2002 JEEP GRAND CHEROKEE ECO mode

PASSENGER AIRBAG
DESCRIPTION
The rearward facing surface of the instrument
panel top pad above the glove box is the most visible
part of the passenger airbag (Fig. 31). The passenger
airbag is located above the glove box opening in front
of the front seat passenger seating position within
the instrument panel. The stamped steel passenger
airbag door is secured on the back of the instrument
panel top pad armature between the two passenger
side panel outlets. A stamped metal reinforcement is
secured to the instrument panel top pad armature
near the upper edge of the passenger airbag door
opening, and helps to define a predetermined hinge
line beneath the decorative cover of the top pad. The
instrument panel passenger side bezel is secured to
the airbag door from behind with four screws.
Located behind the passenger airbag door within
the instrument panel is the passenger airbag unit.
The passenger airbag unit used in this model is a
multistage, Next Generation-type that complies with
revised federal airbag standards to deploy with less
force than those used in some prior models. The pas-
senger airbag unit consists of an extruded aluminum
housing, a molded plastic inner airbag cushion dust
cover, the airbag cushion, and the airbag inflator.
The airbag housing contains the airbag inflator,
while the inner dust cover contains the folded airbag
cushion. The dust cover completely encloses the air-
bag cushion and is permanently retained to the hous-
ing. The passenger airbag unit is secured with four
screws to the instrument panel structural duct. Con-cealed beneath the instrument panel top pad are the
passenger airbag door, the folded airbag cushion, the
airbag retainer or housing, and the airbag inflator.
The airbag cushion is constructed of a coated nylon
fabric. The airbag inflator is a dual-initiator, hybrid-
type unit that is secured to and sealed within the air-
bag housing. A short four-wire pigtail harness with a
keyed, yellow connector insulator connects the two
inflator initiators to the vehicle electrical system
through a dedicated take out and connector of the
instrument panel wire harness.
The passenger airbag cannot be repaired, and must
be replaced if deployed, faulty, or in any way dam-
aged. The passenger airbag cannot be repaired, and
must be replaced if faulty or in any way damaged.
The passenger airbag door is serviced only as a unit
with the instrument panel top pad. Following a pas-
senger airbag deployment, the passenger airbag and
the instrument panel top pad must be replaced. If
inspection reveals that the passenger airbag mount-
ing points on the instrument panel structural duct
have been cracked or damaged, the instrument panel
structural duct assembly must also be replaced.
OPERATION
The multistage passenger airbag is deployed by
electrical signals generated by the Airbag Control
Module (ACM) through the passenger airbag squib 1
and squib 2 circuits to the two initiators in the air-
bag inflator. By using two initiators, the airbag can
be deployed at multiple levels of force. The force level
is controlled by the ACM to suit the monitored
impact conditions by providing one of four delay
intervals between the electrical signals provided to
the two initiators. The longer the delay between
these signals, the less forcefully the airbag will
deploy.
The hybrid-type inflator assembly includes a small
canister of highly compressed gas. When the ACM
sends the proper electrical signal to the airbag infla-
tor, the initiator generates enough heat to ignite
chemical pellets within the inflator. Once ignited,
these chemical pellets burn rapidly and produce the
pressure necessary to rupture a containment disk in
the pressurized gas canister. The inflator and gas
canister are sealed to the airbag cushion so that all
of the released inert gas is directed into the airbag
cushion, causing the cushion to inflate. As the cush-
ion inflates, the passenger airbag door will bend back
the instrument panel top pad at the predetermined
hinge line, then fold back over the top of the instru-
ment panel and out of the way. Following an airbag
deployment, the airbag cushion quickly deflates by
venting the inert gas through vent holes within the
fabric used to construct the sides of the airbag cush-
ion.
Fig. 31 Passenger Airbag Door
1 - BEZEL
2-TOPPAD
3 - PASSENGER AIRBAG DOOR
4 - GLOVE BOX DOOR
8O - 30 RESTRAINTSWJ

SIDE CURTAIN AIRBAG
DESCRIPTION
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 ªSRS
- AIRBAGº logo located on the headliner above each
B-pillar (Fig. 42). 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. 43). 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 C-pillar
at the rear of the vehicle. One tether extends down
the A-pillar from the front of the airbag cushion, and
a second tether extends to the roof rail above the
D-pillar. The ends of these tethers are secured to
slots in the sheet metal with metal hooks retained by
plastic anchor clips.
The hybrid-type inflator for each airbag is secured
to the roof rail at the rear of the airbag unit between
the C-pillar and the D-pillar, and is connected to the
airbag cushion by a long tubular manifold. The infla-
tor bracket and the extruded airbag cushion channel
are secured with both plastic push-in fasteners and
screws to the roof rail. A dedicated two-wire take out
and connector of the body wire harness is routed for-
ward from the D-pillar to the airbag inflator.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 Airbag Con-
trol Module (ACM) 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 contains a small canister of highly com-
pressed gas. When the ACM sends the proper electri-
cal signal to the airbag inflator, the electrical energy
creates enough heat to ignite chemical pellets within
the inflator. Once ignited, these chemicals burn rap-
idly and produce the pressure necessary to rupture a
containment disk in the pressurized gas canister. The
inflator and gas canister are sealed and connected to
a tubular manifold so that all of the released inert
gas is directed into the folded side curtain airbag
cushion, causing 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 and rear tethers keep the
side curtain 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 NON-DEPLOYED 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).
Fig. 42 SRS Logo
WJRESTRAINTS 8O - 39

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 NON-DEPLOYED 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).
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: 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 the push-in fastener that secures the
inflator of the side curtain airbag to the locating hole
in the roof side rail and, using hand pressure, push
firmly on the retainer until it is fully seated (Fig. 45).
(3) Align the three push-in fasteners that secure
the extruded plastic channel of the side curtain air-
bag to the locating holes in the roof side rail and,
using hand pressure, push firmly on each retainer
until it is fully seated.
(4) Install and tighten the nine screws that secure
the side curtain airbag channel and inflator mount-
ing bracket to the spring nuts in the roof side rail.
Tighten the screws to 6 N´m (50 in. lbs.).
(5) Align the side curtain airbag front tether plas-
tic retainer with the hole in the upper A-pillar and,
using hand pressure, push firmly on the retainer
until it is fully seated.
(6) Engage the side curtain airbag front tether
hook and plastic retainer clip into the slot in the
lower A-pillar.
(7) Engage the side curtain airbag rear tether
hook and plastic retainer clip into the slot in the roof
rail near the D-pillar (Fig. 44).
(8) Reconnect the body wire harness connector for
the side curtain airbag inflator to the inflator connec-
tor receptacle.
(9) Reinstall the headliner into the vehicle. (Refer
to 23 - BODY/INTERIOR/HEADLINER - INSTALLA-
TION).
(10) 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 SENSOR
DESCRIPTION
Two side impact sensors are used on this model
when it is equipped with the optional side curtain
airbags, one each for the left and right sides of the
vehicle (Fig. 46). These sensors are mounted
remotely from the bi-directional safing sensor that is
internal to the Airbag Control Module (ACM). The
side and front impact sensors are identical in con-
struction and calibration with the exception of the
right-hand and left-hand die cast aluminum mount-
ing brackets to which each front impact sensor is
secured with two screws. The side impact sensors are
secured with two screws to the base of the right and
left B-pillars just below the front seat belt retractors
and behind the lower B-pillar trim within the pas-
senger compartment.
8O - 42 RESTRAINTSWJ
SIDE CURTAIN AIRBAG (Continued)

SWITCH
DESCRIPTION
There are two separate switch pods that operate
the speed control system. The steering-wheel-
mounted switches use multiplexed circuits to provide
inputs to the PCM 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
switch fails, the entire switch module must be
replaced.
OPERATION
When speed control is selected by depressing the
ON, OFF switch, the PCM 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 approximately 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 speed control can be disengaged manually by:
²Stepping on the brake pedal
²Depressing the OFF switch
²Depressing the CANCEL switch.
The speed control can be disengaged also by any of
the following conditions:
²An indication of Park or Neutral
²The 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)
²Depressing the clutch pedal.
²Excessive engine rpm (indicates that the trans-
mission may be in a low gear)
²The VSS signal decreases at a rate of 10 mph
per second (indicates that the vehicle may have
decelerated at an extremely high rate)
²If the actual speed is not within 20 mph of the
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.
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 is pro-
grammed for an acceleration feature. With the
ACCEL switch held closed, the vehicle accelerates
slowly to the desired speed. The new target speed is
stored in the PCM's RAM when the ACCEL switch isreleased. The PCM also has a9tap-up9feature in
which vehicle speed increases at a rate of approxi-
mately 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, which powers
the speed control servo.
Multiplexing
The PCM sends out 5 volts through a fixed resistor
and monitors the voltage change between the fixed
resistor and the switches. If none of the switches are
depressed, the PCM will measure 5 volts at the sen-
sor point (open circuit). If a switch with no resistor is
closed, the PCM will measure 0 volts (grounded cir-
cuit). Now, if a resistor is added to a switch, then the
PCM will measure some voltage proportional to the
size of the resistor. By adding a different resistor to
each switch, the PCM will see a different voltage
depending on which switch is pushed.
Another resistor has been added to the 'at rest cir-
cuit' causing the PCM to never see 5 volts. This was
done for diagnostic purposes. If the switch circuit
should open (bad connection), then the PCM will see
the 5 volts and know the circuit is bad. The PCM will
then set an open circuit fault.
REMOVAL
WARNING: BEFORE BEGINNING ANY AIRBAG SYS-
TEM COMPONENT REMOVAL OR INSTALLATION,
REMOVE AND ISOLATE THE NEGATIVE (-) CABLE
FROM THE BATTERY. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. THEN
WAIT TWO MINUTES FOR SYSTEM CAPACITOR TO
DISCHARGE BEFORE FURTHER SYSTEM SERVICE.
FAILURE TO DO THIS COULD RESULT IN ACCIDEN-
TAL AIRBAG DEPLOYMENT AND POSSIBLE
INJURY.
(1) Disconnect and isolate negative battery cable.
(2) Remove airbag module. Refer to Group 8M,
Passive Restraint Systems.
(3) Remove electrical connector at switch.
(4) Remove switch-to-steering wheel mounting
screw (Fig. 7) .
(5) Remove switch.
INSTALLATION
(1) Install switch and mounting screw.
(2) Tighten screw to 1.5 N´m (15 in. lbs.) torque.
(3) Install electrical connector to switch.
WJSPEED CONTROL 8P - 7

CONTROL/CENTRAL TIMER MODULE -
DESCRIPTION).
²Combination Flasher (Refer to 8 - ELECTRI-
CAL/LAMPS/LIGHTING - EXTERIOR/COMBINA-
TION FLASHER - DESCRIPTION).
²Door Ajar Switch (Refer to 8 - ELECTRICAL/
LAMPS/LIGHTING - INTERIOR/DOOR AJAR
SWITCH - DESCRIPTION - DOOR AJAR SWITCH).
²Driver Cylinder Lock Switch (Refer to 8 - ELEC-
TRICAL/POWER LOCKS/DOOR CYLINDER LOCK/
UNLOCK SWITCH - DESCRIPTION).
²Hood Ajar Switch(Refer to 8 - ELECTRICAL/VE-
HICLE THEFT SECURITY/HOOD AJAR SWITCH -
DESCRIPTION).
²Horn Relay (Refer to 8 - ELECTRICAL/HORN/
HORN RELAY - DESCRIPTION).
²Liftgate Ajar Switch (Refer to 8 - ELECTRICAL/
LAMPS/LIGHTING - INTERIOR/DOOR AJAR
SWITCH - DESCRIPTION - LIFTGATE AJAR
SWITCH).
²Liftgate Flip-Up Glass Ajar Switch(Refer to 8 -
ELECTRICAL/LAMPS/LIGHTING - INTERIOR/
DOOR AJAR SWITCH - DESCRIPTION - LIFTGATE
FLIP-UP GLASS AJAR SWITCH).
²Low Beam Headlamp Relay
²VTSS Indicator (Refer to 8 - ELECTRICAL/VE-
HICLE THEFT SECURITY/VTSS INDICATOR -
DESCRIPTION).
Certain functions and features of the VTSS rely
upon resources shared with or controlled by other
modules in the vehicle over the Programmable Com-
munications Interface (PCI) data bus network. The
other modules that may affect VTSS operation are:
²Driver Door Module (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/DOOR MOD-
ULE - DESCRIPTION).
²Passenger Door Module (Refer to 8 - ELECTRI-
CAL/ELECTRONIC CONTROL MODULES/DOOR
MODULE - DESCRIPTION).
DESCRIPTION - SENTRY KEY IMMOBILIZER
SYSTEM
Vehicles equipped with the Sentry Key Immobilizer
System (SKIS) can be identified by the presence of
an amber SKIS indicator in the instrument cluster
that will illuminate for about three seconds each
time the ignition switch is turned to the On position,
or by a gray molded rubber cap on the head of the
ignition key. Models not equipped with SKIS still
have a SKIS indicator in the cluster, but it will not
illuminate. Also, models not equipped with the SKIS
have a black molded rubber cap on the head of the
ignition key.
The SKIS includes the following major components,
which are described in further detail elsewhere in
this service manual:²Powertrain Control Module
²Sentry Key Immobilizer Module
²Sentry Key Transponder
²SKIS Indicator
Except for the Sentry Key transponders, which rely
upon Radio Frequency (RF) communication, hard
wired circuitry connects the SKIS components to the
electrical system of the vehicle.Refer to the appropri-
ate wiring information.
OPERATION
OPERATION - VEHICLE THEFT SECURITY
SYSTEM
The Vehicle Theft Security System (VTSS) is
divided into two basic subsystems: Vehicle Theft
Alarm (VTA) and Sentry Key Immobilizer System
(SKIS). The following are paragraphs that briefly
describe the operation of each of those two sub-
systems.
A Body Control Module (BCM) is used to control
and integrate many of the functions and features
included in the Vehicle Theft Security System
(VTSS). In the VTSS, the BCM receives inputs indi-
cating the status of the door ajar switches, the driver
cylinder lock switch, the ignition switch, the liftgate
ajar switches, the liftgate flip-up glass ajar switch,
the power lock switches and, in vehicles so equipped,
the hood ajar switch. The programming in the BCM
allows it to process the information from all of these
inputs and send control outputs to energize or de-en-
ergize the combination flasher, the horn relay (except
vehicles with the premium version of the VTA), and
the VTSS indicator. In addition, in vehicles built for
certain markets where premium versions of the VTA
is required, the BCM also exchanges messages with
the Intrusion Transceiver Module (ITM) over the Pro-
grammable Communications Interface (PCI) data
buss network to provide the features found in this
version of the VTA. The control of these inputs and
outputs are what constitute all of the features of the
VTSS. Following is information on the operation of
each of the VTSS features.
ENABLING
The BCM must have the VTSS function enabled in
order for the VTSS to perform as designed. The logic
in the BCM keeps its VTSS function dormant until it
is enabled using a DRBIIItscan tool. Refer to the
appropriate diagnostic information.
PRE-ARMING
The VTA has a pre-arming sequence. Pre-arming
occurs when a door, the tailgate, or the flip-up glass
is open when the vehicle is locked using a power lock
8Q - 2 VEHICLE THEFT SECURITYWJ
VEHICLE THEFT SECURITY (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)

(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)

factory. The Sentry Key Immobilizer Module (SKIM)
can be programmed to recognize up to a total of eight
Sentry Keys. When programming a blank Sentry Key
transponder, the key must first be cut to match the
ignition switch lock cylinde for which it will be used.
Once the additional key has been cut, the SKIM
must be programmed to recognize it as a valid key.
There are two possible methods to program the
SKIM to recognize a new or additional valid key, the
Secured Access Method and the Customer Learn
Method. Following are the details of these two pro-
gramming methods.
SECURED ACCESS METHOD
The Secured Access method applies to all vehicles.
This method requires the use of a DRBIIItscan tool.
This method 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 the
appropriate diagnostic information for the proper
Secured Access method programming procedures.
CUSTOMER LEARN METHOD
The Customer Learn feature is only available on
domestic vehicles, or those vehicles which have a
U.S. country code designator. This programming
method also requires access to at least two valid Sen-
try Keys. If two valid Sentry Keys are not available,
or if the vehicle does not have a U.S. country code
designator, the Secured Access Methodmustbe used
to program new or additional valid keys to the SKIM.
The Customer Learn programming method proce-
dures are as follows:
(1) Obtain the blank Sentry Key(s) that are to be
programmed as valid keys for the vehicle. Cut the
blank key(s) to match the ignition switch lock cylin-
der mechanical key codes.
(2) Insert one of the two valid Sentry Keys into the
ignition switch and turn the ignition switch to the
On position.
(3) After the ignition switch has been in the On
position for longer than three seconds, but no more
than fifteen seconds, cycle the ignition switch back to
the Off position. Replace the first valid Sentry Key in
the ignition switch lock cylinder with the second
valid Sentry Key and turn the ignition switch back to
the On position. The second valid Sentry Key must
be inserted in the lock cylinder within fifteen seconds
of removing the first valid key.
(4) About ten seconds after the completion of Step
3, the SKIS indicator in the instrument cluster will
start to flash and a single audible chime tone willsound to indicate that the system has entered the
Customer Learn programming mode.
(5) Within sixty seconds of entering the Customer
Learn programming mode, turn the ignition switch to
the Off position, replace the valid Sentry Key with a
blank Sentry Key transponder, and turn the ignition
switch back to the On position.
(6) About ten seconds after the completion of Step
5, a single audible chime tone will sound and the
SKIS indicator will stop flashing, stay on solid for
three seconds, then turn off to indicate that the
blank Sentry Key has been successfully programmed.
The SKIS will immediately exit the Customer Learn
programming mode and the vehicle may now be
started using the newly programmed valid Sentry
Key.
Each of these steps must be repeated and com-
pleted in their entirety for each additional Sentry
Key that is to be programmed. If the above steps are
not completed in the given sequence, or within the
allotted time, the SKIS will exit the Customer Learn
programming mode and the programming will be
unsuccessful. The SKIS will also automatically exit
the Customer Learn programming mode if it sees a
non-blank Sentry Key transponder when it should
see a blank, if it has already programmed eight (8)
valid Sentry Keys, or if the ignition switch is turned
to the Off position for more than about fifty seconds.
NOTE: If an attempt is made to start the vehicle
while in the Customer Learn mode (SKIS indicator
flashing), the SKIS will respond as though the vehi-
cle were being started with an invalid key. In other
words, the engine will stall after about two seconds
of operation. No faults will be set.
NOTE: Once a Sentry Key has been programmed as
a valid key to a vehicle, it cannot be programmed
as a valid key for use on any other vehicle.
DOOR CYLINDER LOCK
SWITCH
DESCRIPTION
Vehicles manufactured for North American mar-
kets that are equipped with the optional Vehicle
Theft Security System (VTSS) have a door cylinder
lock switch secured to the back of the key lock cylin-
der inside the drivers front door (Fig. 1). The door
cylinder lock switch is a resistor multiplexed momen-
tary switch that is hard wired in series between the
door lock switch ground and right or left cylinder
lock switch mux circuits of the Drivers Door Module
(DDM) through the front door wire harness. The door
WJVEHICLE THEFT SECURITY 8Q - 7
VEHICLE THEFT SECURITY (Continued)