Electronic Control Modules: Other Dodge Caravan IV

STANDARD PROCEDURE - PCM/SKIM PROGRAMMING

Note. Before replacing the PCM 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 PCM 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 PCM and the SKIM are replaced at the same time perform the following steps in order

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

PROGRAMMING THE PCM

The SKIS Secret Key is an ID code that is unique to each SKIM. This code is programmed and stored in the SKIM, PCM and transponder chip (ignition keys). When replacing the PCM it is necessary to program the secret key into the new PCM using the scan tool. Perform the following steps to program the secret key into the PCM.

1. Turn the ignition switch on (transmission in park/neutral).
2. Use the scan tool and select THEFT ALARM, SKIM then MISCELLANEOUS.
3. Select PCM REPLACED (GAS ENGINE).
4. Enter secured access mode by entering the vehicle four-digit PIN.
5. Select ENTER to update PCM VIN. NOTE: If three attempts are made to enter secure access mode using an incorrect PIN, secured access mode will be locked out for one hour. To exit this lockout mode, turn the ignition to the RUN position for one hour then enter the correct PIN. (Ensure all accessories are turned off. Also monitor the battery state and connect a battery charger if necessary).
6. Press ENTER to transfer the secret key (the SKIM will send the secret key to the PCM).
7. Press Page Back to get to the Select System menu and select ENGINE, MISCELLANEOUS, and SRI MEMORY CHECK.
8. The scan tool will ask, Is odometer reading between XX and XX? Select the YES or NO button on the scan tool. If NO is selected, the scan tool will read, Enter odometer Reading . Enter the odometer reading from the Instrument Panel and press ENTER.

PROGRAMMING 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 PCM REPLACED (GAS ENGINE).
4. Program the vehicle four-digit PIN into SKIM.
5. Select COUNTRY CODE and enter the correct country. NOTE: Be sure to enter the correct country code. If the incorrect country code is programmed into SKIM, the SKIM must be replaced.
6. Select YES to update VIN (the SKIM will learn the VIN from the PCM).
7. Press ENTER to transfer the secret key (the PCM will send the secret key to the SKIM).
8. Program ignition keys to SKIM.

Note. If the PCM 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.
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. If ignition key programming is unsuccessful, the scan tool will display one of the following messages: Programming Not Attempted - The scan tool attempts to read the programmed key status and there are no keys programmed into SKIM memory. Programming Key Failed (Possible Used Key From Wrong Vehicle) - SKIM is unable to program key due to one of the following: 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.

ABM INPUTS

1. Wheel speed sensors (four)
2. Brake lamp switch
3. Ignition switch
4. System and pump voltage
5. Ground
6. Traction control switch (if equipped)
7. Diagnostic communication (PCI)

ABM OUTPUTS

1. Amber ABS warning indicator lamp actuation (via BUS)
2. Red BRAKE warning indicator lamp actuation (via BUS)
3. Instrument cluster (MIC) communication (PCI)
4. Traction control lamps (if equipped)
5. Diagnostic communication (PCI, via BUS)

Scheme 10

Scheme 11

Scheme 12

Scheme 13

1. Disconnect the negative (ground) cable from the battery and isolate it.
2. Remove the battery shield and battery. «(Refer to ELECTRICAL/BATTERY SYSTEM/BATTERY - REMOVAL)»(ref-248889-S29572206352007022700000)
3. Disconnect the vacuum hose connector at the tank built into the battery tray.
4. Remove the screw securing the engine coolant filler neck to the battery tray.
5. Remove the battery tray. «(Refer to ELECTRICAL/BATTERY SYSTEM/TRAY - REMOVAL)»(ref-248889-S19479498162007022700000) CAUTION: Before disassembling the ICU, the ICU must be thoroughly cleaned. This must be done to prevent dirt particles and debris from entering into vital areas of the ICU.
6. Thoroughly clean all surfaces of the ICU and brake tubes. Use only a solvent such as Mopar(R) Brake Parts Cleaner or equivalent.
7. Disconnect the 47-way connector from the antilock brake module (ABM) by depressing the tabs on each side of the connector cover, then pulling outward and upward on the lower half of the cover until it locks into position pointing straight outward. The connector can then be pulled straight outward off the ABM. (Scheme 10)and (Scheme 11). 1 - ABM (PART OF ICU) 2 - WIRING HARNESS CONNECTOR
8. If not equipped with traction control, remove the three screws attaching the ABM to the HCU. (Scheme 12) 1 - MOUNTING SCREWS 2 - ABM
9. If equipped with traction control, remove the four screws attaching the ABM to the HCU. (Scheme 13) 1 - MOUNTING SCREWS 2 - ABM
10. Separate the ABM from the HCU. (Scheme 14)

Scheme 14

Scheme 15

Scheme 16

1. Clean any debris off the mating surfaces of the HCU and ABM. CAUTION: Do not reuse internal pump connector O-ring or solenoid valve stem seals. They must be replaced to ensure proper sealing. CAUTION: When installing new O-rings or solenoid valve stem seals, do not use any type of lubricant.
2. Replace solenoid valve stem seals. (Scheme 15) These seals can be easily removed and installed by hand. Do not use any type of sharp instrument or damage to the components may occur. 1 - SEAL 2 - SOLENOID VALVE STEM
3. Replace pump/motor connector O-ring if not new. (Scheme 16) 1 - O-RING 2 - O-RING MOUNTING GROOVE
4. Align components and install the ABM on the HCU. (Scheme 14)
5. If not equipped with traction control, install the three screws attaching the ABM to the HCU. (Scheme 12) Tighten the mounting screws to 2 N.m (17 in. lbs.) torque.
6. If equipped with traction control, install the four screws attaching the ABM to the HCU. (Scheme 13) Tighten the mounting screws to 2 N.m (17 in. lbs.) torque.
7. With connector cover completely open, install 47-way wiring connector into socket of the ABM and close cover, locking connector in place. (Scheme 11)
8. Install the battery tray. «(Refer to ELECTRICAL/BATTERY SYSTEM/TRAY - INSTALLATION)»(ref-248889-S09169896022007022700000)
9. Install the screw securing the coolant filler neck to the battery tray.
10. Reconnect the vacuum hose connector at the tank built into the battery tray.
11. Install the battery and battery shield. «(Refer to ELECTRICAL/BATTERY SYSTEM/BATTERY - INSTALLATION)»(ref-248889-S17951773902007022700000)
12. Connect the negative cable on the battery negative post.
13. Hook up a scan tool to initialize ABM and check for any faults.
14. Road test vehicle to ensure proper operation of brakes.

CAB INPUTS

1. Wheel speed sensors (four)
2. Brake lamp switch
3. Ignition switch
4. System and pump voltage
5. Ground
6. Traction control switch (if equipped)
7. Diagnostic communication (PCI)

CAB OUTPUTS

1. Amber ABS warning indicator lamp actuation (via BUS)
2. Red BRAKE warning indicator lamp actuation (via BUS)
3. Instrument cluster (MIC) communication (PCI)
4. Traction control lamps (if equipped)
5. Diagnostic communication (PCI, via BUS)

Scheme 17

Scheme 18

1. Disconnect the battery cables.
2. Remove the battery «(Refer to ELECTRICAL/BATTERY SYSTEM/BATTERY - REMOVAL)»(ref-248889-S29572206352007022700000).
3. Disconnect the vacuum hose connector at the tank built into the battery tray.
4. Remove the screw securing the coolant filler neck to the battery tray.
5. Remove the battery tray «(Refer to ELECTRICAL/BATTERY SYSTEM/TRAY - REMOVAL)»(ref-248889-S19479498162007022700000).
6. Pull up on the CAB connector lock and disconnect the 24-way electrical connector. (Scheme 17) 1 - CONNECTOR LOCK 2 - CAB
7. Disconnect the pump/motor connector from the CAB.
8. Remove the screws securing the CAB to the HCU. (Scheme 18) 1 - HCU 2 - MOUNTING SCREWS 3 - CAB
9. Pull CAB straight forward off HCU.

FRONT CONTROL MODULE

The Front Control Module (FCM) is a printed circuit board based module with a on-board micro-processor. The FCM interfaces with other electronic modules in the vehicle via the Programmable Communications Interface (PCI) data bus. In order to obtain conclusive testing the PCI data bus and all of the electronic modules that provide inputs to, or receive outputs from the FCM must be checked. All PCI communication faults must be resolved prior to further diagnosing any front control module related issues.

The FCM was designed to be diagnosed with an appropriate diagnostic scan tool, such as the DRB III(R). The most reliable, efficient, and accurate means to diagnose the front control module requires the use of a DRB III(R) scan tool and the proper Body Diagnostic article.

Before any testing of the FCM is attempted, the battery should be fully charged and all wire harness and ground connections inspected around the affected areas on the vehicle.

Scheme 19

1. Disconnect and isolate the negative and positive battery cables from the battery.
2. Remove the battery «(Refer to ELECTRICAL/BATTERY SYSTEM/BATTERY - REMOVAL)»(ref-248889-S29572206352007022700000).
3. Using a long flat-bladed screwdriver, gently twist the Integrated Power Module (IPM) retaining clip outboard to free the IPM from its mounting bracket. (Scheme 19) Rotate IPM upward to access the Front Control Module (FCM) retaining screws.
4. Remove the front control module retaining screws.
5. Pull the FCM straight from the IPM assembly to disconnect the electrical connector and remove the FCM from the vehicle. (Scheme 20)

Scheme 20

HEATED SEAT MODULE

If a heated seat heats but one or both indicator lamps on the heated seat switch fail to operate, test the heated seat switch. (Refer to ELECTRICAL/HEATED SEATS/DRIVER HEATED SEAT SWITCH - DIAGNOSIS AND TESTING) . If the heated seat switch checks OK, proceed as follows.

1. Check the heated seat element «(Refer to ELECTRICAL/HEATED SEATS/HEATED SEAT ELEMENT - DIAGNOSIS AND TESTING)»(ref-248891-S31210783142007022700000) .
2. Check the heated seat sensor «(Refer to ELECTRICAL/HEATED SEATS/HEATED SEAT SENSOR - DIAGNOSIS AND TESTING)»(ref-248891-S21643985922007022700000) .
3. Using a voltmeter, back probe the appropriate heated seat module connector, do not disconnect. Check for battery voltage at the appropriate pin cavities. If OK go to step 4 . If not OK, repair the open or shorted voltage supply circuit as required.
4. Using a ohmmeter, back probe the appropriate heated seat module connector, do not disconnect. Check for proper continuity to ground on the ground pin cavities. Continuity should be present. If OK replace the heated seat module. If Not OK, repair the open or shorted ground circuit as required.

MEMORY SEAT/MIRROR MODULE

Any diagnosis of the Memory Seat/Mirror system should begin with the use of the DRB III(R) diagnostic tool. For information on the use of the DRB III(R), refer to BODY DIAGNOSTIC PROCEDURES .

Inspect the related wiring harness connectors for broken, bent, pushed out, or corroded terminals. Refer to appropriate SYSTEM WIRING DIAGRAMS article.

POWER LIFTGATE CONTROL MODULE

Any diagnosis of the Power Liftgate system should begin with the use of the DRB III(R) diagnostic tool. For information on the use of the DRB III(R), refer to BODY DIAGNOSTIC PROCEDURES .

Inspect the related wiring harness connectors for broken, bent, pushed out, or corroded terminals. Refer to appropriate SYSTEM WIRING DIAGRAMS article.

CLUTCH VOLUME INDEX (CVI)

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 21)

Scheme 21

Gear ratios can be determined by using the DRB 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

As mentioned earlier, 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.

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.

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.

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.

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.

Scheme 22

Scheme 23

1. Disconnect the negative battery cable.
2. Remove the battery shield, refer to «BATTERY SYSTEM»(ref-248889) for more information.
3. Remove the 2 upper PCM bracket bolts. (Scheme 22) 1 - Attaching Bolts
4. Remove the 2 PCM connectors.
5. Remove the headlamp, refer to «HEADLAMP»(ref-248898-S38083358702007022700000) for more information.
6. Remove the lower PCM mounting bolt. (Scheme 23)
7. Remove PCM.

SLIDING DOOR CONTROL MODULE

Any diagnosis of the power sliding door system should begin with the use of the DRB III(R) diagnostic tool. For information on the use of the DRB III(R), refer to BODY DIAGNOSTIC PROCEDURES .

Inspect the related wiring harness connectors for broken, bent, pushed out, or corroded terminals. Refer to appropriate SYSTEM WIRING DIAGRAMS article.