Electronic Control Modules - Service Information: Other Dodge Avenger II

SKREEM PROGRAMMING

When a Powertrain Control Module (PCM) for a gasoline engine, or an Engine Control Module (ECM) for a diesel engine and the Sentry Key Remote Entry Module (SKREEM) (also known as the Wireless Control Module/WCM) on vehicles equipped with the Sentry Key Immobilizer System (SKIS) are replaced at the same time, perform the following steps in order

Note. If the PCM and the SKREEM are replaced at the same time, program the PCM VIN into the PCM first.

1. If applicable first replace the PCM/ECM with the original WCM still connected to the vehicle.
2. Using the appropriate service information program the new PCM/ECM. (This will ensure the Secret Key Transfer from the original WCM into the new PCM/ECM).
3. Now replace and program the WCM. This will retain the Secret Key from the PCM/ECM back into the new WCM.
4. With the scan tool, select Miscellaneous Functions, WCM/Wireless Control Module. Then select the desired procedure and follow the display on the scan tool.
5. If the vehicle is equipped with Tire Pressure Monitoring System program the Placard Pressure Values into the WCM/SKREEM.
6. Ensure all the customer's keys have been programmed into the new module if necessary.

Note. If the original keys do not successfully program to the new SKREEM after the proper procedures are followed correctly, programming new keys will be necessary.

PROGRAMMING THE SKREEM

The SKIS Secret Key is an ID code that is unique to each SKREEM/WCM. This code is programmed and stored in the SKREEM/WCM, the PCM/ECM, and each ignition key transponder chip. When the PCM/ECM or SKREEM/WCM is replaced, it is necessary to program the Secret Key into the new module using a diagnostic scan tool. Follow the programming steps outlined in the diagnostic scan tool for PCM REPLACED , ECM REPLACED , WCM REPLACED , or GATEWAY REPLACED under MISCELLANEOUS FUNCTIONS for the WIRELESS CONTROL MODULE/WCM menu item as appropriate.

Note. Programming the PCM/ECM or SKREEM 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 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.

Note. Before replacing the ECU for a failed driver, control circuit or ground circuit, be sure to check the related component/circuit integrity for failures not detected due to a double fault in the circuit. Most ECM driver/control circuit failures are caused by internal component failures (i.e. relay 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 set.

ECM/SKIM/WCM PROGRAMMING

When a ECM and the SKIM are replaced at the same time perform the following steps in order

1. Program the new SKIM
2. Program the new ECM
3. Replace all ignition keys and program them to the new SKIM.

When an ECM (Bosch) and the SKIM are replaced at the same time perform the following steps in order

1. Program the new SKIM
2. Program the new ECM (Bosch)
3. Replace all ignition keys and program them to the new SKIM.

PROGRAMMING THE SKIM

1. Connect a battery charger to the vehicle.
2. Connect the StarSCAN®. CAUTION: If the ECM/PCM and SKREEM/WCM are replaced at the same time, the ECM/PCM MUST be programmed before the SKREEM/WCM.
3. Select "ECU View".
4. Select "WCM Wireless Control Module".
5. Select "Miscellaneous Functions".
6. Select WCM replaced.
7. Enter the PIN when prompted.
8. Verify the correct information.

Note. If the ECM and the SKIM are replaced at the same time, all vehicle keys will need to be replaced and programmed to the new SKIM.

PROGRAMMING IGNITION KEYS TO THE SKREEM

Each ignition key transponder also has a unique ID code that is assigned at the time the key is manufactured. When a key is programmed into the SKREEM/WCM, the transponder ID code is learned by the module and the transponder acquires the unique Secret Key ID code from the SKREEM/WCM. To program ignition keys into the SKREEM/WCM, follow the programming steps outlined in the diagnostic scan tool for PROGRAM IGNITION KEYS OR KEY FOBS under MISCELLANEOUS FUNCTIONS for the WIRELESS CONTROL MODULE/WCM menu item.

Note. If the original keys do not successfully program to the new SKREEM after the proper procedures are followed correctly, programming new keys will be necessary.

Note. A maximum of eight keys can be learned to each SKREEM. Once a key is learned to a SKREEM, that key has acquired the Secret Key for that SKREEM and cannot be transferred to any other SKREEM or vehicle.

If ignition key programming is unsuccessful, the scan tool will display one of the following error messages

1. PROGRAMMING NOT ATTEMPTED - The scan tool attempts to read the programmed key status and there are no keys programmed into SKREEM memory.
2. PROGRAMMING KEY FAILED (POSSIBLE USED KEY FROM WRONG VEHICLE) - SKREEM is unable to program an ignition key transponder due to one of the following: The ignition key transponder is ineffective. The ignition key transponder is or has been already programmed to another vehicle.
3. 8 KEYS ALREADY LEARNED, PROGRAMMING NOT DONE - The SKREEM transponder ID memory is full.
4. LEARNED KEY IN IGNITION - The ID for the ignition key transponder currently in the ignition lock cylinder is already programmed into SKREEM memory.

CAN-LIN BUS

The primary on-board communication network between microprocessor-based electronic control modules in this vehicle is the Controller Area Network (CAN) data bus system. A data bus network minimizes redundant wiring connections; and, at the same time, reduces wire harness complexity, sensor current loads and controller hardware by allowing each sensing device to be connected to only one module (also referred to as a node). Each node reads, then broadcasts its sensor data over the bus for use by all other nodes requiring that data. Each node ignores the messages on the bus that it cannot use.

The CAN bus is a two-wire multiplex system. Multiplexing is any system that enables the transmission of multiple messages over a single channel or circuit. The CAN bus is used for communication between most vehicle nodes. However, in addition to the CAN bus network, certain nodes may also be equipped with a Local Interface Network (LIN) data bus. The LIN data bus is a single wire low-speed (9.6 Kbps) serial link bus used to provide direct communication between a LIN master module and certain switch or sensor inputs.

There are actually three separate CAN bus systems used in the vehicle. They are designated: the CAN-B, the CAN-C and the Diagnostic CAN-C. The CAN-B and CAN-C systems provide on-board communication between all nodes in the vehicle. The CAN-C is the faster of the two systems providing near real-time communication (500 Kbps), but is less fault tolerant than the CAN-B system. The CAN-C is used typically for communications between more critical nodes, while the slower (83.3 Kbps), but more fault tolerant CAN-B system is used for communications between less critical nodes. The CAN-B fault tolerance comes from its ability to revert to a single wire communication mode if there is a fault in the bus wiring.

The added speed of the CAN data bus is many times faster than previous data bus systems. This added speed facilitates the addition of more electronic control modules or nodes and the incorporation of many new electrical and electronic features in the vehicle.

The Diagnostic CAN-C bus is also capable of 500 Kbps communication, and is sometimes informally referred to as the CAN-D system to differentiate it from the other high speed CAN-C bus. The Diagnostic CAN-C is used exclusively for the transmission of diagnostic information between the Totally Integrated Power Module/Central GateWay (TIPM or TIPMCGW) and a diagnostic scan tool connected to the industry-standard 16-way Data Link Connector (DLC) located beneath the instrument panel on the driver side of the vehicle.

The TIPM is located in the engine compartment near the battery. The central CAN gateway or hub module integral to the TIPM is connected to all three CAN buses. This gateway physically and electrically isolates the CAN buses from each other and coordinates the bi-directional transfer of messages between them.

The Controller Area Network (CAN) data bus allows all electronic modules or nodes connected to the bus to share information with each other. Regardless of whether a message originates from a module on the lower speed CAN-B bus or on the higher speed CAN-C or CAN-D bus, the message structure and layout is similar, which allows the Totally Integrated Power Module/Central GateWay (TIPM or TIPMCGW) to process and transfer messages between the CAN buses. The TIPM also stores a Diagnostic Trouble Code (DTC) for certain bus network faults.

All modules (also referred to as nodes) transmit and receive messages over one of these buses. Data exchange between nodes is achieved by serial transmission of encoded data messages. Each node can both send and receive serial data simultaneously. Each digital bit of a CAN bus message is carried over the bus as a voltage differential between the two bus circuits which, when strung together, form a message. Each node uses arbitration to sort the message priority if two competing messages are attempting to be broadcast at the same time.

The ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) is the Local Interface Network (LIN) master module in this vehicle and it gathers information from the compass module, the instrument panel switch bank, the Steering Control Module (SCM), and the Heated Seat Module (HSM) through the LIN data bus. There is also LIN bus communication between the individual Tire Pressure Monitor (TPM) transponders and the Sentry Key Remote Entry Module (SKREEM) (also known as the Wireless Control Module/WCM). Both the EMIC and the SKREEM either act directly upon the information received through the LIN data bus, relay the information to other nodes in the vehicle using electronic messages placed on the CAN bus, or both.

The voltage network used to transmit messages requires biasing and termination. Each module on the CAN bus network provides its own biasing and termination. There are two types of nodes used in the CAN bus network. On the CAN-C bus, a dominant node has a 120 ohm termination resistance, while a non-dominant (or recessive) node has about a 2500 to 3000 ohm (2.5 to 3.0 kilohm) termination resistance. The dominant nodes on the CAN-C bus are the TIPM and the Powertrain Control Module (PCM).

The termination resistance of two dominant nodes is combined in parallel to provide a total of about 60 ohms. This resistance value may vary somewhat by application, depending upon the number of non-dominant nodes on the CAN-C bus. On the CAN-D bus (or Diagnostic CAN-C) all of the 60 ohm termination resistance is present in the Central GateWay (TIPMCGW).

Note. All measurement of termination resistance is done with the vehicle battery disconnected.

Note. Termination resistance of a CAN-B node cannot be verified with a Digital Multi-Meter (DMM) or Digital Volt-Ohm Meter (DVOM). The transceiver of each CAN-B node connects to termination resistors internally. When the vehicle battery is disconnected, the internal connections of all CAN-B node transceivers are switched open, disconnecting the termination resistors. Therefore, the total bus resistance measured under these conditions will be extremely high or infinite, which does not accurately reflect the actual termination resistance of the CAN-B bus.

The communication protocol being used for the CAN data bus is a non-proprietary, open standard adopted from the Bosch CAN Specification 2.0b. The CAN-C is the faster of the two primary buses in the CAN bus system, providing near real-time communication (500 Kbps).

The CAN bus nodes are connected in parallel to the two-wire bus using a twisted pair, where the wires are wrapped around each other to provide shielding from unwanted electromagnetic induction, thus preventing interference with the relatively low voltage signals being carried through them. The twisted pairs have between 33 and 50 twists per meter (yard). While the CAN bus is operating (active), one of the bus wires will carry a higher voltage and is referred to as the CAN High or CAN bus (+) wire, while the other bus wire will carry a lower voltage and is referred to as the CAN Low or CAN bus (-) wire. Refer to the CAN Bus Voltages table.

In order to minimize the potential effects of Ignition-OFF Draw (IOD), the CAN-B network employs a sleep strategy. However, a network sleep strategy should not be confused with the sleep strategy of the individual nodes on that network, as they may differ. For example: The CAN-C bus network is awake only when the ignition switch is in the ON or START positions; however, the TIPM, which is on the CAN-C bus, may still be awake with the ignition switch in the ACCESSORY or UNLOCK positions. The integrated circuitry of an individual node may be capable of processing certain sensor inputs and outputs without the need to utilize network resources.

The CAN-B bus network remains active until all nodes on that network are ready for sleep. This is determined by the network using tokens in a manner similar to polling. When the last node that is active on the network is ready for sleep, and it has already received a token indicating that all other nodes on the bus are ready for sleep, it broadcasts a bus sleep acknowledgment message that causes the network to sleep. Once the CAN-B bus network is asleep, any node on the bus can awaken it by transmitting a message on the network. The TIPM will keep either the CAN-B or the CAN-C bus awake for a timed interval after it receives a diagnostic message for that bus over the Diagnostic CAN-C bus.

In the CAN system, available options are configured into the TIPM at the assembly plant, but additional options can be added in the field using the diagnostic scan tool. The configuration settings are stored in non-volatile memory. The TIPM also has two 64-bit registers, which track each of the as-built and currently responding nodes on the CAN-B and CAN-C buses. The TIPM stores a Diagnostic Trouble Code (DTC) in one of two caches for any detected active or stored faults in the order in which they occur. One cache stores powertrain (P-Code), chassis (C-Code) and body (B-Code) DTCs, while the second cache is dedicated to storing network (U-Code) DTCs.

If there are intermittent or active faults in the CAN network, a diagnostic scan tool connected to the Diagnostic CAN-C bus through the 16-way Data Link Connector (DLC) may only be able to communicate with the TIPM. To aid in CAN network diagnosis, the TIPM will provide CAN-B and CAN-C network status information to the scan tool using certain diagnostic signals. In addition, the transceiver in each node on the CAN-C bus will identify a bus off hardware failure , while the transceiver in each node on the CAN-B bus will identify a general bus hardware failure . The transceivers for some CAN-B nodes will also identify certain failures for both CAN-B bus signal wires.

Scheme 131

The Data Link Connector (DLC) (1) is a 16-way molded plastic connector that is part of the instrument panel wire harness. This connector is located at the lower edge of the instrument panel, outboard of the steering column. The connector insulator is retained by integral snap features within a rectangular cutout in a mounting bracket integral to the lower instrument panel and inboard of the inside hood release on the inner cowl side trim.

DATA LINK CONNECTOR

The Data Link Connector (DLC) is an industry-standard 16-way connector that permits the connection of a diagnostic scan tool to the Controller Area Network (CAN) data bus for interfacing with, configuring, and retrieving Diagnostic Trouble Code (DTC) data from the electronic modules that reside on the data bus network of the vehicle.

MODULE-ANTILOCK BRAKE

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 or Electronic Stability Program (ESP) 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.

Scheme 132

The ABM (1) is mounted to the HCU (2) as part of the Integrated Control Unit (ICU). The ICU is located in the engine compartment on the inboard side of the right body frame rail behind the strut tower. For information on the ICU, refer to DESCRIPTION .

The primary functions of the Antilock Brake Module (ABM) are to

1. Monitor the Antilock Brake System (ABS) and Electronic Stability Program (ESP) 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 ABS or traction control mode.
4. Modulates fluid pressure to the wheel brakes to control vehicle yaw rate in ESP mode.
5. Store diagnostic information.
6. Provide communication to the scan tool while in diagnostic mode.
7. Illuminate the amber ABS indicator in the instrument cluster.
8. Illuminate the yellow ESP/BAS indicator in the instrument cluster (if equipped).

The ABM constantly monitors the ABS and ESP (if equipped) for proper operation. If the ABM detects a fault, it will turn on the amber ABS and yellow ESP/BAS indicators and disable the ABS or ESP if so equipped. The normal base braking system will remain operational at that time.

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 solenoid coils to actuate. The 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.

Note. For vehicles equipped with Hill Start Assist (HSA), the ICU must be serviced as an assembly. The HCU and ABM are not serviceable separately.

Due to packaging and limited space it is necessary to remove and disassemble the Integrated Control Unit (ICU) to service the Antilock Brake Module (ABM) on this vehicle. Refer to REMOVAL .

Due to packaging and limited space it is necessary to install the Antilock Brake Module (ABM) on the Hydraulic Control Unit (HCU), then install the Integrated Control Unit (ICU) on the vehicle as an assembly. Refer to ASSEMBLY .

ENGINE CONTROL MODULE (ECM)

The ECM has been programmed to monitor different circuits of the diesel fuel injection system. This monitoring is called on-board diagnostics. Certain criteria must be met for a diagnostic trouble code to be entered into the ECM memory. The criteria may be a range of: engine RPM, engine temperature, time or other input signals to the ECM. If all of the criteria for monitoring a system or circuit are met, and a problem is sensed, then a DTC will be stored in the ECM memory. It is possible that a DTC for a monitored circuit may not be entered into the ECM memory, even though a malfunction has occurred. This may happen when the monitoring criteria have not been met. The ECM compares input signal voltages from each input device with specifications (the established high and low limits of the input range) that are programmed into it for that device. If the input voltage is not within the specifications and other trouble code criteria are met, a DTC will be stored in the ECM memory.

ECM OPERATING MODES

As input signals to the ECM change, the ECM adjusts its response to the output devices. For example, the ECM must calculate a different fuel quantity and fuel timing for engine idle condition than it would for a wide open throttle condition. There are several different modes of operation that determine how the ECM responds to the various input signals.

Ignition Switch On (Engine Off)

When the ignition is turned on, the ECM activates the glow plug relay for a time period that is determined by engine coolant temperature, atmospheric temperature and battery voltage.

Engine Start-Up Mode

The ECM uses the engine temperature sensor and the crankshaft position sensor (engine speed) inputs to determine fuel injection quantity.

Normal Driving Modes

Engine idle, warm-up, acceleration, deceleration and wide open throttle modes are controlled based on all of the sensor inputs to the ECM. The ECM uses these sensor inputs to adjust fuel quantity and fuel injector timing.

Limp-In Mode

If there is a fault detected with the accelerator pedal position sensor, the ECM will set the engine speed at 1100 RPM.

Overspeed Detection Mode

If the ECM detects engine RPM that exceeds 5200 RPM, the ECM will set a DTC in memory and illuminate the MIL until the DTC is cleared.

After-Run Mode

The ECM transfers RAM information to ROM and performs an Input/Output state check.

MONITORED CIRCUITS

The ECM is able to monitor and identify most driveability related trouble conditions. Some circuits are directly monitored through ECM feedback circuitry. In addition, the ECM monitors the voltage state of some circuits and compares those states with expected values. Other systems are monitored indirectly when the ECM conducts a rationality test to identify problems. Although most subsystems of the engine control module are either directly or indirectly monitored, there may be occasions when diagnostic trouble codes are not immediately identified. For a trouble code to set, a specific set of conditions must occur and unless these conditions occur, a DTC will not set.

HARD CODE

A DTC that comes back within one cycle of the ignition key is a hard code. This means that the problem is current every time the ECM/SKIM checks that circuit or function. Procedures in this service information verify if the DTC is a hard code at the beginning of each test. When the fault is not a hard code, an intermittent test must be performed. NOTE: If the scan tool displays faults for multiple components (i.e. ECT, VSS, IAT sensors) identify and check the shared circuits for possible problems before continuing (i.e. sensor grounds or 5-volt supply circuits). Refer to the appropriate schematic to identify shared circuits. Refer to appropriate ELECTRICAL DIAGNOSTICS article for more information.

INTERMITTENT CODE

A DTC that is not current every time the ECM/SKIM checks the circuit or function is an intermittent code. Most intermittent DTCs are caused by wiring or connector problems. Problems that come and go like this are the most difficult to diagnose; they must be looked for under specific conditions that cause them. NOTE: Electromagnetic (radio) interference can cause an intermittent system malfunction. This interference can interrupt communication between the ignition key transponder and the SKIM.

The following checks may assist you in identifying a possible intermittent problem

1. Visually inspect the related wire harness connectors. Look for broken, bent, pushed out or corroded terminals.
2. Visually inspect the related wire harness. Look for chafed, pierced or partially broken wire.
3. Refer to hotlines or technical service bulletins that may apply.

Refer to appropriate ELECTRICAL DIAGNOSTICS article for more information.

ECM/SKIM PROGRAMMING - DIESEL

Note. Before replacing the ECM for a failed driver, control circuit or ground circuit, be sure to check the related component/circuit integrity for failures not detected due to a double fault in the circuit. Most ECM driver/control circuit failures are caused by internal component failures (i.e. relay 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 set.

When a ECM and the SKIM are replaced at the same time perform the following steps in order

1. Program the new SKIM
2. Program the new ECM
3. Replace all ignition keys and program them to the new SKIM.

When an ECM (Bosch) and the SKIM are replaced at the same time perform the following steps in order

1. Program the new SKIM
2. Program the new ECM (Bosch)
3. Replace all ignition keys and program them to the new SKIM.

PROGRAMMING THE ECM (Bosch)

1. Connect a battery charger to the vehicle.
2. Connect the StarSCAN®.
3. Select "ECU View".
4. Select "WCM Wireless Control Module".
5. Select "Miscellaneous Functions".
6. Select "PCM Replaced".
7. Enter the PIN when prompted.
8. Press "Next".
9. Cycle the Key.
10. Verify the repair.

1. Connect a battery charger to the vehicle.
2. Connect the StarSCAN®. CAUTION: If the ECM/PCM and SKREEM/WCM are replaced at the same time, the ECM/PCM MUST be programmed before the SKREEM/WCM.
3. Select "ECU View".
4. Select "WCM Wireless Control Module".
5. Select "Miscellaneous Functions".
6. Select WCM replaced.
7. Enter the PIN when prompted.
8. Verify the correct information.

Note. If the ECM and the SKIM are replaced at the same time, all vehicle keys will need to be replaced and programmed to the new SKIM.

PROGRAMMING IGNITION KEYS TO THE SKIM

1. Turn the ignition switch on (transmission in park/neutral).
2. Use the scan tool and select THEFT ALARM, SKIM then MISCELLANEOUS.
3. Select PROGRAM IGNITION KEY'S OR KEY FOBS.
4. Enter secured access mode by entering the vehicle four-digit PIN. NOTE: A maximum of eight keys can be learned to each SKIM. Once a key is learned to a SKIM it (the key) cannot be transferred to another vehicle. faulty ignition key transponder ignition key is programmed to another vehicle. 8 Keys Already Learned, Programming Not Done - SKIM transponder ID memory is full.
5. Obtain ignition keys to be programmed from customer (8 keys maximum).
6. Using the scan tool, erase all ignition keys by selecting MISCELLANEOUS and ERASE ALL CURRENT IGN. KEYS.
7. Program all ignition keys.

Learned Key In Ignition - Ignition key transponder ID is currently programmed in SKIM memory.

PCM / TCM FLASH REPROGRAMMING

This procedure will need to be done when one or more of the following situations are true

1. A vehicle's Powertrain control module (PCM) has been replaced.
2. A diagnostic trouble code (DTC) is set P1602 - PCM Not Programmed.
3. An updated calibration or software release is available for either the PCM or TCM ECUs.

This procedure assumes that the StarSCAN® and StarMOBILE® devices are configured to your dealership's network with either a wired or wireless connection. The StarSCAN® and StarMOBILE® must also be running at the latest operating system and software release level. For more help on how to network your StarSCAN® or StarMOBILE® reference the StarSCAN® / StarMOBILE® Quick Start Networking Guide available on 'DealerCONNECT > Service > StarSCAN® and StarMOBILE® Tools > Online Documentation' or at www.dcctools.com, under the Download Center.

Table of contents

1. PCM / TCM FLASH PROCEDURE «PCM / TCM FLASH PROCEDURE»(ref-305775-S09022222292008120200000) .
2. REQUIRED TOOLS/EQUIPMENT «REQUIRED TOOLS/EQUIPMENT»(ref-305775-S09500985842008120200000) .
3. TECH TIPS and INFORMATION «TECH TIPS and INFORMATION»(ref-305775-S39931744452008120200000) .
4. PARTS REQUIRED «PARTS REQUIRED»(ref-305775-S34277161522008120200000) .

PCM / TCM FLASH PROCEDURE

If using StarSCAN® or StarMOBILE® Desktop Client. Go to REPAIR PROCEDURE - Using StarSCAN® or StarMOBILE® Desktop Client .

If using StarMOBILE® Standalone Diagnostic Mode. Go To REPAIR PROCEDURE - Using StarMOBILE® Standalone Diagnostic Mode .

REPAIR PROCEDURE - Using StarSCAN® or StarMOBILE® Desktop Client

Note. If this flash process is interrupted or aborted, the flash should be restarted.

1. Open the hood of the vehicle and install a battery charger. Verify that the charging rate provides a continuous charge of 13.2 - 13.5 volts.
2. Connect the StarSCAN® or StarMOBILE® to the vehicle data link connector located under the steering column and turn the ignition key to the "RUN" position.
3. Power on the StarSCAN® or StarMOBILE®. If the StarMOBILE® is being used, launch the StarMOBILE® Desktop Client and connect to the appropriate StarMOBILE® device.
4. Retrieve the old ECU part number. From the tool's Home screen, Select "ECU View" Select "PCM" Select "More Options" Select "ECU Flash" Record the part number at the top of the Flash PCM screen for later reference.
5. Program the ECU as follows: Using the StarSCAN® / StarMOBILE® at the Home screen, select "ECU View" Select "PCM" Select "More Options" Select "ECU Flash" Select "Browse for New File" and follow the on screen instructions. Highlight the appropriate calibration based on the part number recorded in Step 4 e , or by using Year/Model/Engine and appropriate emissions selection for the vehicle being worked on. NOTE: If you are not connected to the vehicle, you may also search for flash files by selecting the "Flash Download" button from the Home screen. Select "Download to Scantool" Once the download is complete, select "Close" and then "Back" Highlight the listed calibration, select "Update Controller" and follow the on screen instructions. When the PCM update is complete, select "OK" Verify that the part number at the top of the Flash PCM screen has updated to the new part number. NOTE: If this flash process is interrupted or aborted, the flash should be restarted.
6. Continue to «ADDITIONAL PCM / TCM REPLACEMENT PROCEDURES»(ref-305775-S17306179802008120200000) to complete the process if the ECU has been replaced.
7. Type the necessary information on the "Authorized Modification Label" (p/n 04275086AB) and attach near the VECI label (See «AUTHORIZED MODIFICATION LABEL»(ref-305775-S21749602682008120200000) for details).

STEP-BY-STEP INSTRUCTIONS

Check PCM VIN

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "Check PCM VIN" and follow the on screen instructions.
4. When complete, select "Finish"

Diesel Particulate Filter (Used) Learning

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "Diesel Particulate Filter (Used) Learning" and follow the on screen instructions.
4. When complete, select "Finish"

ECU Replacement with Value Transfer

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "ECU Replacement with Value Transfer" and follow the on screen instructions.
4. When complete, select "Finish"

ECU Replacement without Value Transfer

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "ECU Replacement without Value Transfer" and follow the on screen instructions.
4. When complete, select "Finish"

Enable / Disable Vehicle Features

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "Enable / Disable Vehicle Features" and follow the on screen instructions.
4. When complete, select "Finish"

Exhaust Throttle Plate Adaptive Learn Position

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "Exhaust Throttle Plate Adaptive Learn Position" and follow the on screen instructions.
4. When complete, select "Finish"

Fuel Mean Value Adaptation Initialization

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "Fuel Mean Value Adaptation Initialization" and follow the on screen instructions.
4. When complete, select "Finish"

IMA Rapid Calibration

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "IMA Rapid Calibration Test" and follow the on screen instructions.
4. When complete, select "Finish"

Initialize EGS

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "Initialize EGS" and follow the on screen instructions.
4. When complete, select "Finish"

Injector Quantity Adjustment

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "Injector Quantity Adjustment" and follow the on screen instructions.
4. When complete, select "Finish"

Mobile DeSoot - NO Minimum Required Soot Load

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "Mobile DeSoot - NO Minimum Required Soot Load" and follow the on screen instructions.
4. When complete, select "Finish"

NOx Catalyst (New) Initialization

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "NOx Catalyst (New) Initialization" and follow the on screen instructions.
4. When complete, select "Finish"

PCM Replaced

The vehicle pin (Personal Identification Number) will be required to complete the routine. This information may be obtained in three ways

1. The original selling invoice
2. DealerCONNECT > Parts > Key Codes
3. Contacting the District Manager.

From the "Home" screen, select "ECU View"

1. Select "WCM"
2. Select "Misc. Functions"
3. Select "PCM Replaced" and follow the on screen instructions.
4. When complete, select "Finish"

Program Variant Code

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "Program Variant Code" and follow the on screen instructions.
4. When complete, select "Finish"

Quicklearn

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "Quicklearn" and follow the on screen instructions.
4. When complete, select "Finish"

Reset Regenerative Filter Timers

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "Reset Regenerative Filter Times" and follow the on screen instructions.
4. When complete, select "Finish"

Set Oil Dilution Mass Value

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "Set Oil Dilution Mass Value" and follow the on screen instructions.
4. When complete, select "Finish"

AUTHORIZED MODIFICATION LABEL

Note. The following step is required by law when reprogramming a PCM and/or TCM.

Type the necessary information on the "Authorized Modification Label" and attach near the VECI label.

Scheme 133

1. Powertrain Control / Transmission Control Module Part Numbers (Insert P/Ns) Used
2. Change Authority: TSB XX--XX
3. Dealer Code: XXXXX
4. Date: XX-XX-XX

REQUIRED TOOLS/EQUIPMENT

TECH TIPS and INFORMATION

1. StarMOBILE® Standalone Diagnostic Mode is an efficient way to flash ECUs without having direct access to a network connection. It involves first copying the flash file to the StarMOBILE® device which DOES require a network connection. Once the file has been copied to the StarMOBILE® device, it can be used in a Standalone mode to flash the ECU WITHOUT a network connection.
2. To use the StarMOBILE® in Pass-Through Mode requires that your StarMOBILE® is connected to the dealerships network via a wired or wireless connection. For more information on how to use the StarMOBILE in Pass-Through Mode see the StarMOBILE® training tutorials available on 'DealerCONNECT > Service > StarSCAN® and StarMOBILE® Tools > Training Aids' link or at www.dcctools.com, under the 'Training Aids' link.
3. StarMOBILE® does not need to be connected to a vehicle when retrieving a flash file for Standalone Mode.
4. Extreme care must be taken when programming a calibration into a generic PCM. Do not randomly select a calibration. Once a calibration is selected and programmed, the controller cannot be reprogrammed to a different calibration. The ECU can only be reprogrammed to a more recent version of that calibration.
5. If the flash process is interrupted or aborted, the flash should be restarted.
6. Due to the PCM / TCM programming procedure, a DTC may be set in other ECUs within the vehicle. Some DTCs may cause the MIL to illuminate. From the "Home" screen select "System View". Then select "All DTCs". Press "Clear All Stored DTCs" if there are any DTCs shown on the list.
7. Do not allow the battery charger to time out or the charging rate to climb above 13.5 volts during the flash process.
8. The StarSCAN® and StarMOBILE® diagnostic tools fully support Internet connectivity and must be configured for your dealership's network. For help on setting up your StarSCAN® / StarMOBILE® for the dealership's network, refer to the StarSCAN® / StarMOBILE® Quick Start Networking Guide available on 'DealerCONNECT > Service > StarSCAN® and StarMOBILE® Tools > Online Documentation' or at www.dcctools.com, under the download center.
9. The operating software in the StarSCAN® and StarMOBILE® must be programmed with the latest software release level. The software level is visible in the blue header at the top of the StarSCAN® and StarMOBILE® Desktop Client screens. For instructions on how to update your scan tool, refer to the StarSCAN® / StarMOBILE® Software Update guide available on 'DealerCONNECT > Service > StarSCAN® and StarMOBILE® Tools > Online Documentation' or at www.dcctools.com, under the download center.

PARTS REQUIRED

Scheme 134

1. Remove air inlet duct (3).
2. Disconnect negative battery cable.
3. Disconnect vacuum hose (1).
4. Remove air filter housing assembly (2). Refer to «REMOVAL»(ref-305761-S18859450912008120200000) for 2.4L. Refer to «REMOVAL»(ref-305762-S26148535922008120200000) for 2.7L. Refer to «REMOVAL»(ref-305763-S32223802752008120200000) for 3.5L.
5. Disconnect both ECM (1) electrical connectors.
6. Remove ECM bracket retaining bolts (2) and remove ECM (3).

Scheme 135

1. Install ECM (3) on mounting bracket. Torque fastener to 10.7N.m (95 lbs. in.).
2. Connect both ECM electrical connectors (1).
3. Install air filter housing assembly (2). Refer to «INSTALLATION»(ref-305761-S35199583532008120200000) for 2.4L. Refer to «INSTALLATION»(ref-305762-S39775229262008120200000) for 2.7L. Refer to «INSTALLATION»(ref-305763-S10239893242008120200000) for 3.5L.
4. Connect vacuum hose (1).
5. Connect negative battery cable.
6. Install air inlet tube (3).
7. Reprogram ECM. See «STANDARD PROCEDURE»(ref-305775-S26735810272008120200000) .

FINAL DRIVE CONTROL MODULE

1. Remove the left front trim panel.
2. Remove the electrical connector.
3. Remove the mounting nuts.
4. Remove the ECC module.

1. Install ECC module into mounting studs.
2. Install mounting nuts and tighten to 8N.m (71 in. lbs.) torque.
3. Install the electrical connector.
4. Install the left front trim panel.

Scheme 136

The heated seat module (2) is located under the driver front seat. It has a single electrical connector (1) and a push pin style retainer that secures it to the seat pan (4). The module can be accessed from under the Driver seat with the seat in the full back and up position.

The heated seat module is a microprocessor designed to use the Local Interface Network (LIN) data bus messages from the instrument cluster, sometimes referred to as the Cab 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.

MODULE-HEATED SEAT

The heated seat module operates on fused battery current received from the ignition switch. The module is grounded to the body at all times through the electrical connector. Inputs to the module include Local Interface Network (LIN) data bus messages and standard hardwired 12 volt power and ground. In response to the LIN inputs the heated seat module will control the battery current to the appropriate heated seat elements.

When a heated seat switch LIN data bus signal is received by the heated seat module, the module energizes the selected heated seat element. The Low heat set point is about 38° C (100.4° F), and the High heat set point is about 42° C (107.6° F).

In addition to operating the heated seat elements, the heated seat module sends LED illumination messages to the instrument cluster, sometimes referred to as the Cab Compartment Node (CCN) via the LIN data bus. The CCN then sends the LED illumination message to the accessory switch bank so that the appropriate LEDs are illuminated for any given heating level. 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.

If the heated seat module detects a heated seat element OPEN or SHORT circuit, it will record and store the appropriate Diagnostic Trouble Code (DTC).

HEATED SEAT MODULE

In order to obtain conclusive testing, the heated seat system and the Local Interface Network (LIN) data bus circuit must be checked. Any diagnosis of the heated seat system should begin with, the use of a scan tool and the appropriate diagnostic service information.

Refer to the appropriate SYSTEM WIRING DIAGRAMS article for complete circuit schematic or connector pin-out information.

Note. Vehicles equipped with the heated seat option utilize a low voltage cut-off feature. This feature turns off power to the heated seat system anytime vehicle voltage is below 11.7v or above 15.5v. Be certain to check the vehicle electrical system for proper voltage anytime the power seat system appears inoperative.

Before any testing of the heated seat system is attempted, the battery should be fully-charged.

Scheme 137

1. Position the driver front seat to the full rearward position.
2. Disconnect and isolate the battery negative cable.
3. Disconnect the wire harness connector (4) from the heated seat module (3).
4. Unsnap the heated seat module retaining tab (2) from the seat pan (1).
5. Remove the heated seat module (3) from the vehicle.

1. Install the heated seat module (3) into the vehicle.
2. Position the retaining tab (2) with the mounting hole in the seat pan (1). Firmly apply even pressure to the module (3) until the mounting tab is fully seated.
3. Connect the wire harness connector (4) to the heated seat module (3).
4. Connect the battery negative cable.
5. Check for proper heated seat system operation.

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.

POWERTRAIN CONTROL MODULE (PCM)

The Powertrain Control Module (PCM) is a digital computer containing a microprocessor. The PCM receives input signals from various switches and sensors referred to as Powertrain Control Module Inputs. Based on these inputs, the PCM adjusts various engine and vehicle operations through devices referred to as Powertrain Control Module Outputs.

Note. PCM Inputs

1. Air Conditioning Pressure Transducer
2. ASD/Main Relay
3. Battery Voltage
4. Brake Switch
5. Camshaft Position Sensor
6. Crankshaft Position Sensor
7. Distance Sensor (from transmission control module)
8. EGR Position Feedback (if equipped)
9. Engine Coolant Temperature Sensor
10. Heated Oxygen Sensors
11. Ignition sense
12. Inlet Air Temperature Sensor
13. Knock Sensor
14. Manifold Absolute Pressure (MAP) Sensor
15. Park/Neutral (from trans range sensor)
16. Power Steering Pressure Switch
17. Proportional Purge Sense
18. CAN C Bus
19. Speed Control
20. Transmission Control Relay (Switched B+)
21. Transmission Pressure Switches
22. Transmission Temperature Sensor
23. Transmission Input Shaft Speed Sensor
24. Transmission Output Shaft Speed Sensor
25. Vehicle Speed

Note. PCM Outputs

1. Air Conditioning Clutch Relay
2. Data Link Connector (CAN C Bus)
3. Double Start Override
4. EGR Solenoid (if equipped)
5. Fuel Injectors
6. Generator Field
7. High Speed Fan Relay
8. Ignition Coils
9. Natural Vacuum Leak Detection
10. Low Speed Fan Relay
11. MTV Actuator
12. Proportional Purge Solenoid
13. SRV Valve
14. Speed Control Relay
15. Speed Control Vent Relay
16. Speed Control Vacuum Relay
17. Torque Reduction Request
18. Transmission Control Relay
19. Transmission Solenoids
20. 5 Volt Output

Based on inputs it receives, the powertrain control module (PCM) adjusts fuel injector pulse width, idle speed, ignition timing, and canister purge operation and EGR if equipped. The PCM regulates the cooling fans, air conditioning and speed control systems. The PCM changes generator charge rate by adjusting the generator field.

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

1. Manifold Absolute Pressure
2. Engine Speed (crankshaft position sensor)
3. Battery Voltage
4. Inlet Air Temperature Sensor
5. Engine Coolant Temperature
6. Exhaust Gas Oxygen Content (heated oxygen sensors)
7. Throttle Position

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

1. Brake Switch
2. Engine Coolant Temperature
3. Engine Speed (crankshaft position sensor)
4. Park/Neutral
5. Transaxle Gear Engagement
6. Throttle Position
7. Vehicle Speed (from Transmission Control Module)

The PCM adjusts ignition timing based on the following inputs.

1. Inlet Air Temperature
2. Engine Coolant Temperature
3. Engine Speed (crankshaft position sensor)
4. Knock Sensor
5. Manifold Absolute Pressure
6. Park/Neutral (from trans range sensor)
7. Transaxle Gear Engagement
8. Throttle Position

The camshaft and crankshaft signals are sent to the Powertrain Control Module (PCM). If the PCM does not receive both signals within approximately one second of engine cranking, it deactivates the fuel pump. When deactivated, power is shut off to the fuel injectors, ignition coils, fuel pump and the heating element in each oxygen sensor.

The PCM contains a voltage converter that changes battery voltage to a regulated 5.0 volts. The 5.0 volts power the camshaft position sensor, and crankshaft position sensor. The PCM also provides a regulated 5.0 volts supply for the, manifold absolute pressure sensor, throttle position sensor and EGR (if equipped).

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 in new PCM. Use the scan tool to change the mileage in the PCM. Refer to appropriate Engine ELECTRICAL DIAGNOSTICS article and the scan tool. If equipped with SKREEM, must use SKREEM function to program VIN number in new PCM.

CVI CALCULATION

An important function of the PCM is to monitor 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 138)

Scheme 138

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.

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

SHIFT SCHEDULES

The PCM has programming that allows 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 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.

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).

5 VOLT SUPPLY - PCM OUTPUT

The PCM supplies two regulated 5 volts supplies - a 5V primary and a 5V secondary (auxiliary) to the following sensors

1. Camshaft Position Sensor (5V secondary)
2. Crankshaft Position Sensor (5V primary)
3. EGR Position feedback sensor (5V secondary) (if equipped)
4. Engine coolant temperature sensor (connected to 5V internal via a pullup resistor)
5. Inlet Air Temperature Sensor (connected to 5V internal via a pullup resistor)
6. Knock sensor (connected to 5V internal via a pullup resistor)
7. Manifold absolute pressure sensor (5V secondary)
8. Oil Pressure Switch (connected to 5V internal via pullup resistor)
9. Pedal Value Sensor #1 (5V Primary)
10. Pedal Value Sensor #2 (5V Secondary)
11. SRV Position Feedback Sensor (5V Secondary)
12. Throttle Position Sensors (5V Primary)
13. Variable Line Pressure Sensor (5V Secondary)

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.

This procedure will need to be done when one or more of the following situations are true

1. A vehicle's Powertrain control module (PCM) has been replaced.
2. A diagnostic trouble code (DTC) is set "P1602 - PCM Not Programmed."
3. An updated calibration or software release is available for either the PCM or TCM ECUs.

This procedure assumes that the StarSCAN® and StarMOBILE® devices are configured to your dealership's network with either a wired or wireless connection. The StarSCAN® and StarMOBILE® must also be running at the latest operating system and software release level. For more help on how to network your StarSCAN® or StarMOBILE® reference the StarSCAN® / StarMOBILE® Quick Start Networking Guide available on 'DealerCONNECT > Service > StarSCAN® and StarMOBILE® Tools > Online Documentation' or at www.dcctools.com, under the Download Center.

1. PCM / TCM FLASH PROCEDURE «PCM / TCM FLASH PROCEDURE»(ref-305775-S11534778432008120200000) .
2. REQUIRED TOOLS/EQUIPMENT «REQUIRED TOOLS/EQUIPMENT»(ref-305775-S18064650762008120200000) .
3. TECH TIPS and INFORMATION «TECH TIPS and INFORMATION»(ref-305775-S07660881912008120200000) .
4. PARTS REQUIRED «PARTS REQUIRED»(ref-305775-S05519568002008120200000) .

If using StarSCAN® or StarMOBILE® Desktop Client. Go to REPAIR PROCEDURE - USING STARSCAN® OR STARMOBILE® Desktop Client .

If using StarMOBILE® Standalone Diagnostic Mode. Go To REPAIR PROCEDURE - USING STARMOBILE® Standalone Diagnostic Mode .

Note. If this flash process is interrupted or aborted, the flash should be restarted.

1. Open the hood of the vehicle and install a battery charger. Verify that the charging rate provides a continuous charge of 13.2 - 13.5 volts.
2. Connect the StarSCAN® or StarMOBILE® to the vehicle data link connector located under the steering column and turn the ignition key to the "RUN" position.
3. Power on the StarSCAN® or StarMOBILE®. If the StarMOBILE® is being used, launch the StarMOBILE® Desktop Client and connect to the appropriate StarMOBILE® device.
4. Retrieve the old ECU part number. From the tool's Home screen, Select "ECU View" Select "PCM" Select "More Options" Select "ECU Flash" Record the part number at the top of the Flash PCM screen for later reference.
5. Program the ECU as follows: Using the StarSCAN® / StarMOBILE® at the Home screen, select "ECU View" Select "PCM" Select "More Options" Select "ECU Flash" Select "Browse for New File" and follow the on screen instructions. Highlight the appropriate calibration based on the part number recorded in Step 4 e , or by using Year/Model/Engine and appropriate emissions selection for the vehicle being worked on. NOTE: If you are not connected to the vehicle, you may also search for flash files by selecting the "Flash Download" button from the Home screen. Select "Download to Scantool" Once the download is complete, select "Close" and then "Back" Highlight the listed calibration, select "Update Controller" and follow the on screen instructions. When the PCM update is complete, select "OK" Verify that the part number at the top of the Flash PCM screen has updated to the new part number. NOTE: If this flash process is interrupted or aborted, the flash should be restarted.
6. Continue to «ADDITIONAL PCM / TCM REPLACEMENT PROCEDURES»(ref-305775-S30448553402008120200000) to complete the process if the ECU has been replaced.
7. Type the necessary information on the "Authorized Modification Label" (p/n 04275086AB) and attach near the VECI label (See «AUTHORIZED MODIFICATION LABEL»(ref-305775-S21749602682008120200000) for details).

Check PCM Odometer

From the "Home" screen, select "ECU View".

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "Check PCM Odometer" and follow the on screen instructions.
4. When complete, select "Finish".

Check PCM VIN

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "Check PCM VIN" and follow the on screen instructions.
4. When complete, select "Finish"

Initialize CVT

From the "Home" screen, select "ECU View"

1. Select "TCM"
2. Select "Misc. Functions"
3. Select "Initialize CVT" and follow the on screen instructions.
4. When complete, select "Finish"

Initialize EGS

From the "Home" screen, select "ECU View"

1. Select "TCM"
2. Select "Misc. Functions"
3. Select "Initialize EGS" and follow the on screen instructions.
4. When complete, select "Finish"

Learn ETC

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "Learn ETC" and follow the on screen instructions.
4. When complete, select "Finish"

PCM Replaced

The vehicle pin (Personal Identification Number) will be required to complete the routine. This information may be obtained in three ways

1. The original selling invoice
2. DealerCONNECT > Parts > Key Codes
3. Contacting the District Manager.

From the "Home" screen, select "ECU View"

1. Select "WCM"
2. Select "Misc. Functions"
3. Select "PCM Replaced" and follow the on screen instructions.
4. When complete, select "Finish"

Quicklearn

From the "Home" screen, select "ECU View"

1. Select "PCM"
2. Select "Misc. Functions"
3. Select "Quicklearn" and follow the on screen instructions.
4. When complete, select "Finish"

Update CVT TCM

From the "Home" screen

1. Select "ECU View"
2. Select "TCM"
3. Select "More Options"
4. Select "ECU Flash"
5. Select "Browse for New File" and follow the on screen instructions.
6. Highlight the appropriate calibration.
7. Select "Download to Scantool"
8. Once the download is complete, select "Close" and then "Back"
9. Highlight the listed calibration, select "Update Controller" and follow the on screen instructions.
10. When the TCM update is complete, select "OK"
11. Verify that the part number at the top of the "Flash TCM" screen has updated to the latest level.

Note. The following step is required by law when reprogramming a PCM and/or TCM.

Type the necessary information on the "Authorized Modification Label" and attach near the VECI label.

1. Powertrain Control / Transmission Control Module Part Numbers (Insert P/Ns) Used
2. Change Authority: TSB XX--XX
3. Dealer Code: XXXXX
4. Date: XX-XX-XX

1. StarMOBILE® Standalone Diagnostic Mode is an efficient way to flash ECUs without having direct access to a network connection. It involves first copying the flash file to the StarMOBILE® device which DOES require a network connection. Once the file has been copied to the StarMOBILE® device, it can be used in a Standalone mode to flash the ECU WITHOUT a network connection.
2. To use the StarMOBILE® in Pass-Through Mode requires that your StarMOBILE® is connected to the dealerships network via a wired or wireless connection. For more information on how to use the StarMOBILE in Pass-Through Mode see the StarMOBILE® training tutorials available on 'DealerCONNECT > Service > StarSCAN® and StarMOBILE® Tools > Training Aids' link or at www.dcctools.com, under the 'Training Aids' link.
3. StarMOBILE® does not need to be connected to a vehicle when retrieving a flash file for Standalone Mode.
4. Extreme care must be taken when programming a calibration into a generic PCM. Do not randomly select a calibration. Once a calibration is selected and programmed, the controller cannot be reprogrammed to a different calibration. The ECU can only be reprogrammed to a more recent version of that calibration.
5. If the flash process is interrupted or aborted, the flash should be restarted.
6. Due to the PCM / TCM programming procedure, a DTC may be set in other ECUs within the vehicle. Some DTCs may cause the MIL to illuminate. From the "Home" screen select "System View". Then select "All DTCs". Press "Clear All Stored DTCs" if there are any DTCs shown on the list.
7. When replacing a GPEC PCM for a vehicle that is equipped with a CVT, it is extremely important that the PCM and TCM both have the latest software calibrations.
8. Do not allow the battery charger to time out or the charging rate to climb above 13.5 volts during the flash process.
9. The StarSCAN® and StarMOBILE® diagnostic tools fully support Internet connectivity and must be configured for your dealership's network. For help on setting up your StarSCAN® / StarMOBILE® for the dealership's network, refer to the StarSCAN® / StarMOBILE® Quick Start Networking Guide available on 'DealerCONNECT > Service > StarSCAN® and StarMOBILE® Tools > Online Documentation' or at www.dcctools.com, under the download center.
10. The operating software in the StarSCAN® and StarMOBILE® must be programmed with the latest software release level. The software level is visible in the blue header at the top of the StarSCAN® and StarMOBILE® Desktop Client screens. For instructions on how to update your scan tool, refer to the StarSCAN® / StarMOBILE® Software Update guide available on 'DealerCONNECT > Service > StarSCAN® and StarMOBILE® Tools > Online Documentation' or at www.dcctools.com, under the download center.

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.

QUICK LEARN PROCEDURE

The quick learn procedure requires the use of the scan tool. This program allows the electronic transaxle system 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 scan tool indicates the procedure is complete
6. The calculated oil temperature must be above 15.5° C (60° F) and below 93° C (200° F)

1. Plug the 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 scan tool to perform the Quick Learn Procedure.

Scheme 139

Note. Note radio programs prior to disconnecting the battery.

Scheme 140

1. Disconnect and isolate negative battery cable at battery.
2. Remove the Air Cleaner Housing. Refer to «REMOVAL»(ref-305761-S18859450912008120200000) for 2.4L. Refer to «REMOVAL»(ref-305762-S26148535922008120200000) for 2.7L. Refer to «REMOVAL»(ref-305763-S32223802752008120200000) for 3.5L.
3. Disconnect the electrical connectors (3) from PCM.
4. Remove nut (1) from upper shock tower stud.
5. Remove bolt (2) from lower shock tower fastener.
6. Remove the PCM and bracket (4) from vehicle.
7. Remove bolts (3) and separate the PCM (2) from bracket (1).

Scheme 141

Note. Note radio programs prior to disconnecting the battery.

Scheme 142

1. Disconnect and isolate negative battery cable at battery.
2. Remove the Air Cleaner Housing. Refer to «REMOVAL»(ref-305761-S18859450912008120200000) for 2.4L. Refer to «REMOVAL»(ref-305762-S26148535922008120200000) for 2.7L. Refer to «REMOVAL»(ref-305763-S32223802752008120200000) for 3.5L.
3. Disconnect the electrical connectors (2) from PCM.
4. Remove nut (1) from upper shock tower stud.
5. Remove bolt (3) from lower shock tower fastener.
6. Remove the PCM and bracket (4) from vehicle.
7. Remove bolts (3) and separate the PCM (2) from bracket (1).

POWERTRAIN CONTROL MODULE (PCM) - GPEC

1. Install the Powertrain Control Module (PCM) (2) to bracket (1). Tighten bolts (3) to 5 N.m (45 in. lbs.).
2. Install the PCM and bracket (4) to vehicle.
3. Install bolt (2) to lower shock tower fastener and tighten to 9 N.m (80 in. lbs.).
4. Install nut (1) to upper shock tower stud and tighten to 9 N.m (80 in. lbs.).
5. Connect the electrical connectors (3) to PCM.
6. Install Air Cleaner Housing. Refer to «INSTALLATION»(ref-305761-S35199583532008120200000) for 2.4L. Refer to «INSTALLATION»(ref-305762-S39775229262008120200000) for 2.7L. Refer to «INSTALLATION»(ref-305763-S10239893242008120200000) for 3.5L.
7. Connect negative battery cable and tighten to 16.5 N.m (145 in. lbs.).
8. Reprogram radio stations and time.
9. Program the PCM, see «STANDARD PROCEDURE»(ref-305775-S30549721972008120200000) .

POWERTRAIN CONTROL MODULE (PCM) - NGC

1. Install the Powertrain Control Module (PCM) (2) to bracket (1). Tighten bolts (3) to 5 N.m (45 in. lbs.).
2. Install the PCM and bracket (4) to vehicle.
3. Install bolt (3) to lower shock tower fastener and tighten to 9 N.m (80 in. lbs.).
4. Install nut (1) to upper shock tower stud and tighten to 9 N.m (80 in. lbs.).
5. Connect the electrical connectors (2) to PCM.
6. Install Air Cleaner Housing. Refer to «INSTALLATION»(ref-305761-S35199583532008120200000) for 2.4L. Refer to «INSTALLATION»(ref-305762-S39775229262008120200000) for 2.7L. Refer to «INSTALLATION»(ref-305763-S10239893242008120200000) for 3.5L.
7. Connect negative battery cable and tighten to 16.5 N.m (145 in. lbs.).
8. Reprogram radio stations and time.
9. Program the PCM, see «STANDARD PROCEDURE»(ref-305775-S30549721972008120200000) .

Scheme 143

This vehicle is equipped with a Steering Column Control Module (SCCM). The SCCM is secured near the top of the steering column below the steering wheel and is completely concealed beneath the steering column shrouds. It is installed as a modular unit that supports the left (lighting) multi-function switch (1) and right (wiper) multi-function switch (6). The controls for each of these switches extend through appropriate clearance holes provided in the steering column shrouds.

The microprocessor-based Steering Control Module (SCM) (2) utilizes integrated circuitry and information carried on the Controller Area Network (CAN) data bus along with several hard wired analog and multiplexed inputs to monitor both the right and left multi-function switches. The SCCM uses a Local Interconnect Network (LIN) data bus for exterior lighting and wiper functions. The LIN data is sent to the Cab Compartment Node (CCN) and the CCN then sends it out on the CAN data bus. See DESCRIPTION . The SCCM is available for service replacement as a unit or each individual component

1. Clockspring (with integral Steering Angle Sensor if equipped)
2. Left Multi-Function Switch (with integral Steering Control Module)
3. Right Multi-Function Switch

MODULE-STEERING CONTROL

The Steering Control Module (SCM) communicates over the Local Interconnect Network (LIN) data bus with other electronic modules in the vehicle and/or a diagnostic scan tool. The horn switch circuits pass through the clockspring to the Cab Compartment Node (CCN) and the CCN sends a CAN message to the Totally Integrated Power Module (TIPM) to control the horn. The CCN stores Diagnostic Trouble Codes (DTC's) for the SCM. The right (wiper) multi-function switch has several inputs to the CCN.

The SCM is connected to a fused B(+) circuit and receives a path to ground at all times. These connections allow it to remain functional regardless of the ignition switch position. The driver airbag squib circuits of the clockspring, the horn, and the speed control switch circuits pass through the SCM, but the SCM does not monitor, and has no control outputs related to these circuits. Any other input to the SCM that would cause a vehicle system to function but does not require that the ignition switch be in the On position, such as turning on the lights or sounding the horn, prompts the SCM to wake up and transmit on the CAN data bus.

The most reliable, efficient, and accurate means to diagnose the SCM, the CAN data bus, the hard wired inputs or the electronic communication related to SCM operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

The integral SCM is not available for separate service replacement. If found inoperative or defective, the entire left (lighting) multi-function switch must be replaced. Refer to REMOVAL .