display DODGE RAM 2003 Service Manual PDF

tank. The valve prevents fluid drainback when the
vehicle is parked for lengthy periods. The valve check
ball is spring loaded and has an opening pressure of
approximately 2 psi.
The valve is serviced as an assembly; it is not repair-
able. Do not clean the valve if restricted, or contami-
nated by sludge, or debris. If the valve fails, or if a
transmission malfunction occurs that generates signifi-
cant amounts of sludge and/or clutch particles and
metal shavings, the valve must be replaced.
If the valve is restricted, installed backwards, or in
the wrong line, it will cause an overheating condition
and possible transmission failure.
CAUTION: The drainback valve is a one-way flow
device. It must be properly oriented in terms of flow
direction for the cooler to function properly. The
valve must be installed in the pressure line. Other-
wise flow will be blocked and would cause an over-
heating condition and eventual transmission failure.
TRANSMISSION RANGE
SENSOR
DESCRIPTION
The Transmission Range Sensor (TRS) (Fig. 258)
has 3 primary functions:
²Provide a PARK/NEUTRAL start signal to the
engine controller and the starter relay.
²Turn the Back-up lamps on when the transmis-
sion is in REVERSE and the engine (ignition) is on.
²Provide a transmission range signal to the
instrument cluster.
The sensor is mounted in the transmission housing
near the valve body, just above the pan rail. It's in the
same position as the Park/Neutral switch on other
transmissions. The TRS contacts a cammed surface on
the manual valve lever. The cammed surface translates
the rotational motion of the manual lever into the linear
motion of the sensor. The cammed surface on the man-
ual lever is comprised of two parts controlling the TRS
signal: The insulator portion contacts the switch poppet
when the manual lever is not in PARK or NEUTRAL.
The manual lever itself contacts the poppet when the
lever is in PARK or NEUTRAL; providing a ground for
the signal from the starter relay and the JTEC engine
controller.
OPERATION
As the switch moves through its linear motion (Fig.
259) contacts slide across a circuit board which changes
the resistance between the range sensing pins of the
switch. A power supply on the instrument cluster pro-
vides a regulated voltage signal to the switch. The
return signal is decoded by the cluster, which then con-
trols the PRNDL display to correspond with the correct
transmission range. A bus message of transmission
range is also sent by the cluster. In REVERSE range a
second contact set closes the circuit providing power to
the reverse lamps.
Fig. 258 Transmission Range Sensor
Fig. 259 Transmission Range Sensor
Linear Movement
DRAUTOMATIC TRANSMISSION - 46RE 21 - 263
TORQUE CONVERTER DRAINBACK VALVE (Continued)

Mechanical State Electronic Display
(Ignition Unlocked)Electronic Display
(Ignition On)
Indicated Gear Position Transmission
StatusColumn Shifter
Position
P P P Vehicle is in PARK
with the pawl
engaged.In the PARK gate.
R The PARK pawl is
disengaged and the
vehicle is free to
roll, but REVERSE
is not engaged.Between the PARK
and REVERSE
gates.
R R R The transmission is
hydraulically in
REVERSE.In the REVERSE
gate.
N The transmission is
transitioning
between REVERSE
and NEUTRAL.Between the
REVERSE and
NEUTRAL gates.
N N N The vehicle is in
NEUTRAL.In the NEUTRAL
gate.
N The transmission is
transitioning
between NEUTRAL
and DRIVE, but is
not in DRIVE.Between the
NEUTRAL and
DRIVE gates.
D D D The transmission is
hydraulically in
DRIVE.In the DRIVE gate,
2 2 2 The transmission is
hydraulically in
Manual SECOND.In the SECOND
gate.
1 1 1 The transmission is
hydraulically in
Manual FIRST.In the FIRST gate.
DIAGNOSIS AND TESTING - TRANSMISSION
RANGE SENSOR (TRS)
NOTE: For all circuit identification in the following
steps, Refer to the appropriate Wiring Information.
(1) Raise vehicle on suitable hoist.
(2) Disconnect the vehicle's shift cable from the
manual lever.
(3) With the manual lever in the PARK position
(the PARK position is with the manual lever moved
to the full rearward position), measure the resistance
between the Park/Neutral Position Sense pin of the
TRS and the transmission case. The resistance
should be less than 5 ohms.(4) With the manual lever in the NEUTRAL posi-
tion (the NEUTRAL position is with the manual
lever moved two detents forward of the full rearward
position), measure the resistance between the Park/
Neutral Position Sense pin of the TRS and the trans-
mission case. The resistance should be less than 5
ohms.
(5) If the resistance is greater than 5 ohms in
either of the previous steps, check for a dirty contact
between the tip of the TRS rod and the valve body
manual lever. If the contact is OK, replace the TRS.
(6) With the manual lever in the REVERSE posi-
tion (the REVERSE position is with the manual lever
moved one detent forward of the full rearward posi-
tion), measure the resistance between the Fused
Ignition Switch Output and the Back-up Lamp feed
pins of the TRS. The resistance should be less than 5
21 - 264 AUTOMATIC TRANSMISSION - 46REDR
TRANSMISSION RANGE SENSOR (Continued)

TRANSMISSION RANGE
SENSOR
DESCRIPTION
The Transmission Range Sensor (TRS) (Fig. 242)
has 3 primary functions:
²Provide a PARK/NEUTRAL start signal to the
engine controller and the starter relay.
²Turn the Back-up lamps on when the transmis-
sion is in REVERSE and the engine (ignition) is on.
²Provide a transmission range signal to the
instrument cluster.
The sensor is mounted in the transmission housing
near the valve body, just above the pan rail. It's in
the same position as the Park/Neutral switch on
other transmissions. The TRS contacts a cammed
surface on the manual valve lever. The cammed sur-
face translates the rotational motion of the manual
lever into the linear motion of the sensor. The
cammed surface on the manual lever is comprised of
two parts controlling the TRS signal: The insulator
portion contacts the switch poppet when the manual
lever is not in PARK or NEUTRAL. The manual
lever itself contacts the poppet when the lever is in
PARK or NEUTRAL; providing a ground for the sig-
nal from the starter relay and the JTEC engine con-
troller.
OPERATION
As the switch moves through its linear motion (Fig.
243) contacts slide across a circuit board which
changes the resistance between the range sensing
pins of the switch. A power supply on the instrument
cluster provides a regulated voltage signal to the
switch. The return signal is decoded by the cluster,
which then controls the PRNDL display to corre-
spond with the correct transmission range. A bus
message of transmission range is also sent by the
cluster. In REVERSE range a second contact set
closes the circuit providing power to the reverse
lamps.
Fig. 242 Transmission Range Sensor
Fig. 243 Transmission Range Sensor Linear
Movement
DRAUTOMATIC TRANSMISSION - 48RE 21 - 441

Mechanical State Electronic Display
(Ignition Unlocked)Electronic Display
(Ignition On)
Indicated Gear Position Transmission
StatusColumn Shifter
Position
P P P Vehicle is in PARK
with the pawl
engaged.In the PARK gate.
R The PARK pawl is
disengaged and the
vehicle is free to
roll, but REVERSE
is not engaged.Between the PARK
and REVERSE
gates.
R R R The transmission is
hydraulically in
REVERSE.In the REVERSE
gate.
N The transmission is
transitioning
between REVERSE
and NEUTRAL.Between the
REVERSE and
NEUTRAL gates.
N N N The vehicle is in
NEUTRAL.In the NEUTRAL
gate.
N The transmission is
transitioning
between NEUTRAL
and DRIVE, but is
not in DRIVE.Between the
NEUTRAL and
DRIVE gates.
D D D The transmission is
hydraulically in
DRIVE.In the DRIVE gate,
2 2 2 The transmission is
hydraulically in
Manual SECOND.In the SECOND
gate.
1 1 1 The transmission is
hydraulically in
Manual FIRST.In the FIRST gate.
DIAGNOSIS AND TESTING - TRANSMISSION
RANGE SENSOR (TRS)
NOTE: For all circuit identification in the following
steps, Refer to the appropriate Wiring Information.
(1) Raise vehicle on suitable hoist.
(2) Disconnect the vehicle's shift cable from the
manual lever.
(3) With the manual lever in the PARK position
(the PARK position is with the manual lever moved
to the full rearward position), measure the resistance
between the Park/Neutral Position Sense pin of the
TRS and the transmission case. The resistance
should be less than 5 ohms.(4) With the manual lever in the NEUTRAL posi-
tion (the NEUTRAL position is with the manual
lever moved two detents forward of the full rearward
position), measure the resistance between the Park/
Neutral Position Sense pin of the TRS and the trans-
mission case. The resistance should be less than 5
ohms.
(5) If the resistance is greater than 5 ohms in
either of the previous steps, check for a dirty contact
between the tip of the TRS rod and the valve body
manual lever. If the contact is OK, replace the TRS.
(6) With the manual lever in the REVERSE posi-
tion (the REVERSE position is with the manual lever
moved one detent forward of the full rearward posi-
tion), measure the resistance between the Fused
Ignition Switch Output and the Back-up Lamp feed
pins of the TRS. The resistance should be less than 5
21 - 442 AUTOMATIC TRANSMISSION - 48REDR
TRANSMISSION RANGE SENSOR (Continued)

EMISSIONS CONTROL
TABLE OF CONTENTS
page page
EMISSIONS CONTROL
DESCRIPTION
DESCRIPTION - STATE DISPLAY TEST
MODE...............................1
DESCRIPTION - CIRCUIT ACTUATION TEST
MODE...............................1
DESCRIPTION - DIAGNOSTIC TROUBLE
CODES..............................1
DESCRIPTION - TASK MANAGER..........1DESCRIPTION - MONITORED SYSTEMS....1
DESCRIPTION - TRIP DEFINITION.........4
DESCRIPTION - COMPONENT MONITORS . . 4
OPERATION
OPERATION..........................4
OPERATION - TASK MANAGER...........5
OPERATION - NON-MONITORED CIRCUITS . . 8
EVAPORATIVE EMISSIONS................10
EMISSIONS CONTROL
DESCRIPTION
DESCRIPTION - STATE DISPLAY TEST MODE
The switch inputs to the Powertrain Control Mod-
ule (PCM) have two recognized states; HIGH and
LOW. For this reason, the PCM cannot recognize the
difference between a selected switch position versus
an open circuit, a short circuit, or a defective switch.
If the State Display screen shows the change from
HIGH to LOW or LOW to HIGH, assume the entire
switch circuit to the PCM functions properly. Connect
the DRB scan tool to the data link connector and
access the state display screen. Then access either
State Display Inputs and Outputs or State Display
Sensors.
DESCRIPTION - CIRCUIT ACTUATION TEST
MODE
The Circuit Actuation Test Mode checks for proper
operation of output circuits or devices the Powertrain
Control Module (PCM) may not internally recognize.
The PCM attempts to activate these outputs and
allow an observer to verify proper operation. Most of
the tests provide an audible or visual indication of
device operation (click of relay contacts, fuel spray,
etc.). Except for intermittent conditions, if a device
functions properly during testing, assume the device,
its associated wiring, and driver circuit work cor-
rectly. Connect the DRB scan tool to the data link
connector and access the Actuators screen.
DESCRIPTION - DIAGNOSTIC TROUBLE CODES
A Diagnostic Trouble Code (DTC) indicates the
PCM has recognized an abnormal condition in the
system.Remember that DTC's are the results of a sys-
tem or circuit failure, but do not directly iden-
tify the failed component or components.
BULB CHECK
Each time the ignition key is turned to the ON
position, the malfunction indicator (check engine)
lamp on the instrument panel should illuminate for
approximately 2 seconds then go out. This is done for
a bulb check.
OBTAINING DTC'S USING DRB SCAN TOOL
(1) Obtain the applicable Powertrain Diagnostic
Manual.
(2) Obtain the DRB Scan Tool.
(3) Connect the DRB Scan Tool to the data link
(diagnostic) connector. This connector is located in
the passenger compartment; at the lower edge of
instrument panel; near the steering column.
(4) Turn the ignition switch on and access the
ªRead Faultº screen.
(5) Record all the DTC's and ªfreeze frameº infor-
mation shown on the DRB scan tool.
(6) To erase DTC's, use the ªErase Trouble Codeº
data screen on the DRB scan tool.Do not erase any
DTC's until problems have been investigated
and repairs have been performed.
DESCRIPTION - TASK MANAGER
The PCM is responsible for efficiently coordinating
the operation of all the emissions-related compo-
nents. The PCM is also responsible for determining if
the diagnostic systems are operating properly. The
software designed to carry out these responsibilities
is call the 'Task Manager'.
DESCRIPTION - MONITORED SYSTEMS
There are new electronic circuit monitors that
check fuel, emission, engine and ignition perfor-
DREMISSIONS CONTROL 25 - 1

mance. These monitors use information from various
sensor circuits to indicate the overall operation of the
fuel, engine, ignition and emission systems and thus
the emissions performance of the vehicle.
The fuel, engine, ignition and emission systems
monitors do not indicate a specific component prob-
lem. They do indicate that there is an implied prob-
lem within one of the systems and that a specific
problem must be diagnosed.
If any of these monitors detect a problem affecting
vehicle emissions, the Malfunction Indicator Lamp
(MIL) will be illuminated. These monitors generate
Diagnostic Trouble Codes that can be displayed with
the MIL or a scan tool.
The following is a list of the system monitors:
²Misfire Monitor
²Fuel System Monitor
²Oxygen Sensor Monitor
²Oxygen Sensor Heater Monitor
²Catalyst Monitor
²Leak Detection Pump Monitor (if equipped)
All these system monitors require two consecutive
trips with the malfunction present to set a fault.
Refer to the appropriate Powertrain Diagnos-
tics Procedures manual for diagnostic proce-
dures.
The following is an operation and description of
each system monitor :
OXYGEN SENSOR (O2S) MONITOR
Effective control of exhaust emissions is achieved
by an oxygen feedback system. The most important
element of the feedback system is the O2S. The O2S
is located in the exhaust path. Once it reaches oper-
ating temperature 300É to 350ÉC (572É to 662ÉF), the
sensor generates a voltage that is inversely propor-
tional to the amount of oxygen in the exhaust. The
information obtained by the sensor is used to calcu-
late the fuel injector pulse width. This maintains a
14.7 to 1 Air Fuel (A/F) ratio. At this mixture ratio,
the catalyst works best to remove hydrocarbons (HC),
carbon monoxide (CO) and nitrogen oxide (NOx) from
the exhaust.
The O2S is also the main sensing element for the
Catalyst and Fuel Monitors.
The O2S can fail in any or all of the following
manners:
²slow response rate
²reduced output voltage
²dynamic shift
²shorted or open circuits
Response rate is the time required for the sensor to
switch from lean to rich once it is exposed to a richer
than optimum A/F mixture or vice versa. As the sen-
sor starts malfunctioning, it could take longer todetect the changes in the oxygen content of the
exhaust gas.
The output voltage of the O2S ranges from 0 to 1
volt. A good sensor can easily generate any output
voltage in this range as it is exposed to different con-
centrations of oxygen. To detect a shift in the A/F
mixture (lean or rich), the output voltage has to
change beyond a threshold value. A malfunctioning
sensor could have difficulty changing beyond the
threshold value.
OXYGEN SENSOR HEATER MONITOR
If there is an oxygen sensor (O2S) shorted to volt-
age DTC, as well as a O2S heater DTC, the O2S
fault MUST be repaired first. Before checking the
O2S fault, verify that the heater circuit is operating
correctly.
Effective control of exhaust emissions is achieved
by an oxygen feedback system. The most important
element of the feedback system is the O2S. The O2S
is located in the exhaust path. Once it reaches oper-
ating temperature 300É to 350ÉC (572 É to 662ÉF), the
sensor generates a voltage that is inversely propor-
tional to the amount of oxygen in the exhaust. The
information obtained by the sensor is used to calcu-
late the fuel injector pulse width. This maintains a
14.7 to 1 Air Fuel (A/F) ratio. At this mixture ratio,
the catalyst works best to remove hydrocarbons (HC),
carbon monoxide (CO) and nitrogen oxide (NOx) from
the exhaust.
The voltage readings taken from the O2S sensor
are very temperature sensitive. The readings are not
accurate below 300ÉC. Heating of the O2S sensor is
done to allow the engine controller to shift to closed
loop control as soon as possible. The heating element
used to heat the O2S sensor must be tested to ensure
that it is heating the sensor properly.
The O2S sensor circuit is monitored for a drop in
voltage. The sensor output is used to test the heater
by isolating the effect of the heater element on the
O2S sensor output voltage from the other effects.
LEAK DETECTION PUMP MONITOR (IF EQUIPPED)
The leak detection assembly incorporates two pri-
mary functions: it must detect a leak in the evapora-
tive system and seal the evaporative system so the
leak detection test can be run.
The primary components within the assembly are:
A three port solenoid that activates both of the func-
tions listed above; a pump which contains a switch,
two check valves and a spring/diaphragm, a canister
vent valve (CVV) seal which contains a spring loaded
vent seal valve.
Immediately after a cold start, between predeter-
mined temperature thresholds limits, the three port
solenoid is briefly energized. This initializes the
25 - 2 EMISSIONS CONTROLDR
EMISSIONS CONTROL (Continued)

problem is repaired or ceases to exist, the PCM can-
cels the code after 40 warm-up cycles. Diagnostic
trouble codes that affect vehicle emissions illuminate
the Malfunction Indicator Lamp (MIL). The MIL is
displayed as an engine icon (graphic) on the instru-
ment panel. Refer to Malfunction Indicator Lamp in
this section.
Certain criteria must be met before the PCM
stores a DTC in memory. The criteria may be a spe-
cific range of engine RPM, engine temperature,
and/or input voltage to the PCM.
The PCM might not store a DTC for a monitored
circuit even though a malfunction has occurred. This
may happen because one of the DTC criteria for the
circuit has not been met.For example,assume the
diagnostic trouble code criteria requires the PCM to
monitor the circuit only when the engine operates
between 750 and 2000 RPM. Suppose the sensor's
output circuit shorts to ground when engine operates
above 2400 RPM (resulting in 0 volt input to the
PCM). Because the condition happens at an engine
speed above the maximum threshold (2000 rpm), the
PCM will not store a DTC.
There are several operating conditions for which
the PCM monitors and sets DTC's. Refer to Moni-
tored Systems, Components, and Non-Monitored Cir-
cuits in this section.
Technicians must retrieve stored DTC's by connect-
ing the DRB scan tool (or an equivalent scan tool) to
the 16±way data link connector. The connector is
located on the bottom edge of the instrument panel
near the steering column (Fig. 1).
NOTE: Various diagnostic procedures may actually
cause a diagnostic monitor to set a DTC. For
instance, pulling a spark plug wire to perform a
spark test may set the misfire code. When a repair
is completed and verified, connect the DRB scan
tool to the 16±way data link connector to erase all
DTC's and extinguish the MIL.
OPERATION - TASK MANAGER
The Task Manager determines which tests happen
when and which functions occur when. Many of the
diagnostic steps required by OBD II must be per-
formed under specific operating conditions. The Task
Manager software organizes and prioritizes the diag-
nostic procedures. The job of the Task Manager is to
determine if conditions are appropriate for tests to be
run, monitor the parameters for a trip for each test,
and record the results of the test. Following are the
responsibilities of the Task Manager software:
²Test Sequence
²MIL Illumination
²Diagnostic Trouble Codes (DTCs)
²Trip Indicator²Freeze Frame Data Storage
²Similar Conditions Window
Test Sequence
In many instances, emissions systems must fail
diagnostic tests more than once before the PCM illu-
minates the MIL. These tests are know as 'two trip
monitors.' Other tests that turn the MIL lamp on
after a single failure are known as 'one trip moni-
tors.' A trip is defined as 'start the vehicle and oper-
ate it to meet the criteria necessary to run the given
monitor.'
Many of the diagnostic tests must be performed
under certain operating conditions. However, there
are times when tests cannot be run because another
test is in progress (conflict), another test has failed
(pending) or the Task Manager has set a fault that
may cause a failure of the test (suspend).
²Pending
Under some situations the Task Manager will not
run a monitor if the MIL is illuminated and a fault is
stored from another monitor. In these situations, the
Task Manager postpones monitorspendingresolu-
tion of the original fault. The Task Manager does not
run the test until the problem is remedied.
For example, when the MIL is illuminated for an
Oxygen Sensor fault, the Task Manager does not run
the Catalyst Monitor until the Oxygen Sensor fault is
remedied. Since the Catalyst Monitor is based on sig-
nals from the Oxygen Sensor, running the test would
produce inaccurate results.
²Conflict
There are situations when the Task Manager does
not run a test if another monitor is in progress. In
Fig. 1 DATA LINK CONNECTOR LOCATION -
TYPICAL
1 - 16-WAY DATA LINK CONNECTOR
DREMISSIONS CONTROL 25 - 5
EMISSIONS CONTROL (Continued)

these situations, the effects of another monitor run-
ning could result in an erroneous failure. If thiscon-
flictis present, the monitor is not run until the
conflicting condition passes. Most likely the monitor
will run later after the conflicting monitor has
passed.
For example, if the Fuel System Monitor is in
progress, the Task Manager does not run the EGR
Monitor. Since both tests monitor changes in air/fuel
ratio and adaptive fuel compensation, the monitors
will conflict with each other.
²Suspend
Occasionally the Task Manager may not allow a two
trip fault to mature. The Task Manager willsus-
pendthe maturing of a fault if a condition exists
that may induce an erroneous failure. This prevents
illuminating the MIL for the wrong fault and allows
more precis diagnosis.
For example, if the PCM is storing a one trip fault
for the Oxygen Sensor and the EGR monitor, the
Task Manager may still run the EGR Monitor but
will suspend the results until the Oxygen Sensor
Monitor either passes or fails. At that point the Task
Manager can determine if the EGR system is actu-
ally failing or if an Oxygen Sensor is failing.
MIL Illumination
The PCM Task Manager carries out the illumina-
tion of the MIL. The Task Manager triggers MIL illu-
mination upon test failure, depending on monitor
failure criteria.
The Task Manager Screen shows both a Requested
MIL state and an Actual MIL state. When the MIL is
illuminated upon completion of a test for a third trip,
the Requested MIL state changes to OFF. However,
the MIL remains illuminated until the next key
cycle. (On some vehicles, the MIL will actually turn
OFF during the third key cycle) During the key cycle
for the third good trip, the Requested MIL state is
OFF, while the Actual MILL state is ON. After the
next key cycle, the MIL is not illuminated and both
MIL states read OFF.
Diagnostic Trouble Codes (DTCs)
With OBD II, different DTC faults have different
priorities according to regulations. As a result, the
priorities determine MIL illumination and DTC era-
sure. DTCs are entered according to individual prior-
ity. DTCs with a higher priority overwrite lower
priority DTCs.
Priorities
²Priority 0 ÐNon-emissions related trouble codes
²Priority 1 Ð One trip failure of a two trip fault
for non-fuel system and non-misfire.²Priority 2 Ð One trip failure of a two trip fault
for fuel system (rich/lean) or misfire.
²Priority3ÐTwotrip failure for a non-fuel sys-
tem and non-misfire or matured one trip comprehen-
sive component fault.
²Priority4ÐTwotrip failure or matured fault
for fuel system (rich/lean) and misfire or one trip cat-
alyst damaging misfire.
Non-emissions related failures have no priority.
One trip failures of two trip faults have low priority.
Two trip failures or matured faults have higher pri-
ority. One and two trip failures of fuel system and
misfire monitor take precedence over non-fuel system
and non-misfire failures.
DTC Self Erasure
With one trip components or systems, the MIL is
illuminated upon test failure and DTCs are stored.
Two trip monitors are components requiring failure
in two consecutive trips for MIL illumination. Upon
failure of the first test, the Task Manager enters a
maturing code. If the component fails the test for a
second time the code matures and a DTC is set.
After three good trips the MIL is extinguished and
the Task Manager automatically switches the trip
counter to a warm-up cycle counter. DTCs are auto-
matically erased following 40 warm-up cycles if the
component does not fail again.
For misfire and fuel system monitors, the compo-
nent must pass the test under a Similar Conditions
Window in order to record a good trip. A Similar Con-
ditions Window is when engine RPM is within  375
RPM and load is within  10% of when the fault
occurred.
NOTE: It is important to understand that a compo-
nent does not have to fail under a similar window of
operation to mature. It must pass the test under a
Similar Conditions Window when it failed to record
a Good Trip for DTC erasure for misfire and fuel
system monitors.
DTCs can be erased anytime with a DRB III. Eras-
ing the DTC with the DRB III erases all OBD II
information. The DRB III automatically displays a
warning that erasing the DTC will also erase all
OBD II monitor data. This includes all counter infor-
mation for warm-up cycles, trips and Freeze Frame.
Trip Indicator
TheTripis essential for running monitors and
extinguishing the MIL. In OBD II terms, a trip is a
set of vehicle operating conditions that must be met
for a specific monitor to run. All trips begin with a
key cycle.
Good Trip
The Good Trip counters are as follows:
25 - 6 EMISSIONS CONTROLDR
EMISSIONS CONTROL (Continued)

²Specific Good Trip
²Fuel System Good Trip
²Misfire Good Trip
²Alternate Good Trip (appears as a Global Good
Trip on DRB III)
²Comprehensive Components
²Major Monitor
²Warm-Up Cycles
Specific Good Trip
The term Good Trip has different meanings
depending on the circumstances:
²If the MIL is OFF, a trip is defined as when the
Oxygen Sensor Monitor and the Catalyst Monitor
have been completed in the same drive cycle.
²If the MIL is ON and a DTC was set by the Fuel
Monitor or Misfire Monitor (both continuous moni-
tors), the vehicle must be operated in the Similar
Condition Window for a specified amount of time.
²If the MIL is ON and a DTC was set by a Task
Manager commanded once-per-trip monitor (such as
the Oxygen Sensor Monitor, Catalyst Monitor, Purge
Flow Monitor, Leak Detection Pump Monitor, EGR
Monitor or Oxygen Sensor Heater Monitor), a good
trip is when the monitor is passed on the next start-
up.
²If the MIL is ON and any other emissions DTC
was set (not an OBD II monitor), a good trip occurs
when the Oxygen Sensor Monitor and Catalyst Mon-
itor have been completed, or two minutes of engine
run time if the Oxygen Sensor Monitor and Catalyst
Monitor have been stopped from running.
Fuel System Good Trip
To count a good trip (three required) and turn off
the MIL, the following conditions must occur:
²Engine in closed loop
²Operating in Similar Conditions Window
²Short Term multiplied by Long Term less than
threshold
²Less than threshold for a predetermined time
If all of the previous criteria are met, the PCM will
count a good trip (three required) and turn off the
MIL.
Misfire Good Trip
If the following conditions are met the PCM will
count one good trip (three required) in order to turn
off the MIL:
²Operating in Similar Condition Window
²1000 engine revolutions with no misfire
Warm-Up Cycles
Once the MIL has been extinguished by the Good
Trip Counter, the PCM automatically switches to a
Warm-Up Cycle Counter that can be viewed on the
DRB III. Warm-Up Cycles are used to erase DTCs
and Freeze Frames. Forty Warm-Up cycles must
occur in order for the PCM to self-erase a DTC andFreeze Frame. A Warm-Up Cycle is defined as fol-
lows:
²Engine coolant temperature must start below
and rise above 160É F
²Engine coolant temperature must rise by 40É F
²No further faults occur
Freeze Frame Data Storage
Once a failure occurs, the Task Manager records
several engine operating conditions and stores it in a
Freeze Frame. The Freeze Frame is considered one
frame of information taken by an on-board data
recorder. When a fault occurs, the PCM stores the
input data from various sensors so that technicians
can determine under what vehicle operating condi-
tions the failure occurred.
The data stored in Freeze Frame is usually
recorded when a system fails the first time for two
trip faults. Freeze Frame data will only be overwrit-
ten by a different fault with a higher priority.
CAUTION: Erasing DTCs, either with the DRB III or
by disconnecting the battery, also clears all Freeze
Frame data.
Similar Conditions Window
The Similar Conditions Window displays informa-
tion about engine operation during a monitor. Abso-
lute MAP (engine load) and Engine RPM are stored
in this window when a failure occurs. There are two
different Similar conditions Windows: Fuel System
and Misfire.
FUEL SYSTEM
²Fuel System Similar Conditions WindowÐ
An indicator that 'Absolute MAP When Fuel Sys Fail'
and 'RPM When Fuel Sys Failed' are all in the same
range when the failure occurred. Indicated by switch-
ing from 'NO' to 'YES'.
²Absolute MAP When Fuel Sys FailÐ The
stored MAP reading at the time of failure. Informs
the user at what engine load the failure occurred.
²Absolute MAPÐ A live reading of engine load
to aid the user in accessing the Similar Conditions
Window.
²RPM When Fuel Sys FailÐ The stored RPM
reading at the time of failure. Informs the user at
what engine RPM the failure occurred.
²Engine RPMÐ A live reading of engine RPM
to aid the user in accessing the Similar Conditions
Window.
²Adaptive Memory FactorÐ The PCM utilizes
both Short Term Compensation and Long Term Adap-
tive to calculate the Adaptive Memory Factor for
total fuel correction.
DREMISSIONS CONTROL 25 - 7
EMISSIONS CONTROL (Continued)

DIESEL ENGINE - DIAGNOSIS AND
TESTING, COOLING SYSTEM.............7-7
DIESEL ENGINE - INSTALLATION, 5.9L . . . 24-39,
24-42,24-44
DIESEL ENGINE - INSTALLATION,
EXCEPT V-10 OR.....................8R-17
DIESEL ENGINE - INSTALLATION, V-10
OR................................8R-17
DIESEL ENGINE - REMOVAL, 5.9L . . 24-37,24-40,
24-43,24-46
DIESEL ENGINE - REMOVAL, EXCEPT
V-10 OR ...........................8R-16
DIESEL ENGINE - REMOVAL, V-10 OR....8R-16
DIESEL ENGINE - STANDARD
PROCEDURE, DRAINING COOLING
SYSTEM 5.9L........................7-19
DIESEL ENGINE - STANDARD
PROCEDURE, REFILLING COOLING
SYSTEM 5.9L........................7-19
DIESEL ENGINE, SPECIAL TOOLS - 5.9L . . 9-294
DIESEL FUEL SYSTEM - DESCRIPTION . . . 14-57
DIESEL FUEL SYSTEM, SPECIAL TOOLS . . 14-60
DIESEL, SPECIFICATIONS - 5.9L.........9-293
DIFFERENTIAL - ASSEMBLY . . . 3-116,3-143,3-38,
3-63,3-88
DIFFERENTIAL - DESCRIPTION....3-114,3-141,
3-36,3-61,3-86
DIFFERENTIAL - DISASSEMBLY....3-115,3-142,
3-37,3-62,3-88
DIFFERENTIAL - INSTALLATION....3-117,3-144,
3-38,3-63,3-88
DIFFERENTIAL - OPERATION . . 3-114,3-141,3-36,
3-61,3-86
DIFFERENTIAL - REMOVAL . . . 3-115,3-142,3-36,
3-61,3-86
DIFFERENTIAL CASE BEARINGS -
INSTALLATION.....3-121,3-148,3-39,3-65,3-94
DIFFERENTIAL CASE BEARINGS -
REMOVAL.........3-121,3-148,3-39,3-64,3-93
DIFFERENTIAL TRAC-RITE - ASSEMBLY . . 3-120,
3-147
DIFFERENTIAL TRAC-RITE - CLEANING . . . 3-119,
3-146
DIFFERENTIAL TRAC-RITE -
DESCRIPTION..................3-118,3-145
DIFFERENTIAL TRAC-RITE -
DISASSEMBLY..................3-118,3-145
DIFFERENTIAL TRAC-RITE - INSPECTION . 3-119,
3-146
DIFFERENTIAL TRAC-RITE - OPERATION . . 3-118,
3-145
DIFFERENTIAL-TRAC-LOK - ASSEMBLY....3-92
DIFFERENTIAL-TRAC-LOK -
DESCRIPTION........................3-89
DIFFERENTIAL-TRAC-LOK - DIAGNOSIS
AND TESTING........................3-89
DIFFERENTIAL-TRAC-LOK -
DISASSEMBLY........................3-90
DIFFERENTIAL-TRAC-LOK - OPERATION....3-89
DIMENSIONS - SPECIFICATIONS, BODY
OPENING...........................23-99
DIMENSIONS - SPECIFICATIONS, FRAME . . 13-17
DIODE - INSTALLATION............8W-01-14
DIODE - REMOVAL................8W-01-14
DIODE REPLACEMENT - STANDARD
PROCEDURE.........................24-7
DISC - INSTALLATION, CLUTCH...........6-6
DISC - REMOVAL, CLUTCH...............6-6
DISC BRAKE CALIPER ADAPTER MOUNT
- INSTALLATION......................5-17
DISC BRAKE CALIPERS - DESCRIPTION....5-11
DISC BRAKE CALIPERS - OPERATION.....5-12
DISCHARGE (ESD) SENSITIVE DEVICES -
STANDARD PROCEDURE,
ELECTROSTATIC...................8W-01-8
DISPLAY TEST MODE - DESCRIPTION,
STATE ..............................25-1
DISTRIBUTION - DESCRIPTION, POWER . 8W-97-1
DISTRIBUTION - OPERATION, POWER . . 8W-97-1
DISTRIBUTION DUCTS - INSTALLATION,
FLOOR.............................24-27
DISTRIBUTION DUCTS - REMOVAL,
FLOOR
.............................24-27
DISTRIBUTION SYSTEMS, SPECIAL
TOOLS - POWER
...................8W-97-2
DISTRIBUTOR - DESCRIPTION
..........8I-16
DISTRIBUTOR - INSTALLATION
..........8I-18
DISTRIBUTOR - OPERATION
............8I-16DISTRIBUTOR - REMOVAL..............8I-17
DISTRIBUTOR BUSHING - INSTALLATION . 9-258
DISTRIBUTOR BUSHING - REMOVAL.....9-258
DISTRIBUTOR CAP - 5.9L V-8 -
DIAGNOSIS AND TESTING..............8I-18
DISTRIBUTOR ROTOR - 5.9L V-8 -
DIAGNOSIS AND TESTING..............8I-19
DOME LAMP - DESCRIPTION...........8L-24
DOME LAMP - INSTALLATION..........8L-24
DOME LAMP - OPERATION.............8L-24
DOME LAMP - REMOVAL..............8L-24
DOOR - INSTALLATION...........23-18,23-28
DOOR - INSTALLATION, BLEND.........24-25
DOOR - INSTALLATION, DEFROST.......24-27
DOOR - INSTALLATION, FLOOR -
DEFROST...........................24-30
DOOR - INSTALLATION, FUEL FILL.......23-39
DOOR - INSTALLATION, RECIRC.........24-30
DOOR - REMOVAL...............23-18,23-28
DOOR - REMOVAL, BLEND.............24-24
DOOR - REMOVAL, DEFROST...........24-27
DOOR - REMOVAL, FLOOR - DEFROST....24-30
DOOR - REMOVAL, FUEL FILL..........23-39
DOOR - REMOVAL, RECIRC............24-30
DOOR ACTUATOR - DESCRIPTION,
BLEND.............................24-16
DOOR ACTUATOR - DESCRIPTION,
MODE...............................24-20
DOOR ACTUATOR - DESCRIPTION,
RECIRCULATION.....................24-22
DOOR ACTUATOR - INSTALLATION,
BLEND.............................24-17
DOOR ACTUATOR - INSTALLATION,
FLOOR - DEFROST...................24-20
DOOR ACTUATOR - INSTALLATION,
MODE.............................24-22
DOOR ACTUATOR - INSTALLATION,
RECIRCULATION.....................24-23
DOOR ACTUATOR - OPERATION, BLEND . . 24-16
DOOR ACTUATOR - OPERATION, MODE . . . 24-21
DOOR ACTUATOR - OPERATION,
RECIRCULATION.....................24-22
DOOR ACTUATOR - REMOVAL, BLEND....24-17
DOOR ACTUATOR - REMOVAL, FLOOR -
DEFROST...........................24-19
DOOR ACTUATOR - REMOVAL, MODE....24-21
DOOR ACTUATOR - REMOVAL,
RECIRCULATION.....................24-22
DOOR AJAR INDICATOR - DESCRIPTION . . 8J-23
DOOR AJAR INDICATOR - OPERATION....8J-23
DOOR AJAR SWITCH - DESCRIPTION....8L-25
DOOR AJAR SWITCH - OPERATION......8L-25
DOOR GLASS - INSTALLATION.....23-20,23-30
DOOR GLASS - REMOVAL........23-20,23-30
DOOR GLASS RUN WEATHERSTRIP -
INSTALLATION, FRONT................23-92
DOOR GLASS RUN WEATHERSTRIP -
INSTALLATION, REAR.................23-93
DOOR GLASS RUN WEATHERSTRIP -
REMOVAL, FRONT....................23-92
DOOR GLASS RUN WEATHERSTRIP -
REMOVAL, REAR.....................23-93
DOOR INNER BELT MOLDING -
INSTALLATION, FRONT................23-93
DOOR INNER BELT MOLDING -
INSTALLATION, REAR.................23-94
DOOR INNER BELT MOLDING -
REMOVAL, FRONT....................23-93
DOOR INNER BELT MOLDING -
REMOVAL, REAR
.....................23-94
DOOR LOCK MOTOR - DESCRIPTION
......8N-5
DOOR LOCK MOTOR - DIAGNOSIS AND
TESTING
............................8N-5
DOOR LOCK MOTOR - OPERATION
.......8N-5
DOOR MODULE - DESCRIPTION, DRIVER
. . 8N-5
DOOR MODULE - DIAGNOSIS AND
TESTING, DRIVER
.....................8N-6
DOOR MODULE - INSTALLATION,
DRIVER
.............................8N-7
DOOR MODULE - OPERATION, DRIVER
....8N-5
DOOR MODULE - REMOVAL, DRIVER
.....8N-7
DOOR OPENING SEAL - INSTALLATION
. . . 23-92
DOOR OPENING SEAL - REMOVAL
.......23-92
DOOR OUTER BELT MOLDING -
INSTALLATION, FRONT
................23-93
DOOR OUTER BELT MOLDING -
INSTALLATION, REAR
.................23-94DOOR OUTER BELT MOLDING -
REMOVAL, FRONT....................23-93
DOOR OUTER BELT MOLDING -
REMOVAL, REAR.....................23-94
DOOR SILL TRIM COVER -
INSTALLATION, REAR.................23-72
DOOR SILL TRIM COVER - REMOVAL,
REAR..............................23-72
DOUBLE INVERTED FLARING -
STANDARD PROCEDURE.................5-7
DRAG LINK - INSTALLATION............19-35
DRAG LINK - REMOVAL...............19-35
DRAIN AND REFILL - STANDARD
PROCEDURE, FLUID.....21-617,21-652,21-682,
21-716
DRAIN CIRCUIT - OPERATION, FUEL.....14-78
DRAINBACK VALVE - DESCRIPTION,
TORQUE CONVERTER..........21-262,21-440
DRAINBACK VALVE - OPERATION,
TORQUE CONVERTER..........21-262,21-440
DRAINBACK VALVE - STANDARD
PROCEDURE, TORQUE CONVERTER....21-262,
21-440
DRAINING AT FUEL FILTER - STANDARD
PROCEDURES, WATER................14-57
DRAINING COOLING SYSTEM
3.7L/4.7L/5.7L ENGINE - STANDARD
PROCEDURE.........................7-18
DRAINING COOLING SYSTEM 5.9L
DIESEL ENGINE - STANDARD
PROCEDURE.........................7-19
DRAINING COOLING SYSTEM 5.9L/8.0L
ENGINE - STANDARD PROCEDURE........7-18
DRAW TEST - STANDARD PROCEDURE,
IGNITION-OFF.......................8F-11
DRIP RAIL WEATHERSTRIP -
INSTALLATION.......................23-91
DRIP RAIL WEATHERSTRIP - REMOVAL . . 23-91
DRIP RAIL WEATHERSTRIP RETAINER -
INSTALLATION.......................23-92
DRIP RAIL WEATHERSTRIP RETAINER -
REMOVAL..........................23-92
DRIVE - DIAGNOSIS AND TESTING,
ELECTRONICLY CONTOLLED VISCOUS
FAN ................................7-56
DRIVE - DIAGNOSIS AND TESTING,
VISCOUS FAN........................7-54
DRIVE BELT - DIAGNOSIS AND TESTING,
ACCESSORY.................7-25,7-28,7-31
DRIVE BELTS - 3.7L / 4.7L -
INSTALLATION........................7-27
DRIVE BELTS - 3.7L / 4.7L - REMOVAL....7-27
DRIVE BELTS - 5.9L - INSTALLATION......7-31
DRIVE BELTS - 5.9L - REMOVAL.........7-30
DRIVE BELTS - 5.9L DIESEL -
INSTALLATION........................7-34
DRIVE BELTS - 5.9L DIESEL - REMOVAL . . . 7-34
DRIVE LEARN - STANDARD PROCEDURE . . 8E-21
DRIVE SYSTEM - DESCRIPTION, TIMING . . 9-164
DRIVE SYSTEM - OPERATION, TIMING....9-164
DRIVE VISCOUS CLUTCH - 5.9L DIESEL
- DESCRIPTION, FAN...................7-55
DRIVE VISCOUS CLUTCH - 5.9L DIESEL
- OPERATION, FAN....................7-55
DRIVE VISCOUS CLUTCH -
DESCRIPTION, FAN....................7-54
DRIVE VISCOUS CLUTCH - OPERATION,
FAN ................................7-54
DRIVER AIRBAG - DESCRIPTION........8O-22
DRIVER AIRBAG - INSTALLATION.......8O-24
DRIVER AIRBAG - OPERATION..........8O-23
DRIVER AIRBAG - REMOVAL...........8O-23
DRIVER DOOR MODULE - DESCRIPTION . . . 8N-5
DRIVER DOOR MODULE - DIAGNOSIS
AND TESTING........................8N-6
DRIVER DOOR MODULE - INSTALLATION . . 8N-7
DRIVER DOOR MODULE - OPERATION....8N-5
DRIVER DOOR MODULE - REMOVAL......8N-7
DRIVER SEAT SWITCH - DESCRIPTION . . . 8N-15
DRIVER SEAT SWITCH - DIAGNOSIS
AND TESTING.......................8N-15
DRIVER SEAT SWITCH - INSTALLATION
. . 8N-16
DRIVER SEAT SWITCH - OPERATION
.....8N-15
DRIVER SEAT SWITCH - REMOVAL
......8N-16
DRIVER SIDE BEZEL - INSTALLATION,
INSTRUMENT PANEL
..................23-59
DRIVER SIDE BEZEL - REMOVAL,
INSTRUMENT PANEL
..................23-58
DRINDEX 11
Description Group-Page Description Group-Page Description Group-Page