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Filed Under (Dodge) by admin on 07-12-2010
1. Disconnect negative battery cable. On 2000 Dakota, blower motor relay is located behind instrument panel, inboard of glove box. See Fig. 1 . On 2000 Durango, Ram Pickup, Ram Van/Wagon, front blower motor relay is located in Power Distribution Center (PDC). 2. On Ram Van/Wagon, front high speed blower motor relay is located in engine compartment, on top cover of on inboard side of heater housing assembly. See Fig. 2 . Rear blower motor relay and rear high speed blower motor relay are located in a connector bracket that is secured to back of rear A/C-heater unit cover. See Fig. 3 . 3. On all models, remove suspect blower motor relay or high speed blower motor relay. Using DVOM, check for continuity between terminals No. 87A and 30 of relay. See Fig. 4 . If continuity does not exist, replace relay. If continuity exists, go to next step. 4. Using DVOM, check for continuity between terminals No. 30 and 87 of relay. See Fig. 4 . If continuity exists, replace relay. If continuity does not exist, go to next step. 5. Measure resistance between terminals No. 85 and 86 of relay. See Fig. 4 . Reading should be 70-80 ohms. If reading is not as specified, replace relay. If reading is as specified, go to next step. 6. Using jumper wires, connect battery voltage to terminal No. 86 and ground terminal No. 85. See Fig. 4 . Check that continuity exists between terminals No. 30 and 87. Check that continuity does not exist between terminals No. 87A and 30. If continuity is not as specified, replace blower motor relay. If continuity is as specified, relay is okay.
Filed Under (Cadillac) by admin on 12-08-2010
The Universal Theft Deterrent (UTD) System is designed to sound the horns and flash the exterior lights when the system is armed and entry is gained forcibly through the doors or trunk. Alarms Operation of the exterior lights and horns when activated, is controlled by the Theft Deterrent Module via the Theft Deterrent Relay. Fuse B3 applies voltage to the Theft Deterrent Relay’s coil at all times. When the alarm is active the Theft Deterrent Module cycles the alarm system control driver (terminal F) on and off once per second. During this cycle ground is applied to the Theft Deterrent Relay coil and then removed. This causes the relay to energize and de-energize. The relay contacts will now cycle open and closed at the same rate as the alarm system control driver. When the Theft Deterrent Relay’s contacts are closed, the Horn, Park Lights, and Headlight Relays are grounded through the Diode Pack, and CKT 624. The relays now energize and the relays respective circuits will turn on. The Diode Pack is installed in the circuit to provide circuit isolation. If the diode pack were to short some unusual symptoms might occur such as the headlights light when the horn is sounded. Arming Arming the Theft Deterrent System is a four step procedure. The arming sequence begins when the ignition is turned OFF. This removes battery voltage at module terminal K, the ignition 1 input. Step 2 occurs when a door is opened and ground is applied to module terminal J, the tamper input. The system is still not armed so grounding the tamper input at this time does not set off the alarms. The SECURITY indicator flashes to alert the operator the system is not armed. Step 3 occurs when the doors are locked electrically, this applies battery voltage to the module’s terminal G, the system arm input. The SECURITY indicator is on steady to indicate that the system is armed. The arming sequence is completed when all doors are closed, removing ground from the module’s terminal J, the tamper input. The system is now armed. The SECURITY indicator will remain on for a few seconds. The Remote Keyless Entry (RKE) System can also arm the Universal Theft Deterrent
Filed Under (Toyota) by admin on 03-07-2010
1. SYMPTOM SIMULATION HINT: The most difficult case in troubleshooting is when no problem symptoms occur. In such a case, a thorough problem analysis must be carried out. A simulation of the same or similar conditions and environment in which the problem occurred in the customer’s vehicle should be carried out. No matter how much skill or experience a technician has, troubleshooting without confirming the problem symptoms will lead to important repairs being overlooked and mistakes or delays. (a) Vibration method: When vibration seems to be the major cause. HINT: Perform the simulation method only during the primary check period (for approximately 6 seconds) after the ignition switch is turned ON. (1) Slightly vibrate the part of the sensor considered to be the problem cause with your fingers and check whether the malfunction occurs. NOTE: Shaking the relays too strongly may result in open relays. (2) Slightly shake the connector vertically and horizontally. (3) Slightly shake the wire harness vertically and horizontally.
Filed Under (Volvo) by admin on 06-08-2010
Relays Inside the Central Electrical Unit 101-102 Control module, cruise control (4/3) 104,108 Main headlight relay with bulb malfunction indicator (2/1) Fuel pump relay (2/23) Overload relay +X supply (2/30) Overload relay +15 supply (2/31) Overload relay +X supply (2/60) Fog light relay (2/2) Relay, deadlock setting (2/47) Relay, windshield intermittent wiper (2/4) Relay, tailgate intermittent wiper (2/16) Speed warning (2/51) or exhaust temp. sensor relay (2/15) Relay, heated rear window and door mirrors (2/44) Relay, seat belt reminder/key warning (2/5) Front fog lights, bridge (25/9) Relay, heated rear seat (2/43) 205-206 Relay, central lock and delayed inside lighting (2/7) 210-211 Relay, anti-theft alarm (2/28) If the car is not equipped with a theft alarm, position 210 is bridged and 211 is unconnected. Relays Outside the Central Electrical Unit
Filed Under (Chevrolet) by admin on 19-03-2011
in an effort to determine the root cause of catalytic converter damage, has determined that aftermarket alarm systems incorrectly installed in vehicles have the potential to cause misfire codes and damage to the converter. These alarm systems use a circuit interrupt which utilizes the ignition circuit on the vehicles. These alarm systems utilize mechanical relays and normal vehicle movement can trigger these relays to engage and disengage the ignition circuit while the vehicle is in motion. These disruptions of the ignition circuit, which occur in milliseconds, may cause more fuel to be commanded. Over time, this dumping of fuel on and off again can cause misfire codes and ultimately damage the converter assembly. IMPORTANT: Engineering could not identify any alarms that utilize solid state circuitry that would eliminate this concern. Because of this, it has been determined that all alarm systems must be routed through the starter circuit in order to avoid this condition.