lock CHRYSLER CARAVAN 2002 Service Manual

seat switch. Refer toDiagnosis and Testing
Heated Seat Switchin Heated Seats for heated
seat switch diagnosis and testing procedures. If the
heated seat switch checks OK, proceed as follows.
(1) Check the heated seat element (Refer to 8 -
ELECTRICAL/HEATED SEATS/HEATED SEAT
ELEMENT - DIAGNOSIS AND TESTING).
(2) Check the heated seat sensor (Refer to 8 -
ELECTRICAL/HEATED SEATS/HEATED SEAT
SENSOR - DIAGNOSIS AND TESTING).
(3) Check the heated seat switch (Refer to 8 -
ELECTRICAL/HEATED SEATS/DRIVER HEATED
SEAT SWITCH - DIAGNOSIS AND TESTING).
NOTE: Refer to Wiring for the location of complete
heated seat system wiring diagrams and connector
pin-out information.
(4) Using a voltmeter, backprobe the appropriate
heated seat module connector, do not disconnect.
Check for voltage at the appropriate pin cavities. 12v
should be present. If OK go to Step 5, if Not, Repair
the open or shorted voltage supply circuit as
required.
(5) Using a ohmmeter, backprobe the appropriate
heated seat module connector, do not disconnect.
Check for proper continuity to ground on the ground
pin cavities. Continuity should be present. If OK
replace the heated seat module with a known good
unit and retest system, if Not OK, Repair the open or
shorted ground circuit as required.
REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Remove the appropriate front seat from the
vehicle (Refer to 23 - BODY/SEATS/SEAT - REMOV-
AL).
(3) Unsnap the module from the seat cushion pan.
(4) Disconnect the module wire harness connec-
tors.
INSTALLATION
(1) Connect the module wire harness connectors.
(2) Snap the module on the seat cushion pan.
(3) Install the appropriate front seat in the vehicle
(Refer to 23 - BODY/SEATS/SEAT - INSTALLA-
TION).
(4) Connect and isolate the negative battery cable.
POWER LIFTGATE MODULE
DESCRIPTION
Vehicles equipped with a power liftgate (PLG) uti-
lize a PLG control module. This module is located on
the vehicles left side D-pillar just below the motorassembly (Fig. 9) and contains a microprocessor,
which is used to communicate to the vehicles body
control module. The PLG control module receives and
monitors logic inputs from all the PLG system
switches except for the outside handle switch. This
module also contains the software technology to
detect liftgate obstructions and stop and / or reverse
the door accordingly.
OPERATION
The PLG control module contains the electronic cir-
cuitry and software used to control the sequence of
events for the PLG system. This module comunicates
on the PCI bus circuit with the vehicles body control
module to monitor many different inputs and outputs
such as door lock status, transmission gear selector
position and vehicle speed. Refer to PLG system
operation for more information.
REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Remove left D-pillar trim panel from the vehi-
cle. Refer to Body for the procedure.
(3) Disconnect the wire harness connections from
the PLG motor assembly (Fig. 10).
Fig. 9 LIFTGATE CONTROL MODULE
1 - POWER LIFTGATE CONTROL MODULE
2 - MODULE RETAINING SCREWS
3 - D-PILLAR
4 - POWER LIFTGATE MOTOR
5 - MODULE ELECTRICAL CONNECTORS
8E - 10 ELECTRONIC CONTROL MODULESRS
HEATED SEAT MODULE (Continued)
ProCarManuals.com

(4) Remove the screw holding the PLG control
module to the D-pillar (Fig. 10).
(5) Remove the PLG control module from the vehi-
cle.
INSTALLATION
(1) Install the PLG control module on the D-pillar
and install retaining screw. Torque the screw to 14.5
in. lbs.
(2) Connect the wire harness connections on the
PLG control module. Be certain to slide connector
locks to the locked position.
(3) Install the D-pillar trim panel on the vehicle.
Refer to the Body section for the procedure.
(4) Connect the negative battery cable.
(5) Using an appropriate scan tool, check any
erase any PLG control module diagnostic trouble
codes.
(6) Verify PLG system operation. Cycle the PLG
through one complete open and close cycle, this will
allow the PLG control module to relearn its cycle
with the new components.
POWERTRAIN CONTROL
MODULE
DESCRIPTION
DESCRIPTION
The Powertrain Control Module (PCM) is a digital
computer containing a microprocessor (Fig. 11). The
PCM receives input signals from various switches
and sensors referred to as Powertrain Control Mod-
ule Inputs. Based on these inputs, the PCM adjusts
various engine and vehicle operations through
devices referred to as Powertrain Control Module
Outputs.
NOTE: PCM Inputs:
²Air Conditioning Pressure Transducer
²ASD Relay
²Battery Voltage
²Brake Switch
²Camshaft Position Sensor
²Crankshaft Position Sensor
²Distance Sensor (from transmission control mod-
ule)
²EGR Position Feedback
²Engine Coolant Temperature Sensor
²Heated Oxygen Sensors
Fig. 10 LIFTGATE CONTROL MODULE
1 - POWER LIFTGATE CONTROL MODULE
2 - MODULE RETAINING SCREWS
3 - D-PILLAR
4 - POWER LIFTGATE MOTOR
5 - MODULE ELECTRICAL CONNECTORS
Fig. 11 Powertrain Control Module (PCM)
1 - Battery
2 - Power Distribution Center
3 - Powertrain Control Module
RSELECTRONIC CONTROL MODULES8E-11
POWER LIFTGATE MODULE (Continued)
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(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
(G) Generator Lamp Illuminated
GENERIC
SCAN TOOL
CODEDRB SCAN TOOL DISPLAY DESCRIPTION OF DIAGNOSTIC TROUBLE CODE
P0660 Manifold Tune Valve Solenoid Circuit An open or shorted condition detected in the manifold tuning
valve solenoid control circuit.
P0685 ASD Relay Control Circuit An open or shorted condition detected in the ASD relay
control circuit.
P0688 ASD Relay Sense Circuit Low ASD voltage sensed when ASD relay is energized or ASD
voltage not sensed when ASD relay is not energized.
P0700 (M) Check Transmission DTC's This SBEC III or JTEC DTC indicates that the EATX has an
active fault and has requested illuminated the MIL via a BUS
message. The specific fault must be acquired from the
EATX.
P0703 (M) Brake Switch Stuck Pressed or
ReleasedIncorrect input state detected in the brake switch circuit.
(Changed from P1595).
P0711 Trans Temp Sensor, No Temp Rise
After StartRelationship between the transmission temperature and
overdrive operation and/or TCC operation indicates a failure
of the Transmission Temperature Sensor. OBD II Rationality.
P0712 Trans Temp Sensor Voltage Too Low Transmission fluid temperature sensor input below
acceptable voltage.
P0713 Trans Temp Sensor Voltage Too High Transmission fluid temperature sensor input above
acceptable voltage.
P0720 Low Output SPD Sensor RPM, Above
15 MPHThe relationship between the Output Shaft Speed Sensor
and vehicle speed is not within acceptable limits.
P0740 (M) Torque Con Clu, No RPM Drop at
LockupRelationship between engine and vehicle speeds indicated
failure of torque convertor clutch lock-up system (TCC/PTU
sol).
P0743 Torque Converter Clutch Solenoid/
Trans Relay CircuitsAn open or shorted condition detected in the torque
converter clutch (part throttle unlock) solenoid control circuit.
Shift solenoid C electrical fault - Asian transmission
P0748 Governor Pressure Sol Control/Trans
Relay CircuitsAn open or shorted condition detected in the Governor
Pressure Solenoid circuit or Trans Relay Circuit in JTEC RE
transmissions.
P0751 O/D Switch Pressed (Lo) More Than 5
MinutesOverdrive override switch input is in a prolonged depressed
state.
P0753 Trans 3-4 Shift Sol/Trans Relay
CircuitsAn open or shorted condition detected in the overdrive
solenoid control circuit or Trans Relay Circuit in JTEC RE
transmissions.
P0756 AW4 Shift Sol B (2-3) Functional
FailureShift solenoid B (2-3) functional fault - Asian transmission
P0783 3-4 Shift Sol, No RPM Drop at Lockup The overdrive solenoid is unable to engage the gear change
from 3rd gear to the overdrive gear.
P0801 Reverse Gear Lockout Circuit Open or
ShortAn open or shorted condition detected in the transmission
reverse gear lock-out solenoid control circuit.
P0833 Clutch Upstop Switch Performance Rationality error detected for clutch upstop switch
performance
8E - 20 ELECTRONIC CONTROL MODULESRS
POWERTRAIN CONTROL MODULE (Continued)
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(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
(G) Generator Lamp Illuminated
GENERIC
SCAN TOOL
CODEDRB SCAN TOOL DISPLAY DESCRIPTION OF DIAGNOSTIC TROUBLE CODE
P1683 SPD CTRL PWR Relay; or S/C 12v
Driver CKTAn open or shorted condition detected in the speed control
servo power control circuit. (SBECII: ext relay).
P1684 Battery Loss In The Last 50 Starts The battery has been disconnected within the last 50 starts.
P1685 Skim Invalid Key The engine controller has received an invalid key from the
SKIM.
P1686 No SKIM BUS Messages Received No CCD/J1850 messages received from the Smart Key
Immobilizer Module (SKIM).
P1687 No MIC BUS Message No CCD/J1850 messages received from the Mechanical
Instrument Cluster (MIC) module.
P1693 DTC Detected in Companion Module A fault has been generated in the companion engine control
module.
P1694 Fault In Companion Module No CCD/J1850 messages received from the powertrain
control module-Aisin transmission.
P1695 No CCD/J1850 Message From Body
Control ModuleNo CCD/J1850 messages received from the body control
module.
P1696 (M) PCM Failure EEPROM Write Denied Unsuccessful attempt to write to an EEPROM location by the
control module.
P1697 (M) PCM Failure SRI Mile Not Stored Unsuccessful attempt to update Service Reminder Indicator
(SRI or EMR) mileage in the control module EEPROM.
P1698 (M) No CCD/J1850 Message From TCM No CCD/J1850 messages received from the electronic
transmission control module (EATX) or the Aisin transmission
controller.
P1719 Skip Shift Solenoid Circuit An open or shorted condition detected in the transmission
2-3 gear lock-out solenoid control circuit.
P1740 TCC or O/D Solenoid Performance Rationality error detected in either the torque convertor
clutch or solenoid or overdrive solenoid system.
P1756 GOV Press Not Equal to Target @
15-20 PSIThe requested pressure and the actual pressure are not
within a tolerance band for the Governor Control System
which is used to regulate governor pressure to control shifts
for 1st, 2nd, and 3rd gear. (Mid Pressure Malfunction)
P1757 GOV Press Not Equal to Target @
15-20 PSIThe requested pressure and the actual pressure are not
within a tolerance band for the Governor Control System
which is used to regulate governor pressure to control shifts
for 1st, 2nd, and 3rd gear (Zero Pressure Malfunction)
P1762 Gov Press Sen Offset Volts Too Low
or HighThe Governor Pressure Sensor input is greater than a
calibration limit or is less than a calibration limit for 3
consecutive park/neutral calibrations.
P1763 Governor Pressure Sensor Volts Too
HiThe Governor Pressure Sensor input is above an acceptable
voltage level.
P1764 Governor Pressure Sensor Volts Too
LowThe Governor Pressure Sensor input is below an acceptable
voltage level.
P1765 Trans 12 Volt Supply Relay CTRL
CircuitAn open or shorted condition is detected in the Transmission
Relay control circuit. This relay supplies power to the TCC
P1899 (M) P/N Switch Stuck in Park or in Gear Incorrect input state detected for the Park/Neutral switch.
8E - 24 ELECTRONIC CONTROL MODULESRS
POWERTRAIN CONTROL MODULE (Continued)
ProCarManuals.com

(BCM), and the DRB IIItscan tool. The SKIM trans-
mits and receives RF signals through a tuned
antenna enclosed within a molded plastic ring forma-
tion that is integral to the SKIM housing. When the
SKIM is properly installed on the steering column,
the antenna ring fits snugly around the circumfer-
ence of the ignition lock cylinder housing. If this ring
is not mounted properly, communication problems
may arise in the form of transponder-related faults.
For added system security, each SKIM is pro-
grammed with a unique9Secret Key9code. This code
is stored in memory and is sent over the PCI bus to
the PCM and to each key that is programmed to
work with the vehicle. The9Secret Key9code is there-
fore a common element found in all components of
the Sentry Key Immobilizer System (SKIS). In the
event that a SKIM replacement is required, the
9Secret Key9code can be restored from the PCM by
following the SKIM replacement procedure found in
the DRB IIItscan tool. Proper completion of this
task will allow the existing ignition keys to be repro-
grammed. Therefore, new keys will NOT be needed.
In the event that the original9Secret Key9code can
not be recovered, new ignition keys will be required.
The DRB IIItscan tool will alert the technician if
key replacement is necessary. Another security code,
called a PIN, is used to gain secured access to the
SKIM for service. The SKIM also stores in its mem-
ory the Vehicle Identification Number (VIN), which it
learns through a bus message from the assembly
plant tester. The SKIS scrambles the information
that is communicated between its components in
order to reduce the possibility of unauthorized SKIM
access and/or disabling.
OPERATION
When the ignition switch is moved to the RUN
position, the SKIM transmits an RF signal to the
transponder in the ignition key. The SKIM then
waits for a response RF signal from the transponder
in the key. If the response received identifies the key
as valid, the SKIM sends a9valid key9message to
the PCM over the PCI bus. If the response received
identifies the key as invalid or no response is
received from the transponder in the ignition key, the
SKIM sends an9invalid key9message to the PCM.
The PCM will enable or disable engine operation
based upon the status of the SKIM messages. It is
important to note that the default condition in the
PCM is9invalid key.9Therefore, if no response is
received by the PCM, the engine will be immobilized
after two (2) seconds of running.The SKIM also sends indicator light status mes-
sages to the BCM to operate the light. This is the
method used to turn the light ON solid or to flash it
after the indicator light test is complete to signify a
fault in the SKIS. If the light comes ON and stays
ON solid after the indicator light test, this signifies
that the SKIM has detected a system malfunction
and/or that the SKIS has become inoperative. If the
SKIM detects an invalid keyORa key-related fault
exists, the indicator light will flash following the
indicator light test. The SKIM may also request an
audible chime if the customer key programming fea-
ture is available and the procedure is being utilized
(Refer to 8 - ELECTRICAL/VEHICLE THEFT SECU-
RITY/TRANSPONDER KEY - STANDARD PROCE-
DURE).
REMOVAL
(1)Disconnect and isolate the battery negative cable.
(2) Remove Lower Instrument Panel Cover. Refer
to Body, Instrument Panel, Lower Instrument Panel
Cover, Removal.
(3) Remove the steering column upper and lower
shrouds. Refer to Steering, Column, Column Shroud,
Removal.
(4) Disengage the steering column wire harness
from the Sentry Key Immobilizer Module (SKIM).
(5) Remove the one screws securing the SKIM to
the steering column.
(6) Rotate the SKIM upwards and then to the side
away from the steering column to slide the SKIM
antenna ring from around the ignition switch lock
cylinder housing.
(7) Remove the SKIM from the vehicle.
INSTALLATION
(1) Slip the SKIM antenna ring around the igni-
tion switch lock cylinder housing. Rotate the SKIM
downwards and then towards the steering column.
(2) Install the one screws securing the SKIM to
the steering column.
(3) Engage the steering column wire harness from
the Sentry Key Immobilizer Module (SKIM).
(4) Install the steering column upper and lower
shrouds. Refer to Steering, Column, Column Shroud,
Installation.
(5) Install the Lower Instrument Panel Cover.
Refer to Body, Instrument Panel, Lower Instrument
Panel Cover, Installation.
(6) Connect the battery negative cable.
RSELECTRONIC CONTROL MODULES8E-27
SENTRY KEY IMMOBILIZER MODULE (Continued)
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SHIFT SCHEDULES
As mentioned earlier, the TCM has programming that
allows it to select a variety of shift schedules. Shift
schedule selection is dependent on the following:
²Shift lever position
²Throttle position
²Engine load²Fluid temperature
²Software level
As driving conditions change, the TCM appropri-
ately adjusts the shift schedule. Refer to the follow-
ing chart to determine the appropriate operation
expected, depending on driving conditions.
Schedule Condition Expected Operation
Extreme ColdOil temperature at start-up below
-16É FPark, Reverse, Neutral and 2nd
gear only (prevents shifting which
may fail a clutch with frequent
shifts)
ColdOil temperature at start-up above
-12É F and below 36É F± Delayed 2-3 upshift
(approximately 22-31 mph)
± Delayed 3-4 upshift (45-53 mph)
± Early 4-3 costdown shift
(approximately 30 mph)
± Early 3-2 coastdown shift
(approximately 17 mph)
± High speed 4-2, 3-2, 2-1 kickdown
shifts are prevented
± No EMCC
WarmOil temperature at start-up above
36É F and below 80 degree F± Normal operation (upshift,
kickdowns, and coastdowns)
± No EMCC
HotOil temperature at start-up above
80É F± Normal operation (upshift,
kickdowns, and coastdowns)
± Full EMCC, no PEMCC except to
engage FEMCC (except at closed
throttle at speeds above 70-83 mph)
OverheatOil temperature above 240É F or
engine coolant temperature above
244É F± Delayed 2-3 upshift (25-32 mph)
± Delayed 3-4 upshift (41-48 mph)
± 3rd gear FEMCC from 30-48 mph
± 3rd gear PEMCC from 27-31 mph
Super OverheatOil temperature above 260É F ± All9Overheat9shift schedule
features apply
± 2nd gear PEMCC above 22 mph
± Above 22 mph the torque
converter will not unlock unless the
throttle is closed or if a wide open
throttle 2nd PEMCC to 1 kickdown
is made
8E - 30 ELECTRONIC CONTROL MODULESRS
TRANSMISSION CONTROL MODULE (Continued)
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reflashed if necessary. Refer to the latest Technical
Service Bulletin (TSB) Information for any updates.
The power door control module is a replaceable
component and cannot be repaired, if found to be
faulty it must be replaced. Consult your MoparŸ
parts catalog for a specific part number.
OPERATION
The power sliding door control module serves as
the main computer for the power sliding side door
system. All power door functions are processed
through the power door control module and/or the
vehicles body control module (BCM). At the start of a
power open command, a signal is sent to the BCM
and then to the power door control module via the
J1850 data bus circuit. This signal, generated by any
of the power door command switches, tells the power
door control module to activate a power latch release,engage the clutch assembly and drive the door into
the full open position. If an obstacle is felt during
this power open cycle, the module will reverse direc-
tion and close the door. This process is also enabled
during a power close cycle. This process will repeat
three times, and if a fourth obstacle is detected, the
door will go into full manual mode. Once the full
open position is obtained, a hold open latch assembly
mounted full open switch tells the control module
that the door has reached the full open position. If
the power sliding door system develops any problems
the control module will store and recall Diagnostic
Trouble Codes (DTC). The use of a diagnostic scan
tool, such as the DRB IIItis required to read and
troubleshoot these trouble codes.
REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Remove the appropriate door trim panel from
the vehicle. Refer to Body for the procedure.
(3) Remove the weather shield. Refer to Body for
the procedure.
(4) Disconnect the power door control module elec-
trical connectors. Slide the red locking tab out (away
from module) and depress connector retaining tab,
while pulling straight apart.
(5) Remove the control module retaining screw
(Fig. 20).
(6) Remove the module from the vehicle.
INSTALLATION
(1) Position the control module and install the
retaining screw.
(2) Connect the control module electrical connec-
tors. Slide the locking tab into the locked position.
(3) Install the appropriate door trim panel on the
vehicle. Refer to Body for the procedure.
(4) Install the weather shield. Refer to Body for
the procedure.
(5) Connect the negative battery cable.
(6) Using an appropriate scan tool, check and
erase any power door control module diagnostic trou-
ble codes.
(7) Verify power door system operation. Cycle the
power door through one complete open and close
cycle.
Fig. 20 Power Side Door Components
1 - SLIDING DOOR CONTROL MODULE
2 - MODULE RETAINING SCREW
3 - MODULE ELECTRICAL CONNECTORS
4 - DOOR MOTOR ASSEMBLY
5 - FLEX DRIVE ASSEMBLY
6 - DOOR MOTOR RETAINING FASTENERS
7 - DOOR MOTOR ELECTRICAL CONNECTOR
8E - 34 ELECTRONIC CONTROL MODULESRS
SLIDING DOOR CONTROL MODULE (Continued)
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PCM/SKIM PROGRAMMING
When a PCM (JTEC) and the SKIM are replaced
at the same time perform the following steps in
order:
(1) Program the new PCM (JTEC)
(2) Program the new SKIM
(3) Replace all ignition keys and program them to
the new SKIM.
ECM/SKIM PROGRAMMING
When an ECM (Bosch) and the SKIM are replaced
at the same time perform the following steps in
order:
(1) Program the new SKIM
(2) Program the new ECM (Bosch)
PROGRAMMING THE ECM (Bosch)
(1) To program the VIN, connect the DRB III and
turn the ignition on.
(2) Select Engine from the main menu. The DRB
III will require the VIN to be entered before continu-
ing.
(3) Select ENTER to update the VIN. The DRB III
will display the updated VIN.
(4) If the engine is equipped with air conditioning,
the ECM A/C function must be enabled. Enable the
ECM A/C function as follows:
²Using the DRB III select ENGINE, MISCELLA-
NEOUS, then ENABLE/DISABLE A/C
²Push 1 to enable A/C. DRB III screen should dis-
play A/C Activated.
PROGRAMMING THE PCM (JTEC)
The SKIS Secret Key is an ID code that is unique
to each SKIM. This code is programmed and stored
in the SKIM, PCM and transponder chip (ignition
keys). When replacing the PCM it is necessary to
program the secret key into the new PCM using the
DRB III. Perform the following steps to program the
secret key into the PCM.
(1) Turn the ignition switch on (transmission in
park/neutral).
(2) Use the DRB III and select THEFT ALARM,
SKIM then MISCELLANEOUS.
(3) Select PCM REPLACED (GAS ENGINE).
(4) Enter secured access mode by entering the
vehicle four-digit PIN.
(5) Select ENTER to update PCM VIN.
NOTE: If three attempts are made to enter secure
access mode using an incorrect PIN, secured
access mode will be locked out for one hour. To
exit this lockout mode, turn the ignition to the RUN
position for one hour then enter the correct PIN.
(Ensure all accessories are turned off. Also monitorthe battery state and connect a battery charger if
necessary).
(6) Press ENTER to transfer the secret key (the
SKIM will send the secret key to the PCM).
(7) Press Page Back to get to the Select System
menu and select ENGINE, JTEC (diesel only), MIS-
CELLANEOUS, and SRI MEMORY CHECK.
(8) The DRB III will ask, Is odometer reading
between XX and XX? Select the YES or NO button on
the DRB III. If NO is selected, the DRB III will read,
Enter odometer Reading. Enter
the odometer reading from the Instrument Panel and
press ENTER.
PROGRAMMING THE SKIM
(1) Turn the ignition switch on (transmission in
park/neutral).
(2) Use the DRB III and select THEFT ALARM,
SKIM then MISCELLANEOUS.
(3) Select PCM REPLACED (GAS ENGINE).
(4) Program the vehicle four-digit PIN into SKIM.
(5) Select COUNTRY CODE and enter the correct
country.
NOTE: Be sure to enter the correct country code. If
the incorrect country code is programmed into
SKIM, the SKIM must be replaced.
(6) Select YES to update VIN (the SKIM will learn
the VIN from the PCM).
(7) Press ENTER to transfer the secret key (the
PCM will send the secret key to the SKIM).
(8) Program ignition keys to SKIM.
NOTE: If the PCM and the SKIM are replaced at the
same time, all vehicle keys will need to be replaced
and programmed to the new SKIM.
PROGRAMMING IGNITION KEYS TO THE SKIM
(1) Turn the ignition switch on (transmission in
park/neutral).
(2) Use the DRB III and select THEFT ALARM,
SKIM then MISCELLANEOUS.
(3) Select PROGRAM IGNITION KEY'S.
(4) Enter secured access mode by entering the
vehicle four-digit PIN.
NOTE: A maximum of eight keys can be learned to
each SKIM. Once a key is learned to a SKIM it (the
key) cannot be transferred to another vehicle.
If ignition key programming is unsuccessful, the
DRB III will display one of the following messages:
Programming Not Attempted - The DRB III
attempts to read the programmed key status and
there are no keys programmed into SKIM memory.
RGELECTRONIC CONTROL MODULES8Ea-3
ENGINE CONTROL MODULE (Continued)
ProCarManuals.com

CONVENTIONAL BATTERY CHARGING TIME TABLE
Charging
Amperage5 Amps10
Amps20 Amps
Open Circuit
VoltageHours Charging @ 21É C (70É
F)
12.25 to 12.49 6 hours 3 hours 1.5
hours
12.00 to 12.24 10 hours 5 hours 2.5
hours
10.00 to 11.99 14 hours 7 hours 3.5
hours
Below 10.00 18 hours 9 hours 4.5
hours
STANDARD PROCEDURE - OPEN-CIRCUIT
VOLTAGE TEST
A battery open-circuit voltage (no load) test will
show the approximate state-of-charge of a battery.
This test can be used if no other battery tester is
available.
Before proceeding with this test, completely charge
the battery. Refer to Standard Procedures for the
proper battery charging procedures.
(1) Before measuring the open-circuit voltage, the
surface charge must be removed from the battery.
Turn on the headlamps for fifteen seconds, then
allow up to five minutes for the battery voltage to
stabilize.
(2) Disconnect and isolate both battery cables, neg-
ative cable first.
(3) Using a voltmeter connected to the battery
posts (see the instructions provided by the manufac-
turer of the voltmeter), measure the open-circuit volt-
age (Fig. 9).
See the Open-Circuit Voltage Table. This voltage
reading will indicate the battery state-of-charge, but
will not reveal its cranking capacity. If a battery has
an open-circuit voltage reading of 12.4 volts orgreater, it may be load tested to reveal its cranking
capacity. Refer to Standard Procedures for the proper
battery load test procedures.
OPEN CIRCUIT VOLTAGE TABLE
Open Circuit Voltage Charge Percentage
11.7 volts or less 0%
12.0 volts 25%
12.2 volts 50%
12.45 volts 75%
12.65 volts or more 100%
STANDARD PROCEDURE - IGNITION-OFF
DRAW TEST
The term Ignition-Off Draw (IOD) identifies a nor-
mal condition where power is being drained from the
battery with the ignition switch in the Off position. A
normal vehicle electrical system will draw from five
to thirty-five milliamperes (0.015 to 0.025 ampere)
with the ignition switch in the Off position, and all
non-ignition controlled circuits in proper working
order. Up to twenty-five milliamperes are needed to
enable the memory functions for the Powertrain Con-
trol Module (PCM), digital clock, electronically tuned
radio, and other modules which may vary with the
vehicle equipment.
A vehicle that has not been operated for approxi-
mately twenty-one days, may discharge the battery
to an inadequate level. When a vehicle will not be
used for twenty-one days or more (stored), remove
the IOD fuse from the Integrated Power Module
(IPM). This will reduce battery discharging.
Excessive IOD can be caused by:
²Electrical items left on.
²Faulty or improperly adjusted switches.
²Faulty or shorted electronic modules and compo-
nents.
²An internally shorted generator.
²Intermittent shorts in the wiring.
If the IOD is over twenty-five milliamperes, the
problem must be found and corrected before replac-
ing a battery. In most cases, the battery can be
charged and returned to service after the excessive
IOD condition has been corrected.
(1) Verify that all electrical accessories are off.
Turn off all lamps, remove the ignition key, and close
all doors. If the vehicle is equipped with an illumi-
nated entry system or an electronically tuned radio,
allow the electronic timer function of these systems
to automatically shut off (time out). This may take
up to three minutes.
(2) Disconnect the battery negative cable.
(3) Set an electronic digital multi-meter to its
highest amperage scale. Connect the multi-meter
Fig. 9 Testing Open-Circuit Voltage - Typical
RSBATTERY SYSTEM8F-13
BATTERY (Continued)
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(1) Turn the ignition switch to the Off position. Be
certain that all electrical accessories are turned off.
(2) Remove the nut with washer that secures the
battery hold down bracket to the battery tray and
support unit.
(3) Remove the battery hold down bracket from
the battery tray and support unit.
INSTALLATION
(1) Install the battery hold down bracket in the
battery tray and support unit.
(2) Install the nut with washer that secures the
battery hold down bracket to the battery tray and
support unit. Torque to 20 N´m (180 in. lbs.).
BATTERY CABLES
DESCRIPTION
The battery cables are large gauge, stranded cop-
per wires sheathed within a heavy plastic or syn-
thetic rubber insulating jacket. The wire used in the
battery cables combines excellent flexibility and reli-
ability with high electrical current carrying capacity.
Refer toWiring Diagramsin the index of this ser-
vice manual for the location of the proper battery
cable wire gauge information.
A clamping type female battery terminal made of
stamped metal is attached to one end of the battery
cable wire. A square headed pinch-bolt and hex nut
are installed at the open end of the female battery
terminal clamp. Large eyelet type terminals are
crimped onto the opposite end of the battery cable
wire and then solder-dipped. The battery positive
cable wires have a red insulating jacket to provide
visual identification and feature a larger female bat-
tery terminal clamp to allow connection to the larger
battery positive terminal post. The battery negative
cable wires have a black insulating jacket and a
smaller female battery terminal clamp.
The battery cables cannot be repaired and, if dam-
aged or faulty they must be replaced. Both the bat-
tery positive and negative cables are available for
service replacement only as a unit with the battery
wire harness, which may include portions of the wir-
ing circuits for the generator and other components
on some models. Refer toWiring Diagramsin the
index of this service manual for the location of more
information on the various wiring circuits included in
the battery wire harness for the vehicle being ser-
viced.
OPERATION
The battery cables connect the battery terminal
posts to the vehicle electrical system. These cables
also provide a path back to the battery for electricalcurrent generated by the charging system for restor-
ing the voltage potential of the battery. The female
battery terminal clamps on the ends of the battery
cable wires provide a strong and reliable connection
of the battery cable to the battery terminal posts.
The terminal pinch bolts allow the female terminal
clamps to be tightened around the male terminal
posts on the top of the battery. The eyelet terminals
secured to the opposite ends of the battery cable
wires from the female battery terminal clamps pro-
vide secure and reliable connection of the battery
cables to the vehicle electrical system.
The battery positive cable terminal clamp is
attached to the ends of two wires. One wire has an
eyelet terminal that connects the battery positive
cable to the B(+) terminal stud of the Integrated
Power Module (IPM), and the other wire has an eye-
let terminal that connects the battery positive cable
to the B(+) terminal stud of the engine starter motor
solenoid. The battery negative cable terminal clamp
is also attached to the ends of two wires. One wire
has an eyelet terminal that connects the battery neg-
ative cable to the vehicle powertrain through a stud
on the left side of the engine cylinder block. The
other wire has an eyelet terminal that connects the
battery negative cable to the vehicle body through a
ground screw on the left front fender inner shield,
near the battery.
DIAGNOSIS AND TESTING - BATTERY CABLE
A voltage drop test will determine if there is exces-
sive resistance in the battery cable terminal connec-
tions or the battery cable. If excessive resistance is
found in the battery cable connections, the connec-
tion point should be disassembled, cleaned of all cor-
rosion or foreign material, then reassembled.
Following reassembly, check the voltage drop for the
battery cable connection and the battery cable again
to confirm repair.
When performing the voltage drop test, it is impor-
tant to remember that the voltage drop is giving an
indication of the resistance between the two points at
which the voltmeter probes are attached.EXAM-
PLE:When testing the resistance of the battery pos-
itive cable, touch the voltmeter leads to the battery
positive cable terminal clamp and to the battery pos-
itive cable eyelet terminal at the starter solenoid
B(+) terminal stud. If you probe the battery positive
terminal post and the battery positive cable eyelet
terminal at the starter solenoid B(+) terminal stud,
you are reading the combined voltage drop in the
battery positive cable terminal clamp-to-terminal
post connection and the battery positive cable.
8F - 16 BATTERY SYSTEMRS
BATTERY HOLDDOWN (Continued)
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