Electronic Control Modules Chrysler PT Cruiser I

DESCRIPTION

The Antilock Brake Module (ABM) 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 or when in a traction control situation. The ABM utilizes a 47-way electrical connector on the vehicle wiring harness. The power source for the ABM is through the ignition switch in the RUN or ON position.

The ABM is mounted to the HCU as part of the Integrated Control Unit (ICU). (Scheme 1) The ICU is located in the engine compartment on the inboard side of the left body frame rail. For information on the ICU, (Refer to BRAKES/HYDRAULIC/MECHANICAL/ICU (INTEGRATED CONTROL UNIT) - DESCRIPTION ).

Scheme 1

OPERATION

The primary functions of the Antilock Brake Module (ABM) 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 or the traction control system is activated.
4. store diagnostic information.
5. provide communication to the scan tool while in diagnostic mode.

The ABM constantly monitors the antilock brake system for proper operation. If the ABM detects a fault, it will send a message to the mechanical instrument cluster (MIC) instructing it to turn on the amber ABS warning indicator lamp and disable the antilock braking system. The normal base braking system will remain operational.

The ABM 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 ABM commands the ABM command coils to actuate. The ABM command coils then open and close the valves in the HCU that modulate brake fluid pressure in some or all of the hydraulic circuits. The ABM continues to control pressure in individual hydraulic circuits until a locking tendency is no longer present.

The ABM 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 fault diagnostic trouble code (DTC) is then stored in a diagnostic program memory. These DTC's will remain in the ABM memory even after the ignition has been turned off. The DTC's can be read and cleared from the ABM memory by a technician using a scan tool. If not cleared with a scan tool, the fault occurrence and DTC will be automatically cleared from the memory after the identical fault has not been seen during the next 3,500 miles of vehicle operation.

ANTILOCK BRAKE MODULE INPUTS

1. wheel speed sensors (four)
2. brake lamp switch
3. ignition switch
4. system relay voltage
5. ground
6. traction control lamp actuation (if equipped)
7. diagnostic communication (PCI)

ANTILOCK BRAKE MODULE OUTPUTS

1. amber ABS warning indicator lamp actuation (through MIC)
2. red BRAKE warning indicator lamp actuation (through MIC)
3. traction control lamp (if equipped)
4. diagnostic communication. (PCI)

REMOVAL

Due to packaging and limited space it is necessary to remove and disassemble the ICU to service the Antilock Brake Module on this vehicle. (Refer to BRAKES/HYDRAULIC/MECHANICAL/ICU (INTEGRATED CONTROL UNIT) - REMOVAL)

INSTALLATION

Due to packaging and limited space it is necessary to install the Antilock Brake Module on the HCU, then install the ICU on the vehicle as an assembly. (Refer to BRAKES/HYDRAULIC/MECHANICAL/ICU (INTEGRATED CONTROL UNIT) - ASSEMBLY)

The controller antilock brake (CAB) is a microprocessor-based device which monitors the ABS system during normal braking and controls it when the vehicle is in an ABS stop. The CAB uses a 24-way electrical connector on the vehicle wiring harness. The power source for the CAB is through the ignition switch in the RUN or ON position. The CAB is on the PCI bus.

The CAB is mounted to the HCU as part of the Integrated Control Unit (ICU). (Scheme 2) Attached to the bottom of the HCU, it can be viewed from below, just above the transaxle and left halfshaft. (Scheme 3) For information on the ICU, (Refer to BRAKES/HYDRAULIC/MECHANICAL/ICU (INTEGRATED CONTROL UNIT) - DESCRIPTION)

Scheme 2

Scheme 3

The primary functions of the controller antilock brake (CAB) are to

1. monitor the antilock brake system 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 or the traction control system is activated.
4. store diagnostic information.
5. provide communication to the DRBIII(R) scan tool while in diagnostic mode.

The CAB constantly monitors the antilock brake system for proper operation. If the CAB detects a fault, it will send a message to the mechanical instrument cluster (MIC) instructing it to 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 CAB command coils then open and close the valves in the 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 lamp is turned on and the fault diagnostic trouble code (DTC) is then stored in a diagnostic program memory. These DTC's will remain in the CAB memory even after the ignition has been turned off. The DTC's can be read and cleared from the CAB memory by a technician using the DRB scan tool. If not cleared with a DRB scan tool, the fault occurrence and DTC will be automatically cleared from the CAB memory after the identical fault has not been seen during the next 3,500 miles of vehicle operation.

CONTROLLER ANTILOCK BRAKE INPUTS

1. wheel speed sensors (four)
2. brake lamp switch
3. ignition switch
4. system relay voltage
5. ground
6. traction control lamp actuation (if equipped)
7. diagnostic communication (PCI)

CONTROLLER ANTILOCK BRAKE OUTPUTS

1. amber ABS warning indicator lamp actuation (through MIC)
2. red BRAKE warning indicator lamp actuation (through MIC)
3. traction control lamp (if equipped)
4. diagnostic communication. (PCI)

Scheme 4

1. Disconnect battery negative cable.
2. Raise vehicle. «(Refer to LUBRICATION & MAINTENANCE/HOISTING - STANDARD PROCEDURE)»(/chrysler/pt-cruiser/i-2000-2010/remont/hoistjack/#lubrication-maintenance)
3. Disconnect pump/motor connector from CAB. (Scheme 4) 1 - PUMP/MOTOR CONNECTOR 2 - CAB MOUNTING SCREWS
4. Remove four screws securing CAB to HCU half of ICU. (Scheme 4) Remove CAB from HCU.
5. Pull outward on CAB connector lock and disconnect 24-way wiring connector. Remove CAB from vehicle.

1. Connect 24-way wiring connector to CAB and push in connector lock.
2. Align CAB with HCU half of ICU, then slide CAB up over HCU valves. Install four CAB mounting screws. (Scheme 4) Tighten mounting screws to 2 N.m (17 in. lbs.) torque.
3. Connect pump/motor connector. (Scheme 4)
4. Lower vehicle.
5. Connect battery negative cable.
6. Connect DRBIII(R) to vehicle to initialize system. Check and clear any faults.

The data link connector is located inside the vehicle, below instrument panel next to the center column. (Scheme 5)

Scheme 5

The data link connector (diagnostic connector) links the DRB scan tool with the Powertrain Control Module (PCM). Refer to BODY DIAGNOSTIC PROCEDURES .

Scheme 6

One heated seat module is used per vehicle to control both front heated seats. The heated seat module is located on the driver seat cushion pan, where it is secured with two push-pin type plastic fasteners. The module is encased within a small, rectangular, molded plastic housing with a single connector receptacle that allows it to be connected to all of the required inputs and outputs through the power seat wire harness. (Scheme 6)

The heated seat module is an electronic microprocessor designed to monitor inputs and control the outputs of the heated seat system. The heated seat module is programmed to provide two levels of heating for each front seat. The Low temperature set point is about 36° C (97° F) and the High temperature set point is about 41° C (105° F). The heated seat module is also programmed to perform self-diagnosis. If the module detects a shorted or open heating element or a Negative Temperature Coefficient (NTC) heated seat sensor out of range the module will flash the heated seat switch LED's, to indicate that a problem exists with the heated seat system. (Refer to ELECTRICAL/ELECTRONIC CONTROL MODULES/MEMORY HEATED SEAT/MIRROR MODULE - DIAGNOSIS AND TESTING) for additional information.

The heated seat module cannot be adjusted or repaired. If a module is damaged or inoperative, the entire module must be replaced.

The heated seat module operates on battery current received through a fuse in the Junction Block (JB) on a fused ignition switch output (run-acc) circuit. The heated seat system will only operate when the ignition switch is in the On or Accessory positions. The heated seat module is grounded at all times through a two wire take out and eyelet terminal secured by a ground screw to the top of the seat crossmember under each front seat.

Inputs to the heated seat module include

1. A heated seat switch MUX circuit for each of the two heated seat switches
2. Heated seat sensor inputs from the seat cushions of each front seats
3. Battery current from the power seat circuit breaker in the JB received through the energized heated seat relay on two heated seat relay output circuits

Outputs from the heated seat module include

1. A battery voltage reference to the heated seat sensors on a sensor feed circuit
2. A battery current feed to the two heated seat element circuits on separate heated seat driver circuits
3. Separate Lo and Hi driver circuits for each of the heated seat switch Light-Emitting Diode (LED) indicator lamps

When a driver or passenger heated seat switch request signal is received by the heated seat module, the module energizes the proper switch LED indicator lamp (Lo or Hi) by pulling the LED driver circuit to ground. At the same time, the heated seat module energizes the heated seat sensor feed circuit and the sensor provides the module with a heat sense input indicating the surface temperature of the selected seat cushion. If the seat cushion surface temperature input is below the temperature set point for the selected heat mode, the heated seat module energizes an N-channel Field Effect Transistor (N-FET) within the module. The N-FET switches battery current to the heated seat elements in the selected seat cushion and back. When the heated seat sensor input indicates the correct temperature set point has been achieved, the heated seat module de-energizes the N-FET which switches off the battery current to the heated seat elements. The heated seat module will continue to cycle the N-FET as needed to maintain the selected temperature set point.

If the heated seat module detects a heated seat sensor value input that is out of range or a shorted or open heated seat element circuit, it will automatically de-energize the N-FET and switch off the battery current to the affected heated seat elements. The heated seat module will also indicate this condition by flashing the Hi and/or Lo LED lamps in the affected heated seat switch in a prescribed sequence as a self-diagnostic feedback.

DIAGNOSIS AND TESTING - HEATED SEAT MODULE

Refer to SYSTEM WIRING DIAGRAMS . The wiring information includes wiring diagrams, proper wire and connector repair procedures, further details on wire harness routing and retention, as well as pin-out and location views for the various wire harness connectors, splices and grounds.

1. If a heated seat fails to heat and one or both of the LED indicator lamps on a heated seat switch flash, «(Refer to ELECTRICAL/HEATED SEATS - DIAGNOSIS AND TESTING)»(/chrysler/pt-cruiser/i-2000-2010/remont/seats/#heated-seat-system) .
2. Test the appropriate Heated Seat Switch, «(Refer to ELECTRICAL/HEATED SEATS/DRIVER HEATED SEAT SWITCH - DIAGNOSIS AND TESTING)»(/chrysler/pt-cruiser/i-2000-2010/remont/seats/#heated-seat-system) .
3. Test the Heated Seat Sensor, «(Refer to ELECTRICAL/HEATED SEATS/HEATED SEAT SENSOR - DIAGNOSIS AND TESTING)»(/chrysler/pt-cruiser/i-2000-2010/remont/seats/#heated-seat-system) .
4. Test the Heated Seat Element, «(Refer to ELECTRICAL/HEATED SEATS/HEATED SEAT ELEMENT - DIAGNOSIS AND TESTING)»(/chrysler/pt-cruiser/i-2000-2010/remont/seats/#heated-seat-system) .
5. Disconnect the heated seat module connector receptacle. Using an ohmmeter, check for continuity between the ground circuit cavity and a good ground. If OK, go to step 6 . If not OK, repair the open ground circuit to ground as required.
6. Place the ignition key in the RUN position. Using a voltmeter, check for voltage on the B+ circuit cavity. If OK, go to step 7 . If not OK, repair the open B+ circuit as required.
7. Using an ohmmeter, check for continuity on the individual circuits between the heated seat module and the inoperative heated seat switch and elements. If OK, replace the heated seat module, «(Refer to ELECTRICAL/ELECTRONIC CONTROL MODULES/MEMORY HEATED SEAT/MIRROR MODULE - REMOVAL)»(/chrysler/pt-cruiser/i-2000-2010/remont/communication-devices/#electronic-control-modules) . If not OK, repair the open or shorted circuit between the heated seat module and the inoperative heated seat switch and elements as necessary.

1. Move the driver power seat to its full up and full rear stop positions.
2. Disconnect and isolate the battery negative cable.
3. Working under the seat, release the two plastic push-in fasteners from either the module or the mounting holes in the power seat cushion pan. see scheme 7 1 - SEAT CUSHION FRAME 2 - HEATED SEAT MODULE 3 - WIRE HARNESS CONNECTOR 4 - POWER SEAT TRACK FRONT BRACKET
4. Disconnect the power seat wire harness connector from the heated seat module connector receptacle.
5. Remove the heated seat module from the power seat track.

1. If the two plastic push-in fasteners for the heated seat module were damaged during removal, install new fasteners onto the heated seat module.
2. Reconnect the power seat wire harness connector to the heated seat module connector receptacle. Be certain that the cavities in the power seat wire harness connector are aligned with the terminals in the heated seat module connector receptacle before pushing the connector firmly into place.
3. Install the heated seat module on the power seat cushion pan.
4. Reconnect the battery negative cable.

OPERATION - SENSOR RETURN - PCM INPUT

The sensor return circuit provides a low electrical noise ground reference for all of the systems sensors. The sensor return circuit connects to internal ground circuits within the Powertrain Control Module (PCM).

DATA BUS COMMUNICATION RECEIVE - PCM INPUT

The PCM uses the SCI communication bus to preform engine diagnostics and flash operations. The transmission side of the PCM uses the SCI communication bus to flash new software. However, diagnostics is performed via the vehicles J1850 bus for the transmission side of the PCM.

OPERATION - IGNITION SENSE - PCM INPUT

The ignition sense input informs the Powertrain Control Module (PCM) that the ignition switch is in the crank or run position.

PCM GROUND

Ground is provided through multiple pins of the PCM connector. Depending on the vehicle there may be as many as two different ground pins. There are power grounds and sensor grounds.

The power grounds are used to control the ground side relays, solenoids, ignition coil or injectors. The signal ground is used for any input that uses sensor return for ground, and the ground side of any internal processing component.

The PCM case is shielded to prevent RFI and EMI. The PCM case is grounded and must be firmly attached to a good, clean body ground.

Internally all grounds are connected together, however there is noise suppression on the sensor ground. For EMI and RFI protection the housing and cover are also grounded separately from the ground pins.

The PCM receives input signals from various switches and sensors that are referred to as PCM Inputs. Based on these inputs, the PCM adjusts various engine, transmission, and vehicle operations through devices that are referred to as PCM Outputs. (Scheme 7)

Scheme 7

Note. PCM Inputs

1. Air Conditioning Controls
2. Ambient Air temperature Sensor
3. ASD Sense
4. Baro/Tip (Turbo)
5. Battery Voltage
6. Battery Temperature Sensor
7. Brake Switch
8. Camshaft Position Sensor
9. Clutch Upstop Switch
10. Clutch Interlock
11. Crankshaft Position Sensor
12. Engine Coolant Temperature Sensor
13. Fuel Level Sensor (Bus message)
14. Ignition Switch
15. Intake Air Temperature Sensor
16. J1850
17. Knock Sensor (2.0, 2.4L)
18. Natural Vacuum Leak Detection (NVLD)
19. Manifold Absolute Pressure (MAP) Sensor
20. Oil Pressure Switch
21. Oxygen Sensors
22. Power Steering Pressure Switch
23. SCI Receive
24. Speed Control Switches
25. Throttle Position Sensor
26. Transmission Control Relay (Switched B+)
27. Transmission Input Shaft Speed Sensor
28. Transmission Output Shaft Speed Sensor
29. Transmission Pressure Switches (L/R, 2/4, OD)
30. Transmission Range Sensor (TRS)
31. Transmission Oil Temperature Sensor (Integral to TRS)
32. Vehicle Speed Sensor (MTX-equipped models)

Note. PCM Outputs

1. Air Conditioning Clutch Relay
2. Auto Shutdown (ASD) Relay
3. Charging Indicator Lamp (Bus Message)
4. SCI Transmit
5. Proportional Purge Solenoid
6. EGR Solenoid
7. Fuel Injectors
8. Fuel Pump Relay
9. Generator Field
10. Idle Air Control Motor (2.0/2.4L)
11. Ignition Coils
12. J1850
13. Malfunction Indicator (Check Engine) Lamp (Bus Message)
14. Oxygen Sensors Heater Controls
15. Radiator Fan Relays
16. Speed Control Solenoids (2.0/2.4L)
17. Transmission Control Relay
18. Transmission Solenoids (LR/CC, 2/4, OD, and UD)
19. Transmission PRNDL Position (to Cluster)
20. Transmission Torque Reduction Request (Internal to PCM)
21. Transmission Temperature (Internal to PCM and a Bus Message)
22. Vehicle Speed (Manual Transmission)

Based on inputs it receives, the PCM adjusts fuel injector pulse width, idle speed, ignition spark advance, ignition coil dwell and EVAP canister purge operation. The PCM also determines the appropriate transmission shift schedule and shift points, depending on the present operating conditions and driver demand. The PCM regulates the cooling fan, air conditioning and speed control systems. The PCM changes generator charge rate by adjusting the generator field. The PCM also performs diagnostics.

The PCM adjusts injector pulse width (air-fuel ratio) based on the following inputs.

1. Battery voltage
2. Coolant temperature
3. Exhaust gas content (oxygen sensor)
4. Engine speed (crankshaft position sensor)
5. Intake air temperature
6. Manifold absolute pressure
7. Throttle position

The PCM adjusts ignition timing based on the following inputs.

1. Coolant temperature
2. Engine speed (crankshaft position sensor)
3. Knock sensor
4. Manifold absolute pressure
5. Throttle position
6. Transmission gear selection (park/neutral switch)
7. Intake air temperature

The PCM also adjusts engine idle speed through the idle air control motor based on the following inputs.

1. Air conditioning sense
2. Battery voltage
3. Battery temperature
4. Brake switch
5. Coolant temperature
6. Engine speed (crankshaft position sensor)
7. Engine run time
8. Manifold absolute pressure
9. Power steering pressure switch
10. Throttle position
11. Transmission gear selection (park/neutral switch)
12. Vehicle distance (speed)

The Auto Shutdown (ASD) and fuel pump relays are located in the Power Distribution Center (PDC).

The camshaft position sensor and crankshaft position sensor signals are sent to the PCM. If the PCM does not receive the signal within approximately 1 second of engine cranking, it deactivates the ASD relay and fuel pump relay. When these relays are deactivated, power is shut off from the fuel injectors, ignition coils, oxygen sensor heating elements and fuel pump.

The PCM contains a voltage converter that changes battery voltage to a regulated 5 volts direct current to power the camshaft position sensor, crankshaft position sensor, manifold absolute pressure sensor, throttle position sensor, A/C pressure switch, A/C pressure transducer, and vehicle speed sensor.

Powertrain Control Module Connectors

The PCM is an engine and transmission controller module all in one, if the vehicle is equipped with an automatic transmission. The PCM uses four wiring harness connectors to receive and send engine and transmission data. To ease assembly, the mating wiring harness connector is color-coded. Each module connector cavity has its own unique color identification stripe located on the outside of each connector cavity.

The PCM module utilizes four wiring harness connectors as described

1. Connector Cavity A is for Power & Ground (Black)
2. Connector Cavity B is for Engine Side (Orange)
3. Connector Cavity C is for Headlamp & Dash (White)
4. Connector Cavity D is for Transmission (Green) If equipped

Note. Connector Cavities A, B, C, And D must be connected prior to battery connection and ignition key on to avoid setting erroneous controller fault codes. It is also recommended that cavity A connector is made prior to any other connectors.

CLUTCH VOLUME INDEX (CVI)

An important function of the PCM is to monitor Transmission Clutch Volume Index (CVI). CVIs represent the volume of fluid needed to compress a clutch pack.

The PCM monitors gear ratio changes by monitoring the Input and Output Speed Sensors. The Input, or Turbine Speed Sensor sends an electrical signal to the PCM that represents input shaft rpm. The Output Speed Sensor provides the PCM with output shaft speed information.

By comparing the two inputs, the PCM can determine transaxle gear ratio. This is important to the CVI calculation because the PCM determines CVIs by monitoring how long it takes for a gear change to occur. (Scheme 8)

Scheme 8

Gear ratios can be determined by using the DRBIII(R) 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.

For example, if the input shaft is rotating at 1000 rpm and the output shaft is rotating at 500 rpm, then the PCM can determine that the gear ratio is 2:1. In direct drive (3rd gear), the gear ratio changes to 1:1. The gear ratio changes as clutches are applied and released. By monitoring the length of time it takes for the gear ratio to change following a shift request, the PCM 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 problems within the clutch assemblies (broken return springs, out of position snap rings, excessive clutch pack clearance, improper assembly, etc.) can cause inadequate or out-of-range clutch 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

TRANSMISSION SHIFT SCHEDULES

The PCM is programmed to allow it to select a variety of shift schedules. Shift schedule selection is dependent on the following

1. Shift lever position
2. Throttle position
3. Engine load
4. Fluid temperature
5. Software calibration level

As driving conditions change, the PCM appropriately adjusts the shift schedule. Refer to the following chart to determine the appropriate operation expected, depending on driving conditions.

5 VOLT SUPPLY - PCM OUTPUT

The PCM supplies 5 volts to the following sensors

1. A/C pressure transducer
2. Ambient Temperature sensor
3. Battery temperature
4. Camshaft Position Sensor (NGC)
5. Crankshaft Position Sensor (NGC)
6. Engine coolant temperature sensor
7. Inlet Air Temperature Sensor
8. Knock sensor
9. Linear EGR solenoid (if equipped)
10. Manifold absolute pressure sensor
11. Oil Pressure Switch
12. Throttle position sensor

BULB CHECK

Key on: Bulb illuminated until vehicle starts, as long as all once per trip (readiness) monitors completed. If monitors have not been completed, then: Key on: bulb check for about 5 to 8 seconds, lamp then flashes if once per trip (readiness) monitors have not been completed until vehicle is started, then MIL is extinguished.

OBTAINING DTC'S USING SCAN TOOL

1. Connect the scan tool to the data link (diagnostic) connector. This connector is located in the passenger compartment; at the lower edge of instrument panel; near the steering column.
2. Turn the ignition switch on and access the "Read Fault" screen.
3. Record all the DTC's and "freeze frame" information shown on the scan tool.
4. To erase DTC's, use the "Erase Trouble Code" data screen on the scan tool. Do not erase any DTC's until problems have been investigated and repairs have been performed.

STANDARD PROCEDURE - PINION FACTOR SETTING

Note. This procedure must be performed if the PCM has been replaced with a NEW or replacement unit. Failure to perform this procedure will result in an inoperative or improperly calibrated speedometer.

The vehicle speed readings for the speedometer are taken from the output speed sensor. The PCM must be calibrated to the different combinations of equipment (final drive and tires) available. Pinion Factor allows the technician to set the Powertrain Control Module initial setting so that the speedometer readings will be correct. To properly read and/or reset the Pinion Factor, it is necessary to use a scan tool.

1. Plug the scan tool into the diagnostic connector located under the instrument panel.
2. Select the Transmission menu.
3. Select the Miscellaneous menu.
4. Select Pinion Factor. Then follow the instructions on the scan tool screen.

STANDARD PROCEDURE - QUICK LEARN PROCEDURE

The quick learn procedure requires the use of the DRBIII(R) scan tool. This program allows the PCM to recalibrate itself. This will provide the best possible transaxle operation.

Note. The quick learn procedure should be performed if any of the following procedures are performed

1. Transaxle Assembly Replacement
2. Powertrain Control Module Replacement
3. Solenoid/Pressure Switch Assembly 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 throttle angle (TPS) must be less than 3 degrees
4. The shift lever position must stay until prompted to shift to overdrive
5. The shift lever position must stay in overdrive after the Shift to Overdrive prompt until the DRBIII(R) indicates the procedure is complete
6. The calculated oil temperature must be above 60° and below 200°

1. Plug the DRBIII(R) scan tool into the diagnostic connector. The connector is located under the instrument panel.
2. Go to the Transmission screen.
3. Go to the Miscellaneous screen.
4. Select Quick Learn Procedure. Follow the instructions of the DRBIII(R) to perform the Quick Learn Procedure.

REMOVAL - 1.6L

The PCM engine control strategy prevents reduced idle speeds until after the engine operates for 320 km (200 miles). If the PCM is replaced after 320 km (200 miles) of usage, update the mileage and vehicle identification number (VIN) in the new PCM. Use the DRBIII(R) scan tool to change the mileage and VIN in the PCM. If this step is not done a Diagnostic Trouble Code (DTC) may be set. Refer to POWERTRAIN DIAGNOSTIC PROCEDURES and the DRBIII(R) scan tool.

The PCM attaches to a bracket which attaches to the dash panel welded brackets. (Scheme 9)

Scheme 9

Scheme 10

Scheme 11

Scheme 12

Scheme 13

1. Remove the air cleaner lid, disconnect the inlet air temperature sensor and makeup air hose. (Scheme 10)
2. Remove the negative battery cable. (Scheme 11)
3. Unlock the PCM connector by pulling on the tab on the end of the PCM connector. (Scheme 12)
4. Remove electrical connector from the PCM. (Scheme 13)
5. Remove attaching nuts for PCM to bracket. (Scheme 14)
6. Lift PCM up to remove it from vehicle.

Scheme 14

Scheme 15

Scheme 16

Scheme 17

Scheme 18

Scheme 19

Scheme 20

1. Disconnect the negative battery cable.
2. Lift vacuum line out from behind the upper support bracket. see scheme 16and (Scheme 15).
3. Unlock and disconnect the 3 or 4 electrical connectors from the Powertrain Control Module (PCM). (Scheme 16) 1 - Electrical Connectors
4. Remove the clutch reservoir and relocate. (Scheme 17)
5. Remove the 3 mounting screws. (Scheme 18)and (Scheme 19) from the PCM mounting bracket and remove PCM and bracket assembly. (Scheme 20) 1 - Mounting Screws 2 - PCM Bracket Screws
6. Remove the 3 screws from the PCM bracket to PCM. (Scheme 21)

Scheme 21

INSTALLATION - 1.6L

The PCM engine control strategy prevents reduced idle speeds until after the engine operates for 320 km (200 miles). If the PCM is replaced after 320 km (200 miles) of usage, update the mileage and vehicle identification number (VIN) in the new PCM. Use the DRBIII(R) scan tool to change the millage and VIN in the PCM. If this step is not done a Diagnostic Trouble Code (DTC) may be set. Refer to POWERTRAIN DIAGNOSTIC PROCEDURES and the DRBIII(R) scan tool.

The PCM attaches to a bracket which attaches to the dash panel welded bracket. (Scheme 9)

1. Install PCM. Tighten mounting nuts to 10.7 N.m (95 ins. lbs.). (Scheme 14)
2. Attach electrical connectors to PCM. (Scheme 13)
3. Lock the PCM connector. (Scheme 12)
4. Install the negative battery cable. (Scheme 11)
5. Install the air cleaner lid, connect the inlet air temperature sensor and makeup air hose. (Scheme 10)

INSTALLATION - 2.0, 2.4, and 2.4L TURBO

1. Install the PCM bracket and 3 screws to the PCM and tighten to 11.8 N.m (105 in. lbs.). (Scheme 21)
2. Install the PCM and bracket assembly and locate the bracket on the tab. (Scheme 19)
3. Install the 3 mounting screws to the PCM mounting bracket and tighten to 10.7 N.m (95 in. lbs.). (Scheme 18) NOTE: The electrical connector for the PCM are COLOR Coded.
4. Connect and lock the 3 or 4 electrical connectors to the Powertrain Control Module (PCM). (Scheme 16)
5. Relocate and install the clutch reservoir. (Scheme 17)
6. Connect the negative battery cable.

Scheme 22

Scheme 23

The Sentry Key Immobilizer Module (SKIM) contains a Radio Frequency (RF) transceiver and a microprocessor. The SKIM retains in memory the ID numbers of any Sentry Key that is programmed to it. The maximum number of keys that may be programmed to each module is eight (8). The SKIM also communicates over the PCI bus with the Powertrain Control Module (PCM), the instrument cluster, and the DRB III(R) scan tool. The SKIM transmits and receives RF signals through a tuned antenna enclosed within a molded plastic ring formation that is integral to the SKIM housing. When the SKIM is properly installed on the steering column, the antenna ring fits snugly around the circumference of the ignition lock cylinder housing. (Scheme 22)and (Scheme 23). If this ring is not mounted properly, communication problems may arise in the form of transponder-related faults.

For added system security, each SKIM is programmed with a unique "Secret Key" code. This code is stored in memory and is sent over the PCI bus to the PCM and to each key that is programmed to work with the vehicle. The "Secret Key" code is therefore a common element found in all components of the Sentry Key Immobilizer System (SKIS). In the event that a SKIM replacement is required, the "Secret Key" code can be restored from the PCM by following the SKIM replacement procedure found in the DRB III(R) scan tool. Proper completion of this task will allow the existing ignition keys to be reprogrammed. Therefore, new keys will NOT be needed. In the event that the original "Secret Key" code can not be recovered, new ignition keys will be required. The DRB III(R) scan tool will alert the technician if key replacement is necessary. Another security code, called a PIN, is used to gain secured access to the SKIM for service. The SKIM also stores in its memory the Vehicle Identification Number (VIN), which it learns through a bus message from the PCM during initialization. The SKIS scrambles the information that is communicated between its components in order to reduce the possibility of unauthorized SKIM access and/or disabling.

When the ignition switch is moved to the RUN position, the SKIM transmits an RF signal to the transponder in the ignition key. The SKIM then waits for a response RF signal from the transponder in the key. If the response received identifies the key as valid, the SKIM sends a "valid key" message to the PCM over the PCI bus. If the response received identifies the key as invalid or no response is received from the transponder in the ignition key, the SKIM sends an "invalid key" message to the PCM. The PCM will enable or disable engine operation based upon the status of the SKIM messages. It is important to note that the default condition in the PCM is "invalid key." Therefore, if no response is received by the PCM, the engine will be immobilized after two (2) seconds of running.

The SKIM also sends indicator light status messages to the instrument cluster to tell that module how to operate the light. This may consist of turning the light ON for a three (3) second bulb test when the ignition switch is first turned to the ON position. It is also the method used to turn the light ON solid or to flash it after the indicator light test is complete to signify a fault in the SKIS. If the light comes ON and stays ON solid after the indicator light test, this signifies that the SKIM has detected a system malfunction and/or that the SKIS has become inoperative. If the SKIM detects an invalid key OR a key-related fault exists, the indicator light will flash following the indicator light test. The SKIM may also request an audible chime if the customer key programming feature is available and the procedure is being utilized. Refer to STANDARD PROCEDURE - TRANSPONDER PROGRAMMING .

STANDARD PROCEDURE - SENTRY KEY IMMOBILIZER SYSTEM INITIALIZATION

The Sentry Key Immobilizer System (SKIS) initialization should be performed following a Sentry Key Immobilizer Module (SKIM) replacement. It can be summarized as follows

1. Obtain the vehicle's unique four-digit PIN assigned to its original SKIM from the vehicle owner, the vehicle's invoice, or from Chrysler's Customer Center.
2. Using a DRB III(R) scan tool, select "Theft Alarm," "SKIM," "Miscellaneous," and then "SKIM Module Replaced." Enter Secured Access Mode using the unique four-digit PIN. Program the vehicle's VIN number into the SKIM's memory. Program the country code into the SKIM's memory (for North America, choose US or domestic). The vehicle's unique Secret Key data will be retrieved from the PCM automatically. If this data is corrupt or not present, you will be prompted to cut new keys for this vehicle.
3. Program all customer keys into the SKIM's memory.

This process will require that the SKIM to be in the Secured Access Mode. The PIN must be entered into the DRB III(R) scan tool before the SKIM will enter the Secured Access Mode. Once entered, Secured Access Mode shall be active until 60 seconds after the last command requiring secured access was received and acknowledged.

Two exceptions to this rule are

1. When you have used the 'erase all keys' command OR
2. When you have just programmed a new key.

If either of these functions are performed successfully while in the Secured Access Mode, this mode will be exited immediately following the function.

Note. If a PCM is replaced, the unique 'Secret Key' data must be transferred from the SKIM to the new PCM using the PCM replacement procedure. This procedure requires the Secured Access Mode as well and can be found in the DRB III(R) scan tool.

Scheme 24

1. Disconnect and isolate the battery negative remote cable.
2. Remove Lower Instrument Panel Cover. Refer to «INTERIOR/EXTERIOR»(/chrysler/pt-cruiser/i-2000-2010/remont/gauges-instrument-panels/#interior-exterior).
3. Remove the steering column upper and lower shrouds. Refer to «SHROUD - UPPER/LOWER»(/chrysler/pt-cruiser/i-2000-2010/remont/manual-power-steering/#steering-system).
4. Disengage the steering column wire harness from the Sentry Key Immobilizer Module (SKIM). (Scheme 24) 1 - IGNITION KEY CYLINDER 2 - STEERING COLUMN 3 - SENTRY KEY IMMOBILIZER MODULE (SKIM) 4 - SKIM CONNECTOR 5 - SKIM ANTENNA
5. Remove the two screws securing the SKIM to the top of the steering column. (Scheme 24)
6. Rotate the SKIM and its mounting bracket upwards and then to the side away from the steering column to slide the SKIM antenna ring from around the ignition switch lock cylinder housing. (Scheme 24)
7. Remove the SKIM from the vehicle.

Note. If the SKIM is replaced with a new unit, a DRB lll(R) scan tool MUST be used to initialize the new SKIM and to program at least two Sentry Key transponders (Refer to ELECTRICAL/ELECTRONIC CONTROL MODULES/SENTRY KEY IMMOBILIZER MODULE - STANDARD PROCEDURE) .

1. Place the SKIM into position.
2. Rotate the SKIM and its mounting bracket downwards and then to the side towards the steering column. (Scheme 24)
3. Install the two screws securing the SKIM to the top of the steering column. (Scheme 24)
4. Engage the steering column wire harness to the Sentry Key Immobilizer Module (SKIM). (Scheme 24)
5. Install the steering column upper and lower shrouds. Refer to «SHROUD - UPPER/LOWER»(/chrysler/pt-cruiser/i-2000-2010/remont/manual-power-steering/#steering-system).
6. Install the Lower Instrument Panel Cover. Refer to «INTERIOR/EXTERIOR»(/chrysler/pt-cruiser/i-2000-2010/remont/gauges-instrument-panels/#interior-exterior).
7. Connect the battery negative cable.

See also:
• (Refer to BRAKES/HYDRAULIC/MECHANICAL/ICU (INTEGRATED CONTROL UNIT) - DESCRIPTION
• (Refer to LUBRICATION & MAINTENANCE/HOISTING - STANDARD PROCEDURE)
• BODY DIAGNOSTIC PROCEDURES
• (Refer to ELECTRICAL/HEATED SEATS - DIAGNOSIS AND TESTING)
• POWERTRAIN DIAGNOSTIC PROCEDURES
• STANDARD PROCEDURE - TRANSPONDER PROGRAMMING
• INTERIOR/EXTERIOR
• SHROUD - UPPER/LOWER
• (Refer to ELECTRICAL/ELECTRONIC CONTROL MODULES/MEMORY HEATED SEAT/MIRROR MODULE - DIAGNOSIS AND TESTING)