2002 JEEP LIBERTY Workshop Manual

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)

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 will
sound 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 sec-
onds, then turn off to indicate that the blank Sentry
Key has been successfully programmed. The SKIS will
immediately exit the Customer Learn programmingmode 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
Fig. 2 Door Cylinder Lock Switch
1 - SWITCH
2 - OUTSIDE DOOR HANDLE
3 - DOOR LOCK CYLINDER
KJVEHICLE THEFT SECURITY 8Q - 9
VEHICLE THEFT SECURITY (Continued)

Theft Security System (VTSS) have a door cylinder
lock switch secured to the back of the key lock cylin-
der inside each front door (Fig. 2). The door cylinder
lock switch is a resistor multiplexed momentary
switch that is hard wired in series between the door
lock switch ground and right or left cylinder lock
switch mux circuits of the Body Control Module
(BCM) through the front door wire harness. The door
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 Body Control Module
(BCM) when either front door key lock cylinder is in
the Lock, or Unlock positions. The BCM 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. 3).
(4) Remove the lock lever from the pin on the back
of the door lock cylinder.
(5) Remove the door cylinder lock switch from the
back of the lock cylinder.
INSTALLATION
(1) Position the door cylinder lock switch onto the
back of the lock cylinder with its pigtail wire harness
oriented toward the bottom (Fig. 3).
Fig. 3 Lock Cylinder Lever Retainer Remove/Install
1 - LEVER
2 - RETAINER
3 - LOCK CYLINDER
4 - SWITCH
5 - PLIERS
6 - OUTSIDE DOOR HANDLE
8Q - 10 VEHICLE THEFT SECURITYKJ
DOOR CYLINDER LOCK SWITCH (Continued)

(2) Position the lock lever onto the pin on the back
of the door lock cylinder with the lever oriented
toward the rear.
(3) Install the retainer clip onto the pin on the
back of the door lock cylinder. Be certain that the
center tab of the retainer is engaged in the retention
hole on the lock lever.
(4) Reinstall the outside door handle unit onto the
outer door panel. (Refer to 23 - BODY/DOOR -
FRONT/EXTERIOR HANDLE - INSTALLATION).
(5) Reconnect the battery negative cable.
HOOD AJAR SWITCH
DESCRIPTION
The hood ajar switch is a normally closed, single
pole momentary switch that is used only on vehicles
equipped with the Vehicle Theft Security System
(VTSS) for sale in certain markets where it is
required equipment (Fig. 4). This switch consists of a
molded plastic body with a molded plastic mounting
bezel. The switch body has an integral molded con-nector receptacle on the lower end, while the spring-
loaded switch plunger extends from the upper end.
Two external latches integral to the mounting bezel
lock the switch into a keyed mounting hole in the
stamped steel switch mounting bracket. The mount-
ing bracket is fastened with two screws to the right
inner fender shield near the fender ledge in the
engine compartment. A molded plastic striker with
an integral retainer and mounting tab is secured to
the underside of the hood panel inner reinforcement
to actuate the switch plunger as the hood panel is
closed (Fig. 5). A single take out of the headlamp and
dash wire harness connects the switch to the vehicle
electrical system. The switch receives a path to
ground at all times through another take out of the
headlamp and dash wire harness with an eyelet ter-
minal connector that is secured by a ground screw to
the left inner fender shield in the engine compart-
ment.
The hood ajar switch cannot be adjusted or
repaired and, if faulty or damaged, it must be
replaced. The hood ajar switch striker is not intended
for reuse. If the striker is removed from the hood
inner reinforcement for any reason, it must be
replaced with a new unit.
Fig. 4 Hood Ajar Switch
1 - INNER FENDER
2 - SCREW (2)
3 - BRACKET
4 - HOOD AJAR SWITCH
5 - WIRE HARNESS CONNECTOR
Fig. 5 Hood Ajar Switch Striker
1 - STRIKER
2-TAB
3 - INNER HOOD REINFORCEMENT
4 - RETAINER
KJVEHICLE THEFT SECURITY 8Q - 11
DOOR CYLINDER LOCK SWITCH (Continued)

OPERATION
The hood ajar switch is normally held open as the
spring-loaded switch plunger is depressed by the
striker on the hood panel when the hood panel is
closed and latched. When the hood is opened, the
spring-loaded switch plunger extends from the switch
body and the switch contacts are closed. The hood
ajar switch is connected in series between ground
and the hood ajar switch sense input of the Body
Control Module (BCM). The BCM uses an internal
resistor pull up to monitor the state of the hood ajar
switch contacts. The hood ajar switch can be diag-
nosed using conventional diagnostic tools and meth-
ods.
DIAGNOSIS AND TESTING - HOOD AJAR
SWITCH
Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
information and location views for the various wire
harness connectors, splices and grounds.
(1) Disconnect the headlamp and dash wire har-
ness connector for the hood ajar switch from the
switch connector receptacle.
(2) Check for continuity between the two terminals
in the connector receptacle of the hood ajar switch.
There should be continuity with the switch plunger
extended, and no continuity with the switch plunger
depressed. If not OK, replace the faulty hood ajar
switch.
REMOVAL
(1) Unlatch and open the hood.
(2) Disconnect and isolate the battery negative
cable.
(3) From the top of the hood ajar switch mounting
bracket, squeeze the two switch latch tabs together
and pull the switch upward (Fig. 6).
(4) Pull the hood ajar switch up through the hole
in the mounting bracket far enough to access and
disconnect the headlamp and dash wire harness con-
nector for the hood ajar switch from the switch con-
nector receptacle.(5) Remove the hood ajar switch from the mount-
ing bracket.
INSTALLATION
(1) Position the hood ajar switch near the hole in
the mounting bracket (Fig. 6).
(2) Reconnect the headlamp and dash wire harness
connector for the hood ajar switch to the switch con-
nector receptacle.
(3) From the top of the hood ajar switch mounting
bracket, use hand pressure to press the switch down-
ward into the mounting bracket until the latch tabs
lock it into place.
(4) Reconnect the battery negative cable.
(5) Close and latch the hood.
Fig. 6 Hood Ajar Switch Remove/Install
1 - INNER FENDER
2 - SCREW (2)
3 - BRACKET
4 - HOOD AJAR SWITCH
5 - WIRE HARNESS CONNECTOR
8Q - 12 VEHICLE THEFT SECURITYKJ
HOOD AJAR SWITCH (Continued)

HOOD AJAR SWITCH
BRACKET
REMOVAL
(1) Remove the hood ajar switch from the mount-
ing bracket. (Refer to 8 - ELECTRICAL/VEHICLE
THEFT SECURITY/HOOD AJAR SWITCH -
REMOVAL).
(2) If necessary, remove and set aside the engine
air cleaner housing for access to the hood ajar switch
mounting bracket screws.
(3) Remove the two screws that secure the hood
ajar switch bracket to the right fender inner shield
(Fig. 7).
(4) Remove the hood ajar switch bracket from the
right fender inner shield.
INSTALLATION
(1) Position the hood ajar switch bracket onto the
right fender inner shield (Fig. 7).
(2) Install and tighten the two screws that secure
the hood ajar switch bracket to the right fender inner
shield. Tighten the screws to 7 N´m (60 in. lbs.).
(3) If removed, reinstall the engine air cleaner
housing.(4) Reinstall the hood ajar switch into the mount-
ing bracket. (Refer to 8 - ELECTRICAL/VEHICLE
THEFT SECURITY/HOOD AJAR SWITCH -
INSTALLATION).
HOOD AJAR SWITCH STRIKER
REMOVAL
The hood ajar switch striker is not intended for
reuse. If the striker is removed from the hood inner
reinforcement for any reason, it must be replaced
with a new unit.
(1) Unlatch and open the hood.
(2) Using a trim stick or another suitable wide
flat-bladed tool, gently pry the rearward end of the
hood ajar switch striker away from the inner hood
panel reinforcement far enough to disengage the inte-
gral retainer from its mounting hole (Fig. 8).
(3) Move the hood ajar switch striker slightly rear-
ward to disengage the integral mounting tab from
the forward mounting hole.
(4) Remove the hood ajar switch striker from the
inner hood panel reinforcement and discard.
Fig. 7 Hood Ajar Switch Bracket Remove/Install
1 - INNER FENDER
2 - SCREW (2)
3 - BRACKET
4 - HOOD AJAR SWITCH
5 - WIRE HARNESS CONNECTOR
Fig. 8 Hood Ajar Switch Striker Remove/Install
1 - STRIKER
2-TAB
3 - INNER HOOD REINFORCEMENT
4 - RETAINER
KJVEHICLE THEFT SECURITY 8Q - 13

INSTALLATION
The hood ajar switch striker is not intended for
reuse. If the striker is removed from the hood inner
reinforcement for any reason, it must be replaced
with a new unit.
(1) Position the new hood ajar switch striker to the
inner hood panel reinforcement (Fig. 8).
(2) Insert the integral mounting tab on the front of
the hood ajar switch striker into the forward mount-
ing hole in the inner hood panel reinforcement.
(3) Align the integral retainer on the rear of the
hood ajar switch striker with the rearward mounting
hole in the inner hood panel reinforcement.
(4) Using hand pressure, firmly press the hood
ajar switch striker rearward and upward against the
inner hood panel reinforcement until the hood ajar
switch striker retainer is fully engaged in the rear-
ward mounting hole in the inner hood panel rein-
forcement.
(5) Close and latch the hood.
INTRUSION TRANSCEIVER
MODULE
DESCRIPTION
An Intrusion Transceiver Module (ITM) is part of
the Rest-Of-World (ROW) premium version of the
Vehicle Theft Alarm (VTA) in the Vehicle Theft Secu-
rity System (VTSS) (Fig. 9). The ROW premium ver-
sion of the VTA is only available in vehicles built for
certain markets, where the additional features
offered by this system are required. The ITM is
located in the passenger compartment, on the lower
surface of the headliner near the center of the vehi-cle. This unit is designed to provide interior motion
detection, and serve as an interface between the
Body Control Module (BCM) and the alarm siren
module.
The ITM is concealed beneath a dedicated molded
plastic trim cover that approximates the size and
shape of a typical dome lamp housing. However,
rather than a lens, the ITM features three sets of
louvered openings in a molded lateral center rib for-
mation. One set of louvered openings is located at
each outboard end of the center rib, while the third
set is centered. Each of the louvered openings is cov-
ered on the inside by a single molded black plastic
sight shield that extends the length of the center rib
for appearance. The module is secured to a molded
plastic mounting bracket above the headliner by four
latch features that are integral to the underside of
the module housing. Besides the ITM, the trim cover
also conceals two plastic pins integral to the mount-
ing bracket that are used to secure the bracket to the
headliner with two stamped nuts that are installed
from below. An adhesive-backed foam pad is installed
above the ITM bracket between the headliner and
the roof panel to provide additional headliner stabili-
zation and support for the ITM mounting. Two small
notch-like service holes on the rear edge of the trim
cover afford access to the two integral rear latches of
the ITM for service removal (Fig. 10).
The ITM circuitry is contained within a black
molded plastic housing with four integral mounting
tabs that are secured to the back of the trim cover
with four screws. Concealed within the housing is the
Fig. 9 Intrusion Transceiver Module
1 - ITM
2 - HEADLINERFig. 10 Intrusion Transceiver Module
1 - TRIM COVER
2 - CONNECTOR RECEPTACLE
3 - HOUSING
4 - SCREW (4)
5 - SERVICE HOLE (2)
6 - LATCH FEATURE (4)
8Q - 14 VEHICLE THEFT SECURITYKJ
HOOD AJAR SWITCH STRIKER (Continued)

electronic circuitry of the ITM which includes a
microprocessor, and an ultrasonic receive transducer.
A molded plastic connector receptacle containing six
terminal pins that is soldered to a small circuit board
and extends through a clearance hole in the left front
corner of the ITM housing, and an ultrasonic trans-
mit transducer housing extends from the center of
the right side of the ITM housing. Both the transmit
transducer on the right side of the module and the
receive transducer on the ITM circuit board are
aimed through two small round holes in the sight
shield of the trim cover. The ITM is connected to the
vehicle electrical system by a dedicated take out and
connector of the overhead wire harness that is inte-
gral to the headliner.
The ITM unit cannot be adjusted or repaired and,
if faulty or damaged, it must be replaced. The ITM is
serviced as a unit with the trim cover.
OPERATION
The microprocessor in the Intrusion Transceiver
Module (ITM) contains the motion sensor logic cir-
cuits and controls all of the features of the premium
version of the Vehicle Theft Alarm (VTA). The ITM
uses On-Board Diagnostics (OBD) and can communi-
cate with other electronic modules in the vehicle as
well as with the DRBIIItscan tool using the Pro-
grammable Communications Interface (PCI) data bus
network. This method of communication is used by
the ITM to communicate with the Body Control Mod-
ule (BCM) and for diagnosis and testing through the
16-way data link connector located on the driver side
lower edge of the instrument panel. The ITM also
communicates with the alarm siren over a dedicated
serial bus circuit.
The ITM microprocessor continuously monitors
inputs from its on-board motion sensor circuitry as
well as inputs from the BCM and the alarm siren
module. The on-board ITM motion sensor circuitry
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 moving 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 indicator is still flashing
rapidly. 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 elec-
tronic message to the BCM over the PCI data bus toflash the exterior lighting and sends an electronic
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 electronic message to the ITM and
the ITM sends an electronic message to the BCM
over the PCI data bus to flash the exterior lighting
and sends an electronic 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 recur for fifty ignition cycles, the ITM will
automatically erase the stored DTC.
The ITM is connected to the vehicle electrical sys-
tem through a dedicated take out and connector of
the overhead wire harness. The ITM receives battery
current on a fused B(+) circuit through a fuse in the
Junction Block (JB), and receives ground through a
ground circuit and take out of the body wire harness.
This ground take out has a single eyelet terminal
connector that is secured by a ground screw to the
base of the left D-pillar behind the quarter trim
panel. 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 conventional diagnos-
tic tools and procedures. However, conventional diag-
nostic methods will not prove conclusive in the
diagnosis of the ITM, the PCI data bus network, or
the electronic message inputs to and outputs from
the ITM. The most reliable, efficient, and accurate
means to diagnose the ITM, the PCI data bus net-
work, and the electronic message inputs to and out-
puts from the ITM requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) While pulling downward lightly on either rear
corner 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 depress and release the two inte-
gral rear latch features of the module from the
mounting bracket above the headliner (Fig. 11).
(3) Pull the ITM trim cover rearward far enough
to disengage the two integral front latch features of
KJVEHICLE THEFT SECURITY 8Q - 15
INTRUSION TRANSCEIVER MODULE (Continued)