Chrysler Town, Dodge Caravan. Manual — part 84
Refer to the appropriate Powertrain Diagnostic Man-
ual and the DRBIII
t scan tool.
(1) Install PCM module to the mounting bracket.
(2) Install electrical connectors and lock.
(3) Install the splash shield.
(4) Lower vehicle.
(5) Connect the negative battery cable.
(6) Using DRBIII
t scan tool, program mileage and
vehicle identification number (VIN) into PCM. Refer
to the DRBIII
t scan tool and the appropriate Power-
train Diagnostic Manual.
SENTRY KEY IMMOBILIZER
MODULE
DESCRIPTION
The Sentry Key Immobilizer Module (SKIM) con-
tains a Radio Frequency (RF) transceiver and a
microprocessor. The SKIM retains in memory the ID
numbers of any Sentry Key that is programmed to it.
The maximum number of keys that may be pro-
grammed to each module is eight (8). The SKIM also
communicates over the Programmable Communica-
tion Interface (PCI) data bus with the Powertrain
Control Module (PCM), the Body Control Module
(BCM), the Mechanical Instrument Cluster (MIC),
and the DRB III
t scan tool. The SKIM transmits and
receives
RF
signals
through
a
tuned
antenna
enclosed within a molded plastic ring formation that
is integral to the SKIM housing. When the SKIM is
properly
installed
on
the
steering
column,
the
antenna ring fits snugly around the circumference of
the ignition lock cylinder housing. If this ring is not
mounted
properly,
communication
problems
may
arise in the form of transponder-related faults.
For added system security, each SKIM is pro-
grammed with a unique
9Secret Key9 code. This code
is stored in memory and is sent over the PCI bus to
the PCM and to each key that is programmed to
work with the vehicle. The
9Secret Key9 code is there-
fore a common element found in all components of
the Sentry Key Immobilizer System (SKIS). In the
event that a SKIM replacement is required, the
9Secret Key9 code can be restored from the PCM by
following the SKIM replacement procedure found in
the DRB III
t scan tool. Proper completion of this
task will allow the existing ignition keys to be repro-
grammed. Therefore, new keys will NOT be needed.
In the event that the original
9Secret Key9 code can
not be recovered, new ignition keys will be required.
The DRB III
t scan tool will alert the technician if
key replacement is necessary. Another security code,
called a PIN, is used to gain secured access to the
SKIM for service. The SKIM also stores in its mem-
ory the Vehicle Identification Number (VIN), which it
learns through a bus message from the assembly
plant tester. The SKIS scrambles the information
that is communicated between its components in
order to reduce the possibility of unauthorized SKIM
access and/or disabling.
OPERATION
When the ignition switch is moved to the RUN
position, the Sentry Key Immobilizer Module (SKIM)
transmits an Radio Frequency (RF) signal to the
transponder in the ignition key. The SKIM then
waits for a response RF signal from the transponder
in the key. If the response received identifies the key
as valid, the SKIM sends a
9valid key9 message to
the Powertrain Control Module (PCM) over the Pro-
grammable Communication Interface (PCI) data bus.
If the response received identifies the key as invalid
or no response is received from the transponder in
the ignition key, the SKIM sends an
9invalid key9
message to the PCM. The PCM will enable or disable
engine operation based upon the status of the SKIM
messages. It is important to note that the default
condition in the PCM is
9invalid key.9 Therefore, if no
response is received by the PCM, the engine will be
immobilized after two (2) seconds of running.
The SKIM also sends indicator light status mes-
sages to the Mechanical Instrument Cluster (MIC) to
operate the light. This is the method used to turn the
light ON solid or to flash it after the indicator light
test is complete to signify a fault in the SKIS. If the
light comes ON and stays ON solid after the indica-
tor light test, this signifies that the SKIM has
detected a system malfunction and/or that the SKIS
has become inoperative. If the SKIM detects an
invalid key OR a key-related fault exists, the indica-
tor light will flash following the indicator light test.
The SKIM may also request an audible chime if the
customer key programming feature is available and
the procedure is being utilized (Refer to 8 - ELEC-
TRICAL/VEHICLE THEFT SECURITY/TRANSPON-
DER KEY - STANDARD PROCEDURE).
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove Lower Instrument Panel Cover. Refer
to Body, Instrument Panel, Lower Instrument Panel
Cover, Removal.
(3) Remove the steering column upper and lower
shrouds. Refer to Steering, Column, Column Shroud,
Removal.
(4) Disengage the steering column wire harness
from the Sentry Key Immobilizer Module (SKIM).
(5) Remove the one screws securing the SKIM to
the steering column.
8E - 18
ELECTRONIC CONTROL MODULES
RS
POWERTRAIN CONTROL MODULE (Continued)
(6) Rotate the SKIM upwards and then to the side
away from the steering column to slide the SKIM
antenna ring from around the ignition switch lock
cylinder housing.
(7) Remove the SKIM from the vehicle.
INSTALLATION
(1) Slip the SKIM antenna ring around the igni-
tion switch lock cylinder housing. Rotate the SKIM
downwards and then towards the steering column.
(2) Install the one screws securing the SKIM to
the steering column.
(3) Engage the steering column wire harness from
the Sentry Key Immobilizer Module (SKIM).
(4) Install the steering column upper and lower
shrouds. Refer to Steering, Column, Column Shroud,
Installation.
(5) Install the Lower Instrument Panel Cover.
Refer to Body, Instrument Panel, Lower Instrument
Panel Cover, Installation.
(6) Connect the battery negative cable.
SLIDING DOOR CONTROL
MODULE
DESCRIPTION
Vehicles equipped with a power sliding door utilize
a sliding door control module. The sliding door con-
trol module is located behind the sliding door trim
panel in the center of the door, just above the sliding
door motor (Fig. 15). This module controls the opera-
tion of the door through the Programmable Commu-
nication Interface (PCI) J1850 data bus circuit and
the Body Control Module. The sliding door control
module contains software technology which enables it
to detect resistance to door travel and to reverse door
travel in order to avoid damage to the door or to
avoid possible personal injury if the obstruction is a
person. This feature functions in both the opening
and closing cycles. If the power sliding door system
develops any problems the control module will store
and recall Diagnostic Trouble Codes (DTC). The use
of a diagnostic scan tool, such as the DRB III
t is
required to read and troubleshoot these trouble
codes. The sliding door control module can be
reflashed if necessary. Refer to the latest Technical
Service Bulletin (TSB) Information for any updates.
The power door control module is a replaceable
component and cannot be repaired, if found to be
faulty it must be replaced. Consult your Mopar™
parts catalog for a specific part number.
OPERATION
The power sliding door control module serves as
the main computer for the power sliding side door
system. All power door functions are processed
through the power door control module and/or the
vehicles body control module (BCM). At the start of a
power open command, a signal is sent to the BCM
and then to the power door control module via the
J1850 data bus circuit. This signal, generated by any
of the power door command switches, tells the power
door control module to activate a power latch release,
engage the clutch assembly and drive the door into
the full open position. If an obstacle is felt during
this power open cycle, the module will reverse direc-
tion and close the door. This process is also enabled
during a power close cycle. This process will repeat
three times, and if a fourth obstacle is detected, the
door will go into full manual mode. Once the full
open position is obtained, a hold open latch assembly
mounted full open switch tells the control module
that the door has reached the full open position. If
the power sliding door system develops any problems
the control module will store and recall Diagnostic
Trouble Codes (DTC). The use of a diagnostic scan
tool, such as the DRB III
t is required to read and
troubleshoot these trouble codes.
REMOVAL
(1) Disconnect and isolate the negative battery
cable.
Fig. 15 Power Side Door Components
1 - SLIDING DOOR CONTROL MODULE
2 - MODULE RETAINING SCREW
3 - MODULE ELECTRICAL CONNECTORS
4 - DOOR MOTOR ASSEMBLY
5 - FLEX DRIVE ASSEMBLY
6 - DOOR MOTOR RETAINING FASTENERS
7 - DOOR MOTOR ELECTRICAL CONNECTOR
RS
ELECTRONIC CONTROL MODULES
8E - 19
SENTRY KEY IMMOBILIZER MODULE (Continued)
(2) Remove the appropriate door trim panel from
the vehicle. Refer to Body for the procedure.
(3) Remove the weather shield. Refer to Body for
the procedure.
(4) Disconnect the power door control module elec-
trical connectors. Slide the red locking tab out (away
from module) and depress connector retaining tab,
while pulling straight apart.
(5) Remove the control module retaining screw
(Fig. 15).
(6) Remove the module from the vehicle.
INSTALLATION
(1) Position the control module and install the
retaining screw.
(2) Connect the control module electrical connec-
tors. Slide the locking tab into the locked position.
(3) Install the appropriate door trim panel on the
vehicle. Refer to Body for the procedure.
(4) Install the weather shield. Refer to Body for
the procedure.
(5) Connect the negative battery cable.
(6) Using an appropriate scan tool, check and
erase any power door control module diagnostic trou-
ble codes.
(7) Verify power door system operation. Cycle the
power door through one complete open and close
cycle.
TRANSMISSION CONTROL
MODULE
DESCRIPTION
On models equipped with the 2.4L Engine option,
the Transmission Control Module (TCM) is located
behind the left fender and is fastened with three
screws to three clips in the left frame rail forward of
the suspension (Fig. 16). Models equipped with the
3.3/3.8L Engine option utilize a Powertrain Control
Module (PCM) which incorporates TCM functionality.
OPERATION
The TCM is the controlling unit for all electronic
operations of the transaxle. The TCM receives infor-
mation regarding vehicle operation from both direct
and indirect inputs, and selects the operational mode
of the transaxle. Direct inputs are hardwired to, and
used specifically by the TCM. Indirect inputs origi-
nate from other components/modules, and are shared
with the TCM via the J1850 communication bus.
Some examples of direct inputs to the TCM are:
• Battery (B+) voltage
• Ignition “ON” voltage
• Transmission Control Relay (Switched B+)
• Throttle Position Sensor
• Crankshaft Position Sensor (CKP)
• Transmission Range Sensor (TRS)
• Pressure Switches (L/R, 2/4, OD)
• Transmission Temperature Sensor (Integral to
TRS)
• Input Shaft Speed Sensor
• Output Shaft Speed Sensor
Some examples of indirect inputs to the TCM
are:
• Engine/Body Identification
• Manifold Pressure
• Target Idle
• Torque Reduction Confirmation
• Speed Control ON/OFF Switch
• Engine Coolant Temperature
• Ambient/Battery Temperature
• Brake Switch Status
• DRB Communication
Based on the information received from these var-
ious inputs, the TCM determines the appropriate
shift schedule and shift points, depending on the
present operating conditions and driver demand.
This is possible through the control of various direct
and indirect outputs.
Some examples of TCM direct outputs are:
• Transmission Control Relay
• Solenoids (LR/CC, 2/4, OD and UD)
• Vehicle Speed (to PCM)
• Torque Reduction Request (to PCM)
An example of a TCM indirect output is:
• Transmission Temperature (to PCM)
Fig. 16 Transmission Control Module (TCM)
Location
1 - TRANSMISSION CONTROL MODULE (TCM)
8E - 20
ELECTRONIC CONTROL MODULES
RS
SLIDING DOOR CONTROL MODULE (Continued)
In addition to monitoring inputs and controlling
outputs, the TCM has other important responsibili-
ties and functions:
• Storing and maintaining Clutch Volume Indices
(CVI)
• Storing and selecting appropriate Shift Sched-
ules
• System self-diagnostics
• Diagnostic capabilities (with DRB scan tool)
CLUTCH VOLUME INDEX (CVI)
An important function of the TCM is to monitor
Clutch Volume Index (CVI). CVIs represent the vol-
ume of fluid needed to compress a clutch pack.
The TCM monitors gear ratio changes by monitor-
ing the Input and Output Speed Sensors. The Input,
or Turbine Speed Sensor sends an electrical signal to
the TCM that represents input shaft rpm. The Out-
put Speed Sensor provides the TCM with output
shaft speed information.
By comparing the two inputs, the TCM can deter-
mine transaxle gear ratio. This is important to the
CVI calculation because the TCM determines CVIs
by monitoring how long it takes for a gear change to
occur (Fig. 17).
Gear ratios can be determined by using the DRB
Scan Tool and reading the Input/Output Speed Sen-
sor values in the “Monitors” display. Gear ratio can
be obtained by dividing the Input Speed Sensor value
by the Output Speed Sensor value.
For example, if the input shaft is rotating at 1000
rpm and the output shaft is rotating at 500 rpm,
then the TCM can determine that the gear ratio is
2:1. In direct drive (3rd gear), the gear ratio changes
to 1:1. The gear ratio changes as clutches are applied
and released. By monitoring the length of time it
takes for the gear ratio to change following a shift
request, the TCM can determine the volume of fluid
used to apply or release a friction element.
The volume of transmission fluid needed to apply
the friction elements are continuously updated for
adaptive controls. As friction material wears, the vol-
ume of fluid need to apply the element increases.
Certain mechanical problems within the clutch
assemblies (broken return springs, out of position
snap rings, excessive clutch pack clearance, improper
assembly, etc.) can cause inadequate or out-of-range
clutch volumes. Also, defective Input/Output Speed
Sensors and wiring can cause these conditions. The
following chart identifies the appropriate clutch vol-
umes and when they are monitored/updated:
CLUTCH VOLUMES
Clutch
When Updated
Proper Clutch
Volume
Shift Sequence
Oil Temperature
Throttle Angle
L/R
2-1 or 3-1 coast
downshift
> 70°
< 5°
35 to 83
2/4
1-2 shift
> 110°
5 - 54°
20 to 77
OD
2-3 shift
48 to 150
UD
4-3 or 4-2 shift
> 5°
24 to 70
Fig. 17 Example of CVI Calculation
1 - OUTPUT SPEED SENSOR
2 - OUTPUT SHAFT
3 - CLUTCH PACK
4 - SEPARATOR PLATE
5 - FRICTION DISCS
6 - INPUT SHAFT
7 - INPUT SPEED SENSOR
8 - PISTON AND SEAL
RS
ELECTRONIC CONTROL MODULES
8E - 21
TRANSMISSION CONTROL MODULE (Continued)
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