Electronic Control Modules - Service Information: Other Jeep Commander 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 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 all vehicle nodes. However, in addition to the CAN bus network, certain nodes may also be equipped with a dedicated Serial Controller Interface (SCI) or a K-Line serial link bus to provide direct communication between that node and certain sensor inputs.

There are actually three separate CAN bus systems used in the vehicle. They are designated: the CAN-B, the CAN-C and the Diagnostic CAN-C. The CAN-B and CAN-C systems provide on-board communication between all of the nodes that are connected to them. The CAN-C is the faster of the two systems providing near real-time communication (500 Kbps), but is less fault tolerant than the CAN-B system. The CAN-C is used typically for communications between more critical nodes, while the slower (83.3 Kbps), but more fault tolerant CAN-B system is used for communications between less critical nodes. The CAN-B fault tolerance comes from its ability to revert to a single wire communication mode if there is a fault in the bus wiring.

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 Front Control Module (FCM) 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.

All vehicles have a Central GateWay (CGW or FCM CGW) or hub module integral to the FCM that 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-B bus or on the higher speed CAN-C or CAN-D bus, the message structure and layout is similar, which allows the Front Control Module/Central GateWay (FCM or FCMCGW) to process and transfer messages between the buses. The FCM 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 messages 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 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 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 FCM and the Powertrain Control Module (PCM).

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 CAN-C bus. On the CAN-D bus (or Diagnostic CAN-C) all of the 60 ohm termination resistance is present in the Central GateWay (FCMCGW).

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

Note. Termination resistance of a CAN-B node cannot be verified with a Digital Multi-Meter (DMM) or Digital Volt-Ohm Meter (DVOM). The transceiver of each CAN-B node connects to termination resistors internally. When the vehicle battery is disconnected, the internal connections of all CAN-B node transceivers are switched open, disconnecting the termination resistors. Therefore, the total bus resistance measured under these conditions will be extremely high or infinite, which does not accurately reflect the actual termination resistance of the CAN-B bus.

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 VOLTAGE (NORMAL OPERATION) table.

CAN BUS VOLTAGE (NORMAL OPERATION)

In order to minimize the potential effects of Ignition-OFF Draw (IOD), the CAN-B 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 FCM, 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-B 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-B bus network is asleep, any node on the bus can awaken it by transmitting a message on the network. The FCM will keep either the CAN-B 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 FCM 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 FCM also has two 64-bit registers, which track each of the as-built and currently responding nodes on the CAN-B and CAN-C buses. The FCM 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 FCM. To aid in CAN network diagnosis, the FCM will provide CAN-B 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-B bus will identify a general bus hardware failure . The transceivers for some CAN-B nodes will also identify certain failures for both CAN-B bus signal wires.

Scheme 165

The Data Link Connector (DLC) (1) 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 instrument panel, outboard of the steering column. The connector insulator is retained by integral snap features within a rectangular cutout in a mounting bracket (2) integral to the lower instrument panel base trim, just below the lower edge of the instrument panel steering column opening cover and inboard of the inside hood release (3) on the inner cowl side trim.

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 166

The Adjustable Pedals Module (APM) is located underneath the driver seat, towards the front and on the outboard side. It is used in conjunction with the other modules in the memory system.

MEMORY SEAT MODULE

In order to obtain conclusive testing of the adjustable pedals system, the Controller Area Network (CAN) data bus, and all of the electronic modules that provide inputs to, or receive outputs from the adjustable pedals system components must be checked. Any diagnosis of the adjustable pedals module 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-out information.

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

Scheme 167

1. Disconnect and isolate the battery negative cable.
2. Remove the driver seat cushion/cover (2). Refer to «REMOVAL»(ref-288230-S09748869532008062000000) .
3. Pivot the module upward and disconnect the electrical connectors (1).
4. Unsnap the adjustable pedals module (4) from the side brackets.
5. Pull the module rearward to remove it from the front of the seat frame (3).

ADJUSTABLE PEDALS MODULE

1. Place the module (4) into position making sure the mounting tabs are properly aligned with the front bracket.
2. Push down on the rear of the module (4) snapping the retaining clips into place in the side brackets.
3. Connect the adjustable pedals module rear harness connectors (1).
4. Connect the adjustable pedals module front harness connectors.
5. Install the driver seat cushion/cover (2). Refer to «INSTALLATION»(ref-288230-S24798389932008062000000) .
6. Connect the battery negative cable.
7. Verify system and vehicle operation.

Scheme 168

Note. If the ABM module is replaced it must be initialized using the scan tool.

The Antilock Brake Module (ABM) (1) is mounted to the Hydraulic Control Unit (HCU) (2) and operates the ABS system.

CONTROLLER ANTILOCK BRAKES

Note. If the ABM nodule is replaced it must be initialized using the scan tool.

The ABM voltage is supplied by 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.

Scheme 169

Scheme 170

Scheme 171

1. Remove the negative battery cable from the battery.
2. Install a brake pedal prop rod.
3. Siphon the master cylinder.
4. Disconnect the HCU electrical connectors (5).
5. Remove the primary brake line at the master cylinder.
6. Remove the primary brake line from the HCU (4).
7. Remove the secondary brake line at the master cylinder.
8. Remove the secondary brake line at the HCU (4)
9. Remove the 4 chassis lines (3) at the HCU (4).
10. Remove the 1 mounting nut and 1 bolt holding the HCU bracket attachment to the vehicle.
11. Remove the HCU (3) with the bracket (5) from the vehicle. 1 - ABM 2 - HCU
12. Remove the 3 ABM bolts securing the ABM (1) to the HCU (2).
13. Separate the ABM (1) from the HCU (2).

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

1. Install new seals between the ABM and HCU.
2. Install the ABM (1) to the HCU (2). 1 - ABM 2 - HCU
3. Install the 3 ABM (1) mounting bolts to the HCU (2) if removed tighten mounting bolts to 12 N.m (9 ft. lbs.).
4. Install the HCU (3) with bracket (5) to the vehicle and tighten the 2 mounting nuts.
5. Reconnect the HCU electrical connector (5).
6. Install the 4 chassis lines (3) at the HCU (4).
7. Install the secondary brake tube at the HCU (4).
8. Install the secondary brake tube at the master cylinder.
9. Install the primary brake tube at the HCU (4).
10. Install the primary brake tube at the master cylinder.
11. Install negative battery cable to the battery.
12. Remove the brake pedal prop rod.
13. Bleed base and ABS brake systems. Refer to «STANDARD PROCEDURE»(ref-288221-S12183165592008062000000) .
14. Initialize the ABS module using the scan tool.

Scheme 172

The Engine Control Module (ECM) is located in the left side of engine compartment attached to the left inner fender behind the battery.

ENGINE CONTROL MODULE (ECM)

The Engine Control Module (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 subsystems 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. 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.

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 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.

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: See «SECTION 1 - PCM / TCM FLASH PROCEDURE»(ref-288251-S38165404202008062000000) .
2. REQUIRED TOOLS/EQUIPMENT: See «REQUIRED TOOLS/EQUIPMENT»(ref-288251-S11260352142008062000000) .
3. TECH TIPS and INFORMATION: See «TECH TIPS and INFORMATION»(ref-288251-S16728103732008062000000) .
4. PARTS REQUIRED: See «PARTS REQUIRED»(ref-288251-S35472114452008062000000) .

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-288251-S07102989462008062000000) 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-288251-S28923345682008062000000) 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 173

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

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

PARTS REQUIRED

Scheme 174

1. Disconnect negative battery cable.
2. Disconnect Engine Control Module (ECM) electrical connectors (1).
3. Remove ECM bracket to inner fender retaining nuts (5).
4. Remove ECM and bracket assembly from vehicle.
5. Separate ECM from bracket.

1. Install Engine Control Module (ECM) on bracket (3).
2. Position ECM and bracket assembly in vehicle.
3. Install ECM bracket to inner fender retaining nuts (5).
4. Connect ECM electrical connectors (1).
5. Connect negative battery cable.

Scheme 175

The Final Drive Control Module (FDCM) (2) is a microprocessor-based assembly, controlling a 4X4 Transfer Case and Front and Rear Electronic Limited Slip Differentials (ELSD's). Communication is via the CAN serial bus. Inputs include user selectable 4X4 modes that include 4WD Full Time (4HI), 4LO, Neutral. The logic and driver circuitry is contained in aluminum housing base and a stamped steel housing cover with an embedded heat sink (Scheme 175)

The FDCM is installed inside the passenger compartment underneath the driver side of the rear seat.

POWER UP/DOWN

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

The FDCM 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 FDCM

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

The following are outputs of the FDCM

1. 5V Sensor Supply
2. Transfer Case NEUTRAL Lamp
3. Front Electronic Limited Slip Differential Pressure Solenoid
4. Rear Electronic Limited Slip Differential Pressure Solenoid
5. Transfer Case Bi-directional Motor Control (A & B)
6. Switched B+ Solenoid Supply
7. Transfer Case Motor Brake Control

TRANSFER CASE RANGE SELECT SWITCH INPUT (NEUTRAL & 4HI/4LO SELECT SWITCH)

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

The NEUTRAL Select Switch Input will provide the operator with the ability to place the Transfer Case in Neutral. The 4HI/ 4LO Select Switch Input will provide the operator with the ability to place the transfer case in 4HI or 4LO. The NEUTRAL Select Switch is a momentary contact switch and the 4HI/4LO Select Switch is a 2-position toggle or a momentary contact switch and both these switches are provided through a resistor network for diagnostic purposes. The input will have an internal 1.0K +/- 1% pull-down resistor to ground.

As the selected position in the 4HI/4LO Switch varies and/or the NEUTRAL Switch is depressed or not, the resistance between the module's Transfer Case Range Select Switches voltage supply and Transfer Case Range Select Switches input will vary. Hardware, software, and calibrations within the FDCM will be provided that interpret the external resistance between the module's Transfer Case Range Select Switches voltage supply and Transfer Case Range Select Switches inputs as given in the table below

RESISTANCE RANGE

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

TRANSFER CASE MODE SENSOR SIGNAL

The Transfer Case Mode Sensor Signal Input will provide the FDCM 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. FDCM will be capable of driving the LED continuously at 25 MA.

FRONT AND REAR ELECTRONIC LIMITED SLIP DIFFERENTIAL PRESSURE SOLENOID

These outputs will control a Solenoid that regulates the oil pressure inside the Front and Rear Electrical Differential. The oil pressure controls a clutch pack in the front differential that varies the torque transfer across the front or rear axle. The solenoid will be PWM controlled at a 1Khz frequency and with a 0 to 100% duty cycle capability.

TRANSFER CASE BI-DIRECTIONAL MOTOR CONTROL (A & 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 FDCM will perform any required Shut Down tasks prior to turning off the 5V regulator.

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

Scheme 176

Scheme 177

1. Disconnect and isolate the battery negative cable.
2. Lift up rear seat to expose the park assist module and final drive control module.
3. Disconnect the module electrical connector (1).
4. Using a trim stick (special tool #C-4755) or equivalent, gently pry back on the retaining tabs on the mounting plate (2) and remove module.

FINAL DRIVE CONTROL MODULE

1. Place the final drive control module (3) in its location on the mounting plate (2) and firmly snap into place.
2. Connect the electrical connector (1).
3. Lower the rear seat back down into position.
4. Connect the battery negative cable.

Scheme 178

The Front Control Module (FCM) (3) is a micro controller based module located in the left front corner of the engine compartment. The FCM mates directly to the Integrated Power Module (IPM)(2). The IPM connects directly to the battery and provides the primary means of circuit protection and power distribution for many of the vehicle electrical systems. The FCM controls power to some of these vehicle systems electrical and electromechanical loads based on inputs received from hard wired switch inputs and data received on the Controller Area Network (CAN) data bus circuit.

MODULE-FRONT CONTROL

As messages are sent over the Controller Area Network (CAN) bus circuit, the Front Control Module (FCM) reads these messages and controls power to some of the vehicles electrical systems by completing the circuit to ground (low side driver) or completing the circuit to 12 volt power (high side driver). The following functions are controlled by the FCM

1. Front turn signals
2. Turn signal and tail lamps
3. Front and rear hazard warning lamps
4. Headlamps
5. Fog Lamps
6. Daytime running lamps - if equipped
7. Horn
8. Windshield wiper and washer systems
9. Trailer tow wiring output
10. Power Accessory Delay
11. Smart Power Accessory Delay
12. Power adjustable pedals
13. Diesel Cabin Heaters
14. Electric AC Fans
15. Hydraulic/Electronic cooling fan
16. Sensor monitoring (ambient, battery voltage, battery Ignition Off Draw (IOD), brake pedal position, brake fluid level switch and hood ajar - if equipped)

The FCM provides the following features for the above function

1. It flashes lamps in response to turn signal, Remote Keyless Entry and Vehicle Theft Security Alarm inputs. Refer to «OPERATION»(ref-288252-S11827950532008062000000) for additional information on customer programmable features.
2. It sounds the horn in response to Remote Keyless Entry and Vehicle Theft Security Alarm inputs. Refer to «OPERATION»(ref-288252-S11827950532008062000000) for additional information on customer programmable features.
3. It turns off the horn in the event of excessively long operation that could otherwise damage the horn.
4. It minimized voltage variations to the headlamps to extend bulb life.
5. If the headlamps are left on, it automatically turns them off after eight minutes to protect the battery from discharge.
6. It operates the high-beam headlamps at reduced intensity by pulse-width modulation of the power supply to provide the daytime running lamps.
7. It provides the variable delay intermittent windshield wiper feature and the vehicle speed sensitive windshield wiper delay variation.
8. It acts as a gateway between the CAN-C network for critical powertrain and anti-lock brake systems and the CAN-B network for body and interior modules as well as the CAN-D network. For example it collects ambient temperature data and relays it to the PCM.

Scheme 179

1. Disconnect and isolate the battery negative cable.
2. Remove the Integrated Power Module (IPM) from the engine compartment. Refer to «REMOVAL»(ref-288253-S19670115232008062000000) .
3. Remove the four fasteners (2) securing the Front Control Module (FCM) (1) to the IPM (3).
4. Separate the FCM from the IPM by pulling the two straight away from each other to disengage the electrical connector.

Scheme 180

Note. If installing a new service part, remove the plastic cover from the original module and install it on the new one.

1. Connect the Integrated Power Module (IPM) (3) to the Front Control Module (FCM) (1) by lining up the electrical connector and pushing the two together.
2. Install the four fasteners (2) securing the FCM (1) to the IPM (3).
3. Install the IPM. Refer to «INSTALLATION»(ref-288253-S12982844902008062000000) .
4. Connect the battery negative cable.

Scheme 181

There are two Memory Mirror Modules (these are sometimes referred to as Driver Door Modules (DDM) and Passenger Door Modules (PDM)) within the memory system. One is located in the driver door and one in the passenger door, just behind the door trim panel. The modules send a bus message to the power mirrors to adjust them to a preset position when a memory recall request has been made.

The memory mirror modules also act as an interface in each door for electrical functions (door lock switches and door ajar switches).

The Memory System makes available for immediate recall personalized preferences of the following

1. Automatic temperature control settings.
2. Outside mirror positions.
3. Power adjustable brake and accelerator pedal position.
4. Power seat horizontal, vertical, recliner, and easy entry positions.
5. Radio push button station selections.

The major components of the Memory System are

1. Memory Selector Switch - located in the driver door trim panel.
2. Driver Memory Mirror Module (DMMM) - located in the driver door, behind the trim panel.
3. Passenger Memory Mirror Module (PMMM) - located in the passenger door, behind the trim panel.
4. Sentry Key Remote Entry Module (SKREEM) - located at ignition key cylinder.
5. Remote Keyless Entry (RKE) Transmitter - located with ignition key.
6. Memory Seat Module (MSM) - located underneath the driver seat and also controls the Adjustable Pedals.
7. Radio - located in the instrument panel center stack.
8. Automatic Temperature Control (ATC) - located in the instrument panel center stack.

The memory recall is available at the press of a button on the drivers door trim panel or, by using the Remote Keyless Entry (RKE) transmitter if it is programmed to trigger the recall.

Radio settings include up to 20 push button presets (10 AM and 10 FM), and the last station selection, even if it is not one of the 20 preset selections.

MEMORY MIRROR MODULE

The memory mirror module receives input from the door lock switches and sends that message to the cluster for door lock operation (vehicles equipped with memory system only). It also controls the mirror adjustment by receiving input from the mirror switch on the door trim panel. Sensors in the mirrors act as inputs to the memory mirror module in order to position the mirrors to presets by the driver(s). The power supply to the mirrors is supplied by the mirror memory modules. On vehicles equipped with a memory system, the front door ajar switches are inputs to the memory mirror module. The modules use this information for door lock inhibit etc.

A memory setting is saved by pressing the "set" button, then pressing either the memory "1" or "2" button within 5 seconds of pressing the "set" button.

A memory setting is recalled by pressing either the memory "1" or "2" button, or by pressing the unlock button on a "linked" Remote Keyless Entry (RKE) transmitter.

For driver safety, memorized settings can not be recalled if the transmission is in a position other than Park or the seat belt is latched.

Both driver and passenger modules provide active and stored Diagnostic Trouble Codes (DTC's) to aid in diagnosis.

Both modules are identical in appearance with the exception of an extra ground wire on the driver side memory mirror module.

Any diagnosis of the memory mirror module should begin with the use of a scan tool and the appropriate Diagnostic information.

Refer to SYSTEM WIRING DIAGRAMS article.

Scheme 182

1. Disconnect and isolate the battery negative cable.
2. Remove the door trim panel. Refer to «REMOVAL»(ref-288230-S21671367642008062000000) .
3. Disconnect the electrical connector from module.
4. Remove fasteners and module from vehicle.

Scheme 183

1. Position module on door trim panel and install fasteners.
2. Connect the electrical connector to module.
3. Install the door trim panel. Refer to «INSTALLATION»(ref-288230-S18316369072008062000000) .
4. Connect the battery negative cable.

Scheme 184

Note. The scan tool standardization process must be performed on the Memory Seat Module (MSM) any time a new module is installed or the existing module is reflashed.

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

The memory system will automatically recall all of these settings when a button of the memory switch is depressed, or when the doors are unlocked using the Remote Keyless Entry (RKE) transmitter (if the "RKE Linked to Memory" feature is enabled). If the vehicle has more than two drivers the RKE transmitter recall of memory features can be disabled. This is a customer programmable feature of the Electronic Vehicle Information Center (EVIC).

The Memory Seat Module (MSM) receives battery current through a 25 amp circuit breaker in the Power Distribution Center (PDC) so that the memory system remains operational, regardless of the ignition switch position. When the driver memory switch button is pushed, a resistance signal is sent to the MSM via the Controller Area Network (CAN) bus circuit. The MSM is responsible for the 12v battery feed and ground path to the power seat adjuster motor and other memory system components.

The MSM receives memory set/position switch input through the CAN bus circuit. The MSM also receives hard wired input from the hall effect sensors, mounted on each of the driver power seat adjuster motors and the driver side view mirror motor. The programmed software in the module allows it to know where the seat and adjustable pedals are located in its designed travel by a pulse count generated from the hall effect sensors. This way, when the memory switch is depressed the module will power these components until the correct preset location is achieved. The module will prevent the seat memory recall function from being initiated, if the transmission gear selector lever is not in the Park position, or if the vehicle is moving. These inputs are monitored over the Controller Area Network (CAN) bus circuit by the MSM.

A memory setting is saved by pressing the "set" button, then pressing either the memory "1" or "2" button within 5 seconds of pressing the "set" button.

A memory setting is recalled by pressing either the memory "1" or "2" button, or by pressing the unlock button on a "linked" Remote Keyless Entry (RKE) transmitter.

For driver safety, memorized settings can not be recalled if the transmission is in a position other than Park or the seat belt is latched.

The MSM performs the following functions

1. Positions the driver power seat (vertical, horizontal, and recliner positions).
2. Positions the power adjustable pedals.
3. Sends the memory save or recall (number 1 or number 2) command over the CAN data bus circuit to the other memory system components, radio station pre-sets and power mirror positions.
4. Provides for "linking" the key FOBs to memory.
5. Provides for the easy entry/exit feature.

When a memory button is pressed (number 1 or number 2) on the memory switch, the Driver Door Module (DDM) sends a recall message to the MSM. The MSM will then position the memory system components to the preprogrammed location/setting. When the Remote Keyless Entry (RKE) Transmitter button is pressed, depending on which transmitter (number 1 or number 2), the SKREEM (RKE Receiver) sends the recall request and FOB number (number 1 or number 2) data message. This RKE transmitter function depends on if the MSM is programmed to trigger the recall (linked FOBs).

A key FOB is "linked" to a memory setting by pressing the "set" button and then pressing either the memory "1" or "2" button within 5 seconds of pressing the set button, then by pressing the "lock" button on the selected key FOB.

The memory system "Easy Entry and /Exit" feature provides the driver with more room to enter or exit the vehicle. When the seat is in a memorized position, it will move rearward 55 millimeters or to the end of its travel, whichever occurs first, when the key is removed from the ignition switch lock cylinder. This is a customer programmable feature of the overhead console. The seat will return to the memory position when the driver turns the vehicle's ignition switch out of the LOCK position.

The memory system "learns" the seat and adjustable pedal motor maximum end positions when the motor reaches the limit of travel in any direction and stalls. Subsequently, movement will stop just short of that position to avoid extra stress on the motors and mechanisms. If the system learned a maximum position as a result of an obstruction, as for instance if a large object was placed on the floor behind the seat, the system can relearn the "true" maximum position through manually operating the power seat after the obstruction is removed.

Note. It is normal for the power accessories contained in the memory system to stop at the maximum "learned" position and then continue to the "true" maximum position when the control switch is released and then applied in the same direction a second time.

Certain functions and features of the memory system rely upon resources shared with other electronic modules in the vehicle over the Controller Area Network (CAN) bus. The CAN bus allows the sharing of sensor information. This helps to reduce wire harness complexity, internal controller hardware, and component sensor current loads. At the same time, this system provides increased reliability, enhanced diagnostics, and allows the addition of many new feature capabilities. For diagnosis of these electronic modules or of the CAN bus, the use of a scan tool and the proper diagnostic information are needed.

In order to obtain conclusive testing of the memory system, the Controller Area Network (CAN) data bus, and all of the electronic modules that provide inputs to, or receive outputs from the memory system components must be checked. Any diagnosis of the memory system/module 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-out information.

Note. Vehicles equipped with the memory/heated seat option utilize a low voltage cut-off feature. This feature turns off the 12v power to the power seat system anytime vehicle voltage is below 11.7v. Be certain to check the vehicle electrical system for proper voltage anytime the power seat system appears inoperative.

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

1. Disconnect and isolate the battery negative cable.
2. Remove the driver seat cushion/cover (2). Refer to «REMOVAL»(ref-288230-S09748869532008062000000) .
3. Pivot the module upward and disconnect the electrical connectors (1).
4. Unsnap the memory seat module (4) from the side brackets.
5. Pull the module rearward to remove it from the front of the seat frame (3).

Scheme 185

1. Place the module (4) into position making sure the mounting tabs are properly aligned with the front bracket.
2. Push down on the rear of the module (4) snapping the retaining clips into place in the side brackets.
3. Connect the MSM rear harness connectors (1).
4. Connect the MSM front harness connectors.
5. Install the driver seat cushion/cover (2). Refer to «INSTALLATION»(ref-288230-S24798389932008062000000) .
6. Connect the battery negative cable.
7. Using an appropriate scan tool, go to the MSM miscellaneous functions and perform the standardization routine.
8. Verify system and vehicle operation.

SENSOR RETURN - PCM INPUT

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, see DESCRIPTION .

FIVE VOLT SENSOR SUPPLIES - PRIMARY AND SECONDARY

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

IGNITION SWITCH (KEY-ON) MODE

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

1. The PCM 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.

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.

IDLE MODE

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

1. Air conditioning select signal (if equipped)
2. Air conditioning request signal (if equipped)
3. Battery voltage
4. Crankshaft position sensor
5. Engine coolant temperature sensor
6. Intake manifold air temperature sensor
7. Manifold absolute pressure (MAP) sensor
8. 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.

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.

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.

SIGNAL GROUND - PCM INPUT

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

IGNITION CIRCUIT SENSE - PCM INPUT

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.

Scheme 186

The PCM (1) is attached to the right-front inner fender located in the engine compartment.

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

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).

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 Powertrain Control Module (PCM) Outputs. The sensors and switches that provide inputs to the PCM are considered Powertrain Control Module (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 (automatic transmission), vehicle speed and the brake switch.

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 and from inputs it receives from the air conditioning clutch switch and brake switch.

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 speed control operation.

Note. PCM Inputs

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

Note. PCM Outputs

1. A/C 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 (if equipped)
23. Speed control vacuum solenoid
24. Speed control vent solenoid
25. Starter relay
26. Tachometer (if equipped). Driven through CAN bus circuits.
27. Transmission convertor clutch circuit
28. Transmission 3-4 shift solenoid
29. Transmission relay
30. Transmission temperature lamp (if equipped)
31. Transmission variable force solenoid

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.

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: See «SECTION 1 - PCM / TCM FLASH PROCEDURE»(ref-288251-S38165404202008062000000) .
2. REQUIRED TOOLS/EQUIPMENT: See «REQUIRED TOOLS/EQUIPMENT»(ref-288251-S11260352142008062000000) .
3. TECH TIPS and INFORMATION: See «TECH TIPS and INFORMATION»(ref-288251-S16728103732008062000000) .
4. PARTS REQUIRED: See «PARTS REQUIRED»(ref-288251-S35472114452008062000000) .

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-288251-S30845098132008062000000) 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-288251-S28923345682008062000000) 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

REQUIRED TOOLS/EQUIPMENT

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.

PARTS REQUIRED

The PCM (1) is attached to the right-front inner fender located in the engine compartment.

To avoid possible voltage spike damage to the PCM, ignition key must be off, and negative battery cable must be disconnected before unplugging PCM connectors.

Scheme 187

1. Disconnect and isolate negative battery cable.
2. Carefully unplug the 38-way connectors (2) from PCM.
3. A locating pin (5) is used in place of one of the PCM mounting bolts. Pry clip (4) from pin (5).
4. Remove two PCM mounting bolts (2), and remove PCM from vehicle.
5. Position ground strap (3) to the side.

1. Install clip (4) to pin (5).
2. Position PCM (1) to body and install two bolts (2). Be sure to position ground strap (3) before installing bolt.
3. Tighten two bolts (2) to 4 N.m (35 in. lbs.).
4. Check pin connectors in PCM. Also check the 38-way connectors (2) for corrosion or damage. Repair as necessary.
5. Carefully plug the 38-way connectors (2) into PCM (1).
6. Connect negative battery cable.
7. Use a diagnostic scan tool to reprogram new PCM with vehicles original Identification Number (VIN) and original vehicle mileage. If this step is not done, a Diagnostic Trouble Code (DTC) may be set.

Scheme 188

This vehicle is equipped with a Steering Control Module (SCM) (4) that houses an integral, internal clockspring. On some vehicles, the SCM also includes an integral, internal Steering Angle Sensor (SAS). The SCM is secured near the top of the steering column below the steering wheel and is completely concealed beneath the steering column shrouds. The SCM is installed as a modular unit that supports the left (lighting) multi-function switch (1), the right (wiper) multi-function switch (2), the hazard switch (3) and the turn signal cancel cam. The controls for each of the switches extend through appropriate clearance holes provided in the steering column shrouds.

The microprocessor-based SCM utilizes integrated circuitry and information carried on the Controller Area Network (CAN) data bus along with several hard wired analog and multiplexed inputs to monitor both the right and left multi-function switches, the ignition switch, the horn switch, the speed control switches and the remote radio switches. In response to those inputs, the internal circuitry and programming of the SCM 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 CAN data bus. See DESCRIPTION .

Scheme 189

The SCM circuitry, the clockspring, and the SAS are all contained within a flat, round molded plastic case. The back (instrument panel side) of the case has an integral mounting bracket that is secured to the stationary steering column housing with two screws. The back of the case also features a total of five integral fixed connector receptacles. The three upper receptacles are direct interface connectors for the hazard and multi-function switches and are concealed when these switches are mounted. The two lower receptacles connect the SCM to the vehicle electrical system through two take outs and connectors of the instrument panel wire harness.

The face of the SCM case consists of the rotating clockspring rotor with two integral connector receptacles and two pigtail wires with connectors located near the top. One receptacle receives the connector from the remote radio switches, and the other receives the connector from the horn switch and the speed control switches. The two pigtail wires contain the multistage driver airbag squib circuits. The turn signal cancel cam (not shown) extends from the back of the SCM case but is secured to the hub of the clockspring rotor and is keyed to the steering shaft so that it rotates the clockspring rotor with the steering wheel rotation.

A service replacement SCM is shipped with the clockspring pre-centered and with a molded plastic locking pin installed. The locking pin secures the centered clockspring rotor to the SCM case during shipment and handling, but must be removed after the SCM is installed on the steering column and before the steering wheel is installed. Refer to STANDARD PROCEDURE . The service replacement clockspring is also shipped in a standard configuration and must be electronically configured for certain optional equipment before these features will be operational. This optional equipment includes: automatic headlamps, front fog lamps, rear fog lamps, and SAS. Using a diagnostic scan tool, follow the programming steps outlined for CONFIGURE SCM under MISCELLANEOUS FUNCTIONS for the SCM/STEERING CONTROL MODULE menu item as appropriate.

The SCM has programmable memory that can be reprogrammed using a diagnostic scan tool and Flash reprogramming procedures. The SCM cannot be adjusted or repaired. If ineffective or damaged the entire SCM including the integral clockspring and, if the vehicle is so equipped, the SAS must be replaced. The left and right multi-function switches, the hazard switch and the turn signal cancel cam can be removed from and are serviced separately from the SCM.

STEERING CONTROL MODULE

The Steering Control Module (SCM) contains the clockspring and a microprocessor. On some vehicles, it also contains the Steering Angle Sensor (SAS). The SCM communicates over the Controller Area Network (CAN) data bus with other electronic modules in the vehicle and a diagnostic scan tool connected to the 16-way Data Link Connector (DLC).

The SCM is connected to a fused B(+) circuit and receives a path to ground at all times. These connections allow it to remain functional regardless of the ignition switch position. The driver airbag squib circuits of the clockspring, the speed control switch circuits and the hazard switch circuits pass through the SCM, but the SCM does not monitor, and has no control outputs related to these circuits. Any other input to the SCM that would cause a vehicle system to function but does not require that the ignition switch be in the ON position, such as turning ON the lights or sounding the horn, prompts the SCM to wake up and transmit on the CAN data bus.

The following paragraphs briefly describe the SCM responses to the various hard wired inputs it receives.

1. Horn Switch - The horn switch is an input to the SCM. The SCM provides a reference input to the horn switch at all times and monitors the horn switch status on a second circuit. When the horn switch is closed, the SCM transmits an electronic horn switch status message over the CAN data bus. The Front Control Module (FCM) in the engine compartment controls horn relay operation based upon this status message from the SCM.
2. Ignition Switch - The ignition switch is an input to the SCM. The SCM provides a reference input to a multiplexed circuit within the ignition switch and monitors the switch status on a second circuit to determine the switch position. The SCM then transmits the appropriate electronic ignition switch status messages to other electronic modules over the CAN data bus. The SCM can also detect a short or open in the switch by monitoring the return input and will transmit an electronic Signal Not Available (SNA) message when a fault is detected.
3. Left Multi-Function Switch - The left (lighting) multi-function switch provides several inputs to the SCM. The SCM provides reference inputs to the turn signal, beam select, exterior lighting and interior lighting controls of the left multi-function switch at all times and monitors the status of the switches on return circuits. The SCM then transmits the appropriate electronic switch status messages to other electronic modules over the CAN data bus. The SCM can also detect a shorted, open or stuck switch in each of the switch controls (except front fog lamps) by monitoring the return input and will transmit an electronic SNA message when a fault is detected. In general, the FCM in the engine compartment controls all exterior lighting operation and the Electromechanical Instrument Cluster (EMIC) (also referred to as Cab Compartment Node/CCN) controls all interior lighting operation based upon the various electronic switch status messages from the SCM.
4. Remote Radio Switches - The steering wheel mounted remote radio controls provide inputs to the SCM. The SCM provides a reference input to a multiplexed circuits within the switches and monitors the switch status on a second circuit to determine both switch positions. The SCM then transmits the appropriate electronic remote radio switch status messages to other electronic modules over the CAN data bus. The SCM can also detect an open or stuck switch by monitoring the return input and will transmit an electronic SNA message when a fault is detected. The radio receiver controls its own operation based upon the electronic remote radio switch status messages from the SCM.
5. Right Multi-Function Switch - The right (wiper) multi-function switch provides several inputs to the SCM. The SCM provides reference inputs to the front wiper/washer and rear wiper/washer controls of the right multi-function switch at all times and monitors the status of the switches on return circuits. The SCM then transmits the appropriate electronic switch status messages to other electronic modules over the CAN data bus. The SCM also provides two hard wired high side driver outputs to the rear wiper motor to control the rear wiper ON and DELAY functions. The SCM can detect a shorted, open or stuck switch in each of the switch controls by monitoring the return input and will transmit an electronic SNA message when a fault is detected. The FCM in the engine compartment controls wiper on/off, wiper high/low and rear wiper relay operation based upon the electronic switch status messages from the SCM.
6. Steering Angle Sensor - Vehicles equipped with an optional Electronic Stability Program (ESP) system have a Steering Angle Sensor (SAS) and a second, dedicated microprocessor integral to the SCM. The SAS monitors the steering direction/angle and the rate of steering wheel rotation, then the SCM transmits electronic messages with this data to other electronic modules in the vehicle over the CAN data bus. The SCM can detect an ineffective SAS and will transmit an electronic SNA message when a fault is detected. When an SCM is installed into a vehicle without properly centering and locking the entire steering system, the SAS data does not agree with the true position of the steering system and causes the ESP system to shut down. This can also damage the clockspring without any immediate malfunction. Unlike some other DaimlerChrysler vehicles, this SAS never requires calibration. Refer to «STANDARD PROCEDURE»(ref-288220-S03673365842008062000000) . Determining if the clockspring/steering angle sensor is centered is also possible electrically using the diagnostic scan tool. Steering wheel position is displayed as ANGLE with a range of up to 900 degrees. Refer to the appropriate menu item on the diagnostic scan tool.

The SCM will store fault information in the form of a Diagnostic Trouble Code (DTC) in SCM memory if a malfunction is detected. Any stored DTC can be retrieved using a diagnostic scan tool.

The hard wired circuits between components related to the SCM may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. 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 SCM may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. 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.

Note. Before starting this procedure, be certain to turn the steering wheel until the front wheels are in the straight-ahead position and that the entire steering system is locked or inhibited from rotation.

Scheme 190

Scheme 191

Scheme 192

1. Place the front wheels in the straight ahead position.
2. Disconnect and isolate the battery negative cable.
3. Remove the driver airbag from the steering wheel. Refer to «REMOVAL»(ref-288220-S32647925902008062000000) .
4. Disconnect the steering wheel wire harness connectors from the upper clockspring rotor connector receptacles. CAUTION: Be certain that the screws that secure the steering wheel puller to the steering wheel are fully engaged in the steering wheel armature without passing through the steering wheel and damaging the clockspring.
5. Remove the steering wheel from the steering column. Refer to «REMOVAL»(ref-288224-S22479760972008062000000) .
6. Remove the shrouds from the steering column. Refer to «REMOVAL»(ref-288224-S04426371782008062000000) .
7. Remove the right (wiper ) multi-function switch (3) from the SCM (4). Refer to «REMOVAL»(ref-288254-S08436765112008062000000) .
8. Remove the left (lighting) multi-function switch (1) from the SCM. Refer to «REMOVAL»(ref-288234-S18374445802008062000000) .
9. Remove the hazard switch (2) from the SCM. Refer to «REMOVAL»(ref-288234-S17085073872008062000000) .
10. Disconnect the two instrument panel wire harness connectors (3 and 4) from the two connector receptacles located below the steering column (5) on the back of the SCM case (2).
11. Remove the two screws (1) that secure the SCM (3) to the steering column housing (2).
12. Remove the SCM from the steering column housing. The SCM/clockspring cannot be repaired. It must be replaced if ineffective or damaged, or if the driver airbag has been deployed.
13. If the removed SCM is to be reused, be certain to secure the clockspring rotor to the SCM case to maintain clockspring centering until it is reinstalled on the steering column. If clockspring centering is not maintained, the clockspring must be centered again before it is reinstalled. Refer to «STANDARD PROCEDURE»(ref-288220-S03673365842008062000000) .
14. Remove the turn signal cancel cam from the clockspring rotor of the SCM. Refer to «REMOVAL»(ref-288234-S42133926402008062000000) .

Note. Before starting this procedure, be certain to turn the steering wheel until the front wheels are in the straight-ahead position and that the entire steering system is locked or inhibited from rotation.

1. Reinstall the turn signal cancel cam onto the clockspring rotor of the SCM. Refer to «INSTALLATION»(ref-288234-S40620173392008062000000) .
2. While holding the centered clockspring rotor and the SCM case (3) stationary in relation to each other, carefully slide the SCM down over the steering column upper shaft.
3. Install and tighten the two screws (1) that secure the SCM to the steering column housing (2). Tighten the screws to 2 N.m (20 in. lbs.).
4. Reconnect the two instrument panel wire harness connectors (3 and 4) to the two connector receptacles located below the steering column (5) on the back of the SCM case (2).
5. Reinstall the hazard switch (2) onto the SCM (4). Refer to «INSTALLATION»(ref-288234-S23742917762008062000000) .
6. Reinstall the left (lighting) multi-function switch (1) onto the SCM. Refer to «INSTALLATION»(ref-288234-S07040157572008062000000) .
7. Reinstall the right (wiper) multi-function switch (3) onto the SCM. Refer to «INSTALLATION»(ref-288254-S23153091882008062000000) .
8. Reinstall the shrouds onto the steering column. Refer to «INSTALLATION»(ref-288224-S17184790782008062000000) .
9. If a new SCM has been installed, remove the plastic locking pin that is securing the clockspring rotor to the SCM case to maintain clockspring centering.
10. Reinstall the steering wheel onto the steering column. Refer to «INSTALLATION»(ref-288224-S34821282272008062000000) .
11. Reconnect the steering wheel wire harness connectors to the upper clockspring rotor connector receptacles. Be certain that the steering wheel wire harness is routed between the steering wheel back trim cover and the steering wheel armature.
12. Reinstall the driver airbag onto the steering wheel. Refer to «INSTALLATION»(ref-288220-S09531857532008062000000) .
13. Reconnect the battery negative cable.

Note. Whenever the SCM is replaced with a new unit, it is necessary to configure the new module for certain optional equipment in the vehicle using a diagnostic scan tool. Follow the programming steps outlined in the diagnostic scan tool for "Configure SCM" under "Miscellaneous Functions" for the "SCM/Steering Control Module" menu item as appropriate.

TRANSMISSION CONTROL MODULE - 4.7L/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. 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 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 193)

Scheme 193

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

CLUTCH VOLUME

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 table to determine the appropriate operation expected, depending on driving conditions.

SCHEDULE CONDITION

TRANSMISSION CONTROL MODULE - 3.7L GAS/3.0L DIESEL 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 shift time 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.

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.

UPSHIFT

DOWNSHIFT

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.

TRANSMISSION CONTROL MODULE - QUICK LEARN - 4.7L/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 - 4.7L/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 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 downs 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.

TRANSMISSION CONTROL MODULE - ADAPTATION - 3.7L GAS/3.0L DIESEL 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.

The transmission control module is part of the powertrain control module. For the removal procedure, see REMOVAL .

Scheme 194

1. Locate the transmission control module on the dash panel, under the dash panel silencer pad (2), just to the right of the steering column. (Scheme 194)
2. Locate the cut lines (1) marked on the silencer pad. Cut the pad along these lines. 1 - TRANSMISSION CONTROL MODULE 2 - DASH PANEL 3 - WIRING CONNECTORS
3. Remove the transmission control module from the dash panel or bracket.
4. Disconnect the wiring harness connectors (3) from the module.
5. Remove the module from the vehicle.

1. Connect the wiring connectors (3) to the transmission control module (1). see scheme 63
2. Install the module to the dash panel (2) or the mounting bracket.
3. Fold the dash panel silencer pad back over the module and retain the pad in place with suitable adhesive tape.

The transmission control module is part of the powertrain control module. For the installation procedure, see INSTALLATION .

The Glow Plug Module is located on the front of the engine, and is attached to a bracket above the charge air crossover pipe.

GLOW PLUG MODULE

The Glow Plug Module is connected to a fused B(+) circuit and receives a path to ground at all times through the engine wiring harness. These connections allow it to remain functional regardless of the Electronic Ignition Switch (EIS) position. When the Engine Control Module (ECM) receives the On and Ignition Run signals from the EIS, it will send a signal through the LIN bus to actuate the Glow Plug Module for a period of time that depends on ambient air and engine coolant temperature.

The Glow Plug Module utilizes integrated relays and microprocessors to actuate the Glow Plugs based on input from the ECM. The Glow Plug Module has on-board diagnostic functions that will set powertrain DTCs, which will be transmitted to the ECM through the LIN bus. Because the Glow Plug Module uses microprocessors to control battery voltage to the Glow Plugs, conventional diagnostic methods will not always prove conclusive when diagnosing problems with the Glow Plug Module and related circuits. For proper diagnosis of the Glow Plug Module, the LIN data bus or electronic communication related to Glow Plug Module operation, a diagnostic scan tool is required. See OPERATION .