Electronic Control Modules - Service Information: Other Dodge Nitro I

SKREEM PROGRAMMING

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

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

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

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

PROGRAMMING THE SKREEM

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

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

Note. Before replacing the ECU for a failed driver, control circuit or ground circuit, be sure to check the related component/circuit integrity for failures not detected due to a double fault in the circuit. Most ECM driver/control circuit failures are caused by internal component failures (i.e. relay and solenoids) and shorted circuits (i.e. pull-ups, drivers and switched circuits). These failures are difficult to detect when a double fault has occurred and only one DTC has set.

ECM/SKIM/WCM PROGRAMMING

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

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

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

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

PROGRAMMING THE SKIM

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

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

PROGRAMMING IGNITION KEYS TO THE SKREEM

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

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

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

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

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

CAN-IHS-LIN BUS

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

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

There are actually three separate CAN bus systems used in the vehicle. They are designated: the CAN-Interior (also known as CAN Interior High Speed/IHS), the CAN-C and the Diagnostic CAN-C. The CAN-Interior and CAN-C systems provide on-board communication between all nodes in the vehicle. The CAN-C is the faster of the two systems providing near real-time communication (500 Kbps). The CAN-C is used typically for communications between more critical nodes, while the slower (125 Kbps) CAN-Interior system is used for communications between less critical nodes.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Scheme 112

The Data Link Connector (DLC) (2) is a 16-way molded plastic connector insulator on a dedicated take out of the instrument panel wire harness. This connector is located at the lower edge of the steering column opening cover (1) on the instrument panel, inboard of the steering column. The connector insulator is retained by two screws to an integral mounting tab on the lower instrument panel reinforcement, just below the lower edge of the steering column opening cover.

DATA LINK CONNECTOR

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

Scheme 113

The Antilock Brake Module (ABM) is mounted to the Hydraulic Control Unit (HCU) and operates the ABS system.

CONTROLLER ANTILOCK BRAKES

The ABM voltage source is through the ignition switch in the RUN position. The ABM contains dual microprocessors. A logic block in each microprocessor receives identical sensor signals. These signals are processed and compared simultaneously. The ABM contains a self check program that illuminates the ABS warning light when a system fault is detected. Faults are stored in a diagnostic program memory and are accessible with the scan tool. ABS faults remain in memory until cleared, or until after the vehicle is started approximately 50 times. Stored faults are not erased if the battery is disconnected.

ANTILOCK BRAKE MODULE (ABM)

1. Remove the negative battery cable from the battery.
2. Pull up on the ABM harness connector release and remove connector.
3. Remove the ABM module mounting screws (1) from the ABM unit.

Scheme 114

Note. If the ABM module is being replaced with a new ABM module it must be reprogrammed with the use of a scan tool.

Scheme 115

1. Install ABM module to the HCU unit (1).
2. Install mounting screws (1). Tighten to 2 N.m (16 in. lbs.).
3. Install the wiring harness connector to the HCU unit and push down on the release to secure the connector.
4. Install negative battery cable to the battery.

Scheme 116

The Engine Control Module (ECM) (2) is located in the left side of engine compartment attached to the left inner fender behind the battery. The ECM also incorporates the barometric pressure sensor in it's housing. (Scheme 116)

ENGINE CONTROL MODULE (ECM)

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

ECM OPERATING MODES

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

IGNITION SWITCH ON (ENGINE OFF)

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

ENGINE START-UP MODE

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

NORMAL DRIVING MODES

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

LIMP-IN MODE

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

OVERSPEED DETECTION MODE

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

AFTER-RUN MODE

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

MONITORED CIRCUITS

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

HARD CODE

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

INTERMITTENT CODE

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

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

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

Refer to the appropriate Diesel Powertrain Diagnostic article for more information.

PCM/TCM FLASH REPROGRAMMING

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

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

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

TABLE OF CONTENTS

1. «SECTION 1 - PCM / TCM FLASH PROCEDURE»(ref-306152-S11949197662008120900000) .
2. «REQUIRED TOOLS/EQUIPMENT»(ref-306152-S08912863372008120900000) .
3. «TECH TIPS and INFORMATION»(ref-306152-S00505505092008120900000) .
4. «PARTS REQUIRED»(ref-306152-S16655813922008120900000) .

SECTION 1 - PCM / TCM FLASH PROCEDURE

If using StarSCAN® or StarMOBILE® Desktop Client, go to REPAIR PROCEDURE - USING STARSCAN® OR STARMOBILE® DESKTOP CLIENT .

If using StarMOBILE® Standalone Diagnostic Mode, go to REPAIR PROCEDURE - USING STARMOBILE® STANDALONE DIAGNOSTIC MODE .

REPAIR PROCEDURE - USING STARSCAN® OR STARMOBILE® DESKTOP CLIENT

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

1. Open the hood of the vehicle and install a battery charger. Verify that the charging rate provides a continuous charge of 13.2-13.5 volts.
2. Connect the StarSCAN® or StarMOBILE® to the vehicle data link connector located under the steering column and turn the ignition key to the "RUN" position.
3. Power on the StarSCAN® or StarMOBILE®. If the StarMOBILE® is being used, launch the StarMOBILE® Desktop Client and connect to the appropriate StarMOBILE® device.
4. Retrieve the old ECU part number. From the tool's Home screen, Select "ECU View" Select "PCM" Select "More Options" Select "ECU Flash" Record the part number at the top of the Flash PCM screen for later reference.
5. Program the ECU as follows: Using the StarSCAN® / StarMOBILE® at the Home screen, select "ECU View" Select "PCM" Select "More Options" Select "ECU Flash" Select "Browse for New File" and follow the on screen instructions. Highlight the appropriate calibration based on the part number recorded in Step 4 e , or by using Year/Model/Engine and appropriate emissions selection for the vehicle being worked on. NOTE: If you are not connected to the vehicle, you may also search for flash files by selecting the "Flash Download" button from the Home screen. Select "Download to Scantool" Once the download is complete, select "Close" and then "Back" Highlight the listed calibration, select "Update Controller" and follow the on screen instructions. When the PCM update is complete, select "OK" Verify that the part number at the top of the Flash PCM screen has updated to the new part number. NOTE: If this flash process is interrupted or aborted, the flash should be restarted.
6. Continue to «SECTION 2 - ADDITIONAL PCM / TCM REPLACEMENT PROCEDURES»(ref-306152-S41834729832008120900000) to complete the process if the ECU has been replaced.
7. Type the necessary information on the "Authorized Modification Label" (p/n 04275086AB) and attach near the VECI label (See «SECTION 3 - AUTHORIZED MODIFICATION LABEL»(ref-306152-S34188168332008120900000) for details).

STEP-BY-STEP INSTRUCTIONS

Check PCM VIN

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

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

Diesel Particulate Filter (Used) Learning

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

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

ECU Replacement with Value Transfer

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

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

ECU Replacement without Value Transfer

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

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

Enable / Disable Vehicle Features

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

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

Exhaust Throttle Plate Adaptive Learn Position

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

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

Fuel Mean Value Adaptation Initialization

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

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

IMA Rapid Calibration

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

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

Initialize EGS

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

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

Injector Quantity Adjustment

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

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

Mobile DeSoot - NO Minimum Required Soot Load

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

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

NOx Catalyst (New) Initialization

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

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

PCM Replaced

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

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

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

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

Program Variant Code

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

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

Quicklearn

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

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

Reset Regenerative Filter Timers

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

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

Set Oil Dilution Mass Value

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

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

SECTION 3 - AUTHORIZED MODIFICATION LABEL

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

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

Scheme 117

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

REQUIRED TOOLS/EQUIPMENT

TECH TIPS AND INFORMATION

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

PARTS REQUIRED

Scheme 118

1. The ECM (Engine Control Module-Diesel) (4) is located in the engine compartment.
2. Disconnect negative battery cable.
3. Disconnect ECM electrical connectors (1).
4. Remove ECM mounting nuts (5).
5. Remove ECM (4) and bracket assembly (3) from vehicle.
6. Separate ECM (4) from bracket (3).

MODULE-HEATED SEAT

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

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

In addition to operating the heated seat elements, the heated seat module sends LED illumination messages to the instrument cluster, sometimes referred to as the Cab Compartment Node (CCN) via the LIN data bus. The CCN then sends the LED illumination message to the accessory switch bank so that the appropriate LEDs are illuminated for any given heating level. Pressing the switch once will select high-level heating. Pressing the switch a second time will select low-level heating. Pressing the switch a third time will shut the heating elements off.

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

HEATED SEAT MODULE

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

Refer to SYSTEM WIRING DIAGRAMS article for complete circuit schematic or CONNECTOR PIN-OUTS article for pin-out information.

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

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

Scheme 119

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

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

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

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

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

1. «SECTION 1 - PCM / TCM FLASH PROCEDURE»(ref-306152-S33293174982008120900000) .
2. «REQUIRED TOOLS/EQUIPMENT»(ref-306152-S20319345702008120900000) .
3. «TECH TIPS and INFORMATION»(ref-306152-S35208318242008120900000) .
4. «PARTS REQUIRED»(ref-306152-S32342254982008120900000) .

If using StarSCAN® or StarMOBILE® Desktop Client, go to REPAIR PROCEDURE - USING STARSCAN® OR STARMOBILE® DESKTOP CLIENT .

If using StarMOBILE® Standalone Diagnostic Mode, go to REPAIR PROCEDURE - USING STARMOBILE® STANDALONE DIAGNOSTIC MODE .

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

1. Open the hood of the vehicle and install a battery charger. Verify that the charging rate provides a continuous charge of 13.2 - 13.5 volts.
2. Connect the StarSCAN® or StarMOBILE® to the vehicle data link connector located under the steering column and turn the ignition key to the "RUN" position.
3. Power on the StarSCAN® or StarMOBILE®. If the StarMOBILE® is being used, launch the StarMOBILE® Desktop Client and connect to the appropriate StarMOBILE® device.
4. Retrieve the old ECU part number. From the tool's Home screen, Select "ECU View" Select "PCM" Select "More Options" Select "ECU Flash" Record the part number at the top of the Flash PCM screen for later reference.
5. Program the ECU as follows: Using the StarSCAN® / StarMOBILE® at the Home screen, select "ECU View" Select "PCM" Select "More Options" Select "ECU Flash" Select "Browse for New File" and follow the on screen instructions. Highlight the appropriate calibration based on the part number recorded in Step 4 e , or by using Year/Model/Engine and appropriate emissions selection for the vehicle being worked on. NOTE: If you are not connected to the vehicle, you may also search for flash files by selecting the "Flash Download" button from the Home screen. Select "Download to Scantool" Once the download is complete, select "Close" and then "Back" Highlight the listed calibration, select "Update Controller" and follow the on screen instructions. When the PCM update is complete, select "OK" Verify that the part number at the top of the Flash PCM screen has updated to the new part number. NOTE: If this flash process is interrupted or aborted, the flash should be restarted.
6. Continue to «SECTION 2 - ADDITIONAL PCM / TCM REPLACEMENT PROCEDURES»(ref-306152-S26294552352008120900000) to complete the process if the ECU has been replaced.
7. Type the necessary information on the "Authorized Modification Label" (p/n 04275086AB) and attach near the VECI label (See «SECTION 3 - AUTHORIZED MODIFICATION LABEL»(ref-306152-S34188168332008120900000) for details).

Check PCM Odometer

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

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

Check PCM VIN

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

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

Initialize CVT

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

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

Initialize EGS

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

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

Learn ETC

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

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

PCM Replaced

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

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

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

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

Quicklearn

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

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

Update CVT TCM

From the "Home" screen

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

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

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

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

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

Scheme 120

Scheme 121

1. The PCM (Powertrain Control Module) (3-Right Hand Drive), or (3-Left Hand Drive) is located in the engine compartment.
2. Disconnect negative battery cable.
3. Disconnect PCM electrical connectors (5-Right Hand Drive) or (4-Left Hand Drive).
4. Remove PCM mounting screws (4-Right Hand Drive), or (5-Left Hand Drive).
5. Remove PCM (3-Right Hand Drive), or (3-Left Hand Drive) from vehicle.

STEERING CONTROL MODULE

The microprocessor-based Steering Control Module (SCM) utilizes integrated circuitry to monitor hard wired analog and multiplexed inputs from both the right and left multi-function switches. In response to those inputs, the internal circuitry of the SCM allow it to transmit electronic message outputs to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) over the Local Interface Network (LIN) data bus.

In response to those inputs the internal circuitry and programming of the EMIC, which is also the LIN master module in the vehicle, allow it to control and integrate many electronic functions and features of the vehicle through both hard wired outputs and the transmission of electronic message outputs to other electronic modules in the vehicle over the Controller Area Network (CAN) data bus. See DESCRIPTION .

The SCM is connected to both a fused B(+) circuit and a fused ignition switch output (run-start) circuit. It receives a path to ground at all times. These connections allow it to remain functional regardless of the ignition switch position. Any input to the SCM that controls a vehicle system function that does not require that the ignition switch be in the ON position such as turning on the lights, prompts the SCM to wake up and transmit on the LIN data bus.

The hard wired circuits between components related to the SCM may be diagnosed using conventional diagnostic tools and procedures. Refer to SYSTEM WIRING DIAGRAMS article. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds.

However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SCM or the electronic controls or communication between modules and other devices that provide some features of the SCM. The most reliable, efficient, and accurate means to diagnose the SCM or the electronic controls and communication related to SCM operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

The hard wired circuits between components related to the Steering Control Module (SCM) may be diagnosed using conventional diagnostic tools and procedures. Refer to SYSTEM WIRING DIAGRAMS article. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds.

However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SCM or the electronic controls or communication between modules and other devices that provide some features of the SCM. The most reliable, efficient, and accurate means to diagnose the SCM or the electronic controls and communication related to SCM operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

Scheme 122

If the vehicle is equipped with a NAG1 transmission the TCM (1) is a separate module located behind the drivers knee bolster to the right of the steering column.

Scheme 123

The Transmission Control Module (TCM) is a sub-module within the Powertrain Control Module (PCM) (1). The PCM is located on the right inner fender. The NGC IV (fourth-generation) Powertrain Control Module (PCM) provides integrated electronic control of all transmission functions.

If the vehicle is equipped with a NAG1 transmission the TCM (1) is a separate module located behind the drivers knee bolster to the right of the steering column.

TRANSMISSION CONTROL MODULE - DIESEL ENGINE

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 hard wired to, and used specifically by the TCM. Indirect inputs 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 cluster/CCN)

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. See STANDARD PROCEDURE .

BATTERY FEED

A fused, direct battery feed to the TCM is used for continuous power. This battery voltage is necessary to retain memory in the TCM. 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.

Scheme 124

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 124)

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

For example, if the input shaft is rotating at 1000 RPM and the output shaft is rotating at 500 RPM, then the TCM can determine that the gear ratio is 2:1. In direct drive (3rd gear), the gear ratio changes to 1:1. The gear ratio changes as clutches are applied and released. By monitoring the length of time it takes for the gear ratio to change following a shift request, the 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 problems 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

SHIFT SCHEDULES

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.

TRANSMISSION CONTROL MODULE - GASOLINE ENGINES

The TCM is the controlling unit for 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 hard-wired to, and used specifically by the TCM. Indirect inputs originate from other components/modules, and are shared with the TCM via the CAN 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 (CKP)
6. Transmission Range Sensor (TRS)
7. Pressure Switches (L/R, 2/4, OD)
8. Transmission Temperature Sensor (TTS) (Integral to TRS)
9. Input Shaft Speed Sensor
10. Output Shaft Speed 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. Speed Control ON/OFF Switch
6. Engine Coolant Temperature
7. Ambient/Battery Temperature
8. Brake Switch Status
9. 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 (L/R, 2/4, OD and UD)
3. Vehicle Speed (to PCM)
4. Torque Reduction Request (to PCM)

Some examples of TCM indirect outputs are

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

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

1. Storing and maintaining Clutch Volume Indices (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. See STANDARD PROCEDURE .

CLUTCH VOLUME INDEX (CVI)

An important function of the TCM is to monitor Clutch Volume Index (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. see scheme 35

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

For example, if the input shaft is rotating at 1000 RPM and the output shaft is rotating at 500 RPM, then the TCM can determine that the gear ratio is 2:1. In direct drive (3rd gear), the gear ratio changes to 1:1. The gear ratio changes as clutches are applied and released. By monitoring the length of time it takes for the gear ratio to change following a shift request, the 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 problems within the input clutch assembly (broken return springs, out of position snap rings, excessive clutch pack clearance, improper assembly, etc.) 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 42RLE SHIFT SCHEDULE table to determine the appropriate operation expected, depending on driving conditions.

42RLE SHIFT SCHEDULE

DRIVE LEARN - RFE

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 step 1 and step 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 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 step 1 and step 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 step 1 until the 2-3 and 3-4 shifts become smooth and the OD and 4C CVI become stable.

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 step 1 until the UD volume becomes somewhat stable and the shift becomes smooth.

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 step 1 until the 3-2 kickdowns become smooth and the 2C CVI becomes stable.

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 pull down to Low or 1st gear at closed throttle.
2. Repeat step 1 until the LR CVI becomes stable and the manual 2-1 becomes smooth.

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 step 1 until the 4-5 shift become smooth and the Alt 2C CVI become stable. 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.

TCM QUICK LEARN

The quick learn procedure requires the use of the 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 three 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 16°C (60°F) and below 93°C (200°F).