Electronic Control Modules - Service Information Jeep Grand Cherokee WK2

MODULE REPLACEMENT/PROGRAMMING GUIDE (PCM, WIN, FOBiKs, PEM AND ELV/ESCL)

Match the module row with the condition that applies, after module replacement follow the chart down and program the modules in the chart order.

The preferred method in which to replace and program modules are Conditions 1 through 4.

MODULE REPLACEMENT GUIDE (PCM, WIN, FOBiKs, PEM)

STANDARD PROCEDURE - MODULE PROGRAMMING

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

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

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

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

PROGRAMMING THE SECRET KEY TO THE WIN

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

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

PCM/WIN PROGRAMMING

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

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

PROGRAMMING THE WIN

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

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

PROGRAMMING IGNITION KEYS TO THE WIN

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

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

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

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

PROGRAMMING THE PCM

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

PROGRAMMING THE WIN AND ELV/ESCL

1. After both the WIN and the ELV/ESCL have been replaced with new units, connect the diagnostic scan tool to the Data Link Connector (DLC) and turn the ignition key to the ON/RUN position.
2. Navigate to the WIN in the ECU View of the diagnostic scan tool.
3. Run the WIN Replaced routine found under the Miscellaneous Functions menu item of the scan tool.
4. Turn the ignition to the OFF position, wait 30 seconds, then cycle the ignition back to the ON position.
5. Use the scan tool to program the ignition key(s) to the WIN. Refer to «STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/door-locks-anti-theft-systems/#vehicle-theft-security-service-information) .
6. Turn the ignition ON position
7. Run the ELV/ESCL replaced routine, also found under the Miscellaneous Functions menu item of the WIN in the ECU View of the diagnostic scan tool.
8. Turn the ignition to the OFF position, wait 30 seconds, then cycle the key back to the ON position.
9. Verify that the ELV/ESCL locks the steering column when the key is removed from the ignition or vehicle, and unlocks the steering column when the key is inserted into the ignition.

DESCRIPTION

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

The CAN bus is a two-wire multiplex system. Multiplexing is any system that enables the transmission of multiple messages over a single channel or circuit. The CAN bus is used for communication between most vehicle nodes.

There are actually three separate CAN bus systems used in the vehicle. They are designated: the CAN-Interior Bus, the CAN-C and the Diagnostic CAN-C. The CAN-Interior Bus 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-Interior Bus system. The CAN-C is used typically for communications between more critical nodes, while the slower (125 Kbps), but more fault tolerant CAN-Interior Bus system is used for communications between less critical nodes. The CAN-Interior Bus fault tolerance comes from its ability to revert to a single wire communication mode if there is a fault in the bus wiring.

In addition to the CAN bus network, certain nodes may also be equipped with a Local Interface Network (LIN) data bus. The LIN data bus is a single wire low-speed (9.6 Kbps) serial link bus used to provide direct communication between a LIN master module and certain switch or sensor inputs.

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

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

The TIPM is located on the passenger side in the engine compartment.

OPERATION

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

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

The Cab Compartment Node (CCN) is a Local Interface Network (LIN) master module and gathers information from

1. Compass Module (RCM)
2. Terrain Switch Bank Module (TSBM)
3. Accessory Switch Bank Module (ASBM)

The Wireless Ignition Node (WIN) is a LIN master module and gathers information from

1. Light Rain Sensor Module (LRSM)
2. Electric Steering Column Lock (ESTL)
3. Passive Entry Module (PEM)

The Steering Column Control Module (SCCM) is a LIN master module and gathers information from

1. Steering Angle Senor (SAS) (integrated with the SCCM)
2. Steering Wheel Switch Bank (SWS)

The Intrusion Sensor & Tow Protect (VTA) is a LIN master module and gathers information from

1. VTA Siren

The Engine Control Module (ECM) (Diesel only) is a LIN master module and gathers information from

1. Generator
2. Glow Plug Module (GPM)

The CCN, WIN, SCCM, VTA and ECM (Diesel) either act directly upon the information received through the LIN data bus, relay the information to other nodes in the vehicle using electronic messages placed on the CAN bus, or both.

The voltage network used to transmit messages requires biasing and termination. Dominant modules on the CAN bus network provides the biasing and termination. There are two types of nodes used in the CAN bus network. On the CAN-C or the IHS bus, a dominant node has a 120 ohm termination resistance while a non-dominant (or recessive) node does not have termination resistance. The dominant nodes on the CAN-C bus are the TIPM, WIN and ECM. The dominant nodes on the IHS bus are the CCN and the TIPM.

The termination resistance of two dominant nodes is combined in parallel to provide a total of about 60 ohms. On the CAN-D bus (or Diagnostic CAN-C) all of the 60 ohm termination resistance is present in the TIPM/TIPMCGW.

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

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

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

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

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

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

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

Scheme 1

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) located just under the lower edge of the IP, to the right of the hood release (3).

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 2

Note. If the Air Suspension Control Module (ASCM) is replaced it must be initialized using the scan tool.

Vehicles equipped with air suspension include an ASCM (2) which is secured to a mounting bracket by two integrated latches and mounted in the electronic module tub (2). The electronic module tub is located beneath the LF seat where it is concealed beneath a cover panel which can be removed with the seat in the full forward position.

Note. If the Air Suspension Control Module (ASCM) is replaced it must be initialized using the scan tool.

The ASCM battery positive voltage is received from a 20 amp Fuse (shared with another ECU) - located in the PDC on the right side of the engine. Multiple modules work together to increase vehicle stability and traction along with vehicle ride height. The ASCM uses several Controller Area Network (CAN) data bus systems for inputs and outputs of the information necessary for the different systems to operate. The use of a scan tool is necessary for diagnostics, and replacement of the ASCM (or any pressurized components of the system). For more information on the air suspension system, refer to AIR SUSPENSION , DESCRIPTION and AIR SUSPENSION , OPERATION .

REMOVAL

1. Position the LF seat to its full forward position.
2. Disconnect and isolate the negative battery cable. Refer to «CABLES, BATTERY , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/charging-system/#battery-system-service-information) .
3. From behind/under the LF seat, remove the cover panel from the electronic module tub (4) to access the Air Suspension Control Module (ASCM) (2).
4. Disconnect the wire harness connectors from the ASCM (2).
5. Release the integral latches that secure the ASCM (2) to the mounting bracket and slide the module upward to remove from the vehicle.

INSTALLATION

1. Slide the Air Suspension Control Module (ASCM) (2) into position making sure the latches secure the ASCM.
2. Connect the wire harness connectors to the ASCM (2).
3. From behind/under the LF seat, install the cover panel on the electronic module tub (4).
4. Connect the negative battery cable. Refer to «CABLES, BATTERY , INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/charging-system/#battery-system-service-information) .
5. Perform the Curb Height Measurement to get values for input to the scan tool in the next step. Refer to «WHEEL ALIGNMENT , STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/suspension-front/#front-suspension-wheel-alignment) . NOTE: Make sure the scan tool preferences are set to metric. When writing the measured values to the Air Suspension Control Module (ASCM) they will need to be in millimeters.
6. With a scan tool, using the routines under the ASCM, perform the following: Command the vehicle to Normal Ride Height (NRH). Perform the Curb Height Measurement and record the values for input to the scan tool. Refer to «WHEEL ALIGNMENT , STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/suspension-front/#front-suspension-wheel-alignment) . Perform the Write Suspension Height Values routine and input measurements recorded as prompted by scan tool. Command the vehicle to Normal Ride Height (NRH) again. Perform the Curb Height Measurement again and verify specifications. Refer to «WHEEL ALIGNMENT , STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/suspension-front/#front-suspension-wheel-alignment) . Run the Air Mass Calculation routine on the air suspension system. If necessary, add to the system or deflate to atmosphere using the ASCM routines, then repeat the Air Mass Calculation routine again until the system responds with Air Mass OK (188 to 216 bar-liters). Run the Height Sensor Check routine on the air suspension system. Enable the air suspension system.
7. Perform the ASCM VERIFICATION TEST. Refer to «STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/suspension-front/#front-air-suspension-control-module-ascm-electrical-diagnostics) .

Scheme 3

Note. If the Antilock Brake System (ABS) module is replaced it must be initialized using the scan tool.

The ABS module (2) is mounted to the Hydraulic Control Unit (HCU) (1) and operates the ABS. The combined HCU and ABS module is located forward of the master cylinder, under the engine air box.

Note. If the Antilock Brake System (ABS) module is replaced it must be initialized using the scan tool.

The ABS module voltage is supplied by the ignition switch in the RUN position. The ABS module contains dual microprocessors. A logic block in each microprocessor receives identical sensor signals. These signals are processed and compared simultaneously. The ABS module 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 4

Note. LHD shown in illustration, RHD similar.

Scheme 5

1. Remove and isolate the negative battery cable from the battery.
2. Remove the air cleaner body. Refer to «BODY, AIR CLEANER»(ref-466389-S03602067412012042500000) or «BODY, AIR CLEANER»(/jeep/grand-cherokee/wk2-2010-2013/remont/mechanical/#36l-engine-service-information) or «BODY, AIR CLEANER»(/jeep/grand-cherokee/wk2-2010-2013/remont/mechanical/#57l-engine-service-information) .
3. Disconnect the HCU electrical connector (3).
4. Remove the four ABS module retaining screws (3). CAUTION: When removing the ABS module from the HCU, be sure to completely separate the two components approximately 38 mm (1.5 in.) straight out before moving module to the side. Otherwise, damage to the pressure sensor or Pump Motor connection may result requiring HCU replacement. Do not to touch the sensor terminals on the module side or the contact pads on the HCU side as this may result in contamination and issues in the future.
5. Pull the ABS module (3) straight out to the brake lines (4), move toward the outside of the vehicle, then forward and around the brake lines (4) to remove the ABS module (3) from the vehicle.

Note. LHD shown in illustration, RHD similar.

Note. If the Antilock Brake System (ABS) module is replaced it must be initialized using the scan tool.

1. With the ABS module (3) forward of the brake lines (4), move the module (3) toward the outside of the vehicle and around the brake lines (4) in order to align it with the HCU (1).
2. Align the ABS module contact tower (2) and the tower receiving hole of the Hydraulic Control Unit (1) and put ABS module (3) and the HCU (1) together without touching the tower terminals to any solenoids. NOTE: For ease of installation, place the RH bottom ABS Module retaining screw in position in the module prior to installing the module on the HCU. NOTE: Tighten the ABS module screws (2) in a crisscross pattern.
3. Install the four ABS module screws (2) securing the module (1) to the HCU and tighten to 2.9 N.m (25.5 in. lbs.).
4. Reconnect the HCU electrical connector (3).
5. Install negative battery cable to the battery.
6. Install the air cleaner body. Refer to «INSTALLATION»(ref-466389-S06925811102012042500000) or «INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/mechanical/#36l-engine-service-information) or «INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/mechanical/#57l-engine-service-information) .
7. Connect the scan tool and initialize the ABS module by performing the ABS VERIFICATION TEST. Refer to «STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/anti-locktraction-control/#antilock-brake-system-abs-electrical-diagnostics) .

Scheme 6

Blind Spot Module (1) - Vehicles equipped with the blind spot monitor system include a module which is secured to a mounting bracket by two integrated latches and mounted in the electronic module tub (2), located beneath the left front seat assembly where it is concealed beneath a cover panel.

Hardwired circuitry connects the various blind spot monitor system components to each other through the electrical system of the vehicle. These hardwired circuits are integral to several wire harnesses, which are routed throughout the vehicle and retained by many different methods. These circuits may be connected to each other and to the vehicle electrical system through the use of a combination of soldered splices, splice block connectors, and many different types of wire harness terminal connectors and insulators. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, further details on wire harness routing and retention, as well as pin-out and location views for the various wire harness connectors, splices and grounds.

The blind spot monitor system components cannot be adjusted or repaired. If any of the BSM system components are damaged or inoperative, that component must be replaced. For more information on the blind spot monitor system and its components, refer to BLIND SPOT MONITOR SYSTEM .

1. Position the left front seat to its full forward position.
2. Disconnect and isolate the negative battery cable, for battery location and disconnect procedure. Refer to «CABLES, BATTERY , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/charging-system/#battery-system-service-information) .
3. Remove the cover panel from the electronic module tub (2) to access the blind spot module (1).
4. Disconnect the body wire harness connector (3) from the module connector receptacle (4).
5. Release integral latches that secures the module to the mounting bracket and slide the module upward.
6. Remove the module from the vehicle.

1. Position the blind spot module (1) in the mounting bracket.
2. Slide the module into place until the locking tabs are secure.
3. Connect the body wire harness connector (3) to the module connector receptacle (4).
4. Install the cover panel onto the electronic module tub.
5. Connect the negative battery cable. For battery location and cable connection procedure. Refer to «CABLES, BATTERY , INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/charging-system/#battery-system-service-information) .

Scheme 7

The Remote Compass Module (RCM) (2) is a separate stand alone module mounted to the top side of the headliner (1) at the left rear of the vehicle. The RCM can be accessed by removing both quarter trim panels and the headliner molding, then carefully lowering the rear of the headliner at the D-pillar area.

If the compass position sensor (Remote Compass Module) is inoperative and requires replacement. Refer to MODULE, COMPASS , REMOVAL .

Scheme 8

1. Disconnect and isolate the negative battery cable.
2. Partially remove the headliner (1) to gain access to the Remote Compass Module (RCM) (2). Refer to «HEADLINER , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
3. Disconnect the RCM electrical connector (3).
4. Remove the RCM fasteners (4).
5. Remove the RCM (2) from the vehicle.

Scheme 9

1. Position the Remote Compass Module (RCM) (2) into the bracket on the upper side of the headliner (1).
2. Install the RCM fasteners (4).
3. Connect the electrical connector (3).
4. Install the headliner assembly. Refer to «HEADLINER , INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
5. Connect the negative battery cable.
6. Perform the Compass Variance Adjustment. Refer to «COMPASS VARIANCE ADJUSTMENT»(/jeep/grand-cherokee/wk2-2010-2013/remont/communication-devices/#message-center-service-information) .
7. Perform the Manual Compass Calibration. Refer to «MANUAL COMPASS CALIBRATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/communication-devices/#message-center-service-information__manual-compass-calibration) .
8. Verify proper compass operation.

Scheme 10

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

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

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

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

The microprocessor-based electronic front door control modules (also known as a Driver Door Module/DDM, a Passenger Door Module/PDM or Front Door Multiplex/MUX Modules) contain logic circuits that monitor various hard wired low current, multiplexed inputs from the power window, power lock, power mirror and memory switches on their respective door. They also receive Controller Area Network (CAN) Interior High Speed (IHS) data bus electronic message-based external inputs from the opposing front door control module as well as from other electronic modules in the vehicle. The front door control modules also monitor hard wired power window motor Hall effect sensors and memory mirror position sensor inputs.

In addition, the front door control module on the driver side front door receives electronic message inputs from the driver side front door switch module over the Local Interface Network (LIN) data bus network. The program logic within the front door control module allows the microprocessor to prioritize all of these inputs and determine the tasks it needs to perform. These tasks are then completed either by controlling hard wired outputs to the various motors, actuators or lamps on its own or the rear doors, or by sending electronic message requests over the CAN-IHS bus to the appropriate electronic module in the vehicle.

The front door control modules are powered by a fused B(+) circuit and are grounded at all times so that they can operate regardless of the ignition switch position. Both driver and passenger door control modules provide active and stored Diagnostic Trouble Codes (DTC) through On-Board Diagnostics (OBD) and communicate with a diagnostic scan tool using the CAN data bus.

The hard wired inputs and outputs of the front door control module may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the electronic controls and communication between modules and other devices that provide some features of the power window, power lock, memory, interior lighting or exterior lighting system features the front door control modules provide. The most reliable, efficient and accurate means to diagnose the front door control modules or the electronic controls and communication related to operation of these systems requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

DIAGNOSIS AND TESTING

The hard wired circuits between components related to the electronic front door control modules (also known as a Driver Door Module/DDM, a Passenger Door Module/PDM or Front Door Multiplex/MUX Modules) 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 front door control modules or the electronic controls and communication between modules and other devices that provide some features of the door modules. The most reliable, efficient, and accurate means to diagnose the front door control modules or the electronic controls and communication related to module operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

STANDARD PROCEDURE

Any time a door control module is replaced, a power window glass is adjusted or removed, a power window regulator is replaced or a power window motor is replaced, the hard stops for the power window assemblies need to be cleared and relearned by the door control module. This procedure is also sometimes referred to as denormalizing and normalizing or initialization. Refer to CLEAR/RELEARN PROCEDURES

Scheme 11

1. Disconnect and isolate the battery negative cable.
2. Remove the lower trim panel from the inside of the front door. Refer to «PANEL, DOOR TRIM , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
3. Disconnect each of the electrical connectors from the connector receptacles of the door control module (2).
4. Remove the two screws (3) that secure the door control module to the front door hardware module carrier (1).
5. Remove the door control module from the door hardware module carrier.

1. Position the door control module (2) to the front door hardware module carrier (1).
2. Install and tighten the two screws (3) that secure the door control module to the front door hardware module carrier. Tighten the screws securely.
3. Reconnect each of the electrical connectors to the connector receptacles of the door control module.
4. Reinstall the lower trim panel to the inside of the front door. Refer to «PANEL, DOOR TRIM , INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
5. Reconnect the battery negative cable.
6. The Clear/Relearn procedure should be performed following service of a door control module so that the module can learn the correct hard stops of the power window regulator. Refer to «CLEAR/RELEARN PROCEDURES»(/jeep/grand-cherokee/wk2-2010-2013/remont/windows/#power-windows-service-information) .

The Drive Train Control Module (DTCM (3) is a microprocessor-based assembly, controlling a 4X4 Transfer Case. 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

The DTCM is installed inside the passenger compartment underneath the driver seat.

POWER UP/DOWN

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

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

START-UP DIAGNOSTICS

When the DTCM is activated, the internal circuitry will undergo a diagnostic procedure. The controller will examine all inputs and outputs for short circuits to ground, short circuits to battery and open circuits and will also verify proper CPU and memory operation. If a fault is detected, a message will be sent out over the CAN C bus to the Cluster based Electronic Vehicle Information Center EVIC indicating that service is recommended.

After passing all diagnostic tests, the controller will receive and process inputs and produce the appropriate outputs. Proper monitoring of the controller inputs and outputs performance will continue.

INPUTS/OUTPUTS

The following are inputs to the DTCM

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

The following are outputs of the DTCM

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

TERRAIN SELECT SWITCH

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

TRANSFER CASE MODE SENSOR SIGNAL

The Transfer Case Mode Sensor Signal Input will provide the DTCM feedback about the position of the transfer case. The mode sensor will be a linear analog position sensor with a 1.4K +/- 20% potentiometer and a 1 K +/- 20% wiper resistor that converts the motor shaft position into a multiplexed voltage.

NEUTRAL LAMP

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

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

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

NORMAL OPERATION

This mode is achieved by the ignition being switched in the RUN position, which powers up the 5V regulator and generates the appropriate RESET for the microprocessor. This mode also includes any required power-up system checks.

SHUT DOWN MODE

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

LIMP-IN MODE

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

1. Position the left front seat to its full forward position.
2. Disconnect and isolate the negative battery cable, for battery location and disconnect procedure. Refer to «CABLES, BATTERY , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/charging-system/#battery-system-service-information) .
3. Remove the cover panel from the electronic module tub (4) to access the Drive Train Control Module (DTCM) (3).
4. Disconnect the body wire harness connector from the module connector receptacle.
5. Release integral latches that secures the module to the mounting bracket and slide the module upward.
6. Remove the module from the vehicle.

1. Position the Drive Train Control Module (DTCM) (3) in the mounting bracket.
2. Slide the module into place until the locking tabs are secure.
3. Connect the body wire harness connector to the module connector receptacle.
4. Install the cover panel onto the electronic module tub (4).
5. Connect the negative battery cable. For battery location and cable connection procedure. Refer to «CABLES, BATTERY , INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/charging-system/#battery-system-service-information) .

Scheme 12

The Electronic Limited Slip Differential Module (ELSD) (1) is a microprocessor-based assembly, controlling the rear axle. The ELSD can send 0 to 100% torque from the wheel that is slipping to the other wheel, on the rear axle. The transfer case controls slip from front to rear. The ELSD controls slip from left to right within the rear differential. The ELSD controls an electric motor which drives a gear set which moves a ball ramp to apply force to a wet clutch. This clutch is used to control torque split. Motor position feedback is done with two hall effect sensors on the motor. There is also a temperature sensor on the motor. ELSD will be temporarily disabled with high temperatures on the motor. Communication is via the CAN serial bus. Inputs include: Vehicle speed, Wheel speed, Terrain mode ELSD position sensor, and VIN, odometer for diagnostics. Outputs include: Actual rear differential torque, ELSD status, and PWM control of rear ELSD motor.

The ELSD Module is installed inside the passenger compartment underneath the left side of the rear seat.

1. Remove left rear seat. Refer to «SEAT, REAR , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
2. Disconnect and isolate the negative battery cable, for battery location and disconnect procedure. Refer to «CABLES, BATTERY , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/charging-system/#battery-system-service-information) .
3. Pull carpet back to expose ELSD module (1).
4. Disconnect the body wire harness connectors (3) from the module connector receptacle.
5. Remove module mounting nuts (2).
6. Remove the module from the vehicle.

1. Install the module in the vehicle.
2. Secure the module mounting nuts (2) and tighten to 7 N.m (5 ft. lbs.).
3. Connect the body wire harness connectors (3) to the module connector receptacle.
4. Install carpet in original position.
5. Install left rear seat. Refer to «INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
6. Connect the negative battery cable. For battery location and cable connection procedure. Refer to «CABLES, BATTERY , INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/charging-system/#battery-system-service-information) .

Scheme 13

The Glow Plug Module is located on the right front shock tower, and is attached to a bracket above the EGR cooler.

OPERATION - 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 Powertrain Control Module (PCM) 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 PCM. The Glow Plug Module has on-board diagnostic functions that will set powertrain DTCs, which will be transmitted to the PCM 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. Refer to COMMUNICATION , OPERATION .

The Powertrain Control Module (PCM) actuates the glow plug module via the LIN bus. For glow plug module DTCs and related diagnostics, refer to DIAGNOSTIC CODE INDEX - 3.0L DIESEL .

REMOVAL - GLOW PLUG MODULE

1. Disconnect the negative battery cable.
2. Disconnect the two glow plug harness connector (3).
3. Remove the nut (1) and the glow plug module (2).

INSTALLATION - GLOW PLUG MODULE

1. Install the glow plug module (2) and securely tighten the retaining nut (1).
2. Connect the Glow Plug Module harness connector (3).
3. Connect negative battery cable.

Scheme 14

Vehicles equipped with the optional High Intensity Discharge (HID) headlamps are also equipped with an Automatic Headlamp Leveling Module (AHLM) (1) (also known as the Headlamp Leveling Module/HLM). The AHLM is located on the underside of the right front lamp unit housing, but serves both the right and left front lamp units. This module works in conjunction with the front and rear axle sensors and the headlamp leveling motors to provide automatic headlamp beam adjustment to compensate for changes in vehicle height caused by changes in vehicle loading, acceleration or deceleration.

The molded black plastic AHLM housing has integral mounting flanges (4) that are secured by a stamped aluminum cover plate and four screws to a receptacle in the bottom of the right front lamp unit housing. Concealed within the housing is the circuitry of the module, which includes a microprocessor. The module is connected through an integral connector receptacle (2) to the vehicle electrical system by a take out and connector of the right front lamp unit wire harness.

The AHLM cannot be adjusted or repaired and, if ineffective or damaged, it must be replaced.

The microprocessor in the Automatic Headlamp Leveling Module (AHLM) (also known as the Headlamp Leveling Module/HLM) contains the logic circuits and controls all of the features of the automatic headlamp leveling system. The AHLM uses On-Board Diagnostics (OBD) and can communicate with other electronic modules in the vehicle as well as with a diagnostic scan tool using the Controller Area Network (CAN) data bus. This method of communication is used by the AHLM to communicate with the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN), the Wireless Ignition Node (WIN), with the Controller Antilock Brake (CAB) (also known as the Antilock Brake System/ABS or Electronic Stability Program/ESP controller) or with the Air Suspension Control Module (ASCM).

The AHLM microprocessor continuously monitors inputs from the EMIC, the WIN and the CAB or ASCM. The AHLM then energizes or de-energizes the front and rear axle sensors which monitor the vehicle height, and the headlamp leveling motors which adjust the headlamp reflectors. When the axle sensors are energized, the AHLM monitors and evaluates the Pulse Width Modulated (PWM) signals from the sensors and actuates the headlamp leveling motors on each front lamp unit as appropriate. If the vehicle is equipped with the optional air suspension system, the ASCM energizes and monitors the front and rear axle sensors, and the AHLM receives the axle sensor data through electronic messages relayed from the ASCM over the CAN data bus.

The AHLM receives battery voltage on a fused ignition switch output (RUN) circuit, and is grounded at all times through a hard wired remote ground point. These connections allow the AHLM to operate only when the ignition switch is in the ON position. The AHLM also monitors all of the system circuits, then sets active and stored Diagnostic Trouble Codes (DTC) for any monitored system faults it detects.

The hard wired circuits of the AHLM may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the AHLM or the electronic controls or communication between modules and other devices that provide some features of the automatic headlamp leveling system. The most reliable, efficient, and accurate means to diagnose the AHLM or the electronic controls and communication related to automatic headlamp leveling system operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

The hard wired circuits between components related to the headlamp leveling system and the Automatic Headlamp Leveling Module (AHLM) (also known as the Headlamp Leveling Module/HLM) 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 AHLM or the electronic controls and communication between modules and other devices that provide some features of the headlamp leveling system or the AHLM. The most reliable, efficient, and accurate means to diagnose the headlamp leveling system, the AHLM or the electronic controls and communication related to headlamp leveling or AHLM operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

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

1. Before beginning, the vehicle should be empty with between 1/4 and 1/2 tank of fuel.
2. Perform a mechanical Front Lamp Alignment of the headlamps. Refer to «STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/exterior-lights/#lampslighting-exterior-service-information__standard-procedure) .
3. Calibrate the AHLM. Follow the steps outlined in the diagnostic scan tool under the AHLM Electronic Control Unit (ECU), Miscellaneous Functions, Record Curb Sensor Values.

Scheme 15

1. Disconnect and isolate the battery negative cable.
2. Remove the right front lamp unit (1) from the vehicle. Refer to «UNIT, FRONT LAMP , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/exterior-lights/#lampslighting-exterior-service-information) .
3. Remove the four screws (2) that secure the cover plate and the Automatic Headlamp Leveling Module (AHLM) (3) (also known as the Headlamp Leveling Module/HLM) to the underside of the right front lamp unit housing.
4. Pull the AHLM away from the receptacle on the bottom of the right front lamp unit housing far enough to access and disconnect the front lamp unit wire harness connector from the connector receptacle on the upward-facing side of the AHLM.
5. Remove the AHLM from the lamp housing.

1. Position the Automatic Headlamp Leveling Module (AHLM) (3) (also known as the Headlamp Leveling Module/HLM) close enough to the receptacle on the bottom of the right front lamp unit housing (1) to reconnect the front lamp unit wire harness connector to the connector receptacle on the upward-facing side of the AHLM.
2. Position the AHLM into the receptacle on the bottom of the lamp housing.
3. Position the cover plate over the AHLM on the bottom of the lamp housing.
4. Install and tighten the four screws (2) that secure the cover plate and the AHLM to the lamp housing. Tighten the screws securely.
5. Reinstall the right front lamp unit into the vehicle. Refer to «UNIT, FRONT LAMP , INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/exterior-lights/#lampslighting-exterior-service-information) .
6. Reconnect the battery negative cable.

Note. On vehicles equipped with the optional High Intensity Discharge (HID) headlamps, when the Automatic Headlamp Leveling Module (AHLM) is replaced with a new unit, a diagnostic scan tool MUST be used to initialize and calibrate the new AHLM before the automatic headlamp leveling system can operate properly. Refer to MODULE, HEADLAMP LEVELING , STANDARD PROCEDURE .

Scheme 16

The Heated Seat Module (HSM) (1) is located under the front passenger seat. The HSM has multiple electrical connector outlets (2) and three retaining tabs (3 and 4) that secure it to a bracket that is mounted to the underside of the seat cushion frame.

The HSM is a microprocessor designed to use the Controller Area Network (CAN) data bus messages from the A/C-heater control to operate the front heated seats. When equipped with rear heated seats, the HSM receives request signals from the rear heated seat switches over hard-wired circuits.

The Heated Seat Module (HSM) controls the heated seat system. The HSM is secured to a mounting bracket located under the front passenger seat. The HSM responds to heated seat switch messages and ignition switch status inputs by controlling the 12v output to the seat heating elements through integral solid-state relays.

When either of the front heated seat switches are pressed, the A/C-heater control sends a message via the Controller Area Network (CAN) data bus to the HSM, signaling the module to energize the heating elements for the selected front seat. When equipped with rear heated seats, when either of the rear heated seat switches are pressed, a request signal is sent to the HSM over a hard-wired circuit, to signal the module to supply power to the heating elements for the selected rear seat.

The HSM energizes the integral solid-state relays that supply battery current to the heating elements. Heated seats turn off after 45 minutes of continuous operation. If high-level heating is selected, the control system will remain at the high level for 20 minutes and then drop to the low level. At that time, the number of illuminated LEDs in the respective switch change from two to one, indicating the temperature change.

The heated seat system operates on battery current received through a fused ignition Run circuit, so that the system will only operate when the ignition switch is in the On position. The heated seat system will turn off automatically whenever the ignition switch is turned to any position except On. With a heated seat on, if the ignition switch is turned to any position except On, the heated seat system will turn off and remain off, until the engine is restarted and a seat heated seat switch is pressed again.

The HSM is diagnosed using a scan tool and will automatically turn off the heating elements if it detects an open or low short in a heating element circuit. Refer to DIAGNOSIS AND TESTING .

Scheme 17

Scheme 18

1. Disconnect and isolate the negative battery cable.
2. Remove the fasteners that secure the front passenger seat to the body and tip the seat rearward to gain access to the underneath of the seat. Refer to «SEAT, FRONT , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
3. Remove the two bolts (1) that secure the bracket (2) containing the Heated Seat Module (HSM) (3) to the underside of the seat cushion frame (4).
4. Disengage the metal bracket retaining tab (5) from the underside of the seat cushion frame.
5. Disconnect the electrical connectors (1, 2 and 5) from the Heated Seat Module (HSM) (4).
6. Disengage the retaining tab (3) from the bracket (7).
7. Tip the inboard end of the HSM upward to disengage the two retaining tabs (6) from the bracket and remove the HSM.

1. Position the Heated Seat Module (HSM) (4) to the bracket (7) and engage the two retaining tabs (6). Make sure the retaining tabs are correctly engaged to the bracket.
2. Engage the HSM retaining tab (3) to the bracket. Make sure the retaining tab is fully engaged to the bracket.
3. Connect the electrical connectors (1, 2 and 5) to the HSM.
4. Position the bracket (2) containing the Heated Seat Module (HSM) (3) to the underside of the seat cushion frame (4) and engage the metal bracket retaining tab (5) to the seat cushion frame.
5. Install the two bolts (1) that secure the bracket to the underside of the seat cushion frame. Tighten the bolts securely.
6. Install the seat Refer to «SEAT, FRONT , INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
7. Reconnect the negative battery cable.
8. Verify proper heated seat system operation.

Scheme 19

When equipped, the Memory Seat Module (MSM) (1) is located underneath the driver seat. It is used in conjunction with the other modules in the memory system to recall the driver seat to two different driver preset seat position preferences. The memory seat module is able to store and recall all driver side power seat positions (fore/aft, up/down, tilt and recline), outside mirror position, power steering column position and up to twelve radio station presets (six AM and six FM), on vehicles with a factory installed radio connected to the Controller Area Network (CAN) data bus network. The memory system will also store and recall the last radio station listened to for each driver, even if it is not one of the twelve preset stations.

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

The Memory Seat Module (MSM) receives battery current through a fuse in the Totally Integrated Power Module (TIPM). The memory system remains operational, regardless of ignition position. When a driver memory seat switch button or FOBIK transmitter button (when programmed) is pushed, signal is sent to the MSM over the Controller Area Network (CAN) bus. The MSM is responsible for the 12 volt Direct Current (DC) feed and ground path to the power seat adjuster motors and to the other memory system components.

The MSM also receives hard-wired input from the hall effect sensors, mounted on each of the driver power seat adjuster motors, driver side view mirror motors and power adjustable steering column motors, when equipped. The programmed software in the MSM allows it to know where the driver seat, mirror and steering column are located in there designed travel by a pulse count, generated from hall effect sensors. This way, when a memory seat switch is pressed the MSM will power these components until the correct preset location is achieved. The MSM will prevent the seat memory recall function from being initiated, if the transmission gear selector is not in the Park position. These inputs are monitored over the CAN bus by the MSM.

A memory setting is saved by pressing the "Set" button, then pressing either the memory "1" or "2" button within five 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" FOBIK transmitter.

The MSM performs the following functions

1. Positions the driver power seat (fore/aft, up/down, tilt and recline positions).
2. 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.
3. Provides for the easy entry/exit feature.

When a memory button is pressed (number 1 or number 2) on the memory seat switch, it provides resistive signal to the MSM. The MSM will then position the driver seat to the pre-set location. When a FOBIK transmitter button is pressed, depending on which transmitter (number 1 or number 2), the WIN/SKIM receiver sends the recall request and FOBIK number (number 1 or number 2) data message. The FOBIK transmitter function depends on if the MSM is programmed to trigger the recall (linked FOBIKs).

A FOBIK 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 FOBIK.

The memory seat system "Easy Entry and Exit" feature provides the driver with more room to enter or exit the vehicle. When the driver seat is in a memorized position, it will move rearward 55 millimeters (2.2 inches) 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. The seat will return to the pre-set position when the ignition is pressed to RUN.

The memory seat system "learns" the seat, mirror and column motors 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 seat system rely upon resources shared with other electronic modules in the vehicle over the 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, the memory seat system provides increased reliability, enhanced diagnostics and allows the addition of new feature capabilities.

Note. Anytime a new Memory Seat Module (MSM) or a driver power seat motor or seat track is replaced, the MSM must be cleared of all learned parameters using a scan tool and the Power Seat System Verification test must be performed.

The use of a scan tool is needed for diagnosis of the MSM, CAN bus and other electronic modules. Refer to DIAGNOSIS AND TESTING .

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

Scheme 20

Note. Depending on how equipped, more memory seat module electrical connectors may be present than shown in the illustration.

1. Disconnect and isolate the negative battery cable.
2. Remove the fasteners that secure the driver seat to the body and tip the seat rearward to gain access to the underneath of the seat. Refer to «SEAT, FRONT , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
3. Disconnect the electrical connectors (3 and 6) from the Memory Seat Module (MSM) (1).
4. Disengage the two rear MSM retaining tabs (5 and 7) from the bracket (8) by carefully pushing the rear of the MSM upward.
5. Disengage the two front MSM retaining tabs (2 and 4) from the bracket by pulling the MSM rearward.
6. Remove the MSM from underneath the driver seat.

Note. Depending on how equipped, more memory seat module electrical connectors may be present than shown in the illustration.

1. Position the Memory Seat Module (MSM) (1) to the driver seat and engage the two front retaining tabs (2 and 4) to the bracket (8). CAUTION: Properly align the rear Memory Seat Module (MSM) retaining tabs to the bracket, prior to engagement. Failure to follow these instructions may result damage to the MSM rear retaining tabs.
2. Align the two rear MSM retaining tabs (5 and 7) to the bracket and carefully pull downward down on the MSM to engage the tabs. Make sure the retaining tabs are fully engaged to the bracket.
3. Connect the electrical connectors (3 and 6) to the MSM.
4. Install the driver seat Refer to «SEAT, FRONT , INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
5. Reconnect the negative battery cable. NOTE: Anytime a new Memory Seat Module (MSM) is replaced, the MSM must be cleared of all learned parameters using a scan tool and the Power Seat System Verification test must be performed.
6. Using a scan tool, select Clear All MSM Learned Parameters, found under the Memory Seat Module, Miscellaneous Functions tab.
7. Perform the Power Seat System Verification test. Refer to «STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/seats/#memory-seat-module-msmd-electrical-diagnostics) .
8. Verify proper memory seat system operation.

The Park Assist Module for this vehicle is secured on the inboard side of the right rear quarter panel behind the interior quarter trim panel. The module is connected to the vehicle electrical system through dedicated take outs of the body wire harness.

Scheme 21

Concealed within the molded plastic park assist module housing (1) is a microprocessor and the other electronic circuitry of the module. The module housing is sealed to enclose and protect the internal electronic circuitry. The module software is flash programmable.

There are three mounting tabs (2 and 3) integral to the module housing that secure the module to the vehicle body. Two connector receptacles (4) containing terminal pins that connect the module to the vehicle electrical system are integral to the one side of the housing. One of the receptacles is utilized in vehicles equipped with only the rear park assist system, while both receptacles are used on vehicles equipped with both the front and rear park assist systems.

The park assist module cannot be adjusted or repaired and, if damaged or ineffective, it must be replaced. For more information on the park assist module and its operation, refer to MODULE, PARK ASSIST , OPERATION .

Scheme 22

1. Disconnect and isolate the negative battery cable.
2. Remove the right quarter interior trim panel. Refer to «PANEL, QUARTER TRIM , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
3. Disconnect the body wire harness connector (3) from the park assist module connector receptacle (4). Vehicles with the front park assist option will have a second connection to the module at this location, which must also be disconnected.
4. Remove the fasteners that secure the park assist module (1) to the inner quarter panel (2).
5. Remove the module from the vehicle.

1. Position the park assist module (1) to the right inner quarter panel (2) and install the fasteners.
2. Connect the body wire harness connector (3) to the module connector receptacle (4). Vehicles with the front park assist option will have a second connection to the module at this location, which must also be reconnected.
3. Install the right quarter interior trim panel. Refer to «PANEL, QUARTER TRIM , INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
4. Connect the negative battery cable.

Scheme 23

The Passive Entry Module (PEM) (1) is the primary component of the Passive Entry (PE) and Keyless Go (KG) systems. The PEM contains both the Central Processor Unit (CPU) and Controller Area Network (CAN) data bus transceiver of the PE and KG systems, and is sometimes alternately referred to as the PEKG module or receiver. Concealed within the molded black plastic PEM housing is the printed circuit board and the other electronic circuitry of the module.

The PEM is secured by three screws to three tabs equipped with plastic nuts located on the outboard end of the air conditioning and heater unit blower housing beneath the passenger side end of the instrument panel. The PEM includes three integral mounting stanchions (2) and two connector receptacles (3) integral to the PEM housing. The connector receptacles contain all of the terminal pins that connect the PEM to the vehicle electrical system through two dedicated take outs and connectors of the instrument panel wire harness.

There are at least two unique hardware versions of the PEM. These versions are required in order to accommodate the unique data bus systems possibly found in Chrysler vehicles. The PEM used for this platform must be able to communicate with other electronic modules in the vehicle using the CAN-C data bus network. Refer to COMMUNICATION , DESCRIPTION .

The PEM cannot be adjusted or repaired and, if damaged or ineffective, it must be replaced. The PEM software is flash programmable.

The microprocessor in the Passive Entry Module (PEM) contains the logic circuits and controls all of the features of the Passive Entry (PE) and Keyless Go (KG) systems. The PEM receives battery voltage on a fused B(+) circuit and is grounded at all times through a hard wired remote ground point. These connections allow the PEM to operate regardless of the ignition switch position and with the IOD fuse removed.

The PEM has sufficient driver outputs to power a number of Low Frequency (LF) Radio Frequency (RF) antennas located within the vehicle, which it uses to communicate with up to eight different FOB with Integrated Key (FOBIK) units that have been programmed to the vehicle. The FOBIK units communicate with the PEM using Ultra High Frequency (UHF) communication on a frequency of 434 MegaHertz (MHz) using Frequency-Shift Keying (FSK) modulation, with a 10 kilobaud rate for the PE and KG functionality.

The number of antennas and the specific antenna locations are designed to ensure complete vehicle interior coverage. The LF antennas are each numbered and connected to the PEM on dedicated and sequentially numbered circuits. This arrangement allows the PEM to localize the positions of transmitting FOBIK units using a triangulation strategy. See the WK Low Frequency Antenna And Circuit Numbering table.

The location of a valid FOBIK is critical to the PE and KG features that the PEM will allow. The PEM has the ability to distinguish that a FOBIK is inside or outside of the vehicle. Inside of the vehicle is defined as anywhere within the passenger compartment and up to 10 centimeters (4 inches) from the exterior surfaces of the vehicle. Outside of the vehicle is defined as anywhere within about 10 centimeters (4 inches) and about 1.5 meters (5 feet) and not to exceed 2 meters (6.5 feet) from the exterior surfaces of each unlock switch, but is further differentiated by zones.

The PEM identifies the zone in which the valid FOBIK is located as the active zone, which determines which vehicle aperture becomes accessible. This vehicle has three outside zones: outside left, outside right and outside rear. The PEM will not respond to an input from a zone that is not active. For example: If the outside left zone is active, the PEM will respond to inputs from the left front door smart handle, but not to inputs from the right front door smart handle or from the liftgate unlock switch.

The PEM provides voltage and a clean ground to power the logic circuits and switches of each of the smart exterior door handles. If a door handle Lock , Unlock or Hall Effect switch is approached or activated, the door handle logic uses current modulation to communicate the changed switch state over the same two circuits for the PEM to sense. If a valid key has been verified, the PEM will then send the appropriate electronic Lock or Unlock message to other electronic modules in the vehicle over the Controller Area Network (CAN) data bus. The PEM also senses the state of the liftgate Lock and Unlock switch located at the rear of the vehicle in the liftgate light bar, then uses the same logic and methodology to control access to that aperture.

When the PEM logic detects a PE input or KG request, the PEM and LF antennas challenge the FOBIK to identify whether it is a valid key. If a valid key is detected through the response from the FOBIK, the PEM sends the appropriate electronic message commands to other modules in the vehicle over the CAN data bus to enable an engine starting event, or to enable unlocking or locking of the appropriate vehicle aperture.

On vehicles so equipped, Remote Keyless Entry (RKE), Illuminated Entry, Remote Start, Vehicle Theft Alarm (VTA) and the Memory System each operate in the same manner with the PE and KG systems as without using either the factory default or preferred settings selected using the Customer Programmable Features function. If so desired, the PE system can also be disabled using the Customer Programmable Features function.

The PEM uses On-Board Diagnostics (OBD) and communicates with other modules in the vehicle as well as with a diagnostic scan tool using the Controller Area Network (CAN) data bus. This method of communication is used by the PEM to acquire vehicle configuration data, including customer programmable features. The PEM communicates with the Wireless Ignition Node (WIN) (also known as the Wireless Control Module/WCM or Sentry Key REmote Entry Module/SKREEM), the Powertrain Control Module (PCM) and the Totally Integrated Power Module (TIPM) (also known as the Forward Control Module/FCM) using the CAN data bus.

The PEM microprocessor monitors all of the PE and KG system circuits, then sets active and stored Diagnostic Trouble Codes (DTC) for any monitored system faults it detects. The PEM will also send electronic message requests to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) through the TIPM for the display of certain textual warning messages related to PE and KG system operation in the Electronic Vehicle Information Center (EVIC).

The hard wired inputs and outputs of the PEM may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the PEM electronic controls or the communication between modules and other devices that provide some features of the PE and KG systems. The most reliable, efficient and accurate means to diagnose the PEM or the electronic controls and communication related to PE or KG system operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

The hard wired circuits between components related to the passive entry system and the Passive Entry Module (PEM) 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 PEM or the electronic controls and communication between modules and other devices that provide some features of the passive entry system or the PEM. The most reliable, efficient, and accurate means to diagnose the passive entry system, the PEM or the electronic controls and communication related to passive entry or PEM operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

Scheme 24

1. Disconnect and isolate the battery negative cable.
2. If the vehicle is so equipped, remove the closeout (hush) panel from under the passenger side end of the instrument panel. Refer to «PANEL, INSTRUMENT , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
3. From the passenger side of the vehicle, reach around the outboard end of the heater and air conditioner blower housing (1) to access and disconnect the two instrument panel wire harness connectors from the two Passive Entry Module (PEM) (2) connector receptacles (3).
4. Remove the three screws (4) that secure the PEM to the tabs on the blower housing.
5. Remove the PEM from the vehicle.

1. From the passenger side of the vehicle, position the Passive Entry Module (PEM) (2) to the outboard end of the heater and air conditioner blower housing (1).
2. Install and tighten the three screws (4) that secure the PEM to the tabs on the blower housing. Tighten the screws securely.
3. Reconnect the two instrument panel wire harness connectors to the two PEM connector receptacles (3).
4. If the vehicle is so equipped, reinstall the closeout (hush) panel under the passenger side end of the instrument panel. Refer to «PANEL, INSTRUMENT , INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
5. Reconnect the battery negative cable.

Note. If the PEM is being replaced with a new unit, a diagnostic scan tool MUST be used to initialize and configure the new PEM. Follow the programming steps outlined in the diagnostic scan tool for Replace found under Miscellaneous Functions for the PEM/Passive Entry Module menu item.

Scheme 25

Vehicles equipped with an optional power-operated liftgate are equipped with a Power LiftGate Module (PLGM) (2) (also known as the Power LiftGate/PLG control module). The PLGM is concealed behind the trim on the inside of the left D-pillar below the belt line, where it is secured by two integral mounting tabs (4) and an integral latch tab (1) to slots in the inner D-pillar sheet metal.

Concealed and protected within the molded plastic housing of the PLGM is the printed circuit board and the other electronic circuitry of the module. The module contains a microprocessor and communicates with other electronic modules in the vehicle over the Controller Area Network (CAN) Interior High Speed (IHS) data bus system. Two connector receptacles (3) integral to the PLGM housing are connected to the vehicle electrical system through two dedicated take outs and connectors of the body wire harness.

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

The microprocessor-based electronic Power LiftGate Module (PLGM) (also known as the Power LiftGate/PLG control module) contains the electronic logic circuitry and software that is used to monitor the numerous switch and sensor inputs and control the outputs that operate and provide the various electronic features of the power liftgate system.

In addition, the PLGM receives electronic message inputs from and shares its hard wired switch and sensor resources through electronic message outputs to other electronic control modules in the vehicle over the Controller Area Network (CAN) Interior High Speed (IHS) data bus network. The program logic within the PLGM allows the microprocessor to prioritize all of these inputs and determine the task it needs to perform. The task is then completed by controlling hard wired outputs to the liftgate Power Drive Unit (PDU) and latch mechanisms, which lock, unlock, open and close the liftgate. The PLGM also provides a hard wired output that controls the power liftgate warning chime unit.

The PLGM is powered by a fused B(+) circuit and is grounded at all times so that it can operate the liftgate regardless of the ignition switch position. The module monitors both active and stored Diagnostic Trouble Codes (DTC) through On-Board Diagnostics (OBD) and communicates with a diagnostic scan tool using the CAN data bus.

The PLGM uses adaptive memory that allows the power liftgate system to learn and adapt to the many variables that may be required to operate the liftgate. If a replacement power liftgate system component is installed or a mechanical liftgate adjustment is made, the PLGM is required to relearn the effort and time to open or close the liftgate. This learn cycle can be initiated only with a diagnostic scan tool connected to the Data Link Connector (DLC). Refer to MODULE, POWER LIFTGATE CONTROL , STANDARD PROCEDURE .

The hard wired inputs and outputs of the PLGM may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the electronic controls and communication between modules and other devices that provide some features of the power liftgate system. The most reliable, efficient and accurate means to diagnose the PLGM or the electronic controls and communication related to operation of the power liftgate system requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

The hard wired circuits between components related to the power liftgate system and the Power LiftGate Module (PLGM) (also known as the Power LiftGate/PLG control module) 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 PLGM or the electronic controls and communication between modules and other devices that provide some features of the power liftgate system or the PLGM. The most reliable, efficient, and accurate means to diagnose the power liftgate system, the PLGM or the electronic controls and communication related to power liftgate or PLGM operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

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

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

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

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

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

Scheme 26

1. Disconnect and isolate the battery negative cable.
2. Move the quarter trim panel from the lower left inner D-pillar (1) far enough to access the Power LiftGate Module (PLGM) (2). Refer to «PANEL, QUARTER TRIM , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
3. Disconnect the two body wire harness (3) connectors from the PLGM connector receptacles.
4. Depress the latch feature integral to the upper end of the PLGM housing and pull the top of the PLGM away from the lower left inner D-pillar.
5. Disengage the two tabs integral to the lower end of the PLGM housing from the slots in the lower left inner D-pillar.
6. Remove the PLGM from the vehicle.

1. Position the Power LiftGate Module (PLGM) (2) to the left lower inner D-pillar (1) in the vehicle.
2. Engage the two tabs integral to the lower end of the PLGM housing into the slots in the lower left inner D-pillar.
3. Press the top of the PLGM housing against the lower left inner D-pillar far enough for the latch feature integral to the upper end of the PLGM housing to engage the clearance hole in the inner D-pillar.
4. Reconnect the two body wire harness (3) connectors to the PLGM connector receptacles.
5. Reinstall the quarter trim panel to the lower left inner D-pillar. Refer to «PANEL, QUARTER TRIM , INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
6. Reconnect the battery negative cable.

Note. If a replacement power liftgate system component is installed or a mechanical liftgate adjustment is made, the PLGM must learn or relearn the effort and time required to open or close the liftgate. This learn/relearn cycle can be initiated using the power liftgate switches, using the Remote Keyless Entry (RKE) FOB with Integrated Key (FOBIK) or with a diagnostic scan tool connected to the Data Link Connector (DLC). Refer to MODULE, POWER LIFTGATE CONTROL , STANDARD PROCEDURE .

Scheme 27

The Powertrain Control Module (PCM) (1) is located in the engine compartment on the front of the Total Integrated Power Module (TIPM).

MODES OF OPERATION

As input signals to the Powertrain Control Module (PCM) change, the PCM adjusts its response to the output devices.

The PCM will operate in two different modes: Open Loop and Closed Loop .

During Open Loop modes, the PCM receives input signals and responds only according to preset PCM programming. Input from the oxygen (O2S) sensors is not monitored during Open Loop modes.

During Closed Loop modes, the PCM will monitor the oxygen (O2S) sensors input. This input indicates to the PCM whether or not the calculated injector pulse width results in the ideal air-fuel ratio. This ratio is 14.7 parts air-to-1 part fuel. By monitoring the exhaust oxygen content through the O2S sensor, the PCM can fine tune the injector pulse width. This is done to achieve optimum fuel economy combined with low emission engine performance.

The fuel injection system has the following modes of operation

1. Ignition switch ON
2. Engine start-up (crank)
3. Engine warm-up
4. Idle
5. Cruise
6. Acceleration
7. Deceleration
8. Wide open throttle (WOT)
9. Ignition switch OFF

The ignition switch On, engine start-up (crank), engine warm-up, acceleration, deceleration and wide open throttle modes are Open Loop modes. The idle and cruise modes, (with the engine at operating temperature) are Closed Loop modes.

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.

ENGINE START-UP MODE

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

The PCM receives inputs from

1. Battery voltage
2. Engine coolant temperature sensor
3. Crankshaft position sensor
4. Intake manifold air temperature sensor
5. Manifold absolute pressure (MAP) sensor
6. Throttle position sensor (TPS)
7. Starter motor relay
8. Camshaft position sensor signal

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

The fuel pump is activated by the PCM through the fuel pump relay.

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

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

ENGINE WARM-UP MODE

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

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

Based on these inputs the following occurs

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

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.

5 VOLT SUPPLIES

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

IGNITION CIRCUIT SENSE

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

POWER GROUNDS

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

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

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

SENSOR RETURN

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

Sensor Return provides a low-noise ground reference for all engine control system sensors. For more information, refer to MODULE, POWERTRAIN CONTROL , DESCRIPTION .

SIGNAL GROUND

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

POWERTRAIN CONTROL MODULE (PCM)

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

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

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

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

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

Note. PCM Inputs

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

Note. PCM Outputs

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

Primary 5-volt supply

1. supplies the required 5 volt power source to the Crankshaft Position (CKP) sensor.
2. supplies the required 5 volt power source to the Camshaft Position (CMP) sensor.
3. supplies a reference voltage for the Manifold Absolute Pressure (MAP) sensor.
4. supplies a reference voltage for the Throttle Position Sensor (TPS) sensor.

Secondary 5-volt supply

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

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

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

PCM REPROGRAMMING

Perform the PCM/TCM PROGRAMMING procedure. Refer to appropriate Electrical Diagnostic article. .

Scheme 28

1. Disconnect the negative battery cable.
2. Disconnect the Powertrain Control Module (PCM) wire harness connectors (3).
3. Remove bolts (2) and the PCM (1).

REMOVAL - PCM

Scheme 29

Scheme 30

1. Disconnect and isolate the negative battery cable.
2. Carefully unplug the 38-way connectors (2) from the PCM (1).
3. Remove the PCM retaining bolts (3).
4. Position the ground strap (2) aside.
5. Remove the PCM (1) from the mounting bracket located on the TIPM.

DIESEL

1. Check pin connectors in Powertrain Control Module (PCM) and the wire harness connectors for corrosion or damage. Also check pin heights in connectors. Pin heights should all be the same. Repair as necessary before installing harness connectors.
2. Install the PCM (1) and securely tighten bolts (2).
3. Connect the PCM wire harness connectors (3).
4. Connect the negative battery cable.
5. Use a diagnostic scan tool to reprogram new PCM (2) with vehicles original Vehicle Identification Number (VIN) and original vehicle mileage. Refer to appropriate Electrical Diagnostic article. .

INSTALLATION - PCM

1. Position the PCM (1) onto the mounting bracket located on the TIPM.
2. Position the ground strap (2), install the retaining bolts (3) and tightened to 9 N.m (80 in. lbs.).
3. Check the pin connectors in the PCM. Also check the 38-way connectors (2) for corrosion or damage. Repair as necessary.
4. Carefully plug the 38-way connectors (2) into the PCM (1).
5. Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.). NOTE: If the original Vehicle Identification Number (VIN) and original vehicle mileage is not programed into the PCM, a Diagnostic Trouble Code (DTC) may be set.
6. If installing a new PCM, use a diagnostic scan tool to reprogram the new PCM with the vehicles original VIN and mileage.

Scheme 31

The Steering Control Module (SCM) for this vehicle is integral to the Steering Column Control Module (SCCM). The SCCM is located near the top of the steering column below the steering wheel. The SCCM includes the steering column shroud (1), the Steering Angle Sensor (SAS) (2), the clockspring (3), the multi-function switch (6), a steering column power tilt and telescope switch (5) for vehicles so equipped and a trim cover (4).

The SCCM is secured to the steering column by a unique mounting system using no external fasteners. The SCCM has two key stone features that snap into slots in the upper column jacket to secure the SCCM. In addition, a mechanical red indicator on the lower surface of the column shroud will be flush with the shroud surface when the SCCM is properly installed, but will stand proud of the shroud surface if the key stones are incompletely or improperly seated in the slots of the column jacket.

There are also unique lugs cast into the outer circumference of the steering wheel hub that must be engaged into slots within the inner circumference of the clockspring rotor hub to unlock and drive both the clockspring and the SAS, and the steering wheel must be tightened to specification to ensure proper clockspring and SAS function.

The SCCM includes an integral connector receptacle that faces toward the instrument panel and is connected to the vehicle electrical system through a single take out and connector of the instrument panel wire harness. The instrument panel wire harness take out has been intentionally provided with additional length to facilitate service removal and installation of the SCCM. However, following SCCM installation, this additional length must be pulled back and secured to the instrument panel structure to prevent the potential for undesirable rattling and buzzing noises while driving.

The SCM cannot be adjusted or repaired. If ineffective or damaged the entire SCCM unit must be replaced.

The Steering Column Control Module (SCCM) includes an electronic circuit board, sometimes referred to as the Steering Control Module (SCM). The SCM is a Local Interface Network (LIN) bus master and a gateway for the Controller Area Network (CAN) data bus. Refer to COMMUNICATION , DESCRIPTION .

The microprocessor-based SCM provides power and ground to the multi-function and power tilt and telescope steering column switches of the SCCM, then utilizes integrated circuitry to monitor hard wired analog and digital return inputs from both of these switches. Except for the circuits for the optional heated steering wheel and the standard equipment Driver AirBag (DAB), which are pass-through circuits of the SCCM, the SCM also provides power and ground to all of the electronics carried on the steering wheel through a microprocessor contained in the right steering wheel switch, which is also a LIN slave.

The steering wheel-mounted electronics monitored by the SCM include the horn switch, the speed control switches, the remote radio switches, the hands-free communication switches and the Electronic Vehicle Information Center (EVIC) control switches, if the vehicle is so equipped. The LIN slave monitors the changing states of these switches through both hard wired analog and digital return inputs, then communicates those switch states to the SCM over the LIN bus. In response to those inputs, the internal circuitry of the SCM gateway then transmits electronic message outputs communicating all of the monitored switch state changes as well as SAS data to other electronic modules in the vehicle over the CAN bus.

A fixed connector receptacle of the SCCM connects the SCM to the vehicle electrical system through a single take out with connector from the instrument panel wire harness. The instrument panel wire harness take out has been intentionally provided with additional length to facilitate service removal and installation of the SCCM. However, following SCCM installation, this additional length must be pulled back and secured to the instrument panel structure to prevent the potential for undesirable rattling or buzzing noises while driving.

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. Any input to the SCM that controls a vehicle system function that does not require that the ignition switch be in the ON position such as depressing the horn switch, prompts the SCM to wake up and transmit on the CAN data bus.

The service replacement SCCM is shipped with the clockspring pre-centered within the SCCM and with a plastic locking tab installed. This locking tab should not be removed until the SCCM has been properly installed on the steering column. If the locking tab is removed before the steering wheel is installed on a steering column, clockspring centering must be confirmed by viewing the inspection window on the clockspring rotor. If the black boxes of the clockspring tape are not visible in the inspection window, the entire SCCM must be replaced with a new unit. Refer to CLOCKSPRING , STANDARD PROCEDURE . Proper clockspring installation may also be confirmed by viewing the Steering Angle Sensor (SAS) data 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 SCCM, the SCM or the electronic controls or communication between modules and other devices that provide some features of the SCCM. The most reliable, efficient, and accurate means to diagnose the SCCM, the SCM or the electronic controls and communication related to SCCM or SCM operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

The hard wired circuits between components related to the Steering Column Control Module (SCCM) and the Steering Control Module (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 SCCM, the SCM or the electronic controls and communication between modules and other devices that provide some features of the SCCM or SCM. The most reliable, efficient, and accurate means to diagnose the SCCM, the SCM or the electronic controls and communication related to SCCM or SCM operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

Scheme 32

Scheme 33

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 «AIR BAG, DRIVER , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .
4. Disconnect the steering wheel wire harness connectors from the upper Steering Column Control Module (SCCM) connector receptacles.
5. Remove the steering wheel from the upper steering column shaft. Refer to «WHEEL, STEERING , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/manual-power-steering/#steering-system) .
6. Using a trim stick or another suitable wide flat-bladed tool, disengage the snap clips that secure the molded hard plastic outer edges of the steering column gap hider bezel to the instrument panel.
7. Pull the gap hider bezel up and away from the instrument panel far enough to access and disengage the retainer clip (2) of the service length of the instrument panel wire harness SCCM take out that secures it to the instrument panel base trim (1) on the right side of the steering column opening.
8. Firmly grasp each side of the SCCM shroud (2) on the edges nearest the instrument panel. Use a short, firm tug rearward on the shroud to disengage the spring-loaded upper and lower keystones (6) from the slots (4) in the top and bottom of the steering column jacket (3).
9. Pull the SCCM away from the top of the steering column far enough to reach through the back of the gap hider and shroud to access and disconnect the instrument panel wire harness connector from the lower SCCM connector receptacle.
10. Remove the SCCM from the vehicle.

Scheme 34

1. Before reinstalling a Steering Column Control Module (SCCM) onto a steering column, clockspring centering must be confirmed by viewing the inspection window (3) on the clockspring rotor (1). If the black squares (2) on the clockspring tape are not visible through the inspection window, clockspring centering has been compromised and the SCCM MUST be replaced with a new unit.
2. Be certain that the front wheels are still in the straight ahead position.
3. If a new SCCM is being installed, disengage the steering column gap hider from the lower edge of the used SCCM shroud and transfer it to the new one.
4. Position the SCCM close enough to the top of the steering column to reach through the back of the gap hider and shroud to reconnect the instrument panel wire harness connector SCCM take out to the lower SCCM connector receptacle.
5. Align the hub of the SCCM with the upper steering column shaft (5) and jacket (3).
6. Slide the SCCM over the top of the steering column jacket far enough for the spring-loaded upper and lower keystones (6) to engage the slots (4) in the top and bottom of the steering column jacket.
7. Confirm that the keystones are fully engaged in the column jacket slots by inspecting the round red indicator (7) visible on the lower surface of the SCCM shroud. The indicator should be flush with the shroud. If the indicator stands proud of the shroud, the keystones are NOT fully engaged. Carefully slide the SCCM slightly up and down, or rotate it slightly right and left as necessary for the keystones to snap into their slots and the indicator to become flush with the shroud. NOTE: The service length of the instrument panel wire harness take out for the SCCM MUST be pulled back out of the SCCM shroud and secured to the instrument panel base trim. Failure to properly accomplish this task will result in unsatisfactory buzzes, squeaks or rattles during vehicle operation.
8. Pull the gap hider bezel up and away from the instrument panel far enough to access and engage the retainer clip (2) of the service length of the instrument panel wire harness SCCM take out to the instrument panel base trim (1) on the right side of the steering column opening.
9. Align and engage the snap clips that secure the molded hard plastic steering column gap hider bezel to the instrument panel.
10. If a new SCCM is being installed, remove (break off) the red locking tab that secures the clockspring rotor to the clockspring case.
11. Reinstall the steering wheel onto the upper steering column shaft. Be certain to align and insert the rotational lugs on the steering wheel hub into the slots in the hub of the clockspring. Also, the steering wheel fastener MUST be tightened to the proper torque specification to ensure proper clockspring and Steering Angle Sensor (SAS) operation. Refer to «WHEEL, STEERING , INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/manual-power-steering/#steering-system) .
12. Reconnect the steering wheel wire harness connectors to the upper SCCM connector receptacles.
13. Reinstall the driver airbag onto the steering wheel. Refer to «AIR BAG, DRIVER , INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .
14. Reconnect the battery negative cable.

The Totally Integrated Power Module (TIPM) is a combination unit that performs the functions of the Power Distribution Center (PDC) and the Front Control Module. The TIPM is a printed circuit board based module that contains fuses, internal relays and a microprocessor that performs the functions previously executed by the FCM. The TIPM is located in the engine compartment next to the passenger side strut tower. The B+ cable connects directly to the TIPM via a stud located on top of the unit. The ground connection is via electrical connectors. The TIPM provides the primary means of voltage distribution and protection for the entire vehicle.

The molded plastic TIPM housing includes a base and cover. The TIPM cover is easily opened or removed for service and has a fuse and relay layout map integral to the inside surface of the cover. The TIPM housing base and cover are secured in place via mounting tabs. The mounting tabs secure the TIPM to the TIPM mounting bracket.

All of the current from the battery and the generator output enters the Totally Integrated Power Module (TIPM) via a stud on the top of the module. The TIPM cover is removed to access the fuses or relays. Internal connections of all of the power distribution center circuits is accomplished by a combination of bus bars and a printed circuit board.

For complete circuit diagrams, refer to the appropriate wiring information. For complete circuit diagrams, 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.

Scheme 35

Scheme 36

1. Disconnect and isolate the negative battery cable.
2. Open the cover of the Totally Integrated Power Module (TIPM).
3. Remove the B+ retainer (1).
4. Remove the B+ cable from the TIPM.
5. Unclip the TIPM (1) from the mounting bracket (2).
6. Disconnect the electrical connectors from the TIPM and remove.

1. Connect the electrical connectors to the TIPM.
2. Align the tabs with the TIPM and push the TIPM down until it is fully seated.
3. Install the B+ cable (2) the TIPM.
4. Install and tighten the B+ retainer (1).
5. Close the TIPM cover.
6. Connect the negative battery cable.

Scheme 37

The transmission control module (TCM) (2) and mounting bracket (1) is mounted under the center dash panel, on the transmission hump.

The electronic control system consists of various components providing inputs to the TCM. The TCM monitors transmission sensors, shifter assembly, and bus messages to determine transmission shift strategy. After shift strategies are determined, the TCM controls the actuation of transmission solenoids, which controls the routing of hydraulic fluid within the transmission, by moving a sequence of four valves to make a shift occur.

The system performs its functions based on continuous real-time sensor feedback information. In addition the TCM receives information from the rest of the vehicle over the CAN C bus. The CAN C bus is a high-speed communication bus that allows real time control capability between various controllers. Most messages are sent every 20 milliseconds. This means critical information can be shared between the transmission, engine, and ABS controllers. The CAN C bus is a two wire bus with a CAN C Bus (+) circuit and a CAN C Bus (-) circuit. These circuits are twisted pairs in the harness to reduce the potential of radio and noise interference.

The transmission control system automatically adapts to changes in engine performance, vehicle speed, and transmission temperature variations to provide consistent shift quality. The control system ensures that clutch operation during up-shifting and downshifting is more responsive without increased harshness. The TCM activates the solenoid valves and moves valves in the valve body to achieve the necessary gear changes. The required pressure level is calculated from the load condition, engine speed. Vehicle speed (from ABS module) and transmission oil temperature, matched to the torque to be transmitted. Power for the transmission system is supplied through the shifter mechanism (no transmission control relay).

5.7L VEHICLES

The Transmission Control Module (TCM) is a sub-module within the Powertrain Control Module (PCM) (1). The PCM is located on the right side in front of the TIPM.

3.6L 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 shifttime and resulting shift quality. As the temperature rises, resistance rises, and therefore, the probing voltage is decreasing. Because of its registration, the shifting process can be optimized in all temperature ranges.

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

STARTER INTERLOCK

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

N2 AND N3 SPEED SENSORS

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

CAN C BUS INDIRECT INPUT SIGNALS

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

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

SHIFT SCHEDULES

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

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

DOWNSHIFT SAFETY

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

ADAPTATION

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

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

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

DRIVING STYLE ADAPTATION

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

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

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

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

SHIFT TIME ADAPTATION (SHIFT OVERLAP ADAPTATION, WORKING PRESSURE)

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

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

FILL PRESSURE ADAPTATION (APPLY PRESSURE ADAPTATION, MODULATING PRESSURE)

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

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

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

FILL TIME ADAPTATION (ENGAGEMENT TIME ADAPTATION)

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

PERMANENT LIMP-IN MODE

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

TEMPORARY LIMP-IN MODE

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

UNDER VOLTAGE LIMP-IN MODE

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

HARDWARE ERROR MODE

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

LOSS OF DRIVE

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

CONTROLLED LIMP-IN MODE

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

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

Some examples of direct inputs to the TCM are

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

Some examples of indirect inputs to the TCM are

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

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

Some examples of TCM direct outputs are

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

Some examples of TCM indirect outputs are

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

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

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

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

BATTERY FEED

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

CLUTCH VOLUME INDEXES (CVI)

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

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

By comparing the two inputs, the TCM can determine transmission gear position. This is important to the CVI calculation because the TCM determines CVIs by monitoring how long it takes for a gear change to occur. (Scheme 38)

Scheme 38

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

The gear ratio changes as clutches are applied and released. By monitoring the length of time it takes for the gear ratio to change following a shift request, the TCM can determine the volume of fluid used to apply or release a friction element.

The volume of transmission fluid needed to apply the friction elements are continuously updated for adaptive controls. As friction material wears, the volume of fluid need to apply the element increases.

Certain mechanical failures within the input clutch assembly can cause inadequate or out-of-range element volumes. Also, defective Input/Output Speed Sensors and wiring can cause these conditions. The following chart identifies the appropriate clutch volumes and when they are monitored/updated

As mentioned earlier, the TCM has programming that allows it to select a variety of shift schedules. Shift schedule selection is dependent on the following

1. Shift lever position
2. Throttle position
3. Engine load
4. Fluid temperature
5. Software level

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

ADAPTATION - 3.6L 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.

QUICK LEARN - 5.7L VEHICLES

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

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

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

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

1. The brakes must be applied
2. The engine speed must be above 500 rpm
3. The throttle angle (TPS) must be less than 3 degrees
4. The shift lever position must stay in PARK until prompted to shift to overdrive
5. The shift lever position must stay in overdrive after the Shift to Overdrive prompt until the scan tool indicates the procedure is complete
6. The calculated oil temperature must be above 15.5° C (60° F) and below 93° C (200° F)

DRIVE LEARN - 5.7L VEHICLES

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

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

LEARN A SMOOTH 1ST NEUTRAL TO DRIVE SHIFT

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

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

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

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 and refer to 1 until the 1st 2-3 upshift becomes smooth and the 1st 2-3 OD CVI stabilizes. Refer to 2 .

LEARN A SMOOTH 2-3 AND 3-4 UPSHIFT

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

LEARN A SMOOTH NEUTRAL TO REVERSE SHIFT

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

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

LEARN A SMOOTH 4-5 UPSHIFT

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

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

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

Scheme 39

Scheme 40

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

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

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

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

Scheme 41

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

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

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

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

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

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

The Wireless Ignition Node (WIN) contains a Radio Frequency (RF) transceiver and a microprocessor. The WIN utilizes integrated circuitry to monitor numerous hard wired analog, Radio Frequency (RF) and electronic message inputs. In response to those inputs the internal circuitry and programming of the WIN allow it to control and integrate many electronic functions and features of the vehicle through both hard wired outputs and the transmission of electronic message outputs to other electronic modules in the vehicle over the Controller Area Network data bus and the Local Interface Network (LIN) data bus.

The WIN 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. Features and functions integral to the WIN include: ignition switch, Sentry Key Immobilizer Module/SKIM, Remote Keyless Entry/RKE, Tire Pressure Monitor/TPM, remote start system external extended range antenna input, Brake Transmission Shift Interlock/BTSI, electronic steering column lock (where required), and real time vehicle clock. For information covering details of operation for the individual functions and features controlled by the WIN, refer to the specific service information covering the system to which that function or feature belongs.

The key removal inhibit solenoid internal to the WIN prevents the FOB with Integrated Key (FOBIK) from being rotated in the ignition switch to the LOCK position for all vehicles with an automatic transmission unless the transmission shift lever is in the PARK position. The WIN module monitors a hard wired input from a switch integral to the automatic transmission shifter module to control this feature. The key removal inhibit solenoid is electronically disabled internally by the WIN on vehicles with a manual transmission.

The hard wired circuits between components related to the WIN 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 WIN or the electronic controls or communication between modules and other devices that provide some features of the WIN. The most reliable, efficient, and accurate means to diagnose the WIN or the electronic controls and communication related to WIN operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

DIAGNOSIS AND TESTING - FOBIK TRAPPED IN WIN

For more information, refer to TRANSMITTER, INTEGRATED KEY FOB , DIAGNOSIS AND TESTING .

Scheme 42

Scheme 43

Scheme 44

1. Disconnect and isolate the negative battery cable. NOTE: Passenger side shown in illustration, drivers side similar.
2. Remove the drivers scuff plate. Refer to «PLATE, SCUFF, DOOR , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
3. Remove the drivers cowl trim panel. Refer to «PANEL, COWL TRIM, SIDE , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
4. Remove the drivers side silencer pad.
5. Remove the steering column opening cover. Refer to «COVER, STEERING COLUMN OPENING , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
6. Remove the right side knee blocker support bracket.
7. Remove the instrument cluster. Refer to «REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#instrument-cluster-service-information__removal) .
8. Through instrument cluster opening, remove the upper Wireless Ignition Node (WIN) bracket retainer.
9. From the steering column opening remove the two lower WIN bracket retainers one on the bottom and one on the side (1).
10. Pull the WIN (2) and bracket down through the steering column opening.
11. Disconnect the antenna and electrical connector.

1. Insert the WIN and bracket up through the steering column opening.
2. From the steering column opening install the two lower WIN bracket retainers one on the bottom and one on the side (1).
3. Through instrument cluster opening, install the upper Wireless Ignition Node (WIN) bracket retainer.
4. Install the instrument cluster. Refer to «INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#instrument-cluster-service-information__installation) .
5. Install the right side knee blocker support bracket.
6. Install the steering column opening cover. Refer to «COVER, STEERING COLUMN OPENING , INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
7. Install the drivers side silencer pad. NOTE: Passenger side shown in illustration, drivers side similar.
8. Install the drivers cowl trim panel. Refer to «PANEL, COWL TRIM, SIDE , INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
9. Install the drivers scuff plate. Refer to «PLATE, SCUFF, DOOR , INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
10. Connect the battery negative cable.

Note. On vehicles equipped with the Sentry Key Immobilizer System (SKIS), when the Wireless Ignition Node (WIN) is replaced with a new unit, a diagnostic scan tool MUST be used to initialize the new WIN and to program at least two Sentry Key FOBIK transponders before the vehicle can be operated. Refer to STANDARD PROCEDURE .

Note. Vehicles equipped with PEM: If the WIN is being replaced, a diagnostic scan tool MUST be used to initialize and configure the new PEM. Follow the programming steps outlined in the diagnostic scan tool for Replace found under Miscellaneous Functions for the PEM/Passive Entry Module menu item.

Note. On vehicles equipped with a premium Tire Pressure Monitoring (TPM) system, when the Wireless Ignition Node (WIN) or the spare tire pressure sensor is replaced with a new unit, a diagnostic scan tool MUST be used to run a routine that allows the WIN to be programmed with the ID number and location of the spare tire pressure sensor mounted in the wheel of the spare tire. This may be done using a TPM-RKE Analyzer special tool by following the programming steps outlined in the diagnostic scan tool for Program Tire Sensor ID w/TPM Tool under Miscellaneous Functions for the WIN menu item. If a TPM-RKE Analyzer special tool is not available, the spare tire must be dismounted from its wheel to access and note the ID number on the spare tire pressure sensor so that the ID code for that sensor can be programmed into the new WIN. Follow the programming steps outlined in the diagnostic scan tool for Learn Spare Tire Sensor ID under Miscellaneous Functions for the WIN menu item as appropriate. Refer to SENSOR, TIRE PRESSURE MONITORING (TPM) , INSTALLATION .

Note. On vehicles equipped with the optional export premium Vehicle Theft System, when the Wireless Ignition Node (WIN) is replaced with a new unit, the shaft lock module MUST also be replaced. Refer to MODULE, SHAFT LOCK , REMOVAL .

Note. On vehicles equipped with a shaft lock module the WIN initialization procedure is required whenever the WIN or shaft lock module is replaced. Refer to STANDARD PROCEDURE .

Scheme 45

The adaptive speed control sensor (1) (also known as the Adaptive Cruise Control/ACC sensor or module, or the radar sensor or module) is located on a bracket secured near the center of the underside of the front bumper support member of the Front End Module (FEM) behind the front fascia. The stamped steel ACC sensor mounting bracket is secured by two screws to a bracket on the bumper support member. This sensor is also the primary component of the Forward Collision Warning (FCW) feature of the Electronic Vehicle Information Center (EVIC).

One fixed ball stud (4) and two adjustable ball studs (3) secure the sensor housing through a snap fit into three molded plastic ball socket clips installed in the mounting bracket. The sensor pivots on the fixed ball stud while the two adjustable ball studs allow the sensor to be vertically aligned after installation using an ACC vertical alignment special tool and a 3.5 millimeter hex nut driver special tool. Horizontal alignment is performed electronically using a diagnostic scan tool during a ten minute drive at a steady, predetermined speed following completion of the vertical alignment.

The ACC sensor electronic circuitry is sealed and protected within a die cast aluminum housing. A molded plastic cover and a lens or radar dome (5) faces forward through an opening in the center of the front fascia lower airflow grille texture that is trimmed with a bezel snapped into the texture opening. A molded plastic sensor bezel or mirror cover with a center clearance hole for the sensor lens snaps over the sensor and conceals a small square mirror in one corner of the sensor cover that is used for calibration purposes during the sensor manufacturing process.

The ACC sensor includes an applied connector receptacle (2) that is sealed and secured to the sensor housing with screws and faces downward when installed on the mounting bracket. The ACC sensor is connected to the vehicle electrical system through a single dedicated takeout and connector of the FEM wire harness.

The adjustable ball studs and the ACC sensor cannot be repaired. If ineffective or damaged the entire sensor unit must be replaced. The three plastic ball socket clips in the sensor mounting bracket must also be replaced each time the ACC sensor is removed from and reinstalled onto the mounting bracket.

The microprocessor in the adaptive speed control sensor (also known as the Adaptive Cruise Control/ACC sensor or module, or as the radar sensor or module) contains the logic circuits and controls many of the features of the adaptive speed control system. The ACC sensor receives battery voltage on a fused ignition switch output (run) circuit and is grounded at all times through a hard wired remote ground point. These connections allow the ACC sensor to operate only when the ignition switch is in the ON position. Likewise, the ACC sensor sleeps whenever the ignition switch is in any position except ON.

The ACC sensor is also a RAdio Detection And Ranging (RADAR) transceiver. The ACC sensor transmits electromagnetic signal bursts at an operating frequency of 77 gigahertz. Those signal bursts are scattered by any objects they strike within the 40 degree field of view of the transceiver, which changes the strength and frequency of the signal. The ACC sensor antenna receives and interprets the returned signals to detect any objects in the path of the vehicle as well as their speed and direction.

The ACC sensor receives electronic speed control switch status message inputs from the Steering Control Module (SCM) integral to the Steering Column Control Module (SCCM) over the Controller Area Network (CAN) data bus. The sensor also monitors electronic message inputs from the Powertrain Control Module (PCM), the Antilock Brake Module (ABM) (also known as the Controller Antilock Brake/CAB or the Electronic Stability Control/ESC module) and the Transmission Control Module (TCM).

The ACC sensor logic processes all of those inputs, then provides the appropriate electronic message outputs over the CAN data bus to the PCM, the TCM and the ABM to control and maintain the separation setting selected by the vehicle operator between the vehicle and any preceding vehicles. The ACC sensor also provides electronic message outputs to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) and the Electronic Vehicle Information Center (EVIC) to invoke the Forward Collision Warning (FCW) features.

Among other features, the sensor also contains an electronic ambient temperature sensor and a heating element. When appropriate ambient temperatures are sensed, the heating element is energized by the sensor control circuitry to keep the sensor lens or radar dome clear of ice and snow accumulations that might otherwise blind the sensor to proper reception of returned signals.

The ACC sensor microprocessor continuously monitors all of its internal electronics to determine the sensor readiness. If the ACC sensor detects a monitored sensor fault, it sets and stores a Diagnostic Trouble Code (DTC). The ACC sensor uses On-Board Diagnostics (OBD) and can communicate with other electronic modules in the vehicle as well as with the diagnostic scan tool using the CAN data bus. This method of communication is used for control of the indicators and indications provided to the vehicle operator through the EMIC and the EVIC. The ACC sensor is also Flash programmable, allowing the sensor software to be updated using a diagnostic scan tool.

The hard wired inputs for the ACC sensor may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the ACC sensor or the electronic controls or communication between other modules and devices that provide features of the adaptive speed control and FCW system features. The most reliable, efficient, and accurate means to diagnose the ACC sensor or the electronic controls and communication related to adaptive speed control or FCW system operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

DIAGNOSIS AND TESTING - ACC SYSTEM

The hard wired circuits to the adaptive speed control sensor (also known as the Adaptive Cruise Control/ACC sensor or module, or the radar sensor or module) 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 ACC sensor or the electronic controls and communication between modules and other devices that provide some features of the adaptive speed control and Forward Collision Warning (FCW) systems. The most reliable, efficient, and accurate means to diagnose the ACC sensor or the electronic controls and communication related to adaptive speed control or FCW system operation requires the use of a diagnostic scan tool. Refer to DIAGNOSIS AND TESTING .

STANDARD PROCEDURE - ADAPTIVE SPEED CONTROL SENSOR ALIGNMENT

The adaptive speed control sensor (also known as the Adaptive Cruise Control/ACC sensor or module, or the radar sensor or module) requires alignment whenever the ACC sensor is removed and reinstalled, whenever front end structural repairs are performed or whenever a Diagnostic Trouble Code (DTC) indicates ACC sensor adjustment is required. Sensor alignment consists of performing the mechanical vertical alignment described in the following procedure, followed by the electronic horizontal alignment that is performed with a diagnostic scan tool and the appropriate diagnostic information.

VEHICLE PREPARATION FOR SENSOR VERTICAL ALIGNMENT

1. Verify correct vehicle suspension height.
2. Repair or replace any ineffective, worn or damaged body components. Repair any loose or cracked fascia components that might interfere with the sensor field of view. The radar dome of the sensor module should be roughly centered in the opening of the fascia.
3. Verify proper tire inflation pressures.
4. Remove any accumulations of mud, snow or ice from the vehicle underbody.
5. Verify that there is no load in the vehicle (cargo or passengers), except for the driver. NOTE: The vehicle MUST be placed on a known level horizontal surface such as a wheel or frame alignment rack to achieve satisfactory sensor vertical alignment results.
6. Rock the vehicle side-to-side three times to allow the suspension to stabilize.
7. Jounce the front and rear suspension three times by pushing downward on the front and rear bumpers and releasing.

Scheme 46

Note. The graphic shows Special Tool No. (special tool #10243-1, Fixture, Alignment, Accessory) installed on the adaptive speed control sensor with the front fascia removed for clarity; however, it is NOT necessary to remove the front fascia to install the special tool or to perform the following procedure.

Scheme 47

1. The adaptive speed control sensor (4) (also known as the Adaptive Cruise Control/ACC sensor or module and the radar sensor or module) is located on a bracket (6) secured near the center of the underside of the front bumper support member of the Front End Module (FEM) behind the front fascia.
2. Unsnap and remove the molded plastic ACC fascia closeout bezel in the center of the grille texture insert of the lower air intake opening of the front fascia to gain access to the ACC adjustment screws.
3. Remove the smaller plastic bezel (mirror cover) from over the front of the sensor housing.
4. Using standard glass cleaner and a clean soft towel, remove any dirt or road salt from the convex molded dark plastic lens (radar dome) on the face of the sensor as well as from the suction cup of the vertical alignment tool (3) (Special Tool No. (special tool #10243-1, Fixture, Alignment, Accessory)).
5. Carefully slide the vertical alignment tool over the sensor housing until the suction cup rests against the lens of the sensor. NOTE: It may take several attempts to get the suction cup of the special tool to fasten securely to the sensor. If necessary, lightly wet the suction cup with clean water to help improve adhesion.
6. Depress the plunger (1) of the vertical alignment tool to engage the suction cup and attach the special tool securely to the lens of the sensor.
7. Use the 3.5 millimeter hex nut driver (Special Tool No. (special tool #10243-2, Driver, Nut)) to rotate the vertical adjustment ball stud (2) that secures the sensor (1) to the mounting bracket as necessary to center the bubble of the spirit level between the two center marks on the vial of the level located on the top of the vertical alignment tool.
8. Depress the center release button of the special tool to release the suction cup from the sensor lens and remove the special tool from the sensor.
9. Perform the ACC sensor horizontal alignment using a diagnostic scan tool and the appropriate diagnostic information.
10. Reinstall the smaller plastic bezel (mirror cover) onto the front of the sensor housing. Care must be taken to orient the bezel properly to ensure proper retention.
11. Reinstall the molded plastic ACC fascia closeout bezel into the center of the grille texture insert of the lower air intake opening of the front fascia.

Scheme 48

1. Remove the adaptive speed control (also known as the Adaptive Cruise Control/ACC) sensor (2) from the mounting bracket (3). Refer to «SENSOR AND BRACKET, ADAPTIVE SPEED CONTROL , REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/communication-devices/#electronic-control-modules-service-information) .
2. Remove the two screws (4) that secure the bracket to the underside of the front bumper support bar (1).
3. Remove the mounting bracket from the bumper support bar. NOTE: The three molded plastic ball socket clips in the ACC sensor mounting bracket MUST be removed, discarded and replaced with new ball socket clips any time the sensor is removed from the bracket.
4. Remove the three molded plastic ball socket clips (5) from the back side of the ACC sensor mounting bracket and discard. The clips are removed by rotating them counterclockwise.

Scheme 49

1. Disconnect and isolate the battery negative cable.
2. Raise and support the vehicle.
3. Unsnap and remove the plastic bezel from the opening in the center of the grille texture insert of the lower air intake opening in the front fascia.
4. If equipped, unsnap and remove the sensor bezel (mirror cover) (3) from the face of the adaptive speed control (also known as Adaptive Cruise Control/ACC) sensor (4) located below the center of the front bumper support bar (1).
5. Disconnect the Front End Module (FEM) wire harness connector (5) from the ACC sensor connector receptacle.
6. Firmly grasp the ACC sensor housing and pull it sharply forward from the sensor mounting bracket (2) until the one fixed and the two adjustable ball studs of the sensor unsnap from the three molded plastic ball socket clips in the bracket.
7. Remove the ACC sensor from the vehicle. NOTE: The three molded plastic ball socket clips in the ACC sensor mounting bracket MUST be removed, discarded and replaced with new ball socket clips any time the sensor is removed from the bracket.
8. Remove the three molded plastic ball socket clips (5) from the back side of the ACC sensor mounting bracket and discard. The clips are removed by rotating them counterclockwise.

BRACKET

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

1. Install three new molded plastic ball socket clips (5) into the adaptive speed control (also known as Adaptive Cruise Control/ACC) sensor mounting bracket (3) located below the center of the front bumper support bar (1). The clips are installed from the back side of the bracket by rotating them clockwise.
2. Position the mounting bracket to the underside of the bumper support bar.
3. Install and tighten the two screws (4) that secure the mounting bracket to the support bar. Tighten the screws securely.
4. Reinstall the ACC sensor onto the mounting bracket. Refer to «SENSOR AND BRACKET, ADAPTIVE SPEED CONTROL , INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/communication-devices/#electronic-control-modules-service-information) .

SENSOR

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

1. Install three new molded plastic ball socket clips into the adaptive speed control (also known as Adaptive Cruise Control/ACC) sensor mounting bracket (2) located below the center of the front bumper support bar (1). The clips are installed from the back side of the bracket by rotating them clockwise.
2. Position the ACC sensor (4) to the mounting bracket.
3. Align the one fixed and the two adjustable ball studs of the sensor with the three plastic ball socket clips in the bracket.
4. Using hand pressure, press firmly and evenly on the face of the sensor until each of the ball studs snaps into the ball socket clips.
5. Reconnect the Front End Module (FEM) wire harness connector (5) to the ACC sensor connector receptacle.
6. If equipped, snap the sensor bezel (mirror cover) (3) over the face of the ACC sensor.
7. Check the ACC sensor vertical alignment. Refer to «SENSOR AND BRACKET, ADAPTIVE SPEED CONTROL , STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/communication-devices/#electronic-control-modules-service-information) .
8. Snap the bezel into the center opening of the grille insert in the lower air intake opening of the front fascia.
9. Use a diagnostic scan tool and the appropriate diagnostic information to perform the horizontal sensor alignment procedure.

See also:
• STANDARD PROCEDURE
• AIR SUSPENSION , DESCRIPTION
• CABLES, BATTERY , REMOVAL
• STANDARD PROCEDURE
• BODY, AIR CLEANER
• BODY, AIR CLEANER
• STANDARD PROCEDURE
• BLIND SPOT MONITOR SYSTEM
• MODULE, COMPASS , REMOVAL
• HEADLINER , REMOVAL
• COMPASS VARIANCE ADJUSTMENT
• MANUAL COMPASS CALIBRATION
• CLEAR/RELEARN PROCEDURES
• DIAGNOSTIC CODE INDEX - 3.0L DIESEL
• STANDARD PROCEDURE
• UNIT, FRONT LAMP , REMOVAL
• DIAGNOSIS AND TESTING
• DIAGNOSIS AND TESTING
• MODULE, PARK ASSIST , OPERATION
• WARNING
• WHEEL, STEERING , REMOVAL
• TRANSMITTER, INTEGRATED KEY FOB , DIAGNOSIS AND TESTING
• REMOVAL
• INSTALLATION
• SENSOR, TIRE PRESSURE MONITORING (TPM) , INSTALLATION
• DIAGNOSIS AND TESTING
• COMMUNICATION , OPERATION
• MODULE, HEADLAMP LEVELING , STANDARD PROCEDURE
• COMMUNICATION , DESCRIPTION
• STANDARD PROCEDURE