Amp wired JEEP LIBERTY 2002 KJ / 1.G Owner's Guide

move the headlamps to the selected position based
upon the voltage input received from the switch. The
headlamp leveling motors and switch have a path to
ground at all times. The headlamp leveling compo-
nents operate on battery current received through
the fused park lamp relay output circuit so that the
system will only operate when the exterior lighting is
turned on.
PARK LAMPS
The park lamps system includes the Body Control
Module (BCM), a park lamp relay installed in the
Junction Block (JB), and the exterior lighting switch
integral to the left (lighting) control stalk of the
multi-function switch. The front park lamp and side
marker or, if equipped, the front position lamp bulbs
each have a path to ground at all times through their
connections to the grille opening reinforcement wire
harness from two take outs of the headlamp and
dash wire harness with eyelet terminal connectors
that are secured by ground screws to the left inner
fender shield in the engine compartment. The rear
park lamp bulbs and license plate lamp have a path
to ground at all times through their connection to the
rear lighting wire harness from a take out of the rear
body wire harness with an eyelet terminal connector
that is secured by a ground screw to the base of the
right D-pillar behind the quarter trim panel. The
BCM controls the park lamp operation by monitoring
the exterior lighting switch inputs from the multi-
function switch, then energizing or de-energizing the
control coil of the park lamp relay. When the park
lamp relay is energized, it provides battery current
from a fused B(+) fuse in the Power Distribution
Center (PDC) through a park lamp relay output cir-
cuit and a separate fuse in the JB through a fused
park lamp relay output circuit to the appropriate
lamp bulb filaments. The BCM provides a battery
saver (load shedding) feature for the park lamps,
which will turn these lamps off if they are left on for
more than about eight minutes with the ignition
switch in the Off position.
REAR FOG LAMPS
Rear fog lamps are installed on vehicles manufac-
tured for certain markets where they are required.
The rear fog lamp system includes a premium Body
Control Module (BCM), a rear fog lamp relay
installed in the Junction Block (JB), and a rear fog
lamp switch integral to the left (lighting) control
stalk of the multi-function switch. The rear fog lamps
have a path to ground at all times through their con-
nection to the rear lighting wire harness from a take
out of the rear body wire harness with an eyelet ter-
minal connector that is secured by a ground screw to
the base of the right D-pillar behind the quarter trimpanel. The BCM controls rear fog lamp operation by
monitoring the exterior lighting switch input from
the multi-function switch, then energizing or de-ener-
gizing the rear fog lamp relay control coil; and, by
sending the appropriate electronic message to the
instrument cluster over the Programmable Commu-
nications Interface (PCI) data bus to turn the rear
fog lamp indicator on or off. When the rear fog lamp
relay is energized, it provides battery current from a
fused B(+) fuse in the JB to the rear fog lamps
through the rear fog lamp relay output circuit. The
BCM provides a battery saver (load shedding) feature
for the rear fog lamps, which will turn these lamps
off if they are left on for more than about eight min-
utes with the ignition switch in the Off position.
TURN SIGNAL LAMPS
When the left control stalk of the multi-function
switch is moved up (right turn) or down (left turn),
the turn signal system is activated causing the
selected right or left turn signal indicator, and right
or left turn signal lamps to flash on and off. When
the turn signal system is activated, the circuitry
within the turn signal switch and the hazard switch/
electronic combination flasher unit will repeatedly
energize and de-energize one of two internal relays
that switch battery current from a fused ignition
switch output (run) fuse in the Junction Block (JB) to
the right side or left side turn signal indicators and
turn signal lamps through the right or left turn sig-
nal circuits. The ElectroMechanical Instrument Clus-
ter (EMIC) chime tone generator will generate an
audible turn signal cancel warning each time the
vehicle is driven for a distance of about 3.2 kilome-
ters (about two miles) with a turn signal indicator
flashing. The EMIC uses Programmable Communica-
tions Interface (PCI) data bus distance messages
from the Powertrain Control Module (PCM) and a
hard wired input from the turn signal switch cir-
cuitry of the multi-function switch to determine when
to sound the turn signal cancel warning.
DIAGNOSIS AND TESTING - LAMPS/LIGHTING
- EXTERIOR
The hard wired circuits and components of the
exterior lighting systems may be diagnosed and
tested using conventional diagnostic tools and proce-
dures. However, conventional diagnostic methods
may not prove conclusive in the diagnosis of the Body
Control Module (BCM), the ElectroMechanical
Instrument Cluster (EMIC), the Powertrain Control
Module (PCM), or the Programmable Communica-
tions Interface (PCI) data bus network. The most
reliable, efficient, and accurate means to diagnose
the BCM, the EMIC, the PCM, and the PCI data bus
network inputs and outputs related to the various
KJLAMPS8Ls-7
LAMPS/LIGHTING - EXTERIOR (Continued)

²Headlamp Optical Horn- The left (lighting)
control stalk of the multi-function switch is pulled
towards the steering wheel to just before a detent, to
momentarily activate the headlamp optical horn fea-
ture. The high beams will remain illuminated until
the control stalk is released. The multi-function
switch provides a ground output on a high beam
relay control circuit to energize the headlamp high
beam relay (Daytime Running Lamp relay in Cana-
dian vehicles) in the Junction Block (JB) as required.
²Interior Lamps Defeat- The control ring on
the multi-function switch left (lighting) control stalk
is rotated to a full rearward (clockwise) detent to
defeat the illumination of all interior courtesy lamps.
The multi-function switch provides a resistor multi-
plexed output to the Body Control Module (BCM) on
a panel lamps dimmer switch mux circuit, and the
BCM responds by de-energizing its internal courtesy
lamp driver circuit.
²Interior Lamps On- The control ring on the
multi-function switch left (lighting) control stalk is
rotated to a full forward (counterclockwise) detent to
illuminate all interior courtesy lamps. The multi-
function switch provides a resistor multiplexed out-
put to the Body Control Module (BCM) on a panel
lamps dimmer switch mux circuit, and the BCM
responds by energizing its internal courtesy lamp
driver circuit.
²Panel Lamps Dimming- The control ring on
the multi-function switch left (lighting) control stalk
is rotated to one of six minor intermediate detents to
simultaneously select the desired illumination inten-
sity of all adjustable instrument panel and instru-
ment cluster lighting. The control ring is rotated
rearward (clockwise) to dim, or forward (counter-
clockwise) to brighten. The multi-function switch pro-
vides a resistor multiplexed output to the Body
Control Module (BCM) on a panel lamps dimmer
switch mux circuit, and the BCM responds by send-
ing an electronic panel lamps dimming level message
to the ElectroMechanical Instrument Cluster (EMIC)
over the Programmable Communications Interface
(PCI) data bus. The EMIC electronic circuitry then
provides the proper PWM output to the cluster illu-
mination lamps and the VFD on the EMIC circuit
board, then provides a matching PWM output on the
hard wired fused panel lamps dimmer switch signal
circuit.
²Parade Mode- The control ring on the multi-
function switch left (lighting) control stalk is rotated
to an intermediate detent that is one detent rear-
ward (clockwise) from the full forward (counterclock-
wise) detent to select the Parade mode. The multi-
function switch provides a resistor multiplexed
output to the Body Control Module (BCM) on a panel
lamps dimmer switch mux circuit, and the BCMresponds by sending an electronic panel lamps dim-
ming level message to the ElectroMechanical Instru-
ment Cluster (EMIC) over the Programmable
Communications Interface (PCI) data bus. The EMIC
electronic circuitry then provides the proper PWM
output to the cluster illumination lamps and the
VFD on the EMIC circuit board, then provides a
matching PWM output on the hard wired fused panel
lamps dimmer switch signal circuit to illuminate all
lamps at full (daylight) intensity with the exterior
lamps turned On.
²Park Lamps- The control knob on the end of
the multi-function switch left (lighting) control stalk
is rotated forward (counterclockwise) to its first
detent from the Off position to activate the park
lamps. The multi-function switch provides a resistor
multiplexed output to the Body Control Module
(BCM) on a headlamp switch sense circuit, and the
BCM responds by energizing or de-energizing the
park lamp relay in the Junction Block (JB) as
required.
²Rear Fog Lamps- For vehicles so equipped,
the control knob on the end of the multi-function
switch left (lighting) control stalk is rotated forward
(counterclockwise) to its third detent position to acti-
vate the rear fog lamps. The multi-function switch
provides a resistor multiplexed output to the Body
Control Module (BCM) on a headlamp switch sense
circuit, and the BCM responds by energizing or de-
energizing the rear fog lamp relay in the Junction
Block (JB) as required. Rear fog lamps are optional
only for vehicles manufactured for certain markets,
where they are required.
²Turn Signal Control- The left (lighting) con-
trol stalk of the multi-function switch is moved
upward to activate the right turn signal circuitry,
and, downward to activate the left turn signal cir-
cuitry. The turn signal switch has a detent position
in each direction that provides turn signals with
automatic cancellation, and an intermediate, momen-
tary position in each direction that provides turn sig-
nals only until the left multi-function switch control
stalk is released. When the control stalk is moved to
a turn signal switch detent position, the cancel
actuator extends toward the center of the steering
column. A turn signal cancel cam that is integral to
the clockspring rotates with the steering wheel and
the cam lobes contact the cancel actuator when it is
extended from the left multi-function switch. When
the steering wheel is rotated during a turning
maneuver, one of the two turn signal cancel cam
lobes will contact the turn signal cancel actuator. The
cancel actuator latches against the cancel cam rota-
tion in the direction opposite that which is signaled.
In other words, if the left turn signal detent is
selected, the lobes of the cancel cam will ratchet past
KJLAMPS8Ls-49
MULTI-FUNCTION SWITCH (Continued)

LAMP BAR
DESCRIPTION
The lamp bar is used to better illuminate the driv-
ers field of vision under certain driving conditions. It
consists of a cover, two or four lamp assemblies
(depending upon which market), and a wiring har-
ness. These components are mounted to a reinforce-
ment, then sealed and secured to the roof panel.
Lamp bar illumination is controlled by a manually
operated momentary rocker switch, mounted to the
instrument panel. The lamps are adjustable in the
vertical position only.
OPERATION
Battery and ignition voltage are supplied to the
lamp bar switch assembly. When the switch is in the
on position the internal relay contacts close, complet-
ing the circuit through the lamp bar bulbs, to
ground. The lamp bar assembly is grounded to the
chassis. The hard wired circuits of the lamp bar may
be diagnosed and tested using conventional methods
and procedures.
DIAGNOSIS AND TESTING - LAMP BAR
CONDITION POSSIBLE CAUSES CORRECTION
LAMP BAR LAMPS
INOPERATIVEFaulty or missing fuse Test and replace lamp bar fuse
as required
Faulty feed circuit Test and repair open battery or
ignition feed circuit.
Faulty ground circuit Test and repair high resistance
or open lamp bar ground circuit
Faulty lamp bar sense circuit Test and repair short to voltage
in lamp bar sense circuit
Faulty switch Test and replace lamp bar
switch
LAMP BAR LAMPS ON AT
ALL TIMESFaulty switch Test and replace lamp bar
switch
Lamp bar feed circuit Test and repair short to voltage
in lamp bar feed circuit
ONE OR MORE LAMPS
INOPERATIVEFaulty or missing bulb Test and repair lamp bar lamp
bulb(s) as required
Faulty lamp bar wiring harness Test and repair short/open lamp
bar wiring harness
STANDARD PROCEDURE - LAMP BAR AIMING
NOTE: The lamp bar lamps are adjustable to the
vertical position only.
(1) Remove lamp bar cover.
(2) Using a fairly dark and level area, drive the
vehicle perpendicular to and 25 ft. away from a wall.
(3) Measure up the wall 7ft. 9in. and place tape on
the wall parallel to the ground.
(4) Turn on the lamp bar lamps.
(5) Using the adjustment screw in the rear of each
lamp, adjust the lamp beam to the center of the tape.
REMOVAL
REMOVAL - LAMP BAR
(1) Disconnect the negative battery cable.
(2) Remove the lamp bar cover retaining screws,
slide the cover forward and up to remove.
(3) Disconnect lamp electrical connector.
(4) Remove the lamp bar reinforcement to roof
stud retainers.
CAUTION: The reinforcement is held to the roof by
protective tape. Remove the tape carefully to pre-
vent damage to roof panel. After removal, the area
must be cleaned with the appropriate solvent.
KJLAMPS8Ls-65

The CMTC may also be integrated with the Uni-
versal Transmitter. If so, your CMTC module will
have three buttons centered together between the
outer four buttons. Below the three buttons are cor-
responding dots to indicate which button you are
using.
The Compass Mini-Trip Computer includes the fol-
lowing display options:
²Compass and thermometer- provides the out-
side temperature and one of eight compass readings
to indicate the direction the vehicle is facing.
²Average fuel economy- shows the average
fuel economy since the last trip computer reset.
²Distance to empty- shows the estimated dis-
tance that can be travelled with the fuel remaining
in the fuel tank. This estimated distance is computed
using the average miles-per-gallon from the last 30
gallons of fuel used.
²Instant fuel economy- shows the present fuel
economy based upon the current vehicle distance and
fuel used information.
²Trip odometer- shows the distance travelled
since the last trip computer reset.
²Elapsed time- shows the accumulated igni-
tion-on time since the last trip computer reset.
²Blank screen- the CMTC compass/thermome-
ter/trip computer VFD is turned off.
If the vehicle is equipped with the optional Univer-
sal Transmitter transceiver, the CMTC will also dis-
play messages and an icon indicating when the
Universal Transmitter is being trained, which of the
three transmitter buttons is transmitting, and when
the transceiver is cleared.
Data input for all CMTC functions, including VFD
dimming level, is received through PCI data bus
messages. The CMTC module uses its internal pro-
gramming and all of its data inputs to calculate and
display the requested data. If the data displayed is
incorrect, perform the self-diagnostic tests as
described in this group. If these tests prove inconclu-
sive, the use of a DRBIIItscan tool and the proper
Diagnostic Procedures manual are recommended for
further testing of the CMTC module and the PCI
data bus.
The CMTC module cannot be repaired, and is
available for service only as a unit. This unit
includes the push button switches and the plastic
module and display lens. If any of these components
is faulty or damaged, the complete CMTC module
must be replaced. The incandescent bulbs used for
CMTC push button back-lighting are available for
service replacement.
DESCRIPTION - COMPASS
While in the compass/thermometer mode, the com-
pass will display the direction in which the vehicle ispointed using the eight major compass headings
(Examples: north is N, northeast is NE). The self-cal-
ibrating compass unit requires no adjusting in nor-
mal use. The only calibration that may prove
necessary is to drive the vehicle in three complete
circles at 5 to 8 kilometers-per-hour (3 to 5 miles-per-
hour), on level ground, in not less than forty-eight
seconds. This will reorient the compass unit to its
vehicle.
The compass unit also will compensate for magne-
tism the body of the vehicle may acquire during nor-
mal use. However, avoid placing anything magnetic
directly on the roof of the vehicle. Magnetic mounts
for an antenna, a repair order hat, or a funeral pro-
cession flag can exceed the compensating ability of
the compass unit if placed on the roof panel. Mag-
netic bit drivers used on the fasteners that hold the
overhead console assembly to the roof header can
also affect compass operation. If the vehicle roof
should become magnetized, the demagnetizing and
calibration procedures found in this group may be
required to restore proper compass operation.
DESCRIPTION - THERMOMETER
The thermometer displays the outside ambient
temperature in whole degrees. The temperature dis-
play can be toggled from Fahrenheit to Celsius by
using the U.S./Metric button. The displayed temper-
ature is not an instant reading of conditions, but an
average temperature. It may take the thermometer
display several minutes to respond to a major tem-
perature change, such as driving out of a heated
garage into winter temperatures.
When the ignition switch is turned to the Off posi-
tion, the last displayed temperature reading stays in
the Body Control Module (BCM) unit memory. When
the ignition switch is turned to the On position
again, the CMTC will display the memory tempera-
ture for one minute; then update the display to the
current average temperature reading within five
minutes.
The thermometer function is supported by an
ambient temperature sensor. The sensor is mounted
outside the passenger compartment near the front
and center of the vehicle, and is hard wired to the
Body Control Module (BCM). The BCM sends tem-
perature status messages to the CMTC module over
the PCI data bus network. The ambient temperature
sensor is available as a separate service item, refer to
additional information later in this section.
OPERATION
The compass mini-trip computer operates when the
ignition is in the ON position. The VFD will display
the last display before ignition was turned OFF. The
four outer buttons operate:
KJMESSAGE SYSTEMS 8M - 5
COMPASS/MINI-TRIP COMPUTER (Continued)

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. 17). These sensors are mounted remotely from
the impact sensor that is internal to the Airbag Con-
trol Module (ACM). Each front sensor is secured with
two screws to the backs of the right and left vertical
members of the radiator support within the engine
compartment. The sensor housing has an integral
connector receptacle and two integral mounting
points each with a metal sleeve to provide crush pro-
tection.
The right and left front impact sensors are identi-
cal in construction and calibration with two excep-
tions:
²On models equipped with an optional 2.4L gaso-
line engine, the left front impact sensor includes a
shim that moves the sensor three millimeters toward
the rear of the vehicle on the left vertical member of
the radiator support for additional clearance that is
required for that application.
²On models equipped with an optional diesel
engine, the left front impact sensor includes a
stamped metal mounting bracket that rotates theconnector receptacle end of the sensor toward the
outboard side of the vehicle for additional clearance
that is required for that application.
A cavity in the center of the molded black plastic
impact sensor housing contains the electronic cir-
cuitry of the sensor which includes an electronic com-
munication chip and an electronic impact sensor.
Potting material fills the cavity to seal and protect
the internal electronic circuitry and components. The
front impact sensors are each connected to the vehi-
cle electrical system through a dedicated take out
and connector of the headlamp and dash wire har-
ness.
The impact sensors cannot be repaired or adjusted
and, if damaged or faulty, they must be replaced. The
mounting bracket for the left front impact sensor on
models with a diesel engine is serviced as a unit with
that sensor.
OPERATION
The front impact sensors are electronic accelerom-
eters that sense the rate of vehicle deceleration,
which provides verification of the direction and sever-
ity of an impact. Each sensor also contains an elec-
tronic communication chip that allows the unit to
communicate the sensor status as well as sensor
fault information to the microprocessor in the Airbag
Control Module (ACM). The ACM microprocessor con-
tinuously monitors all of the front passive restraint
system electrical circuits to determine the system
readiness. If the ACM detects a monitored system
fault, it sets a Diagnostic Trouble Code (DTC) and
controls the airbag indicator operation accordingly.
The impact sensors each receive battery current and
ground through dedicated left and right sensor plus and
minus circuits from the ACM. The impact sensors and
the ACM communicate by modulating the voltage in the
sensor plus circuit. The hard wired circuits between the
front impact sensors and the ACM may be diagnosed
and tested using conventional diagnostic tools and pro-
cedures. However, conventional diagnostic methods will
not prove conclusive in the diagnosis of the ACM or the
impact sensors. The most reliable, efficient, and accu-
rate means to diagnose the impact sensors, the ACM,
and the electronic message communication between the
sensors and the ACM requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic informa-
tion.
Fig. 17 Front Impact Sensor
1 - SENSOR
2 - CONNECTOR RECEPTACLE
KJRESTRAINTS 8O - 21

VEHICLE THEFT SECURITY
TABLE OF CONTENTS
page page
VEHICLE THEFT SECURITY
DESCRIPTION..........................1
OPERATION............................3
DIAGNOSIS AND TESTING - VEHICLE THEFT
SECURITY SYSTEM....................6
STANDARD PROCEDURE
STANDARD PROCEDURE - SKIS
INITIALIZATION........................8
STANDARD PROCEDURE - SENTRY KEY
TRANSPONDER PROGRAMMING..........8
DOOR CYLINDER LOCK SWITCH
DESCRIPTION..........................9
OPERATION...........................10
DIAGNOSIS AND TESTING - DOOR
CYLINDER LOCK SWITCH..............10
REMOVAL.............................10
INSTALLATION.........................10
HOOD AJAR SWITCH
DESCRIPTION.........................11
OPERATION...........................12
DIAGNOSIS AND TESTING - HOOD AJAR
SWITCH............................12REMOVAL.............................12
INSTALLATION.........................12
HOOD AJAR SWITCH BRACKET
REMOVAL.............................13
INSTALLATION.........................13
HOOD AJAR SWITCH STRIKER
REMOVAL.............................13
INSTALLATION.........................14
INTRUSION TRANSCEIVER MODULE
DESCRIPTION.........................14
OPERATION...........................15
REMOVAL.............................15
INSTALLATION.........................16
SIREN
DESCRIPTION.........................16
OPERATION...........................17
REMOVAL.............................17
INSTALLATION.........................17
TRANSPONDER KEY
DESCRIPTION.........................18
OPERATION...........................18
VEHICLE THEFT SECURITY
DESCRIPTION
The Vehicle Theft Security System (VTSS) is an
available factory-installed option on this model (Fig.
1). The VTSS is comprised of two primary sub-
systems: Vehicle Theft Alarm (VTA) and Sentry Key
Immobilizer System (SKIS). The VTA is an active
system that provides visual and audible responses as
deterrents to and warnings of unauthorized vehicle
tampering. The SKIS is a passive system that effec-
tively immobilizes the vehicle against unauthorized
operation. Following are paragraphs which describe
the various components that are included in each of
these subsystems of the VTSS.
Hard wired circuitry connects many of the VTSS
components to each other through the electrical sys-
tem of the vehicle. These hard wired circuits are
integral to several wire harnesses, which are routed
throughout the vehicle and retained by many differ-
ent methods. These circuits may be connected to each
other, to the vehicle electrical system and to the
VTSS components through the use of a combination
of soldered splices, splice block connectors, and many
different types of wire harness terminal connectorsand insulators. Refer to the appropriate wiring infor-
mation. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures,
further details on wire harness routing and reten-
tion, as well as pin-out and location views for the
various wire harness connectors, splices and grounds.
VEHICLE THEFT ALARM The VTA is available in
two different configurations for this vehicle: One con-
figuration is designed for vehicles manufactured for
sale in North America; while, the other configuration
is designed for vehicles manufactured for sale in
markets outside of North America, also referred to as
Rest-Of-World or ROW. In addition, the VTA for
ROW is available in two versions: base and premium.
All vehicles equipped with VTA are also equipped
with the Remote Keyless Entry (RKE) system and
the Sentry Key Immobilizer System (SKIS), regard-
less of their market destination. The North American
and ROW base version of the VTA provides perimeter
vehicle protection by monitoring the vehicle doors,
the tailgate, the rear flip-up glass and, for vehicles
built for certain markets where it is required equip-
ment, the hood. If unauthorized vehicle use or tam-
pering is detected, these systems respond by pulsing
the horn and flashing certain exterior lamps. The
ROW premium version of the VTA is only available
KJVEHICLE THEFT SECURITY 8Q - 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)

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)

the engine compartment, on the front extension of
the right front wheel house panel below and behind
the right headlamp. This unit is designed to provide
the audible alert requirements for the ROW premium
VTA.
The alarm siren module consists of microprocessor-
based electronic control circuitry, the siren, and a
nickel metal hydride backup battery. All of the alarm
module components are protected and sealed within
a black molded plastic housing. A stamped steel
mounting bracket is secured to the module with
three stud plates and nuts that fit into slotted holes
at the top and each side of the bracket. The front
surface of the bracket features a tightly grouped
series of small holes that serves as an outlet for the
audible output of the alarm siren. The bottom of the
mounting bracket is bent at a right angle and has an
integral locating tab feature. Two mounting holes in
the horizontal surface of the bracket are used to
secure the alarm siren module to the wheel house
extension with two screws. An integral connector
receptacle extends forward from the upper left corner
of the alarm siren housing, and connects the unit to
the vehicle electrical system through a dedicated
take out and connector of the headlamp and dash
wire harness.
The alarm siren module cannot be repaired or
adjusted and, if faulty or damaged, it must be
replaced.
OPERATION
The microprocessor within the alarm siren module
performs the tasks required to provide the siren unit
features and functions based upon internal program-
ming and electronic arm and disarm message inputs
received from the Intrusion Transceiver Module
(ITM) over a dedicated serial bus communication cir-
cuit. The alarm siren module will self-detect prob-
lems with its internal and external power supply and
communication circuits, then send electronic mes-
sages indicating the problem to the ITM upon receiv-
ing a request from the ITM. The ITM will store a
Diagnostic Trouble Code (DTC) for a detected alarm
siren module fault that can be retrieved with the
DRBIIItscan tool over the Programmable Communi-
cations Interface (PCI) data bus network through the
16-way data link connector located on the driver side
lower edge of the instrument panel.
When the Rest-Of-World (ROW) premium version
of the Vehicle Theft Alarm (VTA) is armed, the alarm
siren module microprocessor continuously monitors
inputs from the ITM for messages to sound its inter-
nal siren and enters its auto-detect mode. While in
the auto-detect mode, if the alarm siren module
detects that its power supply or communication cir-
cuits are being tampered with or have been sabo-taged, it will sound an alarm and continue to operate
through its on-board backup battery. If the arm siren
module is in its disarmed mode when its power sup-
ply or communication circuits are interrupted, the
siren will not sound. The alarm module will also
notify the ITM when the backup battery requires
charging, and the ITM will send a message that will
allow the backup battery to be charged through the
battery current and ground circuits to the alarm
module only when the ignition switch is in the On
position and the engine is running. This will prevent
the charging of the alarm backup battery from
depleting the charge in the main vehicle battery
while the vehicle is not being operated.
The alarm siren module receives battery current
on a fused B(+) circuit through a fuse in the Power
Distribution Center (PDC), and receives ground
through a ground circuit and take out of the head-
lamp and dash wire harness. This ground take out
has a single eyelet terminal connector that is secured
by a ground screw to the left inner fender shield in
the engine compartment. These connections allow the
alarm siren module to remain operational, regardless
of the ignition switch position. The hard wired inputs
and outputs for the alarm siren module may be diag-
nosed and tested using conventional diagnostic tools
and procedures. However, conventional diagnostic
methods will not prove conclusive in the diagnosis of
the internal circuitry or the backup battery of the
alarm siren module, the ITM, the serial bus commu-
nication line, or the electronic message inputs to and
outputs from the alarm siren module. The most reli-
able, efficient, and accurate means to diagnose the
alarm siren module, the ITM, the serial bus commu-
nication line, and the electronic message inputs to
and outputs from the alarm siren module requires
the use of a DRBIIItscan tool. Refer to the appro-
priate diagnostic information.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Disconnect the headlamp and dash wire har-
ness connector for the alarm siren module from the
module connector receptacle (Fig. 14).
(3) Remove the two screws that secure the alarm
siren module to the front extension of the right front
wheel house panel.
(4) Remove the alarm siren module from the front
extension of the right front wheel house panel.
INSTALLATION
(1) Position the alarm siren module onto the front
extension of the right front wheel house panel (Fig.
14).
KJVEHICLE THEFT SECURITY 8Q - 17
SIREN (Continued)

An electrically operated intermittent front wiper
and washer system is standard factory-installed
safety equipment on this model (Fig. 1). The front
wiper and washer system includes the following
major components, which are described in further
detail elsewhere in this service information:
²Body Control Module- The Body Control
Module (BCM) is located on the Junction Block (JB)
under the driver side outboard end of the instrument
panel. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/BODY CONTROL MODULE
- DESCRIPTION).
²Front Check Valve- The front washer system
check valve is integral to the wye fitting located in
the washer plumbing between the cowl plenum
washer hose and the front washer nozzles, and is
concealed beneath the cowl plenum cover/grille panel
at the base of the windshield.
²Front Washer Nozzle- Two fluidic front
washer nozzles are secured with integral snap fea-
tures to dedicated openings in the cowl plenum cover/
grille panel located near the base of the windshield.
²Front Washer Plumbing- The plumbing for
the front washer system consists of rubber hoses and
molded plastic fittings. The plumbing is routed along
the right side of the engine compartment from the
washer reservoir, and through the dash panel into
the cowl plenum to the front washer nozzle fittings
beneath the cowl plenum cover/grille panel.
²Front Wiper Arm- The two front wiper arms
are secured with nuts to the threaded studs on the
ends of the two wiper pivot shafts, which extend
through the cowl plenum cover/grille panel located
near the base of the windshield.
²Front Wiper Blade- The two front wiper
blades are secured to the two front wiper arms with
an integral latch, and are parked on the glass near
the bottom of the windshield when the front wiper
system is not in operation.
²Front Wiper Module- The front wiper pivot
shafts are the only visible components of the front
wiper module. The remainder of the module is con-
cealed within the cowl plenum area beneath the cowl
plenum cover/grille panel. The front wiper module
includes the wiper module bracket, four rubber-iso-
lated wiper module mounts, the front wiper motor,
the wiper motor crank arm, the two wiper drive
links, and the two front wiper pivots.
²Multi-Function Switch- The multi-function
switch is located on the top of the steering column,
just below the steering wheel. The multi-function
switch includes a left (lighting) control stalk and a
right (wiper) control stalk. The right control stalk is
dedicated to providing all of the driver controls for
both the front and rear wiper systems. (Refer to 8 -ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
MULTI-FUNCTION SWITCH - DESCRIPTION).
²Washer Fluid Level Switch- The washer fluid
level switch is located in a dedicated hole near the
center of the rearward facing surface of the washer
reservoir, behind the right front wheel house splash
shield.
²Washer Pump/Motor- The reversible electric
washer pump/motor unit is located in a dedicated
hole on the lower outboard side of the washer reser-
voir, behind the right front wheel house splash
shield. This single reversible washer pump/motor
provides washer fluid to either the front or rear
washer system plumbing, depending upon the direc-
tion of the pump motor rotation.
²Washer Reservoir- The washer reservoir is
concealed behind the right front wheel house splash
shield ahead of the right front wheel. The washer
reservoir filler neck is the only visible portion of the
reservoir, and it is accessed from the right front cor-
ner of the engine compartment.
²Wiper High-Low Relay- The wiper high-low
relay is an International Standards Organization
(ISO) micro relay located in the Power Distribution
Center (PDC) in the engine compartment near the
battery.
²Wiper On-Off Relay- The wiper on-off relay is
an International Standards Organization (ISO) micro
relay located in the Power Distribution Center (PDC)
in the engine compartment near the battery.
Hard wired circuitry connects the front wiper and
washer system components to 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 connected to each other, to the
vehicle electrical system and to the front wiper and
washer system components through the use of a com-
bination of soldered splices, splice block connectors,
and many different types of wire harness terminal
connectors and insulators. 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.
OPERATING MODES The components of the front
wiper and washer system are designed to work in
concert to provide the following operating modes:
²Continuous Wipe Mode- The control knob on
the right (wiper) control stalk of the multi-function
switch has two continuous wipe positions, Low and
High. When selected, these switch positions will
cause the two-speed front wiper motor to operate in a
continuous low or high speed cycle.
KJFRONT WIPERS/WASHERS 8R - 3
FRONT WIPERS/WASHERS (Continued)