Dodge Neon / Neon SRT-4. Manual — part 447

Disarming can be accomplished with a RKE un-

lock, turning the ignition on with a valid Sentry key
or unlocking the vehicle with the driver door cylin-
der lock. All of the switches for the VTSS system
can be monitored using the DRBIII

t. The DRBIIIt

is also useful to determine the cause of a customer
complaint of the alarm going off with no apparent
reason.

3.7.2

VEHICLE THEFT SECURITY SYSTEM
(EXPORT ONLY)

When the VTSS is armed, it will monitor the

interior of the vehicle for movement via an intru-
sion sensor (if equipped), the ignition switch status,
ajar switches for the vehicle doors, decklid and
hood. Vehicles without an intrusion sensor will
have a decklid security switch (knockout) which will
also be monitored. If the alarm is tripped, it will
sound the vehicles horn or a battery backed siren
for vehicles equipped with the intrusion sensor,
flash the exterior lamps and the VTSS indicator
located in the instrument cluster.

Arming the system is accomplished by locking the

doors with the door lock switch following a normal
exit sequence of opening the door pressing the
power lock button and closing the door, or by using
either door cylinder lock switch or by pressing the
RKE lock button. After all the doors are closed, the
VTSS indicator will flash quickly for sixteen-
seconds indicating the pre-arm process, after which
it will flash at a slower rate indicating the system is
armed. If during the pre-arm process a door is
opened, the ignition is turned to the Run/Start
position or if the RKE module receives an unlock
request the system will automatically be disarmed.
If the VTSS indicator stays on steady during pre-
arm, it is an indication of the hood ajar circuit being
shorted (hood opened) or the decklid security switch
circuit being open (if equipped). Defeating the in-
trusion sensor feature for vehicles so equipped can
be done by three additional lock request to the RKE
module within 5 seconds.

Disarming is done by either a RKE unlock or

turning the ignition on with a valid Sentry key. All
of the switches for the VTSS system can be moni-
tored using the DRBIII

t. The DRBIIIt is also useful

to determine the cause of a customer complaint of
the alarm going off with no apparent reason.

3.7.3

POWER DOOR LOCKS

3.7.3.1

CENTRAL LOCKING (W/VTSS
ONLY)

This feature allows the customer to lock/unlock

all vehicle doors with the key from the front door
cylinder lock switch. The customer can choose to

program this feature to unlock all doors with one
turn of the key or open the driver door only with the
first turn of the key and open the other doors with
the second turn. Altering the operation of the un-
lock function via the key cylinder switch from one
turn to two turns will also alter the operation of the
RKE transmitter from one press to two presses.

3.7.3.2

ROLLING (AUTOMATIC) DOOR
LOCKS

All vehicle doors are locked automatically once

the vehicle reaches a speed of 15 mph and all doors
are closed. This feature can be also be enabled/
disabled by the customer.

3.7.3.3

DOOR LOCK INHIBIT

This feature disables the door lock command from

the interior door lock switch whenever the driver
door is open and the key is in the ignition. This
prevents the driver from locking the keys in the
ignition when using the power door locks. This
feature is inoperable if the IOD fuse is not installed.

3.7.3.4

POWER DECKLID RELEASE

Electrically releases the decklid upon two presses

of the RKE transmitter decklid release button. This
feature is disabled once the speed of the vehicle is
greater than 5 mph. The decklid can also be re-
leased from the switch in the glove box.

3.7.3.5

PANIC MODE (IF EQUIPPED)

Upon activation of the panic function, the head-

lamps and park lamps flash in an alternating
manner, the horn pulses every second and the
courtesy lamps are turned on. The panic mode
allows normal nightime driving by allowing the
headlamps and park lamps to be on steady when
the headlamp switch is in the on position. Panic
mode is activated immediately by pressing the
panic button once. It does not disarm the VTSS or
unlock the doors. It is canceled by pressing the
button a second time, reaching a vehicle speed
greater than 15 mph or after 3 minutes has elapsed
in panic mode. Once panic mode has been activated
there is a 2-second delay before it will turn off. Once
it is cancelled there is a 2-second delay before it can
be reactivated. This is to avoid the problem of
deactivating and immediate reactivating due to
multiple button presses.

3.8

VEHICLE COMMUNICATION

The Programmable Communication Interface or

PCI Bus is a single wire multiplexed network capa-
ble of supporting binary encoded messages shared
between multiple modules. The PCI bus circuit is

10

GENERAL INFORMATION

identified as D25. The modules are wired in paral-
lel. Connections are made in the harness using
splices. The following modules are used on the PL:

•

Airbag Control Module

•

Left Side Impact Airbag Control Module

•

Right Side Impact Airbag Control Module

•

Controller Antilock Brake

•

Powertrain Control Module

•

Radio (If equipped)

•

CD Changer (If equipped)

•

Compass/Temperature Mirror (If equipped)

•

Remote Keyless Entry Module (If equipped)

•

Sentry Key Immobilizer Module (If equipped)

•

Mechanical Instrument Cluster

Each module provides its own bias and termina-

tion in order to transmit and receive messages. The
bus voltage is at zero volts when no modules are
transmitting and is pulled up to about seven and a
half volts when modules are transmitting.

The bus messages are transmitted at a rate

averaging 10800 bits per second. Since there is only
voltage present when the modules transmit and the
message length is only about 500 milliseconds, it is
ineffective to try and measure the bus activity with
a conventional voltmeter. The preferred method is
to use the DRBIII

t lab scope. The 12v square wave

selection on the 20-volt scale provides a good view of
the bus activity. Voltage on the bus should pulse
between zero and about seven and a half volts.
Refer to the following figure for some typical dis-
plays.

The PCI Bus failure modes are broken down into

two categories. Complete PCI Bus Communication
Failure and individual module no response. Causes
of a complete PCI Bus Communication Failure
include a short to ground or battery on the PCI
circuit. Individual module no response can be
caused by an open circuit at the module, or an open
battery or ground circuit to the affected module.

Symptoms of a complete PCI Bus Communication

Failure would include but are not limited to:

•

All gauges on the EMIC stay at zero

•

All telltales on EMIC illuminate

•

EMIC backlighting at full intensity

•

No response received from any module on the PCI
bus (except PCM)

•

No start (if equipped with Sentry Key Immobi-
lizer)

Symptoms of Individual module failure could

include any one or more of the above. The difference
would be that at least one or more modules would
respond to the DRBIII

t.

Diagnosis starts with symptom identification. If a

complete PCI Bus Communication Failure is sus-

pected, begin by identifying which modules the
vehicle is equipped with and then attempt to get a
response from the modules with the DRBIII

t. If any

modules are responding, the failure is not related to
the total bus, but can be caused by one or more
modules PCI circuit or power supply and ground
circuits. The DRBIII

t may display “BUS +/- SIG-

NALS OPEN” OR “NO RESPONSE” to indicate a
communication problem. These same messages will
be displayed if the vehicle is not equipped with that
particular module. The CCD error message is a
default message used by the DRBIII

t and in no way

indicates whether or not the PCI bus is operational.
The message is only an indication that a module is
either not responding or the vehicle is not equipped.

NOTE: For 2005 model year, some vehicles
will

integrate

the

Transmission

Control

Module and Powertrain Control Module into a
single control module. This new module is
the

Next

Generation

Controller

for

DaimlerChrysler and will be referred to as the
Powertrain

Control

Module

(PCM).

The

Transmission Control Module is part of the
Powertrain Control Module.

Diagnostic procedures and DTC numbers are
some of the changes you will see which
reflect the new combined module technology.
The

PCM

will

have

four

color

coded

connectors

C1

through

C4,

(C1-BLK,

C2-ORANGE, C3-WHITE, C4-GREEN), each
PCM connector will have 38 pins each. Two
new tools are used for probing and repairing
the New PCM connectors. A New tool to
release the pins from the PCM connectors
Miller #3638 is introduced, you must use the
Miller tool #3638 to release the connector
pins or harness and connector damage will
occur.

Also

a

New

tool

for

probing

connectors Miller #8815 is introduced, you
must use the Miller tool #8815 to probe the
PCM pins or harness and connector damage
will occur. There is also a new Verification
test and module replacment procedure for
the PCM.

11

GENERAL INFORMATION

3.9

USING THE DRBIII

T

Refer to the DRBIII

t user’s guide for instructions

and assistance with reading trouble codes, erasing
trouble codes and other DRBIII

t functions.

3.9.1

DRBIII

T ERROR MESSAGES AND

BLANK SCREEN

Under normal operation, the DRBIII

t will dis-

play one of only two error messages:

– User-Requested WARM Boot or User-Requested
COLD Boot
If the DRBIII

t should display any other error

message, record the entire display and call the Star
Center for information and assistance. This is a
sample of such an error message display:

ver: 2.14
date: 26 Jul93
file: key_itf.cc
date: Jul 26 1993
line: 548
err: 0x1
User-Requested COLD Boot

Press MORE to switch between this display

and the application screen.

Press F4 when done noting information.

3.9.2

DRBIII

T DOES NOT POWER UP

If the LED’s 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 (data link
connector cavity 16). A minimum of 11 volts is
required to adequately power the DRBIII

t.

If all connections are proper between the

DRBIII

t and the vehicle or other devices, and the

vehicle battery is fully charged, and inoperative
DRBIII

t may be the result of faulty cable or vehicle

wiring.

3.9.3

DISPLAY IS NOT VISIBLE

Low temperatures will affect the visibility of the

display. Adjust the contrast to compensate for this
condition.

12

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! WHEN OPERATING, ENGINES
PRODUCE AN ODORLESS GAS CALLED
CARBON MONOXIDE. INHALING CARBON
MONOXIDE GAS CAN RESULT IN SLOWER
REACTION

TIMES

AND

CAN

LEAD

TO

PERSONAL INJURY OR DEATH. WHEN THE
ENGINE IS OPERATING, KEEP SERVICE
AREAS 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
rings, watchbands or bracelets that might make an
inadvertent electrical contact.

When diagnosing a body system problem, it is

important to follow approved procedures where
applicable. These procedures can be found in this
General Information Section or in service manual
procedures. Following these procedures is very im-
portant to the safety of individuals performing
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 body system are in-

tended to be serviced as an assembly only. Attempt-
ing 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.

READ ALL DRBIII

T

INSTRUCTIONS BEFORE

USING

THE

MULTIMETER.

FAILURE

TO

FOLLOW

THESE

INSTRUCTIONS

CAN

RESULT IN PERSONAL INJURY OR DEATH.

•

Follow the vehicle manufacturer’s service speci-
fications 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, tips, 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 Measured
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.

•

Use the low current shunt to measure circuits up
to 10A. Use the high current clamp to measure
circuits exceeding 10A.

•

When testing for the presence of voltage or cur-
rent, make sure the meter is functioning cor-
rectly. Take a reading of a known voltage or
current before accepting a zero reading.

•

When measuring current, connect the meter in
series with test lead.

•

Disconnect the live test lead before disconnecting
the common test lead.

13

GENERAL INFORMATION