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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
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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
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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
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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
DR
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
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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 . . . . . . . . . . . . . . . . . . . . . . . . . 10CAB CLEARANCE LAMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10MARKER LAMP UNIT
REMOVAL
REMOVAL REMOVAL
. . . . . . . . . . . . . . . . . . . . . . . . . . . 16
. . . . . . . . . . . . . . . . . . . . . . . . . . . 16INSTALLATION
INSTALLATION INSTALLATION
. . . . . . . . . . . . . . . . . . . . . . . 17
. . . . . . . . . . . . . . . . . . . . . . . 178L - 2
LAMPS/LIGHTING - EXTERIOR
DR
MULTI-FUNCTION SWITCH
TAIL LAMP
DESCRIPTION - TURN SIGNAL SYSTEM . . . . . 17
OPERATION - TURN SIGNAL SYSTEM . . . . . . . 18
DIAGNOSIS AND TESTING - MULTI-FUNCTION SWITCH
. . . . . . . . . . . . . . . . . . . 18
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19PARK LAMP RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 19
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
DIAGNOSIS AND TESTING - PARK LAMPRELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 21REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 21TAIL LAMP UNIT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 21TRAILER TOW WIRING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 22
TURN LAMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 22UNDERHOOD LAMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 22PARK/TURN SIGNAL LAMP
UNDERHOOD LAMP UNIT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 21REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 23LAMPS/LIGHTING - EXTERIOR DESCRIPTION
the following components:
The exterior lighting system for this model include † Backup Lamps † Brake Lamps † Daytime Running Lamps † Front Fog Lamps † Hazard Warning Lamps † Headlamps † Park Lamps † Turn Signal Lamps Other components of the exterior lighting system for this model include: † Backup Lamp Switch † Brake Lamp Switch † Front Control Module † Front Fog Lamp Relay † Hazard Switch † Multi-Function Switch † Park Lamp Relay † Trailer Tow Connectors Some of the interior and exterior lighting functions are governed by the front control module. The head- lamp, dome, and door ajar switchs provide signals to the instrument cluster. The instrument cluster sends a J1850 message to the front control module to enable the necessary components for illumination. Hard wired circuitry connects the exterior lighting system components to the electrical system of the vehicle. Refer to the appropriate wiring information.
OPERATION
DAYTIME RUNNING LAMPS
Power is reduced using pulse-width modulation to the high beams, where by the power is switched on and off rapidly instead of remaining on continuously. The duration and interval of the power pulses is pro- grammed into the Front Control Module (FCM).
HEADLAMP SYSTEM
The instrument cluster monitors both the multi- plexed headlamp and multifunction switches. The instrument cluster transmits a J1850 bus message to the front control module (FCM) to activate the head- lamps. The headlamp system will default to head- lamps ON position when ignition switch is ON and when an open or short circuit failure occurs on the headlamp switch input to the instrument cluster. The system will return to normal operation when the open or short is repaired. A fault will be reported by the Instrument Cluster when a failure occurs on the dimmer or headlamp switch input.
If the exterior lamps are ON, and the headlamp switch is in any position other than OFF, with the ignition switch OFF (LOCK) after 5 minutes, the Instrument Cluster transmits a message via J1850
informing the the FCM. The FCM will then turn off the headlamps, park lamps and fog lamps. This fea- ture (load shed) prevents the vehicle battery from being discharged when the vehicle lights have been left ON.HEADLAMP TIME DELAY SYSTEM
The headlamp time delay system is activated by turning the headlamps ON (high or low beam) while the engine is running, turning the ignition switch OFF, and then turning the headlamp switch OFF
DR LAMPS/LIGHTING - EXTERIOR (Continued)
within 45 seconds. The system will not activate if more than 45 seconds elapse between ignition switch OFF and headlamp switch OFF. The FCM will allow the headlamps to remain ON for 60 seconds (config- urable) before they automatically turn off (If the key is in the ignition during the headlamp time delay mode, then the headlamps including panel dimming will be ON).
LAMP OUTAGE
If one or more of the following lamps (Low and/or High beams, Brake and/or Turn Signal) are out, then a “lamps out” indicator located in the cluster will illuminate.
OPTICAL HORN/HIGH BEAMS
When the multiplexed multifunction switch is pulled to the first detent (optical horn) signal, the headlamps are ON, the Instrument Cluster shall send a message via J1850 to the FCM to turn on the headlamps drivers to illuminate all four filaments (Low and High beams). When the multifunction switch is pulled to the second detent (high beam) sig- nal and the headlamps are ON, the Instrument Clus- ter shall send a message via J1850 to the FCM to turn on the headlamps drivers. The High Beams are illuminated and the Low Beams and Fog Lamps (if ON) are extinguished. If the headlamps were in the high beam configuration when power was removed from the headlamps, the headlamps will return to their last state prior to being shut off.
LAMPS/LIGHTING - EXTERIOR
8L - 3
DIAGNOSIS AND TESTING - LAMPS/LIGHTING - EXTERIOR
WARNING: EYE PROTECTION SHOULD BE USED WHEN SERVICING GLASS COMPONENTS. PER- SONAL INJURY CAN RESULT.
CAUTION: Do not touch the glass of halogen bulbs with fingers or other possibly oily surface, reduced bulb life will result. Do not use bulbs other than those indicated in the Bulb Application table. Dam- age to lamp and/or Daytime Running Lamp Module can result. Do not use fuses, circuit breakers or relays having greater amperage value than indi- cated on the fuse panel or in the Owners Manual.
When a vehicle experiences problems with the headlamp system, verify the condition of the battery connections, fuses, charging system, headlamp bulbs, wire connectors, relay, multifunction switch, and headlamp switch. Refer to the appropriate wiring information.
Each vehicle is equipped with various lamp assem- blies. A good ground is necessary for proper lighting operation. Grounding is provided by the lamp socket when it comes in contact with the metal body, or through a separate ground wire.
When changing lamp bulbs check the socket for loose pin connections and corrosion. Repair as neces- sary.
When it is necessary to remove components to ser- vice another, it should not be necessary to apply excessive force or bend a component to remove it. Before damaging a trim component, verify hidden fasteners or captured edges are not holding the com- ponent in place.
LAMPS/LIGHTING - EXTERIOR
8L - 4
LAMPS/LIGHTING - EXTERIOR (Continued)HEADLAMP DIAGNOSIS
DR
CONDITION
POSSIBLE CAUSES
CORRECTION
HEADLAMPS ARE DIM WITH ENGINE IDLING OR IGNITION TURNED OFF
HEADLAMP BULBS BURN OUT FREQUENTLY
HEADLAMPS ARE DIM WITH ENGINE RUNNING ABOVE IDLE
HEADLAMPS FLASH RANDOMLY
1. Loose or corroded battery cables.
1. Clean and secure battery cable clamps and posts.
2. Loose or worn generator drive belt. 3. Charging system output too low.
4. Battery has insufficient charge.
5. Battery is sulfated or shorted.
6. Poor lighting circuit ground.
1. Integrated Control Module (ICM) not controlling voltage.
2. Adjust or replace generator drive belt.
3. Test and repair charging system, refer to Electrical, Charging 4. Test battery state-of-charge, refer to Electrical, Battery System. 5. Load test battery, refer to Electrical, Battery System. 6. Test for voltage drop across ground circuits, refer to Electrical, Wiring Diagram Information.
1. Test and repair Integrated Control Module.
2. Loose or corroded terminals or splices in circuit.
2. Inspect and repair all connectors and splices. Refer to Electrical, Wiring Information.
1. Charging system output too low.
1. Test and repair charging system, refer to Electrical, Wiring Information.
2. Poor lighting circuit ground.
3. High resistance in headlamp circuit.
1. Poor lighting circuit ground.
2. Variable resistance in headlamp circuit. 3. Loose or corroded terminals or splices in circuit. 4. Faulty headlamp switch. 5. Front Control Module Malfunction.
2. Test for voltage drop across ground circuits, refer to Electrical, Wiring Information. 3. Test amperage draw of headlamp circuit.
1. Test for voltage drop across ground locations, refer to Electrical, Wiring Information. 2. Test amperage draw of headlamp circuit.
3. Inspect and repair all connectors and splices, refer to Electrical, Wiring Information. 4. Replace headlamp switch. 5. Refer to appropriate ICM/FCM diagnostics.
DR LAMPS/LIGHTING - EXTERIOR (Continued)
LAMPS/LIGHTING - EXTERIOR
8L - 5
CONDITION
POSSIBLE CAUSES
CORRECTION
HEADLAMPS DO NOT ILLUMINATE
1. No voltage to headlamps.
2. No ground at headlamps.
3. Broken connector terminal or wire splice in headlamp circuit. 4. Faulty or burned out bulb. 5. Integrated Control Module malfunction. 6. J1850 Bus Communication
7. Front Control Module Malfunction.
1. Faulty headlamp switch.
HEADLAMPS ON WITH IGNITION IN RUN, WITH HEADLAMP SWITCH OFF
2. Diagnostic tool indicates (4.7 - 5.0V) on headlamp switch input to Instrument Cluster. 3. J1850 Bus Communication.
4. Front Control Module Malfunction.
1. Repair open headlamp circuit, refer to Electrical, Wiring Information.
2. Repair circuit ground, refer to Electrical, Wiring Information. 3. Repair connector terminal or wire splice.
4. Replace headlamp bulb(s). 5. Refer to appropriate Body Control Module diagnostics. 6. Verify messages being transmitted by Instrument Cluster and received by FCM. 7. Refer to appropriate ICM/FCM diagnostics.
1. Replace headlamp switch (review Instrument Cluster logged faults). 2. Inspect and repair terminals, connectors and open circuits.
3. Verify messages being transmitted by Instrument Cluster and received by FCM. 4. Refer to appropriate ICM/FCM diagnostics.
FOG LAMP DIAGNOSIS
CONDITION
POSSIBLE CAUSES
CORRECTION
FOG LAMPS ARE DIM WITH ENGINE IDLING OR IGNITION TURNED OFF.
1. Loose or corroded battery cables.
1. Clean and secure battery cable clamps and posts.
2. Loose or worn generator drive belt. 3. Charging system output too low.
4. Battery has insufficient charge.
5. Battery is sulfated or shorted.
6. Poor lighting circuit ground.
2. Adjust or replace generator drive belt.
3. Test and repair charging system. Refer to Electrical, Charging, 4. Test battery state-of-charge. Refer to Electrical, Battery System. 5. Load test battery. Refer to Electrical, Battery System. 6. Test for voltage drop across ground locations. Refer to Electrical, Wiring Information.
FOG LAMP BULBS BURN OUT FREQUENTLY
1. Charging system output too high. 2. Loose or corroded terminals or splices in circuit.
1. Test and repair charging system. Refer to Electrical, Charging. 2. Inspect and repair all connectors and splices. Refer to Electrical, Wiring Information.
LAMPS/LIGHTING - EXTERIOR
8L - 6
LAMPS/LIGHTING - EXTERIOR (Continued)DR
CONDITION
POSSIBLE CAUSES
CORRECTION
1. Charging system output too low.
1. Test and repair charging system. Refer to Electrical, Charging.
FOG LAMPS ARE DIM WITH ENGINE RUNNING ABOVE IDLE
FOG LAMPS FLASH RANDOMLY
2. Poor lighting circuit ground.
3. High resistance in fog lamp circuit.
1. Poor lighting circuit ground.
2. Variable resistance in fog lamp circuit. 3. Faulty fog lamp switch (part of headlamp switch). 4. Loose or corroded terminals or splices in circuit. 5. Is relay engaging properly? 6. J1850 Bus Communication.
FOG LAMPS DO NOT ILLUMINATE
1. Blown fuse for fog lamp.
2. No ground at fog lamps.
3. Faulty fog lamp switch (part of headlamp switch). 4. Broken connector terminal or wire splice in fog lamp circuit. 5. Faulty or burned out bulb. 6. Is relay engaging? 7. J1850 Bus Communication.
2. Test for voltage drop across ground locations. Refer to Electrical, Wiring Information. 3. Test amperage draw of fog lamp circuit.
1. Test for voltage drop across ground locations. Refer to Electrical, Wiring Information.
2. Test amperage draw of fog lamp circuit.
3. Replace headlamp switch.
4. Inspect and repair all connectors and splices. Refer to Electrical, Wiring Information. 5. Verify function of fog lamp relay in IPM. 6. Verify J1850 message (fog lamp info) transmitted from Instrument Cluster and received by FCM.
1. Replace fuse. Refer to Electrical, Wiring Information. 2. Repair circuit ground. Refer to Electrical, Wiring Information. 3. Replace headlamp switch.
4. Repair connector terminal or wire splice.
5. Replace bulb. 6. Verify function of fog lamp relay in IPM. 7. Verify J1850 message (fog lamp info) transmitted from Instrument Cluster and received by FCM.
DAYTIME RUNNING LAMP (CANADA ONLY) DIAGNOSIS
CONDITION
POSSIBLE CAUSES
CORRECTION
DAYTIME RUNNING LAMPS DO NOT OPERATE
1. Parking brake engaged. 2. Parking brake circuit shorted to ground. 3. Headlamp circuit shorted to ground. 4. FCM, Instrument Cluster not programed with Canadian country code.
1. Disengage parking brake. 2. Check cluster telltale, refer to the appropriate wiring information. 3. Refer to the appropriate wiring information.
4. Check country code.
DR LAMPS/LIGHTING - EXTERIOR (Continued) STANDARD PROCEDURE
SAFETY PRECAUTIONS
WARNING: EYE PROTECTION SHOULD BE USED WHEN SERVICING GLASS COMPONENTS. PER- SONAL INJURY CAN RESULT.
CAUTION: Do not touch the glass of halogen bulbs with fingers or other possibly oily surface, reduced bulb life will result.Do not use bulbs with higher candle power than indicated in the Bulb Application table . Damage to lamp and/or Daytime Running Lamp Module can result.Do not use fuses, circuit breakers or relays having greater amperage value than indicated on the fuse panel or in the Owners Manual.
When it is necessary to remove components to ser- vice another, it should not be necessary to apply excessive force or bend a component to remove it. Before damaging a trim component, verify hidden fasteners or captured edges are not holding the com- ponent in place.
SPECIFICATIONS
EXTERIOR LAMPS
CAUTION: Do not use bulbs that have a higher can- dle power than the bulb listed in the Bulb Applica- tion Table. Damage to lamp can result. Do not touch halogen bulbs with fingers or other oily surfaces. Bulb life will be reduced.
The following Bulb Application Table lists the lamp title on the left side of the column and trade number or part number on the right.
BULB APPLICATION TABLE
LAMP Back-up
Center High Mounted Stop lamp
Fog lamp
Front Park/Turn Signal
Head lamp
License Plate
Tail, Brake, Turn Signal Side Marker, Tail Gate,
Cab Clearance
BULB 3157
9129006LL 4157NAK
9007
7F69
3157
168LAMPS/LIGHTING - EXTERIOR
8L - 7
SPECIAL TOOLS - HEADLAMP ALIGNMENT
HeadlampAimingKitC-4466–A
BACKUP LAMP REMOVAL
(1) Remove and isolate the negitive battery cable. (2) Remove the taillamp unit (Refer to 8 - ELEC- EXTERIOR/TAIL
TRICAL/LAMPS/LIGHTING LAMP UNIT - REMOVAL).
(3) Remove the bulb back plate from the tail lamp
unit.
unit.
(4) Separate the bulb from the socket.
INSTALLATION
(1) Install the bulb into the socket. (2) Install the bulb back plate to the tail
lamp
(3) Install the tail lamp unit (Refer to 8 - ELEC- EXTERIOR/TAIL
TRICAL/LAMPS/LIGHTING LAMP UNIT - INSTALLATION).
(4) Reconnect the negative battery cable.
BACKUP LAMP SWITCH DESCRIPTION
Vehicles equipped with a manual
transmission have a normally open, spring-loaded plunger type back-up lamp switch (Fig. 1). The backup lamp switch is located in a threaded hole on the side of the manual transmission housing. The backup lamp switch has a threaded body and a hex formation near the plunger end of the switch, and an integral con- nector at the opposite end of the switch. When installed, only the connector and the hex formation are visible on the outside of the transmission hous- ing. Vehicles with an optional electronic automatic transmission have a Transmission Range Sensor (TRS) that is used to perform several functions, including that of the backup lamp switch. The TRS is described in further detail elsewhere in this service information. The backup lamp switch cannot be adjusted or repaired and, if faulty or damaged, the entire switch unit must be replaced.
LAMPS/LIGHTING - EXTERIOR
8L - 8
BACKUP LAMP SWITCH (Continued)DR
BRAKE LAMP REMOVAL
(1) Disconnect and isolate the negative battery
(2) Remove the tail lamp unit (Refer to 8 - ELEC- EXTERIOR/TAIL
TRICAL/LAMPS/LIGHTING LAMP UNIT - REMOVAL).
(3) Remove the bulb back plate from the tail lamp
(4) Remove the bulb from the back plate.
INSTALLATION
(1) Install the bulb into the back plate. (2) Install the bulb back plate to the tail
lamp
cable.
unit.
unit.
(3) Install the tail lamp unit (Refer to 8 - ELEC- EXTERIOR/TAIL
TRICAL/LAMPS/LIGHTING LAMP UNIT - INSTALLATION).
(4) Connect the negative battery cable.
BRAKE LAMP SWITCH DESCRIPTION
The plunger type brake lamp switch is mounted on a bracket attached to the base of the steering col- umn, under the instrument panel.
CAUTION: The switch can only be adjusted during initial installation. If the switch is not adjusted prop- erly a new switch must be installed.
OPERATION
The brake lamp switch is hard wired to the Center High Mount Stop Lamp (CHMSL) and also moni- tored by the Instrument Cluster for use by the brake lamp, speed control brake sensor circuits and elec- tronic brake distribution (EBD). The brake lamp cir- cuit is open until the plunger is depressed. The speed control and brake sensor circuits are closed until the plunger is depressed. When the brake lamp switch transitions, the CHMSL transitions and instrument cluster transmits a brake applied/released message on the bus. The Integrated Power Module (IPM) will then transition the brake lamps.
When the brake light switch is activated, the Pow- ertrain Control Module (PCM) receives an input indi- cating that the brakes are being applied. After receiving this input, the PCM maintains idle speed to a scheduled rpm through control of the Idle Air Con- trol (IAC) motor. The brake switch input is also used to disable vent and vacuum solenoid output signals to the speed control servo.
Fig.1BackupLampSwitch-Typical
1 - MANUAL TRANSMISSION 2 - BACKUP LAMP SWITCH 3 - ENGINE WIRE HARNESS
OPERATION
The backup lamp switch controls the flow of bat- tery voltage to the backup lamp bulbs through an output on the back-up lamp feed circuit. The switch plunger is mechanically actuated by the gearshift mechanism within the transmission, which will depress the switch plunger and close the switch con- tacts whenever the reverse gear has been selected. The switch receives battery voltage through a fuse in the Integrated Power Module (IPM) on a fused igni- tion switch output (run) circuit whenever the ignition switch is in the On position. A take out of the engine wire harness connects the backup lamp switch to the vehicle electrical system. The backup lamp switch and circuits can be tested using conventional diag- nostic tools and methods.
DIAGNOSIS AND TESTING - BACKUP LAMP SWITCH
(1) Disconnect and isolate the battery negative
cable.
(2) Raise and support the vehicle. (3) Locate and disconnect the engine wire harness
connector for the backup lamp switch.
(4) Check for continuity between the two terminal
pins in the backup lamp switch connector.
(a) With the gear selector lever in the Reverse
position, there should be continuity.
(b) With the gear selector lever in any position other than Reverse, there should be no continuity.
DR BRAKE LAMP SWITCH (Continued)
LAMPS/LIGHTING - EXTERIOR
8L - 9
Vehicles equipped with the speed control option use a dual function brake lamp switch. The PCM moni- tors the state of the dual function brake lamp switch. The brake switch is equipped with three sets of contacts, one normally open and the other two nor- mally closed (brakes disengaged). The PCM sends a 12 volt signal to one of the normally closed contacts in the brake switch, which is returned to the PCM as a brake switch state signal. With the contacts closed, the 12 volt signal is pulled to ground causing the sig- nal to go low. The low voltage signal, monitored by the PCM, indicates that the brakes are not applied. When the brakes are applied, the contacts open, causing the PCM’s output brake signal to go high, disengaging the speed control, cutting off PCM power to the speed control solenoids.
The second set of normally closed contacts supplies 12 volts from the PCM any time speed control is turned on. Through the brake switch, voltage is routed to the speed control servo solenoids. The speed control solenoids (vacuum, vent and dump) are provided this voltage any time the speed control is ON and the brakes are disengaged.
When the driver applies the brakes, the contacts open and voltage is interrupted to the solenoids. The normally open contacts are fed battery voltage. When the brakes are applied, battery voltage is supplied to the brake lamps.
The brake lamp switch can only be adjusted once. That is at the initial installation of the switch. If the switch is not adjusted properly or has been removed, a new switch must be installed and adjusted.
Fig.2BrakeLampSwitchTerminalIdentification 1 - TERMINAL PINS 2 - PLUNGER TEST POSITIONS
With switch plunger retracted, attach test leads to pins 5 and 6. Replace switch if meter indicates no continuity.
REMOVAL
(1) Disconnect the switch harness (Fig. 3). (2) Press and hold the brake pedal in applied posi-
tion.
(3) Rotate the switch counterclockwise about 30° to align the switch lock tab with the notch in bracket. (4) Pull the switch rearward out of the mounting
bracket and release the brake pedal.
DIAGNOSIS AND TESTING - BRAKE LAMP SWITCH
The brake lamp switch can be tested with an ohm- meter. The ohmmeter is used to check continuity between the pin terminals (Fig. 2).
SWITCH CIRCUIT IDENTIFICATION
† Terminals 1 and 2: brake lamp circuit † Terminals 3 and 4: RWAL/ABS module and Pow- † Terminals 5 and 6: speed control circuit
ertrain Control Module (PCM) circuit
SWITCH CONTINUITY TEST
NOTE: Disconnect switch harness before testing switch continuity.
With switch plunger extended, attach test leads to pins 1 and 2. Replace switch if meter indicates no continuity.
With switch plunger retracted, attach test leads to pins 3 and 4. Replace switch if meter indicates no continuity.
Fig.3BrakeLampSwitch&Bracket
1 - RELEASE LEVER 2 - BRACKET 3 - BRAKE PEDAL SUPPORT 4 - BRAKE LAMP SWITCH
DR
8L - 10
LAMPS/LIGHTING - EXTERIOR BRAKE LAMP SWITCH (Continued) INSTALLATION(1) Press and hold the brake pedal down. (2) Align the tab on the new switch with the notch in the switch bracket. Insert the switch in the bracket and turn it clockwise about 30° to lock it in place.
(3) Connect the harness wires to the switch. (4) Release the brake pedal. (5) Move the release lever on the switch parallel with the connector to engage the switch plunger. The switch is now adjusted and can not be adjusted again.
CENTER HIGH MOUNTED STOP LAMP REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the CHMSL from the roof panel. Refer to (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/CENTER HIGH MOUNTED STOP LAMP UN - REMOVAL).
(3) Turn the bulb socket 1/4 turn counterclockwise. (4) Separate the socket from the lamp. (5) Remove the bulb.
INSTALLATION
place.
(1) Position the bulb in the socket and press into
(2) Position the socket in the lamp. (3) Turn the bulb socket 1/4 turn clockwise. (4) Install the CHMSL. Refer to (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/ CENTER HIGH MOUNTED STOP LAMP UN - INSTALLATION).
(5) Connect the battery negative cable.
CENTER HIGH MOUNTED STOP LAMP UNIT REMOVAL
(1) Disconnect and isolate the battery negative
Fig.4CENTERHIGHMOUNTSTOPLAMP—
TYPICAL
1 - CHMSL CARGO LAMP HOUSING 2 - CHMSL 3 - CARGO LAMPS 4 - SCREW 5 - CLIP 6 - CAB
INSTALLATION
(1) Position lamp at cab roof and connect wire con-
nector.
(2) Install screws holding CHMSL to roof panel.
Tighten securely.
(3) Connect the battery negative cable.
CAB CLEARANCE LAMP REMOVAL
(1) Remove both retaining screws and separate the
(2) Quarter turn counter clockwise to separate
lamp from the roof.
bulb socket from lamp.
INSTALLATION
the lamp housing.
cable.
(Fig. 4).
ness.
(2) Remove screws holding CHMSL to roof panel
(1) Quarter twist the bulb socket clockwise into
(3) Separate CHMSL from roof. (4) Disengage wire connector from body wire har-
(2) Position the lamp assembly onto the roof and
install retaining screws. (Fig. 5)
(5) Separate CHMSL from vehicle.
DR CAB CLEARANCE LAMP (Continued)
LAMPS/LIGHTING - EXTERIOR
8L - 11
Fig.5CLEARANCELAMP
Fig.6FogLamp
1 - NUT 2 - CAB ROOF 3 - BULB SOCKET 4 - CLEARANCE LAMP 5 - SCREW 6 - BULB
FOG LAMP REMOVAL
NOTE: The fog lamps are serviced from the rear- ward side of the front bumper.
1 - SCREW 2 - FOG LAMP UNIT 3 - CONNECTOR
FOG LAMP RELAY DESCRIPTION
(1) Disconnect and isolate the battery negative
cable.
(2) Disengage fog lamp harness connector. (3) Remove the bolts attaching the fog lamp to the
bumper (Fig. 6).
(4) Separate fog lamp from bumper.
INSTALLATION
(1) Position fog lamp in bumper. (2) Install the bolts attaching the fog lamp to the
(3) Connect fog lamp harness connector. (4) Connect the battery negative cable. (5) Check for proper operation and beam align-
bumper.
ment.
Fig.7ISOMicroRelay
30 - COMMON FEED 85 - COIL GROUND 86 - COIL BATTERY 87 - NORMALLY OPEN 87A - NORMALLY CLOSED
The front fog lamp relay is located in the Power Distribution Center (PDC) in the engine compart- ment of the vehicle. The front fog lamp relay is a conventional International Standards Organization
LAMPS/LIGHTING - EXTERIOR
8L - 12
FOG LAMP RELAY (Continued)(ISO) micro relay (Fig. 7). Relays conforming to the ISO specifications have common physical dimensions, current capacities, terminal patterns, and terminal functions. The relay is contained within a small, rect- angular, molded plastic housing and is connected to all of the required inputs and outputs by five integral male spade-type terminals that extend from the bot- tom of the relay base.
The front fog lamp relay cannot be adjusted or repaired and, if faulty or damaged, the unit must be replaced.
OPERATION
The front fog lamp relay is an electromechanical switch that uses a low current input from the Front Control Module (FCM) to control a high current out- put to the front fog lamps. The movable common feed contact point is held against the fixed normally closed contact point by spring pressure. When the relay coil is energized, an electromagnetic field is produced by the coil windings. This electromagnetic field draws the movable relay contact point away from the fixed normally closed contact point, and holds it against the fixed normally open contact point. When the relay coil is de-energized, spring pressure returns the movable contact point back against the fixed normally closed contact point. A resistor is connected in parallel with the relay coil in the relay, and helps to dissipate voltage spikes and electromagnetic interference that can be generated as the electromagnetic field of the relay coil collapses.
The front fog lamp relay terminals are connected to the vehicle electrical system through a connector receptacle in the Power Distribution Center (PDC). The inputs and outputs of the front fog lamp relay include: † Common Feed Terminal - The common feed terminal (30) receives battery voltage at all times from a fuse in the PDC through a fused B(+) circuit. † Coil Ground Terminal - The coil ground termi- nal (85) is connected to a control output of the Front Control Module (FCM) through a front fog lamp relay control circuit. The FCM controls front fog lamp oper- ation by controlling a ground path through this cir- cuit.† Coil Battery Terminal - The coil battery ter- minal (86) receives battery voltage at all times from a fuse in the PDC through a fused B(+) circuit. † Normally Open Terminal - The normally open terminal (87) is connected to the front fog lamps through a front fog lamp relay output circuit and provides battery voltage to the front fog lamps when- ever the relay is energized.
† Normally Closed Terminal
- The normally closed terminal (87A) is not connected in this appli- cation.
DR
The front fog lamp relay can be diagnosed using
conventional diagnostic tools and methods.
DIAGNOSIS AND TESTING - FRONT FOG LAMP RELAY
The front fog lamp relay (Fig. 8) is located in the Power Distribution Center in the engine compart- ment. Refer to the appropriate wiring information.
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, DRIVER AIRBAG, PASSENGER AIRBAG, SEAT BELT TENSIONER, FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE SYSTEM CAPACI- TOR TO DISCHARGE BEFORE PERFORMING FUR- THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCI- DENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
Fig.8ISOMicroRelay
30 - COMMON FEED 85 - COIL GROUND 86 - COIL BATTERY 87 - NORMALLY OPEN 87A - NORMALLY CLOSED
(1) Remove the front fog lamp relay from the PDC. (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/FRONT FOG LAMP RELAY - REMOV- AL).
(2) A relay in the de-energized position should have continuity between terminals 87A and 30, and no continuity between terminals 87 and 30. If OK, go to Step 3. If not OK, replace the faulty relay.
DR FOG LAMP RELAY (Continued)
(3) Resistance between terminals 85 and 86 (elec- tromagnet) should be 75 ± 8 ohms. If OK, go to Step 4. If not OK, replace the faulty relay.
(4) Connect a battery to terminals 85 and 86. There should now be continuity between terminals 30 and 87, and no continuity between terminals 87A and 30. If OK, reinstall the relay and use a DRBIIIt scan tool to perform further testing. Refer to the appropriate diagnostic information.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, DRIVER AIRBAG, PASSENGER AIRBAG, SEAT BELT TENSIONER, FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE SYSTEM CAPACI- TOR TO DISCHARGE BEFORE PERFORMING FUR- THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCI- DENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
(1) Disconnect and isolate the battery negative
cable.
Center (PDC).
(2) Remove the cover for the Power Distribution
(3) Remove the front fog lamp relay by grasping it firmly and pulling it straight out from the receptacle in the PDC.
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, DRIVER AIRBAG, PASSENGER AIRBAG, SEAT BELT TENSIONER, FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE SYSTEM CAPACI- TOR TO DISCHARGE BEFORE PERFORMING FUR- THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCI- DENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
LAMPS/LIGHTING - EXTERIOR
8L - 13
(1) Position the front fog lamp relay to the proper
receptacle in the Power Distribution Center (PDC).
(2) Align the front fog lamp relay terminals with
the terminal cavities in the PDC.
(3) Press firmly and evenly on the top of the front fog lamp relay until the terminals are fully seated in the PDC.
(4) Reconnect the battery negative cable.
HAZARD SWITCH DESCRIPTION
The hazard switch is activated by a push button located in the multifunction switch on the top of the steering column between the steering wheel and instrument cluster.
The hazard warning system allows the vehicle operator to provide other vehicle operators in the near proximity an optical indication that the vehicle is disabled or an obstacle to traffic flow. The hazard warning system has battery voltage at all times, regardless of ignition position.
OPERATION
The instrument cluster monitors the multiplexed multifunction switch operation. When the hazard warning switch is activated, the instrument cluster will send a J1850 bus message to the Front Control Module (FCM), then activate the two turn signal indi- cators and audible click in the instrument cluster.
The FCM will then activate the necessary relays in the Power Distribution Center (PDC) to begin flash- ing both the front and rear turn signal indicator lamps.
HEADLAMP REMOVAL
(1) Disconnect and isolate the negitive battery
cable.
(2) Remove the headlamp unit (Refer to 8 - ELEC- TRICAL/LAMPS/LIGHTING - EXTERIOR/HEAD- LAMP UNIT - REMOVAL).
(3) Seperate the socket from the headlamp unit.
INSTALLATION
CAUTION: Do Not Touch the bulb glass with fingers or other oily surfaces. Reduced bulb life will result.
(1) Install the socket into the headlamp unit. (2) Install the headlamp unit (Refer to 8 - ELEC- TRICAL/LAMPS/LIGHTING - EXTERIOR/HEAD- LAMP UNIT - INSTALLATION).
(3) Connect the negitive battery cable.
8L - 14
LAMPS/LIGHTING - EXTERIOR
DR
(4) Remove the screws that secure the headlamp
switch to the instrument panel bezel (Fig. 9).
HEADLAMP SWITCH DESCRIPTION
The multiplexed headlamp switch is located on the instrument panel. The headlamp switch controls the parking lamps, fog lamps and the headlamps. A sep- arate switch in the module controls the interior lamps and instrument cluster illumination. This switch also contains a rheostat for controlling the illumination level of the cluster lamps.
OPERATION
The multiplexed headlamp switch has an off, park- ing lamp, fog lamp and a headlamp on position. High beams are controlled by the multiplexed multifunc- tion switch on the steering column. The fog lamps are illuminated by pulling back on the headlamp switch knob when in the parking lamp or headlamp ON position.The headlamp be repaired. It must be replaced.
cannot
switch
The Instrument Cluster monitors the headlamp and multifunction switch operation. When the head- lamp switch is rotated to the parking lamp or On position the Instrument Cluster sends a J1850 mes-
