steering CHRYSLER VOYAGER 2001 Service Manual

mitted on the bus even though a module may not
require all information to perform its function. It
will only respond to messages ªaddressedº to it
through binary coding process. This method of data
transmission significantly reduces the complexity
of the wiring in the vehicle and the size of wiring
harnesses. All of the information about the func-
tioning of all the systems is organized, controlled,
and communicated by the PCI bus, which is de-
scribed in the Communication Section of this gen-
eral information.
3.1 AIRBAG SYSTEM/OCCUPANT
RESTRAINT CONTROLLER SYSTEM
The 2001 Minivan Airbag System contain the
following components: Occupant Restraint Control-
ler (ORC), Airbag Warning Indicator, Clockspring,
Driver and Passenger Airbags, Seat belt Tensioners
(SBT), Hall-effect Seat Belt Switches (SBS), Left
and Right Side Airbag Control Module (SIACM),
and Seat (mounted side) Airbags.
The Occupant Restraint Controller (ORC) is a
new type of Airbag Control Module (ACM) that
supports staged airbag deployment. Staged deploy-
ment is the ability to trigger airbag system squib
inflators all at once or individually as needed to
provide the appropriate restraint for the severity of
the impact. The ORC has four major functions: PCI
Bus communications, onboard diagnostics, impact
sensing, and component deployment. The ORC also
contains an energy-storage capacitor. This capaci-
tor stores enough electrical energy to deploy the
front airbag components for two seconds following a
battery disconnect or failure during an impact. The
ORC is secured to the floor panel transmission
tunnel below the instrument panel inside the vehi-
cle. The ORC cannot be repaired or adjusted and
must be replaced.
The ORC sends and/or receives PCI Bus mes-
sages with the Instrument Cluster (MIC), Body
Control Module (BCM), and Powertrain Control
Module (PCM). Diagnostic trouble codes will be set
if the communication with these modules is lost or
contains invalid information.
The microprocessor in the ORC monitors the
impact sensor signal and the airbag system electri-
cal circuits to determine the system readiness. The
ORC also monitors bus messages from both SIACM.
If the ORC detects a monitored system fault or
SIACM fault, it sends a message to the instrument
cluster via PCI bus to turn on the airbag warning
indicator. The ORC can set both active and stored
diagnostic trouble codes to aid in the diagnosing
system problems. See ORC/SIACM DIAGNOSTIC
TROUBLE CODES in this section.
The ORC has an internal accelerometer that
senses the rate of vehicle deceleration, which pro-vides verification of the direction and severity of an
impact. A pre-programmed decision algorithm in
the ORC microprocessor determines when the de-
celeration rate is severe enough to require airbag
system protection. The Occupant Restraint Control-
ler (ORC) also uses the driver and front passenger
seat belt switch status (buckled or unbuckled) as
inputs to determine the level of airbag deployment,
low, medium, or high as well as whether or not the
seat belt tensioners should deploy. The ORC also
uses the crash severity to determine the level of
driver and front passenger deployment, low me-
dium or high. When the programmed conditions are
met, the ORC sends an electrical signal to deploy
the appropriate airbag system components.WARNING: THE AIRBAG SYSTEM IS A
SENSITIVE, COMPLEX ELECTRO-
MECHANICAL UNIT. BEFORE ATTEMPTING
TO DIAGNOSE OR SERVICE ANY AIRBAG
SYSTEM OR RELATED STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT
PANEL COMPONENTS YOU MUST FIRST
DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE. WAIT TWO
MINUTES FOR THE SYSTEM CAPACITOR TO
DISCHARGE BEFORE FURTHER SYSTEM
SERVICE. THIS IS THE ONLY SURE WAY TO
DISABLE THE AIRBAG SYSTEM. FAILURE
TO DO THIS COULD RESULT IS ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY. NEVER STRIKE OR
KICK THE AIRBAG CONTROL MODULE, AS
IT CAN DAMAGE THE IMPACT SENSOR OR
AFFECT ITS CALIBRATION. IF AN AIRBAG
CONTROL MODULE IS ACCIDENTALLY
DROPPED DURING SERVICE, THE MODULE
MUST BE SCRAPPED AND REPLACED WITH
A NEW UNIT.
The airbag warning lamp is the only point at
which the customer can observe symptoms of a
system malfunction. Whenever the ignition key is
turned to the run or start position, the MIC per-
forms a lamp check by turning the airbag warning
indicator on for 6-8 seconds. After the lamp check, if
the indicator turns on, it means that the ORC has
checked the system and found it to be free of
discernible malfunctions. If the lamp remains on,
there could be an active fault in the system or the
MIC lamp circuit may be internally shorted to
ground. If the lamp comes on and stays on for a
period longer than 6-8 seconds then goes off, there
is usually an intermittent problem in the system.
2
GENERAL INFORMATION

3.1.1 DRIVER AIRBAG
The airbag protective trim cover is the most
visible part of the driver side airbag system. The
protective trim cover is fitted to the front of the
airbag module and forms a decorative cover in the
center of the steering wheel. The module is
mounted directly to the steering wheel. Located
under the trim cover are the horn switch, the airbag
cushion, and the airbag cushion supporting compo-
nents. The airbag module includes a housing to
which the cushion and hybrid inflator are attached
and sealed. The 2001 Minivan is equipped with
driver airbag with dual stage inflators that include
a small canister of highly compressed argon gas.
The Occupant Restraint Controller (ORC) uses ve-
hicle crash severity, driver seat belt switch status
(buckled or unbuckled) as inputs to determine the
level of airbag deployment. When supplied with the
proper electrical signal, the hybrid inflator or infla-
tors discharge the compressed gas it contains di-
rectly into the cushion. The airbag module cannot
be repaired, and must be replaced if deployed or in
any way damaged.
WARNING: THE DRIVER AIRBAG MODULE
CONTAINS ARGON GAS PRESSURIZED TO
OVER 17236.89 Kpa (2500 PSI). DO NOT
ATTEMPT TO DISMANTLE AN AIRBAG
MODULE OR TAMPER WITH ITS INFLATOR.
DO NOT PUNCTURE, INCINERATE, OR
BRING INTO CONTACT WITH ELECTRICITY.
DO NOT STORE AT TEMPERATURE
EXCEEDING 93ÉC (200ÉF). REPLACE AIRBAG
SYSTEM COMPONENTS ONLY BUT
INTERNAL DIFFERENCES MAY RESULT IN
INFERIOR OCCUPANT PROTECTION. THE
FASTENERS, SCREWS, AND BOLTS
ORIGINALLY USED FOR THE AIRBAG
SYSTEM COMPONENTS HAVE SPECIAL
COATINGS AND ARE SPECIFICALLY
DESIGNED FOR THE AIRBAG SYSTEM. THEY
MUST NEVER BE REPLACED WITH ANY
SUBSTITUTES. ANY TIME A NEW FASTENER
IS NEEDED, REPLACE IT WITH THE
CORRECT FASTENERS PROVIDED IN THE
SERVICE PACKAGE OR SPECIFIED IN THE
MOPAR PARTS CATALOG.
CAUTION: Deployed Front Air Bags may or may not have live pyrotechnic material within the
air bag inflator. Do not dispose of 2001 Model Year Driver and Passenger Airbags unless you
are sure of complete deployment. Please refer to the Hazardous Substance Control System for
Proper Disposal. Dispose of deployed air bags in a manner consistent with state, provincial,
local, and federal regulations. Use the following table to identify the status of the Airbag Squib.
AIRBAG SQUIB STATUS
(1) Using a DRBIIItread Airbag DTC'sIfthe following active codes are present:
ACTIVE DTC CONDITIONS SQUIB STATUS
Driver Squib 1 open
Driver Squib 2 openCheck the stored DTC'sAND IFthe stored min-
utes for both are within 15 minutes of each other.Both Driver Squib 1
and 2 were used.
Driver Squib 1 open
Driver Squib 2 openCheck the stored DTC'sAND IFthe stored min-
utes for Driver Squib 2 open is GREATER than
the stored minutes for Driver Squib 1 by 15 min-
utes or more.Driver Squib 1 was
used;
Driver Squib 2 is live.
Driver Squib 1 open
Driver Squib 2 openCheck the stored DTC'sAND IFthe stored min-
utes for Driver Squib 1 open is GREATER than
the stored minutes for Driver Squib 2 by 15 min-
utes or more.Driver Squib 1 is live;
Driver Squib 2 was
used.
IfDriver Squib 1 openAND IFDriver Squib 2 opens is NOT an active
code.Driver Squib 1 was
used;
Driver Squib 2 is live.
IfDriver Squib 2 openAND IFDriver Squib 1 open is NOT an active
code.Driver Squib 1 is live;
Driver Squib 2 was
used.
3
GENERAL INFORMATION

Ifneither of the following codes is an active code:
ACTIVE DTC SQUIB STATUS
Driver squib 1 open Status of Airbag is
Driver Squib 2 open Unknown.
3.1.2 CLOCKSPRING
The clockspring is mounted on the steering col-
umn behind the steering wheel. This assembly
consist of a plastic housing which contains a flat,
ribbon-like, electrically conductive tape that winds
and unwinds with the steering wheel rotation. The
clockspring is used to maintain a continuous elec-
trical circuit between the instrument panel wiring
and the driver airbag, the horn, and the vehicle
speed control switches if equipped. The clockspring
must be properly centered when it is reinstalled on
the steering column following any service proce-
dure, or it could be damaged. The clockspring can-
not be repaired and it must be replaced.
3.1.3 PASSENGER AIRBAG
The airbag door in the instrument panel top cover
the glove box is the most visible part of the passen-
ger side airbag system. The airbag door has a living
hinge at the top, which is secured to the instrument
panel top cover. Located under the airbag door is
the airbag cushion and its supporting components.
The airbag module includes a housing to which the
cushion and hybrid inflators are attached and
sealed. The 2001 Minivan is equipped with front
passenger airbag with dual stage inflators that
include a small canister of highly compressed argon
gas. The ORC uses vehicle crash severity, front
passenger seat belt switch status (buckled or un-
buckled) inputs to determine the level of airbag
deployment. When supplied with the proper electri-
cal signal, the hybrid inflator or inflators discharge
the compressed gas it contains directly into the
cushion. The airbag module cannot be repaired, and
must be replaced if deployed or in any way dam-
aged.
WARNING: THE PASSENGER AIRBAG
MODULE CONTAINS ARGON GAS
PRESSURIZED TO 17236.89 Kpa (2500 PSI).
DO NOT ATTEMPT TO DISMANTLE AN
AIRBAG MODULE OR TAMPER WITH ITS
INFLATOR. DO NOT PUNCTURE,
INCINERATE, OR BRING INTO CONTACT
WITH ELECTRICITY. DO NOT STORE AT
TEMPERATURE EXCEEDING 93ÉC (200ÉF).
REPLACE AIRBAG SYSTEM COMPONENTS
ONLY WITH PARTS SPECIFIED IN THE
MOPAR PARTS CATALOG. SUBSTITUTE
PARTS MAY APPEAR INTERCHANGEABLE,
BUT INTERNAL DIFFERENCES MAY RESULT
IN INFERIOR OCCUPANT PROTECTION. THE
FASTENERS, SCREWS, AND BOLTS
ORIGINALLY USED FOR THE AIRBAG
SYSTEM COMPONENTS HAVE SPECIAL
COATINGS AND ARE SPECIFICALLY
DESIGNED FOR THE AIRBAG SYSTEM. THEY
MUST NEVER BE REPLACED WITH ANY
SUBSTITUTES. ANY TIME A NEW FASTENER
IS NEEDED, REPLACE IT WITH THE
CORRECT FASTENERS PROVIDED IN THE
SERVICE PACKAGE OR SPECIFIED IN THE
MOPAR PARTS CATALOG.
4
GENERAL INFORMATION

if the system is functioning properly. If the test
finds a problem the SIACM will set both active and
stored diagnostic trouble codes. If a DTC is active
the SIACM will request that the airbag warning
lamp be turned on. The results of the system test
are transmitted on the PCI Bus to the ORC once
each second or on change in lamp state. If the
warning lamp status message from the either SI-
ACM contains a lamp on request, the ORC will set
an active DTC. At the same time as the DTC is set
the ORC sends a PCI Bus message to the mechan-
ical instrument cluster (MIC) requesting the airbag
warning lamp be turned on. Observe all ORC warn-
ing and caution statements when servicing or han-
dling the SIACM. SIACM are not repairable and
must be replaced if they are dropped.
WARNING: THE AIRBAG SYSTEM IS A
SENSITIVE, COMPLEX ELECTRO-
MECHANICAL UNIT. BEFORE ATTEMPTING
TO DIAGNOSE OR SERVICE ANY AIRBAG
SYSTEM OR RELATED STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT
PANEL COMPONENTS YOU MUST FIRST
DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE. WAIT TWO
MINUTES FOR THE SYSTEM CAPACITOR TO
DISCHARGE BEFORE FURTHER SYSTEM
SERVICE. THIS IS THE ONLY SURE WAY TO
DISABLE THE AIRBAG SYSTEM. FAILURE
TO DO THIS COULD RESULT IN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY. NEVER STRIKE OR
KICK THE AIRBAG CONTROL MODULE, AS
IT CAN DAMAGE THE IMPACT SENSOR OR
AFFECT ITS CALIBRATION. IF AN AIRBAG
CONTROL MODULE IS ACCIDENTALLY
DROPPED DURING SERVICE, THE MODULE
MUST BE SCRAPPED AND REPLACED WITH
A NEW UNIT.
The airbag warning lamp is the only point at
which the customer can observe symptoms of a
system malfunction. Whenever the ignition key is
turned to the run or start position, the MIC per-
forms a lamp check by turning the airbag warning
indicator on for 6-8 seconds. After the lamp check, if
the indicator turns on, it means that the ORC has
checked the system and found it to be free of
discernible malfuctions. If the lamp remains on,
there could be an active fault in the system or the
MIC lamp circuit may be internally shorted to
ground. If the lamp comes on and stays on for a
period longer than 6-8 seconds then goes off, there
is usually an intermittent problem in the system.
3.1.7 SEAT AIRBAGS (SAB)
The left and right seat airbag modules are located
in the outboard end of the front seat backs. The
airbag module contains a bag, an inflator (a small
canister of highly compressed argon gas) and a
mounting bracket. The seat airbag module cannot
be repaired and must be replaced if deployed or in
any way damaged. When supplied with the proper
electrical signal the inflator seals the hole in the
airbag cushion so it can discharge the compressed
gas it contains directly into the cushion. Upon
deployment, the seat back trim cover will tear open
and allow the seat airbag to fully deploy between
the seat and the door.
WARNING: SEAT AIRBAG CONTAINS ARGON
GAS PRESSURIZED TO OVER 17236.89 Kpa
(2500 PSI). DO NOT ATTEMPT TO
DISMANTLE AN AIRBAG MODULE OR
TAMPER WITH ITS INFLATOR. DO NOT
PUNCTURE, INCINERATE, OR BRING INTO
CONTACT WITH ELECTRICITY. DO NOT
STORE AT TEMPERATURE EXCEEDING 93ÉC
(200ÉF). REPLACE AIRBAG SYSTEM
COMPONENTS ONLY WITH PARTS
SPECIFIED IN THE CHRYSLER MOPAR
PARTS CATALOG. SUBSTITUTE PARTS MAY
APPEAR INTERCHANGEABLE, BUT
INTERNAL DIFFERENCES MAY RESULT IN
INFERIOR OCCUPANT PROTECTION. THE
FASTENERS, SCREWS, AND BOLTS
ORIGINALLY USED FOR THE AIRBAG
SYSTEM COMPONENTS HAVE SPECIAL
COATINGS AND ARE SPECIFICALLY
DESIGNED FOR THE AIRBAG SYSTEM. THEY
MUST NEVER BE REPLACED WITH ANY
SUBSTITUTES. ANY TIME A NEW FASTENER
IS NEEDED, REPLACE IT WITH THE
CORRECT FASTENERS PROVIDED IN THE
SERVICE PACKAGE OR SPECIFIED IN THE
MOPAR PARTS CATALOG.
3.1.8 ORC/SIACM DIAGNOSTIC TROUBLE
CODES
Airbag diagnostic trouble codes consist of active
and stored codes. If more than one code exists,
diagnostic priority should be given to the active
codes. Each diagnostic trouble code is diagnosed by
following a specific testing procedure. The diagnos-
tic test procedures contain step-by-step instructions
for determining the cause of the trouble codes. It is
not necessary to perform all of the tests in this book
to diagnose an individual code. Always begin by
reading the diagnostic trouble codes using the DRB.
Always begin diagnostic with the Table of Contents
6
GENERAL INFORMATION

section 7.0. This will direct you to the specific test(s)
that must be performed. Active diagnostic trouble
codes for the airbag system are not permanent and
will change the moment the reason for the code is
corrected. In certain test procedures within this
manual, diagnostic trouble codes are used as a
diagnostic tool.
3.1.9 ACTIVE CODES
The code becomes active as soon as the malfunc-
tion is detected or key-on, whichever occurs first. An
active trouble code indicates an on-going malfunc-
tion. This means that the defect is currently there
every time the airbag control module checks that
circuit or component. It is impossible to erase an
active code. Active codes automatically erase by
themselves when the reason for the code has been
corrected. With the exception of the warning lamp
trouble codes or malfunctions, when a malfunction
is detected, the airbag lamp remains lit for a mini-
mum of 12 seconds or as long as the malfunction is
present.
3.1.10 STORED CODES
Airbag codes are automatically stored in the
ORC's memory as soon as the malfunction is de-
tected. The exception is the Loss of Ignition Run
Only code which is an active code only. A stored code
indicates there was an active code present at some
time. However, the code currently may not be
present as an active code, although another code
could be active. When a trouble code occurs, the
airbag warning indicator illuminates for 12 seconds
minimum (even if the problem existed for less than
12 seconds). The code is stored, along with the time
in minutes it was active, and the number of times
the ignition has been cycled since the problem was
last detected. The minimum time shown for any
code will be one minute, even if the code was
actually present for less than one minute. Thus, the
time shown for a code will be one minute, even if the
code was actually present for less than one minute.
Thus, the time shown for a code that was present
for two minutes 13 seconds, for example, would be
three minutes. If a malfunction is detected a diag-
nostic trouble code is stored and will remain stored.
When and if the malfunction ceases to exist, an
ignition cycle count will be initiated for that code. If
the ignition cycle count reaches 100 without a
reoccurrence of the same malfunction, the diagnos-
tic trouble code is erased and that ignition cycle
counter is reset to zero. If the malfunction reoccurs
before the count reaches 100, then the ignition cycle
counter will be reset and diagnostic trouble code
will continue to be a stored code. If a malfunction is
not active while performing a diagnostic test proce-
dure, the active code diagnostic test will not locatethe source of the problem. In this case, the stored
code can indicate an area to inspect. If no obvious
problems are found, erase stored codes, and with
the ignition on wiggle the wire harness and connec-
tors, rotate the steering wheel from stop to stop.
Recheck for codes periodically as you work through
the system. This procedure may uncover a malfunc-
tion that is difficult to locate.
3.2 AUDIO SYSTEM
The following radios are all on the PCI Bus
system - RBB, RBK, RAZ, RAD, RBT, and RBY. The
remaining radio also available, the RAS, is NOT on
the PCI Bus. The PCI Bus inputs into the radio are
used for VF dimming, remote steering wheel con-
trols and cabin EQ preference. PCI Bus outputs
from the radio are used for the Name Brand
Speaker (NBS) relay activation, as well as cabin EQ
preference.
The RBB and RBK radios have the capability of
containing multiple vehicle unique equalization
curves (cabin EQ preferences) within the radio.
These curves will reside in the radio's flash memory.
The radio is capable of storing up to 20 unique
equalization curves. The latent curves can be se-
lected via the Front Control Module transmitting a
PCI Bus message to the radio in response to a radio
request for equalization message. Upon receipt of a
valid equalization select message response, the ra-
dio will switch to output the corresponding equal-
ization curve.
All the radios, except the RAS, are capable of
displaying faults and allowing certain actuation
tests through the use of the DRBIIIt. When at-
tempting to perform PCI Bus diagnostics, the first
step is to identify the radio in use in the vehicle.
When trouble shooting output shorts or ªoutputº
error messages, the following applies:
On radios without an external amplifier, the term
output refers to the path between the radio and the
speaker. This type of circuit can be monitored all
the way through the speaker connections by the
radio assembly. When the radio displays a shorted
output DTC with this type of system, the speaker,
radio, or wiring could be at fault. The output DTC
could refer to the front or rear output or a left or
right output. The reason for the difference is the
pairing of the output sections of the radio. Some are
paired left and right, others are paired front and
rear.
On radios with an external amplifier, the term
ªoutputº refers to the circuit between the radio
connector and the amplifier. The radio is capable of
monitoring only this portion and can tell nothing
about the circuit between the amplifier and the
speakers. Consequently, a shorted output DTC on
7
GENERAL INFORMATION

this type of system would only refer to this circuit.
A faulty speaker could not cause this DTC.
3.2.1 REMOTE RADIO CONTROLS
These radios can be controlled via remote radio
switches (optional). These switches are located on
the back side of the steering wheel. They control
mode, preset, seek up, seek down, volume up and
volume down functions.
These functions are inputs to the Body Control
Module and can be read with the DRBIIItunder
ªbody computerº. The switches are a multiplexed
signal to the BCM. The radio control MUX circuit is
a 5 volt line that is pulled to ground through
different value resistors built into the switches.
This causes a voltage drop to be seen by the BCM
and it sends a specific message to the radio on the
PCI Bus circuit. The radio then responses to the
message.
This circuit is fairly simple to troubleshoot. The
circuit must be complete from the switches in the
steering wheel to the BCM. The ground must be
complete so that the switches can cause the voltage
drop for the BCM to see. The circuit passes through
the clockspring so continuity through this devise
must be verified.
3.2.2 CD CHANGER
The new in-dash CD Changer is designed to fit
into the existing cubby bin in the center stack. This
new cartridge-less CD Changer is controlled by
your radio, and allows you to individually load up to
four discs at a time. However, due to its compact
design, the CD Changer can only carry out one
operation at a time. For example, you can not load
a new disc while playing another at the same time.
Each operation happens sequentially.
The radio unit installed with your system pro-
vides control over all features of the CD Changer
with the exception of the CD load and eject func-
tions, which are controlled by buttons located on the
front of the CD Changer. The radio also supplies the
power, ground, PCI Bus, left and right speaker
output thru a single DIN cable. All features you
would expect, such as Disc Up/Down, Track Up/
Down, Random and Scan are controlled by the
radio, which also displays all relevant CD Changer
information on the radio display.
The CD Changer contains a Load/Eject button
and an indicator light for each of the four disc
positions. The individual light indicates whether a
CD is currently loaded in that particular chamber of
the CD Changer. Pressing the individual Load/Eject
button for a particular chamber will eject a disc
currently present in that chamber. If the chamber iscurrently empty, actuating the Load/Eject button
will position that chamber to receive and load a new
disc in that chamber.
3.3 BODY CONTROL MODULE
The body control module (BCM) supplies vehicle
occupants with visual and audible information and
controls various vehicle functions. To provide and
receive information, the module is interfaced to the
vehicle's serial bus communications network (PCI).
This network consists of the powertrain control
module (PCM), the engine control module (ECM) -
diesel only, the transmission control module (TCM),
the mechanical instrument cluster (MIC), the front
control module (FCM), the occupant restraint con-
troller (ORC), the compass/mini-trip (CMTC), the
electronic vehicle information center (EVIC), the
controller antilock brake (CAB), the HVAC control
module (ATC & MTC), the power sliding door (Left
& Right) modules (PSD), the power liftgate module
(PLG), the Audio system, the side impact airbag
control (left & right) modules (SIACM), the memory
seat/mirror module (MSMM), the RKE/thatcham
alarm module and the sentry key immobilizer mod-
ule (SKIM). The BCM is operational when battery
power is supplied to the module.
The body control module provides the following
features:
²Power Door Locks
²Automatic Door Lock
²Door Lock Inhibit
²Central Locking (with VTSS Only)
²Battery Protection
²The BCM will automatically turn off all exterior
lamps after 3 minutes and all interior lamps after
15 minutes after the ignition is turned off, if they
are not turned off by the driver.
²Chime
²Compass/Minitrip Support
²Interior Lighting (Courtesy/Reading Lamps)
²BCM Diagnostic Reporting
²Electronic Liftgate Release (with Power Door
Locks)
²Exterior Lighting
²Power Folding Mirrors
²Remote Radio Controls
²Headlamp Time Delay (with/without Autohead-
lamps)
²Automatic Headlamps (with electrochromatic
mirror)
²Illuminated Entry
²Fade to Off
8
GENERAL INFORMATION

seconds instead of 5, the CMTC will set the
variance to 8 and enter the fast calibration
mode.
3. The VAR light will come on and the last variance
setting will be displayed.
4. Press the STEP button to set the zone number.
5. Press the US/M button and resume normal op-
eration.
NOTE: Do not attach any magnetic device
such as a magnetic CB antenna to the
vehicle. This can cause the compass to give
false readings.
3.15 POWER DOOR LOCK SYSTEM
When the BCM receives input for a lock request
from a door lock switch, RKE or cylinder lock switch
(only with VTSS), it will turn the lock driver on for
a specified time of 375 msec. If the request is there
beyond 375 msec, the BCM considers the door lock
signal stuck. Once a door lock or unlock signal is
stuck for longer than 10 seconds, the BCM will set
a trouble code and the signal input is ignored until
the stuck condition disappears. The door lock
switches provide a variable amount of resistance
thereby dropping the voltage of the multiplexed
(MUX) circuit and the BCM will respond to that
command.
3.15.1 SLIDING DOOR MEMORY LOCK
When the BCM receives an input for a lock
request and a sliding door is open, the BCM will
turn on the lock driver as described above, and will
turn it on again when all sliding doors are closed.
NOTE: If the BCM receives an unlock input before
a sliding door is closed, this will cancel the memory
lock.
3.15.2 DOOR LOCK INHIBIT
When the key is in the ignition and in any
position and either front door is open, the door lock
switches LOCK functions are disabled. The UN-
LOCK functions are still functional. This protects
against locking the vehicle with the keys still in the
ignition. The RKE key fob will still lock the doors as
usual. This allows the driver to lock the vehicle with
the engine running for warm up.
3.15.3 AUTOMATIC DOOR LOCKS
This feature can be enabled or disabled by using
either the DRBIIItor the customer programming
method. When enabled all the doors will lock when
the vehicle reaches a speed of 18 MPH (29 KMH)
and all the doors are closed. If a door is opened and
the vehicle slows to below 18 MPH (29 KMH), thedoor locks will operate again once all doors are
closed and the speed is above 15 MPH (24 KMH).
3.15.4 REMOTE KEYLESS ENTRY (RKE)
The body control module interfaces with the RKE
module via a one-way serial bus interface. The RKE
module is not on the PCI bus. The RKE module
sends a 0-5 volt pulse width signal to the BCM
depending on which button on the transmitter was
pressed. The BCM controls the door lock/unlock
functions and the arming/disarming of the Vehicle
Theft Security System (if equipped) and the activa-
tion of illuminated entry. The BCM will also send
the appropriate messages to the Power Sliding
Doors and Power Liftgate modules. The Intelligent
Power Module (IPM) activates the park lamps,
headlamps, and horn for horn chirp when sent the
appropriate message from the BCM as received
from the RKE transmitter. When a one-button
press is made for unlock, both driver side doors will
unlock and the front and rear turn signal will flash.
When a second press is initiated (within 5 seconds
of the first) both passenger doors will unlock and all
four turn signals will flash.
The RKE module is capable of retaining up to 4
individual access codes (4 transmitters). If the
PRNDL is in any position except park, the BCM will
ground the interface thereby disabling the RKE.
The 2 button transmitter will have 2-CR2016
batteries in series. The 5 button transmitter will
have 1-CR2016 battery. The minimum battery life
should be approximately 4.7 years based on 20
transmissions a day at 84ÉF (25ÉC). Using the
DRBIIItand selecting RKE FOB Test can test the
transmitter.
The RKE module can be programmed via the
DRBIIItor the customer programming method.
The BCM will only allow programming mode to be
entered when the ignition is in the on position, the
PRNDL is in park position, and the VTSS (if
equipped) is in the disarmed mode.
3.16 POWER FOLDING MIRRORS
The power folding mirrors are powered to two
positions: folded and unfolded. The driver may
choose fold or unfold with a switch that is located on
the right side of the steering column. The folding
mirror switch grounds a sense wire that comes from
the Body Control Module when it is placed in the
fold position. The mirrors will move to the position
designated by the switch whether the ignition
switch is the On or Off position and both front doors
are closed. When the Power Folding Mirror switch
is left in the fold position during a vehicle exit the
mirrors will automatically unfold then refold after
both front doors are closed. This is to prevent mirror
contact with either front door when opened. When
24
GENERAL INFORMATION

ORC, WARNING INDICATOR CIRCUIT OPEN - STORED
When Monitored: When the ignition is On, the ORC monitors the PCI Bus for a message
from the MIC containing the airbag warning lamp status Ok or Open. The MIC transmits
the message one time at ignition on, upon lamp state change, or in response to the ORC
lamp message.
Set Condition: The code is set if the lamp state is open for 2 consecutive messages or 2
seconds.
ORC, WARNING INDICATOR CIRCUIT SHORT - STORED
When Monitored: When the ignition is On, the ORC monitors the PCI Bus for a message
from the MIC containing the airbag warning lamp status Ok or Shorted. The MIC
transmits the message one time at ignition on and upon lamp state change.
Set Condition: If the lamp state is Shorted for 2 consecutive messages the code will be set.
POSSIBLE CAUSES
CHECKING FOR ACTIVE ORC DTC'S
STORED CODE PRESENT
TEST ACTION APPLICABILITY
1 Turn ignition on.
NOTE: Ensure the battery is fully charged.
Active codes must be resolved before diagnosing stored codes.
With the DRBIIIt, record and erase all DTCs from all modules.
With the DRB III monitor active codes as you work through the system.
Wiggle the wiring harness and connectors of the Airbag System and rotate the
steering wheel from stop to stop.
NOTE: Check connectors - Clean and repair as necessary.
You have just attempted to simulate the condition that initially set the trouble code
message.
The following additional checks may assist you in identifying a possible intermittent
problem:
- Visually inspect related wire harness connectors. Look for broken, bent, pushed out,
spread, corroded, or contaminated terminals.
- Visually inspect related harnesses. Look for chafed, pierced, pinched or partially
broken wire.
- Refer to Wiring Diagrams and Technical Service Bulletins that may apply.
Did the DTC become active ?All
Ye s®Select appropriate symptom from Symptom List and continue
with diagnosis.
No®No problem found at this time. Erase codes in all modules before
returning vehicle to customer.
81
AIRBAG
ORC, CALIBRATION MISMATCH - STORED ÐContinued

Symptom:
ORC, NO PCI TRANSMISSION - STORED
When Monitored and Set Condition:
ORC, NO PCI TRANSMISSION - STORED
When Monitored: With the ignition in the On position and the ORC transmitting
information on the PCI BUS.
Set Condition: The code will set if the ORC cannot detect the ORC transmitting
information on the PCI BUS for 5 consecutive seconds. NOTE: Any PCI Bus Failure will
cause this code to set.
POSSIBLE CAUSES
ACTIVE OR STORED CODE PRESENT
STORED CODE OR INTERMITTENT CONDITION
TEST ACTION APPLICABILITY
1 Turn the ignition on.
NOTE: Ensure the battery is fully charged.
Active codes must be resolved before diagnosing stored codes.
With the DRBIIIt, record and erase all DTCs from all modules.
With the DRB III monitor active codes as you work through the system.
Wiggle the wiring harness and connectors of the Airbag System and rotate the
steering wheel from stop to stop.
NOTE: Check connectors - Clean / repair as necessary.
You have just attempted to simulate the condition that initially set the trouble code
message.
The following additional checks may assist you in identifying a possible intermittent
problem:
- Visually inspect related wire harness connectors. Look for broken, bent, pushed out,
spread, corroded, or contaminated terminals.
- Visually inspect the related harnesses. Look for chafed, pierced, pinched or partially
broken wire.
- Refer to Wiring Diagrams and Technical Service Bulletins that may apply.
Did the DTC become active ?All
Ye s®Select appropriate active symptom from Symptom List.
No®No problem found at this time. Erase all codes before returning
vehicle to customer.
130
AIRBAG

²three power feeds: valves, pump and microproces-
sor
²brake switch
²traction control switch
The CAB outputs include the following:
²ABS warning indicator actuation
²12 volts power to wheel speed sensors
²eight valves
²ten valves with traction control
²diagnostic communication
²PCI bus communication
²traction control lamp illumination
3.3.3 HYDRAULIC CONTROL UNIT
The hydraulic control unit (HCU) contains the
valve block assembly, two accumulators, and pump/
motor assembly. The HCU is attached to the CAB.
Valve Block Assembly:The valve block assem-
bly contains valves with four inlet valves and four
outlet valves. The inlet valves are spring-loaded in
the open position and the outlet valves are spring
loaded in the closed position. During an antilock
stop, these valves are cycled to maintain the proper
slip ratio for each wheel. If a wheel detects slip, the
inlet valve is closed to prevent and further pressure
increase. Then the outlet valve is opened to release
the pressure to the accumulators until the wheel is
no longer slipping. Once the wheel is no longer
slipping, the outlet valve is closed and the inlet
valve is opened to reapply pressure. If the wheel is
decelerating within its predetermined limits (prop-
er slip ratio), the inlet valve will close to hold the
pressure constant. On vehicles which are equipped
with a traction control system, there are two addi-
tional valves that isolate the master cylinder and
rear wheels. During a traction control event the
brakes are applied to reduce wheel slippage.
Pump Motor Assembly:The pump motor as-
sembly provides the extra amount of fluid needed
during antilock braking. The pump is supplied fluid
that is released to the accumulators when the outlet
valve is opened during an antilock stop. The pump
is also used to drain the accumulator circuits after
the antilock stop is complete. The pump is operated
by an integral electric motor. This DC-type motor is
controlled by the CAB. The CAB may turn on the
pump motor when an antilock stop is detected. The
pump continues to run during the antilock stop and
is turned off after the stop is complete. Under some
conditions, the pump motor will run to drain the
accumulators during the next drive off. The CAB
monitors the pump motor operation internally.
Accumulators:The accumulators provide tem-
porary fluid storage during an antilock stop and are
drained by the pump motor.
3.3.4 SWITCHES/SENSORS
Master Cylinder:The master cylinder is a stan-
dard tandem compensating port design for ABS and
non ABS systems. Traction control vehicles use a
dual center port master cylinder. For proper trac-
tion control operation the standard master cylinder
must not be used.
A fluid level switch is located in the master
cylinder fluid reservoir. The switch closes when a
low fluid level is detected. The fluid level switch
turns on the brake warning indicator by grounding
the indicator circuit. This switch does not disable
the ABS system.
Wheel Speed Sensors and Tone Wheels:One
active wheel speed sensor (WSS) is located at each
wheel and sends a small signal to the control
module (CAB). This signal is generated when a
toothed sensor ring (tone wheel) passes by a station-
ary wheel speed sensor. The CAB converts the
signals into digital signals for each wheel.
Because of internal circuitry, correct wheel speed
sensor function cannot be determined by a continu-
ity or resistance check through the sensor.
The front wheel speed sensor is attached to a boss
in the steering knuckle. The tone wheel is an
integral part of the front axle shaft. The rear speed
sensor is mounted though the bearing cover and the
rear tone wheel is an integral part of the rear
bearing hub. The wheel speed sensor air gap is not
adjustable. Refer to the service manual for wheel
speed sensor air gap and resistance specifications.
The four wheel speed sensors are serviced indi-
vidually. The front tone wheels are serviced as an
assembly with the outer constant velocity (C.V.)
joint housing. The rear tone wheels are serviced as
an assembly.
Correct antilock system operation is dependent
on tone wheel speed signals from the wheel speed
sensors. The vehicle's wheels and tires should all be
the same size and type to generate accurate signals.
In addition, the tires should be inflated to the
recommended pressure for optimum system opera-
tion. Variation in wheel and tire size or significant
variations in inflation pressure can produce inaccu-
rate wheel speed signals; however, the system will
continue to function when using the mini-spare.
3.3.5 SYSTEM INITIALIZATION
System initialization starts when the key is
turned to ªrunº. At this point, the CAB performs a
complete self-check of all electrical components in
the antilock systems.
Between 8-17 km/h (5-10 mph), a dynamic test is
performed. This will momentarily cycle the inlet
and outlet valves, check wheel speed sensor cir-
cuitry, and run the pump motor at 25 km/h (15
mph). The CAB will try to test the pump motor. If
3
GENERAL INFORMATION