Electronic Control Modules - Service Information: Other Dodge Challenger III рестайлинг

FLASH PROGRAMMING

Note. The wiTECH diagnostic application is the preferred method for flashing ECUs.

Note. Help using the wiTECH diagnostic application for flashing an ECU is available by selecting "Help" then "Help Contents" at the top of the wiTECH diagnostic application window.

Note. The wiTECH software level must be at the latest release to perform this procedure.

Note. The StarMobile Desktop Client may also be used to perform this flash procedure.

STANDARD PROCEDURE - MODULE PROGRAMMING

The Wireless Ignition Node (WIN) controls the Vehicle Theft Security System (VTSS), Remote Keyless Entry (RKE). When a Powertrain Control Module (PCM) is in need of replacement, perform the following steps in order

Note. The PCM and the WIN should never be replaced at the same time. They should be replaced independently of each other.

1. If applicable, first replace the PCM with the original WIN still connected to the vehicle.
2. Using a scan tool program the new PCM. (This will ensure the transfer of the Secret Key data from the original WIN into the new PCM).
3. Replace the WIN, using the scan tool program the new WIN module. This will transfer the Secret Key data from the PCM into the new WIN.
4. With the scan tool reprogram the key FOBIK to the new WIN.
5. Ensure all the customer's keys have been programmed to the new module.

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

PROGRAMMING THE SECRET KEY TO THE WIN

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

Note. Programming the PCM or WIN is done using a diagnostic scan tool and a PIN to enter secure access mode. If three attempts are made to enter secure access mode using an incorrect PIN, secure access mode will be locked out for one hour. To exit this lockout mode, turn the ignition to the RUN position for one hour and then enter the correct PIN. Be certain that all accessories are turned OFF. Also, monitor the battery state and connect a battery charger if necessary.

PCM/WIN PROGRAMMING

When an PCM and the WIN are replaced at the same time, perform the following steps in order

1. Program the new WIN.
2. Replace all ignition keys and program them to the new WIN.

PROGRAMMING THE WIN

1. Connect a battery charger to the vehicle.
2. Connect the scan tool. NOTE: Have a unique vehicle PIN readily available before running the routine CAUTION: If the PCM and WIN are replaced at the same time, the PCM MUST be programmed before the WIN.
3. Select "ECU View."
4. Select "WIN".
5. Select "Miscellaneous Functions."
6. Select "WIN Replaced".
7. Enter the PIN when prompted.
8. Cycle ignition key after the successful routine completion.

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

PROGRAMMING IGNITION KEYS TO THE WIN

Each FOBIK has a unique ID code that is assigned at the time the key is manufactured. When a key is programmed into the WIN, the module learns the transponder ID code and the transponder acquires the unique Secret Key ID code from the WIN.

1. Connect a battery charger to the vehicle.
2. Connect the scan tool.
3. Have a unique vehicle PIN readily available before running the routine.
4. Ignition key should be in RUN position.
5. Select "ECU View".
6. Select "WIN Wireless Control".
7. Select "Miscellaneous Functions."
8. Select "Program Ignition Keys or Key FOBs", Start
9. Enter the PIN when prompted.
10. Verify the correct information.
11. Cycle ignition key after the successful routine completion.

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

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

PROGRAMMING THE PCM

1. Connect a battery charger to the vehicle.
2. Connect the scan tool.
3. Have a unique vehicle PIN readily available before running the routine.
4. Ignition key should be in RUN position. CAUTION: If the PCM and WIN are replaced at the same time, the PCM MUST be programmed before the WIN.
5. Select "ECU View".
6. Select "WIN Wireless Control".
7. Select "Miscellaneous Functions."
8. Select "PCM Replaced".
9. Enter the PIN when prompted.
10. Verify the correct information.
11. Cycle ignition key after the successful routine completion.

IGNITION SWITCH (KEY-ON) MODE

This is an Open Loop mode. When the fuel system is activated by the ignition switch, the following actions occur

1. The PCM determines atmospheric air pressure from the MAP sensor input to determine basic fuel strategy.
2. The PCM monitors the engine coolant temperature sensor input. The PCM modifies fuel strategy based on this input.
3. Intake manifold air temperature sensor input is monitored.
4. Throttle position sensors (TPS) and pedal value sensors are monitored.
5. The auto shutdown (ASD) relay is energized by the PCM for approximately three seconds.
6. The fuel pump is energized through the fuel pump relay by the PCM. The fuel pump will operate for approximately three seconds unless the engine is operating or the starter motor is engaged.
7. The O2S sensor heater element is energized via the O2S heater drivers (solid state devices) internal to the PCM. These drivers provide a PWM 0-12V signal to heat the O2S heater elements to optimize the O2S sensor signal output. The O2S sensor input is not used by the PCM to calibrate air-fuel ratio during this mode of operation.

ENGINE START-UP MODE

This is an Open Loop mode. The following actions occur when the starter motor is engaged.

The PCM receives inputs from

1. Direct Battery voltage
2. Pedal Value Sensors (PVS)
3. Engine coolant temperature sensor
4. Crankshaft position sensor
5. Intake manifold air temperature sensor
6. Manifold absolute pressure (MAP) sensor
7. Throttle position sensors (TPS)
8. Camshaft position sensor signal

The PCM monitors the crankshaft position sensor. If the PCM does not receive a crankshaft position sensor signal within approximately 3 seconds of cranking the engine, it will shut down the fuel injection system.

The fuel pump is activated by the PCM through the fuel pump relay located in the IPM.

Voltage is applied to the fuel injectors with the ASD relay via the PCM. The PCM will then control the injection sequence and injector pulse width by actuating ground circuit to each individual injector on and off.

The PCM determines the proper ignition timing according to input received from the crankshaft position sensor.

ENGINE WARM-UP MODE

This is an Open Loop mode. During engine warm-up, the PCM receives inputs from

1. Direct Battery voltage
2. Crankshaft position sensor
3. Engine coolant temperature sensor
4. Intake manifold air temperature sensor
5. Manifold absolute pressure (MAP) sensor
6. Throttle position sensors (TPS)
7. Camshaft position sensor signal
8. Park/neutral switch (gear indicator signal)
9. Pedal Value Sensors (PVS)
10. Air conditioning select signal (if equipped)
11. Air conditioning request signal (if equipped)

Based on these inputs the following occurs

1. Voltage is applied to the fuel injectors with the ASD relay via the PCM. The PCM will then control the injection sequence and injector pulse width by turning the ground circuit to each individual injector on and off.
2. The PCM adjusts engine idle speed through the electronic throttle control (ETC) motor and adjusts ignition timing accordingly.
3. The PCM operates the A/C compressor clutch through the clutch relay. This is done if A/C has been selected by the vehicle operator and requested by the A/C thermostat.
4. When the heating element has reached operating temperature located in the O2S, the PCM will begin monitoring O2 sensor output readings. The system will then leave the warm-up (open loop) mode and go into closed loop operation.

IDLE MODE

When the engine is at operating temperature, this is a Closed Loop mode. At idle speed, the PCM receives inputs from

1. Air conditioning select signal (if equipped)
2. Air conditioning request signal (if equipped)
3. Battery voltage
4. Crankshaft position sensor
5. Engine coolant temperature sensor
6. Intake manifold air temperature sensor
7. Manifold absolute pressure (MAP) sensor
8. Pedal Value Sensors (PVS)
9. Throttle position sensors (TPS)
10. Camshaft position sensor signal
11. Battery voltage
12. Park/neutral switch (gear indicator signal)
13. Oxygen sensors

Based on these inputs, the following occurs

1. Voltage is applied to the fuel injectors with the ASD relay via the PCM. The PCM will then control injection sequence and injector pulse width by turning the ground circuit to each individual injector on and off.
2. The PCM monitors the O2S sensor input and adjusts air-fuel ratio by varying injector pulse width. It also adjusts engine idle speed through the electronic throttle control (ETC) motor.
3. The PCM adjusts ignition timing by increasing and decreasing spark advance.
4. The PCM operates the A/C compressor clutch through the A/C clutch relay. This happens if A/C has been selected by the vehicle operator and requested by the A/C thermostat.

CRUISE MODE

When the engine is at operating temperature, this is a Closed Loop mode. At cruising speed, the PCM receives inputs from

1. Air conditioning select signal (if equipped)
2. Air conditioning request signal (if equipped)
3. Battery voltage
4. Engine coolant temperature sensor
5. Crankshaft position sensor
6. Intake manifold air temperature sensor
7. Manifold absolute pressure (MAP) sensor
8. Pedal Value Sensors (PVS)
9. Throttle position sensors (TPS)
10. Camshaft position sensor signal
11. Park/neutral switch (gear indicator signal)
12. Oxygen (O2S) sensors

Based on these inputs, the following occurs

1. Voltage is applied to the fuel injectors with the ASD relay via the PCM. The PCM will then adjust the injector pulse width by turning the ground circuit to each individual injector on and off.
2. The PCM monitors the O2S sensor input and adjusts air-fuel ratio.
3. The PCM adjusts ignition timing by turning the ground path to the coils on and off.
4. The PCM operates the A/C compressor clutch through the clutch relay. This happens if A/C has been selected by the vehicle operator and requested by the A/C thermostat.

ACCELERATION MODE

This is an Open Loop mode. The PCM recognizes an abrupt increase in throttle position or MAP pressure as a demand for increased engine output and vehicle acceleration. The PCM increases injector pulse width in response to increased throttle opening.

DECELERATION MODE

When the engine is at operating temperature, this is an Open Loop mode. During hard deceleration, the PCM receives the following inputs.

1. Air conditioning select signal (if equipped)
2. Air conditioning request signal (if equipped)
3. Battery voltage
4. Engine coolant temperature sensor
5. Crankshaft position sensor
6. Intake manifold air temperature sensor
7. Manifold absolute pressure (MAP) sensor
8. Pedal Value Sensors (PVS)
9. Throttle position sensors (TPS)
10. Camshaft position sensor signal
11. Park/neutral switch (gear indicator signal)
12. Vehicle speed

If the vehicle is under hard deceleration with the proper RPM and closed throttle conditions, the PCM will ignore the oxygen sensor input signal. The PCM will enter a fuel cut-off strategy in which it will not supply a ground to the injectors. If a hard deceleration does not exist, the PCM will determine the proper injector pulse width and continue injection.

The PCM adjusts ignition timing by turning the ground path to the coils on and off.

WIDE OPEN THROTTLE MODE

This is an Open Loop mode. During wide open throttle operation, the PCM receives the following inputs.

1. Battery voltage
2. Crankshaft position sensor
3. Engine coolant temperature sensor
4. Intake manifold air temperature sensor
5. Manifold absolute pressure (MAP) sensor
6. Pedal Value Sensors (PVS)
7. Throttle position sensors (TPS)
8. Camshaft position sensor signal

During wide open throttle conditions, the following occurs

1. Voltage is applied to the fuel injectors with the ASD relay via the PCM. The PCM will then control the injection sequence and injector pulse width by turning the ground circuit to each individual injector on and off. The PCM ignores the oxygen sensor input signal and provides a predetermined amount of additional fuel. This is done by adjusting injector pulse width.
2. The PCM adjusts ignition timing by turning the ground path to the coil on and off.

IGNITION SWITCH OFF MODE

When ignition switch is turned to OFF position, the PCM stops operating the injectors, ignition coil, ASD relay and fuel pump relay.

5V POWER SUPPLIES

The Powertrain Control Module (PCM) supplies two independent regulated 5V power supply circuits; primary and secondary.

IGNITION CIRCUIT SENSE

The ignition switch power feeds to the PCM originate from the Integrated Power Module (IPM) after it determines what position the ignition key is in. The ACC and Run/Start feeds are hard wired from the IPM to the PCM. There is no hard wire Start feed to the PCM, because the IPM indicates via a CAN bus message to the PCM when the key is in the START (Crank) position.

POWER GROUNDS

The Powertrain Control Module (PCM) has 2 main grounds - power grounds for engine functions and power grounds for transmission functions (if equipped with 42RLE). Both of these grounds are referred to as power grounds. All of the high current electrically noisy devices are connected to these grounds. The sensor return comes into the sensor return circuit internal to the module, passes through noise suppression, and is then connected to the power ground internal to the module so as to minimize the effects of the high current and electrically noisy devices on various sensor signals.

The power ground is used to control ground circuits for the following PCM loads

1. Fuel injectors
2. Ignition coil(s)
3. Certain relays/solenoids
4. Certain sensors

SENSOR RETURN

The Sensor Return circuits are internal to the Powertrain Control Module (PCM).

Sensor Return provides a low noise ground reference for all engine control system sensors. Refer to POWER GROUNDS for more information on engine AND transmission PCM power grounds.

5 VOLT SUPPLIES

Primary 5-volt supply

1. supplies the required 5 volt power source to the Crankshaft Position (CKP) sensor.
2. supplies the required 5 volt power source to the oil pressure sensor (if equipped).
3. supplies the required 5 volt power source to the Pedal Value Sensor #1.
4. supplies a reference voltage for the Throttle Position Sensor (TPS) sensors 1 AND 2.

Secondary 5-volt supply

1. supplies the required 5 volt power source for the Camshaft Position Sensor.
2. supplies the 5 volt power source to the EGR position sensor (if equipped).
3. supplies a reference voltage for the Manifold Absolute Pressure (MAP) sensor.
4. supplies the 5 volt power source to the Pedal Value Sensor #2, SRV Position Feedback sensor (if equipped).
5. supplies the 5 volt power source to the transmission variable line pressure sensor (if equipped with 42RLE transmission).

TCM QUICK LEARN - 42RLE ONLY (NON ABS)

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

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

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

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

1. The brakes must be applied
2. The engine speed must be above 500 RPM
3. The throttle angle (TPS) must be less than 3 degrees
4. The shift lever position must stay in PARK 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 60° and below 200°

TCM ADAPTATION - NAG1 ONLY

The adaptation procedure requires the use of the appropriate scan tool. This program allows the electronic transmission system to re-calibrate itself. This will provide the proper baseline transmission operation. The adaptation procedure should be performed if any of the following procedures are performed

1. Transmission Assembly Replacement
2. Transmission Control Module Replacement
3. Clutch Plate and/or Seal Replacement
4. Electrohydraulic Unit Replacement or Recondition

1. With the scan tool, reset the Transmission adaptives. Resetting the adaptives will set the adaptives to factory settings. NOTE: Perform the Coast Down Adaptations first. The Transmission Temperature must be greater than 60°C (140°F) and less than 70°C (158°F). Failure to stay within these temperature ranges will void the procedure.
2. Drive the vehicle until the transmission temperature is in the specified range.
3. Perform 4 to 5 coast downs from 5th to 4th gear and then 4th to 3rd gear. NOTE: For Upshift adaptation, the Transmission temperature must be greater than 60°C (140°F) and less than 100°C (212°F). Failure to stay within these temperature ranges will void this procedure.
4. From a stop, moderately accelerate the vehicle and obtain all forward gear ranges while keeping the Engine RPM below 1800 RPM. Repeat this procedure 4 to 5 times.
5. Obtaining 5th gear may be difficult at 1800 RPM. Allow the transmission to shift into 5th gear at a higher RPM then lower the RPM to 1800 and perform manual shifts between 4th and 5th gears using the shift lever.
6. The TCM will store the adaptives every 10 minutes. After completion of the adaptation procedure make sure the vehicle stays running for at least 10 minutes.
7. It is possible to manually store the adaptives under the 10 minute time frame using the scan tool Store Adaptives procedure.

PCM/ECM REPROGRAMMING - GAS

Perform the PCM/TCM PROGRAMMING procedure. Refer to PCM/ECM REPROGRAMMING - GAS or PCM/ECM REPROGRAMMING - GAS .

Scheme 30

Scheme 31

Scheme 32

Scheme 33

1. Disconnect and isolate the negative battery cable (1).
2. Remove the two push pins (2) that secure the front cowl top panel (1) to the right rear corner of the engine compartment
3. Remove the front cowl top panel.
4. Remove the Powertrain Control Module (PCM) retaining bolt (1).
5. Disconnect the PCM electrical connectors (2).
6. Remove the PCM (3) from the vehicle.
7. If required, remove the NVH rubber bumper (3) from the PCM (4).
8. If required, remove the PCM mounting bracket (1) retaining nuts (2) and remove the bracket.

TRANSMISSION CONTROL MODULE - NAG1

The transmission control module (TCM) determines the current operating conditions of the vehicle and controls the shifting process for shift comfort and driving situations. It receives this operating data from sensors and broadcast messages from other modules.

The TCM uses inputs from several sensors that are directly hardwired to the controller and it uses several indirect inputs that are used to control shifts. This information is used to actuate the proper solenoids in the valve body to achieve the desired gear.

The shift lever assembly (SLA) has sensors that are monitored by the TCM to calculate shift lever position. The reverse light switch, an integral part of the SLA, controls the reverse light relay control circuit. The Brake/Transmission Shift Interlock (BTSI) solenoid and the park lockout solenoid (also part of the SLA) are controlled by the TCM.

The PCM and ABS broadcast messages over the controller area network (CAN) bus for use by the TCM. The TCM uses this information, with other inputs, to determine the transmission operating conditions.

The TCM

1. determines the momentary operating conditions of the vehicle.
2. controls all shift processes.
3. considers shift comfort and the driving situation.

The TCM controls the solenoid valves for modulating shift pressures and gear changes. Relative to the torque being transmitted, the required pressures are calculated from load conditions, engine RPM, vehicle speed, and ATF temperature.

The following functions are contained in the TCM

1. Shift Program
2. Downshift Safety
3. Torque Converter Lock-Up Clutch.
4. Adaptation.

The TCM continuously checks for electrical problems, mechanical problems, and some hydraulic problems. When a problem is sensed, the TCM stores a diagnostic trouble code (DTC). Some of these codes cause the transmission to go into "Limp-In" or "default" mode. Some DTCs cause permanent Limp-In and others cause temporary Limp-In. The NAG1 defaults in the current gear position if a DTC is detected, then after a key cycle the transmission will go into Limp-in, which is mechanical 2nd gear. Some DTCs may allow the transmission to resume normal operation (recover) if the detected problem goes away. A permanent Limp-In DTC will recover when the key is cycled, but if the same DTC is detected for three key cycles the system will not recover and the DTC must be cleared from the TCM with the appropriate scan tool.

Note. If the TCM has been replaced, the "TCM Adaptation Procedure" must be performed. Refer to MODULE, TRANSMISSION CONTROL, STANDARD PROCEDURE .

TCM SIGNALS

The TCM registers one part of the input signals by direct inputs, the other part by CAN bus. In addition to the direct control of the actuators, the TCM sends various output signals by CAN bus to other control modules.

SELECTOR LEVER POSITION

A series of sensors in the SLA inform the TCM of the position of the selector lever.

The TCM monitors the SLA for all shift lever positions through five position circuits. The SLA provides a low-current 12-volt signal to the TCM. The TCM compares the on/off signals to programmed combinations to determine the exact position of the shift lever.

ATF TEMPERATURE SENSOR

The ATF temperature sensor is a positive temperature co-efficient (PTC) thermistor. It measures the temperature of the transmission fluid and is a direct input signal for the TCM. The temperature of the ATF has an influence on the shifttime and resulting shift quality. As the temperature rises, resistance rises, and therefore, the probing voltage is decreasing. Because of its registration, the shifting process can be optimized in all temperature ranges.

The ATF temperature sensor is wired in series with the park/neutral contact. The temperature signal is transmitted to the TCM only when the reed contact of the park/neutral contact is closed because the TCM only reads ATF temperature while in any forward gear, or REVERSE. When the transmission is in PARK or NEUTRAL, the TCM will substitute the engine temperature for the ATF temperature.

STARTER INTERLOCK

The TCM monitors a contact switch wired in series with the transmission temperature sensor to determine PARK and NEUTRAL positions. The contact switch is open in PARK and NEUTRAL. The TCM senses transmission temperature as high (switch supply voltage), confirming switch status as open. The TCM then broadcasts a message over CAN bus to confirm switch status. The PCM receives this information and allows operation of the starter circuit.

N2 AND N3 SPEED SENSORS

The N2 and N3 Input Speed Sensors are two Hall-effect speed sensors that are mounted internally in the transmission and are used by the TCM to calculate the transmission's input speed. Since the input speed cannot be measured directly, two of the drive elements are measured. Two input speed sensors were required because both drive elements are not active in all gears.

CAN BUS INDIRECT INPUT SIGNALS

A 2.5-volt bias (operating voltage) is present on the CAN bus any time the ignition switch is in the RUN position. Both the TCM and the ABS apply this bias. On this vehicle, the CAN bus is used for module data exchange only. The indirect inputs used on the NAG1 electronic control system are

1. Wheel Speed Sensors.
2. Transfer Case Switch Status.
3. Brake Switch.
4. Engine RPM.
5. Engine Temperature.
6. Cruise Control Status.
7. Gear Limit Request.
8. Throttle Position - 0% at idle, 100% at WOT. If open, TCM assumes idle (0% throttle opening).
9. Odometer Mileage
10. Maximum Effective Torque.
11. Engine in Limp-In Mode/Mileage Where DTC Was Set.

BRAKE TRANSMISSION SHIFT INTERLOCK (BTSI)

The BTSI solenoid prevents shifting out of the PARK position until the ignition key is in the RUN position and the brake pedal is pressed. The TCM controls the ground while the ignition switch supplies power to the BTSI solenoid. The PCM monitors the brake switch and broadcasts brake switch status messages over the CAN C bus. If the park brake is depressed and there is power (Run/Start) to SLA, the BTSI solenoid deactivates. The TCM monitors this for the SLA because the SLA does not communicate on the CAN bus.

SHIFT SCHEDULES

The basic shift schedule includes up and downshifts for all five gears. The TCM adapts the shift program according to driving style, accelerator pedal position and deviation of vehicle speed. Influencing factors are

1. Road Conditions.
2. Incline, Decline and Altitude.
3. Trailer Operation, Loading.
4. Engine Coolant Temperature.
5. Cruise Control Operation.
6. Sporty Driving Style.
7. Low and High ATF Temperature.

DOWNSHIFT SAFETY

Selector lever downshifts are not performed if inadmissible high engine RPM is sensed.

ADAPTATION

To equalize tolerances and wear, an automatic adaptation takes place for

1. Shift Time.
2. Clutch Filling Time.
3. Clutch Filling Pressure.
4. Torque Converter Lock-Up Control.

Adaptation data may be stored permanently and to some extent, can be diagnosed.

DRIVING STYLE ADAPTATION

The shift point is modified in steps based on the information from the inputs. The control module looks at inputs such as

1. vehicle acceleration and deceleration (calculated by the TCM).
2. rate of change as well as the position of the throttle pedal (fuel injection information from the PCM).
3. lateral acceleration (calculated by the TCM).
4. gear change frequency (how often the shift occurs).

Based on how aggressive the driver is, the TCM moves up the shift so that the present gear is held a little longer before the next upshift. If the driving style is still aggressive, the shift point is modified up to ten steps. If the driving returns to normal, then the shift point modification also returns to the base position.

This adaptation has no memory. The adaptation to driving style is nothing more than a shift point modification meant to assist an aggressive driver. The shift points are adjusted for the moment and return to base position as soon as the inputs are controlled in a more normal manner.

PERMANENT LIMP-IN MODE

When the TCM determines there is a non-recoverable condition present that does not allow proper transmission operation, it places the transmission in permanent Limp-In Mode. When the condition occurs the TCM turns off all solenoids as well as the solenoid supply output circuit. If this occurs while the vehicle is moving, the transmission remains in the current gear position until the ignition is turned off or the shifter is placed in the "P" position. When the shifter has been placed in "P," the transmission only allows 2nd gear operation. If this occurs while the vehicle is not moving, the transmission only allows operation in 2nd gear.

TEMPORARY LIMP-IN MODE

This mode is the same as the permanent Limp-In Mode except if the condition is no longer present, the system resumes normal operation.

UNDER VOLTAGE LIMP-IN MODE

When the TCM detects that system voltage has dropped below 8.5 volts, it disables voltage-dependant diagnostics and places the transmission in the temporary Limp-In Mode. When the TCM senses that the voltage has risen above 9.0 volts, normal transmission operation is resumed.

HARDWARE ERROR MODE

When the TCM detects a major internal error, the transmission is placed in the permanent Limp-In Mode and ceases all communication over the CAN bus. When the TCM has entered this mode normal transmission operation does not resume until all DTCs are cleared from the TCM.

LOSS OF DRIVE

If the TCM detects a situation that has resulted or may result in a catastrophic engine or transmission problem, the transmission is placed in the neutral position. Improper Ratio, Input Sensor Overspeed or Engine Overspeed DTCs cause the loss of drive.

CONTROLLED LIMP-IN MODE

When a failure does not require the TCM to shut down the solenoid supply, but the failure is severe enough that the TCM places the transmission into a predefined gear, there are several shift performance concerns. For instance, if the transmission is slipping, the controller tries to place the transmission into 3rd gear and maintain 3rd gear for all forward drive conditions.

STANDARD PROCEDURE - TCM ADAPTATION - NAG1 ONLY

The adaptation procedure requires the use of the appropriate scan tool. This program allows the electronic transmission system to re-calibrate itself. This will provide the proper baseline transmission operation. The adaptation procedure should be performed if any of the following procedures are performed

1. Transmission Assembly Replacement
2. Transmission Control Module Replacement
3. Clutch Plate and/or Seal Replacement
4. Electrohydraulic Unit Replacement or Recondition

1. With the scan tool, reset the Transmission adaptives. Resetting the adaptives will set the adaptives to factory settings. NOTE: Perform the Coast Down Adaptations first. The Transmission Temperature must be greater than 60°C (140°F) and less than 70°C (158°F). Failure to stay within these temperature ranges will void the procedure.
2. Drive the vehicle until the transmission temperature is in the specified range.
3. Perform 4 to 5 coast downs from 5th to 4th gear and then 4th to 3rd gear. NOTE: For Upshift adaptation, the Transmission temperature must be greater than 60°C (140°F) and less than 100°C (212°F). Failure to stay within these temperature ranges will void this procedure.
4. From a stop, moderately accelerate the vehicle and obtain all forward gear ranges while keeping the Engine RPM below 1800 RPM. Repeat this procedure 4 to 5 times.
5. Obtaining 5th gear may be difficult at 1800 RPM. Allow the transmission to shift into 5th gear at a higher RPM then lower the RPM to 1800 and perform manual shifts between 4th and 5th gears using the shift lever.
6. The TCM will store the adaptives every 10 minutes. After completion of the adaptation procedure make sure the vehicle stays running for at least 10 minutes.
7. It is possible to manually store the adaptives under the 10 minute time frame using the scan tool Store Adaptives procedure.

Scheme 34

The Wireless Ignition Node (WIN) (1) located behind the instrument panel trim to the right of the steering column and controls/contains the following functions

1. Ignition Switch, can only be replace as the WIN module. Refer to «RECEIVER, WIRELESS IGNITION NODE, OPERATION»(ref-489300-S14998852422012072600000) .
2. Remote Keyless Entry (RKE). Refer to «DESCRIPTION»(ref-489320-S08228302922012072600000) .
3. Tire Pressure Monitoring (TPM). Refer to «TIRE PRESSURE MONITORING, DESCRIPTION»(ref-489281-S24045439642012072600000) .
4. Brake Transmission Shifter Interlock (BTSI). Refer to «MECHANISM, BRAKE TRANSMISSION SHIFT INTERLOCK, DESCRIPTION»(ref-489308-S18143370952012072600000) .
5. Remote Start. Refer to «OPERATION»(ref-489321-S32731796262012072600000) .

IGNITION SWITCH

The Wireless Ignition Node (WIN) incorporates an integral ignition switch that consists of four rotary positions with three detent positions and one spring-loaded position. The one extreme clockwise position shall be spring-loaded momentary contact "START" position. When released from the "START" position, the switch shall automatically return to the detent "ON" position. The other position include a detent "ACCESSORY" position and a detent "LOCK" position.

The WIN reads the position of the ignition switch and transmits via vehicle bus. These positions include "LOCK" with ignition key-out, "LOCK" with ignition key-in, "ACCESSORY" , "RUN" and "START" .

SENTRY KEY IMMOBILIZER SYSTEM (SKIS)

Upon failure of proper Sentry Key Immobilizer (SKIS) communication to the Powertrain Control Module, (PCM), the PCM will shut off fuel after two seconds of run time. The engine will not re-crank on the key cycle during which the failure occurred. A full key down sequence must be performed for the engine to crank again. Refer to OPERATION .

REMOTE KEYLESS ENTRY (RKE)

The Remote Keyless Entry (RKE), transmitter uses radio frequency signals to communicate with the WIN across can bus. Refer to OPERATION .

TIRE PRESSURE MONITORING (TPM)

The Tire Pressure Monitoring (TPM) system uses radio and sensor technology to monitor tire air pressure levels. Refer to TIRE PRESSURE MONITORING, OPERATION .

REMOTE START WITH/EXTENDED RANGE ANTENNA

Further information concerning the Remote Start System can be located in Starting System. Refer to OPERATION .

BRAKE TRANSMISSION SHIFTER INTERLOCK (BTSI)

The Brake Transmission Shifter/Ignition Interlock (BTSI) is controlled by the WIN and prevents the transmission gear shifter from being moved out of PARK without a driver in place. Refer to MECHANISM, BRAKE TRANSMISSION SHIFT INTERLOCK, OPERATION .

KEYLESS GO

The WIN transmits and recieves a signal to and from the FOBIK over the Control Area Network (CAN) Data Bus through the Passive Entry Module (PEM) validation in order change ignition states. Refer to KEYLESS GO, OPERATION .