Electronic Control Modules

KJ ELECTRONIC CONTROL MODULES 8E - 1
ELECTRONIC CONTROL MODULES

TABLE OF CONTENTS
page page
ELECTRONIC CONTROL MODULES DESCRIPTION - SENSOR RETURN . . . . . . . 14

STANDARD PROCEDURE - PCM/SKIM OPERATION
PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . 1 OPERATION - PCM . . . . . . . . . . . . . . . . . . . . 14
BODY CONTROL MODULE OPERATION - 5 VOLT SUPPLIES . . . . . . . . . 15
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2 OPERATION - IGNITION CIRCUIT SENSE . . . 15
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
DIAGNOSIS AND TESTING - BODY CONTROL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 16
MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 SENTRY KEY IMMOBILIZER MODULE
REMOVAL .............................7 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 16
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
COMMUNICATION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 TRANSMISSION CONTROL MODULE
CONTROLLER ANTILOCK BRAKE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 18
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 STANDARD PROCEDURE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 STANDARD PROCEDURE - TCM QUICK
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10 LEARN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
DATA LINK CONNECTOR STANDARD PROCEDURE - DRIVE LEARN -
DESCRIPTION - DATA LINK CONNECTOR . . . . 11 RFE TRANSMISSIONS ONLY . . . . . . . . . . . . 23
OPERATION - DATA LINK CONNECTOR . . . . . . 11 HEATED SEAT MODULE
POWERTRAIN CONTROL MODULE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 24
DESCRIPTION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
DESCRIPTION - PCM . . . . . . . . . . . . . . . . . . 11 DIAGNOSIS AND TESTING - HEATED SEAT
DESCRIPTION - MODES OF OPERATION . . . 11 MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
DESCRIPTION - 5 VOLT SUPPLIES . . . . . . . 14 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
DESCRIPTION - IGNITION CIRCUIT SENSE . 14 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 27
DESCRIPTION - POWER GROUNDS . . . . . . 14
ELECTRONIC CONTROL detect when a double fault has occurred and only
one DTC has been set.
MODULES When a PCM (JTEC) and the SKIM are replaced
at the same time, perform the following steps in
STANDARD PROCEDURE - PCM/SKIM order:
PROGRAMMING (1) Program the new PCM (JTEC).
(2) Program the new SKIM.
CAUTION: ASSURE THE DRBIIIT IS PROGRAMMED (3) Replace all ignition keys and program them to
WITH THE LATEST VERSION OF CURRENT SOFT- the new SKIM.
WARE.
PROGRAMMING THE PCM (JTEC)
The SKIS Secret Key is an ID code that is unique
NOTE: Before replacing the PCM for a failed driver, to each SKIM. This code is programmed and stored
control circuit, or ground circuit, be sure to check in the SKIM, the PCM, and the ignition key tran-
the related component/circuit integrity for failures sponder chip(s). When replacing the PCM, it is nec-
not detected due to a double fault in the circuit. essary to program the secret key into the new PCM
Most PCM driver/control circuit failures are caused using the DRBIIIt scan tool. Perform the following
by internal component failures (i.e. relays and sole- steps to program the secret key into the PCM.
noids) and shorted circuits (i.e. pull-ups, drivers, (1) Turn the ignition switch to the On position
and switched circuits). These failures are difficult to (transmission in Park/Neutral).
8E - 2 ELECTRONIC CONTROL MODULES KJ
ELECTRONIC CONTROL MODULES (Continued)
(2) Use the DRBIIIt and select THEFT ALARM, (2) Use the DRBIIIt and select THEFT ALARM,
SKIM, then MISCELLANEOUS. SKIM, then MISCELLANEOUS.
(3) Select PCM REPLACED (GAS ENGINE). (3) Select PROGRAM IGNITION KEY’S.
(4) Enter secured access mode by entering the (4) Enter secured access mode by entering the
vehicle four-digit PIN. vehicle four-digit PIN.
(5) Select ENTER to update PCM VIN.
NOTE: A maximum of eight keys can be learned to
NOTE: If three attempts are made to enter secured each SKIM. Once a key is learned to a SKIM it (the
access mode using an incorrect PIN, secured key) cannot be transferred to another vehicle.
access mode will be locked out for one hour. To
exit this lockout mode, turn the ignition switch to (5) Obtain ignition keys to be programmed from
the ON position for one hour, then enter the correct the customer (8 keys maximum).
PIN. (Ensure all accessories are turned off. Also (6) Using the DRBIIIt, erase all ignition keys by
monitor the battery state and connect a battery selecting MISCELLANEOUS, and ERASE ALL CUR-
charger if necessary). RENT IGN. KEYS.
(7) Program all of the ignition keys.
(6) Press ENTER to transfer the secret key (the If ignition key programming is unsuccessful, the
SKIM will send the secret key to the PCM). DRBIIIt will display one of the following messages:
(7) Press PAGE BACK to get to the Select System • Programming Not Attempted - The DRBIIIt
menu and select ENGINE, MISCELLANEOUS, and attempts to read the programmed key status and
SRI MEMORY CHECK. there are no keys programmed into SKIM memory.
(8) The DRBIIIt will ask, “Is odometer reading • Programming Key Failed (Possible Used
between XX and XX?” Select the YES or NO button Key From Wrong Vehicle) - SKIM is unable to pro-
on the DRBIIIt. If NO is selected, the DRBIIIt will gram an ignition key transponder due to one of the
read, “Enter Odometer Reading (From I.P. odome- following:
ter)”. Enter the odometer reading from the instru- − The ignition key transponder is faulty.
ment cluster and press ENTER. − The ignition key transponder is or has been
already programmed to another vehicle.
PROGRAMMING THE SKIM • 8 Keys Already Learned, Programming Not
(1) Turn the ignition switch to the On position Done - The SKIM transponder ID memory is full.
(transmission in Park/Neutral). • Learned Key In Ignition - The ID for the igni-
(2) Use the DRBIIIt and select THEFT ALARM, tion key transponder currently in the ignition lock
SKIM, then MISCELLANEOUS. cylinder is already programmed in SKIM memory.
(3) Select PCM REPLACED (GAS ENGINE).
(4) Program the vehicle four-digit PIN into SKIM.
(5) Select COUNTRY CODE and enter the correct BODY CONTROL MODULE
country.
DESCRIPTION
NOTE: Be sure to enter the correct country code. If A Body Control Module (BCM) is concealed behind
the incorrect country code is programmed into the driver side end of the instrument panel in the
SKIM, it cannot be changed and the SKIM must be passenger compartment, where it is secured to the
replaced. fuse panel side of the Junction Block (JB) (Fig. 1).
The JB is the interface between the body, the instru-
(6) Select YES to update VIN (the SKIM will learn ment panel, and the headlamp and dash wire har-
the VIN from the PCM). nesses. The JB also contains the fuses and relays
(7) Press ENTER to transfer the secret key (the used for the interior electrical system of the vehicle.
PCM will send the secret key to the SKIM). The BCM is enclosed in a molded plastic housing
(8) Program ignition keys to the SKIM. with two integral external connectors that connect it
to the vehicle electrical system (Fig. 2). The BCM
NOTE: If the PCM and the SKIM are replaced at the
also has an integral interface connector that joins it
same time, all vehicle ignition keys will need to be
through a connector to the circuitry within the JB.
replaced and programmed to the new SKIM.
This connector is referred to as the JB-BCM connec-
tor. The combined BCM and JB are sometimes
PROGRAMMING IGNITION KEYS TO THE SKIM referred to as the Junction Block Module (JBM).
(1) Turn the ignition switch to the On position There are two different versions of the BCM: base
(transmission in Park/Neutral). and premium. The base BCM is a subset of the com-
ponents in the premium version.The base version
BODY CONTROL MODULE (Continued)
the vehicle through both hard wired outputs and the
transmission of electronic message outputs to other
electronic modules in the vehicle over the PCI data
bus. Any time the BCM is replaced or reflashed for
any reason, there may be subsystems that may need
to be reprogrammed as well, such as Cabin Equaliza-
tion. Follow the DRBIIIt menu screen for details.
The electronic functions and features that the BCM
supports or controls include the following:
• A/C Select Switch Status - The BCM monitors
an input from, and transmits the status of the A/C
switch on the heater-A/C control.
• Ambient Temperature Data - The premium
BCM monitors and transmits the ambient tempera-
ture sensor input data.
• Audio System Cabin Equalization - Each
time the BCM receives an electronic cabin equaliza-
tion request message from the radio over the PCI
data buss, it provides an electronic response to the
Fig. 1 Body Control Module Location radio containing the appropriate equalization curve
1 - DRIVER DOOR
information. Because there are numerous optional
2 - INSTRUMENT PANEL END BRACKET radios which are common to many platforms and
3 - JUNCTION BLOCK available with various speaker architectures, each
4 - BODY CONTROL MODULE
radio contains a Digital Signal Processing (DPS)
microprocessor chip. This DPS chip uses the equal-
ization curve information to optimize the radio’s
sound output for the unique cabin and speaker archi-
tecture found within the particular vehicle to which
the radio has been installed.
• Cargo Lamp Disable - The BCM monitors an
input from the cargo lamp switch to provide an inte-
rior lighting disable feature.
• Chimes - The chime tone generator is located
on the ElectroMechanical Instrument Cluster (EMIC)
circuit board, but the EMIC goes to sleep with the
ignition switch in the Off position. The BCM provides
a wake-up output to the EMIC based upon inputs
from the key-in ignition switch or the exterior light-
Fig. 2 Body Control Module
ing switch, then sends electronic chime request mes-
1 - BODY CONTROL MODULE (FRONT VIEW)
2 - REMOTE KEYLESS ENTRY MODULE RECEPTACLE
sages to the EMIC for the headlamps-on warning
3 - BCM-RKE CONNECTOR and key-in ignition warning.
4 - BODY CONTROL MODULE (BACK VIEW) • Door Lock Inhibit - The BCM monitors the
5 - JB-BCM CONNECTOR
6 - CONNECTOR RECEPTACLE (2)
key-in ignition switch and the driver side front door
ajar switch to provide a door lock inhibit feature.
BCM does not support the following features: Com- • Exterior Lamp Load Shedding - The BCM
pass Mini-Trip Computer (CMTC), fog lamps (front provides a battery saver feature which will automat-
and/or rear), Remote Keyless Entry (RKE), remote ically turn off exterior lamps that remain on after a
radio switches, or Vehicle Theft Security System timed interval.
(VTSS). Both versions of the BCM utilize integrated • Exterior Lamp Status - The BCM monitors
circuitry and information carried on the Programma- the status of the park lamp, low beam, high beam or
ble Communications Interface (PCI) data bus net- Daytime Running Lamp (DRL - Canada only), front
work along with many hard wired inputs to monitor fog lamp (optional), and rear fog lamp (in required
many sensor and switch inputs throughout the vehi- markets only) relays.
cle. In response to those inputs, the internal circuitry • Exterior Lighting Control - The BCM pro-
and programming of the BCM allow it to control and vides exterior lamp control for standard head and
integrate many electronic functions and features of park lamps, as well as Daytime Running Lamps
(DRL - Canada only), front fog lamps (optional), and • Key-In-Ignition Switch Status - The BCM
rear fog lamps (in required markets only). This monitors and transmits the status of the key-in-igni-
includes support for features including optical horn tion switch.
(also known as flash-to-pass) and headlamp time • Panic Mode - The BCM provides support for
delay. the Remote Keyless Entry (RKE) system panic mode
• Flip-Up Glass Control - The BCM monitors feature.
the tailgate cylinder lock switch, the tailgate handle • Parade Mode - The BCM provides a parade
switch, the Remote Keyless Entry (RKE) module mode (also known as funeral mode) that allows the
inputs and the rear wiper switch to provide control interior Vacuum Fluorescent Displays (VFD) to be
for the rear flip-up glass actuator. illuminated at full intensity while driving in daylight
• Fog Lamp Control - The premium BCM pro- with the exterior lamps On.
vides fog lamp control for front fog lamps (optional), • Power Locks - The BCM monitors inputs from
and rear fog lamps (in required markets only). the power lock switches and the Remote Keyless
• Front Wiper System Status - The BCM moni- Entry (RKE) module (optional) to provide control of
tors the status of the front wiper motor park switch. the power lock motors through outputs to the lock,
• Fuel Economy and Distance to Empty Cal- unlock, and driver unlock (RKE only) relays. This
culations - The BCM calculates and transmits the includes support for rolling door locks (also known as
fuel economy and Distance To Empty (DTE) data. automatic door locks) and a door lock inhibit mode.
• Headlamp Time Delay - The BCM provides a • Programmable Features - The BCM provides
headlamp time delay feature with the ignition switch support for several standard and optional program-
in the Off position. mable features, including: rolling door locks, head-
• Heated Rear Glass Control - The BCM pro- lamp time delay interval, Remote Keyless Entry
vides control and timer functions for the heated rear (RKE) driver-door-only or unlock-all-doors, RKE opti-
glass feature and transmits the system status. cal chirp, and RKE audible chirp.
• Ignition On/Off Timer - The BCM monitors • Remote Keyless Entry - The premium BCM
and transmits the elapsed ignition On timer data provides the optional Remote Keyless Entry (RKE)
and monitors the ignition Off time. system features, including support for the RKE Lock,
• Ignition Switch Position Status - The BCM Unlock (with optional driver-door-only unlock, and
monitors and transmits the status of the ignition unlock-all-doors), rear flip-up glass control, Panic,
switch. audible chirp, optical chirp, and illuminated entry
• Instrument Panel Dimming - The BCM mon- modes, as well as the ability to be programmed to
itors and transmits the selected illumination inten- recognize up to four RKE transmitters.
sity level of the panel lamps dimmer switch. • Rolling Door Locks - The BCM provides sup-
• Interior Lamp Load Shedding - The BCM port for the power lock system rolling door locks fea-
provides a battery saver feature which will automat- ture (also known as automatic door locks).
ically turn off all interior lamps that remain on after • Tailgate and Flip-Up Glass Ajar Status - The
a timed interval. BCM monitors and transmits the status of the tail-
• Interior Lighting Control - The BCM moni- gate and rear flip-up glass ajar switches.
tors inputs from the interior lighting switch, the door • Remote Radio Switch Interface - The pre-
ajar switches, the flip-up glass ajar switch, the tail- mium BCM monitors and transmits the status of the
gate ajar switch, the cargo lamp switch, the reading optional remote radio switches.
lamp switches, and the Remote Keyless Entry (RKE) • Self-Diagnostics - The BCM provides support
module to provide courtesy lamp control. This for diagnostics through communication with the
includes support for timed illuminated entry with DRBIIIt scan tool over the PCI data bus network.
theater-style fade-to-off and courtesy illumination Each analog and digital input can be verified, and
defeat features. each output can be actuated through the use of this
• Intermittent Wipe and Front Wiper System diagnostic protocol. The BCM also stores Diagnostic
Control - The BCM monitors inputs from the front Trouble Codes (DTCs) to assist in troubleshooting
wiper and washer switch and the front wiper motor this unit.
park switch to provide front wiper system control • Tire Size - The BCM calculates vehicle speed
through the wiper on/off and high/low relays. This based upon a programmed Tire Revolutions per mile
includes support for adjustable intermittent wipe, (TIRE REV/MILE) value. The correct tire size must
mist wipe (also known as pulse wipe), and wipe-after- be programmed to the BCM using the DRBIIIt.
wash features. Using the DRBIIIt, select Body Computer, then Pro-
gram Tire Size. The BCM must be programmed with
one of the available tire sizes in the DRBIIIt menu lators. Refer to the appropriate wiring information.
or by programming the correct REV/MILE value. The wiring information includes wiring diagrams,
• Vacuum Fluorescent Display Synchroniza- proper wire and connector repair procedures, further
tion - The BCM transmits panel lamp intensity data details on wire harness routing and retention, as well
which allows modules with Vacuum Fluorescent Dis- as pin-out and location views for the various wire
plays (VFD) to coordinate their illumination inten- harness connectors, splices and grounds.
sity. Many of the electronic features in the vehicle con-
• Vehicle Speed System - ABS Equipped - The trolled or supported by the BCM are programmable
CAB provides 12VDC hard wire speed sensor supply using a customer programming procedure or the
to the Left and Right Wheel speed sensors and the DRBIIIt scan tool. In addition, the BCM software is
Rear Wheel Speed Sensor the speed sensor output Flash compatible, which means it can be repro-
hard wire square wave signals back to the CAB. the grammed using Flash reprogramming procedures.
CAB outputs a hard wire square wave back to the However, if any of the BCM hardware components is
BCM. The BCM calculates vehicle speed based upon damaged or faulty, the entire BCM unit must be
a programmed Tire revolutions per mile (TIRE REV/ replaced.
MILE) value. This calculation is based upon tire cir-
cumference revolutions per mile. This calculation OPERATION
must be programmed into the BCM. New service The Body Control Module (BCM) monitors many
BCM’s are shipped in default mode that prevents hard wired switch and sensor inputs as well as those
speedometer indication until a valid tire size is pro- resources it shares with other electronic modules in
grammed. The BCM outputs a hard wired square the vehicle through its communication over the Pro-
wave Vehicle Speed Output signal to the PCM. The grammable Communications Interface (PCI) data bus
PCM transmits vehicle speed to the instrument clus- network. The internal programming and all of these
ter via the PCI bus. inputs allow the BCM microprocessor to determine
• Vehicle Speed System - NON-ABS Equipped the tasks it needs to perform and their priorities, as
- The BCM provides a 12VDC hard wire speed sensor well as both the standard and optional features that
supply to the Rear Wheel speed sensor. The speed it should provide. The BCM programming then per-
sensor outputs a hard wire square wave signal back forms those tasks and provides those features
to the BCM. The BCM calculates vehicle speed based through both PCI data bus communication with other
upon a programmed Tire Revolutions per mile (TIRE electronic modules and through hard wired outputs
REV/MILE) value. This calculation is based tire cir- through a number of driver circuits, relays, and
cumference revolutions per mile. This calculation actuators. These outputs allow the BCM the ability
must be programmed into the BCM. New service to control numerous accessory systems in the vehicle.
BCM’s are shipped in default mode that prevents The BCM operates on battery and ignition voltage
speedometer indication until a valid tire size is pro- inputs received through several fuses in the Junction
grammed. The BCM outputs a hard wired square Block (JB). This arrangement allows the BCM to pro-
wave Vehicle Speed Output signal to the PCM. The vide some features regardless of the ignition switch
PCM transmits vehicle speed to the instrument clus- position, while other features will operate only with
ter via the PCI bus. the ignition switch in the On, Start, and/or Accessory
• Vehicle Theft Security System - The pre- positions. All of the battery voltage circuits are con-
mium BCM monitors inputs from the door cylinder nected to the BCM through the JB/BCM connector.
lock switches, the tailgate cylinder lock switch, the The BCM receives ground through five separate cir-
door ajar switches, the tailgate ajar switch, the cuits. Three of these circuits are connected to the
flip-up glass ajar switch, the hood ajar switch (in BCM through a connector of the instrument panel
required markets only), and the Remote Keyless wire harness on three separate ground circuits, while
Entry (RKE) module to control the features of the the other two circuits are connected to the BCM
optional Vehicle Theft Security System (VTSS). through the JB/BCM connector. All of these circuits
Hard wired circuitry connects the BCM to the elec- are grounded through a splice block located in the
trical system of the vehicle. These hard wired circuits instrument panel wire harness, on the driver side
are integral to several wire harnesses, which are instrument panel end bracket, near the JB.
routed throughout the vehicle and retained by many The BCM monitors its own internal circuitry as
different methods. These circuits may be connected to well as many of its input and output circuits, and
each other, to the vehicle electrical system and to the will store a Diagnostic Trouble Code (DTC) in elec-
BCM through the use of a combination of soldered tronic memory for any failure it detects. These DTCs
splices, splice block connectors, and many different can be retrieved and diagnosed using a DRBIIIt scan
types of wire harness terminal connectors and insu- tool. Refer to the appropriate diagnostic information.
HARD WIRED INPUTS The hard wired inputs to • High beam relay control
the BCM include the following: • Horn relay control - premium with RKE
• A/C on/off control only
• Ambient temperature sensor signal • Instrument cluster wake up signal
• Body control module flash enable • Low beam relay control
• Door lock switch • Park lamp relay control
• Driver door ajar switch sense • Passenger door unlock relay control
• Flip-up glass ajar switch sense • Rear fog lamp relay control - premium with
• Flip-up glass release switch sense rear fog lamps in markets where required only
• Fog lamp switch sense • Rear window defogger relay control
• Front wiper park switch sense • RKE supply - premium with RKE only
• Front wiper switch • Tailgate lock driver
• Front washer pump driver • Tailgate unlock driver
• Fused B(+) • Vehicle speed output
• Fused ignition switch output (run-acc) • Vehicle speed sensor supply (Non-ABS)
• Fused ignition switch output (run-start) • VTSS indicator driver - premium with
• Headlamp switch VTSS only
• High beam switch sense Refer to the appropriate wiring information for
• Hood ajar switch sense - premium with additional details.
VTSS - in markets where required only GROUNDS The BCM receives ground through five
• Key-in ignition switch sense separate circuits, and also supplies a ground path to
• Left cylinder lock switch sense - premium several switches through the following hard wired
with VTSS only - omitted in some markets as circuits:
required • Ambient temperature sensor return
• Panel lamps dimmer switch • Door lock switch ground
• Passenger doors ajar switch sense (input • Headlamp switch return
from three ajar switches connected in parallel) • Radio control return
• Radio control - premium with remote radio • RKE ground - premium with RKE only
switches only • Tailgate switch ground
• Rear courtesy lamp control Refer to the appropriate wiring information for
• Rear window defogger control additional details.
• Rear wiper intermittent driver COMMUNICATION Not including the two RKE
• Rear wiper on driver antenna circuits (RKE antenna + and –), which
• Right cylinder lock switch sense - premium merely pass through the premium BCM from the
with VTSS only - omitted in some markets as RKE module to the external RKE antenna in the
required instrument panel wire harness, the BCM has the fol-
• RKE antenna (two circuits) - premium with lowing communication circuits:
RKE only • PCI bus
• Tailgate ajar switch sense • RKE program serial data - premium with
• Tailgate cylinder lock switch sense RKE only
• Vehicle speed sensor signal • RKE transmit serial data - premium with
Refer to the appropriate wiring information for RKE only
additional details. Refer to the appropriate wiring information for
HARD WIRED OUTPUTS The hard wired outputs additional details.
of the BCM include the following: MESSAGING The BCM uses the following mes-
• Courtesy lamp driver sages received from other electronic modules over the
• Courtesy lamp load shed PCI data bus:
• Door lock relay control • Battery Temperature (PCM)
• Driver door unlock relay control - premium • Compass Mini-Trip Computer Button Sta-
with RKE only tus (CMTC) - premium only
• Flip-up glass release motor driver • Coolant Temperature (PCM)
• Front fog lamp relay control - premium • Distance Pulses (PCM)
with front fog lamps only • Engine Speed (PCM)
• Front wiper high/low relay control • Fuel Tank Level (PCM)
• Front wiper on/off relay control • Fuel Used (PCM)
• Hazard lamp control
• Intrusion Transceiver Module Commands means to diagnose the BCM and the PCI data bus
(ITM) - premium in markets where required network inputs to and outputs from this module
only requires the use of a DRBIIIt scan tool. Refer to the
• Manifold Absolute Pressure (PCM) appropriate diagnostic information.
• OK to Lock - Rolling Locks (PCM)
• SKIS Status (SKIM) WARNING: ON VEHICLES EQUIPPED WITH AIR-
• Vehicle Identification Number (PCM) BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
• Vehicle Speed from CAB with ABS SYSTEM BEFORE ATTEMPTING ANY STEERING
The BCM provides the following messages to other WHEEL, STEERING COLUMN, DRIVER AIRBAG,
electronic modules over the PCI data bus: PASSENGER AIRBAG, SEAT BELT TENSIONER,
− A/C Select Switch Status (PCM) FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
− Country Code (EMIC, PCM, CMTC) OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
− Distance to Empty (CMTC) - premium only OR SERVICE. DISCONNECT AND ISOLATE THE
− Door Ajar Status (EMIC) BATTERY NEGATIVE (GROUND) CABLE, THEN
− Exterior Lighting Status (EMIC) WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
− Flip-up Glass Ajar Status (EMIC) TOR TO DISCHARGE BEFORE PERFORMING FUR-
− Fuel Economy (Average and Instantaneous) THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
(CMTC) - premium only SURE WAY TO DISABLE THE SUPPLEMENTAL
− Hood Ajar Status (ITM) - premium in mar- RESTRAINT SYSTEM. FAILURE TO TAKE THE
kets where required only PROPER PRECAUTIONS COULD RESULT IN ACCI-
− Ignition On Timer (CMTC) - premium only DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
− Intrusion Transceiver Module Commands PERSONAL INJURY.
(ITM) - premium in markets where required
only
− Key-In Ignition Switch Status (EMIC) REMOVAL
− Outside Temperature (CMTC) - premium
WARNING: ON VEHICLES EQUIPPED WITH AIR-
only
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
− Panel Lamp Intensity (CMTC, Radio)
SYSTEM BEFORE ATTEMPTING ANY STEERING
− Tailgate Ajar Status (EMIC)
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
− Radio EQ Curve (Radio) - premium only
PASSENGER AIRBAG, SEAT BELT TENSIONER,
− Radio Mode (Radio) - premium only
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
− Radio Preset Scan (Radio) - premium only
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
− Radio Seek Down (Radio) - premium only
OR SERVICE. DISCONNECT AND ISOLATE THE
− Radio Seek Up (Radio) - premium only
BATTERY NEGATIVE (GROUND) CABLE, THEN
− Radio Volume Down (Radio) - premium
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
only
TOR TO DISCHARGE BEFORE PERFORMING FUR-
− Radio Volume Up (Radio) - premium only
THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
− Vacuum Fluorescent Display Synchroniza-
SURE WAY TO DISABLE THE SUPPLEMENTAL
tion (CMTC, EMIC, Radio)
RESTRAINT SYSTEM. FAILURE TO TAKE THE
− Vehicle Theft Security System Status (PCM,
PROPER PRECAUTIONS COULD RESULT IN ACCI-
ITM) - premium only
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
Refer to the appropriate diagnostic information for
PERSONAL INJURY.
additional details.
DIAGNOSIS AND TESTING - BODY CONTROL NOTE: Before replacing a Body Control Module
MODULE (BCM), use the DRBIIIT scan tool to retrieve the cur-
The hard wired inputs to and outputs from the rent settings for the BCM Programmable Features
Body Control Module (BCM), as well as other hard and the current REV/MILE (Tire Size). These set-
wired circuits for this module may be diagnosed and tings must be programmed to the replacement BCM
tested using conventional diagnostic tools and proce- using the DRBIIIT before returning the vehicle to
dures. However, conventional diagnostic methods service. New BCM’s are shipped in default mode
may not prove conclusive in the diagnosis of the that prevents speedometer indication until a valid
BCM, the Programmable Communications Interface tire size is programmed. Refer to the appropriate
(PCI) data bus network, or the electronic messages diagnostic information.
received and transmitted by the BCM over the PCI
data bus. The most reliable, efficient, and accurate
(1) Disconnect and isolate the battery negative WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
cable. TOR TO DISCHARGE BEFORE PERFORMING FUR-
(2) Remove the Junction Block Module (JBM) from THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
the instrument panel end bracket on the driver side SURE WAY TO DISABLE THE SUPPLEMENTAL
of the vehicle. (Refer to 8 - ELECTRICAL/POWER RESTRAINT SYSTEM. FAILURE TO TAKE THE
DISTRIBUTION/JUNCTION BLOCK - REMOVAL). PROPER PRECAUTIONS COULD RESULT IN ACCI-
(3) Remove the screws that secure the BCM to the DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
Junction Block (JB) (Fig. 3). PERSONAL INJURY.
NOTE: Before replacing a Body Control Module

(BCM), use a DRBIIIT scan tool to retrieve the cur-
rent settings for the BCM programmable features
and the axle ratio/tire size (electronic pinion factor).
Refer to the appropriate diagnostic information.
These settings should be duplicated in the replace-
ment BCM using the DRBIIIT scan tool before
returning the vehicle to service.
(1) If the vehicle is equipped with the optional

Remote Keyless Entry (RKE) system, reinstall the
RKE module into the BCM. (Refer to 8 - ELECTRI-
CAL/POWER LOCKS/REMOTE KEYLESS ENTRY
MODULE - INSTALLATION).
(2) Position the BCM onto the Junction Block (JB)
(Fig. 3).
(3) Install and tighten the screws that secure the
BCM to the JB. Tighten the screws to 2 N·m (18 in.
lbs.).
(4) Reinstall the Junction Block Module (JBM)
onto the instrument panel end bracket on the driver
side of the vehicle. (Refer to 8 - ELECTRICAL/
POWER DISTRIBUTION/JUNCTION BLOCK -
INSTALLATION).
(5) Reconnect the battery negative cable.
Fig. 3 Body Control Module Remove/Install
1 - SCREW (4)
2
3
-
-
RKE MODULE
BODY CONTROL MODULE
COMMUNICATION
4 - JUNCTION BLOCK
DESCRIPTION
(4) Remove the BCM from the JB. The DaimlerChrysler Programmable Communica-
(5) If the vehicle is equipped with the optional tion Interface (PCI) data bus system is a single wire
Remote Keyless Entry (RKE) system, remove the multiplex system used for vehicle communications on
RKE module from the BCM. (Refer to 8 - ELECTRI- many DaimlerChrysler Corporation vehicles. Multi-
CAL/POWER LOCKS/REMOTE KEYLESS ENTRY plexing is a system that enables the transmission of
MODULE - REMOVAL). several messages over a single channel or circuit. All
DaimlerChrysler vehicles use this principle for com-
INSTALLATION munication between various microprocessor-based
electronic control modules. The PCI data bus exceeds
WARNING: ON VEHICLES EQUIPPED WITH AIR- the Society of Automotive Engineers (SAE) J1850
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT Standard for Class B Multiplexing.
SYSTEM BEFORE ATTEMPTING ANY STEERING Many of the electronic control modules in a vehicle
WHEEL, STEERING COLUMN, DRIVER AIRBAG, require information from the same sensing device. In
PASSENGER AIRBAG, SEAT BELT TENSIONER, the past, if information from one sensing device was
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG, required by several controllers, a wire from each con-
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS troller needed to be connected in parallel to that sen-
OR SERVICE. DISCONNECT AND ISOLATE THE sor. In addition, each controller utilizing analog
BATTERY NEGATIVE (GROUND) CABLE, THEN sensors required an Analog/Digital (A/D) converter in
COMMUNICATION (Continued)
order to 9read9 these sensor inputs. Multiplexing form signals of varying length. The Variable Pulse
reduces wire harness complexity, sensor current Width Modulation (VPWM) used in PCI bus messag-
loads and controller hardware because each sensing ing is a method in which both the state of the bus
device is connected to only one controller, which and the width of the pulse are used to encode bit
reads and distributes the sensor information to the information. A 9zero9 bit is defined as a short low
other controllers over the data bus. Also, because pulse or a long high pulse. A 9one9 bit is defined as a
each controller on the data bus can access the con- long low pulse or a short high pulse. A low (passive)
troller sensor inputs to every other controller on the state on the bus does not necessarily mean a zero bit.
data bus, more function and feature capabilities are It also depends upon pulse width. If the width is
possible. short, it stands for a zero bit. If the width is long, it
In addition to reducing wire harness complexity, stands for a one bit. Similarly, a high (active) state
component sensor current loads and controller hard- does not necessarily mean a one bit. This too depends
ware, multiplexing offers a diagnostic advantage. A upon pulse width. If the width is short, it stands for
multiplex system allows the information flowing a one bit. If the width is long, it stands for a zero bit.
between controllers to be monitored using a diagnos- In the case where there are successive zero or one
tic scan tool. The DaimlerChrysler system allows an data bits, both the state of the bus and the width of
electronic control module to broadcast message data the pulse are changed alternately. This encoding
out onto the bus where all other electronic control scheme is used for two reasons. First, this ensures
modules can 9hear9 the messages that are being sent. that only one symbol per transition and one transi-
When a module hears a message on the data bus tion per symbol exists. On each transition, every
that it requires, it relays that message to its micro- transmitting module must decode the symbol on the
processor. Each module ignores the messages on the bus and begin timing of the next symbol. Since tim-
data bus that are being sent to other electronic con- ing of the next symbol begins with the last transition
trol modules. detected on the bus, all of the modules are re-syn-
chronized with each symbol. This ensures that there
OPERATION are no accumulated timing errors during PCI data
Data exchange between modules is achieved by bus communication.
serial transmission of encoded data over a single wire The second reason for this encoding scheme is to
broadcast network. The wire colors used for the PCI guarantee that the zero bit is the dominant bit on
data bus circuits are yellow with a violet tracer, or the bus. When two modules are transmitting simul-
violet with a yellow tracer, depending upon the appli- taneously on the bus, there must be some form of
cation. The PCI data bus messages are carried over arbitration to determine which module will gain con-
the bus in the form of Variable Pulse Width Modu- trol. A data collision occurs when two modules are
lated (VPWM) signals. The PCI data bus speed is an transmitting different messages at the same time.
average 10.4 Kilo-bits per second (Kbps). By compar- When a module is transmitting on the bus, it is read-
ison, the prior two-wire Chrysler Collision Detection ing the bus at the same time to ensure message
(CCD) data bus system is designed to run at 7.8125 integrity. When a collision is detected, the module
Kbps. that transmitted the one bit stops sending messages
The voltage network used to transmit messages over the bus until the bus becomes idle.
requires biasing and termination. Each module on Each module is capable of transmitting and receiv-
the PCI data bus system provides its own biasing ing data simultaneously. The typical PCI bus mes-
and termination. Each module (also referred to as a sage has the following four components:
node) terminates the bus through a terminating • Message Header - One to three bytes in length.
resistor and a terminating capacitor. There are two The header contains information identifying the mes-
types of nodes on the bus. The dominant node termi- sage type and length, message priority, target mod-
nates the bus through a 1 KW resistor and a 3300 pF ule(s) and sending module.
capacitor. The Powertrain Control Module (PCM) is • Data Byte(s) - This is the actual message that
the only dominant node for the PCI data bus system. is being sent.
A standard node terminates the bus through an 11 • Cyclic Redundancy Check (CRC) Byte - This
KW resistor and a 330 pF capacitor. byte is used to detect errors during a message trans-
The modules bias the bus when transmitting a mission.
message. The PCI bus uses low and high voltage lev- • In-Frame Response (IFR) byte(s) - If a
els to generate signals. Low voltage is around zero response is required from the target module(s), it can
volts and the high voltage is about seven and one- be sent during this frame. This function is described
half volts. The low and high voltage levels are gener- in greater detail in the following paragraph.
ated by means of variable-pulse width modulation to
COMMUNICATION (Continued)
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
DRBIIIt scan tool. It is possible, however, for the bus
to pass all DRBIIIt tests and still be faulty if the
voltage parameters are all within the specified range
and false messages are being sent.
Fig. 4 CAB HARNESS CONNECTOR RELEASE

CONTROLLER ANTILOCK 1 - ABS MODULE
BRAKE 2 - ELECTRICAL CONNECTOR
DESCRIPTION
The Controler Antilock Brake (CAB) is mounted to
the Hydraulic Control Unit (HCU) and operates the
ABS system.
OPERATION
The CAB voltage source is through the ignition
switch in the RUN position. The CAB contains dual
microprocessors. A logic block in each microprocessor
receives identical sensor signals. These signals are
processed and compared simultaneously. The CAB
contains a self check program that illuminates the
ABS warning light when a system fault is detected.
Faults are stored in a diagnostic program memory
and are accessible with the DRB scan tool. ABS
faults remain in memory until cleared, or until after Fig. 5 HCU/CAB MOUNTING
the vehicle is started approximately 50 times. Stored
1 - HCU
faults are not erased if the battery is disconnected. 2 - CAB
3 - HCU/CAB BRACKET
REMOVAL 4
5
-
-
MOUNTING NUTS AND STUDS
MOTOR
(1) Remove the negative battery cable from the
battery. (1) Install CAB to the HCU (Fig. 6).
(2) Pull up on the CAB harness connector release (2) Install mounting bolts. Tighten to 2 N·m (16 in.
(Fig. 4)and remove connector. lbs.).
(3) Remove the pump connector from the CAB. (3) Install the pump electircal connector to the
(4) Remove the CAB mounting bolts (Fig. 5). CAB (Fig. 6).
(5) Remove the CAB from the HCU (Fig. 6). (4) Install the wiring harness connector to the
CAB and push down on the release to secure the con-
INSTALLATION nector.
(5) Install negative battery cable to the battery.
NOTE: If the CAB is being replaced with a new CAB
is must be reprogrammed with the use of a DRB III.
CONTROLLER ANTILOCK BRAKE (Continued)
POWERTRAIN CONTROL
MODULE
DESCRIPTION
DESCRIPTION - PCM
The Powertrain Control Module (PCM) is located
in the engine compartment (Fig. 8). The PCM is
referred to as JTEC.
Fig. 6 CONTROLLER AND HCU

1 - CONTROLLER ANTILOCK BRAKE MODULE
2 - HYDRAULIC CONTROL UNIT (H.C.U)
3 - ELECTRICAL CONNECTOR
DATA LINK CONNECTOR

DESCRIPTION - DATA LINK CONNECTOR
The data link connector is located at the lower
edge of the instrument panel near the steering col-
umn (Fig. 7).
Fig. 8 PCM LOCATION

DESCRIPTION - MODES OF OPERATION
As input signals to the Powertrain Control Module
(PCM) change, the PCM adjusts its response to the
output devices. For example, the PCM must calculate
different injector pulse width and ignition timing for
idle than it does for wide open throttle (WOT).
The PCM will operate in two different modes:
Open Loop and Closed Loop.
During Open Loop modes, the PCM receives input
signals and responds only according to preset PCM
programming. Input from the oxygen (O2S) sensors
is not monitored during Open Loop modes.
During Closed Loop modes, the PCM will monitor
the oxygen (O2S) sensors input. This input indicates
to the PCM whether or not the calculated injector
Fig. 7 DATA LINK CONNECTOR LOCATION pulse width results in the ideal air-fuel ratio. This
OPERATION - DATA LINK CONNECTOR ratio is 14.7 parts air-to-1 part fuel. By monitoring
The 16–way data link connector (diagnostic scan the exhaust oxygen content through the O2S sensor,
tool connector) links the Diagnostic Readout Box the PCM can fine tune the injector pulse width. This
(DRB) scan tool or the Mopar Diagnostic System is done to achieve optimum fuel economy combined
(MDS) with the Powertrain Control Module (PCM). with low emission engine performance.
POWERTRAIN CONTROL MODULE (Continued)
The fuel injection system has the following modes sensor signal within 3 seconds of cranking the
of operation: engine, it will shut down the fuel injection system.
• Ignition switch ON The fuel pump is activated by the PCM through
• Engine start-up (crank) the fuel pump relay.
• Engine warm-up Voltage is applied to the fuel injectors with the
• Idle ASD relay via the PCM. The PCM will then control
• Cruise the injection sequence and injector pulse width by
• Acceleration turning the ground circuit to each individual injector
• Deceleration on and off.
• Wide open throttle (WOT) The PCM determines the proper ignition timing
• Ignition switch OFF according to input received from the crankshaft posi-
The ignition switch On, engine start-up (crank), tion sensor.
engine warm-up, acceleration, deceleration and wide
open throttle modes are Open Loop modes. The idle ENGINE WARM-UP MODE
and cruise modes, (with the engine at operating tem- This is an Open Loop mode. During engine warm-
perature) are Closed Loop modes. up, the PCM receives inputs from:
• Battery voltage
IGNITION SWITCH (KEY-ON) MODE • Crankshaft position sensor
This is an Open Loop mode. When the fuel system • Engine coolant temperature sensor
is activated by the ignition switch, the following • Intake manifold air temperature sensor
actions occur: • Manifold absolute pressure (MAP) sensor
• The PCM pre-positions the idle air control (IAC) • Throttle position sensor (TPS)
motor. • Camshaft position sensor signal
• The PCM determines atmospheric air pressure • Park/neutral switch (gear indicator signal—auto.
from the MAP sensor input to determine basic fuel trans. only)
strategy. • Air conditioning select signal (if equipped)
• The PCM monitors the engine coolant tempera- • Air conditioning request signal (if equipped)
ture sensor input. The PCM modifies fuel strategy Based on these inputs the following occurs:
based on this input. • Voltage is applied to the fuel injectors with the
• Intake manifold air temperature sensor input is ASD relay via the PCM. The PCM will then control
monitored. the injection sequence and injector pulse width by
• Throttle position sensor (TPS) is monitored. turning the ground circuit to each individual injector
• The auto shutdown (ASD) relay is energized by on and off.
the PCM for approximately three seconds. • The PCM adjusts engine idle speed through the
• The fuel pump is energized through the fuel idle air control (IAC) motor and adjusts ignition tim-
pump relay by the PCM. The fuel pump will operate ing.
for approximately three seconds unless the engine is • The PCM operates the A/C compressor clutch
operating or the starter motor is engaged. through the A/C compressor clutch relay. This is done
• The O2S sensor heater element is energized via if A/C has been selected by the vehicle operator and
the ASD or O2S heater relay. The O2S sensor input specified pressures are met at the high and low–pres-
is not used by the PCM to calibrate air-fuel ratio dur- sure A/C switches. Refer to Heating and Air Condi-
ing this mode of operation. tioning for additional information.
• When engine has reached operating tempera-
ENGINE START-UP MODE ture, the PCM will begin monitoring O2S sensor
This is an Open Loop mode. The following actions input. The system will then leave the warm-up mode
occur when the starter motor is engaged. and go into closed loop operation.
The PCM receives inputs from:
• Battery voltage IDLE MODE
• Engine coolant temperature sensor When the engine is at operating temperature, this
• Crankshaft position sensor is a Closed Loop mode. At idle speed, the PCM
• Intake manifold air temperature sensor receives inputs from:
• Manifold absolute pressure (MAP) sensor • Air conditioning select signal (if equipped)
• Throttle position sensor (TPS) • Air conditioning request signal (if equipped)
• Camshaft position sensor signal • Battery voltage
The PCM monitors the crankshaft position sensor. • Crankshaft position sensor
If the PCM does not receive a crankshaft position • Engine coolant temperature sensor
• Intake manifold air temperature sensor been selected by the vehicle operator and requested
• Manifold absolute pressure (MAP) sensor by the A/C thermostat.
• Throttle position sensor (TPS)
• Camshaft position sensor signal ACCELERATION MODE
• Battery voltage This is an Open Loop mode. The PCM recognizes
• Park/neutral switch (gear indicator signal—auto. an abrupt increase in throttle position or MAP pres-
trans. only) sure as a demand for increased engine output and
• Oxygen sensors vehicle acceleration. The PCM increases injector
Based on these inputs, the following occurs: pulse width in response to increased throttle opening.
• Voltage is applied to the fuel injectors with the
ASD relay via the PCM. The PCM will then control DECELERATION MODE
injection sequence and injector pulse width by turn- When the engine is at operating temperature, this
ing the ground circuit to each individual injector on is an Open Loop mode. During hard deceleration, the
and off. PCM receives the following inputs.
• The PCM monitors the O2S sensor input and • Air conditioning select signal (if equipped)
adjusts air-fuel ratio by varying injector pulse width. • Air conditioning request signal (if equipped)
It also adjusts engine idle speed through the idle air • Battery voltage
control (IAC) motor. • Engine coolant temperature sensor
• The PCM adjusts ignition timing by increasing • Crankshaft position sensor
and decreasing spark advance. • Intake manifold air temperature sensor
• The PCM operates the A/C compressor clutch • Manifold absolute pressure (MAP) sensor
through the A/C compressor clutch relay. This is done • Throttle position sensor (TPS)
if A/C has been selected by the vehicle operator and • Camshaft position sensor signal
specified pressures are met at the high and low–pres- • Park/neutral switch (gear indicator signal—auto.
sure A/C switches. Refer to Heating and Air Condi- trans. only)
tioning for additional information. • Vehicle speed
If the vehicle is under hard deceleration with the
CRUISE MODE proper rpm and closed throttle conditions, the PCM
When the engine is at operating temperature, this will ignore the oxygen sensor input signal. The PCM
is a Closed Loop mode. At cruising speed, the PCM will enter a fuel cut-off strategy in which it will not
receives inputs from: supply a ground to the injectors. If a hard decelera-
• Air conditioning select signal (if equipped) tion does not exist, the PCM will determine the
• Air conditioning request signal (if equipped) proper injector pulse width and continue injection.
• Battery voltage Based on the above inputs, the PCM will adjust
• Engine coolant temperature sensor engine idle speed through the idle air control (IAC)
• Crankshaft position sensor motor.
• Intake manifold air temperature sensor The PCM adjusts ignition timing by turning the
• Manifold absolute pressure (MAP) sensor ground path to the coil on and off.
• Throttle position sensor (TPS)
• Camshaft position sensor signal WIDE OPEN THROTTLE MODE
• Park/neutral switch (gear indicator signal—auto. This is an Open Loop mode. During wide open
trans. only) throttle operation, the PCM receives the following
• Oxygen (O2S) sensors inputs.
Based on these inputs, the following occurs: • Battery voltage
• Voltage is applied to the fuel injectors with the • Crankshaft position sensor
ASD relay via the PCM. The PCM will then adjust • Engine coolant temperature sensor
the injector pulse width by turning the ground circuit • Intake manifold air temperature sensor
to each individual injector on and off. • Manifold absolute pressure (MAP) sensor
• The PCM monitors the O2S sensor input and • Throttle position sensor (TPS)
adjusts air-fuel ratio. It also adjusts engine idle • Camshaft position sensor signal
speed through the idle air control (IAC) motor. During wide open throttle conditions, the following
• The PCM adjusts ignition timing by turning the occurs:
ground path to the coil(s) on and off. • Voltage is applied to the fuel injectors with the
• The PCM operates the A/C compressor clutch ASD relay via the PCM. The PCM will then control
through the clutch relay. This happens if A/C has the injection sequence and injector pulse width by
turning the ground circuit to each individual injector
on and off. The PCM ignores the oxygen sensor input
signal and provides a predetermined amount of addi- The PCM receives input signals from various
tional fuel. This is done by adjusting injector pulse switches and sensors. Based on these inputs, the
width. PCM regulates various engine and vehicle operations
• The PCM adjusts ignition timing by turning the through different system components. These compo-
ground path to the coil(s) on and off. nents are referred to as Powertrain Control Module
(PCM) Outputs. The sensors and switches that pro-
IGNITION SWITCH OFF MODE vide inputs to the PCM are considered Powertrain
When ignition switch is turned to OFF position, Control Module (PCM) Inputs.
the PCM stops operating the injectors, ignition coil, The PCM adjusts ignition timing based upon
ASD relay and fuel pump relay. inputs it receives from sensors that react to: engine
rpm, manifold absolute pressure, engine coolant tem-
DESCRIPTION - 5 VOLT SUPPLIES perature, throttle position, transmission gear selec-
Two different Powertrain Control Module (PCM) tion (automatic transmission), vehicle speed, power
five volt supply circuits are used; primary and sec- steering pump pressure, and the brake switch.
ondary. The PCM adjusts idle speed based on inputs it
receives from sensors that react to: throttle position,
DESCRIPTION - IGNITION CIRCUIT SENSE vehicle speed, transmission gear selection, engine
This circuit ties the ignition switch to the Power- coolant temperature and from inputs it receives from
train Control Module (PCM). the air conditioning clutch switch and brake switch.
Based on inputs that it receives, the PCM adjusts
DESCRIPTION - POWER GROUNDS ignition coil dwell. The PCM also adjusts the gener-
The Powertrain Control Module (PCM) has 2 main ator charge rate through control of the generator
grounds. Both of these grounds are referred to as field and provides speed control operation.
power grounds. All of the high-current, noisy, electri-
cal devices are connected to these grounds as well as NOTE: PCM Inputs:
all of the sensor returns. The sensor return comes
• A/C request (if equipped with factory A/C)
into the sensor return circuit, passes through noise
• A/C select (if equipped with factory A/C)
suppression, and is then connected to the power
• A/C pressure transducer
ground.
• Auto shutdown (ASD) sense
The power ground is used to control ground cir-
• Battery temperature
cuits for the following PCM loads:
• Battery voltage
• Generator field winding
• Brake switch
• Fuel injectors
• J1850 bus (+) circuits
• Ignition coil(s)
• J1850 bus (-) circuits
• Certain relays/solenoids
• Camshaft position sensor signal
• Certain sensors
• Crankshaft position sensor
• Data link connection for DRB scan tool
DESCRIPTION - SENSOR RETURN • Engine coolant temperature sensor
The Sensor Return circuits are internal to the Pow- • Fuel level (through J1850 circuitry)
ertrain Control Module (PCM). • Generator (battery voltage) output
Sensor Return provides a low–noise ground refer- • Ignition circuit sense (ignition switch in on/off/
ence for all engine control system sensors. Refer to crank/run position)
Power Grounds for more information. • Intake manifold air temperature sensor
• Knock sensors (2 on 3.7L engine)
OPERATION • Leak detection pump (switch) sense (if equipped)
• Manifold absolute pressure (MAP) sensor
OPERATION - PCM • Oil pressure
• Oxygen sensors
The PCM operates the fuel system. The PCM is a
• Park/neutral switch (auto. trans. only)
pre-programmed, triple microprocessor digital com-
• Power ground
puter. It regulates ignition timing, air-fuel ratio,
• Power steering pressure switch
emission control devices, charging system, certain
• Sensor return
transmission features, speed control, air conditioning
• Signal ground
compressor clutch engagement and idle speed. The
• Speed control multiplexed single wire input
PCM can adapt its programming to meet changing
• Throttle position sensor
operating conditions.
• Transfer case switch (4WD range position)
• Vehicle speed sensor Battery voltage is also supplied to the PCM
through the ignition switch when the ignition is in
NOTE: PCM Outputs: the RUN or START position. This is referred to as
the 9ignition sense9 circuit and is used to 9wake up9
• A/C clutch relay the PCM. Voltage on the ignition input can be as low
• Auto shutdown (ASD) relay as 6 volts and the PCM will still function. Voltage is
• J1850 bus (+/-) circuits for: speedometer, voltme- supplied to this circuit to power the PCM’s 8-volt reg-
ter, fuel gauge, oil pressure gauge/lamp, engine temp. ulator and to allow the PCM to perform fuel, ignition
gauge and speed control warn. lamp and emissions control functions.
• Clutch pedal position switch override relay
• Data link connection for DRB scan tool REMOVAL
• EGR valve control solenoid (if equipped) USE THE DRB SCAN TOOL TO REPROGRAM
• EVAP canister purge solenoid THE NEW POWERTRAIN CONTROL MODULE
• Five volt sensor supply (primary) (PCM) WITH THE VEHICLES ORIGINAL IDEN-
• Five volt sensor supply (secondary) TIFICATION NUMBER (VIN) AND THE VEHI-
• Fuel injectors CLES ORIGINAL MILEAGE. IF THIS STEP IS
• Fuel pump relay NOT DONE, A DIAGNOSTIC TROUBLE CODE
• Generator field driver (-) (DTC) MAY BE SET.
• Generator field driver (+) The PCM is located in the engine compartment
• Idle air control (IAC) motor near the battery (Fig. 9).
• Ignition coil(s)
• Leak detection pump (if equipped)
• Malfunction indicator lamp (Check engine lamp).
Driven through J1850 circuits.
• Oxygen sensor heater relays
• Oxygen sensors (pulse width modulated)
• Radiator cooling fan relay (pulse width modu-
lated)
• Speed control vacuum solenoid
• Speed control vent solenoid
• Tachometer (if equipped). Driven through J1850
circuits.
• Transmission convertor clutch circuit. Driven
through J1850 circuits.
OPERATION - 5 VOLT SUPPLIES

Primary 5–volt supply:
• supplies the required 5 volt power source to the
Crankshaft Position (CKP) sensor.
• supplies the required 5 volt power source to the
Camshaft Position (CMP) sensor. Fig. 9 PCM REMOVE/INSTALL
• supplies a reference voltage for the Manifold 1 - PCM
2 - MOUNTING BOLTS (3)
Absolute Pressure (MAP) sensor. 3 - 32-WAY CONNECTORS
• supplies a reference voltage for the Throttle
Position Sensor (TPS) sensor. To avoid possible voltage spike damage to the
Secondary 5–volt supply: PCM, ignition key must be off, and negative battery
• supplies the required 5 volt power source to the cable must be disconnected before unplugging PCM
oil pressure sensor. connectors.
• supplies the required 5 volt power source for the (1) Disconnect negative battery cable at battery.
Vehicle Speed Sensor (VSS) (if equipped). (2) Remove cover over electrical connectors. Cover
• supplies the 5 volt power source to the transmis- snaps onto PCM.
sion pressure sensor (certain automatic transmis- (3) Carefully unplug the three 32–way connectors
sions). from PCM.
(4) Remove three PCM mounting bolts and remove
OPERATION - IGNITION CIRCUIT SENSE PCM from vehicle.
The ignition circuit sense input tells the PCM the
ignition switch has energized the ignition circuit.
INSTALLATION the SKIM is properly installed on the steering col-

USE THE DRB SCAN TOOL TO REPROGRAM umn, the antenna ring is oriented around the circum-
THE NEW POWERTRAIN CONTROL MODULE ference of the ignition lock cylinder housing. A single
(PCM) WITH THE VEHICLES ORIGINAL IDEN- connector containing six terminal pins is located on
TIFICATION NUMBER (VIN) AND THE VEHI- the opposite end of the SKIM from the antenna ring.
CLES ORIGINAL MILEAGE. IF THIS STEP IS A stamped metal mounting bracket secured to the
NOT DONE, A DIAGNOSTIC TROUBLE CODE SKIM housing is used to secure the component to the
(DTC) MAY BE SET. right lower flange of the steering column jacket.
(1) Install PCM and 3 mounting bolts to vehicle. The SKIM cannot be adjusted or repaired. If faulty
(2) Tighten bolts. Refer to torque specifications. or damaged, the entire SKIM unit must be replaced.
(3) Check pin connectors in the PCM and the three
32–way connectors for corrosion or damage. Also, the OPERATION
pin heights in connectors should all be same. Repair The Sentry Key Immobilizer Module (SKIM) con-
as necessary before installing connectors. tains a Radio Frequency (RF) transceiver and a
(4) Install three 32–way connectors. microprocessor. The SKIM transmits RF signals to,
(5) Install cover over electrical connectors. Cover and receives RF signals from the Sentry Key tran-
snaps onto PCM. sponder through a tuned antenna enclosed within the
(6) Install battery cable. molded plastic antenna ring. If this antenna ring is
(7) Use the DRB scan tool to reprogram new PCM not mounted properly around the ignition lock cylin-
with vehicles original Identification Number (VIN) der housing, communication problems between the
and original vehicle mileage. SKIM and the transponder may arise. These commu-
nication problems will result in Sentry Key transpon-
der-related faults. The SKIM also communicates over
SENTRY KEY IMMOBILIZER the Programmable Communications Interface (PCI)
MODULE data bus with the Powertrain Control Module (PCM),
the ElectroMechanical Instrument Cluster (EMIC)
and/or the DRBIIIt scan tool.
DESCRIPTION The SKIM retains in memory the ID numbers of
any Sentry Key transponder that is programmed into
it. A maximum of eight Sentry Key transponders can
be programmed into the SKIM. For added system
security, each SKIM is programmed with a unique
Secret Key code. This code is stored in memory, sent
over the PCI data bus to the PCM, and is encoded to
the transponder of every Sentry Key that is pro-
grammed into the SKIM. Therefore, the Secret Key
code is a common element that is found in every com-
ponent of the Sentry Key Immobilizer System (SKIS).
Another security code, called a PIN, is used to gain
access to the SKIM Secured Access Mode. The
Secured Access Mode is required during service to
perform the SKIS initialization and Sentry Key tran-
sponder programming procedures. The SKIM also
stores the Vehicle Identification Number (VIN) in its
Fig. 10 Sentry Key Immobilizer Module memory, which it learns through a PCI data bus
1 - SKIM message from the PCM during SKIS initialization.
2 - BRACKET In the event that a SKIM replacement is required,
3 - CONNECTOR RECEPTACLE the Secret Key code can be transferred to the new
4 - ANTENNA RING
SKIM from the PCM using the DRBIIIt scan tool
The Sentry Key Immobilizer Module (SKIM) is the and the SKIS initialization procedure. Proper com-
primary component of the Sentry Key Immobilizer pletion of the SKIS initialization will allow the exist-
System (SKIS) (Fig. 10). The SKIM is located on the ing Sentry Keys to be programmed into the new
right side of the steering column, below the ignition SKIM so that new keys will not be required. In the
lock cylinder housing and is concealed beneath the event that the original Secret Key code cannot be
steering column shrouds. The housing for the SKIM recovered, SKIM replacement will also require new
has an molded plastic halo-like antenna ring. When Sentry Keys. The DRBIIIt scan tool will alert the
SENTRY KEY IMMOBILIZER MODULE (Continued)
technician during the SKIS initialization procedure if WHEEL, STEERING COLUMN, DRIVER AIRBAG,
new Sentry Keys are required. PASSENGER AIRBAG, SEAT BELT TENSIONER,
When the ignition switch is turned to the On posi- FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
tion, the SKIM transmits an RF signal to the tran- OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
sponder in the ignition key. The SKIM then waits for OR SERVICE. DISCONNECT AND ISOLATE THE
an RF signal response from the transponder. If the BATTERY NEGATIVE (GROUND) CABLE, THEN
response received identifies the key as valid, the WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
SKIM sends a valid key message to the PCM over TOR TO DISCHARGE BEFORE PERFORMING FUR-
the PCI data bus. If the response received identifies THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
the key as invalid, or if no response is received from SURE WAY TO DISABLE THE SUPPLEMENTAL
the key transponder, the SKIM sends an invalid key RESTRAINT SYSTEM. FAILURE TO TAKE THE
message to the PCM. The PCM will enable or disable PROPER PRECAUTIONS COULD RESULT IN ACCI-
engine operation based upon the status of the SKIM DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
messages. It is important to note that the default PERSONAL INJURY.
condition in the PCM is an invalid key. If no message (1) Disconnect and isolate the battery negative
is received from the SKIM by the PCM, the engine cable.
will be disabled and the vehicle immobilized after (2) If the vehicle is equipped with the optional tilt
two seconds of running. steering column, move the tilt steering column to the
The SKIM also sends SKIS indicator status mes- fully lowered position and leave the tilt release lever
sages to the EMIC over the PCI data bus to tell the in the released (down) position.
EMIC how to operate the SKIS indicator. This indi- (3) From below the steering column, remove the
cator status message tells the EMIC to turn the indi- screws that secure the lower shroud to the upper
cator on for about three seconds each time the shroud (Fig. 11).
ignition switch is turned to the On position as a bulb
test. After completion of the bulb test, the SKIM
sends indicator status messages to the EMIC to turn
the indicator off, turn the indicator on, or to flash the
indicator on and off. If the SKIS indicator flashes
upon ignition On or stays on solid after the bulb test,
it signifies a SKIS fault. If the SKIM detects a sys-
tem malfunction and/or the SKIS has become inoper-
ative, the SKIS indicator will stay on solid. If the
SKIM detects an invalid key or if a key transponder-
related fault exists, the SKIS indicator will flash. If
the vehicle is equipped with the Customer Learn
transponder programming feature, the SKIM will
also send messages to the EMIC to flash the SKIS
indicator and to generate a single audible chime
whenever the Customer Learn programming mode is
being utilized. (Refer to 8 - ELECTRICAL/VEHICLE
THEFT SECURITY - STANDARD PROCEDURE -
SENTRY KEY TRANSPONDER PROGRAMMING).
The SKIS performs a self-test each time the igni-
tion switch is turned to the On position, and will
store fault information in the form of Diagnostic
Trouble Codes (DTC’s) in SKIM memory if a system
Fig. 11 Sentry Key Immobilizer Module Remove/
malfunction is detected. The SKIM can be diagnosed,
Install
and any stored DTC’s can be retrieved using a
1 - UPPER SHROUD
DRBIIIt scan tool. Refer to the appropriate diagnos- 2 - STEERING COLUMN
tic information. 3 - WIRE HARNESS CONNECTOR
4 - SENTRY KEY IMMOBILIZER MODULE
5 - LOWER SHROUD
REMOVAL 6 - SCREW (2)
7 - IGNITION LOCK CYLINDER HOUSING
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SENTRY KEY IMMOBILIZER MODULE (Continued)
(4) Push gently inward on both sides of the upper (3) Align the SKIM mounting bracket clip with the
shroud near the parting line between the upper and right lower flange of the steering column jacket and,
lower shrouds to release the snap features that push upward firmly and evenly on the connector end
secure the two halves to each other. of the SKIM mounting bracket to engage this clip
(5) Remove both the upper and lower shrouds from with the steering column jacket.
the steering column. (4) Reconnect the instrument panel wire harness
(6) Disconnect the instrument panel wire harness connector for the SKIM to the module connector.
connector for the SKIM from the module connector. (5) Position both the upper and lower shrouds onto
(7) The SKIM mounting bracket features a clip the steering column.
that secures the SKIM to the right lower flange of (6) Align the snap features on the lower shroud
the steering column jacket. Pull downward on the the upper shroud and apply pressure to snap them
connector end of the SKIM mounting bracket to together.
release this clip from the steering column jacket. (7) From below the steering column, install and
(8) Rotate the SKIM and its mounting bracket tighten the screws that secure the lower shroud to
downwards and then to the side away from the steer- the upper shroud. Tighten the screws to 2 N·m (18
ing column to slide the SKIM antenna ring from in. lbs.).
around the ignition switch lock cylinder housing. Lift (8) If the vehicle is equipped with the optional tilt
the multi-function switch upward off of the upper steering column, move the tilt steering column to the
steering column housing far enough to remove the fully raised position and secure it in place by moving
SKIM antenna ring formation from between the igni- the tilt release lever back to the locked (up) position.
tion key release button and the multi-function switch (9) Reconnect the battery negative cable.
housing.
(9) Remove the SKIM from the steering column. NOTE: If the SKIM has been replaced with a new
unit, the Sentry Key Immobilizer System (SKIS)
INSTALLATION MUST be initialized before the vehicle can be oper-
ated. (Refer to 8 - ELECTRICAL/VEHICLE THEFT
WARNING: ON VEHICLES EQUIPPED WITH AIR- SECURITY - STANDARD PROCEDURE - SKIS INI-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT TIALIZATION).
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
TRANSMISSION CONTROL
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS MODULE
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN DESCRIPTION
WAIT TWO MINUTES FOR THE SYSTEM CAPACI- The Transmission Control Module (TCM) is located
TOR TO DISCHARGE BEFORE PERFORMING FUR- in the engine compartment on the right (passenger)
THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY side and is mounted to the inner fender (Fig. 12).
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.
(1) Position the Sentry Key Immobilizer Module

(SKIM) to the right side of the steering column (Fig.
11). Lift the multi-function switch upward off of the
upper steering column housing far enough to insert
the SKIM antenna ring formation between the igni-
tion key release button and the multi-function switch
housing.
(2) Slide the SKIM antenna ring around the igni-
tion switch lock cylinder housing, then rotate the
SKIM and its mounting bracket upwards and toward
the steering column.
Fig. 12 Transmission Control Module Location
TRANSMISSION CONTROL MODULE (Continued)
OPERATION NOTE: If the TCM has been replaced, the “Quick

The Transmission Control Module (TCM) is the Learn Procedure” must be performed. (Refer to 8 -
controlling unit for all electronic operations of the ELECTRICAL/ELECTRONIC CONTROL MODULES/
transmission. The TCM receives information regard- TRANSMISSION CONTROL MODULE - STANDARD
ing vehicle operation from both direct and indirect PROCEDURE)
inputs, and selects the operational mode of the trans-
mission. Direct inputs are hardwired to, and used
specifically by the TCM. Indirect inputs originate
BATTERY FEED
A fused, direct battery feed to the TCM is used for
from other components/modules, and are shared with
continuous power. This battery voltage is necessary
the TCM via the vehicle communication bus.
to retain adaptive learn values in the TCM’s RAM
Some examples of direct inputs to the TCM are:
(Random Access Memory). When the battery (B+) is
• Battery (B+) voltage
disconnected, this memory is lost. When the battery
• Ignition “ON” voltage
(B+) is restored, this memory loss is detected by the
• Transmission Control Relay (Switched B+)
TCM and a Diagnostic Trouble Code (DTC) is set.
• Throttle Position Sensor
• Crankshaft Position Sensor
• Transmission Range Sensor
CLUTCH VOLUME INDEXES (CVI)
An important function of the TCM is to monitor
• Pressure Switches
Clutch Volume Indexes (CVI). CVIs represent the vol-
• Transmission Temperature Sensor
ume of fluid needed to compress a clutch pack.
• Input Shaft Speed Sensor
The TCM monitors gear ratio changes by monitor-
• Output Shaft Speed Sensor
ing the Input and Output Speed Sensors. The Input,
• Line Pressure Sensor
or Turbine Speed Sensor sends an electrical signal to
Some examples of indirect inputs to the TCM
the TCM that represents input shaft rpm. The Out-
are:
put Speed Sensor provides the TCM with output
• Engine/Body Identification
shaft speed information.
• Manifold Pressure
By comparing the two inputs, the TCM can deter-
• Target Idle
mine transmission gear position. This is important to
• Torque Reduction Confirmation
the CVI calculation because the TCM determines
• Engine Coolant Temperature
CVIs by monitoring how long it takes for a gear
• Ambient/Battery Temperature
change to occur (Fig. 13).
• DRBt III Scan Tool Communication
Gear ratios can be determined by using the DRBt
Based on the information received from these var-
Scan Tool and reading the Input/Output Speed Sen-
ious inputs, the TCM determines the appropriate
sor values in the “Monitors” display. Gear ratio can
shift schedule and shift points, depending on the
be obtained by dividing the Input Speed Sensor value
present operating conditions and driver demand.
by the Output Speed Sensor value.
This is possible through the control of various direct
For example, if the input shaft is rotating at 1000
and indirect outputs.
rpm and the output shaft is rotating at 500 rpm,
Some examples of TCM direct outputs are:
then the TCM can determine that the gear ratio is
• Transmission Control Relay
2:1. In direct drive (3rd gear), the gear ratio changes
• Solenoids
to 1:1. The gear ratio changes as clutches are applied
• Torque Reduction Request
and released. By monitoring the length of time it
Some examples of TCM indirect outputs are:
takes for the gear ratio to change following a shift
• Transmission Temperature (to PCM)
request, the TCM can determine the volume of fluid
• PRNDL Position (to BCM)
used to apply or release a friction element.
In addition to monitoring inputs and controlling
The volume of transmission fluid needed to apply
outputs, the TCM has other important responsibili-
the friction elements are continuously updated for
ties and functions:
adaptive controls. As friction material wears, the vol-
• Storing and maintaining Clutch Volume Indexes
ume of fluid need to apply the element increases.
(CVI)
• Storing and selecting appropriate Shift Sched-
ules
• System self-diagnostics
• Diagnostic capabilities (with DRBt scan tool)
45RFE CVI VALUES
CLUTCH VOLUMES
Proper Clutch
Clutch When Updated
Volume
2-1 or 3-1
L/R 45 to 134
downshift
3-2 kickdown
2C 25 to 85
shift
OD 2-3 upshift 30 to 100
4C 3-4 upshift 30 to 85
4-3 kickdown
UD 30 to 100
shift
42RLE CVI VALUES
CLUTCH VOLUMES
When Updated
Proper
Fig. 13 Example of CVI Calculation Clutch Oil Clutch
Shift Throttle
1 - OUTPUT SPEED SENSOR
Temper- Volume
Sequence Angle
2 - OUTPUT SHAFT ature
3 - CLUTCH PACK
4 - SEPARATOR PLATE 2-1 or 3-1
35 to
5 - FRICTION DISCS L/R coast > 70° < 5°
6 - INPUT SHAFT 83
downshift
7 - INPUT SPEED SENSOR
8 - PISTON AND SEAL 20 to
2/4 1-2 shift
77
Certain mechanical problems within the input 5 - 54°
48 to
clutch assembly (broken return springs, out of posi- OD 2-3 shift > 110°
150
tion snap rings, excessive clutch pack clearance,
improper assembly, etc.) can cause inadequate or out- 4-3 or 4-2 24 to
UD > 5°
of-range element volumes. Also, defective Input/Out- shift 70
put Speed Sensors and wiring can cause these
conditions. The following tables 45RFE CVI Values SHIFT SCHEDULES
and 42RLE CVI Values identifies the appropriate As mentioned earlier, the TCM has programming
clutch volumes and when they are monitored/up- that allows it to select a variety of shift schedules.
dated: Shift schedule selection is dependent on the follow-
ing:
• Shift lever position
• Throttle position
• Engine load
• Fluid temperature
• Software level
As driving conditions change, the TCM appropri-
ately adjusts the shift schedule. Refer to the follow-
ing tables 45RFE Shift Schedule and 42RLE Shift
Schedule to determine the appropriate operation
expected, depending on driving conditions.
45RFE SHIFT SCHEDULE
Schedule Condition Expected Operation

Extreme Cold Oil temperature below -16° F -Park, Reverse, Neutral and 1st and
3rd gear only in D position, 2nd
gear only in Manual 2 or L
-No EMCC
Super Cold Oil temperature between -12° F and - Delayed 2-3 upshift
10° F - Delayed 3-4 upshift
- Early 4-3 coastdown shift
- High speed 4-2, 3-2, 2-1 kickdown
shifts are prevented
-Shifts at high throttle openings willl
be early.
- No EMCC
Cold Oil temperature between 10° F and -Shift schedule is the same as
36° F Super Cold except that the 2-3
upshifts are not delayed.
Warm Oil temperature between 40° F and - Normal operation (upshift,
80° F kickdowns, and coastdowns)
- No EMCC
Hot Oil temperature between 80° F and - Normal operation (upshift,
- Normal EMCC operation
Overheat Oil temperature above 240° F or - Delayed 2-3 upshift
engine coolant temperature above - Delayed 3-4 upshift
244° F
- 3rd gear FEMCC from 30-48 mph
- 3rd gear PEMCC above 35 mph
- Above 25 mph the torque
converter will not unlock unless the
throttle is closed or if a wide open
throttle 2nd PEMCC to 1 kickdown
is made
42RLE SHIFT SCHEDULE
Schedule Condition Expected Operation

Extreme Cold Oil temperature at start-up below Park, Reverse, Neutral and 2nd
-16° F gear only (prevents shifting which
may fail a clutch with frequent
shifts)
Cold Oil temperature at start-up above – Delayed 2-3 upshift
-12° F and below 36° F (approximately 22-31 mph)
– Delayed 3-4 upshift (45-53 mph)
– Early 4-3 costdown shift
(approximately 30 mph)
– Early 3-2 coastdown shift
(approximately 17 mph)
– High speed 4-2, 3-2, 2-1 kickdown
shifts are prevented
– No EMCC
Warm Oil temperature at start-up above – Normal operation (upshift,
36° F and below 80 degree F kickdowns, and coastdowns)
– No EMCC
Hot Oil temperature at start-up above – Normal operation (upshift,
– Full EMCC, no PEMCC except to
engage FEMCC (except at closed
throttle at speeds above 70-83 mph)
Overheat Oil temperature above 240° F or – Delayed 2-3 upshift (25-32 mph)
engine coolant temperature above – Delayed 3-4 upshift (41-48 mph)
244° F
– 3rd gear FEMCC from 30-48 mph
– 3rd gear PEMCC from 27-31 mph
Super Overheat Oil temperature above 260° F – All 9Overheat9 shift schedule
features apply
– 2nd gear PEMCC above 22 mph
– Above 22 mph the torque
converter will not unlock unless the
throttle is closed or if a wide open
throttle 2nd PEMCC to 1 kickdown
is made
STANDARD PROCEDURE • Transmission Control Module Replacement

• Solenoid Pack Replacement
STANDARD PROCEDURE - TCM QUICK LEARN • Clutch Plate and/or Seal Replacement
The quick learn procedure requires the use of the • Valve Body Replacement or Recondition
DRBt scan tool. To perform the Quick Learn Procedure, the follow-
This program allows the electronic transmission ing conditions must be met:
system to recalibrate itself. This will provide the • The brakes must be applied
proper transmission operation. The quick learn pro- • The engine speed must be above 500 rpm
cedure should be performed if any of the following • The throttle angle (TPS) must be less than 3
procedures are performed: degrees
• Transmission Assembly Replacement • The shift lever position must stay in PARK until
prompted to shift to overdrive
• The shift lever position must stay in overdrive LEARN A SMOOTH NEUTRAL TO DRIVE GARAGE
after the Shift to Overdrive prompt until the DRBt SHIFT
indicates the procedure is complete Perform this procedure if the complaint is for a
• The calculated oil temperature must be above delayed or harsh shift when the transmission is put
60° and below 200° into gear after the vehicle has had its first shift. Use
the following steps to have the TCM learn the Norm
STANDARD PROCEDURE - DRIVE LEARN - RFE N-D UD CVI.
TRANSMISSIONS ONLY
When a transmission is repaired and a Quick NOTE: The transmission oil temperature must be
Learn procedure has been performed on the Trans- between 80 - 110°F (27 - 43°C) to learn the UD CVI.
mission Control Module (TCM), the following Drive Additional learning occurs at temperatures as low
Learn procedure can be performed to fine tune any as 0°F and as high as 200°F. This procedure may be
shifts which are particularly objectionable. performed at any temperature that experiences poor
shift quality. Although the UD CVI may not change,
NOTE: It is not necessary to perform the complete shift quality should improve.
Drive Learn procedure every time the TCM is Quick
Learned. Perform only the portions which target the (1) Start the vehicle engine and shift to drive.
objectionable shift. (2) Move the vehicle forward to a speed of at least
16 km/h (10 MPH) and come to a stop. This ensures
no air is present in the UD hydraulic circuit.
LEARN A SMOOTH 1ST NEUTRAL TO DRIVE SHIFT (3) Perform repeated N-D shifts at a stop while
Perform this procedure only if the complaint is for pausing in Neutral for at least 2-3 seconds and mon-
a delayed or harsh shift the first time the transmis- itor Norm N-D UD CVI volume until the value stabi-
sion is put into gear after the vehicle is allowed to lizes. The value will change during the N-D shift.
set with the engine not running for at least 10 min- This is normal since the UD value is different for the
utes. Use the following steps to have the TCM learn N-D shift then the normal value shown which is used
the 1st N-D UD CVI. for 4-3 coastdown and kickdowns. Perform repeated
shifts in this temperature range until the Norm N-D
NOTE: The transmission oil temperature must be UD CVI value stabilizes and the N-D shifts become
between 80 - 110°F (27 - 43°C). smooth.
(1) Start the engine only when the engine and LEARN THE 1ST 2-3 SHIFT AFTER A RESTART OR
ignition have been off for at least ten (10) minutes.
SHIFT TO REVERSE
(2) With the vehicle at a stop and the service
Use the following steps to have the TCM learn the
brake applied, record the 1st N-D UD CVI while per-
1st 2-3 shift OD CVI.
forming a Neutral to Drive shift. The 1st N-D UD
CVI accounts for air entrapment in the UD clutch NOTE: The transmission oil temperature must be
that may occur after the engine has been off for a above 80°F (27°C).
period of time.
(3) Repeat Step 1 and Step 2 until the recorded 1st (1) With the vehicle engine running, select reverse
N-D UD CVI value stabilizes. gear for over 2 seconds.
(2) Shift the transmission to Drive and accelerate
NOTE: It is important that this procedure be per- the vehicle from a stop at a steady 15 degree throttle
formed when the transmission temperature is opening and perform a 2-3 shift while noting the 1st
between 80 - 110°F (27 - 43°C). If this procedure 2-3 OD CVI.
takes too long to complete fully for the allowed (3) Repeat Step 1 and Step 2 until the 1st 2-3
transmission oil temperature, the vehicle may be upshift becomes smooth and the 1st 2-3 OD CVI sta-
returned to the customer with an explanation that bilizes.
the shift will improve daily during normal vehicle
usage. The TCM also learns at higher oil tempera- LEARN A SMOOTH 2-3 AND 3-4 UPSHIFT
tures, but these values (line pressure correction
values) are not available for viewing on the DRBT NOTE: The transmission oil temperature must be
III. above 110°F (43°C).

OD and 4C CVI’s.
(1) Accelerate the vehicle from a stop at a steady LEARN A SMOOTH NEUTRAL TO REVERSE SHIFT
15 degree throttle opening and perform multiple 1-2,
2-3, and 3-4 upshifts. The 2nd 2-3 shift following a NOTE: The transmission oil temperature must be
restart or shift to reverse will be shown during the above 110°F (43°C).
shift as a value between the 1st 2-3 OD CVI and the
normal OD CVI. Updates to the normal OD CVI will (1) With the vehicle at a stop, perform Neutral to
occur after the 2nd shift into 3rd gear, following a Reverse shifts until the shift is smooth. An unlearned
restart or shift to reverse. Neutral to Reverse shift may be harsh or exhibit a
(2) Repeat Step 1 until the 2-3 and 3-4 shifts double bump.
become smooth and the OD and 4C CVI become sta- (2) If any of the shifts are still not smooth after
ble. the clutch volume stabilizes, an internal transmis-
sion problem may be present.
LEARN A SMOOTH 4-3 COASTDOWN AND PART
THROTTLE 4-3 KICKDOWN
HEATED SEAT MODULE
NOTE: The transmission oil temperature must be
above 110°F (43°C). DESCRIPTION
UD shift volume.
(1) At a vehicle speed between 64-97 km/h (40-60
MPH), perform repeated 4-3 kickdown shifts.
(2) Repeat Step 1 until the UD volume becomes
somewhat stable and the shift becomes smooth.
LEARN A SMOOTH 1-2 UPSHIFT AND 3-2

KICKDOWN
2C shift volume.
NOTE: The transmission oil temperature must be

above 110°F (43°C).
Fig. 14 Heated Seat Module
(1) With a vehicle speed below 48 km/h (30 MPH)
1 - Mounting Tabs (Not Used On KJ)
and the transmission in 3rd gear, perform multiple 2 - Heated Seat Module
3-2 kickdowns. 3 - Connector Receptacle
(2) Repeat Step 1 until the 3-2 kickdowns become
smooth and the 2C CVI becomes stable. The heated seat module is also known as the Seat
Heat Interface Module. The heated seat module (Fig.
LEARN A SMOOTH MANUAL 2-1 PULLDOWN 14) is located under the left front seat cushion, where
SHIFT AS WELL AS A NEUTRAL TO REVERSE it is secured to a mounting bracket via two push-pin
SHIFT retainers. The heated seat module has a single con-
nector receptacle that allows the module to be con-
NOTE: The transmission oil temperature must be nected to all of the required inputs and outputs
above 110°F (43°C). through the seat wire harness.
The heated seat module is an electronic micropro-
Use the following steps to have the TCM learn the cessor controlled device designed and programmed to
LR volume. use inputs from the heated seat relay, the two heated
(1) With the vehicle speed around 40-48 km/h seat switches and the two heated seat sensors to
(25-30 MPH) in Manual 2nd, perform manual pull- operate and control the heated seat elements in both
downs to Low or 1st gear at closed throttle. front seats and the two heated seat indicator lamp
(2) Repeat Step 1 until the LR CVI becomes stable Light-Emitting Diodes (LEDs) in each heated seat
and the manual 2-1 becomes smooth. switch. The heated seat module is also programmed
to perform self-diagnosis of certain heated seat sys-
tem functions and provide feedback of that diagnosis
through the heated seat switch indicator lamps.
HEATED SEAT MODULE (Continued)
The heated seat module cannot be repaired. If the DIAGNOSIS AND TESTING - HEATED SEAT
heated seat module is damaged or faulty, the entire
MODULE
module must be replaced.
If a heated seat fails to heat and one or both of the
indicator lamps on a heated seat switch flash, refer
OPERATION to Heated Seat System Diagnosis and Testing in
The heated seat module operates on fused battery Heated Systems for flashing LED failure identifica-
current received from a fuse in the junction block. tion. Refer to Wiring Diagrams in for complete
The module is grounded at all times. Inputs to the heated seat system wiring diagrams.
module include a resistor multiplexed heated seat (1) Remove the heated seat module from its
switch request circuit for each of the two heated seat mounting location (Refer to 8 - ELECTRICAL/ELEC-
switches and the heated seat sensor inputs from the TRONIC CONTROL MODULES/MEMORY HEATED
seat cushions of each front seat. In response to those SEAT/MIRROR MODULE - REMOVAL).
inputs, the heated seat module controls battery cur-
rent to the heated seat elements and sensors, and NOTE: ANY RESISTANCE VALUES (Ohms V) GIVEN
controls the ground for the heated seat switch indi- IN THE FOLLOWING TEXT ARE SUPPLIED USING
cator lamps (LED’s). THE AUTOMATIC RANGE GENERATED BY A
When a heated seat switch (Driver or Passenger) is FLUKET AUTOMOTIVE METER. IF ANOTHER TYPE
depressed a signal is received by the heated seat OF MEASURING DEVICE IS USED THE VALUES
module, the module energizes the proper indicator GENERATED MAY NOT BE THE SAME AS THE
LED (Low or High) in the switch by grounding the RESULTS SHOWN HERE, OR MAY HAVE TO BE
indicator lamp circuit to indicate that the heated seat CONVERTED TO THE RANGE USED HERE.
system is operating. At the same time, the heated
seat module energizes the selected heated seat sensor
circuit and the sensor provides the module with an
input indicating the surface temperature of the
selected seat cushion.
The Low heat set point is about 36° C (96.8° F),
and the High heat set point is about 42° C (107.6° F).
If the seat cushion surface temperature input is
below the temperature set point for the selected tem-
perature setting, the heated seat module energizes
an N-channel Field Effect Transistor (N-FET) within
the module which energizes the heated seat elements
in the selected seat cushion and back. When the sen-
sor input to the module indicates the correct temper-
ature set point has been achieved, the module
de-energizes the N-FET which de-energizes the
heated seat elements. The heated seat module will
continue to cycle the N-FET as needed to maintain
the selected temperature set point.
If the heated seat module detects a heated seat
sensor value input that is out of range or a shorted
or open heated seat element circuit, it will notify the
vehicle operator or the repair technician of this con-
dition by flashing the High and/or Low indicator Fig. 15 Heated Seat Module Electrical Connector
lamps in the affected heated seat switch. Refer to RIGHT SEAT HEATER INOPERATIVE
Diagnosis and Testing Heated Seat System in (1) If a heated seat heats but one or both indicator
Heated Systems for flashing LED diagnosis and test- lamps (LED’s) on the heated seat switch fail to illu-
ing procedures. Refer to Diagnosis and Testing minate, check the driver circuit with the inoperative
Heated Seat Module in this section for heated seat LED for a short to ground. If OK, replace the heated
module diagnosis and testing procedures. Also refer seat switch. If NOT OK repair the short to ground as
to the Body Diagnostic Manual for additional diagno- required and than replace the heated seat switch.
sis and testing procedures.
NOTE: IF THE RIGHT SEAT CUSHION IS ALREADY
WARM THE FOLLOWING STEP WILL NOT PROVE
CONCLUSIVE.
(2) Back-probe the heated seat module wire har- LEFT SEAT HEATER INOPERATIVE
ness connector (Fig. 15), do not disconnect. Check (1) If a heated seat heats but one or both indicator
cavity #3 for battery voltage when the right heated lamps (LED’s) on the heated seat switch fail to illu-
seat switch is turned “ON”, voltage should be minate, check the driver circuit with the inoperative
present, If OK go to Step 3 If NOT OK, test the right LED for a short to ground. If OK, replace the heated
heated seat switch (Refer to 8 - ELECTRICAL/ seat switch. If NOT OK repair the short to ground as
HEATED SEATS/PASSENGER HEATED SEAT required and than replace the heated seat switch.
SWITCH - DIAGNOSIS AND TESTING). If the
switch tests OK, check for continuity between the NOTE: IF THE LEFT SEAT CUSHION IS ALREADY
switch and control module on the MUX circuit, If OK WARM THE FOLLOWING STEP WILL NOT PROVE
replace the heated seat control module. If NOT OK, CONCLUSIVE.
repair the open or shorted MUX circuit as required.
(2) Back-probe the heated seat module wire har-
NOTE: BE CERTAIN THE BATTERY IS FULLY ness connector, do not disconnect. Check cavity #5 for
CHARGED BEFORE TESTIMG. FAILURE TO DO SO battery voltage when the left heated seat switch is
CAN RESULT IN INCORRECT READINGS. turned “ON”, voltage should be present, If OK go to
Step 3 If NOT OK, test the left heated seat switch
(3) Back-probe the heated seat module wire har- (Refer to 8 - ELECTRICAL/HEATED SEATS/
ness connector, do not disconnect. Check cavity #10 DRIVER HEATED SEAT SWITCH - DIAGNOSIS
for battery voltage, while observing the voltmeter AND TESTING). If the switch tests OK, check for
depress the right heated seat switch low setting continuity between the switch and control module on
twice, voltage should toggle between approx.12v and the MUX circuit, If OK replace the heated seat con-
8v, If OK go to Step 4. If NOT OK check for continu- trol module. If NOT OK, repair the open or shorted
ity between the switch and control module on the low MUX circuit as required.
heat driver circuit, If OK replace the heated seat con- (3) Back-probe the heated seat module wire har-
trol module. ness connector, do not disconnect. Check cavity #12
(4) Back-probe the heated seat module wire har- for battery voltage, while observing the voltmeter
ness connector, do not disconnect. Check cavity #11 depress the left heated seat switch low setting twice,
for battery voltage, while observing the voltmeter voltage should toggle between approx.12v and 8v, If
depress the right heated seat switch high setting OK go to Step 4. If NOT OK check for continuity
twice, voltage should toggle between approx.12v and between the switch and control module on the low
8v, If OK go to Step 5. If NOT OK check for continu- heat driver circuit, If OK replace the heated seat con-
ity between the switch and control module on the trol module.
high heat driver circuit, If OK replace the heated (4) Back-probe the heated seat module wire har-
seat control module. ness connector, do not disconnect. Check cavity #14
(5) Back-probe the heated seat module wire har- for battery voltage, while observing the voltmeter
ness connector, do not disconnect. Check cavity #2 for depress the left heated seat switch high setting
approx. 5v, voltage should be present, If OK go to twice, voltage should toggle between approx.12v and
Step 6. If NOT OK replace the heated seat control 8v, If OK go to Step 5. If NOT OK check for continu-
module. ity between the switch and control module on the
(6) Back-probe the heated seat module wire har- high heat driver circuit, If OK replace the heated
ness connector, do not disconnect. Check cavity #7 for seat control module.
a range in voltage from 1.72v (warm seat) – 3.0v (5) Back-probe the heated seat module wire har-
(cold seat). It should be within this range, If OK ness connector, do not disconnect. Check cavity #2 for
replace the heated seat module. If NOT OK test the approx. 5v, 5 voltage should be present, If OK go to
Heated Seat Sensor. If NOT OK, replace the right Step 6. If NOT OK replace the heated seat control
heated seat element and sensor assembly. If the module.
heated seat sensor tests OK, check for continuity (6) Back-probe the heated seat module wire har-
between the right heated seat cushion connector and ness connector, do not disconnect. Check cavity #8 for
control module connector on the 5v supply circuit, If a range in voltage from 1.72v (warm seat) – 3.0v
NOT OK, repair the open or shorted 5v supply circuit (cold seat). It should be within this range, If OK
as required. If OK check for continuity between the replace the heated seat control module. If NOT OK,
right heated seat cushion connector and control mod- test the Heated Seat Sensor. If NOT OK, replace the
ule connector on the temperature sensor input cir- left heated seat element and sensor assembly. If the
cuit. If NOT OK, repair the open or shorted heated seat sensor tests OK, check for continuity
temperature sensor input circuit as required. If OK between the left heated seat cushion connector and
replace the heated seat control module. control module connector on the 5v supply circuit, If
NOT OK, repair the open or shorted 5v supply circuit
as required. If OK check for continuity between the
left heated seat cushion connector and control mod-
ule connector on the temperature sensor input cir-
cuit. If NOT OK, repair the open or shorted
temperature sensor input circuit as required. If OK
replace the heated seat control module.
BOTH SEATS INOPERATIVE

If both seats (driver and passenger) fail to heat
and the indicator lamps on the heated seat switches
for both seats fail to operate, test the heated seat
fuses in the junction block. If the heated seat fuses
check OK, go to Step 1.
ness connector, do not disconnect. Check for continu-
ity between the ground circuit cavity #13 of the
heated seat module connector and a good ground. If
OK go to Step 2. If NOT OK, repair the open or
shorted ground circuit as required.
ness connector, do not disconnect. Check cavity #4
and #6 for battery voltage, voltage should be present, Fig. 16 Heated Seat Module Location
If OK go to Step 3. If NOT OK repair the open or 1 - Front Seat Cushion
shorted fused B(+) circuit as required. 2 - Heated Seat Module
(3) Back-probe the heated seat module wire har- 3 - Electrical Connector
ness connector, do not disconnect. Check cavity #2 for
(3) Remove the heated seat module from the vehi-
approx. 5v, voltage should be present, replace the
cle.
heated seat control module with a known good mod-
ule and verify system operation.
INSTALLATION
(1) Connect the seat wire harness connector to the
REMOVAL
connector receptacle on the side of the heated seat
(1) Working under the front seat cushion (Fig. 16),
module.
remove the heated seat module from its mounting
(2) Install the heated seat module on its mounting
bracket by gently prying the module off of the two
bracket under the front seat.
mounting pushpins.
(3) Verify heated seat system operation.
(2) Disconnect the seat wire harness connector
from the connector receptacle on the side of the
heated seat module.

Electronic Control Modules

Uploaded by

Copyright:

Available Formats

Electronic Control Modules

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Electronic Control Modules

Uploaded by

Copyright:

Available Formats

KJ ELECTRONIC CONTROL MODULES 8E - 1

ELECTRONIC CONTROL MODULES

ELECTRONIC CONTROL MODULES DESCRIPTION - SENSOR RETURN . . . . . . . 14

NOTE: Before replacing a Body Control Module

(1) If the vehicle is equipped with the optional

Fig. 4 CAB HARNESS CONNECTOR RELEASE

Fig. 6 CONTROLLER AND HCU

DATA LINK CONNECTOR

Fig. 8 PCM LOCATION

OPERATION - 5 VOLT SUPPLIES

INSTALLATION the SKIM is properly installed on the steering col-

(1) Position the Sentry Key Immobilizer Module

OPERATION NOTE: If the TCM has been replaced, the “Quick

42RLE CVI VALUES

Schedule Condition Expected Operation

Schedule Condition Expected Operation

STANDARD PROCEDURE • Transmission Control Module Replacement

Use the following steps to have the TCM learn the

LEARN A SMOOTH 1-2 UPSHIFT AND 3-2

NOTE: The transmission oil temperature must be

BOTH SEATS INOPERATIVE

You might also like