tail lights JEEP LIBERTY 2002 KJ / 1.G Workshop Manual

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)

INSTALLATION
CAUTION: Always use the correct bulb size and
type for replacement. An incorrect bulb size or type
may overheat and cause damage to the lamp, the
socket and/or the lamp wiring.
(1) Align the base of the bulb with the receptacle
in the Center High Mounted Stop Lamp (CHMSL)
unit socket.
(2) Push the bulb straight into the CHMSL unit
socket until it is firmly seated.
(3) Align the socket and bulb with the socket open-
ing on the back of CHMSL unit housing.
(4) Push the socket and bulb straight into the
CHMSL unit housing until it is firmly seated (Fig. 6).
(5) Rotate the socket on the back of the CHMSL
unit housing clockwise about 30 degrees.
(6) Reinstall the CHMSL unit onto the roof panel.
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING -
EXTERIOR/CENTER HIGH MOUNTED STOP
LAMP UNIT - INSTALLATION).
(7) Reconnect the battery negative cable.
CENTER HIGH MOUNTED
STOP LAMP UNIT
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the two screws that secure the Center
High Mounted Stop Lamp (CHMSL) unit to the rear
of the roof panel (Fig. 7).
(3) Pull the CHMSL unit away from the roof panel
far enough to access and disconnect the wire harness
connector for the CHMSL unit from the lamp socket
pigtail wire.
(4) Remove the CHMSL unit from the roof panel.
INSTALLATION
(1) Position the Center High Mounted Stop Lamp
(CHMSL) unit to the roof panel.
(2) Reconnect the wire harness connector for the
CHMSL unit to the lamp socket pigtail wire (Fig. 7).
(3) Position the CHMSL unit into the roof panel
opening.
(4) Install and tighten the two screws that secure
the CHMSL unit to the rear of the roof panel.
Tighten the screws to 2 N´m (21 in. lbs.).
(5) Reconnect the battery negative cable.
COMBINATION FLASHER
DESCRIPTION
The combination flasher for this model is integral
to the hazard switch located in the center of the
instrument panel, just above the radio. The combina-
tion flasher is a smart relay that functions as both
the turn signal system and the hazard warning sys-
tem flasher. The combination flasher contains active
electronic Integrated Circuitry (IC) elements. This
flasher is designed to handle the current flow
requirements of the factory-installed lighting. If sup-
plemental lighting is added to the turn signal lamp
circuits, such as when towing a trailer with lights,
the combination flasher will automatically try to
compensate to keep the flash rate the same.
The combination flasher cannot be repaired or
adjusted and, if faulty or damaged, the hazard switch
unit must be replaced.
OPERATION
The combination flasher has the following inputs and
outputs: fused B(+), fused ignition switch output, right
turn signal sense, left turn signal sense, and one output
each for the right and left turn signal circuits. The com-
bination flasher also receives an internal input through
the closed contacts of the hazard switch and, on vehicles
equipped with the optional Vehicle Theft Security Sys-
tem (VTSS), the flasher receives an input from the Body
Control Module (BCM) in order to flash the turn signal
lamps as an optical alert feature of that system. Con-
Fig. 7 Center High Mounted Stop Lamp Remove/
Install
1 - ROOF PANEL
2 - BODY WIRE HARNESS CONNECTOR
3 - BULB SOCKET
4 - CHMSL
5 - SCREW (2)
6 - PLASTIC NUT (2)
KJLAMPS/LIGHTING - EXTERIOR 8L - 19
CENTER HIGH MOUNTED STOP LAMP BULB (Continued)

path to the switches using another internal driver
through the courtesy lamp load shed circuit. The
BCM provides a battery saver (load shedding) feature
for all courtesy lamps, which will automatically turn
these lamps off if they are left on for more than
about eight minutes with the ignition switch in the
Off position.
PANEL LAMPS DIMMER CIRCUIT The panel
lamps dimmer circuit includes the ElectroMechanical
Instrument Cluster (EMIC), heater-air conditioner
control, hazard switch and, depending upon the
selected vehicle options, ash receiver, and automatic
transmission range indicator illumination lamps. All
lamps in the panel lamps dimmer circuit are pro-
vided a path to ground at all times through a hard
wired ground circuit. These lamps illuminate based
upon inputs to the Body Control Module (BCM) from
the exterior lighting control knob and the interior
lighting control ring on the left (lighting) control
stalk of the multi-function switch. The control knob
on the left control stalk of the multi-function switch
selects the exterior lights, while the control ring
selects the panel lamps intensity (dimming) level.
When the exterior lighting is turned On, the BCM
energizes the park lamp relay and provides an elec-
tronic dimming level message to the ElectroMechani-
cal Instrument Cluster (EMIC), the radio, and the
Compass Mini-Trip Computer (CMTC) over the Pro-
grammable Communications Interface (PCI) data
bus. The energized park lamp relay provides a hard
wired battery current signal input to the EMIC on
the park lamp relay output circuit. The EMIC
responds to these inputs by supplying a 12-volt Pulse
Width Modulated (PWM) output to all of the incan-
descent lamps in the panel lamps dimmer circuit
over the fused panel lamps dimmer switch signal cir-
cuit. This shared PWM output synchronizes the
selected illumination intensity level of all of the
incandescent lamps in the panel lamps dimmer cir-
cuit.
The EMIC and the radio each use the electronic
dimming level message from the BCM to control and
synchronize the illumination intensity of their own
Vacuum Fluorescent Display (VFD), while the CMTC
uses the dimming level message to control the illumi-
nation intensity of both its VFD and its incandescent
lighting. In addition, when the control ring on the
left (lighting) control stalk of the multi-function
switch is moved to the Parade Mode detent position,
all of the VFDs are illuminated at their full intensity
levels for increased visibility when the vehicle is
driven during daylight hours with the exterior lights
turned On.DIAGNOSIS AND TESTING - LAMPS/LIGHTING
- INTERIOR
The hard wired circuits and components of the
interior lighting system may be diagnosed and tested
using conventional diagnostic tools and procedures.
However, conventional diagnostic methods may not
prove conclusive in the diagnosis of the Body Control
Module (BCM), the ElectroMechanical Instrument
Cluster (EMIC), or the Programmable Communica-
tions Interface (PCI) data bus network. The most
reliable, efficient, and accurate means to diagnose
the BCM, the EMIC, and the PCI data bus network
inputs and outputs related to the various interior
lighting systems requires the use of a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
When diagnosing the interior lighting circuits,
remember that high generator output can burn out
bulbs rapidly and repeatedly; and, that dim or flick-
ering bulbs can be caused by low generator output or
poor battery condition. If one of these symptoms is a
problem on the vehicle being diagnosed, be certain to
diagnose and repair the battery and charging system
as required. Also keep in mind that a good ground is
necessary for proper lighting operation. If a lighting
problem is being diagnosed that involves multiple
symptoms, systems, or components the problem can
often be traced to a loose, corroded, or open ground.
For complete circuit diagrams, refer to the appropri-
ate wiring information. The wiring information
includes wiring diagrams, proper wire and connector
repair procedures, details of wire harness routing
and retention, connector pin-out information and
location views for the various wire harness connec-
tors, splices and grounds.
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.
8L - 68 LAMPS/LIGHTING - INTERIORKJ
LAMPS/LIGHTING - INTERIOR (Continued)

INSTALLATION
CAUTION: Always use the correct bulb size and
type for replacement. An incorrect bulb size or type
may overheat and cause damage to the lamp, the
socket and/or the lamp wiring.
(1) Align the base of the bulb with the receptacle
in the Center High Mounted Stop Lamp (CHMSL)
unit socket.
(2) Push the bulb straight into the CHMSL unit
socket until it is firmly seated.
(3) Align the socket and bulb with the socket open-
ing on the back of CHMSL unit housing.
(4) Push the socket and bulb straight into the
CHMSL unit housing until it is firmly seated (Fig. 6).
(5) Rotate the socket on the back of the CHMSL
unit housing clockwise about 30 degrees.
(6) Reinstall the CHMSL unit onto the roof panel.
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING -
EXTERIOR/CENTER HIGH MOUNTED STOP
LAMP UNIT - INSTALLATION).
(7) Reconnect the battery negative cable.
CENTER HIGH MOUNTED
STOP LAMP UNIT
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the two screws that secure the Center
High Mounted Stop Lamp (CHMSL) unit to the rear
of the roof panel (Fig. 7).
(3) Pull the CHMSL unit away from the roof panel
far enough to access and disconnect the wire harness
connector for the CHMSL unit from the lamp socket
pigtail wire.
(4) Remove the CHMSL unit from the roof panel.
INSTALLATION
(1) Position the Center High Mounted Stop Lamp
(CHMSL) unit to the roof panel.
(2) Reconnect the wire harness connector for the
CHMSL unit to the lamp socket pigtail wire (Fig. 7).
(3) Position the CHMSL unit into the roof panel
opening.
(4) Install and tighten the two screws that secure
the CHMSL unit to the rear of the roof panel.
Tighten the screws to 2 N´m (21 in. lbs.).
(5) Reconnect the battery negative cable.
COMBINATION FLASHER
DESCRIPTION
The combination flasher for this model is integral
to the hazard switch located in the center of the
instrument panel, just above the radio. The combina-
tion flasher is a smart relay that functions as both
the turn signal system and the hazard warning sys-
tem flasher. The combination flasher contains active
electronic Integrated Circuitry (IC) elements. This
flasher is designed to handle the current flow
requirements of the factory-installed lighting. If sup-
plemental lighting is added to the turn signal lamp
circuits, such as when towing a trailer with lights,
the combination flasher will automatically try to
compensate to keep the flash rate the same.
The combination flasher cannot be repaired or
adjusted and, if faulty or damaged, the hazard switch
unit must be replaced.
OPERATION
The combination flasher has the following inputs and
outputs: fused B(+), fused ignition switch output, right
turn signal sense, left turn signal sense, and one out-
put each for the right and left turn signal circuits. The
combination flasher also receives an internal input
through the closed contacts of the hazard switch and,
on vehicles equipped with the optional Vehicle Theft
Security System (VTSS), the flasher receives an input
from the Body Control Module (BCM) in order to flash
the turn signal lamps as an optical alert feature of that
Fig. 7 Center High Mounted Stop Lamp Remove/
Install
1 - ROOF PANEL
2 - BODY WIRE HARNESS CONNECTOR
3 - BULB SOCKET
4 - CHMSL
5 - SCREW (2)
6 - PLASTIC NUT (2)
KJLAMPS8Ls-19
CENTER HIGH MOUNTED STOP LAMP BULB (Continued)

are closed and the accelerator pedal is depressed.
The rolling door lock feature can be disabled if
desired.
This vehicle also offers several customer program-
mable features, which allows the selection of several
optional electronic features to suit individual prefer-
ences.
The power lock system for this vehicle can also be
operated remotely using the available Remote Key-
less Entry (RKE) system radio frequency transmit-
ters, if equipped.
Certain functions and features of the power lock
system rely upon resources shared with other elec-
tronic modules in the vehicle over the Programmable
Communications Interface (PCI) data bus network.
For proper diagnosis of these electronic modules or of
the PCI data bus network, the use of a DRBIIItscan
tool and the appropriate diagnostic information are
required.
REMOTE KEYLESS ENTRY
A Radio Frequency (RF) type Remote Keyless
Entry (RKE) system is an available factory-installed
option on this model. The RKE system allows the use
of a remote battery-powered radio transmitter to sig-
nal the Body Control Module (BCM) to actuate the
power lock system. The RKE receiver operates on
non-switched battery current through a fuse in the
Junction Block (JB), so that the system remains
operational, regardless of the ignition switch position.
The RKE transmitters are also equipped with a
Panic button. If the Panic button on the RKE trans-
mitter is depressed, the horn will sound and the
exterior lights will flash on the vehicle for about
three minutes, or until the Panic button is depressed
a second time. A vehicle speed of about 25.7 kilome-
ters-per-hour (15 miles-per-hour) will also cancel the
panic event.
The RKE system can also perform other functions
on this vehicle. If the vehicle is equipped with the
optional Vehicle Theft Security System (VTSS), the
RKE transmitter will arm the VTSS when the Lock
button is depressed, and disarm the VTSS when the
Unlock button is depressed.
The RKE system includes two transmitters when
the vehicle is shipped from the factory, but the sys-
tem can retain the vehicle access codes of up to four
transmitters. The transmitter codes are retained in
the RKE receiver memory, even if the battery is dis-
connected. If an RKE transmitter is faulty or lost,
new transmitter vehicle access codes can be pro-
grammed into the system using a DRBIIItscan tool.
This vehicle also offers several customer program-
mable features, which allows the selection of several
optional electronic features to suit individual prefer-ences. Customer programmable feature options
affecting the RKE system include:
²Remote Unlock Sequence- Allows the option
of having only the driver side front door unlock when
the RKE transmitter Unlock button is depressed the
first time. The remaining doors and the tailgate
unlock when the button is depressed a second time
within 5 seconds of the first unlock press. Another
option is having all doors and the tailgate unlock
upon the first depression of the RKE transmitter
Unlock button.
²Sound Horn on Lock- Allows the option of
having the horn sound a short chirp as an audible
verification that the RKE system received a valid
Lock request from the RKE transmitter, or having no
audible verification.
²Flash Lights with Lock and Unlock- Allows
the option of having the lights flash as an optical ver-
ification that the RKE system received a valid Lock
request or Unlock request from the RKE transmitter,
or having no optical verification.
²Programming Additional Transmitters-
Allows up to four transmitter vehicle access codes to
be stored in the receiver memory.
Certain functions and features of the RKE system
rely upon resources shared with other electronic
modules in the vehicle over the Programmable Com-
munications Interface (PCI) data bus network. The
PCI data bus network allows the sharing of sensor
information. This helps to reduce wire harness com-
plexity, internal controller hardware, and component
sensor current loads. For diagnosis of these electronic
modules or of the PCI data bus network, the use of a
DRBIIItscan tool and the appropriate diagnostic
information are required.
TAILGATE / FLIP-UP GLASS POWER RELEASE
SYSTEM
A power operated tailgate / flip-up glass release
system is standard factory installed equipment on
this model. The entire system is controlled by the
Body Control Module (BCM). The tailgate / flip-up
glass power release system allows the flip-up glass
latch to be released electrically by actuating a switch
located integral to the outside tailgate handle. By
pulling the handle to the first detent or turning the
key cylinder to unlock, the flip-up glass will open.
Pulling the handle to the second detent will allow the
tailgate to open.
The tailgate / flip-up glass release system operates
on non-switched battery current supplied through a
fuse in the junction block so that the system remains
functional, regardless of the ignition switch position.
However, the BCM prevents the flip-up glass latch
from being actuated when the tailgate latch is
locked.
8N - 2 POWER LOCKSKJ
POWER LOCKS (Continued)

The tailgate will lock and can not be unlocked if
the rear wiper switch is activated. The tailgate will
also lock if battery power is lost and then restored.
The tailgate/flip-up glass will not function with the
battery discharged or disconnected.
COMBINATION FLASHER
This flasher can be energized by the BCM to flash
all of the park/turn signal lamps as a optical alert for
the RKE panic function and, if the Flash Lights with
Lock programmable feature is enabled, as an optical
verification for the RKE lock event.
HORN RELAY
This relay can be energized by the BCM to sound
the horns as an audible alert for the RKE panic func-
tion and, if the Sound Horn on Lock programmable
feature is enabled, as an audible verification for the
RKE lock event.
LOW BEAM HEADLAMP RELAY
This relay can be energized by the BCM to flash
the headlamp low beams as an optical alert for the
RKE panic function.
OPERATION
POWER LOCKS
The Body Control Module (BCM) locks or unlocks
the doors when an actuation input signal from a door
lock switch or Remote Keyless Entry Module (RKE)
is received. The BCM turns on the output drivers
and provides a voltage level to the door lock motor
for a specified time. All passenger doors can be
locked or unlocked using a mechanical button
mounted on the door trim panel. The front passenger
doors and tailgate can be locked or unlocked by using
the key cylinder (tailgate cylinder does not lock/un-
lock vehicle. It only unlocks the tailgate). The tail-
gate will lock and can not be unlocked if the rear
wiper switch is activated (this prevents the wiper
from operating when the tailgate is ajar). The tail-
gate will also lock if battery power is lost and then
restored.
AUTOMATIC DOOR LOCKS
When the automatic door locks are ENABLED the
door locks will lock when the vehicle is moving at
about 25.7 Km/h (15 mph), all doors are closed and
the accelerator pedal is depressed. This feature can
be switched ON or OFF as desired. When the system
is DISABLED the door locks will operate normally,
but will not lock automatically when the vehicle is
rolling. Once the automatic door locks have been
actuated, they will not try to lock the doors again
until a door is opened.
DOOR LOCK INHIBIT
If the key is in the ignition, in any position, and
either front door is ajar, the doors can not be locked,
but the unlock function still operates. Pressing the
RKE lock/unlock button under these conditions will
result in a normal lock/unlock activation.
After the key is removed from the Ignition Switch,
or the doors are closed, the power door locks will
operate normally.
DOOR LOCK CIRCUIT PROTECTION
The BCM controls the door lock relays. If the door
lock switch is actuated continuously for more than
five seconds the BCM will turn the output driver
OFF (the BCM would consider the switch stuck).
Each lock motor is protected with a Positive Temper-
ature Coefficient device that prevents motor burn
out.
REMOTE KEYLESS ENTRY
²LOCK: Pressing the LOCK button locks all
doors, sounds horn (chirp) if enabled, and arms the
Vehicle Theft Security System, if enabled. The chirp
verifies that the RKE receiver has sent a message to
the BCM for door lock operation. If a door has not
been closed before pressing the LOCK button, the
vehicle may not be secured and the VTSS (if
equipped) will not arm until the door is closed.
²UNLOCK: Pressing the UNLOCK button once
will unlock the driver's door and activate the illumi-
nated entry system and disarm Vehicle Theft Secu-
rity System, if equipped. Pressing the UNLOCK
button twice within five seconds will unlock all doors.
²TAILGATE: Pressing the TAILGATE BUTTON
unlocks the tailgate remotely and opens the flip-up
glass.
²PANIC: Pressing the PANIC button sounds the
horns at half second intervals, flashes the exterior
lamps, and turns ON the interior lamps. The panic
alarm will remain on for three minutes, or until the
PANIC button is actuated again or the ignition
switch is turned to the RUN position.
The Remote Keyless Entry Module is capable of
retaining the transmitter Vehicle Access Code(s) in
its memory even after vehicle power has been inter-
rupted.
DIAGNOSIS AND TESTING - POWER LOCKS
The Body Control Module (BCM) enters a
reduced power mode after the key is turned
OFF. All diagnosis and testing of the power lock
system must be done with the key in the ON
position unless otherwise stated.
The most reliable, efficient, and accurate
means to diagnose the power lock system
requires the use of a DRBIIItscan tool and the
KJPOWER LOCKS 8N - 3
POWER LOCKS (Continued)

INSTALLATION
(1) Position the horn relay in the proper receptacle
in the Junction Block (JB).
(2) Push down firmly on the relay until the termi-
nals are fully seated.
(3) Connect the battery negative cable.
REMOTE KEYLESS ENTRY
MODULE
DESCRIPTION
When an RKE lock message is sent to the Body
Control Module (BCM), the BCM actuates the doors
and the tailgate lock, the interior lighting is turned
off, the horn chirps (if this feature is enabled), the
exterior lamps flash (if this feature is enabled) and, if
the vehicle is so equipped, the Vehicle Theft Security
System (VTSS) is armed. When an RKE unlock mes-
sage is sent to the BCM, the BCM actuates the
driver side front door (or all doors and the tailgate if
this feature is enabled) unlock, the interior lighting
is turned on and, if the vehicle is so equipped, the
VTSS is disarmed.When an RKE panic message is sent to the BCM,
the BCM actuates the driver side front door (or all
doors and the tailgate if this feature is enabled)
unlock, the interior lighting is turned on and, if the
vehicle is so equipped, the VTSS is disarmed. The
panic message will also cause the exterior lamps
(including the headlights) to flash, and the horn to
pulse for about three minutes, or until a second panic
message is sent to the BCM. A vehicle speed of about
25.7 kilometers-per-hour (15 miles-per-hour) will also
cancel the panic event.
Refer to the owner's manual for more information
on the features, use and operation of the RKE sys-
tem.
OPERATION
Whenever the vehicle battery power is interrupted,
the Remote Keyless Module (RKE) Module will retain
all vehicle access codes in its memory. When replac-
ing or adding a key fob transmitter (maximum of 4) a
DRB IIItscan tool is required to program the RKE
Module to accept the new Vehicle Access Code if a
customer owned transmitter is not available.
If a functioning transmitter is available, (Refer to 8
- ELECTRICAL/POWER LOCKS/KEYLESS ENTRY
TRANSMITTER - STANDARD PROCEDURE)
DIAGNOSIS AND TESTING - REMOTE KEYLESS
ENTRY MODULE
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. Refer to the
proper Body Diagnostic Procedures Manual for test-
ing the Remote Keyless Entry system using a DRB
IIItscan tool.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the Junction Block (JB) (Refer to 8 -
ELECTRICAL/POWER DISTRIBUTION/JUNCTION
BLOCK - REMOVAL).
(3) Remove Remote Keyless Entry module from
Body Control Module (Fig. 5).
INSTALLATION
(1) Install Remote Keyless Entry module to Body
Control Module.
(2) Install Junction Block (JB) (Refer to 8 - ELEC-
TRICAL/POWER DISTRIBUTION/JUNCTION
BLOCK - INSTALLATION).
(3) Connect the battery negative cable.
Fig. 4 Power Lock Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED
KJPOWER LOCKS 8N - 7
DOOR LOCK RELAY (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)