change time JEEP LIBERTY 2002 KJ / 1.G Workshop Manual

FOREWORD
This manual is designed as a supplement to be used along with the 2002 Liberty service manual,
81-370-02060. It includes information related to the 2.4L gas engine installed in this vehicle by
DaimlerChrysler Corporation. For diagnosis or service procedures relating to other components or systems,
refer to the 2002 Liberty Service Manual.
The information contained in this service manual has been prepared for the professional automotive tech-
nician involved in daily repair operations. Information describing the operation and use of standard and
optional equipment is included in the Owner's Manual provided with the vehicle.
Information in this manual is divided into groups. These groups contain description, operation, diagnosis,
testing, adjustments, removal, installation, disassembly, and assembly procedures for the systems and compo-
nents. To assist in locating a group title page, use the Group Tab Locator on the following page. The solid bar
after the group title is aligned to a solid tab on the first page of each group. The first page of the group has
a contents section that lists major topics within the group. If you are not sure which Group contains the infor-
mation you need, look up the Component/System in the alphabetical index located in the rear of this manual.
A Service Manual Comment form is included at the rear of this manual. Use the form to provide
DaimlerChrysler Corporation with your comments and suggestions.
Tightening torques are provided as a specific value throughout this manual. This value represents the
midpoint of the acceptable engineering torque range for a given fastener application. These torque values are
intended for use in service assembly and installation procedures using the correct OEM fasteners. When
replacing fasteners, always use the same type (part number) fastener as removed.
DaimlerChrysler Corporation reserves the right to change testing procedures, specifications, diagnosis,
repair methods, or vehicle wiring at any time without prior notice or incurring obligation.

SPONGY PEDAL
A spongy pedal is most often caused by air in the
system. However, thin brake drums or substandard
brake lines and hoses can also cause a spongy pedal.
The proper course of action is to bleed the system,
and replace thin drums and substandard quality
brake hoses if suspected.
HARD PEDAL OR HIGH PEDAL EFFORT
A hard pedal or high pedal effort may be due to
lining that is water soaked, contaminated, glazed, or
badly worn. The power booster or check valve could
also be faulty.
PEDAL PULSATION
Pedal pulsation is caused by components that are
loose, or beyond tolerance limits.
The primary cause of pulsation are disc brake
rotors with excessive lateral runout or thickness vari-
ation, or out of round brake drums. Other causes are
loose wheel bearings or calipers and worn, damaged
tires.
NOTE: Some pedal pulsation may be felt during
ABS activation.
BRAKE DRAG
Brake drag occurs when the lining is in constant
contact with the rotor or drum. Drag can occur at one
wheel, all wheels, fronts only, or rears only.
Drag is a product of incomplete brake shoe release.
Drag can be minor or severe enough to overheat the
linings, rotors and drums.
Minor drag will usually cause slight surface char-
ring of the lining. It can also generate hard spots in
rotors and drums from the overheat-cool down pro-
cess. In most cases, the rotors, drums, wheels and
tires are quite warm to the touch after the vehicle is
stopped.
Severe drag can char the brake lining all the way
through. It can also distort and score rotors and
drums to the point of replacement. The wheels, tires
and brake components will be extremely hot. In
severe cases, the lining may generate smoke as it
chars from overheating.
Common causes of brake drag are:
²Seized or improperly adjusted parking brake
cables.
²Loose/worn wheel bearing.
²Seized caliper or wheel cylinder piston.
²Caliper binding on corroded bushings or rusted
slide surfaces.
²Loose caliper mounting.
²Drum brake shoes binding on worn/damaged
support plates.
²Mis-assembled components.²Long booster output rod.
If brake drag occurs at all wheels, the problem
may be related to a blocked master cylinder return
port, or faulty power booster (binds-does not release).
BRAKE FADE
Brake fade is usually a product of overheating
caused by brake drag. However, brake overheating
and resulting fade can also be caused by riding the
brake pedal, making repeated high deceleration stops
in a short time span, or constant braking on steep
mountain roads. Refer to the Brake Drag information
in this section for causes.
BRAKE PULL
Front brake pull condition could result from:
²Contaminated lining in one caliper
²Seized caliper piston
²Binding caliper
²Loose caliper
²Rusty caliper slide surfaces
²Improper brake shoes
²Damaged rotor
A worn, damaged wheel bearing or suspension
component are further causes of pull. A damaged
front tire (bruised, ply separation) can also cause
pull.
A common and frequently misdiagnosed pull condi-
tion is where direction of pull changes after a few
stops. The cause is a combination of brake drag fol-
lowed by fade at one of the brake units.
As the dragging brake overheats, efficiency is so
reduced that fade occurs. Since the opposite brake
unit is still functioning normally, its braking effect is
magnified. This causes pull to switch direction in
favor of the normally functioning brake unit.
An additional point when diagnosing a change in
pull condition concerns brake cool down. Remember
that pull will return to the original direction, if the
dragging brake unit is allowed to cool down (and is
not seriously damaged).
REAR BRAKE GRAB OR PULL
Rear grab or pull is usually caused by improperly
adjusted or seized parking brake cables, contami-
nated lining, bent or binding shoes and support
plates, or improperly assembled components. This is
particularly true when only one rear wheel is
involved. However, when both rear wheels are
affected, the master cylinder or proportioning valve
could be at fault.
5 - 4 BRAKES - BASEKJ
BRAKES - BASE (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
STEAM IS COMING FROM THE
FRONT OF VEHICLE NEAR THE
GRILL AREA WHEN WEATHER IS
WET, ENGINE IS WARMED UP
AND RUNNING, AND VEHICLE IS
STATIONARY. TEMPERATURE
GAUGE IS IN NORMAL RANGE1. During wet weather, moisture
(snow, ice or rain condensation) on
the radiator will evaporate when the
thermostat opens. This opening
allows heated water into the
radiator. When the moisture
contacts the hot radiator or
condensor, steam may be emitted.
This usually occurs in cold weather
with no fan or airflow to blow it
away.1. Occasional steam emitting from
this area is normal. No repair is
necessary.
COOLANT COLOR 1. Coolant color is not necessarily
an indication of adequate corrosion
or temperature protection. Do not
rely on coolant color for determining
condition of coolant.1. (Refer to 7 - COOLING/ENGINE/
COOLANT - DESCRIPTION) for
coolant concentration information.
Adjust coolant mixture as
necessary.
COOLANT LEVEL CHANGES IN
COOLANT RESERVE/OVERFLOW
TANK. TEMPERATURE GAUGE IS
IN NORMAL RANGE1. Level changes are to be
expected as coolant volume
fluctuates with engine temperature.
If the level in the tank was between
the FULL and ADD marks at normal
operating temperature, the level
should return to within that range
after operation at elevated
temperatures.1. A normal condition. No repair is
necessary.
FAN RUNS ALL THE TIME 1. Fan control sensors inoperative. 1. Check for DTC's. Verify sensor
readings.
2. Fan control solenoid stuck9on9. 2. Check fan operation speeds.
Refer to fan speed operation table.
3. Fan control solenoid harness
damaged.3. Check for DTC 1499. Repair as
required.
4. Transmission temperature too
high.4. Check for transmission over
temp. DTC.
5. Engine coolant temperature too
high.5. (a) Check coolant level. Correct
level as required.
(b) Thermostat stuck. Replace
thermostat.
(c) Water pump failed. Replace
water pump.
(d) Coolant flow restricted. Clean
radiator.
(e) Air flow over radiator
obstructed.Remove obstruction.
KJCOOLING 7 - 11
COOLING (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
5. Radio faulty. 5. Refer to appropriate Diagnostic Service
Manual.
CLOCK WILL NOT KEEP
SET TIME1. Fuse faulty. 1. Check Ignition-Off Draw (IOD) fuse in the
Junction Block (JB). Replace fuse, if required.
2. Radio connector faulty. 2. Check for loose or corroded radio connector.
Repair, if required.
3. Wiring faulty. 3. Check for battery voltage at radio connector.
Repair wiring, if required.
4. Radio ground faulty. 4. Check for continuity between radio chassis and
a known good ground. There should be
continuity. Repair ground, if required.
5. Radio faulty. 5. Refer to appropriate Diagnostic Service
Manual.
POOR RADIO RECEPTION 1. Antenna faulty. 1. (Refer to 8 - ELECTRICAL/AUDIO/ANTENNA
BODY & CABLE - DIAGNOSIS AND TESTING).
2. Radio ground faulty. 2. Check for continuity between radio chassis and
a known good ground. There should be
continuity. Repair ground, if required.
3. Radio noise suppression
faulty.3. Repair or replace ground strap as necessary.
4. Radio faulty. 4. Refer to appropriate Diagnostic Service
Manual.
NO/POOR TAPE
OPERATION1. Faulty tape. 1. Insert known good tape and test operation.
2. Foreign objects behind
tape door.2. Remove foreign objects and test operation.
3. Dirty cassette tape head. 3. Clean head with Mopar Cassette Head
Cleaner.
4. Faulty tape deck. 4. Exchange or replace radio, if required.
NO COMPACT DISC
OPERATION1. Faulty CD. 1. Insert known good CD and test operation.
2. Foreign material on CD. 2. Clean CD and test operation.
3. Condensation on CD or
optics.3. Allow temperature of vehicle interior to stabilize
and test operation.
4. Faulty CD player. 4. Refer to appropriate Diagnostic Service
Manual.
AMPLIFIER CHOKE AND
RELAY
DESCRIPTION
Models equipped with the premium speaker pack-
age have a amplifier choke and relay. The amplifier
choke and relay is mounted to the lower instrument
panel above the accelerator pedal.
The amplifier choke and relay should be checked if
there is no sound output from the speakers. The
amplifier choke and relay can not be repaired or
adjusted and, if faulty or damaged, the unit must be
replaced.
OPERATION
The amplifier choke and relay is used to control
the supply of fused battery current to the front door
speaker-mounted dual amplifiers. The speaker relay
is energized by a fused 12 volt output from the radio
receiver whenever the radio is turned on. For com-
plete circuit diagrams, refer to the appropriate wir-
ing information. The wiring information includes
wiring diagrams, proper wire and connector repair
procedures, details of wire harness routing and
retention, connector pin-out information and location
views for the various wire harness connectors, splices
and grounds.
KJAUDIO 8A - 3
AUDIO (Continued)

economy, and/or trip odometer data has been reset.
The CMTC uses internal programming, hard wired
inputs from the U.S./Metric and Reset switches, and
electronic messages received from the Body Control
Module (BCM) to determine the proper reset mes-
sages to send to the EMIC.
²Door Ajar Warning- The EMIC chime tone
generator will generate a single ªbong-likeº chime
tone when the ignition switch is in the On position,
and electronic messages are received over the PCI
data bus from the Body Control Module (BCM) indi-
cating that the status of any door ajar input has
changed from closed to not closed, and from the PCM
indicating that the vehicle is moving. The BCM uses
internal programming, and hard wired inputs from
the door ajar switches and the ignition switch to
determine the proper door ajar switch messages to
send to the EMIC. The PCM uses internal program-
ming and a hard wired vehicle speed pulse input
received from the BCM to determine the proper vehi-
cle distance messages to send to the EMIC.
²Electrical System Voltage Low or High
Warning- Each time the ignition switch is turned to
the On position, the EMIC chime tone generator will
generate a single ªbong-likeº chime tone the first
time an electronic message is received over the PCI
data bus from the PCM requesting ªChargingº indi-
cator illumination. This warning would indicate that
the monitored electrical system voltage is either too
low or too high. This warning will only occur once
during an ignition cycle. The PCM uses internal pro-
gramming and hard wired inputs from the electrical
and charging systems to determine the proper
ªChargingº indicator messages to send to the EMIC.
²Engine Coolant Temperature High Warning
- Each time the ignition switch is turned to the On
position, the EMIC chime tone generator will gener-
ate ªbong-likeº chime tones the first time an elec-
tronic message is received over the PCI data bus
from the PCM indicating that the engine coolant
temperature is too high. This chime will sound for
five consecutive single tones, unless an electronic
message is received from the PCM indicating that
the engine coolant temperature is not too high, or
unless the ignition switch is turned to the Off posi-
tion before the five single tones have completed. The
PCM uses internal programming and a hard wired
input from the engine coolant temperature sensor to
determine the proper engine coolant temperature
messages to send to the EMIC.
²Engine Oil Pressure Low Warning- Each
time the ignition switch is turned to the On position,
the EMIC chime tone generator will generate a sin-
gle ªbong-likeº chime tone the first time three
sequential sets of electronic messages are received
over the PCI data bus from the PCM indicating thatthe engine oil pressure is too low with the engine
running. The PCM uses internal programming and
hard wired inputs from the oil pressure sensor and
the crankshaft position sensor to determine the
proper oil pressure and engine speed messages to
send to the EMIC.
²Fasten Seat Belt Warning- Each time the
ignition switch is turned to the On position, the
EMIC chime tone generator will generate repetitive
ªbong-likeº chime tones at a slow rate the first time
an electronic message is received over the PCI data
bus from the ACM requesting ªSeatbeltº indicator
illumination. The ACM uses internal programming
and hard wired inputs from the driver side front seat
belt switch and the ignition switch to determine that
the driver side front seat belt is not fastened with
the ignition switch in the On position. These chimes
will continue to sound for a duration of about six sec-
onds each time the ignition switch is turned to the
On position, or until the driver side front seat belt is
fastened, whichever occurs first. This audible warn-
ing occurs independent of the visual warning pro-
vided by the EMIC ªSeatbeltº indicator.
²Gate Ajar Warning- The EMIC chime tone
generator will generate a single ªbong-likeº chime
tone when the ignition switch is in the On position,
and electronic messages are received over the PCI
data bus from the BCM indicating that the status of
the tailgate ajar input has changed from closed to
not closed, and from the PCM indicating that the
vehicle is moving. The BCM uses internal program-
ming, and hard wired inputs from the tailgate ajar
switch and the ignition switch to determine the
proper tailgate ajar switch messages to send to the
EMIC. The PCM uses internal programming and a
hard wired vehicle speed pulse input received from
the BCM to determine the proper vehicle distance
messages to send to the EMIC.
²Glass Ajar Warning- The EMIC chime tone
generator will generate a single ªbong-likeº chime
tone when the ignition switch is in the On position,
and electronic messages are received over the PCI
data bus from the BCM indicating that the status of
the rear flip-up glass ajar input has changed from
closed to not closed, and from the PCM indicating
that the vehicle is moving. The BCM uses internal
programming, and hard wired inputs from the flip-up
glass ajar switch and the ignition switch to deter-
mine the proper flip-up glass ajar switch messages to
send to the EMIC. The PCM uses internal program-
ming and a hard wired vehicle speed pulse input
received from the BCM to determine the proper vehi-
cle distance messages to send to the EMIC.
²Head/Park/Fog Lights-On Warning- The
EMIC chime tone generator will generate repetitive
ªbong-likeº chime tones at a fast rate when the igni-
KJCHIME/BUZZER 8B - 3
CHIME WARNING SYSTEM (Continued)

tion switch is in any position except On, and elec-
tronic messages are received over the PCI data bus
from the BCM indicating that the exterior lights are
On with the ignition switch in any position except
On, and the status of the driver side front door is not
closed. The BCM uses internal programming and
hard wired inputs from the left (lighting) control
stalk of the multi-function switch, the ignition
switch, and the driver side front door ajar switch to
determine the proper messages to send to the EMIC.
These chimes will continue to sound until the exte-
rior lighting is turned Off, until the ignition switch is
turned to the On position, or until the status of the
driver side front door ajar input changes from not
closed to closed, whichever occurs first.
²Key-In-Ignition Warning- The EMIC chime
tone generator will generate repetitive ªbong-likeº
chime tones at a fast rate when the ignition switch is
in any position except On, and electronic messages
are received over the PCI data bus from the BCM
indicating that the key is in the ignition lock cylinder
with the ignition switch in any position except On,
and the driver side front door is not closed. The BCM
internal programming and hard wired inputs from
the key-in ignition circuitry of the ignition switch,
the ignition switch, and the driver side front door
ajar switch to determine the proper messages to send
to the EMIC. These chimes will continue to sound
until the key is removed from the ignition lock cylin-
der, until the ignition switch is turned to the On
position, or until the status of the driver side front
door ajar input changes from not closed to closed,
whichever occurs first.
²Low Coolant Warning- On vehicles equipped
with a diesel engine, the EMIC chime tone generator
will generate a single ªbong-likeº chime tone when
the ignition switch is first turned to the On position
and a hard wired input from the engine coolant level
sensor to the EMIC indicates that the coolant level is
low for more than about one-quarter second. Any
time after the ignition switch is first turned to the
On position, the EMIC uses internal programming to
check the status of the engine coolant level sensor
inputs about once every second, then adjusts an
internal counter up or down based upon the status of
this input. When the counter accumulates thirty
inputs indicating that the coolant level is low, a sin-
gle chime tone is sounded. This strategy is intended
to reduce the effect that coolant sloshing within the
coolant reservoir can have on reliable chime warning
operation. This warning will only occur once during
an ignition cycle.
²Low Fuel Warning- Each time the ignition
switch is turned to the On position, the EMIC chime
tone generator will generate a single ªbong-likeº
chime tone the first time an electronic message isreceived over the PCI data bus from the PCM
requesting ªLow Fuelº indicator illumination. The
chime will only occur a second time during the same
ignition cycle if another electronic message has been
received from the PCM indicating that there is an
increase in the fuel level equal to about 3 liters (0.8
gallon), then a subsequent electronic message from
the PCM requests ªLow Fuelº indicator illumination.
This strategy combined with filtering performed by
the internal programming of the PCM on the fuel
tank sending unit input is intended to reduce the
possibility of fuel sloshing within the fuel tank caus-
ing multiple low fuel warning chimes during a given
ignition cycle. The EMIC will also respond with the
low fuel warning chime when electronic fuel level
messages are received from the PCM indicating that
the hard wired input to the PCM from the fuel tank
sending unit is an open circuit (greater than full), or
a short circuit (less than empty).
²Low Washer Fluid Warning- The EMIC
chime tone generator will generate a single ªbong-
likeº chime tone when the ignition switch is turned
to the On position and a hard wired input from the
washer fluid level switch to the EMIC indicates the
washer fluid is low for more than about one-quarter
second. Any time after the ignition switch is first
turned to the On position, the EMIC uses internal
programming to check the status of the washer fluid
level switch inputs about once every second, then
adjusts an internal counter up or down based upon
the status of this input. When the counter accumu-
lates thirty inputs indicating that the washer fluid
level is low, a single chime tone is sounded. This
strategy is intended to reduce the effect that fluid
sloshing within the washer reservoir can have on
reliable chime warning operation. This warning will
only occur once during an ignition cycle.
²Overspeed Warning- The EMIC chime tone
generator will generate repetitive ªbong-likeº chime
tones at a slow rate when the ignition switch is in
the On position, and an electronic message received
over the PCI data bus from the PCM indicates that
the vehicle speed is over a programmed speed value.
The PCM uses internal programming and distance
pulse information received over a hard wired vehicle
speed pulse input from the BCM to determine the
proper vehicle speed messages to send to the EMIC.
The BCM uses an internally programmed electronic
pinion factor and a hard wired input from the rear
wheel speed sensor to calculate the proper distance
pulse information to send to the PCM. The electronic
pinion factor represents the proper tire size and axle
ratio information for the vehicle. These chimes will
continue to sound until the vehicle speed messages
are below the programmed speed value, or until the
ignition switch is turned to the Off position, which-
8B - 4 CHIME/BUZZERKJ
CHIME WARNING SYSTEM (Continued)

NOTE: If three attempts are made to enter secured
access mode using an incorrect PIN, secured
access mode will be locked out for one hour. To
exit this lockout mode, turn the ignition switch to
the ON position for one hour, then enter the correct
PIN. (Ensure all accessories are turned off. Also
monitor the battery state and connect a battery
charger if necessary).
(6) Press ENTER to transfer the secret key (the
SKIM will send the secret key to the PCM).
(7) Press PAGE BACK to get to the Select System
menu and select ENGINE, MISCELLANEOUS, and
SRI MEMORY CHECK.
(8) The DRBIIItwill ask, ªIs odometer reading
between XX and XX?º Select the YES or NO button
on the DRBIIIt. If NO is selected, the DRBIIItwill
read, ªEnter Odometer Reading (From I.P. odome-
ter)º. Enter the odometer reading from the instru-
ment cluster and press ENTER.
PROGRAMMING THE SKIM
(1) Turn the ignition switch to the On position
(transmission in Park/Neutral).
(2) Use the DRBIIItand select THEFT ALARM,
SKIM, then MISCELLANEOUS.
(3) Select PCM REPLACED (GAS ENGINE).
(4) Program the vehicle four-digit PIN into SKIM.
(5) Select COUNTRY CODE and enter the correct
country.
NOTE: Be sure to enter the correct country code. If
the incorrect country code is programmed into
SKIM, it cannot be changed and the SKIM must be
replaced.
(6) Select YES to update VIN (the SKIM will learn
the VIN from the PCM).
(7) Press ENTER to transfer the secret key (the
PCM will send the secret key to the SKIM).
(8) Program ignition keys to the SKIM.
NOTE: If the PCM and the SKIM are replaced at the
same time, all vehicle ignition keys will need to be
replaced and programmed to the new SKIM.
PROGRAMMING IGNITION KEYS TO THE SKIM
(1) Turn the ignition switch to the On position
(transmission in Park/Neutral).
(2) Use the DRBIIItand select THEFT ALARM,
SKIM, then MISCELLANEOUS.
(3) Select PROGRAM IGNITION KEY'S.
(4) Enter secured access mode by entering the
vehicle four-digit PIN.NOTE: A maximum of eight keys can be learned to
each SKIM. Once a key is learned to a SKIM it (the
key) cannot be transferred to another vehicle.
(5) Obtain ignition keys to be programmed from
the customer (8 keys maximum).
(6) Using the DRBIIIt, erase all ignition keys by
selecting MISCELLANEOUS, and ERASE ALL CUR-
RENT IGN. KEYS.
(7) Program all of the ignition keys.
If ignition key programming is unsuccessful, the
DRBIIItwill display one of the following messages:
²Programming Not Attempted- The DRBIIIt
attempts to read the programmed key status and
there are no keys programmed into SKIM memory.
²Programming Key Failed (Possible Used
Key From Wrong Vehicle)- SKIM is unable to pro-
gram an ignition key transponder due to one of the
following:
²The ignition key transponder is faulty.
²The ignition key transponder is or has been
already programmed to another vehicle.
²8 Keys Already Learned, Programming Not
Done- The SKIM transponder ID memory is full.
²Learned Key In Ignition- The ID for the igni-
tion key transponder currently in the ignition lock
cylinder is already programmed in SKIM memory.
BODY CONTROL MODULE
DESCRIPTION
A Body Control Module (BCM) is concealed behind
the driver side end of the instrument panel in the
passenger compartment, where it is secured to the
fuse panel side of the Junction Block (JB) with four
screws (Fig. 1). The JB is the interface between the
body, the instrument panel, and the headlamp and
dash wire harnesses. The JB also contains the fuses
and relays used for the interior electrical system of
the vehicle. The BCM is enclosed in a molded plastic
housing with two integral external connector recepta-
cles that connect it to the vehicle electrical system
through two take outs with connectors from the
instrument panel wire harness (Fig. 2). The BCM
also has an integral interface connector concealed on
the back side of the unit that joins it through a con-
nector receptacle that is integral to the JB housing to
the circuitry within the JB. This connector is referred
to as the JB-BCM connector. The combined BCM and
JB are sometimes referred to as the Junction Block
Module (JBM).
8E - 2 ELECTRONIC CONTROL MODULESKJ
ELECTRONIC CONTROL MODULES (Continued)

ison, the prior two-wire Chrysler Collision Detection
(CCD) data bus system is designed to run at 7.8125
Kbps.
The voltage network used to transmit messages
requires biasing and termination. Each module on
the PCI data bus system provides its own biasing
and termination. Each module (also referred to as a
node) terminates the bus through a terminating
resistor and a terminating capacitor. There are two
types of nodes on the bus. The dominant node termi-
nates the bus througha1KWresistor and a 3300 pF
capacitor. The Powertrain Control Module (PCM) is
the only dominant node for the PCI data bus system.
A standard node terminates the bus through an 11
KW resistor and a 330 pF capacitor.
The modules bias the bus when transmitting a
message. The PCI bus uses low and high voltage lev-
els to generate signals. Low voltage is around zero
volts and the high voltage is about seven and one-
half volts. The low and high voltage levels are gener-
ated by means of variable-pulse width modulation to
form signals of varying length. The Variable Pulse
Width Modulation (VPWM) used in PCI bus messag-
ing is a method in which both the state of the bus
and the width of the pulse are used to encode bit
information. A9zero9bit is defined as a short low
pulse or a long high pulse. A9one9bit is defined as a
long low pulse or a short high pulse. A low (passive)
state on the bus does not necessarily mean a zero bit.
It also depends upon pulse width. If the width is
short, it stands for a zero bit. If the width is long, it
stands for a one bit. Similarly, a high (active) state
does not necessarily mean a one bit. This too depends
upon pulse width. If the width is short, it stands for
a one bit. If the width is long, it stands for a zero bit.
In the case where there are successive zero or one
data bits, both the state of the bus and the width of
the pulse are changed alternately. This encoding
scheme is used for two reasons. First, this ensures
that only one symbol per transition and one transi-
tion per symbol exists. On each transition, every
transmitting module must decode the symbol on the
bus and begin timing of the next symbol. Since tim-
ing of the next symbol begins with the last transition
detected on the bus, all of the modules are re-syn-
chronized with each symbol. This ensures that thereare no accumulated timing errors during PCI data
bus communication.
The second reason for this encoding scheme is to
guarantee that the zero bit is the dominant bit on
the bus. When two modules are transmitting simul-
taneously on the bus, there must be some form of
arbitration to determine which module will gain con-
trol. A data collision occurs when two modules are
transmitting different messages at the same time.
When a module is transmitting on the bus, it is read-
ing the bus at the same time to ensure message
integrity. When a collision is detected, the module
that transmitted the one bit stops sending messages
over the bus until the bus becomes idle.
Each module is capable of transmitting and receiv-
ing data simultaneously. The typical PCI bus mes-
sage has the following four components:
²Message Header- One to three bytes in length.
The header contains information identifying the mes-
sage type and length, message priority, target mod-
ule(s) and sending module.
²Data Byte(s)- This is the actual message that
is being sent.
²Cyclic Redundancy Check (CRC) Byte- This
byte is used to detect errors during a message trans-
mission.
²In-Frame Response (IFR) byte(s)-Ifa
response is required from the target module(s), it can
be sent during this frame. This function is described
in greater detail in the following paragraph.
The IFR consists of one or more bytes, which are
transmitted during a message. If the sending module
requires information to be received immediately, the
target module(s) can send data over the bus during
the original message. This allows the sending module
to receive time-critical information without having to
wait for the target module to access the bus. After
the IFR is received, the sending module broadcasts
an End of Frame (EOF) message and releases control
of the bus.
The PCI data bus can be monitored using the
DRBIIItscan tool. It is possible, however, for the bus
to pass all DRBIIIttests and still be faulty if the
voltage parameters are all within the specified range
and false messages are being sent.
KJELECTRONIC CONTROL MODULES 8E - 9
COMMUNICATION (Continued)

²Output Shaft Speed Sensor
²Line Pressure Sensor
Some examples ofindirect inputsto the TCM are:
²Engine/Body Identification
²Manifold Pressure
²Target Idle
²Torque Reduction Confirmation
²Engine Coolant Temperature
²Ambient/Battery Temperature
²DRBtScan Tool Communication
Based on the information received from these var-
ious inputs, the TCM determines the appropriate
shift schedule and shift points, depending on the
present operating conditions and driver demand.
This is possible through the control of various direct
and indirect outputs.
Some examples of TCMdirect outputsare:
²Transmission Control Relay
²Solenoids
²Torque Reduction Request
Some examples of TCMindirect outputsare:
²Transmission Temperature (to PCM)
²PRNDL Position (to BCM)
In addition to monitoring inputs and controlling
outputs, the TCM has other important responsibili-
ties and functions:
²Storing and maintaining Clutch Volume Indexes
(CVI)
²Storing and selecting appropriate Shift Sched-
ules
²System self-diagnostics
²Diagnostic capabilities (with DRBtscan tool)
NOTE: If the TCM has been replaced, the ªQuick
Learn Procedureº must be performed. (Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MODULES/
TRANSMISSION CONTROL MODULE - STANDARD
PROCEDURE)
BATTERY FEED
A fused, direct battery feed to the TCM is used for
continuous power. This battery voltage is necessary
to retain adaptive learn values in the TCM's RAM
(Random Access Memory). When the battery (B+) is
disconnected, this memory is lost. When the battery
(B+) is restored, this memory loss is detected by the
TCM and a Diagnostic Trouble Code (DTC) is set.
CLUTCH VOLUME INDEXES (CVI)
An important function of the TCM is to monitor
Clutch Volume Indexes (CVI). CVIs represent the vol-
ume of fluid needed to compress a clutch pack.
The TCM monitors gear ratio changes by monitor-
ing the Input and Output Speed Sensors. The Input,
or Turbine Speed Sensor sends an electrical signal to
the TCM that represents input shaft rpm. The Out-put Speed Sensor provides the TCM with output
shaft speed information.
By comparing the two inputs, the TCM can deter-
mine transmission gear position. This is important to
the CVI calculation because the TCM determines
CVIs by monitoring how long it takes for a gear
change to occur (Fig. 13).
Gear ratios can be determined by using the DRBt
Scan Tool and reading the Input/Output Speed Sen-
sor values in the ªMonitorsº display. Gear ratio can
be obtained by dividing the Input Speed Sensor value
by the Output Speed Sensor value.
For example, if the input shaft is rotating at 1000
rpm and the output shaft is rotating at 500 rpm,
then the TCM can determine that the gear ratio is
2:1. In direct drive (3rd gear), the gear ratio changes
to 1:1. The gear ratio changes as clutches are applied
and released. By monitoring the length of time it
takes for the gear ratio to change following a shift
request, the TCM can determine the volume of fluid
used to apply or release a friction element.
The volume of transmission fluid needed to apply
the friction elements are continuously updated for
adaptive controls. As friction material wears, the vol-
ume of fluid need to apply the element increases.
Fig. 13 Example of CVI Calculation
1 - OUTPUT SPEED SENSOR
2 - OUTPUT SHAFT
3 - CLUTCH PACK
4 - SEPARATOR PLATE
5 - FRICTION DISCS
6 - INPUT SHAFT
7 - INPUT SPEED SENSOR
8 - PISTON AND SEAL
KJELECTRONIC CONTROL MODULES 8E - 19
TRANSMISSION CONTROL MODULE (Continued)

(2) Follow the instructions in the repair kit for
preparing the damaged area.
(3) Remove the package separator clamp and mix
the two conductive epoxy components thoroughly
within the packaging. Fold the package in half and
cut the center corner to dispense the epoxy.
(4) For grid line repairs, mask the area to be
repaired with masking tape or a template.
(5) Apply the epoxy through the slit in the mask-
ing tape or template. Overlap both ends of the break
by at least 19 millimeters (0.75 inch).
(6) For a terminal or pigtail wire replacement,
mask the adjacent areas so the epoxy can be
extended onto the adjacent grid line as well as the
bus bar. Apply a thin layer of epoxy to the area
where the terminal or pigtail wire was fastened and
onto the adjacent grid line.
(7) Apply a thin layer of conductive epoxy to the
terminal or bare wire end of the pigtail and place it
in the proper location on the bus bar. To prevent the
terminal or pigtail wire from moving while the epoxy
is curing, it must be wedged or clamped.
(8)
Carefully remove the masking tape or template.
CAUTION: Do not allow the glass surface to exceed
204É C (400É F) or the glass may fracture.
(9) Allow the epoxy to cure 24 hours at room tem-
perature, or use a heat gun that will not over heat
the glass. Hold the heat gun approximately 25.4 cen-
timeters (10 inches) from the repair.
(10) After the conductive epoxy is properly cured,
remove the wedge or clamp from the terminal or pig-
tail wire. Do not attach the wire harness connectors
until the curing process is complete.
(11) Check the operation of the rear window defog-
ger glass heating grid.
REAR WINDOW DEFOGGER
GRID
DESCRIPTION
The heated rear window glass has two electrically
conductive vertical bus bars and a series of 11 hori-
zontal grid lines made of a silver-ceramic material,
which is baked on and bonded to the inside surface of
the glass. The grid lines and bus bars comprise a
parallel electrical circuit.
OPERATION
When the rear window defogger switch is placed in
the On position, electrical current is directed to the
rear window grid lines through the bus bars. The
grid lines heat the rear window to clear the surface
of fog or snow. Protection for the heated grid circuit
is provided by a fuse in the Power Distribution Cen-
ter (PDC).
The grid lines and bus bars are highly resistant to
abrasion. However, it is possible for an open circuit
to occur in an individual grid line, resulting in no
current flow through the line.
The grid lines can be damaged or scraped off with
sharp instruments. Care should be taken when clean-
ing the glass or removing foreign materials, decals,
or stickers from the glass. Normal glass cleaning sol-
vents or hot water used with rags or toweling is rec-
ommended.
A repair kit is available to repair the grid lines and
bus bars, or to reinstall the heated glass pigtail
wires.
DIAGNOSIS AND TESTING - REAR WINDOW
DEFOGGER GRID
For circuit descriptions and diagrams, (Refer to
Appropriate Wiring Information). To detect breaks in
the grid lines, the following procedure is required:
(1) Turn the ignition switch to the run position.
Set the defogger switch in the On position. The indi-
cator lamp should light. If OK, go to Step 2. If not
OK, (Refer to 8 - ELECTRICAL/HEATED GLASS/
REAR WINDOW DEFOGGER RELAY - DIAGNOSIS
AND TESTING)
(2) Using a 12-volt DC voltmeter, contact the ver-
tical bus bar on the right side of the vehicle with the
negative lead. With the positive lead, contact the ver-
tical bus bar on the left side of the vehicle. The volt-
meter should read battery voltage. If OK, go to Step
3. If not OK, repair the open circuit to the defogger
relay as required.
(3) With the negative lead of the voltmeter, contact
a good body ground point. The voltage reading should
not change. If OK, go to Step 4. If not OK, repair the
circuit to ground as required.
Fig. 2 GRID LINE REPAIR
1 - BREAK
2 - GRID LINE
3 - MASKING TAPE
KJWINDOW DEFOGGER 8G - 5
WINDOW DEFOGGER (Continued)