I'm starting a new thread to consolidate updates...
I've got a 1997 Dakota, 5.2L, Auto, 2WD, with no security (does have keyless entry) and the PCM needed replacing.
I've replaced three PCM's from ebay which were supposedly all non security and for all three, she starts, runs and dies 2 seconds later leaving me to believe the PCMs had security enabled. When it dies its loosing the injector signal. Also, I've tested everything, ASD relay, Fuel pump & pressure, IAC, MAP, TPS, Coolant sensor, oil pressure sensor, Crankshaft and camshaft sensors, Battery, Alternator, grounds, fuses.... and I get no codes. I don't have access to a scanner either.
All PCM's have been same part number with one being exact match and two had last two letters different. P56040382AC & AD. 97's I believe are for that year only.
Before I go for a fourth PCM try, I want to make sure I'm going down the right path.
This is where I'm unsure...

1. I've read that the CTM manages security and communicates with the PCM. Could I have screwed up the CTM by installing security enabled PCM's?
2. Should I go with another non security PCM? I've found one in an out of state junkyard (VIN 1B7GL23Y8VS155183, my truck vin is 1B7GL23Y5VS203030) Only option that replacement truck has that is different is it doesnt have Keyless Entry option.
3. Does the PCM have to be programmed with the VIN? Does it have to match the CTM?

I know this is a long read but I've been without my truck for 2 months! If it wasnt for having to shelter at home, I would be in real trouble.
Thanks in advance!
John

 

I had posted some information in your other thread but it appears a mod may have deleted it. I didn't receive a PM from any, but i don't want to re-post it until I know for sure...

At this point you're really at the liberty of finding a fair, honest, trustworthy person with a MT2500 with the proper cards, or a DRB3 that still works (they are over 20, almost 25 years old now).

 

LOL, That explains why I didnt quite understand your previous post.
So based on where I am, you would recommend I not try a non security PCM from a vehicle that I can trace back to via the VIN?

Thanks

 

Checking the other thread, I don't see any posts that were deleted. (we don't permanently delete stuff, it just disappears from view, staff can still see 'em.)

 

Gotta love figments of the imagination....

 

This is from my 2001 Dakota FSM. your 98 is different, but this will provide insight to how it works.

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.

SECURITY INDICATOR FAILS TO LIGHT DURING BULB TEST


1. Light-Emitting Diode (LED) faulty.

2. Fuse faulty.

3. Ground path faulty.
4. Battery feed faulty.
5. Ignition feed faulty.



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.



(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.



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-

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.

 

Turns out that it was a bad ECM. Thanks to all who helped