2001 DODGE TOWN AND COUNTRY instrument panel

OPERATION
The Body Control Module (BCM) is designed to
control and integrate many of the electronic features
and functions of the vehicle. The microprocessor-
based BCM hardware and software monitors many
hard wired switch and sensor inputs as well as those
resources it shares with other electronic modules in
the vehicle through its communication over the PCI
data bus network. The internal programming and all
of these inputs allow the BCM microprocessor to
determine the tasks it needs to perform and their
priorities, as well as both the standard and optional
features that it should provide. The BCM program-
ming then performs those tasks and provides those
features through both PCI data bus communication
with other electronic modules and through hard
wired low current outputs to a number of relays.
These relays provide the BCM with the ability to
control numerous high current accessory systems in
the vehicle.
The BCM monitors its own internal circuitry as
well as many of its input and output circuits, and
will store a Diagnostic Trouble Code (DTC) in elec-
tronic memory for any failure it detects. These DTCs
can be retrieved and diagnosed using a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove lower steering column cover and knee
blocker reinforcement.
(3) Disconnect two wire connectors from bottom of
Body Control Module (BCM)
(4) Remove bolts holding the BCM to the dash
panel mounting bracket.
(5) Remove the BCM from the mounting bracket.
INSTALLATION
(1) Install the BCM onto the mounting bracket.
(2) Install the bolts holding the BCM to dash
panel mounting bracket.
(3) Connect two wire connectors to the bottom of
the BCM.
(4) Install the lower steering column cover and
knee blocker reinforcement.
(5) Connect the battery negative cable.
CONTROLLER ANTILOCK
BRAKE
DESCRIPTION
The controller antilock brake (CAB) is a micropro-
cessor-based device which monitors the antilock
brake system (ABS) during normal braking and con-trols it when the vehicle is in an ABS stop. The CAB
is mounted to the HCU as part of the integrated con-
trol unit (ICU) (Fig. 1). The CAB uses a 24-way elec-
trical connector on the vehicle wiring harness. The
power source for the CAB is through the ignition
switch in the RUN or ON position. The CAB is on
the PCI bus.
OPERATION
The primary functions of the controller antilock
brake (CAB) are to:
²Monitor the antilock brake system for proper
operation.
²Detect wheel locking or wheel slipping tenden-
cies by monitoring the speed of all four wheels of the
vehicle.
²Control fluid modulation to the wheel brakes
while the system is in an ABS mode.
²Store diagnostic information.
²Provide communication to the DRBIIItscan tool
while in diagnostic mode.
²Illuminate the amber ABS warning indicator
lamp.
²(With traction control only) Illuminate the TRAC
ON lamp in the message center on the instrument
panel when a traction control event occurs.
²(with traction control only) Illuminate the TRAC
OFF lamp when the amber ABS warning indicator
lamp illuminates.
The CAB constantly monitors the antilock brake
system for proper operation. If the CAB detects a
fault, it will turn on the amber ABS warning indica-
tor lamp and disable the antilock braking system.
Fig. 1 INTEGRATED CONTROL UNIT (ICU)
1 - PUMP/MOTOR
2 - HCU
3 - PUMP/MOTOR CONNECTOR
4 - CAB
RSELECTRONIC CONTROL MODULES8E-3
BODY CONTROL MODULE (Continued)
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(2) Reconnect the 24±way electrical and the pump/
motor connector. (Fig. 2)
(3) Install the battery tray (Refer to 8 - ELECTRI-
CAL/BATTERY SYSTEM/TRAY - INSTALLATION).
(4) Install the screw securing the coolant filler
neck to the battery tray.
(5) Reconnect the vacuum hose to the coolant tank
built into the battery tray.
(6) Install the battery (Refer to 8 - ELECTRICAL/
BATTERY SYSTEM/BATTERY - INSTALLATION).
(7) Reconnect the battery cables.
(8) Connect a DRBIIItto the vehicle and initialize
the system.
DATA LINK CONNECTOR
DESCRIPTION
The data link connector is located inside the vehi-
cle, below instrument panel next to the center col-
umn (Fig. 4) .
OPERATION
The data link connector (diagnostic connector)
links the DRB scan tool with the Powertrain Control
Module (PCM). Refer to On-Board Diagnostics in the
General Diagnosis section of this group.
FRONT CONTROL MODULE
DESCRIPTION
The Front Control Module (FCM) is a micro con-
troller based module located in the engine compart-
ment (Fig. 5). This FCM mates to the power
distribution center to form the Intelligent PowerModule (IPM). The intelligent power module connects
directly to the battery and provides the primary
means of circuit protection and power distribution for
all vehicle electrical systems. The front control mod-
ule controls power to some of these vehicle systems
electrical and electromechanical loads based on
inputs received from hard wired switch inputs and
data received on the PCI bus circuit (J1850).
For information on theIntelligent Power Mod-
ule(IPM)Refer to the Power Distribution Sec-
tionof the service manual.
OPERATION
As messages are sent over the PCI bus circuit, the
front control module reads these messages and con-
trols power to some of the vehicles electrical systems
by completing the circuit to ground (low side driver)
or completing the circuit to 12 volt power (high side
driver). The following functions arecontrolledby
the Front Control Module:
²Occupant Restraint Controller Voltage
²Headlamp Power with Voltage Regulation
²Side Airbag Voltage
²Electronic Transaxle (Gasoline engine Vehicles)
²Brake Transmission Shift Interlock Functions
(BTSI)
²Front Windshield Wiper ªONº Relay Actuation
²Front Windshield Wiper ªHIº & ªLOº Relay
Actuation
²Front Washer Motor
²Rear Washer Motor
Fig. 4 DATA LINK CONNECTOR
Fig. 5 FRONT CONTROL MODULE
1 - FRONT CONTROL MODULE
RSELECTRONIC CONTROL MODULES8E-5
CONTROLLER ANTILOCK BRAKE (Continued)
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PCM determines basic fuel injector pulse width from
this input.
²The PCM determines atmospheric air pressure
from the MAP sensor input to modify injector pulse
width.
When the key is in the ON position and the engine
is not running (zero rpm), the Auto Shutdown (ASD)
and fuel pump relays de-energize after approximately
1 second. Therefore, battery voltage is not supplied to
the fuel pump, ignition coil, fuel injectors and heated
oxygen sensors.
ENGINE START-UP MODE
This is an OPEN LOOP mode. If the vehicle is in
park or neutral (automatic transaxles) or the clutch
pedal is depressed (manual transaxles) the ignition
switch energizes the starter relay. The following
actions occur when the starter motor is engaged.
²If the PCM receives the camshaft position sensor
and crankshaft position sensor signals, it energizes
the Auto Shutdown (ASD) relay and fuel pump relay.
If the PCM does not receive both signals within
approximately one second, it will not energize the
ASD relay and fuel pump relay. The ASD and fuel
pump relays supply battery voltage to the fuel pump,
fuel injectors, ignition coil and heated oxygen sen-
sors.
²The PCM energizes the injectors (on the 69É
degree falling edge) for a calculated pulse width until
it determines crankshaft position from the camshaft
position sensor and crankshaft position sensor sig-
nals. The PCM determines crankshaft position within
1 engine revolution.
²After determining crankshaft position, the PCM
begins energizing the injectors in sequence. It adjusts
injector pulse width and controls injector synchroni-
zation by turning the individual ground paths to the
injectors On and Off.
²When the engine idles within664 RPM of its
target RPM, the PCM compares current MAP sensor
value with the atmospheric pressure value received
during the Ignition Switch On (zero RPM) mode.
Once the ASD and fuel pump relays have been
energized, the PCM determines injector pulse width
based on the following:
²Battery voltage
²Engine coolant temperature
²Engine RPM
²Inlet/Intake air temperature (IAT)
²MAP
²Throttle position
²The number of engine revolutions since cranking
was initiated
During Start-up the PCM maintains ignition tim-
ing at 9É BTDC.
ENGINE WARM-UP MODE
This is an OPEN LOOP mode. The following inputs
are received by the PCM:
²Engine coolant temperature
²Manifold Absolute Pressure (MAP)
²Inlet/Intake air temperature (IAT)
²Crankshaft position (engine speed)
²Camshaft position
²Knock sensor
²Throttle position
²A/C switch
²Battery voltage
²Vehicle speed
²Speed control
²O2 sensors
The PCM adjusts injector pulse width and controls
injector synchronization by turning the individual
ground paths to the injectors On and Off.
The PCM adjusts ignition timing and engine idle
speed. Engine idle speed is adjusted through the idle
air control motor.
CRUISE OR IDLE MODE
When the engine is at operating temperature this
is a CLOSED LOOP mode. During cruising or idle
the following inputs are received by the PCM:
²Inlet/Intake air temperature
²Engine coolant temperature
²Manifold absolute pressure
²Crankshaft position (engine speed)
²Camshaft position
²Knock sensor
²Throttle position
²Exhaust gas oxygen content
²A/C control positions
²Battery voltage
²Vehicle speed
The PCM adjusts injector pulse width and controls
injector synchronization by turning the individual
ground paths to the injectors On and Off.
The PCM adjusts engine idle speed and ignition
timing. The PCM adjusts the air/fuel ratio according
to the oxygen content in the exhaust gas (measured
by the upstream and downstream heated oxygen sen-
sor).
The PCM monitors for engine misfire. During
active misfire and depending on the severity, the
PCM either continuously illuminates or flashes the
malfunction indicator lamp (Check Engine light on
instrument panel). Also, the PCM stores an engine
misfire DTC in memory.
The PCM performs several diagnostic routines.
They include:
²Oxygen sensor monitor
²Downstream heated oxygen sensor diagnostics
during open loop operation (except for shorted)
8E - 20 ELECTRONIC CONTROL MODULESRS
POWERTRAIN CONTROL MODULE (Continued)
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²Fuel system monitor
²EGR monitor
²Purge system monitor
²All inputs monitored for proper voltage range.
²All monitored components (refer to the Emission
section for On-Board Diagnostics).
The PCM compares the upstream and downstream
heated oxygen sensor inputs to measure catalytic
convertor efficiency. If the catalyst efficiency drops
below the minimum acceptable percentage, the PCM
stores a diagnostic trouble code in memory.
During certain idle conditions, the PCM may enter
a variable idle speed strategy. During variable idle
speed strategy the PCM adjusts engine speed based
on the following inputs.
²A/C sense
²Battery voltage
²Battery temperature
²Engine coolant temperature
²Engine run time
²Inlet/Intake air temperature
²Vehicle mileage
ACCELERATION MODE
This is a CLOSED LOOP mode. The PCM recog-
nizes an abrupt increase in Throttle Position sensor
output voltage or MAP sensor output voltage as a
demand for increased engine output and vehicle
acceleration. The PCM increases injector pulse width
in response to increased fuel demand.
DECELERATION MODE
This is a CLOSED LOOP mode. During decelera-
tion the following inputs are received by the PCM:
²A/C sense
²Battery voltage
²Inlet/Intake air temperature
²Engine coolant temperature
²Crankshaft position (engine speed)
²Exhaust gas oxygen content (upstream heated
oxygen sensor)
²Knock sensor
²Manifold absolute pressure
²Throttle position
²IAC motor control changes in response to MAP
sensor feedback
The PCM may receive a closed throttle input from
the Throttle Position Sensor (TPS) when it senses an
abrupt decrease in manifold pressure. This indicates
a hard deceleration. In response, the PCM may
momentarily turn off the injectors. This helps
improve fuel economy, emissions and engine braking.
WIDE-OPEN-THROTTLE MODE
This is an OPEN LOOP mode. During wide-open-
throttle operation, the following inputs are used by
the PCM:
²Inlet/Intake air temperature
²Engine coolant temperature
²Engine speed
²Knock sensor
²Manifold absolute pressure
²Throttle position
When the PCM senses a wide-open-throttle condi-
tion through the Throttle Position Sensor (TPS) it de-
energizes the A/C compressor clutch relay. This
disables the air conditioning system.
The PCM does not monitor the heated oxygen sen-
sor inputs during wide-open-throttle operation except
for downstream heated oxygen sensor and both
shorted diagnostics. The PCM adjusts injector pulse
width to supply a predetermined amount of addi-
tional fuel.
IGNITION SWITCH OFF MODE
When the operator turns the ignition switch to the
OFF position, the following occurs:
²All outputs are turned off, unless 02 Heater
Monitor test is being run. Refer to the Emission sec-
tion for On-Board Diagnostics.
²No inputs are monitored except for the heated
oxygen sensors. The PCM monitors the heating ele-
ments in the oxygen sensors and then shuts down.
STANDARD PROCEDURES - OBTAINING
DIAGNOSTIC TROUBLE CODES
BULB CHECK
Each time the ignition key is turned to the ON
position, the malfunction indicator (check engine)
lamp on the instrument panel should illuminate for
approximately 2 seconds then go out. This is done for
a bulb check. When the key is in the power on, but
engine off position, the MIL will remain illuminated
for regulatory purposes.
OBTAINING DTC'S USING DRB SCAN TOOL
(1) Connect the DRB scan tool to the data link
(diagnostic) connector. This connector is located in
the passenger compartment; at the lower edge of
instrument panel; near the steering column.
(2) Turn the ignition switch on and access the
ªRead Faultº screen.
(3) Record all the DTC's and ªfreeze frameº infor-
mation shown on the DRB scan tool.
RSELECTRONIC CONTROL MODULES8E-21
POWERTRAIN CONTROL MODULE (Continued)
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SKIM is properly installed on the steering column,
the antenna ring fits snugly around the circumfer-
ence of the ignition lock cylinder housing. If this ring
is not mounted properly, communication problems
may arise in the form of transponder-related faults.
For added system security, each SKIM is pro-
grammed with a unique9Secret Key9code. This code
is stored in memory and is sent over the PCI bus to
the PCM and to each key that is programmed to
work with the vehicle. The9Secret Key9code is there-
fore a common element found in all components of
the Sentry Key Immobilizer System (SKIS). In the
event that a SKIM replacement is required, the
9Secret Key9code can be restored from the PCM by
following the SKIM replacement procedure found in
the DRB IIItscan tool. Proper completion of this
task will allow the existing ignition keys to be repro-
grammed. Therefore, new keys will NOT be needed.
In the event that the original9Secret Key9code can
not be recovered, new ignition keys will be required.
The DRB IIItscan tool will alert the technician if
key replacement is necessary. Another security code,
called a PIN, is used to gain secured access to the
SKIM for service. The SKIM also stores in its mem-
ory the Vehicle Identification Number (VIN), which it
learns through a bus message from the assembly
plant tester. The SKIS scrambles the information
that is communicated between its components in
order to reduce the possibility of unauthorized SKIM
access and/or disabling.
OPERATION
When the ignition switch is moved to the RUN
position, the SKIM transmits an RF signal to the
transponder in the ignition key. The SKIM then
waits for a response RF signal from the transponder
in the key. If the response received identifies the key
as valid, the SKIM sends a9valid key9message to
the PCM over the PCI bus. If the response received
identifies the key as invalid or no response is
received from the transponder in the ignition key, the
SKIM sends an9invalid key9message to the PCM.
The PCM will enable or disable engine operation
based upon the status of the SKIM messages. It is
important to note that the default condition in the
PCM is9invalid key.9Therefore, if no response is
received by the PCM, the engine will be immobilized
after two (2) seconds of running.
The SKIM also sends indicator light status mes-
sages to the BCM to operate the light. This is the
method used to turn the light ON solid or to flash it
after the indicator light test is complete to signify a
fault in the SKIS. If the light comes ON and stays
ON solid after the indicator light test, this signifies
that the SKIM has detected a system malfunction
and/or that the SKIS has become inoperative. If theSKIM detects an invalid keyORa key-related fault
exists, the indicator light will flash following the
indicator light test. The SKIM may also request an
audible chime if the customer key programming fea-
ture is available and the procedure is being utilized.
Refer to Electrical, Vehicle Theft Security, Transpon-
der Key, Standard Procedure - Transponder Program-
ming.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove Lower Instrument Panel Cover. Refer
to Body, Instrument Panel, Lower Instrument Panel
Cover, Removal.
(3) Remove the steering column upper and lower
shrouds. Refer to Steering, Column, Column Shroud,
Removal.
(4) Disengage the steering column wire harness
from the Sentry Key Immobilizer Module (SKIM).
(5) Remove the one screws securing the SKIM to
the steering column.
(6) Rotate the SKIM upwards and then to the side
away from the steering column to slide the SKIM
antenna ring from around the ignition switch lock
cylinder housing.
(7) Remove the SKIM from the vehicle.
INSTALLATION
(1) Slip the SKIM antenna ring around the igni-
tion switch lock cylinder housing. Rotate the SKIM
downwards and then towards the steering column.
(2) Install the one screws securing the SKIM to
the steering column.
(3) Engage the steering column wire harness from
the Sentry Key Immobilizer Module (SKIM).
(4) Install the steering column upper and lower
shrouds. Refer to Steering, Column, Column Shroud,
Installation.
(5) Install the Lower Instrument Panel Cover.
Refer to Body, Instrument Panel, Lower Instrument
Panel Cover, Installation.
(6) Connect the battery negative cable.
SLIDING DOOR CONTROL
MODULE
DESCRIPTION
Vehicles equipped with a power sliding door utilize
a sliding door control module. The sliding door con-
trol module is located behind the sliding door trim
panel in the center of the door, just above the sliding
door motor. This module controls the operation of the
door through the Programmable Communication
Interface (PCI) J1850 data bus circuit and the Body
RSELECTRONIC CONTROL MODULES8E-23
SENTRY KEY IMMOBILIZER MODULE (Continued)
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Schedule Condition Expected Operation
HotOil temperature at start-up above
80É F± Normal operation (upshift,
kickdowns, and coastdowns)
± Full EMCC, no PEMCC except to
engage FEMCC (except at closed
throttle at speeds above 70-83 mph)
OverheatOil temperature above 240É F or
engine coolant temperature above
244É F± Delayed 2-3 upshift (25-32 mph)
± Delayed 3-4 upshift (41-48 mph)
± 3rd gear FEMCC from 30-48 mph
± 3rd gear PEMCC from 27-31 mph
Super OverheatOil temperature above 260É F ± All9Overheat9shift schedule
features apply
± 2nd gear PEMCC above 22 mph
± Above 22 mph the torque
converter will not unlock unless the
throttle is closed or if a wide open
throttle 2nd PEMCC to 1 kickdown
is made
STANDARD PROCEDURE - PINION FACTOR
SETTING
NOTE: This procedure must be performed if the
Transmission Control Module (TCM) has been
replaced with a NEW or replacement unit. Failure to
perform this procedure will result in an inoperative
or improperly calibrated speedometer.
The vehicle speed readings for the speedometer are
taken from the output speed sensor. The TCM must
be calibrated to the different combinations of equip-
ment (final drive and tires) available. Pinion Factor
allows the technician to set the Transmission Control
Module initial setting so that the speedometer read-
ings will be correct. To properly read and/or reset the
Pinion Factor, it is necessary to use a DRB scan tool.
(1) Plug the DRB scan tool into the diagnostic con-
nector located under the instrument panel.
(2) Select the Transmission menu.
(3) Select the Miscellaneous menu.
(4) Select Pinion Factor. Then follow the instruc-
tions on the DRB scan tool screen.
STANDARD PROCEDURE - QUICK LEARN
PROCEDURE
The quick learn procedure requires the use of the
DRB scan tool. This program allows the electronic
transaxle system to recalibrate itself. This will pro-
vide the best possible transaxle operation.NOTE: The quick learn procedure should be per-
formed if any of the following procedures are per-
formed:
²Transaxle Assembly Replacement
²Transmission Control Module Replacement
²Solenoid/Pressure Switch Assembly Replacement
²Clutch Plate and/or Seal Replacement
²Valve Body Replacement or Recondition
To perform the Quick Learn Procedure, the follow-
ing conditions must be met:
²The brakes must be applied
²The engine speed must be above 500 rpm
²The throttle angle (TPS) must be less than 3
degrees
²The shift lever position must stay until
prompted to shift to overdrive
²The shift lever position must stay in overdrive
after the Shift to Overdrive prompt until the DRB
indicates the procedure is complete
²The calculated oil temperature must be above
60É and below 200É
(1) Plug the DRB scan tool into the diagnostic con-
nector. The connector is located under the instrument
panel.
(2) Go to the Transmission screen.
(3) Go to the Miscellaneous screen.
(4) Select Quick Learn Procedure. Follow the
instructions of the DRB to perform the Quick Learn
Procedure.
RSELECTRONIC CONTROL MODULES8E-27
TRANSMISSION CONTROL MODULE (Continued)
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CHARGING
TABLE OF CONTENTS
page page
CHARGING
DESCRIPTION...........................21
OPERATION.............................21
DIAGNOSIS AND TESTING.................22
ON-BOARD DIAGNOSTIC SYSTEM.........22
SPECIFICATIONS........................22
SPECIAL TOOLS.........................23
BATTERY TEMPERATURE SENSOR
DESCRIPTION...........................23
OPERATION.............................23
REMOVAL..............................23
GENERATOR
DESCRIPTION...........................23
OPERATION.............................23REMOVAL..............................23
INSTALLATION...........................24
GENERATOR DECOUPLER PULLEY
DESCRIPTION...........................25
OPERATION.............................25
DIAGNOSIS AND TESTING.................25
GENERATOR DECOUPLER...............25
REMOVAL..............................25
INSTALLATION...........................26
VOLTAGE REGULATOR
DESCRIPTION...........................26
OPERATION.............................26
REMOVAL..............................26
CHARGING
DESCRIPTION - CHARGING SYSTEM
The charging system consists of:
²Generator
²Decoupler Pulley (If equipped)
²Electronic Voltage Regulator (EVR) circuitry
within the Powertrain Control Module (PCM)
²Ignition switch (refer to the Ignition System sec-
tion for information)
²Battery (refer to the Battery section for informa-
tion)
²Battery temperature sensor
²Voltmeter (refer to the Instrument Cluster sec-
tion for information)
²Wiring harness and connections (refer to the
Wiring section for information)
²Accessory drive belt (refer to the Cooling section
for more information)
OPERATION - CHARGING SYSTEM
The charging system is turned on and off with the
ignition switch. The system is on when the engine is
running and the ASD relay is energized. When the
ASD relay is on, voltage is supplied to the ASD relay
sense circuit at the PCM. This voltage is connected
through the PCM and supplied to one of the genera-
tor field terminals (Gen. Source +) at the back of the
generator.
The generator is driven by the engine through a
serpentine belt and pulley or decoupler pulley
arrangement.The amount of DC current produced by the gener-
ator is controlled by the EVR (field control) circuitry
contained within the PCM. This circuitry is con-
nected in series with the second rotor field terminal
and ground.
A battery temperature sensor is used to sense bat-
tery temperature. This temperature data, along with
data from monitored line voltage, is used by the PCM
to vary the battery charging rate. This is done by
cycling the ground path to control the strength of the
rotor magnetic field. The PCM then compensates and
regulates generator current output accordingly to
maintain system voltage at the targeted system volt-
age based on battery temperature.
All vehicles are equipped with On-Board Diagnos-
tics (OBD). All OBD-sensed systems, including EVR
(field control) circuitry, are monitored by the PCM.
Each monitored circuit is assigned a Diagnostic Trou-
ble Code (DTC). The PCM will store a DTC in elec-
tronic memory for certain failures it detects. Refer to
On-Board Diagnostics in the Electronic Control Mod-
ules(Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/POWERTRAIN CONTROL
MODULE - DESCRIPTION) section for more DTC
information.
The Check Gauges Lamp (if equipped) monitors:
charging system voltage,engine coolant tempera-
ture and engine oil pressure. If an extreme condition
is indicated, the lamp will be illuminated. This is
done as reminder to check the three gauges. The sig-
nal to activate the lamp is sent via the PCI bus cir-
cuits. The lamp is located on the instrument panel.
Refer to the Instrument Cluster section for additional
information.
RSCHARGING8F-21
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STARTING
TABLE OF CONTENTS
page page
STARTING
DESCRIPTION...........................27
OPERATION.............................27
DIAGNOSIS AND TESTING.................27
STARTING SYSTEM TEST................27
CONTROL CIRCUIT TEST................29FEED CIRCUIT RESISTANCE TEST.........31
FEED CIRCUIT TEST....................31
SPECIFICATIONS........................32
STARTER MOTOR
REMOVAL..............................33
INSTALLATION...........................34
STARTING
DESCRIPTION
The starting system has (Fig. 1):
²Ignition switch
²Starter relay
²Transmission Range Sensor or Park/Neutral
Switch
²Wiring harness
²Battery
²Starter motor with an integral solenoid
²Powertrain Control Module (PCM)
OPERATION
These components form two separate circuits. A
high amperage circuit that feeds the starter motor up
to 300+ amps, and a control circuit that operates on
less than 20 amps.
The PCM controls a double start over-ride safety
that does not allow the starter to be engaged if the
engine is already running.
STARTING SYSTEM TEST
For circuit descriptions and diagrams, refer to the
Wiring Diagrams.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO THE PASSIVE RESTRAINT SYS-
TEMS BEFORE ATTEMPTING STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
INSPECTION
Before removing any unit from the starting system
for repair or diagnosis, perform the following inspec-
tions:
Fig. 1 Starting System Schematic
1 - SOLENOID TERMINAL
2 - STARTER SOLENOID
3 - STARTER MOTOR
4 - STARTER RELAY CONNECTOR
5 - PCM
6 - GROUND CIRCUIT
7 - TRANSMISSION RANGE SENSOR/PARK/NEUTRAL SENSE
8 - IGNITION SWITCH
9 - IGNITION FEED
10 - BATTERY
11 - BATTERY RELAY FEED
12 - POSITIVE CABLE
13 - NEGATIVE CABLE
RSSTARTING8F-27
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