ESP JEEP GRAND CHEROKEE 2002 WJ / 2.G Service Manual

OPERATION
The power window system includes the Driver
Door Module (DDM) and Passenger Door Module
(PDM), which are mounted in their respective front
door, the rear door power window switches mounted
on the rear doors, and the power window motors
mounted to the window regulator in each door. The
DDM houses four master power window switches, the
power window lockout switch and the control logic for
the driver side front and rear door power windows.
The PDM houses the passenger side front door power
window switch and the control logic for the passenger
side front and rear door power windows.
When a master power window switch on the DDM
is used to operate a passenger side power window,
the DDM sends the window switch actuation mes-
sage to the PDM over the Programmable Communi-
cations Interface (PCI) data bus. The PDM responds
to these messages by sending control outputs to move
the passenger side power window motors. In addi-
tion, when the power window lockout switch in the
DDM is actuated to disable power window operation,
a lockout message is sent to the PDM over the PCI
data bus.
The Body Control Module (BCM) also supports and
controls certain features of the power window sys-
tem. The BCM receives a hard wired input from the
ignition switch. The programming in the BCM allows
it to process the information from this input and
send ignition switch status messages to the DDM
and the PDM over the PCI data bus. The DDM and
PDM use this information and hard wired inputs
from the front door ajar switches to control the light-
ing of the power window switch lamps, and to control
the operation of the power window after ignition-off
feature.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the power window system.
DIAGNOSIS AND TESTING - POWER
WINDOWS
Following are tests that will help to diagnose the
hard wired components and circuits of the power
window system. However, these tests may not prove
conclusive in the diagnosis of this system. In order to
obtain conclusive testing of the power window sys-
tem, 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 window system components must be
checked.The most reliable, efficient, and accurate means to
diagnose the power window system requires the use
of a DRB scan tool and the proper Diagnostic Proce-
dures manual. The DRB scan tool can provide confir-
mation that the PCI data bus is functional, that all
of the electronic modules are sending and receiving
the proper messages on the PCI data bus, and that
the power window motors are being sent the proper
hard wired outputs by the door modules for them to
perform their power window system functions.
For complete circuit diagrams, refer to the appro-
priate wiring information. The wiring information
includes wiring diagrams, proper wire and connector
repair procedures, details of wire harness routing
and retention, connector pin-out information and
location views for the various wire harness connec-
tors, splices and grounds.
ALL WINDOWS INOPERATIVE
(1) Check the operation of the power lock switch
on the driver side front door. If all of the doors lock
and unlock, but none of the power windows operate,
use a DRB scan tool and the proper Diagnostic Pro-
cedures manual to check the Body Control Module
(BCM), the Driver Door Module (DDM) and the PCI
data bus for proper operation. If not OK, go to Step
2.
(2) Check the operation of the power lock switch
on the passenger side front door. If the passenger
doors lock and unlock, but the driver side front door
does not, go to Step 5. If all of the power locks and
power windows are inoperative from both front doors,
go to Step 3.
(3) Check the fused B(+) fuse in the Power Distri-
bution Center (PDC). If OK, go to Step 4. If not OK,
repair the shorted circuit or component as required
and replace the faulty fuse.
(4) Check for battery voltage at the fused B(+) fuse
in the PDC. If OK, go to Step 5. If not OK, repair the
open fused B(+) circuit to the battery as required.
(5) Disconnect and isolate the battery negative
cable. Remove the trim panel from the driver side
front door. Disconnect the 15-way door wire harness
connector from the DDM connector receptacle. Check
for continuity between the ground circuit cavity of
the 15-way door wire harness connector for the DDM
and a good ground. There should be continuity. If
OK, go to Step 6. If not OK, repair the open ground
circuit to ground as required.
(6) Reconnect the battery negative cable. Check for
battery voltage at the fused B(+) circuit cavity of the
15-way door wire harness connector for the DDM. If
OK, replace the faulty DDM. If not OK, repair the
open fused B(+) circuit to the fuse in the PDC as
required.
8N - 34 POWER WINDOWSWJ
POWER WINDOWS (Continued)

ACTIVE RESTRAINTS
The active restraints for this model include:
²Front Seat Belts- Both front seating positions
are equipped with three-point seat belt systems
employing a lower B-pillar mounted inertia latch-
type retractor, height-adjustable upper B-pillar
mounted turning loops, a fixed lower seat belt anchor
secured to the lower B-pillar, and a fixed end-release
seat belt buckle secured to the side of the floor panel
transmission tunnel. Both front seat belt buckles
include an integral Hall-effect seat belt switch that
detects whether its respective seat belt has been fas-
tened.
²Rear Seat Belts- Both outboard rear seating
positions are equipped with three-point seat belt sys-
tems. The outboard seating position belts employ a
lower C-pillar mounted inertia latch-type retractor,
height-adjustable upper C-pillar mounted turning
loops, and a fixed lower seat belt anchor secured to
the floor panel. The center rear seating position of
vehicles manufactured for sale in North America has
a lap belt that is anchored to the rear floor panel
with the right outboard seat belt buckle. Vehicles
manufactured for sale outside of North America are
equipped with a three-point seat belt in the rear seat
center seating position. This seat belt has an inertia
latch-type retractor that is integral to the rear seat
back panel, and the lower belt anchor is secured to
the rear floor panel with the right outboard seat belt
buckle. A cable from the seat back latch locks the
center belt retractor spool unless the seat back is
fully latched. All three rear seat belts have fixed end-
release seat belt buckles secured to the rear floor
panel, a single buckle unit on the right side and a
double buckle unit on the left side.
²Child Seat Tether Anchors- All vehicles are
equipped with three, fixed-position, child seat upper
tether anchors and two lower anchors. Two upper
anchors are integral to the back of the right rear seat
back panel, and one is integral to the left rear seat
back panel. The two lower anchors are integral to the
outboard rear seat back brackets.
PASSIVE RESTRAINTS
The passive restraints available for this model
include the following:
²Dual Front Airbags- Multistage driver and
front passenger airbags are available for this model.
This airbag system is a passive, inflatable, Supple-
mental Restraint System (SRS) and vehicles with
this equipment can be readily identified by the ªSRS
- AIRBAGº logo molded into the driver airbag trim
cover in the center of the steering wheel and also
into the passenger airbag door area of the instru-
ment panel top pad above the glove box (Fig. 2).
Vehicles with the airbag system can also be identifiedby the airbag indicator, which will illuminate in the
instrument cluster for about seven seconds as a bulb
test each time the ignition switch is turned to the On
position.
²Side Curtain Airbags- Optional side curtain
airbags are available for this model when it is also
equipped with dual front airbags. This airbag system
is a passive, inflatable, Supplemental Restraint Sys-
tem (SRS) and vehicles with this equipment can be
readily identified by a molded identification trim but-
ton with the ªSRS - AIRBAGº logo located on the
headliner above each B-pillar (Fig. 2).
The supplemental restraint system includes the
following major components, which are described in
further detail elsewhere in this service information:
²Airbag Control Module- The Airbag Control
Module (ACM) is also sometimes referred to as the
Occupant Restraint Controller (ORC). The ACM is
located on a mount on the floor panel transmission
tunnel near the park brake release mechanism,
under the center floor console.
²Airbag Indicator- The airbag indicator is inte-
gral to the ElectroMechanical Instrument Cluster
(EMIC), which is located on the instrument panel in
front of the driver.
²Clockspring- The clockspring is located near
the top of the steering column, directly beneath the
steering wheel.
²Driver Airbag- The driver airbag is located in
the center of the steering wheel, beneath the driver
airbag trim cover.
²Driver Knee Blocker- The driver knee blocker
is a structural unit secured to the back side of and
integral to the instrument panel steering column
opening cover.
²Front Impact Sensor- Two front impact sen-
sors are used on vehicles equipped with dual front
airbags, one left side and one right side. One sensor
is located on a bracket on the lower inboard side of
each vertical member of the radiator support.
Fig. 2 SRS Logo
WJRESTRAINTS 8O - 3
RESTRAINTS (Continued)

(3) Align and seat the one pin and the two mount-
ing ears on the clockspring case to their respective
holes in the multi-function switch mounting housing.
(4) Install and tighten the two clockspring mount-
ing screws. Tighten the screws to 2.5 N´m (22 in.
lbs.).
(5) Reconnect the two instrument panel wire har-
ness connectors for the clockspring to the two connec-
tor receptacles below the steering column on the back
of the clockspring case.
(6) Position the lower tilting steering column
shroud onto the steering column (Fig. 16).
(7) Install and tighten the screw that secures the
lower tilting steering column shroud to the multi-
function switch mounting housing. Tighten the screw
to 2 N´m (17 in. lbs.).
(8) Position the upper tilting column shroud onto
the steering column with the hazard warning switch
button inserted through the hole in the upper surface
of the shroud. Align the upper tilting steering column
shroud to the lower shroud and snap the two shroud
halves together.
(9) Align the snap features on the upper and lower
shrouds and apply hand pressure to snap them
together.
(10) Reinstall the steering wheel onto the steering
column. (Refer to 19 - STEERING/COLUMN/STEER-
ING WHEEL - INSTALLATION).
(11)
Reconnect the steering wheel wire harness con-
nectors to the upper clockspring connector receptacles.
(12) Reinstall the driver airbag onto the steering
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - INSTALLATION).
DRIVER AIRBAG
DESCRIPTION
The injection molded, thermoplastic driver airbag
protective trim cover is the most visible part of the
driver airbag (Fig. 18). The driver airbag is located in
the center of the steering wheel, where it is secured
with two screws to the two horizontal spokes of the
four-spoke steering wheel armature. A stamped, satin
polished emblem with the Jeeptlogo is applied to the
center of the trim cover. Concealed beneath the
driver airbag trim cover are the horn switch, the
folded airbag cushion, the airbag retainer or housing,
the airbag inflator, and the retainers that secure the
inflator to the airbag housing.
The airbag cushion, housing, and inflator are
secured within an integral receptacle molded into the
back of the trim cover. The driver airbag trim cover
has locking blocks molded into the back side of it
that engage a lip formed around the perimeter of the
airbag housing. Two stamped metal retainers then fitover the inflator mounting studs on the back of the
airbag housing and are engaged in slots within the
upper and lower trim cover locking blocks, securely
locking the cover into place.
The resistive membrane-type horn switch is
secured within a plastic tray that is inserted in a
pocket or pouch sewn onto the airbag cushion
retainer strap, between the trim cover and the folded
airbag cushion. The horn switch ground pigtail wire
has an eyelet terminal connector that is captured on
the upper right inflator mounting stud between the
inflator and the upper trim cover retainer. The horn
switch feed pigtail wire has a white, molded plastic
insulator that is secured by an integral retainer to a
mounting hole located in the upper trim cover
retainer near the upper left corner on the back of the
airbag housing, and is connected to the vehicle elec-
trical system through a take out and connector of the
steering wheel wire harness.
The airbag used in this model is a multistage, Next
Generation-type that complies with revised federal air-
bag standards to deploy with less force than those used
in some prior models. A radial deploying fabric airbag
cushion with tethers is used. The airbag inflator is a
dual-initiator, non-azide, pyrotechnic-type unit with
four mounting studs and is secured to the stamped
metal airbag housing using four hex nuts with washers.
Two keyed and color-coded connector receptacles on the
driver airbag inflator connect the two inflator initiators
to the vehicle electrical system through two yellow-
jacketed, two-wire pigtail harnesses of the clockspring.
The driver airbag cannot be repaired, and must be
replaced if deployed or in any way damaged. The driver
airbag trim cover and the horn switch are available
individually, and may be disassembled from the driver
airbag for service replacement.
Fig. 18 Driver Airbag Trim Cover
1 - STEERING WHEEL
2 - TRIM COVER
8O - 18 RESTRAINTSWJ
CLOCKSPRING (Continued)

WARNING: THE DRIVER AIRBAG TRIM COVER
MUST NEVER BE PAINTED. REPLACEMENT TRIM
COVERS ARE SERVICED IN THE ORIGINAL COL-
ORS. PAINT MAY CHANGE THE WAY IN WHICH THE
MATERIAL OF THE TRIM COVER RESPONDS TO AN
AIRBAG DEPLOYMENT. FAILURE TO OBSERVE
THIS WARNING COULD RESULT IN OCCUPANT
INJURIES UPON AIRBAG DEPLOYMENT.
NOTE: If the horn switch and tray have been
removed from the sewn pouch in the airbag cush-
ion retaining strap, be certain that they are properly
reinstalled with the horn switch feed and ground
pigtail wires properly oriented before assembling
the trim cover onto the airbag housing. (Refer to 8 -
ELECTRICAL/HORN/HORN SWITCH - INSTALLA-
TION).
(1) Carefully position the driver airbag in the trim
cover. Be certain that the horn switch feed and
ground pigtail wires are not pinched between the air-
bag housing and the trim cover locking blocks.
(2) Engage the upper and lower trim cover locking
blocks with the lip of the driver airbag housing, then
engage the locking blocks on each side of the trim
cover with the lip of the housing. Be certain that
each of the locking blocks is fully engaged on the lip
of the airbag housing (Fig. 23).
(3) Reinstall the horn switch ground pigtail wire
eyelet terminal over the right upper airbag housing
stud.
(4) Reinstall the upper and lower airbag trim cover
retainers over the airbag housing studs. Be certain
that the tabs on each retainer are engaged in the
retainer slots of the upper and lower trim cover lock-
ing blocks (Fig. 22).
(5) Install and tighten the nuts that secure the
trim cover retainers to the airbag housing studs.
Tighten the nuts to 6.8 N´m (60 in. lbs.).
(6) Engage the horn switch feed pigtail wire con-
nector retainer in the mounting hole in the upper
trim cover retainer.
(7) Reinstall the driver airbag onto the steering
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - INSTALLATION).
INSTALLATION
The following procedure is for replacement of a
faulty or damaged driver airbag. If the airbag is
faulty or damaged, but not deployed, review the rec-
ommended procedures for handling non-deployed
supplemental restraints. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - HAN-
DLING NON-DEPLOYED SUPPLEMENTAL
RESTRAINTS). If the driver airbag has been
deployed, review the recommended procedures forservice after a supplemental restraint deployment
before removing the airbag from the vehicle. (Refer to
8 - ELECTRICAL/RESTRAINTS - STANDARD PRO-
CEDURE - SERVICE AFTER A SUPPLEMENTAL
RESTRAINT DEPLOYMENT).
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, FRONT IMPACT SENSOR,
SIDE IMPACT SENSOR, SIDE CURTAIN AIRBAG, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY NEGATIVE (GROUND) CABLE, THEN WAIT
TWO MINUTES FOR THE SYSTEM CAPACITOR TO
DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
Fig. 23 Driver Airbag Trim Cover Locking Blocks
Engaged
1 - LIP
2 - TRIM COVER
3 - HORN SWITCH
4 - AIRBAG HOUSING
5 - LOCKING BLOCK
8O - 22 RESTRAINTSWJ
DRIVER AIRBAG (Continued)

WARNING: USE EXTREME CARE TO PREVENT ANY
FOREIGN MATERIAL FROM ENTERING THE DRIVER
AIRBAG, OR BECOMING ENTRAPPED BETWEEN
THE DRIVER AIRBAG CUSHION AND THE DRIVER
AIRBAG TRIM COVER. FAILURE TO OBSERVE THIS
WARNING COULD RESULT IN OCCUPANT INJURIES
UPON AIRBAG DEPLOYMENT.
WARNING: THE DRIVER AIRBAG TRIM COVER
MUST NEVER BE PAINTED. REPLACEMENT AIR-
BAGS AND TRIM COVERS ARE SERVICED IN THE
ORIGINAL COLORS. PAINT MAY CHANGE THE WAY
IN WHICH THE MATERIAL OF THE TRIM COVER
RESPONDS TO AN AIRBAG DEPLOYMENT. FAIL-
URE TO OBSERVE THIS WARNING COULD RESULT
IN OCCUPANT INJURIES UPON AIRBAG DEPLOY-
MENT.
(1) Assemble the driver airbag trim cover onto the
airbag housing. (Refer to 8 - ELECTRICAL/RE-
STRAINTS/DRIVER AIRBAG - ASSEMBLY).
(2) Position the driver airbag close enough to the
steering wheel to reconnect all three electrical con-
nections on the back of the airbag housing.
(3) When installing the driver airbag, reconnect
the two clockspring driver airbag pigtail wire connec-
tors to the airbag inflator connector receptacles by
pressing straight in on the connectors (Fig. 19), then
pushing the locks straight into the connectors. You
can be certain that the connector is fully engaged by
listening carefully for a distinct, audible click as the
connector latches snap into place.
(4) Reconnect the steering wheel wire harness con-
nector for the horn switch to the horn switch feed
pigtail wire connector, which is located at the back of
the driver airbag housing.
(5) Carefully position the driver airbag in the
steering wheel. Be certain that the clockspring pig-
tail wires and steering wheel wire harness in the
steering wheel hub area are not pinched between the
driver airbag and the steering wheel armature.
(6) From the underside of the steering wheel,
install and tighten the two screws that secure the
driver airbag to the steering wheel armature.
Tighten the screws to 10 N´m (90 in. lbs.).
(7) Do not reconnect the battery negative cable at
this time. The supplemental restraint system verifi-
cation test procedure should be performed following
service of any supplemental restraint system compo-
nent. (Refer to 8 - ELECTRICAL/RESTRAINTS -
STANDARD PROCEDURE - VERIFICATION TEST).FRONT IMPACT SENSOR
DESCRIPTION
Two front impact sensors are used on this model,
one each for the left and right sides of the vehicle
(Fig. 24). These sensors are mounted remotely from
the impact sensor that is internal to the Airbag Con-
trol Module (ACM). The right and left front and side
impact sensors are identical in construction and cal-
ibration with the exception of the right-hand and
left-hand die cast aluminum mounting brackets to
which each front impact sensor is secured with two
screws. The front impact sensor brackets are secured
with three screws to the front and inboard sides of
the right and left vertical members of the radiator
support within the engine compartment.
The impact sensor housing has an integral connec-
tor receptacle and two integral mounting ears, each
with a metal sleeve to provide crush protection. A cav-
ity in the center of the molded black plastic impact
sensor housing contains the electronic circuitry of the
sensor which includes an electronic communication
chip and an electronic impact sensor. Potting material
fills the cavity to seal and protect the internal elec-
tronic circuitry and components. The front impact sen-
sors are each connected to the vehicle electrical
system through a dedicated take out and connector of
the right or left headlamp and dash wire harnesses.
The front impact sensors cannot be repaired or
adjusted and, if damaged or faulty, they must be
replaced. If a front impact sensor is faulty, only the
sensor needs to be replaced. If the sensor or the sen-
sor mounting bracket is damaged or faulty, or if
proper tightening torque of the screws that secure
the sensor to the bracket cannot be achieved, the
sensor and bracket unit must be replaced.
Fig. 24 Front Impact Sensor
1 - SENSOR
2 - CONNECTOR RECEPTACLE
WJRESTRAINTS 8O - 23
DRIVER AIRBAG (Continued)

INSTALLATION
The following procedure is for replacement of a
faulty or damaged passenger airbag. If the airbag is
faulty or damaged, but not deployed, review the rec-
ommended procedures for handling non-deployed
supplemental restraints. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - HAN-
DLING NON-DEPLOYED SUPPLEMENTAL
RESTRAINTS). If the passenger airbag has been
deployed, review the recommended procedures for
service after a supplemental restraint deployment
before removing the airbag from the vehicle. (Refer to
8 - ELECTRICAL/RESTRAINTS - STANDARD PRO-
CEDURE - SERVICE AFTER A SUPPLEMENTAL
RESTRAINT DEPLOYMENT).
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, FRONT IMPACT SENSOR,
SIDE IMPACT SENSOR, SIDE CURTAIN AIRBAG, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY NEGATIVE (GROUND) CABLE, THEN WAIT
TWO MINUTES FOR THE SYSTEM CAPACITOR TO
DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
WARNING: WHEN REMOVING A DEPLOYED AIR-
BAG, RUBBER GLOVES, EYE PROTECTION, AND A
LONG-SLEEVED SHIRT SHOULD BE WORN. THERE
MAY BE DEPOSITS ON THE AIRBAG UNIT AND
OTHER INTERIOR SURFACES. IN LARGE DOSES,
THESE DEPOSITS MAY CAUSE IRRITATION TO THE
SKIN AND EYES.
WARNING: USE EXTREME CARE TO PREVENT ANY
FOREIGN MATERIAL FROM ENTERING THE PAS-
SENGER AIRBAG, OR BECOMING ENTRAPPED
BETWEEN THE PASSENGER AIRBAG CUSHION
AND THE INSTRUMENT PANEL TOP PAD. FAILURE
TO OBSERVE THIS WARNING COULD RESULT IN
OCCUPANT INJURIES UPON AIRBAG DEPLOY-
MENT.WARNING: THE INSTRUMENT PANEL TOP PAD
MUST NEVER BE PAINTED. REPLACEMENT TOP
PADS ARE SERVICED IN THE ORIGINAL COLORS.
PAINT MAY CHANGE THE WAY IN WHICH THE
MATERIAL OF THE TOP PAD RESPONDS TO AN
AIRBAG DEPLOYMENT. FAILURE TO OBSERVE
THIS WARNING COULD RESULT IN OCCUPANT
INJURIES UPON AIRBAG DEPLOYMENT.
(1) Carefully position the passenger airbag onto
the instrument panel structural duct (Fig. 32).
(2) Install and tighten the four screws that secure
the passenger airbag to the instrument panel struc-
tural duct. Tighten the screws to 11.8 N´m (105 in.
lbs.).
(3) Reconnect the instrument panel wire harness
connector for the passenger airbag to the passenger
airbag pigtail wire connector. This connector is
secured to the outside of the outboard airbag unit
end bracket. Be certain that the latch on the connec-
tor and the red Connector Position Assurance (CPA)
lock are each fully engaged.
(4) Reinstall the top pad onto the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
INSTRUMENT PANEL TOP PAD - INSTALLA-
TION).
(5) Do not reconnect the battery negative cable at
this time. The supplemental restraint system verifi-
cation test procedure should be performed following
service of any supplemental restraint system compo-
nent. (Refer to 8 - ELECTRICAL/RESTRAINTS -
STANDARD PROCEDURE - VERIFICATION TEST).
REAR CENTER SEAT BELT &
RETRACTOR
REMOVAL
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE COR-
RECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
8O - 32 RESTRAINTSWJ
PASSENGER AIRBAG (Continued)

SPECIFICATIONS
TORQUE - SPEED CONTROL
DESCRIPTION N-m Ft. Lbs. In. Lbs.
Servo Mounting Bracket-to-
Servo Nuts8.5 75
Servo Mounting Bracket-to-
Body Nuts28 6 250 50
Switch Module Mounting
Screws.6-1 6-9
Vacuum Reservoir Mounting
Bolts325
CABLE
DESCRIPTION
The speed control servo cable is connected between
the speed control vacuum servo diaphragm and the
throttle body control linkage.
OPERATION
This cable causes the throttle control linkage to
open or close the throttle valve in response to move-
ment of the vacuum servo diaphragm.
REMOVAL
REMOVAL - 4.0L
(1) Disconnect negative battery cable at battery.
(2) Remove air box housing from throttle body.
(3) Using finger pressure only, remove speed con-
trol cable connector at throttle body bellcrank pin by
pushing connector off bellcrank pin towards drivers
side of vehicle (Fig. 1).DO NOT try to pull con-
nector off perpendicular to the bellcrank pin.
Connector will be broken.
(4) Remove cable from cable guide at top of valve
cover.
(5) Squeeze 2 release tabs (Fig. 1) on sides of cable
at bracket and push cable out of bracket.
(6) Remove servo cable from servo. Refer to Speed
Control Servo Removal/Installation.
REMOVAL - 4.7L
(1) Disconnect negative battery cable at battery.
(2) Remove air box housing from throttle body.
The accelerator cable must be partially removed to
gain access to speed control cable.(3) Using finger pressure only, disconnect accelera-
tor cable connector at throttle body bellcrank pin by
pushing connector off bellcrank pin towards front of
vehicle (Fig. 2).DO NOT try to pull connector off
perpendicular to the bellcrank pin. Connector
will be broken.
Fig. 1 Speed Control Cable at Bell CrankÐ4.0L
Engine
1 - ACCELERATOR CABLE
2 - OFF
3 - OFF
4 - THROTTLE BODY BELLCRANK
5 - SPEED CONTROL CABLE
6 - RELEASE TABS
7 - BRACKET
WJSPEED CONTROL 8P - 3
SPEED CONTROL (Continued)

VEHICLE THEFT SECURITY
TABLE OF CONTENTS
page page
VEHICLE THEFT SECURITY
DESCRIPTION
DESCRIPTION - VEHICLE THEFT
SECURITY SYSTEM....................1
DESCRIPTION - SENTRY KEY
IMMOBILIZER SYSTEM..................2
OPERATION
OPERATION - VEHICLE THEFT SECURITY
SYSTEM.............................2
OPERATION - SENTRY KEY IMMOBILIZER
SYSTEM.............................4
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - VEHICLE
THEFT SECURITY SYSTEM..............4
DIAGNOSIS AND TESTING - SENTRY KEY
IMMOBILIZER SYSTEM..................5
STANDARD PROCEDURE
STANDARD PROCEDURE - SKIS
INITIALIZATION........................6
STANDARD PROCEDURE - SENTRY KEY
TRANSPONDER PROGRAMMING..........6
DOOR CYLINDER LOCK SWITCH
DESCRIPTION..........................7
OPERATION............................8
DIAGNOSIS AND TESTING - DOOR
CYLINDER LOCK SWITCH...............8
REMOVAL.............................8
INSTALLATION..........................9
HOOD AJAR SWITCH
DESCRIPTION..........................9
OPERATION............................9
DIAGNOSIS AND TESTING - HOOD AJAR
SWITCH.............................9REMOVAL
REMOVAL - HOOD AJAR SWITCH........10
REMOVAL - HOOD AJAR SWITCH
BRACKET...........................10
REMOVAL - HOOD AJAR SWITCH STRIKER . 10
INSTALLATION
INSTALLATION - HOOD AJAR SWITCH.....10
INSTALLATION - HOOD AJAR SWITCH
BRACKET...........................10
INSTALLATION - HOOD AJAR SWITCH
STRIKER............................11
INTRUSION TRANSCEIVER MODULE
DESCRIPTION.........................11
OPERATION...........................11
REMOVAL.............................12
INSTALLATION.........................12
SIREN
DESCRIPTION.........................13
OPERATION...........................13
REMOVAL.............................14
INSTALLATION.........................14
SKIS INDICATOR LAMP
DESCRIPTION.........................14
OPERATION...........................14
TRANSPONDER KEY
DESCRIPTION.........................15
OPERATION...........................15
VTSS INDICATOR
DESCRIPTION.........................15
OPERATION...........................16
DIAGNOSIS AND TESTING - VTSS
INDICATOR..........................16
VEHICLE THEFT SECURITY
DESCRIPTION
DESCRIPTION - VEHICLE THEFT SECURITY
SYSTEM
The Vehicle Theft Security System (VTSS) is
designed to provide perimeter protection against
unauthorized vehicle use or tampering by monitoring
the vehicle doors, the liftgate, the liftgate flip-up
glass, the ignition system and, only on vehicles built
for sale in certain international markets where it is
required equipment, the hood. If unauthorized vehi-cle use or tampering is detected, the system responds
by pulsing the horn and flashing the exterior lamps.
In many markets the VTSS also includes the Sentry
Key Immobilizer System (SKIS), which provides pas-
sive vehicle protection by preventing the engine from
operating unless a valid electronically encoded key is
detected in the ignition lock cylinder. (Refer to 8 -
ELECTRICAL/VEHICLE THEFT SECURITY -
DESCRIPTION - SENTRY KEY IMMOBILIZER
SYSTEM).
The VTSS includes the following major compo-
nents, which are described in further detail else-
where in this service manual:
²Body Control Module (Refer to 8 - ELECTRI-
CAL/ELECTRONIC CONTROL MODULES/BODY
WJVEHICLE THEFT SECURITY 8Q - 1

factory. The Sentry Key Immobilizer Module (SKIM)
can be programmed to recognize up to a total of eight
Sentry Keys. When programming a blank Sentry Key
transponder, the key must first be cut to match the
ignition switch lock cylinde for which it will be used.
Once the additional key has been cut, the SKIM
must be programmed to recognize it as a valid key.
There are two possible methods to program the
SKIM to recognize a new or additional valid key, the
Secured Access Method and the Customer Learn
Method. Following are the details of these two pro-
gramming methods.
SECURED ACCESS METHOD
The Secured Access method applies to all vehicles.
This method requires the use of a DRBIIItscan tool.
This method will also require that you have access to
the unique four-digit PIN code that was assigned to
the original SKIM. The PIN codemustbe used to
enter the Secured Access Mode in the SKIM. This
PIN number may be obtained from the vehicle owner,
from the original vehicle invoice, or from the
DaimlerChrysler Customer Center. Refer to the
appropriate diagnostic information for the proper
Secured Access method programming procedures.
CUSTOMER LEARN METHOD
The Customer Learn feature is only available on
domestic vehicles, or those vehicles which have a
U.S. country code designator. This programming
method also requires access to at least two valid Sen-
try Keys. If two valid Sentry Keys are not available,
or if the vehicle does not have a U.S. country code
designator, the Secured Access Methodmustbe used
to program new or additional valid keys to the SKIM.
The Customer Learn programming method proce-
dures are as follows:
(1) Obtain the blank Sentry Key(s) that are to be
programmed as valid keys for the vehicle. Cut the
blank key(s) to match the ignition switch lock cylin-
der mechanical key codes.
(2) Insert one of the two valid Sentry Keys into the
ignition switch and turn the ignition switch to the
On position.
(3) After the ignition switch has been in the On
position for longer than three seconds, but no more
than fifteen seconds, cycle the ignition switch back to
the Off position. Replace the first valid Sentry Key in
the ignition switch lock cylinder with the second
valid Sentry Key and turn the ignition switch back to
the On position. The second valid Sentry Key must
be inserted in the lock cylinder within fifteen seconds
of removing the first valid key.
(4) About ten seconds after the completion of Step
3, the SKIS indicator in the instrument cluster will
start to flash and a single audible chime tone willsound to indicate that the system has entered the
Customer Learn programming mode.
(5) Within sixty seconds of entering the Customer
Learn programming mode, turn the ignition switch to
the Off position, replace the valid Sentry Key with a
blank Sentry Key transponder, and turn the ignition
switch back to the On position.
(6) About ten seconds after the completion of Step
5, a single audible chime tone will sound and the
SKIS indicator will stop flashing, stay on solid for
three seconds, then turn off to indicate that the
blank Sentry Key has been successfully programmed.
The SKIS will immediately exit the Customer Learn
programming mode and the vehicle may now be
started using the newly programmed valid Sentry
Key.
Each of these steps must be repeated and com-
pleted in their entirety for each additional Sentry
Key that is to be programmed. If the above steps are
not completed in the given sequence, or within the
allotted time, the SKIS will exit the Customer Learn
programming mode and the programming will be
unsuccessful. The SKIS will also automatically exit
the Customer Learn programming mode if it sees a
non-blank Sentry Key transponder when it should
see a blank, if it has already programmed eight (8)
valid Sentry Keys, or if the ignition switch is turned
to the Off position for more than about fifty seconds.
NOTE: If an attempt is made to start the vehicle
while in the Customer Learn mode (SKIS indicator
flashing), the SKIS will respond as though the vehi-
cle were being started with an invalid key. In other
words, the engine will stall after about two seconds
of operation. No faults will be set.
NOTE: Once a Sentry Key has been programmed as
a valid key to a vehicle, it cannot be programmed
as a valid key for use on any other vehicle.
DOOR CYLINDER LOCK
SWITCH
DESCRIPTION
Vehicles manufactured for North American mar-
kets that are equipped with the optional Vehicle
Theft Security System (VTSS) have a door cylinder
lock switch secured to the back of the key lock cylin-
der inside the drivers front door (Fig. 1). The door
cylinder lock switch is a resistor multiplexed momen-
tary switch that is hard wired in series between the
door lock switch ground and right or left cylinder
lock switch mux circuits of the Drivers Door Module
(DDM) through the front door wire harness. The door
WJVEHICLE THEFT SECURITY 8Q - 7
VEHICLE THEFT SECURITY (Continued)

cluster circuitry that controls the lamp, (Refer to 8 -
ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO-
SIS AND TESTING). If the instrument cluster turns
on the SKIS indicator lamp after the bulb test, either
solid or flashing, it indicates that a SKIS malfunction
has occurred or that the SKIS is inoperative. For
proper diagnosis of the SKIS, the PCI data bus, or
the message inputs to the instrument cluster that
control the SKIS indicator lamp, a DRBIIItscan tool
and the appropriate diagnostic information are
required.
TRANSPONDER KEY
DESCRIPTION
Each ignition key used in the Sentry Key Immobi-
lizer System (SKIS) has an integral transponder chip
(Fig. 10). Ignition keys with this feature can be
readily identified by a gray rubber cap molded onto
the head of the key, while conventional ignition keys
have a black molded rubber cap. The transponder
chip is concealed beneath the molded rubber cap,
where it is molded into the head of the metal key.
Each new Sentry Key has a unique transponder iden-
tification code permanently programmed into it by
the manufacturer. The Sentry Key transponder if
faulty or damaged, must be replaced.
OPERATION
When the ignition switch is turned to the On posi-
tion, the Sentry Key Immobilizer Module (SKIM)communicates through its antenna with the Sentry
Key transponder using a Radio Frequency (RF) sig-
nal. The SKIM then waits for a RF response from the
transponder through the same antenna. The Sentry
Key transponder chip is within the range of the
SKIM transceiver antenna ring when it is inserted
into the ignition lock cylinder. The SKIM determines
whether a valid key is present in the ignition lock
cylinder based upon the response from the transpon-
der. If a valid key is detected, that fact is communi-
cated by the SKIM to the Powertrain Control Module
(PCM) over the Programmable Communications
Interface (PCI) data bus, and the PCM allows the
engine to continue running. If the PCM receives an
invalid key message, or receives no message from the
SKIM over the PCI data bus, the engine will be dis-
abled after about two seconds of operation. The Elec-
troMechanical Instrument Cluster (EMIC) will also
respond to the invalid key message on the PCI data
bus by flashing the SKIS indicator on and off.
Each Sentry Key has a unique transponder identi-
fication code permanently programmed into it by the
manufacturer. Likewise, the SKIM has a unique
Secret Key code programmed into it by the manufac-
turer. When a Sentry Key is programmed into the
memory of the SKIM, the SKIM stores the transpon-
der identification code from the Sentry Key, and the
Sentry Key learns the Secret Key code from the
SKIM. Once the Sentry Key learns the Secret Key
code of the SKIM, it is permanently stored in the
memory of the transponder. Therefore, once a Sentry
Key has been programmed to a particular vehicle, it
cannot be used on any other vehicle. (Refer to 8 -
ELECTRICAL/VEHICLE THEFT SECURITY -
STANDARD PROCEDURE - TRANSPONDER PRO-
GRAMMING).
VTSS INDICATOR
DESCRIPTION
The Vehicle Theft Security System (VTSS) indica-
tor consists of a red Light-Emitting Diode that is
mounted and integral to the automatic headlamp
light sensor photo diode unit, which is located on the
top of the instrument panel. The remainder of the
housing including the mount and the electrical con-
nection are concealed beneath the instrument panel
top cover.
The VTSS indicator cannot be adjusted or repaired
the entire automatic headlamp light sensor/VTSS
indicator must be replaced. (Refer to 8 - ELECTRI-
CAL/LAMPS/LIGHTING - EXTERIOR/AUTO HEAD-
LAMP SENSOR - REMOVAL).
Fig. 10 Sentry Key Immobilizer Transponder
1 - MOLDED CAP
2 - TRANSPONDER CHIP
3 - MOLDED CAP REMOVED
4 - TRANSPONDER KEY
WJVEHICLE THEFT SECURITY 8Q - 15
SKIS INDICATOR LAMP (Continued)