Electronic Control Modules - Service Information: Other Dodge Charger VI

FLASH PROGRAMMING

Note. The wiTECH diagnostic application is the only recommended 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.

VEHICLE SYSTEMS SUPPORT

The electronic functions of the Body Control Module (BCM) supports or controls include the following

1. Brake Fluid Level - The continuously monitors the brake fluid level sensor through a hard-wired input to monitor the brake fluid level. the BCM transmits an electronic message over the Can data bus to Instrument Cluster (IC) to illuminate the Low Fluid indicator based on the input signal received from the fluid level sensor.
2. Enhanced Accident Response Support - The BCM monitors an input from the Occupant Restraint Controller (ORC) and, following an airbag deployment, will immediately disable the power lock output, unlock all doors by activating the power unlock output, then enables the power lock output if the power lock switch input remains inactive for two seconds. The BCM also monitors an input from the Powertrain Control Module (PCM) to automatically turn ON the interior lighting after an airbag deployment event, 10 seconds after the vehicle speed is zero. The interior lighting remains illuminated until the ignition switch is turned to the OFF position, at which time the interior lighting returns to normal operation and control. These Enhanced Accident Response System (EARS) features are each dependent upon a functional vehicle electrical system following the vehicle impact event.
3. Exterior Lighting Switch Support - The BCM continuously monitors the headlamp switch position to activate or deactivate the exterior lighting. The headlamp switch provides the appropriate resistor multiplexed output to the BCM over the CAN data bus. The BCM reads and responds to this input by energizing or de-energizing the right and left park lamp feed circuits and the right and left high or low beam driver circuits through internal High Side Drivers (HSD)'s and by sending an electronic confirmation message back to the IC, which controls the high beam indicator as appropriate. The BCM also remembers which headlamp beams were last selected with the multi-function switch, and energizes those beams by default the next time the headlamps are turned ON. If the vehicle is equipped with optional automatic headlamps and the A (Automatic) position is selected, the BCM also monitors an electronic ambient light level message received over the CAN data bus from the Heater and Vehicle Air Conditioning (HVAC) control module based upon a hard wired input from the rain sensor to turn the exterior lighting ON and OFF automatically while the ignition switch is in the ON position.
4. Fuel Level Data Support - The BCM provides a current source for and receives a hard-wired analog input from the fuel level sending unit located on the fuel pump module in the fuel tank. Based upon this input, the BCM uses electronic messaging to transmit this data over the CAN data bus for use by other electronic modules in the vehicle. The IC calculates the proper fuel gauge needle position and to control low fuel indicator operation based on these messages.
5. Hazard Lamp Circuit Control - The BCM monitors an input from the hazard switch and receives a hard-wired analog input from the switch. The BCM reads and responds to this input by energizing or de-energizing the right and left park lamp feed circuits and the right and left high or low beam driver circuits through internal High Side Drivers (HSD)'s and by sending an electronic confirmation message to the IC over the CAN data bus, which controls the hazard light indicators as appropriate.
6. Headlamp Washer Control - On vehicles equipped with headlamp washers, the BCM controls a relay in the Power distribution Center (PDC) based on electronic messages received over the Can data bus.
7. Ignition On and Ignition Accessory/On Relay Control - The BCM monitors electronic ignition switch status messages received over the CAN bus from the RF hub and a hard-wired input from the ignition switch on the instrument panel, and provides high side driver outputs to control both the ignition ON and ignition ACCESSORY/ON relays in the Power Distribution Center (PDC) as appropriate.
8. Interior Lamp Load Shedding - The BCM provides a battery saver feature which will automatically turn OFF all interior lamps if they remain ON after a timed interval of about eight minutes.
9. Interior Lighting Control - The BCM monitors electronic messages and hard-wired inputs from the interior lighting switch, the door ajar switches, the liftgate ajar, and liftgate flip-up glass ajar switches (where applicable), the reading lamp switches and the RF hub to provide courtesy lamp control. This includes support for timed illuminated entry with theater-style fade-to-OFF and courtesy illumination DEFEAT features.
10. Local Interface Network Master Module - The BCM is the master module for the LIN data bus. In this role it gathers information from the compass sensor, and the Intelligent Battery Sensor (IBS), then either acts on that information directly or places electronic messages on the CAN data bus for use by other modules
11. Power Inverter Support - The BCM monitors a hard-wired input from the power inverter to determine the inverter status, then transmits electronic inverter status messages to other electronic modules in the vehicle over the CAN data bus.
12. Power Lock System Control - The BCM monitors inputs from the power lock switches and the RF hub to provide control of the power lock motors through high side and low side driver outputs. This includes support for rolling door locks (also known as automatic door locks), automatic door unlock, and a door lock inhibit mode.
13. Remote Radio Switch Support - The BCM receives electronic message inputs from the remote radio switches on the steering wheel over the CAN data bus, then provides electronic radio request messages over the CAN data bus to support the remote radio switch function.
14. Remote Start System Support - The BCM receives electronic message inputs from the RF hub and then displays the appropriate remote start system textual reminder messages to the vehicle operator within the EVIC display.
15. Shipping Mode - The new Chrysler Telematics Platform (CTP) vehicles no longer have a IOD fuse to use when transporting or storing for a long period of time. The BCM has a mode that takes the place of pulling the IOD fuse called "Shipping Mode" that is easily be enabled or disabled. Refer to «STANDARD PROCEDURE»(ref-481411-S22524544972012062200000) .
16. Steering Wheel Switch Support - The SCM receives electronic message inputs from the steering wheel switches on the steering wheel over the CAN data bus to control and configure many of the EVIC displays and functions.
17. Sunshade Control - On LX models, an optional rear window sunshade is controlled by hard-wired signals received from the BCM. The BCM receives hard-wired signal from the rear sunshade switch or electronic Can bus messages received from the Integrated Center Stack (ICS) screen. The BCM then sends a hard-wired signal to the sunshade motor module to raise or lower the sunshade.
18. Vehicle Theft Security System Control - The BCM monitors inputs from the door ajar switches, and the RF hub, on vehicles so equipped. The intrusion module provides electronic horn and lighting request messages to the BCM for the appropriate VTSS alarm output features.
19. Washer Fluid Level - The continuously monitors the washer fluid level sensor through a hard-wired input to monitor washer fluid level. the BCM transmits an electronic message over the Can data bus to Instrument Cluster (IC) to illuminate the Low Fluid indicator based on the input signal received from the fluid level sensor.

PROCEDURE

1. Position the BCM in the vehicle.
2. Install the fasteners (4), two at the bottom, and one at the top, and tighten the securely.
3. Connect the electrical connectors to the Body Control Module (BCM) (1) receptacles (2 and 3) as needed.
4. Install the glove box assembly (1). Refer to «GLOVE BOX, INSTRUMENT PANEL, INSTALLATION»(ref-481397-S33053311572012062200000) .
5. Install the lower hush panel (3) and install the two push-pin type retainers.
6. Connect the negative battery cable.

Note. Program the BCM in accordance with the module replacement and programming guide. Refer to STANDARD PROCEDURE .

Scheme 53

This vehicle is equipped with two electronic front door control modules (1) (also known as a Driver Door Module/DDM, a Passenger Door Module/PDM or Front Door Multiplex/MUX Modules), one each on both the driver and passenger front doors. Each door control module is concealed behind the front door trim panel where it is secured through two integral mounting tabs (2) to the door hardware module carrier by two screws. The front door control modules are located in the upper front corner of the front door hardware carriers, just below the mirror flag area of the front door.

Each door control module contains a microprocessor and is connected to the various switches on that door. In the case of the driver side module, it communicates with some switches over a Local Interface Network (LIN) data bus. Both the driver and passenger side module also receive various hard wired switch inputs and provide numerous hard wired outputs to various devices located on their respective doors. In addition, both front door control modules communicate with each other and with other electronic modules in the vehicle over the Controller Area Network (CAN) Interior High Speed (IHS) data bus system.

Concealed and protected within the molded plastic door control module housing is the printed circuit board and the other electronic circuitry of the module. The front door control modules are connected to the vehicle electrical system through up to eight connector receptacles that are integral to the module housing.

A door control module cannot be adjusted or repaired and, if damaged or ineffective, it must be replaced. The door control module software is flash programmable.

POWER UP/DOWN

The DTCM will power up with an OFF/ON transition of the hard wired ignition switch input.

The DTCM will power down when the vehicle ignition switch transitions from ON to OFF, or there are no system requirements that dictate the controller to remain active

INPUTS/OUTPUTS

The following are inputs to the DTCM

1. Transfer Case Mode Sensor Signal
2. 1 Direct Battery Feed
3. Ignition RUN Sense
4. Sensor Ground
5. Module Ground
6. CAN C Bus

The following are outputs of the DTCM

1. Transfer Case Motor Brake Control
2. 5V Sensor Supply
3. Transfer Case Bi-directional Motor Control (A AND B)
4. Switched B+ Solenoid Supply
5. Transfer Case Motor Brake Control

TRANSFER CASE RANGE SELECT SWITCH INPUT (2WD, 4WD AUTO, 4WD LOCK, AND 4WD LOW SELECT SWITCH)

The transfer case range select switch is hardwired directly to the Cluster (CCN). The switch position is read by the CCN and is communicated to the TIPM (Gateway) via the CAN-B bus. The TIPM then rebroadcasts this information onto the CAN-C bus where the DTCM is a receiver.

The Cluster (CCN) will support circuitry which interfaces to the system's Transfer Case Range Select Switch, including a Transfer Case Range Select Switch voltage supply and a Transfer Case Range Select Switch input. The purpose of this circuitry is to determine the mode currently being requested by the operator via the resistance ladder network in the shifter assembly, where the Transfer Case Range Select Switch is packaged.

The NEUTRAL Select Switch Input will provide the operator with the ability to place the Transfer Case in Neutral. The Transfer Case Range Switch input will provide the operator with the ability to place the transfer case in 2WD, 4WD AUTO, 4WD LOCK, and 4WD LOW. The NEUTRAL Select Switch is a momentary pushpin switch; the Transfer Case Range Select Switch is a 4-position rotary contact switch; both of these switches are provided through a resistor network for diagnostic purposes. The input will have an internal 1.0K +/- 1% pull-up resistor to 5V.

As the selected position in the switch varies and/or the NEUTRAL Switch is depressed or not, the resistance between the Cluster (CCN) voltage supply and Transfer Case Range Select Switches input will vary. Hardware, software, and calibrations within the Cluster will be provided that interpret the external resistance between the module's Transfer Case Range Select Switches voltage supply and Transfer Case Range Select Switches inputs as given in the table below

Note. There is no requirement for the DTCM to distinguish between a neutral request from the 4WD AUTO or the 4WD LOW position. Resistances in these ranges will be represented as a Neutral Switch Activation.

TRANSFER CASE MODE SENSOR SIGNAL

The Transfer Case Mode Sensor Signal Input will provide the DTCM feedback about the position of the transfer case. The mode sensor is a linear analog position sensor with a 1.4K +/- 20% potentiometer and a 1 K +/- 20% wiper resistor that converts the motor shaft position into a multiplexed voltage. The mode sensor (on the active transfer case) is an active device where the sensor's current changes as the motor shaft position changes

TRANSFER CASE BI-DIRECTIONAL MOTOR CONTROL (A AND B)

This output will control a Bi-directional DC motor that controls a clutch pack in the Transfer Case that varies the torque transfer between the front and rear axles.

SHUT DOWN MODE

This mode is activated when the ignition switch turned to the off position. The DTCM will perform any required Shut Down tasks prior to turning off the 5V regulator.

LIMP-IN MODE

This mode is entered when the DTCM has detected an error condition that prevents the system from performing its required task. The DTCM operation will vary depending from modified operation to total system shut down based on the failure that has occurred.

Scheme 54

1. To gain access to the Drive Train Control Module (DTCM), remove the driver side foot rest. Refer to «FOOT REST, FLOOR, FRONT, REMOVAL»(ref-481397-S18356934312012062200000) .
2. Loosen the mounting nut (2) from mounting stud (6), remove mounting nut (4) from mounting stud (5).
3. Slide DTCM from mounting stud (6) and remove from drivers side foot rest (3).

8HP45

The Electronic Shift Module (ESM) on the 8HP45 is part of the shifter assembly called the E-Shifter. For more information on the E-Shifter and. Refer to SHIFTER, TRANSMISSION, DESCRIPTION . FLOOR SHIFT. Refer to SHIFTER, TRANSMISSION, OPERATION .

NAG1

The Electronic Shift Module (ESM) on the NAG1 is part of the shifter assembly called the Shift Lever Assembly (SLA). For more information on the SLA. Refer to SHIFTER, TRANSMISSION, DESCRIPTION and SHIFTER, TRANSMISSION, OPERATION .

UCONNECT TOUCH™ 4.3

The Uconnect™ Voice Command system allows you to control your AM, FM radio, satellite radio, disc player, SD Card, USB/iPod and Sirius Travel Link.

Uconnect™ Phone is a voice-activated, hands-free, invehicle communications system. Uconnect™ Phone allows you to dial a phone number with your mobile phone.

Uconnect Phone supports the following features

Voice Activated features

1. Hands Free dialing via Voice ("Call John Smiths Mobile" or, "Dial 248 555-1212").
2. Redialing last dialed numbers ("Redial").
3. Calling Back the last incoming call number ("Call Back").
4. View Call logs on screen ("Show incoming calls", "Show Outgoing calls", "Show missed Calls", "Show Recent Calls").
5. Searching Contacts phone number ("Search for John Smith Mobile").

Screen Activated Features

1. Dialing via Keypad using touch screen.
2. Viewing and Calling contacts from Phonebooks displayed on the touch screen.
3. Setting Favorite Contact Phone numbers so the are easily accessible on the Main Phone screen.
4. Viewing and Calling contacts from Recent Call logs.
5. Listen to Music on your Bluetooth™ Device via the touch screen.
6. Pairing up to 10 phones/audio devices for easy access to connect to them quickly.

UCONNECT TOUCH™ 8.4/8.4 NAV

The Uconnect™ Voice Command system allows you to control your AM, FM radio, satellite radio, disc player, SD Card, USB/iPod and Sirius Travel Link.

Uconnect Phone supports the following features

Voice Activated Features

1. Hands Free dialing via Voice ("Call John Smiths Mobile" or, "Dial 248 555-1212").
2. Hands Free text to speech listening of your incoming SMS messages.
3. Hands Free text messaging ("Send a message to John Smiths Mobile").
4. Redialing last dialed numbers ("Redial").
5. Calling Back the last incoming call number ("Call Back").
6. View Call logs on screen ("Show incoming calls", "Show Outgoing calls", "Show missed Calls", "Show Recent Calls").
7. Searching Contacts phone number ("Search for John Smith Mobile").

Screen Activated Features

1. Dialing via Keypad using touch screen.
2. Viewing and Calling contacts from Phonebooks displayed on the touch screen.
3. Setting Favorite Contact Phone numbers so the are easily accessible on the Main Phone screen.
4. Viewing and Calling contacts from Recent Call logs.
5. Reviewing your recent Incoming SMS.
6. Sending a text message via the touch screen.
7. Listen to Music on your Bluetooth® Device via the touch screen.
8. Pairing up to 10 phones/audio devices for easy access to connect to them quickly.

Note. Your phone must be capable of SMS messaging via Bluetooth™ for messaging features to work properly.

Your mobile phone's audio is transmitted through your vehicle's audio system; the system will automatically mute your radio when using the Uconnect™ Phone.

Two buttons on the rearview mirror, identified with ISO icons, control the system: A "phone" button turns the system on and off; a "voice recognition" (or voice command) button prompts the hands-free system to listen for a voice command. The system includes the following features

Scheme 55

Scheme 56

1. Disconnect and isolate battery negative cable.
2. Remove the steering column opening cover (1). Refer to «COVER, STEERING COLUMN OPENING, REMOVAL»(ref-481397-S13972188492012062200000) .
3. Disconnect the HFM electrical (1) and USB connectors (2).
4. Remove the HFM retainers.
5. Remove the HFM (4) from the mounting bracket.

BASE

1. Position the (ICS) screen module into the bezel and install the retainers (1).
2. Connect the harness connectors (2 & 3) to the rear of the Integrated Center Stack (ICS) screen module (1). NOTE: In the event that the locking tab breaks or is broken, do not replace the harness. The connector will still lock and the harness will still function as designed.
3. Carefully connect the 40 - way connector (1).
4. Install the instrument cluster bezel (2). Refer to «BEZEL, INSTRUMENT CLUSTER, INSTALLATION»(ref-481397-S40031548282012062200000) .
5. Connect the negative battery cable.

MID

1. Position the (ICS) screen module (2) into the bezel and install the retainers (1).
2. Connect the harness connectors (2 & 3) to the rear of the Integrated Center Stack (ICS) screen module (1). NOTE: In the event that the locking tab breaks or is broken, do not replace the harness. The connector will still lock and the harness will still function as designed.
3. Carefully connect the 40 - way connector (1).
4. Install the instrument cluster bezel (2). Refer to «BEZEL, INSTRUMENT CLUSTER, INSTALLATION»(ref-481397-S40031548282012062200000) .
5. Connect the negative battery cable.

Scheme 57

The Memory Seat Module (MSM) is located underneath the driver seat. It is used in conjunction with the other modules to recall the driver seat to one of two preset seat positions (horizontal, vertical, and recliner). The memory system is able to store and recall all driver side power seat positions, outside mirror positions, power tilt/telescopic steering column positions and power adjustable pedal position, as equipped. The memory seat system can be set for two different drivers. On vehicles with a factory installed radio connected to the Controller Area Network (CAN) data bus network, the memory system is also able to store and recall up to twelve radio station presets (six AM and six FM), also for two drivers. The memory system will also store and recall the last station listened to for each driver, even if it is not one of the twelve preset stations.

The memory seat system will automatically recall the settings when a button of the memory switch located in the driver door trim panel is pressed, or when the doors are unlocked using the Remote Keyless Entry (RKE) transmitter (if the "RKE Linked to Memory" feature is enabled). If the vehicle has more than two drivers the RKE transmitter recall of memory features can be disabled. This is a customer programmable feature.

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.

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

and perform the PCM/TCM PROGRAMMING procedure. Refer to appropriate diagnostic information .

Scheme 58

Scheme 59

Scheme 60

Scheme 61

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 - 8HP45

The valve body includes the Transmission Control Module (TCM), all solenoids and sensors, and can be referred to as the Transmission Control Module Assembly (TCMA). The TCM is attached to the valve body between the transmission case and the valve body. If any component of the valve body including the TCM sensors or solenoids needs to be replaced, the complete TCMA (valve body) must be replaced. For further information of the TCMA. Refer to VALVE BODY, DESCRIPTION .

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.

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.

TCM ADAPTATION - 8HP45

The 8HP45 transmission continuously self calibrates and learns shift points and clutch apply times. It is necessary to perform a drive cycle to provide the proper baseline transmission adaptation. The adaptation procedure should be performed if any of the following procedures are performed

1. Transmission Assembly Replacement
2. Transmission Control Module Assembly (TCMA) Replacement
3. Internal Transmission repairs.
4. Torque Converter Replacement.

1. With the scan tool, clear any DTCs that may be set.
2. Drive the vehicle until the vehicle temperature is greater than 30°C (86°F).
3. After the vehicle has reached normal operating temperature, and with the scan tool, monitor actual gear state. Drive the vehicle normally with the accelerator pedal between 10% and 20% until 7th gear has been achieved, approximately 76 km/h (47 mph). After 7th gear has been achieved, coast down to 30 mph with no application of the brake or accelerator to allow a 6-5 shift. Brake the vehicle to a stop. Repeat this procedure 5 times.

Scheme 62

Vehicles manufactured with a police fleet equipment package are equipped with a Vehicle System Interface Module (VSIM) (1) (also known as a Vehicle Systems Integration Module/VSIM or an aftermarket module). In vehicles equipped with a mini floor console, the VSIM is installed at the back of the instrument panel center stack area, near where the instrument panel center support bracket is secured to the top of the floor panel transmission tunnel. A stepped tab (2) integral to the molded plastic VSIM housing is engage in a slot in the instrument panel base trim, then a snap clip (3) is engaged in a hole in the instrument panel base trim.

In vehicles equipped with a full floor console, the VSIM is installed in an adapter bracket using the same integral stepped tab and snap clip used to mount the module in the instrument panel center stack area of vehicles with a mini floor console. The adapter bracket is then secured with screws to the underside of a gearshift opening cover bezel that snaps over the area of the console where the a floor-mounted gearshift mechanism would normally be mounted.

Concealed and protected within the molded plastic housing of the VSIM is the printed circuit board and the other electronic circuitry of the module. The module contains a microcontroller and communicates with other electronic modules in the vehicle over the Controller Area Network (CAN) data bus system. Two connector receptacles (4) integral to the VSIM housing are connected to the vehicle electrical system through two dedicated take outs and connectors of the instrument panel wire harness.

A VSIM cannot be adjusted or repaired and, if damaged or ineffective, it must be replaced.

WITH FULL FLOOR CONSOLE

Scheme 63

Scheme 64

1. Disconnect and isolate the battery negative cable.
2. Using a trim stick or another suitable wide flat-bladed tool, carefully pry the outside of the gearshift opening cover bezel (1) upward from the console (3) far enough to disengage the snap clips that secure it.
3. Lift the bezel up from the console far enough to access and disconnect the two wire harness connectors (1) from the Vehicle System Interface Module (VSIM) connector receptacles.
4. Remove the bezel, adapter bracket (4) and VSIM from the vehicle as a unit.
5. Remove the four screws (3) that secure the adapter bracket (4) and VSIM to the underside of the bezel.
6. Remove the adapter bracket and VSIM from the bezel.
7. Release the snap clip (5) that secures one end of the VSIM to the adapter bracket, then rotate that end of the VSIM away from the bracket to disengage the stepped tab (2) on the opposite end of the VSIM from the slot in the bracket.

WITH MINI FLOOR CONSOLE

Scheme 65

1. Disconnect and isolate the battery negative cable.
2. Remove the mini floor console from the floor panel transmission tunnel. Refer to «CONSOLE, FLOOR, REMOVAL»(ref-481397-S08223204822012062200000) .
3. Working from the right side of the transmission tunnel, reach behind the instrument panel center support bracket (1) to access and disconnect the two wire harness connectors (3) from the Vehicle System Interface Module (VSIM) (2) connector receptacles.
4. Using a trim stick or another suitable wide flat-bladed tool, carefully pry the right side of the VSIM upward far enough to disengage the snap clip (4) that secures it to the instrument panel center stack base trim.
5. Rotate the right end of the VSIM upward to disengage the stepped tab on the opposite end of the VSIM from the slot in the instrument panel center stack base trim.
6. Remove the VSIM from the vehicle.

1. Engage the stepped tab (2) on one end of the Vehicle System Interface Module (VSIM) into the slot in the adapter bracket (4), then rotate the opposite end of the VSIM down against the bracket far enough to insert and engage the snap clip (5).
2. Position the VSIM and adapter bracket unit to the underside of the gearshift opening cover bezel.
3. Install and tighten the four screws (3) that secure the adapter bracket and VSIM to the underside of the bezel. Tighten the screws securely.
4. Position the VSIM (2) and bezel (1) as a unit close enough to the console (3) to reconnect the two wire harness connectors to the VSIM connector receptacles.
5. Position the VSIM and bezel over the console opening and, using hand pressure, press the bezel down firmly and evenly until it snaps into place.
6. Reconnect the battery negative cable.

1. Working from the right side of the transmission tunnel, reach behind the instrument panel center support bracket (1) to engage the stepped tab on one end of the Vehicle System Interface Module (VSIM) (2) with the slot in the instrument panel center stack base trim.
2. Rotate the right end of the VSIM down against the instrument panel center stack base trim far enough to insert and engage the snap clip (4).
3. Reconnect the two wire harness connectors (3) to the VSIM connector receptacles.
4. Reinstall the mini floor console onto the floor panel transmission tunnel. Refer to «CONSOLE, FLOOR, INSTALLATION»(ref-481397-S10784704432012062200000) .
5. Reconnect the battery negative cable.

Scheme 66

Keyless Ignition Node (KIN) is part of the new ignition system.

The KIN module is located in the instrument panel to the left of the center stack.

BRACKET

Note. The molded plastic ball socket clips in the ACC sensor mounting bracket MUST be removed, discarded and replaced with new ball socket clips any time the sensor is removed from the bracket.

1. Check to be certain that the two rivet nuts (4) are properly installed and in good condition in front bumper support bar (5).
2. Install three new molded plastic ball socket clips into the adaptive speed control (also known as Adaptive Cruise Control/ACC) sensor mounting bracket (1) located below the right end of the front bumper support bar. The clips are installed from the back side of the bracket by rotating them clockwise.
3. Position the mounting bracket to the bumper support bar.
4. Engage the retainer that secures the Front End Module (FEM) wire harness to the back of the bracket.
5. Install and tighten the two screws (2) that secure the mounting bracket to the support bar. Tighten the screws securely.
6. Reinstall the ACC sensor onto the mounting bracket. Refer to «SENSOR AND BRACKET, ADAPTIVE SPEED CONTROL, INSTALLATION»(ref-481399-S24260142832012062200000) .

SENSOR

Note. The molded plastic ball socket clips in the ACC sensor mounting bracket MUST be removed, discarded and replaced with new ball socket clips any time the sensor is removed from the bracket.

1. Install three new molded plastic ball socket clips into the adaptive speed control (also known as Adaptive Cruise Control/ACC) sensor mounting bracket (2) located below the right side of the front bumper support bar (1). The clips are installed from the back side of the bracket by rotating them clockwise.
2. Position the ACC sensor (4) to the mounting bracket.
3. Align the one fixed and the two adjustable ball studs of the sensor with the three plastic ball socket clips in the bracket.
4. Using hand pressure, press firmly and evenly on the face of the sensor until each of the ball studs snaps into the ball socket clips.
5. Reconnect the Front End Module (FEM) wire harness connector (5) to the ACC sensor connector receptacle.
6. If equipped, snap the sensor bezel (mirror cover) (3) over the face of the ACC sensor.
7. Check the ACC sensor vertical alignment. Refer to «SENSOR AND BRACKET, ADAPTIVE SPEED CONTROL, STANDARD PROCEDURE»(ref-481399-S31276922182012062200000) .
8. Snap the bezel (2) into the right lower air intake opening of the front fascia (1).
9. Use a diagnostic scan tool and the appropriate diagnostic information to perform the horizontal sensor alignment procedure.