electrical wiring JEEP GRAND CHEROKEE 2002 WJ / 2.G Repair Manual

INSTALLATION
(1) Position the power window switch to the rear
door trim panel switch receptacle.
(2) Press firmly and evenly on the back of the
power window switch until it snaps into rear door
trim panel switch receptacle.
(3) Install the trim panel onto the rear door. (Refer
to 23 - BODY/DOORS - REAR/TRIM PANEL -
INSTALLATION) for the procedures.
(4) Reconnect the battery negative cable.
WINDOW MOTOR
DESCRIPTION
Power operated front and rear door windows are
standard equipment on this model. Each door has a
permanent magnet reversible electric motor with an
integral right angle gearbox mechanism that oper-
ates the window regulator. In addition, each power
window motor is equipped with an integral self-reset-
ting circuit breaker to protect the motor from over-
loads.
The power window motor gearbox housing is
secured to the window regulator drum housing with
screws. The window regulators used in all four doors
are single vertical post cable-and-drum type. A
molded plastic slider guided by the post is driven by
the regulator cables. The slider raises and lowers the
window glass through a steel lift plate attachment.
Front and rear glass channels within each door guide
and stabilize each end of the glass.
The power window motor and gearbox assembly
cannot be repaired and, if faulty or damaged, the
entire power window motor and gearbox unit must be
replaced. The window regulators are available for
service. (Refer to 23 - BODY/DOOR - FRONT/WIN-
DOW REGULATOR - REMOVAL) or (Refer to 23 -
BODY/DOORS - REAR/WINDOW REGULATOR -
REMOVAL) for the regulator service procedures.
OPERATION
A positive and negative battery connection to the
two motor terminals will cause the power window
motor to rotate in one direction. Reversing the cur-
rent through these same two connections will cause
the motor to rotate in the opposite direction.
When the power window motor operates, it rotates
the regulator cable drum through its gearbox. The
window regulator cable drum is connected through
two cables to the plastic slider on the vertical post.
As the cable drum rotates, it lets cable out on one
side of the drum, and takes cable in on the other side
of the drum. The changes in cable length move the
slider up or down the vertical post, raising or lower-
ing the window glass.If the window regulator or window glass bind,
encounter obstructions, or reach their travel limits it
overloads the power window motor. The overloading
condition causes the power window motor self-reset-
ting circuit breaker to open, which stops the motor
from running.
DIAGNOSIS AND TESTING - WINDOW MOTOR
Before you proceed with this diagnosis, confirm
proper switch operation. (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/DRIVER
DOOR MODULE - OPERATION) or (Refer to 8 -
ELECTRICAL/POWER WINDOWS/POWER WIN-
DOW SWITCH - OPERATION). For complete circuit
diagrams, refer to the appropriate wiring informa-
tion. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures,
details of wire harness routing and retention, connec-
tor pin-out information and location views for the
various wire harness connectors, splices and grounds.
(1) Remove the trim panel from the door with the
inoperative power window. (Refer to 23 - BODY/
DOOR - FRONT/TRIM PANEL - REMOVAL) or
(Refer to 23 - BODY/DOORS - REAR/TRIM PANEL -
REMOVAL) for the procedures.
(2) Disconnect the door wire harness connector
from the power window motor wire harness connec-
tor. Apply battery current to one cavity of the power
window motor wire harness connector, and apply
ground to the other cavity of the connector. The
power window motor should operate in one direction.
Remember, if the window is in the full up or full
down position, the motor will not operate in that
direction by design. If OK, go to Step 3. If not OK,
replace the faulty power window motor.
(3) Reverse the battery and ground connections to
the two cavities of the power window motor wire har-
ness connector. The power window motor should now
operate in the other direction. Remember, if the win-
dow is in the full up or full down position, the motor
will not operate in that direction by design. If OK, go
to Step 4. If not OK, replace the faulty power window
motor.
(4) If the power window motor operates in both
directions, check the operation of the window glass
and regulator mechanism through its complete up
and down travel. There should be no binding or stick-
ing of the window glass or regulator mechanism
through the entire travel range. If not OK, (Refer to
23 - BODY/DOOR - FRONT/WINDOW REGULATOR
- REMOVAL) or (Refer to 23 - BODY/DOORS -
REAR/WINDOW REGULATOR - REMOVAL) to
check for proper installation or damage of the win-
dow glass mounting and operating hardware.
8N - 38 POWER WINDOWSWJ
POWER WINDOW SWITCH (Continued)

²Passenger Airbag- The passenger airbag is
located on the instrument panel, beneath the instru-
ment panel top pad and above the glove box on the
passenger side of the vehicle.
²Passenger Knee Blocker- The passenger knee
blocker is a structural reinforcement that is integral
to and concealed within the glove box door.
²Side Impact Sensor- Two side impact sensors
are used on vehicles with the optional side curtain
airbags, one left side and one right side. One sensor
is located behind the B-pillar trim near the base of
each B-pillar.
²Side Curtain Airbag- In vehicles equipped
with this option, a side curtain airbag is located on
each inside roof side rail above the headliner, and
extends from the A-pillar to just beyond the C-pillar.
The ACM and the EMIC each contain a central
processing unit and programming that allow them to
communicate with each other using the Programma-
ble Communication Interface (PCI) data bus network.
This method of communication is used by the ACM
for control of the airbag indicator on all models
equipped with dual front airbags. (Refer to 8 - ELEC-
TRICAL/ELECTRONIC CONTROL MODULES/
COMMUNICATION - DESCRIPTION).
Hard wired circuitry connects the supplemental
restraint system components to each other through
the electrical system of the vehicle. These hard wired
circuits are integral to several wire harnesses, which
are routed throughout the vehicle and retained by
many different methods. These circuits may be con-
nected to each other, to the vehicle electrical system,
and to the supplemental restraint system compo-
nents through the use of a combination of soldered
splices, splice block connectors, and many different
types of wire harness terminal connectors and insu-
lators. 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.
OPERATION
ACTIVE RESTRAINTS
The primary passenger restraints in this or any
other vehicle are the standard equipment factory-in-
stalled seat belts. Seat belts are referred to as an
active restraint because the vehicle occupants are
required to physically fasten and properly adjust
these restraints in order to benefit from them. See
the owner's manual in the vehicle glove box for more
information on the features, use and operation of all
of the factory-installed active restraints.PASSIVE RESTRAINTS
The passive restraints system is referred to as a
supplemental restraint system because they were
designed and are intended to enhance the protection
for the vehicle occupants of the vehicleonlywhen
used in conjunction with the seat belts. They are
referred to as passive systems because the vehicle
occupants are not required to do anything to make
them operate; however, the vehicle occupants must
be wearing their seat belts in order to obtain the
maximum safety benefit from the factory-installed
supplemental restraint systems.
The supplemental restraint system electrical cir-
cuits are continuously monitored and controlled by a
microprocessor and software contained within the
Airbag Control Module (ACM). An airbag indicator in
the ElectroMechanical Instrument Cluster (EMIC)
illuminates for about seven seconds as a bulb test
each time the ignition switch is turned to the On or
Start positions. Following the bulb test, the airbag
indicator is turned on or off by the ACM to indicate
the status of the supplemental restraint system. If
the airbag indicator comes on at any time other than
during the bulb test, it indicates that there is a prob-
lem in the supplemental restraint system electrical
circuits. Such a problem may cause airbags not to
deploy when required, or to deploy when not
required.
Deployment of the supplemental restraints
depends upon the angle and severity of an impact.
Deployment is not based upon vehicle speed; rather,
deployment is based upon the rate of deceleration as
measured by the forces of gravity (G force) upon the
impact sensors. When an impact is severe enough,
the microprocessor in the ACM signals the inflator
unit of the airbag module to deploy the airbag. Dur-
ing a frontal vehicle impact, the knee blockers work
in concert with properly fastened and adjusted seat
belts to restrain both the driver and the front seat
passenger in the proper position for an airbag deploy-
ment. The knee blockers also absorb and distribute
the crash energy from the driver and the front seat
passenger to the structure of the instrument panel.
Typically, the vehicle occupants recall more about
the events preceding and following a collision than
they have of an airbag deployment itself. This is
because the airbag deployment and deflation occur so
rapidly. In a typical 48 kilometer-per-hour (30 mile-
per-hour) barrier impact, from the moment of impact
until the airbags are fully inflated takes about 40
milliseconds. Within one to two seconds from the
moment of impact, the airbags are almost entirely
deflated. The times cited for these events are approx-
imations, which apply only to a barrier impact at the
given speed. Actual times will vary somewhat,
8O - 4 RESTRAINTSWJ
RESTRAINTS (Continued)

(8) Connect negative battery cable at battery.
(9) Before starting engine, operate accelerator
pedal to check for any binding.
SERVO
DESCRIPTION
The servo unit consists of a solenoid valve body,
and a vacuum chamber. The solenoid valve body con-
tains three solenoids:
²Vacuum
²Vent
²Dump
The vacuum chamber contains a diaphragm with a
cable attached to control the throttle linkage.
OPERATION
The Powertrain Control Module (PCM) controls the
solenoid valve body. The solenoid valve body controls
the application and release of vacuum to the dia-
phragm of the vacuum servo. The servo unit cannot
be repaired and is serviced only as a complete assem-
bly.
Power is supplied to the servo's by the PCM
through the brake switch. The PCM controls the
ground path for the vacuum and vent solenoids.The dump solenoid is energized anytime it receives
power. If power to the dump solenoid is interrupted,
the solenoid dumps vacuum in the servo. This pro-
vides a safety backup to the vent and vacuum sole-
noids.
The vacuum and vent solenoids must be grounded
at the PCM to operate. When the PCM grounds the
vacuum servo solenoid, the solenoid allows vacuum
to enter the servo and pull open the throttle plate
using the cable. When the PCM breaks the ground,
the solenoid closes and no more vacuum is allowed to
enter the servo. The PCM also operates the vent sole-
noid via ground. The vent solenoid opens and closes a
passage to bleed or hold vacuum in the servo as
required.
The PCM duty cycles the vacuum and vent sole-
noids to maintain the set speed, or to accelerate and
decelerate the vehicle. To increase throttle opening,
the PCM grounds the vacuum and vent solenoids. To
decrease throttle opening, the PCM removes the
grounds from the vacuum and vent solenoids. When
the brake is released, if vehicle speed exceeds 30
mph to resume, 35 mph to set, and the RES/ACCEL
switch has been depressed, ground for the vent and
vacuum circuits is restored.
REMOVAL
The speed control servo is attached to a bracket.
The bracket and servo assembly are located below
the battery tray.
(1) Disconnect negative battery cable at battery.
(2) Disconnect positive battery cable at battery.
(3) Remove air cleaner housing at top of throttle
body and disconnect servo cable at throttle body.
Refer to Servo Cable Removal/Installation.
(4) Remove battery from battery tray.
(5) Disconnect wiring at battery tray.
(6) Disconnect positive battery cable at Power Dis-
tribution Center (PDC).
(7) Loosen PDC at battery tray.
(8) Remove 4 battery tray bolts. One of these bolts
attaches to speed control bracket flange that sup-
ports battery tray. While removing battery tray, dis-
connect battery temperature sensor electrical
connector at sensor.
(9) Disconnect vacuum line at servo vacuum hose
fitting (Fig. 5) .
(10) Disconnect electrical connector at servo (Fig.
5) .
If servo and mounting bracket are being removed
as one assembly, remove two mounting nuts (Fig. 5) .
These are located above right-front tire. Remove
inner fender clips and pry inner fender back slightly
to gain access to mounting nuts.
Fig. 4 Speed Control Cable at BracketÐ4.7L V-8
Engine
1 - PLASTIC CABLE MOUNT
2 - SPEED CONTROL CABLE
3 - BRACKET
4 - SLIDE FOR REMOVAL
WJSPEED CONTROL 8P - 5
CABLE (Continued)

(11) If servo is being removed from its mounting
bracket, remove 2 mounting nuts holding servo cable
sleeve to bracket (Fig. 6) .
(12) Pull speed control cable sleeve and servo away
from servo mounting bracket to expose cable retain-
ing clip (Fig. 6) and remove clip. Note: The servo
mounting bracket displayed in (Fig. 6) is a typical
bracket and may/may not be applicable to this model
vehicle.
(13) Remove servo from mounting bracket or,
remove servo and mounting bracket as one assembly.
INSTALLATION
(1) Position servo to mounting bracket.
(2) Align hole in cable connector with hole in servo
pin. Install cable-to-servo retaining clip.
(3) Insert servo mounting studs through holes in
servo mounting bracket.
(4) Install servo cable mounting nuts (Fig. 6) and
tighten to 8.5 N´m (75 in. lbs.) torque. If servo and
bracket is being installed as one assembly, install 2
mounting nuts (Fig. 5) and tighten to 28 N´m  6 N´m
(250 in. lbs.  50 in. lbs.) torque.
(5) Connect vacuum line at servo.
(6) Connect electrical connector at servo.
(7) Connect servo cable to throttle body. Refer to
Servo Cable Removal/Installation.
(8) Install battery tray and battery temperature
sensor.
(9) Connect wiring to battery tray.
(10) Install battery to battery tray.
(11) Connect positive battery cable to Power Distri-
bution Center (PDC).
(12) Connect positive battery cable to battery.
(13) Connect negative battery cable to battery.
(14) Before starting engine, operate accelerator
pedal to check for any binding.
Fig. 5 Speed Control
1 - VACUUM HOSE FITTING
2 - SPEED CONTROL SERVO
3 - SERVO CABLE
4 - RIGHT INNER FENDER
5 - SERVO MOUNTING NUTS (2)
6 - SERVO MOUNTING BRACKET
7 - ELEC. CONNECTOR
Fig. 6 Servo Cable Clip Remove/InstallÐTypical
1 - SERVO MOUNTING NUTS (2)
2 - SERVO
3 - CABLE RETAINING CLIP
4 - SERVO CABLE AND SLEEVE
8P - 6 SPEED CONTROLWJ
SERVO (Continued)

CONTROL/CENTRAL TIMER MODULE -
DESCRIPTION).
²Combination Flasher (Refer to 8 - ELECTRI-
CAL/LAMPS/LIGHTING - EXTERIOR/COMBINA-
TION FLASHER - DESCRIPTION).
²Door Ajar Switch (Refer to 8 - ELECTRICAL/
LAMPS/LIGHTING - INTERIOR/DOOR AJAR
SWITCH - DESCRIPTION - DOOR AJAR SWITCH).
²Driver Cylinder Lock Switch (Refer to 8 - ELEC-
TRICAL/POWER LOCKS/DOOR CYLINDER LOCK/
UNLOCK SWITCH - DESCRIPTION).
²Hood Ajar Switch(Refer to 8 - ELECTRICAL/VE-
HICLE THEFT SECURITY/HOOD AJAR SWITCH -
DESCRIPTION).
²Horn Relay (Refer to 8 - ELECTRICAL/HORN/
HORN RELAY - DESCRIPTION).
²Liftgate Ajar Switch (Refer to 8 - ELECTRICAL/
LAMPS/LIGHTING - INTERIOR/DOOR AJAR
SWITCH - DESCRIPTION - LIFTGATE AJAR
SWITCH).
²Liftgate Flip-Up Glass Ajar Switch(Refer to 8 -
ELECTRICAL/LAMPS/LIGHTING - INTERIOR/
DOOR AJAR SWITCH - DESCRIPTION - LIFTGATE
FLIP-UP GLASS AJAR SWITCH).
²Low Beam Headlamp Relay
²VTSS Indicator (Refer to 8 - ELECTRICAL/VE-
HICLE THEFT SECURITY/VTSS INDICATOR -
DESCRIPTION).
Certain functions and features of the VTSS rely
upon resources shared with or controlled by other
modules in the vehicle over the Programmable Com-
munications Interface (PCI) data bus network. The
other modules that may affect VTSS operation are:
²Driver Door Module (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/DOOR MOD-
ULE - DESCRIPTION).
²Passenger Door Module (Refer to 8 - ELECTRI-
CAL/ELECTRONIC CONTROL MODULES/DOOR
MODULE - DESCRIPTION).
DESCRIPTION - SENTRY KEY IMMOBILIZER
SYSTEM
Vehicles equipped with the Sentry Key Immobilizer
System (SKIS) can be identified by the presence of
an amber SKIS indicator in the instrument cluster
that will illuminate for about three seconds each
time the ignition switch is turned to the On position,
or by a gray molded rubber cap on the head of the
ignition key. Models not equipped with SKIS still
have a SKIS indicator in the cluster, but it will not
illuminate. Also, models not equipped with the SKIS
have a black molded rubber cap on the head of the
ignition key.
The SKIS includes the following major components,
which are described in further detail elsewhere in
this service manual:²Powertrain Control Module
²Sentry Key Immobilizer Module
²Sentry Key Transponder
²SKIS Indicator
Except for the Sentry Key transponders, which rely
upon Radio Frequency (RF) communication, hard
wired circuitry connects the SKIS components to the
electrical system of the vehicle.Refer to the appropri-
ate wiring information.
OPERATION
OPERATION - VEHICLE THEFT SECURITY
SYSTEM
The Vehicle Theft Security System (VTSS) is
divided into two basic subsystems: Vehicle Theft
Alarm (VTA) and Sentry Key Immobilizer System
(SKIS). The following are paragraphs that briefly
describe the operation of each of those two sub-
systems.
A Body Control Module (BCM) is used to control
and integrate many of the functions and features
included in the Vehicle Theft Security System
(VTSS). In the VTSS, the BCM receives inputs indi-
cating the status of the door ajar switches, the driver
cylinder lock switch, the ignition switch, the liftgate
ajar switches, the liftgate flip-up glass ajar switch,
the power lock switches and, in vehicles so equipped,
the hood ajar switch. The programming in the BCM
allows it to process the information from all of these
inputs and send control outputs to energize or de-en-
ergize the combination flasher, the horn relay (except
vehicles with the premium version of the VTA), and
the VTSS indicator. In addition, in vehicles built for
certain markets where premium versions of the VTA
is required, the BCM also exchanges messages with
the Intrusion Transceiver Module (ITM) over the Pro-
grammable Communications Interface (PCI) data
buss network to provide the features found in this
version of the VTA. The control of these inputs and
outputs are what constitute all of the features of the
VTSS. Following is information on the operation of
each of the VTSS features.
ENABLING
The BCM must have the VTSS function enabled in
order for the VTSS to perform as designed. The logic
in the BCM keeps its VTSS function dormant until it
is enabled using a DRBIIItscan tool. Refer to the
appropriate diagnostic information.
PRE-ARMING
The VTA has a pre-arming sequence. Pre-arming
occurs when a door, the tailgate, or the flip-up glass
is open when the vehicle is locked using a power lock
8Q - 2 VEHICLE THEFT SECURITYWJ
VEHICLE THEFT SECURITY (Continued)

tion feature of the ITM can be disabled by depressing
the ªLockº button on the RKE transmitter three
times or cycling the key in the driver door cylinder
from the center to lock position within fifteen seconds
during VTA arming, while the security indicator is
still flashing rapidly. The VTA provides a single short
siren ªchirpº as an audible conformation that the
motion detect disable request has been received. The
ITM must be electronically enabled in order for the
intrusion alarm to perform as designed. The intru-
sion alarm function of the ITM is enabled on vehicles
equipped with this option at the factory, but a service
replacement ITM must be configured and enabled by
the dealer using the DRBIIItscan tool. Refer to the
appropriate diagnostic information.
OPERATION - SENTRY KEY IMMOBILIZER
SYSTEM
The Sentry Key Immobilizer System (SKIS) is
designed to provide passive protection against unau-
thorized vehicle use by disabling the engine after
about two seconds of running, whenever any method
other than a valid Sentry Key is used to start the
vehicle. The SKIS is considered a passive protection
system because it is always active when the ignition
system is energized and does not require any cus-
tomer intervention. The SKIS uses Radio Frequency
(RF) communication to obtain confirmation that the
key in the ignition switch is a valid key for operating
the vehicle. The microprocessor-based SKIS hard-
ware and software also uses messages to communi-
cate with other modules in the vehicle over the
Programmable Communications Interface (PCI) data
bus. (Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/COMMUNICATION - OPERA-
TION).
Pre-programmed Sentry Key transponders are pro-
vided with the vehicle from the factory. Each Sentry
Key Immobilizer Module (SKIM) will recognize a
maximum of eight Sentry Keys. If the customer
would like additional keys other than those provided
with the vehicle, they may be purchased from any
authorized dealer. These additional keys must be pro-
grammed to the SKIM in the vehicle in order for the
system to recognize them as valid keys. This can be
done by the dealer using a DRBIIItscan tool or, if
Customer Learn programming is an available SKIS
feature in the market where the vehicle was pur-
chased, the customer can program the additional
keys, as long as at least two valid Sentry Keys are
already available. (Refer to 8 - ELECTRICAL/VEHI-
CLE THEFT SECURITY - STANDARD PROCE-
DURE - TRANSPONDER PROGRAMMING).
The SKIS performs a self-test each time the igni-
tion switch is turned to the On position, and will
store fault information in the form of DiagnosticTrouble Codes (DTC's) if a system malfunction is
detected. Refer to the appropriate diagnostic informa-
tion.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - VEHICLE THEFT
SECURITY SYSTEM
The VTSS-related hard wired inputs to and out-
puts from the Body Control Module (BCM), the
Driver Door Module (DDM), or the Passenger Door
Module (PDM) may be diagnosed and tested using
conventional diagnostic tools and procedures. Refer
to the appropriate wiring information.
However, conventional diagnostic methods may not
prove conclusive in the diagnosis of the BCM, the
DDM, the PDM, or the Programmable Communica-
tions Interface (PCI) data bus network. In order to
obtain conclusive testing of the VTSS, the BCM, the
DDM, the PDM, and the PCI data bus network must
also be checked. The most reliable, efficient, and
accurate means to diagnose the VTSS requires the
use of a DRBIIItscan tool and the appropriate diag-
nostic information.
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.
8Q - 4 VEHICLE THEFT SECURITYWJ
VEHICLE THEFT SECURITY (Continued)

DIAGNOSIS AND TESTING - SENTRY KEY
IMMOBILIZER SYSTEM
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.
SENTRY KEY IMMOBILIZER SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
SKIS INDICATOR FAILS TO
LIGHT DURING BULB TEST1. Bulb faulty. 1. Perform the instrument cluster actuator test.
(Refer to 8 - ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND TESTING -
ACTUATOR TEST). Replace the faulty bulb, if
required.
2. Fuse faulty. 2. Check the SKIM fused B(+) fuse and the fused
ignition switch output (st-run) fuse in the JB.
Replace fuses, if required.
3. Ground path faulty. 3. Check for continuity to ground at the connector
for the SKIM. Repair wiring, if required.
4. Battery feed faulty. 4. Check for battery current at the connector for
the SKIM. Repair wiring, if required.
5. Ignition feed faulty. 5. Check for battery current at the connector for
the SKIM with the ignition switch in the On
position. Repair wiring, if required.
SKIS INDICATOR FLASHES
FOLLOWING BULB TEST1. Invalid key in ignition
switch lock cylinder.1. Replace the key with a known valid key.
2. Key-related fault. 2. Use a DRBIIITscan tool and the appropriate
diagnostic information for further diagnosis.
SKIS INDICATOR LIGHTS
SOLID FOLLOWING BULB
TEST1. SKIS system malfunction/
fault detected.1. Use a DRBIIITscan tool and the appropriate
diagnostic information for further diagnosis.
2. SKIS system inoperative. 2. Use a DRBIIITscan tool and the appropriate
diagnostic information for further diagnosis.
SKIS INDICATOR FAILS TO LIGHT DURING BULB TEST
If the Sentry Key Immobilizer System (SKIS) indi-
cator in the instrument cluster fails to illuminate for
about three seconds after the ignition switch is
turned to the On position (bulb test), perform the
instrument cluster actuator test. (Refer to 8 - ELEC-
TRICAL/INSTRUMENT CLUSTER - DIAGNOSIS
AND TESTING - ACTUATOR TEST). If the bulb
fails to operate during the actuator test, replace the
bulb. If the SKIS indicator still fails to light during
the bulb test, a wiring problem resulting in the loss
of battery current or ground to the Sentry Key Immo-
bilizer Module (SKIM) should be suspected, and thefollowing procedure should be used for diagnosis.
Refer to the appropriate wiring information.
NOTE: The following tests may not prove conclu-
sive in the diagnosis of this system. The most reli-
able, efficient, and accurate means to diagnose the
Sentry Key Immobilizer System requires the use of
a DRBIIITscan tool. Refer to the appropriate diag-
nostic information.
(1) Check the fused B(+) fuse in the Junction
Block (JB). If OK, go to Step 2. If not OK, repair the
shorted circuit or component and replace the faulty
fuse.
WJVEHICLE THEFT SECURITY 8Q - 5
VEHICLE THEFT SECURITY (Continued)

(2) Check for continuity between the two terminals
of the hood ajar switch. There should be continuity
with the switch plunger extended, and no continuity
with the switch plunger depressed. If OK, go to Step
3. If not OK, replace the faulty hood ajar switch.
(3) Disconnect the instrument panel wire harness
connector from the Body Control Module (BCM).
Check for continuity between the hood ajar switch
sense circuit of the hood ajar switch and a good
ground. There should be no continuity. If OK, go to
Step 4. If not OK, repair the shorted hood ajar switch
sense circuit between the hood ajar switch and the
BCM.
(4) Check for continuity between the hood ajar
switch sense circuit and the instrument panel wire
harness connector for the BCM. There should be con-
tinuity. If OK, proceed to diagnosis of the Vehicle
Theft Security System (VTSS). (Refer to 8 - ELEC-
TRICAL/VEHICLE THEFT SECURITY - DIAGNO-
SIS AND TESTING). If not OK, repair the open hood
ajar switch sense circuit between the hood ajar
switch and the BCM.
REMOVAL
REMOVAL - HOOD AJAR SWITCH
(1) Open the hood.
(2) Disconnect and isolate the battery negative
cable.
(3) Squeeze the two switch latch tabs together and
pull the switch upward (Fig. 3)
(4) Disconnect the wiring harness connector.
(5) Remove the hood ajar switch from the mount-
ing bracket.
REMOVAL - HOOD AJAR SWITCH BRACKET
(1) Remove the hood ajar switch from the mount-
ing bracket. (Refer to 8 - ELECTRICAL/VEHICLE
THEFT SECURITY/HOOD AJAR SWITCH -
REMOVAL).
(2) Remove the two nuts that secure the hood ajar
switch bracket to the left inner fender (Fig. 3)
(3) Remove the hood ajar switch bracket from the
studs on the left inner fender.
REMOVAL - HOOD AJAR SWITCH STRIKER
(1) Open the hood.
(2) Using a trim stick or another suitable wide
flat-blade tool, gently raise the hood ajar switch
striker away from the inner hood panel reinforce-
ment, and remove. (Fig. 4).
INSTALLATION
INSTALLATION - HOOD AJAR SWITCH
(1) Position the hood ajar switch into the hole in
the mounting bracket (Fig. 3)
(2) Reconnect the wiring harness connector.
(3) Press the switch downward into the mounting
bracket until the latch tabs lock it into place.
(4) Reconnect the battery negative cable.
(5) Close and latch the hood.
INSTALLATION - HOOD AJAR SWITCH
BRACKET
(1) Position the hood ajar switch bracket onto the
studs on the left inner fender (Fig. 3)
(2) Install and tighten the two nuts. Tighten the
nuts to 11.8 N´m (105 in. lbs.).
(3) Reinstall the hood ajar switch into the mount-
ing bracket. (Refer to 8 - ELECTRICAL/VEHICLE
THEFT SECURITY/HOOD AJAR SWITCH -
INSTALLATION).
Fig. 4 Hood Ajar Switch Striker
1 - REINFORCEMENT
2 - STRIKER
3 - HOOD
8Q - 10 VEHICLE THEFT SECURITYWJ
HOOD AJAR SWITCH (Continued)

message inputs to and outputs from the alarm siren
module requires the use of a DRBIIItscan tool.
Refer to the appropriate diagnostic information.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Disconnect the alarm siren module wiring har-
ness connector. (Fig. 9).
(3) Remove the screws that secure the alarm siren
module to the left frame rail.
(4) Remove the alarm siren module.
INSTALLATION
(1) Position the alarm siren module on to the left
frame rail. (Fig. 9).
(2) Install and tighten the screws that secure the
alarm siren moduleto the frame rail. Tighten the
screws to 6 N´m (50 in. lbs.).
(3) Reconnect the alarm siren module wiring har-
ness connector.
(4) Reconnect the battery negative cable.
NOTE: If the alarm siren module has been replaced
with a new unit, the new unit MUST be configured
in the Intrusion Transceiver Module (ITM) before the
Vehicle Theft Security System can operate as
designed. The use of a DRBIIITscan tool is requiredto configure the alarm siren module settings in the
ITM. Refer to the appropriate diagnostic informa-
tion.
SKIS INDICATOR LAMP
DESCRIPTION
A Sentry Key Immobilizer System (SKIS) indicator
lamp is standard equipment on all instrument clus-
ters, but is only functional on vehicles equipped with
the optional SKIS. The amber SKIS indicator lamp is
located to the right of the oil pressure gauge.
OPERATION
The Sentry Key Immobilizer System (SKIS) indica-
tor lamp gives an indication to the vehicle operator of
the status of the SKIS. This lamp is controlled by a
transistor on the instrument cluster circuit board
based upon messages received by the cluster from
the Sentry Key Immobilizer Module (SKIM) over the
Programmable Communications Interface (PCI) data
bus. The SKIS indicator lamp bulb receives battery
current on the instrument cluster circuit board
through the fused ignition switch output (st-run) cir-
cuit whenever the ignition switch is in the On or
Start positions. The lamp bulb only illuminates when
it is provided a path to ground by the instrument
cluster transistor. The instrument cluster will turn
on the SKIS indicator lamp for the following reasons:
²Bulb Test- Each time the ignition switch is
turned to the On position, the SKIM tells the cluster
to illuminate the lamp for about three seconds.
²SKIS Lamp-On Message- Each time the clus-
ter receives a SKIS lamp-on message from the SKIM,
the lamp will be illuminated. The lamp can be
flashed on and off, or illuminated solid, as dictated
by the message from the SKIM. For more informa-
tion on the SKIS and the SKIS lamp control param-
eters, (Refer to 8 - ELECTRICAL/VEHICLE THEFT
SECURITY - OPERATION - SENTRY KEY IMMO-
BILIZER SYSTEM). The lamp remains illuminated
until the cluster receives a lamp-off message from
the SKIM or until the ignition switch is turned to the
Off position, whichever occurs first.
²Actuator Test- Each time the cluster is put
through the actuator test, the lamp will be turned on
for the duration of the test to confirm the functional-
ity of the lamp and the cluster.
The SKIM performs a self-test each time the igni-
tion switch is turned to the On position to decide
whether the system is in good operating condition.
The SKIM then sends a message to the instrument
cluster. If the SKIS indicator lamp fails to light dur-
ing the bulb test, replace the bulb. For further diag-
nosis of the SKIS indicator lamp or the instrument
Fig. 9 Siren Remove/Install
1 - SIREN
2 - FRAME
8Q - 14 VEHICLE THEFT SECURITYWJ
SIREN (Continued)

OPERATION
The Vehicle Theft Security System (VTSS) indica-
tor gives a visible indication of the VTSS arming sta-
tus. One side of Light-Emittiong Diode (LED) in the
VTSS indicator is connected to unswitched battery
current through a fused B(+) circuit and a fuse in the
Junction Block (JB). The other side of the LED is
hard wired to the Body Control Module (BCM), which
controls the operation of the VTSS indicator by pull-
ing this side of the LED circuit to ground. When the
VTSS arming is in progress, the BCM will flash the
LED rapidly on and off for about fifteen seconds.
When the VTSS has been successfully armed, the
BCM will flash the LED on and off continually at a
much slower rate until the VTSS has been disarmed.
The VTSS indicator can be diagnosed using conven-
tional diagnostic tools and methods.
DIAGNOSIS AND TESTING - VTSS INDICATOR
The diagnosis found here addresses an inoperative
Vehicle Theft Security System (VTSS) indicator con-
dition. If the problem being diagnosed is related to
indicator accuracy, be certain to confirm that the
problem is with the indicator and not with an inop-
erative VTSS. (Refer to 8 - ELECTRICAL/VEHICLE
THEFT SECURITY - DIAGNOSIS AND TESTING -
VEHICLE THEFT SECURITY SYSTEM). If no VTSS
problem is found, the following procedure will help to
locate a short or open in the VTSS indicator control
circuit. Refer to the appropriate wiring information.
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.
(1) Check the fused B(+) fuse in the Junction
Block (JB). If OK, go to Step 2. If not OK, repair the
shorted circuit or component and replace the faulty
fuse.
(2) Check for battery voltage at the fused B(+) fuse
in the JB. If OK, go to Step 3. If not OK, repair the
open fused B(+) circuit between the JB and the
Power Distribution Center (PDC).
(3) Disconnect and isolate the battery negative
cable. Disconnect the instrument panel wire harness
connector for the automatic headlamp light sensor/
VTSS indicator from the automatic headlamp light
sensor/VTSS indicator pigtail wire connector. Recon-
nect the battery negative cable. Check for battery
voltage at the fused B(+) circuit cavity of the instru-
ment panel wire harness connector for the automatic
headlamp light sensor/VTSS indicator. If OK, go to
Step 4. If not OK, repair the open fused B(+) circuit
between the VTSS indicator and the JB.
(4) Disconnect and isolate the battery negative
cable. Disconnect the instrument panel wire harness
connector for the JB from the JB connector recepta-
cle. Check for continuity between the VTSS indicator
driver circuit cavity of the instrument panel wire
harness connector for the automatic headlamp light
sensor/VTSS indicator and a good ground. There
should be no continuity. If OK, go to Step 5. If not
OK, repair the shorted VTSS indicator driver circuit
between the VTSS indicator and the JB.
(5) Check for continuity between the VTSS indica-
tor driver circuit of the instrument panel wire har-
ness connector for the automatic headlamp light
sensor/VTSS indicator and the instrument panel wire
harness connector for the JB. There should be conti-
nuity. If OK, replace the faulty VTSS indicator. If not
OK, repair the open VTSS indicator driver circuit
between the VTSS indicator and the JB.
8Q - 16 VEHICLE THEFT SECURITYWJ
VTSS INDICATOR (Continued)