key battery DODGE TOWN AND COUNTRY 2001 Service Manual

CHIME/BUZZER
TABLE OF CONTENTS
page page
CHIME/BUZZER
DESCRIPTION............................1
OPERATION.............................1
DIAGNOSIS AND TESTING..................1
CHIME SYSTEM.........................1
DOME LAMP ON CHIME..................2
ENGINE TEMPERATURE CRITICAL CHIME....2EXTERIOR LAMPS ON CHIME..............2
KEY-IN IGNITION CHIME..................2
LOW OIL PRESSURE CHIME...............2
SEAT BELT CHIME.......................3
SEAT BELT LAMP.......................3
TURN SIGNAL ON CHIME.................3
WARNING LAMP ANNOUNCEMENT CHIME....3
CHIME/BUZZER
DESCRIPTION
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
The chime/buzzer system provides the driver with
warning chimes for:
²Seat Belt
²Exterior Lamps ON
²Key-In Ignition
²Engine Temperature Critical
²Turn Signals ON
²Dome Lamp ON
²Low Oil Pressure
²High Speed Warning
²Warning Lamp Announcement
²Key-In Accessory
OPERATION
The Chime/Buzzer Warning System is diagnosed
using a DRBIIItscan tool. Refer to the proper Body
Diagnostic Procedures Manual.
DIAGNOSIS AND TESTING - CHIME SYSTEM
NO TONE WHEN IGNITION SWITCH IS TURNED ON
AND DRIVER'S SEAT BELT IS NOT BUCKLED.
(1) Using a DRBIIItscan 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 driver's seat belt buckle switch input
(form 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 PCI data bus communication between
ORC and BCM.
NO FASTEN SEAT BELT LAMP WHEN IGNITION
SWITCH IS TURNED ON.
(1) Check for burned out lamp.
(2) Using a voltmeter check for voltage at the clus-
ter conncctor:
(a) Pin 2 of the mechanical instrument cluster
for battery feed.
(b) Pin 11 of the mechanical instrument cluster
for ignition voltage.
(3) Repair as necessary.
RSCHIME/BUZZER8B-1
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FASTEN SEAT BELT LAMP OR TONE CONTINUES
FOR MORE THAN 10 SECONDS AFTER SEAT
BELTS ARE FASTENED AND DRIVER'S DOOR IS
CLOSED.
Refer to the proper Body Diagnostic Procedures
manual.
NO TONE WHEN PARK OR HEADLAMPS ARE ON
AND DRIVER'S DOOR IS OPEN.
Make sure ignition is in lock position with the key
removed.
(1) Check the BCM DTC's and BCM sensors to
verify the door is open. Repair as necessary.
(2) Actuate Chime (BCM actuates).
(3) Inspect BCM connectors and wires for proper
connection.
(4) Measure with a voltmeter the voltage (12v) on
BCM connector (PX2) pin 34 with harness connected.
DIAGNOSIS AND TESTING - DOME LAMP ON
CHIME
The dome lamp on chime will warn the driver that
the dome lamps have been left on.
When the ignition is OFF:
²Driver's door OPEN (door ajar switch is closed to
ground) and
²Dome lamps are ON (dome lamp switch is closed
to ground),
The chime will sound continuously until driver's
door is closed, dome lamps tuned OFF or until the
battery protection time out of 15 minutes has
expired. Chime rate: 168 to 192 chimes per minute.
DIAGNOSIS AND TESTING - ENGINE
TEMPERATURE CRITICAL CHIME
The engine temperature critical chime will warn
the driver that the vehicle's engine is overheating.
While monitoring the coolant temperature, the Pow-
ertrain Control Module (PCM) will send on the PCI
data bus as engine temperature every 1.376 seconds
to the cluster. The MIC calculates engine tempera-
ture and determines if a warning should occur. This
feature is functional only with the Ignition Switch in
the Run/Start position.
When the engine temperature reaches 122ÉC
(252ÉF) the MIC requests a chime from the BCM and
the engine temperature lamp comes ON. The MIC
turns OFF the lamp when the engine temperature
reaches 117ÉC (242ÉF). The MIC will chime continu-
ously (request from the BCM). The chime will turn
OFF after four minutes or when the temperature
reaches 117ÉC (242ÉF), which ever occurs first.
DIAGNOSIS AND TESTING - EXTERIOR LAMPS
ON CHIME
The exterior lamp on chime will warn the driver
that the exterior lights have been left on.
With the ignition switch OFF/key out of ignition:
²Driver's door is open (door ajar switch is closed
to ground)
²Parking lamps or headlamps ON (parking lamp
switch is closed to ground)
The chime will sound until lights are turned OFF,
driver's door closed or until the battery protection
time out of 3 minutes has expired.
Chime rate: 168 to 192 chimes per minute.
To test the exterior lamps left on function:
²Turn ignition off
²Remove ignition key
²Turn exterior lamps on with driver's door open.
Chime should sound until lamps are turned off or
driver's door is closed.
DIAGNOSIS AND TESTING - KEY-IN IGNITION
CHIME
The key-in ignition chime will act as a warning to
the driver that the ignition key has been left in the
ignition switch.
With the ignition switch is in OFF position ONLY:
²Driver's door is open/ajar (door ajar switch is
closed to ground)
²Key is in the ignition switch (ignition is in the
LOCK position)
The chime will sound until one of the above condi-
tions is removed or until battery protection time out
(15 min.) has expired. Chime rate: 168 to 192 chimes
per minute.
To test the key-in ignition function, insert key into
the ignition and open driver's door. Do not turn igni-
tion ON. Chime should sound until key is removed
from ignition or driver's door is closed.
For diagnosis and testing of the Key-In Accessory
chime, use the same testing procedure as above but
with the key in the accessory position.
DIAGNOSIS AND TESTING - LOW OIL
PRESSURE CHIME
The low oil pressure chime will warn the driver
that the engine oil pressure is low. The oil pressure
switch will close to ground during a low oil pressure
condition. The oil pressure lamp will illuminate in
the message center. The PCM will monitor the oil
pressure switch and signal a low oil pressure condi-
tion. A continuous four minute warning chime will
sound and the oil pressure lamp will come ON when
the following conditions are met:
²Ignition on and engine not cranking
8B - 2 CHIME/BUZZERRS
CHIME/BUZZER (Continued)
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(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 concealed
below the driver side end of the instrument panel in
the passenger compartment, where it is secured to
the dash panel.
The BCM utilizes integrated circuitry and informa-
tion carried on the Programmable Communications
Interface (PCI) data bus network along with many
hard wired inputs to monitor many sensor and
switch inputs throughout the vehicle. In response to
those inputs, the internal circuitry and programming
of the BCM allow it to control and integrate many
electronic functions and features of the vehicle
through both hard wired outputs and the transmis-
sion of electronic message outputs to other electronic
modules in the vehicle over the PCI data bus.
8E - 2 ELECTRONIC CONTROL MODULESRS
ELECTRONIC CONTROL MODULES (Continued)
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(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
(G) Generator Lamp Illuminated
GENERIC SCAN
TOOL CODEDRB SCAN TOOL DISPLAY DESCRIPTION OF DIAGNOSTIC TROUBLE CODE
P1682 (G) Charging System Voltage Too Low Battery voltage sense input below target charging voltage
during engine operation and no significant change in voltage
detected during active test of generator output circuit.
P1683 SPD CTRL PWR Relay; or S/C 12v
Driver CKTAn open or shorted condition detected in the speed control
servo power control circuit. (SBECII: ext relay).
P1684 Battery Loss In The Last 50 Starts The battery has been disconnected within the last 50 starts.
P1685 Skim Invalid Key The engine controler has received an invalid key from the
SKIM.
P1686 No SKIM BUS Messages Received No CCD/J1850 messages received from the Smart Key
Immobilizer Module (SKIM).
P1687 No MIC BUS Message No CCD/J1850 messages received from the Mechanical
Instrument Cluster (MIC) module.
P1693 DTC Detected in Companion Module A fault has been generated in the companion engine control
module.
P1694 Fault In Companion Module No CCD/J1850 messages received from the powertrain
control module-Aisin transmission.
P1695 No CCD/J1850 Message From Body
Control ModuleNo CCD/J1850 messages received from the body control
module.
P1696 (M) PCM Failure EEPROM Write Denied Unsuccessful attempt to write to an EEPROM location by the
control module.
P1697 (M) PCM Failure SRI Mile Not Stored Unsuccessful attempt to update Service Reminder Indicator
(SRI or EMR) mileage in the control module EEPROM.
P1698 (M) No CCD/J1850 Message From TCM No CCD/J1850 messages received from the electronic
transmission control module (EATX) or the Aisin transmission
controller.
P1719 Skip Shift Solenoid Circuit An open or shorted condition detected in the transmission
2-3 gear lock-out solenoid control circuit.
P1756 GOV Press Not Equal to Target @
15-20 PSIThe requested pressure and the actual pressure are not
within a tolerance band for the Governor Control System
which is used to regulate governor pressure to control shifts
for 1st, 2nd, and 3rd gear. (Mid Pressure Malfunction)
P1757 GOV Press Not Equal to Target @
15-20 PSIThe requested pressure and the actual pressure are not
within a tolerance band for the Governor Control System
which is used to regulate governor pressure to control shifts
for 1st, 2nd, and 3rd gear (Zero Pressure Malfunction)
P1762 Gov Press Sen Offset Volts Too Low
or HighThe Governor Pressure Sensor input is greater than a
calibration limit or is less than a calibration limit for 3
consecutive park/neutral calibrations.
P1763 Governor Pressure Sensor Volts Too
HiThe Governor Pressure Sensor input is above an acceptable
voltage level.
P1764 Governor Pressure Sensor Volts Too
LowThe Governor Pressure Sensor input is below an acceptable
voltage level.
P1765 Trans 12 Volt Supply Relay CTRL
CircuitAn open or shorted condition is detected in the Transmission
Relay control circuit. This relay supplies power to the TCC>
P1899 (M) P/N Switch Stuck in Park or in Gear Incorrect input state detected for the Park/Neutral switch.
8E - 18 ELECTRONIC CONTROL MODULESRS
POWERTRAIN CONTROL MODULE (Continued)
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PCM determines basic fuel injector pulse width from
this input.
²The PCM determines atmospheric air pressure
from the MAP sensor input to modify injector pulse
width.
When the key is in the ON position and the engine
is not running (zero rpm), the Auto Shutdown (ASD)
and fuel pump relays de-energize after approximately
1 second. Therefore, battery voltage is not supplied to
the fuel pump, ignition coil, fuel injectors and heated
oxygen sensors.
ENGINE START-UP MODE
This is an OPEN LOOP mode. If the vehicle is in
park or neutral (automatic transaxles) or the clutch
pedal is depressed (manual transaxles) the ignition
switch energizes the starter relay. The following
actions occur when the starter motor is engaged.
²If the PCM receives the camshaft position sensor
and crankshaft position sensor signals, it energizes
the Auto Shutdown (ASD) relay and fuel pump relay.
If the PCM does not receive both signals within
approximately one second, it will not energize the
ASD relay and fuel pump relay. The ASD and fuel
pump relays supply battery voltage to the fuel pump,
fuel injectors, ignition coil and heated oxygen sen-
sors.
²The PCM energizes the injectors (on the 69É
degree falling edge) for a calculated pulse width until
it determines crankshaft position from the camshaft
position sensor and crankshaft position sensor sig-
nals. The PCM determines crankshaft position within
1 engine revolution.
²After determining crankshaft position, the PCM
begins energizing the injectors in sequence. It adjusts
injector pulse width and controls injector synchroni-
zation by turning the individual ground paths to the
injectors On and Off.
²When the engine idles within664 RPM of its
target RPM, the PCM compares current MAP sensor
value with the atmospheric pressure value received
during the Ignition Switch On (zero RPM) mode.
Once the ASD and fuel pump relays have been
energized, the PCM determines injector pulse width
based on the following:
²Battery voltage
²Engine coolant temperature
²Engine RPM
²Inlet/Intake air temperature (IAT)
²MAP
²Throttle position
²The number of engine revolutions since cranking
was initiated
During Start-up the PCM maintains ignition tim-
ing at 9É BTDC.
ENGINE WARM-UP MODE
This is an OPEN LOOP mode. The following inputs
are received by the PCM:
²Engine coolant temperature
²Manifold Absolute Pressure (MAP)
²Inlet/Intake air temperature (IAT)
²Crankshaft position (engine speed)
²Camshaft position
²Knock sensor
²Throttle position
²A/C switch
²Battery voltage
²Vehicle speed
²Speed control
²O2 sensors
The PCM adjusts injector pulse width and controls
injector synchronization by turning the individual
ground paths to the injectors On and Off.
The PCM adjusts ignition timing and engine idle
speed. Engine idle speed is adjusted through the idle
air control motor.
CRUISE OR IDLE MODE
When the engine is at operating temperature this
is a CLOSED LOOP mode. During cruising or idle
the following inputs are received by the PCM:
²Inlet/Intake air temperature
²Engine coolant temperature
²Manifold absolute pressure
²Crankshaft position (engine speed)
²Camshaft position
²Knock sensor
²Throttle position
²Exhaust gas oxygen content
²A/C control positions
²Battery voltage
²Vehicle speed
The PCM adjusts injector pulse width and controls
injector synchronization by turning the individual
ground paths to the injectors On and Off.
The PCM adjusts engine idle speed and ignition
timing. The PCM adjusts the air/fuel ratio according
to the oxygen content in the exhaust gas (measured
by the upstream and downstream heated oxygen sen-
sor).
The PCM monitors for engine misfire. During
active misfire and depending on the severity, the
PCM either continuously illuminates or flashes the
malfunction indicator lamp (Check Engine light on
instrument panel). Also, the PCM stores an engine
misfire DTC in memory.
The PCM performs several diagnostic routines.
They include:
²Oxygen sensor monitor
²Downstream heated oxygen sensor diagnostics
during open loop operation (except for shorted)
8E - 20 ELECTRONIC CONTROL MODULESRS
POWERTRAIN CONTROL MODULE (Continued)
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²Fuel system monitor
²EGR monitor
²Purge system monitor
²All inputs monitored for proper voltage range.
²All monitored components (refer to the Emission
section for On-Board Diagnostics).
The PCM compares the upstream and downstream
heated oxygen sensor inputs to measure catalytic
convertor efficiency. If the catalyst efficiency drops
below the minimum acceptable percentage, the PCM
stores a diagnostic trouble code in memory.
During certain idle conditions, the PCM may enter
a variable idle speed strategy. During variable idle
speed strategy the PCM adjusts engine speed based
on the following inputs.
²A/C sense
²Battery voltage
²Battery temperature
²Engine coolant temperature
²Engine run time
²Inlet/Intake air temperature
²Vehicle mileage
ACCELERATION MODE
This is a CLOSED LOOP mode. The PCM recog-
nizes an abrupt increase in Throttle Position sensor
output voltage or MAP sensor output voltage as a
demand for increased engine output and vehicle
acceleration. The PCM increases injector pulse width
in response to increased fuel demand.
DECELERATION MODE
This is a CLOSED LOOP mode. During decelera-
tion the following inputs are received by the PCM:
²A/C sense
²Battery voltage
²Inlet/Intake air temperature
²Engine coolant temperature
²Crankshaft position (engine speed)
²Exhaust gas oxygen content (upstream heated
oxygen sensor)
²Knock sensor
²Manifold absolute pressure
²Throttle position
²IAC motor control changes in response to MAP
sensor feedback
The PCM may receive a closed throttle input from
the Throttle Position Sensor (TPS) when it senses an
abrupt decrease in manifold pressure. This indicates
a hard deceleration. In response, the PCM may
momentarily turn off the injectors. This helps
improve fuel economy, emissions and engine braking.
WIDE-OPEN-THROTTLE MODE
This is an OPEN LOOP mode. During wide-open-
throttle operation, the following inputs are used by
the PCM:
²Inlet/Intake air temperature
²Engine coolant temperature
²Engine speed
²Knock sensor
²Manifold absolute pressure
²Throttle position
When the PCM senses a wide-open-throttle condi-
tion through the Throttle Position Sensor (TPS) it de-
energizes the A/C compressor clutch relay. This
disables the air conditioning system.
The PCM does not monitor the heated oxygen sen-
sor inputs during wide-open-throttle operation except
for downstream heated oxygen sensor and both
shorted diagnostics. The PCM adjusts injector pulse
width to supply a predetermined amount of addi-
tional fuel.
IGNITION SWITCH OFF MODE
When the operator turns the ignition switch to the
OFF position, the following occurs:
²All outputs are turned off, unless 02 Heater
Monitor test is being run. Refer to the Emission sec-
tion for On-Board Diagnostics.
²No inputs are monitored except for the heated
oxygen sensors. The PCM monitors the heating ele-
ments in the oxygen sensors and then shuts down.
STANDARD PROCEDURES - OBTAINING
DIAGNOSTIC TROUBLE CODES
BULB CHECK
Each time the ignition key is turned to the ON
position, the malfunction indicator (check engine)
lamp on the instrument panel should illuminate for
approximately 2 seconds then go out. This is done for
a bulb check. When the key is in the power on, but
engine off position, the MIL will remain illuminated
for regulatory purposes.
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.
RSELECTRONIC CONTROL MODULES8E-21
POWERTRAIN CONTROL MODULE (Continued)
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(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.
OBTAINING DTC'S USING IGNITION KEY
(1) Cycle the ignition key On - Off - On - Off - On
within 5 seconds.
(2) The Odometer will show the P-code for the
DTC code number. Refer to the Emission section for
the DTC chart for a detailed explanation of the DTC
codes.
(3) If no DTC's are present, the cluster will display
one of two texts: ªP1684º and ªdoneº or only ªdoneº.
²P1684 is only a status and indicates that the
PCM memory has been cleared within the last 50
ignition cycles and does not indicate a problem.
²done indicates that NO DTCs are present and
the procedure is complete.
REMOVAL
(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.
INSTALLATION
(1) Install the PCM.
(2) Install the lower PCM mounting bolt. Tighten
bolt.
(3) Install the 2 upper PCM bracket bolts. Tighten
bolt.
(4) Install the headlamp, refer to the Lamps sec-
tion for more information.
(5) Install the 2 PCM connectors.
(6) Install the battery shield, refer to the Battery
section for more information.
(7) Connect the negative battery cable.
SENTRY KEY IMMOBILIZER
MODULE
DESCRIPTION
The Sentry Key Immobilizer Module (SKIM) con-
tains a Radio Frequency (RF) transceiver and a
microprocessor. The SKIM retains in memory the ID
numbers of any Sentry Key that is programmed to it.
The maximum number of keys that may be pro-
grammed to each module is eight (8). The SKIM also
communicates over the PCI bus with the Powertrain
Control Module (PCM), the Body Control Module
(BCM), and the DRB IIItscan tool. The SKIM trans-
mits and receives RF signals through a tuned
antenna enclosed within a molded plastic ring forma-
tion that is integral to the SKIM housing. When the
Fig. 11 PCM
1 - Attaching Bolts
Fig. 12 PCM LOWER BOLT
8E - 22 ELECTRONIC CONTROL MODULESRS
POWERTRAIN CONTROL MODULE (Continued)
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SKIM is properly installed on the steering column,
the antenna ring fits snugly around the circumfer-
ence of the ignition lock cylinder housing. If this ring
is not mounted properly, communication problems
may arise in the form of transponder-related faults.
For added system security, each SKIM is pro-
grammed with a unique9Secret Key9code. This code
is stored in memory and is sent over the PCI bus to
the PCM and to each key that is programmed to
work with the vehicle. The9Secret Key9code is there-
fore a common element found in all components of
the Sentry Key Immobilizer System (SKIS). In the
event that a SKIM replacement is required, the
9Secret Key9code can be restored from the PCM by
following the SKIM replacement procedure found in
the DRB IIItscan tool. Proper completion of this
task will allow the existing ignition keys to be repro-
grammed. Therefore, new keys will NOT be needed.
In the event that the original9Secret Key9code can
not be recovered, new ignition keys will be required.
The DRB IIItscan tool will alert the technician if
key replacement is necessary. Another security code,
called a PIN, is used to gain secured access to the
SKIM for service. The SKIM also stores in its mem-
ory the Vehicle Identification Number (VIN), which it
learns through a bus message from the assembly
plant tester. The SKIS scrambles the information
that is communicated between its components in
order to reduce the possibility of unauthorized SKIM
access and/or disabling.
OPERATION
When the ignition switch is moved to the RUN
position, the SKIM transmits an RF signal to the
transponder in the ignition key. The SKIM then
waits for a response RF signal from the transponder
in the key. If the response received identifies the key
as valid, the SKIM sends a9valid key9message to
the PCM over the PCI bus. If the response received
identifies the key as invalid or no response is
received from the transponder in the ignition key, the
SKIM sends an9invalid key9message to the PCM.
The PCM will enable or disable engine operation
based upon the status of the SKIM messages. It is
important to note that the default condition in the
PCM is9invalid key.9Therefore, if no response is
received by the PCM, the engine will be immobilized
after two (2) seconds of running.
The SKIM also sends indicator light status mes-
sages to the BCM to operate the light. This is the
method used to turn the light ON solid or to flash it
after the indicator light test is complete to signify a
fault in the SKIS. If the light comes ON and stays
ON solid after the indicator light test, this signifies
that the SKIM has detected a system malfunction
and/or that the SKIS has become inoperative. If theSKIM detects an invalid keyORa key-related fault
exists, the indicator light will flash following the
indicator light test. The SKIM may also request an
audible chime if the customer key programming fea-
ture is available and the procedure is being utilized.
Refer to Electrical, Vehicle Theft Security, Transpon-
der Key, Standard Procedure - Transponder Program-
ming.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove Lower Instrument Panel Cover. Refer
to Body, Instrument Panel, Lower Instrument Panel
Cover, Removal.
(3) Remove the steering column upper and lower
shrouds. Refer to Steering, Column, Column Shroud,
Removal.
(4) Disengage the steering column wire harness
from the Sentry Key Immobilizer Module (SKIM).
(5) Remove the one screws securing the SKIM to
the steering column.
(6) Rotate the SKIM upwards and then to the side
away from the steering column to slide the SKIM
antenna ring from around the ignition switch lock
cylinder housing.
(7) Remove the SKIM from the vehicle.
INSTALLATION
(1) Slip the SKIM antenna ring around the igni-
tion switch lock cylinder housing. Rotate the SKIM
downwards and then towards the steering column.
(2) Install the one screws securing the SKIM to
the steering column.
(3) Engage the steering column wire harness from
the Sentry Key Immobilizer Module (SKIM).
(4) Install the steering column upper and lower
shrouds. Refer to Steering, Column, Column Shroud,
Installation.
(5) Install the Lower Instrument Panel Cover.
Refer to Body, Instrument Panel, Lower Instrument
Panel Cover, Installation.
(6) Connect the battery negative cable.
SLIDING DOOR CONTROL
MODULE
DESCRIPTION
Vehicles equipped with a power sliding door utilize
a sliding door control module. The sliding door con-
trol module is located behind the sliding door trim
panel in the center of the door, just above the sliding
door motor. This module controls the operation of the
door through the Programmable Communication
Interface (PCI) J1850 data bus circuit and the Body
RSELECTRONIC CONTROL MODULES8E-23
SENTRY KEY IMMOBILIZER MODULE (Continued)
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(4) Allow the battery to stabilize to open-circuit
voltage. It may take up to five minutes for the bat-
tery voltage to stabilize.
(5) Rotate the load control knob to maintain a load
equal to 50% of the CCA rating of the battery (Fig.
14). After fifteen seconds, record the loaded voltage
reading, then return the load control knob to the Off
position.
(6) The voltage drop will vary with the battery
temperature at the time of the load test. The battery
temperature can be estimated by using the ambient
temperature during the past several hours. If the
battery has been charged, boosted, or loaded a few
minutes prior to the test, the battery will be some-
what warmer. See the Load Test Temperature Table
for the proper loaded voltage reading.
LOAD TEST TEMPERATURE TABLE
Minimum VoltageTemperature
ÉF ÉC
9.6 volts 70É and above 21É and above
9.5 volts 60É 16É
9.4 volts 50É 10É
9.3 volts 40É 4É
9.1 volts 30É -1É
8.9 volts 20É -7É
8.7 volts 10É -12É
8.5 volts 0É -18É
(7) If the voltmeter reading falls below 9.6 volts, at
a minimum battery temperature of 21É C (70É F), the
battery is faulty and must be replaced.
STANDARD PROCEDURE - IGNITION-OFF
DRAW TEST
The term Ignition-Off Draw (IOD) identifies a nor-
mal condition where power is being drained from the
battery with the ignition switch in the Off position. A
normal vehicle electrical system will draw from five
to thirty-five milliamperes (0.005 to 0.035 ampere)
with the ignition switch in the Off position, and all
non-ignition controlled circuits in proper working
order. Up to thirty-five milliamperes are needed to
enable the memory functions for the Powertrain Con-
trol Module (PCM), digital clock, electronically tuned
radio, and other modules which may vary with the
vehicle equipment.
A vehicle that has not been operated for approxi-
mately twenty days, may discharge the battery to an
inadequate level. When a vehicle will not be used for
twenty days or more (stored), remove the IOD fuse
from the Power Distribution Center (PDC). This will
reduce battery discharging.
Excessive IOD can be caused by:
²Electrical items left on.
²Faulty or improperly adjusted switches.
²Faulty or shorted electronic modules and compo-
nents.
²An internally shorted generator.
²Intermittent shorts in the wiring.
If the IOD is over thirty-five milliamperes, the
problem must be found and corrected before replac-
ing a battery. In most cases, the battery can be
charged and returned to service after the excessive
IOD condition has been corrected.
(1) Verify that all electrical accessories are off.
Turn off all lamps, remove the ignition key, and close
all doors. If the vehicle is equipped with an illumi-
nated entry system or an electronically tuned radio,
allow the electronic timer function of these systems
to automatically shut off (time out). This may take
up to three minutes. See the Electronic Module Igni-
tion-Off Draw Table for more information.
Fig. 14 Load 50% CCA Rating - Note Voltage -
Typical
8F - 14 BATTERY SYSTEMRS
BATTERY (Continued)
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(5) The coil ground terminal (85) is connected to
the electromagnet in the relay. It is grounded
through the transmission range sensor only when the
gearshift selector lever is in the Park or Neutral
positions. Check for continuity to ground at the cav-
ity for relay terminal 85. If not OK with an auto-
matic transmission, check for an open or short circuit
to the transmission range sensor and repair.
SAFETY SWITCHES
For diagnostics of the Transmission Range Sensor,
refer to the Transaxle section for more information.
If equipped with Clutch Interlock/Upstop Switch,
refer to Diagnosis and Testing in the Clutch section.
IGNITION SWITCH
After testing starter solenoid and relay, test igni-
tion switch and wiring. Refer to the Ignition Section
or Wiring Diagrams for more information. Check all
wiring for opens or shorts, and all connectors for
being loose or corroded.
BATTERY
For battery diagnosis and testing, refer to the Bat-
tery section for procedures.
ALL RELATED WIRING AND CONNECTORS
Refer to Wiring Diagrams for more information.
FEED CIRCUIT RESISTANCE TEST
Before proceeding with this operation, review Diag-
nostic Preparation and Starter Feed Circuit Tests.
The following operation will require a voltmeter,
accurate to 1/10 of a volt.
CAUTION: Ignition and Fuel systems must be dis-
abled to prevent engine start while performing the
following tests.
(1) To disable the Ignition and Fuel systems, dis-
connect the Automatic Shutdown Relay (ASD). The
ASD relay is located in the Power Distribution Cen-
ter (PDC). Refer to the PDC cover for proper relay
location.
(2) Remove the air cleaner assembly for access to
battery terminals. Refer to the Fuel section for ser-
vice procedures.
(3) With all wiring harnesses and components
properly connected, perform the following:
(a) Connect the negative lead of the voltmeter to
the battery negative post, and positive lead to the
battery negative cable clamp. Rotate and hold the
ignition switch in the START position. Observe the
voltmeter. If voltage is detected, correct poor con-
tact between cable clamp and post.(b) Connect positive lead of the voltmeter to the
battery positive post, and negative lead to the bat-
tery positive cable clamp. Rotate and hold the igni-
tion switch key in the START position. Observe the
voltmeter. If voltage is detected, correct poor con-
tact between the cable clamp and post.
(c) Connect negative lead of voltmeter to battery
negative terminal, and positive lead to engine
block near the battery cable attaching point.
Rotate and hold the ignition switch in the START
position. If voltage reads above 0.2 volt, correct
poor contact at ground cable attaching point. If
voltage reading is still above 0.2 volt after correct-
ing poor contacts, replace ground cable.
(4) Connect positive voltmeter lead to the starter
motor housing and the negative lead to the battery
negative terminal. Hold the ignition switch key in
the START position. If voltage reads above 0.2 volt,
correct poor starter to engine ground.
(a) Connect the positive voltmeter lead to the
battery positive terminal, and negative lead to bat-
tery cable terminal on starter solenoid. Rotate and
hold the ignition switch in the START position. If
voltage reads above 0.2 volt, correct poor contact at
battery cable to solenoid connection. If reading is
still above 0.2 volt after correcting poor contacts,
replace battery positive cable.
(b) If resistance tests do not detect feed circuit
failures, replace the starter motor.FEED CIRCUIT TEST
NOTE: The following results are based upon the
vehicle being at room temperature.
The following procedure will require a suitable
volt-ampere tester (Fig. 2).
CAUTION: Before performing any starter tests, the
ignition and fuel systems must be disabled.
Fig. 2 Volt Ampere Tester
RSSTARTING8F-31
STARTING (Continued)
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