Chrysler PT Cruiser. Manual — part 131
NOTE: Electromagnetic (radio) interference
can cause an intermittent system malfunc-
tion. This interference can interrupt commu-
nication
between
the
ignition
key
transponder and the SKIM.
3.3.3
ECM DIAGNOSTIC TROUBLE CODES
IMPORTANT NOTE: Before replacing the ECM
for a failed driver, control circuit or ground circuit,
be sure to check the related component/circuit in-
tegrity for failures not detected due to a double fault
in the circuit. Most ECM driver/control circuit fail-
ures are caused by internal failures to components
(i.e. relays and solenoids) and shorted circuits (i.e.
sensor pull-ups, drivers and ground circuits). These
faults are difficult to detect when a double fault has
occurred and only one DTC has set.
NOTE: If the DRBIII
T
displays faults for
multiple components (i.e. VSS, ECT, Batt
Temp, etc.), identify and check the shared
circuits for possible problems before contin-
uing (i.e. sensor grounds or 5-volt supply
circuits). Refer to the appropriate wiring
diagrams to identify shared circuits.
A/C CLUTCH RELAY CIRCUIT OPEN CIRCUIT
A/C CLUTCH RELAY CIRCUIT SHORT CIRCUIT
ACC PEDAL POSITION SENSOR 1 CKT PLAU-
SIBILITY WITH BRAKE SWITCH
ACC PEDAL POSITION SENSOR 1 CKT SIG-
NAL VOLTAGE TOO HIGH
ACC PEDAL POSITION SENSOR 1 CKT SUP-
PLY VOLTAGE TOO HIGH OR LOW
ACC PEDAL POSITION SENSOR 2 CKT PO-
TENTIOMETER PLAUSIBILITY 1/2
ACC PEDAL POSITION SENSOR 2 CKT SIG-
NAL VOLTAGE TOO HIGH
ACC PEDAL POSITION SENSOR 2 CKT SUP-
PLY VOLTAGE TOO HIGH OR LOW
A/D CONVERTER ERROR 5 VOLT SUPPLY
FAILURE
A/D CONVERTER ERROR GROUND TO APP
FAILURE
A/D CONVERTER ERROR RAM TEST FAILURE
AFTER RUN SHUT OFF ERROR-INJ. POWER-
STAGE
AFTER RUN SHUT OFF ERROR-ZERO QUANTITY
AMBIENT AIR TEMPERATURE CIRCUIT SIG-
NAL VOLTAGE TOO HIGH
AMBIENT AIR TEMPERATURE CIRCUIT SIG-
NAL VOLTAGE TOO LOW
ASD RELAY CONTROL CIRCUIT SHUTS OFF
TOO EARLY
ASD RELAY CONTROL CIRCUIT SHUTS OFF
TOO LATE
BAROMETRIC PRESSURE CIRCUIT SIGNAL
VOLTAGE TOO HIGH
BAROMETRIC PRESSURE CIRCUIT SIGNAL
VOLTAGE TOO LOW
BATTERY SENSE LINE 1 VOLTAGE TOO
HIGH
BATTERY SENSE LINE 1 VOLTAGE TOO LOW
BATTERY SENSE LINE 2 VOLTAGE TOO
HIGH
BATTERY SENSE LINE 2 VOLTAGE TOO LOW
BATTERY TEMP SENSOR CIRCUIT SIGNAL
VOLTAGE TOO HIGH
BATTERY TEMP SENSOR CIRCUIT SIGNAL
VOLTAGE TOO LOW
BOOST PRESSURE SENSOR PLAUSIBILITY
BOOST PRESSURE SENSOR SIGNAL VOLT-
AGE TOO HIGH
BOOST PRESSURE SENSOR SIGNAL VOLT-
AGE TOO LOW
BOOST PRESSURE SENSOR SUPPLY VOLT-
AGE TOO HIGH OR LOW
BRAKE SWITCH SIGNAL CIRCUITS PLAUSI-
BILITY AFTER INIT.
BRAKE SWITCH SIGNAL CIRCUITS PLAUSI-
BILITY WITH REDUNDANT CONTACT
CABIN HEATER RELAY #1 OPEN CIRCUIT
CABIN HEATER RELAY #1 SHORT CIRCUIT
CABIN HEATER RELAY #2 OPEN CIRCUIT
CABIN HEATR RELAY #2 SHORT CIRCUIT
CAPACITOR VOLTAGE 1 VOLTAGE TOO HIGH
CAPACITOR VOLTAGE 1 VOLTAGE TOO LOW
CKP POSITION SENSOR CIRCUIT DYNAMIC
PLAUSIBILITY
CLUTCH UPSTOP SWITCH PERFORMANCE
PLAUSIBILITY
CMP POSITION SENSOR CIRCUIT CMP/CKP
SYNC FAILURE
CMP POSITION SENSOR CIRCUIT DYNAMIC
PLAUSIBILITY
CMP POSITION SENSOR CIRCUIT SIGNAL
FREQUENCY TOO HIGH
CMP POSITION SENSOR CIRCUIT STATIC
PLAUSIBILITY
CYLINDER 1-INJECTOR CIRCUIT CURRENT
DECREASE
CYLINDER 1-INJECTOR CIRCUIT LOAD DROP
CYLINDER 1-INJECTOR CIRCUIT OVERCUR-
RENT HIGH SIDE
CYLINDER 1-INJECTOR CIRCUIT OVERCUR-
RENT LOW SIDE
CYLINDER 2-INJECTOR CIRCUIT CURRENT
DECREASE
CYLINDER 2-INJECTOR
CIRCUIT
LOAD
DROP
CYLINDER 2-INJECTOR CIRCUIT OVERCUR-
RENT HIGH SIDE
CYLINDER 2-INJECTOR CIRCUIT OVERCUR-
RENT LOW SIDE
CYLINDER 3-INJECTOR CIRCUIT CURRENT
DECREASE
4
GENERAL INFORMATION
CYLINDER 3-INJECTOR
CIRCUIT
LOAD
DROP
CYLINDER 3-INJECTOR CIRCUIT OVERCUR-
RENT HIGH SIDE
CYLINDER 3-INJECTOR CIRCUIT OVERCUR-
RENT LOW SIDE
CYLINDER 4-INJECTOR CIRCUIT CURRENT
DECREASE
CYLINDER 4-INJECTOR
CIRCUIT
LOAD
DROP
CYLINDER 4-INJECTOR CIRCUIT OVERCUR-
RENT HIGH SIDE
CYLINDER 4-INJECTOR CIRCUIT OVERCUR-
RENT LOW SIDE
ECM ERROR GATE ARRAY - COMMUNICATION
ECM ERROR GATE ARRAY - QUANTITY STOP
ECM ERROR RECOVERY HAS OCCURRED
ECM ERROR REDUNDANT OVERRUN MONI-
TORING
EEPROM PLAUSIBILITY
CHECKSUM
ER-
ROR
EEPROM PLAUSIBILITY CODE WORD IN-
CORRECT OR MISSING
EEPROM PLAUSIBILITY COMMUNICATION
ERROR
EEPROM PLAUSIBILITY VARIATION NUM-
BER ERROR
EEPROM PLAUSIBILITY VIN CHECKSUM
ERROR
EEPROM PLAUSIBILITY WRITE ERROR
EGR SOLENOID CIRCUIT NEGATIVE DEVIA-
TION
EGR SOLENOID CIRCUIT OPEN CIRCUIT
EGR SOLENOID CIRCUIT SHORT CIRCUIT
ENGINE COOLANT TEMP SENSOR CIRCUIT
SIGNAL VOLTAGE TOO HIGH
ENGINE COOLANT TEMP SENSOR CIRCUIT
SIGNAL VOLTAGE TOO LOW
FAN 1 CONTROL CIRCUIT OPEN CIRCUIT
FAN 1 CONTROL CIRCUIT SHORT CIRCUIT
FAN 2 CONTROL CIRCUIT OPEN CIRCUIT
FAN 2 CONTROL CIRCUIT SHORT CIRCUIT
FUEL PRESS SENSOR CIRCUIT MALF SIG-
NAL VOLTAGE TOO HIGH
FUEL PRESS SENSOR CIRCUIT MALF SIG-
NAL VOLTAGE TOO LOW
FUEL PRESS SENSOR CIRCUIT MALF SUP-
PLY VOLTAGE TOO HIGH OR LOW
FUEL PRESSURE SOLENOID OPEN CIRCUIT
FUEL PRESSURE SOLENOID POWER STAGE
ERROR
FUEL PRESSURE SOLENOID SHORT CIRCUIT
FUEL RAIL PRESSURE MALFUNCTION AC-
TUATOR STICKING
FUEL
RAIL
PRESSURE
MALFUNCTION
LEAKAGE DETECTED
FUEL RAIL PRESSURE MALFUNCTION POSITIVE
DEVIATION AT ENGINE SPEED TOO HIGH
FUEL
RAIL
PRESSURE
MALFUNCTION
PRESSURE TOO HIGH - SHUT OFF
FUEL
RAIL
PRESSURE
MALFUNCTION
PRESSURE TOO LOW
GENERATOR FIELD CONTROL MALF BAT-
TERY VOLTAGE DEVIATION TOO HIGH
GENERATOR FIELD CONTROL MALF BAT-
TERY VOLTAGE DEVIATION TOO LOW
GENERATOR FIELD CONTROL MALF BAT-
TERY VOLTAGE TOO HIGH
GENERATOR FIELD CONTROL MALF BAT-
TERY VOLTAGE TOO LOW
GENERATOR FIELD CONTROL MALF HIGH
GENERATOR CURRENT
GENERATOR FIELD CONTROL MALF OPEN
CIRCUIT
GENERATOR FIELD CONTROL MALF SHORT
CIRCUIT
GENERATOR FIELD CURRENT TOO HIGH
GENERATOR FIELD CURRENT TOO LOW
GLOW PLUG 1 CONTROL CIRCUIT OPEN
CIRCUIT
GLOW PLUG 1 CONTROL CIRCUIT SHORT
CIRCUIT
IGNITION SWITCH PLAUSIBILITY
INJECTOR
CLASSIFICATION
ERROR
CHECKSUM ERROR
INJECTOR
CLASSIFICATION
ERROR
IN-
VALID INJECTOR CLASS
INTAKE AIR TEMPERATURE SENSOR CIR-
CUIT SIGNAL VOLTAGE TOO HIGH
INTAKE AIR TEMPERATURE SENSOR CIR-
CUIT SIGNAL VOLTAGE TOO LOW
INTAKE PORT SWIRL ACTUATOR OPEN CIR-
CUIT
INTAKE PORT SWIRL ACTUATOR SHORT
CIRCUIT
J1850 COMMUNICATION BUS LOST ARBI-
TRATION
J1850 COMMUNICATION BUS RECEIVE TIME-
OUT
J1850 COMMUNICATION BUS SHORT TO
GROUND
J1850 COMMUNICATION BUS SHORT TO
VOLTAGE
J1850 COMMUNICATION BUS SPI ERROR
J1850 COMMUNICATION BUS TRANSMIT
BUFFER OVERRUN
J1850 COMMUNICATION BUS UNAUTHO-
RIZED RESET
LIFT PUMP RELAY CONTROL OPEN CIRCUIT
LIFT PUMP RELAY CONTROL SHORT CIRCUIT
MASS AIR FLOW SENSOR SIGNAL VOLTAGE
TOO HIGH
MASS AIR FLOW SENSOR SIGNAL VOLTAGE
TOO LOW
MASS AIR FLOW SENSOR SUPPLY VOLTAGE
TOO HIGH OR LOW
5
GENERAL INFORMATION
MIL/DIAG LAMP VIA J1850 BUS - IN FRAME
RESPONSE ERROR
MIL/DIAG LAMP VIA J1850 BUS - STATUS
ERROR
S/C SWITCH SIGNAL CIRCUIT PLAUSIBILITY
S/C SWITCH SIGNAL CIRCUIT SIGNAL VOLT-
AGE TOO HIGH
SENSOR REFERENCE VOLTAGE A CKT VOLT-
AGE TOO HIGH
SENSOR REFERENCE VOLTAGE A CKT VOLT-
AGE TOO LOW
SENSOR
REFERENCE
VOLTAGE
B
CKT
VOLTAGE TOO HIGH
SENSOR
REFERENCE
VOLTAGE
B
CKT
VOLTAGE TOO LOW
SKIM SYSTEM INVALID KEY CODE RE-
CEIVED
SKIM SYSTEM INVALID SECRET KEY IN EEPROM
SKIM
SYSTEM
KEY
COMMUNICATION
TIMED OUT
SKIM SYSTEM WRITE ACCESS TO EEPROM
FAILURE
STARTER RELAY CIRCUIT SHORT CIRCUIT
SYSTEM VOLTAGE TOO HIGH
SYSTEM VOLTAGE TOO LOW
TURBOCHARGER
WASTEGATE
SOL
CKT
NEGATIVE DEVIATION
TURBOCHARGER
WASTEGATE
SOL
CKT
OPEN CIRCUIT
TURBOCHARGER
WASTEGATE
SOL
CKT
POSITIVE DEVIATION
TURBOCHARGER
WASTEGATE
SOL
CKT
SHORT CIRCUIT
VEHICLE SPEED SENSOR FREQUENCY TOO
HIGH
VEHICLE SPEED SENSOR PLAUSIBILITY
VEHICLE SPEED SENSOR SIGNAL VOLTAGE
TOO HIGH
VOLTAGE REGULATOR SIGNAL VOLTAGE
TOO HIGH
VOLTAGE REGULATOR SIGNAL VOLTAGE
TOO LOW
3.3.4
SKIM DIAGNOSTIC TROUBLE CODES
ANTENNA FAILURE
COP FAILURE
EEPROM FAILURE
INTERNAL FAULT
PCM STATUS FAILURE
RAM FAILURE
ROLLING CODE FAILURE
SERIAL LINK EXTERNAL FAULT
SERIAL LINK INTERNAL FAULT
STACK OVERFLOW FAILURE
TRANSPONDER COMMUNICATION FAILURE
TRANSPONDER
CRC
(CYCLIC
REDUN-
DANCY CHECK) FAILURE
TRANSPONDER ID MISMATCH
TRANSPONDER RESPONSE MISMATCH
VIN MISMATCH
3.3.5
HANDLING NO TROUBLE CODE
PROBLEMS
After reading Section 3.0 (System Description
and Functional Operation), you should have a bet-
ter understanding of the theory and operation of the
on-board diagnostics and how this relates to the
diagnosis of a vehicle that may have a driveability-
related symptom or complaint. When there are no
trouble codes present, refer to the no trouble code
(*) tests.
3.4
USING THE DRBIII
T
Refer to the DRBIII
t user’s guide for instructions
and assistance with reading the DTCs, erasing the
DTCs, lab scope usage and other DRBIII
t func-
tions.
3.4.1
DRBIII
T DOES NOT POWER UP
If the LEDs do not light or no sound is emitted at
start up, check for loose cable connections or a bad
cable. Check the vehicle battery voltage at data link
connector cavity 16. A minimum of 11.0 volts is
required to adequately power the DRBIII
t. Check
for proper ground connection at data link connector
cavities 4 and 5.
If all connections are proper between the
DRBIII
t and the vehicle or other devices, and the
vehicle battery is fully charged, an inoperative
DRBIII
t may be the result of a faulty cable or
vehicle wiring.
3.4.2
DISPLAY IS NOT VISIBLE
Low temperatures will affect the visibility of the
display. Adjust the contrast to compensate for this
condition.
6
GENERAL INFORMATION
4.0
DISCLAIMERS, SAFETY,
WARNINGS
4.1
DISCLAIMERS
All information, illustrations, and specifications
contained in this manual are based on the latest
information available at the time of publication.
The right is reserved to make changes at any time
without notice.
4.2
SAFETY
4.2.1
TECHNICIAN SAFETY INFORMATION
WARNING: HIGH-PRESSURE FUEL LINES
DELIVER DIESEL FUEL UNDER EXTREME
PRESSURE FROM THE INJECTION PUMP TO
THE FUEL INJECTORS. THIS MAY BE AS
HIGH AS
23,200
PSI
(1600
BAR).
USE
EXTREME
CAUTION
WHEN
INSPECTING
FOR HIGH-PRESSURE FUEL LEAKS. FUEL
UNDER THIS AMOUNT OF PRESSURE CAN
PENETRATE
SKIN
CAUSING
PERSONAL
INJURY
OR
DEATH.
INSPECT
FOR
HIGH-PRESSURE
FUEL
LEAKS
WITH
A
SHEET OF CARDBOARD. WEAR SAFETY
GOGGLES AND ADEQUATE PROTECTIVE
CLOTHING
WHEN
SERVICING
FUEL
SYSTEM.
WARNING: ENGINES PRODUCE CARBON
MONOXIDE THAT IS ODORLESS, CAUSES
SLOWER REACTION TIME, AND CAN LEAD
TO SERIOUS INJURY. WHEN THE ENGINE IS
OPERATING, KEEP SERVICE AREA WELL
VENTILATED OR ATTACH THE VEHICLE
EXHAUST SYSTEM TO THE SHOP EXHAUST
REMOVAL SYSTEM.
Set the parking brake and block the wheels before
testing or repairing the vehicle. It is especially
important to block the wheels on front wheel drive
vehicles; the parking brake does not hold the drive
wheels.
When servicing a vehicle, always wear eye pro-
tection, and remove any metal jewelry such as
watchbands or bracelets that might make electrical
contact.
When diagnosing powertrain system problems, it
is important to follow approved procedures where
applicable. These procedures can be found in the
service manual. Following these procedures is very
important to the safety of the individuals perform-
ing the diagnostic tests.
4.2.2
VEHICLE PREPARATION FOR
TESTING
Make sure the vehicle being tested has a fully
charged battery. If it does not, false diagnostic codes
or error messages may occur.
4.2.3
SERVICING SUB-ASSEMBLIES
Some components of the powertrain system are
intended to be serviced as an assembly only. At-
tempting to remove or repair certain system sub-
components may result in personal injury and/or
improper system operation. Only those components
with approved repair and installation procedures in
the service manual should be serviced.
4.2.4
DRBIII
T SAFETY INFORMATION
WARNING: EXCEEDING THE LIMITS OF THE
DRBIII
T
MULTIMETER IS DANGEROUS. IT
CAN
EXPOSE
YOU
TO
SERIOUS
OR
POSSIBLE
FATAL
INJURY.
CAREFULLY
READ AND UNDERSTAND THE CAUTIONS
AND SPECIFICATION LIMITS.
Follow the vehicle manufacturer’s service specifi-
cations at all times.
•
Do not use the DRBIII
t if it has been damaged.
•
Do not use the test leads if the insulation is
damaged or if metal is exposed.
•
To avoid electrical shock, do not touch the test
leads, tip or the circuit being tested.
•
Choose the proper range and function for the
measurement. Do not try voltage or current mea-
surements that may exceed the rated capacity.
•
Do not exceed the limits shown in the table below:
FUNCTION
INPUT LIMIT
Volts
0-500 peak volts AC
0-500 volts DC
Ohms (Resistance)*
0-1.12 megohms
Frequency Measure
Frequency Generated
0-10 kHz
Temperature
-58 - +1100°F
-50 - +600°C
* Ohms cannot be measured if voltage is present.
Ohms can be measured only in a non-powered
circuit.
•
Voltage between any terminal and ground must
not exceed 500v DC or 500v peak AC.
•
Use caution when measuring voltage above 25v
DC or 25v AC.
•
The circuit being tested must be protected by a 10
amp fuse or circuit breaker.
7
GENERAL INFORMATION
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