transmission control module CHRYSLER VOYAGER 2005 User Guide

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
OPERATION - SENSOR RETURN - PCM INPUT
The sensor return circuit provides a low electrical
noise ground reference for all of the systems sensors.
The sensor return circuit connects to internal ground
circuits within the Powertrain Control Module
(PCM).
OPERATION - DATA BUS COMMUNICATION
RECEIVE - PCM INPUT
The PCM uses the SCI communication bus to pre-
form engine diagnostics and flash operations. The
transmission side of the PCM uses the SCI commu-
nication bus to flash new software. However, diagnos-tics is performed via the vehicles J1850 bus for the
transmission side of the PCM.
OPERATION - IGNITION SENSE - PCM INPUT
The ignition sense input informs the Powertrain
Control Module (PCM) that the ignition switch is in
the crank or run position.
OPERATION - PCM GROUND
Ground is provided through multiple pins of the
PCM connector. Depending on the vehicle there may
be as many as two different ground pins. There are
power grounds and sensor grounds.
8E - 14 ELECTRONIC CONTROL MODULESRS
POWERTRAIN CONTROL MODULE (Continued)

The power grounds are used to control the ground
side relays, solenoids, ignition coil or injectors. The
signal ground is used for any input that uses sensor
return for ground, and the ground side of any inter-
nal processing component.
The PCM case is shielded to prevent RFI and EMI.
The PCM case is grounded and must be firmly
attached to a good, clean body ground.
Internally all grounds are connected together, how-
ever there is noise suppression on the sensor ground.
For EMI and RFI protection the housing and cover
are also grounded separately from the ground pins.
OPERATION - 5 VOLT SUPPLY - PCM OUTPUT
The PCM supplies 5 volts to the following sensors:
²A/C pressure transducer
²Ambient Temperature sensor
²Battery temperature
²Camshaft Position Sensor (NGC)
²Crankshaft Position Sensor (NGC)
²Engine coolant temperature sensor
²Inlet Air Temperature Sensor
²Knock sensor
²Linear EGR solenoid (if equipped)
²Manifold absolute pressure sensor
²Oil Pressure Switch
²Throttle position sensor
STANDARD PROCEDURE
STANDARD PROCEDURE - OBTAINING
DIAGNOSTIC TROUBLE CODES
BULB CHECK
Key on: Bulb illuminated until vehicle starts, as
long as all once per trip (readiness) monitors com-
pleted. If monitors havenotbeen completed, then:
Key on: bulb check for about 5 to 8 seconds, lamp
then flashes if once per trip (readiness) monitors
havenotbeen completed until vehicle is started,
then MIL is extinguished.
OBTAINING DTC'S USING DRB SCAN TOOL
(1) Connect the DRB scan tool to the data link
(diagnostic) connector. This connector is located in
the passenger compartment; at the lower edge of
instrument panel; near the steering column.
(2) Turn the ignition switch on and access the
ªRead Faultº screen.
(3) Record all the DTC's and ªfreeze frameº infor-
mation shown on the DRB scan tool.
(4) To erase DTC's, use the ªErase Trouble Codeº
data screen on the DRB scan tool.Do not erase any
DTC's until problems have been investigated
and repairs have been performed.
STANDARD PROCEDURE - PINION FACTOR
SETTING
NOTE: This procedure must be performed if the
PCM has been replaced with a NEW or replacement
unit. Failure to perform this procedure will result in
an inoperative or improperly calibrated speedome-
ter.
The vehicle speed readings for the speedometer are
taken from the output speed sensor. The PCM must
be calibrated to the different combinations of equip-
ment (final drive and tires) available. Pinion Factor
allows the technician to set the Powertrain Control
Module initial setting so that the speedometer read-
ings will be correct. To properly read and/or reset the
Pinion Factor, it is necessary to use a DRBIIItscan
tool.
(1) Plug the DRBIIItscan tool into the diagnostic
connector located under the instrument panel.
(2) Select the Transmission menu.
(3) Select the Miscellaneous menu.
(4) Select Pinion Factor. Then follow the instruc-
tions on the DRBIIItscan tool screen.
STANDARD PROCEDURE - QUICK LEARN
PROCEDURE
The quick learn procedure requires the use of the
DRBIIItscan tool. This program allows the PCM to
recalibrate itself. This will provide the best possible
transaxle operation.
NOTE: The quick learn procedure should be per-
formed if any of the following procedures are per-
formed:
²Transaxle Assembly Replacement
²Powertrain Control Module Replacement
²Solenoid/Pressure Switch Assembly Replacement
²Clutch Plate and/or Seal Replacement
²Valve Body Replacement or Recondition
To perform the Quick Learn Procedure, the follow-
ing conditions must be met:
²The brakes must be applied
²The engine speed must be above 500 rpm
²The throttle angle (TPS) must be less than 3
degrees
²The shift lever position must stay until
prompted to shift to overdrive
²The shift lever position must stay in overdrive
after the Shift to Overdrive prompt until the
DRBIIItindicates the procedure is complete
²The calculated oil temperature must be above
60É and below 200É
RSELECTRONIC CONTROL MODULES8E-15
POWERTRAIN CONTROL MODULE (Continued)

(1) Plug the DRBIIItscan tool into the diagnostic
connector. The connector is located under the instru-
ment panel.
(2) Go to the Transmission screen.
(3) Go to the Miscellaneous screen.
(4) Select Quick Learn Procedure. Follow the
instructions of the DRBIIItto perform the Quick
Learn Procedure.
REMOVAL
REMOVAL - SBEC CONTROLLER
(1) Disconnect the negative battery cable.
(2) Remove the battery shield, refer to the Battery
section for more information.
(3) Remove the 2 upper PCM bracket bolts (Fig.
11).
(4) Remove the 2 PCM connectors.
(5) Remove the headlamp, refer to the Lamps sec-
tion for more information.
(6) Remove the lower PCM mounting bolt (Fig. 12).
(7) Remove PCM.
REMOVAL - NGC CONTROLLER
The PCM engine control strategy prevents reduced
idle speeds until after the engine operates for 320 km
(200 miles). If the PCM is replaced after 320 km (200
miles) of usage, update the mileage and vehicle iden-
tification number (VIN) in the new PCM. Use the
DRBIIItscan tool to change the millage and VIN in
the PCM. If this step is not done a Diagnostic Trou-
ble Code (DTC) may be set. Refer to the appropriate
Powertrain Diagnostic Manual and the DRBIIItscan
tool.
Fig. 11 PCM
1 - Attaching Bolts
Fig. 12 PCM LOWER BOLT
NGC CONTROLLER LOCATION
8E - 16 ELECTRONIC CONTROL MODULESRS
POWERTRAIN CONTROL MODULE (Continued)

CONDITION POSSIBLE CAUSE CORRECTION
2. STARTING CIRCUIT
WIRING FAULTY.2. REFER TO THE FEED CIRCUIT RESISTANCE TEST AND
THE FEED CIRCUIT TEST IN THIS SECTION. REPAIR AS
NECESSARY.
3. STARTER ASSEMBLY
FAULTY.3. IF ALL OTHER STARTING SYSTEM COMPONENTS AND
CIRCUITS CHECK OK, REPLACE STARTER ASSEMBLY.
4. ENGINE SEIZED. 4. REFER TO THE ENGINE SECTION, FOR DIAGNOSTIC AND
SERVICE PROCEDURES.
5. LOOSE
CONNECTION AT
BATTERY, PDC,
STARTER, OR ENGINE
GROUND.5. INSPECT FOR LOOSE CONNECTIONS.
6. FAULTY TEETH ON
RING GEAR.6. ROTATE FLYWHEEL 360É, AND INSPECT TEETH AND RING
GEAR REPLACED IF DAMAGED.
STARTER
ENGAGES,
SPINS OUT
BEFORE
ENGINE
STARTS.1. BROKEN TEETH ON
STARTER RING GEAR.1. REMOVE STARTER. INSPECT RING GEAR AND REPLACE
IF NECESSARY.
2. STARTER ASSEMBLY
FAULTY.2. IF ALL OTHER STARTING SYSTEM COMPONENTS AND
CIRCUITS CHECK OK, REPLACE STARTER ASSEMBLY.
STARTER DOES
NOT
DISENGAGE.1. STARTER
IMPROPERLY
INSTALLED.1. INSTALL STARTER. TIGHTEN STARTER MOUNTING
HARDWARE TO CORRECT TORQUE SPECIFICATIONS.
2. STARTER RELAY
FAULTY.2. REFER TO RELAY TEST, IN THIS SECTION. REPLACE
RELAY, IF NECESSARY.
3. IGNITION SWITCH
FAULTY.3. REFER TO IGNITION SWITCH TEST, IN THE STEERING
SECTION. REPLACE SWITCH, IF NECESSARY.
4. STARTER ASSEMBLY
FAULTY.4. IF ALL OTHER STARTING SYSTEM COMPONENTS AND
CIRCUITS CHECK OK, REPLACE STARTER ASSEMBLY.
5. FAULTY TEETH ON
RING GEAR.5. ROTATE FLYWHEEL 360É, AND INSPECT TEETH AND RING
GEAR REPLACED IF DAMAGED.
DIAGNOSIS AND TESTING - CONTROL
CIRCUIT TEST
The starter control circuit has:
²Starter motor with integral solenoid
²Starter relay
²Transmission range sensor, or Park/Neutral
Position switch with automatic transmissions
²Ignition switch
²Battery
²All related wiring and connections
²Powertrain Control Module (PCM)
CAUTION: Before performing any starter tests, the
ignition and fuel systems must be disabled.²To disable ignition and fuel systems, disconnect
the Automatic Shutdown Relay (ASD). The ASD relay
is located in the Power Distribution Center (PDC).
Refer to the PDC cover for the proper relay location.
STARTER SOLENOID
WARNING: CHECK TO ENSURE THAT THE TRANS-
MISSION IS IN THE PARK POSITION WITH THE
PARKING BRAKE APPLIED. THIS MAY RESULT IN
PERSONAL INJURY OR DEATH.
(1) Verify battery condition. Battery must be in
good condition with a full charge before performing
any starter tests. Refer to Battery Tests.
RSSTARTING8F-33
STARTING (Continued)

travel is accomplished by hall effect sensors, drive
motor speed and pinch sensors (tape switches).
Anytime the liftgate is opened or closed using the
power liftgate system the power liftgate control mod-
ule learns from the cycle. If a replacement power lift-
gate component is installed or a liftgate adjustment
is made, the module will relearn the effort and/or
time required to open or close the liftgate. This learn
cycle can be performed with a DRB IIIt, or equiva-
lent scan tool, or with a complete cycle of the liftgate,
using any one of the command switches. (Refer to 8 -
ELECTRICAL/POWER DOORS - STANDARD PRO-
CEDURE) for detailed instructions.
The power liftgate system is designed with a num-
ber of system inhibitors. These inhibitors are neces-
sary for safety and / or feasibility of the power
liftgate system. The power liftgate system inhibitors
are:
²The Power Liftgate may not operate in extreme
temperatures. These extreme temperatures will be
approximately less than -12É F (-24.4É C) or greater
than 143É F (61.6É C). A chime/thermister assembly
in the rear light bar assembly monitors the outside
temperature.
²The vehicle transmission must be in Park or
Neutral for the power liftgate to start a cycle.
²If multiple obstacles are detected during the
same power open or close cycle, the liftgate goes into
manual operation.
²If severe problems occur, Diagnostic Trouble
Codes (DTC) are stored in the power liftgate control
module.
POWER LIFTGATE SYSTEM CAUTIONS AND
WARNINGS
WARNING: ALWAYS DISCONNECT THE BATTERY
NEGATIVE CABLE BEFORE ATTEMPTING ANY
POWER LIFTGATE SYSTEM SERVICE.
WARNING: THERE IS A SMALL AREA ON BOTH
SIDES OF THE LOWER POWER LIFTGATE WHICH
IS NOT PROTECTED BY PINCH SENSORS.
EXTREME CARE MUST BE TAKEN TO PREVENT
OBJECTS FROM ENTERING THIS AREA ONCE THELIFTGATE REACHES THE SECONDARY LATCH
CONTACT (APPROXIMATELY 1/2 INCH BEFORE
FULLY CLOSED).
WARNING: NEVER ATTEMPT TO ENTER OR EXIT
THE VEHICLE WITH THE LIFTGATE IN MOTION.
YOU COULD DAMAGE THE POWER LIFTGATE SYS-
TEM AND/OR COMPONENTS AND/OR CAUSE PER-
SONAL INJURY.
WARNING: NEVER STICK OBJECTS IN THE POWER
LIFTGATE WHEN CINCHING CLOSED. YOU COULD
DAMAGE THE VEHICLE, POWER LIFTGATE SYS-
TEM COMPONENTS AND/OR CAUSE PERSONAL
INJURY.
DIAGNOSIS AND TESTING
POWER LIFTGATE SYSTEM
The power liftgate system contains many compo-
nents and modules. In order to obtain conclusive
testing the Programmable Communications Interface
(PCI) data bus network and all of the electronic mod-
ules that provide inputs to, or receive outputs from
the power liftgate system must be checked.
The power liftgate system can be diagnosed with
an appropriate scan tool, such as the DRB IIItor
equivalent. The DRB IIItcan be used to observe var-
ious switch statuses throughout the power liftgate
system to help diagnose an inoperative switch or
component. The DRB IIItcan also be used to actuate
various components throughout the power liftgate
system to help diagnose an inoperative component.
Before any testing of the power liftgate system is
attempted, the battery should be fully charged, all
built-in power liftgate system inhibitors read and
understood, and all wire harness and ground connec-
tions inspected around the affected areas on the vehi-
cle.
The following are quick reference diagnostic tables
to help when diagnosing and testing the power lift-
gate system.
RSPOWER LIFTGATE SYSTEM8N-3
POWER LIFTGATE SYSTEM (Continued)

AUTOMATIC DAY / NIGHT
MIRROR
DESCRIPTION
An automatic dimming inside day/night rear view
mirror and an automatic dimming driver side outside
rear view mirror are available factory-installed
options on this model. Following is a general descrip-
tion of this optional equipment.
The automatic day/night mirror is able to automat-
ically change its reflectance. A thin layer of electro-
chromic material between two pieces of conductive
glass make up the face of the mirror. Two photocell
sensors are used to monitor light levels and adjust
the reflectance of the mirror to reduce the glare of
headlamps approaching the vehicle from the rear.
For removal procedures, (Refer to 23 - BODY/IN-
TERIOR/REAR VIEW MIRROR - REMOVAL).
OPERATION
The ambient photocell sensor faces forward, to
detect the outside light levels. A second sensor faces
rearward to detect the light level received through
the vehicles back window. When the difference
between the two light levels becomes too great (the
light level received at the rear of the mirror is much
higher than that at the front of the mirror), the mir-
ror begins to darken.
The mirror switch allows the driver a manual con-
trol of whether the automatic dimming feature is
operational. When AUTO is selected a small Light-
Emitting Diode (LED), to the right of the mirror
switch, is illuminated. The automatic dimming fea-
ture will only operate when the ignition switch is in
the On position. The mirror also senses the backup
lamp circuit, and will automatically disable its self-
dimming feature whenever the transmission gear
selector is in the Reverse position.
NOTE: The mirror always defaults to an ON state
upon ignition.
The driver side automatic dimming mirror is stan-
dard with the automatic dimming inside mirror. The
signal to control the dimming of that mirror is gen-
erated by the automatic day/night inside rear view
mirror circuitry. That signal is then delivered to the
driver side outside rear view mirror on a hard wired
circuit.
The automatic day/night mirror cannot be
repaired. If faulty or damaged, the entire inside rear
view mirror assembly must be replaced.
DIAGNOSIS AND TESTING
AUTOMATIC DAY / NIGHT MIRROR
For circuit descriptions and diagrams, refer to the
appropriate wiring information. The wiring informa-
tion includes wiring diagrams, proper wire and con-
nector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness con-
nectors, splices and grounds.
(1) Check the fuse in the intelligent power module.
If OK, go to Step 2. If not OK, repair the shorted cir-
cuit or component as required and replace the faulty
fuse.
(2) Turn the ignition switch to the On position.
Check for battery voltage at the fuse in the intelli-
gent power module. If OK, go to Step 3. If not OK,
repair the open circuit to the ignition switch as
required.
(3) Unplug the wire harness connector from the
automatic day/night mirror. Check for battery voltage
at the fused ignition switch output circuit cavity of
the automatic day/night mirror wire harness connec-
tor. If OK, go to Step 4. If not OK, repair the open
circuit to the junction block as required.
(4) Turn the ignition switch to the Off position.
Check for continuity between the ground circuit cav-
ity of the automatic day/night mirror wire harness
connector and a good ground. There should be conti-
nuity. If OK, go to Step 5. If not OK, repair the cir-
cuit to ground as required.
(5) Turn the ignition switch to the On position. Set
the parking brake. Place the transmission gear selec-
tor lever in the Reverse position. Check for battery
voltage at the backup lamp switch output circuit cav-
ity of the automatic day/night mirror wire harness
connector. If voltage is present, reinstall the auto-
matic day/night mirror wire harness connector and
go to Step 6. If not OK, repair the open circuit as
required.
(6) Place the transmission gear selector lever in
the Neutral position. Place the automatic day/night
mirror switch in the On (LED in the switch is
lighted) position. Cover the forward facing ambient
photocell sensor to keep out any ambient light.
NOTE: The ambient photocell sensor must be cov-
ered completely, so that no light reaches the sen-
sor. Use a finger pressed tightly against the sensor,
or cover the sensor completely with electrical tape.
(7) Shine a light into the rearward facing head-
lamp photocell sensor. The automatic day/night mir-
ror should darken. The automatic day/night mirror
should darken within 2 minutes if testing for the
first time. For immediate response, turn the vehicle
8N - 28 POWER MIRRORSRS

(Refer to 8 - ELECTRICAL/HEATED SEATS -
DESCRIPTION) for more information on the heated
seat option. (Refer to 8 - ELECTRICAL/POWER
SEATS - DESCRIPTION - MEMORY SEAT SYS-
TEM) for more information on the memory seat sys-
tem.
The power seat system includes the following com-
ponents:
²Power seat recliners
²Power seat switches
²Power seat tracks
²Circuit breaker
The power seat system with memory and heated
seat options includes the following components:
²Power seat recliner
²Power seat switch
²Power seat track.
²Memory Seat Mirror Module (MSMM)
²Memory set switch
²Heated Seat Module (HSM)
²Heated seat switch
²Electronic Vehicle Information Center (EVIC)
MEMORY SYSTEM
The memory system is able to store and recall the
driver side power seat positions (including the power
recliner position), power adjustable pedal positions
and the driver outside mirror position for two driv-
ers. On vehicles equipped with a factory radio, the
memory system is also able to store and recall radio
station presets for two drivers. The memory system
also will store and recall the last station listened to
for each driver, even if it is not one of the preset sta-
tions.
The memory system will automatically return to
its preset settings when the corresponding numbered
button of the memory switch is depressed, or when
the doors are unlocked using the corresponding
Remote Keyless Entry (RKE) transmitter. A customer
programmable feature of the memory system allows
the RKE recall of memory features to be disabled, if
desired. This programmable feature is internal in the
Electronic Vehicle Information Center (EVIC) mod-
ule, which is located in the overhead console.
A Memory Seat Mirror Module (MSMM) is used to
control and integrate the many electronic functions
and features included in the memory seat and mirror
systems.
The memory system includes the following compo-
nents:
²Memory Seat Mirror Module (MSMM)
²Memory set switch
²Position potentiometers on the driver outside
side view mirror
²Position potentiometers on the power adjustable
pedal motor²Position potentiometers on the driver side power
seat track and power seat recliner motors
²Electronic Vehicle Information Center (EVIC)
²Radio receiver (if PCI data bus capable)
Certain functions of the memory system rely upon
resources shared with other electronic modules in the
vehicle over the Programmable Communications
Interface (PCI) data bus network. Initial diagnosis of
these electronic modules or the PCI data bus network
requires the use of a DRBIIItor equivalent scan tool
and the proper Diagnostic Procedures information. If
this method does not prove conclusive, the proper
wiring schematics and the service manual diagnostic
information are required.
The other electronic modules that may affect mem-
ory system operation are:
²Body Control Module (BCM)- (Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MOD-
ULES/BODY CONTROL/CENTRAL TIMER MODUL
- DESCRIPTION) for additional information.
²Powertrain Control Module (PCM)- (Refer
to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/POWERTRAIN CONTROL MODULE -
DESCRIPTION) for additional information.
²Transmission Control Module (TCM)- (Refer
to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/TRANSMISSION CONTROL MODULE -
DESCRIPTION) for additional information.
(Refer to 8 - ELECTRICAL/HEATED SEATS -
DESCRIPTION) for additional information on the
heated seat system. (Refer to 8 - ELECTRICAL/
POWER LOCKS - DESCRIPTION) for additional
information on the RKE system.
OPERATION
POWER SEAT SYSTEM
The power seat system receives battery current
through fuse #22 in the Integrated Power Module
(IPM) and a circuit breaker under the front seats,
regardless of the ignition switch position.
When a power seat switch control knob or knobs
are actuated, a battery feed and a ground path are
applied through the switch contacts to the appropri-
ate power seat track adjuster motor. The selected
adjuster motor operates to move the seat track
through its drive unit in the selected direction until
the switch is released, or until the travel limit of the
seat track is reached. When the switch is moved in
the opposite direction, the battery feed and ground
path to the motor are reversed through the switch
contacts. This causes the adjuster motor to run in the
opposite direction.
No power seat switch should be held applied in any
direction after the seat track has reached its travel
limit. The power seat adjuster motor each contain a
8N - 32 POWER SEAT SYSTEMRS
POWER SEAT SYSTEM (Continued)

travel. This allows the power sliding door to stop and
reverse direction any time an obstruction is felt or
any of the command switches are operated (while
closing only). Battery voltage is supplied to the power
sliding door system through a 40 amp fuse, located in
the Integrated Power Module (IPM) assembly. The
child lockout switch prevents children from opening
or actuating the power sliding door system when
desired. In the unlikely event that the power sliding
door system develops a fault, the power sliding door
can still be operated manually from the interior or
exterior door handle, just like a standard manual
sliding door.
The power sliding door control module communi-
cates on the Programmable Communication Interface
(PCI) Data Bus Circuit. Therefore, the power sliding
door control module can generate and store its own
Diagnostic Trouble Codes (DTC). A diagnostic scan
tool, such as the DRB IIItis used to read and diag-
nose these trouble codes.
NOTE: It may be possible to generate Sliding Door
Diagnostic Trouble Codes during normal power
sliding door operation. Refer to the Body Diagnos-
tic Manual for a complete list of diagnostic routines.
For additional information, (Refer to 8 - ELECTRI-
CAL/POWER DOORS - OPERATION). Refer to the
appropriate wiring information for complete circuit
schematic or connector pin-out information.WARNING: BE CERTAIN TO READ ALL WARNINGS
AND CAUTIONS IN POWER SLIDING DOOR OPER-
ATION BEFORE ATTEMPTING ANY SERVICE OF
THE POWER SLIDING DOOR SYSTEM OR COMPO-
NENTS.
OPERATION
With the push of a power sliding door open/close
command switch (key fob, overhead console or B-pil-
lar mounted) a signal is sent out to the Body Control
Module (BCM). The BCM then sends a signal out on
the Programmable Communication Interface (PCI)
Data Bus circuit to the power sliding door module.
The power sliding door module then signals the
power sliding door latch to release the door to the
unlatched and movable position. The motor then
starts an open cycle.
During the door cycle, if the power sliding door
module detects sufficient resistance to door travel,
such as an obstruction in the door's path, the power
sliding door module will immediately stop door move-
ment and reverse door travel to the full open or
closed position. The ability for the power sliding door
module to detect resistance to door travel is accom-
plished by hall effect sensors detecting the door
motor speed.
The power sliding door control module has the abil-
ity to learn. Anytime a door is opened or closed using
the power sliding door system the module learns
from its cycle. If a replacement power sliding door
component is installed or a door adjustment is made,
the module must re-learn the effort required to open
or close the door. A learn cycle can be performed with
a complete cycle of the door, using any one of the
command switches or with the DRB IIIt, or equiva-
lent scan tool. (Refer to 8 - ELECTRICAL/POWER
DOORS - STANDARD PROCEDURE - LEARN
CYCLE) for detailed instructions.
The power sliding door system is designed with a
number of system inhibitors. These inhibitors are
necessary for safety and/or feasibility of the power
sliding door system. The power sliding door system
inhibitors are:
²The power sliding door must be in thefullopen
or closed position in order for the power sliding door
system to start a cycle. If the door is not in this posi-
tion (based on the input from the full open, pawl or
ratchet switches) the door control module will not
respond to command switch inputs.
²The transmission must be inpark or neutral
in order for the power sliding door system to start a
cycle.
²The child lockout switch must be in the
ªUNLOCKEDº position in order for the power sliding
door systems B-pillar switches to function.
Fig. 1 KEY FOB
1 - LEFT SLIDING DOOR SWITCH
2 - RIGHT SLIDING DOOR SWITCH
3 - LIFTGATE SWITCH
RSPOWER SLIDING DOOR SYSTEM8N-41
POWER SLIDING DOOR SYSTEM (Continued)

²Occupant Classification Module- Vehicles
equipped with the Occupant Classification System
(OCS) include an Occupant Classification Module
(OCM) which is secured to a stamped steel mounting
bracket on the underside of the passenger side front
seat cushion frame.
²Occupant Restraint Controller- The Occu-
pant Restraint Controller (ORC) is also sometimes
referred to as the Airbag Control Module (ACM). The
ORC is located on a mount on the floor transmission
tunnel just underneath the instrument panel center
stack (Fig. 3).
²Passenger Airbag- The passenger airbag is
located on the instrument panel, beneath the instru-
ment panel top pad and above the glove box on the
passenger side of the vehicle (Fig. 3).
²Passenger Airbag Disabled (PAD) Indicator
- Vehicles equipped with the Occupant Classification
System (OCS) include a passenger airbag disabled
(PAD) indicator which is located in the instrument
panel center stack (Fig. 3).
²Passenger Knee Blocker- The passenger knee
blocker is a structural reinforcement that is integral
to and concealed within the glove box door (Fig. 3).
²Seat Belt Tensioner- A seat belt tensioner is
integral to both front seat belt buckles. The seat belt
buckles are secured to the inner seat frame sides,
beneath a cushion trim panel.
²Seat Weight Bladder and Pressure Sensor
Assembly- Vehicles equipped with the Occupant
Classification System (OCS) include a seat weight
bladder that is sandwiched between an insulator pad
on the top of the passenger side front seat pan and
the seat cushion foam padding. A short hose connects
the bladder to a pressure sensor which is secured to
the Occupant Classification Module (OCM) mounting
bracket on the underside of the passenger side front
seat cushion frame.
²Side Impact Sensors- Six side impact sensors
are used on vehicles equipped with the curtain air-
bags, three left side and three right side. The first
row side impact sensor is located in the B-pillar, just
above the front seat belt retractor. The second row
side impact sensor is located in the sliding side door
track opening, just in front of the C-pillar. The third
row side impact sensor is located behind the quarter
trim panel, above the rear tire wheel well, between
the C and D-pillars.
The ORC, the OCM, and the cluster each contain a
microprocessor and programming that allow them to
communicate with each other using the Programma-
ble Communications Interface (PCI) data bus net-
work. This method of communication is used by the
ORC for control of the airbag indicators.OPERATION
ACTIVE RESTRAINTS
The primary passenger restraints in this or any
other vehicle are the seat belts and child restraint
anchors. Seat belts and child restraint anchors are
referred to as an active restraint because the vehicle
occupants are required to physically fasten and prop-
erly adjust these restraints in order to benefit from
them. See the owner's manual in the vehicle glove
box for more information on the features, use and
operation of all of the active restraints.
PASSIVE RESTRAINTS
The passive restraints are referred to as a supple-
mental restraint system because they were designed
and are intended to enhance the protection for the
occupants of the vehicleONLYwhen used in con-
junction with the seat belts. They are referred to as
passive restraints because the vehicle occupants are
not required to do anything to make them operate;
however, the vehicle occupants must be wearing their
seat belts in order to obtain the maximum safety
benefit from the supplemental restraint system.
The supplemental restraint system electrical cir-
cuits are continuously monitored and controlled by a
microprocessor and software contained within the
Occupant Restraint Controller (ORC). An airbag indi-
cator in the ElectroMechanical Instrument Cluster
(EMIC) illuminates for about seven seconds as a bulb
test each time the ignition switch is turned to the
ON or START positions. Following the bulb test, the
airbag indicator is turned ON or OFF by the ORC to
indicate the status of the supplemental restraint sys-
tem. If the airbag indicator comes ON at any time
other than during the bulb test, it indicates that
there is a problem in the supplemental restraint sys-
tem electrical circuits. Such a problem may cause air-
bags not to deploy when required, or to deploy when
not required.
Deployment of the supplemental restraints
depends upon the angle and severity of an impact.
Deployment is not based upon vehicle speed; rather,
deployment is based upon the rate of deceleration as
measured by the forces of gravity (G force) upon the
impact sensors. When an impact is severe enough,
the microprocessor in the ORC signals the inflator of
the appropriate airbag units to deploy their airbag
cushions. The front seat belt tensioners are provided
with a deployment signal by the ORC in conjunction
with the front airbags. During a frontal vehicle
impact, the knee blockers work in concert with prop-
erly fastened and adjusted seat belts to restrain both
the driver and the front seat passenger in the proper
position for an airbag deployment. The knee blockers
also absorb and distribute the crash energy from the
8O - 4 RESTRAINTSRS
RESTRAINTS (Continued)

The ORC is secured with screws to a stamped steel
mounting bracket welded onto the top of the floor
panel transmission tunnel just behind and under-
neath the instrument panel center stack in the pas-
senger compartment of the vehicle (Fig. 38).
Concealed within a hollow in the center of the die
cast aluminum ORC housing is the electronic cir-
cuitry of the ORC which includes a microprocessor,
an electronic impact sensor, an electronic safing sen-
sor, and an energy storage capacitor. A stamped
metal cover plate is secured to the bottom of the
ORC housing with four screws to enclose and protect
the internal electronic circuitry and components.
An arrow printed on the label on the top of the
ORC housing provides a visual verification of the
proper orientation of the unit, and should always be
pointed toward the front of the vehicle. The ORC
housing has integral mounting flanges. the ORC has
two molded plastic electrical connectors that exits the
right facing side of the ORC housing. These terminal
pins connect the ORC to the vehicle electrical system.
The impact sensor and safing sensor internal to
the ORC are calibrated for the specific vehicle, and
are only serviced as a unit with the ORC. In addi-
tion, there are unique versions of the ORC for vehi-
cles with or without curtain airbags. The ORC cannot
be repaired or adjusted and, if damaged or faulty, it
must be replaced.
OPERATION
The microprocessor in the Occupant Restraint Con-
troller (ORC) contains the supplemental restraint
system logic circuits and controls all of the supple-
mental restraint system components. The ORC uses
On-Board Diagnostics (OBD) and can communicatewith other electronic modules in the vehicle as well
as with the diagnostic scan tool using the Program-
mable Communication Interface (PCI) data bus. This
method of communication is used for control of the
airbag indicator in the ElectroMechanical Instrument
Cluster (EMIC) and for supplemental restraint sys-
tem diagnosis and testing through the 16-way Data
Link Connector (DLC) located on the driver side
lower edge of the instrument panel.
The ORC microprocessor continuously monitors all
of the supplemental restraint system electrical cir-
cuits to determine the system readiness. If the ORC
detects a monitored system fault, it sets an active
and stored Diagnostic Trouble Code (DTC) and sends
electronic messages to the EMIC over the PCI data
bus to turn on the airbag indicator. An active fault
only remains for the duration of the fault, or in some
cases for the duration of the current ignition switch
cycle, while a stored fault causes a DTC to be stored
in memory by the ORC. For some DTC's, if a fault
does not recur for a number of ignition cycles, the
ORC will automatically erase the stored DTC. For
other internal faults, the stored DTC is latched for-
ever.
On models equipped with the Occupant Classifica-
tion System (OCS), the ORC communicates with the
Occupant Classification Module (OCM) over the PCI
data bus. The ORC will internally disable the pas-
senger airbag and seat belt tensioner deployment cir-
cuits if the OCM detects that the passenger side
front seat is unoccupied or that it is occupied by a
load that is inappropriate for an airbag deployment.
The ORC also provides a control output to the Pas-
senger Airbag Disabled (PAD) indicator through the
passenger airbag indicator driver circuit. The OCM
notifies the ORC when it has detected a monitored
system fault and stored a DTC in its memory for any
faulty OCS component or circuit, then the ORC sets
a DTC and controls the airbag indicator operation
accordingly.
The ORC receives battery current through two cir-
cuits; a fused ignition switch output (RUN) circuit
through a fuse in the Junction Block (JB), and a
fused ignition switch output (RUN/START) circuit
through a second fuse in the JB. The ORC receives
ground through a ground circuit of the instrument
panel wire harness. These connections allow the ORC
to be operational whenever the ignition switch is in
the START or ON positions.
The ORC also contains an energy-storage capacitor.
When the ignition switch is in the START or ON
positions, this capacitor is continually being charged
with enough electrical energy to deploy the front sup-
plemental restraint components for up to one second
following a battery disconnect or failure. The purpose
of the capacitor is to provide backup supplemental
Fig. 38 ORC LOCATION
1 - ORC ELECTRICAL CONNECTORS
2 - ORC
3 - ORC MOUNTING SCREWS
8O - 28 RESTRAINTSRS
OCCUPANT RESTRAINT CONTROLLER (Continued)