Dodge Neon / Neon SRT-4. Manual — part 444
The Task Manager Screen shows both a Requested
MIL state and an Actual MIL state. When the MIL is
illuminated upon completion of a test for a good trip,
the Requested MIL state changes to OFF. However,
the MIL remains illuminated until the next key
cycle. (On some vehicles, the MIL will actually turn
OFF during the thirdgood trip) During the key cycle
for the third good trip, the Requested MIL state is
OFF, while the Actual MIL state is ON. After the
next key cycle, the MIL is not illuminated and both
MIL states read OFF.
Diagnostic Trouble Codes (DTCs)
With OBD II, different DTC faults have different
priorities according to regulations. As a result, the
priorities determine MIL illumination and DTC era-
sure. DTCs are entered according to individual prior-
ity. DTCs with a higher priority overwrite lower
priority DTCs.
Priorities
• Priority 0 —Non-emissions related trouble codes.
• Priority 1 — One trip failure of a two trip fault
for non-fuel system and non-misfire. (MIL Off)
• Priority 2 — One trip failure of a two trip fault
for fuel system (rich/lean) or misfire. (MIL Off)
• Priority 3 — Two trip failure for a non-fuel sys-
tem and non-misfire or matured one trip comprehen-
sive component fault. (MIL On)
• Priority 4 — Two trip failure or matured fault
for fuel system (rich/lean) and misfire or one trip cat-
alyst damaging misfire. Catalyst damage misfire is a
2 trip MIL. The MIL flashes on the first trip when
catalyst damage misfire levels are present. (MIL On)
Non-emissions related failures have no priority.
One trip failures of two trip faults have low priority.
Two trip failures or matured faults have higher pri-
ority. One and two trip failures of fuel system and
misfire monitor take precedence over non-fuel system
and non-misfire failures.
DTC Self Erasure
With one trip components or systems, the MIL is
illuminated upon test failure and DTCs are stored.
Two trip monitors are components requiring failure
in two consecutive trips for MIL illumination. Upon
failure of the first test, the Task Manager enters a
maturing code. If the component fails the test for a
second time the code matures and a DTC is set.
After three good trips the MIL is extinguished and
the Task Manager automatically switches the trip
counter to a warm-up cycle counter. DTCs are auto-
matically erased following 40 warm-up cycles if the
component does not fail again.
For misfire and fuel system monitors, the compo-
nent must pass the test under a Similar Conditions
Window in order to record a good trip. A Similar Con-
ditions Window is when engine RPM is within ±375
RPM and load is within ±20% of when the fault
occurred.
NOTE: It is important to understand that a compo-
nent does not have to fail under a similar window of
operation to mature. It must pass the test under a
Similar Conditions Window when it failed to record
a Good Trip for DTC erasure for misfire and fuel
system monitors.
DTCs can be erased anytime with a DRBIII
t.
Erasing the DTC with the DRBIII
t erases all OBD II
information. The DRBIII
t automatically displays a
warning that erasing the DTC will also erase all
OBD II monitor data. This includes all counter infor-
mation for warm-up cycles, trips and Freeze Frame.
Trip Indicator
The Trip is essential for running monitors and
extinguishing the MIL. In OBD II terms, a trip is a
set of vehicle operating conditions that must be met
for a specific monitor to run. All trips begin with a
key cycle.
Good Trip
The Good Trip counters are as follows:
• Global Good Trip
• Fuel System Good Trip
• Misfire Good Trip
• Alternate Good Trip (appears as a Global Good
Trip on DRBIII
t)
• Comprehensive Components
• Major Monitor
• Warm-Up Cycles
Global Good Trip
To increment a Global Good Trip, the Oxygen sen-
sor and Catalyst efficiency monitors must have run
and passed, and 2 minutes of engine run time.
Fuel System Good Trip
To count a good trip (three required) and turn off
the MIL, the following conditions must occur:
• Engine in closed loop
• Operating in Similar Conditions Window
• Short Term multiplied by Long Term less than
threshold
• Less than threshold for a predetermined time
If all of the previous criteria are met, the PCM will
count a good trip (three required) and turn off the
MIL.
Misfire Good Trip
If the following conditions are met the PCM will
count one good trip (three required) in order to turn
off the MIL:
• Operating in Similar Condition Window
• 1000 engine revolutions with no misfire
Alternate Good Trip
25 - 20
ON-BOARD DIAGNOSTICS
PL/SRT-4
TASK MANAGER (Continued)
Alternate Good Trips are used in place of Global
Good Trips for Comprehensive Components and
Major Monitors. If the Task Manager cannot run a
Global Good Trip because a component fault is stop-
ping the monitor from running, it will attempt to
count an Alternate Good Trip.
The Task Manager counts an Alternate Good Trip
for Comprehensive components when the following
conditions are met:
• Two minutes of engine run time, idle or driving
• No other faults occur
The Task Manager counts an Alternate Good Trip
for a Major Monitor when the monitor runs and
passes. Only the Major Monitor that failed needs to
pass to count an Alternate Good Trip.
Warm-Up Cycles
Once the MIL has been extinguished by the Good
Trip Counter, the PCM automatically switches to a
Warm-Up Cycle Counter that can be viewed on the
DRBIII
t. Warm-Up Cycles are used to erase DTCs
and Freeze Frames. Forty Warm-Up cycles must
occur in order for the PCM to self-erase a DTC and
Freeze Frame. A Warm-Up Cycle is defined as fol-
lows:
• Engine coolant temperature must start below
and rise above 160° F
• Engine coolant temperature must rise by 40° F
• No further faults occur
Freeze Frame Data Storage
Once a failure occurs, the Task Manager records
several engine operating conditions and stores it in a
Freeze Frame. The Freeze Frame is considered one
frame of information taken by an on-board data
recorder. When a fault occurs, the PCM stores the
input data from various sensors so that technicians
can determine under what vehicle operating condi-
tions the failure occurred.
The data stored in Freeze Frame is usually
recorded when a system fails the first time for two
trip faults. Freeze Frame data will only be overwrit-
ten by a different fault with a higher priority.
CAUTION: Erasing DTCs, either with the DRBIII
T
; or
by disconnecting the battery, also clears all Freeze
Frame data.
Similar Conditions Window
The Similar Conditions Window displays informa-
tion about engine operation during a monitor. Abso-
lute MAP (engine load) and Engine RPM are stored
in this window when a failure occurs. There are two
different Similar conditions Windows: Fuel System
and Misfire.
FUEL SYSTEM
• Fuel System Similar Conditions Window —
An indicator that ’Absolute MAP When Fuel Sys Fail’
and ’RPM When Fuel Sys Failed’ are all in the same
range when the failure occurred. Indicated by switch-
ing from ’NO’ to ’YES’.
• Absolute MAP When Fuel Sys Fail — The
stored MAP reading at the time of failure. Informs
the user at what engine load the failure occurred.
• Absolute MAP — A live reading of engine load
to aid the user in accessing the Similar Conditions
Window.
• RPM When Fuel Sys Fail — The stored RPM
reading at the time of failure. Informs the user at
what engine RPM the failure occurred.
• Engine RPM — A live reading of engine RPM
to aid the user in accessing the Similar Conditions
Window.
• Adaptive Memory Factor — The PCM utilizes
both Short Term Compensation and Long Term Adap-
tive to calculate the Adaptive Memory Factor for
total fuel correction.
• Upstream O2S Volts — A live reading of the
Oxygen Sensor to indicate its performance. For
example, stuck lean, stuck rich, etc.
• SCW Time in Window (Similar Conditions
Window Time in Window) — A timer used by the
PCM that indicates that, after all Similar Conditions
have been met, if there has been enough good engine
running time in the SCW without failure detected.
This timer is used to increment a Good Trip.
• Fuel System Good Trip Counter — A Trip
Counter used to turn OFF the MIL for Fuel System
DTCs. To increment a Fuel System Good Trip, the
engine must be in the Similar Conditions Window,
Adaptive Memory Factor must be less than cali-
brated threshold and the Adaptive Memory Factor
must stay below that threshold for a calibrated
amount of time.
PL/SRT-4
ON-BOARD DIAGNOSTICS
25 - 21
TASK MANAGER (Continued)
• Test Done This Trip — Indicates that the
monitor has already been run and completed during
the current trip.
MISFIRE
• Same Misfire Warm-Up State — Indicates if
the misfire occurred when the engine was warmed up
(above 160° F).
• In Similar Misfire Window — An indicator
that ’Absolute MAP When Misfire Occurred’ and
’RPM When Misfire Occurred’ are all in the same
range when the failure occurred. Indicated by switch-
ing from ’NO’ to ’YES’.
• Absolute MAP When Misfire Occurred —
The stored MAP reading at the time of failure.
Informs the user at what engine load the failure
occurred.
• Absolute MAP — A live reading of engine load
to aid the user in accessing the Similar Conditions
Window.
• RPM When Misfire Occurred — The stored
RPM reading at the time of failure. Informs the user
at what engine RPM the failure occurred.
• Engine RPM — A live reading of engine RPM
to aid the user in accessing the Similar Conditions
Window.
• Adaptive Memory Factor — The PCM utilizes
both Short Term Compensation and Long Term Adap-
tive to calculate the Adaptive Memory Factor for
total fuel correction.
• 200 Rev Counter — Counts 0–100 720 degree
cycles.
• SCW Cat 200 Rev Counter — Counts when in
similar conditions.
• SCW FTP 1000 Rev Counter — Counts 0–4
when in similar conditions.
• Misfire Good Trip Counter — Counts up to
three to turn OFF the MIL.
25 - 22
ON-BOARD DIAGNOSTICS
PL/SRT-4
TASK MANAGER (Continued)
1.0
INTRODUCTION
The procedures contained in this manual include
all the specifications, instructions and graphics
needed to diagnose 2005 body system problems. The
diagnostics in this manual are based on the failure
condition or symptom being present at the time of
diagnosis.
Please follow the recommendations below when
choosing your diagnostic path.
1. First make sure the DRBIII
t is communicating
with the appropriate modules; i.e., if the
DRBIII
t displays a ‘‘No Response’’ or “Bus +/-
signal open” condition, you must diagnose that
first.
2. Read DTC’s (diagnostic trouble codes) with the
DRBIII
t.
3. If no DTC’s are present, identify the customer
complaint.
4. Once the DTC or customer complaint is identi-
fied, locate the matching test in the Table of
Contents and begin to diagnose the symptom.
All component location views are in Section 8.0. All
connector pinouts are in Section 9.0. All schematics
are in Section 10.0.
An * placed before the symptom description indi-
cates a customer complaint.
When repairs are required, refer to the appropri-
ate service manual for the proper removal and
repair procedure.
Diagnostic procedures change every year. New
diagnostic systems may be added and carryover
systems may be enhanced. READ THIS MANUAL
BEFORE TRYING TO DIAGNOSE A VEHICLE
DIAGNOSTIC TROUBLE CODE. It is recom-
mended that you review the entire manual to be-
come familiar with all the new and changed diag-
nostic procedures.
This book reflects many suggested changes from
readers of past issues. After using this book, if you
have any comments or suggestions, please fill out
the comment form in the back of the book and mail
it back to us.
1.1
SYSTEM COVERAGE
This diagnostic procedures manual covers all
2005 PL NEON vehicles.
1.2
SIX-STEP TROUBLESHOOTING
PROCEDURE
Diagnosis of the body system is done in six basic
steps:
•
verification of complaint
•
verification of any related symptoms
•
symptom analysis
•
problem isolation
•
repair of isolated problem
•
verification of proper operation
2.0
IDENTIFICATION OF
SYSTEM
The vehicle systems that are part of the ‘‘body’’
system are:
•
Airbag System
•
Audio
•
Compass/Temperature Mirror
•
Instrument Cluster
•
Interior Lighting
•
Power Door Locks/Remote Keyless Entry
•
Vehicle Communications
•
Vehicle Theft Security System
3.0
SYSTEM DESCRIPTION AND
FUNCTIONAL OPERATION
The body system on the 2005 PL consists of a
combination of modules that communicate over the
PCI bus (Programmable Communication Interface
multiplex system). Through the PCI bus, informa-
tion about the operation of vehicle components and
circuits is relayed quickly to the appropriate mod-
ule(s). All modules receive all the information trans-
mitted on the bus even though a module may not
require all information to perform it’s function. It
will only respond to messages ‘‘addressed’’ to it
through a binary coding process. This method of
data transmission significantly reduces the com-
plexity of the wiring in the vehicle and the size of
wiring harnesses. All of the information about the
functioning of all the systems is organized, con-
trolled, and communicated by the PCI bus, which is
described in the Vehicle Communication Section of
this general information.
3.1
AIRBAG SYSTEM
The Airbag Control Module (ACM) is bolted to the
floor panel transmission tunnel rearward from the
gear shift selector inside the vehicle. The ACM
mounting bracket is welded to the tunnel and is not
serviced with the ACM. The ACM contains a micro-
processor, the impact sensor, and energy storage
capacitor. The microprocessor contains the airbag
system logic. The ACM system logic includes On-
Board Diagnostics (OBD) capability, and communi-
cates with the instrument cluster circuitry via the
PCI data bus to control the airbag indicator lamp.
1
GENERAL INFORMATION
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