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2003 dodge durango owners manual free download. 2003 Dodge Durango Workshop Manual

 

According to Dodge, the inspiration for the new look came from the 50s Power Ram Wagon. The raised hood line, lowered fenders and placement of the headlights all give away the similarity.

Beneath the stylish hood, there were several engine choices. Standard options were Magnum V6 or bigger V8 engines. With revised cam profile, modified valve train and addition of sequential electronic fuel injection, these engines delivered more power and better low down torque. Being such a hit in the previous generation, the Cummins engine was the only logical choice for a diesel unit. It remained unchanged until , when it got the modern 24 valve head.

Rounding up the engine options, there was a massive V10 unit, being the most powerful gasoline engine available at that time. Engines were available either with a four-speed automatic or a five-speed manual transmission,. The suspension used an independent coil spring setup with anti-roll bar up front and leaf springs in the rear, with gas-charged shocks providing a good ride quality.

Other features included driver and passenger airbags, rear abs as standard and optional power take-off. Lastly, the interior was spacious, stylish, and well equipped. Things like comfortable and adjustable front seat, power locks and mirrors, cruise control and air conditioning gave this truck a civilized, car-like manners. This production pace continued for the next several years, only to decline around In its efforts to keep up with strong competition and market demands, Dodge released the new third generation Ram during Design wise, this truck was an evolution of its predecessor, keeping features such as crosshair grille and truck style front end.

The body was bigger and more massive, but thanks to various design tricks, it appeared sleeker and in touch with time. Still, the biggest improvements were inside the cabin and under the hood, boosting both luxury and performance.

Features such as leather seats, power adjusting mirrors and automatic air conditioning stated that this was more than an ordinary work truck. And so did the engines. As for the diesel engine, the trusted Cummins unit received several updates during the production run of the third gen. Most noticeable ones are the introduction of the common rail injection system in , while in a newly designed 6.

During , Ram received a major overhaul, covering both interior and exterior. This updated look followed the new design outlines caused by a Chrysler-Daimler merger.

As the sales figures declined, Dodge was forced to take action and speed up the development of the next generation. The basis for the design was the early third gen trucks, and both crosshair grille and sloping wheel arches were still there.

However, the new truck had an aggressive appearance and more prominent body lines. And with optional chrome details, it was stylish and flashy. Because the previous generation had great engines, there were no revolutionary changes under the hood. Magnum V6 and V8 engines gave way to more modern PowerTech and Pentastar units, which offered better driving characteristics and fuel economy.

The biggest news was the introduction of the smaller V6 diesel engine, called EcoDiesel. All engines come with either six or eight speed automatic or six speed manuals. Unlike with previous generations, this time the biggest improvement was well hidden out of sight. Most full-size pickup trucks use leaf springs in the back.

It is simple and durable, but it has a negative impact on the ride quality. Fourth gen Ram uses a multi-link rear suspension with coil springs that absorbs rough pavement rather than deflecting it.

With this, the Ram rides more like an SUV than a traditional pickup. This was also the only truck to offer an active leveling air suspension on all four corners, features an access setting that drops ride height by 2 inches. Depending on the trim level, this Ram came fitted with premium options such as heated and ventilated front seats, Alpine audio system, power adjustable pedals and navigation system with an 8.

Introduced in , the all-new Ram is very different compared to previous generations. It brings in a more sophisticated and bold design, while still keeping that traditional tough and aggressive appearance, which is important in this segment. Most noticeably, the signature grille and headlights layout gave way to a sleeker and more elegant arrangement. Also, headlights are now available as standard halogen units and with integrated adaptive LEDs.

Low or no resistance in a circuit means good continuity. When checking resistance in these circuits use a meter with a 10 mega-ohm or greater impedance rating. In addition, make sure the power is disconnected from the circuit. Circuits that are powered up by the vehicle's electrical system can cause damage to the equipment and provide false readings.

Place the strands of wire overlapping each other inside of the splice clip Fig. Solder the connection together using rosin core type solder only Fig. Center the heat shrink tubing over the joint and heat using a heat gun. Heat the joint until the tubing is tightly sealed and sealant comes out of both ends of the tubing Fig. The purpose of the test drive is to try to duplicate the diagnostic code or symptom condition. Verification of complaint 2. Verification of any related symptoms 3.

Symptom analysis 4. Problem isolation 5. Repair of isolated problem 6. If it does not, false diagnostic codes or error messages may occur. Conventional diagnostic methods may not prove conclusive in the diagnosis of the BCM.

In order to obtain conclusive testing of the BCM, the Programmable Communications Interface PCI data bus network and all of the electronic modules that provide inputs to or receive outputs from the BCM must also be checked. The DRB III scan tool can provide confirmation that the PCI data bus network is functional, that all of the modules are sending and receiving the proper messages over the PCI data bus, and that the BCM is receiving the proper hard wired inputs and responding with the proper hard wired outputs needed to perform its many functions.

These sensors are mounted remotely from the bi-directional safing sensor that is internal to the Airbag Control Module ACM. The side and front impact sensors are identical in construction and calibration with the exception of the right-hand and left-hand die cast aluminum mounting brackets to which each front impact sensor is secured with two screws.

The side impact sensors are secured with two screws to the base of the right and left B-pillars just below the front seat belt retractors and behind the lower B-pillar trim within the passenger compartment.

The impact sensor housing has an integral connector receptacle and two integral mounting ears, each with a metal sleeve to provide crush protection. A cavity in the center of the molded black plastic impact sensor housing contains the electronic circuitry of the sensor which includes an electronic communication chip and an electronic impact sensor. Potting material fills the cavity to seal and protect the internal electronic circuitry and components.

The side impact sensors are each connected to the vehicle electrical system through a dedicated take out and connector of the airbag overlay wire harness. The side impact sensors cannot be repaired or adjusted and, if damaged or faulty, they must be replaced. The side impact sensors are electronic accelerometers that sense the rate of vehicle deceleration, which provides verification of the direction and severity of an impact.

Each sensor also contains an electronic communication chip that allows the unit to communicate the sensor status as well as sensor fault information to the microprocessor in the Airbag Control Module ACM.

The ACM microprocessor continuously monitors all of the passive restraint system electrical circuits to determine the system readiness. If the ACM detects a monitored system fault, it sets a Diagnostic Trouble Code DTC and controls the airbag indicator operation accordingly The impact sensors each receive battery current and ground through dedicated left and right sensor plus and minus circuits from the ACM.

The impact sensors and the ACM communicate by modulating the voltage in the sensor plus circuit. The hard wired circuits between the side impact sensors and the ACM may be diagnosed and tested using conventional diagnostic tools and procedures.

However, conventional diagnostic methods will not prove conclusive in the diagnosis of the ACM or the impact sensors. Remove the steering column opening cover from the instrument panel. Check for continuity between the metal steering column jacket and a good ground. If not OK, refer to Steering, Column for proper installation of the steering column. Remove the driver side airbag module from the steering wheel.

Disconnect the horn switch wire harness connectors from the driver side airbag module. Check for continuity between the steering column half of the horn switch feed wire harness connector and a good ground.

There should be no continuity. If OK, go to Step 5. Check for continuity between the steering column half of the horn switch feed wire harness connector and the horn relay control circuit cavity for the horn relay in the PDC. If OK, go to Step 6. Check for continuity between the horn switch feed wire and the horn switch ground wire on the driver side airbag module.

There should be no continuity If OK, go to Step 7. If not OK, replace the faulty horn switch. Depress the center of the driver side airbag module trim cover and check for continuity between the horn switch feed wire and the horn switch ground wire on the driver side airbag module. There should now be continuity If not OK, replace the faulty horn switch. Page 68 The alarm siren module consists of microprocessor, the siren, and a nickel metal hydride backup battery.

All of the alarm module components are protected and sealed within the housing. The alarm siren module cannot be repaired or adjusted and, if faulty or damaged, it must be replaced. The microprocessor within the alarm siren module provides the siren unit features and functions based upon internal programming and arm and disarm messages received from the Intrusion Transceiver Module ITM over a dedicated serial bus communication circuit.

The alarm siren module will self-detect problems with its internal and external power supply and communication circuits, then send messages indicating the problem to the ITM upon receiving a request from the ITM. When the premium version of the Vehicle Theft Alarm VTA is armed, the alarm siren module continuously monitors inputs from the ITM for messages to sound its siren and enters its auto-detect mode. While in the auto-detect mode, if the alarm siren module detects that its power supply or communication circuits are being tampered with or have been sabotaged, it will sound an alarm and continue to operate through its on-board backup battery If the arm siren module is in its disarmed mode when its power supply or communication circuits are interrupted, the siren will not sound.

The alarm module will also notify the ITM when the backup battery requires charging, and the ITM will send a message that will allow the backup battery to be charged through the battery voltage and ground circuits to the alarm module only when the ignition switch is in the ON position and the engine is running. This will prevent the charging of the alarm backup battery from depleting the charge in the main vehicle battery while the vehicle is not being operated.

The alarm siren module receives battery voltage through a fuse in the Power Distribution Center PDC , and is grounded to the chassis. The hard wired inputs and outputs for the alarm siren module may be diagnosed and tested using conventional diagnostic tools and procedures. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the internal circuitry or the backup battery of the alarm siren module, the ITM, the serial bus communication line, or the message inputs to and outputs from the alarm siren module.

The most reliable, efficient, and accurate means to diagnose the alarm siren module, the ITM, the serial bus communication line, and the electronic message inputs to and outputs from the alarm siren module requires the use of a DRB III scan tool. The SKIM is located in the steering column, below the ignition lock cylinder housing.

The SKIM has an integral halo-like antenna ring that extends from one side. The SKIM cannot be adjusted or repaired. If faulty or damaged, the entire SKIM unit must be replaced. If this antenna ring is not mounted properly around the ignition lock cylinder housing, communication problems between the SKIM and the transponder may arise.

These communication problems will result in Sentry Key transponder-related faults. A maximum of eight transponders can be programmed into the SKIM. Page Terminology This is a list of terms and definitions used in the wiring diagrams.

Remove air duct and air resonator box at throttle body. Disconnect TPS electrical connector. Remove the steering column opening cover. Disconnect the electrical connector from the adjustable pedal switch. Remove the switch from the steering column opening cover by squeezing the retaining clips together and pushing the switch outwards. Install the switch to the steering column opening cover by pushing the switch inwards seating the retaining clips to the steering column opening cover. Reconnect the electrical connector to the adjustable pedal switch.

Install the steering column opening cover. Defogger Relay Relay Test The rear window defogger relay is located in the junction block, under the left end of the instrument panel in the passenger compartment. Remove the rear window defogger relay from the junction block to perform the following tests: 1.

A relay in the de-energized position should have continuity between terminals 87A and 30, and no continuity between terminals 87 and If not OK, replace the faulty relay. Connect a battery to terminals 85 and There should now be continuity between terminals 30 and 87, and no continuity between terminals 87A and Relay Circuit Test 1.

The relay common feed terminal cavity 30 is connected to battery voltage and should be hot at all times. The relay normally closed terminal 87A is connected to terminal 30 in the de-energized position, but is not used for this application. Go to Step 3. The relay normally open terminal 87 is connected to the common feed terminal 30 in the energized position.

This terminal supplies battery voltage to the rear glass heating grid and to the fuse in the junction block that feeds the rear window defogger switch LED indicator. There should be continuity between the cavity for relay terminal 87 and the rear glass heating grid and the rear window defogger switch LED indicator at all times. If OK, go to Step 4. If not OK, repair the open rear window defogger relay output circuit as required.

The coil battery terminal 86 is connected to the electromagnet in the relay It is connected to battery voltage and should be hot at all times. Check for battery voltage at the cavity for relay terminal The coil ground terminal 85 is connected to the electromagnet in the relay.

This terminal is provided with ground by the Body Control Module BCM rear window defogger timer and logic circuitry to energize the defogger relay. There should be continuity to the rear window defogger relay control circuit cavity of the way instrument panel wire harness connector for the BCM. If not OK, repair the open rear window defogger relay control circuit as required. Refer to the owner's manual for more information on speed control switch functions and setting procedures.

The individual switches cannot be repaired. If one switch fails, the entire switch module must be replaced. To store a set speed, depress the SET switch while the vehicle is moving at a speed between approximately 35 and 85 mph.

In order for the speed control to engage, the brakes cannot be applied, nor can the gear selector be indicating the transmission is in Park or Neutral. The speed control can be disengaged also by any of the following conditions: - An indication of Park or Neutral - The VSS signal increases at a rate of 10 mph per second indicates that the co-efficient of friction between the road surface and tires is extremely low - Depressing the clutch pedal.

If, while the speed control is engaged, the driver wishes to increase vehicle speed, the PCM is programmed for an acceleration feature. The PCM also has a "tap-up" feature in which vehicle speed increases at a rate of approximately 2 mph for each momentary switch activation of the ACCEL switch.

The PCM also provides a means to decelerate without disengaging speed control. To decelerate from an existing recorded target speed, depress and hold the COAST switch until the desired speed is reached. Then release the switch. If none of the switches are depressed, the PCM will measure 5 volts at the sensor point open circuit. If a switch with no resistor is closed, the PCM will measure 0 volts grounded circuit. Now, if a resistor is added to a switch, then the PCM will measure some voltage proportional to the size of the resistor.

By adding a different resistor to each switch, the PCM will see a different voltage depending on which switch is pushed.

Another resistor has been added to the 'at rest circuit' causing the PCM to never see 5 volts. This was done for diagnostic purposes. If the switch circuit should open bad connection , then the PCM will see the 5 volts and know the circuit is bad. The PCM will then set an open circuit fault. Each door module houses both the front power lock and power window switches.

In addition to the power window and power lock switches for its own door, the DDM also houses individual switches for each passenger door power window, a power window lockout switch, the power mirror switch, and the power foldaway mirror switch for export vehicles. The door modules control the following features: power door locks, automatic rolling door locks, driver window express down, memory recall functions adjustable pedals, memory seats and mirrors , remote keyless entry, power mirrors, heated mirrors, door key cylinder disarm driver door only , door lock inhibit and auto unlock on exit.

Reduced wiring complexity is a key advantage of using multiplexed door modules. The DDM and PDM each utilize integrated circuitry and information carried on the Programmable Communications Interface PCI data bus network along with many hard wired inputs to monitor many sensor and switch inputs throughout the vehicle. The functions and features that the door modules support or control include the following: Automatic Door Lock - The two door modules provide an automatic door lock feature which locks the doors when the vehicle is moving.

This is a programmable feature. This feature will unlock all the doors if they were locked via the automatic door lock feature after the vehicle has stopped moving and the driver door is opened. This is a programmable feature via the EVIC.

For Grand Cherokee vehicles both the caster and camber angles are non-adjustable fixed. For Wrangler and Cherokee vehicles only the camber angle is non-adjustable fixed.

The offset ball joints listed in this bulletin allow for the adjustment of these "fixed" front end alignment angles by an amount of up to 1. The offset ball joint should be used only as required. It is very important that the following steps are performed in order and prior to any consideration being given towards the use of an offset ball joint s.

Verify matching original equipment tires and wheels. Verify correct tire inflation pressures. Inspect for tire condition and abnormal wear. Refer to the appropriate Service Manual, Section 22 - Tires, for additional diagnostic assistance.

Inspect for and correct any worn or damaged steering and front suspension components. Verify that no brake drag is present front or rear. Road test the vehicle to determine if the slight lead or drift is present and not crown sensitive. While road testing, verify that the condition is present even when the transmission is in neutral. If the condition is present, cross switch the front tires.

If the condition follows the tires address the condition with the tire manufacturer. If a slight lead or drift condition is still present after the above steps have been performed, perform the Repair Procedure. Remove the two screws that secure the right multi-function switch to the multi-function switch mounting housing. Remove the right multi-function switch from the multi-function switch mounting housing. Position the right multi-function switch onto the multi-function switch mounting housing.

Install and tighten the two screws that secure the right multi-function switch to the multi-function switch mounting housing. Tighten the screws to 2. Reconnect the instrument panel wire harness connector for the right multi-function switch to the switch connector receptacle. Position the lower tilting steering column shroud to the underside of the steering column.

Install and tighten the screw that secures the lower tilting steering column shroud to the multi-function switch mounting housing. Tighten the screw to 1. Position the upper tilting column shroud over the steering column with the hazard warning switch button inserted through the hole in the upper surface of the shroud. Align the upper tilting steering column shroud to the lower shroud and snap the two shroud halves together 7.

Adjust the inside rear view mirror on the windshield downward far enough to access the lower edge of the Rain Sensor Module RSM trim cover. Using a small thin-bladed screwdriver inserted into the notch at the bottom of trim cover, gently pry the trim cover away from the windshield glass until it unsnaps from the RSM.

Using a small thin-bladed screwdriver, gently pry the spring clips on each side of the RSM away from the bracket on the windshield. Pull the RSM away from the bracket on the windshield far enough to access and disconnect the overhead wire harness connector for the module from the module connector receptacle. Remove the RSM from above the inside rear view mirror. Reconnect the overhead wire harness connector for the RSM to the module connector receptacle. Position the RSM to the bracket on the windshield above the inside rear view mirror.

Using hand pressure, press the spring clips on each side of the RSM until they snap over the bracket on the windshield. Page 40 4. Center the ITM support bracket so that it is equal distance from the left and right side of the vehicle.

Make alignment marks between the ITM support bracket ends and each sunroof crossmember for later bracket installation. Make certain that the edge of the ITM support bracket is seated to the rear sunroof crossmember.

Through the holes at the rear edge of the ITM support bracket, mark each location where two holes will need to be drilled for the attaching rivets. Remove the ITM support bracket. Drill a 3. Be careful that the drill bit does not contact the roof panel. Cut two 25 mm 1 inch long pieces from the original mm 5 inch long piece of foam tape. The two 25 mm 1 inch pieces of foam tape will be used to insulate the metal ITM support bracket from the front sunroof crossmember.

If not OK, repair the shorted circuit or component as required and replace the faulty fuse. Turn the ignition switch to the OFF position. There should be continuity If OK, go to Step 3. If not OK, repair the open circuit to ground as required. There should be continuity at each driver circuit terminal in only one blower motor switch speed position.

Attach a 25 mm 1 inch piece of foam tape to each metal tab on the ITM support bracket. Using the previously made alignment marks, carefully install the front edge of the ITM support bracket to the front sunroof crossmember. Make sure both 25 mm 1 inch pieces of foam tape are adhered to both the support bracket and crossmember. Seat the rear edge of the ITM support bracket to the rear sunroof crossmember.

Install both attaching rivets. Make certain the correct length rivet is used or damage to the sunroof sliding sunshade panel may occur. Adhere only one side of the remaining 76 mm 3 inch piece of the foam tape to the center of the ITM snap ring. The tape should be on the side of the snap ring that will face the roof panel and ITM support bracket.

Do not remove the remaining protective facing on the foam tape until the headliner has been installed. Clean the surface of the ITM support bracket to insure proper adhesion of the foam tape. The right and left front and side impact sensors are identical in construction and calibration with the exception of the right-hand and left-hand die cast aluminum mounting brackets to which each front impact sensor is secured with two screws.

The front impact sensor brackets are secured with three screws to the front and inboard sides of the right and left vertical members of the radiator support within the engine compartment. The front impact sensors are each connected to the vehicle electrical system through a dedicated take out and connector of the right or left headlamp and dash wire harnesses.

The front impact sensors cannot be repaired or adjusted and, if damaged or faulty they must be replaced. If a front impact sensor is faulty, only the sensor needs to be replaced.

The front impact sensors are electronic accelerometers that sense the rate of vehicle deceleration, which provides verification of the direction and severity of an impact. The hard wired circuits between the front impact sensors and the ACM may be diagnosed and tested using conventional diagnostic tools and procedures. The CAB sends out a voltage divider 12 volt signal to the switch. The switch has a 1, ohm resistor inside of it. This resistor is used for diagnostic purposes. Normal voltage is about 2.

If the switch is disconnected the resistor will be pulled out of the circuit and the CAB will sense voltage over 4 volts. If the fluid level becomes too low or the circuit is shorted to ground, the voltage will be below 1 volt. Any fault condition will illuminate the red brake warning indicator and the specific fault can be read on the DRB III. Support the vehicle and front axle in a manner that will allow for the safe removal and installation of the respective upper ball joint s.

Remove the tire and wheel assembly. This step will help to minimize brake rotor lateral runout. Remove the two brake caliper slide pins.

Remove the brake caliper, pads, and rotor. Properly support the brake caliper. Do not use the brake line to support the caliper. Remove the tie rod from the steering knuckle. Do not damage the boot. Carefully remove axle shaft. Remove the upper and lower ball joint cotter pins and nuts. Strike the steering knuckle with a brass hammer to loosen the steering knuckle from the ball joint.

Lower the steering knuckle from the ball joints studs. Remove the upper ball joint using the appropriate special tools from the - Ball Joint Installation and Removal Kit. A ball joint positioning template is supplied in the new offset ball joint package.

In addition, an index mark is located on the side of the new offset ball joint Fig. The ball joint index mark will be aligned to the respective mark on the template to obtain the desired angle. Only those components with approved repair and installation procedures should be serviced. Do not dispose of Model Year Driver and Passenger Airbags unless you are sure of complete deployment.

Dispose of deployed air bags in a manner consistent with state, provincial, local, and federal regulations. Do not hang the DRB from the rear view mirror or operate it yourself. Each module monitors its related systems and, via the PCI bus, requests the BCM to sound its internal chime as needed. The BCM will respond with a series of chimes. Turn signal ON for more than 1.

See the owner's manual in the vehicle glove box for more information on the features, use and operation of the SKIS. For diagnostic information, refer to the Powertrain Diagnostic Information.

Front Impact Sensor The front impact sensors are electronic accelerometers that sense the rate of vehicle deceleration, and then combined with the ACM Accelerometer provides verification of the direction and severity of an impact.

Each sensor also contains an electronic communication chip that allows the unit to communicate the sensor status as well as sensor fault information to the microprocessor in the Airbag Control Module. The ACM microprocessor continuously monitors all of the front passive restraint system electrical circuits to determine the system readiness. If the ACM detects a system fault, it sets a Diagnostic Trouble Code and controls the airbag indicator operation accordingly.

The impact sensors each receive battery current and ground through dedicated left and right sensor signal and ground circuits from the ACM. The impact sensors and the ACM communicate by modulating the voltage in the sensor signal circuit. If the sensor is dropped it must be replaced. Disconnect the battery or remove both airbag fuses before servicing impact sensors. Side Impact Sensor The side impact sensors are electronic accelerometers that sense the rate of vehicle deceleration and when combined with the ACM Accelerometer provides verification of the direction and severity of a side impact.

If the ACM detects a system fault, it sets a Diagnostic Trouble Code and controls the airbag warning indicator operation accordingly. The side impact sensors receive battery current and ground through dedicated driver and passenger sensor signal and ground circuits from the ACM.

The load tools contain fixed resistive loads, jumpers and adapters. The fixed loads are connected to cables and mounted in a storage case. The cables can be directly connected to some airbag system connectors. Jumpers are used to convert the load tool cable connectors to the other airbag system connectors. The adapters are connected to the module harness connector to open shorting clips and protect the connector terminal during testing.

When using the load tool follow all of the safety procedures in the service information for disconnecting airbag system components. Inspect the wiring, connector and terminals for damage or misalignment. Substitute the airbag load tool in place of a Driver or Passenger Airbag, curtain airbag, clockspring use a jumper if needed. Then follow all of the safety procedures in the service information for connecting airbag system components. Read the module active DTC's.

If the DTC is still active, continue this process until all component in the circuit have been tested. Then disconnect the module connector and connect the matching adapter to the module connector. With all airbags disconnected and the adapter installed the squib wiring can be tested for open and shorted conditions. If more than one code exists, diagnostic priority should be given to the active codes. Each diagnostic trouble code is diagnosed by following a specific testing procedure.

It is not necessary to perform all of the tests in this book to diagnose an individual code. This will direct you to the specific test s that must be performed. In certain test procedures within this manual, diagnostic trouble codes are used as a diagnostic tool. Active Codes The code becomes active as soon as the malfunction is detected or key-on, whichever occurs first. An active trouble code indicates an on-going malfunction, This means that the defect is currently there every time the airbag control module checks that circuit or component.

It is impossible to erase an active code. Active diagnostic trouble codes for the airbag system are not permanent and will change within 12 seconds the reason for the code is corrected. With the exception of the warning lamp trouble codes or malfunctions, when a malfunction is detected, the airbag lamp remains lit for a minimum of 12 seconds or as long as the malfunction is present. Stored Codes Airbag codes are automatically stored in the ACM's memory as soon as the malfunction is detected.

A stored code indicates there was an active code present at some time. When a trouble code occurs, the airbag warning indicator illuminates for 12 seconds minimum even if the problem existed for less than 12 seconds.

The code is stored, along with the time in minutes it was active, and the number of times the ignition has been cycled since the problem was last detected. The minimum time shown for any code Will be one minute, even if the code was actually present for less than one minute.

Thus, the time shown for a code that was present for two minutes 13 seconds, for example, would be three minutes. If a malfunction is detected a diagnostic trouble code is stored and will remain stored. When and if the malfunction ceases to exist, an ignition cycle count will be initiated for that code. If the ignition cycle count reaches without a reoccurrence of the same malfunction, the diagnostic trouble code is erased and that ignition cycle counter is reset to zero.

If the malfunction reoccurs before the count reaches , then the ignition cycle counter will be reset and diagnostic trouble code will continue to be a stored code. If a malfunction is not active while performing a diagnostic test procedure, the active code diagnostic test will not locate the source of the problem.

In this case, the stored code can indicate an area to inspect. Connect the ground lead of a voltmeter to a known good ground Fig. Connect the other lead of the voltmeter to the selected test point. The vehicle ignition may need to be turned ON to check voltage. Refer to the appropriate test procedure.

Remove the fuse for the circuit being checked or, disconnect the battery. Connect one lead of the ohmmeter to one side of the circuit being tested Fig. Connect the other lead to the other end of the circuit being tested. Low or no resistance means good continuity. Remove the fuse and disconnect all items involved with the fuse. Connect a test light or a voltmeter across the terminals of the fuse.

Remove cover over electrical connectors. Cover snaps onto PCM. Carefully unplug three way connectors at PCM. Cut the horizontal section of the inlet hose at the 25 mm 1 in. Remove and discard the 95 mm 3.

The ports on each end of the filter body are barbed and do not require a clamp to secure the hose to the filter. NOTE: The in-line filter has an inlet and outlet port. The in-line filter must be correctly oriented. The flat end of the filter is the filter outlet port. The domed end with the part number of the filter is the filter inlet port. The outlet port of the filter should be connected to the section of hose that attaches to the evaporative canister.

Secure the in-line filter with a plastic tie wrap to the fuel fill and axle vent lines. Verify that the new in-line filter is securely fastened and will not cause a noise due to contact with other vehicle components. Install the rear bumper fascia. Refer to the appropriate Service Manual for detailed installation instructions.

Lower vehicle. Move the glass panel to the fully closed position. Remove the A-pillar trim. Refer to Trim Panel. Remove the sun visors. Remove the overhead console. Lower headliner as necessary to gain access to the sunroof express module. Disconnect the express module wire harness connectors. Remove express module screw. Remove express module from the keyway by sliding module towards the center of the vehicle. Insert sunroof express module in the keyway located in the sunroof module and slide the module outward to lock it into position.

Install the sunroof express module screw. Connect the wire connectors to the sunroof express module. Install the headliner into position. Install the overhead console. Install the sun visors. Install the A-pillar trim.

Test sunroof operation, adjust if necessary. Select the proper size tool from Special Tool Package , and insert it into the terminal being tested. Use the other end of the tool to insert the meter probe. Troubleshooting Wiring Problems When troubleshooting wiring problems, there are six steps which can aid in the procedure.

The steps are listed and explained below. Always check for nonfactory items added to the vehicle before doing any diagnosis. If the vehicle is equipped with these items, disconnect them to verify these add-on items are not the cause of the problem. Verify the problem. Verify any related symptoms. Do this by performing operational checks on components that are in the same circuit.

Refer to the wiring diagrams. Analyze the symptoms. Use the wiring diagrams to determine what the circuit is doing, where the problem most likely is occurring, and where the diagnosis will continue. Isolate the problem area. Repair the problem. Verify proper operation. For this step, check for proper operation of all items on the repaired circuit. The two three-position rocker-type switches, one switch for each front seat, provide a resistor multiplexed signal to the Body Control Module BCM through separate hard wired circuits.

Each switch has an OFF, Low, and High position so that both the driver and the front seat passenger can select a preferred seat heating mode.

Each switch has two Light-Emitting Diodes LED , one each for the Low position and the High position, which light to indicate that the heater for the seat that the switch controls is turned on. Each switch is also back lit by a replaceable incandescent bulb. The heated seat switches and their LEDs cannot be repaired. If either switch or LED is faulty or damaged, the entire switch unit must be replaced.

The incandescent switch illumination bulb and bulb holder units are available for service replacement. There are three positions that can be selected with each of the heated seat switches: OFF, Low, or High. When the bottom of the switch rocker is fully depressed, the Low position is selected and the low position LED indicator illuminates.

Both switches provide separate resistor multiplexed hard wire inputs to the BCM to indicate the selected switch position. The HSM or MHSM responds to the heated seat switch status messages by controlling the output to the seat heater elements of the selected seat. The remaining three circuits are low current control circuits. Two of these circuits come from the rear wiper switch on the right multi-function switch stalk. These circuits are referred to as the rear wiper motor control circuit and the rear wiper motor intermittent control circuit.

When the rear wiper switch is in the Off position, both of these circuits are open and the wiper module parks or remains parked.

When the rear wiper switch is in the Intermittent position, the intermittent control circuit is switched to ignition voltage, the motor control circuit is open and the wiper is in the intermittent modes.

When the rear wiper switch is in the ON position, the intermittent control circuit is open and the motor control circuit is switched to ignition voltage and the wiper is in continuous wipe mode. The third control circuit is the AJAR circuit. This circuit is fed by the flip-up glass ajar switch.

When the flip-up glass is closed the ajar switch is open and the rear wiper module functions normally. When the flip-up glass is open, the ajar switch is closed and the circuit provides ground to the module.

This ground signal indicates to the rear wiper module that it should park if operating or not allow operation if parked. The fuel pump module is located on top of fuel tank. The fuel pump inlet filter strainer is located on the bottom of fuel pump module Fig. Remove filter by prying from bottom of module with 2 screwdrivers. Filter is snapped to module.

Clean bottom of pump module. Snap new filter to bottom of module. Install fuel pump module. Install fuel tank. Remove the instrument panel fuse cover.

Access and disconnect the instrument panel wire harness connectors from the BCM. Remove the BCM. Install the four screws. Connect the two instrument panel wire harness connectors to the BCM. After the vehicle security system is disarmed, a false alarm of the security system may occur as a door is opened. This condition may occur intermittently. From inside the vehicle visually verify that the vehicle is equipped with a ITM. The ITM is attached to the headliner and centered between the left and right "B" pillar.

Do not perform the Repair Procedure on vehicles that are not equipped with an Intrusion Transceiver Module. The battery temperature sensor is located under the vehicle battery Fig. Remove battery. Refer to Battery for procedures. Remove battery tray 3. Pull sensor up from battery tray and disconnect engine wire harness.

Remove sensor from battery tray. Position sensor into mounting hole and attach wiring harness. Press sensor into top of battery tray. Install battery. Refer to Group 8A, Battery for procedures. Depress locking tab and unplug the wire harness connector from the blower motor controller. Depress locking tab and unplug the controller connector from the blower motor. Remove the 2 screws that secure the blower motor controller to the HVAC housing. Remove the blower motor controller from the HVAC housing.

Install the blower motor controller in the HVAC housing. The housing is indexed to allow controller mounting in only one position. Tighten the mounting screws to 2. Plug in the wire harness connector to the blower motor controller.

Plug in the connector from the blower motor controller to the blower motor. Connect the battery negative cable. The right wiper multi-function switch may be diagnosed using conventional diagnostic tools and methods. Following are descriptions of how the right wiper multi-function switch control stalk operates to control the functions and features it provides: Automatic Wipe Mode - On models equipped with the optional automatic wiper system, the control knob on the end of the right wiper multi-function switch control stalk is rotated to one of five minor intermediate detents to select the desired automatic wipe sensitivity level.

The control knob is rotated rearward counterclockwise to reduce the sensitivity increase the interval between wipes , or forward clockwise to increase the sensitivity decrease the interval between wipes. The right wiper multi-function switch provides a resistor multiplexed output to the Body Control Module BCM on a windshield wiper switch mux circuit.

For the high speed mode, the multi-function switch provides the same resistor multiplexed output to the BCM on the windshield wiper switch mux circuit as the low speed mode, but also provides a ground output to the BCM on a wiper high control circuit. The multi-function switch provides a battery current output to the rear wiper motor on a rear wiper motor control circuit to signal the rear wiper module to operate the rear wiper motor in the continuous wipe mode.

The front washer pump will continue to operate in the front washer mode until the control stalk is released. The right wiper multi-function switch provides a battery current output on a washer pump motor switch output circuit to energize the front washer pump in the front washer mode. The front wiper motor will continue to operate in the mist mode until the control stalk is released. The control knob is rotated rearward counterclockwise to increase the delay, or forward clockwise to decrease the delay The right wiper multi-function switch provides a resistor multiplexed output to the Body Control Module BCM on a windshield wiper switch mux circuit.

The right wiper multi-function switch provides a battery current output to the rear wiper motor on a rear wiper motor delay control circuit to signal the rear wiper module to operate the rear wiper in the intermittent wipe mode. The rear washer pump will continue to operate in the rear washer mode until the control stalk is released. The right wiper multi-function switch provides battery current on a rear washer pump motor control circuit to energize the rear washer pump in the rear washer mode.

Page 27 Install the headliner to the vehicle. While pulling down on the ITM snap ring, remove the remaining protective facing on the foam tape. Adhere the foam tape to the ITM support bracket. Connect the negative battery cable to the battery negative terminal. Set the clock to the correct time. Press and hold brake pedal in applied position. Pull switch plunger all the way out to fully extended position. Release brake pedal. Then pull pedal lightly rearward. Pedal will set plunger to correct position as pedal pushes plunger into switch body Switch will make ratcheting sound as it self adjusts.

High-Output engine, never substitute the original platinum tipped spark plug with a different part number. Serious engine damage may result. On the 4. This will help prevent foreign material from entering combustion chamber.

Remove spark plug from cylinder head using a quality socket with a rubber or foam insert. If equipped with a 4. Inspect spark plug condition. Refer to Spark Plug Conditions. Engine: The plugs may be cleaned using commercially available spark plug cleaning equipment. After cleaning, file center electrode flat with a small point file or jewelers file before adjusting gap.

Metallic deposits will remain on spark plug insulator and will cause plug misfire. Engine: Never clean spark plugs on the 4. Damage to the platinum rivet on the center electrode will result. If another spark plug is substituted, pre-ignition will result. Special care should be taken when installing spark plugs into cylinder head spark plug wells. Be sure plugs do not drop into plug wells as ground straps may be bent resulting in a change in plug gap, or electrodes can be damaged.

Always tighten spark plugs to specified torque. Over tightening can cause distortion resulting in a change in spark plug gap or a cracked porcelain insulator. Start spark plug into cylinder head by hand to avoid cross threading. Install ignition coil s. CAUTION: When breaking the top and bottom bead of the tire off the wheel, care must be used so the bead breaking mechanism on the tire changer does not damage the wheel. This includes the surface of the wheel flange on the inside of the wheel.

Using the tire changer manufacturers procedure, first break down the upper bead of the tire. Then break down the bottom bead of the tire. Not using the proper procedure will result in damage to the wheel and tire. Dismount the upper bead of the tire from the wheel. The upper bead must be fully dismounted from the wheel to remove the tire pressure transmitter from the inside of the tire.

The bottom bead of the tire does not need to be removed from the wheel. Pull upward on the tire. Replace O-ring if necessary, before installing the pressure transmitter on the wheel.

Also, be sure the surface of the wheel that the O-ring seals against is clean and not damaged. To avoid a large simultaneous current surge, power is delayed to the 2 downstream heater elements by the PCM for approximately 2 seconds. The key cylinder must be removed first before removing ignition switch. If equipped with an automatic transmission, place shifter in PARK position. Rotate key to ON position. A release tang is located on bottom of key cylinder.

Position a small screwdriver or pin punch into tang access hole on bottom of steering column lower cover. Push the pin punch up while pulling key cylinder from steering column. Position key cylinder into steering column as it would normally be in the ON position. Press key cylinder into column until it snaps into position. Check mechanical operation of switch. If key is difficult to rotate or is difficult to remove, the shift lever-to-steering column cable may be out of adjustment or defective.

Refer to Transmission for procedures. If key can be removed, release lever mechanism may be defective. Release lever mechanism is not serviced separately. If repair is necessary, the steering column must be replaced. Connect negative cable to battery. Check electrical operation of switch. Close hood. Raise vehicle. Place a suitable fluid catch pan under the transmission. Remove the wiring connector from the output speed sensor Fig.

Remove the bolt holding the output speed sensor to the transmission case. Remove the output speed sensor from the transmission case. Install the output speed sensor into the transmission case. Install the bolt to hold the output speed sensor into the transmission case. Tighten the bolt to Install the wiring connector onto the output speed sensor 4.

Verify the transmission fluid level. Add fluid as necessary. NOTE: Do not apply any sealant, thread-locker or adhesive to bolts. Poor sensor performance may result. If the problem being diagnosed is related to hood ajar switch accuracy be certain to confirm that the problem is not an improperly adjusted hood ajar switch.

If no hood ajar switch adjustment problem is found, the following procedure will help to locate a short or open in the hood ajar switch circuit. Disconnect the hood ajar switch. Check for continuity between the harness ground circuit a good ground. If not OK, repair the open ground circuit to ground. Check for continuity between the two terminals of the hood ajar switch.

There should be continuity with the switch plunger extended, and no continuity with the switch plunger depressed. If not OK, replace the faulty hood ajar switch. Check for continuity between the hood ajar switch sense circuit of the hood ajar switch and a good ground. If not OK, repair the shorted hood ajar switch sense circuit between the hood ajar switch and the BCM.

Check for continuity between the hood ajar switch sense circuit and the instrument panel wire harness connector for the BCM. The cylinders are numbered from front to rear with the left bank being numbered 1,3,5 and 7, and the right bank being numbered 2,4,6 and 8. The firing order is The engine serial number 1 is located at the right front side of the engine block. Remove passenger wiper arm.

Remove plenum seal. Remove passenger side cowl grille cover first, by lifting the forward edge to dis-engage the molded in locators and pulling the cowl grille forward. Remove the filter and housing from the cowl. Installation 1. Install the new filter and housing in cowl. Install the passenger cowl panel 1 overlapping the left side 2 at the center of the vehicle. Install tabs under windshield 4 and rubber seal on top of windshield and push the cowl panel rearward to engage clips fully.

Install locating panel pins into sheet metal 3 slide outboard for a close fit to the fender.