Dodge Dakota 1996 User Manual

dodge :: Dodge Truck Dakota 2WD V6-239 3.9L
Magnum (1996)

> Relays and Modules > Relays and Modules - Brakes and Traction Control > ABS Main Relay > Component Information > Locations

Power Distribution (Part 1 Of 2)

> Relays and Modules > Relays and Modules - Brakes and Traction Control > ABS Main Relay > Component Information > Locations > Page 7

ABS Main Relay: Description and Operation
CIRCUIT OPERATION

(CAB)

(PDC)

When the Controller, Antilock Brakes grounds the ABS power relay on circuit B116, the relay contacts close connecting circuit A1O fromthe Power Distribution Center and circuit B120. Circuit A10 connects to fuse A in the PDC. Circuit A20 from the fuse 4 in the fuse blocksplices to feed the coil side of the ABS power relay

From the ABS power relay, circuit B120 splices to supply voltage to the ABS pump motor and all solenoids in the hydraulic control unit. CircuitB120 also supplies power to the solenoids in the rear wheel anti-lock valve (RWAL). Additionally, circuit B120 provides an input to cavity 34 ofthe CAB. The input tells the CAB that voltage has been supplied to the pump motor.

> Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Service and Repair > With Four Wheel Antilock System

Electronic Brake Control Module: Service and RepairWith Four Wheel Antilock System

Fig 18 Releasing Main Harness Connector

Fig 19 Removing Main Harness Connector From Module

The ABS module is located in the engine compartment attached to the forward side of the front brake anti-lock valve.NOTE:

ABS ELECTRONIC CONTROL MODULE REMOVAL

1. Disconnect upper harness connector from module.2. Lift connector locking handle to release main harness connector from module. Rotate handle upward to clear connector.3. Lift connector up and out of retaining lugs on module.4. Remove screws attaching module to mounting bracket and remove module.

> Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Service and Repair > With Four

Wheel Antilock System > Page 12

Dakota 2WD V6-239 3.9L Magnum (1996)

Fig 20 ABS Electronic Control Module Installation

ABS ELECTRONIC CONTROL MODULE INSTALLATION

1. Position module in mounting bracket and stall module attaching screws.2. Connect main harness connector to module. Seat connector in module retaining lugs and start connector into module. Then rotate connector
locking handle downward into l&ked position to seat and retain connector.

3. Connect upper harness wires to module.

> Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Service and Repair > With Four Wheel Antilock System > Page 13

Electronic Brake Control Module: Service and RepairWith Rear Wheel Antilock System

The ABS module is located behind the passenger's side of the instrument panel, near the defroster duct.

1. Disconnect battery ground cable.2. Remove passenger side sill plate and cowl cover.3. Remove control module to cowl attaching screws.4. Disconnect electrical connector from module, then remove the module.5. Reverse procedure to install.

> Relays and Modules > Relays and Modules - HVAC > Compressor Clutch Relay > Component Information > Locations

Power Distribution (Part 1 Of 2)

> Relays and Modules > Relays and Modules - Instrument Panel > Audible Warning Device Control Module > Component Information > Description and Operation

Audible Warning Device Control Module: Description and Operation
CIRCUIT OPERATION

The buzzer module sounds an audible warning tone. The tone sounds for seat belt warning and when the ignition key is in the ignition switch whilethe drivers door is open. The tone also sounds when the ignition key is in the ON position while the drivers side seat belt is not buckled.

Fuses 7 and 16 in the fuse block protect the buzzer module. Fuse 7 powers circuit F32 which connects to the buzzer module. Circuit A3 from fuseG in the Power Distribution Center supplies power to the fuse block for fuse 7 and circuit F32.(PDC)

Circuit G5 from fuse 16 in the fuse block also provides voltage to the buzzer module when the ignition switch is in the START or RUN positions.The ignition switch connects circuit A1 from fuse C in the PDC to circuit A21. Circuit A21 connects to the fuse block.

When the parking lamps or headlamps are ON, the headlamp switch connects circuit G16 from the drivers side door jamb switch to circuit G26.Circuit G26 connects to the buzzer module and the key-in switch. Circuit G16 from the drivers side door jamb switch also connects to the key-inswitch.

Circuit G13 from the buzzer powers the seat belt warning lamp in the instrument cluster. Circuit Z1 at the instrument cluster provides ground forthe lamp.
Circuit G1O from the buzzer connects to the seat belt switch. When the seat belt switch closes a path to ground is completed on circuit Z1.

Circuit Z1 also grounds the combination buzzer module.

> Relays and Modules > Relays and Modules - Instrument Panel > Audible Warning Device Control Module > Component Information > Description and Operation > Page 22

Audible Warning Device Control Module: Testing and Inspection

- Circuit F32 also powers the stop lamp switch.

­Circuit G5 is double crimped at the buzzer module. The G5 branch from the buzzer module splices to power the four-wheel drive lamp and theoverdrive lamp, and transmission temperature warning lamp.

> Relays and Modules > Relays and Modules - Instrument Panel > Key Reminder Relay > Component Information > Locations

Key Reminder Relay: Locations

> Relays and Modules > Relays and Modules - Instrument Panel > Key Reminder Relay > Component Information > Locations > Page 26

Dakota 2WD V6-239 3.9L Magnum (1996)

Fuse/Fuse Block (Part 1 Of 3)

Fuse/Fuse Block (Part 2 Of 3)

> Relays and Modules > Relays and Modules - Instrument Panel > Key Reminder Relay > Component Information > Locations > Page 27

Dakota 2WD V6-239 3.9L Magnum (1996)

Fuse/Fuse Block (Part 3 Of 3)

To view sheets referred to in these diagrams, see . NOTE: Diagram Information and Instructions/Complete Body and Chassis Diagrams

> Relays and Modules > Relays and Modules - Instrument Panel > Key Reminder Relay > Component Information > Locations > Page 28

Key Reminder Relay: Description and Operation
CIRCUIT OPERATION

The time delay relay is used to allow a time-ON function for the ignition switch lamp and the courtesy lamp. Power for the relay is received on theM1 circuit from the IOD fuse in cavity 2 in the Power Distribution Center (PDC).

Circuit M2 provides ground for the time delay relay through the right and left door jamb switches and the headlamp switch. When a door isopened or the headlamp switch is moved to the dome lamp position, a ground path is provided for the relay on circuit M2. This energizes the relay,causing the contacts to close.

When the relay contacts close, power is provided through the relay to circuit M50. The M50 circuit supplies current to the ignition key-in switchlamp and the courtesy lamp. Circuit Z1 provides ground for the lamps. Circuit Z1 also provides ground for the ash receiver lamp and the cigarlamp.

> Relays and Modules > Relays and Modules - Instrument Panel > Key Reminder Relay > Component Information > Locations > Page 29

Key Reminder Relay: Testing and Inspection

Circuit M1 splices to supply voltage to the glove box lamp, dome lamp, overhead console, power mirror switch, and radio.

> Relays and Modules > Relays and Modules - Lighting and Horns > Daytime Running Lamp Control Unit > Component Information > Description and Operation

Daytime Running Lamp Control Unit: Description and Operation
CIRCUIT OPERATION

On vehicles built for sale in Canada, the low-beam headlamps operate when the ignition switch is in the RUN position.

(PDC)

When the ignition switch is in the RUN position, it connects circuit A1 from fuse C in the Power Distribution Center , to circuit A21.Circuit A21 is double crimped at a fuse block bus bar and supplies power to the Daytime Running Module module.(DRL)

Circuit L20 from the headlamp switch connects to DRL module. Circuit L20 is HOT at all times.

The DRL module receives the vehicle speed sensor input from circuit G7. Circuit G34 provides power for the high beam indicator lamp in theinstrument cluster and connects to the DRL module.

Circuit L4 powers the low beams of the left and right headlamps. When the headlamp switch is OFF, the DRL module powers the low beams oncircuit L4. When the headlamps are ON, the multi-function switch powers the low beams on circuit L4.

Circuit L3 feeds the high beams of the headlamps and connects to DRL module. When the operator flashes the headlamps with the stalk of themulti-function switch, the DRL senses voltage on circuit L3. When it senses voltage on circuit L3, the DRL module stops supplying power to thelow beams on circuit L4.
Circuit Z1 provides ground for the DRL module.

> Relays and Modules > Relays and Modules - Lighting and Horns > Horn Relay > Component Information > Locations

Horn Relay: Locations

> Relays and Modules > Relays and Modules - Lighting and Horns > Horn Relay > Component Information > Locations > Page 37

Dakota 2WD V6-239 3.9L Magnum (1996)

Fuse/Fuse Block (Part 1 Of 3)

Fuse/Fuse Block (Part 2 Of 3)

> Relays and Modules > Relays and Modules - Lighting and Horns > Horn Relay > Component Information > Locations > Page 38

Dakota 2WD V6-239 3.9L Magnum (1996)

Fuse/Fuse Block (Part 3 Of 3)

To view sheets referred to in these diagrams, see . NOTE: Diagram Information and Instructions/Complete Body and Chassis Diagrams

> Relays and Modules > Relays and Modules - Lighting and Horns > Interior Lighting Module > Component Information > Locations

Fuse/Fuse Block (Part 1 Of 3)

> Relays and Modules > Relays and Modules - Power and Ground Distribution > Relay Box > Component Information > Locations

Relay Box: Locations

The relay center is located on the lefthand side inner fender of the engine compartment, above the wheel house.

> Relays and Modules > Relays and Modules - Power and Ground Distribution > Relay Box > Component Information > Locations > Page 46

Relay Box: Diagrams

> Relays and Modules > Relays and Modules - Power and Ground Distribution > Relay Box > Component Information > Locations > Page 47

Dakota 2WD V6-239 3.9L Magnum (1996)

Power Distribution (Part 1 Of 2)

Power Distribution (Part 2 Of 2)

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Powertrain Control Module <--> [Engine Control Module] > Component Information >

Technical Service Bulletins > PCM - Cruise Control System Check

Powertrain Control Module: Technical Service BulletinsPCM - Cruise Control System Check

NO: 08-01-96
GROUP: Electrical
DATE: Jan. 19, 1996
SUBJECT: Speed Control Light Flickers and/or Servo Clicks
MODELS: 1996 (BR) Ram Truck

1996 (AN) Dakota1996 (AB) Ram Van/wagon1996 (XJ) Cherokee

SYMPTOM/CONDITION:

The speed control indicator light, located on the speed control switch module, may flicker and/or a click may be heard from the speed control servo whenthe ignition key is turned to the RUN/START position and/or when the key is turned from RUN/START to OFF.
DISCUSSION:

The speed control indicator light is operated by the Powertrain Control Module (PCM). When the PCM is first powered-up by positioning the ignitionkey to the RUN/START position, the PCM performs a systems check. During the system check, the PCM momentarily provides power for the speedcontrol indicator light, causing the light to illuminate. Also, the speed control servo is supplied with battery voltage at the same time. When the servoreceives power, a click may also be noticed. This is due to the dump solenoid being energized momentarily. The PCM performs an additional systemscheck when the ignition switch is turned from RUN to OFF. The flickering of the light or the sound of the dump solenoid clicking will not have anyadverse effects on the electrical system within the vehicle.

Please inform your customers that the flickering of the light and the click from the dump solenoid is due to a PCM systems check and is a normaloperation of the system.

: NOTE

Do not replace the clockspring or any other components directly or indirectly related to the speed control system for this condition.

POLICY: Information Only

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Technical Service Bulletins > PCM - Cruise Control System Check > Page 54

Powertrain Control Module: Technical Service BulletinsPowertrain Control Module - Service Precaution

NO: 18-21-98
GROUP: Vehicle Performance
DATE: Jun. 5, 1998
SUBJECT:

Powertrain ControlModule (PCM)Service Caution
MODELS:

1996 - 1998 (AB) Ram Van
1996 - 1998 (AN) Dakota
1996 - 1998 (BR/BE) Ram Truck
1998 (DN) Durango
1997 - 1998 (TJ) Wrangler
1996-1998 (XJ) Cherokee
1996-1998 (ZJ) Grand Cherokee
1996 - 1998 (ZG) Grand Cherokee (European Market)

DISCUSSION:

Whenever any connector on the PCM is disconnected, the ignition switch must be in the "OFF" position for a minimum of 5 seconds before connectorremoval.

It has been found under certain key "ON" or momentary key "OFF" conditions, when the black connector is unplugged, the PCM may attempt to writeinformation to the EEPROM processor within the PCM. Sometimes this inadvertent write will set the target charging voltage to 0 (zero) volts. The resultwill prevent the charging system from charging the battery.
If this occurs, the only correction is PCM replacement.

POLICY: Information Only

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Powertrain Control Module <--> [Engine Control Module] > Component Information >

Technical Service Bulletins > PCM - Cruise Control System Check > Page 55

Technical Service Bulletin # 080197

Discussion

NO: 08-01-97
GROUP: Electrical
EFFECTIVE DATE: Feb. 3, 1997

SUBJECT:JTEC Powertrain ControlModule Wiring HarnessConnector Repair Packages
MODELS:

1996 - 1997 (AB) Ram Van
1996 - 1997 (AN) Dakota
1996 - 1997 (BR) Ram Truck
1996 - 1997 (SR) Viper/Viper GTS
1997 (TJ) Wrangler
1996-1997 (XJ) Cherokee
1996-1997 (ZJ) Grand Cherokee
1996 - 1997 (ZG) Grand Cherokee (International Markets)

DISCUSSION:

The following Jeep/Truck Engine Controller (JTEC) Powertrain Control Module (PCM) electrical connector and terminal repair components areavailable to aid in powertrain electrical wiring repairs. These components allow repairs of individual wiring circuits without the need to replace the entireengine harness. If you have determined that a powertrain customer complaint could be related to a poor electrical connection, the PCM connectorsshould be inspected. The following diagnosis and inspection can be utilized to determine the condition of the PCM connectors and their terminals.

Diagnosis

Inspection of the connector begins with a thorough inspection of the insulator.

1. Record the radio station presets.

2. Disconnect and isolate the battery negative cable (both batteries should be disconnected if the vehicle is equipped with a 5.9L Cummins Diesel).

3. Disconnect the connector from the PCM.

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Control Module] > Component Information > Technical Service Bulletins > PCM - Cruise Control System Check > Page 56

Dakota 2WD V6-239 3.9L Magnum (1996)

4. Inspect the connector lock tab on the side of the insulator (Figure 1) for damage and replace the insulator if damaged is identified.

5. Gently pull on the wires of the connector one at a time. The initial and final locks will need to be inspected if the wire pulls out of the insulator.

6. Push in the single lock tab on the side of the insulator (Figure 2).

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Control Module] > Component Information > Technical Service Bulletins > PCM - Cruise Control System Check > Page 57

Dakota 2WD V6-239 3.9L Magnum (1996)

7. Then, insert the probe of special tool 6934 (Figure 3) into the back of the insulator cavity.

8.
Grasp the wire and tool 6934 and slowly remove the wire and terminal from the insulator (Figure 4). Then, remove the strain relief and wire seal(Figure 1).

9. Inspect the initial and final locks of the insulator (Figure 1) for damage. Replace the insulator if there are any signs of damage.

10. Inspect all wire terminals for corrosion. If corrosion is evident, replace the terminal ends and the insulator.

11.

To verify how secure the cavity of the terminal fits onto the PCM pins, insert and remove the wire end terminal onto the mating pin of the PGM.Then, rotate the terminal 90, 180, and 270 while inserting and removing the terminal from the pin. If any connection is loose, replace the wireend terminal.

12. Inspect and replace the PCM connector cover or connector plug if the locking tabs are damaged.

Perform the following Repair Procedure if damage or wear is identified in any component of the insulator or terminals (including corrosion on theterminal).

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Powertrain Control Module <--> [Engine

Control Module] > Component Information > Technical Service Bulletins > PCM - Cruise Control System Check > Page 58

Dakota 2WD V6-239 3.9L Magnum (1996)

PARTS REQUIRED:
REPAIR PROCEDURE:
This bulletin involves replacing either the insulator or terminals of the PCM connectors.
Insulator Replacement

NOTE:

THIS PROCEDURE ASSUMES THAT THE WIRE END TERMINALS WERE ALREADY REMOVED WHEN THE DIAGNOSIS WASPERFORMED.

1.
Utilizing the appropriate insulator (see Parts Required list), install the wire and terminal into the appropriate cavities of the insulator. Refer to theappropriate Service Manual, Group 8W-80, for proper terminal-to-cavity locations in the connector. Fully seat all terminals into the insulator.

2. Push in the two lock tabs on the side of the connector (Figure 5).

3. Install the connector into the proper cavity of the PCM.

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Powertrain Control Module <--> [Engine

Control Module] > Component Information > Technical Service Bulletins > PCM - Cruise Control System Check > Page 59

Dakota 2WD V6-239 3.9L Magnum (1996)

4. Connect the battery negative cable (both batteries should be connected if the vehicle is equipped with a 5.9L Cummins Diesel).

5. Reset the clock and reprogram the radio stations to the presets recorded in step 1 of the Diagnosis.

Wire End Terminal Replacement

NOTE:

THIS PROCEDURE ASSUMES THAT THE DAMAGED OR CORRODED WIRE END TERMINAL WAS ALREADY REMOVED WHEN THEDIAGNOSIS WAS PERFORMED.

1.
The wire of the terminal end that needs repaired will need to be cut and discarded. Measure approximately three inches down the wire from theend of the terminal and cut the wire.

2. Cut one of the wires with terminal ends from package P/N 04882087 in half. This action will allow for two repairs if necessary.

3. Remove approximately one inch of insulation from the wires that are being spliced together.

4. Place a piece of heat shrink tubing over one of the wires. Make sure the tubing will be long enough to cover and seal the entire repair.

5. Spread the strands of the wire apart on each part of the exposed wire (Example 1) (Figure 6).

6. Push the ends of the two wires together until the strands of wire are close to the insulation (Example 2) (Figure 6).

7. Twist the wires together (Example 3) (Figure 6).

8. Solder the connection together using rosin core type solder only. Do not use acid core solder.

9.
Center the heat shrink tubing over the joint and heat the tubing using a heat gun. Heat the joint until the tubing is tightly sealed and sealant comesout of both ends of the tubing.

10. Secure the wires to the existing harness to prevent chafing or damage to the insulation.

11. Install the wire terminal end into the appropriate cavity of the insulator. Fully seat all terminals into the insulator.

12. Push in the single lock tab on the side of the connector (Figure 5).

13. Install the connector into the proper cavity of the PCM.

14. Connect the battery negative cable (both batteries should be connected if the vehicle is equipped with a 5.9L Cummins Diesel).

15. Reset the clock and reprogram the radio stations to the presets recorded in step 1 of the Diagnosis.

POLICY: Information Only

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Powertrain Control Module <--> [Engine Control Module] > Component Information >

Technical Service Bulletins > Page 60

Powertrain Control Module: Locations

Powertrain Control Module

The Powertrain Control Module is located in the right-rear side of the engine compartment, mounted to the inner fender.(PCM)

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Powertrain Control Module <--> [Engine Control Module] > Component Information >

Diagrams > Diagram Information and Instructions

Powertrain Control Module: Diagram Information and Instructions

Circuit Function

Circuit Identification

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

Circuit Information

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Control Module] > Component Information > Diagrams > Diagram Information and Instructions > Page 63

Dakota 2WD V6-239 3.9L Magnum (1996)

Wire Code Identification

Wire Color Code Chart

Each wire shown in the diagrams contains a code which identifies the main circuit, part of the main circuit, gauge of wire, and color.

Connector Information

Connector Identification

Connectors shown in the diagrams are identified using the international standard arrows for male and female terminals. A connector identifier is placednext to the arrows to indicate the connector number.

For viewing connector pin-outs, with two or more terminals, refer to Connector Pin-Outs Index, which identifies the connector by number and providesterminal numbering, circuit identification, wire colors, and functions.

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Control Module] > Component Information > Diagrams > Diagram Information and Instructions > Page 64

Dakota 2WD V6-239 3.9L Magnum (1996)

All connectors are viewed from the terminal end unless otherwise specified. To find the connector location in the vehicle, refer to Connector LocationsIndex, which uses the connector identification number from the wiring diagrams to provide a figure number reference.

Electrostatic Discharge (ESD) Sensitive Devices

Electrostatic Discharge Symbol

(ESD)

All Electrostatic Discharge sensitive components are solid state and a symbol is used to indicate this. When handling any component with thissymbol, comply with the following procedures to reduce the possibility of electrostatic charge build-up on the body and inadvertent discharge into thecomponent. If it is not known whether the part is ESD sensitive, assume that it is.

1. Always touch a known good ground before handling the part. This should be repeated while handling the part, especially after sliding across a seat,
sitting down from a standing position, or walking a distance.

2. Avoid touching electrical terminals of the part, unless instructed to do so by a written procedure.3. When using a voltmeter, be sure to connect the ground lead first.4. Do not remove the part from its protective packing until it is time to install the part.5. Before removing the part from its package, ground the package to a known good ground on the vehicle.

Fasteners

Shock Tower To Spring Minimum Clearance Area

CAUTION:

NO

At no time when servicing a vehicle, can a sheet metal screw, bolt, or other metal fastener be installed in the strut tower to take the place ofan original plastic clip. Also, holes can be drilled into the front strut tower in the area shown in for the installation of any metal fasteners into thestrut tower.

Because of the minimum clearance in this area , installation of metal fasteners could damage the coil spring coating and lead to a corrosion failure of thespring. If a plastic clip is missing, or is lost or broken during servicing of a vehicle, replace it only with the equivalent part listed in the parts catalog.

Notes, Cautions and Warnings

Additional important information is presented in three ways: Notes, Cautions, and Warnings.

NOTES

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Powertrain Control Module <--> [Engine

Control Module] > Component Information > Diagrams > Diagram Information and Instructions > Page 65

Dakota 2WD V6-239 3.9L Magnum (1996)

are used to help describe how switches or components operate to complete a particular circuit. They are also used to indicate differentconditions that may appear on the vehicle. For example, an up-to and after condition.

are used to indicate information that could prevent making an error that may damage the vehicle.CAUTIONS

WARNINGS

provide information to prevent personal injury and vehicle damage. Below is a list of general warnings that should be followed any time avehicle is being serviced.

WARNING:

- ALWAYS WEAR SAFETY GLASSES FOR EYE PROTECTION.

- USE SAFETY STANDS ANYTIME A PROCEDURE REQUIRES BEING UNDER A VEHICLE.

- BE SURE THAT THE IGNITION SWITCH ALWAYS IS IN THE OFF POSITION, UNLESS THE PROCEDURE REQUIRES IT TO BE ON.

­SET THE PARKING BRAKE WHEN WORKING ON ANY VEHICLE. AN AUTOMATIC TRANSMISSION SHOULD BE IN PARK. AMANUAL TRANSMISSION SHOULD BE IN NEUTRAL.

- OPERATE THE ENGINE ONLY IN A WELL-VENTILATED AREA.

- KEEP AWAY FROM MOVING PARTS WHEN THE ENGINE IS RUNNING, ESPECIALLY THE FAN AND BELTS.

­TO PREVENT SERIOUS BURNS, AVOID CONTACT WITH HOT PARTS SUCH AS THE RADIATOR, EXHAUST MANIFOLD(S), TAILPIPE, CATALYTIC CONVERTER, AND MUFFLER.

- DO NOT ALLOW FLAME OR SPARKS NEAR THE BATTERY. GASES ARE ALWAYS PRESENT IN AND AROUND THE BATTERY.

- ALWAYS REMOVE RINGS, WATCHES, LOOSE HANGING JEWELRY, AND LOOSE CLOTHING.

Symbols

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Dakota 2WD V6-239 3.9L Magnum (1996)

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Dakota 2WD V6-239 3.9L Magnum (1996)

Symbol Identification

Various symbols are used throughout the Wiring Diagrams section. These symbols can be identified by referring to the Symbol Identification chart.

Take-Outs

The abbreviation is used in the component location section to indicate a point at which the wiring harness branches out to a component.T/O

How to Find System & Component Diagrams

Group Index

When trying to find the diagram for a specific component or system, use the information or the under Alphabetic Index to Wiring Diagrams Electrical

Group Index Diagrams By Sheet Number

Whenever a reference exists to another sheet or figure, find the corresponding diagram using the , , or . The reference number for the subsequent diagram will match a listed group shown.Diagrams By Figure Number

How to Read Wiring Diagrams

Wire Color Code Identification

Wire Color Code Chart

Each wire shown in the diagrams contains a code which identifies the main circuit, part of the main circuit, gauge of wire, and color. The color is shownas a two-letter code, which can be identified by referring to the Wire Color Code chart. If the wire has a tracer, and it is a standard color, an asterisk willfollow the main wire color. If the tracer is non-standard, the main wire color will have a slash after it, followed by the tracer color.(/)

Connector and Terminal Replacement

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Dakota 2WD V6-239 3.9L Magnum (1996)

six inches

1/2 inch

1. Disconnect battery.2. Disconnect the connector (that is to be repaired) from its mating half/component.3. Cut off the existing wire connector directly behind the insulator. Remove of tape from the harness.4. Stagger cut all wires on the harness side at intervals.5. Remove of insulation from each wire on the harness side. 1 inch

Stagger Cutting Wires (Typical)

6. Stagger cut the matching wires on the repair connector assembly in the opposite order as was done on the harness side of the repair. Allow extra
length for soldered connections. Check that the overall length is the same as the original.

1 inch

7. Remove of insulation from each wire.8. Place a piece of heat-shrink tubing over one side of the wire. Be sure the tubing will be long enough to cover and seal the entire repair area.

Wire Repair

9. Spread the strands of the wire apart on each part of the exposed wires (Example 1).

10. Push the two ends of wire together until the strands of wire are close to the insulation (Example 2).11. Twist the wires together (Example 3).12. Solder the connection together using rosin core solder only. 13. 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 bothDo not use acid core solder.

ends of the tubing.

1-1/2 inches 2 inches

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Dakota 2WD V6-239 3.9L Magnum (1996)

14. Repeat steps 8 through 13 for each wire.15. Re-tape the wire harness starting behind the connector and past the repair.16. Re-connect the repaired connector.17. Connect the battery and test all affected systems.

Connector Replacement

1. Disconnect the battery.2. Disconnect the connector (that is to be repaired) from its mating half/component.

Connector Locking Wedge

3. Remove the connector locking wedge, if required.

Terminal Removal

Terminal Removal Using Special Tool

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Dakota 2WD V6-239 3.9L Magnum (1996)

4. Position the connector locking finger away from the terminal using the proper pick from Special Tool Kit . Pull on the wire to remove the6680

terminal from the connector.

5. Reset the terminal locking tang, if it has one.6. Insert the removed wire in the same cavity on the repair connector.7. Repeat steps 4 through 6 for each wire in the connector, being sure that all wires are inserted into the proper cavities.8. Insert the connector locking wedge into the repaired connector, if required.9. Connect the connector to its mating half/component.

10. Connect the battery and test all affected systems.

Diode Replacement

Diode Identification

Do not use acid core solder.

1. Disconnect the battery.2. Locate the diode in the harness and remove the protective covering.3. Remove the diode from the harness, pay attention to the current flow direction. 4. Remove the insulation from the wires in the harness. Only remove enough insulation to solder in the new diode.5. Install the new diode in the harness, making sure current flow is correct.6. Solder the connection together using rosin core solder only. 7. Tape the diode to the harness using electrical tape, making sure the diode is completely sealed from the elements.8. Re-connect the battery and test affected systems.

Terminal Replacement

1. Disconnect the battery.2. Disconnect the connector being repaired from its mating half/component.

Connnector Locking Wedge Tab (Typical)

3. Remove the connector locking wedge, if required.

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Dakota 2WD V6-239 3.9L Magnum (1996)

Terminal Removal

Terminal Removal Using Special Tool

4. Position the connector locking finger away from the terminal using the proper pick from Special Tool Kit . Pull on the wire to remove the6680

terminal from the connector.

6 inches

1 inch

1 inch

5. Cut the wire from the back of the connector.6. Remove of insulation from the wire on the harness side.7. Select a wire from the terminal repair assembly that best matches the color of the wire being repaired.8. Cut the repair wire to the proper length and remove of insulation.9. Place a piece of heat-shrink tubing over one side of the wire. Be sure the tubing will be long enough to cover and seal the entire repair area.

Wire Repair

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Dakota 2WD V6-239 3.9L Magnum (1996)

Do not use acid core solder.

10. Spread the strands of the wire apart on each part of the exposed wires (Example 1).11. Push the two ends of wire together until the strands of wire re close to the insulation (Example 2).12. Twist the wires together (Example 3).13. Solder the connection together using rosin core solder only. 14. 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.

1-1/2 inches 2 inches

15. Insert the repaired wire into the connector.16. Install the connector locking wedge, if required and re-connect the connector to its mating half/component.17. Re-tape the wire harness starting behind the connector and past the repair.18. Connect the battery and test all affected systems.

Terminal/Connector Repair-Molex Connectors

1. Disconnect the battery.2. Disconnect the connector from its mating half/component.

Molex Connector Repair

3. Insert the terminal releasing special tool into the terminal end of the connector.6742

Using Special Tool 6742

6742

4. Using special tool , release the locking fingers on the terminal.5. Pull on the wire to remove it from the connector.6. Repair or replace the connector or terminal, as necessary.

Terminal/Connector Repair-Thomas and Betts Connectors

1. Disconnect the battery.2. Disconnect the connector from its mating half/component.

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Dakota 2WD V6-239 3.9L Magnum (1996)

Thomas And Betts Connector Lock Release Tabs

3. Push in the two lock tabs on the side of the connector.

Removing Wire Terminal

6934
6934

4. Insert the probe end of Special Tool into the back of the connector cavity.5. Grasp the wire and Special Tool and slowly remove the wire and terminal from the connector.6. Repair or replace the terminal.7. Install the wire and terminal in the connector. Fully seat the terminal in the connector.

Single Lock Tab

8. Push in the single lock tab on the side of the connector.

Wiring Repair

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Dakota 2WD V6-239 3.9L Magnum (1996)

Wire Repair

When replacing or repairing a wire, it is important that the correct gauge be used as shown in the wiring diagrams. The wires must also be held securelyin place to prevent damage to the insulation.

1. Disconnect the battery negative cable.

2. Remove of insulation from each end of the wire.1 inch

3. Place a piece of heat-shrink tubing over one side of the wire. Be sure the tubing will be long enough to cover and seal the entire repair area.

4. Spread the strands of the wire apart on each part of the exposed wires (Example 1).

5. Push the two ends of wire together until the strands of wire are close to the insulation (Example 2).

6. Twist the wires together (Example 3).

7. Solder the connection together using rosin core solder only. Do not use acid core solder.

8. 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.

9. Secure the wire to the existing ones to prevent chafing or damage to the insulation.

10. Connect the battery and test all affected systems.

Special Tools

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Dakota 2WD V6-239 3.9L Magnum (1996)

Probing Tool Package 6807

Terminal Pick 6680

Terminal Removing Tool 6932

Terminal Removing Tool 6934

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Diagrams > Diagram Information and Instructions > Page 76

Powertrain Control Module: Diagnostic Aids

Intermittent and Poor Connections

Most intermittent electrical problems are caused by faulty electrical connections or wiring. It is also possible for a sticking component or relay to cause aproblem. Before condemning a component or wiring assembly check the following items.

- Connectors are fully seated

- Spread terminals, or terminal push out

- Terminals in the wiring assembly are fully seated into the connector/component and locked in position

- Dirt or corrosion on the terminals. Any amount of corrosion or dirt could cause an intermittent problem

- Damaged connector/component casing exposing the item to dirt and moisture

- Wire insulation that has rubbed through causing a short to ground

- Some or all of the wiring strands broken inside of the insulation covering.

- Wiring broken inside of the insulation

Troubleshooting Tests

Before beginning any tests on a vehicle's electrical system, use the wiring diagrams to study the circuit. Also refer to Troubleshooting Wiring Problemssection.

Testing For Voltage

Testing For Voltage

1. Connect the ground lead of a voltmeter to a known good ground.2. 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.

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Dakota 2WD V6-239 3.9L Magnum (1996)

Testing For Continuity

Testing For Continuity

1. Remove the fuse for the circuit being checked or disconnect the battery.2. Connect one lead of the ohmmeter to one side of the circuit being tested.3. Connect the other lead to the other end of the circuit being tested. Low or no resistance means good continuity.

Testing For A Short To Ground

6 to 8 Inches

1. Remove the fuse and disconnect all items involved with the fuse.2. Connect a test light or a voltmeter across the terminals of the fuse.3. Starting at the fuse block, wiggle the wiring harness every and watch the voltmeter/test light.4. If the voltmeter registers voltage or the test light glows, there is a short-to-ground in that general area of the wiring harness.

Testing For A Short-to-ground On Fuses Powering Several Loads

1. Refer to the wiring diagrams and disconnect or isolate all items on the fuse circuit.2. Replace the blown fuse.3. Supply power to the fuse by turning ON the ignition switch or re-connecting the battery.4. Start connecting the items in the fuse circuit, one at a time. When the fuse blows, the circuit with the short-to-ground has been isolated.

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Dakota 2WD V6-239 3.9L Magnum (1996)

Testing For Voltage Drop

Testing For Voltage Drop

1. Connect the positive lead of the voltmeter to the side of the circuit closest to the battery.2. Connect the other lead of the voltmeter to the other side of the switch or component.

3. Operate the item.4. The voltmeter will show the difference in voltage between the two points.

Troubleshooting Tools
TROUBLESHOOTING TOOLS

When diagnosing a problem in an electrical circuit, there are several common tools necessary. These tools are listed and explained below.

- - This is a test wire used to connect two points of a circuit. It can be used to bypass an open in a circuit.Jumper Wire

WARNING: NEVER USE A JUMPER WIRE ACROSS A LOAD, SUCH AS A MOTOR, CONNECTED BETWEEN A BATTERYFEED AND GROUND.

- Voltmeter

- This instrument is used to check for voltage on a circuit. Always connect the black lead to a known good ground and the red lead tothe positive side of the circuit.

CAUTION:

Most of the electrical components used in today's vehicle are solid state. When checking voltages in these circuits, use a meter with a or greater impedance.10 megohm

- Ohmmeter

- This instrument is used to check the resistance between two points of a circuit. Low or no resistance in a circuit can mean goodcontinuity or a shorted circuit.

CAUTION:

10 megohm

Most of the electrical components used in today's vehicle are solid state. When checking resistance in these circuits, use a meter witha or greater impedance. In addition, be sure the power is disconnected from the circuit. Circuits that are powered-up by the vehicleelectrical system can cause damage to the equipment and provide false readings.

Probing Tool

- Probing Tools 6807

- These tools are used for probing terminals in connectors. Select the proper size tool from Special Tool Package and insert itinto 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 fornon-factory items added to the vehicle before doing any diagnosis. If the vehicle is equipped with these items, disconnect them to verify these add-onitems are not the cause of the problem.

1. Verify the problem.

2. Verify any related symptoms. Do this by performing operational checks on components that are in the same circuit. Refer to the wiring diagrams.

3. 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.

4. Isolate the problem area.

5. Repair the problem.

6. Verify proper operation. For this step check for proper operation of all items on the repaired circuit. Refer to the wiring diagrams.

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Powertrain Control Module

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Description and Operation > Architecture

Powertrain Control Module: Description and OperationArchitecture

Hardware
HARDWARE ARCHITECTURE

(PCM)

The design of the Powertrain Control Module can be broken up into about eight major sections. The main microcontroller, a MotorolaMC68HC16Z2, is attached to a 256k byte memory device (flash memory) which is programmed after manufacture of the module. (This memorycan be reprogrammed at the factory or at a dealership. The MC68HC11D3 and MC68HC11K4 microcomputers have memories which arepermanently programmed during their manufacture, and therefore cannot be reprogrammed.)

The microcomputers communicate over a bus which allows for rapid transmission of high priority messages. The Z2 executes the primarypowertrain control strategy; transmits fuel and spark requirements to the D3 and K4; communicates with outside devices; and processes 14 analoginputs and about half of the one bit inputs and outputs. The D3 microcomputer controls fuel injector timing pulses and a small number of one bitinputs and outputs. The K4 controls spark timing pulses, processes 8 analog inputs and a number of one bit inputs and outputs.

Other major sections of the PCM design include the power supply, input conditioning circuits, output driver circuits, serial communicationinterface circuits, and a device which controls ignition coil currents.

Software
SOFTWARE ARCHITECTURE

(PCM)

The 68HC16Z2 microcontroller is the main computing unit of the Powertrain Control Module . The 68HC11D3 and K4 microcontrollerscontrol fuel and spark respectively. They handle the critical timing requirements of their tasks, communicating with the Z2 using high levelcommands.

The Z2 operating system is the heart of the software and was written expressly for this PCM. Every 500 microseconds the Z2 interrupts what it isdoing to perform periodic tasks such as updating sensor inputs values and checking for the occurrence of a crank position pulse. If this pulse isobserved, a program known as the decision maker is executed and performs high priority tasks such as fuel and spark calculations, and RPMprocessing. Low priority tasks (i.e. OBDII processing, SCI and CCD communications) are executed during the time between crank pulses.

The Z2 software is divided into a main operating strategy and three separate calibration areas. The main strategy contains information specific tothe various engines and transmissions supported by this PCM. Once installed, the information contained in this area is fixed for a given engine andtransmission. Changes to this data, if required, can be performed only by computer programming personnel. The calibration areas (engine,transmission and OBDII) contain information relating to emissions, fuel economy and driveability and can be altered directly by calibrationpersonnel.

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Description and Operation > Architecture > Page 82

Powertrain Control Module: Description and OperationFuel Control
FUEL CONTROL

(PCM)

The Powertrain Control Module controls the air/fuel ratio of the engine by varying fuel injector ON time. Mass air flow is calculated usingthe speed density method using engine speed, manifold absolute pressure, and air charge temperature.

Different fuel calculation strategies are used dependent on the operational state of the engine. During crank mode, a prime shot fuel pulse isdelivered followed by fuel pulses determined by a crank time strategy. Cold engine operation is determined via an open loop strategy until the O2sensors have reached operating temperature. At this point, the strategy enters a closed loop mode where fuel requirements are based upon the stateof the O2 sensors, engine speed, MAP, throttle position, air temperature, battery voltage, and coolant temperature.

Additional factors can influence fuel pulse width. Asynchronous acceleration enrichment is a technique whereby the duration of injector ON timecan be increased for injectors already firing, providing improved acceleration response.

The D3 microcomputer controls fuel injector timing in response to high level commands from the Z2 microcomputer. Injector timing with respectto engine position is determined by the D3 and is transparent to the Z2.

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Description and Operation > Architecture > Page 83

Powertrain Control Module: Description and OperationModes of Operation

Acceleration Mode
ACCELERATION MODE

(PCM)

This is a closed loop mode. The Powertrain Control Module recognizes an increase in throttle position and a decrease in manifold vacuumas engine load increases. In response, the PCM increases the injector pulse width to meet the increased load.

Cruise or Idle Mode
CRUISE OR IDLE MODE

(PCM)

When the engine is at normal operating temperature, this is a closed loop mode. During certain idle conditions, the Powertrain Control Module may enter into a variable idle speed strategy. At this time, the PCM adjusts engine speed based on the following inputs:-

throttle position

- battery voltage

- engine coolant temperature

Deceleration Mode
DECELERATION MODE

(PCM)

This is a closed loop mode. The Powertrain Control Module recognizes a decrease in throttle position and an increase in ManifoldVacuum as engine load decreases. In response, the PCM decreases the injector pulse width to meet the decreased load.

Engine Start-Up Mode
ENGINE START-UP MODE

This is an open loop mode. The following actions occur when the starter motor is engaged:1. The auto shutdown and fuel pump relays are energized. If the Powertrain Control Module does not receive the camshaft and crankshaft(PCM)

signals within approximately one second, these relays are de-energized.

2. The PCM energizes all fuel injectors until it determines crankshaft position from the camshaft and crankshaft signals. The PCM determines

crankshaft position within one engine revolution. After the crankshaft position has been determined, the PCM energizes the fuel injectors insequences. The PCM adjusts the injector pulse width and synchronizes the fuel injectors by controlling the fuel injectors' ground paths.

Once the auto shutdown and fuel pump relays have been energized, the PCM determines the fuel injector pulse width based on the following:-

engine coolant temperature

- manifold absolute pressure

- intake air temperature

- engine revolutions

- throttle position

The PCM determines the spark advance based on the following:-

engine coolant temperature

- crankshaft position

- camshaft position

- intake air temperature

- manifold absolute pressure

- throttle position

Engine Warm-Up Mode
ENGINE WARM-UP MODE

(PCM)