transmission CHRYSLER VOYAGER 2005 Owner's Manual

DESCRIPTION - ELECTRONIC VARIABLE
BRAKE PROPORTIONING
Vehicles equipped with ABS use electronic variable
brake proportioning (EVBP) to balance front-to-rear
braking. The EVBP is used in place of a rear propor-
tioning valve. The EVBP system uses the ABS system
to control the slip of the rear wheels in partial brak-
ing range. The braking force of the rear wheels is con-
trolled electronically by using the inlet and outlet
valves located in the integrated control unit (ICU).
EVBP activation is invisible to the customer since
there is no pump motor noise or brake pedal feedback.
DESCRIPTION - TRACTION CONTROL SYSTEM
Traction control reduces wheel slip and maintains
traction at the driving wheels at speeds below 56
km/h (35 mph) when road surfaces are slippery. The
traction control system reduces wheel slip by braking
the wheel that is losing traction.
HYDRAULIC SHUTTLE VALVES
Two pressure relief hydraulic shuttle valves are
included on vehicles with traction control. These
valves are located inside the HCU and cannot be ser-
viced separately from the HCU.
TRACTION CONTROL LAMP
The traction control function lamp is located in the
transmission range indicator display of the instru-
ment cluster, displaying TRAC, TRAC OFF or nei-
ther depending on system mode.
The TRAC OFF lamp is controlled by a Traction
Control Off switch that is a momentary contact type
switch. The Traction Control Off switch is located on
the steering column upper shroud.
OPERATION
OPERATION - ANTILOCK BRAKE SYSTEM
There are a few performance characteristics of the
Mark 20e Antilock Brake System that may at first
seem abnormal, but in fact are normal. These char-
acteristics are described below.
NORMAL BRAKING
Under normal braking conditions, the ABS func-
tions the same as a standard base brake system with
a diagonally split master cylinder and conventional
vacuum assist.
ABS BRAKING
ABS operation is available at all vehicle speeds above
3±5 mph. If a wheel locking tendency is detected during
a brake application, the brake system enters the ABS
mode. During ABS braking, hydraulic pressure in thefour wheel circuits is modulated to prevent any wheel
from locking. Each wheel circuit is designed with a set of
electric solenoids to allow modulation, although for vehi-
cle stability, both rear wheel solenoids receive the same
electrical signal. Wheel lockup may be perceived at the
very end of an ABS stop and is considered normal.
During an ABS stop, the brakes hydraulic system
is still diagonally split. However, the brake system
pressure is further split into three control channels.
During antilock operation of the vehicle's brake sys-
tem, the front wheels are controlled independently
and are on two separate control channels, and the
rear wheels of the vehicle are controlled together.
The system can build and release pressure at each
wheel, depending on signals generated by the wheel
speed sensors (WSS) at each wheel and received at
the controller antilock brake (CAB).
NOISE AND BRAKE PEDAL FEEL
During ABS braking, some brake pedal movement
may be felt. In addition, ABS braking will create
ticking, popping, or groaning noises heard by the
driver. This is normal and is due to pressurized fluid
being transferred between the master cylinder and
the brakes. If ABS operation occurs during hard
braking, some pulsation may be felt in the vehicle
body due to fore and aft movement of the suspension
as brake pressures are modulated.
At the end of an ABS stop, ABS is turned off when
the vehicle is slowed to a speed of 3±4 mph. There may
be a slight brake pedal drop anytime that the ABS is
deactivated, such as at the end of the stop when the
vehicle speed is less than 3 mph or during an ABS stop
where ABS is no longer required. These conditions exist
when a vehicle is being stopped on a road surface with
patches of ice, loose gravel, or sand on it. Also, stopping
a vehicle on a bumpy road surface activates ABS
because of the wheel hop caused by the bumps.
TIRE NOISE AND MARKS
Although the ABS system prevents complete wheel
lockup, some wheel slip is desired in order to achieve
optimum braking performance. Wheel slip is defined
as follows: 0 percent slip means the wheel is rolling
freely and 100 percent slip means the wheel is fully
locked. During brake pressure modulation, wheel slip
is allowed to reach up to 25±30 percent. This means
that the wheel rolling velocity is 25±30 percent less
than that of a free rolling wheel at a given vehicle
speed. This slip may result in some tire chirping,
depending on the road surface. This sound should not
be interpreted as total wheel lockup.
Complete wheel lockup normally leaves black tire
marks on dry pavement. The ABS will not leave dark
black tire marks since the wheel never reaches a
fully locked condition. However, tire marks may be
noticeable as light patched marks.
5 - 88 BRAKES - ABSRS
BRAKES - ABS (Continued)

COOLING
TABLE OF CONTENTS
page page
COOLING
DESCRIPTION
DESCRIPTION - COOLING SYSTEM........1
DESCRIPTION - HOSE CLAMPS...........1
OPERATION
OPERATION - COOLING SYSTEM.........2
OPERATION - HOSE CLAMPS............2
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - COOLING
SYSTEM LEAK TEST....................2
DIAGNOSIS AND TESTING - COOLING
SYSTEM FLOW CHECK.................3
DIAGNOSIS AND TESTING - COOLING
SYSTEM AERATION....................4
DIAGNOSIS AND TESTING - COOLING
SYSTEM DEAERATION..................4
STANDARD PROCEDURE
STANDARD PROCEDURE - COOLING
SYSTEM DRAINING....................4STANDARD PROCEDURE - COOLING
SYSTEM FILLING......................4
STANDARD PROCEDURE - ADDING
ADDITIONAL COOLANT.................4
STANDARD PROCEDURE - COOLANT
LEVEL CHECK........................4
SPECIFICATIONS
ACCESSORY DRIVE BELT TENSION.......5
TORQUE.............................5
SPECIAL TOOLS
COOLING SYSTEM.....................6
ACCESSORY DRIVE.......................7
ENGINE...............................13
TRANSMISSION.........................38
COOLING
DESCRIPTION
DESCRIPTION - COOLING SYSTEM
The cooling system components consist of a radia-
tor, electric fan motors, shroud, pressure cap, thermo-
stat, transmission oil cooler, water pump, hoses,
clamps, coolant, and a coolant reserve system to com-
plete the circuit.
DESCRIPTION - HOSE CLAMPS
The cooling system uses spring type hose clamps.
If a spring type clamp replacement is necessary,
replace with the original Mopartequipment spring
type clamp.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps. If replacement
is necessary, use only a original equipment clamp
with matching number or letter (Fig. 1).
Fig. 1 Spring Clamp Size Location
1 - SPRING CLAMP SIZE LOCATION
RSCOOLING7-1

OPERATION
OPERATION - COOLING SYSTEM
The engine cooling systems primary purpose is to
maintain engine temperature in a range that will
provide satisfactory engine performance and emission
levels under all expected driving conditions. It also
provides hot water (coolant) for heater performance
and cooling for automatic transmission oil. It does
this by transferring heat from engine metal to cool-
ant, moving this heated coolant to the radiator, and
then transferring this heat to the ambient air.
²When engine is cold: thermostat is closed, cool-
ing system has no flow through the radiator. The
coolant bypass flows through the engine only.
²When engine is warm: thermostat is open, cool-
ing system has bypass flow and coolant flow through
radiator.
Coolant flow circuits for the 2.4L and 3.3/3.8L
engines are shown in (Fig. 2).
OPERATION - HOSE CLAMPS
The spring type hose clamp applies constant ten-
sion on a hose connection. To remove a spring type
hose clamp, use Special Tool 6094 or equivalent, con-
stant tension clamp pliers (Fig. 3) to compress the
hose clamp.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - COOLING SYSTEM
LEAK TEST
WARNING: THE WARNING WORDS ªDO NOT OPEN
HOTº ON THE RADIATOR PRESSURE CAP IS A
SAFETY PRECAUTION. WHEN HOT, PRESSURE
BUILDS UP IN COOLING SYSTEM. TO PREVENT
SCALDING OR INJURY, THE RADIATOR CAP
SHOULD NOT BE REMOVED WHILE THE SYSTEM
IS HOT OR UNDER PRESSURE.
Fig. 2 Cooling System Flow
1 - HEATER - REAR (3.3/3.8L OPTIONAL EQUIPMENT) 6 - WATER PUMP
2 - HEATER - FRONT 7 - RADIATOR
3 - ENGINE 8 - COOLANT RECOVERY/RESERVE CONTAINER
4 - THERMOSTAT 9 - COOLANT FLOW - PRESSURE CAP VACUUM
5 - ENGINE OIL COOLER (3.3/3.8L OPTIONAL EQUIPMENT) 10 - COOLANT FLOW - PRESSURE CAP RELIEF
7 - 2 COOLINGRS
COOLING (Continued)

(5) Install the upper radiator mounts to the cross-
member bolts, if removed. Tighten to 8 N´m (70 in.
lbs.).
(6) Install the radiator upper hose to the support
clip (2.4L engine).
RADIATOR FAN RELAY
DESCRIPTION
The radiator fan relay is a solid state type and is
located on the front bumper reinforcment (Fig. 21).
Refer to WIRING DIAGRAMS for a circuit sche-
matic.
OPERATION
The solid state radiator fan relay is controlled by
the Powertrain Control Module (PCM) by way of a
Pulse Width Modulated (PWM) signal. The relay con-
trol circuit supplies a 12 volt signal to the PCM. The
PCM then pulses the ground circuit to achieve fan on
time. The relay provides a voltage to the fan motors
which is proportional to the pulse width it receives
from the PCM. The duty cycle ranges from 30% for
low speed operation, then ramps-up to 100% for high
speed operation. This fan control system provides
infinitely variable fan speeds, allowing for improved
fan noise, A/C performance, better engine cooling,
and additional vehicle power.
To control operation of the relay, the PCM looks at
inputs from:
²Engine coolant temperature
²A/C pressure transducer
²Ambient temperature from the body controller
²Vehicle speed
²Transmission oil temperature
The PCM uses these inputs to determine when the
fan should operate and at what speed. For further
information on fan operation, (Refer to 7 - COOL-
ING/ENGINE/RADIATOR FAN - OPERATION).
REMOVAL
(1) Open hood.
(2) Disconnect and isolate the battery negative
cable.
(3) Remove the radiator crossmember to front fas-
cia closure panel.
(4) Disconnect the relay electrical connector (Fig.
21).
(5) Remove the rivet attaching the relay to the
front bumper beam (Fig. 21).
(6) Remove the relay.
INSTALLATION
CAUTION: The relay mounting location is designed
to dissipate heat. Ensure the relay is securely
attached to prevent relay ªthermalº shutdown and
relay damage, resulting in possible engine over-
heating.
(1) Position relay and install a new rivet (Fig. 21).
(2) Connect electrical connector to relay.
(3) Install closure panel and attaching screws.
(4) Connect negative cable to battery.
Fig. 21 Radiator Fan Relay
1 - FRONT FASCIA
2 - FAN RELAY
3 - RIVET
4 - A/C CONDENSER (FRONT SIDE)
RSENGINE7-31
RADIATOR FAN (Continued)

TRANSMISSION
TABLE OF CONTENTS
page page
TRANSMISSION
STANDARD PROCEDURE - TRANSMISSION
COOLER LINE QUICK CONNECT FITTING
DISASSEMBLY/ASSEMBLY..............38
TRANSMISSION OIL COOLER
DESCRIPTION.........................39INSPECTION..........................39
TRANSMISSION OIL COOLER LINES
REMOVAL.............................39
INSTALLATION.........................40
TRANSMISSION
STANDARD PROCEDURE - TRANSMISSION
COOLER LINE QUICK CONNECT FITTING
DISASSEMBLY/ASSEMBLY
DISCONNECT
(1) Remove dust cap by pulling it straight back off
of quick connect fitting. (Fig. 1)
(2) Place disconnect tool Special Tool 8875A onto
transmission cooler line with the fingers of the tool
facing the quick connect fitting.
(3) Slide disconnect tool down the transmission
line and engage the fingers of the tool into the
retaining clip. When properly engaged in the clip, the
tool will fit flush against the quick connect fitting.
(4) Rotate the disconnect tool 60É to expand the
retaining clip.
(5) While holding the disconnect tool against the
quick connect fitting, pull back on the transmission
cooler line to remove.
CONNECT
(1) Align transmission cooler line with quick con-
nect fitting while pushing straight into the fitting.
(2) Push in on transmission cooler line until a
ªclickº is heard or felt (Fig. 2).
(3) Slide dust cap down the transmission cooler
line and snap it over the quick connect fitting until it
is fully seated and rotates freely (Fig. 2). Dust cap
will only snap over quick connect fitting when the
transmission cooler line is properly installed.
NOTE: If dust cap will not snap into place, repeat
assembly step #2.
Fig. 1 Oil Cooler Line Quick Connect Fitting -
Disassembly
1 - QUICK CONNECT FITTING
2 - DUST CAP
3 - OIL COOLER LINE
4 - SPECIAL TOOL 8875A
7 - 38 TRANSMISSIONRS

TRANSMISSION OIL COOLER
DESCRIPTION
The automatic transmission cooler is located in the
front of the radiator and behind the front fascia and
is conbined with the A/C condensor. The transmission
cooler is a heat exchanger that allows heat in the
transmission flud to be transferred to the air passing
over the cooler fins.
The Transmission oil cooler/A/C condenser assem-
blly is equipped with quick connect fitting for the
transmission oil cooler lines, a tapping block, for the
receiver/drier, and mounting provisions for the power
steering cooler.
The transmission oil cooler/AC condenser is ser-
viced as an assembly. For removal on vehicles
equipped with 2.4L/3.3L/3.8L engines, (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING/A/C
CONDENSER - REMOVAL), vehicles equipped with2.5L/2.8L engines (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING/A/C CONDENSER -
REMOVAL). For installation on vehicles equipped
with 2.4L/3.3L/3.8L engines (Refer to 24 - HEATING
& AIR CONDITIONING/PLUMBING/A/C CON-
DENSER - INSTALLATION), and vehicles equipped
with 2.5L/2.8L engines (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING/A/C CON-
DENSER - INSTALLATION).
INSPECTION
Inspect all hoses, tubes, clamps and connections for
leaks, cracks, or damage. Replace as necessary. Use
only approved transmission oil cooler hoses that are
molded to fit the space available.
Inspect external coolers for leaks, loose mounts, or
damage. Replace as necessary.
TRANSMISSION OIL COOLER
LINES
REMOVAL
(1) Remove the two large screws that secure the
front fascia and the outboard ends of the radiator
sight shield to the radiator closure panel crossmem-
ber (Fig. 3).
(2) Remove the five small screws that secure the
front fascia grille inserts to the radiator sight shield.
(3) Remove the radiator sight shield from the radi-
ator closure panel crossmember.
Fig. 2 Oil Cooler Line Quick Connect Fitting -
Assembly
1 - QUICK CONNECT FITTING
2 - CLIP
3 - OIL COOLER LINE
4 - DUST CAP
Fig. 3 Radiator Sight Shield - Typical
1 - LARGE SCREWS (2)
2 - SMALL SCREWS (5)
3 - RADIATOR SIGHT SHIELD
4 - GRILLE INSERTS
5 - FRONT FASCIA
RSTRANSMISSION7-39
TRANSMISSION (Continued)

(4) Remove the two bolts that secure the hood
latch to the front of the radiator closure panel cross-
member and move the latch out of the way over the
top of the crossmember. Mark the location of latch for
reinstallation.
(5) Using tool 8875A, disconnect the transmission
oil cooler line quick-connect fittings located on the
driver side of the A/C condenser from the transmis-
sion oil cooler (Refer to 7 - COOLING/TRANSMIS-
SION - STANDARD PROCEDURE -
TRANSMISSION COOLING).
(6) Using Tool 8875A, disconnect transmission oil
cooler line quick-disconnect fittings at the transaxle
(Refer to 7 - COOLING/TRANSMISSION - STAN-
DARD PROCEDURE).
INSTALLATION
(1) Position transmission cooler lines in vehicle.
(2) Install transmission cooler line at transaxle fit-
tings (Refer to 7 - COOLING/TRANSMISSION -
STANDARD PROCEDURE).
(3) Install transmission cooler lines at transmis-
sion oil cooler/condensor (Refer to 7 - COOLING/
TRANSMISSION - STANDARD PROCEDURE).
(4) Reposition the hood latch to the front of the
radiator closure panel crossmember.
(5) Install the two screws that secure the hood
latch to the front of the radiator closure panel cross-
member. Check and adjust the hood latch as needed.
Tighten the screws to 14 N´m (123 in. lbs.).
(6) Position the radiator sight shield onto the radi-
ator closure panel crossmember.(7) Install the five small screws that secure the
front fascia grille inserts to the radiator sight shield.
Tighten the screws to 2 N´m (17 in. lbs.).
(8) Install the two large screws that secure the
front fascia and the outboard ends of the radiator
sight shield to the radiator closure panel crossmem-
ber. Tighten the screws to 6 N´m (53 in. lbs.) (Fig. 4)
(9) Start engine and check transaxle fluid level.
Adjust fluid level as necessary.
Fig. 4 Radiator Sight Shield ± Typical
1 - LARGE SCREWS (2)
2 - SMALL SCREWS (5)
3 - RADIATOR SIGHT SHIELD
4 - GRILLE INSERTS
5 - FRONT FASCIA
7 - 40 TRANSMISSIONRS
TRANSMISSION OIL COOLER LINES (Continued)

CAUTION: Pulling the antenna cable straight out of
the radio without pulling on the locking antenna
connector could damage the cable or radio.
(7) Disconnect the antenna cable by pulling the
locking antenna connector away from the radio (Fig.
14).
(8) Disconnect the wire connectors from the back
of the radio.
INSTALLATION
(1) Connect wire harness to back of radio.
(2) Connect antenna cable to back of radio.
(3) Position radio into instrument panel.
(4) Install screws holding radio to instrument
panel.
(5) Install center instrument panel trim.
(6) Install trim panel above cupholder.
(7) Install cupholder.
(8) Connect battery negative cable.
RADIO NOISE SUPPRESSION
COMPONENTS
DESCRIPTION
Radio noise suppression devices are factory-in-
stalled standard equipment on this vehicle. Radio
Frequency Interference (RFI) and ElectroMagnetic
Interference (EMI) can be produced by any on-board
or external source of electromagnetic energy. These
electromagnetic energy sources can radiate electro-
magnetic signals through the air, or conduct them
through the vehicle electrical system.When the audio system converts RFI or EMI to an
audible acoustic wave form, it is referred to as radio
noise. This undesirable radio noise is generally man-
ifested in the form of ªbuzzing,º ªhissing,º ªpopping,º
ªclicking,º ªcrackling,º and/or ªwhirringº sounds. In
most cases, RFI and EMI radio noise can be sup-
pressed using a combination of vehicle and compo-
nent grounding, filtering and shielding techniques.
This vehicle is equipped with factory-installed radio
noise suppression devices that were designed to min-
imize exposure to typical sources of RFI and EMI;
thereby, minimizing radio noise complaints.
Factory-installed radio noise suppression is accom-
plished primarily through circuitry or devices that
are integral to the factory-installed radios, audio
power amplifiers and other on-board electrical com-
ponents such as generators, wiper motors, blower
motors, and fuel pumps that have been found to be
potential sources of RFI or EMI.
OPERATION
There are two common strategies that can be used
to suppress Radio Frequency Interference (RFI) and
ElectroMagnetic Interference (EMI) radio noise. The
first suppression strategy involves preventing the
production of RFI and EMI electromagnetic signals
at their sources. The second suppression strategy
involves preventing the reception of RFI and EMI
electromagnetic signals by the audio system compo-
nents.
The use of braided ground straps in key locations
is part of the RFI and EMI prevention strategy.
These ground straps ensure adequate ground paths,
particularly for high current components such as
many of those found in the starting, charging, igni-
tion, engine control and transmission control sys-
tems. An insufficient ground path for any of these
high current components may result in radio noise
caused by induced voltages created as the high cur-
rent seeks alternative ground paths through compo-
nents or circuits intended for use by, or in close
proximity to the audio system components or circuits.
Preventing the reception of RFI and EMI is accom-
plished by ensuring that the audio system compo-
nents are correctly installed in the vehicle. Loose,
corroded or improperly soldered wire harness connec-
tions, improperly routed wiring and inadequate audio
system component grounding can all contribute to
the reception of RFI and EMI. A properly grounded
antenna body and radio chassis, as well as a shielded
antenna coaxial cable with clean and tight connec-
tions will each help reduce the potential for reception
of RFI and EMI.
Fig. 14 ANTENNA TO RADIO
1 - RADIO
2 - LOCKING ANTENNA CONNECTOR
3 - INSTRUMENT PANEL ANTENNA CABLE
RSAUDIO/VIDEO8A-15
RADIO (Continued)

PARK ASSIST SYSTEM
The Park Assist System display activates an audi-
ble tone that changes from intermittent to continu-
ous as the final two Light Emitting Diodes (LED's)
are illuminated on one side or both sides of the dis-
play.
The system detection length from the rear of the
vehicle is 0.3 meters to 1.5 meters. This area extends
around the rear side of the vehicle. The system detec-
tion height from the ground is 0.2 meters to about
1.5 meters. The radio mutes when the system acti-
vates its audible tone.
When the driver selects Reverse the system scans
for objects behind the vehicle using four sensors
located in the rear bumper. A warning display above
the rear window provides both visible and audible
warnings indicating the range of the object.
The system is active only when the transmission
gear selector is in reverse for vehicle speeds less than
16 Km/h (10 mph). If the vehicle's Parking/Emer-
gency Brake is applied, the system is deactivated.
The display contains two sets of yellow and red
Light Emitting Diode's (LED's) that the driver can
see as they look over their shoulder while backing
up. Each side of the vehicle has its own warning
LED's. The system provides a visual warning by illu-
minating one or more yellow LED's as the vehicle
gets closer to the object. As the vehicle continues to
approach the object, one red LED is illuminated and
the system emits a series of short beeps. The tone
will remain constant and both red LED's are illumi-
nated once the vehicle is within 12 inches (30.5 cm)
of the object.
The system can be turned ON or OFF through the
Electronic Vehicle Information Center (EVIC) when
the vehicle is in PARK. If the park assist system is
turned OFF, a single chime will sound and the EVIC
will display the following message ªREAR PARK
ASSIST OFFº, when the vehicle is in reverse.
²Ensure that the rear bumper is free of dirt and
debris to keep the system operating properly.
²Jackhammers, large trucks, and other vibrations
could affect the performance of the system.
²Ensure that the parking brake is not applied.
If ªService Park Assist Systemº appears in the
EVIC after making sure the rear bumper is clean,
proceed to diagnose the system using a scan tool and
the appropriate diagnostic information.
WARNING
On vehicles equipped with airbags, disable
the airbag system before attempting any steer-
ing wheel, steering column, or instrument
panel component diagnosis or service. Discon-
nect and isolate the battery negative (ground)
cable, then wait two minutes for the airbag sys-
tem capacitor to discharge before performing
further diagnosis or service. This is the only
sure way to disable the airbag system. Failure
to take the proper precautions could result in
accidental airbag deployment, personal injury,
or death.
DIAGNOSIS AND TESTING - CHIME SYSTEM
Refer to the proper Body Diagnostic Procedures
manual for complete Diagnosis and Testing of the
Chime System.
NO TONE WHEN IGNITION SWITCH IS TURNED ON
AND DRIVER'S SEAT BELT IS NOT BUCKLED.
(1) Using a DRB llltscan tool, actuate chime
(BCM actuates).
(2) Using a voltmeter, check for voltage:
(a) BCM has two battery feeds at pin 1 and pin
5 of the 6±way connector.
(b) Pin 5 of the (BX2) 32 way connector of the
BCM for ignition feed.
(c) Check voltage (PX2) connector, pin 34 for 12v.
(d) If voltage OK, go to step Step 3
(e) If NO voltage repair as necessary. Refer to
the appropriate wiring information. The wiring
information includes wiring diagrams, proper wire
and connector repair procedures, further details on
wire harness routing and retention, as well as pin-
out and location views for the various wire harness
connectors, splices and grounds.
(3) Check drivers seat belt buckle switch input
(from Occupant Restraint Controller (ORC) for a
closed circuit when not buckled. If input not seen,
look for open in wiring or switch. The switch is
grounded when belt is not buckled.
(4) Verify Programmable Communication Interface
(PCI) data bus communication between ORC and
BCM.
8B - 2 CHIME/BUZZERRS
CHIME/BUZZER (Continued)

When a PCM (SBEC) and the SKIM are replaced
at the same time perform the following steps in
order:
(1) Program the new PCM (SBEC)
(2) Program the new SKIM
(3) Replace all ignition keys and program them to
the new SKIM.
PROGRAMMING THE PCM (SBEC)
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 monitor
the 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, MISCELLANEOUS, 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.
Programming Key Failed (Possible Used Key From
Wrong Vehicle) - SKIM is unable to program key due
to one of the following:
²faulty ignition key transponder
²ignition key is programmed to another vehicle.
8 Keys Already Learned, Programming Not Done -
SKIM transponder ID memory is full.
(5) Obtain ignition keys to be programmed from
customer (8 keys maximum).
(6) Using the DRB III, erase all ignition keys by
selecting MISCELLANEOUS and ERASE ALL CUR-
RENT IGN. KEYS.
(7) Program all ignition keys.
Learned Key In Ignition - Ignition key transponder
ID is currently programmed in SKIM memory.
BODY CONTROL MODULE
DESCRIPTION
The Body Control Module (BCM) is located in the
passenger compartment, attached to the bulkhead
underneath the left side of the instrument panel.
8E - 2 ELECTRONIC CONTROL MODULESRS
ELECTRONIC CONTROL MODULES (Continued)