Ignition switch JEEP LIBERTY 2002 KJ / 1.G Workshop Manual

ber beneath the respective right or left front seat.
These connections allow the SIACM to be operational
whenever the ignition switch is in the Start or On
positions. An electronic impact sensor is contained
within the SIACM. The electronic impact sensor is
an accelerometer that senses the rate of vehicle
deceleration, which provides verification of the direc-
tion and severity of an impact. A pre-programmed
decision algorithm in the SIACM microprocessor
determines when the deceleration rate as signaled by
the impact sensor indicates a side impact that is
severe enough to require side curtain airbag protec-
tion. When the programmed conditions are met, the
SIACM sends the proper electrical signals to deploy
the side curtain airbag.
The hard wired inputs and outputs for the SIACM
may be diagnosed and tested using conventional
diagnostic tools and procedures. However, conven-
tional diagnostic methods will not prove conclusive in
the diagnosis of the SIACM, the PCI data bus net-
work, or the electronic message inputs to and outputs
from the SIACM. The most reliable, efficient, and
accurate means to diagnose the SIACM, the PCI data
bus network, and the electronic message inputs to
and outputs from the SIACM requires the use of a
DRBIIItscan tool. Refer to the appropriate diagnos-
tic information.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER 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: THE SIDE IMPACT AIRBAG CONTROL
MODULE CONTAINS THE IMPACT SENSOR, WHICH
ENABLES THE SYSTEM TO DEPLOY THE SIDE
CURTAIN AIRBAGS. NEVER STRIKE OR DROP THE
SIDE IMPACT AIRBAG CONTROL MODULE, AS IT
CAN DAMAGE THE IMPACT SENSOR OR AFFECT
ITS CALIBRATION. IF A SIDE IMPACT AIRBAG CON-
TROL MODULE IS ACCIDENTALLY DROPPED DUR-ING SERVICE, THE MODULE MUST BE SCRAPPED
AND REPLACED WITH A NEW UNIT. FAILURE TO
OBSERVE THIS WARNING COULD RESULT IN ACCI-
DENTAL, INCOMPLETE, OR IMPROPER SIDE CUR-
TAIN AIRBAG DEPLOYMENT AND POSSIBLE
OCCUPANT INJURIES.
(1) Adjust the front seat to its most forward posi-
tion for easiest access to the lower B-pillar trim.
(2) Disconnect and isolate the battery negative
cable. Wait two minutes for the system capacitor to
discharge before further service.
(3) Remove the lower trim from the inside of the
B-pillar. (Refer to 23 - BODY/INTERIOR/B-PILLAR
LOWER TRIM - REMOVAL).
(4) Disconnect the body wire harness connector for
the Side Impact Airbag Control Module (SIACM)
from the module connector receptacle (Fig. 44).
(5) Disengage the body wire harness retainer from
the tab on the SIACM mounting bracket.
(6) Remove the four screws that secure the SIACM
mounting bracket to the sill panel at the base of the
B-pillar.
(7) Remove the SIACM and its mounting bracket
from the sill panel as a unit.
Fig. 44 Side Impact Airbag Control Module
Remove/Install
1 - B-PILLAR
2 - WIRE HARNESS CONNECTOR
3 - SIACM
4 - SCREW (4)
8O - 44 RESTRAINTSKJ
SIDE IMPACT AIRBAG CONTROL MODULE (Continued)

SPEED CONTROL
TABLE OF CONTENTS
page page
SPEED CONTROL
DESCRIPTION..........................1
OPERATION............................1
DIAGNOSIS AND TESTING - ROAD TEST.....2
SPECIFICATIONS
TORQUE - SPEED CONTROL.............2
CABLE
DESCRIPTION..........................3
OPERATION............................3
REMOVAL - 3.7L.........................3
INSTALLATION - 3.7L.....................4
SERVO
DESCRIPTION..........................4
OPERATION............................4REMOVAL.............................4
INSTALLATION..........................5
SWITCH
DESCRIPTION..........................5
OPERATION............................5
REMOVAL.............................6
INSTALLATION..........................6
VACUUM RESERVOIR
DESCRIPTION..........................7
OPERATION............................7
DIAGNOSIS AND TESTING - VACUUM
RESERVOIR..........................7
REMOVAL.............................7
INSTALLATION..........................8
SPEED CONTROL
DESCRIPTION
The speed control system is electronically con-
trolled and vacuum operated. Electronic control of
the speed control system is integrated into the Pow-
ertrain Control Module (PCM). The controls consist
of two steering wheel mounted switches. The
switches are labeled: ON/OFF, RES/ACCEL, SET,
COAST, and CANCEL.
The system is designed to operate at speeds above
30 mph (50 km/h).
WARNING: THE USE OF SPEED CONTROL IS NOT
RECOMMENDED WHEN DRIVING CONDITIONS DO
NOT PERMIT MAINTAINING A CONSTANT SPEED,
SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT
ARE WINDING, ICY, SNOW COVERED, OR SLIP-
PERY.
OPERATION
When speed control is selected by depressing the
ON switch, the PCM allows a set speed to be stored
in PCM RAM for speed control. To store a set speed,
depress the SET switch while the vehicle is moving
at a speed between 35 and 85 mph. In order for the
speed control to engage, the brakes cannot be
applied, nor can the gear selector be indicating the
transmission is in Park or Neutral.
The speed control can be disengaged manually by:
²Stepping on the brake pedal
²Depressing the OFF switch²Depressing the CANCEL switch.
²Depressing the clutch pedal (if equipped).
NOTE: Depressing the OFF switch or turning off the
ignition switch will erase the set speed stored in
the PCM.
For added safety, the speed control system is pro-
grammed to disengage for any of the following condi-
tions:
²An indication of Park or Neutral
²A rapid increase rpm (indicates that the clutch
has been disengaged)
²Excessive engine rpm (indicates that the trans-
mission may be in a low gear)
²The speed signal increases at a rate of 10 mph
per second (indicates that the coefficient of friction
between the road surface and tires is extremely low)
²The speed signal decreases at a rate of 10 mph
per second (indicates that the vehicle may have
decelerated at an extremely high rate)
Once the speed control has been disengaged,
depressing the RES/ACCEL switch (when speed is
greater than 30 mph) restores the vehicle to the tar-
get speed that was stored in the PCM.
While the speed control is engaged, the driver can
increase the vehicle speed by depressing the RES/AC-
CEL switch. The new target speed is stored in the
PCM when the RES/ACCEL is released. The PCM
also has a9tap-up9feature in which vehicle speed
increases at a rate of approximately 2 mph for each
momentary switch activation of the RES/ACCEL
switch.
KJSPEED CONTROL 8P - 1

²Combination Flasher- An electronic combina-
tion flasher is integral to the hazard switch located
in the center of the instrument panel above the
radio. (Refer to 8 - ELECTRICAL/LAMPS/LIGHT-
ING - EXTERIOR/COMBINATION FLASHER -
DESCRIPTION).
²Door Ajar Switch- A door ajar switch is inte-
gral to the latch of each door in the vehicle. (Refer to
8 - ELECTRICAL/LAMPS/LIGHTING - INTERIOR/
DOOR AJAR SWITCH - DESCRIPTION).
²Door Cylinder Lock Switch- For North
American vehicles only, a door cylinder lock switch is
located on the back of the lock cylinder of each front
door. (Refer to 8 - ELECTRICAL/VEHICLE THEFT
SECURITY/DOOR CYLINDER LOCK SWITCH -
DESCRIPTION).
²Flip-Up Glass Ajar Switch- A flip-up glass
ajar switch is integral to the rear flip-up glass latch,
located on the top of the tailgate near the center.
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING -
INTERIOR/FLIP-UP GLASS AJAR SWITCH -
DESCRIPTION).
²Hood Ajar Switch- A hood ajar switch is
located beneath the hood panel on the right inner
fender side shield of vehicles built for sale in certain
markets where it is required equipment. (Refer to 8 -
ELECTRICAL/VEHICLE THEFT SECURITY/HOOD
AJAR SWITCH - DESCRIPTION).
²Horn Relay- A horn relay is located on the
Junction Block (JB) under the driver side outboard
end of the instrument panel. (Refer to 8 - ELECTRI-
CAL/HORN/HORN RELAY - DESCRIPTION).
²Intrusion Transceiver Module- An Intrusion
Transceiver Module (ITM) is located near the center
of the headliner in the passenger compartment of
vehicles built for sale in certain markets where it is
required equipment. (Refer to 8 - ELECTRICAL/VE-
HICLE THEFT SECURITY/UK SECURITY SYSTEM
MODULE - DESCRIPTION).
²Security Indicator- A security indicator is
located in the ElectroMechanical Instrument Cluster
(EMIC) on the instrument panel in front of the driver
side front seat. (Refer to 8 - ELECTRICAL/INSTRU-
MENT CLUSTER/SECURITY INDICATOR -
DESCRIPTION).
²Siren- An alarm siren is located on the front
extension of the right front wheel house panel in the
engine compartment of vehicles built for sale in cer-
tain markets where it is required equipment. (Refer
to 8 - ELECTRICAL/VEHICLE THEFT SECURITY/
SIREN - DESCRIPTION).
²Tailgate Ajar Switch- A tailgate ajar switch is
integral to the latch for the tailgate in the vehicle.
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING -
INTERIOR/TAILGATE AJAR SWITCH - DESCRIP-
TION).SENTRY KEY IMMOBILIZER SYSTEM The Sen-
try Key Immobilizer System (SKIS) is available as a
factory-installed option on this model. Vehicles
equipped with the Vehicle Theft Alarm (VTA) are also
equipped with SKIS. The SKIS provides passive vehi-
cle protection by preventing the engine from operat-
ing unless a valid electronically encoded key is
detected in the ignition lock cylinder. The SKIS
includes the following major components, which are
described in further detail elsewhere in this service
information:
²Powertrain Control Module- The Powertrain
Control Module (PCM) is located on the left inner
fender shield in the engine compartment near the
dash panel. (Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES/POWERTRAIN
CONTROL MODULE - DESCRIPTION).
²Sentry Key Immobilizer Module- The Sentry
Key Immobilizer Module (SKIM) is located beneath
the steering column shrouds on the right side of the
steering column near the ignition lock cylinder hous-
ing. (Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/SENTRY KEY IMMOBILIZER
MODULE - DESCRIPTION).
²Sentry Key Transponder- The Sentry Key
transponder is molded into the head of the ignition
key, and concealed by a gray molded rubber cap.
(Refer to 8 - ELECTRICAL/VEHICLE THEFT SECU-
RITY/TRANSPONDER KEY - DESCRIPTION).
²SKIS Indicator- The SKIS indicator is located
in the ElectroMechanical Instrument Cluster (EMIC)
on the instrument panel in front of the driver side
front seat. (Refer to 8 - ELECTRICAL/INSTRU-
MENT CLUSTER/SPEED CONTROL INDICATOR -
DESCRIPTION).
OPERATION
The Vehicle Theft Security System (VTSS) is
divided into two basic subsystems: Vehicle Theft
Alarm (VTA) and Sentry Key Immobilizer System
(SKIS). Following are paragraphs that briefly
describe the operation of each of these two sub-
systems.
VEHICLE THEFT ALARM The Body Control Mod-
ule (BCM) is used on this model to control and inte-
grate many of the electronic functions and features
included in the Vehicle Theft Alarm (VTA). The BCM
receives hard wired inputs indicating the status of
the door ajar switches, the door cylinder lock
switches, the ignition switch, the tailgate ajar switch,
the tailgate cylinder lock switch, the flip-up glass
ajar switch, the power lock switches and, in vehicles
built for certain markets where it is required, 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-
KJVEHICLE THEFT SECURITY 8Q - 3
VEHICLE THEFT SECURITY (Continued)

ergize the combination flasher, the horn relay (except
vehicles with the Rest-Of-World or ROW premium
version of the VTA), and the security indicator. In
addition, in vehicles built for certain markets where
the ROW premium version of the VTA is required,
the BCM also exchanges electronic messages with
the Intrusion Transceiver Module (ITM) over the Pro-
grammable Communications Interface (PCI) data bus
network to provide the features found in this version
of the VTA.
The hard wired circuits and components of the
VTA may be diagnosed and tested using conventional
diagnostic tools and procedures. However, conven-
tional diagnostic methods may not prove conclusive
in the diagnosis of the Body Control Module (BCM),
the ElectroMechanical Instrument Cluster (EMIC),
the Intrusion Transceiver Module (ITM), or the Pro-
grammable Communications Interface (PCI) data bus
network. The most reliable, efficient, and accurate
means to diagnose the BCM, the EMIC, the ITM,
and the PCI data bus network inputs and outputs
related to the VTA requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation. Following are paragraphs that briefly
describe the operation of each of the VTA features.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the VTA.
²ENABLING- The BCM must have the VTA
function electronically enabled in order for the VTA
to perform as designed. The logic in the BCM keeps
its VTA function dormant until it is enabled using a
DRBIIItscan tool. The VTA function of the BCM is
enabled on vehicles equipped with the VTA option at
the factory, but a service replacement BCM must be
VTA-enabled by the dealer using a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
²PRE-ARMING- The VTA has a pre-arming
sequence. Pre-arming occurs when a door, the tail-
gate, or the flip-up glass is open when the vehicle is
locked using a power lock switch, or when the ªLockº
button on the Remote Keyless Entry (RKE) transmit-
ter is depressed. The power lock switch will not ini-
tiate the pre-arming sequence if the key is in the
ignition switch. When the VTA is pre-armed, the
arming sequence is delayed until all of the doors, the
tailgate, and the flip-up glass are closed.
²ARMING- Passive arming of the VTA occurs
when the vehicle is exited with the key removed from
the ignition switch and the doors are locked while
they are open using the power lock switch (see Pre-
Arming). Active arming of the VTA occurs when the
ªLockº button on the Remote Keyless Entry (RKE)
transmitter is depressed to lock the vehicle after all
of the doors, the tailgate, and the flip-up glass are
closed. The VTA will not arm if the doors are lockedusing the key in a lock cylinder or using a mechani-
cal lock button. Once the VTA begins the passive or
active arming sequence, the security indicator in the
instrument cluster will flash rapidly for about six-
teen seconds. This indicates that the VTA arming
sequence is in progress. If the ignition switch is
turned to the On position, if a door is unlocked with
the power lock switch or the RKE transmitter, or if
the tailgate is unlocked by any means during the six-
teen second arming sequence, the security indicator
will stop flashing and the VTA arming sequence will
abort. On vehicles equipped with the hood ajar
switch, the VTA arming sequence will occur regard-
less of whether the hood is open or closed, but the
underhood area will not be protected unless the hood
is closed when the VTA arming sequence begins.
Also, if the status of the hood ajar switch changes
from open (hood closed) to closed (hood open) during
the sixteen second arming sequence, the security
indicator will stop flashing and the VTA arming
sequence will abort. Once the sixteen second arming
sequence is successfully completed, the security indi-
cator will flash at a slower rate, indicating that the
VTA is armed.
²DISARMING- For vehicles built for the North
American market, disarming of the VTA occurs when
the vehicle is unlocked using the key to unlock a door
or the tailgate. Disarming of the VTA for any market
also occurs when the vehicle is unlocked by depress-
ing the ªUnlockº button of the Remote Keyless Entry
(RKE) transmitter, or by turning the ignition switch
to the On position using a valid Sentry Key Immobi-
lizer System (SKIS) key. Once the alarm has been
activated, any of these disarming methods will also
deactivate the alarm.
²POWER-UP MODE- When the armed VTA
senses that the battery has been disconnected and
reconnected, it enters its power-up mode. In the pow-
er-up mode the alarm system returns to the mode
that was last selected prior to the battery failure or
disconnect. If the VTA was armed prior to the battery
disconnect or failure, the technician or vehicle opera-
tor will have to actively or passively disarm the sys-
tem after the battery is reconnected. The power-up
mode will also apply if the battery goes dead while
the system is armed, and battery jump-starting is
then attempted. The VTA will remain armed until
the technician or vehicle operator has actively or pas-
sively disarmed the system. If the VTA is in the dis-
armed mode prior to a battery disconnect or failure,
it will remain disarmed after the battery is recon-
nected or replaced, or if jump-starting is attempted.
²ALARM- The VTA alarm output varies by the
version of the VTA with which the vehicle is
equipped. In all cases, the alarm provides both visual
and audible outputs; however, the time intervals of
8Q - 4 VEHICLE THEFT SECURITYKJ
VEHICLE THEFT SECURITY (Continued)

these outputs vary by the requirements of the mar-
ket for which the vehicle is manufactured. In all
cases, the visual output will be a flashing on and off
of the exterior lamps. For vehicles equipped with the
North American or the ROW base version of the
VTA, the audible output will be a pulsing of the horn.
For vehicles with the ROW premium version of the
VTA, the audible output will be a cycling of the
alarm siren. See the owner's manual in the vehicle
glove box for details of the alarm output require-
ments of the specific market for which the vehicle
was manufactured. The inputs that will trigger the
alarm include the door ajar switches, the tailgate
ajar switch, the flip-up glass ajar switch, and in vehi-
cles built for certain markets where they are
required, the hood ajar switch and the Intrusion
Transceiver Module (ITM).
²TAMPER ALERT- The VTA tamper alert fea-
ture will pulse the horn (or the alarm siren for the
ROW premium version of the VTA) three times upon
VTA disarming, if the alarm was triggered and has
since timed-out. This feature alerts the vehicle oper-
ator that the VTA alarm was activated while the
vehicle was unattended.
²INTRUSION ALARM- The intrusion alarm is
an exclusive feature of the ROW premium version of
the VTA, which is only available in certain markets
where it is required. When the VTA is armed, a
motion sensor in the Intrusion Transceiver Module
(ITM) monitors the interior of the vehicle for move-
ment. If motion is detected, the ITM sends an elec-
tronic message to the BCM over the PCI data bus to
invoke the visual alarm feature, and sends an elec-
tronic message to the alarm siren in the engine com-
partment over a dedicated serial bus to invoke the
audible alarm feature. The motion detect feature of
the ITM can be disabled by depressing the ªLockº
button on the RKE transmitter three times within
fifteen seconds during VTA arming, while the secu-
rity indicator is still flashing rapidly. The VTA pro-
vides a single short siren ªchirpº as an audible
confirmation 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 logic in the ITM keeps its intrusion
alarm function dormant until it is enabled using a
DRBIIItscan tool. The intrusion alarm function of
the ITM is enabled on vehicles equipped with thisoption at the factory, but a service replacement ITM
must be configured and enabled by the dealer using a
DRBIIItscan tool. Refer to the appropriate diagnos-
tic information.
SENTRY KEY IMMOBILIZER SYSTEM The Sen-
try Key Immobilizer System (SKIS) is designed to
provide passive protection against unauthorized vehi-
cle use by disabling the engine after about two sec-
onds 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 customer inter-
vention. The SKIS uses Radio Frequency (RF) com-
munication to obtain confirmation that the key in the
ignition switch is a valid key for operating the vehi-
cle. The microprocessor-based SKIS hardware and
software also use electronic messages to communi-
cate with other electronic modules in the vehicle over
the Programmable Communications Interface (PCI)
data bus. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/COMMUNICATION - OPER-
ATION).
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 Diagnostic
Trouble Codes (DTC's) if a system malfunction is
detected. The SKIS can be diagnosed, and any stored
DTC's can be retrieved using a DRBIIItscan tool.
Refer to the appropriate diagnostic information.
KJVEHICLE THEFT SECURITY 8Q - 5
VEHICLE THEFT SECURITY (Continued)

DIAGNOSIS AND TESTING - 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). Following are the recommended procedures
for diagnosis and testing of each of these two sub-
systems.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER 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.
VEHICLE THEFT ALARM
Models equipped with the Rest-Of-World (ROW)
premium version of the Vehicle Theft Alarm (VTA)
provide some preliminary diagnostic feedback by illu-minating the security indicator located in the Elec-
troMechanical Instrument Cluster (EMIC). If the
security indicator illuminates with the ignition
switch in the On position, it indicates that there is a
communication problem between the Intrusion
Transceiver Module (ITM) and the Body Control
Module (BCM), or between the ITM and the siren
module. The BCM will also turn on the security indi-
cator if it receives a message from the ITM indicating
that the ITM has stored a Diagnostic Trouble Code
(DTC) for a siren module fault.
The hard wired circuits and components of the
VTA may be diagnosed and tested using conventional
diagnostic tools and procedures. However, conven-
tional diagnostic methods may not prove conclusive
in the diagnosis of the Body Control Module (BCM),
the ElectroMechanical Instrument Cluster (EMIC),
the Intrusion Transceiver Module (ITM), or the Pro-
grammable Communications Interface (PCI) data bus
network. The most reliable, efficient, and accurate
means to diagnose the BCM, the EMIC, the ITM,
and the PCI data bus network inputs and outputs
related to the VTA requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation.
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 har-
ness connectors, splices and grounds.
8Q - 6 VEHICLE THEFT SECURITYKJ
VEHICLE THEFT SECURITY (Continued)

SENTRY KEY IMMOBILIZER SYSTEM
SENTRY KEY IMMOBILIZER SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
SKIS INDICATOR FAILS TO
LIGHT DURING BULB TEST1. SKIS indicator faulty. 1. Test and replace the instrument cluster as
required.
2. Fuse faulty. 2. Test and replace the SKIM fused B(+) and
fused ignition switch output (run-start) fuses in the
Junction Block (JB) as required.
3. Ground circuit faulty. 3. Test and repair the SKIM ground circuit as
required.
4. Fused B(+) circuit faulty. 4. Test and repair the SKIM fused B(+) circuit as
required.
5. Fused ignition switch
output circuit faulty.5. Test and repair the SKIM fused ignition switch
output (run-start) circuit as required.
SKIS INDICATOR FLASHES
WHEN IGNITION SWITCH IS
TURNED TO9ON9
POSITION1. 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 to diagnose the
key-related fault. Refer to the appropriate
diagnostic information.
SKIS INDICATOR LIGHTS
SOLID FOLLOWING BULB
TEST1. SKIS system malfunction/
fault detected.1. Use a DRBIIITscan tool to diagnose the SKIS.
Refer to the appropriate diagnostic information.
2. SKIS system inoperative. 2. Use a DRBIIITscan tool to diagnose the SKIS.
Refer to the appropriate diagnostic information.
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). 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 Immobilizer Module (SKIM) should be sus-
pected, and the following procedure should be used
for diagnosis. Refer to the appropriate wiring infor-
mation. 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.
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 (Fuse 33 - 10
ampere) in the Junction Block (JB). If OK, go to Step
2. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse.
(2) Check for battery voltage at the fused B(+) fuse
(Fuse 33 - 10 ampere) in the JB. If OK, go to Step 3.
If not OK, repair the open B(+) circuit between the
JB and the battery as required.
(3) Check the fused ignition switch output (run-
start) fuse (Fuse 15 - 10 ampere) in the JB. If OK, go
to Step 4. If not OK, repair the shorted circuit or
component as required and replace the faulty fuse.
(4) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run-start) fuse (Fuse 15 - 10 ampere) in the
JB. If OK, go to Step 5. If not OK, repair the open
fused ignition switch output (run-start) circuit
between the JB and the ignition switch as required.
(5) Disconnect and isolate the battery negative
cable. Disconnect the instrument panel wire harness
connector for the Sentry Key Immobilizer Module
(SKIM) from the SKIM connector receptacle. Check
for continuity between each of the two ground circuit
cavities of the instrument panel wire harness connec-
tor for the SKIM and a good ground. There should be
KJVEHICLE THEFT SECURITY 8Q - 7
VEHICLE THEFT SECURITY (Continued)

continuity. If OK, go to Step 6. If not OK, repair the
open ground circuit(s) to ground (G202) as required.
(6) Reconnect the battery negative cable. Check for
battery voltage at the fused B(+) circuit cavity of the
instrument panel wire harness connector for the
SKIM. If OK, go to Step 7. If not OK, repair the open
fused B(+) circuit between the SKIM and the JB as
required.
(7) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run-start) circuit cavity of the instrument
panel wire harness connector for the SKIM. If OK,
use a DRBIIItscan tool to complete the diagnosis of
the SKIS. Refer to the appropriate diagnostic infor-
mation. If not OK, repair the open fused ignition
switch output (run-start) circuit between the SKIM
and the JB as required.
SKIS INDICATOR FLASHES UPON IGNITION ªONº OR
LIGHTS SOLID FOLLOWING BULB TEST
A SKIS indicator that flashes following the ignition
switch being turned to the On position indicates that
an invalid key has been detected, or that a key-re-
lated fault has been set. A SKIS indicator that lights
solid following a successful bulb test indicates that
the SKIM has detected a system malfunction or that
the SKIS is inoperative. In either case, fault informa-
tion will be stored in the SKIM memory. For retrieval
of this fault information and further diagnosis of the
SKIS, the PCI data bus, the SKIM electronic mes-
sage outputs to the instrument cluster that control
the SKIS indicator and chime, or the electronic mes-
sage inputs and outputs between the SKIM and the
Powertrain Control Module (PCM) that control
engine operation, a DRBIIItscan tool is required.
Refer to the appropriate diagnostic information. Fol-
lowing are preliminary troubleshooting guidelines to
be followed during diagnosis using a DRBIIItscan
tool:
(1) Using the DRBIIItscan tool, read and record
the faults as they exist in the SKIM when you first
begin your diagnosis of the vehicle. It is important to
document these faults because the SKIM does not
differentiate between historical faults (those that
have occurred in the past) and active faults (those
that are currently present). If this problem turns out
to be an intermittent condition, this information may
become invaluable to your diagnosis.
(2) Using the DRBIIItscan tool, erase all of the
faults from the SKIM.
(3) Cycle the ignition switch to the Off position,
then back to the On position.
(4) Using the DRBIIItscan tool, read any faults
that are now present in the SKIM. These are the
active faults.(5) Using this active fault information, refer to the
proper procedure in the appropriate diagnostic infor-
mation for the specific additional diagnostic steps.
STANDARD PROCEDURE
STANDARD PROCEDURE - SKIS
INITIALIZATION
The Sentry Key Immobilizer System (SKIS) must
be initialized following a Sentry Key Immobilizer
Module (SKIM) replacement. SKIS initialization
requires the use of a DRBIIItscan tool. Initialization
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 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES - STANDARD PRO-
CEDURE - PCM/SKIM PROGRAMMING).
NOTE: If a Powertrain Control Module (PCM) is
replaced on a vehicle equipped with the Sentry Key
Immobilizer System (SKIS), the unique Secret Key
data must be transferred from the Sentry Key
Immobilizer Module (SKIM) to the new PCM using
the PCM replacement procedure. This procedure
also requires the use of a DRBIIITscan tool and the
unique four-digit PIN code to enter the Secured
Access Mode in the SKIM. Refer to the appropriate
diagnostic information for the proper PCM replace-
ment procedures.
STANDARD PROCEDURE - SENTRY KEY
TRANSPONDER PROGRAMMING
All Sentry Keys included with the vehicle are pre-
programmed to work with the Sentry Key Immobi-
lizer System (SKIS) when it is shipped from the
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 cylinder in the vehicle for which
it will be used. Once the additional or new key has
been cut, the SKIM must be programmed to recog-
nize it as a valid key. There are two possible methods
to program the SKIM to recognize a new or addi-
tional valid key, the Secured Access Method and the
Customer Learn Method. Following are the details of
these two programming methods.
8Q - 8 VEHICLE THEFT SECURITYKJ
VEHICLE THEFT SECURITY (Continued)

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 will
sound 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 sec-
onds, then turn off to indicate that the blank Sentry
Key has been successfully programmed. The SKIS will
immediately exit the Customer Learn programmingmode 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
Fig. 2 Door Cylinder Lock Switch
1 - SWITCH
2 - OUTSIDE DOOR HANDLE
3 - DOOR LOCK CYLINDER
KJVEHICLE THEFT SECURITY 8Q - 9
VEHICLE THEFT SECURITY (Continued)

electronic circuitry of the ITM which includes a
microprocessor, and an ultrasonic receive transducer.
A molded plastic connector receptacle containing six
terminal pins that is soldered to a small circuit board
and extends through a clearance hole in the left front
corner of the ITM housing, and an ultrasonic trans-
mit transducer housing extends from the center of
the right side of the ITM housing. Both the transmit
transducer on the right side of the module and the
receive transducer on the ITM circuit board are
aimed through two small round holes in the sight
shield of the trim cover. The ITM is connected to the
vehicle electrical system by a dedicated take out and
connector of the overhead wire harness that is inte-
gral to the headliner.
The ITM unit cannot be adjusted or repaired and,
if faulty or damaged, it must be replaced. The ITM is
serviced as a unit with the trim cover.
OPERATION
The microprocessor in the Intrusion Transceiver
Module (ITM) contains the motion sensor logic cir-
cuits and controls all of the features of the premium
version of the Vehicle Theft Alarm (VTA). The ITM
uses On-Board Diagnostics (OBD) and can communi-
cate with other electronic modules in the vehicle as
well as with the DRBIIItscan tool using the Pro-
grammable Communications Interface (PCI) data bus
network. This method of communication is used by
the ITM to communicate with the Body Control Mod-
ule (BCM) and for diagnosis and testing through the
16-way data link connector located on the driver side
lower edge of the instrument panel. The ITM also
communicates with the alarm siren over a dedicated
serial bus circuit.
The ITM microprocessor continuously monitors
inputs from its on-board motion sensor circuitry as
well as inputs from the BCM and the alarm siren
module. The on-board ITM motion sensor circuitry
transmits ultrasonic signals into the vehicle cabin
through a transmit transducer, then listens to the
returning signals as the bounce off of objects in the
vehicle interior. If an object is moving in the interior,
a detection circuit in the ITM senses this movement
through the modulation of the returning ultrasonic
signals that occurs due to the Doppler effect. The
motion detect function of the ITM can be disabled by
depressing the ªLockº button on the Remote Keyless
Entry (RKE) transmitter three times within fifteen
seconds, while the security indicator is still flashing
rapidly. The ITM will signal the alarm siren module
to provide a single siren ªchirpº as an audible confir-
mation that the motion sensor function has been dis-
abled.
If movement is detected, the ITM sends an elec-
tronic message to the BCM over the PCI data bus toflash the exterior lighting and sends an electronic
message to the alarm siren module over a dedicated
serial bus line to sound the siren. When the BCM
detects a breach in the perimeter protection through
a door, tailgate, flip-up glass, or hood ajar switch
input, it sends an electronic message to the ITM and
the ITM sends an electronic message to the BCM
over the PCI data bus to flash the exterior lighting
and sends an electronic message to the alarm siren
module over a dedicated serial bus line to sound the
siren. The ITM also monitors inputs from the alarm
siren module for siren battery or siren input/output
circuit tamper alerts, and siren battery condition
alerts, then sets active and stored Diagnostic Trouble
Codes (DTC) for any monitored system faults it
detects. An active fault only remains for the current
ignition switch cycle, while a stored fault causes a
DTC to be stored in memory by the ITM. If a fault
does not recur for fifty ignition cycles, the ITM will
automatically erase the stored DTC.
The ITM is connected to the vehicle electrical sys-
tem through a dedicated take out and connector of
the overhead wire harness. The ITM receives battery
current on a fused B(+) circuit through a fuse in the
Junction Block (JB), and receives ground through a
ground circuit and take out of the body wire harness.
This ground take out has a single eyelet terminal
connector that is secured by a ground screw to the
base of the left D-pillar behind the quarter trim
panel. These connections allow the ITM to remain
operational, regardless of the ignition switch position.
The hard wired inputs and outputs for the ITM may
be diagnosed and tested using conventional diagnos-
tic tools and procedures. However, conventional diag-
nostic methods will not prove conclusive in the
diagnosis of the ITM, the PCI data bus network, or
the electronic message inputs to and outputs from
the ITM. The most reliable, efficient, and accurate
means to diagnose the ITM, the PCI data bus net-
work, and the electronic message inputs to and out-
puts from the ITM requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) While pulling downward lightly on either rear
corner of the Intrusion Transceiver Module (ITM)
trim cover, insert a small thin-bladed screwdriver
through each of the service holes on the rear edge of
the trim cover to depress and release the two inte-
gral rear latch features of the module from the
mounting bracket above the headliner (Fig. 11).
(3) Pull the ITM trim cover rearward far enough
to disengage the two integral front latch features of
KJVEHICLE THEFT SECURITY 8Q - 15
INTRUSION TRANSCEIVER MODULE (Continued)