Part 1A
AIRBAG SYSTEMThe Airbag Control Module (ACM) is bolted to a bracket on the floor panel transmission tunnel rearward from the gear shift selector inside the vehicle. The ACM mounting bracket is welded to the tunnel and is not serviced with the ACM. The ACM contains a microprocessor, the impact sensor, and energy storage capacitor. The microprocessor contains the airbag system logic. The ACM system logic includes On-Board Diagnostics (OBD) capability, and communicates with the instrument cluster circuitry via the PCI data bus to control the airbag indicator lamp.
The microprocessor in the ACM monitors the impact sensor signal and the airbag system electrical circuits to determine the system readiness. If the ACM detects a monitored system fault, it sends messages to the instrument cluster on the PCI data bus to turn ON the airbag indicator lamp. A preprogrammed decision algorithm in the ACM microprocessor determines when the deceleration rate as signaled by the sensor indicates an impact that is severe enough to require airbag system protection. When the programmed conditions are met, the ACM sends an electrical signal to deploy the airbag system components.
The impact sensor is an accelerometer that senses the rate of vehicle deceleration, which provides verification of the direction and severity of an impact. The impact sensor is calibrated for the specific vehicle, and is only serviced as a unit with the ACM. A mechanical sensor called the safing sensor is also integral to the ACM.
The ACM also contains an energy-storage capacitor. This capacitor stores enough electrical energy to deploy the airbags, for one second following a battery disconnect or failure during an impact. The purpose of the capacitor is to provide airbag system protection in a severe secondary impact if the initial impact has damaged or disconnected the battery, but was not severe enough to deploy the airbags.
THE AIRBAG SYSTEM IS A SENSITIVE,COMPLEX ELECTROMECHANICAL UNIT. BEFORE ATTEMPTING TO DIAGNOSE OR SERVICE ANY AIRBAG SYSTEM OR RELATED STEERING WHEEL, STEERING COLUMN, OR INSTRUMENT PANEL COMPONENTS YOU MUST FIRST DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE. WAIT TWO MINUTES FOR THE SYSTEM CAPACITOR TO DISCHARGE BEFORE FURTHER SYSTEM SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO DO THIS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
NEVER STRIKE OR KICK THE AIRBAG CONTROL MODULE, AS IT CAN DAMAGE THE IMPACT SENSOR OR AFFECT ITS CALIBRATION. IF AN AIRBAG CONTROL MODULE IS ACCIDENTALLY DROPPED DURING SERVICE, THE MODULE MUST BE SCRAPPED AND REPLACED WITH A NEW UNIT.
The airbag warning lamp is the only point at which the customer can observe "symptoms" of system malfunction. whenever the ignition key is turned to the "RUN" or "START" position, the MIC performs a lamp check by turning the airbag warning lamp ON for 6 - 8 seconds. If the lamp turns OFF, it means that the ACM has checked the system and found it to be free of discernible malfunctions. If the lamp remains ON, there could be an active fault in the system or the MIC lamp circuit may be internally shorted to ground. If the lamp comes ON and stays ON for a period longer than 6-8 seconds then goes OFF, there is usually an intermittent problem in the system.
Perform the WARNING LAMP OPEN procedure in. this book to find the cause of any customer complaint regarding the AIRBAG warning lamp, such as:
- warning lamp does not illuminate
- warning lamp stays illuminated with no active DTC's
The ACM cannot be repaired or adjusted and, if damaged or faulty, it must be replaced.
Driver Airbag Module (DAB)
The airbag protective trim cover is the most visible part of the driver side airbag system. The module is mounted directly to the steering wheel. Located under the trim cover are the horn switch, the airbag cushion, and the airbag cushion supporting components. The airbag module includes a housing to which the cushion and inflator are attached and sealed. The airbag module cannot be repaired, and must be replaced if deployed or in any way damaged. The inflator assembly is mounted to the back of the airbag module. The inflator seals the hole in the airbag cushion so it can discharge the gas it produces directly into the cushion when supplied with the proper electrical signal. The protective trim cover is fitted to the front of the airbag module and forms a decorative cover in the center of the steering wheel. Upon airbag deployment, this cover will split at a predetermined breakout line.
THE AIRBAG MODULE INFLATOR ASSEMBLY CONTAINS 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. IN ADDITION, THE AIRBAG MODULE CONTAINS ARGON GAS PRESSURIZED TO OVER 2500 PSI. DO NOT ATTEMPT TO DISMANTLE AN AIRBAG MODULE OR TAMPER WITH ITS INFLATOR. DO NOT PUNCTURE, INCINERATE, OR BRING INTO CONTACT WITH ELECTRICITY, DO NOT STORE AT TEMPERATURE EXCEEDING 93 °C (200 °F).
Clockspring
The clockspring is mounted on the steering column behind the steering wheel. This assembly consists of a plastic housing which contains a flat, ribbon-like, electrically conductive tape that winds and unwinds with the steering wheel rotation. The clockspring is used to maintain a continuous electrical circuit between the instrument panel wire harness and the driver side airbag module, the horn switch, and the vehicle speed control switches on vehicles that are so equipped. The clockspring must be properly centered when it is installed on the steering column following any service removal, or it will be damaged. The clockspring cannot be repaired it must be replaced.
Passenger Airbag Module (PAB)
The airbag door in the instrument panel top cover above the glove box is the most visible part of the passenger side airbag system. Located under the airbag door is the airbag cushion and its supporting components. The airbag module includes a housing to which the cushion and inflator are attached and sealed. The airbag module cannot be repaired, and must be replaced if deployed or in any way damaged. The inflator assembly is mounted to the back of the airbag module. The inflator includes a small canister of highly compressed argon gas. The inflator seals the hole in the airbag cushion so it can discharge the compressed gas it contains directly into the cushion when supplied with the proper electrical signal. The airbag door has a living hinge at the top, which is secured to the instrument panel top cover. The door also has predetermined breakout lines concealed beneath its decorative cover. Upon airbag deployment, the airbag door will split at the breakout lines and the door will pivot out of the way.
THE AIRBAG MODULE INFLATOR ASSEMBLY CONTAINS 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. IN ADDITION, THE PASSENGER AIRBAG MODULE CONTAINS ARGON GAS PRESSURIZED TO OVER 2500 PSI. DO NOT ATTEMPT TO DISMANTLE AN AIRBAG MODULE OR TAMPER WITH ITS INFLATOR. DO NOT PUNCTURE, INCINERATE, OR BRING INTO CONTACT WITH ELECTRICITY. DO NOT STORE AT TEMPERATURE EXCEEDING 93 °C (200 °F).
REPLACE AIRBAG SYSTEM COMPONENTS ONLY WITH PARTS SPECIFIED IN THE CHRYSLER MOPAR PARTS CATALOG. SUBSTITUTE PARTS MAY APPEAR INTER- CHANGEABLE, BUT INTERNAL DIFFERENCES MAY RESULT IN INFERIOR OCCUPANT PROTECTION. THE FASTENERS, SCREWS, AND BOLTS ORIGINALLY USED FOR THE AIRBAG SYSTEM COMPONENTS HAVE SPECIAL COATINGS AND ARE SPECIFICALLY DESIGNED FOR THE AIRBAG SYSTEM. THEY MUST NEVER BE REPLACED WITH ANY SUBSTITUTES. ANY TIME A NEW FASTENER IS NEEDED, REPLACE IT WITH THE CORRECT FASTENERS PROVIDED IN THE SERVICE PACKAGE OR SPECIFIED IN THE CHRYSLER MOPAR PARTS CATALOG.
Airbag Diagnostic Trouble Codes
Airbag diagnostic trouble codes consist of active and stored codes. If more than one code exists, diagnostic priority should be given to the active codes.
Each diagnostic trouble code is diagnosed by following a specific testing procedure. The diagnostic test procedures contain step-by step instructions for determining the cause of the trouble codes. It is not necessary to perform all of the tests in this book to diagnose an individual code.
Always begin by reading the diagnostic trouble codes using the DRB III. Refer to the Table of Contents and select the specific DTC to be diagnosed. This will direct you to the specific test(s) that must be performed.
Active diagnostic trouble codes for the airbag system are not permanent and will change the moment the reason for the code is corrected. In certain test procedures, diagnostic trouble codes are used as a diagnostic tool.
Active Codes
The code becomes active as soon as the malfunction is detected or key-off, whichever occurs first. An active trouble code indicates an on-going malfunction. This means that the defect is currently there every time the airbag control module checks that circuit/function. It is impossible to erase an active code; active codes automatically erase by themselves when the reason for the code has been corrected.
With the exception of the warning lamp trouble codes or malfunctions, when a malfunction is detected, the airbag lamp remains lit for a minimum of 12 seconds or as long as the malfunction is present.
Stored Codes
Airbag codes are automatically stored in the ACM's memory as soon as the malfunction is detected.
A "stored" code indicates there was an active code present at some time. However, the code currently may not be present as an active code, although another active code could be.
When a trouble code occurs, the airbag warning lamp illuminates for 12 seconds minimum (even if the problem existed for less than 12 seconds). The code is stored, along with the time in minutes it was active, and the number of times the ignition has been cycled since the problem was last detected.
The minimum time shown for any code will be one minute, even if the code was actually present for less than one minute, Thus, the time shown for a code that was present for two minutes 13 seconds, for example, would be three minutes.
If a malfunction is detected a diagnostic trouble code is stored and will remain stored as long as the malfunction exists. When and if the malfunction ceases to exist, an ignition cycle count will be initiated for that code. If the ignition cycle count reaches 100 without a reoccurrence of the same malfunction, the diagnostic trouble code is erased and that ignition cycle counter is reset to zero. If the malfunction reoccurs before the count reaches 100, then the ignition cycle counter will be reset and the diagnostic trouble code will continue to be a stored code.
If a malfunction is not active while performing a diagnostic test procedure, the active code diagnostic test will not locate the source of the problem. In this case, the stored code can indicate an area to inspect.
If no obvious problems are found, erase stored codes, and with the ignition "ON" wiggle the wire harness and connectors, rotate the steering wheel from stop to stop. Recheck for codes periodically as you work through the system. This procedure may uncover a malfunction that is difficult to locate.
AUDIO SYSTEMS
There are 3 radio systems available in the 2001 Grand Cherokee.
The sales codes for the radios are:
RAS-AM/FM cassette, two band E.Q., no external amplifier, no PCI bus diagnostics.
RBN-AM/FM cassette, 3 band E.Q., external amplifier, with external CD changer, PCI diagnostics. RAZ-AM/FM cassette and CD player, 3 band E.Q., PCI diagnostics, available with or without an external amplifier.
The RBN and RAZ are capable of displaying faults and allowing certain actuation tests through the use of the DRB III. When attempting to perform PCI diagnostics, the first step is to identify the radio in use in the vehicle. Use the above list to help determine the audio system being serviced.
NOTE: ATTEMPTS TO COMMUNICATE WITH THE RAS RADIO THROUGH THE DRB III WILL RESULT IN A COMMUNICATION ERROR BECAUSE THE RADIO IS NOT ON THE BUS. THIS MAY LEAD TO LOST TIME AND A NO PROBLEM FOUND RESULT.
Troubleshooting Hints For Audio Systems
When troubleshooting output shorts or "output" error messages, the following applies:
On radios with out an external amplifier, the term output refers to the path between the radio and the speaker. This type of circuit can be monitored all the way through the speaker connections by the radio assembly. When the radio displays a shorted output DTC with this type of system, the speaker, radio, or wiring could be at fault. The output DTC could refer to a front or rear output or a left or right output. The reason for the difference is the pairing of the output sections of the radio. Some are paired left and right, others are paired front and rear.
On radios with an external amplifier, the term "output" refers to the circuit between the radio connector and the amplifier. The radio is capable of monitoring only this portion and can tell nothing about the circuit between the amplifier and the speakers. Consequently, a shorted output DTC on this type of system would only refer to this circuit. A faulty speaker could not cause this DTC.
These radios can be controlled via remote radio switches (optional). These switches are located on the back side of the steering wheel. They control volume, preset bank selection, seek and scan functions.
These functions are inputs to the body controller and can be read with the DRB III under "body" systems, sensor displays. The switches are a multiplexed signal to the BCM. The remote radio control circuit is a five volt line that is pulled to ground through different value resistors built into the switches. This causes a voltage drop to be seen by the body controller and it sends a specific message to the radio on the PCI bus line. The radio then responds to the message.
This circuit is fairly simple to troubleshoot. The circuit must be complete from the switches in the steering wheel to the BCM. The ground must be complete so that the switches can cause the voltage drop for the BCM to see. The circuit passes through the clockspring so continuity through this device must be verified.
CD Changer Diagnostic Trouble Codes
The CD changer has diagnostic trouble codes (DTCs) that are separate from the radio or "in dash" CD player. These codes are found using the DRB III and accessing DTCs under audio systems. They are all due to improper use or internal failure of the CD changer. If any of these codes exist, check the changer for obvious problems such as wrong type of CD, upside down CD, scratched or dirty CD, foreign objects inserted into changer etc... Correct the problem. Clear DTCs. Then check to see if the DTC(s) return. If they do, replace the changer.