codes DODGE TRUCK 1993 Service Repair Manual

INTRODUCTION

INTRODUCTION

DESIGNATIONS,
LABELS/PLATES/DECALS,
CODES
AND DIMENSIONS/WEIGHTS .
CONTENTS

page
MEASUREMENT
AND TORQUE
... 1 SPECIFICATIONS
page

. 11

DESIGNATIONS, LABELS/PLATES/DECALS, CODES
AND
DIMENSIONS/WEIGHTS
INDEX

page

Engine
and
Transmission/Transfer
Case
Identification
2

Engine/Transmission/GVWR
4

Equipment
Identification
Plate
3
International
Vehicle Control
and
Display
Symbols
10

Major Component
Identification 3
VEHICLE DESIGNATIONS The Vehicle Code chart lists description and code
for Ram Truck and Sport Utility vehicles. The codes are used to identify vehicle types in charts, captions
and in service procedures. The vehicle codes are
dif­

ferent than the Vehicle Identification Number (VIN) or the wheelbase/model code.
VEHICLE SAFETY CERTIFICATION
LABEL
A certification label is attached to the left side
B-pillar. The label certifies that the vehicle conforms
to Federal Motor Vehicle Safety Standards (FMVSS).
The label also lists the: • Month and year of vehicle manufacture
• Gross Vehicle Weight Rating (GVWR). The gross
front and rear axle weight ratings (GAWR's) are
based on a minimum rim size and maximum cold tire inflation pressure Vehicle Identification Number (VIN)
Type of vehicle
Type of rear wheels (single or dual) Bar code
Month, Day and Hour (MDH) of final assembly
VEHICLE IDENTIFICATION NUMBER (VIN) PLATE The Vehicle Identification Number (VIN) plate is
attached to the top left side of the instrument panel.
The VIN contains 17 characters that provide data
concerning the vehicle. Refer to the decoding chart to
determine the identification of a vehicle.
page

Trailer
Towing Specifications
4

Vehicle Code Plate
2

Vehicle Designations
1

Vehicle Dimension
4

Vehicle
Identification
Number (VIN) Plate
1

Vehicle Safety
Certification
Label
............. 1

Vehicle Weights
4
VEHICLE CODE
DESIGNATIONS
VEHICLE CODE
= AD
(DODGE
RAM

PICKUP
&
CHASSIS
CAB)

VEHICLE
FAMILY LINE DESCRIPTION
AD1
D150

AD2
D250

AD3
D350
PICKUP

4x2

AD5
W150
AD6
W250

AD7
W350
PICKUP

4x4

AD2
D250
AD3
D350
CHASSIS
CAB

4x2

AD6
W250
AD7
W350
CHASSIS
CAB

4x4

AD4
AD100

AD4
AD150
SPORT
UTILITY
4x2

AD8
AD100

AD8 AD
150
SPORT
UTILITY
4x4
J90IN-32

•

FRONT SUSPENSION
AND
AXLE
2 - 1
CONTENTS

page

FRONT SUSPENSION—2WD VEHICLES
......
7

FRONT SUSPENSION—4WD VEHICLES
14

FRONT WHEEL
ALIGNMENT
...............
3

GENERAL INFORMATION
1
page

MODEL
44
FRONT AXLE
17

MODEL
80
FRONT AXLE
49

TORQUE SPECIFICATIONS
75

GENERAL
INFORMATION

FRONT SUSPENSION—2WD VEHICLES
All two-wheel drive (2WD)
Ram
Truck
and
Ram­
charger vehicles
are
equipped with (Fig
1);

• Steering knuckles
• Stabilizer
bar
(optional) • Suspension arms
• Strut
rod

• Coil springs
• Dual-action shock absorbers
• Jounce bumpers (used
to
limit
the
travel
of the

suspension) The upper and lower suspension arms (Fig.
1)
have
replaceable bushings located
at the
inboard end.
Re­

placeable ball studs
are
located
at
the
outboard end.
The lower suspension arms
are
equipped with ten­ sion-type ball studs. The upper suspension arms also
provide
for
caster
and
camber adjustments.
STABILIZER
BAR
J9102-67

Fig. 1 Front Suspension—2WD Vehicles

FRONT SUSPENSION—4WD VEHICLES
All four-wheel drive (4WD) Ram Truck
and
Ram­
charger vehicles
are
equipped with (Fig
2);
• Leaf-springs (fixed-rate type)
• Dual-action shock absorbers • Stabilizer
bar
(optional)
• Jounce bumpers (used
to
limit
the
travel
of the

suspension)
Air-adjustable shock absorbers
are
installed
on
ve­

hicles equipped with
the
Heavy Duty Snow Plow Package with
the
Diesel engine. Refer
to
the Own­
ers Manual
for
additional information.
FRONT DRIVE AXLE The front axle
on 4WD Ram
Truck
and
Ram­
charger vehicles
has a
hypoid gear differential.
Model
44
and
60
axles consists
of
an iron center cast­
ing with axle shaft tubes extending from either side.
Ram Truck
and
Ramcharger vehicles equipped
for

standard duty 4WD operation use
the
Model
44
front
axle.
Vehicles equipped
for
heavy duty 4WD operation
use

a Model 60 front axle. The Model 60 front axle has lock­
ing hubs that must
be
engaged
for
4WD operation.
The steel cover provides
a
means
for
service with­
out removing
the
complete axle. A metal axle gear ratio identification
tag is at­

tached
to the
housing cover
via one of the
cover

bolts.
This
tag
also identifies
the
number
of
ring and
pinion gear teeth.
IDENTIFICATION Model
44 and 60
axles have
the
assembly part
number
and
gear ratio listed
on a
tag. The
tag
is at­

tached
to
the
left side
of
the housing cover (Fig.
3,
4).
Build date identification codes
on
axles
are
stamped
on
the
axle shaft tube cover side.

LUBRICANTS
Multi-purpose API
GL
5
quality hypoid gear lubri­
cant should
be
used
for
front axles. MOPAR Hypoid Gear Lubricant conforms
to
these specifications. The axle
has a
fitting
for a
vent hose used
to re­

lieve internal pressure. If the front axle
is
submerged
in
water,
the
lu­

bricant must
be
replaced immediately.

FRONT
SUSPENSION
AND
AXLE

•

REAR
SUSPENSION
AND
AXLE
3 - 1
CONTENTS

page

8
3/8 and 9 1/4
AXLE
11
GENERAL
INFORMATION
1
MODEL
60 and 70
AXLES
29

POWER-LOK DIFFERENTIAL
55

REAR
SUSPENSION—2WD
and
4WD VEHICLES
3
page

SERVICE
DIAGNOSIS
6

SPECIFICATIONS
27

SURE-GRIP
DIFFERENTIAL SERVICE
28

TORQUE SPECIFICATIONS
59

TRAC-LOK DIFFERENTIAL
51

GENERAL INFORMATION

SUSPENSION
Ram Truck rear suspensions
are
comprised
of;

• Drive axle
• Leaf springs
• Dual-action shock absorbers
• Jounce bumpers (used
to
limit
the
travel
of the
suspension) All
Ram
Truck
and
Ramcharger vehicles
are

equipped with leaf-type rear springs.
The
springs
have
a
one-piece, rubber bushing pressed into their main leaf front
eye.
Model
150 and
Ramcharger
ve­

hicles
are
equipped with
a
fixed-rate type leaf spring. Progressive-rate type rear leaf springs
are
standard equipment
for all
Model
250 and 350
vehicles.

AXLES
The
8 3/8, 9
1/4-Inch
,
Model
60 and 70
axle hous­
ings consist
of a
cast iron center section. They also
have
two
steel axle shaft tubes that
are
pressed into and welded
to the
differential housing. The removable, stamped steel cover provides
a

means
for
inspection
and
service without removing
the complete axle from
the
vehicle. Both axle types
are
equipped with
a
remote vent
fitting. A small, stamped metal axle gear ratio identifica­
tion
tag is
attached
to the
housing cover. The rear wheel anti-lock (RWAL) brake speed sen­
sor
is
attached
to the top,
forward exterior
of the dif­

ferential housing.
A
seal
is
located between
the
sensor
and the
wire harness connector.
The
seal
must
be
in-plaee when
the
wire connector
is
connected
to the
sensor.
The
RWAL brake exciter
ring
is
press-fitted onto
the
differential case against
the flange. A rear axle equipped with
a
Sure-Grip differential
is optionally available
for
both
Ram
Truck
and
Ram­
charger vehicles.
The
Sure-Grip
has a
two-piece case
that
is
interchangeable with
a
standard differential.
A limited-slip differential
is
optional
on
Model
60,

and
70
rear axles.
The
Model
60
uses
the
Trac-Lok
differential
and the
Model
70
uses
the
Power-Lok
dif­

ferential.
The
Trac-Lok differential uses
a
one-piece case while
the
Power-Lok differential uses
a two-

piece case. Both
use the
same internal components
as
a standard differential, plus
two
clutch disc packs.
IDENTIFICATION The axle differential covers
can be
used
for
identi­
fication (Fig.
1, 2, 3).
Model
60
axle
has the
assembly part number
and

gear ratio listed
on a tag. The tag is
attached
to the
left side
of the
housing cover
(Fig. 3).
Build date
identification codes
on
axles
are
stamped
on the
axle
shaft tube cover side.

LUBRICANTS
Multi-purpose, hypoid gear lubricant should
be

used
for
rear axles with either
a
standard
or a
Sure- Grip differential.
The
lubricant should have MIL-L-
2105-B
and by API GL 5
quality specifications.
MOPAR Hypoid Gear Lubricant conforms
to
both
of

these specifications.
In
addition,
4
ounces
of
Hypoid Additive must
be
included with
a
re-fill
for
Sure-Grip differentials.
If
the
rear axle
is
submerged
in
water,
the lu­

bricant must
be
replaced immediately. Avoid axle failure resulting from water contamination
of
the
lubricant.

REAR
SUSPENSION
AND
AXLE

•

BRAKES
5 - 59
REAR
WHEEL
ANTILOCK
(RWAL) BRAKES

page

Antilock
Component Service
63

Antilock
Service Diagnosis
62
Checking
Speed
Sensor
Air
Gap .............
64

Clearing
A
Fault
Code .....................
63
Electronic
Control
Module Replacement
........
64

Fault Code Capacity
62

Fault Code
Identification
62
page

General
Information
59
Hydraulic Valve Replacement
63

Speed
Sensor
Replacement
................
64

System
Components
......................
59

System
Fault
Codes
......................
62

System
Operation
61

GENERAL
INFORMATION
A rear wheel antilock brake system
is
standard
equipment
on all AD
models.
It is an
electronically operated system designed
to
retard rear wheel lockup
during periods
of
high wheel slip
and
deceleration.
Retarding lockup
is
accomplished
by
modulating
fluid pressure
to the
rear brake units. Rear brake fluid apply pressure
is
modulated
ac­

cording
to
wheel speed, degree
of
wheel slip
and
rate
of deceleration.
A
sensor located
in the
rear axle
housing converts differential rotating speed into elec­
tronic signals.
The
signals
are
transmitted
to the
electronic brake control module
for
processing.
The

control unit determines rate
of
deceleration
and

wheel slip from these signals.
SYSTEM
COMPONENTS

Basic system components include
an
electronic
brake control module,
a
hydraulic pressure control
valve,
a
speed sensor
and
exciter ring
and an
anti- lock warning lamp (Fig.
1).
A standard master cylinder
and
vacuum power
brake booster
are
used
for all
applications.

ANTILOCK ELECTRONIC CONTROL MODULE
The electronic module controls
all
phases
of
anti-
lock mode brake operation.
The
module
is
separate
from other electrical circuits
in the
vehicle
and
oper­ ates independently.
The module
is
located
on the
passenger side cowl
panel under
the
dash
(Fig.
2).
The
system hydraulic
valve, speed sensor
and
indicator lamps
are all in cir-
SPEED

SENSOR

EXCITER RING j3l
a

RWAL
ELECTRONIC

CONTROL MODULE AXLE

HOUSING HYDRAULIC
VALVE

J9005-96
Fig.
1
Rear
Wheel
Antilock
Brake
System
(RWAL)

i - 62
BRAKES

•
Isolation/Dump
Valve Cycle Times
Activation (opening/closing) of the isolation and
dump valves is continuous during antilock operation.
The valves cycle rapidly in response to speed sensor inputs and control module signal commands. Cycle
times are measured in milliseconds.
As the demand for antilock mode brake operation
is decreased, the module deactivates the hydraulic
valve components to restore normal brake operation.

ANTILOCK
SERVICE
DIAGNOSIS
GENERAL INFORMATION An antilock system malfunction will be indicated
by illumination of the amber antilock warning lamp.
The red brake warning lamp may also illuminate.
If a problem occurs, system diagnosis should begin
with a fluid level check followed by a visual exami­
nation of the system electrical and hydraulic connec­

tions.
If obvious defects (low fluid, leaks, loose connections, etc.) are not evident, road test the vehi­

cle.
A road test should help determine if a malfunc­
tion is actually related to an antilock component.
During the road test, note if other conditions are
evident such as a low pedal, pull, grab, or similar condition. Remember that brake malfunctions such as low fluid, system leaks, parking brakes partially
applied, will also affect the antilock system. The idea
is to determine if a malfunction is actually related to
an anti-lock component.
If a road test does reveal a problem, repeat the
road test with the owner driving. Make sure the owner is not riding the brake pedal, or has forgotten
to release the parking brakes. Either situation will
generate a fault and cause the antilock light to illu­
minate.

SYSTEM FAULT
CODES
The antilock control module generates flash codes
to help identify the cause of an antilock system fault. Two different control modules are used with the
1992/1993 RWAL system. A type I module is used in
some early production models. All remaining produc­
tion models are equipped with a type II module. The type I and II modules are identified by the way
fault codes 9 and 11 are processed. If the vehicle has a type I module, codes 9 and 11 are not erased when
the ignition switch is turned to Off position. If the vehicle has a type II module, codes 9 and 11 are
erased when the switch is turned to Off.
FAULT CODES WITH TYPE I CONTROL
MODULE
The microprocessor in the electronic control module
has a memory and a self test feature. The self test
feature is activated whenever the ignition switch is
turned to Accessory or Run position. If a system fault is detected, the control module il­
luminates the antilock light and stores the fault code
in memory. Fault codes are retained in memory even after turning the ignition switch to Off position.
FAULT CODES WITH TYPE II CONTROL
MODULE The microprocessor in the electronic control module
has a memory and a self test feature. The self test
feature is activated whenever the ignition switch is
turned to Accessory or Run position.
If a system fault is detected, the control module
will illuminate the antilock indicator lamp and store
fault codes 1 through 8, 10 and 12 through 15 in the
microprocessor memory. When one of these fault
codes is generated, the control module will retain the code after the ignition switch is turned to the Off po­
sition.
When fault code 9 is generated, the code only re­
mains in microprocessor memory while the ignition switch is in Run position. Turning the ignition
switch to Off position erases fault code 9. However, if
the problem still exists when the switch is turned
back to Run position, code 9 will reappear in memory after 20 seconds and the antilock light will illumi­
nate once again.
When fault code 11 is generated, the antilock light
will illuminate when vehicle speed exceeds approxi­ mately 60.35 km/h (37.5 mph). Code 11 only remains in memory while the ignition switch is in the Run
position and the fault is present.
When the cause of a fault code 11 is corrected, the
antilock light goes off. Code 11 is erased when the ig­
nition switch is turned to Off position. However, if
the problem cause still exists when the ignition switch is turned to Run position, code 11 will reap­
pear when vehicle speed exceeds approximately 60.35 km/h (37.5 mph).

FAULT
CODE
CAPACITY
The microprocessor memory will store and display
only one fault code at a time. The stored code can be
displayed by grounding the RWAL diagnostic connec­
tor.

FAULT
CODE
IDENTIFICATION
To determine what the fault code is, momentarily
ground the RWAL diagnostic connector and count
the number of times the amber antilock lamp flashes. Fault codes and typical malfunctions are out­lined in Figure 8. Note that when a fault code is gen­
erated, the red brake warning lamp will also
illuminate. The initial flash will be a long flash followed by a
number of short flashes. The long flash indicates the
beginning of the fault number sequence and the short flashes are a continuation of that sequence.

•

BRAKES
5 - 63 You must count the long flash along with the
short flashes for an accurate fault code count.

CLEARING
A
FAULT CODE
To clear a fault code, disconnect the control module
connector or disconnect the battery for a minimum of
five seconds. During system retest, wait 30 seconds
to be sure the fault code does not reappear.

FAULT
CODE

NUMBER
TYPICAL
FAILURE
DETECTED

1
Not used.
2
Open
isolation valve wiring
or
bad control
module.

3
Open
dump valve wiring
or
bad control
module.
4
Closed
RWAL
valve switch.

5
Over 16 dump pulses generated
in
2WD
vehicles (disabled
for
4WD).
6 Erratic speed sensor reading while rolling.
7 Electronic control module fuse
pellet
open,
isolation output
missing,
or
valve wiring
shorted to ground.
8
Dump
output
missing
or
valve wiring shorted
to

ground.

9
Speed
sensor wiring/resistance (usually high
reading).
10
Sensor
wiring/resistance (usually
low
reading).

11
Brake switch always on.
RWAL
light comes
on

when speed exceeds
40
mph.
12 Not used.
13 Electronic control module phase lock loop
failure.
14 Electronic control module program check
failure.
15 Electronic control module
RAM
failure.

J9005-101

Fig.
8
RWAL
System
Fault
Codes ANTILOCK COMPONENT SERVICE
GENERAL SERVICE INFORMATION
The rear wheel antilock (RWAL) components are
serviced as assemblies only. The module, hydraulic
control valve, speed sensor and exciter ring are not
repairable. These components must be replaced if di­ agnosis indicates a fault.

HYDRAULIC VALVE REPLACEMENT VALVE REMOVAL
(1) Raise vehicle.

(2)
Disconnect valve-to-sensor harness connector
(Fig. 9). (3) Disconnect brake lines connecting hydraulic
valve to rear brakes and to combination valve.
(4) Remove hydraulic valve attaching screws and
remove valve from frame bracket (Fig. 9).

VALVE INSTALLATION
(1) Start brake lines in hydraulic valve.

(2)
Position valve on frame bracket. (3) Install and tighten valve attaching nuts to
22-34 N-m (16-25 ft. lbs.) torque. (4) Tighten valve brake lines.
(5)
Bleed hydraulic valve and brakes. Refer to pro­
cedure in Service Adjustments section.
(6)
Lower vehicle.
J9005-112

Fig.
9
RWAL
Hydraulic
Valve
Attachment

•

ELECTRICAL
8A - 13 GENERATOR TEST PROCEDURES ON
VEHICLE

INDEX

page
Current
Output
Test
......................
14
Diagnostic Procedures
13

General
Information
13
Generator
Output
Wire Resistance Test
.......
13
page
How
to
Use
Malfunction
Indicator
(Check Engine) Lamp
for
Fault
Codes
17

Operational Check
with
Voltmeter
............
13
Using
On-Board Diagnostic System
15

GENERAL
INFORMATION
The generator
is
belt-driven
by the
engine.
All en­

gines
use
serpentine drive. The amount
of DC
current produced
by the
gener­
ator
is
controlled
by the
Powertrain Control Module (PCM).
All vehicles
are
equipped with
On
Board Diagnos­
tics (OBD).
All OBD
sensing systems
are
monitored
by
the PCM. The PCM
will store
in
electronic mem­ ory
any
detectable failure within
the
monitored cir­

cuits.
Refer
to
USING ON-BOARD DIAGNOSTIC SYSTEM
in
this group
for
more information.

OPERATIONAL CHECK
WITH
VOLTMETER
When
the
ignition switch
is
turned
to the RUN po­

sition, battery potential will register
on the
voltme­
ter. During engine cranking
a
lower voltage will appear
on the
meter. With
the
engine running,
a

voltage reading higher than
the
first reading (igni­
tion
in RUN)
should register.

DIAGNOSTIC PROCEDURES
If
the
indicator does
not
operate properly,
or if an

undercharged
or
overcharged battery condition
oc­

curs,
the
following procedures
may be
used
to
diag­
nose
the
charging system. Remember that
an
undercharged battery
is
often
caused
by:
• accessories being left
on
overnight
•
or by a
defective switch which allows
a
bulb, such
as a
trunk
or
glove
box

light,
to
stay
on
(refer
to
Ignition
Off
Draw).
WISUAL
INSPECTION

• Inspect condition
of
battery cable terminals, bat­
tery posts, connections
at
engine block, starter motor solenoid
and
relay. They should
be
clean
and
tight.
Repair
as
required.
• Inspect
all
fuses
in the
fuse block
for
tightness
in

receptacles. They should
be
properly installed
and

tight. Repair
or
replace
as
required.
• Inspect generator mounting bolts
for
tightness.
Re­

place
or
torque bolt
as
required (refer
to
Torque Specifications).
• Inspect generator drive belt condition
and
tension.
Tension
or
replace belt
as
required. Refer
to
Belt
Tension Specifications. • Inspect connection
at
generator
B+
output.
It

should
be
clean
and
tight. Repair
as
required.

GENERATOR
OUTPUT
WIRE RESISTANCE TEST
(FIG.
1)
Generator output wire resistance test will show
amount
of
voltage drop across generator output wire
between generator
BAT
terminal
and
battery posi­ tive post.

PREPARATION
(1) Before starting test make sure vehicle
has a

fully charged battery. Test
and
procedures
on how to
check
for a
fully charged battery
are
shown
in
Bat­
tery section
of
this Group.
(2) Turn
OFF
ignition switch.
(3)
Disconnect negative cable from battery.

(4)
Disconnect generator output wire from genera­
tor output Battery terminal. (5) Connect
a 0-150
ampere scale
D.C.
ammeter
in

series between generator
BAT
terminal
and
discon­
nected generator output wire. Connect Positive lead
to generator
BAT
terminal
and
Negative lead
to
dis­ connected generator output wire. (6) Connect Positive lead
of a
test voltmeter
(Range
0-18
volts minimum)
to
disconnected genera­
tor output wire. Connect negative lead
of
test voltme­
ter
to
battery positive cable
at
positive post. (7) Connect
one end of a
Jumper Wire
to
ground
and with other
end
probe green
K20
lead wire
at

back
of
generator
(Fig. 1).
(This will generate
a
fault
code).

CAUTION:
Do not
connect blue
A142
lead
of
wiring
to ground. Refer
to
Group
8W
-
Wiring Diagrams
for
more information.

(8) Connect
an
engine tachometer
and
connect neg­
ative cable
to
battery.
(9) Connect
a
variable carbon pile rheostat
be­

tween battery terminals.
Be
sure carbon pile
is in
"Open"
or "Off
position before connecting leads.
See

Battery Section, Load Testing
for
instructions.

TEST
(1) Start engine. Immediately after starting,
re­

duce engine speed
to
idle.

•

ELECTRICAL
8A - 17
DIAGNOSTIC
TROUBLE
CODES

Diagnostic trouble codes are 2 digit numbers
flashed on Malfunction Indicator lamp (Check En­
gine) that identify which circuit is bad. In most cases
they do not identify which component in a circuit is
bad. A DTC description can be read using the DRB II scan tool. Refer to Group 14 - Fuel Systems for more
information. Therefore, a DTC is only a result, not
necessarily the reason for the problem. However, in
some cases, as a result of the design of the driveabil- ity test procedure, a DTC can be the reason for the
problem. It is important that the test procedure be followed in order to understand what the DTC of the
on-board diagnostic system are trying to tell.

HOW
TO
USE
MALFUNCTION
INDICATOR
(CHECK

ENGINE)
LAMP
FOR
FAULT
CODES
To activate this function cycle the ignition switch
on-off-on-off-on within 5 seconds and any DTC stored
in the Powertrain Control Module will be displayed.
The Check Engine lamp will display a DTC by flash­ ing on and off. There is a short pause between
flashes and a longer pause between digits. All codes
displayed are two digit numbers with a four second
pause between codes. An example of a code is as follows:
(1) Lamp on for 2 seconds, then turns off.
(2) Lamp flashes 4 times pauses and then flashes

1.
(3) Lamp pauses for 4 seconds, flashes 4 times,
pauses and then flashes 7 times.
The two codes are 41 and 47. Any number of codes
can be displayed (maximum of 8 faults can be stored) as long as they are in memory. The lamp will flash
until all of them (including 55) are displayed (55 =
End of test).

CHARGING
SYSTEM
FAULT
CODES
See Generator Fault Code Chart for fault codes
which apply to the charging system. Refer to the
Powertrain Diagnostic Procedures Manual to diag­
nose an On-Board Diagnostic System, Fault Code.
GENERATOR
DIAGNOSTIC
TROUBLE
CODE
(DTC)

DTC
Type
Malfunction

Indicator
Lamp
Circuit
When
Monitored

By
the
Logic

Module
When
Put Into
Memory
Actuator

Test
Sensor

Read
Test

41 Fault
Yes
Generator Field

Control
(Charging
System)
All the
time
when
the ignition switch

is
on.
An
open or shorted condition in
the generator
field

control circuit.
Yes

None

46 Fault
Yes
Charging
System

Voltage
All the
time
when the

engine
is
running.
If the
battery
sense
voltage is
more than 1 volt
above
the

desired
control voltage for
more than 20
seconds.
None

Yes

47 Fault
Yes
Charging
System

Voltage
Engine
rpm
above

1,500 rpm Battery voltage
1
volt
less

than set point during engine
operation and no
change
in

voltage
during
internal
PCM
test performed on generator field.
None

Yes

J938A-20

8W
- 2
WIRING
DIAGRAMS

•
WIRE CODE
IDENTIFICATION

Each wire shown in the diagrams contains a code
(Fig. 3) which identifies the main circuit, part of the
main circuit, gauge of wire, and color. The color is shown as a two letter code which can be identified by
referring to the Wire Color Code Chart (Fig. 4). If
the wire has a tracer and it is a standard color an asterisk will follow the main wire color. If the tracer
is non-standard the main wire color will have a slash (/) after it followed by the tracer color. 18
LB/YL*
COLOR
OF
WIRE

(Light
Blue
with
Yellow
Tracer)
.
GAUGE
OF
WIRE
(18
Gauge)

PART
OF
AAAIN CIRCUIT

(Varies
Depending
on
Equipment)

AAAIN CIRCUIT
IDENTIFICATION
918W-16

Fig.
3
Wire
Color
Code
Identification

CIRCUIT IDENTIFICATION
All circuits in the diagrams use an alpha/numeric
code to identify the, wire and its function. To identify
which circuit code applies to a system, refer to the
Circuit Identification Code Chart. This chart shows
the main circuits only and does not show the second­ ary codes that may apply to some models.
COLOR

CODE COLOR
STANDARD
TRACER

COLOR COLOR

CODE
COLOR
STANDARD

TRACER
CODE
BL BLUE WT
OR ORANGE

BK
BK
BLACK
WT PK
PINK
BK
OR WT

BR
BROWN
WT RD
RED WT
DB DARK
BLUE WT
TN
TAN WT
DG DARK
GREEN WT
VT

VIOLET
WT
GY GRAY
BK

WT

WHITE
BK

LB
LIGHT

BLUE
BK

YL YELLOW

BK

LG
LIGHT

GREEN
BK

*

WITH
TRACER

918W-136
Fig.
4
Wire
Color
Code
Chart

LOCATING
A
SYSTEM
OR
COMPONENT
To locate a system or component in the diagrams,
refer to the alphabetical index at the front of the di­ agrams. Determine the diagram sheet number. Sheet
numbers are located at the lower right or left hand
corner of each sheet. Page numbers at the top of
the page do not apply to diagram sheets. The diagram index identifies the main system and
all components that relate to that system. There are
also sections of the index that identify specific com­
ponents only (for example modules, lamps, etc.). Re-

MAIN
CIRCUIT IDENTIFICATION

CIRCUIT
DESCRIPTION
CIRCUIT
DESCRIPTION

A
Battery
Feed: Fused and Unfused
P
Power
Assist
System:
Locks,
Mirrors

B
ABS
System Q Power
Assist
System: Windows

C
Air Conditioning System

R
Airbag System

D
CCD
(+),
CCD
(-)
S
Air Suspension, Automatic Load Leveling

E
Interior
Lamp
Illumination
T Electronic Automatic Transaxle
F
Battery
Feed: Fused and Unfused
V
Windshield Wipers and Washers,

G
Sensors,
Sending Units, Switches Vehicle Speed Control System

K
Powertrain
Central
Module W Power
Assist
System: Windows

L
Exterior
Lighting, Stop Lamp Switch
X
Horn, Radio, Radio Speakers, Power Locks
M
Interior
Lamps
Z
Ground Circuits: Includes power and signal

Interior
Lamps

grounds
for PCM

938W-17

•

FUEL SYSTEM
14 - 37 used only on vehicles equipped with the 5.9L heavy
duty cycle (HDC) engine. Refer to Group 25, Emis­
sion Control System for information.

EVAP CANISTER PURGE SOLENOID-PCM

OUTPUT
Refer to Group 25, Emission Control System. See
EVAP Canister Purge Solenoid.

FUEL INJECTORS-PCM
OUTPUT
The fuel injectors are attached to the fuel rail (Fig.

15).
3.9L engines use six injectors. 5.2L and 5.9L en­
gines use eight injectors. The nozzle ends of the injectors are positioned into
openings in the intake manifold just above the in­
take valve ports of the cylinder head. The engine
wiring harness connector for each fuel injector is equipped with an attached numerical tag (INJ 1, INJ 2 etc.). This is used to identify each fuel injector with
its respective cylinder number. The injectors are energized individually in a se­
quential order by the powertrain control module (PCM). The PCM will adjust injector pulse width by
switching the ground path to each individual injector
on and off. Injector pulse width is the period of time
that the injector is energized. The PCM will adjust injector pulse width based on various inputs it re­
ceives. During start up, battery voltage is supplied to the
injectors through the ASD relay. When the engine is
operating, voltage is supplied by the charging sys­
tem. The PCM determines injector pulse width based on various inputs.
FUEL

INJECTOR
J9214-30

Fig.
15
Fuel
injectors—Typical
MALFUNCTION INDICATOR LAMP-PCM OUTPUT

The malfunction indicator lamp (formerly referred
to as the check engine lamp) illuminates at the bot­
tom of the instrument panel each time the ignition key is turned on. It will stay on for three seconds as a bulb test. If the powertrain control module (PCM) receives an
incorrect signal, or no signal from certain sensors or
emission related systems, the lamp is turned on. This
is a warning that the PCM has recorded a system or
sensor malfunction. In some cases, when a problem is
declared, the PCM will go into a limp-in mode. This
is an attempt to keep the system operating. It signals an immediate need for service. The lamp can also be used to display a diagnostic
trouble code (DTC). Cycle the ignition switch
On-Off-
On-Off-On within three seconds and any codes stored
in the PCM memory will be displayed. This is done
in a series of flashes representing digits. Refer to On-
Board Diagnostics in the General Diagnosis section
of this group for more information.

IGNITION COIL-PCM OUTPUT
System voltage is supplied to the ignition coil pos­
itive terminal. The powertrain control module (PCM)
operates the ignition coil. Base (initial) ignition
timing is not adjustable. The PCM adjusts ignition
timing to meet changing engine operating conditions. The ignition coil is located near the front of the
right cylinder head (Fig. 16 or 17). Refer to Group 8D, Ignition System for additional
information.

Fig.
16 Ignition Coii-3.9U5.2U5.9L
LDC-Gas
Engine

SCI
TRANSMIT—PCM OUTPUT
SCI Transmit is the serial data communication
transmit circuit for the DRB II scan tool. The power- train control module (PCM) transmits data to the DRB II through the SCI Transmit circuit.