Chrysler Town, Dodge Caravan. Manual — part 1115
message to the SKIM. The SKIM compares the
transponder ID message to the available valid key
codes in SKIM memory (8 key maximum at any one
time). After validating the ignition key, the SKIM
sends a PCI Bus message called a seed request to the
ECM, then waits for the ECM response. If the ECM
does not respond, the SKIM will send the seed
request again. After twenty failed attempts, the
SKIM will stop sending the seed request and store a
trouble code in memory. If the ECM sends a seed
response, the SKIM sends a valid/invalid key mes-
sage to the ECM. This is an encrypted message that
is generated using the following:
•
VIN - Vehicle Identification Number.
•
Seed - a random number that is generated by the
ECM at each ignition key cycle.
The VIN and seed are two variables used in the
rolling code algorithm that encrypts the valid/
invalid key message. The ECM uses the rolling code
algorithm to receive, decode and respond to the
valid/invalid key message sent by the SKIM. After
sending the valid/invalid key message, the SKIM
waits 3.5 seconds for an ECM status message from
the ECM. If the ECM does not respond with a valid
key message to the SKIM, a fault is detected and a
code is stored.
The SKIS incorporates a warning lamp located in
the information center. The lamp receives switched
ignition voltage and is hardwired to the body con-
trol module. The SKIS lamp is actuated when the
SKIM sends a PCI Bus message to the body control
module requesting the lamp on, off or flashing. The
body control module then provides the ground for
the lamp.
The SKIM will request lamp operation for the
following:
– bulb check at ignition on
– to alert the vehicle operator to a SKIS malfunc-
tion
– when the SKIM is in customer key programming
mode
For all faults except transponder faults the lamp
remains on steady. In the event of a transponder
fault the lamp will flash at a rate of 1Hz (once per
second). If a fault is present, the lamp will remain
on or flashing for the complete ignition cycle. If a
fault is stored in SKIM memory which prevents the
system from operating properly, the ECM will allow
the engine to start and idle for 2 seconds then stall.
This may occur up to six times. After the sixth
attempt, the ECM prevents the engine from crank-
ing until the fault is corrected.
3.3
DIAGNOSTIC TROUBLE CODES
Each diagnostic trouble code (DTC) is diagnosed
by following a specific procedure. The diagnostic
test procedure contains step-by-step instruction for
determining the cause of the DTC as well as no
trouble code problems. It is not necessary to per-
form all of the tests in this book to diagnose an
individual code.
Always begin diagnosis by reading the DTCs
using the DRBIII
t. This will direct you to the
specific test(s) that must be performed.
3.3.1
HARD CODE
A DTC that comes back within one cycle of the
ignition key is a hard code. This means that the
problem is current every time the ECM/SKIM
checks that circuit or function. Procedures in this
manual verify if the DTC is a hard code at the
beginning of each test. When the fault is not a hard
code, an intermittent test must be performed.
NOTE: If the DRBIII
t displays faults for multiple
components (i.e. ECT, VSS, IAT sensors) identify
and check the shared circuits for possible problems
before continuing (i.e. sensor grounds or 5-volt
supply circuits). Refer to the appropriate schematic
to identify shared circuits.
3.3.2
INTERMITTENT CODE
A DTC that is not current every time the ECM/
SKIM checks the circuit or function is an intermit-
tent code. Most intermittent DTCs are caused by
wiring or connector problems. Problems that come
and go like this are the most difficult to diagnose;
they must be looked for under specific conditions
that cause them. The following checks may assist
you in identifying a possible intermittent problem.
•
Visually inspect the related wire harness connec-
tors. Look for broken, bent, pushed out, or cor-
roded terminals.
•
Visually inspect the related wire harness. Look
for chafed, pierced, or partially broken wire.
•
Refer to hotlines or technical service bulletins
that may apply.
NOTE: Electromagnetic (radio) interference can
cause an intermittent SKIS malfunction. This in-
terference can interrupt communication 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.
3
GENERAL INFORMATION
If the DRBIII
t displays faults for multiple com-
ponents (i.e. VSS, ECT, Batt Temp, etc.), identify
and check the shared circuits for possible problems
before continuing (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 CIR-
CUIT
A/C PRESSURE SENSOR CIRCUIT PLAUSI-
BILITY
A/C PRESSURE SENSOR CIRCUIT SIGNAL
VOLTAGE TOO HIGH
A/C PRESSURE SENSOR CIRCUIT SIGNAL
VOLTAGE TOO LOW
A/C PRESSURE SENSOR CIRCUIT SUPPLY
VOLTAGE TOO HIGH OR LOW
ACC PEDAL POSITION SENSOR 1 CKT PLAU-
SIBILITY
ACC PEDAL POSITION SENSOR 1 CKT PLAU-
SIBILITY WITH BRAKE SWITCH
ACC PEDAL POSITION SENSOR 1 CKT PLAU-
SIBILITY WITH POTENTIOMETER
ACC PEDAL POSITION SENSOR 1 CKT SIG-
NAL VOLTAGE TOO HIGH
ACC PEDAL POSITION SENSOR 1 CKT SIG-
NAL VOLTAGE TOO LOW
ACC PEDAL POSITION SENSOR 1 CKT SUP-
PLY VOLTAGE TOO HIGH OR LOW
AFTER RUN SHUT OFF ERROR-INJ. POWER-
STAGE
AFTER RUN SHUT OFF ERROR-ZERO QUAN-
TITY
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
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
CALCULATED
INJECTOR
VOLTAGE
TOO
HIGH
CALCULATED
INJECTOR
VOLTAGE
TOO
LOW
CAPACITOR VOLTAGE 1 VOLTAGE TOO HIGH
CAPACITOR VOLTAGE 1 VOLTAGE TOO LOW
CKP POSITION SENSOR CIRCUIT OVER-
SPEED RECOGNITION
CLUTCH UPSTOP SWITCH PERF PLAUSIBIL-
ITY
CLUTCH
PEDAL
SW
OVERRIDE
RELAY
SHORT CIRCUIT
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
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 - COMMUNICATION NOT VERI-
FIED
ECM ERROR GATE ARRAY - COMMUNICA-
TION
ECM ERROR GATE ARRAY - QUANTITY STOP
ECM ERROR RECOVERY HAS OCCURRED
ECM ERROR REDUNDANT OVERRUN MONI-
TORING
4
GENERAL INFORMATION
ECM/PCM RELAY CONTROL CIRCUIT SHUTS
OFF TOO EARLY
ECM/PCM RELAY CONTROL CIRCUIT SHUTS
OFF TOO LATE
EEPROM MEMORY WRITE DENIED
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 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 PLAUSIBILITY
IN AFTER-RUN
FUEL PRESSURE SOLENOID SHORT CIR-
CUIT
FUEL
RAIL
PRESSURE
MALFUNCTION
LEAKAGE DETECTED
FUEL
RAIL
PRESSURE
MALFUNCTION
PRESSURE TOO HIGH - SHUT OFF
FUEL
RAIL
PRESSURE
MALFUNCTION
PRESSURE TOO LOW
FUEL RAIL PRESSURE MALFUNCTION SO-
LENOID OPEN
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
CHARGING VOLTS TOO LOW
GENERATOR FIELD CONTROL MALF OPEN
CIRCUIT
GENERATOR FIELD CONTROL MALF SHORT
CIRCUIT
GENERATOR FIELD CONTROL MALF UN-
STABLE CURRENT
GLOW PLUG 1 CONTROL CIRCUIT OPEN
CIRCUIT
GLOW PLUG 1 CONTROL CIRCUIT SHORT
CIRCUIT
IGNITION SWITCH PLAUSIBILITY
INTAKE AIR TEMP SENSOR CIRCUIT SIG-
NAL VOLTAGE TOO HIGH
INTAKE AIR TEMP SENSOR CIRCUIT SIG-
NAL VOLTAGE TOO LOW
LIFT PUMP RELAY CONTROL CIRCUIT OPEN
CIRCUIT
LIFT
PUMP
RELAY
CONTROL
CIRCUIT
SHORT CIRCUIT
MASS AIR FLOW SENSOR PLAUSIBILITY
MASS AIR FLOW SENSOR PLAUSIBILITY
POSITIVE AREA
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
OIL PRESS SENSOR CKT MALF PLAUSIBIL-
ITY
OIL PRESS SENSOR CKT MALF SUPPLY
VOLTAGE TOO HIGH OR LOW
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 EE-
PROM
SKIM
SYSTEM
KEY
COMMUNICATION
TIMED OUT
SKIM SYSTEM SKIM ERROR
SKIM SYSTEM WRITE ACCESS TO EEPROM
FAILURE
STARTER RELAY CIRCUIT SHORT CIRCUIT
SYSTEM VOLTAGE TOO HIGH
SYSTEM VOLTAGE TOO LOW
VEHICLE SPEED SENSOR FREQUENCY TOO
HIGH
VEHICLE SPEED SENSOR HIGH LEVEL DU-
RATION
VEHICLE SPEED SENSOR PLAUSIBILITY
VEHICLE SPEED SENSOR SIGNAL VOLTAGE
TOO HIGH
5
GENERAL INFORMATION
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. For a blank screen, refer to the
appropriate diagnostic manual.
3.4.2
DISPLAY IS NOT VISIBLE
Low temperatures will affect the visibility of the
display. Adjust the contrast to compensate for this
condition.
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.
6
GENERAL INFORMATION
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