Dodge - Journey Fwd - Workshop Manual - 2010 - 2010

Page 108 Seat Heater Control Module: Service and Repair Heated Seat Module - Installation INSTALLATION CAUTION: The Heated Seat Module mounting tabs can be damaged during module removal and installation. Use care to properly align tabs to prevent binding that could result in tab breakage. 1. Install the heated seat module (2) into the vehicle. 2. Position the retaining clips (1) with the retaining holes (3) in the mounting bracket (4). Firmly apply even pressure to the module (2) until all four retaining clips (1) snap into place. 3. Connect the wire harness connector (2) to the heated seat module (3). 4. Connect the battery negative cable. 5. Check for proper heated seat system operation. Headlamp Washer Relay - Description Headlamp Washer Motor Relay: Description and Operation Headlamp Washer Relay - Description DESCRIPTION The headlamp washer relay (1) is a conventional International Standards Organization (ISO) micro relay. Relays conforming to the ISO specifications have common physical dimensions, current capacities, terminal patterns (2), and terminal functions. This relay is contained within a small, rectangular, molded plastic housing and is connected to all of the required inputs and outputs through five integral male spade-type terminals that extend from the relay base plate. The headlamp washer relay is located in the Integrated Power Module (IPM) in the engine compartment, near the battery. Refer to the layout label on the underside of the IPM cover for specific relay cavity assignment information. The headlamp washer relay cannot be adjusted or repaired and, if ineffective or damaged, the unit must be replaced. Page 220 Relay Box: Description and Operation Junction Block - Operation OPERATION All of the circuits entering and leaving the Junction Block (JB) do so through three wire harness connectors, which are connected to the JB through integral connector receptacles molded into the JB housing. Internal connection of all of the JB circuits is accomplished by a printed circuit board. Refer to the appropriate wiring information for complete circuit diagrams. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds. Auto Shutdown Relay - Removal Main Relay (Computer/Fuel System): Service and Repair Auto Shutdown Relay - Removal REMOVAL The ASD relay is located in the engine compartment within the Power Distribution Center (PDC). Refer to label on power distribution center cover for relay location. 1. Remove power distribution center cover. 2. Remove relay from power distribution center. 3. Check condition of relay terminals and power distribution center connector terminals for damage or corrosion. Repair if necessary before installing relay. 4. Check for pin height (pin height should be the same for all terminals within the power distribution center connector). Repair if necessary before installing relay. Page 255 Engine Control Module: Removal and Replacement Powertrain Control Module - Removal REMOVAL CAUTION: Certain ABS systems rely on having the Powertrain Control Module (PCM) broadcast the Vehicle Identification Number (VIN) over the bus network. To prevent problems of DTCs and other items related to the VIN broadcast, it is recommend that you disconnect the ABS CAB (controller) temporarily when replacing the PCM. Once the PCM is replaced, write the VIN to the PCM using a diagnostic scan tool. This is done from the engine main menu. Arrow over to the second page to "1. Miscellaneous". Select "Check VIN" from the choices. Make sure it has the correct VIN entered before continuing. When the VIN is complete, turn off the ignition key and reconnect the ABS module connector. This will prevent the setting of DTCs and other items associated with the lack of a VIN detected when you turn the key ON after replacing the PCM. CAUTION: Use a diagnostic scan tool to reprogram the new PCM with the vehicles original identification number (VIN) and the vehicles original mileage. If this step is not done, a Diagnostic Trouble Code (DTC) may be set. The PCM (1) is attached to the right-front inner fender located in the engine compartment. To avoid possible voltage spike damage to the PCM, ignition key must be off, and negative battery cable must be disconnected before unplugging PCM connectors. 1. Disconnect and isolate negative battery cable. 2. Carefully unplug the 38-way connectors (2) from PCM. Page 240 IGNITION SWITCH (KEY-ON) MODE This is an Open Loop mode. When the fuel system is activated by the ignition switch, the following actions occur: - The PCM pre-positions the idle air control (IAC) motor. - The PCM determines atmospheric air pressure from the MAP sensor input to determine basic fuel strategy. - The PCM monitors the engine coolant temperature sensor input. The PCM modifies fuel strategy based on this input. - Intake manifold air temperature sensor input is monitored. - Throttle position sensor (TPS) is monitored. - The auto shutdown (ASD) relay is energized by the PCM for approximately three seconds. - The fuel pump is energized through the fuel pump relay by the PCM. The fuel pump will operate for approximately three seconds unless the engine is operating or the starter motor is engaged. - The O2S sensor heater element is energized via the ASD relay. The O2S sensor input is not used by the PCM to calibrate air-fuel ratio during this mode of operation. ENGINE START-UP MODE This is an Open Loop mode. The following actions occur when the starter motor is engaged. The PCM receives inputs from: - Battery voltage - Engine coolant temperature sensor - Crankshaft position sensor - Intake manifold air temperature sensor - Manifold absolute pressure (MAP) sensor - Throttle position sensor (TPS) - Starter motor relay - Camshaft position sensor signal The PCM monitors the crankshaft position sensor. If the PCM does not receive a crankshaft position sensor signal within 3 seconds of cranking the engine, it will shut down the fuel injection system. The fuel pump is activated by the PCM through the fuel pump relay. Voltage is applied to the fuel injectors with the ASD relay via the PCM. The PCM will then control the injection sequence and injector pulse width by turning the ground circuit to each individual injector on and off. The PCM determines the proper ignition timing according to input received from the crankshaft position sensor. ENGINE WARM-UP MODE This is an Open Loop mode. During engine warm-up, the PCM receives inputs from: - Battery voltage - Crankshaft position sensor - Engine coolant temperature sensor - Intake manifold air temperature sensor - Manifold absolute pressure (MAP) sensor - Throttle position sensor (TPS) - Camshaft position sensor signal - Park/neutral switch (gear indicator signal-auto. trans. only) - Air conditioning select signal (if equipped) - Air conditioning request signal (if equipped) Based on these inputs the following occurs: - Voltage is applied to the fuel injectors with the ASD relay via the PCM. The PCM will then control the injection sequence and injector pulse width by turning the ground circuit to each individual injector on and off. - The PCM adjusts engine idle speed through the idle air control (IAC) motor and adjusts ignition timing. - The PCM operates the A/C compressor clutch through the clutch relay. This is done if A/C has been selected by the vehicle operator and requested by the A/C thermostat. - When engine has reached operating temperature, the PCM will begin monitoring O2S sensor input. The system will then leave the warm-up mode and go into closed loop operation. Page 410 Wiper Relay: Description and Operation ON and OFF Wiper Relay - Operation OPERATION The wiper on/off relay is an electromechanical switch that uses a low current input from the Front Control Module (FCM) to control a high current output to the wiper motor. The movable common feed contact point is held against the fixed normally closed contact point by spring pressure. When the relay coil is energized, an electromagnetic field is produced by the coil windings. This electromagnetic field draws the movable relay contact point away from the fixed normally closed contact point, and holds it against the fixed normally open contact point. When the relay coil is de-energized, spring pressure returns the movable contact point back against the fixed normally closed contact point. A resistor is connected in parallel with the relay coil in the relay, and helps to dissipate voltage spikes and electromagnetic interference that can be generated as the electromagnetic field of the relay coil collapses. The wiper on/off relay terminals are connected to the vehicle electrical system through a connector receptacle in the Integrated Power Module (IPM). The inputs and outputs of the wiper on/off relay include: - Common Feed Terminal - The common feed terminal (30) is connected to the common feed terminal of the wiper high/low relay at all times through the wiper on/off relay output circuit. Coil Ground Terminal - The coil ground terminal (85) is connected to a control output of the FCM through a wiper on/off relay control circuit. The FCM controls wiper motor operation by controlling a ground path through this circuit. - Coil Battery Terminal - The coil battery terminal (86) receives battery current at all times from a fuse in the IPM through a fused ignition switch output (run-acc) circuit. - Normally Open Terminal - The normally open terminal (87) receives battery current at all times from a fuse in the IPM through a fused ignition switch output (run-acc) circuit, and provides battery current to the wiper on/off relay output circuit whenever the relay is energized. - Normally Closed Terminal - The normally closed terminal (87A) is connected to ground at all times through a take out of the headlamp and dash wire harness with an eyelet terminal connector that is secured by a screw to the front end sheet metal, and is connected to the wiper on/off relay output circuit whenever the relay is de-energized. The wiper on/off relay as well as the hard wired inputs and outputs of the relay may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. Keyless Systems - Intermittently Inoperative Keyless Start Control Module: Customer Interest Keyless Systems - Intermittently Inoperative NUMBER: 08-010-10 GROUP: Electrical DATE: May 14, 2010 THE wiTECH DIAGNOSTIC APPLICATION IS THE PREFERRED METHOD FOR FLASHING ECUs. HELP USING THE wiTECH DIAGNOSTIC APPLICATION FOR FLASHING AN ECU IS AVAILABLE BY SELECTING "HELP" THEN "HELP CONTENTS" AT THE TOP OF THE wiTECH DIAGNOSTIC APPLICATION WINDOW. THE wiTECH SOFTWARE LEVEL MUST BE AT RELEASE 10.04 OR HIGHER TO PERFORM THIS PROCEDURE. StarMOBILE DESKTOP CLIENT MAY ALSO BE USED TO PERFORM THIS PROCEDURE. SUBJECT: Flash: WIN Module For Intermittent RKE Functions OVERVIEW: This bulletin involves flash reprogramming the Wireless Ignition Node (WIN) with new software. MODELS: 2010 (DS) Ram Truck 1500 2010 (JC) Journey 2010 (LC) Challenger 2010 (LE) International 300 or Charger 2010 (LX) 300 and/or Charger 2010 (WK) Grand Cherokee 2010 (WH) International Grand Cherokee 2010 (XK) Commander 2010 (XH) International Commander SYMPTOM/CONDITION: Customer may experience intermittent FOBIK operating characteristics. Dealers are required to verify the manufacturer of the Wireless Ignition Node Module (WIN) and if necessary, Flash the WIN with updated software. DIAGNOSIS: If the vehicle operator describes the above Symptom/Condition, perform the Repair Procedure. REPAIR PROCEDURE: Check manufacturer of WIN Module 1. Using the wiTECH Diagnostic Application verify the WIN module is manufactured by Marquardt 2. Click on the reports tab on the top of the main page. 3. Select Run/View Reports. 4. Select ECU Details report. 5. Click on the arrow key to run the report. 6. Scroll to the bottom to find the WIN section. Page 369 Page 163 Headlamp Alignment Control Module: Description and Operation Headlamp Leveling Module Operation OPERATION The microprocessor in the Automatic Headlamp Leveling Module (AHLM) contains the logic circuits and controls all of the features of the automatic headlamp leveling system. The AHLM uses On-Board Diagnostics (OBD) and can communicate with other modules in the vehicle as well as with a diagnostic scan tool using the Controller Area Network (CAN) data bus. This method of communication is used by the AHLM to communicate with the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN), the Wireless Ignition Node (WIN) and with the Controller Antilock Brake (CAB) (also known as the Antilock Brake System/ABS or Electronic Stability Program/ESP controller). The AHLM microprocessor continuously monitors inputs from the EMIC, the WIN and the CAB. The AHLM then energizes or de-energizes the front and rear axle sensors which monitor the vehicle height, and the headlamp leveling motors which adjust the headlamp reflectors. When the axle sensors are energized, the AHLM monitors and evaluates the Pulse Width Modulated (PWM) signals from the sensors and actuates the headlamp leveling motors on each front lamp unit as appropriate. The AHLM also monitors all of the system circuits, then sets active and stored Diagnostic Trouble Codes (DTC) for any monitored system faults it detects. The AHLM receives battery voltage on a fused ignition switch output (RUN) circuit, and is grounded at all times through a hard wired remote ground point. These connections allow the AHLM to operate only when the ignition switch is in the ON position. The hard wired circuits of the AHLM may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the AHLM or the electronic controls or communication between modules and other devices that provide some features of the automatic headlamp leveling system. The most reliable, efficient, and accurate means to diagnose the AHLM or the electronic controls and communication related to automatic headlamp leveling system operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information. Page 224 Relay Box: Service and Repair Junction Block - Installation INSTALLATION NOTE: If the Junction Block (JB) is being replaced with a new unit, be certain to transfer each of the fuses, circuit breakers and relays from the inoperative JB to the proper cavities of the replacement JB. Refer to Junction Block in Wiring Diagrams for the location of complete circuit diagrams and cavity assignments for the JB. 1. Position the JB into its mounting location on the JB mounting bracket. 2. Align the two lower retaining tabs (3) with the slots in the bottom of the bracket. 3. Align the snap clips (2) at the top of the JB with the mounting slots in the top of the bracket. 4. Grasp the JB firmly with both hands and push it into the bracket to engage the two snap clips (2) that secure the top of the JB. 5. Install and tighten the four screws (1) that secure the JB to the mounting bracket. Tighten the screws to 2 Nm (20 in. lbs.). 6. Reconnect the top side wire harness connector to the connector receptacle on the JB. Integrated Power Module (IPM) - Removal Power Distribution Module: Service and Repair Integrated Power Module (IPM) - Removal REMOVAL 1. Disconnect and isolate the battery negative cable. 2. Remove the Integrated Power Module (IPM) cover by pulling up on the cover tabs (7) and pivoting the cover outward. 3. Remove the nut (2) from the IPM B+ terminal stud. 4. Remove the battery positive cable (3) from the IPM B+ terminal stud. Page 13 Alarm Module: Service and Repair Intrusion Module - Installation INSTALLATION 1. Position the intrusion module (1) onto the two studs (3) on the right quarter inner panel (2). 2. Install and tighten the two nuts (5) that secure the module to the studs on the quarter inner panel. Tighten the nuts to 2 Nm (20 in. lbs.). 3. Reconnect the take out of the body wire harness to the connector receptacle (4) on the rearward side of the module. 4. Reinstall the trim onto the inside of the right quarter inner panel. See: Body and Frame/Interior Moulding / Trim/Trim Panel/Service and Repair/Pillar Trim/C-Pillar Trim Panel - Installation. 5. Reconnect the battery negative cable. Page 100 Pedal Positioning Module: Service and Repair Adjustable Pedal Module - Installation INSTALLATION CAUTION: The Adjustable Pedals Module mounting tabs can be damaged during module installation. Use care to properly align tabs to prevent binding that could result in tab breakage. 1. Place the module (4) into position making sure the mounting tabs are properly aligned with the front bracket. 2. Push down on the rear of the module (4) snapping the retaining clips into place in the side brackets. 3. Connect the adjustable pedals module rear harness connectors (1). 4. Connect the adjustable pedals module front harness connectors. 5. Install the driver seat cushion/cover (2) See: Body and Frame/Seats/Seat Cover/Service and Repair/Seat Cushion Cover - Installation. 6. Connect the battery negative cable. 7. Verify system and vehicle operation. Page 384 before releasing the window switch. 4. Move the driver side front window upward until the window stalls in the full up position. Allow the window motor to stall for at least 2 second before releasing the window switch. 5. Repeat steps 1 through 4 to calibrate the module for the passenger side front window. 6. Verify that the windows are properly calibrated by operating the "Auto-Up" feature on the windows. Repeat this procedure if the calibration failed. 7. For vehicles equipped: > with Electronic Stability Program (ESP), continue with Section J. Calibrate the Steering Angle Sensor (SAS). > without Electronic Stability Program (ESP), clear all Diagnostic Trouble Codes (DTC's), disconnect and remove the wiTECH VCI pod, remove the battery charger and return the vehicle to the customer. J. Calibrate the Steering Angle Sensor (LX/LC) NOTE: The Steering Angle Sensor (SAS) requires calibration (initialization) using the wiTECH scan tool. If the SAS is not calibrate following battery reconnection, the ESP/BAS indicator lamp will flash continuously with no Diagnostic Trouble Codes (DTC's). 1. Position the front wheels straight ahead and center the steering wheel. 2. Connect the wiTECH VCI pod to the vehicle data link connector 3. Place the ignition in the "RUN" position. 4. Launch the wiTECH Diagnostic Application. 5. Starting at the "Vehicle View Screen" screen, select "ABS Icon". 6. Select the "Misc. Functions" tab. 7. Select "Initialize ECU" from the list. 8. Follow the wiTECH on-screen instruction to complete the drive test. 9. After calibration is complete, clear all DTC's. 10. Disconnect and remove the wiTECH VCI pod, remove the battery charger and return the vehicle to the customer. Page 137 Compressor Clutch Relay: Service and Repair A/C Clutch Relay - Installation INSTALLATION NOTE: LHD gasoline model shown. Diesel and RHD models similar. 1. Position the A/C clutch relay (2) into the receptacle of the power distribution center (PDC) (1). 2. Align the A/C clutch relay terminals with the terminal cavities in the power distribution center receptacle and push down firmly on the relay until the terminals are fully seated. 3. Close the cover of the power distribution center. 4. Reconnect the negative battery cable. Page 206 Power Distribution Module: Description and Operation Integrated Power Module (IPM) - Operation OPERATION All of the current from the battery and the generator output enters the integrated power module via a stud on the top of the module. Internal connections of all of the power distribution center circuits is accomplished by a combination of bus bars and a printed circuit board. Description and Operation Pedal Positioning Module: Description and Operation DESCRIPTION The Adjustable Pedals Module (APM) is located underneath the driver seat, towards the front and on the outboard side. It is used in conjunction with the other modules in the memory system. Page 93 Memory Positioning Module: Service and Repair Memory Seat Module - Installation INSTALLATION CAUTION: The Memory Seat Module (MSM) mounting tabs can be damaged during module installation. Use care to properly align tabs to prevent binding that could result in tab breakage. 1. Place the module (4) into position making sure the mounting tabs are properly aligned with the front bracket. 2. Push down on the rear of the module (4) snapping the retaining clips into place in the side brackets. 3. Connect the MSM rear harness connectors (1). 4. Connect the MSM front harness connectors. 5. Install the driver seat cushion/cover (2) See: Body and Frame/Seats/Seat Cover/Service and Repair/Seat Cushion Cover - Installation. 6. Connect the battery negative cable. 7. Using an appropriate scan tool go to the MSM miscellaneous functions and perform the standardization routine. 8. Verify system and vehicle operation. Page 42 Navigation Module: Service and Repair Traffic Module - Installation INSTALLATION 1. Install the module and fasteners. 2. Connect the electrical connectors. 3. Install the rear quarter trim panel. Refer to See: Body and Frame/Interior Moulding / Trim/Trim Panel/Service and Repair/Luggage Compartment Trim/Quarter Trim Panel - Installation. 4. Connect the battery negative cable. Memory Seat Module - Description Memory Positioning Module: Description and Operation Memory Seat Module - Description DESCRIPTION NOTE: The scan tool standardization process must be performed on the Memory Seat Module (MSM) any time a new module is installed or the existing module is reflashed. The Memory Seat Module (MSM) is located underneath the driver seat, towards the front and on the outboard side. It is used in conjunction with the other modules in the memory system to recall the driver seat to one of two preset seat positions (horizontal, vertical, and recliner). The switch for the memory seat programming and selection mounts on the driver door trim panel. The memory system is able to store and recall all driver side power seat positions, outside mirror positions and power adjustable pedal position. The system can be set for two different drivers. On vehicles with a factory installed radio connected to the Controller Area Network (CAN) data bus network, the memory system is also able to store and recall up to twelve radio station presets (six AM and six FM), also for two drivers. The memory system will also store and recall the last station listened to for each driver, even if it is not one of the twelve preset stations. The memory system will automatically recall all of these settings when a button of the memory switch is depressed, or when the doors are unlocked using the Remote Keyless Entry (RKE) transmitter (if the "RKE Linked to Memory" feature is enabled). If the vehicle has more than two drivers the RKE transmitter recall of memory features can be disabled. This is a customer programmable feature of the Electronic Vehicle Information Center (EVIC). Page 21 Entertainment System Control Module: Service and Repair Satellite Video Module - Installation INSTALLATION 1. Install the satellite video module and mounting fasteners. 2. Connect the antenna (1) and electrical connector (2). 3. Install the right rear quarter trim panel. See: Body and Frame/Interior Moulding / Trim/Trim Panel/Service and Repair/Pillar Trim/C-Pillar Trim Panel - Installation. 4. Connect the battery negative cable. Instrument Cluster Switch Pod - Removal Integrated Accessory Switch Assembly: Service and Repair Instrument Cluster Switch Pod Removal Lower LOWER WARNING: To avoid serious or fatal injury on vehicles equipped with airbags, disable the Supplemental Restraint System (SRS) before attempting any steering wheel, steering column, airbag, seat belt tensioner, impact sensor, or instrument panel component diagnosis or service. Disconnect and isolate the battery negative (ground) cable, then wait two minutes for the system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the SRS. Failure to take the proper precautions could result in accidental airbag deployment. 1. Disconnect and isolate the battery negative cable. 2. Remove the center bezel from the instrument panel. 3. Disconnect the wire harness connector from the back of the lower instrument panel switch pod (1). 4. Remove the four screws (2) that secure the switch pod to the back of the center bezel. 5. Remove the lower switch pod from the center bezel. Upper UPPER WARNING: To avoid serious or fatal injury on vehicles equipped with airbags, disable the Supplemental Restraint System (SRS) before attempting any steering wheel, steering column, airbag, seat belt tensioner, impact sensor, or instrument panel component diagnosis or service. Disconnect and isolate the battery negative (ground) cable, then wait two minutes for the system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the SRS. Failure to take the proper precautions could result in accidental airbag deployment. 1. Disconnect and isolate the battery negative cable. Page 448 Parking Assist Switch: Description and Operation Park Assist Switch - Operation OPERATION The status of the park assist switch is continually monitored by the circuitry within the upper instrument panel switch pod. The switch pod receives battery voltage at all times on a fused battery feed circuit, and a path to ground at all times through the instrument panel wire harness. The inputs to and outputs from the switch pod consist of electronic communication with the instrument cluster, also known as the Cab Compartment Node (CCN) over the single wire Local Interface Network (LIN) data bus. Each time the park assist switch push button is depressed the switch pod circuitry sends an electronic park assist switch status message input to the CCN over the LIN data bus. The CCN then sends an electronic park assist switch request message to the park assist module over the Controller Area Network (CAN) data bus. The park assist module responds to each park assist switch request message by toggling the status of the park assist system from enabled to disabled, or from disabled to enabled, then sends an electronic park assist system status message back to the CCN over the CAN data bus as confirmation. The CCN responds to the system status message by sending a message to the switch pod over the LIN data bus to control the park assist switch Light Emitting Diode (LED) unit so that the LED is illuminated with the system disabled and the ignition switch in the ON or START positions, and is extinguished with the system enabled or with the ignition switch in any position except ON or START. The hard wired circuits between components related to the park assist switch may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the electronic controls or communication between modules and other devices that provide some features of the park assist system. The most reliable, efficient, and accurate means to diagnose the park assist switch or the electronic controls and communication related to park assist switch operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information. Page 441 Repair/Rear Bumper Fascia - Removal. 3. From the back of the fascia, disconnect the wire harness connector from the park assist sensor connector receptacle (1). 4. If only the sensor or the sensor spacer are being replaced, carefully pry the sensor bracket latch features (2) away from the top and bottom tabs of the sensor far enough to disengage the sensor from the bracket. 5. If the sensor bracket (1) is being replaced, carefully pry the fascia molding latch features away from the top and bottom tabs of the sensor bracket far enough to disengage the sensor and bracket from the fascia as a unit. 6. If the sensor bracket is being replaced, carefully pry the sensor bracket latch features away from the top and bottom tabs of the sensor (3) far enough to disengage the sensor from the bracket. 7. If the sensor or the sensor spacer (2) are being replaced, disengage the O-ring spacer from around the circumference of the sensor membrane protrusion. High and Low Wiper Relay - Description Wiper Relay: Description and Operation High and Low Wiper Relay - Description DESCRIPTION The wiper high/low relay (1) is a conventional International Standards Organization (ISO) micro relay. Relays conforming to the ISO specifications have common physical dimensions, current capacities, terminal patterns (2), and terminal functions. This relay is contained within a small, rectangular, molded plastic housing and is connected to all of the required inputs and outputs through five integral male spade-type terminals that extend from the relay base plate. The wiper high/low relay is located in the Integrated Power Module (IPM) in the engine compartment, near the battery. Refer to the layout label on the underside of the IPM cover for specific relay cavity assignment information. The wiper high/low relay cannot be adjusted or repaired and, if ineffective or damaged, the unit must be replaced. Keyless Systems - Intermittently Inoperative Power Distribution Module: Customer Interest Keyless Systems - Intermittently Inoperative NUMBER: 08-010-10 GROUP: Electrical DATE: May 14, 2010 THE wiTECH DIAGNOSTIC APPLICATION IS THE PREFERRED METHOD FOR FLASHING ECUs. HELP USING THE wiTECH DIAGNOSTIC APPLICATION FOR FLASHING AN ECU IS AVAILABLE BY SELECTING "HELP" THEN "HELP CONTENTS" AT THE TOP OF THE wiTECH DIAGNOSTIC APPLICATION WINDOW. THE wiTECH SOFTWARE LEVEL MUST BE AT RELEASE 10.04 OR HIGHER TO PERFORM THIS PROCEDURE. StarMOBILE DESKTOP CLIENT MAY ALSO BE USED TO PERFORM THIS PROCEDURE. SUBJECT: Flash: WIN Module For Intermittent RKE Functions OVERVIEW: This bulletin involves flash reprogramming the Wireless Ignition Node (WIN) with new software. MODELS: 2010 (DS) Ram Truck 1500 2010 (JC) Journey 2010 (LC) Challenger 2010 (LE) International 300 or Charger 2010 (LX) 300 and/or Charger 2010 (WK) Grand Cherokee 2010 (WH) International Grand Cherokee 2010 (XK) Commander 2010 (XH) International Commander SYMPTOM/CONDITION: Customer may experience intermittent FOBIK operating characteristics. Dealers are required to verify the manufacturer of the Wireless Ignition Node Module (WIN) and if necessary, Flash the WIN with updated software. DIAGNOSIS: If the vehicle operator describes the above Symptom/Condition, perform the Repair Procedure. REPAIR PROCEDURE: Check manufacturer of WIN Module 1. Using the wiTECH Diagnostic Application verify the WIN module is manufactured by Marquardt 2. Click on the reports tab on the top of the main page. 3. Select Run/View Reports. 4. Select ECU Details report. 5. Click on the arrow key to run the report. 6. Scroll to the bottom to find the WIN section. Front Control Module - Removal Body Control Module: Service and Repair Front Control Module - Removal REMOVAL CAUTION: Front Control Module (FCM) damage may occur if the module case comes in contact with the battery while still connected. Always disconnect the battery negative cable prior to removal of the FCM. 1. Disconnect and isolate the battery negative cable. 2. Remove the Integrated Power Module (IPM) from the engine compartment, See: Power and Ground Distribution/Power Distribution Module/Service and Repair/Integrated Power Module (IPM) - Removal. 3. Remove the four fasteners (2) securing the Front Control Module (FCM) (1) to the IPM (3). 4. Separate the FCM from the IPM by pulling the two straight away from each other to disengage the electrical connector. Page 30 7. Check the supplier ID. Is the Supplier Marquardt? a. No>>> Inspection is complete. Please refer to normal diagnostics for the customers concern. b. Yes>>> Continue with step 8. 8. Now check the software version listed on the same page. Is the WIN software version lower than 10.02.01? a. No>>> Inspection is complete check for other issues causing customer concern b. Yes>>> Continue with the repair procedure step 9. NOTE: If this flash process is interrupted/aborted, the flash should be restarted. 9. Using the wiTECH Diagnostic Application for flashing a WIN is made available through the wiTECH Diagnostic Application. For instructions select the "HELP tab on upper portion of the wiTECH window, then "HELP CONTENTS. This will open the Welcome to wiTECH Help screen were help topics can now selected. 10. Clear any DTC's that may have been set in other modules due to reprogramming. The wiTECH application will automatically present all DTCs after the flash and allow the tech to clear them. POLICY: Reimbursable within the provisions of the warranty. TIME ALLOWANCE: FAILURE CODE: Disclaimer: This bulletin is supplied as technical information only and is not an authorization for repair. Page 288 Air Bag Control Module: Description and Operation Occupant Restraint Controller - Operation OPERATION The microprocessor in the Occupant Restraint Controller (ORC) contains the Supplemental Restraint System (SRS) logic circuits and controls all of the SRS components. The ORC uses On-Board Diagnostics (OBD) and can communicate with other electronic modules in the vehicle as well as with the diagnostic scan tool using the Controller Area Network (CAN) data bus. This method of communication is used for control of the airbag indicator in the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) and for SRS diagnosis and testing through the 16-way data link connector located on the driver side lower edge of the instrument panel. The ORC microprocessor continuously monitors all of the SRS electrical circuits to determine the system readiness. If the ORC detects a monitored system fault, it sets an active and stored Diagnostic Trouble Code (DTC) and sends electronic messages to the EMIC over the CAN data bus to turn ON the airbag indicator. An active fault only remains for the duration of the fault, or in some cases for the duration of the current ignition switch cycle, while a stored fault causes a DTC to be stored in memory by the ORC. For some DTCs, if a fault does not recur for a number of ignition cycles, the ORC will automatically erase the stored DTC. For other internal faults, the stored DTC is latched forever. The ORC receives battery current through two circuits; a fused ignition switch output (run) circuit through a fuse in the Junction Block (JB), and a fused ignition switch output (run-start) circuit through a second fuse in the JB. The ORC receives ground through a ground circuit and take out of the instrument panel wire harness. This take out has a single eyelet terminal connector that is secured by a ground screw near the center of the instrument panel structural support. These connections allow the ORC to be operational whenever the ignition switch is in the START or ON positions. The ORC also contains an energy-storage capacitor. When the ignition switch is in the START or ON positions, this capacitor is continually being charged with enough electrical energy to deploy the SRS components for up to one second following a battery disconnect or failure. The purpose of the capacitor is to provide backup SRS protection in case there is a loss of battery current supply to the ORC during an impact. Various sensors within the ORC are continuously monitored by the ORC logic. These internal sensors, along with several external impact sensor inputs allow the ORC to determine both the severity of an impact and to verify the necessity for deployment of any SRS components. Two remote front impact sensors are located on the back of the right and left vertical members of the radiator support near the front of the vehicle. The electronic impact sensors are accelerometers that sense the rate of vehicle deceleration, which provides verification of the direction and severity of an impact. For the driver side front airbag, additional programming and a logic input from the seat track position sensor aid the ORC in determining the force level with which to deploy the driver airbag. The ORC also monitors inputs from an internal rollover sensor and four additional remote impact sensors located on the left and right inner B-pillars and C-pillars to control deployment of the side curtain airbag units. The impact sensors within the ORC are electronic accelerometer sensors that provide additional logic inputs to the ORC microprocessor. These sensors are used to verify the need for a SRS deployment by also detecting impact energy of a lesser magnitude than that of the primary electronic impact sensors, and must exceed a safing threshold in order for the SRS components to deploy. A separate impact sensor within the ORC provides confirmation to the ORC microprocessor of side impact forces. This separate sensor is a bi-directional unit that detects impact forces from either side of the vehicle. Pre-programmed decision algorithms in the ORC microprocessor determine when the deceleration rate as signaled by the impact sensors indicate an impact that is severe enough to require SRS protection and, based upon the severity of the monitored impact, determines the level of front airbag deployment force required for each front seating position. When the programmed conditions are met, the ORC sends the proper electrical signals to deploy the dual multistage front airbags at the programmed force levels, the front seat belt tensioners and either side curtain airbag unit. The hard wired inputs and outputs for the ORC may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the ORC or the electronic controls or communication between other modules and devices that provide features of the SRS. The most reliable, efficient, and accurate means to diagnose the ORC or the electronic controls and communication related to ORC operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information. Keyless Systems - Intermittently Inoperative Keyless Entry Module: Customer Interest Keyless Systems - Intermittently Inoperative NUMBER: 08-010-10 GROUP: Electrical DATE: May 14, 2010 THE wiTECH DIAGNOSTIC APPLICATION IS THE PREFERRED METHOD FOR FLASHING ECUs. HELP USING THE wiTECH DIAGNOSTIC APPLICATION FOR FLASHING AN ECU IS AVAILABLE BY SELECTING "HELP" THEN "HELP CONTENTS" AT THE TOP OF THE wiTECH DIAGNOSTIC APPLICATION WINDOW. THE wiTECH SOFTWARE LEVEL MUST BE AT RELEASE 10.04 OR HIGHER TO PERFORM THIS PROCEDURE. StarMOBILE DESKTOP CLIENT MAY ALSO BE USED TO PERFORM THIS PROCEDURE. SUBJECT: Flash: WIN Module For Intermittent RKE Functions OVERVIEW: This bulletin involves flash reprogramming the Wireless Ignition Node (WIN) with new software. MODELS: 2010 (DS) Ram Truck 1500 2010 (JC) Journey 2010 (LC) Challenger 2010 (LE) International 300 or Charger 2010 (LX) 300 and/or Charger 2010 (WK) Grand Cherokee 2010 (WH) International Grand Cherokee 2010 (XK) Commander 2010 (XH) International Commander SYMPTOM/CONDITION: Customer may experience intermittent FOBIK operating characteristics. Dealers are required to verify the manufacturer of the Wireless Ignition Node Module (WIN) and if necessary, Flash the WIN with updated software. DIAGNOSIS: If the vehicle operator describes the above Symptom/Condition, perform the Repair Procedure. REPAIR PROCEDURE: Check manufacturer of WIN Module 1. Using the wiTECH Diagnostic Application verify the WIN module is manufactured by Marquardt 2. Click on the reports tab on the top of the main page. 3. Select Run/View Reports. 4. Select ECU Details report. 5. Click on the arrow key to run the report. 6. Scroll to the bottom to find the WIN section. Page 271 Fuel Pump Relay: Description and Operation Operation OPERATION The Powertrain Control Module (PCM) energizes the electric fuel pump through the fuel pump relay. The fuel pump relay is energized by first applying battery voltage to it when the ignition key is turned ON, and then applying a ground signal to the relay from the PCM. Whenever the ignition key is turned ON, the electric fuel pump will operate. But, the PCM will shut-down the ground circuit to the fuel pump relay in approximately 1-3 seconds unless the engine is operating or the starter motor is engaged. Page 413 The rear wiper relay is an International Standards Organization (ISO) relay. Relays conforming to the ISO specifications have common physical dimensions, current capacities, terminal patterns, and terminal functions. This relay is permanently soldered onto the electronic circuit board of the Junction Block (JB) (1) located on a bracket (2) underneath the driver side end of the instrument panel. The relay is connected to all of the required inputs and outputs through five terminals. The rear wiper relay cannot be adjusted or repaired and, if ineffective or damaged, the entire JB unit must be replaced. Rear Wiper Relay - Operation OPERATION The rear wiper relay is an electromechanical switch that uses a low current input from the Front Control Module (FCM) to control a high current output to the rear wiper module. The movable common feed contact point is held against the fixed normally closed contact point by spring pressure. When the relay coil is energized, an electromagnetic field is produced by the coil windings. This electromagnetic field draws the movable relay contact point away from the fixed normally closed contact point, and holds it against the fixed normally open contact point. When the relay coil is de-energized, spring pressure returns the movable contact point back against the fixed normally closed contact point. A resistor is connected in parallel with the relay coil in the relay, and helps to dissipate voltage spikes and electromagnetic interference that can be generated as the electromagnetic field of the relay coil collapses. The rear wiper relay terminals are connected to the vehicle electrical system through soldered connections to the electronic circuit board of the Junction Block (JB). The inputs and outputs of the rear wiper relay include: - Common Feed Terminal - The common feed terminal (30) is connected to battery current from a fuse in the PDC through a fused B(+) circuit at all times. Coil Ground Terminal - The coil ground terminal (85) is connected to a control output of the FCM through a rear wiper relay control circuit. The FCM energizes and de-energizes the rear wiper module by controlling a ground path through this circuit. - Coil Battery Terminal - The coil battery terminal (86) is connected to battery current from a fuse in the PDC through a fused B(+) circuit at all times. - Normally Open Terminal - The normally open terminal (87) is connected to the rear wiper module through the rear wiper relay output circuit. When the rear wiper relay is energized, the normally open terminal of the relay is connected to battery current from a fuse in the Power Distribution Center (PDC) through a fused B(+) circuit. - Normally Closed Terminal - The normally closed terminal (87A) is not connected to any circuit in this application, but provides a battery current output only when the rear wiper relay coil is de-energized. The rear wiper relay as well as the hard wired inputs and outputs of the relay may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. Description and Operation Compressor Clutch Relay: Description and Operation DESCRIPTION The A/C clutch relay (1) is an International Standards Organization (ISO) micro-relay. Relays conforming to the ISO specifications have common physical dimensions, current capacities, terminal functions and patterns (2). The ISO micro-relay terminal functions are the same as a conventional ISO relay. However, the ISO micro-relay terminal pattern (or footprint) is different, the current capacity is lower, and the physical dimensions are smaller than those of the conventional ISO relay. The A/C clutch relay is located in the power distribution center (PDC) in the engine compartment. Page 409 Wiper Relay: Description and Operation ON and OFF Wiper Relay - Description DESCRIPTION The wiper on/off relay (1) is a conventional International Standards Organization (ISO) micro relay. Relays conforming to the ISO specifications have common physical dimensions, current capacities, terminal patterns (2), and terminal functions. This relay is contained within a small, rectangular, molded plastic housing and is connected to all of the required inputs and outputs through five integral male spade-type terminals that extend from the relay base plate. The wiper on/off relay is located in the Integrated Power Module (IPM) in the engine compartment near the battery. Refer to the layout label on the underside of the IPM cover for specific relay cavity assignment information. The wiper on/off relay cannot be adjusted or repaired and, if ineffective or damaged, the unit must be replaced. Page 378 4. Disconnect the WIN electrical connector. 5. If equipped, remove the WIN antenna connector. 6. Remove and discard the original WIN from the instrument panel opening. 7. Connect the WIN electrical connector to the new WIN receiver. 8. If equipped, connect the WIN antenna connector to the new WIN receiver. 9. Install the WIN receiver into the instrument panel. 10. Install the four WIN mounting screws and tighten securely (Figure 3). 11. Install the instrument panel knee bolster (Figure 1). 12. Connect the negative battery cable. 13. Continue with Section E. Obtaining Vehicle Personal Identification Number (PIN). C. (LC/LX) Dodge Challenger/Charger & Chrysler 300 WIN Replacement 1. Disconnect the battery negative cable. 2. Remove the end cap trim panel (Figure 3). 3. Remove the two screws from the knee bolster (Figure 3). 4. Remove the knee bolster cover (Figure 3). 5. Remove the knee bolster steel reinforcement located behind the knee bolster cover. 6. Using a trim stick or equivalent, gently pry along the edge of the trim to remove the instrument cluster trim (Figure 3). Page 458 Remote Switch: Testing and Inspection REMOTE SWITCHES Any diagnosis of the Audio system should begin with the use of a scan tool and the appropriate Diagnostic Service information. Refer to the appropriate wiring information. WARNING: Disable the airbag system before attempting any steering wheel, steering column, seat belt tensioner, side airbag or instrument panel component diagnosis or service. Disconnect and isolate the negative battery (ground) cable. Wait two minutes for the airbag system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the airbag system. Failure to follow these instructions may result in accidental airbag deployment and possible serious or fatal injury. 1. Remove the remote radio switch(es) (1) and (2) from the steering wheel See: Service and Repair/Remote Radio Switches - Removal. 2. Use an ohmmeter to check the switch resistances as shown in the Remote Radio Switch test table. If the remote radio switch resistances are not as indicated, replace the inoperative switch. REMOTE RADIO SWITCH TEST Page 151 Brake Lamp Relay: Description and Operation Stop Lamp Inhibit Relay - Operation OPERATION The stop lamp inhibit relay is an electromechanical switch that uses a low current input from the Controller Antilock Brake (CAB) to interrupt a high current output from the brake lamp switch to the brake lamps. Within the relay is an electromagnetic coil, a movable contact and two fixed contact points. A resistor is connected in parallel with the coil, and helps to dissipate voltage spikes and electromagnetic interference that can be generated as the field of the relay coil collapses. The movable common supply contact point is held against the fixed normally closed contact point by spring pressure. When the relay coil is energized, an electromagnetic field is produced by the coil windings. This field draws the movable contact away from the normally closed contact, and holds it against the normally open contact. When the relay coil is de-energized, spring pressure returns the movable contact back against the normally closed contact. The inputs and outputs of the stop lamp inhibit relay include: - Common Supply Terminal (30) - The common feed terminal is connected to the output of the brake lamp switch at all times. - Coil Ground Terminal (85) - The coil ground terminal is connected to a control output of the CAB through a stop lamp inhibit relay control circuit. The CAB controls brake lamp operation by controlling a ground path through this circuit. - Coil Battery Terminal (86) - The coil battery terminal is connected to a fused ignition switch output (run-start) circuit at all times. - Normally Open Terminal (87) - The normally open terminal is not connected to any circuit in this application, but will have battery voltage present whenever the relay is energized and the brake lamp switch is closed. - Normally Closed Terminal (87A) - The normally closed terminal is connected to the brake lamps through a brake lamp switch output circuit and provides battery voltage to the brake lamps whenever the relay is de-energized. The stop lamp inhibit relay as well as the hard wired inputs and outputs of the relay may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. Headlamp Leveling Module - Removal Headlamp Alignment Control Module: Service and Repair Headlamp Leveling Module - Removal REMOVAL WARNING: To avoid serious or fatal injury when working on the High Intensity Discharge (HID) headlamp system, be certain to take the proper precautions. The headlamp switch must be in the OFF position. Disconnect and isolate the battery negative cable. There is a risk of death caused by contact with high voltage used in the HID headlamps. There is a risk of explosion or fire caused by highly flammable materials in the vicinity of damaged HID lighting elements. There is a risk of injury caused by exposure to Ultra Violet (UV) light, a risk of burns caused by high component operating temperatures, a risk of mercury poisoning through glass splinters produced by bursting HID lighting elements. There is also a risk of poisoning caused by inhalation of mercury vapors and by toxic salts and mercury compounds being ingested or coming into contact with the skin. Do not come into contact with parts that are under high voltage. Persons with active electronic implants (e.g. heart pacemakers) must never work on HID headlamps. Wear insulated safety shoes, safety glasses and protective gloves. Remove flammable materials and ensure sufficient ventilation in the working area. 1. Disconnect and isolate the battery negative cable. 2. Remove the right front lamp unit from the vehicle. See: Lighting and Horns/Headlamp/Headlamp Bulb/Service and Repair/Front Lamp Unit Removal. 3. From the underside of the right front lamp unit housing (4), remove the four screws (3) that secure the cover plate (1) and the Automatic Headlamp Leveling Module (AHLM) (2) to the lamp housing. 4. Pull the AHLM away from the bottom of the right front lamp unit housing far enough to access and disconnect the front lamp unit wire harness connector from the connector receptacle on the upward-facing side of the AHLM. 5. Remove the AHLM from the lamp housing. Component Tests and General Diagnostics Door Module: Component Tests and General Diagnostics DOOR MODULES Any diagnosis of the door modules should begin with the use of a scan tool and the appropriate Diagnostic information. Refer to the appropriate wiring information. Page 408 Wiper Relay: Description and Operation High and Low Wiper Relay - Operation OPERATION The wiper high/low relay is an electromechanical switch that uses a low current input from the Front Control Module (FCM) to control a high current output to the front wiper motor. The movable common feed contact point is held against the fixed normally closed contact point by spring pressure. When the relay coil is energized, an electromagnetic field is produced by the coil windings. This electromagnetic field draws the movable relay contact point away from the fixed normally closed contact point, and holds it against the fixed normally open contact point. When the relay coil is de-energized, spring pressure returns the movable contact point back against the fixed normally closed contact point. A resistor is connected in parallel with the relay coil in the relay, and helps to dissipate voltage spikes and electromagnetic interference that can be generated as the electromagnetic field of the relay coil collapses. The wiper high/low relay terminals are connected to the vehicle electrical system through a connector receptacle in the Integrated Power Module (IPM). The inputs and outputs of the wiper high/low relay include: - Common Feed Terminal - The common feed terminal (30) is connected to the output of the wiper on/off relay at all times through the wiper on/off relay output circuit. Coil Ground Terminal - The coil ground terminal (85) is connected to a control output of the FCM through a wiper high/low relay control circuit. The FCM controls wiper motor operation by controlling a ground path through this circuit. - Coil Battery Terminal - The coil battery terminal (86) receives battery current at all times from a fuse in the IPM through a fused ignition switch output (run-acc) circuit. - Normally Open Terminal - The normally open terminal (87) is connected to the high speed brush of the wiper motor through a wiper high/low relay high speed output circuit, and is connected to the high speed brush whenever the relay is energized. - Normally Closed Terminal - The normally closed terminal (87A) is connected to the low speed brush of the wiper motor through a wiper high/low relay low speed output circuit, and is connected to the low speed brush whenever the relay is de-energized. The wiper high/low relay as well as the hard wired inputs and outputs of the relay may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. Starter Relay - Removal Starter Relay: Service and Repair Starter Relay - Removal REMOVAL The starter relay is located in the Power Distribution Center (PDC). Refer to label on PDC cover for relay location. 1. Disconnect and isolate negative battery cable. 2. Remove cover from Power Distribution Center (PDC) for relay identification and location. 3. Remove starter relay from PDC. 4. Check condition of relay terminals and PDC connector terminals for damage or corrosion. Repair if necessary before installing relay. 5. Check for pin height (pin height should be the same for all terminals within the PDC connector). Repair if necessary before installing relay. Page 390 Transmission Control System Relay: Description and Operation Transmission Control Relay Operation OPERATION NOTE: Due to different power control configurations, the Transmission Control Relay (if equipped) may be referred to as a PCM relay. When the relay is "off", no power is supplied to the solenoid pack and the transmission is in "limp-in" mode. After a controller reset, the TCM energizes the relay. Prior to this, the TCM verifies that the contacts are open by checking for no voltage at the switched battery terminals. After this is verified, the voltage at the solenoid pack pressure switches is checked. After the relay is energized, the TCM monitors the terminals to verify that the voltage is greater than 3 volts. Page 343 Control Module: Description and Operation Transmission Control Module - Operation 4.7L/5.7L VEHICLES The Transmission Control Module (TCM) controls all electronic operations of the transmission. The TCM receives information regarding vehicle operation from both direct and indirect inputs, and selects the operational mode of the transmission. Direct inputs are hardwired to, and used specifically by the TCM. Indirect inputs originate from other components/modules, and are shared with the TCM via the vehicle communication bus. Some examples of direct inputs to the TCM are: - Battery (B+) voltage - Ignition "ON" voltage - Transmission Control Relay (Switched B+) - Throttle Position Sensor - Crankshaft Position Sensor - Transmission Range Sensor - Pressure Switches - Transmission Temperature Sensor - Input Shaft Speed Sensor - Output Shaft Speed Sensor - Line Pressure Sensor Some examples of indirect inputs to the TCM are: - Engine/Body Identification - Manifold Pressure - Target Idle - Torque Reduction Confirmation - Engine Coolant Temperature - Ambient/Battery Temperature - Scan Tool Communication Based on the information received from these various inputs, the TCM determines the appropriate shift schedule and shift points, depending on the present operating conditions and driver demand. This is possible through the control of various direct and indirect outputs. Some examples of TCM direct outputs are: - Transmission Control Relay - Solenoids - Torque Reduction Request Some examples of TCM indirect outputs are: - Transmission Temperature (to PCM) - PRNDL Position (to BCM) In addition to monitoring inputs and controlling outputs, the TCM has other important responsibilities and functions: - Storing and maintaining Clutch Volume Indexes (CVI) - Storing and selecting appropriate Shift Schedules - System self-diagnostics - Diagnostic capabilities (with scan tool) NOTE: If the TCM has been replaced, the "Quick Learn Procedure" must be performed. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Programming and Relearning/TCM Quick Learn BATTERY FEED A fused, direct battery feed to the TCM is used for continuous power. This battery voltage is necessary to retain adaptive learn values in the TCM's RAM (Random Access Memory). When the battery (B+) is disconnected, this memory is lost. When the battery (B+) is restored, this memory loss is detected by the TCM and a Diagnostic Trouble Code (DTC) is set. CLUTCH VOLUME INDEXES (CVI) Anti-Lock Brake System Module - Description Electronic Brake Control Module: Description and Operation Anti-Lock Brake System Module Description DESCRIPTION NOTE: If the ABM module is replaced it must be initialized using the scan tool. The Antilock Brake Module (ABM) (1) is mounted to the Hydraulic Control Unit (HCU) (2) and operates the ABS system. Instrument Cluster Switch Pod - Description Integrated Accessory Switch Assembly: Description and Operation Instrument Cluster Switch Pod Description Lower LOWER The lower instrument panel switch pod (1) is located just below the heater and air conditioner controls in the center stack area of the instrument panel. This switch has provisions for up to seven push button switches, but is presently available in only a single configuration. The lower pod includes the following switches: - Driver and Passenger Front Heated Seat (2) The switch housing and the push buttons are constructed of molded plastic. Each push button has a smooth finish and is clearly identified with the appropriate text and International Control and Display Symbol icons. The heated seat push buttons feature Light Emitting Diode (LED) units to give the vehicle operator an indication when the function of that switch is currently active. Four screws secure the switch to the back of the instrument panel center bezel through integral mounting tabs that are molded onto each end of the switch housing. The back of the switch housing has an integral connector receptacle containing terminal pins that connect the switch to the vehicle electrical system through a dedicated take out and connector of the instrument panel wire harness. Panel lamps dimmer controlled illumination lamps integral to the circuit board within the switch provide back lighting for visibility at night, but these lamps are not serviceable. The individual switches in the lower instrument panel switch pod cannot be repaired and are not serviced individually. If any component within the switch pod is ineffective or damaged, the entire lower switch pod must be replaced. Upper UPPER The upper instrument panel switch pod (1) is located just above the heater and air conditioner controls in the center stack area of the instrument panel. This switch is available in multiple configurations, which vary depending upon the equipment in the vehicle. However, every available configuration includes the hazard warning push button switch. The upper pod may include the following switches: - Alternating Current (AC) Power Inverter Outlet Switch (5) - Automatic Transmission Tow/Haul Mode Switch (2) Electronic Stability Program (ESP) Off Switch (7) - Hazard Warning Switch (3) - Headlamp Leveling Switch (Not Shown) - Hill Descent Switch (6) - Park Assist Switch (Not Shown) - Park Assist Off Switch (4) The switch housing and the push buttons are constructed of molded plastic. Each push button has a smooth finish and is clearly identified with the appropriate text and International Control and Display Symbol icons. Several of the push buttons feature Light Emitting Diode (LED) units to give the Description and Operation Navigation Module: Description and Operation DESCRIPTION The Traffic Message Center module (TMC) provides traffic information to the navigation system to update planned routes in the event of a traffic accident, construction or any other condition that causes traffic to be increased. This allows the users to avoid these congested areas and be automatically rerouted to get to their destination. This option is for export only. Park Assist Sensor - Removal Parking Assist Distance Sensor: Service and Repair Park Assist Sensor - Removal Front FRONT NOTE: The park assist sensors (3) and the sensor spacers (2) are each available for separate service replacement. The sensor brackets (1) are bonded and integral to the back side of the front bumper fascia (4). 1. Disconnect and isolate the battery negative cable. 2. Remove the bumper fascia from the front of the vehicle. See: Body and Frame/Bumper/Front Bumper/Front Bumper Cover / Fascia/Service and Repair/Front Bumper Fascia - Removal. 3. From the back of the fascia (4), disconnect the wire harness connector from the park assist sensor (3) connector receptacle. 4. Carefully pry the sensor bracket (1) latch features away from the top and bottom tabs of the sensor far enough to disengage the sensor from the bracket. 5. Disengage the O-ring spacer (2) from around the circumference of the sensor membrane protrusion. Rear REAR NOTE: The park assist sensors, the sensor spacers and the sensor brackets are each available for separate service replacement. The following service procedure can be used for disassembling any or all of these components from the rear bumper fascia. 1. Disconnect and isolate the battery negative cable. 2. Remove the bumper fascia from the rear of the vehicle. See: Body and Frame/Bumper/Rear Bumper/Rear Bumper Cover / Fascia/Service and Page 203 7. Check the supplier ID. Is the Supplier Marquardt? a. No>>> Inspection is complete. Please refer to normal diagnostics for the customers concern. b. Yes>>> Continue with step 8. 8. Now check the software version listed on the same page. Is the WIN software version lower than 10.02.01? a. No>>> Inspection is complete check for other issues causing customer concern b. Yes>>> Continue with the repair procedure step 9. NOTE: If this flash process is interrupted/aborted, the flash should be restarted. 9. Using the wiTECH Diagnostic Application for flashing a WIN is made available through the wiTECH Diagnostic Application. For instructions select the "HELP tab on upper portion of the wiTECH window, then "HELP CONTENTS. This will open the Welcome to wiTECH Help screen were help topics can now selected. 10. Clear any DTC's that may have been set in other modules due to reprogramming. The wiTECH application will automatically present all DTCs after the flash and allow the tech to clear them. POLICY: Reimbursable within the provisions of the warranty. TIME ALLOWANCE: FAILURE CODE: Disclaimer: This bulletin is supplied as technical information only and is not an authorization for repair. Occupant Restraint Controller - Removal Air Bag Control Module: Service and Repair Occupant Restraint Controller - Removal REMOVAL WARNING: To avoid serious or fatal injury on vehicles equipped with side curtain airbags, disable the Supplemental Restraint System (SRS) before attempting any Occupant Restraint Controller (ORC) diagnosis or service. The ORC contains a rollover sensor, which enables the system to deploy the side curtains in the event of a vehicle rollover event. If an ORC is accidentally rolled during service while still connected to battery power, the side curtain airbags will deploy. Disconnect and isolate the battery negative (ground) cable, then wait two minutes for the system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the SRS. Failure to take the proper precautions could result in accidental airbag deployment. WARNING: To avoid serious or fatal injury on vehicles equipped with airbags, disable the Supplemental Restraint System (SRS) before attempting any steering wheel, steering column, airbag, seat belt tensioner, impact sensor, or instrument panel component diagnosis or service. Disconnect and isolate the battery negative (ground) cable, then wait two minutes for the system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the SRS. Failure to take the proper precautions could result in accidental airbag deployment. WARNING: To avoid serious or fatal injury, never strike or drop the Occupant Restraint Controller (ORC), as it can damage the impact sensor or affect its calibration. The ORC contains the impact sensor, which enables the system to deploy the Supplemental Restraint System (SRS) components. If an ORC is accidentally dropped during service, the module must be scrapped and replaced with a new unit. Failure to observe this warning could result in accidental, incomplete, or improper SRS component deployment. NOTE: Several different Occupant Restraint Controllers (ORC) are available for this vehicle. For vehicles equipped with the optional side curtain airbags, the ORC contains a second bi-directional safing sensor for the side airbags. 1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service. 2. Remove the center console from the top of the floor panel transmission tunnel (1). See: Body and Frame/Interior Moulding / Trim/Console/Service and Repair/Floor Console - Removal. 3. Disconnect the instrument panel (3) (C2) and body (4) (C1) wire harness connectors from the Occupant Restraint Controller (ORC) (2) connector receptacles located on the forward facing side of the module. To disconnect the connectors from the ORC: a. Slide the red Connector Position Assurance (CPA) lock on the top of the connector toward the front of the vehicle. b. Depress the edge of the CPA lock closest to the ORC to release the connector latch tab and pull the connector straight away from the ORC connector receptacle. Page 156 Fog/Driving Lamp Relay: Description and Operation Front Fog Lamp Relay - Operation OPERATION The front fog lamp relay is an electromechanical switch that uses a low current input from the Front Control Module (FCM) (located in the Integrated Power Module/IPM) to control a high current output to the front fog lamps. Within the relay are an electromagnetic coil, a movable contact and two fixed contact points. A resistor is connected in parallel with the coil, and helps to dissipate voltage spikes and electromagnetic interference that can be generated as the field of the relay coil collapses. The movable common supply contact point is held against the fixed normally closed contact point by spring pressure. When the relay coil is energized, an electromagnetic field is produced by the coil windings. This field draws the movable contact away from the normally closed contact, and holds it against the normally open contact. When the relay coil is de-energized, spring pressure returns the movable contact back against the normally closed contact. The inputs and outputs of the front fog lamp relay include: - Common Supply Terminal (30) - The common feed terminal is connected to a fused B(+) circuit at all times. - Coil Ground Terminal (85) - The coil ground terminal is connected to a control output of the FCM through a front fog lamp relay control circuit. The FCM controls front fog lamp operation by controlling a ground path through this circuit. - Coil Battery Terminal (86) - The coil battery terminal is connected to a fused B(+) circuit at all times. - Normally Open Terminal (87) - The normally open terminal is connected to the front fog lamps through a front fog lamp relay output circuit and provides battery voltage to the front fog lamps whenever the relay is energized. - Normally Closed Terminal (87A) - The normally closed terminal is not connected to any circuit in this application, but will have battery voltage present whenever the relay is de-energized. The front fog lamp relay as well as the hard wired inputs and outputs of the relay may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. Page 248 CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install PCM Pinout Box 8815 to perform diagnosis. 2. Using a 12 volt test light connected to Ground, check the PCM Fused B+ circuits. 3. Wiggle test each circuit during the test to check for an intermittent open in the circuit. NOTE: The test light should be illuminated and bright with the ignition on and not illuminated with the ignition off. Compare the brightness to that of a direct connection to the battery. Is the test light illuminated as described above? Yes - Test complete. No - Repair the open or short to ground in the PCM Fused B+ circuit(s) for as necessary. - Perform the POWERTRAIN VERIFICATION TEST. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests/Powertrain Verification Test. Page 209 5. Using a suitable flat bladed tool, depress the three retaining clips and lift the IPM (1) straight up off of the bracket tabs (2). 6. Disconnect the two IPM connectors (4). 7. Disconnect the two Front Control Module (FCM) connectors (5). 8. Remove the IPM assembly from the vehicle. Recall - Wireless Ignition Node Receiver Technical Service Bulletin # K08 Date: 100816 Recall - Wireless Ignition Node Receiver August 2010 Dealer Service Instructions for: Safety Recall K08 Wireless Ignition Node Receiver Models 2010 (DS) Ram Truck (1500 Series) NOTE: This recall applies only to the above vehicles built at Warren Truck Assembly Plant ("S" in the 11th VIN Position) equipped with an automatic transmission (sales codes DGQ, DGV or DF9) from January 11, 2010 through February 4, 2010 (MDH 011106 through 020411). 2010 (DS) Ram Truck (1500 Series) (DJ) Ram Truck (2500 Series) (D2) Ram Truck (3500 Series) NOTE: This recall applies only to the above vehicles built at Saltillo Assembly Plant ("G" in the 11th VIN Position) equipped with an automatic transmission (sales codes DGQ, DGV, DG7 or DF9) from January 6, 2010 through February 16, 2010 (MDH 010606 through 021616). 2010 (LC) Dodge Challenger (LX) Chrysler 300 NOTE: This recall applies only to the above vehicles equipped with an automatic transmission (sales codes DGJ or DGV) built from January 18, 2010 through March 11, 2010 (MDH 011807 through 031113). 2010 (WK) Jeep(R) Cherokee (XK) Jeep(R) Commander NOTE: This recall applies only to the above vehicles equipped with an automatic transmission (sales codes DGJ or DGQ) built from January 8, 2010 through February 13, 2010 (MDH 010804 through 021307). IMPORTANT: Many of the vehicles within the above build period have already been inspected or repaired and, therefore, have been excluded from this recall. IMPORTANT: Some of the involved vehicles may be in dealer new vehicle inventory. Federal law requires you to complete this recall service on these vehicles before retail delivery. Dealers should also consider this requirement to apply to used vehicle inventory and should perform this recall on vehicles in for service. Involved vehicles can be determined by using the VIP inquiry process. Subject The Wireless Ignition Node (WIN) receiver on about 37,000 of the above vehicles may experience a condition where the Frequency Operated Button Integrated Key (FOBIK) may be removed prior to placing the automatic transmission gear shift lever in the "PARK" position. This could result in unintended vehicle movement and cause a crash without warning. Repair The Wireless Ignition Node receiver must be inspected and replaced if necessary. The new WIN must be programmed and all FOBIK transponders must be programmed so they are able to interface with the new WIN receiver. Vehicles equipped with a premium Tire Pressure Monitoring (TPM) system (sales code XGM) must also have the spare tire pressure sensor identification number and location programmed into the new WIN receiver. NOTE: Be sure to ask the customer to bring in all FOBIK transponders for the vehicle. At least two FOBIK transponders must be programmed before the vehicle can be operated. Blower Motor Relay - Removal Blower Motor Relay: Service and Repair Blower Motor Relay - Removal REMOVAL NOTE: LHD gasoline model shown. Diesel and RHD models similar. 1. Disconnect and isolate the negative battery cable. 2. Open the cover of the power distribution center (PDC) (1) located in the engine compartment. 3. Remove the blower motor relay (2) from the power distribution center. Remote Radio Switches - Removal Remote Switch: Service and Repair Remote Radio Switches - Removal REMOVAL WARNING: Disable the airbag system before attempting any steering wheel, steering column, seat belt tensioner, side airbag or instrument panel component diagnosis or service. Disconnect and isolate the negative battery (ground) cable. Wait two minutes for the airbag system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the airbag system. Failure to follow these instructions may result in accidental airbag deployment and possible serious or fatal injury. 1. Disconnect and isolate the battery negative cable. 2. Remove the driver side airbag (5) from the steering wheel (1). See: Restraint Systems/Air Bag Systems/Air Bag/Service and Repair/Driver Air Bag - Removal. 3. Remove the speed control switch (3) or (6) located on the same side of the steering wheel as the remote radio switch that is being serviced. See: Sensors and Switches - Cruise Control/Cruise Control Switch/Service and Repair/Speed Control Switch - Removal. 4. Disconnect the steering wheel wire harness connector from the connector receptacle of the remote radio switch. 5. Disengage the four remote radio switch latches that secure the switch to the inside of the mounting hole in the steering wheel rear trim cover. 6. From the outside of the steering wheel rear trim cover, remove the remote radio switch (2) from the trim cover. Page 210 Power Distribution Module: Service and Repair Integrated Power Module (IPM) - Installation INSTALLATION NOTE: If replacing the Integrated Power Module (IPM) (1) with a new assembly it will be necessary to transfer the circuit protection devices as well as the Front Control Module to the new IPM. 1. Position the IPM into the vehicle. 2. Connect the two Front Control Module (FCM) connectors (5). 3. Connect the two IPM connectors (4). 4. Position the IPM over the three bracket tabs (2) and apply downward pressure until the retaining clips snap into place securely. 5. Install the battery positive cable (3) to the IPM B+ terminal stud. 6. Install the nut (2) to the IPM B+ terminal stud. Tighten the nut to 11.5 Nm (105 in. lbs.). 7. Close the IPM cover ensuring the locking tabs snap firmly in place. 8. Connect the battery negative cable. Procedures Control Module: Procedures TCM Quick Learn QUICK LEARN - 4.7L/5.7L VEHICLES The quick learn procedure requires the use of the scan tool. This program allows the electronic transmission system to re-calibrate itself. This will provide the proper transmission operation. The quick learn procedure should be performed if any of the following procedures are performed: - Transmission Assembly Replacement - Transmission Control Module Replacement - Solenoid Pack Replacement - Clutch Plate and/or Seal Replacement - Valve Body Replacement or Recondition To perform the Quick Learn Procedure, the following conditions must be met: - The brakes must be applied - The engine speed must be above 500 rpm - The throttle angle (TPS) must be less than 3 degrees - The shift lever position must stay in PARK until prompted to shift to overdrive - The shift lever position must stay in overdrive after the Shift to Overdrive prompt until the scan tool indicates the procedure is complete - The calculated oil temperature must be above 15.5° C (60° F) and below 93° C (200° F) TCM Drive Learn DRIVE LEARN - 4.7L/5.7L VEHICLES When a transmission is repaired and a Quick Learn procedure has been performed on the Transmission Control Module (TCM), the following Drive Learn procedure can be performed to fine tune any shifts which are particularly objectionable. NOTE: It is not necessary to perform the complete Drive Learn procedure every time the TCM is Quick Learned. Perform only the portions which target the objectionable shift. LEARN A SMOOTH 1ST NEUTRAL TO DRIVE SHIFT Perform this procedure only if the complaint is for a delayed or harsh shift the first time the transmission is put into gear after the vehicle is allowed to set with the engine not running for at least 10 minutes. Use the following steps to have the TCM learn the 1st N-D UD CVI. NOTE: The transmission oil temperature must be between 27-43° C (80-110° F). 1. Start the engine only when the engine and ignition have been off for at least ten (10) minutes. 2. With the vehicle at a stop and the service brake applied, record the 1st N-D UD CVI while performing a Neutral to Drive shift. The 1st N-D UD CVI accounts for air entrapment in the UD clutch that may occur after the engine has been off for a period of time. 3. Repeat 1 and 2 until the recorded 1st N-D UD CVI value stabilizes. NOTE: It is important that this procedure be performed when the transmission temperature is between 27-43° C (80-110° F). If this procedure takes too long to complete fully for the allowed transmission oil temperature, the vehicle may be returned to the customer with an explanation that the shift will improve daily during normal vehicle usage. The TCM also learns at higher oil temperatures, but these values (line pressure correction values) are not available for viewing on the scan tool. LEARN A SMOOTH NEUTRAL TO DRIVE GARAGE SHIFT Perform this procedure if the complaint is for a delayed or harsh shift when the transmission is put into gear after the vehicle has had its first shift. Use the following steps to have the TCM learn the Norm N-D UD CVI. NOTE: The transmission oil temperature must be between 27-43° C (80-110° F) to learn the UD CVI. Additional learning occurs at temperatures as low as -18° C (0° F) and as high as 93° C (200° F). This procedure may be performed at any temperature that experiences poor shift quality. Although the UD CVI may not change, shift quality should improve. 1. Start the vehicle engine and shift to drive. 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. Page 325 Steering Mounted Controls Communication Module: Testing and Inspection STEERING CONTROL MODULE WARNING: To avoid serious or fatal injury on vehicles equipped with airbags, disable the Supplemental Restraint System (SRS) before attempting any steering wheel, steering column, airbag, seat belt tensioner, impact sensor, or instrument panel component diagnosis or service. Disconnect and isolate the battery negative (ground) cable, then wait two minutes for the system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the SRS. Failure to take the proper precautions could result in accidental airbag deployment. The hard wired circuits between components related to the Steering Control Module (SCM) may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SCM or the electronic controls or communication between modules and other devices that provide some features of the SCM. The most reliable, efficient, and accurate means to diagnose the SCM or the electronic controls and communication related to SCM operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information. Page 383 a. Turn on the 9936 TPM-RKE analyzer. b. If required, place the indicator arrow on the left side of the screen next to "New Session" using the Up and Down keys. Then press the "Select" button. d. If already at the main menu, select "TPM Functions." e. Select the 2010 model year. f. Choose the correct body style. g. Select "Read Sensor." h. Place the tip of the sensor reader against the tire sidewall near the valve stem (Figure 9). i. Push the "Test" button. j. Hold the tip of the sensor reader against the tire until the "Pass" light illuminates. k. Write down the pressure sensor ID number displayed on the TPMRKE analyzer screen for future reference. 2. Use the following procedure to program the spare tire pressure sensor to the WIN module: a. Connect the wiTECH VCI pod to the vehicle data link connector. b. Open the wiTECH Diagnostic Application. c. Starting at the "Vehicle View" screen, select "WCM". d. Select the "Misc. Functions" tab. e. Select "Program Spare Tire Sensor ID" from the list. f. Follow the screen prompts to program the spare tire pressure sensor and WIN. g. After the programming is complete, clear all DTC's. h. Disconnect and remove the wiTECH VCI pod, remove the battery charger and return the vehicle to the customer. I. Calibrate Door Module (LX/LC) 1. Turn the ignition to the "Run" position. 2. Regardless of current window position, move the driver side front window upward until the window stalls in the full up position. Allow the window motor to stall for at least 2 seconds before releasing the window switch. 3. Move the driver side front window downward until the window stalls in the full down position. Allow the window motor to stall for at least 2 seconds Description and Operation Heated Glass Element Relay: Description and Operation DESCRIPTION The rear window defogger (EBL) relay (1) is an International Standards Organization (ISO)-type relay. Relays conforming to the ISO specifications have common physical dimensions, current capacities, terminal functions and patterns (2). The EBL relay is a electromechanical device that switches fused battery current to the rear window defogger grid and when equipped, switches fused battery current through a fuse in the junction block (JB) to the outside rear view mirror heating grids. The EBL relay is energized when the relay coil is provided a ground path by the control circuitry within the A/C-heater control. The EBL relay is located in the JB inside the vehicle. Page 412 DESCRIPTION The wiper on/off relay (1) is a conventional International Standards Organization (ISO) micro relay. Relays conforming to the ISO specifications have common physical dimensions, current capacities, terminal patterns (2), and terminal functions. This relay is contained within a small, rectangular, molded plastic housing and is connected to all of the required inputs and outputs through five integral male spade-type terminals that extend from the relay base plate. The wiper on/off relay is located in the Integrated Power Module (IPM) in the engine compartment near the battery. Refer to the layout label on the underside of the IPM cover for specific relay cavity assignment information. The wiper on/off relay cannot be adjusted or repaired and, if ineffective or damaged, the unit must be replaced. ON and OFF Wiper Relay - Operation OPERATION The wiper on/off relay is an electromechanical switch that uses a low current input from the Front Control Module (FCM) to control a high current output to the wiper motor. The movable common feed contact point is held against the fixed normally closed contact point by spring pressure. When the relay coil is energized, an electromagnetic field is produced by the coil windings. This electromagnetic field draws the movable relay contact point away from the fixed normally closed contact point, and holds it against the fixed normally open contact point. When the relay coil is de-energized, spring pressure returns the movable contact point back against the fixed normally closed contact point. A resistor is connected in parallel with the relay coil in the relay, and helps to dissipate voltage spikes and electromagnetic interference that can be generated as the electromagnetic field of the relay coil collapses. The wiper on/off relay terminals are connected to the vehicle electrical system through a connector receptacle in the Integrated Power Module (IPM). The inputs and outputs of the wiper on/off relay include: - Common Feed Terminal - The common feed terminal (30) is connected to the common feed terminal of the wiper high/low relay at all times through the wiper on/off relay output circuit. - Coil Ground Terminal - The coil ground terminal (85) is connected to a control output of the FCM through a wiper on/off relay control circuit. The FCM controls wiper motor operation by controlling a ground path through this circuit. - Coil Battery Terminal - The coil battery terminal (86) receives battery current at all times from a fuse in the IPM through a fused ignition switch output (run-acc) circuit. - Normally Open Terminal - The normally open terminal (87) receives battery current at all times from a fuse in the IPM through a fused ignition switch output (run-acc) circuit, and provides battery current to the wiper on/off relay output circuit whenever the relay is energized. - Normally Closed Terminal - The normally closed terminal (87A) is connected to ground at all times through a take out of the headlamp and dash wire harness with an eyelet terminal connector that is secured by a screw to the front end sheet metal, and is connected to the wiper on/off relay output circuit whenever the relay is de-energized. The wiper on/off relay as well as the hard wired inputs and outputs of the relay may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. Rear Wiper Relay - Description DESCRIPTION Page 251 3. Perform repeated N-D shifts at a stop while pausing in Neutral for at least 2-3 seconds and monitor Norm N-D UD CVI volume until the value stabilizes. The value will change during the N-D shift. This is normal since the UD value is different for the N-D shift then the normal value shown which is used for 4-3 coastdown and kick downs. Perform repeated shifts in this temperature range until the Norm N-D UD CVI value stabilizes and the N-D shifts become smooth. LEARN THE 1ST 2-3 SHIFT AFTER A RESTART OR SHIFT TO REVERSE Use the following steps to have the TCM learn the 1st 2-3 shift OD CVI. NOTE: The transmission oil temperature must be above 27° C (80° F). 1. With the vehicle engine running, select reverse gear for over 2 seconds. 2. Shift the transmission to Drive and accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform a 2-3 shift while noting the 1st 2-3 OD CVI. 3. Repeat 1 and 2 until the 1st 2-3 upshift becomes smooth and the 1st 2-3 OD CVI stabilizes. LEARN A SMOOTH 2-3 AND 3-4 UPSHIFT NOTE: The transmission oil temperature must be above 43° C (110° F). Use the following steps to have the TCM learn the OD and 4C CVI's. 1. Accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform multiple 1-2, 2-3, and 3-4 upshifts. The 2nd 2-3 shift following a restart or shift to reverse will be shown during the shift as a value between the 1st 2-3 OD CVI and the normal OD CVI. Updates to the normal OD CVI will occur after the 2nd shift into 3rd gear, following a restart or shift to reverse. 2. Repeat 1 until the 2-3 and 3-4 shifts become smooth and the OD and 4C CVI become stable. LEARN A SMOOTH 4-3 COASTDOWN AND PART THROTTLE 4-3 KICKDOWN NOTE: The transmission oil temperature must be above 43° C (110° F). Use the following steps to have the TCM learn the UD shift volume. 1. At a vehicle speed between 64-97 km/h (40-60 MPH), perform repeated 4-3 kickdown shifts. 2. Repeat 1 until the UD volume becomes somewhat stable and the shift becomes smooth. LEARN A SMOOTH 1-2 UPSHIFT AND 3-2 KICKDOWN Use the following steps to have the TCM learn the 2C shift volume. NOTE: The transmission oil temperature must be above 43° C (110° F). 1. With a vehicle speed below 48 km/h (30 MPH) and the transmission in 3rd gear, perform multiple 3-2 kick downs. 2. Repeat 1 until the 3-2 kick downs become smooth and the 2C CVI becomes stable. LEARN A SMOOTH MANUAL 2-1 PULLDOWN SHIFT AS WELL AS A NEUTRAL TO REVERSE SHIFT NOTE: The transmission oil temperature must be above 43° C (110° F). Use the following steps to have the TCM learn the LR volume. 1. With the vehicle speed around 40-48 km/h (25-30 MPH) in Manual 2nd, perform manual pulldowns to Low or 1st gear at closed throttle. 2. Repeat 1 until the LR CVI becomes stable and the manual 2-1 becomes smooth. LEARN A SMOOTH NEUTRAL TO REVERSE SHIFT NOTE: The transmission oil temperature must be above 43° C (110° F). 1. With the vehicle at a stop, perform Neutral to Reverse shifts until the shift is smooth. An unlearned Neutral to Reverse shift may be harsh or exhibit a double bump. 2. If any of the shifts are still not smooth after the clutch volume stabilizes, an internal transmission problem may be present. LEARN A SMOOTH 4-5 UPSHIFT NOTE: The transmission oil temperature must be above 43° C (110° F). Page 50 Parking Assist Control Module: Service and Repair Park Assist Module - Installation INSTALLATION 1. Position the park assist module (3) to the mounting plate (4) and insert the two mounting tabs on the outboard side of the module into the slots in the plate. 2. Slide the module toward the outboard side of the mounting plate, then push downward on the module until the two latch features integral to the inboard side of the plate are fully engaged over the mounting tabs on the inboard (connector) side of the module. 3. Reconnect the underbody wire harness connector (2) to the module connector receptacle. Vehicles with the front park assist option will have a second connection to the module at this location, which must also be reconnected. 4. Reinstall the rear seat cushion onto the rear floor panel (1). See: Body and Frame/Seats/Seat Cover/Service and Repair/Seat Cushion Cover - Installation. 5. Reconnect the battery negative cable. Page 291 4. Remove the three screws (2) that secure the ORC (3) to the ORC mount welded onto the top of the floor panel transmission tunnel (1). 5. Remove the ORC from the ORC mount. Page 243 - Ignition coil(s) - Certain relays/solenoids - Certain sensors Sensor Return SENSOR RETURN The Sensor Return circuits are internal to the Powertrain Control Module (PCM). Sensor Return provides a low-noise ground reference for all engine control system sensors. For more information, . See: Signal Ground SIGNAL GROUND Signal ground provides a low noise ground to the data link connector. Page 274 Fuel Pump Relay: Service and Repair Installation INSTALLATION The fuel pump relay is located in the Power Distribution Center (PDC). Refer to label on power distribution center cover for relay location. 1. Install relay to power distribution center. 2. Install cover to power distribution center. Page 36 7. Check the supplier ID. Is the Supplier Marquardt? a. No>>> Inspection is complete. Please refer to normal diagnostics for the customers concern. b. Yes>>> Continue with step 8. 8. Now check the software version listed on the same page. Is the WIN software version lower than 10.02.01? a. No>>> Inspection is complete check for other issues causing customer concern b. Yes>>> Continue with the repair procedure step 9. NOTE: If this flash process is interrupted/aborted, the flash should be restarted. 9. Using the wiTECH Diagnostic Application for flashing a WIN is made available through the wiTECH Diagnostic Application. For instructions select the "HELP tab on upper portion of the wiTECH window, then "HELP CONTENTS. This will open the Welcome to wiTECH Help screen were help topics can now selected. 10. Clear any DTC's that may have been set in other modules due to reprogramming. The wiTECH application will automatically present all DTCs after the flash and allow the tech to clear them. POLICY: Reimbursable within the provisions of the warranty. TIME ALLOWANCE: FAILURE CODE: Disclaimer: This bulletin is supplied as technical information only and is not an authorization for repair. Page 252 Use the following steps to have the TCM learn the Alt 2C CVI. 1. Accelerate the vehicle through 88 km/h (55 mph) at a steady 10-15 degree throttle opening and perform multiple 4-5 upshifts. 2. Repeat 1 until the 4-5 shift become smooth and the Alt 2C CVI become stable. There is a separate 2C volume used and learned for 4-5 shifts, 2CA. It is independent of the 2C CVI learned on 3-2 kick downs. Flash Programming FLASH PROGRAMMING NOTE: The wiTECH diagnostic application is the preferred method for flashing ECUs. NOTE: Help using the wiTECH diagnostic application for flashing an ECU is available by selecting "Help" then "Help Contents" at the top of the wiTECH diagnostic application window. NOTE: The wiTECH software level must be at the latest release to perform this procedure. NOTE: The StarMobile Desktop Client may also be used to perform this flash procedure. Module/Programming Order Replacement Guide MODULE/PROGRAMMING ORDER REPLACEMENT GUIDE Match the module row with the condition that applies, after module replacement follow the chart down and program the modules in the chart order. Module Programming MODULE PROGRAMMING The Wireless Ignition Node (WIN) controls the Vehicle Theft Security System (VTSS), Remote Keyless Entry (RKE). When a Powertrain Control Module (PCM) is in need of replacement, perform the following steps in order: NOTE: The PCM and the WIN should never be replaced at the same time. They should be replaced independently of each other. 1. If applicable, first replace the PCM with the original WIN still connected to the vehicle. 2. Using a scan tool program the new PCM. (This will ensure the transfer of the Secret Key data from the original WIN into the new PCM). 3. Replace the WIN, using the scan tool program the new WIN module. This will transfer the Secret Key data from the PCM into the new WIN. 4. With the scan tool reprogram the key FOBIK to the new WIN. 5. Ensure all the customer's keys have been programmed to the new module. NOTE: If the original keys do not successfully program to the new WIN after the proper procedures are followed correctly, programming new keys will be necessary. PROGRAMMING THE SECRET KEY TO THE WIN Page 437 A resilient O-ring spacer around the circumference of the membrane isolates the membrane from the openings in the fascia or the fascia molding. Each sensor is snapped into its own dedicated molded plastic mounting bracket. Each rear mounting bracket has integral mounting tabs that snap into openings in the horizontal tabs of the molding that extend through slots to the back side of the rear fascia. The front mounting brackets are heat-staked to the back side of the front fascia. The park assist sensors cannot be adjusted or repaired. If ineffective or damaged they must be replaced. The sensors, the spacers and the four rear sensor mounting brackets are each available for individual service replacement. Heated Seat Module - Removal Seat Heater Control Module: Service and Repair Heated Seat Module - Removal REMOVAL CAUTION: The Heated Seat Module mounting tabs can be damaged during module removal and installation. Use care to properly align tabs to prevent binding that could result in tab breakage. 1. Position the right front seat to the full rearward position. 2. Disconnect and isolate the battery negative cable. 3. Disconnect the wire harness connector (2) from the heated seat module (3). 4. Unsnap the heated seat module retaining clips from the mounting bracket (4). 5. Remove the heated seat module (3) from the vehicle. Page 363 7. Remove the four WIN mounting screws (Figure 4). 8. Remove the WIN from the rear of the instrument panel bringing it through the opening below the steering column and disconnect the electrical connector from the WIN. 9. Connect the electrical connector to the new WIN and position it back into the instrument panel. 10. Install the four WIN mounting screws through the instrument panel into the WIN and tighten securely (Figure 4). 11. Install the instrument cluster trim cover. Ensuring that the cover snaps into the securing clips. 12. Install the knee bolster steel reinforcement. 13. Install the knee bolster cover (Figure 3). 14. Install the two knee bolster lower instrument panel screws (Figure 3). 15. Install the end cap trim panel (Figure 3). 16. Connect the battery negative cable. 17. Continue with Section E. Obtaining Vehicle Personal Identification Number (PIN). D. (WK/XK) Jeep Grand Cherokee & Commander WIN Replacement 1. Disconnect and isolate the battery negative cable. Park Assist Sensor - Description Parking Assist Distance Sensor: Description and Operation Park Assist Sensor - Description DESCRIPTION Vehicles equipped with the rear park assist system have four park assist sensors (1) installed on the rear bumper fascia. Vehicles with the front park assist system have six additional sensors installed on the front bumper fascia. Only the membrane (4) of each sensor is visible through a hole in the outer vertical surface of the fascia. The remainder of each sensor including the sensor mounting bracket, the sensor spacer and the sensor wiring connection is concealed behind the fascia. A sensor wire harness behind the fascia connects the sensors to the vehicle electrical system. Each of the sensors is identical in construction and is interchangeable. The electronic circuitry and a communication chip for each sensor is enclosed and protected within the molded black plastic sensor housing. The housing includes an integral connector receptacle (3) and two integral mounting tabs (2). The sensor membrane extends from the surface of the sensor housing, and is either black or is finished to match the outer surface of the fascia or fascia molding. The numbering system for the park assist sensors allows for up to twelve sensors on the vehicle, six front and six rear. However, only ten are utilized on this specific vehicle. The sensors are numbered in a clockwise manner starting at the left front bumper. The left front sensor (if equipped with front park assist) is the number 1 sensor. The numbering continues in a clockwise direction around the vehicle, so the left rear sensor is the number 11 sensor. Tire Pressure Monitoring (TPM) Transponder Description Tire Pressure Monitor Receiver / Transponder: Description and Operation Tire Pressure Monitoring (TPM) Transponder - Description DESCRIPTION A transponder is located in three of the four wheel wells of the vehicle to provide the Wireless Ignition Node (WIN) with the location of the tire pressure sensors on the vehicle. The transponders are located in the left front, right front and right rear wheel wells. A fourth transponder is not necessary in the remaining wheel well due to the process-of-elimination theory. Once the system knows the location of the first three sensors it assumes the location of the fourth tire pressure sensor is in the left rear tire. Page 217 Relay Box: Description and Operation Power Distribution Center (PDC) - Operation OPERATION All of the current from the battery and the generator output enters the PDC through two cables and a single two-holed eyelet that is secured with nuts to the two PDC B(+) terminal studs just inside the front end of the PDC housing. The PDC cover is unlatched and opened to access the battery and generator output connection B(+) terminal studs, the fuses or the relays. Internal connection of all of the PDC circuits is accomplished by an intricate combination of hard wiring and bus bars. For complete circuit diagrams, refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds. Page 212 Power Distribution Module: Service and Repair Power Inverter Module - Installation INSTALLATION NOTE: If a new inverter module is being installed, the mounting bracket will need to be transferred from the old module to the new. 1. Install the inverter module (4) onto the mounting bracket assembly (5). 2. Position the module and bracket onto the rear seat frame. Line up the mounting tabs (3) with the slots in the seat frame (2). 3. Push the module forward to engage the mounting tabs and install the fastener (1). 4. NOTE: Ensure the module electrical connector is connected during seat installation. Install the rear seat assembly, See: Body and Frame/Seats/Service and Repair/Front Seat Installation. 5. Connect the battery negative cable. Page 314 Starter Relay: Description and Operation Starter Relay - Operation OPERATION The ISO relay consists of an electromagnetic coil, a resistor or diode, and three (two fixed and one movable) electrical contacts. The movable (common feed) relay contact is held against one of the fixed contacts (normally closed) by spring pressure. When electromagnetic coil is energized, it draws the movable contact away from normally closed fixed contact, and holds it against the other (normally open) fixed contact. When electromagnetic coil is de-energized, spring pressure returns movable contact to normally closed position. The resistor or diode is connected in parallel with electromagnetic coil within relay, and helps to dissipate voltage spikes produced when coil is de-energized. Page 430 2. Remove the center bezel (1) from the instrument panel. 3. Disconnect the wire harness connector from the back of the upper instrument panel switch pod (2). 4. Remove the four screws (3) that secure the switch pod to the back of the center bezel. 5. Remove the upper switch pod from the center bezel. Page 265 Main Relay (Computer/Fuel System): Service and Repair Auto Shutdown Relay - Installation INSTALLATION The ASD relay is located in the Power Distribution Center (PDC). Refer to label on power distribution center cover for relay location. 1. Install relay to power distribution center. 2. Install cover to power distribution center. Powertrain Control Module - Description Engine Control Module: Description and Operation Powertrain Control Module - Description PCM POWERTRAIN CONTROL MODULE (PCM) The PCM (1) is attached to the right-front inner fender located in the engine compartment. Modes of Operation MODES OF OPERATION As input signals to the Powertrain Control Module (PCM) change, the PCM adjusts its response to the output devices. 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 pulse width results in the ideal air-fuel ratio. This ratio is 14.7 parts air-to-1 part fuel. By monitoring the exhaust oxygen content through the O2S sensor, the PCM can fine tune the injector pulse width. This is done to achieve optimum fuel economy combined with low emission engine performance. The fuel injection system has the following modes of operation: - Ignition switch ON - Engine start-up (crank) - Engine warm-up - Idle - Cruise - Acceleration - Deceleration - Wide open throttle (WOT) - Ignition switch OFF The ignition switch On, engine start-up (crank), engine warm-up, acceleration, deceleration and wide open throttle modes are Open Loop modes. The idle and cruise modes, (with the engine at operating temperature) are Closed Loop modes. Door Module - Removal Door Module: Service and Repair Door Module - Removal REMOVAL 1. Disconnect and isolate the negative battery cable. 2. Remove the door trim panel See: Body and Frame/Doors, Hood and Trunk/Doors/Front Door/Front Door Panel/Service and Repair/Front Door Trim Panel - Removal. 3. First disconnect the black 10-way electrical connector (1), then the brown 20-way electrical connector (2). If applicable, next disconnect the black 12-way electrical connector (3) from the module. 4. Remove fasteners and module from vehicle. Page 382 To exit the "lockout mode," place the ignition in the "RUN" position for one hour and then enter the correct PIN. Be certain that all accessories are turned OFF and the left front door is open for the entire hour. Also, monitor the battery state and connect a battery charger if necessary. 1. Connect a battery charger to the vehicle. 2. Connect the wiTECH scan tool. NOTE: Have the vehicle's PIN readily available before running the routine. 3. Starting at the "Vehicle View" screen, select "WCM/WIN". 4. Select "Miscellaneous Functions" tab. 5. Select "WIN Replaced". 6. Enter the PIN when prompted. 7. Follow the on screen instructions. 8. Continue with Section G. Frequency Operated Button Integrated Key (FOBIK) Transponders. G. Program the Frequency Operated Button Integrated Key (FOBIK) Transponder NOTE: Each Frequency Operated Button Integrated Key (FOBIK) has a unique ID code that is assigned at the time the key is manufactured. When a key is programmed into the WIN, the module learns the transponder ID code and the transponder acquires the unique Secret Key ID code from the WIN. NOTE: When the WIN is replaced, a diagnostic scan tool must be used to program the FOBIK's transponders so they will interface with the new WIN receiver. At least two FOBIK transponders must be programmed before the vehicle can be operated. 1. Have the vehicle's PIN readily available before running the routine. 2. Place the ignition key in "RUN" position. 3. Starting at the "Vehicle View" screen, select "WCM/WIN". 4. Select the "Miscellaneous Functions" tab. 5. Select "Program Ignition Keys or Key FOBs". 6. Enter the PIN when prompted. 7. Follow the on screen instructions. 8. For vehicles equipped: > with premium Tire Pressure Monitoring (TPM) system, continue with Section H. Program Spare Tire Pressure Sensor. > with only "Auto-Up" front window feature or with "Auto-Up" front window feature and Electronic Stability Program (ESP), continue with Section I. Calibrate Door Module. > with only Electronic Stability Program (ESP), continue with Section J. Calibrate the Steering Angle Sensor (SAS) > without premium Tire Pressure Monitoring (TPM) system, "Auto-Up" front window feature or Electronic Stability Program (ESP) clear all Diagnostic Trouble Codes (DTC's), disconnect and remove the wiTECH VCI pod, remove the battery charger and return the vehicle to the customer. H. Program Spare Tire Pressure Sensor (WK/XK) NOTE: On vehicles equipped with a premium Tire Pressure Monitoring (TPM) system, when the Wireless Ignition Node (WIN) is replaced, the WIN must be programmed with the ID number and location of the spare tire pressure sensor mounted in the wheel of the spare tire. This is done by using Special Tool CH9936 TPM-RKE Analyzer. 1. Determine the spare tire TPS pressure sensor ID number using the following procedure: Removal Fuel Pump Relay: Service and Repair Removal REMOVAL The fuel pump relay is located in the Power Distribution Center (PDC). Refer to label on power distribution center cover for relay location. 1. Remove power distribution center cover. 2. Remove relay from power distribution center. 3. Check condition of relay terminals and power distribution center connector terminals for damage or corrosion. Repair or replace as necessary before installing relay. 4. Check for pin height (pin height should be the same for all terminals within the power distribution center connector). Repair or replace as necessary before installing relay. Page 317 Starter Relay: Service and Repair Starter Relay - Installation INSTALLATION 1. Push down firmly on starter relay until terminals are fully seated into PDC receptacle. 2. Install PDC cover. 3. Connect battery cable. Page 242 - Crankshaft position sensor - Intake manifold air temperature sensor - Manifold absolute pressure (MAP) sensor - Throttle position sensor (TPS) - Camshaft position sensor signal - Park/neutral switch (gear indicator signal-auto. trans. only) - Vehicle speed sensor If the vehicle is under hard deceleration with the proper rpm and closed throttle conditions, the PCM will ignore the oxygen sensor input signal. The PCM will enter a fuel cut-off strategy in which it will not supply a ground to the injectors. If a hard deceleration does not exist, the PCM will determine the proper injector pulse width and continue injection. Based on the above inputs, the PCM will adjust engine idle speed through the idle air control (IAC) motor. The PCM adjusts ignition timing by turning the ground path to the coil on and off. WIDE OPEN THROTTLE MODE This is an Open Loop mode. During wide open throttle operation, the PCM receives the following inputs. - Battery voltage - Crankshaft position sensor - Engine coolant temperature sensor - Intake manifold air temperature sensor - Manifold absolute pressure (MAP) sensor - Throttle position sensor (TPS) - Camshaft position sensor signal During wide open throttle conditions, the following occurs: - Voltage is applied to the fuel injectors with the ASD relay via the PCM. The PCM will then control 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 additional fuel. This is done by adjusting injector pulse width. - The PCM adjusts ignition timing by turning the ground path to the coil on and off. IGNITION SWITCH OFF MODE When ignition switch is turned to OFF position, the PCM stops operating the injectors, ignition coil, ASD relay and fuel pump relay. 5V Power Supplies 5 VOLT SUPPLIES Two different Powertrain Control Module (PCM) five volt supply circuits are used; primary and secondary. Ignition Circuit Sense IGNITION CIRCUIT SENSE This circuit ties the ignition switch to the Powertrain Control Module (PCM). Battery voltage is supplied to the PCM through the ignition switch when the ignition is in the Run or Start position. This is referred to as the "ignition sense" circuit and is used to "wake up" the PCM. Power Grounds POWER GROUNDS The Powertrain Control Module (PCM) has 2 main grounds. Both of these grounds are referred to as power grounds. All of the high-current, noisy, electrical devices are connected to these grounds as well as all of the sensor returns. The sensor return comes into the sensor return circuit, passes through noise suppression, and is then connected to the power ground. The power ground is used to control ground circuits for the following PCM loads: - Generator field winding - Fuel injectors Heated Seat Module - Description Seat Heater Control Module: Description and Operation Heated Seat Module - Description DESCRIPTION The heated seat module (3) is located under the right front seat (1). It has a single electrical connector (2) and four locking tabs that secure it to the mounting bracket (4). The module can be accessed from under the front right seat with the seat in the full back position. The mounting bracket (4) is bolted to the seat frame assembly (5) The heated seat module is a microprocessor designed to use Controller Area Network (CAN) data bus messages from the instrument cluster also known as the Cabin Compartment Node (CCN). The CCN receives inputs from the heated seat switches and in turn signals the heated seat module to operate the heated seat elements for both front seats. Page 403 Headlamp Washer Motor Relay: Description and Operation Headlamp Washer Relay - Operation OPERATION The headlamp washer relay is an electromechanical switch that uses a low current input from the Front Control Module (FCM) to control a high current output to the headlamp washer pump/motor unit. The movable common feed contact point is held against the fixed normally closed contact point by spring pressure. When the relay coil is energized, an electromagnetic field is produced by the coil windings. This electromagnetic field draws the movable relay contact point away from the fixed normally closed contact point, and holds it against the fixed normally open contact point. When the relay coil is de-energized, spring pressure returns the movable contact point back against the fixed normally closed contact point. A resistor is connected in parallel with the relay coil in the relay, and helps to dissipate voltage spikes and electromagnetic interference that can be generated as the electromagnetic field of the relay coil collapses. The headlamp washer relay terminals are connected to the vehicle electrical system through a connector receptacle in the Integrated Power Module (IPM). The inputs and outputs of the headlamp washer relay include: - Common Feed Terminal - The common feed terminal is connected to battery current from a fuse in the IPM through a fused B(+) circuit at all times. - Coil Ground Terminal - The coil ground terminal is connected to ground at all times through a take out with an eyelet terminal located on the sheet metal within the engine compartment. - Coil Battery Terminal - The coil battery terminal is connected to a high side driver output from the FCM. The FCM controls headlamp washer system operation through this relay connection. - Normally Open Terminal - The normally open terminal is connected to the headlamp washer pump/motor unit at all times. When the relay is energized, the normally open terminal of the relay is connected to battery current from the fuse in the IPM. - Normally Closed Terminal - The normally closed terminal is not connected to any circuit in this application, but provides a battery current output only when the headlamp washer relay coil is de-energized. The headlamp washer relay as well as the hard wired inputs and outputs of the relay may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. Page 381 5. Remove the four WIN mounting screws that secure the WIN to the instrument panel support structure, (Figure 8). 6. If equipped, disconnect the remote start system antenna module coaxial cable connector from the WIN connector receptacle. 7. Disconnect the instrument panel wire harness connector from the WIN connector receptacle. 8. Remove the WIN from the instrument panel. 9. Position the new WIN to the instrument panel. 10. Connect the instrument panel wire harness connector to the WIN connector receptacle. 11. If equipped, connect the remote start system antenna module coaxial cable connector to the WIN connector receptacle. 12. Install and tighten the four screws that secure the WIN to the instrument panel support structure. Tighten the screws securely. 13. Position the bezel around the ignition switch on the instrument panel, then press firmly and evenly on the bezel until it snaps into place. 14. Install the knee bolster onto the instrument panel. 15. Install the cluster bezel onto the instrument panel. 16. Connect the battery negative cable. 17. Continue with Section E. Obtaining Vehicle Personal Identification Number (PIN). E. Obtaining Vehicle Personal Identification Number (PIN) 1. Log onto the DealerCONNECT system. 2. Click on the "PARTS" tab. 3. In the "Reference Library" box, select "KEY CODE". 4. Enter the last eight digits of the Vehicle Identification Number (VIN). 5. Enter the requested data on the screen to obtain the key code. 6. Write down the PIN and then continue with Section F. Program the WIN Receiver. F. Program the WIN Receiver The secret key is an ID code that is unique to each WIN. This code is programmed and stored in the WIN, the PCM, and each ignition key transponder chip. When the WIN is replaced, it is necessary to program the Secret Key Code into the new module using a diagnostic scan tool. NOTE: Programming the WIN is done using a diagnostic scan tool and the vehicle's PIN to enter secure access mode. If three attempts are made to enter secure access mode using an incorrect PIN, secure access mode will be locked out for one hour. Stop Lamp Inhibit Relay - Description Brake Lamp Relay: Description and Operation Stop Lamp Inhibit Relay - Description DESCRIPTION Vehicles equipped with an optional Electronic Stability Program (ESP)/Traction Control System (TCS) package have a stop lamp inhibit relay. The stop lamp inhibit relay is a conventional International Standards Organization (ISO) micro relay. Relays conforming to the ISO specifications have common physical dimensions, current capacities, terminal patterns, and terminal functions. The relay is contained within a small, rectangular, molded plastic housing and is connected to all of the required inputs and outputs through five integral male spade-type terminals that extend from the relay base plate. The stop lamp inhibit relay is located in the Junction Block (JB) in the passenger compartment under the driver side end of the instrument panel. The stop lamp inhibit relay cannot be adjusted or repaired and, if ineffective or damaged, the unit must be replaced. Page 244 Engine Control Module: Description and Operation Powertrain Control Module - Operation PCM POWERTRAIN CONTROL MODULE (PCM) The PCM is a pre-programmed, microprocessor digital computer. It regulates ignition timing, air-fuel ratio, emission control devices, charging system, certain transmission features, speed control, air conditioning compressor clutch engagement and idle speed. The PCM can adapt its programming to meet changing operating conditions. The PCM receives input signals from various switches and sensors. Based on these inputs, the PCM regulates various engine and vehicle operations through different system components. These components are referred to as Powertrain Control Module (PCM) Outputs. The sensors and switches that provide inputs to the PCM are considered Powertrain Control Module (PCM) Inputs. The PCM adjusts ignition timing based upon inputs it receives from sensors that react to: engine rpm, manifold absolute pressure, engine coolant temperature, throttle position, transmission gear selection (automatic transmission), vehicle speed and the brake switch. The PCM adjusts idle speed based on inputs it receives from sensors that react to: throttle position, vehicle speed, transmission gear selection, engine coolant temperature and from inputs it receives from the air conditioning clutch switch and brake switch. Based on inputs that it receives, the PCM adjusts ignition coil dwell. The PCM also adjusts the generator charge rate through control of the generator field and provides speed control operation. NOTE: PCM Inputs: - Accelerator pedal position sensor (if equipped) - A/C request (if equipped with factory A/C) - A/C select (if equipped with factory A/C) - Auto shutdown (ASD) sense - Battery temperature - Battery voltage - Brake switch - CAN bus (+) circuits - CAN bus (-) circuits - Camshaft position sensor signal - Clutch Interlock Switch (if equipped) - Crankshaft position sensor - Data link connection for diagnostic scan tool - EGR position sensor (if equipped) - Engine coolant temperature sensor - Fuel level - Generator (battery voltage) output - Ignition circuit sense (ignition switch in on/off/crank/run position) - Intake manifold air temperature sensor - Knock sensor(s) (if equipped) - Leak detection pump (switch) sense (if equipped) - Manifold absolute pressure (MAP) sensor - Oil pressure sensor - Output shaft speed sensor - Overdrive/override switch - Oxygen sensors - Park/neutral switch (auto. trans. only) - Power ground - Power steering pressure switch (if equipped) - Sensor return - Signal ground - Speed control multiplexed single wire input - Throttle position sensor - Transmission governor pressure sensor - Transmission output speed sensor - Transmission temperature sensor - Vehicle speed inputs from ABS or RWAL system Page 57 Pedal Positioning Module: Service and Repair Adjustable Pedal Module - Installation INSTALLATION CAUTION: The Adjustable Pedals Module mounting tabs can be damaged during module installation. Use care to properly align tabs to prevent binding that could result in tab breakage. 1. Place the module (4) into position making sure the mounting tabs are properly aligned with the front bracket. 2. Push down on the rear of the module (4) snapping the retaining clips into place in the side brackets. 3. Connect the adjustable pedals module rear harness connectors (1). 4. Connect the adjustable pedals module front harness connectors. 5. Install the driver seat cushion/cover (2) See: Body and Frame/Seats/Seat Cover/Service and Repair/Seat Cushion Cover - Installation. 6. Connect the battery negative cable. 7. Verify system and vehicle operation. Page 113 Trailer Towing Relay: Description and Operation Trailer Tow Relay - Operation OPERATION The trailer tow relays are electromechanical switches that use a low current input from the Front Control Module (FCM) (also known as the Integrated Power Module/IPM) to control a high current output to trailer brake and turn signal lamps. Within each relay are an electromagnetic coil, a movable contact and two fixed contact points. A resistor is connected in parallel with the coil, and helps to dissipate voltage spikes and electromagnetic interference that can be generated as the field of the relay coil collapses. The movable common supply contact point is held against the fixed normally closed contact point by spring pressure. When the relay coil is energized, an electromagnetic field is produced by the coil windings. This field draws the movable contact away from the normally closed contact, and holds it against the normally open contact. When the relay coil is de-energized, spring pressure returns the movable contact back against the normally closed contact. The inputs and outputs of the trailer tow relays include: - Common Supply Terminal (30) - The common feed terminal is connected to a fused B(+) circuit at all times. - Coil Ground Terminal (85) - The coil ground terminal is connected to a control output of the FCM through a right or left trailer tow turn relay control circuit. The FCM controls trailer brake and turn lamp operation by controlling a ground path through this circuit. - Coil Battery Terminal (86) - The coil battery terminal is connected to a fused B(+) circuit at all times. - Normally Open Terminal (87) - The normally open terminal is connected to the trailer lamps through a right or left trailer tow turn signal circuit and provides battery voltage to the right or left trailer brake and turn lamps whenever the relay is energized. - Normally Closed Terminal (87A) - The normally closed terminal is not connected to any circuit in this application, but will have battery voltage present whenever the relay is de-energized. The trailer tow relays as well as the hard wired inputs and outputs of the relays may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. Page 78 7. Check the supplier ID. Is the Supplier Marquardt? a. No>>> Inspection is complete. Please refer to normal diagnostics for the customers concern. b. Yes>>> Continue with step 8. 8. Now check the software version listed on the same page. Is the WIN software version lower than 10.02.01? a. No>>> Inspection is complete check for other issues causing customer concern b. Yes>>> Continue with the repair procedure step 9. NOTE: If this flash process is interrupted/aborted, the flash should be restarted. 9. Using the wiTECH Diagnostic Application for flashing a WIN is made available through the wiTECH Diagnostic Application. For instructions select the "HELP tab on upper portion of the wiTECH window, then "HELP CONTENTS. This will open the Welcome to wiTECH Help screen were help topics can now selected. 10. Clear any DTC's that may have been set in other modules due to reprogramming. The wiTECH application will automatically present all DTCs after the flash and allow the tech to clear them. POLICY: Reimbursable within the provisions of the warranty. TIME ALLOWANCE: FAILURE CODE: Disclaimer: This bulletin is supplied as technical information only and is not an authorization for repair. Page 241 IDLE MODE When the engine is at operating temperature, this is a Closed Loop mode. At idle speed, the PCM receives inputs from: - Air conditioning select signal (if equipped) - Air conditioning request signal (if equipped) - Battery voltage - Crankshaft position sensor - Engine coolant temperature sensor - Intake manifold air temperature sensor - Manifold absolute pressure (MAP) sensor - Throttle position sensor (TPS) - Camshaft position sensor signal - Battery voltage - Park/neutral switch (gear indicator signal-auto. trans. only) - Oxygen sensors Based on these inputs, the following occurs: - Voltage is applied to the fuel injectors with the ASD relay via the PCM. The PCM will then control injection sequence and injector pulse width by turning the ground circuit to each individual injector on and off. - The PCM monitors the O2S sensor input and adjusts air-fuel ratio by varying injector pulse width. It also adjusts engine idle speed through the idle air control (IAC) motor. - The PCM adjusts ignition timing by increasing and decreasing spark advance. - The PCM operates the A/C compressor clutch through the clutch relay. This happens if A/C has been selected by the vehicle operator and requested by the A/C thermostat. CRUISE MODE When the engine is at operating temperature, this is a Closed Loop mode. At cruising speed, the PCM receives inputs from: - Air conditioning select signal (if equipped) - Air conditioning request signal (if equipped) - Battery voltage - Engine coolant temperature sensor - Crankshaft position sensor - Intake manifold air temperature sensor - Manifold absolute pressure (MAP) sensor - Throttle position sensor (TPS) - Camshaft position sensor signal - Park/neutral switch (gear indicator signal-auto. trans. only) - Oxygen (O2S) sensors Based on these inputs, the following occurs: - Voltage is applied to the fuel injectors with the ASD relay via the PCM. The PCM will then adjust the injector pulse width by turning the ground circuit to each individual injector on and off. - The PCM monitors the O2S sensor input and adjusts air-fuel ratio. It also adjusts engine idle speed through the idle air control (IAC) motor. - The PCM adjusts ignition timing by turning the ground path to the coil on and off. - The PCM operates the A/C compressor clutch through the clutch relay. This happens if A/C has been selected by the vehicle operator and requested by the A/C thermostat. ACCELERATION MODE This is an Open Loop mode. The PCM recognizes an abrupt increase in throttle position or MAP pressure as a demand for increased engine output and vehicle acceleration. The PCM increases injector pulse width in response to increased throttle opening. DECELERATION MODE When the engine is at operating temperature, this is an Open Loop mode. During hard deceleration, the PCM receives the following inputs. - Air conditioning select signal (if equipped) - Air conditioning request signal (if equipped) - Battery voltage - Engine coolant temperature sensor Trailer Tow Relay - Description Trailer Towing Relay: Description and Operation Trailer Tow Relay - Description DESCRIPTION Vehicles equipped with an optional factory-installed trailer towing package have two trailer tow relays, one for the trailer right turn and brake lamps and the other for the trailer left turn and brake lamps. The trailer tow relays are conventional International Standards Organization (ISO) micro relays. Relays conforming to the ISO specifications have common physical dimensions, current capacities, terminal patterns, and terminal functions. Each relay is contained within a small, rectangular, molded plastic housing and is connected to all of the required inputs and outputs through five integral male spade-type terminals that extend from the relay base plate. The trailer tow relays are located in the Integrated Power Module (IPM) in the engine compartment near the battery. Refer to the layout label on the underside of the IPM cover for specific relay cavity assignment information. A trailer tow relay cannot be adjusted or repaired and, if ineffective or damaged, the unit must be replaced. Page 360 DealerCONNECT Claim Entry Screen located on the Service tab. Claims submitted will be used by Chrysler to record recall service completions and provide dealer payments. Use the labor operation numbers and time allowances shown. Add the cost of the recall parts package plus applicable dealer allowance to your claim. NOTE: See the Warranty Administration Manual, Recall Claim Processing Section, for complete recall claim processing instructions. Dealer Notification To view this notification on DealerCONNECT, select "Global Recall System" on the Service tab, then click on the description of this notification. Owner Notification and Service Scheduling All involved vehicle owners known to Chrysler are being notified of the service requirement by first class mail. They are requested to schedule appointments for this service with their dealers. A generic copy of the owner letter is included. Enclosed with each owner letter is an Owner Notification postcard to allow owners to update our records if applicable. Vehicle Lists, Global Recall System, VIP and Dealer Follow Up All involved vehicles have been entered into the DealerCONNECT Global Recall System (GRS) and Vehicle Information Plus (VIP) for dealer inquiry as needed. GRS provides involved dealers with an updated VIN list of their incomplete vehicles. The owner's name, address and phone number are listed if known. Completed vehicles are removed from GRS within several days of repair claim submission. To use this system, click on the "Service" tab and then click on "Global Recall System." Your dealer¡C■s VIN list for each recall displayed can be sorted by: those vehicles that were unsold at recall launch, those with a phone number, city, zip code, or VIN sequence. Dealers must perform this repair on all unsold vehicles before retail delivery. Dealers should also use the VIN list to follow up with all owners to schedule appointments for this repair. Recall VIN lists may contain confidential, restricted owner name and address information that was obtained from the Department of Motor Vehicles of various states. Use of this information is permitted for this recall only and is strictly prohibited from all other use. Page 380 2. Unsnap the cluster bezel from the instrument panel (Figure 6). 3. Remove the knee bolster from the instrument panel (Figure 7). 4. Using a trim stick or another suitable wide flat-bladed tool, carefully pry the bezel around the ignition switch until it unsnaps from the instrument panel (Figure 7). Page 359 Parts Information Due to the small number of involved vehicles expected to require a Wireless Ignition Node (WIN) receiver, no parts will be distributed initially. WIN receivers should be ordered only after inspection determines that replacement is required. Very few vehicles are expected to require WIN replacement. Reminder: VIN specific parts application for your dealer's assigned vehicles is available through the Global Recall System (GRS) and Vehicle Information Plus (VIP). Special Tools The special tools shown are required to perform this repair. Completion Reporting and Reimbursement Claims for vehicles that have been serviced must be submitted on the Page 174 Headlamp Igniter Module: Service and Repair High Intensity Discharge Ballast - Installation INSTALLATION WARNING: To avoid serious or fatal injury when working on the High Intensity Discharge (HID) headlamp system, be certain to take the proper precautions. The headlamp switch must be in the OFF position. Disconnect and isolate the battery negative cable. There is a risk of death caused by contact with high voltage used in the HID headlamps. There is a risk of explosion or fire caused by highly flammable materials in the vicinity of damaged HID lighting elements. There is a risk of injury caused by exposure to Ultra Violet (UV) light, a risk of burns caused by high component operating temperatures, a risk of mercury poisoning through glass splinters produced by bursting HID lighting elements. There is also a risk of poisoning caused by inhalation of mercury vapors and by toxic salts and mercury compounds being ingested or coming into contact with the skin. Do not come into contact with parts that are under high voltage. Persons with active electronic implants (e.g. heart pacemakers) must never work on HID headlamps. Wear insulated safety shoes, safety glasses and protective gloves. Remove flammable materials and ensure sufficient ventilation in the working area. 1. Position the electronic ballast module (2) to the underside of the housing (1) of the front lamp unit. 2. Align and push the module forward into the lamp housing far enough to fully engage the self-docking connector. 3. Install and tighten the two screws (3) that secure the module to the housing. Tighten the screws securely. 4. Reinstall the front lamp unit into the vehicle. See: Lighting and Horns/Headlamp/Headlamp Bulb/Service and Repair/Front Lamp Unit Installation. 5. Reconnect the battery negative cable. Page 124 4. Install the HCU (3) with bracket (5) to the vehicle and tighten the 2 mounting nuts. 5. Reconnect the HCU electrical connector (5). 6. Install the 4 chassis lines (3) at the HCU (4). 7. Install the secondary brake tube at the HCU (4). 8. Install the secondary brake tube at the master cylinder. 9. Install the primary brake tube at the HCU (4). 10. Install the primary brake tube at the master cylinder. 11. Install negative battery cable to the battery. 12. Remove the brake pedal prop rod. 13. Bleed base and ABS brake systems,See: Brakes and Traction Control/Brake Bleeding/Service and Repair. 14. Connect the scan tool and initialize the ABM by performing the ABS Verification Test See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests/ABS Verification Test. Page 223 4. Reach behind the JB to disconnect the top side JB connector. 5. Remove the screws (1) that secure the JB to the mounting bracket. 6. Disengage the two snap clips (2) that secure the top of the JB to the mounting bracket. Push the top of the junction block out of the top of the bracket and pull it upward to disengage the lower retaining tabs (3). 7. Remove the JB from the vehicle by lowering out of the opening at the bottom of the instrument panel. Page 427 Integrated Accessory Switch Assembly: Description and Operation Instrument Cluster Switch Pod Operation Lower LOWER For information covering details of operation for the individual switches and circuits contained within the lower instrument panel switch pod, refer to the specific service information covering the system to which that switch belongs. Upper UPPER For information covering details of operation for the individual switches and circuits contained within the upper instrument panel switch pod, refer to the specific service information covering the system to which that switch belongs. Page 397 Heated Glass Element Relay: Service and Repair Rear Defogger Relay - Installation INSTALLATION 1. Position the EBL relay (2) into the proper receptacle of the junction block (JB) (1) located in the passenger compartment. 2. Align the EBL relay terminals with the terminal cavities in the JB receptacle and push down firmly on the relay until the terminals are fully seated. 3. Install the JB See: Maintenance/Fuses and Circuit Breakers/Fuse Block/Service and Repair/Junction Block Installation. 4. Reconnect the negative battery cable. Page 461 Remote Switch: Service and Repair Remote Radio Switches - Installation INSTALLATION 1. Position the remote radio switch (2) to the mounting hole on the outside of the steering wheel rear trim cover. Be certain that the connector receptacle is oriented toward the bottom of the switch and pointed toward the center of the steering wheel. 2. Press firmly and evenly on the remote radio switch until each of the switch latches is fully engaged in the mounting hole of the steering wheel rear trim cover. 3. Reconnect the steering wheel wire harness connector to the connector receptacle of the remote radio switch. 4. Install the speed control switch (3) (6) onto the steering wheel. See: Sensors and Switches - Cruise Control/Cruise Control Switch/Service and Repair/Speed Control Switch - Installation. 5. Install the driver side airbag (5) to the steering wheel (1). See: Restraint Systems/Air Bag Systems/Air Bag/Service and Repair/Driver Air Bag Installation. 6. Connect the battery negative cable. High Intensity Discharge Ballast - Removal Headlamp Igniter Module: Service and Repair High Intensity Discharge Ballast - Removal REMOVAL WARNING: To avoid serious or fatal injury when working on the High Intensity Discharge (HID) headlamp system, be certain to take the proper precautions. The headlamp switch must be in the OFF position. Disconnect and isolate the battery negative cable. There is a risk of death caused by contact with high voltage used in the HID headlamps. There is a risk of explosion or fire caused by highly flammable materials in the vicinity of damaged HID lighting elements. There is a risk of injury caused by exposure to Ultra Violet (UV) light, a risk of burns caused by high component operating temperatures, a risk of mercury poisoning through glass splinters produced by bursting HID lighting elements. There is also a risk of poisoning caused by inhalation of mercury vapors and by toxic salts and mercury compounds being ingested or coming into contact with the skin. Do not come into contact with parts that are under high voltage. Persons with active electronic implants (e.g. heart pacemakers) must never work on HID headlamps. Wear insulated safety shoes, safety glasses and protective gloves. Remove flammable materials and ensure sufficient ventilation in the working area. 1. Disconnect and isolate the battery negative cable. 2. Remove the front lamp unit from the vehicle. See: Lighting and Horns/Headlamp/Headlamp Bulb/Service and Repair/Front Lamp Unit Removal. 3. From the underside of the housing (1), remove the two screws (3) that secure the electronic ballast module (2) to the front lamp unit. 4. Pull the module rearward far enough to disengage it from the self-docking connector. 5. Remove the module from the housing. Page 187 Trailer Lighting Module: Service and Repair Trailer Tow Module - Installation INSTALLATION 1. Position the Trailer Module (TM) (1) to the mounting plate (2) and insert the two mounting tabs on the sides of the module into the latch feature (5) cavities in the plate. 2. Push downward on the module until the two latch features integral to the mounting plate are fully engaged over the mounting tabs on the sides of the module. 3. Reconnect the four body wire harness connectors to the module connector receptacles (4). 4. Reinstall the rear seat cushion onto the rear floor panel. See: Body and Frame/Seats/Seat Cover/Service and Repair/Seat Cushion Cover Installation. 5. Reconnect the battery negative cable. Page 385 Keyless Systems - Intermittently Inoperative Keyless Start Control Module: All Technical Service Bulletins Keyless Systems - Intermittently Inoperative NUMBER: 08-010-10 GROUP: Electrical DATE: May 14, 2010 THE wiTECH DIAGNOSTIC APPLICATION IS THE PREFERRED METHOD FOR FLASHING ECUs. HELP USING THE wiTECH DIAGNOSTIC APPLICATION FOR FLASHING AN ECU IS AVAILABLE BY SELECTING "HELP" THEN "HELP CONTENTS" AT THE TOP OF THE wiTECH DIAGNOSTIC APPLICATION WINDOW. THE wiTECH SOFTWARE LEVEL MUST BE AT RELEASE 10.04 OR HIGHER TO PERFORM THIS PROCEDURE. StarMOBILE DESKTOP CLIENT MAY ALSO BE USED TO PERFORM THIS PROCEDURE. SUBJECT: Flash: WIN Module For Intermittent RKE Functions OVERVIEW: This bulletin involves flash reprogramming the Wireless Ignition Node (WIN) with new software. MODELS: 2010 (DS) Ram Truck 1500 2010 (JC) Journey 2010 (LC) Challenger 2010 (LE) International 300 or Charger 2010 (LX) 300 and/or Charger 2010 (WK) Grand Cherokee 2010 (WH) International Grand Cherokee 2010 (XK) Commander 2010 (XH) International Commander SYMPTOM/CONDITION: Customer may experience intermittent FOBIK operating characteristics. Dealers are required to verify the manufacturer of the Wireless Ignition Node Module (WIN) and if necessary, Flash the WIN with updated software. DIAGNOSIS: If the vehicle operator describes the above Symptom/Condition, perform the Repair Procedure. REPAIR PROCEDURE: Check manufacturer of WIN Module 1. Using the wiTECH Diagnostic Application verify the WIN module is manufactured by Marquardt 2. Click on the reports tab on the top of the main page. 3. Select Run/View Reports. 4. Select ECU Details report. 5. Click on the arrow key to run the report. 6. Scroll to the bottom to find the WIN section. Auto Shutdown Relay - Description Main Relay (Computer/Fuel System): Description and Operation Auto Shutdown Relay Description DESCRIPTION The 5-pin, 12-volt, Automatic Shutdown (ASD) relay is located in the Power Distribution Center (PDC). Refer to label on power distribution center cover for relay location. Page 47 Parking Assist Control Module: Description and Operation Park Assist Module - Operation OPERATION The microprocessor in the park assist module contains the park assist system logic circuits. The module uses On-Board Diagnostics (OBD) and can communicate with other electronic modules in the vehicle as well as with the diagnostic scan tool using the Controller Area Network (CAN) data bus. This method of communication is also used for park assist system diagnosis and testing through the 16-way data link connector located on the driver side lower edge of the instrument panel. The module provides voltage to each of the park assist sensors located behind the front and rear bumper fascias and to the front and rear park assist displays. The module then monitors return inputs from each of the sensors and the displays on dedicated hard wired data communication circuits. The sensor inputs allow the module to determine when an obstacle is in the front or rear path of the vehicle and enables the module to calculate the relative location of the obstacle, and whether the distance to that obstacle is increasing or decreasing. Pre-programmed decision algorithms and calibrations allow the module microprocessor to determine the appropriate park assist system outputs based upon the inputs received from the park assist sensors and electronic messages received from other modules in the vehicle over the CAN data bus. When the programmed conditions are met the module sends electronic messages to the park assist displays over a dedicated serial bus to obtain the proper park assist system visual and audible outputs. The module also broadcasts electronic messages over the CAN data bus to enable the other electronic features of the park assist system. The park assist module microprocessor continuously monitors all of the park assist system electrical circuits and components to determine the system readiness. If the module detects a monitored system fault, it sets a Diagnostic Trouble Code (DTC) and sends the appropriate electronic messages to the instrument cluster over the CAN data bus to control operation of certain park assist system audible warnings and textual messages displayed in the reconfigurable display of the instrument cluster. The park assist module receives battery current on a fused ignition switch output (run-start) circuit through a fuse in the Junction Block (JB). The module receives ground through a ground circuit and take out of the underbody wire harness. These connections allow the module to be operational whenever the ignition switch is in the START or ON positions. The hard wired circuits between components related to the park assist module may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the park assist module or the electronic controls or communication between modules and other devices that provide some features of the park assist system. The most reliable, efficient, and accurate means to diagnose the park assist module or the electronic controls and communication related to park assist module operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information. Page 254 1. Connect a battery charger to the vehicle. 2. Connect the scan tool. 3. Have a unique vehicle PIN readily available before running the routine. 4. Ignition key should be in RUN position. CAUTION: If the PCM and WIN are replaced at the same time, the PCM MUST be programmed before the WIN. 5. Select "ECU View". 6. Select "WIN Wireless Control". 7. Select "Miscellaneous Functions." 8. Select "PCM Replaced". 9. Enter the PIN when prompted. 10. Verify the correct information. 11. Cycle ignition key after the successful routine completion. Trailer Tow Module - Description Trailer Lighting Module: Description and Operation Trailer Tow Module - Description DESCRIPTION The Trailer Module (TM) (1) is used only on vehicles manufactured for certain export markets and equipped with a factory-installed trailer towing package. The TM is secured on a molded plastic tray-like mounting plate located on the rear floor panel near the transmission tunnel under the right rear seat cushion. The module is connected to the vehicle electrical system through dedicated take outs and connectors of the body wire harness. There are two mounting tabs (2) integral to the TM housing that secure the module through two latch features integral to the mounting plate. Four connector receptacles (4) containing terminal pins that connect the module to the vehicle electrical system are integral to the one side of the housing. One additional receptacle (3) is not utilized in this application. The TM cannot be adjusted or repaired and, if damaged or ineffective, it must be replaced. Page 426 vehicle operator an indication when the function of that switch is currently active. Only the hazard warning switch push button latches, the manual headlamp leveling switch features a thumbwheel with four detent positions, while the remaining switches feature momentary operation. Four screws secure the switch to the back of the instrument panel center bezel through integral mounting tabs that are molded onto each end of the switch housing. The back of the switch housing has an integral connector receptacle containing terminal pins that connect the switch to the vehicle electrical system through a dedicated take out and connector of the instrument panel wire harness. Panel lamps dimmer controlled illumination lamps integral to the circuit board within the switch provide back lighting for visibility at night, but these lamps are not serviceable. The individual switches in the upper instrument panel switch pod cannot be repaired and are not serviced individually. If any component within the switch pod is ineffective or damaged, the entire upper switch pod must be replaced. Page 18 Entertainment System Control Module: Description and Operation Satellite Video Module Operation OPERATION The satellite video module receives signals from the roof mounted antenna and processes this information before it is sent to the radio. The module operates on both battery feed circuits and CAN bus messages. It will operate with the ignition key in the run or accessory position only. Junction Block - Removal Relay Box: Service and Repair Junction Block - Removal REMOVAL WARNING: Disable the airbag system before attempting any steering wheel, steering column, or instrument panel component diagnosis or service. Disconnect and isolate the battery negative (ground) cable, then wait two minutes for the airbag system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the airbag system. Failure to take the proper precautions could result in accidental airbag deployment and possible personal injury. 1. Disconnect and isolate the battery negative cable. 2. Remove the steering column opening cover (2). This is accomplished by pulling outward on the upper edge of the cover to disengage the retaining clips and removing the screw at the bottom of the cover. 3. Disconnect the two bottom side Junction Block (JB) connectors. Page 335 Tire Pressure Monitor Receiver / Transponder: Service and Repair Tire Pressure Monitoring (TPM) Transponder - Installation Front FRONT TRANSPONDER 1. Install the transponder (2) to the vehicle and reconnect the electrical connector (3). 2. Install the mounting screw (1) for the transponder (2) Tighten to 3 Nm (25 in. lbs.). 3. Install the wheel well housing cover (2). 4. Lower the vehicle. Rear REAR TRANSPONDER Traffic Module - Removal Navigation Module: Service and Repair Traffic Module - Removal REMOVAL 1. Disconnect and isolate the battery negative cable. 2. Remove the rear quarter trim panel. Refer to See: Body and Frame/Interior Moulding / Trim/Trim Panel/Service and Repair/Luggage Compartment Trim/Quarter Trim Panel - Removal. 3. Disconnect the electrical connectors. 4. Remove the mounting fasteners and remove the Traffic Message Center Module (TMC). High Intensity Discharge Ballast - Description Headlamp Igniter Module: Description and Operation High Intensity Discharge Ballast - Description DESCRIPTION Vehicles equipped with the optional High Intensity Discharge (HID) headlamps have an electronic ballast module (1) mounted to the underside of each front lamp unit. The electronic circuitry of the module is contained within a die cast aluminum module housing, which is secured by two screws through two integral mounting lugs (3) to the molded plastic front lamp unit housing. The sealed, self-docking connector receptacle (2) of the module is integral to the side of the housing that mates to the front lamp unit. The connector receptacle contains terminal pins that connect the module to the vehicle electrical system, to the high tension HID cable and to the front lamp unit through dedicated take outs and connectors of the front lamp unit wire harness. The electronic ballast module cannot be adjusted or repaired and, if damaged or ineffective, it must be replaced. Page 376 DealerCONNECT Claim Entry Screen located on the Service tab. Claims submitted will be used by Chrysler to record recall service completions and provide dealer payments. Use the labor operation numbers and time allowances shown. Add the cost of the recall parts package plus applicable dealer allowance to your claim. NOTE: See the Warranty Administration Manual, Recall Claim Processing Section, for complete recall claim processing instructions. Dealer Notification To view this notification on DealerCONNECT, select "Global Recall System" on the Service tab, then click on the description of this notification. Owner Notification and Service Scheduling All involved vehicle owners known to Chrysler are being notified of the service requirement by first class mail. They are requested to schedule appointments for this service with their dealers. A generic copy of the owner letter is included. Enclosed with each owner letter is an Owner Notification postcard to allow owners to update our records if applicable. Vehicle Lists, Global Recall System, VIP and Dealer Follow Up All involved vehicles have been entered into the DealerCONNECT Global Recall System (GRS) and Vehicle Information Plus (VIP) for dealer inquiry as needed. GRS provides involved dealers with an updated VIN list of their incomplete vehicles. The owner's name, address and phone number are listed if known. Completed vehicles are removed from GRS within several days of repair claim submission. To use this system, click on the "Service" tab and then click on "Global Recall System." Your dealer¡C■s VIN list for each recall displayed can be sorted by: those vehicles that were unsold at recall launch, those with a phone number, city, zip code, or VIN sequence. Dealers must perform this repair on all unsold vehicles before retail delivery. Dealers should also use the VIN list to follow up with all owners to schedule appointments for this repair. Recall VIN lists may contain confidential, restricted owner name and address information that was obtained from the Department of Motor Vehicles of various states. Use of this information is permitted for this recall only and is strictly prohibited from all other use. Page 454 Pedal Positioning Switch: Service and Repair Installation INSTALLATION 1. Install the switch (2) to the bin (3). 2. Install the wiring connector. 3. Install the bin (3) into the I/P. 4. Install the I/P end cap (1). 5. Connect the battery negative cable. 6. Verify system operation. Page 379 7. Remove the four WIN mounting screws (Figure 4). 8. Remove the WIN from the rear of the instrument panel bringing it through the opening below the steering column and disconnect the electrical connector from the WIN. 9. Connect the electrical connector to the new WIN and position it back into the instrument panel. 10. Install the four WIN mounting screws through the instrument panel into the WIN and tighten securely (Figure 4). 11. Install the instrument cluster trim cover. Ensuring that the cover snaps into the securing clips. 12. Install the knee bolster steel reinforcement. 13. Install the knee bolster cover (Figure 3). 14. Install the two knee bolster lower instrument panel screws (Figure 3). 15. Install the end cap trim panel (Figure 3). 16. Connect the battery negative cable. 17. Continue with Section E. Obtaining Vehicle Personal Identification Number (PIN). D. (WK/XK) Jeep Grand Cherokee & Commander WIN Replacement 1. Disconnect and isolate the battery negative cable. Page 211 Power Distribution Module: Service and Repair Power Inverter Module - Removal REMOVAL 1. Disconnect and isolate the battery negative cable. 2. Remove the rear seat cushion assembly, See: Body and Frame/Seats/Seat Back/Service and Repair/Seat Back - Removal. 3. Remove the fastener (1) from the inverter module mounting bracket of the (5). 4. Slide the module rearward to release the mounting tabs (3) from the slots in the seat frame (2). 5. Remove the inverter module (4). Removal Pedal Positioning Switch: Service and Repair Removal REMOVAL 1. Disconnect and isolate the battery negative cable. 2. Remove the I/P End Cap (1). 3. Reach into the I/P and push the bin (3) out the front of the I/P. 4. Remove wiring connector. 5. Remove switch (2) from bin (3). Transmission Control Relay - Description Transmission Control System Relay: Description and Operation Transmission Control Relay Description DESCRIPTION NOTE: Due to different power control configurations, the Transmission Control Relay (if equipped) may be referred to as a PCM relay. The relay is supplied fused B+ voltage, energized by the TCM, and is used to supply power to the solenoid pack when the transmission is in normal operating mode. Description and Operation Hood Sensor/Switch (For Alarm): Description and Operation DESCRIPTION The hood ajar switch is a normally closed, single pole, spring-loaded plunger actuated switch. This switch has two unique versions that are used in two different applications. One switch is used only on vehicles equipped with the Vehicle Theft Security System (VTSS) for sale in certain export markets where protection of the underhood area is required equipment. The second switch is used only on domestic vehicles equipped with an optional remote starter system. The molded plastic switch body (5) has an integral molded connector receptacle (1) on the lower end containing two terminal pins. The switch is connected to the vehicle electrical system through a dedicated take out of the headlamp and dash wire harness. Two integral latches (2) lock the switch into a keyed mounting hole in the stamped steel switch mounting bracket. The mounting bracket is secured with screws to the left inner fender shield near the fender ledge in the engine compartment. The underside of the hood panel inner reinforcement actuates the switch plunger as the hood panel is closed. The switch plunger (3) extends through a mounting collar (4) and a sleeve-like retainer ring on the upper end of the switch body. The retainer ring has a one time, self-adjustment feature that is activated after the switch is installed by closing the hood. The retainer ring is also color-coded to aid in identifying the switch application. A dark brown retainer ring identifies the underhood security switch application, while a white retainer ring identifies the remote starter system application. An installed hood ajar switch cannot be readjusted or repaired. If the switch is damaged, ineffective, or requires readjustment, it must be replaced with a new unit. Page 377 Additional Information If you have any questions or need assistance in completing this action, please contact your Service and Parts District Manager. Customer Services Field Operations Chrysler Group LLC A. Inspect Win Receiver Operation (All Models) 1. Insert FOBIK in the WIN receiver. 2. Place the ignition in the "RUN" position. 3. Shift the gear shift lever from the "PARK" position to the "NEUTRAL" position. 4. With the gear shifter in the "NEUTRAL" position, attempt to turn the FOBIK counterclockwise to the "OFF" position and remove the FOBIK from the WIN receiver. > If the FOBIK can be removed from the WIN receiver with the gear shift lever in "NEUTRAL," continue with one of the following sections: > B. (DS/DJ/D2) Ram 1500/2500/3500 Truck WIN Replacement > C. (LC/LX) Dodge Challenger/Charger & Chrysler 300 WIN Replacement > D. (WK/XK) Jeep Grand Cherokee & Commander WIN Replacement > If the FOBIK cannot be removed with the gear shift lever in "NEUTRAL,"continue with Step 5 of this procedure. 5. Place the gear shift lever in the "PARK" position and remove the FOBIK from the WIN receiver. 6. Repeat Steps 1 through 4 of this procedure 49 times. > If the FOBIK can be removed while the gear shift lever is in the "NEUTRAL" position during any of the 50 test cycles, replace the WIN receiver. > If the FOBIK cannot be removed while the gear shift is in the "NEUTRAL" position after 50 test cycles, return the vehicle to the customer. NOTE: Only one FOBIK needs to be used to perform this test. There is no need to cycle test both FOBIK's 50 times. B. (DS/DJ/D2) Ram 1500/2500 Truck WIN Replacement 1. Disconnect and isolate the battery negative cable. 2. Remove the instrument panel knee bolster (Figure 1). 3. Remove the four Wireless Ignition Node (WIN) receiver mounting screws (Figure 2). Page 309 7. Check the supplier ID. Is the Supplier Marquardt? a. No>>> Inspection is complete. Please refer to normal diagnostics for the customers concern. b. Yes>>> Continue with step 8. 8. Now check the software version listed on the same page. Is the WIN software version lower than 10.02.01? a. No>>> Inspection is complete check for other issues causing customer concern b. Yes>>> Continue with the repair procedure step 9. NOTE: If this flash process is interrupted/aborted, the flash should be restarted. 9. Using the wiTECH Diagnostic Application for flashing a WIN is made available through the wiTECH Diagnostic Application. For instructions select the "HELP tab on upper portion of the wiTECH window, then "HELP CONTENTS. This will open the Welcome to wiTECH Help screen were help topics can now selected. 10. Clear any DTC's that may have been set in other modules due to reprogramming. The wiTECH application will automatically present all DTCs after the flash and allow the tech to clear them. POLICY: Reimbursable within the provisions of the warranty. TIME ALLOWANCE: FAILURE CODE: Disclaimer: This bulletin is supplied as technical information only and is not an authorization for repair. Description Fuel Pump Relay: Description and Operation Description DESCRIPTION The 5-pin, 12-volt, fuel pump relay is located in the Power Distribution Center (PDC). Refer to the label on the power distribution center cover for relay location. Page 157 Fog/Driving Lamp Relay: Description and Operation Rear Fog Lamp Relay - Description DESCRIPTION The rear fog lamp relay is a conventional International Standards Organization (ISO) micro relay. Relays conforming to the ISO specifications have common physical dimensions, current capacities, terminal patterns, and terminal functions. This relay is contained within a small, rectangular, molded plastic housing and is connected to all of the required inputs and outputs through five integral male spade-type terminals that extend from the relay base plate. The rear fog lamp relay is located in the Integrated Power Module (IPM) in the engine compartment near the battery. Refer to the layout label on the underside of the IPM cover for specific relay cavity assignment information. The rear fog lamp relay cannot be adjusted or repaired and, if ineffective or damaged, the unit must be replaced. Page 63 Door Module: Description and Operation Door Module - Operation OPERATION The door module receives input from the door lock switches and sends that message to the cluster for door lock operation (vehicles equipped with memory system only). It also controls the mirror adjustment by receiving input from the mirror switch on the door trim panel. Sensors in the mirrors act as inputs to the door module in order to position the mirrors to presets by the driver(s). The power supply to the mirrors is supplied by the door modules. On vehicles equipped with a memory system, the front door ajar switches are inputs to the door module. The modules use this information for door lock inhibit etc. A memory setting is saved by pressing the "set" button, then pressing either the memory "1" or "2" button within 5 seconds of pressing the "set" button. A memory setting is recalled by pressing either the memory "1" or "2" button, or by pressing the unlock button on a "linked" Remote Keyless Entry (RKE) transmitter. For driver safety, memorized settings can not be recalled if the transmission is in a position other than Park or the seat belt is latched. Both driver and passenger door modules provide active and stored Diagnostic Trouble Codes (DTC's) to aid in diagnosis. Both modules are identical in appearance with the exception of an extra ground wire on the driver side door module. Page 218 Relay Box: Description and Operation Junction Block - Description DESCRIPTION An electrical Junction Block (JB) is concealed beneath the driver side of the instrument panel in the passenger compartment of the vehicle. The JB is accessed by pulling down on the steering column opening cover (2) exposing the lower steering column and portions of the instrument panel wiring harness. The JB combines the functions previously provided by a separate fuseblock module and relay center. The JB serves to simplify and centralize numerous electrical components, as well as to distribute electrical current to many of the accessory systems in the vehicle. It also eliminates the need for numerous splice connections. The JB houses blade-type mini fuses, blade-type automatic resetting circuit breakers and International Standards Organization (ISO) relays. The molded plastic JB housing is secured with four screws and two snap retainers to the JB mounting bracket behind the instrument panel steering column opening cover (3). The steering column opening cover can be pulled downward to disengage the latches and provide service access to all of the fuses, relays and wire harness connectors (1) of the JB. Refer to Steering Column Opening Cover in Body for additional service information. The JB contains six relays that are integral to the housing assembly. The relays cannot be replaced separately. If any of the relays are diagnosed inoperative or damaged the complete JB unit must be replaced. The six relays are: - Lock relay - Unlock relay - Driver door unlock relay - Rear wiper relay - Ignition "RUN" relay - Ignition "RUN/ACCESSORY DELAY" relay The JB unit cannot be repaired and is only serviced as an assembly. If any internal circuit or the JB housing is inoperative or damaged, the entire JB unit must be replaced, See: Maintenance/Fuses and Circuit Breakers/Fuse Block/Service and Repair/Junction Block - Removal for the appropriate Page 438 Parking Assist Distance Sensor: Description and Operation Park Assist Sensor - Operation OPERATION The park assist sensors are ultrasonic transceivers that are completely controlled by the park assist module. The sensors transmit and receive ultrasonic signals. The sensors each receive battery current and ground in parallel from the module, but are each connected to individual dedicated serial bus communication circuits to the module. Each sensor membrane is oscillated, then quieted by the module in a pulsing fashion. While the sensor membrane oscillates, it emits an ultrasonic signal. This signal will bounce or echo off of objects in the path of the vehicle. While quieted, each membrane receives the echoes of the ultrasonic signals it and the other sensors have transmitted. The sensors then communicate this echo data over the serial bus lines back to the module. The microprocessor in the module uses the intervals between the ultrasonic transmission and reception data from the sensors to calculate the distance to any obstacles identified by the ultrasonic echoes. The hard wired circuits between components related to the park assist sensors may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the park assist sensors or the electronic controls or communication between modules and other devices that provide some features of the park assist system. The most reliable, efficient, and accurate means to diagnose the park assist sensors or the electronic controls and communication related to park assist sensor operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information. Description and Operation Pedal Positioning Module: Description and Operation DESCRIPTION The Adjustable Pedals Module (APM) is located underneath the driver seat, towards the front and on the outboard side. It is used in conjunction with the other modules in the memory system. Page 253 The secret key is an ID code that is unique to each WIN. This code is programmed and stored in the WIN, the PCM, and each ignition key transponder chip. When the PCM or WIN is replaced, it is necessary to program the Secret Key Code into the new module using a diagnostic scan tool. Follow the programming steps outlined in the diagnostic scan tool for PCM REPLACED, WIN REPLACED, or TIPM REPLACED under MISCELLANEOUS FUNCTIONS for the WIRELESS CONTROL MODULE menu item as appropriate. NOTE: Programming the PCM or WIN is done using a diagnostic scan tool and a PIN to enter secure access mode. If three attempts are made to enter secure access mode using an incorrect PIN, secure access mode will be locked out for one hour. To exit this lockout mode, turn the ignition to the RUN position for one hour and then enter the correct PIN. Be certain that all accessories are turned OFF. Also, monitor the battery state and connect a battery charger if necessary. PCM/WIN PROGRAMMING When an PCM and the WIN are replaced at the same time, perform the following steps in order: 1. Program the new WIN. 2. Replace all ignition keys and program them to the new WIN. PROGRAMMING THE WIN CAUTION: Read all notes and cautions for programming procedures. 1. Connect a battery charger to the vehicle. 2. Connect the scan tool. NOTE: Have a unique vehicle PIN readily available before running the routine CAUTION: If the PCM and WIN are replaced at the same time, the PCM MUST be programmed before the WIN. 3. Select "ECU View." 4. Select "WIN". 5. Select "Miscellaneous Functions." 6. Select "WIN Replaced". 7. Enter the PIN when prompted. 8. Cycle ignition key after the successful routine completion. NOTE: If the PCM and the WIN are replaced at the same time, all vehicle keys will need to be replaced and programmed to the new WIN. PROGRAMMING IGNITION KEYS TO THE WIN Each FOBIK has a unique ID code that is assigned at the time the key is manufactured. When a key is programmed into the WIN, the module learns the transponder ID code and the transponder acquires the unique Secret Key ID code from the WIN. CAUTION: Read all notes and cautions for programming procedures. 1. Connect a battery charger to the vehicle. 2. Connect the scan tool. 3. Have a unique vehicle PIN readily available before running the routine. 4. Ignition key should be in RUN position. 5. Select "ECU View". 6. Select "WIN Wireless Control". 7. Select "Miscellaneous Functions." 8. Select "Program Ignition Keys or Key FOBs", Start 9. Enter the PIN when prompted. 10. Verify the correct information. 11. Cycle ignition key after the successful routine completion. NOTE: If the original keys do not successfully program to the new WIN after the proper procedures are followed correctly, programming new keys will be necessary. NOTE: A maximum of eight keys can be learned by the WIN. Once a key is learned by a WIN, that key has acquired the Secret Key for that WIN and cannot be transferred to any other WIN or vehicle. PROGRAMMING THE PCM CAUTION: Read all notes and cautions for programming procedures. Page 158 Fog/Driving Lamp Relay: Description and Operation Rear Fog Lamp Relay - Operation OPERATION The rear fog lamp relay is an electromechanical switch that uses a low current input from the Front Control Module (FCM) (located in the Integrated Power Module/IPM) to control a high current output to the rear fog lamps. Within the relay are an electromagnetic coil, a movable contact and two fixed contact points. A resistor is connected in parallel with the coil, and helps to dissipate voltage spikes and electromagnetic interference that can be generated as the field of the relay coil collapses. The movable common supply contact point is held against the fixed normally closed contact point by spring pressure. When the relay coil is energized, an electromagnetic field is produced by the coil windings. This field draws the movable contact away from the normally closed contact, and holds it against the normally open contact. When the relay coil is de-energized, spring pressure returns the movable contact back against the normally closed contact. The inputs and outputs of the rear fog lamp relay include: - Common Supply Terminal (30) - The common feed terminal is connected to a fused B(+) circuit at all times. - Coil Ground Terminal (85) - The coil ground terminal is connected to a control output of the FCM through a rear fog lamp relay control circuit. The FCM controls rear fog lamp operation by controlling a ground path through this circuit. - Coil Battery Terminal (86) - The coil battery terminal is connected to a fused B(+) circuit at all times. - Normally Open Terminal (87) - The normally open terminal is connected to the rear fog lamps through a rear fog lamp relay output circuit and provides battery voltage to the rear fog lamps whenever the relay is energized. - Normally Closed Terminal (87A) - The normally closed terminal is not connected to any circuit in this application, but will have battery voltage present whenever the relay is de-energized. The rear fog lamp relay as well as the hard wired inputs and outputs of the relay may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. Adjustable Pedal Module - Removal Pedal Positioning Module: Service and Repair Adjustable Pedal Module - Removal REMOVAL 1. Disconnect and isolate the battery negative cable. 2. Remove the driver seat cushion/cover (2) See: Body and Frame/Seats/Seat Cover/Service and Repair/Seat Cushion Cover - Removal. 3. Pivot the module upward and disconnect the electrical connectors (1). 4. Unsnap the adjustable pedals module (4) from the side brackets. 5. Pull the module rearward to remove it from the front of the seat frame (3). Page 69 Door Module: Service and Repair Door Module - Installation INSTALLATION 1. Position module on door trim panel and install fasteners. 2. If applicable, first connect the black 12-way electrical connector (3), then connect the brown 20-way electrical connector (2). The connect the black 10-way electrical connector to the module (1). 3. Install the door trim panel See: Body and Frame/Doors, Hood and Trunk/Doors/Front Door/Front Door Panel/Service and Repair/Front Door Trim Panel - Installation. 4. Connect the battery negative cable. Occupant Restraint Controller - Description Air Bag Control Module: Description and Operation Occupant Restraint Controller - Description DESCRIPTION The Occupant Restraint Controller (ORC) (1) is secured with three screws to a stamped steel mounting bracket welded onto the top of the floor panel transmission tunnel adjacent to the park brake mechanism and beneath the center floor console in the passenger compartment of the vehicle. Concealed within a hollow in the center of the die cast aluminum ORC housing is the electronic circuitry of the ORC which includes a microprocessor, an electronic impact sensor, an electronic safing sensor, and an energy storage capacitor. A stamped metal cover plate is secured to the bottom of the ORC housing with seven screws to enclose and protect the internal electronic circuitry and components. An arrow (2) printed on the label (3) on the top of the ORC housing provides a visual verification of the proper orientation of the unit, and should always be pointed toward the front of the vehicle. The ORC housing has integral mounting flanges (4) on the left front and rear corners and near the center of the right side. The stamped metal cover plate has two integral locating pins on its lower surface. Two molded plastic electrical connector receptacles (5) exit the forward facing side of the ORC housing. These receptacles connect the ORC to the vehicle electrical system through two dedicated take outs and connectors, one from the instrument panel wire harness and the second from the body wire harness. The impact sensor and safing sensor internal to the ORC are calibrated for the specific vehicle, and are only serviced as a unit with the ORC. In addition, there are unique versions of the ORC for vehicles with or without the optional side curtain airbags. The ORC cannot be repaired or adjusted and, if damaged or ineffective, it must be replaced. Page 431 Integrated Accessory Switch Assembly: Service and Repair Instrument Cluster Switch Pod Installation Lower LOWER WARNING: To avoid serious or fatal injury on vehicles equipped with airbags, disable the Supplemental Restraint System (SRS) before attempting any steering wheel, steering column, airbag, seat belt tensioner, impact sensor, or instrument panel component diagnosis or service. Disconnect and isolate the battery negative (ground) cable, then wait two minutes for the system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the SRS. Failure to take the proper precautions could result in accidental airbag deployment. NOTE: There may be several different instrument panel lower switch pods available, depending upon the optional equipment content of the vehicle. Be certain that a replacement lower switch pod matches the optional equipment of the vehicle into which it is being installed. 1. Position the lower instrument panel switch pod (1) to the back of the center bezel (3). 2. Install and tighten the four screws (2) that secure the lower switch pod to the center bezel. Tighten the screws securely. 3. Reconnect the wire harness connector to the back of the lower switch pod. 4. Reinstall the center bezel onto the instrument panel. 5. Reconnect the battery negative cable. Upper UPPER WARNING: To avoid serious or fatal injury on vehicles equipped with airbags, disable the Supplemental Restraint System (SRS) before attempting any steering wheel, steering column, airbag, seat belt tensioner, impact sensor, or instrument panel component diagnosis or service. Disconnect and isolate the battery negative (ground) cable, then wait two minutes for the system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the SRS. Failure to take the proper precautions could result in accidental airbag deployment. NOTE: There are several different instrument panel upper switch pods available, depending upon the optional or required equipment content of the vehicle. Be certain that a replacement upper switch pod matches the optional and required equipment of the vehicle into which it is being installed. Page 184 Trailer Lighting Module: Description and Operation Trailer Tow Module - Operation OPERATION The microprocessor within the Trailer Module (TM) contains the trailer tow lighting and electrical control logic circuits. The module uses On-Board Diagnostics (OBD) and can communicate with other electronic modules in the vehicle as well as with the diagnostic scan tool using the Controller Area Network (CAN) data bus. This method of communication is also used for trailer tow lighting and electrical control system diagnosis and testing through the 16-way data link connector located on the driver side lower edge of the instrument panel. Pre-programmed decision algorithms allow the TM microprocessor to determine the appropriate trailer tow electrical control outputs based upon hard wired inputs from the brake lamp switch and the ignition switch as well as from electronic message inputs received from the Front Control Module (FCM) over the CAN data bus. When the programmed conditions are met, the TM provides voltage to the appropriate trailer tow lighting and electrical control circuits. These circuits feed the trailer circuits through dedicated trailer tow wiring in the vehicle and the trailer tow connector on the trailer hitch platform. The TM also continuously monitors the resistance through each of these electrical output circuits, which allows the module logic circuits to detect problems and determine the system readiness. If the module detects a monitored system fault, it sets a Diagnostic Trouble Code (DTC) and sends the appropriate electronic messages to the FCM over the CAN data bus. The FCM responds to these messages by increasing the flash rate of the turn signal circuits and transmitting electronic messages to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN. The EMIC then provides feedback to the vehicle operator by increasing the flash rate of the turn signal indicators and increasing the click rate of a solid state relay that emulates the audible output of an electromechanical turn signal flasher. The TM receives battery current on a fused B(+) circuit and a fused ignition switch output (run-start) circuit through fuses in the Junction Block (JB). The module receives ground through a ground circuit and take out of the body wire harness. These connections allow the module to be operational regardless of the ignition switch position. The hard wired inputs and outputs of the TM may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the TM or the electronic controls or communication between modules and other devices that provide some features of the trailer tow lighting system. The most reliable, efficient, and accurate means to diagnose the TM or the electronic controls and communication related to TM operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information. Page 179 Parking Lamp Relay: Description and Operation Parking Lamp Relay - Operation OPERATION The park lamp relay is an electromechanical switch that uses a low current input from the Front Control Module (FCM) (located on the Integrated Power Module/IPM) to control a high current output to the park lamps. Within the relay are an electromagnetic coil, a movable contact and two fixed contact points. A resistor is connected in parallel with the coil, and helps to dissipate voltage spikes and electromagnetic interference that can be generated as the field of the relay coil collapses. The movable common supply contact point is held against the fixed normally closed contact point by spring pressure. When the relay coil is energized, an electromagnetic field is produced by the coil windings. This field draws the movable contact away from the normally closed contact, and holds it against the normally open contact. When the relay coil is de-energized, spring pressure returns the movable contact back against the normally closed contact. The inputs and outputs of the park lamp relay include: - Common Supply Terminal (30) - The common feed terminal is connected to the park lamps through a park lamp relay output circuit and provides battery voltage through the movable contact to the park lamps whenever the relay is energized. - Coil Ground Terminal (85) - The coil ground terminal is connected to a control output of the FCM through a park lamp relay control circuit. The FCM controls park lamp operation by controlling a ground path through this circuit. - Coil Battery Terminal (86) - The coil battery terminal is connected to a fused B(+) circuit at all times. - Normally Open Terminal (87) - The normally open terminal is connected to a fused B(+) circuit at all times. - Normally Closed Terminal (87A) - The normally closed terminal is not connected to any input circuit in this application, but will be connected to the park lamp relay output circuit through the movable contact whenever the relay is de-energized. The park lamp relay as well as the hard wired inputs and outputs of the relay may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. Page 166 Headlamp Alignment Control Module: Service and Repair Headlamp Leveling Module - Installation INSTALLATION WARNING: To avoid serious or fatal injury when working on the High Intensity Discharge (HID) headlamp system, be certain to take the proper precautions. The headlamp switch must be in the OFF position. Disconnect and isolate the battery negative cable. There is a risk of death caused by contact with high voltage used in the HID headlamps. There is a risk of explosion or fire caused by highly flammable materials in the vicinity of damaged HID lighting elements. There is a risk of injury caused by exposure to Ultra Violet (UV) light, a risk of burns caused by high component operating temperatures, a risk of mercury poisoning through glass splinters produced by bursting HID lighting elements. There is also a risk of poisoning caused by inhalation of mercury vapors and by toxic salts and mercury compounds being ingested or coming into contact with the skin. Do not come into contact with parts that are under high voltage. Persons with active electronic implants (e.g. heart pacemakers) must never work on HID headlamps. Wear insulated safety shoes, safety glasses and protective gloves. Remove flammable materials and ensure sufficient ventilation in the working area. 1. Position the Automatic Headlamp Leveling Module (AHLM) (2) close enough to the receptacle on the bottom of the right front lamp unit housing (4) to reconnect the front lamp unit wire harness connector to the connector receptacle on the upward-facing side of the AHLM. 2. Position the AHLM into the receptacle on the bottom of the lamp housing. 3. Position the cover plate (1) over the AHLM on the bottom of the lamp housing. 4. Install and tighten the four screws that secure the cover plate and the AHLM to the lamp housing. Tighten the screws securely. 5. Reinstall the right front lamp unit into the vehicle. See: Lighting and Horns/Headlamp/Headlamp Bulb/Service and Repair/Front Lamp Unit - Installation. 6. Reconnect the battery negative cable. NOTE: On vehicles equipped with the optional High Intensity Discharge (HID) headlamps, when the Automatic Headlamp Leveling Module (AHLM) is replaced with a new unit, a diagnostic scan tool MUST be used to initialize the new AHLM before the automatic headlamp leveling system can operate properly. Follow the steps outlined in the diagnostic scan tool under the AHLM Electronic Control Unit (ECU), More Options, System Tests menu item for Calibrate. Page 324 Steering Mounted Controls Communication Module: Description and Operation Steering Column Module - Operation OPERATION The microprocessor-based Steering Control Module (SCM) utilizes integrated circuitry to monitor hard wired analog and multiplexed inputs from both the right and left multi-function switches. In response to those inputs, the internal circuitry of the SCM allow it to transmit electronic message outputs to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) over the Local Interface Network (LIN) data bus. In response to those inputs the internal circuitry and programming of the EMIC, which is also the LIN master module in the vehicle, allow it to control and integrate many electronic functions and features of the vehicle through both hard wired outputs and the transmission of electronic message outputs to other electronic modules in the vehicle over the Controller Area Network (CAN) data bus. See: Powertrain Management/Computers and Control Systems/Information Bus/Description and Operation/Communication - Description. The SCM is connected to both a fused B(+) circuit and a fused ignition switch output (run-start) circuit. It receives a path to ground at all times. These connections allow it to remain functional regardless of the ignition switch position. Any input to the SCM that controls a vehicle system function that does not require that the ignition switch be in the ON position such as turning on the lights, prompts the SCM to wake up and transmit on the LIN data bus. The hard wired circuits between components related to the SCM may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SCM or the electronic controls or communication between modules and other devices that provide some features of the SCM. The most reliable, efficient, and accurate means to diagnose the SCM or the electronic controls and communication related to SCM operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information. Page 334 1. Raise and support the vehicle. 2. Remove the mounting screw (1) for the transponder (4). 3. Disconnect the electrical connector (3) and remove the transponder (4) from the vehicle. Description and Operation Remote Switch: Description and Operation OPERATION The six switches in the two remote radio switch units are normally open, resistor multiplexed momentary switches that are hard wired to the Instrument cluster through the clockspring. The instrument cluster sends a five volt reference signal to both switch units on one circuit, and senses the status of all of the switches by reading the voltage drop on a second circuit. When the instrument cluster senses an input (voltage drop) from any one of the remote radio switches, it sends the proper switch status messages on the Controller Area Network (CAN) data bus to the radio. The electronic circuitry within the radio is programmed to respond to these remote radio switch status messages by adjusting the radio settings as requested. Page 293 3. Reconnect the instrument panel (3) (C2) and body (4) (C1) wire harness connectors to the ORC (2) connector receptacles located on the forward facing side of the module. Be certain that the latches and the red CPA locks on both connectors are each fully engaged. 4. Reinstall the center console onto the top of the floor panel transmission tunnel (1). See: Body and Frame/Interior Moulding / Trim/Console/Service and Repair/Floor Console - Installation. 5. Do not reconnect the battery negative cable at this time. The Supplemental Restraint System (SRS) verification test procedure should be performed following service of any SRS component. See: Restraint Systems/Service and Repair. Page 366 To exit the "lockout mode," place the ignition in the "RUN" position for one hour and then enter the correct PIN. Be certain that all accessories are turned OFF and the left front door is open for the entire hour. Also, monitor the battery state and connect a battery charger if necessary. 1. Connect a battery charger to the vehicle. 2. Connect the wiTECH scan tool. NOTE: Have the vehicle's PIN readily available before running the routine. 3. Starting at the "Vehicle View" screen, select "WCM/WIN". 4. Select "Miscellaneous Functions" tab. 5. Select "WIN Replaced". 6. Enter the PIN when prompted. 7. Follow the on screen instructions. 8. Continue with Section G. Frequency Operated Button Integrated Key (FOBIK) Transponders. G. Program the Frequency Operated Button Integrated Key (FOBIK) Transponder NOTE: Each Frequency Operated Button Integrated Key (FOBIK) has a unique ID code that is assigned at the time the key is manufactured. When a key is programmed into the WIN, the module learns the transponder ID code and the transponder acquires the unique Secret Key ID code from the WIN. NOTE: When the WIN is replaced, a diagnostic scan tool must be used to program the FOBIK's transponders so they will interface with the new WIN receiver. At least two FOBIK transponders must be programmed before the vehicle can be operated. 1. Have the vehicle's PIN readily available before running the routine. 2. Place the ignition key in "RUN" position. 3. Starting at the "Vehicle View" screen, select "WCM/WIN". 4. Select the "Miscellaneous Functions" tab. 5. Select "Program Ignition Keys or Key FOBs". 6. Enter the PIN when prompted. 7. Follow the on screen instructions. 8. For vehicles equipped: > with premium Tire Pressure Monitoring (TPM) system, continue with Section H. Program Spare Tire Pressure Sensor. > with only "Auto-Up" front window feature or with "Auto-Up" front window feature and Electronic Stability Program (ESP), continue with Section I. Calibrate Door Module. > with only Electronic Stability Program (ESP), continue with Section J. Calibrate the Steering Angle Sensor (SAS) > without premium Tire Pressure Monitoring (TPM) system, "Auto-Up" front window feature or Electronic Stability Program (ESP) clear all Diagnostic Trouble Codes (DTC's), disconnect and remove the wiTECH VCI pod, remove the battery charger and return the vehicle to the customer. H. Program Spare Tire Pressure Sensor (WK/XK) NOTE: On vehicles equipped with a premium Tire Pressure Monitoring (TPM) system, when the Wireless Ignition Node (WIN) is replaced, the WIN must be programmed with the ID number and location of the spare tire pressure sensor mounted in the wheel of the spare tire. This is done by using Special Tool CH9936 TPM-RKE Analyzer. 1. Determine the spare tire TPS pressure sensor ID number using the following procedure: Page 142 Control Module HVAC: Description and Operation Blower Motor Power Module - Operation OPERATION The blower motor power module is connected to the vehicle electrical system through a dedicated lead and connector of the HVAC wire harness. A second connector receptacle receives the wire harness connector from the blower motor. The blower motor power module allows the microprocessor-based automatic temperature control (ATC) A/C-heater control to calculate and provide infinitely variable blower motor speeds based upon either manual blower switch input or the ATC programming using a pulse width modulated (PWM) circuit strategy. The PWM voltage is applied to a comparator circuit which compares the PWM signal voltage to the blower motor feedback voltage. The resulting output drives the power module circuitry, which provides a linear output voltage to change or maintain the desired blower speed. The blower motor power module is diagnosed using a scan tool See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures The blower motor power module cannot be adjusted or repaired and must be replaced if inoperative or damaged. Memory Seat Module - Removal Memory Positioning Module: Service and Repair Memory Seat Module - Removal REMOVAL 1. Disconnect and isolate the battery negative cable. 2. Remove the driver seat cushion/cover (2) See: Body and Frame/Seats/Seat Cover/Service and Repair/Seat Cushion Cover - Removal. 3. Pivot the module upward and disconnect the electrical connectors (1). 4. Unsnap the memory seat module (4) from the side brackets. 5. Pull the module rearward to remove it from the front of the seat frame (3). Procedures Engine Control Module: Procedures TCM Quick Learn QUICK LEARN - 4.7L/5.7L VEHICLES The quick learn procedure requires the use of the scan tool. This program allows the electronic transmission system to re-calibrate itself. This will provide the proper transmission operation. The quick learn procedure should be performed if any of the following procedures are performed: - Transmission Assembly Replacement - Transmission Control Module Replacement - Solenoid Pack Replacement - Clutch Plate and/or Seal Replacement - Valve Body Replacement or Recondition To perform the Quick Learn Procedure, the following conditions must be met: - The brakes must be applied - The engine speed must be above 500 rpm - The throttle angle (TPS) must be less than 3 degrees - The shift lever position must stay in PARK until prompted to shift to overdrive - The shift lever position must stay in overdrive after the Shift to Overdrive prompt until the scan tool indicates the procedure is complete - The calculated oil temperature must be above 15.5° C (60° F) and below 93° C (200° F) TCM Drive Learn DRIVE LEARN - 4.7L/5.7L VEHICLES When a transmission is repaired and a Quick Learn procedure has been performed on the Transmission Control Module (TCM), the following Drive Learn procedure can be performed to fine tune any shifts which are particularly objectionable. NOTE: It is not necessary to perform the complete Drive Learn procedure every time the TCM is Quick Learned. Perform only the portions which target the objectionable shift. LEARN A SMOOTH 1ST NEUTRAL TO DRIVE SHIFT Perform this procedure only if the complaint is for a delayed or harsh shift the first time the transmission is put into gear after the vehicle is allowed to set with the engine not running for at least 10 minutes. Use the following steps to have the TCM learn the 1st N-D UD CVI. NOTE: The transmission oil temperature must be between 27-43° C (80-110° F). 1. Start the engine only when the engine and ignition have been off for at least ten (10) minutes. 2. With the vehicle at a stop and the service brake applied, record the 1st N-D UD CVI while performing a Neutral to Drive shift. The 1st N-D UD CVI accounts for air entrapment in the UD clutch that may occur after the engine has been off for a period of time. 3. Repeat 1 and 2 until the recorded 1st N-D UD CVI value stabilizes. NOTE: It is important that this procedure be performed when the transmission temperature is between 27-43° C (80-110° F). If this procedure takes too long to complete fully for the allowed transmission oil temperature, the vehicle may be returned to the customer with an explanation that the shift will improve daily during normal vehicle usage. The TCM also learns at higher oil temperatures, but these values (line pressure correction values) are not available for viewing on the scan tool. LEARN A SMOOTH NEUTRAL TO DRIVE GARAGE SHIFT Perform this procedure if the complaint is for a delayed or harsh shift when the transmission is put into gear after the vehicle has had its first shift. Use the following steps to have the TCM learn the Norm N-D UD CVI. NOTE: The transmission oil temperature must be between 27-43° C (80-110° F) to learn the UD CVI. Additional learning occurs at temperatures as low as -18° C (0° F) and as high as 93° C (200° F). This procedure may be performed at any temperature that experiences poor shift quality. Although the UD CVI may not change, shift quality should improve. 1. Start the vehicle engine and shift to drive. 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. Page 364 2. Unsnap the cluster bezel from the instrument panel (Figure 6). 3. Remove the knee bolster from the instrument panel (Figure 7). 4. Using a trim stick or another suitable wide flat-bladed tool, carefully pry the bezel around the ignition switch until it unsnaps from the instrument panel (Figure 7). Intrusion Module - Description Alarm Module: Description and Operation Intrusion Module - Description DESCRIPTION An intrusion module (1) is part of the premium version of the Vehicle Theft Alarm (VTA) in the Vehicle Theft Security System (VTSS). The premium version of the VTA is only available in vehicles built for certain markets, where the additional features offered by this system are required. The intrusion module is located in the passenger compartment. This unit is designed to work in conjunction with the intrusion sensor transmitter and intrusion sensor receiver to provide interior motion detection and serves as the interface between the Front Control Module (FCM), the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) and the alarm siren. The intrusion module has two integral mounts (2) that are secured by nuts to two weld studs on the right quarter inner panel just behind the right rear wheel house. The module is concealed beneath the quarter inner trim panel. Concealed within the molded plastic housing is the circuitry of the module, which includes a microprocessor. The module is connected through an integral connector receptacle (3) to the vehicle electrical system by a take out and connector of the body wire harness. The intrusion module unit cannot be adjusted or repaired and, if ineffective or damaged, it must be replaced. Page 145 Control Module HVAC: Service and Repair Blower Motor Power Module - Installation INSTALLATION NOTE: LHD model shown. RHD model similar. 1. Position the blower motor power module (2) into the HVAC housing (4). 2. Install the two screws (3) that secure the blower motor power module to the HVAC housing. Tighten the screws to 2 Nm (17 in. lbs.). 3. Connect the two wire harness connectors (1) to the blower motor power module. 4. On LHD models, install the glove box into the instrument panel See: Body and Frame/Interior Moulding / Trim/Glove Compartment/Service and Repair/Instrument Panel Glove Box - Installation. 5. On RHD models, install the instrument panel silencer onto the passenger side of the instrument panel. 6. Reconnect the negative battery cable. Page 8 Alarm Module: Description and Operation Intrusion Module - Operation OPERATION The microprocessor in the intrusion module contains the motion detection logic circuits and controls all of the features of the premium version of the Vehicle Theft Alarm (VTA). The module uses On-Board Diagnostics (OBD) and can communicate with other modules in the vehicle as well as with a diagnostic scan tool using the Controller Area Network (CAN) data bus. This method of communication is used by the module to communicate with the Front Control Module (FCM) and the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN). The module also communicates with the alarm siren over a dedicated serial bus circuit. The intrusion module microprocessor continuously monitors inputs from the intrusion sensor transmitter and receiver as well as inputs from the EMIC and the alarm siren module. The module energizes the intrusion sensor transmitter, which transmits ultrasonic signals into the vehicle cabin through a transmit transducer, then monitors the current draw of the transmitter to detect problems with the transmitter and transmitter circuits. The module also energizes the intrusion sensor receiver, which listens to the ultrasonic signals through a receive transducer as they bounce off of objects in the vehicle interior, then monitors the current draw of the receiver for data signals and to detect problems with the receiver and receiver circuits. If an object is moving in the interior, a detection circuit in the module senses this movement through the modulation of the returning data signals from the receiver. If movement is detected, the intrusion module sends an electronic message to the FCM over the CAN data bus to flash the exterior lighting and sends another message to the alarm siren module over the dedicated serial bus line to sound the siren. When the EMIC or FCM detect a breach in the perimeter protection through a door, liftgate, flip-up glass, or hood ajar switch input, they send an electronic message to the intrusion module and the module sends a message to the FCM to flash the exterior lighting and a message to the alarm siren module to sound the siren. The module also monitors message inputs from the alarm siren module for siren battery or siren input/output circuit tamper alerts, and siren battery condition alerts, then sets active and stored Diagnostic Trouble Codes (DTC) for any monitored system faults it detects. An active fault only remains for the current ignition switch cycle, while a stored fault causes a DTC to be stored in memory by the module. If a fault does not recur for 50 ignition cycles, the module will automatically erase the stored DTC. The intrusion module receives battery voltage on a fused B(+) circuit through a fuse in the Junction Block (JB), and is grounded at all times through a hard wired remote ground point. These connections allow the module to remain operational, regardless of the ignition switch position. The hard wired circuits of the intrusion module may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the intrusion module or the electronic controls or communication between modules and other devices that provide some features of the VTA. The most reliable, efficient, and accurate means to diagnose the intrusion module or the electronic controls and communication related to intrusion module operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information. Page 235 Body Control Module: Service and Repair Front Control Module - Installation INSTALLATION NOTE: If installing a new service part, remove the plastic cover from the original module and install it on the new one. 1. Connect the Integrated Power Module (IPM) (3) to the Front Control Module (FCM) (1) by lining up the electrical connector and pushing the two together. 2. Install the four fasteners (2) securing the FCM (1) to the IPM (3). 3. Install the IPM, See: Power and Ground Distribution/Power Distribution Module/Service and Repair/Integrated Power Module (IPM) - Installation . 4. Connect the battery negative cable. Anti-Lock Brake System Module - Removal Electronic Brake Control Module: Service and Repair Anti-Lock Brake System Module - Removal REMOVAL CAUTION: When removing ABM from HCU, be sure to completely separate the two components (approximately 38 mm (1.5 in.) before removing ABM. Otherwise, damage to the pressure sensor or Pump Motor connection may result requiring HCU replacement. Do not to touch the sensor terminals on the HCU side or the contact pads on the ABM side as this may result in contamination and issues in the future. 1. Remove the negative battery cable from the battery. 2. Install a brake pedal prop rod. 3. Siphon the master cylinder. 4. Disconnect the HCU electrical connectors (5). 5. Remove the primary brake line at the master cylinder. 6. Remove the primary brake line from the HCU (4). 7. Remove the secondary brake line at the master cylinder. 8. Remove the secondary brake line at the HCU (4) 9. Remove the 4 chassis lines (3) at the HCU (4). 10. Remove the 1 mounting nut and 1 bolt holding the HCU bracket attachment to the vehicle. 11. Remove the HCU (3) with the bracket (5) from the vehicle. Page 105 Seat Heater Control Module: Description and Operation Heated Seat Module - Operation OPERATION FRONT SEAT HEATED SEAT SYSTEM The front heated seat system operates on battery current received through a 20 amp fuse in the Power Distribution Center (PDC). Fused ignition switch output circuits are used, so that the systems will only operate when the ignition switch is in the ON position. The heated seat system will turn off automatically whenever the ignition switch is turned to any position except On. If the ignition switch is turned to the OFF position while a heated seat is on, the heated seat will remain off after the engine is restarted until a front seat heated seat switch is depressed again. This prevents the vehicles battery from being drained by the heated seat system. The heated seat switches for the front row seats are located in the lower instrument panel switch pod assembly. The lower switch pod assembly is mounted in the lower portion of the instrument panel center stack. Amber Light Emitting Diodes (LEDs) in each switch indicate the level of heat in use: Two LEDs are illuminated for high, one for low, and none for off. Pressing the switch once will select high-level heating. Pressing the switch a second time will select low-level heating. Pressing the switch a third time will shut the heating elements off. The switch LEDs are controlled by the instrument cluster. A Heated Seat Module is used to control the heated seat system. The module is secured to a mounting bracket located under the right front seat. The module responds to heated seat switch messages and ignition switch status inputs by controlling the 12v output to the seat heating elements through integral solid-state relays. When either of the front heated seat switches are depressed a resistance signal is sent to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN). The instrument cluster receives this message via the Local Interconnect Network (LIN) data bus. The instrument cluster then sends a message via the Controller Area Network (CAN) data bus to the heated seat module, signaling the module to energize the heating element for the selected seat. The heated seat module energizes an integral solid-state relay, which supplies battery current to the heating elements. Heated seats turn off after one hour of continuous operation. If high-level heating is selected, the control system will remain at the high level for 30 minutes and then drop to the low level for 30 minutes. Then it will turn off. At that time, the number of illuminated LEDs changes from two to one, indicating the change. The heated seat module is diagnosed using a scan tool and will automatically turn off the heating elements if it detects an OPEN or LOW short in the heating element circuit See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures. 2ND ROW HEATED SEAT SYSTEM The 2nd row heated seat system operates on battery current received through a 20 amp fuse in the Power Distribution Center (PDC). Fused ignition switch output circuits are used, so that the systems will only operate when the ignition switch is in the ON position. The heated seat system will turn off automatically whenever the ignition switch is turned to any position except On. If the ignition switch is turned to the OFF position while a heated seat is on, the heated seat will remain off after the engine is restarted until a front seat heated seat switch is depressed again. This prevents the vehicles battery from being drained by the heated seat system. The heated seat switches for the 2nd row seats are located in the rear center floor console. Amber Light Emitting Diodes (LEDs) in the top portion of each switch indicate the level of heat in use: Two LEDs are illuminated for high, one for low, and none for off. Pressing the switch once will select high-level heating. Pressing the switch a second time will select low-level heating. Pressing the switch a third time will shut the heating elements off. The 2nd row heated seat system utilizes the same heated seat module as the front heated seat system. The module is secured to a mounting bracket located under the right front seat. The module responds to heated seat switch messages and ignition switch status inputs by controlling the 12v output to the seat heating elements through integral solid-state relays. When either of the 2nd row heated seat switches are pressed a hard-wired resistance signal is sent to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN). The instrument cluster then sends a message via the Controller Area Network (CAN) data bus network to the heated seat module, signaling the module to energize the heating element for the selected seat. Light Emitting Diodes (LED) in each switch indicate the level of heat in use. The switch LEDs are controlled by the instrument cluster. The heated seat module energizes an integral solid-state relay, which supplies battery current to the heating elements. Heated seats turn off after one hour of continuous operation. If high-level heating is selected, the control system will remain at the high level for 30 minutes and then drop to the low level for 30 minutes. Then it will turn off. At that time, the number of illuminated LEDs changes from two to one, indicating the change. The heated seat module is diagnosed using a scan tool and will automatically turn off the heating elements if it detects an OPEN or LOW short in the heating element circuit See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures. Page 84 7. Check the supplier ID. Is the Supplier Marquardt? a. No>>> Inspection is complete. Please refer to normal diagnostics for the customers concern. b. Yes>>> Continue with step 8. 8. Now check the software version listed on the same page. Is the WIN software version lower than 10.02.01? a. No>>> Inspection is complete check for other issues causing customer concern b. Yes>>> Continue with the repair procedure step 9. NOTE: If this flash process is interrupted/aborted, the flash should be restarted. 9. Using the wiTECH Diagnostic Application for flashing a WIN is made available through the wiTECH Diagnostic Application. For instructions select the "HELP tab on upper portion of the wiTECH window, then "HELP CONTENTS. This will open the Welcome to wiTECH Help screen were help topics can now selected. 10. Clear any DTC's that may have been set in other modules due to reprogramming. The wiTECH application will automatically present all DTCs after the flash and allow the tech to clear them. POLICY: Reimbursable within the provisions of the warranty. TIME ALLOWANCE: FAILURE CODE: Disclaimer: This bulletin is supplied as technical information only and is not an authorization for repair. Page 282 Main Relay (Computer/Fuel System): Service and Repair Auto Shutdown Relay - Installation INSTALLATION The ASD relay is located in the Power Distribution Center (PDC). Refer to label on power distribution center cover for relay location. 1. Install relay to power distribution center. 2. Install cover to power distribution center. Page 256 3. A locating pin (5) is used in place of one of the PCM mounting bolts. Pry clip (4) from pin (5). 4. Remove two PCM mounting bolts (2), and remove PCM from vehicle. 5. Position ground strap (3) to the side. Powertrain Control Module - Installation INSTALLATION CAUTION: Certain ABS systems rely on having the Powertrain Control Module (PCM) broadcast the Vehicle Identification Number (VIN) over the bus network. To prevent problems of DTCs and other items related to the VIN broadcast, it is recommend that you disconnect the ABS CAB (controller) temporarily when replacing the PCM. Once the PCM is replaced, write the VIN to the PCM using a diagnostic scan tool. This is done from the engine main menu. Arrow over to the second page to "1. Miscellaneous". Select "Check VIN" from the choices. Make sure it has the correct VIN entered before continuing. When the VIN is complete, turn off the ignition key and reconnect the ABS module connector. This will prevent the setting of DTCs and other items associated with the lack of a VIN detected when you turn the key ON after replacing the PCM. CAUTION: Use a diagnostic scan tool to reprogram the new PCM with the vehicles original identification number (VIN) and the vehicles original mileage. If this step is not done, a Diagnostic Trouble Code (DTC) may be set. 1. Install clip (4) to pin (5). 2. Position PCM (1) to body and install two bolts (2). Be sure to position ground strap (3) before installing bolt. 3. Tighten two bolts (2) to 4 Nm (35 in. lbs.). Intrusion Module - Removal Alarm Module: Service and Repair Intrusion Module - Removal REMOVAL 1. Disconnect and isolate the battery negative cable. 2. Remove the trim from the inside of the right quarter inner panel (2). See: Body and Frame/Interior Moulding / Trim/Trim Panel/Service and Repair/Pillar Trim/C-Pillar Trim Panel - Removal. 3. Disconnect the take out of the body wire harness from the connector receptacle (4) on the rearward side of the intrusion module (1). 4. Remove the two nuts (5) that secure the module to the studs (3) on the quarter inner panel. 5. Remove the module from the studs on the quarter inner panel. Page 349 Use the following steps to have the TCM learn the Alt 2C CVI. 1. Accelerate the vehicle through 88 km/h (55 mph) at a steady 10-15 degree throttle opening and perform multiple 4-5 upshifts. 2. Repeat 1 until the 4-5 shift become smooth and the Alt 2C CVI become stable. There is a separate 2C volume used and learned for 4-5 shifts, 2CA. It is independent of the 2C CVI learned on 3-2 kick downs. Page 362 4. Disconnect the WIN electrical connector. 5. If equipped, remove the WIN antenna connector. 6. Remove and discard the original WIN from the instrument panel opening. 7. Connect the WIN electrical connector to the new WIN receiver. 8. If equipped, connect the WIN antenna connector to the new WIN receiver. 9. Install the WIN receiver into the instrument panel. 10. Install the four WIN mounting screws and tighten securely (Figure 3). 11. Install the instrument panel knee bolster (Figure 1). 12. Connect the negative battery cable. 13. Continue with Section E. Obtaining Vehicle Personal Identification Number (PIN). C. (LC/LX) Dodge Challenger/Charger & Chrysler 300 WIN Replacement 1. Disconnect the battery negative cable. 2. Remove the end cap trim panel (Figure 3). 3. Remove the two screws from the knee bolster (Figure 3). 4. Remove the knee bolster cover (Figure 3). 5. Remove the knee bolster steel reinforcement located behind the knee bolster cover. 6. Using a trim stick or equivalent, gently pry along the edge of the trim to remove the instrument cluster trim (Figure 3). Page 225 7. Reconnect the bottom side wire harness connectors to the connector receptacles on the JB. 8. Install the steering column opening cover (2). Install the screw and firmly push the top of the panel inward to engage the top retaining clips. 9. Reconnect the battery negative cable. Page 345 following: - Shift lever position - Throttle position - Engine load - Fluid temperature - Software level As driving conditions change, the TCM appropriately adjusts the shift schedule. Refer to the following chart to determine the appropriate operation expected, depending on driving conditions. Tire Pressure Monitoring (TPM) Transponder - Removal Tire Pressure Monitor Receiver / Transponder: Service and Repair Tire Pressure Monitoring (TPM) Transponder - Removal Front FRONT TRANSPONDER 1. Raise and support the vehicle. 2. Remove the wheel well housing cover (2). 3. Remove the mounting screw (1) for the transponder (2). 4. Disconnect the electrical connector (3) and remove the transponder (2) from the vehicle. Rear REAR TRANSPONDER Page 350 Control Module: Removal and Replacement Transmission Control Module - Removal 4.7L/5.7L VEHICLES The transmission control module is part of the powertrain control module. For the removal procedure, See: Relays and Modules - Powertrain Management/Relays and Modules - Computers and Control Systems/Engine Control Module/Service and Repair/Removal and Replacement/Powertrain Control Module - Removal Transmission Control Module - Installation 4.7L/5.7L VEHICLES The transmission control module is part of the powertrain control module. For the installation procedure, See: Relays and Modules - Powertrain Management/Relays and Modules - Computers and Control Systems/Engine Control Module/Service and Repair/Removal and Replacement/Powertrain Control Module - Installation Page 219 procedure. Page 365 5. Remove the four WIN mounting screws that secure the WIN to the instrument panel support structure, (Figure 8). 6. If equipped, disconnect the remote start system antenna module coaxial cable connector from the WIN connector receptacle. 7. Disconnect the instrument panel wire harness connector from the WIN connector receptacle. 8. Remove the WIN from the instrument panel. 9. Position the new WIN to the instrument panel. 10. Connect the instrument panel wire harness connector to the WIN connector receptacle. 11. If equipped, connect the remote start system antenna module coaxial cable connector to the WIN connector receptacle. 12. Install and tighten the four screws that secure the WIN to the instrument panel support structure. Tighten the screws securely. 13. Position the bezel around the ignition switch on the instrument panel, then press firmly and evenly on the bezel until it snaps into place. 14. Install the knee bolster onto the instrument panel. 15. Install the cluster bezel onto the instrument panel. 16. Connect the battery negative cable. 17. Continue with Section E. Obtaining Vehicle Personal Identification Number (PIN). E. Obtaining Vehicle Personal Identification Number (PIN) 1. Log onto the DealerCONNECT system. 2. Click on the "PARTS" tab. 3. In the "Reference Library" box, select "KEY CODE". 4. Enter the last eight digits of the Vehicle Identification Number (VIN). 5. Enter the requested data on the screen to obtain the key code. 6. Write down the PIN and then continue with Section F. Program the WIN Receiver. F. Program the WIN Receiver The secret key is an ID code that is unique to each WIN. This code is programmed and stored in the WIN, the PCM, and each ignition key transponder chip. When the WIN is replaced, it is necessary to program the Secret Key Code into the new module using a diagnostic scan tool. NOTE: Programming the WIN is done using a diagnostic scan tool and the vehicle's PIN to enter secure access mode. If three attempts are made to enter secure access mode using an incorrect PIN, secure access mode will be locked out for one hour. Steering Column Module - Description Steering Mounted Controls Communication Module: Description and Operation Steering Column Module - Description DESCRIPTION This vehicle is equipped with a Steering Control Module (SCM) that is internal to the left multi-function switch housing (2). The left (lighting) multi-function switch is located on the left side of the steering column, just below the steering wheel. This switch is the primary control for the interior and exterior lighting systems. The only visible components of the switch are the control stalk (1), control knob and control sleeve that extend through the steering column shrouds on the left side of the column. The remainder of the switch including its mounting provisions and electrical connections are concealed beneath the shrouds. The switch housing and controls are constructed of molded black plastic. A single screw (7) through a mounting tab integral to the back of the switch housing, and a slide tab integral to the bottom of the switch housing secure the switch to the mounting bracket integral to the clockspring (3). A connector receptacle containing seven terminal pins is integral to the inboard end of the switch housing and connects the SCM through a jumper wire harness (5) directly to the right (wiper) multi-function switch (6). A second connector receptacle containing four terminal pins is integral to the back of the switch housing and connects the SCM to the vehicle electrical system through a dedicated takeout and connector of the instrument panel wire harness. The SCM cannot be adjusted or repaired. If ineffective or damaged the entire left multi-function switch must be replaced. See: Lighting and Horns/Sensors and Switches - Lighting and Horns/Combination Switch/Service and Repair/Left Multifunction Switch - Removal. The clockspring (with the multi-function switch mounting bracket), the left multi-function switch (with the SCM), the right multi-function switch and the jumper wire harness are each available for separate service replacement. Park Assist Module - Description Parking Assist Control Module: Description and Operation Park Assist Module - Description DESCRIPTION The Park Assist Module (1) is secured on the inboard side of a molded plastic tray-like mounting plate (4) located on the rear floor panel (3) under the left rear seat cushion. The outboard side of this mounting plate also secures the Final Drive Control Module (FDCM) (5) on vehicles that are so equipped. Both modules are connected to the vehicle electrical system through dedicated take outs and connectors of the underbody wire harness (2). Concealed within the molded plastic park assist module housing (1) is a microprocessor and the other electronic circuitry of the module. The module housing is sealed to enclose and protect the internal electronic circuitry. The module software is flash programmable. There are four mounting tabs (2 and 3) integral to the module housing that secure the module through two slots and two latch features integral to the mounting plate. Two connector receptacles (4) containing terminal pins that connect the module to the vehicle electrical system are integral to the one side of the housing. One of the receptacles is utilized in vehicles equipped with only the rear park assist system, while both receptacles are used on vehicles equipped with both the front and rear park assist systems. The park assist module cannot be adjusted or repaired and, if damaged or ineffective, it must be replaced. Starter Relay - Description Starter Relay: Description and Operation Starter Relay - Description DESCRIPTION The starter relay is an electromechanical device that switches battery current to the pull-in coil of the starter solenoid when the ignition switch is turned to the Start position. The starter relay is located in the Power Distribution Center (PDC) in the engine compartment. See the power distribution center cover for relay identification and location. The starter relay is a International Standards Organization (ISO) relay. Relays conforming to ISO specifications have common physical dimensions, current capacities, terminal patterns, and terminal functions. The starter relay cannot be repaired or adjusted. If faulty or damaged, it must be replaced. Keyless Systems - Intermittently Inoperative Power Distribution Module: All Technical Service Bulletins Keyless Systems - Intermittently Inoperative NUMBER: 08-010-10 GROUP: Electrical DATE: May 14, 2010 THE wiTECH DIAGNOSTIC APPLICATION IS THE PREFERRED METHOD FOR FLASHING ECUs. HELP USING THE wiTECH DIAGNOSTIC APPLICATION FOR FLASHING AN ECU IS AVAILABLE BY SELECTING "HELP" THEN "HELP CONTENTS" AT THE TOP OF THE wiTECH DIAGNOSTIC APPLICATION WINDOW. THE wiTECH SOFTWARE LEVEL MUST BE AT RELEASE 10.04 OR HIGHER TO PERFORM THIS PROCEDURE. StarMOBILE DESKTOP CLIENT MAY ALSO BE USED TO PERFORM THIS PROCEDURE. SUBJECT: Flash: WIN Module For Intermittent RKE Functions OVERVIEW: This bulletin involves flash reprogramming the Wireless Ignition Node (WIN) with new software. MODELS: 2010 (DS) Ram Truck 1500 2010 (JC) Journey 2010 (LC) Challenger 2010 (LE) International 300 or Charger 2010 (LX) 300 and/or Charger 2010 (WK) Grand Cherokee 2010 (WH) International Grand Cherokee 2010 (XK) Commander 2010 (XH) International Commander SYMPTOM/CONDITION: Customer may experience intermittent FOBIK operating characteristics. Dealers are required to verify the manufacturer of the Wireless Ignition Node Module (WIN) and if necessary, Flash the WIN with updated software. DIAGNOSIS: If the vehicle operator describes the above Symptom/Condition, perform the Repair Procedure. REPAIR PROCEDURE: Check manufacturer of WIN Module 1. Using the wiTECH Diagnostic Application verify the WIN module is manufactured by Marquardt 2. Click on the reports tab on the top of the main page. 3. Select Run/View Reports. 4. Select ECU Details report. 5. Click on the arrow key to run the report. 6. Scroll to the bottom to find the WIN section. Description and Operation Pedal Positioning Switch: Description and Operation DESCRIPTION The adjustable pedals switch (2) is located to the left of the steering column (4) and housed within a cubby bin (3). Pressing the switch (2) will either move the pedals forward away from you or rearward toward you. Page 9 Alarm Module: Description and Operation Sentry Key Immobilizer Module (SKIM) - Description DESCRIPTION For a description of the WIN, See: Powertrain Management/Ignition System/Sensors and Switches - Ignition System/Ignition Switch/Description and Operation/Wireless Ignition Node Receiver Description The WIN cannot be adjusted or repaired, but is flash update capable. If ineffective or damaged the entire WIN must be replaced. See: Powertrain Management/Ignition System/Sensors and Switches - Ignition System/Ignition Switch/Service and Repair/Wireless Ignition Node Receiver - Removal. Page 232 Body Control Module: Description and Operation Front Control Module - Operation OPERATION As messages are sent over the Controller Area Network (CAN) bus circuit, the Front Control Module (FCM) reads these messages and controls power to some of the vehicles electrical systems by completing the circuit to ground (low side driver) or completing the circuit to 12 volt power (high side driver). The following functions are controlled by the FCM: - Front turn signals - Turn signal and tail lamps - Front and rear hazard warning lamps - Headlamps - Fog Lamps - Daytime running lamps - if equipped - Horn - Windshield wiper and washer systems - Trailer tow wiring output - Power Accessory Delay - Smart Power Accessory Delay - Manual adjustable pedals - Hydraulic cooling fan - Sensor monitoring (ambient, battery voltage, brake pedal position, and hood ajar - if equipped) The FCM provides the following features for the above function: - It flashes lamps in response to turn signal, Remote Keyless Entry and Vehicle Theft Security Alarm inputs, See: Accessories and Optional Equipment/Driver/Vehicle Information Display/Description and Operation/Electronic Vehicle Information Center - Operation for additional information on customer programmable features. - It sounds the horn in response to Remote Keyless Entry and Vehicle Theft Security Alarm inputs, See: Accessories and Optional Equipment/Driver/Vehicle Information Display/Description and Operation/Electronic Vehicle Information Center - Operation for additional information on customer programmable features. - It turns off the horn in the event of excessively long operation that could otherwise damage the horn. - It minimized voltage variations to the headlamps to extend bulb life. - If the headlamps are left on, it automatically turns them off after eight minutes to protect the battery from discharge. - It operates the high-beam headlamps at reduced intensity by pulse-width modulation of the power supply to provide the daytime running lamps. - It provides the variable delay intermittent windshield wiper feature and the vehicle speed sensitive windshield wiper delay variation. - It acts as a gateway between the CAN-C network for critical powertrain and anti-lock brake systems and the CAN-B network for body and interior modules as well as the CAN-D network. For example it collects ambient temperature data and relays it to the PCM. Door Module - Description Door Module: Description and Operation Door Module - Description DESCRIPTION There are two Door Modules, Driver Door Module (DDM), and Passenger Door Module (PDM) (these are sometimes referred to as Memory Mirror Module) within the memory system. One is located in the driver door and one in the passenger door, just behind the door trim panel. The memory mirror modules also act as an interface in each door for electrical functions (door lock switches and door ajar switches). The modules send a bus message to the power mirrors to adjust them to a preset position when a memory recall request has been made. The Memory System makes available for immediate recall personalized preferences of the following: - Automatic temperature control settings. - Outside mirror positions. - Power adjustable brake and accelerator pedal position. - Power seat horizontal, vertical, recliner, and easy entry positions. - Radio push button station selections. The major components of the Memory System are: - Memory Selector Switch - located in the driver door trim panel. - Driver Door Module (DDM) - located in the driver door, behind the trim panel. - Passenger Door Module (PDM) - located in the passenger door, behind the trim panel. - Sentry Key Remote Entry Module (SKREEM) - located at ignition key cylinder. - Remote Keyless Entry (RKE) Transmitter - located with ignition key. - Memory Seat Module (MSM) - located underneath the driver seat and also controls the Adjustable Pedals. - Radio - located in the instrument panel center stack. - Automatic Temperature Control (ATC) - located in the instrument panel center stack. The memory recall is available at the press of a button on the drivers door trim panel or, by using the Remote Keyless Entry (RKE) transmitter if it is programmed to trigger the recall. Radio settings include up to 20 push button presets (10 AM and 10 FM), and the last station selection, even if it is not one of the 20 preset selections. Power Distribution Center (PDC) - Description Relay Box: Description and Operation Power Distribution Center (PDC) - Description DESCRIPTION The electrical current distributed throughout this vehicle is directed through the Power Distribution Center (PDC) (1) and Integrated Power Module (IPM) (2). The power distribution center is located in the left front corner of the engine compartment, between the IPM and the brake master cylinder. The power distribution center houses maxi-type cartridge fuses, which replace most in-line fusible links. Some fusible links still exist in the electrical harness depending on powertrain combination. The power distribution center also houses blade-type mini fuses, and International Standards Organization (ISO) relays. The power distribution center housing is secured in the engine compartment at three points. Integral mounts on both sides of the power distribution center housing engage and latch to stanchions that are integral to the molded plastic support bracket. The power distribution center is integral to the headlamp and dash wire harness, which exits from the bottom of the power distribution center housing. The power distribution center housing has a molded plastic cover that includes two integral latches and pivot hooks that snap over a hinge pin on the side of the power distribution center housing. The power distribution center cover is easily opened or removed for service access and has a convenient fuse and relay layout map integral to the inside surface of the cover to ensure proper component identification. The power distribution center cannot be repaired and is only serviced as a unit with the headlamp and dash wire harness. If the power distribution center main housing unit, fuse wedges or the bus bars are inoperative or damaged, the complete headlamp and dash wire harness unit must be replaced. Page 361 Additional Information If you have any questions or need assistance in completing this action, please contact your Service and Parts District Manager. Customer Services Field Operations Chrysler Group LLC A. Inspect Win Receiver Operation (All Models) 1. Insert FOBIK in the WIN receiver. 2. Place the ignition in the "RUN" position. 3. Shift the gear shift lever from the "PARK" position to the "NEUTRAL" position. 4. With the gear shifter in the "NEUTRAL" position, attempt to turn the FOBIK counterclockwise to the "OFF" position and remove the FOBIK from the WIN receiver. > If the FOBIK can be removed from the WIN receiver with the gear shift lever in "NEUTRAL," continue with one of the following sections: > B. (DS/DJ/D2) Ram 1500/2500/3500 Truck WIN Replacement > C. (LC/LX) Dodge Challenger/Charger & Chrysler 300 WIN Replacement > D. (WK/XK) Jeep Grand Cherokee & Commander WIN Replacement > If the FOBIK cannot be removed with the gear shift lever in "NEUTRAL,"continue with Step 5 of this procedure. 5. Place the gear shift lever in the "PARK" position and remove the FOBIK from the WIN receiver. 6. Repeat Steps 1 through 4 of this procedure 49 times. > If the FOBIK can be removed while the gear shift lever is in the "NEUTRAL" position during any of the 50 test cycles, replace the WIN receiver. > If the FOBIK cannot be removed while the gear shift is in the "NEUTRAL" position after 50 test cycles, return the vehicle to the customer. NOTE: Only one FOBIK needs to be used to perform this test. There is no need to cycle test both FOBIK's 50 times. B. (DS/DJ/D2) Ram 1500/2500 Truck WIN Replacement 1. Disconnect and isolate the battery negative cable. 2. Remove the instrument panel knee bolster (Figure 1). 3. Remove the four Wireless Ignition Node (WIN) receiver mounting screws (Figure 2). Page 442 Parking Assist Distance Sensor: Service and Repair Park Assist Sensor - Installation Front FRONT NOTE: The park assist sensors (3) and the sensor spacers (2) are each available for separate service replacement. The sensor brackets (1) are bonded and integral to the back side of the front bumper fascia (4). 1. Engage the O-ring spacer (2) around the circumference of the sensor (3) membrane protrusion. NOTE: Production and all service replacement O-ring spacers are tapered. The wide side (base) of the O-ring should be seated against the sensor housing and the narrow side should be oriented toward the outer surface of the sensor membrane and the front fascia. 2. Align and insert the sensor into the sensor bracket (1) on the back of the front bumper fascia (4) until the bracket latch features are fully engaged over the top and bottom tabs of the sensor. Be certain that the sensor membrane is flush with the outer surface of the fascia. NOTE: Be certain that each sensor membrane is properly centered in the openings of the front fascia and that the O-ring spacers are not pinched. Improper centering or pinched O-rings can be detrimental to proper park assist sensor operation. 3. From the back of the fascia, reconnect the wire harness connector to the sensor connector receptacle. 4. Reinstall the bumper fascia onto the front of the vehicle. See: Body and Frame/Bumper/Front Bumper/Front Bumper Cover / Fascia/Service and Repair/Front Bumper Fascia - Installation. 5. Reconnect the battery negative cable. Rear REAR NOTE: The park assist sensors, the sensor O-ring spacers and the sensor brackets are each available for separate service replacement. The following service procedure can be used for reassembling any or all of these components to the rear bumper fascia. Recall - Wireless Ignition Node Receiver Technical Service Bulletin # K08 Date: 100816 Recall - Wireless Ignition Node Receiver August 2010 Dealer Service Instructions for: Safety Recall K08 Wireless Ignition Node Receiver Models 2010 (DS) Ram Truck (1500 Series) NOTE: This recall applies only to the above vehicles built at Warren Truck Assembly Plant ("S" in the 11th VIN Position) equipped with an automatic transmission (sales codes DGQ, DGV or DF9) from January 11, 2010 through February 4, 2010 (MDH 011106 through 020411). 2010 (DS) Ram Truck (1500 Series) (DJ) Ram Truck (2500 Series) (D2) Ram Truck (3500 Series) NOTE: This recall applies only to the above vehicles built at Saltillo Assembly Plant ("G" in the 11th VIN Position) equipped with an automatic transmission (sales codes DGQ, DGV, DG7 or DF9) from January 6, 2010 through February 16, 2010 (MDH 010606 through 021616). 2010 (LC) Dodge Challenger (LX) Chrysler 300 NOTE: This recall applies only to the above vehicles equipped with an automatic transmission (sales codes DGJ or DGV) built from January 18, 2010 through March 11, 2010 (MDH 011807 through 031113). 2010 (WK) Jeep(R) Cherokee (XK) Jeep(R) Commander NOTE: This recall applies only to the above vehicles equipped with an automatic transmission (sales codes DGJ or DGQ) built from January 8, 2010 through February 13, 2010 (MDH 010804 through 021307). IMPORTANT: Many of the vehicles within the above build period have already been inspected or repaired and, therefore, have been excluded from this recall. IMPORTANT: Some of the involved vehicles may be in dealer new vehicle inventory. Federal law requires you to complete this recall service on these vehicles before retail delivery. Dealers should also consider this requirement to apply to used vehicle inventory and should perform this recall on vehicles in for service. Involved vehicles can be determined by using the VIP inquiry process. Subject The Wireless Ignition Node (WIN) receiver on about 37,000 of the above vehicles may experience a condition where the Frequency Operated Button Integrated Key (FOBIK) may be removed prior to placing the automatic transmission gear shift lever in the "PARK" position. This could result in unintended vehicle movement and cause a crash without warning. Repair The Wireless Ignition Node receiver must be inspected and replaced if necessary. The new WIN must be programmed and all FOBIK transponders must be programmed so they are able to interface with the new WIN receiver. Vehicles equipped with a premium Tire Pressure Monitoring (TPM) system (sales code XGM) must also have the spare tire pressure sensor identification number and location programmed into the new WIN receiver. NOTE: Be sure to ask the customer to bring in all FOBIK transponders for the vehicle. At least two FOBIK transponders must be programmed before the vehicle can be operated. Page 90 Memory Positioning Module: Testing and Inspection MEMORY SEAT MODULE In order to obtain conclusive testing of the memory system, the Controller Area Network (CAN) data bus, and all of the electronic modules that provide inputs to, or receive outputs from the memory system components must be checked. Any diagnosis of the memory system/module should begin with, the use of a scan tool and the appropriate diagnostic service information. Refer to the appropriate wiring information for complete circuit schematic or connector pin-out information. NOTE: Vehicles equipped with the memory/heated seat option utilize a low voltage cut-off feature. This feature turns off the 12v power to the power seat system anytime vehicle voltage is below 11.7v. Be certain to check the vehicle electrical system for proper voltage anytime the power seat system appears inoperative. Before any testing of the power seat system is attempted, the battery should be fully-charged. Blower Motor Power Module - Description Control Module HVAC: Description and Operation Blower Motor Power Module - Description DESCRIPTION A blower motor power module is used on this model when it is equipped with the automatic temperature control (ATC) heating-A/C system. Models equipped with the manual temperature control (MTC) heating-A/C system use a blower motor resistor, instead of the blower motor power module See: Heating and Air Conditioning/Blower Motor Resistor/Description and Operation/Blower Motor Resistor - Description. The blower motor power module is mounted to the rear of the HVAC housing, directly behind the glove box. The blower motor power module consists of a molded plastic mounting plate with two integral connector receptacles (1). Concealed behind the mounting plate is the power module electronic circuitry and a large finned heat sink (2). The blower motor power module is accessed for service by removing the glove box. Page 303 7. Check the supplier ID. Is the Supplier Marquardt? a. No>>> Inspection is complete. Please refer to normal diagnostics for the customers concern. b. Yes>>> Continue with step 8. 8. Now check the software version listed on the same page. Is the WIN software version lower than 10.02.01? a. No>>> Inspection is complete check for other issues causing customer concern b. Yes>>> Continue with the repair procedure step 9. NOTE: If this flash process is interrupted/aborted, the flash should be restarted. 9. Using the wiTECH Diagnostic Application for flashing a WIN is made available through the wiTECH Diagnostic Application. For instructions select the "HELP tab on upper portion of the wiTECH window, then "HELP CONTENTS. This will open the Welcome to wiTECH Help screen were help topics can now selected. 10. Clear any DTC's that may have been set in other modules due to reprogramming. The wiTECH application will automatically present all DTCs after the flash and allow the tech to clear them. POLICY: Reimbursable within the provisions of the warranty. TIME ALLOWANCE: FAILURE CODE: Disclaimer: This bulletin is supplied as technical information only and is not an authorization for repair. Auto Shutdown Relay - Description Main Relay (Computer/Fuel System): Description and Operation Auto Shutdown Relay Description DESCRIPTION The 5-pin, 12-volt, Automatic Shutdown (ASD) relay is located in the Power Distribution Center (PDC). Refer to label on power distribution center cover for relay location. Page 432 1. Position the upper instrument panel switch pod (2) to the back of the center bezel (1). 2. Install and tighten the four screws (3) that secure the upper switch pod to the center bezel. Tighten the screws securely. 3. Reconnect the wire harness connector to the back of the upper switch pod. 4. Reinstall the center bezel onto the instrument panel. 5. Reconnect the battery negative cable. Integrated Power Module (IPM) - Description Power Distribution Module: Description and Operation Integrated Power Module (IPM) - Description DESCRIPTION The Integrated Power Module (IPM) (2) is a combination of a printed circuit board based module that contains fuses and relays and the Front Control Module (FCM) (3). The FCM contains electronics that control the IPM as well as other vehicle functions. The IPM connects directly to the battery positive via a stud located on top of the unit. The ground connection is via electrical connectors. The IPM provides the primary means of voltage distribution and protection for many vehicle systems. The IPM (2) is located in the engine compartment, next to the battery (5) and in front of the Power Distribution Center (PDC) (1). It is secured to a bracket with three locating slots that snap onto the bracket tabs holding it securely in place. The printed circuit board portion of the IPM cannot be repaired and must be replaced if inoperative or damaged, See: Service and Repair/Integrated Power Module (IPM) - Removal. Page 131 Blower Motor Relay: Service and Repair Blower Motor Relay - Installation INSTALLATION NOTE: LHD gasoline model shown. Diesel and RHD models similar. 1. Position the blower motor relay (2) into the proper receptacle of the power distribution center (PDC) (1). 2. Align the blower motor relay terminals with the terminal cavities in the power distribution center receptacle and push down firmly on the relay until the terminals are fully seated. 3. Close the cover of the power distribution center. 4. Reconnect the negative battery cable. Front Control Module - Description Body Control Module: Description and Operation Front Control Module - Description DESCRIPTION CAUTION: Do not exchange the Front Control Module with the module from another vehicle. Multiple vehicle module configurations may be altered. Use only approved service parts when replacing the module or exchanging the module for diagnostic purposes. The Front Control Module (FCM) (3) is a micro controller based module located in the left front corner of the engine compartment. The FCM mates directly to the Integrated Power Module (IPM)(2). The IPM connects directly to the battery and provides the primary means of circuit protection and power distribution for many of the vehicle electrical systems. The FCM controls power to some of these vehicle systems electrical and electromechanical loads based on inputs received from hard wired switch inputs and data received on the Controller Area Network (CAN) data bus circuit. Page 123 Electronic Brake Control Module: Service and Repair Anti-Lock Brake System Module - Installation INSTALLATION CAUTION: When removing ABM from HCU, be sure to completely separate the two components (approximately 38 mm (1.5 in.) before removing ABM. Otherwise, damage to the pressure sensor or Pump Motor connection may result requiring HCU replacement. Do not to touch the sensor terminals on the HCU side or the contact pads on the ABM side as this may result in contamination and issues in the future. NOTE: If the ABM is being replaced with a new ABM is must be reprogrammed with the use of a scan tool. 1. Install new seals between the ABM and HCU. 2. Install the ABM (1) to the HCU (2). 3. Install the 3 ABM (1) mounting bolts to the HCU (2) if removed tighten mounting bolts to 12 Nm (9 ft. lbs.). Front Fog Lamp Relay - Description Fog/Driving Lamp Relay: Description and Operation Front Fog Lamp Relay - Description DESCRIPTION The front fog lamp relay is a conventional International Standards Organization (ISO) micro relay. Relays conforming to the ISO specifications have common physical dimensions, current capacities, terminal patterns, and terminal functions. This relay is contained within a small, rectangular, molded plastic housing and is connected to all of the required inputs and outputs through five integral male spade-type terminals that extend from the relay base plate. The front fog lamp relay is located in the Integrated Power Module (IPM) in the engine compartment near the battery. Refer to the layout label on the underside of the IPM cover for specific relay cavity assignment information. The front fog lamp relay cannot be adjusted or repaired and, if ineffective or damaged, the unit must be replaced. Parking Lamp Relay - Description Parking Lamp Relay: Description and Operation Parking Lamp Relay - Description DESCRIPTION The park lamp relay is a conventional International Standards Organization (ISO) micro relay. Relays conforming to the ISO specifications have common physical dimensions, current capacities, terminal patterns, and terminal functions. This relay is contained within a small, rectangular, molded plastic housing and is connected to all of the required inputs and outputs through five integral male spade-type terminals that extend from the relay base plate. The park lamp relay is located in the Integrated Power Module (IPM) in the engine compartment near the battery. Refer to the layout label on the underside of the IPM cover for specific relay cavity assignment information. The park lamp relay cannot be adjusted or repaired and, if ineffective or damaged, the unit must be replaced. Page 257 4. Check pin connectors in PCM. Also check the 38-way connectors (2) for corrosion or damage. Repair as necessary. 5. Carefully plug the 38-way connectors (2) into PCM (1). 6. Connect negative battery cable. 7. Use a diagnostic scan tool to reprogram new PCM with vehicles original Identification Number (VIN) and original vehicle mileage. If this step is not done, a Diagnostic Trouble Code (DTC) may be set. Page 262 Main Relay (Computer/Fuel System): Description and Operation Auto Shutdown Relay - Operation PCM Output PCM OUTPUT The ASD relay supplies battery voltage (12+ volts) to the fuel injectors and ignition coil(s). With certain emissions packages it also supplies 12-volts to the oxygen sensor heating elements. The ground circuit for the coil within the ASD relay is controlled by the Powertrain Control Module (PCM). The PCM operates the ASD relay by switching its ground circuit on and off. The ASD relay will be shut-down, meaning the 12-volt power supply to the ASD relay will be de-activated by the PCM if: - The ignition key is left in the ON position. This is if the engine has not been running for approximately 1.8 seconds. - There is a crankshaft position sensor signal to the PCM that is lower than pre-determined values. ASD Sense - PCM Input ASD SENSE - PCM INPUT A 12 volt signal at this input indicates to the PCM that the ASD has been activated. The relay is used to connect the oxygen sensor heater element, ignition coil and fuel injectors to 12 volt + power supply. This input is used only to sense that the ASD relay is energized. If the Powertrain Control Module (PCM) does not see 12 volts at this input when the ASD should be activated, it will set a Diagnostic Trouble Code (DTC). Keyless Systems - Intermittently Inoperative Keyless Entry Module: All Technical Service Bulletins Keyless Systems - Intermittently Inoperative NUMBER: 08-010-10 GROUP: Electrical DATE: May 14, 2010 THE wiTECH DIAGNOSTIC APPLICATION IS THE PREFERRED METHOD FOR FLASHING ECUs. HELP USING THE wiTECH DIAGNOSTIC APPLICATION FOR FLASHING AN ECU IS AVAILABLE BY SELECTING "HELP" THEN "HELP CONTENTS" AT THE TOP OF THE wiTECH DIAGNOSTIC APPLICATION WINDOW. THE wiTECH SOFTWARE LEVEL MUST BE AT RELEASE 10.04 OR HIGHER TO PERFORM THIS PROCEDURE. StarMOBILE DESKTOP CLIENT MAY ALSO BE USED TO PERFORM THIS PROCEDURE. SUBJECT: Flash: WIN Module For Intermittent RKE Functions OVERVIEW: This bulletin involves flash reprogramming the Wireless Ignition Node (WIN) with new software. MODELS: 2010 (DS) Ram Truck 1500 2010 (JC) Journey 2010 (LC) Challenger 2010 (LE) International 300 or Charger 2010 (LX) 300 and/or Charger 2010 (WK) Grand Cherokee 2010 (WH) International Grand Cherokee 2010 (XK) Commander 2010 (XH) International Commander SYMPTOM/CONDITION: Customer may experience intermittent FOBIK operating characteristics. Dealers are required to verify the manufacturer of the Wireless Ignition Node Module (WIN) and if necessary, Flash the WIN with updated software. DIAGNOSIS: If the vehicle operator describes the above Symptom/Condition, perform the Repair Procedure. REPAIR PROCEDURE: Check manufacturer of WIN Module 1. Using the wiTECH Diagnostic Application verify the WIN module is manufactured by Marquardt 2. Click on the reports tab on the top of the main page. 3. Select Run/View Reports. 4. Select ECU Details report. 5. Click on the arrow key to run the report. 6. Scroll to the bottom to find the WIN section. Page 171 Headlamp Igniter Module: Description and Operation High Intensity Discharge Ballast - Operation OPERATION The electronic ballast module operates on battery current and ground received directly from the Front Control Module (FCM). Each module controls operation of the High Intensity Discharge (HID) igniter and lighting element for the front lamp unit on which it is installed. The FCM monitors electronic message inputs received from the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cabin Compartment Node/CCN) over the Controller Area Network (CAN) data bus to determine the proper control outputs to the electronic ballast module, which then provides a controlled voltage to operate the HID lamp igniter as appropriate. The EMIC monitors electronic switch status messages received from the Steering Control Module (SCM) over the Local Interface Network (LIN) data bus based upon left multi-function switch inputs and, depending upon vehicle equipment either a hard wired input from the sun load sensor on the top of the instrument panel or electronic message inputs from the Rain Sensor Module (RSM) (also known as the Rain/Light Sensor Module/RLSM) on the inside of the windshield below the electrochromic inside rear view mirror mounting button to determine the proper request message outputs to send to the FCM. When a proper 12 volt Direct Current (DC) control output is received from the FCM, the HID electronic ballast module activates the HID ignition module integral to the lighting element through a high-voltage cable to provide a high voltage (up to about 800 volts Alternating Current/AC) surge. The igniter further steps up this AC voltage to up to about 25,000 volts, which creates a light arc between the lighting element electrodes. Once the igniter and electronic ballast module detect a suitably stable light arc, they switch over to a power-limiting mode to sustain the light arc, which requires only about 85 volts to sustain proper lighting element output. The hard wired electronic ballast module circuits may be diagnosed using conventional diagnostic tools and procedures. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the electronic ballast module or the electronic controls and communication that provide some features of the HID lamp system. Proper diagnosis of the electronic ballast module, the FCM, the EMIC, the SCM, the RSM, the CAN data bus, the LIN data bus and the electronic communication related to electronic ballast module operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information. Keyless Systems - Intermittently Inoperative Keyless Entry Module: All Technical Service Bulletins Keyless Systems - Intermittently Inoperative NUMBER: 08-010-10 GROUP: Electrical DATE: May 14, 2010 THE wiTECH DIAGNOSTIC APPLICATION IS THE PREFERRED METHOD FOR FLASHING ECUs. HELP USING THE wiTECH DIAGNOSTIC APPLICATION FOR FLASHING AN ECU IS AVAILABLE BY SELECTING "HELP" THEN "HELP CONTENTS" AT THE TOP OF THE wiTECH DIAGNOSTIC APPLICATION WINDOW. THE wiTECH SOFTWARE LEVEL MUST BE AT RELEASE 10.04 OR HIGHER TO PERFORM THIS PROCEDURE. StarMOBILE DESKTOP CLIENT MAY ALSO BE USED TO PERFORM THIS PROCEDURE. SUBJECT: Flash: WIN Module For Intermittent RKE Functions OVERVIEW: This bulletin involves flash reprogramming the Wireless Ignition Node (WIN) with new software. MODELS: 2010 (DS) Ram Truck 1500 2010 (JC) Journey 2010 (LC) Challenger 2010 (LE) International 300 or Charger 2010 (LX) 300 and/or Charger 2010 (WK) Grand Cherokee 2010 (WH) International Grand Cherokee 2010 (XK) Commander 2010 (XH) International Commander SYMPTOM/CONDITION: Customer may experience intermittent FOBIK operating characteristics. Dealers are required to verify the manufacturer of the Wireless Ignition Node Module (WIN) and if necessary, Flash the WIN with updated software. DIAGNOSIS: If the vehicle operator describes the above Symptom/Condition, perform the Repair Procedure. REPAIR PROCEDURE: Check manufacturer of WIN Module 1. Using the wiTECH Diagnostic Application verify the WIN module is manufactured by Marquardt 2. Click on the reports tab on the top of the main page. 3. Select Run/View Reports. 4. Select ECU Details report. 5. Click on the arrow key to run the report. 6. Scroll to the bottom to find the WIN section. A/C Clutch Relay - Removal Compressor Clutch Relay: Service and Repair A/C Clutch Relay - Removal REMOVAL NOTE: LHD gasoline model shown. Diesel and RHD models similar. 1. Disconnect and isolate the negative battery cable. 2. Open the cover of the power distribution center (PDC) (1) located in the engine compartment. 3. Remove the A/C clutch relay (2) from the power distribution center. Page 367 a. Turn on the 9936 TPM-RKE analyzer. b. If required, place the indicator arrow on the left side of the screen next to "New Session" using the Up and Down keys. Then press the "Select" button. d. If already at the main menu, select "TPM Functions." e. Select the 2010 model year. f. Choose the correct body style. g. Select "Read Sensor." h. Place the tip of the sensor reader against the tire sidewall near the valve stem (Figure 9). i. Push the "Test" button. j. Hold the tip of the sensor reader against the tire until the "Pass" light illuminates. k. Write down the pressure sensor ID number displayed on the TPMRKE analyzer screen for future reference. 2. Use the following procedure to program the spare tire pressure sensor to the WIN module: a. Connect the wiTECH VCI pod to the vehicle data link connector. b. Open the wiTECH Diagnostic Application. c. Starting at the "Vehicle View" screen, select "WCM". d. Select the "Misc. Functions" tab. e. Select "Program Spare Tire Sensor ID" from the list. f. Follow the screen prompts to program the spare tire pressure sensor and WIN. g. After the programming is complete, clear all DTC's. h. Disconnect and remove the wiTECH VCI pod, remove the battery charger and return the vehicle to the customer. I. Calibrate Door Module (LX/LC) 1. Turn the ignition to the "Run" position. 2. Regardless of current window position, move the driver side front window upward until the window stalls in the full up position. Allow the window motor to stall for at least 2 seconds before releasing the window switch. 3. Move the driver side front window downward until the window stalls in the full down position. Allow the window motor to stall for at least 2 seconds Blower Motor Power Module - Removal Control Module HVAC: Service and Repair Blower Motor Power Module - Removal REMOVAL WARNING: Disable the airbag system before attempting any steering wheel, steering column or instrument panel component diagnosis or service. Disconnect and isolate the negative battery (ground) cable, then wait two minutes for the airbag system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the airbag system. Failure to follow these instructions may result in accidental airbag deployment and possible serious or fatal injury. WARNING: The heat sink for the blower motor power module may get very hot during normal operation. If the blower motor was turned on prior to servicing the blower motor power module, wait five minutes to allow the heat sink to cool before performing diagnosis or service. Failure to take this precaution can result in possible personal injury. NOTE: LHD model shown. RHD model similar. 1. Disconnect and isolate the negative battery cable. 2. On LHD models, remove the glove box from the instrument panel See: Body and Frame/Interior Moulding / Trim/Glove Compartment/Service and Repair/Instrument Panel Glove Box - Removal. 3. On RHD models, remove the instrument panel silencer from the passenger side of the instrument panel. 4. Disconnect the two wire harness connectors (1) from the blower motor power module (2). 5. Remove the two screws (3) that secure the blower motor power module to the HVAC housing (4). 6. Remove the blower motor power module from the HVAC housing. Page 10 Alarm Module: Description and Operation Sentry Key Immobilizer Module (SKIM) - Operation OPERATION The functions and features of the Sentry Key Immobilizer System (SKIS) and Remote Keyless Entry (RKE) are all integral to the Wireless Ignition Node (WIN) in this vehicle. The WIN contains a Radio Frequency (RF) transceiver and a microprocessor. The WIN transmits Low Frequency (LF) signals to, and receives LF signals from the Sentry Key transponder integral to the FOB with Integrated Key (FOBIK) through a tuned antenna internal to the WIN housing. The WIN also serves as the Remote Keyless Entry (RKE) RF receiver and, if the vehicle is so equipped, the receiver for the Tire Pressure Monitoring (TPM) system. See: Body and Frame/Locks/Power Locks/Description and Operation/Power Locks - Description or See: Instrument Panel, Gauges and Warning Indicators/Tire Monitoring System/Description and Operation/Tire Pressure Monitoring (TPM) - Description. The WIN communicates over the Controller Area Network (CAN) data bus with the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN), the Powertrain Control Module (PCM) or the diagnostic scan tool. On vehicles equipped with an export premium version of the Sentry Key Immobilizer System (SKIS), the WIN also serves as a translator module and has bi-directional communication with the shaft lock module over a dedicated Local Interface Network (LIN) data bus. The WIN and the PCM both use software that includes a rolling code algorithm strategy, which helps to reduce the possibility of unauthorized Sentry Key Immobilizer System (SKIS) disarming. The rolling code algorithm ensures security by preventing an override of the SKIS through the unauthorized substitution of the WIN or the PCM. However, the use of this strategy also means that replacement of either the WIN or the PCM units will require a system initialization procedure to restore system operation. The WIN retains in memory the ID numbers of any Sentry Key FOBIK transponder that is programmed into it. A maximum of eight Sentry Key FOBIK transponders can be programmed into the WIN. For added system security, each WIN is programmed with a unique Secret Key code. This code is stored in memory, sent over the CAN data bus to the PCM, and is encoded to the transponder of every Sentry Key FOBIK that is programmed into the WIN. Therefore, the Secret Key code is a common element that is found in every component of the SKIS. Another security code, called a PIN, is used to gain access to the WIN Secured Access Mode. The Secured Access Mode is required during service to perform the SKIS initialization and Sentry Key FOBIK transponder programming procedures. The WIN also stores the Vehicle Identification Number (VIN) in its memory, which it learns through a CAN data bus message from the PCM during SKIS initialization. In the event that a WIN replacement is required, the Secret Key code can be transferred to the new WIN from the PCM using the diagnostic scan tool and the SKIS initialization procedure. Proper completion of the SKIS initialization will allow the existing Sentry Key FOBIKs to be programmed into the new WIN so that new FOBIKs will not be required. In the event that the original Secret Key code cannot be recovered, WIN replacement will also require new Sentry Key FOBIKs. The diagnostic scan tool will alert the technician during the SKIS initialization procedure if new Sentry Key FOBIKs are required . See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Programming and Relearning When the ignition switch is turned to the ON position, the WIN transmits a LF signal to excite the transponder in the FOBIK. The WIN then waits for a LF signal response from the transponder. If the response received identifies the FOBIK as valid, the WIN sends an electronic valid key message to the PCM over the CAN data bus. If the response received identifies the FOBIK as invalid or if no response is received from the FOBIK transponder, the WIN sends an invalid key message to the PCM. The PCM will enable or disable engine operation based upon the status of the WIN messages. It is important to note that the default condition in the PCM is an invalid key; therefore, if no message is received from the WIN by the PCM, the engine will be disabled and the vehicle immobilized after two seconds of running. The WIN also sends electronic security indicator request messages to the EMIC over the CAN data bus to tell the EMIC how to operate the security indicator. The security indicator request message from the WIN tells the EMIC to turn the indicator ON for about three seconds each time the ignition switch is turned to the ON position as a bulb test. After completion of the bulb test, the WIN sends security indicator request messages to the EMIC to turn the indicator OFF, turn the indicator ON, or to flash the indicator ON and OFF. If the security indicator flashes or stays ON solid after the bulb test, it signifies a SKIS fault. If the WIN detects a system malfunction or the SKIS has become ineffective, the security indicator will stay ON solid. If the WIN detects an invalid FOBIK or if a FOBIK transponder-related fault exists, the security indicator will flash. If the vehicle is equipped with the Customer Learn transponder programming feature, the WIN will also send messages to the EMIC to flash the security indicator whenever the Customer Learn programming mode is being utilized. The SKIS performs a self-test each time the ignition switch is turned to the ON position, and will store fault information in the form of a Diagnostic Trouble Code (DTC) in WIN memory if a system malfunction is detected. The hard wired circuits of the WIN may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the WIN or the electronic controls or communication between other modules and devices that provide some features of the SKIS. The most reliable, efficient, and accurate means to diagnose the WIN or the electronic controls and communication related to WIN operation requires the use of a diagnostic scan tool. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures. Park Assist Switch - Description Parking Assist Switch: Description and Operation Park Assist Switch - Description DESCRIPTION The park assist switch (4) is integral to the upper instrument panel switch pod (1), which is secured to the instrument panel center bezel just above the heater and air conditioner controls. The park assist switch push button is clearly identified with a white International Control and Display Symbol graphic for Parking Aid and the text OFF. An amber Light Emitting Diode (LED) unit is illuminated behind a small clear plastic jewel-like lens in the push button to give a visual indication whenever the park assist system has been manually disabled with the ignition switch in the ON or START positions. The switch button also has panel lamps dimmer controlled illumination for night visibility. All of the circuitry and components of the park assist switch are contained within a molded black plastic upper instrument panel switch pod housing. A single connector receptacle is integral to the back of the switch pod housing. The switch is connected to the vehicle electrical system through a dedicated take out and connector of the instrument panel wire harness. The park assist switch cannot be adjusted or repaired and, if the switch is ineffective or damaged, the entire instrument panel switch pod unit must be replaced. . See: Integrated Accessory Switch Assembly/Service and Repair/Instrument Cluster Switch Pod - Removal Page 421 Hood Sensor/Switch (For Alarm): Service and Repair Vehicle Theft Security Hood Ajar Switch Installation Bracket BRACKET 1. Check to be certain that the two rivet nuts (2) that secure the hood ajar switch bracket screws to the left fender inner shield (1) are properly installed and in good condition. 2. Position the hood ajar switch bracket (3) onto the left fender inner shield. 3. Install and tighten the two screws (4) that secure the hood ajar switch bracket to the left fender inner shield. Tighten the screws to 4 Nm (35 in. lbs.). 4. Install a new hood ajar switch into the mounting bracket. . See: Switch SWITCH NOTE: Self-adjustment of the hood ajar switch is a one-time feature. If the switch is damaged, ineffective, removed or requires readjustment, it must be replaced with a new unit. 1. Position the hood ajar switch (1) near the hole in the mounting bracket (2) on the left inner fender side shield. 2. Pull the wire harness connector (3) through the switch mounting bracket and reconnect it to the switch connector receptacle. 3. From the top of the mounting bracket, press the switch downward into the mounting hole until the integral switch latch tabs lock it into place. 4. Reconnect the battery negative cable. 5. Close and latch the hood. Park Assist Module - Removal Parking Assist Control Module: Service and Repair Park Assist Module - Removal REMOVAL 1. Disconnect and isolate the battery negative cable. 2. Remove the rear seat cushion from the rear floor panel (1). See: Body and Frame/Seats/Seat Cover/Service and Repair/Seat Cushion Cover Removal. 3. Disconnect the underbody wire harness connector (2) from the park assist module (3) connector receptacle. Vehicles with the front park assist option will have a second connection to the module at this location, which must also be disconnected. 4. Using a trim stick or another suitable wide flat-bladed tool, gently pry the two latch features on the inboard side of the mounting plate (4) away from the mounting tabs of the module far enough to disengage the inboard (connector) side of the module. 5. Pull the module inboard far enough to disengage the two mounting tabs on the outboard side of the module from the slots in the mounting plate. 6. Remove the module from the mounting plate. Satellite Video Module - Removal Entertainment System Control Module: Service and Repair Satellite Video Module - Removal REMOVAL 1. Disconnect and isolate the battery negative cable. 2. Remove the right rear quarter trim panel. See: Body and Frame/Interior Moulding / Trim/Trim Panel/Service and Repair/Pillar Trim/C-Pillar Trim Panel - Removal. 3. Disconnect the electrical connector (2) and antenna connectors (1). 4. Remove the satellite video mounting fasteners and remove the video module. Page 336 1. Install the transponder (4) to the vehicle and reconnect the electrical connector (3). 2. Install the mounting screw (1) for the transponder (4) 3 Nm (25 in. lbs.). 3. Lower the vehicle. Page 368 before releasing the window switch. 4. Move the driver side front window upward until the window stalls in the full up position. Allow the window motor to stall for at least 2 second before releasing the window switch. 5. Repeat steps 1 through 4 to calibrate the module for the passenger side front window. 6. Verify that the windows are properly calibrated by operating the "Auto-Up" feature on the windows. Repeat this procedure if the calibration failed. 7. For vehicles equipped: > with Electronic Stability Program (ESP), continue with Section J. Calibrate the Steering Angle Sensor (SAS). > without Electronic Stability Program (ESP), clear all Diagnostic Trouble Codes (DTC's), disconnect and remove the wiTECH VCI pod, remove the battery charger and return the vehicle to the customer. J. Calibrate the Steering Angle Sensor (LX/LC) NOTE: The Steering Angle Sensor (SAS) requires calibration (initialization) using the wiTECH scan tool. If the SAS is not calibrate following battery reconnection, the ESP/BAS indicator lamp will flash continuously with no Diagnostic Trouble Codes (DTC's). 1. Position the front wheels straight ahead and center the steering wheel. 2. Connect the wiTECH VCI pod to the vehicle data link connector 3. Place the ignition in the "RUN" position. 4. Launch the wiTECH Diagnostic Application. 5. Starting at the "Vehicle View Screen" screen, select "ABS Icon". 6. Select the "Misc. Functions" tab. 7. Select "Initialize ECU" from the list. 8. Follow the wiTECH on-screen instruction to complete the drive test. 9. After calibration is complete, clear all DTC's. 10. Disconnect and remove the wiTECH VCI pod, remove the battery charger and return the vehicle to the customer. Page 375 Parts Information Due to the small number of involved vehicles expected to require a Wireless Ignition Node (WIN) receiver, no parts will be distributed initially. WIN receivers should be ordered only after inspection determines that replacement is required. Very few vehicles are expected to require WIN replacement. Reminder: VIN specific parts application for your dealer's assigned vehicles is available through the Global Recall System (GRS) and Vehicle Information Plus (VIP). Special Tools The special tools shown are required to perform this repair. Completion Reporting and Reimbursement Claims for vehicles that have been serviced must be submitted on the Page 66 Door Module: Programming and Relearning STANDARD PROCEDURE Any time a door control module is replaced, a power window glass is adjusted or removed, a power window regulator is replaced or a power window motor is replaced, the hard stops for the power window assemblies need to be cleared and relearned by the door control module. This procedure is also sometimes referred to as denormalizing and normalizing or initialization. Refer to the Clear/Relearn Standard Procedure in Power Windows. See: Windows and Glass/Windows/Testing and Inspection/Programming and Relearning. Page 443 1. If the park assist sensor (3) or the sensor spacer (2) are being replaced, engage the O-ring spacer around the circumference of the sensor membrane protrusion. NOTE: Production and all service replacement O-ring spacers are tapered. The wide side (base) of the O-ring should be seated against the sensor housing and the narrow side should be oriented toward the outer surface of the sensor membrane and the rear fascia molding. 2. If the sensor bracket (1) is being replaced, align and insert the sensor into the sensor bracket until the bracket latch features are fully engaged over the top and bottom tabs of the sensor. Be certain that the sensor spacer is in place around the circumference of the sensor membrane protrusion. 3. If the sensor bracket is being replaced, align and insert the bracket and sensor unit between the fascia molding latch features until the top and bottom tabs of the sensor bracket are fully engaged. Be certain that the sensor membrane is flush with the outer surface of the fascia molding. 4. If only the sensor or the sensor spacer are being replaced, align and insert the sensor into the sensor bracket on the back of the rear bumper fascia until the bracket latch features (2) are fully engaged over the top and bottom tabs of the sensor. Be certain that the sensor membrane is flush with the outer surface of the fascia molding. NOTE: Be certain that each sensor membrane is properly centered in the openings of the rear fascia molding and that the O-ring spacers are not pinched. Improper centering or pinched O-rings can be detrimental to proper park assist sensor operation. 5. From the back of the fascia, reconnect the wire harness connector to the sensor connector receptacle (1). 6. Reinstall the bumper fascia onto the rear of the vehicle. See: Body and Frame/Bumper/Rear Bumper/Rear Bumper Cover / Fascia/Service and Repair/Rear Bumper Fascia - Installation. 7. Reconnect the battery negative cable. Satellite Video Module - Description Entertainment System Control Module: Description and Operation Satellite Video Module Description DESCRIPTION The satellite receiver is located in the right rear quarter area behind the trim panel. It is secured with three mounting fasteners Description and Operation Blower Motor Relay: Description and Operation DESCRIPTION The blower motor relay (1) for the heating-A/C system is an International Standards Organization (ISO)-type relay. Relays conforming to the ISO specifications have common physical dimensions, current capacities, terminal functions and patterns (2). The blower motor relay is a electromechanical device that switches battery current through a fuse in the power distribution center (PDC) directly to the blower motor when equipped with the manual temperature control (MTC) system, or to the blower motor power module when equipped with the automatic temperature control (ATC) system. The blower motor relay is energized when the relay coil is provided battery current by the ignition switch. The blower motor relay is located in the power distribution center inside the engine compartment. Page 411 Wiper Relay: Description and Operation High and Low Wiper Relay - Description DESCRIPTION The wiper high/low relay (1) is a conventional International Standards Organization (ISO) micro relay. Relays conforming to the ISO specifications have common physical dimensions, current capacities, terminal patterns (2), and terminal functions. This relay is contained within a small, rectangular, molded plastic housing and is connected to all of the required inputs and outputs through five integral male spade-type terminals that extend from the relay base plate. The wiper high/low relay is located in the Integrated Power Module (IPM) in the engine compartment, near the battery. Refer to the layout label on the underside of the IPM cover for specific relay cavity assignment information. The wiper high/low relay cannot be adjusted or repaired and, if ineffective or damaged, the unit must be replaced. High and Low Wiper Relay - Operation OPERATION The wiper high/low relay is an electromechanical switch that uses a low current input from the Front Control Module (FCM) to control a high current output to the front wiper motor. The movable common feed contact point is held against the fixed normally closed contact point by spring pressure. When the relay coil is energized, an electromagnetic field is produced by the coil windings. This electromagnetic field draws the movable relay contact point away from the fixed normally closed contact point, and holds it against the fixed normally open contact point. When the relay coil is de-energized, spring pressure returns the movable contact point back against the fixed normally closed contact point. A resistor is connected in parallel with the relay coil in the relay, and helps to dissipate voltage spikes and electromagnetic interference that can be generated as the electromagnetic field of the relay coil collapses. The wiper high/low relay terminals are connected to the vehicle electrical system through a connector receptacle in the Integrated Power Module (IPM). The inputs and outputs of the wiper high/low relay include: - Common Feed Terminal - The common feed terminal (30) is connected to the output of the wiper on/off relay at all times through the wiper on/off relay output circuit. - Coil Ground Terminal - The coil ground terminal (85) is connected to a control output of the FCM through a wiper high/low relay control circuit. The FCM controls wiper motor operation by controlling a ground path through this circuit. - Coil Battery Terminal - The coil battery terminal (86) receives battery current at all times from a fuse in the IPM through a fused ignition switch output (run-acc) circuit. - Normally Open Terminal - The normally open terminal (87) is connected to the high speed brush of the wiper motor through a wiper high/low relay high speed output circuit, and is connected to the high speed brush whenever the relay is energized. - Normally Closed Terminal - The normally closed terminal (87A) is connected to the low speed brush of the wiper motor through a wiper high/low relay low speed output circuit, and is connected to the low speed brush whenever the relay is de-energized. The wiper high/low relay as well as the hard wired inputs and outputs of the relay may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. ON and OFF Wiper Relay - Description Page 245 NOTE: PCM Outputs: - A/C clutch relay - Auto shutdown (ASD) relay - CAN bus (+/-) circuits for: speedometer, voltmeter, fuel gauge, oil pressure gauge/lamp, engine temp. gauge and speed control warn. lamp - Data link connection for diagnostic scan tool - Double start override (if equipped) - EGR valve control solenoid (if equipped) - Electronic throttle control - EVAP canister purge solenoid - Five volt sensor supply (primary) - Five volt sensor supply (secondary) - Fuel injectors - Fuel pump relay - Generator field driver (-) - Generator field driver (+) - Generator lamp (if equipped) - Idle air control (IAC) motor - Ignition coil(s) - CAN bus circuits - Leak detection pump (if equipped) - Malfunction indicator lamp (Check engine lamp). Driven through CAN bus circuits. - Overdrive indicator lamp (if equipped) - Radiator cooling fan (if equipped) - Speed control vacuum solenoid - Speed control vent solenoid - Starter relay - Tachometer (if equipped). Driven through CAN bus circuits. - Transmission convertor clutch circuit - Transmission 3-4 shift solenoid - Transmission relay - Transmission temperature lamp (if equipped) - Transmission variable force solenoid 5V Power Supplies 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. - supplies a reference voltage for the Manifold Absolute Pressure (MAP) sensor. - supplies a reference voltage for the Throttle Position Sensor (TPS) sensor. Secondary 5-volt supply: - supplies the required 5 volt power source to the oil pressure sensor. - supplies the required 5 volt power source for the Vehicle Speed Sensor (VSS) (if equipped). - supplies the 5 volt power source to the transmission pressure sensor (if equipped with an RE automatic transmission). Ignition Circuit Sense IGNITION CIRCUIT SENSE The ignition circuit sense input tells the PCM the ignition switch has energized the ignition circuit. Battery voltage is also supplied to the PCM through the ignition switch when the ignition is in the RUN or START position. This is referred to as the "ignition sense" circuit and is used to "wake up" the PCM. Voltage on the ignition input can be as low as 6 volts and the PCM will still function. Voltage is supplied to this circuit to power the PCM's 8-volt regulator and to allow the PCM to perform fuel, ignition and emissions control functions. Page 89 Memory Positioning Module: Description and Operation Memory Seat Module - Operation OPERATION The Memory Seat Module (MSM) receives battery current through a 25 amp circuit breaker in the Power Distribution Center (PDC) so that the memory system remains operational, regardless of the ignition switch position. When the driver memory switch button is pushed, a resistance signal is sent to the MSM via the Controller Area Network (CAN) bus circuit. The MSM is responsible for the 12v battery feed and ground path to the power seat adjuster motor and other memory system components. The MSM receives memory set/position switch input through the CAN bus circuit. The MSM also receives hard wired input from the hall effect sensors, mounted on each of the driver power seat adjuster motors and the driver side view mirror motor. The programmed software in the module allows it to know where the seat and adjustable pedals are located in its designed travel by a pulse count generated from the hall effect sensors. This way, when the memory switch is depressed the module will power these components until the correct preset location is achieved. The module will prevent the seat memory recall function from being initiated, if the transmission gear selector lever is not in the Park position, or if the vehicle is moving. These inputs are monitored over the Controller Area Network (CAN) bus circuit by the MSM. A memory setting is saved by pressing the "set" button, then pressing either the memory "1" or "2" button within 5 seconds of pressing the "set" button. A memory setting is recalled by pressing either the memory "1" or "2" button, or by pressing the unlock button on a "linked" Remote Keyless Entry (RKE) transmitter. For driver safety, memorized settings can not be recalled if the transmission is in a position other than Park or the seat belt is latched. The MSM performs the following functions: - Positions the driver power seat (vertical, horizontal, and recliner positions). - Positions the power adjustable pedals. - Sends the memory save or recall (number 1 or number 2) command over the CAN data bus circuit to the other memory system components, radio station pre-sets and power mirror positions. - Provides for "linking" the key FOBs to memory. - Provides for the easy entry/exit feature. When a memory button is pressed (number 1 or number 2) on the memory switch, the Driver Door Module (DDM) sends a recall message to the MSM. The MSM will then position the memory system components to the preprogrammed location/setting. When the Remote Keyless Entry (RKE) Transmitter button is pressed, depending on which transmitter (number 1 or number 2), the SKREEM (RKE Receiver) sends the recall request and FOB number (number 1 or number 2) data message. This RKE transmitter function depends on if the MSM is programmed to trigger the recall (linked FOBs). A key FOB is "linked" to a memory setting by pressing the "set" button and then pressing either the memory "1" or "2" button within 5 seconds of pressing the set button, then by pressing the "lock" button on the selected key FOB. The memory system "Easy Entry and /Exit" feature provides the driver with more room to enter or exit the vehicle. When the seat is in a memorized position, it will move rearward 55 millimeters or to the end of its travel, whichever occurs first, when the key is removed from the ignition switch lock cylinder. This is a customer programmable feature of the overhead console. The seat will return to the memory position when the driver turns the vehicle's ignition switch out of the LOCK position. The memory system "learns" the seat and adjustable pedal motor maximum end positions when the motor reaches the limit of travel in any direction and stalls. Subsequently, movement will stop just short of that position to avoid extra stress on the motors and mechanisms. If the system learned a maximum position as a result of an obstruction, as for instance if a large object was placed on the floor behind the seat, the system can relearn the "true" maximum position through manually operating the power seat after the obstruction is removed. NOTE: It is normal for the power accessories contained in the memory system to stop at the maximum "learned" position and then continue to the "true" maximum position when the control switch is released and then applied in the same direction a second time. Certain functions and features of the memory system rely upon resources shared with other electronic modules in the vehicle over the Controller Area Network (CAN) bus. The CAN bus allows the sharing of sensor information. This helps to reduce wire harness complexity, internal controller hardware, and component sensor current loads. At the same time, this system provides increased reliability, enhanced diagnostics, and allows the addition of many new feature capabilities. For diagnosis of these electronic modules or of the CAN bus, the use of a scan tool and the proper diagnostic information are needed. Page 292 Air Bag Control Module: Service and Repair Occupant Restraint Controller - Installation INSTALLATION WARNING: To avoid serious or fatal injury on vehicles equipped with side curtain airbags, disable the Supplemental Restraint System (SRS) before attempting any Occupant Restraint Controller (ORC) diagnosis or service. The ORC contains a rollover sensor, which enables the system to deploy the side curtains in the event of a vehicle rollover event. If an ORC is accidentally rolled during service while still connected to battery power, the side curtain airbags will deploy. Disconnect and isolate the battery negative (ground) cable, then wait two minutes for the system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the SRS. Failure to take the proper precautions could result in accidental airbag deployment. WARNING: To avoid serious or fatal injury on vehicles equipped with airbags, disable the Supplemental Restraint System (SRS) before attempting any steering wheel, steering column, airbag, seat belt tensioner, impact sensor, or instrument panel component diagnosis or service. Disconnect and isolate the battery negative (ground) cable, then wait two minutes for the system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the SRS. Failure to take the proper precautions could result in accidental airbag deployment. WARNING: To avoid serious or fatal injury, never strike or drop the Occupant Restraint Controller (ORC), as it can damage the impact sensor or affect its calibration. The ORC contains the impact sensor, which enables the system to deploy the Supplemental Restraint System (SRS) components. If an ORC is accidentally dropped during service, the module must be scrapped and replaced with a new unit. Failure to observe this warning could result in accidental, incomplete, or improper SRS component deployment. NOTE: Several different Occupant Restraint Controllers (ORC) are available for this vehicle. For vehicles equipped with the optional side curtain airbags, the ORC contains a second bi-directional safing sensor for the side airbags. 1. Carefully position the Occupant Restraint Controller (ORC) (3) onto the ORC mount on the floor panel transmission tunnel (1). The bottom of the ORC housing is keyed. When the ORC is correctly positioned, the bottom of the housing will fit flush with the mount and the orientation arrow on the label on top of the housing will be pointed forward in the vehicle. 2. Install and tighten the three screws (2) that secure the ORC to the ORC mount that is welded onto the floor panel transmission tunnel. Tighten the screws to 14 Nm (10 ft. lbs.). Adjustable Pedal Module - Removal Pedal Positioning Module: Service and Repair Adjustable Pedal Module - Removal REMOVAL 1. Disconnect and isolate the battery negative cable. 2. Remove the driver seat cushion/cover (2) See: Body and Frame/Seats/Seat Cover/Service and Repair/Seat Cushion Cover - Removal. 3. Pivot the module upward and disconnect the electrical connectors (1). 4. Unsnap the adjustable pedals module (4) from the side brackets. 5. Pull the module rearward to remove it from the front of the seat frame (3). Page 331 Tire Pressure Monitor Receiver / Transponder: Description and Operation Tire Pressure Monitoring (TPM) Transponder - Operation OPERATION Transponders located in three of the four wheel wells of the vehicle provide the Wireless Ignition Node (WIN) with the location of the tire pressure sensors on the vehicle. The transponders are located in the left front, right front and right rear wheel wells. A fourth transponder is not necessary in the remaining wheel well due to the process-of-elimination theory. Once the system knows the location of the first three sensors it assumes the location of the fourth tire pressure sensor is in the left rear tire. Trailer Tow Module - Removal Trailer Lighting Module: Service and Repair Trailer Tow Module - Removal REMOVAL 1. Disconnect and isolate the battery negative cable. 2. Remove the rear seat cushion from the rear floor panel. See: Body and Frame/Seats/Seat Cover/Service and Repair/Seat Cushion Cover Removal . 3. Disconnect the four body wire harness connectors from the connector receptacles (4) on the back of the Trailer Module (TM) (1). 4. Using a trim stick or another suitable wide flat-bladed tool, gently pry the latch features (5) on each side of the mounting plate (2) away from the mounting tabs of the module far enough to disengage the module. 5. Remove the module from the mounting plate. Page 97 Pedal Positioning Module: Testing and Inspection ADJUSTABLE PEDALS MODULE (APM) In order to obtain conclusive testing of the adjustable pedals system, the Controller Area Network (CAN) data bus, and all of the electronic modules that provide inputs to, or receive outputs from the adjustable pedals system components must be checked. Any diagnosis of the adjustable pedals module should begin with the use of a scan tool and the appropriate diagnostic service information. Refer to the appropriate wiring information for complete circuit schematic or connector pin-out information. Before any testing of the adjustable pedals system is attempted, the battery should be fully-charged. Page 247 3. CHECKING THE PCM FUSED IGNITION CIRCUITS CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install PCM Pinout Box 8815 to perform diagnosis. 1. Turn the ignition on. 2. Using a 12 volt test light connected to ground, check the PCM Fused Ignition circuits. 3. Check each circuit with the ignition on, engine running position, and during cranking. 4. Wiggle test each circuit during the test to check for an intermittent open in the circuit. NOTE: The test light should be illuminated and bright. Compare the brightness to that of a direct connection to the battery. Is the test light illuminated and bright? Yes - Go To 4. No - Repair the open or short to ground in the PCM Fused Ignition circuits. - Perform the POWERTRAIN VERIFICATION TEST. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests/Powertrain Verification Test. 4. CHECKING THE PCM FUSED B+ CIRCUITS 1. Turn the ignition off. Headlamp Leveling Module - Description Headlamp Alignment Control Module: Description and Operation Headlamp Leveling Module Description DESCRIPTION An Automatic Headlamp Leveling Module (AHLM) (1) is standard equipment with the optional High Intensity Discharge (HID) headlamps. The AHLM is located on the bottom of the right front lamp unit housing, but serves both the right and left front lamp units. This module works in conjunction with the front and rear axle sensors and the headlamp leveling motors to provide automatic headlamp beam adjustment to compensate for changes in vehicle height cased by changes in vehicle loading, acceleration or deceleration. The molded black plastic AHLM housing has integral mounting flanges (4) that are secured by a stamped aluminum cover plate and four screws to a receptacle in the bottom of the right front lamp unit housing. Concealed within the housing is the circuitry of the module, which includes a microprocessor. The module is connected through an integral connector receptacle (2) to the vehicle electrical system by a take out and connector of the right front lamp unit wire harness. The AHLM cannot be adjusted or repaired and, if ineffective or damaged, it must be replaced. Rear Defogger Relay - Removal Heated Glass Element Relay: Service and Repair Rear Defogger Relay - Removal REMOVAL 1. Disconnect and isolate the negative battery cable. 2. Remove the junction block (JB) (1) from underneath the instrument panel See: Maintenance/Fuses and Circuit Breakers/Fuse Block/Service and Repair/Junction Block - Removal. 3. Remove the EBL relay (2) from the top side of the JB. Page 246 Engine Control Module: Testing and Inspection CHECKING THE PCM POWER AND GROUND CIRCUITS For a complete wiring diagram Refer to the Wiring Information . 1. PCM WIRING OR CONNECTORS 1. Turn the ignition off. 2. Using the wiring diagram/schematic as a guide, inspect the wiring and each connector at the PCM. 3. Look for any chafed, pierced, pinched, or partially broken wires. 4. Look for broken, bent, pushed out or corroded terminals. Were any problems found? Yes - Repair as necessary. - Perform the POWERTRAIN VERIFICATION TEST. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests/Powertrain Verification Test. No - Go To 2 2. CHECKING THE PCM GROUND CIRCUITS 1. Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install PCM Pinout Box 8815 to perform diagnosis. 2. Using a 12 volt test light connected to 12 volts, check the PCM ground circuits. 3. Wiggle test each circuit during the test to check for an intermittent open in the circuit. NOTE: The test light should be illuminated and bright. Compare the brightness to that of a direct connection to the battery. Is the test light illuminated and bright? Yes - Go To 3. No - Repair the PCM ground circuit(s) for an open circuit or high resistance. - Perform the POWERTRAIN VERIFICATION TEST. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests/Powertrain Verification Test. Vehicle Theft Security Hood Ajar Switch - Removal Hood Sensor/Switch (For Alarm): Service and Repair Vehicle Theft Security Hood Ajar Switch Removal Bracket BRACKET 1. Remove the hood ajar switch from the mounting bracket (3). . See: 2. Remove the two screws (4) that secure the hood ajar switch bracket to the rivet nuts (2) in the left fender inner shield (1). 3. Remove the hood ajar switch bracket from the left fender inner shield. Switch SWITCH 1. Unlatch and open the hood. 2. Disconnect and isolate the battery negative cable. 3. From the top of the hood ajar switch mounting bracket (2) on the left inner fender shield, squeeze the two switch latch tabs together and pull the switch (1) upward. 4. Pull the hood ajar switch up through the hole in the mounting bracket far enough to access and disconnect the wire harness connector (3) from the switch connector receptacle. 5. Remove the hood ajar switch from the mounting bracket and discard. Page 279 Main Relay (Computer/Fuel System): Description and Operation Auto Shutdown Relay - Operation PCM Output PCM OUTPUT The ASD relay supplies battery voltage (12+ volts) to the fuel injectors and ignition coil(s). With certain emissions packages it also supplies 12-volts to the oxygen sensor heating elements. The ground circuit for the coil within the ASD relay is controlled by the Powertrain Control Module (PCM). The PCM operates the ASD relay by switching its ground circuit on and off. The ASD relay will be shut-down, meaning the 12-volt power supply to the ASD relay will be de-activated by the PCM if: - The ignition key is left in the ON position. This is if the engine has not been running for approximately 1.8 seconds. - There is a crankshaft position sensor signal to the PCM that is lower than pre-determined values. ASD Sense - PCM Input ASD SENSE - PCM INPUT A 12 volt signal at this input indicates to the PCM that the ASD has been activated. The relay is used to connect the oxygen sensor heater element, ignition coil and fuel injectors to 12 volt + power supply. This input is used only to sense that the ASD relay is energized. If the Powertrain Control Module (PCM) does not see 12 volts at this input when the ASD should be activated, it will set a Diagnostic Trouble Code (DTC). Page 122 12. Remove the 3 ABM bolts securing the ABM (1) to the HCU (2). 13. Separate the ABM (1) from the HCU (2). Page 54 Pedal Positioning Module: Testing and Inspection ADJUSTABLE PEDALS MODULE (APM) In order to obtain conclusive testing of the adjustable pedals system, the Controller Area Network (CAN) data bus, and all of the electronic modules that provide inputs to, or receive outputs from the adjustable pedals system components must be checked. Any diagnosis of the adjustable pedals module should begin with the use of a scan tool and the appropriate diagnostic service information. Refer to the appropriate wiring information for complete circuit schematic or connector pin-out information. Before any testing of the adjustable pedals system is attempted, the battery should be fully-charged. Page 348 3. Perform repeated N-D shifts at a stop while pausing in Neutral for at least 2-3 seconds and monitor Norm N-D UD CVI volume until the value stabilizes. The value will change during the N-D shift. This is normal since the UD value is different for the N-D shift then the normal value shown which is used for 4-3 coastdown and kick downs. Perform repeated shifts in this temperature range until the Norm N-D UD CVI value stabilizes and the N-D shifts become smooth. LEARN THE 1ST 2-3 SHIFT AFTER A RESTART OR SHIFT TO REVERSE Use the following steps to have the TCM learn the 1st 2-3 shift OD CVI. NOTE: The transmission oil temperature must be above 27° C (80° F). 1. With the vehicle engine running, select reverse gear for over 2 seconds. 2. Shift the transmission to Drive and accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform a 2-3 shift while noting the 1st 2-3 OD CVI. 3. Repeat 1 and 2 until the 1st 2-3 upshift becomes smooth and the 1st 2-3 OD CVI stabilizes. LEARN A SMOOTH 2-3 AND 3-4 UPSHIFT NOTE: The transmission oil temperature must be above 43° C (110° F). Use the following steps to have the TCM learn the OD and 4C CVI's. 1. Accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform multiple 1-2, 2-3, and 3-4 upshifts. The 2nd 2-3 shift following a restart or shift to reverse will be shown during the shift as a value between the 1st 2-3 OD CVI and the normal OD CVI. Updates to the normal OD CVI will occur after the 2nd shift into 3rd gear, following a restart or shift to reverse. 2. Repeat 1 until the 2-3 and 3-4 shifts become smooth and the OD and 4C CVI become stable. LEARN A SMOOTH 4-3 COASTDOWN AND PART THROTTLE 4-3 KICKDOWN NOTE: The transmission oil temperature must be above 43° C (110° F). Use the following steps to have the TCM learn the UD shift volume. 1. At a vehicle speed between 64-97 km/h (40-60 MPH), perform repeated 4-3 kickdown shifts. 2. Repeat 1 until the UD volume becomes somewhat stable and the shift becomes smooth. LEARN A SMOOTH 1-2 UPSHIFT AND 3-2 KICKDOWN Use the following steps to have the TCM learn the 2C shift volume. NOTE: The transmission oil temperature must be above 43° C (110° F). 1. With a vehicle speed below 48 km/h (30 MPH) and the transmission in 3rd gear, perform multiple 3-2 kick downs. 2. Repeat 1 until the 3-2 kick downs become smooth and the 2C CVI becomes stable. LEARN A SMOOTH MANUAL 2-1 PULLDOWN SHIFT AS WELL AS A NEUTRAL TO REVERSE SHIFT NOTE: The transmission oil temperature must be above 43° C (110° F). Use the following steps to have the TCM learn the LR volume. 1. With the vehicle speed around 40-48 km/h (25-30 MPH) in Manual 2nd, perform manual pulldowns to Low or 1st gear at closed throttle. 2. Repeat 1 until the LR CVI becomes stable and the manual 2-1 becomes smooth. LEARN A SMOOTH NEUTRAL TO REVERSE SHIFT NOTE: The transmission oil temperature must be above 43° C (110° F). 1. With the vehicle at a stop, perform Neutral to Reverse shifts until the shift is smooth. An unlearned Neutral to Reverse shift may be harsh or exhibit a double bump. 2. If any of the shifts are still not smooth after the clutch volume stabilizes, an internal transmission problem may be present. LEARN A SMOOTH 4-5 UPSHIFT NOTE: The transmission oil temperature must be above 43° C (110° F). Auto Shutdown Relay - Removal Main Relay (Computer/Fuel System): Service and Repair Auto Shutdown Relay - Removal REMOVAL The ASD relay is located in the engine compartment within the Power Distribution Center (PDC). Refer to label on power distribution center cover for relay location. 1. Remove power distribution center cover. 2. Remove relay from power distribution center. 3. Check condition of relay terminals and power distribution center connector terminals for damage or corrosion. Repair if necessary before installing relay. 4. Check for pin height (pin height should be the same for all terminals within the power distribution center connector). Repair if necessary before installing relay. Transmission Control Module - Description Control Module: Description and Operation Transmission Control Module - Description 4.7L/5.7L VEHICLES The Transmission Control Module (TCM) is a sub-module within the Powertrain Control Module (PCM) (1). The PCM is located on the right inner fender. Page 197 7. Check the supplier ID. Is the Supplier Marquardt? a. No>>> Inspection is complete. Please refer to normal diagnostics for the customers concern. b. Yes>>> Continue with step 8. 8. Now check the software version listed on the same page. Is the WIN software version lower than 10.02.01? a. No>>> Inspection is complete check for other issues causing customer concern b. Yes>>> Continue with the repair procedure step 9. NOTE: If this flash process is interrupted/aborted, the flash should be restarted. 9. Using the wiTECH Diagnostic Application for flashing a WIN is made available through the wiTECH Diagnostic Application. For instructions select the "HELP tab on upper portion of the wiTECH window, then "HELP CONTENTS. This will open the Welcome to wiTECH Help screen were help topics can now selected. 10. Clear any DTC's that may have been set in other modules due to reprogramming. The wiTECH application will automatically present all DTCs after the flash and allow the tech to clear them. POLICY: Reimbursable within the provisions of the warranty. TIME ALLOWANCE: FAILURE CODE: Disclaimer: This bulletin is supplied as technical information only and is not an authorization for repair. Page 119 Electronic Brake Control Module: Description and Operation Anti-Lock Brake System Module Operation OPERATION NOTE: If the ABM nodule is replaced it must be initialized using the scan tool. The ABM voltage is supplied by the ignition switch in the RUN position. The ABM contains dual microprocessors. A logic block in each microprocessor receives identical sensor signals. These signals are processed and compared simultaneously. The ABM 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 scan tool. ABS faults remain in memory until cleared, or until after the vehicle is started approximately 50 times. Stored faults are not erased if the battery is disconnected. Keyless Systems - Intermittently Inoperative Keyless Entry Module: Customer Interest Keyless Systems - Intermittently Inoperative NUMBER: 08-010-10 GROUP: Electrical DATE: May 14, 2010 THE wiTECH DIAGNOSTIC APPLICATION IS THE PREFERRED METHOD FOR FLASHING ECUs. HELP USING THE wiTECH DIAGNOSTIC APPLICATION FOR FLASHING AN ECU IS AVAILABLE BY SELECTING "HELP" THEN "HELP CONTENTS" AT THE TOP OF THE wiTECH DIAGNOSTIC APPLICATION WINDOW. THE wiTECH SOFTWARE LEVEL MUST BE AT RELEASE 10.04 OR HIGHER TO PERFORM THIS PROCEDURE. StarMOBILE DESKTOP CLIENT MAY ALSO BE USED TO PERFORM THIS PROCEDURE. SUBJECT: Flash: WIN Module For Intermittent RKE Functions OVERVIEW: This bulletin involves flash reprogramming the Wireless Ignition Node (WIN) with new software. MODELS: 2010 (DS) Ram Truck 1500 2010 (JC) Journey 2010 (LC) Challenger 2010 (LE) International 300 or Charger 2010 (LX) 300 and/or Charger 2010 (WK) Grand Cherokee 2010 (WH) International Grand Cherokee 2010 (XK) Commander 2010 (XH) International Commander SYMPTOM/CONDITION: Customer may experience intermittent FOBIK operating characteristics. Dealers are required to verify the manufacturer of the Wireless Ignition Node Module (WIN) and if necessary, Flash the WIN with updated software. DIAGNOSIS: If the vehicle operator describes the above Symptom/Condition, perform the Repair Procedure. REPAIR PROCEDURE: Check manufacturer of WIN Module 1. Using the wiTECH Diagnostic Application verify the WIN module is manufactured by Marquardt 2. Click on the reports tab on the top of the main page. 3. Select Run/View Reports. 4. Select ECU Details report. 5. Click on the arrow key to run the report. 6. Scroll to the bottom to find the WIN section. Page 344 An important function of the TCM is to monitor Clutch Volume Indexes (CVI). CVIs represent the volume of fluid needed to compress a clutch pack. The TCM monitors gear ratio changes by monitoring the Input and Output Speed Sensors. The Input, or Turbine Speed Sensor sends an electrical signal to the TCM that represents input shaft rpm. The Output Speed Sensor provides the TCM with output shaft speed information. By comparing the two inputs, the TCM can determine transmission gear position. This is important to the CVI calculation because the TCM determines CVIs by monitoring how long it takes for a gear change to occur. Gear ratios can be determined by using the Scan Tool and reading the Input/Output Speed Sensor values in the "Monitors" display. Gear ratio can be obtained by dividing the Input Speed Sensor value by the Output Speed Sensor value. The gear ratio changes as clutches are applied and released. By monitoring the length of time it takes for the gear ratio to change following a shift request, the TCM can determine the volume of fluid used to apply or release a friction element. The volume of transmission fluid needed to apply the friction elements are continuously updated for adaptive controls. As friction material wears, the volume of fluid need to apply the element increases. Certain mechanical failures within the input clutch assembly can cause inadequate or out-of-range element volumes. Also, defective Input/Output Speed Sensors and wiring can cause these conditions. The following chart identifies the appropriate clutch volumes and when they are monitored/updated: SHIFT SCHEDULES As mentioned earlier, the TCM has programming that allows it to select a variety of shift schedules. Shift schedule selection is dependent on the