2003 JEEP GRAND CHEROKEE Panel

(6) Install and tighten the screw that secures the
seat belt turning loop to the height adjuster. Tighten
the screw to 37 N´m (27 ft. lbs.).
(7) Using hand pressure, press the top of the turn-
ing loop trim cover to snap it onto the height
adjuster and cover the screw that secures the rear
outboard seat belt turning loop to the adjuster on the
upper C-pillar (Fig. 37).
(8) Position the rear outboard seat belt lower
anchor to the rear floor panel.
(9) Install and tighten the screw that secures the
seat belt lower anchor to the rear floor panel.
Tighten the screw to 43 N´m (32 ft. lbs.).
(10) Fold the rear seat cushion back into the seat-
ing position.
REAR SEAT BELT BUCKLE
REMOVAL
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE COR-
RECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Disengage the rear seat cushion latch by pull-
ing upward on the release strap.
(2) Fold the rear seat cushion forward against the
back of the front bucket seat.
(3) Remove the screw that secures the anchor
plate of the rear seat lap belt/buckle unit (right side)
or buckle/buckle unit (left side) to the rear floor
panel (Fig. 39).
NOTE: Vehicles equipped with a three-point center
seat belt have the center seat belt lower anchor
secured to the right buckle anchor plate with a
screw instead of the center lap belt. (Refer to 8 -
ELECTRICAL/RESTRAINTS/REAR CENTER SEAT
BELT & RETRACTOR - REMOVAL).
(4) Remove the rear seat lap belt/buckle unit (right
side) or buckle/buckle unit (left side) from the rear
floor panel.
INSTALLATION
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE COR-
RECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Position the rear seat lap belt/buckle unit
(right side) or buckle/buckle unit (left side) onto the
rear floor panel (Fig. 39). Be certain the locator tab
on the anchor plate is installed in the locator hole
near the mounting hole in the rear floor panel.
(2) Install and tighten the screw that secures the
anchor plate of the rear seat lap belt/buckle unit
(right side) or buckle/buckle unit (left side) to the
rear floor panel. Tighten the screw to 43 N´m (32 ft.
lbs.).
Fig. 39 Rear Seat Lap Belt/Buckle
1 - REAR SEAT LAP BELT/BUCKLE UNIT
2 - REAR SEAT BUCKLE/BUCKLE UNIT
3 - REAR FLOOR PANEL
4 - SCREW
8O - 36 RESTRAINTSWJ
REAR OUTBOARD SEAT BELT & RETRACTOR (Continued)

NOTE: Vehicles equipped with a three-point center
seat belt have the center seat belt lower anchor
secured to the right buckle anchor plate with a
screw instead of the center lap belt. (Refer to 8 -
ELECTRICAL/RESTRAINTS/REAR CENTER SEAT
BELT & RETRACTOR - INSTALLATION).
(3) Fold the rear seat cushion back into the seat-
ing position.
SEAT BELT SWITCH
DESCRIPTION
The seat belt switch for this model is actually a
Hall Effect-type sensor. This sensor consists of a
fixed-position, Hall Effect Integrated Circuit (IC) chip
and a small permanent magnet that are integral to
each front seat belt buckle. The front seat belt buck-
les are each located on a stamped steel stanchion
within a molded plastic scabbard and secured with a
screw to the floor panel transmission tunnel on the
inboard side of each front seat cushion (Fig. 40). Theseat belt switches are connected to the vehicle elec-
trical system through a two-lead pigtail wire and
connector on the seat belt buckle-half, which is con-
nected to a wire harness connector and take out of
the body wire harness on vehicles with manual seat
adjusters, or to a connector and take out of the power
seat wire harness on vehicles with power seat adjust-
ers. A radio noise suppression capacitor is connected
in parallel with the IC where the two pigtail wire
leads connect to the IC pins.
The seat belt switch cannot be adjusted or repaired
and, if faulty or damaged, the entire seat belt buckle-
half unit must be replaced.
OPERATION
The seat belt switches are designed to provide a
status signal to the seat belt switch sense inputs of
the Airbag Control Module (ACM) indicating whether
the front seat belts are fastened. The ACM uses the
seat belt switch inputs as a factor in determining
what level of force with which it should deploy the
multistage driver and passenger airbags. In addition,
the ACM sends electronic messages to the ElectroMe-
chanical Instrument Cluster (EMIC) to control the
seat belt indicator based upon the status of the
driver side front seat belt switch. A spring-loaded
slide with a small window-like opening is integral to
the buckle latch mechanism. When a seat belt tip-
half is inserted and latched into the seat belt buckle,
the slide is pushed downward and the window of the
slide exposes the Hall Effect Integrated Circuit (IC)
chip within the buckle to the field of the permanent
magnet, which induces a current within the chip.
The chip provides this induced current as an output
to the ACM, which monitors the current to determine
the status of the front seat belts. When the seat belt
is unbuckled, the spring-loaded slide moves upward
and shields the IC from the field of the permanent
magnet, causing the output current from the seat
belt switch to be reduced.
The seat belt switch receives a supply current from
the ACM, and the ACM senses the status of the front
seat belts through its pigtail wire connection to the
airbag overlay wire harness. The ACM monitors the
condition of the seat belt switch circuits and will illu-
minate the airbag indicator in the EMIC then store a
Diagnostic Trouble Code (DTC) for any fault that is
detected in either seat belt switch circuit. For proper
diagnosis of the seat belt switches, a DRBIIItscan
tool is required. Refer to the appropriate diagnostic
information.
Fig. 40 Front Seat Belt Buckle
1 - SEAT BELT BUCKLE
2 - SEAT BELT SWITCH PIGTAIL WIRE
3 - SCREW
WJRESTRAINTS 8O - 37
REAR SEAT BELT BUCKLE (Continued)

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) Disconnect and isolate the battery negative
cable. Wait two minutes for the system capacitor to
discharge before further service.
(2) Remove the headliner from the vehicle. (Refer
to 23 - BODY/INTERIOR/HEADLINER - REMOV-
AL).
(3) Disconnect the body wire harness connector for
the side curtain airbag inflator from the inflator con-
nector receptacle (Fig. 44).
(4) Disengage the side curtain airbag rear tether
hook and plastic retainer clip from the slot in the
roof rail near the D-pillar.
(5) Disengage the side curtain airbag front tether
hook and plastic retainer clip from the slot in the
lower A-pillar (Fig. 45).
(6) Disengage the side curtain airbag front tether
plastic retainer from the hole in the upper A-pillar.
Fig. 43 Side Curtain Airbag
1 - NUT (9)
2 - REAR TETHER
3 - SCREW (9)
4 - INFLATOR5 - MANIFOLD
6 - PUSH-IN FASTENER (4)
7 - CHANNEL
8 - FRONT TETHER
8O - 40 RESTRAINTSWJ
SIDE CURTAIN AIRBAG (Continued)

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)

The impact sensor housing has an integral connec-
tor receptacle and two integral mounting ears, each
with a metal sleeve to provide crush protection. A
cavity in the center of the molded black plastic
impact sensor housing contains the electronic cir-
cuitry of the sensor which includes an electronic com-
munication chip and an electronic impact sensor.
Potting material fills the cavity to seal and protect
the internal electronic circuitry and components. The
side impact sensors are each connected to the vehicle
electrical system through a dedicated take out and
connector of the airbag overlay wire harness.
The side impact sensors cannot be repaired or
adjusted and, if damaged or faulty, they must be
replaced.
OPERATION
The side impact sensors are electronic accelerome-
ters that sense the rate of vehicle deceleration, which
provides verification of the direction and severity of
an impact. Each sensor also contains an electronic
communication chip that allows the unit to commu-
nicate the sensor status as well as sensor fault infor-
mation to the microprocessor in the Airbag Control
Module (ACM). The ACM microprocessor continu-
ously monitors all of the passive restraint system
electrical circuits to determine the system readiness.
If the ACM detects a monitored system fault, it sets
a Diagnostic Trouble Code (DTC) and controls the
airbag indicator operation accordingly.
The impact sensors each receive battery current and
ground through dedicated left and right sensor plus
and minus circuits from the ACM. The impact sensors
and the ACM communicate by modulating the voltage
in the sensor plus circuit. The hard wired circuits
between the side impact sensors and the ACM may bediagnosed and tested using conventional diagnostic
tools and procedures. However, conventional diagnos-
tic methods will not prove conclusive in the diagnosis
of the ACM or the impact sensors. The most reliable,
efficient, and accurate means to diagnose the impact
sensors, the ACM, and the electronic message commu-
nication between the sensors and the ACM requires
the use of a DRBIIItscan tool. Refer to the appropri-
ate diagnostic information.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, FRONT IMPACT SENSOR,
SIDE IMPACT SENSOR, SIDE CURTAIN AIRBAG, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY NEGATIVE (GROUND) CABLE, THEN WAIT
TWO MINUTES FOR THE SYSTEM CAPACITOR TO
DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
WARNING: THE SIDE IMPACT SENSOR ENABLES
THE SYSTEM TO DEPLOY THE SIDE CURTAIN AIR-
BAG. NEVER STRIKE OR DROP THE SIDE IMPACT
SENSOR, AS IT CAN DAMAGE THE IMPACT SEN-
SOR OR AFFECT ITS CALIBRATION. IF AN IMPACT
SENSOR IS ACCIDENTALLY DROPPED DURING
SERVICE, THE SENSOR MUST BE SCRAPPED AND
REPLACED WITH A NEW UNIT. FAILURE TO
OBSERVE THIS WARNING COULD RESULT IN ACCI-
DENTAL, INCOMPLETE, OR IMPROPER SIDE CUR-
TAIN AIRBAG DEPLOYMENT AND POSSIBLE
OCCUPANT INJURIES.
(1) Disconnect and isolate the battery negative
cable. Wait two minutes for the system capacitor to
discharge before further service.
(2) Remove the trim from the lower right or left
B-pillar. (Refer to 23 - BODY/INTERIOR/B-PILLAR
LOWER TRIM - REMOVAL).
(3) Disconnect the airbag overlay wire harness
connector for the right or left side impact sensor from
the sensor connector receptacle (Fig. 47).
(4) Remove the two screws that secure the right or
left side impact sensor to the B-pillar.
(5) Remove the side impact sensor from the B-pil-
lar.
Fig. 46 Side Impact Sensor
1 - SENSOR
2 - CONNECTOR RECEPTACLE
WJRESTRAINTS 8O - 43
SIDE IMPACT SENSOR (Continued)

INSTALLATION
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 SUPPLEMENTALRESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
WARNING: THE SIDE IMPACT SENSOR ENABLES
THE SYSTEM TO DEPLOY THE SIDE CURTAIN AIR-
BAG. NEVER STRIKE OR DROP THE SIDE IMPACT
SENSOR, AS IT CAN DAMAGE THE IMPACT SEN-
SOR OR AFFECT ITS CALIBRATION. IF AN IMPACT
SENSOR IS ACCIDENTALLY DROPPED DURING
SERVICE, THE SENSOR MUST BE SCRAPPED AND
REPLACED WITH A NEW UNIT. FAILURE TO
OBSERVE THIS WARNING COULD RESULT IN ACCI-
DENTAL, INCOMPLETE, OR IMPROPER SIDE CUR-
TAIN AIRBAG DEPLOYMENT AND POSSIBLE
OCCUPANT INJURIES.
(1) Position the right or left side impact sensor
onto the B-pillar (Fig. 47).
(2) Install and tighten the two screws that secure
the right or left side impact sensor to the B-pillar.
Tighten the screws to 12 N´m (105 in. lbs.).
(3) Reconnect the airbag overlay wire harness con-
nector for the right or left side impact sensor to the
sensor connector receptacle.
(4) Reinstall the trim onto the lower right or left
B-pillar. (Refer to 23 - BODY/INTERIOR/B-PILLAR
LOWER TRIM - INSTALLATION).
(5) Do not reconnect the battery negative cable at
this time. The supplemental restraint system verifi-
cation test procedure should be performed following
service of any supplemental restraint system compo-
nent. (Refer to 8 - ELECTRICAL/RESTRAINTS -
STANDARD PROCEDURE - VERIFICATION TEST).
Fig. 47 Side Impact Sensor Remove/Install
1 - B-PILLAR
2 - SIDE IMPACT SENSOR
3 - SCREW (2)
4 - WIRE HARNESS CONNECTOR
8O - 44 RESTRAINTSWJ
SIDE IMPACT SENSOR (Continued)

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

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