2002 JEEP GRAND CHEROKEE key battery

(LED) for visibility, and are also color-coded to coin-
cide with the color-coded Driver 1 and Driver 2
Remote Keyless Entry (RKE) transmitters. The
Driver 1 memory switch button and RKE transmitter
are black, and the Driver 2 memory switch button
and RKE transmitter are gray. The memory switch
Set button also has an LED that will illuminate and
flash to indicate that the memory system is in the set
mode. This LED will automatically be extinguished
when a set request has been successfully completed.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the memory switch. For diagnosis of the memory
switch, the DDM or the PCI data bus, the use of a
DRB scan tool and the proper Diagnostic Procedures
manual are recommended.
DIAGNOSIS AND TESTING - MEMORY SWITCH
For complete circuit diagrams, refer toWiring
Diagrams.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the driver side front door trim panel.
Refer to the Body section for the procedure.
(3) Disconnect the memory switch wire harness
connector from the driver door module connector
receptacle.
(4) Use an ohmmeter to test the resistances of the
memory switch in each switch position. See the Mem-
ory Switch Test chart MEMORY SWITCH TEST . If
OK, refer toMemory System Diagnosis and Test-
ingin this group. If not OK, replace the faulty mem-
ory switch.
MEMORY SWITCH TEST
MEMORY
SWITCH
POSITIONRESISTANCE
BETWEENRESISTANCE
RANGE
(OHMS)
NEUTRAL A&D 14000   1%
MEMORY 1 A&B 4600   1%
MEMORY 2 A&B 1700   1%
SET A&B 300   1%
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the trim panel from the driver side
front door. Refer toFront Door Trim Panelin Body
for the procedure.
(3) Disconnect the memory switch wire harness
connector from the driver door module connector
receptacle.
(4) Remove the two screws that secure the memory
switch to the back of the driver side front door trim
panel.(5) Remove the memory switch from the back of
the driver side front door trim panel.
INSTALLATION
(1) Position the memory switch onto the back of
the driver side front door trim panel.
(2) Install and tighten the two screws that secure
the memory switch to the back of the driver side
front door trim panel. Tighten the screws to 2.2 N´m
(20 in. lbs.).
(3) Reconnect the memory switch wire harness
connector to the driver door module connector recep-
tacle.
(4) Install the trim panel onto the driver side front
door. Refer toFront Door Trim Panelin Body for
the procedure.
(5) Reconnect the battery negative cable.
PASSENGER SEAT SWITCH
DESCRIPTION
Two different power seat switches are used on this
vehicle, depending upon the optional power seat sys-
tem installed in the vehicle. The six-way power seats
are each equipped with a switch featuring three
switch control knobs ganged together on the outboard
seat cushion side shield (Fig. 13). The ten-way power
seats are each equipped with a switch featuring two
knobs ganged together on the outboard seat cushion
side shield (Fig. 14).
The switch units for both power seat types are
secured to the back of the seat cushion side shield
with two screws. However, the control knobs for the
six-way power seat switch unit remain installed dur-
Fig. 13 Six-Way Power Seat Switches - Typical
1 - OUTBOARD SEAT CUSHION SIDE SHIELD
2 - POWER SEAT TRACK SWITCHES
3 - MECHANICAL SEAT BACK RECLINER LEVER
WJPOWER SEAT SYSTEM 8N - 27
MEMORY SET SWITCH (Continued)

(7) Remove the four screws that secure the ACM to
the mount that is welded onto the top of the floor
panel transmission tunnel (Fig. 9).
(8) Remove the ACM from the ACM mount on the
top of the floor panel transmission tunnel.
INSTALLATION
Two different Airbag Control Modules (ACM) are
available for this vehicle. For vehicles equipped with
the optional side curtain airbags, both ACM connec-
tor receptacles are black in color and the ACM con-
tains a second bi-directional safing sensor for the
side airbags. For vehicles not equipped with the
optional side curtain airbags, the ACM connector
receptacles are gray.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, FRONT IMPACT SENSOR,
SIDE IMPACT SENSOR, SIDE CURTAIN AIRBAG, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY 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 THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.WARNING: THE AIRBAG CONTROL MODULE CON-
TAINS THE IMPACT SENSOR, WHICH ENABLES
THE SYSTEM TO DEPLOY THE SUPPLEMENTAL
RESTRAINTS. NEVER STRIKE OR DROP THE AIR-
BAG CONTROL MODULE, AS IT CAN DAMAGE THE
IMPACT SENSOR OR AFFECT ITS CALIBRATION. IF
AN AIRBAG CONTROL MODULE 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 AND POSSIBLE OCCUPANT INJURIES.
(1) Carefully position the Airbag Control Module
(ACM) to the mount that is welded onto the top of
the floor panel transmission tunnel (Fig. 9). The bot-
tom of the ACM housing is keyed. When the ACM is
correctly positioned, the bottom of the housing will fit
flush with the mount and the orientation arrow on
the label on top of the housing will be pointed for-
ward in the vehicle.
(2) Install and tighten the four screws that secure
the ACM to the mount that is welded onto the top of
the floor panel transmission tunnel. Tighten the
screws to 11 N´m (95 in. lbs.).
(3) Reconnect the instrument panel wire harness
connector for the ACM to the ACM connector recep-
tacle. Be certain that the connector latch and the red
CPA lock are fully engaged (Fig. 8).
(4) Reconnect the airbag overlay wire harness con-
nector for the ACM to the ACM connector receptacle.
Be certain that the connector latch and the red CPA
lock are fully engaged.
(5) Reinstall the center console bracket onto the
two studs on the floor panel transmission tunnel just
forward of the ACM (Fig. 7).
(6) Install and tighten the two nuts that secure
the center console bracket to the studs on the floor
panel transmission tunnel. Tighten the nuts to 28
N´m (21 ft. lbs.).
(7) Reinstall the center console onto the top of the
floor panel transmission tunnel. (Refer to 23 - BODY/
INTERIOR/FLOOR CONSOLE - INSTALLATION).
(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).
Fig. 9 Airbag Control Module Remove/Install
1 - SCREW (4)
2 - AIRBAG CONTROL MODULE
3 - FLOOR PANEL TRANSMISSION TUNNEL
4 - MOUNT
8O - 12 RESTRAINTSWJ
AIRBAG CONTROL MODULE (Continued)

switch, or when the ªLockº button on the Remote
Keyless Entry (RKE) transmitter is depressed. The
powerlock switch will not initiate the pre-arming
sequence if the key is in the ignition switch. When
the VTA is pre-armed, the arming sequence is
delayed until all of the doors, the tailgate and the
flip-up glass are closed.
ARMING
Passive arming of the VTSS occurs when the vehi-
cle is exited with the key removed from the ignition
switch, the headlamps are turned off, and the doors
are locked while they are open using the power lock
switch. The power lock switch will not function if the
key is in the ignition switch or the headlamps are
turned on with the driver side front door open. The
VTSS will not arm if the driver side front door is
locked using the key in the lock cylinder or using the
mechanical lock button. Active arming of the VTSS
occurs when the ªLockº button on the Remote Key-
less Entry (RKE) transmitter is depressed to lock the
vehicle, even if the doors and/or the liftgate are open
when the RKE transmitter Lock button is depressed.
However, the VTSS arming will not be complete until
all of the doors, the liftgate and the liftgate flip-up
glass are closed. On vehicles equipped with the hood
ajar switch, VTSS arming will complete if the hood is
open, but the underhood area will not be protected
unless the hood is closed when the VTSS is armed.
Following successful passive or active VTSS arm-
ing, the VTSS indicator on the top of the instrument
panel will flash rapidly for about sixteen seconds
after the illuminated entry system times out. This
indicates that VTSS arming is in progress. Once the
sixteen second arming function is successfully com-
pleted, the indicator will flash at a slower rate, indi-
cating that the VTSS is armed.
DISARMING
Passive disarming of the VTSS occurs when the
vehicle is unlocked using the key to unlock the driver
side front door. Active disarming of the VTSS occurs
when the vehicle is unlocked by depressing the
ªUnlockº button of the Remote Keyless Entry (RKE)
transmitter. Once the alarm has been activated,
either disarming method will also deactivate the
alarm. Depressing the ªPanicº button on the RKE
transmitter will also disarm the VTSS, but the horn
will continue to pulse and the exterior lamps will
continue to flash for about three minutes as part of
the Panic feature function. The Panic feature is over-
ridden if the ªPanicº button is depressed a second
time, or if a vehicle speed of about 24 kilometers-per-
hour (15 miles-per-hour) is attained.POWER-UP MODE
When the armed VTSS senses that the battery has
been disconnected and reconnected, it enters its pow-
er-up mode. In the power-up mode the alarm system
remains armed following a battery failure or discon-
nect. If the VTSS was armed prior to a battery dis-
connect or failure, the technician or vehicle operator
will have to actively or passively disarm the alarm
system after the battery is reconnected. The pow-
er-up mode will also apply if the battery goes dead
while the system is armed, and battery jump-starting
is then attempted. The VTSS will be armed until it is
actively or passively disarmed. If the VTSS is in the
disarmed mode prior to a battery disconnect or fail-
ure, it will remain disarmed after the battery is
reconnected or replaced, or if jump-starting is
attempted.
ALARM
The VTA alarm output varies by the version of the
VTA with which the vehicle is equipped. In all cases,
the alarm provides both visual and audible outputs;
however, the time intervals of these outputs vary by
the requirements of the market for which the vehicle
is manufactured. In all cases, the visual output will
be a flashing of the exterior lamps. For vehicles
equipped with North American or the base version of
the VTA, the audible output will be the pulsing of the
horn. For vehicles with the premium version of the
VTA, the audible output will be the cycling of the
siren. The inputs that will trigger the alarm include
the door ajar switch, the flip-up glass ajar switch,
and in vehicles built for certain markets where they
are required, the hood ajar switch and the Intrusion
Transceiver Module (ITM).
TAMPER ALERT
The VTSS tamper alert feature will sound the horn
(or the alarm siren for the premium version) three
times upon VTA disarming, if the alarm was trig-
gered and has since timed-out (about eighteen min-
utes). This feature alerts the vehicle operator that
the VTA alarm was activated while the vehicle was
unattended.
INTRUSION ALARM
The Intrusion Alarm is an exclusive feature of the
premium version of the VTA, which is only available
in certain markets, where it is required. When the
VTA is armed, a motion sensor in the Intrusion
Transceiver Module (ITM) monitors the interior of
the vehicle for movement. If motion is detected, the
ITM sends a message to the BCM over the PCI bus
to invoke the visual alarm feature, and sends a mes-
sage to the alarm siren over a dedicated serial bus to
invoke the audible alarm feature. The motion detec-
WJVEHICLE THEFT SECURITY 8Q - 3
VEHICLE THEFT SECURITY (Continued)

tion feature of the ITM can be disabled by depressing
the ªLockº button on the RKE transmitter three
times or cycling the key in the driver door cylinder
from the center to lock position within fifteen seconds
during VTA arming, while the security indicator is
still flashing rapidly. The VTA provides a single short
siren ªchirpº as an audible conformation that the
motion detect disable request has been received. The
ITM must be electronically enabled in order for the
intrusion alarm to perform as designed. The intru-
sion alarm function of the ITM is enabled on vehicles
equipped with this option at the factory, but a service
replacement ITM must be configured and enabled by
the dealer using the DRBIIItscan tool. Refer to the
appropriate diagnostic information.
OPERATION - SENTRY KEY IMMOBILIZER
SYSTEM
The Sentry Key Immobilizer System (SKIS) is
designed to provide passive protection against unau-
thorized vehicle use by disabling the engine after
about two seconds of running, whenever any method
other than a valid Sentry Key is used to start the
vehicle. The SKIS is considered a passive protection
system because it is always active when the ignition
system is energized and does not require any cus-
tomer intervention. The SKIS uses Radio Frequency
(RF) communication to obtain confirmation that the
key in the ignition switch is a valid key for operating
the vehicle. The microprocessor-based SKIS hard-
ware and software also uses messages to communi-
cate with other modules in the vehicle over the
Programmable Communications Interface (PCI) data
bus. (Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/COMMUNICATION - OPERA-
TION).
Pre-programmed Sentry Key transponders are pro-
vided with the vehicle from the factory. Each Sentry
Key Immobilizer Module (SKIM) will recognize a
maximum of eight Sentry Keys. If the customer
would like additional keys other than those provided
with the vehicle, they may be purchased from any
authorized dealer. These additional keys must be pro-
grammed to the SKIM in the vehicle in order for the
system to recognize them as valid keys. This can be
done by the dealer using a DRBIIItscan tool or, if
Customer Learn programming is an available SKIS
feature in the market where the vehicle was pur-
chased, the customer can program the additional
keys, as long as at least two valid Sentry Keys are
already available. (Refer to 8 - ELECTRICAL/VEHI-
CLE THEFT SECURITY - STANDARD PROCE-
DURE - TRANSPONDER PROGRAMMING).
The SKIS performs a self-test each time the igni-
tion switch is turned to the On position, and will
store fault information in the form of DiagnosticTrouble Codes (DTC's) if a system malfunction is
detected. Refer to the appropriate diagnostic informa-
tion.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - VEHICLE THEFT
SECURITY SYSTEM
The VTSS-related hard wired inputs to and out-
puts from the Body Control Module (BCM), the
Driver Door Module (DDM), or the Passenger Door
Module (PDM) may be diagnosed and tested using
conventional diagnostic tools and procedures. Refer
to the appropriate wiring information.
However, conventional diagnostic methods may not
prove conclusive in the diagnosis of the BCM, the
DDM, the PDM, or the Programmable Communica-
tions Interface (PCI) data bus network. In order to
obtain conclusive testing of the VTSS, the BCM, the
DDM, the PDM, and the PCI data bus network must
also be checked. The most reliable, efficient, and
accurate means to diagnose the VTSS requires the
use of a DRBIIItscan tool and the appropriate diag-
nostic information.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
8Q - 4 VEHICLE THEFT SECURITYWJ
VEHICLE THEFT SECURITY (Continued)

DIAGNOSIS AND TESTING - SENTRY KEY
IMMOBILIZER SYSTEM
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
SENTRY KEY IMMOBILIZER SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
SKIS INDICATOR FAILS TO
LIGHT DURING BULB TEST1. Bulb faulty. 1. Perform the instrument cluster actuator test.
(Refer to 8 - ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND TESTING -
ACTUATOR TEST). Replace the faulty bulb, if
required.
2. Fuse faulty. 2. Check the SKIM fused B(+) fuse and the fused
ignition switch output (st-run) fuse in the JB.
Replace fuses, if required.
3. Ground path faulty. 3. Check for continuity to ground at the connector
for the SKIM. Repair wiring, if required.
4. Battery feed faulty. 4. Check for battery current at the connector for
the SKIM. Repair wiring, if required.
5. Ignition feed faulty. 5. Check for battery current at the connector for
the SKIM with the ignition switch in the On
position. Repair wiring, if required.
SKIS INDICATOR FLASHES
FOLLOWING BULB TEST1. Invalid key in ignition
switch lock cylinder.1. Replace the key with a known valid key.
2. Key-related fault. 2. Use a DRBIIITscan tool and the appropriate
diagnostic information for further diagnosis.
SKIS INDICATOR LIGHTS
SOLID FOLLOWING BULB
TEST1. SKIS system malfunction/
fault detected.1. Use a DRBIIITscan tool and the appropriate
diagnostic information for further diagnosis.
2. SKIS system inoperative. 2. Use a DRBIIITscan tool and the appropriate
diagnostic information for further diagnosis.
SKIS INDICATOR FAILS TO LIGHT DURING BULB TEST
If the Sentry Key Immobilizer System (SKIS) indi-
cator in the instrument cluster fails to illuminate for
about three seconds after the ignition switch is
turned to the On position (bulb test), perform the
instrument cluster actuator test. (Refer to 8 - ELEC-
TRICAL/INSTRUMENT CLUSTER - DIAGNOSIS
AND TESTING - ACTUATOR TEST). If the bulb
fails to operate during the actuator test, replace the
bulb. If the SKIS indicator still fails to light during
the bulb test, a wiring problem resulting in the loss
of battery current or ground to the Sentry Key Immo-
bilizer Module (SKIM) should be suspected, and thefollowing procedure should be used for diagnosis.
Refer to the appropriate wiring information.
NOTE: The following tests may not prove conclu-
sive in the diagnosis of this system. The most reli-
able, efficient, and accurate means to diagnose the
Sentry Key Immobilizer System requires the use of
a DRBIIITscan tool. Refer to the appropriate diag-
nostic information.
(1) Check the fused B(+) fuse in the Junction
Block (JB). If OK, go to Step 2. If not OK, repair the
shorted circuit or component and replace the faulty
fuse.
WJVEHICLE THEFT SECURITY 8Q - 5
VEHICLE THEFT SECURITY (Continued)

(2) Check for battery voltage at the fused B(+) fuse
in the JB. If OK, go to Step 3. If not OK, repair the
open B(+) circuit between the JB fuse and the Power
Distribution Center (PDC).
(3) Check the fused ignition switch output (st-run)
fuse in the JB. If OK, go to Step 4. If not OK, repair
the shorted circuit or component and replace the
faulty fuse.
(4) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (st-run) fuse in the JB. If OK, go to Step 5. If
not OK, repair the open fused ignition switch output
(st-run) circuit between the JB fuse and the ignition
switch as required.
(5) Disconnect and isolate the battery negative
cable. Disconnect the instrument panel wire harness
connector for the Sentry Key Immobilizer Module
(SKIM) from the SKIM connector. Check for continu-
ity between the ground circuit of the instrument
panel wire harness connector for the SKIM and a
good ground. There should be continuity. If OK, go to
Step 6. If not OK, repair the open ground circuit.
(6) Reconnect the battery negative cable. Check for
battery voltage at the fused B(+) circuit cavity of the
instrument panel wire harness connector for the
SKIM. If OK, go to Step 7. If not OK, repair the open
fused B(+) circuit between the SKIM and the JB
fuse.
(7) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (st-run) circuit of the instrument panel wire
harness connector for the SKIM. If OK, refer to the
appropriate diagnostic information and use a
DRBIIItscan tool to complete the diagnosis of the
SKIS. If not OK, repair the open fused ignition
switch output (st-run) circuit between the SKIM and
the JB fuse.
SKIS INDICATOR FLASHES OR LIGHTS SOLID FOLLOWING
BULB TEST
A SKIS indicator that flashes following a successful
bulb test indicates that an invalid key has been
detected, or that a key-related fault has been set. A
SKIS indicator that lights solid following a successful
bulb test indicates that the SKIM has detected a sys-
tem malfunction or that the SKIS is inoperative. In
either case, fault information will be stored in the
SKIM memory. For retrieval of this fault information
and further diagnosis of the SKIS, the PCI data bus,
the SKIM message outputs to the instrument cluster,
the SKIM message outputs to the Body Control Mod-
ule (BCM), or the message inputs and outputs
between the SKIM and the Powertrain Control Mod-
ule (PCM), a DRBIIItscan tool and the appropriate
diagnostic information are required. Following are
preliminary troubleshooting guidelines to be followed
during diagnosis using a DRBIIItscan tool:(1) Using the DRBIIItscan tool, read and record
the faults as they exist in the SKIM when you first
begin your diagnosis of the vehicle. It is important to
document these faults because the SKIM does not
differentiate between historical and active faults. If
this problem turns out to be an intermittent condi-
tion, this information may become invaluable to your
diagnosis.
(2) Using the DRBIIItscan tool, erase all of the
faults from the SKIM.
(3) Cycle the ignition switch to the Off position,
then back to the On position.
(4) Using the DRBIIItscan tool, read any faults
that are now present in the SKIM. These are the
active faults.
(5) Using this active fault information, refer to the
proper procedure in the appropriate diagnostic infor-
mation for the additional specific diagnostic steps.
STANDARD PROCEDURE
STANDARD PROCEDURE - SKIS
INITIALIZATION
The Sentry Key Immobilizer System (SKIS) must
be initialized following a Sentry Key Immobilizer
Module (SKIM) replacement. SKIS initialization
requires the use of a DRBIIItscan tool. Initialization
will also require that you have access to the unique
four-digit PIN code that was assigned to the original
SKIM. The PIN codemustbe used to enter the
Secured Access Mode in the SKIM. This PIN number
may be obtained from the vehicle owner, from the
original vehicle invoice, or from the DaimlerChrysler
Customer Center. (Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES - STANDARD PRO-
CEDURE - PCM/SKIM PROGRAMMING).
NOTE: If a Powertrain Control Module (PCM) is
replaced on a vehicle equipped with the Sentry Key
Immobilizer System (SKIS), the unique Secret Key
data must be transferred from the Sentry Key
Immobilizer Module (SKIM) to the new PCM using
the PCM replacement procedure. This procedure
also requires the use of a DRBIIITscan tool and the
unique four-digit PIN code to enter the Secured
Access Mode in the SKIM. Refer to the appropriate
diagnostic information for the proper PCM replace-
ment procedures.
STANDARD PROCEDURE - SENTRY KEY
TRANSPONDER PROGRAMMING
All Sentry Keys included with the vehicle are pre-
programmed to work with the Sentry Key Immobi-
lizer System (SKIS) when it is shipped from the
8Q - 6 VEHICLE THEFT SECURITYWJ
VEHICLE THEFT SECURITY (Continued)

cylinder lock switches are driven by the key lock cyl-
inders and contain two internal resistors. One resis-
tor value is used for the Lock position, and one for
the Unlock position.
The door cylinder lock switches cannot be adjusted
or repaired and, if faulty or damaged, they must be
replaced.
OPERATION
The door cylinder lock switches are actuated by the
key lock cylinder when the key is inserted in the lock
cylinder and turned to the lock or unlock positions.
The door cylinder lock switch close a circuit between
the door lock switch ground circuit and the left or
right cylinder lock switch mux circuits through one of
two internal resistors for the Driver Door Module
(DDM) when either front door key lock cylinder is in
the Lock, or Unlock positions. The DDM reads the
switch status through an internal pull-up, then uses
this information as an input for the Vehicle Theft
Security System (VTSS) operation.
The door cylinder lock switches and circuits can be
diagnosed using conventional diagnostic tools and
methods.
DIAGNOSIS AND TESTING - DOOR CYLINDER
LOCK SWITCH
Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, further details
on wire harness routing and retention, as well as
pin-out and location views for the various wire har-
ness connectors, splices and grounds.(1) Disconnect the door cylinder lock switch pigtail
wire connector from the door wire harness connector.
(2) Using a ohmmeter, check the switch resistance
checks between the two terminals in the door cylin-
der lock switch pigtail wire connector. Actuate the
switch by rotating the key in the door lock cylinder
to test for the proper resistance values in each of the
two switch positions, as shown in the Door Cylinder
Lock Switch Test table.
DOOR CYLINDER LOCK SWITCH TEST
Switch Position Resistance
( 10%)
Left Side Right Side
Lock (Clockwise) Unlock
(Counterclockwise)473 Ohms
Unlock
(Counterclockwise)Lock (Clockwise) 1.994
Kilohms
(3) If a door cylinder lock switch fails either of the
resistance tests, replace the faulty switch.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the outside door handle unit from the
outer door panel. (Refer to 23 - BODY/DOOR -
FRONT/EXTERIOR HANDLE - REMOVAL).
(3) Remove the retainer clip from the pin on the
back of the door lock cylinder (Fig. 2).
(4) Remove the lock lever from the pin on the back
of the door lock cylinder.
Fig. 1 DOOR CYLINDER LOCK SWITCH
1 - SWITCH
2 - OUTSIDE DOOR HANDLE
3 - DOOR LOCK CYLINDER
Fig. 2 LOCK CYLINDER LEVER RETAINER RE
1 - LEVER
2 - RETAINER
3 - LOCK CYLINDER
4 - SWITCH
5 - PLIERS
6 - OUTSIDE DOOR HANDLE
8Q - 8 VEHICLE THEFT SECURITYWJ
DOOR CYLINDER LOCK SWITCH (Continued)

The ITM microprocessor continuously monitors
inputs from its on-board motion sensor as well as
inputs from the BCM and the alarm siren module.
The ITM motion sensor transmits ultrasonic signals
into the vehicle cabin through a transmit transducer,
then listens to the returning signals as the bounce off
of objects in the vehicle interior. If an object is mov-
ing in the interior, a detection circuit in the ITM
senses this movement through the modulation of the
returning ultrasonic signals that occurs due to the
Doppler effect. The motion detect function of the ITM
can be disabled by depressing the ªLockº button on
the Remote Keyless Entry (RKE) transmitter three
times within fifteen seconds, while the security indi-
cator is still flashing rapidly or by cycling the key in
the driver door cylinder from the center to the lock
position. The ITM will signal the alarm siren module
to provide a single siren ªchirpº as an audible confir-
mation that the motion sensor function has been dis-
abled.
If movement is detected, the ITM sends an mes-
sage to the BCM over the PCI data bus to flash the
exterior lighting and send a message to the alarm
siren module over a dedicated serial bus line to
sound the siren. When the BCM detects a breach in
the perimeter protection through a door, tailgate,
flip-up glass, or hood ajar switch input, it sends an
message to the ITM and the ITM sends an message
to the BCM over the PCI data bus to flash the exte-
rior lighting and send a message to the alarm siren
module over a dedicated serial bus line to sound the
siren. The ITM also monitors inputs from the alarm
siren module for siren battery or siren input/output
circuit tamper alerts, and siren battery condition
alerts, then sets active and stored Diagnostic Trouble
Codes (DTC) for any monitored system faults it
detects. 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 ITM. If a fault
does not reoccur for fifty ignition cycles, the ITM will
automatically erase the stored DTC.
The ITM is connected to the vehicle electrical sys-
tem through the overhead wire harness. The ITM
receives battery voltage on a B(+) circuit through a
fuse in the Junction Block (JB), and is grounded to
the chassis at G303. These connections allow the
ITM to remain operational, regardless of the ignition
switch position. The hard wired inputs and outputs
for the ITM may be diagnosed and tested using con-
ventional diagnostic tools and procedures. However,
conventional diagnostic methods will not prove con-
clusive in the diagnosis of the ITM, the PCI data bus
network, or the electronic message inputs to and out-
puts from the ITM. The most reliable, efficient, and
accurate means to diagnose the ITM, the PCI data
bus network, and the message inputs to and outputsfrom the ITM requires the use of a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) While pulling downward lightly on the rear cor-
ner of the Intrusion Transceiver Module (ITM) trim
cover, insert a small thin-bladed screwdriver through
each of the service holes on the rear edge of the trim
cover to release the two integral rear latch features
of the module from the mounting bracket above the
headliner (Fig. 7).
(3) Pull the ITM trim cover rearward far enough
to disengage the two front latch features of the mod-
ule from the mounting bracket above the headliner.
(4) Pull the ITM and trim cover down from the
headliner far enough to access and disconnect the
overhead wire harness connector for the ITM from
the module connector.
(5) Remove the ITM from the headliner.
INSTALLATION
(1) Position the Intrusion Transceiver Module
(ITM) to the headliner.
(2) Reconnect the overhead wire harness connector
for the ITM to the module connector.
(3) Align the two front latch features of the ITM
with the two front latch receptacles of the mounting
bracket above the headliner (Fig. 8).
(4) Push the ITM trim cover forward far enough to
insert the two rear latch features of the module into
Fig. 7 INTRUSION TRANSCEIVER MODULE
REMOVE
1 - SMALL SCREWDRIVER
2 - HEADLINER
3 - SERVICE HOLES
4 - ITM
8Q - 12 VEHICLE THEFT SECURITYWJ
INTRUSION TRANSCEIVER MODULE (Continued)