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1 - TENSIONER HOUSING OR CHAMBER 2 - GAS GENERATOR 3 - TENSIONER PIGTAIL WIRE 4 - SPOOL 5 - TENSION REDUCER (DRIVER SIDE ON STANDARD CAB ONLY) 6 - REDUCER CONNECTOR RECEPTACLE
A seat belt tension reducer is standard equipment for the driver side front outboard seat belt on stan- dard cab versions of this model (Fig. 45). The tension reducer is integral to the driver side front outboard seat belt and retractor unit, which is secured to the inner B-pillar on the left side of the vehicle. The retractor is concealed beneath the molded plastic inner B-pillar trim. The seat belt tension reducer consists primarily of a 12-volt Direct Current (DC) solenoid and an integral connector receptacle that is located on the forward facing end housing of the retractor. The seat belt tension reducer is controlled by a battery current output of the ignition switch and a ground path provided by the seat belt switch, and is connected to the vehicle electrical system through a dedicated take out of the body wire harness by a keyed and latching molded plastic connector insula- tor to ensure a secure connection.
The seat belt tension reducer cannot be repaired and, if faulty or damaged, the entire driver side front
DR SEAT BELT TENSION REDUCER (Continued)
outboard seat belt and retractor unit must be replaced. (Refer to 8 - ELECTRICAL/RESTRAINTS/ FRONT OUTBOARD SEAT BELT & RETRACTOR - REMOVAL).
OPERATION
The seat belt tension reducer is controlled by a ground signal received from the seat belt switch on the seat belt switch sense circuit and a battery cur- rent signal received from the ignition switch on the fused ignition switch output (run-accessory) circuit. When the seat belt switch is closed (the driver side front seat belt is fastened) and the ignition switch is in the On or Accessory positions, the seat belt tension reducer solenoid is energized. When the solenoid is energized, it actuates a mechanism within the driver side front outboard seat belt retractor to reduce the normal recoil spring tension exerted by the retractor spool, which is designed to reel in the seat belt web- bing onto the spool. When the driver side seat belt is unbuckled or if the ignition switch is turned to any position except On or Accessory, the tension reducer solenoid is de-energized and the normal recoil spring tension of the retractor is restored.
The action of the seat belt tension reducer results in improved seat belt comfort for the driver. Reducing the seat belt retractor recoil spring tension is desir- able on standard cab models of this vehicle and not on the quad cab model due to the different mounting position required for the seat belt turning loop on the B-pillar relative to the driver’s seat position on the standard cab model. The seat belt tension reducer may be diagnosed using conventional diagnostic tools and methods.
DIAGNOSIS AND TESTING - SEAT BELT TENSION REDUCER
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.
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
RESTRAINTS
8O - 49
SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, DRIVER AIRBAG, PASSENGER AIRBAG, SEAT BELT TENSIONER, SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCON- NECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO TAKE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
THE
(1) Disconnect and isolate the battery negative cable. Disconnect the body wire harness connector for the seat belt tension reducer from the tension reducer connector receptacle on the driver side front outboard seat belt and retractor unit. Using an ohm- meter, measure the resistance between the seat belt switch sense circuit terminal pin and the fused igni- tion switch output (run-accessory) circuit terminal pin in the tension reducer connector receptacle on the retractor. Resistance through the tension reducer solenoid coil should be 53 ohms at 20° C (68° F). If OK, go to Step 2. If not OK, replace the faulty driver side front outboard seat belt and retractor unit.
(2) Check for continuity between the seat belt switch sense circuit cavity of the body wire harness connector for the seat belt tension reducer and a good ground. There should be continuity with the driver side front seat belt buckled, and no continuity with the driver side front seat belt unbuckled. If OK, go to Step 3. If not OK, repair the shorted or open seat belt switch sense circuit between the tension reducer and the seat belt switch as required.
(3) Reconnect the battery negative cable. Check for battery current at the fused ignition switch output (run-accessory) circuit of the body wire harness con- nector for the seat belt tension reducer. There should be battery current with the ignition switch in the On or Accessory positions, and no battery current with the ignition switch in any other position. If not OK, repair the shorted or open fused ignition switch out- put circuit between the tension reducer and the ignition switch as required.
(run-accessory)
8O - 50
RESTRAINTS
DR
SEAT BELT TURNING LOOP ADJUSTER REMOVAL
THAT
IS CUT,
WARNING: DURING AND FOLLOWING ANY SEAT BELT OR CHILD RESTRAINT ANCHOR SERVICE, CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES, MOUNTING HARDWARE, RETRACTORS, TETHER STRAPS, AND ANCHORS FOR PROPER INSTALLA- TION, OPERATION, OR DAMAGE. REPLACE ANY BELT FRAYED, OR TORN. STRAIGHTEN ANY BELT THAT IS TWISTED. TIGHTEN ANY LOOSE FASTENERS. REPLACE ANY BELT THAT HAS A DAMAGED OR INOPERATIVE BUCKLE OR RETRACTOR. REPLACE ANY BELT THAT HAS A BENT OR DAMAGED LATCH PLATE OR ANCHOR PLATE. REPLACE ANY CHILD RESTRAINT ANCHOR OR THE UNIT TO WHICH THE ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT BELT OR CHILD RESTRAINT COMPONENT. ALWAYS REPLACE DAMAGED OR FAULTY SEAT BELT AND CHILD RESTRAINT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR PARTS CATALOG.
(1) Unsnap and remove the trim cover from the front outboard seat belt turning loop to access the screw that secures the turning loop to the height adjuster on the upper inner B-pillar. Discard the removed turning loop trim cover as it is not intended for reuse.
(2) Remove the screw that secures the seat belt
turning loop to the height adjuster.
(3) Remove the front seat belt turning loop from
the height adjuster.
(4) Remove the upper trim from the inner B-pillar. (Refer to 23 - BODY/INTERIOR/B-PILLAR UPPER TRIM - REMOVAL).
(5) Loosen the two screws that secure the seat belt turning loop height adjuster far enough to remove the adjuster from the upper B-pillar (Fig. 46).
(6) Disengage the tab near the lower end of the seat belt turning loop height adjuster from the slot in the sheet metal and remove the adjuster from the inner B-pillar.
INSTALLATION
WARNING: DURING AND FOLLOWING ANY SEAT BELT OR CHILD RESTRAINT ANCHOR SERVICE, CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES, MOUNTING HARDWARE, RETRACTORS, TETHER STRAPS, AND ANCHORS FOR PROPER INSTALLA-
Fig.46SeatBeltTurningLoopAdjusterRemove/
Install
1 - B-PILLAR 2 - ADJUSTER 3 - SCREW (2) 4 - GRAB HANDLE BRACKET (QUAD CAB ONLY)
THAT
IS CUT,
TION, OPERATION, OR DAMAGE. REPLACE ANY BELT FRAYED, OR TORN. STRAIGHTEN ANY BELT THAT IS TWISTED. TIGHTEN ANY LOOSE FASTENERS. REPLACE ANY BELT THAT HAS A DAMAGED OR INOPERATIVE BUCKLE OR RETRACTOR. REPLACE ANY BELT THAT HAS A BENT OR DAMAGED LATCH PLATE OR ANCHOR PLATE. REPLACE ANY CHILD RESTRAINT ANCHOR OR THE UNIT TO WHICH THE ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT BELT OR CHILD RESTRAINT COMPONENT. ALWAYS REPLACE DAMAGED OR FAULTY SEAT BELT AND CHILD RESTRAINT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR PARTS CATALOG.
(1) Position the front
seat belt
turning loop
adjuster to the inner B-pillar (Fig. 46).
(2) Engage the tab near the lower end of the seat belt turning loop height adjuster into the slot in the sheet metal of the inner B-pillar.
(3) Hand tighten the lower of the two screws that secure the seat belt turning loop height adjuster to the upper B-pillar far enough to keep the tab on the lower end of the adjuster engaged in the B-pillar slot. (4) Install the upper screw that secures the seat belt turning loop height adjuster to the upper B-pil- lar, then tighten both the upper and lower screws to 40 N·m (29 ft. lbs.).
(5) Reinstall the upper trim onto the inside of the B-pillar. (Refer to 23 - BODY/INTERIOR/B-PILLAR UPPER TRIM - INSTALLATION).
DR SEAT BELT TURNING LOOP ADJUSTER (Continued)
RESTRAINTS
8O - 51
(6) Position the seat belt turning loop onto the
height adjuster on the upper inner B-pillar.
(7) Install and tighten the screw that secures the seat belt turning loop to the height adjuster. Tighten the screw to 40 N·m (29 ft. lbs.).
(8) Engage the lower snap features of the new trim cover over the front outboard seat belt turning loop and, using hand pressure, press firmly and evenly on the top of the trim cover until it snaps into place.
SIDE CURTAIN AIRBAG DESCRIPTION
Fig.47SRSLogo
Optional side curtain airbags are available for this model when it is also equipped with dual front air- bags. These airbags are passive, inflatable, Supple- mental Restraint System (SRS) components, and vehicles with this equipment can be readily identified by a molded identification trim button with the “SRS - AIRBAG” logo located on the headliner above each A-pillar, and above each B-pillar on quad cab models (Fig. 47). This system is designed to reduce injuries to the vehicle occupants in the event of a side impact collision.
Vehicles equipped with side curtain airbags have two individually controlled curtain airbag units. These airbag units are concealed and mounted above the headliner where they are each secured to one of the roof side rails (Fig. 48). Each folded airbag cush- ion is contained within a long extruded plastic chan- nel that extends along the roof rail from the A-pillar at the front of the vehicle to just behind the B-pillar on standard cab models, and to just behind the C-pil- lar on quad cab models. A tether extends down the A-pillar from the front of the airbag cushion, where it is retained to the pillar with plastic push-in routing clips and it is secured to the base of the A-pillar near the belt line with a screw.
Fig.48SideCurtainAirbag
1 - WIRE HARNESS CONNECTOR 2 - B-PILLAR (STD CAB) OR C-PILLAR (QUAD CAB) 3 - INFLATOR 4 - MANIFOLD 5 - ROOF SIDE RAIL 6 - A-PILLAR 7 - TETHER 8 - CHANNEL
The hybrid-type inflator for each airbag is secured to the roof rail at the rear of the airbag unit behind the B-pillar (standard cab) or C-pillar (quad cab), and is connected to the airbag cushion by a long tubular manifold. The inflator bracket and the airbag cushion channel are located with plastic push-in fasteners to the roof rail, then secured with screws to spring nuts located in the roof rail. A two-wire take out of the body wire harness with a keyed and latched connec- tor insulator connects directly to an integral recepta- cle on the inflator initiator.
The side curtain airbag unit cannot be adjusted or repaired and must be replaced if deployed, faulty, or in any way damaged. Once a side curtain airbag has been deployed, the complete airbag unit, the head- liner, the upper A, B, and C-pillar trim, and all other visibly damaged components must be replaced.
OPERATION
Each side curtain airbag is deployed individually by an electrical signal generated by the left or right Side Impact Airbag Control Module (SIACM) to which it is connected through left or right curtain airbag line 1 and line 2 (or squib) circuits. The hybrid-type inflator assembly for each airbag con- tains a small canister of highly compressed inert gas. When the SIACM sends the proper electrical signal to the airbag inflator, the electrical energy creates enough heat to ignite chemical pellets within the inflator. Once ignited, these chemicals burn rapidly and produce the pressure necessary to rupture a con- tainment disk in the inert gas canister. The inflator
RESTRAINTS
8O - 52
SIDE CURTAIN AIRBAG (Continued)and inert gas canister are sealed and connected to a tubular manifold so that all of the released gas is directed into the folded curtain airbag cushion, caus- ing the cushion to inflate.
As the airbag cushion inflates it will drop down from the roof rail between the edge of the headliner and the side glass/body pillars to form a curtain-like cushion to protect the vehicle occupants during a side impact collision. The front tether keeps the front por- tion of the bag taut, thus ensuring that the bag will deploy in the proper position. Following the airbag deployment, the airbag cushion quickly deflates by venting the inert gas through the loose weave of the cushion fabric, and the deflated cushion hangs down loosely from the roof rail.
REMOVAL
The following procedure is for replacement of a faulty or damaged side curtain airbag. If the airbag is faulty or damaged, but not deployed, review the recommended procedures for handling non-deployed supplemental restraints. (Refer to 8 - ELECTRICAL/ RESTRAINTS - STANDARD PROCEDURE - HAN- DLING SUPPLEMENTAL RESTRAINTS). If the side curtain airbag has been deployed, review the recommended procedures for service after a supplemental restraint deployment before removing the airbag from the vehicle. (Refer to 8 - ELECTRICAL/RESTRAINTS - STANDARD PRO- CEDURE - SERVICE AFTER A SUPPLEMENTAL RESTRAINT DEPLOYMENT).
NON-DEPLOYED
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, DRIVER AIRBAG, PASSENGER AIRBAG, SEAT BELT TENSIONER, SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCON- NECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO TAKE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
THE
WARNING: WHEN REMOVING A DEPLOYED AIR- BAG, RUBBER GLOVES, EYE PROTECTION, AND A LONG-SLEEVED SHIRT SHOULD BE WORN. THERE MAY BE DEPOSITS ON THE AIRBAG UNIT AND OTHER INTERIOR SURFACES. IN LARGE DOSES, THESE DEPOSITS MAY CAUSE IRRITATION TO THE SKIN AND EYES.
DR
WARNING: USE EXTREME CARE TO PREVENT ANY FOREIGN MATERIAL FROM ENTERING THE SIDE CURTAIN AIRBAG, OR BECOMING ENTRAPPED BETWEEN THE SIDE CURTAIN AIRBAG CUSHION AND THE HEADLINER. FAILURE TO OBSERVE THIS WARNING COULD RESULT IN OCCUPANT INJURIES UPON AIRBAG DEPLOYMENT.
(1) Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
(2) Remove the headliner from the vehicle. (Refer to 23 - BODY/INTERIOR/HEADLINER - REMOV- AL).
(3) Remove the screw that secures the side curtain airbag tether retainer to the base of the A-pillar near the belt line (Fig. 49).
Fig.49SideCurtainAirbagRemove/Install-Typical 1 - ROOF SIDE RAIL 2 - SPRING NUT (4 - STD CAB/6 - QUAD CAB) 3 - SCREW (4 - STD CAB/6 - QUAD CAB) 4 - CLIP (2) 5 - RIVET NUT 6 - SCREW 7 - SIDE CURTAIN AIRBAG 8 - RETAINER (3 - STD CAB/5 - QUAD CAB) 9 - WIRE HARNESS CONNECTOR
(4) Disengage the two side curtain airbag tether
plastic retainer clips from the A-pillar.
(5) Disconnect the body wire harness connector for the side curtain airbag from the connector receptacle at the back of the airbag inflator.
(6) Remove the four screws (standard cab) or six screws (quad cab) that secure the side curtain airbag inflator and manifold tube brackets to the nuts in the roof rail.
(7) Grasp the extruded plastic side curtain airbag channel firmly and pull it straight away from the roof rail far enough to disengage all three (standard cab) or five (quad cab) plastic push-in fasteners that secure it.
DR SIDE CURTAIN AIRBAG (Continued)
(8) Remove the side curtain airbag from the vehi-
cle as a unit.
INSTALLATION
The following procedure is for replacement of a faulty or damaged side curtain airbag. If the airbag is faulty or damaged, but not deployed, review the recommended procedures for handling non-deployed supplemental restraints. (Refer to 8 - ELECTRICAL/ RESTRAINTS - STANDARD PROCEDURE - HAN- DLING SUPPLEMENTAL RESTRAINTS). If the side curtain airbag has been deployed, review the recommended procedures for service after a supplemental restraint deployment before removing the airbag from the vehicle. (Refer to 8 - ELECTRICAL/RESTRAINTS - STANDARD PRO- CEDURE - SERVICE AFTER A SUPPLEMENTAL RESTRAINT DEPLOYMENT).
NON-DEPLOYED
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, DRIVER AIRBAG, PASSENGER AIRBAG, SEAT BELT TENSIONER, SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCON- NECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO TAKE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
THE
WARNING: WHEN REMOVING A DEPLOYED AIR- BAG, RUBBER GLOVES, EYE PROTECTION, AND A LONG-SLEEVED SHIRT SHOULD BE WORN. THERE MAY BE DEPOSITS ON THE AIRBAG UNIT AND OTHER INTERIOR SURFACES. IN LARGE DOSES, THESE DEPOSITS MAY CAUSE IRRITATION TO THE SKIN AND EYES.
WARNING: USE EXTREME CARE TO PREVENT ANY FOREIGN MATERIAL FROM ENTERING THE SIDE CURTAIN AIRBAG, OR BECOMING ENTRAPPED BETWEEN THE SIDE CURTAIN AIRBAG CUSHION AND THE HEADLINER. FAILURE TO OBSERVE THIS WARNING COULD RESULT IN OCCUPANT INJURIES UPON AIRBAG DEPLOYMENT.
(1) Position the side curtain airbag into the vehicle
as a unit.
(2) Align all three (standard cab) or five (quad cab) plastic push-in fasteners that secure the extruded
RESTRAINTS
8O - 53
plastic side curtain airbag channel with their holes in the roof side rail and push them straight into the roof rail until they are fully seated (Fig. 49).
(3) Working from the rear of the vehicle to the front, install and tighten the four screws (standard cab) or six screws (quad cab) that secure the side cur- tain airbag inflator and manifold tube brackets to the nuts in the roof rail. Tighten the screws to 5 N·m (40
in. lbs.).(4) Reconnect the body wire harness connector for the side curtain airbag to the connector receptacle at the back of the airbag inflator. Be certain the connec- tor is fully engaged and latched.
(5) Engage the two side curtain airbag tether plas-
tic retainer clips into the A-pillar.
(6) Install and tighten the screw that secures the side curtain airbag tether retainer to the base of the A-pillar near the belt line. Tighten the screw to 6
N·m (55 in. lbs.).(7) Reinstall the headliner into the vehicle. (Refer to 23 - BODY/INTERIOR/HEADLINER - INSTALLA- TION).
(8) Do not reconnect the battery negative cable at this time. The supplemental restraint system verifi- cation test procedure should be performed following service of any supplemental restraint system compo- nent. (Refer to 8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE - VERIFICATION TEST).
SIDE IMPACT AIRBAG CONTROL MODULE DESCRIPTION
Fig.50SideImpactAirbagControlModule
1 - CONNECTOR RECEPTACLE 2 - SIACM
On vehicles equipped with the optional side curtain airbags, a Side Impact Airbag Control Module
RESTRAINTS
8O - 54
SIDE IMPACT AIRBAG CONTROL MODULE (Continued)DR
(SIACM) and its mounting bracket are secured with four screws to the inside of each B-pillar behind (standard cab) or above (quad cab) the front outboard seat belt retractor, and concealed behind the B-pillar trim (Fig. 50). Concealed within a hollow in the cen- ter of the die cast aluminum SIACM housing is the electronic circuitry of the SIACM which includes a microprocessor and an electronic impact sensor.
The SIACM housing is secured to a die cast (stan- dard cab) or stamped steel (quad cab) mounting bracket, which is unique for the right or left side application of this component. The SIACM should never be removed from its mounting bracket. The housing also receives a case ground through this mounting bracket when it is secured to the vehicle. A molded plastic electrical connector receptacle that exits the top of the SIACM housing connects the unit to the vehicle electrical system through a dedicated take out and connector of the body wire harness. Both the SIACM housing and its electrical connection are sealed to protect the internal electronic circuitry and components against moisture intrusion.
The impact sensor internal to the SIACM is cali- brated for the specific vehicle, and is only serviced as a unit with the SIACM. The SIACM cannot be repaired or adjusted and, if damaged or faulty, it must be replaced.
OPERATION
The microprocessor in the Side Impact Airbag Con- trol Module (SIACM) contains the side curtain airbag system logic circuits and controls all of the features of only the side curtain airbag mounted on the same side of the vehicle as the SIACM. The SIACM uses On-Board Diagnostics (OBD) and can communicate with other electronic modules in the vehicle as well as with the DRBIIIt scan tool using the Programma- ble Communications Interface (PCI) data bus net- work. This method of communication is used by the SIACM to communicate with the Airbag Control Module (ACM) and for supplemental restraint system diagnosis and testing through the 16-way data link connector located on the driver side lower edge of the instrument panel. The ACM communicates with both the left and right SIACM over the PCI data bus.
The SIACM microprocessor continuously monitors all of the side curtain airbag electrical circuits to determine the system readiness. the SIACM detects a monitored system fault, it sets an active
If
and stored Diagnostic Trouble Code (DTC) and sends electronic messages to the ACM over the PCI data bus. The ACM will respond by sending an electronic message to the EMIC to turn on the airbag indicator, and by storing a DTC that will indicate whether the left or the right SIACM has stored the DTC that ini- tiated the airbag indicator illumination. An active fault only remains for the current ignition switch cycle, while a stored fault causes a DTC to be stored in memory by the SIACM. For some DTCs, if a fault does not recur for a number of ignition cycles, the SIACM will automatically erase the stored DTC. For other internal faults, the stored DTC is latched for- ever.
The SIACM receives battery current on a fused ignition switch output (run-start) circuit through a fuse in the Integrated Power Module (IPM). The SIACM has a case ground through its mounting bracket and also receives a power ground through a ground circuit and take out of the body wire harness. This take out has a single eyelet terminal connector that is secured by a ground screw to the body sheet metal. These connections allow the SIACM to be operational whenever the ignition switch is in the Start or On positions. An electronic impact sensor is contained within the SIACM. The electronic impact sensor is an accelerometer that senses the rate of vehicle deceleration, which provides verification of the direction and severity of an impact. A pre-pro- grammed decision algorithm in the SIACM micropro- cessor determines when the deceleration rate as signaled by the impact sensor indicates a side impact that is severe enough to require side curtain airbag protection. When the programmed conditions are met, the SIACM sends the proper electrical signals to deploy the side curtain airbag.
The hard wired inputs and outputs for the SIACM may be diagnosed and tested using conventional diagnostic tools and procedures. However, conven- tional diagnostic methods will not prove conclusive in the diagnosis of the SIACM, the PCI data bus net- work, or the electronic message inputs to and outputs from the SIACM. The most reliable, efficient, and accurate means to diagnose the SIACM, the PCI data bus network, and the electronic message inputs to and outputs from the SIACM requires the use of a DRBIIIt scan tool. Refer to the appropriate diagnos- tic information.
DR SIDE IMPACT AIRBAG CONTROL MODULE (Continued) REMOVAL
RESTRAINTS
8O - 55
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, DRIVER AIRBAG, PASSENGER AIRBAG, SEAT BELT TENSIONER, SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCON- NECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO TAKE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
THE
WARNING: THE SIDE IMPACT AIRBAG CONTROL MODULE CONTAINS THE IMPACT SENSOR, WHICH ENABLES THE SYSTEM TO DEPLOY THE SIDE CURTAIN AIRBAGS. NEVER STRIKE OR DROP THE SIDE IMPACT AIRBAG CONTROL MODULE, AS IT CAN DAMAGE THE IMPACT SENSOR OR AFFECT ITS CALIBRATION. IF A SIDE IMPACT AIRBAG CON- TROL MODULE IS ACCIDENTALLY DROPPED DUR- ING SERVICE, THE MODULE MUST BE SCRAPPED AND REPLACED WITH A NEW UNIT. FAILURE TO OBSERVE THIS WARNING COULD RESULT IN ACCI- DENTAL, INCOMPLETE, OR IMPROPER SIDE CUR- TAIN AIRBAG DEPLOYMENT AND POSSIBLE OCCUPANT INJURIES.
(1) Adjust the front seat to its most forward posi-
tion for easiest access to the lower B-pillar trim.
(2) Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
(3) Remove the front outboard seat belt and retrac- (Refer to 8 - tor from the inside of the B-pillar. ELECTRICAL/RESTRAINTS/FRONT OUTBOARD SEAT BELT & RETRACTOR - REMOVAL - STAN- DARD CAB).
(4) Remove the four screws that secure the Side Impact Airbag Control Module (SIACM) mounting bracket to the inside of the B-pillar (Fig. 51).
(5) Reach through the retractor mounting hole in the inner B-pillar to access and disengage the two plastic push-in fasteners that secure the SIACM to the inside of the B-pillar.
Fig.51SideImpactAirbagControlModule
Remove/Install-StdCab
1 - B-PILLAR 2 - SCREW (4) 3 - FASTENER (2) 4 - BRACKET 5 - SIACM 6 - WIRE HARNESS CONNECTOR
(6) Pull the SIACM and mounting bracket out through the retractor mounting hole far enough to access and disconnect the body wire harness connec- tor for the SIACM from the module connector recep- tacle.
(7) Remove the SIACM and its mounting bracket
from the B-pillar as a unit.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, DRIVER AIRBAG, PASSENGER AIRBAG, SEAT BELT TENSIONER, SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCON- NECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO TAKE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
THE
RESTRAINTS
8O - 56
SIDE IMPACT AIRBAG CONTROL MODULE (Continued)DR
WARNING: THE SIDE IMPACT AIRBAG CONTROL MODULE CONTAINS THE IMPACT SENSOR, WHICH ENABLES THE SYSTEM TO DEPLOY THE SIDE CURTAIN AIRBAGS. NEVER STRIKE OR DROP THE SIDE IMPACT AIRBAG CONTROL MODULE, AS IT CAN DAMAGE THE IMPACT SENSOR OR AFFECT ITS CALIBRATION. IF A SIDE IMPACT AIRBAG CON- TROL MODULE IS ACCIDENTALLY DROPPED DUR- ING SERVICE, THE MODULE MUST BE SCRAPPED AND REPLACED WITH A NEW UNIT. FAILURE TO OBSERVE THIS WARNING COULD RESULT IN ACCI- DENTAL, INCOMPLETE, OR IMPROPER SIDE CUR- TAIN AIRBAG DEPLOYMENT AND POSSIBLE OCCUPANT INJURIES.
(1) Adjust the front seat to its most forward posi-
tion for easiest access to the lower B-pillar trim.
(2) Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
(3) Remove the front outboard seat belt and retrac- (Refer to 8 - tor from the inside of the B-pillar. ELECTRICAL/RESTRAINTS/FRONT OUTBOARD SEAT BELT & RETRACTOR - REMOVAL - QUAD CAB).
(4) Remove the four screws that secure the Side Impact Airbag Control Module (SIACM) mounting bracket to the inside of the B-pillar (Fig. 52).
Fig.52SideImpactAirbagControlModule
Remove/Install-QuadCab
1 - B-PILLAR 2 - WIRE HARNESS CONNECTOR 3 - SCREW (4) 4 - HOOK 5 - BRACKET 6 - SIACM 7 - SLOT
(5) Reach through the retractor mounting hole in the inner B-pillar to access the SIACM and lift it upward far enough to disengage the hook on the mounting bracket from the slot on the inner B-pillar. (6) Pull the SIACM and mounting bracket out through the retractor mounting hole far enough to access and disconnect the body wire harness connec- tor for the SIACM from the module connector recep- tacle.
(7) Remove the SIACM and its mounting bracket
from the B-pillar as a unit.
INSTALLATION
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, DRIVER AIRBAG, PASSENGER AIRBAG, SEAT BELT TENSIONER, SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCON- NECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO TAKE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
THE
WARNING: THE SIDE IMPACT AIRBAG CONTROL MODULE CONTAINS THE IMPACT SENSOR, WHICH ENABLES THE SYSTEM TO DEPLOY THE SIDE CURTAIN AIRBAGS. NEVER STRIKE OR DROP THE SIDE IMPACT AIRBAG CONTROL MODULE, AS IT CAN DAMAGE THE IMPACT SENSOR OR AFFECT ITS CALIBRATION. IF A SIDE IMPACT AIRBAG CON- TROL MODULE IS ACCIDENTALLY DROPPED DUR- ING SERVICE, THE MODULE MUST BE SCRAPPED AND REPLACED WITH A NEW UNIT. FAILURE TO OBSERVE THIS WARNING COULD RESULT IN ACCI- DENTAL, INCOMPLETE, OR IMPROPER SIDE CUR- TAIN AIRBAG DEPLOYMENT AND POSSIBLE OCCUPANT INJURIES.
(1) Position the Side Impact Airbag Control Mod- ule (SIACM) and its mounting bracket to the B-pillar as a unit (Fig. 51).
(2) Reconnect the body wire harness connector for
the SIACM to the module connector receptacle.
(3) Reach through the retractor mounting hole in the inner B-pillar to position and engage the two
DR SIDE IMPACT AIRBAG CONTROL MODULE (Continued)
RESTRAINTS
8O - 57
plastic push-in fasteners that secure the SIACM to the inside of the B-pillar.
(4) Loosely install the four screws that secure the SIACM mounting bracket to the base of the B-pillar. (5) Tighten the four screws that secure the SIACM mounting bracket to the B-pillar in the following sequence: upper left, lower right, lower left, upper right. Tighten the screws to 12 N·m (105 in. lbs.).
(6) Reinstall
the front outboard seat belt and retractor to the inside of the B-pillar. (Refer to 8 - ELECTRICAL/RESTRAINTS/FRONT OUTBOARD SEAT BELT & RETRACTOR - INSTALLATION - STANDARD CAB).
(7) Do not reconnect the battery negative cable at this time. The supplemental restraint system verifi- cation test procedure should be performed following service of any supplemental restraint system compo- nent. (Refer to 8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE - VERIFICATION TEST).
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, DRIVER AIRBAG, PASSENGER AIRBAG, SEAT BELT TENSIONER, SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCON- NECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO TAKE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
THE
WARNING: THE SIDE IMPACT AIRBAG CONTROL MODULE CONTAINS THE IMPACT SENSOR, WHICH
ENABLES THE SYSTEM TO DEPLOY THE SIDE CURTAIN AIRBAGS. NEVER STRIKE OR DROP THE SIDE IMPACT AIRBAG CONTROL MODULE, AS IT CAN DAMAGE THE IMPACT SENSOR OR AFFECT ITS CALIBRATION. IF A SIDE IMPACT AIRBAG CON- TROL MODULE IS ACCIDENTALLY DROPPED DUR- ING SERVICE, THE MODULE MUST BE SCRAPPED AND REPLACED WITH A NEW UNIT. FAILURE TO OBSERVE THIS WARNING COULD RESULT IN ACCI- DENTAL, INCOMPLETE, OR IMPROPER SIDE CUR- TAIN AIRBAG DEPLOYMENT AND POSSIBLE OCCUPANT INJURIES.
(1) Position the Side Impact Airbag Control Mod- ule (SIACM) and its mounting bracket to the B-pillar as a unit (Fig. 52).
(2) Reconnect the body wire harness connector for
the SIACM to the module connector receptacle.
(3) Reach through the retractor mounting hole in the inner B-pillar to position and engage the hook on the SIACM mounting bracket in the slot of the inner B-pillar.
(4) Loosely install the four screws that secure the
SIACM mounting bracket to the inner B-pillar.
(5) Tighten the four screws that secure the SIACM mounting bracket to the B-pillar in the following sequence: upper left, lower right, lower left, upper right. Tighten the screws to 12 N·m (105 in. lbs.).
(6) Reinstall
the front outboard seat belt and retractor to the inside of the B-pillar. (Refer to 8 - ELECTRICAL/RESTRAINTS/FRONT OUTBOARD SEAT BELT & RETRACTOR - INSTALLATION - QUAD CAB).
(7) Do not reconnect the battery negative cable at this time. The supplemental restraint system verifi- cation test procedure should be performed following service of any supplemental restraint system compo- nent. (Refer to 8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE - VERIFICATION TEST).
DR
SPEED CONTROL
8P - 1
SPEED CONTROL
TABLE OF CONTENTS
page
page
SPEED CONTROL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
DIAGNOSIS AND TESTINGDIAGNOSIS AND TESTING - VACUUM
SUPPLY TEST . . . . . . . . . . . . . . . . . . . . . . . . . 2
DIAGNOSIS AND TESTING - ROAD TEST . . . . 3SPECIFICATIONS
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9TORQUE - SPEED CONTROL
. . . . . . . . . . . . . 3
VACUUM RESERVOIR
CABLE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 3
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6SERVO
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
DIAGNOSIS AND TESTING - VACUUMRESERVOIR . . . . . . . . . . . . . . . . . . . . . . . . . . 9
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10SPEED CONTROL DESCRIPTION
All 3.7L/4.7L/5.9L/8.0LGas Engines and/or Diesel With Automatic Trans.
The speed control system is operated by the use of a cable and a vacuum controlled servo. Electronic control of the speed control system is integrated into the Powertrain Control Module (PCM). The controls consist of two steering wheel mounted switches. The switches are labeled: ON/OFF, RES/ACCEL, SET, COAST, and CANCEL.
The system is designed to operate at speeds above
30 mph (50 km/h).
WARNING: THE USE OF SPEED CONTROL IS NOT RECOMMENDED WHEN DRIVING CONDITIONS DO NOT PERMIT MAINTAINING A CONSTANT SPEED, SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT ARE WINDING, ICY, SNOW COVERED, OR SLIP- PERY.
5.7L Gas
The speed control system is fully electronically con- trolled by the Powertrain Control Module (PCM). A cable and a vacuum controlled servo are not used. This is a servo-less system. The controls consist of two steering wheel mounted switches. The
switches are labeled: ON/OFF, RES/ACCEL, SET, COAST, and CANCEL.
The system is designed to operate at speeds above
30 mph (50 km/h).
WARNING: THE USE OF SPEED CONTROL IS NOT RECOMMENDED WHEN DRIVING CONDITIONS DO NOT PERMIT MAINTAINING A CONSTANT SPEED, SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT ARE WINDING, ICY, SNOW COVERED, OR SLIP- PERY.
5.9L Diesel With Manual Trans.
The speed control system is fully electronically con- trolled by the Engine Control Module (ECM). A cable and a vacuum controlled servo are not used if the vehicle is equipped with a manual transmission and a diesel engine. This is a ser- vo-less system. The controls consist of two steering wheel mounted switches. The switches are labeled: ON/OFF, RES/ACCEL, SET, COAST, and CANCEL. The system is designed to operate at speeds above
30 mph (50 km/h).
WARNING: THE USE OF SPEED CONTROL IS NOT RECOMMENDED WHEN DRIVING CONDITIONS DO NOT PERMIT MAINTAINING A CONSTANT SPEED, SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT ARE WINDING, ICY, SNOW COVERED, OR SLIP- PERY.
SPEED CONTROL
8P - 2
SPEED CONTROL (Continued) OPERATIONWhen speed control is selected by depressing the ON switch, the PCM (the ECM with a diesel engine) allows a set speed to be stored in its RAM for speed control. To store a set speed, depress the SET switch while the vehicle is moving at a speed between 35
and 85 mph. In order for the speed control to engage, the brakes cannot be applied, nor can the gear selec- tor be indicating the transmission is in Park or Neu- tral. The speed control can be disengaged manually by: † Stepping on the brake pedal † Depressing the OFF switch † Depressing the CANCEL switch. † Depressing the clutch pedal (if equipped).NOTE: Depressing the OFF switch or turning off the ignition switch will erase the set speed stored in the PCM (the ECM with a diesel engine).
For added safety, the speed control system is pro- grammed to disengage for any of the following condi- tions:† An indication of Park or Neutral † A rapid increase rpm (indicates that the clutch has been disengaged) † Excessive engine rpm (indicates that the trans- † The speed signal increases at a rate of 10 mph per second (indicates that the coefficient of friction between the road surface and tires is extremely low) † The speed signal decreases at a rate of 10 mph per second (indicates that the vehicle may have decelerated at an extremely high rate)
mission may be in a low gear)
Once the speed control has been disengaged, depressing the RES/ACCEL switch (when speed is greater than 30 mph) restores the vehicle to the tar- get speed that was stored in the PCM (the ECM with a diesel engine).
While the speed control is engaged, the driver can increase the vehicle speed by depressing the RES/AC- CEL switch. The new target speed is stored in the PCM (the ECM with a diesel engine) when the RES/ ACCEL is released. The PCM also has a 9tap-up9 fea- ture in which vehicle speed increases at a rate of approximately 2 mph for each momentary switch activation of the RES/ACCEL switch.
A “tap down” feature is used to decelerate without disengaging the speed control system. To decelerate from an existing recorded target speed, momentarily depress the COAST switch. For each switch activa- tion, speed will be lowered approximately 1 mph.
DR
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - VACUUM SUPPLY TEST
3.7L / 4.7L / 5.9L / 8.0L Gas Powered Engines
3.7L/4.7L/5.9L/8.0L gas powered engines: actual engine vacuum, a vacuum reservoir, a one-way check valve and vacuum lines are used to supply vacuum to the speed control servo.
(1) Disconnect vacuum hose at speed control servo and install a vacuum gauge into the disconnected hose.
(2) Start engine and observe gauge at idle. Vac- uum gauge should read at least ten inches of mer- cury.
(3) If vacuum is less than ten inches of mercury, determine source of leak. Check vacuum line to engine for leaks. Also check actual engine intake manifold vacuum. If manifold vacuum does not meet this requirement, check for poor engine performance and repair as necessary.
(4) If vacuum line to engine is not leaking, check for leak at vacuum reservoir. To locate and gain access to reservoir, refer to Vacuum Reservoir Remov- al/Installation in this group. Disconnect vacuum line at reservoir and connect a hand-operated vacuum pump to reservoir fitting. Apply vacuum. Reservoir vacuum should not bleed off. If vacuum is being lost, replace reservoir.
(5) Verify operation of one-way check valve and
check it for leaks.
(a) Locate one-way check valve. The valve is located in vacuum line between vacuum reservoir and engine vacuum source. Disconnect vacuum hoses (lines) at each end of valve.
(b) Connect a hand-operated vacuum pump to reservoir end of check valve. Apply vacuum. Vac- uum should not bleed off. If vacuum is being lost, replace one-way check valve.
(c) Connect a hand-operated vacuum pump to vacuum source end of check valve. Apply vacuum. Vacuum should flow through valve. If vacuum is not flowing, replace one-way check valve. Seal the fitting at opposite end of valve with a finger and apply vacuum. If vacuum will not hold, diaphragm within check valve has ruptured. Replace valve.
5.7 Gas
Vacuum is not used for any part of the speed con-
trol system if equipped with a 5.7L V-8 engine.
5.9L Diesel Engine With Manual Trans.
Vacuum is not used for any part of the speed con- trol system if equipped with a diesel engine and a manual transmission.
DR SPEED CONTROL (Continued) 5.9L Diesel Engines With Automatic Trans.
If equipped with a diesel powered engine and an automatic transmission, an electric vacuum pump and vacuum lines are used to supply vacuum to the speed control servo. A vacuum reservoir is not used.
DIAGNOSIS AND TESTING - ROAD TEST
Perform a vehicle road test to verify reports of speed control system malfunction. The road test should include attention to the speedometer. Speed- ometer operation should be smooth and without flut- ter at all speeds.
Flutter in the speedometer indicates a problem which might cause surging in the speed control sys- tem. The cause of any speedometer problems should be corrected before proceeding. Refer to Instrument Cluster for speedometer diagnosis.
speedometer operates properly, check for:
If a road test verifies a system problem and the † A Diagnostic Trouble Code (DTC). If a DTC exists, conduct tests per the Powertrain Diagnostic Procedures service manual. † A misadjusted brake (stop) lamp switch. This
could also cause an intermittent problem.
SPEED CONTROL
8P - 3
† Loose, damaged or corroded electrical connec- tions at the servo (if used). Corrosion should be removed from electrical terminals and a light coating of Mopar MultiPurpose Grease, equivalent, applied.
or † Leaking vacuum reservoir (if used). † Loose or leaking vacuum hoses or connections (if used).† Defective one-way vacuum check valve (if used). † Secure attachment of both ends of the speed con- trol servo cable (if used). † Smooth operation of throttle linkage (if used) † Failed speed control servo (if used). Do the servo
and throttle body air valve.
vacuum test.
CAUTION: When test probing for voltage or conti- nuity at electrical connectors, care must be taken not If these components are damaged, intermittent or complete system failure may occur.
to damage connector,
terminals or seals.
SPECIFICATIONS
TORQUE - SPEED CONTROL
DESCRIPTION
Servo Mounting Bracket-
to-Servo Nuts
Servo Mounting Bracket- to-Battery Tray Screws Speed Control Switch
Mounting Screws Vacuum Reservoir
Mounting Nuts
CABLE DESCRIPTION
N-m
1.7
The speed control servo cable is connected between the speed control vacuum servo diaphragm and the throttle body control linkage. This cable is used with 3.7L/4.7L/5.9L/8.0L gas powered engines only. It is also used if equipped with a 5.9L diesel engine equipped with an automatic transmission.
A speed control servo cable is not used if equipped with either a 5.9L diesel engine equipped with a manual transmission, or any 5.7L engine/transmis- sion combinations.
Ft. Lbs.
In. Lbs.
60
30
15
20
OPERATION
This cable causes the throttle control linkage to open or close the throttle valve in response to move- ment of the vacuum servo diaphragm.
REMOVAL
3.7L / 4.7L GAS
(1) Disconnect negative battery cable at battery. (2) Remove air intake tube at top of throttle body. The accelerator cable must be partially removed to
gain access to speed control cable.
SPEED CONTROL
8P - 4
CABLE (Continued)DR
(3) Hold throttle in wide open position. While held in this position, slide throttle cable pin (Fig. 1) from throttle body bellcrank.
(4) Using a pick or small screwdriver, press release tab (Fig. 2) to release plastic cable mount from bracket. Press on tab only enough to release cable from bracket. If tab is pressed too much, it will be broken. Slide plastic mount (Fig. 2) towards right side of vehicle to remove throttle cable from throttle body bracket.
(5) Using finger pressure only, disconnect servo cable connector (Fig. 3) at throttle body bellcrank pin by pushing connector off bellcrank pin towards front of vehicle. DO NOT try to pull connector off per- pendicular to the bellcrank pin. Connector will be broken.
(6) Slide speed control cable plastic mount towards right of vehicle to remove cable from throttle body bracket (Fig. 4).
(7) Remove servo cable from servo. Refer to Servo
Removal/Installation.
Fig.2THROTTLECABLERELEASETAB-3.7L/
4.7L
1 - THROTTLE CABLE 2 - RELEASE TAB 3 - PICK OR SCREWDRIVER 4 - PLASTIC CABLE MOUNT
Fig.1THROTTLECABLEPIN-3.7L/4.7L
1 - THROTTLE CABLE PIN 2 - THROTTLE BODY BELLCRANK 3 - PUSH UP HERE
5.9L Gas
(1) Disconnect negative battery cable at battery. (2) Remove air intake tube at top of throttle body. (3) Using finger pressure only, remove speed con- trol cable connector at bellcrank by pushing connec- tor rearward off the bellcrank pin (Fig. 5). DO NOT try to pull connector off perpendicular to the bellcrank pin. Connector will be broken.
(4) Squeeze 2 tabs on sides of speed control cable at throttle body mounting bracket (locking plate) and push out of bracket.
Fig.3SPEEDCONTROLCABLEATBELLCRANK-
3.7L/4.7L
1 - THROTTLE BODY BELLCRANK 2 - SPEED CONTROL CABLE CONNECTOR
(5) Remove servo cable from servo. Refer to Speed
Control Servo Removal/Installation in this group.
DR CABLE (Continued)
SPEED CONTROL
8P - 5
Fig.5SERVOCABLEATTHROTTLEBODY-5.9L
1 - VEHICLE SPEED CONTROL CABLE
GAS
8.0L Gas
Fig.4SPEEDCONTROLCABLEATBRACKET-3.7L
/4.7L
1 - THROTTLE CABLE BRACKET 2 - PLASTIC CABLE MOUNT 3 - SPEED CONTROL CABLE
(1) Disconnect negative battery cable at battery. (2) Using finger pressure only, remove speed con- trol cable connector at bellcrank by pushing connec- tor off the bellcrank pin (Fig. 6). DO NOT try to pull to the bellcrank pin. Connector will be broken.
off perpendicular
connector
(3) Squeeze 2 tabs on sides of speed control cable at throttle body mounting bracket (locking plate) and push out of bracket.
Fig.6SERVOCABLEATTHROTTLEBODY—8.0LV-10ENGINE
1 - THROTTLE CABLE 2 - THROTTLE VALVE CABLE 3 - SPEED CONTROL SERVO CABLE
SPEED CONTROL
8P - 6
CABLE (Continued)(4) Remove servo cable from servo. Refer to Speed
Control Servo Removal/Installation in this group.
5.9L Diesel — Auto. Trans.
(1) Disconnect both negative battery cables at both
batteries.
(2) Remove
cable/lever/linkage
cover. Refer
to
Speed Control Servo Removal/Installation.
(3) Remove (disconnect) servo cable from servo.
Refer to Speed Control Servo Removal/Installation.
(4) Using finger pressure only, disconnect end of servo cable from throttle lever pin by pulling forward on connector while holding lever rearward (Fig. 7). DO NOT try to pull connector off perpendicular to lever pin. Connector will be broken.
(5) Squeeze 2 pinch tabs (Fig. 7) on sides of speed control cable at mounting bracket and push cable rearward out of bracket.
(6) Remove cable from vehicle.
Fig.7SERVOCABLEATTHROTTLELEVER—5.9L
DIESEL
1 - PINCH (2) TABS 2 - CABLE MOUNTING BRACKET 3 - PINCH TABS (2) 4 - OFF 5 - THROTTLE CABLE 6 - THROTTLE LEVER 7 - THROTTLE LEVER PIN 8 - OFF 9 - CONNECTOR 10 - SPEED CONTROL CABLE
INSTALLATION
3.7L / 4.7L Gas
(1) Install end of cable to speed control servo.
Refer to Servo Removal/Installation.
(2) Slide speed control cable plastic mount into
throttle body bracket.
DR
(3) Install speed control cable connector onto throt- tle body bellcrank pin (push rearward to snap into location).
(4) Slide throttle (accelerator) cable plastic mount into throttle body bracket. Continue sliding until cable release tab is aligned to hole in throttle body mounting bracket.
(5) While holding throttle to wide open position, place throttle cable pin into throttle body bellcrank. (6) Install air intake tube to top of throttle body. (7) Connect negative battery cable at battery. (8) Before starting engine, operate accelerator
pedal to check for any binding.
5.9L / 8.0L Gas
(1) Install end of cable to speed control servo.
Refer to Speed Control Servo Removal/Installation.
(2) Install
cable
into
throttle body mounting
bracket. Cable snaps into bracket.
(3) Install speed control cable connector at throttle
body bellcrank pin. Connector snaps onto pin.
(4) Install air intake tube to top of throttle body
(except 8.0L).
(5) Connect negative battery cable to battery. (6) Before starting engine, operate accelerator
pedal to check for any binding.
5.9L Diesel — Auto. Trans.
(1) Install
(connect) end of speed control servo cable to speed control servo. Refer to Speed Control Servo Removal/Installation.
(2) Install cable through mounting hole on mount-
ing bracket. Cable snaps into bracket.
(3) Connect servo cable to throttle lever by push- ing cable connector rearward onto lever pin while holding lever forward.
(4) Connect negative battery cables to both batteries. (5) Before starting engine, operate accelerator
pedal to check for any binding.
(6) Install cable/lever cover.
SERVO DESCRIPTION
A speed control servo is not used with any 5.7L V-8 engine, or with the 5.9L diesel engine when equipped with a manual transmission.
The speed control servo is attached to the bottom
of the battery tray.
The servo unit consists of a solenoid valve body, and a vacuum chamber. The solenoid valve body con- tains three solenoids:
† Vacuum † Vent † Dump
DR SERVO (Continued)
The vacuum chamber contains a diaphragm with a
cable attached to control the throttle linkage.
OPERATION
A speed control servo is not used with any 5.7L V-8 engine, or with the 5.9L diesel engine when equipped with a manual transmission.
The Powertrain Control Module (PCM) controls the solenoid valve body. The solenoid valve body controls the application and release of vacuum to the dia- phragm of the vacuum servo. The servo unit cannot be repaired and is serviced only as a complete assem- bly.
Power is supplied to the servo’s by the PCM through the brake switch. The PCM controls the ground path for the vacuum and vent solenoids.
The dump solenoid is energized anytime it receives power. If power to the dump solenoid is interrupted, the solenoid dumps vacuum in the servo. This pro- vides a safety backup to the vent and vacuum sole- noids.
The vacuum and vent solenoids must be grounded at the PCM to operate. When the PCM grounds the vacuum servo solenoid, the solenoid allows vacuum to enter the servo and pull open the throttle plate using the cable. When the PCM breaks the ground, the solenoid closes and no more vacuum is allowed to enter the servo. The PCM also operates the vent sole- noid via ground. The vent solenoid opens and closes a passage to bleed or hold vacuum in the servo as required.
The PCM duty cycles the vacuum and vent sole- noids to maintain the set speed, or to accelerate and decelerate the vehicle. To increase throttle opening, the PCM grounds the vacuum and vent solenoids. To decrease throttle opening, the PCM removes the grounds from the vacuum and vent solenoids. When the brake is released, if vehicle speed exceeds 30
mph to resume, 35 mph to set, and the RES/ACCEL switch has been depressed, ground for the vent and vacuum circuits is restored.REMOVAL
The speed control servo assembly is attached to the
bottom of the battery tray (Fig. 8).
(1) Disconnect negative battery cable at battery
(both cables at both batteries if diesel).
(2) To gain access to servo, remove plastic wheel-
house splash shield over left-front wheel.
(3) Disconnect vacuum line at servo (Fig. 8). (4) Disconnect electrical connector at servo (Fig. 8). (5) Remove 3 servo mounting screws (Fig. 8). Depending on engine application, different sets of mounting lugs (Fig. 8) are used to support servo to battery tray. While removing, note proper lugs.
SPEED CONTROL
8P - 7
(6) Disconnect servo cable at throttle body. Refer to
Servo Cable Removal/Installation.
(7) Remove 2 mounting nuts holding servo cable
sleeve to bracket (Fig. 9).
(8) Pull speed control cable sleeve and servo away from servo mounting bracket to expose cable retain- ing clip (Fig. 9) and remove clip. Note: The servo mounting bracket displayed in (Fig. 9) is a typical bracket and may/may not be applicable to this model vehicle.
(9) Remove servo from mounting bracket. While
removing, note orientation of servo to bracket.
Fig.8SPEEDCONTROLSERVOLOCATION
1 - BATTERY TRAY 2 - MOUNTING LUGS 3 - SERVO 4 - ELEC. CONNEC. 5 - MOUNTING SCREWS (3) 6 - MOUNTING BRACKET 7 - VACUUM LINE
INSTALLATION
(1) Position servo to mounting bracket (Fig. 9). (2) Align hole in cable connector with hole in servo
pin. Install cable-to-servo retaining clip (Fig. 9).
(3) Insert servo mounting studs through holes in
servo mounting bracket.
(4) Install 2 servo-to-mounting bracket nuts and
tighten. Refer to torque specifications.
(5) Position servo assembly to correct mounting lugs on battery tray (Fig. 8) and install 3 screws. Tighten 3 screws. Refer to torque specifications.
(6) Connect vacuum line at servo. (7) Connect electrical connector at servo.
SPEED CONTROL
8P - 8
SERVO (Continued)DR
OPERATION
When speed control is selected by depressing the ON, OFF switch, the PCM (ECM for diesel) allows a set speed to be stored in its RAM for speed control. To store a set speed, depress the SET switch while the vehicle is moving at a speed between approxi- mately 35 and 85 mph. In order for the speed control to engage, the brakes cannot be applied, nor can the gear selector be indicating the transmission is in Park or Neutral.
the following conditions:
The speed control can be disengaged manually by: † Stepping on the brake pedal † Depressing the OFF switch † Depressing the CANCEL switch. The speed control can be disengaged also by any of † An indication of Park or Neutral † The VSS signal increases at a rate of 10 mph per second (indicates that the co-efficient of friction between the road surface and tires is extremely low) † Depressing the clutch pedal. † Excessive engine rpm (indicates that the trans- † The VSS signal decreases at a rate of 10 mph per second (indicates that the vehicle may have decelerated at an extremely high rate) † If the actual speed is not within 20 mph of the
mission may be in a low gear)
set speed
The previous disengagement conditions are pro-
grammed for added safety.
Once the speed control has been disengaged, depressing the ACCEL switch restores the vehicle to the target speed that was stored in the PCM’s RAM (ECM for diesel).
NOTE: Depressing the OFF switch will erase the set speed stored in the PCM’s RAM.
If, while the speed control is engaged, the driver wishes to increase vehicle speed, the PCM (ECM for diesel) is programmed for an acceleration feature. With the ACCEL switch held closed, the vehicle accelerates slowly to the desired speed. The new tar- get speed is stored in the PCM’s RAM when the ACCEL switch is released. The PCM also has a 9tap- up9 feature in which vehicle speed increases at a rate of approximately 2 mph for each momentary switch activation of the ACCEL switch.
The PCM also provides a means to decelerate with- out disengaging speed control. To decelerate from an existing recorded target speed, depress and hold the COAST switch until the desired speed is reached. Then release the switch. The ON, OFF switch oper- ates two components: the PCM’s ON, OFF input, and the battery voltage to the brake switch.
Fig.9SERVOCABLECLIPREMOVE/INSTALL—
TYPICAL
1 - SERVO MOUNTING NUTS (2) 2 - SERVO 3 - CABLE RETAINING CLIP 4 - SERVO CABLE AND SLEEVE
(8) Connect servo cable to throttle body. Refer to
servo Cable Removal/Installation.
(9) Install left-front wheel-well liner. (10) Connect negative battery cable to battery
(connect both cables if diesel).
(11) Before starting engine, operate accelerator
pedal to check for any binding.
SWITCH DESCRIPTION
Two separate switch pods operate the speed control system. The steering-wheel-mounted switches use multiplexed circuits to provide inputs to the PCM (to the ECM for diesel) for ON, OFF, RESUME, ACCEL- ERATE, SET, DECEL and CANCEL modes. Refer to the owner’s manual for more information on speed control switch functions and setting procedures.
The individual switches cannot be repaired. If one the entire switch module must be
switch fails, replaced.
Depending on engine control computer (JTEC having a 3– plug connector or NGC having a 4– plug connector), 2 types of switches are used. Both types of switches are internally and exter- nally different. The switch used with the NGC system has an attached pigtail lead. The switch used with the JTEC system does not have an attached pigtail lead.
DR SWITCH (Continued) REMOVAL
Depending on engine control computer (JTEC having a 3–plug connector or 5.7L V-8 NGC hav- ing a 4–plug connector), 2 types of switches are used. Both types of switches are internally and externally different. The switches used with the NGC system have attached pigtail leads (Fig. 11). The switch used with the JTEC system does not have an attached pigtail lead.
(1) Remove switch mounting screw (Fig. 10). or
(Fig. 11)
(2) Pull switch from steering wheel. (3) Unplug electrical connector from switch (Fig. 10), or, switch pigtail wire harness from steering wheel wire harness (Fig. 11) and remove switch.
Fig.10SPEEDCONTROLSWITCHES(EXCEPT5.7L
V-8ENGINE)
1 - ELECTRICAL CONNECTORS 2 - MOUNTING SCREWS 3 - RIGHT SWITCH 4 - LEFT SWITCH
INSTALLATION
(1) Plug electrical connector into switch (Fig. 10), or connect pigtail wire harness to steering wheel wire harness (Fig. 11). Be sure wires are not pinched.
(2) Position switch to steering wheel. (3) Install switch mounting screw and tighten.
Refer to torque specifications.
SPEED CONTROL
8P - 9
Fig.11SPEEDCONTROLSWITCHES(WITH5.7LV-8
ENGINE)
1 - MOUNTING SCREWS 2 - RIGHT SWITCH 3 - LEFT SWITCH 4 - PIGTAIL LEADS
VACUUM RESERVOIR DESCRIPTION
The vacuum reservoir is a plastic storage tank con- nected to an engine vacuum source by vacuum lines. A vacuum reservoir is not used with diesel engines or the 5.7L gas powered engine.
OPERATION
The vacuum reservoir is used to supply the vac- uum needed to maintain proper speed control opera- tion when engine vacuum drops, such as in climbing a grade while driving. A one-way check valve is used in the vacuum line between the reservoir and the vacuum source. This check valve is used to trap engine vacuum in the reservoir. On certain vehicle applications, this reservoir is shared with the heat- ing/air-conditioning system. The vacuum reservoir cannot be repaired and must be replaced if faulty.
DIAGNOSIS AND TESTING - VACUUM RESERVOIR
(1) Disconnect vacuum hose at speed control servo and install a vacuum gauge into the disconnected hose.
SPEED CONTROL
8P - 10
VACUUM RESERVOIR (Continued)DR
(2) Start engine and observe gauge at idle. Vac- uum gauge should read at least ten inches of mer- cury.
(3) If vacuum is less than ten inches of mercury, leak. Check vacuum line to determine source of engine for leaks. Also check actual engine intake manifold vacuum. If manifold vacuum does not meet this requirement, check for poor engine performance and repair as necessary.
(4) If vacuum line to engine is not leaking, check for leak at vacuum reservoir. To locate and gain access to reservoir, refer to Vacuum Reservoir Remov- al/Installation in this group. Disconnect vacuum line at reservoir and connect a hand-operated vacuum pump to reservoir fitting. Apply vacuum. Reservoir vacuum should not bleed off. If vacuum is being lost, replace reservoir.
(5) Verify operation of one-way check valve and leaks. Certain models may be
check it equipped with 2 check-valves.
for
(a) Locate one-way check valve. The valve is located in vacuum line between vacuum reservoir and engine vacuum source. Disconnect vacuum hoses (lines) at each end of valve.
(b) Connect a hand-operated vacuum pump to reservoir end of check valve. Apply vacuum. Vac- uum should not bleed off. If vacuum is being lost, replace one-way check valve.
(c) Connect a hand-operated vacuum pump to vacuum source end of check valve. Apply vacuum. Vacuum should flow through valve. If vacuum is not flowing, replace one-way check valve. Seal the fitting at opposite end of valve with a finger and apply vacuum. If vacuum will not hold, diaphragm within check valve has ruptured. Replace valve.
REMOVAL
The vacuum reservoir is located in the engine com- partment under the fresh air cowl grill panel (Fig. 12).
(1) Remove wiper blades and arms. Refer to Wiper Arm Removal / Installation in the Wipers / Washers section.
(2) Remove fresh air cowl grill. Refer to Cowl Grill
Removal / Installation.
(3) Disconnect vacuum line at reservoir (Fig. 13). (4) Remove 2 reservoir mounting nuts (Fig. 13). (5) Remove reservoir from cowl.
INSTALLATION
(1) Position reservoir onto 2 weld studs (Fig. 13). (2) Install 2 mounting nuts and tighten. Refer to
torque specifications.
(3) Connect vacuum line to reservoir fitting. (4) Install cowl grill. Refer to Cowl Grill Removal /
Installation.
Fig.12VACUUMRESERVOIRLOCATION
1 - COWL GRILL 2 - WIPER ARMS / BLADES 3 - VACUUM RESERVOIR
Fig.13VACUUMRESERVOIRREMOVAL/
INSTALLATION
1 - COWL (BELOW WIPER ARMS) 2 - VACUUM LINE CONNECTION 3 - MOUNTING NUTS (2) 4 - VACUUM RESERVOIR 5 - WELDED STUDS
(5) Install wiper arms / blades. Refer to Wiper Arm
Removal / Installation.
DR
VEHICLE THEFT SECURITY
8Q - 1
VEHICLE THEFT SECURITY
TABLE OF CONTENTS
page
page
VEHICLE THEFT SECURITY
DESCRIPTION
DESCRIPTION SENTRY KEY IMMOBILIZER SYSTEM (SKIS) DESCRIPTION
. . . . . . . . . . . . . . . . . . . . . . . . 1
. 1
. . . . . . . . . . . . . . . . . . . . . . . . 1OPERATION
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 2
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 2
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 2DIAGNOSIS AND TESTING
VEHICLE THEFT SECURITY SYSTEM . . . . . . 3
VEHICLE THEFT SECURITY
DESCRIPTION
DESCRIPTION
The Vehicle Theft/Security System (VTSS)
is designed to protect against whole vehicle theft. The system monitors the vehicle doors and ignition for unauthorized operation. The VTSS activates: † Sounding of the horn † Flashing of the park lamps † Flashing of the head lamps The Remote Keyless Entry (RKE) has 1 mode of operation, CUSTOMER USAGE mode. The cus- tomer usage mode provides full functionality of the module and is the mode in which the RKE module should be operating when used by the customer.
SENTRY KEY IMMOBILIZER SYSTEM (SKIS) The Sentry Key Immobilizer System (SKIS)
is designed to provide passive protection against unau- thorized vehicle use by preventing the engine from operating while the system is armed. The primary components of this system are the Sentry Key Immo- bilizer Module (SKIM), the Sentry Key transponder, the Vehicle Theft/Security System (VTSS) indicator LED, and the Powertrain Control Module (PCM).
The SKIM is installed on the steering column near the ignition lock cylinder. The transponder is located under the molded rubber cap on the head of the igni-
STANDARD PROCEDURE
CONFIGURING A NEW MODULE / SWITCH
OPERATING MODES . . . . . . . . . . . . . . . . . . . . 3
SENTRY KEY IMMOBILIZER SYSTEM
INITIALIZATION . . . . . . . . . . . . . . . . . . . . . . . . 3
SENTRY KEY IMMOBILIZER SYSTEM
TRANSPONDER PROGRAMMING . . . . . . . . . . 4
SENTRY KEY IMMOBILIZER SYSTEM
INDICATOR LAMP DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 5
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5tion key. The VTSS indicator LED is located in the instrument cluster.
The SKIS includes two valid Sentry Key transpon- ders from the factory. This is so the customer can self program new keys if one is lost. If the customer wishes, additional non-coded blank Sentry Keys are available. These blank keys can be cut to match a valid ignition key, but the engine will not start unless the key transponder is also programmed to the vehicle. The SKIS will recognize no more than eight valid Sentry Key transponders at any one time. The SKIS performs a self-test each time the igni- tion switch is turned to the ON position, and will store Diagnostic Trouble Codes (DTC’s) if a system malfunction is detected. The SKIS can be diagnosed, and any stored DTC can be retrieved using a DRBIIIt scan tool as described in the proper Body Diagnostic Procedures Manual.
DESCRIPTION
The Sentry Key Immobilizer Module (SKIM) con- tains a Radio Frequency (RF) transceiver and a cen- tral processing unit, which includes the Sentry Key Immobilizer System (SKIS) program logic. The SKIS programming enables the SKIM to program and retain in memory the codes of at least two, but no more than eight electronically coded Sentry Key transponders. The SKIS programming also enables the SKIM to communicate over the Programmable Communication Interface (PCI) bus network with the Powertrain Control Module the DRBIIIt scan tool.
(PCM), and/or
VEHICLE THEFT SECURITY
8Q - 2
VEHICLE THEFT SECURITY (Continued) OPERATIONOPERATION
When in the Customer Usage mode of operation, the system is armed when the vehicle is locked using the:† Power Door Lock Switches † Remote Keyless Entry (RKE) Transmitter † Key Cylinder Switches After the vehicle is locked and the last door is closed, the VTSS indicator in the instrument cluster will flash quickly for 16 seconds, indicating that the arming is in process. After 16 seconds, the LED will continue to flash at a slower rate indicating that the system is armed.
VTSS disarming occurs upon normal vehicle entry by unlocking either door via the key cylinder or RKE transmitter, or by starting the vehicle with a valid Sentry Key. This disarming will also halt the alarm once it has been activated.
A tamper alert exists to notify the driver that the system has been activated. This alert consists of 3
horn pulses and the security telltail flashing for 30
seconds when the vehicle is disarmed. The tamper alert will not occur if disarmed while alarming.The VTSS will not arm by mechanically locking the vehicle doors. This will manually override the sys- tem.
OPERATION
The SKIS includes two valid Sentry Key transpon- ders from the factory. These two Sentry Keys can be used to program additional non-coded blank Sentry Keys. These blank keys can be cut to match a valid ignition key, but the engine will not start unless the key transponder is also programmed to the vehicle. The SKIS will recognize no more than eight valid Sentry Key transponders at any one time.
The SKIS performs a self-test each time the igni- tion switch is turned to the ON position, and will store Diagnostic Trouble Codes (DTC’s) if a system malfunction is detected. The SKIS can be diagnosed, and any stored DTC can be retrieved using a DRBIIIt scan tool as described in the proper Power- train Diagnostic Procedures manual.
OPERATION
The SKIM transmits and receives RF signals through a tuned antenna enclosed within a molded plastic ring formation that is integral to the SKIM housing. When the SKIM is properly installed on the steering column, the antenna ring is oriented around the circumference of the ignition lock cylinder hous- ing. This antenna ring must be located within eight millimeters (0.31 inches) of the Sentry Key in order
DR
to ensure proper RF communication between the SKIM and the Sentry Key transponder.
For added system security, each SKIM is pro- grammed with a unique “Secret Key” code and a security code. The SKIM keeps the “Secret Key” code in memory. The SKIM also sends the “Secret Key” code to each of the programmed Sentry Key tran- sponders. The security code is used by the assembly plant to access the SKIS for initialization, or by the dealer technician to access the system for service. The SKIM also stores in its memory the Vehicle Identification Number (VIN), which it learns through a PCI bus message from the PCM during initializa- tion.
The SKIM and the PCM both use software that includes a rolling code algorithm strategy, which helps to reduce the possibility of unauthorized SKIS disarming. The rolling code algorithm ensures secu- rity by preventing an override of the SKIS through the unauthorized substitution of the SKIM or the PCM. However, the use of this strategy also means that replacement of either the SKIM or the PCM units will require a system initialization procedure to restore system operation.
When the ignition switch is turned to the ON or START positions, the SKIM transmits an RF signal to excite the Sentry Key transponder. The SKIM then listens for a return RF signal from the transponder of the Sentry Key that is inserted in the ignition lock cylinder. If the SKIM receives an RF signal with valid “Secret Key” and transponder identification codes, the SKIM sends a “valid key” message to the PCM over the PCI bus. If the SKIM receives an invalid RF signal or no response, it sends “invalid key” messages to the PCM. The PCM will enable or disable engine operation based upon the status of the SKIM messages.
The SKIM also sends messages to the Instrument Cluster which controls the VTSS indicator. The SKIM sends messages to the Instrument Cluster to turn the indicator on for about three seconds when the ignition switch is turned to the ON position as a “bulb” test. After completion of the “bulb” test, the SKIM sends bus messages to keep the indicator off for a duration of about one second. Then the SKIM sends messages to turn the indicator on or off based upon the results of the SKIS self-tests. If the VTSS indicator comes on and stays on after the “bulb test”, it indicates that the SKIM has detected a system malfunction and/or that the SKIS has become inoper- ative.
If the SKIM detects an invalid key when the igni- tion switch is turned to the ON position, it sends messages to flash the VTSS indicator. The SKIM can also send messages to flash the indicator to serve as an indication to the customer that the SKIS has been
DR VEHICLE THEFT SECURITY (Continued)
placed in its “Customer Learn” programming mode. See Sentry Key Immobilizer System Transponder Programming in this section for more information on the “Customer Learn” programming mode.
For diagnosis or initialization of the SKIM and the PCM, a DRBIIIt scan tool and the proper Powertrain Diagnostic Procedures manual are required. The SKIM cannot be repaired and, if faulty or damaged, the unit must be replaced.
DIAGNOSIS AND TESTING
VEHICLE THEFT SECURITY SYSTEM
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, REFER TO RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCI- DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
