Electronic Control Modules - Service Information Chrysler Crossfire I final

COMMUNICATION

The Controller Area Network (CAN) data bus system is a multiplex system used for vehicle communications. Multiplexing is a system that enables the transmission of several messages over a single channel or circuit.

Many of the control modules in a vehicle require information from the same sensing device. Multiplexing reduces wire harness complexity, sensor current loads and controller hardware because each sensing device is connected to only one controller, which reads and distributes the sensor information to the other controllers over the data bus. Also, because each controller on the data bus can access the controller sensor inputs to every other controller on the data bus, more function and feature capabilities are possible.

A multiplex system allows the information flowing between controllers to be monitored using a diagnostic scan tool. This system allows a control module to broadcast message data out onto the bus where all other control modules can read the messages that are being sent. When a module reads a message on the data bus that it requires, it relays that message to its microprocessor. Each module ignores the messages on the data bus that it does not recognize.

Data exchange between modules is achieved by serial transmission of encoded data over a broadcast network. The Controller Area Network (CAN) data bus messages are carried over the bus in the form of variable pulse width modulated signals. The Engine CAN C Data Bus speed is 500 Kilo-bits per second (Kbps) (ignition on) while the CAN B Data Bus speed is 83 Kilo-bits per second (Kbps) and the CAN Interior Data Bus (used on the OCS and OCM) speed is 125 Kilo-bits per second (Kbps).

The voltage network used to transmit messages requires biasing and termination. The biasing and termination for the network is supplied by the PCM and the SKREEM Module with a terminating resistor and a terminating capacitor. The Powertrain Control Module is the dominant node for the CAN C Engine Data Bus System and the Body Control Module is the dominant node for the CAN B Data Bus System.

The CAN bus uses low and high voltage levels to generate signals. The voltage on the bus varies between zero and two and one-half volts. The low and high voltage levels are generated by means of variable-pulse width modulation to form signals of varying length.

When a module is transmitting on the bus, it is reading the bus at the same time to ensure message integrity.

Scheme 1

The Data Link Connector (DLC) (1) is located at the lower edge of the instrument panel (3) near the hood release (2). The exposed connector terminals are protected by a plastic cover which flips open if access is needed.

DATA LINK CONNECTOR

The 16-way Data Link Connector (DLC) provides a communication link between the scan tool and the vehicle electronic control modules.

Scheme 2

The Powertrain Control Module (1) is concealed in the engine compartment inside the Control Module Box (2) located next to the Battery (3).

The Powertrain Control Module utilizes integrated circuitry and information carried on the Controller Area Network (CAN) data bus along with many hard wired inputs to monitor many sensor and switch inputs throughout the vehicle. In response to those inputs, the internal circuitry and programming of the Powertrain Control Module 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 CAN data bus.

The Powertrain Control Module for this model is serviced only as a complete unit. A Powertrain Control Module can only be repaired by, or replaced through an authorized electronic warranty repair station. Refer to the latest version of the warranty policies and article for a current listing of authorized electronic repair stations.

Scheme 3

The Powertrain Control Module (1) is concealed in the engine compartment inside the Control Module Box (3) located next to the Battery (2).

The Powertrain Control Module utilizes integrated circuitry and information carried on the Controller Area Network (CAN) data bus along with many hard wired inputs to monitor many sensor and switch inputs throughout the vehicle. In response to those inputs, the internal circuitry and programming of the Powertrain Control Module 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 CAN data bus.

The Powertrain Control Module for this model is serviced only as a complete unit. A Powertrain Control Module can only be repaired by, or replaced through an authorized electronic warranty repair station. Refer to the latest version of the warranty policies and article for a current listing of authorized electronic repair stations.

POWERTRAIN CONTROL MODULE

The Powertrain Control Module is a preprogrammed, microprocessor-based 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 Powertrain Control Module can adapt its programming to meet changing operating conditions.

The Powertrain Control Module receives input signals from various switches and sensors. Based on these inputs, the Powertrain Control Module regulates various engine and vehicle operations through different system components. These components are referred to as Powertrain Control Module outputs. The sensors and switches that provide inputs to the Powertrain Control Module are considered Powertrain Control Module inputs.

The Powertrain Control Module 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 Powertrain Control Module 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 Powertrain Control Module adjusts ignition timing. The Powertrain Control Module also adjusts the generator charge rate through control of the generator field and provides speed control operation.

Note. Before replacing the PCM, be sure to check the related component/circuit integrity for failures not detected due to a double fault in the circuit. Most PCM failures are caused by internal component failures (i.e. relays and solenoids) and shorted circuits (i.e. pull-ups, drivers, and switched circuits). These failures are difficult to detect when a double fault has occurred and only one DTC has been set.

When a Powertrain Control Module (PCM) and the Sentry Key Remote Entry Module (SKREEM) are replaced at the same time, perform the following steps

1. Using the scan tool, follow the on screen instructions to program the new PCM.
2. Using the scan tool, follow the on screen instructions to program the new Sentry Key Remote Entry Module.
3. Replace all ignition keys and program them to the new Sentry Key Remote Entry Module.

PROGRAMMING THE PCM

The Sentry Key Remote Entry System Secret Key is an ID code that is unique to each Sentry Key Remote Entry Module. This code is programmed and stored in the Sentry Key Remote Entry Module, the PCM, and the ignition key transponder chip(s). When replacing the PCM, the scan tool will program the secret key into the new PCM.

Note. If three attempts are made to enter secure access mode using an incorrect PIN, secured access mode will be locked out for one hour. To exit this lockout mode, turn the ignition switch to the ON/RUN position for one hour, then enter the correct PIN. (Ensure all accessories are turned off. Also monitor the battery state and connect a battery charger if necessary).

PROGRAMMING THE SENTRY KEY REMOTE ENTRY MODULE

Note. Be sure to enter the correct country code. If the incorrect country code is programmed into the Sentry Key Remote Entry Module, it cannot be changed and the Sentry Key Remote Entry Module must be replaced.

1. Program ignition keys to the Sentry Key Remote Entry Module.

Note. If the PCM and the Sentry Key Remote Entry Module are replaced at the same time, all vehicle ignition keys will need to be replaced and programmed to the new Sentry Key Remote Entry Module.

PROGRAMMING IGNITION KEYS TO THE SENTRY KEY REMOTE ENTRY MODULE

Note. A maximum of eight keys can be learned to each Sentry Key Remote Entry Module. Once a key is learned to an Sentry Key Remote Entry Module it (the key) cannot be transferred to another vehicle.

1. Obtain ignition keys to be programmed from the customer (8 keys maximum).
2. Using the scan tool, erase all ignition keys.
3. Program all of the ignition keys.

If ignition key programming is unsuccessful, the scan tool will display a failure message.

Scheme 4

1. Disconnect the negative battery cable.
2. Slide the clips forward to remove the plastic control module box cover (1).
3. Holding the metal powertrain control module retaining clip back, pull the powertrain control module (2) up and out of the control module box (5).
4. Disconnect the PCM harness electrical connector and remove the powertrain control module (2).

Scheme 5

Scheme 6

Scheme 7

1. Disconnect the negative battery cable (2).
2. Slide the clips forward to remove the plastic control module box cover (1).
3. Holding the metal powertrain control module retaining clip (1) back, pull the powertrain control module up and out of the control module box.
4. Disconnect the electrical connectors (1) and remove the powertrain control module (2).

Scheme 8

1. Connect the electrical connectors (1) to the powertrain control module (2).
2. Install the powertrain control module into the control module box.
3. Push the powertrain control module into the metal powertrain control module retaining clip (1).
4. Install the plastic control module box cover (1) and slide the clips rearward to lock the cover.
5. Connect the negative battery cable (2).

POWERTRAIN CONTROL MODULE - RHD

1. Connect the PCM harness electrical connector to the powertrain control module (2).
2. Install the powertrain control module into the control module box (5).
3. Install the plastic control module box cover (1) and slide the clips rearward to lock the cover.
4. Connect the negative battery cable.

Scheme 9

The Transmission Control Module (1) is located in the interior passenger compartment on the passenger side. It is mounted behind a base plate (3) in the passenger side footwell next to the Radio Amplifier (2). The carpet must be pulled pack and the base plate unfastened and flipped down in order to access the Transmission Control Module.

TRANSMISSION CONTROL MODULE

The Transmission Control Module controls all electronic operations of the transmission. The Transmission Control Module 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 Transmission Control Module. Indirect inputs originate from other components/modules and are shared with the Transmission Control Module via the vehicle Controller Area Network (CAN) bus.

Some examples of direct inputs to the Transmission Control Module are

1. Traction System Relay Output voltage
2. Trans Temp Sensor - P/N Switch
3. N2 and N3 Speed Sensors

Some examples of indirect inputs to the Transmission Control Module are

1. Controller Area Network (CAN) Bus Modules
2. Shift Lever Assembly
3. Brake Lamp Switch

Based on the information received from these various inputs, the Transmission Control Module 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 Transmission Control Module direct outputs are

1. 1-2/4-5 Solenoid
2. 2-3 Solenoid
3. 3-4 Solenoid
4. TCC Solenoid
5. Modulation Pressure Solenoid
6. Shift Pressure Solenoid
7. Scan Tool Communication
8. Sensor Supply Voltage
9. Solenoid Supply Voltage

Some examples of Transmission Control Module indirect outputs are

1. Transmission Temperature (to Powertrain Control Module)
2. Shift Lever Position (to Powertrain Control Module)

In addition to monitoring inputs and controlling outputs, the Transmission Control Module has other important responsibilities and functions

1. Storing and selecting appropriate Shift Schedules
2. System self-diagnostics
3. Diagnostic capabilities (with scan tool)

Note. If the TCM has been replaced, the "TCM Quick Learn" procedure must be performed. See STANDARD PROCEDURE .

BATTERY FEED

The Transmission Control Module is powered through the Traction Control Relay. The adaptive learn values are stored in non-volatile memory and can only be removed using the scan tool.

LIMP-HOME MODE

In order to ensure safe driving and to prevent further damage to the automatic transmission, the Transmission Control Module switches to limp-home mode in the event of a critical failure. A diagnostic trouble code assigned to the failure is stored in memory. All solenoid and regulating valves are thus de-energized. The result is that the gear last engaged remains engaged, the modulating pressure and shift pressure rise to the maximum levels, and the torque converter lockup clutch is disarmed. In order to preserve the operability of the vehicle to some extent, the automatic transmission internal hydraulic control can be used to engage second gear or reverse by: stopping the vehicle, switching off the engine, moving the shift selector lever to Park, waiting at least ten seconds, starting the engine, and moving the shift selector lever to drive to access second gear, or moving the shift selector lever to Reverse if needed. The limp-home function remains active until the failure is corrected or the stored diagnostic trouble code is erased. Sporadic failures may also be reset by switching the ignition switch from Off to On.

The quick learn procedure requires the use of the scan tool.

This program allows the electronic transmission system to recalibrate itself. This will provide the proper transmission operation. The quick learn procedure should be performed if any of the following procedures are performed

1. Transmission Assembly Replacement
2. Transmission Control Module Replacement
3. Solenoid Pack Replacement
4. Clutch Plate and/or Seal Replacement
5. Valve Body Replacement or Recondition

To perform the Quick Learn Procedure, the following conditions must be met

1. The brakes must be applied
2. The engine speed must be above 500 RPM
3. The shift lever position must stay in Park until prompted to shift to Drive
4. The shift lever position must stay in Drive after the Shift to Drive prompt until the scan tool indicates the procedure is complete
5. The calculated oil temperature must be above 15.6°C (60°F) and below 93.3°C (200°F)

Scheme 10

Scheme 11

Scheme 12

1. Unsnap and remove the carpet floor mat.
2. Fold back the carpeting in the passenger footwell to expose the foam insulation panel.
3. Remove the foam insulation panel. NOTE: It is not necessary to remove the electrical connectors to rotate the base plate in the passenger footwell.
4. Remove the three plastic retaining nuts (1) from the floor panel studs.
5. Lift the base plate and rotate the top of the base plate toward the rear of the vehicle to expose the TCM.
6. Remove the two retaining screws (1) from the base plate, and disconnect the TCM harness connectors.
7. Remove the TCM (2) from the base plate.

Scheme 13

1. Unsnap and remove the carpet floor mat.
2. Fold back the carpeting in the passenger footwell to expose the foam insulation panel.
3. Remove the foam insulation panel. NOTE: It is not necessary to remove the electrical connectors to rotate the base plate in the passenger footwell.
4. Remove the three plastic retaining nuts (1) from the floor panel studs.
5. Lift the base plate and rotate the top of the base plate toward the rear of the vehicle to expose the TCM.
6. Remove the two retaining screws (2) from the base plate, and disconnect the TCM harness connectors.
7. Remove the TCM (1) from the base plate.

TRANSMISSION CONTROL MODULE - LHD

1. Connect the TCM harness connectors and attach the TCM (2) to the base plate with the two retaining screws (1).
2. Rotate the base plate and install it over the mounting studs on the floor panel. NOTE: Be sure not to pinch or cause interference with the wiring harnesses while locating the base plate to the floor mounting studs.
3. Install the three plastic retaining nuts (1) and secure the base plate to the vehicle floor.
4. Install the foam insulation panel. NOTE: Make sure the aligning tabs of the base plate are positioned correctly in the foam insulating panel.
5. Install the carpeting in the passenger footwell.
6. Install the floor mat to the carpet.

TRANSMISSION CONTROL MODULE - RHD

1. Connect the TCM harness connectors and attach the TCM to the base plate with the two retaining screws (1).
2. Rotate the base plate and install it over the mounting studs on the floor panel. NOTE: Be sure not to pinch or cause interference with the wiring harnesses while locating the base plate to the floor mounting studs.
3. Install the three plastic retaining nuts (1) and secure the base plate to the vehicle floor.
4. Install the foam insulation panel. NOTE: Make sure the aligning tabs of the base plate are positioned correctly in the foam insulating panel.
5. Install the carpeting in the passenger footwell.
6. Install the floor mat to the carpet.

Scheme 14

The Controller Antilock Brake (CAB) (1) is located in the engine compartment in front of the Underhood Accessory Fuse Block (2).

The CAB is a microprocessor-based device which monitors the Antilock Brake System (ABS) during normal braking and controls it when the vehicle is in an ABS stop. The CAB is mounted to the Hydraulic Control Unit (HCU) (3) as part of the Integrated Control Unit (ICU). The CAB uses a 47-way electrical connector on the vehicle wiring harness. The CAB is powered through Fuse 3 (50 amp) located in the engine fuse block.

CONTROLLER ANTILOCK BRAKE

The primary functions of the Controller Antilock Brake (CAB) are to

1. Monitor the Antilock Brake System (ABS) for proper operation.
2. Detect wheel locking or wheel slipping tendencies by monitoring the speed of all four wheels of the vehicle.
3. Control fluid modulation to the wheel brakes while the system is in an ABS mode.
4. Store diagnostic information.
5. Provide communication to the scan tool while in diagnostic mode.
6. Illuminate the amber ABS warning indicator lamp.
7. Illuminate the brake assist (BAS)/electronic stability program (ESP) lamp on the instrument panel when a traction control event occurs.

The CAB constantly monitors the Antilock Brake System for proper operation. If the CAB detects a fault, it will turn on the amber ABS warning indicator lamp and disable the Antilock Braking System. The normal base braking system will remain operational.

The CAB continuously monitors the speed of each wheel through the signals generated by the wheel speed sensors to determine if any wheel is beginning to lock. When a wheel locking tendency is detected, the CAB commands the CAB command coils to actuate. The coils then open and close the valves in the Hydraulic Control Unit (HCU) that modulate brake fluid pressure in some or all of the hydraulic circuits. The CAB continues to control pressure in individual hydraulic circuits until a locking tendency is no longer present.

The CAB contains a self-diagnostic program that monitors the Antilock Brake System for system faults. When a fault is detected, the amber ABS warning indicator lamp is turned on and the Diagnostic Trouble Code (DTC) is then stored in a diagnostic program memory. These DTCs will remain in the CAB memory even after the ignition has been turned off. The DTCs can be read and cleared from the CAB memory by a technician using the scan tool.

CAB INPUTS

1. Wheel speed sensors (four)
2. Brake lamp switch
3. System and pump voltage
4. Ground
5. ESP OFF switch
6. Diagnostic communication

CAB OUTPUTS

1. Amber ABS warning indicator lamp actuation (via CAN BUS)
2. Instrument cluster communication (via CAN BUS)
3. BAS/ESP indicator lamp
4. Diagnostic communication

Scheme 15

Scheme 16

1. Disconnect the negative battery cable.
2. Clean the top of the Hydraulic Control Unit (HCU) near the hydraulic lines. NOTE: To aid in reassembly, insure the hydraulic brake lines and corresponding connections at the HCU are clearly marked before disassembly.
3. Disconnect the hydraulic lines (1-6) from the HCU. Cap the hydraulic lines and connections with plugs.
4. Disconnect the Controller Antilock Brake (CAB) harness connector (1).
5. Remove the retaining screws (2) from the Integrated Control Unit (ICU) retaining bracket.
6. Pull the ICU upwards, carefully pushing the hydraulic brake lines to one side.
7. Remove the retaining screws that hold the CAB to the HCU and carefully separate the CAB from the HCU.

1. Install the Controller Antilock Brake (CAB) to the Hydraulic Control Unit (HCU) with the retaining screws.
2. Check the seating and condition of the Integrated Control Unit (ICU) rubber grommets and replace if necessary.
3. Install the ICU to the retaining bracket with the retaining screws. CAUTION: Do not wrongfully connect hydraulic lines. Trace the line routing to the corresponding wheel if necessary.
4. Install the brake lines (1-6). Pay close attention to the markings when attaching the hydraulic lines.
5. Reconnect the CAB harness connector (1).
6. Connect the negative battery cable.
7. Bleed the brake system. Refer to «STANDARD PROCEDURE»(/chrysler/crossfire/i-final-2008-2008/remont/mechanical-hydraulic/#mechanical-brake-system-base-service-information) .
8. Read the fault memory and erase.

Scheme 17

The Central Locking Pump/Security System Module (3) uses a combination of electrical wires (2) and air pressure/vacuum lines (1). The Central Locking Pump/Security System Module is located in the right rear of the luggage compartment underneath the trunk floor covering (4). It is wrapped in a sound deadening material in order to operate quietly without disturbing the vehicle operator.

The Central Locking Pump/Security System Module controls the air and vacuum lines that handle the locking and unlocking of the vehicle doors, the liftgate, and the fuel tank door.

VEHICLE LOCKING / UNLOCKING

To unlock, the SKREEM module sends a signal to the Body Control Module. The Body Control Module then sends a signal to the Central Locking Pump/Security System Module (CLP/SSM) via the Controller Area Network (CAN) Bus. The CLP/SSM pump motor starts running and supplies air pressure. The door lock actuators are pressurized. When a pressure threshold is reached in the system, the pump is switched off by an internal pressure switch. The pressure in the system is then released by the CLP/SSM and the unlocking operation is completed. The locking procedure is accomplished in a fashion opposite to the unlocking operation. However, the next time the remote control button is pressed, the CLP/SSM is also actuated by connecting it to ground by the second control lead on the SKREEM module. The direction of rotation for the CLP/SSM pump motor is reversed, thereby providing the vacuum required to lock. In order to avoid unlocking the vehicle unintentionally, the vehicle is relocked by the CLP/SSM via the SKREEM module. After unlocking with the remote control, the locks will be relocked if either door is not opened within 40 seconds, the key is not inserted into the ignition switch, or the interior power door lock switch is not actuated. The CLP/SSM reads the signals (door contacts, liftgate/decklid, interior power door lock switch) and actuates the power door lock actuators. The vehicle security alarm is also activated by the relocking function.

AUTOMATIC LOCKING / UNLOCKING

Upon reaching a speed of 15 km/h (9 MPH), the vehicle doors are locked automatically. The fuel tank flap remains unlocked. If, after automatic locking, the vehicle is unlocked with the interior power door lock switch, this state is maintained until a door is opened or until the ignition is switched off. Automatic locking is accomplished again only upon reaching the specified speed. The logic circuitry for this function is integrated into the CLP/SSM. The automatic locking function can be activated or deactivated with the scan tool. An alternative is to use the interior power door lock switch with the ignition switched on by pressing and holding the door lock switch for more than 5 seconds in either the lock (auto locking switched on) or unlock (auto locking switched off) position. The alternative of enabling/disabling the auto locking system by using the interior power door lock switch can also be inhibited with the scan tool.

EMERGENCY UNLOCKING

In the event of a vehicle collision, the doors are unlocked automatically by a crash sensor integrated into the CLP/SSM. The doors are unlocked after a delay time of 8 to 11 seconds. The emergency unlocking function interrupts all functions performed by the CLP/SSM, which are reactivated only after interrupting the ignition. The emergency unlocking function is only active when the vehicle is unlocked from the outside.

VEHICLE RELOCKING

In order to avoid unlocking the vehicle unintentionally, the vehicle is relocked by the CLP/SSM via the SKREEM module. Relocking is accomplished after unlocking with the remote control when: a door is not opened within 40 seconds, the key is not inserted into the ignition lock, or the interior power door lock switch is not actuated. The CLP/SSM reads the signals (door contacts, interior power door lock switch) and actuates the power door lock actuators. The vehicle security alarm is also activated by the relocking function.

ANTI THEFT SYSTEM

Once the anti-theft alarm system is set, the anti-theft alarm can be triggered if

1. The Doors, Hood, or Liftgate/Decklid is opened
2. The Radio is removed (disconnected electrically)
3. The Ignition is jumped
4. The Glove Box is opened
5. The Anti theft Tow Sensor is tripped
6. The Alarm Siren is tripped

The inputs ready for triggering an alarm are checked twice per second by the CLP/SSM. If two sequential checks of the same input indicate that the input is not in the non-actuated state, the audible alarm Siren is triggered and the front and rear lamps flash.

SIREN

The vehicle theft system alarm Siren contains a built in rechargeable battery back up and can sound if its electrical circuits are disconnected or if the vehicle battery cables are disconnected. The Siren can also sound if the electrical circuits between it and the CLP/SSM are disconnected. Once triggered, the Siren can only be silenced by unlocking the vehicle with the RF key transmitter or by unlocking the vehicle with the mechanical key.

ANTI THEFT SWITCH / ANTI THEFT TOW SENSOR

The Anti-Theft Tow Sensor is an inclination sensor that contains electrodes which are partially immersed in an electrically conductive liquid. If the conductive value between the electrodes changes, the sensor recognizes a change in the inclination of the vehicle. When the vehicle is parked, the value for the vehicle position is stored. If the vehicle is moved with a certain inclination in longitudinal and/or lateral direction for a certain time when the anti-theft alarm system is activated, the Anti-Theft Tow Sensor transmits an alarm signal to the CLP/SSM. In order to allow the vehicle to be towed or transported without sounding the alarm Siren, the Anti-Theft Tow Sensor can be deactivated by pressing the Anti-Theft Switch which is located in the passenger compartment on the center console in front of the shift lever.

Scheme 18

Scheme 19

1. Disconnect the negative battery cable.
2. Remove the trunk floor carpet.
3. Remove the right side interior trim panel (4).
4. Remove the upper right roof trim panel (1).
5. Remove the rear interior trim panel (2).
6. Remove the right half of the floor covering (3).
7. Remove the sound deadening foam material from the central locking pump/security system module.
8. Disconnect the air lines (2) and the electrical harness (1) from the central locking pump/security system module (3) and remove the module.

CENTRAL LOCKING PUMP/SECURITY SYSTEM MODULE

1. Install the central locking pump/security system module (3) into the trunk and connect the air lines (2) and the electrical harness (1).
2. Install the central locking pump/security system module into sound deadening foam covering and slide it back into place.
3. Install the right half of the trunk floor covering (3).
4. Install the rear interior trim panel (2).
5. Install the right side interior trim panel (4).
6. Install the right upper trim panel (1).
7. Install the trunk floor carpet.
8. Connect the negative battery cable.

Scheme 20

The Sentry Key Remote Entry Module (SKREEM) (1) is located underneath the top pad of the instrument panel (2) behind the Instrument Cluster. The SKREEM works in conjunction with the vehicle locking/unlocking remote control and the Central Locking Pump/Security System Module to lock and unlock the vehicle.

The SKREEM is also the primary component of the sentry key system. The SKREEM has a halo-like Antenna Ring that connects by wires to the SKREEM and is mounted around the Ignition Lock Cylinder. The SKREEM cannot be adjusted or repaired. If faulty or damaged, the unit must be replaced.

SENTRY KEY REMOTE ENTRY MODULE

The Sentry Key Remote Entry Module (SKREEM) has the following functions: receiving and evaluating the Radio Frequency (RF) keyless entry remote signal, actuation of door locks in conjunction with the Central Locking Pump/Security System Module, and enabling the vehicle theft security alarm with confirmation via the turn signals. When the RKE transmitter is operated, an RF signal is transmitted. If the SKREEM recognizes the RF signal as valid, it actuates the Central Locking Pump/Security System Module through the Body Control Module. The vehicle is then locked or unlocked through the power locks system. Connected to the SKREEM is a Sentry Key Antenna Ring which surrounds the ignition lock cylinder. When the ignition is switched on, the Sentry Key Antenna Ring is supplied with power. A data block is transmitted inductively via the Sentry Key Antenna Ring to the SKREEM and then on to the Powertrain Control Module. If the antenna ring data block content is invalid or if vehicle battery power is too low to build up enough power for the antenna ring, the Powertrain Control Module will not receive the proper signal. This is displayed with the message "Start Error" in the Instrument Cluster.

The SKREEM contains an RF transceiver and a microprocessor. The SKREEM transmits RF signals to and receives RF signals from the ignition key transponder through a tuned Sentry Key Antenna Ring that is wired to the SKREEM. If the Sentry Key Antenna Ring is not mounted properly around the ignition lock cylinder housing, communication problems between the SKREEM and the ignition key may arise. These communication problems will result in ignition key transponder-related faults. The SKREEM also communicates over the Controller Area Network (CAN) data bus with the Powertrain Control Module (PCM), the Instrument Cluster, the Body Control Module (BCM), and/or the scan tool.

The SKREEM retains in memory the ID numbers of any ignition key transponder that is programmed into it. For added system security each SKREEM 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 ignition key that is programmed into the SKREEM.

In the event that a SKREEM replacement is required, the secret key code can be transferred to the new SKREEM from the PCM using the scan tool and the ignition key system replacement programming procedure. Proper completion of the ignition key system initialization will allow the existing ignition keys to be programmed into the new SKREEM so that new keys will not be required. In the event that the original secret key code cannot be recovered, SKREEM replacement will also require new ignition keys. The scan tool will alert the technician during the key reprogramming procedure if new ignition keys are required.

The sentry key system performs a self-test each time the ignition switch is turned to the ON/RUN position and will store fault information in the form of Diagnostic Trouble Codes (DTCs) in SKREEM memory if a system malfunction is detected. The SKREEM can be diagnosed and any stored DTCs can be retrieved using a scan tool. Refer to the appropriate diagnostic information.

Scheme 21

1. Disconnect the negative battery cable.
2. Remove the Instrument Cluster. Refer to «REMOVAL»(/chrysler/crossfire/i-final-2008-2008/remont/gauges-instrument-panels/#instrument-cluster-service-information) .
3. Disconnect the 2-pin CAN BUS harness connector (1) from the SKREEM module.
4. Disconnect the 2-pin harness connector for the sentry key antenna ring.
5. Disconnect the 18-pin harness connector (1) from the SKREEM module.
6. Press the retaining tabs apart.
7. Remove the SKREEM module from the base plate.

1. Install the SKREEM module to the base plate.
2. Connect the 18-pin harness connector and the 2-pin CAN BUS harness connector (1) to the SKREEM module.
3. Connect the 2-pin harness connector for the sentry key antenna ring.
4. Install the Instrument Cluster. Refer to «INSTALLATION»(/chrysler/crossfire/i-final-2008-2008/remont/gauges-instrument-panels/#instrument-cluster-service-information) .
5. Connect the negative battery cable.

Scheme 22

BODY CONTROL MODULE

The Body Control Module (BCM) (1) is concealed in the engine compartment inside of the Control Module Box (2) located next to the battery (3).

The BCM utilizes integrated circuitry and information carried on the Controller Area Network (CAN) bus along with many hardwired inputs to monitor many sensor and switch inputs throughout the vehicle. In response to those inputs, the internal circuitry and programming of the BCM allows it to control and integrate many electronic functions and features of the vehicle through both hardwired outputs and the transmission of electronic message outputs to other electronic modules in the vehicle over the CAN data bus.

The BCM for this model is serviced only as a complete unit. A BCM can only be repaired by or replaced through an authorized electronic warranty repair station. Refer to the latest version of the Warranty Policies and Procedures manual for a current listing of authorized electronic repair stations.

CONTROL MODULE COOLING FAN

The Control Module Cooling Fan is used to decrease the heat that is generated by the Transmission Control Module (TCM) and the Audio Amplifier. The Control Module Cooling Fan is located inside of the front lower section of the Control Module Box. The Cooling Fan is wired to the BCM and is activated when the ignition is On. The Cooling Fan is attached to a flexible duct that runs down to the passenger foot well, and circulates air to the modules. The fan is used to cool the modules that are mounted in the passenger compartment.

Scheme 23

The Body Control Module (BCM) (2) is concealed in the engine compartment inside of the Control Module Box (1) located next to the battery (3).

The BCM utilizes integrated circuitry and information carried on the Controller Area Network (CAN) bus along with many hardwired inputs to monitor many sensor and switch inputs throughout the vehicle. In response to those inputs, the internal circuitry and programming of the BCM allows it to control and integrate many electronic functions and features of the vehicle through both hardwired outputs and the transmission of electronic message outputs to other electronic modules in the vehicle over the CAN data bus.

The BCM for this model is serviced only as a complete unit. A BCM can only be repaired by or replaced through an authorized electronic warranty repair station. Refer to the latest version of the Warranty Policies and Procedures manual for a current listing of authorized electronic repair stations.

A Control Module Cooling Fan is located inside of the front lower section of the Control Module Box (1). The Cooling Fan is wired to the BCM and is switched on when the ignition is On. The Cooling Fan is attached to a duct which pulls cabin temperature air from the passenger compartment and circulates it into the Control Module Box in order to decrease the heat that may be generated by the Powertrain Control Module (PCM), the BCM, and the Relay Control Module.

The Body Control Module is designed to control and integrate many of the electronic features and functions of the vehicle. The microprocessor-based Body Control Module hardware and software monitors many hardwired switch and sensor inputs as well as those resources it shares with other electronic modules in the vehicle through its communication over the Controller Area Network (CAN) Bus. The internal programming of the Body Control Module microprocessor allows the Body Control Module to determine the tasks it needs to perform and their priorities. The Body Control Module programming then performs those tasks and provides features through both CAN Bus communication with other electronic modules and hardwired outputs to a number of relays. These relays provide the Body Control Module with the ability to control numerous high current accessory systems in the vehicle.

The Body Control Module circuitry operates on battery current received through fuses in the Underhood Accessory Fuse Block on a non-switched fused B(+) circuit, a fused ignition switch output (start-on/run) circuit, and a fused ignition switch output (start-on/run-accessory) circuit. This arrangement allows the Body Control Module to provide some features regardless of the ignition switch position. The Body Control Module circuitry is grounded through the chassis behind the right side lower A-pillar kick panel.

The Body Control Module monitors its own internal circuitry as well as many of its input and output circuits and will store a Diagnostic Trouble Code (DTC) in electronic memory for any failure it detects. These DTCs can be retrieved and diagnosed using a scan tool. Refer to the appropriate diagnostic information.

BODY CONTROL MODULE - RHD

1. Disconnect the negative battery cable.
2. Slide the clips forward to remove the plastic control module box cover (1).
3. Holding the metal body control module retaining clip back, pull the body control module (6) up and out of the control module box (5).
4. Disconnect the BCM harness connectors by first sliding the grey motor harness wiper connector lock to the right and disconnecting the windshield wiper harness connector. Then, pull the metal body control module connector lock up to unlock and disconnect the rest of the body control module harness connectors.

Scheme 24

1. Disconnect the negative battery cable (2).
2. Slide the clips forward to remove the plastic control module box cover (1).
3. Holding the metal body control module retaining clip (1) back, pull the body control module up and out of the control module box.
4. Disconnect the electrical connectors (1) by first sliding the grey windshield wiper connector lock to the right and removing the windshield wiper electrical connector. Then, pull the metal body control module connector lock up to unlock and disconnect the rest of the body control module electrical connectors.
5. Remove the body control module from the control module box (2).

1. Connect the harness connectors to the body control module (6) and push the metal body control module connector lock down to lock the connector assembly. Then, connect the windshield wiper electrical connector to the body control module and slide the grey windshield wiper connector lock to the left to lock it.
2. Install body control module into the control module box (5).
3. Install the plastic control module box cover (1) and slide the clips rearward to lock the cover.
4. Connect the negative battery cable.
5. After the BCM is installed it is necessary to either download information from the scan tool, or manually enter information received form TechTOOLS, or from STAR Hotline to program the new BCM.

BODY CONTROL MODULE - LHD

1. Connect the electrical connectors (1) to the body control module and push the metal body control module connector lock down to lock the connector assembly. Then, connect the windshield wiper electrical connector to the body control module and slide the grey windshield wiper connector lock to the left to lock it.
2. Push the body control module into the control module box until the metal clip attaches to the body control module.
3. Install the plastic control module box cover (1) and slide the clips rearward to lock the cover.
4. Connect the negative battery cable (2).
5. After the BCM is installed it is necessary to either download information from the scan tool, or manually enter information received form TechTOOLS, or from STAR Hotline to program the new BCM.

Scheme 25

The Power Top Control Module (PTCM) (1) is located in the trunk below the left rear tail light assembly and next to the power top hydraulic assembly.

The PTCM is mounted to an attaching bracket at the power top hydraulic assembly. The PTCM is a microprocessor based module that monitors and operates the power top functions.

POWER TOP CONTROL MODULE

The PTCM controls each set of hydraulic cylinders through the power top hydraulic assembly. The power top hydraulic assembly operates the hydraulic cylinders and is monitored by the PTCM to control each step of the raising and lowering of the convertible top. The PTCM also controls both power windows through the Controller Area Network (CAN) lines to lower and raise the power windows when the power top switch is depressed.

1. Connect the scan tool to the Data Link Connector.
2. Turn the Ignition Switch on and access the DTC Functions screen.
3. Clear all DTCs in the new replacement Power Top Control Module (PTCM). NOTE: The new PTCM must be initialized prior to being put into service. The PTCM is shipped in an active "Production Mode". The PTCM must be converted from an active Production Mode to a "Normal Mode". To convert the PTCM to a Normal Mode, the Ignition Switch must be cycled ON and OFF five (5) times. In the process of initializing the PTCM, a DTC is stored and must be cleared when complete.
4. Turn the Ignition Switch OFF and then ON 5 times with a 10 second pause between each ignition cycle.
5. Clear all Power Top Control Module DTCs.

Scheme 26

Scheme 27

1. Disconnect the negative battery cable.
2. Remove the left trunk trim panel (1), by removing the plastic retainers (2) and lifting the left trunk trim panel out of the trunk.
3. Disconnect the power top control module harness connectors (2) and (3).
4. Remove the power top control module retaining screw (1).
5. Remove the power top control module from the hydraulic pump bracket (4).

1. Install the power top control module to the hydraulic pump bracket (4).
2. Install the power top control module retaining screw (1).
3. Connect the power top control module harness connectors (2) and (3).
4. Install the trunk interior trim panel (1).
5. Install the plastic panel retainers (2).
6. Connect the negative battery cable.
7. Perform the Standard Procedure to complete the installation and programing of the new power top control module. See «STANDARD PROCEDURE»(/chrysler/crossfire/i-final-2008-2008/remont/communication-devices/#electronic-control-modules-service-information) .

See also:
• STANDARD PROCEDURE
• REMOVAL
• STANDARD PROCEDURE