Electronic Control Modules - Service Information: Other Dodge Durango III

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.

STANDARD PROCEDURE

Any time a door control module is replaced, a power window glass is adjusted or removed, a power window regulator is replaced or a power window motor is replaced, the hard stops for the power window assemblies need to be cleared and relearned by the door control module. This procedure is also sometimes referred to as denormalizing and normalizing or initialization. Refer to the Clear/Relearn Standard Procedure in Power Windows. Refer to STANDARD PROCEDURE .

Scheme 44

1. Disconnect and isolate the battery negative cable.
2. Remove the lower trim panel from the inside of the front door. Refer to «PANEL, DOOR TRIM, REMOVAL»(ref-465921-S18399619892012042300000) .
3. Disconnect each of the electrical connectors from the connector receptacles of the door control module (2).
4. Remove the two screws (3) that secure the door control module to the front door hardware module carrier (1).
5. Remove the door control module from the door hardware module carrier.

POWER UP/DOWN

The Drive Train Control Module (DTCM) will power up with an OFF/ON transition of the hardwired ignition switch input, or with the presence of active CAN C communications.

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

INPUTS/OUTPUTS

The following are inputs to the DTCM

1. Lateral Accelerometer
2. Transfer Case Mode Sensor Signal
3. 2 Direct Battery Feeds
4. Ignition RUN Sense
5. Sensor Grounds
6. Module Grounds
7. CAN C Bus

The following are outputs of the DTCM

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

TERRAIN SELECT SWITCH

The terrain select switch is used to communicate driver commands of various vehicle control systems related to vehicle ride height, traction, and stability control. The switch includes an Auto setting and a Neutral setting. The switch communicates with the Cabin Compartment Node (CCN) via a LIN Bus. The CCN sends information related to the terrain select switch via the CAN Interior bus.

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 will be 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.

NEUTRAL LAMP

There will be a LED indicator in the Shifter bezel to indicate to the driver that the Transfer Case is in the Neutral gear. DTCM will be capable of driving the LED continuously at 25 mA.

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.

Note. The following procedure is necessary and should be performed ONLY after an Automatic Headlamp Leveling Module (AHLM) is replaced with a new (uncalibrated) unit.

1. Before beginning, the vehicle should be empty with between 1/4 and 1/2 tank of fuel.
2. Perform a mechanical Front Lamp Alignment of the headlamps. Refer to «STANDARD PROCEDURE»(ref-465935-S31418423102012042300000) .
3. Calibrate the AHLM. Follow the steps outlined in the diagnostic scan tool under the AHLM Electronic Control Unit (ECU), Miscellaneous Functions, Record Curb Sensor Values.

The Power LiftGate Module (PLGM) uses adaptive memory that allows the power liftgate system to learn and adapt to the many variables (travel limits, resistance to travel, etc.) that may be required to operate the liftgate. After 8 miles have been recorded on the vehicle odometer (in-plant mode), anytime the liftgate is fully opened and fully closed using the power liftgate system, the PLGM will learn or relearn from that cycle. If a replacement power liftgate system component is installed or a mechanical liftgate adjustment is made, the PLGM can relearn the effort and time required to open or close the liftgate. This learn/relearn cycle can be initiated using the power liftgate switches, using the Remote Keyless Entry (RKE) FOB with Integrated Key (FOBIK) or with a diagnostic scan tool connected to the Data Link Connector (DLC).

To perform a power liftgate learn/relearn cycle, do the following

1. Connect a diagnostic scan tool to the DLC and check for any power liftgate system active or stored Diagnostic Trouble Codes (DTC). Correct and erase any active or stored DTC.
2. Close the liftgate.
3. Using the scan tool, select the Power LiftGate Module (PLGM) menu item. Then select More Options , System Tests and select the Open Door Test routine.
4. After the Open Door Test routine completes, use the scan tool to check the Routine Status for a Pass or Fail message. If the Routine Status is Fail , the scan tool will display the reason for the failure to aid in further system diagnosis and in rerunning the Open Door Test routine.
5. Using the scan tool, again select the Power Liftgate Module (PLGM) menu item. Then select More Options , System Tests and select the Close Door Test routine.
6. After the Close Door Test routine completes, use the scan tool to check the Routine Status for a Pass or Fail message. If the Routine Status is Fail , the scan tool will display the reason for the failure to aid in further system diagnosis and in rerunning the Close Door Test routine.
7. Follow the instructions displayed in the scan tool to complete the test.
8. Use any switch or RKE FOBIK to be certain the liftgate can be powered open and closed successfully.
9. The liftgate learn cycle is now complete.

Note. If the power liftgate will not complete a full cycle a problem exists with the power liftgate system.

In order to obtain conclusive testing of the power liftgate system, the Controller Area Network (CAN) data bus and all of the electronic modules that provide inputs to, or receive outputs from the PLGM, as well as all of the power liftgate system components must be checked. Any diagnosis of the power liftgate system should begin with the use of a diagnostic scan tool and the appropriate diagnostic procedures.

Scheme 45

1. Disconnect and isolate the battery negative cable.
2. Move the quarter trim panel from the lower left inner D-pillar (1) far enough to access the Power LiftGate Module (PLGM) (2). Refer to «PANEL, QUARTER TRIM, REMOVAL»(ref-465921-S07773746672012042300000) .
3. Disconnect the two body wire harness (3) connectors from the PLGM connector receptacles.
4. Depress the latch feature integral to the upper end of the PLGM housing and pull the top of the PLGM away from the lower left inner D-pillar.
5. Disengage the two tabs integral to the lower end of the PLGM housing from the slots in the lower left inner D-pillar.
6. Remove the PLGM from the vehicle.

IGNITION SWITCH (KEY-ON) MODE

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

1. The PCM pre-positions the idle air control (IAC) motor.
2. The PCM determines atmospheric air pressure from the MAP sensor input to determine basic fuel strategy.
3. The PCM monitors the engine coolant temperature sensor input. The PCM modifies fuel strategy based on this input.
4. Intake manifold air temperature sensor input is monitored.
5. Throttle position sensor (TPS) is monitored.
6. The auto shutdown (ASD) relay is energized by the PCM for approximately three seconds.
7. 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.
8. The O2S sensor heater element is energized via the ASD relay. 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. Battery voltage
2. Engine coolant temperature sensor
3. Crankshaft position sensor
4. Intake manifold air temperature sensor
5. Manifold absolute pressure (MAP) sensor
6. Throttle position sensor (TPS)
7. Starter motor relay
8. Camshaft position sensor signal

The PCM monitors the crankshaft position sensor. If the PCM does not receive a crankshaft position sensor signal within 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.

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 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. 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 sensor (TPS)
7. Camshaft position sensor signal
8. Park/neutral switch (gear indicator signal-auto. trans. only)
9. Air conditioning select signal (if equipped)
10. 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 idle air control (IAC) motor and adjusts ignition timing.
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 engine has reached operating temperature, the PCM will begin monitoring O2S sensor input. The system will then leave the warm-up mode and go into closed loop operation.

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. Throttle position sensor (TPS)
9. Camshaft position sensor signal
10. Park/neutral switch (gear indicator signal-auto. trans. only)
11. Vehicle speed sensor

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.

Based on the above inputs, the PCM will adjust engine idle speed through the idle air control (IAC) motor.

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

IDLE MODE

When the engine is at operating temperature, this is a. 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. Throttle position sensor (TPS)
9. Camshaft position sensor signal
10. Battery voltage
11. Park/neutral switch (gear indicator signal-auto. trans. only)
12. 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 idle air control (IAC) motor.
3. The PCM adjusts ignition timing by increasing and decreasing spark advance.
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.

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. Throttle position sensor (TPS)
9. Camshaft position sensor signal
10. Park/neutral switch (gear indicator signal-auto. trans. only)
11. 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. It also adjusts engine idle speed through the idle air control (IAC) motor.
3. The PCM adjusts ignition timing by turning the ground path to the coil 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.

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. Throttle position sensor (TPS)
7. 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.

5 VOLT SUPPLIES

Two different Powertrain Control Module (PCM) five volt supply circuits are used; primary and secondary.

IGNITION CIRCUIT SENSE

This circuit ties the ignition switch to the Powertrain Control Module (PCM). Battery voltage is supplied to the PCM through the ignition switch when the ignition is in the Run or Start position. This is referred to as the "ignition sense" circuit and is used to "wake up" the PCM.

POWER GROUNDS

The Powertrain Control Module (PCM) has 2 main grounds. Both of these grounds are referred to as power grounds. All of the high-current, noisy, electrical devices are connected to these grounds as well as all of the sensor returns. The sensor return comes into the sensor return circuit, passes through noise suppression, and is then connected to the power ground.

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

1. Generator field winding
2. Fuel injectors
3. Ignition coil(s)
4. Certain relays/solenoids
5. 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. For more information. Refer to MODULE, POWERTRAIN CONTROL, DESCRIPTION .

SIGNAL GROUND

Signal ground provides a low noise ground to the data link connector.

POWERTRAIN CONTROL MODULE (PCM)

The PCM is a pre-programmed, microprocessor digital computer. It regulates ignition timing, air-fuel ratio, emission control devices, charging system, certain transmission features, speed control, air conditioning compressor clutch engagement and idle speed. The PCM can adapt its programming to meet changing operating conditions.

The PCM receives input signals from various switches and sensors. Based on these inputs, the PCM regulates various engine and vehicle operations through different system components. These components are referred to as PCM Outputs. The sensors and switches that provide inputs to the PCM are considered PCM Inputs.

The PCM adjusts ignition timing based upon inputs it receives from sensors that react to: engine RPM, manifold absolute pressure, engine coolant temperature, throttle position, transmission gear selection, vehicle speed and the brake switch activation.

The PCM adjusts idle speed based on inputs it receives from sensors that react to: throttle position, vehicle speed, transmission gear selection, engine coolant temperature, A/C compressor clutch operation and brake switch activation.

Based on inputs that it receives, the PCM adjusts ignition coil dwell. The PCM also adjusts the generator charge rate through control of the generator field and provides cruise control operation.

Note. PCM Inputs

1. Accelerator pedal position
2. A/C request
3. A/C select
4. Auto shutdown (ASD)
5. Battery temperature
6. Battery voltage
7. Brake switch
8. CAN bus (+) circuits
9. CAN bus (-) circuits
10. Camshaft position
11. Crankshaft position
12. Data link connection for diagnostic scan tool
13. EGR position (if equipped)
14. Engine coolant temperature
15. Fuel level
16. Generator (battery voltage) output
17. Ignition circuit sense (ignition switch in on/off/crank/run position)
18. Engine intake air temperature
19. Knock sensors
20. Leak detection pump (switch) sense (if equipped)
21. Manifold absolute pressure (MAP)
22. Oil pressure
23. Transmission output shaft speed
24. Overdrive/override switch
25. Oxygen sensors
26. Park/neutral switch
27. Power ground
28. Power steering pressure switch
29. Sensor return
30. Signal ground
31. Speed control switch
32. Throttle position sensor
33. Transmission governor pressure
34. Transmission temperature
35. Vehicle speed

Note. PCM Outputs

1. A/C compressor clutch relay
2. Auto shutdown (ASD) relay
3. CAN bus (+/-) circuits for: speedometer, voltmeter, fuel gauge, oil pressure gauge/lamp, engine temp. gauge and speed control warn. lamp
4. Data link connection for diagnostic scan tool
5. Double start override (if equipped)
6. EGR valve control solenoid (if equipped)
7. Electronic throttle control
8. EVAP canister purge solenoid
9. Five volt sensor supply (primary)
10. Five volt sensor supply (secondary)
11. Fuel injectors
12. Fuel pump relay
13. Generator field driver (-)
14. Generator field driver (+)
15. Generator lamp (if equipped)
16. Idle air control (IAC) motor
17. Ignition coil(s)
18. CAN bus circuits
19. Leak detection pump (if equipped)
20. Malfunction indicator lamp (Check engine lamp). Driven through CAN bus circuits.
21. Overdrive indicator lamp (if equipped)
22. Radiator cooling fan
23. Starter relay
24. Tachometer (if equipped). Driven through CAN bus circuits.
25. Transmission convertor clutch circuit
26. Transmission 3-4 shift solenoid
27. Transmission relay
28. Transmission temperature lamp (if equipped)
29. Transmission variable force solenoid

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 Camshaft Position (CMP) sensor.
3. supplies a reference voltage for the Manifold Absolute Pressure (MAP) sensor.
4. supplies a reference voltage for the Throttle Position Sensor (TPS) sensor.

Secondary 5-volt supply

1. supplies the required 5 volt power source to the oil pressure sensor.
2. supplies the required 5 volt power source for the Vehicle Speed Sensor (VSS) (if equipped).
3. supplies the 5 volt power source to the transmission pressure sensor (if equipped with an RE automatic transmission).

The ignition circuit sense input tells the PCM the ignition switch has energized the ignition circuit.

Battery voltage is also supplied to the PCM through the ignition switch when the ignition is in the RUN or START position. This is referred to as the "ignition sense" circuit and is used to "wake up" the PCM. Voltage on the ignition input can be as low as 6 volts and the PCM will still function. Voltage is supplied to this circuit to power the PCM's 8-volt regulator and to allow the PCM to perform fuel, ignition and emissions control functions.

PCM REPROGRAMMING

Perform the PCM/TCM PROGRAMMING procedure. Refer to appropriate powertrain diagnostics information. .

3.6L VEHICLES

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

The ECM and ABS broadcast messages over the controller area network (CAN C) 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.

This transmission does not have a TCM relay. Power is supplied to the SLSA and the TCM directly from the ignition.

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 scan tool.

TCM SIGNALS

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

SELECTOR LEVER POSITION

A series of 12 Hall-effect switches in the SLSA inform the TCM of the position of the selector lever.

The TCM monitors the SLSA for all shift lever positions through five position circuits. The SLSA 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 C BUS INDIRECT INPUT SIGNALS

A 2.5-volt bias (operating voltage) is present on the CAN C 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 C 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.

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 ECM).
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 rational manner.

SHIFT TIME ADAPTATION (SHIFT OVERLAP ADAPTATION, WORKING PRESSURE)

Shift time adaptation is the ability of the TCM to electronically alter the time it takes to go from one gear to another. Shift time is defined as the time it takes to disengage one shift member while another is being applied. Shift time adaptation is divided into four categories

1. Accelerating upshift, which is an upshift under a load. For shift time adaptation for the 1-2 upshift to take place, the transmission must shift from 1st to 2nd in six different engine load ranges vs. transmission output speed ranges.
2. Decelerating upshift, which is an upshift under no load. This shift is a rolling upshift and is accomplished by letting the vehicle roll into the next gear.
3. Accelerating downshift, which is a downshift under load. This shift can be initiated by the throttle, with or without kickdown. The shift selector can also be used.
4. Decelerating downshift, which is accomplished by coasting down. As the speed of the vehicle decreases, the transmission downshifts.

FILL PRESSURE ADAPTATION (APPLY PRESSURE ADAPTATION, MODULATING PRESSURE)

Fill pressure adaptation is the ability of the TCM to modify the pressure used to engage a shift member. The value of this pressure determines how firm the shift will be.

1. If too much pressure is used, the shift will be hard.
2. If too little pressure is used, the transmission may slip.

The pressure adjustment is needed to compensate for the tolerances of the shift pressure solenoid valve. The amount the solenoid valve opens as well as how quickly the valve can move, has an effect on the pressure. The return spring for the shift member provides a resistance that must be overcome by the pressure in order for shift member to apply. These return springs have slightly different values. This also affects the application pressure and is compensated for by fill pressure adaptation.

FILL TIME ADAPTATION (ENGAGEMENT TIME ADAPTATION)

Fill time is the time it takes to fill the piston cavity and take up any clearances for a friction element (clutch or brake). Fill time adaptation is the ability of the TCM to modify the time it takes to fill the shift member by applying a preload pressure.

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.

5.7L VEHICLES

The Transmission Control Module (TCM) controls all electronic operations of the transmission. The TCM receives information regarding vehicle operation from both direct and indirect inputs, and selects the operational mode of the transmission. Direct inputs are hardwired to, and used specifically by the TCM. Indirect inputs originate from other components/modules, and are shared with the TCM via the vehicle communication bus.

Some examples of direct inputs to the TCM are

1. Battery (B+) voltage
2. Ignition "ON" voltage
3. Transmission Control Relay (Switched B+)
4. Throttle Position Sensor
5. Crankshaft Position Sensor
6. Transmission Range Sensor
7. Pressure Switches
8. Transmission Temperature Sensor
9. Input Shaft Speed Sensor
10. Output Shaft Speed Sensor
11. Line Pressure Sensor

Some examples of indirect inputs to the TCM are

1. Engine/Body Identification
2. Manifold Pressure
3. Target Idle
4. Torque Reduction Confirmation
5. Engine Coolant Temperature
6. Ambient/Battery Temperature
7. Scan Tool Communication

Based on the information received from these various inputs, the TCM determines the appropriate shift schedule and shift points, depending on the present operating conditions and driver demand. This is possible through the control of various direct and indirect outputs.

Some examples of TCM direct outputs are

1. Transmission Control Relay
2. Solenoids
3. Torque Reduction Request

Some examples of TCM indirect outputs are

1. Transmission Temperature (to PCM)
2. PRNDL Position (to BCM)

In addition to monitoring inputs and controlling outputs, the TCM has other important responsibilities and functions

1. Storing and maintaining Clutch Volume Indexes (CVI)
2. Storing and selecting appropriate Shift Schedules
3. System self-diagnostics
4. Diagnostic capabilities (with scan tool)

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

BATTERY FEED

A fused, direct battery feed to the TCM is used for continuous power. This battery voltage is necessary to retain adaptive learn values in the TCM's RAM (Random Access Memory). When the battery (B+) is disconnected, this memory is lost. When the battery (B+) is restored, this memory loss is detected by the TCM and a Diagnostic Trouble Code (DTC) is set.

CLUTCH VOLUME INDEXES (CVI)

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

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

By comparing the two inputs, the TCM can determine transmission gear position. This is important to the CVI calculation because the TCM determines CVIs by monitoring how long it takes for a gear change to occur. (Scheme 48)

Scheme 46

Gear ratios can be determined by using the Scan Tool and reading the Input/Output Speed Sensor values in the "Monitors" display. Gear ratio can be obtained by dividing the Input Speed Sensor value by the Output Speed Sensor value.

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 TCM 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 failures within the input clutch assembly can cause inadequate or out-of-range element 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

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

ADAPTATION - 3.6L VEHICLES

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.

QUICK LEARN - 5.7L VEHICLES

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

This program allows the electronic transmission system to re-calibrate 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 15.5° C (60° F) and below 93° C (200° F)

DRIVE LEARN - 5.7L VEHICLES

When a transmission is repaired and a Quick Learn procedure has been performed on the Transmission Control Module (TCM), the following Drive Learn procedure can be performed to fine tune any shifts which are particularly objectionable.

Note. It is not necessary to perform the complete Drive Learn procedure every time the TCM is Quick Learned. Perform only the portions which target the objectionable shift.

LEARN A SMOOTH 1ST NEUTRAL TO DRIVE SHIFT

Perform this procedure only if the complaint is for a delayed or harsh shift the first time the transmission is put into gear after the vehicle is allowed to set with the engine not running for at least 10 minutes. Use the following steps to have the TCM learn the 1st N-D UD CVI.

Note. The transmission oil temperature must be between 27-43° C (80-110° F).

1. Start the engine only when the engine and ignition have been off for at least ten (10) minutes.
2. With the vehicle at a stop and the service brake applied, record the 1st N-D UD CVI while performing a Neutral to Drive shift. The 1st N-D UD CVI accounts for air entrapment in the UD clutch that may occur after the engine has been off for a period of time.
3. Repeat 1 and 2 until the recorded 1st N-D UD CVI value stabilizes.

Note. It is important that this procedure be performed when the transmission temperature is between 27-43° C (80-110° F). If this procedure takes too long to complete fully for the allowed transmission oil temperature, the vehicle may be returned to the customer with an explanation that the shift will improve daily during normal vehicle usage. The TCM also learns at higher oil temperatures, but these values (line pressure correction values) are not available for viewing on the scan tool.

LEARN A SMOOTH NEUTRAL TO DRIVE GARAGE SHIFT

Perform this procedure if the complaint is for a delayed or harsh shift when the transmission is put into gear after the vehicle has had its first shift. Use the following steps to have the TCM learn the Norm N-D UD CVI.

Note. The transmission oil temperature must be between 27-43° C (80-110° F) to learn the UD CVI. Additional learning occurs at temperatures as low as -18° C (0° F) and as high as 93° C (200° F). This procedure may be performed at any temperature that experiences poor shift quality. Although the UD CVI may not change, shift quality should improve.

1. Start the vehicle engine and shift to drive.
2. Move the vehicle forward to a speed of at least 16 km/h (10 MPH) and come to a stop. This ensures no air is present in the UD hydraulic circuit.
3. Perform repeated N-D shifts at a stop while pausing in Neutral for at least 2-3 seconds and monitor Norm N-D UD CVI volume until the value stabilizes. The value will change during the N-D shift. This is normal since the UD value is different for the N-D shift then the normal value shown in illustration which is used for 4-3 coastdown and kickdowns. Perform repeated shifts in this temperature range until the Norm N-D UD CVI value stabilizes and the N-D shifts become smooth.

LEARN THE 1ST 2-3 SHIFT AFTER A RESTART OR SHIFT TO REVERSE

Use the following steps to have the TCM learn the 1st 2-3 shift OD CVI.

Note. The transmission oil temperature must be above 27° C (80° F).

1. With the vehicle engine running, select reverse gear for over 2 seconds.
2. Shift the transmission to Drive and accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform a 2-3 shift while noting the 1st 2-3 OD CVI.
3. Repeat 1 and 2 until the 1st 2-3 upshift becomes smooth and the 1st 2-3 OD CVI stabilizes.

LEARN A SMOOTH 2-3 AND 3-4 UPSHIFT

Note. The transmission oil temperature must be above 43° C (110° F).

Use the following steps to have the TCM learn the OD and 4C CVI's.

1. Accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform multiple 1-2, 2-3, and 3-4 upshifts. The 2nd 2-3 shift following a restart or shift to reverse will be shown during the shift as a value between the 1st 2-3 OD CVI and the normal OD CVI. Updates to the normal OD CVI will occur after the 2nd shift into 3rd gear, following a restart or shift to reverse.
2. Repeat until the 2-3 and 3-4 shifts become smooth and the OD and 4C CVI become stable. Refer to 1 .

LEARN A SMOOTH 4-3 COASTDOWN AND PART THROTTLE 4-3 KICKDOWN

Note. The transmission oil temperature must be above 43° C (110° F).

Use the following steps to have the TCM learn the UD shift volume.

1. At a vehicle speed between 64-97 km/h (40-60 MPH), perform repeated 4-3 kickdown shifts.
2. Repeat until the UD volume becomes somewhat stable and the shift becomes smooth. Refer to 1 .

LEARN A SMOOTH 1-2 UPSHIFT AND 3-2 KICKDOWN

Use the following steps to have the TCM learn the 2C shift volume.

Note. The transmission oil temperature must be above 43° C (110° F).

1. With a vehicle speed below 48 km/h (30 MPH) and the transmission in 3rd gear, perform multiple 3-2 kickdowns.
2. Repeat until the 3-2 kickdowns become smooth and the 2C CVI becomes stable. Refer to 1 .

LEARN A SMOOTH MANUAL 2-1 PULLDOWN SHIFT AS WELL AS A NEUTRAL TO REVERSE SHIFT

Note. The transmission oil temperature must be above 43° C (110° F).

Use the following steps to have the TCM learn the LR volume.

1. With the vehicle speed around 40-48 km/h (25-30 MPH) in Manual 2nd, perform manual pulldowns to Low or 1st gear at closed throttle.
2. Repeat until the LR CVI becomes stable and the manual 2-1 becomes smooth. Refer to 1 .

LEARN A SMOOTH NEUTRAL TO REVERSE SHIFT

Note. The transmission oil temperature must be above 43° C (110° F).

1. With the vehicle at a stop, perform Neutral to Reverse shifts until the shift is smooth. An unlearned Neutral to Reverse shift may be harsh or exhibit a double bump.
2. If any of the shifts are still not smooth after the clutch volume stabilizes, an internal transmission problem may be present.

LEARN A SMOOTH 4-5 UPSHIFT

Note. The transmission oil temperature must be above 43° C (110° F).

Use the following steps to have the TCM learn the Alt 2C CVI.

1. Accelerate the vehicle through 88 km/h (55 mph) at a steady 10-15 degree throttle opening and perform multiple 4-5 upshifts.
2. Repeat until the 4-5 shift become smooth and the Alt 2C CVI become stable. Refer to 1 . There is a separate 2C volume used and learned for 4-5 shifts, 2CA. It is independent of the 2C CVI learned on 3-2 kickdowns.

Scheme 47

Scheme 48

1. Pull loose the right side lower center console trim panel (1).
2. Pull the right side floor carpet (2) back from under the center dash area. 1 - TRANSMISSION CONTROL MODULE 2 - WIRING CONNECTORS
3. While holding back the trim panel and the carpet, locate and release the 2 holding tabs on the TCM bracket to release the TCM (1).
4. Slide the TCM (1) out of the mounting bracket.
5. Disconnect the wiring harness connectors (2) from the module.
6. Remove the module from the vehicle.

The transmission control module is part of the powertrain control module. For the removal procedure. Refer to MODULE, POWERTRAIN CONTROL, REMOVAL .

1. Connect the wiring connectors (2) to the transmission control module (1).
2. Slide the TCM (1) into the mounting bracket. 1 - CENTER CONSOLE LOWER TRIM PANEL 2 - FLOOR CARPET
3. Fold the right side floor carpet (2) back under the center dash area.
4. Install the right side lower center console trim panel (1).

The transmission control module is part of the powertrain control module. For the installation procedure. Refer to MODULE, POWERTRAIN CONTROL, INSTALLATION .

Scheme 49

This vehicle is equipped with a Wireless Ignition Node (WIN) (1). The WIN, along with the FOB with Integrated Key (FOBIK) are the primary components of the keyless ignition system. The only visible component of the WIN is the ignition switch (5) located on the face of the instrument panel just to the inboard side of the steering column. The remainder of the WIN including its mounting provisions and electrical connections are concealed within the instrument panel.

The WIN housing is constructed of molded black plastic and includes four integral mounting bosses (4), which are secured to the instrument panel structure with screws. Two connector receptacles are integral to the back of the switch housing. One (3) connects the WIN to the vehicle electrical system through a dedicated takeout and connector of the instrument panel wire harness. The other (2) is a dedicated connector for the coaxial cable input from the optional remote start system external antenna module.

In addition to replacing a conventional keyed ignition switch, the WIN is an integrated electronic receiver that serves as the base station in the vehicle. It communicates with other electronic modules in the vehicle over the Controller Area Network (CAN) data bus.

The WIN interfaces with the Remote Keyless Entry (RKE) FOBIK and the Tire Pressure Monitor (TPM) sensors (if equipped) using Radio Frequency (RF) communication, with the Immobilizer System (theft) transponder within the FOBIK using Low Frequency (LF) RF communication. It also communicates with the TPM trigger transponders (if equipped) and electronic shaft lock module (if equipped) using a Local Interface Network (LIN) data bus connection.

The WIN provides a switched 12-volt source through an isolated switch for the electronic shaft lock module required for certain export market vehicles and contains a key removal inhibit solenoid, an electronic Brake Transmission Shift Interlock (BTSI) solenoid, a key-in warning contact and it serves as the real time vehicle clock by transmitting the clock information to other electronic modules over the CAN data bus.

The WIN cannot be adjusted or repaired, but is flash update capable. If ineffective or damaged the entire WIN must be replaced. Refer to RECEIVER, WIRELESS IGNITION NODE, REMOVAL .

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. Install three new molded plastic ball socket clips (5) into the adaptive speed control (also known as Adaptive Cruise Control/ACC) sensor mounting bracket (3) located below the center 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 mounting bracket to the underside of the bumper support bar.
3. Install and tighten the two screws (4) that secure the mounting bracket to the support bar. Tighten the screws securely.
4. Reinstall the ACC sensor onto the mounting bracket. Refer to «SENSOR AND BRACKET, ADAPTIVE SPEED CONTROL, INSTALLATION»(ref-465939-S09884436822012042300000) .

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 center 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-465939-S29728690602012042300000) .
8. Snap the bezel into the center opening of the grille insert in the lower air intake opening of the front fascia.
9. Use a diagnostic scan tool and the appropriate diagnostic information to perform the horizontal sensor alignment procedure.