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Basically that one means the PCM is getting signal from the VSS, but, for whatever reason, it thinks it's wrong...... Troubleshooting that one is gonna be fun......
Check the wiring harness,an pull the sensor an clean any gunk on it off.Reset /retest .If it comes back be sure the correct signal from pcm is going to it.Its not a high cost sensor ,or difficult to replace ,at least not on mine..[note-- 42re tranny on pic ] may differ with the other type
Good luck.
I've been having trouble with my truck not starting and/or stalling. It had this code for the speed sensor. A code for the ignition coil. A code for an O2 sensor. And two codes for for evap leak ( one large leak one small leak.) I fixed a rusted vapor line. And the small leak disappeared. I replaced the ignition coil but the code stayed. So I cleared all the codes to see which would come back. I've driven about twenty miles and nothing came back yet.
I tried to start it today and nothing. So I checked the fuel rail valve some fuel spit out then nothing came out after and the truck wouldn't start. After that I tried to start the truck again and fuel spit out and the truck started. As I was sitting in the truck with it idling I moved the steering wheel and the truck went to stall so I straightened the wheel out and it started idling good again. This happens a few times. Every time I move the steering wheel the truck sounds like it's gonna die. So I have two questions.
One) would the truck stalling out be a reason the p0500 code would come up? As I said my speedo does work
Two) my gear selector is off it says neutral but really it's in drive. Could that be part of the reason the truck is stalling and not starting sometimes?
I'm going to drive it some more to see what codes come back up.
On a 98 you have a mechanical shift linkage to the cluster, so the indicator being off just means the cable from the cluster to the shifter is off. Has no bearing on anything else.
The engine trying to stall could be low fuel pressure. You should have 49 psi at the fuel rail at all times. If you do not have fuel pressure with engine off, the check ball at the fuel pump is bad (It keeps the lines and rails full of fuel to help prime at next start). If you do not have 49psi while running, then the fuel pump module is bad. Either way yields a pump module replacement.
The engine trying to stall could be low fuel pressure. You should have 49 psi at the fuel rail at all times. If you do not have fuel pressure with engine off, the check ball at the fuel pump is bad (It keeps the lines and rails full of fuel to help prime at next start). If you do not have 49psi while running, then the fuel pump module is bad. Either way yields a pump module replacement.
So when I get back home I will push the strader valve with the key off and see if fuel spits out.
Sometimes it doesn't want to start then once it finally does start itll start ok after that for an HR or so. Then go back to not starting again. Also once it starts it'll fall on its face and want to stall while driving but after a few minutes it'll roar to life and run fine. It was stalling more frequently but since I've replaced the ignition coil it's gotten better. However still falls on its face and sounds like it's gonna die.
This truck has blown through two mufflers too. Literally exploded them
I really appreciate all the help.
I'm a diesel tech have been for about five years. But this truck is driving me nuts
That also goes back to possibly having a sticking/hung injector. It could be running way rich on one cylinder and you wouldn't know.
This is from my 2001 manual. You 98 will be different, but it may provide insight as well.VEHICLE THEFT SECURITY
DESCRIPTION - VEHICLE THEFT SECURITY
SYSTEM
The Vehicle Theft Security System (VTSS) is an
available factory-installed option on this model. The VTSS is designed to provide perimeter protection against unauthorized use or tampering by monitoring the vehicle doors and the ignition system. If unautho- rized use or tampering is detected, the system responds by pulsing the horn and flashing the head- lamp high beams. If the vehicle is also equipped with the optional Sentry Key Immobilizer System (SKIS), which provides passive vehicle protection by prevent- ing the engine from operating unless a valid electron- ically encoded key is detected in the ignition lock cylinder, the VTSS will also disable the engine from operating until the system is disarmed. (Refer to 8 - ELECTRICAL/VEHICLE THEFT SECURITY - DESCRIP- TION - SENTRY KEY IMMOBILIZER SYSTEM).
The VTSS includes the following major compo- nents, which are described in further detail else- where in this service information:
• Central Timer Module - The Central Timer Module (CTM) is located on the left cowl side inner panel under the driver side outboard end of the instrument panel. The CTM contains a microproces- sor and software that allow it to provide the proper VTSS features and outputs based upon the moni- tored inputs. The CTM circuitry monitors hard wired switch inputs, as well as message inputs received from other vehicle electronic modules on the Pro- grammable Communications Interface (PCI) data bus network. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/BODY CONTROL/CENTRAL TIMER MODULE - DESCRIPTION).
• Door Ajar Switch - A door ajar switch is inte- gral to the latch of each door in the vehicle. These switches provide an input to the VTSS indicating whether each door is opened or closed. (Refer to 8 -
ELECTRICAL/LAMPS/LIGHTING - INTERIOR/ DOOR AJAR SWITCH - DESCRIPTION).
• Door Cylinder Lock Switch - A door cylinder lock switch is located on the back of each front door lock cylinder. This switch provides an input to the VTSS indicating whether the system should remain armed or be disarmed. (Refer to 8 - ELECTRICAL/ POWER LOCKS/DOOR CYLINDER LOCK SWITCH - DESCRIPTION).
• Horn Relay - The horn relay is located in the Power Distribution Center (PDC) in the engine com- partment near the battery. The horn relay is nor- mally activated by the horn switch to control the sounding of the vehicle horn or horns. However, it can also be activated by an output of the CTM to pro- vide an audible indication that unauthorized vehicle use or tampering has been detected. (Refer to 8 - ELECTRICAL/HORN/HORN RELAY - DESCRIPTION).
• Security Indicator - A red Light Emitting Diode (LED) located in the ElectroMechanical Instru- ment Cluster (EMIC) is illuminated by an output of the CTM to indicate the status of the VTSS or SKIS. This LED is integral to the instrument cluster. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DESCRIPTION).
Hard wired circuitry connects many of the VTSS components to each other through the electrical sys- tem of the vehicle. These hard wired circuits are integral to several wire harnesses, which are routed throughout the vehicle and retained by many differ- ent methods. These circuits may be connected to each other, to the vehicle electrical system and to the VTSS components through the use of a combination of soldered splices, splice block connectors, and many different types of wire harness terminal connectors and insulators. Refer to the appropriate wiring infor- mation. The wiring information includes wiring dia- grams, proper wire and connector repair procedures, further details on wire harness routing and reten- tion, as well as pin-out and location views for the various wire harness connectors, splices and grounds.
VEHICLE THEFT SECURITY (Continued)
DESCRIPTION - SENTRY KEY IMMOBILIZER
SYSTEM
The Sentry Key Immobilizer System (SKIS) is
available as a factory-installed option on this model. Vehicles equipped with this option can be readily identified by a gray molded rubber cap on the head of the ignition key. Models not equipped with SKIS have a black molded rubber cap on the head of the ignition key.
The SKIS includes the following major components, which are described in further detail elsewhere in this service information:
• Powertrain Control Module - The Powertrain Control Module (PCM) is located on the right front fender inner shield above the right front wheel house in the engine compartment.
• Sentry Key Immobilizer Module - The Sentry Key Immobilizer Module (SKIM) is located on the right side of the steering column near the ignition lock cylinder housing and an integral molded plastic antenna ring circles the ignition lock cylinder like a halo. The SKIM and its antenna are concealed beneath the steering column shrouds.
• Sentry Key Transponder - The Sentry Key transponder is molded into the head of the ignition key, and concealed by a gray molded rubber cap.
• Security Indicator - The security indicator is located in the Information Center area of the instru- ment cluster, to the left of center. (Refer to 8 - ELEC- TRICAL/INSTRUMENT CLUSTER/SECURITY INDICATOR - DESCRIPTION).
Except for the Sentry Key transponders, which rely upon Radio Frequency (RF) communication, hard wired circuitry connects the SKIS components to the electrical system of the vehicle. These hard wired cir- cuits are integral to several wire harnesses, which are routed throughout the vehicle and retained by many different methods. These circuits may be con- nected to each other, to the vehicle electrical system and to the SKIS components through the use of a combination of soldered splices, splice block connec- tors, and many different types of wire harness termi- nal connectors and insulators. Refer to the appropriate wiring information. The wiring informa- tion includes wiring diagrams, proper wire and con- nector repair procedures, further details on wire harness routing and retention, as well as pin-out and location views for the various wire harness connec- tors, splices and grounds.
OPERATION - VEHICLE THEFT SECURITY
SYSTEM
A Central Timer Module (CTM) is used on this
model to control and integrate many of the electronic functions and features included in the Vehicle Theft Security System (VTSS). In the VTSS, the CTM
receives inputs indicating the status of the door ajar switches, the door cylinder lock switch, and the igni- tion switch. The programming in the CTM allows it to process the information from all of these inputs and send control outputs to energize or de-energize the horn relay, the headlamp high beams, and the security indicator. If the VTSS alarm is triggered, the CTM pulses the horn for about three minutes and flashes the headlamp high beams and security indi- cator for about eighteen minutes or until the system is disarmed, whichever occurs first. The control of these inputs and outputs are what constitute all of the features of the VTSS. Following is information on the operation of each of the VTSS features. Refer to the owner’s manual in the vehicle glove box for more information on the features, use and operation of the VTSS.
ENABLING
The CTM must have the VTSS function electroni-
cally enabled in order for the VTSS to perform as designed. The logic in the CTM keeps its VTSS func- tion dormant until it is enabled using a DRBIII scan tool. The VTSS function of the CTM is enabled on vehicles equipped with the VTSS option at the factory, but a service replacement CTM must be VTSS-enabled by the dealer using a DRBIII scan tool. Refer to the appropriate diagnostic information.
ARMING
Passive arming of the VTSS occurs when the vehi-
cle is exited with the key removed from the ignition switch, the headlamps are turned off, and the doors are locked while they are open using the power lock switch, or locked after they are closed by turning either front door lock cylinder to the lock position using the key. The power lock switch will not func- tion if the key is in the ignition switch or the head- lamps are turned on with the driver side front door open. The VTSS will not arm if the doors are locked using the mechanical lock button. Active arming of the VTSS occurs when the “Lock” button on the Remote Keyless Entry (RKE) transmitter is depressed to lock the vehicle. For active arming to occur, the doors must be closed and the ignition switch must be in the Off position when the RKE transmitter “Lock” button is depressed. However, once the VTSS arming process has been completed, the ignition switch can be turned to the Accessory position without triggering the alarm.
Pre-arming of the VTSS is initiated when a door is open when the vehicle is locked using a power door lock switch or a key in the door lock cylinder (pas- sive), or when the RKE transmitter “Lock” button is depressed (active). Pre-arming will not occur if the key is in the ignition switch or the headlamps are
turned on with the driver side front door open. When the VTSS is pre-armed, the arming sequence is delayed until all of the doors have been closed.
Once the VTSS begins the passive or active arming sequence, the security indicator in the instrument cluster will flash rapidly for about seventeen seconds. This indicates that the VTSS arming is in progress. If the ignition switch is turned to the On position, a door is opened, a door is unlocked by any means, or the RKE “Panic” button is depressed during the sev- enteen second arming process, the security indicator will stop flashing and the arming process will abort. Once the seventeen second arming sequence is suc- cessfully completed, the security indicator will flash at a slower rate, indicating that the VTSS is armed.
DISARMING
Passive disarming of the VTSS occurs when the
vehicle is unlocked using the key to unlock either front door or, if the vehicle is equipped with the optional Sentry Key Immobilizer System (SKIS), by turning the ignition switch to the On position using a valid SKIS key. Active disarming of the VTSS occurs when the vehicle is unlocked by depressing the “Unlock” button of the RKE transmitter. Once the alarm has been activated (horn pulsing and head- lamps flashing), either disarming method will also deactivate the alarm. Depressing the “Panic” button on the RKE transmitter will not disarm the VTSS.
POWER-UP MODE
When the armed VTSS senses that the battery has
been disconnected and reconnected, it enters its pow- er-up mode. In the power-up mode the alarm system remains armed following a battery failure or discon- nect. If the VTSS was armed prior to a battery dis- connect or failure, the technician or vehicle operator will have to actively or passively disarm the alarm system after the battery is reconnected. The pow- er-up mode will also apply if the battery goes dead while the system is armed, and battery jump-starting is attempted. The VTSS will be armed until the tech- nician or vehicle operator has actively or passively disarmed the alarm system. If the VTSS is in the dis- armed mode prior to a battery disconnect or failure, it will remain disarmed after the battery is recon- nected or replaced, or if jump-starting is attempted.
TAMPER ALERT
The VTSS tamper alert feature will sound the horn
three times upon disarming, if the alarm was trig- gered and has since timed-out (about eighteen min- utes). This feature alerts the vehicle operator that the VTSS alarm was activated while the vehicle was unattended.
OPERATION - SENTRY KEY IMMOBILIZER
SYSTEM
The Sentry Key Immobilizer System (SKIS) is
designed to provide passive protection against unau- thorized vehicle use by disabling the engine after about two seconds of running, whenever any method other than a valid Sentry Key is used to start the vehicle. The SKIS is considered a passive protection system because it is always active when the ignition system is energized and does not require any cus- tomer intervention. The SKIS uses Radio Frequency (RF) communication to obtain confirmation that the key in the ignition switch is a valid key for operating the vehicle. The microprocessor-based SKIS hard- ware and software also uses electronic messages to communicate with other electronic modules in the vehicle over the Programmable Communications Interface (PCI) data bus. (Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/COMMUNI- CATION - OPERATION).
Pre-programmed Sentry Key transponders are pro- vided with the vehicle from the factory. Each Sentry Key Immobilizer Module (SKIM) will recognize a maximum of eight Sentry Keys. If the customer would like additional keys other than those provided with the vehicle, they may be purchased from any authorized dealer. These additional keys must be pro- grammed to the SKIM in the vehicle in order for the system to recognize them as valid keys. This can be done by the dealer using a DRBIII scan tool or, if Customer Learn programming is an available SKIS feature in the market where the vehicle was pur- chased, the customer can program the additional keys, as long as at least two valid Sentry Keys are already available. (Refer to 8 - ELECTRICAL/VEHI- CLE THEFT SECURITY - STANDARD PROCE- DURE - TRANSPONDER PROGRAMMING).
The SKIS performs a self-test each time the igni- tion switch is turned to the On position, and will store fault information in the form of Diagnostic Trouble Codes (DTC’s) if a system malfunction is detected. The SKIS can be diagnosed, and any stored DTC’s can be retrieved using a DRBIII scan tool. Refer to the appropriate diagnostic information.
DIAGNOSIS AND TESTING - VEHICLE THEFT
SECURITY SYSTEM
The Vehicle Theft Security System (VTSS)-related
hard wired inputs to and outputs from the Central Timer Module (CTM) may be diagnosed and tested using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wir- ing 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 har- ness connectors, splices and grounds.
However, conventional diagnostic methods may not prove conclusive in the diagnosis of the CTM or the Programmable Communications Interface (PCI) data bus network. In order to obtain conclusive testing of the VTSS, the CTM and the PCI data bus network must also be checked. The most reliable, efficient, and accurate means to diagnose the VTSS requires the use of a DRBIII scan tool. Refer to the appro- priate diagnostic information. The DRBIII scan tool can provide confirmation that the PCI data bus net- work is functional, that all of the electronic modules are sending and receiving the proper messages over the PCI data bus, and that these modules are receiv- ing the proper hard wired inputs and responding with the proper hard wired outputs needed to per- form their functions. See the “Vehicle Theft Security System” menu item on the DRBIII scan tool.
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, DISABLE THE AIRBAG SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, SEAT BELT TENSIONER, OR INSTRU- MENT PANEL COMPONENT DIAGNOSIS OR SER- VICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
DIAGNOSIS AND TESTING - SENTRY KEY IMMOBILIZER SYSTEM
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, DISABLE THE AIRBAG SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, SEAT BELT TENSIONER, OR INSTRU- MENT PANEL COMPONENT DIAGNOSIS OR SER- VICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
SECURITY INDICATOR FAILS TO LIGHT DURING BULB TEST
1. Perform the instrument cluster actuator test. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING - ACTUATOR TEST)..
2. Check the SKIM fused B(+) fuse and the fused ignition switch output (run-start) fuse in the JB. Replace fuses, if required.
3. Check for continuity to ground at the connector for the SKIM. Repair wiring, if required.
4. Check for battery current at the connector for the SKIM. Repair wiring, if required.
5. Check for battery current at the connector for the SKIM with the ignition switch in the On position. Repair wiring, if required.
SECURITY INDICATOR FLASHES FOLLOWING BULB TEST
1. Invalid key in ignition switch lock cylinder.
2. Key-related fault.
1. Replace the key with a known valid key.
2. Use a DRBIII scan tool and the appropriate diagnostic information for further diagnosis.
SECURITY INDICATOR LIGHTS SOLID FOLLOWING BULB TEST
1. SKIS system malfunction/ fault detected.
2. SKIS system inoperative.
1. Use a DRBIII scan tool and the appropriate diagnostic information for further diagnosis.
2. Use a DRBIII scan tool and the appropriate diagnostic information for further diagnosis.
SECURITY INDICATOR FAILS TO LIGHT DURING BULB TEST If the security indicator in the instrument cluster fails to illuminate for about three seconds after the ignition switch is turned to the On position (bulb test), perform the instrument cluster actuator test. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUS-
TER - DIAGNOSIS AND TESTING - ACTUATOR TEST). If the security indicator still fails to light dur- ing the bulb test, a wiring problem resulting in the loss of battery current or ground to the Sentry Key Immobilizer Module (SKIM) should be suspected, and the following procedure should be used for diagnosis. Refer to the appropriate wiring information. The wir- ing information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds.
NOTE: The following tests may not prove conclu- sive in the diagnosis of this system. The most reli- able, efficient, and accurate means to diagnose the Sentry Key Immobilizer System requires the use of a DRBIII scan tool. Refer to the appropriate diag- nostic information.
(1) Check the fused B(+) fuse (Fuse 1 - 15 ampere) in the Junction Block (JB). If OK, go to Step 2. If not OK, repair the shorted circuit or component as required and replace the faulty fuse.
(2) Check for battery voltage at the fused B(+) fuse (Fuse 1 - 15 ampere) in the JB. If OK, go to Step 3. If not OK, repair the open B(+) circuit between the JB fuse and the Power Distribution Center (PDC) as required.
(3) Check the fused ignition switch output (run- start) fuse (Fuse 10 - 10 ampere) in the JB. If OK, go to Step 4. If not OK, repair the shorted circuit or component as required and replace the faulty fuse.
(4) Turn the ignition switch to the On position. Check for battery voltage at the fused ignition switch output (run-start) fuse (Fuse 10 - 10 ampere) in the JB. If OK, go to Step 5. If not OK, repair the open fused ignition switch output (run-start) circuit between the JB and the ignition switch as required.
(5) Disconnect and isolate the battery negative cable. Disconnect the instrument panel wire harness connector for the Sentry Key Immobilizer Module (SKIM) from the SKIM connector receptacle. Check for continuity between the ground circuit cavity of the instrument panel wire harness connector for the
SKIM and a good ground. There should be continuity. If OK, go to Step 6. If not OK, repair the open ground circuit to ground (G208) as required.
(6) Reconnect the battery negative cable. Check for battery voltage at the fused B(+) circuit cavity of the instrument panel wire harness connector for the SKIM. If OK, go to Step 7. If not OK, repair the open fused B(+) circuit between the SKIM and the JB as required.
(7) Turn the ignition switch to the On position. Check for battery voltage at the fused ignition switch output (run-start) circuit cavity of the instrument panel wire harness connector for the SKIM. If OK, refer to the appropriate diagnostic information and use a DRBIII scan tool to complete the diagnosis of the SKIS. If not OK, repair the open fused ignition switch output (run-start) circuit between the SKIM and the JB fuse as required.
SECURITY INDICATOR FLASHES OR LIGHTS SOLID FOLLOWING BULB TEST
A security indicator that flashes following a suc- cessful bulb test indicates that an invalid key has been detected, or that a key-related fault has been set. A security indicator that lights solid following a successful bulb test indicates that the SKIM has detected a system malfunction or that the SKIS is inoperative. In either case, fault information will be stored in the SKIM memory. For retrieval of this fault information and further diagnosis of the SKIS, the PCI data bus, the SKIM message outputs to the Central Timer Module (CTM) that control the secu- rity indicator, or the message inputs and outputs between the SKIM and the Powertrain Control Mod- ule (PCM) that control engine operation, a DRBIII scan tool and the appropriate diagnostic information are required. Following are preliminary troubleshoot- ing guidelines to be followed during diagnosis using a DRBIII scan tool:
(1) Using the DRBIII scan tool, read and record the faults as they exist in the SKIM when you first begin your diagnosis of the vehicle. It is important to document these faults because the SKIM does not differentiate between historical faults (those that have occurred in the past) and active faults (those that are currently present). If this problem turns out to be an intermittent condition, this information may become invaluable to your diagnosis.
(2) Using the DRBIII scan tool, erase all of the faults from the SKIM.
(3) Cycle the ignition switch to the Off position, then back to the On position.
(4) Using the DRBIII scan tool, read any faults that are now present in the SKIM. These are the active faults.
(5) Using this active fault information, refer to the proper procedure in the appropriate diagnostic infor- mation for the additional specific diagnostic steps.
STANDARD PROCEDURE - SKIS
INITIALIZATION
The Sentry Key Immobilizer System (SKIS) must
be initialized following a Sentry Key Immobilizer Module (SKIM) replacement. SKIS initialization requires the use of a DRBIII scan tool. Initialization will also require that you have access to the unique four-digit PIN code that was assigned to the original SKIM. The PIN code must be used to enter the Secured Access Mode in the SKIM. This PIN number may be obtained from the vehicle owner, from the original vehicle invoice, or from the DaimlerChrysler Customer Center. (Refer to 8 - ELECTRICAL/ELEC- TRONIC CONTROL MODULES - STANDARD PRO- CEDURE - PCM/SKIM PROGRAMMING).
NOTE: If a Powertrain Control Module (PCM) is replaced on a vehicle equipped with the Sentry Key Immobilizer System (SKIS), the unique Secret Key data must be transferred from the Sentry Key Immobilizer Module (SKIM) to the new PCM using the PCM replacement procedure. This procedure also requires the use of a DRBIII scan tool and the unique four-digit PIN code to enter the Secured Access Mode in the SKIM. Refer to the appropriate diagnostic information for the proper PCM replace- ment procedures.
TRANSPONDER PROGRAMMING
All Sentry Keys included with the vehicle are pre-
programmed to work with the Sentry Key Immobi- lizer System (SKIS) when it is shipped from the factory. The Sentry Key Immobilizer Module (SKIM) can be programmed to recognize up to a total of eight Sentry Keys. When programming a blank Sentry Key transponder, the key must first be cut to match the ignition switch lock cylinder in the vehicle for which it will be used. Once the additional or new key has been cut, the SKIM must be programmed to recog- nize it as a valid key. There are two possible methods to program the SKIM to recognize a new or addi- tional valid key, the Secured Access Method and the Customer Learn Method. Following are the details of these two programming methods.
SECURED ACCESS METHOD
The Secured Access method applies to all vehicles.
This method requires the use of a DRBIII scan tool. This method will also require that you have access to the unique four-digit PIN code that was assigned to
the original SKIM. The PIN code must be used to enter the Secured Access Mode in the SKIM. This PIN number may be obtained from the vehicle owner, from the original vehicle invoice, or from the Daim- lerChrysler Customer Center. Refer to the appropri- ate diagnostic information for the proper Secured Access method programming procedures.
CUSTOMER LEARN METHOD
The Customer Learn feature is only available on
domestic vehicles, or those vehicles which have a U.S. country code designator. This programming method also requires access to at least two valid Sen- try Keys. If two valid Sentry Keys are not available, or if the vehicle does not have a U.S. country code designator, the Secured Access Method must be used to program new or additional valid keys to the SKIM. The Customer Learn programming method proce- dures are as follows:
(1) Obtain the blank Sentry Key(s) that are to be programmed as valid keys for the vehicle. Cut the blank key(s) to match the ignition switch lock cylin- der mechanical key codes.
(2) Insert one of the two valid Sentry Keys into the ignition switch and turn the ignition switch to the On position.
(3) After the ignition switch has been in the On position for longer than three seconds, but no more than fifteen seconds, cycle the ignition switch back to the Off position. Replace the first valid Sentry Key in the ignition switch lock cylinder with the second valid Sentry Key and turn the ignition switch back to the On position. The second valid Sentry Key must be inserted in the lock cylinder within fifteen seconds of removing the first valid key.
(4) About ten seconds after the completion of Step 3, the security indicator in the instrument cluster will start to flash to indicate that the system has entered the Customer Learn programming mode.
(5) Within sixty seconds of entering the Customer Learn programming mode, turn the ignition switch to the Off position, replace the valid Sentry Key with a blank Sentry Key transponder, and turn the ignition switch back to the On position.
(6) About ten seconds after the completion of Step 5, the security indicator will stop flashing, stay on solid for three seconds, then turn off to indicate that the blank Sentry Key has been successfully pro- grammed. The SKIS will immediately exit the Cus- tomer Learn programming mode and the vehicle may now be started using the newly programmed valid Sentry Key.
Each of these steps must be repeated and com- pleted in their entirety for each additional Sentry Key that is to be programmed. If the above steps are not completed in the given sequence, or within the
llotted time, the SKIS will exit the Customer Learn programming mode and the programming will be unsuccessful. The SKIS will also automatically exit the Customer Learn programming mode if it sees a non-blank Sentry Key transponder when it should see a blank, if it has already programmed eight (8) valid Sentry Keys, or if the ignition switch is turned to the Off position for more than about fifty seconds.
NOTE: If an attempt is made to start the vehicle while in the Customer Learn mode (security indica- tor flashing), the SKIS will respond as though the vehicle were being started with an invalid key. In other words, the engine will stall after about two seconds of operation. No faults will be set.
NOTE: Once a Sentry Key has been programmed as a valid key to a vehicle, it cannot be programmed as a valid key for use on any other vehicle.
Each ignition key used in the Sentry Key Immobi- lizer System (SKIS) has an integral transponder chip (Fig. 1). Ignition keys with this feature can be readily identified by a gray rubber cap molded onto the head of the key, while conventional ignition keys have a black molded rubber cap. The transponder chip is concealed beneath the molded rubber cap, where it is
TRANSPONDER KEY (Continued)
molded within a plastic mount into the head of the metal key. In addition to being cut to match the mechanical coding of the ignition lock cylinder, each new Sentry Key has a unique transponder identifica- tion code permanently programmed into it by the manufacturer. The Sentry Key transponder cannot be adjusted or repaired. If faulty or damaged, the entire key must be replaced.
OPERATION
When the ignition switch is turned to the On posi-
tion, the Sentry Key Immobilizer Module (SKIM) communicates through its antenna with the Sentry Key transponder using a Radio Frequency (RF) sig- nal. The SKIM then listens for a RF response from the transponder through the same antenna. The Sen- try Key transponder chip is within the range of the SKIM transceiver antenna ring when it is inserted into the ignition lock cylinder. The SKIM determines whether a valid key is present in the ignition lock cylinder based upon the response from the transpon- der. If a valid key is detected, that fact is communi- cated by the SKIM to the Powertrain Control Module (PCM) over the Programmable Communications Interface (PCI) data bus, and the PCM allows the engine to continue running. If the PCM receives an invalid key message, or receives no message from the SKIM over the PCI data bus, the engine will be dis- abled after about two seconds of operation. The Elec-
AN
troMechanical Instrument Cluster (EMIC) will also respond to the invalid key message on the PCI data bus by flashing the security indicator on and off.
Each Sentry Key has a unique transponder identi- fication code permanently programmed into it by the manufacturer. Likewise, the SKIM has a unique Secret Key code programmed into it by the manufac- turer. When a Sentry Key is programmed into the memory of the SKIM, the SKIM stores the transpon- der identification code from the Sentry Key, and the Sentry Key learns the Secret Key code from the SKIM. Once the Sentry Key learns the Secret Key code of the SKIM, it is permanently stored in the memory of the transponder. Therefore, once a Sentry Key has been programmed to a particular vehicle, it cannot be used on any other vehicle. (Refer to 8 - ELECTRICAL/VEHICLE THEFT SECURITY - STANDARD PROCEDURE - TRANSPONDER PRO- GRAMMING).
The SKIS performs a self-test each time the igni- tion switch is turned to the On position, and will store key-related fault information in the form of Diagnostic Trouble Codes (DTC’s) in SKIM memory if a Sentry Key transponder problem is detected. The Sentry Key transponder chip can be diagnosed, and any stored DTC’s can be retrieved using a DRBIII scan tool. Refer to the appropriate diagnostic information.
Also I drove my truck for about 45 min. Came home parked it for about five minutes and went outside to check something on my exhaust. My motor was still hot, my tranny pan was still hot. However my entire exhaust pipe was cold. Would there be a reason my exhaust under the truck wasn't getting hot???
sorry to be a pain, really just trying to figure out what is going on with this truck.
