(TM) Jeep Manual de Taller Jeep Grand Cherokee 2011

2011 Jeep Grand Cherokee
2011 ACCESSORIES AND EQUIPMENT Driver Door Module (DDM) - Electrical Diagnostics (DMFL) - Grand Cherokee
Fig. 49: Driver Outside Rearview Mirror C1 & C2 Connector End View
Courtesy of CHRYSLER LLC
1. Disconnect the Driver Outside Rearview Mirror C1 and C2 harness connectors.

2. Using a scan tool, record and erase the Diagnostic Trouble Codes (DTCs).
3. Press and release the Mirror Select switch to select the Driver Outside Rearview Mirror.
4. Operate the Mirror Adjust switch in all directions several times while monitoring the scan tool for
DTCs.
NOTE: After adjusting the mirror in one direction wait at least two seconds
before adjusting the mirror in the opposite direction, as this will allow
time for an active fault to set if present.
NOTE: The scan tool will display several High or Open DTCs when the
connectors are disconnected.
Does the scan tool display: B1D22-11-DRIVER MIRROR HORIZONTAL MOTOR CONTROL -
CIRCUIT SHORT TO GROUND as active?
Yes
 Replace the Driver Door Module in accordance with the Service Information. Refer to
MODULE, DOOR , REMOVAL .
 Perform the BODY VERIFICATION TEST. Refer to STANDARD PROCEDURE .
No
Go To 3.

3. CHECK (P75) DRIVER MIRROR HORIZONTAL DRIVER CIRCUIT FOR A SHORT TO

GROUND
Fig. 50: Checking Driver Mirror Horizontal Driver Circuit For A Short To Ground
1. Turn the ignition off.

2. Measure the resistance between ground and the (P75) Driver Mirror Horizontal Driver circuit in the
Driver Outside Rearview Mirror C2 (Component Side) harness connector.
Is the resistance below 10K Ohms?
Yes
 Repair the short to ground in the (P75) Driver Mirror Horizontal Driver circuit. If the wiring
harness and harness connector are okay, replace the Driver Outside Rearview Mirror in
accordance with the Service Information. Refer to MIRROR, OUTSIDE REARVIEW ,
REMOVAL and MIRROR, OUTSIDE REARVIEW, GLASS , REMOVAL .
No
Go To 4.

4. CHECK (P75) DRIVER MIRROR HORIZONTAL DRIVER CIRCUIT FOR A SHORT TO ONE
OF THE OTHER DRIVER MIRROR DRIVER CIRCUITS
Fig. 51: Checking Driver Mirror Horizontal Driver Circuit For Short To Other Driver Mirror
Driver Circuits
1. Measure the resistance between the (P75) Driver Mirror Horizontal Driver circuit (C2-8) and the
other Driver Mirror Driver circuits in the Driver Outside Rearview Mirror C2 (Component Side)
connector.
Is the resistance below 10.0 Ohms for either measurement?
Yes
 Repair all circuits with a resistance below 10.0 Ohms for a short to the (P75) Driver Mirror
Horizontal Driver circuit. If the wiring harness and connector are okay, replace the Driver
Outside Rearview Mirror in accordance with the Service Information. Refer to MIRROR,
OUTSIDE REARVIEW , REMOVAL and MIRROR, OUTSIDE REARVIEW,
GLASS , REMOVAL .
No
Go To 5.

5. CHECK (P75) DRIVER MIRROR HORIZONTAL DRIVER CIRCUIT FOR A SHORT TO ANY
RETURN OR GROUND CIRCUIT
Fig. 52: Checking Driver Mirror Horizontal Driver Circuit For A Short To Any Return Or Ground
Circuit
1. Measure the resistance between the (P75) Driver Mirror Horizontal Driver circuit (C2-8) and all
Mirror Ground or Return circuits in the Driver Outside Rearview Mirror C1 and C2 (Component
Side) connectors.
Is the resistance below 10K Ohms between the (P75) Driver Mirror Horizontal Driver circuit and
any of the Ground or Return circuits?
Yes
 Repair the (P75) Driver Mirror Horizontal Driver circuit for a short to the Return or Ground
circuit. If the wiring harness and connectors are okay, replace the Driver Outside Rearview
Mirror in accordance with the Service Information. Refer to MIRROR, OUTSIDE
REARVIEW , REMOVAL and MIRROR, OUTSIDE REARVIEW, GLASS ,
REMOVAL .
No
 Inspect the wiring and connectors for damage and repair as necessary. If the wiring and
connectors are okay, replace the Door Module in accordance with the Service Information.
Refer to STANDARD PROCEDURE .
B1D32-11-DRIVER MIRROR HEATER CONTROL - CIRCUIT SHORT TO GROUND

Fig. 53: Driver Door Module Wiring Diagram

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .
WHEN MONITORED:
Continuously.
SET CONDITION:
The Door Module senses a short low on the (C16) Driver Mirror Heater Driver circuit for more than two
seconds with the heater switched on.
POSSIBLE CAUSES
Possible Causes
(C16) DRIVER MIRROR HEATER DRIVER CIRCUIT SHORTED TO GROUND
(C16) DRIVER MIRROR HEATER DRIVER CIRCUIT SHORTED TO ANY DRIVER MIRROR
DRIVER CIRCUIT
(C16) DRIVER MIRROR HEATER DRIVER CIRCUIT SHORTED TO THE (C160) DRIVER
MIRROR HEATER RETURN CIRCUIT
(C16) DRIVER MIRROR HEATER DRIVER CIRCUIT SHORTED TO ANY SENSOR GROUND OR
RETURN CIRCUIT
DRIVER OUTSIDE REARVIEW MIRROR SHORTED
DOOR MODULE
DIAGNOSTIC TEST
1. TEST FOR INTERMITTENT CONDITION

1. Turn the ignition on.
2. Using a scan tool, record and erase Diagnostic Trouble Codes (DTCs).
3. Turn the turn signal on, if equipped with turn signal mirror.
4. Turn the puddle lamps on, if equipped with puddle lamp mirror.
5. Turn the rear defogger on.
DTCs.
Does the scan tool display: B1D32-11-DRIVER MIRROR HEATER CONTROL - CIRCUIT
SHORT TO GROUND as active?
Yes
 Go To 2.
No
 The conditions that caused this code to set are not present at this time. For vehicle's equipped
with folding outside rearview mirrors, repeat test with mirror folded. If DTC is now active,
Go To 2. Otherwise, use the wiring diagram/schematic as a guide and inspect the wiring and
connectors.
2. CHECK (C16) DRIVER MIRROR HEATER DRIVER CIRCUIT FOR A SHORT TO GROUND
Fig. 54: Checking Driver Mirror Heater Driver Circuit For A Short To Ground

2. Disconnect the Driver Outside Rearview Mirror C2 (Component Side) connector from the Door
Module C2 connector.
3. Measure the resistance between ground and the (C16) Driver Mirror Heater Driver circuit at the
Driver Outside Rearview Mirror C2 (Component Side) connector.

Yes
 Repair the (C16) Driver Mirror Heater Driver circuit for a short to ground. If the wiring
harness and connector are okay, replace the Driver Outside Rearview Mirror in accordance
with the Service Information. Refer to MIRROR, OUTSIDE REARVIEW , REMOVAL
and MIRROR, OUTSIDE REARVIEW, GLASS , REMOVAL .
No
Go To 3.

3. CHECK (C16) DRIVER MIRROR HEATER DRIVER CIRCUIT FOR A SHORT TO ANY
DRIVER MIRROR DRIVER CIRCUIT
Fig. 55: Checking Driver Mirror Heater Driver Circuit For A Short To Any Driver Mirror Driver
Circuit
1. Measure the resistance between the (C16) Driver Mirror Heater Driver circuit (C2-4) and each of
the Driver Mirror Driver circuits in the Driver Outside Rearview Mirror C2 (Component Side)
connector.
Is the resistance below 10K Ohms for any measurement?
Yes
 Repair all circuits with a resistance below 10K Ohms for a short to the (C16) Driver Mirror
Heater Driver circuit. If the wiring harness and connector are okay, replace the Driver
GLASS , REMOVAL .
No
Go To 4.

4. CHECK (C16) DRIVER MIRROR HEATER DRIVER CIRCUIT FOR A SHORT TO THE
(C160) DRIVER MIRROR HEATER RETURN CIRCUIT
Fig. 56: Checking Driver Mirror Heater Driver Circuit For A Short To The Driver Mirror Heater
Return Circuit
1. Measure the resistance between the (C16) Driver Mirror Heater Driver circuit and the (C160)
Driver Mirror Heater Return circuit at the Driver Outside Rearview Mirror C2 (Component Side)
connector.
Is the resistance below 3.0 Ohm?
Yes
 Repair the (C16) Driver Mirror Heater Driver circuit for a short to the (C160) Driver Mirror
Heater Return circuit. If the wiring harness and connector are okay, replace the Driver
GLASS , REMOVAL .
No
Go To 5.

5. CHECK (C16) DRIVER MIRROR HEATER DRIVER CIRCUIT FOR A SHORT TO ANY
GROUND OR RETURN CIRCUIT
Fig. 57: Checking Driver Mirror Heater Driver Circuit For A Short To Any Ground Or Return
Circuit
1. Disconnect the Driver Outside Rearview Mirror C1 (Component Side) harness connector.
2. Measure the resistance between the (C16) Driver Mirror Heater Driver circuit (C2-4) and all
Ground and Return circuits in the Driver Outside Rearview Mirror C1 and C2 (Component Side)
connectors.
Is the resistance below 10K Ohms between the (C16) Driver Mirror Heater Driver circuit and any
Ground or Return circuit?
Yes
 Repair the (C16) Driver Mirror Heater Driver circuit for a short to the Ground or Return
circuit. If the wiring harness and connector are okay, replace the Driver Outside Rearview
REMOVAL .
No
Refer to MODULE, DOOR , REMOVAL .
B1D32-15-DRIVER MIRROR HEATER CONTROL - CIRCUIT SHORT TO BATTERY OR OPEN


WHEN MONITORED:
Continuously.
SET CONDITION:
The Door Module senses an open or a short high on the (C16) Driver Mirror Heater Driver circuit for more than
two seconds.
POSSIBLE CAUSES
Possible Causes
(C16) DRIVER MIRROR HEATER DRIVER CIRCUIT SHORTED TO VOLTAGE
(C16) DRIVER MIRROR HEATER DRIVER CIRCUIT OPEN
(C160) DRIVER MIRROR HEATER RETURN CIRCUIT OPEN
(C16) DRIVER MIRROR HEATER DRIVER CIRCUIT SHORTED TO A DRIVER MIRROR
DRIVER CIRCUIT
(C16) DRIVER MIRROR HEATER DRIVER CIRCUIT SHORTED TO THE (P501) DRIVER
MIRROR TURN SIGNAL DRIVER CIRCUIT
(C16) DRIVER MIRROR HEATER DRIVER CIRCUIT SHORTED TO THE (M41) DRIVER
PUDDLE LAMP DRIVER CIRCUIT
(C16) DRIVER MIRROR HEATER DRIVER CIRCUIT SHORTED TO THE (P711) DRIVER BLIND
SPOT SIGNAL DRIVER CIRCUIT
DRIVER OUTSIDE REARVIEW MIRROR
DOOR MODULE
DIAGNOSTIC TEST

DTCs.
Does the scan tool display: B1D32-15-DRIVER MIRROR HEATER CONTROL - CIRCUIT
SHORT TO BATTERY OR OPEN as active?
Yes
 Go To 2.
No
The conditions that caused this code to set are not present at this time. For vehicle's equipped

connectors.
2. CHECK (C16) DRIVER MIRROR HEATER DRIVER CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 59: Checking Driver Mirror Heater Driver Circuit For A Short

4. Measure the voltage of the (C16) Driver Mirror Heater Driver circuit between the Driver Outside
Rearview Mirror C2 (Component Side) connector and ground.
Is there any voltage present?
Yes
 Repair the (C16) Driver Mirror Heater Driver circuit for a short to voltage. If the wiring
No
Go To 3.

3. CHECK (C16) DRIVER MIRROR HEATER DRIVER CIRCUIT AND (C160) DRIVER
MIRROR HEATER RETURN CIRCUIT FOR AN OPEN
Fig. 60: Checking Driver Mirror Heater Driver Circuit For An Open

2. Measure the resistance between the (C16) Driver Mirror Heater Driver circuit and the (C160)
Driver Mirror Heater Return circuit at the Driver Outside Rearview Mirror C2 (Component Side)
connector.
Is the resistance below 10.0 Ohms?
Yes
 Go To 4.
No
Repair the (C16) Driver Mirror Heater Driver circuit or the (C160) Driver Mirror Heater

Return circuit for an open. If the wiring harness and connector are okay, replace the Driver
GLASS , REMOVAL .
4. CHECK (C16) DRIVER MIRROR HEATER DRIVER CIRCUIT FOR A SHORT TO A DRIVER
MIRROR DRIVER CIRCUIT
Fig. 61: Checking Driver Mirror Heater Driver Circuit For A Short To Any Driver Mirror Driver
Circuit
1. Measure the resistance between the (C16) Driver Mirror Heater Driver circuit (C2-4) and each
Driver Mirror Driver circuits in the Driver Outside Rearview Mirror C2 (Component Side)
connector.
Yes
 Repair all circuits with a resistance below 10K Ohms for a short to the (C16) Driver Mirror
Heater Driver circuit. If the wiring harness and connector are okay, replace the Driver
GLASS , REMOVAL .
No
Go To 5.

5. CHECK (C16) DRIVER MIRROR HEATER DRIVER CIRCUIT FOR A SHORT TO (P501)
DRIVER MIRROR TURN SIGNAL DRIVER CIRCUIT
1. Measure the resistance between the (C16) Driver Mirror Heater Driver circuit and the (P501)
Driver Mirror Turn Signal Driver circuit at the Driver Outside Rearview Mirror C2 (Component
Side) connector.
Yes
 Repair the (C16) Driver Mirror Heater Driver circuit for a short to the (P501) Driver Mirror
Turn Signal Driver circuit. If the wiring harness and connector are okay, replace the Driver
GLASS , REMOVAL .
No
Go To 6.

6. CHECK (C16) DRIVER MIRROR HEATER DRIVER CIRCUIT FOR A SHORT TO THE (M41)
DRIVER PUDDLE LAMP DRIVER CIRCUIT
2. Measure the resistance between the (C16) Driver Mirror Heater Driver circuit and the (M41) Driver
Puddle Lamp Driver circuit at the Driver Outside Rearview Mirror C2 and C1 (Component Side)
connectors.
Yes
 Repair the (C16) Driver Mirror Heater Driver circuit for a short to the (M41) Driver Puddle
Lamp Driver circuit. If the wiring harness and connector are okay, replace the Driver Outside
Rearview Mirror in accordance with the Service Information. Refer to MIRROR,
GLASS , REMOVAL .
No
Go To 7.

7. CHECK (C16) DRIVER MIRROR HEATER DRIVER CIRCUIT FOR A SHORT TO THE (P711)
DRIVER BLIND SPOT SIGNAL DRIVER CIRCUIT
Fig. 64: Checking Driver Mirror Heater Driver Circuit For A Short To The Driver Blind Spot
Signal Driver Circuit
1. Measure the resistance between the (C16) Driver Mirror Heater Driver circuit and the (P711)
Driver Blind Spot Signal Driver circuit at the Driver Outside Rearview Mirror C1 and C2
(Component Side) connectors.
Yes
 Repair the (C16) Driver Mirror Heater Driver circuit for a short to the (P711) Driver Blind
Spot Signal Driver circuit. If the wiring harness and connectors are okay, replace the Driver
GLASS , REMOVAL .
No
B1D4A-2A-MEMORY SWITCH INPUT - SIGNAL STUCK IN RANGE

Fig. 65: Memory Seat Switch Circuit Wiring Diagram

WHEN MONITORED:
Continuously.
SET CONDITION:
The Door Module receives a conflicting input from the (G200) Memory Select Switch MUX circuit for more
than 30 seconds.
POSSIBLE CAUSES
Possible Causes
OBJECT HOLDING MEMORY SET SWITCH IN A PUSHED POSITION
SUBSTANCE CAUSING MEMORY SET SWITCH TO GET STUCK IN A PUSHED POSITION
(G200) MEMORY SELECT SWITCH MUX CIRCUIT SHORTED TO GROUND
(G200) MEMORY SELECT SWITCH MUX CIRCUIT SHORTED TO THE (G920) MEMORY
SELECT SWITCH MUX RETURN CIRCUIT
MEMORY SET SWITCH
DOOR MODULE
DIAGNOSTIC TEST
1. INSPECT MEMORY SET SWITCH FOR DAMAGE

2. Inspect the Memory Set switch for damage.
Is the switch damaged?
Yes
 Replace the Memory Set switch in accordance with the Service Information. Refer to
SWITCH, MEMORY , REMOVAL .
No
Go To 2.

2. INSPECT FOR OBJECT OR SUBSTANCE CAUSING MEMORY SET SWITCH TO STAY OR

STICK IN A PUSHED POSITION
1. Inspect the Memory Set switch for anything that would cause it to stay or stick in a pushed
position.
Is anything present that would cause the Memory Set switch to stay or stick in a pushed position?
Yes
 Repair as necessary.
No
Go To 3.


3. Press the Memory Set switch several times in all positions.
4. Cycle the ignition from on to off three times.
5. Turn the ignition on then wait 30 seconds.
6. Using a scan tool, read the Active DTCs.
Does the scan tool display; B1D4A-2A-MEMORY SWITCH INPUT - SIGNAL STUCK IN
RANGE?
Yes
 Go To 4.
No
The conditions that caused this code to set are not present at this time. Verify seat harness is

routed correctly. Using the wiring diagram/schematic as a guide, inspect the wiring and
connectors. Attempt to reproduce condition by adjusting the seat.
4. CHECK MEMORY SET SWITCH FOR A SHORT TO GROUND

Fig. 66: Memory Set Switch Connector End View

1. Using a scan tool, erase the DTCs.

3. Disconnect the Memory Set switch connector.
4. Cycle the ignition three times.
5. Turn the ignition on and then wait 30 seconds.
6. Using a scan tool, read the Active DTCs.
Does the scan tool display; B1D4A-2A-MEMORY SWITCH INPUT - SIGNAL STUCK IN
RANGE?
Yes
 Go To 5.
No
Replace the Memory Set switch in accordance with the Service Information. Refer to

SWITCH, MEMORY , REMOVAL .
5. CHECK (G200) MEMORY SELECT SWITCH MUX CIRCUIT FOR A SHORT TO GROUND
Fig. 67: Checking Memory Select Switch MUX Circuit For Short To Ground

2. Disconnect the Door Module C5 connector.
3. Measure the resistance between ground and the (G200) Memory Select Switch MUX circuit at the
Memory Set switch connector.
Yes
 Repair the (G200) Memory Select Switch MUX circuit for a short to ground.
No
Go To 6.

6. CHECK (G200) MEMORY SELECT SWITCH MUX CIRCUIT FOR A SHORT TO THE (G920)
MEMORY SELECT SWITCH RETURN CIRCUIT
Fig. 68: Checking Memory Select Switch MUX Circuit For Short To Memory Select Switch Return
Circuit
1. Measure the resistance between the (G200) Memory Select Switch MUX circuit and the (G920)
Memory Select Switch Return circuit at the Memory Set switch connector.
Yes
 Repair the (G200) Memory Select Switch MUX circuit for a short to the (G920) Memory
Select Switch return circuit.
No
 Replace the Door Module in accordance with the Service Information. Refer to MODULE,
DOOR , REMOVAL .
B1E64-00-LEFT MIRROR SELECT SWITCH STUCK
WHEN MONITORED:
Continuously.
SET CONDITION:
The Door Module senses the Left Mirror Select switch input for more than 30 seconds.
POSSIBLE CAUSES
Possible Causes
OBJECT HOLDING LEFT MIRROR SELECT SWITCH IN A PUSHED POSITION
SUBSTANCE CAUSING LEFT MIRROR SELECT SWITCH TO GET STUCK IN A PUSHED
POSITION
DRIVER WINDOW/DOOR LOCK SWITCH ASSEMBLY
DIAGNOSTIC TEST
1. INSPECT DRIVER DOOR SWITCH ASSEMBLY FOR DAMAGE
NOTE: Diagnose and repair all LIN Bus related Diagnostic Trouble Codes (DTCs)
before performing this test procedure.

2. Inspect the Driver Door switch assembly for damage.
Is the switch assembly damaged?
Yes
 Replace the Driver Window/Door Lock Switch assembly in accordance with the Service
Information.
No
 Go To 2.
2. INSPECT FOR OBJECT OR SUBSTANCE CAUSING LEFT MIRROR SELECT SWITCH TO

STAY OR STICK IN A PUSHED POSITION
1. Inspect the Left Mirror Select switch for anything that would cause it to stay or stick in a pushed
position.
Is anything present that would cause the Left Mirror Select switch to stay or stick in a pushed
position?
Yes
No
Go To 3.


2. Using a scan tool, record and erase DTCs.
3. Press and release the Left Mirror Select switch several times and then wait 30 seconds.
4. Using a scan tool, read DTCs.
Is the same DTC active?
Yes
Information.
No
 Test complete, the condition or conditions that originally set this DTC are not present at this
time. Using the wiring diagrams as a guide, check all related splices and connectors for signs
of water intrusion, corrosion, pushed out or bent terminals and correct pin tension.
B1E65-00-RIGHT MIRROR SELECT SWITCH STUCK
WHEN MONITORED:
Continuously.
SET CONDITION:
The Door Module senses the Right Mirror Select switch input for more than 30 seconds.
POSSIBLE CAUSES
Possible Causes
OBJECT HOLDING RIGHT MIRROR SELECT SWITCH IN A PUSHED POSITION
SUBSTANCE CAUSING RIGHT MIRROR SELECT SWITCH TO GET STUCK IN A PUSHED
POSITION
DRIVER WINDOW/DOOR LOCK SWITCH ASSEMBLY
DIAGNOSTIC TEST
1. INSPECT DRIVER DOOR SWITCH ASSEMBLY FOR DAMAGE
NOTE: Diagnose and repair all LIN Bus related Diagnostic Trouble Codes (DTCs)
before performing this test procedure.

2. Inspect the Driver Window/Door Lock Switch assembly for damage.
Is the switch assembly damaged?
Yes
Information. Refer to SWITCH, POWER WINDOW , REMOVAL .
No
Go To 2.

2. INSPECT FOR OBJECT OR SUBSTANCE CAUSING RIGHT MIRROR SELECT SWITCH TO

STAY OR STICK IN A PUSHED POSITION
1. Inspect the Right Mirror Select switch for anything that would cause it to stay or stick in a pushed
position.
Is anything present that would cause the Right Mirror Select switch to stay or stick in a pushed
position?
Yes
No
Go To 3.


3. Press and release the Right Mirror Select switch several times and then wait 30 seconds.
4. Using a scan tool, read the DTCs.
Does the scan tool display; B1E65-00-RIGHT MIRROR SELECT SWITCH STUCK as active?
Yes
Information. Refer to SWITCH, POWER WINDOW , REMOVAL .
No
B1E66-11-DRIVER MIRROR FOLD CONTROL CIRCUIT SHORT TO GROUND


WHEN MONITORED:
Continuously.
SET CONDITION:
When one of the Mirror Fold or Unfold driver circuits are shorted to ground for approximately 30 seconds.
POSSIBLE CAUSES
Possible Causes
FOLDING MIRROR DRIVER CIRCUITS SHORTED TO GROUND
DRIVER FOLDING MIRROR ASSEMBLY
DRIVER DOOR MODULE (DDM)
DIAGNOSTIC TEST

2. With the scan tool, erase the DTCs.
5. Operate the Mirror Fold switch in both directions three times.
6. Wait 30 seconds.
7. With the scan tool, read the active DTCs.
Does the scan tool display: B1E66-11-DRIVER MIRROR FOLD CONTROL CIRCUIT SHORT
TO GROUND as active?
Yes
 Go To 2.
No
Test complete, the condition or conditions that originally set this DTC are not present at this

of water intrusion, corrosion, pushed out or bent terminals and poor pin fit. Repair as
necessary.
2. FOLDING MIRROR DRIVER CIRCUITS SHORTED TO GROUND

Fig. 70: Checking Folding Mirror Driver Circuits Shorted To Ground


2. Disconnect the Driver Outside Rearview Mirror C2 (component side) connector at the Drivers
Door Module C2 harness connector.
3. Measure the resistance between ground and each of the Folding Mirror Driver circuits in the Driver
Outside Rearview Mirror C2 (component side) connector.
4. Inspect the wiring and connectors between the mirror and the Drivers Door Module.
Yes
 Repair the (P694) Folding Mirror Fold Driver or the (P691) Folding Mirror Unfold Driver
circuit for a short to ground. If the wiring harness and connector are okay, replace the Driver
GLASS , REMOVAL .
No
Go To 3.

3. MIRROR ASSEMBLY
1. Turn the ignition on
6. Wait 30 seconds.
TO GROUND as active?
Yes
 Replace the Drivers Door Module in accordance with the Service Information. Refer to
STANDARD PROCEDURE .
No
 Replace the Drivers Folding Mirror assembly in accordance with the Service Information.
Refer to MIRROR, OUTSIDE REARVIEW , REMOVAL and MIRROR, OUTSIDE
REARVIEW, GLASS , REMOVAL .
B1E66-15-DRIVER MIRROR FOLD CONTROL CIRCUIT SHORT TO BATTERY OR OPEN


WHEN MONITORED:
Continuously.
SET CONDITION:
When one of the Mirror Fold or Unfold Driver circuits are shorted to battery voltage or the circuit is open for
over 30 seconds.
POSSIBLE CAUSES
Possible Causes
DRIVER POWER FOLDING MIRROR SHORTED TO VOLTAGE
DRIVER POWER FOLDING MIRROR ASSEMBLY
DIAGNOSTIC TEST

TO BATTERY OR OPEN as active?
Yes
 Go To 2.
No

necessary.
2. DRIVER POWER FOLDING MIRROR OPEN

Fig. 72: Checking Driver Power Folding Mirror For Open


2. Disconnect the Driver Outside Rearview Mirror connector at the Drivers Door Module C2 harness
connector.
3. Measure the resistance between the (P694) Folding Mirror Fold Driver and the (P691) Folding
Mirror Unfold Driver circuits in the Driver Outside Rearview Mirror C2 connector.
Yes
 Go To 3.
No
Replace the Drivers Power Folding Mirror Assembly in accordance with the Service

Information. Refer to MIRROR, OUTSIDE REARVIEW , REMOVAL and MIRROR,
OUTSIDE REARVIEW, GLASS , REMOVAL .
3. DRIVER POWER FOLDING MIRROR SHORT TO VOLTAGE
Fig. 73: Driver Power Folding Mirror Short To Voltage


2. Measure the voltage between ground and the (P694) Folding Mirror Fold Driver circuit in the
Driver Outside Rearview Mirror C2 connector.
3. Measure the voltage between ground and the (P691) Folding Mirror Unfold Driver circuit in the
Driver Outside Rearview Mirror C2 connector.
Is there any voltage present in either circuit?
Yes
 Replace the Drivers Power Folding Mirror Assembly in accordance with the Service
No
B210C-16-BATTERY VOLTAGE INPUT - CIRCUIT VOLTAGE BELOW THRESHOLD


WHEN MONITORED:
At all times.
SET CONDITION:
Anytime the module senses voltage input below 8.0 volts for more than four seconds, this code will set.
POSSIBLE CAUSES
POSSIBLE CAUSES
LOW VOLTAGE ENGINE DTC
(A215) FUSED B(+) CIRCUIT HAS HIGH RESISTANCE
(Z917) GROUND CIRCUIT HAS HIGH RESISTANCE
DIAGNOSTIC TEST
1. CHECK ENGINE DTCs

1. With the scan tool, read the Powertrain Control Module DTCs.
Are there any Charging or Battery DTCs present?
No
 Go To 2.
Yes
Refer to DIAGNOSTIC CODE INDEX - 3.0L DIESEL or DIAGNOSTIC CODE


INDEX - NGC and perform the appropriate charging system or battery DTC diagnostic
procedures .
1. With the scan tool, record and erase the DTCs.
2. Start the engine and run for two minutes.
3. With the scan tool, read the active DTCs in the Door Module.
Does the scan tool display: B210C-16-BATTERY VOLTAGE INPUT - CIRCUIT VOLTAGE
BELOW THRESHOLD?
Yes
 Go To 3.
No
3. (A215) FUSED B(+) OR (Z917) GROUND CIRCUITS RESISTED
Fig. 75: Measuring Resistance Of Fused B(+) Or Ground Circuits


2. Disconnect the Driver Door Module C3 connector.
4. Test the (A215) Fused B(+) circuits by connecting a 12-volt test light between the Fused B(+)
circuit and the (Z917) Ground circuits in the door module C3 connector. The test light must
illuminate brightly. Compare the brightness to that of a direct connection to the battery.
Does the test light illuminate brightly?
Yes
No
 Test the (A215) Fused B(+) and the (Z) Ground circuits to determine which one has the high
resistance. Repair the necessary circuit for high resistance.
B210C-17-BATTERY VOLTAGE INPUT - CIRCUIT VOLTAGE ABOVE THRESHOLD


WHEN MONITORED:
At all times.
SET CONDITION:
Anytime the module senses voltage input above 16.0 volts for more than four seconds, this code will set.
POSSIBLE CAUSES
POSSIBLE CAUSES
HIGH VOLTAGE ENGINE DTC
DIAGNOSTIC TEST

1. With the scan tool, read Powertrain Control Module DTCs.
Are there any active Charging or Battery DTCs present?
Yes
 Refer to DIAGNOSTIC CODE INDEX - 3.0L DIESEL or DIAGNOSTIC CODE

procedures .
No
Go To 2.


3. With the scan tool, read the active door module DTCs.
Does the scan tool display: B210C-17-BATTERY VOLTAGE INPUT - CIRCUIT VOLTAGE
ABOVE THRESHOLD?
Yes
No
B21A1-00-ECU RESET/RECOVERY OCCURRED
WHEN MONITORED:
At all times.
SET CONDITION:
Whenever the module detects a power on reset or a reflash, this code will set. This code is for information only.
No repair is necessary.
POSSIBLE CAUSES
POSSIBLE CAUSES
MODULE WAS RE-FLASHED
MODULE WAS RESET
DIAGNOSTIC TEST
This DTC is for information only. At some time the module was re-flashed or was reset during a power on
operation. No repair is necessary.
B21DD-84-SYSTEM VOLTAGE - SIGNAL BELOW ALLOWABLE RANGE
WHEN MONITORED:
At all times.
SET CONDITION:
This is a CAN message that the battery voltage was below 10.0 volts for over four seconds.
POSSIBLE CAUSES
POSSIBLE CAUSES
LOW SYSTEM VOLTAGE
BATTERY OR CHARGING SYSTEM
DIAGNOSTIC TEST

Yes

procedures .
No
 This code is for information only. At some time there was a low battery system voltage.
Check the battery and charging system in accordance with the Service Information.
B21DD-85-SYSTEM VOLTAGE - SIGNAL ABOVE ALLOWABLE RANGE
WHEN MONITORED:
At all times.
SET CONDITION:
This is a CAN message that the system voltage was above 16.0 volts for over four seconds.
POSSIBLE CAUSES
POSSIBLE CAUSES
HIGH BATTERY SYSTEM VOLTAGE
CHARGING SYSTEM
DIAGNOSTIC TEST

Yes

procedures .
No
 This code is a CAN system message for information only. Check the charging system in
accordance with the Service Information.
B2598-54-DOOR MODULE FRONT LEFT - MISSING CALIBRATION
THEORY OF OPERATION
The express up feature is accomplished by the door module sensing the exact position of the window at all
times. This is done by the module reading the counts of the hall sensor located in the window motor. Whenever
the module looses track of the window position, it will not allow the express feature to operate and will set this
DTC.
WHEN MONITORED:
Whenever the window motor is operating.
SET CONDITION:
When the Door Module has lost the parameters for window travel. This code may set anytime the battery or the
door module connector is disconnected.
POSSIBLE CAUSES
Possible Causes
MODULE NOT CALIBRATED
EXPRESS WINDOW SWITCH
NOTE: If there are any other Power Window DTCs, repair them before continuing.
DIAGNOSTIC TEST

2. With the scan tool, record and erase DTCs.
3. Operate the Driver Window switch up and down several times.
4. Wait 30 seconds.
Does the scan tool display B2598-54-DOOR MODULE FRONT LEFT - MISSING
CALIBRATION?
Yes
 Go To 2.
No

of water intrusion, corrosion, pushed out or bent terminals, and correct pin tension.
2. WINDOW MODULE NOT CALIBRATED

1. Activate the window to the full up position and continue to hold the switch for an additional two
seconds.
2. Activate the window to the full down position and continue to hold the switch for an additional two
seconds.
3. Again activate the window to the full up position and continue to hold the switch for an additional
two seconds.
4. Lower the window all the way down then press and release the switch to the express up position.
Did the window move to the full up position?
Yes
 Test complete.
No
Go To 3.

3. EXPRESS WINDOW SWITCH

2. Move the Driver Express Window Switch from the idle position to the up position and then to the
express up position.
Is there two definite detent positions felt?
Yes
 Replace the Driver Door Module in accordance with the service information. Refer to
No
 Replace the Driver Express Window Switch in accordance with the service information.
Refer to SWITCH, POWER WINDOW , REMOVAL .
B2598-96-DOOR MODULE FRONT LEFT - COMPONENT INTERNAL FAILURE
WHEN MONITORED:
At all times.
SET CONDITION:
When the door module senses an internal fault, this code will set.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

3. Operate the Driver Window up and down several times.
4. Wait 30 seconds.
Does the scan tool display: B2598-96-DOOR MODULE FRONT LEFT - COMPONENT
INTERNAL FAILURE?
Yes
DOOR , REMOVAL .
No
 The conditions that caused this code to set are not present at this time. If this code ever
repeats, replace the door module in accordance with the Service Information. Refer to
B2599-54-DOOR MODULE FRONT RIGHT - MISSING CALIBRATION - QUAD/CREW CAB ONLY
THEORY OF OPERATION
This code can set anytime the battery or the door module connector is disconnected.
WHEN MONITORED:
SET CONDITION:
When the Door Module has lost the parameters for window travel.
POSSIBLE CAUSES
Possible Causes
DOOR MODULE FRONT RIGHT (DMFR)
DIAGNOSTIC TEST

3. Operate the Right Window switch up and down several times.
4. Wait 30 seconds.
Does the scan tool display; B2599-54-DOOR MODULE FRONT RIGHT - MISSING
CALIBRATION?
Yes
 Go To 2.
No

1. Operate the window to the full up position and continue to hold the switch for an additional two
seconds.
2. Operate the window to the full down position and continue to hold the switch for an additional two
seconds.
3. Again operate the window to the full up position and continue to hold the switch for an additional
two seconds.
Yes
 Test complete.
No
Go To 3.


2. Move the Right Express Window Switch from the idle position to the up position and then to the
express up position.
Yes
DOOR , REMOVAL .
No
 Replace the Right Express Window Switch in accordance with the Service Information.
B2599-96-DOOR MODULE FRONT RIGHT - COMPONENT INTERNAL FAILURE
WHEN MONITORED:
At all times.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PASSENGER DOOR MODULE (PDM)
DIAGNOSTIC TEST

3. Operate the Passenger Window up and down several times.
4. Wait 30 seconds.
Does the scan tool display B2599-96-DOOR MODULE FRONT RIGHT - COMPONENT
INTERNAL FAILURE ?
Yes
DOOR , REMOVAL .
No
B282E-11-DRIVER PUDDLE LAMP CONTROL - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
Continuously.
SET CONDITION:
The Door Module senses a short low on the (M41) Driver Puddle Lamp Driver circuit for more than two
seconds with the lamp switched on.
POSSIBLE CAUSES
Possible Causes
(M41) DRIVER PUDDLE LAMP DRIVER CIRCUIT SHORTED TO GROUND
(M41) DRIVER PUDDLE LAMP DRIVER CIRCUIT SHORTED TO THE (P69) DRIVER MIRROR
SENSOR GROUND CIRCUIT
(M41) DRIVER PUDDLE LAMP DRIVER CIRCUIT SHORTED TO THE (P713) DRIVER BLIND
SPOT SIGNAL RETURN CIRCUIT
(M41) DRIVER PUDDLE LAMP DRIVER CIRCUIT SHORTED TO A DRIVER MIRROR DRIVER
CIRCUIT
(M41) DRIVER PUDDLE LAMP DRIVER CIRCUIT SHORTED TO THE (C160) DRIVER MIRROR
HEATER RETURN CIRCUIT
TURN SIGNAL/PUDDLE RETURN CIRCUIT
DRIVER OUTSIDE REARVIEW MIRROR SHORTED
DOOR MODULE
DIAGNOSTIC TEST

4. Turn the puddle lamps on.
NOTE: Verify the panel lamps dimmer switch is not in the defeat (off)
position.
5. Turn the rear defogger on, if equipped with heated mirror.

DTCs.
Is the DTC active?
Yes
 Go To 2.
No

connectors.
2. CHECK (M41) DRIVER PUDDLE LAMP DRIVER CIRCUIT FOR A SHORT TO GROUND
Fig. 78: Checking Driver Puddle Lamp Driver Circuit For A Short To Ground

3. Measure the resistance between ground and the (M41) Driver Puddle Lamp Driver circuit at the
Driver Outside Rearview Mirror C1 (Component Side) connector.
Yes
 Repair the (M41) Driver Puddle Lamp Driver circuit for a short to ground. If the wiring
No
Go To 3.

3. CHECK (M41) DRIVER PUDDLE LAMP DRIVER CIRCUIT FOR A SHORT TO THE (P69)
DRIVER MIRROR SENSOR GROUND CIRCUIT
Fig. 79: Checking Driver Puddle Lamp Driver Circuit

1. Measure the resistance between the (M41) Driver Puddle Lamp Driver circuit and the (P69) Driver
Mirror Sensor Ground circuit at the Driver Outside Rearview Mirror C1 (Component Side)
connector.
Yes
 Repair the (M41) Driver Puddle Lamp Driver circuit for a short to the (P69) Driver Mirror
Sensor Ground circuit. If the wiring harness and connector are okay, replace the Driver
GLASS , REMOVAL .
No
Go To 4.

DRIVER BLIND SPOT SIGNAL RETURN CIRCUIT
Fig. 80: Checking Driver Puddle Lamp Driver Circuit For A Short To The Driver Blind Spot
Signal Return Circuit
NOTE: The Ohmmeter positive lead must be connected to the (P713) Driver Blind
Spot Signal Return circuit and the negative lead to the (M41) Driver Puddle
Lamp Driver circuit for the test results to be valid.
1. Measure the resistance between the (M41) Driver Puddle Lamp Driver circuit and the (P713)
Driver Blind Spot Signal Return circuit at the Driver Outside Rearview Mirror C1 (Component
Side) connector.
Is there resistance below 10K Ohms?
Yes
 Repair the (M41) Driver Puddle Lamp Driver circuit for a short to the (P713) Driver Blind
Spot Signal Return circuit. If the wiring harness and connector are okay, replace the Driver
GLASS , REMOVAL .
No
Go To 5.

5. CHECK (M41) DRIVER PUDDLE LAMP DRIVER CIRCUIT SHORTED TO A DRIVER

Fig. 81: Checking Driver Puddle Lamp Driver Circuit Shorted To A Driver Mirror Driver Circuit
2. Measure the resistance between the (M41) Driver Puddle Lamp Driver circuit (C1-1) and each
Driver Mirror Driver circuits in the Driver Outside Rearview Mirror C1 and C2 (Component Side)
connectors.

Yes
 Repair all circuits with a resistance below 10K Ohms for a short to the (M41) Driver Puddle
GLASS , REMOVAL .
No
Go To 6.

DRIVER MIRROR TURN SIGNAL/PUDDLE RETURN CIRCUIT
Fig. 82: Checking Driver Puddle Lamp Driver Circuit For A Short To The Driver Mirror Turn
Signal/Puddle Return Circuit
Driver Mirror Turn Signal/Puddle Return circuit at the Driver Outside Rearview Mirror C1 and C2
Yes
 Repair the (M41) Driver Puddle Lamp Driver circuit for a short to the (P591) Driver Mirror
Turn Signal/Puddle Return circuit. If the wiring harness and connector are okay, replace the
Driver Outside Rearview Mirror in accordance with the Service Information. Refer to
MIRROR, OUTSIDE REARVIEW , REMOVAL and MIRROR, OUTSIDE
No
Inspect the wiring and connectors for damage and repair as necessary. If the wiring and

7. CHECK (M41) DRIVER PUDDLE LAMP DRIVER CIRCUIT FOR A SHORT TO THE (C160)
DRIVER MIRROR HEATER RETURN CIRCUIT
Fig. 83: Checking Driver Puddle Lamp Driver Circuit For A Short To The Driver Mirror Heater
Return Circuit
1. Measure the resistance between the (M41) Driver Puddle Lamp Driver circuit and the (C160)
Driver Mirror Heater Return circuit at the Driver Outside Rearview Mirror C1 and C2 (Component
Side) connectors.
Yes
 Repair (M41) Driver Puddle Lamp Driver for a short to the (C160) Driver Mirror Heater
Return circuit. If the wiring harness and connector are okay, replace the Driver Outside
GLASS , REMOVAL .
No
B282E-15-DRIVER PUDDLE LAMP CONTROL - CIRCUIT SHORT TO BATTERY OR OPEN


WHEN MONITORED:
Continuously.
SET CONDITION:
The Door Module senses a short high or an open on the (M41) Driver Puddle Lamp Driver circuit for more than
two seconds with the lamp switched on.
POSSIBLE CAUSES
Possible Causes
(M41) DRIVER PUDDLE LAMP DRIVER CIRCUIT SHORTED TO VOLTAGE
(M41) DRIVER PUDDLE LAMP DRIVER CIRCUIT OPEN
(P591) DRIVER MIRROR TURN SIGNAL/PUDDLE RETURN CIRCUIT OPEN
(M41) DRIVER PUDDLE LAMP DRIVER CIRCUIT SHORTED TO A DRIVER MIRROR DRIVER
CIRCUIT
(M41) DRIVER PUDDLE LAMP DRIVER CIRCUIT SHORTED TO THE (C16) DRIVER MIRROR
HEATER DRIVER CIRCUIT
TURN SIGNAL DRIVER CIRCUIT
(M41) DRIVER PUDDLE LAMP DRIVER CIRCUIT SHORTED TO THE (P713) DRIVER BLIND
SPOT DRIVER CIRCUIT
DRIVER OUTSIDE REARVIEW MIRROR
DOOR MODULE
DIAGNOSTIC TEST

position.

DTCs.
Does the scan tool display as active: B282E-15-DRIVER PUDDLE LAMP CONTROL - CIRCUIT
SHORT TO BATTERY OR OPEN?
Yes
 Go To 2.
No

Go To 2. Otherwise, using the wiring diagrams as a guide, check all related splices and
connectors for signs of water intrusion, corrosion, pushed out or bent terminals and poor pin
fit.
2. CHECK (M41) DRIVER PUDDLE LAMP DRIVER CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 85: Checking Driver Puddle Lamp Driver Circuit For A Short To Voltage

2. Disconnect Driver Outside Rearview Mirror C1 (Component Side) connector from the Door
4. Measure the voltage of the (M41) Driver Puddle Lamp Driver circuit between the Driver Outside
Rearview Mirror C1 (Component Side) connector and ground.
Yes
 Repair the (M41) Driver Puddle Lamp Driver circuit for a short to voltage. If the wiring
No
Go To 3.

3. CHECK (M41) DRIVER PUDDLE LAMP DRIVER CIRCUIT AND (P591) DRIVER MIRROR
TURN SIGNAL/PUDDLE LAMP RETURN CIRCUIT FOR AN OPEN
Fig. 86: Checking Driver Puddle Lamp Driver Circuit And Driver Mirror Turn Signal/Puddle
Lamp Return Circuit For An Open

NOTE: The Ohmmeter positive lead must be connected to the (M41) Driver
Puddle Lamp Driver circuit and the negative lead to the (P591) Driver
Mirror Turn Signal/Puddle Lamp Return circuit for the test results to
be valid.
Driver Mirror Turn Signal/Puddle Lamp Return circuit at the Driver Outside Rearview Mirror C1
& C2 (Component Side) connector.
Is the resistance above 1000 Ohms?
Yes
 Repair the (M41) Driver Puddle Lamp Driver circuit or the (P591) Driver Mirror Turn
Signal/Puddle Lamp Return circuit for an open. If the wiring harness and connector are okay,
replace the Driver Outside Rearview Mirror in accordance with the Service Information.
No
Go To 4.

4. CHECK (M41) DRIVER PUDDLE LAMP DRIVER CIRCUIT FOR A SHORT TO A DRIVER
Fig. 87: Checking Driver Puddle Lamp Driver Circuit Shorted To A Driver Mirror Driver Circuit
1. Measure the resistance between the (M41) Driver Puddle Lamp Driver circuit and each of the
Driver Mirror Driver circuits
Yes
GLASS , REMOVAL .
No
Go To 5.

5. CHECK (M41) DRIVER PUDDLE LAMP DRIVER CIRCUIT FOR A SHORT TO THE (C16)
DRIVER MIRROR HEATER DRIVER CIRCUIT OR TO THE (P501) DRIVER MIRROR TURN
SIGNAL DRIVER CIRCUIT
Fig. 88: Checking Driver Puddle Lamp Driver Circuit For A Short To The Driver Mirror Heater
Driver Circuit Or To The Driver Mirror Turn Signal Driver Circuit
1. For Heated Mirror, measure the resistance between the (M41) Driver Puddle Lamp Driver circuit
and the (C16) Driver Mirror Heater Driver circuit at the Driver Outside Rearview Mirror C1 and
C2 (Component Side) connectors.
2. For Turn Signal Mirror, measure the resistance between the (M41) Driver Puddle Lamp Driver
circuit and the (P501) Driver Mirror Turn Signal Driver circuit at the Driver Outside Rearview
Mirror C1 and C2 (Component Side) connectors.
Is the resistance below 10K Ohms for either measurement?
Yes
GLASS , REMOVAL .
No
Go To 6.

DRIVER BLIND SPOT DRIVER CIRCUIT
Fig. 89: Checking Driver Puddle Lamp Driver Circuit For A Short To The Driver Blind Spot
Driver Circuit
Driver Blind Spot Signal Driver circuit at the Driver Outside Rearview Mirror C1 (Component
Side) connector.
Yes
 Repair the short between the (M41) Driver Puddle Lamp Driver circuit and the (P711) Driver
Blind Spot Signal Driver circuit. If the wiring harness and connector are okay, replace the
Driver Outside Rearview Mirror in accordance with the Service Information. Refer to
No
B2830-11-DRIVER BLIND SPOT WARNING LIGHT CONTROL-CIRCUIT SHORT TO GROUND


WHEN MONITORED:
Continuously with the ignition in the run position.
SET CONDITION:
When the Driver Blind Spot Indicator circuit senses that the voltage is below 4.0 volts for over 155 ms., this
code will set.
POSSIBLE CAUSES
Possible Causes
DRIVER MIRROR ASSEMBLY
DIAGNOSTIC TEST

2. With the scan tool, erase all DTCs.
Does the scan tool display: B2830-11-DRIVER BLIND SPOT WARNING LIGHT CONTROL-
CIRCUIT SHORT TO GROUND as Active?
Yes
 Go To 2.
No

time. Using the wiring diagrams as a guide, check all relate splices and connectors for signs
of water intrusion, corrosion, pushed out or bent terminals and correct pin tension. Repair as
necessary.
2. INSPECT MIRROR CONNECTIONS

Fig. 91: C1 Driver Door Module Connector End View


2. Disconnect the Driver Door Module C1 harness connector.
Were there any problems found?
Yes
No
Go To 3.

3. MIRROR ASSEMBLY
5. Make sure the DDM C1 connector is still disconnected.
Does the scan tool display: B2830-15-DRIVER BLIND SPOT WARNING LIGHT CONTROL-
CIRCUIT SHORT TO BATTERY OR OPEN as Active?
Yes
 Replace the Driver Mirror Assembly in accordance with the Service Information. Refer to
No
B2830-DRIVER BLIND SPOT WARNING INDICATOR CONTROL-CIRCUIT SHORT TO

BATTERY OR OPEN

WHEN MONITORED:
Continuously.
SET CONDITION:
When the Driver Blind Spot Indicator circuit senses high voltage or an open circuit for over 55 ms., this code
will set.
POSSIBLE CAUSES
Possible Causes
DRIVER MIRROR ASSEMBLY
DIAGNOSTIC TEST

5. With the scan tool, read the DTCs.
Does the scan tool display active: B2830-DRIVER BLIND SPOT WARNING INDICATOR
CONTROL-CIRCUIT SHORT TO BATTERY OR OPEN?
Yes
 Go To 2.
No

necessary.

Fig. 93: C1 Driver Door Module Connector End View


2. Disconnect the Drivers Door Module C1 harness connector.
Yes
No
Go To 3.

3. MIRROR ASSEMBLY
Fig. 94: Measuring Resistance Between Driver Blind Spot Indicator Return Circuit & Blind Spot
Indicator Driver Circuit In Harness Connector
1. Measure the resistance between the (P713) Driver Blind Spot Indicator Return circuit and the
(P711) Driver Blind Spot Indicator Driver circuit in the DDM C1 connector.
Is the resistance between 550.0 and 650.0 Ohms?
Yes
No
 Replace the Driver Mirror Assembly in accordance with the Service Information. Refer to
U0010-00-CAN INTERIOR BUS
WHEN MONITORED:
Continuously when the ignition is on.
Battery voltage between 10 and 16 volts.
Ignition Off Draw (IOD) fuse installed.
SET CONDITION:
The Totally Integrated Power Module (TIPM) detects a short to ground on the CAN Interior Bus (125K) (+)
circuit or a short to voltage on the CAN Interior Bus (125K) (-) circuit.
POSSIBLE CAUSES
Possible Causes
(D265) CAN INTERIOR BUS(+) (125k) CIRCUIT SHORTED TO VOLTAGE
(D264) CAN INTERIOR BUS(-) (125k) CIRCUIT SHORTED TO GROUND
(D264) CAN INTERIOR BUS(-) (125k) CIRCUIT SHORTED TO THE (D265) CAN INTERIOR BUS
(+) (125k) CIRCUIT
TOTALLY INTEGRATED POWER MODULE (TIPM)
ANY CAN INTERIOR BUS MODULE
DIAGNOSTIC TEST
1. VERIFY DTC IS ACTIVE

NOTE: Make sure the IOD fuse is installed and the battery is fully charged before
proceeding.

Does the scan tool display; U0010-00-CAN INTERIOR BUS as active?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the U0010-CAN Interior Bus
diagnostic procedure.
No
 Refer to DIAGNOSIS AND TESTING and perform the Stored Lost Communication DTCs
U0037-11-LIN BUS - CIRCUIT SHORT TO GROUND

Fig. 95: LIN Bus Wiring Diagram

WHEN MONITORED:
SET CONDITION:
The module detects a short to ground on the LIN Bus circuit.
POSSIBLE CAUSES
Possible Causes
(D903) LIN BUS CIRCUIT SHORTED TO GROUND
(D903) LIN BUS CIRCUIT SHORTED TO THE (D501) LIN BUS RETURN CIRCUIT
DRIVER WINDOW/DOOR LOCK SWITCH
DIAGNOSTIC TEST

3. Cycle the ignition off and on three times.
4. Operate the front power windows up and down several times.
Does the scan tool display as active: U0037-11-LIN BUS - CIRCUIT SHORT TO GROUND?
Yes
 Go To 2.
No
Refer to DIAGNOSIS AND TESTING and perform the Stored Lost Communication DTCs

2. CHECK THE LIN BUS CIRCUIT
Fig. 96: Checking The LIN Bus Circuit


2. Disconnect the Driver Window/Door Lock Switch harness connector.
4. Measure the voltage between the (D903) LIN Bus circuit and the (D501) LIN Bus Return circuit.
Is the voltage below 7.0 Volts?
Yes
 Go To 3.
No
Replace the Driver Window/Door Lock Switch in accordance with the Service Information.
3. (D903) LIN BUS CIRCUIT SHORTED TO GROUND
Fig. 97: Checking LIN Bus Circuit Shorted To Ground


3. Measure the resistance between ground and the (D903) LIN Bus circuit in the Door Module C5
harness connector.

Yes
 Repair the short to ground in the (D903) LIN Bus circuit.

No
Go To 4.

4. (D903) LIN BUS CIRCUIT SHORTED TO THE (D501) LIN BUS RETURN CIRCUIT
Fig. 98: Checking LIN Bus Circuit For A Short To Return Circuit
1. Measure the resistance between the (D903) LIN Bus circuit and the (D501) LIN Bus Return circuit
in the Door Module C5 harness connector.

Yes
 Repair the (D903) LIN Bus circuit for a short to the (D501) LIN Bus Return circuit.
No
U0141-00-LOST COMMUNICATION WITH IPM (FCM/TIPM)
WHEN MONITORED:
Totally Integrated Power Module (TIPM) is configured correctly.
SET CONDITION:
Bus messages not received from the Totally Integrated Power Module (TIPM) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
TOTALLY INTEGRATED POWER MODULE (TIPM) POWER AND GROUND
TIPM NOT CONFIGURED CORRECTLY
MODULE THAT SET THIS DTC
DIAGNOSTIC TEST
proceeding.

2. With the scan tool, read active DTCs.
Is this DTC active?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the U0141-Lost Communication with
IPM (FCM/TIPM) diagnostic procedure.
No
U0155-00-LOST COMMUNICATION WITH CLUSTER/CCN
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Instrument Cluster (CCN) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
INSTRUMENT CLUSTER POWER AND GROUND
INSTRUMENT CLUSTER (CCN)
DIAGNOSTIC TEST

proceeding.

Is this DTC active?
Yes
Cluster/CCN diagnostic procedure.
No
U0164-00-LOST COMMUNICATION WITH HVAC CONTROL MODULE
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the HVAC Control Module for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
DTCS RELATED TO BATTERY VOLTAGE, IGNITION, OR VIN MESSAGES
HVAC POWER AND GROUND
HVAC CONTROL MODULE
MODULE THAT SET THE DTC
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
HVAC Control Module.
No
U0203-00-LOST COMMUNICATION WITH DOOR MODULE FRONT LEFT
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Left Front Door Module (DMFL) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
DOOR MODULE POWER AND GROUND
LEFT FRONT DOOR MODULE
CONTROL MODULE THAT SET THE DTC
DIAGNOSTIC TEST
proceeding.

Does the scan tool display: U0203-00-LOST COMMUNICATION WITH DOOR MODULE
FRONT LEFT as active?
Yes
Door Module Front Left diagnostic procedure.
No
U0204-00-LOST COMMUNICATION WITH DOOR MODULE FRONT RIGHT
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Right Front Door Module (DMFR) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes

RIGHT FRONT DOOR MODULE
DIAGNOSTIC TEST
proceeding.

Does the scan tool display; U0204-00-LOST COMMUNICATION WITH DOOR MODULE
FRONT RIGHT as active?
Yes
Door Module Front Right diagnostic procedure.
No
U0209-00-LOST COMMUNICATION WITH MEMORY SEAT CONTROL MODULE
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Memory Seat Module for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
MEMORY SEAT MODULE POWER AND GROUND
MEMORY SEAT MODULE
DIAGNOSTIC TEST
proceeding.

Does the scan tool display; U0209-00-LOST COMMUNICATION WITH MEMORY SEAT
CONTROL MODULE as active?
Yes
Memory Seat Control Module diagnostic procedure.
No
U0232-00-LOST COMMUNICATION WITH BLIND SPOT DETECTION MODULE
WHEN MONITORED:

SET CONDITION:
Bus messages not received from the Blind Spot Detection Module for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
CAN B BUS CIRCUITS OPEN OR SHORTED
BLIND SPOT DETECTION MODULE POWER AND GROUND
BLIND SPOT DETECTION MODULE
DIAGNOSTIC TEST
1. VERIFY THE DIAGNOSTIC TROUBLE CODE (DTC) IS ACTIVE
proceeding.

Does the scan tool display: U0232-00-LOST COMMUNICATION WITH BLIND SPOT
DETECTION MODULE as active?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the U0232-00 Lost Communication
with Blind Spot Detection Module diagnostic procedure.
No
 . Refer to DIAGNOSIS AND TESTING and perform the Stored Lost Communication
DTCs diagnostic procedure.
U113D-LOST COMMUNICATION WITH MASTER POWER WINDOW SWITCH

Fig. 99: LIN Bus Wiring Diagram

WHEN MONITORED:
Whenever the module is awake.
SET CONDITION:
When the driver door module has lost communication with the Driver Window/Door Lock Switch.
POSSIBLE CAUSES
Possible Causes
FUSE M26 IN THE TIPM OPEN
(A855) FUSED B(+) CIRCUIT OPEN
(D903) LIN BUS CIRCUIT SHORTED TO VOLTAGE
(D903) LIN BUS CIRCUIT OPEN
(D501) LIN BUS RETURN CIRCUIT OPEN
DRIVER WINDOW/DOOR LOCK SWITCH
DIAGNOSTIC TEST
NOTE: Make sure the battery is fully charged before proceeding.

3. Operate the Front Window switches up and down several times.
4. Wait 30 seconds.
5. With the scan tool, read the Active DTCs.
Does the scan tool display; U113D-LOST COMMUNICATION WITH MASTER POWER
WINDOW SWITCH?
Yes
 Go To 2.
No
2. (A855) FUSED B(+) CIRCUIT OPEN
Fig. 100: Checking Fused B(+) Circuit For Open

NOTE: Make sure Fuse M26 in the TIPM is good before proceeding.

3. Disconnect the Driver Window/Door Lock Switch harness connector.
5. Using a 12-volt test light connected to Ground, check the (A855) Fused B(+) circuit.

Yes
 Go To 3.
No
Repair the open in the (A855) Fused B(+) circuit. If the fuse is open, make sure to check for

a short to ground.
3. CHECK THE LIN BUS CIRCUIT
Fig. 101: Checking The LIN Bus Circuit

1. Measure the voltage between the (D903) LIN Bus circuit and the (D501) LIN Bus Return circuit.
Is the voltage below 7.0 Volts?
Yes
 Go To 5.
No
Go To 4.

4. (D903) LIN BUS CIRCUIT SHORTED TO VOLTAGE
Fig. 102: Checking LIN Bus Circuit Shorted To Voltage



4. Measure the voltage between ground and the (D903) LIN Bus circuit.
Yes
 Repair the short to voltage in the (D903) LIN Bus circuit.

No
Replace the Driver Window/Door Lock Switch in accordance with the Service Information.

5. (D501) LIN BUS RETURN CIRCUIT OPEN

Fig. 103: Checking LIN Bus Return Circuit Open

1. Using a 12-volt test light connected to 12-volts, check the (D501) LIN Bus Return circuit.
Yes
 Go To 6.
No
 Repair the open in the (D501) LIN Bus Return circuit.

Fig. 104: Checking LIN Bus Circuit Shorted To Ground


3. Measure the resistance between ground and the (D903) LIN Bus circuit in the Driver Door Module
C5 harness connector.
Yes
 Repair the short to ground in the (D903) LIN Bus circuit.

No
Go To 7.

7. (D903) LIN BUS CIRCUIT OPEN

Fig. 105: Checking LIN Bus Circuit Open

1. Measure the resistance of the (D903) LIN Bus circuit between the Door Module C5 harness
connector and the Driver Window/Door Lock Switch harness connector.
Is the resistance above 2.0 Ohms?
Yes
 Repair the open in the (D903) LIN Bus circuit.

No
2011 ACCESSORIES AND EQUIPMENT Drivetrain Control Module (DTCM) - Electrical Diagnostics - Grand Cherokee
2011 ACCESSORIES AND EQUIPMENT
Drivetrain Control Module (DTCM) - Electrical Diagnostics - Grand Cherokee
DIAGNOSTIC CODE INDEX

DTC Description
C1403-11 TRANSFER CASE RANGE POSITION SENSOR - CIRCUIT SHORT TO
GROUND
C1403-12 TRANSFER CASE RANGE POSITION SENSOR - CIRCUIT SHORT TO
BATTERY
C1403-8F TRANSFER CASE RANGE POSITION SENSOR - ERRATIC
C1403-92 TRANSFER CASE RANGE POSITION SENSOR - PERFORMANCE OR
INCORRECT OPERATION
C1406-11 TRANSFER CASE BRAKE CONTROL - CIRCUIT SHORT TO GROUND
C1406-12 TRANSFER CASE BRAKE CONTROL - CIRCUIT SHORT TO BATTERY
C1406-92 TRANSFER CASE BRAKE CONTROL - PERFORMANCE OR INCORRECT
OPERATION
C140A-13 TRANSFER CASE MOTOR CONTROL - CIRCUIT OPEN
C140A-92 TRANSFER CASE MOTOR CONTROL - PERFORMANCE OR INCORRECT
OPERATION
C140E-00 TRANSFER CASE MOTOR BLOCKED
C1415-92 TRANSFER CASE MOTOR "CURRENT" - PERFORMANCE OR INCORRECT
OPERATION
C1438-00 TRANSFER CASE DIFFERENTIAL CLUTCH WORN
C1444-00 TRANSFER CASE MOTOR OVERUSE
C1472-92 TRANSFER CASE CLUTCH CONTROL - PERFORMANCE OR INCORRECT
OPERATION
C1476-00 TRANSFER CASE CLUTCH POSITION OUT OF RANGE
C1477-4B TRANSFER CASE CLUTCH - OVER TEMPERATURE
C2108-11 DRIVETRAIN SUPPLY VOLTAGE - CIRCUIT SHORT TO GROUND
C2110-11 SENSOR SUPPLY 1 VOLTAGE - CIRCUIT SHORT TO GROUND
C2110-12 SENSOR SUPPLY 1 VOLTAGE - CIRCUIT SHORT TO BATTERY
C2129-16 BATTERY VOLTAGE - CIRCUIT VOLTAGE BELOW THRESHOLD
C2129-17 BATTERY VOLTAGE - CIRCUIT VOLTAGE ABOVE THRESHOLD
C212A-16 SYSTEM VOLTAGE - CIRCUIT VOLTAGE BELOW THRESHOLD
C212A-17 SYSTEM VOLTAGE - CIRCUIT VOLTAGE ABOVE THRESHOLD
C2201-00 FDCM/DTCM INTERNAL
U0001-00 CAN C BUS
U0100-00 LOST COMMUNICATION WITH PCM
U0101-00 LOST COMMUNICATION WITH TCM
U0121-00 LOST COMMUNICATION WITH ANTI-LOCK BRAKE SYSTEM (ABS)
CONTROL MODULE
U0141-00 LOST COMMUNICATION WITH IPM (FCM/TIPM)
U0212-00 LOST COMMUNICATION WITH SCM (SAS)
U0401-00 IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM
U0402-00 IMPLAUSIBLE DATA RECEIVED FROM TCM
U0415-00 IMPLAUSIBLE DATA RECEIVED FROM ABS
U0429-00 IMPLAUSIBLE DATA RECEIVED FROM SCM
U0431-00 IMPLAUSIBLE DATA RECEIVED FROM IPM (FCM/TIPM)
DIAGNOSIS AND TESTING

C1403-11-TRANSFER CASE RANGE POSITION SENSOR - CIRCUIT SHORT TO GROUND
Fig. 1: Transfer Case Range Position Sensor Wiring Diagram

WHEN MONITORED:
With the ignition on and no system undervoltage or overvoltage or supply voltage low conditions present.
SET CONDITION:
Sensor input voltage is below a specified value for a calibrated amount of time.
POSSIBLE CAUSES
Possible Causes
(K504) DRIVETRAIN 5-VOLT SUPPLY CIRCUIT OPEN
(K504) DRIVETRAIN 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(T313) MODE SENSOR SIGNAL CIRCUIT OPEN
(T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
TRANSFER CASE MOTOR/ENCODER
DRIVE TRAIN CONTROL MODULE (DTCM)
DIAGNOSTIC TEST
1. T-CASE POSITION SENSOR VOLTAGE BELOW 0.4 OF A VOLT
NOTE: If DTCs C1403-11 and C2110-11 are both present, perform the diagnostic
procedure for C2110-11 before continuing with this test procedure.
1. Ignition on, engine not running.

2. With the scan tool, read the T-Case Position Sensor voltage in the DTCM.
Is the voltage below 0.4 of a volt?
Yes
 Go To 2.
No
Go To 8.

2. (K504) DRIVETRAIN 5-VOLT SUPPLY CIRCUIT FOR VOLTAGE

Fig. 2: Checking Drivetrain 5-Volt Supply Circuit For Voltage

1. Turn the ignition off to the lock position.

2. Disconnect the Transfer Case Motor C2 harness connector.
4. Measure the voltage of the (K504) Drivetrain 5-volt Supply circuit at the Transfer Case Motor C2
harness connector.
Choose an answer that matches the voltage measured?
Below 4.5 volts
 Go To 3.
Above 5.5 volts
 Go To 4.
Between 4.5 volts and 5.5 volts
Go To 5.

3. (K504) DRIVETRAIN 5-VOLT SUPPLY CIRCUIT FOR AN OPEN OR HIGH RESISTANCE

Fig. 3: Checking Drivetrain 5-Volt Supply Circuit For An Open Or High Resistance

2. Disconnect the DTCM C1 harness connector.
3. Measure the resistance of the (K504) Drivetrain 5-volt Supply circuit between the DTCM C1 and
the Transfer Case Motor C2 harness connector.
Yes
 Repair the (K504) Drivetrain 5-volt Supply circuit for an open or high resistance.
 Perform the TRANSFER CASE VERIFICATION TEST. Refer to STANDARD
PROCEDURE.
No
Go To 4.

4. (K504) DRIVETRAIN 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE

Fig. 4: Checking Drivetrain 5-Volt Supply Circuit Shorted To Voltage

harness connector.
Is the voltage above 5.5 volts?
Yes
 Repair the (K504) Drivetrain 5-volt Supply circuit for a short to voltage.
PROCEDURE.
No
Go To 5.

5. (T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Fig. 5: Checking Mode Sensor Signal Circuit Shorted To Ground

1. Turn the ignition off to the lock position

3. Measure the resistance between ground and the (T313) Mode Sensor Signal circuit at the Transfer
Case Motor harness connector.
Yes
 Repair the (T313) Mode Sensor Signal circuit for a short to ground.
PROCEDURE.
No
Go To 6.

6. (T313) MODE SENSOR SIGNAL CIRCUIT OPEN

Fig. 6: Checking Mode Sensor Signal Circuit Open

1. Measure the resistance of the (T313) Mode Sensor Signal circuit between the DTCM C1 harness
connector and the Transfer Case Motor harness connector.
Yes
 Repair the (T313) Mode Sensor Signal circuit for an open.

PROCEDURE.
No
Go To 7.

7. TRANSFER CASE MOTOR/ENCODER

2. Reconnect the DTCM C1 harness connector.
3. Connect a jumper wire between the (T313) Mode Sensor Signal circuit and the (K504) Drivetrain 5
volt supply circuit at the Transfer Case Motor C2 harness connector.
6. The displayed voltage should be between 4.5 volts and 5.5 volts with the jumper wire in place.
Does the voltage display as described?
Yes
 Replace the Transfer Case Motor in accordance with the Service Information. Refer to
MOTOR, SHIFT , REMOVAL .
PROCEDURE.
No
Replace the Drive Train Control Module (DTCM) in accordance with the Service

Information. Refer to MODULE, DRIVETRAIN CONTROL , REMOVAL .
 Perform the DTCM VERIFICATION TEST. Refer to STANDARD PROCEDURE.
8. INTERMITTENT WIRING HARNESS AND CONNECTORS

1. The conditions necessary to set this DTC are not present at this time.
2. Using the wiring diagram/schematic as a guide, inspect the wiring harness and connectors.
3. Wiggle test the wiring harness and connectors while monitoring the scan tool data relative to this
circuit.
4. Look for the data to change or for the DTC to reset during the wiggle test.
5. While monitoring the scan tool data relative to this circuit, move the selector switch to each
position several times.
6. Look for the data to change other than as expected or for the DTC to reset.
Were any problems found?
Yes
No
time.
C1403-12-TRANSFER CASE RANGE POSITION SENSOR - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
With the ignition on and no system undervoltage or overvoltage condition present.
SET CONDITION:
The sensor voltage is above a specified value for a calibrated amount of time.
POSSIBLE CAUSES
Possible Causes
(T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K594) DRIVETRAIN SENSOR RETURN CIRCUIT OPEN
DIAGNOSTIC TEST
1. T-CASE POSITION SENSOR VOLTAGE ABOVE 4.8 VOLTS
NOTE: If DTCs C1403-12 and C2110-12 are both present, perform the diagnostics

Yes
 Go To 2.
No
Go To 6.

2. (K504) DRIVETRAIN 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE



harness connector.
Yes
 Repair the (K504) Drivetrain 5-volt Supply circuit for a short to voltage.

PROCEDURE.
No
Go To 3.

3. (T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
Fig. 9: Checking Mode Sensor Signal Circuit Shorted To Voltage

1. Measure the voltage of the (T313) Mode Sensor Signal circuit at the Transfer Case Motor C2
harness connector.

Yes
 Repair the (T313) Mode Sensor Signal circuit for a short to voltage.
PROCEDURE.
No
Go To 4.

4. (K594) DRIVETRAIN SENSOR RETURN CIRCUIT OPEN

Fig. 10: Checking Drivetrain Sensor Return Circuit Open

1. Measure the resistance of the (K594) Drivetrain Sensor Return circuit between the Transfer Case
Motor C2 harness connector and the DTCM C1 harness connector.
Yes
 Repair the (K594) Drivetrain Sensor Return circuit for an open.

PROCEDURE.
No
Go To 5.

2. Connect a jumper wire between the (K594) Drivetrain Sensor Return circuit and the (T313) Mode
Sensor Signal circuit in the Transfer Case Motor C2 harness connector.
NOTE: Remove the jumper wire before continuing.
Is the voltage below 0.2 of a volt?
Yes
 Replace the Transfer Case Sensor in accordance with the Service Information. Refer to
SENSOR, MODE , REMOVAL .
PROCEDURE.
No


circuit.
Yes
PROCEDURE.
No
time.
C1403-8F-TRANSFER CASE RANGE POSITION SENSOR - ERRATIC


WHEN MONITORED:
SET CONDITION:
The Drive Train Control Module (DTCM) detects excessive voltage fluctuation on the Mode Sensor Signal
circuit.
POSSIBLE CAUSES
Possible Causes
(K504) DRIVETRAIN 5-VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
(K504) DRIVETRAIN 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(T313) MODE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K594) DRIVETRAIN SENSOR RETURN CIRCUIT SHORTED TO VOLTAGE
(K594) DRIVETRAIN SENSOR RETURN CIRCUIT OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
NOTE: This DTC sets when the Drive Train Control Module (DTCM) detects
excessive voltage fluctuation on the Mode Sensor Signal circuit. Perform a
thorough inspection of all wiring and connectors between the sensor and
the control module.

2. With the scan tool, read DTCs.
Is the status Active for this DTC?
Yes
 Go To 2.
No
Go To 14.

2. (K504) DRIVETRAIN 5-VOLT SUPPLY VOLTAGE ERRATIC



4. Measure the voltage of the (T504) Drivetrain 5-volt Supply circuit at the Transfer Case Motor
harness connector.
NOTE: Voltage should be approximately 5.0 volts and steady. Compare any
slight fluctuations found to a known good circuit in order to verify
voltmeter functionality.
Is the voltage approximately 5.0 volts and steady?

Yes
 Go To 6.
No
Go To 3.

3. (K504) DRIVETRAIN 5-VOLT SUPPLY CIRCUIT SHORT TO VOLTAGE



harness connector.
5. Monitor the voltmeter while performing a wiggle test on the wiring harness and connectors.
Is any voltage detected on the circuit during the wiggle test?
Yes
 Repair the (K504) Drivetrain 5-volt Supply circuit for an intermittent short to voltage.
PROCEDURE.
No
Go To 4.

4. (K504) DRIVETRAIN 5-VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE

1. Measure the resistance of the (K504) Drivetrain 5-volt Supply circuit between the Transfer Case
2. Monitor the ohmmeter while performing a wiggle test on the wiring harness and connectors.
Is the resistance ever above 5.0 Ohms during the wiggle test?
Yes
 Repair the (K504) Drivetrain 5-volt Supply circuit for an intermittent open circuit or high
resistance.
PROCEDURE.
No
Go To 5.

5. (K504) DRIVETRAIN 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND

Fig. 15: Checking Drivetrain 5-Volt Supply Circuit Shorted To Ground

1. Measure the resistance between ground and the (K504) Drivetrain 5-volt Supply circuit at the
Transfer Case Motor C2 harness connector.
Is the resistance ever below 5.0 Ohms during the wiggle test?
Yes
 Repair the (K504) Drivetrain 5-volt Supply circuit for an intermittent short to ground.
PROCEDURE.
No

Information.
PROCEDURE.
6. T-CASE POSITION SENSOR VOLTAGE
Fig. 16: Checking T-Case Position Sensor Voltage


3. Connect a jumper wire between the (T313) Mode Sensor Signal circuit and the (K594) Drivetrain
Sensor Return circuit in the Transfer Case Motor C2 harness connector.
5. With the scan tool read the T-Case Position Sensor Voltage in the DTCM while performing a
wiggle test on the wiring and connectors between the sensor and the control module.
NOTE: Voltage should be approximately 0.0 volts and steady.
Is the T-Case Position Sensor Voltage approximately 0.0 volts and steady?
Yes
 Go To 12.
No
Go To 7.

7. (T313) MODE SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE

Fig. 17: Checking Mode Sensor Signal Circuit Shorted To Voltage

NOTE: Remove the previously installed jumper wire.

4. Measure the voltage of the (T313) Mode Sensor Signal circuit at the Transfer Case Motor harness
connector.

Yes
 Repair the (T313) Mode Sensor Signal circuit for an intermittent short to voltage.
PROCEDURE.
No
Go To 8.

8. (K594) DRIVETRAIN SENSOR RETURN CIRCUIT SHORT TO VOLTAGE
Fig. 18: Checking Drivetrain Sensor Return Circuit Short To Voltage

1. Measure the voltage of the (K594) Drivetrain Sensor Return circuit at the Transfer Case Motor C2
harness connector.
Yes
 Repair the (K594) Drivetrain Sensor Return circuit for an intermittent short to voltage.
PROCEDURE.
No
Go To 9.

9. (T313) MODE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE



2. Measure the resistance of the (T313) Mode Sensor Signal circuit between the Transfer Case Motor
C2 harness connector and the DTCM C1 harness connector.
Yes
 Repair the (T313) Mode Sensor Signal circuit for an intermittent open circuit or high
resistance.
PROCEDURE.
No
Go To 10.

10. (K594) DRIVETRAIN SENSOR RETURN CIRCUIT OPEN OR HIGH RESISTANCE


Motor harness connector and the DTCM C1 harness connector.
Yes
 Repair the (K594) Drivetrain Sensor Return circuit for an intermittent open circuit or high
resistance.
PROCEDURE.
No
Go To 11.

11. (T313) MODE SENSOR SIGNAL CIRCUIT SHORT TO GROUND

Fig. 21: Checking Mode Sensor Signal Circuit Shorted To Ground

1. Measure the resistance between ground and the (T313) Mode Sensor Signal circuit at the Transfer
Case Motor C1 harness connector.
Is the resistance ever below 5.0 Ohms during the wiggle test?
Yes
 Repair the (T313) Mode Sensor Signal circuit for an intermittent short to ground.
PROCEDURE.
No
Go To 12.

12. TRANSFER CASE MOTOR
NOTE: This DTC sets when the DTCM detects excessive voltage fluctuation on
the Mode Sensor Signal circuit. Perform a thorough inspection of all wiring
and connectors between the sensor and the control module.
1. Using the schematic as a guide, inspect the Drive Train Control Module (DTCM) power and
ground circuits.
Yes
PROCEDURE.
No
Go To 13.

1. Replace the Transfer Case Motor/ Encoder in accordance with the Service Information.
Perform the TRANSFER CASE VERIFICATION TEST. Refer to STANDARD PROCEDURE.
2. Test drive the vehicle.

3. With the scan tool, read the DTCs in the DTCM.
Does this DTC reset?
Yes
 Replace the Drive Train Control Module (DTCM) in accordance with the Service
No

circuit.
Yes
PROCEDURE.
No
time.
C1403-92-TRANSFER CASE RANGE POSITION SENSOR - PERFORMANCE OR INCORRECT

OPERATION

WHEN MONITORED:
Ignition on. Battery voltage between 9 and 16 volts. No Range Position Sensor low or high voltage conditions
present.
SET CONDITION:
During a blocked shift attempt, motor current indicates motor movement, but the sensor value change is less
than a specified value.
POSSIBLE CAUSES
Possible Causes
(K594) DRIVETRAIN SENSOR RETURN CIRCUIT
(K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT
DIAGNOSTIC TEST
1. DTC IS ACTIVE
NOTE: If DTCs C1403-92 and C1406-11 are both present, perform the diagnostic
NOTE: Repair any system undervoltage or overvoltage DTCs that are set in
this module before proceeding.
2. With the scan tool, read DTCs in the DTCM.
Is the DTC status Active at this time?
Yes
 Go To 2.
No
Go To 5.




2. Disconnect the Transfer Case Motor harness C2 connector.
Yes
 Repair the high resistance or open in the (K594) Drivetrain Sensor Return circuit.
PROCEDURE.
No
Go To 3.

3. (K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT FOR VOLTAGE

Fig. 24: Checking Drivetrain 5 Volt Supply Circuit For Voltage


Sensor 5 Volt Supply circuit at the Transfer Case Motor C2 harness connector.
4. With the scan tool, read the T-Case Position Sensor voltage.
5. The displayed voltage should be between 4.5 volts and 5.5 volts with the jumper wire in place.
Yes
 Go To 4.
No

4. (K594) DRIVETRAIN SENSOR RETURN CIRCUIT FOR VOLTAGE

Fig. 25: Checking T-Case Position Sensor Voltage


Sensor Return circuit at the Transfer Case Motor C2 harness connector.
4. With the scan tool, read the T-Case Position Sensor voltage.
5. The displayed voltage should be between 0.0 volts and 0.4 of a volt with the jumper wire in place.
Yes
 Replace the Transfer Case Motor/Encoder in accordance with the Service Information. Refer
to SENSOR, MODE , REMOVAL .
PROCEDURE.
No


circuit.
Yes
PROCEDURE.
No
time.
C1406-11-TRANSFER CASE BRAKE CONTROL - CIRCUIT SHORT TO GROUND

WHEN MONITORED:
SET CONDITION:
The Drive Train Control Module (DTCM) detects that the Transfer Case Motor Lock circuit diagnostic input is
low when output is off.
POSSIBLE CAUSES
Possible Causes
(T301) SWITCHED BATTERY SOLENOID SUPPLY CIRCUIT SHORTED TO GROUND
(T301) SWITCHED BATTERY SOLENOID SUPPLY CIRCUIT VOLTAGE
TRANSFER CASE MOTOR ASSEMBLY
DIAGNOSTIC TEST
1. VERIFY THE DTC IS ACTIVE

3. Start the engine and allow it to idle.
Is the DTC active at this time?
Yes
 Go To 2.
No
Go To 4.

2. (T301) SWITCHED BATTERY SOLENOID SUPPLY CIRCUIT SHORTED TO GROUND

Fig. 27: Checking Switched Battery Solenoid Supply Circuit Shorted To Ground

4. Measure the resistance between ground and the (T301) Switched Battery Solenoid Supply circuit.
Yes
 Repair the (T301) Switched Battery Solenoid Supply circuit for a short to ground.
PROCEDURE.
No
Go To 3.

3. (T301) SWITCHED BATTERY SOLENOID SUPPLY VOLTAGE
Fig. 28: Checking Switched Battery Solenoid Supply Voltage



3. Connect a 12-volt test light across the (T301) Switched Battery Solenoid Supply circuit and the
(T317) Transfer Case Motor Lock Signal in the Transfer Case Motor C1 harness connector.
NOTE: As a failsafe precaution when either the Transfer Case Motor harness
connectors are disconnected, the DTCs must be cleared in the DTCM.
Failure to follow this will result in the DTCM detecting this condition
and turning OFF the Switched Battery Solenoid Supply circuit.
4. Using the scan tool, erase DTCs.

5. With the scan tool, actuate the T-Case Motor Solenoid Lock in the DTCM.
NOTE: Compare the brightness to that of a direct connection to the battery.
Yes
PROCEDURE.
No


circuit.
Yes

PROCEDURE.
No
time.
C1406-12-TRANSFER CASE BRAKE CONTROL - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
With the ignition on and no undervoltage or overvoltage condition present.
SET CONDITION:
The Drive Train Control Module (DTCM) detects that the Transfer Case Motor Lock Circuit diagnostic input is
high when the output is on.
POSSIBLE CAUSES
Possible Causes
(T301) TRANSFER CASE MOTOR LOCK SIGNAL CIRCUIT OPEN
(T301) SWITCHED BATTERY SOLENOID SUPPLY CIRCUIT SHORTED TO VOLTAGE
(T317) TRANSFER CASE MOTOR LOCK SIGNAL CIRCUIT OPEN
TRANSFER CASE MOTOR ACTUATOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 7.

2. (T301) SWITCHED BATTERY SOLENOID SUPPLY CIRCUIT OPEN

Fig. 30: Checking Switched Battery Solenoid Supply Circuit Open


2. Disconnect the Transfer Case C1 Motor harness connector.
4. Measure the resistance of the (T301) Switched Battery Solenoid Supply circuit between the
Transfer Case Motor harness connector and the DTCM C1 harness connector.
Yes
 Repair the (T301) Switched Battery Solenoid Supply circuit for an open.
PROCEDURE.
No
Go To 3.

3. (T317) TRANSFER CASE MOTOR LOCK SIGNAL CIRCUIT OPEN

Fig. 31: Checking Transfer Case Motor Lock Signal Circuit Open
1. Measure the resistance of the (T317) Transfer Case Motor Lock Signal circuit between the Transfer
Case Motor C1 harness connector and the DTCM C1 harness connector.
Yes
 Repair the (T317) Transfer Case Motor Lock Signal circuit for an open.
PROCEDURE.
No
Go To 4.

4. (T301) SWITCHED BATTERY SOLENOID SUPPLY CIRCUIT SHORTED TO VOLTAGE

Fig. 32: Checking Switched Battery Solenoid Supply Circuit Shorted To Voltage

2. Measure the voltage of the (T301) Switched Battery Solenoid Supply circuit in the Transfer Case
Motor harness connector.
Is any voltage present?
Yes
 Repair the (T301) Switched Battery Solenoid Supply circuit for a short to voltage.

PROCEDURE.
No
Go To 5.

Fig. 33: Checking Transfer Case Motor


2. Reconnect the Transfer Case Motor harness connector.

3. Measure the resistance of the (T317) Transfer Case Motor Lock Signal circuit and the (T301)
Switched Battery Solenoid Supply in the DTCM C1 harness connector.
Is the resistance greater than 10.0 Ohms?
Yes
PROCEDURE.
No
Go To 6.
6. DRIVE TRAIN CONTROL MODULE (DTCM)

3. With the scan tool, erase DTCs.
Does the DTC C1406-12-TRANSFER CASE BRAKE CONTROL - CIRCUIT SHORT TO

BATTERY set?
Yes
No
Go To 7.


circuit.
Yes
PROCEDURE.
No
time.
C1406-92-TRANSFER CASE BRAKE CONTROL - PERFORMANCE OR INCORRECT OPERATION


WHEN MONITORED:
SET CONDITION:
1. The Drive Train Control Module (DTCM) detects an excessive voltage variation on the Mode Sensor Signal
circuit.
2. The Drive Train Control Module (DTCM) performs an error correction procedure too frequently.
POSSIBLE CAUSES
Possible Causes
(T301) SWITCHED BATTERY SOLENOID SUPPLY CIRCUIT VOLTAGE
TRANSFER CASE MOTOR ASSEMBLY
DIAGNOSTIC TEST

3. Start the engine and allow it to idle.
Yes
 Go To 2.
No
Go To 3.

2. (T301) SWITCHED BATTERY SOLENOID SUPPLY CIRCUIT VOLTAGE

Fig. 35: Checking Switched Battery Solenoid Supply Voltage


2. Connect a 12-volt test light across the (T301) Switched Battery Solenoid Supply circuit and the
(T317) Transfer Case Motor Lock Signal in the Transfer Case Motor C1 harness connector.
NOTE: As a failsafe precaution when the Transfer Case Motor harness

connectors are disconnected, the DTCs must be erased in the DTCM.
Failure to follow this will result in the DTCM detecting this condition
and turning OFF the Switched Battery Solenoid Supply circuit.
3. Using the scan tool, erase the DTCs.

4. With the scan tool, actuate the T-Case Motor Solenoid Lock in the DTCM.
NOTE: Compare the brightness to that of a direct connection to the battery.
Yes
PROCEDURE.
No


circuit.
Yes
PROCEDURE.
No
time.
C140A-13-TRANSFER CASE MOTOR CONTROL - CIRCUIT OPEN


WHEN MONITORED:
SET CONDITION:
The Drive Train Control Module (DTCM) detects an open circuit on one of the Transfer Case Step Motor
Control circuits.
POSSIBLE CAUSES
Possible Causes
(T315) STEP MOTOR CONTROL A CIRCUIT OPEN
(T316) STEP MOTOR CONTROL B CIRCUIT OPEN
(T315) STEP MOTOR CONTROL A CIRCUIT SHORTED TO VOLTAGE
(T316) STEP MOTOR CONTROL B CIRCUIT SHORTED TO VOLTAGE
TRANSFER CASE MOTOR
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 7.

2. (T315) STEP MOTOR CONTROL A CIRCUIT OPEN

Fig. 37: Checking Step Motor Control A Circuit Open


4. Measure the resistance of the (T315) Step Motor Control A circuit from the Transfer Case Motor
C1 harness connector to the DTCM C2 harness connector.
Yes
 Repair the (T315) Step Motor Control B circuit for an open.

PROCEDURE.
No
Go To 3.

3. (T316) STEP MOTOR CONTROL B CIRCUIT OPEN

Fig. 38: Checking Step Motor Control B Circuit Open

1. Measure the resistance of the (T316) Step Motor Control B circuit from the Transfer Case Motor
Yes
 Repair the (T316) Step Motor Control B circuit for an open.

PROCEDURE.
No
Go To 4.

4. (T315) STEP MOTOR CONTROL A CIRCUIT VOLTAGE

Fig. 39: Checking Step Motor Control A Circuit Voltage


2. Measure the voltage of the (T315) Step Motor Control A circuit at the Transfer Case Motor C1
harness connector.
Is the voltage above 0.5 of a volt?
Yes
 Repair the (T315) Step Motor Control A circuit for a short to voltage.
PROCEDURE.
No
Go To 5.

5. (T316) STEP MOTOR CONTROL B CIRCUIT VOLTAGE
Fig. 40: Checking Step Motor Control B Circuit Voltage

1. Measure the voltage of the (T316) Step Motor Control B circuit at the Transfer Case Motor C1
harness connector.
Is the voltage above 0.5 of a volt?
Yes
 Repair the (T316) Step Motor Control B circuit for a short to voltage.
PROCEDURE.
No
Go To 6.

Fig. 41: Checking Transfer Case Motor

1. Reconnect the Transfer Case Motor C1 harness connector.

2. Measure the resistance between the (T315) Step Motor Control A circuit and the (T316) Step
Motor Control B circuit at the DTCM C2 harness connector.
Yes
No
Replace the Transfer Case Motor in accordance with the Service Information. Refer to

PROCEDURE.
circuit.
Yes
PROCEDURE.
No
time.
C140A-92-TRANSFER CASE MOTOR CONTROL - PERFORMANCE OR INCORRECT

OPERATION

WHEN MONITORED:
SET CONDITION:
A faulted condition is detected in the H-bridge driver.
POSSIBLE CAUSES
Possible Causes
(T315) STEP MOTOR CONTROL A CIRCUIT SHORTED TO GROUND
(T316) STEP MOTOR CONTROL B CIRCUIT SHORTED TO GROUND
(T315) STEP MOTOR CONTROL A CIRCUIT SHORTED TO THE (T316) STEP MOTOR
CONTROL B CIRCUIT
TRANSFER CASE MOTOR
DIAGNOSTIC TEST
1. DTC ACTIVE
Is DTC active?
Yes
 Go To 2.
No
Go To 5.

2. (T315) STEP MOTOR CONTROL A CIRCUIT SHORTED TO GROUND

Fig. 43: Checking Step Motor Control A Circuit Shorted To Ground


4. Measure the resistance between ground and the (T315) Step Motor Control A circuit at the Transfer
Case Motor C1 harness connector.
Yes
 Repair the (T315) Step Motor Control A circuit for a short to ground.

PROCEDURE.
No
Go To 3.

3. (T316) STEP MOTOR CONTROL B CIRCUIT SHORTED TO GROUND
Fig. 44: Checking Step Motor Control B Circuit Shorted To Ground

1. Measure the resistance between ground and the (T316) Step Motor Control B circuit at the Transfer
Case Motor harness connector.
Yes
 Repair the (T316) Step Motor Control B circuit for a short to ground.
PROCEDURE.
No
Go To 4.

4. (T315) STEP MOTOR CONTROL A CIRCUIT SHORTED TO THE (T316) SHIFT MOTOR
CONTROL A CIRCUIT
Fig. 45: Checking Step Motor Control A Circuit Shorted To The Shift Motor Control A Circuit
1. Measure the resistance between the (T315) Step Motor Control A circuit and the (T316) Step
Motor Control B circuit at the Transfer Case Motor harness connector.
Yes
 Repair the short between the (T315) Step Motor Control A circuit and the (T316) Step Motor
Control B circuit.
PROCEDURE.
No
Replace the Drive Train Control Module (DTCM) in accordance with the Service

circuit.
Yes
PROCEDURE.
No
time.
C140E-00-TRANSFER CASE MOTOR BLOCKED
WHEN MONITORED:
SET CONDITION:
The Drive Train Control Module (DTCM) is unable to engage the requested range.
POSSIBLE CAUSES
Possible Causes
TRANSFER CASE INTERNAL CONDITION
TRANSFER CASE MOTOR
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. TRANSFER CASE INTERNAL CONDITION

2. Inspect the Transfer Case in accordance with the Service Information to determine if there are any
mechanical conditions that are preventing the Shift Motor from engaging the requested range.
Are any mechanical conditions preventing the Shift Motor from engaging the requested range?
Yes
 Repair or replace the Transfer Case in accordance with the Service Information.
PROCEDURE.
No
Go To 3.


2. Using the wiring diagram/schematic as a guide, inspect all wiring and connectors that pertain to this
circuit.
3. If any problems are found, repair as necessary and retest.
4. If no other problems are found, replace the Transfer Case Motor in accordance with the Service
Information.
5. Perform the TRANSFER CASE VERIFICATION TEST. Refer to STANDARD PROCEDURE.
Is the DTC status Active?
Yes
No

circuit.
Yes
PROCEDURE.
No
time.
C1415-92- TRANSFER CASE MOTOR "CURRENT" - PERFORMANCE OR INCORRECT

OPERATION

WHEN MONITORED:
SET CONDITION:
1. Current reading greater than 1A for 200 msec with no motor activation.
2. Current reading never greater than 1A during a completed range or neutral shift.
POSSIBLE CAUSES
Possible Causes
(T315) SHIFT MOTOR CONTROL A CIRCUIT OPEN OR HIGH RESISTANCE
(T316) SHIFT MOTOR CONTROL B CIRCUIT OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
NOTE: If both DTCs C1415-92 and C140A-92 are present, check the DTCM fuse
and the B(+) supply to the Integrated Power Module (IPM).

Yes
 Go To 2.
No
Go To 4.

2. (T315) SHIFT MOTOR CONTROL A CIRCUIT OPEN OR HIGH RESISTANCE



4. Measure the resistance of the (T315) Shift Motor Control A circuit from the Transfer Case Motor
harness C1 connector to the DTCM C2 harness connector.
Yes
 Repair the (T315) Shift Motor Control A circuit for an open or high resistance.
PROCEDURE.
No
Go To 3.

3. (T316) SHIFT MOTOR CONTROL B CIRCUIT OPEN OR HIGH RESISTANCE


1. Measure the resistance of the (T316) Shift Motor Control B circuit from the Transfer Case Motor
Yes
 Repair the (T316) Shift Motor Control B circuit for an open or high resistance.
PROCEDURE.
No

4. INTERMITTENT WIRING AND CONNECTORS

circuit.
Yes
PROCEDURE.
No
time.
C1438-00-TRANSFER CASE DIFFERENTIAL CLUTCH WORN


WHEN MONITORED:
The ignition on, engine running. No Under/Overvoltage, and/or encoder error DTCs present. When shifted into
4-Low or in 4-high.
SET CONDITION:
The Drive Train Control Module (DTCM) is unable to fully lock the T-Case (in Either High or Low) because
the T-Case clutch is worn.
POSSIBLE CAUSES
Possible Causes
(K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
TRANSFER CASE CLUTCH WORN
DIAGNOSTIC TEST
1. DTC IS ACTIVE
NOTE: Diagnose and repair any system voltage or Transfer Case related DTCs in
the DTCM before continuing with this test.
1. Ignition on, engine running.

2. With the scan tool, clear stored DTCs in the DTCM.
4. During the test drive, move the Transfer Case Selector Switch to each position several times in
Yes
 Go To 2.
No
Go To 6.

2. (K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT FOR AN OPEN OR HIGH RESISTANCE


4. Measure the resistance of the (K504) Drivetrain 5 Volt Supply circuit between the Transfer Case
Yes
 Repair the (K504) Drivetrain 5 Volt Supply circuit for an open or high resistance.
PROCEDURE.
No
Go To 3.

3. (T313) MODE SENSOR SIGNAL CIRCUIT AN OPEN OR HIGH RESISTANCE


Yes
 Repair the (T313) Mode Sensor Signal circuit for an open or high resistance.
PROCEDURE.
No
Go To 4.

4. (K594) DRIVETRAIN SENSOR RETURN CIRCUIT FOR AN OPEN OR HIGH RESISTANCE


Yes
 Repair the (K594) Drivetrain Sensor Return circuit for an open or high resistance.
PROCEDURE.
No
Go To 5.

5. TRANSFER CLUTCH WORN

2. Shift the Transfer case into 4-LOW.
3. With the scan tool, monitor the encoder voltage in the DTCM.
4. Shift the Transfer case into AWD.
Is the encoder voltage between 4.625 volts and 4.750?
Yes
 Replace the worn clutch pack assembly in accordance with the Service Information. Refer to
MP2010 - REMOVAL or MP3023 - REMOVAL .
PROCEDURE.
No


circuit.
Yes
PROCEDURE.
No
time.
C1444-00-TRANSFER CASE MOTOR OVERUSE
WHEN MONITORED:
With the ignition on.
SET CONDITION:
A calibrated motor abuse temperature limit has been achieved. The Drive Train Control Module (DTCM)
monitors the motor use and has determined that excessive motor activations have occurred. This DTC will be
stored after Transfer Case Motor has cooled down.
POSSIBLE CAUSES
Possible Causes
TRANSFER CASE SELECTOR SWITCH
AMBIENT TEMPERATURE SENSOR
CLUSTER CONTROL NODE (CCN)
DIAGNOSTIC TEST
1. DTC IS ACTIVE
NOTE: Diagnose and repair any system voltage or Transfer Case related DTCs in
the Drive Train Control Module (DTCM) before continuing with this test.

2. With the scan tool, clear Stored DTCs in the DTCM and the CCN.

5. With the scan tool, read DTCs in the DTCM and the CCN.
Yes
 Go To 2.
No
Go To 5.

2. AMBIENT TEMPERATURE SENSOR

1. With the scan tool, monitor the ambient temperature in the Totally Integrated Power Module
(TIPM).
Is the ambient temperature at room temperature?
Yes
 Go To 3.
No
Replace the Ambient Temperature Sensor in accordance with the Service Information. Refer

to SENSOR, AMBIENT TEMPERATURE , REMOVAL .
PROCEDURE.
3. TRANSFER CASE SELECTOR SWITCH
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors relative to this
circuit.
2. While monitoring the scan tool data relative to this circuit, wiggle test the wiring and connectors.
Yes
PROCEDURE.
No
Go To 4.

4. CLUSTER/CCN
2. Replace the Transfer Case Selector Switch in accordance with the Service Information.
4. With the scan tool, clear Stored DTCs in the CCN and the DTCM.
7. With the scan tool, read DTCs in the CCN and the DTCM.
Yes
No

circuit.
Yes
PROCEDURE.
No
time.
C1472-92-TRANSFER CASE CLUTCH CONTROL - PERFORMANCE OR INCORRECT

OPERATION
WHEN MONITORED:
Ignition on.
SET CONDITION:
The Drive Train Control Module (DTCM) detects an overheat condition due to excessive difference in speed
across the Transfer Case from hard driving conditions (Mud, Sand, Snow, 2WD Chassis dynamometer etc.).
POSSIBLE CAUSES
Possible Causes
DRIVING CONDITIONS
DRIVE CONTROL MODULE (DTCM)
TRANSFER CASE
DIAGNOSTIC TEST
1. ANTI-LOCK BRAKE SYSTEM (ABS) MODULE DTCS PRESENT

2. With the scan tool, select View DTCs in the ABS Module.
Are there any ABS DTCs present?
Yes
 Perform the appropriate diagnostic procedure. Refer to DIAGNOSIS AND TESTING .
No
Go To 2.

2. POWER CONTROL MODULE (PCM) DTCS PRESENT

2. With the scan tool, select View DTCs in the PCM.
Are there any PCM DTCs present?

Yes
 Perform the appropriate diagnostic procedure. Refer to DIAGNOSTIC CODE INDEX -

3.0L DIESEL or DIAGNOSTIC CODE INDEX - NGC .
No
Go To 3.

3. DTC IS ACTIVE
2. With the scan tool, select View DTCs.
Yes
 Go To 4.
No
Go To 5.

4. VERIFY SET CONDITION
NOTE: Check with customer on driving terrain (e.g. mud, sand, snow) for set
condition.

2. Test drive vehicle on dry paved road.
Yes
 Replace the Transfer Case in accordance with the Service Information. Refer to MP2010 -
REMOVAL or MP3023 - REMOVAL .
PROCEDURE.
No
Test Complete.


PROCEDURE.
circuit.
Yes
PROCEDURE.
No
time.
C1476-00-TRANSFER CASE CLUTCH POSITION OUT OF RANGE


WHEN MONITORED:
With the ignition on and no system under voltage or over voltage condition present.
SET CONDITION:
The Drive Train Control Module (DTCM) is unable to engage the requested range.
POSSIBLE CAUSES
Possible Causes
TRANSFER CASE KISSPOINT NOT LEARNED
(T315) MOTOR A CIRCUIT OPEN OR HIGH RESISTANCE
(T316) MOTOR B CIRCUIT OPEN OR HIGH RESISTANCE
(K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
TRANSFER CASE INTERNAL CONDITION
TRANSFER CASE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 9.

2. RELEARN KISS POINT

2. Place the Transmission in neutral and apply the brakes firmly.
3. Place the Transfer Case Motor Selector Switch in AUTO.
4. With the scan tool, run the DTCM non-volatile reset command.
5. Place the Transmission in park.
7. Wait for 10 seconds, and turn Ignition switch to Ignition on, engine not running.
8. With the scan tool, clear stored DTCs in the DTCM.
9. Switch the Transfer Case Motor Selector Switch to 4-Low and back to AUTO.
Yes
 Go To 3.
No
Go To 9.

3. (T315) SHIFT MOTOR CONTROL A CIRCUIT OPEN



4. Measure the resistance of the (T315) Shift Motor Control A circuit from the Transfer Case Motor
Yes
 Repair the (T315) Shift Motor Control A circuit for an open or high resistance.
PROCEDURE.
No
Go To 4.

4. (T316) SHIFT MOTOR CONTROL B CIRCUIT OPEN OR HIGH RESISTANCE


1. Measure the resistance of the (T316) Shift Motor Control B circuit from the Transfer Case Motor
Yes
 Repair the (T316) Shift Motor Control B circuit for an open or high resistance.
PROCEDURE.
No
Go To 5.

5. (K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE


3. Measure the resistance of the (K504) Drivetrain 5 Volt Supply circuit between the Transfer Case
Yes
 Repair the (K504) Drivetrain 5 Volt Supply circuit for an open or high resistance.
PROCEDURE.
No
Go To 6.

6. (T313) MODE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE


Yes
 Repair the (T313) Mode Sensor Signal circuit for an open or high resistance.
PROCEDURE.
No
Go To 7.



Yes
 Go To 8.
No
Repair the (K594) Drivetrain Sensor Return circuit for an open or high resistance.


PROCEDURE.
8. TRANSFER CASE
2. Inspect the Transfer Case to determine if there are any mechanical conditions preventing the shift
motor from engaging in the position selected.
Are any mechanical conditions preventing the shift motor from engaging in the position selected?
Yes
 Replace the Transfer Case in accordance with the Service Information. Refer to MP2010 -
REMOVAL or MP3023 - REMOVAL .
PROCEDURE.
No


2. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors.

Yes
PROCEDURE.
No
time.
C1477-4B-TRANSFER CASE CLUTCH - OVER TEMPERATURE
WHEN MONITORED:
Ignition on.
SET CONDITION:
The Drive Train Control Module (DTCM) detects an overheat condition due to excessive difference in speed
across the Transfer Case from hard driving conditions (Mud, Sand, Snow, 2WD Chassis dynamometer etc.).
POSSIBLE CAUSES
Possible Causes
DRIVING CONDITIONS
AMBIENT TEMPERATURE SENSOR
DIAGNOSTIC TEST
1. ANTI-LOCK BRAKE SYSTEM (ABS) MODULE DTCS PRESENT

2. With the scan tool, select View DTCs in the ABS Module.
Yes
No
 Go To 2.
2. DTC IS ACTIVE
Yes
 Go To 3.
No
Go To 5.

3. AMBIENT TEMPERATURE SENSOR

1. With the scan tool, monitor the ambient temperature in the Totally Integrated Power Module
(TIPM).
Is the ambient temperature at room temperature?
Yes
 Go To 4.
No
Replace the Ambient Temperature Sensor in accordance with the Service Information. Refer

to SENSOR, AMBIENT TEMPERATURE , REMOVAL .
PROCEDURE.
4. VERIFY SET CONDITION
NOTE: Check with customer on driving terrain (e.g. mud, sand, snow) for set
condition.

2. Allow the Transfer Case to cool down.
3. Test drive vehicle on dry paved road.
Yes

No

PROCEDURE.
circuit.
Yes
PROCEDURE.
No
time.
C2108-11-DRIVETRAIN SUPPLY VOLTAGE - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
SET CONDITION:
The Drive Train Control Module (DTCM) detects that the Drivetrain Sensor Supply voltage is below 2.5 volts
for 300 mS.
POSSIBLE CAUSES
Possible Causes
(K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST
1. DRIVETRAIN 5 VOLT SUPPLY (REFERENCE) VOLTAGE BELOW 4.8 VOLTS

2. With the scan tool, read the Drivetrain 5-volt Supply (Reference) Voltage in the DTCM.
Is the voltage below 4.8 volts?
Yes
 Go To 2.
No
Go To 4.


2. Disconnect the Transfer Case Motor/Encoder harness connector.
4. With the scan tool, read the 5-volt Supply (Reference) Voltage.
Is the voltage above 4.75 volts with the Transfer Case Motor harness disconnected?
Yes
 Replace the Transfer Case Encoder in accordance with the Service Information. Refer to
PROCEDURE.
No
Go To 3.

3. (K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND


3. Measure the resistance between ground and the (K504) Drivetrain 5- volt Supply circuit at the
Transfer Case Motor harness connector.
Yes
 Repair the (K504) Drivetrain 5 Volt Supply circuit for a short to ground.
No


circuit.
Yes
PROCEDURE.
No
time.
C2110-11-SENSOR SUPPLY 1 VOLTAGE - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
SET CONDITION:
The Drive Train Control Module (DTCM) detects that the Drivetrain Sensor Supply voltage is below 2.5 volts
for 300 mS.
POSSIBLE CAUSES
Possible Causes
(K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST
1. DRIVETRAIN 5 VOLT SUPPLY (REFERENCE) VOLTAGE BELOW 4.8 VOLTS

Yes
 Go To 2.
No
Go To 4.

2. TRANSFER CASE ENCODER

2. Disconnect the Transfer Case Motor/Encoder harness connector.
4. With the scan tool, read the 5-volt Supply (Reference) Voltage.
Is the voltage above 4.75 volts with the Transfer Case Motor harness disconnected?
Yes
 Replace the Transfer Case Encoder in accordance with the Service Information. Refer to
PROCEDURE.
No
Go To 3.

3. (K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT SHORT TO GROUND


3. Measure the resistance between ground and the (K504) Drivetrain 5- volt Supply circuit at the
Transfer Case Motor harness connector.
Yes
 Repair the (K504) Drivetrain 5 Volt Supply circuit for a short to ground.
PROCEDURE.
No


circuit.
Yes
PROCEDURE.
No
time.
C2110-12-SENSOR SUPPLY 1 VOLTAGE - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
SET CONDITION:
The Drive Train Control Module (DTCM) detects that the Drivetrain Sensor Supply voltage is above 7.5 volts
for 300 mS
POSSIBLE CAUSES
Possible Causes
(K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST
1. 5 VOLT SUPPLY (REFERENCE) VOLTAGE IS ABOVE 5.2 VOLTS

Yes
 Go To 2.
No
Go To 3.

2. (K504) DRIVETRAIN 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE



2. Disconnect the Transfer Case Motor harness connector.
5. Measure the voltage of the (K504) Drivetrain 5 Volt Supply circuit at Transfer Case Motor
C2harness connector.
Yes
 Repair the (K504) Drivetrain 5 Volt Supply circuit for a short to voltage.
PROCEDURE.
No


circuit.
Yes
PROCEDURE.
No
time.
C2129-16-BATTERY VOLTAGE - CIRCUIT VOLTAGE BELOW THRESHOLD


WHEN MONITORED:
Continuously.
SET CONDITION:
The Drive Train Control Module (DTCM) detects that system voltage is below 8.5 volts for 60 seconds with
engine RPM greater than 1500.
POSSIBLE CAUSES
Possible Causes
CHARGING SYSTEM DTCS PRESENT
(Z916) GROUND CIRCUIT OPEN OR HIGH RESISTANCE
DRIVE TRAIN CONTROL MODULE POWER CIRCUITS OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST
1. CHARGING SYSTEM DTCS PRESENT

2. With the scan tool, read DTCs in the Powertrain Control Module.
Are there any Charging System or related voltage DTCs present?
Yes
 Perform the appropriate Charging System DTC diagnostic procedures before continuing with
this test. Refer to DIAGNOSTIC CODE INDEX - 3.0L DIESEL or DIAGNOSTIC
CODE INDEX - NGC .
No
Go To 2.

2. DTC IS ACTIVE
Yes
 Go To 3.
No
Go To 5.

3. (Z916) GROUND CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 66: Checking Ground Circuit Open Or High Resistance


3. With a 12-volt test light connected to B+, check the (Z916) Ground circuit in the DTCM C2
harness connector.
NOTE: The test light must illuminate brightly. Compare the brightness to
that of a direct connection to the battery.
Does the test light illuminate brightly for each of the Ground circuits?
Yes
 Go To 4.
No
Repair the (Z916) Ground circuit for an open circuit or high resistance.


PROCEDURE.
4. POWER CIRCUITS OPEN OR HIGH RESISTANCE
Fig. 67: Measuring Power Circuits Open Or High Resistance


3. With a 12-volt test light connected to ground, check the (F943) Fused Ignition Switch Output
circuit in the DTCM C1 harness connector and the (A959) Fused B+ circuit in the DTCM C2
harness connector.
Does the test light illuminate brightly for each of the circuits?
Yes
No
Repair the Fused B+ circuit(s) for an open circuit or high resistance.



PROCEDURE.
Yes
PROCEDURE.
No
time.
C2129-17-BATTERY VOLTAGE - CIRCUIT VOLTAGE ABOVE THRESHOLD
WHEN MONITORED:
Continuously.
SET CONDITION:
The Drive Train Control Module (DTCM) detects that system voltage is above 16.0 volts for 60 seconds with
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes

INDEX - NGC and perform the appropriate diagnostic procedure .
No
Go To 2.

2. DTC IS ACTIVE
Yes
No
Go To 3.


circuit.
Yes
PROCEDURE.
No
time.
C212A-16-SYSTEM VOLTAGE - CIRCUIT VOLTAGE BELOW THRESHOLD


WHEN MONITORED:
Continuously.
SET CONDITION:
The Drive Train Control Module (DTCM) detects that system voltage is below 8.5 volts for 60 seconds with
POSSIBLE CAUSES
Possible Causes
DRIVE TRAIN CONTROL MODULE POWER CIRCUITS OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST

Yes
CODE INDEX - NGC .
No
Go To 2.

2. DTC IS ACTIVE
Yes
 Go To 3.
No
Go To 5.




4. With a 12-volt test light connected to B+, check the (Z916) Ground circuit in the DTCM C2
harness connector.
Does the test light illuminate brightly for each of the Ground circuits?
Yes
 Go To 4.
No


PROCEDURE.
4. POWER CIRCUITS OPEN OR HIGH RESISTANCE
Fig. 70: Measuring Power Circuits Open Or High Resistance


circuit in the DTCM C1 harness connector and the (A959) Fused B+ circuit in the DTCM C2
harness connector.
Does the test light illuminate brightly for each of the circuits?
Yes
No
Repair the Fused B+ circuit(s) for an open circuit or high resistance.



PROCEDURE.
Yes
PROCEDURE.
No
time.
C212A-17-SYSTEM VOLTAGE - CIRCUIT VOLTAGE ABOVE THRESHOLD

WHEN MONITORED:
Continuously.
SET CONDITION:
The Drive Train Control Module (DTCM) detects that system voltage is above 16.0 volts for 60 seconds with
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes

No
Go To 2.

2. DTC IS ACTIVE
Yes
No
Go To 3.


circuit.
Yes
PROCEDURE.
No
time.
C2201-00-FDCM/DTCM INTERNAL
WHEN MONITORED:
SET CONDITION:
The Drive Train Control Module (DTCM) has detected a failure internal to the controller.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
2. With the scan tool, read DTCs in the Drive Train Control Module (DTCM).
Yes
No
U0001-00-CAN C BUS
WHEN MONITORED:
SET CONDITION:
The controller detects an open, short to ground or a short to voltage on the CAN C Bus circuit.
POSSIBLE CAUSES
Possible Causes
CAN C BUS CIRCUITS OPEN OR SHORTED
TOTALLY INTEGRATED POWER MODULE POWER AND GROUND
DIAGNOSTIC TEST
1. VERIFY DIAGNOSTIC TROUBLE CODE (DTC) IS ACTIVE
NOTE: Make sure the IOD fuse is installed and battery voltage is between 10 and
16 volts before proceeding.

Is this DTC active?
Yes
 Perform the U0001-CAN C Bus diagnostic procedure. Refer to DIAGNOSIS AND

TESTING and perform the U0001-CAN C Bus diagnostic procedure.
No
 Perform the Stored Lost Communication DTCs diagnostic procedure.Refer to DIAGNOSIS

AND TESTING . .
U0100-00-LOST COMMUNICATION WITH PCM
WHEN MONITORED:
The battery voltage between 10 and 16 Volts.
SET CONDITION:
Bus messages not received from the Powertrain Control Module (PCM) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
POWERTRAIN CONTROL MODULES POWER AND GROUND
POWERTRAIN CONTROL MODULE (PCM)
ANY MODULE THAT SET THIS DTC
DIAGNOSTIC TEST

proceeding.

2. Using the scan tool, read the active DTCs.
Yes
 Perform the U0100-Lost Communication with PCM diagnostic procedure. Refer to

DIAGNOSIS AND TESTING . .
No
 Perform the Stored Lost Communication DTCs diagnostic procedure. Refer to DIAGNOSIS
AND TESTING . .
U0101-00-LOST COMMUNICATION WITH TCM
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Transmission Control Module (TCM) for approximately 500ms.
POSSIBLE CAUSES
Possible Causes
CAN BUS CIRCUITS OPEN OR SHORTED
DIAGNOSTIC TEST
proceeding.

Is this DTC active at this time?
Yes
TCM diagnostic procedure.
No
U0121-00-LOST COMMUNICATION WITH ANTI-LOCK BRAKE SYSTEM (ABS) CONTROL

MODULE
WHEN MONITORED:
The battery voltage between 10 and 16 volts.
SET CONDITION:
Bus messages not received from the Anti-lock Brake System (ABS) Module for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Yes
 Refer to DIAGNOSIS AND TESTING and perform the U0121-00-Lost Communication

with Anti-lock Brake System (ABS) Control Module diagnostic procedure.
No
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Integrated Power Module (TIPM) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
(D65) CAN C BUS(+) CIRCUIT SHORTED TO VOLTAGE
(D64) CAN C BUS(-) CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST
proceeding.

Yes
 Perform the U0141-Lost Communication with IPM (FCM/TIPM) diagnostic procedure.

Refer to DIAGNOSIS AND TESTING . .
No
AND TESTING . .
U0212-00-LOST COMMUNICATION WITH SCM (SAS)
WHEN MONITORED:
SET CONDITION:
If the controller fails to receive bus messages from the Steering Control Module (SAS) for approximately 500
ms.
POSSIBLE CAUSES
Possible Causes
DTCs RELATED TO BATTERY VOLTAGE, IGNITION, OR VIN MESSAGES
STEERING CONTROL MODULE (SAS) POWER AND GROUND
TOTALLY INTEGRATED POWER MODULE (TIPM) NOT CONFIGURED CORRECTLY
STEERING CONTROL MODULE (SAS)
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
SCM diagnostic procedure.
No
U0401-00-IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM
WHEN MONITORED:
With the ignition on for four seconds, no CAN BUS circuit error condition present, no lost communication with
Powertrain Control Module (PCM) condition present, and no system undervoltage or overvoltage condition
present.
SET CONDITION:
The Drive Train Control Module (DTCM) is receiving implausible data for pedal position, engine RPM, torque,
or engine coolant temperature from the PCM.
POSSIBLE CAUSES
Possible Causes
POWERTRAIN CONTROL MODULE (PCM) DTCS PRESENT
DIAGNOSTIC TEST
1. POWERTRAIN CONTROL MODULE (PCM) DTCS PRESENT

1. Ignition on.
2. With the scan tool, read DTCs in the PCM.
Are there any active DTCs present?
Yes

No
U0402-00-IMPLAUSIBLE DATA RECEIVED FROM TCM
WHEN MONITORED:
TCM condition present, and no system undervoltage or overvoltage condition present.
SET CONDITION:
The Drive Train Control Module (DTCM) is receiving implausible data for gear or PRNDL position from the
Transmission Control Module (TCM).
POSSIBLE CAUSES
Possible Causes
TRANSMISSION CONTROL MODULE (TCM) DTCS PRESENT
DIAGNOSTIC TEST
1. TRANSMISSION CONTROL MODULE (TCM) DTCS PRESENT

2. With the scan tool, read DTCs in the TCM.
Are there any DTCs present?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the appropriate diagnostic procedure.
No
U0415-00-IMPLAUSIBLE DATA RECEIVED FROM ABS
WHEN MONITORED:
ABS condition present, and no system undervoltage or overvoltage condition present.
SET CONDITION:
The Drive Train Control Module (DTCM) is receiving implausible data for vehicle speed, wheel speeds, brake
switch status, longitudinal acceleration, yaw rate, or lateral acceleration from the ABS Module.
POSSIBLE CAUSES
Possible Causes
ANTILOCK BRAKE SYSTEM (ABS) MODULE DTCS PRESENT
DIAGNOSTIC TEST
1. ABS MODULE DTCS PRESENT

2. With the scan tool, read DTCs in the ABS Module.
Yes
No
U0429-00-IMPLAUSIBLE DATA RECEIVED FROM SCM
WHEN MONITORED:
With the ignition on for 4 seconds, no CAN BUS circuit error condition present, no lost communication with
SCM condition present, and no system undervoltage or overvoltage condition present.
SET CONDITION:
The Drive Train Control Module (DTCM) is receiving implausible data for sensor status from the SCM.
POSSIBLE CAUSES
Possible Causes
STEERING COLUMN CONTROL MODULE (SCCM) DTCS PRESENT
DIAGNOSTIC TEST
1. STEERING COLUMN CONTROL MODULE DTCS PRESENT

2. With the scan tool, read DTCs in the SCCM.
Yes
No
U0431-00-IMPLAUSIBLE DATA RECEIVED FROM IPM (FCM/TIPM)
WHEN MONITORED:
TIPM condition present, and no system undervoltage or overvoltage condition present.
SET CONDITION:
The Drive Train Control Module (DTCM) is receiving no message or implausible data for ambient temperature
or the transfer case selector switch.
POSSIBLE CAUSES
Possible Causes
CAN BUS OPEN OR SHORTED CONDITION
TOTALLY INTEGRATED POWER MODULE (TIPM) DTCS PRESENT
TOTALLY INTEGRATED POWER MODULE (TIPM) CONFIGURED INCORRECTLY
DIAGNOSTIC TEST
1. DTC IS ACTIVE
NOTE: Diagnose all CAN C and CAN Interior bus communication DTCs before
continuing.
NOTE: This DTC must be active for the results of this test to be valid.

3. Cycle the ignition switch from off to on.
Yes
 Go To 2.
No
Go To 3.

2. CHECK FOR TOTALLY INTEGRATED POWER MODULE (TIPM) DTCS

1. With the scan tool, read DTCs in the TIPM.
Are there any TIPM DTCs present?
Yes
No


2. Using the wiring diagrams as a guide, check all related splices and connectors for signs of water
intrusion, corrosion, pushed out or bent terminals, and correct pin tension.
circuit.
Yes
No
time.
STANDARD PROCEDURE
TRANSFER CASE VERIFICATION TEST
DIAGNOSTIC TEST
1.
1. Disconnect all jumper wires and reconnect all previously disconnected components and connectors.
2. With the scan tool, select clear Stored DTCs.
3. Make sure that all accessories are turned off and that the battery is fully charged.
4. Test drive the vehicle in each Transfer Case range and verify proper operation in each range.
 To select or deselect 2WD, AWD or 4HI mode (if equipped), vehicle speed must be below
88 Kmh (55 mph) with all wheels at vehicle speed.
 Shifts will not take place with a wheel speed difference of greater than 21 Kmh (13 mph)
between the front and rear wheels.
 To select or deselect 4LO (if equipped), vehicle speed must be below 5 Kmh (3 mph) with
the ignition on, engine not running and the transmission in neutral (automatic transmission)
or the clutch pedal pressed (manual transmission).
 To select or deselect Transfer Case Neutral (if equipped), vehicle speed must be 0 Kmh (0
mph) with the ignition on, engine not running, the brake pedal applied, and the transmission
in neutral (automatic transmission) or the clutch pedal pressed (manual transmission). Press
the Neutral button (if equipped) on the Transfer Case Selector Switch until the Neutral
Indicator is illuminated.
WARNING: Apply the parking brake. The vehicle may roll with the
Transfer Case in neutral.
To verify that the Transfer Case is in Neutral, shift the automatic transmission into reverse

and release the brake pedal for three seconds or shift the manual transmission into gear and
slowly release the clutch pedal. There should be no vehicle movement if the Transfer Case is
in Neutral.
5. With the scan tool, read DTCs in the Totally Integrated Power Module (TIPM) and in the
Instrument Cluster (CCN).
Are there any DTCs present in the TIPM or in the CCN?
Yes
 Perform the appropriate diagnostic procedure. Refer to TIPM - DIAGNOSIS AND

TESTING , or refer to CCN - DIAGNOSIS AND TESTING .
No
 Test complete.
STANDARD PROCEDURE - DTCM VERIFICATION TEST
DIAGNOSTIC TEST
1. DTCM VERIFICATION TEST

4. Test drive the vehicle and verify proper operation.
Are there any DTCs present in the Drive Train Control Module (DTCM)?
Yes
No
 Repair is complete.
2011 STEERING Electro-Hydraulic Power Steering (EHPS) Module - Electrical Diagnostics - Grand Cherokee
2011 STEERING
Electro-Hydraulic Power Steering (EHPS) Module - Electrical Diagnostics - Grand Cherokee

DTC Description
C15A4-00 POWER STEERING ASSIST INHIBITED-VEHICLE SPEED TOO HIGH
C211B-00 IGNITION RUN/START INPUT
C211B-11 IGNITION RUN/START INPUT-CIRCUIT SHORT TO GROUND
C211B-12 IGNITION RUN/START INPUT - CIRCUIT SHORT TO BATTERY
C2128-00 ECU RESET/RECOVERY OCCURRED
C212A-84 SYSTEM VOLTAGE-SIGNAL BELOW ALLOWABLE RANGE
C212A-85 SYSTEM VOLTAGE-SIGNAL ABOVE ALLOWABLE RANGE
C2206-00 VEHICLE CONFIGURATION MISMATCH
C220D-00 ELECTRICAL POWERED HYDRAULIC STEERING MODULE INTERNAL
C2210-00 ECU OVERTEMPERATURE
C221F-00 ECU NOT INITIALIZED
U0002-00 CAN C BUS OFF PERFORMANCE
U0100-00 LOST COMMUNICATION WITH ECM/PCM
CONTROL MODULE
U0126-00 LOST COMMUNICATION WITH STEERING ANGLE SENSOR
U0428-00 IMPLAUSIBLE DATA RECEIVED FROM STEERING ANGLE SENSOR
MODULE
U1601-00 ECU APPLICATION SOFTWARE CODE 1 MISSING OR CORRUPTED
U160B-00 ECU BOOT SOFTWARE 1 MISSING OR CORRUPTED

C15A4-00-POWER STEERING ASSIST INHIBITED-VEHICLE SPEED TOO HIGH
WHEN MONITORED:
Continuously, with the engine over 300 RPM.
SET CONDITION:
The Electro-Hydraulic Power Steering (EHPS) Pump Motor does not turn.
POSSIBLE CAUSES
Possible Causes
ELECTRO-HYDRAULIC POWER STEERING (EHPS) PUMP
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Test complete. The condition or conditions that originally set this DTC are not present at this

2. EHPS PUMP MOTOR
1. Turn the steering wheel left and right.
Is there power steering assist?
Yes
 Replace and program the Electro-Hydraulic Power Steering (EHPS) Pump in accordance
with the Service Information. Refer to PUMP , REMOVAL .
 Perform the EHPS Verification Test. Refer to STANDARD PROCEDURE.
No
C211B-00-IGNITION RUN/START INPUT

Fig. 1: Electro-Hydraulic Power Steering Module Wiring Diagram

WHEN MONITORED:
Continuous.
SET CONDITION:
No ignition voltage sensed at the module.
POSSIBLE CAUSES
Possible Causes
(F943) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT SHORTED TO GROUND
(F943) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT OPEN OR HIGH
RESISTANCE
ELECTRO-HYDRAULIC POWER STEERING (EHPS) MODULE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
NOTE: If multiple DTCs are present, inspect the wiring and harness connector at
the EHPS Pump.
1. Turn ignition on.

3. With the scan tool, read the DTCs in the EHPS Module.
Yes
 Go To 2.
No

2. (F943) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT SHORTED TO
GROUND
Fig. 2: Checking Fused Ignition Switch Output (Run-Start) Circuit Shorted To Ground
1. Turn ignition off to the lock position.

2. Disconnect the TIPM C5 harness connector.

3. Disconnect the EHPS Module C2 harness connector.
4. Measure the resistance between ground and the (F943) Fused Ignition Switch Output (Run-Start)
circuit in the EHPS Module harness connector.
Is the resistance below 10k Ohms?
Yes
 Repair the (F943) Fused Ignition Switch Output (Run-Start) circuit for a short to ground.
No
Go To 3.

3. (F943) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT OPEN OR HIGH

RESISTANCE
Fig. 3: Checking Fused Ignition Switch Output (Run-Start) Circuit Open Or High Resistance
1. Measure the resistance of the (F943) Fused Ignition Switch Output (Run-Start) circuit between the
TIPM C5 harness connector and the EHPS Module C2 harness connector.
Yes
 Repair the (F943) Fused Ignition Switch Output (Run-Start) circuit for an open or high
resistance.
No
C211B-11-IGNITION RUN/START INPUT-CIRCUIT SHORT TO GROUND


WHEN MONITORED:
Continuous.
SET CONDITION:
The ignition signal at the Electro-Hydraulic Power Steering (EHPS) Module harness connector is less than 2.5
Volts while the vehicle is running.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
the EHPS Pump.

Yes
 Go To 2.
No

GROUND
Fig. 5: Checking Fused Ignition Switch Output (Run-Start) Circuit Shorted To Ground


3. Disconnect the EHPS Module C2.
circuit in the EHPS Module harness connector.
Yes
 Repair the (F943) Fused Ignition Switch Output (Run-Start) circuit for a short to ground.
No
C211B-12-IGNITION RUN/START INPUT - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
Continuous.
SET CONDITION:
The Electro-Hydraulic Power Steering (EHPS) Module receives ignition signal while ignition is off.
POSSIBLE CAUSES
Possible Causes
(F943) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT SHORTED TO BATTERY
DIAGNOSTIC TEST
1. DTC IS ACTIVE
the EHPS Pump.

Yes
 Go To 2.
No

BATTERY
Fig. 7: Checking Fused Ignition Switch Output (Run-Start) Circuit Shorted To Battery

2. Using a 12-volt test light connected to ground, probe the (F943) Fused Ignition Switch Output
(Run-Start) circuit at the EHPS Module C2 harness connector.
Yes
 Repair the (F943) Fused Ignition Switch Output (Run-Start) circuit for a short to battery.
No
C2128-00-ECU RESET/RECOVERY OCCURRED


THEORY OF OPERATION
The Electro-Hydraulic Power Steering (EHPS) Pump assembly contains a control module, brushless electric
motor, and hydraulic pump integrated into a single unit. The EHPS Pump draws power from the 12-Volt
electrical system and provides the necessary flow and pressure to the steering gear to provide normal power
steering. The EHPS Pump requires communication over the CAN C bus to function properly. The output flow
of the EHPS Pump is varied as a function of Steering Wheel Rate (received from SAS) and Vehicle Speed
(received from ABS Module) in order to provide the optimum flow of power steering fluid to the steering gear
under all operating conditions. The EHPS Pump will start to provide steering assist when the Vehicle speed
message greater than 5 km/h (3 mph) is received on CAN C. If the Vehicle Speed message is missing at vehicle
startup, the EHPS Pump will not operate. If the Vehicle Speed message is lost during operation the EHPS pump
will use a default vehicle speed of 85 km/h (59 mph) to calculate desired flow and as a result, steering effort
will no longer be speed sensitive. If the Steering Wheel Position message is lost the EHPS Pump will use a
default steering wheel rate of 230°/sec to calculate desired flow and as a result, steering effort may be higher on
evasive steering maneuvers. The EHPS pump will resume normal operation automatically once any missing
message or out of range condition noted above is restored to normal.
WHEN MONITORED:
Once at each ignition cycle.
SET CONDITION:
When the ignition is turned on, the Electro-Hydraulic Power Steering (EHPS) Pump checks to see if the last
shutdown occurred correctly. If it did not, this DTC will be set active for the remainder of the current key cycle.
The EHPS Pump will run normally even if this DTC is active.
POSSIBLE CAUSES
Possible Causes
(A929) FUSED B(+) CIRCUIT OPEN OR HIGH RESISTANCE
(Z906/Z907) GROUND CIRCUIT OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST
1. CHECK DTC-C2128 ECU RESET/RECOVERY OCCURRED
NOTE: Make sure the 12-Volt battery is fully charged before proceeding.
1. Ignition on, engine off.


Does the scan tool display: DTC C2128-ECU RESET/RECOVERY OCCURRED?
Yes
No
Go To 2.

2. (A929) FUSED B(+) CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 9: Checking Fused B(+) Circuit Open Or High Resistance


2. Disconnect the EHPS Module C1 harness connector.
NOTE: Wiggle test the wiring harness and electrical connectors while testing
the circuit.
3. Using a 12-volt test light connected to ground, check the (A929) Fused B(+) circuit in the EHPS
Module C1 harness connector.
Yes
 Go To 3.
No
Repair the (A929) Fused B(+) circuit for an open or high resistance.

3. (Z906/Z907) GROUND CIRCUIT OPEN OR HIGH RESISTANCE


NOTE: Wiggle test the wiring harness and electrical connectors while testing the
circuit.
1. Using a 12-volt test light connected to 12-volts, check the (Z906/Z907) Ground circuit in the EHPS
Module C1 harness connector.
Yes
No
 Repair the (Z906/Z907) Ground circuit for an open or high resistance.

C212A-84-SYSTEM VOLTAGE-SIGNAL BELOW ALLOWABLE RANGE


WHEN MONITORED:
Continuously with the ignition on.
SET CONDITION:
The Electro-Hydraulic Power Steering (EHPS) Module receives a low charging system voltage message over
the CAN Bus or detects voltage under 10 volts on the (A929) Fused B(+) circuit.
POSSIBLE CAUSES
Possible Causes
CHARGING SYSTEM VOLTAGE LOW
(A929) FUSED B(+) CIRCUIT
DIAGNOSTIC TEST
1. CHECK PCM FOR CHARGING SYSTEM DTC

1. With the scan tool, read the PCM DTCs.
Are there any Charging System DTCs set in the PCM?
Yes
 Perform the Charging System diagnostic procedure. Refer to DIAGNOSTIC CODE

INDEX - 3.0L DIESEL or DIAGNOSTIC CODE INDEX - NGC .
No
Go To 2.

2. CHECK FOR AN ACTIVE DTC

1. With the scan tool, read the active EHPS Module DTCs.
Does the scan tool display this DTC as active?
Yes
 Go To 3.
No
3. CHECK THE VOLTAGE AT THE (A929) FUSED B(+) CIRCUIT

Fig. 12: Checking The Voltage At The Fused B(+) Circuit

1. Disconnect the EHPS Module harness connector.

3. Measure the voltage between the (A929) Fused B(+) circuit and ground. Compare this value to the
voltage measured at the vehicle battery.
Is the voltage measured at the EHPS Module harness connector the same as measured at the
battery?
Yes
No
 Repair the (A929) Fused B(+) circuit as necessary.

C212A-85-SYSTEM VOLTAGE-SIGNAL ABOVE ALLOWABLE RANGE


WHEN MONITORED:
SET CONDITION:
The Electro-Hydraulic Power Steering (EHPS) Module receives a high charging system voltage message over
the CAN Bus or detects voltage over 16 volts on the (A929) Fused B(+) circuit.
POSSIBLE CAUSES
Possible Causes
CHARGING SYSTEM VOLTAGE HIGH
DIAGNOSTIC TEST

Yes

No
Go To 2.


1. With the scan tool, read the active EHPS Module DTCs.
Yes
No
C2206-00-VEHICLE CONFIGURATION MISMATCH
WHEN MONITORED:
Ignition on.
SET CONDITION:
This DTC will set if the vehicle type is not identified or incorrectly identified.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ANTI-LOCK BRAKE SYSTEM (ABS) MODULE
NOTE: Diagnose and repair any Powertrain Control Module VIN or

Communication DTCs before continuing with this test.
NOTE: If C2202-00-Original VIN Mismatch / Missing is set along with this DTC,
perform the diagnostic procedure for C2202-00 before continuing with this
test.

2. With the scan tool, read and record the DTCs.
3. With the scan tool, read and record the Environmental Data to help identify the conditions in which
the DTC was set.
Does the scan tool display: C2206-00-VEHICLE CONFIGURATION MISMATCH?
Yes
 With the scan tool select TIPM under the ECU selection then Misc Functions and Restore
Vehicle Configuration.
No
 Test complete. The condition or conditions that originally set this DTC are not present at this
C220D-00-ELECTRICAL POWERED HYDRAULIC STEERING MODULE INTERNAL
THEORY OF OPERATION
WHEN MONITORED:
Continuously.
SET CONDITION:
If the Electro-Hydraulic Power Steering (EPS) Module detects an internal fault, this DTC will set. Most of
internal faults that can set this DTC will result in the EPS Pump not operating for the remainder of the current
key cycle.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ACTIVE DTC

Does the scan tool display: C220D-00-ELECTRICAL POWERED HYDRAULIC STEERING

MODULE INTERNAL?
Yes
 Replace the Electronic Power Steering (EHPS) Pump in accordance with service information.
Refer to PUMP , REMOVAL .
No
 The conditions that caused this code to set are not present at this time. Using the wiring
diagram/schematic as a guide, inspect the wiring harness and electrical connectors.
C2210-00-ECU OVERTEMPERATURE
WHEN MONITORED:
Ignition on with battery voltage normal.
SET CONDITION:
The Electro-Hydraulic Power Steering (EHPS) Module detects an over temperature at the Electro-Hydraulic
Power Steering (EHPS) Pump.
POSSIBLE CAUSES
Possible Causes
ELECTRO-HYDRAULIC POWER STEERING (EHPS) PUMP OVER TEMPERATURE
DIAGNOSTIC TEST
1. DTC IS ACTIVE

Yes
 Go To 2.
No

2. EHPS PUMP OVER TEMPERATURE
2. Let vehicle sit for 30 minutes.
5. Test drive vehicle performing parking maneuvers.
Does the DTC reset?
Yes
No
C221F-00-ECU NOT INITIALIZED
WHEN MONITORED:
Continuously.
SET CONDITION:
The Wireless Ignition Node detects that the Electro-Hydraulic Power Steering (EHPS) Module has not
initialized.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. EHPS MODULE
1. With the scan tool, record and erase WIN DTCs.
2. Remove and insert the key from the ignition switch several times then leave the key in the run
position.
Does the scan tool display: C221F-00 ECU NOT INITIALIZED?
Yes
No
U0002-00-CAN C BUS OFF PERFORMANCE
WHEN MONITORED:
Ignition run time is greater than one second. Battery voltage between 9 and 16 volts. Engine run time greater
than three seconds.
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
NOTE: For vehicle communication problems, use the scan tool to refer to the
Network Review Screen. The screen depicts a high level view of the
vehicle network. Fault and problem areas appear in red. Selecting any of
the network components allows access to the source of the problem.

2. With a scan tool, read DTCs.
Yes
 Diagnose the U0002-00 CAN C BUS OFF PERFORMANCE as the U0001 CAN C BUS
CIRCUIT test and perform the U0001-Can C Bus diagnostic procedure. Refer to
DIAGNOSIS AND TESTING .
No
U0100-00-LOST COMMUNICATION WITH ECM/PCM
WHEN MONITORED:
than three seconds.
SET CONDITION:
Bus messages not received from the Powertrain Control Module (ECM/PCM) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
POWERTRAIN CONTROL MODULE POWER AND GROUND
POWERTRAIN CONTROL MODULE (ECM/PCM)
NOTE: If present, diagnose and repair DTC U0002-88-CAN C BUS OFF

PERFORMANCE- BUS OFF before diagnosing this DTC.
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
ECM/PCM diagnostic procedure.
No

MODULE
WHEN MONITORED:
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Yes

No
U0126-00-LOST COMMUNICATION WITH STEERING ANGLE SENSOR

THEORY OF OPERATION
The Steering Angle Sensor (SAS) communicates with other controllers over the CAN C bus. The Electro-
Hydraulic Power Steering (EHPS) Pump continuously monitors the bus activity and receives the messages it
needs. If the EHPS Pump does not receive messages from the Steering Angle Sensor (SAS), this fault will set.
WHEN MONITORED:
SET CONDITION:
If the Electro-Hydraulic Power Steering (EHPS) Pump fails to receive bus messages from the Steering Angle
Sensor (SAS) for approximately 500 ms.
POSSIBLE CAUSES
Possible Causes
STEERING ANGLE SENSOR POWER AND GROUND
ANTI-LOCK BRAKE MODULE (ABS) NOT CONFIGURED CORRECTLY
STEERING ANGLE SENSOR (SAS)
ANTI-LOCK BRAKE MODULE (ABS)
DIAGNOSTIC TEST
1. ACTIVE DTC
Yes
 Refer to DIAGNOSIS AND TESTING and perform the U0126-00-LOST

COMMUNICATION WITH STEERING ANGLE SENSOR diagnostic procedure.
No
 Refer to DIAGNOSIS AND TESTING and perform the STORED LOST

COMMUNICATION DTCS diagnostic procedure.

WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Yes

No
AND TESTING . .
WHEN MONITORED:
Continuously with the ignition on, one valid CAN message received at least once, and no U0002-CAN C Bus
Off Performance DTC present.
SET CONDITION:
When the Electro-Hydraulic Power Steering (EHPS) Pump detects an incorrect CAN message from the
Powertrain Control Module (PCM).
POSSIBLE CAUSES
Possible Causes
EHPS CAN BUS DTCS
PCM DTCS
DIAGNOSTIC TEST
1. CHECK FOR DTC U0401-IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM

Does the scan tool display: U0401-IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM?
Yes
 Go To 2.
No

2. CHECK IF TIPM CAN BUS DTCS ARE PRESENT
1. With the scan tool, read TIPM DTCs.
Are there any TIPM CAN BUS DTCs present?
Yes
No
Go To 3.

3. CHECK IF ENGINE DTCS ARE PRESENT

1. With the scan tool, read PCM DTCs.
Are there any Engine DTCs present?
Yes

No
 Using the schematics as a guide, check the Electro-Hydraulic Power Steering Module pins,
terminals, and connectors for corrosion, damage, or terminal push out. Pay particular
attention to all power and ground circuits. If no problems are found, replace the Electro-
Hydraulic Power Steering (EHPS) Pump in accordance with the Service Information. Refer
to PUMP , REMOVAL .
WHEN MONITORED:
Continuously while the system is active.
SET CONDITION:
An error message has been received over the bus from the Anti-lock Brake Module.
POSSIBLE CAUSES
Possible Causes
ANTI-LOCK BRAKE MODULE

DIAGNOSTIC TEST
1. ACTIVE DTC
NOTE: Diagnose all CAN B and C communication DTCs before continuing.

2. With a scan tool, view DTCs.
Yes
 Go To 2.
No

2. ABS COMMUNICATION RELATED DTCS IN OTHER MODULES
1. With a scan tool check for ABS communication related DTCs in other modules on the CAN Bus.
Are there any ABS communication related DTCs in other modules on the CAN Bus at this time?
Yes
 Replace and program the Anti-Lock Brake Control Module (ABS) in accordance with the
Service Information. Refer to MODULE, ANTI-LOCK BRAKE SYSTEM , REMOVAL .
No
U0428-00-IMPLAUSIBLE DATA RECEIVED FROM STEERING ANGLE SENSOR MODULE
THEORY OF OPERATION
The Electro-Hydraulic Power Steering (EHPS) Assembly contains a control module, brushless electric motor,
and hydraulic pump integrated into a single unit. The EHPS Assembly draws power from the 12-Volt electrical
system and provides the necessary flow and pressure to the steering gear to provide normal power steering
independent of the gasoline engine. The EHPS Assembly requires communication over the CAN C bus to
function properly. The output flow of the EHPS Assembly is varied as a function of Steering Wheel Rate
(received from SAS Module) and Vehicle Speed (received from ABS Module) in order to provide the optimum
flow of power steering fluid to the steering gear under all operating conditions. The pump will start to provide
steering assist when a hybrid active (vehicle started) or a Vehicle speed message greater than 5 kph (3 mph) is
received on CAN C. If both the Vehicle Speed and Hybrid Active messages are missing at vehicle startup, the
EHPS Assembly will not operate. If the Vehicle Speed message is lost during operation the EHPS Module will
use a default vehicle speed of 85 km/h (59 mph) to calculate desired flow and as a result, steering effort will no
longer be speed sensitive. If the Steering Wheel Position message is lost the EHPS Module will use a default
steering wheel rate of 230°/sec to calculate desired flow and as a result, steering effort may be higher on evasive
steering maneuvers. The EHPS Assembly will resume normal operation automatically once any missing
WHEN MONITORED:
Continuously while the system is active.
SET CONDITION:
An error message has been received over the bus from the Steering Angle Sensor (SAS).
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ACTIVE DTC
NOTE: Diagnose all communication DTCs before continuing.

Yes
 Go To 2.
No

2. SAS COMMUNICATION RELATED DTCs IN OTHER MODULES
1. With a scan tool check for SAS communication related DTCs in other modules on the CAN Bus.
Are there any SAS communication related DTCs in other modules on the CAN Bus at this time?
Yes
 Replace the SAS in accordance with the service information. Refer to MODULE,
STEERING COLUMN , REMOVAL .
 Perform the EHPS VERIFICATION TEST. Refer to STANDARD PROCEDURE.
No
 Replace the Electro-Hydraulic Power Steering (EHPS) Assembly in accordance with Service
Information. Refer to PUMP , REMOVAL .
U1601-00-ECU APPLICATION SOFTWARE CODE 1 MISSING OR CORRUPTED
THEORY OF OPERATION
WHEN MONITORED:
Continuously, with the ignition on.
SET CONDITION:
When the Electro-Hydraulic Power Steering (EHPS) Pump detects that its software has been corrupted or is
missing.
POSSIBLE CAUSES
Possible Causes
TOTALLY INTEGRATED POWER MODULE (TIPM) FLASHED INCORRECTLY
DIAGNOSTIC TEST
1. CHECK FOR DTC U1601-ECU APPLICATION SOFTWARE CODE 1 MISSING OR

CORRUPTED
NOTE: This DTC must be active for the results of this test to be valid. Check for a
loose scan tool connection. Verify battery charger is installed and charge
rate provides approximately 13.5 volts.

3. With the scan tool, follow the reprogramming procedure and reflash the Electro-Hydraulic Power
Steering (EHPS) Pump while maintaining voltage as noted above.
Does the scan tool display: U1601-00-ECU APPLICATION SOFTWARE CODE 1 MISSING OR
CORRUPTED?
Yes
 Perform EHPS VERIFICATION TEST. Refer to DIAGNOSIS AND TESTING.
No
diagram/schematic as a guide, inspect the wiring harness and connectors.
 Perform the EHPS VERIFICATION TEST. Refer to DIAGNOSIS AND TESTING.
U160B-00-ECU BOOT SOFTWARE 1 MISSING OR CORRUPTED
WHEN MONITORED:
SET CONDITION:
The Electro-Hydraulic Power Steering (EHPS) Pump detects an internal failure.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ACTIVE DTC
Yes
No
STANDARD PROCEDURE
EPS VERIFICATION TEST
For a complete wiring diagram, refer to Wiring Information .
DIAGNOSTIC TEST
1. EPS VERIFICATION TEST

2. Remove all test equipment.
3. Connect all previously disconnected components and connectors.
4. Verify all accessories are turned off and the battery is fully charged.
5. Verify that the ignition is on. With the scan tool, record and erase all DTCs from all modules. Start
the engine and allow it to run for two minutes and fully operate the system that was indicating the
failure.
NOTE: Turn the steering wheel from lock to lock, holding at each lock
position for One second.
6. Turn the ignition off and wait five seconds. Turn the ignition on and using the scan tool, read
Diagnostic Trouble Codes (DTCs) from all modules.
7. If there are no DTCs present after turning ignition on, road test the vehicle for at least five minutes.
8. Again, with the scan tool read DTCs. If any DTCs are present, and troubleshoot the new or
recurring DTC. Refer to DIAGNOSIS AND TESTING.
9. If there are no DTCs present and the customer's concern can no longer be duplicated, the repair is
complete.
Are any DTCs present or is the original concern still present?
Yes
 Perform the appropriate diagnostic procedure.
No
2011 DRIVELINE/AXLES Electronic Limited Slip Differential (ELSD) Module - Electrical Diagnostics - Grand Cherokee
2011 DRIVELINE/AXLES
Electronic Limited Slip Differential (ELSD) Module - Electrical Diagnostics - Grand Cherokee

DTC Description
C141C-11 REAR DIFFERENTIAL CONTROL - CIRCUIT SHORT TO GROUND
C141C-12 REAR DIFFERENTIAL CONTROL - CIRCUIT SHORT TO BATTERY
C141C-13 REAR DIFFERENTIAL CONTROL - CIRCUIT OPEN
C141C-19 REAR DIFFERENTIAL CONTROL - CIRCUIT OVERCURRENT
C141C-4B REAR DIFFERENTIAL CONTROL - OVER TEMPERATURE
C1451-12 REAR DIFFERENTIAL POSITION SENSOR - CIRCUIT SHORT TO BATTERY
C1451-14 REAR DIFFERENTIAL POSITION SENSOR - CIRCUIT SHORT TO GROUND
OR OPEN
C1451-64 REAR DIFFERENTIAL POSITION SENSOR - SIGNAL PLAUSIBILITY
FAILURE
C1481-12 REAR DIFFERENTIAL POSITION SENSOR CIRCUIT 2 - CIRCUIT SHORT TO
BATTERY
C1482-11 REAR DIFFERENTIAL MOTOR TEMPERATURE SENSOR - CIRCUIT SHORT
TO GROUND
C1481-14 REAR DIFFERENTIAL POSITION SENSOR CIRCUIT 2 - CIRCUIT SHORT TO
GROUND OR OPEN
C1482-15 REAR DIFFERENTIAL MOTOR TEMPERATURE SENSOR - CIRCUIT SHORT
TO BATTERY OR OPEN
C1483-11 REAR DIFFERENTIAL POSITION SENSOR SUPPLY VOLTAGE - CIRCUIT
SHORT TO GROUND
C1483-12 REAR DIFFERENTIAL POSITION SENSOR SUPPLY - CIRCUIT SHORT TO
BATTERY
C1484-11 REAR DIFFERENTIAL BRAKE CONTROL - CIRCUIT SHORT TO GROUND
C1484-12 REAR DIFFERENTIAL BRAKE CONTROL - CIRCUIT SHORT TO BATTERY
C1484-13 REAR DIFFERENTIAL BRAKE CONTROL - CIRCUIT OPEN
C1484-19 REAR DIFFERENTIAL BRAKE CONTROL - OVERCURRENT
C1485-4B REAR DIFFERENTIAL MOTOR BRAKE OUTPUT DRIVER - OVER
TEMPERATURE
C1486-4B REAR DIFFERENTIAL MOTOR OUTPUT DRIVER - OVER TEMPERATURE
C1488-4B REAR DIFFERENTIAL CLUTCH-OVER TEMPERATURE
C1489-96 REAR DIFFERENTIAL MOTOR BRAKE - COMPONENT INTERNAL
FAILURE
C148D-00 REAR DIFFERENTIAL CLUTCH WEAR LIMIT EXCEEDED
C148F-1D REAR DIFFERENTIAL MEASURED MOTOR - CIRCUIT OUT OF RANGE
C1490-00 REAR DIFFERENTIAL ACTUATOR INITIALIZATION FAILURE

C2220-00 REAR DIFFERENTIAL ECU INTERNAL
U0114-00 LOST COMMUNICATION WITH FINAL DRIVE CONTROL MODULE
(FDCM) (DTCM)
CONTROL MODULE
U0414-00 IMPLAUSIBLE DATA RECEIVED FROM FDCM (DTCM)
U140D-00 IMPLAUSIBLE WHEEL SPEED SIGNALS RECEIVED
U1450-00 IMPLAUSIBLE DTCM TORQUE MESSAGE RECEIVED

C141C-11-REAR DIFFERENTIAL CONTROL - CIRCUIT SHORT TO GROUND
Fig. 1: Rear Differential Control Wiring Diagram

WHEN MONITORED:
The ignition on with battery voltage normal.

SET CONDITION:
The Electronic Limited Slip Differential (ELSD) Module detects low voltage on the Rear Differential Motor
circuits.
POSSIBLE CAUSES
Possible Causes
(T338) ELSD MOTOR CLAMP IN/OUT CIRCUIT SHORTED TO GROUND
(T339) ELSD MOTOR CLAMP OUT/IN CIRCUIT SHORTED TO GROUND
ELECTRONIC LIMITED SLIP DIFFERENTIAL (ELSD) MOTOR
ELECTRONIC LIMITED SLIP DIFFERENTIAL (ELSD) MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 5.

2. (T338) ELSD MOTOR CLAMP IN/OUT CIRCUIT SHORTED TO GROUND

Fig. 2: Checking ELSD Motor Clamp In/Out Circuit Shorted To Ground


2. Disconnect the ELSD Motor harness connector.
3. Disconnect the ELSD C1 harness connector.
4. Measure the resistance between ground and the (T338) ELSD Motor Clamp IN/OUT circuit in the
ELSD Motor harness connector.

Yes
 Repair the (T338) ELSD Motor Clamp IN/OUT circuit for a short to ground.
 Perform the ELSD VERIFICATION TEST. Refer to STANDARD PROCEDURE.
No
Go To 3.

3. (T339) ELSD MOTOR CLAMP OUT/IN CIRCUIT SHORTED TO GROUND

Fig. 3: Checking ELSD Motor Clamp Out/In Circuit Shorted To Ground

1. Measure the resistance between ground and the (T339) ELSD Motor Clamp OUT/IN circuit in the
Yes
 Repair the (T339) ELSD Motor Clamp OUT/IN circuit for a short to ground.
No
Go To 4.

4. ELECTRONIC LIMITED SLIP DIFFERENTIAL (ELSD) MODULE

1. Replace the Electronic Limited Slip Differential (ELSD) Motor in accordance with the Service
Information. Refer to MOTOR, ELECTRONIC LIMITED SLIP DIFFERENTIAL ,
REMOVAL .
Does the DTC reset?
Yes
 Replace the Electronic Limited Slip Differential (ELSD) Module in accordance with the
Service Information. Refer to MODULE, ELECTRONIC LIMITED SLIP
DIFFERENTIAL , REMOVAL .
No

time.

Yes
No
time.
C141C-12-REAR DIFFERENTIAL CONTROL - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
The Solenoid is active, no solenoid supply circuit DTCs are present and battery voltage is normal.
SET CONDITION:
The Electronic Limited Slip Differential (ELSD) Module detects high voltage on the Rear Differential Motor
circuits.
POSSIBLE CAUSES
Possible Causes
(T338) ELSD MOTOR CLAMP IN/OUT CIRCUIT SHORTED TO VOLTAGE
(T339) ELSD MOTOR CLAMP OUT/IN CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 5.

2. (T338) ELSD MOTOR CLAMP IN/OUT CIRCUIT SHORTED TO VOLTAGE

Fig. 5: Checking ELSD Motor Clamp In/Out Circuit Shorted To Voltage


5. Measure the voltage of the (T338) ELSD Motor Clamp IN/OUT circuit in the ELSD Motor harness
connector.
Yes
 Repair the (T338) ELSD Motor Clamp IN/OUT circuit for a short to voltage.
No
Go To 3.

3. (T339) ELSD MOTOR CLAMP OUT/IN CIRCUIT SHORTED TO VOLTAGE

Fig. 6: Checking ELSD Motor Clamp Out/In Circuit Shorted To Voltage

1. Measure the voltage of the (T339) ELSD Motor Clamp OUT/IN circuit in the ELSD Motor harness
connector.
Yes
 Repair the (T339) ELSD Motor Clamp OUT/IN circuit for a short to voltage.
No
Go To 4.


REMOVAL .
Does the DTC remain active?
Yes
No

time.
Yes
 Perform ELSD VERIFICATION TEST. Refer to STANDARD PROCEDURE.
No
time.
C141C-13-REAR DIFFERENTIAL CONTROL - CIRCUIT OPEN


WHEN MONITORED:
The Solenoid is active, no solenoid supply circuit DTCs are present and battery voltage is normal.
SET CONDITION:
The Electronic Limited Slip Differential (ELSD) Module detects no voltage on the Rear Differential Motor
circuits.
POSSIBLE CAUSES
Possible Causes
(T338) ELSD MOTOR CLAMP IN/OUT CIRCUIT OPEN OR HIGH RESISTANCE
(T339) ELSD MOTOR CLAMP OUT/IN CIRCUIT OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 5.

2. (T338) ELSD MOTOR CLAMP IN/OUT CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 8: Checking ELSD Motor Clamp In/Out Circuit Open Or High Resistance

4. Measure the resistance of the (T338) ELSD Motor Clamp IN/OUT circuit between the ELSD
Motor harness connector and the ELSD C1 harness connector.
Yes
 Repair the (T338) ELSD Motor Clamp IN/OUT circuit for an open or high resistance.
No
Go To 3.

3. (T339) ELSD MOTOR CLAMP OUT/IN CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 9: Checking ELSD Motor Clamp Out/In Circuit Open Or High Resistance
1. Measure the resistance of the (T339) ELSD Motor Clamp OUT/IN circuit between the ELSD
Motor harness connector and the ELSD C1 harness connector.
Yes
 Repair the (T339) ELSD Motor Clamp OUT/IN circuit for an open or high resistance.
No
Go To 4.


REMOVAL .
Yes
No

time.
Yes
No
time.
C141C-19-REAR DIFFERENTIAL CONTROL - CIRCUIT OVERCURRENT


WHEN MONITORED:

SET CONDITION:
The Electronic Limited Slip Differential (ELSD) Module detects over current draw on the Rear Differential
Motor circuits.
POSSIBLE CAUSES
Possible Causes
(T338) ELSD MOTOR CLAMP IN/OUT CIRCUIT SHORTED TO VOLTAGE
(T339) ELSD MOTOR CLAMP OUT/IN CIRCUIT SHORTED TO VOLTAGE
(T338) ELSD MOTOR CLAMP IN/OUT CIRCUIT SHORTED TO GROUND
(T339) ELSD MOTOR CLAMP OUT/IN CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 7.

2. (T338) ELSD MOTOR CLAMP IN/OUT CIRCUIT SHORTED TO VOLTAGE

Fig. 11: Checking ELSD Motor Clamp In/Out Circuit Shorted To Voltage

5. Measure the voltage of the (T338) ELSD Motor Clamp IN/OUT circuit in the ELSD Motor harness
connector.
Yes
 Repair the (T338) ELSD Motor Clamp IN/OUT circuit for a short to voltage.
No
Go To 3.

3. (T339) ELSD MOTOR CLAMP OUT/IN CIRCUIT SHORTED TO VOLTAGE

Fig. 12: Checking ELSD Motor Clamp Out/In Circuit Shorted To Voltage
1. Measure the voltage of the (T339) ELSD Motor Clamp OUT/IN circuit in the ELSD Motor harness
connector.
Yes
 Repair the (T339) ELSD Motor Clamp OUT/IN circuit for a short to voltage.
No
Go To 4.

4. (T338) ELSD MOTOR CLAMP IN/OUT CIRCUIT SHORTED TO GROUND

Fig. 13: Checking ELSD Motor Clamp In/Out Circuit Shorted To Ground

2. Measure the resistance between ground and the (T338) ELSD Motor Clamp IN/OUT circuit in the
Yes
 Repair the (T338) ELSD Motor Clamp IN/OUT circuit for a short to ground.
No
Go To 5.

5. (T339) ELSD MOTOR CLAMP OUT/IN CIRCUIT SHORTED TO GROUND
Fig. 14: Checking ELSD Motor Clamp Out/In Circuit Shorted To Ground
1. Measure the resistance between ground and the (T339) ELSD Motor Clamp OUT/IN circuit in the
Yes
 Repair the (T339) ELSD Motor Clamp OUT/IN circuit for a short to ground.
No
Go To 6.


REMOVAL .
Yes
No

time.
Yes
No
time.
C141C-4B-REAR DIFFERENTIAL CONTROL - OVER TEMPERATURE
WHEN MONITORED:
SET CONDITION:
The Electronic Limited Slip Differential (ELSD) Module detects an over temperature at the Rear Differential
Motor.
POSSIBLE CAUSES
Possible Causes
ELECTRONIC LIMITED SLIP DIFFERENTIAL (ELSD) MOTOR OVER TEMPERATURE
DIAGNOSTIC TEST

Yes
 Go To 2.
No
 Go To 4.
2. ELSD MOTOR OVER TEMPERATURE

5. Test drive vehicle under normal driving conditions.
Does the DTC reset?
Yes
 Go To 3.
No

time.
REMOVAL .
Yes
No

time.
Yes
No
time.
C1451-12-REAR DIFFERENTIAL POSITION SENSOR - CIRCUIT SHORT TO BATTERY


For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article
WHEN MONITORED:

SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(T333) HALL SENSOR SIGNAL 1 CIRCUIT SHORTED TO VOLTAGE
(T335) HALL SENSOR RETURN CIRCUIT SHORTED TO VOLTAGE
(T332) HALL SENSOR FEED CIRCUIT SHORTED TO THE (T333) HALL SENSOR SIGNAL 1
CIRCUIT
DIAGNOSTIC TEST

1. Start the engine.
3. Cycle the ignition switch from on to off.
Is the DTC Active at this time?
Yes
 Go To 2.
No
Go To 6.

2. (T333) HALL SENSOR SIGNAL 1 CIRCUIT SHORTED TO VOLTAGE

Fig. 16: Checking Hall Sensor Signal 1 Circuit Shorted To Voltage


2. Disconnect the Rear Differential Solenoid harness connector.
4. Measure the voltage of the (T333) Hall Sensor Signal 1 circuit in the Rear Differential Solenoid
harness connector.
Yes
 Repair the (T333) Hall Sensor Signal 1 circuit for a short to voltage.
No
Go To 3.

3. (T335) HALL SENSOR RETURN CIRCUIT SHORTED TO VOLTAGE
Fig. 17: Checking Hall Sensor Return Circuit Shorted To Voltage

1. Measure the voltage of the (T335) Hall Sensor Return circuit in the Rear Differential Solenoid
harness connector.
Yes
 Repair the (T335) Hall Sensor Return circuit for a short to voltage.
No
Go To 4.

4. (T332) HALL SENSOR FEED CIRCUIT SHORTED TO THE (T333) HALL SENSOR SIGNAL 1
CIRCUIT
Fig. 18: Checking Hall Sensor Feed Circuit Shorted To The Hall Sensor Signal 1 Circuit
1. Measure the resistance between the (T332) Hall Sensor Feed circuit and the (T333) Hall Sensor
Feed Signal 1 circuit at the Rear Differential Solenoid harness connector.
Yes
 Repair the short between the (T332) Hall Sensor Feed circuit and the (T333) Hall Sensor
Feed Signal 1 circuit.
No
Go To 5.


REMOVAL .
Yes
No

time.
Yes
No
time.
C1451-14-REAR DIFFERENTIAL POSITION SENSOR - CIRCUIT SHORT TO GROUND OR OPEN

WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(T333) HALL SENSOR SIGNAL 1 CIRCUIT SHORTED TO GROUND
(T333) HALL SENSOR SIGNAL 1 CIRCUIT OPEN OR HIGH RESISTANCE
(T333) HALL SENSOR SIGNAL 1 CIRCUIT SHORTED TO THE (T335) HALL SENSOR RETURN
CIRCUIT
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 6.

2. (T333) HALL SENSOR SIGNAL 1 CIRCUIT SHORTED TO GROUND

Fig. 20: Checking Hall Sensor Signal 1 Circuit Shorted To Ground

1. Measure the resistance between ground and the (T333) Hall Sensor Signal 1 circuit in the Rear
Differential Solenoid harness connector.
Is the resistance below 5.0 ohms?
Yes
 Repair the (T333) Hall Sensor Signal 1 circuit for a short to ground.
No
Go To 3.

3. (T333) HALL SENSOR SIGNAL 1 CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 21: Checking Hall Sensor Signal 1 Circuit Open Or High Resistance
1. Measure the resistance of the (T333) Hall Sensor Signal 1 circuit between the ELSD C1 harness
connector and the Rear Differential Solenoid harness connector.
Yes
 Go To 4.
No
Repair the (T333) Hall Sensor Signal 1 circuit for an open or high resistance.

4. (T333) HALL SENSOR SIGNAL 1 CIRCUIT SHORTED TO (T335) HALL SENSOR RETURN
CIRCUIT
Fig. 22: Checking Hall Sensor Signal 1 Circuit Shorted To Hall Sensor Return Circuit
1. Measure the resistance between the (T333) Hall Sensor Feed Signal 1 circuit and the (T335) Hall
Sensor Return circuit at the Rear Differential Solenoid harness connector.
Yes
 Repair the short between the (T333) Hall Sensor Feed Signal 1 circuit and the (T335) Hall
Sensor Return circuit.
No
Go To 5.


REMOVAL .
Yes
No

time.
Yes
No
time.
C1451-64-REAR DIFFERENTIAL POSITION SENSOR - SIGNAL PLAUSIBILITY FAILURE
WHEN MONITORED:
Ignition on.
SET CONDITION:
The Electronic Limited Differential Slip (ELSD) Module has detected an internal error.
POSSIBLE CAUSES
Possible Causes
(T332) HALL SENSOR FEED CIRCUIT SHORTED TO VOLTAGE
(T332) HALL SENSOR FEED CIRCUIT SHORTED TO GROUND
(T332) HALL SENSOR FEED CIRCUIT OPEN OR HIGH RESISTANCE
(T335) HALL SENSOR RETURN CIRCUIT SHORTED TO GROUND
(T335) HALL SENSOR RETURN CIRCUIT OPEN OR HIGH RESISTANCE
(T333) HALL SENSOR SIGNAL 1 CIRCUIT SHORTED TO THE (T334) HALL SENSOR SIGNAL 2
CIRCUIT
DIAGNOSTIC TEST


Yes
 Go To 2.
No
Go To 16.

2. (T332) HALL SENSOR FEED CIRCUIT SHORTED TO VOLTAGE
Fig. 23: Checking Hall Sensor Feed Circuit Shorted To Voltage



5. Measure the voltage of the (T332) Hall Sensor Feed circuit in the Rear Differential Solenoid
harness connector.
Yes
 Repair the (T332) Hall Sensor Feed circuit for a short to voltage.
No
Go To 3.

3. (T332) HALL SENSOR FEED CIRCUIT SHORTED TO GROUND

Fig. 24: Checking Hall Sensor Feed Circuit Shorted To Ground


4. Measure the resistance between ground and the (T332) Hall Sensor Feed circuit in the Rear

Yes
 Repair the (T332) Hall Sensor Feed circuit for a short to ground.
No
Go To 4.

4. (T332) HALL SENSOR FEED CIRCUIT OPEN OR HIGH RESISTANCE
Fig. 25: Checking Hall Sensor Feed Circuit Open Or High Resistance
1. Measure the resistance of the (T332) Hall Sensor Feed circuit between the ELSD C1 harness
Yes
 Go To 5.
No
Repair the (T332) Hall Sensor Feed circuit for an open or high resistance.



harness connector.
Yes
No
Go To 6.



Yes
No
Go To 7.


Yes
 Go To 8.
No



harness connector.
Yes
No
Go To 9.



Yes
No
Go To 10.



Yes
 Go To 11.
No



harness connector.
Yes
No
Go To 12.

12. (T335) HALL SENSOR RETURN CIRCUIT SHORTED TO GROUND
Fig. 33: Checking Hall Sensor Return Circuit Shorted To Ground

1. Measure the resistance between ground and the (T335) Hall Sensor Return circuit in the Rear

Yes
 Repair the (T335) Hall Sensor Return circuit for a short to ground.
No
Go To 13.

13. (T335) HALL SENSOR RETURN CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 34: Checking Hall Sensor Return Circuit Open Or High Resistance
1. Measure the resistance of the (T335) Hall Sensor Return circuit between the ELSD C1 harness
Yes
 Go To 14.
No
Repair the (T335) Hall Sensor Return circuit for an open or high resistance.

14. (T333) HALL SENSOR SIGNAL 1 CIRCUIT SHORTED TO (T334) HALL SENSOR SIGNAL 2
CIRCUIT
Fig. 35: Checking Hall Sensor Signal 1 Circuit Shorted To Hall Sensor Signal 2 Circuit
1. Measure the resistance between the (T333) Hall Sensor Feed Signal 1 circuit and the (T334) Hall
Sensor Feed Signal 2 circuit at the Rear Differential Solenoid harness connector.
Yes
 Repair the short between the (T334) Hall Sensor Feed Signal 2 circuit and the (T335) Hall
Sensor Return circuit.
No
Go To 15.


REMOVAL .
Yes
No

time.
Yes
No
time.
C1481-12-REAR DIFFERENTIAL POSITION SENSOR CIRCUIT 2 - CIRCUIT SHORT TO

BATTERY

WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 6.




harness connector.

Yes
No
Go To 3.


harness connector.
Yes
No
Go To 4.



harness connector.
Yes
No
Go To 5.


REMOVAL .
Yes
No

time.
Yes
No
time.
C1482-11-REAR DIFFERENTIAL MOTOR TEMPERATURE SENSOR - CIRCUIT SHORT TO

GROUND

WHEN MONITORED:
SET CONDITION:
The Electronic Limited Slip Differential (ELSD) Module detects excessive voltage fluctuation on the Mode
Sensor Signal circuit.
POSSIBLE CAUSES
Possible Causes
(T331) TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 4.

2. (T331) TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Fig. 41: Checking Temperature Sensor Signal Circuit Shorted To Ground

1. Measure the resistance between ground and the (T331) Temperature Sensor Signal circuit in the
Rear Differential Solenoid harness connector.
Yes
 Repair the (T331) Temperature Sensor Signal circuit for a short to ground.
No
Go To 3.


REMOVAL .
Yes
No

time.
Yes
No
time.
C1481-14-REAR DIFFERENTIAL POSITION SENSOR CIRCUIT 2 - CIRCUIT SHORT TO

GROUND OR OPEN

WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(T332) HALL SENSOR FEED CIRCUIT OPEN OR HIGH RESISTANCE
(T335) HALL SENSOR RETURN CIRCUIT OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 8.





Yes
No
Go To 3.


Yes
No
Go To 4.

4. (T332) HALL SENSOR FEED CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 45: Checking Hall Sensor Feed Circuit Open Or High Resistance
1. Measure the resistance of the (T332) Hall Sensor Feed circuit between the ELSD C3 harness
Yes
 Go To 5.
No
Repair the (T332) Hall Sensor Feed circuit for an open or high resistance.



Yes
 Go To 6.
No

6. (T335) HALL SENSOR RETURN CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 47: Checking Hall Sensor Return Circuit Open Or High Resistance
1. Measure the resistance of the (T335) Hall Sensor Return circuit between the ELSD C3 harness
Yes
 Go To 7.
No
Repair the (T335) Hall Sensor Return circuit for an open or high resistance.


REMOVAL .
Yes
No

time.
Yes
No
time.
C1482-15-REAR DIFFERENTIAL MOTOR TEMPERATURE SENSOR - CIRCUIT SHORT TO

BATTERY OR OPEN

WHEN MONITORED:

SET CONDITION:
The Electronic Limited Slip Differential (ELSD) Module detects excessive voltage fluctuation on the Mode
Sensor Signal circuit.
POSSIBLE CAUSES
Possible Causes
(T330) TEMPERATURE SENSOR RETURN CIRCUIT SHORTED TO BATTERY
(T331) TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY
(T330) TEMPERATURE SENSOR RETURN CIRCUIT OPEN OR HIGH RESISTANCE
(T331) TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 7.

2. (T330) TEMPERATURE SENSOR RETURN CIRCUIT SHORTED TO VOLTAGE

Fig. 49: Checking Temperature Sensor Return Circuit Shorted To Voltage


4. Measure the voltage of the (T330) Temperature Sensor Return circuit in the Rear Differential
Solenoid harness connector.
Yes
 Repair the (T330) Temperature Sensor Return circuit for a short to voltage.
No
Go To 3.

3. (T331) TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
Fig. 50: Checking Temperature Sensor Signal Circuit Shorted To Voltage

1. Measure the voltage of the (T331) Temperature Sensor Signal circuit in the Rear Differential
Yes
 Repair the (T331) Temperature Sensor Signal circuit for a short to voltage.
No
Go To 4.

4. (T330) TEMPERATURE SENSOR RETURN CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 51: Checking Temperature Sensor Return Circuit Open Or High Resistance
1. Measure the resistance of the (T330) Temperature Sensor Return circuit between the ELSD C1
harness connector and the Rear Differential Solenoid harness connector.
Yes
 Go To 5.
No
Repair the (T330) Temperature Sensor Return circuit for an open or high resistance.

5. (T331) TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 52: Checking Temperature Sensor Signal Circuit Open Or High Resistance
1. Measure the resistance of the (T331) Temperature Sensor Signal circuit between the ELSD C1
harness connector and the Rear Differential Solenoid harness connector.
Yes
 Go To 6.
No
Repair the (T331) Temperature Sensor Signal circuit for an open or high resistance.


REMOVAL .
Yes
No

time.
Yes
No
time.
C1483-11-REAR DIFFERENTIAL POSITION SENSOR SUPPLY VOLTAGE - CIRCUIT SHORT TO

GROUND

WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 4.





Yes
No
Go To 3.


REMOVAL .
Yes
No

time.
Yes
No
time.
C1483-12-REAR DIFFERENTIAL POSITION SENSOR SUPPLY - CIRCUIT SHORT TO BATTERY

WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 4.




harness connector.
Yes
 Perform the VERIFICATION TEST. Refer to STANDARD PROCEDURE.
No
Go To 3.


REMOVAL .
Yes
No

time.
Yes
No
time.
C1484-11-REAR DIFFERENTIAL BRAKE CONTROL - CIRCUIT SHORT TO GROUND

WHEN MONITORED:
SET CONDITION:
The Electronic Limited Slip Differential (ELSD) Module detects excessive voltage fluctuation on the Sensor
circuits.
POSSIBLE CAUSES
Possible Causes
(T336) DIFFERENTIAL MOTOR CLAMP IN/OUT CIRCUIT SHORTED TO GROUND
(T337) DIFFERENTIAL MOTOR CLAMP OUT/IN CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 5.

2. (T336) DIFFERENTIAL MOTOR CLAMP IN/OUT CIRCUIT SHORTED TO GROUND

Fig. 58: Checking Differential Motor Clamp In/Out Circuit Shorted To Ground

4. Measure the resistance between ground and the (T336) Differential Motor Clamp In/Out circuit in
the Rear Differential Solenoid harness connector.
Yes
 Repair the (T336) Differential Motor Clamp In/Out circuit for a short to ground.
No
Go To 3.

3. (T337) DIFFERENTIAL MOTOR CLAMP OUT/IN CIRCUIT SHORTED TO GROUND
Fig. 59: Checking Differential Motor Clamp Out/In Circuit Shorted To Ground

2. Measure the resistance between ground and the (T337) Differential Motor Clamp Out/In circuit in
Yes
 Repair the (T337) Differential Motor Clamp Out/In circuit for a short to ground.
No
Go To 4.


REMOVAL .
Yes
No

time.
Yes
No
time.
C1484-12-REAR DIFFERENTIAL BRAKE CONTROL - CIRCUIT SHORT TO BATTERY

WHEN MONITORED:
SET CONDITION:
circuits.
POSSIBLE CAUSES
Possible Causes
(T336) DIFFERENTIAL MOTOR CLAMP IN/OUT CIRCUIT SHORTED TO VOLTAGE
(T337) DIFFERENTIAL MOTOR CLAMP OUT/IN CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 5.

2. (T336) DIFFERENTIAL MOTOR CLAMP IN/OUT CIRCUIT SHORTED TO VOLTAGE

Fig. 61: Checking Differential Motor Clamp In/Out Circuit Shorted To Voltage

5. Measure the voltage of the (T336) Differential Motor Clamp In/Out circuit in the Rear Differential

Yes
 Repair the (T336) Differential Motor Clamp In/Out circuit for a short to voltage.
No
Go To 3.

3. (T337) DIFFERENTIAL MOTOR CLAMP OUT/IN CIRCUIT SHORTED TO VOLTAGE
Fig. 62: Checking Differential Motor Clamp Out/In Circuit Shorted To Voltage


4. Measure the voltage of the (T337) Differential Motor Clamp Out/In circuit in the Rear Differential
Yes
 Repair the (T337) Differential Motor Clamp Out/In circuit for a short to voltage.
No
Go To 4.


REMOVAL .
Yes
No

time.
Yes
No
time.
C1484-13-REAR DIFFERENTIAL BRAKE CONTROL - CIRCUIT OPEN


WHEN MONITORED:

SET CONDITION:
circuits.
POSSIBLE CAUSES
Possible Causes
(T336) DIFFERENTIAL MOTOR CLAMP IN/OUT CIRCUIT OPEN OR HIGH RESISTANCE
(T337) DIFFERENTIAL MOTOR CLAMP OUT/IN CIRCUIT OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 5.

2. (T336) DIFFERENTIAL MOTOR CLAMP IN/OUT CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 64: Checking Differential Motor Clamp In/Out Circuit Open Or High Resistance

4. Measure the resistance of the (T336) Differential Motor Clamp In/Out circuit between the Rear
Differential Solenoid harness connector and the ELSD C1 harness connector.
Yes
 Repair the (T336) Differential Motor Clamp In/Out circuit for an open or high resistance.
No
Go To 3.

3. (T337) DIFFERENTIAL MOTOR CLAMP OUT/IN CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 65: Checking Differential Motor Clamp Out/In Circuit Open Or High Resistance

2. Measure the resistance of the (T337) Differential Motor Clamp Out/In circuit between the Rear
Differential Solenoid harness connector and the ELSD C3 harness connector.
Yes
 Repair the (T337) Differential Motor Clamp Out/In circuit for an open or high resistance.
No
Go To 4.


REMOVAL .
Yes
No

time.

Yes
No
time.
C1484-19-REAR DIFFERENTIAL BRAKE CONTROL - OVERCURRENT


WHEN MONITORED:

SET CONDITION:
The Electronic Limited Slip Differential (ELSD) Module detects over current draw on the Rear Differential
Motor circuits.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 7.




Yes
No
Go To 3.



Yes
No
Go To 4.



Yes
No
Go To 5.


Yes
No
Go To 6.


REMOVAL .
Yes
No

time.
Yes
No
time.
C1485-4B-REAR DIFFERENTIAL MOTOR BRAKE OUTPUT DRIVER - OVER TEMPERATURE

WHEN MONITORED:
SET CONDITION:
Motor Brake Output.
POSSIBLE CAUSES
Possible Causes
ELECTRONIC LIMITED SLIP DIFFERENTIAL (ELSD) MOTOR BRAKE OUTPUT OVER
TEMPERATURE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 8.

2. ELSD MOTOR BRAKE OUTPUT OVER TEMPERATURE


Does the DTC reset?
Yes
 Go To 3.
No

time.


Yes
No
Go To 4.



Yes
No
Go To 5.



Yes
No
Go To 6.


Yes
No
Go To 7.


REMOVAL .
Does the DTC reset?
Yes
No

time.
Yes
No
time.
C1486-4B-REAR DIFFERENTIAL MOTOR OUTPUT DRIVER - OVER TEMPERATURE

WHEN MONITORED:
SET CONDITION:
Motor Output.
POSSIBLE CAUSES
Possible Causes
ELECTRONIC LIMITED SLIP DIFFERENTIAL (ELSD) MOTOR OUTPUT OVER TEMPERATURE
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 8.

2. ELSD MOTOR OUTPUT OVER TEMPERATURE


Yes
 Go To 3.
No

time.


Yes
No
Go To 4.



Yes
No
Go To 5.



Yes
No
Go To 6.


Yes
No
Go To 7.


REMOVAL .
Yes
No

time.
Yes
No
time.
C1488-4B-REAR DIFFERENTIAL CLUTCH-OVER TEMPERATURE
WHEN MONITORED:
SET CONDITION:
Clutch Motor.
POSSIBLE CAUSES
Possible Causes
ELECTRONIC LIMITED SLIP DIFFERENTIAL (ELSD) DIFFERENTIAL CLUTCH OVER
TEMPERATURE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. ELSD DIFFERENTIAL CLUTCH OVER TEMPERATURE


5. Test drive vehicle under normal driving conditions
Does the DTC reset?
Yes
 Go To 3.
No

time.
REMOVAL .
Does the DTC reset?
Yes
No

time.
Yes
No
time.
C1489-96-REAR DIFFERENTIAL MOTOR BRAKE - COMPONENT INTERNAL FAILURE
WHEN MONITORED:
Ignition on. Battery voltage between 9 and 16 volts.
SET CONDITION:
The Electronic Limited Slip Differential (ELSD) has detected slippage of the motor brake causing an internal
failure.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 3.
REMOVAL .
Yes
No

time.
Yes
No
time.
C148D-00-REAR DIFFERENTIAL CLUTCH WEAR LIMIT EXCEEDED
WHEN MONITORED:
SET CONDITION:
The Electronic Limited Slip Differential (ELSD) Module detects a that the rear differential clutch wear limit has
been exceeded.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 3.


REMOVAL .
Yes
No

time.
Yes
No
time.
C148F-1D-REAR DIFFERENTIAL MEASURED MOTOR - CIRCUIT OUT OF RANGE
WHEN MONITORED:
SET CONDITION:
The Electronic Limited Slip Differential (ELSD) has detected circuit current or motor position out of range.
POSSIBLE CAUSES
Possible Causes
NOTE: If any ELSD motor or sensor DTCs are present, perform the appropriate
diagnostic procedure before continuing with this test.
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 3.


REMOVAL .
Yes
No

time.
Yes
No
time.
C1490-00-REAR DIFFERENTIAL ACTUATOR INITIALIZATION FAILURE
WHEN MONITORED:
SET CONDITION:
The Electronic Limited Slip Differential (ELSD) has detected incorrect position change during initialization.
POSSIBLE CAUSES
Possible Causes
NOTE: If any ELSD motor or sensor DTCs are present, perform the appropriate
diagnostic procedure before continuing with this test.
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 3.


REMOVAL .
Yes
No

time.
Yes
No
time.

WHEN MONITORED:
SET CONDITION:
The Electronic Limited Slip Differential (ELSD) Module detects the battery voltage has dropped below 10
Volts for more than 15 seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

2. With the scan tool, read DTCs in the Powertrain Control Module (PCM).
Yes
CODE INDEX - NGC .
No
Go To 2.


2. With the scan tool, read the DTCs in the ELSD.

Yes
 Go To 3.
No
Go To 6.



3. With a 12-volt test light connected to ground, check the (A206) Fused B+ circuit in the ELSD C2
harness connector.
Yes
 Go To 4.
No
Repair the (A206) Fused B(+) circuit for an open circuit or high resistance.



1. With a 12-volt test light connected to ground, check the (A903) Fused B+ circuit in the ELSD C2
harness connector.

Yes
 Go To 5.
No
Repair the (A903) Fused B(+) circuit for an open circuit or high resistance. Inspect the

related fuse. if the fuse is open, check the circuit for a short to ground.



2. With a 12-volt test light connected to B+, check the (Z916) Ground circuit in the ELSD C2 harness
connector.
Yes
No


circuit.
Yes
No
time.
WHEN MONITORED:
SET CONDITION:
The Electronic Limited Slip Differential (ELSD) Module detects the battery voltage has increased above 16
Volts for more than 15 seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes

No
Go To 2.


1. With the scan tool, read DTCs in the ELSD.
Yes
No
Go To 3.


circuit.
Yes
No
time.
C2220-00-REAR DIFFERENTIAL ECU INTERNAL
WHEN MONITORED:
SET CONDITION:
The Electronic Limited Slip Differential (ELSD) has detected a failure internal to the controller.
POSSIBLE CAUSES
Possible Causes
ELECTRONIC LIMITED SLIP DIFFERENTIAL (ELSD)
DIAGNOSTIC TEST

Yes
 Replace the Electronic Limited Slip Differential (ELSD) in accordance with the Service
Information. Refer to MODULE, ELECTRONIC LIMITED SLIP DIFFERENTIAL ,
REMOVAL .
No
WHEN MONITORED:
than three seconds.
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST


Yes
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Yes

No
AND TESTING . .
U0114-00-LOST COMMUNICATION WITH FINAL DRIVE CONTROL MODULE (FDCM) (DTCM)
WHEN MONITORED:
Battery Voltage between 10 and 16 Volts.
SET CONDITION:
The Electronic Limited Slip Differential (ELSD) doesn't receive a Final Drive Control Module (FDCM)
(DTCM) message over the CAN C BUS circuit for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
CAN INTERIOR OR CAN C BUS CIRCUITS OPEN OR SHORTED
DIAGNOSTIC TROUBLE CODES (DTC) RELATED TO BATTERY VOLTAGE, IGNITION, OR
VIN MESSAGES PRESENT
DIAGNOSTIC TEST
NOTE: Make sure the IOD fuse is installed and battery Voltage is between 10 and
16 Volts before proceeding.

Yes
 Refer to DIAGNOSIS AND TESTING and perform the U0114-LOST

COMMUNICATION WITH FINAL DRIVE CONTROL MODULE (FDCM) (DTCM)
No

MODULE
WHEN MONITORED:
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes

DIAGNOSTIC TEST
proceeding.

Yes

No
U0414-00-IMPLAUSIBLE DATA RECEIVED FROM FDCM (DTCM)
THEORY OF OPERATION
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a
certain number of bytes. The Electronic Limited Slip Differential (ELSD) Module verifies that it has received
the proper number of bytes for each ID.
WHEN MONITORED:
SET CONDITION:
When the ELSD Module detects an incorrect message from the Drive Train Control Module (DTCM).
POSSIBLE CAUSES
Possible Causes
TOTALLY INTEGRATED POWER MODULE (TIPM) CAN BUS DTCs PRESENT
DRIVE TRAIN CONTROL MODULE (DTCM) DTCs PRESENT
DIAGNOSTIC TEST
1. CHECK FOR TIPM CAN BUS DTCs

Yes
Perform the diagnostic procedure for DTC U0001-CAN C BUS first if it is present.
No
Go To 2.

2. CHECK IF DTCM DTCs ARE PRESENT

1. With the scan tool, read DTCM DTCs.
Are there any DTCM DTCs present?
Yes
 Perform the appropriate diagnostic procedure. Refer to DIAGNOSIS AND TESTING.

No
 Using the schematics as a guide, check the Drive Train Control Module (DTCM) terminals
or corrosion, damage, or terminal push out. Pay particular attention to all power and ground
circuits. If no problems are found, replace Electronic Limited Slip Differential (ELSD)
Module in accordance to the Service Information. Refer to MODULE, ELECTRONIC
LIMITED SLIP DIFFERENTIAL , REMOVAL .
U140D-00-IMPLAUSIBLE WHEEL SPEED SIGNALS RECEIVED
THEORY OF OPERATION
WHEN MONITORED:
Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off
Performance DTC present.
SET CONDITION:
When the ELSD detects an incorrect CAN ID from the ABS control module.
POSSIBLE CAUSES
Possible Causes
ANTI-LOCK BRAKE SYSTEM (ABS) MODULE DTCs PRESENT
DIAGNOSTIC TEST
1. CHECK FOR TIPM CAN BUS DTCS

Yes
No
Go To 2.

2. CHECK FOR ABS DTCs

1. With the scan tool, read ABS DTCs.
Yes

No
 Using the schematics as a guide, check the Anti-lock Brake System (ABS) Module terminals
for corrosion, damage, or terminal push out. Pay particular attention to all power and ground
U1450-00-IMPLAUSIBLE DTCM TORQUE MESSAGE RECEIVED
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the ELSD Module detects an incorrect message from the Drive Train Control Module (DTCM).
POSSIBLE CAUSES
Possible Causes
DRIVE TRAIN CONTROL MODULE (DTCM) DTCs PRESENT
ELECTRONIC LIMITED SLIP DIFFERENTIAL (ELSD) MODULE)
DIAGNOSTIC TEST
1. CHECK FOR TIPM CAN BUS DTCs

Yes
No
Go To 2.

2. CHECK IF DTCM DTCs ARE PRESENT

Are there any DTCM DTC's present?
Yes
No
 Using the schematics as a guide, check the Drive Train Control Module (DTCM) terminals
or corrosion, damage, or terminal push out. Pay particular attention to all power and ground
STANDARD PROCEDURE
ELSD VERIFICATION TEST
DIAGNOSTIC TEST
1. ASCM VERIFICATION TEST

4. With the scan tool, under "Miscellaneous Functions" run the Quick Learn routine.
5. With the scan tool, under "System Test" run the System Functionality Test.
Are there any DTCs present in the Electronic Limited Slip Differential (ELSD)?
Yes
No
2011 AUTOMATIC TRANSMISSION Electronic Shift Module (ESM) - Electrical Diagnostics - Grand Cherokee
2011 AUTOMATIC TRANSMISSION
Electronic Shift Module (ESM) - Electrical Diagnostics - Grand Cherokee

DTC Description
P0562 BATTERY VOLTAGE LOW
P0563 BATTERY VOLTAGE HIGH
P0607 ECU INTERNAL PERFORMANCE
P0930 BTSI CONTROL CIRCUIT LOW
P0931 BTSI CONTROL CIRCUIT HIGH
P2775 AUTOSTICK UPSHIFT SWITCH CIRCUIT PERFORMANCE
P2779 AUTOSTICK DOWNSHIFT SWITCH CIRCUIT PERFORMANCE
U0002 CAN C BUS OFF PERFORMANCE
U0100 LOST COMMUNICATION WITH THE ECM/PCM
U0121 LOST COMMUNICATION WITH ABS
U0141 LOST COMMUNICATION WITH IPM (FCM/TIPM)

P0562-BATTERY VOLTAGE LOW
THEORY OF OPERATION
The Shift Lever Assembly monitors ignition voltage. The DTC will set if the monitored battery voltage drops
below 6.0 volts and a temporary limp in will be activated. If the voltage rises above 9.0 volts, normal operations
is resumed.
WHEN MONITORED:
SET CONDITION:
When monitored battery voltage drops below 6.0 volts.
POSSIBLE CAUSES
Possible Causes
VEHICLE CHARGING SYSTEM
(F1) IGNITION UNLOCK RUN START CIRCUIT
(Z911) GROUND CIRCUIT

SHIFT LEVER ASSEMBLY
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to STANDARD
PROCEDURE .
DIAGNOSTIC TEST
1. CHECK FOR ENGINE CHARGING SYSTEM DTCS

1. With the scan tool, read Engine DTCs.
Are there any Engine Charging System DTCs present?
Yes

No
Go To 2.

2. CHECK (F1) IGNITION UNLOCK RUN START CIRCUIT

Fig. 1: Checking Ignition Unlock Run Start Circuit


2. Disconnect the Shift Lever Assembly harness connector.
4. Using a 12-volt test light connected to ground, check the (F1) Ignition Unlock Run Start circuit in
the Shift Lever Assembly harness connector.
Yes
 Go To 3.
No
Repair the (F1) Ignition Unlock Run Start circuit for high resistance.

 Perform the NAG1 TRANSMISSION VERIFICATION TEST. Refer to STANDARD

PROCEDURE .
3. CHECK (Z911) GROUND CIRCUIT
Fig. 2: Checking Ground Circuit In Shift Lever Assembly Harness Connector


2. Using a 12-volt test light connected to 12-volts, check the (Z911) Ground circuit in the Shift Lever
Assembly harness connector.
Yes
 Go To 4.
No
Repair the (Z911) Ground circuit for high resistance.



PROCEDURE .
4. SHIFT LEVER ASSEMBLY
1. Reconnect all disconnected harness connectors.
2. With the scan tool, erase Shift Lever DTCs.
3. Start the engine and raise the engine speed to 2000 RPM.
4. With the scan tool, read Shift Lever DTCs.
Did the P0562-BATTERY VOLTAGE LOW DTC reset?
Yes
 Replace the Shift Lever Assembly in accordance with the Service Information
PROCEDURE .
No
 Test complete.
P0563-BATTERY VOLTAGE HIGH
THEORY OF OPERATION
The Shift Lever Assembly monitors ignition voltage. The DTC will set, if the monitored battery voltage rises
above 16.0 volts.
WHEN MONITORED:
SET CONDITION:
When the monitored battery voltage rises above 16.0 volts.
POSSIBLE CAUSES
Possible Causes
CHARGING SYSTEM DTCS
VEHICLE WAS JUMP STARTED INCORRECTLY
SYSTEM VOLTAGE HIGH
PROCEDURE .
DIAGNOSTIC TEST
1. CHECK FOR CHARGING SYSTEM DTCS

NOTE: This includes any one trip faults.
Yes

PROCEDURE .
No
Go To 2.

2. VEHICLE WAS JUMP STARTED INCORRECTLY

1. Verify if the vehicle was jump started by another vehicle using a 24-volt charging system or
incorrectly jump started with the 12 volt battery in series.
Was the vehicle jump started by another vehicle?
Yes
 This is the cause of the DTC. Erase the DTC and return the vehicle to the customer.
PROCEDURE .
No
Go To 3.

3. CHECK SYSTEM VOLTAGE

1. Start the engine and let idle for at least 10 seconds.
2. With the scan tool, monitor system voltage.
Is the system voltage above 16V for more than 5 seconds?
Yes

PROCEDURE .
No
Go To 4.


1. Reconnect all disconnected harness connectors.
2. With the scan tool, erase Shift Lever DTCs.
4. With the scan tool, read Shift Lever DTCs.
Did the P0563-BATTERY VOLTAGE HIGH DTC reset?
Yes
 Replace the Shift Lever Assembly in accordance with the Service Information. Refer to
SHIFTER, TRANSMISSION , REMOVAL .
PROCEDURE .
No
 Test Complete.
P0607-ECU INTERNAL PERFORMANCE
THEORY OF OPERATION
The Shift Lever Assembly (SLA) Electronic Shift Module (ESM) performs various internal tests to verify
proper controller operation. This DTC indicates that there is an issue with the Shifter's internal processor.
WHEN MONITORED:
SET CONDITION:
If the Shift Lever Assembly controller detects an invalid calibration (checksum value).
POSSIBLE CAUSES
Possible Causes
SHIFTER LEVER ASSEMBLY
PROCEDURE .
DIAGNOSTIC TEST
1. SHIFTER LEVER ASSEMBLY
Repair
 Using the schematics as a guide, check the Shift Lever Assembly Control Module terminals for
corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. If
no problems are found, replace the Shift Lever Assembly in accordance with the Service
Information. Refer to SHIFTER, TRANSMISSION , REMOVAL .
 Perform NAG1 TRANSMISSION VERIFICATION TEST. Refer to STANDARD
PROCEDURE .
P0930-BTSI CONTROL CIRCUIT LOW

Fig. 3: Brake Transmission Shift Interlock Control Circuit Wiring Diagram

THEORY OF OPERATION
The brake switch signal must be active before the shift lever can be moved out of the park position. The Shifter
Lever Assembly (SLA) Electronic Shift Module (ESM) receives two brake switch signals. The first signal is a
CAN C Bus message sent to the shifter lever assembly. The second signal is a hard wired brake switch signal to
the shifter lever assembly from the Wireless Ignition Node (WIN). The CAN C Bus message is the primary
brake switch signal and the hard wired signal serves as the backup brake switch signal. These two brake switch
signals are compared against each other to verify proper brake switch operation.
WHEN MONITORED:
SET CONDITION:
The DTC will set if the high side driver detects a short to ground for 10 seconds.
POSSIBLE CAUSES
Possible Causes
ENGINE BRAKE DTCS PRESENT
WIRELESS IGNITION NODE (WIN) DTCS PRESENT
K321 BTSI CONTROL CIRCUIT SHORTED TO GROUND
K321 BTSI CONTROL CIRCUIT OPEN
PROCEDURE .
DIAGNOSTIC TEST
1. ENGINE DTCS PRESENT

Are there any Engine brake DTCs present?
Yes

PROCEDURE .
No
 Go To 2.
2. WIRELESS IGNITION NODE (WIN) DTCS PRESENT

1. With the scan tool, read Wireless Ignition Node (WIN) DTCs.
Are there any Wireless Ignition Node (WIN) DTCs present?
Yes
PROCEDURE .
No
Go To 3.

3. CHECK THE (K321) BTSI CONTROL CIRCUIT
Fig. 4: Checking Brake Transmission Shift Interlock Control Circuit


2. Disconnect the Shifter Lever Assembly harness connector.
4. With the scan tool under Wireless Ignition Node (WIN), actuate the BTSI.
NOTE: Check connectors - Clean/repair as necessary.
5. Using a 12-volt test light connected to ground, check the (K321) BTSI Control circuit.
Does the test light illuminate brightly while cycling on and off on all (K321) BTSI Control circuit?
Yes
 Replace the Shifter Lever Assembly in accordance with the Service Information. Refer to
PROCEDURE .
No
Go To 4.

4. (K321) BTSI CONTROL CIRCUIT SHORT TO GROUND

Fig. 5: Measuring Resistance Between Ground & BTSI Control Circuit


2. Disconnect the Wireless Ignition Node (WIN) harness connector.

3. Measure the resistance between ground and the (K321) BTSI Control circuit.
Yes
 Repair the (K321) BTSI Control circuit for a short to ground.

PROCEDURE .
No
Go To 5.

5. (K321) BTSI CONTROL CIRCUIT OPEN

Fig. 6: Measuring Resistance Of BTSI Control Circuit

2. Measure the resistance of the (K321) BTSI Control circuit between the Shifter Lever Assembly
harness connector and the Wireless Ignition Node (WIN) harness connector.

Yes
 Repair the (K321) BTSI Control circuit for an open.

PROCEDURE .
No
Go To 6.


1. Using the schematics as a guide, inspect the wiring and connectors. Repair as necessary. Pay
particular attention to all power and ground circuits.
Repair
PROCEDURE .
P0931-BTSI CONTROL CIRCUIT HIGH

Fig. 7: Brake Transmission Shift Interlock Control Circuit Wiring Diagram

THEORY OF OPERATION
CAN C Bus message sent to the shifter lever assembly. The second signal is a hard wired brake switch signal to
the shifter lever assembly from the Wireless Ignition Node (WIN). The CAN C Bus message is the primary
brake switch signal and the hard wired signal serves as the backup brake switch signal. These two brake switch
signals are compared against each other to verify proper brake switch operation.
WHEN MONITORED:
Continuously with the ignition key on.
SET CONDITION:
The DTC will set if the high side driver detects an open load for 10 seconds.
POSSIBLE CAUSES
Possible Causes
K321 BTSI CONTROL CIRCUIT SHORTED TO VOLTAGE
PROCEDURE .
DIAGNOSTIC TEST
1. ENGINE DTCs PRESENT

Are there any Engine brake DTCs present?
Yes

PROCEDURE .
No
Go To 2.


1. With the scan tool, read Wireless Ignition Node (WIN) DTCs.
Are there any Wireless Ignition Node (WIN) DTCs present?
Yes
PROCEDURE .
No
Go To 3.

3. (K321) BTSI CONTROL CIRCUIT SHORTED TO VOLTAGE

Fig. 8: Measuring Voltage Between Ground & BTSI Control Circuit


5. Measure the voltage between ground and the (K321) BTSI Control circuit.
Yes
 Repair the (K321) BTSI Control circuit for a short to voltage.

PROCEDURE .
No
Go To 4.


1. Using the schematics as a guide, inspect the wiring and connectors. Repair as necessary. Pay
particular attention to all power and ground circuits.
Repair
PROCEDURE .
P2775-AUTOSTICK UPSHIFT SWITCH CIRCUIT PERFORMANCE
THEORY OF OPERATION
The AutoStick Switch is integrated into the Shift Lever Assembly. The gear requested by the AutoStick
selection is then sent over the CAN C bus to the TCM to engage the requested gear.
WHEN MONITORED:
SET CONDITION:
When the expected switch state is not correctly sensed by the Shift Lever Assembly. If the upshift switch signal
is detected as active in gear position other than drive.
POSSIBLE CAUSES
Possible Causes
PROCEDURE .
DIAGNOSTIC TEST
Repair
 Using the schematics as a guide, check the Shift Lever Assembly (SLA) Electronic Shift Module
(ESM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power
and ground circuits. If no problems are found, replace the Shift Lever Assembly in accordance with
the Service Information. Refer to SHIFTER, TRANSMISSION , REMOVAL .
PROCEDURE .
P2779-AUTOSTICK DOWNSHIFT SWITCH CIRCUIT PERFORMANCE
THEORY OF OPERATION
The AutoStick Switch is integrated into the Shift Lever Assembly. The gear requested by the AutoStick
selection is then sent over the CAN C bus from the Electronic Shift Module (ESM) to the TCM to engage the
requested gear.
WHEN MONITORED:
Continuously when the ignition is in the run position.
SET CONDITION:
When the expected switch state is not correctly sensed by the Shifter Lever Assembly (SLA) Electronic Shift
Module (ESM). If the Downshift switch signal is detected as active in gear position other than drive.
POSSIBLE CAUSES
Possible Causes
PROCEDURE .
DIAGNOSTIC TEST
Repair
 Using the schematics as a guide, check the Shifter Lever Assembly (SLA) Electronic Shift Module
(ESM) terminals for corrosion, damage, or terminal push out. Pay particular attention to all power
and ground circuits. If no problems are found, replace the Shifter Lever Assembly in accordance
with the Service Information. Refer to SHIFTER, TRANSMISSION , REMOVAL .
PROCEDURE .
U0002-CAN C BUS OFF PERFORMANCE
WHEN MONITORED:
Ignition run time is greater than one second.
Engine run time greater than three seconds.
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ACTIVE DTC
2. With the scan tool, select view DTCs.
Yes
 Diagnose the U0002-CAN C BUS OFF PERFORMANCE as the U0001-CAN C BUS

CIRCUIT test. Refer to DIAGNOSIS AND TESTING and perform the U0001-CAN C
Bus diagnostic procedure.
No
U0100-LOST COMMUNICATION WITH THE ECM/PCM
WHEN MONITORED:
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ACTIVE DTC
Yes
No
U0121-LOST COMMUNICATION WITH ABS
WHEN MONITORED:
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
ABS MODULE
DIAGNOSTIC TEST
1. ACTIVE DTC
Yes
Anti-Lock Brake Module diagnostic procedure.
No
U0141-LOST COMMUNICATION WITH IPM (FCM/TIPM)
WHEN MONITORED:
The battery voltage between 10.0 and 16.0 Volts.
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Is this DTC active?

Yes
No
STANDARD PROCEDURE
NAG1 PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE
For a complete wiring diagram refer to appropriate SYSTEM WIRING DIAGRAMS article
Perform the following pre-diagnostic troubleshooting procedures prior to performing any diagnostic test.
NOTE: Due to different power control configurations, the Transmission Control Relay
(if equipped) may be referred to as a PCM relay.
NOTE: Incorrect fluid level, and/or poor fluid condition can be the cause of many
transmission problems. Visually inspect the transmission and cooler lines for
leakage and repair as necessary and adjust the fluid level per the Service
Information.
Always perform diagnostics with a fully charged battery to avoid false symptoms.
1. With the scan tool, read the engine DTCs. Check and repair all engine DTCs prior to performing
transmission symptom diagnostic procedures.
2. With the scan tool, read and record all Transmission DTCs. Record the controller software version and
variant ID (configuration or level).
NOTE: Check for any Service Information Tune-ups or Technical Service Bulletins
(TSB) that may apply.
NOTE: If the TCM detects and stores a DTC, the TCM also stores the vehicles
operating conditions under which the DTC originally set. This information
is located using a scan tool under Environmental Data. Before erasing any
stored DTCs, it is recommended to record all available data to assist in
troubleshooting and duplicating the conditions and in which the DTC
originally set.
3. Verify the current software level of transmission controller. Various problems are corrected by software
upgrades (flash) to the transmission controller.
NOTE: If a TCM software update is performed, all DTC information (Environmental

Data) will be lost.
4. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors to all components
related to the transmission and shift lever assembly. Clean and repair as necessary.
5. Most DTCs set on start up but some may only set by driving the vehicle. Note the when monitored and
set conditions of the reported DTC. If variant DTCs are present, perform their respective test first.
6. Verify the axle ratio and transfer case ratio.
NOTE: The Transfer case ratio must be programmed using the scan tool under
the appropriate gateway module (FCM, FDCM, and/or TIPM) even if
equipped with AWD or NO transfer case. Validate that the left to right tire
sizes on each axle are the same. Do not perform diagnostics using a
space-saver spare tire. Invalid tire sizes (right to left) may cause erroneous
DTCs to set.
DIAGNOSTIC TEST
1. Did any of the above procedures repair the vehicle?
Yes
 Testing is complete.
PROCEDURE .
No
 Refer to the appropriate Diagnostic Information and perform the appropriate symptom(s).
2011 SUSPENSION Front Air Suspension Control Module (ASCM) - Electrical Diagnostics - Grand Cherokee
2011 SUSPENSION
Front Air Suspension Control Module (ASCM) - Electrical Diagnostics - Grand Cherokee

DTC Description
C151E-11 LEFT FRONT RIDE HEIGHT SENSOR - CIRCUIT SHORT TO GROUND
C151E-15 LEFT FRONT RIDE HEIGHT SENSOR - CIRCUIT SHORT TO BATTERY OR
OPEN
C151E-36 LEFT FRONT RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TOO LOW
C151E-37 LEFT FRONT RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TOO HIGH
C151E-76 LEFT FRONT RIDE HEIGHT SENSOR-WRONG MOUNTING POSITION
C1522-11 RIGHT FRONT RIDE HEIGHT SENSOR - CIRCUIT SHORT TO GROUND
C1522-15 RIGHT FRONT RIDE HEIGHT SENSOR - CIRCUIT SHORT TO BATTERY OR
OPEN
C1522-36 RIGHT FRONT RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TOO LOW
C1522-37 RIGHT FRONT RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TOO HIGH
C1522-76 RIGHT FRONT RIDE HEIGHT SENSOR-WRONG MOUNTING POSITION
C1526-11 LEFT REAR RIDE HEIGHT SENSOR - CIRCUIT SHORT TO GROUND
C1526-15 LEFT REAR RIDE HEIGHT SENSOR - CIRCUIT SHORT TO BATTERY OR
OPEN
C1526-36 LEFT REAR RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TOO LOW
C1526-37 LEFT REAR RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TOO HIGH
C1526-76 LEFT REAR RIDE HEIGHT SENSOR-WRONG MOUNTING POSITION
C152A-11 RIGHT REAR RIDE HEIGHT SENSOR - CIRCUIT SHORT TO GROUND
C152A-15 RIGHT REAR RIDE HEIGHT SENSOR - CIRCUIT SHORT TO BATTERY OR
OPEN
C152A-36 RIGHT REAR RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TOO LOW
C152A-37 RIGHT REAR RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TOO HIGH
C152A-76 RIGHT REAR RIDE HEIGHT SENSOR-WRONG MOUNTING POSITION
C153A-11 LEFT FRONT RIDE HEIGHT LEVEL CONTROL - CIRCUIT SHORT TO
GROUND
C153A-12 LEFT FRONT RIDE HEIGHT LEVEL CONTROL - CIRCUIT SHORT TO
BATTERY
C153A-13 LEFT FRONT RIDE HEIGHT LEVEL CONTROL - CIRCUIT OPEN
C153A-96 LEFT FRONT RIDE HEIGHT LEVEL CONTROL - COMPONENT INTERNAL
FAILURE
C153D-11 RIGHT FRONT RIDE HEIGHT LEVEL CONTROL - CIRCUIT SHORT TO
GROUND
C153D-12 RIGHT FRONT RIDE HEIGHT LEVEL CONTROL - CIRCUIT SHORT TO
BATTERY
C153D-13 RIGHT FRONT RIDE HEIGHT LEVEL CONTROL - CIRCUIT OPEN

C153D-96 RIGHT FRONT RIDE HEIGHT LEVEL CONTROL - COMPONENT INTERNAL
FAILURE
C1540-11 LEFT REAR RIDE HEIGHT LEVEL CONTROL - CIRCUIT SHORT TO
GROUND
C1540-12 LEFT REAR RIDE HEIGHT LEVEL CONTROL - CIRCUIT SHORT TO
BATTERY
C1540-13 LEFT REAR RIDE HEIGHT LEVEL CONTROL - CIRCUIT OPEN
C1540-96 LEFT REAR RIDE HEIGHT LEVEL CONTROL - COMPONENT INTERNAL
FAILURE
C1543-11 RIGHT REAR RIDE HEIGHT LEVEL CONTROL - CIRCUIT SHORT TO
GROUND
C1543-12 RIGHT REAR RIDE HEIGHT LEVEL CONTROL - CIRCUIT SHORT TO
BATTERY
C1543-13 RIGHT REAR RIDE HEIGHT LEVEL CONTROL - CIRCUIT OPEN
C1543-96 RIGHT REAR RIDE HEIGHT LEVEL CONTROL - COMPONENT INTERNAL
FAILURE
C1556-12 RIDE HEIGHT AIR PRESSURE SENSOR - CIRCUIT SHORT TO BATTERY
C1556-14 RIDE HEIGHT AIR PRESSURE SENSOR - CIRCUIT SHORT TO GROUND OR
OPEN
C1556-96 RIDE HEIGHT AIR PRESSURE SENSOR - COMPONENT INTERNAL
FAILURE
C155E-11 RIDE HEIGHT PRESSURE VENT CONTROL - CIRCUIT SHORT TO GROUND
C155E-12 RIDE HEIGHT PRESSURE VENT CONTROL - CIRCUIT SHORT TO GROUND
C155E-13 RIDE HEIGHT PRESSURE VENT CONTROL - CIRCUIT OPEN
C155E-92 RIDE HEIGHT PRESSURE VENT CONTROL - PERFORMANCE OR
INCORRECT OPERATION
C155E-96 RIDE HEIGHT PRESSURE VENT CONTROL - COMPONENT INTERNAL
FAILURE
C1562-13 RIDE HEIGHT AIR PUMP CONTROL - CIRCUIT OPEN
C1562-92 RIDE HEIGHT AIR PUMP CONTROL - PERFORMANCE OR INCORRECT
OPERATION
C1562-98 RIDE HEIGHT AIR PUMP CONTROL - COMPONENT OR SYSTEM OVER
TEMPERATURE
C1566-92 LEFT REAR RIDE HEIGHT LEVEL PERFORMANCE - PERFORMANCE OR
INCORRECT OPERATION
C1567-92 RIGHT REAR RIDE HEIGHT LEVEL PERFORMANCE - PERFORMANCE OR
INCORRECT OPERATION
C1568-92 LEFT FRONT RIDE HEIGHT LEVEL PERFORMANCE - PERFORMANCE OR
INCORRECT OPERATION
C1569-92 RIGHT FRONT RIDE HEIGHT LEVEL PERFORMANCE - PERFORMANCE
OR INCORRECT OPERATION
C15C0-98 AIR SUSPENSION - COMPONENT OR SYSTEM OVER TEMPERATURE
C156E-00 RIDE HEIGHT SYSTEM CALIBRATION PERFORMANCE
C159E-11 AIR PUMP TEMPERATURE SENSOR - CIRCUIT SHORT TO GROUND

C159E-15 AIR PUMP TEMPERATURE SENSOR - CIRCUIT SHORT TO BATTERY OR
OPEN
C159F-11 AIR SUSPENSION REVERSE VALVE 1 CONTROL - CIRCUIT SHORT TO
GROUND
C159F-12 AIR SUSPENSION REVERSE VALVE 1 CONTROL - CIRCUIT SHORT TO
BATTERY
C159F-13 AIR SUSPENSION REVERSE VALVE 1 CONTROL - CIRCUIT OPEN
C159F-92 AIR SUSPENSION REVERSE VALVE 1 CONTROL - PERFORMANCE OR
INCORRECT OPERATION
C159F-96 AIR SUSPENSION REVERSE VALVE 1 CONTROL - COMPONENT
INTERNAL FAILURE
C15A0-11 AIR SUSPENSION REVERSE VALVE 2 CONTROL - CIRCUIT SHORT TO
GROUND
C15A0-12 AIR SUSPENSION REVERSE VALVE 2 CONTROL - CIRCUIT SHORT TO
BATTERY
C15A0-13 AIR SUSPENSION REVERSE VALVE 2 CONTROL - CIRCUIT OPEN
C15A0-92 AIR SUSPENSION REVERSE VALVE 2 CONTROL - PERFORMANCE OR
INCORRECT OPERATION
C15A0-96 AIR SUSPENSION REVERSE VALVE 2 CONTROL - COMPONENT
INTERNAL FAILURE
C15A1-00 UNABLE TO OBTAIN DESIRED RIDE HEIGHT
C15A2-00 RIDE HEIGHT SYSTEM UNLEVEL
C15A3-00 RIDE HEIGHT SYSTEM MANUALLY SWITCH OFF
C15A7-2A AIR SUSPENSION UP BUTTON - STUCK
C15A8-2A AIR SUSPENSION DOWN BUTTON - STUCK
C15A9-00 HEIGHT SENSOR MECHANICAL PERFORMANCE
C15AA-00 AIR LEAK DURING VENT
C15AB-00 AIR LEAK DURING FILL
C15AD-92 RIDE HEIGHT SYSTEM - PERFORMANCE OR INCORRECT OPERATION
C15AE-00 COMPRESSOR PRESSURE LINE LEAK
C211B-92 IGNITION RUN/START INPUT CIRCUIT PERFORMANCE - PERFORMANCE
C212A-16 SYSTEM VOLTAGE LOW - CIRCUIT VOLTAGE BELOW THRESHOLD
C212A-17 SYSTEM VOLTAGE HIGH - CIRCUIT VOLTAGE ABOVE THRESHOLD
C212B-11 SENSOR SUPPLY 3 VOLTAGE - CIRCUIT SHORT TO GROUND
C212B-12 SENSOR SUPPLY 3 VOLTAGE - CIRCUIT SHORT TO BATTERY
C212C-11 SUSPENSION VALVE POWER SUPPLY VOLTAGE - CIRCUIT SHORT TO

GROUND
C212C-12 SUSPENSION VALVE POWER SUPPLY VOLTAGE - CIRCUIT SHORT TO
BATTERY
C2202-00 ORIGINAL VIN MISMATCH / MISSING
C220C-00 ACTIVE SUSPENSION MODULE INTERNAL
C2212-00 ECU IN - PLANT MODE
U0001-00 CAN C BUS
U0101-00 LOST COMMUNICATION WITH TCM
U0102-00 LOST COMMUNICATION WITH TRANSFER CASE CONTROL MODULE /
AWD
CONTROL MODULE
U0168-00 LOST COMMUNICATION WITH VEHICLE SECURITY CONTROL MODULE
(WIN/WCM)
U0402-00 IMPLAUSIBLE DATA RECEIVED FROM TCM
U0403-00 IMPLAUSIBLE DATA RECEIVED FROM T-CASE
U0427-00 IMPLAUSIBLE DATA RECEIVED FROM VEHICLE SECURITY CONTROL
MODULE (WIN/WCM)
U0429-00 IMPLAUSIBLE DATA RECEIVED FROM SCM (SAS)
U110A-00 LOSS OF COMMUNICATIONS WITH SCM - CAN-C

C151E-11-LEFT FRONT RIDE HEIGHT SENSOR - CIRCUIT SHORT TO GROUND
Fig. 1: Air Suspension Control Module Wiring Diagram

WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects when the Left Front Ride Height Sensor is shorted to
ground while ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
(S142) LF HEIGHT SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
LEFT FRONT RIDE HEIGHT SENSOR
AIR SUSPENSION CONTROL MODULE (ASCM)
DIAGNOSTIC TEST
1. DTC IS ACTIVE
3. With the scan tool, read the DTCs in the ASCM.
Yes
 Go To 2.
No
Go To 4.

2. (S142) LF HEIGHT SENSOR SIGNAL SHORTED TO GROUND

Fig. 2: Checking LF Height Sensor Signal Shorted To Ground


2. Disconnect the ASCM C1 harness connector.
3. Disconnect the Left Front Ride Height Sensor harness connector.
4. Measure the resistance between ground and the (S142) LF Height Sensor Signal circuit.
Yes
 Repair the (S142) LF Height Sensor Signal circuit for a short to ground.
 Perform the ASCM VERIFICATION TEST. Refer to STANDARD PROCEDURE.
No
Go To 3.

3. LEFT FRONT RIDE HEIGHT SENSOR

1. Replace the Left Front Ride Height Sensor in accordance with the Service Information. Refer to
SENSOR, HEIGHT , REMOVAL .
Did DTC C151E-11-LEFT FRONT RIDE HEIGHT SENSOR-CIRCUIT SHORT TO GROUND

reset?
Yes
 Replace the Air Suspension Control Module (ASCM) in accordance with the Service
Information. Refer to MODULE, AIR SUSPENSION CONTROL , REMOVAL .
No

time.
circuit.
Yes
No
time.
C151E-15-LEFT FRONT RIDE HEIGHT SENSOR - CIRCUIT SHORT TO BATTERY OR OPEN


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects when the Left Front Ride Height Sensor is shorted to a
voltage or an open circuit while ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
INSPECT THE LEFT FRONT RIDE HEIGHT SENSOR HARNESS CONNECTOR
(S140) 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
(S141) SENSOR RETURN CIRCUIT OPEN OR HIGH RESISTANCE
(S142) LF HEIGHT SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(S142) LF HEIGHT SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 8.

2. LEFT FRONT RIDE HEIGHT SENSOR HARNESS CONNECTOR

2. Check the Left Front Ride Height Sensor for disconnected, damaged, or loose harness connector.
Yes
No
Go To 3.
3. (S140) 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
Fig. 4: Checking 5 Volt Supply Circuit For Open Or High Resistance


3. Measure the resistance of (S140) 5 Volt Supply circuit between ASCM C1 harness connector and
the Left Front Ride Height Sensor harness connector.
Yes
 Repair the (S140) 5 Volt Supply circuit for an open or high resistance.
No
Go To 4.

4. (S141) SENSOR RETURN CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 5: Checking Sensor Return Circuit For Open Or High Resistance

1. Measure the resistance of the (S141) Sensor Return circuit between the ASCM C1 harness
connector and the Left Front Ride Height Sensor harness connector.

Yes
 Repair the (S141) Sensor Return circuit for an open or high resistance.
No
Go To 5.
5. (S142) LF HEIGHT SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
Fig. 6: Checking LF Height Sensor Signal Circuit For Open Or High Resistance
1. Measure the resistance of the (S142) LF Height Sensor Signal circuit between the ASCM C1
harness connector and the Left Front Ride Height Sensor harness connector.
Yes
 Repair the (S142) LF Sensor Signal circuit for an open or high resistance.
No
Go To 6.

6. (S142) LEFT FRONT RIDE HEIGHT SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
Fig. 7: Checking Left Front Ride Height Sensor Signal Circuit For Short To Voltage

2. Measure the voltage between ground and (S142) LF Height Sensor Signal circuit in the Left Front
Ride Height Sensor harness connector.
Yes
 Repair the (S142) Left Front Ride Height Sensor Signal circuit for a short to voltage.
No
Go To 7.


Did DTC C151E-15-LEFT FRONT RIDE HEIGHT SENSOR-CIRCUIT SHORT TO BATTERY

OR OPEN reset?
Yes
No

time.
circuit.
Yes
No
time.
C151E-36-LEFT FRONT RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TOO LOW
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects when the Left Front Ride Height Sensor's signal
frequency is below 588 Hz for more than 1 second.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.


Did DTC C151E-36-LEFT FRONT RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TO LOW

reset?
Yes
No

time.
circuit.
Yes
No
time.
C151E-37-LEFT FRONT RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TOO HIGH
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects when the Left Front Ride Height Sensor's signal
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.


Did DTC C151E-37-LEFT FRONT RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TO HIGH

reset?
Yes
No

time.
circuit.
Yes
No
time.
C151E-76-LEFT FRONT RIDE HEIGHT SENSOR-WRONG MOUNTING POSITION
WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects the Left Front Ride Height Sensor's signal frequency
range roll over (from greater than 90% to less than 10% within 1 second.
POSSIBLE CAUSES
Possible Causes
LEFT FRONT RIDE HEIGHT SENSOR LINKAGE DISCONNECTED OR DAMAGED
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.

2. LEFT FRONT RIDE HEIGHT SENSOR LINKAGE

2. Inspect the Left Front Ride Height Sensor Linkage for disconnected, damaged, loose or improper
mounting.
Yes
No
Replace the Air Suspension Control Module (ASCM) in accordance with the Service

circuit.
Yes
No
time.
C1522-11-RIGHT FRONT RIDE HEIGHT SENSOR - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects when the Right Front Ride Height Sensor is shorted to
POSSIBLE CAUSES
Possible Causes
(S145) RF HEIGHT SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
RIGHT FRONT RIDE HEIGHT SENSOR
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. (S145) RF HEIGHT SENSOR SIGNAL SHORTED TO GROUND



3. Disconnect the Right Front Ride Height Sensor harness connector.
4. Measure the resistance between ground and the (S145) RF Height Sensor Signal circuit.
Yes
 Repair the (S145) RF Height Sensor Signal circuit for a short to ground.
No
Go To 3.

3. RIGHT FRONT RIDE HEIGHT SENSOR

1. Replace the Right Front Ride Height Sensor in accordance with the Service Information. Refer to
Did DTC C1522-11-RIGHT FRONT RIDE HEIGHT SENSOR-CIRCUIT SHORT TO GROUND

reset?
Yes
No

time.
circuit.
Yes
No
time.
C1522-15-RIGHT FRONT RIDE HEIGHT SENSOR - CIRCUIT SHORT TO BATTERY OR OPEN


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects when the Right Front Ride Height Sensor is shorted to a
POSSIBLE CAUSES
Possible Causes
INSPECT THE RIGHT FRONT RIDE HEIGHT SENSOR HARNESS CONNECTOR
(S145) RF HEIGHT SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(S145) RF HEIGHT SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 8.

2. RIGHT FRONT RIDE HEIGHT SENSOR HARNESS CONNECTOR

2. Check the Right Front Ride Height Sensor for disconnected, damaged, or loose harness connector.
Yes
No
Go To 3.


the Right Front Ride Height Sensor harness connector.
Yes
 Repair the (S143) Sensor 5 Volt Supply circuit for an open or high resistance.
No
Go To 4.


1. Measure the resistance of the (S144) Sensor Return circuit between the ASCM harness connector
and the Right Front Ride Height Sensor harness connector.
Yes
No
Go To 5.
5. (S145) RF HEIGHT SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
Fig. 13: Checking RF Height Sensor Signal Circuit For Open Or High Resistance
1. Measure the resistance of the (S145) RF Height Sensor Signal circuit between the ASCM harness
connector and the Right Front Ride Height Sensor harness connector.
Yes
 Repair the (S145) RF Height Sensor Signal circuit for an open or high resistance.
No
Go To 6.
6. (S145) RF HEIGHT SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

2. Measure the voltage between ground and (S145) Right Front Ride Height Sensor Signal circuit in
the RF Height Sensor harness connector.
Yes
 Repair the (S145) RF Height Sensor Signal circuit for a short to voltage.
No
Go To 7.


Did DTC C1522-15-RIGHT FRONT RIDE HEIGHT SENSOR-CIRCUIT SHORT TO BATTERY

OR OPEN reset?
Yes
No

time.
circuit.
Yes
No
time.
C1522-36-RIGHT FRONT RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TOO LOW

WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects when the Right Front Ride Height Sensor's signal
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.


Did DTC C1522-36-RIGHT FRONT RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TO LOW

reset?
Yes
No

time.
circuit.
Yes
No
time.
C1522-37-RIGHT FRONT RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TOO HIGH
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects when the Right Front Ride Height Sensor's signal
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.


Did DTC C1522-37-RIGHT FRONT RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TO

HIGH reset?
Yes
No

time.
circuit.

Yes
No
time.
C1522-76-RIGHT FRONT RIDE HEIGHT SENSOR-WRONG MOUNTING POSITION
WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects the Right Front Ride Height Sensor's signal frequency
POSSIBLE CAUSES
Possible Causes
RIGHT FRONT RIDE HEIGHT SENSOR LINKAGE DISCONNECTED OR DAMAGED
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.

2. RIGHT FRONT RIDE HEIGHT SENSOR LINKAGE


2. Inspect the Right Front Ride Height Sensor Linkage for disconnected, damaged, loose or improper
mounting.
Yes
No

circuit.
Yes
No
time.
C1526-11-LEFT REAR RIDE HEIGHT SENSOR - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects when the Left Rear Ride Height Sensor is shorted to
POSSIBLE CAUSES
Possible Causes
(S148) LR HEIGHT SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
LEFT REAR RIDE HEIGHT SENSOR
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. (S148) LR HEIGHT SENSOR SIGNAL SHORTED TO GROUND



2. Disconnect the ASCM C2 harness connector
3. Disconnect the Left Rear Ride Height Sensor harness connector
4. Measure the resistance between ground and the (S148) LR Height Sensor Signal circuit.
Yes
 Repair the (S148) LR Height Sensor Signal circuit for a short to ground.
No
Go To 3.

3. LEFT REAR RIDE HEIGHT SENSOR

1. Replace the Left Rear Ride Height Sensor in accordance with the Service Information. Refer to
Did DTC C1526-11-LEFT REAR RIDE HEIGHT SENSOR-CIRCUIT SHORT TO GROUND

reset?
Yes
No

time.
circuit.
Yes
No
time.
C1526-15-LEFT REAR RIDE HEIGHT SENSOR - CIRCUIT SHORT TO BATTERY OR OPEN


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects when the Left Rear Ride Height Sensor is shorted to a
POSSIBLE CAUSES
Possible Causes
INSPECT THE LEFT REAR RIDE HEIGHT SENSOR HARNESS CONNECTOR
(S148) LR HEIGHT SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(S148) LR HEIGHT SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 8.

2. LEFT REAR RIDE HEIGHT SENSOR HARNESS CONNECTOR

2. Check the Left Rear Ride Height Sensor for disconnected, damaged, or loose harness connector.
Yes
No
Go To 3.

2. Disconnect the Left Rear Ride Height Sensor harness connector.
the Left Rear Ride Height Sensor harness connector.
Yes
No
Go To 4.


connector and the Left Rear Ride Height Sensor harness connector.
Yes
No
Go To 5.
5. (S148) LR HEIGHT SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
Fig. 20: Checking LR Height Sensor Signal Circuit For Open Or High Resistance
1. Measure the resistance of the (S148) LR Height Sensor Signal circuit between the ASCM C2
harness connector and the Left Rear Ride Height Sensor harness connector.
Yes
 Repair the (S148) LR Sensor Signal circuit for an open or high resistance.
No
Go To 6.

6. (S148) LEFT REAR RIDE HEIGHT SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

2. Measure the voltage between ground and (S148) LR Height Sensor Signal circuit in the Left Rear
Yes
 Repair the (S148) Left Rear Ride Height Sensor Signal circuit for a short to voltage.
No
Go To 7.


Did DTC C151E-15-LEFT REAR RIDE HEIGHT SENSOR-CIRCUIT SHORT TO BATTERY

OR OPEN reset?
Yes
No

time.
circuit.
Yes
No
time.
C1526-36-LEFT REAR RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TOO LOW

WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects when the Left Rear Ride Height Sensor's signal
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.


Did DTC C1526-36-LEFT REAR RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TO LOW

reset?
Yes
No

time.
circuit.
Yes
No
time.
C1526-37-LEFT REAR RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TOO HIGH
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects when the Left Rear Ride Height Sensor's signal
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.


Did DTC C1526-37-LEFT REAR RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TO HIGH

reset?
Yes
No

time.
circuit.

Yes
No
time.
C1526-76-LEFT REAR RIDE HEIGHT SENSOR-WRONG MOUNTING POSITION
WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects the Left Rear Ride Height Sensor's signal frequency range
roll over (from greater than 90% to less than 10% within 1 second.
POSSIBLE CAUSES
Possible Causes
LEFT REAR RIDE HEIGHT SENSOR LINKAGE DISCONNECTED OR DAMAGED
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.

2. LEFT REAR RIDE HEIGHT SENSOR LINKAGE


2. Inspect the Left Rear Ride Height Sensor Linkage for disconnected, damaged, loose or improper
mounting.
Yes
No

circuit.
Yes
No
time.
C152A-11-RIGHT REAR RIDE HEIGHT SENSOR - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects when the Right Rear Ride Height Sensor is shorted to
POSSIBLE CAUSES
Possible Causes
(S151) RR HEIGHT SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
RIGHT REAR RIDE HEIGHT SENSOR
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. (S151) RR HEIGHT SENSOR SIGNAL SHORTED TO GROUND



3. Disconnect the Right Rear Ride Height Sensor harness connector
4. Measure the resistance between ground and the (S151) RR Height Sensor Signal circuit.
Yes
 Repair the (S151) RR Height Sensor Signal circuit for a short to ground.
No
Go To 3.

3. RIGHT REAR RIDE HEIGHT SENSOR

1. Replace the Right Rear Ride Height Sensor in accordance with the Service Information. Refer to
Did DTC C152A-11-RIGHT REAR RIDE HEIGHT SENSOR-CIRCUIT SHORT TO GROUND

reset?
Yes
No

time.
circuit.
Yes
No
time.
C152A-15-RIGHT REAR RIDE HEIGHT SENSOR - CIRCUIT SHORT TO BATTERY OR OPEN


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects when the Right Rear Ride Height Sensor is shorted to a
POSSIBLE CAUSES
Possible Causes
INSPECT THE RIGHT REAR RIDE HEIGHT SENSOR HARNESS CONNECTOR
(S151) RR HEIGHT SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(S151) RR HEIGHT SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 8.

2. RIGHT REAR RIDE HEIGHT SENSOR HARNESS CONNECTOR

2. Check the Right Rear Ride Height Sensor for disconnected, damaged, or loose harness connector.
Yes
No
Go To 3.

2. Disconnect the Right Rear Ride Height Sensor harness connector.

3. Measure the resistance of the (S149) 5 Volt Supply circuit between the ASCM C2 harness
connector and the Right Rear Ride Height Sensor harness connector.
Yes
No
Go To 4.


connector and the Right Rear Ride Height Sensor harness connector.
Yes
No
Go To 5.

5. (S151) RR HEIGHT SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 27: Checking RR Height Sensor Signal Circuit For Open Or High Resistance
1. Measure the resistance of the (S151) RR Height Sensor Signal circuit between the ASCM C2
harness connector and the Right Rear Ride Height Sensor harness connector.
Yes
 Repair the (S151) RR Sensor Signal circuit for an open or high resistance.
No
Go To 6.

6. (S151) RIGHT REAR RIDE HEIGHT SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

2. Measure the voltage between ground and (S151) RR Height Sensor Signal circuit in the Right Rear
Yes
 Repair the (S151) Right Rear Ride Height Sensor Signal circuit for a short to voltage.
No
Go To 7.


Did DTC C151E-15-RIGHT REAR RIDE HEIGHT SENSOR-CIRCUIT SHORT TO BATTERY

OR OPEN reset?
Yes
No

time.
circuit.
Yes
No
time.
C152A-36-RIGHT REAR RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TOO LOW
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects when the Right Rear Ride Height Sensor's signal
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.


Did DTC C152A-36-RIGHT REAR RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TO LOW

reset?
Yes
No

time.
circuit.
Yes
No
time.
C152A-37-RIGHT REAR RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TOO HIGH
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects when the Right Rear Ride Height Sensor's signal
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.


Did DTC C152A-37-RIGHT REAR RIDE HEIGHT SENSOR-SIGNAL FREQUENCY TO HIGH

reset?
Yes
No

time.
circuit.
Yes
No
time.
C152A-76-RIGHT REAR RIDE HEIGHT SENSOR-WRONG MOUNTING POSITION
WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects the Right Rear Ride Height Sensor's signal frequency
POSSIBLE CAUSES
Possible Causes
RIGHT REAR RIDE HEIGHT SENSOR LINKAGE DISCONNECTED OR DAMAGED
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.

2. RIGHT REAR RIDE HEIGHT SENSOR LINKAGE

2. Inspect the Right Rear Ride Height Sensor Linkage for disconnected, damaged, loose or improper
mounting.
Yes
No

circuit.
Yes
No
time.
C153A-11-LEFT FRONT RIDE HEIGHT LEVEL CONTROL - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects when the left front ride air spring control valve is shorted
to ground while ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
(Y32) LF AIR SPRING VALVE CONTROL CIRCUIT SHORTED TO GROUND
AIR SUSPENSION SOLENOID ASSEMBLY
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. (Y32) LF AIR SPRING VALVE CONTROL CIRCUIT SHORT TO GROUND

Fig. 30: Checking LF Air Spring Valve Control Circuit For A Short To Ground

3. Disconnect the Air Suspension Solenoid Assembly harness connector.
4. Measure the resistance between ground and the (Y32) LF Air Spring Valve Control circuit.
Yes
 Repair the (Y32) LF Air Spring Valve Control circuit for a short to ground.
No
Go To 3.

3. AIR SUSPENSION SOLENOID ASSEMBLY

1. Measure the resistance between (Y13) Pressure Sensor Return circuit and the (Y32) LF Air Spring
Valve Control circuit at the Air Suspension Solenoid Assembly.
Yes
 Replace the Air Suspension Solenoid Assembly in accordance with the Service Information.
Refer to VALVE BLOCK, COMPRESSOR ASSEMBLY , REMOVAL .
No

circuit.
Yes
No
time.
C153A-12-LEFT FRONT RIDE HEIGHT LEVEL CONTROL - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects when the left front ride air spring control valve is shorted
POSSIBLE CAUSES
Possible Causes
(Y32) LF AIR SPRING VALVE CONTROL CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. (Y32) LF AIR SPRING VALVE CONTROL CIRCUIT SHORTED TO VOLTAGE

Fig. 32: Checking LF Air Spring Valve Control Circuit For Short To Voltage

5. Measure the voltage between ground and the (Y32) LF Air Spring Valve Control circuit.
Yes
 Repair the (Y32) LF Air Spring Valve Control circuit for a short to voltage.
No
Go To 3.


1. Replace the Air Suspension Solenoid Assembly in accordance with the Service Information. Refer
to VALVE BLOCK, COMPRESSOR ASSEMBLY , REMOVAL .
Did DTC C153A-12-LEFT FRONT RIDE HEIGHT LEVEL CONTROL-CIRCUIT SHORT TO

BATTERY reset?
Yes
No

time.
circuit.
Yes
No
time.
C153A-13-LEFT FRONT RIDE HEIGHT LEVEL CONTROL - CIRCUIT OPEN

WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the Left Front Air Spring Valve Control circuit is
open while ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
WIRING HARNESS, TERMINAL, CONNECTOR DAMAGED OR DISCONNECTED
(Y30) AIR SPRING VALVE SUPPLY OPEN
(Y32) LF AIR SPRING VALVE CONTROL CIRCUIT OPEN
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 6.

2. AIR SUSPENSION SOLENOID ASSEMBLY HARNESS CONNECTOR
NOTE: Make sure the Air Suspension Solenoid Assembly harness connector is
connected correctly.

2. Inspect the Air Suspension Solenoid Assembly harness connector for signs of water intrusion,
corrosion, pushed out or bent terminals, and correct pin tension.

Yes
No
Go To 3.
3. (Y30) AIR SPRING VALVE SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
Fig. 34: Checking Air Spring Valve Supply Circuit For Open Or High Resistance

3. Measure the resistance of the (Y30) 12V Valve Power Supply circuit between the ASCM C2
harness connector and the Air Suspension Solenoid Assembly harness connector.
Yes
 Repair the (Y30) 12V Valve Power Supply circuit for an open or high resistance.
No
Go To 4.

4. (Y32) LF AIR SPRING VALVE CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 35: Checking LF Air Spring Valve Control Circuit For Open Or High Resistance
1. Measure the resistance of the (Y32) LF Air Spring Valve Control circuit between the ASCM C2
Yes
 Repair the (Y32) LF Air Spring Valve Control circuit for an open or high resistance.
No
Go To 5.


1. Connect the Air Suspension Solenoid Assembly harness connector.
2. While back probing, measure the resistance between the (Y30) 12V Valve Power Supply circuit
and the (Y32) LF Air Spring Valve Control circuit at the Air Suspension Solenoid Assembly.
Yes
No

circuit.
Yes
No
time.
C153A-96-LEFT FRONT RIDE HEIGHT LEVEL CONTROL - COMPONENT INTERNAL FAILURE


WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module ASCM) detects the Left Front Air Spring Valve Control has an
internal failure while ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.


Fig. 37: Checking Air Suspension Solenoid Assembly


3. Measure the resistance between the (Y30) 12V Valve Power Supply circuit and the (Y32) LF Air
Spring Valve Control circuit at the ASCM C2 harness connector.
Yes
No

circuit.
Yes
No
time.
C153D-11-RIGHT FRONT RIDE HEIGHT LEVEL CONTROL - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects when the right front ride air spring control valve is
shorted to ground while ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
(Y31) RF AIR SPRING VALVE CONTROL CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. (Y31) RF AIR SPRING VALVE CONTROL CIRCUIT SHORTED TO GROUND

Fig. 39: Checking RF Air Spring Valve Control Circuit For A Short To Ground

4. Measure the resistance between ground and the (Y31) RF Air Spring Valve Control circuit.
Yes
 Repair the (Y31) RF Air Spring Valve Control circuit for a short to ground.
No
Go To 3.


1. Measure the resistance between (Y13) Pressure Sensor Return circuit and the (Y31) RF Air Spring

Yes
No

circuit.
Yes
No
time.
C153D-12-RIGHT FRONT RIDE HEIGHT LEVEL CONTROL - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects when the right front ride air spring control valve is
shorted to ground while ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
(Y31) RF AIR SPRING VALVE CONTROL CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. (Y31) RF AIR SPRING VALVE CONTROL CIRCUIT SHORTED TO VOLTAGE

Fig. 42: Checking RF Air Spring Valve Control Circuit For A Short To Voltage

5. Measure the voltage between ground and the (Y31) RF Air Spring Valve Control circuit.
Yes
 Repair the (Y31) RF Air Spring Valve Control circuit for a short to voltage.
No
Go To 3.


Did DTC C153D-12-RIGHT FRONT RIDE HEIGHT LEVEL CONTROL-CIRCUIT SHORT TO

BATTERY reset?
Yes
No

time.
circuit.
Yes
No
time.
C153D-13-RIGHT FRONT RIDE HEIGHT LEVEL CONTROL - CIRCUIT OPEN

WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects when the Right Front Air Spring Valve Control
circuit is open while ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
(Y31) RF AIR SPRING VALVE CONTROL CIRCUIT OPEN
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 6.



Yes
No
Go To 3.

Yes
No
Go To 4.

4. (Y31) RF AIR SPRING VALVE CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 45: Checking RF Air Spring Valve Control Circuit For Open Or High Resistance
1. Measure the resistance of the (Y31) RF Air Spring Valve Control circuit between the ASCM C2
Yes
 Repair the (Y31) RF Air Spring Valve Control circuit for an open or high resistance.
No
Go To 5.




2. Measure the resistance between the (Y30) 12V Valve Power Supply circuit and the (Y31) RF Air
Yes
No

circuit.
Yes
No
time.
C153D-96-RIGHT FRONT RIDE HEIGHT LEVEL CONTROL - COMPONENT INTERNAL

FAILURE

WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module ASCM) detects the Right Front Air Spring Valve Control has an
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.




3. Measure the resistance between the (Y30) 12V Valve Power Supply circuit and the (Y31) RF Air
Yes
No

circuit.
Yes
No
time.
C1540-11-LEFT REAR RIDE HEIGHT LEVEL CONTROL - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects when the left rear ride air spring control valve is shorted
POSSIBLE CAUSES
Possible Causes
(Y33) LR AIR SPRING VALVE CONTROL CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. (Y33) LR AIR SPRING VALVE CONTROL CIRCUIT SHORTED TO GROUND

Fig. 50: Checking LR Air Spring Valve Control Circuit For A Short To Ground

4. Measure the resistance between ground and the (Y33) LR Air Spring Valve Control circuit.
Yes
 Repair the (Y33) LR Air Spring Valve Control circuit for a short to ground.
No
Go To 3.


1. Measure the resistance between (Y13) Pressure Sensor Return circuit and the (Y33) LR Air Spring
Valve Control circuit at the ASCM C2 harness connector.

Yes
No

circuit.
Yes
No
time.
C1540-12-LEFT REAR RIDE HEIGHT LEVEL CONTROL - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects when the left rear ride air spring control valve is shorted
POSSIBLE CAUSES
Possible Causes
(Y33) LR AIR SPRING VALVE CONTROL CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. (Y33) LR AIR SPRING VALVE CONTROL CIRCUIT SHORTED TO VOLTAGE

Fig. 53: Checking LR Air Spring Valve Control Circuit For A Short To Voltage

5. Measure the voltage between ground and the (Y33) LR Air Spring Valve Control circuit.
Yes
 Repair the (Y33) LR Air Spring Valve Control circuit for a short to voltage.
No
Go To 3.


Did DTC C1540-12-LEFT REAR RIDE HEIGHT LEVEL CONTROL-CIRCUIT SHORT TO

BATTERY reset?
Yes
No

time.
circuit.
Yes
No
time.
C1540-13-LEFT REAR RIDE HEIGHT LEVEL CONTROL - CIRCUIT OPEN

WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects when the Left Rear Air Spring Valve Control circuit
is open while ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
(Y33) LR AIR SPRING VALVE CONTROL CIRCUIT OPEN
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 6.



Yes
No
Go To 3.

Yes
No
Go To 4.

4. (Y33) LR AIR SPRING VALVE CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 56: Checking LR Air Spring Valve Control Circuit For Open Or High Resistance
1. Measure the resistance of the (Y33) LR Air Spring Valve Control circuit between the ASCM C2
Yes
 Repair the (Y33) LR Air Spring Valve Control circuit for an open or high resistance.
No
Go To 5.




2. Measure the resistance between the (Y30) 12V Valve Power Supply circuit and the (Y33) LR Air
Yes
No

circuit.
Yes
No
time.
C1540-96-LEFT REAR RIDE HEIGHT LEVEL CONTROL - COMPONENT INTERNAL FAILURE


WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module ASCM) detects the Left Rear Air Spring Valve Control has an
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.




3. Measure the resistance between the (Y30) 12V Valve Power Supply circuit and the (Y33) LR Air
Yes
No

circuit.
Yes
No
time.
C1543-11-RIGHT REAR RIDE HEIGHT LEVEL CONTROL - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects when the right rear ride air spring control valve is shorted
POSSIBLE CAUSES
Possible Causes
(Y34) RR AIR SPRING VALVE CONTROL CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. (Y34) RR AIR SPRING VALVE CONTROL CIRCUIT SHORTED TO GROUND

Fig. 61: Checking RR Air Spring Valve Control Circuit For A Short To Ground

4. Measure the resistance between ground and the (Y34) RR Air Spring Valve Control circuit.
Yes
 Repair the (Y34) RR Air Spring Valve Control circuit for a short to ground.
No
Go To 3.


1. Measure the resistance between (Y13) Pressure Sensor Return circuit and the (Y34) RR Air Spring

Yes
No

circuit.
Yes
No
time.
C1543-12-RIGHT REAR RIDE HEIGHT LEVEL CONTROL - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects when the right rear ride air spring control valve is shorted
POSSIBLE CAUSES
Possible Causes
(Y34) RR AIR SPRING VALVE CONTROL CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. (Y34) RR AIR SPRING VALVE CONTROL CIRCUIT SHORTED TO VOLTAGE

Fig. 64: Checking RR Air Spring Valve Control Circuit For A Short To Voltage

5. Measure the voltage between ground and the (Y34) RR Air Spring Valve Control circuit.
Yes
 Repair the (Y34) RR Air Spring Valve Control circuit for a short to voltage.
No
Go To 3.


Did DTC C1543-12-RIGHT REAR RIDE HEIGHT LEVEL CONTROL-CIRCUIT SHORT TO

BATTERY reset?
Yes
No

time.
circuit.
Yes
No
time.
C1543-13-RIGHT REAR RIDE HEIGHT LEVEL CONTROL - CIRCUIT OPEN

WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects when the Right Rear Air Spring Valve Control
circuit is open while ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
(Y34) RR AIR SPRING VALVE CONTROL CIRCUIT OPEN
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 6.


Yes
No
Go To 3.

Yes
No
Go To 4.

4. (Y34) RR AIR SPRING VALVE CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 67: Checking RR Air Spring Valve Control Circuit For Open Or High Resistance
1. Measure the resistance of the (Y34) RR Air Spring Valve Control circuit between the ASCM C2
Yes
 Repair the (Y34) RR Air Spring Valve Control circuit for an open or high resistance.
No
Go To 5.



2. Measure the resistance between the (Y30) 12V Valve Power Supply circuit and the (Y34) RR Air
Yes
No

circuit.
Yes
No
time.
C1543-96-RIGHT REAR RIDE HEIGHT LEVEL CONTROL - COMPONENT INTERNAL FAILURE


WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module ASCM) detects the Right Rear Air Spring Valve Control has an
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.




3. Measure the resistance between the (Y30) 12V Valve Power Supply circuit and the (Y34) RR Air
Yes
No

circuit.
Yes
No
time.
C1556-12-RIDE HEIGHT AIR PRESSURE SENSOR - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the pressure sensor signal is shorted to battery while
ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
(Y18) PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY
(Y13) PRESSURE SENSOR RETURN CIRCUIT OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 5.

2. (Y18) PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Fig. 72: Checking Pressure Sensor Signal Circuit For A Short To Voltage

5. Measure the voltage between ground and the (Y18) Pressure Sensor Signal circuit.
Yes
 Repair the (Y18) Pressure Sensor Signal circuit for a short to voltage.
No
 Go To 3.
3. (Y13) PRESSURE SENSOR RETURN CIRCUIT OPEN OR HIGH RESISTANCE
Fig. 73: Checking Pressure Sensor Return Circuit For Open Or High Resistance
1. Measure the resistance of the (Y13) Pressure Sensor Return circuit between the ASCM C2 harness
connector and the Air Suspension Solenoid Assembly harness connector.
Yes
 Repair the (Y13) Pressure Sensor Return circuit for an open or high resistance.
No
Go To 4.




2. Measure the resistance between the (Y13) Pressure Sensor Return circuit and the (Y10) 5 Volt
Supply circuit at the ASCM C2 harness connector.
Is the resistance above 60k Ohms?
Yes
No

circuit.
Yes
No
time.
C1556-14-RIDE HEIGHT AIR PRESSURE SENSOR - CIRCUIT SHORT TO GROUND OR OPEN


WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the pressure sensor signal is shorted to ground or an
circuit while ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
(Y10) PRESSURE SENSOR SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
(Y18) PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(Y18) PRESSURE SENSOR SIGNAL CIRCUIT SHORT TO GROUND
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 8.


Yes
No
Go To 3.

3. (Y10) 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE


3. Measure the resistance of the (Y10) 5 Volt Supply between the ASCM C2 harness connector and
the Air Suspension Solenoid Assembly harness connector.
Yes
 Repair the (Y10) 5 Volt Supply circuit for an open or high resistance.
No
Go To 4.

4. (Y18) PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 77: Checking Pressure Sensor Signal Circuit For Open Or High Resistance
1. Measure the resistance of the (Y18) Pressure Sensor Signal circuit between the ASCM C2 harness
Yes
 Repair the (Y18) Pressure Sensor Signal circuit for an open or high resistance.
No
Go To 5.

5. (Y18) PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Fig. 78: Checking Pressure Sensor Signal Circuit For A Short To Ground
1. Measure the resistance between ground and the (Y18) Pressure Sensor Signal circuit.
Yes
 Repair the (Y18) Pressure Sensor Signal circuit for a short to ground.
No
Go To 6.
6. AIR SUSPENSION SOLENOID ASSEMBLY PRESSURE SENSOR SIGNAL
Fig. 79: Checking Air Suspension Solenoid Assembly Pressure Sensor Signal

2. Measure the resistance between the (Y18) Pressure Sensor Signal circuit and the (Y13) Pressure
Sensor Return circuit at the ASCM C2 harness connector.

Yes
No
Go To 7.

7. AIR SUSPENSION SOLENOID ASSEMBLY 5 VOLT SUPPLY

1. Measure the resistance between the (Y10) 5 Volt Supply circuit and the (Y13) Pressure Sensor
Return circuit at the ASCM C2 harness connector.
Yes
No

circuit.
Yes
No
time.
C1556-96-RIDE HEIGHT AIR PRESSURE SENSOR - COMPONENT INTERNAL FAILURE


WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the Pressure Sensor has an internal failure while
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.




3. Measure the resistance between the (Y10) 5 Volt Supply circuit and the (Y13) Pressure Sensor
Return circuit at the ASCM C2 harness connector.
Yes

No

circuit.
Yes
No
time.
C155E-11-RIDE HEIGHT PRESSURE VENT CONTROL - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the valve control circuit is shorted to ground while
POSSIBLE CAUSES
Possible Causes
(Y35) AMBIENT VALVE CONTROL CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST
1. DTC IS ACTIVE
NOTE: If multiple DTCs are present, inspect the wiring and connector at the Air
Suspension Compressor.

Yes
 Go To 2.
No
Go To 5.

2. (Y35) AMBIENT VALVE CONTROL CIRCUIT SHORTED TO GROUND

Fig. 84: Checking Ambient Valve Control Circuit For A Short To Ground

4. Measure the resistance between ground and the (Y35) Ambient Valve Control circuit.
Yes
 Repair the (Y35) Ambient Valve Control circuit for a short to ground.
 Perform the ELSD VERIFICATION TEST. Refer to STANDARD PROCEDURE .
No
Go To 3.

3. (Y35) AMBIENT VALVE CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 85: Checking Ambient Valve Control Circuit For Open Or High Resistance
1. Measure the resistance of the (Y35) Ambient Valve Control circuit between the ASCM C2 harness
Yes
 Repair the (Y35) Ambient Valve Control circuit for an open or high resistance.
No
Go To 4.


Perform the ASCM VERIFICATION TEST. Refer to STANDARD PROCEDURE.

Does the DTC reset?
Yes
No

time.
Yes
No
time.
C155E-12-RIDE HEIGHT PRESSURE VENT CONTROL - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the valve control circuit is shorted to battery while
POSSIBLE CAUSES
Possible Causes
(Y35) AMBIENT VALVE CONTROL CIRCUIT SHORTED TO BATTERY
DIAGNOSTIC TEST
1. DTC IS ACTIVE
the Air Suspension Compressor.

Yes
 Go To 2.
No
Go To 4.

2. (Y35) AMBIENT VALVE CONTROL CIRCUIT SHORTED TO VOLTAGE

Fig. 87: Checking Ambient Valve Control Circuit For A Short To Voltage

5. Measure the voltage between ground and the (Y35) Ambient Valve Control circuit.
Yes
 Repair the (Y35) Ambient Valve Control circuit for a short to voltage.
No
Go To 3.



Does the DTC reset?
Yes
No

time.
circuit.
Yes
No
time.
C155E-13-RIDE HEIGHT PRESSURE VENT CONTROL - CIRCUIT OPEN


WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the valve control circuit is open while ignition is in
the Run position.
POSSIBLE CAUSES
Possible Causes
(Y35) AMBIENT VALVE CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST
1. DTC IS ACTIVE

Yes
 Go To 2.
No
Go To 4.

2. (Y35) AMBIENT VALVE CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 89: Checking Ambient Valve Control Circuit For Open Or High Resistance

4. Measure the resistance of the (Y35) Ambient Valve Control circuit between the ASCM C2 harness
Yes
 Repair the (Y35) Ambient Valve Control circuit for an open or high resistance.
No
Go To 3.



Does the DTC reset?
Yes
No

time.
Yes
No
time.
C155E-92-RIDE HEIGHT PRESSURE VENT CONTROL - PERFORMANCE OR INCORRECT

OPERATION
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the Pressure Vent Valve energized time exceeding
three minutes within the last ten minutes.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
1. Turn the ignition on, engine running.
2. Wait ten minutes.
Yes
 Go To 2.
No
Go To 3.



Is the DTC status still Active?
Yes
No

time.
circuit.
Yes
No
time.
C155E-96-RIDE HEIGHT PRESSURE VENT CONTROL - COMPONENT INTERNAL FAILURE
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the Ride Height Pressure Vent Control Valve is
internally shorted.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.



Yes
No

time.
circuit.
Yes
No
time.
C1562-13-RIDE HEIGHT AIR PUMP CONTROL - CIRCUIT OPEN

Fig. 90: Ride Height Air Pump Control Wiring Diagram

WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects an open relay or circuit while the ignition is in the
Run position.
POSSIBLE CAUSES
Possible Causes
AIR SUSPENSION RELAY
(Y38) COMPRESSOR RELAY SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(Y39) COMPRESSOR RELAY RETURN CIRCUIT OPEN OR HIGH RESISTANCE
(Y39) COMPRESSOR RELAY RETURN CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST
1. DTC IS ACTIVE

Yes
 Go To 2.
No
Go To 6.

2. AIR SUSPENSION RELAY

2. Install a known good relay
Is the status still Active for this DTC?
Yes
 Go To 3.
No
 Install a new Air Suspension Relay.

3. (Y38) COMPRESSOR RELAY SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
Fig. 91: Checking Compressor Relay Signal Circuit For Open Or High Resistance

2. Remove the Air Suspension Relay.
4. Measure the resistance of the (Y38) Compressor Relay Signal circuit between the ASCM C2
harness connector and the Air Suspension Relay.
Yes
 Repair the (Y38) Compressor Relay Signal circuit for an open or high resistance.
No
Go To 4.

4. (Y39) AIR COMPRESSOR RELAY RETURN CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 92: Checking Air Compressor Relay Return Circuit For Open Or High Resistance
1. Measure the resistance of the (Y39) Compressor Relay Return circuit between the ASCM C2
harness connector and the Air Suspension Relay.
Yes
 Repair the (Y39) Compressor Relay Return circuit for an open or high resistance.
No
Go To 5.

5. (Y39) AIR COMPRESSOR RELAY RETURN CIRCUIT SHORTED TO GROUND
Fig. 93: Checking Air Compressor Relay Return Circuit For A Short To Ground
1. Measure the resistance between ground and the (Y39) Air Compressor Relay Return circuit.
Yes
 Repair the (Y39) Compressor Relay Return circuit for a short to ground.
No
Replace the Air Suspension Control Module (ASCM) in accordance with the Service


Yes
No
time.
C1562-92-RIDE HEIGHT AIR PUMP CONTROL - PERFORMANCE OR INCORRECT OPERATION
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the Air Compressor Relay has been energized for a
time exceeding five minutes within the last ten minutes.
POSSIBLE CAUSES
Possible Causes
AIR SUSPENSION RELAY
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.

2. AIR SUSPENSION RELAY

2. Install a known good relay.
Is the status still Active for this DTC?
Yes
No
Install a new Air Suspension Relay.



Yes
No
time.
C1562-98-RIDE HEIGHT AIR PUMP CONTROL - COMPONENT OR SYSTEM OVER

TEMPERATURE
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the Air Compressor has reached a temperature of
356° F (180° C).
POSSIBLE CAUSES
Possible Causes
AIR SUSPENSION COMPRESSOR ASSEMBLY
DIAGNOSTIC TEST
1. DTC IS ACTIVE
3. Turn the ignition on, engine not running.
Yes
 Go To 2.
No
Go To 3.

2. AIR SUSPENSION COMPRESSOR ASSEMBLY

2. Replace the Air Suspension Compressor Assembly in accordance with the Service Information.
Refer to COMPRESSOR ASSEMBLY, AIR SUSPENSION , REMOVAL .

Yes
No

time.
circuit.
Yes
No
time.
C1566-92-LEFT REAR RIDE HEIGHT LEVEL PERFORMANCE - PERFORMANCE OR

INCORRECT OPERATION
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the Air Spring Valve as been used for a time
exceeding three minutes within the last ten minutes.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.




Yes
No

time.
circuit.
Yes
No
time.
C1567-92-RIGHT REAR RIDE HEIGHT LEVEL PERFORMANCE - PERFORMANCE OR

INCORRECT OPERATION
WHEN MONITORED:

SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.



Yes
No

time.
circuit.
Yes
No
time.
C1568-92-LEFT FRONT RIDE HEIGHT LEVEL PERFORMANCE - PERFORMANCE OR

INCORRECT OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.



Yes
No
time.
circuit.
Yes
No
time.
C1569-92-RIGHT FRONT RIDE HEIGHT LEVEL PERFORMANCE - PERFORMANCE OR

INCORRECT OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE

Yes
 Go To 2.
No
Go To 3.



Yes
No

time.
circuit.
Yes
No
time.
C15C0-98-AIR SUSPENSION - COMPONENT OR SYSTEM OVER TEMPERATURE
WHEN MONITORED:
Continuously.
SET CONDITION:
The Air Suspension Control Module (ASCM) is detecting an over temperature of a component or system.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
Go To 2.


circuit.
Yes
No
time.
C156E-00-RIDE HEIGHT SYSTEM CALIBRATION PERFORMANCE
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects that all four ride height sensors have not been
calibrated.
POSSIBLE CAUSES
Possible Causes
AIR SUSPENSION RIDE HEIGHT SENSORS NOT CALIBRATED
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.

2. AIR SUSPENSION RIDE HEIGHT SENSORS NOT CALIBRATED

1. Calibrate the ride height sensors in accordance with the Service Information. Refer to SENSOR,
HEIGHT , INSTALLATION .
Is the DTC status still Active at this time?
Yes
No

time.

circuit.
Yes
No
time.
C159E-11-AIR PUMP TEMPERATURE SENSOR - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the compressor temperature sensor has a short to
POSSIBLE CAUSES
Possible Causes
(Y45) COMPRESSOR TEMPERATURE SIGNAL SHORTED TO GROUND
(Y46) COMPRESSOR TEMPERATURE RETURN SHORTED TO GROUND
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 5.

2. (Y45) COMPRESSOR TEMPERATURE SIGNAL SHORTED TO GROUND

Fig. 95: Checking Compressor Temperature Signal For A Short To Ground


3. Disconnect the Air Suspension Compressor Assembly harness connector.
4. Measure the resistance between ground and the (Y45) Compressor Temperature Signal circuit.
Yes
 Repair the (Y45) Compressor Temperature Signal circuit for a short to ground.
No
Go To 3.

3. (Y46) COMPRESSOR TEMPERATURE RETURN SHORTED TO GROUND
Fig. 96: Checking Compressor Temperature Return For A Short To Ground

1. Measure the resistance between ground and the (Y46) Compressor Temperature Return circuit.
Yes
 Repair the (Y46) Compressor Temperature Return circuit for a short to ground.
No
Go To 4.

Replace the Air Suspension Compressor Assembly in accordance with the Service Information. Refer to
COMPRESSOR ASSEMBLY, AIR SUSPENSION , REMOVAL .

Yes
No

time.
circuit.
Yes
No
time.
C159E-15-AIR PUMP TEMPERATURE SENSOR - CIRCUIT SHORT TO BATTERY OR OPEN

WHEN MONITORED:

SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the compressor temperature sensor has a short to
battery or an open while ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
(Y45) COMPRESSOR TEMPERATURE SIGNAL SHORTED TO VOLTAGE
(Y46) COMPRESSOR TEMPERATURE RETURN SHORTED TO VOLTAGE
(Y45) COMPRESSOR TEMPERATURE SIGNAL OPEN OR HIGH RESISTANCE
(Y46) COMPRESSOR TEMPERATURE RETURN OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 7.

2. (Y45) COMPRESSOR TEMPERATURE SIGNAL SHORTED TO VOLTAGE

Fig. 98: Checking Compressor Temperature Signal For A Short To Voltage


3. Disconnect the Air Suspension Compressor Assembly harness connector
5. Measure the voltage of the (Y45) Compressor Temperature Signal circuit.
Yes
 Repair the (Y45) Compressor Temperature Signal circuit for a short to voltage.
No
Go To 3.

3. (Y46) COMPRESSOR TEMPERATURE RETURN SHORTED TO VOLTAGE
Fig. 99: Checking Compressor Temperature Return For A Short To Voltage

1. Measure the voltage of the (Y46) Compressor Temperature Return circuit.

Yes
 Repair the (Y46) Compressor Temperature Return circuit for a short to voltage.
No
Go To 4.

4. (Y45) COMPRESSOR TEMPERATURE SIGNAL OPEN OR HIGH RESISTANCE

Fig. 100: Checking Compressor Temperature Signal For Open Or High Resistance

2. Measure the resistance of the (Y45) Compressor Temperature Signal circuit between the ASCM C2
harness connector and the Air Suspension Compressor Assembly harness connector.
Yes
 Repair the (Y45) Compressor Temperature Signal circuit for an open or high resistance.
No
Go To 5.

5. (Y46) COMPRESSOR TEMPERATURE RETURN OPEN OR HIGH RESISTANCE

Fig. 101: Checking Compressor Temperature Return For Open Or High Resistance
1. Measure the resistance of the (Y46) Compressor Temperature Return circuit between the ASCM
C2 harness connector and the Air Suspension Compressor Assembly harness connector.
Yes
 Repair the (Y46) Compressor Temperature Return circuit for an open or high resistance.
No
Go To 6.

Replace the Air Suspension Compressor Assembly in accordance with the Service Information. Refer to
COMPRESSOR ASSEMBLY, AIR SUSPENSION , REMOVAL .

Yes
No

time.
circuit.
Yes
No
time.
C159F-11-AIR SUSPENSION REVERSE VALVE 1 CONTROL - CIRCUIT SHORT TO GROUND

WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the reverse valve 1 control has a short to ground
while ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
(Y48) 12 VOLT REVERSE VALVE CONTROL 1 SHORTED TO GROUND
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. (Y48) 12 VOLT REVERSE VALVE CONTROL 1 SHORTED TO GROUND

Fig. 103: Checking 12 Volt Reverse Valve Control 1 For A Short To Ground

4. Measure the resistance between ground and the (Y48) 12 Volt reverse Valve Control 1 circuit.
Yes
 Repair the (Y48) 12 Volt reverse Valve Control 1 circuit for a short to ground.
No
Go To 3.

Fig. 104: Checking Air Suspension Compressor Assembly


2. Measure the resistance between (Y48) 12 Volt Reverse Valve Control 1 circuit and the (Y47) 12
Volt Reverse Valve Supply circuit at the ASCM C2 harness connector.
Yes
 Replace the Air Suspension Compressor Assembly in accordance with the Service
Information. Refer to COMPRESSOR ASSEMBLY, AIR SUSPENSION , REMOVAL .
No

circuit.
Yes
No
time.
C159F-12-AIR SUSPENSION REVERSE VALVE 1 CONTROL - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the reverse valve 1 control is shorted to voltage
POSSIBLE CAUSES
Possible Causes
(Y48) 12 VOLT REVERSE VALVE CONTROL 1 SHORTED TO VOLTAGE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. (Y48) 12 VOLT REVERSE VALVE CONTROL 1 SHORTED TO VOLTAGE

Fig. 106: Checking 12 Volt Reverse Valve Control 1 For A Short To Voltage

5. Measure the voltage of the (Y48) 12 Volt reverse Valve Control 1 circuit.
Yes
 Repair the (Y48) 12 Volt reverse Valve Control 1 circuit for a short to voltage.
No
Go To 3.


Did DTC C159F-12-AIR SUSPENSION REVERSE VALVE 1 CONTROL-CIRCUIT SHORT TO

BATTERY reset?
Yes
No

time.
circuit.
Yes
No
time.
C159F-13-AIR SUSPENSION REVERSE VALVE 1 CONTROL - CIRCUIT OPEN

WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the reverse valve 1 control has an open or high
resistance while ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
(Y47) 12 VOLT REVERSE VALVE SUPPLY OPEN OR HIGH RESISTANCE
(Y48) 12 VOLT REVERSE VALVE CONTROL 1 OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 6.

2. AIR SUSPENSION COMPRESSOR ASSEMBLY HARNESS CONNECTOR
NOTE: Make sure the Air Suspension Compressor Assembly harness connector
is connected correctly.

2. Inspect the Air Suspension Compressor Assembly harness connector for signs of water intrusion,
Yes
No
Go To 3.
3. (Y47) 12 VOLT REVERSE VALVE SUPPLY OPEN OR HIGH RESISTANCE
Fig. 108: Checking 12 Volt Reverse Valve Supply For Open Or High Resistance

3. Measure the resistance of the (Y47) 12 Volt reverse Supply circuit between the ASCM C2 harness
connector and the Air Suspension Compressor Assembly harness connector.
Yes
 Repair the (Y47) 12 Volt Reverse Supply circuit for an open or high resistance.
No
Go To 4.
4. (Y48) 12 VOLT REVERSE VALVE CONTROL 1 OPEN OR HIGH RESISTANCE
Fig. 109: Checking 12 Volt Reverse Valve Control 1 For Open Or High Resistance
1. Measure the resistance of the (Y48) 12 Volt Reverse Valve Control 1 circuit between the ASCM
C2 harness connector and the Air Suspension Compressor Assembly harness connector.
Yes
 Repair the (Y48) 12 Volt Reverse Valve Control 1 circuit for an open or high resistance.
No
Go To 5.


1. Connect the Air Suspension Compressor Assembly harness connector.

2. Measure the resistance between the (Y47) 12 Volt reverse Supply circuit and the (Y48) 12 Volt
Reverse Valve Control 1 circuit at the ASCM C2 harness connector.

Yes
No


circuit.
Yes
No
time.
C159F-92-AIR SUSPENSION REVERSE VALVE 1 CONTROL - PERFORMANCE OR INCORRECT

OPERATION
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the reversing valve 1 has been activated longer than
three minutes within the last ten minutes.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.



Yes
No

time.
circuit.
Yes
No
time.
C159F-96-AIR SUSPENSION REVERSE VALVE 1 CONTROL - COMPONENT INTERNAL

FAILURE

WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the Reversing Valve has an internal failure while
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.




Yes
No

circuit.
Yes
No
time.
C15A0-11-AIR SUSPENSION REVERSE VALVE 2 CONTROL - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the reverse valve 2 control has a short to ground
POSSIBLE CAUSES
Possible Causes
(Y49) 12 VOLT REVERSE VALVE CONTROL 2 SHORTED TO GROUND
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. (Y49) 12 VOLT REVERSE VALVE CONTROL 2 SHORTED TO GROUND

Fig. 114: Checking 12 Volt Reverse Valve Control 2 For A Short To Ground

4. Measure the resistance between ground and the (Y49) 12 Volt reverse Valve Control 2 circuit.
Yes
 Repair the (Y49) 12 Volt reverse Valve Control 2 circuit for a short to ground.
No
Go To 3.



2. Measure the resistance between (Y49) 12 Volt Reverse Valve Control 2 circuit and the (Y47) 12
Volt Reverse Valve Supply circuit at the ASCM C2 harness connector.

Yes
No

circuit.
Yes
No
time.
C15A0-12-AIR SUSPENSION REVERSE VALVE 2 CONTROL - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the reverse valve 2 control is shorted to voltage
POSSIBLE CAUSES
Possible Causes
(Y49) 12 VOLT REVERSE VALVE CONTROL 2 SHORTED TO VOLTAGE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. (Y49) 12 VOLT REVERSE VALVE CONTROL 2 SHORTED TO VOLTAGE

Fig. 117: Checking 12 Volt Reverse Valve Control 2 For A Short To Voltage

5. Measure the voltage of the (Y49) 12 Volt reverse Valve Control 2 circuit.
Yes
 Repair the (Y49) 12 Volt reverse Valve Control 2 circuit for a short to voltage.
No
Go To 3.


Did DTC C15A0-12-AIR SUSPENSION REVERSE VALVE 2 CONTROL-CIRCUIT SHORT

TO BATTERY reset?
Yes
No

time.
circuit.
Yes
No
time.
C15A0-13-AIR SUSPENSION REVERSE VALVE 2 CONTROL - CIRCUIT OPEN

WHEN MONITORED:

SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the reverse valve 2 control has an open or high
resistance while ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
(Y47) 12 VOLT REVERSE VALVE SUPPLY OPEN OR HIGH RESISTANCE
(Y49) 12 VOLT REVERSE VALVE CONTROL 2 OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 6.

2. AIR SUSPENSION COMPRESSOR ASSEMBLY HARNESS CONNECTOR
NOTE: Make sure the Air Suspension Compressor Assembly harness connector
is connected correctly.

2. Inspect the Air Suspension Compressor Assembly harness connector for signs of water intrusion,
Yes
No
Go To 3.
3. (Y47) 12 VOLT REVERSE VALVE SUPPLY OPEN OR HIGH RESISTANCE
Fig. 119: Checking 12 Volt Reverse Valve Supply For Open Or High Resistance

3. Measure the resistance of the (Y47) 12 Volt reverse Supply circuit between the ASCM C2 harness
Yes
 Repair the (Y47) 12 Volt reverse Supply circuit for an open or high resistance.
No
Go To 4.
4. (Y49) 12 VOLT REVERSE VALVE CONTROL 2 OPEN OR HIGH RESISTANCE
Fig. 120: Checking 12 Volt Reverse Valve Control 2 For Open Or High Resistance
1. Measure the resistance of the (Y49) 12 Volt Reverse Valve Control 2 circuit between the ASCM
C2 harness connector and the Air Suspension Solenoid Assembly harness connector.
Yes
 Repair the (Y49) 12 Volt Reverse Valve Control 2 circuit for an open or high resistance.
No
Go To 5.



Yes
No

circuit.
Yes
No
time.
C15A0-92-AIR SUSPENSION REVERSE VALVE 2 CONTROL - PERFORMANCE OR INCORRECT

OPERATION
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the reversing valve 2 has been activated longer than
three minutes.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.




Yes
No

time.
circuit.
Yes
No
time.
C15A0-96-AIR SUSPENSION REVERSE VALVE 2 CONTROL - COMPONENT INTERNAL

FAILURE

WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the Reversing Valve has an internal failure while
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.




Yes
No


circuit.
Yes
No
time.
C15A1-00-UNABLE TO OBTAIN DESIRED RIDE HEIGHT
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects that the desired ride height has not been achieved
after 20 seconds.
POSSIBLE CAUSES
Possible Causes
FUSE
LOW AIR MASS
DIAGNOSTIC TEST
1. AIR SUSPENSION CONTROL MODULE (ASCM)

1. The ASCM is reporting internal errors.
NOTE: Before continuing, check the Air Suspension Control Module (ASCM)
harness connector terminals for corrosion, damage, or terminal push
out. Repair as necessary.
2. Using the schematics as a guide, inspect the wire harness and connectors. Pay particular attention to
all Power and Ground circuits.
3. Perform any Technical Service Bulletins that may apply.
Yes
No
C15A2-00-RIDE HEIGHT SYSTEM UNLEVEL
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects the difference between the left and right sensors
(same axle) are very uneven even after two adjustments were done with the vehicle speed greater than 8 Km/h
(5 mph).
POSSIBLE CAUSES
Possible Causes
FUSE
LOW AIR MASS
DIAGNOSTIC TEST

Yes
No
C15A3-00-RIDE HEIGHT SYSTEM MANUALLY SWITCH OFF
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects that the system has been diagnostically shut off.
POSSIBLE CAUSES
Possible Causes
AIR SUSPENSION CONTROL MODULE (ASCM) DISABLED
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 3.


1. With the scan tool, check too see if the ASCM has been disabled.
Was the ACSM system disabled?
Yes
 With the scan tool, enable the ACSM system.

No

circuit.
Yes
No
time.
C15A7-2A-AIR SUSPENSION UP BUTTON - STUCK
THEORY OF OPERATION
The Air Suspension Control Module (ASCM) detects the UP button switch information by receiving messages
from the CAN communications bus. Specifically the UP button is wired to the cluster, the cluster sends this
information via CAN I to the TIPM, and TIPM sends it onto the ASCM via CAN C.
WHEN MONITORED:
SET CONDITION:
Air suspension UP selection button (located next to and is part of the Terrain switch) has been pressed
continuously for more than 17 seconds while the ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
UP AIR SUSPENSION SWITCH STUCK IN THE PRESSED POSITION
TERRAIN SWITCH
INSTRUMENT CLUSTER
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 5.

2. UP AIR SUSPENSION SWITCH IN THE PRESSED POSITION

2. Inspect the UP Air Suspension switch for foreign material which could keep it from returning back
to the not pushed state.
4. Using the scan tool, monitor the UP Air Suspension Switch status in the ASCM while pressing and
releasing the switch.
Does the UP Air Suspension Switch function correctly?
Yes
time.
No
Go To 3.

3. TERRAIN SWITCH
2. Replace the Terrain Switch in accordance with the Service Information. Refer to SWITCH,
TERRAIN SELECT , REMOVAL .

Yes
 Go To 4.
No
time.
 Replace the Terrain Switch in accordance with the Service Information. Refer to SWITCH,


4. INSTRUMENT CLUSTER
2. Replace the Instrument Cluster in accordance with the Service Information. Refer to REMOVAL .
Yes
No

time.
circuit.
Yes
No
time.
C15A8-2A-AIR SUSPENSION DOWN BUTTON - STUCK

THEORY OF OPERATION
The Air Suspension Control Module (ASCM) detects the DOWN button switch information by receiving
messages from the CAN communications bus. Specifically the DOWN button is wired to the cluster, the cluster
sends this information via CAN I to the TIPM, and TIPM sends it onto the ASCM via CAN C.
WHEN MONITORED:
SET CONDITION:
Air suspension UP selection button (located next to and is part of the Terrain switch) has been pressed
continuously for more than 17 seconds while the ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
DOWN AIR SUSPENSION SWITCH STUCK IN THE PRESSED POSITION
TERRAIN SWITCH
INSTRUMENT CLUSTER
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 5.

2. DOWN AIR SUSPENSION SWITCH IN THE PRESSED POSITION

2. Inspect the DOWN Air Suspension switch for foreign material which could keep it from returning
back to the not pushed state.

4. Using the scan tool, monitor the DOWN Air Suspension Switch status in the ASCM while pressing
and releasing the switch.
Does the DOWN Air Suspension Switch function correctly?
Yes
time.
No
Go To 3.

3. TERRAIN SWITCH
2. Replace the Terrain Switch in accordance with the Service Information. Refer to SWITCH,

Yes
 Go To 4.
No

time.
 Replace the Terrain Switch in accordance with the Service Information. Refer to SWITCH,
4. INSTRUMENT CLUSTER
2. Replace the Instrument Cluster in accordance with the Service Information. Refer to REMOVAL .
Yes
No

time.
circuit.
Yes
No
time.
C15A9-00-HEIGHT SENSOR MECHANICAL PERFORMANCE
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects that the desired ride height has not been achieved
after 20 seconds.
POSSIBLE CAUSES
Possible Causes
RIDE HEIGHT SENSOR
DIAGNOSTIC TEST
NOTE: If any other DTCs are present, repair them first before continuing with this

Yes
 Go To 2.
No
Go To 4.

2. RIDE HEIGHT SENSOR

2. Visually inspect the all the ride height sensors for physical or electrical damage.
Yes
No
Go To 3.


1. Replace the Ride Height Sensor in accordance with the Service Information. Refer to SENSOR,
HEIGHT , REMOVAL .
Yes
No

time.
circuit.
Yes
No
time.
C15AA-00-AIR LEAK DURING VENT
THEORY OF OPERATION
The Air Suspension Control Module (ASCM) detects that it cannot vent any air from within the system to the
outside atmosphere. In order to vent air it must be go through the reversing valves, the compressor, ambience
valve, and finally through the exhaust hose.
WHEN MONITORED:
SET CONDITION:
Air suspension cannot vent the air to atmosphere when attempting to do so. Pneumatic fault in components used
when venting. This includes the air compressor, reverse valve units, ambience valve, exhaust hose.
POSSIBLE CAUSES
Possible Causes
AIR SUSPENSION EXHAUST HOSE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 5.

2. AIR SUSPENSION EXHAUST HOSE

2. Remove the Air Suspension Exhaust Hose.
NOTE: Make sure all doors and liftgate are closed.
3. Start the vehicle.


Yes
 Go To 3.
No
Replace or Repair the Air Suspension Exhaust hose in accordance with the Service

Information. Refer to HOSE ASSEMBLY, AIR SUSPENSION , REMOVAL .
NOTE: If any DTCs related to the Ambience Valve are present, repair them first
before continuing with this diagnostic procedure.


Yes
 Go To 4.
No

time.
NOTE: If any DTCs related to the Reversing Valves are present, repair them first



Yes
No

time.
circuit.
Yes
No
time.
C15AB-00-AIR LEAK DURING FILL
THEORY OF OPERATION
The Air Suspension Control Module (ASCM) detects that it cannot increase reservoir pressure (fill) when the
system is operating. In order to fill the reservoir air must be go through the intake air hose, ambience valve,
reversing valves, the compressor, and finally through the air line leading to the reservoir itself.
WHEN MONITORED:
SET CONDITION:
Air suspension cannot fill air into the reservoir when attempting to do so. Pneumatic fault in components used
when filling. This includes the air compressor, reverse valve units, ambience valve, intake hose, leaking air line
to the reservoir.
POSSIBLE CAUSES
Possible Causes
AIR SUSPENSION INTAKE HOSE
AIR SUSPENSION RESERVOIR AIR LINES
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 6.

2. AIR SUSPENSION INTAKE HOSE

2. Remove the Air Suspension Intake Hose.

Yes
 Go To 3.
No
Replace or Repair the Air Suspension Intake hose in accordance with the Service

Information. Refer to HOSE ASSEMBLY, AIR SUSPENSION , REMOVAL .
3. AIR SUSPENSION RESERVOIR AIR LINES

1. Raise the vehicle to the highest ride height possible.
2. With the scan tool, under "Miscellaneous Functions" run the "System Pressure Measurement"
routine.
3. Record the pressure in the reservoir.
4. Wait 30 minutes and rerun the "System Pressure Measurement" routine.
Did the reservoir's pressure decrease by more than 1 bar (14.5 psi)?
Yes
 Repair or Replace the Air Suspension Line in accordance with the Service Information. Refer
to AIR LINE , STANDARD PROCEDURE , or refer to AIR LINE , REMOVAL .
No
Go To 4.

NOTE: If any DTCs related to the Ambience Valve are present, repair them first



Yes
 Go To 5.
No

time.
NOTE: If any DTCs related to the Reversing Valves are present, repair them first


Yes
No

time.
circuit.
Yes
No
time.
C15AD-92-RIDE HEIGHT SYSTEM - PERFORMANCE OR INCORRECT OPERATION


WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) checks for ride height sensor movement during the middle
of a level change. If it does not see this movement then this DTC is set.
POSSIBLE CAUSES
Possible Causes
FUSE J1 (40A)
(Y40) COMPRESSOR RELAY OUTPUT OPEN OR HIGH RESISTANCE
(A113) FUSED B(+) OPEN OR HIGH RESISTANCE
(Z909) GROUND OPEN OR HIGH RESISTANCE
AIR SUSPENSION COMPRESSOR RELAY
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 8.

2. AIR SUSPENSION RELAY FUSE J1 (40A)

2. Check the Air Suspension Relay Fuse J1 (40A) in the TIPM.
Yes
No
Go To 3.
3. AIR SUSPENSION COMPRESSOR RELAY
1. Install the Air Suspension Relay Fuse J1 (40A) in the TIPM.
2. Remove the Air Suspension Relay and install a known good relay.

Yes
 Go To 4.
No

time.
4. (A113) FUSED B(+) OPEN OR HIGH RESISTANCE
Fig. 125: Checking Fused B(+) For Open Or High Resistance


4. Using a 12 volt test light connected to ground, check the (A113) Fused B+ circuit.
Yes
 Go To 5.
No
Repair the (A113) Fused B+ circuit for an open or high resistance.


5. (Z909) GROUND OPEN OR HIGH RESISTANCE

Fig. 126: Checking Ground For Open Or High Resistance


2. Using a 12-volt test light connected to 12-volts, check the (Z909) Ground circuit.
Yes
 Go To 6.
No
 Repair the (Z909) Ground circuit for an open or high resistance.

6. (Y40) COMPRESSOR RELAY OUTPUT OPEN OR HIGH RESISTANCE
Fig. 127: Checking Compressor Relay Output For Open Or High Resistance
1. Install the Air Suspension Relay in the PDC.

3. Measure the resistance of the (Y40) Compressor Relay Output circuit between the ASCM C2
harness connector and the Air Suspension Compressor Assembly harness connector.
Yes
 Repair the (Y40) Compressor Relay Output circuit for an open or high resistance.
No
Go To 7.




2. While back probing, measure the resistance between the (Y40) Fused (B+) circuit and the (Z909)
Ground circuit at the Air Suspension Compressor Assembly.
Yes
No


circuit.
Yes
No
time.
C15AE-00-COMPRESSOR PRESSURE LINE LEAK
THEORY OF OPERATION
The air compressor has an air line which connects the reversing valve to the valve block. The ASCM monitors
the pressure this air line when it is pressured. After a time the pressure is checked again to see if there is any
pressure loss. Any appreciable pressure loss indicates that this air line has a leak.
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) monitors the pressure in the air suspension compressor line
when it is pressurized. After time the pressure is checked again to see if there is any pressure loss. Any
appreciable pressure loss indicates that this air line has a leak.
POSSIBLE CAUSES
Possible Causes
AIR COMPRESSOR AIR LINE
AIR COMPRESSOR
DIAGNOSTIC TEST
1. DTC IS ACTIVE

Yes
 Go To 2.
No
Go To 3.

2. AIR SUSPENSION COMPRESSOR AIR LINE

1. Visually inspect the air compressor for damaged airline fitting or the compressor air line for leaks.
Yes
No


circuit.
Yes
No
time.


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects when the 5 Volt Sensor Supply 1 circuit has a short to
POSSIBLE CAUSES
Possible Causes
(S143) 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. (S143) 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND

Fig. 130: Checking 5 Volt Supply Circuit For A Short To Ground


4. Measure the resistance between ground and the (S143) 5 Volt Supply circuit.
Yes
 Repair the (S143) 5 Volt Supply circuit for a short to ground.

No
 Go To 3.


Yes

No

circuit.
Yes
No
time.


WHEN MONITORED:
SET CONDITION:
battery while the ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
(S143) 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. (S143) 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE

Fig. 133: Checking 5 Volt Supply Circuit For A Short To Voltage

1. Turn the Ignition off.

5. Measure the voltage between (S143) 5 Volt Supply circuit and ground.
Yes
 Repair the (S143) 5 Volt Supply circuit for a short to voltage.

No
Go To 3.



5. Measure the voltage between (S146) 5 Volt Supply circuit and ground.
Yes

No

circuit.
Yes
No
time.
C211B-92-IGNITION RUN/START INPUT CIRCUIT PERFORMANCE - PERFORMANCE OR

INCORRECT OPERATION
Fig. 135: TIPM & ASCM Wiring Diagram

WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) senses ignition run start from two inputs, one is from the CAN
messaging and the other is from the hardwired input. When there is a conflict in ignition status this fault sets.
POSSIBLE CAUSES
Possible Causes
(F943) FUSED IGNITION SWITCH OUTPUT (RUN/START) CIRCUIT SHORTED TO VOLTAGE
(F943) FUSED IGNITION SWITCH OUTPUT (RUN/START) CIRCUIT OPEN OR HIGH
RESISTANCE
NOTE: Repair all other DTCs first before continuing with this diagnostic procedure.
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 3.
No
Go To 4.

2. (F943) FUSED IGNITION SWITCH OUTPUT (RUN/START) CIRCUIT SHORTED TO

VOLTAGE
Fig. 136: Checking Fused Ignition Switch Output (Run/Start) Circuit For A Short To Voltage

3. Measure the voltage between ground and (F943) Fused Ignition Switch Output (Run/Start) harness
connector.
Is the voltage above 9 volts?
Yes
 Repair the (F943) Fused Ignition Switch Output (Run/Start) circuit for a short to voltage.
No
Go To 3.

3. (F943) FUSED IGNITION SWITCH OUTPUT (RUN/START) CIRCUIT OPEN OR HIGH

RESISTANCE
Fig. 137: Checking Fused Ignition Switch Output (Run/Start) Circuit For Open Or High Resistance

(Run/Start) circuit in the ASCM C2 harness connector.
Yes
No
Repair the (F943) Fused Ignition Switch Output (Run/Start) circuit for an open circuit or high
resistance.

circuit.
Yes
No
time.


WHEN MONITORED:
SET CONDITION:
ground while the ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
(S150) SENSOR RETURN CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.




Yes

No
Go To 3.

3. (S150) SENSOR RETURN CIRCUIT SHORTED TO GROUND
Fig. 140: Checking Sensor Return Circuit For A Short To Ground

1. Measure the resistance between ground and the (S150) Sensor Return circuit.

Yes
 Repair the (S150) Sensor Return circuit for a short to ground.

No

circuit.
Yes
No
time.


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects when the 5 Volt Sensor Supply 1 has a short to battery
while the ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.




5. Measure the voltage between the (S149) 5 Volt Supply circuit and ground.
Yes

No

circuit.
Yes
No
time.


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects the battery voltage has dropped below 10 Volts for more
than 15 seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
CODE INDEX - NGC .
No
Go To 2.

2. DTC IS ACTIVE

Yes
 Go To 3.
No
Go To 5.

Fig. 144: Checking Fused B(+) Circuit For Open Or High Resistance

3. With a 12-volt test light connected to ground, check the (A206) Fused B+ circuit in the ASCM C2
harness connector.
Yes
 Go To 4.
No
Repair the (A206) Fused B(+) circuit for an open circuit or high resistance.


Fig. 145: Checking Ground Circuit For Open Or High Resistance


2. With a 12-volt test light connected to B+, check the (Z916) Ground circuit in the ASCM C2
harness connector.
Yes
No


circuit.
Yes
No
time.
WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects the battery voltage has increased above 16 Volts for more
than 15 seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes

No
Go To 2.

2. DTC IS ACTIVE
Yes
No
Go To 3.
circuit.
Yes
No
time.
C212A-16-SYSTEM VOLTAGE LOW - CIRCUIT VOLTAGE BELOW THRESHOLD


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects the battery voltage has dropped below 10 Volts for more
than 15 seconds.
POSSIBLE CAUSES
Possible Causes
POWER CIRCUITS OPEN OR HIGH RESISTANCE
NOTE: Repair all other DTCs first before continuing with this test.
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. POWER CIRCUITS FOR AN OPEN OR HIGH RESISTANCE

Fig. 147: Checking Power Circuits For An Open Or High Resistance


4. With a test light connected to ground check (A206) Fused B(+) circuit and (F943) Fused Ignition
Switch Output circuit at the ASCM C2 harness connector.
Yes
 Go To 3.
No
Repair the Power circuits for an open or high resistance.




harness connector.
Yes
No
Repair the (Z916) Ground circuit for an open circuit or high resistance.

circuit.
Yes
No
time.
C212A-17-SYSTEM VOLTAGE HIGH - CIRCUIT VOLTAGE ABOVE THRESHOLD


WHEN MONITORED:
SET CONDITION:
The Air Suspension Control Module (ASCM) detects the system voltage has increased above 16 Volts for more
than 15 seconds.
POSSIBLE CAUSES
Possible Causes
POWER CIRCUITS OPEN OR HIGH RESISTANCE
NOTE: Repair all other DTCs first before continuing with this test.
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.

2. POWER CIRCUITS FOR AN OPEN OR HIGH RESISTANCE

Fig. 150: Checking Power Circuits For An Open Or High Resistance


4. With a test light connected to ground check (A206) Fused B(+) circuit and (F943) Fused Ignition
Switch Output circuit at the ASCM C2 harness connector.
Yes
 Go To 3.
No
Repair the Power circuits for an open or high resistance.




harness connector.
Yes
No
Repair the (Z916) Ground circuit for an open circuit or high resistance.

circuit.
Yes
No
time.
C212B-11-SENSOR SUPPLY 3 VOLTAGE - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
SET CONDITION:
ground while the ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
(S141) SENSOR RETURN CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 4.




Yes

No
Go To 3.
3. (S141) SENSOR RETURN CIRCUIT SHORTED TO GROUND
Fig. 154: Checking Sensor Return Circuit For A Short To Ground

1. Measure the resistance between ground and the (S141) Sensor Return circuit.
Yes
 Repair the (S141) Sensor Return circuit for a short to ground.

No

circuit.
Yes
No
time.
C212B-12-SENSOR SUPPLY 3 VOLTAGE - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
SET CONDITION:
battery while the ignition is in the Run position.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 3.




Measure the voltage between the (S140) 5 Volt Supply circuit and ground.
Yes

No

circuit.
Yes
No
time.
C212C-11-SUSPENSION VALVE POWER SUPPLY VOLTAGE - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects that too much current is being used when the on-
board 12 volt power supply is turned on.
POSSIBLE CAUSES
Possible Causes
(Y30) 12 VOLT VALVE POWER SUPPLY SHORTED TO GROUND
(Y38) COMPRESSOR RELAY SIGNAL SHORTED TO GROUND
(Y47) 12 VOLT REVERSE VALVE SUPPLY SHORTED TO GROUND
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 5.

2. (Y30) 12 VOLT VALVE POWER SUPPLY SHORTED TO GROUND

Fig. 158: Checking 12 Volt Valve Power Supply For A Short To Ground

4. Measure the resistance between ground and the (Y30) 12 Volt Valve Power Supply circuit.
Yes
 Repair the (Y30) 12 Volt Valve Power Supply circuit for a short to ground.
No
Go To 3.

3. (Y38) COMPRESSOR RELAY SIGNAL SHORTED TO GROUND

Fig. 159: Checking Compressor Relay Signal For A Short To Ground


2. Measure the resistance between ground and the (Y38) Compressor Relay Signal circuit.
Yes
 Repair the (Y38) Compressor Relay Signal circuit for a short to ground.
No
Go To 4.
4. (Y47) 12 VOLT REVERSE VALVE SUPPLY SHORTED TO GROUND
Fig. 160: Checking 12 Volt Reverse Valve Supply For A Short To Ground

2. Measure the resistance between ground and the (Y47) 12 Volt Reverse Valve Supply circuit.

Yes
 Repair the (Y47) 12 Volt Reverse Valve Supply circuit for a short to ground.
No

circuit.
Yes
No
time.
C212C-12-SUSPENSION VALVE POWER SUPPLY VOLTAGE - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects battery voltage on the on-board 12 volt power
supply before it has been turned on.
POSSIBLE CAUSES
Possible Causes
(Y30) 12 VOLT VALVE POWER SUPPLY SHORTED TO VOLTAGE
(Y38) COMPRESSOR RELAY SIGNAL SHORTED TO VOLTAGE
(Y39) COMPRESSOR RELAY RETURN SHORTED TO VOLTAGE
(Y47) 12 VOLT REVERSE VALVE SUPPLY SHORTED TO VOLTAGE
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Yes
 Go To 2.
No
Go To 6.

2. (Y30) 12 VOLT VALVE POWER SUPPLY SHORTED TO VOLTAGE

Fig. 162: Checking 12 Volt Valve Power Supply For A Short To Voltage

5. Measure the voltage of the (Y30) 12 Volt Valve Power Supply.
Yes
 Repair the (Y30) 12 Volt Valve Power Supply circuit for a short to voltage.
No
Go To 3.

3. (Y38) COMPRESSOR RELAY SIGNAL SHORTED TO VOLTAGE
Fig. 163: Checking Compressor Relay Signal For A Short To Voltage


4. Measure the voltage of the (Y38) Compressor Relay Signal.

Yes
No
Go To 4.

4. (Y39) COMPRESSOR RELAY RETURN SHORTED TO VOLTAGE
Fig. 164: Checking Compressor Relay Return For A Short To Voltage

1. Measure the voltage of the (Y39) Compressor Relay Return.

Yes
No
Go To 5.
5. (Y47) 12 VOLT REVERSE VALVE SUPPLY SHORTED TO VOLTAGE
Fig. 165: Checking 12 Volt Reverse Valve Supply For A Short To Voltage

4. Measure the voltage of the (Y47) 12 Volt Reverse Valve Supply.
Yes
No


circuit.
Yes
No
time.
C2202-00-ORIGINAL VIN MISMATCH / MISSING
THEORY OF OPERATION
The Air Suspension Control Module (ASCM) continuously monitors the vehicle's VIN (from the CAN bus) and
compares it to the VIN which is internally stored within the ASCM when the vehicle was first assembled. When
they do not match this fault sets. The Service Air Suspension Message will be displayed on the cluster when this
fault is first active.
WHEN MONITORED:
Continuously.
SET CONDITION:
When the vehicle's VIN (being transmitted on the CAN bus) does not match the current VIN stored within the
Air Suspension Control Module (ASCM).
POSSIBLE CAUSES
Possible Causes
COMMUNICATIONS DTC(S) PRESENT
DIAGNOSTIC TEST
1. DTC IS ACTIVE
5. Wait ten seconds.
Yes
 Go To 2.
No
Go To 3.

2. WRONG VIN PROGRAMMED IN PCM

2. With the scan tool, read the VIN in the PCM.
3. Compare VIN in the PCM to the vehicle VIN.
Is the correct VIN programmed in the PCM?
Yes
No
Replace the Powertrain Control Module (PCM) in accordance with the Service Information.

Refer to MODULE, POWERTRAIN CONTROL , REMOVAL .
 Perform the PCM VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION
TEST - NGC or PCM VERIFICATION TEST - 3.0L DIESEL .
3. COMMUNICATION DTCS PRESENT
2. With the scan tool, read DTCs in all other modules. If any communications DTCs are present, refer
to the appropriate diagnostic procedure. Refer to DIAGNOSIS AND TESTING .
Yes
 Perform the ABS VERIFICATION TEST. Refer to STANDARD PROCEDURE .
No
C220C-00-ACTIVE SUSPENSION MODULE INTERNAL
THEORY OF OPERATION
The Air Suspension Control Module (ASCM) continuously monitors internal hardware circuitry for defects.
The Service Air Suspension Message will be displayed on the cluster when this fault is first active.
WHEN MONITORED:
Continuously.
SET CONDITION:
Detection of RAM, ROM, EEPROM, Watchdog, no current calibration, or high side switch defect recognized.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. AIR SUSPENSION CONTROL MODULE (ASCM) INTERNAL CONDITION

Yes
No
C2212-00-ECU IN - PLANT MODE
THEORY OF OPERATION
The Air Suspension Control Module (ASCM) has a special diagnostic mode called "in-plant mode". Whenever
any ASCM diagnostic routine is run the ECU will stop normal operation and enter this mode. All leveling
functions will be disabled while in this mode. This is so that the technician can work on the vehicle knowing
that the air suspension will not automatically readjust itself. The Service Air Suspension Message will be
displayed on the cluster when this fault is first active
WHEN MONITORED:
Continuously.
SET CONDITION:
Run any of the Air Suspension Control Module (ASCM) diagnostic routines.
POSSIBLE CAUSES
Possible Causes
ASSEMBLY LINE INITIALIZATION COMPLETE ROUTINE
DIAGNOSTIC TEST

Yes
 Go To 2.
No

time.
2. HEIGHT SENSOR CHECK ROUTINE
2. With the scan tool, under Miscellaneous Functions run the "Height Sensor Check" routine.
Yes

No
time.
U0001-00-CAN C BUS
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Is this DTC active?

Yes

TESTING .
No

AND TESTING .
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Yes

No
AND TESTING .
U0101-00-LOST COMMUNICATION WITH TCM
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Transmission Control Module (TCM) for approximately 500ms.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.


Yes
TCM diagnostic procedure.
No
U0102-00-LOST COMMUNICATION WITH TRANSFER CASE CONTROL MODULE / AWD
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Drive Train Control Module (DTCM) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes

DIAGNOSTIC TEST

2. With the scan tool, read and record the DTCs.
4. Cycle the ignition from off to on.

Yes
Transfer Case Control Module / AWD diagnostic procedure.
No

MODULE
WHEN MONITORED:
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Yes

No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Yes

Refer to DIAGNOSIS AND TESTING .
No
AND TESTING .
U0168-00-LOST COMMUNICATION WITH VEHICLE SECURITY CONTROL MODULE

(WIN/WCM)
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Vehicle Security Control Module (WIN) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Yes
Vehicle Security Control Module (WIN) diagnostic procedure.
No
WHEN MONITORED:
Continuously with the ignition on, one valid CAN message received at least once, and no U0002-88-CAN C
Bus Off Performance DTC present.
SET CONDITION:
When the Anti-Lock Brake System (ABS) Module detects an incorrect CAN message from the Powertrain
Control Module (PCM).
POSSIBLE CAUSES
Possible Causes
ANTI-LOCK BRAKE SYSTEM (ABS) MODULE CAN BUS DTCS
ENGINE DTCS
DIAGNOSTIC TEST
1. CHECK FOR DTC U0401-00-IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM

Does the scan tool display: U0401-00-IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM?
Yes
 Go To 2.
No
Go To 4.

2. CHECK IF TOTALLY INTEGRATED POWER MODULE (TIPM) CAN BUS DTCS ARE
PRESENT
1. With the scan tool, read the TIPM DTCs.
Yes
 Perform the appropriate diagnostic procedures. Refer to DIAGNOSIS AND TESTING .

No
Go To 3.



Yes
 Perform the appropriate diagnostic procedures. Refer to DIAGNOSTIC CODE INDEX -

No
Using the schematics as a guide, check the ASCM pins, terminals, and connectors for
corrosion, damage, or terminal push out. Pay particular attention to all power and ground
circuits. If no problems are found, replace the Air Suspension Control Module (ASCM) in
accordance with the Service Information. Refer to MODULE, AIR SUSPENSION
CONTROL , REMOVAL .

circuit.
Yes
No
time.
U0402-00-IMPLAUSIBLE DATA RECEIVED FROM TCM
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects an incorrect CAN message from the Transmission
Control Module (TCM).
POSSIBLE CAUSES
Possible Causes
AIR SUSPENSION CONTROL MODULE (ASCM) CAN BUS DTCS
TRANSMISSION DTCS
DIAGNOSTIC TEST
1. CHECK FOR DTC U0402-00-IMPLAUSIBLE DATA RECEIVED FROM TCM

Does the scan tool display: U0402-00-IMPLAUSIBLE DATA RECEIVED FROM TCM?
Yes
 Go To 2.
No
Go To 4.

PRESENT
Yes

No
Go To 3.

3. CHECK IF TRANSMISSION DTCS ARE PRESENT

1. With the scan tool, read Transmission DTCs.
Are there any Transmission DTCs present?
Yes
No
CONTROL , REMOVAL .

circuit.
Yes
No
time.
U0403-00-IMPLAUSIBLE DATA RECEIVED FROM T-CASE
WHEN MONITORED:
SET CONDITION:
When the Air Suspension Control Module (ASCM) detects an incorrect CAN message from the Drive Train
Control Module (DTCM).
POSSIBLE CAUSES
Possible Causes
AIR SUSPENSION CONTROL MODULE (ASCM) CAN BUS DTCS
DRIVE TRAIN CONTROL MODULE (DTCM) DTCS
DIAGNOSTIC TEST
1. CHECK FOR DTC U0403-00-IMPLAUSIBLE DATA RECEIVED FROM T-CASE

Does the scan tool display: U0403-00-IMPLAUSIBLE DATA RECEIVED FROM T-CASE?
Yes
 Go To 2.
No
Go To 4.

PRESENT
Yes

No
Go To 3.

3. CHECK IF TRANSFER CASE DTCS ARE PRESENT

Are there any DTCM DTCs present?
Yes
No
CONTROL , REMOVAL .

circuit.
Yes
No
time.
WHEN MONITORED:
ABS condition present, and no system undervoltage or overvoltage condition present.
SET CONDITION:
The Air Suspension Control Module (ASCM) is receiving implausible data for vehicle speed, wheel speeds,
brake switch status, longitudinal acceleration, yaw rate, or lateral acceleration from the ABS Module.
POSSIBLE CAUSES
Possible Causes
ANTILOCK BRAKE SYSTEM (ABS) MODULE DTCS PRESENT
DIAGNOSTIC TEST
1. ABS MODULE DTCS PRESENT

2. With the scan tool, read DTCs in the ABS Module.
Yes
No
U0427-00-IMPLAUSIBLE DATA RECEIVED FROM VEHICLE SECURITY CONTROL MODULE

(WIN/WCM)
WHEN MONITORED:
Wireless Ignition Node (WIN) condition present, and no system undervoltage or overvoltage condition present.
SET CONDITION:
The Air Suspension Control Module (ASCM) is receiving implausible data for sensor status from the Wireless
Ignition Node (WIN).
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

2. With the scan tool, read DTCs in the WIN.
Yes
No
U0429-00-IMPLAUSIBLE DATA RECEIVED FROM SCM (SAS)
WHEN MONITORED:
Steering Angle Sensor (SAS) condition present, and no system undervoltage or overvoltage condition present.
SET CONDITION:
The Air Suspension Control Module (ASCM) is receiving implausible data for sensor status from the Steering
Angle Sensor (SAS).
POSSIBLE CAUSES
Possible Causes
STEERING ANGLE SENSOR (SAS) DTCS PRESENT
DIAGNOSTIC TEST
1. STEERING ANGLE SENSOR (SAS) DTCS PRESENT

2. With the scan tool, read the DTCs in the SAS.
Yes
No
WHEN MONITORED:
TIPM condition present, and no system undervoltage or overvoltage condition present.
SET CONDITION:
The Air Suspension Control Module (ASCM) is receiving no message or implausible data for ambient
temperature or the transfer case selector switch.
POSSIBLE CAUSES
Possible Causes
TOTALLY INTEGRATED POWER MODULE (TIPM) DTCS PRESENT
TOTALLY INTEGRATED POWER MODULE (TIPM) CONFIGURED INCORRECTLY
DIAGNOSTIC TEST
1. DTC IS ACTIVE
NOTE: Diagnose all CAN C and CAN Interior bus communication DTCs before
continuing.

Yes
 Go To 2.
No
Go To 3.

2. CHECK FOR TOTALLY INTEGRATED POWER MODULE (TIPM) DTCS

Yes
No


circuit.
Yes
No
time.
U110A-00-LOSS OF COMMUNICATIONS WITH SCM - CAN-C
THEORY OF OPERATION
The Air Suspension Control Module (ASCM) communicates with other controllers over the CAN C bus. The
ASCM continuously monitors the bus activity and receives the messages it needs. If the ASCM does not receive
messages from the SAS, then this fault will set. The Service Air Suspension Message will be displayed on the
cluster when this fault is first active.
WHEN MONITORED:
Ignition on for more than 5 seconds and battery voltage between 10 and 16 volts.
SET CONDITION:
The Air Suspension Control Module (ASCM) no longer detects any messaging from the Steering Angle Sensor
(SAS) for more than 0.5 of a second after monitoring conditions have been fulfilled.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
NOTE: If present, diagnose and repair DTC U0001-00-CAN C BUS before

diagnosing this DTC.

2. With the scan tool, read and record ASCM DTCs.
3. With the scan tool, erase ASCM DTCs.
4. Cycle the ignition switch.

5. With the scan tool, read ASCM DTCs.
Is this DTC active?
Yes
 Go To 2.
No
Perform the Stored Lost Communication diagnostic procedure. Refer to DIAGNOSIS AND

TESTING .
2. CHECK FOR ANY OF THE FOLLOWING ACTIVE DTCS

1. With the scan tool, read all active DTCs from all CAN C Bus modules.
NOTE: Check for CAN C hardware electrical, VIN Missing/Mismatch, battery

or ignition related DTCs.
Does the scan tool display any active DTCs related to the conditions listed above?
Yes
 Diagnose and repair the DTCs. Go To the appropriate Electrical Diagnostic Information.
No
Go To 3.

3. VERIFY THAT THE SAS IS ACTIVE ON THE BUS

1. With the scan tool, select ECU View.
2. Verify that the SAS is active on the bus.
Is the SCM active on the bus?
Yes
 Go To 4.
No
Perform the Stored Lost Communication diagnostic procedure. Refer to DIAGNOSIS AND

TESTING .
4. CHECK FOR ADDITIONAL COMMUNICATION RELATED DTCs
1. With the scan tool, select Network View and select Advanced.
Is there more than one module with active DTCs "Logged Against" the SAS?
Yes
 Replace the Steering Column Control Module (SCCM) in accordance with the service
information. Refer to MODULE, STEERING COLUMN , REMOVAL .
No
STANDARD PROCEDURE
ASCM VERIFICATION TEST
DIAGNOSTIC TEST
1. ASCM VERIFICATION TEST

5. With the scan tool, read DTCs in the ASCM.
Are there any DTCs present in the Air Suspension Control Module (ASCM)?
Yes
No
2011 ACCESSORIES AND EQUIPMENT Hands Free Module (HFM) - Electrical Diagnostics - Grand Cherokee
Hands Free Module (HFM) - Electrical Diagnostics - Grand Cherokee

DTC Description
B143B MICROPHONE 1 CIRCUIT LOW
B143C MICROPHONE 1 CIRCUIT HIGH
B143E MICROPHONE 2 CIRCUIT LOW
B143F MICROPHONE 2 CIRCUIT HIGH
B2205 ORIGINAL VIN MISSING/MISMATCH
U0010 CAN INTERIOR BUS
U0155 LOST COMMUNICATION WITH CLUSTER/CCN
U0184 LOST COMMUNICATION WITH RADIO

B143B-MICROPHONE 1 CIRCUIT LOW
Fig. 1: Hands Free Module (HFM) Wiring Diagram

THEORY OF OPERATION
The Hands Free Module (HFM) controls and monitors the (X712) microphone 1 input circuit (+) for a concern.
The microphone is located in the rearview mirror.
For a detailed description of the Hands Free System. Refer to DESCRIPTION .
For additional information regarding the operation of the Hands Free System. Refer to OPERATION .
WHEN MONITORED:
SET CONDITION:
The Hands Free Module (HFM) detects a short to ground or an open on the (X712) Microphone 1 IN (+) circuit.
POSSIBLE CAUSES
Possible Causes
(X712) MICROPHONE 1 IN (+) CIRCUIT OPEN
(X712) MICROPHONE 1 IN (+) CIRCUIT SHORTED TO GROUND
(X793) MICROPHONE FEED CIRCUIT OPEN
(X793) MICROPHONE FEED CIRCUIT SHORTED TO GROUND
INSIDE REARVIEW MIRROR
HANDS FREE MODULE (HFM)
DIAGNOSTIC TEST
1. CHECK FOR ACTIVE DTC
NOTE: Verify the connection of the Rearview Mirror harness connector.

Does the scan tool display B143B-MICROPHONE 1 CIRCUIT LOW as active?
Yes
 Go To 2.
No

2. CHECK THE (X793) MICROPHONE FEED CIRCUIT FOR AN OPEN

Fig. 2: Checking Microphone Feed Circuit For An Open


2. Disconnect the Inside Rearview Mirror harness connector.
4. Measure the voltage between the (X793) Microphone Feed circuit and ground.
Yes
 Go To 3.
No
Repair the (X793) Microphone Feed circuit for an open or a short to ground.

3. CHECK THE INSIDE REARVIEW MIRROR

Fig. 3: Checking The Inside Rearview Mirror


2. Connect a jumper wire between the (X793) Microphone Feed and the (X712) Microphone 1 IN (+)
circuits.
NOTE: DTC B143C-MICROPHONE 1 CIRCUIT HIGH should display as active

as a result of this test.
Does the scan tool display B143B-MICROPHONE 1 CIRCUIT LOW as active?
Yes
 Go To 4.
No
Replace the Inside Rearview Mirror in accordance with the Service Information. Refer to

MIRROR, REARVIEW , REMOVAL .
4. CHECK THE (X712) MICROPHONE 1 IN (+) CIRCUIT FOR AN OPEN

Fig. 4: Checking Microphone 1 In (+) Circuit For An Open


2. Disconnect the Hands Free Module harness connector.
3. Measure the resistance of the (X712) Microphone 1 IN (+) circuit between the Inside Rearview
Mirror and Hands Free Module harness connectors.
Is the resistance above 10K Ohms?
Yes
 Repair the (X712) Microphone 1 IN (+) circuit for an open.

No
Go To 5.

5. CHECK THE (X712) MICROPHONE 1 IN (+) CIRCUIT FOR A SHORT TO GROUND

Fig. 5: Checking Microphone 1 In (+) Circuit For A Short To Ground

1. Measure the resistance between ground and the (X712) Microphone 1 IN (+) circuit.
Yes
 Repair the (X712) Microphone 1 IN (+) circuit for short to ground.

No
 Replace the Hands Free Module in accordance with the Service Information. Refer to
MODULE, HANDS FREE (HFM) , REMOVAL .
B143C-MICROPHONE 1 CIRCUIT HIGH


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The Hands Free Module (HFM) detects a short to voltage on the (X712) Microphone 1 IN (+) circuit.
POSSIBLE CAUSES
Possible Causes
(X712) MICROPHONE 1 IN (+) CIRCUITS SHORTED TO VOLTAGE
DIAGNOSTIC TEST

Does the scan tool display B143C-MICROPHONE 1 CIRCUIT HIGH as active?
Yes
 Go To 2.
No




2. Disconnect the Rearview Mirror harness connector.
Does the scan tool display B143C-MICROPHONE 1 CIRCUIT HIGH as active?
Yes
 Go To 3.
No
Replace the Rearview Mirror in accordance with the Service Information. Refer to

3. CHECK THE (X712) MICROPHONE 1 IN (+) CIRCUIT FOR A SHORT TO VOLTAGE

Fig. 8: Checking Microphone 1 In (+) Circuit For A Short To Voltage


4. Measure the voltage of the (X712) Microphone circuit.
Is the voltage above 1.0 volt?
Yes
 Repair the (X712) Microphone circuit for a short to voltage.

No
B143E-MICROPHONE 2 CIRCUIT LOW


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The Hands Free Module (HFM) detects a short to ground or an open on the (X722) Microphone 2 IN (+) circuit.
POSSIBLE CAUSES
Possible Causes
(X722) MICROPHONE 2 IN (+) CIRCUIT OPEN
(X722) MICROPHONE 2 IN (+) CIRCUIT SHORTED TO GROUND
(X793) MICROPHONE FEED CIRCUIT OPEN
(X793) MICROPHONE FEED CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST

Does the scan tool display B143E-MICROPHONE 2 CIRCUIT LOW as active?
Yes
 Go To 2.
No

2. CHECK THE (X793) MICROPHONE FEED CIRCUIT FOR AN OPEN

Fig. 10: Checking Microphone Feed Circuit For An Open


4. Measure the voltage between the (X793) Microphone Feed circuit and ground.
Yes
 Go To 3.
No
Repair the (X793) Microphone Feed circuit for an open or a short to ground.




2. Connect a jumper wire between the (X793) Microphone Feed and the (X722) Microphone 2 IN (+)
circuits.
NOTE: DTC B143F-MICROPHONE 2 CIRCUIT HIGH should display as active

as a result of this test.
Does the scan tool display B143E-MICROPHONE 2 CIRCUIT LOW as active?
Yes
 Go To 4.
No
Replace the Inside Rearview Mirror in accordance with the Service Information. Refer to

4. CHECK THE (X722) MICROPHONE 2 IN (+) CIRCUIT FOR AN OPEN

Fig. 12: Checking Microphone 2 In (+) Circuit For An Open


3. Measure the resistance of the (X722) Microphone 2 IN (+) circuit between the Inside Rearview
Mirror and Hands Free Module harness connectors.
Is the resistance above 10K Ohms?
Yes
 Repair the (X722) Microphone 2 IN (+) circuit for an open.

No
Go To 5.

5. CHECK THE (X722) MICROPHONE 2 IN (+) CIRCUIT FOR A SHORT TO GROUND

Fig. 13: Checking Microphone 2 In (+) Circuit For A Short To Ground

1. Measure the resistance between ground and the (X722) Microphone 2 IN (+) circuit.
Yes
 Repair the (X722) Microphone 2 IN (+) circuit for short to ground.

No
B143F-MICROPHONE 2 CIRCUIT HIGH


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The Hands Free Module (HFM) detects a short to voltage on the (X722) Microphone 2 IN (+) circuit.
POSSIBLE CAUSES
Possible Causes
(X722) MICROPHONE 2 IN (+) CIRCUITS SHORTED TO VOLTAGE
DIAGNOSTIC TEST

Does the scan tool display B143F-MICROPHONE 2 CIRCUIT HIGH as active?
Yes
 Go To 2.
No




2. Disconnect the Rearview Mirror harness connector.
Does the scan tool display B143F-MICROPHONE 2 CIRCUIT HIGH as active?
Yes
 Go To 3.
No
Replace the Rearview Mirror in accordance with the Service Information. Refer to

3. CHECK THE (X722) MICROPHONE CIRCUITS FOR A SHORT TO VOLTAGE

Fig. 16: Checking Microphone Circuits For A Short To Voltage


4. Measure the voltage of the (X722) Microphone circuit.
Is the voltage above 1.0 volt?
Yes
 Repair the (X722) Microphone circuit for a short to voltage.

No
B2205-ORIGINAL VIN MISSING/MISMATCH
WHEN MONITORED:
SET CONDITION:
The Hands Free Module will receive and monitor the VIN message from the PCM. The Hands Free Module
will set this code if the VIN recorded in the module is different from the VIN message received from the PCM.
POSSIBLE CAUSES
Possible Causes
INCORRECT VIN PROGRAMMED IN PCM
HANDS FREE MODULE
DIAGNOSTIC TEST

2. With the scan tool, record and erase the Hands Free Module DTCs.
3. Cycle the ignition switch from on to off, wait five seconds and then back to on.
4. With the scan tool, read the active Hands Free Module DTCs.
Yes
 Go To 2.
No

2. CHECK VIN IN PCM
1. With the scan tool, compare the VIN that is programmed into the PCM to the VIN on the vehicle.
Does the VIN programmed into the PCM match the vehicle VIN?
Yes
 Inspect the wiring and connectors for damage or shorted circuits. If OK, replace and program
the Hands Free Module in accordance with the Service Information.
No
 Program the correct VIN into the PCM and retest the Hands Free Module system.
U0010-CAN INTERIOR BUS
WHEN MONITORED:
SET CONDITION:
The controller detects a short to ground on the CAN Interior Bus (125K) (+) circuit or a short to voltage on the
CAN Interior Bus (125K) (-) circuit.
POSSIBLE CAUSES
Possible Causes
(+) (125k) CIRCUIT
DIAGNOSTIC TEST
1. Using the scan tool, read active DTCs.
Is this DTC active?
Yes
No
WHEN MONITORED:
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
No
U0155-LOST COMMUNICATION WITH CLUSTER/CCN
WHEN MONITORED:
The battery voltage is between 10 and 16 volts.

SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
No
U0184-LOST COMMUNICATION WITH RADIO
WHEN MONITORED:

Ignition Off Draw (IOD) fused installed.
SET CONDITION:
Bus messages not received from the Radio for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
RADIO POWER AND GROUND
RADIO
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
Radio diagnostic procedure.
No
2011 ACCESSORIES AND EQUIPMENT Heated Seat Module (HSM) - Electrical Diagnostics - Grand Cherokee
Heated Seat Module (HSM) - Electrical Diagnostics - Grand Cherokee

DTC Description
B10C4-11 HEATED STEERING WHEEL CONTROL - CIRCUIT SHORT TO GROUND
B10C4-12 HEATED STEERING WHEEL CONTROL - CIRCUIT SHORT TO BATTERY
B10C4-13 HEATED STEERING WHEEL CONTROL - CIRCUIT OPEN
B10C4-1E HEATED STEERING WHEEL CONTROL - CIRCUIT RESISTANCE OUT OF
RANGE
B11C0-13 STEERING WHEEL HEATER POWER SUPPLY - CIRCUIT OPEN
B11DC-13 REAR HEATED SEATS POWER SUPPLY - CIRCUIT OPEN
B1E99-11 FRONT LEFT HEATER CONTROL CIRCUIT - CIRCUIT SHORT TO GROUND
B1E99-12 FRONT LEFT HEATER CONTROL CIRCUIT - CIRCUIT SHORT TO
BATTERY
B1E99-13 FRONT LEFT HEATER CONTROL CIRCUIT - CIRCUIT OPEN
B1E99-1E FRONT LEFT HEATER CONTROL CIRCUIT - CIRCUIT RESISTANCE OUT
OF RANGE
B1E9A-11 FRONT RIGHT HEATER CONTROL CIRCUIT - CIRCUIT SHORT TO
GROUND
B1E9A-12 FRONT RIGHT HEATER CONTROL CIRCUIT - CIRCUIT SHORT TO
BATTERY
B1E9A-13 FRONT RIGHT HEATER CONTROL CIRCUIT - CIRCUIT OPEN
B1E9A-1E FRONT RIGHT HEATER CONTROL CIRCUIT - CIRCUIT RESISTANCE OUT
OF RANGE
B1E9B-11 REAR LEFT HEATER CONTROL CIRCUIT - CIRCUIT SHORT TO GROUND
B1E9B-12 REAR LEFT HEATER CONTROL CIRCUIT - CIRCUIT SHORT TO BATTERY
B1E9B-13 REAR LEFT HEATER CONTROL CIRCUIT - CIRCUIT OPEN
B1E9B-1E REAR LEFT HEATER CONTROL CIRCUIT - CIRCUIT RESISTANCE OUT OF
RANGE
B1E9C-11 REAR RIGHT HEATER CONTROL CIRCUIT - CIRCUIT SHORT TO GROUND
B1E9C-12 REAR RIGHT HEATER CONTROL CIRCUIT - CIRCUIT SHORT TO
BATTERY
B1E9C-13 REAR RIGHT HEATER CONTROL CIRCUIT - CIRCUIT OPEN
B1E9C-1E REAR RIGHT HEATER CONTROL CIRCUIT - CIRCUIT RESISTANCE OUT
OF RANGE
B1E9D-11 FRONT LEFT VENT CONTROL CIRCUIT - CIRCUIT SHORT TO GROUND
B1E9D-12 FRONT LEFT VENT CONTROL CIRCUIT - CIRCUIT SHORT TO BATTERY
B1E9D-13 FRONT LEFT VENT CONTROL CIRCUIT - CIRCUIT OPEN
B1E9E-11 FRONT RIGHT VENT CONTROL CIRCUIT - CIRCUIT SHORT TO GROUND
B1E9E-12 FRONT RIGHT VENT CONTROL CIRCUIT - CIRCUIT SHORT TO BATTERY

B1E9E-13 FRONT RIGHT VENT CONTROL CIRCUIT - CIRCUIT OPEN
B1EB1-1A FRONT LEFT SEAT HEATER SENSOR - CIRCUIT RESISTANCE BELOW
THRESHOLD
B1EB1-1B FRONT LEFT SEAT HEATER SENSOR - CIRCUIT RESISTANCE ABOVE
THRESHOLD
B1EB2-1A FRONT RIGHT SEAT HEATER SENSOR - CIRCUIT RESISTANCE BELOW
THRESHOLD
B1EB2-1B FRONT RIGHT SEAT HEATER SENSOR - CIRCUIT RESISTANCE ABOVE
THRESHOLD
B1EB3-1A REAR LEFT SEAT HEATER SENSOR - CIRCUIT RESISTANCE BELOW
THRESHOLD
B1EB3-1B REAR LEFT SEAT HEATER SENSOR - CIRCUIT RESISTANCE ABOVE
THRESHOLD
B1EB4-1A REAR RIGHT SEAT HEATER SENSOR - CIRCUIT RESISTANCE BELOW
THRESHOLD
B1EB4-1B REAR RIGHT SEAT HEATER SENSOR - CIRCUIT RESISTANCE ABOVE
THRESHOLD
B210C-17 BATTERY VOLTAGE INPUT - CIRCUIT VOLTAGE ABOVE THRESHOLD
B210C-18 BATTERY VOLTAGE INPUT - CIRCUIT BELOW THRESHOLD
B21DD-84 SYSTEM VOLTAGE - SIGNAL BELOW ALLOWABLE RANGE
B21DD-85 SYSTEM VOLTAGE - SIGNAL ABOVE ALLOWABLE RANGE
B221A-00 (HSM) HEATED SEAT MODULE INTERNAL
U0011-00 CAN B BUS PERFORMANCE
U0155-00 LOST COMMUNICATION WITH CLUSTER/CCN
U0164-00 LOST COMMUNICATION WITH HVAC CONTROL MODULE
U1446-00 IMPLAUSIBLE HEATED STEERING WHEEL TEMPERATURE MESSAGE
RECEIVED (CCN)

B10C4-11-HEATED STEERING WHEEL CONTROL - CIRCUIT SHORT TO GROUND
Fig. 1: Heated Steering Wheel Control Wiring Diagram

WHEN MONITORED:
With the engine running.
SET CONDITION:
The Heated Seat Module (HSM) detects voltage below threshold on the (C91) Heated Steering Wheel Feed
circuit for more than two seconds when the output is turned on.
POSSIBLE CAUSES
Possible Causes
(C91) HEATED STEERING WHEEL FEED CIRCUIT SHORTED TO GROUND
(C91) HEATED STEERING WHEEL FEED CIRCUIT SHORTED TO THE (C986) HEATED
STEERING WHEEL RETURN CIRCUIT
HEATED STEERING WHEEL (HSW)
STEERING CONTROL MODULE (SCM)
HEATED SEAT MODULE (HSM)
DIAGNOSTIC TEST
NOTE: Make sure the battery is fully charged and the charging system is
operating properly before proceeding.

2. With the scan tool, record and erase Diagnostic Trouble Codes (DTCs).
4. Start the engine and let it run.
5. Turn the HSW on.
Is the DTC active?
Yes
 Go To 2.
No
 The conditions that caused this code to set are not present at this time. Verify seat harness is
routed correctly to the HSM. Using the wiring diagram/schematic as a guide, inspect the
wiring and connectors. Look for chafed, pierced, pinched, or partially broken wires and
broken, bent, pushed out, spread, corroded, or contaminated terminals. Attempt to reproduce
condition by rotating the steering wheel. Attempt to reproduce condition by adjusting the
seat.
2. CHECK FOR SHORTED (C91) HEATED STEERING WHEEL FEED CIRCUIT BETWEEN
SCM AND HSM
WARNING: Turn the ignition off, disconnect the 12-volt battery and wait two
minutes before proceeding. Failure to follow these instructions may
result in possible serious or fatal injury.
1. Disconnect the SCM C1 harness connector.
WARNING: Turn the ignition on, then reconnect the 12-volt battery and wait
two minutes before proceeding. Failure to follow these
instructions may result in possible serious or fatal injury.

4. Turn the HSW on.
Yes
 Go To 3.
No
Go To 5.

3. CHECK (C91) HEATED STEERING WHEEL FEED CIRCUIT FOR A SHORT TO GROUND
Fig. 2: Checking Heated Steering Wheel Feed Circuit For Short To Ground

2. Disconnect the HSM C4 harness connector.
NOTE: Check connectors. Clean and repair as necessary.
3. Measure the resistance of the (C91) Heated Steering Wheel Feed circuit between ground and the
SCM C1 harness connector.
Yes
 Repair the short to ground in the (C91) Heated Steering Wheel Feed circuit.
No
Go To 4.

4. CHECK (C91) HEATED STEERING WHEEL FEED CIRCUIT FOR A SHORT TO THE (C986)
HEATED STEERING WHEEL RETURN CIRCUIT
Fig. 3: Checking Heated Steering Wheel Feed Circuit For Short To Heated Steering Wheel Return
Circuit
1. Measure the resistance between the (C91) Heated Steering Wheel Feed circuit and the (C986)
Heated Steering Wheel Return circuit at the SCM C1 harness connector.
Yes
 Repair the short between the (C91) Heated Steering Wheel Feed circuit and the (C986)
Heated Steering Wheel Return circuit.
No
Replace the Heated Seat Module (HSM) in accordance with the Service Information. Refer to

MODULE, HEATED SEAT , REMOVAL .
5. CHECK FOR A SHORTED HSW
1. Remove the Driver Airbag in accordance with the Service Information. Refer to AIR BAG,
DRIVER , REMOVAL .
NOTE: Before proceeding, thoroughly inspect the wiring harness and

connectors between the HSW and the Steering Control Module. Look
for chafed, pierced, pinched, or partially broken wires and broken,
bent, pushed out, spread, corroded, or contaminated terminals.
3. Reconnect the SCM C1 harness connector.

7. Turn the HSW on.
Yes
 Replace the Steering Control Module (SCM) in accordance with the Service Information.
Refer to MODULE, STEERING COLUMN , REMOVAL .
No
 Replace the Heated Steering Wheel (HSW) in accordance with the Service Information.
Refer to WHEEL, STEERING , REMOVAL .
B10C4-12-HEATED STEERING WHEEL CONTROL - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects voltage on the (C91) Heated Steering Wheel Feed circuit for more than
two seconds with the output turned off.
POSSIBLE CAUSES
Possible Causes
(C91) HEATED STEERING WHEEL FEED CIRCUIT SHORTED TO VOLTAGE
(C91) HEATED STEERING WHEEL FEED CIRCUIT SHORTED TO THE (F931) FUSED IGNITION
RUN CONTROL OUTPUT
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No
condition by operating all HSM functions one at a time, except for the HSW. Attempt to
reproduce condition by rotating the steering wheel. Attempt to reproduce condition by
adjusting the seat.
2. CHECK FOR SHORTED (C91) HEATED STEERING WHEEL FEED CIRCUIT BETWEEN
SCM AND HSM
Fig. 5: Checking Heated Steering Wheel Feed Circuit For Short Between SCM & HSM

2. Measure the voltage between ground and the (C91) Heated Steering Wheel Feed circuit at the SCM
Yes
 Go To 3.
No
Go To 5.

3. CHECK (C91) HEATED STEERING WHEEL FEED CIRCUIT FOR A SHORT TO THE (F931)
FUSED IGNITION RUN CONTROL OUTPUT
Fig. 6: Checking Heated Steering Wheel Feed Circuit For Short To Fused Ignition Run Control
Output

3. Measure the resistance between the (C91) Heated Steering Wheel Feed circuit and the (F931)
Fused Ignition Run Control Output circuit at the HSM C4 harness connector.
Yes
 Repair the short between the (C91) Heated Steering Wheel Feed circuit and the (F931) Fused
Ignition Run Control Output circuit.
No
Go To 4.

4. CHECK (C91) HEATED STEERING WHEEL FEED CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 7: Checking Heated Steering Wheel Feed Circuit For Short To Voltage

2. Measure the voltage of the (C91) Heated Steering Wheel Feed circuit between the HSM C4 harness
connector and ground.
Yes
 Repair the short to voltage in the (C91) Heated Steering Wheel Feed circuit.
No
Replace the Heated Seat Module (HSM) in accordance with the Service Information. Refer to

5. CHECK FOR A SHORTED SCM
DRIVER , REMOVAL .


5. Measure the voltage of the (C91) Heated Steering Wheel Feed circuit between the SCM C2
component connector and ground.
Yes
No
B10C4-13-HEATED STEERING WHEEL CONTROL - CIRCUIT OPEN


WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects current below threshold on the (C91) Heated Steering Wheel Feed
circuit for more than two seconds when the output is turned on.
POSSIBLE CAUSES
Possible Causes
(C91) HEATED STEERING WHEEL FEED CIRCUIT OPEN
(C986) HEATED STEERING WHEEL RETURN CIRCUIT OPEN
DIAGNOSTIC TEST

5. Turn the HSW on.
Is the DTC active?
Yes
 Go To 2.
No
seat.
2. CHECK (C91) HEATED STEERING WHEEL FEED CIRCUIT FOR AN OPEN BETWEEN
SCM AND HSM
Fig. 9: Checking Heated Steering Wheel Feed Circuit For Open Between SCM & HSM


3. Measure the resistance of the (C91) Heated Steering Wheel Feed circuit between the SCM C1
harness connector and the HSM C4 harness connector.
Yes
 Go To 3.
No
Repair the open in the (C91) Heated Steering Wheel Feed circuit.

3. CHECK THE (C986) HEATED STEERING WHEEL RETURN CIRCUIT FOR AN OPEN
BETWEEN SCM AND HSM
Fig. 10: Checking Heated Steering Wheel Return Circuit For Open Between SCM & HSM
1. Measure the resistance of the (C986) Heated Steering Wheel Return circuit between the SCM C1
Yes
 Go To 4.
No
Repair the open in the (C986) Heated Steering Wheel Return circuit.

4. CHECK FOR AN OPEN IN HSW
Fig. 11: Measuring Resistance Between Heated Steering Wheel Feed Circuit & Heated Steering
Wheel Return Circuit
DRIVER , REMOVAL .

Is the resistance 1.85 ± 0.2 Ohms?
Yes
 Go To 5.
No
Replace the Heated Steering Wheel (HSW) in accordance with the Service Information.

5. CHECK (C91) HEATED STEERING WHEEL FEED CIRCUIT FOR AN OPEN IN THE SCM
Fig. 12: Checking Heated Steering Wheel Feed Circuit For Open In SCM

component connector and the HSM C4 harness connector.
Yes
 Go To 6.
No
Replace the Steering Control Module (SCM) in accordance with the Service Information.

6. CHECK (C986) HEATED STEERING WHEEL RETURN CIRCUIT OPEN FOR AN OPEN IN
THE SCM
Fig. 13: Checking Heated Steering Wheel Return Circuit For Open In SCM

Yes
 Replace the Heated Seat Module (HSM) in accordance with the Service Information. Refer to
No
B10C4-1E-HEATED STEERING WHEEL CONTROL - CIRCUIT RESISTANCE OUT OF RANGE


WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects current between 0.5 and 1.0 amp on the (C91) Heated Steering Wheel
Feed circuit for more than two seconds when the output is turned on.
POSSIBLE CAUSES
Possible Causes
(C91) HEATED STEERING WHEEL FEED CIRCUIT RESISTANCE HIGH
(C986) HEATED STEERING WHEEL RETURN CIRCUIT RESISTANCE HIGH
DIAGNOSTIC TEST
NOTE: Before proceeding, verify the battery is fully charged, the charging system
is operating properly, no Battery or System Voltage Diagnostic Trouble
Codes (DTCs) are set, and the HSM Power and Ground circuits are clean
and tight.

5. Turn the HSW on.
Is the DTC active?
Yes
 Go To 2.
No
seat.
2. CHECK HSW CIRCUIT RESISTANCE
Fig. 15: Measuring Resistance Between Heated Steering Wheel Feed Circuit & Heated Steering
Wheel Return Circuit
DRIVER , REMOVAL .

Is the resistance 1.85 ± 0.2 Ohms?
Yes
 Go To 3.
No
Replace the Heated Steering Wheel (HSW) in accordance with the Service Information.

3. CHECK (C91) HEATED STEERING WHEEL FEED CIRCUIT FOR HIGH RESISTANCE
Fig. 16: Checking Heated Steering Wheel Feed Circuit For Open In SCM
Yes
 Go To 4.
No
Go To 5.

4. CHECK (C986) HEATED STEERING WHEEL RETURN CIRCUIT FOR A HIGH

RESISTANCE
Fig. 17: Checking Heated Steering Wheel Return Circuit For Open In SCM

Yes
No
Go To 6.

5. CHECK (C91) HEATED STEERING WHEEL FEED CIRCUIT FOR HIGH RESISTANCE
BETWEEN SCM AND HSM
Fig. 18: Checking Heated Steering Wheel Feed Circuit For Open Between SCM & HSM

Yes
No
Repair the high resistance in the (C91) Heated Steering Wheel Feed circuit.

6. CHECK (C986) HEATED STEERING WHEEL RETURN CIRCUIT FOR HIGH RESISTANCE
BETWEEN SCM AND HSM
Fig. 19: Checking Heated Steering Wheel Return Circuit For Open Between SCM & HSM
Yes
No
 Repair the high resistance in the (C986) Heated Steering Wheel Return circuit.
B11C0-13-STEERING WHEEL HEATER POWER SUPPLY - CIRCUIT OPEN


WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects no voltage on the (F931) Fused Ignition Run Control Output circuit for
more than two seconds.
POSSIBLE CAUSES
Possible Causes
(F931) FUSED IGNITION RUN CONTROL OUTPUT CIRCUIT OPEN OR SHORTED TO GROUND
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No

condition by adjusting the seat.
2. CHECK THE (F931) FUSED IGNITION RUN CONTROL OUTPUT CIRCUIT FOR AN OPEN
OR SHORT
Fig. 21: Checking Fused Ignition Run Control Output Circuit For Open Or Short

4. Using a 12-volt test light connected to ground, check the (F931) Fused Ignition Run Control Output
circuit.
Yes
No
 Repair the open or short in the (F931) Fused Ignition Run Control Output circuit.
B11DC-13-REAR HEATED SEATS POWER SUPPLY - CIRCUIT OPEN

Fig. 22: Rear Heated Seat Power Supply Wiring Diagram

WHEN MONITORED:

SET CONDITION:
The Heated Seat Module (HSM) detects no voltage on the (F931) Fused Ignition Run Control Output circuit for
more than two seconds.
POSSIBLE CAUSES
Possible Causes
OPEN FUSE
(F931) FUSED IGNITION RUN CONTROL OUTPUT CIRCUIT SHORTED TO GROUND
(F931) FUSED IGNITION RUN CONTROL OUTPUT CIRCUIT OPEN
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No

2. CHECK TIPM FUSE

1. Using a 12-volt test light connected to ground, check for power on both sides of TIPM Fuse M9.
Choose the applicable result?
No Power To Fuse
 Replace the Totally Integrated Power Module (TIPM) in accordance with the Service
Information. Refer to MODULE, TOTALLY INTEGRATED POWER (TIPM) ,
REMOVAL .
Fuse Open
 Go To 3.
Fuse OK
Go To 6.

3. REPLACE AND RECHECK TIPM FUSE M9

2. Install a new TIPM Fuse.
4. Using a scan tool, erase DTCs.
7. Operate each of the Heated Seats and the HSW, if equipped.
8. Inspect TIPM Fuse.
Is the fuse open?
Yes
 Go To 4.
No
Using the wiring diagram/schematic as a guide, inspect the wiring and connectors. Verify

seat harness is routed correctly. Look for chafed, pierced, pinched, or partially broken wires
and broken, bent, pushed out, spread, corroded, or contaminated terminals. Attempt to
reproduce condition by adjusting the seat.
4. CHECK (F931) FUSED IGNITION RUN CONTROL OUTPUT CIRCUIT INSIDE TIPM FOR
SHORT TO GROUND
1. If not done previously, turn the ignition off.
2. Remove TIPM Fuse M9.
4. Measure the resistance of the (F931) Fused Ignition Run Control Output circuit between ground
and the TIPM Fuse M9 (output side) connector.
Yes
 Replace the Totally Integrated Power Module (TIPM) and Fuse M9 in accordance with the
Service Information. Refer to MODULE, TOTALLY INTEGRATED POWER (TIPM) ,
REMOVAL .
No
Go To 5.

5. CHECK (F931) FUSED IGNITION RUN CONTROL OUTPUT CIRCUIT FOR A SHORT TO
GROUND BETWEEN TIPM AND HSM
Fig. 23: Check Fused Ignition Run Control Output Circuit For A Short To Ground Between TIPM
And HSM

2. Disconnect the HSM C4 harness connector, if equipped.
3. Measure the resistance of the (F931) Fused Ignition Run Control Output circuit between ground
and the TIPM C6 harness connector.
Yes
 Repair the (F931) Fused Ignition Run Control Output circuit for a short to ground. Replace
Fuse M9 in accordance with the Service Information.
No
Replace the Heated Seat Module (HSM) and Fuse M9 in accordance with the Service

Information. Refer to MODULE, HEATED SEAT , REMOVAL .
6. CHECK (F931) FUSED IGNITION RUN CONTROL OUTPUT CIRCUIT INSIDE TIPM FOR
AN OPEN
Fig. 24: Check Fused Ignition Run Control Output Circuit Inside TIPM For An Open
NOTE: TIPM C6 harness connector shown in illustration (Fig. 24) Mirror image for
TIPM C6 component side connector.
1. If not done previously, turn the ignition off.

2. Remove TIPM Fuse M9.
3. Measure the resistance of the (F931) Fused Ignition Run Control Output circuit between the TIPM
Fuse M9 (output side) connector and the TIPM C6 (component side) connector.
NOTE: The graphic shows the connector end. Measure at the component
side of the TIPM.
Yes
 Go To 7.
No
Replace the Totally Integrated Power Module (TIPM) in accordance with the Service

REMOVAL .
7. CHECK (F931) FUSED IGNITION RUN CONTROL OUTPUT CIRCUIT FOR AN OPEN
BETWEEN TIPM AND HSM
Fig. 25: Check Fused Ignition Run Control Output Circuit For An Open Between TIPM And HSM
2. Measure the resistance of the (F931) Fused Ignition Run Control Output circuit between the TIPM
C6 harness connector and the HSM C3 harness connector.
Yes
No
 Repair the (F931) Fused Ignition Run Control Output circuit for an open.
B1E99-11-FRONT LEFT HEATER CONTROL CIRCUIT - CIRCUIT SHORT TO GROUND

Fig. 26: Front Left Heater Control Wiring Diagram

WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects Voltage below 1.0 Volt or current above 10.0 amps on the (P187) Left
Front Seat Heater Control circuit for more than two seconds with the output turned on.
POSSIBLE CAUSES
Possible Causes
(P187) LEFT FRONT SEAT HEATER CONTROL CIRCUIT SHORTED TO GROUND
SEAT CUSHION HEATER ELEMENT SHORTED
SEAT BACK HEATER ELEMENT SHORTED
DIAGNOSTIC TEST

5. Turn the Heated Seat on and operate in all modes.
Is the DTC active?
Yes
 Go To 2.
No
2. CHECK (P187) LEFT FRONT SEAT HEATER CONTROL CIRCUIT TO SEAT BACK
HEATER FOR A SHORT TO GROUND
2. Disconnect the Left Seat Back Heater harness connector.
3. Measure the resistance between ground and the (P187) Left Front Seat Heater Control circuit at the
Left Seat Back Heater harness connector (connector side).
Yes
 Repair or replace the pigtail harness for a short to ground or replace the shorted Seat Back
Heater Element in accordance with the Service Information. Refer to COVER, SEAT
BACK, FRONT , REMOVAL or COVER, SEAT BACK, REAR , REMOVAL .
No
Go To 3.

3. CHECK (P187) LEFT FRONT SEAT HEATER CONTROL CIRCUIT TO SEAT CUSHION
Fig. 27: Checking Right Front Seat Heater Control Circuit To Seat Cushion For Short To Ground
1. Disconnect the Left Seat Cushion Heater harness connector.
Left Seat Cushion Heater harness connector (connector side).

Yes
 Repair the short to ground in the harness or replace the shorted Seat Cushion Heater Element
in accordance with the Service Information. Refer to PAD, HEATER , REMOVAL .
No
Go To 4.

4. CHECK THE (P187) LEFT FRONT SEAT HEATER CONTROL CIRCUIT TO HSM FOR A
SHORT TO GROUND
Left Seat Cushion Heater harness connector (harness side).
Yes
 Repair the (P187) Left Front Seat Heater Control circuit for a short to ground between the
Heated Seat Module and the Left Seat Cushion Heater harness connector.
No
 Replace the HSM in accordance with the Service Information. Refer to MODULE,
HEATED SEAT , REMOVAL .
B1E99-12-FRONT LEFT HEATER CONTROL CIRCUIT - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects Voltage above 5.0 volts on the (P187) Left Front Seat Heater Control
circuit for more than two seconds with the output turned off.
POSSIBLE CAUSES
Possible Causes
(P187) LEFT FRONT SEAT HEATER CONTROL CIRCUIT SHORTED TO VOLTAGE
(P187) LEFT FRONT SEAT HEATER CONTROL CIRCUIT SHORTED TO THE (P188) RIGHT
FRONT SEAT HEATER CONTROL CIRCUIT
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No
condition by operating all HSM functions one at a time, except for the Left Front Heated
Seat. Attempt to reproduce condition by adjusting the seat.
2. CHECK (P187) LEFT FRONT SEAT HEATER CONTROL CIRCUIT FOR A SHORT TO
VOLTAGE
Fig. 30: Checking Left Front Seat Heater Control Circuit For A Short To Voltage


4. Measure the voltage of the (P187) Left Front Seat Heater Control circuit between the HSM C2
harness connector and ground.
Yes
 Repair the (P187) Left Front Seat Heater Control circuit for a short to voltage.
No
Go To 3.

3. CHECK (P187) LEFT FRONT SEAT HEATER CONTROL CIRCUIT FOR A SHORT TO
VOLTAGE DURING SEAT ADJUSTMENT
Fig. 31: Checking Left Front Seat Heater Control Circuit For A Short To Voltage
1. Measure the voltage of the (P187) Left Front Seat Heater Control circuit between the HSM C2
harness connector and ground while adjusting the seat in all positions.
Is there any voltage present during the seat adjustment?
Yes
 Repair the (P187) Left Front Seat Heater Control circuit for a short to voltage.
No
Go To 4.
4. CHECK (P187) LEFT FRONT SEAT HEATER CONTROL CIRCUIT FOR A SHORT TO THE
(P188) RIGHT FRONT SEAT HEATER CONTROL CIRCUIT
Fig. 32: Checking Front Seat Heater Control Circuit For A Short To The Right Front Seat Heater
Control

2. Disconnect the Left Seat Back Heater harness connector.
4. Measure the resistance between the (P187) Left Front Seat Heater Control circuit and the (P188)
Right Front Seat Heater Control circuit at HSM C2 harness connector.

Yes
 Repair the (P187) Left Front Seat Heater Control circuit for a short to the (P188) Right Front
Seat Heater Control circuit.
No
B1E99-13-FRONT LEFT HEATER CONTROL CIRCUIT - CIRCUIT OPEN


WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects current below 0.5 of an amp on the (P187) Left Front Seat Heater
Control circuit for more than two seconds with the output turned on.
POSSIBLE CAUSES
Possible Causes
(P187) LEFT FRONT SEAT HEATER CONTROL CIRCUIT OPEN
(Z916) GROUND CIRCUIT OPEN
SEAT CUSHION HEATER ELEMENT OPEN
SEAT BACK HEATER ELEMENT OPEN
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No
Perform the BODY VERIFICATION TEST. Refer to STANDARD PROCEDURE .


2. CHECK (P187) LEFT FRONT SEAT HEATER CONTROL CIRCUIT FOR AN OPEN
Fig. 34: Checking Left Front Seat Heater Control Circuit For An Open

4. Measure the resistance of the (P187) Left Front Seat Heater Control circuit between the HSM C2
harness connector and the Left Seat Cushion Heater harness connector (harness side).
Yes
 Go To 3.
No
Repair the (P187) Left Front Seat Heater Control circuit for an open.

3. CHECK (Z916) GROUND CIRCUIT FOR AN OPEN


1. Disconnect the Driver Seat Assembly harness connector.

2. Measure the resistance of the (Z916) Ground circuit between ground and the Left Seat Cushion
Heater harness connector (harness side).
3. Measure the resistance of the (Z916) Ground circuit between ground and the Driver Seat Assembly
harness connector (harness side).
Is the resistance below 5.0 Ohms for both measurements?
Yes
 Go To 4.
No
Repair the (Z916) Ground circuit for an open.


4. LEFT SEAT CUSHION HEATER ELEMENT OPEN

Fig. 36: Measuring Resistance Between Right Front Seat Heater Control Circuit & Ground Circuit
1. Measure the resistance between the (P187) Left Front Seat Heater Control circuit and the (Z916)
Ground circuit at the Left Seat Cushion Heater harness connector (component side).
Is the resistance above 4.8 Ohms (without vented seats) or 9.8 Ohms (with vented seats)?
Yes
 Replace the Seat Cushion Heater Element in accordance with the Service Information. Refer
to PAD, HEATER , REMOVAL .

No
Go To 5.

5. LEFT SEAT BACK HEATER ELEMENT OPEN
Fig. 37: Checking Left Seat Back Heater Element For Open Or Resistance
1. Connect all previously disconnected harness connectors except for the Driver Seat Assembly
harness connector.
Ground circuit at the Driver Seat Assembly harness connector (seat back side).
Yes
 Repair or replace the pigtail harness for an open or replace the open Seat Back Heater
Element in accordance with the Service Information. Refer to COVER, SEAT BACK,
FRONT , REMOVAL or COVER, SEAT BACK, REAR , REMOVAL .
No
B1E99-1E-FRONT LEFT HEATER CONTROL CIRCUIT - CIRCUIT RESISTANCE OUT OF

RANGE

WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects impedance above threshold on the (P187) Left Front Seat Heater
POSSIBLE CAUSES
Possible Causes
(P187) LEFT FRONT SEAT HEATER CONTROL CIRCUIT RESISTANCE HIGH
(Z916) GROUND CIRCUIT RESISTANCE HIGH
SEAT CUSHION HEATER ELEMENT
SEAT BACK HEATER ELEMENT
DIAGNOSTIC TEST
and tight.

Is the DTC active?
Yes
 Go To 2.
No
2. CHECK (P187) LEFT FRONT SEAT HEATER CONTROL CIRCUIT FOR HIGH RESISTANCE
Fig. 39: Checking Left Front Seat Heater Control Circuit For An Open

4. Measure the resistance of the (P187) Left Front Seat Heater Control circuit between the HSM C2
harness connector and the Left Seat Cushion Heater harness connector.
Yes
 Go To 3.
No
Repair the (P187) Left Front Seat Heater Control circuit for high resistance.

3. CHECK (Z916) GROUND CIRCUIT FOR HIGH RESISTANCE


1. Measure the resistance of the (Z916) Ground circuit between ground and the Left Seat Cushion
Heater harness connector.
2. Measure the resistance of the (Z916) Ground circuit between ground and the Driver Seat Assembly
harness connector (harness side).
Yes
 Go To 4.
No


4. LEFT SEAT CUSHION HEATER ELEMENT RESISTANCE

Ground circuit at the Left Seat Cushion Heater connector (component side).
Yes

No
Go To 5.

5. LEFT SEAT BACK HEATER ELEMENT RESISTANCE
Fig. 42: Checking Left Seat Back Heater Element For Open Or Resistance
Ground circuit at the Driver Seat Assembly harness connector (seat back side).
Yes
No
B1E9A-11-FRONT RIGHT HEATER CONTROL CIRCUIT - CIRCUIT SHORT TO GROUND

Fig. 43: Front Right Heater Control Wiring Diagram

WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects Voltage below 1.0 volt or current above 10.0 amps on the (P188) Right
Front Seat Heater Control circuit for more than two seconds with the output turned on.
POSSIBLE CAUSES
Possible Causes
(P188) RIGHT FRONT SEAT HEATER CONTROL CIRCUIT SHORTED TO GROUND
SEAT BACK HEATER ELEMENT SHORTED
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No

2. CHECK (P188) RIGHT FRONT SEAT HEATER CONTROL CIRCUIT TO SEAT BACK

2. Disconnect the Right Seat Back Heater harness connector.
3. Measure the resistance between ground and the (P188) Right Front Seat Heater Control circuit at
the Right Seat Back Heater harness connector (connector side).
Yes
No
Go To 3.

3. CHECK (P188) RIGHT FRONT SEAT HEATER CONTROL CIRCUIT TO SEAT CUSHION
1. Disconnect the Right Seat Cushion Heater harness connector.
the Right Seat Cushion Heater harness connector (connector side).

Yes
 Repair the short to ground in the harness or replace the shorted Seat Cushion Heater Element
in accordance with the Service Information. Refer to PAD, HEATER , REMOVAL .
No
Go To 4.

4. CHECK THE (P188) RIGHT FRONT SEAT HEATER CONTROL CIRCUIT TO HSM FOR A
SHORT TO GROUND
the Right Seat Cushion Heater harness connector (harness side).
Yes
 Repair the (P188) Right Front Seat Heater Control circuit for a short to ground between the
Heated Seat Module and the Right Seat Cushion Heater harness connector.
No
 Replace the HSM in accordance with the Service Information. Refer to MODULE,
B1E9A-12-FRONT RIGHT HEATER CONTROL CIRCUIT - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects Voltage above 5.0 volts on the (P188) Right Front Seat Heater Control
POSSIBLE CAUSES
Possible Causes
(P188) RIGHT FRONT SEAT HEATER CONTROL CIRCUIT SHORTED TO VOLTAGE
(P188) RIGHT FRONT SEAT HEATER CONTROL CIRCUIT SHORTED TO THE (P187) LEFT
FRONT SEAT HEATER CONTROL CIRCUIT
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No

condition by operating all HSM functions one at a time, except for the Right Front Heated
2. CHECK (P188) RIGHT FRONT SEAT HEATER CONTROL CIRCUIT FOR A SHORT TO
VOLTAGE
Fig. 47: Checking Right Front Seat Heater Control Circuit For A Short To Voltage


4. Measure the voltage of the (P188) Right Front Seat Heater Control circuit between the HSM C2
Yes
 Repair the (P188) Right Front Seat Heater Control circuit for a short to voltage.
No
Go To 3.

3. CHECK (P188) RIGHT FRONT SEAT HEATER CONTROL CIRCUIT FOR A SHORT TO
Fig. 48: Checking Right Front Seat Heater Control Circuit For A Short To Voltage
1. Measure the voltage of the (P188) Right Front Seat Heater Control circuit between the HSM C2
Yes
 Repair the (P188) Right Front Seat Heater Control circuit for a short to voltage.
No
Go To 4.

4. CHECK (P188) RIGHT FRONT SEAT HEATER CONTROL CIRCUIT FOR A SHORT TO THE
(P187) LEFT FRONT SEAT HEATER CONTROL CIRCUIT
Fig. 49: Checking Front Seat Heater Control Circuit For A Short To The Right Front Seat Heater
Control

2. Disconnect the Left Seat Cushion Heater harness connectors.
4. Measure the resistance between the (P188) Right Front Seat Heater Control circuit and (P187) Left
Front Seat Heater Control circuit at HSM C2 harness connector.
Yes
 Repair the (P188) Right Front Seat Heater Control circuit for a short to the (P187) Left Front
No
PAD, HEATER , REMOVAL .
B1E9A-13-FRONT RIGHT HEATER CONTROL CIRCUIT - CIRCUIT OPEN


WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects current below 0.5 of amp on the (P188) Right Front Seat Heater
POSSIBLE CAUSES
Possible Causes
(P188) RIGHT FRONT SEAT HEATER CONTROL CIRCUIT OPEN
SEAT BACK HEATER ELEMENT OPEN
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No
2. CHECK (P188) RIGHT FRONT SEAT HEATER CONTROL CIRCUIT FOR AN OPEN
Fig. 51: Checking Right Front Seat Heater Control Circuit For An Open

5. Measure the resistance of the (P188) Right Front Seat Heater Control circuit at the HSM C2
harness connector and the Seat Cushion Heater harness connector (harness side).
Yes
 Go To 3.
No
Repair the (P188) Right Front Seat Heater Control circuit for an open.



1. Measure the resistance of the (Z919) Ground circuit between ground and the Right Seat Cushion
2. Measure the resistance of the (Z919) Ground circuit between ground and the Passenger Seat
Yes
 Go To 4.
No


4. CHECK FOR AN OPEN RIGHT SEAT CUSHION HEATER ELEMENT

1. Measure the resistance between the (P188) Right Front Seat Heater Control circuit and the (Z919)
Ground circuit at the Right Seat Cushion Heater connector (component side).
Yes

No
Go To 5.

5. CHECK PIGTAIL HARNESS AND RIGHT SEAT BACK HEATER ELEMENT FOR AN OPEN
Ground circuit at the Right Seat Back Heater harness connector (seat back side).
Yes
No
B1E9A-1E-FRONT RIGHT HEATER CONTROL CIRCUIT - CIRCUIT RESISTANCE OUT OF

RANGE

WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects impedance above threshold on the (P188) Right Front Seat Heater
POSSIBLE CAUSES
Possible Causes
(P188) RIGHT FRONT SEAT HEATER CONTROL CIRCUIT RESISTANCE HIGH
SEAT BACK HEATER ELEMENT
DIAGNOSTIC TEST
and tight.

Is the DTC active?
Yes
 Go To 2.
No


2. CHECK (P188) RIGHT FRONT SEAT HEATER CONTROL CIRCUIT FOR HIGH
RESISTANCE
Fig. 55: Checking Right Front Seat Heater Control Circuit For An Open

5. Disconnect the Passenger Seat Assembly harness connector.
6. Measure the resistance of the (P188) Right Front Seat Heater Control circuit between the HSM C2
harness connector and the Right Seat Cushion Heater harness connector.
Yes
 Go To 3.
No
Repair the (P188) Right Front Seat Heater Control circuit for high resistance.



1. Measure the resistance of the (Z919) Ground circuit between ground and the Right Seat Cushion
2. Measure the resistance of the (Z919) Ground circuit between ground and the Passenger Seat
Yes
 Go To 4.
No


4. CHECK RIGHT SEAT CUSHION HEATER ELEMENT RESISTANCE

Ground circuit at the Right Seat Cushion Heater connector (component side).
Yes

No
Go To 5.

5. CHECK PIGTAIL HARNESS AND RIGHT SEAT BACK HEATER ELEMENT RESISTANCE
Ground circuit at the Right Seat Back Heater harness connector (seat back side).
Yes
No
B1E9B-11-REAR LEFT HEATER CONTROL CIRCUIT - CIRCUIT SHORT TO GROUND

Fig. 58: Heater Control Wiring Diagram

WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects Voltage below 1.0 volt or current above 10.0 amps on the (P177) Left
Rear Seat Heater Control circuit for more than two seconds with the output turned on.
POSSIBLE CAUSES
Possible Causes
(P177) LEFT REAR SEAT HEATER CONTROL CIRCUIT SHORTED TO GROUND
(P177) LEFT REAR SEAT HEATER CONTROL CIRCUIT SHORTED TO THE (P968) HEATED
SEAT SENSOR RETURN CIRCUIT
(P177) LEFT REAR SEAT HEATER CONTROL CIRCUIT SHORTED TO THE (Z923) GROUND
CIRCUIT
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No
condition by adjusting the front seat.
2. CHECK (P177) LEFT REAR SEAT HEATER CONTROL CIRCUIT IN BODY HARNESS FOR
A SHORT TO GROUND
2. Disconnect the Left Rear Seat Cushion Heater harness connector.

Yes
 Go To 3.
No
Replace the shorted Rear Seat Cushion Heater Element in accordance with the Service

Information. Refer to PAD, HEATER , REMOVAL .
3. CHECK (P177) LEFT REAR SEAT HEATER CONTROL CIRCUIT FOR A SHORT TO
GROUND
Fig. 59: Checking Left Rear Seat Heater Control Circuit For A Short To Ground

3. Measure the resistance of the (P177) Left Rear Seat Heater Control circuit between ground and the
HSM C3 harness connector.
Yes
 Repair the (P177) Left Rear Seat Heater Control circuit for a short to ground.
No
Go To 4.

4. CHECK (P177) LEFT REAR SEAT HEATER CONTROL CIRCUIT FOR A SHORT TO THE
(P968) HEATED SEAT SENSOR RETURN CIRCUIT OR TO (Z923) GROUND CIRCUIT
Fig. 60: Check Left Rear Seat Heater Control Circuit For A Short To The Heated Seat Sensor
Return Circuit Or To Ground Circuit
1. Measure the resistance between the (P177) Left Rear Seat Heater Control circuit and the (P968)
Heated Seat Sensor Return circuit at the Left Rear Seat Cushion Heater harness connector.
2. Measure the resistance between the (P177) Left Rear Seat Heater Control circuit and the (Z923)
Ground circuit at the Left Rear Seat Cushion Heater harness connector.
Yes
 Repair all circuits with a resistance below 10K Ohms for a short to the (P177) Left Rear Seat
Heater Control circuit.
No
B1E9B-12-REAR LEFT HEATER CONTROL CIRCUIT - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects Voltage above 5.0 Volts on the (P177) Left Rear Seat Heater Control
POSSIBLE CAUSES
Possible Causes
(P177) LEFT REAR SEAT HEATER CONTROL CIRCUIT SHORTED TO VOLTAGE
(P177) LEFT REAR SEAT HEATER CONTROL CIRCUIT SHORTED TO THE (F931) FUSED
IGNITION RUN CONTROL OUTPUT CIRCUIT
(P177) LEFT REAR SEAT HEATER CONTROL CIRCUIT SHORTED TO THE (P178) RIGHT REAR
SEAT HEATER CONTROL CIRCUIT
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No
condition by operating all HSM functions one at a time, except for the Left Rear Heated Seat.
Attempt to reproduce condition by adjusting the front seat.


VOLTAGE
Fig. 62: Checking Left Rear Seat Heater Control Circuit For A Short To Voltage


4. Measure the voltage of the (P177) Left Rear Seat Heater Control circuit between the HSM C3
Yes
 Go To 3.
No
Go To 4.

(F931) FUSED IGNITION RUN CONTROL OUTPUT CIRCUIT
Fig. 63: Checking Left Rear Seat Heater Control Circuit For A Short To The Fused Ignition Run
Control Output

2. Measure the resistance between the (P177) Left Rear Seat Heater Control circuit and the (F931)
Fused Ignition Run Control Output circuit at HSM C3 harness connector.
Yes
 Repair the (P177) Left Rear Seat Heater Control circuit for a short to the (F931) Fused
No
Repair the (P177) Left Rear Seat Heater Control circuit for a short to voltage.

Fig. 64: Checking Left Rear Seat Heater Control Circuit For A Short To Voltage
1. Measure the Voltage of the (P177) Left Rear Seat Heater Control circuit between the HSM C3
harness connector and ground while adjusting the front seat.
Is there any Voltage present during the seat adjustment?
Yes
 Repair the (P177) Left Rear Seat Heater Control circuit for a short to voltage.
No
Go To 5.

(P178) RIGHT REAR SEAT HEATER CONTROL CIRCUIT
Fig. 65: Checking Left Rear Seat Heater Control Circuit For Short To Right Rear Heater Control
Circuit

2. Disconnect the Left or Right Rear Seat Cushion Heater harness connector.
3. Measure the resistance between the (P177) Left Rear Seat Heater Control circuit and the (P178)
Right Rear Seat Heater Control circuit at HSM C3 harness connector.
Yes
 Repair the (P177) Left Rear Seat Heater Control circuit for a short to the (P178) Right Rear
No
B1E9B-13-REAR LEFT HEATER CONTROL CIRCUIT - CIRCUIT OPEN


WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects current below 0.5 of an amp on the (P177) Left Rear Seat Heater
POSSIBLE CAUSES
Possible Causes
(P177) LEFT REAR SEAT HEATER CONTROL CIRCUIT OPEN
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No
2. CHECK FOR AN OPEN LEFT REAR SEAT CUSHION HEATER ELEMENT

Fig. 67: Check For An Open Left Rear Seat Cushion Heater Element

Ground circuit at the Left Rear Seat Cushion Heater harness connector (seat side).
Yes
 Replace the Rear Seat Cushion Heater Element in accordance with the Service Information.
Refer to PAD, HEATER , REMOVAL .
No
Go To 3.

3. CHECK (P177) LEFT REAR SEAT HEATER CONTROL CIRCUIT FOR AN OPEN IN BODY
HARNESS
Fig. 68: Check Left Rear Seat Heater Control Circuit For An Open In Body Harness
2. Measure the resistance of the (P177) Left Rear Seat Heater Control circuit between the HSM C3
harness connector and the Left Rear Seat Cushion Heater harness connector (harness side).
Yes
 Go To 4.
No
Repair the (P177) Left Rear Seat Heater Control circuit for an open.


Fig. 69: Check Ground Circuit For An Open

1. Measure the resistance of the (Z923) Ground circuit between ground and the Left Rear Seat
Cushion Heater harness connector (harness side).
Yes
No
 Repair the (Z923) Ground circuit for an open.

B1E9B-1E-REAR LEFT HEATER CONTROL CIRCUIT - CIRCUIT RESISTANCE OUT OF RANGE


WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects impedance above threshold on the (P177) Left Rear Seat Heater
POSSIBLE CAUSES
Possible Causes
(P177) LEFT REAR SEAT HEATER CONTROL CIRCUIT RESISTANCE HIGH
DIAGNOSTIC TEST
is operating properly, no Battery or System voltage Diagnostic Trouble
Codes (DTCs) are set and the HSM Power and Ground circuits are clean
and tight.

Is the DTC active?
Yes
 Go To 2.
No
wiring and connectors. Look for chafed, pierced, pinched or partially broken wires and
broken, bent, pushed out, spread, corroded or contaminated terminals. Attempt to reproduce

2. CHECK LEFT REAR SEAT CUSHION HEATER ELEMENT RESISTANCE

Fig. 71: Check For An Open Left Rear Seat Cushion Heater Element

Ground circuit at the Left Rear Seat Cushion Heater harness connector (seat side).
Yes
No
Go To 3.

3. CHECK (P177) LEFT REAR SEAT HEATER CONTROL CIRCUIT FOR HIGH RESISTANCE
IN BODY HARNESS
Fig. 72: Check Left Rear Seat Heater Control Circuit For An Open In Body Harness
2. Measure the resistance of the (P177) Left Rear Seat Heater Control circuit between the HSM C3
harness connector and the Left Rear Seat Cushion Heater harness connector (harness side).
Yes
 Go To 4.
No
Repair the (P177) Left Rear Seat Heater Control circuit for high resistance.



1. Measure the resistance of the (Z923) Ground circuit between ground and the Left Rear Seat
Yes
No
 Repair the (Z923) Ground circuit for high resistance.

B1E9C-11-REAR RIGHT HEATER CONTROL CIRCUIT - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects Voltage below 1.0 volt or current above 10.0 amps on the (P178) Right
Rear Seat Heater Control circuit for more than two seconds with the output turned on.
POSSIBLE CAUSES
Possible Causes
(P178) RIGHT REAR SEAT HEATER CONTROL CIRCUIT SHORTED TO GROUND
(P178) RIGHT REAR SEAT HEATER CONTROL CIRCUIT SHORTED TO THE (P968) HEATED
(P178) RIGHT REAR SEAT HEATER CONTROL CIRCUIT SHORTED TO THE (Z919) GROUND
CIRCUIT
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No
2. CHECK (P178) RIGHT REAR SEAT HEATER CONTROL CIRCUIT IN BODY HARNESS FOR
A SHORT TO GROUND
2. Disconnect the Right Rear Seat Cushion Heater harness connector.

Yes
 Go To 3.
No

3. CHECK (P178) RIGHT REAR SEAT HEATER CONTROL CIRCUIT FOR A SHORT TO
GROUND
Fig. 75: Checking Right Rear Seat Heater Control Circuit For A Short To Ground

3. Measure the resistance of the (P178) Right Rear Seat Heater Control circuit between ground and
the HSM C3 harness connector.
Yes
 Repair the (P178) Right Rear Seat Heater Control circuit for a short to ground.
No
Go To 4.

4. CHECK (P178) RIGHT REAR SEAT HEATER CONTROL CIRCUIT FOR A SHORT TO THE
(P968) HEATED SEAT SENSOR RETURN CIRCUIT OR TO (Z919) GROUND CIRCUIT
Fig. 76: Check Right Rear Seat Heater Control Circuit For A Short To The Heated Seat Sensor
Return Circuit Or To Ground Circuit
1. Measure the resistance between the (P178) Right Rear Seat Heater Control circuit and the (P968)
Heated Seat Sensor Return circuit at the Right Rear Seat Cushion Heater harness connector.
2. Measure the resistance between the (P178) Right Rear Seat Heater Control circuit and the (Z919)
Ground circuit at the Right Rear Seat Cushion Heater harness connector.
Yes
 Repair all circuits with a resistance below 10K Ohms for a short to the (P178) Right Rear
No
B1E9C-12-REAR RIGHT HEATER CONTROL CIRCUIT - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects voltage above 5.0 volts on the (P178) Right Rear Seat Heater Control
POSSIBLE CAUSES
Possible Causes
(P178) RIGHT REAR SEAT HEATER CONTROL CIRCUIT SHORTED TO VOLTAGE
(P178) RIGHT REAR SEAT HEATER CONTROL CIRCUIT SHORTED TO THE (F931) FUSED
(P178) RIGHT REAR SEAT HEATER CONTROL CIRCUIT SHORTED TO THE (P177) LEFT REAR
SEAT HEATER CONTROL CIRCUIT
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No
condition by operating all HSM functions one at a time, except for the Right Rear Heated
Seat. Attempt to reproduce condition by adjusting the front seat.


VOLTAGE
Fig. 78: Checking Right Rear Seat Heater Control Circuit For A Short To Voltage


4. Measure the voltage of the (P178) Right Rear Seat Heater Control circuit between the HSM C3
Yes
 Go To 3.
No
Go To 4.

Fig. 79: Checking Right Rear Seat Heater Control Circuit For A Short To The Fused Ignition Run
Control Output Circuit

2. Measure the resistance between the (P178) Right Rear Seat Heater Control circuit and the (F931)
Fused Ignition Run Control Output circuit at the HSM C3 harness connector.
Yes
 Repair the (P178) Right Rear Seat Heater Control circuit for a short to the (F931) Fused
No
Repair the (P178) Right Rear Seat Heater Control circuit for a short to voltage.

Fig. 80: Checking Right Rear Seat Heater Control Circuit For A Short To Voltage
1. Measure the voltage of the (P178) Right Rear Seat Heater Control circuit between the HSM C3
Yes
 Repair the (P178) Right Rear Seat Heater Control circuit for a short to voltage.
No
 Go To 5.
(P177) LEFT REAR SEAT HEATER CONTROL CIRCUIT
Fig. 81: Checking Left Rear Seat Heater Control Circuit For Short To Right Rear Heater Control
Circuit

2. Disconnect the Left or Right Rear Seat Cushion Heater harness connector.
3. Measure the resistance between the (P178) Right Rear Seat Heater Control circuit and (P177) Left
Rear Seat Heater Control circuit at HSM C3 harness connector.
Yes
 Repair the (P178) Right Rear Seat Heater Control circuit for a short to the (P177) Left Rear
No
B1E9C-13-REAR RIGHT HEATER CONTROL CIRCUIT - CIRCUIT OPEN


WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects current below 0.5 of an amp on the (P178) Right Rear Seat Heater
POSSIBLE CAUSES
Possible Causes
(P178) RIGHT REAR SEAT HEATER CONTROL CIRCUIT OPEN
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No
connectors. Look for chafed, pierced, pinched, or partially broken wires and broken, bent,
pushed out, spread, corroded, or contaminated terminals. Attempt to reproduce condition by
adjusting the front seat.
2. CHECK FOR OPEN RIGHT REAR SEAT CUSHION HEATER ELEMENT
Fig. 83: Check For Open Right Rear Seat Cushion Heater Element

Ground circuit at the Right Rear Seat Cushion Heater Connector (seat side).

Yes
No
Go To 3.

3. CHECK (P178) RIGHT REAR SEAT HEATER CONTROL CIRCUIT FOR AN OPEN IN BODY
HARNESS
Fig. 84: Check Right Rear Seat Heater Control Circuit For An Open In Body Harness
2. Measure the resistance of the (P178) Right Rear Seat Heater Control circuit between the HSM C3
harness connector and the Right Rear Seat Cushion Heater harness connector (harness side).
Yes
 Go To 4.
No
Repair the (P178) Right Rear Seat Heater Control circuit for an open.



1. Measure the resistance of the (Z919) Ground circuit between ground and the Right Rear Seat
Yes
No

B1E9C-1E-REAR RIGHT HEATER CONTROL CIRCUIT - CIRCUIT RESISTANCE OUT OF

RANGE

WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects impedance above threshold on the (P178) Right Rear Seat Heater
POSSIBLE CAUSES
Possible Causes
(P178) RIGHT REAR SEAT HEATER CONTROL CIRCUIT RESISTANCE HIGH
DIAGNOSTIC TEST
and tight.

Is the DTC active?
Yes
 Go To 2.
No
connectors. Look for chafed, pierced, pinched, or partially broken wires and broken, bent,
pushed out, spread, corroded, or contaminated terminals. Attempt to reproduce condition by

2. CHECK REAR SEAT CUSHION HEATER ELEMENT RESISTANCE
Fig. 87: Check For Open Right Rear Seat Cushion Heater Element

Ground circuit at the Right Rear Seat Cushion Heater Connector (seat side).
Yes
No
Go To 3.

3. CHECK (P178) RIGHT REAR SEAT HEATER CONTROL CIRCUIT FOR HIGH
RESISTANCE IN BODY HARNESS
Fig. 88: Check Right Rear Seat Heater Control Circuit For An Open In Body Harness
2. Measure the resistance of the (P178) Right Rear Seat Heater Control circuit between the HSM C3
harness connector and the Right Rear Seat Cushion Heater harness connector (harness side).
Yes
 Go To 4.
No
Repair the (P178) Right Rear Seat Heater Control circuit for high resistance.



1. Measure the resistance of the (Z919) Ground circuit between ground and the Right Rear Seat
Yes
No

B1E9D-11-FRONT LEFT VENT CONTROL CIRCUIT - CIRCUIT SHORT TO GROUND
Fig. 90: Vent Control Wiring Diagram

WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects Voltage below 1.0 volt or current above threshold on the (P421) Left
Seat Vent Feed circuit for more than 12 seconds with the output turned on.
POSSIBLE CAUSES
Possible Causes
(P421) LEFT SEAT VENT FEED CIRCUIT SHORTED TO GROUND
(P421) LEFT SEAT VENT FEED CIRCUIT SHORTED TO THE (P921) LEFT SEAT VENT RETURN
CIRCUIT
SEAT CUSHION VENT MOTOR SHORTED
SEAT BACK VENT MOTOR SHORTED
DIAGNOSTIC TEST

5. Turn the Vented Seat on and wait at least 12 seconds before proceeding.
Is the DTC active?
Yes
 Go To 2.
No
2. CHECK (P421) LEFT SEAT VENT FEED CIRCUIT AND VENT MOTORS FOR A SHORT TO
GROUND
Fig. 91: Checking Left Seat Vent Feed Circuit And Vent Motors For A Short To Ground


3. Connect an ammeter between the (P921) Left Seat Vent Return circuit and ground at the HSM C5
harness connector.
4. Connect one end a fused jumper wire to Battery voltage and the other end to the (P421) Left Seat
Vent Feed circuit at the HSM C5 harness connector.
NOTE: Both vent motors should be operational and the ammeter should
read 720 to 880 ma.
Does the ammeter read 720 ma to 1.2 amps?
Yes
 Disconnect the fused jumper wire and ammeter. Replace the Heated Seat Module (HSM) in
accordance with the Service Information. Refer to MODULE, HEATED SEAT ,
REMOVAL .
No
Disconnect the fused jumper wire. Go To 3.


3. CHECK (P421) LEFT SEAT VENT FEED CIRCUIT AND SEAT BACK VENT MOTOR FOR A
SHORT TO GROUND
1. Disconnect the Left Seat Cushion Vent harness connector.
harness connector.
3. Connect one end of a fused jumper wire to Battery voltage and the other end to the (P421) Left Seat
NOTE: The seat back vent motor should be operational and the ammeter
should read 320 to 480 ma.
Does the ammeter read 320 to 600 ma?
Yes
 Disconnect the fused jumper wire and ammeter. Replace the Seat Cushion Vent Motor in
accordance with the Service Information. Refer to MOTOR, VENTED SEAT ,
REMOVAL .
No
Disconnect the fused jumper wire and the ammeter. Go To 4.


4. CHECK (P421) LEFT SEAT VENT FEED CIRCUIT FOR A SHORT TO GROUND
Fig. 93: Checking Left Seat Vent Feed Circuit For A Short To Ground
1. Disconnect the Driver Seat Assembly C1 harness connector.

2. Measure the resistance of the (P421) Left Seat Vent Feed circuit between ground at the HSM C5
harness connector.
Yes
 Repair the (P421) Left Seat Vent Feed circuit for a short to ground.
No
Go To 5.

5. CHECK (P421) LEFT SEAT VENT FEED CIRCUIT FOR A SHORT TO THE (P921) LEFT
SEAT VENT RETURN CIRCUIT
Fig. 94: Checking Left Seat Vent Feed Circuit For A Short To The Left Seat Vent Return Circuit
1. Measure the resistance between the (P421) Left Seat Vent Feed circuit and the (P921) Left Seat
Vent Return circuit at the HSM C5 harness connector.
Yes
 Repair the (P421) Left Seat Vent Feed circuit for a short to the (P921) Left Seat Vent Return
circuit.
No
Vent Motor in accordance with the Service Information. Refer to MOTOR, VENTED
SEAT , REMOVAL .
B1E9D-12-FRONT LEFT VENT CONTROL CIRCUIT - CIRCUIT SHORT TO BATTERY

WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects Voltage above 5.0 volts on the (P421) Left Seat Vent Feed circuit for
more than two seconds with the output turned off.
POSSIBLE CAUSES
Possible Causes
(P421) LEFT SEAT VENT FEED CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No

condition by operating all HSM functions one at a time, except for the Left Front Vented
2. CHECK (P421) LEFT SEAT VENT FEED CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 96: Checking Left Seat Vent Feed Circuit For A Short To Voltage


4. Measure the voltage of the (P421) Left Seat Vent Feed circuit between the HSM C5 harness
Yes
 Repair the (P421) Left Seat Vent Feed circuit for a short to voltage.
No
Go To 3.

3. CHECK (P421) LEFT SEAT VENT FEED CIRCUIT FOR A SHORT TO VOLTAGE DURING
SEAT ADJUSTMENT
Fig. 97: Checking Left Seat Vent Feed Circuit For A Short To Voltage
1. Measure the voltage of the (P421) Left Seat Vent Feed circuit between the HSM C5 harness
connector and ground while adjusting the seat in all positions.
Yes
 Repair the (P421) Left Seat Vent Feed circuit for a short to voltage.
No
B1E9D-13-FRONT LEFT VENT CONTROL CIRCUIT - CIRCUIT OPEN


WHEN MONITORED:

SET CONDITION:
The Heated Seat Module (HSM) detects current below threshold on the (P421) Left Seat Vent Feed circuit for
more than 12 seconds with the output turned on.
POSSIBLE CAUSES
Possible Causes
(P421) LEFT SEAT VENT FEED CIRCUIT OPEN
(P921) LEFT SEAT VENT RETURN CIRCUIT OPEN
SEAT CUSHION VENT MOTOR OPEN
SEAT BACK VENT MOTOR OPEN
DIAGNOSTIC TEST

5. Turn the Vented Seat and wait at least 12 seconds before proceeding.
Is the DTC active?
Yes
 Go To 2.
No

2. CHECK LEFT SEAT VENT MOTORS AND (P421) FEED AND (P921) RETURN CIRCUITS
FOR AN OPEN

harness connector.
4. Connect one end a fused jumper wire to Battery Voltage and the other end to the (P421) Left Seat
read 720 to 880 ma.
Yes
 Disconnect the ammeter and fused jumper wire. Replace the Heated Seat Module (HSM) in
REMOVAL .
No


3. CHECK LEFT SEAT BACK VENT MOTOR AND (P421) FEED AND (P921) RETURN
CIRCUITS FOR AN OPEN
1. Disconnect the Left Seat Cushion Vent harness connector.
harness connector.
3. Connect one end a fused jumper wire to Battery voltage and the other end to the (P421) Left Seat
Yes
 Disconnect the ammeter and fused jumper wire. Repair or replace the pigtail harness for an
open or replace the open Seat Cushion Vent Motor in accordance with the Service
Information. Refer to MOTOR, VENTED SEAT , REMOVAL .
No
Disconnect the ammeter and fused jumper wire. Go To 4.


4. CHECK (P421) LEFT SEAT VENT FEED CIRCUIT FOR AN OPEN

Fig. 101: Checking Left Seat Vent Feed Circuit For An Open
1. Disconnect the driver seat assembly in-line harness connector.
2. Measure the resistance of the (P421) Left Seat Vent Feed circuit between the HSM C5 harness
connector and the Driver Seat Assembly C1 harness connector.
Yes
 Go To 5.
No
Repair the (P421) Left Seat Vent Feed circuit for an open.

5. CHECK (P921) LEFT SEAT VENT RETURN CIRCUIT FOR AN OPEN

Fig. 102: Checking Left Seat Vent Return Circuit For An Open
1. Measure the resistance of the (P921) Left Seat Vent Return circuit between the HSM C5 harness
connector and the Driver Seat Assembly C1 harness connector.
Yes
 Repair or replace the pigtail harness for an open or replace the open Seat Back Vent Motor in
REMOVAL .
No
 Repair the (P921) Left Seat Vent Return circuit for an open.
B1E9E-11-FRONT RIGHT VENT CONTROL CIRCUIT - CIRCUIT SHORT TO GROUND


WHEN MONITORED:

SET CONDITION:
The Heated Seat Module (HSM) detects voltage below 1.0 volt or current above threshold on the (P422) Right
Seat Vent Feed circuit for more than 12 seconds with the output turned on.
POSSIBLE CAUSES
Possible Causes
(P422) RIGHT SEAT VENT FEED CIRCUIT SHORTED TO GROUND
(P422) RIGHT SEAT VENT FEED CIRCUIT SHORTED TO THE (P922) RIGHT SEAT VENT
RETURN CIRCUIT
SEAT CUSHION VENT MOTOR SHORTED
SEAT BACK VENT MOTOR SHORTED
DIAGNOSTIC TEST

5. Turn the Vented Seat on and wait at least 12 seconds before proceeding.
Is the DTC active?
Yes
 Go To 2.
No

2. CHECK (P422) RIGHT SEAT VENT FEED CIRCUIT AND VENT MOTORS FOR A SHORT
TO GROUND
Fig. 104: Checking Right Seat Vent Feed Circuit And Vent Motors For A Short To Ground

3. Connect an ammeter between the (P922) Right Seat Vent Return circuit and ground at the HSM C5
harness connector.
4. Connect one end a fused jumper wire to Battery voltage and the other end to the (P422) Right Seat
read 720 to 880 ma.
Yes
REMOVAL .
No


3. CHECK (P422) RIGHT SEAT VENT FEED CIRCUIT AND SEAT BACK VENT MOTOR FOR
A SHORT TO GROUND
1. Disconnect the Right Seat Cushion Vent harness connector.
harness connector.
3. Connect one end of a fused jumper wire to Battery Voltage and the other end to the (P422) Right
Seat Vent Feed circuit at the HSM C5 harness connector.

Yes
 Disconnect the fused jumper wire and ammeter. Replace the Seat Cushion Vent Motor in
REMOVAL .
No
Disconnect the fused jumper wire and ammeter. Go To 4.


4. CHECK (P422) RIGHT SEAT VENT FEED CIRCUIT FOR A SHORT TO GROUND
Fig. 106: Checking Right Seat Vent Feed Circuit For A Short To Ground
1. Disconnect the Right Seat Cushion Vent and Right Seat Back Vent harness connectors.
2. Measure the resistance of the (P422) Right Seat Vent Feed circuit between ground at the HSM C5
harness connector.
Yes
 Repair the (P422) Right Seat Vent Feed circuit for a short to ground.
No
Go To 5.

5. CHECK (P422) RIGHT SEAT VENT FEED CIRCUIT FOR A SHORT TO THE (P922) RIGHT
SEAT VENT RETURN CIRCUIT
Fig. 107: Checking Right Seat Vent Feed Circuit For A Short To The Right Seat Vent Return
Circuit
1. Measure the resistance between the (P422) Right Seat Vent Feed circuit and the (P922) Right Seat
Vent Return circuit at the HSM C5 harness connector.
Yes
 Repair the (P422) Right Seat Vent Feed circuit for a short to the (P922) Right Seat Vent
Return circuit.
No
Vent Motor in accordance with the Service Information. Refer to MOTOR, VENTED
SEAT , REMOVAL .
B1E9E-12-FRONT RIGHT VENT CONTROL CIRCUIT - CIRCUIT SHORT TO BATTERY

WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects Voltage above 5.0 Volts on the (P422) Right Seat Vent Feed circuit for
more than two seconds with the output turned off.
POSSIBLE CAUSES
Possible Causes
(P422) RIGHT SEAT VENT FEED CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No
condition by operating all HSM functions one at a time, except for the Right Front Vented
2. CHECK (P422) RIGHT SEAT VENT FEED CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 109: Checking Right Seat Vent Feed Circuit For A Short To Voltage


4. Measure the voltage of the (P422) Right Seat Vent Feed circuit between the HSM C5 harness
Yes
 Repair the (P422) Right Seat Vent Feed circuit for a short to voltage.
No
Go To 3.

3. CHECK (P422) RIGHT SEAT VENT FEED CIRCUIT FOR A SHORT TO VOLTAGE DURING
SEAT ADJUSTMENT
Fig. 110: Checking Right Seat Vent Feed Circuit For A Short To Voltage
1. Measure the voltage of the (P422) Right Seat Vent Feed circuit between the HSM C5 harness
connector and ground while adjusting the seat in all positions.
Yes
 Repair the (P422) Right Seat Vent Feed circuit for a short to voltage.
No
B1E9E-13-FRONT RIGHT VENT CONTROL CIRCUIT - CIRCUIT OPEN


WHEN MONITORED:

SET CONDITION:
The Heated Seat Module (HSM) detects current below threshold on the (P422) Right Seat Vent Feed circuit for
more than 12 seconds with the output turned on.
POSSIBLE CAUSES
Possible Causes
(P422) RIGHT SEAT VENT FEED CIRCUIT OPEN
(P922) RIGHT SEAT VENT RETURN CIRCUIT OPEN
SEAT CUSHION VENT MOTOR OPEN
SEAT BACK VENT MOTOR OPEN
DIAGNOSTIC TEST

5. Turn the vented seat on and wait at least 12 seconds before proceeding.
Is the DTC active?
Yes
 Go To 2.
No

2. CHECK RIGHT SEAT VENT MOTORS AND (P422) FEED AND (P922) RETURN CIRCUITS
FOR AN OPEN

harness connector.
read 720 to 880 ma.
Yes
REMOVAL .
No


3. CHECK RIGHT SEAT BACK VENT MOTOR AND (P422) FEED AND (P922) RETURN
CIRCUITS FOR AN OPEN
harness connector.
Yes
 Disconnect the fused jumper wire and ammeter. Repair or replace the pigtail harness for an
open or replace the open Seat Cushion Vent Motor in accordance with the Service
Information.
No
Disconnect the fused jumper wire and ammeter. Go To 4.


4. CHECK (P422) RIGHT SEAT VENT FEED CIRCUIT FOR AN OPEN TO THE RIGHT SEAT
CUSHION VENT
Fig. 114: Checking Right Seat Vent Feed Circuit For An Open To The Right Seat Cushion Vent

2. Measure the resistance of the (P422) Right Seat Vent Feed circuit between the HSM C5 harness
connector and the Right Seat Cushion Vent harness connector.
Yes
 Go To 5.
No
Repair the (P422) Right Seat Vent Feed circuit for an open.

5. CHECK (P422) RIGHT SEAT VENT FEED CIRCUIT FOR AN OPEN TO THE RIGHT SEAT
BACK VENT
Fig. 115: Checking Right Seat Vent Feed Circuit For An Open To The Right Seat Back Vent
1. Disconnect the Right Seat Back Vent harness connector.

2. Measure the resistance of the (P422) Right Seat Vent Feed circuit between the HSM C5 harness
connector and the Right Seat Back Vent harness connector.
Yes
 Go To 6.
No
Repair the (P422) Right Seat Vent Feed circuit for an open.

6. CHECK (P922) RIGHT SEAT VENT RETURN CIRCUIT FOR AN OPEN TO THE RIGHT
SEAT CUSHION VENT
Fig. 116: Checking Right Seat Vent Return Circuit For An Open To The Right Seat Cushion Vent
1. Measure the resistance of the (P922) Right Seat Vent Return circuit between the HSM C5 harness
connector and the Right Seat Cushion Vent harness connector.
Yes
 Go To 7.
No
Repair the (P922) Right Seat Vent Return circuit for an open.

7. CHECK (P922) RIGHT SEAT VENT RETURN CIRCUIT FOR AN OPEN TO THE RIGHT
SEAT BACK VENT
Fig. 117: Checking Right Seat Vent Return Circuit For An Open To The Right Seat Back Vent
1. Measure the resistance of the (P922) Right Seat Vent Return circuit between the HSM C5
connector and the Right Seat Back Vent connector.
Yes
 Repair or replace the pigtail harness for an open or replace the open Seat Back Vent Motor in
No
 Repair the (P922) Right Seat Vent Return circuit for an open.
B1EB1-1A-FRONT LEFT SEAT HEATER SENSOR - CIRCUIT RESISTANCE BELOW

THRESHOLD

WHEN MONITORED:
When Heated Seat Module (HSM) is powered.
SET CONDITION:
The Heated Seat Module (HSM) detects that the (P687) Left Front Heated Seat Temp Sense circuit NTC is
below threshold for more than two seconds.
POSSIBLE CAUSES
Possible Causes
(P687) LEFT FRONT HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO GROUND
(P687) LEFT FRONT HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO THE (Z916)
GROUND CIRCUIT
(P687) LEFT FRONT HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO THE (P968) HEATED
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No

2. CHECK (P687) LEFT FRONT HEATED SEAT TEMP SENSE CIRCUIT IN BODY HARNESS
FOR A SHORT TO GROUND
Fig. 119: Checking Left Front Heated Seat Temp Sense Circuit



Yes
 Go To 3.
No
Replace the Seat Cushion Heater Element in accordance with the Service Information. Refer

3. CHECK (P687) LEFT FRONT HEATED SEAT TEMP SENSE CIRCUIT FOR A SHORT TO
GROUND

3. Measure the resistance of the (P687) Left Front Heated Seat Temp Sense circuit between ground
and the Left Seat Cushion Heater connector (harness side).
Yes
 Repair the (P687) Left Front Heated Seat Temp Sense circuit for a short to ground.
No
Go To 4.

THE (Z916) GROUND CIRCUIT OR TO (P968) HEATED SEAT SENSOR RETURN CIRCUIT
1. Measure the resistance between the (P687) Left Front Heated Seat Temp Sense circuit and the
(Z916) Ground circuit at the Left Seat Cushion Heater harness connector.
2. Measure the resistance between the (P687) Left Front Heated Seat Temp Sense circuit and the
(P968) Heated Seat Sensor Return circuit at the Left Seat Cushion Heater harness connector.

Yes
 Repair all circuits with a resistance below 10K Ohms for a short to the (P687) Left Front
Heated Seat Temp Sense circuit.
No
to MODULE, HEATED SEAT , REMOVAL .
B1EB1-1B-FRONT LEFT SEAT HEATER SENSOR - CIRCUIT RESISTANCE ABOVE THRESHOLD


WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects that the (P687) Left Front Heated Seat Temp Sense circuit NTC is
above threshold for more than two seconds.
POSSIBLE CAUSES
Possible Causes
(P687) LEFT FRONT HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO VOLTAGE
(P687) LEFT FRONT HEATED SEAT TEMP SENSE CIRCUIT OPEN
(P968) HEATED SEAT SENSOR RETURN CIRCUIT OPEN
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No
condition by operating all HSM functions one at a time. Attempt to reproduce condition by
adjusting the seat.


VOLTAGE
Fig. 123: Checking Left Front Heated Seat Temp Sense Circuit For A Short To Voltage



4. Measure the voltage of the (P687) Left Front Heated Seat Temp Sense circuit between the HSM C2
Yes
 Repair the (P687) Left Front Heated Seat Temp Sense circuit for a short to voltage.
No
Go To 3.

Fig. 124: Checking Left Front Heated Seat Temp Sense Circuit For A Short To Voltage
1. Measure the voltage of the (P687) Left Front Heated Seat Temp Sense circuit between the HSM C2
Yes
 Repair the (P687) Left Front Heated Seat Temp Sense circuit for a short to voltage.
No
Go To 4.

4. CHECK (P687) LEFT FRONT HEATED SEAT TEMP SENSE CIRCUIT VOLTAGE TO LEFT
SEAT CUSHION HEATER
Fig. 125: Checking Left Front Heated Seat Temp Sense Circuit Voltage To Left Seat Cushion
Heater
1. Reconnect the HSM C2 harness connector.

3. Measure the voltage between the (P687) Left Front Heated Seat Temp Sense circuit and the (P968)
Heated Seat Sensor Return circuit at the Left Seat Cushion Heater harness connector.
Is the Voltage above 4.5 volts?
Yes
to MODULE, HEATED SEAT , REMOVAL .
No
Go To 5.

5. CHECK (P687) LEFT FRONT HEATED SEAT TEMP SENSE CIRCUIT OR AN OPEN
Fig. 126: Checking Left Front Heated Seat Temp Sense Circuit Or An Open

3. Measure the resistance of the (P687) Left Front Heated Seat Temp Sense circuit between the HSM
C2 connector and the Left Seat Cushion Heater connector (harness side).
Yes
 Go To 6.
No
Repair the (P687) Left Front Heated Seat Temp Sense circuit for an open.

6. CHECK (P968) HEATED SEAT SENSOR RETURN CIRCUIT FOR AN OPEN

Fig. 127: Checking Heated Seat Temp Sensor Return Circuit For An Open
1. Measure the resistance of the (P968) Heated Seat Sensor Return circuit between the HSM C2
harness connector and the Left Seat Cushion Heater harness connector.
Yes

No
 Repair the (P968) Heated Seat Sensor Return circuit for an open.
B1EB2-1A-FRONT RIGHT SEAT HEATER SENSOR - CIRCUIT RESISTANCE BELOW

THRESHOLD

WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects that the (P688) Right Front Heated Seat Temp Sense circuit NTC is
POSSIBLE CAUSES
Possible Causes
(P688) RIGHT FRONT HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO GROUND
(P688) RIGHT FRONT HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO THE (Z919)
GROUND CIRCUIT
(P688) RIGHT FRONT HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO THE (P968)
HEATED SEAT SENSOR RETURN CIRCUIT
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No
2. CHECK (P688) RIGHT FRONT HEATED SEAT TEMP SENSE CIRCUIT IN BODY HARNESS
Fig. 129: Checking Right Front Heated Seat Temp Sense Circuit In Body Harness For A Short To
Ground



Yes
 Go To 3.
No
Replace the shorted Seat Cushion Heater Element in accordance with the Service

Information. Replace the Seat Cushion Heater Element in accordance with the Service
3. CHECK (P688) RIGHT FRONT HEATED SEAT TEMP SENSE CIRCUIT FOR A SHORT TO
GROUND
Fig. 130: Checking Right Front Heated Seat Temp Sense Circuit For A Short To Ground

3. Measure the resistance of the (P688) Right Front Heated Seat Temp Sense circuit between ground
and the Right Seat Cushion Heater connector (harness side).

Yes
 Repair the (P688) Right Front Heated Seat Temp Sense circuit for a short to ground.
No
Go To 4.

Fig. 131: Checking Right Front Heated Seat Temp Sense Circuit For A Short To The Ground
Circuit Or To Heated Seat Sensor Return Circuit
1. Measure the resistance between the (P688) Right Front Heated Seat Temp Sense circuit and the
(Z919) Ground circuit at the Right Seat Cushion Heater harness connector.
2. Measure the resistance between the (P688) Right Front Heated Seat Temp Sense circuit and the
(P968) Heated Seat Sensor Return circuit at the Right Seat Cushion Heater harness connector.
Yes
 Repair all circuits with a resistance below 10K Ohms for a short to the (P688) Right Front
No
B1EB2-1B-FRONT RIGHT SEAT HEATER SENSOR - CIRCUIT RESISTANCE ABOVE

THRESHOLD

WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects that the (P688) Right Front Heated Seat Temp Sense circuit NTC is
POSSIBLE CAUSES
Possible Causes
(P688) RIGHT FRONT HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO VOLTAGE
(P688) RIGHT FRONT HEATED SEAT TEMP SENSE CIRCUIT OPEN
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No

adjusting the seat.
VOLTAGE
Fig. 133: Checking Right Front Heated Seat Temp Sense Circuit For A Short To Voltage


4. Measure the voltage of the (P688) Right Front Heated Seat Temp Sense circuit between the HSM
C2 harness connector and ground.
Yes
 Repair the (P688) Right Front Heated Seat Temp Sense circuit for a short to voltage.
No
Go To 3.

Fig. 134: Checking Right Front Heated Seat Temp Sense Circuit For A Short To Voltage
1. Measure the voltage of the (P688) Right Front Heated Seat Temp Sense circuit between the HSM
C2 harness connector and ground while adjusting the seat in all positions.
Yes
 Repair the (P688) Right Front Heated Seat Temp Sense circuit for a short to voltage.
No
Go To 4.

4. CHECK (P688) RIGHT FRONT HEATED SEAT TEMP SENSE CIRCUIT VOLTAGE TO
RIGHT SEAT CUSHION HEATER
Fig. 135: Checking Right Front Heated Seat Temp Sense Circuit Voltage To Right Seat Cushion
Heater

3. Measure the voltage between the (P688) Right Front Heated Seat Temp Sense circuit and the
(P968) Heated Seat Sensor Return circuit at the Right Seat Cushion Heater harness connector.
Yes
 Replace the shorted Seat Cushion Heater Element in accordance with the Service
Information. Replace the Seat Cushion Heater Element in accordance with the Service
No
Go To 5.

5. CHECK (P688) RIGHT FRONT HEATED SEAT TEMP SENSE CIRCUIT OR AN OPEN
Fig. 136: Checking Right Front Heated Seat Temp Sense Circuit Or An Open


3. Measure the resistance of the (P688) Right Front Heated Seat Temp Sense circuit between the
HSM C2 connector and the Right Seat Cushion Heater harness connector.
Yes
 Go To 6.
No
Repair the (P688) Right Front Heated Seat Temp Sense circuit for an open.


Fig. 137: Checking Heated Seat Sensor Return Circuit For An Open
harness connector and the Right Seat Cushion Heater harness connector.
Yes
No
B1EB3-1A-REAR LEFT SEAT HEATER SENSOR - CIRCUIT RESISTANCE BELOW THRESHOLD


WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects that the (P672) Left Rear Heated Seat Temp Sense circuit NTC is
POSSIBLE CAUSES
Possible Causes
(P672) LEFT REAR HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO GROUND
(P672) LEFT REAR HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO THE (Z919) GROUND
CIRCUIT
(P672) LEFT REAR HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO THE (P968) HEATED
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No

2. CHECK (P672) LEFT REAR HEATED SEAT TEMP SENSE CIRCUIT IN BODY HARNESS
Fig. 139: Check Left Rear Heated Seat Temp Sense Circuit In Body Harness For A Short To
Ground

2. Disconnect the Left Rear Seat Cushion Heater connector.

Yes
 Go To 3.
No
Replace the Seat Cushion Heater Element in accordance with the Service Information. Refer

3. CHECK (P672) LEFT REAR HEATED SEAT TEMP SENSE CIRCUIT FOR A SHORT TO
GROUND
Fig. 140: Check Left Rear Heated Seat Temp Sense Circuit For A Short To Ground

3. Measure the resistance of the (P672) Left Rear Heated Seat Temp Sense circuit between ground
and the Left Rear Seat Cushion Heater harness connector.
Yes
 Repair the (P672) Left Rear Heated Seat Temp Sense circuit for a short to ground.
No
Go To 4.

4. CHECK (P672) LEFT REAR HEATED SEAT TEMP SENSE CIRCUIT FOR A SHORT TO THE
(Z919) GROUND CIRCUIT OR TO (P968) HEATED SEAT SENSOR RETURN CIRCUIT
Fig. 141: Check Left Rear Heated Seat Temp Sense Circuit For A Short To The Ground Circuit Or
To Heated Seat Sensor Return Circuit
1. Measure the resistance between the (P672) Left Rear Heated Seat Temp Sense circuit and the
(Z919) Ground circuit at the Left Rear Seat Cushion Heater connector (harness side).
(P968) Heated Seat Sensor Return circuit at the Left Rear Seat Cushion Heater connector (harness
side).

Yes
 Repair all circuits with a resistance below 10K Ohms for a short to the (P672) Left Rear
No
B1EB3-1B-REAR LEFT SEAT HEATER SENSOR - CIRCUIT RESISTANCE ABOVE THRESHOLD


WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects that the (P672) Left Rear Heated Seat Temp Sense circuit NTC is
POSSIBLE CAUSES
Possible Causes
(P672) LEFT REAR HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO VOLTAGE
(P672) LEFT REAR HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO THE (F931) FUSED
(P672) LEFT REAR HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO THE (P177) LEFT
REAR SEAT HEATER CONTROL CIRCUIT
(P672) LEFT REAR HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO THE (P178) RIGHT
(P672) LEFT REAR HEATED SEAT TEMP SENSE CIRCUIT OPEN
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No

VOLTAGE
Fig. 143: Checking Left Rear Heated Seat Temp Sense Circuit For A Short To Voltage


4. Measure the voltage of the (P672) Left Rear Heated Seat Temp Sense circuit between the HSM C3
Yes
 Go To 3.
No
Go To 4.

Fig. 144: Checking Left Rear Heated Seat Temp Sense Circuit For A Short To The Fused Ignition
Run Control Output Circuit

(F931) Fused Ignition Run Control Output circuit at HSM C3 harness connector.
Yes
 Repair the (P672) Left Rear Heated Seat Temp Sense circuit for a short to the (F931) Fused
No
Repair the (P672) Left Rear Heated Seat Temp Sense circuit for a short to voltage.

Fig. 145: Checking Left Rear Heated Seat Temp Sense Circuit For A Short To Voltage
1. Measure the voltage of the (P672) Left Rear Heated Seat Temp Sense circuit between the HSM C3
Yes
 Repair the (P672) Left Rear Heated Seat Temp Sense circuit for a short to voltage.
No
Go To 5.

(P177) LEFT REAR SEAT HEATER CONTROL CIRCUIT OR TO (P178) RIGHT REAR SEAT
HEATER CONTROL CIRCUIT
Fig. 146: Checking Left Rear Heated Seat Temp Sense Circuit For A Short To The Left Rear Seat
Heater Control Circuit Or To Right Rear Seat Heater Control Circuit


(P177) Left Rear Seat Heater Control circuit at the HSM C3 harness connector.
(P178) Right Rear Seat Heater Control circuit at the HSM C3 harness connector.
Yes
 Repair all circuits with a resistance below 10K Ohms for a short to the (P672) Left Rear
No
Go To 6.

6. CHECK (P672) LEFT REAR HEATED SEAT TEMP SENSE CIRCUIT VOLTAGE TO LEFT
REAR SEAT CUSHION HEATER
Fig. 147: Check Left Rear Heated Seat Temp Sense Circuit Voltage To Left Rear Seat Cushion
Heater

3. Measure the voltage between the (P672) Left Rear Heated Seat Temp Sense circuit and the (P968)
Heated Seat Sensor Return circuit at the Left Rear Seat Cushion Heater connector (harness side).
Is the voltage above 4.5-volts?
Yes
No
Go To 7.

7. CHECK (P672) LEFT REAR HEATED SEAT TEMP SENSE CIRCUIT OR AN OPEN
Fig. 148: Check Left Rear Heated Seat Temp Sense Circuit Or An Open

3. Measure the resistance of the (P672) Left Rear Heated Seat Temp Sense circuit between the HSM
C3 harness connector and the Left Rear Seat Cushion Heater harness connector.
Yes
 Go To 8.
No
Repair the (P672) Left Rear Heated Seat Temp Sense circuit for an open.


Fig. 149: Check Heated Seat Sensor Return Circuit For An Open
connector and the Left Rear Seat Cushion Heater connector (harness side).
Yes
No
B1EB4-1A-REAR RIGHT SEAT HEATER SENSOR - CIRCUIT RESISTANCE BELOW

THRESHOLD

WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects that the (P673) Right Rear Heated Seat Temp Sense circuit NTC is
POSSIBLE CAUSES
Possible Causes
(P673) RIGHT REAR HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO GROUND
(P673) RIGHT REAR HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO THE (Z923)
GROUND CIRCUIT
(P673) RIGHT REAR HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO THE (P968) HEATED
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No

2. CHECK (P673) RIGHT REAR HEATED SEAT TEMP SENSE CIRCUIT IN BODY HARNESS
Fig. 151: Check Right Rear Heated Seat Temp Sense Circuit In Body Harness For A Short To
Ground


Yes
 Go To 3.
No

3. CHECK (P673) RIGHT REAR HEATED SEAT TEMP SENSE CIRCUIT FOR A SHORT TO
GROUND
Fig. 152: Check Right Rear Heated Seat Temp Sense Circuit For A Short To Ground

3. Measure the resistance of the (P673) Right Rear Heated Seat Temp Sense circuit between ground
and the Right Rear Seat Cushion Heater connector (harness side).
Yes
 Repair the (P673) Right Rear Heated Seat Temp Sense circuit for a short to ground.
No
Go To 4.

Fig. 153: Check Right Rear Heated Seat Temp Sense Circuit For A Short To The Ground Circuit
Or To Heated Seat Sensor Return Circuit
1. Measure the resistance between the (P673) Right Rear Heated Seat Temp Sense circuit and the
(Z923) Ground circuit at the Right Rear Seat Cushion Heater connector (harness side).
(P968) Heated Seat Sensor Return circuit at the Right Rear Seat Cushion Heater connector (harness
side).
Yes
No
B1EB4-1B-REAR RIGHT SEAT HEATER SENSOR - CIRCUIT RESISTANCE ABOVE

THRESHOLD

WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects that the (P673) Right Rear Heated Seat Temp Sense circuit NTC is
POSSIBLE CAUSES
Possible Causes
(P673) RIGHT REAR HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO VOLTAGE
(P673) RIGHT REAR HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO THE (F931) FUSED
(P673) RIGHT REAR HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO THE (P178) RIGHT
(P673) RIGHT REAR HEATED SEAT TEMP SENSE CIRCUIT SHORTED TO THE (P177) LEFT
(P673) RIGHT REAR HEATED SEAT TEMP SENSE CIRCUIT OPEN
DIAGNOSTIC TEST

Is the DTC active?
Yes
 Go To 2.
No

VOLTAGE
Fig. 155: Checking Right Rear Heated Seat Temp Sense Circuit For A Short To Voltage


4. Measure the voltage of the (P673) Right Rear Heated Seat Temp Sense circuit between the HSM
C3 harness connector and ground.
Yes
 Go To 3.
No
Go To 4.

THE (F931) FUSED IGNITION RUN CONTROL OUTPUT CIRCUIT
Fig. 156: Checking Right Rear Heated Seat Temp Sense Circuit For A Short To The Fused Ignition
Run Control Output Circuit

(F931) Fused Ignition Run Control Output circuit at HSM C3 harness connector.
Yes
 Repair the (P673) Right Rear Heated Seat Temp Sense circuit for a short to the (F931) Fused
No
Repair the (P673) Right Rear Heated Seat Temp Sense circuit for a short to voltage.

Fig. 157: Checking Right Rear Heated Seat Temp Sense Circuit For A Short To Voltage
1. Measure the Voltage of the (P673) Right Rear Heated Seat Temp Sense circuit between the HSM
C3 harness connector and ground while adjusting the front seat.
Is there any Voltage present during the seat adjustment?

Yes
 Repair the (P673) Right Rear Heated Seat Temp Sense circuit for a short to voltage.
No
Go To 5.

(P178) RIGHT REAR SEAT HEATER CONTROL CIRCUIT OR TO (P177) LEFT REAR SEAT
HEATER CONTROL CIRCUIT
Fig. 158: Checking Right Rear Heated Seat Temp Sense Circuit For A Short To Right Rear Seat
Heater Control Circuit Or To Left Rear Seat Heater Control Circuit

2. Disconnect the Right Rear Seat Cushion Heater connector.
3. Disconnect the Left Rear Seat Cushion Heater connector.
(P178) Right Rear Seat Heater Control circuit at the HSM C3 harness connector.
(P177) Left Rear Seat Heater Control circuit at the HSM C3 harness connector.
Yes
No
Go To 6.

6. CHECK (P673) RIGHT REAR HEATED SEAT TEMP SENSE CIRCUIT VOLTAGE TO RIGHT
REAR SEAT CUSHION HEATER
Fig. 159: Check Right Rear Heated Seat Temp Sense Circuit Voltage To Right Rear Seat Cushion
Heater

3. Measure the voltage between the (P673) Right Rear Heated Seat Temp Sense circuit and the (P968)
Heated Seat Sensor Return circuit at the Right Rear Seat Cushion Heater connector (harness side).
Is the voltage above 4.5 Volts?
Yes
No
Go To 7.

7. CHECK (P673) RIGHT REAR HEATED SEAT TEMP SENSE CIRCUIT FOR AN OPEN
Fig. 160: Check Right Rear Heated Seat Temp Sense Circuit For An Open

3. Measure the resistance of the (P673) Right Rear Heated Seat Temp Sense circuit between the HSM
C3 connector and the Right Rear Seat Cushion Heater connector (harness side).
Yes
 Go To 8.
No
Repair the (P673) Right Rear Heated Seat Temp Sense circuit for an open.


Fig. 161: Check Heated Seat Sensor Return Circuit For An Open
harness connector and the Right Rear Seat Cushion Heater connector (harness side).
Yes
 Replace the Heated Seat Module (HSM) in accordance with the Service Information.
No

Fig. 162: Heated Seat Module Wiring Diagram

WHEN MONITORED:

SET CONDITION:
If the Heated Seat Module (HSM) detects Voltage above 16.0 volts on the (F930) Fused Ignition Run Control
Output circuit.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. CHECK FOR CHARGING SYSTEM DIAGNOSTIC TROUBLE CODES (DTCs)

2. Using a scan tool, read Powertrain Control Module (PCM) DTCs.
Yes

INDEX - NGC for Charging System diagnostic procedures .
No
Go To 2.


3. Start the engine and let run for one minute.
Is the DTC active?
Yes
 Go To 3.
No
wiring and connectors.


3. CHECK (F930) FUSED IGNITION RUN CONTROL OUTPUT CIRCUIT VOLTAGE
Fig. 163: Checking Fused Ignition Run Control Output Circuit Voltage

3. Start the engine and let idle.

4. Measure the voltage of the (F930) Fused Ignition Run Control Output circuit between the HSM C1
harness connector and ground and compare it to the voltage at the vehicle battery.
Is the Voltage measured at the HSM C1 connector the same as the voltage measured at the battery?
Yes
No
 Repair the (F930) Fused Ignition Run Control Output circuit for the cause of the high voltage
condition at the HSM.
B210C-18-BATTERY VOLTAGE INPUT - CIRCUIT BELOW THRESHOLD


WHEN MONITORED:
With engine running.

SET CONDITION:
The Heated Seat Module (HSM) detects Voltage below 10.0 volts on the (F930) Fused Ignition Run Control
Output circuit.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. CHECK FOR CHARGING SYSTEM DIAGNOSTIC TROUBLE CODES (DTCs)

Yes

No
Go To 2.


3. Start the engine and let it run for one minute.
Is the DTC active?
Yes
 Go To 3.
No
 Perform BODY VERIFICATION TEST. Refer to STANDARD PROCEDURE .
3. CHECK (F930) FUSED IGNITION RUN CONTROL OUTPUT CIRCUIT VOLTAGE
Fig. 165: Checking Fused Ignition Run Control Output Circuit Voltage


4. Measure the voltage of the (F930) Fused Ignition Run Control Output circuit between the HSM C1
harness connector and ground and compare it to the voltage at the vehicle battery.
Is the voltage measured at the HSM C1 connector the same as the voltage measured at the battery?
Yes
No
 Repair the (F930) Fused Ignition Run Control Output circuit for the cause of the low voltage
condition at the HSM.
WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) receives a battery Voltage below 10.0 volts status message through the CAN
Bus.
POSSIBLE CAUSES
Possible Causes
TOTALLY INTEGRATED POWER MODULE (TIPM) DIAGNOSTIC TROUBLE CODES (DTCs)
PRESENT
DIAGNOSTIC TEST
1. CHECK FOR CHARGING SYSTEM DTCs
NOTE: If present, diagnose and repair DTC U0141-00 Lost Communication With
IPM (FCM/TIPM) before proceeding with this diagnostic procedure.

Yes

No
Go To 2.

2. CHECK FOR DTCs IN TIPM

1. Using a scan tool, read TIPM DTCs.
Are there any DTCs set in the TIPM?
Yes
 Diagnose and repair the DTC(s). Refer to DIAGNOSIS AND TESTING .
No
Go To 3.

3. CHECK FOR ACTIVE DTC B210C-18-BATTERY VOLTAGE INPUT - CIRCUIT BELOW

THRESHOLD IN HSM
1. Using a scan tool, read HSM DTCs.
Is DTC B210C-18-BATTERY VOLTAGE INPUT - CIRCUIT BELOW THRESHOLD active?
Yes
 Diagnose and repair the DTC. Refer to DIAGNOSIS AND TESTING.
No
Go To 4.

4. VERIFY THIS DTC IS ACTIVE
NOTE:  Make sure the Battery is in good condition. Using a suitable Battery
Tester, test the Battery before continuing.
 Make sure system voltage is in the normal operating range of
approximately 12 to 14 volts before continuing.
 Inspect the vehicle for aftermarket accessories that may exceed the
Generator System output.
 Make sure the generator drive belt is in good operating condition.
 Inspect the fuses. If an open fuse is found, use the wire

diagram/schematic as a guide, inspect the wiring and connectors for
damage.

3. Start the engine and let it run for one minute.
Is the DTC active?
Yes
No
 The conditions that caused this code to set are not present at this time.
WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) receives a system Voltage above 16.0 volts status message through the CAN
Bus.
POSSIBLE CAUSES
Possible Causes
TIPM DIAGNOSTIC TROUBLE CODES (DTCs) PRESENT
DIAGNOSTIC TEST
1. CHECK FOR CHARGING SYSTEM DTCs

NOTE: If present, diagnose and repair DTC U0141-00 Lost Communication With
IPM (FCM/TIPM) before proceeding with this diagnostic procedure.

Yes

No
Go To 2.

2. CHECK FOR DTCs IN TIPM

1. Using a scan tool, read TIPM DTCs.
Are there any DTCs set in the TIPM?
Yes
 Diagnose and repair the DTC(s). Refer to DIAGNOSIS AND TESTING .
No
Go To 3.

3. CHECK FOR ACTIVE DTC B210C-17-BATTERY VOLTAGE INPUT - CIRCUIT ABOVE

THRESHOLD IN HSM
1. Using a scan tool, read HSM DTCs.
Is DTC B210C-17-BATTERY VOLTAGE INPUT - CIRCUIT ABOVE THRESHOLD active?
Yes
 Diagnose and repair the DTC. Refer to DIAGNOSIS AND TESTING.
No
Go To 4.

4. VERIFY THIS DTC IS ACTIVE
NOTE:  Make sure the Battery is in good condition. Using a suitable Battery
 Make sure system voltage is in the normal operating range of

approximately 12 to 14 volts before continuing.
 Inspect the vehicle for aftermarket accessories that may exceed the
 Make sure the generator drive belt is in good operating condition.
 Inspect the fuses. If an open fuse is found, use the wire
damage.

2. Turn the ignition Off.
3. Start the engine and let run for one minute.
Is the DTC active?
Yes
No
 The conditions that caused this code to set are not present at this time.
B221A-00-(HSM) HEATED SEAT MODULE INTERNAL
WHEN MONITORED:
SET CONDITION:
If the Heated Seat Module (HSM) detects an internal component failure.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

5. Operate each of the heated and vented systems one at a time, as equipped.
Is the DTC active?
Yes
No
U0011-00-CAN B BUS PERFORMANCE
WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) detects that the (D265) CAN Interior Bus (125K) (+) circuit or (D264) CAN
Interior Bus (125K) (-) circuit is shorted.
POSSIBLE CAUSES
Possible Causes
(D265) CAN INTERIOR BUS (125K) (+) CIRCUIT SHORTED TO GROUND
(D264) CAN INTERIOR BUS (125K) (-) CIRCUIT SHORTED TO VOLTAGE
(D265) CAN INTERIOR BUS (125K) (+) CIRCUIT SHORTED TO THE (D264) CAN INTERIOR
BUS (125K) (-) CIRCUIT

DIAGNOSTIC TEST
This module will not be able to communicate when this fault is active and therefore will only display this DTC
as stored. To diagnose this fault, use a scan tool and check for DTCs in the TIPM. If DTCs are active, diagnose
and repair the faults. Refer to DIAGNOSIS AND TESTING . If no DTCs are active, but there are stored Lost
Communication DTCs set, diagnose and repair these faults. Refer to DIAGNOSIS AND TESTING . If no
DTCs are set, perform BODY VERIFICATION TEST. Refer to STANDARD PROCEDURE .
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Yes

No
AND TESTING . .
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

proceeding.

Is this DTC active?
Yes
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
HVAC CONTROL MODULE
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
No
U1446-00-IMPLAUSIBLE HEATED STEERING WHEEL TEMPERATURE MESSAGE RECEIVED

(CCN)
Fig. 166: Heated Steering Wheel Control Circuit

THEORY OF OPERATION
The Heated Steering Wheel (HSW) Temperature Sensor is connected to the Right Steering Switch. The sensor
data is transferred from the Right Steering Switch to the Cluster (CCN) by way of the LIN bus, a serial sub-bus.
WHEN MONITORED:
SET CONDITION:
The Heated Seat Module (HSM) does not receive the Heated Steering Wheel (HSW) Temperature Sensor Fault
Signal from the Cluster (CCN) for more than two seconds.
POSSIBLE CAUSES
Possible Causes
(G110) HSW TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN
(G110) HSW TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(G110) HSW TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO THE (G902) SWITCH
MUX RETURN CIRCUIT
(G110) HSW TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO THE (G907) EVIC MUX
RETURN CIRCUIT
(G110) HSW TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO THE (Z911) GROUND
CIRCUIT
(G907) EVIC MUX RETURN CIRCUIT OPEN
HEATED STEERING WHEEL (HSW) TEMPERATURE SENSOR
RIGHT STEERING WHEEL SWITCH
DIAGNOSTIC TEST
NOTE: Diagnose and repair all active Bus related Diagnostic Trouble Codes
(DTCs) including Lost Communication DTCs before diagnosing this DTC.

Is the DTC active?
Yes
 Go To 2.
No
The conditions that caused this code to set are not present at this time. Using the wiring

diagram/schematic as a guide, inspect the wiring and connectors. Look for chafed, pierced,
pinched, or partially broken wires and broken, bent, pushed out, spread, corroded, or
contaminated terminals. Attempt to reproduce condition by rotating the steering wheel.
2. CHECK FOR AN OPEN OR SHORTED HSW TEMPERATURE SENSOR
Fig. 167: Checking HSW Temperature Sensor For An Open Or Short

1. Remove the Driver Airbag in accordance with the Service Information.

2. Disconnect the Steering Wheel Heater Sensor connector.

connectors between the HSW and the Right Steering Wheel Switch.
Look for chafed, pierced, pinched, or partially broken wires and
broken, bent, pushed out, spread, corroded, or contaminated
terminals.
3. Measure the Voltage between the (G110) HSW Temperature Sensor Signal circuit and the (G907)
EVIC MUX Return circuit at the Steering Wheel Heater Sensor connector.
Is the Voltage above 3.5-volts?
Yes
No
Go To 3.

3. CHECK (G110) HSW TEMPERATURE SENSOR SIGNAL CIRCUIT FOR AN OPEN

Fig. 168: Checking HSW Temperature Sensor Signal Circuit For An Open

2. Disconnect the Right Steering Wheel Switch connector.
3. Measure the resistance of the (G110) HSW Temperature Sensor Signal circuit between the Steering
Wheel Heater Sensor connector and the Right Steering Wheel Switch connector.

Yes
 Go To 4.
Yes
Repair the (G110) HSW Temperature Sensor Signal circuit for an open.

4. CHECK (G110) HSW TEMPERATURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO

GROUND
Fig. 169: Checking HSW Temperature Sensor Signal Circuit For A Short To Ground
1. Measure the resistance of the (G110) HSW Temperature Sensor Signal circuit between ground and
the Right Steering Wheel Switch connector.
Yes
 Repair the (G110) HSW Temperature Sensor Signal circuit for a short to ground.
No
Go To 5.

5. CHECK (G110) HSW TEMPERATURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO (G902)
SWITCH MUX RETURN CIRCUIT, (G907) EVIC MUX RETURN CIRCUIT, AND (Z911)
GROUND CIRCUIT
Fig. 170: Checking HSW Temperature Sensor Signal Circuit For A Short To Switch MUX Return
Circuit, EVIC MUX Return Circuit, & Ground Circuit
1. Measure the resistance between the (G110) HSW Temperature Sensor Signal circuit and the
(G902) Switch MUX Return circuit at the Right Steering Wheel Switch connector.
2. Measure the resistance between the (G110) HSW Temperature Sensor Signal circuit and the
(G907) EVIC MUX Return circuit at the Right Steering Wheel Switch connector.
3. Measure the resistance between the (G110) HSW Temperature Sensor Signal circuit and the (Z911)
Ground circuit at the Right Steering Wheel Switch connector.
Is the resistance below 10K Ohms between the (G110) HSW Temperature Sensor Signal circuit and
any of the other circuits?
Yes
 Repair all circuits with a resistance below 10K Ohms for a short to the (G110) HSW
Temperature Sensor Signal circuit.
No
Go To 6.

6. CHECK (G907) EVIC MUX RETURN CIRCUIT FOR AN OPEN
Fig. 171: Checking EVIC MUX Return Circuit For An Open

1. Measure the resistance of the (G907) EVIC MUX Return circuit between the Steering Wheel
Heater Sensor connector and the Right Steering Wheel Switch connector.
Yes
 Go To 7.
No
Repair the (G907) EVIC MUX Return circuit for an open.


7. CHECK FOR AN OPEN OR SHORTED RIGHT STEERING WHEEL SWITCH

1. Replace the Right Steering Wheel Switch in accordance with the Service Information.
2. Reconnect the Steering Wheel Heater Sensor connector.
Is the DTC active?
Yes
No
 Test complete.
2011 ACCESSORIES AND EQUIPMENT Intrusion Transceiver Module (ITM) - Electrical Diagnostics - Grand Cherokee
Intrusion Transceiver Module (ITM) - Electrical Diagnostics - Grand Cherokee

DTC Description
B1A20-00 PRE-ARM TIMEOUT
B1A3C-00 INTERNAL SIREN BATTERY
B1A3D-00 SIREN BATTERY TAMPER / LOSS OF POWER SUPPLY
B1A3E-00 SIREN / ITM MISMATCH
B1A3F-00 ITM ARMING SEQUENCE PERFORMANCE
B1A88-92 ULTRASONIC SENSOR CIRCUIT - PERFORMANCE OR INCORRECT
OPERATION
B210A-84 SYSTEM VOLTAGE LOW-SIGNAL BELOW ALLOWABLE RANGE
B210B-85 SYSTEM VOLTAGE LOW-SIGNAL ABOVE ALLOWABLE RANGE
B2206-00 CURRENT VIN MISSING/MISMATCH
B222A-00 VEHICLE LINE MISMATCH
B223C-00 INTRUSION TRANSCEIVER MODULE INTERNAL
U0010-00 CAN INTERIOR BUS
U110D-00 LOST COMMUNICATION WITH SECURITY SIREN
U140E-00 IMPLAUSIBLE VEHICLE CONFIGURATION DATA RECEIVED
U1415-00 IMPLAUSIBLE/MISSING VEHICLE CONFIGURATION DATA
U1416-00 IMPLAUSIBLE SECURITY SIREN SIGNAL RECEIVED

B1A20-00-PRE-ARM TIMEOUT
WHEN MONITORED:
During the Vehicle Theft and Security System (VTSS) pre-arm process.
SET CONDITION:
If the VTSS pre-arm sequence is interrupted within 16 seconds after securing the vehicle.
POSSIBLE CAUSES
Possible Causes
INTERMITTENT PROBLEM WITH FUSED B(+) TO CLUSTER
INTERMITTENT PROBLEM WITH CAN INTERIOR BUS CIRCUITS TO CLUSTER
DIAGNOSTIC TEST
NOTE: Diagnose any related Communication DTCs before continuing.
1. With a scan tool, read and record DTCs.

2. With the scan tool, clear DTCs.
3. Turn the ignition off and remove the key from the ignition.
4. Lock and close all doors to allow the VTSS to go from pre-arm to armed status and wait one
minute.
5. Disarm the VTSS.
6. With the scan tool, read ITM DTCs.
Does the DTC reset?
Yes
 Remove the Cluster and inspect the Fused B(+) and both CAN Interior Bus circuits for
spread terminals, corrosion or intermittent opens.
No
B1A3C-00-INTERNAL SIREN BATTERY
WHEN MONITORED:
Continuously, with the engine over 600 RPM.
SET CONDITION:
When the internal battery within the siren does not charge as expected, the ITM sets this code.
POSSIBLE CAUSES
Possible Causes
VEHICLE STORED WITH NO BATTERY VOLTAGE FOR EXTENDED PERIOD OF TIME
SIREN
DIAGNOSTIC TEST

2. Start the engine and allow it to idle for two minutes then turn the engine off.
Yes
 Go To 2.
No

2. VEHICLE STORED WITH NO BATTERY VOLTAGE FOR EXTENDED PERIOD OF TIME
NOTE: If the vehicle was allowed to sit with no battery voltage for an extended
period of time the back up battery located in the siren may discharge and
need to be recharged.
Was the vehicle battery power just restored after the vehicle was stored with no power for an extended
period of time?
Yes
 Allow the vehicle to sit with a fully charged battery for two hours then restart this diagnostic
procedure.
No
 Replace the Siren in accordance with the Service Information. Refer to SIREN , REMOVAL .
B1A3D-00-SIREN BATTERY TAMPER / LOSS OF POWER SUPPLY

Fig. 1: Intrusion Transceiver Module (ITM) Wiring Diagram

WHEN MONITORED:
Continuously with the VTSS armed.
SET CONDITION:
If the Intrusion Transceiver Module (ITM) detects incorrect voltage at the siren this code will set.
POSSIBLE CAUSES
Possible Causes
HARNESS TAMPERING/INTERMITTENT CONDITION
(A412) FUSED B+ CIRCUIT OPEN OR SHORTED TO GROUND
SIREN
DIAGNOSTIC TEST
1. INSPECT SIREN WIRING HARNESS

1. Inspect the wiring harness to the siren for any signs of tampering or intermittent condition.
Yes
 Repair wiring as necessary.

No
Go To 2.


minute.
4. Disarm the VTSS.
5. Using the scan tool, read DTCs.

Yes
 Go To 3.
No

3. CHECK THE (A412) FUSED B(+) CIRCUIT AT THE SIREN
Fig. 2: Checking Fused B(+) Circuit At The Siren


2. Disconnect the Siren harness connector.
3. Using a 12-volt test light connected to ground, check the (A412) Fused B(+) circuit.
Yes
 Go To 4.
No
Repair the (A412) Fused B(+) circuit for an open or short to ground.

4. CHECK THE (Z901) GROUND CIRCUIT AT THE SIREN

Fig. 3: Checking Ground Circuit At The Siren

1. Using a 12 volt test light connected to 12 volts, check the (Z901) Ground circuit at the siren
connector.
Yes
 Replace the Siren in accordance with the Service Information. Refer to SIREN ,
REMOVAL .
No

B1A3E-00-SIREN / ITM MISMATCH

Fig. 4: ITM Wiring Diagram

WHEN MONITORED:
While the VTSS is armed.
SET CONDITION:
Intrusion Transceiver Module (ITM) loses battery voltage.
POSSIBLE CAUSES
Possible Causes
CAN BUS COMMUNICATION PROBLEMS
INTERMITTENT LOSS OF FUSED B(+) TO THE ITM WITH THE VTSS ARMED
DIAGNOSTIC TEST

minute.
5. Disarm the VTSS.
Yes
 Check for and correct any CAN Bus DTCs set in the ITM or other modules. Also check for
intermittent loss Fused B(+) to the ITM.
No
B1A3F-00-ITM ARMING SEQUENCE PERFORMANCE


WHEN MONITORED:
During the VTSS pre-arm process.
SET CONDITION:
Intrusion Transceiver Module (ITM) loses battery voltage.
POSSIBLE CAUSES
Possible Causes
CAN BUS COMMUNICATION PROBLEMS
INTERMITTENT LOSS OF FUSED B(+) TO THE ITM DURING THE VTSS PRE-ARM PROCESS
DIAGNOSTIC TEST

minute.
5. Disarm the VTSS.
Yes
 Check for and correct any CAN Bus DTCs set in the ITM or other modules. Also check for
intermittent loss Fused B(+) to the ITM.
No
B1A88-92-ULTRASONIC SENSOR CIRCUIT - PERFORMANCE OR INCORRECT OPERATION
THEORY OF OPERATION
The Ultrasonic Sensor is integral to the Intrusion Transceiver Module (ITM) located in the Headliner.
WHEN MONITORED:
Continuously while the Vehicle Theft and Security System (VTSS) is armed.
SET CONDITION:
If the Intrusion Transceiver Module (ITM) does not receive the correct message back from the Intrusion Sensor.
POSSIBLE CAUSES
Possible Causes
INTRUSION TRANSCEIVER MODULE (ITM)
INTRUSION MODULE SENSOR
DIAGNOSTIC TEST

minute.
3. Disarm the VTSS.
Yes
 Go To 2.
No


2. CHECK THE INTRUSION MODULE SENSORS

2. Disconnect the Intrusion Module Sensors harness connector.
3. Using a volt/ohm meter set to measure capacitance, measure the capacitance of each sensor.
Is the capacitance range of each sensor between 1nF and 3nF?
Yes
 Replace the ITM in accordance with the Service Information. Refer to MODULE,
INTRUSION , REMOVAL .
No
 Replace the Intrusion Module Sensors in accordance with the Service Information. Refer to
SENSOR, INTRUSION MODULE , REMOVAL .
B210A-84-SYSTEM VOLTAGE LOW-SIGNAL BELOW ALLOWABLE RANGE


WHEN MONITORED:
SET CONDITION:
The Intrusion Transceiver Module (ITM) receives a low charging system voltage message over the CAN Bus or
detects voltage under 9.5 volts on the (A412) Fused B(+) circuit.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes

No
Go To 2.


1. With the scan tool, read the active ITM DTCs.
Yes
 Go To 3.
No

1. Disconnect the ITM harness connector.

Is the voltage measured at the ITM harness connector the same as measured at the battery?
Yes
No

B210B-85-SYSTEM VOLTAGE LOW-SIGNAL ABOVE ALLOWABLE RANGE
WHEN MONITORED:
SET CONDITION:
The Intrusion Transceiver Module (ITM) receives a high charging system voltage message over the CAN Bus
or detects voltage over 16.5 volts on the (A412) Fused B(+) circuit.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes

No
Go To 2.


1. With the scan tool, read the active ITM DTCs.
Yes
No
B2206-00-CURRENT VIN MISSING/MISMATCH
WHEN MONITORED:
SET CONDITION:
VIN stored in Intrusion Transceiver Module (ITM) does not match the VIN stored in the TIPM.
POSSIBLE CAUSES
Possible Causes
INTRUSION TRANSCEIVER MODULE SWAPPED FROM DIFFERENT VEHICLE
DIAGNOSTIC TEST

minute.
3. Disarm the VTSS.

Yes
No
 Test is complete.
B222A-00-VEHICLE LINE MISMATCH
WHEN MONITORED:
SET CONDITION:
Intrusion Transceiver Module (ITM) is not configured.
POSSIBLE CAUSES
Possible Causes
INTRUSION TRANSCEIVER MODULE CONFIGURATION
DIAGNOSTIC TEST
1. CONFIGURE THE INTRUSION TRANSCEIVER MODULE

1. Using the scan tool under miscellaneous functions perform the initialization procedure for the
Intrusion Transceiver Module.
minute.
5. Disarm the VTSS.
Does the DTC reset?
Yes
 Replace the Intrusion Transceiver Module in accordance with the Service Information. Refer
to MODULE, INTRUSION , REMOVAL .
No
 Test complete.
B223C-00-INTRUSION TRANSCEIVER MODULE INTERNAL
WHEN MONITORED:
SET CONDITION:
Internal Intrusion Transceiver Module (ITM) test failed.
POSSIBLE CAUSES
Possible Causes
INTRUSION TRANSCEIVER MODULE
DIAGNOSTIC TEST

minute.
5. Disarm the VTSS.
Yes
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(+) (125k) CIRCUIT
DIAGNOSTIC TEST

Is this DTC active?
Yes
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Yes

No
AND TESTING . .
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

proceeding.

Is this DTC active?
Yes
No
U110D-00-LOST COMMUNICATION WITH SECURITY SIREN


WHEN MONITORED:
SET CONDITION:
If the Intrusion Transceiver Module (ITM) does not receive messages from the Siren.
POSSIBLE CAUSES
Possible Causes
(A412) FUSED B(+) CIRCUIT OPEN OR SHORTED TO GROUND
(D96) SIREN SIGNAL CONTROL CIRCUIT SHORTED TO BATTERY
(D96) SIREN SIGNAL CONTROL CIRCUIT OPEN
(D96) SIREN SIGNAL CONTROL CIRCUIT SHORTED TO GROUND
SIREN
DIAGNOSTIC TEST

2. Arm the VTSS and wait one minute.
3. Disarm the VTSS and turn the ignition on.
Yes
 Go To 2.
No

2. (A412) FUSED B(+) CIRCUIT OPEN OR SHORTED TO GROUND



3. Using a 12-volt test light connected to ground, check the (A412) Fused B(+) circuit in the Siren
harness connector.
Yes
 Go To 3.
No
Repair the (A412) FUSED B(+) circuit for an open or short to ground.

3. (Z901) GROUND CIRCUIT OPEN

1. Using a 12-volt test light connected to 12-volts, check the (Z901) Ground circuit at the Siren
harness connector.
Yes
 Go To 4.
No


4. FAULTY SIREN
Fig. 11: Checking For Faulty Siren

Use the DRBIII® and set up as follows:
1. Use the Scope input cable CH7058, Cable to Probe adapter CH7062, and the red and black test
probes.
2. Connect the scope input cable to the channel one connector on the DRBIII®. Attach the red and
black leads and the cable to probe adapter to the scope input cable.
3. Select DRBIII® Stand-alone.
4. Select lab scope.
5. Select Live.
6. Select 12 volt square wave.
7. Press F2 for Scope.
8. Press F2 and use the down arrow to set voltage range to 20 volts. Press F2 again when complete.
10. Connect the black lead to the chassis ground. Connect the red lead to the (D96) Siren Signal
Control circuit in the Siren connector.
11. Close all doors and arm the VTSS.
12. Observe the voltage displayed on the DRBIII® Lab Scope.
Is there a voltage square wave present 1 to 2 seconds?
Yes
 Connect a known good siren and try to reset the DTC. If the DTC does not reset the original
siren needs to be replaced. If the DTC does reset replace the ITM. Refer to MODULE,
No
Go To 5.

5. (D96) SIREN SIGNAL CONTROL CIRCUIT SHORTED TO BATTERY

Fig. 12: Checking Siren Signal Control Circuit For A Short To Battery

2. Measure the voltage of the (D96) Siren Signal Control circuit.
Yes
 Repair the (D96) Siren Signal Control circuit for a short to voltage.
No
Go To 6.

6. (D96) SIREN SIGNAL CONTROL CIRCUIT SHORTED TO GROUND

Fig. 13: Checking Siren Signal Control Circuit For A Short To Ground

2. Disconnect the ITM harness connector.
3. Measure the resistance between ground and the (D96) Siren Signal Control circuit.
Yes
 Go To 7.
No
Repair the (D96) Siren Signal Control circuit for a short to ground.

7. (D96) SIREN SIGNAL CONTROL CIRCUIT OPEN

Fig. 14: Checking Siren Signal Control Circuit For An Open

1. Measure the resistance of the (D96) Siren Signal Control circuit.
Yes
No
 Repair the (D96) Siren Signal Control circuit for an open.

U140E-00-IMPLAUSIBLE VEHICLE CONFIGURATION DATA RECEIVED
WHEN MONITORED:
SET CONDITION:
The Intrusion Transceiver Module (ITM) receives incorrect vehicle configuration information from the Totally
Integrated Power Module (TIPM).
POSSIBLE CAUSES
Possible Causes
CAN BUS DTCS SET IN TOTALLY INTEGRATED POWER MODULE (TIPM)
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CAN BUS DTCS SET IN TOTALLY INTEGRATED POWER MODULE (TIPM)
NOTE: Verify that the TIPM has the correct vehicle configuration before
proceeding with this test step.
Are there any active CAN Bus DTCs present?
Yes
No
U1415-00-IMPLAUSIBLE/MISSING VEHICLE CONFIGURATION DATA
WHEN MONITORED:
SET CONDITION:
The Intrusion Transceiver Module (ITM) receives incorrect vehicle configuration information from the Totally
Integrated Power Module (TIPM).
POSSIBLE CAUSES
Possible Causes
CAN BUS DTCS SET IN TOTALLY INTEGRATED POWER MODULE (TIPM)
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CAN BUS DTCS SET IN TOTALLY INTEGRATED POWER MODULE (TIPM)
NOTE: Verify that the TIPM has the correct vehicle configuration before
proceeding with this test step.
Are there any active CAN Bus DTCs present?
Yes
No
U1416-00-IMPLAUSIBLE SECURITY SIREN SIGNAL RECEIVED


THEORY OF OPERATION
For a description and operation of the Intrusion Siren, refer to SIREN , OPERATION , and refer to SIREN ,
DESCRIPTION .
WHEN MONITORED:
SET CONDITION:
If the Intrusion Transceiver Module (ITM) does not receive messages from the Siren.
POSSIBLE CAUSES
Possible Causes
(A412) FUSED B(+) CIRCUIT OPEN OR SHORTED TO GROUND
(D96) SIREN SIGNAL CONTROL CIRCUIT SHORTED TO BATTERY
(D96) SIREN SIGNAL CONTROL CIRCUIT OPEN
(D96) SIREN SIGNAL CONTROL CIRCUIT SHORTED TO GROUND
SIREN
DIAGNOSTIC TEST

2. Arm the VTSS and wait one minute.
Yes
 Go To 2.
No
2. (A412) FUSED B(+) OPEN OR SHORTED TO GROUND


2. Using a 12-volt test light connected to ground, check the (A412) Fused B(+) circuit in the Siren
harness connector.
Yes
 Go To 3.
No
Repair the (A412) Fused B(+) circuit for an open or a short to ground.


1. Using a 12-volt test light connected to 12-volts, check the (Z901) Ground circuit at the Siren
harness connector.

Yes
 Go To 4.
No


4. FAULTY SIREN
Fig. 18: Checking For Faulty Siren

Use the DRBIII® and set up as follows:
1. Use the Scope input cable CH7058, Cable to Probe adapter CH7062, and the red and black test
probes.
2. Connect the scope input cable to the channel one connector on the DRBIII®. Attach the red and
black leads and the cable to probe adapter to the scope input cable.
3. Select DRBIII® Stand-alone.
4. Select lab scope.
5. Select Live.
6. Select 12 volt square wave.
7. Press F2 for Scope.
8. Press F2 and use the down arrow to set voltage range to 20 volts. Press F2 again when complete.
9. Disconnect the Siren connector.
10. Connect the black lead to the chassis ground. Connect the red lead to the (D96) Siren Signal
Control circuit in the Siren connector.
11. Close all doors and arm the VTSS.
12. Observe the voltage displayed on the DRBIII® Lab Scope.
Is there a voltage square wave present 1 to 2 seconds?
Yes
 Connect a known good siren and try to reset the DTC. If the DTC does not reset the original
siren needs to be replaced. If the DTC does reset replace the Intrusion Transceiver Module in
accordance with the Service Information. Refer to MODULE, INTRUSION , REMOVAL .
No
Go To 5.

5. (D96) SIREN SIGNAL CONTROL CIRCUIT SHORTED TO BATTERY

Fig. 19: Checking Siren Signal Control Circuit For A Short To Battery

2. Measure the voltage of the (D96) Siren Signal Control circuit.
Yes
 Repair the (D96) Siren Signal Control circuit for a short to voltage.
No
Go To 6.

6. (D96) SIREN SIGNAL CONTROL CIRCUIT SHORTED TO GROUND

Fig. 20: Checking Siren Signal Control Circuit For A Short To Ground

2. Disconnect the Intrusion Transceiver Module harness connector.
3. Measure the resistance between ground and the (D96) Siren Signal Control circuit.
Yes
 Go To 7.
No
Repair the (D96) Siren Signal Control circuit for a short to ground.

7. (D96) SIREN SIGNAL CONTROL CIRCUIT OPEN

Fig. 21: Checking Siren Signal Control Circuit For An Open


2. Measure the resistance of the (D96) Siren Signal Control circuit between the Intrusion Transceiver
Module and the Siren connector.
Yes
No
 Repair the (D96) Siren Signal Control circuit for an open.

2011 ACCESSORIES AND EQUIPMENT Memory Seat Module (MSMD) - Electrical Diagnostics - Grand Cherokee
Memory Seat Module (MSMD) - Electrical Diagnostics - Grand Cherokee

DTC Description
B1D5E-13 POWER SEAT SWITCH-CIRCUIT OPEN
B1D62-2A POWER SEAT SWITCH STUCK-STUCK
B1D6B-11 SEAT HORIZONTAL POSITION SENSOR-CIRCUIT SHORT TO GROUND
B1D6B-12 SEAT HORIZONTAL POSITION SENSOR-CIRCUIT SHORT TO BATTERY
B1D6F-11 SEAT FRONT VERTICAL POSITION SENSOR-CIRCUIT SHORT TO
GROUND
B1D6F-12 SEAT FRONT VERTICAL POSITION SENSOR-CIRCUIT SHORT TO
BATTERY
B1D73-11 SEAT REAR VERTICAL POSITION SENSOR-CIRCUIT SHORT TO GROUND
B1D73-12 SEAT REAR VERTICAL POSITION SENSOR-CIRCUIT SHORT TO BATTERY
B1D77-11 SEAT RECLINER POSITION SENSOR-CIRCUIT SHORT TO GROUND
B1D77-12 SEAT RECLINER POSITION SENSOR-CIRCUIT SHORT TO BATTERY
B1D7B-00 SEAT HORIZONTAL MOTOR CONTROL CIRCUIT PERFORMANCE
B1D7F-00 SEAT FRONT VERTICAL MOTOR CONTROL CIRCUIT PERFORMANCE
B1D83-00 SEAT REAR VERTICAL MOTOR CONTROL CIRCUIT PERFORMANCE
B1D87-00 SEAT BACKREST MOTOR CONTROL CIRCUIT PERFORMANCE
B1D8B-11 STEERING COLUMN TELESCOPE POSITION SENSOR-CIRCUIT SHORT TO
GROUND
B1D8B-12 STEERING COLUMN TELESCOPE POSITION SENSOR-CIRCUIT SHORT TO
BATTERY
B1D8F-11 STEERING COLUMN TILT POSITION SENSOR-CIRCUIT SHORT TO
GROUND
B1D8F-12 STEERING COLUMN TILT POSITION SENSOR-CIRCUIT SHORT TO
BATTERY
B1D93-00 STEERING COLUMN TELESCOPE MOTOR CONTROL CIRCUIT
PERFORMANCE
B1D97-00 STEERING COLUMN TILT MOTOR CONTROL CIRCUIT PERFORMANCE
B1D9B-54 SEAT HORIZONTAL FRONT STOP NOT LEARNED-MISSING
CALIBRATION
B210A-84 SYSTEM VOLTAGE LOW - SIGNAL BELOW ALLOWABLE RANGE
B210B-85 SYSTEM VOLTAGE LOW-SIGNAL ABOVE ALLOWABLE RANGE
B210D-21 SYSTEM VOLTAGE LOW-SIGNAL AMPLITUDE LESS THAN MINIMUM
B210E-22 SYSTEM VOLTAGE LOW-SIGNAL AMPLITUDE GREATER THAN
MAXIMUM
B221C-42 (MSM) MEMORY SEAT MODULE INTERNAL-GENERAL MEMORY
FAILURE
U0011-00 CAN INTERIOR BUS OFF PERFORMANCE
U0013-00 CAN INTERIOR BUS (+) CIRCUIT LOW
U0014-00 CAN INTERIOR BUS (+) CIRCUIT HIGH
U0016-00 CAN INTERIOR BUS (-) CIRCUIT LOW
U0017-00 CAN INTERIOR BUS (-) CIRCUIT HIGH
U0203-00 LOST COMMUNICATION WITH LEFT FRONT DOOR MODULE

B1D5E-13-POWER SEAT SWITCH-CIRCUIT OPEN
Fig. 1: Driver Seat Switch Circuit Wiring Diagram

THEORY OF OPERATION
The Memory System is made up of the Memory Seat Module (MSMD), Memory Switch, Driver Seat Switch,
Tilt/Telescope Switch, multiple Seat Motors which also each contain a hall-effect position sensor, and the Tilt
and Telescope Steering Motors, both of which contain a hall-effect position sensor.
When the Driver Seat Switch is used to command seat movement, a signal is sent from the Switch to the
MSMD via a MUX signal circuit. The MSMD will then command the appropriate Seat Motor or Motors to
move the seat in the commanded direction as long as the Driver Seat Switch is held in that direction. When seat
movement is commanded, the MSMD also powers the hall-effect position sensor located in each Seat Motor.
These hall-effect sensors provide feedback to the MSMD in relation to the seat's position. The Tilt and
Telescoping Steering operate in a similar manner, with the Tilt Switch and Telescope Switch sending a signal to
the MSMD from the Steering Column Control Module (SCCM) via the Controller Area Network (CAN) bus
circuit. The Tilt Motor and Telescope Motor are then commanded by the MSMD based on the Switch input.
The Tilt Motor and Telescope Motor also each have a hall-effect position sensor.
The Memory Switch is used to set and recall memory seat and steering positions. When a Memory Switch
button is pressed, a signal is sent from the Switch to the Driver Door Module (DDM) via a MUX signal circuit.
The DDM will then request the MSMD perform the function via the Controller Area Network (CAN) bus
circuit. If the SET button on the Memory Switch is pressed, followed by the 1 or 2 button, the MSMD will store
the seat and steering position based on the position inputs received from the hall-effect position sensor. If the 1
or 2 button on the Memory Switch is pressed, the MSMD will recall the stored position for that particular
selection and return the seat and steering column to the stored position. Memory position may also be recalled
using a linked FOBIK transmitter. For driver safety, the MSMD will prevent the memory recall function from
being initiated if the transmission gear selector lever is not in the Park position or if the vehicle is moving. For
further information. Refer to MODULE, MEMORY, SEAT , OPERATION .
WHEN MONITORED:
Continuously.
SET CONDITION:
The MSMD detects an open in either driver seat switch MUX circuit.
POSSIBLE CAUSES
Possible Causes
(P309) DRIVER SEAT REAR VERTICAL/HORIZONTAL SWITCH MUX CIRCUIT OPEN
(P311) DRIVER SEAT FRONT VERTICAL/RECLINER SWITCH MUX CIRCUIT OPEN
(P28) DRIVER SEAT SWITCH MUX RETURN CIRCUIT OPEN
DRIVER SEAT SWITCH
MEMORY SEAT MODULE
DIAGNOSTIC TEST

2. With the scan tool, record and erase DTCs
3. Cycle the Driver Seat Switch in all directions several times.
4. Wait one minute.
Does the scan tool display B1D5E-13-POWER SEAT SWITCH-CIRCUIT OPEN?
Yes
 Go To 2.
No

 Perform the POWER SEAT SYSTEM VERIFICATION TEST. Refer to STANDARD
PROCEDURE.
2. CHECKING THE (P28) DRIVER SEAT SWITCH MUX RETURN CIRCUIT
Fig. 2: Checking Driver Seat Switch MUX Return Circuit


2. Disconnect the Driver Seat Switch harness connector.
3. Measure the resistance between ground and the (P28) Driver Seat Switch MUX Return circuit.
Is the resistance below 40 Ohms?
Yes
 Go To 3.
No
Go To 5.

3. CHECKING THE (P311) DRIVER SEAT FRONT VERTICAL/RECLINER SWITCH MUX

CIRCUIT
Fig. 3: Measuring Resistance Between Driver Seat Front Vertical/Recliner Switch MUX Circuit &
Driver Seat Switch MUX Return Circuit
1. Connect the Driver Seat Switch harness connector.

2. Disconnect the MSMD C4 harness connector.
3. Measure the resistance between the (P311) Driver Seat Front Vertical/Recliner Switch MUX circuit
and the (P28) Driver Seat Switch MUX Return circuit.
Is the resistance between 40 and 60 Ohms?
Yes
 Go To 4.
No
Go To 6.

4. CHECKING THE (P309) DRIVER SEAT REAR VERTICAL/HORIZONTAL SWITCH MUX

CIRCUIT
Fig. 4: Checking Driver Seat Rear Vertical/Horizontal Switch MUX Circuit

1. Measure the resistance between the (P309) Driver Seat Rear Vertical/Horizontal Switch MUX
circuit and the (P28) Driver Seat Switch MUX Return circuit.
Is the resistance between 40 and 60 Ohms?
Yes
 Go To 8.
No
Go To 7.

5. CHECKING THE (P28) DRIVER SEAT SWITCH MUX RETURN CIRCUIT FOR AN OPEN OR
EXCESSIVE RESISTANCE
Fig. 5: Checking Driver Seat Switch MUX Return Circuit For An Open Or Excessive Resistance

2. Measure the resistance of the (P28) Driver Seat Switch MUX Return circuit between the Driver
Seat Switch harness connector and the MSMD harness connector.
Yes
 Repair the open or excessive resistance in the (P28) Driver Seat Switch MUX Return circuit.
PROCEDURE.
No
Go To 8.

6. CHECKING THE (P311) DRIVER SEAT FRONT VERTICAL/RECLINER SWITCH MUX

CIRCUIT FOR AN OPEN OR EXCESSIVE RESISTANCE
Fig. 6: Checking Driver Seat Front Vertical/Recliner Switch MUX Circuit For Open Or Excessive
Resistance

2. Measure the resistance of the (P311) Driver Seat Front Vertical/Recliner Switch MUX circuit
between the Driver Seat Switch harness connector and the MSMD harness connector.
Is the resistance above 10 Ohms.
Yes
 Repair the open or excessive resistance in the (P311) Driver Seat Front Vertical/Recliner
Switch MUX circuit.
PROCEDURE.
No
Replace the Driver Seat Switch in accordance with the Service Information. Refer to

SWITCH, SEAT , REMOVAL .
PROCEDURE.
7. CHECKING THE (P309) DRIVER SEAT REAR VERTICAL/HORIZONTAL SWITCH MUX
CIRCUIT FOR AN OPEN OR EXCESSIVE RESISTANCE
Fig. 7: Checking Driver Seat Rear Vertical/Horizontal Switch MUX Circuit For Open Or Excessive
Resistance

2. Measure the resistance of the (P309) Driver Seat Rear Vertical/Horizontal Switch MUX circuit
between the Driver Seat Switch harness connector and the MSMD harness connector.
Yes
 Repair the open or excessive resistance in the (P309) Driver Seat Rear Vertical/Horizontal
Switch MUX circuit.
PROCEDURE.
No
Replace the Driver Seat Switch in accordance with the Service Information. Refer to

PROCEDURE.
8. MEMORY SEAT MODULE (MSMD)
1. Using the wiring diagram/schematic as a guide, inspect the wiring and harness connectors between
the Driver Seat Switch and the MSMD.
2. Look for any chafed, pierced, pinched, or partially broken wires.
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal
contact in the Driver Seat Switch and MSMD harness connectors.
Yes
PROCEDURE.
No
 Replace the MSMD in accordance with the Service Information. Refer to MODULE,
MEMORY, SEAT , REMOVAL .
PROCEDURE.
B1D62-2A-POWER SEAT SWITCH STUCK-STUCK
THEORY OF OPERATION
The Memory System is made up of the Memory Seat Module (MSM), Memory Switch, Driver Seat Switch,
multiple Seat Motors which also each contain a hall-effect position sensor, and the Tilt and Telescope Steering
Motors, both of which contain a hall-effect position sensor.
When the Driver Seat Switch is used to command seat movement, a signal is sent from the Switch to the MSM
via a MUX signal circuit. The MSM will then command the appropriate Seat Motor or Motors to move the seat
in the commanded direction as long as the Driver Seat Switch is held in that direction. When seat movement is
commanded, the MSM also powers the hall-effect position sensor located in each Seat Motor. These hall-effect
sensors provide feedback to the MSM in relation to the seat's position. The Tilt and Telescoping Steering
operate in a similar manner, with the Tilt Switch and Telescope Switch sending a signal to the MSM via a MUX
signal circuit. The Tilt Motor and Telescope Motor are then commanded by the MSM based on the Switch
input. The Tilt Motor and Telescope Motor also each have a hall-effect position sensor.
The DDM will then request the MSM perform the function via the Controller Area Network (CAN) bus circuit.
If the SET button on the Memory Switch is pressed, followed by the 1 or 2 button, the MSM will store the seat
and steering position based on the position inputs received from the hall-effect position sensor. If the 1 or 2
button on the Memory Switch is pressed, the MSM will recall the stored position for that particular selection
and return the seat and steering column to the stored position. Memory position may also be recalled using a
linked FOBIK transmitter. For driver safety, the MSM will prevent the memory recall function from being
initiated if the transmission gear selector lever is not in the Park position or if the vehicle is moving. For further
information. Refer to MODULE, MEMORY, SEAT , OPERATION .
WHEN MONITORED:
Continuously.
SET CONDITION:
The Memory Seat Module (MSM) detects that the Driver Seat Switch is in an active position for longer than 50
seconds.
POSSIBLE CAUSES
Possible Causes
DRIVER SEAT SWITCH
DIAGNOSTIC TEST
1. TEST FOR AN INTERMITTENT CONDITION


3. Cycle the Driver Seat Switch in all directions several times.
4. Wait one minute.
Does the scan tool display B1D62-2A-POWER SEAT SWITCH STUCK-STUCK?
Yes
 Replace the Driver Seat Switch in accordance with the Service Information. Refer to
 Perform POWER SEAT SYSTEM VERIFICATION TEST. Refer to STANDARD
PROCEDURE.
No
time. Using the wiring diagram as a guide, check all related splices and connectors for signs
PROCEDURE.
B1D6B-11-SEAT HORIZONTAL POSITION SENSOR-CIRCUIT SHORT TO GROUND

Fig. 8: Seat Motor Wiring Diagram

THEORY OF OPERATION
WHEN MONITORED:
The seat motor is activated.
SET CONDITION:
If sensor voltage is not within a specified range. The DTC will only set when the seat switch is moved in the
same direction three consecutive times.
POSSIBLE CAUSES
Possible Causes
(G401) DRIVER SEAT HORIZONTAL POSITION SENSE CIRCUIT SHORTED TO GROUND
DRIVER HORIZONTAL SEAT ADJUSTER MOTOR
MEMORY SEAT MODULE
DIAGNOSTIC TEST

3. Move the Seat Switch in the horizontal position three times.
Does the scan tool display B1D6B-11-SEAT HORIZONTAL POSITION SENSOR-CIRCUIT

SHORT TO GROUND?
Yes
 Go To 2.
No

PROCEDURE.
2. CHECKING THE (G401) DRIVER SEAT HORIZONTAL POSITION SENSE CIRCUIT
Fig. 9: Checking Driver Seat Horizontal Position Sense Circuit

1. Disconnect the Driver Horizontal Seat Adjuster Motor harness connector.

2. Measure the voltage between the (G401) Driver Seat Horizontal Position Sense circuit and ground.

Yes
 Replace the Seat Adjuster Horizontal Motor Assembly in accordance with the Service
Information. Refer to MOTOR, SEAT ADJUSTER , REMOVAL .
PROCEDURE.
No
Go To 3.

3. CHECKING THE (G401) DRIVER SEAT HORIZONTAL POSITION SENSE CIRCUIT FOR A
SHORT TO GROUND
Fig. 10: Checking Driver Sense Circuit For Short To Ground


3. Measure the resistance between ground and the (G401) Driver Seat Horizontal Position Sense
circuit.
Is the resistance below 1K Ohms.
Yes
 Repair the short to ground in the (G401) Driver Seat Horizontal Position Sense circuit.
PROCEDURE.
No
Go To 4.


the Driver Horizontal Seat Adjuster Motor and the MSMD.
contact in the Driver Horizontal Seat Adjuster Motor and MSMD harness connectors.
Yes
PROCEDURE.
No
PROCEDURE.
B1D6B-12-SEAT HORIZONTAL POSITION SENSOR-CIRCUIT SHORT TO BATTERY


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(G401) DRIVER SEAT HORIZONTAL POSITION SENSE CIRCUIT SHORTED TO VOLTAGE
MEMORY SEAT MODULE
DIAGNOSTIC TEST

Does the scan tool display B1D6B-11-SEAT HORIZONTAL POSITION SENSOR-CIRCUIT

SHORT TO GROUND?
Yes
 Go To 2.
No

PROCEDURE.



Yes
 Go To 3.
No
Replace the Seat Adjuster Horizontal Motor Assembly in accordance with the Service

PROCEDURE.
3. CHECKING THE (G401) DRIVER SEAT HORIZONTAL POSITION SENSE CIRCUIT FOR A
SHORT TO VOLTAGE


Is the voltage above 1 volt?

Yes
 Repair the short to voltage in the (G401) Driver Seat Horizontal Position Sense circuit.
PROCEDURE.
No
Go To 4.


the Driver Horizontal Seat Adjuster Motor and the MSMD.
contact in the Driver Horizontal Seat Adjuster Motor and MSMD harness connectors.
Yes
PROCEDURE.
No
PROCEDURE.
B1D6F-11-SEAT FRONT VERTICAL POSITION SENSOR-CIRCUIT SHORT TO GROUND


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(G404) DRIVER SEAT FRONT VERTICAL POSITION SENSE CIRCUIT SHORTED TO GROUND
DRIVER FRONT VERTICAL SEAT ADJUSTER MOTOR
MEMORY SEAT MODULE
DIAGNOSTIC TEST

3. Move the Seat Switch in the front vertical position three times.
Does the scan tool display B1D6F-11-SEAT FRONT VERTICAL POSITION SENSOR-CIRCUIT
SHORT TO GROUND?
Yes
 Go To 2.
No

PROCEDURE.
2. CHECKING THE (G404) DRIVER SEAT FRONT VERTICAL POSITION SENSE CIRCUIT

1. Disconnect the Driver Seat Front Vertical Adjuster Motor harness connector.
2. Measure the voltage between the (G404) Driver Seat Front Vertical Position Sense circuit and
ground.
Yes
 Replace the Seat Adjuster Front Vertical Motor Assembly in accordance with the Service
PROCEDURE.
No
Go To 3.



3. Measure the resistance between ground and the (G404) Driver Seat Front Vertical Position Sense
circuit.
Yes
 Repair the short to ground in the (G404) Driver Seat Front Vertical Position Sense circuit.
PROCEDURE.
No
Go To 4.


the Driver Seat Front Vertical Adjuster Motor and the MSMD.
contact in the Driver Seat Front Vertical Adjuster Motor and MSMD harness connectors.
Yes
PROCEDURE.
No
PROCEDURE.
B1D6F-12-SEAT FRONT VERTICAL POSITION SENSOR-CIRCUIT SHORT TO BATTERY


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(G404) DRIVER SEAT FRONT VERTICAL POSITION SENSE CIRCUIT SHORTED TO VOLTAGE
DRIVER SEAT FRONT VERTICAL ADJUSTER MOTOR
MEMORY SEAT MODULE
DIAGNOSTIC TEST

Does the scan tool display B1D6F-11-SEAT FRONT VERTICAL POSITION SENSOR-CIRCUIT
SHORT TO GROUND?
Yes
 Go To 2.
No

PROCEDURE.

1. Disconnect the Driver Seat Front Vertical Adjuster Motor harness connector.
ground.
Yes
 Go To 3.
No
Replace the Seat Adjuster Front Vertical Motor Assembly in accordance with the Service

PROCEDURE.
FOR A SHORT TO VOLTAGE


ground.
Yes
 Repair the short to voltage in the (G404) Driver Seat Front Vertical Position Sense circuit.
PROCEDURE.
No
Go To 4.


Yes
PROCEDURE.
No
PROCEDURE.
B1D73-11-SEAT REAR VERTICAL POSITION SENSOR-CIRCUIT SHORT TO GROUND


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(G402) DRIVER SEAT REAR VERTICAL POSITION SENSE CIRCUIT SHORTED TO GROUND
DRIVER REAR VERTICAL SEAT ADJUSTER MOTOR
MEMORY SEAT MODULE
DIAGNOSTIC TEST

3. Move the Seat Switch in the rear vertical position three times.
Does the scan tool display B1D73-11-SEAT REAR VERTICAL POSITION SENSOR-CIRCUIT
SHORT TO GROUND?
Yes
 Go To 2.
No

PROCEDURE.
2. CHECKING THE (G402) DRIVER SEAT REAR VERTICAL POSITION SENSE CIRCUIT

1. Disconnect the Driver Seat Rear Vertical Adjuster Motor harness connector.
2. Measure the voltage between the (G402) Driver Seat Rear Vertical Position Sense circuit and
ground.
Yes
 Replace the Seat Adjuster Rear Vertical Motor Assembly in accordance with the Service
PROCEDURE.
No
Go To 3.

3. CHECKING THE (G402) DRIVER SEAT REAR VERTICAL POSITION SENSE CIRCUIT FOR
A SHORT TO GROUND


3. Measure the resistance between ground and the (G402) Driver Seat Rear Vertical Position Sense
circuit.
Yes
 Repair the short to ground in the (G402) Driver Seat Rear Vertical Position Sense circuit.
PROCEDURE.
No
Go To 4.


the Driver Seat Rear Vertical Adjuster Motor and the MSMD.
contact in the Driver Seat Rear Vertical Adjuster Motor and MSMD harness connectors.
Yes
PROCEDURE.
No
PROCEDURE.
B1D73-12-SEAT REAR VERTICAL POSITION SENSOR-CIRCUIT SHORT TO BATTERY


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(G402) DRIVER SEAT REAR VERTICAL POSITION SENSE CIRCUIT SHORTED TO VOLTAGE
MEMORY SEAT MODULE
DIAGNOSTIC TEST

Does the scan tool display B1D73-11-SEAT REAR VERTICAL POSITION SENSOR-CIRCUIT
SHORT TO GROUND?
Yes
 Go To 2.
No

PROCEDURE.

1. Disconnect the Driver Seat Rear Vertical Adjuster Motor harness connector.
ground.
Yes
 Go To 3.
No
Replace the Seat Adjuster Rear Vertical Motor Assembly in accordance with the Service

PROCEDURE.
A SHORT TO VOLTAGE


ground.
Yes
 Repair the short to voltage in the (G402) Driver Seat Rear Vertical Position Sense circuit.
PROCEDURE.
No
Go To 4.


Yes
PROCEDURE.
No
PROCEDURE.
B1D77-11-SEAT RECLINER POSITION SENSOR-CIRCUIT SHORT TO GROUND


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(G403) DRIVER SEAT RECLINER POSITION SENSE CIRCUIT SHORTED TO GROUND
DRIVER RECLINER SEAT ADJUSTER MOTOR
MEMORY SEAT MODULE
DIAGNOSTIC TEST

3. Move the Seat Switch in the recliner position three times.
Does the scan tool display B1D77-11-SEAT RECLINER POSITION SENSOR-CIRCUIT SHORT
TO GROUND?
Yes
 Go To 2.
No

PROCEDURE.
2. CHECKING THE (G403) DRIVER SEAT RECLINER POSITION SENSE CIRCUIT

1. Disconnect the Driver Seat Recliner Adjuster Motor harness connector.

2. Measure the voltage between the (G403) Driver Seat Recliner Position Sense circuit and ground.

Yes
 Replace the Seat Adjuster Recliner Motor Assembly in accordance with the Service
PROCEDURE.
No
Go To 3.

3. CHECKING THE (G403) DRIVER SEAT RECLINER POSITION SENSE CIRCUIT FOR A
SHORT TO GROUND


3. Measure the resistance between ground and the (G403) Driver Seat Recliner Position Sense circuit.

Yes
 Repair the short to ground in the (G403) Driver Seat Recliner Position Sense circuit.
PROCEDURE.
No
Go To 4.


the Driver Seat Recliner Adjuster Motor and the MSMD.
contact in the Driver Seat Recliner Adjuster Motor and MSMD harness connectors.
Yes
PROCEDURE.
No
PROCEDURE.
B1D77-12-SEAT RECLINER POSITION SENSOR-CIRCUIT SHORT TO BATTERY


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(G403) DRIVER SEAT RECLINER POSITION SENSE CIRCUIT SHORTED TO VOLTAGE
MEMORY SEAT MODULE
DIAGNOSTIC TEST

3. Move the Seat Switch in the recliner position three times.
Does the scan tool display B1D77-12-SEAT RECLINER POSITION SENSOR-CIRCUIT SHORT
TO BATTERY?
Yes
 Go To 2.
No

PROCEDURE.

1. Disconnect the Driver Seat Recliner Adjuster Motor harness connector.


Yes
 Go To 3.
No
Replace the Seat Adjuster Recliner Motor Assembly in accordance with the Service

PROCEDURE.
3. CHECKING THE (G403) DRIVER SEAT RECLINER POSITION SENSE CIRCUIT FOR A
SHORT TO VOLTAGE



Yes
 Repair the short to voltage in the (G403) Driver Seat Recliner Position Sense circuit.
PROCEDURE.
No
Go To 4.


Yes
PROCEDURE.
No
PROCEDURE.
B1D7B-00-SEAT HORIZONTAL MOTOR CONTROL CIRCUIT PERFORMANCE


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The MSMD does not detect seat motor activation. The DTC will only set when the seat switch is moved in the
POSSIBLE CAUSES
Possible Causes
(G401) DRIVER SEAT HORIZONTAL POSITION SENSE CIRCUIT OPEN OR EXCESSIVE
RESISTANCE
(G491) DRIVER SEAT HORIZONTAL SENSOR GROUND CIRCUIT OPEN OR EXCESSIVE
RESISTANCE
(P115) DRIVER SEAT HORIZONTAL FORWARD DRIVER SHORTED TO VOLTAGE
(P115) DRIVER SEAT HORIZONTAL FORWARD DRIVER SHORTED TO GROUND
(P115) DRIVER SEAT HORIZONTAL FORWARD DRIVER OPEN OR EXCESSIVE RESISTANCE
(P117) DRIVER SEAT HORIZONTAL REARWARD DRIVER SHORTED TO VOLTAGE
(P117) DRIVER SEAT HORIZONTAL REARWARD DRIVER SHORTED TO GROUND
(P117) DRIVER SEAT HORIZONTAL REARWARD DRIVER OPEN OR EXCESSIVE
RESISTANCE

MEMORY SEAT MODULE (MSMD)
DIAGNOSTIC TEST
1. CHECK FOR RELATED DIAGNOSTIC TROUBLE CODES

Does the scan tool display any seat position sensor DTCs?
Yes
 Diagnose and repair the other DTC(s) first. Refer to DIAGNOSIS AND TESTING.
No
Go To 2.


Does the scan tool display B1D7B-00-SEAT HORIZONTAL MOTOR CONTROL CIRCUIT
PERFORMANCE?
Yes
 Go To 3.
No

PROCEDURE.



Yes
 Go To 4.
No
Go To 11.

4. CHECKING THE (G491) DRIVER SEAT HORIZONTAL SENSOR GROUND CIRCUIT

Fig. 34: Measuring Voltage Between Driver Sense Circuit & Driver Sensor Ground Circuit
1. Measure the voltage between the (G401) Driver Seat Horizontal Position Sense circuit and the
(G491) Driver Seat Horizontal Sensor Ground circuit.
Yes
 Go To 5.
No
Go To 12.

5. CHECKING THE (P115) DRIVER SEAT HORIZONTAL FORWARD DRIVER CIRCUIT

Fig. 35: Measuring Voltage Between Driver Circuit & Ground

1. Measure the voltage between the (P115) Driver Seat Horizontal Forward Driver circuit and ground.
Yes
 Go To 13.
No
Go To 6.

6. CHECKING THE (P117) DRIVER SEAT HORIZONTAL REARWARD DRIVER CIRCUIT


1. Measure the voltage between the (P117) Driver Seat Horizontal Rearward Driver circuit and
ground.
Yes
 Go To 14.
No
Go To 7.

7. CHECKING THE (P115) DRIVER SEAT HORIZONTAL FORWARD DRIVER CIRCUIT

Fig. 37: Checking Driver Seat Horizontal Forward Driver Circuit

1. Connect a 12-volt test light between the (P115) Driver Seat Horizontal Forward Driver circuit and
ground.
2. While observing the test light, move the Driver Seat Horizontal Switch in the forward position.
NOTE: The test lamp must illuminate brightly. Compare the brightness to
Does the test lamp illuminate brightly?
Yes
 Go To 8.
No
Go To 15.


Fig. 38: Checking Driver Seat Horizontal Rearward Driver Circuit

1. Connect a 12-volt test light between the (P117) Driver Seat Horizontal Rearward Driver circuit and
ground.
2. While observing the test light, move the Driver Seat Horizontal Switch in the rearward position.
Yes
 Go To 9.
No
Go To 17.

9. CHECKING THE DRIVER SEAT HORIZONTAL REARWARD DRIVER

Fig. 39: Checking The Driver Seat Horizontal Rearward Driver

1. Connect a 12-volt test light between the (P115) Driver Seat Horizontal Forward Driver circuit and
the (P117) Driver Seat Horizontal Rearward Driver circuit.
2. While observing the test light, move the Driver Seat Horizontal Switch in the forward position.
Yes
 Go To 10.
No
Go To 19.

10. CHECKING THE DRIVER SEAT HORIZONTAL FORWARD DRIVER


1. While observing the test light, move the Driver Seat Horizontal Switch in the rearward position.
Yes
 Replace the Seat Adjuster Horizontal Motor Assembly in accordance with the Service
PROCEDURE.
No
Go To 19.

11. CHECKING THE (G401) DRIVER SEAT HORIZONTAL POSITION SENSE CIRCUIT FOR AN
OPEN OR EXCESSIVE RESISTANCE
Fig. 41: Checking Driver Seat Horizontal Position Sense Circuit For Open Or Excessive Resistance

3. Measure the resistance of the (G401) Driver Seat Horizontal Position Sense circuit between the
Driver Seat Horizontal Adjuster Motor harness connector and the MSMD harness connector.
Yes
 Repair the open or excessive resistance in the (G401) Driver Seat Horizontal Position Sense
circuit.
PROCEDURE.
No
Go To 19.

12. CHECKING THE (G491) DRIVER SEAT HORIZONTAL SENSOR GROUND CIRCUIT FOR
AN OPEN OR EXCESSIVE RESISTANCE
Fig. 42: Checking Driver Seat Horizontal Sensor Ground Circuit For Open Or Excessive
Resistance

3. Measure the resistance of the (G491) Driver Seat Horizontal Sensor Ground circuit between the
Yes
 Repair the open or excessive resistance in the (G491) Driver Seat Horizontal Sensor Ground
circuit.
PROCEDURE.
No
Go To 19.

13. CHECKING THE (P115) DRIVER SEAT HORIZONTAL FORWARD DRIVER CIRCUIT FOR
A SHORT TO VOLTAGE


2. Measure the voltage between the (P115) Driver Seat Horizontal Forward Driver circuit and ground.

Yes
 Repair the short to voltage in the (P115) Driver Seat Horizontal Forward Driver circuit.
PROCEDURE.
No
Go To 19.

FOR A SHORT TO VOLTAGE


2. Measure the voltage between the (P117) Driver Seat Horizontal Rearward Driver circuit and
ground.
Yes
 Repair the short to voltage in the (P117) Driver Seat Horizontal Rearward Driver circuit.
PROCEDURE.
No
Go To 19.

A SHORT TO GROUND
Fig. 45: Checking Driver Seat Horizontal Forward Driver Circuit For A Short To Ground

3. Measure the resistance between ground and the (P115) Driver Seat Horizontal Forward Driver
circuit.
Yes
 Repair the short to ground in the (P115) Driver Seat Horizontal Forward Driver circuit.
PROCEDURE.
No
Go To 16.

Fig. 46: Checking Driver Seat Horizontal Forward Driver Circuit For An Open Or Excessive
Resistance
1. Measure the resistance of the (P115) Driver Seat Horizontal Forward Driver circuit between the
Yes
 Repair the open or excessive resistance in the (P115) Driver Seat Horizontal Forward Driver
circuit.
PROCEDURE.
No
Go To 19.

Fig. 47: Checking Driver Seat Horizontal Rearward Driver Circuit For A Short To Ground

3. Measure the resistance between ground and the (P117) Driver Seat Horizontal Rearward Driver
circuit.
Yes
 Repair the short to ground in the (P117) Driver Seat Horizontal Rearward Driver circuit.
PROCEDURE.
No
Go To 18.

FOR AN OPEN OR EXCESSIVE RESISTANCE
Fig. 48: Checking Driver Seat Horizontal Rearward Driver Circuit For An Open Or Excessive
Resistance
1. Measure the resistance of the (P117) Driver Seat Horizontal Rearward Driver circuit between the
Yes
 Repair the open or excessive resistance in the (P117) Driver Seat Horizontal Rearward
Driver circuit.
PROCEDURE.
No
Go To 19.


the Driver Seat Horizontal Adjuster Motor and the MSMD.
contact in the Driver Seat Horizontal Adjuster Motor and MSMD harness connectors.
Yes
PROCEDURE.
No
PROCEDURE.
B1D7F-00-SEAT FRONT VERTICAL MOTOR CONTROL CIRCUIT PERFORMANCE


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(G404) DRIVER SEAT FRONT VERTICAL POSITION SENSE CIRCUIT OPEN OR EXCESSIVE
RESISTANCE
(G494) DRIVER SEAT FRONT VERTICAL SENSOR GROUND CIRCUIT OPEN OR EXCESSIVE
RESISTANCE
(P119) DRIVER SEAT FRONT VERTICAL UP DRIVER CIRCUIT SHORTED TO VOLTAGE
(P119) DRIVER SEAT FRONT VERTICAL UP DRIVER CIRCUIT SHORTED TO GROUND
(P119) DRIVER SEAT FRONT VERTICAL UP DRIVER CIRCUIT OPEN OR EXCESSIVE
RESISTANCE
(P121) DRIVER SEAT FRONT VERTICAL DOWN DRIVER CIRCUIT SHORTED TO VOLTAGE
(P121) DRIVER SEAT FRONT VERTICAL DOWN DRIVER CIRCUIT SHORTED TO GROUND
(P121) DRIVER SEAT FRONT VERTICAL DOWN DRIVER CIRCUIT OPEN OR EXCESSIVE
RESISTANCE
DRIVER FRONT VERTICAL SEAT ADJUSTER MOTOR
DIAGNOSTIC TEST

Yes
No
Go To 2.


Does the scan tool display B1D7F-00-SEAT FRONT VERTICAL MOTOR CONTROL CIRCUIT
PERFORMANCE?
Yes
 Go To 3.
No

PROCEDURE.

1. Disconnect the Driver Front Vertical Seat Adjuster Motor harness connector.
ground.
Yes
 Go To 4.
No
Go To 11.

4. CHECKING THE (G494) DRIVER SEAT FRONT VERTICAL SENSOR GROUND CIRCUIT
1. Measure the voltage between the (G404) Driver Seat Front Vertical Position Sense circuit and the
(G494) Driver Seat Front Vertical Sensor Ground circuit.
Yes
 Go To 5.
No
Go To 12.

5. CHECKING THE (P119) DRIVER SEAT FRONT VERTICAL UP DRIVER CIRCUIT

1. Measure the voltage between the (P119) Driver Seat Front Vertical Up Driver circuit and ground.
Yes
 Go To 13.
No
Go To 6.

6. CHECKING THE (P121) DRIVER SEAT FRONT VERTICAL DOWN DRIVER CIRCUIT

1. Measure the voltage between the (P121) Driver Seat Front Vertical Down Driver circuit and
ground.

Yes
 Go To 14.
No
Go To 7.

7. CHECKING THE (P119) DRIVER SEAT FRONT VERTICAL UP DRIVER CIRCUIT

1. Connect a 12-volt test light between the (P119) Driver Seat Front Vertical Up Driver circuit and
ground.
2. While observing the test light, move the Driver Seat Front Vertical Switch in the up position.
Yes
 Go To 8.
No
Go To 15.

8. CHECKING THE (P121) DRIVER SEAT FRONT VERTICAL DOWN DRIVER CIRCUIT

1. Connect a 12-volt test light between the (P121) Driver Seat Front Vertical Down Driver circuit and
ground.
2. While observing the test light, move the Driver Seat Front Vertical Switch in the down position.
Yes
 Go To 9.
No
Go To 17.

9. CHECKING THE DRIVER SEAT FRONT VERTICAL DOWN DRIVER


1. Connect a 12-volt test light between the (P119) Driver Seat Front Vertical Up Driver circuit and the
(P121) Driver Seat Front Vertical Down Driver circuit.
2. While observing the test light, move the Driver Seat Front Vertical Switch in the up position.
Yes
 Go To 10.
No
Go To 19.

10. CHECKING THE DRIVER SEAT FRONT VERTICAL UP DRIVER


1. While observing the test light, move the Driver Seat Front Vertical Switch in the down position.
Yes
 Replace the Seat Adjuster Front Vertical Motor Assembly in accordance with the Service
PROCEDURE.
No
Go To 19.

Fig. 58: Checking Driver Seat Front Vertical Position Sense Circuit For Open Or Excessive
Resistance

3. Measure the resistance of the (G404) Driver Seat Front Vertical Position Sense circuit between the
Driver Seat Front Vertical Adjuster Motor harness connector and the MSMD harness connector.
Yes
 Repair the open or excessive resistance in the (G404) Driver Seat Front Vertical Position
Sense circuit.
PROCEDURE.
No
Go To 19.

12. CHECKING THE (G494) DRIVER SEAT FRONT VERTICAL SENSOR GROUND CIRCUIT
Fig. 59: Checking Driver Seat Front Vertical Sensor Ground Circuit For Open Or Excessive
Resistance

3. Measure the resistance of the (G494) Driver Seat Front Vertical Sensor Ground circuit between the
Yes
 Repair the open or excessive resistance in the (G494) Driver Seat Front Vertical Sensor
Ground circuit.
PROCEDURE.
No
Go To 19.

13. CHECKING THE (P119) DRIVER SEAT FRONT VERTICAL UP DRIVER CIRCUIT FOR A
SHORT TO VOLTAGE


2. Measure the voltage between the (P119) Driver Seat Front Vertical Up Driver circuit and ground.

Yes
 Repair the short to voltage in the (P119) Driver Seat Front Vertical Up Driver circuit.
PROCEDURE.
No
Go To 19.

14. CHECKING THE (P121) DRIVER SEAT FRONT VERTICAL DOWN DRIVER CIRCUIT FOR
A SHORT TO VOLTAGE


2. Measure the voltage between the (P121) Driver Seat Front Vertical Down Driver circuit and
ground.
Yes
 Repair the short to voltage in the (P121) Driver Seat Front Vertical Down Driver circuit.
PROCEDURE.
No
Go To 19.

15. CHECKING THE (P119) DRIVER SEAT FRONT VERTICAL UP DRIVER CIRCUIT FOR A
SHORT TO GROUND

3. Measure the resistance between ground and the (P119) Driver Seat Front Vertical Up Driver
circuit.
Yes
 Repair the short to ground in the (P119) Driver Seat Front Vertical Up Driver circuit.
PROCEDURE.
No
Go To 16.

16. CHECKING THE (P119) DRIVER SEAT FRONT VERTICAL UP DRIVER CIRCUIT FOR AN
Fig. 63: Checking Driver Seat Front Vertical Up Driver Circuit For An Open Or Excessive
Resistance
1. Measure the resistance of the (P119) Driver Seat Front Vertical Up Driver circuit between the
Yes
 Repair the open or excessive resistance in the (P119) Driver Seat Front Vertical Up Driver
circuit.
PROCEDURE.
No
Go To 19.

A SHORT TO GROUND

3. Measure the resistance between ground and the (P121) Driver Seat Front Vertical Down Driver
circuit.
Yes
 Repair the short to ground in the (P121) Driver Seat Front Vertical Down Driver circuit.
PROCEDURE.
No
Go To 18.

Fig. 65: Checking Driver Seat Front Vertical Down Driver Circuit For An Open Or Excessive
Resistance
1. Measure the resistance of the (P121) Driver Seat Front Vertical Down Driver circuit between the
Yes
 Repair the open or excessive resistance in the (P121) Driver Seat Front Vertical Down Driver
circuit.
PROCEDURE.
No
Go To 19.


Yes
PROCEDURE.
No
PROCEDURE.
B1D83-00-SEAT REAR VERTICAL MOTOR CONTROL CIRCUIT PERFORMANCE


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(G402) DRIVER SEAT REAR VERTICAL POSITION SENSE CIRCUIT OPEN OR EXCESSIVE
RESISTANCE
(G492) DRIVER SEAT REAR VERTICAL SENSOR GROUND CIRCUIT OPEN OR EXCESSIVE
RESISTANCE
(P111) DRIVER SEAT REAR VERTICAL DOWN DRIVER CIRCUIT SHORTED TO VOLTAGE
(P111) DRIVER SEAT REAR VERTICAL DOWN DRIVER CIRCUIT SHORTED TO GROUND
(P111) DRIVER SEAT REAR VERTICAL DOWN DRIVER CIRCUIT OPEN OR EXCESSIVE
RESISTANCE
(P113) DRIVER SEAT REAR VERTICAL UP DRIVER CIRCUIT SHORTED TO VOLTAGE
(P113) DRIVER SEAT REAR VERTICAL UP DRIVER CIRCUIT SHORTED TO GROUND
(P113) DRIVER SEAT REAR VERTICAL UP DRIVER CIRCUIT OPEN OR EXCESSIVE
RESISTANCE
MEMORY SEAT MODULE
DIAGNOSTIC TEST

Yes
No
Go To 2.


Does the scan tool display B1D83-00-SEAT REAR VERTICAL MOTOR CONTROL CIRCUIT
PERFORMANCE?
Yes
 Go To 3.
No

PROCEDURE.

1. Disconnect the Driver Rear Vertical Seat Adjuster Motor harness connector.
ground.
Yes
 Go To 4.
No
Go To 11.

4. CHECKING THE (G492) DRIVER SEAT REAR VERTICAL SENSOR GROUND CIRCUIT
1. Measure the voltage between the (G402) Driver Seat Rear Vertical Position Sense circuit and the
(G492) Driver Seat Rear Vertical Sensor Ground circuit.
Yes
 Go To 5.
No
Go To 12.

5. CHECKING THE (P111) DRIVER SEAT REAR VERTICAL DOWN DRIVER CIRCUIT

1. Measure the voltage between the (P111) Driver Seat Rear Vertical Down Driver circuit and ground.
Yes
 Go To 13.
No
Go To 6.

6. CHECKING THE (P113) DRIVER SEAT REAR VERTICAL UP DRIVER CIRCUIT


1. Measure the voltage between the (P113) Driver Seat Rear Vertical Up Driver circuit and ground.
Yes
 Go To 14.
No
Go To 7.

7. CHECKING THE (P111) DRIVER SEAT REAR VERTICAL DOWN DRIVER CIRCUIT

1. Connect a 12-volt test light between the (P111) Driver Seat Rear Vertical Down Driver circuit and
ground.
2. While observing the test light, move the Driver Seat Rear Vertical Switch in the down position.
Yes
 Go To 8.
No
Go To 15.

8. CHECKING THE (P113) DRIVER SEAT REAR VERTICAL UP DRIVER CIRCUIT


1. Connect a 12-volt test light between the (P113) Driver Seat Rear Vertical Up Driver circuit and
ground.
2. While observing the test light, move the Driver Seat Rear Vertical Switch in the up position.
Yes
 Go To 9.
No
Go To 17.

9. CHECKING THE DRIVER SEAT REAR VERTICAL DOWN DRIVER


1. Connect a 12-volt test light between the (P111) Driver Seat Rear Vertical Down Driver circuit and
the (P113) Driver Seat Rear Vertical Up Driver circuit.
2. While observing the test light, move the Driver Seat Rear Vertical Switch in the down position.
Yes
 Go To 10.
No
Go To 19.

10. CHECKING THE DRIVER SEAT REAR VERTICAL UP DRIVER


1. While observing the test light, move the Driver Seat Rear Vertical Switch in the up position.
Yes
 Replace the Seat Adjuster Rear Vertical Motor Assembly in accordance with the Service
PROCEDURE.
No
Go To 19.

Fig. 75: Checking Driver Seat Rear Vertical Position Sense Circuit For Open Or Excessive
Resistance

3. Measure the resistance of the (G402) Driver Seat Rear Vertical Position Sense circuit between the
Driver Seat Rear Vertical Adjuster Motor harness connector and the MSMD harness connector.
Yes
 Repair the open or excessive resistance in the (G402) Driver Seat Rear Vertical Position
Sense circuit.
PROCEDURE.
No
Go To 19.

12. CHECKING THE (G492) DRIVER SEAT REAR VERTICAL SENSOR GROUND CIRCUIT
Fig. 76: Checking Driver Seat Rear Vertical Sensor Ground Circuit For Open Or Excessive
Resistance

3. Measure the resistance of the (G492) Driver Seat Rear Vertical Sensor Ground circuit between the
Yes
 Repair the open or excessive resistance in the (G492) Driver Seat Rear Vertical Sensor
Ground circuit.
PROCEDURE.
No
Go To 19.

13. CHECKING THE (P111) DRIVER SEAT REAR VERTICAL DOWN DRIVER CIRCUIT FOR A
SHORT TO VOLTAGE


2. Measure the voltage between the (P111) Driver Seat Rear Vertical Down Driver circuit and ground.

Yes
 Repair the short to voltage in the (P111) Driver Seat Rear Vertical Down Driver circuit.
PROCEDURE.
No
Go To 19.

14. CHECKING THE (P113) DRIVER SEAT REAR VERTICAL UP DRIVER CIRCUIT FOR A
SHORT TO VOLTAGE


2. Measure the voltage between the (P113) Driver Seat Rear Vertical Up Driver circuit and ground.

Yes
 Repair the short to voltage in the (P113) Driver Seat Rear Vertical Up Driver circuit.
PROCEDURE.
No
Go To 19.

15. CHECKING THE (P111) DRIVER SEAT REAR VERTICAL DOWN DRIVER CIRCUIT FOR A
SHORT TO GROUND

3. Measure the resistance between ground and the (P111) Driver Seat Rear Vertical Down Driver
circuit.
Yes
 Repair the short to ground in the (P111) Driver Seat Rear Vertical Down Driver circuit.
PROCEDURE.
No
Go To 16.

16. CHECKING THE (P111) DRIVER SEAT REAR VERTICAL DOWN DRIVER CIRCUIT FOR
Fig. 80: Checking Driver Seat Rear Vertical Down Driver Circuit For An Open Or Excessive
Resistance
1. Measure the resistance of the (P111) Driver Seat Rear Vertical Down Driver circuit between the
Yes
 Repair the open or excessive resistance in the (P111) Driver Seat Rear Vertical Down Driver
circuit.
PROCEDURE.
No
Go To 19.

17. CHECKING THE (P113) DRIVER SEAT REAR VERTICAL UP DRIVER CIRCUIT FOR A
SHORT TO GROUND

3. Measure the resistance between ground and the (P113) Driver Seat Rear Vertical Up Driver circuit.
Yes
 Repair the short to ground in the (P113) Driver Seat Rear Vertical Up Driver circuit.
PROCEDURE.
No
Go To 18.

18. CHECKING THE (P113) DRIVER SEAT REAR VERTICAL UP DRIVER CIRCUIT FOR AN
Fig. 82: Checking Driver Seat Rear Vertical Up Driver Circuit For An Open Or Excessive
Resistance
1. Measure the resistance of the (P113) Driver Seat Rear Vertical Up Driver circuit between the
Yes
 Repair the open or excessive resistance in the (P113) Driver Seat Rear Vertical Up Driver
circuit.
PROCEDURE.
No
Go To 19.


Yes
PROCEDURE.
No
PROCEDURE.
B1D87-00-SEAT BACKREST MOTOR CONTROL CIRCUIT PERFORMANCE


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(G403) DRIVER SEAT RECLINER POSITION SENSE CIRCUIT OPEN OR EXCESSIVE
RESISTANCE
(G493) DRIVER SEAT RECLINER POSITION SENSOR GROUND CIRCUIT OPEN OR
(P141) DRIVER SEAT RECLINER UP DRIVER CIRCUIT SHORTED TO VOLTAGE
(P141) DRIVER SEAT RECLINER UP DRIVER CIRCUIT SHORTED TO GROUND
(P141) DRIVER SEAT RECLINER UP DRIVER CIRCUIT OPEN OR EXCESSIVE RESISTANCE
(P143) DRIVER SEAT RECLINER DOWN DRIVER CIRCUIT SHORTED TO VOLTAGE
(P143) DRIVER SEAT RECLINER DOWN DRIVER CIRCUIT SHORTED TO GROUND
(P143) DRIVER SEAT RECLINER DOWN DRIVER CIRCUIT OPEN OR EXCESSIVE
RESISTANCE

MEMORY SEAT MODULE
DIAGNOSTIC TEST

Yes
No
Go To 2.


3. Move the Seat Switch in the recline position three times.
Does the scan tool display B1D87-00-SEAT BACKREST MOTOR CONTROL CIRCUIT
PERFORMANCE?
Yes
 Go To 3.
No

PROCEDURE.

1. Disconnect the Driver Recliner Seat Adjuster Motor harness connector.


Yes
 Go To 4.
No
Go To 11.

4. CHECKING THE (G493) DRIVER SEAT RECLINER POSITION SENSOR GROUND CIRCUIT
1. Measure the voltage between the (G403) Driver Seat Recliner Position Sense circuit and the (G493)
Driver Seat Recliner Position Sensor Ground circuit.
Yes
 Go To 5.
No
Go To 12.

5. CHECKING THE (P141) DRIVER SEAT RECLINER UP DRIVER CIRCUIT


1. Measure the voltage between the (P141) Driver Seat Recliner Up Driver circuit and ground.

Yes
 Go To 13.
No
Go To 6.

6. CHECKING THE (P143) DRIVER SEAT RECLINER DOWN DRIVER CIRCUIT


1. Measure the voltage between the (P143) Driver Seat Recliner Down Driver circuit and ground.
Yes
 Go To 14.
No
Go To 7.

7. CHECKING THE (P141) DRIVER SEAT RECLINER UP DRIVER CIRCUIT


1. Connect a 12-volt test light between the (P141) Driver Seat Recliner Up Driver circuit and ground.
2. While observing the test light, move the Driver Seat Recliner Switch in the up position.

Yes
 Go To 8.
No
Go To 15.

8. CHECKING THE (P143) DRIVER SEAT RECLINER DOWN DRIVER CIRCUIT

1. Connect a 12-volt test light between the (P143) Driver Seat Recliner Down Driver circuit and
ground.
2. While observing the test light, move the Driver Seat Recliner Switch in the down position.
Yes
 Go To 9.
No
Go To 17.

9. CHECKING THE DRIVER SEAT RECLINER DOWN DRIVER


1. Connect a 12-volt test light between the (P141) Driver Seat Recliner Up Driver circuit and the
(P143) Driver Seat Recliner Down Driver circuit.
2. While observing the test light, move the Driver Seat Recliner Switch in the up position.
Yes
 Go To 10.
No
Go To 19.

10. CHECKING THE DRIVER SEAT RECLINER UP DRIVER


1. While observing the test light, move the Driver Seat Recliner Switch in the down position.
Yes
 Replace the Seat Adjuster Recliner Motor Assembly in accordance with the Service
PROCEDURE.
No
Go To 19.

11. CHECKING THE (G403) DRIVER SEAT RECLINER POSITION SENSE CIRCUIT FOR AN
Fig. 92: Checking Driver Seat Recliner Position Sense Circuit For Open Or Excessive Resistance

3. Measure the resistance of the (G403) Driver Seat Recliner Position Sense circuit between the
Driver Seat Recliner Adjuster Motor harness connector and the MSMD harness connector.
Yes
 Repair the open or excessive resistance in the (G403) Driver Seat Recliner Position Sense
circuit.
PROCEDURE.
No
Go To 19.

12. CHECKING THE (G493) DRIVER SEAT RECLINER POSITION SENSOR GROUND CIRCUIT
Fig. 93: Checking Driver Seat Recliner Position Sensor Ground Circuit For Open Or Excessive
Resistance

3. Measure the resistance of the (G493) Driver Seat Recliner Position Sensor Ground circuit between
the Driver Seat Recliner Adjuster Motor harness connector and the MSMD harness connector.
Yes
 Repair the open or excessive resistance in the (G493) Driver Seat Recliner Position Sensor
Ground circuit.
PROCEDURE.
No
Go To 19.

13. CHECKING THE (P141) DRIVER SEAT RECLINER UP DRIVER CIRCUIT FOR A SHORT
TO VOLTAGE


2. Measure the voltage between the (P141) Driver Seat Recliner Up Driver circuit and ground.

Yes
 Repair the short to voltage in the (P141) Driver Seat Recliner Up Driver circuit.
PROCEDURE.
No
Go To 19.

14. CHECKING THE (P143) DRIVER SEAT RECLINER DOWN DRIVER CIRCUIT FOR A
SHORT TO VOLTAGE


2. Measure the voltage between the (P143) Driver Seat Recliner Down Driver circuit and ground.

Yes
 Repair the short to voltage in the (P143) Driver Seat Recliner Down Driver circuit.
PROCEDURE.
No
Go To 19.

15. CHECKING THE (P141) DRIVER SEAT RECLINER UP DRIVER CIRCUIT FOR A SHORT
TO GROUND

3. Measure the resistance between ground and the (P141) Driver Seat Recliner Up Driver circuit.

Yes
 Repair the short to ground in the (P141) Driver Seat Recliner Up Driver circuit.
PROCEDURE.
No
Go To 16.

16. CHECKING THE (P141) DRIVER SEAT RECLINER UP DRIVER CIRCUIT FOR AN OPEN
OR EXCESSIVE RESISTANCE
Fig. 97: Checking Driver Seat Recliner Up Driver Circuit For Open Or Excessive Resistance
1. Measure the resistance of the (P141) Driver Seat Recliner Up Driver circuit between the Driver
Seat Recliner Adjuster Motor harness connector and the MSMD harness connector.
Yes
 Repair the open or excessive resistance in the (P141) Driver Seat Recliner Up Driver circuit.
PROCEDURE.
No
Go To 19.

17. CHECKING THE (P143) DRIVER SEAT RECLINER DOWN DRIVER CIRCUIT FOR A
SHORT TO GROUND

3. Measure the resistance between ground and the (P143) Driver Seat Recliner Down Driver circuit.
Yes
 Repair the short to ground in the (P143) Driver Seat Recliner Down Driver circuit.
PROCEDURE.
No
Go To 18.

18. CHECKING THE (P143) DRIVER SEAT RECLINER DOWN DRIVER CIRCUIT FOR AN
Fig. 99: Checking Driver Seat Recliner Down Driver Circuit For Open Or Excessive Resistance
1. Measure the resistance of the (P143) Driver Seat Recliner Down Driver circuit between the Driver
Seat Recliner Adjuster Motor harness connector and the MSMD harness connector.
Yes
 Repair the open or excessive resistance in the (P143) Driver Seat Recliner Down Driver
circuit.
PROCEDURE.
No
Go To 19.


Yes
PROCEDURE.
No
PROCEDURE.
B1D8B-11-STEERING COLUMN TELESCOPE POSITION SENSOR-CIRCUIT SHORT TO

GROUND
Fig. 100: Steering Column Circuit Wiring Diagram

THEORY OF OPERATION
WHEN MONITORED:
The telescope motor is activated.
SET CONDITION:
The position sensor input is less than 1.7 volts or more than 14 ms.
POSSIBLE CAUSES
Possible Causes
(P152) TELESCOPE STEERING FORWARD/REARWARD POSITION SENSE CIRCUIT SHORTED
TO GROUND
STEERING COLUMN TELESCOPE MOTOR
MEMORY SEAT MODULE
DIAGNOSTIC TEST

3. Move the Telescope Switch in the forward/rearward position three times.
Does the scan tool display B1D8B-11-STEERING COLUMN TELESCOPE POSITION SENSOR-
CIRCUIT SHORT TO GROUND?
Yes
 Go To 2.
No

2. CHECKING THE (P152) TELESCOPE STEERING FORWARD/REARWARD POSITION

SENSE CIRCUIT
Fig. 101: Measuring Voltage Between Telescope Steering Forward/Rearward Position Sense Circuit
& Ground
1. Disconnect the Steering Wheel Tilt Motor and Steering Wheel Telescope Motor harness
connectors.
2. Measure the voltage between the (P152) Telescope Steering Forward/Rearward Position Sense
circuit and ground.
Yes
 Replace the Steering Column Telescope Motor Assembly in accordance with the Service
Information. Refer to COLUMN , REMOVAL .
No
Go To 3.


SENSE CIRCUIT FOR A SHORT TO GROUND
Fig. 102: Checking Telescope Steering Forward/Rearward Position Sense Circuit For Short To
Ground

3. Measure the resistance between ground and the (P152) Telescope Steering Forward/Rearward
Position Sense circuit.

Yes
 Repair the short to ground in the (P152) Telescope Steering Forward/Rearward Position
Sense circuit.
No
Go To 4.


the Steering Wheel Telescope Motor and the MSMD.
contact in the Steering Wheel Telescope Motor and MSMD harness connectors.
Yes
No
B1D8B-12-STEERING COLUMN TELESCOPE POSITION SENSOR-CIRCUIT SHORT TO

BATTERY

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The position sensor input is above the maximum value for more than 14 ms.
POSSIBLE CAUSES
Possible Causes
(P152) TELESCOPE STEERING FORWARD/REARWARD POSITION SENSE CIRCUIT SHORTED
TO VOLTAGE
STEERING COLUMN TELESCOPE MOTOR
MEMORY SEAT MODULE
DIAGNOSTIC TEST

Does the scan tool display B1D8B-11-STEERING COLUMN TELESCOPE POSITION SENSOR-
Yes
 Go To 2.
No


SENSE CIRCUIT
& Ground
connectors.
circuit and ground.
Yes
 Go To 3.
No
Replace the Steering Column Telescope Motor Assembly in accordance with the Service


SENSE CIRCUIT FOR A SHORT TO VOLTAGE
& Ground

circuit and ground.

Yes
 Repair the short to voltage in the (P152) Telescope Steering Forward/Rearward Position
Sense circuit.
No
Go To 4.


Yes
No
B1D8F-11-STEERING COLUMN TILT POSITION SENSOR-CIRCUIT SHORT TO GROUND


THEORY OF OPERATION
WHEN MONITORED:
The tilt motor is activated.
SET CONDITION:
The position sensor input is less than 1.7 volts or more than 14 ms.
POSSIBLE CAUSES
Possible Causes
(P151) TILT STEERING UP/DOWN POSITION SENSE CIRCUIT SHORTED TO GROUND
STEERING COLUMN TILT MOTOR
MEMORY SEAT MODULE
DIAGNOSTIC TEST

3. Move the Telescope Switch in the up/down position three times.
Does the scan tool display B1D8F-11-STEERING COLUMN TILT POSITION SENSOR-
Yes
 Go To 2.
No

2. CHECKING THE (P151) TILT STEERING UP/DOWN POSITION SENSE CIRCUIT

Fig. 107: Checking Steering Wheel Position Sense Circuit

connectors.
2. Measure the voltage between the (P151) Tilt Steering Up/Down Position Sense circuit and ground.
Yes
 Replace the Steering Column Tilt Motor Assembly in accordance with the Service
No
Go To 3.

3. CHECKING THE (P151) TILT STEERING UP/DOWN POSITION SENSE CIRCUIT FOR A
SHORT TO GROUND
Fig. 108: Checking Tilt Steering Up/Down Position Sense Circuit For Short To Ground

3. Measure the resistance between ground and the (P151) Tilt Steering Up/Down Position Sense
circuit.
Yes
 Repair the short to ground in the (P151) Tilt Steering Up/Down Position Sense circuit.
No
Go To 4.


the Steering Wheel Tilt Motor and the MSMD.
contact in the Steering Wheel Tilt Motor and MSMD harness connectors.
Yes
No
B1D8F-12-STEERING COLUMN TILT POSITION SENSOR-CIRCUIT SHORT TO BATTERY


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The position sensor input is above the maximum value for more than 14 ms.
POSSIBLE CAUSES
Possible Causes
(P151) TILT STEERING UP/DOWN POSITION SENSE CIRCUIT SHORTED TO VOLTAGE
MEMORY SEAT MODULE
DIAGNOSTIC TEST

3. Move the Tilt Switch in the up/down position three times.
Does the scan tool display B1D8F-11-STEERING COLUMN TILT POSITION SENSOR-
Yes
 Go To 2.
No



1. Disconnect the Steering Wheel Tilt Motor and Steering Wheel Tilt Motor harness connectors.
Yes
 Go To 3.
No
Replace the Steering Column Tilt Motor Assembly in accordance with the Service

3. CHECKING THE (P151) TILT STEERING UP/DOWN POSITION SENSE CIRCUIT FOR A
SHORT TO VOLTAGE


Yes
 Repair the short to voltage in the (P151) Tilt Steering Up/Down Position Sense circuit.
No
Go To 4.


Yes
No
B1D93-00-STEERING COLUMN TELESCOPE MOTOR CONTROL CIRCUIT PERFORMANCE


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The MSMD does not detect telescope motor activation.
POSSIBLE CAUSES
Possible Causes
(P152) TELESCOPE STEERING FORWARD/REARWARD POSITION SENSE CIRCUIT OPEN OR
(G914) SENSOR GROUND CIRCUIT OPEN OR EXCESSIVE RESISTANCE
(P157) TELESCOPE STEERING MOTOR FORWARD/REARWARD DRIVER CIRCUIT SHORTED
TO VOLTAGE
(P157) TELESCOPE STEERING MOTOR FORWARD/REARWARD DRIVER CIRCUIT SHORTED
TO GROUND
(P157) TELESCOPE STEERING MOTOR FORWARD/REARWARD DRIVER CIRCUIT OPEN OR
(P953) STEERING MOTOR COMMON CIRCUIT SHORTED TO VOLTAGE
(P953) STEERING MOTOR COMMON CIRCUIT SHORTED TO GROUND
(P953) STEERING MOTOR COMMON CIRCUIT OPEN OR EXCESSIVE RESISTANCE
DIAGNOSTIC TEST


Does the scan tool display any tile/telescope position sensor DTCs?
Yes
No
Go To 2.


Does the scan tool display B1D93-00-STEERING COLUMN TELESCOPE MOTOR CONTROL
CIRCUIT PERFORMANCE?
Yes
 Go To 3.
No


SENSE CIRCUIT
& Ground
1. Disconnect the Steering Column Telescope Motor harness connector.

circuit and ground.

Yes
 Go To 4.
No
Go To 11.

4. CHECKING THE (G914) SENSOR GROUND CIRCUIT

Fig. 114: Checking Sensor Ground Circuit

circuit and the (G914) Sensor Ground circuit.
Yes
 Go To 5.
No
Go To 12.

5. CHECKING THE (P157) TELESCOPE STEERING MOTOR FORWARD/REARWARD

DRIVER CIRCUIT
Fig. 115: Checking Telescope Steering Motor Forward/Rearward Driver Circuit

1. Measure the voltage between the (P157) Telescope Steering Motor Forward/Rearward Driver
circuit and ground.
Yes
 Go To 13.
No
Go To 6.

6. CHECKING THE (P953) STEERING MOTOR COMMON CIRCUIT

Fig. 116: Measuring Voltage Between Steering Motor Common Circuit & Ground
1. Measure the voltage between the (P953) Steering Motor Common circuit and ground.

Yes
 Go To 14.
No
Go To 7.


DRIVER CIRCUIT

1. Connect a 12-volt test light between the (P157) Telescope Steering Motor Forward/Rearward
Driver circuit and ground.
2. While observing the test light, move the Telescope Switch in the forward position.
Yes
 Go To 8.
No
Go To 15.


Fig. 118: Checking Steering Motor Common Circuit

1. Connect a 12-volt test light between the (P953) Steering Motor Common circuit and ground.
2. While observing the test light, move the Telescope Switch in the rearward position.
Yes
 Go To 9.
No
Go To 17.

9. CHECKING THE TELESCOPE REARWARD DRIVER

Fig. 119: Checking Telescope Driver

1. Connect a 12-volt test light between the (P157) Telescope Steering Motor Forward/Rearward
Driver circuit and the (P953) Steering Motor Common circuit.
2. While observing the test light, move the Telescope Switch in the forward position.
Yes
 Go To 10.
No
Go To 19.

10. CHECKING THE TELESCOPE FORWARD DRIVER

Fig. 120: Checking Telescope Driver

1. While observing the test light, move the Telescope Switch in the rearward position.

Yes
 Replace the Steering Column Telescope Motor Assembly in accordance with the Service
No
Go To 19.


SENSE CIRCUIT FOR AN OPEN OR EXCESSIVE RESISTANCE
Fig. 121: Checking Telescope Steering Forward/Rearward Position Sense Circuit For Open Or
Excessive Resistance

3. Measure the resistance of the (P152) Telescope Steering Forward/Rearward Position Sense circuit
between the Steering Column Telescope Motor harness connector and the MSMD harness
connector.
Yes
 Repair the open or excessive resistance in the (P152) Telescope Steering Forward/Rearward
Position Sense circuit.
No
Go To 19.

12. CHECKING THE (G914) SENSOR GROUND CIRCUIT FOR AN OPEN OR EXCESSIVE
RESISTANCE
Fig. 122: Checking Sensor Ground Circuit For Open Or Excessive Resistance

3. Measure the resistance of the (G914) Sensor Ground circuit between the Steering Column
Telescope Motor harness connector and the MSMD harness connector.
Yes
 Repair the open or excessive resistance in the (G914) Sensor Ground circuit.
No
Go To 19.


DRIVER CIRCUIT FOR A SHORT TO VOLTAGE


2. Measure the voltage between the (P157) Telescope Steering Motor Forward/Rearward Driver
circuit and ground.

Yes
 Repair the short to voltage in the (P157) Telescope Steering Motor Forward/Rearward Driver
circuit.
No
Go To 19.

14. CHECKING THE (P953) STEERING MOTOR COMMON CIRCUIT FOR A SHORT TO
VOLTAGE
Fig. 124: Measuring Voltage Between Steering Motor Common Circuit & Ground

Yes
 Repair the short to voltage in the (P953) Steering Motor Common circuit.
No
Go To 19.


DRIVER CIRCUIT FOR A SHORT TO GROUND
Fig. 125: Checking Telescope Steering Motor Forward/Rearward Driver Circuit For Short To
Ground

3. Measure the resistance between ground and the (P157) Telescope Steering Motor
Forward/Rearward Driver circuit.
Yes
 Repair the short to ground in the (P157) Telescope Steering Motor Forward/Rearward Driver
circuit.
No
Go To 16.


DRIVER CIRCUIT FOR AN OPEN OR EXCESSIVE RESISTANCE
Fig. 126: Checking Telescope Steering Motor Forward/Rearward Driver Circuit For Open Or
Excessive Resistance
1. Measure the resistance of the (P157) Telescope Steering Motor Forward/Rearward Driver circuit
between the Steering Column Telescope Motor harness connector and the MSMD harness
connector.
Yes
 Repair the open or excessive resistance in the (P157) Telescope Steering Motor
Forward/Rearward Driver circuit.
No
Go To 19.

GROUND
Fig. 127: Checking Steering Motor Common Circuit For Short To Ground

3. Measure the resistance between ground and the (P953) Steering Motor Common circuit.
Yes
 Repair the short to ground in the (P953) Steering Motor Common circuit.
No
Go To 18.

18. CHECKING THE (P953) STEERING MOTOR COMMON CIRCUIT FOR AN OPEN OR
Fig. 128: Checking Steering Motor Common Circuit For Open Or Excessive Resistance
1. Measure the resistance of the (P953) Steering Motor Common circuit between the Steering Column
Telescope Motor harness connector and the MSMD harness connector.
Yes
 Repair the open or excessive resistance in the (P953) Steering Motor Common circuit.
No
Go To 19.


Yes
No
B1D97-00-STEERING COLUMN TILT MOTOR CONTROL CIRCUIT PERFORMANCE


THEORY OF OPERATION
Tilt/Tilt Switch, multiple Seat Motors which also each contain a hall-effect position sensor, and the Tilt and
Telescope Steering Motors, both of which contain a hall-effect position sensor.
WHEN MONITORED:
SET CONDITION:
The MSMD does not detect tilt motor activation.
POSSIBLE CAUSES
Possible Causes
(P151) TILT STEERING UP/DOWN POSITION SENSE CIRCUIT OPEN OR EXCESSIVE
RESISTANCE
(G914) SENSOR GROUND CIRCUIT OPEN OR EXCESSIVE RESISTANCE
(P153) TILT STEERING MOTOR UP/DOWN DRIVER CIRCUIT SHORTED TO VOLTAGE
(P153) TILT STEERING MOTOR UP/DOWN DRIVER CIRCUIT SHORTED TO GROUND
(P153) TILT STEERING MOTOR UP/DOWN DRIVER CIRCUIT OPEN OR EXCESSIVE
RESISTANCE
(P953) STEERING MOTOR COMMON CIRCUIT SHORTED TO VOLTAGE
(P953) STEERING MOTOR COMMON CIRCUIT SHORTED TO GROUND
(P953) STEERING MOTOR COMMON CIRCUIT OPEN OR EXCESSIVE RESISTANCE
MEMORY SEAT MODULE
DIAGNOSTIC TEST

Does the scan tool display any tile/tilt position sensor DTCs?
Yes
No
Go To 2.


3. Move the Tilt Switch in the up/down position three times.
Does the scan tool display B1D97-00-STEERING COLUMN TILT MOTOR CONTROL
CIRCUIT PERFORMANCE?
Yes
 Go To 3.
No


Fig. 130: Checking Tilt Steering Up/Down Position Sense Circuit

1. Disconnect the Steering Wheel Tilt Motor and Steering Wheel Tilt Motor harness connectors.
Yes
 Go To 4.
No
Go To 11.

4. CHECKING THE (G914) SENSOR GROUND CIRCUIT
Fig. 131: Measuring Voltage Between Tilt Steering Up/Down Position Sense Circuit & Sensor
Ground Circuit
1. Measure the voltage between the (P151) Tilt Steering Up/Down Position Sense circuit and the
(G914) Sensor Ground circuit.
Yes
 Go To 5.
No
Go To 12.

5. CHECKING THE (P153) TILT STEERING MOTOR UP/DOWN DRIVER CIRCUIT

Fig. 132: Checking Tilt Steering Motor Up/Down Driver Circuit

1. Measure the voltage between the (P153) Tilt Steering Motor Up/Down Driver circuit and ground.

Yes
 Go To 13.
No
Go To 6.



Yes
 Go To 14.
No
Go To 7.

7. CHECKING THE (P153) TILT STEERING MOTOR UP/DOWN DRIVER CIRCUIT


1. Connect a 12-volt test light between the (P153) Tilt Steering Motor Up/Down Driver circuit and
ground.
2. While observing the test light, move the Tilt Switch in the up position.
Yes
 Go To 8.
No
Go To 15.



1. Connect a 12-volt test light between the (P953) Steering Motor Common circuit and ground.
2. While observing the test light, move the Tilt Switch in the down position.
Yes
 Go To 9.
No
Go To 17.

9. CHECKING THE TILT UP DRIVER

Fig. 136: Checking Tilt Driver

1. Connect a 12-volt test light between the (P153) Tilt Steering Motor Up/Down Driver circuit and the
(P953) Steering Motor Common circuit.
2. While observing the test light, move the Tilt Switch in the up position.
Yes
 Go To 10.
No
Go To 19.

10. CHECKING THE TILT DOWN DRIVER

Fig. 137: Checking Tilt Driver

1. While observing the test light, move the Tilt Switch in the down position.
Yes
 Replace the Steering Column Tilt Motor Assembly in accordance with the Service
No
Go To 19.

11. CHECKING THE (P151) TILT STEERING UP/DOWN POSITION SENSE CIRCUIT FOR AN
Fig. 138: Checking Tilt Steering Up/Down Position Sense Circuit For Open Or Excessive Resistance

3. Measure the resistance of the (P151) Tilt Steering Up/Down Position Sense circuit between the
Steering Wheel Tilt Motor harness connector and the MSMD harness connector.
Yes
 Repair the open or excessive resistance in the (P151) Tilt Steering Up/Down Position Sense
circuit.
No
Go To 19.

12. CHECKING THE (G914) SENSOR GROUND CIRCUIT FOR AN OPEN OR EXCESSIVE
RESISTANCE
Fig. 139: Checking Sensor Ground Circuit For Open Or Excessive Resistance

3. Measure the resistance of the (G914) Sensor Ground circuit between the Steering Wheel Tilt Motor
harness connector and the MSMD harness connector.
Yes
 Repair the open or excessive resistance in the (G914) Sensor Ground circuit.
No
Go To 19.

13. CHECKING THE (P153) TILT STEERING MOTOR UP/DOWN DRIVER CIRCUIT FOR A
SHORT TO VOLTAGE


2. Measure the voltage between the (P153) Tilt Steering Motor Up/Down Driver circuit and ground.

Yes
 Repair the short to voltage in the (P153) Tilt Steering Motor Up/Down Driver circuit.
No
Go To 19.

VOLTAGE



Yes
 Repair the short to voltage in the (P953) Steering Motor Common circuit.
No
Go To 19.

15. CHECKING THE (P153) TILT STEERING MOTOR UP/DOWN DRIVER CIRCUIT FOR A
SHORT TO GROUND
Fig. 142: Checking Tilt Steering Motor Up/Down Driver Circuit For Short To Ground

3. Measure the resistance between ground and the (P153) Tilt Steering Motor Up/Down Driver
circuit.
Yes
 Repair the short to ground in the (P153) Tilt Steering Motor Up/Down Driver circuit.
No
Go To 16.

16. CHECKING THE (P153) TILT STEERING MOTOR UP/DOWN DRIVER CIRCUIT FOR AN
Fig. 143: Checking Tilt Steering Motor Up/Down Driver Circuit For Open Or Excessive Resistance
1. Measure the resistance of the (P153) Tilt Steering Motor Up/Down Driver circuit between the
Steering Wheel Tilt Motor harness connector and the MSMD harness connector.
Yes
 Repair the open or excessive resistance in the (P153) Tilt Steering Motor Up/Down Driver
circuit.
No
Go To 19.

GROUND
Fig. 144: Checking Steering Motor Common Circuit For Short To Ground

3. Measure the resistance between ground and the (P953) Steering Motor Common circuit.

Yes
 Repair the short to ground in the (P953) Steering Motor Common circuit.
No
Go To 18.

18. CHECKING THE (P953) STEERING MOTOR COMMON CIRCUIT FOR AN OPEN OR
Fig. 145: Checking Steering Motor Common Circuit For Open Or Excessive Resistance
1. Measure the resistance of the (P953) Steering Motor Common circuit between the Steering Wheel
Tilt Motor harness connector and the MSMD harness connector.
Yes
 Repair the open or excessive resistance in the (P953) Steering Motor Common circuit.
No
Go To 19.


Yes
No
B1D9B-54-SEAT HORIZONTAL FRONT STOP NOT LEARNED-MISSING CALIBRATION
THEORY OF OPERATION
the MSMD via a MUX signal circuit. The Tilt Motor and Telescope Motor are then commanded by the MSMD
based on the Switch input. The Tilt Motor and Telescope Motor also each have a hall-effect position sensor.
WHEN MONITORED:
SET CONDITION:
Seat becomes de-standardized. The seat horizontal motor is 5% past the expected soft stop position.
POSSIBLE CAUSES
Possible Causes
OTHER DTCS SET IN THE MEMORY SEAT MODULE
SEAT STANDARDIZATION ROUTINE NOT PERFORMED
DIAGNOSTIC TEST
1. CHECK FOR RELATED DTCS

Does the scan tool display any seat position sensor or circuit performance DTCs?
Yes
 Diagnose and repair the other DTCs first. Refer to DIAGNOSIS AND TESTING.
No
Go To 2.


3. Move the seat in the full forward horizontal position.
Does the scan tool display B1D9B-54-SEAT HORIZONTAL FRONT STOP NOT LEARNED-
MISSING CALIBRATION?
Yes
 With the scan tool, perform the MSMD Standardization Routine.

PROCEDURE.
No
PROCEDURE.
B210A-84-SYSTEM VOLTAGE LOW - SIGNAL BELOW ALLOWABLE RANGE

Fig. 146: Memory Seat Module Wiring Diagram

THEORY OF OPERATION
WHEN MONITORED:
Engine running, during seat motor operation.
SET CONDITION:
The Memory Seat Module receives a low charging system voltage message over the CAN B Bus or detects
voltage under 9.5 volts on the (A210) Fused B(+) circuit.
POSSIBLE CAUSES
Possible Causes
MEMORY SEAT MODULE (MSM)
DIAGNOSTIC TEST

Yes
 Perform the Charging System diagnostic procedures. Refer to DIAGNOSTIC CODE

No
Go To 2.


3. Start the engine and operate the driver power seat.
Does the scan tool display DTC B210A-84-SYSTEM VOLTAGE LOW-SIGNAL BELOW
ALLOWABLE RANGE?
Yes
 Go To 3.
No

PROCEDURE.

1. Disconnect the Memory Seat Module C1 harness connector.

Is the voltage measured at the Memory Seat Module harness connector the same as measured at the
battery?
Yes
 Replace the Memory Seat Module in accordance with the Service Information. Refer to
MODULE, MEMORY, SEAT , REMOVAL .
PROCEDURE.
No

PROCEDURE.
B210B-85-SYSTEM VOLTAGE LOW-SIGNAL ABOVE ALLOWABLE RANGE


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The Memory Seat Module receives a high charging system voltage message over the CAN B Bus or detects
voltage over 16.5 volts on the (A210) Fused B(+) circuit.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes

No
Go To 2.


Does the scan tool display DTC B210B-85-SYSTEM VOLTAGE LOW-SIGNAL ABOVE
ALLOWABLE RANGE?
Yes
PROCEDURE.
No
PROCEDURE.
B210D-21-SYSTEM VOLTAGE LOW-SIGNAL AMPLITUDE LESS THAN MINIMUM


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The Memory Seat Module receives a low charging system voltage message over the CAN B Bus or detects
voltage under 9.5 volts on the (A210) Fused B(+) circuit.
POSSIBLE CAUSES
Possible Causes
MEMORY SEAT MODULE
DIAGNOSTIC TEST

Yes

No
Go To 2.


Does the scan tool display B210D-21-SYSTEM VOLTAGE LOW-SIGNAL AMPLITUDE LESS
THAN MINIMUM?
Yes
 Go To 3.
No

PROCEDURE.

1. Disconnect the Memory Seat Module harness connector.

Is the voltage measured at the Memory Seat Module harness connector the same as measured at the
battery?
Yes
PROCEDURE.
No

PROCEDURE.
B210E-22-SYSTEM VOLTAGE LOW-SIGNAL AMPLITUDE GREATER THAN MAXIMUM
THEORY OF OPERATION
initiated if the transmission gear selector lever is not in the Park position or if the vehicle is moving.
WHEN MONITORED:

SET CONDITION:
The Memory Seat Module receives a high charging system voltage message over the CAN B Bus or detects
voltage over 16.5 volts on the (A210) Fused B(+) circuit.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes

No
Go To 2.


Does the scan tool display DTC B210E-22-SYSTEM VOLTAGE LOW-SIGNAL AMPLITUDE
GREATER THAN MAXIMUM?
Yes
 Replace the Memory Seat Module in accordance with the Service Information.
PROCEDURE.
No
PROCEDURE.
B221C-42-(MSM) MEMORY SEAT MODULE INTERNAL-GENERAL MEMORY FAILURE
THEORY OF OPERATION
WHEN MONITORED:
Ignition on.
SET CONDITION:
The Memory Seat Module (MSM) internal self test has failed.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. VERIFY THE IS ACTIVE

Does the scan tool display DTC B221C-42-(MSM) MEMORY SEAT MODULE INTERNAL-
GENERAL MEMORY FAILURE?
Yes
PROCEDURE.
No
PROCEDURE.
U0011-00-CAN INTERIOR BUS OFF PERFORMANCE


WHEN MONITORED:
Continuously.
SET CONDITION:
The Memory Seat Module detects the (D265) CAN IHS BUS (125K) (+) circuit or (D264) CAN IHS BUS
(125K) (-) circuit open.
POSSIBLE CAUSES
Possible Causes
(D265) CAN IHS BUS (125K) (+) CIRCUIT OPEN
(D264) CAN IHS BUS (125K) (-) CIRCUIT OPEN
DIAGNOSTIC TEST

2. With the scan tool, record and erase MSMD DTCs
5. With the scan tool, read active MSMD DTCs.
Yes
 Go To 2.
No
The conditions that caused this code to set are not present at this time. Using the wiring

diagram/schematic as a guide, inspect the wiring and connectors.
2. (D265) CAN IHS BUS (125K) (+) CIRCUIT OPEN

Fig. 152: Checking Can IHS Bus (125K) (+) Circuit For Open

3. Measure the voltage between the (D265) CAN IHS BUS (125K) (+) circuit and ground.
Yes
 Go To 3.
No
Repair the (D265) CAN IHS BUS (125K) (+) circuit for an open.

3. (D264) CAN IHS BUS (125K) (-) CIRCUIT OPEN
Fig. 153: Checking Can IHS Bus (125K) (-) Circuit For Open

3. Measure the voltage between the (D264) CAN IHS BUS (125K) (-) circuit and ground.
Yes
 Inspect the wiring and connectors for damage or shorted circuits. If OK, replace the Memory
Seat Module in accordance with the service information. Refer to MODULE, MEMORY,
SEAT , REMOVAL .
PROCEDURE.
No
 Repair the (D264) CAN IHS BUS (125K) (-) circuit for an open.
U0013-00-CAN INTERIOR BUS (+) CIRCUIT LOW
WHEN MONITORED:
The battery voltage between 10 volts and 16 volts.
SET CONDITION:
A short to ground is detected on the CAN Interior Bus (125K) (+) circuit.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the diagnostic test procedure for DTC
U0010-CAN INTERIOR BUS.
No
U0014-00-CAN INTERIOR BUS (+) CIRCUIT HIGH
WHEN MONITORED:
SET CONDITION:
A short to voltage is detected on the CAN Interior Bus (125K) (+) circuit.
POSSIBLE CAUSES
Possible Causes

DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
No
U0016-00-CAN INTERIOR BUS (-) CIRCUIT LOW
WHEN MONITORED:
SET CONDITION:
A short to ground is detected on the CAN Interior Bus (125K) (-) circuit.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
No
U0017-00-CAN INTERIOR BUS (-) CIRCUIT HIGH
WHEN MONITORED:

SET CONDITION:
A short to voltage on the CAN Interior Bus (125K) (-) circuit.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
No
WHEN MONITORED:

SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Yes

No
AND TESTING . .
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
No
U0203-00-LOST COMMUNICATION WITH LEFT FRONT DOOR MODULE

WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Door Module Front Left (DMFL) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
No
STANDARD PROCEDURE
STANDARD PROCEDURE - POWER SEAT SYSTEM VERIFICATION TEST
DIAGNOSTIC TEST
1. Perform Power Seat System Verification Test

2. Make sure that all accessories are turned off.
3. Make sure that the battery is fully charged.
5. If either the Memory Seat Module or the Driver Horizontal Seat Adjuster Motor/Seat Track was
replaced, the MSM Standardization Routine must be performed using the scan tool.
6. With the scan tool, record and erase DTCs from all modules.
7. Operate the driver seat in all positions.
8. With the Memory Switch on the Driver's Door, program the Driver's Seat No. 1 Button to a desired
position and Driver No. 2 Button to a different position.
9. Verify that both Memory positions can be recalled from the RKE transmitter and the Memory
Switch on the Driver's Door.
10. Turn the ignition off, wait 10 seconds, and then turn the ignition on.
12. Check for DTCs in the modules.
Are DTCs present in any of the modules or is the original condition still present?
Yes
 The repair is not complete. Refer to the related DTC list for the DTC that is still present.
No
 The repair is complete.

2011 RESTRAINTS Occupant Restraint Controller (ORC) - Electrical Diagnostics - Grand Cherokee
2011 RESTRAINTS
Occupant Restraint Controller (ORC) - Electrical Diagnostics - Grand Cherokee

DTC Description
B1204 PASSENGER AIRBAG INDICATOR CIRCUIT LOW
B1205 PASSENGER AIRBAG INDICATOR CIRCUIT HIGH
B1206 PASSENGER AIRBAG INDICATOR CIRCUIT OPEN
B1B00 DRIVER AIRBAG SQUIB 1 CIRCUIT LOW
B1B01 DRIVER AIRBAG SQUIB 1 CIRCUIT HIGH
B1B02 DRIVER AIRBAG SQUIB 1 CIRCUIT OPEN
B1B03 DRIVER AIRBAG SQUIB 1 CIRCUIT SHORTED TOGETHER
B1B04 DRIVER AIRBAG SQUIB 2 CIRCUIT LOW
B1B05 DRIVER AIRBAG SQUIB 2 CIRCUIT HIGH
B1B06 DRIVER AIRBAG SQUIB 2 CIRCUIT OPEN
B1B07 DRIVER AIRBAG SQUIB 2 CIRCUIT SHORTED TOGETHER
B1B08 PASSENGER AIRBAG SQUIB 1 CIRCUIT LOW
B1B09 PASSENGER AIRBAG SQUIB 1 CIRCUIT HIGH
B1B0A PASSENGER AIRBAG SQUIB 1 CIRCUIT OPEN
B1B0B PASSENGER AIRBAG SQUIB 1 CIRCUIT SHORTED TOGETHER
B1B0C PASSENGER AIRBAG SQUIB 2 CIRCUIT LOW
B1B0D PASSENGER AIRBAG SQUIB 2 CIRCUIT HIGH
B1B0E PASSENGER AIRBAG SQUIB 2 CIRCUIT OPEN
B1B0F PASSENGER AIRBAG SQUIB 2 CIRCUIT SHORTED TOGETHER
B1B10 DRIVER KNEE BOLSTER SQUIB CIRCUIT LOW
B1B11 DRIVER KNEE BOLSTER SQUIB CIRCUIT HIGH
B1B12 DRIVER KNEE BOLSTER SQUIB CIRCUIT OPEN
B1B13 DRIVER KNEE BOLSTER SQUIB CIRCUIT SHORTED TOGETHER
B1B18 LEFT SIDE CURTAIN SQUIB 1 CIRCUIT LOW
B1B19 LEFT SIDE CURTAIN SQUIB 1 CIRCUIT HIGH
B1B1A LEFT SIDE CURTAIN SQUIB 1 CIRCUIT OPEN
B1B1B LEFT SIDE CURTAIN SQUIB 1 CIRCUIT SHORTED TOGETHER
B1B20 RIGHT SIDE CURTAIN SQUIB 1 CIRCUIT LOW
B1B21 RIGHT SIDE CURTAIN SQUIB 1 CIRCUIT HIGH
B1B22 RIGHT SIDE CURTAIN SQUIB 1 CIRCUIT OPEN
B1B23 RIGHT SIDE CURTAIN SQUIB 1 CIRCUIT SHORTED TOGETHER
B1B50 1st ROW DRIVER SEATBELT SENSOR CIRCUIT LOW
B1B51 1st ROW DRIVER SEATBELT SENSOR CIRCUIT HIGH
B1B52 1st ROW DRIVER SEATBELT SENSOR CIRCUIT OPEN
B1B53 1st ROW DRIVER SEATBELT SENSOR CIRCUIT SHORTED TOGETHER

B1B54 1st ROW PASSENGER SEATBELT SENSOR CIRCUIT LOW
B1B55 1st ROW PASSENGER SEATBELT SENSOR CIRCUIT HIGH
B1B56 1st ROW PASSENGER SEATBELT SENSOR CIRCUIT OPEN
B1B57 1st ROW PASSENGER SEAT BELT SENSOR CIRCUIT SHORTED
TOGETHER
B1B70-UP FRONT LEFT SATELLITE ACCELERATION SENSOR INTERNAL
B1B71-UP FRONT RIGHT SATELLITE ACCELERATION SENSOR INTERNAL
B1B72 LEFT SIDE SATELLITE ACCELERATION SENSOR 1 INTERNAL
B1B73 LEFT SIDE SATELLITE ACCELERATION SENSOR 2 INTERNAL
B2746 LEFT SIDE SATELLITE PRESSURE SENSOR 4 INTERNAL
B1B75 RIGHT SIDE SATELLITE ACCELERATION SENSOR 1 INTERNAL
B1B76 RIGHT SIDE SATELLITE ACCELERATION SENSOR 2 INTERNAL
B2749 RIGHT SIDE SATELLITE PRESSURE SENSOR 4 INTERNAL
B1BA5 AIRBAG SQUIB CONFIGURATION MISMATCH
B1BC7 DEPLOYMENT DATA RECORD FULL
B1C27 LEFT SIDE SEAT THORAX SQUIB 1 LOW
B1C28 LEFT SIDE SEAT THORAX SQUIB 1 HIGH
B1C29 LEFT SIDE SEAT THORAX SQUIB 1 OPEN
B1C2A LEFT SIDE SEAT THORAX SQUIB 1 SHORTED TOGETHER
B1C2B RIGHT SIDE SEAT THORAX SQUIB 1 LOW
B1C2C RIGHT SIDE SEAT THORAX SQUIB 1 HIGH
B1C2D RIGHT SIDE SEAT THORAX SQUIB 1 OPEN
B1C2E RIGHT SIDE SEAT THORAX SQUIB 1 SHORTED TOGETHER
B1C12 DRIVER ACTIVE HEADREST CONTROL CIRCUIT LOW
B1C13 DRIVER ACTIVE HEADREST CONTROL CIRCUIT HIGH
B1C14 DRIVER ACTIVE HEADREST CONTROL CIRCUIT OPEN
B1C16 DRIVER ACTIVE HEADREST CONTROL CIRCUIT MISMATCH
B1C18 PASSENGER ACTIVE HEADREST CONTROL CIRCUIT LOW
B1C19 PASSENGER ACTIVE HEADREST CONTROL CIRCUIT HIGH
B1C1A B1C1A -PASSENGER ACTIVE HEADREST CONTROL CIRCUIT OPEN
B1C1C PASSENGER ACTIVE HEADREST CONTROL CIRCUIT MISMATCH
B1CDB PASSENGER OCCUPANT DETECTOR CIRCUIT LOW
B1CDC PASSENGER OCCUPANT DETECTOR CIRCUIT HIGH
B1CDD PASSENGER OCCUPANT DETECTOR CIRCUIT OPEN
B2734 PASSENGER OCCUPANT DETECTOR SENSOR FAULT
B1BD0 ROLL OVER INTERNAL
B1C38 1st ROW DRIVER RETRACTOR TENSIONER CIRCUIT LOW
B1C39 1ST ROW DRIVER RETRACTOR TENSIONER CIRCUIT HIGH
B1C3A 1st ROW DRIVER RETRACTOR TENSIONER CIRCUIT OPEN
B1C3B 1st ROW DRIVER RETRACTOR TENSIONER CIRCUIT SHORTED
TOGETHER
B1C47 1st ROW PASSENGER RETRACTOR TENSIONER CIRCUIT LOW
B1C48 1ST ROW PASSENGER RETRACTOR TENSIONER CIRCUIT HIGH
B1C49 1st ROW PASSENGER RETRACTOR TENSIONER CIRCUIT OPEN
B1C4A 1st ROW PASSENGER RETRACTOR TENSIONER CIRCUIT SHORTED
TOGETHER
B210D BATTERY VOLTAGE LOW
B210E BATTERY VOLTAGE HIGH
B212C IGNITION RUN/START INPUT CIRCUIT OPEN
B212D IGNITION RUN ONLY INPUT CIRCUIT OPEN
B2207 OCCUPANT RESTRAINT CONTROLLER INTERNAL 1
B2208 OCCUPANT RESTRAINT CONTROLLER INTERNAL 2
B220B OCCUPANT RESTRAINT CONTROLLER FIRING STORED ENERGY
B222A VEHICLE LINE MISMATCH
B223B VEHICLE CONFIGURATION MISMATCH
B2255 OCCUPANT RESTRAINT CONTROLLER ROLL OVER FEATURE DISABLE
B2722 ORC UNLOCKED - ALL DEPLOYMENT DISABLED
U0170 LOST COMMUNICATION W/UP-FRONT LEFT SATELLITE
ACCELERATION SENSOR
U0172 LOST COMMUNICATION W/LEFT SIDE SATELLITE ACCELERATION
SENSOR 1
U0171 LOST COMMUNICATION W/UP-FRONT RIGHT SATELLITE
ACCELERATION SENSOR
U0173 LOST COMMUNICATION W/LEFT SIDE SATELLITE ACCELERATION
SENSOR 2
U11AD LOST COMMUNICATION W/LEFT SIDE SATELLITE IMPACT SENSOR 4
U0175 LOST COMMUNICATION W/RIGHT SIDE SATELLITE ACCELERATION
SENSOR 1
U0176 LOST COMMUNICATION W/RIGHT SIDE SATELLITE ACCELERATION
SENSOR 2
U11B0 LOST COMMUNICATION W/RIGHT SIDE SATELLITE IMPACT SENSOR 4
U1414 IMPLAUSIBLE/MISSING ECU CONFIGURATION DATA
U1415 IMPLAUSIBLE/MISSING VEHICLE CONFIGURATION DATA
U142A IMPLAUSIBLE PRNDL SIGNAL RECEIVED
2011 ACCESSORIES AND EQUIPMENT Park Assist Module (PAM) - Electrical Diagnostics - Grand Cherokee
Park Assist Module (PAM) - Electrical Diagnostics - Grand Cherokee

DTC Description
B128E-11 PTS SENSOR 1 - CIRCUIT SHORT TO GROUND
B128E-12 PTS SENSOR 1 - CIRCUIT SHORT TO BATTERY
B128E-25 PTS SENSOR 1 - SIGNAL SHAPE / WAVEFORM FAILURE
B128E-92 PTS SENSOR 1 - PERFORMANCE OR INCORRECT OPERATION
B128F-11 PTS SENSOR 2 - CIRCUIT SHORT TO GROUND
B128F-12 PTS SENSOR 2 - CIRCUIT SHORT TO BATTERY
B128F-25 PTS SENSOR 2 - SIGNAL SHAPE / WAVEFORM FAILURE
B128F-92 PTS SENSOR 2 - PERFORMANCE OR INCORRECT OPERATION
B1290-11 PTS SENSOR 3 - CIRCUIT SHORT TO GROUND
B1290-12 PTS SENSOR 3 - CIRCUIT SHORT TO BATTERY
B1290-25 PTS SENSOR 3 - SIGNAL SHAPE / WAVEFORM FAILURE
B1290-92 PTS SENSOR 3 - PERFORMANCE OR INCORRECT OPERATION

B210C-16 BATTERY VOLTAGE INPUT-CIRCUIT VOLTAGE BELOW THRESHOLD
B210C-17 BATTERY VOLTAGE INPUT-CIRCUIT VOLTAGE ABOVE THRESHOLD
B2128-16 SENSOR SUPPLY VOLTAGE-CIRCUIT VOLTAGE BELOW THRESHOLD
B2128-17 SENSOR SUPPLY VOLTAGE-CIRCUIT VOLTAGE ABOVE THRESHOLD
B21DD-16 SYSTEM VOLTAGE-CIRCUIT VOLTAGE BELOW THRESHOLD
B21DD-17 SYSTEM VOLTAGE-CIRCUIT VOLTAGE ABOVE THRESHOLD
B2232-00 (PTS) PARKTRONICS INTERNAL
U0423-00 IMPLAUSIBLE DATA RECEIVED FROM CLUSTER/CCN

B128E-11-PTS SENSOR 1 - CIRCUIT SHORT TO GROUND
THEORY OF OPERATION
The Park Assist Sensors are ultrasonic transceivers that are completely controlled by the Park Assist Module.
The sensors transmit and receive ultrasonic signals. Each sensor has a voltage, signal, and return circuit to the
module. The sensors communicate with the Park Assist Module using a dedicated serial bus communication
circuit.
NOTE: The numbering system for the park assist sensors allows for up to twelve
sensors on the vehicle, six front and six rear. The sensors are numbered in a
clockwise manner starting at the left front bumper. The left front sensor (if
equipped with front park assist) is the number 1 sensor. The numbering
continues in a clockwise direction around the vehicle. Since Chrysler Group
vehicles use only four rear sensors, sensor numbers 7 and 12 are omitted, so
the left rear sensor is the number 11 sensor.
WHEN MONITORED:
Vehicle in reverse.
During the self-test while vehicle is in drive between 11 mph (18 km/h) and 25 mph (40 km/h).
SET CONDITION:
The Park Assist Module detects a short to ground on the Park Assist Sensor Signal circuit.
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR DISCONNECTED
(D702) PARK ASSIST SENSOR 1 SIGNAL CIRCUIT SHORTED TO GROUND
(D702) PARK ASSIST SENSOR 1 SIGNAL CIRCUIT SHORTED TO THE (X751) PARK ASSIST
(D702) PARK ASSIST SENSOR 1 SIGNAL CIRCUIT OPEN
(X702) PARK ASSIST SENSOR SUPPLY CIRCUIT OPEN
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST
1. CHECK FOR AN ACTIVE DIAGNOSTIC TROUBLE CODE (DTC)
NOTE: A disconnected sensor will set this DTC. Verify the Park Assist Sensor is
connected before proceeding with this diagnostic procedure.

Yes
 Go To 2.
No

2. CHECK THE VOLTAGE OF THE (X702) PARK ASSIST SENSOR SUPPLY CIRCUIT
Fig. 1: Checking Voltage Of Park Assist Sensor Supply Circuit


2. Disconnect the Park Assist Sensor harness connector.
4. Measure the voltage of the (X702) Park Assist Sensor Supply circuit.
Yes
 Go To 4.
No
Go To 3.

3. CHECK THE (X702) PARK ASSIST SENSOR SUPPLY CIRCUIT FOR AN OPEN OR HIGH
RESISTANCE
Fig. 2: Checking Park Assist Sensor Supply Circuit For Open Or High Resistance

2. Disconnect the Park Assist Module C3 harness connector.
3. Measure the resistance of the (X702) Park Assist Sensor Supply circuit.
Yes
 Replace the Park Assist Module in accordance with the Service Information. Refer to
MODULE, PARK ASSIST , REMOVAL .
No
Repair the open or high resistance in the (X702) Park Assist Sensor Supply circuit.

4. CHECK THE (D702) PARK ASSIST SENSOR 1 SIGNAL CIRCUIT FOR A SHORT TO
GROUND WITH THE PARK ASSIST MODULE CONNECTED
Fig. 3: Measuring Resistance Between Ground & Park Assist Sensor Signal Circuit
NOTE: Perform this step with the Park Assist Module connected.
1. Measure the resistance between ground and the (D702) Park Assist Sensor 1 Signal circuit.
Yes
 Go To 5.
No
Go To 7.

GROUND WITH THE PARK ASSIST MODULE DISCONNECTED

Yes
 Repair the short to ground in the (D702) Park Assist Sensor 1 Signal circuit.
No
Go To 6.

6. CHECK THE (D702) PARK ASSIST SENSOR 1 SIGNAL CIRCUIT FOR A SHORT TO THE
(X751) PARK ASSIST SENSOR GROUND CIRCUIT
Fig. 5: Measuring Resistance Between Park Assist Sensor Signal Circuit & Park Assist Sensor
Ground Circuit
1. Measure the resistance between the (D702) Park Assist Sensor 1 Signal circuit and the (X751) Park
Assist Sensor Ground circuit.
Yes
 Repair the short between the (D702) Park Assist Sensor 1 Signal circuit and the (X751) Park
No
Replace the Park Assist Module in accordance with the Service Information. Refer to

7. CHECK THE (D702) PARK ASSIST SENSOR 1 SIGNAL CIRCUIT FOR AN OPEN
Fig. 6: Checking Park Assist Sensor 1 Signal Circuit For Open


2. Measure the resistance of the (D702) Park Assist Sensor 1 Signal circuit.
Yes
 Repair the open in the (D702) Park Assist Sensor 1 Signal circuit.
No
Go To 8.

8. PARK ASSIST SENSOR

Fig. 7: Park Assist Sensor Connector End View


2. Reconnect the Park Assist Module C3 harness connector.
3. Connect a jumper wire across the (X702) Park Assist Sensor Supply and (D702) Park Assist Sensor
1 Signal circuits.
Does the scan tool display DTC: B128E-12-PTS SENSOR 1 - CIRCUIT SHORT TO BATTERY
as active?
Yes
 Replace the Park Assist Sensor in accordance with the Service Information. Refer to
SENSOR, PARK ASSIST , REMOVAL .
No
B128E-12-PTS SENSOR 1 - CIRCUIT SHORT TO BATTERY
THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
The Park Assist Module detects an open or short to voltage on the Park Assist Sensor Signal circuit.
POSSIBLE CAUSES
Possible Causes
(D702) PARK ASSIST SENSOR 1 SIGNAL CIRCUIT SHORTED TO VOLTAGE
SENSOR SUPPLY CIRCUIT
(X751) PARK ASSIST SENSOR GROUND CIRCUIT OPEN
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. (D702) PARK ASSIST SENSOR 1 SIGNAL CIRCUIT SHORTED TO BATTERY

5. Measure the voltage of the (D702) Park Assist Sensor 1 Signal circuit.
Yes
 Repair the (D702) Park Assist Sensor 1 Signal circuit for a short to battery.
No
 Go To 3.
3. (D702) PARK ASSIST SENSOR 1 SIGNAL CIRCUIT SHORTED TO THE (X702) PARK ASSIST
Assist Sensor Supply circuit.
Yes
 Repair the (D702) Park Assist Sensor 1 Signal circuit for a short to the (X702) Park Assist
Sensor Supply circuit.
No
Go To 4.

4. (X751) PARK ASSIST SENSOR GROUND CIRCUIT OPEN

2. Measure the resistance between ground and the (X751) Park Assist Sensor Ground circuit.
Yes
 Go To 5.
No
Replace the Park Assist Sensor in accordance with the Service Information. Refer to

5. (X751) PARK ASSIST SENSOR GROUND CIRCUIT OPEN BETWEEN PARK ASSIST
MODULE AND SENSOR
2. Measure the resistance of the (X751) Park Assist Sensor Ground circuit.
Yes
 Repair the open in the (X751) Park Assist Sensor Ground circuit.
No
B128E-25-PTS SENSOR 1 - SIGNAL SHAPE / WAVEFORM FAILURE
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
The Park Assist Module detects an internal Sensor error.
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR MEMBRANE OBSTRUCTION (ICE, SNOW, MUD, DIRT COVERING
FASCIA)
PARK ASSIST SENSOR CONNECTOR OBSTRUCTION (ICE, SNOW, MUD, DIRT)
DECOUPLING RING MISSING/MOUNTED WRONG
OBJECTS - SUCH AS LICENSE PLATES - IN CLOSE RANGE TO THE SENSOR
PARK ASSIST SENSOR
DIAGNOSTIC TEST
NOTE: Before proceeding with this diagnostic procedure, remove any ice, snow,
mud, dirt, or other obstructions from the front/rear fascia/bumper. Also
remove any ice, snow, dirt, mud, or other obstructions from the underside
of the Fascia/Bumper surrounding the sensors.

2. With the scan tool, read Park Assist Module DTCs.
Yes
 Go To 2.
No

1. Verify that none of the possible causes mentioned above are present. Repair as necessary.
If none of the possible causes mentioned above are present, view repair.
Repair
B128E-92-PTS SENSOR 1 - PERFORMANCE OR INCORRECT OPERATION
THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
If the system detects data corruption in the transmission in the internal communication line between the module
and sensors, this code will set.
POSSIBLE CAUSES
Possible Causes
(D702) PARK ASSIST SENSOR 1 SIGNAL CIRCUIT SHORTED TO BATTERY
PARK ASSIST SENSOR 1
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK PARK ASSIST SENSOR 1 FOR INTERNAL SHORT

2. Disconnect Park Assist Sensor 1.

Yes
 Go To 3.
No
Replace Park Assist Sensor 1 in accordance with the Service Information. Refer to

GROUND
Fig. 8: Measuring Resistance Between Ground And Park Assist Signal 1 Circuit

Yes
 Repair the (D702) Park Assist Sensor 1 Signal circuit for a short to ground.
No
Go To 4.

BATTERY
Fig. 9: Measuring Voltage Of Park Assist Signal 1 Circuit


Is voltage present?
Yes
No
Go To 5.

Fig. 10: Checking Park Assist Signal 1 Circuit For An Open


2. Measure the resistance of the (D702) Park Assist Sensor 1 Signal circuit between the Park Assist
Module C3 harness connector and the Park Assist Sensor 1 harness connector.
No
 Repair the (D702) Park Assist Sensor 1 Signal circuit for an open.
Yes
 Replace the Park Assist Module in accordance with Service Information. Refer to
B128F-11-PTS SENSOR 2 - CIRCUIT SHORT TO GROUND
THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes

PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No



Yes
 Go To 4.
No
Go To 3.

RESISTANCE

Yes
No

Yes
 Go To 5.
No
Go To 7.


Yes
No
Go To 6.

Ground Circuit
Yes
No


Yes
No
Go To 8.




2 Signal circuits.
Does the scan tool display DTC: B128F-12-PTS SENSOR 2 - CIRCUIT SHORT TO BATTERY
as active?
Yes
No
B128F-12-PTS SENSOR 2 - CIRCUIT SHORT TO BATTERY
THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No


Yes
No
 Go To 3.
Yes
No
Go To 4.


Yes
 Go To 5.
No

MODULE AND SENSOR
Yes
No
B128F-25-PTS SENSOR 2 - SIGNAL SHAPE / WAVEFORM FAILURE
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FASCIA)
PARK ASSIST SENSOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No

Repair
B128F-92-PTS SENSOR 2 - PERFORMANCE OR INCORRECT OPERATION
THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No



Yes
 Go To 3.
No

GROUND

Yes
No
Go To 4.

BATTERY


Is voltage present?
Yes
No
Go To 5.


No
Yes
B1290-11-PTS SENSOR 3 - CIRCUIT SHORT TO GROUND
THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No



Yes
 Go To 4.
No
Go To 3.

RESISTANCE

Yes
No

Yes
 Go To 5.
No
Go To 7.


Yes
No
Go To 6.

Ground Circuit
Yes
No


Yes
No
Go To 8.




3 Signal circuits.
Does the scan tool display DTC: B1290-12-PTS SENSOR 3 - CIRCUIT SHORT TO BATTERY
as active?
Yes
No
B1290-12-PTS SENSOR 3 - CIRCUIT SHORT TO BATTERY
THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No


Yes
No
 Go To 3.
Yes
No
Go To 4.


Yes
 Go To 5.
No

MODULE AND SENSOR
Yes
No
B1290-25-PTS SENSOR 3 - SIGNAL SHAPE / WAVEFORM FAILURE
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FASCIA)
PARK ASSIST SENSOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No

Repair
B1290-92-PTS SENSOR 3 - PERFORMANCE OR INCORRECT OPERATION
THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No



Yes
 Go To 3.
No

GROUND

Yes
No
Go To 4.

BATTERY


Is voltage present?
Yes
No
Go To 5.


No
Yes
THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes

PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No



Yes
 Go To 4.
No
Go To 3.

RESISTANCE

Yes
No

Yes
 Go To 5.
No
Go To 7.


Yes
No
Go To 6.

Ground Circuit
Yes
No


Yes
No
Go To 8.




4 Signal circuits.
as active?
Yes
No
THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No


Yes
No
 Go To 3.
Yes
No
Go To 4.


Yes
 Go To 5.
No

MODULE AND SENSOR
Yes
No
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FASCIA)
PARK ASSIST SENSOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No

Repair
THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No



Yes
 Go To 3.
No

GROUND

Yes
No
Go To 4.

BATTERY


Is voltage present?
Yes
No
Go To 5.




No
Yes
THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes

PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No



Yes
 Go To 4.
No
Go To 3.

RESISTANCE

Yes
No

Yes
 Go To 5.
No
Go To 7.


Yes
No
Go To 6.

Ground Circuit
Yes
No


Yes
No
Go To 8.




5 Signal circuits.
as active?
Yes
No
THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No


Yes
No
 Go To 3.
Yes
No
Go To 4.


Yes
 Go To 5.
No

MODULE AND SENSOR
Yes
No
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FASCIA)
PARK ASSIST SENSOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No

Repair
THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No



Yes
 Go To 3.
No

GROUND
Fig. 48: Checking Park Assist Signal 5 Circuit For A Short


Yes
No
Go To 4.

BATTERY


Is voltage present?
Yes
No
Go To 5.


No
Yes
THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR

PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No



Yes
 Go To 4.
No
Go To 3.

RESISTANCE

Yes
No

Yes
 Go To 5.
No
Go To 7.


Yes
No
Go To 6.

Ground Circuit
Yes
No


Yes
No
Go To 8.




6 Signal circuits.
as active?
Yes
No
THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No


Yes
No
 Go To 3.
Yes
No
Go To 4.


Yes
 Go To 5.
No

MODULE AND SENSOR
Yes
No
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FASCIA)
PARK ASSIST SENSOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No

Repair
THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No



Yes
 Go To 3.
No

GROUND

Yes
No
Go To 4.

BATTERY


Is voltage present?
Yes
No
Go To 5.



No
Yes

Fig. 61: Park Assist Sensor Wiring Diagram

THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST


Yes
 Go To 2.
No



Yes
 Go To 4.
No
Go To 3.

RESISTANCE
Fig. 63: Checking Resistance Of Park Assist Sensor Supply Circuit


Yes
No

Yes
 Go To 5.
No
Go To 7.


Yes
No
Go To 6.

Ground Circuit
Yes
No

Fig. 67: Checking Resistance Of Park Assist Sensor 8 Signal Circuit


Yes
No
Go To 8.




8 Signal circuits.
as active?
Yes
No


THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No


Fig. 70: Checking Voltage Of Park Assist Sensor 8 Signal Circuit



Yes
No
Go To 3.

Supply Circuit

Yes
No
Go To 4.


Fig. 72: Checking Resistance Between Ground & Park Assist Sensor Ground Circuit

Yes
 Go To 5.
No

MODULE AND SENSOR
Fig. 73: Checking Resistance Of Park Assist Sensor Ground Circuit


Yes
No
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FASCIA)

PARK ASSIST SENSOR
DIAGNOSTIC TEST
1. CHECK FOR ACTIVE DIAGNOSTIC TROUBLE CODE (DTC)

Yes
 Go To 2.
No

Repair


THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No


Yes
 Go To 3.
No

GROUND
Fig. 75: Checking Park Assist Sensor Signal Circuit


3. Using a 12-volt test light connected to 12-volts check the (D701) Park Assist Sensor No. 8 Signal
circuit at the Park Assist Module C2 harness connector.
Yes
No
Go To 4.

4. CHECK THE (D701) PARK ASSIST SENSOR NO. 8 SIGNAL CIRCUIT FOR A SHORT TO
BATTERY


2. Using a 12-volt test light connected to ground check the (D701) Park Assist Sensor 8 Signal circuit
at the Park Assist Module C2 harness connector for a short to battery.
Yes
No
Go To 5.


No
Yes

Fig. 78: Park Assist Sensor No. 9 Signal Wiring Diagram

THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST


Yes
 Go To 2.
No



Yes
 Go To 4.
No
Go To 3.

RESISTANCE


Yes
No

Yes
 Go To 5.
No
Go To 7.


Yes
No
Go To 6.

Ground Circuit
Yes
No



Yes
No
Go To 8.




9 Signal circuits.
as active?
Yes
No


THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No





Yes
No
Go To 3.

Supply Circuit

Yes
No
Go To 4.



Yes
 Go To 5.
No
Replace the Park Assist Sensor in accordance with the Service Information.

MODULE AND SENSOR


Yes
No
 Replace the Park Assist Module in accordance with the Service Information.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FASCIA)

PARK ASSIST SENSOR
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No

Repair


THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No


Yes
 Go To 3.
No

GROUND
Fig. 92: Checking Park Assist Sensor 9 Signal Circuit For Short To Ground

3. Using a 12-volt test light connected to 12-volts check the (D703) Park Assist Sensor 9 Signal
circuit for a short to ground at the Park Assist Module C2 harness connector.
Yes
No
Go To 4.

BATTERY


2. Using a 12-volt test light connected to ground check the (D703) Park Assist Sensor 9 Signal circuit
at the Park Assist Module C2 harness connector for a short to battery.
Yes
No
Go To 5.


No
Yes


THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST


Yes
 Go To 2.
No



Yes
 Go To 4.
No
Go To 3.

RESISTANCE


Yes
No

Yes
 Go To 5.
No
Go To 7.


Yes
No
Go To 6.

Ground Circuit
1. Measure the resistance between the (D704) Park Assist Sensor 10 Signal circuit and the (X750)
Park Assist Sensor Ground circuit.
Yes
 Repair the short between the (D704) Park Assist Sensor 10 Signal circuit and the (X750)
No



Yes
No
Go To 8.




10 Signal circuits.
as active?
Yes
No


THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No





Yes
No
Go To 3.

3. (D704) PARK ASSIST SENSOR 10 SIGNAL CIRCUIT SHORTED TO THE (X700) PARK
ASSIST SENSOR SUPPLY CIRCUIT
Supply Circuit

Park Assist Sensor Supply circuit.
Yes
No
Go To 4.



Yes
 Go To 5.
No

MODULE AND SENSOR


Yes
No
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FASCIA)

PARK ASSIST SENSOR
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No

Repair


THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No


Yes
 Go To 3.
No

GROUND
Fig. 109: Checking Park Assist Sensor 10 Signal Circuit For Short To Ground

Yes
No
Go To 4.

BATTERY
Fig. 110: Checking Park Assist Sensor 10 Signal Circuit For Short To Battery

2. Using a 12-volt test light connected to ground check the (D704) Park Assist Sensor 10 Signal
circuit at the Park Assist Module C2 harness connector for a short to battery.
Yes
No
Go To 5.


No
Yes


THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST


Yes
 Go To 2.
No



Yes
 Go To 4.
No
Go To 3.

RESISTANCE


Yes
No

Yes
 Go To 5.
No
Go To 7.


Yes
No
Go To 6.

Ground Circuit
Yes
 Repair the short between the (D710) Park Assist Sensor 11 Signal circuit and the (X750)
No



Yes
No
Go To 8.




11 Signal circuits.
as active?
Yes
No


THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No





Yes
No
Go To 3.

3. (D710) PARK ASSIST SENSOR 11 SIGNAL CIRCUIT SHORTED TO THE (X700) PARK
ASSIST SENSOR SUPPLY CIRCUIT
Supply Circuit

Park Assist Sensor Supply circuit.
Yes
No
Go To 4.



Yes
 Go To 5.
No

MODULE AND SENSOR


Yes
No
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FASCIA)

PARK ASSIST SENSOR
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No

Repair


THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No


Yes
 Go To 3.
No

GROUND


Yes
No
Go To 4.

BATTERY
Fig. 127: Checking Park Assist Sensor 11 Signal Circuit For Short To Battery

2. Using a 12-volt test light connected to ground check the (D710) Park Assist Sensor 11 Signal
circuit at the Park Assist Module C2 harness connector for a short to battery.
Yes
No
Go To 5.


No
Yes
B210C-16-BATTERY VOLTAGE INPUT-CIRCUIT VOLTAGE BELOW THRESHOLD
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
Park Assist Module supply voltage less than 6.5 volts.
POSSIBLE CAUSES
Possible Causes
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No
The condition that caused this code to set is not present at this time. Check for an intermittent

condition by inspecting the related wiring harness for chafed, pierced, pinched, and partially
broken wires. Also inspect the related connectors for broken, bent, pushed out, spread,
corroded, or contaminated terminals.
2. VERIFY OPERATION OF THE VEHICLE CHARGING SYSTEM
NOTE: Troubleshoot any PCM charging/cranking DTCs before proceeding.

NOTE: Make sure the battery is fully charged.
Are any charging system DTCs present?
Yes
 Refer to DIAGNOSTIC CODE INDEX - 3.0L DIESEL or DIAGNOSTIC CODE INDEX -

NGC and perform the appropriate charging system or battery diagnostic procedure .
No
 Replace the Park Assist Module in accordance with the Service Information. Refer to MODULE,
PARK ASSIST , REMOVAL .
B210C-17-BATTERY VOLTAGE INPUT-CIRCUIT VOLTAGE ABOVE THRESHOLD
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
Park Assist Module supply voltage greater than 16.0 volts.
POSSIBLE CAUSES
Possible Causes
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No

Yes

No
B2128-16-SENSOR SUPPLY VOLTAGE-CIRCUIT VOLTAGE BELOW THRESHOLD

Fig. 129: Park Assist Power Supply Wiring Diagram

THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
Park Assist Sensor supply voltage less than 7.2 volts.
POSSIBLE CAUSES
Possible Causes
(X702) FRONT PARK ASSIST SENSOR SUPPLY CIRCUIT SHORTED TO GROUND (IF
EQUIPPED)
(X700) PARK ASSIST SENSOR SUPPLY CIRCUIT SHORTED TO GROUND
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No
2. CHECK EACH PARK ASSIST SENSOR FOR A SHORT TO GROUND

2. Disconnect one Park Assist Sensor.
4. With the scan tool, read Park Assist Module DTCs. If this DTC is still active, repeat this procedure
by disconnecting another Park Assist Sensor. However, if this DTC changes from active to stored,
or if all sensors have been disconnected, proceed as follows:
Does the scan tool still display this DTC as active?
Yes
 Go To 3.
No
Replace the Park Assist Sensor that caused this DTC to change from active to stored after

disconnecting it in accordance with the Service Information. Refer to SENSOR, PARK
ASSIST , REMOVAL .
3. CHECK THE (X702) FRONT PARK ASSIST SENSOR SUPPLY CIRCUIT SHORTED TO
GROUND (IF EQUIPPED)
Fig. 130: Checking Front Park Assist Sensor Supply Circuit For Short To Ground (If Equipped)
NOTE: If vehicle is not equipped with Front Park Assist, proceed to next test step.
NOTE: Perform this test with all Front Park Assist Sensors disconnected.

2. Measure the resistance between ground and the (X702) Front Park Assist Sensor Supply circuit.
Yes
 Repair the short to ground in the (X702) Front Park Assist Sensor Supply circuit.
No
Go To 4.

4. CHECK THE (X700) PARK ASSIST SENSOR SUPPLY CIRCUIT FOR A SHORT TO GROUND
Fig. 131: Checking Park Assist Sensor Supply Circuit

NOTE: Perform this test with all Rear Park Assist Sensors disconnected.

2. Measure the resistance between ground and the (X700) Park Assist Sensor Supply circuit.
Yes
 Repair the (X700) Park Assist Sensor Supply circuit for a short to ground.
No
B2128-17-SENSOR SUPPLY VOLTAGE-CIRCUIT VOLTAGE ABOVE THRESHOLD

Fig. 132: Park Assist Power Supply Wiring Diagram

THEORY OF OPERATION
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
Park Assist Sensor supply voltage greater than 9.2 volts.
POSSIBLE CAUSES
Possible Causes
(X702) FRONT PARK ASSIST SENSOR SUPPLY CIRCUIT SHORTED TO VOLTAGE (IF
EQUIPPED)
(X700) PARK ASSIST SENSOR SUPPLY CIRCUIT SHORTED TO VOLTAGE
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No
2. CHECK THE (X702) FRONT PARK ASSIST SENSOR SUPPLY CIRCUIT FOR A SHORT TO
VOLTAGE (IF EQUIPPED)
Fig. 133: Checking Front Park Assist Sensor Supply Circuit For Short To Voltage (If Equipped)
NOTE: If vehicle is not equipped with Front Park Assist, proceed to next test step.

4. Measure the voltage on the (X702) Front Park Assist Sensor Supply circuit.
Yes
 Repair the (X702) Front Park Assist Sensor Supply circuit for a short to voltage.
No
Go To 3.

3. CHECK THE (X700) PARK ASSIST SENSOR SUPPLY CIRCUIT FOR A SHORT TO
VOLTAGE
Fig. 134: Checking Park Assist Sensor Supply Circuit For Short To Voltage

4. Measure the voltage on the (X700) Park Assist Sensor Supply circuit.
Yes
 Repair the (X700) Park Assist Sensor Supply circuit for a short to voltage.
No
B21DD-16-SYSTEM VOLTAGE-CIRCUIT VOLTAGE BELOW THRESHOLD
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
Vehicle System voltage less than 6.5-volts.
POSSIBLE CAUSES
Possible Causes
PARK ASSIST MODULE
DIAGNOSTIC TEST

2. Using the scan tool, read Park Assist Module DTCs.
Yes
 Go To 2.
No

condition by inspecting the related wiring harness for chafed, pierced, pinched and partially
corroded or contaminated terminals.
Yes

No
B21DD-17-SYSTEM VOLTAGE-CIRCUIT VOLTAGE ABOVE THRESHOLD
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
Vehicle System voltage greater than 16.0 Volts.
POSSIBLE CAUSES
Possible Causes
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No

Yes

No
 Replace the Park Assist Module in accordance with the Service Information.
WHEN MONITORED:
SET CONDITION:
If the Vehicle Line data transmitted on the CAN bus doesn't correspond with the data stored in the Park Assist
Module.
POSSIBLE CAUSES
Possible Causes
PARK ASSIST MODULE
DIAGNOSTIC TEST
1. CHECK VEHICLE LINE IN THE PCM

1. With the scan tool, compare the vehicle line that is programmed in to the PCM to the vehicle line of
the vehicle.
Does the vehicle line programmed into the PCM match the vehicle?
Yes
No
 The condition that caused this code to set is not present at this time. Check for an intermittent
B2232-00-(PTS) PARKTRONICS INTERNAL
WHEN MONITORED:
SET CONDITION:
The Park Assist Module detects an internal failure.
POSSIBLE CAUSES
Possible Causes
PARK ASSIST MODULE
DIAGNOSTIC TEST
1. REPLACE THE PARK ASSIST MODULE
View Repair
Repair
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(+) (125k) CIRCUIT
DIAGNOSTIC TEST
Is this DTC active?
Yes
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

proceeding.

Yes

No
AND TESTING . .
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
No
U0423-00-IMPLAUSIBLE DATA RECEIVED FROM CLUSTER/CCN
WHEN MONITORED:
Park Assist Module supply voltage between 9-16 volts. Ignition in Run/Start.
SET CONDITION:
Incorrect ignition status received from the Cluster
POSSIBLE CAUSES
Possible Causes
NO COMMUNICATION WITH CLUSTER
DTCS STORED OR ACTIVE IN THE CLUSTER
ACTIVE DTCS IN THE TIPM
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CLUSTER IS ACTIVE ON THE CAN C INTERIOR BUS

2. Verify that the Cluster is active on the bus.
Is the Cluster active on the bus?
Yes
 Go To 3.
No
Refer to DIAGNOSIS AND TESTING and perform the No Response from Cluster/CCN

3. DTCS STORED OR ACTIVE IN THE CLUSTER

1. Check for Ignition Switch DTCs in the Cluster.
Are any DTCs active or stored in the Cluster?
Yes
No
Go To 4.

4. ACTIVE DTCS IN THE TIPM

1. With the scan tool, select ECU View and select TIPM.
Are any Communication DTCs active in the TIPM?
Yes
No
 Replace and program the Park Assist Module in accordance with the Service Information.
Refer to MODULE, PARK ASSIST , REMOVAL .
WHEN MONITORED:
Park Assist Module supply voltage between 9-16 Volts. Ignition in Run/Start.
SET CONDITION:
Incorrect ignition status received from the TIPM.
POSSIBLE CAUSES
Possible Causes
NO COMMUNICATION WITH TIPM
DTCS STORED OR ACTIVE IN THE TIPM
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. TIPM IS ACTIVE ON THE CAN INTERIOR BUS

1. Using the scan tool, select ECU View.
2. Verify that the TIPM is active on the bus.
Is the TIPM active on the bus?
Yes
 Go To 3.
No
Refer to DIAGNOSIS AND TESTING and perform the No Response from TIPM

3. ACTIVE DTCS IN THE TIPM
1. Using the scan tool, select ECU View and select TIPM.
Are any Communication DTCs active in the TIPM?
Yes
No
 Replace and program the Park Assist Module in accordance with the Service Information.
2011 ACCESSORIES AND EQUIPMENT Passenger Door Module (PDM) - Electrical Diagnostics (DMFR) - Grand
Cherokee
Passenger Door Module (PDM) - Electrical Diagnostics (DMFR) - Grand Cherokee

DTC Description
B164E-11 PASSENGER MIRROR SIGNAL LAMP CONTROL - CIRCUIT SHORT TO
GROUND
B1676-11 PASSENGER COURTESY LAMP CONTROL-CIRCUIT SHORT TO GROUND
B16A3-11 PASSENGER WINDOW SWITCH BACKLIGHTING - CIRCUIT SHORT TO
GROUND
B16A3-15 PASSENGER WINDOW SWITCH BACKLIGHTING - CIRCUIT SHORT TO
BATTERY OR OPEN
B1805-2A PASSENGER DOOR LOCK/UNLOCK SWITCH - SIGNAL STUCK IN RANGE
B185E-11 PASSENGER WINDOW CONTROL - CIRCUIT SHORT TO GROUND
B185E-13 PASSENGER WINDOW CONTROL - CIRCUIT OPEN
B1862-11 PASSENGER WINDOW POSITION SENSOR POWER SUPPLY - CIRCUIT
SHORT TO GROUND
B1865-31 PASSENGER WINDOW POSITION SENSOR - NO SIGNAL
B1910-2A PASSENGER WINDOW SWITCH - SIGNAL STUCK IN RANGE
B1D11-11 PASSENGER MIRROR POSITION SENSOR POWER SUPPLY - CIRCUIT
SHORT TO GROUND
B1D14-11 PASSENGER MIRROR VERTICAL POSITION SENSOR INPUT - CIRCUIT
SHORT TO GROUND
B1D14-12 PASSENGER MIRROR VERTICAL POSITION SENSOR INPUT - CIRCUIT
SHORT TO BATTERY
B1D17-11 PASSENGER MIRROR HORIZONTAL POSITION SENSOR INPUT - CIRCUIT
SHORT TO GROUND
B1D17-12 PASSENGER MIRROR HORIZONTAL POSITION SENSOR INPUT - CIRCUIT
SHORT TO BATTERY
B1D2A-11 PASSENGER MIRROR VERTICAL MOTOR CONTROL - CIRCUIT SHORT
TO GROUND
B1D2E-11 PASSENGER MIRROR HORIZONTAL MOTOR CONTROL - CIRCUIT SHORT
TO GROUND
B1D36-11 PASSENGER MIRROR HEATER CONTROL - CIRCUIT SHORT TO GROUND
B1D36-15 PASSENGER MIRROR HEATER CONTROL - CIRCUIT SHORT TO
BATTERY OR OPEN
B1E6A-11 PASSENGER MIRROR FOLD CONTROL CIRCUIT SHORT TO GROUND
B1E6A-15 PASSENGER MIRROR FOLD CONTROL CIRCUIT SHORT TO BATTERY OR
OPEN
B210C-16 BATTERY VOLTAGE INPUT - CIRCUIT VOLTAGE BELOW THRESHOLD
B210C-17 BATTERY VOLTAGE INPUT - CIRCUIT VOLTAGE ABOVE THRESHOLD
Cherokee
B21A1-00 ECU RESET/RECOVERY OCCURRED

B2598-54 DOOR MODULE FRONT LEFT - MISSING CALIBRATION
B2598-96 DOOR MODULE FRONT LEFT - COMPONENT INTERNAL FAILURE
B2599-54 DOOR MODULE FRONT RIGHT - MISSING CALIBRATION - QUAD/CREW
CAB ONLY
B2599-96 DOOR MODULE FRONT RIGHT - COMPONENT INTERNAL FAILURE
B282F-11 PASSENGER PUDDLE LAMP CONTROL - CIRCUIT SHORT TO GROUND
B2831-11 PASSENGER BLIND SPOT WARNING LIGHT CONTROL-CIRCUIT SHORT
TO GROUND
B2831-15 PASSENGER BLIND SPOT WARNING INDICATOR CONTROL-CIRCUIT
SHORT TO BATTERY OR OPEN
U0164-00 LOST COMMUNICATION WITH HVAC CONTROL MODULE
U0203-00 LOST COMMUNICATION WITH DOOR MODULE FRONT LEFT
U0204-00 LOST COMMUNICATION WITH DOOR MODULE FRONT RIGHT
U0209-00 LOST COMMUNICATION WITH MEMORY SEAT CONTROL MODULE
U0232-00 LOST COMMUNICATION WITH BLIND SPOT DETECTION MODULE

B164E-11-PASSENGER MIRROR SIGNAL LAMP CONTROL - CIRCUIT SHORT TO GROUND
Cherokee
Fig. 1: Passenger Door Module Wiring Diagram

WHEN MONITORED:
Continuously.
SET CONDITION:
The Door Module senses a short low on the (P502) Passenger Mirror Turn Signal Driver circuit for more than
Cherokee
two seconds with the turn signal switched on.
POSSIBLE CAUSES
Possible Causes
(P502) PASSENGER MIRROR TURN SIGNAL DRIVER CIRCUIT SHORTED TO GROUND
(P502) PASSENGER MIRROR TURN SIGNAL DRIVER CIRCUIT FOR A SHORT TO THE (P582)
PASSENGER MIRROR TURN SIGNAL/PUDDLE RETURN CIRCUIT
(P502) PASSENGER MIRROR TURN SIGNAL DRIVER CIRCUIT SHORTED TO A PASSENGER
(P502) PASSENGER MIRROR TURN SIGNAL DRIVER CIRCUIT SHORTED TO ANY GROUND
OR RETURN CIRCUIT
PASSENGER OUTSIDE REARVIEW MIRROR SHORTED
DOOR MODULE
DIAGNOSTIC TEST

3. Turn the turn signal on.
6. Press and release the Mirror Select switch to select the Passenger Outside Rearview Mirror.
DTCs.
before adjusting the mirror in the opposite direction as this will allow
Is the DTC active?
Yes
 Go To 2.
No
Go To 2. For others, using the wiring diagrams as a guide, check all related splices and
connectors for signs of water intrusion, corrosion, pushed out or bent terminals, and correct
pin tension.
Cherokee


2. CHECK (P502) PASSENGER MIRROR TURN SIGNAL DRIVER CIRCUIT FOR A SHORT TO
GROUND
Fig. 2: Checking Passenger Mirror Turn Signal Driver Circuit For Short To Ground

2. Disconnect the Passenger Outside Rearview Mirror C2 (Component Side) connector from the Door
3. Measure the resistance between ground and the (P502) Passenger Mirror Turn Signal Driver circuit
at the Passenger Outside Rearview Mirror C2 (Component Side) connector.

Cherokee
Yes
 Repair the (P502) Passenger Mirror Turn Signal Driver circuit for a short to ground. If the
wiring harness and connector are okay, replace the Passenger Outside Rearview Mirror in
No
Go To 3.

3. CHECK (P502) PASSENGER MIRROR TURN SIGNAL DRIVER CIRCUIT SHORTED TO A

PASSENGER MIRROR DRIVER CIRCUIT
Fig. 3: Measuring Resistance Between Passenger Mirror Turn Signal Driver Circuit And Passenger
Cherokee
Mirror Vertical/Common/Horizontal Driver Circuit

1. Measure the resistance between the (P502) Passenger Mirror Turn Signal Driver circuit (C2-9) and
each Passenger Mirror Driver circuit in the Passenger Outside Rearview Mirror C2 (Component
Side) connector.
Yes
 Repair all circuits with a resistance below 10K Ohms for a short to the (P502) Passenger
Mirror Turn Signal Driver circuit. If the wiring harness and connector are okay, replace the
Passenger Outside Rearview Mirror in accordance with the Service Information. Refer to
No
Go To 4.

THE (P582) PASSENGER MIRROR TURN SIGNAL/PUDDLE RETURN CIRCUIT
Cherokee
Fig. 4: Checking Passenger Mirror Turn Signal Driver Circuit For Short To Passenger Mirror
Turn Signal Return Circuit
NOTE: The Ohmmeter positive lead must be connected to the (P582) Passenger
Mirror Turn Signal/Puddle Return circuit and the negative lead to the
(P502) Passenger Mirror Turn Signal Driver circuit for the test results to be
valid.
1. Measure the resistance between the (P502) Passenger Mirror Turn Signal Driver circuit and the
(P582) Passenger Mirror Turn Signal/Puddle Return circuit at the Passenger Outside Rearview
Mirror C2 (Component Side) connector.
Yes
Cherokee
 Repair the (P502) Passenger Mirror Turn Signal Driver circuit for a short to the (P582)
Passenger Mirror Turn Signal Return/Puddle circuit. If the wiring harness and connector are
okay, replace the Passenger Outside Rearview Mirror in accordance with the Service
No
Go To 5.

ANY SENSOR GROUND OR RETURN CIRCUIT
Cherokee
Fig. 5: Checking Passenger Mirror Turn Signal Driver Circuit For A Short To Any Sensor Ground
Or Return Circuit
1. Measure the resistance between the (P502) Passenger Mirror Turn Signal Driver circuit (C2-9) and
Cherokee
all sensor ground and return circuits.
Yes
 Repair the (P502) Passenger Mirror Turn Signal Driver circuit for a short to a sensor ground
or return circuit. If the wiring harness and connector are okay, replace the Passenger Outside
GLASS , REMOVAL .
No
B1676-11-PASSENGER COURTESY LAMP CONTROL-CIRCUIT SHORT TO GROUND

Cherokee
Cherokee
Fig. 6: Passenger Door Handle Lamp Driver Circuit Wiring Diagram

WHEN MONITORED:
Whenever the module is awake and the instrument panel lamps are on.
SET CONDITION:
When the Passenger Door Handle Lamp Driver circuit falls below 3.0 volts for over 1450 ms. and the above
conditions are met, this code will set.
POSSIBLE CAUSES
Possible Causes
(M46) PASSENGER DOOR HANDLE LAMP CIRCUIT SHORT TO GROUND
(M46) PASSENGER DOOR HANDLE LAMP CIRCUIT SHORT TO THE (M461) PASSENGER
DOOR HANDLE LAMP RETURN
PASSENGER DOOR HANDLE LAMP
DIAGNOSTIC TEST

3. Turn the park lamps on.
4. Open the passenger door.
5. Wait 30 seconds.
Does the scan tool display: B1676-11-PASSENGER COURTESY LAMP CONTROL-CIRCUIT

SHORT TO GROUND?
Yes
 Go To 2.
No
Cherokee


2. PASSENGER DOOR HANDLE LAMP SHORTED

3. Turn the park lamps off.
4. Remove the inner door panel trim in accordance with the Service Information. Refer to PANEL,
DOOR TRIM , REMOVAL .
5. Ensure the Passenger Door Handle Lamp connector is disconnected.
7. Turn the park lamps on.
8. Wait one minute.
Does the scan tool display: B1676-11-PASSENGER COURTESY LAMP CONTROL-CIRCUIT

SHORT TO GROUND as Active?
Yes
 Go To 3.
No
Replace the Passenger Door Handle Lamp.


3. (M46) PASSENGER DOOR HANDLE LAMP DRIVER CIRCUIT SHORT TO GROUND

Cherokee
Fig. 7: Checking Passenger Door Courtesy Lamp Driver Circuit For Short To Ground

3. Disconnect the Passenger Door Module C5 connector.
4. Measure the resistance between ground and the (M46) Passenger Door Handle Lamp Driver circuit.
Yes
 Repair the short to ground in the (M46) Passenger Door Handle Lamp Driver circuit.
Cherokee
No
Go To 4.

4. (M46) PASSENGER DOOR HANDLE LAMP DRIVER CIRCUIT SHORT TO THE (M461)
PASSENGER DOOR HANDLE LAMP RETURN CIRCUIT
Fig. 8: Checking Passenger Door Handle Lamp Driver Circuit For Short To Passenger Door
Handle Lamp Return Circuit
1. Measure the resistance between the (M46) Passenger Door Handle Lamp Driver circuit and the
(M461) Passenger Door Handle Lamp Return circuit.

Cherokee
Yes
 Repair the short between the (M46) Passenger Door Handle Lamp Driver circuit and the
(M461) Passenger Door Handle Lamp Return circuit.
No
 Replace the Passenger Door Module in accordance with the Service Information. Refer to
B16A3-11-PASSENGER WINDOW SWITCH BACKLIGHTING - CIRCUIT SHORT TO GROUND

Cherokee
Cherokee
Fig. 9: Passenger Window Switch Circuit Wiring Diagram

WHEN MONITORED:
Whenever the module is awake, the park lamps are on and the window lock out switch is on.
SET CONDITION:
When the Passenger Window Switch Illumination Driver circuit falls below 3.0 Volts for over 25 ms. and the
above conditions are met.
POSSIBLE CAUSES
Possible Causes
(E34) PASSENGER WINDOW SWITCH ILLUMINATION DRIVER CIRCUIT SHORTED TO
GROUND
(E34) PASSENGER WINDOW SWITCH ILLUMINATION DRIVER CIRCUIT SHORTED TO THE
(Q936) PASSENGER WINDOW SWITCH RETURN
WINDOW/DOOR LOCK SWITCH SHORTED
DIAGNOSTIC TEST

3. Make sure the passenger window lock out switch is on.
4. Turn the park lights on.
5. Wait 30 seconds.
Does the scan tool display B16A3-11-PASSENGER WINDOW SWITCH BACKLIGHTING -

Yes
 Go To 2.
No
Cherokee
2. WINDOW/DOOR LOCK SWITCH SHORTED
Fig. 10: Passenger Window/Door Lock Switch Harness Connector End View
Cherokee

3. Disconnect the Passenger Window/Door Lock Switch harness connector.
4. Make sure the passenger window lock out switch is on and the park lamps are still on.
Does the scan tool display; B16A3-11-PASSENGER WINDOW SWITCH BACKLIGHTING -

Yes
 Go To 3.
No
Replace the Window/Door Lock Switch in accordance with the Service Information. Refer to

SWITCH, POWER WINDOW , REMOVAL .
3. (E34) PASSENGER WINDOW SWITCH ILLUMINATION DRIVER CIRCUIT SHORT TO

GROUND
Cherokee
Fig. 11: Checking Passenger Window Switch Illumination Driver Circuit Short To Ground

3. Disconnect the Passenger Door Module C5 harness connector.
4. Measure the resistance between ground and the (E34) Passenger Window Switch Illumination
Driver circuit.
Yes
 Repair the short to ground in the (E34) Passenger Window Switch Illumination Driver
circuit.
Cherokee
No
Go To 4.

4. (E34) PASSENGER WINDOW SWITCH ILLUMINATION DRIVER CIRCUIT SHORTED TO

THE (Q936) PASSENGER WINDOW SWITCH RETURN CIRCUIT
Fig. 12: Checking Passenger Window Switch Illumination Driver Circuit Shorted To The
Passenger Window Switch Return Circuit
1. Measure the resistance between the (E34) Passenger Window Switch Illumination Driver circuit
and the (Q936) Passenger Window Switch Return circuit.
Cherokee
Yes
 Repair the (E34) Passenger Window Switch Illumination Driver circuit for a short to the
(Q936) Passenger Window Switch Return circuit.
No
B16A3-15-PASSENGER WINDOW SWITCH BACKLIGHTING - CIRCUIT SHORT TO BATTERY

OR OPEN
Cherokee
Cherokee
Fig. 13: Passenger Window Switch Circuit Wiring Diagram

WHEN MONITORED:
SET CONDITION:
When the Passenger Window Switch Illumination Driver circuit current draw is greater than 120mA for over
2000 ms. and the switch illumination output is turned off or there is no current draw when the switch
illumination is turn on.
POSSIBLE CAUSES
Possible Causes
(E34) PASSENGER WINDOW SWITCH ILLUMINATION DRIVER CIRCUIT SHORTED TO
VOLTAGE
(E34) PASSENGER WINDOW SWITCH ILLUMINATION DRIVER CIRCUIT OPEN
(Q936) PASSENGER WINDOW SWITCH RETURN CIRCUIT OPEN
WINDOW/DOOR LOCK SWITCH
DIAGNOSTIC TEST
1. CHECK FOR OPEN CIRCUIT

2. Make sure the passenger window lock out switch is on.
3. Make sure the ignition is on.
4. Turn the park lamps are on.
5. Wait 30 seconds.
Does the scan tool display; B16A3-15-PASSENGER WINDOW SWITCH BACKLIGHTING -

CIRCUIT SHORT TO BATTERY OR OPEN?
Yes
 Go To 2.
No
Cherokee
time. Using the wiring diagrams as a guide, check all related splices and harness connectors
for signs of water intrusion, corrosion, pushed out or bent terminals, and correct pin tension.
2. (E34) PASSENGER WINDOW SWITCH ILLUMINATION DRIVER CIRCUIT OPEN
Fig. 14: Checking Passenger Window Switch Illumination Driver Circuit For Open

2. Disconnect the Passenger Window/Door Lock Switch harness connector.
4. Make sure the park lamps and the lock out switch are still on.
5. Turn the panel lamps fully on.
Cherokee
6. Measure the voltage between the (E34) Passenger Window Switch Illumination Driver circuit and
ground.
Yes
 Go To 4.
No
Go To 3.

3. (E34) PASSENGER WINDOW SWITCH ILLUMINATION DRIVER WIRE OPEN

Cherokee
Fig. 15: Measuring Resistance Of Passenger Window Switch Illumination Driver Circuit Between
Passenger Door Module C5 Harness Connector And Passenger Window/Door Lock Switch Harness
Connector

3. Measure the resistance of the (E34) Passenger Window Switch Illumination Driver circuit between
the Passenger Door Module C5 harness connector and the Passenger Window/Door Lock Switch
harness connector.
Cherokee
Yes
 Repair the open in the (E34) Passenger Window Switch Illumination Driver circuit.
No
Replace the Passenger Door Module in accordance with the Service Information. Refer to

4. (Q936) PASSENGER WINDOW SWITCH RETURN CIRCUIT OPEN
Fig. 16: Measuring Resistance Of Passenger Window Switch Return Circuit Between Passenger
Cherokee
Door Module C5 Harness Connector And Passenger Window/Door Lock Switch Harness
Connector
1. Measure the resistance of the (Q936) Passenger Window Switch Return circuit between the
Passenger Door Module C5 harness connector and the Passenger Window/Door Lock Switch
harness connector.
Yes
 Repair the open in the (Q936) Passenger Window Switch Return circuit.
No
Go To 5.

5. (E34) PASSENGER WINDOW SWITCH ILLUMINATION DRIVER CIRCUIT SHORTED TO

VOLTAGE
Cherokee
Fig. 17: Measuring Voltage Between Passenger Window Switch Illumination Driver Circuit And
Ground

2. Measure the voltage between the (E34) Passenger Window Switch Illumination Driver circuit and
ground.
Yes
 Repair the short to voltage in the (E34) Passenger Window Switch Illumination Driver
circuit.
Cherokee
No
B1805-2A-PASSENGER DOOR LOCK/UNLOCK SWITCH - SIGNAL STUCK IN RANGE
WHEN MONITORED:
Continuously
SET CONDITION:
When the Door Lock/Unlock Switch is stuck for over 30 seconds, this code will set.
POSSIBLE CAUSES
Possible Causes
OBSTRUCTION IN SWITCH
DOOR LOCK SWITCH
DIAGNOSTIC TEST

2. Operate the Passenger Door Lock Switch in all positions several times.
3. Cycle the ignition from on to off.
Does the scan tool display B1805-2A-PASSENGER DOOR LOCK/UNLOCK SWITCH -

SIGNAL STUCK IN RANGE?
Yes
 Go To 2.
No
of water intrusion, corrosion, pushed out or bent terminals and poor pin fit.
Cherokee


2. DOOR LOCK SWITCH

1. Check the switch for any objects that could cause a sticking condition.
Was anything found that could cause a sticking condition?
Yes
 Clean or remove the object as necessary.

No
 Replace the Passenger Window/Door Lock Switch. Refer to SWITCH, POWER

WINDOW , REMOVAL .
B185E-11-PASSENGER WINDOW CONTROL - CIRCUIT SHORT TO GROUND

Cherokee
Fig. 18: Passenger Window Driver Circuit Wiring Diagram

Cherokee
THEORY OF OPERATION
If either one of the Window Driver circuits are open, the motor will be totally inoperative. To lower the
window, voltage is applied to the (Q22) Window Driver (Down) circuit and the (Q12) Window Driver (UP)
circuit remains grounded in the module. To drive the window up, the circuits are reversed.
WHEN MONITORED:
SET CONDITION:
When both Passenger Window Driver circuits (Up and Down) are grounded during a window movement
command.
POSSIBLE CAUSES
Possible Causes
(Q22) PASSENGER WINDOW DRIVER (DOWN) CIRCUIT SHORTED TO GROUND
(Q12) PASSENGER WINDOW DRIVER (UP) CIRCUIT SHORTED TO GROUND
(Q22) PASSENGER WINDOW DRIVER (DOWN) CIRCUIT SHORTED TO THE (Q12)
PASSENGER WINDOW DRIVER (UP) CIRCUIT
WINDOW MOTOR SHORTED
DIAGNOSTIC TEST

3. Try to operate the Passenger Window up and down several times.
4. Wait 30 seconds.
Does the scan tool display; B185E-11-PASSENGER WINDOW CONTROL - CIRCUIT SHORT
TO GROUND?
Yes
 Go To 2.
No
Cherokee

2. WINDOW MOTOR SHORTED
Fig. 19: Passenger Window Motor Harness Connector End View


Cherokee
3. Disconnect the Passenger Window Motor harness connector.

5. Operate the Passenger Window switch up and down several times.
Does the scan tool display; B185E-11-PASSENGER WINDOW CONTROL - CIRCUIT SHORT
TO GROUND?
Yes
 Go To 3.
No
Replace the Passenger Window Motor in accordance with the Service Information. Refer to

MOTOR, WINDOW REGULATOR , REMOVAL .
3. (Q22) PASSENGER WINDOW DRIVER (DOWN) CIRCUIT SHORTED TO GROUND

Cherokee
Fig. 20: Measuring Resistance Between Ground And Passenger Window Driver (Down) Circuit

3. Measure the resistance between ground and the (Q22) Passenger Window Driver (Down) circuit.
Is the resistance below 10, 000 Ohms?
Yes
 Repair the short to ground in the (Q22) Passenger Window Driver (Down) circuit.
No
Cherokee
Go To 4.

4. (Q12) PASSENGER WINDOW DRIVER (UP) CIRCUIT SHORTED TO GROUND
Fig. 21: Measuring Resistance Between Ground And Passenger Window Driver (Up) Circuit
1. Measure the resistance between ground and the (Q12) Passenger Window Driver (Up) circuit.
Yes
 Repair the short to ground in the (Q12) Passenger Window Driver (Up) circuit.
No
Cherokee
Go To 5.
5. (Q22) DRIVER WINDOW DRIVER (DOWN) CIRCUIT SHORTED TO THE (Q12)
PASSENGER WINDOW DRIVER (UP) CIRCUIT
Fig. 22: Measuring Resistance Between Passenger Window Driver (Down) Circuit And Passenger
Window Driver (Up) Circuit
1. Measure the resistance between the (Q22) Passenger Window Driver (Down) circuit and the (Q12)
Passenger Window Driver (Up) circuit.
Yes
Cherokee
 Repair the (Q22) Passenger Window Driver (Down) circuit for a short to the (Q12) Passenger
Window Driver (Up) circuit.
No
B185E-13-PASSENGER WINDOW CONTROL - CIRCUIT OPEN

Cherokee

Cherokee
THEORY OF OPERATION
If either one of the Window Driver circuits are open, the motor will be totally inoperative. To lower the
window, voltage is applied to the (Q22) Window Driver (Down) circuit and the (Q12) Window Driver (UP)
circuit remains grounded in the module. To drive the window up, the circuits are reversed.
WHEN MONITORED:
SET CONDITION:
When one or both Driver Window Driver circuits (Up and Down) are not supplied with voltage, when they
should be, during a window movement command for more than 2000 ms.
POSSIBLE CAUSES
Possible Causes
(Q22) PASSENGER WINDOW DRIVER (DOWN) CIRCUIT OPEN
(Q12) PASSENGER WINDOW DRIVER (UP) CIRCUIT OPEN
WINDOW MOTOR (REGULATOR)
DIAGNOSTIC TEST

4. Wait 30 seconds.
Does the scan tool display B185E-13-PASSENGER WINDOW CONTROL - CIRCUIT OPEN?
Yes
 Go To 2.
No
Cherokee


2. WINDOW MOTOR OR CIRCUIT OPEN
Fig. 24: Checking Window Motor Or Circuit For Open


3. Connect a test light between the (Q12) Passenger Window Driver (Up) circuit and the (Q22)
Passenger Window Driver (Down) circuit.
5. Trip the driver door latch to the closed position.
6. Operate the Passenger Window switch up and down several times while observing the test light.
Cherokee
Does the test light illuminate brightly when the switch is pressed in both directions? With the
express up window, the test light will only flash momentarily each time the switch is activated.
Yes
 Replace the Passenger Window Motor (regulator) in accordance with the Service
Information. Refer to MOTOR, WINDOW REGULATOR , REMOVAL .
No
Go To 3.

3. (Q22) PASSENGER WINDOW DRIVER (DOWN) CIRCUIT OPEN

Cherokee
Cherokee
Fig. 25: Checking Passenger Window Driver (Down) Circuit For Open

3. Measure the resistance of the (Q22) Passenger Window Driver (Down) circuit between the
Passenger Door Module C4 module harness connector and the Passenger Window Motor (Cavity 3
LHD/ Cavity 1 RHD) in the harness connector.
Yes
 Repair the open in the (Q22) Passenger Window Driver (Down) circuit.
No
Go To 4.

4. (Q12) PASSENGER WINDOW DRIVER (UP) CIRCUIT OPEN

Cherokee
Cherokee
Fig. 26: Checking Passenger Window Driver (Up) Circuit For Open
1. Measure the resistance of the (Q12) Passenger Window Driver (Up) circuit between the Passenger
Door Module C4 module harness connector and the Passenger Window Motor (Cavity 1 LHD/
Cavity 3 RHD) in the harness connector.
Yes
 Repair the open in the (Q12) Passenger Window Driver (Up) circuit.
Yes
B1862-11-PASSENGER WINDOW POSITION SENSOR POWER SUPPLY - CIRCUIT SHORT TO

GROUND
Cherokee

Cherokee
THEORY OF OPERATION
The window motor contains a hall effect sensor to detect the window position. A hall effect sensor is a
transducer that varies its output voltage in response to changes in magnetic field. If the motor looses its counts,
it may perform erratically or in very short movements.
WHEN MONITORED:
SET CONDITION:
When the Passenger Window Hall Sensor Supply circuit falls below 0.8 of a Volt for over two seconds.
POSSIBLE CAUSES
Possible Causes
(Q306) PASSENGER WINDOW HALL SENSOR SUPPLY CIRCUIT SHORTED TO GROUND
WINDOW MOTOR SHORTED
DIAGNOSTIC TEST

4. Wait 30 seconds.
Does the scan tool display; B1862-11-PASSENGER WINDOW POSITION SENSOR POWER
SUPPLY - CIRCUIT SHORT TO GROUND?
Yes
 Go To 2.
No
Cherokee
2. WINDOW MOTOR SHORTED
Fig. 28: Passenger Window Motor Harness Connector End View


Cherokee
Does the scan tool display; B1862-11-PASSENGER WINDOW POSITION SENSOR POWER
SUPPLY - CIRCUIT SHORT TO GROUND?
Yes
 Go To 3.
No
Replace the Window Motor (regulator) in accordance with the Service Information. Refer to

MOTOR, WINDOW REGULATOR , REMOVAL .
3. (Q306) PASSENGER WINDOW HALL SENSOR SUPPLY CIRCUIT SHORTED TO GROUND

Cherokee
Fig. 29: Measuring Resistance Between Ground And Passenger Window Hall Sensor Supply
Circuit

3. Measure the resistance between ground and the (Q306) Passenger Window Hall Sensor Supply
circuit.
Yes
 Repair the short to ground in the (Q306) Passenger Window Hall Sensor Supply circuit.
Cherokee
No
B1865-31-PASSENGER WINDOW POSITION SENSOR - NO SIGNAL

Cherokee

Cherokee
THEORY OF OPERATION
The window motor contains a hall effect sensor to detect the window position. A hall effect sensor is a
transducer that varies its output voltage in response to changes in magnetic field. If the motor looses its counts,
it may perform erratically or in very short movements.
WHEN MONITORED:
SET CONDITION:
When the Passenger Window Motor Hall Sensor does not generate a signal during a window movement.
POSSIBLE CAUSES
Possible Causes
(Q302) PASSENGER WINDOW HALL SENSOR A SIGNAL CIRCUIT SHORTED TO GROUND
(Q990) PASSENGER WINDOW HALL SENSOR RETURN CIRCUIT OPEN
(Q302) PASSENGER WINDOW HALL SENSOR A SIGNAL CIRCUIT SHORTED TO THE (Q990)
PASSENGER WINDOW HALL SENSOR RETURN CIRCUIT
(Q302) PASSENGER WINDOW HALL SENSOR A SIGNAL CIRCUIT OPEN
WINDOW MOTOR
DIAGNOSTIC TEST

4. Wait 30 seconds.
Does the scan tool display B1865-31-PASSENGER WINDOW POSITION SENSOR - NO

SIGNAL?
Yes
 Go To 2.
No
Cherokee
2. (Q302) PASSENGER WINDOW HALL SENSOR A SIGNAL SHORTED TO GROUND

Cherokee
Fig. 31: Checking Passenger Window Hall Sensor A Signal For Short To Ground
Cherokee

4. Measure the resistance between ground and the (Q302) Passenger Window Hall Sensor A Signal
circuit.
Yes
 Repair the short to ground in the Passenger Window Hall Sensor A signal circuit.
No
Go To 3.

3. (Q990) PASSENGER WINDOW HALL SENSOR RETURN CIRCUIT OPEN

Cherokee
Fig. 32: Checking Passenger Window Hall Sensor Return Circuit For Open
Cherokee
1. Measure the resistance of the (Q990) Passenger Window Hall Sensor Return circuit between the
Passenger Door Module C4 harness connector and the Passenger Window Motor harness
connector.
Yes
 Repair the open in the (Q990) Passenger Window Hall Sensor Return circuit.
No
Go To 4.

4. (Q302) PASSENGER WINDOW HALL SENSOR A SIGNAL CIRCUIT OPEN

Cherokee
Fig. 33: Checking Passenger Window Hall Sensor A Signal Circuit For Open
Cherokee
1. Measure the resistance of the (Q302) Passenger Window Hall Sensor A Signal circuit between the
Passenger Door Module C4 harness connector and the Passenger Window Motor harness
connector.
Yes
 Repair the open in the (Q302) Passenger Window Hall Sensor A Signal circuit.
No
Go To 5.

5. (Q302) PASSENGER WINDOW HALL SENSOR A SIGNAL CIRCUIT SHORTED TO THE

(Q990) PASSENGER WINDOW HALL SENSOR RETURN CIRCUIT
Cherokee
Fig. 34: Checking Passenger Window Hall Sensor A Signal Circuit For Short To Passenger
Window Hall Sensor Return Circuit
1. Measure the resistance between the (Q302) Passenger Window Hall Sensor A Signal circuit and the
(Q990) Passenger Window Hall Sensor Return circuit.
Yes
 Repair the (Q302) Passenger Window Hall Sensor A Signal circuit for a short to the (Q990)
Passenger Window Hall Sensor Return circuit.
No
Cherokee
 Replace the Window Motor in accordance with the Service Information. Refer to MOTOR,
WINDOW REGULATOR , REMOVAL .
B1910-2A-PASSENGER WINDOW SWITCH - SIGNAL STUCK IN RANGE
WHEN MONITORED:
Continuously
SET CONDITION:
When the Passenger Window Switch is stuck for over 30 seconds, this code will set.
POSSIBLE CAUSES
Possible Causes
OBSTRUCTION IN SWITCH
PASSENGER WINDOW SWITCH
DIAGNOSTIC TEST

2. Operate the Passenger Window Switch in all positions several times.
Does the scan tool display B1910-2A-PASSENGER WINDOW SWITCH - SIGNAL STUCK IN
RANGE?
Yes
 Go To 2.
No

2. WINDOW SWITCH
Cherokee
1. Check the switch for any objects that could cause a sticking condition.
Was anything found that could cause a sticking condition?
Yes
 Clean or remove the object as necessary.

No
 Replace the Passenger Window Switch in accordance with the Service Information. Refer to
B1D11-11-PASSENGER MIRROR POSITION SENSOR POWER SUPPLY - CIRCUIT SHORT TO

GROUND
Cherokee

THEORY OF OPERATION
The mirror position sensor is used in conjunction with the memory system. Anytime the mirror changes
position, the sensor changes its value. That value is stored in the door module. When a command from the
memory set switch is received, the module will position the mirror to the exact position chosen by the particular
driver.
Cherokee
WHEN MONITORED:
Continuously.
SET CONDITION:
The Door Module senses a short low on the (A857) 5-volt Supply circuit for more than two seconds with the
output turned on.
POSSIBLE CAUSES
Possible Causes
(A857) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(A857) 5-VOLT SUPPLY CIRCUIT SHORTED TO ANY SENSOR GROUND OR RETURN
CIRCUIT
(A857) 5-VOLT SUPPLY CIRCUIT SHORTED TO ANY PASSENGER MIRROR DRIVER CIRCUIT
DOOR MODULE
DIAGNOSTIC TEST

4. Turn the puddle lamps on, if equipped puddle lamp mirror.
DTCs.
Does the scan tool display: B1D11-11-PASSENGER MIRROR POSITION SENSOR POWER
SUPPLY - CIRCUIT SHORT TO GROUND as active?
Yes
 Go To 2.
No
Cherokee
Go To 2. Otherwise, using the wiring diagrams as a guide, check all related connectors for
signs of water intrusion, corrosion, pushed out or bent terminals and poor pin fit.
2. CHECK (A857) 5-VOLT SUPPLY CIRCUIT FOR A SHORT TO GROUND
Fig. 36: Measuring Resistance Of 5-Volt Supply Circuit Between Ground And Passenger Outside
Rearview Mirror C1 Connector

3. Measure the resistance between ground and the (A857) 5-volt Supply circuit in the Passenger
Outside Rearview Mirror C1 (Component Side) connector.
Cherokee
Yes
 Repair the (A857) 5-volt Supply circuit for a short to ground. If the wiring harness and
connector are okay, replace the Passenger Outside Rearview Mirror in accordance with the
Service Information. Refer to MIRROR, OUTSIDE REARVIEW , REMOVAL and
MIRROR, OUTSIDE REARVIEW, GLASS , REMOVAL .
No
Go To 3.

3. CHECK (A857) 5-VOLT SUPPLY CIRCUIT FOR A SHORT TO ANY MIRROR SENSOR
GROUND OR RETURN CIRCUIT
Cherokee
Fig. 37: Checking 5-Volt Supply Circuit For A Short To Any Mirror Sensor Ground Or Return
Circuit
Cherokee
2. Measure the residence between the (A857) 5-volt Supply circuit (C1-10) and all Mirror Sensor
Ground and Return circuits.
Is the resistance below 1.2K Ohms on any measurements?
Yes
 Repair the (A857) 5-volt Supply circuit for a short to a Mirror Sensor Ground or Return
circuit. If the wiring harness and connector are okay, replace the Passenger Outside Rearview
REMOVAL .
No
Go To 4.

4. CHECK (A857) 5-VOLT SUPPLY CIRCUIT FOR A SHORT TO ANY PASSENGER MIRROR
DRIVER CIRCUIT
Cherokee
Fig. 38: Checking 5-Volt Supply Circuit For A Short To Any Passenger Mirror Driver Circuit
1. Measure the resistance between the (A857) 5-volt Supply circuit (C1-10) and all Passenger Mirror
Driver circuits in the Passenger Outside Rearview Mirror C1 and C2 (Component Side) connectors.
Cherokee
Yes
 Repair all circuits with a resistance below 10K Ohms for a short to the (A857) 5-volt Supply
REMOVAL .
No
B1D14-11-PASSENGER MIRROR VERTICAL POSITION SENSOR INPUT - CIRCUIT SHORT TO

GROUND
Cherokee

THEORY OF OPERATION
driver.
Cherokee
WHEN MONITORED:
Continuously.
SET CONDITION:
The Door Module senses a short low on the (P64) Passenger Mirror Vertical Position Signal circuit for more
than two seconds.
POSSIBLE CAUSES
Possible Causes
(P64) PASSENGER MIRROR VERTICAL POSITION SIGNAL CIRCUIT SHORTED TO GROUND
(P64) PASSENGER MIRROR VERTICAL POSITION SIGNAL CIRCUIT SHORTED TO ANY
MIRROR SENSOR GROUND OR RETURN CIRCUIT
DOOR MODULE
DIAGNOSTIC TEST

DTCs.
Does the scan tool display; B1D14-11-PASSENGER MIRROR VERTICAL POSITION SENSOR
INPUT - CIRCUIT SHORT TO GROUND as active?
Yes
 Go To 2.
No
Cherokee

fit. Repair as necessary. Refer to MIRROR, OUTSIDE REARVIEW , REMOVAL and
2. CHECK (P64) PASSENGER MIRROR VERTICAL POSITION SIGNAL CIRCUIT FOR A

SHORT TO GROUND
Fig. 40: Measuring Resistance Of Passenger Mirror Vertical Position Signal Circuit Between
Ground And Passenger Outside Rearview Mirror C1 Connector

Cherokee
3. Measure the resistance of the (P64) Passenger Mirror Vertical Position Signal circuit between
ground and the Passenger Outside Rearview Mirror C1 (Component Side) connector.
Yes
 Repair the (P64) Passenger Mirror Vertical Position Signal circuit for a short to ground. If the
No
Go To 3.


SHORT TO ANY MIRROR SENSOR GROUND OR RETURN CIRCUIT
Cherokee
Fig. 41: Checking Passenger Mirror Vertical Position Signal Circuit For A Short To Any Mirror
Sensor Ground Or Return Circuit
Cherokee
2. Measure the residence between the (P64) Passenger Mirror Vertical Position Signal circuit and all
Passenger Mirror Sensor Ground and Return circuits at the Passenger Outside Rearview Mirror C1
and C2 (Component Side) connectors.
Is the resistance below 1.2K Ohms for any measurement?
Yes
 Repair the (P64) Passenger Mirror Vertical Position Signal circuit for a short to a Mirror
Sensor Ground or Return circuit. If the wiring harness and connector are okay, replace the
No
Go To 4.


SHORT TO ANY PASSENGER MIRROR DRIVER CIRCUIT.
Cherokee
Fig. 42: Checking Passenger Mirror Vertical Position Signal Circuit For A Short To Any Passenger
Mirror Driver Circuit
1. Measure the resistance between the (P64) Passenger Mirror Vertical Position Signal circuit (C1-7)
Cherokee
and all Passenger Mirror Driver circuits in the outside Rearview Mirror C1 and C2 (Component
Side) connectors.
Yes
Mirror Vertical Position Signal circuit. If the wiring harness and connector are okay, replace
the Passenger Outside Rearview Mirror in accordance with the Service Information. Refer to
No
B1D14-12-PASSENGER MIRROR VERTICAL POSITION SENSOR INPUT - CIRCUIT SHORT TO

BATTERY
Cherokee

THEORY OF OPERATION
driver.
Cherokee
WHEN MONITORED:
Continuously.
SET CONDITION:
The Door Module senses more than 400 mA current on the (A857) 5-volt Supply circuit or an open or a short
high on the (P64) Passenger Mirror Vertical Position Signal circuit for more than two seconds.
POSSIBLE CAUSES
Possible Causes
(P64) PASSENGER MIRROR VERTICAL POSITION SIGNAL CIRCUIT SHORTED TO VOLTAGE
(P64) PASSENGER MIRROR VERTICAL POSITION SIGNAL CIRCUIT OPEN
CIRCUIT DRIVER CIRCUIT
(A857) 5 VOLT SUPPLY CIRCUIT SHORTED TO ANY CIRCUIT DRIVER CIRCUIT
(A857) 5 VOLT SUPPLY CIRCUIT SHORTED TO BATTERY
DOOR MODULE
DIAGNOSTIC TEST

DTCs.
Does the scan tool display; B1D14-12-PASSENGER MIRROR VERTICAL POSITION SENSOR
INPUT - CIRCUIT SHORT TO BATTERY as active?
Yes
 Go To 2.
Cherokee
No

fit. Repair as necessary.
2. CHECK (P64) PASSENGER MIRROR VERTICAL POSITION SIGNAL CIRCUIT AND (A857)
5-VOLT SUPPLY CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 44: Checking Passenger Mirror Vertical Position Signal Circuit And 5-Volt Supply Circuit For
Short To Voltage
Cherokee

4. Measure the voltage between ground and the (P64) Passenger Mirror Vertical Position Signal
circuit in the Passenger Outside Rearview Mirror C1 (Component Side) connector.
5. Measure the voltage between ground and the (A857) 5-volt Supply circuit in the Passenger Outside
Rearview Mirror C1 (Component Side) connector.
Is there any Voltage present on either circuit?
Yes
 Repair all circuits with Voltage present for a short to Voltage. If the wiring harness and
No
Go To 3.

3. CHECK (A857) 5-VOLT SUPPLY CIRCUIT FOR A SHORT TO BATTERY
NOTE: In this step we are measuring the 5-Volt Supply voltage at the Door
Module. It should not be over 5.2 volts.

2. Disconnect the Passenger Outside Rearview Mirror C2 (Component Side) harness connectors from
the Door Module connector.
4. Measure the voltage between ground and the (A857) 5-volt Supply circuit at the Door Module (C1-
Pin 10) (Module Side) socket.
Is the Voltage above 5.2 Volts?
Yes
DOOR , REMOVAL .
No
Cherokee
Go To 4.

4. CHECK (P64) PASSENGER MIRROR VERTICAL POSITION SIGNAL CIRCUIT OPEN
Fig. 45: Checking Passenger Mirror Vertical Position Signal Circuit For Open

2. Measure the resistance between the (P64) Passenger Mirror Vertical Position Signal circuit and the
(P66) Passenger Mirror Sensor Ground circuit in the Passenger Outside Rearview Mirror C1
(Component Side) connector.
Is the resistance above 3.0K Ohms?
Yes
Cherokee
 Repair the (P64) Passenger Mirror Vertical Position Signal circuit for an open. If the wiring
harness and connector are okay, replace the Passenger Outside Rearview Mirror in
No
Go To 5.

5. CHECK (A857) 5-VOLT SUPPLY CIRCUIT FOR A SHORT TO ANY OF THE CIRCUIT
DRIVER CIRCUITS
NOTE: We are now checking the wiring and the mirror for any crossed circuits.
Cherokee
Fig. 46: Checking 5-Volt Supply Circuit For A Short To Any Of The Circuit Driver Circuits
Module.
Cherokee
2. Measure the resistance between the (A857) 5-Volt Supply circuit (C1-Cavity 10) and all circuit
Driver circuits in the Passenger Outside Rearview Mirror C1 and C2 (Component Side) harness
connectors.
Is the resistance below 20K Ohms between the (A857) 5-Volt Supply and any of the circuit Driver
circuits?
Yes
 Repair all circuits with a resistance below 20K Ohms for a short to the (A857) 5-Volt Supply
circuit. If the wiring harness and connectors are okay, replace the Passenger Outside
GLASS , REMOVAL .
No
Go To 6.


SHORT TO ANY CIRCUIT DRIVER CIRCUITS
Cherokee
Fig. 47: Checking Passenger Mirror Vertical Position Signal Circuit For A Short To Any Circuit
Driver Circuits
1. Measure the resistance between the (P64) Passenger Mirror Vertical Position Signal circuit (C1-
Cavity 7) and all circuit Driver circuits in the Passenger Outside Rearview Mirror C1 and C2
(Component Side) harness connectors.
Cherokee
Is the resistance below 20K Ohms between the (P64) circuit and any of the circuit Driver circuits?
Yes
Mirror Vertical Position Signal circuit. If the wiring harness and connectors are okay, replace
the Passenger Outside Rearview Mirror in accordance with the Service Information. Refer to
No
Go To 7.


OPEN IN THE DOOR MODULE
Cherokee
Fig. 48: Checking Passenger Mirror Vertical Position Signal Circuit For A Open In The Door
Module
1. Connect the Passenger Outside Rearview Mirror C1 and C2 (Component Side) harness connectors
to the Passenger Door Module.
Cherokee
4. Using a jumper wire, connected to ground, back probe the (P64) Passenger Mirror Vertical Position
Signal circuit (C1-Cavity 7).
NOTE: The graphic shows the connector terminal end view. Back probe the
wire end of the terminal. Use caution not to damage the wire.
Does the scan tool display: B1D14-11-PASSENGER MIRROR VERTICAL POSITION SENSOR
INPUT - CIRCUIT SHORT TO GROUND as active?
Yes
 Replace the Passenger Outside Rearview Mirror in accordance with the Service Information.
No
connectors are okay, replace the Passenger Door Module in accordance with the Service
Information. Refer to MODULE, DOOR , REMOVAL .
B1D17-11-PASSENGER MIRROR HORIZONTAL POSITION SENSOR INPUT - CIRCUIT SHORT

TO GROUND
Cherokee

THEORY OF OPERATION
The memory system is able to store and recall all exterior outside mirror positions. The system can be set for
two different drivers. The memory mirrors have a variable resistor (potentiometer) that measures the resistance
of the vertical and the horizontal position of the mirror. This value changes anytime the mirror is moved.
WHEN MONITORED:
Cherokee
Continuously.
SET CONDITION:
The Door Module senses a short low on the (P68) Passenger Mirror Horizontal Position Signal circuit for more
than two seconds.
POSSIBLE CAUSES
Possible Causes
(P68) PASSENGER MIRROR HORIZONTAL POSITION SIGNAL CIRCUIT SHORTED TO
GROUND
(P68) PASSENGER MIRROR HORIZONTAL POSITION SIGNAL CIRCUIT SHORTED TO THE
(P66) PASSENGER MIRROR SENSOR GROUND CIRCUIT
(P68) PASSENGER MIRROR HORIZONTAL POSITION SIGNAL CIRCUIT SHORTED TO ANY
PASSENGER MIRROR SENSOR GROUND OR RETURN CIRCUITS
PASSENGER MIRROR DRIVER CIRCUITS
DOOR MODULE
DIAGNOSTIC TEST

2. With the can tool, record and erase DTCs.
DTCs.
Does the scan tool display B1D17-11-PASSENGER MIRROR HORIZONTAL POSITION

SENSOR INPUT - CIRCUIT SHORT TO GROUND?
Yes
 Go To 2.
Cherokee
No

of water intrusion, corrosion, pushed out or bent terminals, and correct pin tension. For
vehicle's equipped with folding outside rearview mirrors, repeat test with mirror folded. If
DTC is now active, Go To 2.
2. CHECK (P68) PASSENGER MIRROR HORIZONTAL POSITION SIGNAL CIRCUIT FOR A

SHORT TO GROUND
Fig. 50: Measuring Resistance Between Ground And Passenger Mirror Horizontal Position Signal
Circuit
Cherokee

2. Disconnect the Passenger Outside Rearview Mirror C1 (Component Side) harness connector from
the Door Module.
3. Measure the resistance between ground and the (P68) Passenger Mirror Horizontal Position Signal
circuit.
Yes
 Repair the short to ground in the (P68) Passenger Mirror Horizontal Position Signal circuit. If
the wiring harness and harness connector are okay, replace the Passenger Outside Rearview
REMOVAL .
No
Go To 3.


SHORT TO (P66) PASSENGER MIRROR SENSOR GROUND CIRCUIT
Cherokee
Fig. 51: Measuring Resistance Between Passenger Mirror Horizontal Position Signal Circuit And
Passenger Mirror Sensor Ground Circuit
1. Measure the residence between the (P68) Passenger Mirror Horizontal Position Signal circuit and
the (P66) Passenger Mirror Sensor Ground circuit.
Is the resistance below 1.0K Ohms?
Yes
 Repair the (P68) Passenger Mirror Horizontal Position Signal circuit for a short to the (P66)
Passenger Mirror Sensor Ground circuit. If the wiring harness and harness connector are
Cherokee
No
Go To 4.


SHORT TO ANY OTHER MIRROR SENSOR GROUND OR RETURN CIRCUITS
Cherokee
Cherokee
Fig. 52: Checking Passenger Mirror Horizontal Position Signal Circuit For A Short To Any Other
Mirror Sensor Ground Or Return Circuits
1. Disconnect the Passenger Outside Rearview Mirror C2 (Component Side) harness connector from
the Door Module.
2. Measure the residence between the (P68) Passenger Mirror Horizontal Position Signal circuit and
all other mirror sensor ground and return circuits.
Is the resistance below 10K Ohms between the (P68) Passenger Mirror Horizontal Positional Signal
circuit and any other Ground or Return circuit?
Yes
 Repair the (P68) Passenger Mirror Horizontal Position Signal circuit for a short to a Sensor
Ground or Return circuit. If the wiring harness and harness connector are okay, replace the
No
Go To 5.


SHORT TO ANY PASSENGER MIRROR DRIVER CIRCUIT.
Cherokee
Fig. 53: Checking Passenger Mirror Horizontal Position Signal Circuit For A Short To Any
Passenger Mirror Driver Circuit
1. Measure the resistance between the (P68) Passenger Mirror Horizontal Position Signal circuit (C1-
Cherokee
9) and Passenger Mirror Driver circuits in the Passenger Outside Rearview Mirror C1 and C2
Yes
Mirror Horizontal Position Signal circuit. If the wiring harness and harness connector are
No
 Inspect the wiring and harness connectors for damage and repair as necessary. If the wiring
and harness connectors are okay, replace the Door Module in accordance with the Service
B1D17-12-PASSENGER MIRROR HORIZONTAL POSITION SENSOR INPUT - CIRCUIT SHORT

TO BATTERY
Cherokee

THEORY OF OPERATION
driver.
Cherokee
WHEN MONITORED:
Continuously.
SET CONDITION:
The Door Module senses more than 400 mA current on the (A857) 5-volt Supply circuit or an open or a short
high on the (P68) Passenger Mirror Horizontal Position Signal circuit for more than two seconds.
POSSIBLE CAUSES
Possible Causes
(P68) PASSENGER MIRROR HORIZONTAL POSITION SIGNAL CIRCUIT SHORTED TO
VOLTAGE
(P68) PASSENGER MIRROR HORIZONTAL POSITION SIGNAL CIRCUIT OPEN
CIRCUIT DRIVER CIRCUIT
(A857) 5 VOLT SUPPLY CIRCUIT SHORTED TO ANY CIRCUIT DRIVER CIRCUIT
(A857) 5 VOLT SUPPLY CIRCUIT SHORTED TO BATTERY
DOOR MODULE
DIAGNOSTIC TEST

DTCs.
Is the DTC active?
Yes
 Go To 2.
Cherokee
No

connectors.
2. CHECK (P68) PASSENGER MIRROR HORIZONTAL POSITION SIGNAL CIRCUIT AND

(A857) 5-VOLT SUPPLY CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 55: Measuring Voltage Of Passenger Mirror Horizontal Position Signal Circuit Between
Passenger Outside Rearview Mirror C1 Connector And Ground

Cherokee
4. Measure the Voltage of the (P68) Passenger Mirror Horizontal Position Signal circuit between the
Passenger Outside Rearview Mirror C1 (Component Side) connector and ground.
5. Measure the voltage of the (A857) 5-volt Supply circuit between the Passenger Outside Rearview
Mirror C1 (Component Side) connector and ground.
Is there any Voltage present on either circuit?
Yes
 Repair all circuits with Voltage present for a short to Voltage. If the wiring harness and
No
Go To 3.

3. CHECK (A857) 5-VOLT SUPPLY CIRCUIT FOR A SHORT TO BATTERY
NOTE: In this step we are measuring the 5-Volt Supply voltage at the Door
Module. It should not be over 5.2 volts.

2. Disconnect the Passenger Outside Rearview Mirror C2 (Component Side) harness connectors from
the Door Module connector.
4. Measure the voltage between ground and the (A857) 5-volt Supply circuit at the Door Module (C1-
Pin 10) (Module Side) socket.
Is the Voltage above 5.2 Volts?
Yes
DOOR , REMOVAL .
No
 Go To 4.
Cherokee
4. CHECK (P68) PASSENGER MIRROR HORIZONTAL POSITION SIGNAL CIRCUIT OPEN
Fig. 56: Checking Passenger Mirror Horizontal Position Signal Circuit For Open

2. Measure the resistance between the (P68) Passenger Mirror Horizontal Position Signal circuit and
the (P66) Passenger Mirror Sensor Ground circuit in the Passenger Outside Rearview Mirror C1
Is the resistance above 3.0K Ohms?
Yes
 Repair the (P68) Passenger Mirror Horizontal Position Signal circuit for an open. If the
Cherokee

No
Go To 5.

5. CHECK (A857) 5-VOLT SUPPLY CIRCUIT FOR A SHORT TO ANY OF THE CIRCUIT
DRIVER CIRCUITS
NOTE: We are now checking the wiring and the mirror for any crossed circuits.
Cherokee
Fig. 57: Checking 5-Volt Supply Circuit For A Short To Any Of The Circuit Driver Circuits
Module.
Cherokee
2. Measure the resistance between the (A857) 5-Volt Supply circuit (C1-Cavity 10) and all circuit
Driver circuits in the Passenger Outside Rearview Mirror C1 and C2 (Component Side) harness
connectors.
Is the resistance below 20K Ohms between the (A857) 5-Volt Supply and any of the circuit Driver
circuits?
Yes
 Repair all circuits with a resistance below 20K Ohms for a short to the (A857) 5-Volt Supply
circuit. If the wiring harness and connectors are okay, replace the Passenger Outside
GLASS , REMOVAL .
No
Go To 6.


SHORT TO ANY CIRCUIT DRIVER CIRCUITS
Cherokee
Cherokee
Fig. 58: Checking Passenger Mirror Horizontal Position Signal Circuit For A Short To Any Circuit
Driver Circuits
1. Measure the resistance between the (P68) Passenger Mirror Horizontal Position Signal circuit (C1-
Cavity 9) and all circuit Driver circuits in the Passenger Outside Rearview Mirror C1 and C2
Is the resistance below 20K Ohms between the (P68) circuit and any of the circuit Driver circuits?
Yes
Mirror Horizontal Position Signal circuit. If the wiring harness and connectors are okay,
replace the Passenger Outside Rearview Mirror in accordance with the Service Information.
No
Go To 7.


OPEN IN THE DOOR MODULE
Cherokee
Fig. 59: Checking Passenger Mirror Horizontal Position Signal Circuit For A Open In The Door
Module
1. Connect the Passenger Outside Rearview Mirror C1 and C2 (Component Side) harness connectors
to the Passenger Door Module.
4. Using a jumper wire, connected to ground, back probe the (P68) Passenger Mirror Horizontal
Position Signal circuit (C1-Cavity 9).
Cherokee
NOTE: The graphic shows the connector terminal end view. Back probe the
wire end of the terminal. Use caution not to damage the wire.
Does the scan tool display: B1D17-11-PASSENGER MIRROR HORIZONTAL POSITION

SENSOR INPUT - CIRCUIT SHORT TO GROUND as active?
Yes
 Replace the Passenger Outside Rearview Mirror in accordance with the Service Information.
No
connectors are okay, replace the Passenger Door Module in accordance with the Service
B1D2A-11-PASSENGER MIRROR VERTICAL MOTOR CONTROL - CIRCUIT SHORT TO

GROUND
Cherokee

THEORY OF OPERATION
The Mirror Vertical Driver circuit supplies battery voltage for the mirror up position and ground for the mirror
down position. The Mirror Common Driver supplies battery voltage for the mirror Down position and ground
for the mirror up position.
WHEN MONITORED:
Cherokee
Continuously.
SET CONDITION:
The Door Module senses a short low on the (P72) Passenger Mirror Vertical Driver circuit for more than two
seconds.
POSSIBLE CAUSES
Possible Causes
(P72) PASSENGER MIRROR VERTICAL DRIVER CIRCUIT SHORTED TO GROUND
(P72) PASSENGER MIRROR VERTICAL DRIVER CIRCUIT FOR A SHORT TO ANY OTHER
PASSENGER MIRROR DRIVER CIRCUIT.
(P72) PASSENGER MIRROR VERTICAL DRIVER CIRCUIT FOR A SHORT TO ANY RETURN
OR GROUND CIRCUITS
DOOR MODULE
DIAGNOSTIC TEST

DTCs.
Does the scan tool display: B1D2A-11-PASSENGER MIRROR VERTICAL MOTOR CONTROL
- CIRCUIT SHORT TO GROUND as active?
Yes
 Go To 2.
No
Cherokee
fit.
2. CHECK (P72) PASSENGER MIRROR VERTICAL DRIVER CIRCUIT FOR A SHORT TO

GROUND IN THE DOOR MODULE
NOTE: Here we are checking the Door Module for an internal short.
1. Disconnect the Passenger Outside Rearview Mirror C1 and C2 harness connectors.

DTCs.
Does the scan tool display: B1D2A-11-PASSENGER MIRROR VERTICAL MOTOR CONTROL
- CIRCUIT SHORT TO GROUND as active?
Yes
No
Go To 3.


GROUND
Cherokee
Fig. 61: Measuring Resistance Of Passenger Mirror Vertical Driver Circuit Between Ground And
Passenger Outside Rearview Mirror C2 Connector

2. Measure the resistance of the (P72) Passenger Mirror Vertical Driver circuit between ground and
the Passenger Outside Rearview Mirror C2 (Component Side) connector.
Yes
 Repair the (P72) Passenger Mirror Vertical Driver circuit for a short to ground. If the wiring
Cherokee
No
Go To 4.

4. CHECK (P72) PASSENGER MIRROR VERTICAL DRIVER CIRCUIT FOR A SHORT TO ANY
OTHER PASSENGER MIRROR DRIVER CIRCUITS
Fig. 62: Checking Passenger Mirror Vertical Driver Circuit For A Short To Any Other Passenger
Mirror Driver Circuits
1. Measure the resistance between the (P72) Passenger Mirror Vertical Driver circuit (C2-6) and all
other Passenger Mirror Driver circuits in the Passenger Outside Rearview Mirror C2 (Component
Side) connector.
Yes
Cherokee
 Repair all circuits with a resistance below 10.0 Ohms for a short to the (P72) Passenger
Mirror Vertical Driver circuit. If the wiring harness and connector are okay, replace the
No
Go To 5.

5. CHECK (P72) PASSENGER MIRROR VERTICAL DRIVER CIRCUIT FOR A SHORT TO ANY
PASSENGER MIRROR SENSOR GROUND OR RETURN CIRCUITS
Cherokee
Cherokee
Fig. 63: Checking Passenger Mirror Vertical Driver Circuit For A Short To Any Passenger Mirror
Sensor Ground Or Return Circuits
1. Measure the resistance between the (P72) Passenger Mirror Vertical Driver circuit (C2-6) and all
Passenger Mirror Sensor Ground or Return circuits in the Passenger Outside Rearview Mirror C2
Is the resistance below 10K Ohms between the (P72) Passenger Mirror Vertical Driver circuit and
any of the Ground or Return circuits?
Yes
 Repair the (P72) Passenger Mirror Vertical Driver circuit for a short to the Return or Ground
REMOVAL .
No
B1D2E-11-PASSENGER MIRROR HORIZONTAL MOTOR CONTROL - CIRCUIT SHORT TO

GROUND
Cherokee

THEORY OF OPERATION
The Mirror Horizontal Driver circuit supplies battery voltage for the mirror left position and ground for the
mirror right position. The Mirror Common Driver supplies battery voltage for the mirror right position and
ground for the mirror left position.
WHEN MONITORED:
Cherokee
Continuously.
SET CONDITION:
The Door Module senses a short low on the (P74) Passenger Mirror Horizontal Driver circuit for more than two
seconds.
POSSIBLE CAUSES
Possible Causes
(P74) PASSENGER MIRROR HORIZONTAL DRIVER CIRCUIT SHORTED TO GROUND
(P74) PASSENGER MIRROR HORIZONTAL DRIVER CIRCUIT SHORTED TO ANOTHER
(P74) PASSENGER MIRROR HORIZONTAL DRIVER CIRCUIT SHORTED TO ANY PASSENGER
MIRROR SIGNAL RETURN OR GROUND CIRCUIT
DOOR MODULE
DIAGNOSTIC TEST

DTCs.
Does the scan tool display: B1D2E-11-PASSENGER MIRROR HORIZONTAL MOTOR

CONTROL - CIRCUIT SHORT TO GROUND as active?
Yes
 Go To 2.
No
Cherokee
fit.

GROUND IN THE DOOR MODULE
NOTE: Here we are checking the Door Module for an internal short.
1. Disconnect the Passenger Outside Rearview Mirror C1 and C2 harness connectors.

DTCs.
Does the scan tool display: B1D2E-11-PASSENGER MIRROR HORIZONTAL MOTOR

CONTROL - CIRCUIT SHORT TO GROUND as active?
Yes
No
Go To 3.

3. CHECK (P74) PASSENGER MIRROR HORIZONTAL DRIVER CIRCUIT FOR A SHORT TO

GROUND
Cherokee
Fig. 65: Measuring Resistance Of Passenger Mirror Horizontal Driver Circuit Between Ground
And Passenger Outside Rearview Mirror C2 Connector

2. Measure the resistance between ground and the (P74) Passenger Mirror Horizontal Driver circuit at
the Passenger Outside Rearview Mirror C2 (Component Side) connector.
Yes
 Repair the (P74) Passenger Mirror Horizontal Driver circuit for a short to ground. If the
Cherokee
No
Go To 4.


ANOTHER PASSENGER MIRROR DRIVER CIRCUIT
Fig. 66: Checking Passenger Mirror Horizontal Driver Circuit For A Short To Another Passenger
Mirror Driver Circuit
1. Measure the resistance between the (P74) Passenger Mirror Horizontal Driver circuit (C2-8) and
the other Passenger Mirror Driver circuits in the Passenger Outside Rearview Mirror C2
Cherokee
Yes
 Repair all circuits with a resistance below 10.0 Ohms for a short to the (P74) Passenger
Mirror Horizontal Driver circuit. If the wiring harness and connector are okay, replace the
No
Go To 5.


ANY PASSENGER MIRROR SENSOR GROUND OR RETURN CIRCUITS
Cherokee
Cherokee
Fig. 67: Checking Passenger Mirror Horizontal Driver Circuit For A Short To Any Passenger
Mirror Sensor Ground Or Return Circuits
1. Measure the resistance between the (P74) Passenger Mirror Horizontal Driver circuit and each
Passenger Mirror Sensor Ground and Return circuits in the Passenger Outside Rearview Mirror C2
Is the resistance below 10K Ohms between the (P74) Passenger Mirror Horizontal Driver circuit
and any of the Ground or Return circuits?
Yes
 Repair the (P74) Passenger Mirror Horizontal Driver circuit for a short to the Ground or
Return circuit. If the wiring harness and connector are okay, replace the Passenger Outside
GLASS , REMOVAL .
No
B1D36-11-PASSENGER MIRROR HEATER CONTROL - CIRCUIT SHORT TO GROUND

Cherokee

WHEN MONITORED:
Continuously.
SET CONDITION:
The Door Module senses a short low on the (C17) Passenger Mirror Heater Driver circuit for more than two
Cherokee
seconds with the heater switched on.
POSSIBLE CAUSES
Possible Causes
(C17) PASSENGER MIRROR HEATER DRIVER CIRCUIT SHORT TO GROUND
(C17) PASSENGER MIRROR HEATER DRIVER CIRCUIT SHORTED TO A PASSENGER
MIRROR DRIVER CIRCUIT.
MIRROR RETURN OR GROUND CIRCUIT
(C17) PASSENGER MIRROR HEATER DRIVER CIRCUIT SHORTED TO THE (C170)
PASSENGER MIRROR HEATER RETURN CIRCUIT
DOOR MODULE
DIAGNOSTIC TEST

DTCs.
Does the scan tool display: B1D36-11-PASSENGER MIRROR HEATER CONTROL - CIRCUIT
Yes
 Go To 2.
No
Cherokee
fit.
2. CHECK (C17) PASSENGER MIRROR HEATER DRIVER CIRCUIT FOR A SHORT TO

GROUND
Fig. 69: Measuring Resistance Of Passenger Mirror Heater Driver Circuit Between Ground And

3. Measure the resistance of the (C17) Passenger Mirror Heater Driver circuit between ground and the
Passenger Outside Rearview Mirror C2 (Component Side) connector.
Cherokee
Yes
 Repair the (C17) Passenger Mirror Heater Driver circuit for a short to ground. If the wiring
No
Go To 3.

3. CHECK (C17) PASSENGER MIRROR HEATER DRIVER CIRCUIT FOR A SHORT TO A

Cherokee
Fig. 70: Measuring Resistance Between Passenger Mirror Heater Driver Circuit And Passenger
Mirror Horizontal/Vertical/Common Driver Circuit
1. Measure the resistance between the (C17) Passenger Mirror Heater Driver circuit (C2-4) and all
Passenger Mirror Driver circuits in the Passenger Outside Rearview Mirror C2 (Component Side)
connector.
Yes
 Repair all circuits with a resistance below 10K Ohms for a short to the (C17) Passenger
Mirror Heater Driver circuit. If the wiring harness and connector are okay, replace the
No
Go To 4.

4. CHECK (C17) PASSENGER MIRROR HEATER DRIVER CIRCUIT FOR A SHORT TO (C170)
PASSENGER MIRROR HEATER RETURN CIRCUIT
Cherokee
Mirror Heater Return Circuit
1. Measure the resistance between the (C17) Passenger Mirror Heater Driver circuit and the (C170)
Passenger Mirror Heater Return circuit at the Passenger Outside Rearview Mirror C2 (Component
Side) connector.
Yes
 Repair the (C17) Passenger Mirror Heater Driver circuit for a short to the (C170) Passenger
Mirror Heater Return circuit. If the wiring harness and connector are okay, replace the
Cherokee

No
Go To 5.

5. CHECK (C17) PASSENGER MIRROR HEATER DRIVER CIRCUIT FOR A SHORT TO ANY
PASSENGER MIRROR GROUND OR RETURN CIRCUIT
Cherokee
Cherokee
Fig. 72: Checking Passenger Mirror Heater Driver Circuit For A Short To Any Passenger Mirror
Ground Or Return Circuit
2. Measure the resistance between the (C17) Passenger Mirror Heater Driver circuit (C2-4) and each
Passenger Mirror Ground and Return circuits in the Passenger Outside Rearview Mirror C2 and C1
Is the resistance below 10K Ohms between the (C17) Passenger Mirror Heater Driver circuit and
any Ground or Return circuit?
Yes
 Repair the (C17) Passenger Mirror Heater Driver circuit for a short to the Passenger Mirror
Ground or Return circuit. If the wiring harness and connector are okay, replace the Passenger
GLASS , REMOVAL .
No
B1D36-15-PASSENGER MIRROR HEATER CONTROL - CIRCUIT SHORT TO BATTERY OR

OPEN
Cherokee

WHEN MONITORED:
Continuously.
SET CONDITION:
The Door Module senses an open or a short high on the (C17) Passenger Mirror Heater Driver circuit for more
Cherokee
than two seconds.
POSSIBLE CAUSES
Possible Causes
(C17) PASSENGER MIRROR HEATER DRIVER CIRCUIT SHORTED TO VOLTAGE
(C17) PASSENGER MIRROR HEATER DRIVER CIRCUIT OPEN
(C170) PASSENGER MIRROR HEATER RETURN CIRCUIT OPEN
(C17) PASSENGER MIRROR HEATER DRIVER CIRCUIT SHORTED TO THE ANY PASSENGER
PASSENGER OUTSIDE REARVIEW MIRROR
DOOR MODULE
DIAGNOSTIC TEST
1. TEST FOR INTERMITTENT CONDITION - HEATER OFF

DTCs.
Does the scan tool display; B1D36-15-PASSENGER MIRROR HEATER CONTROL - CIRCUIT
Yes
 Go To 3.
No
Go To 2.

2. TEST FOR INTERMITTENT CONDITION - HEATER ON

DTCs.
Cherokee
Does the scan tool display; B1D36-15-PASSENGER MIRROR HEATER CONTROL - CIRCUIT
Yes
 Go To 3.
No

fit.
3. CHECK (C17) PASSENGER MIRROR HEATER DRIVER CIRCUIT FOR A SHORT TO

VOLTAGE
Cherokee
Fig. 74: Measuring Voltage Of Passenger Mirror Heater Driver Circuit Between Passenger Outside
Rearview Mirror C2 Connector And Ground

4. Measure the voltage of the (C17) Passenger Mirror Heater Driver circuit between the Passenger
Outside Rearview Mirror C2 (Component Side) connector and ground.
Yes
Cherokee
 Repair the (C17) Passenger Mirror Heater Driver circuit for a short to voltage. If the wiring
No
Go To 4.

4. CHECK (C17) PASSENGER MIRROR HEATER DRIVER CIRCUIT AND (C170) PASSENGER
MIRROR HEATER RETURN CIRCUIT FOR AN OPEN
Mirror Heater Return Circuit
Cherokee

2. Measure the resistance between the (C17) Passenger Mirror Heater Driver circuit and the (C170)
Passenger Mirror Heater Return circuit at the Passenger Outside Rearview Mirror C2 (Component
Side) connector.
Yes
 Go To 5.
No
Repair the (C17) Passenger Mirror Heater Driver circuit or the (C170) Passenger Mirror

Heater Return circuit for an open. If the wiring harness and connector are okay, replace the
5. CHECK (C17) PASSENGER MIRROR HEATER DRIVER CIRCUIT FOR A SHORT TO A

Cherokee
Mirror Horizontal/Vertical/Common Driver Circuit
connector.
Yes
 Repair all circuits with a resistance below 10K Ohms for a short to the (C17) Passenger
Mirror Heater Driver circuit. If the wiring harness and connector are okay, replace the
Cherokee

No
Go To 6.

6. CHECK (C17) PASSENGER MIRROR HEATER DRIVER CIRCUIT FOR A SHORT TO ALL
OTHER PASSENGER MIRROR DRIVER CIRCUITS
Cherokee
Cherokee
Fig. 77: Checking Passenger Mirror Heater Driver Circuit For A Short To All Other Passenger
Mirror Driver Circuits
other Passenger Mirror Driver circuits in the Passenger Outside Rearview Mirror C2 and C1
Is the resistance below 10K Ohms between the (C17) Passenger Mirror Heater Driver circuit and
any Passenger Mirror Driver circuit?
Yes
 Repair the short between the (C17) Passenger Mirror Heater Driver circuit and the other
Passenger Mirror Driver circuits. If the wiring harness and connector are okay, replace the
No
B1E6A-11-PASSENGER MIRROR FOLD CONTROL CIRCUIT SHORT TO GROUND

Cherokee

WHEN MONITORED:
Continuously.
SET CONDITION:
When one of the Mirror Fold or Unfold driver circuits are shorted to ground for over 30 seconds.
Cherokee
POSSIBLE CAUSES
Possible Causes
PASSENGER MIRROR ASSEMBLY
DIAGNOSTIC TEST

6. Wait 30 seconds.
Does the scan tool display: B1E6A-11-PASSENGER MIRROR FOLD CONTROL CIRCUIT
Yes
 Go To 2.
No

necessary.

Cherokee
Fig. 79: Mirror Connector End View


2. Disconnect the Passenger Outside Rearview Mirror connector at the Passenger Door Module C2
harness connector.
3. Inspect the wiring and connectors between the mirror and the Passenger Door Module.
Cherokee
Yes
No
Go To 3.

3. MIRROR ASSEMBLY
6. Wait 30 seconds.
Yes
No
 Replace the Passenger Folding Mirror assembly in accordance with the Service Information.
B1E6A-15-PASSENGER MIRROR FOLD CONTROL CIRCUIT SHORT TO BATTERY OR OPEN

Cherokee

WHEN MONITORED:
Continuously.
SET CONDITION:
When one of the Mirror Fold or Unfold Driver circuits are shorted to battery voltage or the circuit is open for
Cherokee
approximately 30 seconds.
POSSIBLE CAUSES
Possible Causes
(P695) PASSENGER MIRROR FOLD DRIVER CIRCUIT SHORTED TO VOLTAGE
(P692) PASSENGER MIRROR UNFOLD DRIVER CIRCUIT SHORTED TO VOLTAGE
(P695) PASSENGER MIRROR FOLD DRIVER CIRCUIT OR (P692) PASSENGER MIRROR
UNFOLD DRIVER CIRCUIT OPEN
(P695) PASSENGER MIRROR FOLD DRIVER CIRCUIT SHORTED TO A PASSENGER MIRROR
DRIVER CIRCUIT.
(P695) PASSENGER MIRROR FOLD DRIVER CIRCUIT SHORTED TO ANY PASSENGER
MIRROR ACCESSORY DRIVER CIRCUIT
PASSENGER FOLDING MIRROR ASSEMBLY
DIAGNOSTIC TEST

7. Turn on the rear window defogger.
9. Wait 30 seconds.
Yes
 Go To 2.
No
 The condition that caused this symptom is currently not present. Check for an intermittent
condition by inspecting the related wiring harness for chafed, pierced, pinched and partially
broken wires. Also, inspect the related connectors for broken, bent, pushed out, spread,
corroded or contaminated terminals. Repair as necessary.
Cherokee


2. CHECK (P695) PASSENGER MIRROR FOLD DRIVER CIRCUIT AND (P692) PASSENGER
MIRROR UNFOLD DRIVER CIRCUIT FOR AN OPEN
Fig. 81: Checking Passenger Mirror Fold Driver Circuit & Passenger Mirror Unfold Driver Circuit
For Open

2. Disconnect the Passenger Outside Rearview Mirror C2 (Component Side) connector.
3. Measure the resistance between the (P695) Passenger Mirror Fold Driver circuit and the (P692)
Passenger Mirror Unfold Driver circuit at the Passenger Outside Rearview Mirror C2 (Component
Side) connector.

Cherokee
Yes
 Go To 3.
No
Repair the (P695) Passenger Mirror Fold Driver circuit or the (P692) Passenger Mirror

Unfold Driver circuit for an open. If the wiring harness and connector are okay, replace the
Passenger Outside Rearview Folding Mirror in accordance with the Service Information.
3. CHECK (P695) PASSENGER MIRROR FOLD DRIVER CIRCUIT AND (P692) PASSENGER
MIRROR UNFOLD DRIVER CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 82: Checking Passenger Mirror Fold Driver Circuit & Passenger Mirror Unfold Driver Circuit
Cherokee
For Short To Voltage


2. Measure the voltage between ground and the (P695) Passenger Mirror Fold Driver circuit in the
3. Measure the voltage between ground and the (P692) Passenger Mirror Unfold Driver circuit in the
Is there any voltage present in either terminal?
Yes
 Repair the (P695) Passenger Mirror Fold Driver circuit or the (P692) Passenger Mirror
Unfold Driver circuit for a short to voltage. If the wiring harness and connector are okay,
replace the Passenger Outside Rearview Folding Mirror in accordance with the Service
No
Go To 4.

4. CHECK (P695) PASSENGER MIRROR FOLD DRIVER CIRCUIT FOR A SHORT TO A

PASSENGER MIRROR DRIVER CIRCUIT.
Cherokee
Fig. 83: Checking Passenger Mirror Fold Driver Circuit For A Short To A Passenger Mirror
Driver Circuit

2. Measure the resistance between the (P695) Passenger Mirror Fold Driver circuit (C2-1) and all
connector.
Yes
Mirror Fold Driver circuit. If the wiring harness and connector are okay, replace the
Cherokee

No
Go To 5.

5. CHECK (P695) PASSENGER MIRROR FOLD DRIVER CIRCUIT FOR A SHORT TO A

PASSENGER MIRROR ACCESSORY DRIVER CIRCUIT
Cherokee
Cherokee
Fig. 84: Checking Passenger Mirror Fold Driver Circuit For A Short To A Passenger Mirror
Accessory Driver Circuit
2. Measure the resistance between the (P695) Passenger Mirror Fold Driver circuit (C2-1) and each of
the Passenger Mirror Accessory Driver circuits in the Passenger Outside Rearview Mirror C2 and
C1 (Component Side) connectors.
Is the resistance below 10K Ohms between the (P695) Passenger Mirror Fold Driver circuit and
any Passenger Mirror Driver circuit?
Yes
 Repair the (P695) Passenger Mirror Fold Driver circuit for a short to a Passenger Mirror
Accessory Driver circuit. If the wiring harness and connector are okay, replace the Passenger
GLASS , REMOVAL .
No
B210C-16-BATTERY VOLTAGE INPUT - CIRCUIT VOLTAGE BELOW THRESHOLD

Cherokee
Fig. 85: Passenger Door Module Circuit Wiring Diagram

WHEN MONITORED:
At all times.
SET CONDITION:
Cherokee
Anytime the module senses voltage input below 8.0 Volts for more than four seconds, this code will set.
POSSIBLE CAUSES
POSSIBLE CAUSES
(A214) FUSED B(+) CIRCUIT HAS HIGH RESISTANCE
(Z919) GROUND CIRCUIT HAS HIGH RESISTANCE
PASSENGER DOOR MODULE
DIAGNOSTIC TEST

1. Using the scan tool, read the active Powertrain Control Module DTCs.
Are there any PCM Charging or Battery DTCs present?
Yes

No
Go To 2.


1. Using the scan tool, record and erase the DTCs.
3. Using the scan tool, read the active DTCs in the Door Module.
Does the scan tool display B210C-16-BATTERY VOLTAGE INPUT - CIRCUIT VOLTAGE
BELOW THRESHOLD?
Yes
 Go To 3.
No

3. (A214) FUSED B(+) OR (Z919) GROUND CIRCUITS RESISTED

Cherokee
Fig. 86: Checking Fused B(+) Circuits Using 12-Volt Test Light

2. Disconnect the Passenger Door Module C3 connector.
4. Test the (A214) Fused B(+) circuits by connecting a 12-volt test light between the Fused B(+)
circuit and the (Z919) Ground circuits in the door module C3 connector. The test light must
illuminate brightly. Compare the brightness to that of a direct connection to the battery.
Yes
Cherokee

No
 Test the (A214) Fused B(+) and the (Z919) Ground circuits to determine which one has the
high resistance. Repair the necessary circuit for high resistance.

Cherokee
Fig. 87: Passenger Door Module Circuit Wiring Diagram

For a complete wiring diagram,refer to appropriate SYSTEM WIRING DIAGRAMS article .
WHEN MONITORED:
At all times.
SET CONDITION:
Cherokee
Anytime the module senses voltage input above 16.0 volts for more than four seconds, this code will set.
POSSIBLE CAUSES
POSSIBLE CAUSES
PASSENGER DOOR MODULE
DIAGNOSTIC TEST

1. With the scan tool, read the active Powertrain Control Module DTCs.
Are there any active PCM Charging or Battery DTCs present?
Yes

No
Go To 2.


3. With the scan tool, read the active door module DTCs.
Does the scan tool display; B210C-17-BATTERY VOLTAGE INPUT - CIRCUIT VOLTAGE
ABOVE THRESHOLD?
Yes
No
B21A1-00-ECU RESET/RECOVERY OCCURRED

Cherokee
WHEN MONITORED:
At all times.
SET CONDITION:
Whenever the module detects a power on reset or a reflash, this code will set. This code is for information only.
No repair is necessary.
POSSIBLE CAUSES
POSSIBLE CAUSES
MODULE WAS RE-FLASHED
MODULE WAS RESET
DIAGNOSTIC TEST
This DTC is for information only. At some time the module was re-flashed or was reset during a power on
operation. No repair is necessary.
WHEN MONITORED:
At all times.
SET CONDITION:
This is a CAN message that the battery voltage was below 10.0 volts for over four seconds.
POSSIBLE CAUSES
POSSIBLE CAUSES
LOW SYSTEM VOLTAGE
DIAGNOSTIC TEST


Cherokee
Yes

INDEX - NGC and perform the active charging system or battery DTC diagnostic
procedure .
No
WHEN MONITORED:
At all times.
SET CONDITION:
This is a CAN message that the system voltage was above 16.0 volts for over four seconds.
POSSIBLE CAUSES
POSSIBLE CAUSES
CHARGING SYSTEM
DIAGNOSTIC TEST

Yes

INDEX - NGC and perform the active charging system or battery DTC diagnostic
procedure .
No
Cherokee
B2598-54-DOOR MODULE FRONT LEFT - MISSING CALIBRATION
THEORY OF OPERATION
The express up feature is accomplished by the door module sensing the exact position of the window at all
times. This is done by the module reading the counts of the hall sensor located in the window motor. Whenever
the module looses track of the window position, it will not allow the express feature to operate and will set this
DTC.
WHEN MONITORED:
SET CONDITION:
When the Door Module has lost the parameters for window travel. This code may set anytime the battery or the
door module connector is disconnected.
POSSIBLE CAUSES
Possible Causes
DOOR MODULE FRONT LEFT (DMFL)
DIAGNOSTIC TEST

3. Operate the Driver Window switch up and down several times.
4. Wait 30 seconds.
Does the scan tool display B2598-54-DOOR MODULE FRONT LEFT - MISSING
CALIBRATION?
Yes
 Go To 2.
Cherokee
No


1. Activate the window to the full up position and continue to hold the switch for an additional two
seconds.
2. Activate the window to the full down position and continue to hold the switch for an additional two
seconds.
3. Again activate the window to the full up position and continue to hold the switch for an additional
two seconds.
Yes
 Test complete.
No
Go To 3.


2. Move the Express Window Switch from the idle position to the up position and then to the express
up position.
Yes
 Replace the Door Module Front Left in accordance with the service information. Refer to
No
 Replace the Express Window Switch in accordance with the service information. Refer to
Cherokee
B2598-96-DOOR MODULE FRONT LEFT - COMPONENT INTERNAL FAILURE
WHEN MONITORED:
At all times.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

3. Operate the Driver Window up and down several times.
4. Wait 30 seconds.
Does the scan tool display: B2598-96-DOOR MODULE FRONT LEFT - COMPONENT
INTERNAL FAILURE?
Yes
DOOR , REMOVAL .
No
B2599-54-DOOR MODULE FRONT RIGHT - MISSING CALIBRATION - QUAD/CREW CAB ONLY
Cherokee
THEORY OF OPERATION
This code can set anytime the battery or the door module connector is disconnected.
WHEN MONITORED:
SET CONDITION:
When the Door Module has lost the parameters for window travel.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

4. Wait 30 seconds.
Does the scan tool display; B2599-54-DOOR MODULE FRONT RIGHT - MISSING
CALIBRATION?
Yes
 Go To 2.
No


Cherokee
1. Operate the window to the full up position and continue to hold the switch for an additional two
seconds.
2. Operate the window to the full down position and continue to hold the switch for an additional two
seconds.
3. Again operate the window to the full up position and continue to hold the switch for an additional
two seconds.
Yes
 Test complete.
No
Go To 3.


2. Move the Passenger Express Window Switch from the idle position to the up position and then to
the express up position.
Yes
No
 Replace the Passenger Express Window Switch in accordance with the Service Information.
B2599-96-DOOR MODULE FRONT RIGHT - COMPONENT INTERNAL FAILURE
WHEN MONITORED:
At all times.
Cherokee
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

3. Operate the Passenger Window up and down several times.
4. Wait 30 seconds.
Does the scan tool display B2599-96-DOOR MODULE FRONT RIGHT - COMPONENT
INTERNAL FAILURE ?
Yes
DOOR , REMOVAL .
No
B282F-11-PASSENGER PUDDLE LAMP CONTROL - CIRCUIT SHORT TO GROUND

Cherokee

WHEN MONITORED:
Continuously.
SET CONDITION:
The Door Module senses a short low on the (M42) Passenger Puddle Lamp Driver circuit for more than two
Cherokee
seconds with the lamp switched on.
POSSIBLE CAUSES
Possible Causes
(M42) PASSENGER PUDDLE LAMP DRIVER CIRCUIT SHORTED TO GROUND
(M42) PASSENGER PUDDLE LAMP DRIVER CIRCUIT SHORTED TO ANY PASSENGER
SENSOR GROUND OR RETURN CIRCUIT
(M42) PASSENGER PUDDLE LAMP DRIVER CIRCUIT SHORTED TO THE (P582) PASSENGER
MIRROR TURN SIGNAL/PUDDLE RETURN CIRCUIT
(M42) PASSENGER PUDDLE LAMP DRIVER CIRCUIT SHORTED TO A PASSENGER MIRROR
DRIVER CIRCUIT
DOOR MODULE
DIAGNOSTIC TEST

position.

DTCs.
Does the scan tool display; B282F-11-PASSENGER PUDDLE LAMP CONTROL - CIRCUIT
Yes
 Go To 2.
No
Cherokee

fit.
2. CHECK (M42) PASSENGER PUDDLE LAMP DRIVER CIRCUIT FOR A SHORT TO

GROUND
Fig. 89: Measuring Resistance Of Passenger Puddle Lamp Driver Circuit Between Ground And

Cherokee
3. Measure the resistance of the (M42) Passenger Puddle Lamp Driver circuit between ground and the
Yes
 Repair the (M42) Passenger Puddle Lamp Driver circuit for a short to ground. If the wiring
No
Go To 3.

3. CHECK (M42) PASSENGER PUDDLE LAMP DRIVER CIRCUIT FOR A SHORT TO (P582)
PASSENGER MIRROR TURN SIGNAL/PUDDLE RETURN CIRCUIT
Cherokee
Cherokee
Fig. 90: Checking Passenger Puddle Lamp Driver Circuit For A Short To Passenger Mirror Turn
Signal/Puddle Return Circuit
2. Measure the resistance between the (M42) Passenger Puddle Lamp Driver circuit and the (P582)
Passenger Mirror Turn Signal/Puddle Return circuit at the Passenger Outside Rearview Mirror C1
Yes
 Repair the (M42) Passenger Puddle Lamp Driver circuit for a short to the (P582) Passenger
Mirror Turn Signal/Puddle Return circuit. If the wiring harness and connector are okay,
replace the Passenger Outside Rearview Mirror in accordance with the Service Information.
No
Go To 4.

4. CHECK (M42) PASSENGER PUDDLE LAMP DRIVER CIRCUIT FOR A SHORT TO A

Cherokee
Fig. 91: Measuring Resistance Between Passenger Puddle Lamp Driver Circuit And Passenger
Mirror Vertical/Common/Horizontal Driver Circuit
1. Measure the resistance between the (M42) Passenger Puddle Lamp Driver circuit (C1-1) and each
of the Passenger Mirror Driver circuits in the Passenger Outside Rearview Mirror C1 and C2
Yes
 Repair all circuits with a resistance below 10K Ohms for a short to the (M42) Passenger
Puddle Lamp Driver circuit. If the wiring harness and connector are okay, replace the
Cherokee

No
Go To 5.

5. CHECK (M42) PASSENGER PUDDLE LAMP DRIVER CIRCUIT FOR A SHORT TO ANY
PASSENGER SENSOR GROUND OR RETURN CIRCUIT
Cherokee
Cherokee
Fig. 92: Checking Passenger Puddle Lamp Driver Circuit For A Short To Any Passenger Sensor
Ground Or Return Circuit
1. Measure the resistance between the (M42) Passenger Puddle Lamp Driver circuit (C1-1) and each
of the Passenger Mirror Return or Ground circuits in the Passenger Outside Rearview Mirror C1
Yes
 Repair all circuits with a resistance below 10K Ohms for a short to the (M42) Passenger
Puddle Lamp Driver circuit. If the wiring harness and connector are okay, replace the
No
B2831-11-PASSENGER BLIND SPOT WARNING LIGHT CONTROL-CIRCUIT SHORT TO

GROUND
Cherokee

WHEN MONITORED:
Continuously.
SET CONDITION:
When the Passenger Blind Spot Indicator circuit senses that the voltage is below 04.0 of a volt for over 155 ms.
Cherokee
when the indicator is commanded to turn on, this code will set.
POSSIBLE CAUSES
Possible Causes
PASSENGER DOOR MODULE (DDM)
DIAGNOSTIC TEST

Does the scan tool display: B2831-11-PASSENGER BLIND SPOT WARNING LIGHT
CONTROL-CIRCUIT SHORT TO GROUND as Active?
Yes
 Go To 2.
No

time. Using the wiring diagrams as a guide, check all relate splices and connectors for signs
necessary.

Cherokee
Fig. 94: Passenger Door Module C1 Harness Connector End View


3. Inspect the wiring and connectors between the mirror and the Passenger Door Module.
Yes
Cherokee
No
Go To 3.

3. MIRROR ASSEMBLY
5. Be sure the PDM C1 connector is still disconnected.
Does the scan tool display: B2831-15-PASSENGER BLIND SPOT WARNING LIGHT
CONTROL-CIRCUIT SHORT TO BATTERY OR OPEN as Active?
Yes
 Replace the Passenger Mirror Assembly in accordance with the service information. Refer to
No
 Replace the Passenger Door Module in accordance with the service information. Refer to
B2831-15-PASSENGER BLIND SPOT WARNING INDICATOR CONTROL-CIRCUIT SHORT TO

BATTERY OR OPEN
Cherokee

WHEN MONITORED:
Continuously.
SET CONDITION:
When the Passenger Blind Spot Indicator circuit senses a high voltage or an open circuit for over 55 ms., this
Cherokee
code will set.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

5. With the scan tool, read the ACTIVE DTCs.
Does the scan tool display active: B2831-15-PASSENGER BLIND SPOT WARNING
INDICATOR CONTROL-CIRCUIT SHORT TO BATTERY OR OPEN?
Yes
 Go To 2.
No

necessary.

Cherokee
Fig. 96: Passenger Door Module C1 Harness Connector End View


3. Inspect the wiring and connectors between the mirror and the Passengers Door Module.
Yes
Cherokee
No
Go To 3.

3. MIRROR ASSEMBLY
Fig. 97: Checking Mirror Assembly

1. Measure the resistance between the (P714) Passenger Blind Spot Indicator Return circuit and the
(P712) Passenger Blind Spot Indicator Driver circuit in the PDM C1 connector.
Yes
Cherokee
No
 Replace the Passenger Mirror Assembly. Refer to MIRROR, OUTSIDE REARVIEW ,

WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(+) (125k) CIRCUIT
DIAGNOSTIC TEST
proceeding.

Cherokee
2. With the scan tool, read active Door Module DTCs.
Is this DTC active?
Yes
No
WHEN MONITORED:
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Cherokee
proceeding.

Is this DTC active?
Yes
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
Cherokee
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
Cherokee
HVAC CONTROL MODULE

DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
No
U0203-00-LOST COMMUNICATION WITH DOOR MODULE FRONT LEFT
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Left Front Door Module (DMFL) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
Cherokee

DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
No
U0204-00-LOST COMMUNICATION WITH DOOR MODULE FRONT RIGHT
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Right Front Door Module (DMFR) for approximately two to five seconds.
POSSIBLE CAUSES
Cherokee
Possible Causes
RIGHT FRONT DOOR MODULE
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
Door Module Front Right diagnostic procedure.
No
U0209-00-LOST COMMUNICATION WITH MEMORY SEAT CONTROL MODULE
WHEN MONITORED:
SET CONDITION:
Cherokee
Bus messages not received from the Memory Seat Module for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
MEMORY SEAT MODULE POWER AND GROUND
MEMORY SEAT MODULE
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
Memory Seat Control Module diagnostic procedure.
No
U0232-00-LOST COMMUNICATION WITH BLIND SPOT DETECTION MODULE
WHEN MONITORED:

Cherokee
SET CONDITION:
Bus messages not received from the Blind Spot Detection Module for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
CAN B BUS CIRCUITS OPEN OR SHORTED
BLIND SPOT DETECTION MODULE POWER AND GROUND
BLIND SPOT DETECTION MODULE
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the U0232-00 Lost Communication
with Blind Spot Detection Module diagnostic procedure.
No
 . Refer to DIAGNOSIS AND TESTING and perform the Stored Lost Communication
2011 ACCESSORIES AND EQUIPMENT Passive Entry Module (PEM) - Electrical Diagnostics - Grand Cherokee
Passive Entry Module (PEM) - Electrical Diagnostics - Grand Cherokee

DTC Description
B1A71-01 PASSIVE ENTRY ANTENNA 1 - GENERAL ELECTRICAL FAILURE
B2199-16 BATTERY VOLTAGE - CIRCUIT VOLTAGE BELOW THRESHOLD
B2199-17 BATTERY VOLTAGE - CIRCUIT VOLTAGE ABOVE THRESHOLD
B2205-00 ORIGINAL VIN MISSING/MISMATCH
B223B-00 VEHICLE CONFIGURATION MISMATCH
B229B-00 PASSIVE ENTRY MODULE (PEM) INTERNAL
B259A-00 FRONT LEFT DOOR HANDLE SENSE
B259B-00 FRONT RIGHT DOOR HANDLE SENSE
B259E-00 TRUNK/LIFTGATE DOOR HANDLE LOCK SENSE
B25A3-00 FRONT LEFT DOOR HANDLE SENSOR
B25A4-00 FRONT RIGHT DOOR HANDLE SENSOR
B25A7-00 TRUNK/LIFTGATE HANDLE SENSOR
U0001-00 CAN C BUS

B1A71-01-PASSIVE ENTRY ANTENNA 1 - GENERAL ELECTRICAL FAILURE
Fig. 1: Passive Entry Module Wiring Diagram

THEORY OF OPERATION
For Antenna locations and the Theory of Operation, Refer to MODULE, PASSIVE ENTRY , OPERATION .
WHEN MONITORED:
Whenever the Passive Entry or Keyless Go is activated.
SET CONDITION:
When the driver starts the vehicle (through the push button switch), activates the front door handles or activates
the liftgate switch, the PEM module fires the antennas and verifies the programed FOBIK. If it finds that the
signal or return circuit of antenna 1 is open, short to ground, short to battery or the antenna terminals are
shorted, it will set this code.
POSSIBLE CAUSES
Possible Causes
(D920) PASSIVE ENTRY ANTENNA 1 SIGNAL CIRCUIT SHORTED TO GROUND
(D920) PASSIVE ENTRY ANTENNA 1 SIGNAL CIRCUIT SHORTED TO VOLTAGE
(D921) PASSIVE ENTRY ANTENNA 1 RETURN CIRCUIT OPEN
(D920) PASSIVE ENTRY ANTENNA 1 SIGNAL CIRCUIT OPEN
(D920) PASSIVE ENTRY ANTENNA 1 SIGNAL CIRCUIT SHORTED TO THE (D921) PASSIVE
ENTRY ANTENNA 1 RETURN CIRCUIT
ANTENNA 1
PASSIVE ENTRY MODULE (PEM)
DIAGNOSTIC TEST
NOTE: If there is an antenna problem, the Keyless Go feature will not operate.
1. Using the FOBIK, turn the ignition on.

3. With the scan tool, select: PEM, More Options and System Tests.
4. Perform the PEM LF Antenna Verification Tests.
Does the scan tool display: B1A71-01-PASSIVE ENTRY ANTENNA 1- GENERAL

ELECTRICAL FAILURE as active?
Yes
 Go To 2.
No

2. (D920) PASSIVE ENTRY ANTENNA 1 SIGNAL CIRCUIT SHORTED TO GROUND
Fig. 2: Measuring Resistance Between Ground And Passive Entry Antenna 1 Signal Circuit

2. Disconnect the Passive Entry Module C2 connector.
3. Measure the resistance between ground and the (D920) Passive Entry Antenna 1 Signal circuit.

Yes
 Repair the short to ground in the (D920) Passive Entry Antenna 1 Signal circuit.
No
Go To 3.

3. (D920) PASSIVE ENTRY ANTENNA 1 SIGNAL CIRCUIT SHORTED TO VOLTAGE
Fig. 3: Measuring Voltage Between Ground And Passive Entry Antenna 1 Signal Circuit

2. Measure the voltage between ground and the (D920) Passive Entry Antenna 1 Signal circuit.
Yes
 Repair the short to voltage in the (D920) Passive Entry Antenna 1 Signal circuit.
No
Go To 4.

4. (D920) PASSIVE ENTRY ANTENNA 1 SIGNAL CIRCUIT OPEN

Fig. 4: Checking Passive Entry Antenna 1 Signal Circuit Open


2. Disconnect the Passive Entry Antenna 1 connector.
NOTE: Antenna 1 is located in the Left Rear Door. Refer to ANTENNA,

PASSIVE ENTRY , REMOVAL .
3. Measure the resistance of the (D920) Passive Entry Antenna 1 Signal circuit between the PEM C2
connector and the Antenna 1 connector.
Yes
 Go To 5.
No
Repair the open in the (D920) Passive Entry Antenna 1 Signal circuit.

5. (D921) PASSIVE ENTRY ANTENNA 1 RETURN CIRCUIT OPEN

Fig. 5: Checking Passive Entry Antenna 1 Return Circuit Open

1. Measure the resistance of the (D921) Passive Entry Antenna 1 Return circuit between the PEM C2
Yes
 Go To 6.
No
Repair the open in the (D921) Passive Entry Antenna 1 Return circuit.

6. (D920) PASSIVE ENTRY ANTENNA 1 SIGNAL CIRCUIT SHORTED TO THE (D921)

PASSIVE ENTRY ANTENNA 1 RETURN CIRCUIT OPEN
Fig. 6: Measuring Resistance Between Passive Entry Antenna 1 Signal Circuit And Passive Entry
Antenna 1 Return Circuit
1. Measure the resistance between the (D920) Passive Entry Antenna 1 Signal circuit and the (D921)
Passive Entry Antenna 1 Return circuit.
Yes
 Repair the short between the (D920) Passive Entry Antenna 1 Signal circuit and the (D921)
No
 Replace the Antenna 1 and repeat the PEM LF Antenna Verification Tests. Refer to
ANTENNA, PASSIVE ENTRY , REMOVAL .
 If this DTC is still active and there are no other DTCs present, replace the Passive Entry
Module in accordance with the Service Information. Refer to MODULE, PASSIVE
ENTRY , REMOVAL .


THEORY OF OPERATION
WHEN MONITORED:
Whenever the Passive Entry or Keyless Go is activated.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
ANTENNA 2
DIAGNOSTIC TEST


Yes
 Go To 2.
No

2. (D922) PASSIVE ENTRY ANTENNA 2 SIGNAL CIRCUIT SHORT TO GROUND

Yes
No
Go To 3.


Yes
No
Go To 4.


Fig. 10: Checking Passive Entry Antenna 2 Signal Circuit Open

NOTE: Antenna 2 is located in the Right Rear Door. Refer to ANTENNA,

Yes
 Go To 5.
No


Fig. 11: Checking Passive Entry Antenna 2 Return Circuit Open

Yes
 Go To 6.
No


Yes
No
 If this DTC is still active and there are no other DTCs present, replace the Passive Entry
ENTRY , REMOVAL .


THEORY OF OPERATION
WHEN MONITORED:
Whenever the Passive Entry or Keyless GO is activated.
SET CONDITION:
shorted, it will set this DTC.
POSSIBLE CAUSES
Possible Causes
ANTENNA 3
DIAGNOSTIC TEST


Yes
 Go To 2.
No



Yes
No
Go To 3.


Yes
No
Go To 4.

Fig. 16: Measuring Resistance Of Passive Entry Antenna 3 Signal Circuit Between PEM C2
Connector And Antenna 3 Connector
NOTE: Antenna 3 is located in the Instrument Panel. Refer to ANTENNA,

Yes
 Go To 5.
No


Fig. 17: Measuring Resistance Of Passive Entry Antenna 3 Return Circuit Between PEM C2
Yes
 Go To 6.
No



Yes
No
 If this DTC is still active, and there are no other DTCs present, replace the Passive Entry
ENTRY , REMOVAL .


THEORY OF OPERATION
WHEN MONITORED:
Whenever the Passive Entry or Keyless GO is activated.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(D926) PASSIVE ENTRY ANTENNA 4 SIGNAL CIRCUIT SHORTED VOLTAGE
ANTENNA 4
DIAGNOSTIC TEST


Yes
 Go To 2.
No



Yes
No
Go To 3.


Yes
No
Go To 4.


Fig. 22: Measuring Resistance Of Passive Entry Antenna 4 Signal Circuit Between PEM C2
NOTE: Antenna 4 is located in the rear bumper area. Refer to ANTENNA,

Yes
 Go To 5.
No


Fig. 23: Measuring Resistance Of Passive Entry Antenna 4 Return Circuit Between PEM C2
Yes
 Go To 6.
No



Yes
No
 If this DTC is still active, and there are no other DTCs present, replace the Passive Entry
ENTRY , REMOVAL .
B2199-16-BATTERY VOLTAGE - CIRCUIT VOLTAGE BELOW THRESHOLD

Fig. 25: TIPM & PEM Wiring Diagram

WHEN MONITORED:
At all times.
SET CONDITION:
Anytime the module senses voltage input below 8.0 Volts for over two seconds, this code will set.
POSSIBLE CAUSES
POSSIBLE CAUSES
(A106) FUSED B(+) OR (Z912) GROUND CIRCUIT HAS HIGH RESISTANCE
DIAGNOSTIC TEST
1. CHECK POWERTRAIN DTCs

1. Using the scan tool, read the active PCM DTCs.
Are there any Battery or Charging System DTCs?
Yes

INDEX - NGC and perform the appropriate diagnostic procedure for the charging system
DTCs .
No
Go To 2.


3. Using the scan tool, read the Active DTCs.
Does the scan tool display; 2199-16-BATTERY VOLTAGE - CIRCUIT VOLTAGE BELOW
THRESHOLD as active?
Yes
 Go To 3.
No
Perform the BODY VERIFICATION TEST. Refer to STANDARD PROCEDURE .

3. (A106) FUSED B(+) CIRCUIT RESISTED
Fig. 26: Checking Fused B(+) Circuit For High Resistance

1. Disconnect the Passive Entry Module C1 harness connector.

2. Test the (A106) Fused B(+) circuit for high resistance by connecting a 12-volt test light between
the (A106) Fused B(+) circuit and the (Z912) Ground circuit in the Passive Entry Module
connector. The test light must illuminate brightly. Compare the brightness to that of a direct
connection to the battery.
Yes
 Replace the Passive Entry Module in accordance with the Service Information. Refer to
MODULE, PASSIVE ENTRY , REMOVAL .
No
 Test the (A106) Fused B(+) and the (Z912) Ground circuits to determine which one has the
high resistance. Repair the (A106) Fused B(+) circuit or the (Z912) Ground circuit for high
resistance.
B2199-17-BATTERY VOLTAGE - CIRCUIT VOLTAGE ABOVE THRESHOLD


WHEN MONITORED:
At all times.
SET CONDITION:
Anytime the module senses voltage input above 16.0 Volts for over two seconds, this code will set.
POSSIBLE CAUSES
POSSIBLE CAUSES
DIAGNOSTIC TEST

1. Using the scan tool, read the active Powertrain DTCs.
Are there any active Battery or Charging system DTCs present?
Yes

DTCs .
No
Go To 2.


Does the scan tool display; B2199-17-BATTERY VOLTAGE - CIRCUIT VOLTAGE ABOVE
THRESHOLD?
Yes
No


WHEN MONITORED:
The first 10 seconds after the ignition is turned to run.
SET CONDITION:
When the Totally Integrated Power Module (TIPM) sends a message that the system voltage is below 8.0 volts,
this code will set.
POSSIBLE CAUSES
POSSIBLE CAUSES
LOW SYSTEM VOLTAGE
DIAGNOSTIC TEST
1. CHECK POWERTRAIN CONTROL MODULE (PCM) DTCs

Yes

DTCs .
No
Check the battery and charging system for an intermittent failure.


WHEN MONITORED:
The first 10 seconds after the ignition is turned to run.
SET CONDITION:
When the Totally Integrated Power Module (TIPM) sends a message that the system voltage is above 16.0
volts, this code will set.
POSSIBLE CAUSES
POSSIBLE CAUSES
HIGH SYSTEM VOLTAGE
DIAGNOSTIC TEST

Yes

DTCs .
No
 This code is for information only. At some time there was a high battery system voltage.
Check the battery and charging system for an intermittent failure.
B2205-00-ORIGINAL VIN MISSING/MISMATCH
WHEN MONITORED:
During a Passive Entry or Keyless Go event.
SET CONDITION:
The Passive Entry Module (PEM) will receive and monitor the VIN message from the PCM and record the VIN
if different from the last VIN. If the module was used on a previous vehicle, the VIN will be set to that vehicle
and the module will have to be replaced.
POSSIBLE CAUSES
Possible Causes
PASSIVE ENTRY MODULE (PEM) NOT PROGRAMMED
PEM RECEIVED INVALID VIN
DIAGNOSTIC TEST
1. CHECK THE VEHICLE VIN

2. With the scan tool, select: PEM, "REPORTS", "ECU Details Report".
3. Scroll down to "PEM", read the "VIN Original" and compare it to the actual vehicle VIN.
Does the PEM VIN Original match the vehicle VIN?
Yes
 Go To 2.
No
Go To 3.


2. With the scan tool, select: PEM, "System Tests".
3. Perform the "PEM LF Antennas Verification Test".
Does the scan tool display: B2205-00-ORIGINAL VIN MISSING/MISMATCH as active?
Yes
 Replace the PEM module in accordance with the Service Information. Refer to MODULE,
No

3. RESET ECU
1. With the scan tool, select "Misc Functions"
2. With the scan tool, perform the "Reset ECU" routine.

3. Turn the ignition off and remove the FOBIK.
4. Insert the Push Button and try to start the engine three times.
Did the engine start using the "Keyless Go" function?
Yes
 Test complete.
No
 Replace the PEM module in accordance with the Service Information. Refer to MODULE,
B223B-00-VEHICLE CONFIGURATION MISMATCH
WHEN MONITORED:
Whenever a Passive Entry or Keyless Start event is actuated.
SET CONDITION:
When a Passive Entry or Keyless Start event is actuated and the PEM receives an incorrect configuration
message, it will set this code after three activated events.
POSSIBLE CAUSES
Possible Causes
CONFIGURATION MESSAGE MISMATCHES WITH THE PEM CONFIGURATION
CONFIGURATION MESSAGE IS NOT ON THE BUS
TIPM MISMATCH
DIAGNOSTIC TEST
1. CHECK MODULE CONFIGURATION
NOTE: If there are any PEM handle or antenna DTCs, perform the diagnostic
procedure for them before continuing.
1. Using the Push Button, turn the ignition on.

3. Using the Push Button, cycle the ignition three times waiting two seconds between cycles.
5. With the scan tool, check the active PEM DTCs.
Does the scan tool display: B223B-00-VEHICLE CONFIGURATION MISMATCH as active?
Yes
 Go To 2.
No

2. CHECK MODULE CONFIGURATION

1. With the scan tool, select: PEM, "Reports", "Configuration Report", "PEM".
2. Record the Vehicle Line and the Driver (side) (LHD/RHD) reported by the PEM.
3. Select "Configuration Report", "TIPM".
Does the configuration report for PEM match the TIPM report?
Yes
No
Go To 3.

3. TIPM CONFIGURATION
1. Look over the vehicle and check the Vehicle Line and the Driver (side) (LHD/RHD).
2. Compare the PEM configuration report to the actual vehicle (Vehicle line & Drivers side).
Does the PEM configuration report match the actual vehicle?
Yes
 With the scan tool, check the TIPM for any Vehicle Configuration DTCs.
No
B229B-00-PASSIVE ENTRY MODULE (PEM) INTERNAL
WHEN MONITORED:
SET CONDITION:
This code is set immediately if the Passive Entry Module internal self test fails.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. VERIFY THAT DIAGNOSTIC TROUBLE CODE (DTC) B229B-00-PASSIVE ENTRY MODULE

INTERNAL IS ACTIVE
2. Cycle the ignition switch off then back on.
Does the scan tool display: DTC B229B-00-PASSIVE ENTRY MODULE INTERNAL as Active?
Yes
No
B259A-00-FRONT LEFT DOOR HANDLE SENSE

Fig. 30: Front Right Door Handle Switch Wiring Diagram

WHEN MONITORED:
During the Passive Entry or Keyless Go event.
SET CONDITION:
When the PEM senses an open on the Passive Handle Switch Sense or handle Ground circuit for over one
minute, this code will set. If the handle circuits are shorted it will stop communication between the handle and
the PEM and may also set this code.
POSSIBLE CAUSES
Possible Causes
(P125) LEFT FRONT PASSIVE ENTRY HANDLE SWITCH SENSE CIRCUIT SHORTED TO
GROUND
(P124) LEFT FRONT PASSIVE ENTRY HANDLE SWITCH RETURN CIRCUIT OPEN
(P125) LEFT FRONT PASSIVE ENTRY HANDLE SWITCH SENSE CIRCUIT OPEN
(P125) LEFT FRONT PASSIVE ENTRY HANDLE SWITCH SENSE CIRCUIT SHORTED TO THE
(P124) LEFT FRONT PASSIVE ENTRY HANDLE SWITCH RETURN CIRCUIT
LEFT FRONT EXTERIOR DOOR HANDLE (PASSIVE ENTRY)
DIAGNOSTIC TEST

3. With the scan tool, select: "PEM", "Misc.Functions".
4. Perform the PEM Door Handle Verification Tests.
Does the scan tool display: B259A-00-FRONT LEFT DOOR HANDLE SENSE as active?
Yes
 Go To 2.
No
2. (P125) LEFT FRONT PASSIVE ENTRY HANDLE SWITCH SENSE CIRCUIT OPEN
Fig. 31: Checking Left Front Passive Entry Handle Switch Sense Circuit Open

2. Disconnect the Left Front Exterior Door Handle Switch harness connector. Refer to PANEL,
4. Measure the voltage between the (P125) Left Front Passive Entry Handle Switch Sense circuit and
ground.
Yes
 Go To 3.
No
Go To 6.

3. (P124) LEFT FRONT PASSIVE HANDLE SWITCH RETURN CIRCUIT OPEN
Fig. 32: Checking Left Front Passive Handle Switch Return Circuit Open

2. Measure the resistance between ground and the (P124) Left Front Passive Entry Handle Switch
Return circuit.

Yes
 Go To 4.
No
Go To 5.

4. DOOR HANDLE OR PEM

1. Turn the ignition on and open the Right Front window.
2. Turn the ignition off, remove the FOBIK and close all doors.
3. Go to the Right Front Door.
4. Have the FOBIK outside and within 10 cm. to 1.5 m. (4 in. to 5 ft.) of the Right Door.
NOTE: In the next steps, wait two (2) seconds between each Lock and
Unlock activation as there is a two second delay after each Lock
action.
5. Lock and Unlock the Right Front Door by the outside handle four times.
Did the Right Door Handle lock and unlock the door as it should?
Yes
 Replace the Left Front Door Handle in accordance with the Service Information. Refer to
HANDLE, EXTERIOR , REMOVAL .
No
Replace the PEM Module in accordance with the Service Information. Refer to MODULE,

5. (P124) LEFT FRONT PASSIVE HANDLE SWITCH RETURN WIRE OPEN

Fig. 33: Checking Left Front Passive Handle Switch Return Wire Open
1. Disconnect the Passive Entry Module C1 Harness connector.

2. Measure the resistance of the (P124) Left Front Passive Entry Handle Switch Return circuit
between the PEM C1 harness connector (Cavity 3 LHD/ Cavity 5 RHD) and the Left Front Exterior
Door Handle Switch harness connector.
Yes
No
Repair the open in the (P124) Left Front Passive Entry Handle Switch Return wire.

6. (P125) LEFT FRONT PASSIVE ENTRY HANDLE SWITCH SENSE WIRE OPEN
Fig. 34: Checking Left Front Passive Entry Handle Switch Sense Wire Open

3. Measure the resistance of the (P125) Left Front Passive Entry Handle Switch Sense wire between
the PEM C1 harness connector (Cavity 2 LHD/Cavity 4 RHD) and the Left Front Passive Entry
Handle Switch harness connector.
Yes
 Go To 7.
No
Repair the open in the (P125) Left Front Passive Entry Handle Sense wire.

7. (P125) LEFT FRONT PASSIVE HANDLE SWITCH SENSE WIRE SHORTED TO GROUND
Fig. 35: Checking Left Front Passive Handle Switch Sense Wire Shorted To Ground
1. Measure the resistance between ground and the (P125) Left Front Passive Entry Handle Switch
Sense wire.
Yes
 Repair the short to ground in the (P125) Left Front Passive Entry Handle Switch Sense
circuit.
No
Go To 8.
8. (P125) LEFT FRONT PASSIVE HANDLE SWITCH SENSE CIRCUIT SHORTED TO THE
(P124) LEFT FRONT PASSIVE HANDLE SWITCH RETURN CIRCUIT
Fig. 36: Checking Left Front Passive Handle Switch Circuits

1. Measure the resistance between the (P125) Left Front Passive Entry Handle Switch Sense circuit
and the (P124) Left Front Passive Entry Handle Switch Return circuit.
Yes
 Repair the short between the (P125) Left Front Passive Entry Handle Switch Sense circuit
and the (P124) Left Front Passive Entry Handle Switch Return circuit.
No
B259B-00-FRONT RIGHT DOOR HANDLE SENSE


WHEN MONITORED:
During a Passive Entry or Keyless Go event.
SET CONDITION:
When the PEM senses an open on the Passive Handle Switch Sense or handle Ground circuit for over one (1)
minute, this code will set. If the handle circuits are shorted it will stop communication between the handle and
the PEM and may also set this code.
POSSIBLE CAUSES
Possible Causes
(P400) RIGHT FRONT PASSIVE ENTRY HANDLE SWITCH SENSE CIRCUIT SHORTED TO
GROUND
(P401) RIGHT FRONT PASSIVE ENTRY HANDLE SWITCH RETURN CIRCUIT OPEN
(P400) RIGHT FRONT PASSIVE ENTRY HANDLE SWITCH SENSE CIRCUIT OPEN
(P400) RIGHT FRONT PASSIVE ENTRY HANDLE SWITCH SENSE CIRCUIT SHORTED TO THE
(P401) RIGHT FRONT PASSIVE ENTRY HANDLE SWITCH RETURN CIRCUIT
RIGHT FRONT EXTERIOR DOOR HANDLE (PASSIVE ENTRY)
DIAGNOSTIC TEST

3. With the scan tool, select: "PEM", "Misc Functions".
4. Perform the PEM Door Handle Verification Tests.
Does the scan tool display: B259B-00-FRONT RIGHT DOOR HANDLE SENSE as active?
Yes
 Go To 2.
No
2. (P400) RIGHT FRONT PASSIVE ENTRY HANDLE SWITCH SENSE CIRCUIT OPEN
Fig. 38: Checking Right Front Passive Entry Handle Switch Sense Circuit For Open

2. Disconnect the Right Front Exterior Door Handle Switch harness connector. Refer to PANEL,
4. Measure the voltage between the (P400) Right Front Passive Entry Handle Switch Sense circuit and
ground.
Yes
 Go To 3.
No
Go To 6.

3. (P401) RIGHT FRONT PASSIVE ENTRY HANDLE SWITCH RETURN CIRCUIT OPEN
Fig. 39: Checking Right Front Passive Entry Handle Switch Return Circuit For Open

2. Measure the resistance between ground and the (P401) Right Front Passive Entry Handle Switch
Return circuit.

Yes
 Go To 4.
No
Go To 5.


1. Turn the ignition on and open the Left Front Window.
2. Turn the ignition off, remove the FOBIK and close all doors.
3. Go to the Left Front Door.
4. Have the FOBIK outside and within 10 cm. to 1.5 m. (4 in. to 5 ft.) of the Left Front Door.
NOTE: In the next steps, wait two (2) seconds between each Lock and
Unlock activation as there is a two second delay after each Lock
action.
5. Lock and Unlock the Left Front Door by the outside handle four times.
Did the Left Front Door Handle lock and unlock the door as it should?
Yes
 Replace the Right Front Door Handle in accordance with the Service Information. Refer to
No
Replace the PEM Module in accordance with the Service Information. Refer to MODULE,

5. (P401) RIGHT FRONT PASSIVE ENTRY HANDLE SWITCH RETURN WIRE OPEN
Fig. 40: Checking Right Front Passive Entry Handle Switch Return Wire For Open
1. Disconnect the Passive Entry Module C1 Harness connector.

2. Measure the resistance of the (P401) Right Front Passive Entry Handle Switch Return circuit
between the PEM C1 harness connector (Cavity 5 LHD/ Cavity 3 RHD) and the Right Front
Exterior Door Handle harness connector.

Yes
No
Repair the (P401) Right Front Passive Entry Handle Switch Return wire for an open.

6. (P400) RIGHT FRONT PASSIVE ENTRY HANDLE SWITCH SENSE WIRE OPEN
Fig. 41: Checking Right Front Passive Entry Handle Switch Sense Wire For Open

3. Measure the resistance of the (P400) Right Front Passive Entry Handle Switch Sense wire between
the PEM C1 harness connector (Cavity 4 LHD/ Cavity 2 RHD) and the Right Front Passive Entry
Handle Switch harness connector.

Yes
 Go To 7.
No
Repair the open in the (P400) Right Front Passive Entry Handle Switch Sense wire.

7. (P400) RIGHT FRONT PASSIVE ENTRY HANDLE SWITCH SENSE WIRE SHORTED TO
GROUND
Fig. 42: Checking Right Front Passive Entry Handle Switch Sense Wire For Short To Ground
1. Measure the resistance between ground and the (P400) Right Front Passive Entry Handle Switch
Sense wire in the Right Front Exterior Door Handle Switch harness connector.
Yes
 Repair the short to ground in the (P400) Right Front Passive Entry Handle Switch Sense
wire.
No
Go To 8.

8. (P400) RIGHT FRONT PASSIVE ENTRY HANDLE SWITCH SENSE CIRCUIT SHORTED TO
THE (P401) RIGHT FRONT PASSIVE ENTRY HANDLE SWITCH RETURN CIRCUIT
Fig. 43: Checking Right Front Passive Entry Handle Switch Circuits
1. Measure the resistance between the (P400) Right Front Passive Entry Handle Switch Sense circuit
and the (P401) Right Front Passive Entry Handle Switch Return circuit.
Yes
 Repair the short between the (P400) Right Front Passive Entry Handle Switch Sense circuit
and the (P401) Right Front Passive Entry Handle Switch Return circuit.
No
B259E-00-TRUNK/LIFTGATE DOOR HANDLE LOCK SENSE

Fig. 44: Trunk/Liftgate Door Handle Lock Switch Wiring Diagram

NOTE: This DTC is set when there is a malfunction with the PEM Lock/Unlock Switch
on the License Plate Lamp Bar.
WHEN MONITORED:
SET CONDITION:
If the PEM Lock/Unlock Switch circuit in the Licence Plate Lamp Bar is high for longer than 30 seconds, this
code will set.
POSSIBLE CAUSES
Possible Causes
(P30) PEM LIFTGATE LOCK/UNLOCK SWITCH SENSE CIRCUIT SHORTED TO BATTERY
SWITCH SHORTED
LIFTGATE LICENSE PLATE LAMP BAR ASSEMBLY
DIAGNOSTIC TEST
1. VERIFY THAT DIAGNOSTIC TROUBLE CODE (DTC) B259E-00 IS ACTIVE

1. Using the Start button, turn the ignition on.
3. Open the left front window.
4. Turn the ignition off and close all doors.
5. Have the FOBIK outside the car and within six (6) feet from the Liftgate Lamp Bar.
6. Lock and Unlock the liftgate using the push button toggle switch on the Liftgate Lamp Bar several
times.
7. Using the Start button, turn the ignition on.
9. Wait 30 seconds.
Does the scan tool display: B259E-00-TRUNK/LIFTGATE DOOR HANDLE LOCK SENSE as
active?
Yes
 Go To 2.
No
Press and release the Power Liftgate Lock and Unlock Switch several times. If the switch

ever sticks, replace the Liftgate License Plate Lamp Bar in accordance with the Service
Information. Refer to LAMP BAR, EXTERIOR HANDLE , REMOVAL .
2. SHORTED SWITCH
3. Disconnect the License Plate Lamp Bar harness connector.
6. Wait 30 seconds.
Does the scan tool display: B259E-00-TRUNK/LIFTGATE DOOR HANDLE LOCK SENSE as
active?
Yes
 Go To 3.
No
Replace the Liftgate License Plate Lamp Bar in accordance with the Service Information.

Refer to LAMP BAR, EXTERIOR HANDLE , REMOVAL .
3. PEM LIFTGATE LOCK/UNLOCK CIRCUIT SHORTED TO VOLTAGE

Fig. 45: Checking PEM Liftgate Lock/Unlock Circuit Shorted To Voltage


3. Measure the voltage between ground and the (P30) PEM Liftgate Lock/Unlock Switch Sense
circuit in the PEM C1 harness connector.
4. Measure the voltage between ground and the (P39) PEM Liftgate Lock/Unlock Switch Return
Is there any voltage present in either or both circuits?
Yes
 Go To 4.
No
Go To 6.

4. (P39) PEM LIFTGATE LOCK/UNLOCK SWITCH RETURN CIRCUIT SHORTED TO

VOLTAGE
Fig. 46: Checking PEM Liftgate Lock/Unlock Switch Return Circuit Shorted To Voltage

circuit in the License Plate Lamp Bar harness connector.
Yes
 Repair the short to voltage in the (P39) PEM Liftgate Lock/Unlock Switch Return circuit.
No
Go To 5.

5. (P30) PEM LIFTGATE LOCK/UNLOCK SWITCH SENSE CIRCUIT SHORTED TO VOLTAGE
Fig. 47: Checking PEM Liftgate Lock/Unlock Switch Sense Circuit Shorted To Voltage
circuit in the License Plate Lamp Bar harness connector.

Yes
 Repair the short to voltage in the (P30) PEM Liftgate Lock/Unlock Switch Sense circuit.
No
Replace the License Plate Lamp Bar Assembly in accordance with the Service Information.

6. PEM LIFTGATE LOCK/UNLOCK SWITCH SHORTED TO VOLTAGE
Fig. 48: Checking PEM Liftgate Lock/Unlock Circuit Shorted To Voltage


2. Re-connect the License Plate Lamp Bar harness connector.
4. While measuring the voltage in the following step, have a helper press and hold the PEM Liftgate
Lock/Unlock Switch button.
Is there any voltage present in either or both circuits while the switch is being pressed?
Yes
 Replace the License Plate Lamp Bar Assembly in accordance with the Service Information.
No
B25A3-00-FRONT LEFT DOOR HANDLE SENSOR


NOTE: Before proceeding, check the handle for any foreign material, or binding, that
could cause a sticking situation to the handle or switch.
WHEN MONITORED:
During a Passive Entry or Keyless Go Event.
SET CONDITION:
When the Passive Entry Module (PEM) senses a door handle hall sensor, lock switch failure or a continuous
activation for over two (2) minutes, this code will set.
POSSIBLE CAUSES
Possible Causes
LEFT FRONT DOOR HANDLE (PASSIVE ENTRY)
DIAGNOSTIC TEST
NOTE: If there are any other PEM DTCs, perform the diagnostic procedure for
them before proceeding.

3. Make sure that the door handle is in the home position (not pulled).
4. With the scan tool, select "Diagnostic Procedures", "Reset ECU" and "PEM" and perform the
routine.
5. With the scan tool, select "PEM", "Data" and scroll to "Left Front Door Handle Activation Value".
6. Observe the value field.
Does the scan tool display: "Hall"?
Yes
 Replace the Door Handle in accordance with the Service Information. Refer to HANDLE,
EXTERIOR , REMOVAL .
 With the scan tool, select "Diagnostic Procedures", "Reset ECU" and "PEM" and perform the
routine.
No
Go To 2.

2. TEST FOR STUCK LOCK SWITCH

1. With the scan tool, select "PEM", "Data" and scroll to "Left Front Door Handle Activation Value".
Does the scan tool display: "Lock"?
Yes
 Replace the Door Handle in accordance with the Service Information. Refer to HANDLE,
EXTERIOR , REMOVAL .
routine.
No
Go To 3.

3. DOOR HANDLE OPERATION

1. Open the Left Front Door window.
3. Have the FOBIK outside and within 10 cm. to 1.5 m. (4 in. to 5 ft.) of the Left Door.
NOTE: In the next step, wait two (2) seconds between each Lock and Unlock
activation as there is a two second delay after each Lock action.
4. Lock and Unlock the Left Door by the outside handle four (4) times.
Did the Door Handle Lock and Unlock the door as it should?
Yes
of water intrusion, corrosion, pushed out or bent terminals and correct pin tension. Record
the findings on the work order.
No
Go To 4.


1. Go to the Right Front Door.

2. Open the Right Front window.
4. Have the FOBIK outside and within 10 cm. to 1.5 m. (4 in. to 5 ft.) of the Right Door.
5. Lock and Unlock the Right Front Door by the outside handle four times.
Did the Right Door Handle lock and unlock the door as it should?
Yes
 Replace the Left Front Door Handle in accordance with the Service Information. Refer to
No
 Replace the PEM Module in accordance with the Service Information. Refer to MODULE,
B25A4-00-FRONT RIGHT DOOR HANDLE SENSOR


NOTE: Before proceeding, check the handle for any foreign material, or binding that
could cause a sticking situation to the handle or switch.
WHEN MONITORED:
During a Passive Entry or Keyless Go Event.
SET CONDITION:
When the Passive Entry Module (PEM) senses a door handle hall sensor, lock switch failure or a continuous
activation for over two (2) minutes, this code will set.
POSSIBLE CAUSES
Possible Causes
RIGHT FRONT DOOR HANDLE (PASSIVE ENTRY)
DIAGNOSTIC TEST
NOTE: If there are any other PEM DTCs, perform the diagnostic procedure for
them before proceeding.

3. Make sure that the door handle is in the home position (not pulled).
4. With the scan tool, select "Diagnostic Procedures", "Reset ECU" and "PEM" and perform the
routine.
5. With the scan tool, select "PEM", "Data" and scroll to "Right Front Door Handle Activation
Value".
Does the scan tool display: "Hall"?
Yes
routine.
No
Go To 2.

2. TEST FOR STUCK LOCK SWITCH

1. With the scan tool, select "PEM", "Data" and scroll to "Right Front Door Handle Activation
Value".
Does the scan tool display: "Lock"?
Yes
routine.
No
Go To 3.

3. DOOR HANDLE OPERATION

1. Open the Right Front door window.
3. Have the FOBIK outside and within 10 cm. to 1.5 m. (4 in. to 5 ft.) of the Right Front Door.
4. Lock and Unlock the Right Front Door by the outside handle four (4) times.
Did the Door Handle Lock and Unlock the door as it should?
Yes
of water intrusion, corrosion, pushed out or bent terminals and correct pin tension. Record
the findings on the work order.
No
 Go To 4.

1. Go to the Left Front Door.
2. Open the Left Front Window.
4. Have the FOBIK outside and within 10 cm. to 1.5 m. (4 in. to 5 ft.) of the Left Front Door.
5. Lock and Unlock the Left Front Door by the outside handle four times.
Did the Left Front Door Handle lock and unlock the door as it should?
Yes
No
 Replace the PEM Module in accordance with the Service Information. Refer to MODULE,
B25A7-00-TRUNK/LIFTGATE HANDLE SENSOR

Fig. 51: Trunk/Liftgate Door Handle Lock Switch Wiring Diagram

NOTE: This DTC is set when there is a malfunction with the PEM Lock/Unlock Switch
on the License Plate Lamp Bar.
WHEN MONITORED:
During a passive entry event.
SET CONDITION:
If the PEM Lock/Unlock Switch in the Licence Plate Lamp Bar stays active for longer than 60 seconds or the
button is stuck, this code will set.
POSSIBLE CAUSES
Possible Causes
(P30) PEM LIFTGATE LOCK/UNLOCK SWITCH SENSE CIRCUIT SHORTED TO GROUND
(P30) PEM LIFTGATE LOCK/UNLOCK SWITCH SENSE CIRCUIT SHORTED TO THE (P39) PEM
LIFTGATE LOCK/UNLOCK SWITCH RETURN CIRCUIT
LIFTGATE LICENSE PLATE LAMP ASSEMBLY (LAMP BAR)
DIAGNOSTIC TEST

3. Open the left front window.
5. Have the FOBIK outside the car and within six (6) feet from the liftgate light bar.
6. Lock and Unlock the liftgate using the push button toggle switch on the Liftgate Lamp Bar several
times.
9. Wait for three (3) minutes.
Does the scan tool display: B25A7-00-TRUNK/LIFTGATE HANDLE SENSOR as active?
Yes
 Go To 2.
No

2. PEM LIFTGATE LOCK/UNLOCK SWITCH
Fig. 52: Checking PEM Liftgate Lock/Unlock Switch


6. Wait for three (3) minutes.
Does the scan tool display: B25A7-00-TRUNK/LIFTGATE HANDLE SENSOR as active?
Yes
 Go To 3.
No
Replace the License Plate Lamp Bar in accordance with the Service Information. Refer to

LAMP BAR, EXTERIOR HANDLE , REMOVAL .
3. (P30) PEM LIFTGATE LOCK/UNLOCK SWITCH SENSE CIRCUIT SHORT TO GROUND

Fig. 53: Checking PEM Liftgate Lock/Unlock Switch Sense Circuit Short To Ground

2. Disconnect the PEM C1 harness connector.
3. Measure the resistance between ground and the (P30) PEM Liftgate Lock/Unlock Switch Sense
circuit.
Yes
 Repair the short in the (P30) PEM Liftgate Lock/Unlock Switch Sense circuit.
No
Go To 4.

4. (P30) PEM LIFTGATE LOCK/UNLOCK SWITCH SENSE CIRCUIT SHORTED TO THE (P39)
PEM LIFTGATE LOCK/UNLOCK SWITCH RETURN CIRCUIT
1. Measure the resistance between the (P30) PEM Liftgate Lock/Unlock Switch Sense circuit and the
(P39) PEM Liftgate Lock/Unlock Switch Return circuit.
Yes
 Repair the (P30) PEM Liftgate Lock/Unlock Switch Sense circuit for a short to the (P39)
PEM Liftgate Lock/Unlock Switch Return circuit.
No
 Replace the Passive Entry Module (PEM) in accordance with the Service Information. Refer
to MODULE, PASSIVE ENTRY , REMOVAL .
U0001-00-CAN C BUS
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Is this DTC active?
Yes

TESTING and perform the U0001-CAN C Bus diagnostic procedure.
No

AND TESTING . .
WHEN MONITORED:
than three seconds.
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Yes

No
AND TESTING . .
WHEN MONITORED:
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
TOTALLY INTEGRATED POWER MODULES POWER AND GROUND
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
No
2011 ACCESSORIES AND EQUIPMENT Power Liftgate Module (PLGM) - Electrical Diagnostics - Grand Cherokee
Power Liftgate Module (PLGM) - Electrical Diagnostics - Grand Cherokee

DTC Description
B1882-92 LIFTGATE POSITION SENSOR - PERFORMANCE OR INCORRECT
OPERATION
B1886-11 LIFTGATE PINCH SENSOR - CIRCUIT SHORT TO GROUND
B1886-12 LIFTGATE PINCH SENSOR - CIRCUIT SHORT TO BATTERY
B188C-11 LIFTGATE CONTROL CIRCUIT 1 - CIRCUIT SHORT TO GROUND
B188C-12 LIFTGATE CONTROL CIRCUIT 1 - CIRCUIT SHORT TO BATTERY
B188C-13 LIFTGATE CONTROL CIRCUIT 1 - CIRCUIT OPEN
B18DC-11 POWER LIFTGATE HANDLE SWITCH - CIRCUIT SHORT TO GROUND
B18DC-2A POWER LIFTGATE HANDLE SWITCH STUCK
B18E1-11 POWER LIFTGATE FRONT ZONE SWITCH - CIRCUIT SHORT TO GROUND
B18E1-12 POWER LIFTGATE FRONT ZONE SWITCH - CIRCUIT SHORT TO BATTERY
B18E1-2A POWER LIFTGATE FRONT ZONE SWITCH - STUCK
B1941-92 POWER LIFTGATE POSITION SENSOR 2 - PERFORMANCE OR
INCORRECT OPERATION
B1945-11 POWER LIFTGATE PINCH SENSOR 2 - CIRCUIT SHORT TO GROUND
B1945-12 POWER LIFTGATE PINCH SENSOR 2 - CIRCUIT SHORT TO BATTERY
B1949-11 POWER LIFTGATE REAR ZONE SWITCH - CIRCUIT SHORT TO GROUND
B1949-12 POWER LIFTGATE REAR ZONE SWITCH - CIRCUIT SHORT TO BATTERY
B1949-2A POWER LIFTGATE REAR ZONE SWITCH - STUCK
B1952-00 POWER LIFTGATE DRIVE MOTOR - INCORRECT DIRECTION
B1953-00 POWER LIFTGATE LATCH CINCH OVERCURRENT
B1954-00 POWER LIFTGATE LATCH CINCH - EXCESSIVE TIME
B1955-00 POWER LIFTGATE LATCH RELEASE OVERCURRENT
B1956-00 POWER LIFTGATE LATCH RELEASE - EXCESSIVE TIME
B195F-11 POWER LIFTGATE CHIME CONTROL - CIRCUIT SHORT TO GROUND
B195F-12 POWER LIFTGATE CHIME CONTROL - CIRCUIT SHORT TO BATTERY
B1963-00 POWER LIFTGATE STRUT PERFORMANCE
B1964-11 POWER LIFTGATE SENSOR SUPPLY - CIRCUIT SHORT TO GROUND
B1964-12 POWER LIFTGATE SENSOR SUPPLY - CIRCUIT SHORT TO BATTERY
B1967-00 POWER LIFTGATE OPEN DIRECTION OVERCURRENT
B1968-00 POWER LIFTGATE OPEN DIRECTION - EXCESSIVE TIME
B1969-00 POWER LIFTGATE OPEN DIRECTION EXCESSIVE POSITION SENSOR
COUNTS
B196A-00 POWER LIFTGATE CLOSE DIRECTION OVERCURRENT
B196B-00 POWER LIFTGATE CLOSE DIRECTION - EXCESSIVE TIME

B196C-00 POWER LIFTGATE CLOSE DIRECTION EXCESSIVE POSITION SENSOR
COUNTS
B196D POWER LIFTGATE OPEN DIRECTION - FULL OPEN SWITCH
PERFORMANCE
B196E-00 POWER LIFTGATE CLOSE DIRECTION - FULL OPEN SWITCH
PERFORMANCE
B196F-00 POWER LIFTGATE OPEN DIRECTION - RATCHET PRIMARY SWITCH
PERFORMANCE
B1970-00 POWER LIFTGATE CLOSE DIRECTION - RATCHET PRIMARY SWITCH
PERFORMANCE
B1971-00 POWER LIFTGATE LATCH CINCH - RATCHET PRIMARY SWITCH
PERFORMANCE
B1972-00 POWER LIFTGATE LATCH RELEASE - RATCHET PRIMARY SWITCH
PERFORMANCE
B1973-00 POWER LIFTGATE OPEN DIRECTION - RATCHET SECONDARY SWITCH
PERFORMANCE
B1974-00 POWER LIFTGATE CLOSE DIRECTION - RATCHET SECONDARY SWITCH
PERFORMANCE
B1975-00 POWER LIFTGATE LATCH CINCH - RATCHET SECONDARY SWITCH
PERFORMANCE
B1976-00 POWER LIFTGATE LATCH RELEASE - RATCHET SECONDARY SWITCH
PERFORMANCE
B1977-00 POWER LIFTGATE OPEN DIRECTION - SECTOR SWITCH PERFORMANCE
B1978-00 POWER LIFTGATE CLOSE DIRECTION - SECTOR SWITCH
PERFORMANCE
B1979-00 POWER LIFTGATE LATCH CINCH - SECTOR SWITCH PERFORMANCE
B197A-00 POWER LIFTGATE LATCH RELEASE - SECTOR SWITCH PERFORMANCE
B197F-11 POWER LIFTGATE LATCH CONTROL 1 - CIRCUIT SHORT TO GROUND
B197F-12 POWER LIFTGATE LATCH CONTROL 1 - CIRCUIT SHORT TO BATTERY
B197F-13 POWER LIFTGATE LATCH CONTROL 1 - CIRCUIT OPEN
B21DD-16 SYSTEM VOLTAGE - CIRCUIT VOLTAGE BELOW THRESHOLD
B21DD-17 SYSTEM VOLTAGE - CIRCUIT VOLTAGE ABOVE THRESHOLD
B224E-96 POWER LIFTGATE MODULE INTERNAL - COMPONENT INTERNAL
FAILURE

B1882-92-LIFTGATE POSITION SENSOR - PERFORMANCE OR INCORRECT OPERATION
Fig. 1: Power Liftgate Wiring Diagram

WHEN MONITORED:
Whenever the Power Liftgate Module is power opening or closing.

SET CONDITION:
When the Power Liftgate Module senses the (Q204) Position Sensor Signal 1 circuit not pulsing during motor
operation, this code will set.
POSSIBLE CAUSES
Possible Causes
(Q204) POSITION SENSOR SIGNAL 1 CIRCUIT SHORTED TO GROUND
(Q204) POSITION SENSOR SIGNAL 1 CIRCUIT OPEN
(Q204) POSITION SENSOR SIGNAL 1 CIRCUIT SHORTED TO VOLTAGE
(Q204) POSITION SENSOR SIGNAL 1 CIRCUIT SHORTED TO (Q205) POSITION SENSOR
SIGNAL 2 CIRCUIT
(Q901) LOGIC GROUND CIRCUIT OPEN
(Q203) POSITION SENSOR SUPPLY CIRCUIT OPEN
(Q203) POSITION SENSOR SUPPLY CIRCUIT SHORTED TO GROUND
POWER LIFTGATE DRIVE UNIT
POWER LIFTGATE MODULE
DIAGNOSTIC TEST
1. CHECK FOR DTCS

2. Turn the ignition off, wait 10 seconds, then turn the ignition on.
3. If possible, operate the liftgate several times.
Does the scan tool display; B1882-92-LIFTGATE POSITION SENSOR - PERFORMANCE OR

INCORRECT OPERATION?
Yes
 Go To 2.
No

 Perform the BODY VERIFICATION TEST. Refer to BODY VERIFICATION TEST .
2. (Q901) LOGIC GROUND OPEN

Fig. 2: Checking Logic Ground For Open


2. Turn all lights off.
3. Disconnect the Power Liftgate Drive Unit harness connector.
4. Disconnect the Power Liftgate Module C2 harness connector.
5. Measure the resistance of both the (Q901) Logic Ground circuits between the Power Liftgate Drive
Unit harness connector and the Power Liftgate Module C2 harness connector.
Is the resistance below 10.0 Ohms between all (Q901) Logic Ground circuits?
Yes
 Go To 3.
No
Repair the (Q901) Logic Ground circuit for an open.


3. (Q204) POSITION SENSOR SIGNAL 1 CIRCUIT SHORTED TO GROUND

Fig. 3: Checking Position Sensor Signal 1 Circuit For Short To Ground


2. Measure the resistance between ground and the (Q204) Position Sensor Signal 1 circuit.
Yes
 Repair the (Q204) Position Sensor Signal 1 circuit for a short to ground.
No
Go To 4.
4. (Q204) POSITION SENSOR SIGNAL 1 CIRCUIT SHORTED TO VOLTAGE
Fig. 4: Checking Position Sensor Signal 1 Circuit For Short To Voltage


2. Measure the voltage between ground and the (Q204) Position Sensor Signal 1 circuit.
Yes
 Repair the (204) Position Sensor Signal 1 circuit for a short to voltage.
No
Go To 5.

5. (Q204) POSITION SENSOR SIGNAL 1 CIRCUIT OPEN

Fig. 5: Checking Position Sensor Signal 1 Circuit For Open


2. Measure the resistance of the (Q204) Position Sensor Signal 1 circuit between the PLG C1
connector and the Drive Unit connector.
Yes
 Go To 6.
No
Repair the (Q204) Position Sensor Signal 1 circuit for an open.


6. (Q203) POSITION SENSOR SUPPLY CIRCUIT OPEN

Fig. 6: Checking Position Sensor Supply Circuit For Open

1. Measure the resistance of the (Q203) Position Sensor Supply circuit between the Power Liftgate
Module C1 connector and the Power Liftgate Drive Unit connector.
Yes
 Go To 7.
No
Repair the (Q203) Position Sensor Supply circuit for an open.


7. (Q203) POSITION SENSOR SUPPLY CIRCUIT SHORTED TO GROUND

Fig. 7: Checking Position Sensor Supply Circuit For Short To Ground

1. Measure the resistance between ground and the (Q203) Position Sensor Supply circuit.
Yes
 Repair the (Q203) Position Sensor Supply circuit for a short to ground.
No
 Go To 8.
8. (Q204) POSITION SENSOR SIGNAL 1 CIRCUIT SHORTED TO THE (Q205) POSITION

SENSOR SIGNAL 2 CIRCUIT
Fig. 8: Checking Position Sensor Signal 1 Circuit Shorted To The Position Sensor Signal 2 Circuit
1. Measure the resistance between the (Q204) Position Sensor Signal 1 circuit and the (Q205) Position
Sensor Signal 2 circuit.
Yes
 Repair the (Q204) Position Sensor Signal 1 circuit for a short to the (Q205) Position Sensor
Signal 2 circuit.
No
Go To 9.

9. POWER LIFTGATE MODULE
Fig. 9: Checking Power Liftgate Module

1. Reconnect the Power Liftgate Module C1 harness connector.

3. Reconnect the Power Liftgate Drive Unit harness connector.
5. While back probing, measure the voltage between ground and the (Q203) Position Sensor Supply
circuit in the Power Liftgate Drive Unit harness connector.
NOTE: The graphic shows the terminal end of the connector, back probe the
wire end.
Is the voltage approximately 5.0 volts?
Yes
 Go To 10.
No
Replace the Power Liftgate Module in accordance with the Service Information. Refer to

MODULE, POWER LIFTGATE CONTROL , REMOVAL .

Fig. 10: Checking The Voltage Between Ground And The Position Sensor Signal 1 Circuit In The
Power Liftgate Drive Unit Harness Connector
1. While back probing, measure the voltage between ground and the (Q204) Position Sensor Signal 1
wire end.
Slowly lower and raise the liftgate while observing the voltmeter.
Does the voltage change from approximately 0.0 volts to 4, 7 volts as the liftgate is moved?
Yes
 Test complete.
No
 Replace the Power Liftgate Drive Unit in accordance with the Service Information. Refer to
DRIVE UNIT, POWER , REMOVAL .
B1886-11-LIFTGATE PINCH SENSOR - CIRCUIT SHORT TO GROUND

Fig. 11: Liftgate Pinch Sensor Wiring Diagram

WHEN MONITORED:
Whenever the Power Liftgate Module is awake.
SET CONDITION:
The Power Liftgate Module has detected the Left Liftgate Pinch Sensor circuit voltage is under 0.5 of a volt for
over 20 seconds.
POSSIBLE CAUSES
Possible Causes
(Q75) LEFT PINCH SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(Q75) LEFT PINCH SENSOR SIGNAL CIRCUIT SHORTED TO THE (Q901) LOGIC GROUND
CIRCUIT
LEFT LIFTGATE PINCH SENSOR
DIAGNOSTIC TEST
1. DTC PRESENT
1. With the scan tool, record and erase the DTCs and any liftgate inhibitors.
3. Operate the liftgate several times.
Does the scan tool display; B1886-11-LIFTGATE PINCH SENSOR - CIRCUIT SHORT TO
GROUND?
Yes
 Go To 2.
No

2. LEFT PINCH SENSOR SHORTED

Fig. 12: Checking Left Pinch Sensor For A Short

1. Disconnect the Left Liftgate Pinch Sensor harness connector.

2. Erase the DTCs.
GROUND?
Yes
 Go To 3.
No
Replace the Left Liftgate Pinch Sensor in accordance with the Service Information. Refer to

SENSOR, PINCH , REMOVAL .
3. CHECK THE (Q75) LEFT PINCH SENSOR SIGNAL FOR A SHORT TO GROUND
Fig. 13: Checking Left Pinch Sensor Signal For A Short To Ground

3. Measure the resistance between ground and the (Q75) Left Pinch Sensor Signal harness circuit.
Yes
 Repair the (Q75) Left Pinch Sensor Signal circuit for a short to ground.
No
Go To 4.

4. CHECK THE (Q75) LEFT PINCH SENSOR SIGNAL FOR A SHORT TO THE (Q901) LOGIC
GROUND CIRCUIT
Fig. 14: Checking Left Pinch Sensor Signal For A Short To Logic Ground Circuit
1. Measure the resistance between the (Q75) Left Pinch Sensor Signal circuit and the (Q901) Logic
Ground circuit.
Yes
 Repair the (Q75) Left Pinch Sensor Signal circuit for a short to the (Q901) Logic Ground
circuit.
No
 Replace the Power Liftgate Module in accordance with the Service Information. Refer to
B1886-12-LIFTGATE PINCH SENSOR - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
SET CONDITION:
The Power Liftgate Module has detected the Left Power Liftgate Pinch Sensor circuit voltage is above 4.8 volts
for over 10 seconds.
POSSIBLE CAUSES
Possible Causes
(Q75) LEFT PINCH SENSOR SIGNAL CIRCUIT OPEN
(Q75) LEFT PINCH SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
LEFT LIFTGATE PINCH SENSOR
DIAGNOSTIC TEST
1. DTC PRESENT
BATTERY?
Yes
 Go To 2.
No


Fig. 16: Checking Logic Ground For An Open


2. Disconnect the Left Liftgate Pinch Sensor harness connector.
3. Measure the resistance between ground and the (Q901) Logic Ground circuit in the Left Pinch
Sensor harness connector.
Yes
 Go To 3.
No


3. LEFT PINCH SENSOR OPEN
Fig. 17: Checking Left Pinch Sensor For An Open

1. Measure the resistance of the Left Pinch Sensor in the Component Side connector.
NOTE: The graphic shows the harness side - component side is the mate
connector of the pinch sensor.
Is the resistance between 9, 000 and 11, 000 Ohms?
Yes
 Go To 4.
No
Replace the Left Pinch Sensor in accordance with the Service Information. Refer to

4. (Q75) LEFT PINCH SENSOR SIGNAL CIRCUIT OPEN
Fig. 18: Checking Left Pinch Sensor Signal Circuit For An Open

2. Measure the voltage between the (Q901) Logic Ground circuit and the (Q75) Left Pinch Sensor
Signal circuit in the Left Pinch Sensor harness connector.

Yes
 Go To 5.
No
Go To 6.

5. (Q75) LEFT PINCH SENSOR SIGNAL CIRCUIT OPEN

Fig. 19: Checking Left Pinch Sensor Signal Circuit For Open

3. Measure the resistance of the (Q75) Left Pinch Sensor Signal circuit between the Power Liftgate
Module C2 connector and the Left Liftgate Pinch Sensor connector.
Yes
No
Repair the (Q75) Left Pinch Sensor Signal circuit for an open.

6. (Q75) LEFT PINCH SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
Fig. 20: Checking Left Pinch Sensor Signal Circuit For An Open
1. Measure the voltage between the (Q901) Logic Ground circuit and the (Q75) Left Pinch Sensor
Signal circuit.
Yes
 Go To 7.
No
Replace the Left Liftgate Pinch Sensor in accordance with the Service Information. Refer to

7. (Q75) LEFT PINCH SENSOR SIGNAL WIRE SHORTED TO VOLTAGE

Fig. 21: Checking Left Pinch Sensor Signal Wire For Short To Voltage

2. Measure the voltage between ground and the (Q75) Left Pinch Sensor Signal circuit.
Yes
 Repair the (Q75) Left Pinch Sensor Signal circuit for a short to voltage.
No
B188C-11-LIFTGATE CONTROL CIRCUIT 1 - CIRCUIT SHORT TO GROUND

WHEN MONITORED:
Whenever the Power Liftgate is power opening or closing.
SET CONDITION:
When the Power Liftgate Module senses voltage less than 1.5 volts on the (Q88) Liftgate Open Driver circuit,
prior to starting a power cycle, this code will set.
POSSIBLE CAUSES
Possible Causes
(Q88) LIFTGATE OPEN DRIVER CIRCUIT SHORTED TO GROUND
(Q88) LIFTGATE OPEN DRIVER CIRCUIT SHORTED TO THE (Q89) LIFTGATE CLOSE DRIVER
CIRCUIT
(Q89) LIFTGATE CLOSE DRIVER CIRCUIT SHORTED TO GROUND
POWER LIFTGATE DRIVE UNIT SHORTED
DIAGNOSTIC TEST
1. DTC PRESENT
Does the scan tool display; B188C-11-LIFTGATE CONTROL CIRCUIT 1 - CIRCUIT SHORT
TO GROUND?
Yes
 Go To 2.
No

2. (Q88) LIFTGATE OPEN DRIVER CIRCUIT SHORTED TO GROUND

Fig. 23: Checking Liftgate Open Driver Circuit For Short To Ground

3. Measure the resistance between ground and the (Q88) Liftgate Open Driver circuit.
Yes
 Go To 4.
No
Go To 3.

3. (Q88) LIFTGATE OPEN DRIVER CIRCUIT SHORTED TO THE (Q89) LIFTGATE CLOSE
DRIVER CIRCUIT
Fig. 24: Checking Liftgate Open Driver Circuit For Short To Liftgate Close Driver Circuit
1. Measure the resistance between the (Q88) Liftgate Open Driver circuit and the (Q89) Liftgate
Close Driver circuit.
NOTE: Be sure to use an accurate DVOM in the following step. Zero the
meter before beginning.
Is the resistance below 0.35 of an Ohm (should be approximately 0.5 of an Ohm)?
Yes
 Go To 6.
No
Replace the Power Liftgate Module in accordance with service information. Refer to
4. (Q88) LIFTGATE OPEN DRIVER WIRE SHORTED TO GROUND
Fig. 25: Checking Liftgate Open Driver Circuit For Short To Ground
1. Disconnect the Power Liftgate Drive Unit connector.

2. Measure the resistance between ground and the (Q88) Liftgate Open Driver circuit.
Yes
 Repair the (Q88) Liftgate Open Driver circuit for a short to ground.
No
Go To 5.

5. (Q89) LIFTGATE CLOSE DRIVER WIRE SHORTED TO GROUND
Fig. 26: Checking Liftgate Close Driver Wire For Short To Ground
1. Measure the resistance between ground and the (Q89) Liftgate Close Driver circuit in the Power
Liftgate Module C1 connector.
Yes
 Repair the (Q89) Liftgate Close Driver circuit for a short to ground.
No
Replace the Power Liftgate Drive Unit in accordance with the Service Information. Refer to

6. (Q88) LIFTGATE OPEN DRIVER WIRE SHORTED TO THE (Q89) LIFTGATE CLOSE
DRIVER WIRE
Fig. 27: Checking Liftgate Open Driver Wire For Short To Liftgate Close Driver Wire

Yes
 Repair the (Q88) Liftgate Open Driver circuit for a short to the (Q89) Liftgate Close Driver
circuit.
No
B188C-12-LIFTGATE CONTROL CIRCUIT 1 - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:

SET CONDITION:
When the Power Liftgate Module senses voltage more than 9.5 volts on the (Q88) Liftgate Open Driver circuit
prior to starting a liftgate power cycle, this code will set.
POSSIBLE CAUSES
Possible Causes
(Q88) LIFTGATE OPEN DRIVER CIRCUIT SHORTED TO VOLTAGE
(Q89) LIFTGATE CLOSE DRIVER CIRCUIT SHORTED TO VOLTAGE
(Q88) LIFTGATE OPEN DRIVER CIRCUIT SHORT TO THE (Q89) LIFTGATE CLOSE DRIVER
CIRCUIT
DIAGNOSTIC TEST
1. DTC PRESENT
Does the scan tool display; B188C-12-LIFTGATE CONTROL CIRCUIT 1 - CIRCUIT SHORT
TO BATTERY?
Yes
 Go To 2.
No

2. (Q88) LIFTGATE OPEN DRIVER CIRCUIT SHORTED TO VOLTAGE

Fig. 29: Checking Liftgate Open Driver Circuit For Short To Voltage

5. Measure the voltage between ground and the (Q88) Liftgate Open Driver circuit in the PLGM C1
harness connector.
Yes
 Repair the (Q88) Liftgate Open Driver circuit for a short to voltage.
No
Go To 3.

3. (Q89) LIFTGATE CLOSE DRIVER CIRCUIT SHORTED TO VOLTAGE

Fig. 30: Checking Liftgate Close Driver Circuit For Short To Voltage
1. Measure the voltage between the (Q89) Liftgate Close Driver circuit and ground.
Yes
 Repair the (Q89) Liftgate Close Driver circuit for a short to voltage.
No
Go To 4.

DRIVER CIRCUIT

Yes
circuit.
No

B188C-13-LIFTGATE CONTROL CIRCUIT 1 - CIRCUIT OPEN
Fig. 32: Liftgate Control Wiring Diagram

WHEN MONITORED:
Whenever the Power Liftgate is power opening or power closing.
SET CONDITION:
When the Power Liftgate Module senses no current on the (Q88) Liftgate Open Driver circuit and no liftgate
movement, this code will set. It is also possible for this code to set if the liftgate has been run several times and
the internal circuit breaker (Thermo Protection Device) has opened up.
POSSIBLE CAUSES
Possible Causes
(Q88) LIFTGATE OPEN DRIVER CIRCUIT OPEN
(Q89) LIFTGATE CLOSE DRIVER CIRCUIT OPEN
DIAGNOSTIC TEST
1. DTC PRESENT
Does the scan tool display; B188C-13-LIFTGATE CONTROL CIRCUIT 1 - CIRCUIT OPEN?
Yes
 Go To 2.
No



Is the resistance approximately 0.5 of an Ohm?
Yes
 Replace the Power Liftgate Module in accordance with the service information. Refer to
No
Go To 3.

3. (Q88) LIFTGATE OPEN DRIVER CIRCUIT OPEN

Fig. 34: Checking Liftgate Open Driver Circuit For Open


2. Measure the resistance of the (Q88) Liftgate Open Driver circuit between the PLG C1 connector
and the PLG Drive Unit connector.
Yes
 Go To 4.
No
Repair the (Q88) Liftgate Open Driver circuit for an open.


4. (Q89) LIFTGATE CLOSE DRIVER CIRCUIT OPEN

Fig. 35: Checking Liftgate Close Driver Circuit For Open

1. Measure the resistance of the (Q89) Liftgate Close Driver circuit between the PLG C1 connector
and the PLG Drive Unit connector.
Yes
No
 Repair the (Q89) Liftgate Close Driver circuit for an open.

B18DC-11-POWER LIFTGATE HANDLE SWITCH - CIRCUIT SHORT TO GROUND

Fig. 36: Power Liftgate Handle Switch Wiring Diagram

WHEN MONITORED:
SET CONDITION:
When the Power Liftgate Module senses a voltage of less than 2.0 volts on the Liftgate Handle Switch Sense
circuit for longer than 20 seconds this code will set.
POSSIBLE CAUSES
Possible Causes
(P339) POWER LIFTGATE HANDLE SWITCH MUX CIRCUIT SHORTED TO GROUND
(P339) POWER LIFTGATE HANDLE SWITCH MUX CIRCUIT SHORTED TO THE (Q901) LOGIC
GROUND CIRCUIT
LIFTGATE HANDLE SWITCH
DIAGNOSTIC TEST
1. DTC PRESENT
1. With the scan tool, record the DTCs.
2. Erase the DTCs.
4. Operate the Power Liftgate several times.
Does the scan tool display; B18DC-11-POWER LIFTGATE HANDLE SWITCH - CIRCUIT
SHORT TO GROUND
Yes
 Go To 2.
No

2. LIFTGATE HANDLE SWITCH SHORTED

1. Disconnect the Power Liftgate Handle Switch harness connector.
2. Erase the DTCs.
4. Open the Power Liftgate using the Liftgate Handle.

Does the scan tool display; B18DC-11-POWER LIFTGATE HANDLE SWITCH - CIRCUIT
SHORT TO GROUND?
Yes
 Go To 3.
No
Replace the Power Liftgate Handle Switch in accordance with the Service Information. Refer

to SWITCH, EXTERIOR HANDLE , REMOVAL .
3. (P339) POWER LIFTGATE HANDLE SWITCH MUX CIRCUIT SHORTED TO GROUND

Fig. 37: Checking Power Liftgate Handle Switch MUX Circuit For Short To Ground

3. Measure the resistance between ground and the (P339) Power Liftgate Handle Switch Mux circuit.
Yes
 Repair the (P339) Power Liftgate Handle Switch Mux circuit for a short to ground.
No
Go To 4.

4. (P339) POWER LIFTGATE HANDLE SWITCH MUX CIRCUIT SHORTED TO THE (Q901)
LOGIC GROUND
Fig. 38: Checking Power Liftgate Handle Switch MUX Circuit For Short To Logic Ground
1. Measure the resistance between the (Q901) Logic Ground circuit and the (P339) Power Liftgate
Handle Switch Mux circuit.
Yes
 Repair the (P339) Power Liftgate Handle Switch Mux circuit for a short to the (Q901) Logic
Ground circuit.
No
B18DC-2A-POWER LIFTGATE HANDLE SWITCH STUCK

Fig. 39: Power Liftgate Handle Switch Wiring Diagram

THEORY OF OPERATION
When the handle switch is inactive, the voltage from the module to the switch will be 5.0 volts. When the
switch is pressed, the voltage will be approximately 3.3 volts. This can be verified by using the scan tool and
monitoring the Handle Switch states or voltage and pressing and releasing the liftgate handle.
WHEN MONITORED:
SET CONDITION:
When the Power Liftgate Module senses the Liftgate Handle Switch Mux circuit active (2.7V to 4.0V) for
longer than 15 seconds, this code will set.
POSSIBLE CAUSES
Possible Causes
HANDLE OR LATCH BINDING OR BENT
(P339) POWER LIFTGATE HANDLE SWITCH MUX CIRCUIT SHORTED TO GROUND
(P339) LIFTGATE HANDLE SWITCH MUX CIRCUIT SHORTED TO THE (Q901) LOGIC
GROUND CIRCUIT
LIFTGATE HANDLE SWITCH
DIAGNOSTIC TEST
1. DTC PRESENT
2. Erase the DTCs.
4. Operate the liftgate several times using the liftgate handle.
Does the scan tool display; B18DC-2A-POWER LIFTGATE HANDLE SWITCH STUCK
Yes
 Go To 2.
No

2. LIFTGATE HANDLE SWITCH SHORTED

Fig. 40: Power Liftgate Handle Switch Harness Connector End View
1. Disconnect the Power Liftgate Handle Switch harness connector.

2. Erase the DTCs.
4. Wait 15 seconds.
Does the scan tool display; B18DC-2A-POWER LIFTGATE HANDLE SWITCH STUCK?
Yes
 Go To 3.
No
Check the handle and latch for any possible cause of an intermittent sticking condition.

Repair as necessary. If the handle is okay, replace the Power Liftgate Handle Switch in
accordance with the Service Information. Refer to SWITCH, EXTERIOR HANDLE ,
REMOVAL .
3. (P339) LIFTGATE HANDLE SWITCH MUX CIRCUIT SHORTED TO GROUND

Fig. 41: Checking Power Liftgate Handle Switch MUX Circuit For Short To Ground

2. Measure the resistance between ground and the (P339) Liftgate Handle Switch Mux circuit.
Yes
 Repair the (P339) Liftgate Handle Switch Mux circuit for a partial short to ground.
No
Go To 4.

4. (P339) LIFTGATE HANDLE SWITCH MUX CIRCUIT SHORTED TO THE (Q901) LOGIC
GROUND
Fig. 42: Checking Power Liftgate Handle Switch MUX Circuit For Short To Logic Ground
1. Measure the resistance between the (Q901) Logic Ground circuit and the (P339) Liftgate Handle
Switch Mux circuit.
Yes
 Repair the (P339) Liftgate Handle Switch Mux circuit for a short to the (Q901) Logic
Ground circuit.
No
B18E1-11-POWER LIFTGATE FRONT ZONE SWITCH - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
SET CONDITION:
When the Power Liftgate Module senses a voltage of less than 3.4 volts on the (G25) Liftgate Switch Sense
circuit for longer than 15 seconds, this code will set.
POSSIBLE CAUSES
Possible Causes
(G25) LIFTGATE RELEASE SWITCH SENSE CIRCUIT SHORTED TO GROUND
FRONT POWER LIFTGATE SWITCH
DIAGNOSTIC TEST
1. DTC PRESENT
2. Erase the DTCs.
4. Operate the liftgate several times from the front switch.
Does the scan tool display; B18E1-11-POWER LIFTGATE FRONT ZONE SWITCH - CIRCUIT
SHORT TO GROUND?
Yes
 Go To 2.
No

2. LIFTGATE RELEASE SWITCH SHORTED

Fig. 44: Front Power Liftgate Switch Harness Connector End View
1. Disconnect the Front Power Liftgate Switch harness connector in the overhead console.
2. Erase the DTCs.
SHORT TO GROUND?
Yes
 Go To 3.
No
Replace the Front Power Liftgate Switch (Overhead Console) in accordance with the Service

Information. Refer to CONSOLE, OVERHEAD, FRONT , REMOVAL .
3. (G25) LIFTGATE SWITCH SENSE CIRCUIT SHORTED TO GROUND

Fig. 45: Checking Liftgate Switch Sense Circuit For Short To Ground

3. Measure the resistance between ground and the (G25) Liftgate Switch Sense circuit.
Yes
 Repair the (G25) Liftgate Switch Sense circuit for a short to ground.
No
B18E1-12-POWER LIFTGATE FRONT ZONE SWITCH - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
SET CONDITION:
When the Power Liftgate Module senses a voltage over 5.01 volts on the (G25) Liftgate Release Switch Sense
POSSIBLE CAUSES
Possible Causes
(G25) LIFTGATE RELEASE SWITCH SENSE CIRCUIT SHORTED TO VOLTAGE
(G25) LIFTGATE SWITCH SENSE CIRCUIT OPEN
FRONT POWER LIFTGATE SWITCH
DIAGNOSTIC TEST
1. DTC PRESENT
2. Erase the DTCs.
4. Operate the liftgate several times from the front switch.
SHORT TO BATTERY?
Yes
 Go To 2.
No

2. FRONT POWER LIFTGATE SWITCH SHORTED

1. Disconnect the Front Power Liftgate Switch harness connector in the overhead console.
2. Erase the DTCs.
SHORT TO BATTERY?
Yes
 Go To 3.
No

3. (G25) LIFTGATE RELEASE SWITCH SENSE CIRCUIT SHORTED TO VOLTAGE

Fig. 48: Checking Liftgate Release Switch Sense Circuit For Short To Voltage

2. Measure the voltage between ground and the (G25) Liftgate Release Switch Sense circuit.
Yes
 Repair the (G25) Liftgate Release Switch Sense circuit for a short to voltage.
No
Go To 4.
4. (G25) LIFTGATE RELEASE SWITCH SENSE CIRCUIT OPEN
Fig. 49: Checking Liftgate Release Switch Sense Circuit For Open

2. Measure the resistance of the (G25) Liftgate Release Switch Sense circuit between the Switch
connector and the Power Liftgate C2 harness connector.
Yes
No
 Repair the (G25) Liftgate Release Switch Sense circuit for an open.
B18E1-2A-POWER LIFTGATE FRONT ZONE SWITCH - STUCK


WHEN MONITORED:
SET CONDITION:
When the Power Liftgate Module senses the (G25) Liftgate Switch Sense circuit active (2.75 to 4.0 volts) for
POSSIBLE CAUSES
Possible Causes
(G25) LIFTGATE RELEASE SWITCH SENSE CIRCUIT PARTIALLY SHORTED TO GROUND
FRONT POWER LIFTGATE SWITCH STUCK
DIAGNOSTIC TEST
1. DTC PRESENT
2. Erase the DTCs.
4. Operate the liftgate several times from the overhead switch.
Does the scan tool display; B18E1-2A-POWER LIFTGATE FRONT ZONE SWITCH - STUCK?
Yes
 Go To 2.
No

2. FRONT POWER LIFTGATE SWITCH STUCK

1. Disconnect the Front Power Liftgate Switch harness connector.

2. Erase the DTCs.
Does the scan tool display; B18E1-2A-POWER LIFTGATE FRONT ZONE SWITCH - STUCK?
Yes
 Go To 3.
No

3. (G25) LIFTGATE RELEASE SWITCH SENSE CIRCUIT SHORTED TO GROUND

Fig. 52: Checking Liftgate Switch Sense Circuit For Short To Ground

3. Measure the resistance between ground and the (G25) Liftgate Release Switch Sense circuit.
Yes
 Repair the (G25) Liftgate Release Switch Sense circuit for a partial short to ground.
No
B1941-92-POWER LIFTGATE POSITION SENSOR 2 - PERFORMANCE OR INCORRECT

OPERATION

WHEN MONITORED:
SET CONDITION:
When the Power Liftgate Module senses the (Q205) Position Sensor Signal 2 circuit not pulsing during motor
POSSIBLE CAUSES
Possible Causes
(Q901) LOGIC GROUND OPEN
(Q205) POSITION SENSOR SIGNAL 2 CIRCUIT SHORTED TO GROUND
(Q205) POSITION SENSOR SIGNAL 2 CIRCUIT OPEN
Q205) POSITION SENSOR SIGNAL 2 CIRCUIT SHORTED TO VOLTAGE
Q205) POSITION SENSOR SIGNAL 2 CIRCUIT SHORTED TO THE (Q204) POSITION SENSOR
SIGNAL 1 CIRCUIT
DIAGNOSTIC TEST
1. DTC PRESENT
2. Erase the DTCs.
Does the scan tool display; B1941-92-POWER LIFTGATE POSITION SENSOR 2 -

PERFORMANCE OR INCORRECT OPERATION?
Yes
 Go To 2.
No




4. Measure the resistance of both of the (Q901) Logic Ground circuits between the Power Liftgate
Drive Unit harness connector and the Power Liftgate Module C2 harness connector.
Yes
 Go To 3.
No


3. (Q205) POSITION SENSOR SIGNAL 2 CIRCUIT SHORTED TO GROUND

Fig. 55: Checking Position Sensor Signal 2 Circuit For Short To Ground

2. Measure the resistance between ground and the (Q205) Position Sensor Signal 2 circuit
Yes
 Repair the (Q205) Position Sensor Signal 2 circuit for a short to ground.
No
Go To 4.

4. (Q205) POSITION SENSOR SIGNAL 2 CIRCUIT SHORTED TO VOLTAGE

Fig. 56: Checking Position Sensor Signal 2 Circuit For Short To Voltage

2. Measure the voltage between ground and the (Q205) Position Sensor Signal 2 circuit
Yes
 Repair the (204) Position Sensor Signal 2 circuit for a short to voltage.
No
 Go To 5.
5. (Q205) POSITION SENSOR SIGNAL 2 CIRCUIT OPEN

Fig. 57: Checking Position Sensor Signal 2 Circuit For Open


2. Measure the resistance of the (Q205) Position Sensor Signal 2 circuit between the PLG C1
connector and the Power Drive Unit connector.
Yes
 Go To 6.
No
Repair the (Q205) Position Sensor Signal 2 circuit for an open.



Fig. 58: Checking Position Sensor Supply Circuit Shorted To Ground

Module C1 harness connector and the Power Liftgate Drive Unit harness connector.
Yes
 Go To 7.
No
Repair the (Q203) Position Sensor Supply circuit for an open.



Fig. 59: Checking Position Sensor Supply Circuit For Short To Ground
Yes
No
Go To 8.

8. (Q205) POSITION SENSOR SIGNAL 2 CIRCUIT SHORTED TO THE (Q204) POSITION

SENSOR SIGNAL 1 CIRCUIT
Fig. 60: Measuring Resistance Between Position Sensor Signal 2 Circuit And Position Sensor Signal
1 Circuit
1. Measure the resistance between the (Q205) Position Sensor Signal 2 circuit and the (Q204) Position
Sensor Signal 1 circuit
Yes
 Repair the (Q205) Position Sensor Signal 2 circuit for a short to the (Q204) Position Sensor
Signal 1 circuit.
No
Go To 9.



3. Reconnect the Power Liftgate Drive Unit harness connector.
5. While back probing, measure the voltage between ground and the (Q203) Position Sensor Supply
wire end.
Is the voltage approximately 5.0 volts?
Yes
 Go To 10.
No


1. While back probing, measure the voltage between ground and the (Q205) Liftgate Position Sensor
2 Signal circuit in the Power Liftgate Drive Unit harness connector.
wire end.
Slowly lower and raise the liftgate while observing the voltmeter.
Does the voltage change from approximately 0.0 volts to 4.7 volts as the liftgate is moved?
Yes
 Test Complete.
No
B1945-11-POWER LIFTGATE PINCH SENSOR 2 - CIRCUIT SHORT TO GROUND


THEORY OF OPERATION
The right pinch sensor provides two functions. It is not only a pinch sensor but is also the Power Liftgate
Temperature Sensor.
WHEN MONITORED:
SET CONDITION:
The Power Liftgate Module has detected the Right Liftgate Pinch Sensor circuit voltage is under 0.22 of a volt
for over 20 seconds.
POSSIBLE CAUSES
Possible Causes
(Q78) RIGHT PINCH SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(Q78) RIGHT PINCH SENSOR SIGNAL CIRCUIT SHORTED TO THE (Q901) LOGIC GROUND
CIRCUIT
RIGHT LIFTGATE PINCH SENSOR
DIAGNOSTIC TEST
NOTE: The vehicle should be at room temperature when this test is performed.
1. DTC PRESENT
3. Be sure the liftgate is closed.
4. Open and close the liftgate several times.
Does the scan tool display; B1945-11-POWER LIFTGATE PINCH SENSOR 2 - CIRCUIT
SHORT TO GROUND?
Yes
 Go To 2.
No
2. RIGHT LIFTGATE PINCH SENSOR SHORTED
Fig. 64: Checking Right Liftgate Pinch Sensor For A Short

1. Disconnect the Right Liftgate Pinch Sensor harness connector.

2. Erase the DTCs.
SHORT TO GROUND?
Yes
 Go To 3.
No
Replace the Right Liftgate Pinch Sensor in accordance with the service information. Refer to

3. (Q78) RIGHT PINCH SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Fig. 65: Checking Right Pinch Sensor Signal Circuit For Short To Ground

3. Measure the resistance between ground and the (Q78) Right Pinch Sensor Signal circuit.
Yes
 Repair the (Q78) Right Pinch Sensor Signal circuit for a short to ground.
No
Go To 4.

4. (Q78) RIGHT PINCH SENSOR SIGNAL CIRCUIT SHORTED TO THE (Q901) LOGIC
GROUND CIRCUIT
Fig. 66: Checking Right Pinch Sensor Signal Circuit For Short To Logic Ground Circuit
1. Measure the resistance between the (Q78) Right Pinch Sensor Signal circuit and the (Q901) Logic
Ground circuit.
Yes
 Repair the (Q78) Right Pinch Sensor Signal circuit for a short to the (Q901) Logic ground.
No
B1945-12-POWER LIFTGATE PINCH SENSOR 2 - CIRCUIT SHORT TO BATTERY


THEORY OF OPERATION
The right pinch sensor provides two functions. It is not only a pinch sensor but is also the Power Liftgate
Temperature Sensor.
WHEN MONITORED:
SET CONDITION:
The Power Liftgate Module has detected the Right Liftgate Pinch Sensor circuit voltage is above 5.0 volts for
over 20 seconds.
POSSIBLE CAUSES
Possible Causes
(Q78) RIGHT PINCH SENSOR SIGNAL CIRCUIT OPEN
(Q78) RIGHT PINCH SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
RIGHT LIFTGATE PINCH SENSOR
DIAGNOSTIC TEST
NOTE: The vehicle should be at room temperature when this test is performed
1. DTC PRESENT
3. Open and close the liftgate several times.
SHORT TO BATTERY?
Yes
 Go To 2.
No


Fig. 68: Checking Logic Ground For An Open


2. Disconnect the Right Liftgate Pinch Sensor connector.
3. Measure the resistance between ground and the (Q901) Logic Ground circuit in the Right Pinch
Yes
 Go To 3.
No


3. CHECK THE RIGHT LIFTGATE PINCH SENSOR

Fig. 69: Checking Right Liftgate Pinch Sensor

1. Measure the resistance between the (Q901) Logic Ground circuit and the (Q78) Right Pinch Sensor
Signal circuit in the Right Liftgate Pinch/Temp Sensor (Component Side) connector.
NOTE: The graphic shows the harness side - the component side is the male
connector.
NOTE: The vehicle should be at room temperature when this test is

performed. At 50 deg F the reading should be between 18K and 22K.
At 77 deg F the reading should be between 9.12K and 10.88K. At 104
deg F the reading should be between 4.90K and 5.75K.
Is the resistance between 4.9K and 22K Ohms depending on the temperature?
Yes
 Go To 4.
No
Replace the Right Liftgate Pinch/Temp Sensor in accordance with the service information.

Refer to SENSOR, PINCH , REMOVAL .
4. (Q78) RIGHT PINCH SENSOR SIGNAL CIRCUIT OPEN
Fig. 70: Checking Right Pinch Sensor Signal Circuit For An Open

2. Measure the voltage between the (Q901) Logic Ground circuit and the (Q78) Right Pinch Sensor
Signal circuit in the Right Pinch Sensor harness connector.
Yes
 Go To 5.
No
Go To 6.

5. CHECK THE (Q78) RIGHT PINCH SENSOR SIGNAL CIRCUIT FOR AN OPEN
Fig. 71: Checking Right Pinch Sensor Signal Circuit For Open

3. Measure the resistance of the (Q78) Right Pinch Sensor Signal circuit between the Power Liftgate
Module C2 harness connector and the Right Liftgate Pinch Sensor harness connector.
Yes
No
Repair the (Q78) Right Pinch Sensor Signal circuit for an open.

6. (Q78) RIGHT PINCH SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Fig. 72: Checking Right Pinch Sensor Signal Circuit For An Open
1. Measure the voltage between the (Q901) Logic Ground circuit and the (Q78) Right Pinch Sensor
Signal circuit in the Right Pinch Sensor harness connector.
Yes
 Go To 7.
No
 Replace the Right Liftgate Pinch Sensor in accordance with the Service Information. Refer to

7. (Q78) RIGHT PINCH SENSOR SIGNAL WIRE SHORTED TO VOLTAGE
Fig. 73: Checking Right Pinch Sensor Signal Wire Short To Voltage

2. Measure the voltage between ground and the (Q78) Right Pinch Sensor Signal circuit in the Right
Pinch Sensor harness connector.
Yes
 Repair the (Q78) Right Pinch Sensor Signal circuit for a short to voltage.
No
B1949-11-POWER LIFTGATE REAR ZONE SWITCH - CIRCUIT SHORT TO GROUND

Fig. 74: Power Liftgate Rear Zone Switch Wiring Diagram

WHEN MONITORED:
SET CONDITION:
When the Power Liftgate Module senses a voltage of less than 2.0 volts on the (G29) Liftgate Switch Signal
POSSIBLE CAUSES
Possible Causes
(G29) LIFTGATE SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
REAR LIFTGATE SWITCH
DIAGNOSTIC TEST
1. DTC PRESENT
3. Operate the liftgate several times from the rear switch.
Does the scan tool display; B1949-11-POWER LIFTGATE REAR ZONE SWITCH - CIRCUIT
SHORT TO GROUND?
Yes
 Go To 2.
No

2. LIFTGATE REAR SWITCH SHORTED

Fig. 75: Checking Liftgate Rear Switch For A Short

1. Disconnect the Power Liftgate Rear Switch connector.

2. Erase the DTCs.
SHORT TO GROUND?
Yes
 Go To 3.
No
Replace the Power Liftgate Rear Switch in accordance with the Service Information. Refer to

SWITCH, D-PILLAR , REMOVAL .
3. (G29) LIFTGATE SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
Fig. 76: Checking Liftgate Switch Signal Circuit For Short To Ground

3. Measure the resistance between ground and the (G29) Liftgate Switch Signal circuit.
Yes
 Repair the (G29) Liftgate Switch Signal circuit for a short to ground.
No
B1949-12-POWER LIFTGATE REAR ZONE SWITCH - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
SET CONDITION:
When the Power Liftgate Module senses a voltage over 4.5 volts on the (G29) Liftgate Switch Signal circuit for
POSSIBLE CAUSES
Possible Causes
(G29) LIFTGATE SWITCH SIGNAL CIRCUIT SHORTED TO VOLTAGE
LIFTGATE SWITCH
DIAGNOSTIC TEST
1. DTC PRESENT
SHORT TO BATTERY?
Yes
 Go To 2.
No




2. Erase the DTCs.
SHORT TO BATTERY?
Yes
 Go To 3.
No
Replace the Power Liftgate Rear Switch in accordance with the Service Information. Refer to

3. (G29) LIFTGATE SWITCH SIGNAL CIRCUIT SHORTED TO VOLTAGE
Fig. 79: Checking Liftgate Switch Signal Circuit For Short To Voltage

4. Measure the voltage between ground and the (G29) Liftgate Switch Signal circuit.
Yes
 Repair the (G29) Liftgate Switch Signal circuit for a short to voltage.
No
B1949-2A-POWER LIFTGATE REAR ZONE SWITCH - STUCK


WHEN MONITORED:
SET CONDITION:
When the Power Liftgate Module senses a voltage between 2.75 volts and 4.0 volts on the (G29) Liftgate
Switch Signal circuit for longer than 15 seconds, this code will set.
POSSIBLE CAUSES
Possible Causes
(G29) LIFTGATE SWITCH SIGNAL CIRCUIT PARTIAL SHORTED TO GROUND
LIFTGATE SWITCH
DIAGNOSTIC TEST
1. DTC PRESENT
Does the scan tool display; B1949-2A-POWER LIFTGATE REAR ZONE SWITCH - STUCK?
Yes
 Go To 2.
No




2. Erase the DTCs.
Does the scan tool display; B1949-2A-POWER LIFTGATE REAR ZONE SWITCH - STUCK?
Yes
 Go To 3.
No
Replace the Liftgate Rear Switch in accordance with the Service Information. Refer to

3. (G29 LIFTGATE SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
Fig. 82: Checking Liftgate Switch Signal Circuit For Short To Ground

3. Measure the resistance between ground and the (G29) Liftgate Switch Signal circuit.
Yes
 Repair the (G29) Liftgate Switch Signal circuit for a short to ground.
No
B1952-00-POWER LIFTGATE DRIVE MOTOR - INCORRECT DIRECTION


WHEN MONITORED:
Whenever the Power Liftgate Motor is in operation.

SET CONDITION:
When the Power Liftgate Module senses the direction of the drive motor is in opposition to the direction it is
trying to drive the liftgate, this code will set.
POSSIBLE CAUSES
Possible Causes
(Q88) LIFTGATE OPEN DRIVER CIRCUIT AND THE (Q89) LIFTGATE CLOSE DRIVER
CIRCUITS ARE CROSSED
(Q204) LIFTGATE POSITION SENSOR 1 SIGNAL AND THE (Q205) LIFTGATE POSITION
SENSOR 2 SIGNAL CIRCUITS ARE CROSSED
DIAGNOSTIC TEST
1. DTC PRESENT
2. Erase the DTCs.
Does the scan tool display; B1952-00-POWER LIFTGATE DRIVE MOTOR - INCORRECT
DIRECTION?
Yes
 Go To 2.
No

2. (Q88) LIFTGATE OPEN DRIVER CIRCUIT AND THE (Q89) LIFTGATE CLOSE DRIVER
CIRCUITS ARE CROSSED
Fig. 84: Checking Liftgate Open Driver Circuit & Liftgate Close Driver Circuits Are Crossed

4. Inspect the Power Liftgate Drive Unit and Power Liftgate Module connectors, terminals and
harness for damaged or pushed out terminals, or pinched/broken wires. Repair any obvious
problems.
5. Trace the (Q88) Liftgate Open Driver circuit and the (Q89) Liftgate Close Driver circuits between
the PLG C1 harness connector and the Drive Unit harness connector.
NOTE: In the graphic above, the Open Driver is shown as (+) and the Close
Driver is shown as (-).
Are the circuits crossed at either connector?
Yes
 Correct the wiring as necessary.

No
Go To 3.

3. (Q204) LIFTGATE POSITION SENSOR 1 SIGNAL AND THE (Q205) LIFTGATE POSITION
SENSOR 2 SIGNAL CIRCUITS ARE CROSSED
Fig. 85: Checking Liftgate Position Sensor 1 Signal & Liftgate Position Sensor 2 Signal Circuits Are
Crossed
1. Inspect the Power Liftgate Drive Unit and Power Liftgate Module connectors, terminals and
harness for damaged or pushed out terminals, or pinched/broken wires. Repair any obvious
problems.
2. Trace the (Q204) Liftgate Position Sensor 1 Signal circuit and the (Q205) Liftgate Position Sensor
2 Signal circuits between the Power Liftgate Module C1 harness connector and the Power Liftgate
Drive Unit harness connector.
NOTE: In the graphic above, the Sensor 1 Signal is shown as (+) and the
Sensor 2 Signal is shown as (-).
Are the circuits crossed at either connector?
Yes
 Correct the wiring as necessary.

No
B1953-00-POWER LIFTGATE LATCH CINCH OVERCURRENT


WHEN MONITORED:
Whenever the power liftgate is performing a cinching operation.
SET CONDITION:
The latch motor stall current of 12.0 amps has been detected for over 500ms, with no ratchet switch transition.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
LATCH NOT IN HOME POSITION
LOW BATTERY SYSTEM VOLTAGE
(Q84) LIFTGATE LATCH CINCH DRIVER CIRCUIT SHORTED TO GROUND
(Q84) LIFTGATE LATCH CINCH DRIVER CIRCUIT SHORTED TO THE (Q901) LOGIC GROUND
CIRCUIT
(Q85) LIFTGATE LATCH RELEASE DRIVER CIRCUIT SHORTED TO GROUND
(Q85) LIFTGATE LATCH RELEASE DRIVER CIRCUIT SHORTED TO THE (Q901) LOGIC
GROUND CIRCUIT
(Q84) LIFTGATE LATCH CINCH DRIVER CIRCUIT SHORTED TO THE (Q85) LIFTGATE
LATCH RELEASE DRIVER CIRCUIT
(Q84) LIFTGATE LATCH CINCH DRIVER CIRCUIT SHORTED TO VOLTAGE
LATCH ASSEMBLY
DIAGNOSTIC TEST
1. DTC PRESENT
1. Make sure the battery is fully charged and vehicle charging system is operating properly.
2. Make sure the liftgate is closed and using the scan tool, run the "Latch Home Sector Test" before
proceeding to ensure the latch is positioned correctly.
5. Operate the power liftgate several times if possible.
6. With the scan tool, read Active DTCs.
Does the scan tool display; B1953-00-POWER LIFTGATE LATCH CINCH OVERCURRENT?
Yes
 Go To 2.
No
Using the wiring diagram/schematic as a guide, inspect the wiring and connectors for an

intermittent condition. Operate the liftgate several times and check for any binding or other
obstructions.
2. BINDING LIFTGATE
1. Examine the liftgate for proper alignment, worn or binding hinges, weak liftgate prop assembly,
loose/hard weatherstrip seal , and track assembly for wear or anything that would cause an
obstruction to proper operation.
2. If necessary manually operate the power liftgate on a known good vehicle and notice the effort
needed to open and close for comparison.
3. Especially notice the effort needed to unlatch and close the liftgate.
Were any mechanical problems found?
Yes
 Refer to LIFTGATE , ADJUSTMENTS for the related symptom(s).

No
Go To 3.

3. (Q84) LIFTGATE LATCH CINCH DRIVER CIRCUIT SHORTED TO GROUND

Fig. 87: Checking Liftgate Latch Cinch Driver Circuit For A Short To Ground

3. Disconnect the Power Liftgate Latch harness connector.
4. Measure the resistance between ground and the (Q84) Liftgate Latch Cinch Driver circuit.
5. Wiggle the harness and check for an intermittent short condition.
Yes
 Repair the (Q84) Liftgate Latch Cinch Driver circuit for a short to ground.
No
Go To 4.

4. (Q84) LIFTGATE LATCH CINCH DRIVER CIRCUIT SHORTED TO THE (Q901) LOGIC
GROUND CIRCUIT
Fig. 88: Checking Liftgate Latch Cinch Driver Circuit For A Short To The Logic Ground Circuit
1. Measure the resistance between the (Q901) Logic Ground circuit and the (Q84) Liftgate Latch
Cinch Driver circuit.
Yes
 Repair the short between the (Q84) Liftgate Latch Cinch Driver circuit and the (Q901) Logic
Ground circuit.
No
Go To 5.

5. (Q85) LIFTGATE LATCH RELEASE DRIVER CIRCUIT SHORTED TO GROUND
Fig. 89: Checking Liftgate Latch Release Driver Circuit For A Short To Ground
1. Measure the resistance between ground and the (Q85) Liftgate Latch Release Driver circuit.

Yes
 Repair the (Q85) Liftgate Latch Release Driver circuit for a short to ground.
No
Go To 6.

6. (Q85) LIFTGATE LATCH RELEASE DRIVER CIRCUIT FOR A SHORT TO THE (Q901)
LOGIC GROUND CIRCUIT
Fig. 90: Checking Liftgate Latch Release Driver Circuit For A Short To The Logic Ground Circuit
Release Driver circuit.
Yes
 Repair the (Q85) Liftgate Latch Release Driver circuit for a short to the (Q901) Logic
Ground circuit.
No
Go To 7.

7. CHECK THE (Q84) LIFTGATE LATCH CINCH DRIVER CIRCUIT FOR A SHORT TO THE
(Q85) LIFTGATE LATCH RELEASE DRIVER CIRCUIT
Fig. 91: Checking Liftgate Latch Cinch Driver Circuit For Short To Liftgate Latch Release Driver
Circuit
1. Measure the resistance between the (Q84) Liftgate Latch Cinch Driver circuit and the (Q85)
Liftgate Latch Release Driver circuit in the Power Liftgate Module C2 harness connector.
Yes
 Repair the (Q84) Liftgate Latch Cinch Driver circuit for a short to the (Q85) Liftgate Latch
Release Driver Circuit.
No
 Go To 8.
8. (Q84) LIFTGATE LATCH CINCH DRIVER WIRE SHORTED TO VOLTAGE
Fig. 92: Checking Liftgate Latch Cinch Driver Wire For A Short To Voltage

2. Measure the voltage between the (Q84) Liftgate Latch Cinch Driver circuit and ground.
Yes
 Repair the (Q84) Liftgate Latch Cinch Driver circuit for a short to voltage. If the (Q84)
Liftgate Latch Cinch Driver circuit is OK, replace the Power Liftgate Module in accordance
with the service information. Refer to MODULE, POWER LIFTGATE CONTROL ,
REMOVAL .
No
 Replace the Power Liftgate Latch Assembly in accordance with the service information.
Refer to LATCH, LIFTGATE , REMOVAL .
B1954-00-POWER LIFTGATE LATCH CINCH - EXCESSIVE TIME


WHEN MONITORED:
SET CONDITION:
The latch motor should perform its operation within four seconds. When it takes longer for the cinch operation,
this code will set.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
(Q84) LIFTGATE LATCH CINCH DRIVER CIRCUIT OPEN
(Q85) LIFTGATE LATCH RELEASE DRIVER CIRCUIT OPEN
(G78) LIFTGATE AJAR SWITCH SENSE CIRCUIT OPEN
LATCH ASSEMBLY
DIAGNOSTIC TEST
1. DTC PRESENT
NOTE: If there are any other Power Liftgate DTCs present, correct them before
proceeding with this test.
1. Make sure the battery is fully charged and vehicle charging system is operating properly.
2. Make sure the liftgate is closed and with the scan tool, run the "Latch Home Sector Test" before
Does the scan tool display; B1954-00-POWER LIFTGATE LATCH CINCH - EXCESSIVE
TIME?
Yes
 Go To 2.
No

obstructions.
2. BINDING LIFTGATE
loose/hard weatherstrip seal, and track assembly for wear or anything that would cause an
obstruction to proper operation.
Were there any mechanical problems found?
Yes

No
Go To 3.

3. CHECK THE (Q84) LIFTGATE LATCH CINCH DRIVER CIRCUIT FOR AN OPEN OR HIGH
RESISTANCE
Fig. 94: Checking Liftgate Latch Cinch Driver Circuit For Open Or High Resistance

3. Disconnect the Power Liftgate Latch connector.
4. Check connectors for corrosion, damage, or pushed out terminals. Repair as necessary.
5. Measure the resistance of the (Q84) Liftgate Latch Cinch Driver circuit between the Power Liftgate
Module C2 connector and the Power Liftgate Latch connector.
6. Wiggle the harness and check for an intermittent open condition.
Yes
 Go To 4.
No
Repair the (Q84) Liftgate Latch Cinch Driver circuit for an open or high resistance.

4. CHECK THE (Q85) LIFTGATE LATCH RELEASE DRIVER CIRCUIT FOR AN OPEN OR
HIGH RESISTANCE
Fig. 95: Checking Liftgate Latch Release Driver Circuit For An Open Or High Resistance
1. Measure the resistance of the (Q85) Liftgate Latch Release Driver circuit between the Power
Liftgate Module C2 connector and the Power Liftgate Latch connector.
Yes
 Go To 5.
No
Repair the (Q85) Liftgate Latch Release Driver circuit for high resistance.

5. CHECK THE (Q901) LOGIC GROUND CIRCUIT FOR AN OPEN OR HIGH RESISTANCE
Fig. 96: Checking Logic Ground Circuit For An Open Or High Resistance
1. Measure the resistance of the (Q901) Logic Ground circuit between the PLG Module C2 harness
connector and the PLG Latch harness connector.
Yes
 Go To 6.
No
Repair the (Q901) Logic Ground circuit for high resistance.


6. CHECK THE (G78) LIFTGATE AJAR SWITCH SENSE CIRCUIT FOR AN OPEN OR HIGH
RESISTANCE
Fig. 97: Checking Liftgate Ajar Switch Sense Circuit For An Open Or High Resistance
1. Measure the resistance of the (G78) Liftgate Ajar Switch Sense circuit between the PLG C2
connector and the PLG Latch connector.
Yes
 Replace the Power Liftgate Latch in accordance with the Service Information and using the
scan tool, run the "Latch Home Sector Test". Refer to LATCH, LIFTGATE , REMOVAL .
No
 Repair the (G78) Liftgate Ajar Switch Sense circuit for an open or high resistance.
B1955-00-POWER LIFTGATE LATCH RELEASE OVERCURRENT
NOTE:

WHEN MONITORED:
Whenever the power liftgate is performing a power releasing operation.
SET CONDITION:
The latch motor stall current of over seven amps has been detected for over 300ms. with no ratchet or secondary
switch transition.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
WEAK OR DETERIORATED LIFTGATE SEAL
(Q76) LATCH SECONDARY POSITION SENSE CIRCUIT OPEN
(Q85) LIFTGATE LATCH RELEASE CIRCUIT SHORTED TO VOLTAGE
LATCH ASSEMBLY
DIAGNOSTIC TEST
1. DTC PRESENT
NOTE: If there are any other Power Liftgate DTCs present, repair them before
1. Make sure the liftgate is closed and with the scan tool, run the "Latch Home Position Test" before
Does the scan tool display; B1955-00-POWER LIFTGATE LATCH RELEASE

OVERCURRENT?
Yes
 Go To 2.
No

obstructions.
2. BINDING LIFTGATE
loose/hard weatherstrip, and track assembly for wear or anything that would cause an obstruction to
proper operation.
Yes
 Refer to STANDARD PROCEDURE for the related symptom(s).

No
Go To 3.

3. WEAK OR DETERIORATED LIFTGATE SEAL

1. Check the liftgate seal for proper resiliency.
2. If necessary manually open the liftgate of a known good vehicle and notice the springy "Pop-Off"
effect that happens when the handle is first depressed.
Is the liftgate seal in good condition?
Yes
 Go To 4.
No
Replace the seal.


4. CHECK THE (Q84) LIFTGATE LATCH CINCH DRIVER CIRCUIT AND THE (Q85)
LIFTGATE LATCH RELEASE DRIVER CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 99: Checking Liftgate Latch Cinch Driver Circuit And The Liftgate Latch Release Driver
Circuit For A Short To Voltage

5. Measure the voltage between ground and the (Q84) Liftgate Latch Cinch Driver circuit.
6. Measure the voltage between ground and the (Q85) Liftgate Latch Release Driver circuit.
Is there any voltage present in either or both circuits?
Yes
 Repair the (Q84) Liftgate Latch Cinch Driver circuit or the (Q85) Liftgate Latch Release
Driver circuit for a short to voltage.
No
Go To 5.

5. (Q76) LATCH SECONDARY POSITION SENSE CIRCUIT OPEN

Fig. 100: Checking Latch Secondary Position Sense Circuit For An Open

2. Measure the resistance of the (Q76) Latch Secondary Position Sense circuit between the Power
Liftgate Module C2 connector and the Power Liftgate Latch connector.
Yes
 Go To 6.
No
Repair the (Q76) Latch Secondary Position Sense wire for an open.

6. CHECK THE (Q901) LOGIC GROUND CIRCUIT FOR AN OPEN

1. Measure the resistance of the (Q901) Logic Ground wire between the Power Liftgate Module C2
harness connector and the Power Liftgate Latch harness connector.
Yes
 Go To 7.
No


7. CHECK THE (G78) LIFTGATE AJAR SWITCH SENSE CHECK FOR OPEN
1. Measure the resistance of the (G78) Liftgate Ajar Switch Sense circuit between the Power Liftgate
Yes
 Replace the Power Liftgate Latch assembly in accordance with the Service Information and
using the scan tool, run the "Latch Home Sector Test". Refer to LATCH, LIFTGATE ,
REMOVAL .
No
 Repair the (G78) Liftgate Ajar Switch Sense wire for an open.
B1956-00-POWER LIFTGATE LATCH RELEASE - EXCESSIVE TIME


WHEN MONITORED:
Whenever the power liftgate is performing a releasing operation.
SET CONDITION:
The latch motor should perform its operation within four seconds. When it takes longer for the release
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
LOW BATTERY VOLTAGE
(Q84) LIFTGATE LATCH CINCH DRIVER CIRCUIT OPEN OR HIGH RESISTANCE
(Q85) LIFTGATE LATCH RELEASE DRIVER CIRCUIT OPEN OR HIGH RESISTANCE
(G78) LIFTGATE SWITCH SENSE CIRCUIT OPEN OR HIGH RESISTANCE
(Q901) LOGIC GROUND CIRCUIT OPEN OR HIGH RESISTANCE
LATCH ASSEMBLY
DIAGNOSTIC TEST
1. DTC PRESENT
NOTE: If there are any other Power Liftgate DTCs present, repair them before
NOTE: Make sure the battery is fully charged and serviceable before proceeding.
1. Make sure the liftgate is closed and with the scan tool, run the "Latch Home Sector Test" before
Does the scan tool display; B1956-00-POWER LIFTGATE LATCH RELEASE - EXCESSIVE
TIME?
Yes
 Go To 2.
No

obstructions.
2. BINDING LIFTGATE
loose/hard weatherstrip, and track assembly for wear or anything that would cause an obstruction to
proper operation.
Yes

No
Go To 3.

3. CHECK THE (Q84) LIFTGATE LATCH CINCH DRIVER CIRCUIT FOR AN OPEN OR HIGH
RESISTANCE
Fig. 104: Checking Liftgate Latch Cinch Driver Circuit For Open Or High Resistance

4. Check the connectors for damage, corrosion, or pushed out pins. Repair any problems as necessary.
Module C2 harness connector and the Power Liftgate Latch harness connector.
Yes
 Go To 4.
No
Repair the (Q84) Liftgate Latch Cinch Driver circuit for an open or high resistance.

4. CHECK THE (Q85) LIFTGATE LATCH RELEASE DRIVER CIRCUIT FOR AN OPEN OR
HIGH RESISTANCE
Liftgate Module C2 harness connector and the Power Liftgate Latch harness connector.
Yes
 Go To 5.
No
Repair the (Q85) Liftgate Latch Release Driver circuit for an open or high resistance.

5. CHECK THE (Q901) LOGIC GROUND WIRE FOR AN OPEN OR HIGH RESISTANCE
1. Measure the resistance of the (Q901) Logic Ground circuit between the PLG C2 harness connector
and the PLG Latch harness connector.
Yes
 Go To 6.
No
Repair the (Q901) Logic Ground circuit for an open or high resistance.

6. CHECK THE (G78) LIFTGATE AJAR SWITCH SENSE CIRCUIT FOR AN OPEN OR HIGH
RESISTANCE
Latch C2 harness connector and the Power Liftgate Latch connector.
Yes
 Replace the Power Liftgate Latch in accordance with the Service Information and using the
No
 Repair the (G78) Liftgate Ajar Switch Sense circuit for an open or high resistance.
B195F-11-POWER LIFTGATE CHIME CONTROL - CIRCUIT SHORT TO GROUND

Fig. 108: Power Liftgate Chime Wiring Diagram

WHEN MONITORED:
Whenever the Power Liftgate Module is activating the chime.
SET CONDITION:
The power liftgate module has detected the chime circuit voltage is low.
POSSIBLE CAUSES
Possible Causes
(Q94) LIFTGATE CHIME DRIVER CIRCUIT SHORTED TO GROUND
CHIME
DIAGNOSTIC TEST
1. DTC PRESENT
2. Erase the DTCs.
Does the scan tool display; B195F-11-POWER LIFTGATE CHIME CONTROL - CIRCUIT
SHORT TO GROUND?
Yes
 Go To 2.
No

2. CHIME SHORTED
Fig. 109: Identifying License Lamp

1. Disconnect the Power Liftgate Chime harness connector.

2. Erase the DTCs.
4. Operate the Power Liftgate.
Does the scan tool display; B195F-11-POWER LIFTGATE CHIME CONTROL - CIRCUIT
SHORT TO GROUND?
Yes
 Go To 3.
No
Replace the Power Liftgate Chime in accordance with the Service Information. Refer to

CHIME , REMOVAL .
3. (Q94) LIFTGATE CHIME DRIVER CIRCUIT SHORTED TO GROUND
Fig. 110: Checking Liftgate Chime Driver Circuit For Short To Ground

3. Measure the resistance between ground and the (Q94) Liftgate Chime Driver circuit.

Yes
 Repair the (Q94) Liftgate Chime Driver circuit for a short to ground.
No
B195F-12-POWER LIFTGATE CHIME CONTROL - CIRCUIT SHORT TO BATTERY

Fig. 111: Power Liftgate Chime Wiring Diagram

WHEN MONITORED:
SET CONDITION:
The power liftgate module has detected the chime circuit voltage is over four volts during operation or over 1.5
volts when not operating.
POSSIBLE CAUSES
Possible Causes
(Q94) LIFTGATE CHIME DRIVER CIRCUIT SHORTED TO VOLTAGE
(Q94) LIFTGATE CHIME DRIVER CIRCUIT OPEN
POWER LIFTGATE CHIME
POWER LIFTGATE MODULE (PLGM)
DIAGNOSTIC TEST
1. DTC PRESENT
Does the scan tool display: B195F-12-POWER LIFTGATE CHIME CONTROL - CIRCUIT
SHORT TO BATTERY?
Yes
 Go To 2.
No

2. (Q94) LIFTGATE CHIME DRIVER CIRCUIT SHORTED TO VOLTAGE

Fig. 112: Checking Liftgate Chime Driver Circuit For Short To Voltage

4. Measure the voltage between ground and the (Q94) Liftgate Chime Driver circuit.
Yes
 Repair the (Q94) Liftgate Chime Driver circuit for a short to voltage.
No
Go To 3.
3. (Q94) LIFTGATE CHIME DRIVER CIRCUIT OPEN
Fig. 113: Checking Liftgate Chime Driver Circuit For Open


2. Disconnect the Power Liftgate Chime harness connector.
3. Measure the resistance of the (Q94) Liftgate Chime Driver circuit between the PLG C2 connector
and the Chime connector.
Yes
 Go To 4.
No
Repair the (Q94) Liftgate Chime Driver circuit for an open.


Fig. 114: Checking Ground Circuit For An Open

NOTE: The test light must illuminate brightly. Compare the brightness to that of a
direct connection to the battery.

Does the test tight illuminate brightly?
Yes
 Go To 5.
No


5. CHECK THE POWER LIFTGATE CHIME

Fig. 115: Checking The Power Liftgate Chime


3. Using the scan tool, actuate the Power Liftgate Chime.
4. Measure the voltage between the (Q94) Power Liftgate Chime Driver circuit and the (Z923)
Ground circuit in the PLG Chime harness connector.
Does the voltage cycle between 0 and 12 volts?
Yes
 Replace the Power Liftgate Chime in accordance with the Service Information. Refer to
CHIME , REMOVAL .
No
B1963-00-POWER LIFTGATE STRUT PERFORMANCE


THEORY OF OPERATION
This DTC is designed to detect a failed gas prop which will cause the liftgate to free fall at the top of an open
cycle. This is accomplished by the liftgate position sensors 1 and 2 transmitting that information to the power
liftgate module. This DTC can also be set by the operator pulling on the opened liftgate and closing it down to
quickly (less than one second).
WHEN MONITORED:
One second after the liftgate completes a power opening operation.
SET CONDITION:
If the liftgate starts to drop after a complete opening operation, the Power Liftgate Module will set this code.
POSSIBLE CAUSES
Possible Causes
WEAK STRUT
COLD WEATHER CONDITION
DIAGNOSTIC TEST
1. DTC PRESENT
1. With the scan tool, record the PLG DTCs and any liftgate inhibitors.
2. Erase the DTCs.
4. Operate the liftgate to the full up position and wait 30 seconds.
5. Close the liftgate and repeat the previous step.
Does the scan tool display; B1963-00-POWER LIFTGATE STRUT PERFORMANCE?
Yes
 Go To 2.
No
 Make sure there is no intermittent binding or cold weather condition which may have caused
this code to set.
Perform the BODY VERIFICATION TEST. Refer to BODY VERIFICATION TEST .


2. WEAK STRUT
1. Manually open the liftgate to approximately 1/4 open position.
2. Let go of the liftgate and see if it will slam shut.
3. If necessary, compare the effort to open and close the liftgate with a known good vehicle.
NOTE: At this point the liftgate should hold in this position but it may slip
down very slowly which is passable.
Does the liftgate hold in position or lower very slowly?
Yes
 Go To 3.
No
Replace the Liftgate Gas Prop (strut) in accordance with the Service Information. Refer to

PROP, GAS , REMOVAL .
3. WEAK STRUT
1. Manually open the liftgate to the full open position.
2. Leave go of the liftgate and see if it will stay in the full up position.
Does the liftgate stay in the full up position as it should?
Yes
 No trouble found at this time. If this vehicle continues to set this DTC, replace the Liftgate
Gas Prop (strut) in accordance with the Service Information. Refer to PROP, GAS ,
REMOVAL .
No
 Replace the Liftgate Gas Prop (strut) in accordance with the Service Information. Refer to
PROP, GAS , REMOVAL .
B1964-11-POWER LIFTGATE SENSOR SUPPLY - CIRCUIT SHORT TO GROUND


WHEN MONITORED:

SET CONDITION:
The Power Liftgate Module has detected the sensor supply circuit voltage is under 4.0 volts.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DTC PRESENT
1. With the scan tool, record the DTCs and any liftgate inhibitors.
2. Erase the DTCs.
Does the scan tool display; B1964-11-POWER LIFTGATE SENSOR SUPPLY - CIRCUIT
SHORT TO GROUND?
Yes
 Go To 2.
No

2. POWER LIFTGATE DRIVE UNIT

Fig. 118: Checking Position Sensor Supply Circuit For Short To Voltage
1. Disconnect and inspect the Power Liftgate Drive Unit harness connector. Clean and repair if
necessary and repeat step 1. If the connector is okay, continue testing.
2. Erase the DTCs.
SHORT TO GROUND?
Yes
 Go To 3.
No
Replace the Power Liftgate Drive Unit in accordance with the service information.




Yes
 Replace the Power Liftgate Module in accordance with service information. Refer to
No
B1964-12-POWER LIFTGATE SENSOR SUPPLY - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:

SET CONDITION:
The Power Liftgate Module has detected the Position Sensor Supply voltage is above 5.5 volts.
POSSIBLE CAUSES
Possible Causes
(Q203) POSITION SENSOR SUPPLY CIRCUIT SHORTED TO BATTERY
DIAGNOSTIC TEST
1. DTC PRESENT
1. With the scan tool, record the DTCs and any liftgate inhibitors.
2. Erase the DTCs.
SHORT TO BATTERY?
Yes
 Go To 2.
No

2. (Q901) LOGIC GROUND CIRCUIT OPEN



Module C2 harness connector and the Power Liftgate Drive Unit connector.
Is the resistance below 2.0 Ohms on both?
Yes
 Go To 3.
No


3. (Q203) POSITION SENSOR SUPPLY CIRCUIT SHORTED TO VOLTAGE

Fig. 122: Checking Position Sensor Supply Circuit For Short To Voltage
1. Connect the Power Liftgate Module C2 harness connector.

3. Measure the voltage between the (Q901) Logic Ground circuit and the (Q203) Position Sensor
Supply circuit in the Power Liftgate Drive Unit connector.
Yes
 Repair the (Q203) Position Sensor Supply circuit for a short to voltage. If the power liftgate
is inoperative after repairing the (Q203) Position Sensor Supply circuit, replace the Power
Liftgate Drive Unit in accordance with the service information.

No
Go To 4.




Module C1 harness connector and the Power Liftgate Drive Unit harness connector.
Yes
No
 Repair the (Q203) Position Sensor Supply circuit for an open.

B1967-00-POWER LIFTGATE OPEN DIRECTION OVERCURRENT


WHEN MONITORED:
Anytime the Power Liftgate is in a power open operation.
SET CONDITION:
The drive motor stall current of over 24 amps has been detected for over 500 ms. during the power opening
operation.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE OR OVERLOADING
CIRCUIT
(Q89) LIFTGATE CLOSE DRIVER CIRCUIT SHORTED TO VOLTAGE
(Q76) LATCH SECONDARY POSITION SENSE CIRCUIT SHORTED TO GROUND
(Q76) LATCH SECONDARY POSITION SENSE WIRE SHORTED TO VOLTAGE
WEAK STRUT
LATCH ASSEMBLY
DIAGNOSTIC TEST
1. DTC PRESENT
Does the scan tool display; B1967-00-POWER LIFTGATE OPEN DIRECTION

OVERCURRENT?
Yes
 Go To 2.
No

intermittent condition. Operate the liftgate several times and check for any binding
conditions.
2. BINDING LIFTGATE
1. Examine the liftgate for proper alignment, worn or binding hinges, weak liftgate prop assembly, or
loose/hard weatherstrip for wear or anything that would cause an obstruction to proper operation.
Check for the possibility of the liftgate having been overloaded due to ice or heavy snow.
2. Raise the liftgate and check the struts for proper operation.
3. If necessary manually operate the liftgate of a known good vehicle and notice the effort needed.
4. Compare the effort needed on the disabled vehicle.
Yes

No
Go To 3.

3. CHECK THE SECONDARY RATCHET SWITCH

1. Open the liftgate to the middle position.
2. With the scan tool, monitor the Secondary Ratchet Switch.
3. Using a screwdriver, click the latch to the fully closed position while observing the scan tool.
4. Unlatch the latch by pressing the handle switch and observe the scan tool for a change of state.
5. Repeat this step several times while moving the liftgate in different positions and wiggling the
harness to check for an intermittent shorted circuit.
Did the scan tool show the switch state changing correctly every time?
Yes
 Go To 4.
No
Go To 8.

4. (Q89) LIFTGATE CLOSE DRIVER CIRCUIT SHORTED TO VOLTAGE

Fig. 125: Checking Liftgate Close Driver Circuit For Short To Voltage

2. Disconnect the Power Liftgate Module C1 connector.
4. Measure the voltage between the (Q89) Liftgate Close Driver circuit and ground.
Yes
 Repair the (Q89) Liftgate Close Driver circuit for a short to voltage.
No
Go To 5.
DRIVER CIRCUIT

Yes
 Go To 6.
No
Go To 7.

DRIVER CIRCUIT

Yes
circuit.
No
Replace the Power Liftgate Drive Unit in accordance with service information. Refer to


1. Re-connect the Power Liftgate Module C1 connector.
2. Operate the Power Liftgate in both directions if possible.
Does the motor start to lift the liftgate but is very slow and labors extensively?
Yes
 Replace the Power Liftgate Drive Unit assembly in accordance with the service information.
Refer to DRIVE UNIT, POWER , REMOVAL .
No

8. CHECK THE (Q76) LATCH SECONDARY POSITION SENSE CIRCUIT FOR A SHORT TO
GROUND
Fig. 128: Checking Latch Secondary Position Sense Circuit For A Short To Ground

3. Measure the resistance between ground and the (Q76) Latch Secondary Position Sense circuit.
4. Wiggle the harness while observing the Ohmmeter.
Yes
 Repair the (Q76) Latch Secondary Position Sense circuit for a short to ground.
No
Go To 9.

9. CHECK THE (Q76) LATCH SECONDARY POSITION SENSE CIRCUIT FOR AN OPEN

2. Measure the resistance of the (Q76) Latch Secondary Position Sense between the Power Liftgate
Yes
 Go To 10.
No
Repair the (Q76) Latch Secondary Position Sense circuit for an open.

10. (Q76) LATCH SECONDARY POSITION SENSE WIRE SHORTED TO VOLTAGE

Fig. 130: Checking Latch Secondary Position Sense Wire For A Short To Voltage

2. Measure the voltage between ground and the (Q76) Latch Secondary Position Sense circuit.
3. Wiggle the harness while observing the voltmeter.
Yes
 Repair the (Q76) Latch Secondary Position Sense circuit for a short to voltage.
No
 Replace the Power Liftgate Latch in accordance with the Service Information. Refer to
LATCH, LIFTGATE , REMOVAL .

B1968-00-POWER LIFTGATE OPEN DIRECTION - EXCESSIVE TIME

THEORY OF OPERATION
This code can also set if for some reason the liftgate was in an opening operation and it was interrupted by the
engine cranking for over 20 seconds.
WHEN MONITORED:
Anytime the Power Liftgate is in a power open operation.
SET CONDITION:
The drive motor has taken longer than 15 seconds to complete an open command.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
EXCESSIVE CIRCUIT RESISTANCE ON THE (A115) POWER LIFTGATE MODULE FUSED B(+)
CIRCUIT, THE Q88 LIFTGATE OPEN DRIVER CIRCUIT, OR THE Q89 LIFTGATE CLOSE
DRIVER CIRCUIT
INCORRECT POWER LIFTGATE MODULE IS INSTALLED IN THE VEHICLE
DIAGNOSTIC TEST
1. DTC PRESENT
Does the scan tool display; B1968-00-POWER LIFTGATE OPEN DIRECTION - EXCESSIVE
TIME?
Yes
 Go To 2.
No
 Using the wiring diagram/schematic as a guide, inspect the wiring and connectors for an
conditions.
2. BINDING LIFTGATE
loose/hard weatherstrip or anything that would cause an obstruction to proper operation.
Yes

No
Go To 3.

3. CHECK FOR EXCESSIVE CIRCUIT RESISTANCE

1. Disconnect all Power Liftgate Module harness connectors.
3. Check all connectors and terminals for corrosion.
Do any connectors or terminals need repairing?
Yes
 Clean and repair wiring as necessary.

No
B1969-00-POWER LIFTGATE OPEN DIRECTION EXCESSIVE POSITION SENSOR COUNTS


WHEN MONITORED:
During Power Liftgate opening cycle.

SET CONDITION:
If the Power Liftgate (PLG) Module detects that the Power Liftgate Drive Unit has generated excessive pulses
during a full power cycle, this code will set.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
(Q51) FULL OPEN SWITCH CIRCUIT OPEN
(Q51) FULL OPEN SWITCH CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST
1. DTC PRESENT
3. Operate the Power Liftgate several times from stop to stop if possible.
Does the scan tool display; B1969-00-POWER LIFTGATE OPEN DIRECTION EXCESSIVE
POSITION SENSOR COUNTS?
Yes
 Go To 2.
No

conditions.
2. BINDING LIFTGATE
loose/hard weatherstrip, for wear or anything that would cause an obstruction to proper operation.

Yes

No
Go To 3.

3. POWER LIFTGATE MODULE - POSITION SENSE OPEN

1. Operate the liftgate from the full closed position and put an obstacle in its path to make it reverse.
Did the liftgate reverse back to the closed position?
Yes
 Go To 4.
No
Check to see if there is an updated flash for this module. If there is not an updated flash

available, replace the Power Liftgate Module in accordance with the service information.
Refer to MODULE, POWER LIFTGATE CONTROL , REMOVAL .



Drive Unit harness connector and the Power Liftgate Module C2 harness connector.
Yes
 Go To 5.
No


5. (Q51) FULL OPEN SWITCH CIRCUIT OPEN

Fig. 134: Checking Full Open Switch Circuit For Open


2. Measure the resistance of the (Q51) Full Open Switch circuit between the Power Liftgate Drive
Unit connector and the Power Liftgate Module C1 connector.
Yes
 Go To 6.
No
Repair the (Q51) Full Open Switch circuit for an open.


6. (Q51) LIFTGATE FULL OPEN SWITCH SENSE CIRCUIT SHORTED TO GROUND

Fig. 135: Checking Liftgate Full Open Switch Sense Circuit For Short To Ground
1. Measure the resistance between Ground and the (Q51) Full Open Switch circuit.
Yes
 Repair the (Q51) Full Open Switch circuit for a short to ground.
No
 Replace the Power Liftgate Drive Unit in accordance with Service Information. Refer to
B196A-00-POWER LIFTGATE CLOSE DIRECTION OVERCURRENT

WHEN MONITORED:
Anytime the Power Liftgate is in a power closing operation.

SET CONDITION:
The drive motor stall current of over 20 amps has been detected for over 500 ms. during a power closing
operation.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
STRUT BINDING
CIRCUIT
(Q88) LIFTGATE OPEN DRIVER CIRCUIT SHORT TO VOLTAGE
(Q76) LATCH SECONDARY POSITION SENSE WIRE SHORTED TO VOLTAGE
LIFTGATE LATCH
DIAGNOSTIC TEST
1. DTC PRESENT
Does the scan tool display; B196A-00-POWER LIFTGATE CLOSE DIRECTION

OVERCURRENT?
Yes
 Go To 2.
No

conditions.
2. BINDING LIFTGATE
loose/hard weatherstrip for wear or anything that would cause an obstruction to proper operation.
2. Check the struts to be sure they are not binding when the liftgate is closing.
Yes

No
Go To 3.

3. CHECK THE SECONDARY RATCHET SWITCH

1. With the scan tool, monitor the Secondary Ratchet Switch.
2. Using a screwdriver, click the latch to the fully closed position while observing the scan tool.
harness to check for an intermittent shorted circuit.
Yes
 Go To 4.
No
Go To 8.

4. CHECK THE (Q88) LIFTGATE OPEN DRIVER CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 137: Checking Liftgate Open Driver Circuit For A Short To Voltage

2. Disconnect the Power Liftgate Module C1 connector.
4. Measure the voltage between ground and the (Q88) Liftgate Open Driver circuit.
Yes
 Repair the (Q88) Liftgate Open Driver circuit for a short to voltage.
No
Go To 5.

DRIVER CIRCUIT
Turn the ignition off.
2. Wiggle the harness and check for an intermittent shorted condition.
Yes
 Go To 6.
No
Go To 7.

6. (Q88) LIFTGATE OPEN DRIVER WIRE SHORTED TO THE (Q89) LIFTGATE CLOSE
DRIVER WIRE

3. Wiggle the harness and check for an intermittent short circuit condition.
Yes
circuit.
No
Replace the Power Liftgate Drive Unit in accordance with service information. Refer to


1. Reconnect all connectors.
2. Operate the Power Liftgate in both directions if possible.
Does the motor start to lift or lower the liftgate but moves very slow and labors extensively?
Yes
 Replace the Power Liftgate Drive Unit assembly in accordance with the service information.
Refer to DRIVE UNIT, POWER , REMOVAL .
No

GROUND

Yes
No
Go To 9.


Yes
 Go To 10.
No

10. (Q76) LATCH SECONDARY POSITION SENSE WIRE SHORTED TO VOLTAGE


2. Measure the voltage of the (Q76) Latch Secondary Position Sense circuit in accordance with the
service information.
Yes
No
 Replace the Power Liftgate Latch in accordance with Service Information. Refer to LATCH,
LIFTGATE , REMOVAL .
B196B-00-POWER LIFTGATE CLOSE DIRECTION - EXCESSIVE TIME


THEORY OF OPERATION
This code can also set if for some reason the liftgate was in a closing operation and it was interrupted by the
engine cranking for over 20 seconds.
WHEN MONITORED:
Anytime the Power Liftgate is in a power close operation.
SET CONDITION:
The drive motor has taken longer than 15 seconds to complete a close command or 20 seconds with the engine
cranking.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
EXCESSIVE CIRCUIT RESISTANCE ON THE (A115) POWER LIFTGATE MODULE FUSED B(+)
CIRCUIT, THE Q88 LIFTGATE OPEN DRIVER CIRCUIT, OR THE Q89 LIFTGATE CLOSE
DRIVER CIRCUIT
INCORRECT POWER LIFTGATE MODULE WAS INSTALLED
DIAGNOSTIC TEST
1. DTC PRESENT
Does the scan tool display; B196B-00-POWER LIFTGATE CLOSE DIRECTION - EXCESSIVE
TIME?
Yes
 Go To 2.
No

conditions.
2. BINDING LIFTGATE
1. Examine the liftgate for proper alignment, worn or binding hinges, stiff liftgate prop assembly, or
loose/hard weatherstrip or anything that would cause an obstruction to proper operation.
Yes

No
Go To 3.

3. CHECK POWER LIFTGATE CONNECTORS FOR EXCESSIVE CIRCUIT RESISTANCE

1. Disconnect all Power Liftgate Module harness connectors.
3. Check all connectors for damage or corroded/pushed out terminals.
Do any connectors or terminals need repairing?
Yes
No
B196C-00-POWER LIFTGATE CLOSE DIRECTION EXCESSIVE POSITION SENSOR COUNTS


WHEN MONITORED:
During Power Liftgate closing cycle.

SET CONDITION:
If the Power Liftgate (PLG) Module detects that the Power Liftgate Drive Unit has generated excessive pulses
during a full power cycle, this code will set.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
LATCH ASSEMBLY
DIAGNOSTIC TEST
1. DTC PRESENT
3. Operate the Power Liftgate several times from stop to stop if possible.
4. With the scan tool, read ACTIVE DTCs.
Does the scan tool display; B196C-00-POWER LIFTGATE CLOSE DIRECTION EXCESSIVE
POSITION SENSOR COUNTS?
Yes
 Go To 2.
No

conditions.
2. BINDING LIFTGATE
loose/hard weatherstrip seal, for wear or anything that would cause an obstruction to proper
operation.
Yes
 Refer to STANDARD PROCEDURE .

No
Go To 3.

3. POWER LIFTGATE LATCH

1. With the scan tool, monitor the SECONDARY RATCHET SWITCH CLOSED.
2. Using a screwdriver, click the latch to the closed position while observing the scan tool.
harness to check for an intermittent open or shorted circuit.
Yes
 Go To 5.
No
Go To 4.

GROUND

Yes
No
Replace the Power Liftgate Latch assembly in accordance with the Service Information.

Refer to LATCH, LIFTGATE , REMOVAL .
5. POWER LIFTGATE MODULE - POSITION SENSE OPEN

1. Operate the liftgate from the full closed position and put an obstacle in its path to make it reverse.
Did the liftgate reverse back to the closed position?
Yes
 Replace the Power Liftgate Drive Unit in accordance with the service information. Refer to
No
B196D-POWER LIFTGATE OPEN DIRECTION - FULL OPEN SWITCH PERFORMANCE


THEORY OF OPERATION
The Full Open Switch indicates when the gate is a few degrees from full open position. The switch is closed
when the liftgate is fully open and the switch is open when the liftgate is either fully closed and latched or
between full open and closed. It can be checked by manually opening and closing the liftgate while monitoring
the scan tool.
WHEN MONITORED:
During the Power Liftgate open cycle or liftgate fully closed.
SET CONDITION:
The Full Open Switch was detected as closed with the liftgate being fully closed or the latch being fully latched.
The Full Open Switch was detected as closed before reaching 20% of full open position during an open
operation.
The Full Open Switch remained open after approximately reaching 10% of full open position during an open
operation.
May be triggered by an intermittent full open switch failure.
POSSIBLE CAUSES
Possible Causes
(Q51) LIFTGATE FULL OPEN SWITCH SENSE CIRCUIT OPEN
(Q51) LIFTGATE FULL OPEN SWITCH SENSE CIRCUIT INTERMITTENT SHORTED TO
GROUND
(Q51) LIFTGATE FULL OPEN SWITCH SENSE CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST
1. DTC PRESENT
4. Refer to Service Information and perform the Power Liftgate Learn Cycle procedure. Refer to
Does the scan tool display; B196D-00-POWER LIFTGATE OPEN DIRECTION - FULL OPEN
SWITCH PERFORMANCE?
Yes
 Go To 2.
No

intermittent condition. Operate the liftgate several times and check for any binding or
obstructions.
2. OBSTRUCTION OR STICKING SWITCH

1. Examine the liftgate for proper fit and alignment, foreign material in the drive unit or anything that
would cause an obstruction to proper operation of the Full Open Switch.
2. With the scan tool under PLGM, read the FULL OPEN SWITCH state.
3. While monitoring the scan tool, manually operate the liftgate to and from the full open position.
Does the switch status change smoothly as the liftgate is pulled down from the full open position?
Yes
 Go To 3.
No
Go To 4.

3. (Q51) FULL OPEN SWITCH SENSE CIRCUIT INTERMITTENT SHORTED TO GROUND

1. Gain access to the Power Liftgate Drive Unit harness connector.
2. Gain access to the Power Liftgate Module.
3. With the scan tool in Inputs/Outputs, read the FULL OPEN SWITCH state.
4. Manually open the liftgate to mid position.
5. While monitoring the scan tool, wiggle the wiring harness from the Power Liftgate Module to the
Power Liftgate Drive Unit assembly.
Did the switch status ever change?
Yes
 Repair the (Q51) Liftgate Full Open Switch Sense circuit for an intermittent short to ground.
No
4. POWER LIFTGATE DRIVE UNIT - FULL OPEN SWITCH
Fig. 147: Measuring Voltage Between Liftgate Full Open Switch Sense Circuit & Logic Ground In
The Drive Unit Connector

2. Measure the voltage between the (Q51) Liftgate Full Open Switch Sense circuit and (Q901) Logic
Ground in the Drive Unit connector.
3. While measuring the voltage, wiggle the harness from the PLG module to the Drive Unit
connector.
Is the voltage constantly above 4.6 volts?
Yes
No
Go To 5.


3. Measure the resistance between Ground and the (Q51) Liftgate Full Open Switch sense circuit in
the Power Liftgate Drive Unit harness connector.
Yes
 Repair the (Q51) Liftgate Full Open Switch Sense circuit for a short to ground.
No
Go To 6.

6. (Q51) LIFTGATE FULL OPEN SWITCH SENSE CIRCUIT SHORTED TO THE (Q901) LOGIC
GROUND
Fig. 149: Checking Liftgate Full Open Switch Sense Circuit For Short Logic Ground
1. Measure the resistance between the (Q51) Liftgate Full Open Switch sense circuit and the (Q901)
Logic Ground circuit in the Power Liftgate Drive Unit harness connector.
Is the resistance below 1000 Ohms?
Yes
 Repair the (Q51) Liftgate Full Open Switch Sense circuit for a short to the (Q901) Logic
Ground.
No
Go To 7.

7. (Q51) LIFTGATE FULL OPEN SWITCH SENSE CIRCUIT OPEN

Fig. 150: Checking Liftgate Full Open Switch Sense Circuit For Open
1. Measure the resistance of the (Q51) Liftgate Full Open Switch Sense circuit between the Power
Liftgate C1 connector and the Power Liftgate Drive Unit harness connector.
2. Wiggle the wiring Power Liftgate Module harness to check for an intermittent open condition.
Yes
No
 Repair the (Q51) Liftgate Full Open Switch Sense circuit for an open.
B196E-00-POWER LIFTGATE CLOSE DIRECTION - FULL OPEN SWITCH PERFORMANCE


THEORY OF OPERATION
The Full Open Switch indicates when the gate is a few degrees from full open position. The switch is closed
when the liftgate is fully open and the switch is open when the liftgate is either fully closed and latched or
between full open and closed. It can be checked by manually opening and closing the liftgate while monitoring
the scan tool.
WHEN MONITORED:
During the Power Liftgate close cycle.
SET CONDITION:
The Full Open Switch was detected as remaining closed after the liftgate closed 20% from start of the close
operation.
May be triggered by an intermittent full open switch failure.
POSSIBLE CAUSES
Possible Causes
(Q51) LIFTGATE FULL OPEN SWITCH SENSE CIRCUIT OPEN
(Q51) LIFTGATE FULL OPEN SWITCH SENSE CIRCUIT INTERMITTENT SHORTED TO
GROUND
(Q51) LIFTGATE FULL OPEN SWITCH SENSE CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST
1. DTC PRESENT
Does the scan tool display; B196E-00-POWER LIFTGATE CLOSE DIRECTION - FULL OPEN
SWITCH PERFORMANCE?
Yes
 Go To 2.
No
intermittent condition. Operate the liftgate several times and check for any binding or
obstructions.
Perform the BODY VERIFICATION TEST. Refer to BODY VERIFICATION TEST .


2. OBSTRUCTION OR STICKING SWITCH

1. Examine the liftgate for proper fit and alignment, foreign material in the drive unit or anything that
would cause an obstruction to proper operation of the Full Open Switch.
2. With the scan tool under PLGM, read the FULL OPEN SWITCH state.
3. Manually operate the liftgate from the full open to mid position several times while monitoring the
scan tool.
Does the switch status change smoothly as the liftgate is pulled down from the full open position?
Yes
 Go To 3.
No
Go To 4.

3. (Q51) LIFTGATE FULL OPEN SWITCH SENSE CIRCUIT INTERMITTENT SHORTED TO

GROUND
1. Gain access to the Power Liftgate Drive Unit harness connector.
2. Gain access to the Power Liftgate Module.
3. With the scan tool in Inputs/Outputs, read the FULL OPEN SWITCH state.
4. Manually open the liftgate to mid position.
5. While monitoring the scan tool, wiggle the wiring harness from the Power Liftgate Module to the
Power Liftgate Drive Unit assembly.
Did the switch status ever change?
Yes
 Repair the (Q51) Liftgate Full Open Switch Sense circuit for an intermittent short to ground.
No
Replace the Power Liftgate Drive Unit in accordance with the service information.

4. (Q901) LOGIC GROUND CIRCUIT OPEN

Fig. 152: Checking Logic Ground Circuit For And Open


4. Measure the resistance of both (Q901) Logic Ground circuits between the Power Liftgate Drive
Unit connector and the Power Liftgate Module C2 harness connector.
Is the resistance below 2.0 Ohms on both measurements?
Yes
 Go To 5.
No



Fig. 153: Measuring Voltage Between Liftgate Full Open Switch Sense Circuit & Logic Ground In
The Drive Unit Connector
1. Re-connect the Power Liftgate Module C2 harness connector.

3. Measure the voltage between (Q51) Liftgate Full Open Switch Sense circuit and the (Q901) Logic
Ground in the Power Driver Unit connector.
4. While measuring the voltage, wiggle the Power Liftgate Module to check for an intermittent short.
Is the voltage constantly above 4.6 volts?
Yes
 Replace the Power Liftgate Drive Unit in accordance with the service information. Refer to
No
Go To 6.


2. Disconnect the Power Liftgate Module C1 harness connector
3. Measure the resistance between Ground and the (Q51) Liftgate Full Open Switch Sense circuit in
the Power Liftgate Drive Unit connector.
Yes
 Repair the (Q51) Liftgate Full Open Switch Sense circuit for a short to ground.
No
Go To 7.

7. (Q51) LIFTGATE FULL OPEN SWITCH SENSE CIRCUIT SHORTED TO THE (Q901) LOGIC
GROUND
Fig. 155: Checking Liftgate Full Open Switch Sense Circuit For Short Logic Ground
1. Measure the resistance between the (Q51) Liftgate Full Open Switch sense circuit and the (Q901)
Logic Ground circuit in the Power Liftgate Drive Unit harness connector.
Yes
 Repair the (Q51) Liftgate Full Open Switch Sense circuit for a short to the (Q901) Logic
Ground.
No
Go To 8.

8. (Q51) LIFTGATE FULL OPEN SWITCH SENSE CIRCUIT OPEN

Fig. 156: Checking Liftgate Full Open Switch Sense Circuit For Open
1. Measure the resistance of the (Q51) Liftgate Full Open Switch Sense circuit between the PLG C1
connector and the Drive Unit connector.
2. Wiggle the wiring harness from the Power Liftgate Module to the Full Open Switch on the Power
Liftgate Drive Unit assembly.
Yes
No
 Repair the (Q51) Liftgate Full Open Switch Sense circuit for an open.
B196F-00-POWER LIFTGATE OPEN DIRECTION - RATCHET PRIMARY SWITCH

PERFORMANCE

THEORY OF OPERATION
The Primary Ratchet (Ajar) Switch must remain closed when the liftgate is fully open or between full open and
closed positions. The switch will open when the liftgate is fully closed and latched. This switch indicates when
the latch is in primary position. It is open when in primary and closed when out of primary.
WHEN MONITORED:
Whenever the power liftgate is performing a opening operation.
SET CONDITION:
The Liftgate Ajar Switch remained open during a power open cycle.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
LATCH CABLE NOT CONNECTED (WITHOUT PASSIVE ENTRY SYSTEM)
LOW SEAL LOAD
POWER LIFTGATE LATCH
DIAGNOSTIC TEST
1. DTC PRESENT
NOTE: This DTC will only set during the releasing operation after the 4 second
time out. This may make it difficult to reproduce.

Does the scan tool display; B196F-00-POWER LIFTGATE OPEN DIRECTION - RATCHET
PRIMARY SWITCH PERFORMANCE?
Yes
 Go To 2.
No

intermittent condition. Operate the door several times and check for any binding or other
obstructions.
2. BINDING LIFTGATE
1. Examine the liftgate for proper fit and alignment, loose/hard or torn seals, misaligned latch striker
or anything that would cause an obstruction to proper operation.
2. Check the liftgate seal. If it is to soft or to hard it will not provide a proper "Pop-Off" when the gate
is unlatched.
3. If the vehicle is Not equipped with the Passive Entry System, check for a broken or disconnected
latch cable.
4. Manually operate the liftgate of a known good vehicle and notice the effort needed to open and
close.
5. Compare the effort needed on the disabled liftgate.
Does it take more effort to operate the liftgate than it should?
Yes
 Refer to the Service information for the related symptom(s). Refer to STANDARD
PROCEDURE .
No
Go To 3.


1. With the scan tool, monitor the PRIMARY RATCHET SWITCH.
2. Using a screwdriver, click the latch to the second detent while observing the scan tool.
Yes
 Replace the Power Liftgate Module in accordance with Service Information. Refer to

No
Go To 4.

Fig. 158: Checking Logic Ground Circuit For An Open


4. Measure the resistance between ground and the (Q901) Logic Ground circuit in the Power Liftgate
Latch connector.
Yes
 Go To 5.
No


5. (G78) LIFTGATE AJAR SWITCH SENSE CIRCUIT OPEN


C2 harness connector and the Power Liftgate Latch connector.
Yes
REMOVAL .
No
 Repair the (G78) Liftgate Ajar Switch Sense circuit for an open.
B1970-00-POWER LIFTGATE CLOSE DIRECTION - RATCHET PRIMARY SWITCH

PERFORMANCE

THEORY OF OPERATION
The Primary Ratchet (Ajar) Switch must remain closed when the liftgate is fully open or between full open and
the latch is in primary position. It is open when in primary and closed when out of primary.
WHEN MONITORED:
Whenever the power liftgate in performing a power close operation.
SET CONDITION:
The ratchet primary (Ajar) switch is detected as open before the power cinching operation is started.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
DIAGNOSTIC TEST
1. DTC PRESENT
NOTE: This DTC will only set during the cinching operation after the four second

Does the scan tool display; B1970-00-POWER LIFTGATE CLOSE DIRECTION - RATCHET
Yes
 Go To 2.
No

obstructions.
2. BINDING LIFTGATE
close.
Yes

No
Go To 3.


Yes
 Go To 4.
No
Replace the Power Liftgate Module in accordance with the service information. Refer to




3. Measure the resistance between ground and the (Q901) Logic Ground circuit.
4. Wiggle the harness while observing the ohmmeter.
Yes
 Go To 5.
No
Repair the (Q901) Logic Ground circuit for an open.



C2 connector and the Power Liftgate Latch connector.
Yes
REMOVAL .
No
B1971-00-POWER LIFTGATE LATCH CINCH - RATCHET PRIMARY SWITCH PERFORMANCE


THEORY OF OPERATION
The Primary/Ratchet Switch must remain closed when the liftgate is fully open or between full open and closed
positions. The switch will open when the liftgate is fully closed and latched. It is open when the latch is in
primary position and closed when the latch is out of primary.
WHEN MONITORED:
SET CONDITION:
The ratchet switch did not remain closed during a power cinch operation.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
(G78) LIFTGATE AJAR SWITCH SENSE CIRCUIT SHORTED TO GROUND
(G78) LIFTGATE AJAR SWITCH SENSE CIRCUIT SHORTED TO THE (Q901) LOGIC GROUND
DIAGNOSTIC TEST
1. DTC PRESENT

Does the scan tool display; B1971-00-POWER LIFTGATE LATCH CINCH - RATCHET
Yes
 Go To 2.
No

obstructions.
2. BINDING LIFTGATE
close.
Yes

No
Go To 3.


Yes
No
 Go To 4.


2. Turn all light off.
4. Measure the resistance between ground and the (Q901) Logic Ground circuit in the Liftgate Latch
connector.

Yes
 Go To 5.
No


5. (G78) LIFTGATE AJAR SWITCH SENSE CIRCUIT SHORTED TO GROUND
Fig. 165: Rt-b1970-7 (G78) Liftgate Ajar Switch Sense Circuit Short To Ground
1. Measure the resistance between ground and the (G78) Liftgate Ajar Switch Sense circuit in the
Liftgate Latch connector.
Yes
 Repair the (G78) Liftgate Ajar Switch Sense circuit for a short to ground.
No
Go To 6.



Yes
 Go To 7.
No
Repair the (G78) Liftgate Ajar Switch Sense circuit for an open.

7. (G78) LIFTGATE AJAR SWITCH SENSE CIRCUIT SHORTED TO THE (Q901) LOGIC
GROUND
Fig. 167: Checking Liftgate Ajar Switch Sense Circuit For Short To Logic Ground
1. Measure the resistance between the (G78) Liftgate Ajar Switch Sense circuit and the (Q901) Logic
Ground circuit in the Power Liftgate Latch harness connector.
Yes
 Repair the (G78) Liftgate Ajar Switch Sense circuit for short to the (Q901) Logic Ground
circuit.
No
REMOVAL .
B1972-00-POWER LIFTGATE LATCH RELEASE - RATCHET PRIMARY SWITCH

PERFORMANCE

THEORY OF OPERATION
The Primary Ratchet Switch must remain closed when the liftgate is fully open or between full open and closed
positions. The switch will open when the liftgate is fully closed and latched. This switch indicates when the
latch is in primary position. It is open when in primary and closed when out of primary.
WHEN MONITORED:
Whenever the power liftgate is performing a power releasing operation or when the latch is unlatched and the
liftgate is open.
SET CONDITION:
When the ratchet switch remains open during a power release operation or when the primary ratchet switch is
detected open when the latch is unlatched (liftgate open).
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
(Q901) SENSOR GROUND CIRCUIT OPEN
DIAGNOSTIC TEST
1. DTC PRESENT
NOTE: This DTC will only set during the releasing operation after the four second

Does the scan tool display; B1972-00-POWER LIFTGATE LATCH RELEASE - RATCHET
Yes
 Go To 2.
No

obstructions.
2. BINDING LIFTGATE
close.
Yes

No
Go To 3.


Yes
No
 Go To 4.


Yes
 Go To 5.
No




Yes
REMOVAL .
No
B1973-00-POWER LIFTGATE OPEN DIRECTION - RATCHET SECONDARY SWITCH

PERFORMANCE

THEORY OF OPERATION
The Secondary Ratchet Switch must remain closed when the liftgate is fully open or between full open and
the latch is in secondary position. It is open when in secondary or primary positions and closed when out of
secondary.
WHEN MONITORED:
Whenever the power liftgate is performing a opening operation.
SET CONDITION:
The ratchet secondary switch is still detected as open after 10% of liftgate travel during an opening operation.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
(Q76) LATCH SECONDARY POSITION SENSE CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST
1. DTC PRESENT

Does the scan tool display; B1973-00-POWER LIFTGATE OPEN OPERATION- RATCHET
SECONDARY SWITCH PERFORMANCE?
Yes
 Go To 2.
No

obstructions.
2. BINDING LIFTGATE
close.
Yes

No
Go To 3.


2. Using a screwdriver, click the latch to the first detent while observing the scan tool.
No
 Go To 4.
Yes


Yes
 Go To 5.
No


5. CHECK THE (Q76) LATCH SECONDARY POSITION SENSE CIRCUIT OPEN


No
 Repair the (Q76) Latch Secondary Position Sense circuit for an open.
Yes
Go To 6.

6. (Q76) LATCH SECONDARY POSITION SENSE CIRCUIT SHORTED TO VOLTAGE

2. Measure the voltage of the (Q76) Latch Secondary Position Sense circuit.
No
REMOVAL .
Yes
B1974-00-POWER LIFTGATE CLOSE DIRECTION - RATCHET SECONDARY SWITCH

PERFORMANCE

THEORY OF OPERATION
the latch is in secondary position. It is open when in secondary or primary and closed when out of secondary
WHEN MONITORED:
Whenever the power liftgate is performing a closing operation.
SET CONDITION:
The ratchet secondary switch is detected as open to early in the power close operation.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
DIAGNOSTIC TEST
1. DTC PRESENT

Does the scan tool display; B1974-00-POWER LIFTGATE CLOSE OPERATION - RATCHET
Yes
 Go To 2.
No

obstructions.
2. BINDING LIFTGATE
close.
Yes

No
Go To 3.


No
 Go To 4.
Yes
 Replace the Power Liftgate Module in accordance with the service information.


Yes
 Go To 5.
No



No
Yes
Go To 6.

VOLTAGE

No
using the scan tool, run the "Latch Home Sector Test".
Yes
B1975-00-POWER LIFTGATE LATCH CINCH - RATCHET SECONDARY SWITCH

PERFORMANCE

THEORY OF OPERATION
the latch is in secondary position. It is open when in secondary or primary and closed when out of secondary
WHEN MONITORED:
Whenever the power liftgate latch is performing a cinching operation.
SET CONDITION:
The ratchet secondary switch is unstable during a cinching operation.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
LOW BATTERY VOLTAGE
DIAGNOSTIC TEST
1. DTC PRESENT
NOTE: Make sure the battery is fully charged and the vehicle charging system is

Does the scan tool display; B1975-00-POWER LIFTGATE LATCH CINCH - RATCHET
Yes
 Go To 2.
No

obstructions.
2. BINDING LIFTGATE
2. Check the liftgate seal to insure it is not to hard. Replace if necessary.
close.
Yes

No
Go To 3.


No
 Go To 4.
Yes
Replace the Power Liftgate Module in accordance with the service information. Refer to



3. Measure the resistance between ground and the (Q901) Sensor Ground circuit.
Yes
 Go To 5.
No
Repair the (Q901) Sensor Ground circuit for an open.


GROUND
No
 Go To 6.
Yes
Repair the (Q76) Latch Secondary Position Sense circuit for a short to ground.


No
Yes
Go To 7.

7. (Q76) LATCH SECONDARY POSITION SENSE WIRE SHORT TO VOLTAGE


2. Measure the voltage of the (Q76) Latch Secondary Position Sense circuit in accordance with the
service information.
No
with the scan tool, run the "Latch Home Sector Test".
Yes
B1976-00-POWER LIFTGATE LATCH RELEASE - RATCHET SECONDARY SWITCH

PERFORMANCE

THEORY OF OPERATION
The secondary ratchet switch must remain closed when the liftgate is fully open or between full open and closed
positions. The switch will open when the liftgate is fully closed and latched. This switch indicates when the
latch is in secondary position. It is open when in secondary or primary: closed when out of secondary
WHEN MONITORED:
Whenever the power liftgate is performing a releasing operation and when the liftgate is open.
SET CONDITION:
The ratchet secondary switch is unstable during a releasing operation or when the liftgate is open.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
DIAGNOSTIC TEST
1. DTC PRESENT
NOTE: This DTC will only set during the latching operation after the four second

Does the scan tool display; B1976-00-POWER LIFTGATE LATCH RELEASE - RATCHET
Yes
 Go To 2.
No

obstructions.
2. BINDING LIFTGATE
close.
Yes

No
Go To 3.


No
 Go To 4.
Yes
 Replace the Power Liftgate Module in accordance with the service information.


Yes
 Go To 5.
No


GROUND
Yes
No
Go To 6.


Yes
 Go To 7.
No

VOLTAGE

No
REMOVAL .
Yes
B1977-00-POWER LIFTGATE OPEN DIRECTION - SECTOR SWITCH PERFORMANCE


THEORY OF OPERATION
The sector switch is essentially a park switch for the latch. When the latch is running a cinch or release
operation, the switch is closed. After the cinch or release is complete, the PLGM will reverse direction of the
latch until the switch is open.
WHEN MONITORED:
Whenever the power liftgate is performing a power open operation.
SET CONDITION:
The sector switch is unstable prior to an opening operation.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
(Q79) SECTOR SWITCH SENSE CIRCUIT OPEN
(Q79) SECTOR SWITCH SENSE CIRCUIT SHORTED TO VOLTAGE
(Q79) SECTOR SWITCH SENSE CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST
1. CHECK FOR DTCS
NOTE: This DTC will only set during the power open operation after the four
second time out. This may make it difficult to reproduce.

Does the scan tool display; B1977-00-POWER LIFTGATE OPEN OPERATION - SECTOR
SWITCH PERFORMANCE?
Yes
 Go To 2.
No

obstructions.
2. BINDING LIFTGATE
close.
Yes

No
Go To 3.

3. LATCH HOME POSITION

1. Make sure the liftgate is closed.
2. With the scan tool in Inputs/Outputs, read the "Sector Gear Switch Closed" state.
Does the scan tool display; YES?
Yes
 Go To 9.
No
Go To 4.


Fig. 190: Checking Power Liftgate Latch


2. With the scan tool, monitor the Sector Gear Switch Closed state.
3. Connect a jumper wire between the (Q79) Sector Switch Sense circuit and the (Q901) Sensor
Ground circuit.
4. Repeat the previous step several times by disconnecting and connecting the jumper while observing
the scan tool.
Did the scan tool show the switch state changing correctly every time the jumper was connected
and disconnected?
Yes
 Replace the Power Liftgate Latch in accordance with the service information and using the
No
Go To 5.




Yes
 Go To 6.
No


6. CHECK THE (Q79) SECTOR SWITCH SENSE CIRCUIT FOR A SHORT TO GROUND
Fig. 192: Checking Sector Switch Sense Circuit For A Short To Ground
1. Measure the resistance between the (Q901) Logic Ground circuit and the (Q79) Sector Switch
Sense circuit.
Yes
 Go To 11.
No
 Go To 7.
7. CHECK THE (Q79) SECTOR SWITCH SENSE CIRCUIT FOR AN OPEN

Fig. 193: Checking Sector Switch Sense Circuit For An Open


2. Measure the resistance of the (Q79) Sector Switch Sense circuit between the Power Liftgate C2
No
 Repair the (Q79) Sector Switch Sense circuit for an open.

Yes
Go To 8.

8. CHECK THE (Q79) SECTOR SWITCH SENSE CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 194: Checking Sector Switch Sense Circuit For A Short To Voltage

2. Measure the voltage of the (Q79) Sector Switch Sense circuit.
No
Yes
Repair the (Q79) Sector Switch Sense circuit for a short to voltage.

9. ADJUST LATCH TO HOME POSITION

1. Close the liftgate.
2. With the scan tool run the "Latch Home Sector Test".
NOTE: This test will try to adjust the sector gear to the Home Position.
Does the scan tool display: NO?
Yes
 Repair is complete. The latch was not in the Home position.

No
Go To 10.

10. CHECK THE (Q79) SECTOR SWITCH SENSE CIRCUIT FOR A SHORT TO THE (Q901)

Sense circuit.
Yes
 Go To 11.
No
Replace the Power Liftgate Latch assembly in accordance with the Service Information and

REMOVAL .

2. Measure the resistance between ground and the (Q79) Sector Switch Sense circuit.
Yes
 Repair the (Q79) Sector Switch Sense circuit for a short to ground.
No
B1978-00-POWER LIFTGATE CLOSE DIRECTION - SECTOR SWITCH PERFORMANCE


THEORY OF OPERATION
operation, the switch is closed. After the cinch or release is complete, the Power Liftgate Module (PLGM) will
reverse direction of the latch until the switch is open.
WHEN MONITORED:
Whenever the Power Liftgate is performing a closing operation.
SET CONDITION:
The sector switch is unstable prior to a closing operation.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
DIAGNOSTIC TEST
1. DTC PRESENT

Does the scan tool display; B1978-00-POWER LIFTGATE CLOSING OPERATION - SECTOR
SWITCH PERFORMANCE?
Yes
 Go To 2.
No

obstructions.
2. BINDING LIFTGATE
close.
Yes

No
Go To 3.


Yes
 Go To 9.
No
Go To 4.




2. With the scan tool, monitor the Sector Gear Switch Closed.
3. Connect a jumper wire between the (Q79) Sector Switch Sense circuit and the (Q901) Logic
Ground circuit.
the scan tool.
and disconnected?
Yes
scan tool, run the power liftgate "Latch Home Sector Test" procedure. Refer to LATCH,
LIFTGATE , REMOVAL .
No
Go To 5.



Yes
 Go To 6.
No


1. Measure the resistance between the (Q901) Sensor Ground circuit and the (Q79) Sector Switch
Sense circuit in the Liftgate Latch connector.
Yes
 Go To 7.
No
 Go To 11.



Yes
 Go To 8.
No
Repair the (Q79) Sector Switch Sense circuit for an open.



Yes
 Repair the (Q79) Sector Switch Sense circuit for a short to voltage.
No
Replace the Power Liftgate Module in accordance with service information. Refer to


Yes
 Repair complete. The latch was not in the Home position.

No
Go To 10.

10. CHECK THE (Q79) SECTOR SWITCH SENSE CIRCUIT FOR A SHORT TO THE (Q901)

Sense circuit in the Power Liftgate Latch connector.
Yes
 Go To 11.
No

using the scan tool, run the power liftgate "Latch Home Sector Test" procedure. Refer to

Yes
 Repair the (Q79) Sector Switch Sense wire for a short to ground.
No
B1979-00-POWER LIFTGATE LATCH CINCH - SECTOR SWITCH PERFORMANCE


THEORY OF OPERATION
WHEN MONITORED:
Whenever the power liftgate is performing a cinching operation. It is monitored both in a manual mode and also
in a power mode (power closing).
SET CONDITION:
The sector switch is unstable during a cinching operation.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
DIAGNOSTIC TEST
1. DTC PRESENT

Does the scan tool display; B1979-00-POWER LIFTGATE LATCH CINCH - SECTOR SWITCH
PERFORMANCE?
Yes
 Go To 2.
No

obstructions.
2. BINDING LIFTGATE
close.
Yes

No
Go To 3.


Yes
 Go To 9.
No
Go To 4.




2. With the scan tool, monitor the Sector Gear Switch Closed.
Ground circuit.
the scan tool.
and disconnected?
Yes
REMOVAL .
No
Go To 5.



Yes
 Go To 6.
No
Repair the (Q901) Logic Ground wire for an open.


Sense circuit in the Liftgate Latch connector.
Yes
 Go To 11.
No
 Go To 7.



Yes
 Go To 8.
No



Yes
 Repair the (Q79) Sector Switch Sense circuit for a short to voltage.
No


Yes

No
Go To 10.


Sense circuit in the Power Liftgate Latch harness connector.
Yes
 Go To 11.
No

REMOVAL .

Yes
No
B197A-00-POWER LIFTGATE LATCH RELEASE - SECTOR SWITCH PERFORMANCE


THEORY OF OPERATION
WHEN MONITORED:
Whenever the power liftgate is performing a latch releasing operation.
SET CONDITION:
The sector switch is unstable during a latch releasing operation.
POSSIBLE CAUSES
Possible Causes
BINDING LIFTGATE
(Q79) SECTOR SWITCH SENSE CIRCUIT SHORT TO VOLTAGE
(Q79) SECTOR SWITCH SENSE CIRCUIT SHORT TO GROUND
DIAGNOSTIC TEST
1. DTC PRESENT

Does the scan tool display; B197A-00-POWER LIFTGATE LATCH RELEASE - SECTOR
SWITCH PERFORMANCE?
Yes
 Go To 2.
No

obstructions.
2. BINDING LIFTGATE
NOTE: If the liftgate fails to open manually, refer to LATCH, LIFTGATE ,

close.
Yes

No
Go To 3.


Yes
 Go To 9.
No
 Go To 4.


2. With the scan tool, monitor the Sector Gear Switch Closed state.
Ground circuit.
the scan tool.
and disconnected?
Yes
No
Go To 5.



Yes
 Go To 6.
No


Yes
 Go To 11.
No
 Go To 7.



Yes
 Go To 8.
No



Yes
 Repair the (Q79) Sector Switch Sense wire for a short to voltage.
No


Yes

No
Go To 10.


Yes
 Go To 11.
No
Replace the Power Liftgate Latch in accordance with the service information and using the

scan tool, run the "Latch Home Position Test". Refer to LATCH, LIFTGATE ,
REMOVAL .

Yes
No
B197F-11-POWER LIFTGATE LATCH CONTROL 1 - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
Anytime the Power Liftgate is in a latch cinch or release operation.
SET CONDITION:
When the liftgate latch motor cinch or release output is pulled low prior to or during a latch cinch or release
POSSIBLE CAUSES
Possible Causes
BINDING LATCH
LOW BATTERY VOLTAGE
(Q84) LIFTGATE LATCH CINCH DRIVER CIRCUIT SHORTED TO GROUND
(Q85) LIFTGATE LATCH RELEASE DRIVER CIRCUIT SHORTED TO GROUND
(Q84) LIFTGATE LATCH CINCH DRIVER CIRCUIT SHORTED TO THE (Q85) LIFTGATE
LATCH RELEASE DRIVER CIRCUIT
LATCH ASSEMBLY
DIAGNOSTIC TEST
1. DTC PRESENT
5. If the B2199-16-BATTERY VOLTAGE LOW DTC is present, repair that code before proceeding.
Does the scan tool display; B197F-11-POWER LIFTGATE LATCH CONTROL 1 - CIRCUIT
SHORT TO GROUND?
Yes
 Go To 2.
No
conditions in the latch assembly.

2. BINDING LIFTGATE LATCH

1. Examine the liftgate for proper alignment, worn or binding hinges, latch alignment or anything that
would cause an obstruction to proper operation.
2. With an open liftgate, manually close the latch and open it with the handle switch several times.
Yes

No
Go To 3.

(Q901) LOGIC GROUND
Fig. 222: Checking Liftgate Latch Cinch Driver Circuit For A Short To The Logic Ground

Cinch Driver circuit in the latch connector.
Yes
 Go To 6.
No
Go To 4.

4. CHECK THE (Q85) LIFTGATE LATCH RELEASE DRIVER CIRCUIT FOR A SHORT TO
THE (Q901) LOGIC GROUND
Fig. 223: Checking Liftgate Latch Release Driver Circuit For A Short To The Logic Ground
Release Driver circuit in the latch connector.

Yes
 Go To 6.
No
Go To 5.

(Q85) LIFTGATE LATCH RELEASE DRIVER CIRCUIT
Fig. 224: Measuring Resistance Between Liftgate Latch Cinch Driver Circuit & Liftgate Latch
Release Driver

Liftgate Latch Release Driver circuit.
Yes
 Repair the (Q84) Liftgate Latch Cinch Driver circuit for a short to the (Q85) Liftgate Latch
Release Driver Circuit.
No

REMOVAL .
6. CHECK THE (Q85) LIFTGATE LATCH RELEASE DRIVER CIRCUIT FOR A SHORT TO
GROUND
Fig. 225: Checking Liftgate Latch Release Driver Circuit For A Short To Ground

2. Measure the resistance between ground and the (Q85) Liftgate Latch Release Driver circuit.
Yes
 Repair the (Q85) Liftgate Latch Release Driver circuit for a short to ground.
No
 Go To 7.
7. CHECK THE (Q84) LIFTGATE LATCH CINCH DRIVER CIRCUIT FOR A SHORT TO
GROUND
Fig. 226: Checking Liftgate Latch Cinch Driver Circuit For A Short To Ground
1. Measure the resistance between ground and the (Q84) Liftgate Latch Cinch Driver circuit.
Yes
 Repair the (Q84) Liftgate Latch Cinch Driver circuit for a short to ground.
No
B197F-12-POWER LIFTGATE LATCH CONTROL 1 - CIRCUIT SHORT TO BATTERY


WHEN MONITORED:
Anytime the Power Liftgate is in a latch cinch or release operation.
SET CONDITION:
When the liftgate latch motor cinch or release output is pulled high prior to or during a latch cinch or release
POSSIBLE CAUSES
Possible Causes
HIGH BATTERY VOLTAGE
(Q85) LIFTGATE LATCH RELEASE DRIVER CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST
1. DTC PRESENT
5. If the B2199-17-BATTERY VOLTAGE - CIRCUIT VOLTAGE ABOVE THRESHOLD DTC is
present, repair that code before proceeding.
SHORT TO BATTERY?
Yes
 Go To 2.
No




4. Measure the voltage of the (Q84) Liftgate Latch Cinch Driver circuit.
Yes
 Go To 3.
No

3. (Q84) LIFTGATE LATCH CINCH DRIVER CIRCUIT SHORTED TO VOLTAGE


2. Measure the voltage of the (Q84) Liftgate Latch Cinch Driver circuit.
Yes
 Repair the (Q84) Liftgate Latch Cinch Driver circuit for a short to voltage.
No
 Repair the (Q85) Liftgate Latch Release Driver circuit for a short to voltage.
B197F-13-POWER LIFTGATE LATCH CONTROL 1 - CIRCUIT OPEN


WHEN MONITORED:
Anytime the Power Liftgate is performing a power cinching or releasing operation.
SET CONDITION:
When the power liftgate latch motor control circuit voltage is below the low voltage threshold.
POSSIBLE CAUSES
Possible Causes
(Q84) LIFTGATE LATCH CINCH DRIVER CIRCUIT OPEN
(Q85) LIFTGATE LATCH RELEASE DRIVER CIRCUIT OPEN
DIAGNOSTIC TEST
1. DTC PRESENT
OPEN?
Yes
 Go To 2.
No

2. LIFTGATE LATCH CIRCUIT OPEN

Fig. 231: Checking Liftgate Latch Circuit For Open


Liftgate Latch Release Driver circuit.
Is the resistance approximately 4.0 Ohms?
Yes
No
Go To 3.
3. (Q84) LIFTGATE LATCH CINCH DRIVER CIRCUIT OPEN
Fig. 232: Checking Liftgate Latch Cinch Driver Circuit For Open

Yes
 Go To 4.
No
Repair the (Q84) Liftgate Latch Cinch Driver circuit for an open.

4. (Q85) LIFTGATE LATCH RELEASE DRIVER CIRCUIT OPEN

Liftgate Module C2 harness connector and the Power Liftgate Latch harness connector.
Yes
REMOVAL .
No
 Repair the (Q85) Liftgate Latch Release Driver circuit for an open.

Fig. 234: Power Liftgate Module Wiring Diagram

WHEN MONITORED:
At all times.
SET CONDITION:
Whenever the liftgate is activated, if the voltage is below 10.5 volts, within 15 seconds prior to power operation,
this code will set.
POSSIBLE CAUSES
POSSIBLE CAUSES
PCM LOW VOLTAGE DTC
(A115) FUSED B+ CIRCUIT OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST
1. CHECK FOR PCM DTCS
NOTE: Make sure the battery is fully charged and serviceable before proceeding.
1. With the scan tool, read the PCM DTCs
Are there any PCM Battery or Charging System DTCs present?
Yes

INDEX - NGC and perform the appropriate Diagnostic Procedure .
No
Go To 2.


3. With the scan tool, read Power Liftgate Module Active DTCs.
Does the scan tool display; B2199-16-BATTERY VOLTAGE - CIRCUIT VOLTAGE BELOW
THRESHOLD?
Yes
 Go To 3.
No

3. CHECK THE (A115) FUSED B(+) CIRCUIT FOR AN OPEN OR HIGH RESISTANCE
Fig. 235: Checking Fused B(+) Circuit For An Open Or High Resistance

4. Measure the voltage between ground and the (A115) Fused B(+) circuit in the Power Liftgate C2
connector.
5. Compare the voltage read at the PLG C2 connector with a direct connection at the battery.
Is the voltage at the PLG C2 connector within 0.5 of a volt of the battery voltage?
Yes
 Go To 4.
No

4. CHECK THE (Z916) GROUND CIRCUIT FOR AN OPEN OR HIGH RESISTANCE
Fig. 236: Checking Ground Circuit For An Open Or High Resistance


2. Using a 12 volt test light, connect one end to the (A115) Fused B(+) circuit and the other end to the
(Z916) Ground in the Liftgate C2 harness connector.
that of a direct connection to the battery
Does the test tight illuminate brightly?
Yes
No
 Repair the (Z916) Ground circuit for an open or high resistance.


Fig. 237: Power Liftgate Module Wiring Diagram

WHEN MONITORED:
At all times.
SET CONDITION:
Anytime the Power Liftgate is activated and the module senses voltage input above 16.0 volts, this code will
set.
POSSIBLE CAUSES
POSSIBLE CAUSES
HIGH VOLTAGE POWERTRAIN CONTROL MODULE DTC
DIAGNOSTIC TEST

Are there any Battery or Charging System DTCs present?
Yes

No
Go To 2.


3. With the scan tool, read the Active PLG DTCs.
Does the scan tool display; B2199-17-BATTERY VOLTAGE - CIRCUIT VOLTAGE ABOVE
THRESHOLD?
Yes
No
B21DD-16-SYSTEM VOLTAGE - CIRCUIT VOLTAGE BELOW THRESHOLD
WHEN MONITORED:
Anytime the power liftgate module is awake
SET CONDITION:
This is a CAN message that the battery voltage was below 7.3 volts for over 10 seconds.
POSSIBLE CAUSES
Possible Causes
BATTERY OR VEHICLE CHARGING SYSTEM
LOW SYSTEM VOLTAGE
DIAGNOSTIC TEST

2. With the scan tool, read the ENGINE DTCs.
Are there any ENGINE Charging or Battery DTCs present?
Yes

No
B21DD-17-SYSTEM VOLTAGE - CIRCUIT VOLTAGE ABOVE THRESHOLD
WHEN MONITORED:
Anytime the power liftgate module is awake.
SET CONDITION:
This is a CAN message that the system voltage was above 18.4 volts for over 10 seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

2. Using the scan tool, read the Engine DTCs.
Yes

No
 This code is a CAN system message for information only. At some time the battery system
was over 18.4 volts. Check the charging system and system grounds in accordance with the
Service Information.
B224E-96-POWER LIFTGATE MODULE INTERNAL - COMPONENT INTERNAL FAILURE
WHEN MONITORED:
Whenever the battery is connected.
SET CONDITION:
When the module senses an internal problem, this code will set.
POSSIBLE CAUSES
Possible Causes
TROUBLE CODE PRESENT
DIAGNOSTIC TEST
1. DTC PRESENT
2. Cycle the ignition switch from On to Off.
3. Wait 30 seconds.
Does the scan tool display; B224E-96-POWER LIFTGATE MODULE INTERNAL -

COMPONENT INTERNAL FAILURE?
No
 Operate the power liftgate open and closed several times. With the scan tool, read the DTCs.
If this code appears, replace the Power Liftgate Module in accordance with the Service
Information. Refer to MODULE, POWER LIFTGATE CONTROL , REMOVAL .
Yes
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(+) (125k) CIRCUIT
DIAGNOSTIC TEST
Is this DTC active?
Yes
No
WHEN MONITORED:
Whenever the battery is connected.
SET CONDITION:
When the module receives mixed messages from the TIPM, this code will set.
POSSIBLE CAUSES
Possible Causes

DIAGNOSTIC TEST
1. DTC PRESENT
2. Cycle the ignition switch from On to Off.
3. Wait 30 seconds.
Does the scan tool display; U0431-00-IMPLAUSIBLE DATA RECEIVED FROM IPM?
No
Yes
Go To 2.


1. With the scan tool, read the DTCs in several other modules.
Does the scan tool display; U0431-00-IMPLAUSIBLE DATA RECEIVED FROM IPM in other
modules?
No
Yes
 Replace the TIPM in accordance with the Service Information. Refer to MODULE,
TOTALLY INTEGRATED POWER (TIPM) , REMOVAL .
2011 AUTOMATIC TRANSMISSION Powertrain Control Module (PCM) - Electrical Diagnostics - 545RE - Grand
Cherokee
Powertrain Control Module (PCM) - Electrical Diagnostics - 545RE - Grand Cherokee

DTC Description
P0122 TPS/APP CIRCUIT LOW
P0123 TPS/APP CIRCUIT HIGH
P0124 TPS/APP INTERMITTENT
P0218 HIGH TEMPERATURE OPERATION ACTIVATED
P0602 CONTROL MODULE PROGRAMMING ERROR/NOT PROGRAMMED
P0604 INTERNAL CONTROL MODULE RAM
P0605 INTERNAL CONTROL MODULE ROM
P0613 INTERNAL TRANSMISSION PROCESSOR
P0706 TRANSMISSION RANGE SENSOR RATIONALITY
P0711 TRANSMISSION TEMPERATURE SENSOR PERFORMANCE
P0712 TRANSMISSION TEMPERATURE SENSOR LOW
P0713 TRANSMISSION TEMPERATURE SENSOR HIGH
P0714 TRANSMISSION TEMPERATURE SENSOR INTERMITTENT
P0716 INPUT SPEED SENSOR 1 CIRCUIT PERFORMANCE
P0721 OUTPUT SPEED SENSOR CIRCUIT PERFORMANCE
P0726 ENGINE SPEED INPUT CIRCUIT RANGE/PERFORMANCE
P0731 GEAR RATIO ERROR IN 1ST
P0732 GEAR RATIO ERROR IN 2ND
P0733 GEAR RATIO ERROR IN 3RD
P0734 GEAR RATIO ERROR IN 4TH
P0736 GEAR RATIO ERROR IN REVERSE
P0740 TCC OUT OF RANGE
P0750 LR SOLENOID CIRCUIT
P0755 2C SOLENOID CIRCUIT
P0765 UD SOLENOID CIRCUIT
P0770 4C SOLENOID CIRCUIT
P0841 LR PRESSURE SWITCH RATIONALITY
P0845 2C HYDRAULIC PRESSURE TEST
P0846 2C PRESSURE SWITCH RATIONALITY
P0868 LINE PRESSURE LOW
P0869 LINE PRESSURE HIGH
P0870 OD HYDRAULIC PRESSURE TEST
2011 AUTOMATIC TRANSMISSION Powertrain Control Module (PCM) - Electrical Diagnostics - 545RE - Grand
Cherokee
P0871 OD PRESSURE SWITCH RATIONALITY

P0875 UD HYDRAULIC PRESSURE TEST
P0876 UD PRESSURE SWITCH RATIONALITY
P0882 TCM POWER INPUT LOW
P0883 TCM POWER INPUT HIGH
P0884 POWER UP AT SPEED
P0890 SWITCHED BATTERY
P0933 HYDRAULIC PRESSURE SENSOR RANGE/PERFORMANCE
P0934 LINE PRESSURE SENSOR CIRCUIT LOW
P0935 LINE PRESSURE SENSOR CIRCUIT HIGH
P0944 LOSS OF HYDRAULIC PUMP PRIME
P0987 4C HYDRAULIC PRESSURE TEST
P0988 4C PRESSURE SWITCH RATIONALITY
P1684 BATTERY WAS DISCONNECTED
P1715 RESTRICTED MANUAL VALVE IN T3 RANGE
P1736 GEAR RATIO ERROR IN 2ND PRIME
P1775 SOLENOID SWITCH VALVE LATCHED IN TCC POSITION
P1776 SOLENOID SWITCH VALVE LATCHED IN LR POSITION
P1794 SPEED SENSOR GROUND ERROR
P2700 INADEQUATE ELEMENT VOLUME LR
P2701 INADEQUATE ELEMENT VOLUME 2C
P2702 INADEQUATE ELEMENT VOLUME OD
P2703 INADEQUATE ELEMENT VOLUME UD
P2704 INADEQUATE ELEMENT VOLUME 4C
P2706 MS SOLENOID CIRCUIT
U1449 IMPLAUSIBLE ERS MESSAGE RECEIVED
2011 ENGINE PERFORMANCE Powertrain Control Module (PCM) - Electrical Diagnostics, 3.0L Diesel - Grand
Cherokee
2011 ENGINE PERFORMANCE
Powertrain Control Module (PCM) - Electrical Diagnostics, 3.0L Diesel - Grand Cherokee

DTC Description
P0016 CRANKSHAFT/CAMSHAFT MISALIGNMENT-BANK 1- SENSOR 1
P0045 TURBOCHARGER BOOST CONTROL CIRCUIT/OPEN
P0046 TURBOCHARGER BOOST CONTROL CIRCUIT/EXCESSIVE CURRENT
P0047 TURBOCHARGER BOOST CONTROL CIRCUIT LOW
P0048 TURBOCHARGER BOOST CONTROL CIRCUIT HIGH
P0053 O2 SENSOR 1/1 HEATER RESISTANCE
P0069 MANIFOLD ABSOLUTE PRESSURE / BAROMETRIC PRESSURE
CORRELATION
P0070 AMBIENT AIR TEMPERATURE SENSOR STUCK
P0072 AMBIENT AIR TEMPERATURE SENSOR CIRCUIT LOW
P0073 AMBIENT AIR TEMPERATURE SENSOR CIRCUIT HIGH
P0087 FUEL RAIL PRESSURE TOO LOW
P0088 FUEL RAIL PRESSURE TOO HIGH
P0089 FUEL PRESSURE 1 CONTROL CIRCUIT/OPEN
P0090 FUEL PRESSURE 1 CONTROL CIRCUIT/OPEN
P0091 FUEL PRESSURE 1 CONTROL CIRCUIT LOW
P0092 FUEL PRESSURE 1 CONTROL CIRCUIT HIGH
P0097 INTAKE AIR TEMPERATURE SENSOR 2 CIRCUIT LOW
P0098 INTAKE AIR TEMPERATURE SENSOR 2 CIRCUIT HIGH
P0101 MASS AIR FLOW SENSOR PERFORMANCE
P0102 MASS AIR FLOW SENSOR CIRCUIT LOW
P0103 MASS AIR FLOW SENSOR CIRCUIT HIGH
P0112 INTAKE AIR TEMPERATURE SENSOR CIRCUIT LOW
P0113 INTAKE AIR TEMPERATURE SENSOR CIRCUIT HIGH
P0117 ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT LOW
P0118 ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT HIGH
P0130 O2 SENSOR 1/1 CIRCUIT OPEN
P0131 O2 SENSOR 1/1 CIRCUIT LOW
P0132 O2 SENSOR 1/1 CIRCUIT HIGH
P0134 O2 SENSOR CIRCUIT NO ACTIVITY DETECTED - BANK 1 SENSOR 1
P0135 O2 SENSOR 1/1 HEATER PERFORMANCE
P0182 FUEL TEMPERATURE SENSOR CIRCUIT LOW
P0183 FUEL TEMPERATURE SENSOR CIRCUIT HIGH
P0192 FUEL RAIL PRESSURE SENSOR LOW
Cherokee
P0193 FUEL RAIL PRESSURE SENSOR HIGH

P0201 FUEL INJECTOR 1 CIRCUIT / OPEN
P020A CYLINDER 1 INJECTION TIMING
P020B CYLINDER 2 INJECTION TIMING
P0203 CYLINDER 3 INJECTION TIMING
P020D CYLINDER 4 INJECTION TIMING
P020E CYLINDER 5 INJECTION TIMING
P020F CYLINDER 6 INJECTION TIMING
P0219 ENGINE OVERSPEED CONDITION
P0234 TURBOCHARGER OVERBOOST CONDITION
P0237 TURBO BOOST PRESSURE SENSOR CIRCUIT LOW
P0238 TURBO BOOST PRESSURE SENSOR CIRCUIT HIGH
P0251 INJECTION PUMP FUEL METERING CONTROL CIRCUIT OPEN
P0253 INJECTION PUMP FUEL METERING CONTROL CIRCUIT LOW
P0254 INJECTION PUMP FUEL METERING CONTROL CIRCUIT HIGH
P0257 INJECTION PUMP FUEL METERING CONTROL CIRCUIT PERFORMANCE
P0262 FUEL INJECTOR 1 CIRCUIT HIGH
P0274 CYLINDER 5 INJECTOR CIRCUIT HIGH
P0277 CYLINDER 6 INJECTOR CIRCUIT HIGH
P0299 TURBOCHARGER UNDERBOOST CONDITION
P0335 CRANKSHAFT POSITION SENSOR CIRCUIT
P0336 CRANKSHAFT POSITION SENSOR PERFORMANCE
P0340 CAMSHAFT POSITION SENSOR CIRCUIT
P0341 CAMSHAFT POSITION SENSOR - PERFORMANCE BANK 1 - SENSOR 1
P0383 GLOW PLUG CONTROL MODULE CONTROL CIRCUIT LOW
P0384 GLOW PLUG CONTROL MODULE CONTROL CIRCUIT HIGH
P0401 EGR FLOW INSUFFICIENT DETECTED
P0402 EGR FLOW EXCESSIVE DETECTED
P0403 EGR CONTROL CIRCUIT OPEN
P0404 EGR CONTROL CIRCUIT PERFORMANCE
P0405 EGR POSITION SENSOR CIRCUIT LOW
P0406 EGR POSITION SENSOR CIRCUIT HIGH
P042C CATALYST TEMPERATURE SENSOR CIRCUIT LOW
P042D
Cherokee
CATALYST TEMPERATURE SENSOR CIRCUIT HIGH

P042E EXHAUST GAS RECIRCULATION CONTROL STUCK OPEN
P0462 FUEL LEVEL SENSOR 1 CIRCUIT LOW
P0480 COOLING FAN 1 CONTROL CIRCUIT
P0489 EGR CONTROL CIRCUIT LOW
P0490 EGR CONTROL CIRCUIT HIGH
P049D EGR CONTROL POSITION EXCEEDED LEARNING LIMIT
P0501 VEHICLE SPEED SENSOR 1 PERFORMANCE
P0503 VEHICLE SPEED SENSOR "A" INTERMITTENT/ERRATIC/HIGH
P0504 BRAKE SWITCH A/B CORRELATION
P0513 INVALID SKIM KEY
P0520 ENGINE OIL PRESSURE SENSOR CIRCUIT
P053A CRANKCASE VENT HEATER CONTROL CIRCUIT OPEN
P053B CRANKCASE VENT HEATER CONTROL CIRCUIT LOW
P053C CRANKCASE VENT HEATER CONTROL CIRCUIT HIGH
P053S CRANKCASE VENT HEATER CONTROL CIRCUIT PERFORMANCE
P0545 EXHAUST GAS TEMPERATURE SENSOR CIRCUIT LOW - BANK 1 SENSOR
1
P0546 EXHAUST GAS TEMPERATURE SENSOR CIRCUIT HIGH - BANK 1
SENSOR 1
P0562 SYSTEM VOLTAGE LOW
P0563 SYSTEM VOLTAGE HIGH
P0571 BRAKE SWITCH 1 PERFORMANCE
P0600 SERIAL COMMUNICATION LINK
P0601 INTERNAL CONTROL MODULE MEMORY CHECKSUM ERROR
P0606 INTERNAL CONTROL PROCESSOR
P0607 ECU INTERNAL PERFORMANCE
P060A INTERNAL CONTROL MODULE MONITORING PROCESSOR
PERFORMANCE
P060B INTERNAL CONTROL MODULE A/D PROCESSING PERFORMANCE
P060D INTERNAL CONTROL MODULE ACCELERATOR PEDAL POSITION
PERFORMANCE
P0616 STARTER CONTROL CIRCUIT LOW
P0617 STARTER CONTROL CIRCUIT HIGH
P061A INTERNAL CONTROL MODULE TORQUE PERFORMANCE
P061B INTERNAL CONTROL MODULE TORQUE CALCULATION PERFORMANCE
P061C INTERNAL CONTROL MODULE ENGINE RPM PERFORMANCE
P0627 FUEL PUMP CONTROL CIRCUIT OPEN
P0628 FUEL PUMP CONTROL CIRCUIT LOW
P0629 FUEL PUMP CONTROL CIRCUIT HIGH
P062A FUEL PUMP "A" CONTROL CIRCUIT RANGE/PERFORMANCE
P062B INTERNAL CONTROL MODULE FUEL INJECTOR CONTROL CIRCUIT
Cherokee
PERFORMANCE
P062F INTERNAL CONTROL MODULE EEPROM ERROR
P0638 ELECTRONIC THROTTLE CONTROL CIRCUIT PERFORMANCE
P0641 SENSOR REFERENCE VOLTAGE 1 CIRCUIT
P0645 A/C CLUTCH CONTROL CIRCUIT
P0647 A/C CLUTCH CONTROL CIRCUIT HIGH
P064C GLOW PLUG CONTROL CIRCUIT MODULE 1
P0658 ACTUATOR SUPPLY VOLTAGE "A" CIRCUIT LOW
P0659 ACTUATOR SUPPLY VOLTAGE "A" CIRCUIT HIGH
P066A CYLINDER 1 GLOW PLUG CIRCUIT LOW
P066C CYLINDER 2 GLOW PLUG CIRCUIT LOW
P066E CYLINDER 3 GLOW PLUG CIRCUIT LOW
P0670 GLOW PLUG CONTROL MODULE CONTROL CIRCUIT OPEN
P0671 CYLINDER 1 GLOW PLUG CIRCUIT
P0683 GLOW PLUG CONTROL MODULE TO PCM COMMUNICATION
P0685 ASD/MAIN CONTROL CIRCUIT
P068A PCM POWER DE-ENERGIZED PERFORMANCE - TOO EARLY
P06E9 ENGINE STARTER PERFORMANCE
P0850 PARK/NEUTRAL SWITCH PERFORMANCE
P1131 FUEL PRESSURE REGULATOR VALVE
P1649 GLOW PLUG MODULE POWER SUPPLY CIRCUIT
P1946 CRASH EVENT DETECTED - ENGINE SHUTDOWN
P198A AWD SYSTEM PERFORMANCE
P1D30 OIL VISCOSITY TOO LOW
P1D38 INTERNAL CONTROL MODULE LEVEL 2 INJECTION CUT OFF ACTIVE
P1D39 INTERNAL CONTROL MODULE A/D VOLTAGE TEST ERROR
P1D3A INTERNAL CONTROL MODULE A/D VOLTAGE RATIO ERROR
P1D3B INTERNAL CONTROL MODULE MONITORING BYTE ERROR
P1D3C INTERNAL CONTROL MODULE MONITORING RESPONSE TIME ERROR
P1D3D INTERNAL CONTROL MODULE SERIAL LINK ERROR
P1D3E
Cherokee
INTERNAL CONTROL MODULE SHUT OFF TEST ERROR

P1D3F INTERNAL CONTROL MODULE SHUT OFF TEST UNDERVOLTAGE
ERROR
P1D40 INTERNAL CONTROL MODULE SHUT OFF TEST MONITORING MODULE
ERROR
P1D41 INTERNAL CONTROL MODULE SHUT OFF TEST TIME OUT ERROR
P1D42 INTERNAL CONTROL MODULE SHUT OFF TEST POSTIIVE ERROR
P1D43 INTERNAL CONTROL MODULE SHUT OFF TEST MONITORING TIME
ERROR
P1D44 INTERNAL CONTROL MODULE SHUT OFF TEST OVERVOLTAGE ERROR
P1D49 INTERNAL CONTROL MODULE POST INJECTION 2 SHUT OFF ERROR
P1D4A INTERNAL CONTROL MODULE POST INJECTION 3 EFFICIENCY ERROR
P1D4B INTERNAL CONTROL MODULE POST OVERRUN MONITORING ERROR
P1D4C INTERNAL CONTROL MODULE QUANTITY WAVE PLAUSIBILITY ERROR
P1D4D INTERNAL CONTROL MODULE RAIL PRESSURE PLAUSIBILITY ERROR
P1D4E INTERNAL CONTROL MODULE MONITORING CURRENT TORQUE
LIMITATION
P1D4F INTERNAL CONTROL MODULE MONITORING LEAD TORQUE
LIMITATION
P1D55 INTERNAL CONTROL MODULE WATCHDOG QUERY RESPONSE TIME
ERROR
P1D56 INTERNAL CONTROL MODULE CPU UNDERVOLTAGE ERROR
P1D57 INTERNAL CONTROL MODULE CPU OVERVOLTAGE ERROR
P1D58 INTERNAL CONTROL MODULE WATCHDOG RESET ERROR
P2002 DIESEL PARTICULATE FILTER EFFICIENCY BELOW THRESHOLD
P2008 INTAKE MANIFOLD RUNNER (SWIRL) CONTROL CIRCUIT OPEN - BANK
1
P2009 INTAKE MANIFOLD RUNNER (SWIRL) CONTROL CIRCUIT LOW - BANK 1
P2010 INTAKE MANIFOLD RUNNER (SWIRL) CONTROL CIRCUIT HIGH - BANK
1
P2014 INTAKE MANIFOLD RUNNER (SWIRL) POSITION SENSOR CIRCUIT
P2015 INTAKE MANIFOLD RUNNER POSITION SENSOR PERFORMANCE - BANK
1
P2016 INTAKE MANIFOLD RUNNER (SWIRL) POSITION SENSOR CIRCUIT LOW
- BANK 1
P2017 INTAKE MANIFOLD RUNNER (SWIRL) POSITION SENSOR CIRCUIT HIGH
- BANK1
P2032 EXHAUST GAS TEMPERATURE SENSOR CIRCUIT LOW - BANK 1 SENSOR
2
P2033 EXHAUST GAS TEMPERATURE SENSOR CIRCUIT HIGH - BANK 1
SENSOR 2
P2100 ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT OPEN
P2101 ELECTRONIC THROTTLE CONTROL MOTOR PERFORMANCE
Cherokee
P2102 EGR AIR FLOW CONTROL VALVE CIRCUIT LOW

P2103 ELECTRONIC THROTTLE CONTROL MOTOR HIGH
P2107 ELECTRONIC THROTTLE CONTROL MODULE PERFORMANCE
P210C ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT LOW - BANK 2
P210D ELECTRONIC THROTTLE CONTROL MOTOR HIGH - BANK 2
P2122 ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT LOW
P2123 ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT HIGH
P2135 THROTTLE POSITION SENSOR 1/2 CORRELATION
P2148 FUEL INJECTOR GROUP 1 SUPPLY VOLTAGE CIRCUIT HIGH
P2151 FUEL INJECTOR GROUP 2 SUPPLY VOLTAGE CIRCUIT HIGH
P2173 THROTTLE ACTUATOR CONTROL SYSTEM - HIGH AIR FLOW DETECTED
P2226 BAROMETRIC PRESSURE SENSOR CIRCUIT
P2228 BAROMETRIC PRESSURE SENSOR CIRCUIT LOW
P2229 BAROMETRIC PRESSURE SENSOR CIRCUIT HIGH
P2231 O2 SENSOR SIGNAL CIRCUIT SHORTED TO HEATER CIRCUIT - BANK 1
SENSOR 1
P2237 O2 SENSOR 1/1 PUMP CELL CURRENT CIRCUIT OPEN
P2243 O2 SENSOR 1/1 REFERENCE VOLTAGE CIRCUIT OPEN
P2244 O2 SENSOR REFERENCE VOLTAGE - BANK 1 SENSOR 1
P2266 WATER IN FUEL (WIF) SENSOR VOLTAGE TOO LOW
P244A DIESEL PARTICULATE FILTER DIFFERENTIAL PRESSURE TOO LOW
P244B DIESEL PARTICULATE FILTER DIFFERENTIAL PRESSURE TOO HIGH
P2453 DIESEL PARTICULATE FILTER DIFFERENTIAL PRESSURE SENSOR
CIRCUIT PERFORMANCE
P245A EGR COOLER BYPASS CONTROL CIRCUIT/OPEN
P245B EGR COOLER BYPASS CONTROL CIRCUIT PERFORMANCE
P245C EGR COOLER BYPASS CONTROL CIRCUIT LOW
P245D EGR COOLER BYPASS CONTROL CIRCUIT HIGH
P253F ENGINE OIL DETERIORATED
P2610 PCM INTERNAL ENGINE OFF TIMER PERFORMANCE
P268c CYLINDER 1 INJECTOR DATA INCOMPATIBLE
P268D CYLINDER 2 INJECTOR DATA INCOMPATIBLE
P268E CYLINDER 3 INJECTOR DATA INCOMPATIBLE
P268F CYLINDER 4 INJECTOR DATA INCOMPATIBLE
P2690 CYLINDER 5 INJECTOR DATA INCOMPATIBLE
P2691 CYLINDER 6 INJECTOR DATA INCOMPATIBLE
P2A00 O2 SENSOR 1/1 CIRCUIT PERFORMANCE
U0101 LOST COMMUNICATION WITH TCM
U0103 LOST COMMUNICATION WITH ELECTRIC GEAR SHIFT MODULE
Cherokee
U0120 LOST COMMUNICATION WITH STARTER/GENERATOR CONTROL

MODULE
U0122 LOST COMMUNICATION WITH VEHICLE DYNAMICS CONTROL
MODULE
U0131 LOST COMMUNICATION WITH ELECTRIC POWER STEERING CONTROL
MODULE
U0146 LOST COMMUNICATION WITH CENTRAL GATEWAY (TIPM)
U0164 LOST COMMUNICATION WITH HVAC CONTROL MODULE
U0168 LOST COMMUNICATION WITH VEHICLE SECURITY CONTROL MODULE
(WIN)
U0402 IMPLAUSIBLE DATA RECEIVED FROM TCM
U0405 IMPLAUSIBLE DATA RECEIVED FROM CRUISE CONTROL MODULE
U0407 IMPLAUSIBLE DATA RECEIVED FROM GLOW PLUG CONTROL MODULE
U0415 IMPLAUSIBLE DATA RECEIVED FROM ABS
U0416 IMPLAUSIBLE DATA RECEIVED FROM ESP
U0424 IMPLAUSIBLE DATA RECEIVED FROM HVAC CONTROL MODULE
U0427 IMPLAUSIBLE DATA RECEIVED FROM VEHICLE SECURITY CONTROL
MODULE
U0431 IMPLAUSIBLE DATA RECEIVED FROM IPM (FCM/TIPM)
U0452 INVALID DATA RECEIVED FROM RESTRAINTS CONTROL MODULE
U1008 LIN 1 BUS
U1432 IMPLAUSIBLE CABIN TEMPERATURE SIGNAL RECEIVED
2011 ENGINE PERFORMANCE Powertrain Control Module (PCM) - Electrical Diagnostics, NGC - Grand Cherokee
2011 ENGINE PERFORMANCE
Powertrain Control Module (PCM) - Electrical Diagnostics, NGC - Grand Cherokee

DTC Description
P000A BANK 1 CAMSHAFT 1 POSITION SLOW RESPONSE (3.6L)
P000B BANK 1 CAMSHAFT 2 POSITION SLOW RESPONSE (3.6L)
P000B BANK 1 CAMSHAFT 2 POSITION SLOW RESPONSE (5.7L)
P000C BANK 2 CAMSHAFT 1 POSITION SLOW RESPONSE (3.6L)
P000D BANK 2 CAMSHAFT 2 POSITION SLOW RESPONSE (3.6L)
P0010 BANK 1 CAMSHAFT 1 POSITION ACTUATOR CIRCUIT OPEN
P0013 BANK 1 CAMSHAFT 2 POSITION ACTUATOR CIRCUIT OPEN (5.7L)
P0014 BANK 1 CAMSHAFT 2 POSITION TARGET PERFORMANCE (5.7L)
P0016 CRANKSHAFT/CAMSHAFT TIMING MISALIGNMENT - BANK 1 SENSOR 1
P0031 O2 SENSOR 1/1 HEATER CIRCUIT LOW
P0032 O2 SENSOR 1/1 HEATER CIRCUIT HIGH
P0071 AMBIENT AIR TEMPERATURE SENSOR PERFORMANCE
P0107 MANIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT LOW
P0108 MANIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT HIGH
P0111 INTAKE AIR TEMPERATURE SENSOR RATIONALITY
P0112 INTAKE AIR TEMPERATURE SENSOR CIRCUIT LOW
P0113 INTAKE AIR TEMPERATURE SENSOR CIRCUIT HIGH
P0116 ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT PERFORMANCE
P0117 ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT LOW
P0118 ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT HIGH
P0121 THROTTLE POSITION SENSOR 1 PERFORMANCE

P0122 THROTTLE POSITION SENSOR 1 CIRCUIT LOW
P0123 THROTTLE POSITION SENSOR 1 CIRCUIT HIGH
P0125 INSUFFICIENT COOLANT TEMP FOR CLOSED-LOOP FUEL CONTROL
P0128 THERMOSTAT RATIONALITY
P0129 BAROMETRIC PRESSURE OUT-OF-RANGE LOW
P0133 O2 SENSOR 1/1 SLOW RESPONSE
P0140 O2 SENSOR 1/2 NO ACTIVITY DETECTED
P0160 O2 SENSOR 2/2 NO ACTIVITY DETECTED
P0171 FUEL SYSTEM 1/1 LEAN
P0172 FUEL SYSTEM 1/1 RICH
P0174 FUEL SYSTEM 2/1 LEAN
P0175 FUEL SYSTEM 2/1 RICH
P0196 ENGINE OIL TEMPERATURE SENSOR CIRCUIT PERFORMANCE
P0197 ENGINE OIL TEMPERATURE SENSOR CIRCUIT LOW
P0198 ENGINE OIL TEMPERATURE SENSOR CIRCUIT HIGH
P0201 FUEL INJECTOR 1 CIRCUIT - 3.6L
P0206
FUEL INJECTOR 6 CIRCUIT - 3.6L

P0207 FUEL INJECTOR 7 CIRCUIT
P0208 FUEL INJECTOR 8 CIRCUIT
P0221 THROTTLE POSITION SENSOR 2 PERFORMANCE
P0222 THROTTLE POSITION SENSOR 2 CIRCUIT LOW
P0223 THROTTLE POSITION SENSOR 2 CIRCUIT HIGH
P0298 ENGINE OIL TEMPERATURE TOO HIGH
P0300 MULTIPLE CYLINDER MISFIRE
P0301 CYLINDER 1 MISFIRE
P0315 NO CRANK SENSOR LEARNED
P0325 KNOCK SENSOR 1 CIRCUIT
P0330 KNOCK SENSOR 2 CIRCUIT
P0335 CRANKSHAFT POSITION SENSOR CIRCUIT
P0336 CRANKSHAFT POSITION SENSOR PERFORMANCE
P0339 CRANKSHAFT POSITION SENSOR INTERMITTENT - 3.6L
P0340 CAMSHAFT POSITION SENSOR CIRCUIT - 5.7L
P0344 CAMSHAFT POSITION SENSOR INTERMITTENT - 5.7L
P0340 CAMSHAFT POSITION SENSOR CIRCUIT - 3.6L
P0344 CAMSHAFT POSITION SENSOR INTERMITTENT - 3.6L
P0365 CAMSHAFT POSITION SENSOR CIRCUIT - BANK 1 SENSOR 2
P0369 CAMSHAFT POSITION SENSOR INTERMITTENT - BANK 1 SENSOR 2
P0349 CAMSHAFT POSITION SENSOR CIRCUIT INTERMITTENT - BANK 2
SENSOR 1
P0394 CAMSHAFT POSITION SENSOR 1/4 INTERMITTENT
P0420 CATALYST EFFICIENCY (BANK 1)
P0430 CATALYST EFFICIENCY (BANK 2)
P0440 GENERAL EVAP SYSTEM FAILURE
P0441 EVAP PURGE SYSTEM PERFORMANCE
P0443 EVAP PURGE SOLENOID CIRCUIT
P0452 EVAP PRESSURE SWITCH STUCK CLOSED
P0455 EVAP PURGE SYSTEM LARGE LEAK
P0456 EVAP PURGE SYSTEM SMALL LEAK

P0457 LOOSE FUEL CAP
P0461 FUEL LEVEL SENSOR 1 PERFORMANCE
P0463 FUEL LEVEL SENSOR 1 CIRCUIT HIGH
P0503 VEHICLE SPEED SENSOR 1 ERRATIC
P0506 IDLE SPEED PERFORMANCE LOWER THAN EXCEPTED
P0507 IDLE SPEED PERFORMANCE HIGHER THAN EXCEPTED
P050B COLD START IGNITION TIMING PERFORMANCE
P050D COLD START ROUGH IDLE
P0520 ENGINE OIL PRESSURE SENSOR CIRCUIT
P0521 ENGINE OIL PRESSURE SENSOR PERFORMANCE
P0522 OIL PRESSURE TOO LOW
P0523 ENGINE OIL PRESSURE SENSOR CIRCUIT HIGH
P0524 ENGINE OIL PRESSURE TOO LOW
P0532 A/C PRESSURE SENSOR CIRCUIT LOW
P0533 A/C PRESSURE SENSOR CIRCUIT HIGH
P054A COLD START EXHAUST CAMSHAFT POSITION TIMING OVER-
ADVANCED - BANK 1 SENSOR 2
P054C COLD START EXHAUST CAMSHAFT POSITION TIMING OVER-
ADVANCED - BANK 2 SENSOR 2
P0572 BRAKE SWITCH 1 STUCK ON
P0573 BRAKE SWITCH 1 STUCK OFF
P0579 SPEED CONTROL SWITCH 1 PERFORMANCE
P0580 SPEED CONTROL SWITCH 1 CIRCUIT LOW
P0581 SPEED CONTROL SWITCH 1 CIRCUIT HIGH
P0585 SPEED CONTROL SWITCH 1/2 CORRELATION
P0591 SPEED CONTROL SWITCH 2 PERFORMANCE
P0592 SPEED CONTROL SWITCH 2 CIRCUIT LOW
P0593 SPEED CONTROL SWITCH 2 CIRCUIT HIGH
P0600 SERIAL COMMUNICATION LINK
P0601 INTERNAL MEMORY CHECKSUM INVALID
P0606 INTERNAL ECM PROCESSOR
P060B ETC A/D GROUND PERFORMANCE
P060D ETC LEVEL 2 APP PERFORMANCE

P060E ETC LEVEL 2 TPS PERFORMANCE
P060F ETC LEVEL 2 ECT PERFORMANCE
P061A ETC LEVEL 2 TORQUE PERFORMANCE
P061C ETC LEVEL 2 RPM PERFORMANCE
P0622 GENERATOR FIELD CONTROL CIRCUIT
P0627 FUEL PUMP RELAY CIRCUIT
P062C ETC LEVEL 2 MPH PERFORMANCE
P0630 VIN NOT PROGRAMMED IN PCM
P0632 ODOMETER NOT PROGRAMMED IN PCM
P0633 SKIM SECRET KEY NOT STORED IN PCM
P063A GENERATOR VOLTAGE SENSE CIRCUIT
P0642 SENSOR REFERENCE VOLTAGE 1 CIRCUIT LOW
P0643 PRIMARY 5-VOLT SUPPLY CIRCUIT HIGH
P0645 A/C CLUTCH RELAY CIRCUIT
P0653 SENSOR REFERENCE VOLTAGE 2 CIRCUIT HIGH
P0685 AUTO SHUTDOWN RELAY CONTROL CIRCUIT
P0688 AUTO SHUTDOWN RELAY SENSE CIRCUIT LOW
P06DA DUAL STAGE OIL PUMP CIRCUIT
P06DD DUAL STAGE OIL PUMP STUCK LOW
P06DE DUAL STAGE OIL PUMP STUCK HIGH
P0850 PARK/NEUTRAL SWITCH PERFORMANCE
P1115 GENERAL TEMPERATURE RATIONALITY
P1128 CLOSED LOOP FUELING NOT ACHIEVED - BANK 1
P1129 CLOSED LOOP FUELING NOT ACHIEVED - BANK 2
P113D O2 SENSOR 1/1 SLOW RESPONSE (HIGH FREQUENCY)
P113E O2 SENSOR 2/1 SLOW RESPONSE (HIGH FREQUENCY)
P1239 ENGINE OIL TEMPERATURE TOO LOW
P1411 CYLINDER 1 REACTIVATION CONTROL PERFORMANCE
P1521 INCORRECT ENGINE OIL TYPE
P1524 OIL PRESSURE OUT OF RANGE - CAMSHAFT ADVANCE/RETARD
DISABLED
P1572 BRAKE PEDAL STUCK ON
P1573 BRAKE PEDAL STUCK OFF
P1593 SPEED CONTROL SWITCH 1/2 STUCK
P1607 PCM INTERNAL SHUTDOWN TIMER RATIONALITY TOO SLOW
P1618 SENSOR REFERENCE VOLTAGE 1 CIRCUIT ERRATIC

P1628 SENSOR REFERENCE VOLTAGE 2 CIRCUIT ERRATIC
P1696 EEPROM MEMORY WRITE DENIED/INVALID
P1697 EMR (SRI) MILEAGE NOT STORED
P1718 EEPROM INTEGRITY FAILURE
P2066 FUEL LEVEL SENSOR 2 PERFORMANCE
P2072 ELECTRONIC THROTTLE CONTROL SYSTEM - ICE BLOCKAGE
P2096 DOWNSTREAM FUEL TRIM SYSTEM 1 LEAN
P2097 DOWNSTREAM FUEL TRIM SYSTEM 1 RICH
P2098 DOWNSTREAM FUEL TRIM SYSTEM 2 LEAN
P2099 DOWNSTREAM FUEL TRIM SYSTEM 2 RICH
P2100 ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT
P2101 ELECTRONIC THROTTLE CONTROL MOTOR PERFORMANCE
P2107 ELECTRONIC THROTTLE CONTROL MODULE PROCESSOR
P2110 ELECTRONIC THROTTLE CONTROL - FORCED LIMITED RPM
P2111 ELECTRONIC THROTTLE CONTROL - UNABLE TO CLOSE
P2112 ELECTRONIC THROTTLE CONTROL - UNABLE TO OPEN
P2115 ACCELERATOR PEDAL POSITION SENSOR 1 MINIMUM STOP
PERFORMANCE
P2116 ACCELERATOR PEDAL POSITION SENSOR 2 MINIMUM STOP
PERFORMANCE
P2118 ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT
P2135 THROTTLE POSITION SENSOR 1/2 CORRELATION
P2138 ACCELERATOR PEDAL POSITION SENSOR 1/2 CORRELATION
P2161 VEHICLE SPEED SENSOR 2 ERRATIC
P2166 ACCELERATOR PEDAL POSITION SENSOR 1 MAXIMUM STOP
PERFORMANCE
P2167 ACCELERATOR PEDAL POSITION SENSOR 2 MAXIMUM STOP
PERFORMANCE
P2172 HIGH AIRFLOW/VACUUM LEAK DETECTED (INSTANTANEOUS
ACCUMULATION)
P2173 HIGH AIRFLOW/VACUUM LEAK DETECTED (SLOW ACCUMULATION)
P2174 LOW AIRFLOW/RESTRICTION DETECTED (INSTANTANEOUS
ACCUMULATION)
P2175 LOW AIRFLOW/RESTRICTION DETECTED (SLOW ACCUMULATION)
P2181 COOLING SYSTEM PERFORMANCE
P219A AIR-FUEL RATIO CYLINDER IMBALANCE BANK 1

P219B AIR-FUEL RATIO CYLINDER IMBALANCE BANK 2
P2245 O2 SENSOR 1/1, 2/1 REFERENCE VOLTAGE CIRCUIT LOW
P2246 O2 SENSOR 1/1, 2/1 REFERENCE VOLTAGE CIRCUIT HIGH
P2271 O2 SENSOR 1/2 SIGNAL STUCK RICH
P2273 O2 SENSOR 2/2 SIGNAL STUCK RICH
P2299 BRAKE PEDAL POSITION/ACCELERATOR PEDAL POSITION
INCOMPATIBLE
P2302 IGNITION COIL 1 SECONDARY CIRCUIT - INSUFFICIENT IONIZATION
P2317 IGNITION COIL 6 SECONDARY CIRCUIT- INSUFFICIENT IONIZATION
P2323 IGNITION COIL 8 SECONDARY CIRCUIT- INSUFFICIENT IONIZATION
P2503 CHARGING SYSTEM OUTPUT LOW
P2504 CHARGING SYSTEM OUTPUT HIGH
P258A ELECTRIC VACUUM PUMP CIRCUIT
P258D ELECTRIC VACUUM PUMP PERFORMANCE
P2610 PCM INTERNAL SHUTDOWN TIMER RATIONALITY TOO FAST
P3400 MDS RATIONALITY BANK 1
P3401 MDS SOLENOID 1 CIRCUIT
P3402 CYLINDER 1 DEACTIVATION CONTROL PERFORMANCE
P3497 MDS RATIONALITY BANK 2
U0001 CAN C BUS
U0104 LOST COMMUNICATION WITH CRUISE CONTROL MODULE
U0114 LOST COMMUNICATION WITH FINAL DRIVE CONTROL MODULE
(FDCM) (ASBS)
U0151 LOST COMMUNICATION WITH OCCUPANT RESTRAINT CONTROLLER

(ORC)
(SKREEM-WCM)
U0300 INTERNAL CONTROL MODULE SOFTWARE INCOMPATIBILITY
U0416 IMPLAUSIBLE DATA RECEIVED FROM ESP
U110A LOST COMMUNICATION WITH SCM (SAS)
U110C LOST FUEL LEVEL MESSAGE
U110E LOST AMBIENT TEMPERATURE MESSAGE
U110F LOST FUEL VOLUME MESSAGE
U1110 LOST VEHICLE SPEED MESSAGE
U1113 LOST A/C PRESSURE MESSAGE
U1120 LOST WHEEL DISTANCE MESSAGE
U1186 LOST COMMUNICATION WITH ADAPTIVE CRUISE CONTROL MODULE
U1403 IMPLAUSIBLE FUEL LEVEL SIGNAL RECEIVED
U1411 IMPLAUSIBLE FUEL VOLUME SIGNAL RECEIVED
U1412 IMPLAUSIBLE VEHICLE SPEED SIGNAL RECEIVED
U1417 IMPLAUSIBLE LEFT WHEEL DISTANCE SIGNAL RECEIVED
U1418 IMPLAUSIBLE RIGHT WHEEL DISTANCE SIGNAL RECEIVED
U1431 IMPLAUSIBLE DATA RECEIVED FROM CRUISE CONTROL MODULE
U1449 IMPLAUSIBLE ERS MESSAGE RECEIVED
2011 SUSPENSION Tire Pressure Module (TPM) - Electrical Diagnostics - Grand Cherokee
2011 SUSPENSION
Tire Pressure Module (TPM) - Electrical Diagnostics - Grand Cherokee

DTC Description
B21DD-84 SYSTEM VOLTAGE - SIGNAL VOLTAGE BELOW ALLOWABLE RANGE
C0077-00 LOW TIRE PRESSURE
C1501-96 TIRE PRESSURE SENSOR 1 - INTERNAL COMPONENT FAILURE
C151C-00 TIRE PRESSURE SENSORS MISSING
C151D-00 TIRE PRESSURE SENSOR LOCATION UNDETERMINED
C1580-00 LEFT/RIGHT SIDE TIRE PRESSURE SENSOR LOCATION UNDETERMINED
C1581-00 FRONT/REAR TIRE PRESSURE SENSOR LOCATION UNDETERMINED
C1597-00 TPM SYSTEM DEACTIVATED-WINTER MODE
C2209-00 TIRE PRESSURE MONITOR INTERNAL
U0001-00 CAN C BUS
U0100-00 LOST COMMUNICATION WITH ECM/PCM
CONTROL MODULE
U0168-00 LOST COMMUNICATION WITH VEHICLE SECURITY CONTROL MODULE
(WIN/WCM)

Fig. 1: Tire Pressure Module (TPM) Wiring Diagram

WHEN MONITORED:
Continuously.
SET CONDITION:
Any time the Tire Pressure Monitoring (TPM) Module senses voltage input below 8.0 volts for over 20 ms, this
code will set.
POSSIBLE CAUSES
POSSIBLE CAUSES
NON-FCC COMPLIANT COMPONENTS
(A27) FUSED B(+) CIRCUIT HIGH RESISTANCE
(Z906) GROUND CIRCUIT HIGH RESISTANCE
TIRE PRESSURE MONITORING (TPM) MODULE
NOTE: Check for and remove any non-FCC compliant components before beginning
this diagnostic procedure.
DIAGNOSTIC TEST

Are there any battery or charging systems DTCs?
Yes

No
Go To 2.


1. With the scan tool, record and erase stored DTCs.

Yes
 Go To 3.
No
Go To 5.


2. Disconnect the TPM Module harness connector.
4. Using a 12-volt test light connected to ground, check (A27) Fused B(+) circuit in the TPM Module
harness connector.
Yes
 Go To 4.
No

 Perform the TPM VERIFICATION TEST. Refer to STANDARD PROCEDURE.



2. Using a 12-volt test light connected to 12-volts, check the (Z906) Ground circuit in the TPM
Module harness connector.
Yes
 Replace the Tire Pressure Monitoring (TPM) Module in accordance with Service
Information. Refer to MODULE, TIRE PRESSURE MONITORING (TPM) ,
REMOVAL .
No
Repair the (Z906) Ground circuit for an open or high resistance.



circuit.
4. While monitoring the scan tool data relative to this circuit.
Yes
No
WHEN MONITORED:
Continuously.
SET CONDITION:
Any time the Tire Pressure Monitoring (TPM) Module senses voltage input above 16.0 volts for over 20ms, this
code will set.
POSSIBLE CAUSES
POSSIBLE CAUSES
TIRE PRESSURE MODULE (TPM)
DIAGNOSTIC TEST

Are there any ENGINE DTCs present?
Yes

No
Go To 2.


Yes
REMOVAL .
No
Go To 3.


circuit.
Yes
No
B21DD-84-SYSTEM VOLTAGE - SIGNAL VOLTAGE BELOW ALLOWABLE RANGE

Fig. 4: Tire Pressure Module (TPM) Wiring Diagram

WHEN MONITORED:
Continuously.
SET CONDITION:
Anytime the Tire Pressure Monitoring (TPM) Module senses voltage input below 8.0 volts for over 20 ms, this
code will set.
POSSIBLE CAUSES
POSSIBLE CAUSES
(A27) FUSED B(+) CIRCUIT HIGH RESISTANCE
DIAGNOSTIC TEST

Are there any battery or charging system DTCs?
No
 Go To 2.
Yes
Refer to DIAGNOSTIC CODE INDEX - 3.0L DIESEL or DIAGNOSTIC CODE



Yes
 Go To 3.
No
Go To 5.


2. Disconnect the TPM harness connector.
4. Using a 12-volt test light connected to ground, check (A27) Fused B(+) circuit in the Tire Pressure
Yes
 Go To 4.
No




2. Using a 12-volt test light connected to 12-volts, check the (Z906) Ground circuit in the Tire
Pressure Module harness connector.
Yes
REMOVAL .
No
Repair the (Z906) Ground circuit for an open or high resistance.



circuit.
Yes
No
WHEN MONITORED:
Continuously.
SET CONDITION:
Any time the Tire Pressure Monitoring (TPM) Module senses voltage input above 16.0 volts for over 20ms, this
code will set.
POSSIBLE CAUSES
POSSIBLE CAUSES
DIAGNOSTIC TEST

Are there any battery or charging system DTCs present?
Yes

No
Go To 2.


Yes
REMOVAL .
No


circuit.
Yes
No
C0077-00-LOW TIRE PRESSURE
WHEN MONITORED:
Continuously while driving.
SET CONDITION:
A low pressure condition will exist when the tire pressure falls below or is equal to the low pressure threshold
value as specified for the vehicle.
POSSIBLE CAUSES
Possible Causes
INCORRECT TIRE PRESSURE
INCORRECT PLACARD VALUES
TIRE PRESSURE MONITORING (TPM) SENSOR
NOTE: Adjust all tired to cold placard values and test drive before continuing with
DIAGNOSTIC TEST
Note if any the following conditions are present:
 Low Tire Pressure DTCs.

 TPM Sensor Internal fault.
 Spare tire is not equipped with a TPM Sensor and is currently on the vehicle. Repair the tire and
install it back on the vehicle.
NOTE: Before beginning diagnostic procedure, verify that tire pressures are
correct.

2. With the scan tool, read and record TPM Module DTCs.
3. With the scan tool, erase stored TPM Module DTCs.
4. Test drive the vehicle at a speed greater than 24 km/h (15 mph) up to 20 minutes in order to receive
TPM Sensor data and allow for the system to update.
5. With the scan tool, select View DTCs in the TPM Module.
Yes
 Go To 2.
No
Go To 7.

2. LOW TIRE PRESSURE
NOTE: Some vehicles will not receive TPM Sensor data when the vehicle is
stationary. The vehicle will need to be driven at speeds greater than 24
km/h (15 mph) for about a minute in order to receive TPM Sensor data.
1. Verify that all tire pressures are to the recommended cold inflation tire pressure specifications.
2. With the scan tool, clear DTCs in the TPM Module.
Does the DTC reset or is the status Active for this DTC?
Yes
 Go To 3.
No
Test Complete.

3. TIRE PRESSURE SENSOR
NOTE: Before continuing with any TPM diagnostic test, use the scan tool and
read the "Tire Placard Pressure - Front" and "Tire Placard Pressure - Rear"
under "Data Display" in the TPM. Confirm that the values match the Tire
Inflation Pressure (Placard) label located on the driver's side B-Pillar. If the
incorrect Placard Values have been programmed in the TPM, use the scan
tool and read the "Tire Placard Pressure - Front" and "Tire Placard
Pressure - Rear" under "Data Display" in the Totally Integrated Power
Module (TIPM). If the Placard values are incorrect in the TIPM, select the
TIPM, then under "Miscellaneous Functions", select "Update Pressure
Threshold" and follow the procedure in the scan tool. Enter the front and
rear placard pressure values as seen on the Tire Inflation Pressure
(Placard) label. Repeat step #2.
NOTE: The following tests are used to locate the TPM Sensor that is setting the
low pressure fault. If the tires have been rotated, the TPM Sensor is no
longer in sequence from the factory. Faults are linked to the TPM Sensor
IDs. You MUST locate the TPM Sensor that set the fault before continuing.
1. With the scan tool, select View Data Display in the TPM Module and find the compensated tire
pressure values located under each of the TPM Sensor Identification locations.
Are any of the compensated tire pressure values below the Placard Value?
Yes
 Go To 4.
No
Test complete.

4. TPM-RKE ANALYZER
Is there a TPM-RKE Analyzer (9936) available?
Yes
 Go To 5.
No
Go To 6.

5. TIRE PRESSURE SENSOR INTERNAL FAULT SET USING TPM-RKE ANALYZER CH9936
NOTE: The following procedure is used to locate the TPM Sensor that is setting
the sensor internal fault. If the tires have been rotated, the TPM Sensor is
no longer in sequence from the factory. Faults are linked to the TPM
Sensor IDs. You MUST locate the correct TPM Sensor that set the fault
before continuing. Use the following method below at every tire location.
NOTE: If the TPM sensor IDs do not match, it may be necessary to move the
vehicle to a location away from other TPM sensors and repeat this step.
NOTE: Always be certain to select proper vehicle line and model year when using
this tool, as the tool will automatically use the correct protocol to attempt
to read the TPM sensor. If the incorrect vehicle line and/or model year is
selected, the TPM sensor will not respond to the tool.
1. Use a TPM-RKE Analyzer (special tool #CH9936, Analyzer, TPM/RKE) to scan each TPM sensor
for a response, and store in the proper location in the TPM-RKE Analyzer. If you receive no
response from any of the TPM sensors, check to make sure that the TPM-RKE Analyzer is set
correctly, and repeat the process on each non-responsive wheel.
2. Replace the TPM sensor if the results show a "Damaged Accel", "Damaged Temp", "Damaged
Press", "H/W fail", "S/W fail" or the Tire Pressure Sensor does not respond after repeated attempts.
Install the correct Tire Pressure Monitoring (TPM) Sensor in accordance with the Service
Information. Perform the TPM VERIFICATION TEST. Refer to STANDARD PROCEDURE.
3. With the scan tool, select Data Display for the TPM.
4. Check to see if the Sensor IDs match what is programmed into the TPM.
Has the Tire Pressure Sensor been located?
Yes
 Install the Tire Pressure Monitoring (TPM) Sensor in accordance with the Service
Information. Refer to SENSOR, TIRE PRESSURE MONITORING (TPM) ,

REMOVAL .
No
Replace the Tire Pressure Monitoring (TPM) Module in accordance with the Service

REMOVAL .
6. TPM SENSOR INTERNAL FAULT SET
stationary. The vehicle may need to be driven at speeds greater than 24

2. Starting with the left front wheel, deflate the tire to 20 PSI, wait Two minutes, and check the scan
tool for changes to any compensated tire pressure values.
3. Look for a tire location with a non-responsive TPM Sensor ID.
4. Repeat this test on each wheel on the vehicle until the sensor in question has been identified
Has the TPM Sensor been located?
Yes
REMOVAL .
No
Replace the Tire Pressure Monitoring (TPM) Module in accordance with the Service

REMOVAL .
7. INTERMITTENT TIRE PRESSURE SENSOR DTC

2. Perform any Technical Service Bulletins that may apply to this condition.
3. With the scan tool, clear DTCs in the TPM.
4. Test drive the vehicle for a minimum of 20 minutes with vehicle speed greater than 24 km/h (15
mph).
5. With the scan tool, select View DTCs in the TPM.
Yes
No
time.
C1501-96-TIRE PRESSURE SENSOR 1 - INTERNAL COMPONENT FAILURE
THEORY OF OPERATION
The Tire Pressure Monitoring (TPM) Sensor actively monitors the air pressure, air temperature inside the tire,
the direction of the tire rotation and the internal battery status. Each sensor has a unique ID code. The TPM
Sensor transmits the data at regular intervals via an encoded signal to a receiver circuit located in the Tire
Pressure Monitoring (TPM) Module.
WHEN MONITORED:
With vehicle speed greater than 24 km/h (15 mph).
SET CONDITION:
The TPM Module will monitor the signals from the four active road tire TPM Sensors. A loss of RF signal error
is detected if data is not received or cannot be accurately decoded for a maximum of 20 minutes when the
vehicle speed is above 24 km/h (15 mph). An internal sensor hardware error condition will be set when an error
in the shock sensor, pressure sensor, or temperature sensor is detected. The Tire Pressure Monitoring Telltale
Lamp will flash on and off for 75 seconds then remain on solid when a system fault is detected.
POSSIBLE CAUSES
Possible Causes
AFTERMARKET TIRES/WHEELS
INTERMITTENT TIRE PRESSURE MONITORING (TPM) SENSOR INTERNAL DTC
NOTE: Check for and remove any non-FCC compliant components, and verify that the
tire pressures are correct, before beginning this diagnostic procedure.
DIAGNOSTIC TEST
1. DTC STATUS IS ACTIVE

Yes
 Go To 2.
No
Go To 8.

2. TIRE PRESSURE MONITORING (TPM) SENSOR INTERNAL FAULT ACTIVE

2. With the scan tool, select Data Display for the TPM Module and locate the following:
 Tire 1 Pressure Sensor HW Fault
 Tire 1 Pressure Sensor Missing ID
 Tire 1 Temperature Sensor HW Fault
 Tire 1 Temperature Sensor SW O/U
 Tire 1 Acceleration Sensor HW Fault
 Tire 1 Loss of Signal from Pressure Sensor
Do any of the above faults read "Set"?
Yes
 Go To 3.
No
Go To 7.

3. TPM-RKE ANALYZER CH9936

Is there a TPM-RKE Analyzer CH9936 available?
Yes
 Go To 4.
No
Go To 7.

4. TIRE PRESSURE MONITORING (TPM) SENSOR INTERNAL DTC
NOTE: This fault can be set if the incorrect or no TPM Sensor is installed on the
vehicle. If the spare tire is currently installed on the vehicle, and it is not
equipped with a TPM Sensor, this DTC can be set. Replace the spare with
a TPM Sensor equipped wheel and tire assembly. Test drive the vehicle. If
the DTC resets, continue with the diagnostic procedure.
1. Perform a visual inspection to verify that all road wheels are equipped with a TPM Sensor.
2. With the TPM-RKE Analyzer (special tool #CH9936, Analyzer, TPM/RKE) verify the correct
TPM Sensor is on the vehicle.
Is the correct TPM Sensor installed on the vehicle?
Yes
 Go To 5.
No

REMOVAL .
5. TIRE PRESSURE MONITORING (TPM) SENSOR INTERNAL FAULT SET USING TPM-RKE
ANALYZER
the internal fault. If the tires have been rotated, the TPM Sensor is no
Use the following method below at every tire location.
NOTE: If the TPM Sensor IDs do not match, it may be necessary to move the
vehicle to a location away from other TPM Sensors and repeat this step.
NOTE: Always be certain to select the proper vehicle line and model year when
using this tool, as the tool will automatically use the correct protocol to
attempt to read the TPM Sensor. If the incorrect vehicle line and/or model
year is selected, the TPM Sensor will not respond to the tool.
1. Use a TPM-RKE Analyzer (special tool #CH9936, Analyzer, TPM/RKE) to scan each TPM Sensor
response from any of the TPM Sensors, check to make sure that the TPM-RKE Analyzer is set
correctly and repeat the process on each non-responsive wheel.
2. Replace the TPM Sensor if the results show a "Damaged Accel", "Damaged Temp", "Damaged
Press", "H/W fail", "S/W fail" or the TPM Sensor does not respond after repeated attempts. Install
the correct Tire Pressure Monitoring (TPM) Sensor in accordance with the Service Information.
Refer to SENSOR, TIRE PRESSURE MONITORING (TPM) , REMOVAL . Perform the TPM
VERIFICATION TEST. Refer to STANDARD PROCEDURE.
3. With the scan tool, select Data Display for the TPM Module.
4. Check to see if the Sensor IDs match what is programmed into the TPM Module.
Yes
REMOVAL .
No
Go To 6.

6. TIRE PRESSURE MONITORING (TPM) SENSOR INTERNAL FAULT - MISMATCHED ID
1. Use a TPM-RKE Analyzer (special tool #CH9936, Analyzer, TPM/RKE) to verify the TPM Sensor
IDs match what is programmed into the TPM Module. The TPM Sensor Identifications are located
under "Data Display" for the TPM Module.
Do the TPM Sensor IDs match what is stored in the TPM Module?
Yes
 Replace the Tire Pressure Monitoring (TPM) Module in accordance with the Service
REMOVAL .
No
Test complete.

7. TIRE PRESSURE MONITORING (TPM) SENSOR INTERNAL FAULT SET
NOTE: Some vehicles will not receive the TPM Sensor data when the vehicle is

2. Starting with the left front wheel, deflate the tire to 20 PSI, wait two minutes, and check the scan
4. Repeat this test on each wheel on the vehicle until the TPM Sensor in question has been identified.
Yes
REMOVAL .
No
Test complete.

8. INTERMITTENT TIRE PRESSURE MONITORING (TPM) SENSOR DTC

3. With the scan tool, clear DTCs in the Tire Pressure Monitoring (TPM) Module.
mph).
5. With the scan tool, select View DTCs in the Tire Pressure Monitoring (TPM) Module.
Yes
 Return to the beginning of this test and perform the diagnostic procedure as necessary.
No
 Test complete.
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 8.


Yes
 Go To 3.
No
Go To 7.

Yes
 Go To 4.
No
Go To 7.
Yes
 Go To 5.
No

REMOVAL .
ANALYZER CH9936

4. Check to see if the TPM Sensor IDs match what is programmed into the TPM Module.
Yes
REMOVAL .
No
Go To 6.

NOTE: If the sensor IDs do not match, it may be necessary to move the vehicle to
a location away from other TPM Sensors and repeat this step.
Yes
REMOVAL .
No
Test complete.



Yes
REMOVAL .
No
Test complete.


mph).
Yes
No
 Test complete.

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
correct.

Yes
 Go To 2.
No
Go To 8.


2. With the scan tool, select Data Display for the TPM and locate the following:
Yes
 Go To 3.
No
Go To 7.

3. TPM/RKE ANALYZER CH9936
Yes
 Go To 4.
No
Go To 7.

Are the correct TPM sensors installed on the vehicle?
Yes
 Go To 5.
No

REMOVAL .
5. TIRE PRESSURE MONITORING (TPM) SENSOR INTERNAL FAULT SET USING TPM/RKE
ANALYZER
Yes
REMOVAL .
No
Go To 6.

1. Use a TPM-RKE Analyzer to verify the TPM Sensor IDs match what is programmed into the TPM
Module. The TPM Sensor Identifications are located under "Data Display" for the TPM Module.
Yes
REMOVAL .
No
Test complete.


Yes
REMOVAL .
No
Test complete.


mph).
Yes
No
 Test complete.
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
correct.

Yes
 Go To 2.
No
Go To 8.


Yes
 Go To 3.
No
Go To 7.

Yes
 Go To 4.
No
Go To 7.

Yes
 Go To 5.
No

REMOVAL .
ANALYZER

Yes
REMOVAL .
No
Go To 6.

Yes
REMOVAL .
No
Test complete.



Yes
REMOVAL .
No
Test complete.


mph).
Yes
No
 Test complete.
C151C-00-TIRE PRESSURE SENSORS MISSING
THEORY OF OPERATION
When installing a new Tire Pressure Monitoring (TPM) Module, the module is programed with universal IDs
for the Tire Pressure Monitoring (TPM) Sensors. The TPM Module must be programmed with the correct TPM
Sensor ID's.
NOTE: FF is the default value. If this value is found, the TPM controller has not been
programmed.
WHEN MONITORED:
During vehicle TPM Sensor ID locate process.
SET CONDITION:
When installing a new Tire Pressure Monitoring (TPM) Module.
POSSIBLE CAUSES
Possible Causes
INCORRECT TIRE PRESSURE MONITORING (TPM) SENSOR ID(S)
DIAGNOSTIC TEST
correct.

3. Test drive the vehicle at a speed greater than 24 km/h (15 mph) for 20 minutes in order to receive
TPM data and allow for the system to update.
4. With the scan tool, erase active TPM Module DTCs.
5. With the scan tool, select View DTCs in the Tire Pressure Module (TPM).
Yes
 Go To 2.
No
Test complete.


Yes
 Go To 3.
No
Go To 4.

3. WITH TPM-RKE TOOL CHECK TIRE PRESSURE MONITORING (TPM) SENSOR ID(S)
attempt to read the Sensor. If the incorrect vehicle line and/or model year
is selected, the Sensor will not respond to the tool.
NOTE: If you receive no response from any of the tire pressure sensors, check to
make sure that the TPM-RKE Analyzer is set correctly, and repeat the
process on each of the non-responsive wheel(s)
for an ID, store in the proper location in the TPM-RKE Analyzer.
2. Use a TPM-RKE Analyzer to upload the correct IDs and proper locations in the scan tool.
3. With the scan tool, select the TPM Module under "Miscellaneous Functions", follow the procedure
for uploading TPM Sensor IDs.
4. With the scan tool, erase TPM Module DTCs.
6. With the scan tool, check to see if the TPM sensor IDs match what is programmed into the TPM
Module.
Do the TPM IDs match?
Yes
 Test complete.
No
Install a new Tire Pressure Monitoring (TPM) Module in accordance with the Service

REMOVAL .
4. WITHOUT TPM-RKE TOOL CHECK TIRE PRESSURE MONITORING (TPM) SENSOR ID(S)
3. Repeat the above step on each wheel of the vehicle.
6. With the scan tool, check to see if the TPM sensor IDs are programmed into the TPM Module.
Are the TPM Sensor IDs in the TPM Module?
Yes
 Test complete.
No
 Install a new Tire Pressure Monitoring (TPM) Module in accordance with the Service
REMOVAL .
C151D-00-TIRE PRESSURE SENSOR LOCATION UNDETERMINED
THEORY OF OPERATION
The vehicle Tire Pressure Monitoring (TPM) Sensor locate process occurs after the vehicle is stationary for
more than 20 min. The TPM system will determine the sensor positions while driving at speeds above 24 km/h
(15 mph). This process can take up to 20 min to determine TPM Sensor positions.
WHEN MONITORED:
During vehicle TPM Sensor locate process.
SET CONDITION:
Must fail multiple vehicle TPM Sensor locate processes if localization fails due to Left/Right fail or Front/Rear
fail or if the TPM Module is new and has never attempted localization. If missing TPM Sensors are present on
first drive, C151D will set to show that the TPM Sensor location cannot be determined/guaranteed (cannot
revert to last known good locations).
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
NOTE: The DTC C151D should not exist on its own. If any other DTCs are present,
refer to the appropriate diagnostic procedure in this information first
before continuing.
NOTE: If a new TPM Module was installed, the vehicle must remain stationary for
20 minutes before proceeding with this diagnostic procedure.

Is DTC C151D Active on its own at this time?
Yes
 Install a new TPM Module in accordance with the Service Information. Refer to MODULE,
TIRE PRESSURE MONITORING (TPM) , REMOVAL .
No
C1580-00-LEFT/RIGHT SIDE TIRE PRESSURE SENSOR LOCATION UNDETERMINED
THEORY OF OPERATION
The vehicle Tire Pressure Monitoring (TPM) Sensor locate process occurs after the vehicle remains stationary
for 20 minutes. The Tire Pressure Monitoring (TPM) Module will determine the TPM Sensor positions. The
TPM Sensors themselves determine which side of the vehicle they are located on.
WHEN MONITORED:
SET CONDITION:
Must fail multiple vehicle TPM sensor locate processes if localization fails due to Left/Right fail or if the TPM
module is new and has never attempted localization.
POSSIBLE CAUSES
Possible Causes
NOTE: The vehicle must remain stationary for 20 minutes before proceeding with this
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 3.


2. With the scan tool, select Data Display for the TPM Module and locate the following for each TPM
Sensor:
 Tire Pressure Sensor HW Fault
 Tire Temperature Sensor HW Fault
 Tire Acceleration Sensor HW Fault
Do any of the above HW faults read "Set"?
Yes
 For each TPM Sensor with a HW Fault. Install a new Tire Pressure Monitoring (TPM)
Sensor in accordance with the Service Information. Refer to SENSOR, TIRE PRESSURE
MONITORING (TPM) , REMOVAL .
No

REMOVAL .

4. Have the vehicle remain stationary for 20 minutes.
Yes
REMOVAL .
No
 Test complete.
C1581-00-FRONT/REAR TIRE PRESSURE SENSOR LOCATION UNDETERMINED
THEORY OF OPERATION
The vehicle Tire Pressure Monitoring (TPM) Sensor locate process occurs after the vehicle remains stationary
for 20 minutes. The Tire Pressure Monitoring (TPM) Module will determine the Tire Pressure Monitoring
(TPM) Sensor positions. The TPM Module measures the signal strength of each TPM sensor and determines if
the are in the front or rear.
WHEN MONITORED:
SET CONDITION:
Must fail multiple vehicle TPM sensor locate processes if localization fails due to Front/Rear fail or if the TPM
module is new and has never attempted localization.
POSSIBLE CAUSES
Possible Causes
TIRE PRESSURE MONITORING (TPM) MODULE HARNESS
INCORRECT TIRE PRESSURE MONITORING (TPM) MODULE INSTALLATION
DIAGNOSTIC TEST
NOTE: The vehicle must remain stationary for 20 minutes before proceeding with

Yes
 Go To 2.
No
Go To 3.

2. TIRE PRESSURE MONITORING (TPM) MODULE INTERFERENCE
NOTE: Interference may occur if the TPM Module is installed incorrectly or the
TPM harness is not fastened properly to the body.
Verify the following:
 Aftermarket devices are installed or in the vehicle.

 The TPM Module harness is damaged or is routed incorrectly.
 The TPM Module is installed incorrectly.
Are there any of the above conditions present?
Yes
No

REMOVAL .

mph).
Yes

REMOVAL .
No
 Test complete.
C1597-00-TPM SYSTEM DEACTIVATED-WINTER MODE
THEORY OF OPERATION
NOTE: When this DTC is active the TPM Module will enter a deactivation mode (Winter
Mode) and the TPM system becomes deactivated. If winter tires and wheel
assemblies are installed no repair is required.
The Tire Pressure Monitor (TPM) Module determines the TPM Sensor positions by performing the vehicle Tire
Pressure Monitoring (TPM) Sensor locate procedure. This procedure is run after the vehicle has been stationary
for 20 minutes. After driving the vehicle at speeds greater than 24 km/h (15 mph) for a minimum of 10 minutes
without the TPM Sensor installed, the TPM Module sends a bus message commanding the TPM telltale lamp to
flash for 75 seconds. After the 75 seconds of flashing, the lamp will remain on solid and a chime will be heard.
The message center will display SERVICE TPM SYSTEM for five seconds and shut off, all while the tire
pressure values will be displayed as dashes. After the ignition has been cycled off and on the TPM telltale lamp
will remain off, the message center will no longer display SERVICE TPM SYSTEM, and the tire pressures
continue to be displayed as dashes.
WHEN MONITORED:
SET CONDITION:
For BUX/Canada vehicles only where all four TPM Sensors fail the locate processes at the same time because
the TPM sensors are not installed on winter tire and wheel assemblies.
POSSIBLE CAUSES
Possible Causes
TIRE PRESSURE MONITORING (TPM) SENSORS NOT PRESENT
TIRE PRESSURE MONITORING (TPM) SENSORS
DIAGNOSTIC TEST

2. With the scan tool, read and record the TPM Module DTCs.
4. Drive the vehicle at speeds greater than 24 km/h (15 mph) for 10 minutes.
5. With the scan tool, read DTCs in the TPM Module.
Is DTC C1597-00 Active at this time?
Yes
 Go To 2.
No
Go To 4.

2. TIRE PRESSURE MONITORING (TPM) WINTER MODE
NOTE: Repair all other TPM Module DTCs before continuing with this test
procedure.

3. Check for the following conditions:
 The telltale lamp is off.
 The tire pressure values in the Instrument Cluster are displayed as dashes.
 The message center is not displaying "SERVICE TPM SYSTEM".
Are all of the above conditions correct?
Yes
 The Tire Pressure Monitoring (TPM) Module is now in deactivation mode (Winter Mode).
This DTC will remain active until the correct tire and wheel assemblies are installed back on
the vehicle. Once one of the correct tire and wheel assemblies are reinstalled, the other three
must also be reinstalled prior to turning the ignition on.
No
Go To 3.

3. TIRE PRESSURE MONITORING (TPM) SENSORS

2. Verify the correct TPM Sensors are installed in all of the tire and wheel assemblies.
Are the correct TPM Sensors installed?
Yes
REMOVAL .
No
Install all new Tire Pressure Monitoring (TPM) Sensors in accordance with the Service

REMOVAL .

mph).
Yes
REMOVAL .
No
 Test complete.
C2209-00-TIRE PRESSURE MONITOR INTERNAL

WHEN MONITORED:
Ignition on. The Tire Pressure Monitoring (TPM) Module monitors its internal microprocessors for correct
operation.
SET CONDITION:
If the Tire Pressure Module detects an internal fault, the DTC is set.
POSSIBLE CAUSES
Possible Causes
TIRE PRESSURE MONITORING (TPM) MODULE - INTERNAL FAULT
DIAGNOSTIC TEST
1. TPM INTERNAL FAILURE DTC PRESENT

3. With the scan tool, erase stored DTCs.
Does the scan tool display TIRE PRESSURE MODULE INTERNAL FAILURE?
Yes
REMOVAL .
No
U0001-00-CAN C BUS
WHEN MONITORED:
With the ignition on, battery voltage between 9 and 16 volts, and engine run time greater than Three seconds.
SET CONDITION:
The Tire Pressure Monitoring (TPM) Module does not receive any Can C bus messages for a specific amount of
time. One trip fault.
POSSIBLE CAUSES
Possible Causes
CAN C BUS OPEN OR SHORTED CONDITION
DIAGNOSTIC TEST
1. ACTIVE DTC

2. With a scan tool, select View DTCs.
Yes
 Refer to DIAGNOSIS AND TESTING , and perform the U0001-Can C Bus circuit
No
 Refer to DIAGNOSIS AND TESTING , and perform the Stored Lost Communication
WHEN MONITORED:
than three seconds.
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
CIRCUIT test. Refer to DIAGNOSIS AND TESTING and perform the U0001-Can C Bus
No
U0100-00-LOST COMMUNICATION WITH ECM/PCM
WHEN MONITORED:
than three seconds.
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes

DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
 Refer to DIAGNOSIS AND TESTING , and perform the U0100-Lost Communication with
No

MODULE
WHEN MONITORED:
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Yes
 Refer to DIAGNOSIS AND TESTING , and perform the U0121-00-Lost Communication

No
WHEN MONITORED:
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Is this DTC active?

Yes
No
U0168-00-LOST COMMUNICATION WITH VEHICLE SECURITY CONTROL MODULE

(WIN/WCM)
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Vehicle Security Control Module (WIN) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Yes
Vehicle Security Control Module (WIN) diagnostic procedure.
No
STANDARD PROCEDURE
STANDARD PROCEDURE - TPM VERIFICATION
DIAGNOSTIC TEST
1. TIRE PRESSURE MONITORING (TPM) MODULE
Was the TPM Module replaced during the test procedure?
Yes
 Go To 2.
No
Go To 3.

2. PLACARD PRESSURE VALUES

1. Reconnect the previously removed and/or disconnected components and connectors.
2. With the scan tool, select "Miscellaneous Functions" in the Totally Integrated Power Module
(TIPM). Then select the desired procedure and follow the display on the scan tool.
3. Program the Placard Pressure Values into the Totally Integrated Power Module (TIPM).
4. Go To "Tire Pressure Module (TPM)", select "Data Display", read "'Tire Placard Pressure - Front"
and "'Tire Placard Pressure -Rear" and confirm the values match the Tire Inflation Pressure
(Placard) label. Also, go into the Totally Integrated Power Module (TIPM), select Data Display and
read "'Tire Placard Pressure - Front" and "'Tire Placard Pressure -Rear" to confirm the values were
programmed correctly. If the Placard values are incorrect in the TIPM or TPM Module, select the
Totally Integrated Power Module (TIPM) then under "Miscellaneous Functions", select "Update
Pressure Threshold" and enter the placard pressure value as seen on the Tire Inflation Pressure
(Placard) label.
5. With the scan tool, erase all stored DTCs.
6. With the scan tool, read TPM Module DTCs.
Yes
 Repair not complete, perform the appropriate diagnostic procedure. Refer to DIAGNOSIS AND
TESTING.
No
Go To 3.

3. TPM SENSOR REPLACEMENT
NOTE: If a TPM-RKE Tool is not available, let the vehicle sit stationary for more
then 20 minutes, and then proceed to step 4.
1. Using an updated TPM-RKE Analyzer Tool, select TPM Functions, then enter the Model Year and
the Body Style of the vehicle, and for the Trigger Selection select PARK SENSOR
2. Scan each TPM Sensor at each road wheel, and store each TPM Sensor ID in the correct location.
(LEFT FRONT, LEFT REAR, RIGHT FRONT, RIGHT REAR, and SPARE TIRE (if equipped).)
3. Connect the TPM-RKE Analyzer Tool to the scan tool, and then follow the programming steps
outlined in the diagnostic scan tool for "Program Tire Pressure Sensor ID w/ TPM Tool" under
"MISC" for the TPM.
4. Drive the vehicle for a minimum of 20 minutes while maintaining a continuous speed above 24
km/h (15 mph).
5. With the scan tool, read TPM DTCs.
Are there any TPM DTCs present?
Yes
 Perform the appropriate diagnostic procedure. Refer to DIAGNOSIS AND TESTING.
No
 Repair complete.
2011 ACCESSORIES AND EQUIPMENT Totally Integrated Power Module (TIPM) - Electrical Diagnostics - Grand
Cherokee
Totally Integrated Power Module (TIPM) - Electrical Diagnostics - Grand Cherokee

DTC Description
B10B4 CABIN HEATER 1 CONTROL CIRCUIT LOW
B10B5 CABIN HEATER 1 CONTROL CIRCUIT HIGH
B10B8 CABIN HEATER 2 CONTROL CIRCUIT LOW
B10B9 CABIN HEATER 2 CONTROL CIRCUIT HIGH
B1138 CABIN HEATER 3 CONTROL CIRCUIT LOW
B1139 CABIN HEATER 3 CONTROL CIRCUIT HIGH
B162B LEFT LOW BEAM CONTROL CIRCUIT LOW
B162C LEFT LOW BEAM CONTROL CIRCUIT HIGH
B162F RIGHT LOW BEAM CONTROL CIRCUIT LOW
B1630 RIGHT LOW BEAM CONTROL CIRCUIT HIGH
B1633 LEFT HI BEAM CONTROL CIRCUIT LOW
B1634 LEFT HI BEAM CONTROL CIRCUIT HIGH
B1637 RIGHT HI BEAM CONTROL CIRCUIT LOW
B1638 RIGHT HI BEAM CONTROL CIRCUIT HIGH
B163B FRONT LEFT TURN LAMP CONTROL CIRCUIT LOW
B163C FRONT LEFT TURN LAMP CONTROL CIRCUIT HIGH
B163F FRONT RIGHT TURN LAMP CONTROL CIRCUIT LOW
B1640 FRONT RIGHT TURN LAMP CONTROL CIRCUIT HIGH
B1643 REAR LEFT TURN LAMP CONTROL CIRCUIT LOW
B1644 REAR LEFT TURN LAMP CONTROL CIRCUIT HIGH
B1647 REAR RIGHT TURN LAMP CONTROL CIRCUIT LOW
B1648 REAR RIGHT TURN LAMP CONTROL CIRCUIT HIGH
B1659 FRONT FOG LAMP CONTROL CIRCUIT LOW
B165C PARK LAMP CONTROL CIRCUIT LOW
B1660 FRONT FOG LAMP CONTROL CIRCUIT HIGH
B1663 REAR FOG LAMP CONTROL CIRCUIT LOW
B1664 REAR FOG LAMP CONTROL CIRCUIT HIGH
B16D0 LEFT DRL LAMP CONTROL CIRCUIT LOW
B16D1 LEFT DRL LAMP CONTROL CIRCUIT HIGH
B16D4 RIGHT DRL LAMP CONTROL CIRCUIT LOW
B16D5 RIGHT DRL LAMP CONTROL CIRCUIT HIGH
B17AE REAR LEFT TRAILER TURN LAMP CONTROL CIRCUIT LOW
B17B2 REAR RIGHT TRAILER TURN LAMP CONTROL CIRCUIT LOW
B1820 HOOD AJAR INPUT CIRCUIT HIGH
Cherokee
B184E FLIPPER GLASS CONTROL CIRCUIT LOW

B184F FLIPPER GLASS CONTROL CIRCUIT HIGH
B1851 FLIPPER GLASS SWITCH STUCK
B2101 IGNITION RUN/START INPUT LOW
B2102 IGNITION RUN/START INPUT HIGH
B212F IGNITION RUN/ACC CONTROL CIRCUIT LOW
B2142 IGNITION OFF DRAW (IOD) FUSE NOT PRESENT
B219A IGNITION UNLOCK RUN/START CONTROL CIRCUIT OVERCURRENT
B219F IGNITION OFF DRAW (IOD) FUSE BLOWN
B2206 CURRENT VIN MISSING / MISMATCH
B2215 FRONT CONTROL MODULE INTERNAL (TOTALLY INTEGRATED POWER
MODULE)
B222C VEHICLE CONFIGURATION NOT PROGRAMMED
B2304 WIPER PARK SWITCH INPUT CIRCUIT LOW (STUCK LOW)
B2305 WIPER PARK SWITCH INPUT CIRCUIT HIGH (STUCK HIGH)
B230D REAR WIPER PARK SWITCH INPUT CIRCUIT LOW (STUCK LOW)
B230E REAR WIPER PARK SWITCH INPUT CIRCUIT HIGH (STUCK HIGH)
B2323 HEADLAMP WASHER MOTOR CONTROL CIRCUIT LOW
B2324 HEADLAMP WASHER MOTOR CONTROL CIRCUIT HIGH
B25AB LIFTGATE UNLOCK CONTROL CIRCUIT LOW
B25AE LIFTGATE UNLOCK CONTROL CIRCUIT HIGH
C1008 BRAKE FLUID LEVEL CIRCUIT HIGH
P0691 COOLING FAN 1 CONTROL CIRCUIT LOW (2-SPEED FAN)
P0691 COOLING FAN 1 CONTROL CIRCUIT LOW (PWM FAN)
P0692 COOLING FAN 1 CONTROL CIRCUIT HIGH (2-SPEED FAN)
P0692 COOLING FAN 1 CONTROL CIRCUIT HIGH (PWM FAN)
P0693 COOLING FAN 2 CONTROL CIRCUIT LOW (2-SPEED FAN)
P0693 COOLING FAN 2 CONTROL CIRCUIT LOW (PWM FAN)
P0694 COOLING FAN 2 CONTROL CIRCUIT HIGH (2-SPEED FAN)
P0694 COOLING FAN 2 CONTROL CIRCUIT HIGH (PWM FAN)
P1273 A/C CONTROL CIRCUIT 2 HIGH
P1275 A/C CONTROL CIRCUIT 2 OVERCURRENT
P129C INVERTER CONTROL CIRCUIT HIGH
P129E INVERTER CONTROL CIRCUIT OVERCURRENT
Cherokee

U0001 CAN C BUS
U0100 LOST COMMUNICATION WITH ECM/PCM
U0102 LOST COMMUNICATION WITH TRANSFER CASE CONTROL MODULE /
AWD
U0103 LOST COMMUNICATION WITH ELECTRIC GEAR SHIFT MODULE (ESM)
U0104 LOST COMMUNICATION WITH CRUISE CONTROL MODULE
U0127 LOST COMMUNICATION WITH TIRE PRESSURE MONITOR MODULE
U0131 LOST COMMUNICATION WITH POWER STEERING CONTROL MODULE
(EHPS)
U0132 LOST COMMUNICATION WITH SUSPENSION CONTROL MODULE
U0136 LOST COMMUNICATION WITH ELSD
U0151 LOST COMMUNICATION WITH OCCUPANT RESTRAINT CONTROLLER
(ORC)
U0159 LOST COMMUNICATION WITH PARK ASSIST MODULE (PTS)
U0167 LOST COMMUNICATION WITH INTRUSION TRANSCEIVER CONTROL
MODULE (ITM)
(WIRELESS IGNITION NODE OR WIN)
U0181 LOST COMMUNICATION WITH HEADLAMP LEVELING TRANSLATOR
U0186 LOST COMMUNICATION WITH AUDIO AMPLIFIER (AMP)
U0197 LOST COMMUNICATION WITH HANDS FREE PHONE MODULE (HFM)
U0203 LOST COMMUNICATION WITH DOOR MODULE FRONT LEFT (DMFL)
(DRIVER DOOR MODULE)
U0204 LOST COMMUNICATION WITH DOOR MODULE FRONT RIGHT (DMFR)
(PASSENGER DOOR MODULE)
U0208 LOST COMMUNICATION WITH HEATED SEAT CONTROL MODULE
U0209 LOST COMMUNICATION WITH MEMORY SEAT CONTROL MODULE
(MSMD)
U0212 LOST COMMUNICATION WITH SCM
U0230 LOST COMMUNICATION WITH POWER LIFTGATE MODULE (PLGM)
U0232 LOST COMMUNICATION WITH BLIND SPOT DETECTION MODULE (BSM)
U0241 LOST COMMUNICATION WITH AUTO HIGHBEAM HEADLAMP CONTROL
MODULE (AHBM)
U0249 LOST COMMUNICATION WITH VEHICLE ENTERTAINMENT CONTROL
MODULE - LAST ROW (VES3)
Cherokee
U1145 LOST COMMUNICATION WITH KEYLESS GO SECURITY MODULE

U1147 ADDITIONAL CAN INTERIOR BUS ECU DETECTED
U1148 ADDITIONAL CAN C BUS ECU DETECTED
U1158 LOST COMMUNICATION WITH SATELLITE VIDEO RECEIVER (SDARV)
Cherokee
STANDARD PROCEDURE
BODY VERIFICATION TEST
DIAGNOSTIC TEST
1. Perform Body Verification Test

2. Make sure all accessories are turned off.
3. Make sure the battery is fully charged.
5. With the scan tool, record and erase Diagnostic Trouble Codes (DTC)s from all modules.
6. If an electronic control module was replaced, select the applicable module from the scan tool. If the
module has programmable features, program as necessary.
7. (Export only) If the Intrusion Transceiver Module (ITM) and/or Siren was replaced, select the ITM
from the scan tool and perform the applicable replacement procedure.
8. Turn the ignition off, wait 10 seconds, and then turn the ignition on.
9. Operate all functions of the system that caused the original concern. If a repair or module
replacement was done to the power windows, operate the motor fully down and then to the full up
position and stall it for two seconds.
10. With the scan tool, view all the modules and check for DTCs.
Are DTCs present in any of the modules or is the original condition still present?
Yes
 The repair is not complete. Refer to the related category for the DTC or symptom that is still
present.
No
 The repair is complete.

Cherokee

B10B4-CABIN HEATER 1 CONTROL CIRCUIT LOW
THEORY OF OPERATION
Three relays are used for the electric Positive Temperature Coefficient (PTC) heater system. The PTC relays are
used to switch fused battery voltage directly to the heating elements of the PTC heater unit when requested by
the Powertrain Control Module (PCM). The PTC relays are activated through a ground path provided by the
Totally Integrated Power Module (TIPM).
WHEN MONITORED:
SET CONDITION:
If the Totally Integrated Power Module (TIPM) detects the (K360) PTC No. 1 Relay Control circuit is open or
shorted to ground.
POSSIBLE CAUSES
Possible Causes
(F343) FUSED ASD RELAY OUTPUT CIRCUIT OPEN OR HIGH RESISTANCE
(K360) PTC NO. 1 RELAY CONTROL CIRCUIT SHORTED TO GROUND
(K360) PTC NO. 1 RELAY CONTROL CIRCUIT OPEN
PTC NO. 1 RELAY
DIAGNOSTIC TEST
1. VERIFY THAT THE DTC IS ACTIVE
WARNING: When the engine is operating, do not stand in direct line with the fan.
Do not put your hands near the pulleys, belts, or fan. Do not wear
loose clothing. Failure to follow these instructions can result
possible serious or fatal injury.
NOTE: Before erasing stored DTCs, record these conditions. Attempting to

duplicate these conditions may assist when checking for an active DTC.
Cherokee

3. Turn the ignition off and wait 30 seconds.
4. Turn the ignition on and wait 30 seconds.
Yes
 Go To 2.
No

 Refer to STANDARD PROCEDURE and perform the BODY VERIFICATION TEST.
2. CHECK THE (F343) FUSED ASD RELAY OUTPUT CIRCUIT FOR AN OPEN OR SHORTED
CIRCUIT
2. Remove the PTC No. 1 Relay.
4. Using a 12-volt test light connected to ground, check the (F343) Fused ASD Relay Output circuit at
the PTC No. 1 Relay harness connector.
Yes
 Go To 3.
No
Repair the open or short in the (F343) Fused ASD Relay Output circuit.

3. CHECK THE (K360) PTC NO. 1 RELAY CONTROL CIRCUIT FOR A SHORT TO GROUND
3. Measure the resistance between ground and the (K360) PTC No. 1 Relay Control circuit.

Cherokee
Yes
 Go To 4.
No
Repair the short to ground in the (K360) PTC No. 1 Relay Control circuit.

4. CHECK (K360) PTC NO. 1 RELAY CONTROL CIRCUIT FOR AN OPEN

1. Measure the resistance of the (K360) PTC No. 1 Relay Control circuit between the PTC No. 1
Relay harness connector and the TIPM C1 harness connector.
Yes
 Go To 5.
No
Repair the open in the (K360) PTC No. 1 Relay Control circuit.

5. CHECK PTC NO. 1 RELAY

1. Reconnect the TIPM C1 harness connector.
2. Remove the PTC No. 1 Relay and substitute it with a known good relay.
4. With the scan tool, erase TIPM DTCs.
Yes
 Go To 6.
No
Replace the PTC No. 1 Relay.


6. INSPECT RELATED WIRING AND CHECK FOR TSBS

Cherokee
2. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the PTC
No. 1 Relay and the TIPM.
4. Look for broken, bent, pushed out or corroded terminals.
Yes
No
B10B5-CABIN HEATER 1 CONTROL CIRCUIT HIGH
THEORY OF OPERATION
WHEN MONITORED:
PTC No. 1 Relay command on.
SET CONDITION:
If the Totally Integrated Power Module (TIPM) detects that the (K360) PTC No. 1 Relay Control circuit is
shorted to voltage.
POSSIBLE CAUSES
Possible Causes
(K360) PTC NO. 1 RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE
PTC NO. 1 RELAY
Cherokee
DIAGNOSTIC TEST
Do not put your hands near the pulleys, belts or fan. Do not wear
loose clothing.
NOTE: Before erasing stored DTCs, record the environmental conditions.

Attempting to duplicate these conditions may assist when checking for an
active DTC.

3. With the scan tool, actuate Diesel Cabin Heat 1.
4. Monitor the scan tool for at least 30 seconds.
Yes
 Go To 2.
No


4. Wait 30 seconds.
NOTE: The scan tool should display an open circuit DTC with the PTC No. 1
Relay removed.
Cherokee
Does the scan tool display: B10B4-CABIN HEATER 1 CONTROL CIRCUIT LOW?
Yes
 Replace the PTC No. 1 Relay.

No
Go To 3.

3. CHECK (K360) PTC NO. 1 RELAY CONTROL CIRCUIT FOR A SHORT TO VOLTAGE
4. Measure the voltage between ground and the (K360) PTC No. 1 Relay Control circuit.
Yes
 Repair the short to voltage in the (K360) PTC No. 1 Relay Control circuit.
No
Go To 4.


Yes
No
Cherokee
REMOVAL .
B10B8-CABIN HEATER 2 CONTROL CIRCUIT LOW
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
shorted to ground.
POSSIBLE CAUSES
Possible Causes
PTC NO. 2 RELAY
DIAGNOSTIC TEST

active DTC.

Cherokee

Yes
 Go To 2.
No

CIRCUIT
Yes
 Go To 3.
No

Yes
Cherokee
 Go To 4.
No


Yes
 Go To 5.
No


Yes
 Go To 6.
No


6. INSPECT RELATED WIRING AND CHECK FOR TSBs

Cherokee

Yes
No
REMOVAL .
B10B9-CABIN HEATER 2 CONTROL CIRCUIT HIGH
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
shorted to voltage.
POSSIBLE CAUSES
Possible Causes
PTC NO. 2 RELAY
Cherokee
DIAGNOSTIC TEST
loose clothing.

active DTC.

3. With the scan tool, actuate the Diesel Cabin Heat 2.
Yes
 Go To 2.
No


4. Wait 30 seconds.
Relay removed.
Does the scan tool display: B10B8-CABIN HEATER 2 CONTROL CIRCUIT LOW?
Cherokee
Yes

No
Go To 3.

Yes
No
Go To 4.


Yes
No
REMOVAL .
Cherokee
B1138-CABIN HEATER 3 CONTROL CIRCUIT LOW
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
shorted to ground.
POSSIBLE CAUSES
Possible Causes
PTC NO. 3 RELAY
DIAGNOSTIC TEST
NOTE: Before erasing stored DTCs, record these conditions. Attempting to

duplicate these conditions may assist when checking for an active DTC.

Cherokee
Yes
 Go To 2.
No

CIRCUIT
Yes
 Go To 3.
No

Yes
 Go To 4.
No
Cherokee


Yes
 Go To 5.
No


Yes
 Go To 6.
No



Cherokee
Yes
No
REMOVAL .
B1139-CABIN HEATER 3 CONTROL CIRCUIT HIGH
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
shorted to voltage.
POSSIBLE CAUSES
Possible Causes
PTC NO. 3 RELAY
DIAGNOSTIC TEST

Cherokee
loose clothing.

active DTC.

3. With the scan tool, actuate the Diesel Cabin Heat 3.
Yes
 Go To 2.
No


4. Wait 30 seconds.
Relay removed.
Does the scan tool display: B1138-CABIN HEATER 3 CONTROL CIRCUIT LOW?
Yes

Cherokee
No
Go To 3.

Yes
No
Go To 4.


Yes
No
REMOVAL .
B162B-LEFT LOW BEAM CONTROL CIRCUIT LOW

Cherokee
Fig. 1: Left Low Beam Control Circuit Wiring Diagram

THEORY OF OPERATION
The Totally Integrated Power Module (TIPM) receives a bus message requesting low beam lamp illumination.
Cherokee
When this bus message is received, the TIPM provides a voltage output through the low beam driver circuit. For
vehicles with High Intensity Discharge (HID) lamps, the low beam driver circuit connects to the HID Ballast
through a wire harness internal to the Front Lamp Unit. For vehicles without HID lamps, the low beam driver
circuit connects to the Low Beam Lamp. A headlamp return signal circuit that connects to the TIPM is used in
both vehicle applications. For additional information on the Headlamp operation, refer to OPERATION .
WHEN MONITORED:
With the low beam headlamps active.
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a low condition on the (L43) Left Low Beam Driver
circuit.
POSSIBLE CAUSES
Possible Causes
(L43) LEFT LOW BEAM DRIVER CIRCUIT SHORTED TO GROUND
(L43) LEFT LOW BEAM DRIVER CIRCUIT SHORTED TO THE (L911) HEADLAMP RETURN
SIGNAL CIRCUIT
LEFT LOW BEAM BULB
FRONT LAMP UNIT (VEHICLES WITH HID)
DIAGNOSTIC TEST
1. INTERMITTENT CONDITION
2. With the scan tool, clear all DTCs.
3. Turn the Headlamps on.
Does the scan tool display DTC: B162B-LEFT LOW BEAM CONTROL CIRCUIT LOW?
Yes
 Go To 2.
No
Cherokee
2. ATTEMPT TO SET THE OPPOSITE DTC

2. Disconnect the Left Front Lamp Assembly C1 harness connector (Vehicles with HID).
3. Disconnect the Left Front Lamp Assembly C2 harness connector (Vehicles without HID).
Does the scan tool display DTC: B162C-LEFT LOW BEAM CONTROL CIRCUIT HIGH?
Yes
 For vehicles with HID lamps, replace the Front Lamp Unit in accordance with the Service
Information. Refer to UNIT, FRONT LAMP , REMOVAL .
 For vehicles without HID lamps, replace the Left Low Beam Bulb in accordance with the
Service Information. Refer to UNIT, FRONT LAMP , REMOVAL .
No
Go To 3.

3. CHECK THE (L43) LEFT LOW BEAM DRIVER CIRCUIT FOR A SHORT TO GROUND
Cherokee
Fig. 2: Checking Left Low Beam Driver Circuit For A Short To Ground
Cherokee

3. Measure the resistance between ground and the (L43) Left Low Beam Driver circuit.
Yes
 Go To 4.
No
Repair the short to ground in the (L43) Left Low Beam Driver circuit.

4. CHECK THE (L43) LEFT LOW BEAM DRIVER CIRCUIT FOR A SHORT TO THE (L911)
HEADLAMP RETURN SIGNAL CIRCUIT
Cherokee
Cherokee
Fig. 3: Checking Left Low Beam Driver Circuit For A Short To Headlamp Return Signal Circuit
1. Measure the resistance between the (L43) Left Low Beam Driver circuit and the (L911) Headlamp
Return Signal circuit.
Yes
REMOVAL .
No
 Repair the short between the (L43) Left Low Beam Driver circuit and the (L911) Headlamp
B162C-LEFT LOW BEAM CONTROL CIRCUIT HIGH

Cherokee
Fig. 4: Left Low Beam Control Circuit Wiring Diagram

THEORY OF OPERATION
Cherokee
WHEN MONITORED:
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a high condition on the (L43) Left Low Beam
Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L43) LEFT LOW BEAM DRIVER CIRCUIT OPEN
(L43) LEFT LOW BEAM DRIVER CIRCUIT SHORTED TO VOLTAGE
(L911) HEADLAMP RETURN SIGNAL CIRCUIT OPEN
LEFT LOW BEAM BULB
DIAGNOSTIC TEST
Does the scan tool display DTC: B162C-LEFT LOW BEAM CONTROL CIRCUIT HIGH?
Yes
 Go To 2.
No
Cherokee
2. CHECK THE (L43) LEFT LOW BEAM DRIVER CIRCUIT FOR A SHORT TO VOLTAGE IN
THE HARNESS
Cherokee
Cherokee
Fig. 5: Checking Left Low Beam Driver Circuit For A Short To Voltage
1. Turn the Headlamps off.

3. Disconnect the Left Front Lamp Assembly C1 harness connector (Vehicles with HID).
4. Disconnect the Left Front Lamp Assembly C2 harness connector (Vehicles without HID).
7. Measure the voltage between ground and the (L43) Left Low Beam Driver circuit.
Yes
 Repair the short to voltage in the (L43) Left Low Beam Driver circuit.
No
Go To 3.

3. CHECK THE TIPM FOR CORRECT OPERATION

Cherokee
Cherokee
Fig. 6: Checking TIPM For Correct Operation


3. Connect a 12-volt test light between the (L43) Left Low Beam Driver circuit and (L911) Headlamp
Return Signal circuit in the Left Front Lamp Assembly C1 harness connector (Vehicles with HID)
or Left Front Lamp Assembly C2 harness connector (Vehicles without HID).
Yes
 For vehicles without HID lamps, replace the Left Low Beam Bulb in accordance with the
No
Go To 4.

4. CHECK THE (L43) LEFT LOW BEAM DRIVER CIRCUIT FOR AN OPEN IN THE HARNESS
Cherokee
Cherokee
Fig. 7: Checking Left Low Beam Driver Circuit For An Open


3. Measure the resistance of the (L43) Left Low Beam Driver circuit between the Left Front Lamp
Assembly C1 harness connector (Vehicles with HID) or Left Front Lamp Assembly C2 harness
connector (Vehicles without HID) and the TIPM C3 harness connector.
Yes
 Go To 5.
No
Repair the open in the (L43) Left Low Beam Driver circuit.

5. CHECK THE (L911) HEADLAMP RETURN SIGNAL CIRCUIT FOR AN OPEN IN THE
HARNESS
Cherokee
Cherokee
Fig. 8: Checking Headlamp Return Signal Circuit For An Open

1. Measure the resistance of the (L911) Headlamp Return Signal circuit between the Left Front Lamp
Assembly C1 harness connector (Vehicles with HID) or Left Front Lamp Assembly C2 harness
Yes
REMOVAL .
No
 Repair the open in the (L911) Headlamp Return Signal circuit.

B162F-RIGHT LOW BEAM CONTROL CIRCUIT LOW

Cherokee
Fig. 9: Right Low Beam Control Circuit Wiring Diagram

THEORY OF OPERATION
Cherokee
WHEN MONITORED:
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a low condition on the (L44) Right Low Beam
Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L44) RIGHT LOW BEAM DRIVER CIRCUIT SHORTED TO GROUND
(L44) RIGHT LOW BEAM DRIVER CIRCUIT SHORTED TO THE (L910) HEADLAMP RETURN
SIGNAL CIRCUIT
RIGHT LOW BEAM BULB
DIAGNOSTIC TEST
Does the scan tool display DTC: B162F-RIGHT LOW BEAM CONTROL CIRCUIT LOW?
Yes
 Go To 2.
No
Cherokee

2. Disconnect the Right Front Lamp Assembly C1 harness connector (Vehicles with HID).
3. Disconnect the Right Front Lamp Assembly C2 harness connector (Vehicles without HID).
Does the scan tool display DTC: B1630-RIGHT LOW BEAM CONTROL CIRCUIT HIGH?
Yes
 For vehicles without HID lamps, replace the Right Low Beam Bulb in accordance with the
No
Go To 3.

3. CHECK THE (L44) RIGHT LOW BEAM DRIVER CIRCUIT FOR A SHORT TO GROUND
Cherokee
Cherokee
Fig. 10: Checking Right Low Beam Driver Circuit For A Short To Ground

3. Measure the resistance between ground and the (L44) Right Low Beam Driver circuit.
Yes
 Go To 4.
No
Repair the short to ground in the (L44) Right Low Beam Driver circuit.

4. CHECK THE (L44) RIGHT LOW BEAM DRIVER CIRCUIT FOR A SHORT TO THE (L910)
Cherokee
Cherokee
Fig. 11: Measuring Resistance Between Right Low Beam Driver Circuit & Headlamp Return
Signal Circuit
1. Measure the resistance between the (L44) Right Low Beam Driver circuit and the (L910)
Headlamp Return Signal circuit.
Yes
REMOVAL .
No
 Repair the short between the (L44) Right Low Beam Driver circuit and the (L910) Headlamp
B1630-RIGHT LOW BEAM CONTROL CIRCUIT HIGH

Cherokee
Fig. 12: Right Low Beam Control Circuit Wiring Diagram

THEORY OF OPERATION
Cherokee
WHEN MONITORED:
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a high condition on the (L44) Right Low Beam
Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L44) RIGHT LOW BEAM DRIVER CIRCUIT OPEN
(L44) RIGHT LOW BEAM DRIVER CIRCUIT SHORTED TO VOLTAGE
RIGHT LOW BEAM BULB
DIAGNOSTIC TEST
Does the scan tool display DTC: B1630-RIGHT LOW BEAM CONTROL CIRCUIT HIGH?
Yes
 Go To 2.
No
Cherokee
2. CHECK THE (L44) RIGHT LOW BEAM DRIVER CIRCUIT FOR A SHORT TO VOLTAGE IN
THE HARNESS
Cherokee
Cherokee
Fig. 13: Checking Right Low Beam Driver Circuit For A Short To Voltage

3. Disconnect the Right Front Lamp Assembly C1 harness connector (Vehicles with HID).
4. Disconnect the Right Front Lamp Assembly C2 harness connector (Vehicles without HID).
7. Measure the voltage between ground and the (L44) Right Low Beam Driver circuit.
Yes
 Repair the short to voltage in the (L44) Right Low Beam Driver circuit.
No
Go To 3.


Cherokee

Cherokee

3. Connect a 12-volt test light between the (L44) Right Low Beam Driver circuit and (L910)
Headlamp Return Signal circuit in the Right Front Lamp Assembly C1 harness connector (Vehicles
with HID) or Right Front Lamp Assembly C2 harness connector (Vehicles without HID).
Yes
 For vehicles without HID lamps, replace the Right Low Beam Bulb in accordance with the
No
Go To 4.

4. CHECK THE (L44) RIGHT LOW BEAM DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
Cherokee
Cherokee
Fig. 15: Checking Right Low Beam Driver Circuit For An Open

3. Measure the resistance of the (L44) Right Low Beam Driver circuit between the Right Front Lamp
Assembly C1 harness connector (Vehicles with HID) or Right Front Lamp Assembly C2 harness
Yes
 Go To 5.
No
Repair the open in the (L44) Right Low Beam Driver circuit.

HARNESS
Cherokee
Cherokee

1. Measure the resistance of the (L910) Headlamp Return Signal circuit between the Right Front
Lamp Assembly C1 harness connector (Vehicles with HID) or Right Front Lamp Assembly C2
harness connector (Vehicles without HID) and the TIPM C3 harness connector.
Yes
REMOVAL .
No

B1633-LEFT HI BEAM CONTROL CIRCUIT LOW

Cherokee
Fig. 17: Left Hi Beam Control Circuit Wiring Diagram

THEORY OF OPERATION
The Totally Integrated Power Module (TIPM) receives a bus message requesting high beam lamp illumination.
Cherokee
When this bus message is received, the TIPM provides a voltage output through the high beam driver circuit.
For vehicles with High Intensity Discharge (HID) lamps, the high beam driver circuit connects to a circuit board
internal to the Front Lamp Unit that controls the shutter in front of the HID Lighting Element. When this shutter
is closed, some of the light from the HID Lighting Element is blocked resulting in low beam operation. When
high beam lamp illumination is requested, the shutter is opened resulting in high beam lamp operation. The high
beam driver circuit connects to the shutter control circuit board through a wire harness internal to the Front
Lamp Unit. For vehicles without HID lamps, the high beam driver circuit connects to the High Beam Lamp. A
headlamp return signal circuit that connects to the TIPM is used in both vehicle applications. For additional
information on the Headlamp operation, refer to OPERATION .
WHEN MONITORED:
With the high beam headlamps active.
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a low condition on the (L33) Left High Beam
Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L33) LEFT HIGH BEAM DRIVER CIRCUIT SHORTED TO GROUND
(L33) LEFT HIGH BEAM DRIVER CIRCUIT SHORTED TO THE (L911) HEADLAMP RETURN
SIGNAL CIRCUIT
LEFT HIGH BEAM BULB
DIAGNOSTIC TEST
3. Turn the High Beam Headlamps on.
Does the scan tool display DTC: B1633-LEFT HI BEAM CONTROL CIRCUIT LOW?
Yes
 Go To 2.
No
Cherokee

2. Disconnect the Left Front Lamp Assembly C1 harness connector.
Does the scan tool display DTC: B1634-LEFT HI BEAM CONTROL CIRCUIT HIGH?
Yes
 For vehicles without HID lamps, replace the Left High Beam Bulb in accordance with the
No
Go To 3.

3. CHECK THE (L33) LEFT HIGH BEAM DRIVER CIRCUIT FOR A SHORT TO GROUND
Cherokee
Cherokee
Fig. 18: Measuring Resistance Between Ground & Left High Beam Driver Circuit

3. Measure the resistance between ground and the (L33) Left High Beam Driver circuit.
Yes
 Go To 4.
No
Repair the short to ground in the (L33) Left High Beam Driver circuit.

4. CHECK THE (L33) LEFT HIGH BEAM DRIVER CIRCUIT FOR A SHORT TO THE (L911)
Cherokee
Cherokee
Fig. 19: Measuring Resistance Between Left High Beam Driver Circuit & Headlamp Return Signal
Circuit
1. Measure the resistance between the (L33) Left High Beam Driver circuit and the (L911) Headlamp
Yes
REMOVAL .
No
 Repair the short between the (L33) Left High Beam Driver circuit and the (L911) Headlamp
B1634-LEFT HI BEAM CONTROL CIRCUIT HIGH

Cherokee
Fig. 20: Left Hi Beam Control Circuit Wiring Diagram

THEORY OF OPERATION
Cherokee
WHEN MONITORED:
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a high condition on the (L33) Left High Beam
Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L33) LEFT HIGH BEAM DRIVER CIRCUIT OPEN
(L33) LEFT HIGH BEAM DRIVER CIRCUIT SHORTED TO VOLTAGE
LEFT HIGH BEAM BULB
DIAGNOSTIC TEST
Does the scan tool display DTC: B1634-LEFT HI BEAM CONTROL CIRCUIT HIGH?
Yes
 Go To 2.
No
Cherokee
2. CHECK THE (L33) LEFT HIGH BEAM DRIVER CIRCUIT FOR A SHORT TO VOLTAGE IN
THE HARNESS
Cherokee
Fig. 21: Measuring Voltage Between Ground & Left High Beam Driver Circuit

Cherokee

6. Measure the voltage between ground and the (L33) Left High Beam Driver circuit.
Yes
 Repair the short to voltage in the (L33) Left High Beam Driver circuit.
No
Go To 3.


Cherokee
Cherokee


3. Connect a 12-volt test light between the (L33) Left High Beam Driver circuit and (L911) Headlamp
Return Signal circuit in the Left Front Lamp Assembly C1 harness connector.
Yes
 For vehicles without HID lamps, replace the Left High Beam Bulb in accordance with the
No
Go To 4.

4. CHECK THE (L33) LEFT HIGH BEAM DRIVER CIRCUIT FOR AN OPEN IN THE HARNESS
Cherokee
Cherokee
Fig. 23: Checking Left High Beam Driver Circuit For An Open

3. Measure the resistance of the (L33) Left High Beam Driver circuit between the Left Front Lamp
Assembly C1 harness connector and the TIPM C3 harness connector.
Yes
 Go To 5.
No
Repair the open in the (L33) Left High Beam Driver circuit.

HARNESS
Cherokee
Cherokee

1. Measure the resistance of the (L911) Headlamp Return Signal circuit between the Left Front Lamp
Yes
REMOVAL .
No

B1637-RIGHT HI BEAM CONTROL CIRCUIT LOW

Cherokee
Fig. 25: Right Hi Beam Control Circuit Wiring Diagram

THEORY OF OPERATION
Cherokee
WHEN MONITORED:
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a low condition on the (L34) Right High Beam
Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L34) RIGHT HIGH BEAM DRIVER CIRCUIT SHORTED TO GROUND
(L34) RIGHT HIGH BEAM DRIVER CIRCUIT SHORTED TO THE (L910) HEADLAMP RETURN
SIGNAL CIRCUIT
RIGHT HIGH BEAM BULB
DIAGNOSTIC TEST
Does the scan tool display DTC: B1637-RIGHT HI BEAM CONTROL CIRCUIT LOW?
Yes
 Go To 2.
No
Cherokee

2. Disconnect the Right Front Lamp Assembly C1 harness connector.
Does the scan tool display DTC: B1638-RIGHT HI BEAM CONTROL CIRCUIT HIGH?
Yes
 For vehicles without HID lamps, replace the Right High Beam Bulb in accordance with the
No
Go To 3.

3. CHECK THE (L34) RIGHT HIGH BEAM DRIVER CIRCUIT FOR A SHORT TO GROUND
Cherokee
Fig. 26: Checking Right High Beam Driver Circuit For A Short To Ground
Cherokee

3. Measure the resistance between ground and the (L34) Right High Beam Driver circuit.
Yes
 Go To 4.
No
Repair the short to ground in the (L34) Right High Beam Driver circuit.

4. CHECK THE (L34) RIGHT HIGH BEAM DRIVER CIRCUIT FOR A SHORT TO THE (L910)
Cherokee
Cherokee
Fig. 27: Checking Right High Beam Driver Circuit For A Short To Headlamp Return Signal
Circuit
1. Measure the resistance between the (L34) Right High Beam Driver circuit and the (L910)
Headlamp Return Signal circuit.
Yes
REMOVAL .
No
 Repair the short between the (L34) Right High Beam Driver circuit and the (L910) Headlamp
B1638-RIGHT HI BEAM CONTROL CIRCUIT HIGH

Cherokee
Fig. 28: Right Hi Beam Control Circuit Wiring Diagram

THEORY OF OPERATION
Cherokee
WHEN MONITORED:
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a high condition on the (L34) Right High Beam
Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L34) RIGHT HIGH BEAM DRIVER CIRCUIT OPEN
(L34) RIGHT HIGH BEAM DRIVER CIRCUIT SHORTED TO VOLTAGE
RIGHT HIGH BEAM BULB
DIAGNOSTIC TEST
Does the scan tool display DTC: B1638-RIGHT HI BEAM CONTROL CIRCUIT HIGH?
Yes
 Go To 2.
No
Cherokee
2. CHECK THE (L34) RIGHT HIGH BEAM DRIVER CIRCUIT FOR A SHORT TO VOLTAGE
IN THE HARNESS
Cherokee
Cherokee
Fig. 29: Checking Right High Beam Driver Circuit For A Short To Voltage

6. Measure the voltage between ground and the (L34) Right High Beam Driver circuit.
Yes
 Repair the short to voltage in the (L34) Right High Beam Driver circuit.
No
Go To 3.


Cherokee
Cherokee


3. Connect a 12-volt test light between the (L34) Right High Beam Driver circuit and (L910)
Headlamp Return Signal circuit in the Right Front Lamp Assembly C1 harness connector.
Yes
 For vehicles without HID lamps, replace the Right High Beam Bulb in accordance with the
No
Go To 4.

4. CHECK THE (L34) RIGHT HIGH BEAM DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
Cherokee
Cherokee
Fig. 31: Checking Right High Beam Driver Circuit For An Open

3. Measure the resistance of the (L34) Right High Beam Driver circuit between the Right Front Lamp
Yes
 Go To 5.
No
Repair the open in the (L34) Right High Beam Driver circuit.

HARNESS
Cherokee
Cherokee

1. Measure the resistance of the (L910) Headlamp Return Signal circuit between the Right Front
Lamp Assembly C1 harness connector and the TIPM C3 harness connector.
Yes
REMOVAL .
No

B163B-FRONT LEFT TURN LAMP CONTROL CIRCUIT LOW

Cherokee
Fig. 33: Front Left Turn Lamp Control Circuit Wiring Diagram
THEORY OF OPERATION
The Totally Integrated Power Module (TIPM) receives a bus message requesting turn signal lamp illumination.
Cherokee
When this bus message is received, the TIPM provides a pulsed voltage output through the front turn signal
control circuit. The front turn signal control circuit connects to the dual filament Park and Turn Signal Lamp.
For certain export applications, a single filament bulb is used and the Park Lamp function is in a separate lamp.
The same ground circuit is used for both the Park and Turn Signal filaments in a dual filament lamp. For
additional information on the Turn Signal Lamps operation, refer to OPERATION .
WHEN MONITORED:
With the turn signal active.
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a low condition on the (L161) Left Front Turn
Signal Control circuit.
POSSIBLE CAUSES
Possible Causes
(L161) LEFT FRONT TURN SIGNAL CONTROL CIRCUIT SHORTED TO GROUND
PARK AND TURN SIGNAL BULB
DIAGNOSTIC TEST
3. Turn the Left Turn Signal on.
Does the scan tool display DTC: B163B-FRONT LEFT TURN LAMP CONTROL CIRCUIT
LOW?
Yes
 Go To 2.
No


1. Turn the Left Turn Signal off.
Cherokee

Does the scan tool display DTC: B163C-FRONT LEFT TURN LAMP CONTROL CIRCUIT
HIGH?
Yes
 Replace the Left Park and Turn Signal Bulb in accordance with the Service Information.
Refer to UNIT, FRONT LAMP , REMOVAL .
No
Go To 3.

3. CHECK THE (L161) LEFT FRONT TURN SIGNAL CONTROL CIRCUIT FOR A SHORT TO
GROUND
Cherokee
Fig. 34: Checking Left Front Turn Signal Control Circuit For A Short To Ground

3. Measure the resistance between ground and the (L161) Left Front Turn Signal Control circuit.
Yes
REMOVAL .
No
Cherokee
 Repair the short to ground in the (L161) Left Front Turn Signal Control circuit.
B163C-FRONT LEFT TURN LAMP CONTROL CIRCUIT HIGH
Fig. 35: Front Left Turn Lamp Control Circuit Wiring Diagram
Cherokee
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a high condition on the (L161) Left Front Turn
POSSIBLE CAUSES
Possible Causes
(L161) LEFT FRONT TURN SIGNAL CONTROL CIRCUIT OPEN
(L161) LEFT FRONT TURN SIGNAL CONTROL CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST
Does the scan tool display DTC: B163C-FRONT LEFT TURN LAMP CONTROL CIRCUIT
HIGH?
Yes
 Go To 2.
No
Cherokee

2. CHECK THE (L161) LEFT FRONT TURN SIGNAL CONTROL CIRCUIT FOR A SHORT TO
VOLTAGE IN THE HARNESS
Fig. 36: Checking Left Front Turn Signal Control Circuit For A Short To Voltage

Cherokee
6. Measure the voltage between ground and the (L161) Left Front Turn Signal Control circuit.
Yes
 Repair the short to voltage in the (L161) Left Front Turn Signal Control circuit.
No
Go To 3.


Cherokee

3. Connect a 12-volt test light between the (L161) Left Front Turn Signal Control circuit and the
(Z901) Ground circuit at the Left Front Lamp Assembly C3 harness connector.
Does the test light blink on and off?
Yes
 Replace the Park and Turn Signal Bulb in accordance with the Service Information. Refer to
UNIT, FRONT LAMP , REMOVAL .
No
Go To 4.

4. CHECK THE (L161) LEFT FRONT TURN SIGNAL CONTROL CIRCUIT FOR AN OPEN IN
THE HARNESS
Cherokee
Fig. 38: Checking Left Front Turn Signal Control Circuit For An Open

Cherokee
3. Measure the resistance of the (L161) Left Front Turn Signal Control circuit between the Left Front
Lamp Assembly C3 harness connector and the TIPM C4 harness connector.
Yes
 Go To 5.
No
Repair the open in the (L161) Left Front Turn Signal Control circuit.

5. CHECK THE (Z901) GROUND CIRCUIT FOR AN OPEN IN THE HARNESS

Cherokee

Yes
REMOVAL .
No
 Repair the open in the (Z901) Ground circuit.

B163F-FRONT RIGHT TURN LAMP CONTROL CIRCUIT LOW

Cherokee
Fig. 40: Front Right Turn Lamp Control Circuit Wiring Diagram
THEORY OF OPERATION
Cherokee
WHEN MONITORED:
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a low condition on the (L160) Right Front Turn
POSSIBLE CAUSES
Possible Causes
(L160) RIGHT FRONT TURN SIGNAL CONTROL CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST
3. Turn the Right Turn Signal on.
Does the scan tool display DTC: B163F-FRONT RIGHT TURN LAMP CONTROL CIRCUIT
LOW?
Yes
 Go To 2.
No


Cherokee

Does the scan tool display DTC: B1640-FRONT RIGHT TURN LAMP CONTROL CIRCUIT
HIGH?
Yes
 Replace the Right Park and Turn Signal Bulb in accordance with the Service Information.
Refer to UNIT, FRONT LAMP , REMOVAL .
No
Go To 3.

3. CHECK THE (L160) RIGHT FRONT TURN SIGNAL CONTROL CIRCUIT FOR A SHORT TO
GROUND
Cherokee
Fig. 41: Checking Right Front Turn Signal Control Circuit For A Short To Ground

2. Measure the resistance between ground and the (L160) Right Front Turn Signal Control circuit.
Yes
REMOVAL .
No
Cherokee
 Repair the short to ground in the (L160) Right Front Turn Signal Control circuit.
B1640-FRONT RIGHT TURN LAMP CONTROL CIRCUIT HIGH
Fig. 42: Front Right Turn Lamp Control Circuit Wiring Diagram
Cherokee
THEORY OF OPERATION
driver circuit. The front turn signal driver circuit connects to the dual filament Park and Turn Signal Lamp. For
certain export applications, a single filament bulb is used and the Park Lamp function is in a separate lamp. The
same ground circuit is used for both the Park and Turn Signal filaments in a dual filament lamp. For additional
information on the Turn Signal Lamps operation, refer to OPERATION .
WHEN MONITORED:
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a high condition on the (L160) Right Front Turn
Signal Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L160) RIGHT FRONT TURN SIGNAL DRIVER CIRCUIT OPEN
(L160) RIGHT FRONT TURN SIGNAL DRIVER CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST
Does the scan tool display DTC: B1640-FRONT RIGHT TURN LAMP CONTROL CIRCUIT
HIGH?
Yes
 Go To 2.
No
Cherokee

2. CHECK THE (L160) RIGHT FRONT TURN SIGNAL DRIVER CIRCUIT FOR A SHORT TO
Fig. 43: Checking Right Front Turn Signal Driver Circuit For A Short To Voltage
1. Turn the Right Turn Signal off.

Cherokee

6. Measure the voltage between ground and the (L160) Right Front Turn Signal Driver circuit.
Yes
 Repair the short to voltage in the (L160) Right Front Turn Signal Driver circuit.
No
Go To 3.


Cherokee


3. Connect a 12-volt test light between the (L160) Right Front Turn Signal Driver circuit and the
(Z909) Ground circuit at the Right Front Lamp Assembly C3 harness connector.
Yes
 Replace the Park and Turn Signal Bulb in accordance with the Service Information. Refer to
No
Go To 4.

4. CHECK THE (L160) RIGHT FRONT TURN SIGNAL DRIVER CIRCUIT FOR AN OPEN IN
THE HARNESS
Cherokee
Fig. 45: Checking Right Front Turn Signal Driver Circuit For An Open

Cherokee

3. Measure the resistance of the (L160) Right Front Turn Signal Driver circuit between the Right
Front Lamp Assembly C3 harness connector and the TIPM C4 harness connector.
Yes
 Go To 5.
No
Repair the open in the (L160) Right Front Turn Signal Driver circuit.


Cherokee

Yes
REMOVAL .
No
Cherokee

B1643-REAR LEFT TURN LAMP CONTROL CIRCUIT LOW
Fig. 47: Rear Left Turn Lamp Circuit Wiring Diagram

Cherokee
THEORY OF OPERATION
When this bus message is received, the TIPM provides a pulsed voltage output through the rear turn signal
control circuit. The rear turn signal control circuit connects to the dual filament Park and Turn Signal Bulb in
the Lamp, Tail Stop Turn. For certain export applications, a single filament bulb is used for turn signal
operation. The same ground circuit is used for both the Park and Turn Signal filaments in a dual filament lamp.
For additional information on the Turn Signal Lamps operation, refer to OPERATION .
WHEN MONITORED:
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a low condition on the (L63) Left Rear Turn Signal
Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L63) LEFT REAR TURN SIGNAL DRIVER CIRCUIT SHORTED TO GROUND
LEFT REAR TURN SIGNAL BULB
DIAGNOSTIC TEST
Does the scan tool display DTC: B1643-REAR LEFT TURN LAMP CONTROL CIRCUIT LOW?
Yes
 Go To 2.
No
Cherokee
Refer to STANDARD PROCEDURE and perform the BODY VERIFICATION TEST.



3. Disconnect the Left Tail/Stop/Turn Lamp C2 harness connector (Export).
4. Disconnect the Left Tail/Stop/Turn Lamp C1 harness connector (Except Export).
Does the scan tool display DTC: B1644-REAR LEFT TURN LAMP CONTROL CIRCUIT HIGH?
Yes
 Replace the Left Rear Turn Signal Bulb in accordance with the Service Information. Refer to
LAMP, TAIL STOP TURN , REMOVAL .
No
Go To 3.

3. CHECK THE (L63) LEFT REAR TURN SIGNAL DRIVER CIRCUIT FOR A SHORT TO
GROUND
Cherokee
Fig. 48: Checking Left Rear Turn Signal Driver Circuit For A Short To Ground

3. Measure the resistance between ground and the (L63) Left Rear Turn Signal Driver circuit.
Yes
REMOVAL .
Cherokee
No
 Repair the short to ground in the (L63) Left Rear Turn Signal Driver circuit.
B1644-REAR LEFT TURN LAMP CONTROL CIRCUIT HIGH

Cherokee
Fig. 49: Rear Left Turn Lamp Circuit Wiring Diagram

THEORY OF OPERATION
Cherokee
WHEN MONITORED:
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a high condition on the (L63) Left Rear Turn Signal
Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L63) LEFT REAR TURN SIGNAL DRIVER CIRCUIT OPEN
(L63) LEFT REAR TURN SIGNAL DRIVER CIRCUIT SHORTED TO VOLTAGE
LEFT REAR TURN SIGNAL BULB
DIAGNOSTIC TEST
Does the scan tool display DTC: B1644-REAR LEFT TURN LAMP CONTROL CIRCUIT HIGH?
Yes
 Go To 2.
No
Cherokee
2. CHECK THE (L63) LEFT REAR TURN SIGNAL DRIVER CIRCUIT FOR A SHORT TO
Fig. 50: Checking Left Rear Turn Signal Driver Circuit For A Short To Voltage

3. Disconnect the Left Tail/Stop/Turn Lamp C2 harness connector (Export).
4. Disconnect the Left Tail/Stop/Turn Lamp C1 harness connector (Except Export).
7. Measure the voltage between ground and the (L63) Left Rear Turn Signal Driver circuit.
Cherokee
Yes
 Repair the short to voltage in the (L63) Left Rear Turn Signal Driver circuit.
No
Go To 3.


Cherokee

3. Connect a 12-volt test light between the (L63) Left Rear Turn Signal Driver circuit and the (Z923)
Ground circuit at the Left Tail/Stop/Turn Lamp C2 harness connector (Export) or Left
Tail/Stop/Turn Lamp C1 harness connector (Except Export).
Yes
 Replace the Left Rear Turn Signal Bulb in accordance with the Service Information. Refer to
LAMP, TAIL STOP TURN , REMOVAL .
No
Go To 4.

4. CHECK THE (L63) LEFT REAR TURN SIGNAL DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
Cherokee
Cherokee
Fig. 52: Checking Left Rear Turn Signal Driver Circuit For An Open

3. Measure the resistance of the (L63) Left Rear Turn Signal Driver circuit between the Left
Tail/Stop/Turn Lamp C2 harness connector (Export) or Left Tail/Stop/Turn Lamp C1 harness
connector (Except Export) and the TIPM C7 harness connector.
Yes
 Go To 5.
No
Repair the open in the (L63) Left Rear Turn Signal Driver circuit.


Cherokee

Yes
REMOVAL .
Cherokee
No

B1647-REAR RIGHT TURN LAMP CONTROL CIRCUIT LOW

Cherokee
Fig. 54: Rear Right Turn Lamp Circuit Wiring Diagram

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a low condition on the (L62) Right Rear Turn
POSSIBLE CAUSES
Possible Causes
(L62) RIGHT REAR TURN SIGNAL DRIVER CIRCUIT SHORTED TO GROUND
RIGHT REAR TURN SIGNAL BULB
DIAGNOSTIC TEST
Does the scan tool display DTC: B1647-REAR RIGHT TURN LAMP CONTROL CIRCUIT
LOW?
Yes
 Go To 2.
No
Cherokee


3. Disconnect the Right Tail/Stop/Turn Lamp C2 harness connector (Export).
4. Disconnect the Right Tail/Stop/Turn Lamp C1 harness connector (Except Export).
HIGH?
Yes
 Replace the Right Rear Turn Signal Bulb in accordance with the Service Information. Refer
to LAMP, TAIL STOP TURN , REMOVAL .
No
Go To 3.

3. CHECK THE (L62) RIGHT REAR TURN SIGNAL DRIVER CIRCUIT FOR A SHORT TO
GROUND
Cherokee
Fig. 55: Checking Right Rear Turn Signal Driver Circuit For A Short To Ground

3. Measure the resistance between ground and the (L62) Right Rear Turn Signal Driver circuit.
Yes
REMOVAL .
Cherokee
No
 Repair the short to ground in the (L62) Right Rear Turn Signal Driver circuit.
B1648-REAR RIGHT TURN LAMP CONTROL CIRCUIT HIGH

Cherokee
Fig. 56: Rear Right Turn Lamp Circuit Wiring Diagram

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a high condition on the (L62) Right Rear Turn
POSSIBLE CAUSES
Possible Causes
(L62) RIGHT REAR TURN SIGNAL DRIVER CIRCUIT OPEN
(L62) RIGHT REAR TURN SIGNAL DRIVER CIRCUIT SHORTED TO VOLTAGE
RIGHT REAR TURN SIGNAL BULB
DIAGNOSTIC TEST
HIGH?
Yes
 Go To 2.
Cherokee
No

2. CHECK THE (L62) RIGHT REAR TURN SIGNAL DRIVER CIRCUIT FOR A SHORT TO
Fig. 57: Checking Right Rear Turn Signal Driver Circuit For A Short To Voltage

Cherokee
3. Disconnect the Right Tail/Stop/Turn Lamp C2 harness connector (Export).

4. Disconnect the Right Tail/Stop/Turn Lamp C1 harness connector (Except Export).
7. Measure the voltage between ground and the (L62) Right Rear Turn Signal Driver circuit.
Yes
 Repair the short to voltage in the (L62) Right Rear Turn Signal Driver circuit.
No
Go To 3.


Cherokee


3. Connect a 12-volt test light between the (L62) Right Rear Turn Signal Driver circuit and the (Z924)
Ground circuit at the Right Tail/Stop/Turn Lamp C2 harness connector (Export) or Right
Tail/Stop/Turn Lamp C1 harness connector (Except Export).
Yes
Cherokee
 Replace the Right Rear Turn Signal Bulb in accordance with the Service Information. Refer
to LAMP, TAIL STOP TURN , REMOVAL .
No
Go To 4.

4. CHECK THE (L62) RIGHT REAR TURN SIGNAL DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
Cherokee
Cherokee
Fig. 59: Checking Right Rear Turn Signal Driver Circuit For An Open

3. Measure the resistance of the (L62) Right Rear Turn Signal Driver circuit between the Right
Tail/Stop/Turn Lamp C2 harness connector (Export) or Right Tail/Stop/Turn Lamp C1 harness
connector (Except Export) and the TIPM C7 harness connector.
Yes
 Go To 5.
No
Repair the open in the (L62) Right Rear Turn Signal Driver circuit.


Cherokee

Yes
REMOVAL .
Cherokee
No

B1659-FRONT FOG LAMP CONTROL CIRCUIT LOW
Fig. 61: Front Fog Lamp Control Circuit Wiring Diagram

Cherokee
THEORY OF OPERATION
The Totally Integrated Power Module (TIPM) receives a bus message requesting fog lamp illumination. When
this bus message is received, the TIPM provides a voltage output through the front fog lamp control output
circuit. The front fog lamp control output circuit connects to the both the Left and Right Front Fog Lamps.
Separate ground circuits are used for the Left and Right Front Fog Lamps. For additional information on the
Front Fog Lamps operation, refer to OPERATION .
WHEN MONITORED:
With the fog lamps active.
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a low condition on the (L90) Front Fog Lamp
Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L90) FRONT FOG LAMP DRIVER CIRCUIT SHORTED TO GROUND
LEFT FRONT FOG LAMP BULB
RIGHT FRONT FOG LAMP BULB
DIAGNOSTIC TEST
3. Turn the Fog Lamps on.
Does the scan tool display DTC: B1659-FRONT FOG LAMP CONTROL CIRCUIT LOW?
Yes
 Go To 2.
No
Cherokee

1. Turn the Fog Lamps off.
3. Disconnect the Left and Right Front Fog Lamp harness connectors.
Does the scan tool display DTC: B1660-FRONT FOG LAMP CONTROL CIRCUIT HIGH?
Yes
 Determine which lamp is causing the short to ground condition. Replace the appropriate
Front Fog Lamp Bulb in accordance with the Service Information. Refer to LAMP, FOG,
FRONT , REMOVAL .
No
Go To 3.

3. CHECK THE (L90) FRONT FOG LAMP DRIVER CIRCUIT FOR A SHORT TO GROUND
Cherokee
Fig. 62: Checking Front Fog Lamp Driver Circuit For A Short To Ground

3. Measure the resistance between ground and the (L90) Front Fog Lamp Driver circuit.
Yes
Cherokee

REMOVAL .
No
 Repair the short to ground in the (L90) Front Fog Lamp Driver circuit.
B165C-PARK LAMP CONTROL CIRCUIT LOW

Cherokee
Fig. 63: Park Lamp Control Circuit Wiring Diagram

THEORY OF OPERATION
The Totally Integrated Power Module (TIPM) receives a bus message requesting park lamp illumination. When
this bus message is received, the TIPM provides a voltage output through the park lamp circuits. Two of the
Cherokee
park lamp circuits are controlled by the TIPM through a relay. The other two circuits are controlled directly by
the TIPM. For additional information on the operation of the Park Lamps, refer to OPERATION .
WHEN MONITORED:
With the Park Lamps active.
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a low voltage condition on one of the park lamp
voltage supply circuits.
POSSIBLE CAUSES
Possible Causes
(L77) FUSED PARK LAMP RELAY OUTPUT CIRCUIT SHORTED TO GROUND
(L78) RIGHT PARK LAMP DRIVER CIRCUIT SHORTED TO GROUND
DAMAGED OR INOPERATIVE LAMP/BULB
AFTERMARKET OR ACCESSORIES
DIAGNOSTIC TEST
2. With the scan tool, clear all TIPM DTCs.
3. Turn the Park Lamps off and on.
Does the scan tool display B165C-PARK LAMP CONTROL CIRCUIT LOW?
Yes
 Go To 2.
No

2. ISOLATE THE (L77) FUSED PARK LAMP RELAY OUTPUT CIRCUIT

1. Remove Fuse M35 to isolate the (L77) Fused Park Lamp Relay Output circuit.
Cherokee

Does the scan tool display DTC B165C-PARK LAMP CONTROL CIRCUIT LOW as stored?
Yes
 Go To 3.
No
Go To 5.

3. CHECK THE LAMPS ON THE (L77) FUSED PARK LAMP RELAY OUTPUT CIRCUIT FOR
AN INTERNAL SHORT TO GROUND
1. Install Fuse M35.
3. Using the wiring diagrams as a guide, disconnect the harness connector for each lamp on the (L77)
Fused Park Lamp Relay Output circuit one at a time while checking for the DTC to become stored.
Does the DTC change to stored?
Yes
 Repair or replace the lamp/bulb that caused the DTC to change to stored in accordance with
the Service Information.
No
Go To 4.

4. CHECK THE (L77) FUSED PARK LAMP RELAY OUTPUT CIRCUIT FOR A SHORT TO
GROUND
Cherokee
Fig. 64: Checking Fused Park Lamp Relay Output Circuit For A Short To Ground

3. Measure the resistance between ground and the (L77) Fused Park Lamp Relay Output circuit in the
TIPM C5 harness connector.

Cherokee
Yes
REMOVAL .
No
Repair the short to ground in the (L77) Fused Park Lamp Relay Output circuit.
5. ISOLATE THE (L678) FUSED PARK LAMP RELAY OUTPUT CIRCUIT

1. Install Fuse M35.
2. Remove Fuse J14 to isolate the (L678) Fused Park Lamp Relay Output circuit.
Yes
 Go To 6.
No
Go To 8.

6. CHECK THE AFTERMARKET, TRAILER TOW, OR ACCESSORIES FOR A SHORT TO

GROUND
NOTE: Inspect the connections at any aftermarket, trailer tow, or accessories

using the (L678) Fused Park Lamp Relay Output circuit for signs of water
intrusion, corrosion, pushed out or bent terminals, and correct pin
tension. Repair as necessary.
1. Install Fuse J14.

2. Disconnect any aftermarket, trailer tow, or accessories using the (L678) Fused Park Lamp Relay
Output circuit.
Yes
Cherokee
 The concern is with the aftermarket, trailer tow, or accessories using the (L678) Fused Park
Lamp Relay Output circuit. Repair as necessary. Refer to the aftermarket accessories or
accessories manual.
No
Go To 7.

GROUND
Cherokee

3. Measure the resistance between ground and the (L678) Fused Park Lamp Relay Output circuit in
the TIPM C5 harness connector.

Cherokee
Yes
No
Repair the short to ground in the (L678) Fused Park Lamp Relay Output circuit.

8. CHECK THE LAMPS ON THE (L777) FUSED PARK LAMP RELAY OUTPUT CIRCUIT FOR
AN INTERNAL SHORT TO GROUND
1. Install Fuse J14.
2. Using the wiring diagrams as a guide, disconnect the harness connector for each lamp on the
(L777) Fused Park Lamp Relay Output circuit one at a time while checking for the DTC to become
stored.
Yes
 Repair or replace the lamp/bulb that caused the DTC to change to stored in accordance with
the Service Information.
No
Go To 9.

GROUND
Cherokee

3. Measure the resistance between ground and the (L777) Fused Park Lamp Relay Output circuit in
the TIPM C4 harness connector.
Yes
 Go To 10.
No
Cherokee
Repair the short to ground in the (L777) Fused Park Lamp Relay Output circuit.

10. CHECK THE LAMPS ON THE (L78) RIGHT PARK LAMP DRIVER CIRCUIT FOR AN
INTERNAL SHORT TO GROUND
3. Using the wiring diagrams as a guide, disconnect the harness connector for each lamp or
component on the (L78) Right Park Lamp Driver circuit one at a time while checking for the DTC
to become stored.
Yes
 Repair or replace the lamp/bulb/component that caused the DTC to change to stored in
No
Go To 11.

11. CHECK THE (L78) RIGHT PARK LAMP DRIVER CIRCUIT FOR A SHORT TO GROUND
Cherokee
Fig. 67: Checking Right Park Lamp Driver Circuit For A Short To Ground

3. Measure the resistance between ground and the (L78) Right Park Lamp Driver circuit in the TIPM

Cherokee
Yes
REMOVAL .
No
 Repair the short to ground in the (L78) Right Park Lamp Driver circuit.
B1660-FRONT FOG LAMP CONTROL CIRCUIT HIGH

Cherokee
Fig. 68: Front Fog Lamp Control Circuit Wiring Diagram

THEORY OF OPERATION
The Totally Integrated Power Module (TIPM) receives a bus message requesting fog lamp illumination. When
Cherokee
this bus message is received, the TIPM provides a voltage output through the front fog lamp control output
circuit. The front fog lamp control output circuit connects to the both the Left and Right Front Fog Lamps.
Front Fog Lamps operation, refer to OPERATION .
WHEN MONITORED:
With the fog lamps active.
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a high condition on the (L90) Front Fog Lamp
Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L90) FRONT FOG LAMP DRIVER CIRCUIT OPEN
(L90) FRONT FOG LAMP DRIVER CIRCUIT SHORTED TO VOLTAGE
(Z901) AND (Z909) GROUND CIRCUITS OPEN
LEFT AND RIGHT FRONT FOG LAMP BULBS
DIAGNOSTIC TEST
3. Turn the Front Fog Lamps on.
Does the scan tool display DTC: B1660-FRONT FOG LAMP CONTROL CIRCUIT HIGH?
Yes
 Go To 2.
No

2. CHECK THE (L90) FRONT FOG LAMP DRIVER CIRCUIT FOR A SHORT TO VOLTAGE IN
THE HARNESS
Cherokee
Fig. 69: Checking Front Fog Lamp Driver Circuit For A Short To Voltage
1. Turn the Fog Lamps off.

3. Disconnect the Left and Right Front Fog Lamp harness connectors.
6. Measure the voltage between ground and the (L90) Front Fog Lamp Driver circuit.
Yes
Cherokee
 Repair the short to voltage on the (L90) Front Fog Lamp Driver circuit.
No
Go To 3.



3. Connect a 12-volt test light between the (L90) Front Fog Lamp Driver circuit and the (Z901)
Ground circuit at the Left Front Fog Lamp harness connector.
Cherokee
Yes
 Replace the Left and Right Front Fog Lamp Bulb in accordance with the Service
Information. Refer to LAMP, FOG, FRONT , REMOVAL .
No
Go To 4.

4. CHECK THE (L90) FRONT FOG LAMP DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
Cherokee
Fig. 71: Checking Front Fog Lamp Driver Circuit For An Open

Cherokee
3. Measure the resistance of the (L90) Front Fog Lamp Driver circuit between the Left Front Fog
Lamp harness connector and the TIPM C4 harness connector.
Yes
 Go To 5.
No
Repair the open in the (L90) Front Fog Lamp Driver circuit.

5. CHECK THE (Z901) AND (Z909) GROUND CIRCUITS FOR AN OPEN IN THE HARNESS
Cherokee
Fig. 72: Checking Ground Circuits For An Open

Yes
Cherokee
REMOVAL .
No
 Repair the open in the (Z901) and (Z909) Ground circuits.

B1663-REAR FOG LAMP CONTROL CIRCUIT LOW
THEORY OF OPERATION
The Totally Integrated Power Module (TIPM) receives a bus message requesting rear fog lamp illumination.
When this bus message is received, the TIPM provides a voltage output through the rear fog lamp control
output circuit. The rear fog lamp control output circuit connects to the both the Left and Right Rear Fog Lamps.
Rear Fog Lamps operation, refer to OPERATION .
WHEN MONITORED:
With the rear fog lamps active.
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a low condition on the (L674) Right Rear Stop/Turn
Signal Feed circuit.
POSSIBLE CAUSES
Possible Causes
(L674) RIGHT REAR STOP/TURN SIGNAL FEED CIRCUIT SHORTED TO GROUND
LEFT REAR FOG LAMP BULB
RIGHT REAR FOG LAMP BULB
DIAGNOSTIC TEST
3. Turn the Rear Fog Lamps on.
Does the scan tool display DTC: B1663-REAR FOG LAMP CONTROL CIRCUIT LOW?
Cherokee
Yes
 Go To 2.
No


1. Turn the Rear Fog Lamps off.
3. Disconnect the Left and Right Rear Fog Lamp harness connectors.
Does the scan tool display DTC: B1664-REAR FOG LAMP CONTROL CIRCUIT HIGH?
Yes
 Determine which lamp is causing the short to ground condition. Replace the appropriate Rear
Fog Lamp Bulb in accordance with the Service Information. Refer to LAMP, FOG,
FRONT , REMOVAL , and LAMP, FOG, REAR , REMOVAL .
No
Go To 3.

3. CHECK THE (L674) RIGHT REAR STOP/TURN SIGNAL FEED CIRCUIT FOR A SHORT TO
GROUND
3. Measure the resistance between ground and the (L674) Right Rear Stop/Turn Signal Feed circuit.
Yes
REMOVAL .
Cherokee
No
 Repair the short to ground in the (L674) Right Rear Stop/Turn Signal Feed circuit.
B1664-REAR FOG LAMP CONTROL CIRCUIT HIGH
THEORY OF OPERATION
The Totally Integrated Power Module (TIPM) receives a bus message requesting rear fog lamp illumination.
When this bus message is received, the TIPM provides a voltage output through the rear fog lamp control
output circuit. The rear fog lamp control output circuit connects to the both the Left and Right Rear Fog Lamps.
Rear Fog Lamps operation, refer to OPERATION .
WHEN MONITORED:
With the rear fog lamps active.
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a high condition on the (L674) Right Rear
Stop/Turn Signal Feed circuit.
POSSIBLE CAUSES
Possible Causes
(L674) RIGHT REAR STOP/TURN SIGNAL FEED CIRCUIT OPEN
(L674) RIGHT REAR STOP/TURN SIGNAL FEED CIRCUIT SHORTED TO VOLTAGE
(Z923) AND (Z924) GROUND CIRCUITS OPEN
LEFT AND RIGHT FRONT FOG LAMP BULBS
DIAGNOSTIC TEST
Does the scan tool display DTC: B1664-REAR FOG LAMP CONTROL CIRCUIT HIGH?
Cherokee
Yes
 Go To 2.
No

1. Turn the Rear Fog Lamps off.
3. Disconnect the Left and Right Rear Fog Lamp harness connectors.
6. Measure the voltage between ground and the (L674) Right Rear Stop/Turn Signal Feed circuit.
Yes
 Repair the short to voltage on the (L674) Right Rear Stop/Turn Signal Feed circuit.
No
Go To 3.

3. CHECK THE REAR FOG LAMPS FOR CORRECT OPERATION

3. Connect a 12-volt test light between the (L674) Right Rear Stop/Turn Signal Feed circuit and the
(Z923) Ground circuit at the Left Rear Fog Lamp harness connector.
Yes
 Replace the Left and Right Rear Fog Lamp Bulb in accordance with the Service Information.
Refer to LAMP, FOG, FRONT , REMOVAL , and LAMP, FOG, REAR , REMOVAL .
Cherokee
No
Go To 4.

4. CHECK THE (L674) RIGHT REAR STOP/TURN SIGNAL FEED CIRCUIT FOR AN OPEN IN
THE HARNESS
3. Measure the resistance of the (L674) Right Rear Stop/Turn Signal Feed circuit between the Left
Rear Fog Lamp harness connector and the TIPM C7 harness connector.
Yes
 Go To 5.
No
Repair the open in the (L674) Right Rear Stop/Turn Signal Feed circuit.

5. CHECK THE (Z923) AND (Z924) GROUND CIRCUITS FOR AN OPEN IN THE HARNESS
Does the test light illuminate brightly for each circuit?
Yes
REMOVAL .
No
 Repair the open in the (Z923) and (Z924) Ground circuits.

B16D0-LEFT DRL LAMP CONTROL CIRCUIT LOW

Cherokee
Cherokee
Fig. 73: Left DRL Lamp Control Circuit Wiring Diagram

THEORY OF OPERATION
On vehicles with High Intensity Discharge (HID) headlamps, the Totally Integrated Power Module (TIPM)
controls the Daytime Running Lamps (DRL) relays by providing a ground path for the coil side of the relays.
An ignition run/start circuit provides the supply voltage to the coil. For additional information on the Daytime
Running Lamps operation, refer to OPERATION .
WHEN MONITORED:
With the DRL active
SET CONDITION:
When the TIPM detects a low condition on the (L57) Left Daytime Running Lamp Relay Control circuit.
POSSIBLE CAUSES
Possible Causes
(L57) LEFT DAYTIME RUNNING LAMP RELAY CONTROL CIRCUIT OPEN
LEFT DRL RELAY
DIAGNOSTIC TEST
NOTE: For export applications, the Daytime Running Lamps (DRL) may be
disabled by the vehicle owner or at the request of the vehicle owner. The
DRL feature is disabled by removing the DRL relays, which will set this
DTC. These DTCs should be ignored unless or until it has been confirmed
that the vehicle owner did not remove the DRL relays or did not request
the disabling of the DRL feature.

4. With the brakes firmly applied, shift the gear selector into Drive.
Does the scan tool display DTC: B16D0-LEFT DRL LAMP CONTROL CIRCUIT LOW?
Cherokee
Yes
 Go To 2.
No

2. CHECK THE LEFT DRL RELAY

1. Shift the gear selector into Park.
3. Remove the Left DRL Relay and substitute it with a known good relay.
Does the scan tool display DTC: B16D0-LEFT DRL LAMP CONTROL CIRCUIT LOW?
Yes
 Go To 3.
No
Replace the Left DRL Relay.


3. CHECK THE (L57) LEFT DAYTIME RUNNING LAMP RELAY CONTROL CIRCUIT FOR AN
OPEN
Cherokee
Fig. 74: Checking Left Daytime Running Lamp Relay Control Circuit For An Open

3. Reinstall the Left DRL Relay.
6. Measure the voltage between ground and the (L57) Left Daytime Running Lamp Relay Control
circuit at the TIPM C1 harness connector.
Cherokee
Yes
No
 Repair the open or high resistance in the (L57) Left Daytime Running Lamp Relay Control
circuit.
B16D1-LEFT DRL LAMP CONTROL CIRCUIT HIGH

Cherokee
Cherokee
Fig. 75: Left DRL Lamp Control Circuit Wiring Diagram

THEORY OF OPERATION
WHEN MONITORED:
With the DRL active
SET CONDITION:
When the TIPM detects a high condition on the (L57) Left Daytime Running Lamp Relay Control circuit.
POSSIBLE CAUSES
Possible Causes
(L57) LEFT DAYTIME RUNNING LAMP RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE
LEFT DRL RELAY
DIAGNOSTIC TEST
Does the scan tool display DTC: B16D1-LEFT DRL LAMP CONTROL CIRCUIT HIGH?
Yes
 Go To 2.
No
Cherokee
2. CHECK THE LEFT DRL RELAY

3. Remove the Left DRL Relay and substitute it with a known good relay.
Does the scan tool display DTC: B16D1-LEFT DRL LAMP CONTROL CIRCUIT HIGH?
Yes
 Go To 3.
No
Replace the Left DRL Relay.


3. CHECK THE (L57) LEFT DAYTIME RUNNING LAMP RELAY CONTROL CIRCUIT FOR A
SHORT TO VOLTAGE
Cherokee
Fig. 76: Checking Left Daytime Running Lamp Relay Control Circuit For A Short To Voltage

3. Remove the Left DRL Relay.
6. Measure the voltage between ground and the (L57) Left Daytime Running Lamp Relay Control
Cherokee
Yes
 Repair the short to voltage in the (L57) Left Daytime Running Lamp Relay Control circuit.
No
B16D4-RIGHT DRL LAMP CONTROL CIRCUIT LOW

Cherokee
Cherokee
Fig. 77: Right DRL Lamp Control Circuit Wiring Diagram

THEORY OF OPERATION
WHEN MONITORED:
With the DRL active
SET CONDITION:
When the TIPM detects a low condition on the (L60) Right Daytime Running Lamp Relay Control circuit.
POSSIBLE CAUSES
Possible Causes
(L60) RIGHT DAYTIME RUNNING LAMP RELAY CONTROL CIRCUIT OPEN
RIGHT DRL RELAY
DIAGNOSTIC TEST
NOTE: For export applications, the Daytime Running Lamps (DRL) may be
disabled by the vehicle owner or at the request of the vehicle owner. The
DRL feature is disabled by removing the DRL relays, which will set this
DTC. These DTCs should be ignored unless or until it has been confirmed
that the vehicle owner did not remove the DRL relays or did not request
the disabling of the DRL feature.

Does the scan tool display DTC: B16D4-RIGHT DRL LAMP CONTROL CIRCUIT LOW?
Cherokee
Yes
 Go To 2.
No

2. CHECK THE RIGHT DRL RELAY

3. Remove the Right DRL Relay and substitute it with a known good relay.
Does the scan tool display DTC: B16D4-RIGHT DRL LAMP CONTROL CIRCUIT LOW?
Yes
 Go To 3.
No
Replace the Right DRL Relay.


3. CHECK THE (L60) RIGHT DAYTIME RUNNING LAMP RELAY CONTROL CIRCUIT FOR
AN OPEN
Cherokee
Fig. 78: Checking Right Daytime Running Lamp Relay Control Circuit For An Open

3. Reinstall the Right DRL Relay.
Cherokee
6. Measure the voltage between ground and the (L60) Right Daytime Running Lamp Relay Control
Yes
No
 Repair the open or high resistance in the (L60) Right Daytime Running Lamp Relay Control
circuit.
B16D5-RIGHT DRL LAMP CONTROL CIRCUIT HIGH

Cherokee
Cherokee
Fig. 79: Right DRL Lamp Control Circuit Wiring Diagram

THEORY OF OPERATION
WHEN MONITORED:
With the DRL active
SET CONDITION:
When the TIPM detects a high condition on the (L60) Right Daytime Running Lamp Relay Control circuit.
POSSIBLE CAUSES
Possible Causes
(L60) RIGHT DAYTIME RUNNING LAMP RELAY CONTROL CIRCUIT SHORTED TO
VOLTAGE
RIGHT DRL RELAY
DIAGNOSTIC TEST
Does the scan tool display DTC: B16D5-RIGHT DRL LAMP CONTROL CIRCUIT HIGH?
Yes
 Go To 2.
No
Cherokee
2. CHECK THE RIGHT DRL RELAY

3. Remove the Right DRL Relay and substitute it with a known good relay.
Does the scan tool display DTC: B16D5-RIGHT DRL LAMP CONTROL CIRCUIT HIGH?
Yes
 Go To 3.
No
Replace the Right DRL Relay.


3. CHECK THE (L60) RIGHT DAYTIME RUNNING LAMP RELAY CONTROL CIRCUIT FOR A
SHORT TO VOLTAGE
Cherokee
Fig. 80: Checking Right Daytime Running Lamp Relay Control Circuit For A Short To Voltage

3. Remove the Right DRL Relay.
Cherokee
6. Measure the voltage between ground and the (L60) Right Daytime Running Lamp Relay Control
Yes
 Repair the short to voltage in the (L60) Right Daytime Running Lamp Relay Control circuit.
No
B17AE-REAR LEFT TRAILER TURN LAMP CONTROL CIRCUIT LOW

Cherokee
Fig. 81: Rear Left Trailer Turn Lamp Circuit Wiring Diagram
THEORY OF OPERATION
Cherokee
When this bus message is received, the TIPM provides a pulsed voltage output through the trailer tow turn
signal control circuit. For additional information on the Trailer Tow Wiring operation, refer to OPERATION .
WHEN MONITORED:
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a low condition on the (L673) Left Rear Stop/Turn
POSSIBLE CAUSES
Possible Causes
(L673) LEFT REAR STOP/TURN SIGNAL FEED CIRCUIT SHORTED TO GROUND
TRAILER TOW CONNECTOR
DIAGNOSTIC TEST
NOTE: Make sure any aftermarket or trailer tow accessories are disconnected
from the trailer tow connector.

3. Turn on the Left Turn Signal.
Does the scan tool display DTC: B17AE-REAR LEFT TRAILER TURN LAMP CONTROL
CIRCUIT LOW?
Yes
 Go To 2.
No
Cherokee
2. CHECK THE (L673) LEFT REAR STOP/TURN SIGNAL FEED CIRCUIT FOR A SHORT TO
GROUND IN THE HARNESS
Fig. 82: Checking Left Rear Turn Signal Control Circuit For A Short

3. Disconnect the Trailer Tow 7-Way Wiring harness connector.
4. Measure the resistance between ground and the (L673) Left Rear Stop/Turn Signal Feed circuit.
Yes
Cherokee
 Go To 3.
No
Repair the short to ground in the (L673) Left Rear Stop/Turn Signal Feed circuit.

3. CHECK THE TRAILER TOW CONNECTOR FOR AN INTERNAL SHORT TO GROUND
NOTE: This measurement is taken at the Trailer Tow Connector used by the
customer. Use the diagram on the Trailer Tow Connector cover to
determine the correct terminal.
1. Reconnect the Trailer Tow 7-Way Wiring harness connector.

2. Measure the resistance between ground and the (L673) Left Rear Stop/Turn Signal Feed circuit at
the appropriate terminal in the Trailer Tow Connector.
Yes
REMOVAL .
No
 Replace the Trailer Tow Connector in accordance with the Service Information. Refer to
CONNECTOR, TRAILER TOW , REMOVAL .
B17B2-REAR RIGHT TRAILER TURN LAMP CONTROL CIRCUIT LOW

Cherokee
Fig. 83: Rear Right Trailer Turn Lamp Circuit Wiring Diagram
THEORY OF OPERATION
Cherokee
When this bus message is received, the TIPM provides a pulsed voltage output through the trailer tow turn
signal control circuit. For additional information on the Trailer Tow Wiring operation, refer to OPERATION .
WHEN MONITORED:
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a low condition on the (L674) Right Rear Stop/Turn
POSSIBLE CAUSES
Possible Causes
(L674) RIGHT REAR STOP/TURN SIGNAL FEED CIRCUIT SHORTED TO GROUND
TRAILER TOW CONNECTOR
DIAGNOSTIC TEST
NOTE: Make sure any aftermarket or trailer tow accessories are disconnected
from the Trailer Tow Connector.

3. Turn on the Right Turn Signal.
Does the scan tool display DTC: B17B2-REAR RIGHT TRAILER TURN LAMP CONTROL
CIRCUIT LOW?
Yes
 Go To 2.
No
Cherokee
Fig. 84: Checking Right Rear Turn Signal Control Circuit For A Short

3. Disconnect the Trailer Tow 7-Way Wiring harness connector.
4. Measure the resistance between ground and the (L674) Right Rear Stop/Turn Signal Feed circuit.
Yes
Cherokee
 Go To 3.
No
Repair the short to ground in the (L674) Right Rear Stop/Turn Signal Feed circuit.

3. CHECK THE TRAILER TOW CONNECTOR FOR AN INTERNAL SHORT TO GROUND
NOTE: This measurement is taken at the Trailer Tow Connector used by the
customer. Use the diagram on the Trailer Tow Connector cover to
determine the correct terminal.
1. Reconnect the Trailer Tow 7-Way Wiring harness connector.

2. Measure the resistance between ground and the (L674) Right Rear Stop/Turn Signal Feed circuit at
the appropriate terminal in the Trailer Tow Connector.
Yes
REMOVAL .
No
 Replace the Trailer Tow Connector in accordance with the Service Information. Refer to
CONNECTOR, TRAILER TOW , REMOVAL .
B1820-HOOD AJAR INPUT CIRCUIT HIGH

Cherokee
Fig. 85: Hood Ajar Input Circuit Wiring Diagram

WHEN MONITORED:
Cherokee
Continuously
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects and open or short to voltage on the Hood Ajar
Switch Sense circuit for over 10 seconds, this code will set.
POSSIBLE CAUSES
Possible Causes
(G70) HOOD AJAR SWITCH SENSE CIRCUIT OPEN
(G931) SENSOR RETURN CIRCUIT OPEN
(G70) HOOD AJAR SWITCH SENSE CIRCUIT SHORTED TO VOLTAGE
HOOD AJAR SWITCH OPEN
DIAGNOSTIC TEST
NOTE: Open the hood and make sure the Hood Ajar Switch is connected before
proceeding.

2. Close the hood.
5. Open then close the hood.
Does the scan tool display B1820-HOOD AJAR INPUT CIRCUIT HIGH?
Yes
 Go To 2.
No

2. CHECK THE HOOD AJAR SWITCH

Cherokee
2. Open the hood.

3. Disconnect the Hood Ajar Switch harness connector.
4. Manually rotate the Hood Latch into the closed position.
5. Measure the resistance between the (G70) Hood Ajar Switch Sense circuit and the (G931) Sensor
Return circuit at the component.
Is the resistance approximately 1k Ohms?
Yes
 Go To 3.
No
Replace the Hood Latch in accordance with the Service Information. Refer to LATCH,

HOOD , REMOVAL .
3. CHECK THE (G70) HOOD AJAR SWITCH SENSE CIRCUIT FOR A SHORT TO VOLTAGE
IN THE HARNESS
Cherokee
Fig. 86: Checking Hood Ajar Switch Sense Circuit For A Short To Voltage

3. Measure the voltage between ground and the (G70) Hood Ajar Switch Sense circuit.
Yes
 Repair the short to voltage in the (G70) Hood Ajar Switch Sense circuit.
No
Cherokee
Go To 4.

4. CHECK THE (G70) HOOD AJAR SWITCH SENSE CIRCUIT FOR AN OPEN IN THE
HARNESS
Cherokee
Fig. 87: Checking Hood Ajar Switch Sense Circuit For An Open
Cherokee

2. Measure the resistance of the (G70) Hood Ajar Switch Sense circuit between the TIPM C4 harness
connector and the Hood Ajar Switch harness connector.
Yes
 Go To 5.
No
Repair the open in the (G70) Hood Ajar Switch Sense circuit.

5. CHECK THE (G931) SENSOR RETURN CIRCUIT FOR AN OPEN

Cherokee
Cherokee
Fig. 88: Checking Sensor Return Circuit For An Open

1. Measure the resistance of the (G931) Sensor Return circuit between the TIPM C4 harness
connector and the Hood Ajar Switch harness connector.
Yes
REMOVAL .
No
 Repair the open in the (G931) Sensor Return circuit.

B184E-FLIPPER GLASS CONTROL CIRCUIT LOW

Cherokee
Fig. 89: Flipper Glass Control Circuit Wiring Diagram

Cherokee
WHEN MONITORED:
Whenever the Totally Integrated Power Module (TIPM) receives an unlatch signal for the flip-up glass.
SET CONDITION:
When the TIPM detects a low condition on the Flip-Up Glass Relay Output circuit for over five seconds, this
code sets.
POSSIBLE CAUSES
Possible Causes
(Q81) FLIP-UP GLASS RELAY OUTPUT CIRCUIT SHORT TO GROUND
FLIP-UP GLASS LATCH
DIAGNOSTIC TEST

2. Operate the Flip-Up Glass Release Switch several times.
Does the scan tool display B184E-FLIPPER GLASS CONTROL CIRCUIT LOW?
Yes
 Go To 2.
No

2. CHECK THE FLIP-UP GLASS LATCH FOR CORRECT OPERATION

Cherokee
Fig. 90: Checking Flip-Up Glass Latch For Correct Operation


3. Disconnect the Flip-Up Glass Latch C1 harness connector.
5. Connect a 12-volt test light between the (Q81) Flip-Up Glass Relay Output circuit and the (Z924)
Ground circuit in Flip-Up Glass Latch C1 harness connector.
6. With the scan tool, actuate the Flipper Glass Release Motor.
Does the test light illuminate brightly when the latch is actuated?
Yes
 Replace the Flip-Up Glass Latch in accordance with the Service Information. Refer to
LATCH , REMOVAL , and LATCH, FLIP-UP GLASS , REMOVAL .
Cherokee
No
Go To 3.

3. CHECK THE (Q81) FLIP-UP GLASS RELAY OUTPUT CIRCUIT FOR A SHORT TO
GROUND
Fig. 91: Checking Flip-Up Glass Relay Output Circuit For A Short To Ground

3. Measure the resistance between ground and the (Q81) Flip-Up Glass Relay Output circuit.
Yes
Cherokee

No
 Repair the short to ground in the (Q81) Flip-Up Glass Relay Output circuit.
B184F-FLIPPER GLASS CONTROL CIRCUIT HIGH

Cherokee

Cherokee
WHEN MONITORED:
Whenever the Totally Integrated Power Module (TIPM) receives an unlatch signal for the flip-up glass.
SET CONDITION:
When the TIPM detects a high condition on the Flip-Up Glass Relay Output circuit for over five seconds, this
code sets.
POSSIBLE CAUSES
Possible Causes
(Q81) FLIP-UP GLASS RELAY OUTPUT CIRCUIT SHORTED TO VOLTAGE
(Q81) FLIP-UP GLASS RELAY OUTPUT CIRCUIT OPEN
FLIP-UP GLASS LATCH
DIAGNOSTIC TEST

Does the scan tool display B184F-FLIPPER GLASS CONTROL CIRCUIT HIGH?
Yes
 Go To 2.
No

2. CHECK THE (Q81) FLIP-UP GLASS RELAY OUTPUT CIRCUIT FOR A SHORT TO
VOLTAGE
Cherokee
Fig. 93: Checking Flip-Up Glass Relay Output Circuit For A Short To Voltage

2. Disconnect the Flip-Up Glass Latch C1 harness connector.
5. Measure the voltage between ground and the (Q81) Flip-Up Glass Relay Output circuit in the Flip-
Up Glass Latch C1 harness connector.
Yes
 Repair the short to voltage in the (Q81) Flip-Up Glass Relay Output circuit.
No
Cherokee
Go To 3.

3. CHECK THE FLIP-UP GLASS LATCH FOR CORRECT OPERATION
Fig. 94: Checking Flip-Up Glass Latch For Correct Operation


4. Connect a 12-volt test light between the (Q81) Flip-Up Glass Relay Output circuit and the (Z924)
Ground circuit in Flip-Up Glass Latch C1 harness connector.
5. With the scan tool, actuate the Flipper Glass Release Motor.
Does the test light illuminate brightly when the latch is actuated?
Yes
Cherokee
 Replace the Flip-Up Glass Latch in accordance with the Service Information. Refer to
LATCH , REMOVAL , and LATCH, FLIP-UP GLASS , REMOVAL .
No
Go To 4.

4. CHECK THE (Q81) FLIP-UP GLASS RELAY OUTPUT CIRCUIT FOR AN OPEN
Cherokee
Fig. 95: Checking Flip-Up Glass Relay Output Circuit For An Open

Cherokee
2. Disconnect the TIPM C7 connector.

3. Measure the resistance of the (Q81) Flip-Up Glass Relay Output circuit between the Flip-Up Glass
Latch C1 harness connector and the TIPM C7 harness connector.
Yes
 Go To 5.
No
Repair the open in the (Q81) Flip-Up Glass Relay Output circuit.

5. CHECK THE (Z924) GROUND CIRCUIT FOR AN OPEN

Cherokee
1. Using a test light connected to 12-volts, check the (Z924) Ground circuit in the Flip-Up Glass C1
harness connector.
Yes
No

B1851-FLIPPER GLASS SWITCH STUCK

Cherokee

Cherokee
WHEN MONITORED:
Continuously
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a low condition on the Flip-Up Glass Switch Sense
circuit for over 10 seconds, this code will set.
POSSIBLE CAUSES
Possible Causes
(Q80) FLIP-UP GLASS SWITCH SENSE CIRCUIT SHORTED TO GROUND
FLIP-UP GLASS RELEASE SWITCH STUCK
DIAGNOSTIC TEST

Does the scan tool display B1851-FLIPPER GLASS SWITCH STUCK?
Yes
 Go To 2.
No

2. FLIP-UP GLASS SWITCH STUCK

2. Disconnect the License Plate Lamp/Rear Camera Assembly harness connector.
4. Wait 10 seconds.
Cherokee
Does the scan tool display B1851-FLIPPER GLASS SWITCH STUCK?
Yes
 Go To 3.
No
Replace the Flip-Up Glass Release Switch in accordance with the Service Information. Refer

to SWITCH, FLIP-UP GLASS RELEASE , REMOVAL .
3. CHECK THE (Q80) FLIP-UP GLASS SWITCH SENSE CIRCUIT FOR A SHORT TO GROUND
Fig. 98: Checking Flip-Up Glass Switch Sense Circuit For A Short To Ground
Cherokee

3. Measure the resistance between ground and the (Q80) Flip-Up Glass Switch Sense circuit.
Yes
No
 Repair the short to ground in the (Q80) Flip-Up Glass Switch Sense circuit.
B2101-IGNITION RUN/START INPUT LOW

Cherokee
Cherokee
Fig. 99: Ignition Run/Start Input Circuit Wiring Diagram

THEORY OF OPERATION
The Totally Integrated Power Module (TIPM) monitors the hardwired ignition switch output circuit from the
ignition switch or Wireless Ignition Node (WIN) and compares it to the ignition switch status message received
over the Controller Area Network (CAN) bus.
WHEN MONITORED:
With the ignition switch on.
SET CONDITION:
The TIPM has detected that the hardwired ignition switch input voltage from the Wireless Ignition Node (WIN)
indicates that the ignition switch is in the off position, but the CAN bus message indicates that the ignition
switch is the run position.
POSSIBLE CAUSES
Possible Causes
WIRELESS IGNITION NODE (WIN)
DIAGNOSTIC TEST
NOTE: Check to make sure the battery and charging system are operating
properly. Battery and/or charging system problems may cause these DTCs
to set.
NOTE: Diagnose any related Powertrain DTC(s) before continuing.

2. With the scan tool, read TIPM DTC(s).
Yes
 Go To 2.
Cherokee
No

2. CHECK THE (F20) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT AT THE
TIPM
Fig. 100: Checking Fused Ignition Switch Output (Run-Start) Circuit


Cherokee

4. Measure the voltage between ground and the (F20) Fused Ignition Switch Output (Run-Start)
circuit.
Yes
REMOVAL .
No
Go To 3.

3. CHECK THE (F20) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT FOR A
SHORT TO GROUND
Cherokee
Fig. 101: Checking Fused Ignition Run-Start Output Circuit For Short To Ground

2. Disconnect the WIN harness connector.
circuit.
Yes
Cherokee
 Replace the WIN in accordance with the Service Information. Refer to RECEIVER,
WIRELESS IGNITION NODE , REMOVAL .
No
 Repair the short to ground in the (F20) Fused Ignition Switch Output (Run-Start) circuit.
B2102-IGNITION RUN/START INPUT HIGH

Cherokee
Cherokee
Fig. 102: Ignition Run/Start Input Circuit Wiring Diagram

THEORY OF OPERATION
The Totally Integrated Power Module (TIPM) monitors the hardwired ignition switch output circuit from the
ignition switch or Wireless Ignition Node (WIN) and compares it to the ignition switch status message received
over the Controller Area Network (CAN) bus.
WHEN MONITORED:
SET CONDITION:
The TIPM has detected that the hardwired ignition switch input voltage from the Wireless Ignition Node (WIN)
indicates that the ignition switch is in the run position, but the CAN bus message indicates that the ignition
switch is the off position.
POSSIBLE CAUSES
Possible Causes
(F20) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST
NOTE: Check to make sure the battery and charging system are operating
properly. Battery and/or charging system problems may cause these DTCs
to set.
NOTE: Diagnose any related Powertrain DTC(s) before continuing.

2. Using the scan tool, read TIPM DTC(s).
Yes
 Go To 2.
Cherokee
No

2. CHECK THE (F20) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT FOR A
SHORT TO BATTERY VOLTAGE
Fig. 103: Checking Fused Ignition Switch Output (Run-Start) Circuit For Short To Battery Voltage
Cherokee

circuit in the WIN harness connector.
Yes
 Repair the short to voltage in the (F20) Fused Ignition Switch Output (Run-Start) circuit.
No
Go To 3.

3. CHECK THE WIN FOR AN INTERNAL SHORT TO VOLTAGE

Cherokee
Fig. 104: Checking WIN For An Internal Short To Voltage

1. Reconnect the WIN harness connector.

circuit in the TIPM C7 harness connector.
Yes
Cherokee
 Replace the WIN in accordance with the Service Information. Refer to RECEIVER,
No
B210D-BATTERY VOLTAGE LOW
WHEN MONITORED:
SET CONDITION:
Battery voltage less than 9 volts for approximately five to six seconds.
POSSIBLE CAUSES
Possible Causes
RESISTANCE IN THE BATTERY POSITIVE CIRCUIT
RESISTANCE IN THE GENERATOR CASE GROUND
GENERATOR OPERATION
GROUND CIRCUIT OPEN
DIAGNOSTIC TEST
1. CHECK FOR ANY POWERTRAIN CONTROL MODULES DTCS
NOTE: Make sure the Battery is in good condition. and perform the Battery
System diagnostic procedure. Refer to DIAGNOSIS AND TESTING .
NOTE: Inspect the vehicle for after market accessories that may exceed the
NOTE: Make sure the generator drive belt is in good operating condition.
NOTE: Inspect the fuses in the TIPM. If an open fuse is found, use the wire
Cherokee

damage.

2. With the scan tool, read active PCM DTCs.
Does the scan tool display any active PCM DTCs?
Yes
 Refer to DIAGNOSTIC CODE INDEX - NGC and perform the appropriate diagnostic test
procedure.
No
 Check the above conditions that can cause a low voltage condition. Repair as necessary.
B210E-BATTERY VOLTAGE HIGH
WHEN MONITORED:
SET CONDITION:
Battery voltage greater than 16 volts for approximately five to six seconds.
POSSIBLE CAUSES
Possible Causes
GENERATOR OPERATION
DIAGNOSTIC TEST
NOTE: Make sure the Battery is in good condition. and perform the Battery
System diagnostic procedure. Refer to DIAGNOSIS AND TESTING .
Cherokee
NOTE: Inspect the fuses in the TIPM. If an open fuse is found, use the wire
damage.

Does the scan tool display any active PCM DTCs?
Yes
 Refer to DIAGNOSTIC CODE INDEX - NGC and perform the appropriate diagnostic test
procedure.
No
 Check the above conditions that can cause a high voltage condition. Repair as necessary.
B212F-IGNITION RUN/ACC CONTROL CIRCUIT LOW
THEORY OF OPERATION
When the ignition is in the accessory or on position, the Totally Integrated Power Module (TIPM) energizes the
Run/Accessory Relay. The TIPM internally grounds the coil for the Run/Accessory Relay.
WHEN MONITORED:
Battery voltage greater than 10 volts.
With the Run/Accessory Relay commanded on.
SET CONDITION:
The TIPM detects a short to ground in the internal Run/Accessory Relay Control circuit.
POSSIBLE CAUSES
Possible Causes
RUN/ACCESSORY RELAY
Cherokee
DIAGNOSTIC TEST
1. CHECK FOR AN INTERMITTENT CONDITION

Does the scan tool display DTC: B212F-IGNITION RUN/ACC CONTROL CIRCUIT LOW?
Yes
 Go To 2.
No

2. RUN/ACCESSORY RELAY
2. Remove the Run/Accessory Relay and substitute it with a known good relay.
Does the scan tool display DTC: B212F-IGNITION RUN/ACC CONTROL CIRCUIT LOW?
Yes
 Go To 3.
No
Replace the Run/Accessory Relay.


3. TOTALLY INTEGRATED POWER MODULE

Cherokee
NOTE: Before continuing, check the TIPM harness connector terminals for
corrosion, damage, or terminal push out. Repair as necessary.
1. Using the schematics as a guide, inspect the wire harness and connectors.
2. Pay particular attention to all Power and Ground circuits.
Yes
No
B2142-IGNITION OFF DRAW (IOD) FUSE NOT PRESENT
THEORY OF OPERATION
All vehicles are equipped with an Ignition-Off Draw (IOD) fuse that is disconnected within the Totally
Integrated Power Module (TIPM) when the vehicle is shipped from the factory. The IOD fuse feeds the memory
and sleep mode functions for some of the electronic modules in the vehicle as well as various other accessories
that require battery current when the ignition switch is in the off position.
WHEN MONITORED:
With the Ignition on.
Odometer reading is less than 80.5 km (50 mi).
SET CONDITION:
Ignition Off Draw (IOD) Fuse not installed or blown in the Totally Integrated Power Module (TIPM).
POSSIBLE CAUSES
Possible Causes
IOD FUSE NOT PRESENT
IOD FUSE OPEN
Cherokee
DIAGNOSTIC TEST
NOTE: If the odometer reading is greater than 80.5 km (50 mi), DTC B219F sets
instead of B2142 when the IOD fuse cannot be detected.

2. Cycle the ignition switch from off to on, leaving the ignition off for a minimum of 30 seconds.
Does the scan tool display DTC: B2142-IGNITION OFF DRAW (IOD) FUSE NOT PRESENT?
Yes
 Go To 2.
No

2. VERIFY THE IOD FUSE IS INSTALLED
1. Verify the IOD Fuse is installed in the TIPM.
Is the IOD Fuse present?
Yes
 Go To 3.
No
Install the IOD Fuse.


3. CHECK FOR A OPEN IOD FUSE

1. Check if the IOD Fuse is open.
Is the IOD Fuse blown?
Yes
 Using the wiring diagrams, diagnose the cause of the short to ground condition. Repair as
necessary.
Cherokee
No
 Test complete.
B219A-IGNITION UNLOCK RUN/START CONTROL CIRCUIT OVERCURRENT
Fig. 105: Ignition Switch Output Circuit Wiring Diagram

Cherokee
WHEN MONITORED:
SET CONDITION:
Over-current condition detected on the (F1) Fused Ignition Switch Output (Run-Start) circuit.
POSSIBLE CAUSES
Possible Causes
(F1) IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT SHORTED TO GROUND
ELECTRONIC SHIFT MODULE (ESM)/SHIFT LEVER ASSEMBLY
POWERTRAIN CONTROL MODULE (PCM) - 5.7L
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK FOR AN INTERNAL CONCERN WITH ESM/SHIFT LEVER ASSEMBLY

2. Disconnect the Shift Lever Assembly harness connector.
Cherokee
Yes
 For vehicles with a 3.6L, Go To 4.

 For all others, Go To 3.
No
Replace the Shift Lever Assembly in accordance with the Service Information. For vehicles

with NAG1 transmissions, refer to SHIFTER, TRANSMISSION , REMOVAL . For
vehicles with 545RFE transmissions, refer to SHIFTER, TRANSMISSION , REMOVAL .
3. CHECK FOR AN INTERNAL CONCERN WITH PCM

2. Disconnect the PCM C1 harness connector.
Yes
 Go To 4.
No
Replace and program the PCM in accordance with the Service Information. Refer to

MODULE, POWERTRAIN CONTROL , REMOVAL .
 Refer to STANDARD PROCEDURE and perform the POWERTRAIN VERIFICATION
TEST.
4. CHECK THE (F1) IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT FOR A SHORT TO
GROUND
Cherokee
Fig. 106: Checking Ignition Switch Output (Run-Start) Circuit For A Short To Ground

3. Measure the resistance between ground and the (F1) Ignition Switch Output (Run-Start) circuit.

Cherokee
Yes
No
 Repair the short to ground in the (F1) Ignition Switch Output (Run-Start) circuit.
B219F-IGNITION OFF DRAW (IOD) FUSE BLOWN
THEORY OF OPERATION
All vehicles are equipped with an Ignition-Off Draw (IOD) fuse that is disconnected within the Totally
Integrated Power Module (TIPM) when the vehicle is shipped from the factory. The IOD fuse feeds the memory
and sleep mode functions for some of the electronic modules in the vehicle as well as various other accessories
that require battery current when the ignition switch is in the off position.
WHEN MONITORED:
With the Ignition on.
Odometer reading is greater than 80.5 km (50 mi).
SET CONDITION:
Ignition Off Draw (IOD) Fuse not installed or open in the Totally Integrated Power Module (TIPM).
POSSIBLE CAUSES
Possible Causes
IOD FUSE NOT PRESENT
IOD FUSE OPEN
DIAGNOSTIC TEST

Does the scan tool display DTC: B219F-IGNITION OFF DRAW (IOD) FUSE BLOWN?
Cherokee
Yes
 Go To 2.
No

2. VERIFY THE IOD FUSE IS INSTALLED
1. Verify the IOD Fuse is installed in the TIPM.
Is the IOD Fuse present?
Yes
 Go To 3.
No
Install the IOD Fuse.


3. CHECK FOR A OPEN IOD FUSE

1. Check if the IOD Fuse is open.
Is the IOD Fuse blown?
Yes
 Using the wiring diagrams, diagnose the cause of the short to ground condition. Repair as
necessary.
No
 Test complete.
B2206-CURRENT VIN MISSING / MISMATCH
THEORY OF OPERATION
The Powertrain Control Module (PCM) transmits the Vehicle Identification Number (VIN) as a network
message on the CAN C bus. The Totally Integrated Power Module (TIPM) receives and stores the VIN.
Cherokee
WHEN MONITORED:
SET CONDITION:
The current VIN message from the PCM is different than the VIN stored in the TIPM.
POSSIBLE CAUSES
Possible Causes
PCM FROM ANOTHER VEHICLE INSTALLED
DIAGNOSTIC TEST
1. PCM FROM ANOTHER VEHICLE INSTALLED
NOTE: This DTC is set when a PCM from another vehicle is installed into the
current vehicle.
Has another PCM been installed?
Yes
 Replace the PCM in accordance with the Service Information. Refer to MODULE,
POWERTRAIN CONTROL , REMOVAL .
No
Go To 2.

2. OTHER CAN-C MODULES SET VIN MISMATCH
Is the VIN Mismatch DTC set in other CAN-C modules?
Yes
 Replace the PCM in accordance with the Service Information. Refer to MODULE,
No
 Replace the TIPM in accordance with the Service Information. Refer to MODULE, TOTALLY
INTEGRATED POWER (TIPM) , REMOVAL .
Cherokee
B2215-FRONT CONTROL MODULE INTERNAL (TOTALLY INTEGRATED POWER MODULE)
THEORY OF OPERATION
The Totally Integrated Power Module (TIPM) performs an internal self test. The repair of this fault condition
does not involve any external circuitry and centers on verifying the integrity of the internal circuitry and
software validity.
WHEN MONITORED:
Continuously.
SET CONDITION:
The Totally Integrated Power Module (TIPM) detects an internal fault.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. REPLACE THE TIPM IF THE DTC IS ACTIVE

Yes
No
B222C-VEHICLE CONFIGURATION NOT PROGRAMMED
Cherokee
THEORY OF OPERATION
The same Totally Integrated Power Module (TIPM) for a vehicle can be used with different market and vehicle
content applications. In order for the TIPM to function properly, the vehicle configuration information must be
correctly programmed into the module when the module is replaced.
WHEN MONITORED:
SET CONDITION:
The Totally Integrated Power Module (TIPM) is not configured correctly to the vehicle.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

2. Cycle the ignition switch from off to on at least five times, leaving the ignition on for a minimum
of 90 seconds per cycle.
Yes
 Go To 2.
No

time.
2. CONFIGURE THE TIPM TO THE VEHICLE

1. With the scan tool, enter program network configuration and program the TIPM to the vehicle
configuration.
3. Cycle the ignition switch from off to on at least five times, leaving the ignition on for a minimum
of 90 seconds per cycle.
Cherokee
Yes
 Inspect the wiring and connectors for damage or shorted circuits. If OK, replace and program
the TIPM in accordance with the Service Information. Refer to MODULE, TOTALLY
INTEGRATED POWER (TIPM) , REMOVAL .
No
B2304-WIPER PARK SWITCH INPUT CIRCUIT LOW (STUCK LOW)

Cherokee
Fig. 107: Wiper Park Switch Circuit Wiring Diagram

Cherokee
WHEN MONITORED:
Front Wiper operating in Low Speed or Intermittent mode.
SET CONDITION:
The Totally Integrated Power Module (TIPM) detects a short to ground on the Front Wiper Park Switch Sense
circuit.
POSSIBLE CAUSES
Possible Causes
(W7) FRONT WIPER PARK SWITCH SENSE CIRCUIT SHORTED TO GROUND
FRONT WIPER MOTOR
DIAGNOSTIC TEST
3. Cycle the Wiper Switch on and off three times.
Yes
 Go To 2.
No

2. FRONT WIPER MOTOR

2. Disconnect the Windshield Wiper Motor harness connector.
4. Wait 30 seconds.
5. With the scan tool, read the Front Wiper Park Switch Sense.
Cherokee
Does the Front Wiper Park Switch Sense display: Not Parked?
Yes
 Replace the Front Wiper Motor in accordance with the Service Information. Refer to
MOTOR, WIPER , REMOVAL .
No
Go To 3.

3. CHECK (W7) FRONT WIPER PARK SWITCH SENSE CIRCUIT FOR A SHORT TO GROUND
Fig. 108: Checking Wiper Park Switch Sense Circuit For A Short To Ground
Cherokee

3. Measure the resistance between ground and the (W7) Front Wiper Park Sense Circuit.
Yes
REMOVAL .
No
 Repair the short to ground in the (W7) Front Wiper Park Switch Sense circuit.
B2305-WIPER PARK SWITCH INPUT CIRCUIT HIGH (STUCK HIGH)

Cherokee
Fig. 109: Wiper Park Switch Circuit Wiring Diagram

Cherokee
WHEN MONITORED:
Front Wiper operating in Low Speed or Intermittent mode.
SET CONDITION:
The Totally Integrated Power Module (TIPM) does not detect a change from High to Low voltage on the Front
Wiper Park Switch Sense Circuit.
POSSIBLE CAUSES
Possible Causes
(W7) FRONT WIPER PARK SWITCH SENSE CIRCUIT OPEN
(W7) FRONT WIPER PARK SWITCH SENSE CIRCUIT SHORTED TO VOLTAGE
FRONT WIPER MOTOR
DIAGNOSTIC TEST
3. Cycle the Wiper Switch on and off three times.
Yes
 Go To 2.
No

2. CHECK THE (W7) FRONT WIPER PARK SWITCH SENSE CIRCUIT FOR A SHORT TO
VOLTAGE
Cherokee
Fig. 110: Checking Front Wiper Park Switch Sense Circuit For A Short To Voltage

2. Disconnect the Windshield Wiper Motor harness connector.
5. Measure the voltage between ground and the (W7) Front Wiper Park Switch Sense circuit.
Yes
 Repair the short to voltage in the (W7) Front Wiper Park Switch Sense circuit.
Cherokee
No
Go To 3.

3. CHECK THE FRONT WIPER MOTOR
Fig. 111: Checking Front Wiper Motor


4. Connect a jumper wire between the (W7) Front Wiper Park Switch Sense circuit and ground.
5. With the scan tool, read the Front Wiper Park Switch Sense.
Cherokee
Does the Front Wiper Park Switch Sense display: Parked?
Yes
 Replace the Front Wiper Motor in accordance with the Service Information. Refer to
No
Go To 4.

4. CHECK (W7) FRONT WIPER PARK SWITCH SENSE CIRCUIT FOR AN OPEN
Cherokee
Fig. 112: Checking Front Wiper Park Switch Sense Circuit For An Open
Cherokee

3. Measure the resistance of the (W7) Front Wiper Park Switch Sense circuit between the Front Wiper
Motor harness connector and the TIPM C7 harness connector.
Yes
REMOVAL .
No
 Repair the open in the (W7) Front Wiper Park Switch Sense circuit.
B230D-REAR WIPER PARK SWITCH INPUT CIRCUIT LOW (STUCK LOW)

Cherokee
Fig. 113: Rear Wiper Park Switch Circuit Wiring Diagram

WHEN MONITORED:
Cherokee
Rear Wiper requested
SET CONDITION:
The Totally Integrated Power Module (TIPM) detects a short to ground or open in the Rear Wiper Park Switch
Sense circuit.
POSSIBLE CAUSES
Possible Causes
(W17) REAR WIPER PARK SWITCH SENSE CIRCUIT SHORTED TO GROUND
REAR WIPER MOTOR
DIAGNOSTIC TEST
3. Cycle the Rear Wiper Switch on and off three times.
Yes
 Go To 2.
No

2. CHECK THE REAR WIPER MOTOR HARNESS CONNECTIONS

2. Check the headliner harness inline connectors and rear wiper motor harness connector. Make sure
the connectors are fully seated.
Cherokee
Yes
 Go To 3.
No
Test complete, the open connector condition that originally set this DTC is not present at this

time.
3. CHECK THE REAR WIPER MOTOR

2. Disconnect the Rear Wiper Motor harness connector.
4. With the scan tool, read the Rear Wiper Park Signal.
Does the Rear Wiper Park Signal display: Not Parked (false)?
Yes
 Replace the Rear Wiper Motor in accordance with the Service Information. Refer to
No
Go To 4.

4. CHECK (W17) REAR WIPER PARK SWITCH SENSE CIRCUIT FOR A SHORT TO GROUND
Cherokee
Fig. 114: Measuring Resistance Between Ground And Rear Wiper Park Switch Sensor Circuit

3. Measure the resistance between ground and the (W17) Rear Wiper Park Switch Sense Circuit.
Yes
REMOVAL .
Cherokee
No
 Repair the short to ground in the (W17) Rear Wiper Park Switch Sense circuit.
B230E-REAR WIPER PARK SWITCH INPUT CIRCUIT HIGH (STUCK HIGH)

Cherokee
Fig. 115: Rear Wiper Park Switch Circuit Wiring Diagram

WHEN MONITORED:
Cherokee
Rear Wiper requested
SET CONDITION:
The Totally Integrated Power Module (TIPM) does not detect a change from High to Low voltage on the Rear
Wiper Park Switch Sense Circuit.
POSSIBLE CAUSES
Possible Causes
(W17) REAR WIPER PARK SWITCH SENSE CIRCUIT OPEN
(W17) REAR WIPER PARK SWITCH SENSE CIRCUIT SHORTED TO VOLTAGE
REAR WIPER MOTOR
DIAGNOSTIC TEST
Yes
 Go To 2.
No

2. CHECK THE (W17) REAR WIPER PARK SWITCH SENSE CIRCUIT FOR A SHORT TO
VOLTAGE
Cherokee
Fig. 116: Checking Rear Wiper Park Switch Sense Circuit For A Short To Voltage

2. Disconnect the Rear Wiper Motor harness connector.
5. Measure the voltage between ground and the (W17) Rear Wiper Park Switch Sense circuit.
Yes
 Repair the short to voltage in the (W17) Rear Wiper Park Switch Sense circuit.
Cherokee
No
Go To 3.

3. CHECK THE REAR WIPER MOTOR
Fig. 117: Rear Wiper Motor Harness Connector End View

1. Connect a jumper wire between the (W17) Rear Wiper Park Switch Sense circuit and ground.
2. With the scan tool, read the Rear Wiper Park Signal.
Does the Rear Wiper Park Signal display: Parked?

Cherokee
Yes
 Replace the Rear Wiper Motor in accordance with the Service Information. Refer to
No
Go To 4.

4. CHECK THE (W17) REAR WIPER PARK SWITCH SENSE CIRCUIT FOR AN OPEN
Cherokee
Fig. 118: Measuring Resistance Of Rear Wiper Park Switch Sensor Circuit

3. Measure the resistance of the (W17) Rear Wiper Park Switch Sense circuit between the Rear Wiper
Motor harness connector and the TIPM C7 harness connector.

Cherokee
Yes
REMOVAL .
No
 Repair the open in the (W17) Rear Wiper Park Switch Sense circuit.
B2323-HEADLAMP WASHER MOTOR CONTROL CIRCUIT LOW

Cherokee
Cherokee
Fig. 119: Headlamp Washer Motor Circuit Wiring Diagram

WHEN MONITORED:
With the Headlamp Washers off.
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects a low condition.
POSSIBLE CAUSES
Possible Causes
(L124) HEADLAMP WASHER RELAY CONTROL CIRCUIT OPEN
(W24) COIL RELAY SUPPLY CIRCUIT OPEN
(L124) HEADLAMP WASHER RELAY CONTROL CIRCUIT SHORTED TO GROUND
(W24) COIL RELAY SUPPLY CIRCUIT SHORTED TO GROUND
HEADLAMP WASHER RELAY
DIAGNOSTIC TEST
3. With the scan tool read DTCs.
Does the scan tool display DTC: B2323-HEADLAMP WASHER MOTOR CONTROL CIRCUIT
LOW?
Yes
 Go To 2.
No
Cherokee
2. CHECK THE HEADLAMP WASHER RELAY

2. Remove the Headlamp Washer Relay and substitute it with a known good relay.
LOW?
Yes
 Go To 3.
No
Replace the Headlamp Washer Relay.


3. CHECK THE (L124) HEADLAMP WASHER RELAY CONTROL CIRCUIT FOR AN OPEN
3. Remove the Headlamp Washer relay.
4. Measure the resistance of the (L124) Headlamp Washer Relay Control circuit between the TIPM
C4 harness connector and the Headlamp Washer relay.
Yes
 Go To 4.
No
Repair the open in the (L124) Headlamp Washer Relay Control circuit.

4. CHECK THE (L124) HEADLAMP WASHER RELAY CONTROL CIRCUIT FOR A SHORT TO
GROUND
Cherokee
Fig. 120: Checking Headlamp Washer Relay Control Circuit For A Short To Ground
1. Measure the resistance between ground and the (L124) Headlamp Washer Relay Control circuit.
Yes
 Go To 5.
No
Repair the short to ground in the (L124) Headlamp Washer Relay Control circuit.

5. CHECK THE (W24) COIL RELAY SUPPLY CIRCUIT FOR AN OPEN

2. Measure the resistance of the (W24) Coil Relay Supply circuit between the TIPM C3 harness
connector and the Headlamp Washer relay.
Cherokee
Yes
 Go To 6.
No
Repair the open in the (W24) Coil Relay Supply circuit.


6. CHECK THE (W24) COIL RELAY SUPPLY CIRCUIT FOR A SHORT TO GROUND
Fig. 121: Checking Coil Relay Supply Circuit For A Short To Ground
Cherokee
1. Measure the resistance between ground and the (W24) Coil Relay Supply circuit.
Yes
No
 Repair the short to ground in the (W24) Coil Relay Supply circuit.
B2324-HEADLAMP WASHER MOTOR CONTROL CIRCUIT HIGH

Cherokee
Cherokee
Fig. 122: Headlamp Washer Motor Circuit Wiring Diagram

WHEN MONITORED:
With the Headlamp Washers activated.
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects an high condition.
POSSIBLE CAUSES
Possible Causes
(L124) HEADLAMP WASHER RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE
HEADLAMP WASHER RELAY
DIAGNOSTIC TEST
3. Turn the Headlamp Washers on.
HIGH?
Yes
 Go To 2.
No

2. CHECK THE HEADLAMP WASHER RELAY

Cherokee
2. Remove the Headlamp Washer Relay and substitute it with a known good relay.
5. Turn the Headlamp Washers on.
HIGH?
Yes
 Go To 3.
No
Replace the Headlamp Washer Relay.


3. CHECK THE (L124) HEADLAMP WASHER RELAY CONTROL CIRCUIT FOR A SHORT TO
VOLTAGE
Cherokee
Fig. 123: Checking Headlamp Washer Relay Control Circuit For A Short To Voltage

2. Remove the Headlamp Washer Relay.
5. Measure the voltage between ground and the (L124) Headlamp Washer Relay Control circuit.
Yes
 Repair the short to voltage in the (L124) Headlamp Washer Relay Control circuit.
Cherokee
No
B25AB-LIFTGATE UNLOCK CONTROL CIRCUIT LOW

Cherokee
Fig. 124: Liftgate Unlock Control Circuit Wiring Diagram

Cherokee
WHEN MONITORED:
Liftgate Unlock Relay inactive.
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects the Liftgate Unlock Relay Control circuit is open.
POSSIBLE CAUSES
Possible Causes
(L177) LIFTGATE UNLOCK RELAY CONTROL CIRCUIT OPEN
LIFTGATE UNLOCK RELAY
DIAGNOSTIC TEST
Does the scan tool display DTC: B25AB-LIFTGATE UNLOCK CONTROL CIRCUIT LOW?
Yes
 Go To 2.
No

2. CHECK THE LIFTGATE UNLOCK RELAY

2. Remove the Liftgate Unlock Relay and substitute it with a known good relay.
Cherokee
Does the scan tool display DTC: B25AB-LIFTGATE UNLOCK CONTROL CIRCUIT LOW?
Yes
 Go To 3.
No
Replace the Liftgate Unlock Relay.


3. CHECK THE (L177) LIFTGATE UNLOCK RELAY CONTROL CIRCUIT FOR AN OPEN
Cherokee
Fig. 125: Checking Liftgate Unlock Relay Control Circuit For An Open

2. Reinstall the Liftgate Unlock Relay.
4. Measure the voltage between ground and the (L177) Liftgate Unlock Relay Control circuit at the
Cherokee
Yes
No
 Repair the open or high resistance in the (L177) Liftgate Unlock Relay Control circuit.
B25AE-LIFTGATE UNLOCK CONTROL CIRCUIT HIGH

Cherokee
Fig. 126: Liftgate Unlock Control Circuit Wiring Diagram

Cherokee
WHEN MONITORED:
Liftgate Unlock Relay active.
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects the Liftgate Unlock Relay Control circuit is shorted
to voltage.
POSSIBLE CAUSES
Possible Causes
(L177) LIFTGATE UNLOCK RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE
LIFTGATE UNLOCK RELAY
DIAGNOSTIC TEST
4. Remove the FOBIK from the vehicle.
5. Lock the doors.
6. With the FOBIK present, apply and release the Passive Entry Liftgate Lock and Unlock switch
located on the Liftgate.
Does the scan tool display DTC: B25AE-LIFTGATE UNLOCK CONTROL CIRCUIT HIGH?
Yes
 Go To 2.
No

2. CHECK THE LIFTGATE UNLOCK RELAY

Cherokee

2. Remove the Liftgate Unlock Relay and substitute it with a known good relay.
6. Remove the FOBIK from the vehicle.
7. Lock the doors.
8. With the FOBIK present, apply and release the Passive Entry Liftgate Lock and Unlock switch
located on the Liftgate.
Does the scan tool display DTC: B25AE-LIFTGATE UNLOCK CONTROL CIRCUIT HIGH?
Yes
 Go To 3.
No
Replace the Liftgate Unlock Relay.


3. CHECK THE (L177) LIFTGATE UNLOCK RELAY CONTROL CIRCUIT FOR A SHORT TO
VOLTAGE
Cherokee
Fig. 127: Checking Liftgate Unlock Relay Control Circuit For A Short To Voltage

2. Remove the Liftgate Unlock Relay.
5. Measure the voltage between ground and the (L177) Liftgate Unlock Relay Control circuit at the
Cherokee
Yes
 Repair the short to voltage in the (L177) Liftgate Unlock Relay Control circuit.
No
Cherokee

C1008-BRAKE FLUID LEVEL CIRCUIT HIGH
Cherokee
Cherokee
Fig. 1: Brake Fluid Sensor Circuit Wiring Diagram

WHEN MONITORED:
SET CONDITION:
When the Totally Integrated Power Module (TIPM) detects the Brake Fluid Level Circuit voltage is greater than
expected for more than five seconds.
POSSIBLE CAUSES
Possible Causes
(B20) BRAKE FLUID LEVEL SWITCH SENSE CIRCUIT OPEN
(B20) BRAKE FLUID LEVEL SWITCH SENSE SHORTED TO BATTERY VOLTAGE
BRAKE FLUID LEVEL SWITCH
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (B20) BRAKE FLUID LEVEL SWITCH SENSE CIRCUIT FOR A SHORT TO
Cherokee
Fig. 2: Checking Brake Fluid Level Switch Sense Circuit For A Short To Voltage In The Harness

2. Disconnect the Brake Fluid Level Switch harness connector.
5. Measure the voltage between ground and the (B20) Brake Fluid Level Switch Sense circuit.
Yes
 Repair the short to voltage in the (B20) Brake Fluid Level Switch Sense circuit.
Cherokee
No
Go To 3.

3. CHECK THE (B20) BRAKE FLUID LEVEL SWITCH SENSE CIRCUIT FOR AN OPEN IN
THE HARNESS
Cherokee
Fig. 3: Checking Brake Fluid Level Switch Sense Circuit For An Open

2. Measure the resistance of the (B20) Brake Fluid Level Switch Sense circuit between the Brake
Cherokee
Fluid Level Switch harness connector and the TIPM C7 harness connector.
Yes
 Go To 4.
No
Repair the open in the (B20) Brake Fluid Level Switch Sense circuit.

Fig. 4: Checking Ground Circuit For Open

Cherokee
Yes
 Go To 5.
No
Repair the open in the (Z901) Ground circuit.



Cherokee
Fig. 5: Checking The TIPM For Correct Operation

1. Connect a jumper wire between the (B20) Brake Fluid Level Switch Sense circuit and the (Z901)
Ground circuit in the Brake Fluid Level Switch harness connector.
3. With the scan tool, read the Brake Fluid Level Voltage.
Is the voltage below 1.0 volt?
Yes
Cherokee
 Replace the Brake Fluid Level Switch.

No
P0072-AMBIENT AIR TEMPERATURE SENSOR CIRCUIT LOW

Cherokee
Fig. 6: Ambient Air Temperature Sensor Circuit Wiring Diagram

Cherokee
WHEN MONITORED:
Battery voltage greater than 10.4 volts.
SET CONDITION:
The Totally Integrated Power Module (TIPM) detects the Ambient Air Temperature Sensor input voltage is
below the minimum acceptable value.
POSSIBLE CAUSES
Possible Causes
(G31) AAT SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(G31) AAT SENSOR SIGNAL CIRCUIT SHORTED TO THE (G931) SENSOR RETURN CIRCUIT
AMBIENT AIR TEMPERATURE (AAT) SENSOR
DIAGNOSTIC TEST
NOTE: Diagnose and repair any system voltage DTCs before continuing with this
test.
1. Start the engine and allow it to reach normal operating temperature.
WARNING: When the engine is operating, do not stand in direct line with
the fan. Do not put your hands near the pulleys, belts or fan. Do
not wear loose clothing. Failure to follow these instructions
may result in possible serious or fatal injury.
Yes
 Go To 2.
No
Cherokee
2. CHECK THE AMBIENT AIR TEMPERATURE SENSOR

2. Disconnect the Ambient Air Temperature Sensor harness connector.
4. With the scan tool, read the Ambient Air Temperature Sensor signal voltage.
Is the voltage above 4.5 volts with the Ambient Air Temperature Sensor harness disconnected?
Yes
 Verify there is good pin to terminal contact in the AAT Sensor and TIPM harness connectors.
Replace the Ambient Temperature Sensor if no problems were found with the connectors in
accordance with the Service Information. Refer to SENSOR, AMBIENT
TEMPERATURE , REMOVAL .
No
Go To 3.

3. CHECK THE (G31) AAT SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND
Cherokee
Fig. 7: Checking AAT Sensor Signal Circuit For A Short To Ground


3. Measure the resistance between ground and the (G31) AAT Sensor Signal circuit in the Ambient
Air Temperature Sensor harness connector.
Yes
 Go To 4.
No
 Repair the short to ground in the (G31) AAT Sensor Signal circuit.
Cherokee


4. CHECK THE (G31) AAT SENSOR SIGNAL CIRCUIT FOR A SHORT TO THE (G931)
SENSOR RETURN CIRCUIT
Fig. 8: Checking AAT Sensor Signal Circuit For A Short To Sensor Return Circuit
1. Measure the resistance between the (G31) AAT Sensor Signal circuit and the (G931) Sensor Return
circuit in the Ambient Air Temperature Sensor harness connector.
Yes
 Go To 5.
No
Cherokee
Repair the short between the (G31) AAT Sensor Signal circuit and the (G931) Sensor Return

circuit.
5. TOTALLY INTEGRATED POWER MODULE (TIPM)

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the
Ambient Air Temperature Sensor and the Totally Integrated Power Module (TIPM).
4. Verify that there is good pin to terminal contact in the AAT Sensor and TIPM connectors.
5. Monitor the scan tool data relative to this circuit and wiggle test the wiring and connectors.
7. Perform any Technical Service Bulletins (TSB)s that may apply.
Yes
No
P0073-AMBIENT AIR TEMPERATURE SENSOR CIRCUIT HIGH

Cherokee
Fig. 9: Ambient Air Temperature Sensor Circuit Wiring Diagram

Cherokee
WHEN MONITORED:
SET CONDITION:
The Totally Integrated Power Module (TIPM) detects that the Ambient Air Temperature Sensor input voltage is
above the maximum acceptable value.
POSSIBLE CAUSES
Possible Causes
(G31) AAT SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(G31) AAT SENSOR SIGNAL CIRCUIT OPEN
(G931) SENSOR RETURN CIRCUIT OPEN
AMBIENT AIR TEMPERATURE (AAT) SENSOR
DIAGNOSTIC TEST
NOTE: Diagnose and repair any system voltage DTCs before continuing with this
test.
1. Start the engine and allow it to reach normal operating temperature.
WARNING: When the engine is operating, do not stand in direct line with
the fan. Do not put your hands near the pulleys, belts or fan. Do
not wear loose clothing. Failure to follow these instructions
may result in possible serious or fatal injury.
Yes
 Go To 2.
No
Cherokee

2. CHECK THE (G31) AAT SENSOR SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 10: Checking AAT Sensor Signal Circuit For A Short To Voltage

2. Disconnect the Ambient Air Temperature Sensor harness connector.
5. Measure the voltage of the (G31) AAT Sensor Signal circuit in the Ambient Air Temperature
Cherokee
Yes
 Repair the short to voltage in the (G31) AAT Sensor Signal circuit.
No
Go To 3.

3. CHECK THE AMBIENT AIR TEMPERATURE SENSOR

Cherokee
Fig. 11: Checking Ambient Air Temperature (AAT) Sensor


3. Connect a jumper wire between the (G31) AAT Sensor Signal circuit and the (G931) Sensor Return
in the Ambient Air Temperature Sensor harness connector.
Cherokee

5. With the scan tool, read the Ambient Air Temperature Sensor signal voltage.
Is the voltage below 1.0 volt with the jumper wire in place?
Yes
 Verify there is good pin to terminal contact in the AAT Sensor and TIPM harness connectors.
Replace the Ambient Temperature Sensor if no problems were found with the connectors in
accordance with the Service Information. Refer to SENSOR, AMBIENT
TEMPERATURE , REMOVAL .
No
Go To 4.

4. CHECK THE (G31) AAT SENSOR SIGNAL CIRCUIT FOR AN OPEN

Cherokee
Fig. 12: Checking AAT Sensor Signal Circuit For An Open


Cherokee
3. Measure the resistance of the (G31) AAT Sensor Signal circuit between the Ambient Air
Temperature Sensor harness connector and the TIPM C4 harness connector.
Yes
 Go To 5.
No
Repair the open in the (G31) AAT Sensor Signal circuit.


5. CHECK THE (G931) SENSOR RETURN CIRCUIT FOR AN OPEN

Cherokee
Fig. 13: Checking Sensor Return Circuit For An Open

1. Measure the resistance of the (G931) Sensor Return circuit between the Ambient Air Temperature
Sensor harness connector and the TIPM C4 harness connector.
Cherokee
Yes
 Go To 6.
No
Repair the open in the (G931) Sensor Return circuit.



1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the
Ambient Air Temperature Sensor and the Totally Integrated Power Module (TIPM).
4. Verify that there is good pin to terminal contact in the AAT Sensor and Totally Integrated Power
Module connectors.
5. Monitor the scan tool data relative to this circuit and wiggle test the wiring and connectors.
Yes
No
P0462-FUEL LEVEL SENSOR 1 CIRCUIT LOW

Cherokee
Cherokee
Fig. 14: Fuel Level Sensor Circuit Wiring Diagram

WHEN MONITORED:
SET CONDITION:
The Totally Integrated Power Module (TIPM) detects that the Fuel Level Sensor input voltage is below the
minimum acceptable value.
POSSIBLE CAUSES
Possible Causes
(N4) FUEL LEVEL SIGNAL 1 CIRCUIT SHORTED TO GROUND
(N4) FUEL LEVEL SIGNAL 1 CIRCUIT SHORTED TO THE (G109) FUEL LEVEL SENSE
RETURN CIRCUIT
FUEL LEVEL SENSOR
DIAGNOSTIC TEST

Does the scan tool display DTC: P0462-FUEL LEVEL SENSOR 1 CIRCUIT LOW?
Yes
 Go To 2.
No


Cherokee

2. Disconnect the Fuel Pump Module harness connector.
Does the scan tool display DTC: P0463-FUEL LEVEL SENSOR 1 CIRCUIT HIGH?
Yes
 Replace the Fuel Level Sending Unit in accordance with the Service Information. Refer to
SENDING UNIT AND SENSOR, FUEL LEVEL , REMOVAL .
No
Go To 3.

3. CHECK THE (N4) FUEL LEVEL SIGNAL 1 CIRCUIT FOR A SHORT TO GROUND
Cherokee
Fig. 15: Checking Fuel Level Signal 1 Circuit For A Short To Ground

4. Measure the resistance between ground and the (N4) Fuel Level Signal 1 circuit at the Fuel Pump
Yes
 Go To 4.
No
Cherokee
Repair the short to ground in the (N4) Fuel Level Signal 1 circuit.

4. CHECK THE (N4) FUEL LEVEL SIGNAL 1 CIRCUIT FOR A SHORT TO THE (G109) FUEL
LEVEL SENSE RETURN CIRCUIT
Fig. 16: Checking Fuel Level Signal 1 Circuit For A Short To Fuel Level Sense Return Circuit
1. Measure the resistance between the (G109) Fuel Level Sense Return circuit and the (N4) Fuel
Level Signal 1 circuit at the Fuel Pump Module harness connector.
Yes
 Go To 5.
Cherokee
No
Repair the short between the (G109) Fuel Level Sense Return circuit and the (N4) Fuel Level

Signal 1 circuit.

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Fuel
Pump Module and the TIPM.
contact in the Fuel Pump Module and the TIPM C7 harness connectors.
Yes
No
P0463-FUEL LEVEL SENSOR 1 CIRCUIT HIGH

Cherokee
Cherokee

WHEN MONITORED:
SET CONDITION:
The Totally Integrated Power Module (TIPM) detects that the Fuel Level Sensor input voltage is above the
maximum acceptable value.
POSSIBLE CAUSES
Possible Causes
(N4) FUEL LEVEL SIGNAL 1 CIRCUIT OPEN
(N4) FUEL LEVEL SIGNAL 1 CIRCUIT SHORTED TO VOLTAGE
(G109) FUEL LEVEL SENSE RETURN CIRCUIT OPEN
FUEL LEVEL SENSOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (N4) FUEL LEVEL SIGNAL 1 CIRCUIT FOR A SHORT TO VOLTAGE
Cherokee
Fig. 18: Checking Fuel Level Signal 1 Circuit For A Short To Voltage

5. Measure the voltage between ground and the (N4) Fuel Level Signal 1 circuit at the Fuel Pump
Yes
 Repair the short to voltage in the (N4) Fuel Level Signal 1 circuit.
Cherokee
No
Go To 3.

3. CHECK THE FUEL LEVEL SENSOR FOR CORRECT OPERATION
Fig. 19: Checking Fuel Level Sensor For Correct Operation


Cherokee
2. Connect the TIPM C7 harness connector.

3. Connect a jumper wire between the (N4) Fuel Level Signal 1 circuit and the (G109) Fuel Level
Sense Return circuit at the Fuel Pump Module harness connector.
Yes
 Replace the Fuel Level Sending Unit in accordance with the Service Information. Refer to
SENDING UNIT AND SENSOR, FUEL LEVEL , REMOVAL .
No
Go To 4.

4. CHECK THE (N4) FUEL LEVEL SIGNAL 1 CIRCUIT FOR AN OPEN

Cherokee
Fig. 20: Checking Fuel Level Signal 1 Circuit For An Open


Cherokee

3. Measure the resistance of the (N4) Fuel Level Signal 1 circuit between the Fuel Pump Module
harness connector and the TIPM C7 harness connector.
Yes
 Go To 5.
No
Repair the open in the (N4) Fuel Level Signal 1 circuit.


5. CHECK THE (G109) FUEL LEVEL SENSE RETURN CIRCUIT FOR AN OPEN
Cherokee
Fig. 21: Checking Fuel Level Sense Return Circuit For An Open
1. Measure the resistance of the (G109) Fuel Level Sense Return circuit between the Fuel Pump
Cherokee
Module harness connector and the TIPM C7 harness connector.
Yes
 Go To 6.
No
Repair the open in the (G109) Fuel Level Sense Return circuit.


Yes
No
P0691-COOLING FAN 1 CONTROL CIRCUIT LOW (2-SPEED FAN)

Cherokee
Fig. 22: Cooling Fan 1 Control Circuit Wiring Diagram (2-Speed Fan)
THEORY OF OPERATION
The Powertrain Control Module (PCM) sends a CAN bus message to the Totally Integrated Power Module
(TIPM) requesting low speed cooling fan operation. The TIPM internally grounds the coil for the Low Speed
Cherokee
Cooling Fan Relay. The Low Speed Cooling Fan Relay then provides battery voltage to the low speed coil in
the Cooling Fan Motor.
WHEN MONITORED:
With the Low Speed Cooling Fan off.
SET CONDITION:
The TIPM detects an open in the internal Low Speed Cooling Fan Control circuit.
POSSIBLE CAUSES
Possible Causes
LOW SPEED COOLING FAN RELAY
DIAGNOSTIC TEST

Does the scan tool display DTC: P0691-COOLING FAN 1 CONTROL CIRCUIT LOW?
Yes
 Go To 2.
No

2. LOW SPEED COOLING FAN RELAY

2. Remove the Low Speed Cooling Fan Relay and substitute it with a known good relay.
Cherokee

Yes
 Go To 3.
No
Replace the Low Speed Cooling Fan Relay.


Yes
No
P0691-COOLING FAN 1 CONTROL CIRCUIT LOW (PWM FAN)

Cherokee
Fig. 23: Cooling Fan 2 Control Circuit Wiring Diagram (PWM Fan)
Cherokee
THEORY OF OPERATION
Vehicles with diesel engines and trailer tow packages are equipped with a pulse-width modulated (PWM) fan.
Additionally, certain export market vehicles are also equipped with a PWM fan. The fan receives a duty cycle
signal from the Totally Integrated Power Module (TIPM) on the (K175) Rad Fan High Speed Control circuit.
The Low Speed Cooling Fan Relay is not used to control any components and has no external function. The
TIPM connects to the Low Speed Cooling Fan Relay through an internal connection and may set a DTC if the
Low Speed Cooling Fan Relay is removed or damaged.
WHEN MONITORED:
With the Low Speed Cooling Fan relay off.
SET CONDITION:
The DTC is set if the Low Speed Fan relay is damaged or removed while the ignition is on.
POSSIBLE CAUSES
Possible Causes
NOTE: For diesel engine, trailer tow and certain export applications, the Low Speed
Cooling Fan Relay is not used to control any components and has no external
function. The TIPM connects to the Low Speed Cooling Fan Relay through an
internal connection and may set a DTC if the Low Speed Cooling Fan Relay is
removed or damaged.
DIAGNOSTIC TEST

Yes
 Go To 2.
Cherokee
No


Yes
 Go To 3.
No


Yes
No
Cherokee
P0692-COOLING FAN 1 CONTROL CIRCUIT HIGH (2-SPEED FAN)
Cherokee
THEORY OF OPERATION
(TIPM) requesting low speed cooling fan operation. The TIPM internally grounds the coil for the Low Speed
Cooling Fan Relay. The Low Speed Cooling Fan Relay then provides battery voltage to the low speed coil in
the Cooling Fan Motor.
WHEN MONITORED:
With the Low Speed Cooling Fan on.
SET CONDITION:
The TIPM detects a shorted condition in the internal Low Speed Cooling Fan Control circuit.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

3. With the scan tool, actuate Radiator Fan 1.
Does the scan tool display DTC: P0692-COOLING FAN 1 CONTROL CIRCUIT HIGH?
Yes
 Go To 2.
No


Cherokee

Yes
 Go To 3.
No


Yes
No
P0692-COOLING FAN 1 CONTROL CIRCUIT HIGH (PWM FAN)

Cherokee
Cherokee
THEORY OF OPERATION
The Low Speed Cooling Fan Relay is not used to control any components and has no external function. The
TIPM connects to the Low Speed Cooling Fan Relay through an internal connection and may set a DTC if the
Low Speed Cooling Fan Relay is removed or damaged.
WHEN MONITORED:
With the Low Speed Cooling Fan relay on.
SET CONDITION:
The DTC is set if the Low Speed Fan relay is damaged.
POSSIBLE CAUSES
Possible Causes
NOTE: For diesel engine, trailer tow and certain export applications, the Low Speed
Cooling Fan Relay is not used to control any components and has no external
function. The TIPM connects to the Low Speed Cooling Fan Relay through an
internal connection and may set a DTC if the Low Speed Cooling Fan Relay is
removed or damaged.
DIAGNOSTIC TEST

Yes
 Go To 2.
Cherokee
No


Yes
 Go To 3.
No


Yes
No
Cherokee
P0693-COOLING FAN 2 CONTROL CIRCUIT LOW (2-SPEED FAN)
Cherokee
THEORY OF OPERATION
(TIPM) requesting high speed cooling fan operation. The TIPM grounds the coil for the High Speed Cooling
Fan Relay through the high speed radiator fan control circuit. The High Speed Cooling Fan Relay then provides
battery voltage to the high speed coil in the Cooling Fan Motor.
WHEN MONITORED:
With the High Speed Cooling Fan off.
SET CONDITION:
The TIPM detects a low condition in the Rad Fan High Speed Control circuit.
POSSIBLE CAUSES
Possible Causes
(K175) RAD FAN HIGH SPEED CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
(K175) RAD FAN HIGH SPEED CONTROL CIRCUIT SHORTED TO GROUND
(F942) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT OPEN
RADIATOR FAN HIGH RELAY
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Cherokee


2. RADIATOR FAN HIGH RELAY

2. Remove the Radiator Fan High Relay and substitute it with a known good relay.
Yes
 Go To 3.
No
Replace the Radiator Fan High Relay.


3. CHECK THE (F942) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT FOR AN
OPEN
Cherokee
Fig. 27: Checking Fused Ignition Switch Output (Run-Start) Circuit For An Open

2. Remove the Radiator Fan High Relay.
4. Using a 12-volt test light connected to ground, check the (F942) Fused Ignition Switch Output
(Run-Start) circuit.
NOTE: The test light should be illuminated and bright. Compare the
brightness to that of a direct connection to the battery.
Cherokee
Is the test light illuminated and bright?
Yes
 Go To 4.
No
Repair the open or high resistance in the (F942) Fused Ignition Switch Output (Run-Start)

circuit.
4. CHECK THE (K175) RAD FAN HIGH SPEED CONTROL CIRCUIT FOR A SHORT TO
GROUND
Fig. 28: Checking High Speed Cooling Fan Relay Control Circuit For Short To Ground
Cherokee

3. Measure the resistance between ground and the (K175) Rad Fan High Speed Control circuit.
Yes
 Go To 5.
No
Repair the short to ground in the (K175) Rad Fan High Speed Control circuit.

5. CHECK THE (K175) RAD FAN HIGH SPEED CONTROL CIRCUIT FOR AN OPEN OR HIGH
RESISTANCE
Cherokee
Fig. 29: Measuring Resistance Of High Speed Cooling Fan Relay Control Circuit
1. Measure the resistance of the (K175) Rad Fan High Speed Control circuit from the TIPM C3
harness connector to the Radiator Fan High Relay.
Yes
 Go To 6.
Cherokee
No
Repair the open or high resistance in the (K175) Rad Fan High Speed Control circuit.

Pay particular attention to all Power and Ground circuits.
Yes
No
P0693-COOLING FAN 2 CONTROL CIRCUIT LOW (PWM FAN)

Cherokee
Cherokee
THEORY OF OPERATION
Based on the requested fan speed from the PCM, the TIPM outputs a 10 Hz duty cycle signal on the (K175) Rad
Fan High Speed Control circuit to the Radiator Cooling Fan. The Radiator Cooling Fan receives the duty cycle
signal from the TIPM and controls the fan accordingly. The High Speed Cooling Fan Relay is not used to
control any components and has no external function.
WHEN MONITORED:
Cooling Fan off.
SET CONDITION:
The TIPM detects an open or short to ground in the (K175) Rad Fan High Speed Control circuit.
POSSIBLE CAUSES
Possible Causes
(K175) RAD FAN HIGH SPEED CONTROL CIRCUIT OPEN
(K175) RAD FAN HIGH SPEED CONTROL CIRCUIT SHORTED TO GROUND
RADIATOR COOLING FAN MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Cherokee
2. CHECK THE (K175) RAD FAN HIGH SPEED CONTROL CIRCUIT FOR AN OPEN IN THE
HARNESS
Cherokee
Cherokee
Fig. 31: Checking Rad Fan High Speed Control Circuit For An Open

3. Disconnect the Radiator Cooling Fan Module harness connector.
4. Measure the resistance of the (K175) Rad Fan High Speed Control circuit between the TIPM C3
harness connector and Radiator Cooling Fan Module harness connector.
Yes
 Go To 3.
No
Repair the open or excessive resistance in the (K175) Rad Fan High Speed Control circuit.

Cherokee
Fig. 32: Checking Rad Fan High Speed Control Circuit For A Short To Ground

2. Measure the resistance between ground and the (K175) Rad Fan High Speed Control circuit at the
Radiator Cooling Fan Module harness connector.

Cherokee
Yes
 Go To 4.
No
Repair the short to ground in the (K175) Rad Fan High Speed Control circuit.


Cherokee


3. Using a 12-volt test light connected to 12-volts, check the (K175) Rad Fan High Speed Control
circuit.
4. With the scan tool, actuate the Radiator Fan 2 actuator using the On and Off commands.
Does the test light dimly blink on and off while Radiator Fan 2 is commanded on?
Yes
 Replace the Cooling Fan Module in accordance with the Service Information. Refer to FAN,
COOLING , REMOVAL .
No
 Replace the Totally Integrated Power Module in accordance with the Service Information.
Refer to MODULE, TOTALLY INTEGRATED POWER (TIPM) , REMOVAL .
P0694-COOLING FAN 2 CONTROL CIRCUIT HIGH (2-SPEED FAN)

Cherokee
THEORY OF OPERATION
(TIPM) requesting high speed cooling fan operation. The TIPM grounds the coil for the High Speed Cooling
Cherokee
Fan Relay through the high speed radiator fan control circuit. The High Speed Cooling Fan Relay then provides
battery voltage to the high speed coil in the Cooling Fan Motor.
WHEN MONITORED:
With the High Speed Cooling Fan on.
SET CONDITION:
The TIPM detects a short to voltage in the Rad Fan High Speed Control circuit.
POSSIBLE CAUSES
Possible Causes
(K175) RAD FAN HIGH SPEED CONTROL CIRCUIT SHORTED TO VOLTAGE
RADIATOR FAN HIGH RELAY
DIAGNOSTIC TEST
1. ACTIVE DTC
Yes
 Go To 2.
No

2. RADIATOR FAN HIGH RELAY

2. Remove the Radiator Fan High Relay and substitute it with a known good relay.
Cherokee

Yes
 Go To 3.
No
Replace the Radiator Fan High Relay.


VOLTAGE
Cherokee
Fig. 35: Checking High Speed Cooling Fan Relay Control Circuit For Short To Voltage

3. Remove the Radiator Fan High Relay.
5. Measure the voltage between ground and the (K175) Rad Fan High Speed Control circuit.
Yes
 Repair the short to voltage in the (K175) Rad Fan High Speed Control circuit.
Cherokee
No
Go To 4.

Pay particular attention to all Power and Ground circuits.
Yes
No
P0694-COOLING FAN 2 CONTROL CIRCUIT HIGH (PWM FAN)

Cherokee
Cherokee
THEORY OF OPERATION
Based on the requested fan speed from the PCM, the TIPM outputs a 10 Hz duty cycle signal on the (K175) Rad
Fan High Speed Control circuit to the Radiator Cooling Fan. The Radiator Cooling Fan receives the duty cycle
signal from the TIPM and controls the fan accordingly. The High Speed Cooling Fan Relay is not used to
control any components and has no external function.
WHEN MONITORED:
With the ignition on, engine running.
Cooling Fan commanded on.
SET CONDITION:
The TIPM detects a short to voltage in the (K175) Rad Fan High Speed Control circuit.
POSSIBLE CAUSES
Possible Causes
(K175) RAD FAN HIGH SPEED CONTROL CIRCUIT SHORTED TO VOLTAGE
RADIATOR COOLING FAN MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Cherokee
Fig. 37: Checking Rad Fan High Speed Control Circuit For A Short To Voltage
Cherokee

3. Disconnect the Radiator Cooling Fan Module harness connector.
5. Measure the voltage between ground and the (K175) Rad Fan High Speed Control circuit.
Yes
 Repair the short to voltage in the (K175) Rad Fan High Speed Control circuit.
No
Go To 3.


4. With the scan tool, clear the DTCs.
Yes
 Replace the Cooling Fan Module in accordance with the Service Information. Refer to FAN,
COOLING , REMOVAL .
No
 Replace the Totally Integrated Power Module in accordance with the Service Information.
Refer to MODULE, TOTALLY INTEGRATED POWER (TIPM) , REMOVAL .
P1273-A/C CONTROL CIRCUIT 2 HIGH

Cherokee
Fig. 38: A/C Control Circuit Wiring Diagram

THEORY OF OPERATION
Cherokee
The Totally Integrated Power Module (TIPM) is commanded by the Powertrain Control Module (PCM) through
a hardwired signal to actuate the A/C Clutch. The TIPM actuates the A/C Clutch by providing voltage through a
high-side driver circuit. The TIPM monitors this circuit for correct voltage and current flow.
WHEN MONITORED:
Air Conditioning (A/C) Switch on.
A/C Compressor Clutch command on.
SET CONDITION:
The Totally Integrated Power Module (TIPM) detects the voltage on the A/C Clutch Driver circuit is higher
than the calibrated level.
POSSIBLE CAUSES
Possible Causes
(C3) A/C CLUTCH DRIVER CIRCUIT OPEN
(C3) A/C CLUTCH DRIVER CIRCUIT SHORTED TO VOLTAGE
(Z909) GROUND CIRCUIT OPEN OR EXCESSIVE RESISTANCE
A/C CLUTCH
DIAGNOSTIC TEST
1. A/C CLUTCH OPERATION
NOTE: If Powertrain Control Module (PCM) DTC P0645-A/C CLUTCH CONTROL

CIRCUIT is present, diagnose it first.

2. With the scan tool, actuate the A/C Clutch.
Does the A/C Clutch actuate?
Yes
Cherokee
No
Go To 2.

2. CHECK THE (C3) A/C CLUTCH DRIVER CIRCUIT FOR A SHORT TO VOLTAGE
Cherokee
Fig. 39: Checking A/C Clutch Driver Circuit For A Short To Voltage

Cherokee
2. Disconnect the A/C Compressor Clutch harness connector.

5. Measure the voltage between ground and the (C3) A/C Clutch Driver circuit at the A/C Compressor
Clutch harness connector.
Yes
 Repair the short to voltage in the (C3) A/C Clutch Driver circuit.
No
Go To 3.


Cherokee

Cherokee

4. Connect a 12-volt test light between the (C3) A/C Clutch Driver circuit and (Z909) Ground circuit
at the A/C Compressor Clutch harness connector.
5. With the scan tool, actuate the A/C Clutch.
Does the test light illuminate when the A/C Clutch is commanded on?
Yes
 Verify that there is good pin to terminal contact in the A/C Compressor Clutch and TIPM
connectors. If OK, replace the A/C Clutch in accordance with the Service Information. Refer
to COMPRESSOR, A/C , REMOVAL .
No
Go To 4.

4. CHECK THE (C3) A/C CLUTCH DRIVER CIRCUIT FOR AN OPEN

Cherokee
Cherokee
Fig. 41: Checking A/C Clutch Driver Circuit For An Open


3. Measure the resistance of the (C3) A/C Clutch Driver circuit between the A/C Compressor Clutch
Yes
 Go To 5.
No
Repair the open in the (C3) A/C Clutch Driver circuit.



Cherokee

1. Using a 12-volt test light connected to 12-volts, check the (Z909) Ground circuit at the A/C
Cherokee
Compressor Clutch harness connector.
Yes
 Go To 6.
No
Repair the open or excessive resistance in the (Z909) Ground circuit.



1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the A/C
Clutch and TIPM.
contact in the A/C Compressor Clutch and TIPM connectors.
Yes
No
P1275-A/C CONTROL CIRCUIT 2 OVERCURRENT

Cherokee
Fig. 43: A/C Control Circuit Wiring Diagram

THEORY OF OPERATION
Cherokee
The Totally Integrated Power Module (TIPM) is commanded by the Powertrain Control Module (PCM) through
a hardwired signal to actuate the A/C Clutch. The TIPM actuates the A/C Clutch by providing voltage through a
high-side driver circuit. The TIPM monitors this circuit for correct voltage and current flow.
WHEN MONITORED:
Air Conditioning (A/C) Switch on.
A/C Compressor Clutch command on.
SET CONDITION:
The TIPM detects the current draw on the A/C Clutch Driver circuit is higher than the calibrated level.
POSSIBLE CAUSES
Possible Causes
(C3) A/C CLUTCH DRIVER CIRCUIT SHORTED TO GROUND
A/C CLUTCH
DIAGNOSTIC TEST
1. A/C CLUTCH OPERATION

2. With a scan tool, actuate the A/C Clutch.
Does the A/C Clutch actuate?
Yes
No
Go To 2.

2. CHECK THE (C3) A/C CLUTCH DRIVER CIRCUIT FOR A SHORT TO GROUND
Cherokee
Fig. 44: Checking A/C Clutch Driver Circuit For A Short To Ground

Cherokee
2. Disconnect the A/C Compressor Clutch harness connector.

4. Measure the resistance between ground and the (C3) A/C Clutch Driver circuit at the A/C
Compressor Clutch harness connector.
Yes
 Go To 3.
No
Repair the short to ground in the (C3) A/C Clutch Driver circuit.

3. CHECK THE (C3) A/C CLUTCH DRIVER FROM TIPM

Cherokee
Fig. 45: Checking A/C Clutch Driver From TIPM

Cherokee

3. Using the 12-volt test light connected to ground, check the (C3) A/C Clutch Driver circuit in the
A/C Compressor Clutch harness connector.
4. With a scan tool, actuate the A/C Clutch.
Does the test light illuminate when the A/C Clutch is commanded on?
Yes
 Verify that there is good pin to terminal contact in the A/C Compressor Clutch and TIPM
connectors. If OK, replace the A/C Clutch in accordance with the Service Information. Refer
to COMPRESSOR, A/C , REMOVAL .
No
P129C-INVERTER CONTROL CIRCUIT HIGH

Cherokee
Cherokee
Fig. 46: Inverter Module Control Circuit Wiring Diagram

THEORY OF OPERATION
Once the 115 Volt AC Outlet switch is pressed, the Switch Bank Module sends a message over the Local
Interface Network (LIN) to the Cluster (CCN) indicating the switch has been pressed. The Cluster (CCN) then
sends a message over the Controller Area Network (CAN) bus to the Totally Integrated Power Module (TIPM)
to enable the Power Inverter Module. The TIPM provides a voltage output to enable the Power Inverter Module.
Once the Power Inverter Module is functional, it sends a signal to the Cluster (CCN) indicating that it is ready
to function. The Cluster (CCN) then requests the Switch Bank Module to illuminate the status indicator on the
115 Volt AC Outlet switch.
WHEN MONITORED:
Inverter commanded on.
SET CONDITION:
If the TIPM detects an open or short high condition on the (P807) Inverter Switch Signal circuit.
POSSIBLE CAUSES
Possible Causes
(P807) INVERTER SWITCH SIGNAL CIRCUIT SHORTED TO VOLTAGE
(P807) INVERTER SWITCH SIGNAL CIRCUIT OPEN
POWER INVERTER MODULE
DIAGNOSTIC TEST

3. Operate the 115 Volt AC Outlet switch several times.
Yes
Cherokee
 Go To 2.
No

2. CHECK (P807) INVERTER SWITCH SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 47: Checking Inverter Switch Signal Circuit For A Short To Voltage

2. Disconnect the Inverter Module harness connector.
5. Measure the voltage between ground and the (P807) Inverter Switch Signal circuit at the Inverter
Cherokee
Yes
 Repair the short to voltage in the (P807) Inverter Switch Signal circuit.
No
Go To 3.

3. CHECK (P807) INVERTER SWITCH SIGNAL CIRCUIT FUNCTION
Fig. 48: Checking Inverter Switch Signal Circuit Function


Cherokee

4. Using a 12-volt test light connected to ground, check the (P807) Inverter Switch Signal circuit at
the Inverter Module harness connector.
5. With the scan tool, actuate the Inverter Switch.
NOTE: The test light should be illuminated and brightly. Compare the
Yes
 Replace the Power Inverter Module in accordance with the Service Information. Refer to
MODULE, POWER INVERTER , REMOVAL .
No
Go To 4.

4. CHECK THE (P807) INVERTER SWITCH SIGNAL CIRCUIT FOR AN OPEN

Cherokee
Fig. 49: Checking Inverter Switch Signal Circuit For An Open


3. Measure the resistance of the (P807) Inverter Switch Signal circuit between the TIPM C7 harness
Cherokee
connector and the Inverter Module harness connector.
Yes
No
 Repair the open in the (P807) Inverter Switch Signal circuit.

P129E-INVERTER CONTROL CIRCUIT OVERCURRENT

Cherokee
Cherokee
Fig. 50: Inverter Module Control Circuit Wiring Diagram

THEORY OF OPERATION
Once the 115 Volt AC Outlet switch is pressed, the Switch Bank Module sends a message over the Local
Interface Network (LIN) to the Cluster (CCN) indicating the switch has been pressed. The Cluster (CCN) then
sends a message over the Controller Area Network (CAN) bus to the Totally Integrated Power Module (TIPM)
to enable the Power Inverter Module. The TIPM provides a voltage output to enable the Power Inverter Module.
Once the Power Inverter Module is functional, it sends a signal to the Cluster (CCN) indicating that it is ready
to function. The Cluster (CCN) then requests the Switch Bank Module to illuminate the status indicator on the
115 Volt AC Outlet switch.
WHEN MONITORED:
Inverter commanded on.
SET CONDITION:
If the Totally Integrated Power Module (TIPM) detects an overcurrent condition on the (P807) Inverter Switch
Signal circuit.
POSSIBLE CAUSES
Possible Causes
(P807) INVERTER SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
POWER INVERTER MODULE
DIAGNOSTIC TEST

3. Operate the 115 Volt AC Outlet switch several times.
Yes
Cherokee
 Go To 2.
No

2. CHECK (P807) INVERTER SWITCH SIGNAL CIRCUIT FOR A SHORT TO GROUND
Fig. 51: Checking Inverter Switch Signal Circuit For A Short To Ground

3. Disconnect the Inverter Module harness connector.
4. Measure the resistance between ground and the (P807) Inverter Switch Signal circuit at the Inverter
Cherokee
Yes
 Go To 3.
No
Repair the short to ground in the (P807) Inverter Switch Signal circuit.

3. CHECK (P807) INVERTER SWITCH SIGNAL CIRCUIT FUNCTION
Fig. 52: Checking Inverter Switch Signal Circuit Function


Cherokee
4. Using a 12-volt test light connected to ground, check the (P807) Inverter Switch Signal circuit at
the Inverter Module harness connector.
5. With the scan tool, actuate the Inverter Switch.
NOTE: The test light should be illuminated and bright. Compare the
Yes
 Replace the Power Inverter Module in accordance with the Service Information. Refer to
MODULE, POWER INVERTER , REMOVAL .
No
P2067-FUEL LEVEL SENSOR 2 CIRCUIT LOW

Cherokee
Cherokee

WHEN MONITORED:
SET CONDITION:
The Totally Integrated Power Module (TIPM) detects that the Fuel Level Sensor 2 input voltage is below the
minimum acceptable value.
POSSIBLE CAUSES
Possible Causes
(N5) FUEL LEVEL SIGNAL 2 CIRCUIT SHORTED TO GROUND
(N5) FUEL LEVEL SIGNAL 2 CIRCUIT SHORTED TO THE (G109) FUEL LEVEL SENSE
RETURN CIRCUIT
FUEL LEVEL SENSOR 2
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE FUEL LEVEL SENSOR FOR CORRECT OPERATION

Cherokee

4. With the scan tool, read the Fuel Level Sense 2 voltage.
Is the Fuel Level Sense 2 voltage above 4.5 volts?
Yes
 Replace the Auxiliary Fuel Level Sending Unit in accordance with the Service Information.
Refer to SENDING UNIT AND SENSOR, FUEL LEVEL , REMOVAL .
No
Go To 3.

3. CHECK THE (N5) FUEL LEVEL SIGNAL 2 CIRCUIT FOR A SHORT TO GROUND
Cherokee
Fig. 54: Checking Fuel Level Signal 2 Circuit For A Short To Ground

4. Measure the resistance between ground and the (N5) Fuel Level Signal 2 circuit at the Fuel Pump
Yes
 Go To 4.
No
 Repair the short to ground in the (N5) Fuel Level Signal 2 circuit.
Cherokee


4. CHECK THE (N5) FUEL LEVEL SIGNAL 2 CIRCUIT FOR A SHORT TO THE (G109) FUEL
LEVEL SENSE RETURN CIRCUIT
Fig. 55: Checking Fuel Level Signal 2 Circuit For A Short To Fuel Level Sense Return Circuit
1. Measure the resistance between the (G109) Fuel Level Sense Return circuit and the (N5) Fuel
Level Signal 2 circuit at the Fuel Pump Module harness connector.
Yes
 Go To 5.
Cherokee
No
Repair the short between the (G109) Fuel Level Sense Return circuit and the (N5) Fuel Level

Signal 2 circuit.

Yes
No
P2068-FUEL LEVEL SENSOR 2 CIRCUIT HIGH

Cherokee
Cherokee

WHEN MONITORED:
With the ignition on and battery voltage greater than 10.4 volts.
SET CONDITION:
The Totally Integrated Power Module (TIPM) detects that the Fuel Level Sensor 2 input voltage is above the
maximum acceptable value.
POSSIBLE CAUSES
Possible Causes
(N5) FUEL LEVEL SIGNAL 2 CIRCUIT OPEN
(N5) FUEL LEVEL SIGNAL 2 CIRCUIT SHORTED TO VOLTAGE
(G109) FUEL LEVEL SENSE RETURN CIRCUIT OPEN
FUEL LEVEL SENSOR 2
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (N5) FUEL LEVEL SIGNAL 2 CIRCUIT FOR A SHORT TO VOLTAGE
Cherokee
Fig. 57: Checking Fuel Level Signal 2 Circuit For A Short To Voltage

5. Measure the voltage between ground and the (N5) Fuel Level Signal 2 circuit at the Fuel Pump
Yes
 Repair the short to voltage in the (N5) Fuel Level Signal 2 circuit.
Cherokee
No
Go To 3.

3. CHECK THE FUEL LEVEL SENSOR 2 FOR CORRECT OPERATION
Fig. 58: Checking Fuel Level Sensor 2 For Correct Operation


2. Connect the TIPM C7 harness connector.
3. Connect a jumper wire between the (N5) Fuel Level Signal 2 circuit and the (G109) Fuel Level
Sense Return circuit at the Fuel Pump Module harness connector.
Cherokee

Yes
 Replace the Auxiliary Fuel Level Sending Unit in accordance with the Service Information.
Refer to SENDING UNIT AND SENSOR, FUEL LEVEL , REMOVAL .
No
Go To 4.

4. CHECK THE (N5) FUEL LEVEL SIGNAL 2 CIRCUIT FOR AN OPEN

Cherokee
Fig. 59: Checking Fuel Level Signal 2 Circuit For An Open


3. Measure the resistance of the (N5) Fuel Level Signal 2 circuit between the Fuel Pump Module
Cherokee
Yes
 Go To 5.
No
Repair the open in the (N5) Fuel Level Signal 2 circuit.


5. CHECK THE (G109) FUEL LEVEL SENSE RETURN CIRCUIT FOR AN OPEN
Cherokee
Fig. 60: Checking Fuel Level Sense Return Circuit For An Open
1. Measure the resistance of the (G109) Fuel Level Sense Return circuit between the Fuel Pump
Cherokee
Module harness connector and the TIPM C7 harness connector.
Yes
 Go To 6.
No
Repair the open in the (G109) Fuel Level Sense Return circuit.


Yes
No
U0001-CAN C BUS
Cherokee
Fig. 61: Can C Bus Circuit Module Diagram

THEORY OF OPERATION
The primary communication network between electronic control modules on this vehicle is the Controller Area
Network (CAN) data bus system. The Controller Area Network (CAN) data bus allows all electronic modules
connected to the bus to share information with each other. Regardless of whether a message originates from a
module on the higher speed CAN C (500K) Bus or on the lower speed CAN Interior High Speed (IHS) (125K)
Bus the message structure and layout is similar, which allows the Totally Integrated Power Module/Central
GateWay (TIPM or TIPMCGW) to process and transfer messages between the CAN buses. The TIPM also
stores Diagnostic Trouble Codes (DTCs) for certain bus network faults.
Cherokee
All modules transmit and receive messages over one of these buses. Data exchange between the modules is
achieved by serial transmission of encoded data messages (a form of transmission in which data bits are sent
sequentially, one at a time, over a single line). Each module can both send and receive serial data
simultaneously. Each data bit of a CAN Bus message is carried over the bus as a voltage differential between
the two bus circuits which, when strung together, form a message. Each module uses arbitration to sort the
message priority if two competing messages are attempting to be broadcast at the same time. Corruption of a
single bit within a message will corrupt the entire message. Each message contains a Cyclic Redundancy Check
(CRC) which specifies the message size exactly. If the message detected conflicts with the CRC the ECU
receiving it will determine the message to be an error and consider that communication has not been possible.
Diagnosis of this condition using a lab scope may reveal activity that appears to be Bus data messages even if
no actual communication is possible. Communication problems that affect the whole bus, as a result of opens
and terminal push outs are more likely to occur on data busses that operate at a high speed than a data bus that
operates at a lower speed.
When an open circuit or terminal push out occurs one or more modules can become isolated from the remainder
of the bus. The isolated module will attempt to communicate, but will not be able to receive messages or
determine arbitration from other modules. Each time the isolated module attempts to communicate it alters the
bus voltage on the intact bus circuit. Without functioning arbitration the isolated module alters the bus voltage
while other bus messages are being sent thereby corrupting the messages on the remainder of the bus.
The CAN bus modules are connected in parallel to the two-wire bus using a twisted pair, where the wires are
wrapped around each other to provide shielding from unwanted electromagnetic induction, thus preventing
interference with the relatively low voltage signals being carried through them. While the CAN bus is operating
(active), one of the bus wires will carry a higher voltage and is referred to as the CAN High or CAN bus (+)
wire, while the other bus wire will carry a lower voltage and is referred to as the CAN Low or CAN bus (-)
wire.
WHEN MONITORED:
SET CONDITION:
The Totally Integrated Power Module (TIPM) detects a corrupt CAN C Bus message.
POSSIBLE CAUSES
Possible Causes
(D52) OR (D65) CAN C BUS (+) CIRCUIT SHORTED TO GROUND
(D51) OR (D64) CAN C BUS (-) CIRCUIT SHORTED TO VOLTAGE
(D52) CAN C BUS (+) CIRCUIT SHORTED TO THE (D51) CAN C BUS (-) CIRCUIT
(D65) CAN C BUS (+) CIRCUIT SHORTED TO THE (D64) CAN C BUS (-) CIRCUIT
ANTILOCK BRAKE MODULE (ABS)
OCCUPANT RESTRAINT CONTROLLER MODULE (ORC)
STEERING ANGLE SENSOR (SAS)/STEERING CONTROL MODULE (SCM)
Cherokee

ADAPTIVE CRUISE CONTROL MODULE (ACC)
AUTO HEADLAMP LEVELING MODULE (AHLM)
ELECTRONIC LIMITED SLIP DIFFERENTIAL (ELSD)
ELECTRO-HYDRAULIC POWER STEERING (EHPS)
ELECTRONIC SHIFT MODULE (ESM)
TRANSMISSION CONTROL MODULE (TCM)
DIAGNOSTIC TEST

2. With the scan tool, record and erase TIPM DTCs.
5. With the scan tool, read active TIPM DTCs.
Does the scan tool display U0001-CAN C BUS as active?
Yes
 Go To 2.
No

2. ANTILOCK BRAKE MODULE - INTERNAL SHORT
2. Disconnect the Antilock Brake Module harness connector.
5. Cycle the ignition from on to off 3 times.
Cherokee
Yes
 Go To 3.
No
Inspect the wiring and connectors for damage or shorted circuits. If OK, replace and program

the Antilock Brake Module in accordance with the Service Information. Refer to MODULE,
ANTI-LOCK BRAKE SYSTEM , REMOVAL .
 Refer to STANDARD PROCEDURE and perform the ABS VERIFICATION TEST.
3. OCCUPANT RESTRAINT CONTROLLER MODULE - INTERNAL SHORT
WARNING: Turn the ignition off disconnect the 12-volt battery and wait two
1. Disconnect the Occupant Restraint Controller Module harness connectors.

2. Reconnect the 12-volt battery.
Yes
 Go To 4.
No
Inspect the wiring and connectors for damage or shorted circuits. If OK, replace the

Occupant Restraint Controller Module in accordance with the Service Information. Refer to
MODULE, OCCUPANT RESTRAINT CONTROLLER , REMOVAL .
 Refer to STANDARD PROCEDURE and perform the RESTRAINTS SYSTEM
VERIFICATION TEST.
4. POWERTRAIN CONTROL MODULE - INTERNAL SHORT
2. Disconnect the Powertrain Control Module C1 harness connector.
Cherokee

Yes
 Go To 5.
No

the Powertrain Control Module in accordance with the Service Information. Refer to
TEST.
5. STEERING ANGLE SENSOR/STEERING CONTROL MODULE - INTERNAL SHORT
2. Disconnect the Steering Control Module C1 harness connector.
Yes
 Go To 6.
No
Inspect the wiring and connectors for damage or shorted circuits. If OK, replace the Steering

Control Module in accordance with the Service Information. Refer to MODULE,
STEERING COLUMN , REMOVAL .
6. WIRELESS IGNITION NODE - INTERNAL SHORT

2. Disconnect the Wireless Ignition Node harness connector.
Cherokee

Yes
 Go To 7.
No
Inspect the wiring and connectors for damage or shorted circuits. If OK, replace the Wireless

Ignition Node in accordance with the Service Information. Refer to RECEIVER,
 Refer to STANDARD PROCEDURE and perform the WIRELESS IGNITION NODE
(WIN) VERIFICATION TEST.
7. ADAPTIVE CRUISE CONTROL - INTERNAL SHORT
NOTE: If vehicle is not equipped with this module, answer yes to the
question.
2. Disconnect the Adaptive Cruise Control harness connector.

Yes
 Go To 8.
No
 Inspect the wiring and connectors for damage or shorted circuits. If OK, replace the Adaptive
Cruise Control Module in accordance with the Service Information. Refer to SENSOR AND
BRACKET, ADAPTIVE SPEED CONTROL , REMOVAL .
 Refer to STANDARD PROCEDURE and perform the ADAPTIVE CRUISE CONTROL
(ACC) VERIFICATION TEST.
Cherokee
8. AIR SUSPENSION CONTROL MODULE - INTERNAL SHORT

question.
2. Disconnect the Air Suspension Control Module C1 harness connector.

Yes
 Go To 9.
No
Inspect the wiring and connectors for damage or shorted circuits. If OK, replace the Air

Suspension Control Module in accordance with the Service Information. Refer to
MODULE, AIR SUSPENSION CONTROL , REMOVAL .
 Refer to STANDARD PROCEDURE and perform the ASCM VERIFICATION TEST.
9. AUTO HEADLAMP LEVELING MODULE - INTERNAL SHORT

question.

Yes
 Go To 10.
Cherokee
No
Inspect the wiring and connectors for damage or shorted circuits. If OK, replace the Auto

Headlamp Leveling Module in accordance with the Service Information. Refer to
MODULE, HEADLAMP LEVELING , REMOVAL .
10. DRIVE TRAIN CONTROL MODULE - INTERNAL SHORT

question.
2. Disconnect the Drive Train Control Module C1 harness connector.

Yes
 Go To 11.
No
Inspect the wiring and connectors for damage or shorted circuits. If OK, replace the Drive

Train Control Module in accordance with the Service Information. Refer to MODULE,
DRIVETRAIN CONTROL , REMOVAL .
 Refer to STANDARD PROCEDURE and perform the DTCM VERIFICATION TEST.
11. ELECTRONIC LIMITED SLIP DIFFERENTIAL - INTERNAL SHORT

question.
2. Disconnect the Electronic Limited Slip Differential C2 harness connector.

Cherokee
Yes
 Go To 12.
No

Electronic Limited Slip Differential Module in accordance with the Service Information.
Refer to MODULE, ELECTRONIC LIMITED SLIP DIFFERENTIAL , REMOVAL .
 Refer to STANDARD PROCEDURE and perform the ELSD VERIFICATION TEST.
12. ELECTRO-HYDRAULIC POWER STEERING - INTERNAL SHORT

question.
2. Disconnect the Electro-Hydraulic Power Steering Module C2 harness connector.

Yes
 Go To 13.
No
Inspect the wiring and connectors for damage or shorted circuits. If OK, replace the Electro-

Hydraulic Power Steering Pump in accordance with the Service Information. Refer to
PUMP , REMOVAL .
 Refer to STANDARD PROCEDURE and perform the EHPS VERIFICATION TEST.
13. ELECTRONIC SHIFT MODULE - INTERNAL SHORT

question.
2. Disconnect the Center Console Assembly C2 harness connector.

Cherokee

Yes
 Go To 14.
No

Electronic Shift Module, which is integral to the Shift Lever Assembly (SLA), in accordance
 Refer to STANDARD PROCEDURE and perform the NAG1 TCM VERIFICATION
TEST.
14. TIRE PRESSURE MONITORING MODULE - INTERNAL SHORT
question.
2. Disconnect the Tire Pressure Module harness connector.

Yes
 Go To 15.
No
 Inspect the wiring and connectors for damage or shorted circuits. If OK, replace the Tire
Pressure Monitoring Module in accordance with the Service Information. Refer to
MODULE, TIRE PRESSURE MONITORING (TPM) , REMOVAL .
Cherokee
Refer to STANDARD PROCEDURE and perform the TPM VERIFICATION.


15. TRANSMISSION CONTROL MODULE - INTERNAL SHORT

question.
2. Disconnect the Transmission Control Module C2 harness connector.

Yes
 Go To 16.
No

the Transmission Control Module in accordance with the Service Information. Refer to
MODULE, TRANSMISSION CONTROL , REMOVAL .
 Refer to STANDARD PROCEDURE and perform the NAG1 TCM VERIFICATION
TEST.
16. PASSIVE ENTRY MODULE - INTERNAL SHORT
question.


Cherokee
Yes
 Go To 17.
No

the Passive Entry Module in accordance with the Service Information. Refer to MODULE,
17. (D51) OR (D64) CAN C BUS (-) CIRCUIT SHORTED TO VOLTAGE

Cherokee
Fig. 62: Measuring Voltage Between CAN C Bus (-) Circuits & Ground At TIPM Harness
Connectors

2. Disconnect the TIPM C7 and C1 harness connectors.
4. Measure the voltage between the (D51) CAN C Bus (-) circuit and ground at the TIPM C7 harness
connector.
5. Measure the voltage between the (D64) CAN C Bus (-) circuit and ground at the TIPM C1 harness
connector.
Yes
 Repair the short to voltage in the (D51) or the (D64) CAN C Bus (-) circuit.
No
Go To 18.

18. (D52) OR (D65) CAN C BUS (+) CIRCUIT SHORTED TO GROUND

Cherokee
Fig. 63: Measuring Resistance Between Ground & CAN C Bus (+) Circuits

2. Measure the resistance between ground and the (D52) CAN C Bus (+) circuit.
3. Measure the resistance between ground and the (D65) CAN C Bus (+) circuit.
Is any resistance present?
Yes
Cherokee
 Repair the short to ground in the (D52) or (D65) CAN C Bus (+) circuit.
No
Go To 19.

19. CAN C BUS (+) CIRCUIT SHORTED TO CAN C BUS (-) CIRCUIT
Fig. 64: Measuring Resistance Between CAN C Bus (+) Circuits & CAN C Bus (-) Circuits
Cherokee
1. Measure the resistance between the (D52) CAN C Bus (+) circuit and the (D51) CAN C Bus (-)
circuit.
2. Measure the resistance between the (D65) CAN C Bus (+) circuit and the (D64) CAN C Bus (-)
circuit.
Yes
 Repair the short between the CAN C Bus (+) circuit and the CAN C Bus (-) circuit.
No
 Inspect the wiring and connectors for damage or shorted circuits. If OK, replace the Totally
Integrated Power Module in accordance with the Service Information. Refer to MODULE,

Cherokee

THEORY OF OPERATION
Cherokee
wire.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(D265) CAN INTERIOR BUS (125K) (+) CIRCUIT SHORTED TO GROUND
(D264) CAN INTERIOR BUS (125K) (-) CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST

Cherokee

Yes
 Go To 2.
No

2. ANY CAN INTERIOR BUS (125K) MODULE - INTERNAL SHORT
NOTE: When performing this step, turn the ignition off (wait one minute) before
disconnecting any module. When the module is disconnected turn the
ignition on.
NOTE: This step is to determine if the fault is internal within a module.
1. While monitoring the scan tool, disconnect each CAN Interior Bus (125K) module (except for the
TIPM), one at a time.
2. Check for this DTC to become active after disconnecting each CAN Interior Bus (125K) module
the vehicle is equipped with.
NOTE: If the DTC becomes stored when a particular module is disconnected,

that module is causing the DTC to set.
With all the CAN Interior Bus modules disconnected, does the scan tool display this DTC as
active?
Yes
 Go To 3.
No
 Replace the module that when disconnected caused this DTC to become stored in accordance
with the Service Information.
Cherokee
Refer to STANDARD PROCEDURE and perform the BODY VERIFICATION TEST.

3. (D265) CAN INTERIOR BUS (125K) (+) CIRCUIT SHORTED TO GROUND
Fig. 66: Measuring Resistance Between Ground & CAN Interior Bus (+) Circuit At TIPM Harness
Connector

2. Measure the resistance between ground and the (D265) CAN Interior Bus (125K) (+) circuit at the
Yes
Cherokee
 Repair the short to ground in the (D265) CAN Interior Bus (125K) (+) circuit.
No
Go To 4.

4. (D264) CAN INTERIOR BUS (125K) (-) CIRCUIT SHORTED TO VOLTAGE
Fig. 67: Measuring Voltage At CAN Interior Bus (-) Circuit At TIPM C7 Harness Connector

2. Measure the voltage at the (D264) CAN Interior Bus (125K) (-) circuit at the TIPM C7 harness
connector.

Cherokee
Yes
 Repair the short to voltage in the (D264) CAN Interior Bus (125K) (-) circuit.
No
 Inspect the wiring and connectors for damage or short circuits. If OK, replace the TIPM in
accordance with the Service Information. Refer to MODULE, TOTALLY INTEGRATED
POWER (TIPM) , REMOVAL .
U0100-LOST COMMUNICATION WITH ECM/PCM

Cherokee

THEORY OF OPERATION
wire.
WHEN MONITORED:

Cherokee
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(D51) OR (D65) CAN C BUS (+) CIRCUIT SHORTED TO VOLTAGE
(D52) OR (D64) CAN C BUS (-) CIRCUIT SHORTED TO GROUND
PCM POWER AND GROUND
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No

1. With the scan tool, read all active DTCs from all modules.
NOTE: Check for TIPM configuration, CAN C hardware electrical, VIN

Missing/Mismatch, battery or ignition related DTCs.
Does the scan tool display any active DTCs to the conditions listed above?
Cherokee
Yes
 Refer to DIAGNOSTIC CODE INDEX - NGC and perform the appropriate diagnostic
procedure.
No
Go To 3.

3. VERIFY THE PCM IS ACTIVE ON THE BUS

2. With the scan tool, select Network Diagnostics.
3. Verify the PCM is active on the bus.
Is the PCM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM PCM

(POWERTRAIN CONTROL MODULE) diagnostic procedure.
4. CHECK FOR ADDITIONAL COMMUNICATION RELATED DTCS
Is there more than one module with active DTCs "Logged Against" the PCM?
Yes
 Replace/update the PCM in accordance with the Service Information. Refer to MODULE,
TEST.
No
Go To 5.

5. CLEAR DTC IN MODULE SETTING FAULT

1. With the scan tool, select the module setting the DTC against the PCM.
2. Clear active DTCs.
Is this DTC still active?
Yes
Cherokee
 Replace/update the module that set this DTC in accordance with the Service Information.
 Perform the appropriate verification test for the module being replaced. If there is no
verification test for the associated module, refer to STANDARD PROCEDURE and
perform the BODY VERIFICATION TEST.
No
Go To 6.

6. CYCLE IGNITION
1. Cycle the ignition from RUN to OFF three times ending with the key in the RUN position.
Does this DTC become active?
Yes
 Go To 7.
No
The condition is not present at this time. Using the wiring diagram/schematic as a guide,

inspect the wiring for chafed, pierced, pinched and partially broken wires and the wiring
harness connectors for broken, bent, pushed out and corroded terminals.
7. CHECK FOR ADDITIONAL LOST COMMUNICATION FAULTS
Does the TIPM and other CAN C BUS modules show Lost Communication with the remaining
CAN C BUS modules?
Yes
 Go To 8.
No
Replace/update the module that set this DTC in accordance with the Service Information.

8. (D52) OR (D65) CAN C BUS (+) CIRCUIT SHORTED TO VOLTAGE
Cherokee
Fig. 69: Measuring Voltage Between CAN C Bus (+) Circuits & Ground
1. Measure the voltage between the (D52) CAN C Bus (+) circuit and ground.
Yes
 Repair the short to voltage in the (D52) or (D65) CAN C Bus (+) circuit.
Cherokee
No
Go To 9.

9. (D51) OR (D64) CAN C BUS (-) CIRCUIT SHORTED TO GROUND
Fig. 70: Measuring Resistance Between Ground & CAN C Bus (-) Circuits

Cherokee
2. Measure the resistance between ground and the (D51) CAN C Bus (-) circuit.
Yes
 Repair the short to ground in the (D51) or (D64) CAN C Bus (-) circuit.
No
U0101-LOST COMMUNICATION WITH TCM

Cherokee

THEORY OF OPERATION
Cherokee
wire.
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Transmission Control Module (TCM) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
Cherokee

TCM POWER AND GROUND
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No
Refer to DIAGNOSIS AND TESTING and perform the STORED LOST



Yes
procedure.
No
Go To 3.

3. VERIFY THE TCM IS ACTIVE ON THE BUS

Cherokee
3. Verify the TCM is active on the bus.
Is the TCM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM TCM

Is there more than one module with active DTCs "Logged Against" the TCM?
Yes
 Replace/update the TCM in accordance with the Service Information. Refer to MODULE,
TRANSMISSION CONTROL , REMOVAL .
 Refer to STANDARD PROCEDURE and perform the NAG1 TRANSMISSION
VERIFICATION TEST for 3.6L gasoline and 3.0L diesel engine applications. Refer to
STANDARD PROCEDURE and perform 545RFE TRANSMISSION VERIFICATION
TEST for 5.7L engine applications.
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the TCM.
Yes
No
 Go To 6.
Cherokee
6. CYCLE IGNITION
Yes
 Go To 7.
No

inspect the wiring for chafed, pierced, pinched, and partially broken wires and the wiring
harness connectors for broken, bent, pushed out, and corroded terminals.
 Perform the appropriate VERIFICATION TEST.

CAN C BUS modules?
Yes
 Go To 8.
No

Cherokee
Yes
Cherokee
No
Go To 9.


Cherokee
Yes
No
U0102-LOST COMMUNICATION WITH TRANSFER CASE CONTROL MODULE / AWD

Cherokee

THEORY OF OPERATION
Cherokee
wire.
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Drive Train Control Module (DTCM) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
Cherokee

DTCM POWER AND GROUND
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No



Yes
procedure.
No
Go To 3.

3. VERIFY THE DTCM IS ACTIVE ON THE BUS

Cherokee
3. Verify the DTCM is active on the bus.
Is the DTCM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM DTCM

Is there more than one module with active DTCs "Logged Against" the DTCM?
Yes
 Replace/update the DTCM in accordance with the Service Information. Refer to MODULE,
DRIVETRAIN CONTROL , REMOVAL .
 Refer to STANDARD PROCEDURE and perform the DTCM VERIFICATION TEST.
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the DTCM.
Yes
No
Go To 6.

6. CYCLE IGNITION
Cherokee
Yes
 Go To 7.
No


CAN C BUS modules?
Yes
 Go To 8.
No

Cherokee
Yes
Cherokee
No
Go To 9.


Cherokee
Yes
No
U0103-LOST COMMUNICATION WITH ELECTRIC GEAR SHIFT MODULE (ESM)

Cherokee

THEORY OF OPERATION
Cherokee
wire.
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Electric Gear Shift Module (ESM) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
Cherokee

ESM POWER AND GROUND
ELECTRIC GEAR SHIFT MODULE (ESM)
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No



Yes
procedure.
No
Go To 3.

3. VERIFY THE ESM IS ACTIVE ON THE BUS

3. Verify the ESM is active on the bus.
Cherokee
Is the ESM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM ESM

Is there more than one module with active DTCs "Logged Against" the ESM?
Yes
 Replace/update the ESM, which is integral to the Shift Lever Assembly (SLA), in accordance
 Refer to STANDARD PROCEDURE and perform the NAG1 TRANSMISSION
VERIFICATION TEST.
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the ESM.
Yes
No
Go To 6.

6. CYCLE IGNITION

Cherokee
Yes
 Go To 7.
No


CAN C BUS modules?
Yes
 Go To 8.
No

Cherokee
Yes
Cherokee
No
Go To 9.


Cherokee
Yes
No
U0104-LOST COMMUNICATION WITH CRUISE CONTROL MODULE

Cherokee

THEORY OF OPERATION
Cherokee
wire.
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Adaptive Cruise Control (ACC) Module for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
Cherokee

ACC MODULE POWER AND GROUND
ADAPTIVE CRUISE CONTROL (ACC) MODULE
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No



Yes
procedure.
No
Go To 3.

3. VERIFY THE ACC IS ACTIVE ON THE BUS

Cherokee
3. Verify the ACC is active on the bus.
Is the ACC active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM ACC

Is there more than one module with active DTCs "Logged Against" the ACC?
Yes
 Replace/update the ACC module in accordance with the Service Information.

No
Go To 5.


1. With the scan tool, select the module setting the DTC against the ACC.
Yes
No
Go To 6.

6. CYCLE IGNITION

Cherokee
Yes
 Go To 7.
No


CAN C BUS modules?
Yes
 Go To 8.
No

Cherokee
Yes
Cherokee
No
Go To 9.


Cherokee
Yes
No

Cherokee

THEORY OF OPERATION
Cherokee
wire.
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Anti-Lock Brake Module (ABS) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
Cherokee

ABS POWER AND GROUND
ANTI-LOCK BRAKE MODULE (ABS)
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No



Yes
procedure.
No
Go To 3.

3. VERIFY THE ABS IS ACTIVE ON THE BUS

3. Verify the ABS is active on the bus.
Cherokee
Is the ABS active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM ABS

Is there more than one module with active DTCs "Logged Against" the ABS?
Yes
 Replace/update the ABS module in accordance with the Service Information. Refer to
MODULE, ANTI-LOCK BRAKE SYSTEM , REMOVAL .
 Refer to STANDARD PROCEDURE and perform the ABS VERIFICATION TEST.
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the ABS.
Yes
No
Go To 6.

6. CYCLE IGNITION

Cherokee
Yes
 Go To 7.
No


CAN C BUS modules?
Yes
 Go To 8.
No

Cherokee
Yes
Cherokee
No
Go To 9.


Cherokee
Yes
No
U0127-LOST COMMUNICATION WITH TIRE PRESSURE MONITOR MODULE

Cherokee

THEORY OF OPERATION
Cherokee
wire.
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Tire Pressure Monitoring (TPM) module for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
Cherokee

TPM POWER AND GROUND
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No



Yes
procedure.
No
Go To 3.

3. VERIFY THE TPM IS ACTIVE ON THE BUS

Cherokee
3. Verify the TPM is active on the bus.
Is the TPM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the appropriate NO RESPONSE


FROM TPM diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the TPM?
Yes
 Replace/update the TPM module in accordance with the Service Information. Refer to
MODULE, TIRE PRESSURE MONITORING (TPM) , REMOVAL .
 Refer to STANDARD PROCEDURE and perform the TPM VERIFICATION TEST.
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the TPM.
Yes
No
Go To 6.

6. CYCLE IGNITION
Cherokee
Yes
 Go To 7.
No
The condition is not present at this time. Using the wiring diagrams as a guide, check all

related splices and connectors for signs of water intrusion, corrosion, pushed out or bent
terminals, and correct pin tension.

CAN C BUS modules?
Yes
 Go To 8.
No

Cherokee
Yes
Cherokee
No
Go To 9.


Cherokee
Yes
No
U0131-LOST COMMUNICATION WITH POWER STEERING CONTROL MODULE (EHPS)

Cherokee

THEORY OF OPERATION
Cherokee
wire.
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Electro-Hydraulic Power Steering Control (EHPS) Module for
approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
Cherokee

EHPS MODULE POWER AND GROUND
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No



Yes
procedure.
No
Go To 3.

3. VERIFY THE EHPS IS ACTIVE ON THE BUS

Cherokee
3. Verify the EHPS is active on the bus.
Is the EHPS active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM EHPS

Is there more than one module with active DTCs "Logged Against" the EHPS?
Yes
 Replace/update the EHPS module in accordance with the Service Information. Refer to
PUMP , REMOVAL .
 Refer to STANDARD PROCEDURE and perform the EHPS VERIFICATION TEST.
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the EHPS.
Yes
No
Go To 6.

6. CYCLE IGNITION
Cherokee
Yes
 Go To 7.
No


CAN C BUS modules?
Yes
 Go To 8.
No

Cherokee
Yes
Cherokee
No
Go To 9.


Cherokee
Yes
No
U0132-LOST COMMUNICATION WITH SUSPENSION CONTROL MODULE

Cherokee

THEORY OF OPERATION
Cherokee
wire.
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Air Suspension Control Module (ASCM) module for approximately two to
five seconds.
POSSIBLE CAUSES
Possible Causes
Cherokee

ASCM POWER AND GROUND
AIR SUSPENSION CONTROL MODULE (ASCM) MODULE
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No



Yes
procedure.
No
Go To 3.

3. VERIFY THE ASCM IS ACTIVE ON THE BUS

Cherokee
3. Verify the ASCM is active on the bus.
Is the ASCM active on the bus?
Yes
 Go To 4.
No


FROM ASCM diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the ASCM?
Yes
 Replace/update the ASCM in accordance with the Service Information. Refer to MODULE,
AIR SUSPENSION CONTROL , REMOVAL .
 Refer to STANDARD PROCEDURE and perform the ASCM VERIFICATION TEST.
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the ASCM.
Yes
No
Go To 6.

6. CYCLE IGNITION
Cherokee
Yes
 Go To 7.
No


CAN C BUS modules?
Yes
 Go To 8.
No

Cherokee
Yes
Cherokee
No
Go To 9.


Cherokee
Yes
No
U0136-LOST COMMUNICATION WITH ELSD

Cherokee

THEORY OF OPERATION
Cherokee
wire.
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Electronic Limited Slip Differential (ELSD) module for approximately two
to five seconds.
POSSIBLE CAUSES
Possible Causes
Cherokee

ELSD POWER AND GROUND
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No



Yes
procedure.
No
Go To 3.

3. VERIFY THE ELSD IS ACTIVE ON THE BUS

Cherokee
3. Verify the ELSD is active on the bus.
Is the ELSD active on the bus?
Yes
 Go To 4.
No


FROM ELSD diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the ELSD?
Yes
 Replace/update the ELSD in accordance with the Service Information. Refer to MODULE,
ELECTRONIC LIMITED SLIP DIFFERENTIAL , REMOVAL .
 Refer to STANDARD PROCEDURE and perform the ELSD VERIFICATION TEST.
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the ELSD.
Yes
No
Go To 6.

6. CYCLE IGNITION
Cherokee
Yes
 Go To 7.
No


CAN C BUS modules?
Yes
 Go To 8.
No

Cherokee
Yes
Cherokee
No
Go To 9.


Cherokee
Yes
No

Cherokee

WHEN MONITORED:

Cherokee
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC CAN C BUS CIRCUITS OPEN OR SHORTED
TIPM POWER AND GROUND
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No



Yes
Cherokee
procedure.
No
Go To 3.

3. VERIFY THE TIPM IS ACTIVE ON THE BUS

3. Verify the TIPM is active on the bus.
Is the TIPM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM TIPM

Is there more than one module with active DTCs "Logged Against" the TIPM?
Yes
 Replace/update the TIPM in accordance with the Service Information. Refer to MODULE,
No
U0151-LOST COMMUNICATION WITH OCCUPANT RESTRAINT CONTROLLER (ORC)

Cherokee

THEORY OF OPERATION
Cherokee
wire.
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Occupant Restraint Controller (ORC) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
Cherokee

ORC POWER AND GROUND
OCCUPANT RESTRAINT CONTROLLER (ORC)
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No



Yes
procedure.
No
Go To 3.

3. VERIFY THE ORC IS ACTIVE ON THE BUS

Cherokee
3. Verify the ORC is active on the bus.
Is the ORC active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM ORC

Is there more than one module with active DTCs "Logged Against" the ORC?
Yes
 Replace/update the ORC in accordance with the Service Information. Refer to MODULE,
OCCUPANT RESTRAINT CONTROLLER , REMOVAL .
 Refer to STANDARD PROCEDURE and perform the RESTRAINTS SYSTEM
VERIFICATION TEST.
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the ORC.
Yes
No
Go To 6.

6. CYCLE IGNITION
Cherokee
Yes
 Go To 7.
No


CAN C BUS modules?
Yes
 Go To 8.
No

Cherokee
Yes
Cherokee
No
Go To 9.


Cherokee
Yes
No

Cherokee

THEORY OF OPERATION
Cherokee
wire.
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Cluster/Cabin Compartment Node (CCN) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
(D265) CAN INTERIOR BUS (+) (125K) CIRCUIT SHORTED TO VOLTAGE
(D264) CAN INTERIOR BUS (-) (125K) CIRCUIT SHORTED TO GROUND
Cherokee

CLUSTER/CCN POWER AND GROUND
CLUSTER/CABIN COMPARTMENT NODE (CCN)
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No


NOTE: Check for TIPM configuration, CAN Interior Bus hardware electrical,
VIN Missing/Mismatch, battery or ignition related DTCs.
Yes
procedure.
No
Go To 3.

3. VERIFY THE CCN IS ACTIVE ON THE BUS

Cherokee
3. Verify the CCN is active on the bus.
Is the CCN active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM CCN

(CLUSTER) diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the CCN?
Yes
 Replace/update the Cluster/CCN in accordance with the Service Information. Refer to

REMOVAL .
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the Cluster/CCN.
Yes
No
Go To 6.

6. CYCLE IGNITION
Cherokee
Yes
 Go To 7.
No


Does the TIPM and other CAN Interior BUS (125K) modules show Lost Communication with the
remaining CAN Interior BUS (125K) modules?
Yes
 Go To 8.
No

8. (D265) CAN INTERIOR BUS (+) (125K) CIRCUIT SHORTED TO VOLTAGE
Cherokee
Fig. 103: Checking CAN Interior Bus (+) Circuit For Short To Voltage
1. Measure the voltage between the (D265) CAN Interior Bus (+) (125K) circuit and ground.
Yes
 Repair the short to voltage in the (D265) CAN Interior Bus (+) (125K) circuit.
No
 Go To 9.
Cherokee
9. (D264) CAN INTERIOR BUS (-) (125K) CIRCUIT SHORTED TO GROUND
Fig. 104: Checking CAN Interior Bus (-) (125K) Circuit For A Short To Ground

2. Measure the resistance between ground and the (D264) CAN Interior Bus (-) (125K) circuit.
Yes
 Repair the short to ground in the (D264) CAN Interior Bus (-) (125K) circuit.
Cherokee
No
U0159-LOST COMMUNICATION WITH PARK ASSIST MODULE (PTS)

Cherokee
THEORY OF OPERATION
wire.
WHEN MONITORED:
SET CONDITION:
Cherokee
Bus messages not received from the Park Assist (PTS) Module for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
PARK ASSIST MODULE POWER AND GROUND
PARK ASSIST MODULE (PTS)
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No


1. With the scan tool, read active DTCs from all modules.
Yes
procedure.
Cherokee
No
Go To 3.

3. VERIFY THE PTS IS ACTIVE ON THE BUS

3. Verify the PTS is active on the bus.
Is the PTS active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM PARK

ASSIST (PARKTRONICS) (PTS) MODULE diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the PTS?
Yes
 Replace/update the Park Assist (PTS) Module in accordance with the Service Information.
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the Park Assist (PTS) Module.
Yes
Cherokee
No
Go To 6.

6. CYCLE IGNITION
Yes
 Go To 7.
No


Yes
 Go To 8.
No

Cherokee
Yes
No
 Go To 9.
Cherokee

Yes
Cherokee
No
U0164-LOST COMMUNICATION WITH HVAC CONTROL MODULE

Cherokee
THEORY OF OPERATION
wire.
WHEN MONITORED:
SET CONDITION:
Cherokee
POSSIBLE CAUSES
Possible Causes
HVAC CONTROL MODULE
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No


Yes
procedure.
Cherokee
No
Go To 3.

3. VERIFY THE HVAC IS ACTIVE ON THE BUS

3. Verify the HVAC is active on the bus.
Is the HVAC active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM HVAC

Is there more than one module with active DTCs "Logged Against" the HVAC?
Yes
 Replace/update the HVAC Control Module in accordance with the Service Information.
Refer to CONTROL, A/C AND HEATER , REMOVAL .
 Refer to STANDARD PROCEDURE and perform the HVAC VERIFICATION TEST.
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the HVAC.
Yes
Cherokee
No
Go To 6.

6. CYCLE IGNITION
Yes
 Go To 7.
No


Yes
 Go To 8.
No

Cherokee
Yes
No
 Go To 9.
Cherokee

Yes
Cherokee
No
U0167-LOST COMMUNICATION WITH INTRUSION TRANSCEIVER CONTROL MODULE (ITM)

Cherokee
THEORY OF OPERATION
wire.
WHEN MONITORED:
SET CONDITION:
Cherokee
Bus messages not received from the ITM for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
ITM POWER AND GROUND
INTRUSION TRANSCEIVER CONTROL MODULE (ITM)
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No


Yes
procedure.
Cherokee
No
Go To 3.

3. VERIFY THE ITM IS ACTIVE ON THE BUS

3. Verify the ITM is active on the bus.
Is the ITM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM ITM

Is there more than one module with active DTCs "Logged Against" the ITM?
Yes
 Replace/update the ITM in accordance with the Service Information. Refer to MODULE,
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the ITM.
Yes
Cherokee
No
Go To 6.

6. CYCLE IGNITION
Yes
 Go To 7.
No


Yes
 Go To 8.
No

Cherokee
Yes
No
 Go To 9.
Cherokee

Yes
Cherokee
No
U0168-LOST COMMUNICATION WITH VEHICLE SECURITY CONTROL MODULE (WIRELESS

IGNITION NODE OR WIN)

Cherokee
THEORY OF OPERATION
wire.
WHEN MONITORED:
SET CONDITION:
Cherokee
Bus messages not received from the Wireless Ignition Node (WIN) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
WIN POWER AND GROUND
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No



Yes
procedure.
Cherokee
No
Go To 3.

3. VERIFY THE WIN IS ACTIVE ON THE BUS

3. Verify the WIN is active on the bus.
Is the WIN active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM WIN

Is there more than one module with active DTCs "Logged Against" the WIN?
Yes
 Replace/update the WIN in accordance with the Service Information. Refer to RECEIVER,
 Refer to STANDARD PROCEDURE and perform the WIRELESS IGNITION NODE
(WIN) VERIFICATION TEST.
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the WIN.
Yes
Cherokee
No
Go To 6.

6. CYCLE IGNITION
Yes
 Go To 7.
No


CAN C BUS modules?
Yes
 Go To 8.
No

Cherokee
Yes
Cherokee
No
Go To 9.


Cherokee
Yes
No
U0181-LOST COMMUNICATION WITH HEADLAMP LEVELING TRANSLATOR

Cherokee

THEORY OF OPERATION
Cherokee
wire.
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Auto Headlamp Leveling Module (AHLM) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
Cherokee

AHLM POWER AND GROUND
AUTO HEADLAMP LEVELING MODULE (AHLM)
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No



Yes
procedure.
No
Go To 3.

3. VERIFY THE AHLM IS ACTIVE ON THE BUS

Cherokee
3. Verify the AHLM is active on the bus.
Is the AHLM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM AHLM

Is there more than one module with active DTCs "Logged Against" the AHLM?
Yes
 Replace/update the AHLM in accordance with the Service Information. Refer to MODULE,
HEADLAMP LEVELING , REMOVAL .
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the AHLM.
Yes
No
Go To 6.

6. CYCLE IGNITION
Cherokee
Yes
 Go To 7.
No


CAN C BUS modules?
Yes
 Go To 8.
No

Cherokee
Yes
Cherokee
No
Go To 9.


Cherokee
Yes
No

Cherokee

THEORY OF OPERATION
Cherokee
wire.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
Cherokee

RADIO
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No


Yes
procedure.
No
Go To 3.

3. VERIFY THE RADIO IS ACTIVE ON THE BUS

3. Verify the Radio is active on the bus.
Cherokee
Is the Radio active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM RADIO

Is there more than one module with active DTCs "Logged Against" the Radio?
Yes
 Replace/update the Radio in accordance with the Service Information. Refer to RADIO ,
REMOVAL .
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the Radio.
Yes
No
Go To 6.

6. CYCLE IGNITION

Cherokee
Yes
 Go To 7.
No


Yes
 Go To 8.
No

Cherokee
Yes
No
 Go To 9.
Cherokee

Yes
Cherokee
No
U0186-LOST COMMUNICATION WITH AUDIO AMPLIFIER (AMP)

Cherokee
THEORY OF OPERATION
wire.
WHEN MONITORED:
SET CONDITION:
Cherokee
Bus messages not received from the Amplifier (AMP) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
AMP POWER AND GROUND
AMPLIFIER (AMP)
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No


Yes
procedure.
Cherokee
No
Go To 3.

3. VERIFY THE AMP IS ACTIVE ON THE BUS

3. Verify the AMP is active on the bus.
Is the AMP active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM AMP

Is there more than one module with active DTCs "Logged Against" the AMP?
Yes
 Replace/update the AMP in accordance with the Service Information. Refer to

AMPLIFIER , REMOVAL .
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the AMP.
Yes
Cherokee
No
Go To 6.

6. CYCLE IGNITION
Yes
 Go To 7.
No


Yes
 Go To 8.
No

Cherokee
Yes
No
 Go To 9.
Cherokee

Yes
Cherokee
No
U0197-LOST COMMUNICATION WITH HANDS FREE PHONE MODULE (HFM)

Cherokee
THEORY OF OPERATION
wire.
WHEN MONITORED:
SET CONDITION:
Cherokee
Bus messages not received from the HFM for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
HFM POWER AND GROUND
HANDS FREE PHONE MODULE (HFM)
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No


Yes
procedure.
Cherokee
No
Go To 3.

3. VERIFY THE HFM IS ACTIVE ON THE BUS

3. Verify the HFM is active on the bus.
Is the HFM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM HFM

Is there more than one module with active DTCs "Logged Against" the HFM?
Yes
 Replace/update the HFM in accordance with the Service Information. Refer to MODULE,
HANDS FREE (HFM) , REMOVAL .
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the HFM.
Yes
Cherokee
No
Go To 6.

6. CYCLE IGNITION
Yes
 Go To 7.
No


Yes
 Go To 8.
No

Cherokee
Yes
No
 Go To 9.
Cherokee

Yes
Cherokee
No
U0203-LOST COMMUNICATION WITH DOOR MODULE FRONT LEFT (DMFL) (DRIVER DOOR
MODULE)

Cherokee
THEORY OF OPERATION
wire.
WHEN MONITORED:
SET CONDITION:
Cherokee
Bus messages not received from the Door Module Front Left (DMFL) or Driver Door Module for
POSSIBLE CAUSES
Possible Causes
DMFL POWER AND GROUND
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No


Yes
procedure.
Cherokee
No
Go To 3.

3. VERIFY THE DMFL IS ACTIVE ON THE BUS

3. Verify the DMFL is active on the bus.
Is the DMFL active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM DDM

Is there more than one module with active DTCs "Logged Against" the DMFL?
Yes
 Replace/update the DMFL or Driver Door Module in accordance with the Service
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the DMFL.
Yes
Cherokee
No
Go To 6.

6. CYCLE IGNITION
Yes
 Go To 7.
No


Yes
 Go To 8.
No

Cherokee
Yes
No
 Go To 9.
Cherokee

Yes
Cherokee
No
U0204-LOST COMMUNICATION WITH DOOR MODULE FRONT RIGHT (DMFR) (PASSENGER

DOOR MODULE)

Cherokee
THEORY OF OPERATION
wire.
WHEN MONITORED:
SET CONDITION:
Cherokee
Bus messages not received from the Door Module Front Right (DMFR) or Passenger Door Module for
POSSIBLE CAUSES
Possible Causes
DMFR POWER AND GROUND
DOOR MODULE FRONT RIGHT (DMFR)
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No


Yes
procedure.
Cherokee
No
Go To 3.

3. VERIFY THE DMFR IS ACTIVE ON THE BUS

3. Verify the DMFR is active on the bus.
Is the DMFR active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM PDM

Is there more than one module with active DTCs "Logged Against" the DMFR?
Yes
 Replace/update the DMFR or Passenger Door Module in accordance with the Service
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the DMFR.
Yes
Cherokee
No
Go To 6.

6. CYCLE IGNITION
Yes
 Go To 7.
No


Yes
 Go To 8.
No

Cherokee
Yes
No
 Go To 9.
Cherokee

Yes
Cherokee
No
U0208-LOST COMMUNICATION WITH HEATED SEAT CONTROL MODULE

Cherokee
THEORY OF OPERATION
wire.
WHEN MONITORED:
SET CONDITION:
Cherokee
Bus messages not received from the Heated Seat Module (HSM) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
HSM POWER AND GROUND
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No


Yes
procedure.
Cherokee
No
Go To 3.

3. VERIFY THE HSM IS ACTIVE ON THE BUS

3. Verify the HSM is active on the bus.
Is the HSM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM HSM

Is there more than one module with active DTCs "Logged Against" the HSM?
Yes
 Replace/update the HSM in accordance with the Service Information. Refer to MODULE,
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the HSM.
Yes
Cherokee
No
Go To 6.

6. CYCLE IGNITION
Yes
 Go To 7.
No


Yes
 Go To 8.
No

Cherokee
Yes
No
 Go To 9.
Cherokee

Yes
Cherokee
No
U0209-LOST COMMUNICATION WITH MEMORY SEAT CONTROL MODULE (MSMD)

Cherokee
THEORY OF OPERATION
wire.
WHEN MONITORED:
SET CONDITION:
Cherokee
Bus messages not received from the MSMD for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
MSMD POWER AND GROUND
MEMORY SEAT CONTROL MODULE (MSMD)
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No


Yes
procedure.
Cherokee
No
Go To 3.

3. VERIFY THE MSMD IS ACTIVE ON THE BUS

3. Verify the MSMD is active on the bus.
Is the MSMD active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM MSMD

Is there more than one module with active DTCs "Logged Against" the MSMD?
Yes
 Replace/update the MSMD in accordance with the Service Information. Refer to MODULE,
 Refer to STANDARD PROCEDURE and perform the POWER SEAT SYSTEM
VERIFICATION TEST.
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the MSMD.
Yes
Cherokee
No
Go To 6.

6. CYCLE IGNITION
Yes
 Go To 7.
No


Yes
 Go To 8.
No

Cherokee
Yes
No
 Go To 9.
Cherokee

Yes
Cherokee
No
U0212-LOST COMMUNICATION WITH SCM

Cherokee
THEORY OF OPERATION
wire.
WHEN MONITORED:
SET CONDITION:
Cherokee
Bus messages not received from the Steering Control Module (SCM)/Steering Angle Sensor (SAS) for
POSSIBLE CAUSES
Possible Causes
SCM/SAS POWER AND GROUND
STEERING CONTROL MODULE (SCM)/STEERING ANGLE SENSOR (SAS)
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No



Yes
procedure.
Cherokee
No
Go To 3.

3. VERIFY THE SAS IS ACTIVE ON THE BUS

3. Verify the SAS is active on the bus.
Is the SAS active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM SAS

Is there more than one module with active DTCs "Logged Against" the SAS?
Yes
 Replace/update the SCM/SAS in accordance with the Service Information. Refer to

MODULE, STEERING COLUMN , REMOVAL .
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the SAS.
Yes
Cherokee
No
Go To 6.

6. CYCLE IGNITION
Yes
 Go To 7.
No


CAN C BUS modules?
Yes
 Go To 8.
No

Cherokee
Yes
Cherokee
No
Go To 9.


Cherokee
Yes
No
U0230-LOST COMMUNICATION WITH POWER LIFTGATE MODULE (PLGM)

Cherokee

THEORY OF OPERATION
Cherokee
wire.
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Power Liftgate Module (PLGM) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
(D265) CAN INTERIOR BUS (+) (125k) CIRCUIT SHORTED TO VOLTAGE
(D264) CAN INTERIOR BUS (-) (125k) CIRCUIT SHORTED TO GROUND
Cherokee

PLGM POWER AND GROUND
POWER LIFTGATE MODULE (PLGM)
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No

1. Using the scan tool, read active DTCs from all modules.
Yes
procedure.
No
Go To 3.

3. VERIFY THE PLGM IS ACTIVE ON THE BUS

2. Using the scan tool, select Network Diagnostics.
3. Verify the PLGM is active on the bus.
Cherokee
Is the PLGM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM PLGM

Is there more than one module with active DTCs "Logged Against" the PLGM?
Yes
 Replace/update the Power Liftgate Module in accordance with the Service Information. Refer
to MODULE, POWER LIFTGATE CONTROL , REMOVAL .
No
Go To 5.


1. Using the scan tool, select the module setting the DTC against the PLGM.
Yes
No
Go To 6.

6. CYCLE IGNITION

Cherokee
Yes
 Go To 7.
No


Yes
 Go To 8.
No

Cherokee
Yes
No
 Go To 9.
Cherokee

Yes
Cherokee
No
U0232-LOST COMMUNICATION WITH BLIND SPOT DETECTION MODULE (BSM)

Cherokee
THEORY OF OPERATION
wire.
WHEN MONITORED:
SET CONDITION:
Cherokee
Bus messages not received from the Blind Spot Module (BSM) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
BSM POWER AND GROUND
BLIND SPOT MODULE (BSM)
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No


Yes
procedure.
Cherokee
No
Go To 3.

3. VERIFY THE BSM IS ACTIVE ON THE BUS

3. Verify the BSM is active on the bus.
Is the BSM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM BSM

Is there more than one module with active DTCs "Logged Against" the BSM?
Yes
 Replace/update the BSM in accordance with the Service Information. Refer to MODULE,
BLIND SPOT , REMOVAL .
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the BSM.
Yes
Cherokee
No
Go To 6.

6. CYCLE IGNITION
Yes
 Go To 7.
No


Yes
 Go To 8.
No

Cherokee
Yes
No
 Go To 9.
Cherokee

Yes
Cherokee
No
U0241-LOST COMMUNICATION WITH AUTO HIGHBEAM HEADLAMP CONTROL MODULE

(AHBM)

Cherokee
THEORY OF OPERATION
wire.
WHEN MONITORED:
SET CONDITION:
Cherokee
Bus messages not received from the Auto Highbeam Module (AHBM) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
AHBM POWER AND GROUND
AUTO HIGHBEAM MODULE (AHBM)
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No


Yes
procedure.
Cherokee
No
Go To 3.

3. VERIFY THE AHBM IS ACTIVE ON THE BUS

3. Verify the AHBM is active on the bus.
Is the AHBM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM AHBM

Is there more than one module with active DTCs "Logged Against" the AHBM?
Yes
 Replace/update the AHBM in accordance with the Service Information. Refer to MIRROR,
REARVIEW , REMOVAL .
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the AHBM.
Yes
Cherokee
No
Go To 6.

6. CYCLE IGNITION
Yes
 Go To 7.
No


Yes
 Go To 8.
No

Cherokee
Yes
No
 Go To 9.
Cherokee

Yes
Cherokee
No
U0249-LOST COMMUNICATION WITH VEHICLE ENTERTAINMENT CONTROL MODULE -

LAST ROW (VES3)

Cherokee
THEORY OF OPERATION
wire.
WHEN MONITORED:
SET CONDITION:
Cherokee
Bus messages not received from the Vehicle Entertainment Control Module (VES3) for approximately two to
five seconds.
POSSIBLE CAUSES
Possible Causes
VES3 POWER AND GROUND
VEHICLE ENTERTAINMENT CONTROL MODULE (VES3)
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No


Yes
procedure.
Cherokee
No
Go To 3.

3. VERIFY THE VES3 IS ACTIVE ON THE BUS

3. Verify the VES3 is active on the bus.
Is the VES3 active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM VES3

Is there more than one module with active DTCs "Logged Against" the VES3?
Yes
 Replace/update the VES3 in accordance with the Service Information. Refer to MONITOR,
MEDIA SYSTEM , REMOVAL .
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the VES3.
Yes
Cherokee
No
Go To 6.

6. CYCLE IGNITION
Yes
 Go To 7.
No


Yes
 Go To 8.
No

Cherokee
Yes
No
 Go To 9.
Cherokee

Yes
Cherokee
No
U1145-LOST COMMUNICATION WITH KEYLESS GO SECURITY MODULE

Cherokee
THEORY OF OPERATION
wire.
NOTE: The Keyless Go Security Module feature is a function of the Passive Entry
Module (PEM). The diagnostic procedures for the Keyless Go Security Module
are performed on the PEM.
WHEN MONITORED:

Cherokee
SET CONDITION:
Bus messages not received from the Keyless Go Security Module/Passive Entry Module (PEM) for
POSSIBLE CAUSES
Possible Causes
PEM POWER AND GROUND
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No



Cherokee
Yes
procedure.
No
Go To 3.

3. VERIFY THE PEM IS ACTIVE ON THE BUS

3. Verify the PEM is active on the bus.
Is the PEM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM PEM

Is there more than one module with active DTCs "Logged Against" the PEM?
Yes
 Replace/update the PEM in accordance with the Service Information. Refer to MODULE,
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the PEM.
Yes
Cherokee
No
Go To 6.

6. CYCLE IGNITION
Yes
 Go To 7.
No


CAN C BUS modules?
Yes
 Go To 8.
No

Cherokee
Yes
Cherokee
No
Go To 9.


Cherokee
Yes
No
U1147-ADDITIONAL CAN INTERIOR BUS ECU DETECTED
WHEN MONITORED:
Continuously.
SET CONDITION:
The Totally Integrated Power Module (TIPM) detects an additional CAN Interior Bus module and requires
reprogramming.
POSSIBLE CAUSES
Possible Causes
ADDITIONAL MODULE ADDED/REMOVED FROM THE CAN INTERIOR BUS NETWORK
DIAGNOSTIC TEST
1. CHECK THE VEHICLE REPAIR HISTORY

1. Check the vehicle repair history for any recent module replacements or additions.
Have any modules been recently replaced or added?
Yes
 Verify the appropriate installation and module initialization procedures were completed.
Make sure any changes related to the sales codes associated with the vehicle or the vehicle
Cherokee
configuration were correctly updated. Repair as necessary.

No
Go To 2.

2. RESTORE THE VEHICLE CONFIGURATION

2. With the scan tool, view the modules on the communication network. Read and record the listed
modules or run a Vehicle Scan Report.
3. With the scan tool, select TIPM, miscellaneous functions then Restore Vehicle Configuration.
5. Cycle the ignition from on to off three times and read the active TIPM DTCs.
Yes
 Retest system and attempt to reprogram the TIPM.

No
U1148-ADDITIONAL CAN C BUS ECU DETECTED
WHEN MONITORED:
Continuously.
SET CONDITION:
The Totally Integrated Power Module (TIPM) detects an additional CAN C Bus module and requires
reprogramming.
POSSIBLE CAUSES
Possible Causes
ADDITIONAL MODULE ADDED/REMOVED FROM THE CAN C BUS NETWORK
DIAGNOSTIC TEST
Cherokee
1. CHECK THE VEHICLE REPAIR HISTORY

1. Check the vehicle repair history for any recent module replacements or additions.
Have any modules been recently replaced or added?
Yes
 Verify the appropriate installation and module initialization procedures were completed.
Make sure any changes related to the sales codes associated with the vehicle or the vehicle
configuration were correctly updated. Repair as necessary.
No
Go To 2.


2. With the scan tool, view the modules on the communication network. Read and record the listed
modules or run a Vehicle Scan Report.
3. With the scan tool, select TIPM, miscellaneous functions then Restore Vehicle Configuration.
5. Cycle the ignition from on to off three times and read the active TIPM DTCs.
Yes
 Retest system and attempt to reprogram the TIPM.

No
U1158-LOST COMMUNICATION WITH SATELLITE VIDEO RECEIVER (SDARV)

Cherokee

THEORY OF OPERATION
Cherokee
wire.
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Satellite Video Receiver (SDARV) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
Cherokee

SDARV POWER AND GROUND
SATELLITE VIDEO RECEIVER (SDARV)
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Go To 2.
No


Yes
procedure.
No
Go To 3.

3. VERIFY THE SDARV IS ACTIVE ON THE BUS

3. Verify the SDARV is active on the bus.
Cherokee
Is the SDARV active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM SDARV

Is there more than one module with active DTCs "Logged Against" the SDARV?
Yes
 Replace/update the SDARV in accordance with the Service Information. Refer to

MODULE, SATELLITE VIDEO , REMOVAL .
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the SDARV.
Yes
No
Go To 6.

6. CYCLE IGNITION

Cherokee
Yes
 Go To 7.
No


Yes
 Go To 8.
No

Cherokee
Yes
No
 Go To 9.
Cherokee

Yes
Cherokee
No
2011 AUTOMATIC TRANSMISSION Transmission Control Module (TCM) - Electrical Diagnostics - Grand Cherokee
Transmission Control Module (TCM) - Electrical Diagnostics - Grand Cherokee

DTC Description
P0219 ENGINE OVERSPEED
P0601 INTERNAL MEMORY CHECKSUM INVALID
P0602 CONTROL MODULE PROGRAMMING ERROR/NOT PROGRAMMED
P0604 INTERNAL CONTROL MODULE RAM
P0605 INTERNAL CONTROL MODULE ROM
P0613 INTERNAL TRANSMISSION PROCESSOR
P0614 ECM/TCM INCOMPATIBLE
P0643 SENSOR REFERENCE VOLTAGE 1 CIRCUIT HIGH
P0657 SOLENOID SUPPLY VOLTAGE CIRCUIT
P0710 TRANSMISSION TEMPERATURE SENSOR CIRCUIT
P0712 TRANSMISSION TEMPERATURE SENSOR LOW
P0714 TRANSMISSION TEMPERATURE SENSOR INTERMITTENT
P0717 INPUT SPEED SENSOR 1 CIRCUIT NO SIGNAL
P0730 INCORRECT GEAR RATIO
P0731 GEAR RATIO ERROR IN 1ST
P0732 GEAR RATIO ERROR IN 2ND
P0733 GEAR RATIO ERROR IN 3RD
P0741 TORQUE CONVERTER CLUTCH CIRCUIT PERFORMANCE
P0742 TORQUE CONVERTER CLUTCH STUCK ON
P0743 TCC SOLENOID CIRCUIT
P0748 MODULATOR PRESSURE SOLENOID CIRCUIT
P0752 1-2/4-5 SOLENOID
P0753 1-2/4-5 SOLENOID CIRCUIT
P0757 2-3 SOLENOID
P0758 2-3 SOLENOID CIRCUIT
P0762 3-4 SOLENOID
P0763 3-4 SOLENOID CIRCUIT
P0778 SHIFT PRESSURE SOLENOID CIRCUIT
P1629 TCM INTERNAL - SOLENOID SUPPLY/ WATCHDOG

P1631 TCM INTERNAL- PROCESSOR CLOCK PERFORMANCE
P1632 TCM INTERNAL - TEST INTERNAL WATCHDOG PERFORMANCE
P1633 TCM INTERNAL - TEST EXTERNAL WATCHDOG PERFORMANCE
P1634 TCM INTERNAL- INTERNAL WATCHDOG PERFORMANCE
P1636 TCM INTERNAL- EXTERNAL WATCHDOG PERFORMANCE
P1637 TCM INTERNAL-EEPROM PERFORMANCE
P1638 TCM INTERNAL-CAN 1 RAM PERFORMANCE
P1639 TCM INTERNAL-CAN 2 RAM PERFORMANCE
P1644 INCORRECT VARIANT/CONFIGURATION
P1704 INPUT SPEED SENSOR 1 OVERSPEED
P1705 INPUT SPEED SENSOR 2 OVERSPEED
P1731 INCORRECT GEAR ENGAGED
P2638 TORQUE MANAGEMENT FEEDBACK SIGNAL PERFORMANCE
P2767 INPUT SPEED SENSOR 2 CIRCUIT NO SIGNAL
P2783 TORQUE CONVERTER TEMPERATURE TOO HIGH
P2784 INPUT SPEED SENSOR 1/2 CORRELATION
U0100 LOST COMMUNICATION WITH ECM/PCM
U0114 LOST COMMUNICATION WITH FINAL DRIVE CONTROL MODULE
U0121 LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE
U0401 IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM
U0404 IMPLAUSIBLE DATA RECEIVED FROM ESM
U0414 IMPLAUSIBLE DATA RECEIVED FROM FDCM
U0415 IMPLAUSIBLE DATA RECEIVED FROM ABS
U0431 IMPLAUSIBLE DATA FROM FCM
U110B LOST ENGINE COOLANT MESSAGE
U1118 LOST ENGINE VARIANT MESSAGE
U1119 LOST IPM (FCM/TIPM/BCM) VARIANT MESSAGE
U1400 IMPLAUSIBLE TPS SIGNAL RECEIVED
U1401 IMPLAUSIBLE ENGINE SPEED SIGNAL RECEIVED
U1402 IMPLAUSIBLE ENGINE TEMPERATURE SIGNAL RECEIVED
U1404 IMPLAUSIBLE STATIC ENGINE TORQUE SIGNAL RECEIVED
U1405 IMPLAUSIBLE MINIMUM ENGINE TORQUE SIGNAL RECEIVED
U1406 IMPLAUSIBLE MAXIMUM ENGINE TORQUE SIGNAL RECEIVED
U1407 IMPLAUSIBLE ENGINE TORQUE REQUEST SIGNAL RECEIVED
U1408 IMPLAUSIBLE BRAKE SIGNAL RECEIVED
U1409
IMPLAUSIBLE LEFT FRONT WHEEL SPEED SIGNAL RECEIVED

U140A IMPLAUSIBLE RIGHT FRONT WHEEL SPEED SIGNAL RECEIVED
U140B IMPLAUSIBLE LEFT REAR WHEEL SPEED SIGNAL RECEIVED
U140C IMPLAUSIBLE RIGHT REAR WHEEL SPEED SIGNAL RECEIVED
U140F IMPLAUSIBLE ENGINE VARIANT DATA
U1410 IMPLAUSIBLE IPM (FCM/TIPM/BCM) VARIANT DATA
U1505 IMPLAUSIBLE MESSAGE DATA LENGTH RECEIVED FROM FDCM
U1507 IMPLAUSIBLE ENGINE TEMPERATURE MESSAGE DATA LENGTH
RECEIVED
U1508 IMPLAUSIBLE MESSAGE DATA LENGTH RECEIVED FROM ESM
U1509 IMPLAUSIBLE ENGINE VARIANT MESSAGE DATA LENGTH RECEIVED
U150A IMPLAUSIBLE IPM (FCM/TIPM/BCM) VARIANT MESSAGE DATA LENGTH
RECEIVED

P0219-ENGINE OVERSPEED
THEORY OF OPERATION
The Transmission Control Module (TCM) monitors the engine speed over the CAN bus. If the engine speed is
greater than a calibrated limit (see table above), the TCM assumes that either the information from the
Powertrain Control Module (PCM) is incorrect or that a major mechanical problem exist. Once the DTC is set,
the TCM will position the transmission gear into neutral to protect the engine and transmission from damage.
The transmission will remain in neutral and will not be revaluated by the TCM until the ignition is cycled.
WHEN MONITORED:
Continuously with the ignition on, engine running, with the transmission in gear with a valid Engine RPM
message received at least once, and the CAN Bus Circuit and Engine CAN Message Missing are not active.
SET CONDITION:
Engine speed is greater than a calibrated limit (see table above).
POSSIBLE CAUSES
Engine Overspeed Limit

3.0 L (Diesel) 4350 + 800 RPM
3.5 L 6400 + 500 RPM
3.7 L 6000 + 500 RPM
4.0 L 6000 + 500 RPM
5.7 L 5600 + 500 RPM
6.1L 6200 + 500 RPM
Possible Causes
MECHANICAL ENGINE PROBLEM
MECHANICAL TRANSMISSION PROBLEM
Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to NAG1
PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE.
DIAGNOSTIC TEST
1. CHECK FOR OTHER TRANSMISSION DTCS

1. With the scan tool, check for other transmission DTCs.
Are there any gear ratio and/or speed sensor DTCs present in addition to P0219?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the appropriate diagnostic procedure. If
any speed sensor DTCs are present, perform their respective test first.
No
Go To 2.

2. CHECK FOR ENGINE DTCS

1. With the scan tool, check for Powertrain DTCs.
Are there any engine DTCs present?
Yes

No
Go To 3.

3. CHECK IF ENGINE MECHANICAL PROBLEMS ARE PRESENT

1. Determine if any Engine mechanical problems are present.
Are there any Engine mechanical problems present?
Yes
 Repair engine as necessary.
No
Go To 4.

4. CHECK IF TRANSMISSION MECHANICAL PROBLEMS ARE PRESENT

1. Determine if any Transmission mechanical problems are present.
3. Remove the Transmission Oil Pan and inspect for debris or a plugged Transmission Oil Filter.
Is there any debris, plugged Transmission Oil Filter, or signs of an internal transmission problem?
Yes
 Repair Transmission as necessary. and repair as necessary. Refer to FLUID AND FILTER ,
 Perform the NAG1 TRANSMISSION VERIFICATION TEST. Refer to NAG1
TRANSMISSION VERIFICATION TEST.
No
Go To 5.

5. TEST DRIVE VEHICLE
NOTE: The Engine and Transmission must not have mechanical problems and be
operating normally before proceeding with this test.
1. Replace and program the Powertrain Control Module (PCM) in accordance with the Service
Information.
2. Reassemble any previously disconnected connectors and/or components.
3. With the scan tool, erase Transmission DTCs.
4. Road test the vehicle.
Did DTC P0219-ENGINE OVERSPEED reset?
Yes
 Using the schematics as a guide, check the Transmission Control Module (TCM) pins,
attention to all power and ground circuits. If no problems are found, replace and program the
TCM in accordance with the Service Information.
No
 Test Complete
P0501-VEHICLE SPEED SENSOR 1 PERFORMANCE
THEORY OF OPERATION
The Transmission Control Module (TCM) receives information from the Engine, Anti-lock Brake System, and
the Electronic Gear Shift control modules over the CAN C bus. The CAN C bus is a high speed communication
bus that allows real time control capability between various controllers. Most messages are sent every 20 msec,
this means critical information can be shared between multiple controllers almost instantaneously. The CAN C
bus is a two wire bus with a CAN (+) and a CAN (-) circuit. To reduce the potential of radio and other electrical
noise interference, the CAN Bus circuit wiring is manufactured using a twisted pair configuration within the
electrical wiring harness.
WHEN MONITORED:
SET CONDITION:
The DTC will set if multiple ABS wheel speed signals are invalid.
POSSIBLE CAUSES
Possible Causes
ABS DTCS PRESENT
DIAGNOSTIC TEST
1. CHECK FOR DTCS U0001-CAN C BUS DTC or U0121-LOST COMMUNICATION WITH

ANTI-LOCK BRAKE MODULE
1. With the scan tool, check DTCs.
Is DTC U0001-CAN C BUS DTC or U0121-LOST COMMUNICATION WITH ANTI-LOCK

BRAKE MODULE set?
Yes
 Perform the diagnostic procedure for U0001-CAN C BUS DTC first if it is present.
No
Go To 2.

2. CHECK FOR ABS DTCS

Yes
No
P0562-BATTERY VOLTAGE LOW

Fig. 1: Transmission Control Module (TCM) Wiring Diagram

THEORY OF OPERATION
The Transmission Control Module (TCM) monitors ignition voltage. The DTC will set if the monitored battery
voltage drops below 8.5 Volts and a temporary limp in will be activated. If the voltage rises above 9.0 Volts,
normal operations is resumed and the TCM will record the DTC as a one trip fault. The DTC will only mature
to a full DTC if the voltage is less than 8.5 Volts with a engine speed greater than 2000 RPM for a least 60
seconds.
WHEN MONITORED:
SET CONDITION:
When monitored battery voltage drops below 8.5 Volts.
POSSIBLE CAUSES
Possible Causes
ENGINE CHARGING SYSTEM DTCS
LOW BATTERY VOLTAGE
(F202) IGNITION SWITCH RUN OUTPUT (RUN-START) CIRCUIT HIGH RESISTANCE
RUN START RELAY
DIAGNOSTIC TEST
1. CHECK FOR ENGINE CHARGING SYSTEM DTCS

1. Using the scan tool, read Engine DTCs.
Yes

No
Go To 2.

2. CHECK SYSTEM VOLTAGE

2. Using the scan tool, under transmission, check system voltage.
Is the transmission system voltage above 9.0 volts?
Yes
 Go To 7.
No
Go To 3.

3. CHECK THE INTERNAL FUSED (B+)

Fig. 2: Checking Internal Fused (B+)


2. Remove the Transmission Control relay.
4. Using a 12-volt test light connected to ground, check the internal Fused B(+) circuit in the
Transmission Relay connector.
Yes
 Go To 4.
No
Repair the internal Fused B(+) circuit for high resistance or replace the TIPM in accordance

with the service information. Refer to MODULE, TOTALLY INTEGRATED POWER
(TIPM) , REMOVAL .
4. CHECK THE (F202) IGNITION SWITCH RUN OUTPUT (RUN-START) CIRCUIT
Fig. 3: Checking Ignition Switch Run Output (Run-Start) Circuit


2. Remove the Transmission Relay.
3. Connect a jumper wire between the internal Fused B(+) circuit and the (F202) Ignition Switch Run
Output (Run-Start) circuit in the Run/Start Relay connector.
5. Using the scan tool, under transmission, check system voltage.
Is the transmission system voltage above 9.0 volts?
Yes
 Replace the Transmission Relay.

No
Go To 5.

5. CHECK THE (F202) IGNITION SWITCH RUN OUTPUT (RUN-START) CIRCUIT

Fig. 4: Checking Ignition Switch Run Output (Run-Start) Circuit


2. Disconnect the TCM C1 harness connector.
4. Using a 12-volt test light connected to ground, check the (F202) Ignition Switch Run Output (Run-
Start) circuit in the TCM C1 harness connector.
Yes
 Go To 6.
No
Repair the (F202) Ignition Switch Run Output (Run-Start) circuit for high resistance.


6. CHECK (Z909) GROUND CIRCUIT
Fig. 5: Checking Ground Circuit


2. Using a 12-volt test light connected to 12-volts, check the (Z909) Ground circuit in the TCM C1
harness connector.
Yes
 Using the schematics as a guide, check the Transmission Control Module (TCM) terminals
circuits. If no problems are found, replace the TCM in accordance with the Service
Information. Refer to MODULE, TRANSMISSION CONTROL , REMOVAL .
No



7. CHECK THE WIRING AND CONNECTORS
2. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit.
3. Wiggle the wires while checking for shorted and open circuits.
Where there any problems found?
Yes
No
 Test Complete.
P0563-BATTERY VOLTAGE HIGH


THEORY OF OPERATION
The Transmission Control Module (TCM) monitors ignition voltage. The DTC will set and temporary limp-in
will be activated, if the monitored battery voltage rises above 16.9 volts. If the voltage drops below 16.4 volts,
normal operations is resumed and the TCM will record the DTC as a one trip fault. The DTC will only mature
to a full DTC if the voltage rises above 16.9 volts with a engine speed greater than 2000 RPM for a least 60
seconds.
WHEN MONITORED:
SET CONDITION:
When the monitored battery voltage rises above 16.9 volts.
POSSIBLE CAUSES
Possible Causes
CHARGING SYSTEM OVERCHARGE CONDITION
JUMP START OFF A 24 VOLT SYSTEM
DIAGNOSTIC TEST

NOTE: This includes any one trip faults.
Yes

No
Go To 2.

2. CHECK IF VOLTAGE IS GREATER THAN 16.9 VOLTS

2. With the scan tool, monitor the Transmission system voltage for at least 60 seconds.
Does the Transmission system voltage read above 16.9 volts for any period of time?
Yes
 Go To 4.
No
Go To 3.

3. VERIFY IF VEHICLE WAS JUMP STARTED WITH 24-VOLT SYSTEM

1. Verify if the vehicle was jump started by another vehicle using a 24-volt charging system.
Was the vehicle jump started by another vehicle using a 24-volt charging system?
Yes
 This is the cause of the DTC. Erase the DTC and return the vehicle to the customer.
No
Go To 5.

4. CHECK BATTERY VOLTAGE

Fig. 7: Checking Battery Voltage

2. With the scan tool, read the Transmission system voltage.
3. With a voltmeter, measure the battery voltage at the battery.
4. Compare the readings.
Does the voltage readings match between the Transmission scan tool reading and the battery
voltmeter reading?
Yes
 Repair the charging system for an over charging condition.
No
Using the schematics as a guide, check the Transmission Control Module (TCM) terminals

Yes
No
 Test Complete.
P0601-INTERNAL MEMORY CHECKSUM INVALID
THEORY OF OPERATION
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation.
If the TCM detects that the variables that dictate the vehicle application are not present a DTC will set.
WHEN MONITORED:
SET CONDITION:
If the TCM detects that the variables that dictate the vehicle application are not present.
POSSIBLE CAUSES
Possible Causes
CONTROLLER NOT CODED
DIAGNOSTIC TEST
1. CHECK IF TCM IS FLASHABLE
NOTE: Controller is programmed with generic software and will not allow the
correct vehicle Powertrain management.
1. With the scan tool, record the vehicles controller part number.
2. Select Use Controller Part Number under the Flash Tab.
3. Flash the controller with the correct software.
Were you able to update (flash) the controller successfully?
Yes
 Test Complete.
 Perform NAG1 TRANSMISSION VERIFICATION TEST. Refer to NAG1
No
circuits. If no problems are found, replace and program the TCM in accordance with the
P0602-CONTROL MODULE PROGRAMMING ERROR/NOT PROGRAMMED


THEORY OF OPERATION
If the TCM detects that the variables that dictate the vehicle application are not present, the controller will enter
Limp-in mode and illuminate the MIL.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. CHECK IF THE TCM IS FLASHABLE
1. With the scan tool, record the vehicles controller part number.
2. Select Use Controller Part Number under the Flash Tab.
3. Flash the controller with the correct software.
Were you able to update (flash) the controller successfully?
Yes
 Test Complete.
No
 Replace the TCM in accordance with the Service Information. Refer to MODULE,
P0604-INTERNAL CONTROL MODULE RAM


THEORY OF OPERATION
If the TCM detects an error with the controllers Random Access Memory (RAM), the controller will enter
WHEN MONITORED:
SET CONDITION:
If the TCM detects an error with the controllers Random Access Memory (RAM).
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. TRANSMISSION CONTROL MODULE (TCM)
Repair
 Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for
no problems are found, replace the TCM in accordance with the Service Information. Refer to
 Perform the NAG1 TRANSMISSION VERIFICATION TEST. Refer to NAG1 TRANSMISSION
VERIFICATION TEST.
P0605-INTERNAL CONTROL MODULE ROM


THEORY OF OPERATION
If the TCM detects an error with the controllers Read Only Memory (ROM), the controller will enter Limp-in
mode and illuminate the MIL.
WHEN MONITORED:
SET CONDITION:
If the TCM detects an error with the controllers Read Only Memory (ROM).
POSSIBLE CAUSES
Possible Causes
TRANSMISSION CONTROL MODULE
DIAGNOSTIC TEST
1. TRANSMISSION CONTROL MODULE
Repair
 Using the schematics as a guide, check the Transmission Control Module (TCM) pins, terminals,
and connectors for corrosion, damage, or terminal push out. Pay particular attention to all power
and ground circuits. If no problems are found, replace the TCM in accordance with the Service
VERIFICATION TEST.
P0613-INTERNAL TRANSMISSION PROCESSOR


THEORY OF OPERATION
If the TCM detects an error with the controllers processor, the controller will enter Limp-in mode and illuminate
the MIL.
WHEN MONITORED:
SET CONDITION:
If the TCM detects an error with the controllers processor.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. TRANSMISSION CONTROL MODULE
Repair
 Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for
no problems are found, replace the TCM in accordance with the Service Information. Refer to
VERIFICATION TEST.
P0614-ECM/TCM INCOMPATIBLE
THEORY OF OPERATION
If the TCM detects that the variables that dictate the vehicle application are not present a DTC will set.
WHEN MONITORED:
SET CONDITION:
If the TCM detects that the Powertrain Control Module (PCM) software level is incompatible with the TCM
software level.
POSSIBLE CAUSES
Possible Causes
CONTROLLER(S) NOT PROPERLY CODED
DIAGNOSTIC TEST
1. CHECK IF TCM IS FLASHABLE

1. With the scan tool, record the vehicles TCM and PCM part numbers.
2. Verify the model year and make of both the TCM and PCM part numbers.
3. Flash and program the controller(s) with the correct software that corresponds with year and make
of the vehicle.
Were you able to update (flash) the controller(s) successfully to the proper software levels?
Yes
 Test Complete.
No
Service Information. Refer to MODULE, TRANSMISSION CONTROL , REMOVAL .
P0642-SENSOR REFERENCE VOLTAGE 1 CIRCUIT LOW

Fig. 12: Electrohydraulic Control Unit Wiring Diagram

THEORY OF OPERATION
The Sensor Supply Voltage circuit supplies a 6-volt power supply to the two input speed sensors. The Sensor
Supply Voltage circuit is constantly monitored for correct voltage between 4.8 to 7.2 volts. If the voltage does
not stay within the 4.8 to 7.2 volt range, the appropriate DTC will set.
WHEN MONITORED:
Continuously with the ignition on and no undervoltage condition exist.
SET CONDITION:
When the monitored sensor voltage is not within specified limits drops below 4.8 volts.
POSSIBLE CAUSES
Possible Causes
SPEED SENSOR DTCS PRESENT
(T72) SENSOR SUPPLY VOLTAGE SHORTED TO GROUND
INTERNAL SHORT IN THE Electrohydraulic CONTROL UNIT ASSEMBLY
DIAGNOSTIC TEST
1. CHECK FOR SPEED SENSOR DTCS

Are there any speed sensor DTCs present?
Yes
No
Go To 2.

2. CHECK FOR (T72) SENSOR SUPPLY VOLTAGE SHORT TO GROUND

Fig. 13: Checking Sensor Supply Voltage For A Short To Ground


2. Disconnect the Electrohydraulic Control Unit Assembly harness connector.
3. Disconnect the TCM C2 harness connectors.
4. Measure the resistance between ground and the (T72) Sensor Supply Voltage circuit in the TCM
harness connector.
Yes
 Repair the (T72) Sensor Supply Voltage circuit for a short to ground
No
Go To 3.

3. CHECK FOR A SHORT IN THE Electrohydraulic CONTROL UNIT
Fig. 14: Checking For A Short In The Electrohydraulic Control Unit

1. Reconnect the Electrohydraulic Control Unit Assembly harness connector.

2. Measure the resistance between ground and the (T72) Sensor Supply Voltage circuit in the TCM
harness connector.
Yes
 Repair the Electrohydraulic Control Unit Assembly for a short to ground.

No
P0643-SENSOR REFERENCE VOLTAGE 1 CIRCUIT HIGH


THEORY OF OPERATION
The Sensor Supply Voltage circuit supplies a 6 volt power supply for the two input speed sensors. The Sensor
Supply Voltage circuit is constantly monitored for correct voltage between 4.8 to 7.2 volts. If the voltage does
not stay within the 4.8 to 7.2 volt range, the appropriate DTC will set.
WHEN MONITORED:
Continuously with the ignition on and no overvoltage condition exist.
SET CONDITION:
When the monitored sensor voltage is not within specified limits and rises above 7.2 volts.
POSSIBLE CAUSES
Possible Causes
(T72) SENSOR SUPPLY VOLTAGE CIRCUIT SHORTED TO VOLTAGE
(T72) SENSOR SUPPLY VOLTAGE CIRCUIT SHORTED TO OTHER CIRCUITS
DIAGNOSTIC TEST
1. CHECK FOR SPEED SENSOR DTCS

Are there any speed sensor and/or temperature sensor DTCs present?
Yes
No
Go To 2.

2. CHECK SOLENOID SUPPLY VOLTAGE ON THE SCAN TOOL

2. With the scan tool, check the Transmission Solenoid Supply Voltage.
Is the Transmission Solenoid Supply Voltage above 7.2 volts?
Yes
 Go To 3.
No
Go To 5.

3. CHECK (T72) SENSOR SUPPLY CIRCUIT VOLTAGE

Fig. 16: Checking Sensor Supply Circuit Voltage

1. While back probing, measure the voltage of the (T72) Solenoid Supply Voltage circuit in the TCM
harness connector.
Does the measured voltage match the voltage reading on the scan tool ± 0.2 of a volt?
Yes
 Go To 4.
No
Perform the NAG1 TRANSMISSION VERIFICATION TEST. Refer to NAG1

4. (T72) SENSOR SUPPLY VOLTAGE CIRCUIT SHORT TO ANOTHER CIRCUIT
Fig. 17: Checking Sensor Supply Voltage Circuit For A Short To Another Circuit

2. Disconnect the Transmission Electrohydraulic Control Unit Assembly harness connector.
3. Disconnect all TCM harness connectors.
4. Measure the resistance between the (T72) Solenoid Supply Voltage circuit and all other circuits in
the Transmission Electrohydraulic Control Unit harness connector.
Is the resistance below 5.0 Ohms between the (T72) Solenoid Supply Voltage circuit and all other
circuits in the Transmission Electrohydraulic Control Unit Assembly harness connector?
Yes
 Repair the (T72) Solenoid Supply Voltage circuit for a short to another circuit(s).
No
Using the schematics as a guide, check the Transmission Control Module (TCM) terminals

Yes
No
 Test Complete.
P0657-SOLENOID SUPPLY VOLTAGE CIRCUIT

Fig. 18: TCM & TIPM Wiring Diagram

THEORY OF OPERATION
The Solenoid Supply Voltage output of the Transmission Control Module (TCM) provides the voltage to the
three shift, two pressure and TCC solenoids. The output is active whenever the system is in normal operation. If
a major system fault is detected, this output is turned off to ensure that no solenoids are active.
WHEN MONITORED:
When the output is active and no undervoltage condition exists.
SET CONDITION:
When the monitored supply voltage and battery voltage differ by 3.6 volts.
POSSIBLE CAUSES
Possible Causes
(T78) SOLENOID SUPPLY VOLTAGE CIRCUIT OPEN
(T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORTED TO GROUND
(T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORTED TO VOLTAGE
(T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORTED TO ANOTHER CIRCUIT
DIAGNOSTIC TEST
1. (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO VOLTAGE

Is the DTC P1629-TCM INTERNAL - SOLENOID SUPPLY/WATCHDOG also present?
Yes
 When both P0657-SOLENOID SUPPLY VOLTAGE CIRCUIT and P1629-TCM

INTERNAL - SOLENOID SUPPLY/WATCHDOG DTCs set at the same time indicates that
the (T78) Solenoid Supply Voltage circuit is shorted to voltage. Repair the Solenoid Supply
Voltage circuit for a short to voltage. If no short to voltage is present, using the schematics as
a guide, check the Transmission Control Module (TCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and ground circuits. If no problems
are found replace the TCM in accordance with the Service Information. Refer to MODULE,
No
Go To 2.

2. (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT OPEN

Fig. 19: Checking Solenoid Supply Voltage Circuit For An Open


2. Disconnect the TCM C1 and C2 harness connectors.
4. Measure the resistance of the (T78) Solenoid Supply Voltage circuit between the TCM C2 harness
connector and the Electrohydraulic Control Unit Assembly harness connector.
Yes
 Repair the (T78) Solenoid Supply Voltage circuit for an open.

No
Go To 3.

3. (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO GROUND
Fig. 20: Checking Solenoid Supply Voltage Circuit For A Short To Ground
1. Measure the resistance between ground and the (T78) Solenoid Supply Voltage circuit.
Yes
 Repair the (T78) Solenoid Supply Voltage circuit for a short to ground.
No
Go To 4.

4. (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO ANOTHER CIRCUIT
Fig. 21: Checking Solenoid Supply Voltage Circuit For A Short To Another Circuit
1. Measure the resistance between the (T78) Solenoid Supply Voltage circuit and all other circuits in
the Electrohydraulic Control Unit Assembly harness connector.
Is the resistance below 5.0 Ohms between the (T78) Solenoid Supply Voltage circuit and any other
circuit(s) in the Electrohydraulic Control Unit Assembly harness connector?
Yes
 Repair the (T78) Solenoid Supply Voltage circuit for a short to another circuit(s).
No
P0710-TRANSMISSION TEMPERATURE SENSOR CIRCUIT


THEORY OF OPERATION
The Electrohydraulic Control Unit Assembly of the NAG1 transmission contains a temperature sensor to
monitor the transmission oil temperature. This sensor is wired in series with the transmission Park/Neutral
switch. The Transmission Control Module (TCM) expects to see a valid voltage level from the sensor when the
shifter is in Reverse or any forward Drive position. The TCM also expects to see an open circuit condition when
the shifter is in the Park or Neutral position. When the controller detects an open circuit when in Reverse or any
forward drive position the DTC will set. Note: Due to a open circuit condition in Park or Neutral, the TCM
substitutes the Transmission Temperature reading with Engine Temperature when in Park or Neutral
WHEN MONITORED:
SET CONDITION:
When the TCM detects an open circuit when in Reverse or any forward drive position the DTC will set.
POSSIBLE CAUSES
Possible Causes
SHIFT LEVER ASSEMBLY OUT OF ADJUSTMENT
(T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT OPEN
(T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORTED TO VOLTAGE
(T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORTED TO OTHER
CIRCUITS
(T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORTED TO ANOTHER
CIRCUIT(S)
DIAGNOSTIC TEST
1. CHECK IF SPEED SENSOR DTCS ARE PRESENT

Are there any speed sensor DTCs present also?
Yes
No
Go To 2.

2. CHECK IF SHIFT LEVER ASSEMBLY SHIFT CABLE IS OUT OF ADJUSTMENT

1. Check the Shift Lever Assembly Cable for proper adjustment in accordance with the Service
Information.
Is the Shift Lever Assembly shift cable properly adjusted?
Yes
 Go To 3.
No
Adjust the Shift Lever Cable in accordance with the Service Information. Refer to CABLE,

SHIFT , ADJUSTMENTS .
3. CHECK IF ENGINE STARTS IN PARK OR NEUTRAL
1. Attempt to start the engine in Park or Neutral.
Does the engine start in either Park or Neutral?
Yes
 Go To 4.
No
Go To 5.

4. TRANSMISSION TEMPERATURE SENSOR-P/N SWITCH

Fig. 23: Checking Transmission Temperature Sensor-P/N Switch


3. Place the gear selector in Drive.
4. Measure the resistance of the Transmission Temperature Sensor between the (T54) Temperature
Sensor-P/N Switch Signal circuit and the (T13) Sensor Ground circuit in the TCM C2 harness
connector.
Is the resistance between 500 to 2500 Ohms?
Yes
attention to all power and ground circuits. If no problems are found, replace the TCM in
accordance with the Service Information. Refer to MODULE, TRANSMISSION

CONTROL , REMOVAL .
No
Using the schematics as a guide, check the Electrohydraulic Control Unit Assembly and

Transmission Temperature Sensor-P/N Switch pins and connector terminals for corrosion,
damage, or terminal push out. If no problems are found, replace the Transmission
Temperature Sensor in accordance with the Service Information. Refer to UNIT,
ELECTROHYDRAULIC CONTROL , REMOVAL .
5. CHECK THE TRANSMISSION TEMPERATURE SENSOR-P/N SWITCH
2. Reconnect the TCM C2 harness connector.
NOTE: This procedure may set various DTCs to multiple modules connected
to the CAN bus. Disregard and erase any DTCs that may set after
completion of this procedure.
4. With the Shift Lever in the Park position, attempt to start the engine.
Does the engine start?
Yes
 Replace the Transmission Temperature in accordance with the Service Information. Refer to
UNIT, ELECTROHYDRAULIC CONTROL , REMOVAL .
No
Go To 6.

6. CHECK IF THE (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT IS

SHORTED TO GROUND
Fig. 24: Checking Temperature Sensor-P/N Switch Signal Circuit For A Short To Ground

4. Measure the resistance between ground and the (T54) Temperature Sensor-P/N Switch Signal
circuit.
Yes
 Repair the (T54) Temperature Sensor-P/N Switch Signal circuit for a short to ground.
No
Go To 7.

7. CHECK IF (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT IS SHORTED

TO ANOTHER CIRCUIT(S)
Fig. 25: Checking Temperature Sensor-P/N Switch Signal Circuit For A Short To Another Circuit
(s)
1. Measure the resistance between the (T54) Temperature Sensor-P/N Switch Signal circuit and all
other circuits in the TCM C1 and C2 harness connectors.
Is the resistance below 5.0 Ohms between the (T54) Temperature Sensor-P/N Switch Signal circuit
and any other circuit(s)?
Yes
 Repair the (T54) Temperature Sensor-P/N Switch Signal circuit for a short to another circuit
(s).
No
CONTROL , REMOVAL .
P0712-TRANSMISSION TEMPERATURE SENSOR LOW


THEORY OF OPERATION
forward drive position the DTC will set. Note: The TCM substitutes the Transmission Temperature reading with
Engine Temperature due to a open circuit condition in Park or Neutral.
WHEN MONITORED:
SET CONDITION:
When the TCM detects the Temperature sensor input is below 0.5 of a volt.
POSSIBLE CAUSES
Possible Causes
(T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
(T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORTED TO ANOTHER
CIRCUIT
TRANSMISSION TEMPERATURE SENSOR-P/N SWITCH
DIAGNOSTIC TEST
1. CHECK FOR SHIFT LEVER ASSEMBLY DTCS

1. With the scan tool, check for Electronic Shift Module (ESM) DTCs.
Are there any Shift Lever ESM DTCs present?
Yes
No
Go To 2.

2. CHECK THE SHIFT LEVER ASSEMBLY CABLE FOR PROPER ADJUSTMENT

1. Check the Shift Lever Assembly Cable for proper adjustment in accordance with the Service
Information.
Is the Shift Lever Assembly Cable properly adjusted?
Yes
 Go To 3.
No
Adjust the Shift Lever Assembly Cable in accordance with the Service Information. Refer to

CABLE, SHIFT , ADJUSTMENTS .
3. CHECK THE (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT FOR A
SHORT TO GROUND
Fig. 27: Checking Temperature Sensor-P/N Switch Signal Circuit For A Short To Ground

3. Measure the resistance between ground and the (T54) Temperature Sensor-P/N Switch Signal
circuit.
Yes
 Repair the (T54) Temperature Sensor-P/N Switch Signal circuit for a short to ground.
No
Go To 4.

4. CHECK THE (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT FOR A

SHORT TO ANOTHER CIRCUIT
Fig. 28: Checking Temperature Sensor-P/N Switch Signal Circuit For A Short To Another Circuit
(s)

3. Measure the resistance between the (T54) Temperature Sensor-P/N Switch Signal circuit and all
other circuits in the TCM C1 and C2 harness connectors.
Is the resistance below 5.0 Ohms between the (T54) Temperature Sensor-P/N Switch Signal circuit
and any other circuit(s)?
Yes
 Repair the (T54) Temperature Sensor-P/N Switch Signal circuit for a short to another circuit
(s).
No
CONTROL , REMOVAL .
P0714-TRANSMISSION TEMPERATURE SENSOR INTERMITTENT


THEORY OF OPERATION
forward drive position the DTC will set. Note: The TCM substitutes the Transmission Temperature reading with
Engine Temperature due to a open circuit condition in Park or Neutral.
WHEN MONITORED:
Continuously with the ignition on and the Transmission Temperature below 170 °C (338 °F).
SET CONDITION:
When the TCM detects the Temperature sensor input changes more than 10 °C (18 °F) between each 20 mSec
sensor read.
POSSIBLE CAUSES
Possible Causes
WIRING AND CONNECTORS
TRANSMISSION TEMPERATURE SENSOR - P/N SWITCH
DIAGNOSTIC TEST
1. CHECK WIRING AND CONNECTORS

2. With the scan tool, monitor the Transmission Temperature.
3. Apply the parking brake.
4. With the brakes firmly applied, place the gear selector in Drive.
5. While monitoring the scan tool, wiggle the wires and connectors from the TCM to the
Electrohydraulic Control Unit.
Did the transmission temperature fluctuate while wiggling the wires?
Yes
 Repair the wiring and/or connectors as necessary.

No
Go To 2.

2. CHECK IF DTC RESETS

1. Replace the Transmission Temperature Sensor in accordance with the Service Information. Refer to
2. Perform the NAG1 TRANSMISSION VERIFICATION TEST. Refer to NAG1 TRANSMISSION
VERIFICATION TEST.
Did DTC P0714 reset?
Yes
CONTROL , REMOVAL .
No
 Test Complete.
P0717-INPUT SPEED SENSOR 1 CIRCUIT NO SIGNAL


THEORY OF OPERATION
The Input Speed Sensor 1 (N2) is one of two hall effect speed sensors that are used by the Transmission Control
Module (TCM) to calculate the transmissions turbine speed. Since the turbine speed could not be measured
directly, two of the drive elements are measured. Two input speed sensors are required because both elements
are not active in all gears.
WHEN MONITORED:
Engine speed greater than 450 RPM with none of the following DTCs present: engine speed, TCM
undervoltage, output speed sensor, and/or rear wheel speed DTCs. Also required are all wheel speeds above 250
RPM and no wheel slip detected (signal from the ABS system).
SET CONDITION:
If the Input Speed Sensor 1 (N2) signal is equal to 0 RPM.
POSSIBLE CAUSES
Possible Causes
(T72) SENSOR SUPPLY VOLTAGE CIRCUIT OPEN
(T70) INPUT SPEED SENSOR 1 (N2) SIGNAL CIRCUIT OPEN
(T70) SPEED SENSOR 1 (N2) SIGNAL CIRCUIT SHORTED TO ANOTHER CIRCUIT
(T13) SENSOR GROUND CIRCUIT OPEN
(T13) SENSOR GROUND CIRCUIT SHORTED TO ANOTHER CIRCUIT
(T70) SPEED SENSOR 1 (N2) SIGNAL CIRCUIT SHORTED TO GROUND
(T13) SENSOR GROUND CIRCUIT SHORTED TO GROUND
SPEED SENSOR 1 (N2)
DIAGNOSTIC TEST
1. CHECK IF DTC IS CURRENT
NOTE: The Transmission Control Module stores under Environmental Data the
transmission operating conditions when the DTC was set. Before erasure
of any DTC, record all information pertaining to the DTC, even if there is
more than one DTC stored.
1. With the scan tool, erase transmission DTCs.

2. Using the Environmental Data previously recorded, drive the vehicle and try to duplicate the
conditions in which the DTC originally set.
Does the DTC reset?
Yes
 Go To 2.
No
Go To 10.

2. CHECK THE (T72) SENSOR SUPPLY VOLTAGE CIRCUIT FOR AN OPEN
Fig. 31: Checking Sensor Supply Voltage Circuit For An Open



4. Measure the resistance of the (T72) Sensor Supply Voltage circuit from the TCM C2 harness
connector to the Electrohydraulic Control Unit Assembly harness connector.
Yes
 Repair the (T72) Sensor Supply Voltage circuit for an open.

No
Go To 3.

3. CHECK THE (T70) INPUT SPEED SENSOR 1 (N2) SIGNAL CIRCUIT FOR AN OPEN
Fig. 32: Checking Input Speed Sensor 1 Signal Circuit For An Open
1. Measure the resistance of the (T70) Input Speed Sensor 1 (N2) Signal circuit from the TCM C2
harness connector to the Electrohydraulic Control Unit Assembly harness connector.

Yes
 Repair the (T70) Input Speed Sensor 1 (N2) Signal circuit for an open.
No
Go To 4.

4. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR AN OPEN

Fig. 33: Checking Sensor Ground Circuit For An Open

1. Measure the resistance of the (T13) Sensor Ground circuit from the TCM C2 harness connector to

Yes
 Repair the (T13) Sensor Ground circuit for an open.

No
Go To 5.

5. CHECK THE (T70) INPUT SPEED SENSOR 1 (N2) SIGNAL CIRCUIT FOR A SHORT TO
ANOTHER CIRCUIT(S)
Fig. 34: Checking Input Speed Sensor 1 Signal Circuit For A Short To Another Circuit
1. Measure the resistance of the (T70) Input Speed Sensor 1 (N2) Signal circuit to all the other circuits
in the Electrohydraulic Control Unit Assembly harness connector.
Is the resistance below 5.0 Ohms between the (T70) Input Speed Sensor 1 (N2) Signal circuit and
any other circuit(s) in the Electrohydraulic Control Unit Assembly harness connector?
Yes
 Repair the (T70) Input Speed Sensor 1 (N2) Signal circuit for a short to another circuit(s).
No
Go To 6.

GROUND
Fig. 35: Checking Input Speed Sensor 1 Signal Circuit For Short To Ground
1. Measure the resistance between ground and the (T70) Input Speed Sensor 1 (N2) Signal circuit.
Yes
 Repair the (T70) Input Speed Sensor 1 (N2) Signal circuit for a short to ground.
No
Go To 7.

7. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT(S)
Fig. 36: Checking Sensor Ground Circuit For Short To Another Circuit
1. Measure the resistance between the (T13) Sensor Ground circuit to all the other circuits in the
Electrohydraulic Control Unit Assembly harness connector.
Is the resistance below 5.0 Ohms between the (T13) Sensor Ground circuit and any other circuit(s)
Yes
 Repair the (T13) Sensor Ground circuit for a short to another circuit(s)
No
Go To 8.

8. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR A SHORT TO GROUND

Fig. 37: Checking Sensor Ground Circuit For Short To Ground

1. Measure the resistance between ground and the (T13) Sensor Ground circuit.
Yes
 Repair the (T13) Sensor Ground circuit for a short to ground.

No
Go To 9.

9. CHECK THE INPUT SPEED SENSOR 1 (N2) SIGNAL
Fig. 38: Checking The Input Speed Sensor 1 Signal

Fig. 39: Typical 5-Volt Square Wave Pattern Chart


2. Using a Lab Scope, backprobe the (T70) Input Speed Sensor 1 (N2) Signal circuit at the TCM C2
harness connector.
WARNING: Properly support the vehicle.

3. Raise all drive wheels off the ground.

WARNING: To avoid possible serious or fatal injury, keep hands and feet
clear of rotating wheels.
5. Place gear selector in drive and increase vehicle speed to engage 2nd gear.
6. Compare the scope pattern on the Lab Scope with a typical 5-volt square wave pattern.
Is the scope pattern comparable to the typical 5-volt square wave signal scope pattern?
Yes
CONTROL , REMOVAL .
No
Replace the Input Speed Sensor 1 (N2) in accordance with the Service Information. Refer to

Yes
No
 Test Complete.
P0730-INCORRECT GEAR RATIO
THEORY OF OPERATION
The Transmission Control Module (TCM) constantly calculates the transmission ratio based on the input speed
sensor 1 and 2 (N2-N3) signals and the calculated output shaft speed. The intent of this diagnostic is to detect if
the transmission is trying to mechanically shift into a different gear than the TCM intends.
NOTE: The transmission control module is programmed to immediately place the

transmission into neutral if P0730 or P1731 codes are set. These codes indicate
that the transmission experienced an unknown or incorrect gear ratio. Placing
the transmission in neutral prevents potential catastrophic failure. When this
occurs, the transmission will remain in neutral until the vehicle slows to 29
Km/h (18 mph).
WHEN MONITORED:
Engine RPM greater than 450 RPM, no N2 - N3 input speed sensor errors present, no gear selector lever errors
present, no ABS system errors, and vehicle speed above 10 Km/h (6 mph).
SET CONDITION:
No shifting operation and actual gear differs from the target gear. No shifting operation - actual (calculated)
gear differs from the target (expected) gear, no plausible gear is calculated, actual (calculated) turbine speed is
greater than 300 RPM or calculated transmission ratio is above threshold. During an Upshift - actual
(calculated) gear is less than target (expected) gear. During Downshift - actual (calculated) gear is greater than
target (expected) gear.
POSSIBLE CAUSES
Possible Causes
LOW FLUID LEVEL
ABS DTCS PRESENT
TRANSMISSION SOLENOID, SPEED SENSOR AND/OR OTHER ELECTRICAL RELATED DTCS
PRESENT
INTERMITTENT STICKING VALVE IN THE VALVE BODY
INTERNAL TRANSMISSION PROBLEM
DIAGNOSTIC TEST
1. CHECK IF ABS DTCS ARE PRESENT

1. With the scan tool, check for ABS DTCs.
Yes
No
Go To 2.

2. CHECK IF TRANSMISSION SOLENOID DTCS ARE PRESENT

Are there any transmission solenoid, speed sensor and/or any other transmission electrical related
DTCs present?
Yes
No
Go To 3.

3. CHECK TRANSMISSION FLUID LEVEL
NOTE: Low fluid level can be the cause of many transmission problems. Visually
inspect the transmission and cooler lines for leakage and repair as
necessary and adjust the fluid level in accordance with the Service
Information. If no visual leaks are observed and the vehicle has obtained
over 1610 km (1000 miles) from either new or transmission service, a fluid
level check is unnecessary.
1. Check the transmission fluid level and condition in accordance with the Service Information.
Is the fluid level and condition correct?
Yes
 Go To 4.
No
 Correct the fluid level in accordance with the Service Information

Perform the NAG1 TRANSMISSION VERIFICATION TEST. Refer to NAG1


4. CHECK ENVIRONMENTAL DATA
1. With the scan tool, check environmental data for P1731.
Did the environmental data show the code setting during a 3-4 upshift or 4-3 downshift?
Yes
NOTE: Debris may enter through the vents in the top of the valve body.
The debris can be a very small sliver that is visibly unnoticable
unless flushing onto a fine filter paper. The debris has the
potential to stick the 3-4 Shift Pressure or 3-4 Holding valves. If
either valve is stuck during a 3-4 upshift or 4-3 downshift, a shift
flare, bump shift, harsh shift, or neutraling out will occur.
 Flush and clean the Valve Body in accordance with the Service Information. Pay particular
attention to the 3-4 shift pressure and 3-4 holding valve.
No
Go To 5.
5. CHECK FOR INTERNAL TRANSMISSION PROBLEM
1. Check for an internal Transmission mechanical problem(s).
2. Remove the Transmission Oil Pan and inspect for excessive debris or a plugged Transmission Oil
Filter.
3. Inspect the valve body for foreign material, starting with the four valves associated with the shift
described in the environmental data (shift pressure, holding, overlap, command), and continue on to
the other valves.
4. This DTC is usually set due to an internal transmission problem such as but not limited to: stuck
solenoid valve and/or contamination in the valve body, broken springs, leaking clutch seals,
dislodged or broken snap ring etc.
5. Inspect the internal transmission.
Yes
 Repair as necessary in accordance with the Service Information.

No
 If no internal transmission mechanical problems are found, using the schematics as a guide,
check the Transmission Control Module (TCM) pins, terminals, and connectors for
P0731-GEAR RATIO ERROR IN 1ST
THEORY OF OPERATION
the transmission is slipping or an invalid gear ratio is present.
WHEN MONITORED:
SET CONDITION:
No shifting operation and actual gear is not the target gear. No shifting operation - actual (calculated) gear is
less than target (expected) gear, no plausible gear is calculated, actual (calculated) turbine speed is greater than
300 RPM or calculated transmission ratio is above threshold. During an Upshift - actual (calculated) gear is less
than target (expected) gear. During Downshift - actual (calculated) gear is greater than target (expected) gear.
POSSIBLE CAUSES
Possible Causes
PINION FACTOR IS NOT PROPERLY PROGRAMMED
LOW TRANSMISSION FLUID
OTHER TRANSMISSION DTCS PRESENT
INTERNAL TRANSMISSION FAILURE
DIAGNOSTIC TEST
1. CHECK IF THE PINION FACTOR IS PROGRAMMED

1. With the scan tool, check if the pinion factor has been programmed in the FCM.
NOTE: If the Pinion Factor is not properly programmed, a Gear Ratio DTC
may set.
Was the Pinion Factor properly programmed for the actual tire size and axle ratio of the vehicle?
Yes
 Go To 2.
No
With the scan tool, properly program the Pinion Factor in the Front Control Module (FCM).


1. With the scan tool, check transmission DTCs.
Are there any solenoid and/or solenoid supply voltage DTCs present?
Yes
No
Go To 3.

Is the fluid level correct?
Yes
 Go To 4.
No
Properly adjust the fluid level in accordance with the Service Information. Refer to FLUID

AND FILTER , STANDARD PROCEDURE .
1. With the scan tool, record the Environmental Data and erase Transmission DTCs.
NOTE: If the TCM detects and stores a DTC, the TCM also stores the
vehicles operating conditions under which the DTC originally set and
is located in scan tool under Environmental Data. Before erasing any
stored DTCs, record any available data to assist in duplicating the
2. Using the Environmental Data recorded earlier, test drive the vehicle while trying to duplicate the
Did the DTC P0731-GEAR RATIO ERROR IN 1ST reset?
Yes
 Repair internal transmission as necessary. Pay particular attention to components related to

the referenced DTC. Refer to DIAGNOSIS AND TESTING .
No
Go To 5.


3. Wiggle the wiring and connectors while checking for any possible open or shorted circuits.
4. Check for any Service Information Tune-ups or Technical Service Bulletins that may apply.
Yes
No
 Test Complete.
P0732-GEAR RATIO ERROR IN 2ND
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PINION FACTOR IS NOT PROPERLY PROGRAMMED
DIAGNOSTIC TEST
1. CHECK IF THE PINION FACTOR IS PROGRAMED

1. With the scan tool, check if the pinion factor has been programmed.
NOTE: If the Pinion Factor is not properly programmed, a Gear Ratio DTC
may set.
Was the Pinion Factor properly programmed for the actual tire size and axle ratio of the vehicle?
Yes
 Go To 2.
No
With the scan tool, properly program the Pinion Factor.



Yes
No
Go To 3.

Yes
 Go To 4.
No

Did the DTC P0732-GEAR RATIO ERROR IN 2ND reset?
Yes

the referenced DTC. for proper repair procedures. Refer to DIAGNOSIS AND TESTING .
No
Go To 5.


Yes
No
 Test Complete.
P0733-GEAR RATIO ERROR IN 3RD
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
Go To 2.

2. CHECK FOR OTHER GEAR RATIO DTCS

Is the DTC P0730 and/or P1731 gear ratio DTC also present?
Yes
No
Go To 3.

Yes
 Go To 4.
No
Properly adjust the fluid level in accordance with the Service Information.


4. CHECK IF THE DTC IS CURRENT
Did the DTC P0733-GEAR RATIO ERROR IN 3RD reset?
Yes


No
Go To 5.


Yes
No
 Test Complete.
P0734-GEAR RATIO ERROR IN 4TH
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
Go To 2.

2. CHECK FOR OTHER GEAR RATIO DTCS

Is the DTC P0730 and/or P1731 gear ratio DTC also present?
Yes
No
Go To 3.

Yes
 Go To 4.
No

Did the DTC P0734-GEAR RATIO ERROR IN 4TH reset?
Yes

No
Go To 5.


Yes
No
 Test Complete.
P0735-GEAR RATIO ERROR IN 5TH
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
Go To 2.

Yes
 Go To 3.
No

Did the DTC P0735-GEAR RATIO ERROR IN 5TH reset?
Yes

No
Go To 4.


Yes
No
 Test Complete.
P0741-TORQUE CONVERTER CLUTCH CIRCUIT PERFORMANCE
THEORY OF OPERATION
The torque converter contains an internal Torque Converter Clutch (TCC) which is controlled by the
Transmission Control Module (TCM) to maintain slip (engine speed versus transmission input speed) to
optimize fuel economy under specific speed and throttle conditions. For fault determination, the TCM monitors
the amount of torque converter slip ONLY when the TCC is in Slip Mode operation. During Slip Mode, the slip
speed is expected to be within a predetermined range. If the Torque Converter Clutch (TCC) does not receive
adequate hydraulic pressure for any reason, or if the internal clutch is damaged, the TCC will not be able to
control to the predetermined slip value. Therefore, if the torque converter slip is more than expected for a
predetermined amount of time, the DTC will set.
WHEN MONITORED:
Ignition on, TCM not in initialization phase, no input speed sensor 1 or 2 (N2-N3) DTCs, no CAN bus or ECM
DTCs, no CAN engine speed signal or engine torque signal not implausible DTCs, engine speed greater than
450 RPM, no shift in progress, gear 1, 2, 3, 4 or 5 engaged, and the TCM torque converter status is SLIP
SET CONDITION:
While in Slip Mode operation, the TCM detects TCC slippage greater than a calibrated value.
POSSIBLE CAUSES
Possible Causes
TCC HYDRAULIC CONTROL CIRCUIT
LOCKUP CONTROL VALVE STICKING IN ITS BORE
TORQUE CONVERTER
TCC SOLENOID
INTERNAL TRANSMISSION
VALVE BODY
DIAGNOSTIC TEST

2. Using the scan tool, check DTCs.
Are there any Speed Sensor and/or TCC DTCs present?
Yes
No
Go To 2.

2. CHECK THE TORQUE CONVERTER CLUTCH PERFORMANCE

1. Operate the vehicle until the transmission sump temperature is to greater than 65° C (150° F).
2. Using the shifter lever, select third gear.
3. Accelerate the vehicle to third gear and hold.
4. With the scan tool, verify the TCC status is reading "SLIP".
5. Monitor TCC Desired Slip and TCC Actual Slip.
6. Operate the vehicle at 30 mph while maintaining third gear.
7. Lightly depress the accelerator and hold the throttle position steady between 40 and 50%.
8. Slowly accelerate vehicle using steady throttle without causing TCC Status to read "OPEN".
NOTE: If at any time during the above test the TCC Status changes from
SLIP to OPEN, or the vehicle downshifts to a lower gear, the test is
invalid and must be performed again.
9. Compare TCC Actual Slip and TCC Desired Slip during steady throttle acceleration with TCC
Status continually reading "SLIP".
Does TCC Actual Slip exceed TCC Desired Slip by more than 60 RPM while accelerating at a
steady throttle and staying in SLIP mode?
Yes
 Inspect transmission fluid for water contamination. Refer to FLUID AND FILTER ,
 Inspect internal transmission. Pay particular attention to the components related to the TCC
such as possible missing Input Shaft Seal Ring, Lockup Control Valve sticking in its bore,
and/or a leaking TCC Solenoid.
 If no internal transmission issues found, replace the Torque Converter. Refer to TORQUE
CONVERTER , REMOVAL .
No
Go To 3.


1. Using the schematics as a guide, check the Transmission Control Module (TCM) pins, terminals,
and ground circuits. Check for Service Bulletins for any possible causes that may apply. If no
problems are found, replace and program the TCM in accordance with the Service Information.
Refer to MODULE, TRANSMISSION CONTROL , REMOVAL .
2. Perform TCC slip test to verify repair.
NOTE: To set P0741 fault, TCM must encounter three events where the TCM
cannot control TCC Actual Slip to TCC Desired Slip in a single key
cycle.
Does the DTC reset?
Yes
 Inspect transmission fluid for water contamination. Refer to FLUID AND FILTER ,

 Inspect internal transmission. Pay particular attention to the components related to the TCC
such as possible missing Input Shaft Seal Ring, Lockup Control Valve sticking in its bore,
and/or a leaking TCC Solenoid.
 If no internal transmission issues are found, replace the Torque Converter in accordance with
the Service Information. Refer to STANDARD PROCEDURE.
No
 Test complete.
P0742-TORQUE CONVERTER CLUTCH STUCK ON


THEORY OF OPERATION
The Transmission Control Module (TCM) constantly monitors the amount of torque converter slippage. When
the torque converter clutch (TCC) is open the slippage is expected to be above a threshold. If the slippage is less
then expected when the TCC is open, the TCM assumes that the TCC is stuck on.
WHEN MONITORED:
Ignition on, TCM not in initialization phase, No input speed sensor 1 or 2 (N2-N3) DTCs, No CAN bus or ECM
DTCs, No CAN engine speed signal or engine torque signal not implausible DTCs, Engine speed greater than
450 RPM, No shift in progress, Gear 1, 2, 3, 4 or 5 engaged, and the TCM torque converter status is OPEN
SET CONDITION:
Engine RPM (Turbine Speed) is greater than 30 RPM when engine torque less than 100 N.m (74.0 ft.lbs.) for
period of 1.0 second.
POSSIBLE CAUSES
Possible Causes
(T75) TCC SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
(T75) TCC SOLENOID CONTROL CIRCUIT SHORTED TO ANOTHER CIRCUIT
LOCKUP CONTROL VALVE STICKING IN ITS BORE
LEAKING TCC SOLENOID
TORQUE CONVERTER
DIAGNOSTIC TEST
1. CHECK IF ENGINE STALLS OR STUMBLES IN GEAR

Did the engine stall or stumble?
Yes
 Repair internal transmission. Pay particular attention to the components related to the TCC
such as the Lockup Control Valve sticking in its bore or a leaking TCC Solenoid. Refer to the
Service Information for the proper repair procedures. Refer to DIAGNOSIS AND
TESTING .
No
Go To 2.

2. (T75) TCC SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
Fig. 41: Checking TCC Solenoid Control Circuit For A Short To Ground

3. Measure the resistance between ground and the (T75) TCC Solenoid Control circuit.
Yes
 Repair the (T75) TCC Solenoid Control circuit for a short to ground.
No
Go To 3.

3. (T75) TCC SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT

Fig. 42: Checking TCC Solenoid Control Circuit For A Short To Another Circuit
1. Measure the resistance between the (T75) TCC Solenoid Control circuit and all other circuits in the
Transmission Electrohydraulic Control Unit Assembly harness connector.
Is the resistance below 5.0 Ohms between the (T75) TCC Solenoid Control circuit and all other
circuits in the Transmission Electrohydraulic Control Unit Assembly harness connector?
Yes
 Repair the (T75) TCC Solenoid Control circuit for a short to another circuit(s).
No
CONTROL , REMOVAL .
P0743-TCC SOLENOID CIRCUIT


THEORY OF OPERATION
The TCC Solenoid is activated when the Transmission Control Module (TCM) determines that the Torque
Converter Clutch should be activated. The Torque Converter Clutch is a variable slip torque clutch that allows
control of the slip from 5.5% to 95.5% of lock-up. The Clutch is controlled by the TCC Solenoid which is pulse
width modulated (PWM) to provide the desired amount of slip. The clutch requires both an electrical PWM of
1000Hz and an hydraulic PWM of 100Hz.
WHEN MONITORED:
Continuously with the ignition on, engine running, with the transmission in gear, the TCC Solenoid is inactive,
or when the TCC Solenoid is active and controlled above 25% duty cycle, with the Solenoid Supply voltage
active.
SET CONDITION:
If the TCM detects on the TCC Solenoid control circuit a open, short to ground, short to voltage, internal short
in the TCC Solenoid or open in the TCC Solenoid.
POSSIBLE CAUSES
Possible Causes
(T75) TCC SOLENOID CONTROL CIRCUIT OPEN
(T75) TCC SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
TCC SOLENOID CONTROL CIRCUIT FOR A SHORTED TO ANOTHER CIRCUIT
TCC SOLENOID
DIAGNOSTIC TEST

3. Using the Environmental Data recorded earlier, try to duplicate the conditions in which the DTC
originally set. It may be necessary to test drive the vehicle.
Did the DTC P0743 reset?
Yes
 Go To 2.
No
Go To 6.

2. CHECK THE (T75) TCC SOLENOID CONTROL CIRCUIT FOR AN OPEN

Fig. 44: Checking Torque Converter Clutch Solenoid Control Circuit For An Open

4. Measure the resistance of the (T75) TCC Solenoid Control circuit from the TCM C2 harness
connector to the Transmission Electrohydraulic Control Unit Assembly harness connector.
Yes
 Repair the (T75) TCC Solenoid Control circuit for an open.

No
Go To 3.

3. CHECK THE (T75) TCC SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND
Fig. 45: Checking TCC Solenoid Control Circuit For A Short To Ground
1. Measure the resistance between ground and the (T75) TCC Solenoid Control circuit.
Yes
 Repair the (T75) TCC Solenoid Control circuit for a short to ground.
No
Go To 4.

4. CHECK THE (T75) TCC SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER
CIRCUIT
Fig. 46: Checking TCC Solenoid Control Circuit For A Short To Another Circuit
1. Measure the resistance between the (T75) TCC Solenoid Control circuit and all other circuits in the
Is the resistance below 5.0 Ohms between the (T75) TCC Solenoid Control circuit and any other
circuit(s) in the Transmission Electrohydraulic Control Unit Assembly harness connector?
Yes
 Repair the (T75) TCC Solenoid Control circuit for a short to another circuit.
No
Go To 5.

5. CHECK THE TCC SOLENOID RESISTANCE

Fig. 47: Checking Torque Converter Clutch Solenoid Resistance

1. Reconnect the Transmission Electrohydraulic Control Unit Assembly harness connector.

2. Measure the resistance of the TCC Solenoid between the (T75) TCC Solenoid Control circuit and
the (T78) Solenoid Supply circuit in the TCM C2 harness connector.
Yes
CONTROL , REMOVAL .
No
Replace the TCC Solenoid in accordance with the Service Information. Refer to UNIT,

ELECTROHYDRAULIC CONTROL , DISASSEMBLY .
Yes
No
 Test Complete.
P0748-MODULATOR PRESSURE SOLENOID CIRCUIT


THEORY OF OPERATION
The Modulating Pressure Control Solenoid Valve's purpose is to control the modulating pressure depending on
the continuously changing operating conditions, such as load and gear change.
The Modulating Pressure Control Solenoid Valve is always active. The solenoid uses pulse width modulation
(PWM) to control the transmissions hydraulic fluid pressure that is determined by the Transmission Control
Module (TCM).
WHEN MONITORED:
Continuously with the ignition on, engine running, the Modulating Pressure Control Solenoid Valve is either
off, or active with 25-75% duty cycle, with no Solenoid Supply Voltage DTCs present.
SET CONDITION:
When the Modulating Pressure Control Solenoid Valve is turned on and the Solenoid driver detects an error (the
measured current is too different then the target current) or when the solenoid is off and a short to ground is
detected.
POSSIBLE CAUSES
Possible Causes
(T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT OPEN
(T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
(T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT SHORTED TO ANOTHER
CIRCUIT
MODULATING PRESSURE CONTROL SOLENOID VALVE
DIAGNOSTIC TEST
NOTE: When the Transmission Control Module (TCM) detects and stores a DTC,
the TCM also stores the vehicles operating conditions under which the
DTC originally set. This information is located in scan tool under
Environmental Data. Before erasing any stored DTCs, record any available
data to assist in duplicating the conditions in which the DTC originally set.


Yes
 Go To 2.
No
Go To 6.

2. CHECK THE (T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT FOR AN

OPEN
Fig. 49: Checking Modulation Pressure Solenoid Control Circuit For An Open

4. Measure the resistance of the (T76) Modulation Pressure Solenoid Control circuit between the
TCM C2 harness connector and the Transmission Electrohydraulic Control Unit Assembly harness
connector.
Yes
 Repair the (T76) Modulation Pressure Solenoid Control circuit for an open.
No
Go To 3.

3. CHECK THE (T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT FOR A

SHORT TO GROUND
Fig. 50: Checking Modulation Pressure Solenoid Control Circuit For A Short To Ground
1. Measure the resistance between ground and the (T76) Modulation Pressure Solenoid Control
circuit.

Yes
 Repair the (T76) Modulation Pressure Solenoid Control circuit for a short to ground.
No
Go To 4.

4. CHECK THE (T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT FOR A

SHORT TO ANOTHER CIRCUIT
Fig. 51: Checking Modulation Pressure Solenoid Control Circuit For A Short To Another Circuit
1. Measure the resistance between the (T76) Modulation Pressure Solenoid Control circuit and every
other circuit in the Transmission Electrohydraulic Control Unit Assembly harness connector.
Yes
 Repair the (T76) Modulation Pressure Solenoid Control circuit for a short to another circuit.
No
Go To 5.

5. CHECK THE MODULATING PRESSURE CONTROL SOLENOID VALVE

Fig. 52: Checking Modulating Pressure Control Solenoid Valve Resistance


2.
3. Measure the resistance between the (T76) Modulation Pressure Solenoid Control circuit and the
(T78) Solenoid Supply Voltage circuit in the TCM C2 harness connector.
Yes
CONTROL , REMOVAL .
No
Replace the Modulating Pressure Control Solenoid Valve in accordance with the Service

Information. Refer to UNIT, ELECTROHYDRAULIC CONTROL , REMOVAL .
Yes
No
 Test Complete.
P0752-1-2/4-5 SOLENOID

THEORY OF OPERATION
The 1-2/4-5 Solenoid is activated when the Transmission Control Module (TCM) determines that the
transmission must shift into or out of second or fifth gear. The solenoid is only activated during the actual shift
of the transmission. When the solenoid is activated, hydraulic pressure is applied to the proper shift elements in
the transmission to allow the desired shift. Once the shift is completed the solenoid is turned off.
WHEN MONITORED:
When both the 1-2/4-5 Solenoid and the Solenoid Supply voltage is active.
SET CONDITION:
When 1-2/4-5 Solenoid is turned on and the TCM detects any of the following in the 1-2/4-5 Solenoid or
circuit: open, short to ground, short to voltage, or the solenoid driver in the TCM.
POSSIBLE CAUSES
Possible Causes
(T60) 1-2/4-5 SOLENOID CONTROL CIRCUIT OPEN
(T60) 1-2/4-5 SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
(T60) 1-2/4-5 SOLENOID CONTROL CIRCUIT SHORTED TO ANOTHER CIRCUIT
1-2/4-5 SOLENOID
DIAGNOSTIC TEST
DTC originally set. This information is located in the scan tool under

Yes
 Go To 2.
No
Go To 6.

2. CHECK THE (T60) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR AN OPEN
Fig. 54: Checking 1-2/4-5 Solenoid Control Circuit For An Open


4. Measure the resistance of the (T60) 1-2/4-5 Solenoid Control circuit between the TCM C2 harness
connector and the Transmission Electrohydraulic Control Unit Assembly harness connector.
Yes
 Repair the (T60) 1-2/4-5 Solenoid Control circuit for an open.

No
Go To 3.

3. CHECK THE (T60) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND
Fig. 55: Checking 1-2/4-5 Solenoid Control Circuit For A Short To Ground
1. Measure the resistance between ground and the (T60) 1-2/4-5 Solenoid Control circuit.
Yes
 Repair the (T60) 1-2/4-5 Solenoid Control circuit for a short to ground.
No
Go To 4.

4. CHECK THE (T60) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR A TO ANOTHER CIRCUIT
Fig. 56: Checking 1-2/4-5 Solenoid Control Circuit For A To Another Circuit
1. Measure the resistance between the (T60) 1-2/4-5 Solenoid Control circuit and every other circuit
in the Transmission Electrohydraulic Control Unit Assembly harness connector.
Is the resistance below 5.0 Ohms between the (T60) 1-2/4-5 Solenoid Control circuit and any other
Yes
 Repair the (T60) 1-2/4-5 Solenoid Control circuit for another circuit.
No
Go To 5.

5. CHECK THE 1-2/4-5 SOLENOID
Fig. 57: Checking 1-2/4-5 Solenoid Resistance


2. Measure the resistance of the 1-2/4-5 Solenoid between the (T60) 1-2/4-5 Solenoid Control circuit
and the (T78) Solenoid Voltage Supply circuit in the TCM C2 harness connector.
Yes
CONTROL , REMOVAL .
No
Replace the 1-2/4-5 Solenoid in accordance with the Service Information. Refer to UNIT,

Yes
No
 Test Complete.
P0753-1-2/4-5 SOLENOID CIRCUIT


THEORY OF OPERATION
The 1-2/4-5 Solenoid is activated when the Transmission Control Module (TCM) determines that the
transmission must shift into or out of second or fifth gear. The solenoid is only activated during the actual shift
of the transmission. When the solenoid is activated, hydraulic pressure is applied to the proper shift elements in
the transmission to allow the desired shift. Once the shift is completed the solenoid is turned off.
WHEN MONITORED:
When both the 1-2/4-5 Solenoid and the Solenoid Supply voltage is active.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(T60) 1-2/4-5 SOLENOID CONTROL CIRCUIT OPEN
(T60) 1-2/4-5 SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
(T60) 1-2/4-5 SOLENOID CONTROL CIRCUIT SHORTED TO ANOTHER CIRCUIT
1-2/4-5 SOLENOID
DIAGNOSTIC TEST

Yes
 Go To 2.
No
 Go To 6.
2. CHECK THE (T60) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR AN OPEN
Fig. 59: Checking 1-2/4-5 Solenoid Control Circuit For An Open



4. Measure the resistance of the (T60) 1-2/4-5 Solenoid Control circuit between the TCM C2 harness
Yes
 Repair the (T60) 1-2/4-5 Solenoid Control circuit for an open.

No
Go To 3.

3. CHECK THE (T60) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND
Fig. 60: Checking 1-2/4-5 Solenoid Control Circuit For A Short To Ground
1. Measure the resistance between ground and the (T60) 1-2/4-5 Solenoid Control circuit.
Yes
 Repair the (T60) 1-2/4-5 Solenoid Control circuit for a short to ground.
No
Go To 4.

4. CHECK THE (T60) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER
CIRCUIT
Fig. 61: Checking 1-2/4-5 Solenoid Control Circuit For A To Another Circuit
1. Measure the resistance between the (T60) 1-2/4-5 Solenoid Control circuit and every other circuit
Is the resistance below 5.0 Ohms between the (T60) 1-2/4-5 Solenoid Control circuit and any other
Yes
 Repair the (T60) 1-2/4-5 Solenoid Control circuit for another circuit.
No
Go To 5.

5. CHECK THE 1-2/4-5 SOLENOID
Fig. 62: Checking 1-2/4-5 Solenoid Resistance


2. Measure the resistance of the 1-2/4-5 Solenoid between the (T60) 1-2/4-5 Solenoid Control circuit
and the (T78) Solenoid Voltage Supply circuit in the TCM C2 harness connector.
Yes
CONTROL , REMOVAL .
No
Replace the 1-2/4-5 Solenoid in accordance with the Service Information. Refer to UNIT,

Yes
No
 Test Complete.
P0757-2-3 SOLENOID

THEORY OF OPERATION
The 2-3 Solenoid is activated when the Transmission Control Module (TCM) determines that the transmission
must shift into or out of 3rd gear. The solenoid is only activated during the shifting of the transmission. When
the solenoid is activated hydraulic pressure is applied to the proper shift elements in the transmission to allow
the desired shift. Once the shift is completed the solenoid is turned off.
WHEN MONITORED:
When both the 2-3 Solenoid and the Solenoid Supply voltage is active.
SET CONDITION:
When 2-3 Solenoid is turned on and the TCM detects any of the following in the 2-3 Solenoid or circuit: open,
short to ground, short to voltage, or the solenoid driver in the TCM.
POSSIBLE CAUSES
Possible Causes
(T74) 2-3 SOLENOID CONTROL CIRCUIT OPEN
(T74) 2-3 SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
(T74) 2-3 SOLENOID CONTROL CIRCUIT SHORTED TO ANOTHER CIRCUIT
2-3 SOLENOID
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 6.

2. CHECK THE (T74) 2-3 SOLENOID CONTROL CIRCUIT FOR AN OPEN
Fig. 64: Checking 2-3 Solenoid Control Circuit For An Open


4. Measure the resistance of the (T74) 2-3 Solenoid Control circuit between the TCM C2 harness
Yes
 Repair the (T74) 2-3 Solenoid Control circuit for an open.

No
Go To 3.

3. CHECK THE (T74) 2-3 SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND
Fig. 65: Checking 2-3 Solenoid Control Circuit For A Short To Ground
1. Measure the resistance between ground and the (T74) 2-3 Solenoid Control circuit.
Yes
 Repair the (T74) 2-3 Solenoid Control circuit for a short to ground.
No
Go To 4.

4. CHECK THE (T74) 2-3 SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER
CIRCUIT
Fig. 66: Checking 2-3 Solenoid Control Circuit For A Short To Another Circuit
1. Measure the resistance between the (T74) 2-3 Solenoid Control circuit and every other circuit in the
Is the resistance below 5.0 Ohms between the (T74) 2-3 Solenoid Control circuit and any other
Yes
 Repair the (T74) 2-3 Solenoid Control circuit for another circuit.
No
Go To 5.

5. CHECK THE 2-3 SOLENOID
Fig. 67: Checking 2-3 Solenoid Resistance


2. Measure the resistance of the 2-3 Solenoid between the (T74) 2-3 Solenoid Control circuit and the
(T78) Solenoid Voltage Supply circuit in the TCM C2 harness connector.
Yes
CONTROL , REMOVAL .
No
Replace the 2-3 Solenoid in accordance with the Service Information. Refer to UNIT,

Yes
No
 Test Complete.
P0758-2-3 SOLENOID CIRCUIT


THEORY OF OPERATION
must shift into or out of 3rd gear. The solenoid is only activated during the shifting of the transmission. When
the solenoid is activated, hydraulic pressure is applied to the proper shift elements in the transmission to allow
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
2-3 SOLENOID
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 6.



Yes

No
Go To 3.

Yes
No
Go To 4.

CIRCUIT
Yes
No
Go To 5.



Yes
CONTROL , REMOVAL .
No

Yes
No
 Test Complete.
P0762-3-4 SOLENOID

THEORY OF OPERATION
must shift into or out of 4th gear. The solenoid is only activated during the shifting of the transmission. When
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
3-4 SOLENOID
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 6.




Yes

No
Go To 3.


Yes
No
Go To 4.

CIRCUIT
Yes
No
Go To 5.




Yes
CONTROL , REMOVAL .
No

Yes
No
 Test Complete.
P0763-3-4 SOLENOID CIRCUIT


THEORY OF OPERATION
must shift into or out of 4th gear. The solenoid is only activated during the shifting of the transmission. When
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
3-4 SOLENOID
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 6.




Yes

No
Go To 3.


Yes
No
Go To 4.

CIRCUIT
Yes
No
Go To 5.




Yes
CONTROL , REMOVAL .
No

Yes
No
 Test Complete.
P0778-SHIFT PRESSURE SOLENOID CIRCUIT


THEORY OF OPERATION
The Shift Pressure Solenoid is activated when the Transmission Control Module (TCM) determines that a
transmission gear shift is required. The Shift Pressure Solenoid is pulse width modulated (PWM) controlled to
allow the proper amount of hydraulic pressure to the shift elements. The Shift Pressure Solenoid is only
activated during the shift of the transmission. When the Shift Pressure Solenoid is activated, hydraulic pressure
is applied to the proper shift elements through one of the shift solenoids in the transmission to allow the desired
shift. Once the shift is completed the solenoid is turned off.
WHEN MONITORED:
When the Shift Pressure Solenoid is: off, or active with 25-75% duty cycle, and the Solenoid Supply voltage is
active.
SET CONDITION:
When Shift Pressure Solenoid is turned on and the TCM detects any of the following in the Shift Pressure
Solenoid or circuit: open, short to ground, short to voltage, or the solenoid driver in the TCM.
POSSIBLE CAUSES
Possible Causes
(T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT OPEN
(T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
(T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT SHORTED TO ANOTHER CIRCUIT
SHIFT PRESSURE SOLENOID
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 6.

2. CHECK THE (T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT FOR AN OPEN
Fig. 84: Checking Shift Pressure Solenoid Control Circuit For An Open

4. Measure the resistance of the (T77) Shift Pressure Solenoid Control circuit between the TCM C2
harness connector and the Transmission Electrohydraulic Control Unit Assembly harness
connector.
Yes
 Repair the (T77) Shift Pressure Solenoid Control circuit for an open.
No
Go To 3.

3. CHECK THE (T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT FOR A SHORT TO
GROUND
Fig. 85: Checking Shift Pressure Solenoid Control Circuit For A Short To Ground
1. Measure the resistance between ground and the (T77) Shift Pressure Solenoid Control circuit.

Yes
 Repair the (T77) Shift Pressure Solenoid Control circuit for a short to ground.
No
Go To 4.

4. CHECK THE (T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT FOR A SHORT TO
ANOTHER CIRCUIT
Fig. 86: Checking Shift Pressure Solenoid Control Circuit For Short To Another Circuit
1. Measure the resistance between the (T77) Shift Pressure Solenoid Control circuit and every other
circuit in the Transmission Electrohydraulic Control Unit Assembly harness connector.
Is the resistance below 5.0 Ohms between the (T77) Shift Pressure Solenoid Control circuit and any
other circuit(s) in the Transmission Electrohydraulic Control Unit Assembly harness connector?
Yes
 Repair the (T77) Shift Pressure Solenoid Control circuit for another circuit.
No
Go To 5.

5. CHECK THE SHIFT PRESSURE SOLENOID

Fig. 87: Checking Shift Pressure Solenoid Resistance


2. Measure the resistance of the Shift Pressure Solenoid between the (T77) Shift Pressure Solenoid
Control circuit and the (T78) Solenoid Voltage Supply circuit in the TCM C2 harness connector.
Yes
CONTROL , REMOVAL .
No
Replace the Shift Pressure Solenoid in accordance with the Service Information. Refer to

Yes
No
 Test Complete.
P1629-TCM INTERNAL - SOLENOID SUPPLY/ WATCHDOG


THEORY OF OPERATION
During the power up of the controller, the TCM tests the ability of the TCM to shut down the Solenoid Supply
Voltage circuit. The controller monitors the A/D feedback on the Solenoid Supply driver output to ensure that
battery voltage is no longer present. Note: A short to voltage on the Solenoid Supply Voltage circuit or any one
of the solenoids may set this DTC.
WHEN MONITORED:
SET CONDITION:
If the TCM detects voltage on the Solenoid Supply Voltage circuit when the TCM request the circuit to be off.
POSSIBLE CAUSES
Possible Causes
(T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST
1. CHECK THE (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT FOR A SHORT TO ANOTHER
CIRCUIT
Fig. 89: Checking Solenoid Supply Voltage Circuit For A Short To Another Circuit

4. Measure the resistance between the (T78) Solenoid Supply Voltage circuit and every other circuit
Is the resistance below 5.0 Ohms between the (T78) Solenoid Supply Voltage circuit and any other
Yes
 Repair the (T78) Solenoid Supply Voltage circuit for short to another circuit.
No
CONTROL , REMOVAL .
P1631-TCM INTERNAL- PROCESSOR CLOCK PERFORMANCE


THEORY OF OPERATION
This DTC indicates that there is an issue with the TCM's internal clock. If the TCM detects an error with the
controllers internal clock, the controller will enter Limp-in mode and illuminate the MIL.
WHEN MONITORED:
SET CONDITION:
If the TCM detects an error with the controllers internal clock.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
Repair
VERIFICATION TEST.
P1632-TCM INTERNAL - TEST INTERNAL WATCHDOG PERFORMANCE


THEORY OF OPERATION
This DTC indicates that there is an issue with the TCM's internal watchdog failed. If the TCM detects an error
with the controllers internal watchdog, the controller will enter Limp-in mode and illuminate the MIL.
WHEN MONITORED:
SET CONDITION:
If the TCM detects an error with the controllers internal watchdog.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
Repair
VERIFICATION TEST.
P1633-TCM INTERNAL - TEST EXTERNAL WATCHDOG PERFORMANCE


THEORY OF OPERATION
This DTC indicates that there is an issue with the TCM's external watchdog. If the TCM detects an error with
the controllers external watchdog failed the power up test, the controller will enter Limp-in mode and illuminate
the MIL.
WHEN MONITORED:
SET CONDITION:
If the TCM detects an error with the controllers external watchdog failed the power up test.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
Repair
VERIFICATION TEST.
P1634-TCM INTERNAL- INTERNAL WATCHDOG PERFORMANCE


THEORY OF OPERATION
This DTC indicates that the controller's microprocessor internal watchdog has detected an error. If the TCM
microprocessor detects an internal watchdog error, the controller will enter Limp-in mode and illuminate the
MIL.
WHEN MONITORED:
SET CONDITION:
If the TCM microprocessor internal watchdog detects an error.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
Repair
VERIFICATION TEST.
P1636-TCM INTERNAL- EXTERNAL WATCHDOG PERFORMANCE


THEORY OF OPERATION
This DTC indicates that watch dog circuitry external to the microprocessor has detected an error. If the TCM
watch dog circuitry external to the microprocessor detects an error, the controller will enter Limp-in mode and
illuminate the MIL.
WHEN MONITORED:
SET CONDITION:
If the TCM watch dog circuitry external to the microprocessor detects an error.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
Repair
VERIFICATION TEST.
P1637-TCM INTERNAL-EEPROM PERFORMANCE


THEORY OF OPERATION
This DTC indicates that there is an internal error with the controllers Random Access Memory. If detected, the
controller will enter Limp-in mode and illuminate the MIL.
WHEN MONITORED:
SET CONDITION:
If the TCM indicates that there is an internal error with the controllers Random Access Memory.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
Repair
VERIFICATION TEST.
P1638-TCM INTERNAL-CAN 1 RAM PERFORMANCE


THEORY OF OPERATION
This DTC indicates that there is an internal error with the controllers Random Access Memory (RAM) on the
CAN controller 1 section of the microprocessor. If detected, the controller will enter Limp-in mode and
illuminate the MIL.
WHEN MONITORED:
SET CONDITION:
If the TCM detects an internal error with the controllers Random Access Memory (RAM) on the CAN
controller 1 section of the microprocessor.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
Repair
VERIFICATION TEST.
P1639-TCM INTERNAL-CAN 2 RAM PERFORMANCE


THEORY OF OPERATION
This DTC indicates that there is an internal error with the controllers Random Access Memory (RAM) on the
CAN controller 2 section of the microprocessor. If detected, the controller will enter Limp-in mode and
illuminate the MIL.
WHEN MONITORED:
SET CONDITION:
If the TCM detects an internal error with the controllers Random Access Memory (RAM) on the CAN
controller 2 section of the microprocessor.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
Repair
VERIFICATION TEST.
P1644-INCORRECT VARIANT/CONFIGURATION

THEORY OF OPERATION
If the TCM detects that the variables that dictate the vehicle application are not present, the controller will enter
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. PERFORM TCM REPLACEMENT PROCEDURE
1. With the scan tool, perform the TCM replacement procedure.
Were you able to update the controller successfully?
Yes
 Test Complete.
No
CONTROL , REMOVAL .
P1704-INPUT SPEED SENSOR 1 OVERSPEED


THEORY OF OPERATION
The NAG1 transmission has two input speed sensors 1 and 2 (N2 and N3), both speed sensors are located on the
valve body. The speed sensors are hall effect speed sensors that are used by the Transmission Control Module
(TCM) to calculate the transmissions input speed. Since the input speed could not be measured directly, two of
the drive elements are measured. Two input speed sensors were required because both drive elements are not
active in all gears.
The input speed sensors 1 and 2 will report the same input speed in gears 2nd, 3rd or 4th. If the 1 and 2 input
speed sensor signals are not the same in these gears, the TCM will set the DTC P2784-Input Speed Sensor 1/2
Correlation. The input speed sensor 2 is not reported in 1st and 5th gears. The input speed sensor 1 (N2) is not
reported in Reverse. The P01704-Input Speed Sensor 1 Overspeed and P01705-Input Speed Sensor 2 Overspeed
DTCs are rationality checks designed to detect a major transmission failure. If either DTC is detected, the TCM
will place the transmission in Neutral.
WHEN MONITORED:
Continuously with the ignition on, engine running, transmission in gear, and Input Speed Sensor 1 (N2) greater
than 0 RPM.
SET CONDITION:
If the RPM of the Input Speed Sensor 1 (N2) is greater than 7700 RPM.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. CHECK TO SEE IF DTC IS CURRENT

3. Raise the vehicle on the hoist.
5. With the scan tool, monitor the Input Speed Sensor 1 RPM.
6. Firmly apply the brakes and place the gear selector in Drive.
7. Release the brakes and raise the engine RPM to allow the transmission to upshift to the 2-3 and 3-4
shift schedule.
Did the Input Speed Sensors 1 display an RPM above 7700?
Yes
 Go To 2.
No
Go To 3.

2. INTERNAL TRANSMISSION
1. This DTC is an indication of a internal transmission failure.
2. Remove the Transmission Oil Pan and inspect for excessive debris such as clutch friction material
or metal contamination.
Is there any indication of an internal transmission failure?
Yes
 Repair internal transmission as necessary.

No
Using the schematics as a guide, check the Transmission Control Module (TCM) pins,

CONTROL , REMOVAL .
Yes
No
 Test Complete.
P1705-INPUT SPEED SENSOR 2 OVERSPEED


THEORY OF OPERATION
The NAG1 transmission has two input speed sensors 1 and 2 (N2 and N3), both speed sensors are located on the
valve body. The speed sensors are hall effect speed sensors that are used by the Transmission Control Module
(TCM) to calculate the transmissions input speed. Since the input speed could not be measured directly, two of
the drive elements are measured. Two input speed sensors were required because both drive elements are not
active in all gears.
The input speed sensors 1 and 2 will report the same input speed in gears 2nd, 3rd or 4th. If the 1 and 2 input
speed sensor signals are not the same in these gears, the TCM will set the DTC P2784-Input Speed Sensor 1/2
Correlation. The input speed sensor 2 is not reported in 1st and 5th gears. The input speed sensor 1 (N2) is not
reported in Reverse. The P01704-Input Speed Sensor 1 Overspeed and P01705-Input Speed Sensor 2 Overspeed
DTCs are rationality checks designed to detect a major transmission failure. If either DTC is detected, the TCM
will place the transmission in Neutral.
WHEN MONITORED:
Continuously with the ignition on, engine running, transmission in gear, and Input Speed Sensor 2 (N3) greater
than 0 RPM
SET CONDITION:
If the RPM of the Input Speed Sensor 2 (N3) is greater than 7700 RPM.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. CHECK TO SEE IF DTC IS CURRENT

3. Raise the vehicle on the hoist.
5. With the scan tool, monitor the Input Speed Sensor 2 RPM.
6. Firmly apply the brakes and place the gear selector in Drive.
7. Release the brakes and raise the engine RPM to allow the transmission to upshift to the 2-3 and 3-4
shift schedule.
Did the Input Speed Sensor 2 display an RPM above 7700?

Yes
 Go To 2.
No
Go To 3.

1. This DTC is an indication of a internal transmission failure.
2. Remove the Transmission Oil Pan and inspect for excessive debris such as clutch friction material
or metal contamination.
Is there any indication of an internal transmission failure?
Yes
 Repair internal transmission as necessary.

No

CONTROL , REMOVAL .
Yes
No
 Test Complete.
P1731-INCORRECT GEAR ENGAGED
THEORY OF OPERATION
the transmission is trying to mechanically shift into a different gear than the TCM intends.
NOTE: The transmission control module is programmed to immediately place the

transmission into neutral if P0730 or P1731 codes are set. These codes indicate
that the transmission experienced an unknown or incorrect gear ratio. Placing
the transmission in neutral prevents potential catastrophic failure. When this
occurs, the transmission will remain in neutral until the vehicle slows to 29
Km/h (18 mph).
WHEN MONITORED:
SET CONDITION:
No shifting operation and actual gear differs from the target gear. No shifting operation - actual (calculated)
gear differs from target (expected) gear, actual (calculated) turbine speed is greater than 300 RPM or calculated
transmission ratio is above threshold. During an Upshift - actual (calculated) gear is less than target (expected)
gear. During Downshift - actual (calculated) gear is greater than target (expected) gear. Exception: Actual
(calculated) gear is 1st and target (desired) gear is 2nd.
POSSIBLE CAUSES
Possible Causes
LOW FLUID LEVEL
ABS DTCS PRESENT
TRANSMISSION SOLENOID, SPEED SENSOR AND/OR OTHER ELECTRICAL RELATED DTCS
PRESENT
INTERMITTENT STICKING VALVE IN THE VALVE BODY
INTERNAL TRANSMISSION PROBLEM
DIAGNOSTIC TEST

1. With the scan tool, check for ABS DTCs.
Yes
No
Go To 2.

2. CHECK IF TRANSMISSION SOLENOID DTCS ARE PRESENT

Are there any transmission solenoid, speed sensor and/or any other transmission electrical related
DTCs present?
Yes
No
Go To 3.

Yes
 Go To 4.
No
Correct the fluid level in accordance with the Service Information. Refer to FLUID AND

FILTER , STANDARD PROCEDURE .
4. CHECK ENVIRONMENTAL DATA
1. With the scan tool, check environmental data for P1731.
Did the environmental data show the code setting during a 3-4 upshift or 4-3 downshift?
Yes
NOTE: Debris may enter through the vents in the top of the valvebody.
The debris can be a very small sliver that is visibly unnoticable
unless flushing onto a fine filter paper. The debris has the
potential to stick the 3-4 Shift Pressure or 3-4 Holding valves. If
either valve is stuck during a 3-4 upshift or 4-3 downshift, a shift
flare, bump shift, harsh shift, or neutraling out will occur.
 Flush and clean the Valve Body in accordance with the Service Information. Refer to UNIT,
ELECTROHYDRAULIC CONTROL , CLEANING . Pay particular attention to the 3-4
shift pressure and 3-4 holding valve.
No
Go To 5.

5. CHECK FOR INTERNAL TRANSMISSION PROBLEM

1. Check for an internal Transmission mechanical problem(s).
2. Remove the Transmission Oil Pan and inspect for excessive debris or a plugged Transmission Oil
Filter. Refer to FLUID AND FILTER , STANDARD PROCEDURE .
3. Inspect the valve body for foreign material, starting with the four valves associated with the shift
described in the environmental data (shift pressure, holding, overlap, command), and continue on to
the other valves.
4. This DTC is usually set due to an internal transmission problem such as but not limited to: stuck
solenoid valve and/or contamination in the valve body, broken springs, leaking clutch seals,
dislodged or broken snap ring etc.
5. Inspect the internal transmission.
Yes
 Repair as necessary in accordance with the Service Information.

No
TCM in accordance with the Service Information. Refer to MODULE, TRANSMISSION
CONTROL , REMOVAL .
P2638-TORQUE MANAGEMENT FEEDBACK SIGNAL PERFORMANCE
THEORY OF OPERATION
The Transmission Control Module (TCM) requests torque reductions over the CAN bus during a transmission
shift to improve shift quality. The TCM verifies that the PCM / ECM has performed the requested torque
reduction by monitoring the response to the request. If the response is not within a specified tolerance, the TCM
increments a counter, and if this counter reaches a threshold, the DTC sets.
WHEN MONITORED:
Engine intervention active for at least 20 ms, no engine torque errors, engine torque demand is greater than 0.
SET CONDITION:
Torque Reduction acknowledge bit - not set, no shift aborts, the error flag Torque Reduction Acknowledge is
not set, Powertrain controller not supporting torque requests.
POSSIBLE CAUSES
Possible Causes
CAN BUS CIRCUIT DTC PRESENT
POWERTRAIN / ENGINE CONTROL MODULE (PCM OR ECM)
DIAGNOSTIC TEST
1. CHECK FOR ENGINE DTC PRESENT

1. With the scan tool, check engine DTCs.
Yes

No
Go To 2.

2. CHECK FOR CAN BUS DTCS

1. With the scan tool, check for any CAN bus DTCs or a sign of a CAN bus failure.
Are there any CAN bus DTCs present in any module other than the TCM or an overall indication of
a CAN bus communication problem?
Yes
 This is an indication of a CAN bus communication problem. Depending on the DTC, refer to
the module reporting the DTC and perform diagnostics for the appropriate symptom.
No
Go To 3.

3. CHECK IF DTC RESETS

2. Replace and program the Powertrain Control Module in accordance with the Service Information.
Refer to MODULE, POWERTRAIN CONTROL for the appropriate service procedure.
Did the DTC P2638-TORQUE MANAGEMENT FEEDBACK SIGNAL PERFORMANCE reset?
Yes
CONTROL , REMOVAL .
No
 Test Complete.
P2767-INPUT SPEED SENSOR 2 CIRCUIT NO SIGNAL


THEORY OF OPERATION
The Input Speed Sensor 2 (N3) is one of two hall effect speed sensors that are used by the Transmission Control
Module (TCM) to calculate the transmissions turbine speed. Since the turbine speed could not be measured
directly, two of the drive elements are measured. Two input speed sensors are required because both elements
are not active in all gears.
WHEN MONITORED:
Engine speed greater than 450 RPM with none of the following DTCs present: engine speed, TCM
undervoltage, output speed sensor, and/or rear wheel speed DTCs. Also required are all wheel speeds above 250
RPM and no wheel slip detected (signal from the ABS system).
SET CONDITION:
If the Input Speed Sensor 2 (N3) signal is equal to 0 RPM.
POSSIBLE CAUSES
Possible Causes
(T72) SENSOR SUPPLY VOLTAGE CIRCUIT OPEN
(T71) INPUT SPEED SENSOR 2 (N3) SIGNAL CIRCUIT OPEN
(T71) SPEED SENSOR 2 (N3) SIGNAL CIRCUIT SHORTED TO ANOTHER CIRCUIT
(T13) SENSOR GROUND CIRCUIT OPEN
(T13) SENSOR GROUND CIRCUIT SHORTED TO ANOTHER CIRCUIT
(T71) SPEED SENSOR 2 (N3) SIGNAL CIRCUIT SHORTED TO GROUND
(T13) SENSOR GROUND CIRCUIT SHORTED TO GROUND
INPUT SPEED SENSOR 2 (N3)
DIAGNOSTIC TEST
NOTE: The Transmission Control Module stores under Environmental Data the
transmission operating conditions when the DTC was set. Before erasure
of any DTC, record all information pertaining to the DTC, even if there is
more than one DTC stored.
1. With the scan tool, erase transmission DTCs.

2. Using the Environmental Data previously recorded, drive the vehicle and try to duplicate the
Yes
 Go To 2.
No
Go To 10.

2. CHECK THE (T72) SENSOR SUPPLY VOLTAGE CIRCUIT FOR AN OPEN
Fig. 102: Checking Sensor Supply Voltage Circuit For An Open



4. Measure the resistance of the (T72) Sensor Supply Voltage circuit from the TCM C2 harness
connector to the Electrohydraulic Control Unit Assembly harness connector.
Yes
 Repair the (T72) Sensor Supply Voltage circuit for an open.

No
Go To 3.

3. CHECK THE (T71) INPUT SPEED SENSOR 2 (N3) SIGNAL CIRCUIT FOR AN OPEN
Fig. 103: Checking Input Speed Sensor 2 Signal Circuit For An Open
1. Measure the resistance of the (T71) Input Speed Sensor 2 (N3) Signal circuit from the TCM C2
harness connector to the Electrohydraulic Control Unit Assembly harness connector.

Yes
 Repair the (T71) Input Speed Sensor 2 (N3) Signal circuit for an open.
No
Go To 4.

4. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR AN OPEN


1. Measure the resistance of the (T13) Sensor Ground circuit from the TCM C2 harness connector to

Yes
 Repair the (T13) Sensor Ground circuit for an open.

No
Go To 5.

ANOTHER CIRCUIT(S)
Fig. 105: Checking Input Speed Sensor 2 Signal Circuit For Short To Another Circuit
1. Measure the resistance of the (T71) Input Speed Sensor 2 (N3) Signal circuit to all the other circuits
Is the resistance below 5.0 Ohms between the (T71) Input Speed Sensor 2 (N3) Signal circuit and
any other circuit(s) in the Electrohydraulic Control Unit Assembly harness connector?
Yes
 Repair the (T71) Input Speed Sensor 2 (N3) Signal circuit for a short to another circuit(s).
No
Go To 6.

GROUND
Fig. 106: Checking Input Speed Sensor 2 Signal Circuit For Short To Ground
1. Measure the resistance between ground and the (T71) Input Speed Sensor 2 (N3) Signal circuit.
Yes
 Repair the (T71) Input Speed Sensor 2 (N3) Signal circuit for a short to ground.
No
Go To 7.

7. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT(S)
Fig. 107: Checking Sensor Ground Circuit For Short To Another Circuit
1. Measure the resistance between the (T13) Sensor Ground circuit to all the other circuits in the
Electrohydraulic Control Unit Assembly harness connector.
Is the resistance below 5.0 Ohms between the (T13) Sensor Ground circuit and any other circuit(s)
in the Electrohydraulic Control Unit Assembly harness connector?
Yes
 Repair the (T13) Sensor Ground circuit for a short to another circuit(s).
No
Go To 8.

8. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR A SHORT TO GROUND

Fig. 108: Checking Sensor Ground Circuit For Short To Ground

1. Measure the resistance between ground and the (T13) Sensor Ground circuit.
Yes
 Repair the (T13) Sensor Ground circuit for a short to ground.

No
Go To 9.

9. CHECK THE INPUT SPEED SENSOR 2 (N3) SIGNAL
Fig. 109: Checking The Input Speed Sensor 2 Signal

Fig. 110: Typical 5-Volt Square Wave Pattern Chart


2. Using a Lab Scope, backprobe the (T71) Input Speed Sensor 2 (N3) Signal circuit at the TCM C2
harness connector.
WARNING: Properly support the vehicle.

3. Raise all drive wheels off the ground.

5. Place gear selector in drive and increase vehicle speed to engage 2nd gear.
6. Compare the scope pattern on the Lab Scope with a typical 5-volt square wave pattern.
Is the scope pattern comparable to the typical 5-volt square wave signal scope pattern?
Yes
CONTROL , REMOVAL .
No
Replace the Input Speed Sensor 2 (N3). Refer to UNIT, ELECTROHYDRAULIC


CONTROL , REMOVAL .
Yes
No
 Test Complete.
P2783-TORQUE CONVERTER TEMPERATURE TOO HIGH
THEORY OF OPERATION
The Transmission Control Module (TCM) monitors the friction loss of the torque converter clutch while it is in
slipping mode. The TCM calculates friction loss using CAN communication signals such as, engine speed and
engine torque, as well as the torque converter turbine speed computed by the TCM. Depending on the friction
loss calculated in each program cycle, a corresponding value is added to a factor as long as the torque converter
clutch is in slipping mode. The factor is set to 0 when the clutch is opened. If the factor reaches a specified
value a DTC is set.
WHEN MONITORED:
When the solenoid supply voltage is active. With no reporting Input Speed Sensor 1 or 2 (N2 - N3), CAN Bus,
PCM, CAN Engine, and/or CAN Engine Speed DTCs present. Torque Converter Clutch in slip mode.
SET CONDITION:
When the friction loss factor reaches threshold.
POSSIBLE CAUSES
Possible Causes
INTERNAL TRANSMISSION OR TORQUE CONVERTER CLUTCH PROBLEM
DIAGNOSTIC TEST
1. CHECK FOR AN INTERNAL TRANSMISSION PROBLEM

1. This DTC is an informational DTC.
3. This is usually a sign of Torque Converter Clutch failure or an internal transmission problem.
4. Check the Engine and Transmission Cooling Systems for proper operation.
Repair
 Repair internal Transmission, Torque Converter, and/or Transmission and Engine Cooling
systems as necessary. Refer to DIAGNOSIS AND TESTING .
P2784-INPUT SPEED SENSOR 1/2 CORRELATION

THEORY OF OPERATION
The Input Speed Sensors 1 and 2 (N2 - N3) will report the same speed in 2nd, 3rd and 4th gears. If the Input
Speed Sensor 1 and 2 signals are not the same in these gears, the DTC will set.
WHEN MONITORED:
Engine speed greater than 450 RPM, no engine speed DTCs, no TCM undervoltage system operation, no output
speed sensor DTCs (CAN signal from the ABS system), all wheel speeds above 250 RPM (CAN signal from
the ABS system), no rear wheel speed DTCs (signal from the ABS system), and no wheel slip detected (CAN
signal from the ABS system), no shifting operation, Input Speed Sensor 2 (N3) greater than 800 RPM and Input
Speed Sensor 1 (N2) greater than 0 RPM and the TCM not in reset.
SET CONDITION:
If the speed difference between the Input Speed Sensors 1 and 2 (N2 - N3) is greater than 150 RPM.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. CHECK FOR SPEED SENSOR OR SENSOR SUPPLY VOLTAGE DTCS

Are any Input Speed Sensor and/or Sensor Supply Voltage DTCs present?
Yes
No
Go To 2.

2. CHECK TO SEE IF INPUT SENSOR MISMATCH IS CURRENT
operating conditions under which the DTC originally set and is located in
scan tool under Environmental Data. Before erasing any stored DTCs,
record any available data to assist in duplicating the conditions in which
the DTC originally set.
Did the DTC P2784-INPUT SPEED SENSOR 1/2 CORRELATION reset?
Yes
 Go To 3.
No
Go To 4.

2. Remove the Transmission Oil Pan and inspect for debris, a plugged Transmission Oil Filter, or any
sign of an internal transmission problem.
Is there any debris, plugged Transmission Oil Filter, or any sign of an internal transmission
problem?
Yes
 Repair as necessary. Refer to DIAGNOSIS AND TESTING .

No

CONTROL , REMOVAL .
Yes
No
 Test Complete.
U0002-CAN C BUS OFF PERFORMANCE
THEORY OF OPERATION
bus that allows real time control capability between various controllers. Most messages are sent every 20 mSec,
this means critical information can be shared between controllers. The CAN C bus is a two wire bus with a
CAN (+) and a CAN (-) circuit. To reduce the potential of radio and other electrical noise interference, the CAN
Bus circuit wiring is manufactured in a twisted pair within the electrical harness.
WHEN MONITORED:
SET CONDITION:
The TCM detects an: open, short to ground, short to voltage of the CAN C (+) or CAN C (-) circuits, short
between the CAN C (+) or CAN C (-) circuits.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. CHECK FOR AN OVERALL CAN COMMUNICATION BUS FAILURE

1. With the scan tool, check for CAN DTCs.
Are there any CAN C Bus failure, or one or more CAN C Bus DTCs?
Yes
 Refer to DTC Based Diagnostics and perform the appropriate diagnostic procedure. Perform
the diagnostic procedure for U0001-CAN C BUS DTC first if it is present.
No
Go To 2.


Did the DTC U0002-CAN C BUS OFF PERFORMANCE reset?
Yes
CONTROL , REMOVAL .
No
Go To 3.



Yes
No
 Test Complete.
U0100-LOST COMMUNICATION WITH ECM/PCM
THEORY OF OPERATION
WHEN MONITORED:
U0002-CAN C BUS OFF PERFORMANCE not present. One second after ignition on and not in Park or
Neutral, no System Overvoltage or System Undervoltage condition present, or the transmission in Park or
Neutral and engine RPM greater than 850 RPM.
SET CONDITION:
The DTC will set if a CAN ID was not received in the required time from the ECM or PCM.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. CHECK FOR CAN C BUS COMMUNICATION DTCS

Is DTC U0001-CAN C BUS or U0100-LOST COMMUNICATION WITH ECM/PCM set?
Yes
the diagnostic procedure for U0001-CAN C BUS first if it is present.
No
Go To 2.


Did the DTC U0100-LOST COMMUNICATION WITH ECM/PCM reset?
Yes
No
Go To 3.


Yes
No
 Test Complete.
U0103-LOST COMMUNICATION WITH ELECTRIC GEAR SHIFT MODULE
THEORY OF OPERATION
the Electronic Shift Modules (ESM) over the CAN C bus. The CAN C bus is a high speed communication bus
that allows real time control capability between various controllers. Most messages are sent every 20 mSec, this
means critical information can be shared between multiple controllers almost instantaneously. The CAN C bus
is a two wire bus with a CAN (+) and a CAN (-) circuit. To reduce the potential of radio and other electrical
WHEN MONITORED:
SET CONDITION:
The DTC will set if a valid CAN ID was not received in the required time from the Electronic Gear Shift
Module.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

1. Using the scan tool, check for CAN DTCs.
Is DTC U0001-CAN C BUS DTC or U0100-LOST COMMUNICATION WITH ECM/PCM set?
Yes
 Refer to DTC Based Diagnostics and perform the diagnostic procedure for U0001-CAN C
BUS.
No
Go To 2.


2. Using the scan tool, erase Transmission DTCs.
4. Using the scan tool, read Transmission DTCs.
Did the DTC U0103-LOST COMMUNICATION WITH ELECTRIC GEAR SHIFT MODULE
reset?
Yes
CONTROL , REMOVAL .
No
 Go To 3.

Yes
No
 Test Complete.
U0114-LOST COMMUNICATION WITH FINAL DRIVE CONTROL MODULE
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The DTC will set if a valid CAN ID was not received in the required time from the Final Drive control module.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

1. Using the scan tool, check for CAN DTCs.
Is DTC U0001-CAN C BUS DTC or U0114-LOST COMMUNICATION WITH FINAL DRIVE

CONTROL MODULE set?
Yes
 Refer to the appropriate Diagnostic Information and perform the diagnostic procedure for
U0001-CAN C BUS.
No
Go To 2.


2. Using the scan tool, erase Transmission DTCs.
4. Using the scan tool, read Transmission DTCs.
Did the DTC U0114-LOST COMMUNICATION WITH FINAL DRIVE CONTROL MODULE
reset?
Yes
CONTROL , REMOVAL .
No
Go To 3.


Yes
No
 Test Complete.
U0121-LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The DTC will set if a valid CAN ID was not received in the required time from the ABS.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Is DTC U0001-CAN C BUS DTC or U0121-LOST COMMUNICATION WITH ANTI-LOCK

BRAKE MODULE set?
Yes
No
Go To 2.


Did the DTC U0121-LOST COMMUNICATION WITH ANTILOCK BRAKE MODULE reset?
Yes

No
Go To 3.


Yes
No
 Test Complete.
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The DTC will set if a valid CAN ID was not received in the required time.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Is DTC U0001-CAN C BUS DTC or U0101-LOST COMMUNICATION WITH TCM?
Yes
No
Go To 2.


Did the DTC U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE reset?
Yes
No
Go To 3.


Yes
No
 Test Complete.
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The DTC will set if a valid CAN ID was not received in the required time from the Cluster/CCN.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Is DTC U0001-CAN C BUS DTC or U0155-LOST COMMUNICATION WITH CLUSTER/CCN

set?
Yes
No
Go To 2.


Did the DTC U0155-LOST COMMUNICATION WITH CLUSTER/CCN reset?
Yes
No
Go To 3.


Yes
No
 Test Complete.
U0164-LOST COMMUNICATION WITH HVAC CONTROL MODULE
THEORY OF OPERATION
WHEN MONITORED:

SET CONDITION:
The DTC will set if a valid CAN ID was not received in the required time from the HVAC Control Module.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Is DTC U0001-CAN C BUS DTC or U0164-LOST COMMUNICATION WITH HVAC

CONTROL MODULE set?
Yes
No
Go To 2.


Did the DTC U0164-LOST COMMUNICATION WITH HVAC CONTROL MODULE reset?
Yes
No
Go To 3.


Yes
No
 Test Complete.
U0401-IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM
THEORY OF OPERATION
certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper
number of bytes for each ID.
WHEN MONITORED:
Continuously with the ignition on, one valid CAN message received at least once, and no U0002-CAN C Bus
Off Performance DTC present.
SET CONDITION:
When the TCM detects an incorrect CAN message from the Engine Control Module (ECM).
POSSIBLE CAUSES
Possible Causes
CAN BUS DTCS
ENGINE DTCS
DIAGNOSTIC TEST
1. CHECK IF CAN BUS DTCS ARE PRESENT

Are there any CAN BUS DTCs present?
Yes
 Refer to DTC Based Diagnostics and perform the appropriate diagnostic procedure.
No
Go To 2.


Yes
No

U0404-IMPLAUSIBLE DATA RECEIVED FROM ESM
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the TCM detects an incorrect CAN ID from the Electronic Shift Module (ESM).
POSSIBLE CAUSES
Possible Causes
CAN BUS DTCS PRESENT
ELECTRONIC SHIFT MODULE DTCS PRESENT
DIAGNOSTIC TEST

Yes
No
Go To 2.

2. ELECTRONIC SHIFT MODULE DTCS PRESENT

1. With the scan tool, read Electronic Shift Module (ESM) DTCs.
Are there any ESM DTCs present?
Yes
No
U0414-IMPLAUSIBLE DATA RECEIVED FROM FDCM
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the TCM detects an incorrect CAN ID from the Final Drive Control Module (FDCM).
POSSIBLE CAUSES
Possible Causes
FINAL DRIVE CONTROL MODULE (FDCM) DTCS PRESENT
PROCEDURE.
DIAGNOSTIC TEST

Yes
No
Go To 2.


1. With the scan tool, read Final Drive Control Module (FDCM) DTCs.
Are there any FDCM DTCs present?
Yes
No
U0415-IMPLAUSIBLE DATA RECEIVED FROM ABS
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the TCM detects an incorrect CAN ID from the ABS control module.
POSSIBLE CAUSES
Possible Causes
FCM CAN BUS DTCS PRESENT
ABS DTCS PRESENT
DIAGNOSTIC TEST

1. With the scan tool, check for CAN BUS DTCs.
Yes
No
Go To 2.


Yes
No
U0431-IMPLAUSIBLE DATA FROM FCM
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the TCM detects an incorrect CAN ID from the Front Control Module (FCM).
POSSIBLE CAUSES
Possible Causes
FCM CAN BUS DTCS PRESENT
DIAGNOSTIC TEST

Yes

No
U110B-LOST ENGINE COOLANT MESSAGE
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The DTC will set if a valid CAN ID was not received in the required time from the ECM/PCM.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. CHECK THE FOR CAN C BUS COMMUNICATION DTCS

Is DTC U0001-CAN C BUS DTC or U0100-LOST COMMUNICATION WITH ECM/PCM set?
Yes
No
Go To 2.


Did the DTC U110B-LOST ENGINE COOLANT MESSAGE reset?
Yes
No
Go To 3.


Yes
No
 Test Complete.
U1118-LOST ENGINE VARIANT MESSAGE
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The DTC will set if a valid CAN ID was not received in the required time from the ECM/PCM.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Is DTC U0001-CAN C BUS or U0100-LOST COMMUNICATION WITH ECM/PCM set?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the diagnostic procedure for U0001-
CAN C BUS first, if it is present.
No
Go To 2.


Did the DTC U1118-LOST ENGINE MESSAGE reset?
Yes
No
Go To 3.


Yes
No
 Test Complete.
U1119-LOST IPM (FCM/TIPM/BCM) VARIANT MESSAGE
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The DTC will set if a valid CAN ID was not received in the required time from the Totally Integrated Power
Module (TIPM).
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Is DTC U0001-CAN C BUS or U0101-LOST COMMUNICATION WITH TCM set?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the diagnostic procedure for U0001-
CAN C BUS first, it present.
No
Go To 2.


Did the DTC U1119-LOST FCM MESSAGE reset?
Yes
No
 Go To 3.

Yes
No
 Test Complete.
U1400-IMPLAUSIBLE TPS SIGNAL RECEIVED
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the TCM detects an incorrect CAN ID from the PCM.
POSSIBLE CAUSES
Possible Causes
PCM DTCS PRESENT
DIAGNOSTIC TEST

Yes
No
Go To 2.

2. CHECK IF ECM/PCM DTCS ARE PRESENT

1. With the scan tool, read engine DTCs.
Yes

No
CONTROL , REMOVAL .
U1401-IMPLAUSIBLE ENGINE SPEED SIGNAL RECEIVED
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
TIPM CAN BUS DTCS PRESENT
PCM DTCS PRESENT
DIAGNOSTIC TEST

Yes
No
Go To 2.


Yes

No
CONTROL , REMOVAL .
U1402-IMPLAUSIBLE ENGINE TEMPERATURE SIGNAL RECEIVED
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PCM DTCS PRESENT
DIAGNOSTIC TEST

Yes
No
Go To 2.


Yes

No
CONTROL , REMOVAL .
U1404-IMPLAUSIBLE STATIC ENGINE TORQUE SIGNAL RECEIVED
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PCM DTCS PRESENT
DIAGNOSTIC TEST

Yes
No
Go To 2.


Yes

No
CONTROL , REMOVAL .
U1405-IMPLAUSIBLE MINIMUM ENGINE TORQUE SIGNAL RECEIVED
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PCM DTCS PRESENT
DIAGNOSTIC TEST

Yes
No
Go To 2.


Yes

No
CONTROL , REMOVAL .
U1406-IMPLAUSIBLE MAXIMUM ENGINE TORQUE SIGNAL RECEIVED
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PCM DTCS PRESENT
DIAGNOSTIC TEST

Yes
No
Go To 2.


Yes

No

CONTROL , REMOVAL .
U1407-IMPLAUSIBLE ENGINE TORQUE REQUEST SIGNAL RECEIVED
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PCM DTCS PRESENT
DIAGNOSTIC TEST

Yes
No
Go To 2.


Yes

No
CONTROL , REMOVAL .
U1408-IMPLAUSIBLE BRAKE SIGNAL RECEIVED
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
ABS DTCS PRESENT
DIAGNOSTIC TEST

Yes
No
Go To 2.


Yes
No
U1409-IMPLAUSIBLE LEFT FRONT WHEEL SPEED SIGNAL RECEIVED

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
ABS CONTROL MODULE DTCS PRESENT
DIAGNOSTIC TEST

Yes
No
Go To 2.


Yes
No
U140A-IMPLAUSIBLE RIGHT FRONT WHEEL SPEED SIGNAL RECEIVED
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
Go To 2.


Yes
No
PROCEDURE.
U140B-IMPLAUSIBLE LEFT REAR WHEEL SPEED SIGNAL RECEIVED
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
Go To 2.


Yes
No

U140C-IMPLAUSIBLE RIGHT REAR WHEEL SPEED SIGNAL RECEIVED
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
Go To 2.


Yes
No
U140F-IMPLAUSIBLE ENGINE VARIANT DATA
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PCM DTCS PRESENT

DIAGNOSTIC TEST

Yes
No
Go To 2.


Yes

No
CONTROL , REMOVAL .
U1410-IMPLAUSIBLE IPM (FCM/TIPM/BCM) VARIANT DATA

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the TCM detects an incorrect CAN ID from the Totally Integrated Power Module (TIPM).
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
U1505-IMPLAUSIBLE MESSAGE DATA LENGTH RECEIVED FROM FDCM
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the TCM detects an incorrect CAN ID from the Final Drive Control Module (FDCM).
POSSIBLE CAUSES
Possible Causes
FINAL DRIVE CONTROL MODULE DTCS PRESENT
PROCEDURE.
DIAGNOSTIC TEST

Yes
No
Go To 2.


1. With the scan tool, read Final Drive Control Module (FDCM) DTCs.
Are there any FDCM DTCs present?
Yes
No
U1507-IMPLAUSIBLE ENGINE TEMPERATURE MESSAGE DATA LENGTH RECEIVED
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PCM DTCS PRESENT
DIAGNOSTIC TEST

Yes
No
Go To 2.


Yes

No
CONTROL , REMOVAL .
U1508-IMPLAUSIBLE MESSAGE DATA LENGTH RECEIVED FROM ESM
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the TCM detects an incorrect CAN ID from the Electronic Shift Module (ESM).
POSSIBLE CAUSES
Possible Causes
ELECTRONIC SHIFT MODULE (ESM) DTCS PRESENT
DIAGNOSTIC TEST

Yes
No
Go To 2.


1. With the scan tool, read Electronic Shift Module (ESM) DTCs.
Are there any ESM DTCs present?
Yes
No
CONTROL , REMOVAL .
U1509-IMPLAUSIBLE ENGINE VARIANT MESSAGE DATA LENGTH RECEIVED
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PCM DTCS PRESENT
DIAGNOSTIC TEST

Yes
PROCEDURE.
No
Go To 2.


Yes

PROCEDURE.
No
CONTROL , REMOVAL .
PROCEDURE.
U150A-IMPLAUSIBLE IPM (FCM/TIPM/BCM) VARIANT MESSAGE DATA LENGTH RECEIVED
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the TCM detects an incorrect CAN ID from the front Control Module (FCM).
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
STANDARD PROCEDURE
NAG1 PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE
Perform the following pre-diagnostic troubleshooting procedures prior to performing any diagnostic test.
NOTE: Due to different power control configurations, the Transmission Control Relay
(if equipped) may be referred to as a PCM relay.
NOTE: Incorrect fluid level, and/or poor fluid condition can be the cause of many
transmission problems. Visually inspect the transmission and cooler lines for
leakage and repair as necessary and adjust the fluid level per the Service
Information.
Always perform diagnostics with a fully charged battery to avoid false symptoms.
1. With the scan tool, read the engine DTCs. Check and repair all engine DTCs prior to performing
transmission symptom diagnostic procedures.
2. With the scan tool, read and record all Transmission DTCs. Record the controller software version and
variant ID (configuration or level).
NOTE: Check for any Service Information Tune-ups or Technical Service Bulletins
(TSB) that may apply.
is located using a scan tool under Environmental Data. Before erasing any
stored DTCs, it is recommended to record all available data to assist in
troubleshooting and duplicating the conditions and in which the DTC
originally set.
3. Verify the current software level of transmission controller. Various problems are corrected by software
upgrades (flash) to the transmission controller.
NOTE: If a TCM software update is performed, all DTC information (Environmental

Data) will be lost.
4. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors to all components
related to the transmission and shift lever assembly. Clean and repair as necessary.
5. Most DTCs set on start up but some may only set by driving the vehicle. Note the when monitored and
set conditions of the reported DTC. If variant DTCs are present, perform their respective test first.
6. Verify the axle ratio and transfer case ratio.
NOTE: The Transfer case ratio must be programmed using the scan tool under
the appropriate gateway module (FCM, FDCM, and/or TIPM) even if
equipped with AWD or NO transfer case. Validate that the left to right tire
sizes on each axle are the same. Do not perform diagnostics using a
space-saver spare tire. Invalid tire sizes (right to left) may cause erroneous
DTCs to set.
DIAGNOSTIC TEST
1. Did any of the above procedures repair the vehicle?
Yes
VERIFICATION TEST.
No
NAG1 TRANSMISSION VERIFICATION TEST
To validate that the repair(s) fixed the vehicle, perform the following steps.
1. Reconnect any disconnected components.

2. Connect the scan tool to the Data Link Connector.
3. With the scan tool, erase ABS DTCs.
4. With the scan tool, erase PCM DTCs.
5. With the scan tool, erase TCM DTCs.
CAUTION: Apply the parking brake.
NOTE: The Transmission Temperature can only be read while in Reverse or Drive.
6. With the scan tool, display the Transmission temperature. Start and run the engine until the Transmission
temperature is above 43° C (110° F).
7. If internal transmission components were repaired or replaced check the Transmission fluid and adjust if
necessary. Refer to the Service Information for the proper Fluid Fill procedure. Refer to FLUID AND
FILTER , STANDARD PROCEDURE .
8. If the TCM (EGS) is flashed or replaced, with the scan tool, perform an EGS initialization to relearn
variant coding.
9. If internal transmission repairs are performed or replacement of the Transmission Control Module,
perform a TCM ADAPTATION procedure. Refer to MODULE, TRANSMISSION CONTROL ,
10. After performing the above procedures, perform the Road Test Procedure.
ROAD TEST PROCEDURE
1. Road test the vehicle. Make fifteen to twenty 1-2, 2-3, 3-4, and 4-5 upshifts.
2. Perform these shifts from a standing start to 72 Km/h (45 mph) with a constant throttle opening of 20 to
25 degrees.
3. With speeds below 40 Km/h (25 mph), make five to eight wide open throttle kickdowns to 1st gear.
Allow at least five seconds each in 2nd and 3rd gear between each kickdown.
DIAGNOSTIC TEST
1. Did any DTCs set?
Yes
 Refer to the appropriate Diagnostic Information and perform the appropriate symptom(s).
No
2011 ACCESSORIES AND EQUIPMENT Video Entertainment System (VES3) - Electrical Diagnostics - Grand
Cherokee
Video Entertainment System (VES3) - Electrical Diagnostics - Grand Cherokee

DTC Description
B142B VES UNIT HIGH TEMPERATURE
B14CE VES BRIGHTNESS UP INPUT BUTTON STUCK
B14CF VES BRIGHTNESS DOWN INPUT BUTTON STUCK
B14E0 CHANNEL 1 VIDEO CONTINUITY
B14E1 CHANNEL 1 AUDIO LEFT CONTINUITY
B14E2 CHANNEL 1 AUDIO RIGHT CONTINUITY
B14E3 CHANNEL 2 VIDEO CONTINUITY
B210A SYSTEM VOLTAGE LOW
B210B SYSTEM VOLTAGE HIGH
B21A1 ECU RESET/RECOVERY OCCURRED
B222B VEHICLE ENTERTAINMENT SYSTEM INTERNAL
U0011 CAN INTERIOR BUS OFF PERFORMANCE
U0159 LOST COMMUNICATION WITH PARKING ASSIST CONTROL MODULE
U1158 LOST COMMUNICATION WITH SATELLITE VIDEO RECEIVER (SDARV)

B142B-VES UNIT HIGH TEMPERATURE
WHEN MONITORED:
With the ignition on. VES active.

Cherokee
SET CONDITION:
The Video Screen Module temperature is above 90°C (194°F).
POSSIBLE CAUSES
Possible Causes
VIDEO SCREEN MODULE HIGH TEMPERATURE
DIAGNOSTIC TEST
1. VIDEO SCREEN MODULE HIGH TEMPERATURE

2. With the scan tool, clear all VES DTCs.
3. Turn the VES on.
4. With the scan tool, read the DTC information.
Does the scan tool read: B142B-VES UNIT HIGH TEMPERATURE?
Yes
 Turn the Video Screen Module off and allow the unit to cool.
No
 Test Complete.
B14CE-VES BRIGHTNESS UP INPUT BUTTON STUCK
WHEN MONITORED:
SET CONDITION:
The Video Screen Module detects a closed switch for 60 seconds.
POSSIBLE CAUSES
Possible Causes
VIDEO SCREEN MODULE
DIAGNOSTIC TEST
Cherokee
1. VERIFY OPERATION OF THE BUTTON

2. Press and release the button three times.
3. Wait 30 seconds.
Is DTC B14CE-VES BRIGHTNESS UP INPUT BUTTON STUCK active?
Yes
 Replace the Video Screen Module in accordance with the Service Information.
No
 Test complete.
B14CF-VES BRIGHTNESS DOWN INPUT BUTTON STUCK
WHEN MONITORED:
SET CONDITION:
The Video Screen Module detects a closed switch for 60 seconds.
POSSIBLE CAUSES
Possible Causes
VIDEO SCREEN MODULE
DIAGNOSTIC TEST
1. VERIFY OPERATION OF THE BUTTON

2. Press and release the button three times.
3. Wait 30 seconds.
Is DTC: active?
Cherokee
Yes
 Replace the Video Screen Module in accordance with the Service Information.
No
 Test complete.
B14E0-CHANNEL 1 VIDEO CONTINUITY

Cherokee
Cherokee
Fig. 1: Video Screen Module Wiring Diagram

THEORY OF OPERATION
When the ignition switch is in the RUN position, and the radio is in the video mode. The radio sends a video
signal to the Video Screen Module, using circuits (X534) video 1 signal , (X535) video 1 common and (X536)
video 1 shield, which displays on the video screen.
WHEN MONITORED:
Ignition on, and the radio is in the video mode.
SET CONDITION:
No video is displayed on the rear video screen.
POSSIBLE CAUSES
Possible Causes
(X534) VIDEO 1 SIGNAL CIRCUIT OPEN
(X535) VIDEO 1 COMMON CIRCUIT OPEN
(X536) VIDEO 1 SHIELD CIRCUIT OPEN
RADIO
VIDEO SCREEN MODULE
DIAGNOSTIC TEST

2. Set the radio in the video mode.
3. With the scan tool, record and erase the VES DTCs.
5. Turn the ignition on and set the radio in the video mode.
6. With the scan tool, read the active VES DTCs.
Does the scan tool display active: B14E0-CHANNEL 1 VIDEO CONTINUITY?
Yes
 Go To 2.
No
Cherokee

2. CHECK THE (X534) VIDEO 1 SIGNAL, THE (X535) COMMON, AND THE (X536) SHIELD
CIRCUITS FOR AN OPEN CIRCUIT
Cherokee
Fig. 2: Checking Video 1 Signal, The Common, And The Shield Circuits For An Open Circuit
Cherokee
1. Disconnect the radio C3 harness connector.

2. Disconnect the Video Screen Module C1 harness connector.
3. Measure the resistance of the (X534), (X535), and (X536) circuits between the Video Screen
Module harness connector and radio C3 harness connector.
Is the resistance below 5.0 Ohms on the (X534), (X535), or (X536) circuits?
Yes
 Replace the Video Screen Module. Refer to MONITOR, MEDIA SYSTEM , REMOVAL .
No
 Repair the appropriate circuit for an open.

B14E1-CHANNEL 1 AUDIO LEFT CONTINUITY

Cherokee
Cherokee

THEORY OF OPERATION
When the ignition switch is in the RUN position, and the radio is in the video mode. The radio sends an audio
signal to the Video Screen Module, using circuits (X539) Channel 1 Audio Left and (X540) Channel 1 Audio
Return.
WHEN MONITORED:
SET CONDITION:
The VES detects an open condition on the Channel 1 Audio Left circuit.
POSSIBLE CAUSES
Possible Causes
(X539) CHANNEL 1 AUDIO LEFT OPEN
(X540) CHANNEL 1 AUDIO RETURN OPEN
VIDEO SCREEN MODULE
RADIO
DIAGNOSTIC TEST

Does the scan tool display active: B14E1-CHANNEL 1 AUDIO LEFT CONTINUITY?
Yes
 Go To 2.
No
Cherokee

2. CHECK THE (X539) CHANNEL 1 AUDIO LEFT OPEN CIRCUIT FOR AN OPEN
Cherokee
Fig. 4: Checking Channel 1 Audio Left Open Circuit For An Open


3. Measure the resistance of the (X539) Channel 1 Audio Left circuit between the radio C3 harness
connector and the Video Screen Module C1 harness connector.
Yes
 Go To 3.
No
Repair the (X539) Channel 1 Audio Left circuit for an open.


3. CHECK THE (X540) CHANNEL 1 AUDIO RETURN CIRCUIT FOR AN OPEN

Cherokee
Fig. 5: Checking Channel 1 Audio Return Circuit For An Open

Cherokee
1. Measure the resistance of the (X540) Channel 1 Audio Return circuit between the radio C3 harness
Yes
No
 Repair the (X540) Channel 1 Audio Return circuit for an open.

B14E2-CHANNEL 1 AUDIO RIGHT CONTINUITY

Cherokee
Cherokee

THEORY OF OPERATION
signal to the Video Screen Module, using circuits (X538) Channel 1 Audio Right and (X540) Channel 1 Audio
Return.
WHEN MONITORED:
SET CONDITION:
The VES detects an open condition on the Channel 1 Audio Right circuit.
POSSIBLE CAUSES
Possible Causes
(X538) CHANNEL 1 AUDIO RIGHT OPEN
VIDEO SCREEN MODULE
RADIO
DIAGNOSTIC TEST

Does the scan tool display active: B14E2-CHANNEL 1 AUDIO RIGHT CONTINUITY?
Yes
 Go To 2.
No
Cherokee

2. CHECK THE (X538) CHANNEL 1 AUDIO RIGHT OPEN CIRCUIT FOR AN OPEN
Cherokee
Fig. 7: Checking Channel 1 Audio Right Open Circuit For An Open

Cherokee

3. Measure the resistance of the (X538) Channel 1 Audio Right circuit between the radio C3 harness
Yes
 Go To 3.
No
Repair the (X538) Channel 1 Audio Right circuit for an open.



Cherokee

Cherokee
Yes
No

B14E3-CHANNEL 2 VIDEO CONTINUITY

Cherokee
Cherokee

THEORY OF OPERATION
When the ignition switch is in the RUN position, and the radio is in the video mode. The radio sends a video
signal to the Video Screen Module, using circuits (X541) video 2 signal, (X542) video 2 common and (X543)
video 2 shield, which displays on the video screen.
WHEN MONITORED:
SET CONDITION:
No video is displayed on the rear video screen.
POSSIBLE CAUSES
Possible Causes
(X541) VIDEO 2 SIGNAL CIRCUIT OPEN
(X542) VIDEO 2 COMMON CIRCUIT OPEN
(X543) VIDEO 2 SHIELD CIRCUIT OPEN
VIDEO SCREEN MODULE
RADIO
DIAGNOSTIC TEST

Does the scan tool display active: B14E3-CHANNEL 2 VIDEO CONTINUITY?
Yes
 Go To 2.
No
Cherokee

2. CHECK THE (X541) VIDEO 2 SIGNAL, THE (X542) COMMON, AND THE (X543) SHIELD
Cherokee
Fig. 10: Checking Video 2 Signal, The Common, And The Shield Circuits For An Open Circuit
Cherokee

3. Measure the resistance of the (X541), (X542), and (X543) circuits between the Video Screen
Module harness connector and radio C3 harness connector.
Is the resistance below 5.0 Ohms on the (X541) (X542) or (X543) circuits?
Yes
No
 Repair the appropriate circuit for an open.


Cherokee
Cherokee

THEORY OF OPERATION
Return.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
VIDEO SCREEN MODULE
RADIO
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Cherokee

Cherokee
Cherokee

Yes
 Go To 3.
No



Cherokee

Cherokee
Yes
No


Cherokee
Cherokee

THEORY OF OPERATION
Return.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
VIDEO SCREEN MODULE
RADIO
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Cherokee

Cherokee
Cherokee

Yes
 Go To 3.
No



Cherokee

Cherokee
Yes
No


Cherokee
Cherokee

THEORY OF OPERATION
Return.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
VIDEO SCREEN MODULE
RADIO
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Cherokee

Cherokee
Cherokee

Yes
 Go To 3.
No



Cherokee

Cherokee
Yes
No


Cherokee
Cherokee

THEORY OF OPERATION
Return.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
VIDEO SCREEN MODULE
RADIO
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Cherokee

Cherokee
Cherokee

Yes
 Go To 3.
No



Cherokee

Cherokee
Yes
No

B210A-SYSTEM VOLTAGE LOW
WHEN MONITORED:
SET CONDITION:
This is a CAN message that the battery voltage was below 10 volts for over 20 seconds.
POSSIBLE CAUSES
Possible Causes
LOW SYSTEM VOLTAGE
DIAGNOSTIC TEST

Yes

Cherokee
No
B210B-SYSTEM VOLTAGE HIGH
WHEN MONITORED:
SET CONDITION:
This is a CAN message that the battery voltage was above 16 volts for over 20 seconds.
POSSIBLE CAUSES
Possible Causes
HIGH SYSTEM VOLTAGE
DIAGNOSTIC TEST

Yes

No
WHEN MONITORED:

Cherokee
SET CONDITION:
Battery voltage less than 10 volts for more than 20 seconds.
POSSIBLE CAUSES
Possible Causes
RESISTANCE IN THE (A1) BATTERY POSITIVE CIRCUIT
(K125) GENERATOR FIELD CONTROL CIRCUIT OPEN
(K125) GENERATOR FIELD CONTROL CIRCUIT SHORTED TO GROUND
BATTERY
GENERATOR
DIAGNOSTIC TEST
NOTE: Make sure the Battery is in good condition. Using the Midtronics Battery
NOTE: Inspect the fuses in the IPM. If an open fuse is found, use the wire
damage.

Does the scan tool display any active battery or charging DTCs?
Yes

No
Cherokee
WHEN MONITORED:
SET CONDITION:
Battery voltage greater than 16 volts for more than 20 seconds.
POSSIBLE CAUSES
Possible Causes
(K125) GENERATOR FIELD CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE
BATTERY
GENERATOR
DIAGNOSTIC TEST
damage.

Does the scan tool display any active battery or charging system DTCs?
Yes
Cherokee

No
B21A1-ECU RESET/RECOVERY OCCURRED
WHEN MONITORED:
Ignition on.
SET CONDITION:
Video Screen Module experiences a reset event.
POSSIBLE CAUSES
Possible Causes
LOW BATTERY VOLTAGE
DIAGNOSTIC TEST
1. LOW BATTERY VOLTAGE

2. With the scan tool, clear all VES DTCs.
3. Turn the ignition off, then on again.
4. With the scan tool read VES DTCs.
Does the scan tool display: B21A1-ECU RESET/RECOVERY OCCURRED?
Yes
 Check for intermittent condition by inspecting the wiring harness and cables for chafed,
pierced, pinched, and partially broken wires.
No
 Test Complete.
Cherokee
B222B-VEHICLE ENTERTAINMENT SYSTEM INTERNAL
WHEN MONITORED:
SET CONDITION:
The Video Screen Module detects an internal failure.
POSSIBLE CAUSES
Possible Causes
VIDEO SCREEN MODULE
DIAGNOSTIC TEST
1. REPLACE THE VIDEO SCREEN MODULE

1. When this DTC is active, replace the Video Screen Module.
Repair
 Replace the Video Screen Module in accordance with the Service Information. Refer to
MONITOR, MEDIA SYSTEM , REMOVAL .
WHEN MONITORED:
SET CONDITION:
Vehicle configuration information not programmed into the TIPM.
POSSIBLE CAUSES
POSSIBLE CAUSES
NO COMMUNICATION WITH TOTALLY INTEGRATED CONTROL MODULE
ACTIVE TIPM DTCs
TOTALLY INTEGRATED CONTROL MODULE (TIPM)
Cherokee
DIAGNOSTIC TEST

2. Turn the ignition off, wait ten seconds then turn the ignition on.
Does the scan tool display: B222C-VEHICLE CONFIGURATION NOT PROGRAMMED?
Yes
 Go To 2.
No

2. VERIFY COMMUNICATION WITH TIPM

1. With the scan tool, read the active modules on the bus.
Does the scan tool show the TIPM active on the bus?
Yes
 Go To 3.
No
Refer to DIAGNOSIS AND TESTING and perform the No Response from TIPM

3. CHECK TIPM FOR ACTIVE DTCS
2. Turn the ignition off. Wait approximately ten seconds.
Are any active DTCs present?
Yes
Cherokee
No
Go To 4.

4. CHECK THE VEHICLE CONFIGURATION INFORMATION WITH SCAN TOOL

1. With the scan tool run an ECU Details Report, read the Original and Current VINs, and the Body
Style of the vehicle.
Does the information displayed match the vehicle?
Yes
No
Go To 5.


1. With the scan tool, restore the vehicle configuration.
2. Turn the ignition off, then back on.
Does the scan tool display B222C-VEHICLE CONFIGURATION NOT PROGRAMMED as

active?
Yes
No
WHEN MONITORED:
Cherokee
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(+) (125k) CIRCUIT
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Refer to DIAGNOSIS AND TESTING , and perform the U0010-CAN Interior Bus
No
U0011-CAN INTERIOR BUS OFF PERFORMANCE
Cherokee
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(+) (125k) CIRCUIT
DIAGNOSTIC TEST
Is this DTC active?
Yes
 Refer to DIAGNOSIS AND TESTING , and perform the U0011-CAN Interior Bus Off
Performance diagnostic procedure.
No

Cherokee
WHEN MONITORED:
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
No
Cherokee
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
Cherokee
No
U0159-LOST COMMUNICATION WITH PARKING ASSIST CONTROL MODULE
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Parking Assist Control Module for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
PARK ASSIST MODULE POWER AND GROUND
PARK ASSIST MODULE
DIAGNOSTIC TEST
proceeding.

Is this DTC active?

Cherokee
Yes
Parking Assist Control Module diagnostic procedure.
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
RADIO
DIAGNOSTIC TEST
proceeding.

Cherokee
Is this DTC active?
Yes
No
U1158-LOST COMMUNICATION WITH SATELLITE VIDEO RECEIVER (SDARV)
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Satellite Video Receiver (SDARV) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
SATELLITE VIDEO RECEIVER POWER AND GROUND
SATELLITE VIDEO RECEIVER
DIAGNOSTIC TEST

Cherokee
proceeding.

Is this DTC active?
Yes
Satellite Video Receiver (SDARV) diagnostic procedure.
No
2011 ACCESSORIES AND EQUIPMENT Video Satellite (SDARV) - Electrical Diagnostics - Grand Cherokee
Video Satellite (SDARV) - Electrical Diagnostics - Grand Cherokee

DTC Description
B1539 SATELLITE VIDEO ANTENNA PERFORMANCE (NOT CONNECTED)
B21A1 ECU RESET/RECOVERY OCCURRED
B2287 SATELLITE VIDEO RECEIVER INTERNAL
U0196 LOST COMMUNICATION WITH VEHICLE ENTERTAINMENT CONTROL
MODULE

B1539-SATELLITE VIDEO ANTENNA PERFORMANCE (NOT CONNECTED)
WHEN MONITORED:
With the ignition on and the Radio in Satellite Video Mode.
SET CONDITION:
If the Satellite Video Module does not detect an Antenna connection, this DTC will set.
POSSIBLE CAUSES
Possible Causes
BAD SATELLITE VIDEO ANTENNA CONNECTION
OPEN SATELLITE VIDEO ANTENNA CABLE
OPEN SATELLITE VIDEO ANTENNA
SATELLITE VIDEO MODULE
DIAGNOSTIC TEST
1. CHECK THE ANTENNA CONNECTION


2. Disconnect the Satellite Video Antenna Cable connector at the Satellite Video Module.
3. Inspect the Satellite Video Antenna connection.
Was the Antenna connection clean and secure?
Yes
 Go To 2.
No
Repair the Antenna connection as needed.


2. TEST THE SATELLITE VIDEO MODULE
NOTE: Move vehicle outside approximately 9.14 m (30 ft.) from any structure.

2. With the scan tool, record, then erase the Satellite Video Module DTCs.
4. Connect the Radio Diagnostic Tool (special tool #9977-6-SAT, Antenna) to the Satellite Video
Antenna connection at the Satellite Video Module.
5. Turn the ignition and the Radio on.
6. Put the Radio in Satellite Video Mode.
7. With the scan tool, read the active Satellite Video Module DTCs.
Does the scan tool display: B1539 Satellite Video Antenna Performance (Not Connected) as
Active?
Yes
 Replace the Satellite Video Module in accordance with the Service Information.
No
Go To 3.

3. TEST THE SATELLITE VIDEO ANTENNA

2. Disconnect the Satellite Video Antenna cable connector at the Satellite Video Antenna.
3. Connect the appropriate Radio Diagnostic Tool (special tool #9977-6-1, Adapter) or (special tool
#9977-6-3, Adapter) to the Satellite Video Antenna cable at the Satellite Video Module.
4. Connect the appropriate Radio Diagnostic Tool (special tool #9977-6-4, Jumper) or (special tool
#9977-6-2, Jumper) to the Satellite Video Antenna cable at the Satellite Video Antenna.
5. Measure the Resistance across the terminals on the tool.
Yes
 Use the Radio Diagnostic Tool (special tool #9977-6, Kit, Radio Antenna Diagnostic) to
locate the open circuit, repair or replace the Satellite Video Antenna cable as necessary.
No
 Replace the Satellite Video Antenna in accordance with the Service Information.
WHEN MONITORED:
SET CONDITION:
Battery voltage less than 9 volts for more than 15 seconds.
POSSIBLE CAUSES
Possible Causes
BATTERY
GENERATOR
DIAGNOSTIC TEST
damage.

Does the scan tool display any active battery or charging DTCs?
Yes

INDEX - NGC and perform the appropriate battery or charging system diagnostic
procedure .
No
WHEN MONITORED:
SET CONDITION:
Battery voltage greater than 16 volts for more than 15 seconds.
POSSIBLE CAUSES
Possible Causes
BATTERY
GENERATOR
DIAGNOSTIC TEST

damage.

Does the scan tool display any active battery or charging system DTCs?
Yes

INDEX - NGC and perform the appropriate battery or charging system diagnostic
procedure .
No
B21A1-ECU RESET/RECOVERY OCCURRED
WHEN MONITORED:
Ignition on.
SET CONDITION:
The Satellite Video Receiver Module (SDARV) experiences a reset event.
POSSIBLE CAUSES
Possible Causes
LOW BATTERY VOLTAGE
DIAGNOSTIC TEST
1. LOW BATTERY VOLTAGE

2. With the scan tool, clear all SDARV DTCs.
3. Turn the ignition off, then on again.
4. With the scan tool read SDARV DTCs.
Does the scan tool display: B21A1-ECU RESET/RECOVERY OCCURRED?
Yes
 Check for intermittent condition by inspecting the wiring harness and cables for chafed,
pierced, pinched, and partially broken wires.
No
 Test Complete.
WHEN MONITORED:
SET CONDITION:
Vehicle configuration information not programmed into the Totally Integrated Power Module (TIPM).
POSSIBLE CAUSES
POSSIBLE CAUSES
NO COMMUNICATION WITH TOTALLY INTEGRATED POWER MODULE (TIPM)
ACTIVE TIPM DTCS
DIAGNOSTIC TEST

2. Turn the ignition off, wait ten seconds then turn the ignition on.
Does the scan tool display: B222C-VEHICLE CONFIGURATION NOT PROGRAMMED?
Yes
 Go To 2.
No

2. VERIFY COMMUNICATION WITH TIPM

1. With the scan tool, read the active modules on the bus.
Does the scan tool show the TIPM active on the bus?
Yes
 Go To 3.
No
Refer to DIAGNOSIS AND TESTING and perform the No Response From TIPM

3. CHECK TIPM FOR ACTIVE DTCS
2. Turn the ignition off. Wait approximately ten seconds.
Are any active DTCs present?
Yes
No
Go To 4.

4. CHECK THE VEHICLE CONFIGURATION INFORMATION WITH SCAN TOOL

1. With the scan tool run an ECU Details Report, read the Original and Current VINs, and the Body
Style of the vehicle.
Does the information displayed match the vehicle?
Yes
No
Go To 5.


1. With the scan tool, restore the vehicle configuration.
2. Turn the ignition off, then back on.
Does the scan tool display B222C-VEHICLE CONFIGURATION NOT PROGRAMMED as

active?
Yes
No
B2287-SATELLITE VIDEO RECEIVER INTERNAL
WHEN MONITORED:
SET CONDITION:
The Satellite Video Receiver detects an internal failure.

POSSIBLE CAUSES
Possible Causes
SATELLITE VIDEO RECEIVER
DIAGNOSTIC TEST
1. REPLACE THE SATELLITE VIDEO RECEIVER

1. When this DTC is active, replace the Satellite Video Receiver.
Repair
 Replace the Satellite Video Receiver in accordance with the Service Information. Refer to
MODULE, SATELLITE VIDEO , REMOVAL .
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(+) (125k) CIRCUIT
DIAGNOSTIC TEST

Is this DTC active?
Yes
No
WHEN MONITORED:
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes

RADIO
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
No
U0196-LOST COMMUNICATION WITH VEHICLE ENTERTAINMENT CONTROL MODULE
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Vehicle Entertainment System (DVD player) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
MONITOR/DVD MEDIA SYSTEM (DVD PLAYER) POWER AND GROUND
MONITOR/DVD MEDIA SYSTEM (DVD PLAYER)
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
Vehicle Entertainment Control Module diagnostic procedure.
No
2011 ACCESSORIES AND EQUIPMENT Wireless Ignition Node (WIN) - Electrical Diagnostics - Grand Cherokee
Wireless Ignition Node (WIN) - Electrical Diagnostics - Grand Cherokee

DTC Description
B1A08 RKE FOB 1 PERFORMANCE
B1A09 RKE FOB 2 PERFORMANCE
B1A0A RKE FOB 3 PERFORMANCE
B1A0B RKE FOB 4 PERFORMANCE
B1A0C RKE FOB 5 PERFORMANCE
B1A0D RKE FOB 6 PERFORMANCE
B1A0E RKE FOB 7 PERFORMANCE
B1A0F RKE FOB 8 PERFORMANCE
B1A10 RKE FOB 1 BATTERY LOW
B1A24 KEY NOT PROGRAMMED
B1A25 INVALID KEY
B1A26 MAXIMUM NUMBER OF KEYS PROGRAMMED
B1A27 SKREEM PROGRAMMING PERFORMANCE
B1A28 ECM MISMATCH WITH SKIM
B1A29 SKIM BASESTATION MISMATCH
B1A35 UNIDENTIFIED KEY COMMUNICATION ERROR
B1A68 STEERING COLUMN LOCK MODULE BOLT CONTROL LOW (WIN)
B1A6B B1A6B STEERING COLUMN LOCK MODULE NOT INITIALIZED
B1A6C SECRET KEY MISMATCH
B1A77 REMOTE START ANTENNA CIRCUIT LOW
B1A79 REMOTE START ANTENNA CIRCUIT OPEN OR NOT CONNECTED
B210A SYSTEM VOLTAGE LOW
B210B SYSTEM VOLTAGE HIGH
B2204 ECU CONFIGURATION MISMATCH
B2205 ORIGINAL VIN MISSING/MISMATCH
B2211 RAIN SENSOR MODULE INITIALIZATION PERFORMANCE

B221D RAIN SENSOR MODULE INTERNAL
B2224 SKREEM INTERNAL
B2254 COLUMN LOCK MODULE INTERNAL
C0077 LOW TIRE PRESSURE
C1501 TIRE PRESSURE SENSOR 1 INTERNAL
C151C TIRE PRESSURE MONITORING (TPM) SENSORS MISSING
P0928 BTSI CONTROL CIRCUIT
U0001 CAN C BUS
U0037 LIN BUS
U0146 LOST COMMUNICATION WITH CENTRAL GATEWAY (TIPM)
U0231 LOST COMMUNICATION WITH LIGHT RAIN SENSING MODULE
U0236 LOST COMMUNICATION WITH COLUMN LOCK MODULE
U1197 SECURITY SEED RESPONSE NOT RECEIVED FROM ECM/PCM

B1A08-RKE FOB 1 PERFORMANCE
WHEN MONITORED:
Continuously.
SET CONDITION:
Scrambled messages to the Wireless Ignition Node (WIN) from the FOBIK transmitter.
POSSIBLE CAUSES
NOTE: The most probable cause that sets this code is the RKE transmitter being
pressed over 1024 times when it is out of range of the Wireless Ignition Node
and it loses synchronization with the rolling code of the WIN. To correct, insert
the FOBIK in the ignition and turn to the on position to synchronize the rolling
code.
Possible Causes
EXCESSIVE PRESSES FROM TRANSMITTER WHEN OUT OF RANGE
FOBIK TRANSMITTER
DIAGNOSTIC TEST

1. Put the FOBIK in the ignition and turn the ignition on.
3. Turn the ignition off and operate the FOBIK in all positions several times.
Yes
 Replace the FOBIK and program using the scan tool.

No
 The conditions that caused this code to set are not present at this time. Inform the owner of
the most probable cause for this code to set and therefore causes the RKE system to be
inoperative.
B1A09-RKE FOB 2 PERFORMANCE
WHEN MONITORED:
Continuously.
SET CONDITION:
POSSIBLE CAUSES
NOTE: The most probable cause that sets this code is the FOBIK transmitter being
code.
Possible Causes

FOBIK TRANSMITTER
DIAGNOSTIC TEST

4. Operate the FOBIK in all positions several times.
Yes
 Replace and program the FOBIK using the scan tool.

No
the most probable cause for this code to set and therefore causes the RKE to be inoperative.
B1A0A-RKE FOB 3 PERFORMANCE
WHEN MONITORED:
Continuously.
SET CONDITION:
POSSIBLE CAUSES
code.
Possible Causes
FOBIK TRANSMITTER
DIAGNOSTIC TEST

Yes
 Replace and program the FOBIK transmitter using the scan tool.
No
inoperative.
B1A0B-RKE FOB 4 PERFORMANCE
WHEN MONITORED:
Continuously.
SET CONDITION:
Scrambled messages to the Wireless Ignition Node (WIN) from the transmitter.
POSSIBLE CAUSES
code.
Possible Causes
FOBIK TRANSMITTER
DIAGNOSTIC TEST

Yes
No
inoperative.
B1A0C-RKE FOB 5 PERFORMANCE
WHEN MONITORED:
Continuously.
SET CONDITION:
POSSIBLE CAUSES
code.
Possible Causes
FOBIK TRANSMITTER
DIAGNOSTIC TEST

Yes
No
inoperative.
B1A0D-RKE FOB 6 PERFORMANCE
WHEN MONITORED:
Continuously.
SET CONDITION:
POSSIBLE CAUSES
code.
Possible Causes
FOBIK TRANSMITTER
DIAGNOSTIC TEST

Yes

No
inoperative.
B1A0E-RKE FOB 7 PERFORMANCE
WHEN MONITORED:
Continuously.
SET CONDITION:
POSSIBLE CAUSES
code.
Possible Causes
FOBIK TRANSMITTER
DIAGNOSTIC TEST

Yes

No
inoperative.
B1A0F-RKE FOB 8 PERFORMANCE
WHEN MONITORED:
Continuously.
SET CONDITION:
POSSIBLE CAUSES
code.
Possible Causes
FOBIK TRANSMITTER
DIAGNOSTIC TEST

Yes

No
inoperative.
B1A10-RKE FOB 1 BATTERY LOW
WHEN MONITORED:
During key interrogation and when a valid RKE transmission is read.

SET CONDITION:
If the battery in the Fob-Integrated-Key (FOBIK) is low during key interrogation, with a valid key, this code
will set. It may also set during a valid RKE button press.
POSSIBLE CAUSES
Possible Causes
LOW BATTERY
FOBIK TRANSMITTER
DIAGNOSTIC TEST
NOTE: Verify that the FOBIK in use is the FOBIK causing the DTC to set.

4. Operate the RKE transmitter in all positions several times.
Does the scan tool display: B1A10-RKE FOB 1 BATTERY LOW as active?
Yes
 Replace the FOBIK battery. Test the FOBIK using the Miller Special Tool "(special tool
#9001, Rf Detector)" RF Detector". If the Strength Display does not display "Strong",
replace and program the FOBIK using the scan tool.
No
 Test complete. The conditions that caused this code to set are not present at this time.
WHEN MONITORED:

SET CONDITION:
POSSIBLE CAUSES
Possible Causes
LOW BATTERY
FOBIK TRANSMITTER
DIAGNOSTIC TEST

4. Operate the FOBIK transmitter in all positions several times.
Yes
 Perform the BODY VERIFICATION TEST. Refer to DIAGNOSIS AND TESTING .
No
 Perform the BODY VERIFICATION TEST. Refer to DIAGNOSIS AND TESTING .
WHEN MONITORED:

SET CONDITION:
POSSIBLE CAUSES
Possible Causes
LOW BATTERY
FOBIK TRANSMITTER
DIAGNOSTIC TEST

2. Using the scan tool, record and erase the DTCs
Yes
 Replace the FOBIK battery. Test the FOBIK using the RF Detector (special tool #9001, Rf
Detector). If the Strength Display does not display "Strong", replace and program the FOBIK
using the scan tool.
No
WHEN MONITORED:

SET CONDITION:
POSSIBLE CAUSES
Possible Causes
LOW BATTERY
FOBIK TRANSMITTER
DIAGNOSTIC TEST

4. Operate the FOBIK transmitter in all positions several times.
Yes
No
WHEN MONITORED:

SET CONDITION:
POSSIBLE CAUSES
Possible Causes
LOW BATTERY
FOBIK TRANSMITTER
DIAGNOSTIC TEST

2. Using the scan tool, record and erase the DTCs
Yes
No
WHEN MONITORED:

SET CONDITION:
POSSIBLE CAUSES
Possible Causes
LOW BATTERY
FOBIK TRANSMITTER
DIAGNOSTIC TEST

Does the scan tool display; B1A15-RKE FOB 6 BATTERY LOW?
Yes
No
 Test complete The conditions that caused this code to set are not present at this time.
WHEN MONITORED:

SET CONDITION:
POSSIBLE CAUSES
Possible Causes
LOW BATTERY
FOBIK TRANSMITTER
DIAGNOSTIC TEST

Yes
No
 Testy complete. The conditions that caused this code to set are not present at this time.
WHEN MONITORED:

SET CONDITION:
POSSIBLE CAUSES
Possible Causes
LOW BATTERY
FOBIK TRANSMITTER
DIAGNOSTIC TEST

Yes
No
B1A24-KEY NOT PROGRAMMED
THEORY OF OPERATION
Whenever a Fob-Integrated-Key (FOBIK) is inserted in the Wireless Ignition Node (WIN) basestation, the WIN
performs a self test and resynchronization routine. During the routine, the WIN interrogates the FOBIK,
performing various validity and performance tests. The repair of this fault condition relies on the programmed
status of the FOBIK.
WHEN MONITORED:
During interrogation, the FOBIK sends a low frequency (LF) signal to the WIN that includes the FOBIK
identification information.
SET CONDITION:
This DTC sets if the WIN receives the default, secret key status from a FOBIK. Once set, this DTC will remain
active until a valid, programmed FOBIK is inserted in the basestation and rotated through the ON position.
POSSIBLE CAUSES
Possible Causes
FOBIK
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to WIRELESS
IGNITION NODE (WIN) PRE-DIAGNOSTIC PROCEDURE.
DIAGNOSTIC TEST
1. VERIFY THAT THE DIAGNOSTIC TROUBLE CODE (DTC) IS ACTIVE
NOTE: Before continuing, review and check for the following:
 Review the repair history of the vehicle.

 Make sure that the vehicle has the correct PCM and WIN
installed by verifying the part numbers.
 With the scan tool, make sure that the PCM and WIN are
programmed correctly. Compare the PCM VIN to the WIN VIN
and ensure the two VINs match.

3. Perform two ignition cycles, leaving the ignition switch on for a minimum of one minute per cycle.
Does the scan tool display; B1A24-KEY NOT PROGRAMMED

Yes
 Go To 2.
No
Perform the WIN INTERMITTENT TEST. Refer to STANDARD PROCEDURE.


2. ENGINE WILL NOT CRANK
NOTE: When diagnosing any WIN system concern, all the FOBIKS should be
present
1. If this vehicle does not crank, use the table below to determine if the key is functional or not. With
the scan tool under Data Display, Bussed Outputs, put the key in each position and check the
"Ignition Status". Then with the key in the Run position, check "Valid Skim Key" and "SCREEM
Status" reported by the WIN (or WCM). Compare all six readings with the "Good Key" column. If
the engine does crank, answer "Yes" to the question below.
BUSSED
OUTPUTS
Ignition Good Bad Key Wrong New Key
Status Key (Failed) Key (Blank)
Ignition -----------
------------ ---------- ------------
Position = --- or
-- ---- -- or Lock
Lock Lock
Ignition
------------ ----------
Position = Off/Acc. Off/Acc.
-- ----
Acc.
Ignition
Position =
Run Lock Lock Run
Run Or
ON
Ignition
Position =
Start Start or
Lock Lock Run
Engine Off Run
- Trans. in
Gear
SNA
SKREEM Normal Service Invalid (Signal
Status Status SKREEM Key Not
Available)
Valid
Yes/True No/False No/False No/False
Skim Key
Trouble
B1A6C,
Code B1A35 B1A24
B1A25
(DTC)
Does the key (FOBIK) pass All Six Comparisons that are in the "Good Key" column?
Yes
 Replace the Wireless Ignition Node (WIN) in accordance with the Service Information.
If this vehicle is equipped with a Steering Column Lock Module (BUX), it must also be
replaced along with the WIN in accordance with the Service Information. When
replacing the WIN and the Steering Column Lock Module (ELV), the Win MUST be
programmed BEFORE the Steering Column Lock Module (ELV) is programmed. .
 Replace and program the Wireless Ignition Node (WIN). Refer to RECEIVER,
 Replace and program the Steering Column Lock Module (ELV). Refer to MODULE,
SHAFT LOCK , REMOVAL .
 Perform the WIN VERIFICATION TEST. Refer to STANDARD PROCEDURE.
No
Go To 3.

3. CHECK OPERATION OF THE FOBIK IN USE

1. Using the scan tool, program the FOBIK to the WIN.
2. Use the scan tool and erase all codes in the WIN.
3. Turn the Ignition Off, and wait 15 seconds before turning the Ignition On.
4. Wait one minute, and read active codes.
Does the scan tool display: B1A24-KEY NOT PROGRAMMED?
Yes
 Replace the key (FOBIK) and program using the scan tool.
No
B1A25-INVALID KEY
THEORY OF OPERATION
performing various validity and performance tests. The repair of this fault condition relies on whether the ID of
the FOBIK is recognized as valid in the WIN.
WHEN MONITORED:
During interrogation, the FOBIK sends a low frequency (LF) signal to the WIN that includes the inserted
FOBIK ID.
SET CONDITION:
This DTC sets if the WIN receives an ID from the FOBIK that does not match any of the eight possible FOBIK
IDs currently programmed in the WIN. This DTC will remain active until a valid, programmed FOBIK is
inserted in the basestation and rotated through the ON position.
POSSIBLE CAUSES
Possible Causes
FOBIK
DIAGNOSTIC TEST
NOTE: An external Radio-Frequency Identification (RFID) key (and/or pass/radio

key), such as one used to gain access to a 24 hour gym, can cause this
DTC to set and create a no start condition. Inspect the customer's key
chain for any type of RFID key. If one is not found, question the customer
to see if a spare key chain has this RFID key on it or if it was removed from
the original key chain before the vehicle was released for service. If a RFID
key is present, remove the ignition key from the vehicle and remove the
RFID key from the key chain. For GPEC equipped vehicles, disconnect the
battery and wait a minimum of five minutes, reconnect and attempt to start
the vehicle. For NGC equipped vehicles, turn the ignition on a minimum for
one hour, and then attempt to start the vehicle. If the vehicle does not
start, continue with the diagnostic test.
NOTE: Verify that the FOBIK in use is the FOBIK causing this DTC to set.


 With the scan tool, make sure that the PCM and WIN are
and make sure the two VINs match.

3. Perform two ignition cycles, leaving the ignition switch on for a minimum of one minute per cycle.
Does the scan tool display; B1A25-INVALID KEY as active?
Yes
 If the engine does not crank, Go To 2.

 If the engine does crank, Go To and answer "Yes" to the question in step 2. Refer to 2.
No


2. ENGINE DOES NOT CRANK
present
"Ignition Status". Then with the key in the Run position, check "Valid Skim Key" and "SCREEM
Status" reported by the WIN (or WCM). Compare all six readings with the "Good Key" column.
BUSSED
OUTPUTS
Ignition -----------
------------ ---------- ------------
Position = --- or
-- ---- -- or Lock
Lock Lock
Ignition
------------ ----------
-- ----
Acc.
Ignition
Position =
Run Or Run Lock Lock Run
ON
Ignition
Position =
Start Start or
Lock Lock Run
Engine Off Run
- Trans. in
Gear
SNA
SKREEM Normal Service Invalid (Signal
Available)
Valid
Skim Key
Trouble
B1A6C,
Code B1A35 B1A24
B1A25
(DTC)
Yes
replaced in accordance with the Service Information. When replacing the WIN and the
Steering Column Lock Module, the Win MUST be programmed BEFORE the Steering
Column Lock Module (ELV) is programmed. .
No
 If the customer affirms that the FOBIK being used in this test is the correct one for this
vehicle, use the scan tool and perform the "Program Ignition Keys or Key FOBs" routine. If
the key fails, replace the key (FOBIK) and program using the scan tool.
B1A26-MAXIMUM NUMBER OF KEYS PROGRAMMED
THEORY OF OPERATION
The Wireless Ignition Node (WIN) is preprogrammed from the factory with 2 Fob-Integrated-Keys (FOBIKS),
with the capability to have a maximum of 8 FOBIKS programmed in total. Additional programmed FOBIKS
are automatically learned to the next available FOBIK position in the WIN software and do not overwrite any
previous positions. The repair of this fault condition relies on the current number of FOBIKS programmed into
the WIN and the number of available positions in the WIN software.
WHEN MONITORED:
When the WIN is placed into FOBIK programming mode, the module references the number of unique FOBIK
identifications stored in its memory.
SET CONDITION:
In the event the WIN detects the user is attempting to program a 9th FOBIK, this DTC will be set as active.
POSSIBLE CAUSES
Possible Causes
MAXIMUM NUMBER OF FOBIKS (8) HAVE BEEN PROGRAMMED
WIRELESS IGNITION NODE
DIAGNOSTIC TEST
1. DETERMINE ACTIVE OR STORED DTC
Is the DTC active or stored?
WIN - ACTIVE DTC
 Go To 2.
WIN - STORED DTC
Perform the WIRELESS IGNITION NODE (WIN) INTERMITTENT TEST. Refer to


STANDARD PROCEDURE.
2. CLEAR FOBIKS PROGRAMMED INTO WIRELESS IGNITION NODE (WIN) AND
REPROGRAM FOBIKS
NOTE: The below procedure clears all FOBIKS currently programmed in the WIN
software. It is important to obtain all the customer FOBIKS so they may be
reprogrammed to the module. Any FOBIKS not present for the following
procedure will be inoperable and require additional programming to
function.
1. Using the scan tool, use the Erase All Ignition Keys feature under Miscellaneous Functions.
2. Using the scan tool, use the Program Ignition Keys or Key Fobs feature under Miscellaneous
Functions.
3. Program all the customer key(s) into the WIN (up to eight).
4. Use the scan tool and erase all DTCs in the WIN.
6. Wait one minute, and read active DTCs.
Does the scan tool display: B1A26-MAXIMUM NUMBER OF KEYS PROGRAMMED?
Yes
No
B1A27-SKREEM PROGRAMMING PERFORMANCE
THEORY OF OPERATION
Sentry Key Remote Entry Module (SKREEM) is one of the many functions that is a subset of the Wireless
Ignition Node (WIN). SKREEM programming takes place during the Fob-Integrated-Key (FOBIK)
programming procedure. The repair of this fault condition is dependent on the programmed status of the FOBIK
attempting to be programmed. Once the WIN requests the FOBIK to send its identification information, the
FOBIK will attempt to send the information up to three times for redundancy to ensure "Good" information has
been received.
WHEN MONITORED:
During FOBIK programming mode when the FOBIK and the WIN module are communicating over LF (low
frequency) communication.
SET CONDITION:
The WIN will set this DTC if one or more of the three FOBIK transmissions, during FOBIK programming,
failed to be properly received by the WIN. The FOBIK may still get programmed because the transmission was
successful on one of the other attempts.
POSSIBLE CAUSES
Possible Causes
FOBIK
NOTE: All FOBIKs programmed to this vehicle should be present before continuing.
DIAGNOSTIC TEST
1. DELETE FOBIKS AND REPROGRAM

1. With the scan tool, use the "Erase All Ignition Keys" feature under Miscellaneous Functions to
delete all stored FOBIKs.
2. With the scan tool, use the "Program Ignition Keys or Key FOBs" feature under Miscellaneous
Functions to reprogram all applicable FOBIKs.
3. With the scan tool, erase the WIN DTCs.
4. Turn the ignition off, wait 15 seconds, turn the ignition on.
5. Wait one minute, and read the active DTCs.
Does the scan tool display; B1A27-SKREEM PROGRAMMING PERFORMANCE?
Yes
No
B1A28-ECM MISMATCH WITH SKIM
THEORY OF OPERATION
For the engine to start, the Sentry Key Immobilizer (SKIM) feature of the Wireless Ignition Node (WIN) and
the Powertrain Control Module (PCM) must successfully communicate data over the data bus. Once the WIN
sends the message that a valid Fob-Integrated-Key (FOBIK) is being used, the PCM and WIN perform a
"handshake" routine, encrypted with the VIN, to validate this information, and a match allows the engine to run
when the ignition state transitions to START. The repair of this fault is determined by the ability of the WIN
and PCM/ECM to complete a successful handshake routine over the bus.
WHEN MONITORED:
Whenever a valid FOBIK is inserted in the basestation and turned to the ON position, the WIN/PCM handshake
takes place. The WIN validates that the message is sent to, and received by the PCM.
SET CONDITION:
When a valid FOBIK is used and the WIN receives a mismatching cryptology code from the PCM as part of the
routine, the WIN will send the command to flash the Security warning lamp and set this DTC as active. The
engine will not start and the DTC will remain active until the WIN and PCM complete a successful handshake.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. DETERMINE ACTIVE OR STORED DIAGNOSTIC TROUBLE CODE (DTC)
WIN - ACTIVE DTC
 Go To 2.
WIN - STORED DTC
Perform the WIN INTERMITTENT TEST. Refer to STANDARD PROCEDURE.

2. VERIFY THE VEHICLE IDENTIFICATION NUMBER (VIN) STORED IN THE
POWERTRAIN CONTROL MODULE (PCM).
1. Using the scan tool, access the VIN number stored in the PCM.
NOTE: Make sure that a VIN has been programmed into the PCM. If a VIN is
not displayed, attempt to program the PCM with the correct VIN
before continuing.
2. Compare the VIN displayed, with the VIN of the vehicle.
Does the VIN recorded in the PCM match the VIN of the vehicle?
Yes
 Using the scan tool, verify the VIN in the WIN matches the VIN of the vehicle. If it
DOES, Go To 3 If it does NOT match, replace the Wireless Ignition Node in accordance
with the Service Information. Refer to 3. Prior to replacing the WIN, the RUN circuits
must be checked at the PCM. A missing run circuit at the PCM can cause this DTC to
set.
 If this vehicle is equipped with a Steering Column Lock Module (BUX), it must also be
Steering Column Lock Module (ELV), the Win MUST be programmed before the
Steering Column Lock Module (ELV) is programmed. .
No
Using the scan tool, perform the PCM Replaced Procedure to update the VIN in the PCM.

Then, Go To 3.
3. PCM STARTING DTCS
1. Use the scan tool and erase all DTCs in the WIN and PCM.
3. Try to start the engine. If the engine starts, leave it run for one minute and then turn the engine off
(ignition on)
4. Wait one minute, and read the active PCM DTCs.
Does the scan tool display any Starting related DTCs?

Yes

No
Go To 4.

4. VERIFY PCM PROGRAMMING

1. Use the scan tool and erase all DTCs in the WIN and PCM.
3. Wait one minute, and read the active WIN DTCs.
Does the scan tool display: B1A28-ECM MISMATCH WITH SKIM as active?
Yes
 Replace and program the Powertrain Control Module in accordance with the Service
Information. Refer to MODULE, POWERTRAIN CONTROL , REMOVAL .
 Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN
VERIFICATION TEST - NGC or PCM VERIFICATION TEST - 3.0L DIESEL .
No
B1A29-SKIM BASESTATION MISMATCH
THEORY OF OPERATION
For the engine to start, the Sentry Key Immobilizer (SKIM) feature of the Wireless Ignition Node (WIN) and
the Powertrain Control Module (PCM) must successfully communicate VIN data over the serial data bus. Once
the WIN sends the message that a valid Fob-in-Key (FOBIK) is being used, the PCM and WIN perform a
"handshake" routine to validate this VIN information, including a positive response from the PCM which allows
the engine to run when the ignition state transitions to START. The repair of this fault is determined by the
WIN recognition of a valid FOBIK and the ability of the WIN and PCM to complete a successful VIN
handshake routine over the bus.
WHEN MONITORED:
Whenever a FOBIK is inserted in the basestation, the WIN determines its validity status. If determined valid,
the WIN allows rotation to the ON position and the WIN/PCM handshake takes place.
SET CONDITION:
When an invalid FOBIK is used and the WIN receives a mismatching or no secret key data from the FOBIK,
the WIN will send the command to illuminate the Security warning lamp, send an invalid key status in the
handshake with the PCM, and set this DTC as active. The "B1A28 ECM/PCM Mismatch with SKIM" DTC will
probably be accompanied along with this B1A29.
POSSIBLE CAUSES
Possible Causes
FOBIK
Always perform the WIN Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to
STANDARD PROCEDURE.
NOTE: When diagnosing any WIN system DTCs, all FOBIK used on the vehicle should
be present.
DIAGNOSTIC TEST

2. With the scan tool, record and erase the WIN DTCs.
4. With the scan tool, read the active WIN DTCs.
NOTE: This DTC identifies two fault conditions together, an unknown or non
communicating FOBIK and a negative response from the PCM to
start the engine. First, root cause why the FOBIK is unknown or not
responsive. Once the FOBIK issue is corrected, the B1A29 DTC
should go to a stored status. Once the B1A29 becomes stored, the
B1A28 DTC can be corrected.
Does the scan tool display: B1A29-SKIM BASESTATION MISMATCH as Active?
Yes
 Go To 2.
No
Verify the FOBIK in use is the FOBIK that caused this DTC to set. If it was, perform the

WIN INTERMITTENT TEST. Refer to STANDARD PROCEDURE.
2. VERIFY FOBIK COMMUNICATION
NOTE: When diagnosing any WIN concern, all FOBIKs should be present
1. With the scan tool, read the WIN active DTCs again.
Does the scan tool display; B1A35-UNIDENTIFIED KEY COMMUNICATION ERROR as

Active?
Yes
 Go To 3.
No
Go To 4.
3. TEST LF COMMUNICATION
1. With the scan tool, in the WIN menu, go to Data Display, Bussed Outputs and check the
"SKREEM Status" for the current FOBIK that is being used. Record that status.
2. Remove the FOBIK.
3. Insert one of the other known good FOBIKs used with this vehicle.
NOTE: If another FOBIK is not available, insert a new unprogrammed FOBIK

to test the WIN module's LF communication (do not program the
FOBIK).
4. Check the "SKREEM Status" for the current FOBIK. Verify that the status changed from the first
FOBIK that was in the ignition.
Did the "SKREEM Status" change?
Yes
 Replace and program the FOBIK in accordance with the Service Information.
No
Steering Column Lock Module (ELV), the Win MUST be programmed BEFORE the
Perform the WIN VERIFICATION TEST. Refer to STANDARD PROCEDURE.


4. VERIFY THE STATE OF THE WIN MODULE

1. Currently the secret key in the FOBIK does not match the secret key in the WIN module. Find out
which component has the correct secret key for this vehicle.
Has the WIN module just been replaced?
Yes
 Go To 5.
No
Replace and program the FOBIK in accordance with the Service Information.

5. VERIFY THE WIN MODULE HAS BEEN INITIALIZED

1. Using the scan tool, go to Miscellaneous Functions and run the "Reset WIN" routine.
2. Enter the unique 4 digit PIN number assigned to this vehicle.
Was the 4 digit PIN accepted?
Yes
No
NOTE: If the PCM was replaced at the same time the WIN was, install
the old PCM before continuing or else the correct secret key
value will not get transferred and replacing all FOBIKs will be
necessary.
 Using the scan tool, go to Miscellaneous Functions and run the "WIN Replaced" routine.
 Using the scan tool, go to Miscellaneous Functions and run the "Program Ignition Keys or
Key Fobs" routine.
B1A35-UNIDENTIFIED KEY COMMUNICATION ERROR
THEORY OF OPERATION
performing various validity and performance tests. The repair of this fault condition relies on whether the
FOBIK ID is received by the WIN.
WHEN MONITORED:
During interrogation, the FOBIK sends an LF (Low frequency) signal to the WIN that includes the programmed
FOBIK ID.
SET CONDITION:
This Diagnostic Trouble Code (DTC) sets if a FOBIK is inserted in the WIN basestation but the WIN does not
receive or is unable to read an ID from the FOBIK. This DTC will remain active until a valid programmed
FOBIK is inserted in the WIN and its ID is received.
POSSIBLE CAUSES
Possible Causes
FOBIK
PROCEDURE.
DIAGNOSTIC TEST
NOTE: An external Radio-Frequency Identification (RFID) key (and/or pass/radio

key), such as one used to gain access to a 24 hour gym, can cause this
DTC to set and create a no start condition. Inspect the customer's key
chain for any type of RFID key. If one is not found, question the customer
to see if a spare key chain has this RFID key on it or if it was removed from
the original key chain before the vehicle was released for service. If a RFID
key is present, remove the ignition key from the vehicle and remove the
RFID key from the key chain. For GPEC equipped vehicles, disconnect the
battery and wait a minimum of five minutes, reconnect and attempt to start
the vehicle. For NGC equipped vehicles, turn the ignition on a minimum for
one hour, and then attempt to start the vehicle. If the vehicle does not
start, continue with the diagnostic test.
NOTE: Verify the FOBIK in use is the FOBIK causing this DTC to set.

3. Cycle the ignition switch from on to off, wait five seconds and then crank the engine.
4. Turn the engine off, key on.
Does the scan tool display: B1A35-UNIDENTIFIED KEY COMMUNICATION ERROR as

Active?
Yes
 Go To 2.
No
Perform the WIN INTERMITTENT TEST. Refer to STANDARD PROCEDURE.

2. TEST LF COMMUNICATION
1. With the scan tool, in the WIN menu, go to Data Display, Bussed Outputs and check the
"SKREEM Status" for the current FOBIK that is being used. Record that status.
3. Insert one of the other known good FOBIKs used with this vehicle.
NOTE: If another FOBIK is not available, insert a new FOBIK (Do not
program) to test the WIN module's LF communication
4. Check the "SKREEM Status" for the current FOBIK. Verify that the status changed from the first
FOBIK that was in the ignition.
Did the "SKREEM Status" change?
Yes
No
NOTE: If this vehicle is equipped with the Passive Entry System (PEM),
with the scan tool, perform the "PEM Replace" routine in the
PEM after the FOBIKS have been programmed.
B1A68-STEERING COLUMN LOCK MODULE BOLT CONTROL LOW (WIN)

Fig. 1: Steering Column Lock Module Wiring Diagram

WHEN MONITORED:
Anytime the Key is placed in the ignition.
SET CONDITION:
This code is set immediately when the Wireless Ignition Node detects the (F892) Ignition Switch Output circuit
shorted to ground when the ignition key is removed.
POSSIBLE CAUSES
Possible Causes
(F892) IGNITION SWITCH OUTPUT (KEY-IN) CIRCUIT SHORTED TO GROUND
STEERING COLUMN LOCK MODULE (ELV)
DIAGNOSTIC TEST
1. VERIFY THAT DTC B1A68-STEERING COLUMN LOCK MODULE BOLT CONTROL LOW
(WIN)
2. Insert and remove the key from the ignition switch several times.
Does the scan tool display: B1A68-STEERING COLUMN LOCK MODULE BOLT CONTROL
LOW as active?
Yes
 Go To 2.
No

2. STEERING COLUMN LOCK MODULE

Fig. 2: Checking Steering Column Lock Module


2. Disconnect the Steering Column Lock Module connector.
NOTE: Check connectors - Clean and repair as necessary.


5. Cycle the ignition switch from On to Off three times.
6. Remove and insert the key in the ignition switch several times.
Does the scan tool display: B1A68-STEERING COLUMN LOCK MODULE BOLT CONTROL
LOW (WIN) as active?
Yes
 Go To 3.
No
Replace the Steering Column Lock Module in accordance with the service information.

The Wireless Ignition Node (WIN) must also be replaced along with the Steering
Column Lock Module (ELV). When replacing the WIN and the Steering Column Lock
Module (ELV), the WIN MUST be programmed BEFORE the Steering Column Lock
Module (ELV) is programmed. .
3. CHECK THE (F892) IGNITION SWITCH OUTPUT (KEY-IN) CIRCUIT FOR A SHORT TO
GROUND
Fig. 3: Checking Ignition Switch Output (Key-In) Circuit For A Short To Ground

3. Measure the resistance between ground and the (F892) Ignition Switch Output (Key-In) circuit in
the WIN harness connector.
Yes
 Repair the (F892) Ignition Switch Output (Key-In) circuit for a short to ground.
No
The Steering Column Lock Module must also be replaced along with the WIN Module
in accordance with the Service Information. When replacing the WIN and the Steering
Column Lock Module, the WIN MUST be programmed BEFORE the Steering Column
Lock Module (ELV) is programmed. .
B1A6B STEERING COLUMN LOCK MODULE NOT INITIALIZED


WHEN MONITORED:
Continuously.
SET CONDITION:
The Wireless Ignition Node detects that the Steering Column Lock Module has not initialized.
POSSIBLE CAUSES
Possible Causes
STEERING COLUMN LOCK MODULE NOT INITIALIZED
DIAGNOSTIC TEST

position.
Does the scan tool display: B1A6B STEERING COLUMN LOCK MODULE NOT
INITIALIZED?
Yes
 Go To 2.
No


STANDARD PROCEDURE.
2. INITIALIZE STEERING COLUMN LOCK MODULE
1. With the scan tool, erase the DTCs in the WIN.
2. With the scan tool, perform the Steering Wheel Lock Module (ELV) Replaced routine.
3. Turn the Ignition off, wait 15 seconds then turn the ignition back on.
position.
Does the scan tool display: B1A6B STEERING COLUMN LOCK MODULE NOT
INITIALIZED?
Yes
 Replace the Steering Column Lock Module in accordance with the service information.
No
 Test complete.
B1A6C-SECRET KEY MISMATCH
THEORY OF OPERATION
performs a self test and resynchronization routine. During the routine, the WIN interrogates the FOBIK for the
secret key information and start the vehicle. The repair of this fault condition relies on whether the current
secret key in the FOBIK is recognized by the WIN.
WHEN MONITORED:
During interrogation, the FOBIK sends a low frequency (LF) signal to the WIN that includes the current secret
key.
SET CONDITION:
This Diagnostic Trouble Code (DTC) sets if the WIN receives a secret key ID from the FOBIK that is not the
correct secret key value stored in the WIN. This DTC will remain active until a valid, programmed FOBIK,
with the correct secret key is inserted in the basestation and rotated through the ON position.
POSSIBLE CAUSES
Possible Causes
FOBIK
PROCEDURE.
DIAGNOSTIC TEST
present.

 With the scan tool, ensure that the PCM and WIN are

3. Perform five ignition cycles, leaving the ignition switch on for a minimum of one minute per cycle.
Does the scan tool display; B1A6C-SECRET KEY MISMATCH as active?
Yes
 If the engine does not crank, Go To 2.

 If the engine does crank, Go To 3.
No


2. ENGINE DOES NOT CRANK

"Ignition Status". Then with the key in the Run position, check "Valid Skim Key" and "SKREEM
Status" reported by the WIN (or WCM). Compare all six readings with the "Good Key" column.
BUSSED
OUTPUTS
Ignition ----------- -----------

------------ ----------
Position = --- or --- or
-- ----
Lock Lock Lock
Ignition
------------ ----------
-- ----
Acc.
Ignition
Position =
Run Lock Lock Run
Run Or
ON
Ignition
Position =
Start Start or
Lock Lock Run
Engine Off Run
- Trans. in
Gear
"SNA"
SKREEM Normal Service Invalid Signal
Available
Valid
Skim Key
Trouble
B1A6C,
Code B1A35 B1A24
B1A25
(DTC)
Yes
No
 Go To 3.
3. VERIFY THE WIN HAS BEEN PROPERLY INITIALIZED

1. Using the scan tool, read the Number of Key/Fobs Programmed under Data Display.
Does the scan tool show any Key/Fobs Programmed?
Yes
 Go To 4.
No
Using the scan tool, program the FOBIKS.


4. CHECK OPERATION OF THE FOBIK IN USE
NOTE: Verify the FOBIK in use is the FOBIK causing the DTC to set.
1. Replace the FOBIK currently in use, unless the FOBIK was identified as a new key in Step 2.
2. Using the scan tool, program the new FOBIK to the WIN.
3. Use the scan tool and erase all codes in the WIN.
5. Wait one minute, and read active codes.
Yes
No
B1A77- REMOTE START ANTENNA CIRCUIT LOW

WHEN MONITORED:
With the ignition on. Remote start present and configured.
SET CONDITION:
Short to ground detected on the Remote Start Antenna.
POSSIBLE CAUSES
Possible Causes
REMOTE START ANTENNA
PROCEDURE.
DIAGNOSTIC TEST

Does the scan tool display: B1A77- REMOTE START ANTENNA CIRCUIT LOW as Active?
Yes
 Go To 2.
No


2. CHECK WIN
1. Unplug the Remote Start Antenna from the WIN module.
3. Cycle the ignition switch from on to off, wait five seconds and then back to on, wait five seconds.
NOTE: The "B1A79-Remote Start Antenna Circuit Open or Not Connected"

will probably display as active.
Does the scan tool display; B1A77- REMOTE START ANTENNA CIRCUIT LOW as Active?
Yes
No
 Replace the Remote Start Antenna in accordance with the Service Information. Refer to
ANTENNA, REMOTE START , REMOVAL .
B1A79- REMOTE START ANTENNA CIRCUIT OPEN OR NOT CONNECTED
WHEN MONITORED:
With the ignition on. Remote start present and configured.
SET CONDITION:
No Remote Start Antenna detected by the Wireless Ignition Node (WIN).
POSSIBLE CAUSES
Possible Causes
REMOTE START ANTENNA NOT CONNECTED
REMOTE START ANTENNA
DIAGNOSTIC TEST
1. REMOTE START ANTENNA NOT CONNECTED

1. Verify that the Remote Start Antenna is connected to the WIN.
2. Disconnect the Remote Start Antenna and reconnect it to ensure that it is seated correctly.

5. Cycle the ignition switch from on to off, wait five seconds and then back to on, wait five seconds.
Does the scan tool display: B1A79- REMOTE START ANTENNA CIRCUIT OPEN OR NOT
CONNECTED as Active?
Yes
 Go To 2.
No
Test complete.

2. CHECK REMOTE START ANTENNA

2. Secure a new Remote Start Antenna and connect the connector to the WIN.
Does the scan tool display: B1A79- REMOTE START ANTENNA CIRCUIT OPEN OR NOT
CONNECTED as Active?
Yes
No
 Finish the installation of the Remote Start Antenna in accordance with the Service
Information.
B210A-SYSTEM VOLTAGE LOW
WHEN MONITORED:
At all times.
SET CONDITION:
This is a CAN message that the battery voltage was below 10.0 volts for over 15 seconds.
POSSIBLE CAUSES
POSSIBLE CAUSES
LOW SYSTEM VOLTAGE
DIAGNOSTIC TEST
1. CHECK POWERTRAIN CONTROL MODULE DTCs

1. With the scan tool, read Powertrain DTCs
Are there any Powertrain Charging or Battery DTCs present?
Yes

No
B210B-SYSTEM VOLTAGE HIGH
WHEN MONITORED:
At all times.
SET CONDITION:
This is a CAN message that the system voltage was above 16.0 volts for over 15 seconds.
POSSIBLE CAUSES
POSSIBLE CAUSES
CHARGING SYSTEM
DIAGNOSTIC TEST

1. With the scan tool, read Powertrain DTCs.
Are there any Powertrain Charging or Battery DTCs present?
Yes

No
WHEN MONITORED:
SET CONDITION:
The Wireless Ignition Node (WIN) has detected the Fused (B+) input voltage was below 10.5 volts for over 15
seconds except during cranking or when the FOBIK removal inhibit feature is engaged.
POSSIBLE CAUSES
Possible Causes
RESISTANCE IN THE BATTERY POSITIVE CIRCUIT
GENERATOR OPERATION
(K20) GENERATOR FIELD CONTROL CIRCUIT OPEN
(K20) GENERATOR FIELD CONTROL CIRCUIT SHORTED TO GROUND
(Z912) GROUND CIRCUIT RESISTED
(A106) FUSED (B+) CIRCUIT RESISTED
DIAGNOSTIC TEST
1. CHECK PCM FOR CHARGING SYSTEM DTCs
NOTE: Be sure the battery is fully charged before proceeding.
1. With a scan tool, read the Powertrain Control Module (PCM) DTCs.
Are there any Charging or Starting System DTCs set in the PCM?
Yes

No
Go To 2.

2. VERIFY THAT DTC B210D-BATTERY VOLTAGE LOW IS ACTIVE

2. Cycle the ignition switch to the OFF position then start the engine and let run for one minute.
3. With the scan tool, read the WIN active DTCs.
Does the scan tool display: B210D-BATTERY VOLTAGE LOW active?
Yes
 Go To 3.
No

3. (A106) FUSED (B+) CIRCUIT OR (Z912) GROUND CIRCUIT HAS HIGH RESISTANCE
Fig. 5: Checking The Ground Circuit At The WIN

NOTE: Check the related fuses to the Fused (B+) circuit. If the fuse is found to be
open, repair the circuit for a shorted condition.

4. Using a 12-volt test light, connect it between the (A106) Fused (B+) circuit and the (Z912) Ground
5. The test light must illuminate brightly. Compare the brightness to that of a direct connection to the
battery.
Is the test light as bright at the module as it is at the battery?
Yes
If this vehicle is equipped with a Steering Column Lock Module (BUX), it MUST also
be replaced along with the WIN in accordance with the Service Information. When
No
 Test the (A106) Fused B(+) circuit and the Ground circuit to determine which one has the
high resistance. Repair the Fused B(+) circuit or the Ground circuit for high resistance.
WHEN MONITORED:
SET CONDITION:
The Wireless Ignition Node (WIN) has detected the Fused (B+) input voltage to be above 15.5 volts for over 15
seconds.
POSSIBLE CAUSES
Possible Causes
(K20) GENERATOR FIELD CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE
(Z912) GROUND CIRCUIT RESISTED
GENERATOR
DIAGNOSTIC TEST
1. CHECK FOR CHARGING SYSTEM RELATED DTCs IN THE POWERTRAIN CONTROL

MODULE (PCM)

2. With the scan tool in ECU View, select PCM and check for any Battery or Charging System related
DTCs.
Does the scan tool display any Battery or Charging System related DTCs?
Yes

No
Go To 2.

2. Perform five ignition cycles, leaving the ignition switch on for a minimum of one minute per cycle.
Does the scan tool display: B210E-BATTERY VOLTAGE HIGH?
Yes
 Go To 3.
No

3. CHECK THE GROUND CIRCUIT AT THE WIN

Fig. 6: Checking The Ground Circuit At The WIN

NOTE: A dirty (partial) ground can cause abnormal conditions within a system.

2. Disconnect the WIN connector.
3. Using a 12-volt test light, connect it between the (A106) Fused (B+) circuit and the (Z912) Ground
4. The test light must illuminate brightly. Compare the brightness to that of a direct connection to the
battery.
Is the test light as bright at the module connector as it is at the battery?
Yes
No

B2204-ECU CONFIGURATION MISMATCH
THEORY OF OPERATION
The Wireless Ignition Node (WIN) must be configured for various parameters such as model year and vehicle
line, after a service replacement. The WIN checks for the proper configuration by comparing the values stored
to those sent out on the serial data bus. The repair of this fault does not involve any external circuitry and
centers on verifying the module is configured correctly.
WHEN MONITORED:
The WIN checks the feature configuration at power up during the initialization process, and continuously
through the ignition cycle.
SET CONDITION:
This DTC sets when the WIN detects a mismatch of Model Year, vehicle line, body style or market country
between the current vehicle configuration of the module and the information sent out on the CAN bus. Once set,
this DTC is latched for the entire ignition cycle.
POSSIBLE CAUSES
Possible Causes
WIRELESS IGNITION NODE
PROCEDURE.
DIAGNOSTIC TEST
1. DETERMINE ACTIVE OR STORED DTC
WIN - ACTIVE DTC
 Go To 2.
WIN - STORED DTC


STANDARD PROCEDURE.
2. RESET/RECONFIGURE THE TOTALLY INTEGRATED POWER MODULE (TIPM)
2. Using the scan tool, select ECU View. This will list the modules on the vehicle. Read and record
the listed modules.
NOTE: A Scan Report will list all the modules on the vehicle.
3. Using the scan tool, select the Totally Integrated Power Module (TIPM) and then press
Miscellaneous Functions.
4. Press Reset ECU.
5. Cycle the ignition from on to off three times and read the active WIN DTCs.
Does the scan tool display: B2204-ECU CONFIGURATION MISMATCH active?
Yes
 Go To 3.
No
Repair is complete.

3. RESET/RECONFIGURE THE WIN

1. Using the scan tool, select the WIN and then press Miscellaneous Functions.
2. Press Reset ECU.
3. Cycle the ignition from on to off three times and read the active WIN DTCs.
Does the scan tool display: B2204-ECU CONFIGURATION MISMATCH active?
Yes
Steering Column Lock Module, the Win MUST be programmed before the Steering
No
B2205-ORIGINAL VIN MISSING/MISMATCH
THEORY OF OPERATION
When a valid Fob-Integrated-Key (FOBIK) is used and the ignition is rotated to the RUN position, the Wireless
Ignition Node (WIN) "listens" to the CAN C bus for the broadcast of the Vehicle Identification Number (VIN)
by the Powertrain Control Module (PCM).
WHEN MONITORED:
The WIN monitors the VIN broadcast on the CAN C bus three times, when the ignition is turned to the RUN
position. When the full VIN has been received by the WIN, all further broadcasts of the VIN are ignored for
that ignition cycle.
SET CONDITION:
When the VIN received from the CAN C bus does not match the VIN stored in the memory of the Wireless
Ignition Node, the WIN will send the command to flash the Security warning lamp and set this DTC as active
and the vehicle will immobilize. The DTC will remain active until a VIN matching the one stored in WIN
memory is received by the module from the bus.
POSSIBLE CAUSES
Possible Causes
PROCEDURE.
DIAGNOSTIC TEST
1. DETERMINE ACTIVE OR STORED DIAGNOSTIC TROUBLE CODE (DTC)
WIN - ACTIVE DTC
 Go To 2.
WIN - STORED DTC


STANDARD PROCEDURE.
2. CHECK THE VIN STORED IN THE PCM
1. Using the scan tool, compare the VIN that is stored in the PCM to the VIN of the vehicle's VIN
plate.
Does the VIN stored in the PCM match the vehicle's VIN?
Yes
No
 Replace the Powertrain Control Module in accordance with the Service Information. Refer to
B2211-RAIN SENSOR MODULE INITIALIZATION PERFORMANCE

Fig. 7: Rain Sensor Module Circuit Wiring Diagram

WHEN MONITORED:
SET CONDITION:
This DTC is set when the internal initialization state machine is set to FAIL or the (D508) LIN Bus circuit is
shorted.
POSSIBLE CAUSES
Possible Causes
WINDSHIELD
RAIN SENSING MODULE (RSM)
DIAGNOSTIC TEST
1. CHECK FOR DELAMINATION ON THE WINDSHIELD

1. Check the contact surface of the Rain Sensing Module to the windshield for delamination (this will
resemble air bubbles in the contact area). Refer to DIAGNOSIS AND TESTING .
Is delamination present on the windshield?
Yes
 Replace the windshield in accordance with the Service Information

No
Go To 2.


NOTE: If the D508 LIN Bus circuit is shorted to Ground or Battery voltage,
this code may appear as Stored and when erased may return as
Stored.
Does the scan tool display: B2211-RAIN SENSOR MODULE INITIALIZATION

PERFORMANCE either Active or Stored?
Yes
 Go To 3.
No


STANDARD PROCEDURE.
Fig. 8: Measuring Resistance Between Ground & LIN Bus Circuit In Rain Sensor Connector

2. Disconnect the Rain Sensor harness connector.

3. Measure the resistance between ground and the (D508) LIN Bus circuit in the rain sensor
connector.
Yes
 Go To 5.
No
Go To 4.

4. (D508) LIN BUS CIRCUIT SHORTED TO BATTERY
Fig. 9: Checking LIN Bus Circuit For A Short To Battery


2. Measure the voltage between the (D508) LIN Bus circuit and ground.
NOTE: The voltage should fluctuate between approximately 7.0 and 9.8
volts.
Yes
 Go To 6.
No
Replace the Rain Sensor in accordance with the Service Information.

 Replace and program the Rain Sensor. Refer to MODULE, LIGHT RAIN SENSOR
(LRSM) , REMOVAL .
5. (D508) LIN BUS WIRE SHORTED TO GROUND

Fig. 10: Measuring Resistance Between Ground & LIN Bus Circuit In Rain Sensor Connector

2. Measure the resistance between ground and the (D508) LIN Bus circuit in the rain sensor
connector.
Yes
 Repair the (D508) LIN Bus circuit for a short to ground.

No
Replace the Rain Sensor in accordance with the Service Information.

 Replace and program the Rain Sensor. Refer to MODULE, LIGHT RAIN SENSOR
(LRSM) , REMOVAL .
6. (D508) LIN BUS WIRE SHORTED TO BATTERY
Fig. 11: Checking LIN Bus Circuit For A Short To Battery


4. Measure the voltage between the (D508) LIN Bus circuit and ground.
Yes
 Repair the LIN Bus wire for a short to voltage.

No
Steering Column Lock Module, the Win MUST be programmed before the Steering
B221D-RAIN SENSOR MODULE INTERNAL


WHEN MONITORED:
SET CONDITION:
The Rain Sensing Module detects an internal failure.
POSSIBLE CAUSES
Possible Causes
RAIN SENSING MODULE
DIAGNOSTIC TEST
1. REPLACE THE RAIN SENSING MODULE

1. With the scan tool, read the WIN DTCs.
Does the scan tool display: B221D-RAIN SENSOR MODULE (RSM) INTERNAL active?
Yes
 Replace the Rain Sensor in accordance with the Service Information. With the scan tool
select: Misc. Functions, LRSM Re-Adaption and run that program. Refer to MODULE,
LIGHT RAIN SENSOR (LRSM) , REMOVAL .
No
 Perform the WIRELESS IGNITION NODE (WIN) INTERMITTENT TEST. Refer to

STANDARD PROCEDURE.
B2224-SKREEM INTERNAL
WHEN MONITORED:
During key insertion and removal and at module power up.
SET CONDITION:
When the internal memory is corrupted. This DTC can also set if the vehicle is equipped with a Steering
Column Lock module (BUX). If after any three consecutive unsuccessful Steering Column Lock and/or Unlock
(ELV) attempts, which could be caused by an encoded data mismatch or the bolt did not reach the intended
position when requested.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST


 With the scan tool, ensure that the PCM and WIN are

3. Perform three ignition cycles, leaving the ignition switch on for a minimum of one minute per
cycle.
Does the scan tool display: B2224-SKREEM INTERNAL as active?
Yes
replacing the WIN and the Steering Column Lock Module (ELV), the WIN MUST be
No
 Perform the WIRELESS IGNITION NODE (WIN) INTERMITTENT TEST. Refer to

STANDARD PROCEDURE.
B2254-COLUMN LOCK MODULE INTERNAL


WHEN MONITORED:
Continuously.
SET CONDITION:
If the Wireless Ignition Node (WIN) does not receive the correct response message back from the Steering
Column Lock Module (ELV).
POSSIBLE CAUSES
Possible Causes
(F892) IGNITION SWITCH OUTPUT (KEY-IN) CIRCUIT OPEN
(D508) COM-LIN TIRE PRESSURE MONITOR LAN CIRCUIT OPEN
DIAGNOSTIC TEST
1. INTERMITTENT DTC
1. Using the scan tool, record and erase the WIN DTCs.
3. Arm the Vehicle Theft and Security System (VTSS) and wait one minute.
4. Disarm the VTSS by inserting the FOBIK.
6. Wait one minute.
7. Using the scan tool, read the WIN DTCs.
Does the scan tool display active; B2254-COLUMN LOCK MODULE INTERNAL?
Yes
 Go To 2.
No


STANDARD PROCEDURE.
Fig. 14: Checking Fused B(+) Circuit For An Open


2. Gain access to the Steering Column Lock Module.
4. Using a 12-volt test light connected to ground, check the (A106) Fused B(+) circuit in the Steering
Column Lock Module connector.
Yes
 Go To 3.
No
 Repair the (A106) Fused B(+) circuit for an open.

3. (F892) IGNITION SWITCH OUTPUT (KEY-IN) CIRCUIT OPEN

Fig. 15: Checking Ignition Switch Output (Key-In) Circuit For An Open

2. Measure the resistance of the (F982) Ignition Switch Output (Key-In) circuit between in the WIN
module and the Steering Column Lock Module.
Yes
 Go To 4.
No
Repair the (F892) Ignition Switch Output (Key-In) circuit for an open.



1. Using a 12-volt test light, connect one end to the (A106) Fused B(+) circuit and the other end to the
(Z912) Ground circuit in the Steering Column Lock Module connector.
Yes
 Go To 5.
No

5. (D508) COM-LIN TIRE PRESSURE MONITOR LAN CIRCUIT OPEN

1. Measure the resistance of the (D508) COM-LIN Tire Pressure Monitor LAN circuit between
(Cavity 2) in the WIN module and (Cavity 4) in the Steering Column Lock Module.
Fig. 17: Checking COM-LIN Tire Pressure Monitor LAN Circuit For An Open
Yes
No
 Repair the (D508) COM-LIN Tire Pressure Monitor LAN circuit for an open.
C0077-LOW TIRE PRESSURE
WHEN MONITORED:
Continuously.
SET CONDITION:
A low pressure condition will exist when the tire pressure falls below or is equal to the low pressure threshold
value as specified for the vehicle.
POSSIBLE CAUSES
Possible Causes
INCORRECT TIRE PRESSURE
INCORRECT PLACARD VALUES
DIAGNOSTIC TEST
1. DTC STATUS
NOTE: If the incorrect Placard Values were programmed into the WIN, a DTC
could be set. Before continuing with any TPM diagnostic test, using the
scan tool, check that the correct Placard Values have been programmed in
to the module.
NOTE: If any the following conditions are present repair them first before
continuing with this test.
 Individual Low Tire Pressure Sensor DTCs

 Tire Pressure Monitoring (TPM) Sensor Internal fault
 Spare Tire is not equipped with a TPM Sensor and is currently on the
vehicle
NOTE: Seasonal temperature changes will affect tire pressure, and may have
caused the tire pressure to fall below the low pressure warning threshold.
Tire pressure should always be set based on cold inflation tire pressure
(placard). This is defined as the tire pressure after a vehicle has not been
driven for more then three hours, and in outside ambient temperatures.
1. Correct all tire pressures to the recommended cold inflation tire pressure specifications and wait
two minutes for the system to update.
2. Ignition on engine not running.
4. Test drive the vehicle at speeds greater than 15 mph (24 km/h) for minimum of 10 minutes.
Yes
 Go To 2.
No
Go To 8.

2. LOW TIRE PRESSURE
NOTE: This DTC can be caused by many different factors and might not be a TPM
Sensor or a WIN fault. Interference from other elements can over power
the sensor/transmitter RF frequency to the WIN making erratic operation to
the TPM system. Check the vehicle for aftermarket accessories that could
compromise the RF frequency signal before diagnosing the TPM system.
Yes
 Go To 3.
No
Go To 8.

3. TIRE PRESSURE MONITORING (TPM) SENSOR
NOTE: The following tests are used to locate the Tire Pressure
Sensor/Transmitter that is setting the low pressure fault. If the tires have
been rotated, the Tire Pressure Sensor/Transmitter is no longer in
sequence from the factory. Faults are linked to the sensor/transmitter IDs.
You MUST locate the correct Tire Pressure Sensor/Transmitter that set the
fault before.
NOTE: Before continuing with any TPM diagnostic test, using the scan tool and
read first set of the Tire Placard Pressure Front and Tire Placard Pressure
Rear under Data Display in the WIN. (under the Left Rear Transponder
Status) Confirm that the values match the Tire Inflation Pressure (Placard)
label located on the Drivers Side B-Pillar. If the incorrect Placard Values
have been programmed in the WIN, go to Update Pressure Thresholds
under Miscellaneous Functions for the WIN and follow the procedure.
If the vehicle is equipped with a WIN Module, go into the Totally Integrated
Power Module (TIPM), select Data Display and read "Tire Placard Pressure
- Front" and "Tire Placard Pressure - Rear" to confirm the values were
programmed correctly. If the Placard values are incorrect in the TIPM,
select the Totally Integrated Power Module (TIPM) then under
"Miscellaneous" select "Update Pressure Threshold" and enter the placard
pressure value as seen on the Tire Inflation Pressure (Placard) label.
Repeat step #2 for Diagnostics.
1. With the scan tool, select View Data Display in the WIN and find the compensated tire pressure
values located under each of the Sensor Identification locations.
Are any of the compensated tire pressure values are below the Placard Value?
Yes
 Replace the Tire Pressure Monitoring (TPM) Sensor in accordance with the service
information. Refer to SENSOR, TIRE PRESSURE MONITORING (TPM) ,
REMOVAL .
No
Go To 4.

Is their a TPM/RKE Analyzer CH9936 available?
Yes
 Go To 5.
No
Go To 7.

5. TIRE PRESSURE MONITORING (TPM) SENSOR NON-RESPONSIVE

1. With the TPM-RKE Analyzer (special tool #CH9936, Analyzer, TPM/RKE), check to see if the
any of the TPM Sensors do not respond after repeated attempts or display the following:
 "Damaged Accel"
 "Damaged Temp"
 "Damaged Temp"
 "Damaged Press"
Are any of the TPM Sensors not responding or displaying the information listed above?
Yes
REMOVAL .
No
Go To 6.

6. TPM SENSOR INTERNAL FAULT SET USING TPM/RKE ANALYZER CH9936
the sensor internal fault. If the tires have been rotated, the Tire Pressure
Sensor is no longer in sequence from the factory. Faults are linked to the
sensor/transmitter IDs. You MUST locate the correct Tire Pressure Sensor
that set the fault before continuing. Use the following method below at
every tire location.
NOTE: If the sensor IDs do not match, it may be necessary to move the vehicle to
a location away from other TPM sensors and repeat this step.
1. With the scan tool, select Data Display for the WIN.
2. Check to see if the Sensor IDs match what is programmed into the WIN.
Yes
REMOVAL .
No
Replace the Wireless Ignition Node (WIN) in accordance with the Service Information. Refer

to RECEIVER, WIRELESS IGNITION NODE , REMOVAL .
7. TIRE PRESSURE SENSOR INTERNAL FAULT SET
mph (24 km/h) for about a minute in order to receive TPM Sensor data.
tool for changes to any compensated tire pressure values
2. Look for a tire location whose sensor ID that is not responding.
3. Repeat this test on each wheel on the vehicle until the sensor in question has been identified
Yes
REMOVAL .
No


mph).
Yes
No
C1501-TIRE PRESSURE SENSOR 1 INTERNAL
THEORY OF OPERATION
The tire pressure sensor actively monitors the air pressure and air temperature inside the tire, the sensor internal
battery status, and the radial acceleration of the wheel. Each sensor has a unique ID code.
WHEN MONITORED:
SET CONDITION:
The Wireless Ignition Node (WIN) will monitor the signals from the four active road tire sensors. A loss of
signal error is detected when eight consecutive blocks of data are not received or cannot be accurately decoded.
An internal sensor hardware error condition will be set when an error in the accelerometer, pressure sensor, or
temperature sensor is detected.
POSSIBLE CAUSES
Possible Causes
INCORRECT SENSORS
DIAGNOSTIC TEST
4. Test drive the vehicle at a speed greater than 24 km/h (15 mph) for a minimum of 10 minutes in
order to receive TPM Sensor data and allow for the system to update.
Yes
 Go To 2.
No
Go To 9.

Yes
 Go To 3.
No
Go To 8.


Yes
 Go To 4.
No
Replace the Tire Pressure Monitoring (TPM) Sensor in accordance with the service

REMOVAL .
ANALYZER
for a response, and store in the proper location in the TPM-RKE Analyzer (special tool #CH9936,
Analyzer, TPM/RKE). If you receive no response from any of the TPM Sensors, check to make
sure that the TPM-RKE Analyzer is set correctly and repeat the process on each non-responsive
wheel.
Has the faulty TPM Sensor been located?
Yes
REMOVAL .
No
Go To 5.

IDs match what is programmed into the WIN. The TPM Sensor Identifications are located under
"Data Display" for the WIN.
Do the TPM Sensor IDs match what is stored in the WIN?
Yes
No
Go To 6.

6. TIRE PRESSURE MONITORING (TPM) SENSOR INTERNAL FAULT

1. Using the data taken by the TPM-RKE Analyzer (special tool #CH9936, Analyzer, TPM/RKE),
program the current sensor ID's into the WIN module in the corresponding locations.
3. Drive the vehicle for a minimum of 20 minutes with the vehicle speed greater than 24 km/h (15
mph) to verify that the DTC does not return in an active state.
Does the scan tool display: C1501-TIRE PRESSURE SENSOR 1 INTERNAL
Yes
 Replace the Wireless Ignition Node (WIN) in accordance with the Service Information. Refer
No
Go To 7.


1. With the TPM-RKE Analyzer, read the sensor ID's.
Do the sensor ID's match the ID's just learned in the previous step?
Yes
 Test complete.
No

Yes
REMOVAL .
No


3. With the scan tool, clear DTCs in the Wireless Ignition Node (WIN) Module.
mph).
5. With the scan tool, select View DTCs in the Wireless Ignition Node (WIN) Module.
Yes
No
THEORY OF OPERATION
battery status, and the radial acceleration of the wheel. Each sensor has a unique ID code. The sensor transmits
the data at regular intervals via an encoded signal to a receiver circuit located in the Wireless Ignition Node
(WIN).
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
INCORRECT SENSORS
DIAGNOSTIC TEST
Yes
 Go To 2.
No
Go To 9.

Yes
 Go To 3.
No
Go To 8.


Yes
 Go To 4.
No

REMOVAL .
ANALYZER
wheel.
Yes
REMOVAL .
No
Go To 5.

Yes
No
Go To 6.


Yes
No
Go To 7.


Yes
 Test complete.
No
Perform the TPM VERIFICATION TEST. Refer to STANDARD PROCEDURE.


Yes
REMOVAL .
No
Replace the WIN module in accordance with the Service Information. Refer to RECEIVER,


3. With the scan tool, clear DTCs in the Wireless Ignition Node (WIN) Module.
mph).
5. With the scan tool, select View DTCs in the Wireless Ignition Node (WIN) Module.
Yes
No
THEORY OF OPERATION
(WIN).
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
INCORRECT SENSORS
DIAGNOSTIC TEST
3. Using the scan tool, record and erase DTCs.
Yes
 Go To 2.
No
Go To 9.

Yes
 Go To 3.
No
Go To 8.

Yes
 Go To 4.
No
REMOVAL .
Perform the TPM VERIFICATION TEST. Refer to STANDARD PROCEDURE.


ANALYZER
wheel.
Yes
REMOVAL .
No
Go To 5.

Yes
No
Go To 6.


Yes
No
Go To 7.


Yes
 Test complete.
No


Yes
REMOVAL .
No


3. Using the scan tool, clear DTCs in the Wireless Ignition Node (WIN) Module.
mph).
5. Using the scan tool, select View DTCs in the Wireless Ignition Node (WIN) Module.
Yes
No
THEORY OF OPERATION
(WIN).
WHEN MONITORED:
With vehicle speed greater than 15 m.p.h. (24 km/h).
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
INCORRECT SENSORS
DIAGNOSTIC TEST
Yes
 Go To 2.
No
Go To 9.

Yes
 Go To 3.
No
Go To 8.

Yes
 Go To 4.
No

REMOVAL .
ANALYZER
wheel.
Yes
REMOVAL .
No
Go To 5.

Yes
No
Go To 6.


Yes
No
Go To 7.


Yes
 Test complete.
No

Yes

REMOVAL .
No


3. Using the scan tool, clear DTCs in the Wireless Ignition Node (WIN) Module.
mph).
5. Using the scan tool, select View DTCs in the Wireless Ignition Node (WIN) Module.
Yes
No
C151C-TIRE PRESSURE MONITORING (TPM) SENSORS MISSING
THEORY OF OPERATION
When installing a new Wireless Ignition Node (WIN), the module is programed with universal IDs for the Tire
Pressure Monitoring (TPM) Sensors. The WIN must be programmed with the correct TPM Sensor IDs.
WHEN MONITORED:
During vehicle TPM Sensor ID locate process.
SET CONDITION:
When installing a new Wireless Ignition Node (WIN).

POSSIBLE CAUSES
Possible Causes
INCORRECT TIRE PRESSURE MONITORING (TPM) SENSOR ID(S)
DIAGNOSTIC TEST
NOTE: The DTC can be caused by many different factors and might not be a
sensor/transmitter or a WIN fault. Interference from other elements will
over power the sensor/transmitter RF frequency making erratic operation
to the TPM system. Check the vehicle for aftermarket accessories that
could compromise the RF frequency signal before diagnosing the TPM
system.
order to receive TPM data and allow for the system to update.
Yes
 Go To 2.
No
Go To 5.

Yes
 Go To 3.
No
Go To 4.

3. WITH TPM-RKE TOOL CHECK TIRE PRESSURE MONITORING (TPM) SENSOR ID(S)
attempt to read the Sensor. If the incorrect vehicle line and/or model year
is selected, the Sensor will not respond to the tool.
NOTE: If you receive no response from any of the tire pressure sensors, check to
make sure that the TPM-RKE Analyzer is set correctly, and repeat the
process on each of the non-responsive wheel(s)
for an ID, store in the proper location in the TPM-RKE Analyzer.
2. Use a TPM-RKE Analyzer (special tool #CH9936, Analyzer, TPM/RKE) to upload the correct IDs
and proper locations in the scan tool.
3. Using the scan tool, select the TIPM Module under "Miscellaneous Functions", follow the
procedure for uploading TPM Sensor IDs.
6. Using the scan tool, check to see if the TPM Module IDs match what is programmed into the WIN.
Do the TPM IDs match?
Yes
 Test complete.
No

4. WITHOUT TPM-RKE ANALYZER CHECK TIRE PRESSURE MONITORING (TPM) SENSOR

ID(S)
2. Repeat the above step on each wheel of the vehicle.
5. Using the scan tool, check to see if the TPM IDs are programmed into the WIN.
Are the TPM Sensor IDs in the WIN?
Yes
 Test complete.
 Perform the VERIFICATION TEST. Refer to STANDARD PROCEDURE.
No

5. INTERMITTENT TIRE PRESSURE SENSOR DTC
NOTE: The DTC can be caused by many different factors and might not be a
sensor/transmitter or a WIN fault. Interference from other elements will
over power the sensor/transmitter RF frequency making erratic operation
to the TPM system. Check the vehicle for aftermarket accessories that
could compromise the RF frequency signal before diagnosing the TPM
system.
Yes
 Go To 2.
No
P0928-BTSI CONTROL CIRCUIT

Fig. 18: Brake Transmission Switch Interlock Control Wiring Diagram

THEORY OF OPERATION
CAN C Bus message sent to the shifter lever assembly. The second signal is a hard wired Brake Transmission
Switch Interlock (BTSI) Control signal to the shifter lever assembly from the Wireless Ignition Node (WIN).
The CAN C Bus message is the primary brake switch signal and the hard wired signal serves as the backup
brake switch signal. These two brake switch signals are compared against each other to verify proper brake
switch operation.
WHEN MONITORED:
SET CONDITION:
The Diagnostic Trouble Code (DTC) will set if the WIN detects a short to ground, open or disconnected (K321)
BTSI Control circuit, for more than 10 seconds.
POSSIBLE CAUSES
Possible Causes
(K321) BRAKE TRANSMISSION SHIFT INTERLOCK (BTSI) CONTROL CIRCUIT SHORTED TO
GROUND
(K321) BTSI CONTROL CIRCUIT OPEN
(K321) BTSI CONTROL CIRCUIT SHORTED TO VOLTAGE
Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to
DIAGNOSTIC TEST
1. ENGINE DTCS PRESENT

Are there any Powertrain Control Module (PCM) brake related DTCs present?
Yes

No
Go To 2.

2. CHECK THE (K321) BTSI CONTROL CIRCUIT

Fig. 19: Checking The BTSI Control Circuit



4. Using a 12-volt test light connected to ground, check the (K321) BTSI Control circuit in the Shifter
Lever Assembly connector.
5. With the scan tool under WIN, actuate the BTSI.
Does the test light illuminate brightly on and off while cycling the (K321) BTSI Control circuit?
Yes
No
Go To 3.

3. (K321) BTSI CONTROL CIRCUIT SHORTED TO GROUND

Fig. 20: Checking BTSI Control Circuit For A Short To Ground


3. Measure the resistance between ground and the (K321) BTSI Control circuit in the Shifter Lever
harness connector.
4. Measure the resistance between ground and the (K321) BTSI Control circuit in the WIN harness
connector.
Is the resistance below 10K Ohms in either connector?
Yes
 Repair the (K321) BTSI Control circuit for a short to ground.

No
Go To 4.

4. (K321) BTSI CONTROL CIRCUIT OPEN

Fig. 21: Measuring Resistance Of BTSI Control Circuit

1. Measure the resistance of the (K321) BTSI Control circuit between the Shifter Lever Assembly
harness connector and the WIN harness connector.
Yes
 Repair the (K321) BTSI Control circuit for an open.

No
Go To 5.

5. (K321) BTSI CONTROL CIRCUIT SHORTED TO VOLTAGE
Fig. 22: Measuring Voltage Between Ground & BTSI Control Circuit

2. Measure the voltage between ground and the (K321) BTSI Control circuit.
Yes
 Repair the (K321) BTSI Control circuit for a short to voltage.

No
U0001-CAN C BUS
WHEN MONITORED:
SET CONDITION:
Whenever the CAN C Bus (+) or CAN C Bus (-) circuit is open, shorted to voltage or shorted to ground.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TROUBLE CODES (DTC) RELATED TO BATTERY VOLTAGE, IGNITION, OR
VIN MESSAGES PRESENT
ANY CAN C MODULE SHORTED
DIAGNOSTIC TEST
1. CHECK FOR ACTIVE DTCS

2. Cycle the ignition switch from off to on at least 3 times, leaving the ignition on for a minimum of
one minute per cycle.
Does the scan tool display: U0001-CAN C BUS as active?
Yes
 Refer to DIAGNOSIS AND TESTING , and perform the U0001-CAN C Bus diagnostic
procedure.
No
U0037-LIN BUS

WHEN MONITORED:
SET CONDITION:
The module detects a short to ground, voltage or an open circuit on the Com-LIN Tire Pressure Monitor Lan
(LIN Bus) circuit.
POSSIBLE CAUSES
Possible Causes
(D508) COM-LIN TIRE PRESSURE MONITOR LAN (LIN BUS) CIRCUIT SHORTED TO THE
(D508) LIN BUS CIRCUIT OPEN
STEERING COLUMN LOCK MODULE (ELV) (BUX)
RAIN SENSOR
DIAGNOSTIC TEST

2. With the scan tool, record and erase the Wireless Ignition Node (WIN) DTCs.
3. Cycle the ignition from on to off to on three times.
4. Wait 30 seconds.
5. With the scan tool, read the active Wireless Ignition Node (WIN) DTCs.
Does the scan tool display: U0037-LIN BUS as active?
Yes
 Go To 2.
No

2. CHECK THE RAIN SENSOR

Fig. 24: Rain Sensor Harness Connector End View


NOTE: If this vehicle is not equipped with a Rain Sensor, go to the next step.

4. With the scan tool, erase the Wireless Ignition Node (WIN) DTCs.
6. Wait 30 seconds.
Does the scan tool display active: U0037-LIN BUS?
yes
 Go To 3.
No
Replace the Rain Sensor in accordance with the Service Information. Refer to MODULE,


Fig. 25: Checking Steering Column Lock Module


2. Disconnect the Steering Column Lock Module (ELV) connector.
NOTE: If this vehicle is not equipped with a Steering Wheel Lock Module
(BUX), go to the next step.

4. With the scan tool, erase the Wireless Ignition Node (WIN) DTCs.
6. Wait 30 seconds.
Does the scan tool display active: U0037-LIN BUS?
Yes
 Go To 4.
No
Replace the Steering Column Lock Module in accordance with the service information.

Module (ELV) is programmed.
4. (D508) LIN BUS CIRCUIT SHORTED TO THE (Z912) GROUND CIRCUIT

Fig. 26: Checking LIN Bus Circuit For Short To Ground Circuit

3. Measure the resistance between the (D508) LIN Bus circuit and the (Z912) Ground circuit in the
WIN connector.
Yes
 Repair the (D508) LIN Bus circuit for a short to the (Z912) Ground circuit.
No
Go To 5.
5. (D508) LIN BUS CIRCUIT SHORTED TO VOLTAGE
Fig. 27: Checking LIN Bus Circuit For Short To Voltage


2. Measure the voltage between ground and the (D508) LIN Bus circuit in the WIN connector.
Yes
 Repair the short to voltage in the (D508) LIN Bus circuit.

No
Go To 6.

6. (D508) LIN BUS CIRCUIT OPEN

Fig. 28: Checking LIN Bus Circuit For An Open


2. Measure the resistance of the (D508) LIN Bus circuit between the WIN connector and the Rain
Sensor or the Steering Column Lock Module (ELV) (BUX) (if equipped) connector.
Yes
Steering Column Lock Module (ELV) is programmed.
No
 Repair the open in the (D508) LIN Bus circuit.

U0100-LOST COMMUNICATION WITH THE ECM/PCM
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Powertrain Control Module (PCM/ECM) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes

POWERTRAIN CONTROL MODULE (PCM/ECM)
DIAGNOSTIC TEST
1. ACTIVE DTC
Does the scan tool display as active: U0100-LOST COMMUNICATION WITH THE ECM/PCM?
Yes
PCM diagnostic procedure.
No
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Anti Lock Brake Module (ABS) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
ABS MODULE

DIAGNOSTIC TEST
1. ACTIVE DTC
Yes
Anti-Lock Brake Module diagnostic procedure.
No
U0146-LOST COMMUNICATION WITH CENTRAL GATEWAY (TIPM)
WHEN MONITORED:
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes

DIAGNOSTIC TEST
proceeding.

Does the scan tool display active: U0146-LOST COMMUNICATION WITH CENTRAL
GATEWAY?
Yes
No
U0231-LOST COMMUNICATION WITH LIGHT RAIN SENSING MODULE


WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Rain Sensing Module for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
(F981) FUSED IGNITION SWITCH OUTPUT OPEN
RAIN SENSOR MODULE
DIAGNOSTIC TEST
proceeding.
2. Cycle the ignition switch from on to off three times then back to on.
Does the scan tool display: U0231-LOST COMMUNICATION WITH LIGHT RAIN SENSING
MODULE?
Yes
 Go To 2.
No
Refer to DIAGNOSIS AND TESTING , and perform the Stored Lost Communication

2. (F981) FUSED IGNITION SWITCH OUTPUT OPEN
Fig. 30: Checking Fused Ignition Switch Output For An Open


4. Measure the voltage between ground and the (F981) Fused Ignition Switch Output circuit in the
Rain Sensor harness connector.
Yes
 Go To 3.
No
Repair the (F981) Fused Ignition Switch Output circuit for an open.


1. Using the a 12 volt test light connected to 12 volts, check the (Z919) Ground circuit.
Yes
 Go To 4.
No


4. CHECK THE VOLTAGE OF THE (D508) COM-LIN TIRE PRESSURE MONITOR LAN
CIRCUIT
Fig. 32: Checking Voltage Of The COM-LIN Tire Pressure Monitor LAN Circuit
1. Measure the voltage between the (D508) COM-Lin Tire Pressure Monitor LAN circuit and ground
in the Rain Sensor connector.
Yes
 Go To 5.
No
Replace the Rain Sensor in accordance with the Service Information. Refer to MODULE,


Fig. 33: Checking COM-LIN Tire Pressure Monitor LAN Circuit For An Open

2. Disconnect the WIN Module harness connector.
3. Measure the resistance of the (D508) COM-Lin Tire Pressure Monitor LAN circuit between the
WIN Module harness connector and the Rain Sensor harness connector.

Yes
No
 Repair the (D508) COM-Lin Tire Pressure Monitor LAN circuit for an open.
U0236-LOST COMMUNICATION WITH COLUMN LOCK MODULE


WHEN MONITORED:
Continuously.
SET CONDITION:
If the Wireless Ignition Node (WIN) does not receive the correct response message back from the Steering
Column Lock Module.
POSSIBLE CAUSES
Possible Causes
(F892) IGNITION SWITCH OUTPUT (KEY-IN) CIRCUIT OPEN
DIAGNOSTIC TEST
1. INTERMITTENT DIAGNOSTIC TROUBLE CODE (DTC)

1. Using the scan tool, erase the current WIN DTCs.
3. Arm the Vehicle Theft and Security System (VTSS) and wait one minute.
5. Using the scan tool, read the WIN DTCs.
Does the scan tool display active; U0236-LOST COMMUNICATION WITH COLUMN LOCK
MODULE?
Yes
 Go To 2.
No
Perform the STORED LOST COMMUNICATION DTCS TEST. Refer to DIAGNOSIS


AND TESTING .
1. Gain access to the Steering Column Lock Module.
3. Using a 12-volt test light connected to ground, check the (A106) Fused B(+) circuit (Cavity 1) in
the Steering Column Lock Module connector.

Yes
 Go To 3.
No
Repair the (A106) Fused B(+) circuit for an open.


3. (F892) IGNITION SWITCH OUTPUT (KEY-IN) CIRCUIT OPEN

2. Measure the resistance of the (F982) Ignition Switch Output (Key-In) circuit between (Cavity 9) in
the WIN module and (Cavity 3) in the Steering Column Lock Module.
Yes
 Go To 4.
No
Repair the (F892) Ignition Switch Output (Key-In) circuit for an open.


1. Using a 12-volt test light connected to 12-volts, check the (Z912) Ground circuit (Cavity 2) in the
Steering Column Lock Module connector.
Yes
 Go To 5.
No



1. Measure the resistance of the (D508) COM-LIN Tire Pressure Monitor LAN circuit between
(Cavity 2) in the WIN module and (Cavity 4) in the Steering Column Lock Module.
Yes
No
 Repair the (D508) COM-LIN Tire Pressure Monitor LAN circuit for an open.
U1197-SECURITY SEED RESPONSE NOT RECEIVED FROM ECM/PCM
THEORY OF OPERATION
Whenever a Fob Integrated Key (FOBIK) is inserted in the Wireless Ignition Node (WIN), the WIN performs a
self test and resynchronization routine. During the routine, the WIN interrogates the FOBIK for the secret key
information and performs a CAN Bus message handshake with the Powertrain Control Module (PCM). The
PCM must reply to the WIN that the secret key information matches to initiate the start sequence or this code
will set on the third attempt.
WHEN MONITORED:
Whenever a FOBIK is rotated to the Run position.
SET CONDITION:
This DTC sets if the WIN does not receive a CAN Bus message from the ECM/PCM. This code will set on the
20th start attempt.
POSSIBLE CAUSES
Possible Causes
PCM PROGRAMMING
DIAGNOSTIC TEST
1. VERIFY PCM PROGRAMMING

1. Using the scan tool, record and erase all DTCs in the PCM.
2. Turn the Ignition Off, and wait fifteen seconds before turning the Ignition On.
3. Wait one minute, and read the active PCM DTCs.
Does the scan tool display: U1197-SECURITY SEED RESPONSE NOT RECEIVED FROM
ECM/PCM as active?
Yes
 Perform the PCM/ECM REPROGRAMMING procedure. Refer to PCM

REPROGRAMMING .
No
STANDARD PROCEDURE
WIRELESS IGNITION NODE (WIN) INTERMITTENT TEST
DIAGNOSTIC TEST
1. RECORD AND ERASE ALL WIN DIAGNOSTIC TROUBLE CODES (DTCS)
Using the scan tool, record and erase all DTCs from the WIN. Monitor for any active codes as you work
through the following steps.
 Review the code monitor and set conditions for any DTCs that are stored and attempt to reproduce
the conditions listed.
 Wiggle the wiring harness and connectors of the related circuit, sensor or component.
 Turn the ignition off. Perform any Technical Service Bulletins (TSBs) that may apply.
Was the source of the customer complaint found or did any DTCs appear and stay active?
Yes
 Make the appropriate repairs and perform the WIN VERIFICATION TEST, or, refer to
STANDARD PROCEDURE, and perform the appropriate diagnostic procedure. Refer to
DIAGNOSIS AND TESTING.
No
Go To 2.

2. ATTEMPT TO REPRODUCE THE CONDITION
In the event the customer complaint cannot be duplicated due to an intermittent condition in the
theft/security system, the following may aid in attempting to reproduce the condition.
 Using the wiring diagram/schematic as a guide, inspect the wiring and connectors related to the
stored code or component in question.
 Look for chafed, pierced, pinched, or partially broken wires and broken, bent, pushed out, spread,
 If the customer concern was related to a specific Fob-Integrated-Key (FOBIK), ensure the FOBIK
in question is used while attempting reproduce the condition.
 Reconnect any disconnected components and harness connectors and ensure they are properly
seated.
 If numerous trouble codes were set, use a schematic and inspect any common ground or supply
circuits.
Was the source of the intermittent condition located?
Yes
 Make the appropriate repairs and perform the WIN VERIFICATION TEST. Refer to STANDARD
PROCEDURE.
No
 The problem cannot be found at this time. If repeated intermittent failures are encountered that
cannot be reproduced and the condition has prompted multiple customer visits to the dealership,
document any findings on the repair order.
WIRELESS IGNITION NODE (WIN) PRE-DIAGNOSTIC PROCEDURE
Before attempting to repair any WIN system, technicians should be familiar with and fully understand the
system operation. for complete details. Refer to OPERATION . The following should be used as a checklist to
be completed in its entirety prior to referencing specific WIN diagnostic procedures.
DIAGNOSTIC TEST
1. FOLLOW THE BASIC OUTLINE SET FORTH IN THE SIX-STEP TROUBLESHOOTING

PROCEDURE
1. Verification of complaint.
2. Verification of any related symptoms.
3. Symptom analysis.
4. Problem isolation.
5. Repair of isolated problem.
6. Verification of proper operation.

2. TAKE INTO ACCOUNT CURRENT VEHICLE CONDITION, REPAIR HISTORY, AND
TECHNICAL SERVICE BULLETINS (TSBs)
 Verify there are no outward signs of vehicle damage that could impact the proper operation of the
theft or security system. Check for aftermarket vehicle accessories that may have been installed
improperly or could interfere with the system
 Check the vehicle repair history for repairs that may relate to the current condition.
 Perform a check of current Technical Service Bulletins (TSB) for the WIN system related to the
customer concern. If a TSB applies, follow the procedure outlined in the TSB.
3. DIAGNOSE ONLY THOSE FAILURES THAT ARE ACTIVE AND CAN BE REPRODUCED
 Check the control module that is central to the subsystem which is exhibiting the condition for the
active DTCs.
 For an intermittent failure that is not current at the time of vehicle inspection, and perform the WIN
INTERMITTENT TEST and document the event on the repair order. Refer to STANDARD
PROCEDURE.
4. ADDRESS ACTIVE DIAGNOSTIC TROUBLE CODES (DTCS) IN THE CORRECT ORDER
As a general rule, for any WIN module that exhibits more than one active DTC, address the codes in the
order indicated:
1. Low/High Voltage and Serial Data Loss of Communication Codes

2. Module Internal Failure and Configuration Mismatch Codes
3. Circuit specific DTC failures
Should the malfunction still be present after conducting this Pre-diagnostic Procedure, technicians should
continue to the appropriate DTC procedure or symptom diagnostic.
WIRELESS IGNITION NODE (WIN) VERIFICATION
WIN VERIFICATION
Perform the following after completion of a diagnostic repair:
NOTE: When entering the Personal Identification Number (PIN), care should be taken
because the WIN will only allow three consecutive attempts to enter the correct
PIN. If three consecutive incorrect PINs are entered the WIN will Lock Out the
scan tool. To exit Lock Mode, the ignition key must remain in the Run position
for one hour. All accessories must be off. A battery charger connected to the
battery during this time period is recommended.
NOTE: On vehicles equipped with a Base Tire Pressure Monitoring (TPM) system, when
the WIN and/or the spare tire pressure sensor is replaced with a new unit, a
diagnostic scan tool MUST be used to run a routine that allows the WIN to be
programmed with the ID number and location of the spare tire pressure sensor
mounted in the wheel of the spare tire. Follow the programming steps outlined
in the diagnostic scan tool for "Learn Spare Tire Sensor ID" under
"Miscellaneous Functions" for the "WIN" menu item as appropriate. In addition,
if the WIN is replaced, the spare tire must be dismounted from its wheel to
access and note the ID number on the spare tire pressure sensor so that the ID
code for that sensor can be programmed into the new WIN.
1. Reconnect the previously disconnected components and connectors.

2. Obtain the vehicle's unique Personal Identification Number (PIN) assigned to it's original WIN. This
number can be obtained from the original vehicle invoice or from your Service Manager or Parts
Manager.
PCM & WIN REPLACEMENT
NOTE: If the Powertrain Control Module (PCM) and the WIN are replaced at the same
time, program the PCM VIN into the PCM first.
NOTE: The PCM stores the secret key information. If the WIN ever needs to be
replaced, the secret key information can be retrieved from the PCM and then
transferred to the WIN for security use.
During PCM/ECM replacement, use the following steps to verify the transfer of the secret key information from
the WIN to the new PCM:
1. If the PCM is to be replaced, first, replace the PCM/ECM with the original WIN still connected to the
vehicle. If the PCM is not being replaced, go to step 3.
2. Using the appropriate Service Information to program the new PCM/ECM. (This will verify the Secret
Key Transfer from the original WIN into the new PCM/ECM).
3. Now replace and program (WIN Replaced) the WIN (if necessary). This will cause the WIN to receive
the Secret Key from the PCM/ECM back into the new WIN.
NOTE: If this vehicle is equipped with a Steering Column Lock Module, it must be
replaced along with the WIN. Whenever a WIN is replaced the Steering
Wheel Lock Module MUST also be replaced.
4. Using the scan tool, select Miscellaneous Functions, WIN. Then select the desired procedure and follow
the display on the scan tool.
5. If the vehicle is equipped with the Base Tire Pressure Monitoring System, program the Placard Pressure
Values into the WIN.
6. Make sure all the customer's keys have been programmed into the new module if necessary.
NOTE: If the WIN module was replaced and the vehicle is equipped with the
Passive Entry System (PEM), with the scan tool, perform the "PEM
Replace" routine in the PEM after the FOBIKS have been programmed.
7. Using the scan tool, erase all DTCs. Perform five ignition key cycles, leaving the key on for at least 90
seconds per cycle.
8. Using the scan tool, read WIN DTCs.
DIAGNOSTIC TEST
1. Are there any WIN DTCs present?
Yes
 Repair not complete, go to the appropriate diagnostic information and perform the appropriate
No
TPM VERIFICATION
DIAGNOSTIC TEST
1. TIRE PRESSURE MONITORING (TPM)
Was the Wireless Ignition Node (WIN) replaced during the test procedure?
Yes
 Go To 2.
No
Go To 3.

2. WIRELESS IGNITION NODE (WIN)
NOTE: When entering the PIN, care should be taken because the WIN will only
allow three consecutive attempts to enter the correct PIN. If three
consecutive incorrect PIN's are entered the WIN will Lock Out the scan
tool. To exit Lock Mode, the ignition key must remain in the Run position
for one hour. All accessories must be off. A battery charger connected to
the battery during this time period is recommended.
1. Reconnect the previously removed and/or disconnected components and connectors.

2. Obtain the vehicle's unique Personal Identification Number (PIN) assigned to its original WIN.
This number can be obtained from the vehicle invoice or from the Chrysler Customer Center
(Phone 1-800-992-1997).
3. With the scan tool, select Miscellaneous Functions, Wireless Ignition Node (WIN). Then select the
desired procedure and follow the display on the scan tool.
4. If the WIN was replaced, all the customer's keys must be programmed to the new module. Use the
scan tool and the Program Key procedure
5. With the scan tool, erase all DTCs. Perform five ignition key cycles, leaving the key on for at least
90 seconds per cycle.
mph (24 km/h). During this time the system will learn the new sensor ID code and will clear any
DTC(s) automatically.
Yes
 Repair not complete, perform the appropriate diagnostic procedure.
No
Repair is complete.

3. TIRE PRESSURE SENSOR REPLACE

1. Reconnect the previously removed and/or disconnected components and harness connectors.
2. If available, use a TPM-RKE Analyzer tool with the scan tool to program the WIN with the tire
pressure sensors ID's on the vehicle.
mph (24 km/h). During this time the system will learn the new sensor IDs.
Yes
 Repair not complete, perform the appropriate diagnostic procedure.
No
2011 ACCESSORIES AND EQUIPMENT Frame and Bumpers - Grand Cherokee
Frame and Bumpers - Grand Cherokee
SPECIFICATIONS
TORQUE SPECIFICATIONS
Description N.m Ft. Lbs In. Lbs.

Brake caliper guide pins 55 41 -
Engine cradle crossmember support bolts 175 129 -
Engine cradle stiffener bracket bolts 20 15 -
Engine mount nuts 75 55 -
Front bumper support bolts 26 19 -
Front bumper outer bolts 9 - 80
Front hub nuts 310 229 -
Front propeller shaft bolts 32 24 -
Front shock clevis bolt 217 160 -
Front skid plate bolts 28 21 -
Front suspension skid plate bolts 28 21 -
Front tow hook bolts 47 35 -
Front tow hook bracket bolts 47 35 -
Front tow hook nuts 25 18.5 -
Fuel tank skid plate bolts 28 21 -
Power steering pressure line nut 28 21 -
Rear bumper support bolts 54 40 -
Rear lower shock clevis bolt 235 173 -
Rear suspension crossmember support bolts 180 133 -
Rear tow hook bolts 165 122 -
Rear tow hook support bracket bolt 100 74 -
Steering shaft coupler bolt 49 36 -
Trailer hitch bolts 165 122 -
Transfer case skid plate bolts 28 21 -
Transmission crossmember reinforcement bracket bolts 55 41 -
Transmission crossmember to frame bolts 61 45 -
Transmission crossmember to transmission mount bolts 61 45 -
Transmission skid plate bolts 28 21 -
Upper ball joint nut 95 70 -
SPECIAL TOOLS
SPECIAL TOOLS
6602 - Remover/Installer, Bushing

6602-2 - Remover/Installer, Bushing
8173-3 - Remover/Installer
(Originally Shipped In Kit Number(s) 8180CC, 8263CC.)
8244 - Puller, Extension Housing
(Originally Shipped In Kit Number(s) 8295CC.)
8534B - Support Fixture, Engine
(Originally Shipped In Kit Number(s) 8534, 8534B, 8849, 9565.)
8838-2 - Screw Assembly
(Originally Shipped In Kit Number(s) 8696, 8696CC, 8710, 8710CC, 8715.)
9031-7A - Installer, Bushing
(Originally Shipped In Kit Number(s) 9074, 9076, 9090, 9329-SUP, 9396, 9515-SUP, 9516-SUP,
9517-SUP, 9518, 9519, 9540-SUP, 9541-SUP.)
9520-1 - Installer Disc
(Originally Shipped In Kit Number(s) 9329, 9329-SUP, 9515-SUP, 9516, 9516-SUP, 9517-SUP,
9518, 9519, 9540-SUP, 9541-SUP.)
9520-4 - Cup, Receiver
(Originally Shipped In Kit Number(s) 9329, 9329-SUP, 9515-SUP, 9516, 9516-SUP, 9517-SUP,
9518, 9519, 9540-SUP, 9541-SUP.)
C-4150A - Press, Ball Joint
(Originally Shipped In Kit Number(s) 6672, 6745.)
C-4212F - Press, Ball Joint
(Originally Shipped In Kit Number(s) 6745, 6880, 6881, MLR-C03.)
BUMPERS
BUMPER, FRONT
REMOVAL
REMOVAL
Fig. 1: Side Plastic Air Deflectors, Bumper Beam, Fasteners & Bolts
1. Disconnect and isolate the negative battery cable.

2. Remove the radiator grille assembly. Refer to GRILLE , REMOVAL .
3. Remove the fasteners (5) that secure the hood latch assembly and the upper radiator support cross
bracing.
4. Remove both the side plastic air deflectors (1).
Fig. 2: Front Bumper Isolator Pad & Push-Pin Type Retainers

5. Release the clips and position aside the power steering cooler assembly, if equipped.
6. Release the clips securing the headlamp electrical harness and position the harness aside.
7. Remove the push-pin type retainers (2) and remove the front bumper isolator pad (1).
8. Remove the four bolts (4) securing the bumper beam to the vehicle frame
9. Remove the outer two fasteners (3) that secure the bumper beam to the radiator closure panel and remove
the beam (2).
10. Remove the cross bracing from the bumper beam and any miscellaneous parts as needed.
INSTALLATION
INSTALLATION
1. Install the cross bracing on the bumper beam (2) and transfer any miscellaneous parts as needed.
2. Position the bumper and install the four bolts (4) securing the beam to the vehicle frame.
3. Install the outer two bolts (3) that secure the beam to the radiator closure panel.
4. Tighten the four inner Bolts (4) to 26 N.m (19 ft. lbs.) and the two outer bolts (3) to 9 N.m (7 ft. lbs.).
Fig. 5: Front Bumper Isolator Pad & Push-Pin Type Retainers

5. Position the isolator pad (1) and install the push-pin type retainers (2).
6. Position the headlamp electrical harness and secure in place.
7. Position back and secure the power steering cooler assembly, if equipped.
8. Install both the side plastic air deflectors (1).

9. Install the hood latch assembly and upper radiator support cross bracing. Refer to LATCH, HOOD ,
INSTALLATION .
10. Install the radiator grille assembly. Refer to GRILLE , INSTALLATION .
11. Connect the negative battery cable.
FASCIA, FRONT
REMOVAL
REMOVAL
Fig. 7: Rivets & Front Fender Flare

1. Remove the plastic rivets (5) at each wheel well that secure the flares (1) to the fascia (4).
2. Release the clips and partially remove both front fender flares.
3. Remove the fasteners (3) that secure the wheel liners (2) to the fascia (4).
Fig. 8: 1/4 Turn Fasteners

4. Remove the 1/4 turn fasteners (1) and separate the lower wheel liner from the fascia.
Fig. 9: Lower Retainers, Fog Lamp Connectors & Fascia Assembly

5. Remove the four lower retainers (4).

6. Release the integral latches at the wheel well openings (2) and the radiator grille assembly.
7. Disconnect the fog lamp electrical connectors (3), if equipped.
8. Remove the fascia assembly (1).
INSTALLATION
INSTALLATION
Fig. 10: Lower Retainers, Fog Lamp Connectors & Fascia Assembly
1. Position the front fascia (1) and connect the fog lamp electrical connectors (3), if equipped.
2. Install the fascia, locking the integral latches at the radiator grille assembly and at the wheel well
openings (2).
3. Install the four lower retainers (4).
Fig. 11: Rivets & Front Fender Flare

4. Install the fasteners (3) that secure the wheel liners (2) to the fascia (4).
5. Position the front fender flares (1) and press in place, engaging the retaining clips.
6. Install new plastic rivets (5) to secure the fender flares.
Fig. 12: 1/4 Turn Fasteners

7. Install the 1/4 turn fasteners (1) and secure the lower wheel liner to the fascia.
FASCIA, REAR
REMOVAL
REMOVAL
Fig. 13: Rivets & Rear Fender Flare

1. Remove the plastic rivets (3) that secure the fender flares (1) to the rear fascia.
2. Release the clips (2) and remove both rear fender flares.
Fig. 14: Lower Retainers & Fasteners

3. Open the rear liftgate (1).

4. Remove the two lower retainers (4) at the rear support beam.
5. Remove the fasteners (5) at the back sides of the quarter panels, in the liftgate opening.
6. Remove the fasteners (3) on both sides at the wheel well openings.
Fig. 15: Integral Latch Features, Body Harness Connector, Park Assist & Blind Spot Sensors
7. Release the integral latch features (2) at the sides and along the back and separate the fascia from the
vehicle.
8. Disconnect the body harness electrical connector (3) and remove the fascia.
9. Remove both the park assist (5) and blind spot sensors (2), if equipped.
10. Remove the sensor electrical harness.
INSTALLATION
INSTALLATION
Fig. 16: Integral Latch Features, Body Harness Connector, Park Assist & Blind Spot Sensors
1. Install the park assist and blind spot sensors (5 and 2), if equipped.
2. Install the sensor electrical harness, if equipped.
3. Position the fascia onto the vehicle and connect the body harness electrical connector (3), if equipped.
Fig. 17: Lower Retainers & Fasteners

4. Slightly spread the sides of the fascia to clear the painted surfaces.
5. position the fascia and then press into place at the sides and along the liftgate opening to engage the
integral latches (2).
6. Install the two lower retainers (4) at the rear support beam.
7. Install the fasteners (5) at the liftgate opening.
8. Install the fasteners (3) on both sides at the wheel well openings
Fig. 18: Rivets & Rear Fender Flare

9. Position the fender flares and press firmly and evenly to engage the clips (2) and install both fender flares.
10. Install new rivets (1) at the wheel wells to secure the fender flares (1) to the rear fascia.
FRAME
WARNING
USE OF HEAT DURING REPAIR
WARNING: Chrysler Group LLC engineering's position on the use of heat during
collision repair is as follows:
 Any body panel or frame component damaged which is to be

repaired and reused, must be repaired using the "cold straightening"
method. No heat may be used during the straightening process.
 During rough straightening prior to panel replacement, damaged
panels or frame components may be heated to assist in body/frame
realignment. The application of heat must be constrained to the

parts which will be replaced and not allowed to affect any other
components.
This "no heat" recommendation is due to the extensive use of high

strength and advanced high strength steels in Chrysler Group LLC
products. High-strength materials can be substantially and negatively
affected from heat input which will not be obviously known to the repairer
or consumer.
Ignoring these recommendations may lead to serious compromises in the

ability to protect occupants in a future collision event, reduce the
engineered qualities and attributes, or decrease the durability and
reliability of the vehicle.
This statement supersedes any previously released information by the

Chrysler Group LLC.
Failure to follow these instructions may result in serious or fatal injury.
WARNINGS
WARNING: Use an Occupational Safety and Health Administration (OSHA) approved

breathing filter, when spraying paint or solvents in a confined area.
Failure to follow these instructions may result in possible serious or fatal
injury.
 avoid prolonged skin contact with petroleum or alcohol based

cleaning solvents.
 do not stand under a hoisted vehicle that is not properly supported
on safety stands. Failure to follow these instructions may result in
CAUTION: When holes are drilled or punched in an inner body panel, verify the depth
of space to the outer body panel, electrical wiring or other components.
Damage to the vehicle can result.
 do not weld exterior panels unless combustible material on the

interior of vehicle is removed from the repair area. Fire or hazardous
conditions, can result.
 always have a fire extinguisher ready for use when welding.
 disconnect the negative (-) cable clamp from the battery when
servicing electrical components that are live when the ignition is off.
Damage to electrical system can result.
 do not use abrasive chemicals or compounds on painted surfaces.
Damage to finish can result.

 do not use harsh alkaline based cleaning solvents on painted or
upholstered surfaces. Damage to finish or color can result.
 do not hammer or pound on plastic trim panel when servicing interior
trim. Plastic panels can break.
RESTRAINT WARNINGS
WARNING: To avoid potential physical injury, or damage to sensitive electronic

circuits and systems, always disconnect and isolate the battery negative
(ground) cable and the positive cable, then ground the positive cable to
discharge the ORC capacitor before performing any welding operations
on the vehicle. Failure to take the proper precautions could result in
accidental airbag deployment, possible damage to the Supplemental
Restraint System (SRS) circuits and components, and possible damage to
other electronic circuits and components. Whenever a welding process is
being performed within 30 cm (12 in) of an electronic module/harness,
then that module/harness should be relocated out of the way, or
disconnected. Always protect against component or vehicle damage from
weld spatter by using weld blankets and screens. Failure to follow these
instructions may result in serious or fatal injury.
WARNING: To avoid serious or fatal injury on vehicles equipped with the

Supplemental Restraint System (SRS), never attempt to repair the
electrically conductive circuits or wiring components related to the SRS
for which there is no MOPAR wiring repair kit. It is important to use ONLY
the recommended splicing kit and procedure. For applicable and available
MOPAR wiring repair kits, please visit the MOPAR Connector Web Site at
the following address on the Internet:
(http://dto.vftis.com/mopar/disclaimer.asp). Inappropriate repairs can
compromise the conductivity and current carrying capacity of those
critical electrical circuits, which may cause SRS components not to
deploy when required, or to deploy when not required. Only minor cuts or
abrasions of wire and terminal insulation where the conductive material
has not been damaged, or connector insulators where the integrity of the
latching and locking mechanisms have not been compromised may be
repaired using appropriate methods.
WARNING: To avoid serious or fatal injury during and following any seat belt or child
restraint anchor service, carefully inspect all seat belts, buckles,
mounting hardware, retractors, tether straps, and anchors for proper
installation, operation, or damage. Replace any belt that is cut, frayed, or
torn. Straighten any belt that is twisted. Tighten any loose fasteners.
Replace any belt that has a damaged or ineffective buckle or retractor.
Replace any belt that has a bent or damaged latch plate or anchor plate.
Replace any child restraint anchor or the unit to which the anchor is
integral that has been bent or damaged. Never attempt to repair a seat
belt or child restraint component. Always replace damaged or ineffective
seat belt and child restraint components with the correct, new and
unused replacement parts listed in the Chrysler Mopar® Parts Catalog.
Failure to follow these instructions may result in possible serious or fatal
injury.
WARNING: To avoid serious or fatal injury on vehicles equipped with side curtain
airbags, disable the Supplemental Restraint System (SRS) before
attempting any Occupant Restraint Controller (ORC) diagnosis or service.
The ORC contains a rollover sensor, which enables the system to deploy
the side curtain airbags in the event of a vehicle rollover event. If an ORC
is accidentally rolled during service while still connected to battery
power, the side curtain airbags will deploy. Disconnect and isolate the
battery negative (ground) cable, then wait two minutes for the system
capacitor to discharge before performing further diagnosis or service.
This is the only sure way to disable the SRS. Failure to take the proper
precautions could result in accidental airbag deployment.
WARNING: To avoid serious or fatal injury on vehicles equipped with airbags, disable
the Supplemental Restraint System (SRS) before attempting any steering
wheel, steering column, airbag, Occupant Classification System (OCS),
seat belt tensioner, impact sensor or instrument panel component
diagnosis or service. Disconnect and isolate the battery negative (ground)
cable, then wait two minutes for the system capacitor to discharge before
performing further diagnosis or service. This is the only sure way to
disable the SRS. Failure to follow these instructions may result in
accidental airbag deployment.
WARNING: To avoid potential physical injury or damage to sensitive electronic

circuits and systems, always disconnect and isolate the battery negative
(ground) cable and the positive cable, then ground the positive cable to
discharge the Occupant Restraint Controller (ORC) capacitor before
performing any welding operations on the vehicle. Failure to take the
proper precautions could result in accidental airbag deployment, possible
damage to the Supplemental Restraint System (SRS) circuits and
components, and possible damage to other electronic circuits and
components. Whenever a welding process is being performed within 12
inches (30 centimeters) of an electronic module or wiring harness, then
that module or harness should be relocated out of the way, or
disconnected. Always protect against component or vehicle damage from
weld spatter by using weld blankets and screens.
WARNING: To avoid serious or fatal injury, do not attempt to dismantle an airbag unit
or tamper with its inflator. Do not puncture, incinerate or bring into
contact with electricity. Do not store at temperatures exceeding 93° C
(200° F). An airbag inflator unit may contain sodium azide and potassium
nitrate. These materials are poisonous and extremely flammable. Contact
with acid, water, or heavy metals may produce harmful and irritating
gases (sodium hydroxide is formed in the presence of moisture) or
combustible compounds. An airbag inflator unit may also contain a gas
canister pressurized to over 17.24 kPa (2500 psi). Failure to follow these
WARNING: To avoid serious or fatal injury when handling a seat belt tensioner
retractor. Exercise proper care to keep fingers out from under the
retractor cover and away from the seat belt webbing where it exits from
the retractor cover. Failure to follow these instructions may result in
WARNING: To avoid serious or fatal injury, replace all Supplemental Restraint System
(SRS) components only with parts specified in the Chrysler Mopar® Parts
Catalog. Substitute parts may appear interchangeable, but internal
differences may result in inferior occupant protection.
WARNING: To avoid serious or fatal injury, the fasteners, screws, and bolts originally
used for the Supplemental Restraint System (SRS) components must
never be replaced with any substitutes. These fasteners have special
coatings and are specifically designed for the SRS. Anytime a new
fastener is needed, replace it with the correct fasteners provided in the
service package or specified in the Chrysler Mopar® Parts Catalog.
WARNING: To avoid serious or fatal injury when a steering column has an airbag unit
attached, never place the column on the floor or any other surface with
the steering wheel or airbag unit face down. Failure to follow these
SPECIFICATIONS
FRAME DIMENSIONS
Frame dimensions are listed in metric scale. All dimensions are from center to center of Principal Locating
Point (PLP), or from center to center of PLP and fastener location.
VEHICLE PREPARATION
Position the vehicle on a frame alignment rack, refer to instructions provided with equipment being used. Adjust
the vehicle PLP heights to the specified dimension above the work surface (datum line). Vertical dimensions
can be taken from the datum line to the locations indicated were applicable.
DESCRIPTION FIGURE
FRAME DIMENSIONS - TOP VIEW Refer toFig. 19.
FRAME DIMENSIONS - SIDE VIEW Refer toFig. 20.
Fig. 19: Frame Dimensions - Top View

Fig. 20: Frame Dimensions - Side View

CROSSMEMBER, CRADLE, ENGINE AND SUSPENSION
REMOVAL
REMOVAL
Fig. 21: Engine Support Tool

1. Remove the intake manifold. Refer to MANIFOLD, INTAKE , REMOVAL or MANIFOLD,

INTAKE , REMOVAL or MANIFOLD, INTAKE , REMOVAL , 5.7L .
2. Remove the oil control solenoid, if equipped. Refer to CONTROL VALVE, OIL INTAKE ,
REMOVAL , 5.7L .
3. Support engine using engine support fixture (special tool #8534B, Support Fixture, Engine) (1) or
equivalent.
4. Remove the front skid plate. Refer to PLATE, SKID, FRONT , REMOVAL and PLATE, SKID,
FRONT SUSPENSION , REMOVAL.
5. Remove both brake calipers and hang to the side. Refer to CALIPER, DISC BRAKE , REMOVAL .
Fig. 22: Motor Mount Bracket, Motor Mount & Nuts

6. Remove the motor mount nuts.

Fig. 23: Coupler, Pinch Bolt & Steering Shaft

CAUTION: Steering column module is centered to the vehicles steering system.

Failure to keep the system and steering column module centered and
locked/inhibited from rotating can result in steering column module
damage. Refer to CLOCKSPRING , STANDARD PROCEDURE .
7. Place the front wheels in the straight ahead position with the steering wheel centered and locked with a
steering wheel lock.
8. Drain or siphon the power steering system.
9. Remove the steering shaft coupler pinch bolt (2) and disconnect the coupler (1) from the steering shaft
(3).
Fig. 24: Pressure Line, Return Line & Gear

10. Disconnect the pressure line (1), and the return line (2) at the gear (3).
Fig. 25: Ball Joint Press, Upper Ball Joint & Knuckle
11. Support the outside of the lower control arms with a suitable holding fixture, and raise to normal ride
height.
12. Remove the upper ball joint nuts.
13. Separate the upper ball joints (2) from the knuckles (3) using Ball Joint Press (special tool #C-4150A,
Press, Ball Joint) (1).
Fig. 26: Lower Control Arm Nut/Bolt

14. Remove the shock clevis bracket to lower control arm nut/bolts (1).
Fig. 27: Propeller Shaft, Pinion Flange & Reference Marks

15. Remove the wheel and tire assemblies.

16. Mark front propeller shaft (1) and pinion flange (2) for installation reference. Remove propeller shaft
from pinion flange.
Fig. 28: Hub Nut & Half Shaft

17. Remove hub nuts (1) from half shafts (2).

Fig. 29: Cradle, Brace Bolts & Cradle Bolts

NOTE: Right side shown in illustration, left side similar.
18. Using a grease pencil or equivalent, mark the location of the engine support cradle on the underbody.
19. Remove the six frame brace bolts (2).
20. Support the cradle (1) with suitable lifting device.
21. Remove the four cradle bolts (3) and separate the engine cradle crossmember from the vehicle.
As necessary;
 Remove the lower control arms. Refer to ARM, LOWER CONTROL , REMOVAL .
 Remove the front drive axle. Refer to REMOVAL .
 Remove the steering gear. Refer to GEAR , REMOVAL .
 Remove the sway bar. Refer to STABILIZER BAR, FRONT , REMOVAL .
INSTALLATION
INSTALLATION
Fig. 30: Cradle, Brace Bolts & Cradle Bolts

As necessary;
 Install the lower control arms. Refer to ARM, LOWER CONTROL , INSTALLATION .
 Install the front drive axle. Refer to INSTALLATION .
 Install the steering gear. Refer to GEAR , INSTALLATION .
 Install the sway bar. Refer to STABILIZER BAR, FRONT , INSTALLATION .
1. Raise the engine cradle into position guiding the engine mount into the engine mount bracket.
2. Align the engine cradle to the marks made during removal and install the four engine cradle support bolts
(3)
3. Tighten the four support bolts (3) to 175 N.m (129 ft. lbs.).
4. Tighten the six cradle stiffener bracket bolts (2) to 20 N.m (15 ft. lbs.).
Fig. 31: Steering Knuckle & Upper Ball Joint

5. Support the outside of the lower control arm with a suitable holding fixture, and raise to position the
upper ball joint (2) into the knuckle (3).
6. With the holding fixture holding the suspension at normal ride height, install the upper ball joint nut (4)
and tighten to 95 N.m (70 ft. lbs.).
Fig. 32: Lower Control Arm Nut/Bolt

7. Support the outside of the lower control arm with a suitable holding fixture, and raise to normal ride
height.
8. Tighten the shock clevis bracket to lower control arm nut/bolt (1) to 217 N.m (160 ft. lbs.).
Fig. 33: Hub Nut & Half Shaft

9. Install the half shaft (2) hub nuts (1) and tighten to 310 N.m (229 ft. lbs.).
Fig. 34: Propeller Shaft, Pinion Flange & Reference Marks

10. Install the propeller shaft (1) with reference marks (3) aligned.
NOTE: Clean propeller shaft bolts and apply Mopar Lock and Seal Adhesive or
equivalent to the threads before installation.
11. Install the propeller shaft bolts and tighten to 32 N.m (24 ft. lbs.).
Fig. 35: Pressure Line, Return Line & Gear

12. Connect the pressure line (1), and the return line (2) at the gear (3) and tighten to 28 N.m (21 ft. lbs.).
Fig. 36: Coupler, Pinch Bolt & Steering Shaft

CAUTION: The steering gear must be centered prior to installing the coupler to
prevent clockspring damage.
13. Connect the steering shaft coupler (1) to the steering shaft (3), install a new coupler pinch bolt (2) and
tighten to 49 N.m (36 ft. lbs.).
Fig. 37: Engine Support Tool

14. Lower the engine fully onto the engine mounts.
Fig. 38: Motor Mount Bracket, Motor Mount & Nuts

15. Tighten the engine mount nuts (2) to 75 N.m (55 ft. lbs.).
16. Install the brake calipers. Refer to CALIPER, DISC BRAKE , INSTALLATION .
17. Install the front skid plate. Refer to PLATE, SKID, FRONT , INSTALLATION and PLATE, SKID,
FRONT SUSPENSION , INSTALLATION.
18. Install the oil control solenoid, if equipped. Refer to CONTROL VALVE, OIL INTAKE ,
INSTALLATION , 5.7L .
19. Install the intake manifold. Refer to MANIFOLD, INTAKE , INSTALLATION or MANIFOLD,
INTAKE , INSTALLATION or MANIFOLD, INTAKE , INSTALLATION , 5.7L .
20. Perform wheel alignment, paying special attention to thrust angle. If engine cradle crossmember needs to
be shifted to align thrust angle. Refer to WHEEL ALIGNMENT , STANDARD PROCEDURE .
CROSSMEMBER, REAR
REMOVAL
REMOVAL
1. Raise and support the vehicle. Refer to JACKING AND HOISTING LIFT POINTS .
2. On each side of vehicle rear, remove wheels. Refer to WHEELS , STANDARD PROCEDURE .
3. Remove the rear drive shaft. Refer to SHAFT, DRIVE, REAR , REMOVAL .
Fig. 39: Brake Caliper Tension Clip

NOTE: Front rotor shown in illustration, rear rotor similar.
4. Bottom caliper pistons into the caliper.

5. Remove the brake caliper tension clip (1) by pressing rearward on the front of the clip (2) while pulling
the clip out (3) from the caliper.
Fig. 40: Guide Pins, Brake Caliper & Caliper Adapter

6. Remove the caliper slide dust bolt shields and loosen the brake caliper slide bolts (guide pins) (1).
CAUTION: Never allow the disc brake caliper to hang from the brake hose.
Damage to the brake hose will result. Provide a suitable support to
hang the caliper securely.
7. Remove the brake caliper (2) from the caliper adapter (3) and hang the brake caliper (2).
Fig. 41: Cable Retaining Bracket, Cable Housing & Equalizer

8. Disconnect the brake cable end from the equalizer (3).

Fig. 42: Wheel Speed Sensor Wiring Connector, Wiring Harness Connector & Cradle
9. Disconnect both wheel speed sensor wiring connectors (1) from the wiring harness connectors (2).
Fig. 43: Shock Absorber, Upper Shock Bolts & Lower Shock Bolt/Nut
10. Support the outboard end of the lower control arm with a suitable holding fixture.
11. Remove the lower shock bolt and nut (3).
12. Lower the support on the outboard end of the lower control arm just enough to tilt the shock (1) into
position for removal between the front and rear arms of the lower control arm.
Fig. 44: Marking Location Of Crossmember Mount To Body

1 - BODY
2 - MARKER (OR CRAYON)
3 - CROSSMEMBER BUSHING FLANGE
13. Carefully mark location of rear crossmember on body at all four mount (bushing) locations using a
marker or crayon. Do not use a scratch awl to mark location.
14. Position an extra pair of jack stands under and support forward end of engine cradle to help stabilize
vehicle during rear suspension removal/installation.
Fig. 45: Jack Positioned Beneath Crossmember

15. Position under-hoist utility jack or transmission jack (2) under center of rear crossmember (1). Raise jack
head to contact crossmember and secure in place. When securing crossmember to jack, be sure not to
secure stabilizer bar.
Fig. 46: Crossmember & Crossmember Mounting Bolts

16. Remove the four crossmember bolts (2) and remove the crossmember (1).
INSTALLATION
INSTALLATION
Fig. 47: Rear Crossmember Positioned On Jack

1. Install rear crossmember (1) on jack (2) head in same position in which it was removed and secure in
place.
2. Raise crossmember to body mounting points. As crossmember is raised, align shocks (3) with pockets in
spring links. Do not install bolts at this time.

3. Continue to raise crossmember (1) with jack until crossmember mounting bolts (2) can be installed.
Install left side crossmember mounting bolts, but not the right side bolts. It is not necessary to tighten
bolts at this point.
Fig. 49: Marking Location Of Crossmember Mount To Body

1 - BODY
2 - MARKER (OR CRAYON)
3 - CROSSMEMBER BUSHING FLANGE
4. Shift crossmember as necessary to line up mounts (3) with location marks drawn on body (1) before
removal.

5. Continue to raise crossmember (1) with jack until crossmember mounting bolts (2) can be installed.
Install left side crossmember mounting bolts, but not the right side bolts. It is not necessary to tighten
bolts at this point.
Fig. 51: Isolators, Coil Spring, Shock Absorber & Crossmember

CAUTION: To avoid damaging other components of vehicle, do not lower

crossmember any further than necessary to install coil spring (2).
6. Slowly lower jack allowing right side of crossmember to drop. Do not lower jack at a fast rate. Lower
jack just enough to allow spring (2) Installation. Do not lower jack any further than necessary.
NOTE: Before installing coil spring, make sure isolators (1 and 5) are completely
installed on ends of spring.
7. Install coil spring (2) with isolators into spring pocket of spring link fitting the lower isolator to the shape
of the pocket, then align top of spring with body mount.
8. Carefully raise jack, guiding coil spring and lower end of shock absorber (1) into mounted positions.
Once shock absorber (1) lower mounting hole lines up with hole in control arm, stop jacking.
9. Install the lower shock bolt/nut (3). Raise the support on the lower control arm to normal ride height and
tighten the bolt/nut to 235 N.m (173 ft. lbs.).

10. Raise right side of crossmember (1) into mounted position. Install right side crossmember mounting bolts
(2). Snug, but do not fully tighten bolts at this time.
11. Remove both front and rear crossmember mounting bolts (2) on left side of vehicle.
Fig. 54: Isolators, Coil Spring, Shock Absorber & Crossmember

CAUTION: To avoid damaging other components of vehicle, do not lower

crossmember any further than necessary to install coil spring (2).
12. Slowly lower jack allowing left side of crossmember to drop. Do not lower jack at a fast rate. Lower
jack just enough to allow spring (2) Installation. Do not lower jack any further than necessary.
NOTE: Before installing coil spring, make sure isolators (1 and 5) are completely
installed on ends of spring.
13. Install coil spring (2) with isolators into spring pocket of spring link fitting the lower isolator to the shape
of the pocket, then align top of spring with body mount.
14. Carefully raise jack, guiding coil spring and lower end of shock absorber (1) into mounted positions.
Once shock absorber (1) lower mounting hole lines up with hole in the control arm, stop jacking.
15. Install the lower shock bolt/nut (3). Raise the support on the lower control arm to normal ride height and
tighten the bolt/nut to 235 N.m (173 ft. lbs.).

16. Raise left side of crossmember (1) into mounted position. Install left side crossmember mounting bolts (2
and 3). Snug, but do not fully tighten bolts at this time.
17. Once mounts are lined up with location marks, on both sides of vehicle, tighten all four crossmember
mounting bolts (2) to 180 N.m (133 ft. lbs.)
Fig. 57: Wheel Speed Sensor Wiring Connector, Wiring Harness Connector & Cradle
18. Route the wheel speed sensor and connect the wheel speed sensor wiring connector (1) to the wiring
harness connector (2).
19. Attach the wheel speed sensor (1) wiring routing clip (not shown in illustration) to the top of the cradle
(3).
Fig. 58: Cable Retaining Bracket, Cable Housing & Equalizer

20. Connect the brake cable end to the equalizer (3).
Fig. 59: Guide Pins, Brake Caliper & Caliper Adapter

NOTE: Front rotor shown in illustration, rear rotor similar.
NOTE: Caliper slide pins should be free from debris.
21. Position the brake caliper/pads and tighten the brake caliper slide bolts (guide pins) (1) to 55 N.m (41 ft.
lbs.).
22. Install the caliper slide bolt dust shields.
Fig. 60: Brake Caliper Tension Clip

23. Install the brake caliper tension clip (1).

24. Install the tire and wheel assembly. Refer to WHEELS , STANDARD PROCEDURE .
25. Install the rear drive shaft. Refer to SHAFT, DRIVE, REAR , INSTALLATION .
26. Pump brake pedal several times to ensure vehicle has a firm brake pedal before moving vehicle.
27. Perform wheel alignment, paying special attention to thrust angle. If rear crossmember needs to be shifted
to align thrust angle. Refer to WHEEL ALIGNMENT , STANDARD PROCEDURE .
CROSSMEMBER, TRANSMISSION
REMOVAL
REMOVAL
Fig. 61: Crossmember, Crossmember Bolts & Transmission Mount Bolts

1. Remove the skid plate. Refer to PLATE, SKID, TRANSMISSION , REMOVAL and PLATE, SKID,
TRANSFER CASE , REMOVAL.
2. Remove the reinforcement brackets.
3. Support the transmission with a suitable lifting device.
4. Remove the transmission mount bolts (3).
5. Remove the six crossmember bolts (2) and remove the crossmember (1).
INSTALLATION
INSTALLATION
Fig. 62: Crossmember, Crossmember Bolts & Transmission Mount Bolts

1. Install the crossmember (1) and install the six crossmember bolts (2).
2. Tighten the six crossmember bolts (2) to 61 N.m (45 ft. lbs.).
3. Remove the lifting device.
4. Install the transmission mount bolts (3) and tighten to 61 N.m (45 ft. lbs.).
5. Install the crossmember reinforcement brackets and tighten the bolts to 55 N.m (41 ft. lbs.).
6. Install the skid plate. Refer to PLATE, SKID, TRANSMISSION , INSTALLATION and PLATE,
SKID, TRANSFER CASE , INSTALLATION.
HITCH, TRAILER
REMOVAL
REMOVAL
Fig. 63: Trailer Wiring Connector

1. Remove the rear fascia. Refer to FASCIA, REAR , REMOVAL.

2. Disconnect the trailer wiring connector (2) harness.
NOTE: 7-way connector shown in illustration, 4 way similar.

Fig. 64: Horizontal Bolts & Vertical Bolts

3. Remove the six horizontal bolts (1) and two vertical bolts (2).
Fig. 65: Trailer Hitch

4. Remove the trailer hitch (1).
INSTALLATION
INSTALLATION
Fig. 66: Trailer Hitch

1. Install the hitch (1).
Fig. 67: Horizontal Bolts & Vertical Bolts

2. Install the bolts (1 and 2)

3. Tighten the six horizontal bolts (1) to 165 N.m (122 ft. lbs.).
4. Tighten the two vertical bolts (2) to 165 N.m (122 ft. lbs.).
Fig. 68: Trailer Wiring Connector

5. Connect the trailer connector wire harness (2).
NOTE: 7-way connector shown in illustration, 4 way similar.
6. Install the rear fascia. Refer to FASCIA, REAR , INSTALLATION.
HOOK(S), TOW, FRONT
REMOVAL
REMOVAL
Fig. 69: Support Bracket, Tow Hook, Bolts & Nut

1. Remove the nut (5) and remove the tow hook (2).
2. Remove the two front bolts (3) and remove the tow hook (2).
3. If necessary, remove the two bolts (4) and remove the support bracket (1).
INSTALLATION
INSTALLATION
Fig. 70: Support Bracket, Tow Hook, Bolts & Nut

1. If removed previously, install the tow hook support bracket (1) and install the two bolts (4).
2. Tighten the bolts (4) to 47 N.m (35 ft. lbs.).
3. Install the tow hook (2) and install the bolts (3).
4. Tighten the bolts (3) to 47 N.m (35 ft. lbs.).
5. Install the nut (5) and tighten to 25 N.m (18.5 ft. lbs.).
HOOK(S), TOW, REAR
REMOVAL
REMOVAL
Fig. 71: Rear Tow Hook Bolt, Reinforcement Bracket Bolt, Side Bracket Bolts, Lower Frame Bolt & Tow
Hook Assembly
1. Loosen the rear tow hook bolt (1).

2. Remove the reinforcement bracket bolt (2).
3. Remove the side bracket bolts (3).
4. Remove the lower frame bolt (4) and remove the tow hook assembly (5).
INSTALLATION
INSTALLATION
Fig. 72: Rear Tow Hook Bolt, Reinforcement Bracket Bolt, Side Bracket Bolts, Lower Frame Bolt & Tow
Hook Assembly
1. Install the rear notch (5) of the tow hook onto the rear frame bolt (1).
2. Install the front lower frame bolt (4).
3. Install the side frame bolts (3) and tighten to 165 N.m (122 ft. lbs.).
4. Tighten the front vertical bolt (4) to 165 N.m (122 ft. lbs.).
5. Tighten the rear vertical bolt (1) to 165 N.m (122 ft. lbs.).
6. Install the support bracket bolt (2) to 100 N.m (74 ft. lbs.).
ISOLATOR, FRONT CROSSMEMBER, FRAME
REMOVAL
REMOVAL
Fig. 73: Spacer & Engine Cradle Crossmember

1. Remove the engine cradle crossmember (2). Refer to CROSSMEMBER, CRADLE, ENGINE AND
SUSPENSION , REMOVAL.
2. Remove the spacer (1).
Fig. 74: Crossmember, Isolator Mark & Isolator

3. As an installation reference, carefully mark location of isolator (3) requiring removal on crossmember (1)
(around isolator can flange) using a marker or crayon. Do not use a scratch awl to mark location.
Fig. 75: OTC Puller, Bushing Remover/Installer, Front Engine Cradle Crossmember & Isolator
1 - OTC puller 1182 or equivalent

2 - Remover/Installer, Bushing 6602-2
3 - Front Engine Cradle Crossmember
4 - Isolator
NOTE: Prior to using special tools, lubricate OTC puller 1182 or equivalent (1)
threads to provide ease of use and promote tool longevity.
4. Assemble tools over isolator as shown in illustration.

5. Using OTC puller 1182 or equivalent and Remover/Installer, Bushing (special tool #6602-2,
Remover/Installer, Bushing) remover, remove the isolator (4).
INSTALLATION
INSTALLATION
Fig. 76: Crossmember, Isolator Mark & Isolator

CAUTION: It is very important that isolator be installed in same position as original to

maintain vehicle ride quality and isolator longevity. That is why isolator,
once installed, needs to closely match reference marks applied upon
removal of original isolator.
1. Position isolator (3) on crossmember (1) isolator bore aligning isolator can flange with reference marks
applied during removal.
Fig. 77: Ball Joint Press, Bushing Remover/Installer, Front Engine Cradle Crossmember & Isolator
1 - Press, Ball Joint C-4212F

2 - Remover/Installer, Bushing 9031-5A
4 - Front Engine Cradle Crossmember
5 - Isolator
NOTE: Prior to using special tools, lubricate Press, Ball Joint (special tool #C-
4212F, Press, Ball Joint) (1) threads to provide ease of use and promote
tool longevity.
NOTE: A mixture of soap and water may be used to aid installation of the isolator.

3. Tighten Press, Ball Joint (special tool #C-4212F, Press, Ball Joint) (1) screw-drive, pressing isolator (5)
into crossmember (4). Install isolator until isolator can flange contacts surface of crossmember.
4. Remove tools.
Fig. 78: Spacer & Engine Cradle Crossmember

5. Install the spacer (1).

6. Install the engine cradle crossmember (2). Refer to CROSSMEMBER, CRADLE, ENGINE AND
SUSPENSION , INSTALLATION.
ISOLATOR, REAR CROSSMEMBER, DIFFERENTIAL
REMOVAL
REMOVAL
Fig. 79: Transmission Jack At Rear Axle

1. Remove the exhaust as necessary to obtain clearance while lowering the rear differential. Refer to
TAILPIPE, EXHAUST , REMOVAL .
2. Remove the rear differential as necessary to gain enough access to the differential support isolators. Refer
to REMOVAL .
3. Position transmission jack (1) to rear axle assembly.
Fig. 80: Rear Axle Isolator Bolt/Nut

4. Remove rear axle forward mount isolator bolt/nut (1).
Fig. 81: Bolts & Stabilizer Bar

5. Remove the bolts (1) and lower the stabilizer bar (2).
Fig. 82: Rear Axle-to-Crossmember Bolts

6. Remove two rear axle-to-crossmember bolts (1).

7. Lower axle just enough to gain access to the differential isolator being serviced.
Fig. 83: Bushing Remover/Installer, Screw Assembly, Rear Suspension Crossmember &
Remover/Installer

3 - Screw Assembly 8838-2
4 - Rear Suspension Crossmember

5 - Remover/Installer 8173-3
NOTE: Prior to using special tools, lubricate Screw Assembly (special tool #8838-
2, Screw Assembly) (3) threads to provide ease of use and promote tool
longevity.
NOTE: When installing thrust bearing, be sure to place hardened side toward bolt
head.

9. While holding Nut from rotating, using hand tools , tighten Screw Assembly (special tool #8838-2,
Screw Assembly) (3) until Remover/Installer (special tool #8173-3, Remover/Installer) (5) comes in
contact with isolator and Remover/Installer, Bushing (special tool #9520-4, Cup, Receiver) (2) sets
squarely against crossmember (4).
10. Continue to tighten Screw Assembly (special tool #8838-2, Screw Assembly) (3), pressing isolator out of
crossmember (4).
11. Remove tools with isolator.
INSTALLATION
INSTALLATION
Fig. 84: Screw Assembly, Isolator, Bushing Remover/Installer & Rear Suspension Crossmember
1 - Screw Assembly 8838

2 - Isolator
4 - Remover/Installer 8173-3

NOTE: Prior to using special tools, lubricate Screw Assembly (special tool #8838-2,
Screw Assembly) (1) threads to provide ease of use and promote tool longevity.
head.

2. While holding Nut (4) from rotating, tighten Screw Assembly (special tool #8838-2, Screw Assembly) (1)
using hand tools , pressing isolator (2) into crossmember (4). Stop when the isolator (2) bottoms against
Remover/Installer, Bushing (special tool #9031-7A, Installer, Bushing).
3. Remove tools.
Fig. 85: Rear Axle-to-Crossmember Bolts

4. Carefully raise rear axle.

5. Install two rear axle-to-crossmember bolts (1) and torque to 135 N.m (100 ft. lbs.).
Fig. 86: Rear Axle Isolator Bolt/Nut

6. Install rear axle forward mount isolator bolt/nut (1) and torque to 135 N.m (100 ft. lbs.).
Fig. 87: Bolts & Stabilizer Bar

7. Position the stabilizer bar (2) and install the upper and lower stabilizer bar to cradle bolts (1) and tighten
to 110 N.m (81 ft. lbs.).
8. Install the exhaust if necessary. Refer to TAILPIPE, EXHAUST , INSTALLATION .
ISOLATOR, REAR CROSSMEMBER, FRAME

REMOVAL
REMOVAL
Fig. 88: Isolator Location Mark & Crossmember

1. Remove the rear suspension crossmember. Refer to CROSSMEMBER, REAR ,

REMOVALCROSSMEMBER, TRANSMISSION , REMOVAL.
2. As an installation reference, carefully mark location of isolator (1) requiring removal on crossmember (2)
(around isolator can flange) using a marker or crayon. Do not use a scratch awl to mark location.
Fig. 89: Bushing Remover/Installer, Support Bolts, Rear Suspension Crossmember, Isolator &
Extension Housing Puller
1 - Remover/Installer, Bushing 6602

2 - Support Bolts
5 - Isolator
6 - Puller, Extension Housing 8244
NOTE: Prior to using special tools, lubricate Remover/Installer, Bushing (special

tool #6602, Remover/Installer, Bushing) Screw Assembly (1) threads to
provide ease of use and promote tool longevity.
head.

4. Install two bolts (2) as shown in illustration to stabilize Puller, Extension Housing (special tool #8244,
Puller, Extension Housing) (6) legs during the removal procedure.
5. While holding screw assembly from rotating, using hand tools , tighten Remover/Installer, Bushing
(special tool #6602, Remover/Installer, Bushing) nut (1) until Remover/Installer, Bushing (special tool
#9520-1, Installer Disc) (4) comes in contact with isolator (5) and Puller, Extension Housing (special tool
#8244, Puller, Extension Housing) (6) sets squarely against crossmember (3).
6. Continue to tighten Remover/Installer, Bushing (special tool #6602, Remover/Installer, Bushing) nut (1),
pressing isolator (5) out of crossmember (3).
7. Remove tools with isolator.
INSTALLATION
INSTALLATION
Fig. 90: Isolator Location Mark & Crossmember

CAUTION: It is very important that isolator be installed in same position as original to

maintain vehicle ride quality and isolator longevity. That is why isolator,
once installed, needs to closely match reference marks applied upon
removal of original isolator.
1. Position isolator (1) on crossmember (2) isolator bore aligning isolator can flange with reference marks
applied during removal.
Fig. 91: Ball Joint Press, Remover/Installer, Bushing, Rear Suspension Crossmember & Bushing
1 - Press, Ball Joint C-4212F

5 - Bushing
NOTE: Prior to using special tools, lubricate Press, Ball Joint (special tool #C-
4212F, Press, Ball Joint) (1) threads to provide ease of use and promote
tool longevity.

3. Tighten Press, Ball Joint (special tool #C-4212F, Press, Ball Joint) (1) screw-drive, pressing isolator (5)
into crossmember (4). Install isolator until isolator can flange contacts surface of crossmember.
4. Remove tools.
5. Install the rear suspension crossmember (4). Refer to CROSSMEMBER, REAR ,

INSTALLATIONCROSSMEMBER, TRANSMISSION , INSTALLATION.
UNDER BODY PROTECTION

PLATE, SKID, FRONT
REMOVAL
REMOVAL
Fig. 92: Skid Plate & Fasteners

1. Raise and support the vehicle.

2. Remove the six fasteners (2) and remove the skid plate (1).
INSTALLATION
INSTALLATION


2. Install the skid plate (1) and install the six fasteners (2).
3. Tighten the fasteners to 28 N.m (21 ft. lbs.).
PLATE, SKID, FRONT SUSPENSION
REMOVAL
REMOVAL
Fig. 94: Skid Plate & Bolts


2. Remove the four fasteners (2) and remove the skid plate (1).
INSTALLATION
INSTALLATION
Fig. 95: Skid Plate & Bolts


2. Install the skid plate (1) and install the four bolts (2).
3. Tighten the bolts to 28 N.m (21 ft. lbs.).
PLATE, SKID, FUEL TANK
REMOVAL
REMOVAL

Fig. 96: Fuel Tank, Skid Plate & Fasteners


2. Remove the three fasteners (3) and remove the skid plate (2).
INSTALLATION
INSTALLATION
Fig. 97: Fuel Tank, Skid Plate & Fasteners


2. Install the skid plate (2) and install the three fasteners (3).
PLATE, SKID, TRANSMISSION
REMOVAL
REMOVAL


2. Remove the five fasteners (2) and remove the skid plate (1).
INSTALLATION
INSTALLATION


2. Install the skid plate (1) and install the five fasteners (2).
3. Tighten the fasteners to 28 N.m (21 ft. lbs.).
PLATE, SKID, TRANSFER CASE
REMOVAL
REMOVAL
Fig. 100: Skid Plate, Nuts & Fasteners

1. Remove the two nuts (2) and four bolts (3) and remove the skid plate.
INSTALLATION
INSTALLATION
Fig. 101: Skid Plate, Nuts & Fasteners

1. Install the skid plate and install the four fasteners (3) and nuts (2).
2011 HVAC Heating & Air Conditioning - Service Information - Grand Cherokee
2011 HVAC
Heating & Air Conditioning - Service Information - Grand Cherokee
DESCRIPTION
DESCRIPTION
NOTE: LHD model shown in illustration. RHD model similar.
A Manual Temperature Control (MTC) dual zone and an Automatic Temperature Control (ATC) dual zone
heating-A/C system is available on this model.
To maintain the performance level of the Heating, Ventilation and Air Conditioning (HVAC) system, the
engine cooling system must be properly maintained. The use of a bug screen is not recommended. Any
obstructions in front of the radiator or A/C condenser will reduce the performance of the A/C and engine
cooling systems.
The engine cooling system includes the radiator, thermostat, radiator hoses and the engine coolant pump. For
more information, refer to ENGINE COOLING SYSTEM before attempting any service to the engine cooling
system.
Fig. 1: HVAC Housing, Mode, Recirculation Door Actuator, Air Filter & Blower Motor
All vehicles are equipped with a common HVAC housing (1). The heating-A/C system combines A/C, heating,
and ventilating capabilities in a single unit mounted within the passenger compartment, beneath the instrument
panel. The HVAC housing includes:
 Mode door actuator (2) and air-doors

 Recirculation door actuator (3) and air-door

 Particulate air filter (4), when equipped
 Blower motor (5)
 Blower motor power module (ATC) (6)
 Passenger side blend door actuator (7) and air-door
 Evaporator temperature sensor (8)
 Heater core (9)
 A/C evaporator (10)
 Driver side blend door actuator (11) and air-door
NOTE: An electric positive temperature coefficient (PTC) heater is used on vehicles

when equipped with the 3.0L diesel engine. The PTC heater unit compensates
for the lower engine coolant temperatures produced by the diesel engine. The
PTC heater unit is mounted in the HVAC air distribution housing, downstream
of the heater core. For more information, refer to UNIT, HEATER, DESCRIPTION.
Based upon the system and selected mode, conditioned air can exit the HVAC housing through one or a
combination of the four main housing outlets: defrost, panel, floor and console. The defrost and panel outlets
are located on the top of the HVAC housing, the floor outlets are located at each side of the HVAC housing,
and the console outlet is located at the bottom rear of the HVAC housing. Once the conditioned air exits the
HVAC housing, it is further directed through molded plastic ducts to the outlets within the vehicle interior.
These outlets and their locations are as follows:
 Defroster Outlets - Two large defroster outlets are located near the center of the instrument panel top
cover, near the base of the windshield.
 Side Window Demister Outlets - There are two side window demister outlets. One is located at the
bottom of each A-pillar.
 Panel Outlets - There are four panel outlets in the instrument panel. One located near each outboard end
of the instrument panel facing the rear of the vehicle and one located on each side of the instrument panel
center bezel.
 Floor Outlets - There are four floor panel outlets. One outlet located above each side of the floor panel
center tunnel near the dash panel and one outlet located under the rear of each front seat.
 Console Outlets - There are four console outlets located at the rear of the center floor console. Two
facing the rear of the vehicle and one on each side of the console, directing conditioned air under each
front seat.
OPERATION
OPERATION
Both the Manual Temperature Control (MTC) and the Automatic Temperature Control (ATC) heating-A/C
systems are dual zone, blend-air type systems. In a dual zone blend-air heating-A/C system, two blend-air doors
control the amount of conditioned air that is allowed to flow through, or around the heater core. The two blend-
air doors provide completely independent side-to-side temperature control of the discharge air. The temperature
controls determine the discharge air temperatures by operating the blend door actuators, which move the blend-
air doors. This design allows almost immediate control of the output air temperatures.
Fig. 2: Blend Air System Schematic

NOTE: Typical blend-air type HVAC system shown in illustration.
The heating-A/C system pulls outside (ambient) air through the fresh air intake (4) located at the cowl panel at
the base of the windshield and into the air inlet housing above the Heating, Ventilation and Air Conditioning
(HVAC) housing and passes through the A/C evaporator (7). Air flow is then directed either through or around
the heater core (2). This is done by adjusting the position of the blend-air door(s) (3) with the temperature
control(s) located on the A/C-heater control in the instrument panel. Air flow is then directed out the floor outlet
(8), instrument panel outlet (10) or the defroster outlet (1) in various combinations by adjusting the position of
the mode-air doors (9 and 11) using the mode control located on the A/C-heater control. The temperature and
mode control uses electrical actuators to operate the air doors.
The velocity of the air flow out of the outlets can be adjusted with the blower speed control located on the A/C-
heater control.
The fresh air intake can be shut off by pressing the Recirculation button on the A/C-heater control. This will
operate the electrically actuated recirculation-air door (5), which closes off the fresh air intake. With the fresh
air intake closed, the conditioned air within the vehicle is pulled back into the HVAC housing through the
recirculation air intake (6) located within the passenger compartment.
The A/C compressor can be engaged by pressing the A/C (snowflake) button on the MTC A/C-heater control or
is automatically engaged on the ATC system when set temperatures require conditioned air cooling. On both
systems, the A/C compressor will automatically engage when in any Mix to Defrost position. This will remove
heat and humidity from the air before it is directed through or around the heater core.
The two slot-type defroster outlets receive airflow from the HVAC housing through the molded plastic defroster
ducts, which connect to the HVAC housing defroster outlets. The airflow from the defroster outlets is directed
by fixed vanes in the defroster outlet grilles and cannot be adjusted. The defroster outlet grilles are serviceable
from the instrument panel top cover.
The side window demister outlets receive airflow from the HVAC housing through the molded plastic demister
ducts. The demisters direct air from the HVAC housing through the outlets located on the A-pillars. The airflow
from the side window demister outlets is directed by fixed vanes in the demister outlet grilles and cannot be
adjusted. The side window demister outlet grilles are not serviceable from the A-pillars. The demisters operate
when the controls are in Heat, Bi-level, Mix and Defrost modes.
The four instrument panel outlets receive airflow from the HVAC housing through two molded plastic main
panel ducts. One duct directs air flow out of the right side instrument panel outlets, while the other duct delivers
air flow to the left side outlets. Each of these outlets can be individually adjusted to direct the flow of air.
The floor outlets receive airflow from the HVAC housing through the floor distribution ducts which are
connected to the rear of the HVAC air distribution housing. Two plastic rear distribution ducts and one center
console duct attach to the rear of the air distribution housing and provide conditioned air to the rear seating
positions. The airflow from the two rear distribution ducts cannot be adjusted. The two outlets located at the
rear of the floor console can be individually adjusted to direct the flow of air, but the outlets on either side of the
console cannot be adjusted and air flow is directed by fixed vanes.
NOTE: It is important to keep the HVAC air intake opening clear of debris. Leaf
particles and other debris that is small enough to pass through the cowl
opening screen can accumulate within the HVAC housing. The closed, warm,
damp and dark environment created within the housing is ideal for the growth
of certain molds, mildews and other fungi. Any accumulation of decaying plant
matter provides an additional food source for fungal spores, which enter the
housing with the fresh intake-air. Excess debris, as well as objectionable odors
created by decaying plant matter and growing fungi can be discharged into the
passenger compartment during heater-A/C operation if the air intake opening is
not kept clear of debris.
The A/C system is designed for the use of non-CFC, R-134a refrigerant and uses an A/C expansion valve to
meter the flow of refrigerant to the A/C evaporator. The A/C evaporator cools and dehumidifies the incoming
air prior to blending it with the heated air. To maintain minimum evaporator temperatures and prevent
evaporator freezing, an evaporator temperature sensor is used. This sensor is located downstream of the
evaporator and supplies an evaporator temperature signal to the A/C-heater control.

A/C PERFORMANCE
The A/C system is designed to provide the passenger compartment with low temperature and low humidity air.
The A/C evaporator, located in the HVAC housing is cooled to temperatures near the freezing point. As warm
damp air passes over the fins of the A/C evaporator, the air transfers its heat to the refrigerant in the evaporator
coils and the moisture in the air condenses on the evaporator fins. During periods of high heat and humidity, an
A/C system will be more effective in the Recirculation mode (max-A/C). With the system in the Recirculation
mode, only air from the passenger compartment passes through the A/C evaporator. As the passenger
compartment air dehumidifies, the A/C system performance levels rise.
Humidity has an important bearing on the temperature of the air delivered to the interior of the vehicle. It is
important to understand the effect that humidity has on the performance of the A/C system. When humidity is
high, the A/C evaporator has to perform a double duty. It must lower the air temperature, and it must lower the
temperature of the moisture in the air that condenses on the evaporator fins. Condensing the moisture in the air
transfers heat energy into the evaporator fins and coils. This reduces the amount of heat the A/C evaporator can
absorb from the air. High humidity greatly reduces the ability of the A/C evaporator to lower the temperature of
the air.
However, evaporator capacity used to reduce the amount of moisture in the air is not wasted. Wringing some of
the moisture out of the air entering the vehicle adds to the comfort of the passengers. Although, an owner may
expect too much from their A/C system on humid days. A performance test is the best way to determine
whether the system is performing up to design standards. This test also provides valuable clues as to the
possible cause of trouble with the A/C system. The ambient air temperature in the location where the vehicle
will be tested must be a minimum of 21° C (70° F) for this test.
A/C PERFORMANCE TEST
WARNING: Refer to the applicable warnings and cautions for this system before
performing the following operation. Refer to PLUMBING, WARNING and
PLUMBING, CAUTION. Failure to follow the warnings and cautions could
CAUTION: The use of an A/C recycling/charging station for purposes of determining

the actual charge level of an A/C system is not recommend. Service
recycling/charging stations do not reflect the correct amount of refrigerant
charge in the A/C system after a single "reclaim" cycle. Tests have shown
that it can take two or more "reclaim" cycles to remove all of the
refrigerant charge, depending on the equipment being used. Use only the
following procedure for determining the proper charge level.
NOTE: When connecting the service equipment coupling to the line fitting, verify that
the valve of the coupling is fully closed. This will reduce the amount of effort
required to make the connection.
NOTE: The work area ambient temperature and the evaporator temperature must be
above 18.3°C (65°F) prior to conducting the A/C Performance Test.
1. Conduct the A/C System Performance Test (Cooldown Test) found within the HVAC System Test. Refer
to STANDARD PROCEDURE . If no Diagnostic Trouble Codes (DTCs) are found in the A/C -heater
control, Powertrain Control Module (PCM) or Totally Integrated Power Module (TIPM), refer to 2. If any
DTCs are found, repair as required, then, refer to 2.
2. Connect a tachometer and a manifold gauge set.
3. Operate the heating-A/C system under the following conditions.

 Engine at 1, 000 rpm at operating temperature
 Doors and windows closed
 Transmission in Park
 A/C-heater controls set to Recirculation mode (max-A/C), full cool, panel mode, high blower and
with A/C compressor engaged. If the A/C compressor does not engage, see the A/C System
Diagnosis table.
4. Insert a thermometer in the driver side center panel air outlet and operate the A/C system until the
thermometer temperature stabilizes.
NOTE: This procedure requires the technician to know what the temperature and
relative humidity is at the time of the test. The temperature must be
combined with the relative humidity to calculate the apparent ambient
temperature ("feels like" temperature), when the temperatures are above
21° C (70° F). Use the current ambient temperature and the relative
humidity in your location. This information can be obtained from multiple
sources, such as the internet or local news media.
5. With the A/C clutch engaged, compare the air temperature at the center panel outlet and the A/C
compressor discharge pressure (high side) to the A/C Performance Temperature and Pressure chart. The
A/C clutch may cycle, depending upon the ambient temperature and humidity. If the A/C clutch cycles,
use the readings obtained before the clutch disengaged (coldest temperature).
A/C PERFORMANCE TEMPERATURE AND PRESSURE

21° 27° 32°
Ambient Air 38°C 43°C
C C C
Temperature (100° (110°
(70° (80° (90°
(Apparent) F) F)
F) F) F)
Maximum
Allowable 12°
9°C 9°C 15°C 18°C
Air C
(48° (48° (59° (65°
Temperature (54°
F) F) F) F)
at Center F)
Panel Outlet
138 138 207
207 241
to to to
to to
Suction 207 207 276
276 310
Pressure at kPa kPa kPa
kPa kPa
Service Port (20 (20 (30
(30 (35
(Low Side) to to to
to 40 to 45
30 30 40
psi) psi)
psi) psi) psi)
1034 1379 1551 1724 2068

to to to to to
Discharge 1724 2068 2241 2413 2758
Pressure at kPa kPa kPa kPa kPa

Service Port (150 (200 (225 (250 (300
(High Side) to to to to to
250 300 325 350 400
psi) psi) psi) psi) psi)
6. If the air outlet temperature fails to meet the specifications in the A/C Performance Temperature and
Pressure chart, or if the A/C compressor discharge pressure is high, see the A/C System Diagnosis table.
A/C SYSTEM DIAGNOSIS

Condition Possible Causes Correction
Rapid A/C clutch cycling 1. Very low refrigerant system 1. Refer to DIAGNOSIS AND TESTING -
(ten or more cycles per charge REFRIGERANT SYSTEM LEAKS. Test
minute) the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system,
if required.
Equal pressures, but the 1. No refrigerant in the 1. Refer to DIAGNOSIS AND TESTING -
compressor clutch does not refrigerant system REFRIGERANT SYSTEM LEAKS. Test
engage the refrigerant system for leaks. Repair,
if required.
2. Open fuse 2. Refer to appropriate Wiring Information.
Check the fuses in the Totally Integrated
Power Module (TIPM). Repair the shorted
circuit or component and replace the fuse(s),
if required.
3. Inoperative A/C clutch coil 3. Refer to A/C CLUTCH COIL. Test the
A/C clutch coil and replace, if required.
4. Improperly installed or 4. Refer to SENSOR, EVAPORATOR
inoperative evaporator TEMPERATURE. Test the sensor and
temperature sensor replace, if required.
5. Inoperative A/C pressure 5. Refer to TRANSDUCER, A/C
transducer PRESSURE. Test the sensor and replace, if
required.
6. Inoperative A/C heater 6. Refer to appropriate Electrical Diagnostic
control, PCM or TIPM article. Test the A/C heater control, PCM or
TIPM and replace, if required.
Normal pressures, but A/C 1. Excessive refrigerant oil in 1. Refer to REFRIGERANT OIL LEVEL.
Performance Test air system Recover the refrigerant from the refrigerant
temperatures at center panel system and inspect the refrigerant oil
outlet are too high content. Restore the refrigerant oil to the
proper level, if required.
2. Blend door actuator(s) 2. Refer to OPERATION. Inspect the
improperly installed or actuators for proper operation and replace, if
inoperative required.
3. Blend-air door(s) 3. Refer to HOUSING, HVAC. Inspect the
inoperative or sealing blend-air doors for proper operation and

improperly sealing. Repair if required.
The low side pressure is 1. Low refrigerant system 1. Refer to DIAGNOSIS AND TESTING -
normal or slightly low, and charge REFRIGERANT SYSTEM LEAKS. Test
the high side pressure is too the refrigerant system for leaks. Repair,
low evacuate and charge the refrigerant system,
if required.
2. Refrigerant flow through the 2. Refer to EVAPORATOR, A/C. Replace
A/C evaporator is restricted the restricted A/C evaporator, if required.
3. Inoperative A/C compressor 3. Refer to A/C COMPRESSOR. Replace
the A/C compressor, if required.
The low side pressure is 1. A/C condenser air flow 1. Refer to CONDENSER, A/C. Check the
normal or slightly high, and restricted A/C condenser for damaged fins, foreign
the high side pressure is too objects obstructing air flow through the
high condenser fins, and missing or improperly
installed air seals. Clean, repair, or replace
components as required.
2. Refrigerant flow through the 2. Refer to DRIER, A/C RECEIVER.
A/C receiver/drier is restricted Replace the restricted receiver/drier, if
required.
3. Inoperative radiator cooling 3. Refer to DIAGNOSIS AND TESTING .
fan Test the radiator cooling fan and replace, if
required.
4. Refrigerant system 4. Refer to REFRIGERANT. Recover the
overcharged refrigerant from the refrigerant system.
Charge the refrigerant system to the proper
level, if required.
5. Air in the refrigerant system 5. Refer to DIAGNOSIS AND TESTING -
REFRIGERANT SYSTEM LEAKS. Test
the refrigerant system for leaks. Repair,
if required.
6. Engine overheating 6. Refer to ENGINE COOLING
SYSTEM . Test the engine cooling system
and repair, if required.
The low side pressure is too 1. Accessory drive belt 1. Refer to ACCESSORY DRIVE BELT .
high, and the high side slipping Inspect the accessory drive belt condition
pressure is too low and tension. Repair as required.
2. Inoperative A/C expansion 2. Refer to DIAGNOSIS AND TESTING -
valve A/C EXPANSION VALVE. Test and
replace the valve, if required.
3. Inoperative A/C compressor 3. Refer to A/C COMPRESSOR. Replace
the A/C compressor, if required.
The low side pressure is too 1. Restricted refrigerant flow 1. Refer to LINE, A/C DISCHARGE and
low, and the high side through the refrigerant lines LINE, A/C LIQUID and LINE, A/C
pressure is too high SUCTION. Inspect the refrigerant lines for
kinks, tight bends or improper routing.

Correct the routing or replace the refrigerant
line, if required.
2. Restricted refrigerant flow 2. Refer to DIAGNOSIS AND TESTING -
through the A/C expansion A/C EXPANSION VALVE. Test and
valve replace the valve, if required.
3. Restricted refrigerant flow 3. Refer to CONDENSER, A/C. Replace
through the A/C condenser the restricted A/C condenser, if required.
HEATER PERFORMANCE
Refer to ENGINE COOLING SYSTEM before performing the following tests. Check the engine coolant level
and flow, engine coolant reserve/recovery system operation, accessory drive belt condition and tension, radiator
air flow and the fan drive operation. Perform the A/C System Performance Test, which is found within the
HVAC System Test. Refer to STANDARD PROCEDURE . If any Diagnostic Trouble Codes (DTCs) are
found in the A/C heater control or Powertrain Control Module (PCM), repair as necessary.
MAXIMUM HEATER OUTPUT
Engine coolant is delivered to the heater core through two heater hoses. With the engine idling at normal
operating temperature, set the temperature control to the full hot position, the mode control to the floor position,
and the blower motor control to the highest speed position. Using a test thermometer, check the temperature of
the air being discharged at the front floor outlets. Compare the test thermometer reading to the Heater
Temperature Reference chart.
16° C 21° C 27° C 32° C

Ambient Air Temperature
(60° F) (70° F) (80° F) (90° F)
Minimum Heater System Air 52° C 56° C 59° C 62° C
Outlet Temperature (125° F) (133° F) (139° F) (144° F)
Refer to ENGINE COOLING SYSTEM . If the heater outlet air temperature is below the minimum
specification. Both of the heater hoses should be hot to the touch. The coolant return heater hose should be
slightly cooler than the coolant supply heater hose. If the return hose is much cooler than the supply hose, locate
and repair the engine coolant flow obstruction in the cooling system.
OBSTRUCTED COOLANT FLOW
Possible locations or causes of obstructed coolant flow are as follows:
 Inoperative water pump.

 Inoperative thermostat.
 Pinched or kinked heater hoses.
 Improper heater hose routing.
 Plugged heater hoses or supply and return ports at the cooling system connections.
 Plugged heater core.
If proper coolant flow through the cooling system is verified, and heater outlet air temperature is low, a
mechanical problem may exist.
MECHANICAL PROBLEMS
Possible locations or causes of insufficient heat due to mechanical problems are as follows:
 Obstructed cowl air intake.

 Obstructed heater system outlets.
 Inoperative engine thermostat.
 Inoperative blower motor system.
 Inoperative A/C heater control.
 Inoperative blend door actuator(s).
 Inoperative, obstructed or improperly installed blend-air door.
TEMPERATURE CONTROL
If the heater outlet air temperature cannot be adjusted with the temperature control on the A/C-heater control,
the following could require service:
 Inoperative A/C heater control.

 Inoperative blend door actuator(s).
 Inoperative, obstructed or improperly installed blend-air door.
 Improper engine coolant temperature.
 Inoperative related wiring harness or connectors.
STANDARD PROCEDURE
STANDARD PROCEDURE - A/C EVAPORATOR CLEANING
Some vehicle operators may experience a musty odor from the A/C system, primarily at start up in hot and
humid climates. This odor may be the result of microbial growth on the cooling coil. During normal A/C system
operation, condensation forms in and around the A/C cooling coil. When airborne pollutants mix with this
condensation, bacteria and fungi growth begins and odor may result.
If the vehicle operator experiences a musty odor when operating the A/C system, perform the following
procedure.
WARNING: Always use eye protection, rubber gloves and protective clothing when
performing the following procedure. Avoid continuous breathing of
vapors from evaporator coil cleaning and sealing fluids. Avoid contact
with skin and eyes. Failure to follow these instruction may result in
1. On models equipped with a particulate air filter, remove the filter and inspect for dirt and debris. Refer to
FILTER, PARTICULATE AIR, REMOVAL. Discard the used particulate filter if required.
2. Remove the cowl panel cover. Refer to COVER, COWL PANEL .
3. Clean any dirt and debris that may be present at the HVAC fresh air inlet screen and at the top of the cowl
panel.
4. Install the cowl panel cover.
6. Inspect the evaporator drain hose or tube (depending on application) for foreign material that may be
blocking the drain and repair as necessary.
7. Once drain operation has been verified;
 when equipped with a rubber drain hose, temporarily pinch the drain hose closed using an
appropriate pair of heater hose pliers.
 when equipped with a solid plastic drain tube, obtain an appropriate size rubber or plastic cap or
plug and temporarily cap or plug the drain tube.
8. Lower the vehicle.
9. Place a protective cover over the front passenger side floor and seat area.
10. Remove the blower motor. Refer to MOTOR, BLOWER, REMOVAL.
11. Remove the blower motor power module. Refer to MODULE, POWER, BLOWER MOTOR,
REMOVAL.
12. Clean any dirt and debris that may be present inside the HVAC blower motor housing and all readily
accessible areas inside the HVAC housing. If necessary, use a vacuum with a small flexible hose, and
take caution not to damage the evaporator core fins.
13. Using PSE Flex Spray Delivery Tool 534-62637 or equivalent, completely coat the entire surface of A/C
evaporator with three bottles of Mopar® Cooling Coil Cleaner through the blower motor and power
module or resistor openings. Be sure to use all of the coil cleaner in each container.
14. Allow the vehicle to sit for 30 minutes.
WARNING: Excess cooling coil cleaner will drain from the evaporator housing
when the clamp, cap or plug is removed from the evaporator drain
hose or tube. Always use eye protection, rubber gloves and
protective clothing. Avoid continuous breathing of vapors from
evaporator coil cleaning fluid. Avoid contact with skin and eyes.
Failure to follow these instruction may result in possible serious or
fatal injury.
16. Remove the previously installed clamp, cap or plug from the evaporator drain hose or tube and allow
excess coil cleaner to drain from the HVAC housing.
18. Refill the three empty coil cleaner bottles with clean tap water.
19. Using PSE Flex Spray Delivery Tool 534-62637 or equivalent, completely rinse the entire surface of A/C
evaporator with the three bottles of clean tap water through the blower motor and power module
openings. Be sure to use all of the water in each container.
20. Install the blower motor. Refer to MOTOR, BLOWER, INSTALLATION.

21. Install the blower motor power module. Refer to MODULE, POWER, BLOWER MOTOR,
INSTALLATION.
22. Disconnect the wire harness connector from the A/C compressor to disable compressor operation. Refer
to COMPRESSOR, A/C, REMOVAL.
23. Start the engine
24. Adjust all the windows so they are open approximately 8 mm (0.5 in.).
25. Set the A/C heater controls to the following:
 air distribution to Panel and Recirculation mode
 temperature to full heat
26. Allow the vehicle to run for 20 minutes.

27. Turn the engine off.
29. Inspect the evaporator drain hose or tube (depending on application) for foreign material that may have
blocked the drain during evaporator coil cleaning and repair as necessary.
30. Once drain operation has been verified;
 when equipped with a rubber drain hose, temporarily pinch the drain hose closed using an
appropriate pair of heater hose pliers.
 when equipped with a solid plastic drain tube, obtain an appropriate size rubber or plastic cap or
plug and temporarily cap or plug the drain tube.
32. Remove the blower motor. Refer to MOTOR, BLOWER, REMOVAL.
33. Remove the blower motor power module. Refer to MODULE, POWER, BLOWER MOTOR,
REMOVAL.
34. Using PSE Flex Spray Delivery Tool 534-62637 or equivalent, completely coat the entire surface of A/C
evaporator with one bottle of Mopar® Cooling Coil Coating through the blower motor and power module
openings. Be sure to use all of the coil coating in the container.
NOTE: Be sure to thoroughly clean out the spray delivery tool with warm water
once coil coating is complete to prevent damage to the tool.
35. Refill the empty bottles with clean warm tap water and completely rinse out the PSE Flex Spray Delivery
Tool 534-62637, or equivalent.
36. Allow the vehicle to sit for 30 minutes.
37. Install the blower motor. Refer to MOTOR, BLOWER, INSTALLATION.
38. Install the blower motor power module. Refer to MODULE, POWER, BLOWER MOTOR,
INSTALLATION.
WARNING: Excess cooling coil coating will drain from the evaporator housing
when the clamp, cap or plug is removed from the evaporator drain
hose or tube. Always use eye protection, rubber gloves and

protective clothing. Avoid continuous breathing of vapors from
evaporator coil sealing fluid. Avoid contact with skin and eyes.
Failure to follow these instruction may result in possible serious or
fatal injury.
40. Remove the previously installed clamp, cap or plug from the evaporator drain hose or tube and allow
excess coil coating to drain from the HVAC housing.
42. Start the engine
43. Adjust all the windows so they are open approximately 8 mm (0.5 in.).
44. Set the A/C heater controls to the following:
 air distribution to Panel and Recirculation mode
 temperature to full heat
45. Allow the vehicle to run for 20 minutes.

46. Turn vehicle off.
47. Remove protective cover from front passenger side floor and seat area.
48. On models equipped with a particulate air filter, install the filter. Refer to FILTER, PARTICULATE
AIR, INSTALLATION.
49. Connect the wire harness connector to the A/C compressor. Refer to COMPRESSOR, A/C,
INSTALLATION.
50. Verify proper heating and A/C system operation.
SPECIFICATIONS
A/C SYSTEM
Item Description Notes

A/C Compressor Denso 10SRE18 - 3.0L/5.7L ND-8 PAG oil*
Engines
Visteon RS-18 - 3.6L Engine VC-46 PAG oil*
0.35 - 0.60 mm (0.014 - 0.024 in.) 3.0L/5.7L Engines
A/C Clutch Air Gap
0.35 - 0.65 mm (0.014 - 0.025 in.) 3.6L Engine
3.2 amps Max @ 12V ± 0.5V @
3.0L/5.7L Engines
21° C (70° F)
A/C Clutch Coil Draw
3.1 - 4.0 amps @ 12V ± 0.5V @
3.6L Engine
21° C (70° F)
3.3 - 3.5 ohms 3.0L/5.7L Engines
A/C Clutch Coil Resistance
3.0 - 4.0 ohms 3.6L Engine
Freeze-up Control Evaporator Temperature Sensor HVAC housing mounted
Pressure Control A/C Pressure Transducer A/C discharge line mounted
See A/C Underhood Specification
Refrigerant Charge Capacity - Label located in the engine

623.7g (1.375 lbs.)
R-134a compartment
*Always use the type of PAG oil listed for the model being serviced. See A/C Underhood Specification Label
located in the engine compartment. Do not mix different types of PAG oils. Refer to OIL, REFRIGERANT,
STANDARD PROCEDURE.
FASTENER TORQUE SPECIFICATIONS
Description N.m Ft. Lbs. In. Lbs.

All Screws NOT Listed
2 - 17
Below
A/C Compressor to Specific fastener placement and torque pattern required. Refer to
Engine COMPRESSOR, A/C, INSTALLATION.
A/C Expansion Valve to
11 - 97
Evaporator Bolts
Air Distribution Housing
2.2 - 20
Halves Screws
Air Distribution Housing
to HVAC Housing 2.2 - 20
Screws
Air Inlet Housing to
2.2 - 20
HVAC Housing Screws
A/C Pressure Transducer 5.1 - 45
Blower Motor Screws 2.2 - 20
Compressor Shaft Bolt 19 - 168
Flange to HVAC
2.2 - 20
Housing Screw
Heater Core Bracket
2.2 - 20
Screw
Heater Core Tube to
Heater Core Clamp 1.7 - 15
Screws
Heater Core Tube
2.2 - 20
Bracket Screw
HVAC Air inlet Duct to
4.5 - 40
Dash Panel Nuts
HVAC Housing Halves
2.2 - 20
Screws
HVAC Housing to Dash
4.5 - 40
Panel Nuts
HVAC Housing to
4.5 - 40
Instrument Panel Nuts
Refrigerant Line to A/C 20 15 -

Compressor Nut
Refrigerant Lines to A/C
20 15 -
Condenser Nut
Refrigerant Lines to A/C
20 15 -
Expansion Valve Nut
Refrigerant Line to
20 15 -
Refrigerant Line Nut
SPECIAL TOOLS
SPECIAL TOOLS
6801 - Terminal Probe

(Originally Shipped In Kit Number(s) 10190.)
9764 - Pliers, A/C Snap Ring
(Originally Shipped In Kit Number(s) 9909.)
C-4755 - Trim Stick
(Originally Shipped In Kit Number(s) 9299, 9299CC, 9299CC, 9300A-CAN.)
CONTROLS
ACTUATOR, BLEND DOOR
DESCRIPTION
DESCRIPTION
Fig. 3: Blend Door Actuator, Connector Receptacle, Mounting Tabs & Splines
The blend door actuators (1) are reversible, 12 volt direct current (DC), servo motors. Both dual zone heating-
A/C systems use two blend-air doors, which are controlled by two blend door actuators.
The driver side blend door actuator is located on the driver side end of the HVAC air distribution housing and is
mechanically connected to the driver side blend-air door. The passenger side blend door actuator is located on
the passenger side of the air distribution housing and is mechanically connected to the passenger side blend-air
door.
The blend door actuators are interchangeable with each other, as well as with the actuators for the mode-air
doors and the recirculation-air door. Each actuator is contained within an identical black molded plastic housing
with an integral wire connector receptacle (2). Each actuator has an identical output shaft with splines (3) that
connect it to its respective door linkage, and three integral mounting tabs (4) that allow the actuator to be
secured to the air distribution housing. The blend door actuators require mechanical indexing to the blend-air
door cams and are electronically calibrated by the A/C-heater control.
OPERATION
OPERATION
The blend door actuators are connected to the A/C-heater control through the vehicle electrical system by a
dedicated two-wire lead and connector of the HVAC wire harness. The blend door actuator(s) can move the
blend-air door(s) in two directions. When the A/C-heater control pulls the voltage on one side of the motor
connection high and the other connection low, the blend-air door will move in one direction. When the A/C-
heater control reverses the polarity of the voltage to the motor, the blend-air door moves in the opposite
direction.
When the A/C-heater control makes the voltage to both connections high or both connections low, the blend-air
door(s) stops and will not move. The A/C-heater control uses a pulse-count positioning system to monitor the
operation and relative position of the blend door actuators and the blend-air doors. The A/C-heater control
learns the blend-air doors stop positions during the calibration procedure and will store a diagnostic trouble
code (DTC) for any problems it detects in the blend door actuator circuits.
The blend door actuator(s) is diagnosed using a scan tool. Refer to DIAGNOSIS AND TESTING .
The blend door actuator(s) cannot be adjusted or repaired and must be replaced if inoperative or damaged.
REMOVAL
REMOVAL
WARNING: Disable the airbag system before attempting any steering wheel, steering
column or instrument panel component diagnosis or service. Refer to
WARNING . Disconnect and isolate the negative battery (ground) cable,
then wait two minutes for the airbag system capacitor to discharge before
disable the airbag system. Failure to follow these instructions may result
in accidental airbag deployment and possible serious or fatal injury.
NOTE: The dual zone system has two blend door actuators, one for the driver side
blend-air door and one for the passenger side blend-air door.
NOTE: LHD model shown in illustrations. RHD model similar.
LEFT SIDE
Fig. 4: Two Screws, Blend Door Actuator & Wire Harness Connector

2. Remove the left side instrument panel silencer.
3. On RHD models, remove the glove box and glove box closeout. Refer to GLOVE BOX,
INSTRUMENT PANEL, REMOVAL .
4. On LHD models, remove the knee blocker. Refer to PANEL, INSTRUMENT, REMOVAL .
5. Remove the left side floor distribution duct from the HVAC air distribution housing (4). Refer to DUCT,
FLOOR DISTRIBUTION, REMOVAL.
6. Remove the two screws (1) that secure the blend door actuator (3) to the left side of the air distribution
housing.
7. Remove the blend door actuator from the air distribution housing.
8. Disconnect the wire harness connector (2) from the blend door actuator and remove the actuator from the
vehicle.
RIGHT SIDE

2. Remove the right side instrument panel silencer.
3. On LHD models, remove the glove box and glove box closeout. Refer to GLOVE BOX,
INSTRUMENT PANEL, REMOVAL .
4. Remove the right side floor distribution duct from the HVAC air distribution housing (4). Refer to
DUCT, FLOOR DISTRIBUTION, REMOVAL.
5. Remove the two screws (1) that secure the blend door actuator (3) to the right side of the air distribution
housing.
6. Remove the blend door actuator from the air distribution housing.
7. Disconnect the wire harness connector (2) from the blend door actuator and remove the actuator from the
vehicle.
INSTALLATION
INSTALLATION
LEFT SIDE
Fig. 6: Blend Door Actuator, Air Distribution Housing, Actuator Output Shaft & Blend Door Drive Gear
1. Position the blend door actuator (1) into the vehicle.

2. Install the blend door actuator onto the left side of the HVAC air distribution housing (2). If necessary,
rotate the actuator slightly to align the splines on the actuator output shaft (4) with those on the blend
door drive gear (3).
3. Install the two screws (1) that secure the blend door actuator (3) to the left side of the HVAC air
distribution housing (4). Tighten the screws to 2 N.m (17 in. lbs.).
4. Connect the wire harness connector (2) to the blend door actuator.
5. Install the left side floor distribution duct. Refer to DUCT, FLOOR DISTRIBUTION,
INSTALLATION.
6. On LHD models, install the knee blocker. Refer to PANEL, INSTRUMENT, REMOVAL .
7. On RHD models, install the glove box closeout and the glove box. Refer to GLOVE BOX,
INSTRUMENT PANEL, INSTALLATION .
8. Install the left side instrument panel silencer.
9. Reconnect the negative battery cable.
10. Initiate the Actuator Calibration function using a scan tool. Refer to STANDARD PROCEDURE .
RIGHT SIDE
Fig. 8: Blend Door Actuator, Air Distribution Housing, Actuator Output Shaft & Blend Door Drive Gear

2. Install the blend door actuator onto the right side of the HVAC air distribution housing (4). If necessary,
3. Install the two screws (1) that secure the blend door actuator (3) to the right side of the HVAC air
distribution housing (4). Tighten the screws to 2 N.m (17 in. lbs.).
4. Connect the wire harness connector (2) to the blend door actuator.
5. Install the right side floor distribution duct. Refer to DUCT, FLOOR DISTRIBUTION,
INSTALLATION.
6. On LHD models, install the glove box closeout and the glove box. Refer to GLOVE BOX,
INSTRUMENT PANEL, INSTALLATION .
7. Install the right side instrument panel silencer.
ACTUATOR, MODE DOOR
DESCRIPTION
DESCRIPTION
The mode door actuator (1) is a reversible, 12 volt direct current (DC), servo motor. The mode door actuator is
located on the upper right side of the HVAC air distribution housing and mechanically connected to the mode-
air doors.
The mode door actuator is interchangeable with the actuators for the blend-air doors and the recirculation-air
door. Each actuator is contained within an identical black molded plastic housing with an integral wire
connector receptacle (2). Each actuator has an identical output shaft with splines (3) that connect it to its door
linkage and three integral mounting tabs (4) that allow the actuator to be secured to the air distribution housing.
The mode door actuator requires mechanical indexing to the mode-air door linkage and is electronically
calibrated by the A/C-heater control.
OPERATION
OPERATION
The two mode door actuators are connected to the A/C-heater control through the vehicle electrical system by
dedicated two-wire leads and connectors of the HVAC wire harness. The mode door actuators can move the
panel/defrost/demist/floor air doors in two directions. When the A/C-heater control pulls the voltage on one side
of the motor connection high and the other connection low, the mode-air doors will move in one direction.
When the A/C-heater control reverses the polarity of the voltage to the motor, the mode-air doors moves in the
opposite direction.
When the A/C-heater control makes the voltage to both connections high or both connections low, the mode-air
door stops and will not move. The A/C-heater control uses a pulse-count positioning system to monitor the
operation and relative position of the mode door actuators and the mode-air doors. The A/C-heater control
learns the mode-air doors stop positions during the calibration procedure and will store a diagnostic trouble
code (DTC) for any problems it detects in the mode door actuator circuits.
The mode door actuators are diagnosed using a scan tool. Refer to DIAGNOSIS AND TESTING .
The mode door actuators cannot be adjusted or repaired and must be replaced if inoperative or damaged.
REMOVAL
REMOVAL
Fig. 11: Three Screws, Mode Door Actuator & Mode Door Bracket

3. Remove the right side floor distribution duct from the HVAC air distribution housing. Refer to DUCT,
FLOOR DISTRIBUTION, REMOVAL.
4. Remove the three screws (3) that secure the mode door actuator (2) to the mode door bracket (4) located
on the right side of the air distribution housing.
5. Remove the mode door actuator from the air distribution housing.
6. Disconnect the wire harness connector (1) from the mode door actuator and remove the actuator from the
vehicle.
INSTALLATION
INSTALLATION
Fig. 12: Mode Door Actuator, Mode Door Linkage Bracket, Actuator Output Shaft & Mode Door Drive
Gear
1. Position the mode door actuator (3) into the vehicle.

2. Install the mode door actuator onto the mode door linkage bracket (1) located on the right side of the
HVAC air distribution housing. If necessary, rotate the actuator slightly to align the flat area of the
splines on the actuator output shaft (4) with the flat area in the mode door drive gear (2).
3. Install the three screws (3) that secure the mode door actuator (2) to the mode door linkage bracket (4).
Tighten the screws to 2 N.m (17 in. lbs.).
4. Connect the wire harness connector (1) to the mode door actuator.
5. Install the right side floor distribution duct. Refer to DUCT, FLOOR DISTRIBUTION,
INSTALLATION.
ACTUATOR, RECIRCULATION DOOR
DESCRIPTION
DESCRIPTION
The recirculation door actuator (1) is a reversible, 12 volt direct current (DC), servo motor. The recirculation
door actuator is located on the HVAC air inlet housing and is directly connected to the pivot shaft of the
recirculation-air door.
The recirculation door actuator is interchangeable with the actuators for the blend-air doors and the mode-air
doors. Each actuator is contained within an identical black molded plastic housing with an integral wire
connector receptacle (2). Each actuator has an identical output shaft with splines (3) that connect it to its door
linkage and three integral mounting tabs (4) that allow the actuator to be secured to the air inlet housing. The
recirculation door actuator requires mechanical indexing to the recirculation door pivot shaft and is
electronically calibrated by the A/C-heater control.
OPERATION
OPERATION
The recirculation door actuator is connected to the A/C-heater control through the vehicle electrical system by a
dedicated two-wire lead and connector of the HVAC wire harness. The recirculation door actuator can move the
recirculation-air door in two directions. When the A/C-heater control pulls the voltage on one side of the motor
connection high and the other connection low, the recirculation-air door will move in one direction. When the
A/C-heater control reverses the polarity of the voltage to the motor, the recirculation-air door moves in the
opposite direction.
When the A/C-heater control makes the voltage to both connections high or both connections low, the
recirculation-air door stops and will not move. The A/C-heater control uses a pulse-count positioning system to
monitor the operation and relative position of the recirculation door actuator and the recirculation-air door. The
A/C-heater control learns the recirculation-air door stop positions during the calibration procedure and will store
a diagnostic trouble code (DTC) for any problems it detects in the recirculation door actuator circuits.
The recirculation door actuator is diagnosed using a scan tool. Refer to DIAGNOSIS AND TESTING .
The recirculation door actuator cannot be adjusted or repaired and must be replaced if inoperative or damaged.
REMOVAL
REMOVAL

Fig. 15: Two Screws, Recirculation Door Actuator, HVAC Air Inlet Housing & Wire Harness Connector

2. Remove the passenger side instrument panel silencer.
3. Remove the passenger side floor distribution duct from the HVAC air distribution housing. Refer to
DUCT, FLOOR DISTRIBUTION, REMOVAL.
4. Remove the two screws (1) that secure the recirculation door actuator (3) to the HVAC air inlet housing
(4).
5. Remove the recirculation door actuator from the air inlet housing.
6. Disconnect the wire harness connector (2) from the recirculation door actuator and remove the actuator
from the vehicle.
INSTALLATION
INSTALLATION

Fig. 16: Recirculation Door Actuator, HVAC Air Inlet Housing, Actuator Output Shaft & Recirculation
Door Pivot Shaft
1. Position the recirculation door actuator (1) into the vehicle.

2. Install the recirculation door actuator onto the HVAC air inlet housing (3). If necessary, rotate the
actuator slightly to align the splines of the actuator output shaft (4) with those on the recirculation door
pivot shaft (2).
Fig. 17: Two Screws, Recirculation Door Actuator, HVAC Air Inlet Housing & Wire Harness
Connector
3. Install the two screws (1) that secure the recirculation door actuator (3) to the HVAC air inlet housing (4).
4. Connect the wire harness connector (2) to the recirculation door actuator.
5. Install the passenger side floor distribution duct. Refer to DUCT, FLOOR DISTRIBUTION,
INSTALLATION.
6. Install the passenger side instrument panel silencer.
CONTROL, A/C AND HEATER
DESCRIPTION
AUTOMATIC DUAL ZONE
Fig. 18: Identifying Automatic Dual Zone Functions

The A/C-heater control (1) for the Automatic Temperature Control (ATC) dual zone heating-A/C system allows
both the driver and the front seat passenger the ability to individually regulate air temperature for their side of
the vehicle. All controls are identified by International Standardization Organization (ISO) graphic symbols.
The ATC A/C-heater control and integral computer is located in the center of the instrument panel and contains:
 a push button A/C on/off control (2). An ISO Snowflake symbol appears in the Vacuum-Flourescent (VF)
digital display (3) when the A/C system is in operation, whether under manual or Auto mode.
 a push button front window defogger control (4). An indicator lamp illuminates in the control when
selected manually and an ISO symbol appears in the VF digital display when selected by Auto mode.
 four push button temperature controls (5 and 15) to select the front comfort temperatures from 15° to 31°
C (60° to 88° F). Comfort temperatures for each zone are shown in the VF digital display. If the set
temperatures are 15° C (60° F) and is adjusted lower, the A/C-heater control will attempt to achieve the
lowest temperature possible, but the display will show LO. If the set temperatures are 31° C (88° F) and is
adjusted up, the A/C-heater control will attempt to achieve the highest temperature possible, but the
display will show HIGH. Temperatures can be displayed in either Metric or Fahrenheit, which is selected
from the overhead console.

 a push button rear window defogger on/off control (6). An indicator lamp illuminates in the control when
selected. The indicator lamp illuminates in the control even with the heating-A/C system turned off. Refer
to OPERATION .
 a push button automatic mode control (7) to set the heating-A/C system to Auto mode. AUTO appears in
the VF digital display when the system is in Auto mode.
 two push button front heated seat controls (8 and 11). Each control has two indicator lamps that
illuminate, depending on seat temperature selected. Refer to OPERATION .
 a rotary control knob for fan speed selection and turning the heating-A/C system off (9).
 a cab temperature sensor (10) is located in the center of the A/C-heater control. The sensor detects
thermal radiation emitted by the front seat occupants and their surroundings.
 a push button mode control (12) to override the Auto mode. An ISO mode symbol appears in the VF
digital display to indicate the current mode setting when selected manually or by Auto mode. Auto mode
provides variable air recirculation through a broad range of high temperature and humidity conditions.
 a push button air recirculation control (13). The Recirculation button contains an LED that illuminates
when the recirculation function is manually activated. The ATC A/C-heater control computer logic
provides variable air recirculation through a broad range of temperature and humidity conditions.
 a push button synchronize control (14) that automatically adjusts the temperature of the front passenger
comfort zone to the drivers comfort zone temperature. An LED illuminates in the SYNC button when the
SYNC function is manually activated. SYNC appears in the VF digital display when the system is
synchronized, whether under manual or Auto mode.
 illumination lamps for backlighting of the ATC A/C-heater control.
 computer logic that remembers the settings of the controls when the ignition is turned off, and retains
those settings after a restart. If the system is off when the ignition is turned off, it will be off when the
engine is restarted, etc.
The A/C-heater control for the ATC dual zone heating-A/C system is diagnosed using a scan tool. Prior to
replacing an A/C-heater control, check for any Diagnostic Trouble Codes (DTCs) related to the heating-A/C
system and initiate the Actuator Calibration function to verify that the concern is not a heating-A/C system
calibration issue. Refer to STANDARD PROCEDURE .
The A/C-heater control cannot be repaired or adjusted and must be replaced if inoperative or damaged.
The ATC A/C-heater control utilizes integrated circuitry and information carried on the Controller Area
Network (CAN) bus to monitor many sensors and switch inputs throughout the vehicle. In response to these
inputs, the internal circuitry and programming of the ATC A/C-heater control allow it to control electronic
functions and features of the ATC heating-A/C system.
Some of the inputs received by the A/C-heater control of the ATC heating-A/C system on the CAN bus are as
follows:
 A/C Clutch Engage

 Ambient Air Temperature
 A/C-heater control backlight dimming
 Engine Coolant Temperature

 Engine Speed
 Refrigerant Pressure
 Electrical System Voltage
 Vehicle Identification Number
 Vehicle Odometer
 Vehicle Speed
Some of the messages broadcasted by the A/C-heater control of the ATC heating-A/C system on the CAN bus
are as follows:
 A/C Request
 EBL Status
 Heated/Ventilated Seat Select
MANUAL DUAL ZONE
Fig. 19: Identifying Manual Dual Zone Functions

The A/C-heater control (1) for the Manual Temperature Control (MTC) dual zone heating-A/C system allows
both the driver and the front seat passenger the ability to individually regulate air temperature for their side of
the vehicle. All controls are identified by International Standardization Organization (ISO) graphic symbols.
The MTC A/C-heater control and integral computer is located in the instrument panel and contains:
 two rotary control knobs for individual driver and front seat passenger temperature control of the
discharged air (2).
 five push buttons for mode control of the discharged air (3, 4, 9, 10 and 11). Each mode control button
contains an LED that illuminates when manually activated.

 a push button rear window defogger on/off control (5). The defogger button contains an LED that
illuminates when the rear window defogger system is in operation.
 a push button air recirculation control (6). The Recirculation button contains an LED that illuminates
when the recirculation function is manually activated.
 a rotary control knob for fan speed selection and turning the heating-A/C system off (7).
 a push button A/C on/off control (8). The A/C button contains an LED that illuminates when the A/C
system is in operation.
Prior to replacing an A/C-heater control, check and repair any Diagnostic Trouble Codes (DTCs) related to the
heating-A/C system and initiate the Actuator Calibration function. Refer to STANDARD PROCEDURE .
The MTC A/C-heater control cannot be repaired or adjusted and must be replaced if inoperative or damaged.
REMOVAL
REMOVAL
NOTE: Take the proper precautions to protect the face of the A/C-heater control, center
bezel and the instrument panel switch pod from cosmetic damage while
performing this procedure.
Fig. 20: A/C-Heater Control, Bezel & Screws


2. Remove the instrument panel center bezel (3) and place it on a workbench. Refer to BEZEL,
INSTRUMENT PANEL, CENTER, REMOVAL .
3. Remove the four screws (2 and 4) that secure the A/C-heater control (1) to the center bezel and remove
the control.
INSTALLATION
INSTALLATION
NOTE: Take the proper precautions to protect the face of the A/C-heater control, center
bezel and the instrument panel switch pod from cosmetic damage while
performing this procedure.
Fig. 21: A/C-Heater Control, Bezel & Screws

1. Position the A/C-heater control (1) into the instrument panel center bezel (3).
2. Install the four screws (2 and 4) that secure the A/C-heater control to the center bezel. Tighten the screws
to 2 N.m (17 in. lbs.).
3. Install the instrument panel center bezel. Refer to BEZEL, INSTRUMENT PANEL, CENTER,
INSTALLATION .
MODULE, POWER, BLOWER MOTOR
DESCRIPTION
DESCRIPTION
NOTE: Automatic Temperature Control (ATC) shown in illustration. Manual

Temperature Control (MTC) similar.
Fig. 22: Two Integral Connector Receptacles & Cylindrical Finned Heat Sink
A blower motor power module is used on this model when equipped with either the Automatic Temperature
Control (ATC) heating-A/C system, or the Manual Temperature Control (MTC) heating-A/C system.
The blower motor power module is mounted to the passenger side of the HVAC housing, near the blower
motor. The blower motor power module consists of a molded plastic housing with mounting plate and two
integral connector receptacles (1). Concealed behind the mounting plate is the power module electronic
circuitry and a multiple, cylindrical finned heat sink (2).The blower motor power module is accessed for service
from under the instrument panel.
OPERATION
OPERATION
The blower motor power module is connected to the vehicle electrical system through a dedicated lead and
connector of the instrument panel wire harness. A second lead and connector of the instrument panel wire
harness is connected to the blower motor.
On the Automatic Temperature Control (ATC) system, the blower motor power module allows the
microprocessor-based A/C-heater control to calculate and provide infinitely variable blower motor speeds based
upon either manual blower switch input or the ATC programming.
On the Manual Temperature Control (ATC) system, the blower motor power module allows the
microprocessor-based A/C-heater control to provide an infinite amount of blower motor speeds throughout its
operating range, based upon blower switch input.
Both the ATC and MTC systems use a Pulse Width Modulated (PWM) circuit strategy. PWM voltage is applied
to a comparator circuit which compares the PWM signal voltage to the blower motor feedback voltage. The
resulting output drives the power module circuitry, which provides a linear output voltage to change or maintain
the desired blower speed.
The blower motor power module is diagnosed using a scan tool. Refer to DIAGNOSIS AND TESTING .
The blower motor power module cannot be adjusted or repaired must be replaced if inoperative or damaged.
REMOVAL
REMOVAL
WARNING: The heat sink for the blower motor power module may get very hot during
normal operation. If the blower motor was turned on prior to servicing the
blower motor power module, wait five minutes to allow the heat sink to
cool before performing diagnosis or service. Failure to take this
precaution can result in possible personal injury.

Fig. 23: Passenger Side Floor Ducts

NOTE: Illustration shown with instrument panel removed from view for clarity.

3. Disconnect the passenger side floor ducts (1) from the HVAC housing (2).
Fig. 24: Two Wiring Harness Connectors & Motor Power Module
4. Disconnect the two wiring harness connectors (1) from the blower motor power module (2).
Fig. 25: Two Screws, Blower Motor Power Module & HVAC Housing
5. Remove the two screws (13) that secure the blower motor power module (2) to the HVAC housing (3).
6. Remove the blower motor power module from the HVAC housing.
INSTALLATION
INSTALLATION

Fig. 26: Two Screws, Blower Motor Power Module & HVAC Housing
1. Position the blower motor power module (2) onto the HVAC housing (3).
2. Install the two screws (1) that secure the blower motor power module to the HVAC housing. Tighten the
screws to 2 N.m (17 in. lbs.).
3. Connect the two wire harness connectors (1) to the blower motor power module (2).

4. Connect the passenger side floor ducts (1) to the HVAC housing (2).
SENSOR, AMBIENT TEMPERATURE

DESCRIPTION
DESCRIPTION
Fig. 29: Identifying Ambient Air Temperature Sensor

The ambient air temperature sensor is a variable resistor that monitors the air temperature outside of the vehicle.
The Automatic Temperature Control (ATC) system uses the ambient air temperature sensor data to help
maintain optimum cabin temperature levels. The ambient air temperature sensor is mounted to the
condenser/radiator closeout, behind the grille.
OPERATION
OPERATION
The ambient air temperature sensor is a variable resistor that operates on a 5 volt Direct Current (DC) reference
signal sent by the Totally Integrated Power Module (TIPM). The ambient air temperature sensor is connected to
the TIPM through a two-wire lead and connector of the vehicle wire harness. The ambient air temperature
sensor changes its internal resistance in response to changes in the outside air temperature, which either
increases or decreases the reference signal voltage read by the TIPM. The TIPM converts and broadcasts the
sensor data over the Controller Area Network (CAN) bus, where it is read by the Automatic Temperature
Control (ATC) A/C heater control, Powertrain Control Module (PCM) and other vehicle control modules.
The ambient air temperature sensor is diagnosed using a scan tool. Refer to appropriate Electrical Diagnostic
article .
The ambient air temperature sensor cannot be adjusted or repaired and must be replaced if inoperative or
damaged.
REMOVAL
REMOVAL
Fig. 30: Wire Harness Connector, Air Temperature Sensor, Condenser/Radiator Closeout & Push-Pin
Fastener

2. Remove the grille. Refer to GRILLE, REMOVAL .
3. Disconnect the wire harness connector (4) from the ambient air temperature sensor (2).
4. Remove the push-pin fastener (1) that secures the ambient air temperature sensor to the
condenser/radiator closeout (3) and remove the sensor.
INSTALLATION
INSTALLATION
Fig. 31: Wire Harness Connector, Air Temperature Sensor, Condenser/Radiator Closeout & Push-Pin
Fastener
1. Position the ambient air temperature sensor (2) onto the condenser/radiator closeout (3) and install the
push-pin fastener (1).
2. Connect the wire harness connector (4) to the ambient air temperature sensor.
3. Install the grille. Refer to GRILLE, INSTALLATION .
SENSOR, EVAPORATOR TEMPERATURE
DESCRIPTION
DESCRIPTION
NOTE: Cutaway view of HVAC housing shown in illustration for clarity.
Fig. 32: Evaporator Temperature Sensor

The evaporator temperature sensor (1) measures the temperature of the conditioned air downstream of the A/C
evaporator (2). The evaporator temperature sensor is an electrical thermistor within a molded plastic case that is
inserted into the HVAC housing (3) near the coldest point of the A/C evaporator. Two terminals within the
connector receptacle (4) connect the sensor to the vehicle electrical system.
The external location of the evaporator temperature sensor allows the sensor to be removed and installed
without disturbing the refrigerant in the A/C system.
OPERATION
OPERATION
The evaporator temperature sensor monitors the temperature of the conditioned air downstream of the A/C
evaporator and supplies an input signal to the A/C heater control. The A/C heater control uses the evaporator
temperature sensor input signal to optimize A/C system performance and to protect the A/C system from
evaporator freezing. The evaporator temperature sensor will change its internal resistance in response to the
temperatures it monitors and is connected to the A/C heater control through sensor ground circuit and a 5 volt
Direct Current (DC) reference signal circuit. As the temperature of the A/C evaporator decreases, the internal
resistance of the evaporator temperature sensor decreases.
The A/C heater control uses the monitored voltage reading as an indication of evaporator temperature. The A/C
heater control is programmed to respond to this input by requesting the Powertrain Control Module (PCM) to
cycle the A/C clutch as necessary to optimize A/C system performance and to protect the A/C system from
evaporator freezing.
The evaporator temperature sensor is diagnosed using a scan tool. Refer to DIAGNOSIS AND TESTING .
The evaporator temperature sensor cannot be adjusted or repaired and must be replaced if inoperative or
damaged.
REMOVAL
REMOVAL

Fig. 33: Wire Harness Connector, Evaporator Temperature Sensor & HVAC housing

3. Disconnect the wire harness connector (1) from the evaporator temperature sensor (2) located on the right
side of the HVAC housing (3).
4. Remove the evaporator temperature sensor from the HVAC housing.
INSTALLATION
INSTALLATION
1. Install the evaporator temperature sensor (1) into the right side of the HVAC housing (3). Make sure that
the sensor retaining clips are fully engaged in the housing.
2. Connect the wire harness connector (2) to the evaporator temperature sensor.
3. Install the right side instrument panel silencer
SENSOR, SUN
DESCRIPTION
DESCRIPTION
NOTE: Typical sun sensor assembly shown in illustration.
Fig. 35: Sun Sensor, Clear Lens & Wire Harness Receptacle
The Automatic Temperature Control (ATC) heating-A/C system uses a sun sensor (1) to measure sun light
intensity. The sun sensor incorporates two sun load sensors (2) within a molded plastic case which is mounted
to the instrument panel and a clear lens (3) that protrudes through the defroster grille. The wire harness
receptacle (4) connects the sun sensor to the vehicle electrical system.
OPERATION
OPERATION
The ATC heating-A/C system uses two sun sensors to balance the system in response to side-to-side variations
in sun light intensity. Passengers in sun and shadow require different functional settings because they
experience very different temperatures. The sun sensor assembly provides data to the A/C heater control to help
determine proper mode and blend-air door positions and blower motor speeds. The sun sensors are not
thermistor type sensors, but rather photo diodes. For this reason the sun sensors responds to sun light intensity
rather than temperature. The sun sensor assembly is also used to sense day and night conditions for automatic
headlight control on MTC equipped vehicles.
The sun sensor is diagnosed using a scan tool. Refer to DIAGNOSIS AND TESTING .
The sun sensor assembly cannot be adjusted or repaired and must be replaced if inoperative or damaged.
SUN SENSOR
column, or instrument panel component diagnosis or service. Refer to

WARNING . Disconnect and isolate the negative battery (ground) cable.
Wait two minutes for the airbag system capacitor to discharge before
in possible serious or fatal injury.
The sun sensor assembly is located so that the sun rays will hit the sensors in the same way that it will hit the
driver and the passenger. If the vehicle exhibits a lack of passenger comfort in sunny weather such as in the
early afternoon, inspect the area around the sun sensor on top of the dash panel. It is important that the area of
the sun sensor be unobstructed from plain view. Check for the following:
 Windshield wipers are properly adjusted.

 Sun sensor is properly installed. Refer to SENSOR, SUN, INSTALLATION.
 Any stickers on the windshield are not directly in front of the sun sensor.
 Any items laying on top of the instrument panel are not covering the sun sensor.
The A/C-heater control continually monitors the sun sensor circuits and will store Diagnostic Trouble Codes
(DTCs) for any problem it detects. The sun sensor can be tested in the vehicle with a scan tool. Refer to
REMOVAL
REMOVAL
in possible serious or fatal injury.
NOTE: Take the proper precautions to protect the face of the defroster grille from
cosmetic damage while performing this procedure.
Fig. 36: Defroster Grille, Wire Harness Connector & Sun Sensor

2. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, remove the defroster grille (3) from
the instrument panel and disconnect the wire harness connector (2) from the sun sensor (1).
Fig. 37: Two Retaining Tabs, Sun Sensor & Defroster Grill
3. Place the defroster grill (2) on a workbench.

4. Disengage the two retaining tabs (1) that secure the sun sensor (3) to the back side of the defroster grille
and remove the sensor.
INSTALLATION
INSTALLATION
NOTE: Take the proper precautions to protect the face of the defroster grille from
Fig. 38: Two Retaining Tabs, Sun Sensor & Defroster Grill
1. Align the tab on the sun sensor (3) with the slot in the opening in the defroster grille (2) and install the
sensor onto the grille. Make sure that the two sensor retaining tabs (1) are fully engaged to the defroster
grille.
Fig. 39: Defroster Grille, Wire Harness Connector & Sun Sensor
2. Position the defroster grille (3) to the top of the instrument panel and connect the wire harness connector
(2) to the sun sensor (1).

3. Carefully install the defroster grille onto the instrument panel. Make sure the retaining tabs on the
defroster grille are fully engaged to the instrument panel.
TRANSDUCER, A/C PRESSURE
DESCRIPTION
DESCRIPTION
Fig. 40: A/C Pressure Transducer

The A/C pressure transducer (1) is a switch that is installed on a fitting located on the A/C discharge line. An
internally threaded fitting on the A/C pressure transducer connect it to the externally threaded Schrader-type
fitting on the A/C discharge line. A rubber O-ring seals the connection between the A/C pressure transducer and
the discharge line fitting. The A/C pressure transducer is connected to the vehicle electrical system by a molded
plastic connector with three terminals.
OPERATION
OPERATION
The A/C pressure transducer monitors the pressures in the high side of the A/C refrigerant system through its
connection to a fitting on the A/C discharge line, and its internal resistance changes in response to the pressures
it monitors. The Powertrain Control Module (PCM) provides a 5 volt Direct Current (DC) reference signal and
a sensor ground to the A/C pressure transducer, then monitors the output voltage of the transducer on a sensor
return circuit to determine refrigerant pressure. The PCM is programmed to respond to this and other sensor
inputs by controlling the operation of the A/C clutch and the radiator cooling fan to help optimize A/C system
performance and to protect the A/C system components from damage. The PCM will disengage the A/C clutch
when high side pressure rises above 3219 kPa (476 psi) and re-engage the clutch when high side pressure drops
below 2937 kPa (426 psi). The A/C pressure transducer will also disengage the A/C clutch if the high side
pressure drops below 110 kPa (16 psi) and will re-engage the clutch when the high side pressure rises above
220 kPa (32 psi). When the refrigerant pressure rises above 1655 kPa (240 psi), the PCM will actuate the
cooling fan. The A/C pressure transducer signal to the PCM also prevents the A/C clutch from engaging when
ambient temperatures are below about 10° C (50° F), due to the pressure/temperature relationship of the
refrigerant.
A Schrader-type valve in the A/C discharge line fitting permits the A/C pressure transducer to be removed or
installed without disturbing the refrigerant in the A/C system.
The A/C pressure transducer is diagnosed using a scan tool. Refer to appropriate Electrical Diagnostic article .
The A/C pressure transducer cannot be adjusted or repaired and must be replaced if inoperative or damaged.
REMOVAL
REMOVAL
NOTE: It is not necessary to discharge the refrigerant system to replace the A/C
pressure transducer.
Fig. 41: A/C Pressure Transducer, Connector, Discharge Line & O-Ring
NOTE: Typical A/C pressure transducer and refrigerant line shown in illustration.

2. Disconnect the wire harness connector (1) from the A/C pressure transducer (2) located on the A/C
discharge line (3).
3. Remove the A/C pressure transducer from the fitting on the A/C discharge line and remove and discard
the O-ring seal (4).
INSTALLATION
INSTALLATION
NOTE: Use only the specified O-ring as it is made of special material for R-134a. Use
only refrigerant oil of the type required for the A/C compressor.
Fig. 42: A/C Pressure Transducer, Connector, Discharge Line & O-Ring
NOTE: Typical A/C pressure transducer and refrigerant line shown in illustration.
1. Lubricate a new rubber O-ring seal (4) with clean refrigerant oil and install it onto the discharge line
fitting (3).
2. Install the A/C pressure transducer (2) onto the A/C discharge line. Tighten the A/C pressure transducer
to 5.1 N.m (45 in. lbs.).
3. Connect the wire harness connector (1) to the A/C pressure transducer.
DISTRIBUTION
DUCT, DEFROSTER
DESCRIPTION
DESCRIPTION
Fig. 43: Molded Plastic Defroster Duct & Instrument Panel Cover
The defroster outlets receive airflow from the HVAC housing through a molded plastic defroster duct (2) that is
attached to the underside of the instrument panel cover (1).
The defroster duct is integral to the instrument panel cover and is not serviced separately.
DUCT, FLOOR CONSOLE
REMOVAL
REMOVAL
WARNING . Disconnect and isolate the negative battery (ground) cable
and wait two minutes for the airbag system capacitor to discharge before
FRONT DUCT
NOTE: Take the proper precautions to protect the floor console from cosmetic damage
while performing this procedure.
Fig. 44: Four Push-Pin Retainers, Front Console Duct & Rear Console Duct

2. Remove the floor console from the passenger compartment and place it on a workbench. Refer to
CONSOLE, FLOOR, REMOVAL .
3. Disengage the four push-pin retainers (1) that secure the front console duct (2) to the floor console.
4. Disconnect the front console duct from the rear console duct (3) and remove the front console duct.
REAR DUCT
NOTE: Take the proper precautions to protect the floor console rear trim panel from
Fig. 45: Floor Console Rear Trim Panel, Six Screws & Floor Console Rear Duct

2. Remove the floor console rear trim panel (4) from the back of the floor console using Trim Stick (special
tool #C-4755, Trim Stick) or equivalent. Disconnect any necessary electrical connectors and place the
trim panel on a workbench.
3. Remove the six screws (1 and 3) that secure floor console rear duct (2) to the floor console rear trim panel
(4).
NOTE: If the foam seal on the console rear duct is deformed or damaged, the seal
must be replaced.
4. Remove the floor console rear duct from the floor console rear trim panel.
Fig. 46: Trim Stick, Air Outlet Barrel(S) & Console Rear Duct
5. If required, using Trim Stick (special tool #C-4755, Trim Stick) (1) or equivalent, gently pry on the air
outlet barrel(s) (3) until the barrel retainers release from the pivot shafts on the console rear duct (2).
Rotate the air outlet barrel(s) as necessary.
INSTALLATION
INSTALLATION
FRONT DUCT
NOTE: Take the proper precautions to protect the floor console from cosmetic damage
while performing this procedure.
Fig. 47: Four Push-Pin Retainers, Front Console Duct & Rear Console Duct
NOTE: If the foam seal on the console rear duct is deformed or damaged, the seal must
be replaced.
1. Position the floor console front duct (2) to the floor console and connect it to the rear duct (3).
2. Install the four push-pin retainers (1).
3. Install the floor console. Refer to CONSOLE, FLOOR, INSTALLATION .
REAR DUCT
Fig. 48: Air Outlet Barrel(S) & Console Rear Duct

1. If required, position the air outlet barrel(s) (1) into the console rear duct (2) and gently push the barrel(s)
into the duct, until the barrel snaps into position on the pivot shafts. Make sure each barrel is square in the
duct opening and moves freely on the pivot shafts.
must be replaced.
2. Install the floor console rear duct (2) onto the floor console rear trim panel (4).
3. Install the six screws (1 and 3) that secure floor console rear duct to the floor console rear trim panel.
Tighten the screws securely.
4. Install the floor console rear trim panel (4) onto the back of the floor console. Be sure to connect any
necessary electrical connectors and properly align the console ducts.
DUCT, FLOOR DISTRIBUTION
REMOVAL
REMOVAL
disable the airbag system. Failure to take the proper precautions may
result in accidental airbag deployment and possible serious or fatal
injury.
LEFT SIDE
Fig. 50: Push Pin, Left Side Floor Ducts & HVAC Housing
1. Remove the left side instrument panel silencer.

2. Remove the push pin (3) that secures the left side floor ducts (1) to the instrument panel.
3. Disconnect the left side floor ducts from the HVAC housing (2).
RIGHT SIDE


2. Disconnect the right side floor ducts (1) from the HVAC housing (2).
INSTALLATION
INSTALLATION
LEFT SIDE
1. Connect the left side floor ducts (1) to the HVAC housing (2). Make sure the ducts are fully engaged to
the HVAC housing and each other.
2. Install the push pin (3) that secures the left side floor ducts to the instrument panel.
3. Install the left side instrument panel silencer.
RIGHT SIDE

1. Connect the right side floor ducts (1) to the HVAC housing (2). Make sure the ducts are fully engaged to
the HVAC housing and each other.
DUCT, INSTRUMENT PANEL
REMOVAL
REMOVAL
injury.
NOTE: Take the proper precautions to protect the face of the instrument panel cover
from cosmetic damage while performing this procedure.
NOTE: It is not necessary to remove the air outlets to service the instrument panel
duct. Illustrations shown with air outlets removed from view for clarity.
Fig. 54: Left Side Instrument Panel Cover, Instrument Panel Duct & Screws
1. Remove the instrument panel cover (4) and place it on a workbench. Refer to COVER, INSTRUMENT
PANEL, REMOVAL .
2. Remove the instrument panel demister ducts. Refer to DUCT, INSTRUMENT PANEL DEMISTER,
REMOVAL.
3. Remove the screws (1, 2 and 5) that secure the left side of the instrument panel duct (3) to the instrument
panel cover.
Fig. 55: Right Side Instrument Panel Cover, Instrument Panel Duct & Screws
4. Remove the screws (1, 2 and 5) that secure the right side of the instrument panel duct (3) to the
instrument panel cover (4).
NOTE: If the foam seal on an air outlet is deformed or damaged, the seal must be
replaced.
5. Remove the instrument panel duct from the instrument panel cover.
INSTALLATION
INSTALLATION
NOTE: Illustrations shown with air outlets removed from view for clarity.

Fig. 56: Right Side Instrument Panel Cover, Instrument Panel Duct & Screws
1. Position the instrument panel duct (2) to the instrument panel cover (4).
replaced.
2. Connect the instrument panel duct the instrument panel air outlets. Be sure the duct is properly aligned
and connected to both outlets.
3. Install the screws (1, 2 and 5) that secure the right side of the instrument panel duct (3) to the instrument
panel cover (4). Tighten the screws securely.
Fig. 57: Left Side Instrument Panel Cover, Instrument Panel Duct & Screws
4. Install the screws (1, 2 and 5) that secure the left side of the instrument panel duct (3) to the instrument
panel cover (4). Tighten the screws securely.
5. Install the instrument panel demister ducts. Refer to DUCT, INSTRUMENT PANEL DEMISTER,
INSTALLATION.
6. Install the instrument panel cover. Refer to COVER, INSTRUMENT PANEL, INSTALLATION .
DUCT, INSTRUMENT PANEL DEMISTER
REMOVAL
REMOVAL
injury.
NOTE: The center demister duct is integral to the instrument panel cover and is not
serviced separately.
Fig. 58: Left Side Instrument Panel Demister Duct & Screw
1. Remove the instrument panel cover and place it on a workbench. Refer to COVER, INSTRUMENT
PANEL, REMOVAL .
2. Remove the screw (2) that secures the left side instrument panel demister duct (3) to the instrument panel
cover.
NOTE: If the foam seal on a demister duct is deformed or damaged, the seal must
be replaced.
3. Disconnect the left side instrument panel demister duct from the center demister duct (1).
Fig. 59: Right Side Instrument Panel Demister Duct & Screw
4. Remove the screw (3) that secures the right side instrument panel demister duct (2) to the instrument
panel cover
NOTE: If the foam seal on a demister duct is deformed or damaged, the seal must
be replaced.
5. Disconnect the right side instrument panel demister duct from the center demister duct (1).
INSTALLATION
INSTALLATION

Fig. 60: Right Side Instrument Panel Demister Duct & Screw
replaced.
1. Connect the right side instrument panel demister duct (2) to the center demister duct (1).
2. Install the screw (3) that secures the right side instrument panel demister duct to the center duct. Tighten
the screw securely.
Fig. 61: Left Side Instrument Panel Demister Duct & Screw
replaced.
3. Connect the left side instrument panel demister duct (3) to the center demister duct (1).
4. Install the screw (2) that secures the left side instrument panel demister duct to the center duct. Tighten
the screw securely.
5. Install the instrument panel cover. Refer to COVER, INSTRUMENT PANEL, INSTALLATION .
FILTER, PARTICULATE AIR
DESCRIPTION
DESCRIPTION
NOTE: Typical filter shown in illustration.
Fig. 62: Particulate Air Filter

Most models are equipped with a particulate air filter (1) that helps purify the outside air entering the HVAC
housing. The filter is mounted in the passenger compartment, behind the glove box bin.
The filter should be replaced at least once a year or every 24, 000 km (15, 000 miles) and checked if heating-
A/C system performance seems lower than expected. The particulate air filter is labeled with an arrow (2) to
indicate the direction of air flow through the filter.
REMOVAL
REMOVAL

WARNING: Always make sure the A/C-heater system is turned off and that the
ignition switch is in the OFF position prior to servicing the particulate air
filter. Never place fingers or other objects into the filter opening of the
HVAC housing. Failure to follow this warning may result in serious injury.
Fig. 63: Glove Box Shelf & Instrument Panel

1. Remove the glove box bin. Refer to GLOVE BOX, INSTRUMENT PANEL, REMOVAL .
2. Remove the glove box shelf (2) from the instrument panel (1). Carefully pull the shelf rearward to
disengage the four retainers.
Fig. 64: Retaining Tab, Air Filter Cover & Hinge Clips
3. Disengage the retaining tab (1) that secures the particulate air filter cover (2) to the HVAC housing.
4. Open the particulate air filter cover to disengage the hinge clips (3) and remove the cover.
Fig. 65: Particulate Air Filter & HVAC Housing

5. Remove the particulate air filter (1) from the HVAC housing (2) by pulling the filter element straight
rearward, out of the housing.
INSTALLATION
INSTALLATION
NOTE: The particulate air filter is labeled with an arrow to indicate air flow direction
through the filter. Make sure to properly install the particulate air filter. Failure
to properly install the filter will result in the need to replace the filter sooner
than required by design.
Fig. 66: Particulate Air Filter & HVAC Housing

1. Install the particulate air filter (1) into the filter opening in the HVAC housing (2). Insert the particulate
air filter directly into the housing with the arrows on the filter (3) pointing to the floor.
Fig. 67: Retaining Tab, Air Filter Cover & Hinge Clips
2. Position the particulate air filter cover (2) to the HVAC housing and engage the hinge clips (3).
3. Close the particulate air filter cover and engage the retaining tab (1). Make sure the retaining tab and
hinges are fully engaged.
Fig. 68: Glove Box Shelf & Instrument Panel

4. Install the glove box shelf (2). Make sure the four retainers are fully engaged to the instrument pane (1).
5. Install the glove box bin. Refer to GLOVE BOX, INSTRUMENT PANEL, INSTALLATION .
HOUSING, HVAC
DESCRIPTION
DESCRIPTION

Fig. 69: Air Inlet Housing & HVAC Housing

All models are equipped with a common HVAC housing assembly that combines A/C and heating capabilities
into a single unit mounted within the passenger compartment. The HVAC housing assembly consists of three
separate housings:
 Air inlet housing (1) - The air inlet housing is mounted to the passenger side end of the HVAC housing
and contains the recirculation-air door and actuator.
 HVAC housing (2) - The HVAC housing is mounted behind the instrument panel and contains the A/C
evaporator, blower motor resistor block or power model (depending on application) and the blower
motor. The HVAC housing consists of a upper and a lower housing that are attached together and has
mounting provisions for the air inlet housing and air distribution housing.
 Air distribution housing (3) - The air distribution housing is mounted to the rear of the HVAC housing
and contains the heater core, blend-air doors and actuators, mode-air doors and actuator, door linkages
and the evaporator temperature sensor. When the vehicle is equipped with the 3.0L diesel engine, the air
distribution housing also contains the electric Positive Temperature Coefficient (PTC) heater unit.
The heating-A/C system is a blend-air type system. The blend-air doors control the amount of conditioned air
that is allowed to flow through, or around the heater core. The two available dual zone heating A/C systems use
two blend door actuators.
The A/C system is designed for the use of a non-CFC, R-134a refrigerant and uses an A/C evaporator to cool
and dehumidify the incoming air prior to blending it with the heated air. A temperature control determines the
discharge air temperature by operating the blend door actuators, which moves the blend-air doors. This allows
an almost immediate control of the output air temperature of the system. The two mode door actuators operate
the mode-air doors which direct the flow of the conditioned air out the various air outlets, depending on the
mode selected. The recirculation door actuator operates the recirculation-air door which closes off the fresh air
intake and recirculates the air already inside the vehicle. The blower motor controls the velocity of air flowing
through the HVAC housing assembly by spinning the blower wheel within the HVAC housing at the selected
speed by use of a blower motor resistor or power model, depending on heater-A/C system application.
The HVAC housing must be removed from the vehicle and disassembled for service of the A/C evaporator. The
air distribution housing must be removed from the HVAC housing and disassembled for service of the mode-air
and blend-air doors. The air inlet housing must be removed from HVAC housing and disassembled for service
of the recirculation-air door.
REMOVAL
HOUSING-AIR DISTRIBUTION
PLUMBING, CAUTION. Failure to follow these instructions may result in
NOTE: The air distribution housing must be removed from the HVAC housing and
disassembled for service of the mode-air and blend-air doors.
Fig. 70: Foam Seal, Two Screws, HVAC Housing & Flange
1. Remove the HVAC housing assembly and place it on a workbench. Refer to HOUSING, HVAC,
REMOVAL.
2. Remove the floor distribution ducts from the air distribution housing. Refer to DUCT, FLOOR
DISTRIBUTION, REMOVAL.
3. Disconnect the wire harness from the mode door actuator, both blend door actuators and the evaporator
temperature sensor and position the harness out of the way. Refer to ACTUATOR, MODE DOOR and
ACTUATOR, BLEND DOOR and SENSOR, EVAPORATOR TEMPERATURE.
NOTE: If the foam seal at the front of the HVAC housing is deformed or damaged,
it must be replaced.
4. Carefully remove the foam seal (1).

5. Remove the two screws (4) that secure the lower part of the flange (3) to the upper part of the HVAC
housing (2).
Fig. 71: Flange, Screw, Heater Core Retaining Bracket & Air Distribution Housing
6. Position the lower part of the flange (1) out of the way.
7. Remove the screw (5) that secures the heater core retaining bracket (4) to the air distribution housing (3)
and position the bracket out of the way.
NOTE: If the foam seal around the heater core is deformed or damaged, it must be
replaced.
8. Carefully pull the heater core (4) out of the air distribution housing.
Fig. 72: Two Screws & Air Distribution Housing

9. Remove the two screws (4) that secure the air distribution housing (2) to the HVAC housing (3).
10. Carefully disengage the two retaining tabs (1) that secure the air distribution housing to the HVAC
housing.
Fig. 73: Air Distribution Housing, Two Tab-And-Slot Type Retainers & HVAC Housing
11. Tilt the air distribution housing (2) downward to disengage the two tab-and-slot type retainers (1) from
the bottom of the HVAC housing (3).
12. Remove the air distribution housing from the HVAC housing.
13. If required, disassemble the air distribution housing. Refer to HOUSING, HVAC, DISASSEMBLY.
HOUSING-AIR INLET
NOTE: The air inlet housing must be removed from HVAC housing and disassembled
for service of the recirculation-air door.
Fig. 74: Door Actuator, Two Screws, Air Inlet Housing & HVAC Housing
REMOVAL.
2. Disconnect the wire harness connector from the recirculation door actuator (1).
3. Remove the two screws (4) that secure the left side of the air inlet housing (2) to HVAC housing (3).
Fig. 75: One Screw, Air Inlet Housing & HVAC Housing
4. Remove the one screw (1) that secures the right side of the air inlet housing (2) to HVAC housing (3).
5. Tilt the left side of the air inlet housing upward to disengage the two tab-and-slot type retainers (4)
located at the right side of the housings and remove the inlet housing from the HVAC housing.
NOTE: If the foam seal on the air inlet housing is deformed or damaged, it must
be replaced.
6. If required, disassemble the air inlet housing. Refer to HOUSING, HVAC, DISASSEMBLY.
HOUSING-HVAC ASSEMBLY
NOTE: The HVAC housing assembly must be removed from the vehicle and
disassembled for service of the air inlet housing, air distribution housing and
the A/C evaporator.
NOTE: Take the proper precautions to protect the front face of the instrument panel
Fig. 76: Nut, HVAC Housing & Instrument Panel Support


2. Recover the refrigerant from the refrigerant system. Refer to PLUMBING, STANDARD
PROCEDURE.
3. Drain the engine cooling system. Refer to STANDARD PROCEDURE .
5. Remove the glove box, glove box shelf and the trim panel, located behind the glove box. Refer to
GLOVE BOX, INSTRUMENT PANEL, REMOVAL .
6. Remove the nut (1) that secures the passenger side end of the HVAC housing (3) to the instrument panel
support (2).

7. Disconnect the passenger side floor ducts (1) from the HVAC housing (2).
8. Disconnect the wiring harness connectors (1) from the blower motor power module (2).
Fig. 79: Wiring Harness Connector & Blower Motor

9. Disconnect the wire harness connector from the Passive Entry Module (PEM). Refer to MODULE,
PASSIVE ENTRY, REMOVAL .
10. Disconnect the wiring harness connector (1) from the blower motor (2).
Connector
11. Disconnect the wiring harness connector (2) from the recirculation door actuator (3).
12. Disconnect the wiring harness connector (1) from the mode door actuator (3).
13. Disconnect the wiring harness connector (2) from the right side blend door actuator (3).
14. Disconnect the wiring harness connector (2) from the evaporator temperature sensor (1).
Fig. 84: HVAC Housing Four Nuts

15. Remove the front floor console. Refer to CONSOLE, FLOOR, REMOVAL .
16. Remove the radio. Refer to RADIO, REMOVAL .
17. Remove the bin from the center of the instrument panel.
18. Remove the four nuts (1) that secure the HVAC housing to the center of the instrument panel support.
19. Remove the driver side instrument panel silencer.

20. Remove the push pin (3) that secures the driver side floor ducts (1) to the instrument panel.
21. Disconnect the driver side floor ducts from the HVAC housing (2).
22. Disconnect the wiring harness connector (2) from the left side blend door actuator (3).
23. Remove the instrument panel. Refer to PANEL, INSTRUMENT, REMOVAL .
Fig. 87: Two Nuts, Air Inlet Duct & Dash Panel
24. Remove the windshield wiper arms and wiper module. Refer to LINKAGE, WIPER ARM,
REMOVAL .
25. Remove the cowl extension silencer. Refer to SILENCER, COWL EXTENSION .
26. Remove the two nuts (2) that secure the HVAC air inlet duct (1) to the engine compartment side of the
dash panel (3) and remove the duct.
Fig. 88: Two Nuts & Dash Panel

27. Disconnect the A/C liquid line and the A/C suction line from the A/C expansion valve. Refer to VALVE,
A/C EXPANSION, REMOVAL.
28. Disconnect the heater hoses from the heater core tubes.
29. Remove the two nuts (1) that secure the HVAC housing assembly to the engine compartment side of the
dash panel (2).
30. Lift the HVAC housing assembly upwards so that the condensate drain tube clears the floor panel and
remove the HVAC housing assembly from the passenger compartment.
31. If required, disassemble the HVAC housing assembly. Refer to HOUSING, HVAC, DISASSEMBLY.
DISASSEMBLY
Fig. 89: Air Distribution Housing, Five Screws, Mode Door Actuator & Blend Door Actuator
1. Remove the air distribution housing (1) from the HVAC housing and place it on a workbench. Refer to
HOUSING, HVAC, REMOVAL.
2. On models equipped with the 3.0L diesel engine, remove the electric Positive Temperature Coefficient
(PTC) heater from the air distribution housing. Refer to UNIT, HEATER, REMOVAL.
3. Remove the five screws (3) that secure the mode door actuator (2) and the blend door actuator (4) to the
right side of the air distribution housing and remove the actuators.
Fig. 90: Three Screws, Actuator Bracket & Distribution Housing

4. Remove the three screws (1) that secure the mode door actuator bracket (2) to the right side of the air
distribution housing (3) and remove the bracket.
5. Remove the right side blend door drive gear (4).
Fig. 91: Trim Stick, Mode Door Drive Gear Lever Arm & Air Door Lever
6. Using Trim Stick (special tool #C-4755, Trim Stick) (4) or equivalent, disconnect the mode door drive
gear lever arm (2) from the right side floor air door lever (3).
7. Remove the mode door drive gear lever (1) and lever arm from the right side the air distribution housing.
Fig. 92: Mode Door Drive Gear & Aligned Position

8. Remove the mode door drive gear (1) from the right side of the air distribution housing. Note the proper
aligned position (3) of the drive gear to the driven gear (1) for reassembly.
Fig. 93: Trim Stick, Gear Assembly, Door Linkage Rod & Floor Air Door
9. Using Trim Stick (special tool #C-4755, Trim Stick) (3) or equivalent, remove the right side floor air door
lever and gear assembly (1) and the floor air door linkage rod (2) from the right side floor air door (4).
Fig. 94: Console Air Door Lever & Mode Door Driven Gear
10. Remove the console air door lever (1) and the mode door driven gear (2) from the right side the air
distribution housing.
Fig. 95: Trim Stick & Two Mode Air Door Levers
11. Using Trim Stick (special tool #C-4755, Trim Stick) (3) or equivalent, remove the two mode air door
levers (1 and 2) from the right side the air distribution housing.
Fig. 96: Trim Stick & Blend Door Gear

12. Using Trim Stick (special tool #C-4755, Trim Stick) (2) or equivalent, remove the blend door gear (1)
from the right side the air distribution housing (3).
Fig. 97: Screw, Door Gear Bracket & Air Distribution Housing
13. Remove the screw (2) that secures the mode door gear bracket (2) to the right side of the air distribution
housing (1) and remove the bracket.
Fig. 98: Floor Air Door & Air Distribution Housing

NOTE: If the rubber seal on the air door is deformed or damaged, the air door
must be replaced.
14. Remove the floor air door (1) from the right side of the air distribution housing (2) by carefully lifting the
front of the air door out of the housing, then slide the air door forward to disengage the door pivot shaft
from the housing.
Fig. 99: Evaporator Temperature Sensor & Air Distribution Housing

15. Remove the evaporator temperature sensor (1) from the right side of the air distribution housing (2).
Fig. 100: Two Screws, Blend Door Actuator & Air Distribution Housing
16. Remove the two screws (1) that secure the blend door actuator (2) to the left side of the air distribution
housing (3) and remove the actuator.
Fig. 101: Blend Door Drive Gear & Air Distribution Housing
17. Remove the blend door drive gear (1) from the left side of the air distribution housing (2).
Fig. 102: Trim Stick & Blend Door Gear

18. Using Trim Stick (special tool #C-4755, Trim Stick) (3) or equivalent, remove the blend door gear (1)
from the left side the air distribution housing (3).
Fig. 103: Trim Stick, Air Door Gear, Linkage Rod & Left Side Floor Air Door
19. Using Trim Stick (special tool #C-4755, Trim Stick) (3) or equivalent, remove the left side floor air door
gear (4) and the floor air door linkage rod (1) from the left side floor air door (2).

NOTE: If the rubber seal on the air door is deformed or damaged, the air door
must be replaced.
20. Remove the floor air door (1) from the left side of the air distribution housing (2) by carefully lifting the
front of the air door out of the housing, then slide the air door forward to disengage the door pivot shaft
from the housing.
Fig. 105: Foam Seal & Parting Lines

NOTE: If the foam seal is deformed or damaged, the seal must be replaced.
21. Carefully cut the foam seal (1) along the parting lines (2).
22. Remove the thirteen screws (3) that secure the two halves of the air distribution housing (4 and 5)
together.
23. Carefully remove the left half of the air distribution housing from the right half of the air distribution
housing.
Fig. 106: Left Side Partition, Blend Air Door, Center Partition, Air Distribution Housing & Mode
Air Doors
NOTE: If the rubber seal on any air door is deformed or damaged, the air door
must be replaced.
24. Remove the left side partition (1), blend air door (2) and mode air doors (3).
25. Remove the center partition (4) from the right half of the air distribution housing (5).
Fig. 107: Right Side Partition, Blend Air Door, Mode Air Doors, Floor Console Air Door & And
Linkage
NOTE: If the rubber seal on any air door is deformed or damaged, the air door
must be replaced.
26. Remove the right side partition (1), blend air door (2) and the mode air doors (4 and 5) from the right side
of the air distribution housing (3).
27. Remove the floor console air door (7) and linkage (6).
28. If required, remove the linkage from the floor console air door.
HOUSING-AIR INLET
Fig. 108: Air Inlet Housing, Two Screws, Recirculation Door Actuator, Retaining Tab & Air Filter Cover
1. Remove the air inlet housing (3) from the HVAC housing and place it on a workbench. Refer to
HOUSING, HVAC, REMOVAL.
2. Remove the two screws (1) that secure the recirculation door actuator (2) to the air inlet housing and
remove the actuator.
3. If equipped, disengage the retaining tab (5) that secure the particulate air filter cover (4) to the air inlet
housing and remove the cover and particulate air filter.
Fig. 109: Foam Seal, Parting Line, Air Inlet Housing & Screws
NOTE: If the foam seal on the air inlet housing is deformed or damaged, it must
be replaced.
4. Carefully cut the foam seal (1) along the parting line (5) of the two halves of the air inlet housing (2 and
4). If the seal is deformed or damaged, it must be replaced.
5. Remove the seven screws (3) that secure the two halves of the air inlet housing together and separate the
housing halves.
Fig. 110: Recirculation-Air Door, Pivot Shaft & Air Inlet Housing
NOTE: If the rubber seal on the recirculation-air door is deformed or damaged, the
door must be replaced.
6. Carefully remove the recirculation-air door (1) from the pivot shaft (2) located on the right half of the air
inlet housing (3).
NOTE: The HVAC housing must be removed from the vehicle and disassembled for
service of the A/C evaporator.

REMOVAL.
2. Remove the Passive Entry Module (PEM) from the HVAC housing (2). Refer to MODULE, PASSIVE
ENTRY, REMOVAL .
3. Remove the air inlet housing (1) from the HVAC housing. Refer to HOUSING, HVAC, REMOVAL.
4. Remove the air distribution housing (3) from the HVAC housing. Refer to HOUSING, HVAC,
REMOVAL.
Fig. 112: Blower Motor, Blower Motor Power Module Or Resistor & HVAC Housing
5. Remove the screws that secure the blower motor (2) and the blower motor power module or resistor (3),
depending on application, to the HVAC housing (1).
6. Remove the blower motor and the blower motor power module or resistor from the HVAC housing.
Fig. 113: Two Bolts, A/C Expansion Valve & Tube Tapping Block
7. Remove the two bolts (1) that secure the A/C expansion valve (3) to the evaporator tube tapping block
(2).
8. Remove the A/C expansion valve from the evaporator tube tapping block and remove and discard the O-
ring seals.
9. Install plugs in, or tape over the opened evaporator tube fittings.
Fig. 114: Screws, Metal Retaining Clips & HVAC Housing

10. Remove the fifteen screws (1) and three metal retaining clips (2) that secure the upper half of the HVAC
housing (3) to the lower half of the HVAC housing (4).
NOTE: Use care when separating the HVAC housing to prevent damage to the
alignment pins located on the lower half of the housing.
11. Separate the two halves of the HVAC housing by lifting straight up on the upper half of the housing.
Fig. 115: Tapping Block, A/C Evaporator, Insulator & HVAC Housing
12. Remove the tapping block (1) from the evaporator tubes.
13. Lift the A/C evaporator (2) and insulator (3) out of the lower half of the HVAC housing (4).
14. If required, remove the insulator from the A/C evaporator. If the insulator is deformed or damaged, it
must be replaced.
ASSEMBLY
Fig. 116: Right Side Partition, Blend Air Door, Mode Air Doors, Floor Console Air Door & And Linkage
1. If removed, install the linkage (6) onto the floor console air door (7).
2. Install the floor console air door and linkage into the right side of the air distribution housing (3).
3. Install the right side partition (1), blend air door (2) and mode air doors (4 and 5).
Fig. 117: Left Side Partition, Blend Air Door, Center Partition, Air Distribution Housing & Mode
Air Doors
4. Align the air door pivot shafts and the right side partition with the holes in the center partition (4) and
carefully install the center partition onto the right half of the air distribution housing (5).
5. Install the left side partition (1), blend air door (2) and mode air doors (3).
Fig. 118: Foam Seal & Parting Lines

6. Align the air door pivot shafts and the left side partition with the holes in the left half of the air
distribution housing (5) and carefully install the left half of the air distribution housing onto the right half
of the air distribution housing (4).
7. Install the thirteen screws (3) that secure the two halves of the air distribution housing together. Tighten
the screws to 2.2 N.m (20 in. lbs.).
8. Inspect the foam seal (1), especially at the parting lines (2). If the foam seal is OK, adhere the cuts made
at the parting lines back together with a small amount of RTV sealer. If the foam seal is deformed or
damaged, it must be replaced.

9. Install the floor air door (1) into the left side of the air distribution housing (2).
Fig. 120: Floor Air Door Linkage Rod, Floor Air Door Gear, Linkage Rod & Floor Air Door
10. Install the floor air door linkage rod (2) and the left side floor air door gear (4). First, align together the
largest tooth opening on the gear with largest tooth on the linkage rod (1). Then install the gear into the
left side floor air door (3), with the door in the open position as shown in illustration. Make sure the gear
is fully engaged to the air door.
Fig. 121: Blend Door Gear & Air Distribution Housing

11. Align the blend door gear (1) with the blend air door on the left side the air distribution housing (2) and
install the gear. Make sure the gear is fully engaged to the air door.
Fig. 122: Blend Door Drive Gear & Air Distribution Housing
12. Align the blend door drive gear (1) with the blend door gear on the left side of the air distribution housing
(2) and install the drive gear. Make sure the gears are aligned as shown in illustration.
Fig. 123: Blend Door Actuator, HVAC Air Distribution Housing, Blend Door Cam & Actuator
Output Shaft
14. Install the blend door actuator onto the driver side of the HVAC air distribution housing (2). If necessary,
rotate the actuator slightly to align the flat area of the splines on the actuator output shaft (4) with the flat
area in the blend door cam (3).
Fig. 124: Two Screws, Blend Door Actuator & Air Distribution Housing
15. Install the two screws (1) that secure the blend door actuator (3) to the left side of the air distribution
housing (4). Tighten the screws to 2 N.m (17 in. lbs.).
Fig. 125: Evaporator Temperature Sensor & Air Distribution Housing

16. Install the evaporator temperature sensor (1) onto the right side of the air distribution housing (2).

17. Install the floor air door (1) onto the right side of the air distribution housing (2).
Fig. 127: Screw, Door Gear Bracket & Air Distribution Housing
18. Position the mode door gear bracket (2) onto the right side of the air distribution housing (1) and install
the retaining screw (3). Tighten the screw to 2 N.m (17 in. lbs.).
Fig. 128: Blend Door Gear & Air Distribution Housing

19. Align the blend door gear (1) with the blend air door on the right side the air distribution housing (2) and
install the gear. Make sure the gear is fully engaged to the air door.
Fig. 129: Two Mode Air Door Levers & Air Distribution Housing
Align the two mode air door levers (1 and 2) with the mode air doors on the right side the air distribution
housing (3) and install the levers. Make sure the levers are fully engaged to the air doors.
Fig. 130: Console Air Door Lever & Mode Door Driven Gear
20. Align the previously installed mode air door lever to the slot in the back of mode door driven gear (2) and
install the driven gear.
21. Align the console air door lever (1) to console air door linkage rod and the slot in the front of the mode
door driven gear and install the lever. Make sure the lever is fully engaged to the linkage rod and the
driven gear.
Fig. 131: Floor Air Door Linkage Rod, Lever Assembly, Linkage Rod & Right Side Floor Air Door
22. Install the floor air door linkage rod (1) and the right side floor air door gear and lever assembly (2). First,
align together the largest tooth opening on the gear and lever assembly with largest tooth on the linkage
rod (3). Then install the gear and lever assembly into the right side floor air door (4), with the door in the
open position as shown in illustration. Make sure the gear and lever assembly is fully engaged to the air
door and that both floor air doors open and close together simultaneously.
Fig. 132: Mode Door Drive Gear & Aligned Position

23. Align the mode door driven gear (1) to the mode door drive gear (2) in the position shown in illustration
(3).
24. Align the previously installed mode air door lever to the slot in the back of mode door drive gear and
install the drive gear.
Fig. 133: Mode Door Drive Gear Lever, Mode Door Drive Gear, Door Drive Gear Lever Arm &
Right Side Floor Air Door Lever
25. Align the tab on the back side of the mode door drive gear lever (2) with the slot on the front of the mode
door drive gear (1) and install the lever.
26. Connect the mode door drive gear lever arm (4) to the right side floor air door lever (3).
27. Rotate the mode door drive gear back and forth by hand. Make sure that the mode air doors at the top of
the housing, and the floor air doors on each side of the housing, open and close fully, with no binding or
excessive effort required.
Fig. 134: Three Screws, Actuator Bracket & Distribution Housing

28. Position the mode door actuator bracket (2) to the right side of the air distribution housing (3) and install
the three retaining screws (1). Tighten the screws to 2 N.m (17 in. lbs.).
29. Align the blend door drive gear (4) with the blend door gear and install the drive gear. Make sure the
gears are aligned as shown in illustration.
Fig. 135: Blend Door Actuator, Air Distribution Housing, Actuator Output Shaft & Blend Door
Drive Gear
30. Install the blend door actuator (1) onto the right side of the air distribution housing (4). If necessary,
Fig. 136: Mode Door Actuator, Mode Door Linkage Bracket, Actuator Output Shaft & Mode Door
Drive Gear
31. Install the mode door actuator (3) onto the mode door actuator bracket (1). If necessary, rotate the
actuator slightly to align the flat area of the splines on the actuator output shaft (4) with the flat area in the
mode door drive gear (2).
Fig. 137: Air Distribution Housing, Five Screws, Mode Door Actuator & Blend Door Actuator
32. install the five screws (3) that secure the mode door actuator (2) and the blend door actuator (4) to the
right side of the air distribution housing. Tighten the screws to 2 N.m (17 in. lbs.).
33. On models equipped with the 3.0L diesel engine, install the electric Positive Temperature Coefficient
(PTC) heater. Refer to UNIT, HEATER, INSTALLATION.
34. Install the air distribution housing onto the HVAC housing. Refer to HOUSING, HVAC,
INSTALLATION.
HOUSING-AIR INLET

Fig. 138: Recirculation-Air Door, Pivot Shaft & Air Inlet Housing
1. Position the recirculation-air door (1) onto the pivot shaft (2) located on the right half of the air inlet
housing (3).
Fig. 139: Foam Seal, Parting Line, Air Inlet Housing & Screws
CAUTION: Make sure that the recirculation door pivot shaft is properly located
in the shaft opening on the left half on the air inlet housing.
2. Install the two halves of the air inlet housing (2 and 4) together. Be sure to properly align the recirculation
door pivot shaft with the opening on the left side of the air inlet housing
3. Install the seven screws (3) that secure the two halves of the air inlet housing together. Tighten the screws
to 2 N.m (17 in. lbs.).
Fig. 140: Recirculation Door Actuator, Air Inlet Housing, Actuator Output Shaft & Recirculation
Door Pivot Shaft
4. Install the recirculation door actuator (1) onto the air inlet housing (3). If necessary, rotate the actuator
slightly to align the splines of the actuator output shaft (4) with those on the recirculation door pivot shaft
(2).
Fig. 141: Air Inlet Housing, Two Screws, Recirculation Door Actuator, Retaining Tab & Air Filter
Cover
5. Install the two screws (1) that secure the recirculation door actuator (2) to the air inlet housing (3).
6. If equipped, install the particulate air filter into the opening in the air inlet housing with the arrow on the
filter pointing down and install the cover (4). Make sure the retaining tab (5) is fully engaged. Refer to
FILTER, PARTICULATE AIR, INSTALLATION.
7. Install the air inlet housing onto the HVAC housing. Refer to HOUSING, HVAC, INSTALLATION.
CAUTION: Be certain to adjust the refrigerant oil level when servicing the A/C
refrigerant system. Refer to OIL, REFRIGERANT, STANDARD
PROCEDURE. Failure to properly adjust the refrigerant oil level will
prevent the A/C system from operating as designed and can cause serious
A/C compressor damage.
NOTE: If the A/C evaporator is being replaced, add 60 milliliters (2 fluid ounces) of
refrigerant oil to the refrigerant system. Use only refrigerant oil of the type
recommended for the A/C compressor in the vehicle.
NOTE: When replacing multiple A/C system components, see the Refrigerant Oil
Capacities chart to determine how much oil should be added to the refrigerant
system. Refer to OIL, REFRIGERANT, STANDARD PROCEDURE.
NOTE: Replacement of the refrigerant line seals is required anytime a refrigerant line is
disconnected. Failure to replace the rubber and metal seals could result in a
refrigerant system leak.
1. If removed, install the insulator (3) over the A/C evaporator (2). If the insulator is deformed or damaged,
2. Install the A/C evaporator into the lower half of the HVAC housing (4). Make sure that the evaporator
drain within the HVAC housing is clean and unrestricted and that the insulator and evaporator are
properly positioned in the housing.
3. Install the tapping block (1) onto the evaporator tubes.
Fig. 143: Screws, Metal Retaining Clips & HVAC Housing

4. Install the upper half of the HVAC housing (3) onto the lower half of the HVAC housing (4).
5. Install the fifteen screws (1) that secure the two halves of the HVAC housing together. Tighten the screws
to 2.2 N.m (20 in lbs.).
6. Install the three metal retaining clips (2) that secure the two halves of the HVAC housing together.
Fig. 144: Two Bolts, A/C Expansion Valve & Tube Tapping Block
7. Remove the tape or plugs from the evaporator tube fittings.

8. Lubricate new rubber O-ring seals with clean refrigerant oil and install them on the evaporator tube
fittings. Use only the specified O-rings as they are made of a special material for the R-134a system. Use
only refrigerant oil of the type recommended for the A/C compressor in the vehicle.
9. Install the A/C expansion valve (3) onto the evaporator tube tapping block (2).
10. Install the two bolts (1) that secure the A/C expansion valve to the evaporator tube tapping block. Tighten
the bolts to 11 N.m (97 in. lbs.).
Fig. 145: Blower Motor, Blower Motor Power Module Or Resistor & HVAC Housing
11. Install the blower motor (2) onto the HVAC housing (1). Tighten the screws to 2.2 N.m (20 in. lbs.).
12. Install the blower motor resistor or power module (3), depending on application. Tighten the screws to 2
N.m (17 in. lbs.).

13. Install the air inlet housing (1) onto the HVAC housing (2). Refer to HOUSING, HVAC,
INSTALLATION.
14. Install the air distribution housing (3) onto the HVAC housing. Refer to HOUSING, HVAC,
INSTALLATION.
15. Install the Passive Entry Module (PEM) onto the HVAC housing. Refer to MODULE, PASSIVE
ENTRY, INSTALLATION .
16. Install the HVAC housing assembly. Refer to HOUSING, HVAC, INSTALLATION.
17. If the A/C evaporator is being replaced, add 60 milliliters (2 fluid ounces) of refrigerant oil to the
refrigerant system. When replacing multiple A/C system components, see the Refrigerant Oil Capacities
chart to determine how much oil should be added to the refrigerant system. Refer to OIL,
REFRIGERANT, STANDARD PROCEDURE. Use only refrigerant oil of the type recommended for
the A/C compressor in the vehicle.
INSTALLATION

Fig. 147: Air Distribution Housing, Two Tab-And-Slot Type Retainers & HVAC Housing
1. Position the air distribution housing (2) to the rear of the HVAC housing (3)
2. Engage the two tab-and-slot type retainers (1).
3. Tip the air distribution housing upward until it is properly aligned with the HVAC housing.
Fig. 148: Two Screws & Air Distribution Housing

4. Carefully engage the two retaining tabs (1) that secure the air distribution housing (2) to the HVAC
housing (3).
5. Install the two screws (4) that secure the air distribution housing to the HVAC housing. Tighten the
screws to 2.2 N.m (20 in. lbs.).
Fig. 149: Flange, Screw, Heater Core Retaining Bracket & Air Distribution Housing
6. Carefully install the heater core (2) into the air distribution housing (3).
7. Reposition the heater core retaining bracket (4) and install the screw (5). Tighten the screw to 2.2 N.m
(20 in. lbs.).
8. Reposition the lower part of the flange (1).
Fig. 150: Foam Seal, Two Screws, HVAC Housing & Flange
9. Install the two screws (4) that secure the lower part of the flange (3) to the upper part of the HVAC
housing (2). Tighten the screws to 2.2 N.m (20 in. lbs.).
10. Install the foam seal (1) onto the front of the HVAC housing.
11. Reposition and connect the wire harness to the mode door actuator, both blend door actuators and the
evaporator temperature sensor. Refer to ACTUATOR, MODE DOOR and ACTUATOR, BLEND
DOOR and SENSOR, EVAPORATOR TEMPERATURE.
12. Install the floor distribution ducts onto the air distribution housing. Refer to DUCT, FLOOR
DISTRIBUTION, INSTALLATION.
HOUSING-AIR INLET
Fig. 151: One Screw, Air Inlet Housing & HVAC Housing
1. Position the air inlet housing (2) to the top of the HVAC housing (3) and engage the two tab-and-slot type
retainers (4) located on the right side of the housings.
2. Tip the left side of the air inlet housing downward until it is properly seated on the HVAC housing.
3. Install the screw (1) that secures the air inlet housing to the HVAC housing. Tighten the screw to 2.2 N.m
(20 in. lbs.).
Fig. 152: Door Actuator, Two Screws, Air Inlet Housing & HVAC Housing
4. Install the two screws (4) that secure the left side of the air inlet housing (2) to the HVAC housing (3).
Tighten the screw to 2.2 N.m (20 in. lbs.).
5. Connect the wire harness connector to the recirculation door actuator (1).

Fig. 153: Two Nuts & Dash Panel

1. Position the HVAC housing assembly into the passenger compartment side of the dash panel (2). Make
sure that the condensate drain tube protrudes through the opening in the floor panel.
2. Install the two nuts (1) that secure the HVAC housing assembly to the engine compartment side of the
dash panel. Tighten the nuts to 4.5 N.m (40 in. lbs.).
3. Connect the heater hoses to the heater core tubes.
4. Connect the A/C suction line and A/C liquid line to the A/C expansion valve. Refer to VALVE, A/C
EXPANSION, INSTALLATION.
Fig. 154: Two Nuts, Air Inlet Duct & Dash Panel
5. Install the HVAC air inlet duct (1) to the engine compartment side of the dash panel (3).
6. Install the two nuts (2) that secure the HVAC air inlet duct to the dash panel. Tighten the nuts to 4.5 N.m
(40 in. lbs.).
7. Install the cowl extension silencer. Refer to INSTALLATION .
8. Install the windshield wiper module and arms. Refer to LINKAGE, WIPER ARM, INSTALLATION .
9. Install the instrument panel. Refer to PANEL, INSTRUMENT, INSTALLATION .

10. Connect the wiring harness connector (2) to the left side blend door actuator (3).
11. Connect the driver side floor ducts to the HVAC housing (2).
12. Install the push pin (3) that secures the driver side floor ducts to the instrument panel.
13. Install the driver side instrument panel silencer.

14. Install the four nuts (1) that secure the HVAC housing to the center of the instrument panel support.
Tighten the nuts to 4.5 N.m (40 in. lbs.).
15. Install the bin into the center of the instrument panel.
16. Install the radio. Refer to RADIO, INSTALLATION .
18. Connect the wiring harness connector (2) to the evaporator temperature sensor (1).
19. Connect the wiring harness connector (2) to the right side blend door actuator (3).
20. Connect the wiring harness connector (1) to the mode door actuator (3).
Connector
21. Connect the wiring harness connector (2) to the recirculation door actuator (3).

22. Connect the wire harness connector to the Passive Entry Module (PEM). Refer to MODULE, PASSIVE
ENTRY, INSTALLATION .
23. Connect the wiring harness connector (1) to the blower motor (2).
24. Connect the two wiring harness connectors (1) to the blower motor power module (2).

25. Connect the passenger side floor ducts (1) to the HVAC housing (2).

26. Install the nut (1) that secures the passenger side end of the HVAC housing (3) to the instrument panel
support (2). Tighten the nut to 4.5 N.m (40 in. lbs.).
27. Install the IP trim panel, glove box shelf and the glove box. Refer to GLOVE BOX, INSTRUMENT
PANEL, INSTALLATION .
30. If the heater core is being replaced, flush the cooling system. Refer to REVERSE FLUSHING .
31. Refill the engine cooling system. Refer to STANDARD PROCEDURE .
32. Evacuate the refrigerant system. Refer to PLUMBING, STANDARD PROCEDURE.
34. Charge the refrigerant system. Refer to REFRIGERANT SYSTEM CHARGE.
MOTOR, BLOWER
DESCRIPTION
DESCRIPTION
Fig. 166: Blower Motor, Blower Wheel, Harness Connector & Mounting Tabs
The blower motor (1) is used to control the velocity of air moving through the HVAC housing assembly by
spinning the blower wheel (2) at the selected or programmed speed (depending on control system application).
The blower motor is a 12-volt, Direct Current (DC) motor that is mounted within a plastic housing that has
integral wire harness connector (3), integral mounting tabs (4) and a squirrel cage-type blower wheel that is
secured to the blower motor shaft. The blower wheel is positioned within the air inlet housing on the passenger
side of the HVAC housing assembly.
OPERATION
OPERATION
The blower motor controls the velocity of air moving through the HVAC housing by spinning the blower wheel
within the HVAC air inlet housing at the selected speed.
Both the Manual Temperature Control (MTC) heating-A/C system and the Automatic Temperature Control
(ATC) heating-A/C system have an electronic blower motor power module to control blower motor speed. The
power module uses a Pulse Width Modulated (PWM) input from the A/C-heater control and a feedback signal
from the blower motor to regulate the blower motor ground path. On both systems, the blower motor receives
battery current through the Totally Integrated Power Module (TIPM) whenever the ignition switch is in the Run
position, and the blower motor control is in any position except Off.
The blower motor control system is diagnosed using a scan tool. Refer to STANDARD PROCEDURE .
The blower motor and blower motor wheel are factory balanced as an assembly and cannot be adjusted or
repaired and must be replaced if inoperative or damaged.
BLOWER MOTOR
performing further diagnosis or service. Failure to take the proper
precautions may result in accidental airbag deployment and possible
serious or fatal injury.
NOTE: Refer to appropriate Wiring Information for circuit descriptions and diagrams.
OPERATION
Possible causes of an inoperative blower motor include:
 Open fuse
 Inoperative blower motor power module
 Inoperative blower motor switch
 Inoperative mode control switch
 Inoperative blower motor
 Inoperative blower motor circuit wiring or wire harness connectors
NOISE
To determine if the blower motor is the source of the noise, simply switch the blower motor from Off to On. To
verify that the blower motor is the source of the noise, unplug the blower motor wire harness connector and
operate the heater-A/C system. If the noise goes away, possible causes include:
 Foreign material on fresh air inlet screen

 Foreign material in blower wheel
 Foreign material in the HVAC housing
 Improper blower motor mounting
 Deformed or damaged blower wheel
 Worn blower motor bearings or brushes
VIBRATION
Possible causes of blower motor vibration include:
 Improper blower motor mounting

 Foreign material in blower wheel
 Deformed or damaged blower wheel
 Worn blower motor bearings
REMOVAL
REMOVAL


3. Disconnect the wire harness connector (1) from the blower motor (2).
4. Remove the three screws (3) that secure the blower motor to the HVAC housing (4) and remove the
blower motor.
INSTALLATION
INSTALLATION


1. Position the blower motor (2) into the HVAC housing (4).
2. Install the three screws (3) that secure the blower motor to the HVAC housing. Tighten the screws to 2.2
N.m (20 in. lbs.).
3. Connect the wire harness connector (1) to the blower motor.
OUTLET, AIR
REMOVAL
REMOVAL
injury.
OUTBOARD OUTLETS
NOTE: The outboard air outlets can be serviced without removing the instrument panel
cover.
Fig. 169: Outboard Air Outlet & Retaining Tabs

NOTE: Underside of instrument panel cover shown in illustration. Instrument panel

duct removed from view for clarity.

2. When servicing the passenger side air outlet:
a. remove the passenger side instrument panel silencer
b. remove the glove box, glove box shelf and the trim panel, located behind the glove box. Refer to
3. When servicing the driver side air outlet:
a. remove the driver side instrument panel silencer
b. remove the knee blocker. Refer to PANEL, INSTRUMENT, REMOVAL .
NOTE: The air outlet trim panels are serviced with the air outlets as an assembly.
4. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, disengage the retaining tabs (2) that
secure the outboard air outlet trim panel to the face of the instrument panel cover (4).
5. Reach up behind the instrument panel and disengage the four retaining tabs (1 and 3) that secure each
outboard air outlet (5) to the back of the instrument panel cover.
replaced.
6. Remove the outboard air outlet(s) from the instrument panel cover.
INBOARD OUTLETS
NOTE: Take the proper precautions to protect the front face of the center bezel from
Fig. 170: Air Outlet, Retaining Tabs & Screws


2. Remove the instrument panel center bezel (3) and place it on a workbench. Refer to BEZEL,
INSTRUMENT PANEL, CENTER, REMOVAL .
3. Remove the two screws (1) that secure each air outlet (2) to the center bezel.
4. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, gently disengage the two retaining
tabs (4) that secure each air outlet to the center bezel.
replaced.
5. Remove the inboard air outlet(s) from the center bezel.
FLOOR CONSOLE OUTLETS

2. Remove the floor console rear trim panel (4) from the back of the floor console using Trim Stick (special
tool #C-4755, Trim Stick) or equivalent. Disconnect any necessary electrical connectors and place the
trim panel on a workbench.
3. Remove the six screws (1 and 3) that secure floor console rear duct (2) to the floor console rear trim panel
(4).
must be replaced.
4. Remove the floor console rear duct from the floor console rear trim panel.
Fig. 172: Trim Stick, Air Outlet Barrel(S) & Console Rear Duct
5. Using Trim Stick (special tool #C-4755, Trim Stick) (1) or equivalent, gently pry on the air outlet barrel
(s) (3) until the barrel retainers release from the pivot shafts on the console rear duct (2). Rotate the air
outlet barrel(s) as necessary.
INSTALLATION
INSTALLATION
OUTBOARD OUTLETS
NOTE: Underside of instrument panel cover shown in illustration. Instrument panel

duct removed from view for clarity.
Fig. 173: Outboard Air Outlet & Retaining Tabs

NOTE: Make sure that the air outlet is properly aligned to the instrument panel opening
and that the foam seal on the outlet is properly installed.
1. Install the outboard instrument panel air outlet (5) through the opening in the instrument panel cover (4)
and connect it to the duct
2. Engage the four retaining tabs (1 and 3) that secure each outboard air outlet to the instrument panel cover.
Make sure the retaining tabs are fully engaged.
3. Engage the retaining tabs (2) that secure the outboard air outlet trim panel to the face of the instrument
panel cover. Make sure the retaining tabs are fully engaged.
4. When servicing the passenger side air outlet:
a. Install the IP trim panel, glove box shelf and glove box Refer to GLOVE BOX, INSTRUMENT
b. install the passenger side instrument panel silencer
5. When servicing the driver side air outlet:
a. install the knee blocker Refer to PANEL, INSTRUMENT, INSTALLATION .
b. install the driver side instrument panel silencer
INBOARD OUTLETS
NOTE: Take the proper precautions to protect the front face of the center bezel from
Fig. 174: Air Outlet, Retaining Tabs & Screws

replaced.
1. Position the inboard air outlet(s) (2) to the center bezel (3).
2. Engage the two retaining tabs (4) that secure each air outlet to the center bezel. Make sure the retaining
tabs are fully engaged.
3. Install the two screws (1) that secure each air outlet to the center bezel. Tighten the screws securely.
4. Install the instrument panel center bezel. Refer to BEZEL, INSTRUMENT PANEL, CENTER,
INSTALLATION .
FLOOR CONSOLE OUTLETS

Fig. 175: Air Outlet Barrel(S) & Console Rear Duct

1. Position the air outlet barrel(s) (1) into the console rear duct (2) and gently push the barrel(s) into the
duct, until the barrel snaps into position on the pivot shafts. Make sure each barrel is square in the duct
opening and moves freely on the pivot shafts.
must be replaced.
2. Install the floor console rear duct (2) onto the floor console rear trim panel (4).
3. Install the six screws (1 and 3) that secure floor console rear duct to the floor console rear trim panel.
Tighten the screws securely.
4. Install the floor console rear trim panel (4) onto the back of the floor console. Be sure to connect any
necessary electrical connectors and properly align the console ducts.
PLUMBING
WARNING
WARNING
WARNING: The A/C system contains refrigerant under high pressure. Repairs should
only be performed by qualified service personnel. Serious or fatal injury
may result from improper service procedures.
WARNING: Avoid breathing the refrigerant and refrigerant oil vapor or mist. Exposure
may irritate the eyes, nose, and/or throat. Wear eye protection when
servicing the A/C refrigerant system. Serious eye injury can result from
direct contact with the refrigerant. If eye contact occurs, seek medical
attention immediately.
WARNING: Do not expose the refrigerant to open flame. Poisonous gas is created
when refrigerant is burned. An electronic leak detector is recommended.
Serious or fatal injury may result from improper service procedures.
WARNING: If accidental A/C system discharge occurs, ventilate the work area before
resuming service. Large amounts of refrigerant released in a closed work
area will displace the oxygen and cause suffocation and serious or fatal
injury.
WARNING: The evaporation rate of R-134a refrigerant at average temperature and

altitude is extremely high. As a result, anything that comes in contact with
the refrigerant will freeze. Always protect the skin or delicate objects from
direct contact with the refrigerant.
WARNING: The R-134a service equipment or the vehicle refrigerant system should
not be pressure tested or leak tested with compressed air. Some mixtures
of air and R-134a have been shown to be combustible at elevated
pressures. These mixtures are potentially dangerous, and may result in
fire or explosion causing property damage and serious or fatal injury.
WARNING: The engine cooling system is designed to develop internal pressures up

to 145 kPa (21 psi). Do not remove or loosen the coolant pressure cap,
cylinder block drain plugs, radiator drain, radiator hoses, heater hoses, or
hose clamps while the engine cooling system is hot and under pressure.
Allow the vehicle to cool for a minimum of 15 minutes before opening the
cooling system for service. Failure to observe this warning can result in
serious burns from the heated engine coolant.
CAUTION
CAUTION
CAUTION: Never add R-12 to a refrigerant system designed to use R-134a. Do not use
R-12 equipment or parts on an R-134a A/C system. These refrigerants are
not compatible and damage to the A/C system will result.
CAUTION: Never use R-12 refrigerant oil in an A/C system designed to use R-134a
refrigerant oil. These refrigerant oils are not compatible and damage to the
A/C system will result.
CAUTION: The use of A/C system sealers may result in damage to A/C refrigerant
recovery/evacuation/recharging equipment and/or A/C system. Many
federal, state/provincial and local regulations prohibit the recharge of A/C
systems with known leaks. Chrysler LLC recommends the detection of A/C
system leaks through the use of approved leak detectors and fluorescent
leak detection dyes. Vehicles found with A/C system sealers should be
treated as contaminated and replacement of the entire A/C refrigerant
system is recommended. A/C systems found to be contaminated with A/C
system sealers, A/C stop-leak products or seal conditioners voids the
warranty for the A/C system.
CAUTION: Recover the refrigerant before opening any fitting or connection. Open the
fittings with caution, even after the system has been discharged. Never
open or loosen a connection before recovering the refrigerant.
CAUTION: If equipped, do not remove the secondary retention clip from any spring-
lock coupler connection while the refrigerant system is under pressure.
Recover the refrigerant before removing the secondary retention clip.
Open the fittings with caution, even after the system has been discharged.
Never open or loosen a connection before recovering the refrigerant.
CAUTION: The internal parts of the A/C system will remain stable as long as
moisture-free refrigerant and refrigerant oil is used. Abnormal amounts of
dirt, moisture or air can upset the chemical stability. This may cause
operational troubles or even serious damage if present in more than very
small quantities. Before disconnecting a component, clean the outside of
the fittings thoroughly to prevent contamination from entering the

refrigerant system. Keep service tools and the work area clean. Do not
open the refrigerant system or uncap a replacement component until you
are ready to service the system. Immediately after disconnecting a
component from the refrigerant system, seal the open fittings with a cap or
plug. This will prevent contamination from entering the A/C system.
CAUTION: Refrigerant oil will absorb moisture from the atmosphere if left uncapped.
Do not open a container of refrigerant oil until you are ready to use it.
Replace the cap on the oil container immediately after using. Store
refrigerant oil only in a clean, airtight, and moisture-free container.
CAUTION: Do not overcharge the refrigerant system. Overcharging will cause

excessive compressor head pressure and can cause compressor noise
and A/C system failure.
DIAGNOSIS AND TESTING - REFRIGERANT SYSTEM LEAKS
WARNING: R-134a service equipment or vehicle A/C system should not be pressure
tested or leak tested with compressed air. Mixture of air and R-134a can
be combustible at elevated pressures. These mixtures are potentially
dangerous and may result in fire or explosion causing property damage
and possible serious or fatal injury.
Avoid breathing A/C refrigerant and lubricant vapor or mist. Exposure

may irritate eyes, nose and throat. Use only approved service equipment
meeting SAE requirements to discharge an R-134a system. If accidental
system discharge occurs, ventilate work area before resuming service.
NOTE: If the A/C system refrigerant charge is empty or low, a leak in the A/C system is
likely. When searching for a refrigerant leak in the A/C system, use an electronic
leak detector and refrigerant leak detection dye with an Ultra Violet (UV) light
that is designed for R-134a refrigerant. It is important to use only high-quality
refrigerant leak detection equipment to properly locate refrigerant system leaks,
such as the equipment listed in the teamPSE Service Equipment Catalog. Use
only Chrysler approved R-134a leak detection dye, available through Mopar®.
1. Visually inspect all A/C lines, A/C fittings and A/C components under the hood for an oily residue. Oil
residue can be an indicator of a leak location.
2. Connect a high-quality manifold gauge set or refrigerant recovery machine to the A/C system and
determine if the static A/C system pressure is above or below 345 kPa (50 psi). Refer to PLUMBING,
STANDARD PROCEDURE. If static A/C system pressure is less than 345 kPa (50 psi), refer to
SYSTEM EMPTY. If static A/C system pressure is greater than 345 kPa (50 psi), refer to SYSTEM
LOW.
SYSTEM EMPTY
1. Evacuate the refrigerant system to the lowest degree of vacuum possible (approximately -8 kPa (-26 in.
Hg) or greater vacuum) for at least 30 minutes. Refer to PLUMBING, STANDARD PROCEDURE.
CAUTION: Use only Chrysler LLC approved R-134a leak detection dye. It is
important to use only high-quality refrigerant leak detection
equipment. Small leaks may not be found using low-budget
equipment. Failure to follow these instructions may result in an
incomplete diagnosis and possible remaining refrigerant leaks.
2. Prepare an R-134a dye injector with a Chrysler approved R-134a leak detection dye.
3. Prepare the vehicle specific amount of R-134a refrigerant. Refer to REFRIGERANT,
SPECIFICATIONS.
NOTE: Anytime an R-134a leak detection dye has been added to the refrigerant
system, a label indicating that dye has been added should be placed on
the vehicle in plain view, for other technicians.
4. Dispense the leak detection dye and the correct amount of R-134a refrigerant into the evacuated
refrigerant system. Refer to REFRIGERANT SYSTEM CHARGE.
5. Refer to LEAK TEST.
SYSTEM LOW
CAUTION: Use only Chrysler LLC approved R-134a leak detection dye. It is important
to use only high-quality refrigerant leak detection equipment. Small leaks
may not be found using low-budget equipment. Failure to follow these
instructions may result in an incomplete diagnosis and possible remaining
refrigerant leaks.
1. Prepare an R-134a dye injector with a Chrysler approved R-134a leak detection dye.
NOTE: Anytime an R-134a leak detection dye has been added to the refrigerant
system, a label indicating that dye has been added should be placed on
the vehicle in plain view, for other technicians.
2. Dispense the leak detection dye and 0.284 kilograms (10 ounces) of R-134a refrigerant into the evacuated
refrigerant system. Refer to REFRIGERANT SYSTEM CHARGE.
3. Refer to LEAK TEST.
LEAK TEST
1. Position the vehicle in a wind-free work area. This will aid in detecting small leaks.
2. Operate the heating and A/C system with the engine at idle under the following conditions for at least 15
minutes.
 Doors or windows open

 Transmission in Park or Neutral with the parking brake set (depending on transmission application)
 Front A/C and heater controls set to outside air, full cool, panel mode, high blower and A/C
compressor engaged
 If equipped, rear A/C and heater controls set to full cool and high blower.
3. Shut the vehicle off and wait at least 5 minutes.
CAUTION: Use it is important to use only a high-quality Ultra Violet (UV) light
when searching for a leak in the refrigerant system. Small leaks may
not be found using budget equipment. Failure to follow these
instructions may result in an incomplete diagnosis and possible
remaining refrigerant leaks.
4. Begin searching for leaks using a high quality UV light to detect the fluorescent R-134a leak detection
dye. Inspect all connections, plumbing fittings, brazed joints, hoses, hose crimps, service ports,
compressor housing, pressure relief valve and A/C condenser for dye. Inspect the evaporator drain tube
and condensate for presence of dye, which indicates a leak from the A/C evaporator.
WARNING: Use extreme care when working around a running engine. Keep
hands and fingers clear of the radiator fan, accessory drive belt and
all other moving components. Keep away when wearing loose
clothing, jewelry or long hair that is not properly secured.
Underhood components may become hot to the touch. Be careful
not to come into contact with hot engine, A/C and engine cooling
system components. Failure to follow these instructions may result
in serious or fatal injury.
CAUTION: Use only an electronic leak detector designed for R-134a refrigerant.
It is important to use only high-quality refrigerant leak detection
equipment. Small leaks may not be found using budget equipment.
Failure to follow these instructions may result in an incomplete
diagnosis and possible remaining refrigerant leaks.
5. If a leak is not found with the R-134a detection dye, use a high-quality electronic R-134a leak detector
and insert it into the evaporator drain tube, and into the instrument panel air outlets, to check for
evaporator leaks. Check the evaporator tubes at the A/C expansion valve, for leaks not visible behind the
valve. Check around the front of the A/C compressor, for compressor shaft seal leaks. Check between the
A/C condenser and radiator for condenser leaks not previously visible.
STANDARD PROCEDURE
REFRIGERANT SYSTEM RECOVERY
PLUMBING, CAUTION. Failure to follow the warnings and cautions may

result in serious or fatal injury.
CAUTION: Various aftermarket manufacturers produce A/C system sealants that are
designed to stop A/C refrigerant system leaks. The use of A/C system
sealants may result in damage to A/C refrigerant
recovery/evacuation/recharging equipment and/or the vehicle A/C system
and are not recommended for use by Chrysler LLC.
Fig. 177: Identifying R-134a Refrigerant Recovery/Recycling/Charging Station

When servicing the A/C system, an R-134a refrigerant recovery/recycling/charging station (1) that meets SAE
standard J2788 must be used. Per SAE standard J2788, refrigerant recovery stations must recover 95% of the
refrigerant system within 30 minutes at 21.1° C (70° F) and be able to measure the amount of refrigerant
removed from the system to an accuracy of 28 grams (1 oz.). Refer to the operating instructions supplied by the
equipment manufacturer for proper care and use of this equipment.
NOTE: A/C system should be tested prior to refrigerant recovery if the use of A/C
system sealants are suspected. These sealants have the potential to clog
refrigerant recovery equipment and cause vehicle A/C component damage.
Various tool manufacturers make tool kits that detect A/C system sealants.
Refer to the operating instructions supplied by the equipment manufacturer for
proper care and use of this equipment.
If sealants are detected in an A/C system, the system should be treated as contaminated and replacement of the
entire A/C refrigerant system is recommended. A/C systems found to be contaminated with A/C system sealers,
A/C stop-leak products or seal conditioners void the warranty for the A/C system.
REFRIGERANT SYSTEM EVACUATE
NOTE: Special effort must be used to prevent moisture from entering the A/C system
oil. Moisture in the oil is very difficult to remove and will cause a reliability
problem with the A/C compressor.
If an A/C compressor designed to use R-134a refrigerant is left open to the atmosphere for an extended period
of time, it is recommended that the refrigerant oil be drained and replaced with new oil, or a new A/C
compressor be used. This will eliminate the possibility of contaminating the refrigerant system.
If the refrigerant system has been open to the atmosphere, it must be evacuated before the system can be filled.
Moisture and air mixed with the refrigerant will raise the compressor head pressure above acceptable operating
levels. This will reduce the performance of the A/C system and damage the A/C compressor. Moisture will boil
at near room temperature when exposed to vacuum. Use the following procedure to evacuate the refrigerant
system:
NOTE: When connecting the service equipment coupling to the line fitting, verify that
the valve of the coupling is fully closed. This will reduce the amount of effort
required to make the connection.
1. Recover the refrigerant system. Refer to PLUMBING, STANDARD PROCEDURE.

2. Connect a suitable charging station, refrigerant recovery machine or a manifold gauge set with vacuum
pump and refrigerant recovery equipment. Refer to PLUMBING, STANDARD PROCEDURE.
3. Open the suction and discharge valves and start the vacuum pump. The vacuum pump should run a
minimum of 45 minutes prior to charge to eliminate all moisture in system. When the suction gauge reads
to the lowest degree of vacuum possible (approximately -88 kPa (- 26 in. Hg) or greater) for 30 minutes,
close all valves and turn off vacuum pump. If the system fails to reach specified vacuum, the refrigerant
system likely has a leak that must be corrected. If the refrigerant system maintains specified vacuum for
at least 30 minutes, start the vacuum pump, open the suction and discharge valves. Then allow the system
to evacuate an additional 10 minutes.
4. Close all valves. Turn off and disconnect the vacuum pump.
REFRIGERANT SYSTEM CHARGE
NOTE: The Underhood HVAC Specification Label contains the refrigerant fill
specification of the vehicle being serviced.
Fig. 178: Identifying R-134a Refrigerant Recovery/Recycling/Charging Station

After all refrigerant system leaks have been repaired and the refrigerant system has been evacuated, a refrigerant
charge can be injected into the system. Refer to REFRIGERANT SYSTEM CHARGE.
When charging the A/C system, use an R-134a refrigerant recovery/recycling/charging station (1) that meets
SAE standard J2788. Per SAE standard J2788, refrigerant recovery stations must charge the system to an
accuracy of 14 grams (0.5 oz.). Refer to the operating instructions supplied by the equipment manufacturer for
proper care and use of this equipment.
CHARGING PROCEDURE
CAUTION: A small amount of refrigerant oil is removed from the A/C system each
time the refrigerant system is recovered and evacuated. Before charging
the A/C system, you MUST replenish any oil lost during the recovery
process. Refer to the equipment manufacturer instructions for more
information.

2. Connect an R-134a refrigerant recovery/recycling/charging station that meets SAE standard J2788 to the
refrigerant system.
3. Measure the proper amount of refrigerant and heat it to 52° C (125° F) with the charging station. Refer to
REFRIGERANT. Refer to the operating instructions supplied by the equipment manufacturer for proper
use of this equipment.
4. Open both the suction and discharge valves, then open the charge valve to allow the heated refrigerant to
flow into the system.
5. When the transfer of refrigerant has stopped, close both the suction and discharge valves.
6. If all of the refrigerant charge did not transfer from the dispensing device, open all of the windows in the
vehicle and set the heating-A/C system controls so that the A/C compressor is engaged and the blower
motor is operating at its lowest speed setting. Run the engine at a steady high idle (about 1400 rpm). If the
A/C compressor does not engage, test the compressor clutch circuits and repair as required.
WARNING: Take care not to open the discharge (high pressure) valve at this
time. Failure to follow these instructions may result in possible
7. Open the low-side valve to allow the remaining refrigerant to transfer to the refrigerant system.
8. Disconnect the charging station from the refrigerant system service ports.
9. Reinstall the caps onto the refrigerant system service ports.
COMPRESSOR, A/C
DESCRIPTION
A/C CLUTCH
Fig. 179: A/C Compressor Clutch Components

NOTE: Denso A/C clutch assembly shown in illustration. Visteon A/C clutch assembly
similar.
The A/C compressor clutch assembly consists of a stationary electromagnetic field coil (4), bearing and pulley
assembly (3), shims (7) and a clutch plate (2) that is splined to the compressor shaft and secured by a bolt (1).
These components provide the means to engage and disengage the A/C compressor from the engine accessory
drive belt.
The A/C clutch bearing and pulley assembly on both A/C compressors are retained to the front of the
compressor with a snap ring (6). The A/C clutch coil on the Denso A/C compressor is also retained to the front
of the compressor using a snap ring (5). The A/C clutch coil on the Visteon A/C compressor is pressed onto the
front of the compressor.
A/C COMPRESSOR
Fig. 180: A/C Compressor

NOTE: Typical A/C compressor shown in illustration.
Models equipped with the 3.0L and 5.7L engine, use a Denso 10SRE18 A/C compressor, with a fixed
displacement of 180 cubic centimeters (11 cubic inches).
Models equipped with the 3.6L engine, use a Visteon RS-18 A/C compressor, with a fixed displacement of 180
cubic centimeters (11 cubic inches).
All A/C compressors have the suction and discharge ports (2) located on the compressor cylinder head (3) at the
rear of the compressor and have a label identifying the use of R-134a refrigerant.
HIGH PRESSURE RELIEF VALVE
A high pressure relief valve is located on the compressor cylinder head at the rear of the A/C compressor. Refer
to HIGH PRESSURE RELIEF VALVE. This mechanical valve is designed to vent refrigerant from the A/C
system to protect against damage to the A/C compressor and other A/C system components caused by
condenser air flow restriction or an overcharge of refrigerant.
OPERATION
A/C CLUTCH
The A/C compressor clutch components provide the means to engage and disengage the A/C compressor from
the engine accessory drive belt. When the electromagnetic A/C clutch field coil is energized, it magnetically
draws the clutch plate into contact with the clutch pulley and drives the compressor shaft. When the coil is not
energized, the pulley freewheels on the clutch hub bearing, which is part of the pulley assembly.
A/C compressor clutch engagement is controlled by the Powertrain Control Module (PCM) or the Engine
Control Module (ECM), depending on engine application.
The A/C compressor clutch components cannot be repaired and must be replaced if inoperative or damaged.
A/C COMPRESSOR
The A/C compressor is driven by the engine through an electric clutch, drive pulley and belt arrangement. The
A/C compressor is lubricated by refrigerant oil that is circulated throughout the refrigerant system with the
refrigerant.
The A/C compressor draws in low-pressure refrigerant vapor from the A/C evaporator through its suction port.
It then compresses the refrigerant into a high-pressure, high-temperature refrigerant vapor, which is then
pumped to the A/C condenser through the compressor discharge port.
CAUTION: Be certain to adjust the refrigerant system oil level when replacing an A/C
compressor. Refer to OIL, REFRIGERANT, STANDARD PROCEDURE.
Failure to properly adjust the refrigerant oil level can prevent the A/C
system from operating as designed and can cause serious A/C
compressor damage.
The A/C compressor cannot be repaired and must be replaced if found to be inoperative or damaged. The
compressor clutch, pulley and bearing assembly, and clutch field coil are available for service. If an internal
failure of the A/C compressor has occurred, the A/C condenser must also be replaced. Refer to CONDENSER,
A/C, REMOVAL.
HIGH PRESSURE RELIEF VALVE
The high pressure relief valve vents refrigerant from the A/C system when a discharge pressure of 3445 to 4135
kPa (500 to 600 psi) or above is reached. The high pressure relief valve closes with a minimum discharge
pressure of 2756 kPa (400 psi) is reached.
The high pressure relief valve should not open when the A/C system is operating correctly. If the high pressure
relief valve vents refrigerant, there is most likely a problem within the A/C refrigerant system. The high
pressure relief valve vents only enough refrigerant to reduce the A/C system pressure, and then re-seats itself. If
the high pressure relief valve vents refrigerant, see the A/C System Diagnosis chart. Refer to DIAGNOSIS
AND TESTING.
The high pressure relief valve is factory-calibrated and cannot be adjusted or repaired, and must not be removed
or otherwise disturbed. The valve is only serviced as a part of the A/C compressor.
A/C CLUTCH COIL
The A/C clutch coil electrical circuit is controlled by the Powertrain Control Module (PCM), through the
Totally Integrated Power Module (TIPM). Refer to appropriate Wiring Information for complete HVAC wiring
diagrams. Begin testing of a suspected A/C clutch coil problem by performing the preliminary checks.
PRELIMINARY CHECKS
1. Using a scan tool, check for Diagnostic Trouble Codes (DTCs) in the A/C heater control, PCM and
TIPM. If no DTCs are found, refer to 2. If any DTCs are found, repair as required.
2. If the A/C clutch still will not engage, verify the refrigerant charge level by conducting the A/C
Performance test. Refer to DIAGNOSIS AND TESTING. If the refrigerant charge level is OK, refer to
COIL RESISTANCE TEST and COIL CURRENT DRAW TEST. If the refrigerant charge level is
not OK, adjust the refrigerant charge as required.
COIL RESISTANCE TEST

2. Disconnect the wire harness connector from the A/C clutch coil connector.
3. Use an ohm meter and Back Probe Tool (special tool #6801, Terminal Probe) and measure the resistance
of the A/C clutch coil at the coil connector terminals.
4. See A/C Clutch Coil Specifications table for acceptable A/C clutch coil resistance. Specifications apply
for a work area temperature of 21° C (70° F).
1. If the A/C clutch coil reading is below specifications, the coil is shorted and must be replaced.
2. If the A/C clutch coil reading is above specifications, the coil is open and must be replaced.
COIL CURRENT DRAW TEST
1. Verify the battery state of charge. Refer to BATTERY, AGM, DIAGNOSIS AND TESTING .
2. Connect an ammeter (0 to 10 ampere scale selected) in series with the A/C clutch coil feed terminal using
Back Probe Tool (special tool #6801, Terminal Probe). Connect a voltmeter (0 to 20 volt scale selected)
to measure voltage across the battery and the A/C clutch coil.
3. With the A/C-heater control in the A/C mode and the blower motor at low speed, start the engine and
allow it to run at a normal idle speed.
4. The A/C clutch should engage immediately and the clutch coil supply voltage should be within two volts
of the battery voltage. If the clutch coil supply voltage is OK, refer to 5. If the coil supply voltage is not
within two volts of battery voltage, test the clutch coil feed circuit for excessive voltage drop and repair as
necessary.
5. See A/C Clutch Coil Specifications table for acceptable A/C clutch coil current draw. Specifications
apply for a work area temperature of 21° C (70° F). If voltage is more than 12.5 volts, add electrical loads
by turning on electrical accessories until voltage reads below 12.5 volts.
1. If the A/C clutch coil current reading is zero, the coil is open and must be replaced.
2. If the A/C clutch coil current reading is above specifications, the coil is shorted and must be
replaced.
A/C CLUTCH COIL SPECIFICATIONS

Application Coil Resistance Coil Current Draw
3.2 amps Max @ 12V ± 0.5V @
3.0L/5.7L Engines 3.3 - 3.5 ohms
21° C (70° F)
3.6L Engine 3.0 - 4.0 ohms
3.1 - 4.0 amps @ 12V ± 0.5V @
21° C (70° F)
A/C SYSTEM NOISE
When investigating an A/C system related noise, you must first know the conditions under which the noise
occurs. These conditions include: weather, vehicle speed, transmission in gear or neutral, engine speed, engine
temperature, and any other special conditions. Noises that develop during A/C operation can often be
misleading. For example: What sounds like a failed front engine bearing or connecting rod, may be caused by
loose bolts, nuts, mounting brackets or a loose compressor clutch assembly.
Drive belts are speed sensitive. At different engine speeds and depending upon drive belt tension, drive belts
can develop noises that are mistaken for an A/C compressor noise. Improper drive belt tension can cause a
misleading noise when the compressor clutch is engaged, which may not occur when the compressor clutch is
disengaged. Check the accessory drive belt condition and tension as described in Cooling before beginning this
procedure.
1. Select a quiet area for testing. Duplicate the complaint conditions as much as possible. Turn the A/C
compressor On and Off several times to clearly identify the compressor noise. Listen to the A/C
compressor while the clutch is engaged and disengaged. Probe the A/C compressor with an engine
stethoscope or a long screwdriver with the handle held to your ear to better localize the source of the
noise.
2. Loosen all of the compressor mounting hardware and retighten. Check the compressor clutch retainer. Be
certain that the clutch field coil is mounted securely to the A/C compressor, and that the clutch plate and
pulley are properly aligned and have the correct air gap.
3. To duplicate high-ambient temperature conditions (high head pressure), restrict the air flow through the
A/C condenser. Install a manifold gauge set or a scan tool to be certain that the discharge pressure does
not exceed 2760 kPa (400 psi).
4. Check the refrigerant system plumbing for incorrect routing, rubbing or interference, which can cause
unusual noises. Also check the refrigerant lines and hoses for kinks or sharp bends that will restrict
refrigerant flow, which can cause noises.
5. If the noise is from opening and closing of the high pressure relief valve, conduct the A/C Performance
test and verify refrigerant charge level. Refer to DIAGNOSIS AND TESTING.
6. If the high pressure relief valve still does not seat properly, replace the A/C compressor. Refer to
COMPRESSOR, A/C, REMOVAL.
STANDARD PROCEDURE
STANDARD PROCEDURE - A/C CLUTCH INSPECTION
NOTE: The A/C clutch can be serviced in the vehicle. The refrigerant system can
remain fully-charged during compressor clutch, pulley and bearing assembly,
or coil replacement.
Fig. 181: Identifying Compressor Shaft, Clutch Plate & Shim

Examine the friction surfaces of the pulley and the clutch plate (2) for wear. The pulley and clutch plate should
be replaced if there is excessive wear or scoring.
If the friction surfaces are oily, inspect the shaft and nose area of the A/C compressor (1) for refrigerant oil. If
refrigerant oil is found, the compressor shaft seal is leaking and the A/C compressor must be replaced.
Check the pulley bearing for roughness or excessive leakage of grease. Replace the pulley and bearing
assembly, if required.
REMOVAL
A/C CLUTCH
NOTE: The A/C clutch can be serviced with the refrigerant system fully-charged.
NOTE: Typical A/C compressor and clutch assembly shown in illustrations.

Fig. 182: A/C Compressor Shaft Bolt


2. Remove the accessory drive belt. Refer to BELT, SERPENTINE, REMOVAL .
3. Disconnect the engine wire harness from the A/C clutch coil connector (1).
4. If required (depending on A/C compressor application), remove the A/C clutch coil connector and lead
from the connector bracket (2).
5. If required, remove the A/C compressor from the engine and support the compressor. Refer to
COMPRESSOR, A/C, REMOVAL.
6. Remove the compressor shaft bolt (3). A band-type oil filter wrench or a strap wrench may be used to
hold the clutch plate (4) from rotating during bolt removal.

CAUTION: Do not pry between the clutch plate and the pulley and bearing
assembly to remove the clutch plate from the compressor shaft as
this may damage the clutch plate.
NOTE: Use care not to lose any clutch shim(s) during removal of the clutch plate,
as they may be reused during the clutch plate installation process.
7. Tap the clutch plate (2) lightly with a plastic mallet to release it from the splines on the compressor shaft
(1) and remove the clutch plate and shim(s) (3).
Fig. 184: Clutch Pulley & Snap Ring

8. Using A/C Snap Ring Pliers (special tool #9764, Pliers, A/C Snap Ring) (1) or equivalent, remove the
snap ring (2) that secures the pulley and bearing assembly (3) to the A/C compressor and remove the
pulley and bearing assembly.
Fig. 185: Clutch Coil & Snap Ring

9. Using A/C Snap Ring Pliers (special tool #9764, Pliers, A/C Snap Ring) (1) or equivalent, remove the
snap ring (4) that secures the A/C clutch coil (2) to the A/C compressor (3) and remove the coil.
3.0L ENGINE
WARNING: Refer to the applicable Warnings and Cautions for this system before
NOTE: The A/C condenser must be replaced if an internal failure of the A/C compressor
has occurred. Refer to CONDENSER, A/C, REMOVAL.
NOTE: The A/C compressor may be removed and repositioned without disconnecting
the refrigerant lines or discharging the refrigerant system. Discharging is not
necessary if servicing the A/C clutch, clutch coil or engine.
Fig. 186: Suction Line, Discharge Line & Nuts


2. Remove the engine trim cover.
PROCEDURE.
4. Disconnect the mass air flow sensor wire harness connector and remove the engine air cleaner housing.
Refer to BODY, AIR CLEANER, REMOVAL .
6. Remove the nuts (1 and 3) that secure the A/C suction line (2) and A/C discharge line (4) to the A/C
compressor.
7. Disconnect the refrigerant lines from the A/C compressor and remove and discard the seals.
8. Install plugs in, or tape over all of the opened refrigerant line fittings and the compressor ports.
Fig. 187: Identifying Wire Harness Connector, Bolts & A/C Compressor

10. Remove the front belly pan.
11. Remove the bolts (2 and 5) that secure the A/C compressor (6) to the engine.
13. Disconnect the engine wire harness from the A/C clutch electrical connector (1).
14. Support the A/C compressor, remove the nut (4) and stud (3) that secures the A/C compressor to the
engine and remove the compressor.
3.6L ENGINE

Fig. 188: Nuts, A/C Suction Line, A/C Discharge Line


2. Remove the engine trim cover.
PROCEDURE.
4. Remove the air cleaner housing. Refer to BODY, AIR CLEANER, REMOVAL .
6. Remove the nuts (1 and 3) that secure the A/C suction line (2) and A/C discharge line (3) to the A/C
compressor.
Fig. 189: A/C Compressor, Nut, Stud & Three Bolts

9. Disconnect the engine wire harness from the A/C compressor (2).
10. Remove the nut (5) and position the heater tube and bracket (4) out of the way.
11. Support the A/C compressor and remove the stud (3) and the three bolts (1).
12. Remove the A/C compressor from the engine compartment.
5.7L ENGINE
Fig. 190: Nuts, A/C Suction Line & A/C Discharge Line

2. Remove the air cleaner housing and resonator.
PROCEDURE.
5. Remove the nuts (2) that secure the A/C suction line (1) and A/C discharge line (3) to the A/C
compressor.
Fig. 191: A/C Clutch Electrical Connector, Two Bolts, A/C Compressor, Nut & Stud

9. Remove the front belly pan.
10. Disconnect the engine wire harness from the A/C clutch electrical connector (2).
11. Remove the two bolts (3) that secure the A/C compressor (1) to the engine.
12. Support the A/C compressor and remove the nut (5) and stud (4).
13. Remove the A/C compressor from the engine compartment.
INSTALLATION
A/C CLUTCH
NOTE: Typical A/C compressor and clutch assembly shown in illustrations.

Fig. 192: Clutch Coil & Snap Ring

1. Align the dowel pin on the back of the A/C clutch coil (2) with the hole in the front of the A/C
compressor (3) and install the coil onto the compressor. Depending on compressor application, be certain
that the A/C clutch coil wire lead is properly routed so that it is not pinched between the A/C compressor
and the coil.
CAUTION: The snap ring must be fully and properly seated in the groove or it
will vibrate out, resulting in a clutch failure and severe damage to the
A/C compressor.
NOTE: A new snap ring must be used to secure the A/C clutch coil to the A/C
compressor. The bevel side of the snap ring must face outward. On Denso
compressor models, both snap ring eyelets must be oriented to the right
or to the left of the coil dowel pin location on the front of the A/C
compressor.
2. Using A/C Snap Ring Pliers (special tool #9764, Pliers, A/C Snap Ring) (1) or equivalent, install the snap
ring (4) that secures the A/C clutch coil to the A/C compressor. Be certain that the snap ring is fully and
properly seated in the groove and oriented correctly.
Fig. 193: Identifying Pulley & Bearing Assembly

CAUTION: If required (depending on A/C compressor application), be certain to

position the A/C clutch coil wire lead so that damage will not occur
during A/C compressor pulley and bearing installation.
CAUTION: When installing the pulley and bearing assembly, DO NOT mar the
friction surfaces of the pulley or premature failure of the A/C clutch
will result.
3. Install the pulley and bearing assembly (1) onto the A/C compressor. If necessary, tap the pulley gently
with a block of wood (2) placed on the pulley friction surface.
Fig. 194: Clutch Pulley & Snap Ring

CAUTION: The snap ring must be fully and properly seated in the groove or it
will vibrate out, resulting in a clutch failure and severe damage to the
A/C compressor.
NOTE: A new snap ring must be used to secure the pulley and bearing assembly
to the A/C compressor. The bevel side of the snap ring must face outward.
4. Using A/C Snap Ring Pliers (special tool #9764, Pliers, A/C Snap Ring) (1) or equivalent, install the snap
ring (2) that secures the pulley and bearing assembly (3) to the A/C compressor. Be certain that the snap
ring is fully and properly seated in the groove.

5. If the original clutch plate (2) and pulley and bearing assembly are to be reused, reinstall the original shim
(s) (3) onto the compressor shaft (1). If a new clutch plate and pulley and bearing assembly are being
used, install a trial stack of shims 2.54 mm (0.010 in.) thick onto the compressor shaft.
Fig. 196: A/C Compressor Shaft Bolt

6. Install the clutch plate (4) onto the front of the A/C compressor (5).
7. Install the compressor shaft bolt (3). Tighten the bolt to 19 N.m (168 in. lbs.).
NOTE: The shims may compress after tightening the shaft bolt. Check the air gap
in four or more places to verify the air gap is correct. Spin the pulley
before performing a final check of the air gap.
NOTE: On models with the clutch plate recessed into the pulley, use a 90° wire
gap gauge to measure the clutch air gap. On other models, use a blade
type feeler gauge to measure the air gap.
8. With the clutch plate assembled tight against the shim(s), measure the air gap between the clutch plate
and the pulley and bearing assembly. The air gap should be between 0.35 - 0.60 mm (0.014 - 0.024 in.). If
the air gap is not between specifications, add or subtract shims as needed until the correct air gap is
obtained.
CAUTION: If required (depending on A/C compressor application), be certain

that the A/C clutch coil wire lead is properly routed so that it is not
pinched between the A/C compressor and the coil connector bracket.
9. If required (depending on A/C compressor application), route the A/C clutch coil wire lead behind the
connector bracket (2) and install the A/C clutch coil connector (1) to the bracket.
10. If removed, install the A/C compressor to the engine. Refer to COMPRESSOR, A/C,
INSTALLATION.
11. Connect the engine wire harness to the A/C clutch coil connector.
12. Install the accessory drive belt. Refer to BELT, SERPENTINE, INSTALLATION .
3.0L ENGINE
CAUTION: If the A/C compressor is being replaced, be certain to adjust the refrigerant
system oil level. Refer to OIL, REFRIGERANT, STANDARD PROCEDURE.
Failure to properly adjust the refrigerant oil level will prevent the A/C
compressor damage.
Capacities chart to determine how much oil should be removed from the new
A/C compressor. Refer to OIL, REFRIGERANT, STANDARD PROCEDURE.
NOTE: Replacement of the refrigerant line O-ring seals and gaskets is required anytime
a refrigerant line is disconnected. Failure to replace the rubber O-ring seals and
metal gaskets may result in a refrigerant system leak.
Fig. 197: Identifying Wire Harness Connector, Bolts & A/C Compressor
1. If the A/C compressor (6) is being replaced, the refrigerant oil in the old compressor must be first drained
and measured. Then the oil in the new A/C compressor must be drained. Finally, the new compressor
must be refilled with the same amount of new refrigerant oil that was drained out of the old compressor.
When replacing multiple A/C system components, see the Refrigerant Oil Capacities chart to determine
how much oil should be added to the refrigerant system. Refer to OIL, REFRIGERANT, STANDARD
PROCEDURE. Use only refrigerant oil of the type recommended for the A/C compressor in the vehicle.
2. Position the A/C compressor to the engine and install the stud (3). Tighten the stud to 10 N.m (89 in.
lbs.).
3. Install and hand tighten the nut (4) that secures the A/C compressor to the engine.
5. Install and hand tighten the two bolts (2 and 5) that secure A/C compressor to the engine. Tighten the
bolts to 28 N.m (21 ft. lbs.).
6. Tighten the two bolts to 28 N.m (21 ft. lbs.) using the following sequence:
 Bolt at rear of compressor.
 Bolt at front of compressor.
7. Install the belly pan.

9. Tighten the nut at the front of the A/C compressor to 28 N.m (21 ft. lbs.).
10. Connect the engine wire harness to the A/C clutch electrical connector (1).
Fig. 198: Suction Line, Discharge Line & Nuts

11. Remove the tape or plugs from the opened refrigerant line fittings and the compressor ports.
12. Lubricate new seals with clean refrigerant oil and install them onto the refrigerant line fittings. Use only
the specified seals as they are made of a special material for the R-134a system. Use only refrigerant oil
of the type recommended for the A/C compressor in the vehicle.
13. Connect the A/C suction line (2) and the A/C discharge line (4) to the A/C compressor (4).
14. Install the nuts (1 and 3) that secure the refrigerant lines to the A/C compressor. Tighten the nuts to 20
N.m (15 ft. lbs.).
NOTE: The A/C condenser must be replaced if an internal failure of the A/C
compressor has occurred. Refer to CONDENSER, A/C, REMOVAL.
16. Install the engine air cleaner housing and connect the wire harness to the mass air flow sensor. Refer to
BODY, AIR CLEANER, INSTALLATION .
17. Evacuate and charge the refrigerant system. Refer to PLUMBING, STANDARD PROCEDURE.
18. Install the engine trim cover.
3.6L ENGINE
compressor damage.
Fig. 199: A/C Compressor, Nut, Stud & Three Bolts

lbs.).
3. Loosely install the three bolts (1) that secure the A/C compressor to the engine.
4. Reposition the heater tube and bracket (4) onto the stud and install the loosely install the nut (5).
5. Tighten the bolts and nut to 28 N.m (21 ft. lbs.) using the following sequence:
 Upper bolt at front of compressor.
 Lower bolt at front of compressor.

Bolt at rear of compressor.


 Nut at rear of compressor.
6. Connect the engine wire harness to the A/C compressor.
Fig. 200: Nuts, A/C Suction Line, A/C Discharge Line

9. Install the A/C suction line (2) and the A/C discharge line (4) onto the A/C compressor.
10. Install the nuts (1 and 3) that secure the refrigerant lines to the A/C compressor. Tighten the nuts to 20
N.m (15 ft. lbs.).
12. Install the air cleaner housing. Refer to BODY, AIR CLEANER, INSTALLATION .
15. Install the engine trim cover
5.7L ENGINE

compressor damage.
Fig. 201: A/C Clutch Electrical Connector, Two Bolts, A/C Compressor, Nut & Stud
lbs.).
3. Loosely install the two bolts (3) and one nut (5) that secure the A/C compressor to the engine.
4. Tighten the nut and bolts to 28 N.m (21 ft. lbs.) using the following sequence:
Nut at front of compressor.


 Bolt at front of compressor.
 Bolt at rear of compressor.
5. Connect the engine wire harness to the A/C clutch electrical connector (2).
6. Install the front belly pan.

10. Install the A/C suction line (1) and the A/C discharge line (3) onto the A/C compressor.
11. Install the nuts (2) that secure the refrigerant lines to the A/C compressor. Tighten the nuts to 20 N.m (15
ft. lbs.).
13. Install the resonator and air cleaner housing.

CONDENSER, A/C
DESCRIPTION
DESCRIPTION
NOTE: Gasoline engine model shown in illustration. Diesel engine model similar.
Fig. 203: A/C Condenser, Mounting Tabs, Steering Cooler, A/C Receiver/Drier & Tapping Block
The A/C condenser (1) is located at the front of the engine compartment, behind the grille. The A/C condenser
is a heat exchanger that allows the high-pressure refrigerant gas being discharged by the A/C compressor to
give up its heat to the air passing over the condenser fins, which causes the refrigerant to cool and change to a
liquid state.
CAUTION: The A/C condenser must be replaced if an internal failure of the A/C
compressor has occurred. Failure to replace the A/C condenser can cause
serious damage to the replacement A/C compressor. Refer to
CONDENSER, A/C, REMOVAL.
The A/C condenser is equipped with integral mounting tabs (2 and 7), a tapping block for the A/C discharge and
liquid lines (3), mounting provisions for the power steering cooler (4), an integral A/C receiver/drier (5), and an
integral automatic transmission cooler with a tapping block (6) for the transmission cooler lines.
OPERATION
OPERATION
When air passes through the fins of the A/C condenser, the high-pressure refrigerant gas within the A/C
condenser gives up its heat. The refrigerant then condenses as it leaves the A/C condenser and becomes a high-
pressure liquid. The volume of air flowing over the condenser fins is critical to the proper cooling performance
of the A/C system. Therefore, it is important that there are no objects placed in front of the radiator grille
openings at the front of the vehicle or foreign material on the condenser fins that might obstruct proper air flow.
Also, any factory-installed air seals or shrouds must be properly reinstalled following radiator or A/C condenser
service.
metal gaskets could result in a refrigerant system leak.
The A/C condenser has no serviceable parts. The O-ring seals used on the connections are made from a special
type of rubber not affected by R-134a refrigerant. The O-ring seals and gaskets must be replaced whenever a
refrigerant line is disconnected from the A/C condenser.
The A/C condenser cannot be repaired and must be replaced if leaking or damaged.
REMOVAL
REMOVAL
Fig. 204: Bolt, A/C Liquid Line, Nut, A/C Discharge Line & A/C Condenser

2. On 5.7L and 3.6L models, remove the air cleaner housing, air intake tube and resonator, as equipped.
3. Remove the engine trim cover, if equipped.
PROCEDURE.
6. Remove the bolt (2) that secures the A/C liquid line (5) to the upper radiator support.
7. Remove the nut (6) that secures the A/C discharge line (4) and A/C liquid line to the A/C condenser (1).
8. Disconnect the A/C discharge line and A/C liquid line from the A/C condenser and remove and discard
the seals.
9. Install plugs in, or tape over the opened refrigerant line fittings and the condenser ports.
Fig. 205: Automatic Transmission Cooler Lines & Transmission Fluid Cooler
NOTE: Illustration shown with radiator removed from view for clarity.
10. Remove the hood latch assembly from the radiator crossmember and position it out of the way. Refer to
LATCH, HOOD, REMOVAL .
11. Disengage the two plastic air dams from the front of engine compartment and position them out of the
way.
12. Position the two radiator crossmember support bars out of the way.
13. Disconnect the automatic transmission cooler lines (1) from the transmission fluid cooler (2). Refer to
TUBES AND HOSES, TRANSMISSION OIL COOLER, STANDARD PROCEDURE .
14. Install plugs in, or tape over the automatic transmission cooler line fittings and the fluid cooler ports.
Fig. 206: Power Steering Fluid Cooler, A/C Condenser & Retaining Tabs
15. If equipped with 3.0L diesel engine, remove the charge air cooler.
16. If equipped, remove the power steering fluid cooler (3) from the A/C condenser (4) and position it out of
the way. Refer to COOLER, POWER STEERING, REMOVAL .
17. Disengage the two retaining tabs (1 and 2) that secure A/C condenser to the radiator.
18. Tip the A/C condenser forward and carefully remove from engine compartment.
INSTALLATION
INSTALLATION
NOTE: If only the A/C condenser is being replaced, add 30 milliliters (1 fluid ounce) of
NOTE: Be certain that each of the radiator and condenser air dams are installed in their
proper locations. These air dams are required for the A/C and engine cooling
systems to perform as designed.
Fig. 207: Power Steering Fluid Cooler, A/C Condenser & Retaining Tabs
1. Position the A/C condenser (4) into the engine compartment.

2. Engage the two retaining tabs (1 and 2) that secure A/C condenser to the radiator.
3. If equipped, install the power steering fluid cooler (3) onto the A/C condenser. Refer to COOLER,
POWER STEERING, INSTALLATION .
4. If equipped with 3.0L diesel engine, install the charge air cooler.
Fig. 208: Automatic Transmission Cooler Lines & Transmission Fluid Cooler
NOTE: Illustration shown with radiator removed from view for clarity.
5. Remove the tape or plugs from the automatic transmission cooler line fittings and the fluid cooler ports.
6. Connect the automatic transmission cooler lines (1) to the transmission fluid cooler (2).
7. Reposition the two radiator crossmember support bars.
8. Reposition the two plastic air dams to the front of engine compartment and install the push-pin retainers.
9. Install the hood latch assembly to the radiator crossmember. Refer to LATCH, HOOD,
INSTALLATION .
10. Remove the tape or plugs from the opened refrigerant line fittings and the condenser ports.
12. Connect the A/C liquid line (5) and A/C discharge line (4) to the A/C condenser (1).
13. Install the nut (6) that secures the A/C discharge and liquid line to the A/C condenser. Tighten the nut to
20 N.m (15 ft. lbs.).
14. Install the bolt (2) that secures the A/C liquid line to the upper radiator support. Tighten the bolt securely.
16. On 5.7L and 3.6L models, install the air cleaner housing, air intake tube and resonator, as equipped.
17. Install the engine trim cover, if equipped.
20. If the A/C condenser is being replaced, add 30 milliliters (1 fluid ounce) of refrigerant oil to the
22. Check the automatic transmission fluid level and refill as required.
CORE, HEATER
DESCRIPTION
DESCRIPTION
Fig. 210: Heater Core, Heater Core Tubes & Tank

The heater core (1) is mounted into the left side of the HVAC air distribution housing, which is located behind
the instrument panel. The heater core is a heat exchanger made of rows of aluminum tubes and fins. The heater
core is positioned within the air distribution housing so that only the selected amount of air entering the housing
passes through the heater core, before being distributed through the heater-A/C system ducts and outlets. One
end of the heater core is fitted with a tank (2) that includes the fittings for the heater core tubes (3)
The heater core can be serviced without removing the HVAC housing from the vehicle.
OPERATION
OPERATION
When the engine is running, engine coolant is circulated at all times from the engine through hoses to the heater
core. As the coolant flows through the engine and into the heater core, heat is removed from the engine and
transferred to the heater core tubes and fins. Air is directed through the heater core and picks up the heat from
the heater core fins and tubes and becomes distributed into the HVAC air distribution housing. The blend-air
doors allow control of the output air temperature by regulating the amount of air flowing through the heater
core. The blower motor speed controls the volume of air flowing through the HVAC housing.
The heater core cannot be repaired and must be replaced if restricted, leaking or damaged.
REMOVAL
REMOVAL
NOTE: Take the proper precautions to protect the front face of the instrument panel


2. Drain the engine cooling system. Refer to STANDARD PROCEDURE .

4. Remove the glove box, glove box shelf and the trim panel, located behind the glove box. Refer to
5. Remove the nut (1) that secures the passenger side end of the HVAC housing (3) to the instrument panel
support (2).

6. Remove the front floor console. Refer to CONSOLE, FLOOR, REMOVAL .

7. Remove the radio. Refer to RADIO, REMOVAL .
8. Remove the bin from the center of the instrument panel.
9. Remove the four nuts (1) that secure the HVAC housing to the center of the instrument panel support.
10. On LHD, remove the driver side instrument panel silencer.

11. Remove the push pin (3) that secures the left side floor ducts (1) to the instrument panel.
12. Disconnect the left side floor ducts from the HVAC housing (2).
NOTE: Removal of the instrument panel from the vehicle is not required to
perform this procedure. It is only necessary to position the instrument
panel so that removal of the heater core is possible.
13. Position the instrument panel to gain full access to the heater core located on the left side of the HVAC
air distribution housing. Refer to PANEL, INSTRUMENT, REMOVAL .
Fig. 214: Two Clamps, Heater Tubes, Screw, Heater Core Retaining Bracket & Heater Core
NOTE: Take proper precautions to protect the carpeting from engine coolant.
Have absorbent toweling readily available to clean up any spills.
14. Remove the two clamps (2 and 6) that secure the heater tubes (1) to the heater core (3).
15. Disconnect the heater core tubes from the heater core and remove and discard the O-ring seals.
16. Install plugs in, or tape over the opened heater core tubes and heater core ports.
17. Remove the screw (7) that secures the heater core retaining bracket (5) to the air distribution housing and
position the bracket out of the way.
NOTE: If the foam seal around the heater core is deformed or damaged, it must be
replaced.
18. Carefully pull the heater core out of the air distribution housing.
INSTALLATION
INSTALLATION
Fig. 215: Two Clamps, Heater Tubes, Screw, Heater Core Retaining Bracket & Heater Core
1. Carefully install the heater core (3) into the left side of the HVAC air distribution housing (4).
2. Reposition the heater core retaining bracket (5) and install the screw (7). Tighten the screw to 2.2 N.m
(20 in. lbs.).
3. Remove the tape or plugs from the heater core tubes (1) and heater core ports.
4. Lubricate new rubber O-ring seals with clean engine coolant and install them onto the heater core tubes.
Use only the specified O-ring as they are made of a special material for the engine cooling system.
5. Connect the heater core tubes to the heater core.
6. Install the two clamps (2 and 6) that secure the heater core tubes to the heater core. Tighten the screws on
the clamps to 1.7 N.m (15 in. lbs.).
7. Connect the left side floor ducts to the HVAC housing (2).
8. Reposition and install the instrument panel as necessary. Refer to PANEL, INSTRUMENT,
INSTALLATION .
9. Install the push pin (3) that secures the left side floor ducts to the instrument panel.
10. On LHD models, install the driver side instrument panel silencer.

11. Install the four nuts (1) that secure the HVAC housing to the center of the instrument panel support.
Tighten the nuts to 4.5 N.m (40 in. lbs.).

12. Install the bin into the center of the instrument panel.
13. Install the radio. Refer to RADIO, INSTALLATION .

15. Install the nut (1) that secures the passenger side end of the HVAC housing (3) to the instrument panel
support (2). Tighten the nut to 4.5 N.m (40 in. lbs.).
16. Install the IP trim panel, glove box shelf and the glove box. Refer to GLOVE BOX, INSTRUMENT
19. If the heater core is being replaced, flush the cooling system. Refer to REVERSE FLUSHING .
20. Refill the engine cooling system. Refer to STANDARD PROCEDURE .
CORE, SERVICE PORT VALVE
DESCRIPTION
DESCRIPTION
Fig. 219: High Side Service Port & Low Side Service Port
The high side service port (1) is located on the A/C liquid line, near the upper radiator support. The low side
service port (2) is located on the A/C suction line, near the left strut tower. Refrigerant system service ports are
used to recover, recycle, evacuate, charge and test the A/C refrigerant system. Unique sizes are used on the two
service ports for the R-134a refrigerant system to ensure the proper connections are made when using
refrigerant system service equipment, and that the system is not accidentally contaminated with R-12
refrigerant, or by service equipment used for R-12 refrigerant.
NOTE: Protective caps aid in service port sealing and help protect the refrigerant
system from contamination. Remember to always reinstall the protective caps
onto the service ports when refrigerant system service is complete.
Each of the service ports has a threaded plastic protective cap installed over it from the factory.
The high side and low side A/C service port valve cores and the protective caps are serviceable items.
REMOVAL
REMOVAL
Fig. 220: Identifying A/C Service Port Components

NOTE: Typical A/C service port shown in illustration.
1. Remove the protective cap (1) from the service port (2).
PROCEDURE.
3. Using a Schrader-type valve core tool, remove the valve core (3) from the service port.
4. Install a plug in, or tape over the opened service port(s).
INSTALLATION
INSTALLATION
Fig. 221: Identifying A/C Service Port Components

NOTE: Typical A/C service port shown in illustration.
1. Lubricate the valve core (3) with clean refrigerant oil prior to installation. Use only refrigerant oil of the
type recommended for the A/C compressor in the vehicle.
2. Remove the tape or plug from the service port (2).
CAUTION: Damage may result to a service port valve core if the valve core is not
fully seated in the A/C service port. Such damage can result in a loss
of refrigerant.
3. Install and tighten the valve core into the service port(s) using a Schrader type valve core tool.
NOTE: The protective cap helps aid in service port sealing and helps protect the
refrigerant system from contamination. Remember to always reinstall the
protective cap onto the service port when refrigerant system service is
complete.
5. Install the protective cap (1) onto the service port.
DRIER, A/C RECEIVER
DESCRIPTION
DESCRIPTION
NOTE: Gasoline engine model shown in illustration. Diesel engine model similar.
Fig. 222: A/C Condenser, Mounting Tabs, Steering Cooler, A/C Receiver/Drier & Tapping Block
The A/C receiver/drier (5) stores unnecessary refrigerant, filters the refrigerant, helps remove moisture from the
refrigerant and retains any refrigerant vapor that may leave the A/C condenser (1) until it becomes a liquid. The
A/C receiver/drier is on the high-side of the A/C system and is located on the left side of the A/C condenser.
CAUTION: The A/C condenser must be replaced if an internal failure of the A/C
compressor has occurred. Failure to replace the A/C condenser can cause
serious damage to the replacement A/C compressor. Refer to
CONDENSER, A/C, REMOVAL.
The A/C receiver/drier is integral to the A/C condenser and must be replaced with the condenser as an
assembly.
OPERATION
OPERATION
The A/C receiver/drier performs a filtering action to prevent foreign material that may be in the refrigerant from
contaminating the A/C expansion valve and the A/C compressor. Refrigerant enters the A/C receiver/drier as a
high-pressure, low temperature liquid. Desiccant inside the A/C receiver/drier absorbs any moisture which may
have entered and become trapped within the refrigerant system. In addition, during periods of high demand
operation of the A/C system, the A/C receiver/drier acts as a reservoir to store surplus refrigerant.
The A/C receiver/drier is integral to the A/C condenser and has no serviceable parts.
The A/C receiver/drier cannot be repaired and the A/C condenser must be replaced if the receiver/drier is
leaking or damaged, or if an internal failure of the A/C compressor has occurred. Refer to CONDENSER, A/C,
REMOVAL.
EVAPORATOR, A/C
DESCRIPTION
DESCRIPTION
Fig. 223: A/C Evaporator, Insulator, Tubes, O-Rings & Block

The A/C evaporator (1) for the heating-A/C system is located within the HVAC housing, behind the instrument
panel. The A/C evaporator and insulator (2) are positioned in the HVAC housing so that all air entering the
housing must pass over the evaporator fins before it is distributed through the heating-A/C system ducts and
outlets. However, air passing over the evaporator fins will only be conditioned when the A/C compressor is
engaged and circulating refrigerant through the A/C evaporator.
The A/C evaporator tubes (4) are connected and sealed to the A/C expansion valve by use of rubber O-rings (5)
and a tapping block (3).
The A/C evaporator can only be serviced by removing and disassembling the HVAC housing assembly.
OPERATION
OPERATION
Refrigerant enters the A/C evaporator from the A/C expansion valve as a low-temperature, low-pressure
mixture of liquid and gas. As air flows over the fins of the A/C evaporator, the humidity in the air condenses on
the fins, and the heat from the air is absorbed by the refrigerant. Heat absorption causes the refrigerant to boil
and vaporize. The refrigerant becomes a low-pressure gas when it leaves the A/C evaporator.
a refrigerant line or expansion valve is disconnected. Failure to replace the

rubber O-ring seals and metal gaskets could result in a refrigerant system leak.
The A/C evaporator has no serviceable parts except for the O-ring seals. The O-ring seals used on the
connections are made from a special type of rubber not affected by R-134a refrigerant. The O-ring seals must be
replaced whenever the A/C expansion valve is removed from the A/C evaporator.
The A/C evaporator cannot be repaired and must be replaced if leaking or damaged.
REMOVAL
REMOVAL
1. Remove the HVAC housing assembly. Refer to HOUSING, HVAC, REMOVAL.

2. Disassemble the HVAC housing as necessary to access the A/C evaporator (2). Refer to HOUSING,
HVAC, DISASSEMBLY.
3. Remove the tapping block (1) from the evaporator tubes.
4. Lift the A/C evaporator and insulator (3) out of the lower half of the HVAC housing (4).
5. If required, remove the insulator from the A/C evaporator. If the insulator is deformed or damaged, it
must be replaced.
INSTALLATION
INSTALLATION
NOTE: Replacement of the refrigerant line seals is required anytime the A/C expansion
valve is removed from the A/C evaporator. Failure to replace the rubber and
metal seals may result in a refrigerant system leak.
1. If removed, install the insulator (3) over the A/C evaporator (2). If the insulator is deformed or damaged,
2. Install the A/C evaporator into the lower half of the HVAC housing (4). Make sure that the evaporator
drain within the HVAC housing is clean and unrestricted and that the insulator and evaporator are
properly positioned in the housing.
3. Install the tapping block (1) onto the evaporator tubes.
4. Assemble the HVAC housing. Refer to HOUSING, HVAC, ASSEMBLY.

LINE, A/C DISCHARGE
REMOVAL
REMOVAL
NOTE: 5.7L engine model shown in illustrations. Other models similar.

PROCEDURE.
6. Disconnect the engine wire harness from the A/C pressure transducer (3) and remove the transducer from
the A/C discharge line (4), if required. Refer to TRANSDUCER, A/C PRESSURE, REMOVAL.
7. Remove the bolt (2) that secures the A/C liquid line (5) to the upper radiator support.
8. Remove the nut (6) that secures the A/C discharge line and A/C liquid line to the A/C condenser (1).
9. Disconnect the A/C discharge line and A/C liquid line from the A/C condenser.
10. Separate the liquid line fitting from the discharge line fitting and remove and discard the seals.
11. Remove the nut (2) that secures the A/C discharge line (3) to the A/C compressor.
12. Disconnect the A/C discharge line from the A/C compressor and remove and discard the seal.
13. Remove the A/C discharge line from the engine compartment.
14. Install plugs in, or tape over the opened refrigerant line fittings and the compressor and condenser ports.
INSTALLATION
INSTALLATION
NOTE: 5.7L engine model shown in illustrations. Other models similar.
1. Position the A/C discharge line (3) into the engine compartment.
2. Remove the tape or plugs from the opened refrigerant line fittings and the compressor and condenser
ports.
4. Connect the A/C discharge line to the A/C compressor.
5. Install the nut (2) that secures the A/C discharge line to the A/C compressor. Tighten the nut to 20 N.m
(15 ft. lbs.).
6. Engage the A/C liquid line (5) to the A/C discharge line (4) and connect the lines to the A/C condenser
(1).
7. Install the nut (6) that secures the A/C discharge and liquid lines to the A/C condenser. Tighten the nut to
20 N.m (15 ft. lbs.).
9. If removed, install the A/C pressure transducer (3) onto the A/C discharge line. Tighten the A/C pressure
transducer to 5.1 N.m (45 in. lbs.).
10. Connect the engine wire harness to the A/C pressure transducer.
16. Adjust the refrigerant oil level. Refer to OIL, REFRIGERANT, STANDARD PROCEDURE.
LINE, A/C LIQUID
REMOVAL
REMOVAL
NOTE: The A/C liquid line is serviced in two sections.
NOTE: LHD model with 5.7L engine shown in illustrations. RHD model and other
engines similar.
FRONT
Fig. 230: Liquid Line & Nut


PROCEDURE.
5. Remove the nut (2) that secures the front section of the A/C liquid line (3) to the rear section of the A/C
liquid line (1).
6. Disconnect the A/C liquid lines from each other and remove and discard the seal.

8. Remove the bolt (2) that secures the front section of the A/C liquid line (5) to the upper radiator support.
9. Remove the nut (6) that secures the A/C discharge line (4) and A/C liquid line to the A/C condenser (1).
10. Disconnect the A/C discharge line and A/C liquid line from the A/C condenser.
11. Separate the A/C liquid line from the A/C discharge line and remove and discard the seals.
12. Remove the front section of the A/C liquid line from the engine compartment.
13. Install plugs in, or tape over all the opened refrigerant line fittings and the condenser ports.
REAR
NOTE: The rear section of the A/C liquid line is only serviced with the rear section of
the A/C suction line.
Fig. 232: Suction Line & Nut


PROCEDURE.
5. Remove the evaporative emissions purge solenoid valve from the A/C liquid and suction line bracket
located on the left front strut tower and position it out of the way. Refer to SOLENOID,
EVAPORATIVE EMISSIONS PURGE, REMOVAL .
6. Remove the nut (2) that secures the front section of the A/C suction line (3) to the rear section of the A/C
suction line (1).
7. Disconnect the A/C suction lines from each other and remove and discard the seal.

liquid line (1).
Fig. 234: A/C Suction & Liquid Line Assembly

REMOVAL .
12. Remove the nut (2) that secures the A/C liquid and suction line assembly (1) to the stud (3) located on the
left front strut tower.
13. Remove the bolt (4) that secures the A/C liquid and suction line assembly to the cowl panel bracket.
14. Remove the nut (6) that secures the A/C liquid and suction line assembly to the A/C expansion valve (5).
15. Disengage the A/C liquid and suction line assembly from the stud located on the strut tower.
16. Disconnect the A/C liquid and suction line assembly from the A/C expansion valve.
17. Remove the A/C liquid and suction line assembly from the engine compartment and remove and discard
the seals.
18. Install plugs in, or tape over all the opened refrigerant line fittings and expansion valve ports.
INSTALLATION
INSTALLATION
NOTE: When replacing multiple A/C system components, refer to the Refrigerant Oil
metal gaskets could result in a refrigerant system leak.
engines similar.
FRONT
1. Position the front section of the A/C liquid line (5) into the engine compartment.
2. Remove the tape or plugs from the opened refrigerant line fittings and the condenser ports.
4. Engage the A/C liquid line to the A/C discharge line (4) and connect the lines to the A/C condenser (1).
5. Install the nut (6) that secures the A/C discharge and liquid lines to the A/C condenser. Tighten the nut to
20 N.m (15 ft. lbs.).

8. Connect the front section of the A/C liquid line (3) to the rear section of the A/C liquid line (1).
9. Install the nut (2) that secures the two sections of the A/C liquid line together. Tighten the nut to 20 N.m
(15 ft. lbs.).
REAR
NOTE: The rear section of the A/C liquid line is only serviced with the rear section of
the A/C suction line.

1. Position the A/C liquid and suction line assembly (1) into the engine compartment.
2. Remove the tape or plugs from the opened refrigerant line fittings and the expansion valve ports.
4. Connect the A/C liquid and suction line assembly to the A/C expansion (5).
5. Engage the A/C liquid and suction line assembly to stud (3) located on the left front strut tower.
6. Install the nut (6) that secures the A/C liquid and suction line assembly to the A/C expansion valve.
Tighten the nut to 20 N.m (15 ft. lbs.).
7. Install the bolt (4) that secures the A/C liquid and suction line assembly to the cowl panel bracket.
Tighten the bolt securely.
8. Install the nut (2) that secures the A/C liquid and suction line assembly to the stud located on the strut
tower. Tighten the nut securely.


(15 ft. lbs.).

13. Connect the front section of the A/C suction line (3) to the rear section of the A/C suction line (1).
14. Install the nut (2) that secures the two sections of the A/C suction line together. Tighten the nut to 20 N.m
(15 ft. lbs.).
15. Install the evaporative emissions purge solenoid valve. Refer to SOLENOID, EVAPORATIVE
EMISSIONS PURGE, INSTALLATION .
LINE, A/C SUCTION
REMOVAL
REMOVAL
NOTE: The A/C liquid line is serviced in two sections.
engines similar.
FRONT


PROCEDURE.
suction line (1).
7. Remove the nut (2) that secures the A/C suction line (1) to the A/C compressor.
8. Disconnect the A/C suction line from the A/C compressor and remove and discard the seal.
9. Remove the front section of the A/C suction line from the engine compartment.
10. Install plugs in, or tape over all of the opened refrigerant line fittings and the compressor port.
REAR
NOTE: The rear section of the A/C suction line is only serviced with the rear section of
the A/C liquid line.


PROCEDURE.
suction line (1).

liquid line (1).

REMOVAL .
12. Remove the nut (2) that secures the A/C suction and liquid line assembly (1) to the stud (3) located on the
13. Remove the bolt (4) that secures the A/C suction and liquid line assembly to the cowl panel bracket.
14. Remove the nut (6) that secures the A/C suction and liquid line assembly to the A/C expansion valve (5).
15. Disengage the A/C suction and liquid line assembly from the stud located on the strut tower.
16. Disconnect the A/C suction and liquid line assembly from the A/C expansion valve.
17. Remove the A/C suction and liquid line assembly from the engine compartment and remove and discard
the seals.
18. Install plugs in, or tape over all the opened refrigerant line fittings and expansion valve ports.
INSTALLATION
INSTALLATION
engines similar.
FRONT
1. Position the front section of the A/C suction line (2) into the engine compartment.
2. Remove the tape or plugs from the opened refrigerant line fittings and the compressor port.
4. Connect the A/C suction line to the A/C compressor (4).
5. Install the nut (5) that secures the A/C suction line to the A/C compressor. Tighten the nut to 20 N.m (15
ft. lbs.).

(15 ft. lbs.).
REAR
NOTE: The rear section of the A/C suction line is only serviced with the rear section of
the A/C liquid line.

1. Position the A/C suction and liquid line assembly (1) into the engine compartment.
4. Connect the A/C suction and liquid line assembly to the A/C expansion (5).
5. Engage the A/C suction and liquid line assembly to stud (3) located on the left front strut tower.
6. Install the nut (6) that secures the A/C suction and liquid line assembly to the A/C expansion valve.
7. Install the bolt (4) that secures the A/C suction and liquid line assembly to the cowl panel bracket.
8. Install the nut (2) that secures the A/C suction and liquid line assembly to the stud located on the strut


(15 ft. lbs.).

(15 ft. lbs.).
OIL, REFRIGERANT
STANDARD PROCEDURE
REFRIGERANT OIL LEVEL
When an A/C system is assembled at the factory, all components except the A/C compressor are refrigerant oil
free. After the refrigerant system has been charged and operated, the refrigerant oil in the A/C compressor is
dispersed throughout the refrigerant system. The receiver/drier, A/C evaporator, A/C condenser and the A/C
compressor will each retain a significant amount of the needed refrigerant oil.
It is important to have the correct amount of refrigerant oil in the A/C system. This ensures proper lubrication of
the A/C compressor. Too little oil will result in damage to the A/C compressor, while too much oil will reduce
the cooling capacity of the A/C system and consequently result in higher discharge air temperatures.
CAUTION: The refrigerant oil in the A/C system is unique depending on the A/C
compressor used. Use only PAG oils that are designed to work with the
refrigerant type and A/C compressor in the vehicle. Always refer to the A/C
Underhood Specification Label for the correct oil designation. The
refrigerant oil container should be kept tightly capped until it is ready for
use, and then tightly recapped after use to prevent contamination from dirt
and moisture. Refrigerant oil will quickly absorb any moisture it comes in
contact with, therefore, special effort must be used to keep all R-134a
system components moisture-free. Moisture in the refrigerant oil is very
difficult to remove and will cause a reliability problem with the A/C
compressor.
NOTE: Most reclaim/recycling equipment will measure the lubricant being removed
during recovery. This amount of lubricant should be added back into the
system. Refer to the reclaim/recycling equipment manufacturers instructions.
It will not be necessary to check the oil level in the A/C compressor or to add oil, unless there has been an oil
loss. An oil loss may occur due to a rupture or leak from a refrigerant line, a connector fitting, a component, or a
component seal. If a leak occurs, add 30 milliliters (1 fluid ounce) of refrigerant oil to the refrigerant system
after the repair has been made. Refrigerant oil loss will be evident at the leak point by the presence of a wet,
shiny surface around the leak.
Refrigerant oil must be added when an A/C condenser, A/C evaporator or A/C receiver/drier is replaced. See
the Refrigerant Oil Capacities chart.
The refrigerant oil level in a new A/C compressor must first be adjusted prior to compressor installation. Refer
to COMPRESSOR OIL DRAIN PROCEDURE.
REFRIGERANT OIL TYPE

A/C Compressor Oil Type
Denso 10SRE18 - 3.0L/5.7L Engines ND-8 PAG oil*
Visteon RS-18 - 3.6L Engine VC-46 PAG oil*
*Always use the type of PAG oil listed for the model being serviced. See A/C Underhood Specification Label
located in the engine compartment. Do not mix different types of PAG oils.
REFRIGERANT OIL CAPACITIES

Component Name ml. oz.
Total System Fill 120 4.0
Drain and measure the oil from the old compressor. Refer to
A/C Compressor
COMPRESSOR OIL DRAIN PROCEDURE.
A/C Condenser 30 1.0
A/C Evaporator 40 1.4
A/C Receiver/drier 30 1.0
COMPRESSOR OIL DRAIN PROCEDURE
CAUTION: Be certain to adjust the refrigerant system oil level when replacing an A/C
compressor. Failure to properly drain and measure the refrigerant oil from
the A/C compressor can prevent the A/C system from operating as
designed and cause serious compressor damage.
The A/C compressor is filled with refrigerant oil from the factory. Use the following procedure to drain and
measure refrigerant oil from the A/C compressor.
1. Drain all of the refrigerant oil from the old A/C compressor into a clean measured container.
2. Drain all of the refrigerant oil from the new A/C compressor into a clean measured container.
3. Refill the new A/C compressor with the same amount of refrigerant oil that was drained out of the old
compressor. Use only clean refrigerant oil of the type specified for the A/C compressor in the vehicle.
4. Install the new A/C compressor onto the engine. Refer to COMPRESSOR, A/C, INSTALLATION.
REFRIGERANT
SPECIFICATIONS
REFRIGERANT CHARGE CAPACITY

REFRIGERANT CHARGE CAPACITY

Application Capacity
All models 623.7g (1.375 lbs.)
VALVE, A/C EXPANSION
DESCRIPTION
DESCRIPTION
Fig. 250: A/C Expansion Valve

The A/C expansion valve controls the amount of refrigerant entering the A/C evaporator and is of a thermostatic
expansion valve (TXV) design. The A/C expansion valve consists of an aluminum H-valve type body (1) with
an integral thermal sensor (2) and is located at the dash panel between the A/C refrigerant lines and the A/C
evaporator.
OPERATION
OPERATION
The A/C expansion valve controls the high-pressure, low temperature liquid refrigerant from the A/C liquid line
and converts it into a low-pressure, low-temperature mixture of liquid and gas before it enters the A/C
evaporator. A mechanical sensor in the A/C expansion valve monitors the temperature and pressure of the
refrigerant leaving the A/C evaporator through the A/C suction line, and adjusts the orifice size at the liquid line
port to let the proper amount of refrigerant into the evaporator to meet the vehicle A/C cooling requirements.
Controlling the refrigerant flow through the A/C evaporator ensures that none of the refrigerant leaving the A/C
evaporator is still in a liquid state, which could damage the A/C compressor.
NOTE: Replacement of the refrigerant line O-ring seals is required anytime a refrigerant
line is disconnected from the expansion valve. Failure to replace the rubber O-
ring seals could result in a refrigerant system leak.
The A/C expansion valve is factory calibrated and cannot be adjusted or repaired and must be replaced if
inoperative or damaged.
DIAGNOSIS AND TESTING - A/C EXPANSION VALVE
NOTE: The A/C expansion valve should only be tested following testing of the A/C
compressor.
NOTE: Liquid CO2 is required to test the A/C expansion valve. This material is available
from most welding supply facilities. Liquid CO2 is also available from
companies which service and sell fire extinguishers.
When testing the A/C expansion valve, the work area and the vehicle temperature must be 21° to 27° C (70° to
85° F). To test the expansion valve:
1. Connect a charging station or manifold gauge set to the refrigerant system service ports. Verify the
refrigerant charge level.
2. Close all doors, windows and vents to the passenger compartment.
3. Set the A/C-heater controls so that the A/C compressor is operating, the temperature control is in the
highest temperature position, the mode-air doors is directing air output to the floor and the blower motor
operating is operating at the highest speed.
4. Start the engine and allow it to idle. After the engine has reached normal operating temperature, allow the
passenger compartment to heat up. This will create the need for maximum refrigerant flow into the A/C
evaporator.
5. If the refrigerant charge is sufficient, the discharge (high pressure) gauge should read 827 kPa to 1655
kPa (120 psi to 240 psi). The suction (low pressure) gauge should read 207 kPa to 345 kPa (30 psi to 50
psi). If OK, refer to 6. If not OK, replace the inoperative A/C expansion valve.
WARNING: Protect the skin and eyes from exposure to liquid CO2 or personal
injury can result.
6. If the suction (low pressure) gauge reads within the specified range, freeze the A/C expansion valve for
30 seconds using liquid CO2 or another suitable super-cold material.Do not spray R-134a or R-12
refrigerant on the A/C expansion valve for this test. The suction (low pressure) gauge reading should
drop by 69 kPa (10 psi). If OK, refer to 7. If not OK, replace the inoperative A/C expansion valve.
7. Allow the expansion valve control head to thaw. The suction (low pressure) gauge reading should
stabilize at 207 kPa to 345 kPa (30 psi to 50 psi). If not OK, replace the inoperative A/C expansion valve.
8. When the expansion valve testing is complete, test the overall A/C system performance. Refer to
DIAGNOSIS AND TESTING.
REMOVAL
REMOVAL
engines similar.


2. On 3.6Land 5.7L models, remove the air cleaner housing, air intake tube and resonator, as equipped.
PROCEDURE.
suction line (1).

liquid line (1).

REMOVAL .
12. Remove the nut (2) that secures the A/C liquid and suction line assembly (1) to the stud (3) located on the
13. Remove the bolt (4) that secures the A/C liquid and suction line assembly to the cowl panel bracket.
14. Remove the nut (6) that secures the A/C liquid and suction line assembly to the A/C expansion valve (5).
15. Disengage the A/C liquid and suction line assembly from the stud located on the strut tower.
16. Disconnect the A/C liquid and suction line assembly from the A/C expansion valve.
17. Remove the A/C liquid and suction line assembly from the engine compartment and remove and discard
the seals.
Fig. 254: Two Bolts & A/C Expansion Valve

18. Remove the two bolts (1) that secure the A/C expansion valve (2) to the evaporator tube tapping block.
19. Remove the A/C expansion valve from the evaporator tubes and remove and discard the seals.
20. Install plugs in, or tape over the opened refrigerant line fittings and evaporator ports.
INSTALLATION
INSTALLATION
NOTE: Replacement of the refrigerant line seals is required anytime the A/C expansion
valve is removed from the A/C evaporator. Failure to replace the rubber and
metal seals may result in a refrigerant system leak.
engines similar.
Fig. 255: Two Bolts & A/C Expansion Valve

1. Remove the tape or plugs from all the opened refrigerant line fittings and evaporator ports.
2. Lubricate new seals with clean refrigerant oil and install them onto the evaporator tube and refrigerant
line fittings. Use only the specified seals as they are made of a special material for the R-134a system.
Use only refrigerant oil of the type recommended for the A/C compressor in the vehicle.
3. Install the A/C expansion valve (2) onto the evaporator tubes.
4. Install the two bolts (1) that secure the A/C expansion valve to the evaporator tube tapping block. Tighten
the bolts to 11 N.m (97 in. lbs.).

5. Position the A/C liquid and suction line assembly (1) into the engine compartment.
8. Connect the A/C liquid and suction line assembly to the A/C expansion (5).
9. Engage the A/C liquid and suction line assembly to stud (3) located on the left front strut tower.
10. Install the nut (6) that secures the A/C liquid and suction line assembly to the A/C expansion valve.
11. Install the bolt (4) that secures the A/C liquid and suction line assembly to the cowl panel bracket.
12. Install the nut (2) that secures the A/C liquid and suction line assembly to the stud located on the strut

(15 ft. lbs.).

(15 ft. lbs.).
CABIN HEATER
UNIT, HEATER
DESCRIPTION
DESCRIPTION
Fig. 259: Positive Temperature Coefficient Heater Unit

An Electric Positive Temperature Coefficient (PTC) heater unit (1) is used on vehicles when equipped with the
3.0L diesel engine. The PTC heater unit aids in passenger compartment heating by compensating for the lower
engine coolant temperatures produced by the diesel engine. The PTC heater unit is mounted in the HVAC air
distribution housing, downstream of the heater core and is controlled by the Powertrain Control Module (PCM)
and the Totally Integrated Power Module (TIPM).
The PTC heater consists of a molded plastic mounting plate (2) with an integral wire connector receptacle (3).
Concealed behind the mounting plate are four heating elements with fins (4) that transfer the heat produced by
the PTC heater to the conditioned air flowing within the air distribution housing. A retaining feature (5) is
molded onto the opposite end of the heater unit to support the heater unit inside the air distribution housing. The
PTC heater unit is connected to the vehicle electrical system through the instrument panel wire harness and the
PTC heater jumper harness.
The PTC heater unit is accessed for service by removing the instrument panel.
OPERATION
OPERATION
The Positive Temperature Coefficient (PTC) heater unit dissipates 1 kW of electrical power through 4 heating
bars. The Powertrain Control Module (PCM) and the Totally Integrated Power Module (TIPM) operate three
relays for the PTC heater unit. The PTC heater unit is split into three "banks". Each bank is driven separately
based on alternator load. This allows for lower in-rush current and optimum battery charging. After a bank has
been turned on, another bank can only be turned on 10 seconds after the previous. On average, the PTC banks
are not switched more than 25 times for each vehicle start. Electrical power output is between 900-1050 W.
The control system for the PTC heater unit is diagnosed using a scan tool. Prior to replacing a PTC heater unit,
check for any Diagnostic Trouble Codes (DTCs) related to the heating and A/C system, PCM and TIPM.
Initiate the Actuator Calibration function to verify that the concern is not a heating and A/C system calibration
issue. Refer to STANDARD PROCEDURE .
The PTC heater unit cannot be adjusted or repaired and must be replaced if inoperative or damaged.
POSITIVE TEMPERATURE COEFFICIENT (PTC) HEATER UNIT
NOTE: Refer to appropriate Wiring Information for circuit descriptions and diagrams.
Wiring Information includes wiring diagrams, proper wire and connector repair
procedures, further details on wire harness routing and retention, as well as
pin-out and location views for the various wire harness connectors, splices and
grounds.
Prior to replacing the Positive Temperature Coefficient (PTC) heater unit, check for any Diagnostic Trouble
Codes (DTCs) related to the heating and A/C system, Powertrain Control Module (PCM) and Totally Integrated
Power Module (TIPM). Repair as necessary. Also, initiate the Actuator Calibration function to verify that the
concern is not a heating and A/C system calibration issue. Refer to STANDARD PROCEDURE .

2. Disconnect the wire harness connector from the PTC heater unit. Refer to UNIT, HEATER,
REMOVAL.
3. Using an ohmmeter, check for continuity between all of the PTC heater unit terminals. In each case there
should be continuity. If OK, repair the wire harness circuits between the PTC heater unit and the PCM
and the TIPM. If not OK, replace the PTC heater unit.
REMOVAL
REMOVAL
Fig. 260: Disconnecting Wire Harness Connector

NOTE: PTC heater shown in illustration removed from distribution housing for clarity.

2. Remove the instrument panel. Refer to PANEL, INSTRUMENT, REMOVAL .
NOTE: To disconnect the wire harness connector from the heater unit, pull
upward on the connector lock while pulling the connector away from the
heater unit.
3. Disengage the wire connector lock (1) and disconnect the wire harness connector (2) from the positive
temperature coefficient (PTC) heater unit (3).
Fig. 261: PTC Heater Unit, Housing & Screws

4. Remove the two screws (1) that secure the PTC heater unit (2) to the driver side of the HVAC air
distribution housing (3).
5. Carefully remove the PTC heater unit from the air distribution housing by pulling it straight out of the
housing.
INSTALLATION
INSTALLATION
Fig. 262: PTC Heater Unit, Housing & Screws

1. Carefully install the positive temperature coefficient (PTC) heater unit (2) into the driver side of the
HVAC air distribution housing (3). Make sure to engage the top end of the heater unit to the plastic
molded pin located inside of the air distribution housing, on the passenger side of the housing.
2. Install the two screws (1) that secure the PTC heater unit to the air distribution housing. Tighten the
screws to 2 N.m (17 in. lbs.).
Fig. 263: Connecting Wire Harness Connector

NOTE: PTC heater shown in illustration removed from distribution housing for
clarity.
3. Connect the wire harness connector (1) to the PTC heater unit (2) while pulling downward on the
connector lock (3). Make sure the wire harness connector and lock are fully engaged.
4. Install the instrument panel. Refer to PANEL, INSTRUMENT, INSTALLATION .
2011 HVAC Heating & Air Conditioning - Electrical Diagnostics - Grand Cherokee
2011 HVAC
Heating & Air Conditioning - Electrical Diagnostics - Grand Cherokee

DTC Description
B1000-92 A/C SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT
OPERATION
B1003-92 PANEL MODE SWITCH REQUEST INPUT - PERFORMANCE OR
INCORRECT OPERATION
B1006-92 BI-LEVEL MODE SWITCH REQUEST INPUT - PERFORMANCE OR
INCORRECT OPERATION
B1009-92 RECIRCULATION SWITCH REQUEST INPUT - PERFORMANCE OR
INCORRECT OPERATION
B100C-92 FLOOR MODE SWITCH REQUEST INPUT - PERFORMANCE OR
INCORRECT OPERATION
B100F-92 MIX MODE SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT
OPERATION
B1012-92 DEFROST MODE SWITCH REQUEST INPUT - PERFORMANCE OR
INCORRECT OPERATION
B1015-92 EBL / REAR DEFROST SWITCH REQUEST INPUT - PERFORMANCE OR
INCORRECT OPERATION
B101E-92 POWER ON/OFF SWITCH REQUEST INPUT - PERFORMANCE OR
INCORRECT OPERATION
B1030-11 EVAPORATOR TEMPERATURE SENSOR - CIRCUIT SHORT TO GROUND
B1030-12 EVAPORATOR TEMPERATURE SENSOR - CIRCUIT SHORT TO BATTERY
B1037-92 AUTO SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT
OPERATION
B1058-11 RECIRCULATION DOOR CONTROL - CIRCUIT SHORT TO GROUND
B1058-12 RECIRCULATION DOOR CONTROL - CIRCUIT SHORT TO BATTERY
B1058-13 RECIRCULATION DOOR CONTROL - CIRCUIT OPEN
B1058-2B RECIRCULATION DOOR CONTROL - WIRES SHORTED TOGETHER
B1058-92 RECIRCULATION DOOR CONTROL - PERFORMANCE OR INCORRECT
OPERATION
B105C-00 RECIRCULATION DOOR TRAVEL RANGE TOO SMALL
B105D-00 RECIRCULATION DOOR TRAVEL RANGE TOO LARGE
B1084-92 LEFT HEATED SEAT REQUEST INPUT - PERFORMANCE OR INCORRECT
OPERATION
B1087-92 RIGHT HEATED SEAT SWITCH INPUT - PERFORMANCE OR INCORRECT
OPERATION
B10B2-00 A/C COOL DOWN TEST PERFORMANCE
B10E8-14 BLOWER MOTOR CONTROL - CIRCUIT SHORT TO GROUND OR OPEN
B10E8-12 BLOWER MOTOR CONTROL - CIRCUIT SHORT TO BATTERY

B1142-92 MODE UP SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT
OPERATION
B1184-92 MAIN/LEFT TEMP UP SWITCH REQUEST INPUT - PERFORMANCE OR
INCORRECT OPERATION
B1185-92 MAIN/LEFT TEMP DOWN SWITCH REQUEST INPUT - PERFORMANCE OR
INCORRECT OPERATION
B1186-92 RIGHT TEMP UP SWITCH REQUEST INPUT - PERFORMANCE OR
INCORRECT OPERATION
B1187-92 RIGHT TEMP DOWN SWITCH REQUEST INPUT - PERFORMANCE OR
INCORRECT OPERATION
B1188-92 HEATED STEERING WHEEL SWITCH REQUEST INPUT - PERFORMANCE
B11C2-11 FRONT MODE DOOR 1 CONTROL - CIRCUIT SHORT TO GROUND
B11C2-12 FRONT MODE DOOR 1 CONTROL - CIRCUIT SHORT TO BATTERY
B11C2-13 FRONT MODE DOOR 1 CONTROL - CIRCUIT OPEN
B11C2-2B FRONT MODE DOOR 1 CONTROL - WIRES SHORTED TOGETHER
B11C2-92 FRONT MODE DOOR 1 CONTROL - PERFORMANCE OR INCORRECT
OPERATION
B11C3-00 FRONT MODE DOOR 1 TRAVEL RANGE TOO SMALL
B11C4-00 FRONT MODE DOOR 1 TRAVEL RANGE TOO LARGE
B11C8-11 RIGHT TEMPERATURE DOOR CONTROL - CIRCUIT SHORT TO GROUND
B11C8-12 RIGHT TEMPERATURE DOOR CONTROL - CIRCUIT SHORT TO BATTERY
B11C8-13 RIGHT TEMPERATURE DOOR CONTROL - CIRCUIT OPEN
B11C8-2B RIGHT TEMPERATURE DOOR CONTROL - WIRES SHORTED TOGETHER
B11CB-92 RIGHT TEMPERATURE DOOR CONTROL - PERFORMANCE OR
INCORRECT OPERATION
B11C9-00 RIGHT TEMPERATURE DOOR TRAVEL TOO SMALL
B11CA-00 RIGHT TEMPERATURE DOOR TRAVEL TOO LARGE
B11CB-11 MAIN/LEFT TEMPERATURE DOOR CONTROL - CIRCUIT SHORT TO
GROUND
B11CB-12 MAIN/LEFT TEMPERATURE DOOR CONTROL - CIRCUIT SHORT TO
BATTERY
B11CB-13 MAIN/LEFT TEMPERATURE DOOR CONTROL - CIRCUIT OPEN
B11CB-2B MAIN/LEFT TEMPERATURE DOOR CONTROL - WIRES SHORTED
TOGETHER
B11CB-92 MAIN/LEFT TEMPERATURE DOOR CONTROL - PERFORMANCE OR
INCORRECT OPERATION
B11CC-00 MAIN/LEFT TEMPERATURE DOOR TRAVEL TOO SMALL
B11CD-00 MAIN/LEFT TEMPERATURE DOOR TRAVEL TOO LARGE
B11D3-00 A/C COOLDOWN TEST PERFORMANCE - COMPRESSOR NOT ENGAGED
B11D5-00 A/C COOLDOWN TEST PERFORMANCE - EVAP TEMP SENSOR ERROR
B10D6-92 LEFT SEAT VENTILATION SWITCH REQUEST INPUT - PERFORMANCE
B10D7-92 RIGHT SEAT VENTILATION SWITCH REQUEST INPUT - PERFORMANCE
B11D9-92 BLOWER SPEED KNOB REQUEST INPUT - PERFORMANCE OR
INCORRECT OPERATION
B11DA-96 ITOS CABIN TEMPERATURE SENSOR - COMPONENT INTERNAL
FAILURE
B11DB-92 MODE SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT
OPERATION
B11E9-92 LEFT TEMPERATURE KNOB REQUEST INPUT - PERFORMANCE OR
INCORRECT OPERATION
B11EA-92 RIGHT TEMPERATURE KNOB REQUEST INPUT - PERFORMANCE OR
INCORRECT OPERATION
B1600-11 LEFT SOLAR SENSOR - CIRCUIT SHORT TO GROUND
B1600-12 LEFT SOLAR SENSOR - CIRCUIT SHORT TO BATTERY
B1603-11 RIGHT SOLAR SENSOR - CIRCUIT SHORT TO GROUND
B1603-12 RIGHT SOLAR SENSOR - CIRCUIT SHORT TO BATTERY
B160F-11 TWILIGHT/AMBIENT LIGHT SENSOR INPUT - CIRCUIT SHORT TO
GROUND
B160F-12 TWILIGHT/AMBIENT LIGHT SENSOR INPUT - CIRCUIT SHORT TO
BATTERY
B210A-84 SYSTEM VOLTAGE LOW - SIGNAL BELOW ALLOWABLE RANGE
B210B-85 SYSTEM VOLTAGE HIGH - SIGNAL ABOVE ALLOWABLE RANGE
B210D-84 BATTERY VOLTAGE LOW - SIGNAL BELOW ALLOWABLE RANGE
B210E-85 BATTERY VOLTAGE HIGH - SIGNAL ABOVE ALLOWABLE RANGE
B2214-00 (HVAC) CLIMATE CONTROL INTERNAL
U0208 LOST COMMUNICATION WITH HEATED SEAT CONTROL MODULE

B1000-92-A/C SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT OPERATION
THEORY OF OPERATION
The HVAC A/C Heater Control contains various switches and knobs that are used to change the systems
operation. There are currently three types of switches used depending on the configuration of the system. Push
button momentary switches which are normally open or in the Off position. Multifunction or rotary switches
which have several distinct positions and potentiometers which are a rotary variable resistor that is used for a
more precise control. An active Diagnostic Trouble Code (DTC) indicates that either a control switch or
potentiometer is stuck in an On position or out of a calibrated range. A stored DTC indicates that control switch
or potentiometer was stuck On or out of calibration but has since returned to its normal state. For further
information, refer to CONTROL, A/C AND HEATER , DESCRIPTION .
WHEN MONITORED:
SET CONDITION:
If the A/C On/Off Control Switch is stuck in an On position for more than 30 seconds. This DTC has a de-
maturing time of one second. If the DTCs status changes from active to stored, the DTC will stay in memory for
100 ignition cycles.
POSSIBLE CAUSES
Possible Causes
OBJECT HOLDING SWITCH IN AN ON POSITION
A/C HEATER CONTROL
Always perform the HVAC Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to
HVAC PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE.
DIAGNOSTIC TEST
1. INSPECT FOR OBJECT HOLDING SWITCH IN AN ON POSITION

1. Inspect the A/C Heater Control for an object or debris holding the A/C On/Off Control Switch in an
On position.
NOTE: Using the scan tool you can read the On/Off status of the control
switch.
Is the A/C On/Off Control Switch being held in or stuck On?
Yes
 The A/C Heater control cannot be repaired or adjusted and must be replaced if inoperative or
damaged but it might be cleanable if external debris is inhibiting the proper operation of the
control switch or knob. If you are unable to clean the control to where it can function
properly, replace and program the A/C Heater Control in accordance with the Service
Information. Refer to CONTROL, A/C AND HEATER , REMOVAL .
 Perform the HVAC VERIFICATION TEST. Refer to HVAC VERIFICATION TEST.
No
Go To 2.

2. A/C HEATER CONTROL

2. Using the scan tool, erase HVAC DTCs.
3. Turn the ignition off for 10 seconds, and then turn the ignition on and wait a minimum of 30
seconds.
4. Using the scan tool, read HVAC DTCs.
Does the scan tool display this DTC as Active or is the status of the switch reading On?
Yes
 Replace and program the A/C Heater Control in accordance with the Service Information.
No
 Test complete.
B1003-92-PANEL MODE SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Panel Mode Control Switch is stuck in an On position for more than 30 seconds. This DTC has a de-
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Panel Mode Control Switch in an
On position.
switch.
Is the Panel Mode Control Switch being held in or stuck On?
Yes
No
Go To 2.


seconds.
Yes
No
 Test complete.
B1006-92-BI-LEVEL MODE SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Bi-level Mode Control Switch is stuck in an On position for more than 30 seconds. This DTC has a de-
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Bi-level Mode Control Switch in
an On position.
switch.
Is the Bi-level Mode Control Switch being held in or stuck On?
Yes
No
Go To 2.


seconds.
Yes
No
 Test complete.
B1009-92-RECIRCULATION SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Recirculation Mode Switch is stuck in a On position for more than 30 seconds. This DTC has a de-
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Recirculation Mode Switch in an
On position.
switch.
Is the Recirculation Mode Switch being held in or stuck On?
Yes
No
Go To 2.


seconds.
Yes
No
 Test complete.
B100C-92-FLOOR MODE SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Floor Mode Control Switch is stuck in an On position for more than 30 seconds. This DTC has a de-
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Floor Mode Control Switch in an
On position.
switch.
Is the Floor Mode Control Switch being held in or stuck On?
Yes
No
Go To 2.


seconds.
Yes
No
 Test complete.
B100F-92-MIX MODE SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Mix Mode Control Switch is stuck in an On position for more than 30 seconds. This DTC has a de-
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Mix Mode Control Switch in an
On position.
switch.
Is the Mix Mode Control Switch being held in or stuck On?
Yes
No
Go To 2.


seconds.
Yes
No
 Test complete.
B1012-92-DEFROST MODE SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Defrost Mode Control Switch is stuck in an On position for more than 30 seconds. This DTC has a de-
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Defrost Mode Control Switch in
an On position.
switch.
Is the Defrost Mode Control Switch being held in or stuck On?
Yes

No
Go To 2.


seconds.
Yes
No
 Test complete.
B1015-92-EBL / REAR DEFROST SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
WHEN MONITORED:

SET CONDITION:
If the Electric Back light (EBL) Electronic Rear Defrost Switch is stuck in an On position for more than 20
seconds. This DTC has a de-maturing time of one second. If the DTCs status changes from active to stored, the
DTC will stay in memory for 100 ignition cycles.
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the (EBL) Electronic Rear Defrost
Switch in an On position.
switch.
Is the (EBL) Electronic Rear Defrost Switch being held in or stuck in an On?
Yes
No
Go To 2.


seconds.
Yes
No
 Test complete.
B101E-92-POWER ON/OFF SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Power On/Off Control Switch is stuck in an On position for more than 30 seconds. This DTC has a de-
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Power On/Off Control Switch in
an On position.
switch.
Is the Power On/Off Control Switch being held in or stuck On?
Yes
No
Go To 2.


seconds.
Yes
No
 Test complete.
B1030-11-EVAPORATOR TEMPERATURE SENSOR - CIRCUIT SHORT TO GROUND

Fig. 1: Evaporator Temperature Sensor Wiring Diagram

THEORY OF OPERATION
The HVAC A/C heater control uses a variety of sensors to adjust HVAC operation to obtain optimal
performance. These sensors are continuously monitored by the A/C heater control to assure that they are in
range. An active Diagnostic trouble Code (DTC) indicates that a sensor is out of range. A stored DTC indicates
that the sensor was out of range but is currently within range.
The evaporator temperature sensor monitors the surface temperature of the A/C evaporator and supplies an
input signal to the A/C heater control. The input signal value is used to optimize the A/C system performance
and to protect the A/C evaporator from freezing. The evaporator temperature sensor resistance value will
change in response to the surface temperature of A/C evaporator. The resistance value is electronically
transferred to the A/C heater control using a sensor ground circuit and a 5-volt reference signal circuit. Normal
operation of the sensor the resistive value decreases when the A/C evaporator temperature decreases and the
sensor resistive value increases when the A/C evaporator temperature increases.
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects a short to ground on the Evaporator Temperature Sensor Signal voltage input to
the controller. If the A/C Heater Control detects a valid voltage, the DTC will change from active to stored and
will stay stored for 100 ignition cycles.
POSSIBLE CAUSES
Possible Causes
(C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
EVAPORATOR TEMPERATURE SENSOR
A/C HEATER CONTROL
DIAGNOSTIC TEST
1. CHECK IF THE DTC IS ACTIVE

Is this DTC active?
Yes
 Go To 2.
No
Go To 5.

2. CHECK (C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT FOR A SHORT

TO GROUND
Fig. 2: Checking Evaporator Temperature Sensor Signal Circuit For A Short To Ground

2. Disconnect the A/C Heater Control C1 harness connector.
3. Disconnect the Evaporator Temperature Sensor harness connector.
4. Measure the resistance between ground and the (C21) Evaporator Temperature Sensor Signal
circuit.
Yes
 Repair the (C21) Evaporator Temperature Sensor Signal circuit for a short to ground.
No
Go To 3.


TO THE (C121) SENSOR GROUND CIRCUIT
Fig. 3: Checking Evaporator Temperature Sensor Signal Circuit For A Short To The Sensor
Ground Circuit
1. Measure the resistance between the (C21) Evaporator Temperature Sensor Signal circuit and the
(C121) Sensor Ground circuit.
Yes
 Repair the (C21) Evaporator Temperature Sensor Signal circuit for a short to the (C121)
Sensor Ground circuit.
No
Go To 4.

4. CHECK THE EVAPORATOR TEMPERATURE SENSOR

1. Replace the Evaporator Temperature Sensor in Accordance with the Service Information. Refer to
SENSOR, EVAPORATOR TEMPERATURE , REMOVAL .
2. Cycle the ignition off for 30 seconds then back on.
3. With the scan tool, read HVAC DTCs.
Yes
No
Test complete.


1. The conditions necessary to set the DTC are not present at this time.
2. Using the scan tool, check the Environmental Data to help identify the conditions in which the
DTC was set.
4. Wiggle the wiring and connectors while checking for shorted and open circuits.

Yes
No
 Test complete.
B1030-12-EVAPORATOR TEMPERATURE SENSOR - CIRCUIT SHORT TO BATTERY


THEORY OF OPERATION
The HVAC A/C heater control uses a variety of sensors to adjust HVAC operation to obtain optimal
performance. These sensors are continuously monitored by the A/C heater control to assure that they are in
range. An active Diagnostic trouble Code (DTC) indicates that a sensor is out of range. A stored DTC indicates
that the sensor was out of range but is currently within range.
The evaporator temperature sensor monitors the surface temperature of the A/C evaporator and supplies an
input signal to the A/C heater control. The input signal value is used to optimize the A/C system performance
and to protect the A/C evaporator from freezing. The evaporator temperature sensor resistance value will
change in response to the surface temperature of A/C evaporator. The resistance value is electronically
transferred to the A/C heater control using a sensor ground circuit and a 5-volt reference signal circuit. Normal
operation of the sensor the resistive value decreases when the A/C evaporator temperature decreases and the
sensor resistive value increases when the A/C evaporator temperature increases.
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects a short to voltage on the Evaporator Temperature Sensor Signal circuit. If the
A/C Heater Control detects a valid voltage the DTC will change from active to stored and will stay stored for
POSSIBLE CAUSES
Possible Causes
(C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL OPEN
(C121) SENSOR GROUND CIRCUIT OPEN
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 6.


TO VOLTAGE
Fig. 5: Checking Evaporator Temperature Sensor Signal Circuit For A Short To Voltage


3. Disconnect the Evaporator Temperature Sensor harness connector.
5. Measure the voltage of the (C21) Evaporator Temperature Sensor Signal circuit.
Yes
 Repair the (C21) Evaporator Temperature Sensor Signal circuit for a short to voltage.
No
Go To 3.

3. CHECK THE (C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT FOR AN

OPEN
Fig. 6: Checking Evaporator Temperature Sensor Signal Circuit For An Open


2. Measure the resistance of the (C21) Evaporator Temperature Sensor Signal circuit between the A/C
Heater Control C1 harness connector and the Evaporator Temperature Sensor harness connector.
Is the resistance above 1.0 Ohm?
Yes
 Repair the (C21) Evaporator Temperature Sensor Signal circuit for an open or high
resistance.
No
Go To 4.

4. CHECK THE (C121) SENSOR GROUND CIRCUIT FOR AN OPEN


1. Measure the resistance of the (C121) Sensor Ground circuit between the A/C Heater Control C1
harness connector and the Evaporator Temperature Sensor harness connector.
Yes
 Repair the (C121) Sensor Ground circuit for an open or high resistance.
No
Go To 5.


Yes
No
Test complete.


DTC was set.
Yes
No
 Test complete.
B1037-92-AUTO SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Auto Control Switch is stuck in an On position for more than 30 seconds. This DTC has a de-maturing
time of one second. If the DTCs status changes from active to stored, the DTC will stay in memory for 100
ignition cycles.
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Auto Control Switch in an On
position.
switch.
Is the Auto Control Switch being held in or stuck On?
Yes
No
Go To 2.


seconds.
Yes
No
 Test complete.
B1058-11-RECIRCULATION DOOR CONTROL - CIRCUIT SHORT TO GROUND

Fig. 8: Recirculation Door Control Wiring Diagram

THEORY OF OPERATION
After the initial installation of the A/C Heater Control, the controller is calibrated to each individual blend/mode
door actuator. These calibrations are stored as in the number of pulses it takes to move the door from one stop to
another. The A/C Heater Control drives the Door Actuators by the use of Door Driver circuit and a Common
Door Driver circuit and monitors all door actuator pulses to detect door movement in both directions. Most of
the door actuators share a common door driver circuit but each door actuator has its own unique driver circuit.
Due to shared circuitry, similar Diagnostic Trouble Codes (DTCs) can set at the same time for multiple
actuators depending upon the type of circuit malfunction, its location, and the direction the actuator is moving
when the malfunction is present. For further information, refer to DESCRIPTION .
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects a short to ground on the Recirculation Door Driver circuit. If the A/C Heater
Control detects a valid current draw, the DTC will change from Active to Stored and will stay in the controllers
memory for 100 ignition cycles.
POSSIBLE CAUSES
Possible Causes
(C32) RECIRCULATION DOOR DRIVER CIRCUIT SHORTED TO GROUND
(C34) COMMON DOOR DRIVER CIRCUIT SHORTED TO GROUND
RECIRCULATION DOOR ACTUATOR
A/C HEATER CONTROL
DIAGNOSTIC TEST
1. CHECK IF DTC IS ACTIVE

Is this DTC active?
Yes
 Go To 3.
No
Go To 2.

2. PERFORM HVAC ACTUATOR CALIBRATION TEST

1. With the scan tool, perform the HVAC Actuator Calibration Test.
Did this DTC change from Stored to Active while performing the HVAC Actuator Calibration
Test?
Yes
 Go To 3.
No
Go To 6.

3. CHECK THE (C32) RECIRCULATION DOOR DRIVER CIRCUIT FOR A SHORT TO

GROUND
Fig. 9: Checking Recirculation Door Driver Circuit For A Short To Ground


3. Disconnect the Recirculation Door Actuator harness connector.
4. Measure the resistance between ground and the (C32) Recirculation Door Driver circuit.

Yes
 Repair the (C32) Recirculation Door Driver circuit for a short to ground.
No
Go To 4.

4. CHECK THE (C34) COMMON DOOR DRIVER CIRCUIT FOR A SHORT TO GROUND
Fig. 10: Checking Common Door Driver Circuit For A Short To Ground
1. Measure the resistance between ground and the (C34) Common Door Driver circuit.
Yes
 Repair the (C34) Common Door Driver circuit for a short to ground.
No
Go To 5.

5. CHECK THE RECIRCULATION DOOR ACTUATOR

1. Replace the Recirculation Door Actuator in accordance with the Service Information. Refer to
ACTUATOR, RECIRCULATION DOOR , REMOVAL .
2. With the scan tool, erase HVAC DTCs and perform the ACTUATOR CALIBRATION
FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


2. With the scan tool, check the Environmental Data to help identify the conditions in which the DTC
was set.
Yes
No
 Test complete.
B1058-12-RECIRCULATION DOOR CONTROL - CIRCUIT SHORT TO BATTERY


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects a short voltage on the Recirculation Door control circuit. If the A/C Heater
Control detects a valid voltage, the DTC will change from Active to Stored and will stay in the controllers
POSSIBLE CAUSES
Possible Causes
(C32) RECIRCULATION DOOR DRIVER CIRCUIT SHORTED TO VOLTAGE
(C34) COMMON DOOR DRIVER CIRCUIT SHORTED TO VOLTAGE
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 3.
No
Go To 2.


Test?
Yes
 Go To 3.
No
Go To 6.

3. CHECK THE (C32) RECIRCULATION DOOR DRIVER CIRCUIT FOR A SHORT TO

VOLTAGE
Fig. 12: Checking Recirculation Door Driver Circuit For A Short To Voltage

5. Measure the voltage of the (C32) Recirculation Door Driver circuit.

Yes
 Repair the (C32) Recirculation Door Driver circuit for a short to voltage.
No
Go To 4.

4. CHECK THE (C34) COMMON DOOR DRIVER CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 13: Checking Common Door Driver Circuit For A Short To Voltage
1. Measure the voltage of the (C34) Common Door Driver circuit.

Yes
 Repair the (C34) Common Door Driver circuit for a short to voltage.
No
Go To 5.


FUNCTION .
Did this DTC reset?
Yes
No
Test complete.


was set.
Yes
No
 Test complete.
B1058-13-RECIRCULATION DOOR CONTROL - CIRCUIT OPEN

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects an open in the Recirculation Door control circuit. If the A/C Heater Control
detects a valid current draw, the DTC will change from Active to Stored and will stay in the controllers memory
for 100 ignition cycles.
POSSIBLE CAUSES
Possible Causes
(C32) RECIRCULATION DOOR DRIVER CIRCUIT OPEN
(C34) COMMON DOOR DRIVER CIRCUIT OPEN
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 3.
No
Go To 2.


Test?
Yes
 Go To 3.
No
Go To 6.

3. CHECK THE (C32) RECIRCULATION DOOR DRIVER CIRCUIT FOR AN OPEN

Fig. 15: Checking Recirculation Door Driver Circuit For An Open


3. Measure the resistance of the (C32) Recirculation Door Driver circuit between the A/C Heater
Control C1 harness connector and the Recirculation Door Actuator harness connector.
Yes
 Repair the (C32) Recirculation Door Driver circuit for an open or high resistance.
No
Go To 4.

4. CHECK THE (C34) COMMON DOOR DRIVER CIRCUIT FOR AN OPEN
Fig. 16: Checking Common Door Driver Circuit For An Open

1. Measure the resistance of the (C34) Common Door Driver circuit between the A/C Heater Control
C1 harness connector and the Recirculation Door Actuator harness connector.
Yes
 Repair the (C34) Common Door Driver circuit for an open or high resistance.
No
Go To 5.


FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


was set.
Yes
No
 Test complete.
B1058-2B-RECIRCULATION DOOR CONTROL - WIRES SHORTED TOGETHER

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects the control wiring shorted together in the Recirculation Door control circuit. If
the A/C Heater Control detects a valid current draw, the DTC will change from Active to Stored and will stay in
the controllers memory for 100 ignition cycles.
POSSIBLE CAUSES
Possible Causes
(C32) RECIRCULATION DOOR DRIVER CIRCUIT SHORTED TO THE (C34) COMMON DOOR
DRIVER CIRCUIT
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 3.
No
Go To 2.


Test?
Yes
 Go To 3.
No
Go To 5.

3. CHECK FOR A SHORT BETWEEN THE (C32) RECIRCULATION DOOR DRIVER CIRCUIT
AND THE (C34) COMMON DOOR DRIVER CIRCUIT
Fig. 18: Checking For A Short Between The Recirculation Door Driver Circuit And The Common
Door Driver Circuit

4. Measure the resistance between the (C32) Recirculation Door Driver circuit and the (C34)
Common Door Driver circuit.
Yes
 Repair the short between (C32) Recirculation Door Driver circuit and the (C34) Common
Door Driver circuit.
No
Go To 4.


FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


was set.
Yes
No
 Test complete.
B1058-92-RECIRCULATION DOOR CONTROL - PERFORMANCE OR INCORRECT OPERATION

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the A/C Heater Control detects a overheat condition of the Integrated Circuit (IC) that controls the
Recirculation Door Driver circuit. If the A/C Heater Control detects a valid temperature the DTC will change
from Active to Stored and will stay in the controllers memory for 100 ignition cycles.
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Allow the A/C Heater Control to cool down for five minutes then Go To 2.
No
Go To 2.


1. Using the scan tool, perform the HVAC Actuator Calibration Test.
Did this DTC reset?
Yes
No
Go To 3.


DTC was set.
Yes
No
 Test complete.
B105C-00-RECIRCULATION DOOR TRAVEL RANGE TOO SMALL
THEORY OF OPERATION
WHEN MONITORED:
When ever an Actuator Calibration Test is performed.
SET CONDITION:
The A/C Heater Control uses a pulse feedback to the controller to detect the total door movement range. If the
amount of pulses required to move the door completely in both directions is less than what the controller has
stored in its memory, this DTC will set. If an Actuator Calibration Test is performed and the A/C Heater
Control detects a valid range of the door movement span in both directions, the DTC will change from Active to
Stored and will stay in the controllers memory for 100 ignition cycles.
POSSIBLE CAUSES
Possible Causes
RELATED DTCS PRESENT
RECIRCULATION DOOR BINDING
A/C HEATER CONTROL
DIAGNOSTIC TEST

Are there any Door Control Circuit Open, Performance, or Short to Ground, Voltage, or Together
DTCs present?
Yes
No
Go To 2.


Is this DTC active?

Yes
 Go To 4.
No
Go To 3.


Test?
Yes
 Go To 4.
No
Go To 6.

4. CHECK THE RECIRCULATION DOOR

1. Remove the Recirculation Door Actuator and check the Recirculation Door for binding and full
travel. Refer to ACTUATOR, RECIRCULATION DOOR , REMOVAL .
Yes
 Repair or replace the Recirculation Door as necessary in accordance with the Service
Information. Refer to HOUSING, HVAC , REMOVAL .
No
Go To 5.


Did this DTC reset during HVAC Actuator Calibration Test?
Yes
No
Test complete.


DTC was set.
Yes
No
 Test complete.
B105D-00-RECIRCULATION DOOR TRAVEL RANGE TOO LARGE
THEORY OF OPERATION
WHEN MONITORED:

SET CONDITION:
amount of pulses required to move the door completely in both directions is greater than what the controller has
stored in its memory, this DTC will set. If an Actuator Calibration Test is performed or during normal operation
and the A/C Heater Control detects a valid range of the door movement span in both directions, the DTC will
change from Active to Stored and will stay in the controllers memory for 100 ignition cycles.
POSSIBLE CAUSES
Possible Causes
RECIRCULATION DOOR STOPS
RECIRCULATION DOOR
A/C HEATER CONTROL
DIAGNOSTIC TEST

Are there any Door Control Circuit Short to Voltage, Short to Ground or Open DTCs present?
Yes
No
Go To 2.


Is this DTC active?
Yes
 Go To 4.
No
Go To 3.


Test?
Yes
 Go To 4.
No
Go To 6.

4. CHECK THE RECIRCULATION DOOR

1. Remove the Recirculation Door Actuator and check the Recirculation Door stops, linkage (stripped
or cracked) and door. Refer to ACTUATOR, RECIRCULATION DOOR , REMOVAL .
Yes
 Repair or replace the Recirculation Door as necessary in accordance with the Service
Information. Refer to HOUSING, HVAC , REMOVAL .
No
Go To 5.


FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


was set.
Yes
No
 Test complete.
B1084-92-LEFT HEATED SEAT REQUEST INPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Left Heated Seat Switch is stuck in an On position for more than 30 seconds. This DTC has a de-maturing
time of one second. If the DTCs status changes from active to stored, the DTC will stay in memory for 100
ignition cycles.
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Left Heated Seat Switch in an
On position.
switch.
Is the Left Heated Seat switch being held in or stuck On?
Yes
No
Go To 2.


seconds.
Yes
No
 Test complete.
B1087-92-RIGHT HEATED SEAT SWITCH INPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Right Heated Seat Switch is stuck in an On position for more than 30 seconds. This DTC has a de-
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Right Heated Seat Switch in an
On position.
switch.
Is the Right Heated Seat switch being held in or stuck On?
Yes
No
Go To 2.


seconds.
Yes
No
 Test complete.
B10B2-00-A/C COOL DOWN TEST PERFORMANCE
THEORY OF OPERATION
The A/C Heater Controller has software to enable it to perform an A/C Cool Down Test by a command using a
scan tool. This test checks for evaporator temperature drop over a predetermined time. If the test fails, this DTC
will set. However, certain test conditions are required to perform this test. Failure to run this test within those
parameters can result in failure of the test.
WHEN MONITORED:
With ever an A/C Cooldown Test is performed.
SET CONDITION:
This DTC is set whenever the A/C Cooldown Test is performed and the desired temperature drop is not
achieved by the system. The DTC will go to stored after a successful A/C Cooldown Test.
POSSIBLE CAUSES
Possible Causes
A/C SYSTEM WORKING IMPROPERLY
DIAGNOSTIC TEST
1. CONDITIONS FOR A/C COOLDOWN TEST

1. The following condition must be met before running the A/C Cooldown test.
 No Powertrain Control Module (PCM) DTCs present.
 No Communication DTCs present.
 Condenser cooling fan working properly.
 No active HVAC evaporator temperature sensor, sun sensor, recirculation, mode, or blend
door actuator DTCs present.
 The refrigerant system must be fully charged.
 The blower motor must operate correctly in all speeds.
 The evaporator temperature must be above 12.7° C (55° F).
 The A/C compressor must be turned off.
 Blower must be on high.
Are all of the above conditions met before running the A/C Cooldown Test?
Yes
 Go to the Service Information for additional Cooldown Test related diagnostic information
and testing procedures and repair as necessary. Refer to DIAGNOSIS AND TESTING .
NOTE: Run the Cooldown Test again after any repairs are performed.
 If the Cooldown Test passes, testing is complete.
No
 Run the A/C Cooldown test again with the above test conditions.
B10E8-14-BLOWER MOTOR CONTROL - CIRCUIT SHORT TO GROUND OR OPEN

Fig. 19: Front Blower Motor Control Module Wiring Diagram

THEORY OF OPERATION
The A/C Heater Control constantly monitors the Blower Control circuit to the Blower Motor Power Module for
proper operation. If the voltage or the Pulse Width Modulation (PWM) on that circuit drops below or rises
above a predetermined value, a DTC will set. For further information, refer to MODULE, POWER,
BLOWER MOTOR , OPERATION .
WHEN MONITORED:
SET CONDITION:
If the A/C Heater control detects the Blower Motor Control circuit Pulse Width Modulation (PWM) is less than
0% and or greater than 100% or PWM equals 100% for the period of 30 seconds.
POSSIBLE CAUSES
Possible Causes
(C56) BLOWER CONTROL CIRCUIT SHORTED TO GROUND
(C56) BLOWER CONTROL CIRCUIT OPEN
BLOWER MOTOR POWER MODULE
A/C HEATER CONTROL
DIAGNOSTIC TEST

NOTE: It can take up to 30 seconds or more for this DTC to mature.
Is this DTC active?
Yes
 Go To 2.
No
Go To 6.

2. CHECK THE (C56) BLOWER CONTROL CIRCUIT FOR A SHORT TO GROUND

Fig. 20: Checking Blower Control Circuit For A Short To Ground


2. Disconnect the Blower Motor Power Module C1 harness connector
4. Measure the resistance between ground and the (C56) Blower Control circuit.

Yes
 Repair the (C56) Blower Control circuit for an short to ground.

No
Go To 3.

3. CHECK THE (C56) BLOWER CONTROL CIRCUIT FOR AN OPEN
Fig. 21: Checking Blower Control Circuit For An Open


2. Measure the resistance of the (C56) Blower Control circuit between the A/C Heater Control harness
connector and the Blower Motor Power Module harness connector.
Yes
 Repair the (C56) Blower Control circuit for an open.

No
Go To 4.



1. Using a 12-volt test light connected to 12 volts, check the (Z911) Ground circuit.
Yes

No
Go To 5.

5. CHECK THE BLOWER MOTOR POWER MODULE

2. Replace the Blower Motor Power Module in accordance with the Service Information. Refer to
MODULE, POWER, BLOWER MOTOR , REMOVAL .
3. Perform the HVAC VERIFICATION TEST. Refer to HVAC VERIFICATION TEST.
Did the DTC reset during or after the HVAC Verification Test?
Yes
No
Test complete.


was set.

Yes
No
 Test complete.
B10E8-12-BLOWER MOTOR CONTROL - CIRCUIT SHORT TO BATTERY

Fig. 23: Front Blower Motor Control Module Wiring Diagram

THEORY OF OPERATION
The A/C Heater Control constantly monitors the Blower Control circuit to the Blower Motor Power Module for
proper operation. If the voltage or the Pulse Width Modulation (PWM) on that circuit drops below or rises
above a predetermined value, a DTC will set. For further information, refer to MODULE, POWER,
BLOWER MOTOR , OPERATION .
WHEN MONITORED:
SET CONDITION:
If the A/C Heater control detects the Blower Motor Control circuit Pulse Width Modulation (PWM) is less than
0% and or greater than 100% or PWM equals 0% for the period of 30 seconds.
POSSIBLE CAUSES
Possible Causes
(C56) BLOWER CONTROL CIRCUIT SHORTED TO VOLTAGE
BLOWER MOTOR POWER MODULE
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 4.

2. CHECK THE (C56) BLOWER CONTROL CIRCUIT FOR A SHORT TO VOLTAGE

Fig. 24: Checking Blower Control Circuit For A Short To Voltage


2. Disconnect the Blower Motor Power Module C1 harness connector.
5. Measure the voltage of the (C56) Blower Control circuit.
Is there and voltage present?
Yes
 Repair the (C56) Blower Control circuit for a short to voltage.

No
Go To 3.

3. CHECK THE BLOWER MOTOR POWER MODULE

2. Replace the Blower Motor Power Module in accordance with the Service Information. Refer to
MODULE, POWER, BLOWER MOTOR , REMOVAL .
Yes
No
Test complete.


was set.
Yes
No
 Test complete.
B1142-92-MODE UP SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Up Mode Switch is stuck in an On position for more than 30 seconds. This DTC has a de-maturing time
of one second. If the DTCs status changes from active to stored, the DTC will stay in memory for 100 ignition
cycles.
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Up Mode Switch in an On
position.
switch.
Is the Up Mode Switch being held in or stuck On?

Yes
No
Go To 2.


seconds.
Yes
No
 Test complete.
B1184-92-MAIN/LEFT TEMP UP SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Left Temperature Up Control Switch is stuck in an On position for more than 30 seconds. This DTC has a
de-maturing time of one second. If the DTCs status changes from active to stored, the DTC will stay in memory
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Left Temperature Up Control
switch.
Is the Left Temperature Up Control Switch being held in or stuck On?
Yes
No
Go To 2.



2. With the scan tool, erase HVAC DTCs.
seconds.
Yes
No
 Test complete.
B1185-92-MAIN/LEFT TEMP DOWN SWITCH REQUEST INPUT - PERFORMANCE OR

INCORRECT OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Left Temperature Down Control Switch is stuck in an On position for more than 30 seconds. This DTC
has a de-maturing time of one second. If the DTCs status changes from active to stored, the DTC will stay in
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Left Temperature Down Control
switch.
Is the Left Temperature Down Control Switch being held in or stuck On?
Yes
No
Go To 2.


seconds.
Yes
No
 Test complete.
B1186-92-RIGHT TEMP UP SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Right Temperature Up Control Switch is stuck in an On position for more than 30 seconds. This DTC has
a de-maturing time of one second. If the DTCs status changes from active to stored, the DTC will stay in
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Right Temperature Up Control
switch.
Is the Right Temperature Up Control Switch being held in or stuck On?
Yes
No
Go To 2.


seconds.
Yes
No
 Test complete.
B1187-92-RIGHT TEMP DOWN SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Right Temperature Down Control Switch is stuck in an On position for more than 30 seconds. This DTC
has a de-maturing time of one second. If the DTCs status changes from active to stored, the DTC will stay in
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Right Temperature Down
Control Switch in an On position.
switch.
Is the Right Temperature Down Control Switch being held in or stuck On?
Yes
No
Go To 2.


seconds.
Yes
No
 Test complete.
B1188-92-HEATED STEERING WHEEL SWITCH REQUEST INPUT - PERFORMANCE OR

INCORRECT OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Heater Steering Wheel Switch is stuck in an On position for more than 30 seconds. This DTC has a de-
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Heater Steering Wheel Control
switch.
Is the Heated Steering Wheel Control Switch being held in or stuck On?
Yes
No
Go To 2.


seconds.
Yes
No
 Test complete.
B11C2-11-FRONT MODE DOOR 1 CONTROL - CIRCUIT SHORT TO GROUND


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects a short to ground on the Mode Door control circuit. If the A/C Heater Control
POSSIBLE CAUSES
Possible Causes
(C35) MODE DOOR DRIVER CIRCUIT SHORTED TO GROUND
(C807) COMMON DOOR DRIVER 2 CIRCUIT SHORTED TO GROUND
MODE DOOR ACTUATOR
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 3.
No
Go To 2.


Test?
Yes
 Go To 3.
No
Go To 6.

3. CHECK THE (C35) MODE DOOR DRIVER CIRCUIT FOR A SHORT TO GROUND
Fig. 26: Checking Mode Door Driver Circuit For A Short To Ground

3. Disconnect the Mode Door Actuator harness connector.
4. Measure the resistance between ground and the (C35) Mode Door Driver circuit.
Yes
 Repair the (C35) Mode Door Driver circuit for a short to ground.
No
Go To 4.

4. CHECK THE (C807) COMMON DOOR DRIVER 2 CIRCUIT FOR A SHORT TO GROUND
Fig. 27: Checking Common Door Driver 2 Circuit For A Short To Ground
1. Measure the resistance between ground and the (C807) Common Door Driver 2 circuit.
Yes
 Repair the (C807) Common Door Driver 2 circuit for a short to ground.
No
Go To 5.

5. CHECK THE MODE DOOR ACTUATOR

1. Replace the Mode Door Actuator in accordance with the Service Information. Refer to
ACTUATOR, MODE DOOR , REMOVAL .
FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


was set.
Yes
No
 Test complete.
B11C2-12-FRONT MODE DOOR 1 CONTROL - CIRCUIT SHORT TO BATTERY


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects a short voltage on the Mode Door control circuit. If the A/C Heater Control
detects a valid voltage, the DTC will change from Active to Stored and will stay in the controllers memory for
POSSIBLE CAUSES
Possible Causes
(C35) MODE DOOR DRIVER CIRCUIT SHORTED TO VOLTAGE
(C807) COMMON DOOR DRIVER 2 CIRCUIT SHORTED TO VOLTAGE
MODE DOOR ACTUATOR
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 3.
No
Go To 2.


Test?
Yes
 Go To 3.
No
Go To 6.

3. CHECK THE (C35) MODE DOOR DRIVER CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 29: Checking Mode Door Driver Circuit For A Short To Voltage

5. Measure the voltage of the (C35) Mode Door Driver circuit.

Yes
 Repair the (C35) Mode Door Driver circuit for a short to voltage.
No
Go To 4.

4. CHECK THE (C807) COMMON DOOR DRIVER CIRCUIT 2 FOR A SHORT TO VOLTAGE
Fig. 30: Checking Common Door Driver Circuit 2 For A Short To Voltage
1. Measure the voltage of the (C807) Common Door Driver 2 circuit.
Yes
 Repair the (C807) Common Door Driver 2 circuit for a short to voltage.
No
Go To 5.


FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


was set.

Yes
No
 Test complete.
B11C2-13-FRONT MODE DOOR 1 CONTROL - CIRCUIT OPEN


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects an open in the Mode Door control circuit. If the A/C Heater Control detects a
valid current draw, the DTC will change from Active to Stored and will stay in the controllers memory for 100
ignition cycles.
POSSIBLE CAUSES
Possible Causes
(C35) MODE DOOR DRIVER CIRCUIT OPEN
MODE DOOR ACTUATOR
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 3.
No
Go To 2.


Test?
Yes
 Go To 3.
No
Go To 6.

3. CHECK THE (C35) MODE DOOR DRIVER CIRCUIT FOR AN OPEN

Fig. 32: Checking Mode Door Driver Circuit For An Open


4. Measure the resistance of the (C35) Mode Door Driver circuit between the A/C Heater Control C1
harness connector and the Mode Door Actuator harness connector.

Yes
 Repair the (C35) Mode Door Driver circuit for an open or high resistance.
No
Go To 4.



C1 harness connector and the Mode Door Actuator harness connector.
Yes
No
Go To 5.


FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


was set.
Yes
No
 Test complete.
B11C2-2B-FRONT MODE DOOR 1 CONTROL - WIRES SHORTED TOGETHER


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects the control wiring shorted together in the Mode Door control circuit. If the A/C
Heater Control detects a valid amperage draw, the DTC will change from Active to Stored and will stay in the
controllers memory for 100 ignition cycles.
POSSIBLE CAUSES
Possible Causes
(C35) MODE DOOR DRIVER CIRCUIT SHORTED TO THE (C807) COMMON DOOR DRIVER 2
CIRCUIT
MODE DOOR ACTUATOR
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 3.
No
Go To 2.


Test?
Yes
 Go To 3.
No
Go To 5.

3. CHECK THE (C35) MODE DOOR DRIVER CIRCUIT FOR A SHORT TO THE (C807)
COMMON DOOR DRIVER 2 CIRCUIT
Fig. 35: Checking Mode Door Driver Circuit For A Short To The Common Door Driver 2 Circuit


4. Measure the resistance between the (C35) Mode Door Driver circuit and the (C807) Common Door
Driver 2 circuit.
Yes
 Repair the (C35) Mode Door Driver circuit for a short to the (C807) Common Door Driver 2
circuit.
No
Go To 4.


FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


was set.
Yes
No
 Test complete.
B11C2-92-FRONT MODE DOOR 1 CONTROL - PERFORMANCE OR INCORRECT OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the A/C Heater Control detects a overheat condition of the Integrated Circuit (IC) that controls the Mode
Door Driver circuit. If the A/C Heater Control detects a valid temperature the DTC will change from Active to
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST


Is this DTC active?
Yes
 Allow the A/C Heater Control to cool down for five minutes then go to 2.
No
Go To 2.


Did this DTC reset?
Yes
No
Go To 3.


DTC was set.
Yes
No
 Test complete.
B11C3-00-FRONT MODE DOOR 1 TRAVEL RANGE TOO SMALL
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
MODE DOOR BINDING
MODE DOOR ACTUATOR
A/C HEATER CONTROL
DIAGNOSTIC TEST

DTCs present?
Yes
No
Go To 2.


Is this DTC active?
Yes
 Go To 4.
No
Go To 3.


Test?
Yes
 Go To 4.
No
Go To 6.

4. CHECK THE MODE DOOR

1. Remove the Mode Door Actuator and check the Mode Door for binding and full travel.
Yes
 Repair or replace the Mode Door as necessary in accordance with the Service Information.
No
Go To 5.


Yes
No
Test complete.


DTC was set.
Yes
No
 Test complete.
B11C4-00-FRONT MODE DOOR 1 TRAVEL RANGE TOO LARGE
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
MODE DOOR STOPS
MODE DOOR
MODE DOOR ACTUATOR
A/C HEATER CONTROL
DIAGNOSTIC TEST

DTCs present?
Yes
No
Go To 2.


Is this DTC active?
Yes
 Go To 4.
No
Go To 3.


Did this DTC change from Stored to Active while performing the HVAC System Test?
Yes
 Go To 4.
No
Go To 6.

4. CHECK THE MODE DOOR

1. Remove the Mode Door Actuator and check the Mode Door stops, linkage (stripped or cracked)
and door.
Yes
 Repair or replace the Mode Door as necessary in accordance with the Service Information.
No
Go To 5.


FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


was set.
Yes
No
 Test complete.
B11C8-11-RIGHT TEMPERATURE DOOR CONTROL - CIRCUIT SHORT TO GROUND


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects a short to ground on the Passenger Blend Door control circuit. If the A/C
Heater Control detects a valid current draw, the DTC will change from Active to Stored and will stay in the
controllers memory for 100 ignition cycles.
POSSIBLE CAUSES
Possible Causes
(C33) PASSENGER BLEND DOOR DRIVER CIRCUIT SHORTED TO GROUND
(C807) COMMON DOOR DRIVER 2 CIRCUIT SHORTED TO GROUND
PASSENGER BLEND DOOR ACTUATOR
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 3.
No
Go To 2.


Test?
Yes
 Go To 3.
No
Go To 6.

3. CHECK THE (C33) PASSENGER BLEND DOOR DRIVER CIRCUIT FOR A SHORT TO
GROUND
Fig. 37: Checking Passenger Blend Door Driver Circuit For A Short To Ground

3. Disconnect the Passenger Blend Door Actuator harness connector.
4. Measure the resistance between ground and the (C33) Passenger Blend Door Driver circuit.
Yes
 Repair the (C33) Passenger Blend Door Driver circuit for a short to ground.
No
Go To 4.

4. CHECK THE (C807) COMMON DOOR DRIVER 2 CIRCUIT FOR A SHORT TO GROUND
Fig. 38: Checking Common Door Driver 2 Circuit For A Short To Ground
1. Measure the resistance between ground and the (C807) Common Door Driver 2 circuit.
Yes
 Repair the (C807) Common Door Driver 2 circuit for a short to ground.
No
Go To 5.

5. CHECK THE PASSENGER BLEND DOOR ACTUATOR

1. Replace the Passenger Blend Door Actuator in accordance with the Service Information. Refer to
ACTUATOR, BLEND DOOR , REMOVAL .
2. Using the scan tool, erase HVAC DTCs and perform the ACTUATOR CALIBRATION
FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


DTC was set.
Yes
No
 Test complete.
B11C8-12-RIGHT TEMPERATURE DOOR CONTROL - CIRCUIT SHORT TO BATTERY

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects a short voltage on the Passenger Blend Door control circuit. If the A/C Heater
POSSIBLE CAUSES
Possible Causes
(C33) PASSENGER BLEND DOOR DRIVER CIRCUIT SHORTED TO VOLTAGE
(C807) COMMON DOOR DRIVER 2 CIRCUIT SHORTED TO VOLTAGE
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 3.
No
Go To 2.


Test?
Yes
 Go To 3.
No
Go To 6.

3. CHECK THE (C33) PASSENGER BLEND DOOR DRIVER CIRCUIT FOR A SHORT TO
VOLTAGE
Fig. 40: Checking Passenger Blend Door Driver Circuit For A Short To Voltage

5. Measure the voltage of the (C33) Passenger Blend Door Driver circuit.

Yes
 Repair the (C33) Passenger Blend Door Driver circuit for a short to voltage.
No
Go To 4.

4. CHECK THE (C807) COMMON DOOR DRIVER 2 CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 41: Checking Common Door Driver 2 Circuit For A Short To Voltage
1. Measure the voltage of the (C807) Common Door Driver 2 circuit.
Yes
 Repair the (C807) Common Door Driver 2 circuit for a short to voltage.
No
Go To 5.


FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


was set.
Yes
No
 Test complete.
B11C8-13-RIGHT TEMPERATURE DOOR CONTROL - CIRCUIT OPEN


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects an open in the Passenger Blend Door control circuit. If the A/C Heater Control
POSSIBLE CAUSES
Possible Causes
(C33) PASSENGER BLEND DOOR DRIVER CIRCUIT OPEN
(C807) COMMON DOOR DRIVER 2 CIRCUIT OPEN
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 3.
No
Go To 2.


Test?
Yes
 Go To 3.
No
Go To 6.

3. CHECK THE (C33) PASSENGER BLEND DOOR DRIVER CIRCUIT FOR AN OPEN
Fig. 43: Checking Passenger Blend Door Driver Circuit For An Open

4. Measure the resistance of the (C33) Passenger Blend Door Driver circuit between the A/C Heater
Control C1 harness connector and the Passenger Blend Door Actuator harness connector.

Yes
 Repair the (C33) Passenger Blend Door Driver circuit for an open or high resistance.
No
Go To 4.

4. CHECK THE (C807) COMMON DOOR DRIVER 2 CIRCUIT FOR AN OPEN

Fig. 44: Checking Common Door Driver 2 Circuit For An Open

1. Measure the resistance of the (C807) Common Door Driver 2 circuit between the A/C Heater
Control C1 harness connector and the Passenger Blend Door Actuator harness connector.
Yes
 Repair the (C807) Common Door Driver 2 circuit for an open or high resistance.
No
Go To 5.


FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


DTC was set.

Yes
No
 Test complete.
B11C8-2B-RIGHT TEMPERATURE DOOR CONTROL - WIRES SHORTED TOGETHER


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects the control wiring shorted together in the Passenger Blend Door control circuit.
If the A/C Heater Control detects a valid current draw, the DTC will change from Active to Stored and will stay
in the controllers memory for 100 ignition cycles.
POSSIBLE CAUSES
Possible Causes
(C33) BLEND DOOR DRIVER CIRCUIT SHORTED TO THE (C807) COMMON DOOR DRIVER 2
CIRCUIT
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 3.
No
Go To 2.


Test?
Yes
 Go To 3.
No
Go To 5.

3. CHECK FOR A SHORT BETWEEN THE (C33) PASSENGER BLEND DOOR DRIVER
CIRCUIT AND THE (C807) COMMON DOOR DRIVER 2 CIRCUIT
Fig. 46: Checking For A Short Between The Passenger Blend Door Driver Circuit And The
Common Door Driver 2 Circuit

4. Measure the resistance between the (C33) Passenger Blend Door Driver circuit and the (C807)
Common Door Driver 2 circuit.
Yes
 Repair the short between (C33) Passenger Blend Door Driver circuit and the (C807)
Common Door Driver 2 circuit.
No
Go To 4.


FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


DTC was set.
Yes
No
 Test complete.
B11CB-92-RIGHT TEMPERATURE DOOR CONTROL - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the A/C Heater Control detects a overheat condition of the Integrated Circuit (IC) that controls the Passenger
Blend Door Driver circuit. If the A/C Heater Control detects a valid temperature the DTC will change from
Active to Stored and will stay in the controllers memory for 100 ignition cycles.
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
No
Go To 2.


Did this DTC reset?
Yes
No
Go To 3.


DTC was set.
Yes
No
 Test complete.
B11C9-00-RIGHT TEMPERATURE DOOR TRAVEL TOO SMALL
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PASSENGER BLEND DOOR BINDING
A/C HEATER CONTROL
DIAGNOSTIC TEST

DTCs present?
Yes
No
Go To 2.


Is this DTC active?
Yes
 Go To 4.
No
Go To 3.


Test?
Yes
 Go To 4.
No
Go To 6.
4. CHECK THE PASSENGER BLEND DOOR
1. Remove the Passenger Blend Door Actuator and check the Passenger Blend Door for binding and
full travel. Refer to ACTUATOR, BLEND DOOR , REMOVAL .
Yes
 Repair or replace the Passenger Blend Door as necessary in accordance with the Service
Information.
No
Go To 5.


Yes
No
Test complete.


was set.
Yes
No
 Test complete.
B11CA-00-RIGHT TEMPERATURE DOOR TRAVEL TOO LARGE

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PASSENGER BLEND DOOR STOPS
PASSENGER BLEND DOOR
A/C HEATER CONTROL
DIAGNOSTIC TEST

DTCs present?
Yes
No
Go To 2.


Is this DTC active?
Yes
 Go To 4.
No
Go To 3.


Yes
 Go To 4.
No
Go To 6.

4. CHECK THE PASSENGER BLEND DOOR

1. Remove the Passenger Blend Door Actuator and check the Passenger Blend Door stops, linkage
(stripped or cracked) and door. Refer to ACTUATOR, BLEND DOOR , REMOVAL .
Yes
 Repair or replace the Passenger Blend Door as necessary in accordance with the Service
Information.
No
Go To 5.


FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


was set.
Yes
No
 Test complete.
B11CB-11-MAIN/LEFT TEMPERATURE DOOR CONTROL - CIRCUIT SHORT TO GROUND


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects a short to ground on the Driver Blend Door control circuit. If the A/C Heater
Control detects valid current draw, the DTC will change from Active to Stored and will stay in the controllers
POSSIBLE CAUSES
Possible Causes
(C61) DRIVER BLEND DOOR DRIVER CIRCUIT SHORTED TO GROUND
(C34) COMMON DOOR DRIVER CIRCUIT SHORTED TO GROUND
DRIVER BLEND DOOR ACTUATOR
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 3.
No
Go To 2.


Test?
Yes
 Go To 3.
No
Go To 6.

3. CHECK THE (C61) DRIVER BLEND DOOR DRIVER CIRCUIT FOR A SHORT TO GROUND
Fig. 48: Checking Driver Blend Door Driver Circuit For A Short To Ground

3. Disconnect the Driver Blend Door Actuator harness connector.
4. Measure the resistance between ground and the (C61) Driver Blend Door Driver circuit.

Yes
 Repair the (C61) Driver Blend Door Driver circuit for a short to ground.
No
Go To 4.

4. CHECK THE (C34) COMMON DOOR DRIVER CIRCUIT FOR A SHORT TO GROUND
Fig. 49: Checking Common Door Driver Circuit For A Short To Ground
1. Measure the resistance between ground and the (C34) Common Door Driver circuit.
Yes
 Repair the (C34) Common Door Driver circuit for a short to ground.
No
Go To 5.

5. CHECK THE DRIVER BLEND DOOR ACTUATOR

1. Replace the Driver Blend Door Actuator in accordance with the Service Information. Refer to
FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


DTC was set.
Yes
No
 Test complete.
B11CB-12-MAIN/LEFT TEMPERATURE DOOR CONTROL - CIRCUIT SHORT TO BATTERY


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects a short voltage on the Driver Blend Door control circuit. If the A/C Heater
POSSIBLE CAUSES
Possible Causes
(C61) DRIVER BLEND DOOR DRIVER CIRCUIT SHORTED TO VOLTAGE
(C34) COMMON DOOR DRIVER CIRCUIT SHORTED TO VOLTAGE
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 3.
No
Go To 2.


Test?
Yes
 Go To 3.
No
Go To 6.

3. CHECK THE (C61) DRIVER BLEND DOOR DRIVER CIRCUIT FOR A SHORT TO
VOLTAGE
Fig. 51: Checking Driver Blend Door Driver Circuit For A Short To Voltage

5. Measure the voltage of the (C61) Driver Blend Door Driver circuit.

Yes
 Repair the (C61) Driver Blend Door Driver circuit for a short to voltage.
No
Go To 4.

4. CHECK THE (C34) COMMON DOOR DRIVER CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 52: Checking Common Door Driver Circuit For A Short To Voltage
1. Measure the voltage of the (C34) Common Door Driver circuit.
Yes
 Repair the (C34) Common Door Driver circuit for a short to voltage.
No
Go To 5.


FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


was set.
Yes
No
 Test complete.
B11CB-13-MAIN/LEFT TEMPERATURE DOOR CONTROL - CIRCUIT OPEN

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects an open in the Driver Blend Door control circuit. If the A/C Heater Control
POSSIBLE CAUSES
Possible Causes
(C61) DRIVER BLEND DOOR DRIVER CIRCUIT OPEN
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 3.
No
Go To 2.


Test?
Yes
 Go To 3.
No
Go To 6.

3. CHECK THE (C61) DRIVER BLEND DOOR DRIVER CIRCUIT FOR AN OPEN
Fig. 54: Checking Driver Blend Door Driver Circuit For An Open

3. Measure the resistance of the (C61) Driver Blend Door Driver circuit between the A/C Heater
Control C1 harness connector and the Driver Blend Door Actuator harness connector.

Yes
 Repair the (C61) Driver Blend Door Driver circuit for an open or high resistance.
No
Go To 4.


C1 harness connector and the Driver Blend Door Actuator harness connector.
Yes
No
Go To 5.


FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


DTC was set.
Yes
No
 Test complete.
B11CB-2B-MAIN/LEFT TEMPERATURE DOOR CONTROL - WIRES SHORTED TOGETHER


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects the control wiring shorted together in the Driver Blend Door control circuit. If
the A/C Heater Control detects a valid current draw, the DTC will change from Active to Stored and will stay in
the controllers memory for 100 ignition cycles.
POSSIBLE CAUSES
Possible Causes
(C61) DRIVER BLEND DOOR DRIVER CIRCUIT SHORTED TO THE (C34) COMMON DOOR
DRIVER CIRCUIT
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 3.
No
Go To 2.


Test?
Yes
 Go To 3.
No
Go To 5.

3. CHECK FOR A SHORT BETWEEN THE (C61) DRIVER BLEND DOOR DRIVER CIRCUIT
AND THE (C34) COMMON DOOR DRIVER CIRCUIT
Fig. 57: Checking For A Short Between The Driver Blend Door Driver Circuit And The Common
Door Driver Circuit

4. Measure the resistance between the (C61) Driver Blend Door Driver circuit and the (C34) Common
Yes
 Repair the short between (C61) Driver Blend Door Driver circuit and the (C34) Common
No
Go To 4.


FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


DTC was set.
Yes
No
 Test complete.
B11CB-92-MAIN/LEFT TEMPERATURE DOOR CONTROL - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the A/C Heater Control detects a overheat condition of the Integrated Circuit (IC) that controls the Driver
Blend Door Driver circuit. If the A/C Heater Control detects a valid temperature the DTC will change from
Active to Stored and will stay in the controllers memory for 100 ignition cycles.
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
No
Go To 2.


Did this DTC reset?
Yes
No
Go To 3.


DTC was set.
Yes
No
 Test complete.
B11CC-00-MAIN/LEFT TEMPERATURE DOOR TRAVEL TOO SMALL
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DRIVER BLEND DOOR BINDING
A/C HEATER CONTROL
DIAGNOSTIC TEST

DTCs present?
Yes
No
Go To 2.


Is this DTC active?

Yes
 Go To 4.
No
Go To 3.


Test?
Yes
 Go To 4.
No
Go To 6.

4. CHECK THE DRIVER BLEND DOOR

1. Remove the Driver Blend Door Actuator and check the Driver Blend Door for binding and full
travel. Refer to ACTUATOR, BLEND DOOR , REMOVAL .
Yes
 Repair or replace the Driver Blend Door as necessary in accordance with the Service
Information.
No
Go To 5.


Yes
No
Test complete.


was set.
Yes
No
 Test complete.
B11CD-00-MAIN/LEFT TEMPERATURE DOOR TRAVEL TOO LARGE
THEORY OF OPERATION
WHEN MONITORED:

SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DRIVER BLEND DOOR STOPS
DRIVER BLEND DOOR
A/C HEATER CONTROL
DIAGNOSTIC TEST

DTCs present?
Yes
No
Go To 2.


Is this DTC active?
Yes
 Go To 4.
No
Go To 3.


Yes
 Go To 4.
No
Go To 6.

4. CHECK THE DRIVER BLEND DOOR

1. Remove the Driver Blend Door Actuator and check the Driver Blend Door stops, linkage (stripped
or cracked) and door. Refer to ACTUATOR, BLEND DOOR , REMOVAL .
Yes
 Repair or replace the Driver Blend Door as necessary in accordance with the Service
Information.
No
Go To 5.


FUNCTION.
Did this DTC reset?
Yes
No
Test complete.


was set.
Yes
No
 Test complete.
B11D3-00-A/C COOLDOWN TEST PERFORMANCE - COMPRESSOR NOT ENGAGED
WHEN MONITORED:
Whenever a Cooldown Test is performed.
SET CONDITION:
The A/C Heater Control receives a BUS message from the Powertrain Control Module (PCM) that the
compressor is not engaged when it is requested.
POSSIBLE CAUSES
Possible Causes
LOSS OF COMMUNICATION WITH THE PCM OR MULTIPLE BUS PROBLEMS
A/C HEATER CONTROL
DIAGNOSTIC TEST
1. CHECK FOR ACTIVE BUS COMMUNICATION DTCS
proceeding.

Are there any Active BUS Communication DTCs present?
Yes
No
 Go To 2.
2. CHECK FOR STORED BUS COMMUNICATION DTCS
Are there any inactive or stored BUS Communication DTCs present?
Yes
No
 Go To 3.
3. CHECK FOR PCM A/C COMPRESSOR DTCS
2. Using the scan tool, read PCM DTCs.
Are there any PCM A/C Compressor DTCs present?
Yes

No
Go To 4.

4. CHECK FOR TOTALLY INTEGRATED POWER MODULE DTCS

1. Using the scan tool, read TIPM DTCs.
Yes
No
Go To 5.
5. CHECK THE A/C COMPRESSOR
2. Using the A/C heater Control, request A/C maximum cool.
Does the A/C Compressor Clutch engage?
Yes
 Go To 6.
No
Refer to COMPRESSOR, A/C , DIAGNOSIS AND TESTING .

6. CHECK IF THE DTC RESETS
Using the scan tool, perform the A/C Cooldown Test. Follow the instructions on the scan tool.
Yes
No
Go To 7.


DTC was set.
Yes
No
 Test complete.
B11D5-00-A/C COOLDOWN TEST PERFORMANCE - EVAP TEMP SENSOR ERROR
THEORY OF OPERATION
when the malfunction is present.
WHEN MONITORED:
Whenever a Cooldown Test is performed.
SET CONDITION:
The A/C Heater Control detects a circuit malfunction with the Evaporator Temperature Sensor during a
Cooldown Test.
POSSIBLE CAUSES
Possible Causes
EVAPORATOR TEMPERATURE SENSOR DTC PRESENT
A/C HEATER CONTROL
DIAGNOSTIC TEST

2. Using the scan tool, perform an A/C Cooldown Test.
Is this DTC active?
Yes
 Go To 2.
No
Go To 4.


Did any other HVAC DTCs set while performing the Actuator Calibration Test?
Yes
No
Go To 3.


4. Using the scan tool, perform an A/C Cooldown Test.
Yes
No
Test complete.


DTC was set.
Yes
No
 Test complete.
B10D6-92-LEFT SEAT VENTILATION SWITCH REQUEST INPUT - PERFORMANCE OR

INCORRECT OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Left Seat Ventilation Switch is stuck in an On position for more than 30 seconds. This DTC has a de-
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Left Seat Ventilation Switch in
an On position.
switch.
Is the Left Seat Ventilation Switch being held in or stuck On?
Yes
No
 Go To 2.

seconds.
Yes
No
 Test complete.
B10D7-92-RIGHT SEAT VENTILATION SWITCH REQUEST INPUT - PERFORMANCE OR

INCORRECT OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Right Seat Ventilation Switch is stuck in an On position for more than 30 seconds. This DTC has a de-
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Right Seat Ventilation Switch in
an On position.
switch.
Is the Right Seat Ventilation Switch being held in or stuck On?
Yes
No
Go To 2.


seconds.
Yes
No
 Test complete.
B11D9-92-BLOWER SPEED KNOB REQUEST INPUT - PERFORMANCE OR INCORRECT

OPERATION
For a complete wiring diagram, refer to the Wiring Information .
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Blower Motor Control has a mechanical or electrical failure for more than 30 seconds. This DTC has a
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST
1. CHECK THE A/C HEATER CONTROL

3. Turn the ignition off for 10 seconds, and then turn the ignition on.
4. Slowly Turn the Blower Speed Control knob from Low to High multiple times for a minimum of
30 seconds.
Did this DTC reset?
Yes
No
Go To 2.


DTC was set.
Yes
No
 Test complete.
B11DA-96-ITOS CABIN TEMPERATURE SENSOR - COMPONENT INTERNAL FAILURE
THEORY OF OPERATION
The HVAC A/C Heater Control uses a variety of sensors to adjust HVAC operation to obtain optimal
performance. These sensors are continuously monitored by the A/C Heater Control to assure that they are in a
calibrated range and are functioning properly. The Integrated Thermal Optical Sensor (ITOS) in mounted in the
front of the A/C Heater Control and is a non-serviceable component.
WHEN MONITORED:
SET CONDITION:
The A/C Heater Control detects a malfunction in the Integrated Thermal Optical Sensor (ITOS).
POSSIBLE CAUSES
Possible Causes
DEBRIS INHIBITING THE FUNCTIONALITY OF THE INTEGRATED THERMAL OPTICAL
SENSOR
A/C HEATER CONTROL
DIAGNOSTIC TEST
1. REPLACE THE A/C HEATER CONTROL
This DTC detects a problem with the ITOS which is an internal sensor circuit in the controller and is not
serviceable.
Repair
 Inspect the A/C Heater Control for debris that my be inhibiting the functionality of the Integrated
Thermal Optical Sensor and clean as necessary. If no problem is found, replace and program the
A/C Heater Control in accordance with the Service Information. Refer to CONTROL, A/C AND
HEATER , REMOVAL .
B11DB-92-MODE SWITCH REQUEST INPUT - PERFORMANCE OR INCORRECT OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Mode Switch Control has a mechanical or electrical failure for more than 30 seconds. This DTC has a de-
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

1. Inspect the A/C Heater Control for an object or debris holding the Mode Switch in an On position.
switch.
Is the Mode Switch being held in or stuck On?
Yes
No
Go To 2.


seconds.
Yes
No
 Test complete.
B11E9-92-LEFT TEMPERATURE KNOB REQUEST INPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Left Temperature Control has a mechanical or electrical failure for more than 30 seconds. This DTC has a
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

4. Slowly Turn the Left Temperature Control from full cold to full hot several times for a minimum of
30 seconds.
Did this DTC reset?
Yes
No
Go To 2.


DTC was set.
Yes
No
 Test complete.
B11EA-92-RIGHT TEMPERATURE KNOB REQUEST INPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Right Temperature Control has a mechanical or electrical failure more than 30 seconds. This DTC has a
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

4. Slowly Turn the Right Temperature Control from full cold to full hot multiple times for a minimum
of 30 seconds.
Did this DTC reset?
Yes
No
Go To 2.


DTC was set.
Yes
No
 Test complete.
B1600-11-LEFT SOLAR SENSOR - CIRCUIT SHORT TO GROUND


THEORY OF OPERATION
performance. These sensors are continuously monitored by the A/C Heater Control to assure that they are in
range. If those sensors fall out of predetermined ranges a Diagnostic Trouble Code (DTC) will set. For further
information Refer to SENSOR, SUN , OPERATION .
WHEN MONITORED:
SET CONDITION:
If the A/C Heater Control detects a short to ground on Sun Sensor Signal 1 circuit.
POSSIBLE CAUSES
Possible Causes
(G39) SUN SENSOR 1 SIGNAL CIRCUIT SHORTED TO GROUND
SUN SENSOR
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 4.

2. CHECK (G39) SUN SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND

Fig. 59: Checking Sun Sensor Signal Circuit For A Short To Ground

3. Measure the resistance between ground and the (G39) Sun Sensor Signal 1 circuit.
Yes
 Repair the (G39) Sun Sensor 1 Signal circuit for a short to ground.
No
Go To 3.

3. CHECK THE SUN SENSOR AND A/C HEATER CONTROL

1. Replace the Sun Sensor in accordance with the Service Information. Refer to SENSOR, SUN ,
REMOVAL .
Did this DTC reset while performing the HVAC Verification Test?
Yes
No
Test complete.


DTC was set.
Yes
No
 Test complete.
B1600-12-LEFT SOLAR SENSOR - CIRCUIT SHORT TO BATTERY


For a complete wiring diagram, refer to the appropriate System Wiring Information .
THEORY OF OPERATION
information, refer to SENSOR, SUN , OPERATION .
WHEN MONITORED:
SET CONDITION:
If the A/C Heater Control detects a short to voltage on Sun Sensor Signal 1 circuit.
POSSIBLE CAUSES
Possible Causes
(G39) SUN SENSOR SIGNAL 1 CIRCUIT SHORTED TO VOLTAGE
(G39) SUN SENSOR SIGNAL 1 CIRCUIT OPEN
(C939) SUN SENSOR RETURN CIRCUIT OPEN
SUN SENSOR
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 6.

2. CHECK THE (G39) SUN SENSOR SIGNAL 1 CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 61: Checking Sun Sensor Signal 1 Circuit For A Short To Voltage

2. Disconnect the Sun Sensor harness connector.
3. Disconnect the A/C Heater Control harness connector.


5. Check the voltage of the (G39) Sun Sensor Signal 1 circuit.
Yes
 Repair the (G39) Sun Sensor Signal 1 circuit for an short to voltage.
No
Go To 3.

3. CHECK THE (G39) SUN SENSOR SIGNAL 1 CIRCUIT FOR AN OPEN

Fig. 62: Checking Sun Sensor Signal 1 Circuit For An Open


2. Measure the resistance of the (G39) Sun Sensor Signal 1 circuit between the A/C Heater Control
harness connector and the Sun Sensor harness connector.
Yes
 Repair the (G39) Sun Sensor Signal 1 circuit for an open.

No
Go To 4.

4. CHECK THE (C939) SUN SENSOR RETURN CIRCUIT FOR AN OPEN
Fig. 63: Checking Sun Sensor Return Circuit For An Open

1. Measure the resistance of the (C121) Sun Sensor Return circuit between the A/C Heater Control C1
Yes
 Repair the (C939) Sun Sensor Return circuit for an open.

No
Go To 5.


REMOVAL .
Yes
No
Test complete.


DTC was set.
Yes
No
 Test complete.
B1603-11-RIGHT SOLAR SENSOR - CIRCUIT SHORT TO GROUND


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the A/C Heater Control detects a short to ground on Sun Sensor Signal 2 circuit.
POSSIBLE CAUSES
Possible Causes
(G139) SUN SENSOR SIGNAL 2 CIRCUIT SHORTED TO GROUND
SUN SENSOR
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 4.

2. CHECK (G139) SUN SENSOR SIGNAL 2 CIRCUIT FOR A SHORT TO GROUND

Fig. 65: Checking Sun Sensor Signal 2 Circuit For A Short To Ground

4. Measure the resistance between ground and the (G139) Sun Sensor Signal 2 circuit.

Yes
 Repair the (G139) Sun Sensor Signal 2 circuit for a short to ground.
No
Go To 3.


REMOVAL .
Yes
No
Test complete.


DTC was set.
Yes
No
 Test complete.
B1603-12-RIGHT SOLAR SENSOR - CIRCUIT SHORT TO BATTERY


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the A/C Heater Control detects a short to voltage on Sun Sensor Signal 2 circuit.
POSSIBLE CAUSES
Possible Causes
(G139) SUN SENSOR SIGNAL 2 CIRCUIT SHORTED TO VOLTAGE
(G139) SUN SENSOR SIGNAL 2 CIRCUIT OPEN
(G939) SUN SENSOR RETURN CIRCUIT OPEN
SUN SENSOR
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 6.

2. CHECK THE (G139) SUN SENSOR 2 SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 67: Checking Sun Sensor 2 Signal Circuit For A Short To Voltage



5. Check the voltage of the (G139) Sun Sensor 2 Signal circuit.
Yes
 Repair the (G139) Sun Sensor 2 Signal circuit for an short to voltage.
No
Go To 3.

3. CHECK THE (G139) SUN SENSOR 2 SIGNAL CIRCUIT FOR AN OPEN

Fig. 68: Checking Sun Sensor 2 Signal Circuit For An Open


2. Measure the resistance of the (G139) Sun Sensor 2 Signal circuit between the A/C Heater Control
Yes
 Repair the (G139) Sun Sensor 2 Signal circuit for an open.

No
Go To 4.

4. CHECK THE (G939) SUN SENSOR RETURN CIRCUIT FOR AN OPEN

1. Measure the resistance of the (G939) Sun Sensor Return circuit between the A/C Heater Control C1
Yes
 Repair the (G939) Sun Sensor Return circuit for an open.

No
Go To 5.


REMOVAL .
Yes
No
Test complete.


DTC was set.
Yes
No
 Test complete.
B160F-11-TWILIGHT/AMBIENT LIGHT SENSOR INPUT - CIRCUIT SHORT TO GROUND


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Twilight or Ambient Light Sensor input voltage is less than 1.05 volts for period of 1.2 seconds.
POSSIBLE CAUSES
Possible Causes
(L24) AUTO HEADLAMPS SIGNAL CIRCUIT SHORTED TO GROUND
SUN SENSOR
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 4.

2. CHECK (L24) AUTO HEADLAMPS SIGNAL CIRCUIT FOR A SHORT TO GROUND

Fig. 71: Checking Auto Headlamps Signal Circuit For A Short To Ground

4. Measure the resistance between ground and the (L24) Auto Headlamps Signal circuit.
Yes
 Repair the (L24) Auto Headlamps Signal circuit for a short to ground.
No
Go To 3.


REMOVAL .
Yes
No
Test complete.


was set.
Yes
No
 Test complete.
B160F-12-TWILIGHT/AMBIENT LIGHT SENSOR INPUT - CIRCUIT SHORT TO BATTERY


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the Twilight or Ambient Light Sensor input voltage is greater than 4.83 volts for period of 1.2 seconds.
POSSIBLE CAUSES
Possible Causes
(L24) AUTO HEADLAMPS SIGNAL CIRCUIT SHORTED TO VOLTAGE
(L24) AUTO HEADLAMPS SIGNAL CIRCUIT OPEN
(G939) SUN SENSOR RETURN CIRCUIT OPEN
SUN SENSOR
A/C HEATER CONTROL
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 6.

2. CHECK THE (L24) AUTO HEADLAMPS SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 73: Checking Auto Headlamps Signal Circuit For A Short To Voltage

4. Measure the voltage of the (L24) Auto Headlamps Signal circuit.

Yes
 Repair the (L24) Auto Headlamps Signal circuit for a short to voltage.
No
Go To 3.

3. CHECK THE (L24) AUTO HEADLAMPS SIGNAL CIRCUIT FOR AN OPEN
Fig. 74: Checking Auto Headlamps Signal Circuit For An Open


3. Measure the resistance of the (L24) Auto Headlamps Signal circuit between the A/C Heater Control
C1 harness connector and the Sun Sensor harness connector.
Yes
 Go To 4.
No
Repair the (L24) Auto Headlamps Signal circuit for an open.


4. CHECK THE (G939) SUN SENSOR RETURN CIRCUIT FOR AN OPEN


1. Measure the resistance of the (G939) Sun Sensor Return circuit between the A/C Heater Control C1
Yes
 Go To 5.
No
Repair the (G939) Sun Sensor Return circuit for an open.



REMOVAL .
Yes
No
Test complete.


DTC was set.
Yes
No
 Test complete.
B210A-84-SYSTEM VOLTAGE LOW - SIGNAL BELOW ALLOWABLE RANGE
THEORY OF OPERATION
The A/C Heater Control constantly monitors battery and ignition voltage as well as battery voltage derived from
BUS communication to ensure proper operation. If the voltage to the controller is out of range, it could cause
damage to the controller or its respective components. If the voltage of either circuit drops below or rises above
a predetermined calibration a Diagnostic Trouble Code (DTC) will set.
WHEN MONITORED:
SET CONDITION:
If the controller system voltage or ignition voltage broadcast over the BUS is lower than monitored controller
voltage the for period of 60 seconds.
POSSIBLE CAUSES
Possible Causes
RELATED TIPM DTCS PRESENT
RELATED CHARGING SYSTEM DTCS PRESENT
RELATED HVAC DTCS PRESENT
OTHER CONTROLLERS REPORTING UNDER VOLTAGE CONDITION
A/C HEATER CONTROL
DIAGNOSTIC TEST
1. CHECK FOR TIPM DTCS

Are there any Totally Integrated Power Module (TIPM) DTCs present?
Yes
No
Go To 2.

2. CHECK FOR POWERTRAIN CONTROL MODULE DTCS

Are there any Powertrain Control Module (PCM) charging system DTCs present?
Yes

No
Go To 3.

3. CHECK FOR HVAC DTCS

Is the DTC B210D-84-Battery Voltage Low - Signal Below Allowable Range present also?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the diagnostic procedure for DTC
B210D-84-Battery Voltage Low - Signal Below Allowable Range.
No
Go To 4.


Is this DTC active?
Yes
 Go To 5.
No
Go To 6.

5. CHECK IF OTHER CONTROLLERS ARE REPORTING AN OVER VOLTAGE CONDITION

Are any other controllers reporting an over voltage condition?
Yes
 Go to DTC Based Diagnostics and perform the appropriate diagnostic procedure.
No
Replace and program the A/C Heater Control in accordance with the Service Information.


was set.
Yes
No
 Test complete.
B210B-85-SYSTEM VOLTAGE HIGH - SIGNAL ABOVE ALLOWABLE RANGE
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the controller system voltage or ignition voltage broadcast over the BUS is higher than monitored controller
voltage the for period of 60 seconds.
POSSIBLE CAUSES
Possible Causes
RELATED TIPM DTCS PRESENT

RELATED HVAC DTCS PRESENT
OTHER CONTROLLERS REPORTING OVER VOLTAGE CONDITION
A/C HEATER CONTROL
DIAGNOSTIC TEST
1. CHECK FOR TIPM DTCS

Are there any Totally Integrated Power Module (TIPM) DTCs present?
Yes
No
Go To 2.

2. CHECK FOR POWERTRAIN CONTROL MODULE DTCS

Are there any Powertrain Control Module (PCM) charging system DTCs present?
Yes

No
Go To 3.

3. CHECK FOR HVAC DTCS

Is the DTC B210E-85-Battery Voltage High - Signal Above Allowable Range present also?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the diagnostic procedure for B210E-
85-Battery Voltage High - Signal Above Allowable Range.
No
Go To 4.


Is this DTC active?
Yes
 Go To 5.
No
Go To 6.

5. CHECK IF OTHER CONTROLLERS ARE REPORTING AN OVER VOLTAGE CONDITION

Yes
No


was set.
Yes
No
 Test complete.
B210D-84-BATTERY VOLTAGE LOW - SIGNAL BELOW ALLOWABLE RANGE

Fig. 76: TIPM Wiring Diagram

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the controller battery voltage is less than or equal to 10.0 volts for period of five seconds.
POSSIBLE CAUSES
Possible Causes
(F921) FUSED IGNITION SWITCH OUTPUT CIRCUIT OPEN
A/C HEATER CONTROL
DIAGNOSTIC TEST

Are there any charging system DTCs present in the Powertrain Control Module (PCM)?
Yes

No
 Go To 2.

Are there any TIPM DTCS present?
Yes
No
Go To 3.


Is this DTC active?
Yes
 Go To 4.
No
Go To 7.

4. CHECK THE (F921) FUSED IGNITION SWITCH OUTPUT CIRCUIT FOR AN OPEN
Fig. 77: Checking Fused Ignition Switch Output Circuit For An Open

2. While back probing, measure the voltage of the (F921) Fused Ignition Switch Output circuit in the
A/C Heater Control C1 harness connector.
Is the voltage 10.0 volts or below?
Yes
 Repair the (F921) Fused Ignition Switch Output circuit for an open or high resistance.
NOTE: If the fuse is open, make sure to check for a short to ground on
the (F921) Fused Ignition Switch Output circuit.

No
Go To 5.

5. CHECK THE (A417) FUSED B(+) CIRCUIT FOR AN OPEN


2. While back probing, measure the voltage of the (A417) Fused B (+) circuit in the A/C Heater
Control C1 harness connector.
Is the voltage 10.0 volts or below?
Yes
 Repair the (A417) Fused B (+) circuit for an open or high resistance.
NOTE: Make sure to check if the IOD fuse is installed. If the fuse is
open, make sure to check for a short to ground.
No
Go To 6.



Yes
No



DTC was set.
Yes
No
 Test complete.
B210E-85-BATTERY VOLTAGE HIGH - SIGNAL ABOVE ALLOWABLE RANGE
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
If the controller battery voltage is higher than 16.0 volts for period of one second.
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST

Are there any charging system DTCs present in the Powertrain Control Module (PCM)?
Yes

No
Go To 2.


Yes
No
Go To 3.


Is this DTC active?
Yes
 Go To 4.
No
Go To 5.

4. CHECK IF OTHER CONTROLLER ARE REPORTING AN OVER VOLTAGE CONDITION

2. With the scan tool read DTCs.
Yes
No


DTC was set.
Yes
No
 Test complete.
B2214-00-(HVAC) CLIMATE CONTROL INTERNAL

WHEN MONITORED:
SET CONDITION:
If the A/C Heater Control has an internal fault. This Diagnostic Trouble Code (DTC) has a maturing time of
five seconds and a de-maturing time of 10 seconds. If the DTCs status changes from active to stored it will stay
in memory for 100 ignition cycles.
POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL
DIAGNOSTIC TEST
Repair
 Check for any controller software updates if applicable. If an update is available, reprogram the
controller with the latest software. If no software updates are available, replace and program the
A/C Heater Control in accordance with the Service Information.
THEORY OF OPERATION
The A/C Heater Controller checks for vehicle configuration using communication over the BUS. If the stored
configuration does not match the configuration stored in the controller this DTC will set.
WHEN MONITORED:
SET CONDITION:
If the stored configuration does not match the configuration stored in the controller.
POSSIBLE CAUSES
Possible Causes
VEHICLE CONFIGURATION NOT STORED IN THE TOTALLY INTEGRATED POWER
MODULE (TIPM)
CONTROL MODULE INSTALLED IN INCORRECT VEHICLE
A/C HEATER CONTROL
DIAGNOSTIC TEST
1. CHECK THE VEHICLE CONFIGURATION
NOTE: The DTC must be active and no BUS communication DTCs present before
performing this test. If BUS communication DTCs are present, perform
there respective test first. If the DTC is stored, erase the DTC and cycle the
ignition. If the DTC resets and changes to active, then proceed.
1. With the scan tool, check the vehicle configuration stored in the Totally Integrated Power Module
(TIPM).
2. With the scan tool, check the vehicle configuration stored in the A/C Heater Control (HVAC).
Pick the answer that best describes your findings:
TIPM has wrong or no vehicle configuration
 With the scan tool, program the proper vehicle configuration in the TIPM.
HVAC has wrong vehicle configuration but TIPM has correct configuration.
HVAC and TIPM have proper calibration and the DTC is active in the HVAC.
 Check if other modules such as the Powertrain Control Module (PCM) have the wrong
configuration stored in the controller and reprogram or replace as necessary. If all other
modules show the proper configuration, replace the A/C Heater Control in accordance with
the Service Information. Refer to CONTROL, A/C AND HEATER , REMOVAL .

WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(+) (125k) CIRCUIT
DIAGNOSTIC TEST
Is this DTC active?
Yes
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Yes

No
AND TESTING . .
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
No
U0208-LOST COMMUNICATION WITH HEATED SEAT CONTROL MODULE
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Heated Seat Module for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
HEATED SEAT MODULE POWER AND GROUND
HEATED SEAT MODULE
DIAGNOSTIC TEST
proceeding.

Is this DTC active?

Yes
Heated Seat Control Module diagnostic procedure.
No
STANDARD PROCEDURE
HVAC VERIFICATION TEST
Perform the following procedures to verify that the repair(s) are valid.
1. Make sure that all accessories are turned off.

2. Make sure that the battery is fully charged.
5. With the scan tool, record and erase all Diagnostic Trouble Codes (DTCs) from ALL modules.
6. Turn the ignition off, remove the scan tool from the DLC (Data Link Connector). Open the door and close
the door. Wait a minimum 30 seconds, then turn the ignition on. Reconnect the scan tool.
NOTE: Disconnecting the scan tool and opening and closing the door will allow
the controller to enter into sleep mode.
7. With the scan tool perform the HVAC Actuator Calibration Test.
8. Start and run the engine for two minutes while operating all functions of the system that caused the
original concern.
9. With the scan tool, check for DTCs in all modules.
Is the original condition still present or are there any other HVAC DTCs present?
Yes
No
HVAC SYSTEM TEST
THEORY OF OPERATION
The HVAC System Test provides a starting point in the diagnostic process by identifying the appropriate
diagnostic procedure or system test to perform when diagnosing a given symptom, condition, or Diagnostic
Trouble Code (DTC). It also provides a means for testing the entire HVAC system by utilizing the A/C Heater
Control's On-Board System Tests. The HVAC System Tests can also assist in diagnosing stored DTCs.
DIAGNOSTIC TEST
1. HVAC SYSTEM TEST
NOTE: Diagnose and repair all active DTCs before diagnosing and repairing
stored DTCs. If active DTCs are present, see DIAGNOSTIC CODE INDEX -
3.0L DIESEL or DIAGNOSTIC CODE INDEX - NGC and perform the
appropriate diagnostic procedure.
Make a selection based on the symptom, condition, or DTC that you want to diagnose.
scan tool Indicates HVAC Not Active On Bus
 Refer to DIAGNOSIS AND TESTING and perform the No Response from HVAC diagnostic
procedure.
Blower Motor Inoperative
 Refer to MOTOR, BLOWER , DIAGNOSIS AND TESTING for Blower Motor diagnostic
procedures.
Actuator Calibration Test
 Go To 4.
A/C System Performance (Cooldown) Test
Go To 2.
2. A/C COOLDOWN TEST
The following are prerequisites of the A/C Cooldown Test. Verify that the:
 Refrigerant system has an adequate charge. Check and repair as necessary before proceeding in
accordance with the Service Information. Refer to DIAGNOSIS AND TESTING .
 Blower motor operates correctly in all speeds. Diagnose and repair all blower related faults before
proceeding.
 Work area ambient temperature is above 16° C (60° F) before proceeding. Move the vehicle to a
warmer work area if necessary.
 Evaporator temperature is above 13° C (55° F) before proceeding.
 A/C compressor is not running. If the compressor is running, turn the A/C off and allow the
evaporator to warm up before proceeding.
NOTE: Running the AC Cooldown test will cause the A/C status indicator to flash.
One or more status messages will display on the scan tool after running
the Cooldown Test. These messages will clear after paging back out of
this test function. Therefore, it is important to note all messages before
doing so.

2. Turn the Blower control to the high speed position.
3. With the scan tool in HVAC, select System Tests and then select Cooldown test. Allow the test to
run to completion.
Does the scan tool display a status message that indicates a fault has occurred?
Yes
 See DIAGNOSTIC CODE INDEX and perform the appropriate diagnostic procedure based
on vehicle HVAC system.
No
Go To 3.

3. MODE SWITCH AND DOOR ACTUATOR CIRCUIT TEST
NOTE: If at anytime a DTC becomes active during this test, proceed to the
conclusion question. If multiple DTCs are active, diagnose those that
relate to a short circuit first.
1. Start the engine and turn the Blower control to the low speed position.
2. Set the Blend control (single-zone) or Driver and Passenger Blend control (dual-zone) to the full
cold position.
3. Monitor the scan tool for active HVAC DTCs while performing the following test steps.
 If equipped, press the A/C mode switch on, wait 30 seconds, and then press it off.
 On Dual-Zone systems, press the Recirculation mode switch on, wait 30 seconds, and then
press it off.
 If equipped, press the EBL mode switch on, wait 30 seconds, and then press it off.
 Move the Blend control (single-zone) or Driver Blend control (dual-zone) from full cold to
full hot, wait 30 seconds, and then move it back to full cold.
 If equipped, move the Passenger Blend control from full cold to full hot, wait 30 seconds,
and then moved it back to full cold.
 Turn the Mode select control to the defrost position, wait 30 seconds, and then turn it to the
panel position (dual-zone) or panel / recirculation position (single-zone). Wait 30 seconds
before proceeding.
Does the scan tool display any active DTCs?
Yes
No
Go To 4.

4. ACTUATOR CALIBRATION TEST

2. Using the scan tool, select Actuator Calibration Test. When the test is complete, read HVAC DTCs.
Does the scan tool display any DTCs?
Yes
No
 Test Complete.
HVAC PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE
Perform the following steps prior to any diagnostic procedure(s).
 Testing should only be performed with the battery fully charged to avoid false diagnosis.
 With the scan tool, read Powertrain Control Module (PCM) Diagnostic Trouble Codes (DTCs). If PCM
DTCs are present, and perform the appropriate diagnostic procedure(s) before proceeding. Refer to
DIAGNOSTIC CODE INDEX - 3.0L DIESEL or DIAGNOSTIC CODE INDEX - NGC .
 Depending on the vehicle configuration, with the scan tool, read Totally Integrated Power Module
(TIPM) DTCs. If TIPM DTCs are present, and perform the appropriate diagnostic procedure(s) before
proceeding. Refer to DIAGNOSIS AND TESTING .
 With the scan tool, read HVAC DTCs. Record all Stored, Active, and Pending DTC information.
 With the scan tool, read the Environmental Data. Use this data to help identify the conditions in which the
DTC was set.
 Refer to the When Monitored and Set Conditions for this DTC. DTCs can set at ignition on, at start up, or
operating under specific conditions.
 Using the wiring diagram as a guide, inspect the wiring and connectors related to this circuit and
clean/repair as necessary.
 Check for controller software updates if applicable. Some conditions can be corrected by upgrading the
controller software.
NOTE: If the controller is updated with new software, with the scan tool, perform a
HVAC Actuator Calibration Test.
 Check for Service Information Tune-ups or Service Bulletins for any possible causes that may apply.
Did any of the above procedures repair the vehicle?
Yes
No
HEATING-A/C SYSTEM DIAGNOSTICS
ON-BOARD DIAGNOSTICS
CAUTION: Do not exchange A/C Heater Controls from vehicle to vehicle. Software
versions differ between models and model years. Installing an A/C Heater
Control with software that is incompatible for a given vehicle can result in
either improper or failed HVAC system operation.
NOTE: Always inspect the IOD fuse prior to diagnosing any heating-A/C system
concerns. Make sure the fuse is functional and fully seated into the terminals of
the totally integrated power module (TIPM) located in the engine compartment.
The A/C-heater control communicates on the controller area network (CAN) B bus and is fully addressable with
a scan tool.
The A/C-heater controls primary means of fault detection is through active and stored diagnostic trouble codes
(DTCs). Active DTCs are those which currently exist in the system. The condition causing the fault must be
repaired in order to clear this type of DTC. Stored DTCs are those which occurred in the system since the A/C-
heater control received the last clear diagnostic info message. All DTCs must be read with a scan tool (refer to
DIAGNOSTIC CODE INDEX for the diagnostic test procedures).
The A/C-heater controls secondary means of fault detection is through system tests. These tests include the
HVAC System Test, the A/C Cooldown Test, the Actuator Calibration Function, and for MTC Systems, the
Actuator DTC Detection Test. Refer to SYSTEM TESTS for a detailed description of each test.
SYSTEM TESTS - HVAC
HVAC SYSTEM TEST
The HVAC System Test provides a starting point in the diagnostic process by identifying the appropriate
system test to perform when diagnosing a given condition or DTC. It also provides a means for testing the entire
HVAC system by utilizing the A/C-heater controls On-Board System Tests. The On-Board System Tests can
also assist in diagnosing stored DTCs.
SYSTEM TESTS - A/C COOLDOWN
A/C COOLDOWN TEST
The A/C Cooldown Test:
 is actuated with a scan tool.

 tests A/C system performance based on evaporator temperature sensor input.
 will fail if evaporator starting temperature is below 18° C (65° F) when initiating the test.
 will pass if the evaporator temperature drops 11° C (20° F).
 indicates test outcome by displaying one or more test status messages on the scan tool. These messages
will clear after paging back out of this test function. Therefore, is it important to note all of the messages
before doing so.
 will cause the A/C status indicator to flash while the test is running.
ACTUATOR CALIBRATION FUNCTION
The Actuator Calibration function:

 homes and repositions door actuators.
 monitors for door span faults. Door span faults (XXX Door Travel Range Too Large or XXX Door
Travel Range Too Small) will only display after calibration.
 will cause the electric backlight (EBL) status indicator to flash while the test is running.
ACTUATOR DTC DETECTION TEST
The Actuator DTC Detection Test:

 supplements the continuous diagnostics on the actuator drive system.
 monitors for shorted actuator circuits allowing service to easily diagnose and troubleshoot up to three
simultaneous shorts. Shorted actuator circuit faults (XXX Control Circuit High or XXX Control Circuit
Low) will only display after running the Actuator DTC Detection Test.
After repairing each DTC, cycle the ignition switch, and then rerun the Actuator DTC Detection test to ensure
that no new DTCs exist. If multiple DTCs are present, beginning with the common circuits, diagnose and repair
all short high faults and then short low faults. When the test returns passed, proceed with troubleshooting by
clearing faults and running the Actuator Calibration function as a final check of proper system operation.
2011 ACCESSORIES AND EQUIPMENT Audio/Video - Non-DTC Based Diagnostics - Grand Cherokee
Audio/Video - Non-DTC Based Diagnostics - Grand Cherokee

NO BACKSEAT TV AUDIO-VIDEO PLAYING
DIAGNOSTIC TEST
1. CHECKING THE SATV AUDIO

2. Check radio volume level and ensure radio is in SATV mode.
3. If the radio is a RER/REN, select the SATV tab. If the radio is REQ, press the SAT button twice.
NOTE: Verify that the remote control is on the correct channel (CH1/CH2).
4. Press Mode on the remote control, then select Radio and SATV.
5. Use the headphones to check the audio by turning the headphones on while the video is present.
Is SATV audio present in the headphones?
Yes
 SATV is functioning properly. Test Complete.
No
Go To 2.

2. CHECKING THE AUDIO IN OTHER MODES

1. Use the remote to select other VES modes (SAT Audio, FM).
Is audio present on headphones in other audio modes?
Yes
 Go To 3.
No
Go To 5.

3. SATV TO VES AUDIO INPUTS/OUTPUTS

2. Disconnect the VES 25 pin harness connector.

3. Disconnect the SATV harness connector.
5. Test the wiring for continuity from the audio out of the SATV (pins 14 RT, 15 COM, 16 LT) at the
connector to the audio inputs on the VES.
Is the wiring and connections OK from the SATV to the VES?
Yes
 Go To 4.
No
Repair as necessary.

4. SATV POWER RESET

1. Cycle the vehicle ignition.
2. Cycle the battery to the SATV module by removing the IOD fuse.
Does the SATV function normal?
Yes
No
Go To 6.

5. SATV WIRING AND CONNECTIONS

5. Test the radio circuits, amplifier circuits and speaker circuits for any source of audio loss.
Yes
 Go To 6.
No

6. SATV MODULE
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors for the SATV
Module.
Yes
No
 Replace the SATV Module in accordance with the Service Information.

NO VIDEO (BLACK SCREEN) - BACKSEAT TV AUDIO PLAYING
DIAGNOSTIC TEST
1. CHECKING THE TV OPERATION

2. If the radio is a RER/REN, place the vehicle in park. If the radio is REQ, Go To 2.
3. Select the SATV tab and press View Video to display video on radio screen.
Does the radio display video now?
Yes
No
Go To 2.



5. Test the video shield circuit, video common circuit, and the video signal circuit for continuity.
Yes
 Go To 3.
No

3. SATV MODULE
Module.
4. Refer to any Technical Service Bulletins that may apply.
Yes
No

NO VIDEO (BLACK SCREEN) - NO BACKSEAT TV AUDIO
DIAGNOSTIC TEST
1. CHECKING THE TV OPERATION

2. If the radio is a RER/REN, select the SATV tab. If the radio is REQ, press the SAT button twice.
3. Ensure the VES is in SATV mode.

4. Press Mode on the remote button, select Radio and SATV.
Is SATV video and audio present in either radio or VES?
Yes
No
Go To 2.

2. COMMUNICATION WITH VES AND RADIO

1. With the scan tool, confirm communication with the VES and the radio by checking for DTCs.
Does the scan tool communicate with the VES and the radio?
Yes
 Go To 3.
No
Go To 6.

3. COMMUNICATION WITH SDARV

1. With the scan tool, confirm communication with the SDARV by checking for DTCs.
Does the scan tool communicate with the SDARV?
Yes
 Go To 4.
No
Go To 5.

4. SATV AUDIO/VIDEO WIRING AND CONNECTIONS

5. Test the audio circuit and the video circuit for continuity.

Yes
 Go To 7.
No

5. SATV CANH AND CANL WIRING AND CONNECTIONS

5. Test the CANL circuit and the CANH circuit for continuity.
Yes
 Go To 7.
No


5. Test the radio, VES, and the wiring connections for source of CAN loss or video/audio loss.
Yes
 Go To 7.
No

7. SATV MODULE
Module.
Yes
No

BLUE SIRIUS® BACKSEAT TV TUNING BOX DISPLAYED WITH BUFFER BAR EMPTY-NO
CHANGE
DIAGNOSTIC TEST
1. CHECKING THE VIDEO OPERATION
NOTE: There is no change in the display, the Sirius® Backseat TV logo is

continuously displayed and does not change. No flicker, green flash, or
reset occurs.
NOTE: An empty buffer bar usually indicates no signal condition or faulty

antenna. Watch the screen for five minutes to look for any reset activity or
display change.

2. Select SAT video mode on radio and VES.
Does the radio display Acquiring Signal?
Yes
 Go To 2.
No
Call Sirius® and have the subscription updated.


 Cycle the vehicle ignition then cycle the battery to the SATV module by removing the IOD
fuse. If failure still exists, replace the SATV Module in accordance with the Service
Information.
2. CHECKING THE AUDIO OPERATION

1. Select SAT audio mode on radio and VES.
Does the radio display Acquiring Signal and the audio is not functioning?
Yes
 Sirius® antenna signal is obstructed. Drive the vehicle to an open area or test another Sirius®
module for signal presence in the area.
No
Go To 3.

3. CHECKING FOR RADIO SIGNAL
Does the radio display No Signal and the audio is not functioning?
Yes
 Go To 4.
No
Go To 5.

4. SATV AUDIO ANTENNA WIRING AND CONNECTIONS

2. Disconnect the radio harness connector.
3. Disconnect the antenna harness connector.
5. Test the yellow circuit and green circuit for continuity or any source of SAT audio antenna signal
loss.
NOTE: After this repair, start over at the beginning of the diagnostic as this
is only a SAT audio problem and does not solve the SATV issue.
Is the wiring and connections OK for the SAT audio antenna?
Yes
 Replace the rear antenna.

No

5. DTC B1539 SATV ANTENNA FAULT ACTIVE

1. With the scan tool, check the SATV for DTCs.
Is DTC B1539 SATV Antenna Fault set?
Yes
 Go To 6.
No
Call Sirius® and have the subscription updated.

 Attempt ignition cycle then battery cycle on SATV by removing the IOD fuse. If failure still
exists, replace the SATV Module in accordance with the Service Information.
6. SATV ANTENNA WIRING AND CONNECTIONS

4. Test the brown circuit for continuity or any source of SATV antenna signal loss.
Is the wiring and connections OK for the SATV antenna?
Yes
 Replace the front antenna.

No
BLUE SIRIUS® BACKSEAT TV TUNING BOX DISPLAYED WITH BUFFER BAR EMPTY-RESETS
EVERY 15 SECONDS
DIAGNOSTIC TEST
1. CHECKING THE SATV OPERATION
NOTE: Every 15 seconds a reset occurs. Green flash followed by a black screen
and the Sirius® Backseat TV logo is displayed.

3. Call Sirius® and have the subscription updated.
Does the SATV function normal?
Yes
 Test Complete.
No
 Repeat this test. If the failure still exists, replace the SATV module in accordance with the
BLUE SIRIUS® BACKSEAT TV TUNING BOX DISPLAYED WITH FULL BUFFER BAR-NO
CHANGE
DIAGNOSTIC TEST
1. CHECKING THE SATV OPERATION
NOTE: There is no change in the display, the Sirius® Backseat TV logo is

continuously displayed and does not change. No flicker, green flash, or
reset occurs.

2. Use the VES remote and radio to attempt to change the channel.
Does the SATV function normally?
Yes
 Test Complete.
No
Go To 2.

2. SATV RESET
3. Call Sirius® and have the subscription updated.
Does the SATV function normally?
Yes
 Test Complete.
No
 Repeat this step. If the failure still exists, replace the SATV module in accordance with the
BLUE ON FULL SCREEN-DISPLAY SHOWS SIRIUS® SUBSCRIPTION INFO
DIAGNOSTIC TEST
1. CHECKING THE VIDEO OPERATION
NOTE: This condition will occur when a new SATV module is installed, or when
the subscription runs out. The module needs to be exposed to the satellite
signal to activate properly. If this has not occurred, it could mean a no
signal condition or faulty antenna. Watch the screen for five minutes to
look for any reset activity or display change.

2. Select SAT video mode on radio and VES.
Does the radio display Acquiring Signal?
Yes
 Go To 2.
No
 Call Sirius® and have the subscription updated.

 Cycle the vehicle ignition then cycle the battery to the SATV module by removing the IOD
fuse. If failure still exists, replace the SATV Module in accordance with the Service
Information.
2. CHECKING THE AUDIO OPERATION

1. Select SAT audio mode on radio and VES.
Does the radio display Acquiring Signal and the audio is not functioning?
Yes
 Sirius® antenna signal is obstructed. Drive the vehicle to an open area or test another Sirius®
module for signal presence in the area.
No
Go To 3.

3. CHECKING FOR RADIO SIGNAL
Does the radio display No Signal and the audio is not functioning?
Yes
 Go To 4.
No
Go To 5.

4. SATV AUDIO ANTENNA WIRING AND CONNECTIONS

2. Disconnect the radio harness connector.
5. Test the yellow circuit and green circuit for continuity or any source of SAT audio antenna signal
loss.
NOTE: After this repair, start over at the beginning of the diagnostic as this
is only a SAT audio problem and does not solve the SATV issue.
Is the wiring and connections OK for the SAT audio antenna?
Yes
 Replace the rear antenna.

No

5. DTC B1539 SATV ANTENNA FAULT ACTIVE

1. With the scan tool, check the SATV for DTCs.
Is DTC B1539 SATV Antenna Fault set?
Yes
 Go To 6.
No
Call Sirius® and have the subscription updated.

 Attempt ignition cycle then battery cycle on SATV by removing the IOD fuse. If failure still
exists, replace the SATV Module in accordance with the Service Information.
6. SATV ANTENNA WIRING AND CONNECTIONS

4. Test the brown circuit for continuity or any source of SATV antenna signal loss.
Is the wiring and connections OK for the SATV antenna?
Yes
 Replace the front antenna.

No
NO RESPONSE FROM RADIO

Fig. 1: Radio Wiring Diagram

POSSIBLE CAUSES
Possible Causes
(A116) FUSED B(+) CIRCUIT OPEN OR SHORTED
(D264) OR (D265) CAN INTERIOR BUS (125K) CIRCUIT OPEN
RADIO
DIAGNOSTIC TEST
NOTE: Check for any TSB(s) related to the condition. If a TSB applies, perform the
procedure outlined in the TSB before continuing.
NOTE: Make sure the IOD fuse is installed and battery voltage is between
10.0 and 16.0 volts.
2. With the scan tool, read the module status.
NOTE: Check the TIPM for any active CAN hardware DTCs, perform DTC
before proceeding.
Does the scan tool indicate that the module is active on the bus?
Yes
 The no response condition is not present at this time. Using the wiring diagrams as a guide,
check all related splices and connectors for signs of water intrusion, corrosion, pushed out or
bent terminals, and correct pin tension.
No
Go To 2.

2. CHECK THE (A116) FUSED B(+) CIRCUIT FOR AN OPEN OR SHORT

Fig. 2: Checking Fused B(+) Circuit For Open Or Short


2. Disconnect the Radio C2 harness connector.
Yes
 Go To 3.
No
 Repair the open or short in the (A116) Fused B(+) circuit.

Fig. 3: Checking Ground Circuit For Open

Yes
 Go To 4.
No


4. CHECK THE (D265) AND (D264) CAN INTERIOR BUS (125K) CIRCUITS FOR AN OPEN
Fig. 4: Checking Can Interior Bus Circuit For Open


2. Measure the resistance of the (D264) CAN Interior Bus (125K) (-) circuit between the TIPM C7
harness connector and the Radio C2 harness connector.
3. Measure the resistance of the (D265) CAN Interior Bus (125K) (+) circuit between the TIPM C7
harness connector and the Radio C2 harness connector.
Are the resistances below 5.0 Ohms?
Yes
 Replace the Radio in accordance with the Service Information. Refer to RADIO ,
REMOVAL .
No
 Repair the open in the (D265) or (D264) CAN Interior Bus (125K) circuit.
REAR CAMERA INOPERATIVE

Fig. 5: Rear Camera Wiring Diagram

THEORY OF OPERATION
The Camera is activated when the ignition switch is in the RUN position. The (F921) circuit supplies power to
the camera. The camera sends a video signal (std. NTSC i.e. TV) to the navigation radio, using circuits (X970)
camera signal, (X971) signal return and (X972) camera shield, which displays on the navigation screen. The
screen toggles functions displaying only one kind of image at a time. And in reverse, the rear camera has
priority. The (Z924) circuit is ground for the system.
WHEN MONITORED:
Ignition on, vehicle in reverse.
SET CONDITION:
No rear picture is displayed on radio with the vehicle in reverse.
POSSIBLE CAUSES
Possible Causes
(F921) FUSED RUN RELAY OUTPUT CIRCUIT
(X970) CAMERA SIGNAL CIRCUIT
(X971) CAMERA RETURN CIRCUIT
(X972) CAMERA SHIELD
LICENSE PLATE LAMP/REAR CAMERA ASSEMBLY
DIAGNOSTIC TEST
1. VERIFY OPERATION OF THE RADIO AND BACKUP LAMPS

1. Verify the operation of the Radio and Backup Lamps.
Do the Radio and Backup Lamps operate correctly?
Yes
 Go To 2.
No
Diagnose any problems with the Radio and Backup Lamps.


2. CHECK THE (F921) FUSED RUN RELAY OUTPUT CIRCUIT

Fig. 6: Checking Fused Run Relay Output Circuit


2. Apply the parking brake.
3. Disconnect the License Plate/Rear Camera Assembly Harness Connector.
5. Measure the voltage between the (F921) Fused Run Relay Output circuit and ground.
Is battery voltage present?
Yes
 Go To 3.
No
Repair the (F921) Fused Run Relay Output circuit for an open or short to ground.

3. CHECK THE (Z924) GROUND CIRCUIT
Fig. 7: Checking The Ground Circuit


2. Measure the resistance between ground and the (Z924) Ground Circuit.
Yes
 Go To 4.
No


4. CHECK THE (X970) CAMERA SIGNAL, THE (X971) RETURN, AND THE (X972) SHIELD
Fig. 8: Checking Camera Signal, The Return, And The Shield Circuits For An Open
1. Disconnect the Radio C3 harness connector.

2. Measure the resistance of the (X970) (X971) and (X972) circuits between the Rear Camera harness
connector and Radio C3 harness connectors.
Yes
 Go To 5.
No
Repair the appropriate circuit for an open.


5. CHECK THE (X970) CAMERA SIGNAL, THE (X971) RETURN, AND THE (X972) SHIELD
CIRCUITS SHORTED TO GROUND
Fig. 9: Checking Camera Signal, The Return, And The Shield Circuits Shorted To Ground
1. Measure the resistance between ground and the (X970) (X971) and (X972) circuits.
Yes
 Repair the appropriate circuit for a short to ground.

No
 Replace the License Plate Lamp/Rear Camera Assembly in accordance with the Service
Information. Refer to LAMP BAR, EXTERIOR HANDLE , REMOVAL .
2011 GENERAL INFORMATION Body - Non-DTC-Based Diagnostics - Grand Cherokee
2011 GENERAL INFORMATION
Body - Non-DTC-Based Diagnostics - Grand Cherokee

FUEL DOOR RELEASE INOPERATIVE
Fig. 1: Fuel Door Switch & Solenoid Wiring Diagram

POSSIBLE CAUSES
Possible Causes
(P335) FUEL DOOR RELEASE CONTROL CIRCUIT OPEN
FUEL DOOR RELEASE SWITCH
FUEL DOOR RELEASE SOLENOID
DIAGNOSTIC TEST

1. Press the Fuel Door Release button located on the instrument panel.
Does the Fuel Door open?
Yes
 Test complete, the condition or conditions that originally cause this condition are not present
at this time. Using the wiring diagrams as a guide, check all related splices and connectors
for signs of water intrusion, corrosion, pushed out or bent terminals and correct pin tension.
No
Go To 2.

2. CHECK THE (P335) FUEL DOOR RELEASE CONTROL CIRCUIT

Fig. 2: Checking Fuel Door Release Control Circuit Using Test Light
1. Disconnect the Fuel Door Release solenoid harness connector.

2. Using a 12-volt test light connected to ground, check the (P335) Fuel Door Release Control circuit.
3. Press the Fuel Door Release button located on the instrument panel.
Does the test light illuminate brightly when the Fuel Door Release button is pressed?
Yes
 Go To 5.
No
Go To 3.

3. CHECK THE (A27) FUSED B(+) CIRCUIT FOR AN OPEN


1. Disconnect the Fuel Door Release switch harness connector located on the instrument panel.
Yes
 Go To 4.
No
Repair the open or short in the (A27) Fused B(+) circuit.


4. CHECK THE FUEL DOOR RELEASE SWITCH

Fig. 4: Checking Fuel Door Release Control Circuit For Open

1. Reconnect the Fuel Door Release solenoid harness connector.

2. Momentarily connect a jumper between the (A27) Fused B(+) circuit and the (P335) Fuel Door
Release Control circuit.
Does the Fuel Door Release solenoid click when the jumper is connected?
Yes
 Replace the Fuel Door Release switch in accordance with the Service Information.
No
Repair an open in the (P335) Fuel Door Release Control circuit.



Yes
 Replace the Fuel Door Release solenoid in accordance with the Service Information. Refer to
HOUSING, FUEL FILL , REMOVAL .
No

2011 ACCESSORIES AND EQUIPMENT Communication - Non-DTC Based Diagnostics - Grand Cherokee
Communication - Non-DTC Based Diagnostics - Grand Cherokee

BOTH DIAGNOSTIC CAN C (+) AND DIAGNOSTIC CAN C (-) CIRCUITS OPEN
Fig. 1: Can C (+) And Diagnostic Can C (-) Wiring Diagram

WHEN MONITORED:
When the scan tool queries the Totally Integrated Power Module (TIPM).
SET CONDITION:
The scan tool has detected an open condition on both Diagnostic CAN C circuits.
POSSIBLE CAUSES
Possible Causes
(D72) DIAGNOSTIC CAN C (+) CIRCUIT OPEN
(D71) DIAGNOSTIC CAN C (-) CIRCUIT OPEN
DIAGNOSTIC TEST
1. CHECK THE STATUS OF THE ERROR MESSAGE
NOTE: Make sure the vehicle being tested is a CAN BUS VEHICLE. If not, false
error messages may be displayed.
NOTE: Make sure the scan tool is updated to the latest software.
1. With the scan tool, record the error message.

2. Disconnect the scan tool from the DLC.
4. Reconnect the scan tool.
Does the scan tool display this same error message?
Yes
 Go To 2.
No
The conditions that caused this error message to set are not present at this time. Using the

wiring diagrams as a guide, check all related splices and connectors for signs of water
2. (D72) DIAGNOSTIC CAN C (+) CIRCUIT OPEN
Fig. 2: Checking Resistance CAN C (+) Circuit Between TIPM Harness Connector And DLC

NOTE: Check the connectors at both the DLC and the TIPM.
4. Measure the resistance of the (D72) Diagnostic CAN C (+) circuit between the TIPM C7 harness
connector and the DLC.
Yes
 Go To 3.
No
Repair the open in the (D72) Diagnostic CAN C (+) circuit.

3. (D71) DIAGNOSTIC CAN C (-) CIRCUIT OPEN

Fig. 3: Checking Resistance Of Diagnostic CAN C (-) Circuit Between TIPM Harness Connector
And DLC
1. Measure the resistance of the (D71) Diagnostic CAN C (-) circuit between the TIPM C7 harness
Yes
 Inspect the wiring and connectors for damage or shorted circuits. If OK, replace the TIPM in
No
 Repair the open in the (D71) Diagnostic CAN C (-) circuit.

DIAGNOSTIC CAN C (+) AND/OR DIAGNOSTIC CAN C (-) CIRCUITS HIGH


WHEN MONITORED:
SET CONDITION:
The scan tool has detected a shorted high condition on either or both Diagnostic CAN C circuits.
POSSIBLE CAUSES
Possible Causes
(D72) DIAGNOSTIC CAN C (+) CIRCUIT SHORTED TO VOLTAGE
(D71) DIAGNOSTIC CAN C (-) CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. DIAGNOSTIC CAN C CIRCUITS SHORTED TO VOLTAGE
Fig. 5: Checking Voltage Of The Diagnostic CAN C Circuits


5. Measure the voltage of the Diagnostic CAN C circuits.
Is the voltage above 6.0 volts for either circuit?
Yes
 Repair the short to voltage in the Diagnostic CAN C circuits.

No
DIAGNOSTIC CAN C (+) CIRCUIT LOW


WHEN MONITORED:
SET CONDITION:
The scan tool has detected a shorted low condition on the (D72) Diagnostic CAN C (+) circuit.
POSSIBLE CAUSES
Possible Causes
(D72) DIAGNOSTIC CAN C (+) CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST

Yes
 Go To 2.
No
 The conditions that caused this error message to set are not present at this time. Using the
2. (D72) DIAGNOSTIC CAN C (+) CIRCUIT SHORTED TO GROUND
Fig. 7: Checking Diagnostic Can C (+) Circuit Short To Ground


4. Measure the resistance between ground and the (D72) Diagnostic CAN C (+) circuit.
Yes
 Repair the short to ground in the (D72) Diagnostic CAN C (+) circuit.
No
DIAGNOSTIC CAN C (-) CIRCUIT LOW

WHEN MONITORED:
SET CONDITION:
The scan tool has detected a shorted low condition on the (D71) Diagnostic CAN C (-) circuit.
POSSIBLE CAUSES
Possible Causes
(D71) DIAGNOSTIC CAN C (-) CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. (D71) DIAGNOSTIC CAN C (-) CIRCUIT SHORTED TO GROUND
Fig. 9: Checking Resistance Between Ground And Diagnostic CAN C (-) Circuit

4. Measure the resistance between ground and the (D71) Diagnostic CAN C (-) circuit.
Yes
 Repair the short to ground in the (D71) Diagnostic CAN C (-) circuit.
No
DIAGNOSTIC CAN C (+) CIRCUIT OPEN
WHEN MONITORED:
SET CONDITION:
The scan tool has detected an open condition on the (D72) Diagnostic CAN C (+) circuit.
POSSIBLE CAUSES
Possible Causes
(D72) DIAGNOSTIC CAN C (+) CIRCUIT OPEN
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. (D72) DIAGNOSTIC CAN C (+) CIRCUIT OPEN
Fig. 11: Checking Diagnostic Can C (+) Circuit Open


4. Measure the resistance of the (D72) Diagnostic CAN C (+) circuit between the TIPM C7 harness
Yes
No
 Repair the open in the (D72) Diagnostic CAN C (+) circuit.

DIAGNOSTIC CAN C (-) CIRCUIT OPEN

WHEN MONITORED:
SET CONDITION:
The scan tool has detected an open condition on the (D71) Diagnostic CAN C (-) circuit.
POSSIBLE CAUSES
Possible Causes
(D71) DIAGNOSTIC CAN C (-) CIRCUIT OPEN
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. (D71) DIAGNOSTIC CAN C (-) CIRCUIT OPEN
Fig. 13: Checking Diagnostic Can C (-) Circuit Open


4. Measure the resistance of the (D71) Diagnostic CAN C (-) circuit between the TIPM C7 harness
Yes
No
 Repair the open in the (D71) Diagnostic CAN C (-) circuit.

DIAGNOSTIC CAN C (+) SHORTED TO DIAGNOSTIC CAN C (-)

WHEN MONITORED:
SET CONDITION:
The scan tool has detected a shorted together condition on the Diagnostic CAN C circuits.
POSSIBLE CAUSES
Possible Causes
(D72) DIAGNOSTIC CAN C (+) CIRCUIT SHORTED TO THE (D71) DIAGNOSTIC CAN C (-)
CIRCUIT
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. (D72) DIAGNOSTIC CAN C (+) CIRCUIT SHORTED TO (D71) DIAGNOSTIC CAN C (-)
CIRCUIT
Fig. 15: Checking Diagnostic Can C (+) Circuit Shorted To Diagnostic Can C (-) Circuit

4. Measure the resistance between the (D72) Diagnostic CAN C (+) circuit and the (D71) Diagnostic
CAN C (-) circuit.
Yes
 Repair the short between the (D72) Diagnostic CAN C (+) and (D71) Diagnostic CAN C (-)
circuits.
No
NO RESPONSE FROM ABS (ANTILOCK BRAKE MODULE)

Fig. 16: Antilock Brake Module (ABS) Wiring Diagram

POSSIBLE CAUSES
Possible Causes
(A107) (A111) FUSED B(+) CIRCUIT OPEN OR SHORTED
(Z907) (Z908) GROUND CIRCUIT OPEN
(F941) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT OPEN OR SHORTED
(D65) CAN C BUS (+) CIRCUIT OPEN
(D64) CAN C BUS (-) CIRCUIT OPEN
ANTILOCK BRAKE MODULE (ABS)
DIAGNOSTIC TEST
NOTE: Check the TIPM for any active CAN C hardware DTCs, perform DTC
before proceeding.
Yes
No
Go To 2.
2. (A107) (A111) FUSED B(+) CIRCUIT OPEN OR SHORTED
Fig. 17: Checking Fused B(+) Circuit Open Or Shorted


2. Disconnect the Antilock Brake Module harness connector.
3. Using a 12-volt test light connected to ground, check the (A107) and (A111) Fused B(+) circuits.
Yes
 Go To 3.
No
 Repair the open or short in the (A107) or (A111) Fused B(+) circuit.
3. (Z907) (Z908) GROUND CIRCUIT OPEN
Fig. 18: Checking Ground Circuit Open

1. Using a 12-volt test light connected to 12-volts, check the (Z907) and (Z908) Ground circuits.
Yes
 Go To 4.
No
 Repair the open in the (Z907) or (Z908) Ground circuit.

4. (F941) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT OPEN OR SHORTED
Fig. 19: Checking Fused Ignition Switch Output (Run-Start) Circuit Open Or Shorted


Yes
 Go To 5.
No
Repair the open or short in the (F941) Fused Ignition Switch Output (Run-Start) circuit.

5. (D65) CAN C BUS (+) CIRCUIT OPEN

Fig. 20: Checking Can C Bus (+) Circuit Open



3. Measure the resistance of the (D65) CAN C Bus (+) circuit between the TIPM C1 harness
connector and the Antilock Brake Module connector.
Is resistance below 5.0 Ohms?
Yes
 Go To 6.
No
Repair the open in the (D65) CAN C Bus (+) circuit.

6. (D64) CAN C BUS (-) CIRCUIT OPEN

Fig. 21: Checking Can C Bus (-) Circuit Open

1. Measure the resistance of the (D64) CAN C Bus (-) circuit between the TIPM C1 harness connector
and the Antilock Brake Module connector.
Is resistance below 5.0 Ohms?
Yes
 Replace the Antilock Brake Module in accordance with the Service Information. Refer to
MODULE, ANTI-LOCK BRAKE SYSTEM , REMOVAL .
No
 Repair the open in the (D64) CAN C Bus (-) circuit.

NO RESPONSE FROM ACC (ADAPTIVE CRUISE CONTROL) MODULE

Fig. 22: Adaptive Cruise Control Module Wiring Diagram

POSSIBLE CAUSES
Possible Causes
ADAPTIVE CRUISE CONTROL MODULE/ADAPTIVE SPEED CONTROL SENSOR
DIAGNOSTIC TEST
before proceeding.
Yes
No
Go To 2.




2. Disconnect the Adaptive Cruise Control Module harness connector.
Yes
 Go To 3.
No


OPEN OR SHORT
Fig. 24: Checking Fused Ignition Switch Output (Run-Start) Circuit For An Open Or Short


Yes
 Go To 4.
No

4. CHECK THE (D65) AND (D64) CAN C BUS CIRCUITS FOR AN OPEN
Fig. 25: Checking Can C Bus Circuits For An Open


connector and the Adaptive Cruise Control Module harness connector.
and the Adaptive Cruise Control Module harness connector.
Yes
 Replace the Adaptive Speed Control Sensor in accordance with the Service Information.
Refer to SENSOR AND BRACKET, ADAPTIVE SPEED CONTROL , REMOVAL .
No
 Repair the open in the (D65) or (D64) CAN C Bus circuit.

NO RESPONSE FROM AHBM (AUTO HEADLAMP HIGHBEAM CONTROL MODULE)

Fig. 26: Auto Headlamp Highbeam Control Module (AHBM) Wiring Diagram
POSSIBLE CAUSES
Possible Causes
(D264) AND (D265) CAN INTERIOR BUS (125K) CIRCUITS OPEN
AUTO HEADLAMP HIGHBEAM CONTROL MODULE
DIAGNOSTIC TEST
before proceeding.
Yes
No
Go To 2.

OPEN OR SHORT

Yes
 Go To 3.
No




Yes
 Go To 4.
No


Fig. 29: Checking Can Interior Bus (125K) Circuits For An Open

2. Measure the resistance of the (D264) CAN Interior Bus (-) (125K) circuit between the TIPM C7
harness connector and the Inside Rearview Mirror harness connector.
3. Measure the resistance of the (D265) CAN Interior Bus (+) (125K) circuit between the TIPM C7
harness connector and the Inside Rearview Mirror harness connector.
Yes
 Replace the Auto Headlamp Highbeam Control Module (Inside Rearview Mirror) in
accordance with the Service Information. Refer to MIRROR, REARVIEW , REMOVAL .
No
NO RESPONSE FROM AHLM (AUTOMATIC HEADLAMP LEVELING MODULE)

Fig. 30: Automatic Headlamp Leveling Module Wiring Diagram

POSSIBLE CAUSES
Possible Causes
(F921) FUSED RUN RELAY OUTPUT CIRCUIT OPEN OR SHORTED
(L910) RIGHT HEADLAMP RETURN SIGNAL CIRCUIT OPEN
(D64) AND (D65) CAN C BUS CIRCUITS OPEN
AUTOMATIC HEADLAMP LEVELING MODULE (AHLM)
NOTE: The Automatic Headlamp Leveling Module (AHLM) is part of the Right Front
Lamp Assembly.
DIAGNOSTIC TEST
before proceeding.
Yes
No
Go To 2.

2. CHECK THE (F921) FUSED RUN RELAY OUTPUT CIRCUIT FOR AN OPEN OR SHORT
Fig. 31: Checking Fused Run Relay Output Circuit For An Open Or Short

2. Disconnect the Right Front Lamp Assembly harness connector.
4. Using a 12-volt test light connected to ground, check the (F921) Fused Run Relay Output circuit.
Yes
 Go To 3.
No
Repair the open or short in the (F921) Fused Run Relay Output circuit.

3. CHECK THE (L910) RIGHT HEADLAMP RETURN SIGNAL CIRCUIT FOR AN OPEN
Fig. 32: Checking Right Headlamp Return Signal Circuit For An Open

2. Using a 12-volt test light connected to 12-volts, check the (L910) Right Headlamp Return Signal
circuit.
Yes
 Go To 4.
No
Repair the open in the (L910) Right Headlamp Return Signal circuit.



2. Measure the resistance of the (D64) CAN C Bus (-) circuit between the Right Front Lamp
Assembly harness connector and the TIPM C1 harness connector.
3. Measure the resistance of the (D65) CAN C Bus (+) circuit between the Right Front Lamp
Assembly harness connector and the TIPM C1 harness connector.
Yes
 Replace the Right Front Lamp Unit in accordance with the Service Information. Refer to
No
 Repair the open or high resistance in the (D65) or (D64) CAN C Bus circuit.
NO RESPONSE FROM AMP (AMPLIFIER)

Fig. 34: Amplifier Wiring Diagram

POSSIBLE CAUSES
Possible Causes
AMPLIFIER
DIAGNOSTIC TEST
before proceeding.
Yes
No
Go To 2.


Fig. 35: Checking Fused B(+) Circuit For An Open Or Short


2. Disconnect the Radio Amplifier C2 harness connector.
Yes
 Go To 3.
No
 Repair the open or short in the (A116) Fused B(+) circuit.




1. Using a 12-volt test light connected to 12-volts, check the (Z922) ground circuit.
Yes
 Go To 4.
No


harness connector and the Radio Amplifier C2 harness connector.
harness connector and the Radio Amplifier C2 harness connector.
Yes
 Replace the Radio Amplifier in accordance with the Service Information. Refer to
AMPLIFIER , REMOVAL .
No
NO RESPONSE FROM ASCM (AIR SUSPENSION CONTROL MODULE)

Fig. 38: Air Suspension Control Module (ASCM) Wiring Diagram

POSSIBLE CAUSES
Possible Causes

DIAGNOSTIC TEST
before proceeding.
Yes
No
Go To 2.




Yes
 Go To 3.
No




Yes
 Go To 4.
No


OPEN OR SHORT

Yes
 Go To 5.
No
 Repair the open or short in the (F943) Fused Ignition Switch Output (Run-Start) circuit.




connector and the Air Suspension Control Module C1 harness connector.
and the Air Suspension Control Module C1 harness connector.
Yes
 Replace the Air Suspension Control Module in accordance with the Service Information.
Refer to MODULE, AIR SUSPENSION CONTROL , REMOVAL .
No

NO RESPONSE FROM BSM (BLIND SPOT MODULE)

Fig. 43: Blind Spot Module Wiring Diagram

POSSIBLE CAUSES
Possible Causes
BLIND SPOT MODULE
DIAGNOSTIC TEST
before proceeding.
Yes
No
Go To 2.

Fig. 44: Checking Fused Ignition Switch Output (Run/ACC) Circuit For Open Or Short

2. Disconnect the Blind Spot Module harness connector.

Yes
 Go To 3.
No




Yes
 Go To 4.
No


Fig. 46: Checking Can Interior Bus Circuit For Open


2. Measure the resistance of the (D264) CAN Interior Bus (-) (125K) circuit between the TIPM C7
harness connector and the Blind Spot Module harness connector.
3. Measure the resistance of the (D265) CAN Interior Bus (+) (125K) circuit between the TIPM C7
harness connector and the Blind Spot Module harness connector.
Are the resistances below 5.0 Ohms on both circuits?
Yes
 Replace the Blind Spot Module in accordance with the Service Information. Refer to
MODULE, BLIND SPOT , REMOVAL .
No
NO RESPONSE FROM CCN (CLUSTER)

Fig. 47: Cluster (CCN) Wiring Diagram

POSSIBLE CAUSES
Possible Causes
(A909) (A412) FUSED B(+) CIRCUITS OPEN OR SHORTED
(Z911) (Z912) GROUND CIRCUITS OPEN
CLUSTER (CCN)
DIAGNOSTIC TEST
before proceeding.
Yes
No
Go To 2.

2. CHECK THE (A909) AND (A412) FUSED B(+) CIRCUITS FOR AN OPEN OR SHORT
Fig. 48: Checking Fused B(+) Circuits For An Open Or Short


2. Disconnect the Cluster C1 and C2 harness connectors.
3. Using a 12-volt test light connected to ground, check the (A909) and (A412) Fused B(+) circuit.
Yes
 Go To 3.
No
Repair the open or short in the Fused B(+) circuit.


3. CHECK THE (Z911) AND (Z912) GROUND CIRCUITS FOR AN OPEN


1. Using a 12-volt test light connected to 12-volts, check the (Z911) and (Z912) Ground circuits.
Yes
 Go To 4.
No
Repair the open in the (Z911) or (Z912) Ground circuit.


OPEN OR SHORT

Yes
 Go To 5.
No

harness connector and the Cluster C1 harness connector.
harness connector and the Cluster C1 harness connector.
Yes
 Replace the Cluster in accordance with the Service Information. Refer to REMOVAL .
No
NO RESPONSE FROM DDM (DMLF) (DRIVER DOOR MODULE)

Fig. 52: Driver Door Module (DMLF) Wiring Diagram

POSSIBLE CAUSES
Possible Causes
(Z919) OR (Z917) GROUND CIRCUIT OPEN
(D264) OR (D265) CAN INTERIOR BUS (125K) CIRCUITS OPEN
DRIVER DOOR MODULE
DIAGNOSTIC TEST
before proceeding.
Yes
No
Go To 2.




Yes
 Go To 3.
No


3. CHECK THE (Z919) OR (Z917) GROUND CIRCUIT FOR AN OPEN


1. Using a 12-volt test light connected to 12-volts, check the (Z919) or (Z917) Ground circuit.
Yes
 Go To 4.
No
Repair the open in the (Z919) or (Z917) Ground circuit.


Fig. 55: Measuring Resistance Of Can IHS Bus (-)/(+) (125K) Circuit Between TIPM C7 Harness
Connector And Driver Door Module C3 Harness Connector
harness connector and the Driver Door Module C3 harness connector.
harness connector and the Driver Door Module C3 harness connector.
Yes
No
NO RESPONSE FROM DTCM (DRIVETRAIN CONTROL MODULE)

Fig. 56: Drivetrain Control Module Wiring Diagram

POSSIBLE CAUSES
Possible Causes
DRIVETRAIN CONTROL MODULE
DIAGNOSTIC TEST
before proceeding.
Yes
No
Go To 2.




2. Disconnect the Drivetrain Control Module C1 and C2 harness connectors.
Yes
 Go To 3.
No


 Perform the DTCM VERIFICATION TEST. Refer to STANDARD PROCEDURE .

Yes
 Go To 4.
No


OPEN OR SHORT

Yes
 Go To 5.
No



connector and the DTCM C1 harness connector.
and the DTCM C1 harness connector.
Yes
 Replace the Drivetrain Control Module in accordance with the Service Information. Refer to
MODULE, DRIVETRAIN CONTROL , REMOVAL .
No

NO RESPONSE FROM ELSD (ELECTRONIC LIMITED SLIP DIFFERENTIAL)

Fig. 61: Electronic Limited Slip Differential (ELSD) Wiring Diagram

POSSIBLE CAUSES
Possible Causes
(A206) OR (A903) FUSED B(+) CIRCUIT OPEN OR SHORTED

DIAGNOSTIC TEST
before proceeding.
Yes
No
Go To 2.

2. CHECK THE (A206) AND (A903) FUSED B(+) CIRCUITS FOR AN OPEN OR SHORT
Fig. 62: Checking Fused B(+) Circuits For An Open Or Short


2. Disconnect the Electronic Limited Slip Differential Module C2 harness connector.
3. Using a 12-volt test light connected to ground, check the (A206) and (A903) Fused B(+) circuits.
Yes
 Go To 3.
No
Repair the open or short in the (A206) or (A903) Fused B(+) circuit.


Yes
 Go To 4.
No


OPEN OR SHORT

Yes
 Go To 5.
No



connector and the Electronic Limited Slip Differential Module C2 harness connector.
and the Electronic Limited Slip Differential Module C2 harness connector.
Yes
 Replace the Electronic Limited Slip Differential Module in accordance with the Service
Information. Refer to MODULE, ELECTRONIC LIMITED SLIP DIFFERENTIAL ,
REMOVAL .
No

NO RESPONSE FROM EHPS (ELECTRO-HYDRAULIC POWER STEERING) MODULE


POSSIBLE CAUSES
Possible Causes
ELECTRO-HYDRAULIC POWER STEERING MODULE
DIAGNOSTIC TEST
before proceeding.
Yes
No
Go To 2.




Yes
 Go To 3.
No


 Perform the EHPS VERIFICATION TEST. Refer to STANDARD PROCEDURE .
OPEN OR SHORT

Yes
 Go To 4.
No



connector and the Electro-Hydraulic Power Steering Module C2 harness connector.
and the Electro-hydraulic Power Steering Module C2 harness connector.
Yes
 Replace the Electro-Hydraulic Power Steering Assembly in accordance with the Service
Information. Refer to PUMP , REMOVAL .
No

NO RESPONSE FROM ESM (ELECTRONIC SHIFT MODULE) (SHIFTER LEVER ASSEMBLY)

Fig. 70: Electronic Shift Module Wiring Diagram

POSSIBLE CAUSES
Possible Causes
SHIFTER ASSEMBLY (ELECTRONIC SHIFT MODULE)
DIAGNOSTIC TEST
before proceeding.
Yes
 The no response condition is not present at this time. Using the wiring diagram/schematic as
a guide, inspect the wiring for chafed, pierced, pinched and partially broken wires and the
wiring harness connectors for broken, bent, pushed out and corroded terminals.
No
Go To 2.

2. CHECK THE (Z911) GROUND CIRCUITS FOR AN OPEN



2. Disconnect the Shifter Assembly harness connector.
3. Using a 12-volt test light connected to 12-volts, check the (Z911) Ground circuits.
Yes
 Go To 3.
No


 Perform the appropriate TRANSMISSION VERIFICATION TEST. For vehicles with NAG1
transmissions, refer to STANDARD PROCEDURE . For vehicles with 545RFE
transmissions, refer to 545RFE TRANSMISSION VERIFICATION TEST .
OPEN OR SHORT

2. Using a 12-volt test light connected to ground, check the (F1) Fused Ignition Switch Output (Run-
Start) circuit.
Yes
 Go To 4.
No
 Repair the open or short in the (F1) Fused Ignition Switch Output (Run-Start) circuit.


3. Measure the resistance of the (D51) CAN C Bus (-) circuit between the Shifter Assembly harness
connector and the TIPM C7 harness connector.
4. Measure the resistance of the (D52) CAN C Bus (+) circuit between the Shifter Assembly harness
connector and the TIPM C7 harness connector.
Yes
 Replace the ESM, which is integral to the Shifter Assembly, in accordance with the Service
Information. For vehicles with NAG1 transmissions, refer to SHIFTER,
TRANSMISSION , REMOVAL . For vehicles with 545RFE transmissions, refer to
No

NO RESPONSE FROM HFM (HANDS FREE MODULE)


POSSIBLE CAUSES
Possible Causes
HANDS FREE MODULE
DIAGNOSTIC TEST
before proceeding.
Yes
No
Go To 2.




Yes
 Go To 3.
No



Yes
 Go To 4.
No


harness connector and the Hands Free Module harness connector.
harness connector and the Hands Free Module harness connector.
Yes
No
NO RESPONSE FROM HSM (HEATED SEAT MODULE)


POSSIBLE CAUSES
Possible Causes
(F930) FUSED IGNITION RUN CONTROL OUTPUT CIRCUIT OPEN OR SHORTED
HEATED SEAT MODULE
DIAGNOSTIC TEST
before proceeding.
Yes
No
Go To 2.

2. CHECK THE (F930) FUSED IGNITION RUN CONTROL OUTPUT CIRCUIT FOR AN OPEN
OR SHORT
Fig. 79: Checking Fused Ignition Run Control Output Circuit For An Open Or Short

2. Disconnect the Heated Seat Module C1 harness connector.
4. Using a 12-volt test light connected to ground, check the (F930) Fused Ignition Run Control Output
circuit.
Yes
 Go To 3.
No
Repair the open or short in the (F930) Fused Ignition Run Control Output circuit.



Yes
 Go To 4.
No



harness connector and the Heated Seat Module C1 harness connector.
harness connector and the Heated Seat Module C1 harness connector.

Yes
 Replace the Heated Seat Module in accordance with the Service Information. Refer to
No
NO RESPONSE FROM HVAC (A/C HEATER CONTROL MODULE)

Fig. 82: A/C Heater Control Module Wiring Diagram

POSSIBLE CAUSES
Possible Causes
A/C HEATER CONTROL MODULE (HVAC)
DIAGNOSTIC TEST
before proceeding.
Yes
No
Go To 2.




Yes
 Go To 3.
No




Yes
 Go To 4.
No


Fig. 85: Checking Fused Run Relay Output Circuit For An Open Or Short

Yes
 Go To 5.
No

harness connector and the A/C Heater Control harness connector.
harness connector and the A/C Heater Control harness connector.
Yes
 Replace the A/C Heater Control Module in accordance with the Service Information. Refer to
CONTROL, A/C AND HEATER , REMOVAL .
No
NO RESPONSE FROM ITM (INTRUSION TRANSCEIVER MODULE)


POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
before proceeding.
Yes
No
Go To 2.





Yes
 Go To 3.
No



Yes
 Go To 4.
No



harness connector and the Intrusion Transceiver Module harness connector.
harness connector and the Intrusion Transceiver Module harness connector.
Yes
No
NO RESPONSE FROM MSMD (MEMORY SEAT MODULE)


POSSIBLE CAUSES
Possible Causes
MEMORY SEAT MODULE
DIAGNOSTIC TEST
before proceeding.
Yes
No
Go To 2.




Yes
 Go To 3.
No



Yes
 Go To 4.
No



harness connector and the Memory Seat Module C1 harness connector.
harness connector and the Memory Seat Module C1 harness connector.
Yes
No
NO RESPONSE FROM ORC (OCCUPANT RESTRAINT CONTROLLER)

Fig. 95: Occupant Restraint Controller Wiring Diagram

POSSIBLE CAUSES
Possible Causes
(F201) FUSED RUN/START RELAY OUTPUT CIRCUIT OPEN OR SHORTED
OCCUPANT RESTRAINT CONTROLLER (ORC)
DIAGNOSTIC TEST
before proceeding.
Yes
No
Go To 2.



WARNING: To avoid possible serious or fatal injury, turn the ignition off,
disconnect the battery and wait two minutes before proceeding.
1. Disconnect the Occupant Restraint Controller Module harness connectors.

2. Connect the SRS Load Tool Adapter (special tool #8443-24, 32-Way Adapter) to the ORC
connectors.
3. Measure the resistance between ground and the (Z913) Ground circuit.
Yes
 Go To 3.
No


 Perform the RESTRAINTS SYSTEM VERIFICATION TEST. Refer to STANDARD

PROCEDURE .
Fig. 97: Check Fused Ignition Run Control Output Circuit For Open
NOTE: Check the TIPM for any ignition related DTCs before proceeding. If set.
Refer to DIAGNOSIS AND TESTING .
WARNING: Turn the ignition on, then reconnect the 12-volt battery and wait two
Yes
 Go To 4.
No


PROCEDURE .
4. CHECK THE (F201) FUSED RUN/START RELAY OUTPUT CIRCUIT FOR AN OPEN OR
SHORT
Fig. 98: Checking Fused Run/Start Relay Output Circuit For An Open Or Short
1. Using a 12-volt test light connected to ground, check the (F201) Fused Run/Start Relay Output
circuit.
Yes
 Go To 5.
No
 Repair the open or short in the (F201) Fused Run/Start Relay Output circuit.
PROCEDURE .


connector and the Occupant Restraint Controller C2 harness connector.
and the Occupant Restraint Controller C2 harness connector.
Yes
 Replace the Occupant Restraint Controller Module in accordance with the Service
Information. Refer to MODULE, OCCUPANT RESTRAINT CONTROLLER ,
REMOVAL .
PROCEDURE .
No

PROCEDURE .
NO RESPONSE FROM PCM (POWERTRAIN CONTROL MODULE) - DIESEL
POSSIBLE CAUSES
Possible Causes
POWERTRAIN CONTROL MODULE POWER AND GROUND CIRCUITS
DIAGNOSTIC TEST
before proceeding.
Yes
No
Go To 2.

2. CHECK THE PCM POWER AND GROUND CIRCUITS

1. Check the PCM power and ground circuits. Refer to DIAGNOSIS AND TESTING and perform
the Checking the PCM Power and Ground Circuits diagnostic procedure.
Yes
No
Go To 3.

3. CHECK THE (D64) CAN C BUS (-) AND (D65) CAN C BUS (+) CIRCUIT FOR AN OPEN
Fig. 100: Checking Can C Bus (-) And (D65) Can C Bus (+) Circuit For An Open

3. Disconnect the PCM C1 harness connector.

connector and the PCM C1 harness connector.
and the PCM C1 harness connector.
Yes
 Replace and program the Powertrain Control Module in accordance with the Service
Information. Refer to MODULE, POWERTRAIN CONTROL , REMOVAL .
No
 Repair the open in the (D64) CAN C Bus (-) or (D65) CAN C Bus (+) circuit.
NO RESPONSE FROM PCM (POWERTRAIN CONTROL MODULE) (NGC)
3.6L
Fig. 101: Powertrain Control Module Wiring Diagram - (NGC)

5.7L
Fig. 102: Powertrain Control Module Wiring Diagr

(TM) Jeep Manual de Taller Jeep Grand Cherokee 2011

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

(TM) Jeep Manual de Taller Jeep Grand Cherokee 2011

Uploaded by

Copyright:

Available Formats

2011 Jeep Grand Cherokee

1. Disconnect the Driver Outside Rearview Mirror C1 and C2 harness connectors.

3. CHECK (P75) DRIVER MIRROR HORIZONTAL DRIVER CIRCUIT FOR A SHORT TO

1. Turn the ignition off.

Is the resistance below 10K Ohms?

 Perform the BODY VERIFICATION TEST. Refer to STANDARD PROCEDURE .

Is the resistance below 10.0 Ohms for either measurement?

B1D32-11-DRIVER MIRROR HEATER CONTROL - CIRCUIT SHORT TO GROUND

Fig. 53: Driver Door Module Wiring Diagram

1. TEST FOR INTERMITTENT CONDITION

1. Turn the ignition off.

Is the resistance below 10K Ohms?

Is the resistance below 10K Ohms for any measurement?

Is the resistance below 3.0 Ohm?

B1D32-15-DRIVER MIRROR HEATER CONTROL - CIRCUIT SHORT TO BATTERY OR OPEN

Fig. 58: Driver Door Module Wiring Diagram

1. TEST FOR INTERMITTENT CONDITION

1. Turn the ignition off.

Is there any voltage present?

1. Turn the ignition off.

Is the resistance below 10.0 Ohms?

Is the resistance below 10K Ohms for any measurement?

Is the resistance below 10K Ohms?

 Perform the BODY VERIFICATION TEST. Refer to STANDARD PROCEDURE .

Is the resistance below 10K Ohms?

Is the resistance below 10K Ohms?

B1D4A-2A-MEMORY SWITCH INPUT - SIGNAL STUCK IN RANGE

Fig. 65: Memory Seat Switch Circuit Wiring Diagram

1. INSPECT MEMORY SET SWITCH FOR DAMAGE

Is the switch damaged?

2. INSPECT FOR OBJECT OR SUBSTANCE CAUSING MEMORY SET SWITCH TO STAY OR

3. TEST FOR INTERMITTENT CONDITION

4. CHECK MEMORY SET SWITCH FOR A SHORT TO GROUND

Fig. 66: Memory Set Switch Connector End View

1. Using a scan tool, erase the DTCs.

6. Using a scan tool, read the Active DTCs.

1. Turn the ignition off.

Is the resistance below 10K Ohms?

Is the resistance below 10K Ohms?

B1E64-00-LEFT MIRROR SELECT SWITCH STUCK

1. INSPECT DRIVER DOOR SWITCH ASSEMBLY FOR DAMAGE

1. Turn the ignition off.

Is the switch assembly damaged?

2. INSPECT FOR OBJECT OR SUBSTANCE CAUSING LEFT MIRROR SELECT SWITCH TO

3. TEST FOR INTERMITTENT CONDITION

Is the same DTC active?

B1E65-00-RIGHT MIRROR SELECT SWITCH STUCK

1. INSPECT DRIVER DOOR SWITCH ASSEMBLY FOR DAMAGE

1. Turn the ignition off.

Is the switch assembly damaged?

2. INSPECT FOR OBJECT OR SUBSTANCE CAUSING RIGHT MIRROR SELECT SWITCH TO

3. TEST FOR INTERMITTENT CONDITION

B1E66-11-DRIVER MIRROR FOLD CONTROL CIRCUIT SHORT TO GROUND

Fig. 69: Driver Door Module Wiring Diagram

1. TEST FOR INTERMITTENT CONDITION

2. FOLDING MIRROR DRIVER CIRCUITS SHORTED TO GROUND

Fig. 70: Checking Folding Mirror Driver Circuits Shorted To Ground

1. Turn the ignition off.

Is the resistance below 10K Ohms?

B1E66-15-DRIVER MIRROR FOLD CONTROL CIRCUIT SHORT TO BATTERY OR OPEN

Fig. 71: Driver Door Module Wiring Diagram

1. TEST FOR INTERMITTENT CONDITION

2. DRIVER POWER FOLDING MIRROR OPEN