2002 JEEP LIBERTY Battery circuit

(10) Reinstall the headliner into the vehicle. (Refer
to 23 - BODY/INTERIOR/HEADLINER - INSTALLA-
TION).
(11) Reinstall the lower trim onto the inside of the
B-pillar. (Refer to 23 - BODY/INTERIOR/B-PILLAR
LOWER TRIM - INSTALLATION).
(12) Do not reconnect the battery negative cable at
this time. The airbag system verification test proce-
dure should be performed following service of any
supplemental restraint system component. (Refer to
8 - ELECTRICAL/RESTRAINTS - STANDARD PRO-
CEDURE - VERIFICATION TEST).
SIDE IMPACT AIRBAG
CONTROL MODULE
DESCRIPTION
On vehicles equipped with the optional side curtain
airbags, a Side Impact Airbag Control Module
(SIACM) and its mounting bracket are secured with
four screws to the sill panel at the base of each B-pil-
lar behind the lower B-pillar trim (Fig. 43). Con-
cealed within a hollow in the center of the die cast
aluminum SIACM housing is the electronic circuitry
of the SIACM which includes a microprocessor and
an electronic impact sensor. The SIACM housing is
secured to a stamped steel mounting bracket, which
is unique for the right or left side application of this
component. The SIACM should never be removed
from its mounting bracket. The housing also receives
a case ground through this mounting bracket when it
is secured to the vehicle. A molded plastic electrical
connector receptacle that exits the top of the SIACMhousing connects the unit to the vehicle electrical
system through a dedicated take out and connector of
the body wire harness. Both the SIACM housing and
its electrical connection are sealed to protect the
internal electronic circuitry and components against
moisture intrusion.
The impact sensor internal to the SIACM is cali-
brated for the specific vehicle, and is only serviced as
a unit with the SIACM. The SIACM cannot be
repaired or adjusted and, if damaged or faulty, it
must be replaced.
OPERATION
The microprocessor in the Side Impact Airbag Con-
trol Module (SIACM) contains the side curtain airbag
system logic circuits and controls all of the features
of only the side curtain airbag mounted on the same
side of the vehicle as the SIACM. The SIACM uses
On-Board Diagnostics (OBD) and can communicate
with other electronic modules in the vehicle as well
as with the DRBIIItscan tool using the Programma-
ble Communications Interface (PCI) data bus net-
work. This method of communication is used by the
SIACM to communicate with the Airbag Control
Module (ACM) and for supplemental restraints sys-
tem diagnosis and testing through the 16-way data
link connector located on the driver side lower edge
of the instrument panel. The ACM communicates
with both the left and right SIACM over the PCI
data bus.
The SIACM microprocessor continuously monitors
all of the side curtain airbag electrical circuits to
determine the system readiness. If the SIACM
detects a monitored system fault, it sets an active
and stored Diagnostic Trouble Code (DTC) and sends
electronic messages to the ACM over the PCI data
bus. The ACM will respond by sending an electronic
message to the EMIC to turn on the airbag indicator,
and by storing a DTC that will indicate whether the
left or the right SIACM has stored the DTC that ini-
tiated the airbag indicator illumination. An active
fault only remains for the current ignition switch
cycle, while a stored fault causes a DTC to be stored
in memory by the SIACM. For some DTCs, if a fault
does not recur for a number of ignition cycles, the
SIACM will automatically erase the stored DTC. For
other internal faults, the stored DTC is latched for-
ever.
The SIACM receives battery current on a fused
ignition switch output (run-start) circuit through a
fuse in the Junction Block (JB). The SIACM has a
case ground through its mounting bracket and also
receives a power ground through a ground circuit
and take out of the body wire harness. This take out
has a single eyelet terminal connector that is secured
by a ground screw to the front seat front crossmem-
Fig. 43 Side Impact Airbag Control Module
1 - BRACKET (RIGHT SHOWN)
2 - CONNECTOR RECEPTACLE
3 - SIACM
KJRESTRAINTS 8O - 43
SIDE CURTAIN AIRBAG (Continued)

(6) Slide speed control cable plastic mount towards
right of vehicle to remove cable from throttle body
bracket (Fig. 4).
(7) Remove servo cable from servo. Refer to Servo
Removal/Installation.
INSTALLATION - 3.7L
(1) Install end of cable to speed control servo.
Refer to Servo Removal/Installation.
(2) Slide speed control cable plastic mount into
throttle body bracket.
(3) Install speed control cable connector onto throt-
tle body bellcrank pin (push rearward to snap into
location).
(4) Slide throttle (accelerator) cable plastic mount
into throttle body bracket. Continue sliding until
cable release tab is aligned to hole in throttle body
mounting bracket.
(5) While holding throttle to wide open position,
place throttle cable pin into throttle body bellcrank.
(6) Install air filter resonator box to throttle body.
(7) Connect negative battery cable at battery.
(8) Before starting engine, operate accelerator
pedal to check for any binding.
SERVO
DESCRIPTION
The servo unit consists of a solenoid valve body,
and a vacuum chamber. The solenoid valve body con-
tains three solenoids:²Vacuum
²Vent
²Dump
The vacuum chamber contains a diaphragm with a
cable attached to control the throttle linkage.
OPERATION
The Powertrain Control Module (PCM) controls the
solenoid valve body. The solenoid valve body controls
the application and release of vacuum to the dia-
phragm of the vacuum servo. The servo unit cannot
be repaired and is serviced only as a complete assem-
bly.
Power is supplied to the servo's by the PCM
through the brake switch. The PCM controls the
ground path for the vacuum and vent solenoids.
The dump solenoid is energized anytime it receives
power. If power to the dump solenoid is interrupted,
the solenoid dumps vacuum in the servo. This pro-
vides a safety backup to the vent and vacuum sole-
noids.
The vacuum and vent solenoids must be grounded
at the PCM to operate. When the PCM grounds the
vacuum servo solenoid, the solenoid allows vacuum
to enter the servo and pull open the throttle plate
using the cable. When the PCM breaks the ground,
the solenoid closes and no more vacuum is allowed to
enter the servo. The PCM also operates the vent sole-
noid via ground. The vent solenoid opens and closes a
passage to bleed or hold vacuum in the servo as
required.
The PCM duty cycles the vacuum and vent sole-
noids to maintain the set speed, or to accelerate and
decelerate the vehicle. To increase throttle opening,
the PCM grounds the vacuum and vent solenoids. To
decrease throttle opening, the PCM removes the
grounds from the vacuum and vent solenoids. When
the brake is released, if vehicle speed exceeds 30
mph to resume, 35 mph to set, and the RES/ACCEL
switch has been depressed, ground for the vent and
vacuum circuits is restored.
REMOVAL
(1) Disconnect negative battery cable at battery.
(2) Disconnect vacuum line at servo (Fig. 5).
(3) Disconnect electrical connector at servo (Fig. 5).
(4) Remove coolant bottle nuts/bolts. Position bot-
tle forward a few inches.
(5) Disconnect servo cable at throttle body. Refer to
servo Cable Removal/Installation.
(6) Remove servo bracket mounting nuts (Fig. 5).
(7) Remove 2 mounting nuts holding servo cable
sleeve to bracket (Fig. 6).
(8) Pull speed control cable sleeve and servo away
from servo mounting bracket to expose cable retain-
ing clip (Fig. 6) and remove clip. Note: The servo
Fig. 4 SPEED CONTROL CABLE AT BRACKET
1 - THROTTLE CABLE BRACKET
2 - PLASTIC CABLE MOUNT
3 - SPEED CONTROL CABLE
8P - 4 SPEED CONTROLKJ
CABLE (Continued)

mounting bracket displayed in (Fig. 6) is a typical
bracket and may/may not be applicable to this model
vehicle.
(9) Remove servo from mounting bracket. While
removing, note orientation of servo to bracket.INSTALLATION
(1) Position servo to mounting bracket.
(2) Align hole in cable connector with hole in servo
pin. Install cable-to-servo retaining clip.
(3) Insert servo mounting studs through holes in
servo mounting bracket.
(4) Install servo-to-mounting bracket nuts and
tighten. Refer to torque specifications.
(5) Install servo mounting bracket-to-body nuts
and tighten. Refer to torque specifications.
(6) Connect vacuum line at servo.
(7) Connect electrical connector at servo.
(8) Connect servo cable to throttle body. Refer to
servo Cable Removal/Installation.
(9) Install coolant bottle.
(10) Connect negative battery cable to battery.
(11) Before starting engine, operate accelerator
pedal to check for any binding.
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)
Fig. 5 SPEED CONTROL SERVO
1-9T9FITTING
2 - VACUUM LINE
3 - SERVO BRACKET MOUNTING NUTS
4 - SERVO MOUNTING BRACKET
5 - SERVO
6 - SERVO ELECTRICAL CONNECTOR
Fig. 6 SERVO CABLE CLIP REMOVE/INSTALL
TYPICAL
1 - SERVO MOUNTING NUTS (2)
2 - SERVO
3 - CABLE RETAINING CLIP
4 - SERVO CABLE AND SLEEVE
KJSPEED CONTROL 8P - 5
SERVO (Continued)

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 is
released. 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 ATTEMPTING TO DIAGNOSE,
REMOVE OR INSTALL ANY AIRBAG SYSTEM OR
RELATED STEERING WHEEL AND STEERING COL-
UMN COMPONENTS YOU MUST FIRST DISCON-
NECT AND ISOLATE THE NEGATIVE (GROUND)
BATTERY CABLE. WAIT 2 MINUTES FOR SYSTEM
CAPACITOR TO DISCHARGE BEFORE FURTHER
SYSTEM SERVICE. FAILURE TO DO SO COULD
RESULT IN ACCIDENTAL DEPLOYMENT AND POS-
SIBLE PERSONAL INJURY.
(1) Disconnect and isolate negative battery cable
from battery.
(2) Remove airbag module. Refer to Restraint Sys-
tems.
(3) Unplug electrical connector (Fig. 7).
(4) Remove speed control switch mounting screw
(Fig. 7) and remove switch from steering wheel.
INSTALLATION
(1) Position switch to steering wheel.
(2) Install switch mounting screw and tighten.
Refer to torque specifications.
(3) Plug electrical connector into switch.
(4) Install airbag module. Refer to Restraint Sys-
tems.
(5) Connect negative battery cable to battery.
Fig. 7 SPEED CONTROL SWITCH
1 - SWITCH
2 - SCREW
3 - ELECTRICAL CONNECTOR
8P - 6 SPEED CONTROLKJ
SWITCH (Continued)

ergize the combination flasher, the horn relay (except
vehicles with the Rest-Of-World or ROW premium
version of the VTA), and the security indicator. In
addition, in vehicles built for certain markets where
the ROW premium version of the VTA is required,
the BCM also exchanges electronic messages with
the Intrusion Transceiver Module (ITM) over the Pro-
grammable Communications Interface (PCI) data bus
network to provide the features found in this version
of the VTA.
The hard wired circuits and components of the
VTA may be diagnosed and tested using conventional
diagnostic tools and procedures. However, conven-
tional diagnostic methods may not prove conclusive
in the diagnosis of the Body Control Module (BCM),
the ElectroMechanical Instrument Cluster (EMIC),
the Intrusion Transceiver Module (ITM), or the Pro-
grammable Communications Interface (PCI) data bus
network. The most reliable, efficient, and accurate
means to diagnose the BCM, the EMIC, the ITM,
and the PCI data bus network inputs and outputs
related to the VTA requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation. Following are paragraphs that briefly
describe the operation of each of the VTA features.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the VTA.
²ENABLING- The BCM must have the VTA
function electronically enabled in order for the VTA
to perform as designed. The logic in the BCM keeps
its VTA function dormant until it is enabled using a
DRBIIItscan tool. The VTA function of the BCM is
enabled on vehicles equipped with the VTA option at
the factory, but a service replacement BCM must be
VTA-enabled by the dealer using a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
²PRE-ARMING- The VTA has a pre-arming
sequence. Pre-arming occurs when a door, the tail-
gate, or the flip-up glass is open when the vehicle is
locked using a power lock switch, or when the ªLockº
button on the Remote Keyless Entry (RKE) transmit-
ter is depressed. The power lock switch will not ini-
tiate 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.
²ARMING- Passive arming of the VTA occurs
when the vehicle is exited with the key removed from
the ignition switch and the doors are locked while
they are open using the power lock switch (see Pre-
Arming). Active arming of the VTA occurs when the
ªLockº button on the Remote Keyless Entry (RKE)
transmitter is depressed to lock the vehicle after all
of the doors, the tailgate, and the flip-up glass are
closed. The VTA will not arm if the doors are lockedusing the key in a lock cylinder or using a mechani-
cal lock button. Once the VTA begins the passive or
active arming sequence, the security indicator in the
instrument cluster will flash rapidly for about six-
teen seconds. This indicates that the VTA arming
sequence is in progress. If the ignition switch is
turned to the On position, if a door is unlocked with
the power lock switch or the RKE transmitter, or if
the tailgate is unlocked by any means during the six-
teen second arming sequence, the security indicator
will stop flashing and the VTA arming sequence will
abort. On vehicles equipped with the hood ajar
switch, the VTA arming sequence will occur regard-
less of whether the hood is open or closed, but the
underhood area will not be protected unless the hood
is closed when the VTA arming sequence begins.
Also, if the status of the hood ajar switch changes
from open (hood closed) to closed (hood open) during
the sixteen second arming sequence, the security
indicator will stop flashing and the VTA arming
sequence will abort. Once the sixteen second arming
sequence is successfully completed, the security indi-
cator will flash at a slower rate, indicating that the
VTA is armed.
²DISARMING- For vehicles built for the North
American market, disarming of the VTA occurs when
the vehicle is unlocked using the key to unlock a door
or the tailgate. Disarming of the VTA for any market
also occurs when the vehicle is unlocked by depress-
ing the ªUnlockº button of the Remote Keyless Entry
(RKE) transmitter, or by turning the ignition switch
to the On position using a valid Sentry Key Immobi-
lizer System (SKIS) key. Once the alarm has been
activated, any of these disarming methods will also
deactivate the alarm.
²POWER-UP MODE- When the armed VTA
senses that the battery has been disconnected and
reconnected, it enters its power-up mode. In the pow-
er-up mode the alarm system returns to the mode
that was last selected prior to the battery failure or
disconnect. If the VTA was armed prior to the battery
disconnect or failure, the technician or vehicle opera-
tor will have to actively or passively disarm the sys-
tem after the battery is reconnected. The power-up
mode will also apply if the battery goes dead while
the system is armed, and battery jump-starting is
then attempted. The VTA will remain armed until
the technician or vehicle operator has actively or pas-
sively disarmed the system. If the VTA is in the dis-
armed mode prior to a battery disconnect or failure,
it will remain disarmed after the battery is recon-
nected or replaced, or if jump-starting is attempted.
²ALARM- 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
8Q - 4 VEHICLE THEFT SECURITYKJ
VEHICLE THEFT SECURITY (Continued)

DIAGNOSIS AND TESTING - 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). Following are the recommended procedures
for diagnosis and testing of each of these two sub-
systems.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER 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.
VEHICLE THEFT ALARM
Models equipped with the Rest-Of-World (ROW)
premium version of the Vehicle Theft Alarm (VTA)
provide some preliminary diagnostic feedback by illu-minating the security indicator located in the Elec-
troMechanical Instrument Cluster (EMIC). If the
security indicator illuminates with the ignition
switch in the On position, it indicates that there is a
communication problem between the Intrusion
Transceiver Module (ITM) and the Body Control
Module (BCM), or between the ITM and the siren
module. The BCM will also turn on the security indi-
cator if it receives a message from the ITM indicating
that the ITM has stored a Diagnostic Trouble Code
(DTC) for a siren module fault.
The hard wired circuits and components of the
VTA may be diagnosed and tested using conventional
diagnostic tools and procedures. However, conven-
tional diagnostic methods may not prove conclusive
in the diagnosis of the Body Control Module (BCM),
the ElectroMechanical Instrument Cluster (EMIC),
the Intrusion Transceiver Module (ITM), or the Pro-
grammable Communications Interface (PCI) data bus
network. The most reliable, efficient, and accurate
means to diagnose the BCM, the EMIC, the ITM,
and the PCI data bus network inputs and outputs
related to the VTA requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation.
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.
8Q - 6 VEHICLE THEFT SECURITYKJ
VEHICLE THEFT SECURITY (Continued)

SENTRY KEY IMMOBILIZER SYSTEM
SENTRY KEY IMMOBILIZER SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
SKIS INDICATOR FAILS TO
LIGHT DURING BULB TEST1. SKIS indicator faulty. 1. Test and replace the instrument cluster as
required.
2. Fuse faulty. 2. Test and replace the SKIM fused B(+) and
fused ignition switch output (run-start) fuses in the
Junction Block (JB) as required.
3. Ground circuit faulty. 3. Test and repair the SKIM ground circuit as
required.
4. Fused B(+) circuit faulty. 4. Test and repair the SKIM fused B(+) circuit as
required.
5. Fused ignition switch
output circuit faulty.5. Test and repair the SKIM fused ignition switch
output (run-start) circuit as required.
SKIS INDICATOR FLASHES
WHEN IGNITION SWITCH IS
TURNED TO9ON9
POSITION1. 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 to diagnose the
key-related fault. Refer to the appropriate
diagnostic information.
SKIS INDICATOR LIGHTS
SOLID FOLLOWING BULB
TEST1. SKIS system malfunction/
fault detected.1. Use a DRBIIITscan tool to diagnose the SKIS.
Refer to the appropriate diagnostic information.
2. SKIS system inoperative. 2. Use a DRBIIITscan tool to diagnose the SKIS.
Refer to the appropriate diagnostic information.
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). 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 Immobilizer Module (SKIM) should be sus-
pected, and the following procedure should be used
for diagnosis. Refer to the appropriate wiring infor-
mation. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures,
details of wire harness routing and retention, connec-
tor pin-out information and location views for the
various wire harness connectors, splices and grounds.
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 (Fuse 33 - 10
ampere) in the Junction Block (JB). If OK, go to Step
2. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse.
(2) Check for battery voltage at the fused B(+) fuse
(Fuse 33 - 10 ampere) in the JB. If OK, go to Step 3.
If not OK, repair the open B(+) circuit between the
JB and the battery as required.
(3) Check the fused ignition switch output (run-
start) fuse (Fuse 15 - 10 ampere) in the JB. If OK, go
to Step 4. If not OK, repair the shorted circuit or
component as required and replace the faulty fuse.
(4) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run-start) fuse (Fuse 15 - 10 ampere) in the
JB. If OK, go to Step 5. If not OK, repair the open
fused ignition switch output (run-start) circuit
between the JB 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 receptacle. Check
for continuity between each of the two ground circuit
cavities of the instrument panel wire harness connec-
tor for the SKIM and a good ground. There should be
KJVEHICLE THEFT SECURITY 8Q - 7
VEHICLE THEFT SECURITY (Continued)

continuity. If OK, go to Step 6. If not OK, repair the
open ground circuit(s) to ground (G202) as required.
(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 as
required.
(7) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run-start) circuit cavity of the instrument
panel wire harness connector for the SKIM. If OK,
use a DRBIIItscan tool to complete the diagnosis of
the SKIS. Refer to the appropriate diagnostic infor-
mation. If not OK, repair the open fused ignition
switch output (run-start) circuit between the SKIM
and the JB as required.
SKIS INDICATOR FLASHES UPON IGNITION ªONº OR
LIGHTS SOLID FOLLOWING BULB TEST
A SKIS indicator that flashes following the ignition
switch being turned to the On position indicates that
an invalid key has been detected, or that a key-re-
lated fault has been set. A SKIS indicator that lights
solid following a successful bulb test indicates that
the SKIM has detected a system malfunction or that
the SKIS is inoperative. In either case, fault informa-
tion 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 electronic mes-
sage outputs to the instrument cluster that control
the SKIS indicator and chime, or the electronic mes-
sage inputs and outputs between the SKIM and the
Powertrain Control Module (PCM) that control
engine operation, a DRBIIItscan tool is required.
Refer to the appropriate diagnostic information. Fol-
lowing 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 faults (those that
have occurred in the past) and active faults (those
that are currently present). If this problem turns out
to be an intermittent condition, 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 specific additional 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
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 cylinder in the vehicle for which
it will be used. Once the additional or new key has
been cut, the SKIM must be programmed to recog-
nize it as a valid key. There are two possible methods
to program the SKIM to recognize a new or addi-
tional valid key, the Secured Access Method and the
Customer Learn Method. Following are the details of
these two programming methods.
8Q - 8 VEHICLE THEFT SECURITYKJ
VEHICLE THEFT SECURITY (Continued)