAULIC CONTROL UNIT
1 - HYDRAULIC CONTROL UNIT
2 - MOUNTING BOLTS
DRELECTRONIC CONTROL MODULES 8E - 3
COMMUNICATION (Continued)

ments and sensors, and controls the ground for the
heated seat switch indicator lamps.
When a heated seat switch (Driver or Passenger) is
depressed a signal is received by the heated seat
module, the module energizes the proper indicator
LED (Low or High) in the switch by grounding the
indicator lamp circuit to indicate that the heated seat
system is operating. At the same time, the heated
seat module energizes the selected heated seat sensor
circuit and the sensor provides the module with an
input indicating the surface temperature of the
selected seat cushion.
The Low heat set point is about 36É C (96.8É F),
and the High heat set point is about 42É C (107.6É F).
If the seat cushion surface temperature input is
below the temperature set point for the selected tem-
perature setting, the heated seat module energizes
an N-channel Field Effect Transistor (N-FET) within
the module which energizes the heated seat elements
in the selected seat cushion and back. When the sen-
sor input to the module indicates the correct temper-
ature set point has been achieved, the module
de-energizes the N-FET which de-energizes the
heated seat elements. The heated seat module will
continue to cycle the N-FET as needed to maintain
the selected temperature set point.
If the heated seat module detects a heated seat
sensor value input that is out of range or a shorted
or open heated seat element circuit, it will notify the
vehicle operator or the repair technician of this con-
dition by flashing the High and/or Low indicator
lamps in the affected heated seat switch. Refer to
Diagnosis and Testing Heated Seat Systemin
Heated Systems for flashing LED diagnosis and test-
ing procedures. Refer toDiagnosis and Testing
Heated Seat Modulein this section for heated seat
module diagnosis and testing procedures.
DIAGNOSIS AND TESTING - HEATED SEAT
MODULE
If a heated seat fails to heat and one or both of the
indicator lamps on a heated seat switch flash, refer
toDiagnosis and Testing Heated Seat Systemin
Heated Seats for the location of flashing LED heated
seat system diagnosis and testing procedures. If a
heated seat heats but one or both indicator lamps on
the heated seat switch fail to operate, test the heated
seat switch. Refer toDiagnosis and Testing
Heated Seat Switchin Heated Seats for heated
seat switch diagnosis and testing procedures. If the
heated seat switch checks OK, proceed as follows.
(1) Check the heated seat element (Refer to 8 -
ELECTRICAL/HEATED SEATS/HEATED SEAT
ELEMENT - DIAGNOSIS AND TESTING).(2) Check the heated seat sensor (Refer to 8 -
ELECTRICAL/HEATED SEATS/HEATED SEAT
SENSOR - DIAGNOSIS AND TESTING).
(3) Check the heated seat switch (Refer to 8 -
ELECTRICAL/HEATED SEATS/DRIVER HEATED
SEAT SWITCH - DIAGNOSIS AND TESTING).
NOTE: Refer to Wiring for the location of complete
heated seat system wiring diagrams and connector
pin-out information.
(4) Using a voltmeter, backprobe the appropriate
heated seat module connector, do not disconnect.
Check for voltage at the appropriate pin cavities. 12v
should be present. If OK go to Step 5, if Not, Repair
the open or shorted voltage supply circuit as
required.
(5) Using a ohmmeter, backprobe the appropriate
heated seat module connector, do not disconnect.
Check for proper continuity to ground on the ground
pin cavities. Continuity should be present. If OK
replace the heated seat module with a known good
unit and retest system, if Not OK, Repair the open or
shorted ground circuit as required.
REMOVAL
(1) Position the driver seat to the full rearward
and inclined position.
(2) Working under the driver front seat, remove
the two heated seat module retaining screws. Due to
the fact that the retaining screws are installed with
the seat cushion pan removed, a small right angle
screwdriver will be required to access and remove the
screws.
(3) Disconnect the seat wire harness connector
from the connector receptacle on the back of the
heated seat module. Depress the connector retaining
tab and pull straight apart.
(4) Remove the heated seat module from under the
front seat.
INSTALLATION
(1) Position the heated seat module under the
front seat.
(2) Connect the seat wire harness connector on the
connector receptacle on the back of the heated seat
module.
(3) Working under the driver front seat, install the
heated seat module retaining screws.
(4) Re-position the driver seat.
DRELECTRONIC CONTROL MODULES 8E - 7
HEATED SEAT MODULE (Continued)

NOTE: A maximum of eight keys can be learned to
each SKIM. Once a key is learned to a SKIM, it (the
key) cannot be transferred to another vehicle.
(5) If ignition key programming is unsuccessful,
the DRBIIItscan tool will display one of the follow-
ing messages:
(a) Programming Not Attempted - The DRBIIIt
scan tool attempts to read the programmed key
status and there are no keys programmed into
SKIM memory.
(b) Programming Key Failed (Possible Used Key
From Wrong Vehicle) - SKIM is unable to program
key due to one of the following:
²Faulty ignition key transponder.
²Ignition key is programmed to another vehicle.
(c) 8 Keys Already Learned, Programming Not
Done - SKIM transponder ID memory is full.
(6) Obtain ignition keys to be programmed from
customer (8 keys maximum).
(7) Using the DRBIIItscan tool, erase all ignition
keys by selecting MISCELLANEOUS and ERASE
ALL CURRENT IGN. KEYS.
(8) Program all ignition keys.
Learned Key In Ignition - Ignition key transponder
ID is currently programmed in SKIM memory.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the steering column upper and lower
shrouds. Refer to Steering, Column, Shroud,
Removal.
(3) Disconnect the steering column wire harness
connector from the Sentry Key Immobilizer Module
(SKIM)
(4) Remove the screw securing the SKIM module
to the steering column (Fig. 8).
(5) Release the SKIM antenna ring retaining clips
from around the ignition switch lock cylinder housing
and remove the SKIM.
INSTALLATION
NOTE: If the SKIM is replaced with a new unit, a
DRBIIITscan tool MUST be used to initialize the
new SKIM and to program at least two Sentry Key
transponders. (Refer to 8 - ELECTRICAL/VEHICLE
THEFT SECURITY - STANDARD PROCEDURE).
(1) Slide the SKIM antenna ring around the igni-
tion switch lock cylinder housing and clip in place
(Fig. 8).
(2) Install the retaining screw.
(3) Connect the steering column wire harness con-
nector to the Sentry Key Immobilizer Module
(SKIM).(4) Install the steering column upper and lower
shrouds. Refer to Steering, Column, Shroud, Installa-
tion.
(5) Connect the battery negative cable.
TRANSFER CASE CONTROL
MODULE
DESCRIPTION
The Transfer Case Control Module (TCCM) (Fig. 9)
is a microprocessor-based assembly, controlling the
4X4 transfer case shift functions via the actuation of
a shift motor and utilizing the feedback of a mode
sensor assembly. Communication is via the PCI serial
bus. Inputs include user selectable 4X4 modes that
include 2WD, 4HI, 4LO, and Neutral. The logic and
driver circuitry is contained in a molded plastic hous-
ing with an embedded heat-sink and is located
behind the left side of the lower instrument panel.
OPERATION
The Transfer Case Control Module (TCCM) utilizes
the input from the transfer case mounted mode sen-
sor, the instrument panel mounted selector switch,
and the following information from the vehicle's PCI
serial bus to determine if a shift is allowed.
²Engine RPM and Vehicle Speed
Fig. 8 SENTRY KEY IMMOBILIZER MODULE (SKIM)
1 - SENTRY KEY IMMOBILIZER MODULE (SKIM)
2 - STEERING COLUMN
3 - SCREW
4 - WIRING HARNES
DRELECTRONIC CONTROL MODULES 8E - 15
SENTRY KEY IMMOBILIZER MODULE (Continued)

ELECTRONIC MODULE IGNITION-OFF DRAW (IOD) TABLE
ModuleTime Out?
(If Yes, Interval And Wake-Up Input)IODIOD After Time
Out
ElectroMechanical
Instrument Cluster
(EMIC)No 0.44 milliampere N/A
Combination Flasher No 0.08 milliampere N/A
(2) Determine that the underhood lamp is operat-
ing properly, then disconnect the lamp wire harness
connector or remove the lamp bulb.
(3) Disconnect the battery negative cable.
(4) Set an electronic digital multi-meter to its
highest amperage scale. Connect the multi-meter
between the disconnected battery negative cable ter-
minal clamp and the battery negative terminal post.
Make sure that the doors remain closed so that the
illuminated entry system is not activated. The multi-
meter amperage reading may remain high for up to
three minutes, or may not give any reading at all
while set in the highest amperage scale, depending
upon the electrical equipment in the vehicle. The
multi-meter leads must be securely clamped to the
battery negative cable terminal clamp and the bat-
tery negative terminal post. If continuity between the
battery negative terminal post and the negative cable
terminal clamp is lost during any part of the IOD
test, the electronic timer function will be activated
and all of the tests will have to be repeated.
(5) After about three minutes, the high-amperage
IOD reading on the multi-meter should become very
low or nonexistent, depending upon the electrical
equipment in the vehicle. If the amperage reading
remains high, remove and replace each fuse or circuit
breaker in the Integrated Power Module (IPM), one
at a time until the amperage reading becomes very
low, or nonexistent. Refer to the appropriate wiring
information in this service manual for complete Inte-
grated Power Module fuse, circuit breaker, and cir-
cuit identification. This will isolate each circuit and
identify the circuit that is the source of the high-am-
perage IOD. If the amperage reading remains high
after removing and replacing each fuse and circuit
breaker, disconnect the wire harness from the gener-
ator. If the amperage reading now becomes very low
or nonexistent, refer to Charging System for the
proper charging system diagnosis and testing proce-
dures. After the high-amperage IOD has been cor-
rected, switch the multi-meter to progressively lower
amperage scales and, if necessary, repeat the fuse
and circuit breaker remove-and-replace process to
identify and correct all sources of excessive IOD. It is
now safe to select the lowest milliampere scale of the
multi-meter to check the low-amperage IOD.CAUTION: Do not open any doors, or turn on any
electrical accessories with the lowest milliampere
scale selected, or the multi-meter may be damaged.
(6) Observe the multi-meter reading. The low-am-
perage IOD should not exceed thirty-five milliam-
peres (0.035 ampere). If the current draw exceeds
thirty-five milliamperes, isolate each circuit using the
fuse and circuit breaker remove-and-replace process
in Step 5. The multi-meter reading will drop to
within the acceptable limit when the source of the
excessive current draw is disconnected. Repair this
circuit as required; whether a wiring short, incorrect
switch adjustment, or a component failure is at fault.
STANDARD PROCEDURE - USING MICRO 420
BATTERY TESTER
Always use the Micro 420 Instruction Manual that
was supplied with the tester as a reference. If the
Instruction Manual is not available the following pro-
cedure can be used:
Fig. 9 MICRO 420 BATTERY TESTER
8F - 12 BATTERY SYSTEMDR
BATTERY (Continued)

(7) Remove the battery from the battery tray.
INSTALLATION
(1) Clean and inspect the battery.
(2) Position the battery onto the battery tray.
Ensure that the battery positive and negative termi-
nal posts are correctly positioned. The battery cable
terminal clamps must reach the correct battery ter-
minal post without stretching the cables.
(3) Position the battery hold down and install the
retaining bolt.
CAUTION: Be certain that the battery cable terminal
clamps are connected to the correct battery termi-
nal posts. Reversed battery polarity may damage
electrical components of the vehicle.
(4) Clean the battery cable terminal clamps and
the battery terminal posts.
(5) Reconnect the battery positive cable terminal
clamp to the battery positive terminal post. Tighten
the terminal clamp pinch-bolt hex nut to 4 N´m (35
in. lbs.).
(6) Reconnect the battery negative cable terminal
clamp to the battery negative terminal post. Tighten
the terminal clamp pinch-bolt hex nut to 4 N´m (35
in. lbs.).
(7) Apply a thin coating of petroleum jelly or chas-
sis grease to the exposed surfaces of the battery cable
terminal clamps and the battery terminal posts.
(8) Obtain a DRB IIItscan tool and check the
PCM for any stored battery disconnect trouble code,
if required.
BATTERY HOLDDOWN
DESCRIPTION
The battery hold down hardware includes a bolt
and a molded plastic hold down bracket which
meshes with the battery tray when properly
installed. The battery tray and hold down hardware
combine to form a very stable and secure battery
hold down assembly.
OPERATION
The battery holddown secures the battery in the
battery tray. This holddown is designed to prevent
battery movement during the most extreme vehicle
operation conditions. Periodic removal and lubrica-
tion of the battery holddown hardware is recom-
mended to prevent hardware seizure at a later date.
CAUTION: Never operate a vehicle without a battery
holddown device properly installed. Damage to the
vehicle, components and battery could result.
REMOVAL
(1) Loosen and remove the battery hold down
retaining bolt.
(2) Remove the battery hold down bracket from
the battery case.
INSTALLATION
(1) Clean and inspect the battery hold down hard-
ware (Refer to 8 - ELECTRICAL/BATTERY SYSTEM
- CLEANING).
(2) Position the battery hold down bracket in the
battery tray. Be certain that the hold down bracket is
properly positioned in the battery tray before tight-
ening the hold down hardware.
(3) Install and tighten the battery hold down
retaining bolt.
BATTERY CABLES
DESCRIPTION
The battery cables are large gauge, stranded cop-
per wires sheathed within a heavy plastic or syn-
thetic rubber insulating jacket. The wire used in the
battery cables combines excellent flexibility and reli-
ability with high electrical current carrying capacity.
Refer to Wiring for the location of the proper battery
cable wire gauge information.
The battery cables cannot be repaired and, if dam-
aged or faulty they must be replaced. Both the bat-
tery positive and negative cables are available for
service replacement only as a unit with the battery
positive cable wire harness or the battery negative
cable wire harness, which may include portions of
the wiring circuits for the generator and other com-
ponents on some models.
Most models feature a stamped brass clamping
type female battery terminal crimped onto one end of
the battery cable wire and then solder-dipped. A
pinch-bolt and hex nut are installed at the open end
of the female battery terminal clamp. The battery
positive cable also includes a red molded rubber pro-
tective cover for the female battery terminal clamp.
Large eyelet type terminals are crimped onto the
opposite end of the battery cable wire and then sol-
der-dipped. The battery positive cable wires have a
red insulating jacket to provide visual identification
and feature a larger female battery terminal clamp
to allow connection to the larger battery positive ter-
minal post. The battery negative cable wires have a
black insulating jacket and a smaller female battery
terminal clamp.
OPERATION
The battery cables connect the battery terminal
posts to the vehicle electrical system. These cables
8F - 14 BATTERY SYSTEMDR
BATTERY (Continued)

INSTALLATION
(1) Position the battery cable in the engine com-
partment.
(2) One at a time, install the battery cable retain-
ing pushpins, fasteners and routing clips until the
cable is installed exactly where it was in the vehicle.
Refer to Wiring for illustrations.
(3) Install the battery in the vehicle. Refer to the
procedure in this group.
(4) Connect the battery negative cable terminal.
BATTERY TRAY
DESCRIPTION
The molded plastic tray battery tray is located in
the left front corner of the engine compartment. On
this model, the battery tray also provides an anchor
point for the anti-lock brake controller, cruise control
servo (if equipped) and the integrated power module
(Fig. 15). The battery hold down hardware is con-
tained within the battery tray. A hole in the bottom
of the battery tray is fitted with a battery tempera-
ture sensor. Refer to Charging System for more infor-
mation on the battery temperature sensor.
OPERATION
The battery tray and the battery hold down hard-
ware combine to secure and stabilize the battery in
the engine compartment, which prevents battery
movement during even the most extreme vehicle
operation. Unrestrained battery movement during
vehicle operation could result in damage to the vehi-
cle, the battery, or both.
REMOVAL
LEFT SIDE
(1) Remove the battery from the battery tray
(Refer to 8 - ELECTRICAL/BATTERY SYSTEM/BAT-
TERY - REMOVAL).
(2) Remove the integrated power module (Refer to
8 - ELECTRICAL/POWER DISTRIBUTION/INTEL-
LIGENT POWER MODULE - REMOVAL).
(3) Disconnect the wire harness retainers from the
battery tray assembly.
(4) Remove the anti-lock brake controller (if
equipped) retaining bolts and support the brake con-
troller with mechanics wire. It is not necessary to
completely remove the anti-lock brake control unit.
(5) Remove the left front wheelhouse splash shiel-
d(Refer to 23 - BODY/EXTERIOR/LF WHEEL-
HOUSE SPLASH SHIELD - REMOVAL).
Fig. 15 DR Battery Tray
1 - BATTERY TRAY ASSEMBLY
2 - BATTERY TEMPERATURE SENSOR
3 - ANTI-LOCK BRAKE CONTROLLER MOUNTING LOCATION
4 - INTEGRATED POWER MODULE MOUNTING SANCTION
Fig. 16 Lower Battery Tray Retaining Bolts
1 - BATTERY TRAY ASSEMBLY
2 - BATTERY TRAY RETAINING BOLTS
3 - CRUISE CONTROL SERVO
DRBATTERY SYSTEM 8F - 17
BATTERY CABLES (Continued)