1998 DODGE RAM 1500 Steering column

SIDE IMPACT SENSOR
DESCRIPTION
On vehicles equipped with the optional side curtain
airbags, two side impact sensors are used, one each
for the left and right sides of the vehicle (Fig. 54).
These sensors are mounted remotely from the bi-di-
rectional safing sensor that is internal to the Airbag
Control Module (ACM). The side impact sensors are
secured within the right and left B-pillars just above
the front seat belt retractors and behind the lower
B-pillar trim in the passenger compartment.
The impact sensor housing has an integral connec-
tor receptacle, an integral mounting stud, and an
integral locating tab. A cavity in the center of the
molded black plastic impact sensor housing contains
the electronic circuitry of the sensor, which includes
an electronic communication chip and an electronic
impact sensor. Potting material fills the cavity to seal
and protect the internal electronic circuitry and com-
ponents. The side impact sensors are each connected
to the vehicle electrical system through a dedicated
take out and connector of the body wire harness.
The side impact sensors cannot be repaired or
adjusted and, if damaged or faulty, they must be
replaced.
OPERATION
The side impact sensors are electronic accelerome-
ters that sense the rate of vehicle deceleration, which
provides verification of the direction and severity of
an impact. Each sensor also contains an electronic
communication chip that allows the unit to commu-
nicate the sensor status as well as sensor fault infor-
mation to the microprocessor in the Airbag Control
Module (ACM). The ACM microprocessor continu-
ously monitors all of the passive restraint system
electrical circuits to determine the system readiness.
If the ACM detects a monitored system fault, it sets
a Diagnostic Trouble Code (DTC) and controls the
airbag indicator operation accordingly.
The impact sensors each receive battery current
and ground through dedicated left and right sensor
plus and minus circuits from the ACM. The impact
sensors and the ACM communicate by modulating
the voltage in the sensor plus circuit. The hard wired
circuits between the side impact sensors and the
ACM may be diagnosed and tested using conven-
tional diagnostic tools and procedures. However, con-
ventional diagnostic methods will not prove
conclusive in the diagnosis of the ACM or the impact
sensors. The most reliable, efficient, and accurate
means to diagnose the impact sensors, the ACM, and
the electronic message communication between the
sensors and the ACM requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation.
REMOVAL
REMOVAL - STANDARD CAB
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
TEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, AIRBAG, SEAT BELT
TENSIONER, IMPACT SENSOR, OR INSTRUMENT
PANEL COMPONENT DIAGNOSIS OR SERVICE.
DISCONNECT AND ISOLATE THE BATTERY NEGA-
TIVE (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 DIS-
ABLE THE SUPPLEMENTAL RESTRAINT SYSTEM.
FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY-
MENT.
Fig. 54 Side Impact Sensor
1 - SENSOR
2 - CONNECTOR RECEPTACLE
3 - STUD
DRRESTRAINTS 8O - 59

WARNING: TO AVOID PERSONAL INJURY OR
DEATH, NEVER STRIKE OR DROP THE SIDE
IMPACT SENSOR, AS IT CAN DAMAGE THE IMPACT
SENSOR OR AFFECT ITS CALIBRATION. THE SIDE
IMPACT SENSOR ENABLES THE SYSTEM TO
DEPLOY THE SIDE CURTAIN AIRBAGS. IF AN
IMPACT SENSOR IS ACCIDENTALLY DROPPED
DURING SERVICE, THE MODULE MUST BE
SCRAPPED AND REPLACED WITH A NEW UNIT.
FAILURE TO OBSERVE THIS WARNING COULD
RESULT IN ACCIDENTAL, INCOMPLETE, OR
IMPROPER SUPPLEMENTAL RESTRAINT DEPLOY-
MENT.
(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-
tor from the inside of the B-pillar. (Refer to 8 -
ELECTRICAL/RESTRAINTS/FRONT OUTBOARD
SEAT BELT & RETRACTOR - REMOVAL - STAN-
DARD CAB).
(4) Remove the nut that secures the side impact
sensor stud to the inner B-pillar (Fig. 55).(5) Reach through the retractor mounting hole in
the inner B-pillar to access the side impact sensor
and disengage the locating pin and mounting stud
from the holes in the inner B-pillar.
(6) Pull the side impact sensor out of the B-pillar
far enough to access and disconnect the body wire
harness connector for the sensor from the sensor con-
nector receptacle.
(7) Remove the side impact sensor from the B-pil-
lar.
REMOVAL - QUAD CAB
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
TEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, AIRBAG, SEAT BELT
TENSIONER, IMPACT SENSOR, OR INSTRUMENT
PANEL COMPONENT DIAGNOSIS OR SERVICE.
DISCONNECT AND ISOLATE THE BATTERY NEGA-
TIVE (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 DIS-
ABLE THE SUPPLEMENTAL RESTRAINT SYSTEM.
FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY-
MENT.
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, NEVER STRIKE OR DROP THE SIDE
IMPACT SENSOR, AS IT CAN DAMAGE THE IMPACT
SENSOR OR AFFECT ITS CALIBRATION. THE SIDE
IMPACT SENSOR ENABLES THE SYSTEM TO
DEPLOY THE SIDE CURTAIN AIRBAGS. IF AN
IMPACT SENSOR IS ACCIDENTALLY DROPPED
DURING SERVICE, THE MODULE MUST BE
SCRAPPED AND REPLACED WITH A NEW UNIT.
FAILURE TO OBSERVE THIS WARNING COULD
RESULT IN ACCIDENTAL, INCOMPLETE, OR
IMPROPER SUPPLEMENTAL RESTRAINT DEPLOY-
MENT.
(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 nut that secures the side impact
sensor stud to the inner B-pillar (Fig. 56).
(4) Reach through the large hole above the retrac-
tor mounting hole in the inner B-pillar to access the
side impact sensor and disengage the locating pin
and mounting stud from the holes in the inner B-pil-
lar.
Fig. 55 Side Impact Sensor Remove/Install -
Standard Cab
1 - SIDE IMPACT SENSOR
2 - WIRE HARNESS CONNECTOR
3 - B-PILLAR
4 - NUT
8O - 60 RESTRAINTSDR
SIDE IMPACT SENSOR (Continued)

(5) Pull the side impact sensor out through the
large hole in the B-pillar far enough to access and
disconnect the body wire harness connector for the
sensor from the sensor connector receptacle.
(6) Remove the side impact sensor from the B-pil-
lar.
INSTALLATION
INSTALLATION - STANDARD CAB
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
TEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, AIRBAG, SEAT BELT
TENSIONER, IMPACT SENSOR, OR INSTRUMENT
PANEL COMPONENT DIAGNOSIS OR SERVICE.
DISCONNECT AND ISOLATE THE BATTERY NEGA-
TIVE (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 DIS-
ABLE THE SUPPLEMENTAL RESTRAINT SYSTEM.
FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY-
MENT.WARNING: TO AVOID PERSONAL INJURY OR
DEATH, NEVER STRIKE OR DROP THE SIDE
IMPACT SENSOR, AS IT CAN DAMAGE THE IMPACT
SENSOR OR AFFECT ITS CALIBRATION. THE SIDE
IMPACT SENSOR ENABLES THE SYSTEM TO
DEPLOY THE SIDE CURTAIN AIRBAGS. IF AN
IMPACT SENSOR IS ACCIDENTALLY DROPPED
DURING SERVICE, THE MODULE MUST BE
SCRAPPED AND REPLACED WITH A NEW UNIT.
FAILURE TO OBSERVE THIS WARNING COULD
RESULT IN ACCIDENTAL, INCOMPLETE, OR
IMPROPER SUPPLEMENTAL RESTRAINT DEPLOY-
MENT.
(1) Position the side impact sensor to the retractor
mounting hole in the inner B-pillar (Fig. 55).
(2) Reconnect the body wire harness connector for
the side impact sensor to the sensor connector recep-
tacle.
(3) Reach through the retractor mounting hole in
the inner B-pillar to position and engage the locating
pin and the stud on the side impact sensor to the
locating slot and mounting hole from the inside of
the B-pillar.
(4) Install and tighten the nut that secures the
side impact sensor stud to the inner B-pillar. Tighten
the nut to 8 N´m (70 in. lbs.).
(5) 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).
(6) 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 - QUAD CAB
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
TEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, AIRBAG, SEAT BELT
TENSIONER, IMPACT SENSOR, OR INSTRUMENT
PANEL COMPONENT DIAGNOSIS OR SERVICE.
DISCONNECT AND ISOLATE THE BATTERY NEGA-
TIVE (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 DIS-
ABLE THE SUPPLEMENTAL RESTRAINT SYSTEM.
FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY-
MENT.
Fig. 56 Side Impact Sensor Remove/Install - Quad
Cab
1 - B-PILLAR
2 - SIDE IMPACT SENSOR
3 - NUT
4 - WIRE HARNESS CONNECTOR
DRRESTRAINTS 8O - 61
SIDE IMPACT SENSOR (Continued)

VEHICLE THEFT SECURITY
TABLE OF CONTENTS
page page
VEHICLE THEFT SECURITY
DESCRIPTION
DESCRIPTION - VEHICLE THEFT/
SECURITY SYSTEM....................1
DESCRIPTION - SENTRY KEY
IMMOBILIZER SYSTEM (SKIS)............1
DESCRIPTION ± SENTRY KEY
IMMOBILIZER MODULE (SKIM)............1
OPERATION
OPERATION - VEHICLE THEFT/SECURITY
SYSTEM.............................1
OPERATION - SENTRY KEY IMMOBILIZER
SYSTEM (SKIS)........................2
OPERATION ± SENTRY KEY IMMOBILIZER
MODULE (SKIM).......................2DIAGNOSIS AND TESTING
VEHICLE THEFT SECURITY SYSTEM......3
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............................5
VEHICLE THEFT SECURITY
DESCRIPTION
DESCRIPTION - VEHICLE THEFT/SECURITY
SYSTEM
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:
²Sounding of the horn
²Flashing of the park lamps
²Flashing of the head lamps
The Remote Keyless Entry (RKE) has 1 mode of
operation,CUSTOMER USAGEmode. 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.
DESCRIPTION - 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-
tion key. The VTSS indicator LED is located in the
instrument cluster.
DESCRIPTION ± SENTRY KEY IMMOBILIZER
MODULE (SKIM)
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 (PCM), and/or the
DRBIIItscan tool.
OPERATION
OPERATION - VEHICLE THEFT/SECURITY
SYSTEM
When in theCustomer Usagemode of operation,
the system is armed when the vehicle is locked using
the:
²Power Door Lock Switches
²Remote Keyless Entry (RKE) Transmitter
²Key Cylinder Switches
DRVEHICLE THEFT SECURITY 8Q - 1

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 telltale 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 - SENTRY KEY IMMOBILIZER
SYSTEM (SKIS)
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
DRBIIItscan tool as described in the proper Power-
train Diagnostic Procedures manual.
OPERATION ± SENTRY KEY IMMOBILIZER
MODULE (SKIM)
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
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 ªSecret Keyº code and a
security code. The SKIM keeps the ªSecret Keyº code
in memory. The SKIM also sends the ªSecret Keyº
code to each of the programmed Sentry Key tran-
sponders. The security code is used by the assemblyplant 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 ªSecret Keyº and transponder identification
codes, the SKIM sends a ªvalid keyº message to the
PCM over the PCI bus. If the SKIM receives an
invalid RF signal or no response, it sends ªinvalid
keyº 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
ªbulbº test. After completion of the ªbulbº 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 ªbulb testº,
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
placed in its ªCustomer Learnº programming mode.
See Sentry Key Immobilizer System Transponder
Programming in this section for more information on
the ªCustomer Learnº programming mode.
For diagnosis or initialization of the SKIM and the
PCM, a DRBIIItscan tool and the proper Powertrain
Diagnostic Procedures manual are required. The
8Q - 2 VEHICLE THEFT SECURITYDR
VEHICLE THEFT SECURITY (Continued)

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
PERSONAL INJURY.
NOTE: The most reliable, efficient, and accurate
means to diagnose the Vehicle Theft Security Sys-
tem (VTSS) and Sentry Key Immobilizer System
(SKIS) involves the use of a DRBlllTscan tool and
the proper Powertrain Diagnostic Procedures man-
ual.
The Vehicle Theft Security System (VTSS), Sentry
Key Immobilizer System (SKIS) and the Programma-
ble Communication Interface (PCI) bus network
should be diagnosed using a DRBIIItscan tool. The
DRBIIItwill allow confirmation that the PCI bus is
functional, that the Sentry Key Immobilizer Module
(SKIM) is placing the proper messages on the PCI
bus, and that the Powertrain Control Module (PCM)
and the Instrument Cluster are receiving the PCI
bus messages. Refer to the proper Powertrain or
Body Diagnostic Procedures manual.
Visually inspect the related wiring harness connec-
tors. Look for broken, bent, pushed out or corroded
terminals. If any of the conditions are present, repair
as necessary. Refer to Wiring Diagrams for complete
circuit descriptions and diagrams. Refer to 8 - ELEC-
TRICAL/ELECTRONIC CONTROL MODULES/SEN-
TRY KEY IMMOBILIZER MODULE - REMOVAL for
SKIM replacement.
STANDARD PROCEDURE
CONFIGURING A NEW MODULE / SWITCH
OPERATING MODES
To configure a new module or to switch operating
modes, a DRBIIItscan tool must be used.
(1) Hook up the DRBIIItscan tool to the Data
Link Connector (DLC).
(2) With the key in the ignition, turn the key to
the RUN position.(3) After the DRBIIItscan tool initialization, per-
form the following:
(a) Select ªTheft Alarm.º
(b) Select ªVTSS.º
(c) Select ªMiscellaneous.º
(4) Once in the ªMiscellaneousº screen:
(a) If you wish to configure a new module, select
ªConfigure Module.º
(b) If you wish to put the module into customer
usage mode, select ªEnable VTSS.º
(c) If you wish to put the module into dealer lot
mode, select ªDealer Lot.º
SENTRY KEY IMMOBILIZER SYSTEM
INITIALIZATION
The Sentry Key Immobilizer System (SKIS) initial-
ization should be performed following a Sentry Key
Immobilizer Module (SKIM) replacement.
It can be summarized by the following:
(1) Obtain the vehicles unique PIN number
assigned to it's original SKIM from the vehicle
owner, the vehicle's invoice or from Chrysler's Cus-
tomer Center.
(2) With the DRBIIItscan tool, select ªTheft
Alarm,º ªSKIM,º Miscellaneous.º Select ªSKIM Mod-
ule Replacedº function and the DRBIIItwill prompt
you through the following steps.
(3) Enter secured access mode using the unique
four digit PIN number.
(4) Program the vehicle's VIN number into the
SKIM's memory.
(5) Program the country code into the SKIM's
memory (U.S.).
(6) Transfer the vehicle's unique Secret Key data
from the PCM. This process will require the SKIM to
be insecured access mode. The PIN number must
be entered into the DRBIIItbefore the SKIM will
entersecured access mode. Oncesecured access
modeis active, the SKIM will remain in that mode
for 60 seconds.
(7) Program all customer keys into the SKIM's
memory. This required that the SKIM be insecured
access modeThe SKIM will immediately exit
secured access modeafter each key is pro-
grammed.
NOTE: If a PCM is replaced, the unique ªSecret
Keyº data must be transferred from the SKIM to the
PCM. This procedure requires the SKIM to be
placed in SECURED ACCESS MODE using the four
digit PIN code.
DRVEHICLE THEFT SECURITY 8Q - 3
VEHICLE THEFT SECURITY (Continued)

column opening, directly in front of the driver. (Refer
to 8 - ELECTRICAL/INSTRUMENT CLUSTER -
DESCRIPTION).
²Multi-Function Switch- The multi-function
switch is located on the top of the steering column,
just below the steering wheel. The multi-function
switch includes a control stalk that extends through
an opening on the left side of the steering column
shrouds and a control knob on the end of the stalk is
dedicated to providing all of the driver controls for
the wiper and washer systems. (Refer to 8 - ELEC-
TRICAL/LAMPS/LIGHTING - EXTERIOR/MULTI-
FUNCTION SWITCH - DESCRIPTION).
²Washer Fluid Level Switch- The washer fluid
level switch is located in a dedicated hole on the out-
board side of the washer reservoir in the engine com-
partment.²Washer Nozzle- Two fluidic washer nozzles are
secured with integral snap features to dedicated
openings in the cowl plenum cover/grille panel
located near the base of the windshield.
²Washer Plumbing- The plumbing for the
washer system consists of rubber hoses and molded
plastic fittings. The plumbing is routed along the
right side of the engine compartment from the
washer reservoir, and through a trough near the
right end of the cowl plenum cover/grille panel into
the cowl plenum to the washer nozzle fittings.
²Washer Pump/Motor- The electric washer
pump/motor unit is located in a dedicated hole on the
rearward facing surface of the washer reservoir in
the engine compartment.
²Washer Reservoir- On all models except those
with an optional diesel engine, the washer reservoir
Fig. 1 Wiper & Washer System
1 - WASHER RESERVOIR, PUMP/MOTOR, FLUID LEVEL
SWITCH (EXCEPT DIESEL ENGINE)
2 - WASHER RESERVOIR, PUMP/MOTOR, FLUID LEVEL
SWITCH (DIESEL ENGINE ONLY)3 - WIPER MODULE
4 - WASHER NOZZLE (2)
5 - WIPER ARM & BLADE (2)
6 - MULTI-FUNCTION (WIPER, WASHER, & LIGHTING) SWITCH
8R - 2 WIPERS/WASHERSDR
WIPERS/WASHERS (Continued)

is released before parking the wiper blades near the
base of the windshield. If the control knob is held in
the depressed Wash position for more than about
thirty seconds, washer system operation will be sus-
pended until the control knob is released for about
two seconds then cycled back to the Wash position.
OPERATION
The wiper and washer system is designed to pro-
vide the vehicle operator with a convenient, safe, and
reliable means of maintaining visibility through the
windshield glass. The various components of this sys-
tem are designed to convert electrical energy pro-
duced by the vehicle electrical system into the
mechanical action of the wiper blades to wipe the
outside surface of the glass, as well as into the
hydraulic action of the washer system to apply
washer fluid stored in an on-board reservoir to the
area of the glass to be wiped. When combined, these
components provide the means to effectively main-
tain clear visibility for the vehicle operator by remov-
ing excess accumulations of rain, snow, bugs, mud, or
other minor debris from the outside windshield glass
surface that might be encountered while driving the
vehicle under numerous types of inclement operating
conditions.
The vehicle operator initiates all wiper and washer
system functions with the control knob on the end of
the control stalk of the multi-function switch that
extends from the left side of the steering column, just
below the steering wheel. Rotating the control knob
on the end of the control stalk, selects the Off, Delay,
Low, or High wiper system operating modes. In the
Delay mode, the control knob also allows the vehicle
operator to select from one of five intermittent wipe
Delay intervals. Depressing the control knob towards
the steering column actuates the momentary washer
system switch, which selects the Wash, Wipe-After-
Wash, and Pulse Wipe Modes depending upon when
and how long the switch is held closed. The multi-
function switch provides hard wired resistor multi-
plexed inputs to the instrument cluster for all of the
wiper and washer system functions. The instrument
cluster then sends electronic messages to the Front
Control Module (FCM) over the Programmable Com-
munications Interface (PCI) data bus requesting the
appropriate wiper and washer system operating
modes.
Wiper and washer system operation are completely
controlled by the instrument cluster and FCM logic
circuits, and that logic will only allow these systems
to operate when the ignition switch is in the Acces-
sory or On positions. Battery current is directed from
a B(+) fuse in the Integrated Power Module (IPM) to
the wiper on/off relay and the wiper high/low relay in
the IPM through a fused B(+) circuit. The FCM useslow side drivers to control wiper system operation by
energizing or de-energizing the wiper high/low and
wiper on/off relays. The FCM uses a high side driver
to control the operation of the washer pump motor
unit. The multi-function switch circuitry receives a
clean ground output from the instrument cluster on a
multi-function switch return circuit, then provides
resistor multiplexed inputs to the instrument cluster
on an intermittent wipe mux circuit to indicate the
selected wiper system mode and on a wash/beam
select mux circuit to indicate the selected washer sys-
tem mode.
The hard wired circuits and components of the
wiper and washer system may be diagnosed and
tested using conventional diagnostic tools and proce-
dures. However, conventional diagnostic methods
may not prove conclusive in the diagnosis of the
instrument cluster, the FCM, or the electronic mes-
sage inputs to or outputs from the instrument cluster
or FCM that control the wiper and washer system
operating modes. The most reliable, efficient, and
accurate means to diagnose the instrument cluster or
the FCM inputs and outputs related to the various
wiper and washer system operating modes requires
the use of a DRBIIItscan tool. Refer to the appro-
priate diagnostic information.
OPERATING MODES
Following are paragraphs that briefly describe the
operation of each of the wiper and washer system
operating modes.
CONTINUOUS WIPE MODE
When the Low position of the control knob on the
control stalk of the multi-function switch is selected
the instrument cluster sends an electronic wiper
switch low message to the FCM, then the FCM ener-
gizes the wiper on/off relay. This directs battery cur-
rent through the normally open contacts of the
energized wiper on/off relay and the normally closed
contacts of the de-energized wiper high/low relay to
the low speed brush of the wiper motor, causing the
wipers to cycle at low speed.
When the High position of the control knob is
selected the instrument cluster sends an electronic
wiper switch high message to the FCM, then the
FCM energizes both the wiper on/off relay and the
wiper high/low relay. This directs battery current
through the normally open contacts of the energized
wiper on/off relay and the normally open contacts of
the energized wiper high/low relay to the high speed
brush of the wiper motor, causing the wipers to cycle
at high speed.
When the Off position of the multi-function switch
control knob is selected, the instrument cluster sends
an electronic wiper switch off message to the FCM. If
8R - 4 WIPERS/WASHERSDR
WIPERS/WASHERS (Continued)