Hello
This CTM. Can you get one off another truck and will it work.

 

Sorry guys busy day.

If you try another CTM you need to make sure all the options are the same, especially if you have "security."

Some inputs trigger the CTM when grounded, others high. It still seems like a ground issue if the headlights are affected. The headlights are run via the CTM.

Did you ever check the ground for the CTM? Follow the wiring harness off of the top connector from the CTM. It should spit off, several wires into a ring terminal. That's the ground for the headlights and part of the CTM.

All the wires black, some have tracers.

 

Sorry. I see top plug of wires going up behind instrument panel. Not sure from there will look farther Sayurday. I called dodge and was told to have them look at was $98.00. If I had to replace CTM it would cost another $375.00 plus tax. So close to $500.00.

 

I don’t think they are hard/difficult to replace but Dan will know that better than me.

Get the free service manual here and read up on it. https://dodgeforum.com/forum/2nd-gen-dakota/70233-2000-factory-service-manual-pfd-download.html

If it’s bad you can DIY with ease

This is one subject Im gray on wiring and power/pcm

 

Central Timer Module

An electronic Central Timer Module(CTM) similar to those used on Dakota control a variety of electrical/electronic features. The CTM makes effective use of the multiplex wiring network to meet customer needs while reducing the number of wiring connections and simplifying the wiring system for reliability. The CTM provides the following functions:

• A pleasant chime warning for the following conditions: key-in-ignition when the driver's door is open, headlamps-on when driver's door is open, seat belt warning, check engine, air bag, antilock brakes (when installed), check gauges, low fuel and low washer fluid
• Two warning repetition rates: 50 chimes per minute for reminders and 180 chimes per minute for serious conditions requiring immediate attention:
  — The serious-condition (high rate) tone sounds when the key is left in the ignition or the headlamps are left on
• Variable warning chime duration
  — Key-in-ignition and headlamp chime operate continuously as long as the door is open
• Ignition key lamp timer
• Intermittent wiper time delay
• Courtesy lamp time delay
• Battery protection system
  — If the ignition is off and any door or the lift gate is left open, interior illumination will terminate after 15 minutes to avoid discharging the battery. If interior lamps are turned on with the dome lamp switch and the ignition is off, interior illumination will also terminate after 15 minutes
• Vehicle speed-sensitive intermittent windshield wiper delay
• Power door lock system control including Enhanced Accident Response system, automatic locking and power lock inhibit
• Available remote keyless entry system with "Panic" alarm and illuminated entry feature
• Available vehicle theft alarm system

The CTM module is mounted to the right of the glove compartment, concealed by the instrument panel skin.

Power Distribution Center
A power distribution center(PDC), which slides onto the rear of the battery tray, is similar to that used on Dakota. It includes high-current cartridge fuses to protect major power distribution circuits and relays for all under hood power equipment. Proximity to the battery ensures highly effective protection for all under hood circuits against overload. Having relays in a single location simplifies vehicle assembly. Durango adds a fuse for each of the low beam HD/LPs. This helps to isolate any problems that might occur.

Wiring
A factory-installed seven-circuit trailer wiring connector system provides direct connection to most trailer wiring without splicing is included in the Trailer Tow Preparation Package. A four-circuit adapter for the seven-circuit connector, also included with the package, ensures easy adaptation to the most common trailer wiring system. The chassis wiring harness includes a frame ground to facilitate installation of trailer tow wiring connectors that specify this type of ground.
The Durango wiring system shares reliability features with Dakota. It provides high reliability through advanced circuit design and improved connector systems. The fusing system for this vehicle has been enhanced, permitting the use of smaller gauge, lighter wires. Added circuits also mean that fewer systems are affected in the event of a malfunction and repair is easier because fewer components have to be tested to isolate the cause of the problem.
Connectors generally have low insertion forces and positive seating. Positive locking devices for terminals within the connectors and between mating halves ensure that connections are complete and secure.
Wiring from the engine compartment enters the passenger compartment through a sealed grommet in the dash panel to the left of the steering column. Engine compartment wiring connects to body wiring inside the passenger compartment for protection from the weather. Exterior wiring splices are sealed for reliability.
Instrument panel wiring is housed in a molded plastic trough that is attached to the back of the panel structure during assembly. This mounting protects the wiring and reduces the possibility of buzzes, squeaks and rattles (BSRs). Wire routing from the trough to individual components is clearly delineated to minimize handling of the harness during assembly, which can cause failures.
To reduce the potential for wiring damage in customer use, all passenger compartment wiring leading to sites beyond the instrument panel area - overhead console, rear speakers, dome lamps, rear air conditioning unit, tail lamps, rear window defroster and CHMSL - is routed above the doors on the inboard surface of the body panels. And below the doors in troughs (under the scuff plate), wire troughs, harness retainer clips and grommets are used as needed to protect wiring from damage and minimize BSRs.
Wiring harnesses are mounted on the inboard surfaces of doors and other body panels rather than inside cavities to reduce the potential for damage from sharp edges and to make installation easier and more reliable. Door wiring is installed with the doors off the vehicle to enhance reliability.
For reliability, the wiring system provides separate ground circuits for each functional system wherever possible to prevent a single ground failure or circuit failure from affecting additional systems. All ground terminals are connected to threaded studs welded to the body structure in strategic locations that minimize ground-wire length.
New door ajar/courtesy lamp switches integral with the door and lift gate latches include a ground wire to ensure system reliability.

Multiplex Data Network

Durango uses multiplex technology to meet customers' requirements for "intelligent" electronic features with reasonable cost and complexity. The multiplex wiring network provides high reliability by interconnecting electrical and electronic systems through a simple two-wire network, which winds throughout the vehicle. The onboard multiplex data network that delivers operating signals and data to a variety of electrical and electronic systems on Durango is similar to that used on Dakota. The following systems exchange information and control signals over the network:

• Instrument cluster gauges and most warning indicators
• Air bag control module
• JTEC Power Train Control Module
• Central Timing Module (CTM)
• Overhead console compass and mini-trip computer
• Radio
• Four-wheel antilock brake control or rear-wheel antilock brake modules
• The instrument cluster receives signals over the network that operates the following functions:
• CHECK ENGINE warning indicator
• GENERATOR warning indicator
• CHECK GAUGES indicator
• Tachometer
• Speedometer
• Odometer
• Coolant temperature
• Fuel level sensor
• Battery voltage
• Oil pressure
• Brake system indicator
• ABS indicator
• CRUISE (Speed control) indicator
• Transmission temperature indicator

The rear-wheel antilock brake system sensor transmits its output signal over the data network to the JTEC PCM. This signal is electronically interpreted by the PCM as vehicle speed and forwarded to the instrument cluster, also over the data network, to drive the speedometer. Since the brake system sensor is standard on all models, this eliminates a separate speed sensor in the transmission. This feature is also used on other 1998 Dodge trucks.
To ensure that signals transmitted on the data network do not interfere with one another, only one unit at a time can transmit data on the network. Access to the network is gained through Chrysler-patented access circuitry incorporated in every unit connected to the network. Access is prioritized - high priority signals have immediate access, low priority signals must wait until the line is clear of higher priority transmissions. All electronic equipment on the network is also connected to the common data link connector for access to diagnostic information using a scan tool.

 

CENTRAL TIMER MODULE

Central Timer Module (CTM) communicates with other modules over Programmable Communication Interface (PCI) bus network. PCI bus is a single wire multiplexed network capable of supporting binary encoded messages shared between multiple modules. Modules are wired in parallel. Messages are addressed to only be recognized by the module(s) in which the message was intended. This reduces the complexity of vehicle wiring and size of wiring harness. CTM fault messages are accessed through 16-pin Data Link Connector (DLC) using Chrysler's Diagnostic Readout Box (DRBIII(R)) scan tool, or generic scan tool. CTM controls and supports the following features (if equipped).

· Battery Saver Functions For Interior & Exterior Lighting
· Cargo Lighting
· Central Locking & Vehicle Theft Alarm (VTSS)
· Chime Warning
· Courtesy & Dome Lighting
· Dome Lighting Defeat
· Door Ajar Switch Status
· Door Lock Inhibit
· Driver Door Unlock
· Enhanced Accident Response
· Fog Lights
· Headlights & Headlight Time Delay
· Intermittent & Speed Sensitive Intermittent Wiper Controls
· Optical Horn
· Parking Lights
· Power Door Locks & Remote Keyless Entry (RKE)
· Remote Radio
· Rolling (Automatic) Door Locks

BUS +/- Signals Open or No Response from Central Timer Module

NOTE: After making any repairs, perform BODY VERIFICATION TEST under VERIFICATION TESTS.

1. Connect scan tool to Data Link Connector (DLC), under lower left side of instrument panel. Turn ignition on. Using scan tool, attempt to communicate with Air Bag Control Module (ACM) and Controller Anti- lock Brake (CAB) module. If scan tool is able to identify or communicate with ACM and CAB, go to next step. If scan tool is not able to identify or communicate with ACM and/or CAB, perform appropriate DTC or symptom test. See DIAGNOSTIC TROUBLE CODE IDENTIFICATION and SYMPTOM IDENTIFICATION tables under SELF-DIAGNOSTIC SYSTEM.
2. Turn ignition off. Disconnect Gray 26-pin Central Timer Module (CTM) connector C1. CTM is located behind left side kick panel. Ensure interior lights are off. Using DVOM, measure resistance between ground and Gray 26-pin CTM connector C1 terminals No. 1 and 16 (Black/Light Green wires) and No. 2 (Black wire). See Fig. 5 . If resistance is 10 ohms or less on each ground circuit, go to next step. If resistance is more than 10 ohms on any ground circuit, check for an open between appropriate CTM connector terminal and ground. See GROUND DISTRIBUTION article in WIRING DIAGRAMS. Repair as necessary.
3. Disconnect Gray 12-pin CTM connector C3. Using test light connected to ground, probe Gray 12-pin CTM connector C3 terminals No. 1 (Red/Tan wire) and No. 6 (Red/Light Green wire). See Fig. 8 . If test light illuminates on both circuits, go to next step. If test light does not illuminate on both circuits, check for open in appropriate circuit between power distribution center and CTM. See POWER DISTRIBUTION article in WIRING DIAGRAMS. Repair as necessary.
4. Turn ignition on. Using scan tool, ensure there is PCI BUS communication with other modules (besides the ACM and CAB). If scan tool is able to identify or communicate with all modules, go to next step. If scan tool is not able to identify or communicate with all modules, refer to appropriate communications symptom for diagnosis. See DIAGNOSTIC TROUBLE CODE IDENTIFICATION table under SELF-DIAGNOSTIC SYSTEM.
5. Connect Scope Input Cable (CH7058) to channel one connector on scan tool. Connect Cable-To-Probe Adapter (CH7062) and Black and Red test probes to scope input cable. Connect Black test probe to ground. Connect Red test probe to PCI BUS circuit at Gray 26-pin CTM connector C1 terminal No. 10 (Violet/Yellow wire).
6. Using scan tool, select PEP MODULE TOOLS, LAB SCOPE, LIVE DATA. Select 12 VOLT SQUARE WAVE. Press F2 for SCOPE. Press F2 and use DOWN arrow to set voltage scale to 20 volts. Press F2 again when complete. Turn ignition on. If reading on lab scope toggles between zero and 7.5 volts, go to next step. If reading on lab scope does not toggle between zero and 7.5 volts, repair open in PCI BUS circuit (Violet/Yellow wire).
7. Replace CTM. See CENTRAL TIMER MODULE under REMOVAL & INSTALLATION.


Central Timer Module: Testing and Inspection Non-Trouble Code Procedures

For additional information on the Central Timer Module, refer to Powertrain Management / Computers and Control Systems / Body Control Module. The hard wired inputs to and outputs from the Central Timer Module (CTM) may be diagnosed and tested using conventional diagnostic tools and methods.

However, conventional diagnostic methods may not prove conclusive in the diagnosis of the CTM. In order to obtain conclusive testing of the CTM, the Programmable Communications Interface PCI data bus network and all of the electronic modules that provide inputs to or receive outputs from the CTM must also be checked. The most reliable, efficient, and accurate means to diagnose the CTM, the PCI data bus network, and the electronic modules that provide inputs to or receive outputs from the CTM requires the use of a DRB III scan tool. Refer to the appropriate diagnostic information. The DRB III scan tool can provide confirmation that the PCI data bus network is functional, that all of the electronic modules are sending and receiving the proper messages over the PCI data bus, and that the CTM is receiving the proper hard wired inputs and responding with the proper hard wired outputs needed to perform its many functions.

WARNING:
On vehicles equipped with airbags, disable the airbag system before attempting any steering wheel, steering column, seat belt tensioner, or instrument panel component diagnosis or service. Disconnect and isolate the battery negative (ground) cable, then wait two minutes for the airbag system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the airbag system. Failure to take the proper precautions could result in accidental airbag deployment and possible personal injury.

NOTE: The following tests may not prove conclusive in the diagnosis of the Central Timer Module (CTM). The most reliable, efficient, and accurate means to diagnose the CTM requires the use of a DRB III scan tool. Refer to the appropriate diagnostic information.

1. Check the fused B(+) fuses (Fuse 3 - 20 ampere, and Fuse 12 - 20 ampere) in the Power Distribution Center (PDC). If OK, go to Step 2. If not
OK, repair the shorted circuit or component as required and replace the faulty fuse.
2. Check for battery voltage at the fused B(+) fuses (Fuse 3 - 20 ampere, and Fuse 12 - 20 ampere) in the PDC. If OK, go to Step 3. If not OK, repair the open B(+) circuit between the PDC and the battery as required.
3. Disconnect and isolate the battery negative cable. Disconnect the instrument panel wire harness connector (Connector C3) for the CTM from the CTM connector receptacle. Reconnect the battery negative cable. Check for battery voltage at each of the two fused B(+) circuit cavities of the instrument panel wire harness connector (Connector C3) for the CTM. If OK, disconnect and isolate the battery negative cable, reconnect the instrument panel wire harness connector (Connector C3) for the CTM to the CTM connector receptacle, and go to Step 4. If not OK, repair the open fused B(+) circuit(s) between the CTM and the PDC as required.
4. Check the fused ignition switch output (run- start) fuse (Fuse 11 - 10 ampere) and the fused ignition switch output (run-acc) fuse (Fuse 5 - 20 ampere) in the Junction Block (JB). If OK, go to Step 5. If not OK, repair the shorted circuit or component as required and replace the faulty fuse(s).
5. Reconnect the battery negative cable. Turn the ignition switch to the ON position. Check for battery voltage at the fused ignition switch output
(run-start) fuse (Fuse 11 - 10 ampere) and the fused ignition switch output (run-acc) fuse (Fuse 5 - 20 ampere) in the JB. If OK, go to Step 6. If not OK, repair the open fused ignition switch output (run-start) circuit or fused ignition switch output (run-acc) circuit between the JB and the ignition switch as required.
6. Turn the ignition switch to the OFF position. Disconnect and isolate the battery negative cable. Disconnect the instrument panel wire harness connector (Connector C1) for the CTM from the CTM connector receptacle. Reconnect the battery negative cable. Turn the ignition switch to the ON position. Check for battery voltage at the fused ignition switch output (run-start) circuit cavity and the fused ignition switch output (run-acc) cavity of the instrument panel wire harness connector (Connector C1) for the CTM. If OK, go to Step 7. If not OK, repair the open fused ignition switch output (run-start) circuit or fused ignition switch output (run-acc) circuit between the CTM and the JB as required.
7. Turn the ignition switch to the OFF position. Check for continuity between each of the three ground circuits in the instrument panel wire harness connector (Connector C1) for the CTM and a good ground. In each case there should be continuity. If OK, use a DRB III scan tool to perform further diagnosis of the CTM. Refer to the appropriate diagnostic information. If not OK, repair the open ground circuit(s) to ground (G207 or G208) as required.

 

Good info 98.

To sum it up, you really need a DRB to diagnose the CTM. Otherwise you're chasing wires and ruling out other possibilities.

 

Hello all I wanted to that you all for your help.

I found out that the CTM was bad all along. Like I said before dodge wanted $250.00 for the part.

I went to a salvage yard today and we went through all there trucks. I tild them that my truck was just pain Jane no extras. We came across 8 that the CTM was already gone. He had one more to look at and the door was crammed shut and it still had it. They let me try it and it is working just fine. Model # was one digit off last letter was G and mine was J. I have never heard the dinging when lights are left on.

The part cost me $25.00


So thank you all for your input

Kevin ( Bear )

 

Great did you get rid of all the extra junk that was up under the dash?

 

That last letter is just the revision, shouldn't be any issue.

Good job!