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gauge is serviced as a unit with the instrument clus- ter.
INSTRUMENT CLUSTER
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FUEL GAUGE (Continued) OPERATION(PCM)
The fuel gauge gives an indication to the vehicle operator of the level of fuel in the fuel tank. This gauge is controlled by the instrument cluster circuit board based upon cluster programming and elec- tronic messages received by the cluster from the Powertrain Control Module on vehicles equipped with a gasoline engine, or from the Engine Control Module (ECM) on vehicles equipped with a diesel engine over the Programmable Communica- tions Interface (PCI) data bus. The fuel gauge is an air core magnetic unit that receives battery current on the instrument cluster electronic circuit board through the fused ignition switch output (run-start) circuit whenever the ignition switch is in the On or Start positions. The cluster is programmed to move the gauge needle back to the low end of the scale after the ignition switch is turned to the Off position. The instrument cluster circuitry controls the gauge needle position and provides the following features: † Percent Tank Full Message - Each time the cluster receives a message from the PCM or ECM indicating the percent tank full, the cluster program- ming applies an algorithm to calculate the proper gauge needle position, then moves the gauge needle to the proper relative position on the gauge scale. The algorithm is used to dampen gauge needle move- ment against the negative effect that fuel sloshing within the fuel tank can have on accurate inputs from the fuel tank sending unit to the PCM or ECM. † Less Than Twenty Percent Tank Full Mes- sage - Each time the cluster receives messages from the PCM or ECM indicating the percent tank full is about twenty percent or less for ten consecutive sec- onds and the vehicle speed is zero, or for sixty con- secutive seconds and the vehicle speed is greater than zero, the gauge needle is moved to the one- eighth graduation or below on the gauge scale, the low fuel indicator is illuminated, and a single chime tone is sounded. The low fuel indicator remains illu- minated until the cluster receives messages from the PCM or ECM indicating that the percent tank full is greater than about twenty percent for ten consecu- tive seconds and the vehicle speed is zero, or for sixty consecutive seconds and the vehicle speed is greater than zero, or until the ignition switch is turned to the Off position, whichever occurs first. The chime tone feature will only repeat during the same igni- tion cycle if the low fuel indicator is cycled off and then on again by the appropriate percent tank full messages from the PCM or ECM. † Less Than Empty Percent Tank Full Mes- sage - Each time the cluster receives a message from the PCM or ECM indicating the percent tank full is less than empty, the gauge needle is moved to the far left end of the gauge scale and the low fuel indicator
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is illuminated immediately. This message would indi- cate that the fuel tank sender input to the PCM or ECM is a short circuit. † More Than Full Percent Tank Full Message - Each time the cluster receives a message from the PCM or ECM indicating the percent tank full is more than full, the gauge needle is moved to the far left end of the gauge scale and the low fuel indicator is illuminated immediately. This message would indi- cate that the fuel tank sender input to the PCM or ECM is an open circuit. † Communication Error - If the cluster fails to receive a percent tank full message, it will hold the gauge needle at the last indication about five seconds or until the ignition switch is turned to the Off posi- tion, whichever occurs first. After five seconds, the cluster will move the gauge needle to the low end of the gauge scale. † Actuator Test - Each time the cluster is put through the actuator test, the fuel gauge needle will be swept to several calibration points on the gauge scale in a prescribed sequence in order to confirm the functionality of the gauge and the cluster control cir- cuitry.
On vehicles with a gasoline engine, the PCM con- tinually monitors the fuel tank sending unit to deter- mine the level of the fuel in the fuel tank. On vehicles with a diesel engine, the ECM continually monitors the fuel tank sending unit to determine the level of the fuel in the fuel tank. The PCM or ECM then sends the proper fuel level messages to the instrument cluster. For further diagnosis of the fuel gauge or the instrument cluster circuitry that con- trols the gauge, (Refer to 8 - ELECTRICAL/INSTRU- MENT CLUSTER - DIAGNOSIS AND TESTING). For proper diagnosis of the fuel tank sending unit, the PCM, the ECM, the PCI data bus, or the elec- tronic message inputs to the instrument cluster that control is required. Refer to the appropriate diagnostic infor- mation.
the fuel gauge, a DRBIIIt scan tool
GEAR SELECTOR INDICATOR DESCRIPTION
An electronic automatic transmission gear selector indicator is standard factory-installed equipment on this model. The gear selector indicator information is displayed in a Vacuum-Fluorescent Display (VFD) unit. The VFD is soldered onto the cluster electronic circuit board and is visible through a window with a smoked clear lens located on the lower edge of the speedometer gauge dial face of the cluster overlay. The dark lens over the VFD prevents the indicator from being clearly visible when it is not illuminated.
DR GEAR SELECTOR INDICATOR (Continued)
The gear selector indicator displays the following characters from left to right: “P,” “R,” “N,” “D,” “2,” and “1.” Respectively, these characters represent the park, reverse, neutral, drive, second gear, and first gear positions of the transmission gear selector lever on the steering column. The VFD illuminates a rect- angular box around the character that represents the currently selected lever position.
The gear selector indicator characters and graphics appear in the same blue-green color and at the same lighting level as the odometer/trip odometer informa- tion when illuminated by the instrument cluster elec- tronic circuit board. During daylight hours (exterior lamps Off) the gear selector indicator VFD is illumi- nated at full brightness for clear visibility. At night (exterior lamps are On) the VFD lighting level is adjusted with the other cluster illumination lamps using the panel lamps dimmer thumbwheel on the headlamp switch. However, a “Parade” mode position of the panel lamps dimmer thumbwheel allows the VFD to be illuminated at full brightness when the vehicle is driven in daylight hours with the exterior lamps turned On. The gear selector indicator VFD is serviced as a unit with the instrument cluster.
OPERATION
The electronic gear selector indicator gives an indi- cation to the vehicle operator of the transmission gear that has been selected with the automatic trans- mission gear selector lever. This indicator is con- trolled by the instrument cluster circuit board based upon cluster programming. The cluster circuitry automatically configures itself for the proper trans- mission and automatic transmission model based upon the hard wired transmission range sensor mux circuit input to the cluster. The gear selector indica- tor information is displayed by a dedicated Vacuum Fluorescent Display (VFD) unit on the instrument cluster electronic circuit board, and the VFD will not display the gear selector indicator information after the ignition switch is turned to the Off position. The instrument cluster circuitry configures the gear selec- tor indicator VFD based upon the following inputs from the transmission range sensor: † Open Circuit - If the cluster is configured for an automatic transmission and the transmission range sensor mux circuit is open, the cluster circuitry controls the gear selector indicator display based upon electronic messages received from the electronic Transmission Control Module (TCM) over the Pro- grammable Communications Interface (PCI) data bus. If the transmission range sensor mux circuit is open and no electronic messages are received from the TCM within two seconds, the instrument cluster circuitry will not display any gear selector position until the condition is resolved or until the ignition
INSTRUMENT CLUSTER
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switch is turned to the Off position, whichever occurs first.† Resolved Circuit - If the transmission range sensor mux circuit is resolved, the cluster circuitry controls the gear selector indicator display based upon the resistance value of the hard wired input from the transmission range sensor. If the cluster is configured for an automatic transmission with a transmission range sensor input and detects a short to ground or an open in the transmission range sen- sor mux input, the instrument cluster circuitry will not display any gear selector position in the VFD. The VFD display for the short-to-ground and open circuit conditions will continue until the condition is resolved or until the ignition switch is turned to the Off position, whichever occurs first. † Actuator Test - Each time the cluster is put through the actuator test, the gear selector indicator VFD will display all of its characters at once during the VFD portion of the test to confirm the function- ality of the VFD and the cluster control circuitry.
On models with a TCM, the TCM continually mon- itors the transmission range sensor, then sends the proper gear selector indicator position messages to the instrument cluster. On models without a TCM, the instrument cluster continually monitors the hard wired transmission range sensor multiplexed input. For further diagnosis of the gear selector indicator or the instrument cluster circuitry that controls this function, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). For fur- ther diagnosis of the transmission range sensor on models without a TCM, (Refer to 21 - TRANSMIS- SION/TRANSAXLE/AUTOMATIC - 42RE/TRANS- MISSION RANGE SENSOR - DIAGNOSIS AND TESTING) or to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 46RE/TRANSMISSION RANGE SENSOR - DIAGNOSIS AND TESTING). On models with a TCM, for proper diagnosis of the transmission range sensor, the TCM, the PCI data bus, or the electronic message inputs to the instru- ment cluster that control the gear selector indicator, a DRBIIIt scan tool is required. Refer to the appro- priate diagnostic information.
(Refer
HIGH BEAM INDICATOR DESCRIPTION
A high beam indicator is standard equipment on all instrument clusters. The high beam indicator is located near the upper edge of the instrument clus- ter, between the tachometer and the speedometer. The high beam indicator consists of a stencil-like cut- out of the International Control and Display Symbol icon for “High Beam” in the opaque layer of the
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HIGH BEAM INDICATOR (Continued)instrument cluster overlay. The dark outer layer of the overlay prevents the indicator from being clearly visible when the it is not illuminated. A blue Light Emitting Diode (LED) behind the cutout in the opaque layer of the overlay causes the icon to appear in blue through the translucent outer layer of the overlay when the indicator is illuminated from behind by the LED, which is soldered onto the instrument cluster electronic circuit board. The high beam indicator is serviced as a unit with the instru- ment cluster.
OPERATION
The high beam indicator gives an indication to the vehicle operator whenever the headlamp high beams are illuminated. This indicator is controlled by a transistor on the instrument cluster circuit board based upon cluster programming and a hard wired multiplex input received by the cluster from the headlamp beam select switch circuitry of the multi- function switch on the washer/beam select switch mux circuit. The high beam indicator Light Emitting Diode (LED) is completely controlled by the instru- ment cluster logic circuit, and that logic will allow this indicator to operate whenever the instrument cluster receives a battery current input on the fused B(+) circuit. Therefore, the LED can be illuminated regardless of the ignition switch position. The LED only illuminates when it is provided a path to ground by the instrument cluster transistor. The instrument cluster will turn on the high beam indicator for the following reasons: † High Beam Headlamps-On Input - Each time the cluster detects a high beam headlamps-on input from the headlamp beam select switch circuitry of the multi-function switch on the washer/beam select switch mux circuit, the headlamp high beams and the high beam indicator will be illuminated. The headlamp high beams and the high beam indicator remain illuminated until the cluster receives a high beam headlamps-off input from the multi-function switch, or until the exterior lamp load shedding (bat- tery saver) timed interval expires, whichever occurs first.† Actuator Test - Each time the cluster is put through the actuator test, the high beam indicator will be turned on, then off again during the bulb check portion of the test to confirm the functionality of the LED and the cluster control circuitry.
The instrument cluster continually monitors the headlamp switch and the multi-function switch to determine the proper headlamp low beam and high beam control. The instrument cluster then sends the proper low beam and high beam lamp-on and lamp- off messages to the Front Control Module (FCM) over the Programmable Communications Interface (PCI)
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data bus and turns the high beam indicator on or off accordingly. For further diagnosis of the high beam indicator or the instrument cluster circuitry that con- trols the indicator, (Refer to 8 - ELECTRICAL/IN- STRUMENT CLUSTER - DIAGNOSIS AND TESTING). For proper diagnosis of the headlamps, or the headlamp switch and multi-function switch inputs to the instrument cluster that control the high beam indicator, a DRBIIIt scan tool is required. Refer to the appropriate diagnostic information.
LAMP OUT INDICATOR DESCRIPTION
A lamp out indicator is standard equipment on all instrument clusters. The lamp out indicator consists of the words “LAMP OUT”, which appear in the lower portion of the odometer/trip odometer Vacuum- Fluorescent Display (VFD) unit. The VFD is soldered onto the cluster electronic circuit board and is visible through a window with a smoked clear lens located on the lower edge of the tachometer gauge dial face of the cluster overlay. The dark lens over the VFD prevents the indicator from being clearly visible when it is not illuminated. The words “LAMP OUT” appear in an amber color and at the same lighting level as the odometer/trip odometer information when they are illuminated by the instrument cluster electronic circuit board. The lamp out indicator is serviced as a unit with the VFD in the instrument cluster.
OPERATION
The lamp out indicator gives an indication to the vehicle operator when an exterior lamp has failed. This indicator is controlled by the instrument cluster circuit board based upon cluster programming and electronic messages received by the cluster from the Front Control Module (FCM) over the Programmable Communications Interface (PCI) data bus. The lamp out indicator is completely controlled by the instru- ment cluster logic circuit, and that logic will only allow this indicator to operate when the instrument cluster receives a battery current input on the fused ignition switch output (run-start) circuit. Therefore, the indicator will always be off when the ignition switch is in any position except On or Start. The indicator only illuminates when it is switched to ground by the instrument cluster circuitry. The instrument cluster will turn on the lamp out indica- tor for the following reasons: † Lamp Out Indicator Lamp-On Message - Each time the cluster receives a lamp out indicator lamp-on message from the FCM indicating that an inoperative headlamp (low or high beam), turn signal
DR LAMP OUT INDICATOR (Continued)
INSTRUMENT CLUSTER
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remains
or brake
illuminated until
lamp (excluding Center High lamp, Mounted Stop Lamp [CHMSL]) circuit has been detected, the lamp out indicator is illuminated. The indicator the cluster receives a lamp out indicator lamp-off message from the FCM or until the ignition switch is turned to the Off position, whichever occurs first. † Actuator Test - Each time the cluster is put through the actuator test, the lamp out indicator will be turned on, then off again during the VFD portion of the test to confirm the functionality of the VFD and the cluster control circuitry.
The FCM monitors each of the headlamp, turn sig- nal lamp, and brake lamp (except CHMSL) circuits to determine the condition of these exterior lamps. The FCM then sends the proper lamp out indicator lamp-on and lamp-off messages to the instrument cluster. For further diagnosis of the lamp out indica- tor or the instrument cluster circuitry that controls the indicator, (Refer to 8 - ELECTRICAL/INSTRU- MENT CLUSTER - DIAGNOSIS AND TESTING). For proper diagnosis of the exterior lighting system circuits, the FCM, the PCI data bus, or the electronic message inputs to the instrument cluster that control the lamp out is required. Refer to the appropriate diagnostic infor- mation.
indicator, a DRBIIIt scan tool
LOW FUEL INDICATOR DESCRIPTION
A low fuel indicator is standard equipment on all instrument clusters. The low fuel indicator is located on the left side of the instrument cluster, to the left of the fuel gauge. The low fuel indicator consists of a stencil-like cutout of the International Control and Display Symbol icon for “Fuel” in the opaque layer of the instrument cluster overlay. The dark outer layer of the overlay prevents the indicator from being clearly visible when it is not illuminated. An amber Light Emitting Diode (LED) behind the cutout in the opaque layer of the overlay causes the icon to appear in amber through the translucent outer layer of the overlay when the indicator is illuminated from behind by the LED, which is soldered onto the instrument cluster electronic circuit board. The low fuel indicator is serviced as a unit with the instru- ment cluster.
OPERATION
The low fuel indicator gives an indication to the vehicle operator when the level of fuel in the fuel tank becomes low. This indicator is controlled by a transistor on the instrument cluster circuit board based upon cluster programming and electronic mes-
sages received by the cluster from the Powertrain Control Module (PCM) on vehicles equipped with a gasoline engine, or from the Engine Control Module (ECM) on vehicles equipped with a diesel engine over the Programmable Communications Interface (PCI) data bus. The low fuel indicator Light Emitting Diode (LED) is completely controlled by the instru- ment cluster logic circuit, and that logic will only allow this indicator to operate when the instrument cluster receives a battery current input on the fused ignition switch output (run-start) circuit. Therefore, the LED will always be off when the ignition switch is in any position except On or Start. The LED only illuminates when it is provided a path to ground by the instrument cluster transistor. The instrument cluster will turn on the low fuel indicator for the fol- lowing reasons: † Bulb Test - Each time the ignition switch is turned to the On position the low fuel indicator is illuminated for about two seconds as a bulb test. † Less Than Twenty Percent Tank Full Mes- sage - Each time the cluster receives messages from the PCM or ECM indicating the percent tank full is about twenty percent or less for ten consecutive sec- onds and the vehicle speed is zero, or for sixty con- secutive seconds and the vehicle speed is greater than zero, the fuel gauge needle is moved to the one- eighth graduation or below on the gauge scale, the low fuel indicator is illuminated and a single chime tone is sounded. The low fuel indicator remains illu- minated until the cluster receives messages from the PCM or ECM indicating that the percent tank full is greater than about twenty percent for ten consecu- tive seconds and the vehicle speed is zero, or for sixty consecutive seconds and the vehicle speed is greater than zero, or until the ignition switch is turned to the Off position, whichever occurs first. The chime tone feature will only repeat during the same igni- tion cycle if the low fuel indicator is cycled off and then on again by the appropriate percent tank full messages from the PCM or ECM. † Less Than Empty Percent Tank Full Mes- sage - Each time the cluster receives a message from the PCM or ECM indicating the percent tank full is less than empty, the low fuel indicator is illuminated immediately. This message would indicate that the fuel tank sender input to the PCM or ECM is a short circuit. † More Than Full Percent Tank Full Message - Each time the cluster receives a message from the PCM or ECM indicating the percent tank full is more than full, the low fuel indicator is illuminated imme- diately. This message would indicate that the fuel tank sender input to the PCM or ECM is an open cir- cuit.
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LOW FUEL INDICATOR (Continued) † Actuator Test - Each time the cluster is put through the actuator test, the low fuel indicator will be turned on, then off again during the bulb check portion of the test to confirm the functionality of the LED and the cluster control circuitry.On vehicles with a gasoline engine, the PCM con- tinually monitors the fuel tank sending unit to deter- mine the level of fuel in the fuel tank. On vehicles with a diesel engine, the ECM continually monitors the fuel tank sending unit to determine the level of fuel in the fuel tank. The PCM or ECM then sends the proper fuel level messages to the instrument cluster. For further diagnosis of the low fuel indicator or the instrument cluster circuitry that controls the LED, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). For proper diagnosis of the fuel tank sending unit, the PCM, the ECM, the PCI data bus, or the electronic message inputs to the instrument cluster that control the low fuel is required. Refer to the appropriate diagnostic infor- mation.
indicator, a DRBIIIt scan tool
MALFUNCTION INDICATOR LAMP (MIL) DESCRIPTION
A Malfunction Indicator Lamp (MIL) is standard equipment on all instrument clusters. The MIL is located on the left side of the instrument cluster, to the left of the voltage gauge. The MIL consists of a stencil-like cutout of the International Control and Display Symbol icon for “Engine” in the opaque layer of the instrument cluster overlay. The dark outer layer of the overlay prevents the indicator from being clearly visible when it is not illuminated. An amber Light Emitting Diode (LED) behind the cutout in the opaque layer of the overlay causes the icon to appear in amber through the translucent outer layer of the overlay when the indicator is illuminated from behind by the LED, which is soldered onto the instrument cluster electronic circuit board. The MIL is serviced as a unit with the instrument cluster.
OPERATION
The Malfunction Indicator Lamp (MIL) gives an indication to the vehicle operator when the Power- train Control Module (PCM) on vehicles with a gaso- line engine, or the Engine Control Module (ECM) on vehicles with a diesel engine has recorded a Diagnos- tic Trouble Code (DTC) for an On-Board Diagnostics II (OBDII) emissions-related circuit or component malfunction. The MIL is controlled by a transistor on the instrument cluster circuit board based upon clus- ter programming and electronic messages received by
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the cluster from the PCM or ECM over the Program- mable Communications Interface (PCI) data bus. The MIL Light Emitting Diode (LED) is completely con- trolled by the instrument cluster logic circuit, and that logic will only allow this indicator to operate when the instrument cluster receives a battery cur- rent input on the fused ignition switch output (run- start) circuit. Therefore, the LED will always be off when the ignition switch is in any position except On or Start. The LED only illuminates when it is pro- vided a path to ground by the instrument cluster transistor. The instrument cluster will turn on the MIL for the following reasons: † Bulb Test - Each time the ignition switch is turned to the On position the indicator is illuminated for about two seconds as a bulb test. The entire two second bulb test is a function of the PCM or ECM. † MIL Lamp-On Message - Each time the clus- ter receives a MIL lamp-on message from the PCM or ECM, the indicator will be illuminated. The indi- cator can be flashed on and off, or illuminated solid, as dictated by the PCM or ECM message. For some DTC’s, if a problem does not recur, the PCM or ECM will send a lamp-off message automatically. Other DTC’s may require that a fault be repaired and the PCM or ECM be reset before a lamp-off message will be sent. For more information on the PCM, the ECM, and the DTC set and reset parameters, (Refer to 25 - EMISSIONS CONTROL - OPERATION). † Communication Error - If the cluster receives no lamp-on message from the PCM or ECM for ten seconds, the MIL is illuminated by the instrument cluster to indicate a loss of bus communication. The indicator remains controlled and illuminated by the cluster until a valid lamp-on message is received from the PCM or ECM. † Actuator Test - Each time the cluster is put through the actuator test, the MIL indicator will be turned on during the bulb check portion of the test to confirm the functionality of the LED and the cluster control circuitry.
On vehicles with a gasoline engine, the PCM con- tinually monitors the fuel and emissions system cir- cuits and sensors to decide whether the system is in good operating condition. On vehicles with a diesel engine, the ECM continually monitors the fuel and emissions system circuits and sensors to decide whether the system is in good operating condition. The PCM or ECM then sends the proper lamp-on or lamp-off messages to the instrument cluster. For fur- ther diagnosis of the MIL or the instrument cluster circuitry that controls the LED, (Refer to 8 - ELEC- TRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). If the instrument cluster turns on the MIL after the bulb test, it may indicate that a malfunction has occurred and that the fuel and emis-
DR MALFUNCTION INDICATOR LAMP (MIL) (Continued)
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8J - 31
sions systems may require service. For proper diag- nosis of the fuel and emissions systems, the PCM, the ECM, the PCI data bus, or the electronic mes- sage inputs to the instrument cluster that control the MIL, a DRBIIIt scan tool is required. Refer to the appropriate diagnostic information.
ODOMETER DESCRIPTION
An odometer and trip odometer are standard equipment in all instrument clusters. The odometer, trip odometer, and engine hours information are dis- played in a common electronic, blue-green Vacuum- Fluorescent Display (VFD). The VFD is soldered onto the cluster electronic circuit board and is visible through a window with a smoked clear lens located on the lower edge of the tachometer gauge dial face of the cluster overlay. The dark lens over the VFD prevents it from being clearly visible when it is not illuminated. However, the odometer, trip odometer, and engine hours information are not displayed simultaneously. The trip odometer reset switch on the instrument cluster circuit board toggles the dis- play between odometer and trip odometer modes by depressing the odometer/trip odometer switch button that extends through the lower edge of the cluster lens, just left of the odometer VFD. When the trip odometer information is displayed, the word “TRIP” is also illuminated in the upper right corner of the VFD in a blue-green color and at the same lighting level as the trip odometer information. The engine hours information replaces the selected odometer or trip odometer information whenever the ignition switch is in the On position and the engine is not running.
The odometer, trip odometer, and engine hours information is stored in the instrument cluster mem- ory. This information can be increased when the proper inputs are provided to the instrument cluster, but the information cannot be decreased. The odom- eter can display values up to 999,999 kilometers (999,999 miles). The odometer latches at these val- ues, and will not roll over to zero. The trip odometer can display values up to 9,999.9 kilometers (9,999.9
miles) before it rolls over to zero. The odometer dis- play does not have a decimal point and will not show values less than a full unit (kilometer or mile), while the trip odometer display does have a decimal point and will show tenths of a unit (kilometer or mile). The unit of measure (kilometers or miles) for the odometer and trip odometer display is not shown in the VFD. The unit of measure for the instrument cluster odometer/trip odometer is selected at the time that it is manufactured, and cannot be changed.Engine hours are displayed in the format, “hr9999”. The cluster will accumulate values up to 9,999 hours before the display rolls over to zero.
The odometer has a “Rental Car” mode, which will illuminate the odometer information in the VFD whenever the driver side front door is opened with the ignition switch in the Off or Accessory positions. During daylight hours (exterior lamps are Off) the VFD is illuminated at full brightness for clear visibil- ity. At night (exterior lamps are On) the VFD lighting level is adjusted with the other cluster illumination lamps using the panel lamps dimmer thumbwheel on the headlamp switch. However, a “Parade” mode position of the panel lamps dimmer thumbwheel allows the VFD to be illuminated at full brightness if the exterior lamps are turned On during daylight hours.
The VFD, the trip odometer switch, and the trip odometer switch button are serviced as a unit with the instrument cluster.
OPERATION
The odometer and trip odometer give an indication to the vehicle operator of the distance the vehicle has traveled. The engine hours give an indication of the cumulative engine-on time. This indicator is con- trolled by the instrument cluster circuitry based upon cluster programming and electronic messages received by the cluster from the Powertrain Control Module (PCM) over the Programmable Communica- tions Interface (PCI) data bus. The odometer, trip odometer and engine hours information is displayed by the instrument cluster Vacuum Fluorescent Dis- play (VFD). The VFD will display the odometer infor- mation whenever any door is opened with the ignition switch in the Off or Accessory positions, and will display the last previously selected odometer or trip odometer information when the ignition switch is turned to the On or Start positions. The instrument cluster circuitry controls the VFD and provides the following features: † Odometer/Trip Odometer Display Toggling - Actuating the trip odometer reset switch button momentarily with the VFD illuminated will toggle the display between the odometer and trip odometer information. Each time the VFD is illuminated with the ignition switch in the On or Start positions, the display will automatically return to the last mode previously selected (odometer or trip odometer). † Engine Hours Display Toggling - When the trip odometer reset switch button is pressed and held for longer than about six seconds with the ignition switch in the On position and the engine speed mes- sage from the PCM is zero, the trip odometer infor- mation will be momentarily displayed, then the engine hours information will be displayed. The VFD
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ODOMETER (Continued)must be displaying the odometer information when the trip odometer reset switch button is pressed in order to toggle to the engine hours display. The engine hours will remain displayed for about thirty seconds, until the engine speed message is greater than zero, or until the ignition switch is turned to the Off position, whichever occurs first. † Trip Odometer Reset - When the trip odome- ter reset switch button is pressed and held for longer than about two seconds with the ignition switch in the On or Start positions, the trip odometer will be reset to 0.0 kilometers (miles). The VFD must be dis- playing the trip odometer information in order for the trip odometer information to be reset. † Communication Error - If the cluster fails to receive a distance message during normal operation, it will hold and display the last data received until the ignition switch is turned to the Off position. If the cluster does not receive a distance message within one second after the ignition switch is turned to the On position, it will display the last distance message stored in the cluster memory. If the cluster is unable to display distance information due to an error internal to the cluster, the VFD display will be dashes. † Actuator Test - Each time the cluster is put through the actuator test, the odometer VFD will dis- play all of its segments simultaneously during the VFD portion of the test to confirm the functionality of each of the VFD segments and the cluster control circuitry.
The PCM continually monitors the vehicle speed pulse information received from the vehicle speed sensor and engine speed pulse information received from the crankshaft position sensor, then sends the proper distance and engine speed messages to the instrument cluster. For further diagnosis of the odometer/trip odometer or the instrument cluster cir- cuitry that controls these functions, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO- SIS AND TESTING). For proper diagnosis of the vehicle speed sensor, the crankshaft position sensor, the PCM, the PCI data bus, or the electronic message inputs to the instrument cluster that control the odometer/trip odometer, a DRBIIIt scan tool is required. Refer to the appropriate diagnostic infor- mation.
OIL PRESSURE GAUGE DESCRIPTION
An oil pressure gauge is standard equipment on all instrument clusters. The oil pressure gauge is located in the upper right quadrant of the instrument clus- ter, above the coolant temperature gauge. The oil
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pressure gauge consists of a movable gauge needle or pointer controlled by the instrument cluster circuitry and a fixed 90 degree scale on the cluster overlay that reads left-to-right from “L” (or Low) to “H” (or High) for gasoline engines. On vehicles with a diesel engine the scale reads from “0” kPa to “760” kPa in markets where a metric instrument cluster is speci- fied, or from “0” psi to “110” psi in all other markets. An International Control and Display Symbol icon for “Engine Oil” is located on the cluster overlay, directly below the left end of the gauge scale. The oil pres- sure gauge graphics are black against a white field except for two red graduations at the low end of the gauge scale, making them clearly visible within the instrument cluster in daylight. When illuminated from behind by the panel lamps dimmer controlled cluster illumination lighting with the exterior lamps turned On, the black graphics appear blue and the red graphics still appear red. The orange gauge nee- dle is internally illuminated. Gauge illumination is provided by replaceable incandescent bulb and bulb holder units located on the instrument cluster elec- tronic circuit board. The oil pressure gauge is ser- viced as a unit with the instrument cluster.
OPERATION
The oil pressure gauge gives an indication to the vehicle operator of the engine oil pressure. This gauge is controlled by the instrument cluster circuit board based upon cluster programming and elec- tronic messages received by the cluster from the Powertrain Control Module (PCM) on vehicles with a gasoline engine, or from the Engine Control Module (ECM) on vehicles equipped with a diesel engine over the Programmable Communications Interface (PCI) data bus. The oil pressure gauge is an air core mag- netic unit that receives battery current on the instru- ment cluster electronic circuit board through the fused ignition switch output (run-start) circuit when- ever the ignition switch is in the On or Start posi- tions. The cluster is programmed to move the gauge needle back to the low end of the scale after the igni- tion switch is turned to the Off position. The instru- ment cluster circuitry controls the gauge needle position and provides the following features: † Engine Oil Pressure Message - The instru- ment cluster circuitry restricts the oil pressure gauge needle operation in order to provide readings that are consistent with customer expectations. Each time the cluster receives a message from the PCM or ECM indicating the engine oil pressure is above about 41
kPa (6 psi) the cluster holds the gauge needle at a point near the middle increment within the normal range on the gauge scale. † Engine Oil Pressure Low Message - Each time the cluster receives a message from the PCM orDR OIL PRESSURE GAUGE (Continued)
ECM indicating the engine oil pressure is below about 41 kPa (6 psi), the gauge needle is moved to the graduation at the far left end of the gauge scale, the check gauges indicator is illuminated, and a sin- gle chime tone is generated. The gauge needle remains at the left end of the gauge scale and the check gauges indicator remains illuminated until the cluster receives a message from the PCM or ECM indicating that the engine oil pressure is above about 41 kPa (6 psi), or until the ignition switch is turned to the Off position, whichever occurs first. The clus- ter will only turn the check gauges indicator on in response to an engine oil pressure low message if the engine speed message is greater than zero. † Communication Error - If the cluster fails to receive an engine oil pressure message, it will hold the gauge needle at the last indication about five sec- onds or until the ignition switch is turned to the Off position, whichever occurs first. After five seconds, the cluster will move the gauge needle to the left end of the gauge scale. † Actuator Test - Each time the cluster is put through the actuator test, the oil pressure gauge nee- dle will be swept to several calibration points on the gauge scale in a prescribed sequence in order to con- firm the functionality of the gauge and the cluster control circuitry.
On vehicles with a gasoline engine, the PCM con- tinually monitors the engine oil pressure sensor to determine the engine oil pressure. On vehicles with a diesel engine, the ECM continually monitors the engine oil pressure sensor to determine the engine oil pressure. The PCM or ECM then sends the proper engine oil pressure messages to the instrument clus- ter. For further diagnosis of the oil pressure gauge or the instrument cluster circuitry that controls the gauge, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). If the instrument cluster turns on the check gauges indica- tor due to a low oil pressure gauge reading, it may indicate that the engine or the engine oiling system requires service. For proper diagnosis of the engine oil pressure sensor, the PCM, the ECM, the PCI data bus, or the electronic message inputs to the instru- ment cluster that control the oil pressure gauge, a DRBIIIt scan tool is required. Refer to the appropri- ate diagnostic information.
OVERDRIVE OFF INDICATOR DESCRIPTION
An overdrive off indicator is standard equipment on all instrument clusters. However, on vehicles not equipped with the optional overdrive automatic transmission, this indicator is electronically disabled.
INSTRUMENT CLUSTER
8J - 33
The overdrive off indicator consists of the words “O/D OFF”, which appear in the lower portion of the odom- eter/trip odometer indicator Vacuum Fluorescent Dis- play (VFD) unit. The VFD is soldered onto the cluster electronic circuit board and is visible through a window with a smoked clear lens located on the lower edge of the tachometer gauge dial face of the cluster overlay. The dark lens over the VFD prevents the indicator from being clearly visible when it is not illuminated. The words “O/D OFF” appear in an amber color and at the same lighting level as the odometer/trip odometer information when they are illuminated by the instrument cluster electronic cir- cuit board. The overdrive off indicator is serviced as a unit with the VFD in the instrument cluster.
OPERATION
over
The overdrive off indicator gives an indication to the vehicle operator when the Off position of the overdrive off switch has been selected, disabling the electronically controlled overdrive feature of the auto- matic transmission. This indicator is controlled by the instrument cluster circuit board based upon clus- ter programming and electronic messages received by the cluster from the Powertrain Control Module (PCM) the Programmable Communications Interface (PCI) data bus. The overdrive off indicator is completely controlled by the instrument cluster logic circuit, and that logic will only allow this indi- cator to operate when the instrument cluster receives a battery current input on the fused ignition switch output (run-start) circuit. Therefore, the indicator will always be off when the ignition switch is in any position except On or Start. The indicator only illu- minates when it is switched to ground by the instru- ment cluster circuitry. The instrument cluster will turn on the overdrive off indicator for the following reasons: † Overdrive Off Lamp-On Message - Each time the cluster receives an overdrive off lamp-on message from the PCM indicating that the Off position of the overdrive off switch has been selected, the overdrive off indicator will be illuminated. The indicator remains illuminated until the cluster receives an overdrive off lamp-off message from the PCM, or until the ignition switch is turned to the Off position, whichever occurs first. † Actuator Test - Each time the cluster is put through the actuator test, the overdrive off indicator will be turned on, then off again during the VFD por- tion of the test to confirm the functionality of the VFD and the cluster control circuitry.
The PCM continually monitors the overdrive off switch to determine the proper outputs to the auto- matic transmission. The PCM then sends the proper overdrive off lamp-on and lamp-off messages to the
INSTRUMENT CLUSTER
8J - 34
OVERDRIVE OFF INDICATOR (Continued)instrument cluster. For further diagnosis of the over- drive off indicator or the instrument cluster circuitry that controls the indicator, (Refer to 8 - ELECTRI- CAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). For proper diagnosis of the overdrive con- trol system, the PCM, the PCI data bus, or the elec- tronic message inputs to the instrument cluster that control the overdrive off indicator, a DRBIIIt scan tool is required. Refer to the appropriate diagnostic information.
SEATBELT INDICATOR DESCRIPTION
A seatbelt indicator is standard equipment on all instrument clusters. The seatbelt indicator is located on the upper edge of the instrument cluster, between the tachometer and the speedometer. The seatbelt indicator consists of a stencil-like cutout of the Inter- national Control and Display Symbol icon for “Seat Belt” in the opaque layer of the instrument cluster overlay. The dark outer layer of the overlay prevents the indicator from being clearly visible when it is not illuminated. A red Light Emitting Diode (LED) behind the cutout in the opaque layer of the overlay causes the icon to appear in red through the translu- cent outer layer of the overlay when the indicator is illuminated from behind by the LED, which is sol- dered onto the instrument cluster electronic circuit board. The seatbelt indicator is serviced as a unit with the instrument cluster.
OPERATION
The seatbelt indicator gives an indication to the vehicle operator of the status of the driver side front seatbelt. This indicator is controlled by a transistor on the instrument cluster circuit board based upon cluster programming and a hard wired input from the seatbelt switch in the driver side front seatbelt buckle through the seat belt indicator driver circuit. The seatbelt indicator Light Emitting Diode (LED) is completely controlled by the instrument cluster logic circuit, and that logic will only allow this indicator to operate when the instrument cluster receives a bat- tery current input on the fused ignition switch out- put the LED will always be off when the ignition switch is in any posi- tion except On or Start. The LED only illuminates when it is provided a path to ground by the instru- ment cluster transistor. The instrument cluster will turn on the seatbelt indicator for the following rea- sons:† Seatbelt Reminder Function - Each time the cluster receives a battery current input on the fused ignition switch output (run-start) circuit, the indica-
(run-start) circuit. Therefore,
DR
tor will be illuminated as a seatbelt reminder for about six seconds, or until the ignition switch is turned to the Off position, whichever occurs first. This reminder function will occur regardless of the status of the seatbelt switch input to the cluster. † Driver Side Front Seatbelt Not Buckled - Following the seatbelt reminder function, each time the cluster detects an open circuit on the seat belt indicator driver circuit (seatbelt switch open = seat- belt unbuckled) with the ignition switch in the Start or On positions, the indicator will be illuminated. The seatbelt indicator remains illuminated until the seat belt indicator driver input to the cluster is closed to ground (seatbelt switch closed = seatbelt buckled), or until the ignition switch is turned to the Off position, whichever occurs first. † Airbag Indicator Backup - If the instrument cluster detects a fault in the airbag indicator circuit it will send a message indicating the fault to the Air- bag Control Module (ACM), store a Diagnostic Trou- ble Code (DTC) in the cluster memory, then flash the seatbelt indicator on and off. The cluster will con- tinue to flash the seatbelt indicator until the airbag indicator circuit fault is resolved, or until the ignition switch is turned to the Off position, whichever occurs first.† Actuator Test - Each time the cluster is put through the actuator test, the seatbelt indicator will be turned on, then off again during the bulb check portion of the test to confirm the functionality of the LED and the cluster control circuitry.
The seatbelt switch is connected in series between ground and the seat belt indicator driver input to the instrument cluster. The seatbelt switch input to the instrument cluster circuitry may be diagnosed using conventional diagnostic tools and methods. For fur- ther diagnosis of the seatbelt indicator or the instru- ment cluster circuitry that controls the LED, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING).
SECURITY INDICATOR DESCRIPTION
clusters. However,
A security indicator is standard equipment on all on vehicles not instrument equipped with the optional Vehicle Theft Security System (VTSS), this indicator is electronically dis- abled. The security indicator is located in the lower right quadrant of the instrument cluster, between the speedometer and the coolant temperature gauge. The security indicator consists of a small round cutout in the opaque layer of the instrument cluster overlay. The dark outer layer of the overlay prevents the indi- cator from being clearly visible when it is not illumi-
DR SECURITY INDICATOR (Continued)
nated. A red Light Emitting Diode (LED) behind the cutout in the opaque layer of the overlay causes the indicator to appear in red through the translucent outer layer of the overlay when it is illuminated from behind by the LED, which is soldered onto the instrument cluster electronic circuit board. The secu- rity indicator is serviced as a unit with the instru- ment cluster.
OPERATION
The security indicator gives an indication to the vehicle operator when the Vehicle Theft Security Sys- tem (VTSS) is arming or is armed. On models equipped with the Sentry Key Immobilizer System (SKIS), the security indicator also gives an indication to the vehicle operator of the status of the SKIS. This indicator is controlled by a transistor on the instru- ment cluster circuit board based upon cluster pro- gramming, hard wired inputs to the cluster from the various security system components, electronic mes- sages received by the cluster from the Remote Key- less Entry (RKE) receiver module over a dedicated serial bus, and electronic messages received by the cluster from the Sentry Key Immobilizer Module (SKIM) over the Programmable Communications Interface (PCI) data bus. The security indicator Light Emitting Diode (LED) is completely controlled by the instrument cluster logic circuit, and that logic will allow this indicator to operate whenever the instru- ment cluster receives a battery current input on the fused B(+) circuit. Therefore, the LED can be illumi- nated regardless of the ignition switch position. The LED only illuminates when it is provided a path to ground by the instrument cluster transistor. The instrument cluster will turn on the security indicator for the following reasons: † Bulb Test - Each time the ignition switch is turned to the On position, the SKIM tells the cluster to illuminate the SKIS indicator for about two sec- onds as a bulb test. † VTSS Indication - During the sixteen second VTSS arming function, the cluster will flash the security indicator on and off repeatedly at a steady, fast rate to indicate that the VTSS is in the process of arming. Following successful VTSS arming, the cluster flashes the security indicator on and off con- tinuously at a slower rate to indicate that the VTSS is armed. The security indicator continues flashing at the slower rate until the VTSS is disarmed or trig- gered. If the VTSS has alarmed and rearmed, the cluster will flash the security indicator at a steady, slow rate for about thirty seconds after the VTSS is disarmed. † SKIM Lamp-On Message - Each time the clus- ter receives a lamp-on message from the SKIM, the security indicator will be illuminated. The indicator
INSTRUMENT CLUSTER
8J - 35
can be flashed on and off, or illuminated solid, as dic- tated by the SKIM message. The indicator remains illuminated solid or continues to flash until the clus- ter receives a lamp-off message from the SKIM, or until the ignition switch is turned to the Off position, whichever occurs first. For more information on the SKIS and the security indicator control parameters, (Refer to 8 - ELECTRICAL/VEHICLE THEFT SECU- RITY/SENTRY KEY IMMOBILIZER SYSTEM - OPERATION). † Communication Error - If the cluster receives no SKIS lamp-on or lamp-off messages from the SKIM for twenty consecutive seconds, the SKIS indi- cator is illuminated by the instrument cluster. The indicator remains controlled and illuminated by the cluster until a valid SKIS lamp-on or lamp-off mes- sage is received from the SKIM. † Actuator Test - Each time the instrument clus- ter is put through the actuator test, the security indi- cator will be turned on, then off again during the bulb check portion of the test to confirm the function- ality of the LED and the cluster control circuitry.
The instrument cluster circuitry controls the secu- rity indicator whenever the ignition switch is in the Off position and the VTSS is arming, armed, or alarming. Whenever the ignition switch is in the On or Start positions, the SKIM performs a self-test to decide whether the SKIS is in good operating condi- tion and whether a valid key is present in the igni- tion lock cylinder. The SKIM then sends the proper lamp-on or lamp-off messages to the instrument clus- ter. For further diagnosis of the security indicator or the instrument cluster circuitry that controls the indicator, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). If the instrument cluster flashes the SKIS indicator upon ignition On, or turns on the SKIS indicator solid after the bulb test, it indicates that a SKIS malfunc- tion has occurred or that the SKIS is inoperative. For proper diagnosis of the VTSS, the SKIS, the SKIM, the PCI data bus, or the electronic message inputs to the instrument cluster that control the security indi- cator, a DRBIIIt scan tool is required. Refer to the appropriate diagnostic information.
SERVICE 4WD INDICATOR DESCRIPTION
A service 4WD indicator is standard equipment on instrument clusters. However, on vehicles not all equipped with the optional four-wheel drive system and electronically shifted transfer case, this indicator is electronically disabled. The service 4WD indicator consists of the words “SERVICE 4x4”, which appears in the lower portion of the odometer/trip odometer
INSTRUMENT CLUSTER
8J - 36
SERVICE 4WD INDICATOR (Continued)Vacuum Fluorescent Display (VFD) unit. The VFD is soldered onto the cluster electronic circuit board and is visible through a window with a smoked clear lens located on the lower edge of the tachometer gauge dial face of the cluster overlay. The dark lens over the VFD prevents the indicator from being clearly visible when it is not illuminated. The words “SER- VICE 4x4” appear in an amber color and at the same lighting level as the odometer/trip odometer informa- tion when they are illuminated by the instrument cluster electronic circuit board. The service 4WD indicator is serviced as a unit with the VFD in the instrument cluster.
OPERATION
The service 4WD indicator gives an indication to the vehicle operator when the Transfer Case Control Module (TCCM) has recorded a Diagnostic Trouble Code (DTC) for an electronic transfer case circuit or component malfunction. This indicator is controlled by a transistor on the instrument cluster circuit board based upon cluster programming and elec- tronic messages received by the cluster from the TCCM over the Programmable Communications Interface (PCI) data bus. The service 4WD indicator is completely controlled by the instrument cluster logic circuit, and that logic will only allow this indi- cator to operate when the instrument cluster receives a battery current input on the fused ignition switch output (run-start) circuit. Therefore, the indicator will always be off when the ignition switch is in any position except On or Start. The indicator only illu- minates when it is switched to ground by the instru- ment cluster circuitry. The instrument cluster will turn on the service 4WD indicator for the following reasons: † Service 4WD Lamp-On Message - Each time the cluster receives a service 4WD lamp-on message from the TCCM, the indicator will be illuminated. The indicator remains illuminated until the cluster receives a service 4WD lamp-off message from the TCCM, or until the ignition switch is turned to the Off position, whichever occurs first. † Communication Error - If the cluster receives no messages from the TCCM for five seconds, the service 4WD indicator is illuminated by the instru- ment cluster to indicate a loss of TCCM communica- tion. and illuminated by the cluster until a valid message is received from the TCCM. † Actuator Test - Each time the cluster is put through the actuator test, the service 4WD indicator will be turned on, then off again during the VFD por- tion of the test to confirm the functionality of the VFD and the cluster control circuitry.
controlled
indicator
remains
The
DR
The TCCM continually monitors the electronic transfer case switch and circuits to determine the condition of the system. The TCCM then sends the proper lamp-on or lamp-off messages to the instru- ment cluster. For further diagnosis of the service 4WD indicator or the instrument cluster circuitry that controls the VFD, (Refer to 8 - ELECTRICAL/ INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). For proper diagnosis of the TCCM, the PCI data bus, or the electronic message inputs to the instrument cluster that control the service 4WD indi- cator, a DRBIIIt scan tool is required. Refer to the appropriate diagnostic information.
SPEEDOMETER DESCRIPTION
A speedometer is standard equipment on all instru- ment clusters. The speedometer is located next to the tachometer, just to the right of center in the instru- ment cluster. The speedometer consists of a movable gauge needle or pointer controlled by the instrument cluster circuitry and a fixed 210 degree primary scale on the gauge dial face that reads left-to-right either from “0” to “120” mph, or from “0” to “200” km/h, depending upon the market for which the vehicle is manufactured. Each version also has a secondary inner scale on the gauge dial face that provides the equivalent opposite units from the primary scale. Text appearing on the cluster overlay just below the hub of the speedometer needle abbreviates the unit of measure for the primary scale (i.e.: MPH or km/h), followed by the unit of measure for the secondary scale. The speedometer graphics are black (primary scale) and blue (secondary scale) against a white field, making them clearly visible within the instru- ment cluster in daylight. When illuminated from behind by the panel lamps dimmer controlled cluster illumination lighting with the exterior lamps turned On, the black graphics appear dark blue and the blue graphics appear light blue. The orange gauge needle is internally illuminated. Gauge illumination is pro- vided by replaceable incandescent bulb and bulb holder units located on the instrument cluster elec- tronic circuit board. The speedometer is serviced as a unit with the instrument cluster.
OPERATION
The speedometer gives an indication to the vehicle operator of the vehicle road speed. This gauge is con- trolled by the instrument cluster circuit board based upon cluster programming and electronic messages received by the cluster from the Powertrain Control Module (PCM) over the Programmable Communica- tions Interface (PCI) data bus. The speedometer is an
DR SPEEDOMETER (Continued)
air core magnetic unit that receives battery current on the instrument cluster electronic circuit board through the fused ignition switch output (run-start) circuit whenever the ignition switch is in the On or Start positions. The cluster is programmed to move the gauge needle back to the low end of the scale after the ignition switch is turned to the Off position. The instrument cluster circuitry controls the gauge needle position and provides the following features: † Vehicle Speed Message - Each time the clus- ter receives a vehicle speed message from the PCM it will calculate the correct vehicle speed reading and position the gauge needle at that relative speed posi- tion on the gauge scale. The cluster will receive a new vehicle speed message and reposition the gauge pointer accordingly about every 88 milliseconds. The gauge needle will continue to be positioned at the actual vehicle speed position on the gauge scale until the ignition switch is turned to the Off position. † Communication Error - If the cluster fails to receive a speedometer message, it will hold the gauge needle at the last indication for about three seconds, or until the ignition switch is turned to the Off posi- tion, whichever occurs first. After three seconds, the gauge needle will return to the left end of the gauge scale.† Actuator Test - Each time the cluster is put through the actuator test, the speedometer needle will be swept to several calibration points on the gauge scale in a prescribed sequence in order to con- firm the functionality of the gauge and the cluster control circuitry.
The PCM continually monitors the vehicle speed sensor to determine the vehicle road speed. The PCM then sends the proper vehicle speed messages to the instrument cluster. For further diagnosis of the speedometer or the instrument cluster circuitry that controls the gauge, (Refer to 8 - ELECTRICAL/IN- STRUMENT CLUSTER - DIAGNOSIS AND TEST- ING). For proper diagnosis of the vehicle speed sensor, the PCM, the PCI data bus, or the electronic message inputs to the instrument cluster that control the speedometer, a DRBIIIt scan tool is required. Refer to the appropriate diagnostic information.
TACHOMETER DESCRIPTION
A tachometer is standard equipment on all instru- ment clusters. The tachometer is located to the left of the speedometer, just to the left of center in the instrument cluster. The tachometer consists of a movable gauge needle or pointer controlled by the instrument cluster circuitry and a fixed 210 degree scale on the gauge dial face that reads left-to-right
INSTRUMENT CLUSTER
8J - 37
from “0” to “7” for gasoline engines. On vehicles with a diesel engine, the scale reads from “0” to “5”. The text “RPM X 1000” imprinted on the cluster overlay directly below the hub of the tachometer needle iden- tifies that each number on the tachometer scale is to be multiplied by 1000 rpm. The tachometer graphics are black against a white field, making them clearly visible within the instrument cluster in daylight. When illuminated from behind by the panel lamps dimmer controlled cluster illumination lighting with the exterior lamps turned On, the black graphics appear blue. The orange gauge needle is internally illuminated. Gauge illumination is provided by replaceable incandescent bulb and bulb holder units located on the instrument cluster electronic circuit board. The tachometer is serviced as a unit with the instrument cluster.
OPERATION
and
programming
The tachometer gives an indication to the vehicle operator of the engine speed. This gauge is controlled by the instrument cluster circuit board based upon cluster electronic messages received by the cluster from the Powertrain Control Module (PCM) on vehicles with a gasoline engine, or from the Engine Control Module (ECM) on vehicles equipped with a diesel engine over the Programma- ble Communications Interface (PCI) data bus. The tachometer is an air core magnetic unit that receives battery current on the instrument cluster electronic circuit board through the fused ignition switch out- put (run-start) circuit whenever the ignition switch is in the On or Start positions. The cluster is pro- grammed to move the gauge needle back to the low end of the scale after the ignition switch is turned to the Off position. The instrument cluster circuitry controls the gauge needle position and provides the following features: † Engine Speed Message - Each time the cluster receives an engine speed message from the PCM or ECM it will calculate the correct engine speed read- ing and position the gauge needle at that relative speed position on the gauge scale. The cluster will receive a new engine speed message and reposition the gauge pointer accordingly about every 88 milli- seconds. The gauge needle will continually be reposi- tioned at the relative engine speed position on the gauge scale until the engine stops running, or until the ignition switch is turned to the Off position, whichever occurs first. † Communication Error - If the cluster fails to receive an engine speed message, it will hold the gauge needle at the last indication for about three seconds, or until the ignition switch is turned to the Off position, whichever occurs first. After three sec-
INSTRUMENT CLUSTER
8J - 38
TACHOMETER (Continued)DR
onds, the gauge needle will return to the left end of the gauge scale. † Actuator Test - Each time the cluster is put through the actuator test, the tachometer needle will be swept to several calibration points on the gauge scale in a prescribed sequence in order to confirm the functionality of the gauge and the cluster control cir- cuitry.
On vehicles with a gasoline engine, the PCM con- tinually monitors the crankshaft position sensor to determine the engine speed. On vehicles with a die- sel engine, the ECM continually monitors the engine speed sensor to determine the engine speed. The PCM or ECM then sends the proper engine speed messages to the instrument cluster. For further diag- nosis of the tachometer or the instrument cluster cir- cuitry that to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO- SIS AND TESTING). For proper diagnosis of the crankshaft position sensor, the engine speed sensor, the PCM, the ECM, the PCI data bus, or the elec- tronic message inputs to the instrument cluster that control is required. Refer to the appropriate diagnostic infor- mation.
the tachometer, a DRBIIIt scan tool
the gauge,
controls
(Refer
TRANS TEMP INDICATOR DESCRIPTION
indicator
transmission over-temperature
A transmission over-temperature indicator is stan- dard equipment on all instrument clusters. However, on vehicles not equipped with an optional automatic transmission, this indicator is electronically disabled. The is located on the left side of the instrument cluster, to the left of the fuel gauge. The transmission over-tem- perature indicator consists of a stencil-like cutout of the words “TRANS TEMP” in the opaque layer of the instrument cluster overlay. The dark outer layer of the overlay prevents the indicator from being clearly visible when it is not illuminated. A red Light Emit- ting Diode (LED) behind the cutout in the opaque layer of the overlay causes the “TRANS TEMP” text to appear in red through the translucent outer layer of the overlay when the indicator is illuminated from behind by the LED, which is soldered onto the instrument circuit board. The transmission over-temperature indicator is serviced as a unit with the instrument cluster.
cluster electronic
OPERATION
The transmission over-temperature indicator gives an indication to the vehicle operator when the trans- mission fluid temperature is excessive, which may lead to accelerated transmission component wear or
over
(run-start) circuit. Therefore,
failure. This indicator is controlled by a transistor on the instrument cluster circuit board based upon clus- ter programming and electronic messages received by the cluster from the Powertrain Control Module (PCM) the Programmable Communications Interface (PCI) data bus. The transmission over-tem- perature indicator Light Emitting Diode (LED) is completely controlled by the instrument cluster logic circuit, and that logic will only allow this indicator to operate when the instrument cluster receives a bat- tery current input on the fused ignition switch out- put the LED will always be off when the ignition switch is in any posi- tion except On or Start. The LED only illuminates when it is provided a path to ground by the instru- ment cluster transistor. The instrument cluster will turn on the transmission over-temperature indicator for the following reasons: † Bulb Test - Each time the ignition switch is turned to the On position the transmission over-tem- perature indicator is illuminated for about two sec- onds as a bulb test. † Trans Over-Temp Lamp-On Message - Each time the cluster receives a trans over-temp lamp-on message from the PCM indicating that the transmis- sion fluid temperature is 135° C (275° F) or higher, the indicator will be illuminated and a single chime tone is sounded. The indicator remains illuminated until the cluster receives a trans over-temp lamp-off message from the PCM, or until the ignition switch is turned to the Off position, whichever occurs first. The chime tone feature will only repeat during the same ignition cycle if the transmission over-tempera- ture indicator is cycled off and then on again by the appropriate trans over-temp messages from the PCM. † Actuator Test - Each time the cluster is put through the actuator test, the transmission over-tem- perature indicator will be turned on, then off again during the bulb check portion of the test to confirm the functionality of the LED and the cluster control circuitry.
The PCM continually monitors the transmission temperature sensor to determine the transmission operating condition. The PCM then sends the proper trans over-temp lamp-on or lamp-off messages to the instrument cluster. If the instrument cluster turns on the transmission over-temperature indicator due to a high transmission oil temperature condition, it may indicate that the transmission and/or the transmis- sion cooling system are being overloaded or that they require service. For further diagnosis of the trans- mission over-temperature indicator or the instrument cluster circuitry that controls the LED, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO- SIS AND TESTING). For proper diagnosis of the transmission temperature sensor, the PCM, the PCI
DR TRANS TEMP INDICATOR (Continued)
data bus, or the electronic message inputs to the instrument cluster that control the transmission over-temperature indicator, a DRBIIIt scan tool is required. Refer to the appropriate diagnostic infor- mation.
TURN SIGNAL INDICATOR DESCRIPTION
Two turn signal indicators, one right and one left, are standard equipment on all instrument clusters. The turn signal indicators are located near the upper edge of the instrument cluster, between the speedom- eter and the tachometer. Each turn signal indicator consists of a stencil-like cutout of the International Control and Display Symbol icon for “Turn Warning” in the opaque layer of the instrument cluster overlay. The dark outer layer of the overlay prevents these icons from being clearly visible when they are not illuminated. A green Light Emitting Diode (LED) behind each turn signal in the opaque layer of the overlay causes the icon to appear in green through the translucent outer layer of the overlay when the indicator is illuminated from behind by the LED, which is soldered onto the instrument cluster electronic circuit board. The turn signal indicators are serviced as a unit with the instrument cluster.
indicator cutout
OPERATION
The turn signal indicators give an indication to the vehicle operator that the turn signal (left or right indicator flashing) or hazard warning (both left and right indicators flashing) have been selected and are operating. These indicators are controlled by transis- tors on the instrument cluster electronic circuit board based upon the cluster programming, a hard wired multiplex input received by the cluster from the turn signal and hazard warning switch circuitry of the multi-function switch on the turn/hazard switch mux circuit, and electronic messages received from the Front Control Module (FCM) over the Programmable Communications Interface (PCI) data bus. Each turn signal indicator Light Emitting Diode (LED) is com- pletely controlled by the instrument cluster logic cir- cuit, and that logic will allow this indicator to operate whenever the instrument cluster receives a battery current input on the fused B(+) circuit. Therefore, each LED can be illuminated regardless of the ignition switch position. The LED only illumi- nates when it is provided a path to ground by the instrument cluster transistor. The instrument cluster will turn on the turn signal indicators for the follow- ing reasons:
INSTRUMENT CLUSTER
8J - 39
† Turn Signal-On Input - Each time the cluster detects a turn signal-on input from the turn signal switch circuitry of the multi-function switch on the turn/hazard switch mux circuit, the requested turn signal lamps and turn signal indicator will be flashed on and off, and an electromechanical relay soldered onto the cluster electronic circuit board will produce a clicking sound to emulate a conventional turn sig- nal flasher. The turn signals and the turn signal indicators continue to flash on and off until the clus- ter receives a turn signal-off input from the multi- function switch, or until the ignition switch is turned to the Off position, whichever occurs first. The instrument cluster also sends an electronic message to the FCM over the PCI data bus, and the FCM flashes the appropriate exterior turn signal lamps. If the FCM detects an inoperative turn signal circuit, it increases the flash rate for the remaining operative turn signals and sends an electronic message to the instrument cluster. The instrument cluster then increases the flash rate of the turn signal indicator and the clicking rate of the electromechanical relay to provide an indication of the problem to the vehicle operator. † Hazard Warning-On Input - Each time the cluster detects a hazard warning-on input from the hazard warning switch circuitry of the multi-function switch on the turn/hazard switch mux circuit, all of the turn signal lamps and both turn signal indicators will be flashed on and off, and an electromechanical relay soldered onto the cluster electronic circuit board will produce a clicking sound to emulate a con- ventional hazard warning flasher. The turn signals and the turn signal indicators continue to flash on and off until the cluster receives a hazard warning- off input from the multi-function switch. The instru- ment cluster also sends an electronic message to the FCM over the PCI data bus, and the FCM flashes all of the exterior turn signal lamps. If the FCM detects an inoperative turn signal circuit, it increases the flash rate for the remaining operative turn signals and sends an electronic message to the instrument cluster. The instrument cluster then increases the flash rate of both turn signal indicators and the click- ing rate of the electromechanical relay to provide an indication of the problem to the vehicle operator. † Actuator Test - Each time the cluster is put through the actuator test, the turn signal indicators will be turned on, then off again during the bulb check portion of the test to confirm the functionality of each LED and the cluster control circuitry.
The instrument cluster continually monitors the multi-function switch to determine the proper turn signal and hazard warning system control. The instrument cluster then sends the proper turn signal and hazard warning flasher-on and flasher-off mes-
INSTRUMENT CLUSTER
8J - 40
TURN SIGNAL INDICATOR (Continued)sages to the Front Control Module (FCM) over the Programmable Communications Interface (PCI) data bus and flashes the turn signal indicators on and off accordingly. For further diagnosis of the turn signal indicators or the instrument cluster circuitry that controls the indicators, (Refer to 8 - ELECTRICAL/ INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). For proper diagnosis of the turn signal and hazard warning system, the multi-function switch, the FCM, the PCI data bus, or the electronic message inputs to the instrument cluster that control the turn signal indicators, a DRBIIIt scan tool is required. Refer to the appropriate diagnostic infor- mation.
UPSHIFT INDICATOR DESCRIPTION
clusters. However,
An upshift indicator is standard equipment on all instrument on vehicles not equipped with a manual transmission, this indicator is electronically disabled. The upshift indicator con- sists of an upward pointed arrow icon, which appears on the right side of the electronic gear selector indi- cator Vacuum Fluorescent Display (VFD) unit. The VFD is soldered onto the cluster electronic circuit board and is visible through a window with a smoked clear lens located on the lower edge of the speedom- eter gauge dial face of the cluster overlay. The dark lens over the VFD prevents the indicator from being clearly visible when it is not illuminated. The icon appears in a blue-green color and at the same light- ing level as the odometer/trip odometer information when it is illuminated by the instrument cluster elec- tronic circuit board. The upshift indicator is serviced as a unit with the instrument cluster.
OPERATION
The upshift indicator gives an indication to the vehicle operator when the manual transmission should be shifted to the next highest gear in order to achieve the best fuel economy. This indicator is con- trolled by the instrument cluster circuit board based upon cluster programming and electronic messages received by the cluster from the Powertrain Control Module (PCM) on vehicles with a gasoline engine, or from the Engine Control Module (ECM) on vehicles with a diesel engine over the Programmable Commu- nications Interface (PCI) data bus. The upshift indi- cator is completely controlled by the instrument cluster logic circuit, and that logic will only allow this indicator to operate when the instrument cluster receives a battery current input on the fused ignition switch output (run-start) circuit. Therefore, the indi- cator will always be off when the ignition switch is in
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any position except On or Start. The indicator only illuminates when it is switched to ground by the instrument cluster circuitry. The instrument cluster will turn on the upshift indicator for the following reasons: † Upshift Lamp-On Message - Each time the cluster receives an upshift lamp-on message from the PCM or ECM indicating the engine speed and load conditions are right for a transmission upshift to occur, the upshift indicator is illuminated. The indi- cator remains illuminated until the cluster receives an upshift lamp-off message from the PCM or ECM, or until the ignition switch is turned to the Off posi- tion, whichever occurs first. The PCM or ECM will normally send an upshift lamp-off message three to five seconds after a lamp-on message, if an upshift is not performed. The indicator will then remain off until the vehicle stops accelerating and is brought back into the range of indicator operation, or until the transmission is shifted into another gear. † Actuator Test - Each time the cluster is put through the actuator test, the upshift indicator will be turned on, then off again during the VFD portion of the test to confirm the functionality of the VFD and the cluster control circuitry.
On vehicles with a gasoline engine, the PCM con- tinually monitors the engine speed and load condi- tions to determine the proper fuel and ignition requirements. On vehicles with a diesel engine, the ECM continually monitors the engine speed and load conditions to determine the proper fuel requirements. The PCM or ECM then sends the proper upshift indi- cator lamp-on and lamp-off messages to the instru- ment cluster. For further diagnosis of the upshift indicator or the instrument cluster circuitry that con- trols the indicator, (Refer to 8 - ELECTRICAL/IN- STRUMENT CLUSTER - DIAGNOSIS AND TESTING). For proper diagnosis of the PCM, the ECM, the PCI data bus, or the electronic message inputs to the instrument cluster that control the upshift indicator, a DRBIIIt scan tool is required. Refer to the appropriate diagnostic information.
VOLTAGE GAUGE DESCRIPTION
A voltage gauge is standard equipment on all instrument clusters. The voltage gauge is located in the upper left quadrant of the instrument cluster, above the fuel gauge. The voltage gauge consists of a movable gauge needle or pointer controlled by the instrument cluster circuitry and a fixed 90 degree scale on the cluster overlay that reads left-to-right from “L” (or Low) to “H” (or High) for gasoline engines. On vehicles with a diesel engine, the scale
DR VOLTAGE GAUGE (Continued)
reads from “8” to “18” volts. An International Control and Display Symbol icon for “Battery Charging Con- dition” is located on the cluster overlay, directly below the right end of the gauge scale. The voltage gauge graphics are black against a white field except for a single red graduation at each end of the gauge scale, making them clearly visible within the instru- ment cluster in daylight. When illuminated from behind by the panel lamps dimmer controlled cluster illumination lighting with the exterior lamps turned On, the black graphics appear blue and the red graphics still appear red. The orange gauge needle is internally illuminated. Gauge illumination is pro- vided by replaceable incandescent bulb and bulb holder units located on the instrument cluster elec- tronic circuit board. The voltage gauge is serviced as a unit with the instrument cluster.
OPERATION
(PCM)
The voltage gauge gives an indication to the vehi- cle operator of the electrical system voltage. This gauge is controlled by the instrument cluster circuit board based upon cluster programming and elec- tronic messages received by the cluster from the Powertrain Control Module on vehicles equipped with a gasoline engine, or from the Engine Control Module (ECM) on vehicles equipped with a diesel engine over the Programmable Communica- tions Interface (PCI) data bus. The voltage gauge is an air core magnetic unit that receives battery cur- rent on the instrument cluster electronic circuit board through the fused ignition switch output (run- start) circuit whenever the ignition switch is in the On or Start positions. The cluster is programmed to move the gauge needle back to the left end of the scale after the ignition switch is turned to the Off position. The instrument cluster circuitry controls the gauge needle position and provides the following features: † System Voltage Message - Each time the clus- ter receives a system voltage message from the PCM or ECM indicating the system voltage is between about 9.5 volts and about 15 volts, the gauge needle is moved to the relative voltage position on the gauge scale.† System Voltage Low (Charge Fail) Message - Each time the cluster receives three consecutive messages from the PCM or ECM indicating the elec- trical system voltage is less than about 9 volts (charge fail condition), the gauge needle is moved to the graduation on the far left end of the gauge scale and the check gauges indicator is illuminated. The gauge needle remains at the far left end of the gauge scale and the check gauges indicator remains illumi- nated until the cluster receives a single message from the PCM or ECM indicating the electrical sys-
INSTRUMENT CLUSTER
8J - 41
tem voltage is greater than about 9.5 volts (but less than about 15.5 volts), or until the ignition switch is turned to the Off position, whichever occurs first. On vehicles equipped with the optional diesel engine, the ECM is programmed to restrict the voltage gauge needle to a position above the graduation on the far left end of the gauge scale and suppress the check engine indicator operation until after the engine intake manifold air heater has completed a pre-heat or post-heat cycle. † System Voltage High Message - Each time the cluster receives three consecutive messages from the PCM or ECM indicating the electrical system voltage is greater than about 15.5 volts, the gauge needle is moved to the graduation on the far right end of the gauge scale and the check gauges indica- tor is illuminated. The gauge needle remains at the right end of the gauge scale and the check gauges indicator the cluster receives a message from the PCM or ECM indicating the electrical system voltage is less than about 15.0
volts (but greater than about 9.5 volts), or until the ignition switch is turned to the Off position, which- ever occurs first. † Communication Error - If the cluster fails to receive a system voltage message, it will hold the gauge needle at the last indication for about five sec- onds or until the ignition switch is turned to the Off position, whichever occurs first. After five seconds, the cluster will move the gauge needle to the far left end of the gauge scale. † Actuator Test - Each time the cluster is put through the actuator test, the voltage gauge needle will be swept to several calibration points on the gauge scale in a prescribed sequence in order to con- firm the functionality of the gauge and the cluster control circuitry.illuminated until
remains
On vehicles with a gasoline engine, the PCM con- tinually monitors the system voltage to control the generator output. On vehicles with a diesel engine, the ECM continually monitors the system voltage to control the generator output. The PCM or ECM then sends the proper system voltage messages to the instrument cluster. For further diagnosis of the volt- age gauge or the instrument cluster circuitry that controls the gauge, (Refer to 8 - ELECTRICAL/IN- STRUMENT CLUSTER - DIAGNOSIS AND TEST- ING). If the instrument cluster turns on the check gauges indicator due to a charge fail or voltage high condition, it may indicate that the charging system requires service. For proper diagnosis of the charging system, the PCM, the ECM, the PCI data bus, or the electronic message inputs to the instrument cluster that control the voltage gauge, a DRBIIIt scan tool is required. Refer to the appropriate diagnostic infor- mation.
8J - 42
INSTRUMENT CLUSTER
DR
WAIT-TO-START INDICATOR DESCRIPTION
A wait-to-start
indicator is only found in the instrument clusters for vehicles equipped with an optional diesel engine. The wait-to-start indicator is located near the lower edge of the instrument cluster, between the tachometer and the speedometer. The wait-to-start indicator consists of stencil-like cutout of the International Control and Display Symbol icon for “Diesel Preheat” in the opaque layer of the instru- ment cluster overlay. The dark outer layer of the overlay prevents the indicator from being clearly vis- ible when it is not illuminated. An amber Light Emitting Diode (LED) behind the cutout in the opaque layer of the overlay causes the icon to appear in amber through the translucent outer layer of the overlay when the indicator is illuminated from behind by the LED, which is soldered onto the instrument cluster electronic circuit board. The wait- to-start indicator is serviced as a unit with the instrument cluster.
OPERATION
The wait-to-start indicator gives an indication to the vehicle operator when the air temperature within the diesel engine intake manifold is too cool for effi- cient and reliable engine starting, and that the intake air heater grids are energized in their pre- heat operating mode. This indicator is controlled by a transistor on the instrument cluster circuit board based upon cluster programming and electronic mes- sages received by the cluster from the Engine Control Module (ECM) over the Programmable Communica- tions Interface (PCI) data bus. The wait-to-start indi- cator Light Emitting Diode (LED) is completely controlled by the instrument cluster logic circuit, and that logic will only allow this indicator to operate when the instrument cluster receives a battery cur- rent input on the fused ignition switch output (run- start) circuit. Therefore, the LED will always be off when the ignition switch is in any position except On or Start. The LED only illuminates when it is pro- vided a path to ground by the instrument cluster transistor. The instrument cluster will turn on the wait-to-start indicator for the following reasons: † Wait-To-Start Lamp-On Message - Each time the cluster receives a wait-to-start lamp-on message from the ECM indicating that the air temperature within the intake manifold is too cool for efficient and reliable engine starting, the wait-to-start indica- tor will be illuminated. The indicator remains illumi- nated until the cluster receives a wait-to-start lamp- off message, until the ECM detects that the engine is running or until the ignition switch is turned to the Off position, whichever occurs first.
† Actuator Test - Each time the cluster is put through the actuator test, the wait-to-start indicator will be turned on, then off again during the bulb check portion of the test to confirm the functionality of the LED and the cluster control circuitry.
The ECM continually monitors the engine intake air temperature sensor to determine when the intake air heater grids should be energized in their pre-heat operating mode. The ECM then sends the proper wait-to-start lamp-on and lamp-off messages to the instrument cluster. For further diagnosis of the wait- to-start indicator or the instrument cluster circuitry that controls the indicator, (Refer to 8 - ELECTRI- CAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). For proper diagnosis of the engine intake air temperature sensor, the intake air heater grid control circuits, the ECM, the PCI data bus, or the electronic message inputs to the instrument cluster that control the wait-to-start indicator, a DRBIIIt scan tool is required. Refer to the appropriate diag- nostic information.
WASHER FLUID INDICATOR DESCRIPTION
A washer fluid indicator is standard equipment on all instrument clusters. The washer fluid indicator consists of the words “LOW WASH”, which appear in the lower portion of the odometer/trip odometer Vac- uum-Fluorescent Display (VFD) unit. The VFD is sol- dered onto the cluster electronic circuit board and is visible through a window with a smoked clear lens located on the lower edge of the tachometer gauge dial face of the cluster overlay. The dark lens over the VFD prevents the indicator from being clearly visible when it is not illuminated. The “LOW WASH” text appears in an amber color and at the same light- ing level as the odometer/trip odometer information when it is illuminated by the instrument cluster elec- tronic circuit board. The washer fluid indicator is ser- viced as a unit with the VFD in the instrument cluster.
OPERATION
The washer fluid indicator gives an indication to the vehicle operator that the fluid level in the washer reservoir is low. This indicator is controlled by the instrument cluster circuit board based upon cluster programming and electronic messages received by the cluster from the Front Control Module (FCM) over the Programmable Communications Interface (PCI) data bus. The washer fluid indicator is com- pletely controlled by the instrument cluster logic cir- cuit, and that logic will only allow this indicator to operate when the instrument cluster receives a bat-
DR WASHER FLUID INDICATOR (Continued)
INSTRUMENT CLUSTER
8J - 43
is
tery current input on the fused ignition switch out- put (run-start) circuit. Therefore, the indicator will always be off when the ignition switch is in any posi- tion except On or Start. The indicator only illumi- nates when it switched to ground by the instrument cluster circuitry. The instrument cluster will turn on the washer fluid indicator for the follow- ing reasons: † Washer Fluid Indicator Lamp-On Message - Each time the cluster receives a washer fluid indica- tor lamp-on message from the FCM indicating that a low washer condition has been detected for sixty con- secutive seconds, the washer fluid indicator is illumi- nated and a single chime tone is sounded. The indicator the cluster receives a washer fluid indicator lamp-off message for sixty consecutive seconds from the FCM or until the ignition switch is turned to the Off position, whichever occurs first. The chime tone feature will only repeat during the same ignition cycle if the washer fluid indicator is cycled off and then on again by the appropriate washer fluid lamp messages from the FCM. † Actuator Test - Each time the cluster is put through the actuator test, the washer fluid indicator will be turned on, then off again during the VFD por- tion of the test to confirm the functionality of the VFD and the cluster control circuitry.
illuminated until
remains
The FCM continually monitors the washer fluid level switch in the washer reservoir to determine the level of the washer fluid. The FCM then sends the proper washer fluid indicator lamp-on and lamp-off messages to the instrument cluster. For further diag- nosis of the washer fluid indicator or the instrument cluster circuitry that controls the indicator, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAG- NOSIS AND TESTING). For proper diagnosis of the washer fluid level switch, the FCM, the PCI data bus, or the electronic message inputs to the instru- ment cluster that control the washer fluid indicator, a DRBIIIt scan tool is required. Refer to the appro- priate diagnostic information.
WATER-IN-FUEL INDICATOR DESCRIPTION
A water-in-fuel
indicator is only found in the instrument clusters for vehicles equipped with an optional diesel engine. The water-in-fuel indicator is located near the lower edge of the instrument cluster, between the tachometer and the speedometer. The water-in-fuel indicator consists of stencil-like cutout of the International Control and Display Symbol icon for “Water In Fuel” in the opaque layer of the instru- ment cluster overlay. The dark outer layer of the overlay prevents the indicator from being clearly vis- ible when it is not illuminated. A red Light Emitting Diode (LED) behind the cutout in the opaque layer of the overlay causes the icon to appear in red through the translucent outer layer of the overlay when the indicator is illuminated from behind by the LED, which is soldered onto the instrument cluster elec- tronic circuit board. The water-in-fuel indicator is serviced as a unit with the instrument cluster.
OPERATION
indicator Light Emitting Diode
The water-in-fuel indicator gives an indication to the vehicle operator when there is excessive water in the fuel system. This indicator is controlled by a transistor on the instrument cluster circuit board based upon the cluster programming and electronic messages received by the cluster from the Engine Control Module (ECM) over the Programmable Com- munications Interface (PCI) data bus. The water-in- fuel is completely controlled by the instrument cluster logic circuit, and that logic will only allow this indicator to operate when the instrument cluster receives a bat- tery current input on the fused ignition switch out- put the LED will always be off when the ignition switch is in any posi- tion except On or Start. The LED only illuminates when it is provided a path to ground by the instru- ment cluster transistor. The instrument cluster will turn on the water-in-fuel indicator for the following reasons:
(run-start) circuit. Therefore,
(LED)
INSTRUMENT CLUSTER
8J - 44
WATER-IN-FUEL INDICATOR (Continued) † Bulb Test - Each time the ignition switch is turned to the On position the water-in-fuel indicator is illuminated for about two seconds as a bulb test. † Water-In-Fuel Lamp-On Message - Each time the cluster receives a water-in-fuel lamp-on message from the ECM indicating that there is excessive water in the diesel fuel system, the water-in-fuel indicator will be illuminated. The indicator remains illuminated until the cluster receives a water-in-fuel lamp-off message, or until the ignition switch is turned to the Off position, whichever occurs first. † Actuator Test - Each time the cluster is put through the actuator test, the water-in-fuel indicator will be turned on, then off again during the bulb check portion of the test to confirm the functionality of the LED and the cluster control circuitry.DR
The ECM continually monitors the water-in-fuel sensor to determine whether there is excessive water in the diesel fuel system. The ECM then sends the proper water-in-fuel lamp-on and lamp-off messages to the instrument cluster. For further diagnosis of the water-in-fuel indicator or the instrument cluster circuitry that controls the indicator, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO- SIS AND TESTING). For proper diagnosis of the water-in-fuel sensor, the ECM, the PCI data bus, or the electronic message inputs to the instrument clus- ter indicator, a DRBIIIt scan tool is required. Refer to the appropri- ate diagnostic information.
the water-in-fuel
control
that
DR
LAMPS
8L - 1
LAMPS
TABLE OF CONTENTS
LAMPS/LIGHTING - EXTERIOR . . . . . . . . . . . . . . . 1
LAMPS/LIGHTING - INTERIOR. . . . . . . . . . . . . . . 24
page
page
LAMPS/LIGHTING - EXTERIOR
TABLE OF CONTENTS
page
page
LAMPS/LIGHTING - EXTERIOR
FOG LAMP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
DIAGNOSIS AND TESTING - LAMPS/LIGHTING - EXTERIOR . . . . . . . . . . . . . . . . . . 3
STANDARD PROCEDURE
SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . 7
SPECIFICATIONS
EXTERIOR LAMPS
SPECIAL TOOLS - HEADLAMP ALIGNMENT
. . . . . . . . . . . . . . . . . . . . . 7
. . . 7BACKUP LAMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11FOG LAMP RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DIAGNOSIS AND TESTING - FRONT FOGLAMP RELAY . . . . . . . . . . . . . . . . . . . . . . . . . 12
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13HAZARD SWITCH
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
REMOVAL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13BACKUP LAMP SWITCH
HEADLAMP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DIAGNOSIS AND TESTING - BACKUP LAMPSWITCH
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
BRAKE LAMP
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
REMOVAL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13HEADLAMP SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14BRAKE LAMP SWITCH
HEADLAMP UNIT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DIAGNOSIS AND TESTING - BRAKE LAMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
SWITCH REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 15
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . 15LICENSE PLATE LAMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 16CENTER HIGH MOUNTED STOP LAMP
LICENSE PLATE LAMP UNIT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 16CENTER HIGH MOUNTED STOP LAMP UNIT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
